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Flectric  Railway  Review 

FORMERLY    THE    STREET    RAILWAY     REVIEW 


VOLUME  XVII 

January   1   to  June  30,   1907 


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


"Y  c 


n 


GENERAL   INDEX 


Abbott.    A.    L.     Gasoline   Motor   Cars   for 

Passenger  Service    *S39 

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

Abi;>         -  Railway,   Incorporated 503 

Accident  Records.    Memphis    Street   Rail- 
way      «290 

Accidents — 

Alliance    Against    Frauds 234 

Electric    Railway    75S 

Handling  of.     By  E.   C.   Carpenter '123 

Interviewing  Witnesses    257 

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

Electrified  Line  at  Woodlawn 

+24.    327.    416.    501.    628 

Report  on  Locomotive  by  Board  of 

Engineers     »385 

Prevention  of  Street  Crossing 223 

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

Light    Co «361 

Third  Rail  in  England 184 

Accotnac   Traction   &    Power   Co.,    Track 

and  Roadway  a: 

Accounting — 

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

4!' 

Comparative      Statements.      Cincinnati 
I-awrenoeburg     &     Aurora     Electric 

Street    Railroad   Co '229 

Depreciation tl44,   526.   t671 

And   Reserves +4S1.  491 

Robert  Hammond  710 

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

igo  Union   Traction    Co 247 

Comparisons   Between   Chicago  Union 
Traction    and   Glasgow    Corporation 

Tramwavs     +  24." 

+313.   319 

;btful   Adequacy  of   Urban. .+671 


r 


Plan     for    Settle- 


T 


ine    Accounts. 

ment     

der   System    865 

nance      ."13 

itlon.  Chicago 

247 

v    Inter- 
state   Commerce    Commission "08 

nut  Ion     of     Stores, 

•294 

Den-  <'o *427 

Bteam   i:  .   146 

•?.*.  «40 
'  .1842 

204 


•446 

.   440 

■ 

■ 

n  .     Tr 

"   i  ■ 

Alberger   Pump  Co 

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

and   Roadway    

Alfi.rata   Electric  Railway — 

Incorporated     

Track  and  Roadway 

Algiers    (La.)    Railway    &    Lighting    Co., 

Track   and   Roadwav 

Allen.   John    F..    Orders 

Allentown  &  Reading  Traction  Co.,  Track 

and   Roadway    

Alliance,    O.,    Track   and    Roadwav 

Allls-Chalmeis   Co 101.   240,  373. 

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

Direct-Current  Motors    

Engine-Type     G2ncrators     for     Direct 

Current   

Exhibit   at   Chicago   Electrical    Show... 

Allison,   Campion,  McClellan   Co 

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

Financial    206. 

Power    Plant    

Alton    Jacksonville    &    Peoria    Railway — 

Financial    

Track   and    Roadway 58,    405,    503. 

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

Aluminum  Company  of  America 

Amarillo   Street    Railway — 

Incorporated    

Rolling  Stock   

Track   and    Roadway 

Amhursen   Ilvdraulic  Construction  < 

American    Blower    Co 

American    Bridge    Co 

American  Car  &  Foundry  Co 

141.    17::.    :.. 

Orders 340.  409.  476.  :.'■: 

American  Car  Co..  Orders 

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

Dividends   

Financial    

Machinery  Co 

American   Conduit  Manufacturing  Co 

•lean    Elevated    Railroad.    Track    and 

II". 

•  al  Engineering  ' 

Derrick  Co. . 

of    Electrical     Rngi- 



rs 

!    *    Traction    Co.,    Finan- 
cial   



Ami 

Rail    Joint    Co 





Itol 

■ 



Indianapolis   Meeting 
I 

Hallway,      Track 

.'    :■ 

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

:   Ming 


1 885 


477        Armature   Coil-;.    How    to    Insulate 622 

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

Steam  Roads   49 

236  Statement  Regarding  Chicago  Improve- 

405  ments     452 

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

Arno  798 

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

Ash -Handling.    Brooklyn    Rapid    Transit 

sy;  CO .  .  .  *261 

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

•210       Asheville      &       i  iville      Railroad, 

k     and     Roadway 536 

840       Asheville  Rapid  Transit  Co. — 

142  Incorporated  25 

603        Asheville    Rapid    Transit    Co.,    Track   and 

Roadway    305.   368.   693 

Ashland.    Ky..    Track   and  Roadway S32 

371        Associations — 

238  Alliance  Occident  Frauds 234 

American     and     Kngineerlng     Associa- 

307  tions.    Committee    Meetings 688 

S78  American     Railway     Engineering     and 

Maintenance  of  Way — 
440  Convention — 

309  i  crete  Ties 391 

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

603  way— 

204  Committees   for  1907 161,    203.    235.  534 

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

New  Headquarters   202 

309  American   Street    and   Interurban   Rail- 

way Accountants' — 

836  Intorurhnn  Accounts   134.  270 

•  si    tor    Information    847 

Question    Box   to   be   Continued 269 

540  American    Stre-t   and  Interurban   Rail- 

way  Engineering — 

Ties    

on  Bulletin 676 

Executive    Committee    Meeting 

23.  133.  45.  161 

t3S 

an 46 

Ann  Railway 

444  Mai  re' — 

EClei  Hon   oi    I  Iffli  23.  688 

94 105 

M     Rapid     Transit 

Mill" 
171 

Cenl  Ic  Accounting  i  !i 

744 

D    for   Settlement   of    1 



Central  Electric  Rallu 

Annual  Meeting    ...  .1     95,    •ll'i 

698 

i    ■  ling   

■,-.   593 

5S9  din*  Committees  for  1907.. 

Ing    

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

ban    Rail* 

514 

Ann  .   6G5 

660 

Bill  ctrlc   Lighl 
I9t 

141 

810,  6M 

171 

■ 

84X 

■ 


iv 


ELECTRIC    RAILWAY    REVIEW 


C rete  Substructures 73.  *82 

l  i.i  ailing    l  ie\  ices    7s 

i:  1  •  .  ...  .76.    '83,    86 

B Is   79,   &'t 

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

Steel  Ties  -.   *82 

Tli. unit    I  ding 76.    '83 

■     ■  ■ 

Tie   Rods    44,  73 

Track       i  tonstruction       in       I  ■  ■ 

Streets  73 

Young   Men's  Christian  al    Rochester..     89 

Aths   Steel  Casting  Co 604 

Gears,   Titan   Steel   Motor 

Atkinson,   C     E     Slei  I   Cutter "44 

Atlanta   &  i 

Roadwa]     140 

Atlanl  i   Bu 

Tra   I.    ind    Ro  idway 53G 

Atlanta    Macon    ,v    i  iriffln    Eli  i  trie    Rail 

way,    Track    and     Roadwa:  !"."• 

Atlanta  Stom    Mountain  .v.   Llthonia   R 

«in     Incorporated   304 

Atlantic    City,    N.    J.— 

Convention    Facilities    'SIT 

Am,  i  lean    St  reel    and    Infc  I  tail- 

waj    Associations,    Conventions    }16 

Master  Car  Builders'   Convention 

Suppl)    Men's    Exhibits *817 

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

Track   and   Roadway 698 

Atlantic   City   ,y-   Shore    Railroad,    Finan- 

■  lal    881 

Atlantic  City   &   Suburban   Traction   Co., 

Financial 408,  47:,.  606,  663 

Atlantic   Northern  ,v    Southern    Railroad 

.  ick  and   Roadwaj 168,  237,  598 

Atlantic   Shore   Line   Railway — 

Car  Houses 634 

Financial    371 

Rolling  Stock  62,  240,  308 

Substation     631 

rack    and    Roadway 305.    630 

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

Auburn    &    Northern    Electric   Railroad — 

Financial    871 

Track  .v.-  Roadway 794 

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

Rolling    Stock    240 

Augusta    &     Columbia     Railway — 

Terminals    882 

Track  and  Roadway 536 

Augusta     &     Aiken      Electric     Railway. 

Track  and  Roadway 96 

Augusta   Winthrop  &  Gardiner  Railway — 

Financial 28 

Track  and   Roadway 305 

Aurora    Elgin   &   Chicago — 

i  'ar     Inspection *'»-- 

Dividends    vsi 

Financial   28,  171 

Oil   Storage   House    373 

Rolling    Stock 476,    699,    764 

Track  and   Roadway 96.   36S.    832 

Wage    Increase    S76 

Austin    Eli  ctric    Railway    Co. — 

Power    Plant    62 

Rolling   Stock    340 

Automatic   Electric   Signal   Co 309 

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

Guard     *800 

Automatic    Ventilator   Go 444 

Axle    Straighten,  r    *799 

Axles — 

Kej  -Seats    1  ■ :::' 

Made   from    Scrap   Iron t670 

B 

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

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

incorporated   

Track    and    Roadway .''" 

Baldwin  &  Rowland  Switch   &   Signal  Co 

374,    508 

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

Electric  Industrial  Locomotive *SS4 

i  irders 101     634,   699,   836 

Ball  Engine  Co 476 

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

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

Dividends     835 

Financial    206 

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

Co.,    Financial    

retl   Manufacturine,  Co 635,   R82 

stow,   W.   S..   &  Co S74 

Bartlesville    (I.    T.)    Interurban    Railway. 

Track  and   Roadwa] 832 

la      Medina     &      '  »ntai  io      Railway. 

ok  and  Roadway 237,  405 

Bath     Branchport     &     Hornell     Elei 

Railroad.  Track  and   Road-w       536 

l  la  ton    Rouge   Electi  ic  S    Gas  C     ipai 

Financial     -74 

Rolling   Stock   634 


Ti  ai  i-  and   Roadway 140 

I .  i  les.     See  Stoi  i  les. 

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

lies    

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

i .    M.,    Trolley    Wheels 426 

Baj    City,  M  630    693 

i  [-action    &    Electric 

Co     Powei    Plant   538 

Bay    Count  Blecl 

[05,  630 
Railway   &    Light    Co. — 

Rolling  Stock   797 

Trai  I.  and  Roadway 96 

Shoi  e  Terminal  Co  ,   Financial 

l»l 

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

■  Co.,       Track       and 

Roadway    

i  Mm  Mall  'able  Iron  i 

Cent    Fares 120 

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

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

Stock   603 

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

Bellingham.  Wash     Traci    and    Roadway 

368,    441 

Bel it      Electric      Railway.      Track 

dway  536 

Beloit    Traction    Company — 

Rolling  Stock 240,   275,  507 

Track   and    Roadwa]      237,    305,    105 

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

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

Track  and   Roadway    693 

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

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

Berger    Manufacturing    Co 276,     476 

Berkshire   (Mass.)    Street   Ry. — 

Financial    602 

Track   and    Roadway    878 

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

Berlin    &    Waterloo    Street    Railway.    Fi- 
nancial       61 

Berthold   &  Jennings 665 

Bidwell    Electric    Co 604 

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

Automobile   Emergency   Station     :'.-x 

Car  Houses 62 

Financial    506.    797 

Freight  Handling  *64s 

Operating  Conditions    326 

Power  Plant 169.  272,   795 

Rolling  Stock    764,    882 

Strike   691,    758 

Suburban  Baggage  Transfer 389 

Track    and  Roadway    794.    s7s 

Bisbee.  Ariz..  Track  and  Roadway 96 

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

t475,   »616 

Black    Diamond    Electric   Railway.    Track 

and    Roadway    96 

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

Railway   Co.,    Incorporated 203 

Blake   Signal   &    Manufacturing   Co 

508.   541.   469.   6" 

Tithe   Flux    *-77 

Bliss   Electric  Car  Lighting  Co 141 

Blood    &   Hale    764 

Bloomington   &    Normal    Railway  &    Light 

<  'o  .   Rower  Plant 370 

Bloomington    Pontine     &      Foliet    Electric 

Railway,  Mail   Service   94 

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

Bluffton    Geneva    &   Celina   Traction   Co., 

Encorpi  iral  ed    336 

Boiler    Efficiency    t31l 

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

Boilers — 

Effect  of    Scale +  41 J 

Gauge    Glasses    or    Gaum     I'.eks? +  S41 

isirg  Size    tl76 

Stoking     t31I 

Tube    Cleaner.     National «63 

Tubes   with   Enlarged    Hi   ids +311 

Steam — 

Future  of.     By  Walter  T.   Ray 493 

Rues  ,,f  Evaporation f376 

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

Roadway     694 

Bolivia   Railway,  In porated 405 

Bonds — 

i,i-       and       Return       Systems.  B 

Henr;    I  mcker   Jackson 

Plastic    Rail    *«66 

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


Rook    Reviews — 

American     Society     for     Testing     M 

rials.     Proceedings     651 

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

Bement,     a ..     Peabody    Atlas    of    Coal 

Mini  llways 651 

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

.Norton      330 

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

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

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

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

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

N.  His.   Andrew  J„  Street    Railroad   Ac- 

c  id.  lit    Law    651 

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

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

1    and    Electric 651 

Roadmasters  and  Maintenance  of  Way 

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

Preservation    651 

Suphe.    Henry    Harrison,     and     .1.      il. 

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

ne   ring     651 

Vicaray,    R.   W.,    Treatment  of  Storage 

Batteries      179 

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

Mass. — 

Express   Service    +414 

Rapid   Transit    *709 

Subway  Projected    16_' 

Sllbwa  v.     West     End 237 

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

Boston    &    Eastern    Railway.    Track    and 

Roadway   660    B  ,  - 

Boston    ,y-    Maine    Railroad — 

Acquisition  of  Electric  Roads 56 

S  eks    to    Purchase   Control   of  Conway 

El.-ctric  Railway   2S7 

Boston    >v-    New    York    Electric    Railroad, 

Track  and  Roadway 97 

Boston    &    Providence    Electric    Railway. 

Track  and  Roadway 26 

Boston   &   Northern    Street   Railway — 

Financial     61 

Rolling   Stock    275 

Boston   ,y-   Worcester  Street   Railway — 

Car    House    373 

Divid  -nds    S81 

Express  Service   94,  334 

Track    and    Roadway 694 

Boston    Elevated    Railway 794 

Apparatus   in   Trainmen's  School +213 

Blueprint  Frame  *1S3 

Car    House     208 

Dudley   Street    Terminal    ImprovementS*164 
Employes    Rewarded     for    Satisfactory 

Service     134 

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

Liability  for  Platform  Areas +414 

Power  Plant 59.  23S.  337.   4»7 

Track  and   Roadwa] 97,    271,    237 

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

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

Boston   Suburban   Electric    Companies — 

I  livi.lends      797 

Financial     835 

Bowling      Green      Railway.      Track      and 
Roadway  58 

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

Bowery   Bay  Railroad.   Incorporated 16s 

Boyertown    &    Pottstown    Railway.    Track 

and    Roadway    368 

Braking.    Affected    by    Weight +412 

Braking.  Regenerative  Control +34.  *47 

Brakeshoes,    Standardization    of *679 

Brakes.  Air.  Value  of B 

Breekenridge.    L.    P..    Fuel    Tests    Under 

Steam  Boilers  »397 

Bridgeport   &   Danbury   Electric   Railway. 

Incorporated    72s 

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

P -ia.   Ill 295 

Passenger  Traffic  In   New   York  During 

1906 23 

Stat.n  Island.  N.  V 239 

Brighton     &     Newcastle    Railway.     Track 

and  Roadway   405 

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

Orders 62.  101,  140,  172. 

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

Discontinued   135 

Bristol     .V-     Plainville     Tramway,     Power 

I    lint      5H5 

il    Co 241 


ELECTRIC    RAILWAY    REVIEW 


British   Columbia   Electric    Railway— 



Improvements     

Power     Plant     

Ro        -     -        -.     '-'• 

Track    and    Roadway 794 

Tunnel     

Transit     Railway, 

Financial     

Broa  k   and    Roadway b30 

Brooklvn.    N     \       Subways 

Brooklyn    Bridv.  -    1    Terminal  55.    S30 

lilroad — 

Bri,:  -  ins 480 



Transit    I 

'620 

261 

Avenue     and      80th 

ii     

H  - 

696,    SSI 

564 

2T. 

650 

■534 

172.   34" 

">P 



- 

t.  56 

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

ntng    

i  ii.    F    H      Machlm  ry  Co  700 

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

- 

798 
&      Smithneld 
- 

.236 

565 
-h     Interurban     Rail] 

:ri.     Rail- 



4"5 

norav,    Rotary   Converter    - 

•'■'-' 

101 

Manufacturing  Co.  .  . 

634 

Terminal 134 

ay — 

19,  603 

IV. rk 

- 

"214 

: 

: 

368 

■  — 

- 

■ 

«  ny— 

- 

I. 

■ 


D    Drum    Carriage *753 

Cable    Tracks     Rebuilding    in    San    Fran- 

-     ■      '704 

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

" 306,   4"."..    IT. 

Calais      Electric      Railway.      Track      and 

Roadway    565 

California    Midland    Railroad — 

Financial     

Third-Rail   Line   Pn 

nia    Rapid    Transit    Co.,    Ineorpo- 

1     304 

California     Street     Cable     Rail 

Francisco.     Track    and    Roadway.. 

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

Calumet    Electric    Railway.    Financial 568 

Camden     .v-     Suburban    Railway.     Rolling 

S36 

Camden  Interstate  Railway — 

l  ■■  rwer  Plant  59 

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

Canada    Electric    Railway    Statistics  468 

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

Roadway    405 

Canandaigua  Southern  Electric  Railroad — 

In.  Q  

;    k   and    Roadway 59S.  S32 

on    *    Youngstown    Railway,    'Track 

,!nl    Roadway    106 

Canton    Youngstown    &    Akron    Railway. 

Track   and   Roadway    440.   878 

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

Railway,  Incorporated   304 

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

61 

Capital   circuit   Traction  Co.,   Track  and 

way    271,    S32 

on — 

1  kividends     8S1 

Financial     2o6.    763 

irporated     336 

Powei    l'lant    695 

Cleaning,  Vacuum   System,   Portland 

.    ilway -"-' 

Radial,    Tomlinson    Auto- 
matic     •"'■" 

House  wiring.  Sectionaltelng 

Car  Houses— 

l: klvn     Rapid    Transit — 

klvn     *37 

Hasp  th,  N.  Y *190 

t«4 

Knoxvllle  Railway  A   Llghl  Co.,  Knox- 

ville.    Tonn *  •  '■"'■ 

Metropolitan    Fire    in   New   York 

from    

ilwav    ,y-     I  Ighl     Co.  '282 

Pit  .la.k    M6 

Special   Sit  »» 

I  .  .     \Y 

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

By  J    ■  't  

l.l.  m 219 



mini:       M m.  n       to 

Mak. 

i '  ir  Wheels — 

Interurban    and    Cil       -  r 

Sklnni  '|-;: 

Hogel  ■••  439 

Nol  i 

:il 

Pool   '  '" 
turing   c,,.       n 
SI 
■  i 

1 
k   and   Ro  ■■!•■■■  • 
I 

ling  ..f  A.  •  Idenl 

nl. lint:   ..f 

I  -ii 

194 

147,   "i  • 


1 


:,•;'. 


p 


■i.l-   of   Repairs    flit 

Sand-Supply,      Knoxvllle     Rallwaj      .y 



Seating     Capaclt]     In     Milwaukee 4:'.4 

Side-Entrance,     Hudson    &     Manhattan 

Railway    167 

labs  for  Chicago  &  Milwai 

Electric    Railway    »S28 

i ludson  Cos *7>2 

Si    p  Signal 149,    '".44 

Switching,   Chicago   A    Oak    Park   Ele- 

\ate.l    Railroad     22 

Time   Required  at   Stations t480 

Trailer  Operation.  Advantage  •  578 

I'se   of   Contactors   with    Platform    Cm- 

trol    «296 

Wrecking,    A    Substitute    for 

Without     Monitors      

I  I  "US      Of 

Ah    -  ''.20 

.  Hosed,    i  Traction *64 

l  lining.      Montreux-Bernese      Obei 

Elailway    ■   .'2:13 

teen-Ton      Motor.      Denver      Citj 

•Tramway    

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

New  Type,   United  Traction  Co     *223 

Philadelphia    &    Westchest<  r    Trai 

Co ■•687 

l-Conwrtihl.  .     Toledo    Railways    .y 

Light     Co *32 

Si'  •         -  ni;    '263 

Work  and  Wrecking.  Cincinnati  T- 

tion    Co M'.'l 

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

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

wlssa    ,y    Numedla    Street    Railway, 

'Track    and     Roadway 565 

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

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



Instruction     of    Motormen 49S 

Power      Plant      

Rolling    Stock    

Shop    Practlci     foi     Motormi  n 495 

Suit  t..  Compel  Join!  Rates  with  Bteam 

Roads         167 

,i-  Ripids  &   Marion  1 

Financial    

Ro  -  

Center    A     Clearfield      Street      Ral 

'Track    and     ROOdWBJ      

c.ntiai  California  Traction  Co. — 

I'm  

'Track    and    Roadway     

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



Track   »nd   Roadway    '• 

on    Railway,   Electric   Loco- 
motives    Discarded 39 

..:•!      Pennsylvania        'Traction        Ci 

dwa]  ii"    878 

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

Central    T.V.-  CO. — 

Incorporated     

ick   .iii.i    Roadwaj 

1  '  1 V  1.1.  nds 

Centi  rporated 

.  •.  ntrnlls    A    Sandoval    Railroad,    i 

Centralization,      Nashville      Rallwaj       .y 
Llghl     c, 

:,K         ■>  SOUtl 

.  1  .■     . 

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

lllg      Stock 

Tnu  k    ..n.l    Roadwn: 

I. .Me.    X     .  '     ■        ■ 

S..|.  *7.14 

' 

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

Bto<  k 

■ 

■ 

I'OWI 

Rollll 

' 
("hli 

166 


vi 


ELECTRIC    RAILWAY     REVIEW 


Months,     1907 

Mi  i  ropolitan  West   Side  Ele\  ated   Ra1 

way,     Bub-StatloD *69 

Northwestern    Elevated   Railway,   Rav- 

wood   Extension   *810 

Standard  Rail   *15T 

Traction    Situation    

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

Arbitrators  Hold  Hearing.., 875 

Chicago   City    Railway    Accepts    New 

Ordinances     -1U4 

Chicago  I  !omn                  epts   Ri  organ- 
ization   Plan 791 

Ordinances    t-1,    91,    98    201 

Long     Through     Routes    Offered     by 

New  Ordinances  *430 

Improvements   Required    Under   New 

Ordinances   :  1 18    150 

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

Party     

ordinances  Passed   11.6.   t44x 

ordinances  Passed  Over  Mayor's  Ve 

to     1211.  219 

Plan   of  Consolidation   494 

is  for  Subways    593 

Progress  of   Traction   Campaign 384 

Purchase   of   Supplies   Authorized   in 

i  'hicago     S5S 

Reorganization    Plans    561.   691 

Chicago  &  Elgin  Electric  Railroad,  Track 

and     Roadway     503 

Chicago  &  Joliet  Electric  Railway — 

Dellwood    Park    *224 

Wage    Increase    629 

Chicago  &  Milwaukee  Electric  Railroad — 

Annual    Report    4S2 

Exchange  of  Freight  with  Steam  Roads 

669,  687 

Financial    307,  339.  506 

Joint   Rates   with    Steam   Roads 355 

Rolling    Stock H".    603,  699 

Special    i  labs   for  Cars *328 

Supreme    Court   Decision     In     Re    Par- 
alleling Steam  Railways 1413 

Terminal    Station    292 

Track    and    Roadway 271.    536,  729,  xTx 

Chicago  &  Oak  Park  Eleyated  Railroad — 

Financial    206 

Switching  Car   22 

Chicago   &   Southern   Traction   Co. — 

Financial     568 

Sale  of  Controlling  interest 525 

Chicago    &    Southwestern    Electric    Rail- 

\v  a  y,    Incorporated    57 

Chicago  &  Western  Indiana  Traction  Co. — 

Financial     171 

Track  and   Roadway 16S.   472,   503,  S32 

Chicago    &    Wisconsin    Traction    Co.,    In- 

corpora  ted    X77 

Chicago  City  Railroad,   Incorporated 96 

Chicago  City  Railway — 

Annual    Report    247 

Car   Houses    409,  764 

Dividends     763 

Fender   Test    692 

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

Rolling  Stock 62,   476.   507,  S82 

Track   and   Roadway 503,      12 

Types    of   Track,    Proposed 619 

Wage    Increase    43'.*.  726 

Chicago    Electric    Traction    Co. — 

Financial     797 

Rolling   Stock    275 

Chicago  Engineering   &    Construction   Co.   209 

Chicago   General   Railway,    Financial 506 

Chicago    Great    Western    Railway,    Track 

and    Roadway    694,  760 

Chicago      Hammond      &      Gary      Electric 

Railroad.    Incorporated     51)3 

Chicago     Indianapolis     &     Terre      Haute 

Railroad.    Incorporated    564 

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

440,  503 

Chicago     Lake      Shore      &       South      Bend 

Railway — 

Financial      663 

i     Plant 306,    37".  631 

Rolling  Stock    275,  540 

Track    and    Roadway 

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

Cldeago    Milwaukee   &    St.    Paul   Railway. 

Rolling   Stock    62 

Chicago-New      York      Electric     Air      I     I 

Railroad 28,    628,   737.    759,  831 

569 

Temporars    Receivership    791 

Chicago   Ottawa   &   Peoria  Railway — 

Incorporated    564 

Track    and    Roadway 59S 

Chicago    Pneumatic   Tool    Co 

101,    209,    275,    276,    569,   570 

Chi' ago    Railway    Equipment    ('" 809 

Chicago   Sanitary   District.    Work   of.     By 

[sham    Randolph    873 

Chicago  South    Rend    >V-    Northern   Indiana 
Railway — 

Financial      171 

l'ow  or      Plant      205 

Rolling   Stock    340,  732 

Terminal    Station    798 

Track    and    Roa dwa v 

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


Wage   increase    

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

Chii  ago   i  nlon   Ti  a> i 

Car     House     

I  louse  Destro  Ire 167 

Depreciation    Charges    ' 

Financial    28,     61 

Maintenance  and  Depreciation   Charges  24, 

Ung    Stock 62,    208,    476, 

Track    and    Roadway 503 

Chicago  Waukegan  &   North   Shore   Rall- 

Track    and    Roadway 760 

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

Chimneys,  Draft.  Wastefulness  of 715 

Chippewa   Vallej    Electric  Railway — 

Power    Plant    834 

I  aiding    Stock    699 

Station   ,:;" 

Choctaw    Railway  &  Lighting  Co.,   Power 

Plant    695 

Cincinnati  *   Ft.  Wayne  Traction,   Track 

and    Roadway    878 

Cm,  innati    Bluffton    &   Chicago    Traction, 

Track    and    Roadway 406 

Cincinnati   Car   Co.,    Orders 

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

Rolling   Stock    603 

Track    and    Roadway •   137 

Cincinnati  Iron   Store  Co 444 

Cincinnati  Lawrenceburg  &  Aurora   E 

trie      Street      Railroad.      Comparative 

Statements    of    Receipts *229 

Cincinnati    Milford    &    Lowland    Traction 

Co..  Rolling  Stock    140 

Cincinnati    Newport    &    Covington     Light 

&  Traction,    Financial 99.   307,  763 

Cincinnati  Northern  Traction  Co.— 

Financial     

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

Railroad.    Track    and    Roadway 694 

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

Financial     2S 

Track    and    Roadway 368 

Cincinnati   Traction  Co. — 

Car   House    109,  764 

Employes     78 , 

Work    and    Wrecking    Car *191 

Citizens'    Railway  &   Light  Co. — 

Rolling   Stock    372 

Substation     "38 

Citizens'     Light     &     Transit     Co.,     Track 

and    Roadway    5S 

Citizens'   Railway — 

Incorporated    137 

Rolling    Stock    101,    14".  208 

Track    and    Roadway 97,  537 

Citizens'    Traction   Co.,    Dividends 69S 

City    Railway    (Dayton.    O.) — 

Financial     01 

Rolling   Stock    476,  50 1 

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

Track  and  Roadway 407 

Claims — 

Alliance    Against    Accident    Frauds....    234 

Handling   of.      By   E.    C.    Carpenter ♦123 

Interviewing    Accident    Witnesses 257 

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

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

Co..   Power  Plant 73" 

Clark.    C.    It.— 

Derailing    Devices    '8 

Rail   Joints    76,     7i 

Track    Construction    in    Paved    Streets 

73.    74.     75 

Clark    Electric    Co 341 

Clark     Electric      &      Manufacturing     Co., 

Soldered    Rail    Bond *32 

Clark's    Summit     &      Lake    Winola    Street 

Railway.  Incorporated   693 

Clarksdale    Covington     *     Collierville   In- 
terurban  Railway.   Incorporated 793 

Cleveland- 
Fare  Controversy    1279,  f375 

Municipal    Traction    Co.,    Earnings 1211 

Track   and   Roadway 36S 

Traction     Situation     11.    55. 

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

king    of   Peace  Agreement 557 

Controversy     Over     Central      Avenue 

Franchise    593 

Decision     on     Csntral    Avenue    Fran- 

i  hise  Case   . . .  .* 691 

Disagreement   on   Valuation 432 

D    cussion    of   Valuation 466 

Injunction    Against   Low    Far,     Com- 
panies        624 

Legality     of    Property   Owners'   Con- 
sents        653 

Rejection    of   Holding    Company    Plan   499 

Renewal  of  Controversy 479 

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

Ultimatum    from     Cleveland    Electric 

Railway     533 

Cleveland       ,V-       Indianapolis       Interurban 


Railway— 

Incorporated     25 

Track   and   Roadway 58,   76" 

Cleveland    &    Southwestern    Railway.    Fi- 
nancial          28 

Cleveland  iv  Southwestern  Traction  Co. — 

Annual    Report    131 

Car   House    507 

Financial     139.  307 

Cleveland   Alliance    &    Mahoning    Valley 

Railway,    Track   and    Roadway 

204.    271,    36S.  503 

Cleveland   Ashland  &   Mansfield    Railway, 

Track    and    Roadway 739 

Cleveland   (O.)   Electric   Railway — 

Dividends     639 

Financial    539 

New    Holding    Company +66 

Rail    Joints    76 

Reduction    in    Ticket    Fare +4 

Track     and     Roadway 760 

Cleveland    Painesville     ,t     Eastern    Rail- 
road.   Financial    697 

Cleveland    Pneumatic    Tool    Co 373 

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

Incorporated     336 

Rolling  Stock    882 

Track  and   Roadway 694.    729.  794 

Climax    Stock    Guard    Co. — 

Expanded  Metal    Cattle   Guards *X39 

Farm    Crossing    Gates ♦242 

Clinton   Street   Railway,   Rolling  Stock...   30S 

Clinton  Wire  Cloth   Co 508 

Clubs- 
New  England   Street   Railway 59, 

Annual   Meeting    415 

Car  Testing.     By  A.    S.    Richey 320 

December   Meeting    14 

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

New   Y'ork  Railroad — 
Conducting   Electrification   Work.     By 

Walter   C.    Kerr    3S4 

Safety    of    Electric    Locomotives.      By 

F.    J.    Sprague    390 

Western   Railway    27U 

Club   Houses- 
Georgia   Railway   &   Electric  Co 16 

Portland    Railway    23 

Coal    Belt   Electric   Railway — 

Interurban   Passenger  Station 540 

Rolling    Stock    172 

Coatesville     &     Kennett    Railway,    Track 

and    Roadway    305 

Cohen-Schwartz  Rail  &  Steel  Co 309 

Coldwater     &      Battle    Creek     lot  rurban 

Railway,    Track   and    Roadway 16S 

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

Collins,    W.    H.,    Shop    Practice,    Central 

New   York    855 

Colorado   &    Southern   Railroad.    Electrifi- 
cation     *221 

Colorado  Springs  &  Interurban  Railway— 

I  tome-Built  Cars    :  3  i  I 

Rolling  Stock    373 

Columbia     &     Manor      Electric     Railway. 

Track    and    Roadway 060 

Columbia    &    Walla    Walla    Traction    Co.. 

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

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

Case     •310 

Improved    Axle    Straightener *799 

Columbia   Metal   Supply  Co 733 

Columbia   River  Outlook  &  Northwestern 

Railway,   Incorporated    336 

Columbus,    O. —    • 

T-Rail   Controversy    14.  2"2 

Track    and    Roadway 537 

Columbus     &      Lake    Michigan    Railroad. 

Track  and  Roadway I 

Columbus     &     Northern     Traction     Co.. 

Tra.k    and    Roadway 537 

Columbus  Delaware  &  Marion — 

Express   Service    ._■  •     23 

Financial     274.   539 

Freight   Station    20S.   409 

Rolling   Stock    340 

Track  and  Roadway    137 

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

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

Columbus    (Miss.)    Light   &    Railway   Co.. 

Incorporated     739 

Columbus   Magnetic    Springs   &    Northern 
Traction    Co. — 

Rolling   Stock    340.  372 

Track   and  Roadway 97.  503 

Columbus    Marion     &     Bucyrus    Railroad. 

Track   and    Roadway 204.  660 

Columbus      Marysville      &      Bellefontaine 

Railway,   Incorporated    598 

Columbus    Newark    &    Zanesviile    Electric 

Railway.    Rolling    Stock    340 

Columbus    (Ga.)    Railroad — 

Rolling  Stock    569 

Track   and  Roa  dway 87S 

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


ELECTRIC    RAILWAY    REVIEW 


vil 


Financial    2S.   408, 

Rolling   Stock    409,  569 

Wage    Increase    535 

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

Columbus  Traction   Co.,   Incorporated 25 

Columbus    Urbana     &     Western    Electric 
Railway — 

Financial     408 

Track   and   Roadway 472,   504.  832 

Commissions,   Railroad — 
Illinois — 

Electric  Railway  Report.  1906 350 

Indiana — 

Safety  Appliances   and   Crossings 873 

Tax   Assessments    592 

Haas  ichusetts — 

Annual    Report    146 

Freight   Service   Hearing 301 

Fares,   Ruling  On 365 

New  York — 

Drawbridge   Rules    302 

Ohio- 
Grade   Crossings    23 

Steam   Road  Competition    Held    Dis- 
crimination      591 

South    Dakota — 
Jurisdiction  Over  Electric  Railways. +211 

ington — 
Jurisdiction   Over  Interurban   Lines. .     60 
Wisconsin — 

First   Biennial    Report 624 

Jurisdiction   Over  City   Lines 24.  t33 

Service    Investigation     

270,   2S6.   393.    434,   455.   »558 

Valuation  of   Electric   Railways 202 

Commutators,    Homer    277 

Compressors.    Motor.    National     Brake     & 

Electric   Co *63 

Conard.   Thos.    P.,    &    Co 208 

Concrete — 

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

;.-etown    '844 

Railway    Ties.    American     Engineering 

Association    351 

Shops.    Seattle  Electric  Co *806 

Transmission      Towers.      West       Penn 

Railways    713 

Trolley     Arches,      Toledo      &      Indiana 

Railway 

Trolley  Poles    *589 

Concrete.  Reinforced — 

Made   with    Slag 805 

Poles     *639 

Tests  of    7:''". 

Condensers.    Leblanc    '457 

rs.  Student  Records  in  Memphi-   ' 

-toga  Traction   Co..   Closed   Cars '64 

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

Conley   Frog   &    Switch    Co 798 

Conneaut    A:     Erie    Traction    Co.,    Rolling 

476,  507 

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

339.  881 

97 

P.oll- 
240.  30R 

173 



'  lulpment   Co 700 

led    Railway — 

HI 

330 

I 206.    602.    63" 



3to<  k 




■ 

■ 

!  .11- 

I 

illway. 

■ 

• 
I 
I 
I 

• 


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

Seattle  Electric  Co.,  Georgetown  Power 

Station     *S44 

Shops,    North    Jersev    Division,    Public 

Service  Corporation  •344,  «380 

Southwestern  Traction  Co.,   Extension. *751 

Substation,    International    Railway *214 

Substation,     Metropolitan     West     Side 

Elevated    Railway.    Chicago *69 

Substation.   Schenectady  Railway *809 

Terminal   Station.   Philadelphia,   Pa •$ 

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

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

Control — 

Regenerative.     By  A.   Raworth |34,  «47 

Recent   Improvements — 

By  G.    H.    Hill '856 

By  Clarence  Renshaw '859 

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

Controllers,    Wrong  Motor   Connections.. 

587.   '71.' 

Conway  Electric  Railway — 
Boston    &    Maine    Seeks     to     Purchase 

Control     287 

Financial     697 

Cook's    Railway    Appliance    Co 208 

Cooper  Heater  Co.,  Car  Heater "542 

Coos  Bay  Gas  &  Electric  Co. — 

Rolling  Stock   444 

Track  and  Roadway 368.  441 

Copper     Production      In     United      States 

During  1906    U45 

Corbin  &  Nashville  Railroad,   Track  and 

Roadway     537 

Corinth  &  Shlloh  Electric  Railway,  Track 

and   Roadway    630,  694 

Corn  Belt  Traction  Co. — 

Incorporated     137 

Track  an. i  Roadway 368 

Corning  Keuka  Lake  &  Ontario  Railroad, 

Track    and    Roadway 794 

Corpus    Chrlsti     Street     Railway,    Incor- 
porated      271 

Corry  &  Columbus  Street  Railway,  Track 

and  Roadway  832 

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

Cortland   &  Auburn  Railroad,   Track  and 

Roadway    660.   729.794 

Cortland  County  Traction  Co.— 

Financial     697 

Track  and  Roadway 894 

Cortrlght  Metal  Roofing  Co 341 

Couplers — 

M.  C.  B.  for  Interurban  <^irs «64« 

Standardization    +842 

Covington,   Ky.,    Improvements 91 

Covington  &  Southwestern  Traction  Co. — 

Financial     171 

Track  and   Roadway 44 1 

g    Co 699,  883 

Crafts.      P.     P.,      Freight      Handling     by 

Electric   Lines    618 

Crane    Co HI 

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

cises Jlway  *761 

■  ■.  ill.-.   In. I  .  Trai 

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

-ings.    Right    ..f    Way +67 

831 
!       ,v       West,  rnpoi  I 
Rail*  Plant 



•    '  .r  Trui  k  Co 

Pi  mi 


Flniu 

1 


441 
4(1 


| 


Dayton  &    Troy  Electric  Railway,  Track 

and  Roadway  660 

Dayton  Covington  &  Piqua  Traction  Co., 

Rolling     Stock 30s.  444 

Dean   Electric  Co 62 

Decatur    Sullivan      &      Mattoon     Transit 

Company,    Incorporated    236 

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

Defiance,  O.,  Track  and  Roadway 336 

DeKalb-Sycamore     Electric     Co.,     Track 

and  Roadway   -37 

DeKalb-Svcamore     Interurban     Traction 

Co..    Financial    239 

Delaware  &   Hudson  Co. — 

Electrification  Proposed    166 

Financial      663 

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

Denton,   Tex..   Track  and   Roadway 504 

Denton     Interurban     Railway     &     Power 
Plant  Company- 
Incorporated     503 

Track  and   Roadway    565 

Denver.   Colo..    Track   and   Roadway 537 

Denver  &  Greeley  Railroad- 
Incorporated    

Track   and  Roadway    S78 

Denver   &    Interurban   Railway — 

Denver-Boulder   Line 321.   +411 

Extensions     221 

Glol..  \  ill.  -Semper     Line *221 

Rolling    Stock    310,  372 

Shops   444 

Track    and    Roadway 441.    832.  8<8 

Denver    &    Rio    Grande    Railroad,    Track 

and    Roadway    305 

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

Track   and    Roadway    694,  760 

Denver    City    Tramway    Company — 

Artistic    Trolley    Poles '531 

Car    House    3"3 

Ca'  -nal    419.   +544 

Cost    of    Storekeeping +34.  *40 

tchlng    Cars    by    Telephone.. 

Extensions    *^} 

Financial     29'.?,» 

-     14-Ton '447,  M52 

HotOT  <"ars.   Weight  of 482 

Motormen's   School    ls» 

Motor-Out     Indicators *L 

Plow-Car.  for  Street  Surfacing *263 

Power    Plants     99.  63S 

Step    Signal     449,    «44 

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

Track    i ml   Roadway 26.  368 

Trailer    Cars.    Description    of '578 

Trailer    Operation t576,    *578 

Trainmen    Withdrawing     Wages     fron 

.    Collections    

Tripping   F.  nders   and   Sanding  Track 

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

corporated     660 

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

33i' 

Track    and   K  '-1, 

Franchise 

trie 

Fi.  "•■•••    •''» 

Ti  :'- 

Detroit,  Ml  ... 

Municipal    Ownerehlp  «J 

Michigan   Supi  -.Ion...  697 

„-. 

T. 

runnel     BSIeetrl 

■  *M 

I.   60      782 

■ 

II  indllni 

.■.. 


viii 


ELECTRIC    RAILWAY    REVIEW 


hone  or  Telegraph 

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

Co     798 

Doble.  Abner,   Co 700 

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

Doors,   Fire  1  ,■■  ■    -  Manvllle 

Co »31 

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

Connectors    173 

DonKliis  ,v  Coos  Electric  Railroad,   [m 

porated     6  7  7 

Douglas  Street  Railway,  Rolling  Stock.,     540 

I ',.,  Co 277 

Drummond's  Detective  Agency 508 

&    i  'astern    Railway,    I porated   ,  660 

i  may,  c  n.— 
Accountants'  Convention — 

Depreciation    527 

Dulutb,  Minn.,  Track  and  Roadwaj 537 

!  lulu!  h   Street   Railway 

Office    Building    5«9 

Rolling    stock    808 

Track  and  Roadway 504,  694 

Wage  Increase  628 

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

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

Railway,  Track  and   Roadway 760 

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

Financial     602 

Track  and  Roadway  59S 

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


Earll,    Charles  I..   Orders 341 

Kami  1 1 

Electric   Railway    toll 

Municipal    Traction    Co.,    Cleveland.  ..  .1211 

Operative,  Stone  &  Webster 178,  flOS 

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

East  Reading   Passenger  Railway,  Finan- 

cia  1     100 

East  Liverpool  Traction  &  Light  Co. — 

Power  Plant    238 

Track   and  Roadway   26 

Eastern    Iowa    Traction    Co.,    Track   and 

Roadway     204 

East      London      Railway.      Electrification 

Considered    185 

East    St.    Louis    &    Suburban    Railway — 

Conductors,    Prosecuting  Dishonest 669 

Dividends     539 

Financial    371 

Rolling  Stock    HO.  208 

Shops    409 

East  St.   Louis  Southeastern  Railroad,  In- 
corporated        472 

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

Track  and  Roadway 537 

Eastern  Ohio  Traction  Co..   Financial 

602,   763.    881 

Eastern    Pennsylvania    Railway — 

Rolling  Stock   476 

Fiack  and  Roadway 406,  504,  565 

Eastern  Wisconsin  Railway  &  Light  Co., 

Rolling    Stock    141 

Easton.    Pa,.    Municipal   Ownership -j-103 

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

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

Eck  Dynamo  &  Motor  Works 209 

Economizers.    Efficiency.    Discussion    of .  .f768 

Edison    Electric    Co 30 

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

Power  Plant   , ,    730 

Edmonton,     Alberta,     Electric     Railway, 

Track  and  Roadway 729 

Edwards.    ]|.    M.— 

Accountants'  Convention — 

Depreciation    529 

Edwards,  O.  M.,  Co 172.  699 

Plant    »572 

Elastic   Metallic    Packing   Co 883 

Electric   Automatic   Railroad    Safety  Sig- 
nal   Co ." 665 

Electric  Controller  '&  Supply  Co 837 

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

Haven    &    Hartford    Tests 563 

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

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

Electric  Properties  Co.,  Financial 633,   835 

Electric  Railway  Equipment  in  1907 t3 

Electric    Railway    Equipment   Ordered    in 

1906    t3,       5 

Electric    Railway    Financing 162 

Electric    Railway    Improvement    Co 508 

Copper  Welded  Rail  Bonds »117 

Welded  Rail  Bonds «800 

Electric  Railways — 

Competition   with   Steam  Roads t842 

Growth    in   Central   States 501 

Relations    to    Municipalities 94 

Views  of  Lucius   Tuttle 471 

Electric    Securities    Co..    Incorporated 304 

Electric  Service  Supplies  Co 

30.  373,  634,  699.  733 

Electric   Storage    Battery  Co 

101.   309.   444.   603.  836 


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

Annual  Meeting     94 

692 

Ctrlcal   Installation  Co 275,  276 

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

Sprague     685 

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

Long  Island  Railroad 531 

Cost    and    Results    of   Operation -f-GTO 

New   York   Central  &   Hudson   River. . .   564 

West    Shore    Railroad *S14 

Elevated   Railways — 

Philadelphia  Rapid  Transit  Co..  Market 

Street  Line  Opened *315 

Rio  de  Janeiro.  Brazil 187 

Elgin  &   Belvidere   Electric   Railway — 

Operation  and  Construction *322 

Proposed  Roads  Near  Illinois-Wisconsin 

Line     »361 

Rolling   Stock    444.  476 

Track  and  Roadway 137 

Elizabothtown,   Ky.,   Track  and  Roadway 

97,  305 

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

Incorporated     503 

Rolling  Stock    836,  882 

Track    and    Ri ladway 832 

Ellwood  City  &   Hazel-Dell   Railway — 

Incorporated    4,2 

Track  and  Roadway   537 

Elmira    Corning      &      Waverlv     Raih , 

Track  and  Roadway 368,  537 

Elmira  Water,   Light  &  Railway  Co. — 

Power  Plant   272 

Rolling  Stock    29.   340 

El    Paso.   Tex..    Track  and    Roadway 729 

El  Paso  Electric  Railway.  Rolling   Stock 

540,  699 

El  Paso  Suburban  Railway.  Incorporated.   564 
Eminent  Domain — 

Interurbans  in  Texas   135 

Minnesota    302 

Employes — 

Benefit  Associations — 

Ft.   Wayne  &  Wabash  Valley S76 

Interborough   Rapid    Transit   Co 134 

Montreal   Street   Railway 869 

Boiler  Room    f279 

Benefit  Association.   Portland.   Ore 94 

Car  House  and  Shop 117 

Cincinnati  Traction   Co 787 

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

Efficiency    of    Labor "767 

Helpers  for  Conductors,  Pittsburg  Rail- 
ways  Co 135 

Motormen's  Schools  ,213 

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

Pay  from  Daily  Collections -554 

Pension    System.    Washington    Railway 

&  Electric  Co 24 

Personality  in  Handling 750 

Portland   Railway   Co.,    Club   House 23 

Premium  System.     By  Ernest  Gonzen- 

bach    S9 

Prizes   for  Hours   of    Service 94 

Rewards  for   Satisfactory  Service 134 

School  at   Youngstown,    0 367 

Student  Records,  Memphis  Street  Rail- 
way Co *90 

Time   Card    System,    Nashville   Railway 

&  Light  Co *147 

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

Engines.    Choice  of    f767 

Enid   City  Railway- 
Incorporated     203 

Track  and  Roadway 168,  271 

Track    and    Roadway 794 

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

Erie  Cambridge  Union  &  Corrv  Railway — 

Rolling  Stock    340.    507,  540 

Track  and  Roadway 878 

Erie  Railroad — 

Electrification    50,  203 

Ganz    Steam    Motor  Cars »871 

lators,    New    York    &    Long    Island 

Tunnel    134 

Eugene    ,v   Eastern   Railway — 

Incorporated    660 

Rolling  Stock   732 

Track    and    Roadway 729 

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

Evansville,  Tnrl..  Track  and  Roadway 537 

Evansville  &  Eastern  Electric  Railway — 

Ca  r  House  798 

Line    Opened    792 

Track  and   Roadway 26,  565 

Evansville    &    Southern   Indiana   Traction 

Co..    Financial 2S,   207 

Freight  and   Passenger  Station 373 


Incorporated    25 

PasseiiHct    Station    444 

Strikes   691,  727 

Track  and  Roadway 5S,  441,  598,  729 

Evansville  Electric  Railway,  Power  Plant  169 

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

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

Evansville    Suburban    Ai    Newburg    Rail- 
way— 

Stations      764 

Track    and    Roadway    832 

Evansville   Railways   Co. — 

incorporated    877 

Financial    881 

Evaporation   Per  Square  Foot,  Rates  of.t376 

Eveleth,    G.   E.— 

Derailing  Devices    79 

Span  and  Catenary  Construction *80  *88 

Emus    &    Howard   Fire    Brick   Co 836 

Exeter    Hampton    &      Amesbury      Street 

Railway,    Car   House 340 

Exposition    of   Safety   Devices 95 

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

Express   Service — 

Boston    f 414 

Boston  &  Worcester  334 

Boston   to  Springfield.   Mass 831 

Columbus  Delaware  &  Marion 23 

Consolidated  Railway  Co.   of  New  Ha- 
ven       330 

Indiana   Union   Traction   Co 23 

Massachusetts     301 

New    York    Subway -fl 


Fairbanks.    Morse    &    Co 173.  733 

Gasoline     Motor     Cars     for     Passenger 

Service     *839 

Fairchance     <&     Smithfield    Traction    Co., 

Track    and    Roadway 694 

Fairchild.    C.    B.,    Track    Construction   in 

Paved    Streets    75 

Fairfield.   Me..  Track  and  Roadway 729 

Fairmont     &     Clarksburg     Traction     Co., 

Track    and    Roadway 5S 

Falkenau  Construction  Co 141 

Track    and    Roadway 598 

Fare    Register,    Moore *801 

Fares — 

Altoona    &    Logan    Valley 167 

Brooklyn  Rapid  Transit  Co -34 

Comparative      Statements,       Cincinnati 
Lawrenceburg     &     Aurora     Electric 

Street    Railroad    *229 

Coney  Island  Fare  Decision 56 

District  of   Columbia 95,    268,  269 

Five-Cent.     By  John  A.  Beeler 420 

Indiana,   Cent-a-Mile  Passenger  Rate.. 

134.  201 

Jersey  City  Ordinance   Requiring  Seats 

For  All  Passengers 167 

London    843 

Memphis  Court  Sustains  Low-Fare  Or- 
dinance       470 

Merchants  Cease  Refunding 439 

Mileage    Books.    Indiana     Columbus     & 

Eastern    Railway    404 

Minneapolis.    Low-Fare    Controversy... 

235,  256 

Municipal  Low-Fare  Railway  in  Jersey 

City     93 

Omaha  &  Council  Bluffs  Bridge  Co 434 

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

School  Children,  Lincoln.  Neb 366 

Single,  on  Connecting  Systems 365 

Steam  Roads  Interchange  with  Electric 

Lines    94 

Three-Cent   in   Cleveland  a   Failure t511 

Two-Cent  Fare  in  Indiana,  Interurbans 

Not    Affected   by 659 

Urban,  Doubtful  Adequacy  of t671 

Fargo.    N.   D.,    Track   and   Roadway 504 

Farmington       Street      Railway,       Rolling 

Stock    240 

Farnbam,   Third  Rail 771 

Fay.  J.  A..  &   Egan  Co 309 

Fayetteville    (X.     C.)    Street    Railway    & 

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

Federal    Railway   &    Signal    Co 30,  S36 

Feeder   and   Return   Circuits.      By   Henry 

Docker   Jackson    188 

Feeder-Handling  Derrick  at  Los  Angeles. *S13 

Feedwater   Heaters.    Two-Stage 330 

Fender     Tests.     Massachusetts     Railroad 

Commission  Report   404 

Fenders — 

Chicago   City  Railway  Tests 692 

Tripping   Mechanism    t480 

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

Ferrocarriles    del    Distrito    Federal,    Roll- 
ing   Stock    140 

Ferrocarril  Electrico  de  Lerdo  a  Torreon, 

Rolling   Stock    340,  836 

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

Fiber.     Indestructible     *574 

Finance,  Electric  Railways 162 

Findlay-Marion     Railway     &    Light     Co., 

Track    and   Roadway 368,   472,  694 

Finieum    &    Sharon    Hill    Railway,    Incor- 
porated         58 


ELECTRIC     RAILWAY     REVIEW 


Fitchburg  &   Leominster  Street   Railway, 

r  Plant   

Fitzgerald   Air   Brake   k"o lol 

E,    Joint      Electric     ami 

riffs    36 

rs,    Wooden,    in    Wheel    Shop *638 

Track   and   Roadwa) 

410 

A      11  — 

in— 

1  tepp  ■  lation    



. 

il    171.    207 

172 

il 

Ing 713 

Southern  Rail- 

"", 

'_';  - 

Lll  

634 

Powei    Plant    ^ 

340 

,••••;■  .-.' 

nd   Roadwaj 86.    HI-  JJj 

[.•,      |  508 

Smith    (Ark  i    Light   .*    Traction   Co., 

k    ..ml    Roadwa: »3. 

p.,ri    Wa  -  '    Railwaj 

887,  271 

Ft    Wayne  &  Springfield   Railway— 

1  h  -    :  Iption     "' 

,.  k    and    Roadway ... 

I,  566 

Ft.     Wayne      &  Traction     Co., 



Ft     Wayne    ^    Wabash    Valley    Traction 

Association   «* 


UufT-  • 


lyette     Exl 

602,    32 

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

tion    in    Pavi  d 
Ft.   Wayni  *■'•'•"' 

•,:/•  .1            ....  402 

3,3 

it    *7u 

^.-    of    Route 

»2-  -.*:; 

Turn  •        on,    Spj    Run 

tiue,   Ft   Wayne,   irui 

Ft     u  '■*•'>'• 

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

us     ,,f 





L-  '  y    "  

'.7.7.7.'.'.. 



■, 



.Id  







•  ii'i-.    N.    I 

irn.     N.     V 

■  ! 

■ 

I 


441 

'.iT 


4.;.; 


c:a 

.  .     171 
104 


N 

V 

Davenport,     la 404.   S7T 

Dayton,   O 

ir,    lll 104,  793 

Decorah.    la 536 

Defiance,   >> 

Demopolls.    Ala 204 

Denver,  Colo 57 

Denvllle,    N.   J 25 

1 1.  s   Moines   I  'm    R  illway 

S79.    291,    S14,    3  14 

It,    Mich 

Dixon,    111 

Dubuque,   la 

Duluth.   Minn 96 

Dunkirk,  N.   Y -' 

East    Aurora.    N      V      367 



St.    Louis,    111 303 

Elkins.    W.    Va 536 

Ely,    Nev 

Elyrfa,    o 870 

Enid.    Okla 

Efasley,   Ala 

Evanston,   111 '-'•'•.   Si 

th,    Minn 439 

Everett,  Wash 335 

Fairfield,   la 168,   SOS,    <■ 

Findlay,   0 25 

Ft    Worth,   Tex 

Frankfort,    tnd 16! 

Freeburg,  111 36 

Fremont   0 136,  367 

Fn  Bno,   Cal 564 

Frultvale,   Cal 793 

Gainesville,    Tex 877 

a,  111 303 

Galena,    Kan 636 

Gallon,   <> 439 

62 

Glrard,    Kan 698 

■  llencoe,    m 57 

Id,    N.  \ 65» 

Goshen,    Ind 303 

Grand   Rapids,   Mich 236 

Granite   City,    lll 738 

Great   Falls.    Mont 693 

River,    Utah 304 

Greenfield,    la 367 

Greenville,    s.   C 877 

Hamilton,    N.    Y 489 

Hamilton.    '> 536 

Ind " 

Pa          629 

N     <- 693 

Hot    Springs,    Ark 877 

Ind.-x.    Wash 502 

Indianapolis,  ind 

Ishpelnlim.    Mich 793 

Ithaca,   N    y        

town,    N.    Y 471 

Janesvllle,    Wis 404 

Johnstown,   Pa  ".  335 

Jollet    HI 204 

Kankakee,   111 888 

ty,    Mo 96,    104,    471.  502 

.a.    Wis 57 

Keokuk,    la 67 

Kewanee,  ul 471 

Lawton,  i  ikla 67 

693 

Laurens.    B.    C.  G02 

Lawn  nee,    Kan 

gton,     Ky 386 

Llgonler,    Ind 

0     

Lincoln,   ill.    ... 

Lincoln,   Neb..    .  

Lockport    N.    Y 

lx,s   Angeles,    Cal 870 

K  i  i  16 

McAlester,    I  Ikla  W4 

86 

Manltou,    Colo  88 

Id,    O  '"I 

Marion,    Ind 
Marllr, 

111.-.     I'al 

Menominee       i 

Menomoi Win 

Mlrhli  Ind 

Ml. I, II.  tow  i  '  • 

..     I.     I  10 

,1    Wi-lls,    Ti  v 
Montn 

III 

Ml       I  ' 
Ml'. 

'  I 

' 


Nor:  

Norwalk,    O     270, 

Oakland.    Cal    

den,    Utah 57,    168, 

Olathe,    Kan 

Olympla,    Wash 

Oshkosh,   Wis 

Owatonna,    Minn 204, 

Pana,    111 

Paris,    ill 

Peoria,    in 

Peru,    Ind 

Philadelphia,    Pa 

Phlllipsburg     \     I 

Phoenixville.     Pa 

Pittsburg,    Pa 25     136, 

Point    lama.    Cal 

Port    Angelus,    Wash 

Port   Clinton,   0 

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

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

PrOSSer,    Wash 

Puyallup,   Wash 

Beading,    <  > 

Rli  hmond    i  !al 

Richmond,    Ind 

Richmond,    Ya 

Ri\  •  I :;n4, 

Roanoke,  Va 

Roi  hester,    N.    Y 

Russellvllle,  Ark 

St.   Charles,   in 

St.   Charles,    Mo 

si.  Louis,  Mo 131  171, 

Salalnan.a.     N.    V 

Salt   Lake   ''n>.    Utah 

San     \  ti-    lo,     I'   x 

San    1  ilego,    i  'al 

San    Francisco,    «'al 

San   Jose,   Cai 

Sin    Luis  (  iblspo,   Cal 

Sandusky,   n 

Sapulpa,    l.   T I3D, 

Schenectady,    N.   Y 

Schofleld,    wis 

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

Sidney,   la 

Silver  Creek,   N.   Y 471. 

Silvia,   III 

South    Bend,   1ml 96,   136,    139, 

Southporl.     N.    V 

Spokane,    Wash 

Spi  h       Ba       111 

Springfield,    in :•:.. 

Sulphur.    I.    T 

Summit  N.  -I 

Syracuse,   N.    y 

TaCOma,    Wash 

Tampa.    Fla 

Tecumseh,    Mich 

Tentno,    Wash 

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

1  1  Mill.    <  '  

Toledo,   'I 



Toronto  Railwaj    

Troy,  N.   V 105,  4in. 

Tulsa.     1.    T 



\  .,11.  |o      ''.I 

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

Vina,   Cal     

Ind,  ,270, 

Virginia,    Minn 

w.h  ...  Tea  

Wallace,   Idaho   

Washington,    Pa 

Waterloo,    Ind  140, 

Watsonvllle,   Cal. 
Ti  k 

Wa  

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

Whltt  I ■■  .    '  • 

Wli  hita,    Kan 

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

N       Y 

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

1 

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

Kill' 

. 
.'  k    ami    I: 

,y    Mlddlotown 
Flnnni  Uil 
Po 

I 

\ 

1  ',,1,11,0  i«    »i 


95 

471 

TL'v 

168 
728 

66 1 

881 
204 

7."- 

4"4 
831 

I  18 
870 
793 

471 

728 

471 
168 

T'Js 
96 

56  1 
598 

.'hi 

96 
106 

629 

7-^ 

V77 

187 

96 

139 

728 

367 

Jul 
788 

139 
66 1 

868 

370 

471 

106 
471 
MO 

881 
629 
171 

106 


100 


ELECTRIC    RAILWAY    REVIEW 


I        Handling — 

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

New    Bi  dford,  Mass '623 

Pen  nsylvanla    ' ! 

Toledo  &   Western  Railroad 

Freight    Sen  Ice    s7,; 

Boston    &    \\ fltei    Btreet    Railway. .     94 

Freight    Handling     i>y     Electric    Lines. 

Bj    P     P    Crafts 

New    Bedford,    Mass '523 

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

Kr.  i i    Bell     Connecting    Ralrn ay,    i" 

corporated    ,,,s 

Fremont   Btreet    Rallwaj 

incorporated     i;ii" 

Track    and    Roadvi  as ,i:" 

Fremont   Tiffin   Marlon  &   Southern   Rail- 
road,   incorporated    660 

French,   M.  J. — 

Rail    Bonds    7'' 

Thermit    Rail    Welding ■'■■  'x:'' 

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

Fresno,  Cal.,  Track  and  Roadwas 565 

Fresno   Traction  Co. — 

Car   House    540,  ss2 

Track   and   Roadway 537,832 

Friendship   Avenue    Street    Railway,    In- 
corporated         »6 

Frontier  Electric   Railway,   Financial 28 

Fuel  Economizers  t"i   Water-Gas  Plants.  509 

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

Furnace,    Hawley    Down-Draft *7S4 

Fuses,   250-Volt   Plug *31 


Gainesville    (Tex.)    Electric     Railway     & 

Light     Co.,     Financial 633 

Gainesville  Whitesboro  &  Sherman  Rail- 
way— _ 

Financial     • •_'■' 

Track  and   Roadway 237,  694,  878 

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

Track  and  Roadway   ^6 

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

Financial    •  }«0 

Track  and   Roadway   368,  406 

Gallatin,   Mo.,   Track    and   Roadway 630 

Gall    Preston  &   Hespeler  Street  Railway, 

Cat      I  louse ■■  476 

Track   and    Roadway 661.  8cS 

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

incorporated    564,  693 

Rolling  Stock   882 

Track    and   Roadway    694 

Power    Plant     566 

Ganz    Motor    Cars '871 

Garford  Co 876 

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

Garrettford  &   Delaware  County   Railway. 

Incorporated     660 

Garvin.  I.  T..  Track  and  Roadway 305 

Gas  Engines   J33 

By  G.   W.    Bissell t475,   *616 

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

Gates— 

Crossing,    Climax *242 

Electrically  Operated  in  Great  Britain.  184 

Rear    Platform   to   Remain   Open 402 

Gear   Cases — 

Combination    St.  el   and   Wooden *310 

LyOn     Sheet      Steel      *  2  t  2 

Gears,    "Titan'-    Steel *802 

Geary    Street    Park    &    Ocean    Railroad, 

Track    and    Headway 832 

i  ieneral     Electric    Co 

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

Annual     Report     665 

Equipment,    West    Jersey    &    Seashore 

Railroad      17:'. 

General    Fireproofing  Co 373,   635,  666,  837 

General    Purchasing   Co 341 

Genera!   Railway  Supply  Co 734 

ral     Storage     Mattery     Co..     Storage 

Batteries    477 

General    Supply    Co 508 

Generators — 

Enginc-Tvpe    for    Direct    Current,    Allis- 

Chalmers    '840 

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

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

Financial    61 

Track  and  Roadway 97 

G en u i n.  ate    Co 2  ,  6 

Georgia    Electric   Railroad.    Incorporated.   4or, 

Georgia   Railway  &   Electric  Co 186 

Car    House    340 

Dividends     664 

Financial    207,    443 

Power    Plant    27.  662 

Rolling  Stock    699 

Shops    340.  607 


Substation     681 

Terminal   Station    109 

Track  and    Roadway 336    699,  694 

Transportation   Building   167 

Germany,   Berlin,   Electric  Railways •■>, 

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

GIrard  i  toal   Belt   Electric  Railway,  Track 

and  Roadway  106,  604,  666 

Glasgow    Corporation   Tramways,]  >epi I- 

ation    Charges    +2  1.", 

Glass    Breakage  on   cars f280 

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

Goldfleld,    N'ev..   Track   and    Roadway 406 

Goldschmldt   Thermit    C 508,   886 

Gould  Coupler  Co 76 1 

c  [ould  Storage  i  lai  tery  Co 635 

Grade     Crossings,     Electric     Cars     Must 

Stop    at    Steam    Crossings 2:1 

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

w  a  v       "2.",.r, 

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

97,    868,  694 

Grand  Central   Traction  Co. — 

Incorporated     140 

Track  and   Roadway 504,    566 

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

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

Grand    Rapids    Electric    Railway.      Track 

and    Roadway   630 

Grand    Rapids    Railway — 

Car    House    409 

Dividends    539.  698 

Financial    171,  475 

Rolling    Stock    340 

Wage     Increase      40.3.  535 

Grand  Rapids  Grand   Haven  &   Muskegon 
Railway — 

Car    House    798 

Financial     7:12 

Freight   Depot    7:::: 

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

Graphite — 

Acheson   Effect    636 

In    Trolley   Wheel    Bushings t544 

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

Power   Plant    407,    538 

Track  'and    Roadway 565 

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

39.    184.  326 

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

Great    Northern      Railway.      Track      arid 

Roadway     97 

Great  Western  Railway  of  England,  Roll- 
ing   Stock     39 

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

Green    Engineering   Co 276,  540 

Green    Fuel    Economizer   Co 209.    540.  569 

Economizer  for  Water-Gas  Plants *609 

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

Incorporated      536 

Track    and    Roadway 729 

Green    River    Hydro-Electric    Co.,    Power 

Plant     59 

Greensboro    Electric   Co. — 

Rolling    Stock    308 

Track    and    Roadway 729 

Greensburg    &    Western    Railway,    Incor- 
porated         172 

Greenville   &    Greenwood   Railway,   incor- 
porated        203 

Griffin.    W.    R. — 

Relation    of    Track    to    Maintenance    of 

Equipment    *S5S 

Track   Construction   in    Paved  Streets..      74 

Griffin    Wl I    Co 241 

Grinding  Machines.    Roval   Manufacturing 

Co *173 

Gulfport    and    Mississippi    Coast    Traction 
Co.— 

Power  Plant   138 

Rolling   Stock    141,  540 


Hagerstown  &   Northern  Railway,   Incor- 
porated         236 

Hagerstown    (Md.)    Electric  Railway — 

Financial     100,   171 

Track  and  Roadway 9, 

Halifax      Electric      Tramway      Co.,      Car 
Houses     62 

Halifax    .V:    Suburban    Electric    Co. — 

Incorporated      58 

Track    and    Roadway 271 

Hani.     W.     F.— 

Accountants'    Convention — 

1  i.pie,  iation     621 

Hamilton,    Ont..    Terminal    Station 122 

Hamilton   Grimsby  &   Beamville  Railway. 

Track    and    Roadway 368 

Hamilton   Radial   Electric  Co.,   Track  and 

Roadway     137 

Hammond,    Robert,    Depreciation    716 


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

llamsiead  ,y   Manchester  Railroad,  Ti 

and    Roadway    794 

Hannaford   Valley    Railway,    Incoi, ted  440 

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

Hanover  &    JTork   Street    Railway 

ineoi  porat •  ,i    

Track   and    Roadway 599,  *7s 

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

Harrington    Signal    Co       883 

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

Hartford  &   Springfli  id  Itreel   Railv 

Financial    i  •  «n 

Rolling   Stock    62 

1  i.ek     and      Id. eh,',  ,    ■        565 

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

Pow.r    Plant    

Track   and    Roadwaf 80S,  729 

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

Haverhill    &    Arneshiii-,     Street     Railway, 

Suhstatn.il      306 

Hawkins.     E.     E.,     Rail     Bonds «XI> 

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

Hays   Brothers  Co.,   Rolling  Stock 882 

Hazelton.      Hugh.     Sto,i      Cars,     Hudson 

Companies      »782 

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

Headlights     and     Cat     Lighting       Bj     R. 

c.   Taylor   *12x 

Heating,    Cooper    Car    Heater *542 

Heindle.    William    A..    Track    Construction 

in    Paved    Streets 75 

Heine    Safely    Boiler   Co 5tls.  671,   604 

Helena  &   Butte   Electric   Railway,   Track 

and    Roadway    271.  729 

Helena   Light   i-    Railway   Co..   Track   and 

Roadway     537.   729 

Henderson    (Ky.)    City    Railway — 

Financial     274 

Rolling   Stock    607 

Henderson    (Ky.)   Tfmction   Co. — 

Financial     835 

Incorpora  ted     304 

Power  House    370 

Track    and    Roadway 368.537 

Henry.    F.    R. — 
Accountants'  Convention — 

Depreciation    527 

Heywood   Brothers   S    Wakefield    Co 837 

Hickman.  Ky..   Track  and   Roadway 137 

Hicks   Locomotive   ,v-   Car   Works,   '  trders 

603.     699,    797 

Higgins.    Charles    M.,    ft    Co 276 

Highland    Grove    Traction    Co.,    McKees- 

port    Pa.,    Track    and    Roadway 368 

Hill.    G.    H.,    Recent      improvements     in 

Motors  and   Control »856 

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

Hisey-Wolf    Machine   Co 341 

Hoagland,     H.     C.     Single-Phase     Lines. 

Illinois    Traction     System 22S 

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

Dividends      881 

Track   and   Roadway 441 

Wage    Increase    166 

Homer   Commutator    Co...' 277 

Honesdale     tVr     Hawley    Electric    Railway, 

Track    and    Roadway 537 

Hornell   Bath  &   Lake  Keuka   Railway — 

Incorporated     203 

Track   and    Roadway 878 

Hot   Springs    Strict    Railroad — 

Financial     881 

Pit   Jack    »46 

Houghton   County   Street   Railway,    Tank 

and   Roadway    97 

Houston    Electric    Co. 

Power   Plant    138 

Rolling   Stock    664.  798 

Track    and    Roadway 137,204 

Houston-Galveston    Traction    Co. — 

Financial     100 

Track    and    Roadway 26 

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

Hudson    &    Manhattan    Railroad — 

Electrical    Equipment,    Progress    of 49 

Financial    28,  274 

Hudson   River   Tunnels    234 

Side-Entrance    Cars    167 

Hudson   Companies — 

Power   Plant  at   Jersey   Citv.   N.   J 15 

Steel   Cars    »782 

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

Hudson    Valley    Railway — 

Financial      732 

Rolling   Stock    699 

Power  Plant   505 

Humboldt  Transit   Co.,   Financial 506 

Hummelstown     &     Campbellrown    Street 

Railway.    Track    and    Roadway 661 

Humphrey  Trolley  Wheel   Co 373 

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


ELECTRIC     RAILWAY     REVIEW 


xi 


_    rford,     Edward,     Rapid    Transit  in 

Boston  and   Vicinity   *709 

Hunkins-Wilis    Linn    &   Cement   Co 

Hunt  

Hunt-Spilhr  Manufactui 

Hunti'  s  ind  Road- 

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

Hun>n     &      Ontario    Railway,    Track    anil 

36'J 

Hutchinson     IntertirlKin      Railway.    Track 

anil   Roadway    

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


I 

Idaho    .v     Nevada     Railroad.    Track    and 

£36 

,v    Northwestern    Railway,    Incor- 

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

350 

Illinois.    University    "f — 

KriRii  ps  303 

N<  m    I      -  mrse 

Ingineerlng  ami  Ad- 
mini-'  . v'. 

Illinois    .V-     Indiana    Traction    Co.,    Track 

Illinois   Bolt.   N  B  :;":' 

'I..!,      I'll 

:■.!"     109 

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



::i" 

101  I,    634 

k     and     I:  

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

861,   729,   760 
Illlnoi- 



.ikii      Line 

I    P«-orla 9Z6 

94 

Power    Plant.    Peoria.    Ill *261 

■    ■  k  .275, 

■  •:;.">  i 

227 

tiia 

Illinois   Valles    I: 

i.  372 

«395 

Track    ..I.. I     Roadwa)  369 

Imperial    I  665 

341,  883 
I    •  .    Varieties   of  In- 

•".71 

Railroad.   Incorporated   !"•"• 
Indian 

792 

Prop  i 



lion   '  '••     Track   ami 

I'M, 

Traction 

.  .    798 
tlon  603 

t  404 

. .  ■.'.■:* 

- 

■    ... 

I'.MllI 

■ 

■ 
I 

IHllK 

.■■« 


>  r      II 


Indianapolis  &   Western  Traction  Co.— 

Interurban    Station     764 

Track  ana    Roadwa] 141,   729    832 

Indianapolis  Coal   Traction   Co. — 

Station     

Track  and  F  

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

Indianapolis  Columbus  .v   Southern 
tlon   i'.. 

Financial    IS! 

Power    Plant    237 

Rolling    Stock    29 

Interurban    Station    -'" 

Rolling    Stock    275 

Substations  S00 

Track    ami    Roadway 661,  894 

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

Indianapolis    CrawfordsvIHe    A-     Western 
Traction    Co. 

Financial     ■"  I 

Power    Plant     370 

Rolling  Sto.k  29 

Track   ami    Roadway -*■     106,  ^7\ 

Indianapolis    Huntington    Columbia    City 
,y    Northwestern   Traction   Co. — 

Financial     506 

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

Indianapolis    Newcastle    &    Toledo    Elec- 
tric   Railway 

Power    Plant    

Rolling    Stock  99 

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

Indianapolis  Street    Railway,   Dividends 

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

Indlanaoplls  Traction  ,y    Terminal  Co. — 

Financial    

Standard    Brakeshoes    for '679 

Track    and    Roadwaj 

Industrial    Engineering   .y  Supply  Co 7:::: 

Inland    Eli  ctrli     Co      Incorporated         16 1    660 

Inland   Power  A    Eld  trli    Co  .   Track  and 

flwas     ",;" 

Inspection.    Adjusting   Trolley   Sprint 

Insulating     .Material,     Standard     Van 

Work  888 

Insulator   Tins.   Strength   of 191 

Insulators — 

Conclusions  from  Tests 1767 

Tcsi    foi    an    Exceptional    Service  *779 

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


Interborough   Metropolitan    i  !o 

Dividends     797 

Financial    .  19     100,  697 

o  Bid  on   Proposi  d  Subways, . 

:.;:,.   684 

Ri  moval   of  Unused  Tracks 170 

Shops     |l" 

Track    and    Roadwa)     894 

Interborough    Rapid  Transit   <'o. — 

I  ilvldends     

Financial    171,  274,    I 

Rolling    Siock 62     808,    I7i;    684 

Signal    i  Iperatlon  I  B6 

Wage    Increase  16*5 

Interlocking,    i  I    dlroad    Commls- 

[ntet  national    Rallw  a)    <  !o  .    Buffalo 

.1  •  19     82     360     I"' 1 

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

Shops  

Substation    at     Buffalo  *214 

Terminal   Station 

Trai  k  i Road 

891 

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

Int.  I  ' 

Inti  i  state   <  "on 

...    Mllwauki  •    Electrli    Pi  tltlon 

foi    Joint     Kit. 

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

Division   of 
Electric   R 

,  minting    It 
lion  "•'• 

hit  H        Mini 

■ 

t    Hani 

Int.  i     I       I.:. I      I 

i  Imli 


Interurban   Rolling   Stock.    Exhibit   at   In- 
dianapolis   »120 

Invincible  Rail  Joint  Co 144 

tola    Electric   Railroad,   Track  and   I; 

way      

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

Track  and   Roadway 68,    II 

lowa    &     Northwestern    Railway,     Incor- 

ted    .  96 

lowa  Clt)     i.i  ,i   Roadwa]  106 

i..wa  Ctty-1  iavenport  Traction  I 

and     Roadwa  y 

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

pora ted     

Iron  and  Steel   Pi ■  I  Ion,   1906 T- 

Italy— 

Blectriflcatl - 148 

High-Speed    Llni  165 

Ithaca  .y-  Se a  Palls  Eli 

Incorporated    ' 

Track  and   Roadwa)    871,  599 

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


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

Jackson.     P.     1> 

.  loncrete  Subst  ructures   78,  -v  ' 

Steel  Tics    7:.  '82 

Jackson.     Geoi     i      \'>         Ill 

Jackson,    Henrj    Docket     Feedei    and   Re 

turn    Systems    'ss 

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

Financial      

Track    and     Roadvt  a] 

Jackson     I  Mich  I     Consolidated    Tracl 

Co. 

Financial      

Rolling  Stock    

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

Power    riant    -'7 

Track  and  Roadw  j>  

I  178,    695,    729 

Jackson     ivnii  i    Rallwa)   A    Llghl   Co, 

Powei     riant    89 

Rolling   Stock    i"1 

Track    and    R Iwa)  98 

Jacksonville     Electrli      Railway,     Rolling 

Stock  -     172,  608 

Jacksonville    (Pis  i    Terminal   Co.,   Track 

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

Japan  Electric     Tramways 98 

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

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

In.  ,  ,i  pora  ted  

Track  and  Roadwa)    

Jersey  City,  N    J 

\i Ipal    Low    Fan     Rallfl  iy., 

i  irdlnance  R Irlng  Seats   for  All   Fas 

is       '■ 

.1.  wen    Car   Co 378,  7H7 

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

.n     \\    i   \i  invllle   Co. 

Asbestos   Doors    

Combination   Meter 

Exhlbll   at   Chli  ago   I  10 

nal   Steel    rul  isi  ...   •«:! 

Pi  rolln   l  lustless  Sweeping  i ' i nd     ■  f98 

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

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

Johnson    K Iv     BI Il      Co 

John  "  k  and   Ro 

II        &  No.  lie   1  Ii       I 

road  tlv 

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

Jon,  'I 

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

,■     i 

Juniata    Valli       Btr<  •  i    RhI  i       h  po 


m.i    Uull 
< : <■  n    i.ik'    a    North 

a. 


ELECTRIC    RAILWAY    REVIEW 


Kanauga  Traction  Co.,  Track  and   Road- 
way        128 

Kansas    City,    Mfl 

Metropolitan  Streel   Raiway,  New  Tun- 
nel      

Viaduct  "ii  Sixth  Streel    

Kansas  City  &   Bonner  Springs  Railway, 

i"" 

Kansas    Cltj    &    Olathe     Electric     Kail    - 
i.l — 

[ncorporated     629 

Power  Plant   

Track  and  Roadway   ,;:;"    833 

Kansas    Citj    >v    Westporl    Belt  Railway 

"230 

Kansas  City  Railway  &  Light  Co.— 

I  >i\i,l, ii, Is ■•    698 

Financial     171,  881 

Kansas  City   Railway   Foundry   Co 47''. 

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

«- 

Kansas   City   St.      Joseph     *      Excelsior 
Springs   Kaii« 

Rolling  Stock    30R. 

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

Kansas    City    Springfield    and    Southern 
Railway- 
Incorporated    «*« 

Track  ami  K lway 305,  723 

n     Railway,     Track 

i  ihi    Roadway    833 

las-Oklahoma    [nterurban      Rai.way, 

Financial     100 

Kansas  Southern  Electric  Railway.  Track 

ami  Roadway  695 

Kansas    Traction    Co. — 

Incorporated     4~2 

Track  and   Roadway 599.  661 

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

Kclsay.  G.  H.   Cost  and  Sale  of  Railway 

l  '<  »wer    1-6 

Kenansville,    X.    C,    Track    and   Roadway   168 

Kennett,    Del..    Track    and    Roadway 98 

Kennetl    &    Coatesville    Railway- 
Incorporated    804 

Track    and   Roadway    369 

Kenosha     (Wis.)    Electric    Ry. — 

Financial    602 

Rolling    Stock    372 

Track   and  Roadway 879 

Kentucky  &  Ohio  River  Interurban  Rail- 

road.    Track   and   Roadway B79 

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

and    Railway    271.  406 

Keokuk,   la..   Track  and  Roadway 305 

K,  "kuk    CIa.1   Electric   Railway  &   Power 

Co..     Power    House 834 

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

Keuffel    &   Esser  Co 30 

Kevstone  Equipment  Co 445 

Kilby  Frog   X-   Switch   Co 444 

Knox   Engineering  Co 477 

Knoxvllle    Railway    *    1  ight    Co. — 

Car    House    and    Shops *496 

Demerit    System    of    Discipline *294 

Instruction    of    Motormen 219 

Sand-Supply    Car *292 

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

Kobbe    Co 62 

Kokomo.    Ind.     Track  and    Roadway 630 

Kokonm    Marion    &      Western      Traction 
Co.— 

Power    Plant     600 

Track    and    Roadway 271 

Kuhlman.    G.    c  I  .    Cai     Co.— 

i  trders    

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

L 
Labor — 

Conditions     in     San     Francisco -,606 

Ten-Hour    Daj    Bill    in    New    York 56 

l.nkawanna     Steel    Co 640 

Laconla  Car  Co     Orders 62.   340,  372 

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

La  Crosse   (Wis.  i    City   Railway — 

Financial    602 

i     riant     699 

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

dway    

rette  &   Logansport  Traction   Co. — 

Construction    663 

Rolling    Stock    56'i 

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

i  ill     

Lake    i  ■.instruction    Co 508 

Lake  Erie  .v.-   fount  I  tilroad — 

i:.   irporated     472 

Track  and   Roadway    599,    630,   760 

Lake    Erie    Bowling    Greer    &    Napoleon 

Railway.    Track    and    Roadway 9S 

Erie  Fremont   &   Southern   Railway, 
porated     760 


Lake  sic re   Electric  Rail" 

Annual    Report    •■  ';;} 

Financial    61,    100,    J",.  889 

Run   "i    Private  <  !ar «» 

Power  Improvements   165 

Rolling    Stock    


. . . .  308 


M 

Substation    .,-• 

Surprise   Tests    ■-•■   - 

Track    and     Roadway    19,  794 

Lake  Superior  Rallwaj   Construction  '  0., 

Track    and     Roadway 138 

Lake    Vow     Traction    Co. — 

Incorporated    ■-■  6;- 

Track  and    Roadway    306,    33i,  8« 

Lamps,  Arc,  for  Low   C  llings *31 

Lancaster    &     Electric     Street     Railway, 

Track    and    Roadway    441.504 

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

Track    and    Roadway    98,169 

Lancaster,   Pa.,   Rolling  Stock *64 

guth,   Arthur,    Value    of    Discuss  ns 

Blank    Forms *713 

La   Porte,  Ind.,  Track  and  Roadwaj 441 

Lawrence     Electric     Transportation     Co.. 

lih  erporated     4,2 

Leavitt,    J.    C.    Car    Painting   and    Other 

of    Taint     5S5 

Lebanon   Highland    *   Jit.    Olive  Railway. 

Track  and  Roadway  f6l 

Lebanon-Thornton   Traction   Co..    Finan-     _ 

cial    •  "1 

Lebanon     Valley    Street     Railway.      1  rack 

and    Roadway    '61 

Lederachville  &   Pennsburg   Electric  Rail- 
Railway — 

Incorporated     5S 

Track   and   Roadway    369 

Legal  Decisions.  Recent  Electric  Railway, 

Bv  J.    L.    Rosenberger 19.    51,    I 

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

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

Legal  Decisions.     See  Special  Department 

of  Index. 
Legislation — 

California    301,  366 

Connecticut    563,  791 

District    of    Columbia 9o 

Florida     628 

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

Indiana — 

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

Vestibules  on   Cars 93 

Iowa    366.   403.    43V    470.  501 

Motor  Car  Schedules  on  Steam  Reads  167 

Kansas     -68 

Massachusetts 366.    403.    563.  658 

Boston   Subway   Bill 162 

Michigan    438,   501,   830,   875 

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

Electric    Railway     Building,      Bill      to 

Promote    203 

Jurisdiction     of     Commission      Over 

Street   Railways    134 

Missouri 103,   438,   535,   597,  628 

Municipal    Ownership    134 

Montana     501 

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

Ownership  of   Interurban    Lines 93 

New    Hampshire.    Taxation    of    Electric 

Railways     201 

New  Jersey   366 

N  ew   York    

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

Bill    for    Ten-Hour    Day 56 

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

Public    Utilities    Bill.     +448.    461.     691, 

726.  f736,   74.',.   768 

North    Carolina    438 

Oklahoma     234 

Ontario    366 

Pennsylvania    

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

Freight  Handling   r544 

Rh'.de    Island    439 

South    Dakota    439 

Tennessee    403.  563 

Texas 26V    301',    334,    366,    103 

Eminent   Domain   Interurbans 135 

Washington    366 

Wisconsin 470 

Public   Utilities    Bill    

Lehigh   Valley   Transit    Co.— 

4'Vi 

Track   and   Roadway    

Leroy   &    Southern    Railroad,    Track   and 

Roadway    ' 

Lewis  Motor  &   Crane   Co ••■■  883 

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

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

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

Track   and   Roadway    537.    630.   761 

Lewiston  Brunswick  &  Bath  Street  Ry. — 

Rolling    Stock     62 

Track    and    Roadway    26,369 

Lexington   ,v:   Interurban   Railways — 


Financial     171 

Improvements     

1  tower    Plant    50n 

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

Lexington    Railway.    Rolling    St,-  k 444 

Liability,    Platform    Areas  '<n 

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

erwood    Manufacturing    Co 62,  208 

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

Lamps   ovr   Cai    Steps     San    Francisco 

,ad    .<-    San    Jose t605 

Supplying    Power    For 126 

Lightning  Arrest   is    +2 

Shaw    •510 

Lima,   O.,   Track   and    Roadwaj 337,  660 

Lima   &  Toledo  Trai  tio 

Recording  Car  Equipments 369 

Rolling   Stock    101,  275 

Station     8*2 

Track    and    Roadway    4'"  630 

Train    Dispatching    •" 

Lima     Electric     Railway     &      Light     Co., 

Financial      171 

Lima   Kenton    &    Marion     Traction     Co., 

Track   and   Roadway    26 

Limited    ServiCl — 

Indiana    Columbus   &    Eastern    Traction 

Co 56 

Interurban   Line    1i04 

Lincoln    (111.)    Street    Railway- 
Financial     408 

Incorporated     472 

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

Lisbon  Durham  &    Freeport   Street   Rail- 
way. Incorporated    58 

Litchfield    &    Torrington    Street    Railway, 

Track    and    Roadway    504.  761 

Little  Rock  &  Hot  Springs  Electric  Rail- 

way,    Track    and    Roadway 

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

Little  Rock  Railway  &  Light  Co.,   Power 

Plant     

Liverpool  Corporation   Tramways.   Finan- 
cial        697 

Locomotives.    Electric — 

Brooklyn    Rapid    Transit    Co *297 

Central   London    Railway    Discards 39 

Effect    on    Curved    Track *385 

Exhibit   at    Indianapolis.    Ind *120 

Industrial      '884 

Kansas  City    &     Westporl      Belt    Rail- 

wav     •230 

Ordered  in  1906   t3, 

Safety  of.     By  F.   J.   Sprague 390 

Simplon    Tunnel    51 

Spokane    &    Inland    Railway 5« 

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

Electric   Power   Situation 1">4 

Fares    Increased     m843 

Municipal    Ownership    +576 

Power    Scheme    39 

Underground     Railways     326.  624 

London    Brighton    ,:    South    Coast     Rail- 
way- 
Electrification     

Single-phase    Equipment    39 

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

Long  Acre   Electric    Light   &    Lower   Co., 

Power   Plant    662 

Long  Island   Railroad — 

Cost   and   Results  of  Electrification... .f670 

Electrification     531 

Financial     697 

Rolling  Stock    308 

Track    and    Roadway    26.695 

Long    Runs,     Cleveland     to     Indianapolis, 

Private    Electric    Car 136 

Lorain    Steel    Co 276 

Lord   &   Burnham   Co 

Lord    Electric    Co L 

Shaw  Lightning  Arrester *510 

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

Los    Angeles    &    "wens    Valley    Railroad, 

Track  and  Roadway   565 

Los  Angeles  Interurban  Railway.  Sub- 
station      889 

Los    Angeles    Switch    &    Signal    Co 883 

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

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

Los  Angeles  Railway — 

Car   House    29 

Fiesta   Floats    *753 

Passenger   and    Freight    Station 569 

Portable    Spring    Seat    *717 

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

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

Financial      13'1 

Rolling   Stock    308.    603 

Track    and    Roadway    4 

Terminal   Station    141 

Louisville  &  Northern  Railway  &  Light- 
ing Co. — 

Track    and    Roadway    504,794 

Wage    Increase    535 


ELECTRIC    RAILWAY    REVIEW 


.1    Indiana   Traction 

in    

Tra.k    and    Roadwa)      

535 

\  rdon   Rail- 

369 

• 
Financial    ••'■    '«J 

ins    Stock    

kc      3bo 

Track    and    Roadway    'K 

se  Increas<  834 

835 

339,  539 

Fitchburg    -  ilway.    Ft- 

nan.  i    .  HI.  20. 

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

Roadwaj  °»* 

Itenheimer  Co ;0 

Remick  *>3o 

tlon   A    Light   l 


,  '_•    3. - 

Tra.k    an- 1    R  -    ■    HI 

urst    &    Sherando    Railroad,    1 

236 

- 
'-'<- 

M 

ter.   Thomas  N.,   Public  Utilities  In 

New  **>4 

M   ,  63a 

minings     Manufacturing 

9    836 

•.     87 

Mcl.eer     Engtl  •  569 

M<  M  "8      ■    4-- 

Rall- 
■•  — 

29 

503 

Tra.-k  a 

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

Emi'i  .11. 

nd   du    l- 
Track   and    Roadwa  .  879 

Track 

.   63') 
Mahr.-      -    ■      -  Uwaj    A 

En  -  367 

61 

505 

Handling        

- 

9f 

- 
of    Equlpmi 

.•858 
•    Railwa; 

■  i 

I  — 

-    ting 

- 

■ 

106 

■ 

- 

■ 


Milwaukee  Light  Heal  A  Traction  Oo., 

Proposed    Lines    

Northern    Electric    Railway 

Philadelphia  A    Western   Railroad .  >n 

Plan  for  8                               -          00  i»  Mil- 
waukee   

Pittsburg   .*    Butlei    Street    Railway 549 

Rapid   Transit    In    Boston,    Location  ol 

Proposed    Extensl 
Through    Routes    Propos  go 

Ordinances     

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

Marengo  A  Midland  Railway,   Track  and 

Roadwav    169,   566,    661 

Marlon,  O.,   Track  and  Roadway 630 

Marion  Bluffton  A  Eastern  Traction  Co., 

Description    - •!'>.: 

Financial      *Jj4 

Pa  -  -    ition    664 

Rollins    Stock     409 

Marion-Log  rraction    Co.,    Track 

and  Roadway    599 

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

k    and    Roadway 

Marshall.  R.   W.,  A   C 

Marshfleld     0  ick  and   Roadway...  695 

Maryland   Electric  Railwi 

Dividends     ••■    •'■'; 

Financial      

Rollins  Stock    »36 

Track    and    Roadway    »99.  630 

Massachusetts 

-i    ,.!'    Powi  i     Plant    •  >p  ration 

Merger   Suit    

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

Matthews.    I.    K..   Track   Construction   in 

Pav,:  ■      -  73.     81 

Matthews.    W.    N.,    A    Brother,    Kearney 

e    Clamp     •»« 

Mattoon   Shelbyvllle    I 

Railroad.    Track    and    Roadwaj 161 

Maynard,    Mass..    Track   and    Roadway. .   173 

].    John   A..    A  Co 693 

die  Conneaut   Lake     A     Llnesville 
trie    Railway — 

Rollins    Stock     

Track   and    i:  •   441 

Memphis    SI 

Car     -  lions.- *H 

Delay    Reports  JIM 

Employes"    Accident     Reports •-•'" 

Employes'    Ri 

Financial     ...  171      -'" 

Low-Fa  talned      bj 

Memphis    Court    '.•" 

Powi  i     House    MJ 

Rollli  101.   ""■  '■■-■  J09 

Student    Records    90 

Track  and  Roadway  ■■'''■' 

Financial    —  '•ill 

tor  Street    Railway,   lm  orporated »» 

Mi  redlth   Construct  Ion  410 

Meredith    Light    A    RalW 

:'"'-   °73 

Financial    . .  ■ 

Rollins    S. 

Track    and    Roadwa) 
Menimac    V'a  Co      Fli 

rraction    Co.,    Track  fl- 

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

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

Metn 

Ins  B( 

Flnancl 

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

I 

Tumi.  I 

i 
1 


Track   and    Roadway     

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

Mlddleton  id,   Rolling 

29 

Midva      -  101, 

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

Track  and    Headway    

Mill   Driving    b>    Blectri  Ity 186 

Miller    Anchor    Co   

Milloy  Electric  Co 

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

Milwaukee   A    Fox    River    Valley    Railway. 

Tra.k  and   Ri  adwaj        

Milwaukee   &   Nortl     -  illway— 

JJj 

Track   and   Roadwaj    *T8 

Kl   ctric    Railway      .• 

redatlon    t313. 

Dividends     ■ 

Financial 29,   100.    171,  807, 

Power  Plant    ■■■■ 606 

Proposed  Lines   *<-"■     s'' 

Rollins    Stoi  k  W0.  840 

Bervli  e  Investigation   ■■... 

13.  434,   466, 
Valuation    -"- 

Milwaukee   Llglit   Heat   .v    Traction  Co.— 

Financial      M4,«5« 

Proposed   Extensions    870,     871 

Milwaukee   Northern    Railwaj 
Construction     JM 

Financial      J0J 

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

Mineral  Weils.  Tex.,  Track  and  Roadway  07i 

Mineral    Wells    A     i.ak.w, Park    Street 

Railwaj      in  o!  

Mineral   Wells    Electric    Ry.— 

Rollins   Stock    •■•• 

Track  and  Roadwaj    ■'■' 

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

trie  Railway   Ti  c  ^  ... 

Minneapolis   Rochester  A    Dubuque  Trac- 

tion    CO..    Shops 

Terminal    Stall  in    ■■• 

Track  and   Roadwaj  604.   161 

Mine  way.     I  ow-Fare 

Controversj     -"' 

Minster   l.oian,  .    A   Southern    Railway— 

Financial  J0J 

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

Roadwaj  53' 

Mississippi    Va  rln    R  illwai 

Ini  '  

1  ']■' 

Track    and    i:  61     789 

Missoula.   Mont  '■  iy.  ••■    -'' 

Missoula  -Hitler    Root    Ti.n  lion    I 

Incorpoi  ated  

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

i.  and    Roadwa) 

Iway,  Trad 

■ 

1      '•■' 

OUri     Water     Light     A     Tl 



Mol.il.      1  Co 

i  ion      

Powet     Plant  J" ' 

1   I  1 

M  Odi 

Moiin.    ,  in  i    i  a    Watertown 

Halle 

Monmouth      County      Blectrli       Railwaj 

Trai  i i  Ro  id  » 

Monorail.    Proposed    In    Kew     ' 

\l 

Ti  ,  '"•■ 

si,  iki 

I  Road 
Montli .  II 

Stock 

...i 
Moi 

Moo 

.... 


ELECTRIC    RAILWAY    REVIEW 


• :  i    s.  i  \  Ice '889 

Motor    i  lift,    Patten »636 

Motoi 

Advantages   of    Pooling ••;.:•. 

Economy  In   T280 

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

I>enver  City  Tramwaj   Co »185 

Know  ill.-  (Tenn  i  Railway  &   Light  i 

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

Motl  -is 

I  ommutai  Ing    Pole   Railway »886 

Commutatlng    Poles,    Improved  629 

Direct-Current,   Allls-Chalmers  Co »210 

Pan    Alternating   Current T.71 

R<    eni   Improvements — 

Bj    G     II      Mill 

Bj    1  '1. 11,  11  e  Renshaw »869 

Wrong  Connections   687    *T12 

Ml     Deserl   Transit   Co. 

Incorporated    :,\ 

Track    and    Roadway 879 

.mi    11 1   Etallwaj   a    Power  Co.— 

Power   Plant    407,  662 

Rolling    Stock    836 

Track    and    Roadway 406,  699 

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

Mt.   McKay  .v.-    Kakabeka   Falls   Railway, 

Track    ami    Koa.hvav 369 

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

Financial     :;7i 

Power    Plant    

Mountain   Copper  Co.,  Track  and   Road- 
way      537 

Mudge   &    Neefus 309 

Municipal   I  Ownership — 

Address   of   James    Bryce 501 

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

Berlin,   Ont 502 

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

Detroit    Mich 365 

Eaaton,   Pa +  111.3 

Lansing,   Mich 230 

1  tondon   +376 

Michigan   Supreme  Court    Decision 597 

Missouri    434 

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

Report.  National  Civic  Federation  Com- 
mission    624,  791 

Views   of   Henry   Clews 658 

Views  of  Henry  Loomis  Nelson 365 

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

Financial     274 

Municipalities.  Relations  of  Electric  Rail- 
ways           94 

Muskogee    Electric  Traction    Co.,    Parks!!    7X7 

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

Napa      Vall.-y      Electric      Railroad.      Track 

and    Roadway    m 

Narragansett   Machine   Co 4in 

Nashville  Interurban  Railway — 

Rolling   stork    ' 603 

Track  and  Roadway 589,  729,   761 

Nashville    Railway   &    Light   Co. — 

Accident  Report   Blank    «361 

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

Car  Repair   Records »229 

Employes'  Prizes  for  Hours  of  Service    94 

Financial     H,,7 

Rolling;   Stock    lui.    340,  664 

Station     882 

Timekeeping:    ...  !»147 

Track    and    Roadway 337.  stp 

Transfer    Methods    »ls7 

Transfer    Station    72'    "us 

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

Power   Plant    205 

Track   and   Roadwa] ',     98 

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

Nashville    &     HuntSVille    Railway.     Track 

and     Roadway     ;;,;; 

Nathan    Manufacturing   Co 71m 

National  Brake  &  Electric  Co 541 

Motor    Compressors    •(;:{ 

Motorman's     Valve     with      Pneumatic 

Track -Sand.-r    »;J42 

Portal. le    Air    Compressor «446 

National     City    &     Otay     Railroad,     Track 

and    Roadway    ->7_' 

National    Civic    Federation — 

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

National  Railway   Equipment    Co 608 

National    Railway    Signal    Manufacturing: 

Co 883 

(  rossing  Signal   «765 

National    Trolley   Guard    Co.,    Description 

of    Guard    •667 

Naugatuck      Valley      Electric      Railway, 

Track   and    Roadwa] S79 

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


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

Nelson,    I     R.,  &    Co 883 

Nevada    Mas y    Los   Angeles   Railway. 

Incorporated    187 

x.w     Bedford,     Mass..     Electric     Freight 

1  [andling     »628 

New    Bedford    &    Onset   Street    Railway. 

-tit     and     Express    Station 410 

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

Stock    in 

NeW      Castle      &       X.w       Wilmington      Street 

Railway,     Track    and    Roadway 630 

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

New    England    Street    Railwa\    Club.      See 
Clubs. 

New    Era   Manufacturing  Co 275 

N.w  Jersey,   Public   Utilities  Commission 

Report     471 

New     Jersey    &     Pennsylvania    Traction 

Co..   Track   and   Roadway 473,  566 

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

New    Orleans    &    Baton    Rouge    Railroad, 

Track  and   Roadway 59,     98 

.\,w    Orleans    Railway   .y-    Light    Co. — 

Annual  Report   482 

Dividends    881 

Financial      (34 

Track   and    Roadway 791.  833 

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

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

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

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

Brooklyn    Bridge    Loop    Terminal 23 

Brooklyn-Manhattan  Subway  Loop. 166,  "221 

East    River   Tunnel 26.  334 

Franchise    Taxes    .  - 202.   470 

Removal    of   Unused   Tracks .'  470 

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

Brooklyn-Manhattan  Loop   166.   *221 

Lexington  Avenue  *4si; 

Local  and   Express  Service +1 

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

Specifications     166 

Track  and    Roadway 661.    695.  761 

Traffic    Problems    to    Be    Solved +4S0 

New  York  &  Long  Island  Railroad,  Esca- 
lators         134 

New    Y'ork   &    Long  Island    Traction    Co.. 

Track    and    Roadway 504 

New     York      .vt      Pennsylvania     Railroad, 

Track    and    Roadway 59 

New  York  &  Queens  County  Railway — 

Rolling   Stock    507.    569.  634 

Track    and    Roadway 879 

N,w     York    Air   Brake    Co SS3 

N,  w    York  Auburn  &  Lansing  Railway — 

Rolling   Stock    62 

Track  and  Roadway 98.  272.   337,  794 

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

Report    on    Locomotives    by   Board   of 

Engineers     »385 

Electric    Service    Increased 166 

Electrification.    Progress    of 49.564 

N(  w     York      City      Interborough    Railway 

Co.,    Financial    '.   634 

New   Yoik   City  Railway — 

Car      Barns      at      Eighty-Sixth      Street 

Burned     »829 

Car    House    r,"2.    X36 

Financial    274 

Track    and    Roadway .'     98 

Transfer     Rule     Upheld      by      Supreme 

Court     402 

N.-w   Y'ork    Electric   Controller  Co 341 

New  York   Interstate  Bridge  Commission. 

Staten   Island    Bridge 239 

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

Electric    Locomotive    Tests 563 

Electric    Railway    Investments 24,   +S42 

Financial     698,  763 

Track    and    Roadway '.     26 

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

New    York    Rapid   Transit  Commission — 

Abolishment    of     167 

Governor    Hughes     Recommends    Abol- 
ishment      +2,     18 

New    York    Switch    &    Crossing  Co .      63 

Newark.    N.    J„    Track    and    Roadway 369 

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

Newcastle    &     Wilmington     Street     Rail- 
way.   Terminal    Station 410 

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

Track     and     Roadway 630 

Newport      ,y-      Alexandria     Traction     Co., 

Financial     inn 

Newport    News    &    Old    Point    Railway   & 

Electric   Co.,    Rolling  Stock 101 

Newton    &    Northwestern — 

Electrification     «672 

Financial     100 

Rolling    Stock    '.'.'.   836 


Newtown  Electric  Street  Railway,  Finan- 
cial       171 

Niagara  Gorge  Railroad,    Rolling    Stock.. 

372.   (09 

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

Car   Houses    764 

ng  Stock    308 

Track  and  Roadway 98,  169    587,  761 

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

Nlles-Bement-Pond  Co 209,  68  I 

Niles  Car  &   Manufacturing   Co.,    Orders. 

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

Roadway     72'.' 

Noiseless  Car  Wheel    Co 570.    «635 

Norfolk    (Va.)    &    Ocean    View    Rail] 

Financial    :;71 

Norfolk  &   Portsmouth   Traction   Co. — 

Financial     171.  664 

Improvements     556 

Power    Plant 

Rolling    Stock    101,   14" 

Track    and    Roadway us 

Norfolk     &     Southern     Railroad.     Rolling 

Stock     308 

Norfolk  Railway  &    Light  Co. 

Dividends     732 

Service  to  Jamestown    Exposition 525 

North    Alabama    Traction    Co. — 

Car  1  louse   208 

Financial    41:: 

Park.    New    Decatur.    Ala 202 

North  American   Co.,    Financial.... 

North    Dakota    Railway.    Incorporated....    140 

North     Jersey     Street    Railway.    Indicted 

for    Inadequate    Service 47" 

North    Midland    Electric    Railway.    Power 

Plant    27 

North   Shore  Electric  Co. — 

Pneumatic    Ash-Conveyor    *163 

Rolling  Stock    409 

Northern  Cambria  Street   Railway,  Track 

and   Roadway    833 

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

Description    +  7."A 

Rolling  Stock   172.  340.  764 

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

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

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

Dividends    698 

Financial 100.    139,    602.  SM 

Power    Plant    173 

Rolling    Stock     208.27.". 

Track   and    Roadway 59,    473.    537.  630 

Northern    Texas    Traction   Co. — 

Substation     631 

Track  and  Roadway 

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

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

Northwest   Engineering   Co 700 

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

Financial    371.  797 

Ravenswood   Extension    *810 

Rolling  Stock   507 

Track   and   Roadway 59,    272,  661 

Northwestern      Ohio     Electric      Railway, 

Track   and   Roadway 537.   699.  695 

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

O 
Oakland    (Cal.)    Traction    Co.— 

Financial     308 

Rolling  Stock    2ns 

Track  and   Roadway 369,   504.   507 

Oakland  Traction  Consolidated  Co. — 

Rolling  Stock    1111 

Wage   Increase    238 

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

Car  House    240 

Ocean   Shore   Railroad.    Track  and   Road- 
way         237 

Ocean    Shore    S:    Eastern    Railway — 

Incorporated    336 

Insulators.     Test     of.     for     Exceptional 

Service     *779 

Track  and  Roadway 441 

Ogden    Rapid    Transit    Co. — 

Rolling    Stock    764 

Track    and    Roadway 680 

Wage    Increase    33 1 

Ohio     &     Southern     Michigan     Interurban 

Railway.   Incorported    832 

Ohio    &     Southern    Railroad.    Track    and 

Roadway     630 

Ohio  Brass  Co 277.  341.   798 

1  Satalogue     «839 

Tomlinson  Automatic  Car  Coupler *541 

Tools    for   Overhead    Construction *668 

Ohio    Electric   Railway — 

Financial    7.1:; 

Incorporated    728 

Ohio    River    Electric    Railway    &    Power 

Co.,    Annual    Report 64a 

Ohio   Traction   Co.,    Dividends 602 

Ohlen.  John,   &   Sons  Manufacturing  Co..    604 

Ohmer  Fare  Register  Co 540 

Oil.  Saving  of 71.". 


ELECTRIC    RAILWAY    REVIEW 


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

Cup,  Automatic   *71_' 

Fllter.   Centrifugal ' 

Electric    Railway.    Track   and 

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

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

Oklahoma  City  Electric  Railway  Terminal 
in.     Incorporated 

Oklahoma  City  F.l  Ri  -     Uiweateni 

Interurban   Railway — 

ited    

Tr'ik  and  Roadway   7J9 

•  ma    City    Rapid    Transit    Railway, 

porated    

nma    City    Railway — 

Development  of   293 

.     -        - 110.    764 

Terminal    Station    

Track    and    Roadway 98.   566 

Railway,  incorporated 96 

.    Street   Railway.   Financial 61 

Street    Railwav.    Track   and    Road- 

879 
II  Bluffs  Bridge  i  '••..  Pare 

ii  t 434 

i  ,v  council  Bluffs  Street  Rallwa 

373.    i!34.   733 

Financial   U'O.  698 

1 1  >wer   Plant    59,  600 

trig   Stock    17:.   508,    340.   540 

Shelter  Stations    699 

29 

Substation    99 

Track    and     Roadway 

81,    796,    879 

W    .  'Us 

Nebraska     Central     Railwav. 
k  .m. I  Roadwa] 

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

Track  and  Roadwav 188,  272.  537 

665 

Electrification   '8141 

Financial    797 

■  I    792 

•a      A      Mohawk      Valley      Rail- 

k  and  Roadway M 

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

73t> 

A    Navigation    Co.,    Incor|Mi- 

793 

Opera! 

Announcing  I  *7"2 

Application  of   Eight-Hour  Day  In   San 

Fran,  lad  f606 

tering   Indlanaixilis  In   1906 96 

City    and    Interurban    Can    over    city 

ks      556 

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


•189 


nlng    In    Large    cities 

Ejectment   from   Platform »2 

Helpen   for  Conductors  In   Rush  Hours  IS6 

Hoods  for  Open   Platforms *753 

Indianapolis -Fort    Wayne    Route,    Pro- 

66 

Electric     Private     Car. 
to    Indianapolis.  Ml 



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

Powei   for  Pumping 

Minn.  . 

,      .  ;,  I 

■  riling   Aci  Idenl 

■ 
nmen     Aid     In 

-      •;•-  27 

I  I 

'o. — 

■ 
89,  899 

17.' 

- 

•7n 

in i 

■ 


.•::•■ 

I 


Pacific    A    Oregon     Railwav.    Track    and 

Roadway     

Pacific   Electric   Ralta 

bar  Axles  from   Scrap  Iron 

Feeder-Handling    Derrick    '813 

-  -line-Driven        Emergency       Tower 

Wagon    

s    410 

Standard  Couplets    »646 

Track  and  Roadwa)  142,  5  i    ;•■ 

Waiting     Station     7'.'N 

Electric    >*     Manufa  ttui  Ing     Co., 

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

Electric   Lines   602 

Pacific   Tra.  lion   . 

Car   House    664 

Power    Plant 808 

Wescott    Tracklayer    *MS 

Track  and   Roadwa) jn.",.  442 

Packings,       Leather,       Detroit       Leather 

Specialty     Co     

Padu         -         ei  n    Electi  I.    Railroad- 
Incorporated     804 

Tra.k  and  Roadwa]    806 

Ki   i    Traction    &     Light    i 

I  Uvtdenda     

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

Trai  k   and   Roadw  ay    

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

illway  A  Powei 

Incorporated    

Track   and   Roadway    tm 

Pant. is. it.-    Oo 608 

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

Paris    Traction    Co 

Financial     LOO 

Tra.  k  and   Roadway   869 

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

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

I  '•  ilu -I     »224 

Qreen    Baj    (Wis.)    Traction   Co 94 

Intel  national       Railway       Co.,       Olcotl 

Beach,     Buffalo     802 

Muskogee  Electric  Traction  Co    7s7 

North    Alabama    Traction    Co 202 

Phlladi  Iphla   R  ipld  Transit  Co.,  Willow 

Clove  

Pittsburg   Railways  Co.,  Abandons 23 

Toled,,    Railway   A    Light    Co.,    I  ittawa 

Hca.h     166 

Twin     City      Rapid      Transit      Co         Big 

d     

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

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

•  i   Rallwa »   A   p  o«  .1  Co 

II Is    for    Open     Platforms  *7.V. 

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

Pa  — 
Bristol   Bell    Line   Rallwa  I3G 

Kokom.i    Marlon    A     Western     I '. 

tlnues     

Ohio   Railroad  ilon   Ruling 

West  Chestei   Street  Rallwa]    Abolli 

P. it  IS    Foun.li  \  6G I 

Patt.n.     Paul     R.— 

Motoi    i. in    ■  'HI 

Ticket     I  ,....»478 

Pawoatuck  Vallej  Street  Railway,  Pli 

B81 
Pawling  A    Harnlsi  700 

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

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

Penn  poi  ated 

Ittai 
Financial 

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

lion,    Progress    of  19 

Rolling   St..   : 

Hon  In  p 

■ 

Ington    Rallwa)  I 

trl.     Co  I 

Pel  • 

i 
im  Ington 

W     . 

19 


Perklomen  Valley  (Fa.)  Ti                      In- 
corporated     

P>  '■  >  Track  and  Roadway.    . 

Petaluma    .v    Santa    :  :■  .  ty,    Pas- 

ition    

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

Traction      Situation 

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

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

way,    Track  and  Roadwaj  107    631 

Philadelphia  A    Westchester  Traction    Co 

N.w  Cars  ",'.\7 

Terminal     Station     »s 

Philadelphia    .v.-    Western    Railroad 

Construction    '7711 

Financial 797 

Long   Cross-i  >\  era    

Rolling    Stock     

Terminal    Station.    Philadelphia »8 

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

Philadelphia    Co     1  Pittsburg  1,     Financial 

2ii7.    602 

■  Iphla    Rapid    Transit    1  to 

Financial 171,    207,    175,   506,    802 

Freight  Set  vice  in\  estlgatlon  166 

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

Ni  «    I  Irdlnance      616     768 

Park    at    Willow    Grove 

Pi. in  for  Xew  Franchise 

Power     Plant      L69 

Rolling   Stock   208     ill 

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

proving    

Subwa)   Exits  to  Department   Stores. 

Track    and    Roadway     ii:ll 

Transfers    :..; 

Terminal  Station    . . . . '8 

Philadelphia     Vallej    Forge    A    Suburban 
.  1.1 

Incorporated    698 

Track   and    Roadway 

Phoenix    ,v-     Western    Development     Co., 

Incorporated    *77 

Pledmont-i  'arollna    Railwav .    1 irporat  - 

ed     

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

and     Power   SI  ins        1 1\ 

w  

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

•7vs 

Pittsburg     1 

Incoi  porated      

Subwa;  .     Proposed  

burg    .v     Biiti.t     Stri  ■  I     Rallwa] 

riptlnn      •:.  17 

1  luard  Rail  1  instruction 

Shopi  

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

Pittsburg   A   Westmoreland   Rallwa] 

Rollins  Stoi  k  569    664,   7^" 

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

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

Rolling    St..,  k  109 

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

trays 

1 1.  in.  i     fot   i ' luctoi  L86 

■ 
Roadwa] 

104,    139 

put    burg   B.  rew    a    Bolt   Co         

Steel  Co  I"  ' 

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

!'"«    'I         II     .III  169 

Rolling  Slock 
Ti  0  k    in. 1   Roadwa  j 
Plalnfield  A  sterling  Rallwa)    Track  and 
Roadv  .v 

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

1 pot  Ittl    I 

Manufactui  Ing  Co        1  1 1 

Point    Loin. 1    Electric    IC.illv 

rlwa)  ...     59 

Pol. 

iii     Denvei 

1:.  Infon  •  .1 

I    ',.||.      |.l. 

Polk,    II      II       Model  hlng 

M.i 

•  I   ■ 

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

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

1 

Pol   I 

d  ■ 

II  II 1     1 


ELECTRIC     RAILWAY     REVIEW 


Portland   &    Northern    Railroad 

Incorporated    093.   72S 

Track   .mil    Roadway 796 

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

Portland  Rallwaj 

ib  House  28 

Financial    

Portland    Railw  ly  Li  sver   Co.— 

Casadi  i  i  S  '608 

Dividends     791 

Financial    '•"- 

Pas  i  initial   

Power    Plant    



Substation    T637,    "Ml 

Terminal  Station  603,  798 

Track  and  Roadway 869,  505,  761 

Transmission   Line    600 

Union   Passenger  Terminal,    Portland. 

Portsmouth  Street  Railroad  &  Light  I 

Cat   House  29 

financial    172 

Power  Plan)   -'• 

Track   and   Roadway    

Postmaster  General,  Annual  Report.... 

Potomac    Ele  trli     I  'ow  -  i  ing- 

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

its     &    Wapplnger    Falls 
Electric   Railway,    Financial 881 

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

Power  Consumption  with  Trailers f378 

r  Distribution    lss 

Power    Plants — 

Ash  i  item   *163 

Boiler  Design.     By  A.  Bement 92 

Boiler  Room   Employes t279 

Boiler     Room      Kocords *721 

Coating    Boilei    Tubes   with   Graphite..  t212 

Comparison   of   Curves    +7ol 

Condensing   Versus   Steam-Heating 1*79 

i  tosl    ot   i  iperation    In    Massachusi 

Design,    Modern    Tendencies flS'i 

Development     fl76 

Economizers     t768 

Employes,   Efflciency  of  Labor +  .6, 

Employment     ol     Chemist     for     Boiler 

riant      f24  ■'• 

Hudson     Companies     at     Jersey     City, 

N.    J 15 

Illinois    Tra<t ion    System.    Peoria '251 

Motor-Driven  Steam   Valves t447 

i  A  i      Noteworthy     Saving     in     ilil 715 

Piping.   Inspection   of f!75 

Protective   Devices    t571 

Railway  Power  for  Pumping t803 

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

Roanoke  Railway  &  Electric  Co 896 

Smoke     Prevention     t769 

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

&    Wabash    Valley   Traction    Co *352 

Standpipes,     Freezing    Prevented    with 

Lamps     t280 

Stations  for  Reducing  Cost tS04 

Tests    of    Turbo-Alternator     *623 

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

sell    T475,    *616 

Water    Supply    |144 

Power    Specialty    Co 765 

Power  Stations  and   Piping  Systems.     F:y 

W.    I.     Morris 

♦21.    *53.    H32.    '191-.    »231.    •264,    'J 

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

•626,    •655.    '722,    *755.    »788 

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

Pratt   &    Whitnej    Co 634 

Presidio   &    Ferries    Railroad.    Track    and 
Roadway    98 

Pressed  Steel   Car   Co 277,    110,   603 

Orders    44) 

Preston    Cat     &    C ih    Co 699 

Pries   Publishing   Co 241. 

Prosser  Ti  action  <  v.. — 

Incorporated   203 

Track  tin. 3   Roadwas 169 

Protective    Devices   in    Power    Plants... 

Providence  &  Burrlllvllle  Street   Railway. 
Track   and    Roadway OS 

Public    Relations    and    Capital    Interests, 

New    England    Street    Railway   Club..    708 

Pubiit     S ration   of   New   Jer- 

Powt  :     11  i"t     169 

Problems     Confronting     484 

Rolling    Stock    372    664,   797 

-    at    Camden     *643 

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

Track  and    Roadway 

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

SI   OWS     Need     .if     CO 

Public  Utilities,  New  Jerses 471 

By    Tie. mas    N.    Mi  Carter 4S4 

Public    Utilities    Bill    of    New    York 

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

Public    Utilities.    Wisconsin f80.4 

Puel.la   Atlixco   &    Metep        I         trie   Rail- 

way.    Track   and    Headway 761 

Pugel    Sound    Electric   Railway — 

Dividends     797 

Finan.  ial     '. 539 

Freight    \\  664 

Investment    in    Timber   Lands +575 


Rollins   Stock   

Track  and    Headway 599,   695 

'•Is      

itional    Railway    & 
Powei   Co.— 

Incorporated     

Track   and    Roadwaj *33 

Sound     Skyhomish     &      Eastern 

Kail.' 
It;  

Track   and    Roadwaj    

Pullman   Co      I  Men 

Pullman    La    Cross.     &    Columbia    River 

Railroad,    Track   and    Roadway 833 

Putnam,   Henry  St  Clair,  Substitution  ..f 

the    1  '  i     the    Sti  am 

I  nr in  '150,    1-176     192 

Putnam  S    Rhode   isl i  Street   Railway, 

Incorporated   72* 

Putnam     -y     Westchester     Traction     Co., 

i,    and    Roadway 205 

Puyallup    Valley    Northern    Transit    Co., 

Tra.k    and    llnti.lwav     369,    537 


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

Brown    Plastic     *66S 

Clark   Soldered    *32 

Welded    

Kail    Chair,    Gilchrist '838 

Rail    Corrugation.    American    Engineering 

Association    351 

Rail   Joint    Company    of  Canada.    Limited  341 

Rail  Joint  Company  of  New   York 141 

Rail   Sections,   Standard.      Fly   C.    c.    Reel 

75.    •Ill,    "112 

Rails — 

Corrugated     fl03 

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

Railway   Safety  Appliance  Co 764 

Railway    St.-,;    Spring    Co 873,  410 

Railway    Traction    Construction    Co 603 

Raleigh    &    Durham    Passenger    £    Power 

Co..    Track   and    Roadway 169 

Randolph.   Isham.   Work   of  the   Sanitary 

District  of  Chicago B73 

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

Rapid    Transit    Railway    (Dallas,    Tex.), 

Financial     61 

Randall  Tram-Rail  Co 101 

Rates — 

Steam    Road   Switching.    Discrimination     23 
Rates.     Freight — 

Joint,  with  Steam  Reads 57.   355,   535 

Suit  to   Compel 167 

Minnesota    Commodity   Reductions 

57,    159.    22".  255 

Tariffs,    Joint   Electric   and   Steam.     By 

Charles    E.    Flagg 36 

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

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

Boiler     493 

ding    Afterthought     &     Northeastern 

Railway.   Incorporated    2.1 

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

Railway,    Description    *547 

Recording  Fare  Register  Co 699 

Type-G    Register    *27S 

Recort 

Boiler  Room    *721 

Equipments,   Lima  &  Toledo  Trac- 
tion   Co '359 

Form  for  Recording  Pile-Driving  Prog- 

;ess    »434 

Purchasing     Department,    Denver    City 

Tramway    Co 427 

Student    Memphis  Street   Railway *9o 

Red  Bank.   O.,   Track  and  Roadway 59 

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

and    Roadway 205,   47:: 

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

Incorporated   203 

Track    and    Roadway    306 

Redlands    Central    Railway — 

Incorporated    59S 

Track   and    Roadway 695 

Reed,   Francis  Co.,  Track  Drill *7uo 

Reel.    C.    G.,    Standard    Rait    Sections 

75.    '111.    »112 

-•.is    Recording  Fare *27S 

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

ice  Compared  |68 

i,  N.V.,  Track  and  Roadway 442 

haw,     Clarence,      Recent     Improve- 

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

Revolute    Machine    Co 

Rhode      Island     Co.— 

Car     House      101,      7'I4 

Financial    

Rolling  Stock    5«7 

Vestibules    on    Cars 166 

3  for  Extra  Employes 93 

Wage    Increase    597 

i;     II..   Operation   and  Construction. 

Elkin  .v   P.. -Hi. lei e  Railway »322 

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


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

Terminal   Station    172 

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

k   and    Roadwa  v 

mo  .v   Engine  Co.  ,27- 

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

Rio  de  Janeiro  Tramway   Light    .v   Power 
Co.— 

Financial     835 

hug    Stock     797 

Away,    Trolley    Poles    in    Denver *531 

oka   Railway    &    Electric   C 

I  hvidends     797 

Power  Plant    27.   272,   341,  396 

Rolling   Stock    

■id    Roadway 26.   306 

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

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

Eastern     Rapid     Railway, 

Financial     14o 

Rochester  Corning  &  Elmtra  Traction  Co. — 

Financial     602 

Supreme  Court  Decision   in   Reparallel- 

ing  Steam  Railways  +412 

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

Dividends    634.   881 

Financial    140,  634 

Rolling    Slock    

Track  and  Roadway 407 

Rochester  Railway  &    Light   Co. — 

Dividends     

Financial     14o 

Power  Station    27 

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

Financial    172 

Rolling  Stock   

Track    and    Roadway    795 

Rock    Island    Construction    Co.,    Incorpo- 
rated        236 

Rock    Island    Southern    Railroad — 

Financial     61 

Track  and  Roadway 

Rock  River  Traction   Co.,    Financial 29 

Rockford    &    Interurban    Railway — 

Rolling    Stock     140 

Track    and    Roadway S79 

Wage    Increase     139 

Rockford   Oregon    &    Southern    Railway — 

Incorporated      660 

Track  and   Roadway 369.    ate 

Rockland     South      Thomaston      .y-      Owls 

Head  Street  Railway,   Financial 4"S 

Rockland    Thomaston    £    Camden    Street 
Railway — 

Power    Plant    762 

Rolling  Stock    308.   372 

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

Rockville   Broad    Brook    .y-    East    Windsor 

Street  Railway.   Rolling  Stock 240 

Rockwood  &  Bakersville   Railway,  Incor- 
porated     

Roller  Skates.   Ball  Bearing »510 

Roiling    Stock- 
Orders    in    1906 +3 

Wrecking   Cars    +841,    «866 

Rome.    Ga.,    Track    and    Roadway 

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

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

Roodhouse-Virden     Railway.     Track    anil 

Roadway    272.    306 

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

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

Rossiter,   MacGovern  Co 634 

■   Converter  Substation.     By  F.   R. 

Schuchardt   +  1.  12 

Rotary  Converters   +1 

Economy    in    Operation 12 

Synchronizing   and    Starting 12 

Roundey,    E.    P. — 

Tie    Plates   and    Rods 44.    73 

Track   Construction   in    Paved    Streets 
Routes — 

Announcement   of  Changes   in 

Proposed   in    Chicago   Ordinances »480 

Royal    Manufacturing   Co..    Grinding   Ma- 
chines  »173 

Rules.   Benefit   of  Publicity 

.  Rumford   Falls  &   Bethel  Street  Railway, 

Track  and  Roadway 631 

RushmOre   Dynamo   Works 883 

Russell   Car   &    Snow-Plow    Co g09 

Russell    Fork    Railway.    Track    and    Road- 
way         661 

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

Co..  Financial 

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

S 
imento    Electric    Gas    .<.-    Railway — 

1  'ar  House    309 

Rolling   Stock    540.    732 

Track  and   Roadway    306 


ELECTRIC    RAILWAY    REVIEW 


Wage    I:  *3!> 

Safer  rnational    Exposition     95 

Saginaw  O  E  Railway — 

Incorporate*1    25 

Track  and  Roadway 369 

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

Roadwav  ■   795 

Valley    Railway. 

"61 

St.   Joseph   Railway  Light   Heal   ft    1 
Co.— 

Dividends   

Financial    6S8,    ■ 3- 

Four-Cent  Fare   Discontinued 334 

Track    and    Roadw.,  761 

St.  Joseph  Savannah  ft  Northern  Interur- 

ban  Rv..  Track  and  Roadway TO 

St    Jos.  i'h  Valley  Traction  Co. — 

Finan,ial     ...  -39 

306.  631 

Mo. — 

lfi7.    -35.   ;3S 

Tr.-.  396 

St     1.  Ileville    El' 

.ht     with     Steam 

•■•••v;*-12 

St.  Louis  .\:  Suburban  Railway.  Financial 

St      !  -.ampaign    Rail- 

69o 

- 

96 

y ■-■  1'",s 

■ninal  Rait 

St     I  •        -hern  Railroad. 

■*  ;  3?i 

W.  -t-rn    Rail- 

661 
1'rac- 

•  rporated    

Paul.   Minn..   Sei  366 

a  ay— 

*9' 

Wat  *>-? 

nd   Roadway 

Railway— 

i  .rporated    36» 

y   537 

k  540 
761 
ban  Railway.  Incorpo- 

•  ■ ■ 

San    Bernard!:  Traction    Co.— 

-  -  -**S£-   -il 

Tr  - 

San  lc    Railway — 

764 



MM 

■ 

■ 

500 

Rall- 

'• 

•   50a 
nd  &  San  Jose  Rall- 

' 

ps 

•866 

- 
■ 

•  ay— 

H    •  ■ :  ■ 

■»n<l  ''   „. 

■ 


:inah  Electric  Co..  Rollins  B  101 

er-Man  Electric  Co 444 

J.     W..     Proposed     D<  - 

Track  'TIS 

Schedu 

.1   and  Express   Service,   Xew   York 

+  1 

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

Financial    

Rollins  Stock   M 

- 

Track  and  Roadway 

- 

>ns  tli  !-' 

Schuylkill  Valley  Traction  Co.,  Track 

iway    m,    337 

ostructlon  C  508 

Incorporated    503 

Scioto    Valley  Traction    Co. — 

Financial    

crimination,    l  ■■    Islon   of   0 

Commission  on    

Rolling  Stock    IT': 

Track  and  Roadway 

Training    of    Motor    Men    ....    '■-- 

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

ton  Railway — 

Car   House    

Power    Plant    

Track  and  Roadway 169.   237 

nser.    Boa  

ire    Municipal    Railroad — 

Incorporated    137.   336 

Track  and  Roadway 

Portable   Spring *717 

Track   and   Roadway 661 

&  Manufacturing  Co.,  Orders 

it:.  :i» 

Ue-Ctieian-Spokane    Railway.    Incor- 

-'1 

Seattli  Co. — 

Adjusting    Street   Grades *aji 

'  '•■  -  

wer   Plant  » 

At  Georgetown   "v" 

-    -  

Track  and   Roadway 

439 

:         Interurban        Railway. 

k  and   Roadway   

Seat'  -  603 

Seattle- Tacoma        Interurban       Railway. 

Tra' k    and    Roadway 761 

rity  Register  &   Manufacturing 
Seli-  Rnll- 

Track    and    R lw:.v 9x 

Sp1„         -  -        rban      Railroad. 

Track  and   Roadway 

Stni 

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


<    Traffic.    Interferon- 
Toronto.    Dei  Islon 

Service  in   

Toronto    1: 

Line   Railway.   IneoT] 
Track  and  Roadwav 

I 


Strike 


Shannnhan     J     N 

Hwav    Assoctat 


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

Financial 

Rolling    SI 


rgnnl/ 


go   r 


A^.'llr,: 

■ 

tr,..   RbMbl    '•      '  •    I  '  •  ':" 

■ 


S — 
Con 
Knoxville  Railway  &   Light  Co..   K 

Tenn M'.'S 

Mot  ::i5 

Nashville  Rail-.- 

ville     ' 

Paint.    Handl.  S ' 

Lamp    - 

Camden.  N.  J 

Nortl  on 

United   Railro 

Wi  -  ii  a   in    Wheel    Room. 

trie   Railway,   Track 

5,  600 
port    Traction    Co. — 

Car   nous.-    

pa  

Is — 

National    ' 

Int.  Rapid  Tra 

New    York   Commission   Adopts    Draw- 

brldg  

Surprise    Tests,     I 

Railway     



Block— 

Automatic    

Multiple  Interlocking  Recording '573 

Sillker  Car  w..rks 101 

Silver  Belt  Railway,    Track  and 

Roadway     

Simmons,     P.,     Track     Construction     In 

Paved    sti.  •  is    75 

Simplon    Tunnel.    El.  51 

- 

Mil 
-     _ 

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

k   and    Roadway 370 

Sioux    '"in     Traction    • 

Pow<  r    Plant    -38 

T32 

Track  and  Roadwaj 730 

.,     F.  Us    (S      D.)    Ti 

Track    and    Roadway 



.S3 

P..    .v    Co       -76 

Uklnson    '14 

ma  ft  Lake  County  Railway,  Incor- 

ted 565 

Skim  f"r   Interurban 

and  Cltv  S  

Smith,   li     r.  in 

Smitl 

and      int.  rurban     I 

Tra.  k-    556 

Smith.    Peter,    I 

Smith  Improved   I k   Nut   Co  1.4 

Smok 

ad.    Track 

Soldering,    Blake   Tube    !■'   la 

Somerset    Water,    Light    ft    Ti 

- 

Fin 

98 

•' 
lew   of   i  ', 

'     £IUI 


no 


xviii 


ELECTRIC    RAILWAY    REVIEW 


Track  and  Roadway 407 

Southern   Michigan    Railway,    Track  and 

59 

Southern    Pacific    Co.— 

Electrification     .- 50 

Power  Plant   288.   887 

Purchase  of   Electric   Railways '687 

u  k    and     I:  337 

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

Co.,   Incorporated    172 

Southwest   Missouri   Electric   Rallwaj 

Car    House    :';| 

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

Southwestern  Portland  Cement  Co 881 

Southwestern    Traction    Co. — 

Abandons  Ganz   System _S. 

Extension     *  ■  •' ' 

Financial   29, 

Track    and    Roadway 98.    695 

Southwestern   Wisconsin  Railway.   Track 

and  Roadway   4.3 

Span  and  Catenary  Construction.     By  G. 

E.  Eyeleth   *80.  *8S 

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

Incorporated    304 

Track  and  Roadway 337.  442 

Spikes.    Railroad.    Holding   Power 131 

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

and  Roadway 169.  237,   272     66 

Spokane   &   Inland   Empire   Railroad — 

Financial    

Handling  Circus  Train    *S72 

Passenger   and    Freight    Station 66;, 

Passenger    Station 836 

Rolling  Stock   172.   240,  764,  836 

Track  and  Roadway 

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

Spokane    &    Inland    Railway — 

Electric  Locomotives    50 

Freight  House  275 

Rolling    Stock    507 

Track  and  Roadway 99,  566 

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

Rolling  Stock  62 

Track   and   Roadway 661.  8.9 

Spokane  Terminal  Co..  Electric  Terminal*148 

Spokane   Traction   Co..    Rolling  Stock 101 

Sprague.    Frank   J. — 

Electric  Trunk  Line  Operation 6S5.  719 

Safety   of   Electric    Locomotives 390 

Springfield.    111.,    Incorporated 336 

Springfield.    O..    Financial 61 

Springfield    &    Eastern     Street    Railway, 

Financial     698 

Springfield  &   Southeastern  Traction  Co., 

Track    and    Roadway 26.    9S 

Springfield   &   Xenia   Transit   Co..   Finan- 

cial    29 

Springfield  Beardstown  &  Quincy  Rail- 
road.   Incorporated    760 

Springfield     Belt     Railway.      Track     and 

Roadwav     695 

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

Springfield    Consolidated    Railway — 

Car"  House    79S 

Financial     408 

Track   and  Roadway 631,    730.   834 

Wage   Increase    94 

Springfield  Railway  &  Light  Co..  Rolling 

Stock     569 

Springfield    (Mass.)    Street    Railway — 

Financial      40S 

I'  i'  Plant    401     730 

Rolling    Stock    275 

Track  and   Roadwav 538.  695 

Springfield    Troy    &    Piqua    Railway — 

Track  and  Roadway 566 

Wage     Increase      170 

Springfield  Wilmington  &  Cincinnati 
Railroad — 

Financial    207 

Track     and     Roadway 169,     661,     76] 

Sprout.   Sidney.  Test  of  Insulators  for  an 

Fxecptional    Service *779 

Squirrel    Hill    Street    Railway.    Incorpo- 

d     368 

Stafford    Springs    Street    Railway.    Track 

and    Roadway    695 

Standard  Asphalt  &  Rubber  Co 240 

Standard  Coupler  Co 62.  snr, 

Standard    Electric   &    Plie-nlr-al    Co 275 

Standard   Motor  Truck   Co 27<; 

Standard    Railway   Equipment   Co 444 

Standard  Underground    Cable  Co 141 

Standard  Varnish  Works.  Insulating  Ma- 

t  >  ■  1  i :  1 1     838 

Standardization — 

Brakeshoes     *679 

Central    Electric   Railway  Association..   593 
Renort    of — 

Committee    •67B 

Biers      +S42 

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

Trunk  Lin»  Operation *150 

Stanley.  A.  H.— 

Rail    Joints    77 

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

Co 733 


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

Stations    and     Buildings— 

Advertisements  on   Platforms   |803 

Boston    Elevated   Railway   Co..    Dudley 

Street    Terminal    Improvements *164 

Freight  Station.  Ft.  Wayne  &  Wabash 

Vallev  Traction  Co *360 

Liability   for   Platform    Areas "411 

Shelter  Sheds.  Illinois  Valley  Railway.  .'395 

Spokane    Terminal   Co *14S 

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

Station    Designs    t412 

Terminal    Station.    South    Bend 72. 

Transfer  Station,    Nashville  Railway  & 

Light  Co *187 

Union    Station    at    Hamilton.    Ont 122 

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

Statistics — 

Canada,  Electric  Railways   468 

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

1906    165 

Rolling  Stock  Ordered  in  1906 +3.     E 

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

Steam-Heating  Versus  Condensing t*79 

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

Steam    Railways — 

Acquisition   of   Electric    Lines 56 

Competition   with    Electric    Lines t842 

Ownership  of  Electric    t637 

Paralleling  by  Electric  Lines 403.  1412 

Progress   of  Electrical   Equipment.      By 

Bion   J.    Arnold 49 

Stephenson.    John.    Co..    Orders 101 

Sterling  Electric  Co -,,s 

Stcrling-Meaker    Co 276 

Stern.   M.  C.   Train  Dispatching.  Modern 

Methods    684 

Steuben  Traction  Co..   Incorporated 25 

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

Financial    29 

Steubenville  &  Ohio  Valley  Traction  Co.. 

Track  and  Roadway  59 

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

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

Stockton   (Cal.)  Electric  Railway,   Power 

Plant    306 

Stone   &  Webster 275.   569.   S3, 

Earnings    in    1906 MS 

Operative  Earnings  t703 

Storage    Batteries — 

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

Prevention  of  Sulphating 477 

Storekeeping— 

Cost   of    t34,    *40 

How  to  Prevent  Leaks   *6S2 

Records    for    Distribution    of    Supjplies. 

Chattanooga  Railways  *294 

Stover   Manufacturing   Co 240 

Stranger  Valley  Electric  Railway.   Track 

and    Roadway    138 

Strikes — 

Birmingham    Railway    Light    &    Power 

Co     „ 691.    tt>8 

Butte    Street    Railway 404 

Detroit   United   Railway    72, 

Louisville     (Kv.l     Railwav     Co 365 

Evansville    &    Southern    Indiana    Trac- 
tion Co 691.  727 

Montgomery     Traction     Co 4,1 

Michigan  United  Railways  Co 471.   501 

Shamokin  &  Mt.  Carmel  Transit  Co 75S 

United   Railroads  of  San  Francisco 

597,  612,  65S.  758 

Utah  Light  &  Railway  Co 597 

Venango   Traction  &  Power  Co 72, 

Waterloo  Cedar  Falls  &  Northern  Rail- 
wav        692 

Stroudsburg  &  Wind  Gap  Street  Railway. 

Track  and  Roadway 272.   3," 

Stuart-Howland   Co 275.    276.  341 

Students.    Experiments   as   Aids *63S 

Sturtevant.    B.    P.,    Co 

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

Substations — 

Attendants   Making  Repairs +»>"  ■ 

International    Railway.    Buffalo '214 

Metropolitan  West  Side  Elevated  Rail- 
way.  Chicago    *69 

Portable    + '  :i° 

Portable-    Rotary      Converter.      Illinois 

Traction    System    t6o 

Portland  Railway  Light  &  Power  Co.. 

+637.    '641 

Rotary  Converter   ^iolo 

Schenectady    Railway    S09 

Synchronizing      and      Starting      Rotary 

Converters     1- 

Suburban   Transit  Co.,   Track  and   Road- 
way          59 

Subways — 

Boston.    Mass £6" 

Brooklyn.  N.  Y 758 


Chicago     592 

London    624 

New   York   

102,   438.  563,  830 

Brooklyn-Manhattan    Loop 166.    «221 

Lexington    Avenue    *486 

Local    and    Express    Service tl 

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

Specifications   166 

Pittsburg     234,  501 

St.   Louis.   Mo 167.   235,    23S 

Suitman.    Ark..   Track  and   Roadway 730 

Sunbury    &    Trevorton    Electric    Railway. 

Incorporated   304 

Superheaters,  Tests  of 134 

Susonehanna     Railway     Light    &     Power 
Co.— 

Car  House   *6d 

Financial    3 1 1 

Incorporated    336 

Track   and   Roadway    879 

in   Creek  Railway.   Incorporated 96 

Swannanoa  Valley  Railway.   Incorporated  794 

Sweeping   Compound.    Perolin *799 

Switchboard,    Maintenance    t344 

Switches —  . 

High-Tension  Transmission  Lines *3. 

Time.   Anderson    *242 

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

Chair *838 

Synchronizing  of   Rotary  Converters 12 

Synchronizing  Without  Regard  to  Phase 

Relation    *°38 

Syracuse,  N.  Y..  Track  and  Roadway 730 

Syracuse  &  Chittenango  Railway.  Incor- 
porated      529 

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

Syracuse  &  South  Bay  Street  Railway- 
Financial    308 

Incorporated      368 

Track  and  Roadway 695 

Syracuse   Lake    Shore   &   Northern   Rail- 
road— 

Financial     *<- 

Rolling    Stock    "40 

Syracuse   Rapid  Transit  Co.— 
Dividends    


Extensions 


64 


Financial     *98 

Shops   444 


Taeoma,  Wash..   Track  and  Roadway 473 

ma   Railway  &  Power  Co. — 

Passenger    Station    172 

Private  Car   234 

Substation    631 

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

Wage   Increase    629 

Tampa  &    Sulphur   Springs   Traction   Co.. 

Track  and   Roadway 442,  662 

Tampa    &    West     Coast     Railway.    Incor- 
porated       536 

Tampa  Electric  Co. — 

Rolling  Stock   603 

Track  and   Roadway 879 

Tanwax    iWash.i    &     Western     Railway. 

1 porated    °03 

Taxation — 

Brooklyn  Rapid  Transit  Co 433 

Indiana   561.  .>'.'. 

Michigan     *144 

New    Hampshire    201 

New   York  Franchise   Taxes 202.  470 

Tavlbr,  R.  C,  Car  Lighting *128 

Tavlor   Electric   Truck    Co 660 

Tecumseh -Norman   Traction     Co..    Track 

and    Roadway    23s 

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

Telautograph   for  Train  Dispatching +  ."- 

Telephones — 
Car    Dispatching,    Detroit     Jackson     & 

Chicago    404 

Condensers.      Kellogg     Switchboard     & 

Supply  Co *241 

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

Electric  Railway   Service 189 

Reducing  Noise   T375 

Temple.  Tex..  Track  and  Roadway   8i9 

Tennessee-Georgia    Interurban    Railway. 

Track   and   Roadway 442.  SS0 

Terminals.    Joint    Operation   of    City    and 

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

and   Buildings. 
Terminal   Stations — 

Freight.   Ft.  Wavne  &  Wabash   Valley. 

Ft.    Wayne.    Ind *360 

Hamilton.    Ont 122 

International  Railway.  Buffalo 134 

Milwaukee.    Wis 292 

Philadelphia.   Pa'.    *» 

Portland  Railway  Light  &  Power  Co...   3i9 

Toledo.    0 64 

Terminal   Tracks.   Rental  of t212 

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

Terre   Haute   ,*c   Western    Railroad — 
Incorporated    58 


ELECTRIC    RAILWAY    REVIEW 


Ni\ 


Tra.  k 

Haute     Indianapolis      A      Eastern 
Traction   Co. — 

Financial     

Incorporated     336.  440 

Power  Plant    795 

Track  and  Roadway 

Terre  Haute  Traction  ft   Light  C 
- 

Rolling   Stock    MR,    no.  372 

Tex.irkana    Gas    ft    Electi  :  tiling 

Stock    .   34  ' 

Traction  Co. — 

Equipment   13 

Financial    ......  37.' 

r  Plant   27 

-     ok    634.   797 

Substation     27 

Track   and    Roadway 

-    - 

Thermit  Rail-Welding.     By  M.  J.   French 

:•;.  »83 

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

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

Ticket   Destroyer.   Patten *47v 

Tl.bw  Track    and 

way     

IV    Hates — 

An.i   Tie  Rods    44 

Malleable  Iron 

Ties- 
Concrete,  American 

tlon   

Japanese  Oak.   for  Calif.. rni.i 

ntenance   of   W  ntion 

Steel    

Values  of  Different  42s 

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

Timber  Treating  



Time    Switch,   Anderson     •   t ■■ 

Tlmek  n.)     Rall- 

•v   Light  Co *147 

Tincley.    C.   L.    S  — 

in — 

•■elation  

trie     Traction     I 

Track    and    Roadway 631 

Toted  -      tj,,n 64 

Chicago    Interurban    Rain. 

Track   and    Roadway S9,    inv    887,  (  .; 

Columbus      Railway.      Ii 

porat.   !  .271 

ce  Railway.   Incorpo 
&    Ft     Wayne 

'1     566 

761 

Railway — 

•687 

1 

.... 

'72.   47." 

ndllng 

Rolll!  | 

troll     Rail.'. 

-toria      A 

'■ 

Railway — 

•  — 
- 

'  II" 


trie 


ll 


' 


■ 


Bj   F   D   Jack- 

7 .:.   »82 

Pies    

rete    Ties.     Maintenance     of     Way 

Conyention     

structton  in   Paved   S  ij    l 

E.   Matthews    ... 

i  Rails   .'tin:! 

Mechanics  



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

76,    *83,     86 

•ial  Requirements   for 

i.i   Rail   Construction,    Pittsburg    & 

Butler  Street   Railway 

-i  (vera   

New    Design  in  San  Francisco +7'U 

Proposed.  ...    Railways.  .  .  . 

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

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

Rail   Corrugation    t.".  1 .' 

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

Standard 75.  •111.  «U2 

structlon  In  Pan  Francisco *704 

Relation  to  Maintenance  of  Equipment. 

By   W.    it    Griffin 

Removal    of   Unused    Tracks     in     Ni  v. 

York    470 

Safety  of  High  Speed  Trains f"l- 

Spikes,    Holding   Power 131 

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

Standard   Rail    for  Chicago «457 

T-Rail  at  Ft  Wayne,  Ind «396 

T-Rail  Controversy   in   Columbus,  0.14,  202 

T-Rail  in  Paved  Streets »lll 

Tie     Plates     and     Rods.       By     E.      P. 

Roundey     1 44.     73 

Ties   of   Different   Materials,    Values   of  4J'l 

Ties,    Steel    7:;,   *g2 

Welding.   Electric.      Bv   P.    N. 

7fi.    *S3.     86 

Welding,    Thermit.      By    M.    J.    French 

76,  »8J 

Track    Construction     in     Paved     St  1 

By   I     K.    Matthews 

Track    Prills.   Reed »700 

Seattle    Electric    Co..    Adjusting    SI 

'  trades *<i74 

Track   Rental  Charging +212 

Tracklaylng  Machine    We      itl  •645 

Mark.    Twin    CltJ     Etapld    Tl 

Co 

Traffic— 

Chicago  Elevated  Roads — 

g    May.    1307 7I<: 

In    1906    

us   Train.   Spokane   A   Inland   Bm- 



Joint  Agreement  

On  -      th     Bend     .V-      Nortl 

Indiana   Railway   

Michigan  Rallwa 
Wlnons    I  .   792 

Trai 

Train    1  lispati  ning — 
Lin  ...    Ralln  1 

Mod  ids  on   Eli  ctrii    Ralta 

By    II.    II.   Polk  521 

Trains.    High   S 

ling 



Tran  166 

In  - 

I    

'ling 



- 
Light     Co 

nun..  1    In    N.-w    York 

■  l   in   Two    I 

'.■Ii 

I' 

717 

••ill 

11  Hid 


Trol  Retriever,   Mllloy *70'> 

Troll  ling  and    Locating. .•658 

Trolley  Guards — 

Automatic     

National     »667 

Trolley   Hangers,   Cement  Insulated 

Trolley    Span    Construction •80,   »88 

Trolley    Springs,    Adjusting f"35 

Trolley   Support  or.., 

'687 

Trolley     Maintenance,     Gasoline     Ti 

11    for    

Anchoring   at    Spans •  1  :<7 

Breakage   

Bj    M.    Baxter   125 

Flexible    »722 

Qraphlte,    With    Bushings t.'.it 

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

Tulsa   .1    TO  Streel   Railway,  Track  and 

Iway    407.  762 

Tunm 

troll    River,    Electrical   Equipment. 

Bast  River,  New  York 

Minis. .11    A    Manhattan    Railroad 49 

Hudson    River    234 

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

Metropolitan   street   Railway  Company 

of  Kansas   City 886 

New    fork  Railroad 40 

Pennsylvania  Railroad  18 

si     Clair,    Electrical   Equipment 

Slmplon,    Electrii     Locomotives 51 

Thames    River    39 

Turbine    Plant.    Potomac    Electric    Po 

Co '717 

Tin  Lines — 

Influence  of  Steam   Pressures +413 

Operating  Features  of  Reaction 399 

Turbo-Alternator.    Test     of     a     500-Kilo- 

watl     «623 

Tuscarora     Valley     Traction     Co.,     Track 

96 

Lucius,    Vi,-«s   on   Electric    1: 

171 

Tweedy-Randolph  Co 733 

Twin  «'i!y  A  Lake  Superior  Rallwa] 

Incorporated    

Track   and   Roadway 662 

Twin   City    I  nslt   Co. — 

Big    island   Park   Improvements 94 

Dividends    589,   768 

Financial   289,  871 

Substation    

Trad..   Mark    M60 

Wat  ';'-'v 


U 

rjnderfe  .1  Stoker  Company  of  Amerl 

875,    604,    635, 

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

Underground  Railways,   London 



Rolling  Si  

in    Sardwan  

Ball-B  arlng    Rolli  1 

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

J 

1  ilyld.-n.ls     

Rolling    Stock    

Track  and   Roadi  

Union  Switch  i 
1 rnloi 
Union  1 

i'..  

Rolling   Stock 

I  1.1.  II i       and 

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

Strike 

I I  in  Hon 

1 
1   Rallwa; 
Vni 

■ 
< 

■ 
I 
. 


7:::: 

878 

7:;  1 
194 
664 

.'.117 


109 


.,  1  . 


ELECTRIC    RAILWAY    REVIEW 


Inarj    Report   7:11 

United  States  Rubbi  c  Co 62 

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

United  Traction  '  '<• 

Car  Bouse   341 

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

.\.  w   Type  ol    Car 

Rollins    Stock    836 

Crack  and   Roadwaj  .     .69,  99, 

Universal    Portland   Cement   Co 

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

Utah   Light   .v    Railway- 
Car  House  101 

Financial    100 

i  'Mi.-.     Building   569 

Power   Plant 59.  99.  505 

Rolling  Stock   372,   Wt 

Shops    101 

Strikes    597 

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

Utica,    N.    v..   Track  and    Roadwaj 138 

Utlca  &  .Mohawk  Valley  Railway — 

Express  Depot   603 

Financial    698,  881 

Track   and  Roadway 880 

Southern    Railroad — 

Incorporated   5S 

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

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

V 

Vallejo   .v    Northern  Railway — 

Incorporated    304 

Track    and    Roadway 370,   702 

Vallejo  Benicia  &  Napa  Valley  Railroad — 

Car  House    569 

Extension     to    St.    Helena 190 

Japanese  Oak  Ties -j-375 

Rolling  Stock   lin 

Valuation.  Milwaukee  Electric  Railway..  202 
Valves — 

Hopkinson-Ferranti     »S52 

Motor-Driven  Steam   ^147 

Motorman's,     With     Pneumatic     Trac- 

Sander    *342 

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

vent  Derailments  on  Curves *445 

Varnish.    Improperly   Mixed 227 

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

Kansas   City,    Kan 297 

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

and  Roadway    13s 

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

Virginia    Passenger  .v:    Power   Co S3.; 

Rolling  Stock    29,  004.  7:12 

Vogel,    H.    F.,    Contracting     &     Railway 

Supply  Co 275 

Voltmeter,    Klectroplaters    *477 

Vreeland,  H.   H..  Personality  in   Handling 

Employes     750 

Vulcan    Iron    Works    Co 172 

W 

Wal &  Wawasee  Railway.  Incorpo- 
rated         304 

Waco,    Tex..   Track   and  Roadway 138 

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

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

Wages 

Extra    Employes    93 

Increases — 

Aurora    Elkin     &    Chicago 876 

Chicago   &    Xoliet    Electrii 629 

Chicago  City  Railway 439,  659,  720 

Chicago     South     Bend     .V-     Northern 

Indiana    535 

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

Duluth    Street    Railway 629 

Grand    Rapids   Street  Railway 403,   535 

Holyoke    Street    Railwav 166 

Int. Thorough    Rapid    Transit    Co 167 

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

Lighting  Co .' 535 

Louisville   &   Southern    Indiana   Trac- 
tion Co 536 

Louisville   Railway   236 

.Municipal  Traction  Co..   Cleveland    0    7:. I 

Nashville    Railway    &    Light    Co 7H1 

Oakland  (Cal.)   Traction  Consolidated 

Co 23S 

Ogden    Rapid   Transit    334 

Omaha  &  Council  Bluffs  Street  Rail- 
way        62s 

Pitt=bure   Railways   404,   43ri 

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

Rl  1.  .dp  Island   Co 597 

Sacramento   Electric  Gas   &    Railway 

Co 439 

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

s.  attle   Electric   Co 439 

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


Ta .a  Railway  &  Power  Co 626 

Twin  i  uty  Rapid  Trail  It  Co     628 

West     IViili    Hallways 134 

Worcester   Consolidated    Street    Rail- 
way       793 

Trainmen  Withdrawing  Paj  from  Dally 

I  loll is    T554 

Universal   Increase  for  Conductors  and 

Motormen     57 

Wagner  Electric  Manufacturing  Co 569 

Wagner  Lake  Shore  &  Armour  Rallwa 

Incorporated   030 

POVi  ei    riant   880 

Rolling  Stock  732 

Track   and    Roadway .' ,  002 

Walla   Walla    Valley   Traction   Co.— 

-     i   Bouse  141 

Tia.k    and    Roadway 107,  566 

Wallace    Supplv    Co SS3 

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

Walsenburg  &    Western    Railway,   incor- 
porated      405 

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

Warren  Electrical  Manufacturing  Co. 476,  603 

Warren    Street    Railway — 

Car  House    309,  798 

Track    and    Roadway 880 

Warsaw   Street    Railway,    Rolling   Stock..  208 

Washington.    D.    C. — 

Electrification    of  Terminals 235 

Speed   Limit    94 

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

Washington   ,v-   Martinsville   Traction  Co., 

Track    and    Roadway S34 

Washington     Alexandria     &     Mt.    Vernon 

Railway.    Financial    207 

Washington  Baltimore  tX-  Annapolis  Elec- 
tric Railway — 

Car   Repair   Shop 341.  373 

Railway   Station    603 

Rolling    Stock    20S.  340 

Terminal    Station    470.  704 

Track    and    Roadway 40, 

Washington     Frederick      .V:      Gettysburg 
Electric   Railway — 

Car  House   *76 

Track  and  Roadway 473,  631 

Washington    Railway    &    Electric    Co. — 

Dividends     664 

Financial    172,    239.  372 

Pension    System    24 

Rolling   Stock    664,  S36 

Track  and  Roadway 730 

Washington  Railway  &  Power  Co. — 

Incorporated   96 

Track    and    Roadway 538,  762 

Washington   Spa   Springs  &   Gretta  Rail- 
road— 

Incorporated    ->3b 

Track  and  Roadway 566 

Washington  Traction  Co..   Financial.. 372,  664 

Washington    Water   Power   Co. — 

Financial     40S,  ssl 

Power  Plant   "62 

Rolling  Stock    ■  ■  ■  764 

Track  and  Roadway    40,,  bbb 

Wason    Manufacturing    Co 373,  444 

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

Waterbury  &  Milldale   Tramway  Co..   In- 
corporated   536 

Waterloo   Cedar   Falls    &    Northern    Rail- 
way— 

Rolling  Stock    540.  836 

Strikes     ^ 

Track   and    Roadway <>dl 

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

Watson.  John  B..  Contractor's  Equipment  172 

Waumandee  Railroad.    Incorporated 405 

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

Waupaca  Electric   Right   &   Railway  Co., 

Rolling  Stock    732 

Wausau  Street  Railway — 

Rolling    Stock    275 

Track  and  Roadway =03 

Waverly    Sayre    &    Athens    Traction    Co.. 

Financial    - '  ' 

Wawasee    Ligonier   Topeka    &    Lagrange 
Railway — 

Incorporated    jjPj 

Track  and  Roadway 306 

Waynesburg  (Pa.)  .v:  Monongahela  Street 

Railway,   Incorporated   ,;:,:: 

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

Wells    Brothers    Co 665 

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

Wendell  &  MacDuffie 569 

Wesco   Supply  Co 20S.   764.  799 

West    Chester  Street   Railway   Co. — 

Financial     443 

Rolling  Stock   140 

Track  and  Roadway 538 

West    End   Street  Railway— 

Dividends     881 

Financial     372.  506 

West    Jersey   &    Seashore    Railroad — 

Electrification    50 

Financial     664 

Power  Plant   631 

Power  Plant  Equipment    173 

R.  .lling  Stock   29,  172.  173 


Tra.-k    and    Koadway 272.    002 

W.sl     Iviiu     Railways — 

Concrete   Towers   71:; 

1  Mvidends        531J 

Financial  30s.  602 

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

1  llsclpline,  -Methods  of 296 

Wage    Increase    134 

w.  st    Philadelphia     Passenger    Rallwa; 

Dividends   S35 

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

porated    304,  630 

West     Shore     Railroad— 

Electrification   50,  *S14 

Track  and  Roadway   730 

w.st   Shore   Traction  Co. — 

Financial     -:::i 

Track    and     Roadway 

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

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

Alternating   Current    Kan  Motor *">71 

Ar.-    Lamps    for    Low    Ceilings *31 

Western    .Massachusetts   Street    Railway — 

Financial     634 

Rolling  Stock   240 

Track   and    Roadway 59,  306.   795 

W.steni     New     v.nk     iX-     Pennsylvania 

Tl  a.  tion    Co. — 

Financial    29,   100,   835 

Substation    730 

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

W.steni   Ohio   Railway — 

Financial    172 

.Modern  Train  Dispatching »6S0 

Rolling  Stock   140 

Western   Railways   &   Light  Co. — 

Financial   634,  732 

Incorporated      693 

Western    Society    of   Engineers 302 

Annual    Meting    36 

Electrical    Section    94,    234 

Western    Wire   Sales   Co 444.   883 

Westficld.  Mass..  Track  and  Roadway 169 

Westinghouse    Air    Brake    Co 883 

Westinghouse,    Church,   Kerr  &   Co 569 

Westinghouse   Companies    373.  570 

Westinghouse    Electric    &    Manufacturing 

Co 172.    309,    144 

El.-.tii.     industrial     Locomotive    *884 

Westinghouse   Ramp  Co 444 

Westinghouse   Machine   Co 604 

Generators  for  Brooklyn *142 

W.-ston     Electrical     Instrument     Co. — 

Electroplaters'    Voltmeter    *477 

Portable  Multimeter   *574 

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

Whall.    C.     H.,    Co 444 

Whatcom  County  Railway  &  Light  Co. — 

Financial    797 

Rolling   Stock 29,    732,   797,   S36 

Tra.k    and    Roadway 662 

Wheel   Guard   to   Prevent   Derailment   on 

Curves    «445 

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

Car,   Interurban   and    City  Seryice.     By 

C.    Skinner    »423 

Steel.   Characteristics   -843 

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

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

Wichita    Railroad   &    Light   Co.,   Track   & 

Roadway     473.    762 

Wilkesbarre  &  Wyoming  Valley  Traction 

Co..    Financial    172 

Wilkinsburg     East     Pittsburg     &     Turtle 
Creek     Street     Railway.     Track     and 

Roadway     370 

Wilkinson,      George,      Depreciation      and 

Reserves    f481.   491 

Willamette   Valley    Traction    Co. — 

Passenger  Station    634 

Rolling    Stock    62 

Shops    634.    665 

Track   and    Roadway    306 

Williams.    D.    T.,   Valve   Co 836 

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

Rolling  Stock    476,   S36 

Track  and  Roadway  834 

Wilmington   &   Wittingham   Co..   Incorpo- 
rated         204 

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

Wilson.    Charles    L..    Track    Construction 

in   Paved   Streets    74 

Wilson.  H.   L.— 

Accountants'    Convention — 

Depreciation      528 

Wilson.    P.    N. — 

Derailing    Devices     79 

Electric  Welding   76.   »S3.   86 

Rail   Bonds    79 

Rail    Joints    78 

Wilson      T.     W.— 

Derailing   Devices    78 

Rail    Joints    76 

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

Power    Plant    370 

Window    Fixtures.    National *278 

Windsorville    ,x-    East    Hartford   Railway, 

Incorporated      728 


ELECTRIC     RAILWAY    REVIEW 


Windsor    Locks  &    Western   Street    Rail- 
way,  Incorporated    

Winnipeg,  Man.  Track  and  Roadway »>» 

kl:  172-  ■•;■'•  ■:".) 

I -•     It; 

Si  ?,* 

Track    and   Ro       ■  •••• 

Wini        -   -        rk  &   Lake  Wii 

k   and    Roadway ooo 

Railway— 

'"1    "; ': 

'" 

•living   Prog- 
*434 





; J*! 

•ompany  ol  America, 

.rn    Minnesota    Kail- 

ted    

lilway.      Incorpo- 

I      ........  ■     "< 

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


Wisconsin,    University   of — 

Reinforced    Concrete    Tests 126 

ol  for  Artisans 5t>3 

onsin    Valley    Electric    Railway,    In 

irated    

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

Wolff  Truck   (-•ram.    I  666 

Wolff  Truck  Manufacturing  Co '••■'• 

Woodburv  &   Waterbury  Street  Railway, 

Track   and    Roadwaj  99 

Woodman,    R.,    S  ~  ipply 

in 

w i.    Charles    N      Co  141 

Worcester.   C.    H  .   Co 240 

Worcester    (Mass.)     Consolidated    Street 
Railway 

•    House   

Financial  luti 

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

Track  and  Roadway 26 

Wrightsviile     &     York     Stat.-     Rallwa] 

Track    ami    Roadway -:;s 

Wyalusing   Valley   (Pa  I   Railway,   Track 

and  Roadway  

Wyandotte  &    Lawrence  Railroad,  Inco 

ted    "" 


V 

Yakima    Intervalley  Traction   Co.,   Track 

and   Roadway    '-' 

Vale    ,y    Towne    Manufacturing   Co 



Yankton  Southern  Railway,  Incorporated  794 

rack    ami    Roadway 

' 3m, 

Ycllviilo.  Ark..  Trai 

York.    Pa  ted   304 

York   COUI  Ion  Co. — 

Financial     797 

dwaj 99,    169,   588,    196 

York  Street   Railwaj 

incial    

Rolling   Stock   340.   569 

Youm  Rlvei      B  Jlroad, 

Tick    and    Roadway 566 

Youngstown  &  Southern   Railri 

ami    B  

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


PERSONAL 


A 

HI 

Acbelpohl.   W.   J.... 

Ackerman,    C.    t sw 

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

William    J 880 

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

William     R....    liO 

Altitun-.     I 
Anderson.    A.    A 

''.    ■' '."' 

J    ^  4  •  i 

!i     ., 

MIL'.      4.) 

Jtrong,   T.    C 807 

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

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

B 

Iph    YV. 

I         A  .  .  . 

W      K 

M...474 

- 

- 

!'.- 

II       N 

I' 
I 
..mm     s 

•-,     I. 

- 

•     II 

lohn    B 

■ 


I      .. 

I 
i      II 

II 


Brvant.   C.    F.632.    730.834 

,.  j.  w.  w...    to 

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

4,4 

Budd,    B.    I 

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

-• 

Burdreau,    Joseph    . 

K....696,    »762 

Burke,     J      P 888 

Burnett,   Jno.  T 99 

A".    R 840 

Burw.  11.    J      H 411 

.  II.    Fred   N. 

i  Ick    .    17" 


:        H 

Calderw I.    J.    F !•" 

i  rldeon    N 62 

on,   James    B.. 

Candee,    Leverett    ...  142 

G ■•■ ' 

i  ■    .1 (64 

17" 

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

r,     F.     W 506 

Chadl i  ne,    M.    O.. .  871 

Chapman,  ''■  731 

Chappelle,    C.     C.764 

.    Prank   1..  ,  .6  I 

Chllds,    S.     W 

Chubbuck,    11.    E., 

Claflln,   John    '  •" 

M 

ciark,    Charles 


•  'lark. 

low 

<'lark. 
Clark, 


Francis 


II... 
•632, 
Lud- 


174,   '■: 


II    .1 

William     .1 



O      I  •   

Collins,    S     J.. 

Collins,    W.    II 

\\       \ 

i  !onn<  ' 

ird    'l 

i . 

nk 

■ 

1 1 

i 

II,     W       II     

I ' 

I 

' ' 


7:;:: 

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


.1      II 

mil'  I 

i: 

William    il 


. 


I  ■ 


Davis,     David    T 871 

Davis,    !■:.    F 762 

Davis,    E.    J 17".  474 

\ "31 

ese     i'": 

Aaron.    Jr 80 

Deflnbaugh,   C.   K... 

Delninger,    D.    M -7 

r.  s 

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

l  lenns .    C ;:"  l 

W.    G 638 

l  lewes  .  Francis    1 1  442 

In.  key,    M.    K 139 

Dickinson,    John     C  141 

.1 .     A 

i  ieorge    1 1 

Dolan,    w.   J 

880 

las,    Flndla 
Dowdell,     Vi 

,      I'.     1 880 

Doyli      Frank  J.. 474 

Dral  e,    Frank    s 

r,   Waltci 
Dunbar,    Robert      600 
Dunkerley,        William 

II 

Durfee,   W.   T 

Duval,    II.    C 338 

E 

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

,    on,    Frank    . 

I i      (Jtel 

Edmonston,    !•:.    D....  v^ 

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

II.    i  > 442 

Emmerlck,    A.    C  -'• 

Emmons,   CD 

Em us.    N      II 

F 

■ 

Fltzpnlrlck,    " 

i      i 

I 
1 

1 1  I 


■    narl.-s    L. 
Fin  si.     Frank    A... 


Gadboury,    A -■ 

y,    Edward    - 

Gallagher,   J.   M 508 

Callaway,     J.     N 62 

Gannett,    George    a 

i  lardner,    A.    A s:;* 

Gardiner,    Chai  li  -     \ 

i ;. k,    Robei  l 

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

17  1.    '567 

( iettys,    William    ... 

m,     M.     I 

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

Gillette,    W 871 

Gilpin,   V.   C 208 

.11.  ,,n.    William 

William   K 

•I,  ,.    I.  : 

273,    834 

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

Coslmin.         Ilauv        It. 

28, 

Gould,      William     N...    ''"I 

U 238 

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

G r.   Dai  hi   Smith.  .  240 

|  Hi.  st.     W.    W 

Griffin  ....    '540 

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

i  (rigs         i  781 

Groven,    Nathan    C 
l     T.    F 

H 

i  i.i  k<  r,   Morii  506 

ii  ill,    w i.    S  .   762 

J ■  :" 

.1 , 
Harding,    II.    I 

Harrtgan,    .'      R 

I.     W.l 
Harrison,     R      L  ,    139 

Han      '       i '    rro    vsl 

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

.    101 
Hecklei 

II      Wall.- 
11.11 

I  : 

ii.i/.i  i.    ii.   a 
l|.  «■        \     u 

Heywind     J      I 

Hind  i 
Hlpn 

I |.,n  .  D 

Holt,     w        w 

II. .1, 

II. .in v 

II I     III..     \l 

Hopkln        \ 
Hopl 

II, ,,!..,,        w         H 

I •  .      Willi. ii.       \ 

1 1  uk  In        '■      i: 


I  [ughi  B,    W.    A 

Hunt,     E.    J 

Hunt.    R.    E 

I  luui.     Samuel     P,  . 

I I  ii  ii  i i      P.. 

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

I 

Fred    

Her,   Geo.  A 

rsoll,   J     B 

Irwin,   l  'hai  i.  s   k  . . 


4  7i'. 

7:;i 

801 
371 
696 

139 


GO 

28 

508 


i  a         Henrj 

i  locker  

Jackson,    Jami 

i.ii..  «  •        1 1      i 

James,    Lemuel   T  — 
i  ......  a     \ 

ii     \   

Jayne,    W.   Q 

Jenkins,    J.    <  ( 

Ins,    Roberl     : 

win 

Johns.    Charles    .  .442, 

Johnson.      E.     W 

i  :,iu  in    !■:   .  . 

Johnson,    William    s.. 

VII.  n      

Jordan,    J 

i  .  I  II.... 


K  tpi  r, 

Kciley, 

Ki  Iki i. 


K 


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

E      R 

i:     \i 
w      \i 


P.... 


■ ' 


Ki  nyon,    vt 

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

K nil,        \         W 

Klcybolte,     Leopold 

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

Kiot/.      W        .1 

i 
Kurokl,    M 


240 

n:: 
108 

831 

871 

911 

838 

47  4 

601 

108 
880 


99 

60 

60 

288 

i.  i 

B34 

884 
B34 

871 
834 


i  I 
...in,     II 

J 

Lewi 

i        ' 

I  loin,  i 


I 


I  II 


ELECTRIC    RAILWAY    REVIEW 


Long,    C.   C 600,  603 

Loree.  L.  F 763.  '796 

loy,    .1     K 3'5 

Lowe,    Fenwiek    B...  27 

Lowry,   Joseph   W ....  635 

Lowry,   Thomas    "96 

Lucas,   James    661 

Lupfer,    Edward   P...  635 

j. mi.  ,   c.   n -no 

M 

McAssey,   F.    W 633 

McBride,    W.    J o40 

Mcl'abe,    James    . 3" 

Mcl'askev.     W.     1 338 

Mcl'ormack,    1.    A bOl 

McDonald,   John    '!," 

McDonald,  John    B.139,  206 

McDowell,     E.    R 33b 

Mill.r,    William    7Jb 

McGowan,    Hugh  J...  834 

McGrath.    E.    V 53b 

McHenry,    E.    H 834 

Mcllvaln,    B.    M 410 

Mclver,   Alexander   ..  bog 

McJilton,     H.     C 56, 

McKay,   Charles   R...  834 

McKenna,    T.    F 733 

McKiUip,    C.    W 371 

McLenegan.  Samuel^  sgQ 

MacLeod,    George    ...  170 

McMahon,   \V.   D 4,b 

McMonagle,  Dewitt 

Q  bU  L 

McRae,'   D.'  F 796 

McRoberts,    Samuel 

Mackay." Hector    W..'  662 

Main,    E 633 

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

Haling.    Eugene    V...   ^3U 

Maloney.    P.     ■• JfJ 

Maloney,    W.    E 442 

Mann.    H.    W. '62 

Marinan,    W.    N 2Ut> 

Mather,    Robert    3,1 

Mathes,    L.    D *b01 

Matthews,    F.    B 442 

Mayer,  Joseph   B 139 

Meares,    J.    W »34 

Meixell.    J.    C. .......   £*> 

Mellen.  Charles     S. 4,4,  834 

Merrill,    John    H 27 

Miller,   John    SS0 

Mills.     C.     R £34 

Mitchell.    John     ,9b 

Mooney,   J.    T 442 

Hoore,    A.    R 79b 

Hoore,    Edward   W. 

696.    *731 

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

M house.    W.    S 410 

Morgan.    J.    M 79b 

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

Mullen.    W.    J S34 

Mullin,    William   J....   338 


Mureh.    George    A 567 

Murdoch,   Davies    796 

iv,    Arthur   C. 

206.    602 

Muse,    W.    E 508 

N 

Nelson.    I.    R 474 

Neville,    C.   W.    J 603 

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

Nicholl.    H.    A •HO 

Nichols,     Edward    C. 

170,    474 

Nye,   Harry    338 

Nye,    Winthrop    B...     60 

O 

Oakman,    Walter    G..  371 

Ober.   A.   L 371 

O'Brien,    Frank    696 

O'Brien.   Robert    762 

Olshausen,    George    . .  603 

Ostrander,    Charles    C  53S 

Overfield.    Ferris  A...  200 

Owens,    WT.    G 273 

Owens,    W.    H 99 

P 

Padget,    William    734 

Page,    Henry  C...G0,    »474 

Pardee.    J.     H 273 

Parker,    J.    W 53S 

Parry,    R.   W 731 

Parsons,  William  Bar- 
clay      00 

Pattee.   Edward   S.99,  170 

Paul.    G.    J.    A 60 

Pear,   Charles  B 476 

Peck,     F.     C 733 

Peek.    G.    E S80 

Peoples.    Thomas 

Whinston    601 

Pfeiffer,    A.    J.    J 40S 

Phillips.    John  G 633 

Pierce.    Burton    B 633 

Pierce,    J.    A 50b 

Piper,  A.  R 567 

Piatt,    J.    G 699 

Plaver,    Preston    8S3 

Plume,    David    33S 

Polvin,    Frederick    D.  307 

Poole,    E.    W 662 

Pope,    J.    P 27 

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

Potter,    A.    B 474 

Potvin.    Fred    D 60 

Powers,     John 

096.    730,  703 

Prather.    H.     C 338 

Prendergast,    D.    L. . .  99 

Preston.    George   K...  410 

Price.    D.    D 032 

Punderford,    John    K.  834 

Purtill,    L.    F 540 


Quackenbush,   James 
L 834 

R 

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

Ramsey,   Charles    69G 

Rand,    R.    S 371 

Rattray.  James   371 

Rauch,   E.  J 567  . 

Raver.   Edward    662 

Ray,  M.  Joseph  G 60 

Ray,    R.   R 474 

Read,   Walter  P 

60,    139,    338 

Reed,    F.    L 730 

Rees,    N.   E 731 

Reilly,    C.    J 567 

Reilly.    John    C 408 

Reynolds,    A.    E 567 

Reynolds,    Alva 632 

Rhoads,    N.    B 601 

Rhoades,    S.    L 27,  273 

Rice,    Geo.    S '60 

Richards,    E.    H 8S0 

Richardson,    C.    F 796 

Richey,    A.    S 002 

Riddle,    Samuel 307 

Robh,    J.     M 538 

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

Robertson,   E.   W 601 

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

Rockwell,   C.  H 699 

Roome,    H.    C 338 

Rowe,   F.  W 883 

Royster,    F.    B 60 

Rugg.   Julius  E 507 

Runken.     Henry 371 

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

s 

Saemann,    J.    M 880 

Satterlee,   W.   A 730 

Sawyer.    D.    H 567 

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

Schofield,    Ira 27,  139 

Schotte,    Armin 410 

Schroeder,    A.    V 408 

Schwertfager,        Wil- 
liam       20b 

Scott,   H.   F 730 

Scott.    J.    F 23S 

Seaver.   John  W 570 

Sells.    O.    P 880 

Sergeant,      Henry 

i 'lark    209 

Sewell,    J.    E 139 

Shannahan.    J.    N *730 

Sharp,   E.   R 731 

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


Shipe,     Frank    H 699 

Shonts,       Theodore 

Perry    139,  834 

Shorton,    Frank 730 

Shunk,  William  Find- 
lay    881 

Simms,    \V.    H 763 

Simpson,    Thomas   H.   798 

Sims,    C.    S 763 

Skinner,    Calvin. .  .696,   731 

Slush,   Matthew 567 

Smith.    A.   B 834 

Smith.   Arthur  B..27,  '139 

Smith.  F.   V.    L 635 

Smith,     James 60 

Smith,   Clement  C 567 

Smith,    J.    W 273 

Smith,   L.   L 474 

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

Smith,   Walter   B 474 

Southard.   F.    C 338 

Sprong,   J.    White 33S 

Stanlev,   Albert  H 

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

Stanley,   John  J 28 

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

Stebbins,    H.    B 240 

Steinhart,     Frank 062 

Stevens,   Oral  A 442 

Stevens,    W.    N 763 

Stiles,    George    A 731 

Storrs,    L.    S 60 

Stout,    F.    J 796 

Stranahan,    O.    A 275 

Street,  W.  W 880 

Strom,    Carl   A 798 

Strouse,    D.    J 170 

Surratt,    M.    W 60 

Swan,    D.    A 206 

Swank.  A.  S SS0 

Sweeten,  Willis  V 733 

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

T 

Tatum,    T.    H 338 

Taylor,    Frank  H »30 

Taylor,    R.    C 703,  790 

Thomas,   C.    M 170,  408 

Thomas,    Charles    E..  273 

Thomas,    Charles   K..  830 

Thomson,     D 307 

Thurston.    R.    C 506 

Tilton,    Benjamin    F. .  003 

Titzel.    C.    Edgar *662 

Towne,    Henrv    R 101 

Townley,    Calvert S31 

Tracy,  G.  E 27 

Trafcy,  William  W 696 

Trexler.    H.    C 690 

Tripp.  George  R 567 

Trudeau,    L 27 

Tucker.    Frank    M 53S 

Turnbull,    Arthur 506 


Valentine,   F.  D 371 

VandersUce,  T.  L 170 

Van   Vliet,  B.  E 696 

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

V,.  ,n  i,    Van    Vechten  834 

w 

Walden,    H.    P 665 

Walker.    B.    E 730,  763 

Walker,   John  A »733 

Warren,  B.  W 442 

Wason,   Charles  W... 

690.  731 

Watson,    Zerah    E 170 

Watterson,   Wade 730 

Webber,  H.  B 273 

Weist.   A.    E..   Jr 442 

Welch,    Frank    M G32 

Wells,   Joseph   S 338 

Wells,    T.    K 27 

Wende,    Richard 307 

Wrentworth,  Wesley..  796 
Weston,    Charles   V...*C1S 

Weston,    George •GIS 

W'etmore,    E.    P 443 

Whaley,  A.  R 001,  »632 

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

Wherland,    Harry 139 

AVhite,   J.    H 632 

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

T 170 

Wiekersham,      George 

W 834 

Wilcoxen,   Edwin  J... 

567,  *000 

AVili  oxon,    C.    L 206 

Willcox.    David 601 

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

Wilson,    T.    W »84S 

Winters,    E.    E 60 

Winters.   E.    S 206 

Wood,    C.    V 730 

WTood,    R.    E 731 

Wood.    Thomas   G 880 

Woodward,    W.    O 27 

Wright,    George 880 

Wright.    George 

Franklin    2S 

Y 

Teatman,       Nathaniel 

Pope    28 

York,    J.    B 600 

Youmans.    G.    D 338 

Young,   C.   S 506 

Young,   David  C G96 

Young.    F.    K 731 

Young,    H.    C 880 

Z 

Zaldo.     Carlos 371 

Zimmerman,    W.    H. . .   33S 


ELECTRIC   RAILWAY   LEGAL  DICISIONS 


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

Animals,  With  Fencing  Law  Danger  to 
Deemed  Imaginary    

Appliances—  „,„ 

Deterioration    of   Mechanical 233 

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

Arrest,  Road  Officer  Causing  Wrongful..  59o 

Assault,  Company  Entitled  to  Bill  of  Par- 

tieulars  in   Case   of  Alleged 6. 

Automobiles,   Duty  of  Persons  in  Charge 


Of  at  Crossings 


200 


B 


Baggage,   Company   Not  Liable  for   Loss 

of   Hand    .•••  ••••■•■    ,01 

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

Bill  of  Particulars,  Company  Entitled  to 
Have     

Boys  Not  Excused  from  Looking  for  Cars  437 

Bridges,  Liability  Under  Ordinance  as  to 


Building 


Capital   Stock.   None  Issued   or   Paid   for 
Immaterial     ii6 


Asking   Passengers    to   Change 

Diversion  of  to  Restore.  Schedule 

Drinking  Water  Not  Required  on 

Equipment  of  with  Powerful  Search- 
light     

Injury  to  Bystander  by  Runaway 

Inspection  ot  by  Jury • 

Lack  of  and  Shortening  Run  of  on 
Public  Occasions   

Meeting  of  Where  One  is  Stopped  on 
Adjacent  Track  


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

.  and  Inspection  Thereof 790 

bDI  Ordinances  as  to   Temperature,    Sched- 

ules   and   Overcrowding   of 333 

bJ0  Ownership     of    Immaterial     in     Injury 

Case    300 

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

Service    627 

Risks    Taken    in     Operating     in     Hilly 

Country  and  Bad  Weather 725 

Running  of  Short-Service 627 

Running  on  Tracks  Close  Together 267 

Running-Time     Orders     and     Uniform 

Spacing  of   724 

Sufficient   Identification  of  as  for  Pas- 
sengers       300 

Without  Toilet  Rooms  or  Water  Tanks 

Not  Up  to  Requirements 300 

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

Charter.   Powers  After  Expiration  of 20 

Child.  Putting  Off  Car  for  Wrant  of  Fare  657 

Claim  Agents,   See  Inspectors 690 

Common   Carriers,   What   Constitutes 199 

Companies — 
Later  Liable  for  Water  Obstruction...     52 

Not   Deemed   to  Represent  a  Class 333 

Liable   as   Partner  in   Amusement  En- 

233  terprise    657 

233  Statute  Authorizing  to  Take  Roads 20 

595       Compensation  for  Crossing  Other  Roads, 

When   Payable    200 

595       Condemnation — 

725  None  by  Another  Company 333 

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

Rights   Acquired    in   with   Filing  of  In- 

656  strument    of    Appropriation 789 

Conductors — 
468  Assenting  to  Changing  of  Seats 300 


789 


Dragging  of  One  Into  Pit  at  Shop 401 

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

Before  Starting  Cars 690 

Duty  from  Seating  of  Passengers 19 

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

Settled  Points  as  to  Duties  of 19 

Transfer   Statements   of 364 

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

Authorized  Cannot  Be  Questioned 332 

Contracts — 
Not    Broken    bv   Askinsr   Passengers   to 

Change  Cars    233 

Permission  to  Cross  Steam  Road.  Con- 
sideration   for    200 

Controllers — 

.  Injury  Caused  by  Flash  from 232 

Inspection  of  by  Jury 207 

Crossing     Other     Roads,      Constitutional 

Right  of   200 

Crossings,  Duty  of  Persons  in  Charge  of 

Automobiles   or  Other   Vehicles   at...   200 

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

Curves.    Throwing     of     Passengers     from 
Car  at   233 


Damages — 

For  Attempted  Ejection 19 

For  Expulsion  for  Refusal  to  Pay  Fare 

Twice   401 

For  Refusal  of  Transfer 75 , 

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

Dogs   Fighting  on    Tracks 19'.- 


ELECTRIC    RAILWAY    REVIEW 


Ejection — 
Damages  for  Account  of  Refusal  to  Pay 

Fare  Twice    401 

Damages  for  Attempted   19 

Of    Passenger   with     Expired     Transfer 

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

For   Standing  on   Front   Platform 267 

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

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

Right  to  Cross  Other  Roads 200 

Right    to  Cross   Steam  Roads 332 

Elevated      Railways,      Need      Not      Give 

Transfers  tc   Leased 469 

Employes — 

Duties  of  and   to  Track  Repairers  and 

Other    789 

Instructions  to  Ignoring  Ordinance 364 

Sufficient  Showing  as  to  Being 300 

Evidence — 

Admissible    Relative    to    Fenders 436 

Burden  of  Proof  Where  Gate   Not  Se- 
curely Fastened    401 

Expense  of  Remedying  Defect  as 51 

Of  Prior  Throwing  at  Cars 299 

Of  Right  Speed 469 

As  to  Working  of  Mechanical  Device..   401 

Excursionists  Carried  Free.  Duty  to 199 

Expense    of    Remedying    Defect    as    Evi- 
dence         51 

Experts.    Right   Speed   Cannot  be   Shown 

by   469 

Express  Company,  Rights  as  to  Switch  to 

Haul   for    596 

Extensions — 

Applicability  of  Statutes  to 266 

Name   Does    Nol    Make 469 


Fares — 
Damages  for  Expulsion   for  Refusal  to 

401 

Demanding    Second    Not    Gross    Negli- 
gence    Nor    Creative      of     Excessive 

Charge     757 

Limited  by  that  on  Line  Built  or  Pur- 
chased      300 

Need  Not  Change  110  Bills  for 656 

Putting  Child  Off  Car  for  Want  of 

Points  Regarding  19 

•nings    Not    Fixtures 468 

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

s.    Interurban    Electric     Road     Re- 
quires      200 

Fencing  Law.  Danger  to  Animals  Deemed 

-:nary    with     690 

Fenders — 
Choosing    or    Not    Using    Under    Ordi- 
nance       436 

WD 364 

Number    and    Kind    of 364 

Fire   Department,   Engines,  etc.,   Right  of  266 

Fireworks,    InJ  :k   from 52 

Fixtures.    Rail'-  t  -nlngs   Not 468 



'h  of  July 
Franchises — 

•  



433 

Upheld 291 

Effect   of  Consolidation   on 437 

Kxplrlng   with    Main    Line 437 

Immunity  as  to  Paving  Not  Transferred 

with  

as  to 364 

20 

■f 333 

314 

Street  Hallway.   690 


Gate* 

. .   401 

Grn<i  332 

H 
'i      Must     Know      If 

»kn  Taken   In  Operating 
Runaway     Collide     with 


I 


•Ion" — 

: 

i 

amlnlng   \ 


33.1 

Wrongfully 

M 


Hnvlr.e    Book    of    Free    •; 


312 


L 
Lights- 
Failure    to    Turn    on    Block 51 

Running    of    Car   Without 

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

M 

Main    Line.    Meaning     of     Expression     in 

Grants     437 

Motormen — 

Dut3    Of    Seeing    Person    on    Trestle....   469 

Duty    to   Persons   on   Tracks 363 

Duty   Seeing  Dogs  on  Tracks 199 

Entitled      to     Rely     on     Orders     from 

Starter     756 

Inference     from     Occupying     Place     of 

Greatest  Danger  725 

Must     Know     Whether     Headlight     Is 

Burning     656 

Need   Not  Anticipate  Runaway  Horses  690 

N 
Negligence — 

Crossing  Electric  Railway  in  Country..  437 

Demanding  Second  Fare  Not  Gross 757 

Error  in  Judgment  as  to  Fender  Not..  364 

High    Speed   with    Searchlight    as 595 

In    Riding    on    Inside     Running     Board 

Outside  of  Bar 790 

No  Rule  of  Putting  Track  Repairers  in 

Class  of  Their  Own 789 

Not   Presumed    from   Injury 299 

Passing  Teams  Left  Unguarded  Not. . .  363 

Presumed  from  Trolley  Pole  Falling...  19 

Relative  to  Use  of  Fenders 436 

Statutory   Liability   for 437 

When  Presumed  from  Injury 299 

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

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

O 
Orders — 
Motorman    Entitled    to     Rely   on    from 

Starter     756 

Running-Time,  and  Care. 724 

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

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

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

Passengers       233 

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

P 

Hi  ling     Steam      Roads     by     Bill 

s    108,  T412 

Parks,  Injury  from  Fireworks  at 62 

Partner,    Company    Liable    as    In    An 

ment  Enterprise  

ngcrs — 

Allegation  of  Being  Enough 300 

Alighting   When    Car  Approaching 468 

As  to  Seeing   Where  Xhej    In    B 

Ung    Cars    690 

Can;  id     Destination     Leaping 

from  Car    468 

Cai  Duty    to 

233 

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

Dm 

Dm  Using  In    '■  01 

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

tlons    

Injury  of  on  R-  light- 

ing '    299 

Left     al     Wr..'  'if 

Pillars 300 

■ 

•  mn- 

Rlnlnic  I'  436 

232 

Thi  23* 
Wl 

in" 

inlrlng   '■  266 


Not     Required     to    Do    Before    Laying 

Its    

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

Permits  May   be  Required  to  Do  Work..  636 

Pillars,  Need  Not   Wain  Passengers  of...  300 

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

Liability   for  Areas  of 411 

Rules   Forbidding  Standing   on    Front..  267 

Woman  Falling  Between 52 

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

Need    Not     Warn     PaSSej  Of .  800 

■  nger  Changing  Seats   I  til    bj 

Title  to  After  Grant   Ends 469 

Public     Occasions,     Lack     of     Cars     and 
Shortening  Runs  on 

R 
Railroad— 

Interurban   Electric   Railway   as 200 

Interurban    Road    Not     Under     Grade- 
Crossing  Act    725 

Ralls— 

Not  Fixtures    46S 

Title  to  After  Grant  Ends 469 

Railways- 
No,  in  Street  for  Private  Parties 690 

Power    to    Compel    Removal    of    Unau- 
thorised     

Res  ipsa  Loquitur — 

Applies  to  Catching  Heel  on   Step 233 

Applies    to    Collapse   of    Floor    Benciii 

Passenger   790 

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

Acts   Giving   Right    to    Use   Old 333 

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

For  Ejection   for  Not  Paying  Fare 19 

Forbidding  Standing  on  Platform 267 

Limiting    Change    Requirements    to    $5 

Upheld     I 

Passengers      Must      Know      Conductors 

Cannot   Dispense   with 757 

Power    to    .Make 61 

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

S 

Safety    Tread,    Injury    from 233 

Searchlight,     Equipment     of     Car     with 

Powerful     596 

Signs- 
Duty    Created    by    "Run    Slow" 'JO 

Injury    to   Conductor    Putting   in   Route  401 

.-mock  Bystem,    Sufficiency  of 61 

Snow,    Walking    on    Track    to   Avid 363 

Speed — 

Care    Required     When     Cars      Run      at 



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

nances     169 

.    Injury    from    Fall    Due    to   Ti.n 

.hi  Btatlon  

Itotorman    I     titled  H   ly   on 

Orders   from 756 

stale,   inquiry  by  Into  SI n  364 

Btai  in 

Applicability    ol    i"    Extensions 

Authorising  '  iperatlon   ol    Roads  

i  irlnklng  water  Nol    Required  by 

t  t  ■      Under 

Ro  " 

,\..i    ii     bi    St 

Need    Nol    G  i  ,i , .  469 

Paralleling   ol    bj    I  Lli  415 

on   !•■  Croi  '     for 

200 

•  Iross  on  Btreeta  332 

\  slid  "  e  ■■  to  Crossln 

Btl    I'M  — 

lets 

i  • 

Judicial  Nnti  .    Taken  of  s     Can  ler  of 
i  . 

1  Is   . 

1 
Streets— 
Inie 

■ 
Road   In,    ' 
Ni 

Sub*  ni  y    i"    p 

Irowds  ni   

B  wl  tel  ■     to  Haul  f oi 



T 
Hon,     Immunitj     from    Nol    Ti 

803 

i  ',., 

300 
i    of 

.789 


ELECTRIC    RAILWAY    REVIEW 


Tra<  h 

g 

ire   Use  "t   Without   I 

fere    595 

Big  jer 487 

Use  Short      Distance     by     Alleged 

169 

Walking  "ii  to  Avoid  Snow 

Transf. 

Ki   i  linn     <if      P  with     Kn| 

Taken  on  ir's  Assurance....  757 

I  to  Recovei 

:  l  1  t  >       In!       R  

Maj     Secure    I 

of    

Net  i  liven  to  Li  ased 

Steam  Lines  469 


No  Rights  Given  by  Intention  to   I 

Nol   One  Continuous  Trip  for 363 

Ordinances  \.  Instructions  as  to 364 

i    Oi    Action    of   Passengers   Given 

Wrong     724 

Right   to  Nol   Limited  to  <  im    I  ill 

i    Short    to    Long    Service 

627 

Rule  as   to  Issuing  I    for 

kl    402 

tied    Poinl  ling 19 

I   ments   of   Conductors   when   Issu- 
ing       364 

I  ip. -ii    iii    Floor    of    Cars 790 

Trespass,   Poles  in  Unauthoriz  .  233 

Trestle,   Duty  of   Motorman   Seeing    Pi 

oh    469 


363 

Troll.-      Pol 

Leaving  WJr                  off  Light 52 

i ' i] lug  of 19 

Vehlc          Dul            D      ers  of  at  Crossing  200 

is  Stand- 
ing in    51 

Water — 

Not  I                  in  Cars  by  £  tatute 595 

uctlng  Flow  of 52 

Water  Tai                            300 

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

Windows,    i  Extending     Anns 

r    267 

R Taking  Out   Permit 

Do    626 


ADVERTISING   LITERATURE 


\  orks 309 

, .    Material  Co 173 

i    Machine   Co   

102,    241. 

604,  <:<■••;.  :■;:,.  799.  SS6 

American  Blower  Co 241 

American  Carbon  .v.-   Batter]   Co 102 

American  Conduit  Company 410 

American    Engineering    Company 837 

Co 445 

American   Sheet   &   Tin   Plate   Co 837 

American   Spiral   Pipe  Works 837 

Arnold  Co 30    211.  700 

iatiori    of  American   Portland   Ce- 
ment Manufacturers   445 

Atlas    Engine    Works 102 

Automatic  Oil  Cup  Co 241 

B 

Babcock  .<•  Wilcox  Co 63 

Baldwin   &    Rowland    Switch   &    signal 

Co ^77 

Ball  Engine  Co 173 

Bird,  F.  W„  &  Son 30 

Bowser,   S.   F..   &  Co 

Brill,  The  J.  G.,  Co 

Browning  Engineering  Co 

Buckeye  Engine   Co 

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


I  12 


209 
837 

r.7" 
799 
837 
241 


Century   Cement   Machine    Co 

-Shawmut    Co 

igo    Pneumatic   Tool    Co 

Cincinnati   Rubber  Manufacturing   Co. 

Columbia  Foundry  Co 

Concrete- Steel  Retaining  Wall  Co 

(The)    Concrete  Review 

Cooper-Hewitt  Electric  Co 

Crandall   Packing  Co 

Crescent    Machine    Co 

Crocker- Wheeler  Co 

( !rockett,  David  B..   Co 

I  Ii      1 -'--Hinds  Co 

Cutler-Hammer  Manufacturing  Co 


445 
i  65 
799 
102 
541 

MC 
21" 
142 

17:; 

173 
209 

141 

142 
::74 


1>  &  W  Fuse  Co 30 

Dayton  Manufacturing  Co 445 

on   Pneumatic   Tool   Co 30 

trie  .Manufacturing  Co 374 

Dixon,  Joseph,   Crucible  Co 30,  700 

Dossert  .V  Co 309 

Drucklieb,   C 209 

Drummond's  Detective  Agency 886 

Dudgeon.    Richard    309 


Earll,  Charles  1 342 

Electric    Service    Supplies    Co 

341.    765.    799.  837 

ided  Metal  &  Corrugated  Bar  Co.  445 


Co     666 

Ferro-Conci  ete  '  instruction  Co 445 


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

Gardner  Machine  Co ::"'-' 

Garvin   Machine    Co 241 

1  ieneral   Electric  Co 

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

General  Fireprooflng  Co 102,  837 

General  Storage  Battery  Co tin 

Genuine    Bangor    Slate    Co 277 

i  loheen  Manufacturing  Co 374 

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

u   Fuel   Economizer  Co 309,  709 

•  funn,  Richards  &  Co 765 


H 


Hanna    Engineering    Works 309 

Hayes  Track  Appliance  Co 173 

Hill   Publishing   Co 570 

I 

Indestructible    Fiber   Co 604 

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

International  Correspondence   Schools..  374 


Jeffrey   Manufacturing  Co. 
Johnson,    Charles    F 


3H9 
21n 


K 


Kinnear  Manufacturing  Co 341.  410,  50S 

Knecht   Bros.   Co 799 

Koppel,    Arthur  Co 445 


Lane    &    Bodley    Co 445 

Leavitt    C.  W.,  &  Co 570 

Lee.    Higginson    &   Co 765 

Locke    Insulator    Manufacturing   Co 209 

Locknut    It    Concern    241 

Lumen  Bearing  Co 209,  837 

Lunkenlieimer    Co 837 

M 

McClintock  Manufacturing  Co 374 

McConwav  &  Torley  Co 63 

Marion   Incline  Filter  &  Heater  Co 700 

Massachusetts  Chemical   Co 604 

Matthews.    W.    X..    &    Bro 604 

Milliken    Brothers    142 

N 

National   Association   of  Manufacturers 

of  the  United  States  of  America 341 


lal    Cellular    Steel    Co 2  11 

0 30 

New  Km    Manufacturing  Co 209 

Newman   Clock   Co 30 

Newport    News    &    Old     Pi  & 

i  ric    Co 765 

Niles-Beroent-Pond  Co 445 

P 

■  ncrete  Fence  Post  Co 508 

&   Mining  Machinery   C. 210,  309 

R 

Rail]  oad  Supply  Co 765 

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

Ridlon,    Frank.    Co 666 

Roberts   &  Abbott   Co 63 

Rostand  Manufacturing  Co 201 

K.i     .1    Ventilator  &   Manufacturing  Co.  63 

Ruscoe,   John,   &  Co.,  Ltd 635 

Russell  Car  &  Snow  Plow  Co 886 

S 

Samson  Cordage  Works 445 

Schoonmaker,  A.  0 141 

Shoemaker  A.-   Casparis 765 

Sprague   Electric   Co 80,    141,  57" 

Stan. lard    Varnish    Works 837 

Starrett,    L.    S..    Co 142 

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

T 

Templeton.  Kenly  &  Co 765 

Trussed    Concrete    Steel    Co 541 

U 

Underwood,    H.    B.,    &    Co 63 

Union   Electric  Co 799 

Uniop   Switch   &   Signal  Co 63,  309 

L'nited   States   Engineering  Co 341 

Universal   Portland   Cement   Co 141 

W 

Wagenhorst,   J.   H..   &   Co 30 

Wallace-Coates  Engineering  Co 173,  477 

Warner,    Charles.    Co 477 

Watson.    John   B 410 

Wcllman-Seaver-Morgan  Co 430 

Wendell    &    MeDuffie 210 

Western   Electric   Co 570.    604.  635 

Western  Electrical  Instrument  Co 341 

Westinghouse    Machine    Co 309,799 

Weston  Electrical  Instrument  Co 541 

Wickes   Brothers    57" 

Woodman,  R..  Manufacturing  &  Supply 

Co 209 

Wright    Truck    Co 141 

Y 

Y.ii.     &    TOWne    Manufacturing   Co 799 


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


TV 


vm 


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

Chicago:  1600  Honadnook  Block  New  xork:  ISO  Nassau  Street 

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


Vol.  XVII,  No.  1 


CHICAGO,  JANUARY  5,  1907 


Whole  No.  193 


TABLE   OF  CONTENTS 


Editorial— 

" — The    Weekly   Electric    Railway    Review 1 

— Vertical    Rotary   Converters    1 

— Locals  and   Expresses   In  New  York    1 

— Kinks    and    Bends     2 

i  -iw   and   the  Front   Platform 2 

New    York    Transportation   and   the   New   Governor 2 

— Electric  Railway  Equipment  in  1907    3 

—Rolling   Stock    Ordered   in   1906 3 

— Low    Street   Railway   Fares   in    Cleveland :     4 

Statistics  of  Electric  Railway  Equipment  Ordered  in  1906 5 

Market   Street   Terminal.    Philadelphia.     (Illustrated) S 

Recent    Developments    In    the    Cleveland    Street     Railway    Con- 
troversy       11 

The   Rotary   Converter    Substation    12 

New   England   Street    Railway   Club    14 

Controversy  Ovr   T-Rails   in   Columbus    14 

Power  House  of  the  Hudson  Tunnel  System    15 

Equipment  of  the  Texas  Traction  Company 15 

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

^-o  Traction   Situation    16 

Out   Indicator.      (Illustrated)    17 

High-Voltage    Third-Rail    line    In    California 17 

w  Governor  on   the  New   Xbrk   Public  Utilities 18 

Airbr  19 


it    Electric    Railway    Legal    Decisions    19 

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

(Illustrated)     21 

Of    the    Week 23 

— New  V..ik  New  Haven  &  Hartford   Acq 

ways 24 

Construction  News — 

— Franchises     26 

— Incorporations     25 

— Track    and     Roadway 

— Power   Houses   and    Substations 27 

nal   Mention    27 

— Obituary      28 

Financial    News    28 

Manufacturers  and   Supplies — 

— Rolling     Stock 29 

— Shops    and    Shop    Equipment 29 

-Trade    Notes    30 

— Advertising    Literature 30 

it.     Asbestos    Doors.      (Illustrated.) 31 

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

Plug      (Illustrated  l 31 

Electrical    Exhibition ;:i 

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


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

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

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

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


In   a  recent  discussion  of  rotary  converter   substation    appa 

at  a  meeting  of  the  Western  Socli  rg  in 

Chicago,  it  was  i  on 

Vertical  MCted    with 

Rotary  that  within   the  nexl      t\    months   rotary  COD 

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

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

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

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

of    t)  il.    much    l  nhrella       Tin 

tnaa  nndi  n   win  be  or  2,000  Idlowatl 

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

like  capacity,    One  of  tl 

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


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


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

Expresses  in  freedom,    fresh    air    and    lower    rents    above 

New  York.  One   Hundred  and  Thirty-seventh  street  did 

noi   thins  'hat   tins.-  blessings  compensated 

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

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

andNlnt]  eel    It  happened  thai  the  city  had  bull! 

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

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

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

npei  the  operating  dompai  I  rack  for 

down-town   In   the  morning  and   up  town   in   the 

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

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

who  have  sufflcien 

to    I    ticket    window    without    troiihlln  to    I'll    in 

oars  in  line  behind  would  guflei  a  com 

the  notable  thlni  il  the  com 

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

in  operation,  although  the  o]  ed  thai  n 

wont  mother  poinl   ol   danger  foi    thi 

b  al  the  place  where  tl  turned  ti 

-lint     WOUld    I" 

apprehension  In  the  down  grade  from  thi 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  1. 


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


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

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

and  hardly   one    of    these   discussions   but   that 

Bends.  emphasizes    the    well-known    fact    that    in 

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


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

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

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


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


NEW  YORK  TRANSPORTATION  AND  THE  NEW  GOVERNOR. 


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

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

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

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

It  is  apparent  that  the  new  executive  has  prepared  trou- 


January  5,  1907. 


ELECTRIC     RAILWAY     REVIEW 


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


ELECTRIC   RAILWAY   EQUIPMENT    IN    1907. 


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

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

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

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

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

one  of  n  .  mportant  Improvements  In  railwaj   mo 

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

in  mileage  with  reduced  maintenance  •  ,,,, 

Multiple-unit  control  methods  hare  been  moon  Improved 

illy    of    late    and     the    Small    amount 

quired  to  operate  men  -  ■  triumph  in  design     The 

from  breaking  beavj  current 
in    hand    controllers   which    ma  rcuit 

and   resull   Hi   ■  frlghtem  igers. 

.Hon    i«  as    tavo 

■  •!  on   tie  right   ot 

in   the   powei    plant   the  gss  engine  Ik  ma  i   for 

unit 
has  "shown  it'    mettle"  on  ilmpliclty 

and  particularly     when     using 

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


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


ROLLING  STOCK  ORDERED  IN   1906. 


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

The  cars  ordered   by   the  electric   roads  for   passenger 

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

lntet'  •    the  extent    to    which   the   electric 

are  devoting  their  attention  to  freight  traffic    and    to 

the   manner   in    which   shops   are   being   equipped    to   make   the 

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

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

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

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

i  ni. u innately,  Bgures  showing  orders  In  prevti 

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

■  4    American   Btreel    Railwa]    In  which  show 

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

Irlj  Indicative  of  the  orders  placed  during  thai 

itional     Increase     in 

equipment    bulldlni  the  electric   !  '.in« 

the  i  authorit]  thi  ■  a  the  Uni 

.i   the   lulled   states  and  Canada   ■<'   the 

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

miles  win  bIvi 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  NO.    1. 


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

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


LOW  STREET  RAILWAY  FARES  IN  CLEVELAND. 


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

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

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


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

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

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


Seeing    San    Antonio. 


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


January  5,  1907.  ELECTRIC     RAILWAY     REVIEW  5 

STATISTICS  OF  ELECTRIC  RAILWAY  EQUIPMENT  ORDERED  IN  1906. 


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

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


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

for   city  Bervice 3.730 

tor   Interurban  1  204 

for  elevated   service 319 

Freight   cars    

uves     23 

Tot)] 6.127 

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


ELECTRIC  EQUIPMENT  ORDERED  IN   1906. 


Purchaser 


N  - 


Builders    Pure!: 


.36-0 


50-0 

50-0 


.45-3 


Alton   Gr.   &    St.    L. 

Trac 6 

Anderson       Trac. 

Co 1 

2  Pass. 

American  Ry 10 

Anniston  Electric  ft 

Gas   Co 4  Closed 

■pen. . 
Ardmore     ft     Llan- 

erch    St.    Ry -1 

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

Elec.   Co 6  Pass. 

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

1  Buffet     54-0 

1  Special    

Benton    Harbor    St. 

Joe  Ry.  ft   Lt 4  Pass 

Blnghamton   Ry 4  j  Closed    31-5 

Blrm.    Ry.    I.t.    & 


Length  Serv.  Trucks 


Builders 


Chattanooga      Rail- 
City  D.  T American    Car       ways  Co 

Chicago      &      Joliet 

Int.    D.  T Brill       Elec.  Ry. 

Int.    D.  T Brill  Chicago  &  Southern 

D.  T Jewett      Trac 10  Pass 52-0 

Chicago  City  Ry...  50  Pass 45-9 


Pass 3S-0     Int.    D.  T. 


.Southern  1 

.Southern  Car  Chicago    Un 


Int.    D.  T Brill 

Amerlcai 


Trac. 100 
Chilllcothe  Elec.   R. 

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


.50-0 
.45-0 


Int. 
Int 


Brill 

Brill  Cinn.  Newp.  &  Cov. 

Brill       Lt.    ft   Trac.   Co.. 

Cincinnati  Northern 

D.  T Nil's       Trac 

r Nlles 

Mlddli  town 


ritv  .S.  T American    Car  Cleveland    &  Sharon 

City  S.  T Stephenson       Elec.     Ry 


Pwr. 


12-0 

9  Trail    42-0 

4  Trail     42-0 

2  Flat    


ntv  i>. 


T Co.'s 

T .  .  .  . 

T 


Pass. 
Pass. 


.45-9 
.40-0 


Seml-Conv.  30-1 

Flat    60,000 

Box   50.000 

■  r     


Brill 
Brill 


Int.    D.  T St.    Louis 

City   D.  T American    Car 

CltJ    D.  T Brill 

City    D.  T St.     Louis 

City  S.  T Brill 

Inter-State   Car 

Inter-State    Car 

Co.'s    Shops 


31-0     City 


Open    . 
dosed 


S.  T St.     Louis 


Exp. 


Int. 


<".>ml) 
Box    . 


Int. 


Boise  ft   Interurban 
Boston   ft  Northern 

St.  Ry 40  Sr-ml-Coi 

'losed    39-0 

Boston  ft  Wore  -         Con 

Boston  Elevated  Ry.  45  Pass 

Seml-Coni 

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


Brltlnh   Col.    Elec. 


•d    30-0 




Brooklyn    Rapid 
Transit    50 

10  p...t 

20  I 
Burlir  .- 


Shops 

&  So.  W.  Trac. 



Louis 

I  ■.    T Co.'s     -  I       Palnes- 

Fltz-Hugh     Luther       V  -tern.. 

Coeur      d'Alene      & 

Brill       Spokane   Ry 

Brill 

Brill 

Pressed    Steel 

City    Brill 

St     Louis 

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

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

Wnson  Columbus    New    Al- 

Co.-s     Sine  * 

'  '".'s    Shops 


Cincinnati 

Cincinnati 

nnatl 

Innatl 

.    Kulilman 
.    Kuhlman 

.    Kuhlman 


Pass 45-0 


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


Int      !•    T 

tat      D     C   Nlles 

int J'  wetl 

Int.     I>.  T    Brill 

Int.     D.  T 

Int.    1>.  T 

hit     D  Brill 

ti-Hugh  Luthar 

h  I. uih.  r 

...Fltz-Hugh  Luther 


Nlles 


Int. 


Trac. 


Int. 


Co 1  Comb 50-0 

IS  .',0-0 

!„„,,..,    o.lumt.us      Newark 

iicT„ 

McGui, 



Tonestoga  Trac.  «' 

40-0 


M.  J01 


T An 


' 


A 


I 


: 
■ 


' 


L:ht    40-0 

. .34-0 

II   0 


City 


1  intuit  I 
T 


Louis 

.     K'llilin.in 
Brill 

I  '.Till 

■ 


nun 


.60-0 

I 


nv.    20-0     ' 


Brill 


Wo. 


52-7U 


1 
1 
1 

1 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  1. 


ELECTRIC    EQUIPMENT  ORDERED    IN    1906.— Continued. 


Purchaser 


No.  Class         Length   Berv.  Trucks 


Builders   Purchaser 


No.  Class  Length   Serv. 


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

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

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

East    Liverpool    Lt 

&  Trac i 

10 


Trucks 


Builders 


.50-0     Int.    D.   T. 


Niles 


Kuhlman 


Bast     St.     Louis    ft 
Suburban     6 

Easton  &  Washing- 
ton Trac 5 

Easton  Transit  Co.     7 
6 

Electric   Co..   Guad 
alajara    3: 


Kuhlman 

City  D.  T.... American   Car 


Western    S  Pass. 

2  Exp. 
Indpls.   Newcastle  & 
Tol 8  Pass. 


Pass. 


.34-0 


Pass 30-5     City  S.  T. 


Wason 
Brill 


.57-8 
.50 


Int.    D.  T Jewett 


Int. 


Jewett 


.60-8     Int. 


2  Exp 50-0     Int. 


D.  T Jewett 

D.  T Jewett 

Indpls.  Trac.  &  Term.  _, 

Co 30  Closed    50-0     Cincinnati 

20  Open    Cincinnati 

Inland    Empire 15 


Int St.    Louis 

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

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


Pass. 


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

6  Trail 30-0 


.American    Car 


Pass. 


Elgin    &    Belvidere 

Elec.   Co 

Elgin  Aurora  &   So. 
Elmira  Water  Lt.  & 

R.  R 2  Pass. 

Erie  R.   R 4  Pass 

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


City   S.   T.    w? 

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

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

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

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

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


45-0 


Niles 

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


40-0     City  D.  T. .  .Cincinnat 


St 

LCar  Kankakee  Elec.  Ry 


Bodies St.   Louis 

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

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

34-0     City   S.  T St.     Louis 


Ks.   C.   &  Westport  _ 

Belt    ID.  C.  Loco Am.  Loco.  Co 

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

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

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

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

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


City 


Evansville     &     Mt. 
Vernon   Elec.    Ry. 

1  Bag 44-0 

Evansville  Elec.  Ry.  10  Closed    31-8 

Evansv.       Suburban 

&  Newb 2  Pass 46-0     Int. 

IExp 45-0 

Fairmont  &  Clarks- 
Burg   Trac.    Co... 


Forest    City    Ry. 


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


D.  T. ..  .American    Car 

Int.    D.  T St.    Louis 

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


.32-9     City  S.  T. 


St.    Louis 


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

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


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


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


2  Open 
2  Open 


....29-9% 


2  Closed    30-8 


Citv   D.  T Cincinnati 

City  S.  T Cincinnati 

Citv  S.  T Cincinnati 


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

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

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

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


.30-0 


Fort    Smith    Lt.    & 

Trac.  Co I 

Ft.  Wayne  &  Spring. 

Ry 1  Exp. 

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

Val.  Trac 5  Pass 


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

Niks    Lewiston  Brunswick 


50-0     Int.    D.  T 

D.  T 


Niles 


Frankfort     &     Ver- 
sailles Trac 7 

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


Exp. 

Pass. 


B.&S.55-0     Int. 

50-0     

61-6     Int. 


Semi-Conv 

Pass 32-0     City 


D.  T Cincinnati 

D.  T Cincinnati 

D.  T Cincinnati 


&  Bath   10  Semi-Conv. 

3 
Lima  &  Toledo  Trac. 
Co 10 


Kuhlman 

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

"    D    T  Niles  London    St.    Ry. . . 

1  pasi 51  °     Int-        . .  OtVawl   Lorain  St    Ry.  Co. . 

1  rafeS rtii T  rtc     A  n«r      XV    R<*d 

4  Closed    


S.  T. 


Brill 


Brill 
Brill 


.55-0 


Pass!     62-0     Int. 

Exp 50-0     Int 


Int.    D.  T Cincinnati 

D.  T Cincinnati 

D.  T Cincinnati 


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


S  Conv. 


.30- 


Galveston  Elec.   Co. 


Georgia  Ry.  &  Elec. 

Co 25  Pass 31-6 

6  Pass.    Open.38-0 

5  Pass 44-6 

10  Pass 44-6 


Citv  S.  T American    Car 

5  Pass.    Ottawa 

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

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

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

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

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


3  Closed    30-0     City 

3:Open   37-S     Both  D.  T. 


Int. 


Pass 


.3S-0 


gig  D-.  I-  V-S&   &    ^nC0*  .     SSemi-Conv. 

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


.American    Car 


Niles 


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


Laconia 


. . .     Niles 
Kuhlman 


1  Exp.  &  Bag. 45-0 

5  Pass 45-0     Int 

Medical    Lake    Sub. 

Line    1  Pass 

4  Trail 

20  Semi-Conv 


D.   T Niles 

D.  T Cincinnati 

D.   T Cincinnati 


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


Brill 

Brill 

Brill 

5  Semi-Conv American   Car 

45  Pass     46-51-     City   D.  T St.    Louis 

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


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

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

Goffs     Falls     Litch- 
field &  Hud 6  Closed   

Groton    &    Stoning- 

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

Hamburg  Ry 12  Pass 40-0     City  D.  T 

Hartford  &  Spring- 
field  St.   Ry 2  Closed Wason 

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

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

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

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

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

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

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

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

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

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

■Am.    Loco     Co.    Mobile  Lt.   &  R.   R. 

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


1  Loco. 

5  Open 
5  Fruit 
6!Buffet 

1" 

5,Exp. 

ibI 

22 

3  Locos 

2  Sleepers    . . . 
100  Ballast    

1  Special  Car 

2  Box    

Ind.      Columbus      & 

Eastern    B  Pass 

Ind.  Union  Trac.  Co.   20  Open    

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

Indianapolis  &  West 
ern   Ry 10 


10,000 


SO-0     Int. 
55-0     


3B-0     City 


Pass.  &  Rnff.Kl-ii 


Int. 


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

10  Pass 

10  Pass 

50  Pay-as-you-enter 


American  Cai 

..Co.'s   Shops 

Canada    Car 

Pressed   Steel 

Ottawa 

T Brill 


D.  J 


.St.   Louis 

gt.    Louis    Montreal    St.    Ry. 

St.    Louis 

St.    Louis 

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

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

Co.'s    Shops   N      j       &      Hudson 

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

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

Middletown    New   York    Cent.    &  „      T 

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

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

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

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

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

Cincinnati  3  Trail Int.    D.  T Niles 

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

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

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

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


January  5,  1907. 


ELECTRIC     RAILWAY     REVIEW 

ELECTRIC    EQUIPMENT   ORDERED    IN    1906.— Continued. 


Purchaser 


N 


Length    Sen*.  Trucks 


Builders    Purchaser 


N 


Int. 


8  Pass 42-0 

1  Frt 34-0 

6  Pass 



r.  Exp 

4o  Flat    60.000     

80.000     

25  Pass City 

SO  Flat   80.000     

26  K"X    80.000     

2G  P"X     80,000     

3    a boose 


Trucks 


Builders 


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

80.000     Fitz-Hugh    Luther 

50  Hart    Rodger    Ballast  S.  W.  Traction.  Co 

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

Lt-    Co 10 Int Cincinnati 

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

Norwich  &  Westerly    1  Bag.   &   Frt Southern   Car 

Southern    Car 

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

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

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

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

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

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

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

- 41-8     BothD.  T Cincinnati  1  Flat   Brill 

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

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

1  Work    63-0     Int.    D.  T 

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

usi     Rapid 

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

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


D.  T Co.'s  Shops 

D.  T Co.'s  Shops 

Ottawa 

Brill 

Brill 

Am.  C.  &  F.  Co. 

Am.  C.  &  F.  Co. 

St    Louis 

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

Am.   C.   ft 


.36-0     City  D.  T St.   Louis 


Olean    St.    Ry.   Co. . 


Omaha     &     Council 

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

Omaha  Lincoln   ,v 

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

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

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

Oregon  Water  Pwr. 
A    Ry 18  Trail 


Oswego  Trac.  Co.. 
Ottawa   El- 

Otturawa     Trac.     & 


Co.'s    Si 

D.  T Co.'s  Shops   .,.  .«.,_. 

2  Pass 30-0     City  S.  T Brill   la"la  _&  TT°1-    Elec. 

Ottawa        Ry-   &    Lt.   Co.... 

3  Mail Ottawa    —_»»_, 

line    Haute    Trac. 
ft    Lt     Co 


1  Pass. 

24  Pass. 
7  Pass 


2  Trail. 

1  Pass.  &  Bag.. 


I 

8  Closed 


Int. 


Lt.    Co 5  Op'-n    30-0  City  S.  T American   Car 

3  Closed    30-0  City  S.  T American    Car 

Owensboro    City  R.  Toledo  .t-    tads     Rv 

o    ..  ght    ...15-0  S.  T Co.'s   Shops    ™-«»  *  n>0»-  BJ 

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

Paducah   Trac.   Co..  -               >nv.   38-0  City    L>.  T American    Car  Toledo   Port  Clinton                 

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

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


.Co.'s  Shops 
.Co.'s  Shops 
...St.  Louis 
Jewett 


M'-'luire-Cummlngs 
McGuire-Cummings 


American    Car 

...    Cincinnati 


|'     Int.     Jewett 

CO.'S    Shops 

CO  'S    Shops 


T Niles 

T Niles 


, ■••"■    Jew°"  Topeka  Ry.  Co 4  Closed    31-6     City  s.'  T.'.       American    « A,  r 

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


2  Closed 

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

Phil.  A    Garrettford 


St.     Ry 

Phila.    &    W.    Ches- 
ter Trac 

Phila.    A-    Western.. 


3 45-3     Int     D.  T. 


Hrill 


6  Closed    60-0     Int. 

i  Exp     45-0     Int. 


48-6     Int.    D. 

22  Pass 51-4     Sul 

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


T Jewett 

T St.    I. 


1  Flat     40-" 

1  Supply     8S-0     'it. 

36-< 

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


D.  T Co.'s  Shops 

D.  T Co.'s  Shops 

D.  T Co.'s  Shops 

S.  T Co.'s  Shops 

D.  T Co.'s  Shops 


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

Cit      S.  T Co.'s    Shops 


Phila.    Rapid    Tran- 
sit     

40 

Plttsb.      &      Butler 

St     Ry 1 

Pittsburg    A    West- 
moreland Ry 4 

Pitts.  Rv    ,v    Lt,  CO 

rid    Ry 4 

|Tl  

12  P  

Poughkeepsle  city 
A   Wap.    F  -  "-    City 


Int 

Int. 


T St.    Louis 


Blev.  D.  T Brill  Trinidad  Elec.  R.  H  3  City 

Subway  D-  T Pressed    Steel    Twin      City      Rapid 

Transit    Co 60  Pass Co.'s   Shops 

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

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

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

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


Sub. 


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

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

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

United  Rys  &  Elec. 

Brill       Co 100  Semi-Con 

-     T An  R       R.     oi 

v int.    D.  T..  •  Ban    Francisco... .  60  Pass. 


a  t 


41    1"     Both 


Public    Serv.    Corp..  «v. 

Pug.t    Sound    Bee. 

JO  Hat    

1  I.ooo 

2  P.    -  

:■     Lt.     A 

r-o 25  Flat    

1  Pass 60-0     

Rhode   Island  Co....  71  Op  n    37-8%      

34  nosed   ?,:,--    

.17-9     Both 


Richmond    A   Ches- 
apeake   Bay 
Roanoke    Ry     A 


R 

rd   A    Int 


.64-5     Int. 


- 


BrlU 


12 
860 


Cincinnati 

Cli    Innatl 

D.  T Cincinnati 

D.  T.  ■        Innatl 

D.  T St.    i 


Int. 


42-o    city 

I'llx 
23-n 

Int. 


88-0     City 


.Co.'s   Shops   !!",t„p1  ,Trac„Co'r;    "     I 
.Co.'s   Shops    '  ''"   '•<■  *   RV-  Co.     6 

.Co.'s   Shops. 

i      ut|ca     &     Mo))awk 

Rathbun   Co        Valley     16 

Ottiiwa    Vlncennes 

I 

All  x     A    Mi 

Vernon     7  Pass 

7Tmll 

Washington    IIik.    A. 

1  Loco Sub. 

40  do  -.1              .13-6     City 
hlngton     w 
B  PowefOo....  IBJSi  

«  !  •', . 

<  ■    A  Sea.. 


Prill 


Rock    I»l     So    R.    R.     I 


St     I 


4  Heml-Conv.   37 

4 


A    K    Windsor 

- 

ind 

isa. 

i 

I  licks   L.   A  C 

It  ' 
Cli 

■ 


Louis 




B  iggag*    


\\  '.i-i.ti 


'"'-      ~ 


tThawn- 


■mi    Ini 

A    So 


■'•  Sen 

•'• 

"4' 
I    I.II-. 


A 
■outh    Hid'-   Kl-  I 


Totsl    Electric 

Equipment  ^— 

i,1«7 


Int 


D.  T. 


Brill 
Brill 

Prill 

Prill 


Brill 

St.    Louis 

St. 

I  '    T Co.'i    Shops 

D.  T SI     Louis 

D    X  Weel    Dli     &    Mf. 


Prill 


D.   T.  .  .  .Am 

Brill 


Prill 
Prill 


S.     T.. 


St.    Louis 

Hrlll 

Brill 

Brill 

Prill 

u 

w 


\m.    i 
SI 


SI       l^illls 

Niles 
Kuhlman 


i  ii 

'  Ittaws 
i 

•um'KB 
D    T  Clnolnnotl 


unstl 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  1. 


MARKET     STREET     TERMINAL,     PHILADELPHIA. 


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


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

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


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


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

Arrangement  of   Buildings  and  Tracks. 

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

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


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


January  5,  1907 


ELECTRIC     RAILWAY     REVIEW 


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


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


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


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


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

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

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


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


,   the  eastbound    platform   and   one   giving 

westbound  platform     ITw  third  is  n  eorrldor 

giving  access  to  rooms  for  I 

BM  and  also  will  ■  iih  the  building  to  be  | 

i'lillad'-lphla  A  ft»  the   nab-   of 

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

pas*:>  and   Door 

nion  of  the  building  Ih  to  I. 
room   for 

Tho  Philadelphia  Rapid  Trai 


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

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

on  the  north  a  pll  which  oan  be 

onvenlenl  Inapeotlon  of  can  Tn«  loadb 

in-  the  i  -  ■  hich 

Ih  onlv   1 1  or  reinforced  com 

tend  between  the  tracks  a  ft  :  the 

Down  tbi  '  the  four  mid 


10 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  1. 


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

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

The  lighting  and  heating  of  the  Rapid  Transit  Company's 


~Mm//m  Spm 


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

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

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


January  5,  1907. 


ELECTRIC     RAILWAY     REVIEW 


11 


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

The   power  station   will  be  100   feet    square  and  will   be 


RECENT   DEVELOPMENTS   IN   THE   CLEVELAND  STREET 
RAILWAY    CONTROVERSY. 


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


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


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


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

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

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


Pittsburg  Ral  :|  the 

expertmenl  <>i  ma  >lng  can  toi  On  thi 

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

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

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


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

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

thereupon  granted  to  the  Low   Pare  company,     another 

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

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

k    and  Qulnc  B    B     The  Low  Pare  companj 

applied  for  another  franchise  for  a  line  connecting  with  the 

ol    Municipal   Traction    lines.   Including   ■    loop  around 

ld<   of  the  Public  Bquai  I  ol  the  com 

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

rector  of  the  Municipal  Traction  C pany  as  follow 

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

io  windward  for  the  thr lenl  i  menl  In  Cleveland 

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

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

inn  io  the  building  ol  a 
railroad      1 1  old  applj  upon  aneh  exti 

The     !•• al   lnt<  n   t"    mil   of  the  Clevt  land 


12 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  1. 


against   the   Municipal    Traction    and    the   citj    WB8   called    in 

Judge  Phillip's  < rt  on  December  17.  but  on  the  motion  of 

attorneys  tor  the  former  was  continued  until  January  7. 
City  Solicitor  Baker  had  previously  hied  the  city's  answer, 
in  which  it  was  denied  that  the  city  had  had  any  knowledge 
of  the  arrangement  by  which  .Mayor  Johnson  had  guaranteed 
the  company's  obligations. 

On  December  19  the  Cleveland  Electric  heard  of  a  plan 
of  the  Municipal  company  to  attempt  to  lay  a  crossing  at 
midnight  over  the  former's  tracks  at  Detroit  avenue  and 
West  Twentj  Eighth  street  and  its  attorneys  immediately 
applied  for  an  injunction.  Judge  Beacom  did  not  grant  the 
injunction,  but  accepted  the  promise  of  the  Municipal  Trac- 
tion attorneys  that  no  immediate  attempt  would  be  made 
to  lay  the  crossing.  Instead  of  laying  the  crossing  the  offi- 
cials assembled  workmen  at  midnight  to  erect  poles  and 
wires  and  instal  switches  in  Superior  avenue  and  on  De- 
cember 20  began  operating  cars  over  the  tracks  owned  by 
the  city  on  the  Superior  avenue  viaduct.  One  of  the  com- 
pany's grants  had  made  Superior  avenue  "free  territory," 
to  be  used  jointly  by  both  companies  and  it  was  the  inten- 
tion to  run  these  cars  in  to  the  Public  Square,  but  the  Cleve- 
land Electric  attorneys,  on  the  ground  that  the  grants  were 
invalid,  secured  from  Judge  Phillips  a  temporary  restrain- 
ing order.  On  December  24  Judge  Phillips  refused  to  dis- 
solve the  temporary  injunction  and  in  so  doing  foreshadowed 
the  ultimate  decision  in  the  financial  interest  suit.  The  Mu- 
nicipal Traction  Company's  rights  in  Superior  avenue  are 
based  on  ordinances  passed  in  September  and  October,  1906, 
permitting  joint  use  of  the  Cleveland  Electric  tracks  and 
fixing  the  amount  of  compensation  therefor.  Judge  Phillips 
held  that  Mayor  Johnson  had  admitted  and  that  testimony 
had  shown  that  he  was  financially  interested  in  the  com- 
pany at  the  time  he  approved  those  ordinances  and  that  it 
would  be  an  abuse  of  the  discretion  of  the  court  to  refuse  a 
temporary  restraining  order  unless  there  appeared  to  be  a 
probability  of  the  order  being  refused  on  final  hearing. 

On  the  same  day  the  Cleveland  Press,  which  had  guar- 
anteed some  of  the  Municipal  Traction  stock  jointly  with 
Mayor  Johnson,  announced  that  a  new  guarantee  contract 
had  been  drawn  relieving  the  mayor  of  all  responsibility 
and  that  he  was  no  longer  interested  in  the  company. 

On  Wednesday  night,  December  26,  the  Municipal  Trac- 
tion Company  made  another  effort  to  reach  the  Public  Square. 
The  court  having  enjoined  the  use  of  the  Cleveland  Elec- 
tric tracks  it  was  decided  to  lay  a  temporary  track  on  the 
surface  of  the  pavement  in  Superior  avenue.  After  the 
council  meeting  Wednesday  night  a  permit  was  quietly  se- 
cured from  the  board  of  public  service  and  men  and  teams 
were  suddenly  brought  forth  from  various  secluded  spots 
and  put  to  work  laying  track  and  stringing  wires  on  the 
side  of  the  street  from  the  end  of  the  city's  tracks  on  the 
Superior  avenue  viaduct,  to  the  Public  Square.  The  rails 
were  laid  on  steel  ties.  As  the  tops  of  the  rails  were  5  inches 
above  the  pavement  the  space  between  the  rails  was  decked 
over  with  planks,  so  that  teams  could  use  the  track.  The 
span  wires  were  attached  in  advance  to  the  poles,  which 
were  set  in  barrels  filled  with  slag  and  cinders.  Wagons 
loaded  with  stone  were  set  alongside  the  poles  and  the  poles 
were  nailed  to  the  sides  of  the  wagons. 

The  work  was  stopped  about  3  o'clock  in  the  morning 
by  an  injunction  secured  by  a  property  holder,  after  about 
a  block  of  track  had  been  laid. 

On  December  28  the  city  council  granted  the  company 
a  permit  to  lay  the  temporary  track  in  Superior  avenue, 
which  had  been  stopped,  but  on  Wednesday.  January  2, 
Judge  Beacom  continued  the  temporary  injunction,  holding 
that  the  permits  of  the  city  council  and  the  board  of  public 
service  were  unlawful.  The  injunction  also  requires  the 
removal  of  the  track  already  laid  and  will  hold  until  the 
decision  of  the  "personal  interest"  suit. 


On  Monday,  December  31,  the  council  granted  the  Low 
Fare  company  a  franchise  for  a  line  on  Sumner  avenue  con- 

iting   the   proposed   Superior   street    line   with   the   Forest 

main  line.  The  next  day  Judge  Ford,  of  the  common 
pleas  court,  issued  an  injunction  restraining  the  company 
from  doing  any  work  before  Friday  noon. 

On  Monday  the  Cleveland  Electric  company  began  sell- 
ing seven  tickets  for  a  quarter  with  double  transfers  on 
cross-town  lines  for  the  purpose  of  demonstrating  the  mean- 
ing of  the  company's  proposition  already  submitted  to  the 
city  council,  which  the  company  stands  ready  to  carry  out. 


THE   ROTARY  CONVERTER   SUBSTATION. 


On  December  21  Mr.  R.  F.  Schuchardt  delivered  an  ad- 
dress before  the  Western  Society  of  Engineers,  Chicago,  111., 
on  "The  Rotary  Converter  Substation."  The  speaker  dis- 
cussed very  thoroughly  the  fundamental  theories  and  con- 
structional details  of  the  rotary  converter  and  its  necessary 
auxiliaries  as  found  in  railway  and  lighting  substations. 
During  the  address  many  lantern  slides  were  exhibited  by 
the  way  of  illustration  and  interior  views  of  substations  of 
the  Chicago  Edison  and  the  Commonwealth  Electric  com- 
panies, with  which  the  speaker  is  connected,  were  presented. 

After  this  very  thorough  treatment  of  the  rotary-convert- 
er substation  considered  electrically,  Mr.  Ernest  F.  Smith, 
superintendent  of  substations  for  the  same  companies,  was 
called  upon.  He  discussed  the  mechanical  side  of  substation 
operation  and  included  in  his  remarks  the  following: 
Brush     Economy. 

The  question  of  brush  economy  is  one  of  extreme  im- 
portance, especially  when  considered  in  connection  with  the 
operation  of  a  large  system,  such  as  that  of  the  Chicago  Ed- 
ison and  Commonwealth  Electric  companies.  In  these  sys- 
tems there  are  in  operation  about  70  rotary  converters  and 
when  we  consider  that  the  cost  of  a  complete  set  of  brushes 
for  a  rotary  converter  ranges  from  $40  for  a  500-kw.  machine 
to  $180  for  a  2,000-kw.  machine,  which  means  that  the  cost 
of  brushes  only  of  the  converters  in  operation  in  the  sys- 
tem mentioned  is  slightly  in  excess  of  $4,000,  it  will  readily 
be  seen  that  brush  economy  is  quite  an   important   subject. 

This  matter  has  been  given  a  good  deal  of  careful  study 
and  by  careful  attention  to  systematic  maintenance  of 
brushes,  commutators,  and  collector  rings,  the  life  of  a  set 
of  direct-current  brushes  has  been  increased  until  it  is  from 
four  to  five  years  at  the  present  time.  This  figure  includes 
wearing  out  and  destruction  of  brushes  from  all  causes,  in- 
cluding the  wear  on  commutator,  sanding,  cracking  due  to 
vibrations,  explosions  due  to  rapid  expansion  and  burning 
off  of  pigtails  or  unsweating  of  pigtail  caps  due  to  poor  con- 
tact or  defective  distribution  of  load  between  brushes. 

Considering  wear  and  loss  due  to  sanding  only,  the  life 
of  a  direct-current  brush  is  equivalent  to  about  eight  years, 
and  considering  wear  only  the  life  would  be  about  10  years 
for  an  alternating-current  copper  brush  and  20  years  for  a 
carbon  brush.  It  will  thus  be  seen  that,  considering  20  years 
as  the  maximum  possible  life  and  four  years  as  the  actual 
life  obtained  in  practice,  that  the  percentage  of  life  in  the 
Edison  and  Commonwealth  systems  is  about  25  per  cent. 
This  is  considered  to  be  comparatively  high. 

Setting   Brushes. 

There  are  430  brushes  on  a  2,000-kw.  machine  and  112 
on  a  500-kw.  machine,  necessitating  constant  care  and  at- 
tention in  order  to  keep  them  in  prime  condition.  The  mat- 
ter of  properly  setting  the  brushes  is  of  the  utmost  impor- 
tance. The  brush-holder  studs  on  the  direct-current  side  should 
be  accurately  and  equally  spaced  all  around  the  commutator 
and  a  line  of  brushes  of  a  given  polarity  across  the  commu- 
tator should  be  absolutely  parallel  with  the  commutator 
bars.  Th  positive  brushes  on  the  alternate  positive  studs 
should  be  staggered  with  reference  to  each  other,  so  as  to 
cover  the  entire  commutator  surface,  instead  of  allowing 
the  brushes  of  a  given  polarity  to  track  and  form  grooves. 

Experience  indicates  that  a  carbon  brush  tension  of 
about  VU  pounds  per  square  inch  gives  most  satisfactory 
service  and  contributes  to  the  life  of  the  brush  and  commu- 
tator. The  copper  brushes  on  the  alternating-current  side 
give  very  satisfactory  results  when  the  tension  is  from  1% 
pounds  with  a  500-kw.  to  2  pounds  with  a  1,000  or  2.000-kw. 
unit.     The  current  density  in  the  contact  surface  of  the  ro- 


January  5,  1907. 


ELECTRIC     RAILWAY     REVIEW 


!3 


tary-converter  brushes  in  use  in  the  system  referred  to 
ranges  from  27.6  amperes  per  square  inch  for  a  500-kw.  ro- 
tary   to    33.3   amperes    per    square   inch    for   3, -kw.    rotary 

on  the  direct-current  end  and  from  50  to  57  amperes  per 
square  inch  for  the  laminated  copper  brushes  on  the  alter- 
nating-current end. 

The  equivalent  of  one  complete  row  of  carbon  brushes 
is  treated  with  dynamo  oil  and  distributed  in  the  brush  hold- 
ers throughout  the  commutator  in  such  a  manner  as  to 
on  the  entire  commutator  surface.  This  is  for  the  purpose 
of  effectively  lubricating  the  commutator,  thereby  reducing 
friction  and  noise  in  operation.  The  method  of  treatment 
consists  of  immersing  the  carbon  brushes  in  boiling  oil  for 
a  period  of  about  an  hour,  after  which  they  are  removed  and 
dried  at  a  temperature  of  200  or  300  degrees  F.  for  a  period 
of  half  an  hour  or  more.  The  commutator  surface  is  fre- 
quently wiped  with  a  clean  piece  of  cheesecloth,  ami  when 
the  machine  is  about  to  be  shut  down  and  is  well  heated 
up  a  piece  of  cheese-cloth  bearing  a  trace  of  oil  is  Wiped 
across  the  commutator,  with  a  clean,  dry  piece  of  cheese- 
cloth bearing  upon  the  commutator  surface  immediately  back 
of  the  oiled  cloth.  This  method  of  maintenance  will  keep 
the  commutator  and  brush  surfaces  in  good  condition. 

The  alternating-current  brushes  are  staggered  on  the 
ring,  so  as  to  get  an  even  wear  and  it  is  found  with  good 
care  that  it  is  not  necessary  to  retrim  them  or  seriously  dis- 
turb their  adjustment  more  frequently  than  about  once  a  year. 
They  are  then  properly  trimmed  and  beveled  and  replaced 
on  the  machine.  A  very  light  application  of  vaseline  or  ma- 
chine oil  from  time  to  time,  while  the  machine  is  in  opera- 
tion, will  effectively  prevent  cutting  of  the  ring  or  excessive 
wear  on  the  copper  brushes.  This  treatment  will  preserve 
the  commutator  and  collector  rings  in  good  condition,  requlr- 
ing  the  turning  down  of  the  collectors  at  intervals  of  about 
five  years,  and  turning  of  the  direct-current  commutators  at 
Intervals  of  from  five  to  ten  years.  As  the  cost  of  turning 
down  commutators  and  collector  rings  ranges  from  $58  for  a 
500-kw.  machine  to  $140  for  a  2,000-kw.  machine,  it  will  read- 
ily be  seen  that  there  is  room  for  substantial  saving  by  the 
proper  care  of  these  parts. 

Oil    Economy. 

In  connection  with  oil  economy  statistics  show  that  the 
average  consumption  of  oil  for  each  machine  in  the  system 
during  the  past  year  has  been  3.2  gallons.  This  is  equivalent 
to  a  life  of  four  years  for  the  oil.  The  temperature  of  the  bear- 
ings is  very  closely  observed  with  reference  to  the  temper- 
ature of  the  surrounding  air,  and  in  all  cases  where  the  rise 
in  temperature  exceeds  15  degrees  C.  the  oil  Is  promptly 
filtered  and  replaced  In  the  bearings.  This  will  usually  re- 
sult in  lowering  the  temperature.  If  the  temperature  still 
remains  high  the  cause  is  further  investigated  and   removed. 

The  average  rise  In  temperature  of  all  bearings  in  the 
Edison   and   Commonwealth   systems  at  Hi  it  time  is 

approximately    14  '.    the    minimum    being   about   7 

es  ('.  A  portable  ti J t < -r  Is  used  for  tin-  purpose  of  filter- 
ing oil  and  is  set.  <ne  substation  to  another  as  re- 
qulr 

Blowers. 

It  Is  extremely  Important  that  the  condition  of  the  blow- 

for   the   air-blast   transformers   and    regulators 

be  properly  maintained  at  all  times,  as  the  shutting  down  of 

the   blower   would   seriously  affect  the  operation  of  the  con- 

■  r   units   at  times   of  heavy  load,  and  on  account  of  the 

IS    overhi  nsformers    and    regulators    which 

would   follow,   It  would   Boon   bOCC  to  shut    down 

units  if  the  air  blast  were  not  restored, 

Ir  are  regularly  In- 
spected and  v.  i'  and  the  rantllal 

ti  ■  are  thoroughly  blon  n 
and 

Starting  and   Synchronizing. 

I n    •  w It h    1 1  • 

Mr. n.      \uy 
In    f: 

tion   with  tbi 
■■t    their    Biol 

■trail 

in  conn<  'tion   wltl 
whl<  h 

of  u  should    i>'  i  eii    until 

stop*  rotating.    Thin  I 


magnetize    the    transformer    cores    ;uul    it    is    partially    true 

in  connection  with  diametrically  connected  units. 

Under  certain  conditions  the  converter  may  stop  with 
the  direct-current  brushes  resting  on  the  commutator  bars 
which  are  connected  to  the  same  armature  conductors  to 
which  the  collector  rings  are  connected,  which  are  in  turn 
connected  to  the  terminals  of  a  given  transfer  I'his 

places  this  transformer  coil  in  shunt  circuit  with  the  arma- 
ture windings  of  the  converter.  If  this  transformer  coil 
has  previously  been  demagnetized,  its  impedance  will  be 
sufficient,  upon  throwing  the  starting  current  Into  the  arma- 
ture of  the  converter,  to  prevent  an  undue  amount  of  current 
from  passing  through  the  transformer  Instead  of  through 
the  armature  of  the  converter,  and  the  machine  will  start. 
However,  it'  the  transformer  had  not  previously  heen  de 
magnetised  and  the  field  circuit  had  been  opened  at  a  time 
when  the  magnetization  of  the  transformer  coil  was  at  a 
maximum  in  the  same  direction  as  would  be  caused  by  the 
passage  of  the  starting  current  through  the  transformer  coil, 
then  there  would  be  practically  no  impedance  and  the  prac- 
tical equivalent  of  a  short  circuit  would  be  connected  to 
the  direct  current  brushes  of  the  converter,  thus  rendering 
it  impossible  to  start  the  machine.  In  this  case  the  brushes 
should  be  lifted  from  the  alternating  current  rings,  and  the 
transformer  momentarily  connected  to  the  high-tension  line, 
thus  changing  its  magnetic  state  to  a  more  favorable  condi- 
tion. 

Starting    After   a    Shut-Down. 

In  connection  with  starting  up  the  system  after  a 
general  shutdown,  if  the  shutdown  has  been  of  such  lung 
duration   as   to   result   in    fully   discharging   the    storage 

S,  thereby  leaving  many  of  the  substations  without  an 
adequate  source  of  supply  for  starting  from  the  direct-cur- 
rent end  in  the  regular  way,  the  procedure  employed  In  some 
of  the  large  systems  is  to  start  a  large  group  of  converters 
from  a  turbine  or  prime  mover  from  rest  with  low-frequency, 
lOW-VOltage,    multi-phase    currents.       The      field      circuits     and 

ct-current  switches  of  the  converters  arc  lefl  open  and 
the  unit  is  connected  on  the  alternating-current  side  only. 
A  direct-current  voltmeter  is  connected  to  the  direct  current 
terminals  of  the  machine  and  as  soon  as  the  turbine  begins 
to  rotate  slowly,  slight  vibrations  of  the  TOltmeter  needle 
will  be  observed.  This  action  will  continue,  gradually  in- 
creasing in  amplitude  until  the  rotary  begins  to  turn.  Af- 
ter the  converter  has  made  a  few  complete  revolutions  the 
voltmeter  needle  will  have  discontinued  vibrating,  and  If  the 
field  circuit  has  not  been  closed  at  the  proper  Instant,  will 
have  taken  up  a  fixed  position  cither  above  or  below  zero, 
indie  orreel    "r    li  polarity,     The   field   circuit 

should  be  closed  as  the  needle1  is  BWlnglng  past  zero  In  the 
direction  of  correct  polarity,  thus  locking  the  converter  Into 
synchronism  with  the  generator  and  insuring  correct  polar- 
ity If  the  operator  is  Skilful  in  perform  Ltlon. 

The  power  factor  is  adjusted  to  unity   bj  of  the 

field  :  n . i  as  soon  as  the  converter  potential  is  equal 

t.i  the  system  potential,  the  direct  current  switches  of  the 
converters  an  ind  other  converters  are  started  from 

the  diieri  current  side.  then  synchronised  with  the 

low  roltage,  low-frequency  line  and  other  generators  are  syn- 
chronized under  similar  conditions  at  the  power  house.  \n 
other  stage  of  acceleration  then  takes  place  and  this  action 

la    repeat,-, |    until    the   entire   system    load    has    h.  . n 
Ih-   normal   direct  cut  r.nt    potential. 

In   our   operating    pracl 

c.  dure  machines  of  a  rated  capacity  ol  11, >  kw.  b 

of   additional  cai 
of  7,600  kw,  were  Immi  d,  receiving  direct  cm 

rent  from  them,  after  which  the]  were  synchronised  with 
the    low-voltage,    Ion  fi  Additional    macl 

of  1 1,600  lew.  were  thro* n  onto  tie 

10  i,w    connected  to 

one    turbine    when    the   final  u'tel 

of      II 

thai  with  a  new  unl  ■  much  larger  load 

ip  from  <■ 

Ome   of    Hi.  the    lint.  in    all 

om  the  time  th  until 

nvorier   had   been     tarted   with   direct   current 

id  cut   in   with 

■  rable  big! 
•line  required 
inder  regutai   condition 

me  to  aho. ii   1 1 .  minutes  «rlth    i 
not  im  in. ling  line    required  foi   i ■ 

It      \»      liol      oft.   II       le 

lown,   hut    in    i It    should   be< 


14 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  1. 


conditions  necessitating  running  from  the  neutral  point,  the 
time  for  a  500-kw.  machine  would  be  about  1  minute  and 
60  seconds,  and  for  a  1,000-kw.  [■(inverter  about  'J  minutes 
and   27  seconds. 


NEW   ENGLAND  STREET   RAILWAY  CLUB. 


December  meeting  of  the  New  England  Street  Rail- 
wax  Club  was  held  at  the  American  House,  Boston,  on  the 
evening  of  December  27.  President  Paul  Winsor  was  in  the 
chair  and  the  speaker  of  the  evening  was  Mr.  Jacob  B. 
Struble  of  the  Union  Switch  &  Signal  Company,  Swissvale, 
Pa.,   his   subject   being   "Railway    Signaling." 

Mr.  Struble  classified  all  signals  as  visual  or  audible,  stat- 
ing that  form  and  color  are  the  main  division  of  visual  signals 
with  respect  to  their  essential  characteristics.  The  sema- 
phore is  the  type  of  visual  signal  in  widest  use  and  in  prac- 
tically all  cases  a  horizontal  inclination  of  the  arm  stands  for 
the  danger  position  and  the  downward  inclination  for  safety. 
Recently  an  upward  inclination  of  the  arm  has  been  favored 
somewhat  for  a  clear  indication.  It  has  been  found  difficult  to 
secure  distinctive  colors  enough  for  night  indications.  The 
well-defined  conspicuous  form  of  the  semaphore  arm  is  per- 
haps its  most  striking  advantage.  Various  forms  of  disc  sig- 
nals were  also  discussed.  These  were  said  to  be  of  question- 
able value  for  very  high-speed  service  on  account  of  their 
possible  obscuration  by  snow  and  reflected  sunlight.  The 
latter  cause  tends  to  make  disc  signals  better  for  night  than 
for  day  work.  Home  and  distant  signals  were  then  fully  ex- 
plained by  the  speaker. 

A  brief  reference  was  made  to  the  staff  system  and  its 
value  for  single-track  service  emphasized.  The  Fontaine  sys- 
tem of  time  spacing  was  instanced  and  comment  was  offered 
upon  the  fields  of  the  telegraph  block  and  manual  lock  and 
block  systems.  The  former  depends  upon  the  absence  of  mis- 
takes and  is  weak  in  this  respect.  The  track-circuit  auto- 
matic block  system  is  probably  the  best  of  signaling  methods. 
Mr.  Struble  described  the  function  of  the  track  circuit  at  some 
length  and  emphasized  its  ability  to  give  danger  indications 
in  case  any  part  of  the  equipment  fails.  In  all  automatic  sig- 
nals gravity  should  be  used  to  return  the  signal  to  the  danger 
position. 

The  automatic  signal  reduces  the  cost  of  operation 
through  its  lessening  of  the  wages  account.  Discussing  cab 
signals  the  speaker  stated  that  the  future  of  these  is  ex- 
tremely difficult  to  predict,  because  thus  far  they  do  not  seem 
to  work  out  well  in  practice.  Even  if  the  mechanical  and 
electrical  problems  of  the  cab  signal  could  be  solved  a  diffi- 
culty remains  on  account  of  the  division  of  the  motorman  or 
engineer's  attention  between  the  cab  signal  and  the  track 
ahead.  Attention  cannot  well  be  divided  between  the  signal 
and  the  roadbed  without  neglecting  one  or  the  other.  Mr. 
Struble  pointed  out  that  there  is  not  as  yet  any  system  which 
interlocks  both  train  and  signal,  though  on  the  Boston  and 
New  York  rapid  transit  systems  the  trains  are  automatically 
stopped  in  case  they  are  run  past  danger  signals.  The  de- 
rail is  too  drastic  a  means  of  protection  except  at  certain 
crossings. 

A  brief  description  was  given  of  the  use  of  alternating- 
current  block  signals  in  track  circuits  carrying  direct-current 
power  in  the  rails.  Mr.  Struble  closed  his  paper  with  a  short 
discussion  of  the  interurban  signaling  situation.  No  entirely 
satisfactory  system  of  interurban  signaling  has  thus  far  been 
produced,  in  his  opinion.  The  fact  that  the  rails  are  often 
covered  with  dirt  on  account  of  highway  locations,  is  trouble- 
some in  the  operation  and  maintenance  of  first-class  track 
circuits.  On  many  lines  the  use  of  single  tracks  and  sidings 
with  cars  operating  in  both  directions  on  close  intervals, 
makes  it  exceedingly  difficult  to  instal  a  successful  automatic 
signal.  Signals  satisfactory  in  many  particulars  can  be  had, 
but  it  is  difficult  to  find  any  single  scheme  capable  of  count- 
ing in   and   out   double  or   triple   headers   in  each   direction, 


through  a  block.  The  increase  of  traffic  on  railways  has  led 
to  the  organization  of  regular  signal  engineering  departments 
on  many  systems  and  a  more  general  appreciation  of  the  art 
of  signaling  is  everywhere  becoming  apparent. 

Following  the  reading  of  Mr.  Struble's  'paper  a  general 
discussion  of  signal  work  was  held.  Among  the  speakers 
were  Messrs.  H.  C.  Page  of  the  Springfield  (Mass.)  system; 
General  Superintendent  Lee  of  the  Boston  &  Maine  Railroad; 
M.  C.  Brush  of  Newton;  E.  P.  Shaw.  Jr.,  of  the  Boston  &  Woi 
cester  Street  Railway;  Inspector  of  Signals  Smith  of  the 
Boston  Elevated  Railway,  and  C.  E.  Potter  of  New  Bedford. 
I  lie  meeting  closed  at  9:30  p.  m. 


CONTROVERSY    OVER    TRAILS    IN    COLUMBUS. 


The  question  of  whether  the  interurban  railway  systems 
entering  Columbus.  O..  will  be  allowed  to  lay  T-rails  in 
the  city,  or  will  be  compelled  to  put  up  with  the  grooved 
rails  will  probably  now  be  settled  in  the  courts  of  the  state. 
This  is  the  result  of  a  controversy  caused  by  an  attempt  on 
the  part  of  the  city  engineer  to  compel  the  Indiana  Colum- 
bus &  Eastern  Traction  Company  to  replace  its  T-rails  on 
McDowell  street,  an  unimproved  street,  with  grooved  rails 
so  that  the  city  can  proceed  with  a  paving  contract. 

The  matter  was  threshed  out  in  two  open  meetings,  be- 
fore the  board  of  public  service,  in  which  the  railway  inter- 
ests were  represented  by  several  business  and  improvement 
associations  of  the  city  and  J.  L.  Adams,  general  manager 
of  the  western  division  of  the  Indiana  Columbus  &  Eastern, 
and  the  advocates  of  the  grooved  rail,  by  City  Civil  Engin- 
eer Maetzel  and  Frederick  L.  Ford,  city  engineer  of  Hart- 
ford, Conn.,  who  was  brought  to  Columbus  by  a  Columbus 
newspaper  to  furnish  expert  information  regarding  rails  and 
the  grooved  rail  in  particular.  At  the  close  of  the  second 
meeting  Mr.  Adams  handed  a  written  statement  to  the  sec- 
retary of  the  board  of  public  service,  which  announced  that 
his  company  refused  absolutely  to  replace  the  T-rail  on  Mc- 
Dowell street  with  grooved  rails.  This  means  that  the  whole 
proposition  will  probably  go  into  the  courts  for  settlement 
and  will  undoubtedly  be  carried  through  to  the  supreme 
court. 

Motives  back  of  the  attempt  to  force  the  grooved  rail  on- 
to the  interurban  system  on  streets  where  it  has  succeeded 
in  getting  the  T-rails,  are  said  to  be  political  and  personal, 
while  business  men  and  associations  of  the  city  who  have 
the  best  interests  of  the  city  at  heart  are  in  favor  of  allow- 
ing the  traction  company  to  put  in  the  special  T-rail  that 
admits  of  paving  up  flush  with  a  special  paving  block.  They 
recognize  that  the  future  development  of  the  interurban  sys- 
tems which  have  proved  of  great  financial  benefit  to  the 
business  interests  of  the  city,  depends  largely  upon  the  at- 
titude of  the  city   administration  on  the   T-rail   proposition. 

Fast  limited  passenger  service  from  Zanesville  to  Indi- 
anapolis has  been  planned  by  the  Indiana  Columbus  & 
Eastern  Traction  Company  and  to  make  such  service  safe 
the  company  will  be  obliged  to  put  on  heavier  cars  with  the 
standard  depth  of  flange  on  the  wheels  and  these  flanges 
can  not  be  operated  over  grooved  rails.  Thus  the  T-rail  con- 
troversy is  not  only  an  important  one  to  the  city  of  Colum- 
bus, but  effects  improvements  and  the  character  of  passen- 
ger and  frieght  service  all  over  the  Schoepf  system  in  In- 
diana and  Ohio. 

The  company  not  only  agrees  to  do  its  part  in  improv- 
ing and  paving  the  streets  and  putting  in  the  special  paving 
blocks  next  to  the  T-rail,  but  it  agrees  to  put  up  a  million- 
dollar  terminal  passenger  station  and  make  other  improve- 
ments in  Columbus,  if  its  plans  are  not  blocked  by  the  city 
insisting  on  the  grooved  rail. 

Officials  of  the  Indiana  Columbus  &  Eastern  believe  they 
will  win  out  in  the  fight  should  it  be  taken  into  the  courts, 
because  they  are  already  using  the  T-rail  on  the  street  in 
question  and  the  board  of  public  service  has  given  the  com- 


January  5,  1907. 


ELECTRIC     RAILWAY     REVIEW 


15 


pany   permission   to   lay   this   form   of   rail   on    several   other 
streets  of  the  city. 


POWER   HOUSE  OF  THE    HUDSON   TUNNEL  SYSTEM. 


Construction  work  is  now  in  progress  on  a  new  power 
house  which  will  generate  current  for  operating  the  cars 
through  the  several  tunnels  of  the  Hudson  Companies  under 
the  Hudson  river  between  New  York  and  New  Jersey,  and 
also  current  for  operating  passenger  elevators  and  lighting 
the  new  terminal  office  building  in  New  York  city.  This 
tunnel  work  was  described  in  detail  in  the  Electric  Railway 
Review.  November,  1906,  page  893.  The  power  station  will 
be  located  in  Jersey  city  on  a  block  bounded  by  Washing- 
ton. Green,  Bay  and  First  streets.  The  building  will  have  a 
length  of  230  feet  from  north  to  south  and  a  width  of  200 
feet.  The  height  from  sidewalk  to  top  of  monitors  will  be 
108  feet. 

The  interior  of  the  structure  comprises  a  boiler  house 
and  an  operating  and  electrical  room.  The  latter  room 
extends  the  entire  length  of  the  building  and  will  contain. 
on  the  north  side,  galleries  for  controlling  the  generating 
machinery  and  the  local  substation  in  the  power  house.  The 
electrical  generating  plant  will  comprise  two  3,000-kw.  turbo- 
generators and  three  6.000-kw.  turbo-generators,  a  total  gen- 
erating capacity  of  21.000  kw.  or  32.409  hp.  The  tmmed 
installation  will  aggregate  18,000-kw.  capacity,  but  the  struc- 
ture is  designed  for  an  ultimate  generating  capacity  of  36.- 
000  kw 

The  building  with  its  facade  of  selected  red  brick  and 
with  doors  and  window  frames  of  metal,  will  be  as  thor- 
oughly fireproof  as  it  Is  possible  to  build.  In  the  windows 
wired  glass  will  be  used.  A  skylight  with  copper-covered 
metal  work   will  run   the  entire  length  of  the   building. 

Coal  will  be  received  at  the  eastern  end  of  the  boiler 
house  and  elevated  from  the  yards  to  distributing  convey- 
ors which  will  carry  It  to  several  coal  bunkers  located  in  the 
top  of  the  building.  These  bunkers  will  have  a  storage 
capacity  of  5,000  tons.  From  here  the  fuel  will  be  fed  by 
gravity  and  automatic  stokers  to  the  furnaces  on  the  ground 
floor. 

The  boiler  house  was  designed  to  accommodate  16  water- 
tube  boilers  each  having  9,000  square  feet  of  effective  heat- 

-iirface,  or  9,000  hp.  as  customarily  rated.  It  is  thought 
that  these  boiler  units  are  larger  than  any  heretofore  used 
in  this  country'-  The  boiler  settings  will  be  encased  in  steel 
and  all  openings  in  these  casings  will  be  made  air-tight 
This  type  of  construction  will  require  details  new  to  Aim  r 
lean   boiler  practice.     The  boilers   will   be   fitted    with   super- 

BTt  and  all  piping  and  valves  will  be  designed  for  use 
with   superheated  steam.     For  each   6,000  kw.  of  generating 

there  win  be  provided  four  boilers  and  for  eaci 
of  four  boileri  one  chimney;   thus  the  plant   will  be  devel 
oped   on  a  sectional  basis. 

The  chin  ■  steel  plates  lined  with 

nln>     Inchea   of  brick    supported   In    section!     so   that    air. 

tion  of  the  lining  enewed  hi   repaired  without  dis- 

turbing otin  r  seetions.    The  inalde  diameter  of  each  chlm 
aiii  be  i"  feel  8  Inchei  and  it  win  rise  to  a  point 
abort   ti  ■  Tin-   i.ases    of    the   chimneys 

win  be  supper  ■  ei  columns  to  permll  oi  added 

in   the  boibr   rooms      The  turbo-generators   win   be  nf   the 
rortli  oh  the  plant  win  be  equipped   with  ap 

paralus    annuiing    th<     maximum    reliability    and    ■•com,!, 
prodn  tion. 

tunnel  trnins.  which  win  rn 
aid  Square,  as  far  east  as  Aator  Place  and  aa  tar  west  as 
irk.  win  be  operated  b)  correal  from  this  new  station 

the 
Hudson  rlvei  will  be  Mi  City 

;»ower    he 


The  general  design  of  the  power  plant,  including  the 
mechanical  equipment,  has  been  in  charge  of  Mr.  .1.  Van 
Vleek.  and  the  electrical  equipment  has  been  designed  by 
Mr  L.  B.  Stillwell.  The  power-house  superstructure  was 
designed   by    Robins   &   Oaknian,    architects.    New   York    city. 


EQUIPMENT    OF    THE    TEXAS    TRACTION    COMPANY. 


Contracts  have  been  let  by  the  Texas  Traction  Company 
tor  the  equipment  of  a  65-mdle  electric  road  between  Dallas 
and  Sherman.  Tex.  The  new  line  will  parallel  the  Missouri 
Kansas  &  Texas  road  between  the  two  cities  and  will  be  one 
of  the  longest  electric  roads  in  the  state.  While  the  appara- 
tus is  standard  direct-current  throughout,  the  equipment,  in 
some  respects,  presents  features  ol  Inter* 

The  country  through  which  the  new  line  will  run  is  flat 
and  rolling,  there  bi  rades  exceeding  one  per  cent  and 

a  maximum  curvature  of  but  three  degrees  \  private  right 
ei  way  has  been  established  by  the  company.  The  run  be- 
tween Dallas  and  Sherman  will  In-  made  in  2  hours  and  30 
minutes.  This  schedule  includes  a  15-minute  run  within  the 
city  limits  of  Dallas,  where  the  cars  must  necessarily  be  ope- 
rated at  lower  speeds.     While  the  main  traffic  will  be  of  an 

ezpreas   nature,   stops   have    1 n    provided   about   every   two 

miles  to  take  care  of  the  local  travel. 

Fifteen  car  equipments  will  be  provided  for  the  first 
schedules.  These  will  be  of  the  standard  interurban  type, 
each  50  feet  long,  equipped  with  four  GE-73  (75  horsepower) 
standard  direct-current  motors  and  the  Sprague-Gener.il  Blec 
trie  type  M  system  of  multiple-unit  control.  Each  car  will  be 
further  provided  with  General  Electric  airbrakes  and  com- 
pressors. 

Power  for  the  new  road  will  be  generated  by  steam  at 
McKinney.  a  town  located  about  midway  between  Dallas  and 
Sherman.  The  main  power  Btatloo  equipment  will  include 
two  1,000-kilowatt  Curtis  steam  turbo-generators  working  un- 
der a  steam  pressure  of  150  pounds  at  the  throttle  with  125 
es  of  superheat.  The  turbines  will  operate  condensing. 
('mi  rent  will  be  generated  at  1,800  TOlta  and  26  cycles  and 
stepped  up  tor  transmission  to  19,100  raits.  Efor  exciting  the 
fields,  two  85  Kilowatt  generator  sets  will  be  provided.  The 
three-phase  cnrrenl  from  each  of  iiie  turbo-generators  will  he 
transformed  In  a  set  of  three  330-kllowatt.  air-hlasi  nans 
formers,  with  one  spare  transformer  as  a  reserve,     To  sup 

ply    air    for   COOllng,    duplicate    blower    sets    will    be    furnished, 

one  set  being  driven  h\  an  induction  motor,  (hi'  other  by  a 
direct  current    motor.      Bach    blower    will    have   a    capacity    of 

I" !UMC     feel 

Bll    substations    will    be    provided,    including    one    at    the 

main  station  ami  a  portable  equipment    The  portable 

Ion  comprises  a  special  car  containing  a  800-kllowatt  i" 
lary  converter,  air  blast   transformer  and  suitable  switching 

apparatus   for  Cutting   Into   tile   transmission  system   wherever 

i Mary.    This  equipment  renders  nnneoessarj  the  duplies 

tion  of  rotarj  oonvertera  at  the  fixed  substations,  aa  it  can  bo 

shifted  tO  various  pails  of  the  line  and   used  as  an   emeic.  nc\ 
n  Of  auxiliary  In  case  of  need      Dacb  Of  thi  sub 

■  .ns  win  be  equipped  with  ■  800-kllowatt,  600-volt  ro 

converter  with  thi  rj   switchboards,  oil tied  ti 

formers,  and  lightning  arresters,    Thi  ona  will  bs  In 

onnected  bj  bigh-tenalon  transmission  lines,  operated  in 
niiiiiy  at  19,100  rol  itually,  however,   a   trai 

rolta  win  probably  be  used,  ami  tor  this 

purpose  taps  win  be  provided  for  f-ooni Hon  of  the  ti 

wnii  the  ten   sxoeptloni  noted  the  new   line  r. >i 
lows,  in  general,  the  standard  direct-current   practice  "i  the 
ral  Kic.  up  Compai 

I     f    Slilcklio  bni    of   i' 

pany  ami  v    \     i  botb  ol    D 

.    ths  i. nice    ,,t  ti,.   oompan)  are  too  • 


16 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  1. 


INTERURBAN     MAP    OF    THE    CENTRAL    STATES. 


(WITH    INSET.) 

The  map  of  the  Central  States,  issued  as  a  supplemi 
this  number  of  the  Electric  Railway  Review,  when  compared 
with  a  similar  one  published  by  the  Street  Railway  Review 
a  year  ago,  affords  an  interesting  basis  for  studying  the  prog- 
ress in  interurban  railway  construction  in  the  year  1906. 
During  the  past  year  there  have  been  opened  to  traffic  a 
comparatively  large  number  of  new  interurban  roads,  but  per- 
haps even  more  mileage  has  been  built  as  extensions  of 
already  operating  lines.  Elsewhere  in  this  issue  appear  sta- 
Ustics  showing  the  rolling  stock  purchased  during  the  year 
and  used  for  these  new  lines  and  as  additions  to  existing 
equipment. 

This  new  map,  for  which  we  are  indebted  to  The  Arnold 
Company,  Chicago,  is  thought  to  be  complete.  However, 
should  there  be  errors  the  Review  will  be  grateful  for  any 
information  that  will  assist  in  making  its  reference  files 
iiidii'  complete. 


CHICAGO   TRACTION    SITUATION. 


Although  the  Chicago  traction  ordinances  are  still  in  the 
hands  of  the  local  transportation  committee  the  situation 
has  progressed  rapidly  since  the  last  issue  of  the  Review. 
The  Chicago  City  Railway  ordinance  is  now  ready  to  be  re- 
ported to  the  city  council  and  unless  further  cause  for  delay 
arises  will  be  submitted  at  the  next  meeting.  The  ordinance 
for  the  Chicago  Union  Traction  Company,  which  is  the  same 
as  the  other  except  in  a  few  details  where  changes  are  nec- 
essary on  account  of  the  difference  in  locality  and  the  internal 
financial  complications  in  the  company,  is  now  in  the  hands 
of  the  committee  receiving  the  finishing  touches. 

The  principal  points  of  difficulty  in  the  Chicago  City 
ordinance,  which  also  applied  generally  to  the  Union  Trac- 
tion Company,  were  cleared  up  at  a  conference  between  the 
representatives  of  the  city  and  the  companies  on  December 
15.  It  was  then  agreed  that  in  the  event  of  purchase  by  the 
city,  the  valuation  of  the  companies'  property,  both  tangible 
and  intangible,  shall  be  $50,000,000,  which  represents  a  com- 
promise between  the  companies'  figures  of  approximately 
$74,000,000,  and  the  city's  experts'  estimate  of  about  $46,000,- 
000.  Of  this  amount  $29,000,000  is  apportioned  to  the  Chi- 
cago Union  Traction  and  $21,000,000  to  the  City  Railway.  It 
was  also  agreed  that  in  the  division  of  profits  55  per  cent 
of  the  net  receipts  shall  go  to  the  city  and  45  to  the  com- 
panies. The  companies  are  to  be  allowed  5  per  cent  interest 
on  the  money  secured  for  reconstruction  and  5  per  cent 
brokerage  on  this  money;  also  a  10  per  cent  contractor's 
profit  on  the  work  of  reconstruction.  During  the  three-year 
rehabilitation  period  70  per  cent  of  the  gross  receipts  is  to 
he  set  aside  for  operating  expenses,  the  remainder  of  this 
amount,  after  payment  of  operating  expenses,  to  be  applied 
on  renewals.  After  the  rehabilitation  period  6  per  cent  of 
the  gross  receipts  is  to  be  set  aside  for  renewals.  It  was 
also  decided  to  appoint  Bion  J.  Arnold  chief  engineer  of  the 
board  of  supervising  engineers,  at  a  salary  of  $30,000  a  year. 
Although  no  contract  has  been  signed  it  is  understood  that 
he  will  accept.  The  selection  of  Mr.  Arnold  to  supervise  the 
work  of  rehabilitation  has  met  with  unanimous  approval,  on 
account  of  his  familiarity  with  the  situation  through  his 
services  as  consulting  engineer  for  the  city  throughout  the 
entire  process  of  the  negotiations  and  because  of  the  uni- 
versal confidence  in  his  integrity  and  his  high  professional 
standing. 

The  situation  in  regard  to  the  Union  Traction  ordinance 
is  complicated  by  the  internal  financial  relations  between  the 
company  and  its  underlying  companies.  On  December  19 
John  M.  Harlan,  representing  Judge  Grosscup,  the  referee 
in  the  Union  Traction  litigation,  asked  the  local  transporta- 
tion committee  to  strike  out  the  clause  in  the  Chicago  City 


ordinance  providing  for  the  extension  of  that  company  to  the 
north  and  west  sides  in  the  event  of  failure  of  the  Union 
Traction  Company  to  accept  the  ordinance,  and  to  delay  the 
sell  lenient  until  the  internal  difficulties  of  the  Union  Trac- 
tion could  be  removed  and  both  ordinances  be  passed  at  once. 
Walter  L.  Fisher,  city  traction  counsel,  at  once  delivered  an 
ultimatum  that  the  Union  Traction  should  get  its  affairs  in 
such  shape  as  to  come  to  an  immediate  settlement  or  the 
City  Railway  would  be  empowered  to  take  over  its  territory. 
The  Union  Traction  Company  replied  that  it  would  endeavor 
to  come  to  an  agreement  at  once  and  in  no  way  delay  the 
settlement. 

While  the  Chicago  newspapers  and  the  people  were 
congratulating  themselves  on  the  prospects  of  immediate 
settlement  and  consequent  improved  service,  Mayor  Dunne 
suddenly  announced  that  he  would  insist  on  the  ordinances 
being  submitted  to  a  referendum  vote  of  the  people  at  the 
April  election  before  being  submitted  to  the  council.  He 
stated  that  during  his  campaign  for  the  mayoralty  last  spring 
he  had  repeatedly  promised  that  all  important  measures  re- 
lating to  the  traction  situation  should  be  submitted  to  the 
people  for  a  decision,  and  that  the  city  council  had  also  put 
itself  on  record  to  the  same  effect.  This  unexpected  announce- 
ment by  the  mayor  met  with  an  overwhelming  protest  from 
all  quarters.  In  order  to  secure  a  referendum  vote  it  is  first 
necessary  to  secure  a  petition  signed  by  a  large  number  of 
names  and  in  case  such  a  petition  could  not  be  completed  in 
time  for  the  April  election  the  whole  matter  would  have  to 
be  postponed  for  another  year  or  two.  Civic  bodies  and  mer- 
chants' leagues  as  well  as  individuals  vied  with  each  other 
in  passing  resolutions  and  writing  protests  to  the  newspa- 
pers, demanding  an  immediate  settlement  of  almost  any  kind 
that  would  pave  the  way  for  a  speedy  elimination  of  the 
present  intolerable  service  conditions.  The  Chicago  Tribune 
even  instituted  a  postal  card  ballot  on  the  referendum  ques- 
tion and  the  incomplete  returns  have  shown  a  large  major- 
ity in  favor  of  immediate  passage  of  the  ordinance.  A  ma- 
jority of  the  aldermen  have  also  expressed  themselves  as 
opposed  to  any  delay. 

A  meeting  between  the  city's  representatives  and  the 
eastern  financiers  controlling  the  Union  Traction  was  held 
at  Atlantic  City  last  week  and  on  his  return  to  Chicago- 
Walter  L.  Fisher  announced  that  the  main  points  had  been 
settled.  The  company  guaranteed  to  acquire  a  perfect  title 
to  the  north  and  west  side  lines,  to  be  delivered  to  the  city  in 
event  of  purchase,  and  that  in  the  reorganization  both 
minority  and  majority  stockholders  should  be  treated  alike. 
The  company  also  agreed  to  a  single  fare  with  universal 
transfers  to  the  lines  of  the  Consolidated  Traction  Com- 
pany and  to  take  care  of  the  operating  agreement  with  that 
company.  It  also  agreed  to  build  new  tunnels  at  Washington 
and  La  Salle  streets  and  to  lower  the  Van  Buren  street 
tunnel.  The  ordinance  is  to  run  to  the  Chicago  Railways 
Company,  which  is  to  reorganize  the  Union  Traction,  with 
Frederick  H.  Rawson  at  the  head. 

The  City  Railway  ordinance  was  to  have  been  reported 
on  Wednesday  night,  but  as  it  was  being  gone  over  for  the 
last  time  by  the  committee  in  the  afternoon,  Attorney  David 
K.  Tone,  representing  the  Chicago  Federation  of  Labor  and 
the  Municipal  Ownership  League,  appeared  and  attempted  to 
show  that  the  ordinance  was  full  of  flaws.  He  claimed  that 
the  City  Railway  under  its  charter  could  not  extend  to  the 
Union  Traction  territory  and  that  the  charter  could  not  be  so 
amended;  that  the  ordinance  is  practically  a  perpetual  grant; 
that  in  the  event  of  purchase  at  the  end  of  20  years  the  city 
or  another  company  must  pay  for  the  value  of  the  unex- 
pired franchises  at  present,  and  that  no  company  would  be 
willing  to  pay  such  an  exorbitant  price.  These,  with  vari- 
ous other  objections,  were  all  answered  by  Mr.  Fisher  and 
the  mayor,  but  it  was  decided  to  hold  the  matter  over  an- 
other week. 


SUPPLEMENT  TO  THE   ELECTRIC  RAILWAY   REVIEW,  JANUARY  5,  1907.       Vol.  XVII-No.  1. 


\  R°c  / o                            o  Shclu  LfcKC  /  /  (  f 

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ELECTRIC  INTERURBAN  RAILWAYS 

IN  THE 

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January  5,  1907. 


ELECTRIC     RAILWAY     REVIEW 


17 


MOTOR-OUT    INDICATORS. 


On  a  car  equipped  with  four  motors  it  frequently  hap- 
pens that  from  such  causes  as  sticking  brushes,  broken 
connections  in  the  armature  or  fields,  etc.,  one  of  the  motors 
gives  out.  While  such  failures  will  incapacitate  a  par- 
ticular motor,  this  condition  may  not  actually  cripple  the 
car,  and  in  frequent  cases  the  other  motor  of  the  pair  may 
run  for  some  time,  perhaps  all  day,  carrying  double  its  reg- 
ular load.  In  this  way  the  operating  motor  may  receive  a 
strain  and  become  damaged  more  or  less  in  proportion  to 
the  length  of  time  it  is  run  with  an  idle  mate.  To 
provide  against  this  condition  and  afford  a  continuous  indi- 
cation of  the  presence  of  current  in  motor  leads,  the  "motor- 


coil  is  connected  with  the  A-.  binding  post  of  the  controller. 
Similar  connections  are  made  for  the  other  coils  in  the  indi- 
cator. 

When  the  controller  handle  is  moved  and  current  is  fed 
to  the  motors  it  first  enters  the  solenoid  and,  the  circuit 
being  closed  through  the  controller  cable  and  motor,  the 
indicator  coil  is  magnetized,  lifting  the  core  to  the  center. 

his  core  lifts,  the  pin  iu  it  lifts  in  turn  the  Sap  al 
thus  showing  the  word  "In"  which  appears  under  the  space 
normally  covered  by  the  flap.  Thus  the  motorman  knows 
that  the  particular  motor  circuit  iu  series  with  this  coil  is  in 
operative  condition.  If  from  any  cause  the  circuit  is  open 
the  coil  will  not  act  and  the  flap  will  remain  at  rest,  show- 
ing   the    word    "Out"    on    its    face.      The    motormen    are 


-^-flAAdoiv/v  -M>  3/farvff  ot/r  ac'SO' 


Ccw*rC7WSivett. 


a*jr&£*rs 


*wo  Co/tr&c. 


Sketch    Showing    Detail    Design    of    Motor-Out    Indicator. 


out"   indicator  shown  in  el-tall   by   the  accompanying  illus- 
tration   Is   used   with   four-motor 

Tramway   Company   and   Is   being   placed   on  all  or  one 
class  of  cars  owned  by  this  company. 

The  encased     In    a 

neat   box  of  oak.  5*4   by   12   by   4%  .utslde   di' 

slons.     This    box   has   a    glass   top   ami    is   dl\ 

•  tie-  Indicating  Baps,  » 
are  simitar  '■■  for  hous- 

ing  the  colls   and 

Illustrate  or  solenoids, 

urns 
of  N  ti  a  brass  tube   %   loch 

in   d! 
with  a  brass  bead  and  pin   wbl<  b,  wh< 

with 
Its  reap*  \  l   li  taken   from  ■  and 

-eted    wit  i 
post  In  the  control 

:  A-2  In  run  to  coll  2  ai  rmlnal  of  this 


io  riM  after  two  or 
trial  nr  of  ne 

v ii<ii  in  tie'  controller  box  us  usual 

motor 

ir  .1    io    I" 

The  "n  ■  iieii 

i  about  Hush  with 

tlj  under 


High  Voltage    Third-Rail    Line    In    California. 


I 
Urban  Hue   from   Stockton   to   l.o.ll    Cal.,  a   i 

which    win   in-  operated   by   i  ran)   dellvt 

oi   onderrnnnlni  third  tail    i 
1 

. i  until  '' 
line   win   li.'  opei  illy    with 

oqul]  i'    iiiifi"> n   ••!  SI 


18 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  1. 


A    NEW   GOVERNOR    ON    NEW    YORK    PUBLIC    UTILITIES. 


in  his  Inaugural  message  to  the  New  York  legislature 
Governor  Hughes  devotes  considerable  space  to  the  matter 
of  transportation  Interests  and  public  service  corporations 
in  the  stair  at  large  and  In  Greater  New  York.  The  follow- 
ing are  extracts  from  the  message: 

Public    Service    Corporations. 

Proper  means  lor  the  regulation  of  the  operations  of 
railroad  corporations  should  be  supplied.  For  want  of  it. 
pernicious  favoritism  has  been  practiced.  Secret  rebates 
have  been  allowed,  and  then'  have  been  unjust  discrimina- 
tions in  rates  and  in  furnishing  facilities  for  transportation. 
Those  who  have  sought  to  monopolize  trade  have  thus  been 
enabled  to  crush  competition  and  to  grow  in  wealth  and 
power  by  crowding  out  their  rivals  who  have  been  deprived 
of  access  to  markets  upon  equal  terms. 

These  abuses  are  not  to  be  tolerated.  Congress  has 
legislated  upon  the  subject  with  reference  to  interstate  com- 
merce, where  naturally  the  evil  has  been  most  prominent. 
But  domestic  commerce  must  be  regulated  by  the  state,  and 
the  state  should  exercise  its  power  to  secure  impartial 
treatment  to  shippers  and  the  maintenance  of  reasonable 
rates.  There  is  also  need  of  regulation  and  strict  super- 
vision to  insure  adequate  service  and  due  regard  for  the 
convenience  and  safety  of  the  public.  The  most  practicable 
way  of  attaining  these  ends  is  for  the  legislature  to  confer 
proper  power  upon  a  subordinate  administrative  body. 

We  have  now  a  board  of  railroad  commissioners  of  five 
members.  It  is  charged  specifically  with  important  duties. 
The  execution  of  mortgages  and  the  increase  or  reduction  of 
capital  stock  are  subject  to  its  approval,  its  certificate  that 
public  convenience  and  necessity  require  the  construction  of 
a  projected  railroad  is  required  before  construction  can  be 
begun,  and  it  deals  with  changes  in  highway  grade  crossings 
and  various  other  matters  in  a  definite  way. 

The  law  also  provides  that  the  board  "shall  have  gen- 
eral supervision  of  all  railroads  and  shall  examine  the  same 
and  keep  informed  as  to  their  condition  and  the  manner  in 
which  thev  are  operated  for  the  security  and  accommoda- 
tion of  the  public  and  their  compliance  with  the  provisions 
.of  their  charters  and  of  law."  If  in  the  judgment  of  the 
board  it  appears  "that  any  change  of  the  rates  of  fare  for 
transporting  freight  or  passengers  or  in  the  mode  of  operat- 
ing the  road  or  conducting  its  business  is  reasonable  and  ex- 
pedient, in  order  to  promote  the  security,  convenience  and 
accommodation  of  the  public,"  it  may  after  notice  and  hear- 
ing fix  a  time  within  which  the  changes  shall  be  made. 

But  the  action  of  the  board  in  the  exercise  of  this  gen- 
eral power  of  supervision  amounts  to  a  recommendation.  If 
its  direction  is  not  complied  with,  the  law  provides  that  the 
matter  shall  be  presented  to  the  attorney  general  for  his 
consideration  and  action,  and  shall  be  reported  to  the  legis- 
lature. So,  if  it  appears  that  any  railroad  corporation  has 
violated  the  law  or  unjustly  discriminates  in  its  charges,  and 
the  wrongful  conduct  is  continued  after  notice,  the  matter  is 
to  be  brought  to  the  attention  of  the  attorney  general,  "who 
shall  take  such  proceedings  thereon  as  may  be  necessary  for 
the  protection  of  the  public  interests." 

The  present  scheme  of  regulation  is  inadequate.  There 
is  a  lack  of  precision  in  the  definition  of  the  powers  of  the 
board  and  an  absence  of  suitable  means  to  compel  compli- 
ance with  its  decisions.  No  penalties  are  provided  for  dis- 
obedience to  orders  of  the  board  made  within  its  proper 
authority.  Nor  is  the  board  authorized  to  institute  and  con- 
duct legal  proceedings  for  the  purpose  of  enforcing  its  re- 
quirements. 

It  is  also  provided  that  the  expenses  of  the  commission 
shall  be  borne  by  the  railroad  corporations  upon  the  ap- 
portionment of  the  controller.  This  plan  of  reimbursing  the 
state  is  wholly  indefensible.  The  supervision  of  railroads  is 
in  the  interest  of  all  the  people  and  should  be  borne  by  the 
people  as  any  other  expense  of  administration.  Such  a  board 
should  be  established  in  public  confidence  as  an  independent 
governmental  body  receiving  no  support  from  the  railroads 
save  as  they  are  duly  taxed  for  the  general  support  of  the 
government. 

We  have  also  a  commission  of  gas  and  electricity  with 
broad  powers  with  reference  to  corporations  engaged  in  sup- 
plying gas  and  electric  current. 

New  Railroad  Commission  with    More  Power. 

It  is  my  judgment  that  there  is  no  need  of  two  separate 
commissions  to  deal  with  these  subjects.  There  are  now 
corporations  which  are  subject  to  the  jurisdiction  of  both 
.commissions,  and  in  some  cases  the  same  questions  are  pre- 


sented for  the  decision  of  both.  Similar  principles  are  ap- 
plicable to  the  decision  in  many  cases  within  the  jurisdic- 
tion of  each  and  harmony  of  administration  would  be  pro- 
moted by  having  a  single  body.  It  is  plainly  in  the  interest 
of  economic  administration  in  order  to  avoid  the  unneces- 
sary multiplication  of  officers  and  clerical  force  that  there 
should  be  but  one  commission.  In  the  two  boards  we  have 
now  eight  commissioners.  A  board  of  less  than  this  num- 
ber would  answer  both  purposes. 

I  therefore  recommend  that  the  present  board  of  rail- 
road commissioners  and  the  commission  of  gas  and  electric- 
ity be  abolished  and  that  a  new  commission  be  constituted, 
with  powers  of  regulation  and  supervision,  within  constitu- 
tional limits,  of  the  corporations  now  subject  to  the  existing 
commissions.  The  commission  should  have  all  the  powers 
possessed  by  the  present  commissions  and  such  additional 
powers  as  may  be  needed  to  insure  proper  management  and 
operation.  Its  powers  should  be  clearly  defined  and  should 
embrace  the  power  to  act  upon  its  own  initiative  as  well  as 
upon  complaint;  to  pass  upon  the  issue  of  stocks  and  bonds; 
to  examine  properties,  books,  and  accounts;  to  require  de- 
tailed reports  in  prescribed  form:  to  prescribe  reasonable 
rates;  to  require  adequate  and  impartial  service;  to  provide 
for  the  safety  of  employes  and  for  the  protection  of  the  pub- 
lic, and  generally  to  direct  whatever  may  be  necessary  or 
proper  to  safeguard  the  public  interests  and  to  secure  the 
fulfilment  of  the  public  obligations  of  the  corporations  un- 
der its  supervision.  Provision  should  be  made  for  suitable 
inspection  so  that  the  commission  may  be  advised  as  to  all 
matters  within  its  purview  and  be  In  a  position  to  take  ac- 
tion on  behalf  of  the  people  without  the  formal  institution 
of  proceedings  by  complainants.  A  prescribed  quorum  should 
be  entitled  to  decide  all  questions,  and  any  one  commis- 
sioner should  be  empowered  to  make  examinations  and  in- 
vestigations, and  the  proceedings  and  decisions  of  one,  when 
approved  by  the  board,  should  stand  as  its  proceedings  and 
decisions. 

The  corporation  guilty  of  disobedience  to  its  orders,  and 
all  officers  and  other  persons  responsible  for  such  disobe- 
dience, should  be  visited  with  appropriate  penalties.  The 
commission  should  also  be  entitled  to  institute  legal  pro- 
ceedings for  the  enforcement  of  its  orders,  and  all  such  pro- 
ceedings should  be  expedited  by  suitable  preference  in  all  the 
courts  of  the  state.  The  legislature  should  thus  provide, 
within  its  constitutional  power,  adequate  means  for  the 
entirely  just  and  impartial  regulation  of  these  important 
public  enterprises. 

Reform   in   Transit   Conditions   Here. 

The  problem  of  transportation  in  the  territory  of  Greater 
New  York  demands  special,  prompt,  and  comprehensive 
treatment.  The  configuration  of  Manhattan  Island  and  the 
concentration  of  business  at  its  lower  end,  together  with  the 
rapid  growth  of  population,  have  produced  an  extraordinary 
congestion.  All  the  existing  lines — surface,  elevated,  and 
subway — are  overburdened,  and  the  people  suffer  in  mind, 
body,  and  estate.  The  worst  congestion  is  found  at  the  ' 
Brooklyn  bridge,  due  to  the  convergence  at  that  point  of  the 
Brooklyn  traffic.  The  people  of  Brooklyn  who  do  business  in 
Manhattan  are  subjected  morning  and  night  not  only  to  ex- 
asperating inconvenience,  but  to  such  maltreatment  and  in- 
dignities incident  to  their  disgraceful  herding  that  relief  in 
the  most  practicable  manner  should  be  afforded  them  at  the 
earliest  possible  moment 

Not  only  are  new  facilities  needed,  which  should  be 
planned  with  reference  both  to  immediate  and  future  needs, 
but  there  is  urgent  necessity  for  more  strict  supervision  to 
secure  better  service  on  existing  lines.  In  some  portions  of 
the  city  antiquated  horse  cars  may  still  be  seen,  giving  pic- 
turesque emphasis  to  the  disregard  of  the  public  convenience. 
Overcapitalization  and  the  improvident  creation  of  guaran- 
ties and  fixed  charges  to  suit  the  exigencies  of  successive 
combinations  entered  into  for  the  purpose  of  monopolizing 
the  traffic  have  produced  their  natural  results.  There  are 
such  unjust  burdens  upon  earnings  and  the  tendency  con- 
stantly to  effect  economies  at  the  expense  of  proper  service 
is  so  strong  that  it  is  imperative  that  the  people  shall  have 
vigilant  representatives  clothed  with  ample  authority  to 
compel  the  corporations  to  perform  their  public  duty. 

In  1891  the  legislature,  for  the  purpose  of  providing  for 
the  development  of  additional  transit  facilities,  passed  the  so- 
called  Rapid  Transit  act.  It  constituted  a  board  of  rapid 
transit  commissioners,  who  were  named  in  the  statute.  Nu- 
merous amendments  have  been  made  and  additional  powers 
conferred.  The  statute  contains  important  provisions  with 
reference  to  construction  by  the  city.  Through  the  accre- 
tions of  years  it  has  become  cumbersome  and  extremely 
complicated.     It  needs  revision.     Pursuant   to  the  provisions 


January  5,  1907 


ELECTRIC     RAILWAY     REVIEW 


19 


of  this  act  the  present  subways  have  been  constructed  and 
plans  have  been  made  for  further  construction.  By  a  re- 
cent amendment  the  board  is  authorized,  with  the  consent 
of  the  board  of  estimate  and  apportionment  of  the  city,  to 
grant  rights  and  franchises  and  to  make  contracts  with  ref- 
erence to  the  construction  and  operation  of  the  parts  within 
the  city  of  inter-state  trunk  lines. 

Would    Abolish    Rapid   Transit    Board. 

We  have  thus  in  the  city  of  N'ew  York  an  anomalous 
condition.  Two  boards  created  by  the  legislature  are  exer- 
cising powers  of  the  greatest  importance  with  reference  to 
transportation.  The  board  of  rapid  transit  commissioners  is 
dealing  with  the  question  of  new  facilities  and  is  empow- 
ered to  make  contracts  tor  construction  and  operation.  It 
is  also  dealing  with  the  question  of  the  construction  of  trunk 
lines  into  or  across  the  city.  The  state  board  of  railroad 
com:.  -   has  general  jurisdiction  over  the  railroads  of 

the  state,  and  has  supervisory  powers  over  the  surface  lines 
and  the  elevated  roads  in  the  city.  It  does  not  exercise 
jurisdiction    over   the    subways,   as     thee  re    constructed 

under  the   rapid  transit  act.     But   while  the  powers  of  8 
vision   are  divided,   the   interests   in  control   of    the  surface. 
elevated,  and  subway   lines  are  now  united  in  a  single  cor- 
poration. 

This  situation  should  be  met  by  a  comprehensive  plan. 
All  the  operations  of  railroad  companies  in  the  territory  of 
greater  N'ew  York  should  be  under  the  supervision  of  one 
board.  And  the  board  that  is  to  have  the  power  to  super- 
rally  these  operations  should  have  the  power  of 
initiating  plans  and  of  making  contracts  for  the  construc- 
tion and  operation  of  new  lines.  Instead  of  two  boards  deal- 
ing with  different  phases  of  the  same  problem,  there  should 
be  one  board  empowered  to  deal  with  it  in  its  entirety 
such  a  board  would  exercise  important  state  powers  of  con- 
trol and  regulation,  it  should  be  a  state  board,  and  should  be 
composed  of  men  familiar  with  conditions  in  the  territory 
affected.  In  my  judgment  it  would  not  be  advisable  to  put 
all  these  matters  under  the  control  either  of  the  present 
board  of  railroad  commissioners  or  of  the  new  commission 
which  I  have  proposed  to  take  its  place.  The  urgent  need 
of  an  increase  in  transportation  facilities,  and  the  unique 
conditions  existing  in  Greater  New  York,  justify  the  crea- 
tion of  a  separate  board  to  deal  with  the  entire  matter  of 
transportation  in  that  part  of  the  state. 

I  recommend  that  the  board  of  rapid  transit  commis- 
sioners be  abolished  and  that  a  new  board  be  created,  to 
have  all  the  powers  now  exercised  by  the  rapid  transit 
board,  and  also  to  have  powers  with  reference  to  operations 
within  the  territory  of  greater  New  York — or  if  deemed  ad- 
visable, within  a  wider  district  embracing  the  adjoining 
counties  into  which  certain  lines  of  the  surface  railroad 
tend — similar  to  the  powers  which  I  have  suggested  should 
be  conferred  upon  the  new  commission  for  the  rest  of  the 
would  thus  be  included  the  regulation  of  gas 
and  '■.  vporations.     Ptovision  should  bs  made  for  the 

retention  by  the  board  of  estimate  and  apportionment  of 
the   city,   of  all   the   powers,   including     powers  of    approval, 

h  it  now  enjoys. 

The  commission  proposed  for  the  state  generally  should 
have  jurisdiction   over  all   traffic   between   points   withii. 
cit>    of   Nee    York  and   points  el-  In   the  state.     It  is 

believed  thai  in  this  manner  the  whole  question  of  trail- 
tatlon.  and  of  gas   and   electric  service   In    the    territory  of 

ilt  with  in  an  Intelligent  .mil  ef- 
flcient  manner,  and  that  to  the  fullest  extent  possible  the 
Just  requirements  of  th.  immunity  may  be 


RECENT    ELECTRIC    RAILWAY    LEGAL    DECISIONS. 
BY     JT.     I..     BOSENBEBUEB,    LL,    B. 


Airbrakes    Versus    Handbrakes. 


The  aver  i  :n  the  cost  of  operating  an  electric 

car   furnished    with   handbrakes   and   one   Equipped    with   air- 
brakes, on  roads  running  through  lar. 

stops  are  necessary,   has   b<  with 

Chrlstensen  brake-  10  and  I 

cur- 
The  saving  In  current   by   the   use  oi 
airbrake    In   d'.  fact    that    th--    powerful     and     Instan 

taneous   action   of  the  brak' 

brakeshoe  clear  of  the  a  anil 

allo»  in    to   run    In    "full 

is  occaso' 
handbrake   the   nhoes   must    no'    onlj 
within   city    limit*  rman    must    V.. 

ring.   In  order   that   tie  ma)    stop  qulcl 
llslons       If    In    «- vl'*-  In    addlti 

-   also  s   large   saving  In  MM  and    I 

lnr-|.! 


Presimptmn  o>    Xni  pence    from    Failing  of  Trolley  Pole 

I'lMx    Person    Waitinu    To    Board   CAB. 

Cincinnati  Traction  Co.  v.  Holzenkamp  (Ohio).  7s  X    E    Rep. 
-'.    June  26.  1P'»;. 

Proof  of  the  falling  of  a  trolley  pole  from  an  electric  car. 
when  it  stopped  at  a  usual  Stopping  place,  upon  a  person 
standing  there  for  the  purpose  of  setting  upon  the  car.  the 
supreme  court  of  Ohio  holds  raises  the  presumption  of  negli 

e  on  the   part   of  the   traction  company,  and,   unless 
butted,  the  party  injured  is  entitled  to  recover  damn 


Dity  of  Conductor  to  See  that  Pas--  n...  a  Has  Rj  lsonablt 
-    ir  or  to  Control  Ri  \m\     oi    Cab  Accobdu 
Dvni.er  to  One   Inseci-rei.i    - 

Van  Horn  v.  St.  Louis  Transit  Co.    (Mo.),  9G  S.   \V.  Rep.  326. 
June  19,  1906. 

While  the  upright  stanchion  to  which  the  pivot  was  fas- 
tened upon  which  the  back  of  a  seat  in  an  open  summer  car 
turned  would  be  on  the  outside  of.  and  afford  protection  to, 

issenger  occupying  an  ordinary  position  on  the  end  of 
the  seat,  there  was  evidence  in  this  case  that  a  woman, 
owing  to  the  cramped  half-sitting  position  she  occupied  from 
the  seat  not  being  large  enough  to  accommodate  six  occu- 
pants or  two  of  them  appropriating  a  larger  share  of  the  seat 
than  necessary,  had  not  the  advantage  of  the  protection  af- 
forded by  the  stanchion,  but  was  compelled  to  sit  with  her 
back  thereto,  with  nothing  on  the  outside  to  protect  her  or 
prevent  her  falling  off.  The  supreme  court  of  Missouri,  divl 
sion  No.  2,  says  that  it  was  the  conductor's  duty  to  see  that 
she  had  a  seat  reasonably  safe  and  secure,  and  knowing, 
as  he  must  have  known,  her  position  to  be  unsafe.  ||  was 
his  duty  to  control  the  running  of  the  car  with  a  degree 
of  care  proportioned  to  the  danger  to  which  she  was  exposed 
by  reason  of  her  insecure  position  on  the  seat. 


Facts  ami  Riles   Deemed  Est  mi  ism  p  In   c.sst \   Wn  h 

Operation   Of   Eiecthi.     -  ELailwats    a-   To    Fabbb, 

Traxsrbb    un>   Duma   oi    Cowpdotobb— Rpu     k 

in..    BxptnaiOH    ros    Rjoruaax  to   Pay   Fare  or   Pboddbb 

•k    Tnkt  r    Is    Reasonable— Transfer    Ticket    CoK- 

Ktvn.i     Of     PaBSKROEB    C.ntN     Whom.     Thkm     - 

Damasks  Ki.i.wrwuf  roa  &ttkkptxd  EBxfuuhot, 

Norton    v.    Consolidated    Railway   Co.    (Conn.),   63    Atl.    Rep 
1087.     June  5.  1906. 

There  are  certain  facts  and  established  rules  conrn 
with  the  operation  of  electric  street  railways,  which  in  tl 
days   are   familiar   to   .  ,on   of  ordinary    Intelligence 

who  has  occasinti  ,,,,|   wliirh.  n„.  supreme 

Of   emirs   of  Con:  -ays,   are  to   I"  I   in 

mining  what  the  real  contract  of  carriage  Is  In  a  case 
like  the  present  one — an  action  to  recover  *»—  pn  f,,r  tin- 
alleged    tort   i  :lllt    in   attemptlni   to 

forcibly   eject   the    plaintiff    from    the    ear    after    he    had    pro 

:    an    Improper    transfer    t Ir-K  f:ir,. 

Amon-.-   tie  in   are.   that   tin-   mere  payment   of  the  ordlnarj 
fare  In  a  ■    ,,r  itself,  as  upon  a  steam  rail 

road,    Indicate    the   destination   of   ti. 

•nit  he  .1. -siren  transportation  by  another  line  and  upon 
another    car;    I  upon    one    line    d< 

be    transf.  i,,,   tame   ■ 

fare  OB   tl  >  ;    that   upon 

irrl.-d.   In    that  car.   tfl   the   point 
•  rid    line 
must    obtain    from    the    OOndoctol     Of    It    a    tfl 

ake   passage  upon   a  oai 
•hat    i>h    tO    'I, 
• 


20 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  1 


like  all  other  passengers  taking  the  ear  at  that  point,  and 
will  not  bo  permitted  to  ride  unless  he  either  pays  his  fare 
or  presents  a  proper  transfer;  that  it  is  the  office  of  the  con- 
ductor of  the  second  car  to  determine  the  right  of  the 
passenger  to  ride  upon  that  car,  and  that  upon  the  presen- 
tation of  a  transfer  ticket,  the  ticket  itself  is  the  only 
evidence  of  such  righl  which  the  conductor  can  properly 
accept. 

A  rule  requiring  the  expulsion  from  a  car  of  a  passen- 
ger who  refuses  either  to  pay  his  fare  or  produce  a  ticket 
showing  his  right  to  ride  on  such  car  is  a  reasonable  one. 
In  ascertaining  whether  the  plaintiff  was  entitled  to  ride 
on  the  second  car,  it  was  not  the  duty  of  the  conductor 
of  that  car  to  accept  the  statement  made  to  him  by  the  plain- 
tiff that  the  mistake  in  his  transfer  was  the  fault  of  the  con- 
ductor of  the  first  car.  As  between  the  second  conductor 
and  the  plaintiff,  the  transfer  ticket  was  conclusive  as  to 
the  latter's  right  to  be  carried  as  a  transferred  passenger 
upon  his  car. 

In  the  court's  opinion,  the  facts  showed  that  the  real 
contract  of  the  defendant  was  to  carry  the  plaintiff,  upon 
the  first  car,  to  the  proper  point  of  transfer  to  the  second 
line;  to  furnish  him  a  proper  transfer  ticket  to  entitle  him 
to  a  passage  on  a  car  of  the  second  line;  and  to  carry  him 
upon  that  line,  upon  the  presentment  of  such  transfer  or 
the  payment  of  his  fare  to  the  conductor  of  the  second  car. 
Throush  the  carelessness  of  its  servant,  in  not  giving  the 
plaintiff  the  transfer  ticket  which  he  asked  for,  the  defendant 
failed  to  perform  its  contract.  For  such  breach  of  contract 
the  plaintiff  would  have  been  entitled  to  compensation  for 
the  loss  or  injury,  had  there  been  any,  which  necessarily 
followed  from  the  defendant's  failure  to  furnish  him  a 
proper  transfer  ticket.  His  remedy  for  such  breach  of  con- 
tract was  not  to  refuse  to  pay  his  fare,  and  to  forcibly 
resist  being  expelled  from  the  car.  As  the  transfer  ticket 
which  he  presented  did  not  even  purport  to  authorize  him  to 
ride  on  a  car  of  the  line  he  boarded,  the  conductor  of  that 
car,  notwithstanding  his  explanation  of  the  mistake,  was 
justified  in  refusing  to  accept  it,  and  in  requiring  him  to 
pay  his  fare  or  leave  the  car,  and  after  the  demands  made 
by  the  conductor,  it  became  the  plaintiff's  duty  to  either 
pay  his  fare  or  peaceably  leave  the  car. 

The  court's  conclusion  is  that  the  plaintiff,  having  by 
his  own  wrongful  conduct  invited  the  use  of  force,  could 
not  complain  of  the  use  by  the  defendant  of  reasonable 
force  in  the  attempt  to  remove  him  from  the  car.  It  was 
error  to  hold  that  he  was  entitled  to  substantial  damages, 
and  the  case  was  remanded  for  the  assessment  of  nominal 
damages. 


Any  Traction  Company  Authorized  by  Statute  to  Take 
Any  Existing  Street  Railway  With  Consent  of  Own- 
er, Lessee,  or  Operator,  and  Operate  It  Without  Re- 
gard To  Whether  Its  Predecessor  Was  Clothed  With 
Powers  and  Franchises — Powers  of  Company  After  Ex- 
piration of  Term  Limited  In  Its  Charter. 

Mayor,  etc.,  of  Jersey  City  v.  North  Jersey  Street  Railway 
Co.  (N.  J.  Sup.),  63  Atl.  Rep.  906.    June  11,  1906. 

By  the  first  section  of  the  New  Jersey  act  to  author- 
ize the  formation  of  traction  companies  passed  in  1893,  it  is 
enacted  that  any  company  incorporated  under  it  "shall  have 
power  to  enter  upon  any  street  or  highway  upon  which  any 
street  railway  or  other  railway  operated  as  a  street  railway, 
is  now  or  may  hereafter  be  constructed  (with  the  consent 
of  the  owner  or  owners,  lessee  or  lessees  of  such  railway, 
or  of  the  person  or  persons  operating  the  same),  and*  •  • 
maintain  and  operate  such  railway."  The  second  section 
declares  that  every  company  incorporated  under  the  act 
shall  have,  in  addition  to  numerous  powers,  privileges,  and 


franchises  therein  specified,  "all  other  powers  necessary 
to  the  performance  of  its  duties  and  the  exercise  of  its 
privileges  imposed  or  conferred  by  this  act." 

AVhen  it  is  remembered  that  the  primary  object  in 
incorporating  street  railway  companies  is,  not  the  financial 
benefit  to  be  obtained  by  their  incorporators  and  their  suc- 
cessors from  the  operation  of  the  railways  constructed  by 
them,  but  the  furnishing  to  the  public  of  a  cheap  and  easy 
means  of  intramural  transportation,  the  purpose  of  those 
provisions  of  the  act  of  1893  which  have  been  referred  to, 
the  supreme  court  of  New  Jersey  says,  seems  apparent; 
and  that  is  to  prevent,  as  far  as  possible,  the  people  from 
being  deprived  of  the  benefit  which  comes  to  them  from 
the  use  of  these  public  utilities,  by  the  financial  or  other 
inability  of  the  owners  or  operators  of  them  to  continue  their 
operation. 

The  statute,  the  court  continues,  does  not  contemplate 
that  the  right  of  a  corporation,  organized  under  it,  to  main- 
tain and  operate  a  street  railway  shall  depend  upon  the 
existence  or  nonexistence  of  such  right  in  its  predecessor  in 
ownership  or  possession.  It  deals  not  only  with  railways 
which  are  owned  and  operated  by  corporations  de 
jure  (of  right),  having  powers  and  franchises  which 
are  efficient  to  enable  them  to  operate  their  roads, 
but  with  railways  which  are  owned  or  operated  by 
corporations  which  never  had  a  de  jure  existence, 
and  by  those  whose  right  to  the  enjoyment  of  the 
powers  and  franchises  originally  bestowed  upon  them 
has  been  terminated  by  efflux  of  time  or  otherwise.  It 
deals  with  the  railway  as  an  existing  thing,  rather  than  with 
the  question  of  the  rights  and  powers  of  the  corporation 
having  possession  of  it.  It  authorizes  a  traction  company 
organized  under  it  to  take  possession  of  any  existing  street 
railway,  or  railway  operated  as  a  street  railway,  provided 
it  obtains  the  consent  of  the  party  who  owns,  leases  or 
operates  it,  and  it  confers  upon  such  traction  company  all 
the  powers  and  franchises  necessary  for  the  proper  main- 
tenance and  operation  of  the  railway  after  it  has  acquired 
its  possession,  without  regard  to  whether  or  not  its  prede- 
cessor was  clothed  with  powers  and  franchises.  In  a  word 
all  that  a  traction  company  organized  under  the  act  of 
1893  needs  to  acquire  from  its  predecessor,  whether  that 
predecessor  operates  the  railway  as  owner,  or  as  lessee,  or 
by  bare  right  of  possession,  is  its  consent.  Its  power  to 
maintain  and  operate  the  railway  is  derived,  not  from  its 
its  predecessor,  but  from  the  statute  itself. 

The  expiration  of  the  term  limited  in  its  charter,  the 
court  further  says,  did  not  absolutely  destroy  the  corporate 
existence  of  the  Jersey  City  &  Bergen  Railroad  Co.  That 
still  remained  to  it  by  express  statutory  provision  for  the 
purpose  of  enabling  it  to  settle  and  close  its  affairs  and  to 
dispose  of  and  convey  its  property.  At  the  time  when  it 
leased  its  railway  to  the  Consolidated  Traction  Co.,  there- 
fore, it  had  power  to  consent  that  the  latter  company  should 
take  possession  of  its  railway  and  maintain  and  operate 
it.  Its  assignment  to  the  Consolidated  Traction  Co.  of  the 
powers,  privileges,  and  franchises  which  had  been  conferred 
upon  it  by  the  legislature  was  not  requisite  to  enable  the 
latter  company  [incorporated  under  the  act  of  1893]  to  main- 
tain and  operate  the  railway;  and  the  fact  that  the  assign- 
ment was  fruitless,  because  such  powers,  privileges,  and 
franchises  had  already  ceased  to  exist,  could  not,  of  course, 
deprive  the  latter  company  of  its  powers,  privileges,  and 
franchises,  conferred  upon  it  by  direct  legislative  grant. 
When  the  Consolidated  Traction  Co.  acquired  possession 
of  the  railway,  therefore,  it  was  clothed  with  full  power  to 
maintain  and  operate  it;  and  when  it,  in  turn,  leased  the 
railway  to  the  defendant's  company,  that  company,  which 
was  also  incorporated  under  the  traction  act  of  1893,  was 
clothed  with  like  power  by  direct  grant  from  the  legislature. 


January  5.  1907. 


ELECTRIC     RAILWAY     REVIEW 


•21 


PIPING     AND     POWER     STATION     SYSTEMS— XXV. 


BY   W.    I  .    MORRIS.    M.    E. 


Figure  234-(H5-l)  shows  a  very  satisfactory  construc- 
tion with  pipe  connections  entirely  outside  of  the  frame,  thus 
in?  the  possibility  of  their  being  strained  against  the 
frame  of  the  engine.  As  shown  they  are  also  exposed  to 
which  is  advantageous  in  case  of  leaks.  The  water  can 
be  diverted  over  the  surface  of  the  journal  either  by  means 
of  dividing  partitions  cast  in  the  journal  or  by  a  pipe  run 
into  the  journal  and  forming  one  of  the  connections.  The 
regulating  valve  should  be  on  the  inlet  branch,  the  out- 
let being  free  to  atmosphere  and  discharging  into  a  funnel 
that  may  readily  be  seen  and  tested  by  the  operator.  To 
allow  the  greatest  possible  flexibility  the  supports  for  the 
piping  should  be  well  away  from  the  journal.    The  discharge 


ftuma 


Figure    234—  (H5-1). 


Figure    235—  (H8-1). 


should  be  carried  to  a  height  slightly  above  the  journal,  thus 
insuring  that  the  bearing  will  at  all  times  be  full  of  water. 

It  may  appear  that  the  funnel,  exposed  pipe,  etc..  as 
shown  are  crude  and  unsightly,  but  it  should  be  remembered 
that  the  first  consideration  is  utility  and  the  latter,  appear- 
ance. That  which  on  its  face  shows  usefulness  and  conveni- 
ence if  neatly  constructed  has  every  reason  for  being  left 
exposed. 

Low-Pressure  Water  to  Dry-Vacuum   Pump. 

For    continuous    runninc    it    is    absolute!;    necessary    to 

coof  the~air~ylinde~f"  hTHiTy  YHi  iimi~i>iimp.'"_ Low-pressure 

water  Is  used  for  tliis  purpose.     The  temperature  of  the  air 

pumped    is    generally    about    120   degrees    F.,    anil    if   no   air 

cooler  Is  used  and  air  Is  compressed  from  about  2  pounds 

absolute  to  15  pounds  it  is  thus  reduced  to  about  1-7  of  Its 

former   volume.     The   dry-vacuum    pump   will   operate  under 

rather  hleh   temperature*,   thus   permitting   cooling  water  to 

at   a    t'  I  high   as   17".    degn 

arrangement  of  pi  Doling  the  journal,  as  shown 

In   Figure  234,  is  also  suitable  for  cooling  an  air-pump  cylin- 

uslng  only  the  inlet    ralTe  to  control   the  water  and  an 

funnel   to  ob  quantity  and  The 

amount  of   cooling   water   neressary   to   r.  tempera* 

iir   cylinder    of   the   dry-vacuum   pump    Is   quite 

small,  being  only  about    1  ."■  per  cent   of  for  boiler 

feeding.    The  amount  of  wai  •■•!  ibould  !»•  determined 

by  observation  of  the  condition  of  the  pomp  at  various  tern- 

•  •oiing  water. 

■  if  the  moat  frequi  irith  air  cylinder!  Is 

brought  aboul  by  the  admitting  of  a  rlinder,  which, 

due   to  the   high    '•  '   Onto   'he  air- 

Low  Pressure  Water  to  Pump  Priming  Pipes. 

iw-preamn 

priming    fire    pumps 

cauxe   BOCfa   I 

prtmtns,  but  imp  priming  plpei  ■  with 

■    full    Mn  lenst 

poii-  waving   In    tit  '■   •»»<! 


ordinary  service  pumps  is  not  as  essential  as  with  fire  pumps 
they  are  seldom  equipped  with  priming  pipes.  The  piping 
arrangement  shown   in  Figu:  1-3)    will   be  found   sat- 

isfactory for  the  service  pump.  A  fire  pump  should  hare 
a  foot  valve,  also  a  priming  connection  between  the  suc- 
tion and  discharge  valves  at  both  ends  of  the  pump  and 
should  also  have  priming  connections  to  the  suction  line. 
By  the  use  of  these  several  details  air  may  be  removed  from 
tin-  pump  before  it  is  started.  If  priming  water  is  not  easily 
obtainable  from  a  low-pressure  line  or  from  the  pump  dis- 
charge  as  shown  in  Figure  216,  then  a  hose  valve  should 
be  attached  to  the  pump  between  the  suction  and  discharge 
s  at  all  four  ends  of  a  double-acting  pump.  This  de- 
tail can  be  satisfactorily  arranged  by  connecting  the  four 
ends  with  piping  and  using  check  valves  that  open  into  the 
ends  of  the  cylinders  and  a  stop  valve  to  control  the  water 
from  the  hose  or  pipe  line. 

If  the  fire  pump  has  a  foot  valve  it  can  easily  be  primed 
by  delivering  the  priming  water  into  the  pump  suction. 
This  may  put  a  part  of  the  water  ends  into  service  and 
leave  one  or  more  ends  out  of  service,  which  difficulty  may 
often  be  observed  with  pumps  that  have  been  in  operation 
for  some  time.  The  presence  of  water  at  the  suction  valve 
does  not  aid  the  end  of  the  pump  out  of  operation  in  taking 
its  water.  To  enable  the  inoperative  end  to  take  water  it 
is  necessary  to  reduce  the  pressure  in  this  end  as  far  below 
the  atmospheric  point  as  the  pressure  on  the  water  in  the 
suction  at  the  suction  valve.  This  can  only  be  accomplished 
by  discharging  to  atmosphere  the  confined  air.  since  the 
pump  is  able  to  discharge  only  a  part  of  its  air  into  the 
discharge  pipe. 

The  usual  method  of  freeing  a  pump  of  air  is  to  close 
the  valves  in  the  discharge  and  open  the  vent  over  the 
discharge  pump  valve,  thus  allowing  the  contents  of  the 
cylinder  to  be  discharged  to  atmosphere  at  a  low  pressure. 
All  the  air  can  in  this  way  be  discharged  from  the  pump 
if  the  priming  water  is  admitted  between  the  suction  and 
the  discharge  valves.  Such  an  arrangement  of  valves  re- 
quires a  large  air  vent,  and  if  a  check  valve  is  placed  In  the 
discharge  line  from  the  pump  it   will  pi.  pressure 

coming   back  on   the  pump  valve  whenever  the   air   relief  Is 

The  usual  boiler  room  operator  is  not  sufficiently  skilled 
to  handle  these  priming  arrangements  unless  they  are  quite 
simple.  To  free  a  pump  of  air  when  it  is  not  fitted  with 
priming    pipes    require  more    skill.      Any    operator 

should  quickly  barn  to  open  the  air  vent  ami  admit  priming 
r  if  that  is  all  that  Is  required.     It  D  inferred 

that  priming  pipes  are  mere  ooi  there  are 

many  installations  In  which  tiny  are  absolutely  essential 
and  with  which  if  priming  pipes  were  n<>t  supplied  it  would 
be  necessary  when  priming  to  open  the  pump  ami  1111  it  with 
water  by  using  a  hose,  pall  or  similarly  crude  method,  be 
fore  the  pump  could  be  put  into  operation, 

,,f   pimm  QtrifugaJ    pumps 

Is  Indispensable,  as  has  been  explained  ondei   I  M). 

■    lump   hU   ■   illatn 

of  aboul   M  thai  of  the  pump 

Low  Pressure    Water  to    Hose    Connections. 

Tie  ;  r,ir   ■ 

i  owi  |s  made 

tor  anothi  prink 

ling  and  the  regular  Ion  r  '  r"r  "• ' 

ting    dOV,  !'"i     the    I 

in. Hi. i 
divided   Into   two  ■   irith    atfi 

without  ■  ut  difficult 

higt  dlnarily 

,n  the  hi  Phe  other  ijri  ■'  b» 

without 
.i.iii. i  in-  put  "i>  it      Thi 


22 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  1. 


should  take  their  supply  from  the  low -pressure  system 
should  be  those  for  wetting  down  ashes.  This  class  of 
work  is  better  served  by  using  water  under  low  head,  thus 
avoiding  the  dust  and  spattering  that  would  be  caused  by 
water  of  high  velocity  striking  the  ashes.  As  this  advantage 
is  too  slight  to  call  for  a  separate  pipe  line  for  wetting  down 
ashes  it  will  be  advisable,  if  the  fire  line  passes  near  the 
boiler  front,  to  connect  with  it  the  hose  for  this  service,  con- 
trolling the  pressure  by  valves  at  the  hose  connections. 

If  the  low-pressure  system  is  supplied  from  a  tank  there 
should  be  only  such  connections  taken  off  this  system  as 
would  be  injured  by  high  pressure,  but  to  avoid  running 
special  lines  and  thus  complicating  the  station  pipe  work 
it  may  be  found  advisable  to  make  occasional  hose  con- 
nections with  the  high-pressure  line.  This  method  is  par- 
ticularly advantageous  if  these  connections  can  be  left  un- 
used during  such  times  as  the  tank  supply  is  limited,  which 
would  be  occasioned  when  the  pumps  were  temporarily  used 
for  some  other  service.  Hose  connections  for  floor  washing 
would  form  one  of  these  exceptions,  but  such  work  can  be 
postponed  until  water  is  available. 

A  simple  arrangement  for  floor  washing  is  to  use  a  small 
hose  with  a  large  coupling  at  the  end  for  attaching  to  the 
fire  connection.  To  avoid  cutting  the  regular  fire-service 
valves  it  is  quite  necessary  that  a  separate  valve  for  con- 
trolling the  water  should  be  attached  to  the  regular  hose 
valve.  If  a  hose  coupling  of  large  size  can  be  tapped  out  of 
the  fire  line  and  a  nipple  attached  as  shown  by,  a,  in 
Figure  235-(H8-l)  a  very'  convenient  connection  is  had.  An 
alternate  method  would  be  had  by  screwing  a  small  valve 
onto  the  larger  valve  and  connecting  the  hose  with  the  coup- 
ling, b. 

Low-Pressure  Water  to  Oil  Filter  and  Tanks. 
Low-pressure  water  service  for  washing  purposes  sup- 
plied with  hand  control  is  usually  provided  for  the  oil  filter 
and  tanks.  A  very  satisfactory  piping  arrangement  is  had 
by  running  steam  and  low-pressure  water  pipes  to  an 
"ejector-T,"  having  a  valve  in  each  line  and  a  means  for 
connecting  the  hose  to  the  T.  With  such  connections  water 
can  be  supplied  either  hot  for  cleaning  tanks  or  cold,  as 
may  be  desired  for  general  use.  If  water  is  required  in  any 
tank  it  can  be  supplied  by  hose  or,  in  the  case  of  precipitat- 
ing gravity  tanks,  it  may  be  admitted  through  pipe  connec- 
tions. Ordinarily  the  water  required  for  this  service  does 
not  exceed  that  which  may  be  delivered  through  a  %-inch 
pipe. 

Low-Pressure  Water  to  Grease  Extractor. 

Only  a  small  amount  of  water  is  required  for  grease 
extractors,  the  quantity  being  just  sufficient  to  keep  the 
baffle  plate  wet  and  amounting  to  about  5  per  cent  of  the 
steam  passing  through  the  extractor.  A  water  connection 
is  essential  for  the  successful  operation  of  even  the  most 
efficient  grease  extractors.  The  water  admitted  to  the  sep- 
arator is  discharged  together  with  the  condensation,  grease, 
etc.,  to  an  entrainer.  This  entrainer,  for  a  vacuum  separator, 
is  designed  to  receive  first,  drips  under  vacuum,  then,  by  a 
tilting  mechanism  to  close  the  drip  opening  and  open  a 
steam  connection  so  that  the  accumulated  drips  are  blown 
out;  it  then  closes  the  steam  and  opens  the  drip  connections 
in  turn,  working  in  a  manner  somewhat  similar  to  the  action 
of  a  steam  trap. 

If  the  grease  extractor  is  in  series  with  the  vacuum  line 
to  the  condenser  the  spray  water,  even  though  lifting  is 
necessary,  may  be  taken  from  the  condenser  circulating 
water.  This  supply  will  be  found  somewhat  more  reliable 
than  the  low-pressure  main  and  no  pumping  machinery  will 
be  required  to  insure  its  continuous  operation.  If  the  grease 
extractor  forms  a  part  of  an  atmospheric  exhaust  line  it 
will  be  necessary  to  supply  the  spray  water  under  a  head 
greater  than   the   exhaust   pressure.     In   this  case  the  drips 


would    be   discharged    through   a   steam    trap   or  a   U-shaped 
drip  loop. 

Low-Pressure  Water  to  Cooling  Boxes  at  Furnaces. 

There  are  some  makes  of  furnaces  that  require  water 
cooling  to  prevent  them  from  being  burned.  Such  devices 
waste  the  heat  taken  up  by  the  water,  when  it  is  discharged 
to  the  sewer,  and  they  are  a  source  of  constant  trouble.  The 
manufacturers  of  station  equipments  call  into  use  many 
methods  for  eliminating  this  troublesome  detail.  The  reason 
for  this  choice  is  not  that  they  can  secure  better  results,  but 
with  a  view  to  avoiding  the  serious  loss  and  any  interruption 
of  operation  that  would  be  caused  by  a  failure  of  the  water 
supply.  The  customary  method  of  regulating  the  supply  to 
such  devices  is  by  maintaining  full  water  pressure  on  the 
parts  to  be  cooled  and  controlling  the  water  with  a  dis- 
charge valve.  If  the  heat  in  the  furnace  increases  it  is  pos- 
sible to  generate  steam  and  drive  the  water  out  of  the  water 
box  unless  the  discharge  opening  be  increased  before  the 
temperature  is  raised  to  the  steaming  point.  Thus  in  the 
operation  of  such  cooling  systems  the  water  must  be  wasted 
or  a  risk  run  of  damaging  the  water  box.  By  admitting  water 
into  a  box  which  has  attained  a  high  temperature  and  driven 
out  the  water  or  in  some  other  manner  been  without  water 
for  a  short  time,  there  is  not  only  the  danger  of  burning 
the  water  box,  but  a  still  greater  one  of  cracking  It.  As  a 
proof  that  much  greater  damage  is  caused  by  cracking  than 
by  burning  many  of  the  builders  of  this  class  of  apparatus- 
are  now  making  water  boxes  of  riveted  boiler  plate. 

If  a  considerable  supply  of  water  is  connected  to  a 
water  box  so  arranged  that  the  water  can  circulate  in  it 
relief  will  be  had  from  much  of  the  danger  occasioned  by  in- 
terrupted water  supply.  The  water  in  the  tank,  in  case  of 
approaching  trouble,  would  become  overheated  and  give  a 
warning.  A  tank  for  this  purpose,  to  permit  of  circulating 
water  being  at  not  less  than  210  degrees  in  temperature, 
should  be  placed  as  high  as  possible.  When  the  heater 
used  is  of  the  open  type  and  the  tank  is  placed  at  a  high 
level  the  overflow  may  be  discharged  to  the  heater. 
(To  be  continued.) 


Chicago  &  Oak   Park  Elevated   Switching  Car. 


Mr.  Amos  Sillers,  master  mechanic  of  the  Chicago  &' 
Oak  Park  Elevated  Railroad,  has  recently  had  built  in  the 
company's  repair  shops  at  Fortieth  and  Lake  streets,  Chi- 
cago, a  very  simple  and  efficient  switching  car,  which  in 
addition  to  performing  a  general  switching  service  on  the 
elevated  lines  and  around  the  yards  and  shops  is  occasionally 
used  as  a  work  car.  It  consists  of  an  ordinary  46-foot  flat 
car  body  mounted  on  two  Baldwin  trucks  of  the  type  used  on 
the  company's  passenger  equipment,  and  reinforced  with  steel 
rails  laid  lengthwise  and  bolted  to  the  floor  sills. 

At  the  rear  end  of  the  car  is  a  motorman's  cab  occupy- 
ing a  floor  space  about  8  feet  square  and  8  feet  3  inches  high. 
The  cab  has  windows  on  all  four  sides,  giving  the  motorman 
a  clear  view  in  all  direction,  and  contains  two  controllers, 
one  on  each  side.  The  rear  truck  is  equipped  with  two 
G.E.-85  motors  of  160-horsepower  capacity  each.  The  car  is 
equipped  with  airbrakes  and  with  both  third-rail  shoes  and 
trolley,  as  the  road  has  several  miles  of  surface  lines  ope- 
rated by  trolley. 


The  Street  Railway  Young  Men's  Christian  Association 
of  Memphis,  Tenn.,  has  been  in  existence  about  a  year  and 
now  has  a  membership  of  386,  equally  divided  between  mo- 
tormen  and  conductors.  The  average  daily  attendance  at 
the  well-equipped  rooms  in  the  car  barns  is  280.  The  asso- 
ciation is  contemplating  fitting  up  a  restaurant  for  the  use 
of  its  members.  One  of  the  interesting  features  of  the  year, 
which  drew  an  attendance  of  600,  was  a  home-talent  enter 
tainment  at  one  of  the  railway  company's  park  theaters. 


January  5.  1907. 


ELECTRIC     RAILWAY     REVIEW 


News  of  the  Week 


Kokomo  Marion  &  Western  Discontinues  Passes.-  T.  C.  Mc- 
Reyn  tokomo  Marlon  A  Western  Trac- 

that  after  January   1   tree   trans 
a  will  be  issued  only  to  emploj 

American    Street    A.    Interurban    Railway    Association    Proceed- 
ings. -So.  r.  tary  B    V    SwenaoD  has  announced  that  it  is  exp 
to    have    the    annual    proceeding!    of    the    association    printed    and 
for   distribution    some    tine     in    January. 

Interurban     Station     at    Columbus. — The    Indiana    Columbus    ,v- 

y  has  purchased  properl  Rich 

street    in    Columbus,    o.    which    is    to    be    ultimately    used    for    the 

■    an    interurban   station.      The   plans    have    not    yet 
comr-  ■ 

West    Chester    Street    Railway    Abolishes    Passes.— The    West 
iny,    of   \\  ■  lias  an- 

nounced   that    In-pinning   with    the    n<  more 

free   transportation.  son    that    the  pass   system   is  a 

burden    on    the    company. 

Executive    Meeting    Engineering    Association. — President    H.    H. 
ami   Interurban    Railway    Bngll 
tng  Association  has  c  ling  of  the  executive  committee 

Manhattan   Hotel,   New   fork,  7,   to 

work   >'f  I 

Columbus    Delaware    &.    Marion    Railway    to    Handle    Express. — 
The    Columbus    Delaware    &    Marion    Railway,    which    operates    an 
interurban  line  from  Columbus  to  Marion.   O.,  has  made  a  contract 
with    the     Wells-Fargo    Express    Company    to    handle    Its    e\; 
busir  points.      The    express    will    in-    carried    on 

combination  cars  during  the  day  and  a  special  express  car  will 
be   run    during   the   evening. 

Quarterly  Meeting  New  York  Association. — The  regular  quar- 
terly meeting  of  the  Btreel  Railway  Association  of  the  State  of 
New  York  will  be  held  at  the  Iroquois  hotel,  Buffalo.  N.  Y.,  at 
10  a.  m.,  on  January  11.  The  subject  of  the  meeting  will  be 
"Track  and  Roadway."  and  It  is  anticipated  that  Beveral  interest- 
ing papers  will  be  read.  Further  notice  of  the  meeting,  giving 
the  subjects  of  the  papers,  will  be  sent  out  later  by  the  secretary, 
j.    ii  Canandaigua,   N.    v. 

American    Society    of    Mechanical    Engineers At     the     annual 

the  American  Boclety  ■•<  Mechanical  Bnglneers,  held 
In  New  York  last  month,  the  following  officers  were  elected  for 
the  ensuing  y.ar:  President,  K.  R  HuttOTJ,  "f  New  York;  vlce- 
lents,  P.  \V.  Gates,  Chicago;  Alexander  Dow,  Detroit;  Walter 
at  KoFartand,  Washington.  D.  C;  Walter  Loldlaw,  Cinolnnatl; 
Frank  G.  Tallman.  Cleveland;  Frederick  M  Prescott,  Milwaukee; 
treasurer.    W.    II     Wiley,    New    York    city 

Ohio    Commission     Rules    Against    Passes. — The    Ohio    railroad 
'i    has    Issued    a    ruling    In    regard    to    free    transportation, 
which     a||  'th    steam     and     electric     iut.inil.au     rail' 

The   ruling   is   that  free   passes   or  te  entirely 

within  the  state  ran  lawfully  ns  as 
minis'  narlt- 
able  Institution  ivellng  on  business,  destitute  ami  home- 
less i  dlroad  oil  nts  in 
shipping  live  ito                  maximum  violation  is  {10,000. 

Express  Service  In  Indiana. -The  Indiana  Union  Traction  Com- 

ill  be 
i    the 
loptlng   a 

'1   will 

Pittsburg      Railways      Company      Abandons      Park      Business.— 

' 

all    experienced    pari- 
•ani    ago 

will   r,.    added 

Bridge    Loop    Terminal    at    End    of    Brooklyn    Bridge. - 

I 
■taati 

■ 


loop  in  some  fashion    to   ease   the  crush   during  rush   hours.     Work 
begin   in  about  tin   days. 

Clubhouses  for   Portland  Street-Car  Men. — The  Portland 
Railway    Company    has    announced    that    it    will    build    four   club- 
houses  for    the    use    of    n  \t    year,    each    building   to 
ami  each  one  i  ar  a  ear  barn. 

Manufacturers'  Associaticn    Elects  Officers. — Mr.   James    H.    Mc- 
Qraw    was   re-elected   president    •■!    the    American   Street   ,y-    inter- 
urban   Railway    Manufacturers'    Association    at    a    meeting   of   the 
ii\e  committee  held   in   New   York  on   Friday 
■  ommlttei  follows; 

F     c.    Randall    of   the   Ailis-Chalmers    Company;    treasurer.    Joseph 
i;     Elllcott   of  the   Westlnghouse  Traction   Br  I 
tary,  Mr.   George  Keegan  of  th,.  [nterborough  Rapid  Transit   I 
pony.     Mr.  Charles  I  ral  Electric  Companj 

unanimously  chosen  chairman  o:   tie-  entertainment  eommltti 
th.'  next  convention. 

Electric    Cars    Must    Stop    at    Steam    Road    Grade    Crossings. — i 

Tie-     Ohio     railway  a     has    ruled    that     tin      duly     ol 

Ines    is     to    BtOP    th-'    ears    at    all    Steam     railroad    CTOB1 

than  ten  feet  nor  more  than  liny  feet  from  tie-  crossing  and  must 

remain   at   a  standstill    until  an  officer  of  the  ear   be  itlrely 

im    railroad    tracks   to   ascertain   whether   there   Is 

any  danger.     The  car  is  not  permitted  to  start   until  signaled   to 

bj    the  officer  of  the  company.     The  managers  of  thi 
trli'    lines    have    been    Instructed    to    post    this    Information    in    a 
.     in   the   cars   of   the   company  and   in    the   shops 

Of      He 

Interurbans   Claim    Discrimination    by   Steam    Road.  Several   of 
the  Interurban  roads  entering  Toledo 

discrimination   in   the  matter  of  switching  chai  the  Toledo 

Railway  &   Terminal  Company,   a   steam   road,   and  it  is  probable 

that   the   Ohio    railroad   commission   will   be  asked   to  Investigate 

matter.     The  tariff  si  rmlnal  company  shows  that  the 

switching  of  Interurban  ears  .  ged  at   tie    rate  of  j:;  per  cat 

whil.  i    roads   are   Charged  only  \s  every   In- 

terurban  road   entering    Ti  -   tin-    tracks   of 

the  Terminal  and  as  nearly  all  are  engaged  in  the  handling  of 
freight  they  must  depend  on  the  Terminal  for  the  transfer  of 
freight  cars  from  one  road  to  the  other,  and  the  extra  charge  Often 

amounts  to  a  considerable  sum. 

Oklahoma    Electric    Railway  &   Gas  Association.— A    large   num- 
ber   oi    representatives    of    the    electrical    ami    sas    industrii 
Oklahoma   met    in   the  chamber  of  commerce,   Oklahoma  City,   on 
mber  13  and  organized  the  Oklahoma  Electric  Railway   ,'. 

latlon.        A     Constitution     and     by-laws     were     adopted     and     a 

large  number  of  members  was  enrolled.     Officers  wera 

folio*  !•'.     II.     Tidinan.     manager     Oklahoma     <;. 

Electric    Company.    Oklahoma    City;    Ural    n  nt,    i'     P. 

OB,    Shawnee,    okla.;    see I    vice-president.     11.    C     Slot  I  inund. 

president  Stettmund  ompany,  Chandler,  Okla.;  third 

dent,  i:.  M  Cooper,  Dogmas  at  Co.,  Wllburton,  i    T 
Charles  w.  Ford,  general  superintendent  Oklahoma  Cltj    Railway; 

int.    John    II      Merrill,    manager    CI law    Railway    ,v     Lighting 

i' any.   South    .Me  Ulster,    1     T. 

Bridge  Loop  Commission   Proposed  for  New  York      Mr    Kdwaid 
C    Dowllng,   of   Brooklyn    will  Introduce  mi',  the  New    v 

Mil    which,    If    passed,    will    til. 

of  th'  New  Tork  Cits 

■I  11  V      ill      legal,! 

tween   tie-  Brooklyn   ami   Williamsburg   bi  ■    bill  provides 

for    the    appointment    by     the    mayor    of    n  Whom 

shall                              civil   engineer,    to   be  known   as  tie    '  b 

loop  . i.ii i  his   ,  omm  hot  Ised    to 

Hi,-  const!  i   railroad 

In  Center  street     thi                   and   Delanc  oonnectlni 

Wllllan  Tin'    hill 

I  o  ti  d 

rating 

.,11     ell  N'   W      V"|  U,     fOT     tie      Use    ol     th. 

Annual    Count    of    Brooklyn    and    Williamsburg    Bridge    Passen- 
gers.- 
burg 

■  ny  bj  th.-  Brookl} n 

■kly  a 
until   midnight 
idltloni  on  thai  da\   wiii    Inch  ' 

I    will  in  advam 

i •  ,n   I.,   i  i ■ 

in    He    . 

i  from    i> 

Wllllamsb 

irrli  ■ 


24 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  1. 


tracks,  bul  m>  include  all  the  lines  of  the  Brooklyn   Rapid  1 
nd  &  Brooklyn  sj   tem 

Jurisdiction     of     State   Commission    Over   City    Lines. — Governor 
eported  to  In  his  forthcom- 

ing message  to  the  legislature  a  demand  for  the  enactment  of  a 
law  providing  for  the  regulation  of  street  an'd   Interurban  tra/ 

existing  state  railroad    ra1 mission. 

The  commission  i     bel asi      which  involve  the 

question  of  its  authority    In  t] I  nines  authority 

when  afl  mplained   of  extends   beyond   the   corporate 

limits  of  a   municipality,  bul   i 

i  ■■     the  1 iei       il    purely  ur- 

Che  most    u 
lar  demand  for  -  from  Milwaukee, 

mding  a   reduction  of  fare  from  the  customary 
i   privileges  and   :'"    I    ■    pri    en1  Ion  of 
ollectlon  of  two  fan  rides  outsi'de  01     hi 

city  111 

Pension   System   for   Employes   In    Washington. — A    pension   sys- 
effect    on    January    1,    has    been    established    1>. 

Electric    fjompany    and    allied    companies 
for  the  purpose  of  pensioning  employes  Who  have  attained  the  age 

of  70  years,  those  who  for  20  years  or  more  have  I n  continuously 

in  the  service  of  the  company,  and  those  who  become  physically 
disqualified  by  reason  of  injuries  received  in  the  line  of  duty. 
The  company  has  appropriated  $5,000  per  annum  to  defray  the 
expense  of  the  system.  A  pension  hoard  will  be  created  for  the 
purpose  of  considering  and  passing  upon  all  matters  in  connection 
with  the  system.  The  board  will  consist  of  not  less  than  five  nor 
more  than  seven  members,  who  will  bo  appointed  by  the  president 
of  the  company,  and  will  serve  during  his  pleasure.  Forty  per  cent 
per  annum  of  the  average  annual  wages  for  the  ten  years  previous 
to  retirement  will  be  paid  in  monthly  instalments  to  those  who 
have  served  the  company  continuously  for  35  years  or  more;  30 
per  cent  for  30  to  35  years'  service;  25  per  cent  for  25  to  30  years; 
and  20  per  cent  for  20  to  25  years.  To  be  eligible  for  pensions 
employes  must  be  members  of  the  Washington  Railway  Relief 
Association. 

Annual  Meeting  Central  Electric  Railway  Association. — The 
annual  meeting  and  election  of  officers,  together  with  the  first  an- 
nual dinner,  of  the  Central  Electric  Railway  Association  will  be 
held  Thursday.  January  24,  1907,  at  the  Claypool  hotel,  Indianapo- 
lis, In'd.  The  business  meeting  and  election  of  officers  of  the  asso- 
ciation will  take  place  at  the  morning  session  at  10:30  o'clock.  At 
the  afternoon  session  the  following  subjects  will  be  discussed:  1. 
Cost  of  power  for  rental  purposes.  2.  Developing  a  demand  for 
renting  power;  does  it  pay?  3.  The  model  car  for  long  travel.  4. 
Car  lighting.  5.  Handling  of  accidents  and  claims.  Elaborate 
arrangements  are  being  made  by  the  railroad  officials  of  Indianap- 
olis to  make  this  a  red-letter  day  and  one  of  great  importance  to 
the  entire  railway  fraternity  of  the  middle  west.  One  of  the  fea- 
tures will  be  the  massing  at  Indianapolis  for  exhibition  the  various 
types  of  interurban  cars  now  in  service;  it  is  also  desired  that  all 
private  cars  in  the  middle  west  be  centered  at  Indianapolis  for  this 
date.  Ample  arrangements  have  been  made  by  the  Indianapolis 
Traction  &  Terminal  Company  under  the  supervision  of  Mr.  J.  J. 
Mahoney,  superintendent  of  the  company,  to  have  all  the  cars 
massed  in  the  center  of  the  city  on  one  of  the  side  streets  opposite 
the  Claypool  hotel.  Many  prominent  electric  railway  men  from  all 
parts  of  the  country  have  been  invited  to  be  present,  an'd  under 
the  direction  of  Mr.  Charles  L.  Henry  as  toastmaster  the  after- 
ainner  program   will  be   elaborate. 

Metropolitan  System  to  Discontinue  Street  Transfer  Agents. — 
The  Metropolitan  Street  Railway  of  New  York  City  discontinued 
on  January  1  the  employment  of  street  transfer  agents, 
which  have  been  stationed  at  important  traffic  corners.  The 
change  is  also  intended  to  prevent  the  issuing  of  two  trans- 
fers, one  on  the  car  and  another  at  a  transfer  point,  and  to 
simplify  a  system  which  is  confusing  to  people  not  familiar  with 
it.  Mr.  Oren  Root,  Jr.,  the  general  manager,  is  quoted  as  fol- 
lows: "Although  we  have  as  many  men  stationed  at  the  transfer 
points  as  is  practicable  they  are  not  able  to  handle  the  crowds 
in  the  rush  hours  and  while  one  carload  of  people  is  transferring 
the  cars  behind  continue  to  back  up  and  cause  a  very  bad  con- 
gestion. Take  the  transfer  station  at  Astor  place  and  Broadway. 
We  have  three  men  there,  the  largest  number  possible  without 
running  the  risk  of  issuing  transfers  several  times  to  the  same 
person.  They  are  not  able  to  pass  the  crowd  fast  enough  and 
as  many  as  ten  ears  sometimes  are  waiting  to  get  to  the  transfer 
corner.  We  have  had  police  stationed  there  to  handle  the  crowd, 
but  It  Is  not  possible  for  them  to  do  so.  If  the  conductors  issue 
the  transfers  we  belieVe  that  the  cars  will  not  be  stalled  in  this 
manner  and  that  traffic  will  go  on  uninterrupted.  Transfer  agents 
are  also  continually  engaged  in  disputes  with  persons  who  say 
they  have  just  alighted  from  a  car.  when  they  have  actually 
walked  in  back  of  it  at  the  transfer  point  and  mingled  with  the 
passengers.  The  agents  are  put  in  the  best  possible  position  for 
seeing  all  those  who  alight,  but  although  they  are  many  times 
sure  that  certain  persons  have  not  come  from  the  cars  they  are 
not  able  to  prove  it  and  trouble  ensues.  Also,  many  persons  who 
ride  on  the  principal  lines  of  the  city  get  two  transfers,  one  on 
the  car  and  another  at  a  transfer  point.  We  have  calculated  that 
at  a  minimum  2. "00  cases  such  as  this  occur  daily.  On  the  Broad- 
way downtown  line  a  man  may  get  a  transfer  for  Fourteenth 
street  on  the  car  and  at  Twenty-third  street  get  off  and  get  a 
transfer  from  tin  agent.  This  transfer  he  will  trade  for  a  news- 
paper or  something  of  Hit  sort  and  then  continue  his  trip  in 
Fourteenth     street.       in     the     course    of    a     year    this     loss    alone 


my    thousands    of    dollars.      In    addition    to    all    this 
th<     double    system    is  undesirable    and   causes   confusion, 

illj    In  ii"    '.i  i    ol    i'1'    who  are  not  familiar  with  the  city. 

Many  oases   of   this  kin, I    have  come    i"   our   attention   lately." 


New   York   New   Haven   &   Hartford  Acquires   Electric   Railways. 

n  mal   announcement   was    r!  nlier  20  of  the  com- 

pli  ii  hi  of  the  purchase  by  the  Now  York  New  Haven  &  Hartford 
i  of  the  Rhode  Island  Securities  Company  and  the  Rhode 
Island  Company,  both  Of  Providence.  R.  I.  The  Rhode  Island 
Securities  Company  owns  the  stock  of  the  Rhode  Island  Company 
which  controls  practically  all  of  the  electric  railways  of  the  state. 
Both  were  controlled  by  the  United  Gas  Improvement  Company 
of  Philadelphia.  At  the  same  time  the  leasing  of  the  Connecticut 
Railway  &  Lighting  Company  and  the  purchase  ol  various  other 
electric   railway  and  powc a  lea  of  the  state  was  announced. 

The  official  statement,  as  given  out  from  the  office  of  President 
C.  S.  Mellen,  follows:  "The  New  Haven  road  has  purchased  the 
•  apital  stock  and  all  of  the  indebtedness  of  the  Rhode  Island  Secu- 
rities Company,  paying  therefor  in  debentures  of  the  Providence 
Securities  Company  (a  Connecticut  corporation),  bearing  interest 
at  4  per  cent  and  indorsed  as  to  principal  and  Interest  by  the 
New  Haven  road  at  par  for  said  stock  and  indebtedness  as  of 
August  1.  190G,  upon  the  payment  by  present  holders  of  Rhode 
Island  Securities  Company  stock  of  an  assessment  of  $10  In  cash 
a  share. 

"Upon  the  completion  of  this  purchase  today  the  directorate 
of  the  Rhode  Island  Company  and  the  Rhode  Island  Securities 
Company  has  been  changed  by  a  majority  of  said  directors  resign- 
ing and  representatives  of  the  New  Haven  road  being  temporarily 
elected  in  their  places  pending  the  permanent  reorganization  of  the 
directorate. 

"In  pursuance  of  the  above.  Mr.  Mellen  of  the  New  Haven 
road  has  been  elected  president  of  the  Rhode  Island  Company  and 
the  Rhode  Island  Securities  Company.  A.  S.  May  has  been  elected 
treasurer  and  J.  G.  Parker  secretary  of  both  companies,  these 
men  occupying  relatively  the  same  positions  with  the  New  Haven 
company. 

"At  the  same  time  a  lease  has  been  taken,  practically  In  per- 
petuity, of  the  properties  of  the  Connecticut  Railway  &  Lighting 
Company  in  Connecticut,  and  possession  has  been  given  to  the 
Consolidated  Railway  Company,  the  corporation  which  has  been 
formed   to   handle  the  electric  properties  of  the  New  Haven   road. 

"A  purchase  has  also  been  made  of  the  United  Gas  Improve- 
ment Company  interests  of  all  the  capital  stock  of  the  Meriden 
Southington  &  Compounce  Tramway  Company,  of  the  New  Milford 
Power  Company,  and  the  Housatonic  Fower  Company,  and  changes 
in  the  organizations  of  those  companies  have  been  perfected  where- 
by the  officers  of  the  Consolidated  Railway  Company  have  been 
elected  and  the  directorate  of  the  companies  changed  so  that  a 
majority  of  the  directors  are  now  held  in  the  interest  of  the 
Consolidated  Railway  Company. 

"No  immediate  change  is  contemplated  in  the  management  of 
the  properties  or  in  the  subordinate  officers,  everything  will  con- 
tinue as  before  until  the  new  owners  become  familiar  with  the 
property.  The  hope  of  the  new  holders  is  that  by  the  expansion 
of  the  properties  and  development  of  facilities  the  same  will  become 
more  valuable  and  justify  the  prices  paid  for  their  control. 

"In  connection  with  the  Rhode  Island  purchase,  Edward  G. 
Buckland,  the  attorney,  of  New  Haven,  has  been  elected  a  vice- 
president  of  the  New  Haven  road,  with  offices  at  Providence,  and 
will  more  particularly  represent  the  interests  of  the  company  In 
all  its  departments  in  that  locality  hereafter." 

Announcement  had  previously  been  made  of  the  purchase  of 
the  Ray  system  of  lines  in  Rhode  Island  and  Massachusetts,  includ- 
ing the  Woonsocket  Street  Railway,  the  Providence  &  Burrillville 
Street  Railway,  the  Milford  Attleboro  &  Woonsocket  Street  Railway 
and  the  Columbian  Street  Railway.  The  purchase  of  the  Rhode 
Island'  Company,  with  its  lines  in  Providence,  Pawtucket  and 
vicinity  completes  monopoly  of  the  electric  railway  business  of 
the  state.  The  Rhode  Island  Company  at  its  last  report  was 
capitalized  at  $20,000,000  and  represents  about  300  miles  of  track. 
The  entire  system  in  Massachusetts.  Rhode  Island  and  Connecticut 
now  comprises  some  1,350  miles  of  single  track,  with  estimated 
gross  earnings  of  approximately  $15,000,000  a  year,  and  with  an 
estimated  market. value  of  stocks  and  bonds  of  about  $125,000,000. 

This  great  system,  with  the  exception  of  50  or  60  miles,  has 
been  acquired  during  the  past  three  years  since  Mr.  Mellen  became 
president  of  the  road,  and  its  further  expansion  to  any  great 
extent  is  precluded  by  geographical  considerations.  With  the  excep- 
tion of  a  few  small  roads  in  Massachusetts  there  are  no  more 
electric  roads  which  the  New  Haven  would  reasonably  care  to 
acquire  and  it  now  enjoys  a  complete  electric  monopoly  in  its 
territory. 

According  to  a  statement  bv  Vice-president  E.  G.  Buckland, 
Mr.  A.  T.  Potter  will  retain  his  position  as  vice-president  of  the 
Rhode  Island  Compay.  Mr.  A.  E.  Potter,  general  manager,  will 
also  be  retained,  with  jurisdiction  over  the  electric  lines  of  the 
entire  state.  Marsden  J.  Perry,  president  of  the  Rhode  Island 
Company,  who  is  recognized  as  the  foremost  electric  railway  builder 
of  the  state,  will  no  longer  be  identified  with  the  company  except 
as   a  director. 

One  of  the  most  important  features  of  the  deal,  which,  as  an- 
nounced by  Mr.  Buckland,  will  be  developed  as  soon  as  practicable, 
is  that  the  New  Haven  road  is  now  in  an  excellent  position  to 
carry  out  its  long-cherished  plan  of  freight  distribution,  by  which 
freight  cars  may  be  switched  onto  the  city  streets  at  night  and 
their  contents  delivered  to  business  concerns  at  their  doors.  The 
plan  also  contemplates  a  similar  service  for  passengers  in  the 
event   of   electrification    on   the    main    line. 


January  5,  1907. 


ELECTRIC     RAILWAY     REVIEW 


25 


Construction  News 


INCORPORATIONS. 


FRANCHISES. 


Albany.  N.  Y.— The  New  York  railroad  commission  has  denied 
the  application  of  the  Rochester  Corning  &  Elmira  Traction  Com- 
pany for  a  certificate  of  necessity  to  construct  an  electric  line 
from  Rochester  to  Elmira.  N.  V.  In  denying  the  application  the 
board  points  out  that  the  territory  proposed  to  be  benefited  by 
the  proposed  electric  line  is  already  served  by  one  or  more  steam 
roads,  one  of  which  (the  Erie)  Is  electrifying  its  system  between 
Rochester  and  Elmira.  and  that  under  these  circumstances  it  was 
unable  to  say  that  public  convenience  and  necessity  required  the 
construction  of  the  railroad.  • 

Albany,    N.    Y. — The   state  railroad    commission    h  1     a 

certificate  of  necessity  to  the  Malone  Fort  Covington  ft  Hopkins 
Point  Railway  for  a  road  from  Malone  to  Hopkins  Point,  in  Frank- 
mty,  N.  Y.,  16  miles.  The  road  is  to  be  continued  to  Dun- 
dee,   Quebec. 

Chicago.  III. — The  city  council  has  authorized  the  Chicago 
Company  to  double  track  its  line  on  Fortieth  ave- 
nue between  Taylor  Madison  streets.  The  company  will 
at  once  In:  irary  track  to  care  for  the  winter  traffic  and 
will  r.-build  it  before  August  1.  1907.  It  was  agreed  that  this 
shall  not  be  considered  as  a  franchise  extension. 

Defiance,  O. — Permission  has  been  granted  the  Indiana  Colum- 
bus ft  Eastern  Traction  Company  to  cross  the  Second  street  bridge 
over  the  Auglaize  river,  in  order  to  extend  the  Columbus  &  Lake 
Michigan  steam  road,  which  is  to  be  electrified  into  Defiance. 
A   franchise    in    Defiance   has   already   been   granted. 

Denville,  N.  J.— The  Morris  County  Traction  Company  has  been 
granted  a  40-year  franchise  for  a  connecting  line  between  Den- 
md  Boontoii.  N  J.  F.  H.  Alleman,  of  Morristown.  K.  J., 
Is  general   manager. 

Dunkirk,  N.  Y.— The  New  York  railroad  commission  has 
granted    a  ilty    to   the  Dunkirk  Street  Railway 

for  a  3'.i-mlle  belt  line  in  the  city  of  Dunkirk,  and  to  the  Buffalo 
&  Lackawanna  Traction  Company  for  a  proposed  line  from  Ham- 
burg turnpike  to  Lafayette  square  In  Buffalo.  Both  companies 
are  a  part  of  the  Buffalo  &  Lake  Erie  Trac"4on  Company  which 
will  connect  Buffalo.  N.  Y..  with  Erie,  Pa. 

Evanston.  III. — The  Chicago  Bvanston  i-  North  Shore  Railway 
Is  applying  for  a  50-year  franchise  for  a  lino  through  the  town, 
agreeing  to  pay  $66,250  in  annual  instalments,  beginning  with  $250 
a  year  and  increasing  at  stated   periods. 

Flndlay,    O.— The    Flndlay-Mari..n  ft    Light    Company 

has  been  granted  a  franchise  over  the  county  roads  from  Marion 
to  Delaware,   O. 

Freeburg,  III.— A  20-year  franchise  has  been  granted  to  the 
B- llevllle  &  Plnckneyvllle  Traction  Company,  which  proposes  to 
build  from  Belleville  to  Plnckneyvllle,  111.,    via  Freeburg. 

Lima,  O. — The  temporary   Injunction  against  the  franchise   re- 
cently granted   by   the  city  council    to   the   Schoepf   syndicate   has 
by  the  court,  after  a  long  controversy.       The    fran- 
whlch   Is  for  !  Ilii"   from   Lima   to  Belle- 

nd   it  Is  stated   that  work  will   be  commenced  at  01 
Lima.      This    Us  -    Lima    ft 

IS    now    In    operation    as    i 
.1th  lines  owned  by  the  ;■ 
eats    extending    to    Sprlm.  DaytO 

Macon,  Ga. A  10-year  franchise  has  I  •  i 
tIcub   &   a  Railway,    entei  Ity   at   the 

\V..rk 
In   ti  '"-•   run    to    i-'i 

within  two 

Milwaukee  Electric  Railway  A  Light  Company,  Milwaukee, 
Wis 

lot 

Pltttburg.    Pa  .ngahela    Bl 

for    . 

tow  • 

Puyallup,    Wan 

at    ' 

Seattle.    Wash. 

Sidney,   la 

'"d    *" 

.1   ■     ■     ;'   •       1 


Alabama  Railway  &  Power  Company.     I  1  in  Alabama 

to    build    either    a     st  way    from    Chattan 

Tenn  ,    to    Birmingham.    Ala.      Capital    si 

H.    T.    Hei  nurango.   Cal.:    C.    L.    Young.    J     M       

.1     11    Hill.   Ft.   Payne,   Ala.:  and  J.  F.   Montgomery,   of  Ashevllle! 
Ala. 

Amarillo  Street  Railway. — This  company  has  applied  for  a 
charter  in  Texas  to  build  8  miles  of  street  railway.  Capital  stock 
B0.  Incorporators:  John  L.  Brock  and  C.  C.  Harris,  of  De- 
catur. Ala.:  J.  C.  Paul.  11.  A.  Noble,  J.  W.  Crudgington.  S.  D. 
Wharton,  W.  E.  Kirk.  C.  B.  Fash  and  John  K.  Shlreman,  of 
Amarillo. 

Ashevllle  Rapid  Transit  Company. — Incorporated  in  North 
Carolina  with  power  to  build  an  electric  railway  to  any  point 
within  23  miles  of  Ashevllle.  The  immediate  intention,  however, 
is    only    to    build     to    Overlook    Park    on     Sunset     )  and 

The    company    has    acquired    the    Ov.  k    ft 

Loop    Line    Railway    and    will    rebuild    its    line    to    the    mountain. 
Capital    stock.    $500,000.      Incorporators:    Charli  n    Bibber. 

of    Holden,    Mass.;    Thomas    s     Rolll  ''      Irthur,    of 

Ashevllle. 

Cleveland   &    Indianapolis    Interurban    Railway.— In  d   In 

Ohio  to  build   an   electric   line   from   Norwalk.   O..   to  Bluffton. 

Tiffin,    Findlay.    Ottawa    and    Van    Wert,    0      and 

ad    BlufTton,    Ind.      The    road    will  Norwalk 

with    the  Lake   Shore  Electric   and   the  Ci  ithwestern 

for  Cleveland  and  at  Bluffton  with  the  lines  of  the  Indiana   rnlon 

Traction    Company    for    Indianapolis.      It    is    stated    that    financial 

arrangements  have  been   made  for  the  preliminary  work  and   that 

Rlggs    &    Sherman    of    Toledo    have    commenced    surveys       lncor- 

rs:    C.  F.  Jackson.  S.  W.  Owen  and  K.  I..  Young;,  of  Norwalk: 

Poole.   John   P.    Montgomery   and   \v.    B.   Parker  of  Flndlay. 

Columbus    Traction    Company -In  O.. 

with  a  capitalization  of  $1,000,000  for  the  purpose  of  taking  over 
the    Central    Market    Street    Rallwaj  of    Columbus,    under 

tly  agreed  upon  .iili.-ials  of  the  Columbus 

Railway   ft    Light    Company  and   A.    I  '   has 

been  holding  the  property  tor  the  Schoepf  syndicati  an- 

nual meeting  of  the  Columbus  Railway  >\i  Light  Company  on 
January  29.    the  stockholders  will  be  asked   !■■  iopo- 

sltion    of    i  '.minis    Tl 

for   operation    on   the   same    terms  that    it   bold  the 

Columbus  Railway  Company  and  the  Columbus   Edison 
The    officers    of    the     Columbus     Traction     Companj     wei 
last  week  as  follows:     President,   Butler  Sheldon;   first  vice-presi- 
dent     ». art-tan  Stewart,    and    second 
vie.-:                                        Hard]                        With    William    K.    I.anman 
and    Hartford    St. wan.    -titute    the    hoard    of    directors. 

Hanover    &    York    Street    Railway.— Ii  d    In    Pennsyl- 

for    the    purpose   of    building    a    trolley    road    beginning   at 
the   junctn  est    King    street    and    Highland    avenue, 

York    and   continuing  on    through    Weal  iwnshlp   to 

id  Boring  Drove,    i  "i»<r- 

I     97.    l'.    Bay   so  a  "  '     fhiia- 

delphla;  3rler  Hersh.  York.  George  S.  Schmidt,  York,  a  ii  Hay- 
ward,  York;  David  Young.  Newark.  N.  J.,  and  1  BWaU, 
Philadelphia. 

Evansvllle    &    Southern    Indiana    Traction    Company.— In- 
rated  In  Indiana   with  $4,500.00"  OCk.   The   ll  •'    »e 

ough   It   Is 
Mil,..    In.!  :    to      Loulsvlll..     Ky 

,ck   an. i    lb  no    Mai  ""'m'; 

ford    City,    ind.;    l.    Q  W.    i     Durbln  and 

T,  S  Kurtz  and  •'  ^  \  M  i  • 
Indianapolis  Crawfordtvllle  &  Danville  Traction  Comp 
rporated   In   Indiana   to   build   an   electric 

tl  .n    Willi    ' 

1,,.,,,  1,1.1 

Saginaw    Owot.o   A.    Lantlng    Railway      I 

San    Bernardino   Urban    Railway.— Ii 
build 

Steuben    Traction    Company       i 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  1. 


TRACK    AND    ROADWAY. 


Evansvllle    &    Eastern    Electric    Railway.    -It     is    re] id    that 

this  line  from  Evansvllle  to  Rockport,  Intl..  21  miles,  is  nearly 
ready  for  operation  its  entire  distance.  Track  is  laid  practi- 
cally into  Rockport  and  the  grading  within  the  Citj  is  being 
completed.     W.    H.    McCurdy,   Evansvllle.   Ind..   president. 

Ft.     Wayne    &    Springfield     Railway.-  It     is    stated     thai     it    Is 

hoped    to    have    this    mad    In    operation     ■     "     Springfield    and 

Decatur    this    week.      The    power    house    at   Decatur   Is    ready    for 

op.- ii       ii rhead     wins     have     been     tightened,     and     the 

roadbed  is  said  to  be  in  good  condition.  W.  H.  Fledderjohann, 
of   Decatur,    fad.,    is    president    and    general    manager. 

Kansas  City  St.  Joseph  &  Excelsior  Springs  Electric  Rail- 
way.- Work  lias  been  started  on  the  construction  of  this  com- 
pany's $2,000,000  bridge  over  the  Missouri  river  near  Kansas  City. 
'I'h.    line  is  to  connect   Kansas  City  and  St.  Joseph.  Mo..  52  miles. 

Lexington    &    Interurban    Railway.— This    company,    which    re- 
cently took  over  the  property  of  the  Winchester   Railway  Light  & 
Ice    Company,    of    Winchester.     Ky..     is    rebuilding    the    track    and 
roadway   of    Hie   now   acquisition   and  making  many   other  improve- 
in  the   system.     During  the   period  of  rebuilding  the  line  no 

ears   have   I n    run.   though   it    has  been  announced    that  a  regular 

schedule  would  be  resumed  on  January  1.  The  tracks  are  being 
laid  witli  now  70-pound  T-rails  in  crushed  stone  ballast.  It  is  ex- 
pected that  the  Winchester  property  will  later  serve  as  the  east- 
ern terminus  of  the  interurban  line  that  the  company  proposes  to 
build    between    Lexington   and   Winchester. 

Milwaukee,  Wis.— Mayor  Thomas  L.  Johnson  of  Cleveland, 
G.  J.  Kobuseh  of  the  St.  Louis  Car  Company  and  Joseph  Heim,  a 
Kansas  Citv  brewer,  are  said  to  be  planning  to  build  a  street  car 
line  in  Milwaukee  60  miles  long.  Their  plan  is  reported  to  be  to 
connect  all  City  parks,  railroad  stations  and  other  places  of  im- 
portance with  a  system  which  will  charge  a  fare  of  but  3  cents. 
Milwaukee  capitalists  are  alleged  to  be  ready  to  invest  several 
hundred  thousand  dollars  to  assist  the  outsiders.  A  map  has  been 
prepared,  showing  that  the  routes  contemplated  will  parallel 
many  tracks  of  the  Milwaukee  Electric  Railway  &  Light  Company 
at   distances   of  one   to  four  blocks. 

New  York  New  Haven  &  Hartford  Railroad.— Vice-president 
E.  G.  Buckland  has  given  out  a  statement  that  it  is  the  intention 
to  operate  fast  electric  trains  between  Providence  and  Boston  as 
soon  as  the  tunnel  in  Providence  is  completed,  provided  the  elec- 
trification of  the  line  between  Stamford.  Conn.,  and  New  York 
proves  a  success. 

Northern  Electric  Company.— This  company,  which  is  build- 
ing a  line  from  Chico  to  Sacramento,  Cal..  150  miles,  and  which 
has  a  line  in  operation  as  far  as  Oroville,  10  miles,  will  begin 
work  some  time  in  January  on  a  line  from  Chico  to  Red  Bluff, 
for  which  a  location  survey  has  been  made.  Work  will  begin 
at  Red  Bluff  on  account  of  the  right  of  way  situation.  A.  T>. 
Schindler,    general   manager,    Chico,    Cal. 

Springfield  &  Southeastern  Traction  Company.— Work  on  this 
line  between  Springfield  and  Pana.  111.,  is  to  be  started  early  in 
the  spring  at  a  point  between  Taylorville  and  Pana.  The  con- 
tract has  been  awarded  to  the  G.  R.  Turner  Construction  Com- 
pany, of  New  Orleans.  Chief  Engineer  C.  F.  Terhune.  of  Tay- 
lorville. has  completed  surveys  and  all  the  franchises  have  been 
secured,  including  an  independent  entrance  to  Springfield.  The 
capital  stock  is  $250,000.  which  is  to  be  increased  to  $2,250,000  at 
the  next  meeting  of  the  directors.  J.  J.  Finn,  of  Decatur,  presi- 
dent;  M.    P.    Vale,   of   Chicago,   secretary. 

Boston  &  Providence  Electric  Railway.— The  Stone  &  Webster 
Engineering  Corporation,  of  Boston.  Mass.,  announces  its  inten- 
tion of  organizing  a  company  under  the  above  name  to  build  an 
electric  railway  from  Forest  Hills  to  Seekonk,  Mass.,  on  the  Massa- 
chusetts-Rhode Island  state  line,  passing  through  Hyde  Park,  Ded- 
ham,  Westwood,  Norwood,  Canton.  Sharon,  Foxborough,  Mans- 
field, and  Attleboro.  Capital  stock  $5,000,000.  Directors:  Russell 
Cobb,  Concord.  Mass.;  H.  Heustis  Newton.  Everett,  Mass.;  Fred- 
erick E.  Snow.  Boston;  Frederick  S.  Pratt,  Newton;  James  L. 
Richards.   Newton. 

Chicago  Lake  Shore  &  South  Bend  Railway — J.  B.  Hanna, 
president,  South  Bend,  Ind..  writes  that  this  road  will  extend  from 
a  connection  with  the  Illinois  Central  Railroad  at  Kensington,  111., 
through  Hammond,  Indiana  Harbor.  East  Chicago,  Gary.  Michigan 
City  and  New  Carlisle  to  South  Bend,  Ind..  78  miles.  Franchises 
have  been  secured  in  all  the  towns  and  the  entire  right  of  way 
has  been  purchased.  Surveys  have  been  made  for  the  entire  dis- 
tance and  15  miles,  from  South  Bend  to  New  Carlisle,  has  been 
graded.  Grading  is  now  in  progress  between  New  Carlisle  and 
East  Chicago  and  will  continue  throughout  the  winter,  as  will  the 
tracklaying.  About  2  miles  of  track  have  been  laid.  The  United 
States  Steel  Corporation  has  the  contract  for  the  rails.  70-pound. 
and  10%  miles  of  steel  and  30.000  ties  have  been  distributed  along 
the  right  of  way.  The  Cleveland  Construction  Company  has  the 
contract  for  the  grading,  the  power  house,  which  is  to  be  located 
at  Michigan  City,  the  substations  and  pole  lines.  The  site  for  the 
power  house  has  been  purchased.  Single-phase  current  will  be 
used.  The  equipment  for  the  power  house  and  substations  will  be 
contracted  for  in  January.  The  overhead  construction  will  be  of 
the  single  caternary  type,  suspended  from  center  poles  set  in  con- 
crete. The  sliding  contact  will  be  used  instead  of  a  trolley  wheel. 
It  is  probable  that  the  car  house  and  shops  may  be  located  at 
Michigan  City.  John  W.  S.  Reigle.  of  South  Bend,  is  the  chief 
engineer. 


Denver  City  Tramway.— President  William  G.  Evans  has  an- 
nounced that  this  company  has  made  a  traffic  agreement  with 
the  Colorado  &  Southern  Railroad,  which  is  electrifying  its  line 
between  Boulder  and  Denver,  Colo.,  whereby  the  latter  will  carry 
its  passengers  Into  the  heart  "f  Denver  over  the  Tramway  system. 
Mr.  Evans  also  stated  that  plans  are  being  made  for  42  miles  of 
extensions,  including  Beveral  lines  and  loops  within  the  city,  and 
linos  to  Globeville,  Ft.  Logan  and  Valverde,  at  a  cost  of  about 
$3,500,000. 

East  Liverpool  Traction  &  Light  Company.— This  company  has 
disposed  of  $2,750,000  of  its  bonds  for  the  construction  of  several 
extensions  and  over  2.000  men  are  to  be  set  at  work  at  once  on 
the  new  line  from  Wellsville  to  Empire,  O..  10  miles.  The  Ohio 
River  Railways  Company,  a  subsidiary  property  chartered  under 
the  laws  of  Pennsylvania,  will  build  an  extension  to  connect  the 
Ohio  lines  of  the  East  Liverpool  Traction  &  Light  Company  with 
those  of  the  Beaver  Valley  Traction  Company  at  Vanport,  Pa. 
J.   C.   Rothery,  general  manager,  East  Liverpool. 

East  River  Tunnel,  New  York. — The  shields  in  the  north  bore 
of  the  East  River  tunnel  met  on  December  15  under  the  middle  of 
the  river  and  the  engineers  report  that  the  two  sections  joined 
perfectly.  This  is  the  extension  of  the  present  Rapid  Transit 
subway  from  the  Battery  to  Joralemon  street,  Brooklyn,  and  which 
is  being  built  by  the  New  York  Tunnel  Company  for  the  Rapid 
Transit  Subway  Construction  Company,  to  which  the  city  awarded 
tin    contract   for  the  Brooklyn  extension   of  the  subway. 

Ft.  Dodge  Des  Moines  &  Southern  Electric  Railway. — Con- 
struction work  on  this  line  from  Fort  Dodge  to  Des  Moines,  la., 
has   been   discontinued   until   spring. 

Galesburg  &  Kewanee  Electric  Railway. — The  nine-mile  inter- 
urban line  connecting  Kewanee  and  Galva.  III.,  was  recently  opened 
for  operation.     W.   H.   Lyman,  president,  Kewanee,  111. 

Houston-Galveston  Traction  Company. — It  is  reported  that  the 
final  route  of  this  line  which  the  Stone  &  Webster  Engineering 
Corporation,  of  Boston,  proposes  to  build  between  Houston  and 
Galveston.  Tex.,  has  been  located  along  the  Harrisburg  road  from 
Houston  to  Harrisburg  and  parallel  to  the  Galveston  Houston  & 
Henderson  to  Galveston. 

Illinois  Traction  Company. — The  first  car  was  operated  over 
the  new  Springfield-Lincoln  division  on  December  15  and  regu- 
lar operation  was  begun  on  December  16. 

Indianapolis  Crawfordsville  &  Western  Traction  Company. — 
It  is  announced  that  it  is  hoped  to  run  cars  soon  after  the  first 
of  the  year  on  this  new  line  from  Indianapolis  to  Crawfordsville, 
Ind.,  which  is  nearing  completion.  A  large  force  of  laborers  is 
now  at  work  and  the  track  is  laid  from  Indianapolis  nearly  to 
Crawfordsville.  The  poles  have  been  set  and  wires  are  being 
strung.      A.    E.    Reynolds,   general    manager,    Indianapolis. 

Lewiston  Brunswick  &  Bath  Street  Railway. — It  is  reported 
that  surveys  have  been  made  and  plans  nearly  completed  for  an 
extension  of  the  Sabattus  branch  of  this  road  from  Sabattus 
through  Litchfield  Corner  to  Gardiner,  Me.,  there  to  connect  with 
the  line  from  Gardiner  to  Augusta.  E.  D.  Reid,  chief  engineer. 
Lewiston,    Me. 

Lima  Kenton  &  Marion  Traction  Company. — A  contract  has 
been  let  to  the  Lackawanna  Steel  Company,  of  Buffalo,  N.  Y.,  for 
51  miles  of  steel  rails  for  the  proposed  line  from  Lima  to  Marion, 
O.  The  company  has  secured  options  on  the  resort  property  at 
Magnetic  Springs.  Joseph  A.  Vandergrift,  of  New  York,  presi- 
dent. 

Long  Island  Railroad. — Plans  have  been  prepared  for  a  new 
model  station  at  Jamaica.  L.  I.,  and  for  the  elimination  of  all  grade 
crossings  in  and  near  the  town.  Twelve  tracks  will  enter  the  sta- 
tion, eight  tracks  for  through  trains  and  four  for  suburban  trains 
from  New  York.  A  thoroughfare  running  directly  under  the 
station  platforms  will  be  built  and  every  platform  will  be  reached 
by  steps  from  below. 

New   York    Subway The   New   York   rapid  transit   commission 

has  instructed  Chief  Engineer  Rice  to  prepare  plans  for  a  double- 
deck  subway,  with  the  two  lower  tracks  for  express  train  service 
and  the  two  upper  tracks  for  local  service,  for  the  Lexington  ave- 
nue subway  route,  one  of  the  seven  routes  for  which  bids  will  be 
advertised  some  time  in  January.  The  route  extends  from  the 
Bronx  to  Thirty-sixth  street  on  Lexington  avenue  and  on  Thirty- 
sixth  street  west  to  Broadway.  On  Broadway  from  Thirty-sixth 
street  to  the  Battery  the'  four  tracks  will  all  be  on  the  same  level 
The  lower  tracks  are  to  be  35  feet  belo.w  the  surface.  Mr.  Rice 
says  he  will  have  the  plans  ready  in  three  weeks. 

Roanoke  Railway  <£.  Electric  Company. — The  directors  have 
authorized  an  expenditure  of  $108,000  for  various  improvements,  in- 
cluding considerable  double  tracking  and  paving,  new  cars,  addi- 
tional power  equipment,  and  the'  first  section  of  a  new  car  house. 
R.   D.    Apperson,   president,    Lynchburg,   Va. 

Utah  Light  &  Railway  Company. — General  Manager  Joseph  E. 
Wells  has  submitted  plans  for  improvements  during  the  coming 
year  involving  an  expenditure  of  $3,250,000,  including  reconstruc- 
tion of  tracks  and  extensions,  power  house  with  two  5,000-k.w. 
units  and  provision  for  a  third  similar  unit,  the  placing  of  the 
wires  underground  in  the  paved  district,  material  yards,  trolley 
and  feed  wire  reconstruction,  1,500-kw.  motor  generator,  additional 
transformers,  and  50  new  cars. 

Worcester  Consolidated  Street  Railway. — This  company's  air 
line  from  Worcester  to  Leominster  was  opened  for  traffic  on  De- 
cember 18. 


January  5,  1907. 


ELECTRIC     RAILWAY     REVIEW 


27 


POWER    HOUSES   AND  SUBSTATIONS. 


Brooklyn  Rapid  Transit  Company. — This  company  Is  reported 
to  have  ordered  from  the  Westlnghouse  Machine  Company  Ave 
ns  steam  turbines  of  10.000  kw.  capacity  each, 
and  an  equal  number  of  electric  g  nerators  from  the  Westinghouse 
Eleetri  A  M  'nufacturlng  Company,  to  lie  installed  In  the  Kent 
avenue  power  house.  The  company  has  already  contracted  with 
the  Westlnghouse  company  for  four  7,500-kw.  turbines,  of  which 
two  have  been  installed  and  an  Allis-Chalmers  5.500-k\v.  turbine 
has  also  been  installed. 

Charleston  &.  Summerville  Electric  Railway. — As  announced  the 
track  and  roadway  work  of  this  27-mlle  line  from  Charleston  to 
Summerville.  S.  <"..  is  progressing  rapidly.  The  power  house  near 
Charleston  will  be  equipped  with  Snow  gas  engines  and  6.600- 
volt  single-phase  electrical  apparatus  will  be  used.  D.  E.  Baxter 
St  Company.  Incorporated.  27  William  Btreet,  New  York,  has  the 
complete  contract  covering  the  construction  and  equipment  o 
road  ready  for  operation. 

Chattanooga  Railways. — The  Ridgedale  power  house  at  Chat- 
tanooga. Tenn..  is  being  remodeled  and  Its  capacity  largely  In- 
creased. Large  new  watertttbe  boilers  are  being  Installed  and  a 
new  800-kw.  generator  has  just  arrived  Several  carloads  of  ma- 
chinery are  to  be  shipped.  D.  J.  Duncan,  general  manager.  Phila- 
delphia,   Pa. 

Ft.  Wayne  &.  Wabash  Valley  Traction  Company.-  This  com- 
pany,   it  is   reported,   will    expend    $"■ In    the    enlargement  of 

iwer  plant  at  Lafayette.  Ind.  An  addition  will  be  made  to  the 
building  and  enough  new  machinery  will  be  installed  to  gi\ 
plant  2.200  horsepower.  Work  is  to  begin  in  a  short  time  and 
the  enlargement  of  the  plant  will  be  completed  by  the  time  that 
the  Lafayette  &  Logansporl  traction  line  is  ready  for  operation 
The  work  on  the  grade  for  the  line  Is  progressing  nicely  at  the 
Lafayette  end  of   the   road. 

Georgia    Railway   &    Electric   Company. — This  company   has  or- 
wlll  shortly  receive   a   Snow  gas  engine  and  dynamo  of 
3.000    horsepower   capacity,    which    will    be    Installed    in    the   Devls 
street  power  house,  Atlanta.  Ga.,  as  an  auxiliary  unit.     To  accom- 
moda'  glno   the   building  has  been  enlarged   by  an  exten- 

sion 50  by  15ii  feet. 

Jackson  Electric  Railway  Light  &  Power  Company. — This  com- 
pany's new  power  plant  at  Jackson.  Miss  .  which  has  just  been 
completed  at  a  cost  of  $125,000,  was  put  In  operation  for  the  first 
time  on  December  16. 

Lake  Shore  Electric  Railway. — This  company  is  building  a  new 
substation   a   short  distance   west  of  Cleveland. 

North  Midland  Electric  Railway. — It  Is  reported  that  this  com- 
pany will  enlarge  Its  power  plant  at  Stratford,  Ont.,  at  a  cost  oi 
SMC.C 

Orange  County  Traction  Company. — This  company  lias  pur- 
chased a  tract  of  land  in  Newbury;,  N.  v..  on  which  It  will  erect  a 
large  brick  car  barn  and  machine  shops,  which  will  accommodate 
all  the  company's  rolling  stock.     Office.  Newburg.  N.   V. 

Portsmouth     (O.)     Street    Railroad     <&.      Light      Company. — This 
company    is    preparing    to    lnstal    a    500-kw.    Curtis     steam     turbine 
In    Its    power    house    at    New     Boston,    O.      The    Increased   power    is 
furnish    current    for    the    •4'i-mile    extension    which    Is 
being    mad  lines.      An    additional    turbine    unit    of 

Ity    will    be    Installed      this    voar     to     care     for     the 
-itig   demand    made   by   manufacturers   of  the  city   for  addi- 
tional   power. 

Rapid    River    Light   &.    Traction    Company. — This    company   pro- 
power  plan!   on   Rapid  creek,  at  a  cost  of  $260.- 
I  hart  of  Rapid  city,  S.  D..  Is  Into,. 

Roanoke   Railway   A.   Electric  Company. — Tli 

In  its  power  hoi  .    ,,t    i:..  '-kw. 

■  I    to   a   Corliss 
englt  • 

compound 

I.     A     Will  ■  I.'. Her     Is     now 

'.000    h      p. 

units   will  I   kw. 

Rochester   Railway   &   Light  Company. — Thl 
plana    for  Ravine 

Scranton   (Pa.)    Railway  Ions 

I 

■    for    .loot, I.      tr  ,.  king    and    Inn 
IS    to    Ita    Hi 

Texaa   Traction    Company.  has 

Ippod 

'     will 
■ 
for     In 
Mta    will    ' 

and 


Personal  Mention 


Mr.  E.  K  Franklin,  of  Portland.  Ore.,  has  been  appointed 
master  mechanic  of  the  Utah  Light   A   Railway  Coi  I   Salt 

Lake  (.'ity.    1'lah. 

Mr.  Ira  SchoOeld,  heretofore  master  mechanic  of  the  Toledo  & 
\\  est)  m  Railway,  at  Sylvanla.  O.,  has  been  appointed  superintend- 
ent of  motive  power. 

Mr.  C.  W.  chase  has  resigned  as  secretary  of  the  Mobile 
Light  &  Railroad  Company,  Mobile.  Ala.,  to  engage  in  other  busi- 
ness in  Leavenworth,  Kan. 

Mr.  A.  I..  Lindner  has  resigned  as  general  manager  of  the 
Citizens'  Railway  A  Light  Company,  of  Muscatine,  la.,  which  posi- 
tion   he    has    held    for    three    years. 

Mr.    D.    m     ii  iningcr.    of   Omaha,    Neb.,    has    been 
auditor  of  the  International   R  impany,  of  Buffalo     \     \ 

succeeding  Mr.  a.  C.   Bmmertck,  resigned  on  .. 

Mr,  r    c,   Benson  has   been  appointed  general  manager  of  the 
San    Jose    &    Santa    Clara    Railway    and    the    Santa    Clara    Interur- 
liau    Railroad    at    San    Jose,    i'al  .    succeeding    Richard    Emory.    .1. 
ceased. 

Mr.  C.  .i.  Franklin,  who  recently  resigned  as  superintendent 
of  the  Tacoma  Railway  A  Power  Company,  has  been  appointed 
general  superintendent  of  the  Portland  (Ore.)  Railway  &  Light 
i  'oiupany. 

Mr.  'r.  K  Wells  has  resigned  as  superintendent  of  transpor- 
tation of  the  Manila  Electric  Railway  Company  on  account  of 
ill  health.  Mr.  Weils  was  formerly  transportation  manager  of  the 
Syracuse   Rapid  Transit  Company. 

.Mr.    Fenwlck  E.   Lowe  has  hen  appointed  sup-  tint.  nd< 
si     Paul  division  of  the  Twin  Citj    Rapid  Transit   Company,  SU( 

ing  Mr.   c.   C.   Burdlck,   resigned      I  tei    tofon     Mi     I  ■ 

chief  clerk    to   the   general  manager. 

Mr.   G.    k     I  rly  master  mechanic  of  the  East    St. 

Louis  A  Suburban  Railway,  has  been  appointed  to  a  similar  posi- 
tion with  the  i 'lev  land  &  Southwestern  Traction  Company,  In 
charge  of  the  shops  now  tlon  at   ESyrla,  O. 

Mr.    W.    ii     Woodward,    formerly    general    pal  ol      Of 

the  Indianapolis  ,t  Eastern  Traction  Company,  has  been  appointed 
ral    passenger   afl  the    lines    of    the    Indiana    Columbua 

A  Eastern  Traction  Company  between  Richmond,  Ind.,  and  Colum- 
bus, o. 

Mr  D,  Frederick  Carver  b  i  as  general  superintendent 

of  the   Rochester  Railway  Company  ter,  N.   v  .  and  has 

been     appointed     assistant    ge-net  r    Of    tin-     Aurora     Elgin     A 

Chicago  Railroad,  with  office  at  Wheaton,  III  .  effective  on  Jan- 
uary   1 

Mr.  Charles  !•'  Bbelton  has  resigned  as  superintendent  of  the 
Ft.    Wayne   .\     Wabash    Valley   Traction   Company,   with   office  at 

Ind         It     Is    slated     that     no    <u BSOT    will     ho    appointed 

but  that  Mr  Bhelton's  duties  will  bo  assumed  by  Mi.  c  D,  Em- 
mons,  general    manager. 

Mr.    J.     R.     Harrlgan,    until    r intly    gi  neral    manager    of    the 

it-Akron  Railway  at  canton,  ii.,  has  been  appointed  gen- 
eral ncnager  of  the  Buffalo  A  Lake  ]  ny,  of 
Buffalo.    N,    I                           Ion   of   the   Bheehan-Mayer   lines   be- 

lUffalO,    N.     V..     and     lii.        I 

Mr.    John    II.    Merrill,    who    resigned    recently    as    secretary    of 
Railway  on   to   become   manager  of 

sj    Reilwa  I  Ing   '  lompan]  .   ol    South    m.  I II 

I.  T..  has  been  elected  treasurer  of  the  ma 

trie   Rallwas    ind  l  la     Association. 

Mi     .i     r     i  ippotnted   chief  eleotrloal   and   me- 

1    [nterut  ban    i:  din  aj     with 

I  ..  xingloi.      I.  \li  •    foi  no  ilv    conn.  .1.  d 

with    •  I.  ■  trie    railways   In    Vlrgl  I  Ea 

•  nil. it    15. 

Mr     Arthur   B.  Bmlth,  assistant  i  ol    tha 

Notth'in   i'a.  in.    Railway,  with  office  at  Bl    Paul,  Mian 

appointed    •  ted    Kail"  '.     .    of 

on  .   which 

\.  w    Haven  A    i lai  tford  I 

Mi    .i.in.  iah- 

.  Company,  to  bei 

i  i    of    the    St. eel    R  I  Ing    < ' 

i     Whlteh. 

IcI    to    .u.  coed    Mi. 

Ml  Of       the 

Mont.  Mont. .  .1     Pat  k    .v     i  aray 

lonti  ind    th<     Sui. mi  I.  m    Tram*. 

m  i  hi 

'  ■ lit 

■•    L.    Rhoa 

i .  slgni  .i    ' 

IV       I     OI,||.i,l|i.        of         \ ... 


2S 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  1. 


Claim  Agents'  Association  since  its  organization  In  1905.  Mr. 
Harry    K.    Goshorn.    assi  m    agent,    has    been    appointed 

chief    claim    agent    to    succeed    Mr.    Rhoades. 

Mr.   J.   B.   Ingersoli     hi      re   assistant   general   manager  and 

chief  electrical  engineer  of  Hie  Spokane  &  Inland  Railway  and  the 
Spokane  Terminal  Company,  with  office  at  Spokane,  Wash.,  has 
been  appointed  genera]  manager  and  chief  electrical  engineer.  He 
succeeds  Mr.   F.   A.    BlackweU  manager.     Mr.   Blackwell 

will  remain  as  chairman  of  the  board  of  the  Spokane  &  Inland 
Empire  Railroad  sysi 

C.  Loomls  Allen,  general  manager  of  the  Utica  &  Mohawk 
Valley  Railway,  the  Rome  City  Street  Railway  and  the  Oneida 
Railway,  has  been  elected  vice-president  and  general  manager 
of    the    Utli  I    hawk   Valley   Railway,    the   Rome   City   Street 

Railway,  the  Oneida  Railway  and  the  Syracuse  Rapid  Transit 
Railway,  with  office  at  Utica.  X.  Y.,  succeeding  Mr.  John  J. 
Stanley,  who  has  held  that  title  since  Mr.  E.  G.  Connette  resigned 
to  go  to  Worcester.  These  appointments  were  made  December  6 
by  the  four  companies  Interested.  This  places  Mr.  Allen  In  charge 
of  the  electric  railway  properties  from  Syracuse  on  the  west  to 
Little  Falls  on  the  east,  including  the  electrification  of  the  West 
Shore  Railroad  between  Syracuse  and  Utica.  Mr.  Allen  is  a  native 
lacuse  and  was  educated  at  Alfred  and  Syracuse  universities. 
He  adopted  civil  engineering  as  a  profession  and  was  first  employed 
with  the  Norfolk  &  Western  Railway  Company.  In  1892  he  went 
to  Syracuse  to  engage  in  private  practice  as  a  civil  engineer, 
being  a  member  of  the  firm  of  Mather  &  Allen.  In  the  spring  of 
1S95  he  was  appointed  civil  engineer  of  the  Syracuse  system  and 
had  charge  of  the  reconstruction  of  the  track  and  overhead  line 
on  some  64  miles  of  road.  Three  years  later  he  became  assistant 
general  manager  and  in  February,  1S99,  he  became  general  manager 
of  this  company.  He  left  Syracuse  on  December  31.  1S99. 
to  accept  the  position  of  general  manager  of  the  Lorain  Street 
Railway  in  Lorain,  O..  where  he  remained  a  year  and  a  half. 
When  the  Andrews-Stanley  interests  acquired  the  property  of 
the  Utica  &  Mohawk  Valley  Railway  Mr.  Allen  was  offered  and 
accepted  the  position  of  assistant  general  manager  of  that  com- 
pany with  Mr.  Stanley,  and  when  Mr.  Stanley,  in  May,  1902, 
returned  to  Cleveland  Mr.  Allen  was  made  general  manager  of 
the  Utica  &  Mohawk  Valley  Railroad  and  the  Rome  and  Oneida 
properties.  In  1904  Mr.  Allen  was  president  of  the  Street  Railway 
Association   of  the   state  of  New  York. 

Obituary. 

J.  W.  Hartzell,  promoter  of  the  San  Francisco  Vallejo  &  Napa 
Valley  Railroad,  and  who  haa  long  been  identified  with  electric 
railway  construction  in  California,  died  at  Vallejo,  Cal.,  on  Decem- 
ber 8,  aged  67  year?. 

Nathaniel  Pope  Yeatman.  secretary  and  treasurer  of  the 
Nashville  Railway  &  Light  Company  since  its  reorganization  in 
1895  and  prior  to  that  time  secretary  and  treasurer  of  the  Nash- 
ville Street  Railway  and  the  Cumberland  Electric  Light  &  Power 
Company,  died  at  his  home  in  Nashville,  Tenn.,  on  December  19, 
aged  54  years. 

George  Franklin  Wright,  of  the  law  firm  of  Wright  &  Baldwin, 
of  Council  Bluffs,  la.,  and  vice-president  of  the  Omaha  &  Council 
Bluffs  Railway  &  Bridge  Company,  died  at  his  home  in  Council 
Bluffs  on  December  13,  at  the  age  of  73.  Besides  being  prominent 
in  his  profession  Mr.  Wright  had  for  many  years  been  identified 
with  various  street  railway  enterprises.  In  1868  with  his  asso- 
ciates, he  organized  and  built  the  first  street  railway  line  in 
Council  Bluffs,  and  was  for  a  time  president  of  the  company.  In 
1886  with  the  same  associates  he  organized  the  Omaha  &  Council 
Bluffs  Railway  &  Bridge  Company,  operating  the  first  electric  rail- 
way in  Iowa  and  Nebraska,  now  leased  to  the  Omaha  &  Council 
Bluffs  Street  Railway,  and  in  1S89  he  was  one  of  the  organizers  of 
the  street  railways  of  Ottawa,   111. 

Samuel  Little,  formerly  president  of  the  West  End  Street 
Railway,  of  Boston.  Mass.,  died  in  Boston  on  December  21.  Mr. 
Little  was  born  at  Hingham,  Mass.,  on  August  15,  1S27.  and  com- 
pleted his  education  at  Hingham.  He  first  became  interested  in 
street  railways  in  1872.  when  he  aided  in  the  organization  and 
became  treasurer  of  the  Highland  Street  Railway,  of  Boston. 
when  that  road  was  later  consolidated  with  the  Middlesex  Street 
Railway  as  the  West  End  Street  Railway.  Mr.  Little  became  a 
director  of  the  consolidated  company  and  in  1893  was  made  presi- 
dent, which  position  he  held  until  his  retirement  from  active 
business  in  1900.  The  West  End  company  is  now  leased  to  the 
Boston  Elevated  Railway  Company.  Mr.  Little  was  well  known  as 
a   business  man  and  took  an  active  part  in  public  affairs. 

General  John  M.  Hood,  formerly  president  and  general  man- 
ager of  the  Western  Maryland,  and  since  February,  1902.  presi- 
dent of  the  United  Railways  &  Electric  Company  of  Baltimore. 
Md.,  died  at  his  home  in  Baltimore  on  December  17  at  the  age  of 
63  years.  He  was  born  at  Sykesville.  Md.,  on  April  5,  1S43.  and 
entered  railway  service  in  July,  1859,  from  which  date  to  August, 
1861,  he  was  assistant  engineer  of  the  Delaware  Railroad  and  the 
Eastern  Shore  Railroad.  He  was  then  for  four  years  chief  engi- 
neer of  the  Port  Deposit  Branch  of  the  Philadelphia  &  Baltimore 
Central,  and  for  one  year  engineer  and  superintendent  of  the  last- 
named  road.  In  April,  1S70,  he  was  appointed  general  superin- 
tendent of  the  Florida  Railway,  and  from  November,  1871,  to  April, 
1873,  was  chief  engineer  of  the  Peach  Bottom  Railway.  He  then 
went  to  the  Baltimore  Philadelphia  &  New  York  as  chief  engineer, 
which  position  he  held  until  he  became  vice-president  and  gen- 
eral superintendent  of  the  Western  Maryland  on  January  14,  1874. 
On  March  24.  1S74.  he  was  made  president  and  general  manager  of 
the  latter  road,   which   office   he  held  until   July   s.    1902. 


Financial  News 


Augusta  Winthrop  &  Gardiner  Railway. — It  Is  reported  that  an 
arrangement    has    been    made    by    which    this    road    is    to    be    pur- 

<  d  by  the  syndicate  headed  by  John  R.  Graham,  of  Bangor, 
Me.,  which  owns  the  Lewiston  Brunswick  &  Bath  Street  Railway 
and  the  Bangor  Railway  &  Electric  Company.  Thomas  J.  Lynch 
is  president.  It  is  stated  that  if  the  deal  Is  accomplished  the 
syndicate  has  plans  for  the  construction  of  50  miles  of  new  road 
next  year,  including  a  line  from  Augusta  to  Winslow.  and  one 
connecting  with   the  Lewiston  Brunswick  &   Bath   at   Sabattus. 

Aurora  Elgin  &  Chicago  Railway. — The  gross  earnings  for  the 
month  of  November  were  $96,722,  compared  with  $89,415  in  1905. 
Net  earnings  for  the  month  were  $39,904  and  surplus  $13,745, 
against   $37,835  and   $13,3S5   for  November,    1905. 

Buffalo  &  Lake  Erie  Traction  Company. — This  company,  a  con- 
solidation of  the  Sheehan-Mayer  roads  between  Buffalo  and  Erie, 
the  Buffalo  Dunkirk  &  Western  Railroad,  the  Dunkirk  &  Fredonia 
Railroad  and  the  Lake  Erie  Traction  Company,  has  filed  a  mort- 
gage for  $12,000,000  to  the  New  York  Trust  Company. 

Chicago,  III. — The  case  of  Lobdell  against  the  city  of  Chicago, 
in  which  the  plaintiff,  said  to  represent  the  Chicago  traction  In- 
terests, questions  the  constitutionality  of  the  Mueller  law,  pro- 
viding for  an  issue  of  $75,000,000  of  certificates  to  enable  the  city 
to  purchase  the  street  railway  system  of  the  city,  was  submitted 
before  the  supreme  court  of  Illinois  at  Springfield  on  December 
22  and  taken  under  advisement  by  the  court.  Harry  P.  Weber, 
who  appeared  for  the  plaintiff,  argued  that  the  ownership  of  street 
railways  was  not  a  municipal  purpose;  that  the  Mueller  law  was 
a  local  or  special  law;  and  that  the  certificates  would  constitute  a 
debt  of  the  city  beyond  the  constitutional  limit.  Walter  L.  Fisher 
appeared  for  the  city  to  defend  the  law. 

Chicago-New  York  Electric  Air  Line  Railroad  (Portland,  Me.). — 
This  company,  which  is  promoting  an  electric  railway  from  Chi- 
cago to  New  York,  has  filed  notice  of  an  increase  of  its  capital 
stock   to   $5,000,000   to   $25,000,000. 

Cincinnati  Toledo  &  Detroit  Short  Line  Railway. — The  applica- 
tion of  Ella  Buxton,  a  stockholder,  for  the  appointment  of  a  re- 
ceiver has  been  denied  by  Judge  Kincaide,  of  the  common  pleas 
court  at  Toledo.  The  court  found  nothing  in  the  evidence  to  sus- 
tain the  charges   of  mismanagement. 

Cleveland  &  Southwestern  Railway. — The  reorganization  com- 
mittee of  the  Cleveland  &  Southwestern  Traction  Company  has 
decided  upon  a  comprehensive  merger  of  the  three  interurban 
properties  controlled  by  the  Pomeroy  and  Mandelbaum  interests 
in  northern  Ohio  and  the  plans  have  been  approved  by  the  direc- 
tors. The  merger  will  include  210  miles  of  single  track  and  will 
bring  lines  reaching  from  Cleveland  to  Norwalk,  Wooster,  Welling- 
ton, Ashland,  Mansfield,  Galion  and  Bucyrus  and  including  inter- 
mediate towns  such  as  Elyria  and  Oberlin,  into  one  large  system. 
The  roads  involved  are  the  Cleveland  &  Southwestern  Traction 
Company,  135  miles;  the  Cleveland  Ashland  &  Mansfield  Traction 
Company,  43  miles  now  building,  and  the  Ohio  Central  Traction 
Company,  29  miles.  The  new  company  will  take  the  name  of  the 
Cleveland  &  Southwestern  Railway  Company.  It  will  have  $10,- 
000,000  capital  stock,  of  which  $2,500,000  will  be  5  per  cent  cumula- 
tive preferred  and  $7,500,000  common.  The  authorized  bond  issue 
will  be  $10,000,000.  Of  the  above  capital  $5,000,000  in  bonds  will  be 
issued,  together  with  $2,400,000  in  preferred  and  $4,700,000  common 
stock,  to  take  care  of  the  exchange  of  securities  in  the  present 
companies,  and  the  balance  of  $5,000,000  in  bonds,  $100,000  in  pre- 
ferred and  $2,800,000  common  stock  will  remain  in  the  treasury 
for  the  purpose  of  acquiring  new  lines  and  improvements  to  the 
property. 

Columbus  Railway  &  Light  Company. — It  is  expected  that  the 
annual  report  to  be  submitted  at  the  annual  meeting  of  the  stock- 
holders of  the  Columbus  Railway  &  Light  Company  January  29 
will  show  that  the  receipts  of  the  Columbus  Railway  Company 
for  the  year  have  reached  $1,750,000.  If  the  final  results  bear  out 
the  expectations,  this  will  mean  that  the  company  will  have  to 
sell  eight  tickets  for  25  cents  instead  of  seven.  There  is  a  pro- 
vision in  the  blanket  franchise  granted  the  company  several 
years  ago  that  when  the  receipts  of  the  railway  company  in  any 
one  year  have  reached  $1,750,000  it  shall  sell  eight  tickets  for 
25  cents.  The  annual  meeting  of  the  Columbus  Railway  Com- 
pany will  be  held  on  January  10,  but  all  matters  of  importance 
will  be  referred  to  the  meeting  of  the  Columbus  Railway  &  Light 
Company  on   January  29. 

Evansville  &  Southern  Indiana  Traction  Company, — This  com- 
pany, which  has  taken  over  the  Evansville  Princeton  &  Vincennes 
Interurban  Railway,  has  elected  the  following  officers:  President, 
James  Murdock.  of  Lafayette,  Ind.;  vice-president,  Henry  Smith. 
Hartford  City,  Ind.;  secretary  and  treasurer,  Charles  Murdock, 
Lafayette;   general  manager,  R.   R.   Smith. 

Frontier  Electric  Railway. — The  New  York  railroad  commis- 
sion has  granted  this  company,  which  proposes  to  build  an  electric 
railway  from  Buffalo  to  Niagara  Falls,  N.  Y.,  for  the  Interna- 
tional Railway,  of  Buffalo,  permission  to  increase  its  capital  stock 
from   $300,000   to  $1,500,000,   and  to   issue  a  mortgage  of  $2,000,000. 

Hudson  &  Manhattan  Railroad. — This  company  has  been  formed 
as  a  consolidation  of  three  companies  which  are  building  tunnels 
under  the  Hudson  river  between  New  York  and  Jersey  City — the 
New  Y'ork  &  Jersey  Railroad  Company,  the  Hudson  &  Manhattan 
Railroad   Company  and  the  Hoboken   &  Manhattan   Railroad   Com- 


January  5.  1907. 


ELECTRIC     RAILWAY     REVIEW 


29 


pany.      The    Hudson    .v    Manhattan    Railroad    and    the    Hobok 
Manhattan   Railroad    were   consolidated    last    week   under   the   I 
of    the    Hoboken    &    Manhattan    Company    with    a   capital    stock   of 
It    is    now    stated   that    this   merger   was   only  a    pre- 
liminary step  in   the  formation  of  the  larger  company.     The  Hud- 
son A    Manhattan  Railroad  Company   will   have  a  capital  stock  of 

!  ich  110.000. ODD  will  he  live  per  cent  non-cumul 
preferred  stock.    The  officers  are  Yv"m.  G.  McAdoo.  president.  Fred- 
erick  B.   Jennin  lent    and   C.    W     King,    secretary   and 
treasurer,  w                        In  both  New  York  and  Jersey  City. 

Interborough-Metropolitan  Company. — D.  W.  Burrows,  of  Chi- 
cago, has  brought  suit  in  the  I'nited  States  circuit  court  at  New 
York  asking  to  have  declared  void  the  formation  of  the  Inter- 
borough-Metropolitan Company  last  January  by  the  merger  of 
the  Interborough  Rapid  Transit  Company,  the  Metropolitan  Street 
Railway  Company  and  the  Metropolitan  Securities  Company.  The 
plaintiff  alleges  that  as  a  result  of  the  consolidation  his  1.400 
■bares    of    st."k     of    the    Metropolitan   Securities    Company   became 

Macon  Americus  &  Albany  Electric  Railway. — The  Interurban 
Construction  Company  and  the  Macon  &  Albany  Securities  Com- 
pany have  been  organized  and  chosen  headquarters  in  the  Grand 
building.  Macon.  Ga.  The  Interurban  Construction  Company  Is 
headed  by  W.  Jordan  Massee.  president.  This  company  will  have 
charge  of  the  engineering  for  the  proposed  line  between  Macon. 
Americus  and  Albany.  The  Macon  &  Albany  Securities  Company, 
which  will  handle  the  finances,  is  headed  by  Nlcho  a  J.  Cruger. 
Albany.   Ga.,  president. 

Milwaukee  Electric  Railway  &  Light  Company. — President 
John  I.  Beggs  has  given  a  sworn  statement  that  the  gross  earn- 
ings for  the  12  months  ended  on  November  30,  1906,  were  $3,494,838, 
of  which  $546,722  was  derived  from  the  lighting  business.  The 
gross  receipts  of  the  subsidiary  suburban  company,  the  Milwaukee 
Light  Heat  &  Traction  Company,  were  $694,180.  The  mileage  of 
the  Railway  &  Light  company  in  Milwaukee.  East  Milwaukee. 
Whlteflsh  Bay  and  Wauwatosa  Is  given  as  116.22  miles.  The 
Traction  company  has  142  miles.  The  taxes  on  the  two  com- 
panies. 5  per  cent  of  the  gross  receipts,  were  JIT  1.742  and  $34,709. 

Pennsylvania  &  Maryland  Street  Railway.  Th  Somerset 
County  Street  Railway  and  the  Pennsylvania  A  Maryland  Street 
Railway,  which  was  Incorporated  in  July  to  build  30  miles  of  elec- 
tric railway  In  Somerset  county.  Pa.,  have  been  consolidated  un- 
der the  name  of  the  latter.     Capital  stock  $410,000. 

Peoria  Bloomlngton  &  Champaign  Railway. — This  company,  a 
part  of  the  Illinois  Traction  System,  has  filed  a  mortgage  to  the 
Central  Trust  Company,  of  Chicago,  to  secure  an  issue  of  $3,000,000 
80-year  5-per  cent  bonds,  of  Chicago,  to  secure  an  issue  of  $3,000,000 
line  between  Peoria  and  Champaign,  III. 

Rock  River  Traction  Company. — The  stockholders  have  author- 
ised an  Issue  of  $2,000,000  of  bonds  for  the  purpose  of  construct- 
ing a:  :me  from  Sterling  to  Rock  Island,  III  ;  from  Rock 
Island  to  Oeneseo  and  Princeton;  and  from  Sterling  to  Morrison, 
a  total  distance  of  125  miles  F  i:  And]  ident. 
Sterling.    111. 

Rome   (Ga.)    Railway  &    Light   Company.     The  directors  of  this 
a   reorganization  of   the   Rome   Traction    Company,    have 
an  Issue  of  $500,000  30-year  5  per  cent  bonds,  of  which 
i    to   retire   bonds  of   the  old  company  and   the 
for  Improvemei  tensions,   Including  a  line  from 

•  vllle.     S.  B.  I  ra]  mana- 

ger. 

Southwestern  Traction  Company. — It  Is  rumored  that  the  De- 
troit United  Railway  will  absorb  this  company,  which  operates 
a  line  from  London  to  St.  Thomas,  tint.,  and  Is  constructing  ex- 
tension       K.  <;     Rumball.  London,  Ont..   is  president. 

Springfield    &    Xenla    Transit    Company.     Th(  lp     •  •( 

this  '  -    when   the    coir 

pleas   court  at   Springfield.   O.,   affirmed   the   report  of   thl 
Fred  J.  Creen.      The  property  was  purchased 
committee  of  the  bondholder*,     it  is  stated   that  a   new   company 
will  be  Incorporated 

Steubenville  S.  East  Liverpool  Traction  &  Light  Company.— 
This  company  has  Increased  Its  capital  stock  from  $5,000  to 
$3*00.000. 

Toledo    A.    Western    Railway. — Judge     R.    W.      Taylor,     of     the 

of    the   ToI<  '.    «< 

•  land    for   $344,759. 

United    Railways    of    St.    Louis 

way 

Rallw  lines. 

Jr 

■ 

■ 
- 

Western   New  York  A   Pennsylvania  Traction  Comp.n 
■ 
ported     |n 


Manufactures  and  Supplies 


ROLLING    STOCK. 


Marcellus  &  Otisco  Lake  Railway.  Marcellus.  N  \  Is  In  the 
market    for    a    passenger    ei 

Pennsylvania    Railroad    is    reported    in    the    market 
cars  for  U! 

American   Railway.   Philadelphia,   has  ordered   ten  double-truck 

rom    the  Jewett  Car  Company. 

Virginia  Passenger  &  Power  Company,  Richmond,  Va..  Is  re- 
ceiving the  first  of  an  order  of  20  semi-convertible 

Middletown    &    Cecilton    Railroad    Company,    Mlddli 
orders  for  new    equipment  In  February, 

Toronto  Railway,  Toronto.  Can.,  is  reported  to  have  ordered 
15  new  cars  and  to  be  in  the  market  for  40  additional. 

Toronto    &    York    Radial    Railway.    Toronto.    Ont..    is    having    a 
number  of  cars  built  at   the  shops   of  the   Toronto  Railway 
pany. 

Indianapolis  &  Louisville  Traction  Company,  It  is  reported, 
will  order  three  cars  at  an  early  date.  John  E  Greely,  Jefferson- 
ville,  Ind..   Is  interested. 

Whatcom    County    Railway    &    Light      Company,      Belln  _ 

Wash.,  is  in  the  market  for  two  closed  single  truck  cars  ill 
over  ail   for  city  sen 

Elmlra  Water  Light  &  Railway  Company  will  probably  place 
orders  for  two  15-bench  open  cars  for  spring  delivery  and  is  re- 
building a   number  of    Its    cars. 

Inter-Urban    Railway    &.    Power    Company,    ll.it     Springs,    Ark., 
expects  to  purchase   during  1907   eight   combination   can 
feet    over   all    for    Interurban    Bel 

Indianapolis  Columbus  &  Southern  Traction  Company,  Colum- 
bus, Ind.,  has  ordered  3  combination  cars  50  feet  long  over  all 
from  the  Nlles   Car  &    .Manufacturing  Company. 

Winnipeg  Electric  Railway,  Winnipeg  Car...  has  25  new  ears 
under  construction.  Ten  of  these  are  under  ..instruction  at  the 
company's  shops  and  the  balance  In  contract  simps. 

Owosso  &  Corunna  Electric  Company,  Owosso.  Mich.,  has 
been  reported  to  be  considering  additional  car  equipment  We 
are    advis.d    that    an   order    may    be    ;  i    In    1907. 

Savannah     Electric    Company,    s  will    build    four 

open    trailers,    40    feet    long   over    all.    for  \  ice    In    Its 

shops.  The  cars  are  to  be  equipped  with  two  <!.  E.  67  motors 
each. 

Indianapolis  Newcastle  &  Toledo  Electric  Railway,  Newcastle. 
Ind..  has  ordered  S  Interurban  coaches  and  2  express  cars  from 
the    '  npany      Electrical    Installation  Company.   Mo- 

nadnock   block,    ChU  ..(  construction. 

Indianapolis     Crawfordsville     &     Western     Traction     Company, 
oils,    End  ,  1  ible  truck  passengei 

t  8  Inches  over  all  for  high-speed  Interurban  service  and  also 

ire  i..  be  equipped  with  Bald- 
win   trucks 

Lake  Shore  Electric  Company,  Cleveland.  O.,  has  16  cars  under 
i   with  the  A   Mannfa. 'tmlng  Company  for  February 

and  March  delivery  Tan  of  these  win  be  .">l-foot  conches  with 
doubt.  1 1 - 1    live    combination    passenger   and    baggage 

Of    the    s.in  ions. 


SHOPS  AND  SHOP   EQUIPMENT. 


British    Columbia     Electric    Railway. — A    contract    las    I 
for   the  construction   of  additional    .  ar   barns  B.    C. 

Indiana    Union    Traction    Company. — A  ger  i  act   for   the 

new    car    barns    and    shops    at  In. I       hi  I      t.. 

Sheperdson    &    Hawkins,    of   Anderson.      The    buildings    are    i"    be 
com]  inly  1.  1907,  at  an  estimated  cost  of  $160,000. 

International    Railway    Company    (Buffalo,    N.    Y  1 

near 
The  building  will  be  ..f  brick,  5(0 

tpai  It y    f..i 
ken    In    the    spin 

Los   Angeles    Railway.— This  company   Im   now   bulldil 

The   building  is  of  r. .  t 

With 
In    line   Of  I  II. 

E    Huntington, 

Omaha    A.    Council    Bluffs    Street    Railway 

I    II    will    build    II. I. in: 
•  hops.    In-' 

Portsmouth   (O.)   Street  Railroad  A   Light  Company. 

I 

Ingi  will  ■ 


30 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  1. 


TRADE   NOTES. 


Edward    Morris    Lara,    who   was    until    recently   associate   editor 
of  the  Electric  Railway  Review,  has  taken  a  i«.sition  with  K 
&   Esser    Company,    New    York.    In    tl  ■  partment. 

Missouri    Central    Railroad.   New    Florence,    ,M  the   mar- 

[or  Immediate  purchasi    ol    i     b illroad  of  about 

seven  or  eight  miles  in  length  together  with  rails,  ties  and  rolling 

stork.    The  company  Is  also  desirous  ol  obti m    al  once  a  dui 

Oline   engine  capable  of  handling  two  or  three  cars  of  stand- 
ard  gauge. 

Lunkenhelmer  Company  of  Cincinnati,  Ohio,  has  purchased  for 
its  works  there  seven  60-cycle  Induction  motors  ranging  In  size 
from  7'_.   to  15  horsepower  to  be  used  In  drlvini  ry   for  the 

manufacture  of  valves  and  other  high  grade  engineering  special- 
ties. These  motors  will  be  built  by  Allis-Chalmers  Company  at  its 
Cincinnati  works. 

Aaron  Dean,  Jr.,  heretofore  resident  manager  of  the  western 
district  of  the  Federal  Railway  Signal  Companj  with  headquar- 
has  been  made  chief  engineer  oi  the  Federal  Rail- 
i  Company  with  headquarters  al  its  works.  Troy.  N.  Y.. 
in  place  of  P.  G.  Ten  Eyck,  who  was  recently  appointed  general 
manager  Of  the  company  at  Troy.  \Y.  \V.  Lavarack,  assistant  to 
tli.  president,  will  succeed  Mr.  Dean  with  headquarters  at  Chi- 
cago In  charge  of  the  Western  district  of  the  company. 

Frank  H.  Taylor,  who  has  been  elected  a  director  and  vice- 
president  of  the  Tale  &  Towne  Manufacturing  Company,  was  born 
in  Cincinnati.  O..  and  was  graduated  from  Haverford  college.  He 
later  entered  Harvard 
University  from  which 
he  was  also  graduated, 
receiving  the  degree  of 
A.  B.  with  the  class  of 
1877.  In  1SS2  Mr.  Taylor 
moved  to  Philadelphia 
where  he  assisted  in  the 
organization  and  became 
treasurer  of  the  Belmont 
Iron  Company  of  which 
he  ultimately  became 
president.  In  1S90  he 
accepted  the  position  of 
manager  of  the  Phila- 
delphia branch  of  the 
Yale  &  Towne  Manufac- 
turing Company  which 
position  he  retained  for 
seven   years.     In   1897   he 

appointed  sales  man- 
ager of  the  Westinghouse 
Electric  &  Manufactur- 
ing Company,  serving  in 
that  position  for  three 
years,  following  which  he 
was  elected  second  vice- 
president  of  the  company, 
resigning    the    position    in 

April,  1906.  As  vice-president  of  the  Yale  &  Towne  Manufacturing 
Company  Mr.  Taylor's  duties  will  relate  to  the  manufacturing  and 
sales  departments  of  the  business  and  will  ultimately  include  many 
of  the  matters  which  have  heretofore  been  handled  by  the  presi- 
dent. The  present  official  organization  of  the  Yale  &  Towne  Manu- 
facturing Company,  is  as  follows:  President.  Henry  R.  Towne; 
vice-presidents.  Schuyler  Merritt.  Frank  H.  Taylor;  treasurer,  A. 
R.  Erskine;  general  manager,  Kirk  Brown;  general  superintendent. 
Walter   C.  Allen. 

J.  W.  Duntley,  president  of  the  Chicago  Pneumatic  Tool  Com- 
pany. Chicago,  noted  in  the  columns  of  this  paper  some  time  ago 
as  sailing  for  Europe  in  behalf  of  the  company,  lias  just  returned 
from  a  six-weeks'  tour  in  that  country.  Mr.  Duntley  reports  that 
the  pneumatic  tool  business  abroad  has  shown  an  increase  during 
the  past  year  of  between  25  and  30  per  cent  over  any  previous 
year.  The  products  of  this  company  have  been  installed  in  the 
shops  of  practically  all  foreign  railways  as  well  as  larger  indus- 
trial institutions  and  government  ship  yards,  enjoying  a  large 
per  cent  of  the  pneumatic  tool  business  in  foreign  countries. 

Edison  Electric  Company  of  Los  Angeles,  Cal..  has  ordered  for 
its    hydro-electric   plant   on   tho  Kern    river,    at   Edison,    Cal..    eight 

Allis-Chalmers   direct-current   motors   with   <: trollers   and   gearing 

equipments,    to    be    used    for    operating    2S-inch    gat.     valves.      The 

is  will   be   120   volts,    series   wound,    machines   of   the   vertical 

shaft    type,    fully    enclosed,    and    especially    adapted    to    the    service 

required.     This  company  has  installed  on  the  Kern  river  at  Caliente 

kilowatt    Allis-Chalmers     alternating    current     generators 

direct  fl    to  Allis-Chalmers  hydraulic  turbines,    forming  one 

rgest  long  distance   transmission   plants   on    the  Coast. 

Electric  Service  Supplies  Company  announces  that  it  has  se- 
cured in  addition  to  its  former  territory,  the  states  of  Michigan, 
and  Indiana  for  the  complete  line  of  Locke  insulators  man- 
ufactured by  the  Locke  Insulator  Manufacturing  Company,  of 
Victor,  N.  Y.  This  company  has  experimented  with  insulators 
under  all  conditions  until  it  now  believes  that  both  the  electrical 
and    ceramic    qualities    of    its    produi  I  a     perfection    as 

possible.  Particular  attention  has  been  given  to  the  effect  of  at- 
mospheric moisture  and  temperature  on  the  efficiency  of  insulation 
at  high  voltages;  to  the  development  of  neutral  colored  glazes  as 
the  least  conspicuous  for  insulators,   and   In   the  matter  of  provid- 


Frank    H.    Taylor. 


I«i.'  oi   safety  In  designing  supports  and   insulation  for 

transmission   lines. 

D.   E.  Baxter  &  Co.,  Incorporated,  27  William  street.  New  York, 

laced  an  order  with  S.   L.  Benz,  of  Pittsburg.   Pa.,  for  76,000 

cross-ties  to  be  7  by  8  inches  by  8  feet  long  and  for  900  poles  30 

feet  In    length   and   having  a  diameter  of  7V4   inches  at  the  small 

end,   for  Immediate  delivery  at  Charleston,  S.  C. 

Chase-Shawmut  Company,  Newburyport,  Mass..  reports  an 
order  from  the  Northern  Electric  Company,  of  Chlco,  Cal..  for 
138.855  of  Its  Bhawmut  soldered  rail  bonds,  which  in  conn. 
with  two  previous  orders  makes  the  total  number  of  bonds  ordered 
is  company  243.355.  The  type  of  bonds  used  are  a  400.000 
lar  mils  Type  A  for  the  third  rail  and  a  200.000  circular  mils 
Type  B  B  bond  for  the  track.  The  installation  of  these  bonds 
is  being  superintended   by   the   Chase-Shawmut  Company. 

B.  F.  Sturtevant  Company.  Boston.  Mass..  reports  rapidly  In- 
creasing sales  of  enclosed  forced  lubrication  engines  Among 
these  mentioned   C.   H.   Means   &   Co.,    Chicago.    111.;     Old 

Dominion  S.  S.  Company.  Norfolk,  Va.:  Swedish  Hospital  & 
Nurses'  Institute,  Minneapolis,  Minn.;  Belmare  Manufacturing  Com- 
pany Canton,  Pa.;  Phoenix  Woolen  Company.  Stafford,  Conn.; 
Hoopes  &  Townsend  Company,  Hoopeston,  Pa.;  Manufacturers' 
Furniture  Exchange,  Chicago.  HI.;  Silver  Brothers  Iron  Works 
Company.  Salt  Lake  City.  Utah;  Burgess  Mills,  Pawtucket,  R.  I.; 
Narragansett  Mills,  Fall  River,  Mass.;  U.  S.  Navy  Yard,  Washing- 
ton, T).  C;  Henry  Steers.  Inc..  New  York  City;  and  G.  H.  Brey- 
mann  &   Bros.,  Boston.  Mass. 

Roberts  &  Abbott  Company,  engineers.  Cleveland.  O.,  has  found 
it  advisable,  due  to  its  increasing  work  in  the  west,  to  provide 
facilities  for  handling  the  work  to  better  advantage  by  establish- 
ing an  office  at  Chicago,  and  W.  D.  Ball.  E.  E..  has  been  placed  in 
Of  the  work  there  with  headquarters  in  the  First  National 
Bank  building.  Mr.  Ball  has  been  connected  with  a  great  deal  of 
electrical  and  civil  engineering  work .  principally  for  trolley  rail- 
ways and  hydraulic  plants  and  was  one  of  the  United  States  gov- 
ernment's representatives  at  the  Paris  Exposition  in  1900.  The 
efforts  of  the  Chicago  office  will  be  a\ong  the  same  lines  on 
which  the  Roberts  &  Abbott  Company  has  specialized,  namely, 
interurban   railways  and  hydraulic  plants. 

ADVERTISING   LITERATURE. 


The  Arnold  Company.  181  La  Salle  Street.  Chicago,  III.— Bulle- 
tin No.  16,  descriptive  of  the  Sedalia  shops  of  the  Missouri  Pacific 
has  recently  been   issued   by  this   company. 

J.  H.  Wagenhorst  &  Co.,  Youngstown,  O. — An  illustrated  folder 
calls  attention  to  electric  blue  printing  machines  manufactured  by 
this  company  and  presents  a  list  of  the  more  prominent  users'  of 
the   machines. 

Nernst  Lamp  Company,  Pittsburg,  Pa.— An  attractive  little 
pamphlet  describes  the  architecture  of  the  New  York  terminal  of 
the  Pennsylvania  and  calls  attention  to  the  manner  in  which  it 
is   to   be   lighted. 

Dayton  Pneumatic  Tool  Company,  Dayton.  O. — A  fiat  vest 
pocket  lead  pencil  encased  in  celluloid  with  gold  tipped  ends  and 
an  eraser  calls  attention  to  the  pneumatic  hammers  manufactured 
by  this   company. 

Allis-Chalmers  Company,  Milwaukee,  Wis. — Bulletin  No.  1503 
describes  Allis-Chalmers  direct-connected  Reynolds-Corliss  engines 
with  a  number  of  engravings  from  photographs  showing  complete 
engines  and  various  parts. 

Sprague  Electric  Company,  New  York. — Electric  hoists  and 
cranes  are  described  in  a  14-page  leaflet  with  illustrations  showing 
many  combinations  of  its  hoists,  carriages  and  cranes.  The  pamph- 
let calls  attention  to  Hoist  Catalogue  No.  220,  which  is  a  complete 
catalogue   of   the   company's    manufactures. 

F.  W.  Bird  &  Son,  East  Walpole,  Mass. — "First  Expedition  to 
Cuba"  is  the  subject  of  a  blotter  in  two  colors  which  refers  to  a 
large  order  for  Paroid  roofing  which  has  been  received  by  the 
company  to  cover  buildings  at  Newport  News,  Va..  from  which 
point  the  first  expedition  to  Cuba  recently  started. 

Newman  Clock  Company,  Chicago. — As  a  souvenir  of  the  re- 
cent street  and  interurban  conventions  at  Columbus,  this  com- 
pany is  mailing  a  handsome  halftone  panorama  view  of  the  Ohio 
state  fair  buildings  suitable  for  framing,  accompanied  by  another 
engraving  showing  the  company's  booth  at  the   conventions. 

Joseph  Dixon  Crucible  Company,  Jersey  City,  N.  J. — "Air 
Compressor  Lubrication"  is  the  subject  of  a  24-page  pamphlet 
issued  by  this  company.  It  calls  attention  to  the  necessities  of 
proper  lubrication  for  air  compressors,  quoting  a  number  of  au- 
thorities, and  then  describes  various  methods  of  successful  lubri- 
cation. 

D  &  W  Fuse  Company,  Providence,  R.  I. — Catalogue  No.  12  of 
this  company  is  a  complete  compendium  of  fuse  material  with  all 
necessary  information  on  cartridge  fuses  and  safety  devices  for 
lighting,  heating,  power,  railway,  signal,  telephone  and  telegraph 
circuits.  It  is  a  90-page  publication  fully  illustrated  with  engrav- 
ings  and   complete   with   various   tables. 

Wellman-Seaver-Morgan  Company,  Cleveland,  O. — This  com- 
pany is'  a  stock  company  incorporated  under  the  laws  of  Ohio  for 
the  purpose  of  transacting  a  general  engineering  and  manufactur- 
ing business.  A  pamphlet  issued  by  it  calls  attention  to  the  gen- 
eral classes  of  work  to  which  the  company  devotes  attention  and 
shows  a  number  of  interesting  views  of  machinery  and  plants 
which   have  been  designed  and   installed  by  it. 


January  5,  1907. 


ELECTRIC     RAILWAY     REVIEW 


31 


TRANSITE"     ASBESTOS     DOORS. 


The  great  danger   attending   the   handling  of   high-tension  cur- 
aome    suitable    provision     for     pr<-\ 
■  ming   into   contact    w,t  i    the   apparatus,    as   well   as    for 
protecting     the     latter    from     a 
circu; 
In    modern    transformer    stations    a 

efficient      and       satisfy 
method   of   protecting   his 
transformers     and     -  s    to 

surround  them  with  brick   walk 
front  of  whirh  mow 
of     'Transite"     asbestos     On 
lumber  ari  is  here  si 

-•:•    doors     are    absolutely     tire- 
proof    and    will 
both  ind    property 

"Transite."   wl  nufac- 

tured  ins-Man- 

ville  Company,    of    New    fork 
fireproof    sheathing 
whie;-  ber.     it  Is 

ically   much   stronger  than    nr- 
dinari  uid    has    a 

density   which    makes    the    (im- 
material   practically    non-absorbent 
highest    heat-resisiir.g    pi 
usage    than    slate,    being    hard-  I    not    so    brittle. 

This    material    Is    exl  In    various    ways    about    electric 

light  and  power  plants,  owing  to  its  high  efficiency,  durabilit- 
the  fact  that  It  irorked;  being  cut.  tin  rewed. 

very'    much    th(  ordinary    lumber. 


Asbestos    Door. 

and  I     of    the    very- 

It     will    stand    much     rougher 


NEW   ARC   LAMP    FOR   LOW    CEILINGS. 


anylng  Illustration    is   a  view   of  a  newly  designed 

urrent,    which 
ses    B  ccellence      in    design,    material    and 

lamp 

-vm- 


of  the  use  of  indestructible  windings  and  specially  designed  resist- 
-      s  of  very  small  dimensions  and  quit-    symmetrica]  in 

design. 

il  attention  has  been  paid  in  the  construction  of  this  lamp 
:  it.-   ventilation,    whl  -ting 

the   regulal     -  lanlum   from    harmful   accumnlat  lust. 

Such    lamps    are    often    placed    in    basements    and    1  such 

as  boiler  and  engine  rooms,  where  the  heat  is  often  and 

their  design  has  been  with  special  reference  to  such  BSrvlce,  In 
the  choice  of  materials  fur  the  different  parts,  only  those  that 
have  been  found  best  adapted  for  the  pui 

of,  regardless  of  cost,  and  this  fact,  the  manufacturers  claim,  com- 
bined with  excellence  of  workmanship  and  care  as  to  the  accuracy 
of  detail  parts,  has  produced  a  lamp  which  can  be  relied  upon  fur 
years  of  service  with  but  little  •  maintena 

It    is    found    quite    difficult    In    practice    !■•    apply    any    effective 
-  lards  against  injury  to  lamps  of  this   type  as  ordlnaril] 

.1     by    the    use    of   fuses,    and    it    has    frequently    been    found 
that   lamps   which    were    thought   to   be   well   protected    have 
practically   destroyed    by   excess    currents.      In    the   new    lamp 

.   is   made  to  preserve  the  lamp  absolutely  from   injury,   even 

where   fuses   are   entirely   omitted,    and    the   lamp    may    stand   with 

the  a-  n    hours  without   material  injury  and  will 

be    found    ready    for    normal    operation    the    moment  ondi- 

- 


250-VOLT    INDICATING    PLUG    FUSE. 


The   D  &  W  Fuse  Company.    Providence,    It     1  .    has   introduced 
-volt   plug  cut-out   fuse   of   the    Bdit 
the    merits     of     its    cartrl 
type      fuses,      including 
bullsey.      Indicator.     Hereto- 

- 
plug      fuse      has      been     such 
that     It    was     Impost 

■  mine    whether    the    fuse 
had      been      blown      without 
uits.  but  with 
the  i   blown   fuse 

is   di  glance    by 

ills- 
eye  on  the  ; 

Figure    1    gives    a    full  -  - 
of   the    fu 

u-    shew- 
ing   I 


Figure    1. 


Figure   2. 


Figure   3. 


The    f  .iiiiiik    in    tin-    i  | 

approved  by  t!  ■  i  of  Underwrito 


CHICAGO     ELECTRICAL    EXHIBITION. 


The 

position  will  in 

■I      Will     !•••      | 
It   IS    ' 

■in   In 
tin-   number  of 

follow- 


Arc    Lamp   for    Low    Celling!. 


- 


',.-. 


32 


ELECTRIC     RAILWAY     REVIEW 


Vol.  xvn.  No.  1. 


'  "ii  the  main  floor  of 
the    Coliseum.       Encouraged    bj  trade    and    the 

public  took  in  last  year's  show  the  exhibitors  are  planning  to  put 
more  money  and  effort  into  their  displays.  The  list  of  exhibitors 
numbers  nearly 

The  Electric  Railway  Review  will  be  represented  at  Space  6, 
Section   D,    and   will   be   pleased   to   receive   calls   from   any   of   its 

friends   wn landing   the   exhibition.     The   more   interesting 

exhibits    include   the    follow 

The  Klcctric  Service  Supplies  Company,  Space  No.  13.  will 
exhibit   Hi  neer  and  other  patented  devices  together  with 

lighting  and  railway  mati  lupplles. 

The  Ohio  Brass   C pany,   Space  No.  7.  Section   D,  will  exhibit 


NEW   SEMI-CONVERTIBLE   CARS    FOR   TOLEDO. 


The  Illustration  shows  one  of  20  cars  which  were  recently  de- 
d  by  the  G.  C.  Kuhlman  Car  Company  to  the  Toledo  Rail- 
ways St  Light  Company.  The  new  cars' are  generally  similar  to 
the  advance  lot  of  10  cars  for  this  company  shipped  by  the  same 
builders  at  the  beginning  of  last  year.  Their  construction  in- 
cludes the  Brill  grooveless-post  semi-convertible  window  system 
as  well  as  other  specialties.  As  will  be  noted  from  the  two  types 
of  platforms  these  cars  are  for  operation  in  one  direction  only. 
The  fronl  platform  contains  the  motorman's  compartment,  which 
is  forme 1  by  the  conjunction  of  two  hinged  doors  extending  diag- 
onally  across'the   car       The    entrance    from    the    platform    to   the 


Type    of   Semi-Convertible    Car   for   Toledo. 


overhead  electric  railway  supplies,  and  a  full  line  of  rail  bonds  and 
third-rail    insulators. 

The  Joseph  Dixon  Crucible  Company,  Space  No.  4,  Section  A, 
will  exhibit  a  full  line  of  the  Dixon  graphite  products  and  will 
entertain  its  visitors  in  the  "laughing  gallery,"  which  was  a 
feature  of  the  exhibit  at  the  Columbus  convention  of  the  American 
Street  and  Interurban  Railway  Association. 

The  Western  Electric  Company  will  show  a  very  large  and 
handsome  watercolor  view  of  its  new  110-acre  plant  at  Haw- 
thorne, 111.  The  exhibit  will  include  American  trasformers,  Thomas 
high-tension  insulators,  electroc  insulating  material,  arc  lamps  and 
direct-current  motors,  -with  a  series  of  alternating  equipment  in 
full  operation. 

At  the  exhibit  of  W.  N.  Matthews  &  Brother  may  be  seen  the 
Lima  jack  box.  The  boxes  are  to  be  installed  on  poles  along  the 
line  of  the  railway  and  connected  with  the  regular  telephone  wires. 
Each  train  crew  is  provided  with  a  portable  telephone  and  a  plug 
which  makes  connection  with  the  box 
so  that  the  dispatcher  may  be  reached 
quickly.  % 

The    engineering   department   of   the  fc 

National     Electric     Lamp    Association  fc         • 

will    have    an    interesting    exhibit    of  *        *     ^         » 

the    latest    achievements     of     electric  *       *       ,         »      ■ 

lamp    makers,    including  "Tantalum."  3»        »        .         »       • 

"Tungsten."    metallized   and     ordinary 
carbon  filament  lamps. 

The  Ft.  Wayne  Electric  Company 
has  installed  a  generating  set  of  150 
kilowatt  capacity  to  furnish  all  tiie 
electrical  energy  for  exhibitors.  The 
company's  regular  exhibit  in  Space 
No.  13  is  a  complete  working  demon- 
stration of  the  series  alternating-cur- 
rent arc-lighting  system  o  f  25-light 
capacity;  also  the  company's  standard 
line  of  wattmeters  and  prepayment 
devices. 

The    display    of    the    Vulcan    Elec- 
tric    Heating     Company    will     include 

various    small    electric    heating    devices    such    as    soldering    tools, 
branding  appliances  and  electric   household  appliances. 

The  Bishop  Gutta  Percha  Company,  New  York,  will  show  the 
same  exhibit  which  received  a  gold  medal  at  the  Centennial  Exposi- 
tion in  Philadelphia,  in  1S76,  as  well  as  several  interesting  electric 
devices    for    household    purposes. 

Central  station  men  and  owners  of  buildings  requiring  elevator 
service  will  be  interested  in  the  working  single-phase  electric 
motor  shown  by  the  Wagner  Electric  Manufacturing  Company  in 
Space  10,  Section  D.  This  company  is  also  showing  a  novel  little 
instrument  which  indicates  the  cost  of  operation  of  electric  lamps, 
curling  irons,  chafing  dishes,  etc. 


passenger  compartment  is  through  a  door  of  the  Brill  "semi- 
accelerator"  pattern;  its  location  at  the  side  rather  than  in  the 
center  of  the  bulkhead  makes  access  to  the  car  more  convenient 
for  passengers.  The  platform  is  of  the  familiar  "Detroit"  type. 
The  interior  finish  is  cherry.  The  dimensions  are:  Length  over 
end  panels,  30  feet  8  inches;  over  vestibules,  40  feet  8  inches; 
width  over  sills  including  sheathing,  7  feet  11%  inches;  over 
posts  at  belt,  8  feet  2  inches;  height  from  floor  to  ceiling,  8  feet 
4%  inches;  from  track  to  under  side  of  sills,  2  feet  8%  inches; 
size  of  side  sills,  4  inches  by  7%  inches;  end  sills.  5*4  inches  by 
6%  inches.  The  car  bodies  are  mounted  on  the  Brill  No.  27-F1 
truck  with   a  wheel-base  of   4   feet   8   inches. 


THE  CLARK  SOLDERED  RAIL  BOND. 


The   illustration   shows   a   new   soldered  rail   bond  patented   by 
Mr.    Walter    G.    Clark,    of    the    Clark    Electric    &    Manufacturing 


■       . 


' 


H.  F.  Vogel  Contracting  &  Railway  Supply  Company  has  been 
Incorporated  in  Missouri  with  a  capital  of  $5,000.  The  officers  of 
the  company  are  H.  F.  Vogel,  president;  Nic  Le  Grand,  secretary 
and  treasurer.  The  new  organization  succeeds  H.  F.  Vogel  &  Co.. 
whose  offices  are  at  420  Rialto  building.  St.  Louis 


The  Clark  Soldered    Rail    Bond. 

Company.  Although  the  desirability  of  using  soldered  rail  bonds 
has  long  been  recognized,  serious  difficulty  has  been  met  in  sol- 
dering the  bond  properly  to  the  rail  and  in  the  tendency  of  the 
bond  to  peel  off,  caused  by  the  difference  in  the  coefficients  of 
expansion  of  the  steel  and  copper.  .  Mr.  Clark,  after  many  experi- 
ments, found  that  if  the  terminals  were  made  sufficiently  thin 
the  copper  would  expand  and  contract  without  this  tendency  to 
peel.  He  also  found  that  if  the  bond  terminal  were  provided 
with  openings  for  the  admission  of  solder  and  the  escape  of  gas, 
the  solder  would  flow  well  between  the  rail  and  the  bond  terminal 
and  unite  the  rail  and  the  bond  perfectly.  As  shown  in  the  illus- 
tration Mr.  Clark's  bond  is  made  with  perforated  terminals  to 
permit  the  gases  from  the  flux  or  soldering  salts  to  escape  and 
enable  the  solder  to  flow  well  under  the  bond.  The  terminals 
are  also  Increased  in  area  and  reduced  in  thickness  to  a  point 
where  the  expansion  and  contraction  do  not  loosen  them  from 
the  rail.  This  bond  is  manufactured  by  the  Clark  Electric  & 
Manufacturing    Company.    135    Broadway,    New    York. 


PUBLISHED  EVEBi  SATURDAY  HV  THE  WILSON  COMPANY, CHICAGO 
Chicago :  ISO  Harrison  Si-.  Nh»  Yoi.k:  150  Nassau  Stn 

Subscription  Price,  5.';  Foreign,  $5;  Simile  Numbers.  10 cents  Entered  at  the  Postoffice,  Chicago,  [11.,  as  Second-class  Matter 


Vol.  XVII,  No.  2 


CHICAGO,  JANUARY  12,  1907 


Whole  No.  194 


TABLE  OF  CONTENTS. 


Editorial— 

— New  Offices  for  the  Review 33 

—Stat.-  Control  Of   City   Lines 33 

nmittee 33 

— Forth*  ration  of  Gas  Engines 33 

ts  for  a  Ten-Cent  Rido 34 

— Advantages  of  Regenerative  Control 34 

— Outdoor  or  Indoor  Car  Storage 34 

— The  Cost  of  Good  Storekeeping 34 

— Block  Signals  on  City  Lines 35 

— A  Significant  Transfer  Decision  in  Boston 35 

—The  Under  Side  of  the  Car 36 

Communication— 

— Joint  Electric  and  Steam  Line  Tariffs 36 

Annual  Meeting.  Western  Society  of  Engineers 36 

Ninth   Avenue   Barns   of   the   Brooklyn    Rapid   Transit   Company. 

(Illustrated) 37 

British    Electric    Railway   Affairs 3» 

Records   of   the   Storekeeping  Department    of    the    Denver    City 

Tramway   Company.      (Illustrated) 40 

A  Simple  Sleet  Cutter.     (Illustrated) 44 

Tie  Plates.  Braced  Tie  Plates  and  Tie  Rods.     By  E.  P.  Roundey.44 

Engineering  Association  Executive  Committee  Meeting 45 

Quarterly   Meeting.    New   T'>rk   State   Association 46 

New  Lines  Near  Louisville 46 

A  Simple   Pit  Jack.     (Illustrated) 46 

Regenerative  Control.     By  A.   Raworth.     (Illustrated) 47 


>i    Electrical   Equipment   of   Steam  Roads.     By  Bion  J. 

Arnold    4'.' 

i    Electrical   Railway  Legal  Decisions 51 

Piping    and    Powei     Station    Svstems— XXVI.      By    W.    L.    Morris. 

(Illustrated) 53 

News  of  tii'    Week 55 

— Chicago  Traction  Situation 65 

— Plans  to  Relieve  Brooklyn    Bridge  Congestion 55 

— Ten-Cent   Faro  Contention  Sustained 66 

— Cleveland    Traction    I  '•  \  i  iopments 65 

Construction  Nows — 

— Franchises    67 

— Incorporations     57 

— Track  and  Roadway 58 

— Power  Houses  and  Substations 59 

Personal  Mention 60 

— Obituary    60 

Financial   News    61 

Manufactures  and  Supplies 62 

—Rolling   Stock    62 

— sia'i's  and  Buildings 62 

— Trade  Notes    62 

— Advertising  Literature   63 

New    National    Motor   ' '<>mpressor3.      (Illustrated) 63 

The  National    Holler-Tube  Cleaner.      (Illustrated  i 63 

Rolling  Stock  for  Lancaster,  Pa.     (Illustrated) 64 

To  Build  Interurban  Station  at  Toledo    64 


Last  week  we  announced  that  the  Electric  Railway  Review 
had  become  a  weekly  publication.    This  week  we  are  pleased 

to  announce  a  change  of  address.  The 
New   Offices  general  offices  of  the  Electric  Railway  Re- 

for  the  view  will  be  moved  this  week  to  the  elev- 

Review.  enth   floor  of  the  new  Patten   building,   160 

Harrison  street,  Chicago,  where  we  shall 
have  most  commodious  offices  In  which  we  shall  always  be 
glad  to  receive  our  friends. 


ficiently  attracted  to  the  inconsistency  of  the  present  situa- 
tion to  effect  the  required  changes. 


The  Wisconsin  railroad  commission  Is  In  a  Quandary  as  to 
how  to  deal  with  the  electric  railways.  Under  the  Wisconsin 
law,  as  construed  by  the  attorney  general 
State  Control  and  by  the  commissioners,  they  have  the 
of  power  to  regulate  any  street   railway  com- 

City  Lines.  pany    whoso    linos    pass    beyond    the    limits 

of  the  city  In  which  It  la  operating.     This 
right   of   regulation   extends   to  the   urban   business    of    the 
company  as  well  as  to  Its  business  outside  of  the  city  limits. 
As  a  result,  the  commission  appears  to  have  a  right  to  regu- 
the  entire  business   of  a  street  railway   where  any  of 
Its  lines  extend  beyond  the  city  limits,  but  It  has  no  control 
■  mpany  whose  lines  are  entirely   within    the   limits 
In  which  It  Is  operating.     In  Its  last  annual  report 
to  the  governor  the  commission  recommended  that  Iti  juris- 
diction  be  either  Increased  or  diminished  so  that  It   shall 
■ 

itlng  In  the  state  or  that  rach  power  shall  not  i 
any  of  thi  (acini  th< 

similar  problems,    in  Ohio  the  commission  Is  in  some  doubl 
as  t<.  .,,1  ,lV<  r  city  Hit'        Locordlng  to  the  Ian 

atlng  the  commlst 

In  the  transportation'  or  i  within  the  II 

of  dl  vitiiout  its  Jurisdiction,    a  universal  principle 

Is   at    ■  of   the   whole   matt  always  a 

ll'tlo    behind    the    lino  BW    at    the    rate    at    Which    th.     - 

trie    railways   ar»   forcl]  to   Ho     front    It      bould 

f>"'   •■  entlon   of   the  law-makers  Ih  suf- 


A   Working 

Executive 

Committee. 


A  good  method  of  handling  what  is  frequently  one  of  the 
most  difficult  features  of  association  work  destined  to  be 
performed  by  committees  was  pursued  at  a 
recent  meeting  of  the  executive  committee 
of  one  of  the  railway  associations.  It  was 
taken  up  in  pursuance  of  a  design  to  make 
some  one  definitely  responsible  for  certain 
work.  The  plan  consists  simply  in  assigning  to  each  membei 
of  an  executive  committee  a  certain  portion  of  the 
which  it  is  expected  will  be  performed  by  other  individual; 
or  committees  outside  the  executive  committee.  In  other 
words,  a  subject  for  a  paper  or  a  report  is  assigned  to  each 
member  or  the  executive  c Ittee     n  is  his  work  to  get 

the    proper    person    or    pi  produce    the    actual    result. 

Iii    case    Of    io  .I-    failure    he    \>.    placed    in    the    unfOT 

tunate  position  "f  being  obliged  to  explain  his  delinquency 
ami  this  reflects  upon  his  capacity  aa  an  executive  offli 
This  b  a  i"-  a  much  hotter  plan  than  thai  of  uslr 

executlvi    committee  solely   for  the  purpose  ol   unthlnku 
ratifying  the  wort  "i  .,  president  and  secretary. 


The   papei    on     <;.i     Engines"   presented   at    the   i. 

the  \ in*  i  ii  .in  Street  and  [ntorurban  Railway  Qnglneei 

r. mi  win  hi  of  the  Boa 
Further  Con-         ton    Elevated    Kali  so   valuable  a 

slderatlon   of  trlbutlOD    to    Hie   somewhat    meager    II 

Gas  Engines.        ature  of  this  subject,  thai  those  baton 

in  thi     form  ot  prime  mover  will  he  glad 

in  KOyOW   that    Mi     WInSOl    Will   follow   at    the   OeXl    annual   I ■! 

mm  .in  account  of  the  operation  ■ 

lod  or  ii  .       M      win  be  partlcularlj   valuable  In 

the  direction  of  accurati  Inoe  sir   Win bi 

on  account  "i  the  brief  time  for  prepare! 

•  |.t    into  In  •     will.   bO 

acted   in   thi    pi  In  ted    pi  of  the  n 1 1 

i  com  umptlon   i     said  to  bava  been   mad.-  t.. 


34 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  2. 


i    too  i:ivorabIe  to  1  '       '"1  as  this  is  one  of 

the  chief  points  of  interest  in  the  whole  consideration  the 
cUod  will  be  valuable  as  placing  the  facts  on  a  basis  of 
racy,  a  full  year's  experience,  also,  upon  which  Mr. 
Winsor  will  base  his  second  paper,  should  furnish  data  upon 
which  far  more  reliable  conclusions  may  be  predicated  than 
was   possible  upon  a  limited  experience  of  tour  weeks. 


In     the    Electric     Railway    Review    for    August,    1905,    some 
editorial  consideration  was  ^iup  to  the  tenacity   with  which 
the  "one-ride,  one-fare"  idea  holds  its  place 
Ten  Cents  in  the  public  mind  with  relation  to  electric 

for  a  railways.     The  case   in  point  was  the   con- 

Ten-Cent  Ride.  tention  of  citizens  of  the  borough  of  Brook- 
lyn that  because  a  single  system  of  railways 
ba  i  superseded  the  several  lines  formerly  connecting  Brook- 
lyn and  Coney  Island,  passengers  should  be  carried  by  the 
Brooklyn  Rapid  Transit  Company,  the  existing  company,  be- 
tween these  points  for  a  single  five-cent  fare.  In  an  attempt 
to  enforce  this  demand,  rioting  occurred,  hundreds  of  persons 
were  injured  and  at  least  one  life  was  lost  as  an  indirect 
result  of  the  disturbance.  The  contention  has  now  been  set- 
tled in  the  courts  with  such  unanimity  and  definiteness  that 
the  incident  may  be  considered  closed  and  the  citizens  of 
Brooklyn  will  continue  as  before,  but  without  rebate  certifi- 
cates, to  pay  for  services  rendered.  But  probably  the  most 
wholesome  lesson  that  can  be  drawn  from  the  whole  circum- 
stance is  the  folly  of  accepting  as  a  finality  upon  which  physi- 
cal violence  is  justifiable  the  opinion  of  a  petty  judi- 
cial officer  upon  an  incomplete  statement  of  facts,  which 
opinion  could  at  best  be  classed  only  among  obiter  dicta — the 
whole  trouble  having  arisen  from  a  statement  of  Justice  Gay- 
nor  that  the  Brooklyn  Rapid  Transit  Company  had  no  legal 
right  to  exact  more  than  one  five-cent  fare  for  a  ride  to  Coney 
Island  and  that  persons  resisting  its  collection  would  not  be 
liable  to  arrest.  The  attitude  of  the  railway  company  has 
been  distinctly  tolerant  and  was  based  upon  a  firm  convic- 
tion of  its  moral  and  legal  rights.  Pending  the  decision  of 
the  case  certificates  have  been  issued  to  payers  of  the  ten- 
cent  fare  which,  in  case  of  a  decision  against  the  company, 
would  have  been  honored  as  rebates.  These  are  now  valu- 
able only  as  waste  paper  unless  they  are  preserved  as  memen- 
tos of  one  or  two  lessons  such  as  have  here  been  pointed  out. 


The  valuable  claims  made  for  regenerative  braking  include 
the  assertion  that  under  no  circumstances  will  it  lock  the  cat- 
wheels;  if  the  connections  are  out  of  order 
Advantages  of  it  cannot  be  moved;  it  is  not  dependent 
Regenerative  upon    the   continuity   of   the   supply    circuit 

Control  and   the  more  the   regenerative   feature    is 

called  into  play  the  less  will  be  the  propor- 
tionate amount  of  current  required  for  operation.  Some  offi- 
cial tests  made  last  year  showed  that  similar  two-motor 
cars,  one  equipped  with  regenerative  motors  and  one  with 
series  motors,  each  traveling  44. IS  miles,  showed  a  saving  of 
24  per  cent  in  favor  of  the  regenerative  car.  Other  compara- 
tive tests  showed  percentages  of  26.7  and  28.7,  with  exactly 
similar  cars  in  actual  service.  In  discussing  this  paper  as 
read  several  operators  using  the  regenerative  system  intro- 
duced points  of  interest.  The  fact  that  a  car  did  not  accel- 
erate when  it  got  over  the  brow  of  a  hill  was  thought  to  be  a 
strong  point  as  regards  safety,  and  when  descending  very 
steep  hills  the  regenerative  effect  gave  the  motorman  every 
confidence,  as  on  descending  the  controller  was  not  switched 
off,  but  kept  on  the  running  notches  according  to  the  speed 
required.  The  motors  were  found  to  have  a  slightly  higher 
heating  than  the  ordinary  series  parallel  type.  One  road  oper- 
ating a  considerable  number  of  cars  had  not  experienced  any 
serious  armature  troubles  and  never  a  burnout.     The  adjust- 


ment of  brakes  on  the  ordinary  car  had  to  be  carried  out  on 
an  average  of  once  every  day,  but  on  the  cars  fitted  with  re- 
generative control,  while  they  were  examined  every  day,  ad- 
justments were  necessary  but  about  once  a  week.  Consider- 
abh  economy  was  shown  in  the  matter  of  brakeshoes.  The 
extra  cost  for  a  regenerative  equipment  over  a  standard  type 
on  a  two-motor  city  car  was  stated  as  approximately  $200. 
While  these  advantages  are  striking  ones  it  must  yet  be  re- 
membered that  a  motor  for  regenerative  control  has  not  gone 
through  a  serious  process  of  design.  All  the  motors  consid- 
ered by  the  author  in  obtaining  the  results  described  were 
sf ties  motors  with  the  series  coils  changed  for  shunt  coils. 


An    important    topic    to    be    presented    for    consideration    at 
the  next  annual  convention  of  the  American  Street  and  Inter- 
urban  Railway   Engineering  Association,  as 
Outdoor  or  determined  upon  at  the  meeting  of  the  exec- 

Indoor  utive  committee  held  in  New  York  on  Jan- 

Car  Storage.  uary  7.  is  that  of  "Open  versus  Closed  Ter- 

minals with  Reference  to  Effect  Upon  Roll- 
ing Stock."  In  the  course  of  the  informal  discussion  leading 
up  to  its  definite  assignment  as  a  subject,  it  appeared  that 
there  is  a  well-founded  belief  that  the  amount  of  injury  to 
rolling  stock  from  exposure  is  more  than  enough  to  counter- 
balance a  considerable  investment  in  car  barns;  but  there 
appear  to  be  no  definite  data  available.  It  is  significant, 
however,  that  several  companies  which  have  heretofore  stored 
equipment  out  of  doors  are  now  either  building  or  preparing 
to  build  extensive-  barns,  and  the  initial  expense  is  undoubted- 
ly warranted  if  the  statement  sometimes  made  that  expenses 
of  maintenance  are  doubled  by  outdoor  storage  has  any  foun- 
dation in  fact.  Another  point  worth  considering  in  cold  cli- 
mates is  the  extra  expense  of  bringing  a  "cold-storage"  car 
up  to  a  habitable  temperattue.  Though  figures  on  this  are 
not  available  there  must  be  a  considerable  extra  expense 
from  this  cause  alone  which  should  influence  in  favor  of 
ample  car  barn  capacity. 


When  reading  the  description  of  the  storekeeping  methods 
of  the  Denver  City  Tramway  Company,  as  presented  in  this 

issue,  the  question  is  brought  to  mind  as 
The  Cost  to   whether   this    system   of   accounting   for 

of  Good  stores    is   not   too    expensive.      The    advan- 

Storekeeping.         tages  of  such  a  complete  system  of  keeping 

account  of  materials  will  not  be  denied, 
neither  will  the  fact  that  one  of  the  most  essential  require- 
ments of  any  accounting  system  is  to  keep  the  condition  of 
credits  and  debits  well  in  hand.  The  system,  as  used  in 
Denver,  presents  a  very  thorough  method  for  obtaining  such 
results.  As  regards  the  expense  of  maintaining  a  storekeep- 
ing  d<  partment  it  is  interesting  to  note  that  the  cost  of  office 
work  and  handling  and  care  of  materials  for  the  work  de- 
scribed, has  averaged  but  $450  a  month  during  the  past  ten 
months.  This  does  not  include  the  expense  of  the  purchasing 
agent's  department  nor  take  into  account  the  delivery  of 
track  materials  on  the  work,  but  it  does  include  the  expense 
of  weekly  deliveries  of  stores  to  outlying  barns  and  shops. 
For  the  same  ten  months  the  amount  of  materials  purchased 
totaled  $150,000.  It  will  thus  be  seen  that  the  expense  for 
handling  the  materials,  together  with  the  other  desirable  re- 
sults as  obtained  in  Denver,  was  but  one  per  cent  of  the  total 
amount  of  business  handled  by  the  department.  As  to  the 
accuracy  and  completeness  of  this  method  of  accounting  for 
materials  and  stores  it  is  said  that  during  the  past  eight 
years  the  semi-annual  inventories  have  each  balanced  within 
$200  of  the  correct  amounts,  as  shown  on  the  auditor's  books, 
and  three  such  inventories  had  such  a  slight  variation  that 
they  practically  balanced  and  no  adjustment  was  necessarjr 
in  the  auditor's  office. 


January  12.  1907. 


ELECTRIC     RAILWAY     REVIEW 


35 


BLOCK  SIGNALS  ON  CITY    LINES. 


The  use  of  automatic  block  signals  on  electric  railways 
has  thus  far  been  confined  chiefly  to  single-track  suburban 
or  interurban  lines,  but  there  are  cases  where  such  signals 
are  becoming  valuable  even  for  urban  service.  Of  course, 
where  the  traffic  is  heavy  and  schedule  speeds  low.  as  in 
tht-  immediate  business  districts  of  large  cities,  there  is  lit- 
tle advantage  in  the  installation  of  block  signals  for  the 
reason  that  cars  follow  one  another  so  closely  that  the  con- 
dition of  the  track  ahead  as  far  as  it  is  clear,  is  easily  seen 
by  inspection.  At  no  time  is  it  desirable  that  the  speed  of 
cars  in  crowded  streets  should  be  so  great  that  a  stop  can- 
not be  made  within  a  few  car  lengths  at  the  outside.  Dou- 
ble tracks  are  well-nigh  universal  In  such  localities  and  any 
attempt  to  divide  the  track  into  blocks  would  almost  cer- 
tainly result  in  paralysis  of  traffic. 

Outside  the  business  district,  however,  the  conditions  of 
operation   are  much  different  and  a  study  of  the  residential 
and  semi-residential  routes  often  reveals  an  astonishing  num- 
ber of  single-track  spurs   tapping  thickly  populated  territory. 
Frequently    these   lines   are  .run   in   streets   too   narrow    tor 
double  tracks  and  the  number  of  cars  may  be  too  small  in 
the  normal  hours  of  the  day  to  justify  the  double  track  even 
if  the  street  be  wide  enough  for  it.     In  the  rush  hours  the 
way  shortens  to  a  point  where  careful  operation  is  nec- 
•■    to  avoid  collisions  and  if  the  topography  of  the  route 
is   unfavorable   it   may   be   well   worth   while  to  consider  the 
use  of  automatic  signals.     A  recent  case  of  this  kind  occurred 
on  a  large  city  system  where  the  headway  on  a  residential 
spur  track  is   15  minutes  throughout   the  day.  except   in  the 
rush  hours  when  it  shortens  to  five  minutes.     Near  the  end 
of  the  route  the  track  loops  around  a  block  joining  the  spur 
again  about  500  feet  from  the  last  turnout  on  the  line.     Out- 
ward bound  cars  pass  the  junction  of  the  loop  and  the  spur 
•  •  arriving  at    the  end  of  the  route  via  one  side  of  the 
loop,  and   Inward   bound  cars   pass  back  to  the  line  via  the 
side.     Between  the  turnout  and  the  junction,  which  is 
ie  thing  as  between  two  adjacent  tun 

i  crooked  and  hilly  that 
It  is  Imp'  sec  far  ahead  of  a  car;   and  to  increase 

ducin  to  the  occupancy  of  the 

Dal  was  Installed  near  each  end  of  the 

■-;   points. 

Thi.-  ilpment    i  I    by   the  trolley  as 

-si's  under  ■  spec  turn- 

nd  it  indli  i  light  thai  the  bin  npled 

inward    traffic,   as 
while  a   green    bullseye   Indicates   to  the 

running   in   tl ame  direction.     When    the   block   is 

The  i'  only  abou 

tlon  of    the  condl 

• 

ase  like  ■ 
applied  i 

on  In 

division 

:  the 
lllble 


human  nature  to  enter  into  disaster,  so  that  B  careful  an- 
alysis must  be  made  before  it  is  decided  essential  to  install 
signals  of  this  kind. 

It  would  seem  important  to  include  small  semaphore 
indications  .with  the  bullseye  Signals,  for  the  reason  that  it 
is  difficult  to  identify  the  lamp  signal  in  broad  daylight, 
especially  if  the  sun  is  shining  full  upon  the  lenses.  After 
all,  the  cost  of  the  protection  is  a  small  matter;  the  issue 
lies  between  increased  safety  with  increased  complication 
balanced  against  a  very  unfavorable  track  layout  and  increased 
dang*  ise   of   irregular    topography.      Rules    permitting 

cars  to  pass  through  its  block  two  or  more  at  a  time,  or  after 
due  waiting  to  proceed  slowly  in  the  lace  of  a  disarranged 
signal,  should   be  most  rigidly  drawn  and   enfo 


A    SIGNIFICANT   TRANSFER    DECISION    IN    BOSTON. 


In  connection  with  the  transferring  of  passengers  be- 
tween  elevated  trains  and  surface  cars  in  Boston  at  the  Dud- 
ley street  and  Sullivan  square  terminal  stations,  an  interest- 
ing point  was  recently  brought  before  the  Massachusetts 
railroad  commission.  Merchants  owning  stores  in  the  im- 
mediate vicinity  of  these  stations  enjoyed  a  considerable 
transient  business  in  the  earlier  days  of  the  operation  of  the 
elevated  lines,  from  the  tact  that  passengers  on  certain  lines 
entering  or  leaving  the  terminal,  transferred  between  the 
elevated  trains  and  the  surface  cars  by  means  of  checks, 
which  permitted  them  to  spend  a  short  time  on  the  street 
before  resuming  their  journeys.  Some  months  ago  the  check 
system  was  abolished  by  the  railway  company  in  favor  of 
free   bodily   tri  tween    the   lines   of  cars   entering  the 

terminals  at   the  street  level  and  the  elevated   trains,  so  that 
t'ow  if  a  passenger  leaves  the  terrain  on  foot  he 

cannot    continue    bis    trip    without    the    payment    of   an    extra 
fare. 

The  withdrawal  of  this  transient  trade  and  the  failure 
of  the  privilege,  or  rather  the  difficulty  of  doing  small  errands 
between  cars,  led  to  a  request  on  the  part  of  representative 
merchants  and  citizens  that  the  Old  arrangements  be  re- 
stored. After  Living  the  matter  a  public  hearing  the  commis- 
sion decided  In  favor  of  the  company,  bringing  out  the  point 
while  the  petitioners  appear  to  bold  r  thai  the 

•  BO  transfer  passes 
that    they  may   attend   to   business   while   waiting   to   take  COD 

d   to 
give  stopover  privileges,  bul  d  Bolely  tor  the  pui 

to  make  a  Blngle  between 

two  points  as  nearly   continue  :  able   for  one   , 

The  board  stat  d  In  II  -  decision  thai  the  pi 
naenl   tor  transferrii  i   better  way  than   thai 

■  rly  In  rai  b  ol  the  railway 

Such     Incidi  may 

other    than   ,  nn    the    aban 

donmenl  of  ti  declared  not 

or  which  the  board  can  proi 

at  th<  to  continue  their  Journej 

afforded  do 

one,  for    II    i 
the  f  indamenl  beadi  off 

an)  the  privilege  at   thi  on     The 

■ 

s  while  v  tlon    bul 

wttbii  ilratlon  Hi 

ould  be  tl 

by  u 


36 


ELECTRIC     RAILWAY     REVIEW 


Vol.   XVII.   No.   2. 


transfer  is  a  matter  of  identification  rather  than  a  stopover 
privilege.  The  ahuse  of  transfers  will  probably  continue  as 
hum  as  transfers  are  used,  but  every  decision  which  broadly 
defines  their  scope  is  a  welcome  addition  to  reviewing  prece- 
dents. 


THE  UNDER  SIDE  OF  THE  CAR. 


An  inspection  of  the  under  side  of  a  modern  high-powered 
car  equipped  with  multiple-unit  control,  airbrakes,  pneumatic 
doors  and  fireproof  wiring  and  floor,  leads  one  to  the  inevit- 
able query  whether  we  are  not  going  too  far  away  from  the 
ideals  of  simplicity  with  respect  to  maintenance  and  repairs 
in  our  efforts  to  secure  perfectly  fireproof  rolling  stock.  It 
is  certainly  a  far  cry  from  the  days  of  the  flexible  cable 
wiring  and  self-contained  platform  controller  to  the  present 
method  of  running  leads  in  heavily  armored  pipes,  packing 
contact  switches,  rheostats  and  pneumatic  accessories  into 
the  limited  space  available  beneath  the  car  floor  until  it  is 
exceedingly  difficult  to  make  rapid  repairs  on  such  a  car, 
even  over  a  pit. 

The  fitting  together  of  the  parts  of  a  modern  car  is  no 
small  piece  of  work,  and  when  this  is  complicated  by  a  large 
amount  of  hand  and  machine  tool  work  before  the  equip- 
ment can  be  installed,  the  cost  of  putting  the  car  on  the 
road  becomes  a  matter  of  some  concern.  Certainly  a  modern 
fireproof  car  equipped  for  heavy  rapid  transit  service  comes 
pretty  close  to  being  a  more  intricate  affair  than  a  steam 
locomotive  costing  perhaps  twice  as  much.  In  its  erection 
hundreds  of  holes  must  be  drilled  and  many  hours  of  labor 
paid  for  in  fishing  wires  through  difficult  passages  and  fitting 
armored  conduit  and  piping  into  place. 

The  value  of  multiple-unit  control,  even  for  suburban 
work  is  not  open  to  question.  The  increased  platform  space 
and  consequent  convenience  of  the  cab,  joined  with  the  re- 
moval of  large  current-breaking  arcs  from  the  close  prox- 
imity of  the  passengers  and  the  possibility  of  train  opera- 
tion when  traffic  conditions  require  it,  are  advantages  too 
great  to  be  waived  for  a  moment.  We  cannot  possibly  get 
along  without  the  airbrake,  and  the  electro-pneumatic  brake 
promises  results  which  are  well-nigh  perfection  in  rapid 
transit  control.  Pneumatically  operated  doors  and  steps  are 
also  likely  to  remain  with  us  for  a  good  while  to  come. 
Automatic  acceleration  is  more  and  more  in  demand,  and  it 
is  hard  to  see  wherein  any  reduction  can  be  made  in  the 
actual  equipment  of  the  modern  car  fitted  with  anything 
above  150  motor-horsepower.  Whatever  is  done  must  be  in 
the  direction  of  finding  other  locations  for  the  crowded 
machinery. 

The  moving  of  practically  all  the  active  equipment  be- 
neath the  car  floor  is.  of  course,  done  for  fire  protection,  and 
in  the  last  analysis  this  is  why  the  under  side  of  the  car  is 
more  crowded  with  apparatus  than  a  modern  battleship. 
Fireproof  construction  is  vitally  important,  but  it  is  a  ques- 
tion if  some  of  the  relays,  reversing  switches,  air  valves  and 
the  like  cannot  he  placed  beneath  the  seats  without  extra 
hazard,  if  the  heating  equipment  can  go  there.  There  is 
nothing  sacred  about  the  roof  of  a  car  as  long  as  four  or 
five  feet  of  clear  space  exists  between  its  top  and  the  trol- 
ley wire.  It  is  coming  to  be  frequent  practice  to  instal  a 
main  copper  fuse  on  a  panel  upon  the  roof,  and  in  some  of 
the  later  equipments  a  control  circuit  switch  is  also  placed 
on  the  roof  for  the  purpose  of  cutting  off  current  if  the 
second  trolley  pole  is  not  in  its  proper  place. 

Due  regard  must  be  given  appearance  in  placing  any 
equipment  on  or  near  the  roof,  but  lightning  arresters  and 
choke  coils  are  now  being  placed  beside  the  monitors  near 
the  hoods  without  the  least  objection  from  the  aesthetic 
standpoint.  No  one  can  look  into  the  practical  side  of  modern 
car  design  without  realizing  that  the  builder  is  "up  against" 


a  hard  proposition  in  fitting  his  equipment  to  the  demands  of 

the  day  ami  perhaps  it  will  work  out  in  the  long  run  that 
vcr>  little  simplification  of  the  car  bottom  can  be  effected. 
The  matter  is  well  worth  studying,  however,  for  ease  of 
inspection  and  accessibility  are  almost  fundamental  necessi- 
ties of  economical  operation.  It  would  seem  that  the  brushes 
and  commutators  of  the  motors  ought  to  be  accessible 
through  a  fireproof  trap  door  without  hauling  the  car  over  a 
pit.  though  it  is  admittedly  difficult  to  design  such  a  door. 
Cars  for  elevated  and  tunnel  service  need  to  be  designed 
with  much  greater  regard  to  their  fireproof  qualities  than 
those  for  use  in  the  open  air  on  the  streets.  The  location 
of  wires  in  armored  conduits  has  doubtless  come  to  stay, 
and  it  is  certainly  a  wise  step,  but  it  is  taken  at  the  cost  of 
flexibility.  Just  how  far  rigid  construction  is  desirable  must 
be  determined  by  experience  alone. 


COMMUNICATIONS. 


Joint    Electric    and    Steam    Line   Tariffs. 


To  the  Editors: 

I  have  just  read  the  interesting  item  on  "Joint  Electric 
and  Steam  Line  Tariff"  in  your  November  issue.  Although 
this  is  doubtless  the  first  joint  tariff  entered  into  in  the 
central  states,  it  may  interest  you  to  know  that  a  similar 
arrangement  has  been  entered  into  here  in  the  northwest.  A 
contract  was  made  more  than  a  year  ago  between  the  Coeur 
d'Alene  &  Spokane  Electric  Railway  and  the  Spokane  Inter- 
national Railway  for  interchange  of  both  freight  and  passen- 
ger business,  to  take  effect  upon  the  completion  of  the  latter 
road.  The  Spokane  International  was  opened  for  traffic  on 
November  1,  1906,  but  through  a  misunderstanding  with  east- 
ern connections,  the  tariff  was  not  made  effective  until  No- 
vember 20.  The  Spokane  International  Railway  is  a  steam 
road  140  miles  in  length  and  gives  the  Canadian  Pacific  and 
the  Soo  Line  an  entrance  into  Spokane.  The  Coeur  d'Alene 
&  Spokane  Electric  Railway  is  part  of  the  Inland  Empire 
system,  centering  at  Spokane. 

The  joint  rates  of  the  Coeur  d'Alene  &  Spokane  Rail- 
way give  the  merchants  an  additional  line  for  shipments 
from  eastern  territory,  and  furnish  another  outlet  for  lum- 
ber to  North  Dakota  and  South  Dakota,  as  well  as  other 
states  east  of  the  Missouri  river.  Low  rates  are  made  on 
lumber  to  Soo  Line  points  in  North  Dakota  in  place  of  the 
sums  of  local  rates  to  and  from  junctions  of  the  Great  North- 
ern and  Northern  Pacific  that  have  hitherto  obtained.  Addi- 
tional contracts  will  be  made  with  other  transcontinental 
lines  that  now  clearly  see  that  electric  railroads  settle  up 
sparsely  settled  sections  of  the  country,  and  become  the 
natural  feeders  rather  than  the  competitors  of  the  steam 
lines.  CHARLES  E.  FLAGG, 

Spokane  &  Inland  Empire  R.  R. 

Spokane,  Wash. 


Annual    Meeting.   Western   Society   of   Engineers. 


The  annual  meeting  and  banquet  of  the  Western  Society 
of  Engineers  was  held  at  the  Mid-Day  Club,  Chicago,  on 
January  8.  At  this  meeting  the  following  officers  were 
elected;  President,  William  L.  Abbott;  vice-presidents,  An- 
drews Allen,  E.  N.  Layfield  and  A.  M.  Talbot;  treasurer,  Al- 
bert Reichmann;  trustee  for  three   years,  Willard  A.  Smith. 

The  report  of  the  secretary  showed  that  the  organization 
now  has  a  membership  of  925,  this  being  an  increase  of  96 
during  the  past  year. 

The  speaker  of  the  evening  was  Mr.  Bion  J.  Arnold,  the 
retiring  president  of  this  society,  who  discussed  the  progress 
of  electrifying  steam  roads  in  1906.  Mr.  Arnold  has  been 
in  close  touch  with  many  of  the  larger  electrification  pro- 
jects.   His  address  will  be  found  on  page  49  of  this  issue. 


January  12,  1907 


ELECTRIC     RAILWAY     REVIEW 


37 


NEW  CAR  BARNS  OF  THE  BROOKLYN  RAPID  TRANSIT 
COMPANY. 


The  Brooklyn  Rapid  Transit  Company  is  completing  new 
car  barns  at  Ninth  avenue  and  Twentieth  street,  Brooklyn, 
which  will  cost  nearly  $800,000.  As  in  the  case  of  all  the 
improvements  which  this  company  has  under  way,  the  ques- 


entrance  from  Tenth  avenue.  The  space  between  the  two 
buildings  is  50  feet  wide,  and  the  tracks  from  the  Tenth 
avenue  building  are  continued  through  two  track  openings 
into  the  basement  of  the  Ninth  avenue  barns.  These  track 
openings  are  protected  by  steel  doors,  which  remain  closed, 
except  when   the  tracks  are  in  use. 

The   existence   of   the   slope   from    Nineteenth   to   Twen- 


Brooklyn    Rapid    Transit    Company — Interior    of    Repair    Shops    _ 
Showing    Inspection    Pits. 

tion  of  fire  risk  has  been  given  prominent  attention,  and  for 
the  purpose  of  greater  safety,  it  was  decided  to  build  two 
separate  structures  instead  of  one. 

The  site  selected  for  these  barns  sloped  from  the  corner 
of    Ninth   avenue   and    Nineteenth   street   so   that   there    was 


Brooklyn    Rapid    Transit    Company — Ninth    Avenue    Barns    under 
Construction. 

tieth  streets  made  it  advisable  to  build  the  lower  floor  of 
the  barns  in  terraces,  each  terrace  giving  space  for  four 
tracks.  The  last  terrace,  on  the  Twentieth  street  side  of  the 
Ninth  avenue  building,  will  be  utilized  for  shops  and  in- 
spection   purposes,   each   of  the   four   tracks  to   be  equipped 


Brooklyn    Rapid    Tranalt    Company— Floor    Plan    of    Barm   and   Offlcea,    Ninth    and   Tenth   Avenues. 


oth  trans  Ntotl 

II    WM 

Mil ih   a vi 

1/lllMl 

•'I    fl'H.r    I 

lure   with 


with   .in                 •    pit      in  ipectlon   pita   will  bulll 

under  thi                               tela  in  the  Tenth  tvei build 

I  I                      km    pit    tracks     In     both    bull  '1    *>■■ 

■  .|  in   Hi.  i  the 


38 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  NO.  2. 


feet,  the  Ninth  avenue  building  being  359  feet  long,  and 
occupying  a  space  between  Nineteenth  and  Twentieth  streets 
of  about  200  feet.  The  lower  deck  of  the  Ninth  avenue 
building  has  16  parallel  tracks,  as  has  also  the  Tenth  ave- 
nue building,  and  the  upper  deck  of  the  Ninth  avenue  build- 
ing has  12  tracks,  giving  space  in  the  two  buildings  for  288 
of  the  company's  largest  surface  cars,  as  follows:  Double- 
decl  building;  at  the  Ninth  avenue  level  94  cars,  at  the 
Tenth  avenue  level  94  cars,  in  the  shop  at  the  Tenth  ave- 
nue level  20  cars;  Tenth  avenue  building,  at  the  Tenth  ave- 
nue level,  60  cars;  over  the  inspection  pits,  Tenth  avenue 
level,  20  cars.  This  capacity  is  estimated  for  cars  42  feet 
6  inches  long. 

As  means  of  fire  protection  solid  fire  walls  faced  by  tile 
and  extending  through  the  roof  are  being  built  lengthwise 
through  both  buildings  between  each  pair  of  parallel  tracks. 
As  will  be  noted  from  the  accompanying  engravings,  con- 
crete has  been  employed  for  foundation  walls,  piers,  inspec- 
tion pits,  floors  and  roof.  In  the  Ninth  avenue  building  the 
tracks  on  the  second  floor  are  laid  on  longitudinal  girders  in 
the  reinforced  concrete  floor  beam  and  supported  by  trans- 
verse steel  girders.  Vault  lights  are  provided  in  the  floor 
between  each  pair  of  tracks.  The  fire  walls  rest  on  con- 
crete foundations  or  terrace  walls,  as  the  case  may  be,  and 
consist  of  an  8-inch  hollow  tile  wall  and  12xl2-inch  hollow 
tile  piers.  They  are  fitted  with  standard  National  fire  doors. 
The  roof  of  the  Ninth  avenue  barn  and  also  of  the  machine 
shop,  which  is  one  story,  is  a  reinforced  concrete  slab,  with 
tar  and  slag  finish.  Skylights  over  each  of  the  inclosed 
sections  are  provided,  spaced  20  feet  apart  longitudinally. 
These  skylights  are  protected  by  reinforced  concrete  comb- 
ing S  inches  high  at  the  high  point  of  the  roof.  The  12-inch 
brick   parapet   walls   are  capped  by  blue-stone  coping. 

In  finishing  the  interior  all  ceilings  and  walls  will  be 
painted  with  two  coats  of  cold-water  paint,  and  the  walls 
will  be  finished  with  a  dark  wainscoting  4  feet  high. 

Each  pair  of  tracks  in  the  machine  shop  is  provided  with 
an  overhead  electric  traveling  crane  running  the  entire  length 
of  the  room,  for  the  handling  of  car  bodies  and  trucks. 

The  machine  shop  is  equipped  with  a  full  complement 
of  machinery  and  tools,  and  all  drills,  lathes  and  planes  are 
independently  driven  by  individual  motors.  At  the  west 
end  of  the  shop  a  mezzanine  gallery  has  been  hung,  in  which 
are  the  office  and  locker  rooms  of  the  shop  force  and  the 
branch  offices  of  the  mechanical  department  of  the  Brooklyn 
Rapid  Transit  Company.  Occupying  a  part  of  the  mezzanine 
and  more  of  the  ground  floor  of  the  southwest  corner  of  the 
building  are  the  quarters  of  the  operating  department  of  the 
division.  The  two  departments  are,  however,  entirely  iso- 
lated in  the  structure,  the  shop  men  and  the  car  crews  only 
coming  together  in  the  club  rooms,  which  are  on  the  ground 
floor,  along  the  Twentieth  street  side,  immediately  in  the 
rear  of  the  depot  master's  offices.  The  club  is  similar  to  the 
institution  maintained  by  the  company  at  East  New  York, 
and  contains  a  large  room  devoted  to  pool  and  billiards,  a 
bowling  alley  and  lunch  room.  Heat  is  supplied  by  a  steam 
plant  in  the  building. 


J^3J#-LS  U102 


At  the  Columbus  shops  of  the  Indiana  Columbus  &  East- 
ern Traction  Company  journal  bearings  are  dressed  by  the  use 
of  a  boring-bar  rather  than  a  lathe  tool.  The  bar  fits  into 
the  shop  lathe  centers  and  is  provided  with  three  adjustable 
cutting  points.  When  a  bearing  is  to  be  machined  it  is  held 
in  a  pedestal  resting  on  the  bed  of  the  lathe.  The  pedestal 
clamps  the  two  parts  of  the  bearing  so  that  they  are  held 
together  firmly  and  at  the  desired  height.  The  boring-bar 
is  then  passed  through  the  opening  in  the  bearing  and  the 
chisels  adjusted  to  take  the  proper  cut.  There  are  three 
chisels  on  the  bar,  the  center  one  of  which  is  used  to  dress 
the  inside,  and  the  other  two  for  the  ends  of  the  bearing. 
By  the  use  of  this  boring-bar  it  is  possible  to  prepare  bearings 
with  much  more  accurate  and  uniform  results  than  by  the 
use  of  a  lathe  tool. 


January  12,  1907. 


ELECTRIC     RAILWAY     REVIEW 


39 


BRITISH    ELECTRIC    RAILWAY    AFFAIRS. 


(FROM    OUR   LONDON*   CORRESPONDENT.) 

An  ambitious  scheme  for  controlling  the  electric  supply 
of  London  is  as  vast  in  area  as  was  covered  by  the  recently 
withdrawn  administrative  county  of  London  scheme.  In  the 
proposed  bill  to  be  introduced  in  the  session  of  1907  the 
power  is  sought  to  amalgamate  13  private  companies  operat- 
ing in  and  about  London.  The  amalgamation  would  be  ac- 
complished by  means  of  a  joint  committee  representing  the 
companies.  The  committee  would  be  endowed  with  all  the 
powers  of  a  business  corporation.  The  area  over  which  the 
"committee"  seeks  to  operate  in  the  supply  of  energy  in  bulk 
to  companies  or  local  authorities  covers  the  county  of  Lon- 
don and  numerous  boroughs  in  Essex.  Surrey.  Kent  and  Mid- 
dlesex. The  committee  also  asks  to  be  enabled  to  enter  into 
agreement  with  the  North  Metropolitan  Electric  Supply  Com- 
pany, the  Kent  Electric  Power  Company,  or  any  other  body, 
for  "mutual  assistance  or  for  combination."  Provision  is 
made  for  ultimate  purchase  by  the  London  County  Council 
or  other  authorized  authority. 

»     •     * 

As  one  of  the  pioneer  electric  lines,  the  Central  London 
Railway  has  had  to  pay  rather  heavily  for  some  of  its  ex- 
perience. The  generating  equipment,  for  instance,  as  in- 
stalled at  the  Shepherd's  Bush  power  station,  is  very  much 
out  of  date  in  these  days  of  universal  adoption  of  the  steam 
turbine  for  large  electric  power  installations,  although  in  this 
respect  the  London  County  Council  is  in  a  worse  case,  as 
there  existed  no  justification  for  the  use  of  reciprocating  units 
at  its  Greenwich  power  house.  The  Central  London's  most 
costly  experiment  has,  however,  been  in  connection  with  its 
locomotives.  When  the  line  was  first  opened  heavy  electric 
locomotives  were  used  to  haul  the  trains,  and  these  had  to  be 
abandoned  within  a  short  time,  chiefly  owing  to  the  Vibra 
In  the  neighborhood  of  the  line,  which  threatened  to  lead  to 
extensive  litigation  on  the  part  of  property  owners  and  resi- 
dents. In  addition  to  the  loss  caused  by  so  much  valuable 
equipment  being  thus  rendered  useless,  the  company  was 
obliged  to  go  to  the  expense  of  equipping  its  cars  with 
trie  motors  and  control  apparatus.  A  market  has  now  been 
found  for  the  discarded  locomotives,  two  of  which  have 
sold  to  the  Metropolitan  railway,  which  has  been  experiment- 
lag  with  them  on  the  St.  John's  Wood  line.  The  arrangement 
should  be  mutually  satisfactory,  since  the  Metropolitan  will 
require  a  large  number  of  electric  locomotives  on  the  final 
withdrawal  of  steam  traction  and  will,  presumably,  obtain 
them  at  a  lower  price  than  would  have  to  !"■  paid  for  new 
stock. 

Another  economy  affecting  both  the  Oreat  Western  and 
Metropolitan  companies  will  Immediately  result  from  the  in- 
troduction  of  electric  traction  between  Aldgate  and  Rami 

'     which  has  partially  commenced.     This  service  is  main- 
tained o-.ir  a  line  partly  belonging  to  the  Metropolitan,  partly 
to  the  r,r.  at  Western  and  partly  to  the  Hammersmith  &  i 
The  :  ling  concern  owning  DO  rolling  sb 

ha*   hlthe  worked    '  tWO   companies,    each    pro 

vlding  its  own  locomotives  and  trains.     Dual  servlci 
nature  are  naturally  expensive  to  work,  and  It  was  very  wl 

narate  eli  .  but  to  ran  Joint 

roiling  stock  instead,  thereby  diminishing  both  capiti 

en.    a  further  saving  In  this  service  win 
be  •  '■'  the  complete  withdrawal  of  steam  trains,  which 

■, aiding  t!  the  lournoj  o,  i,.-  shortened  win  re- 

tail in  ■  smaller  onmber  of  •  og  required,    in  passing 

Honed  thai  'his  is  probably  thi 

■  ord  of  joint   rolllti 

railway.     The  iould 

loptlon 

•      •      • 

■.ndltlon    or    tl  .1    matiul 

Ing  In  itry  hait  II 


who  may  prematurely  Indulge  In  self-gratulation  when  observ- 
ing the  effect  of  competition  upon  price.  That  year  after 
year  with  monotonous  regularity  there  should  be  business 
carried  out  running  into  millions  sterling  without  a  penny  of 
net  profit  must  tend  to  increase  the  manufacturers'  tempta- 
tions to  reduce  costs  at  the  expense  of  efficiency,  and  it  is 
unquestionable  that  there  are  many  generators  and  motors 
regularly  sold  Which  are  falsely  rated;  that  is  to  say.  the>  do 
not  contain  sufficient  materials  to  perform  their  nominal  and 
specified  duties.  There  appear  to  be  two  main  types  of  cus- 
tomers for  electrical  apparatus:  those  who  habitually  order 
a  10-horsepower  machine  for  work  calculated  to  represent  7 
or  S  horsepower,  and  those  who  order  a  similar  machine  and 
ct  it  to  sustain  a  heavy  overload.  The  former  class  un- 
fairly favor  the  less  scrupulous  manufacturer,  while  the  other 
class  works  equally  obvious  mischief,  if  practicable,  it  would 
be  of  great  value  to  the  whole  industry  to  have  some  system 
of  inspection  equivalent  to  the  practice  In  regard  to  weights 
and  measures,  with  penalties  for  shortage  in  horsepower. 
For  the  commercial  depression  In  ibis  branch  of  manufac- 
ture, which  is  another  question,  there  are  only  two  possible 
Kither  we  must  witness  the  complete  or  partial 
closing  of  some  of  the  larger  works,  or  there  must  be  formed 

an  association  for  the  avoidance  of  desperate  competition. 

*  •     « 

The  London  Brighton  &  South  Coast  Railway  Company 
announced  some  time  ago  that  it  intended  to  experiment  with 
single-phase  electric  traction  on  the  Peckham  Rye  to  Batter- 
sea  Park  section  of  its  system.  The  work  is  now  nearly  com- 
pleted and  will  shortly  be  ready  for  trial.  So  far  the  an- 
nouncement has  made  little  or  no  impression  on  the  public. 
Nevertheless,  it  is  probable,  bn  s  high  degree,  that  this  ex- 
periment will  open  an  epoch  which  will  have  a  radical  in- 
fluence on  the  railway  investments  in  which  many  Of  the  pub- 
lic are  interested.  The  disproportion  between  the  real  Im- 
portance of  this  experiment  and  the  interest  taken  in  it  by 
the    railway    investor    is    readily    explained    by    the   fact    that 

:  ical    technicalities    are    not    within    I  prehension 

of  the  average  man.  Even  a  Judge  may  be  forgiven  for 
Ignorance  of  the  m  of  the  "single  phase  system."   Vet 

it  is  quite  possible  to  explain  the  commercial  advantages  of 
the  new  system  of  electric  traction  without  appealing  to  the 
mysteries  of  electricity.  So  far  our  electrified  railways,  from 
the   Nortl  a  to    the    District,  have  followed  the 

old  familiar  tramway  model.  They  are  "glorified  tramways," 
the  main  difference  being  that,  instead  of  the  overhead  trol- 
ley   wire,    they    have    hail    to    us.'    a    much    larger    conduct..!'. 

placed  as  "third  rail."  to  carry  the  heavy  currents  required 
to  move  heavy  trains.    For  tramways  and  suburban  railways 

this  system.   In    which  continuous  Currents  are  used,   lias  been 

wonderful]  but   as  a  bu  Itlon  it   is 

not  as  suitable  for  long-distance  railway  work,     what  tells 
'in'  complication  and  cost  of  the  power  ti 

mission    at  ran 

•  •      • 

An   Important   new    |  contained  in   the  prop.. 

unnel   under   the  Thame,   between  Qreenhlthe 
and   Purfieet,  for  which   I'ov.  hi   in   the 

new  tunnel   Is  to  I quipped   for 

electric  i:  tlmated  to  cost  about  Ten, ir 

ling.    Including  .ml    ami    the   Ql 

connecting  rallwa;  The  line  win  he  four 

and    a    half    mile-,    .  ills    the      UbStanCS    thn 

which  the  tunnel  would  have  to  in-  pierced  It  is  not  anticipated 
would  i"  hi    the 

support   of  the  principal  railway  c ps 


The  •  •  ompanj    i     now  bulldtn 

new  siutioitH  ..  •  ii   will  he 

placed    along    'he    Kaul  Interurban    Urn 

1. 1.  el   U  I'  Ol     of     |  i  i||  II 

ion,  but  on  ;i  mlolatun  will 

hold    idx    0  a    time 


40 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  2. 


RECORDS  OF  THE  STOREKEEPING    DEPARTMENT, 
DENVER   CITY  TRAMWAY  COMPANY. 


The  Denver  City  Tramway  Company  operates  about  275 
cars.  There  are  five  car  houses  and  shops  located  at  various 
points  throughout  the  city  of  Denver  which,  together  with  the 
power  houses  and  track-construction  work,  are  supplied  with 
stores  from  one  stock  room  and  yard  located  at  the  Broadway 
shops.  Each  of  the  car  houses  carries  a  small  stock  of  mate- 
rial  amounting  to  about  five  hundred  dollars'  worth  of  sup- 


by  the  use  of  carbon  two  duplicates  and  an  original  may  be 
had,  the  storekeeper's  office  retaining  one  copy,  a  second  copy 
being  given  to  the  delivery  man  and  the  third  copy  kept  in 
the  book  as  a  stub  for  reference.  When  shipments  are  re- 
ceived by  railroad  freight  another  form  of  receipt  is  used, 
which  is  3%  by  6%  inches,  and  is  ruled  for  the  following  In- 
formation: Location,  where  material  is  unloaded,  car  num- 
ber, initial,  dates  when  car  is  placed  and  unloaded,  quantity, 
description,  remarks,  signature  of  yard  foreman. 

A  record  of  all  materials  received  is  kept  in  a  "materials 


PUflCMAB'Nij     AGENT     0«" 

THE  DENVER  CITY  TRAMWAY  COMPANY. 

The  following  supplies  are  needed  in  tin 

•   r-  room  ■ 

Denver,  Colo.. 

ivn                  Pfqufeltfcffl  Nn. 

Ou»tnrrr 
REQUIRED 

DESCRIPTION 

QUAHIIM 
ON 
HtNO 

0UOIA 

ION   MADE  «I 

ORDERED  FROM 

HOW 

0»DEHf 0 

0R0ER   No. 

0f£ 

~~~ 

1 
approved  fur 

I'itrchusr . 

1 

1 

,  <iton*rt 

f.,r 

Storekeeping     in     Denver — Requisition    on    Purchasing    Agent. 


plies.  On  Monday  of  each  week  requisitions  are  made  on  the 
general  storeroom  for  supplies  withdrawn  from  the  local 
stocks  during  the  previous  week.  These  requisitions  are  filled 
and  the  supplies  delivered  on  Thursday  of  the  same  week. 
Delivery  is  made  by  transporting  the  goods  on  flat  cars  pulled 
by  motor  work-cars.  For  this  purpose  the  company  has  avail- 
able 20  flat  cars  and  6  motor  work-cars.  These  cars  are  also 
used  for  handling  track  construction  and  repair  materials. 

The  supplies  needed  for  special  work  and  for  keeping 
complete  the  stock  in  the  central  storeroom  are  ordered  of  the 
purchasing  agent  by  means  of  a  blank  form  ruled  with  col- 
umns for  the  following  information:  Quantity  required,  de- 
scription, quantity  on  hand,  quotation  made  by,  (seven  col- 
umns) ordered  from,  how  ordered,  order  number,  date.  From 
time  to  time  as  the  supplies  are  needed  by  the  storekeeping 
department,  these  requisitions  are  made  out  by  the  depart- 


reciived"  book.  The  pages  of  this  book  are  22%  by  18  inches 
and  are  ruled  for  the  following  information:  Date,  bill  num- 
ber, from  whom,  articles,  invoice  total,  freight,  labor,  total 
and  columns  for  distributing  the  supplies  received  under  79 
standard  classifications.  In  order  to  have  available  this  num- 
ber of  columns  it  is  necessary  to  insert  two  short  leaves  with 
each  long  leaf  in  this  material  and  stores  book,  all  the  leaves 
of  which  are  bound  according  to  the  loose-leaf  system.  On 
one  full-sheet  and  two  short  sheets  of  this  book  appears  a 
record  of  all  material  debited  to  the  "material  and  stores" 
account  for  each  month.  As  the  bills  are  received  from  the 
purchasing  agents  they  are  given  a  number  and  the  amount 
checked;  then  the  costs  for  the  various  articles  are  distrib- 
uted through  the  79  standard  classification  columns. 

A  record  of  the  invoices  received  for  one  month  is  kept 
by  numbering  and  recording  them  on   a  blank  8%   by  13% 


1 

Denver  City  Tramway  Co.     Material  and  Stores. 

■— 

m 

FROM  WHOM 

\KI  ICLI  -: 

Frviglit 

Lni»r 

™ 

link, 

"■-r1 1  „_.." 

Dim* 

i 
Matamil 

Dm* 

■"ST* 

: 

: 

, 

— | 

- 

-^-~ 

-  ,     .J 

H 

: 

Storekeeping    in    Denver — Part    of    Materials-Received    Page. 


ment,  signed  by  the  storekeeper,  approved  by  the  general 
manager  and  forwarded  to  the  purchasing  agent.  These  forms 
are  12  by  7  inches  and  printed  in  purple  copying  ink. 

Shipments  of  supplies  when  received  are  either  accom- 
panied by  a  delivery  slip  of  the  company  of  which  the  goods 
have  been  purchased,  which  is  receipted  for  by  the  store- 
keeper, or  a  special  "goods  received"  slip  made  out  in  trip- 
licate is  used.  This  latter  slip  is  7%  by  5%  inches  in  size 
and  is  ruled  for  the  following  information:  Name  of  company 
delivering,  number  of  packages,  weight,  quantity,  articles,  sig- 
nature of  recipient.     Such  sWps  are  made  up  in  pads  so  that 


inches,  ruled  off  for  exhibiting  the  following  information: 
Month  and  year,  name  of  supply  firm,  number  and  amount  of 
invoice. 

Before  the  bills  for  materials  received  are  returned  to  the 
auditing  department  the  prices  are  figured  and  recorded  in 
the  loose-leaf  price  book  with  pages  11%  by  11%  inches.  This 
book  forms  a  complete  record  and  description  of  all  goods 
received,  together  with  prices  and  manufacturers'  numbers, 
and  by  the  use  of  this  book  a  permanent  record  is  obtained 
for  estimating  and  comparing  costs  for  materials  to  be  bought 
The  pages  of  the  price  book  are  ruled  for  classification  as  to 


January  12,  1907. 


ELECTRIC     RAILWAY     REVIEW 


41 


the  standard  material  accounts  and  each  has  columns  for  the 
manufacturer's  catalogue  number  and  initial  of  the  article 
bought,  its  name  and  the  price  paid.  Before  the  bills  leave 
the  storekeeper's  hands  a  record  of  the  freight  charges  is 
made  in  a  freight  record  book,  which  has  pages  10  by  10% 
inches  ruled  for  the  following  information:  Date,  number  of 
package,  description,  gross  weight,  from.  via.  charges.  When 
this  information  has  been  recorded  the  storekeeper  signs  the 
bills  and  forwards  them  to  the  auditing  department. 

Whenever  any  material  is  returned  to  the  storekeeping 


distributed  as  debits  to  the  material  and  stores  accounts  al- 
ready recorded  under  the  79  headings  as  earlier  described. 
The  freight  and  labor  charges  are  also  entered  and  distrib- 
uted in  the  material  and  stores  accounts,  according  to  classi- 
fication. With  this  information  totals  and  balances  may  be 
taken  for  each  account  at  the  bottom  of  the  page. 

Requisitions  on  the  storekeeper  for  materials  are  signed 
by  the  shop  foremen  and  made  on  two  standard  forms.  These 
forms  are  alike  as  to  wording,  but  one  is  printed  on  white 
paper  indicating  fluit   the  material  desired  is  for  repair  pur- 


-    ■ 

The  Denver  City  Tramway  Company. 

As/*?                                                                                                   190 
Memo,  of  second-hand  Supplies  and  Scrap  Metal  received  at  Store  Room  this  date. 

*  T  U\ 

D~"P"°" 

Condition 

Where   t-rom 

Price 

CBEniT   ACGOSBrl 

Mi  ra  ■.■<-  • 

fcmooni           |       Number 

_ 

f 

-■ 

Signed: 

Storekeeping    In    Denvei — Daily    Record    of    Second-hand    Materials  Received. 


department  either  as  scrap  or  second-hand  supplies,  complete 
information  regarding  it  is  entered  on  a  credit  slip  9%  by  C 
inches  printed  in  red  ink,  which  is  ruled  for  the  following 
information:  Date,  quantity,  (number  and  pounds)  descrip- 
tion, condition,  where  from,  price,  credit  account,  (amount 
and  number)  signature.  As  such  materials  are  turned  in 
they  are  received  at  a  slightly  lower  price  than  that  for  which 
they  can  be  sold.  At  the  end  of  each  month  a  summary  of 
the  information  on  all  these  credit  slips  is  made. 

This  record  not  only  shows  the  total  amount  for  each 
day,  but  this  total  Is  also  distributed  to  the  expense  and  spe- 
cial accounts  so  that  the  price  of  the  material  may  be  cred- 
ited to  the  original  "material  and  supplies"  accounts  against 
which  it  was  charged  when  bought.  The  monthly  summary 
sheet  of  material  and  scrap  returned  to  the  stock  room  and 


poses,  while  the  other  is  printed  on  yellow  paper  indicating 
that  the  material  required  is  to  be  used  in  manufacturing 
shop  goods.  These  requisitions  are  S'4  by  12%  inches  and 
ruled  for  the  following  information:  Number  of  requisition, 
division  or  department,  date,  quantity  required,  article,  for 
use  on,  car  number.  A  space  is  set  apart  at  the  right-hand 
side  of  the  requisition  and  reserved  for  the  storekeeper  to 
enter  on  the  requisition  the  price,  amount  and  account  num- 
ber. Requisitions  are  signed  by  the  shop  foreman  and  ap- 
proved by  the  superintendent  of  rolling  stock.  At  the  end 
bf  each  day  the  clerks  In  the  storeroom  deliver  the  filled 
requisitions  to  the  storekeeper,  where  each  article  on  the 
requisition  is  priced  from  the  price  book  as  earlier  desci  i 

A  blank  form  Is  provided  for  notifying  the  shop  foreman 
of  a  shop  order.    This  blank  Is  4%  by  8  Inches  and  Is  ruled 


Summ.-iry  Shea  oi  MATERIAL  and  SCRAP  Ri             Storeroom  and  \ 

,.,-._.     .v. .-c. ..   - ,  - 

<  -.  i « 

r 

• 

• 

i 

• 

— i- 

: 

• 

=F 

: 

•  •-.  gsasj 

Storekeeping    In    Denver— Monthly    Summary    of    Materials    and    Scrap   Returned   to   Storeroom   and   Yarda. 


yards  In  18%  by  11V4  Inches  ami  rated  for  exhibiting  tie 
value  of  materia]  returned  and  this  amount  distributed  as 

'i  .11  column 

;i    nui    nf    the 
Man'!  oto.    'lie 

from    !    to  ?A    down   tie  I  Bflh   line  will    In. 

ord  tot  "Hi-  <i;iv  '.r  the  month  and  at  lie-  bottom  will  sp 
ppar  totals  for  the  rartot  •  'i  as  dlHti 

total  for  '  'iel  of  earl,   DBODtl  lUnte 

for  the  ration    soootmts  on  ihiH  sum' 


tor  tin-  following  Information:     Date,  number  or  simp  order 
to  which  all  lnbor  and  material  «iii  in-  charged,  signature  of 

lotions  as  in  what 
be  in  had  and  t in-  number  "i 

tied  by  thi 

[Tor  "I    "H    an 

port  Man]  Is  Itepl  which  exhibit 

lowing  Information  regarding  oil  ami  delivered 

He  oil  ii Date  of  i m  "id   barrel 

Iptlon,  for  wti.it    0,  i.i-  need  on  i 


42 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  2. 


total  amount,  signature.  By  means  of  data  recorded  on  a 
sheet  14%  by  1">  inches  a  monthly  inventory  and  statement 
of  the  painting  material  on  hand,  purchased  and  used  is  made 
availahle.  Instead  of  charging  off  small  amounts  of  painting 
materials  and  handling  this  department  the  sanie  as  the  gen- 
eral stores,  a  record  is  kept  and  the  materials  charged  off 
in   bulk  as  cars  are  finished. 

By   means    of    these    detail     Information    blanks     it     is 


alphabetically,  rending  across  the  page  from  left  to  right. 
By  means  of  this  sheet  the  information  on  the  daily  requisi- 
tions is  assembled  under  the  standard  classification  headings 
and  at  thia  time  the  classification  is  also  noted  on  the  requi- 
sition. The  totals  under  the  various  classifications  as  shown 
on  the  assembly  sheet  are  entered  on  a  "daily  summary  of 
material  and  stores  disbursed."  This  sheet  is  23  by  17  inches 
and  is  ruled  to  exhibit  the  following  information  for  each  of 


"•■  ' 

THE     DENVER     CITY     TRAMWAY    COMPANY 

MONTHLY    STATEMENT   OF    PAINTING   MATERIAL 

Ou  Hind 

PuitfaHM 

Mil 



Uttil 

M    71.    It                                                  PlIC* 

A.„oUnl 

On  H.u.l 

Purest!** 

Total 

Onltaod 

Used 

ARTICLE 

H  — 

cm-    IHntihlni   Vnrnun 

It I.I     Pi  <■■  ii  r .  ■ 

- 

Pom 

Ii  Pumlea  Stow,  Powd  , 

1 

l.umr 

1 

-_ 

= 

l 

■           .-„..,. 

• ■ 

Iirj   Orson. 

1 

1 

Oraan  in    Unnii 

1 

rz 

CARS   Piiruto 

CARS    VARNISHEO 

Storekeeping   in    Denver — Monthly  Statement   of  Painting   Materials. 


Form  53  -1000 

Memorandum  Sheet.                                                DATE, 190 — 

BIABIMOI 

■ 

■■■     *    ;-"<""** 

L-01t»UTAT0lt9AK»  PARTS 

. 

C.HIIOV  t^rsi,.- 

C.IAIN 

CKWRKT  »>»  ni.r.  ius 

BOTTI   XS.NA.IS  AND  RIVETS 

Storekeeping    in    Denver — Assembly   Sheet   for   Obtaining   Totals. 


mnnth     19(1 

■"*"7  M       '""I  vt 

IM.ENS6     .,CO«VT, 

s«ci«t  ucooim 

HATKmLlEADH.0. 

,..,. 

' 

1 

jG 

- 

- 

" 

. 

' 

■■• 

» 

' 

1 

T..TAL 

unl  B, 

■ 

t  " 

■Ml  ',",             4  !■.„. 

.... 

^^._-'-"rn 

j»u. 

■  — ' 

- 

- 

" 

,..,... 

Ill 

"" 

l 

i,1 

\ 

^ 

JC 

l           I 

.                           1             II      II 

1 

a        -'        '•''        ■        ■'       '■' 

3               i 

Storekeeping    in    Denver — Summary   of   Stores    Disbursed    Daily. 


possible  to  fulfill  the  purpose  of  this  department  and  render 
a  daily  statement  of  all  the  materials  and  stores  disbursed. 
Such  statements  are  furnished  the  auditing  department,  en- 
gineering department  and  kept  in  the  storekeeping  depart- 
ment. To  collect  the  information  for  this  daily  statement  an 
assembly  or  memorandum  sheet  12  by  14  inches  laid  off  in 
1%-inch  squares  is  used.  In  each  of  these  squares  is  printed 
a  heading  for  one  of  the  standard  material  and  stores  classi- 
fications.    These  classifications  on   this   sheet    are    arranged 


the  standard  material  headings:  Total  and  disbursed  amounts 
for  32  standard  expense  accounts,  total  and  disbursed  amounts 
for  special  accounts;  at  the  bottom,  totals  for  each  expense 
and  special  account  and  net  amount.  Credits  are  made  in  red 
ink   for  the  material  returned   during  the  day. 

A  monthly  record  of  the  daily  disbursements  is  kept 
posted  in  a  book  with  pages  20  by  20  inches.  These  pages  are 
ruled  to  receive  on  one  line  the  information  exhibited  on  the 
daily  disbursement  sheet;  the  rulings  provide  for  the  follow- 


January  12.  1907 


ELECTRIC     RAILWAY     REVIEW 


43 


Ing  Information,  both  (or  regular  expense  accounts  and  spe-      ited  a  trial  balance  may  be  taken  showing  the  amount  of  sto 

cial  accounts  for  each  day  of    the  month:    Requisition  nuni-       on  hand  for  each  classification. 

ber.   total  amount  and  amount  distributed  among  the  70  or  All   sales  to  other  companies  are  billed  on    a    standard 


ottco                                   Material  and  Stores,  Disbursements                      expense  accounts. 

3E 

- 

- 

s. 

*f 

JS. 

.— 

— 

a 

^ 

as 

:; 

':- 

i.-. 

;-_.- 

. 

"ST 

- 

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■• 

r^ 

■ 

■ 

. 

• 

i  1 1 

— 

■ — 

u- 

^— 

. — _ 

..  . 

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-- 

- 

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4 

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-H 

- 

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— f 

i — _ 

.  I_ 

. 

1 — ' 

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LasJ      .      . 

oc.T  a,                                   Material  and  Stores.  Disbursements                        special  accounts 

..- 

= 

=r 

— 

■=• 

2 

ep 

-.  ; 

-HL 

Z-L 

:i 

- 

1 

s, 

S 

as 

.... 

Si 

•rr. 

■•■- 

■■. 

■  . 

~ 

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aj 

Storekeeping    in    Denver — Monthly    Record    of   Stores    Disbursed. 


195                                                                              THE    DENVER    CITY                        TRAMWAY    COMPANY                                                                           196 

RECORD    Of                                       MANUFACTURED     ARTICLES 

M 

. 

MM     6*     aJrTlCt,* 

i 

- 

.z. 

"••1*11     usio 

am 

Z 

■'■ 

—■ 

CM 

^■l— - 

Storekeeping    In    Denver — Record    Book   for   Obtaining   Costs   of    Manufactured    Articles. 


i   i  i  i        i  IB  NV  B  W    lj  ITV    ' 

RAMWAY     COMPANY 

•"'— 

oOTiMfnM  **«  miM'Ki  im  '  it 

Kill 

--    -        ..... 

•mmhmt.    «  *■•-•  -  l^wtMM  «•  '••.. 

. 

r>«.  r»»«<*i  •  **  ■»■—.■— 

■MM 



» 

•MM 

'*'** 

Storekeeping    In    Denver— Monthly    Material    and    Storei    Report. 

more  itaodard  cut  »'■■      I  tomi  and  madi  ■•  thai  Imi  maj   ba 

f„r  and  of  the  month  I      bald  and  the  audi  I  tmenl   i"-  Blven  the  bill.     V 

■neb  lalea  are  made,  ir  tha  mat.  i 


44 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  2. 


proper  credit  is  given  to  the  material  and  stores  account  and 
the  bill  is  given  a  number  and  entered  in  a  sales  book,  which 
carries  the  totals  through  to  the  end  of  the  month.  The 
pages  of  the  sales  book  are  10%  by  16  inches  and  are  ruled 
to  receive  the  following  data:  Bill  number,  to  whom  sold, 
iption  of  material,  price,  amount,  total  amount  and  the 
accounts  to  which  credit  should  be  given. 

Bach  month  a  statement  of  all  the  business  done  by  the 
storekeeping  department  tor  the  past  month  is  rendered  to 
the  auditor.  This  statement  makes  available  the  stores  ac- 
counts distributed  as  to  operating  expense,  construction  ex- 
pense, balance  on  hand,  etc.  When  the  information  on  this 
report  has  been  checked  by  the  auditor  the  storekeeping  de- 
partment balances  its  ledger.  In  this  ledger  all  materials  re- 
ceived are  debited  to  the  material  and  stores  accounts  and  all 
disbursements  are  credited  to  the  same  account:  thus  the 
balance  shows  the  stock  on  hand. 

A  special  book  is  kept  for  recording  the  material  used 
and  the  costs  of  articles  manufactured  in  the  company's 
shops.  On  the  pages  of  this  book  are  itemized  the  supplies 
drawn  from  the  storekeeping  department  by  the  special 
requisition  for  shop  jobs;  the  record  for  such  jobs  is  kept 
on  these  pages  until  the  job  is  completed,  and  then  a  special 
shop  order  exhibiting  the  number  of  the  job  is  returned  and 
the  labor  is  added  to  the  amount  of  the  material  used.  It  is 
thus  possible  to  get  net  costs  for  the  finished  goods  returned 
to  the  storeroom. 

In  order  to  have  the  material  accounts  exhibited  in  a 
simple  form  a  journal  or  memorandum  book  is  kept  and 
cross  entries  made  charging  the  accounts  benefited  by  mate- 
rial unused  and  crediting  the  accounts  from  which  the  orig- 
inal material  was  drawn. 


TIE   PLATES.    BRACED  TIE    PLATES  AND  TIE   RODS.* 


Bl      I.     r.     BOl    Mil  V.     I. M. INKER     MAINTENANCE    OF    WAY,    SYBACUSE 
BAFIn   TRANSIT    BATLWAY    COMPANY. 


A   SIMPLE   SLEET   CUTTER. 


The  accompanying  illustration  shows  a  sleet  cutter  de- 
signed by  Mr.  C.  E.  Atkinson,  master  mechanic  of  the  Rich- 
mond, Ind.,  shops  of  the  Indiana  Columbus  &  Eastern  Trac- 
tion Company.  This  type  of  sleet  cutter  has  been  used  for  a 
year  and  is  said  to  have  _ 
worked  very  satisfac- 
torily. 

It  will  be  noted  that 
the  device  consists  of 
a  semi-circular  brass 
shell  with  a  remova- 
ble and  reversible  cop- 
per lug.  This  lug  has 
its  flat  sides  tapered 
so  they  fit  into  a  slot 
cut  transversely  in  the 
center  of  the  shell. 
When  in  use  the  shell 
fits  into  the  groove 
around  the  trolley 
wheel  and  as  so 
placed  the  lug  is  held 
firmly  in  its  position. 
At  one  end  of  the 
shell,  which  is  Of  cast  sieet  Cutter  with  Removable  Wearing 
brass,    is    a    small    pro-  Surface, 

jection    designed   to   fit 

into  a  %-inch  hole  in  the  trolley  harp;  the  other  end  is  pro 
vided  with  a  hook  around  which  the  trolley  rope  may  be 
looped,  thus  holding  the  shell  and  in  turn  the  lug  firmly  in 
the  groove  of  the  trolley  wheel  and  assuring  that  the  hard 
copper  lug  will  bear  against  the  trolley  wire.  Other  than  its 
low  cost,  this  form  of  sleet  cutter  has  the  advantage  that  it 
may  quickly  be  attached  to  a  trolley  pole,  and  also  that  a 
supply  of  copper  lugs  may  be  carried  by  the  car  crew  and  on 
long  runs  inserted  when  necessary.  Consisting  as  it  does  of 
only  two  parts,  the  first  cost  of  the  device  is  quite  low. 


Our  attention  was  first  called  to  the  inefficiency  of  braced 
tie  plates  as  a  means  of  holding  girder  rails  to  gauge,  when 
the  cars  on  several  of  the  lines  in  Syracuse  began  to  leave 
the  tracks;  and  in  every  case  we  found  the  track  in  the 
neighborhood  of  the  place  of  derailment  to  be  from  one-half 
to  one  inch  wide  gauge. 

The  track  construction  on  these  lines  is  as  follows: 
Nine-inch  half-groove  rail.  Lorain  section  90-317,  oak  ties, 
6  by  8  inches  by  8  feet,  six  inches  of  coarse  gravel  ballast, 
and  malleable  iron  brace  plates  every  six  feet.  The  concrete 
for  the  paving,  which  is  both  brick  and  asphalt,  extends  from 
the  bottom  of  the  tie  to  about  four  inches  above  it.  The 
track  has  been  down  about  ten  years. 

The  derailments  became  so  numerous  a  short  time  after 
putting  some  new  heavy  cars  on  the  lines,  that  we  decided 
to  place  tie  rods  in  all  of  our  tracks  having  the  half-inch 
groove  rail  and  brace  plates. 

When  the  track  was  opened  for  the  tie  rods  we  found 
the  ties  in  fair  condition,  but  many  of  the  brace  plates  were 
bent  backwards  and  others  twisted  away  from  the  head  of 
the  rail,  being  practically  of  no  use  for  holding  the  rails  to 
gauge.  The  track  had  been  gradually  widening  out  under 
the  small  cars  and  when  the  large  heavy  cars  were  run,  it 
took  only  a  short  time  to  widen  the  gauge  until  the  track 
was  unsafe. 

Tie  rods  have  now  been  placed  in  most  of  this  track  and 
we  have  had  no  more  trouble  with  derailments.  The  great 
objection  to  brace  plates,  judging  from  our  experience,  is 
due  to  their  being  spiked  to  wooden  ties.  They  are  depen- 
dent for  their  efficiency  on  the  holding  power  of  the  spike, 
and  as  the  ties  get  old  the  continual  tipping  of  the  side-bear- 
ing rail  loosens  the  spikes,  and  allows  the  brace  plates  to 
twist  and  become  loose;  they  also  cut  into  the  ties  as  the 
ties  decay,  thus  allowing  the  rail  to  tip  outward.  A  great 
deal  of  care  should  be  taken  when  putting  on  brace  plates, 
as  the  spikers  will  often  twist  them  when  spiking  and  get  a 
poor  bearing  under  the  head  of  the  rail;  crooked  or  uneven 
ties  will  also  make  trouble  in  getting  a  good  job. 

We  have  some  steel  brace  plates  on  a  piece  of  track 
which  has  been  down  for  about  three  years  and  have  had  no 
trouble  as  yet,  but  the  cars  are  small  and  10  minutes  apart. 

When  this  track  is  to  be  paved  we  shall  place  the  tie 
rods  six  feet  apart  in  addition  to  the  present  brace  plates. 
The  use  of  brace  plates  would  be  advisable  in  laying  track 
in  an  unpaved  street,  which  would  be  paved  in  a  few  years, 
as  a  strong  steel  brace  should  hold  the  track  when  the 
ties  are  in  good  condition  ,and  when  the  street  is  paved  we 
shall  put  in  the  tie  rods. 

The  objection  to  tie  rods  in  an  unpaved  street  is  that, 
as  the  filling  between  the  rails  settles,  the  rods  are  ex- 
posed to  wagon  traffic  and  bent  or  broken.  The  theoretical 
objections  to  brace  plates  as  compared  with  the  tie  rods  are 
as  follows:  The  brace  plate  depends  for  its  efficiency  on 
the  condition  of  the  tie,  and  braces  each  rail  independently; 
if  the  braces  on  one  side  fail  the  gauge  will  widen :  with  the 
tie  rod,  if  the  rails  get  out  of  line,  they  will  move  together 
and  maintain  the  gauge.  On  ordinary  girder-rail  track  a 
half-inch  or  so  wide  gauge  will  not  cause  derailment  of  cars, 
but  with  the  half-groove  type,  especially  Lorain  section 
90-317.  half-inch  wide  gauge  trouble  will  occur  much  more 
frequently. 

The  lip  on  this  rail  is  thin  and  narrow,  and  flattens  dowrn 
under  wagon  traffic,  often  breaking  off  in  places.  When  a  car 
comes  to  a  place  where  the  track  is  a  half-inch  or  more 
wide  gauge,  the  flanges  of  the  wheels  on  one  side  get  inside 
of  the  lip  of  the  rail  and  when  the  track  comes  to  gauge 
again  the  opposite  wheels  are  forced  over  the  head  of  the 
rail,  causing  derailment  of  the  car. 

With  this  type  of  rail  to  contend  with,  necessitating 
tight  gauge  for  safety,  tie  rods  are  the  best  fastening.  If 
a  strong  steel  brace  were  used  in  connection  with  a  steel  tie, 
it  should  make  an  efficient  device  for  holding  the  rails  to 
gauge. 

There  is  not  much  to  be  said  in  favor  of  the  use  of  or- 
dinary tie  plates  on  rails  in  a  paved  street,  as  the  concrete 
between  the  ties  will  support  the  rail,  and  keep  it  from  cut- 
ting into  the  ties  to  any  appreciable  amount.  However,  the 
concrete  in  the  older  tracks  in  Syracuse  does  not  seem  to  be 
of  any  use  for  holding  the  rails  to  gauge  as  spreading  has 
occurred  as  stated. 

•Presented  before  the  Street  Railway  Association  of  the  State 
of  New  York    January  11.   1907.  Buffalo.  N.  Y. 


January  12,  1907. 


ELECTRIC     RAILWAY     REVIEW 


45 


ENGINEERING     ASSOCIATION     EXECUTIVE     COMMITTEE 
MEETING. 


A  meeting  of  the  executive  committee  of  the  American 
Street  and  Interurban  Railway  Engineering  Association  was 
held  at  the  rooms  of  the  Transportation  Club,  New  York,  on 
January  7.  There  were  present,  President  H.  H.  Adams, 
superintendent  of  shops,  the  United  Railway  &  Electric  Com- 
pany. Baltimore.  Mi!.:  Vice-President  Fred  G.  Simmons,  su- 
perintendent construction  and  maintenance  of  way,  Milwau- 
kee Electric  Railway  &  Light  Company,  Milwaukee.  Wis.; 
Secretary  and  Treasurer  S.  Walter  Mower,  general  man 
Southwestern  Traction  Company.  London,  Can.;  F.  H.  Lin- 
coln, assistant  general  manager,  Philadelphia  Rapid  Transit 
Company,  Philadelphia.  Pa.;  Fred  N.  Bushnell.  chief  engi- 
neer. Rhode  Island  Company,  Providence,  R.  I.:  W.  T.  Dou- 
gan,  engineer  maintenance  of  way.  New  York  City  Railway. 
New  York;  P.  V.  Swenson.  secretary.  American  Street  and 
Interurban  Railway  Association:  H.  W.  Blake.  Street  Railway 
Journal;  C.  B.  Fairchild,  Jr..  Electric  Traction  Weekly;  and 
F.  W.  Lane.  Electric  Railway  Review. 

The  report  of  the  secretary  and  treasurer  showed  a  bal- 
ance of  $266  on  hand.  In  relation  to  finances  Secretary  Swen- 
son expressed  the  belief  that  the  financial  condition  of  the 
principal  association  would  be  such  as  to  enable  all  work 
••d  to  be  done  by  the  affiliated  associations  to  be  carried 
out  satisfactorily.  In  reference  to  committee  work  Mr.  Sim- 
mons expressed  the  view  that  the  work  would  be  done  better 
and  more  willingly  if  it  were  understood  that  the  committee's 
expenses  would  be  taken  care  of  by  the  association. 

In  the  consideration  of  subjects  for  papers  for  the  next 
convention  there  was  some  discussion  of  the  desirability  of 
joint  action  between  the  Engineering  and  the  Claim  Agents' 
associations  as  to  vital  points  in  rolling  stock  design  and  con- 
struction that  might  have  a  bearing  upon  work  of  the  claim 
agents.  This  was  in  line  with  the  address  of  S.  L.  Rhoades 
of  the  Claim  Agents'  association  at  the  Columbus  convention. 
Se%-eral  points  were  suggested  to  which  the  consideration  of 
the  two  associations  might  advantageousl  u   jointly. 

such  as  with  reference  to  car  steps,  folding  running  boards, 
gates,  etc.  PresHent  Adams  suggested  that  the  claim  agents 
be  asked  to  prepare  a  statement  of  points  in  which  they 
would  be  particularly  interested.  Mr.  Lincoln  stated  it  was 
the  practice;  of  the  claim  department  upon  the  road  with 
which  he  is  connected  to  send  to  him  each  month  a  list  of 
such  claims  as  had  come  up  during  the  month  and  which 
were  based  upon  mechanical  d  ifects.  This  statement  gave 
the  amount  claimed  anil  the  particular  cause  and  It  was  stat- 
ed that  these  data  were  sufficient  to  enable  each  case  to  be 
followed  up  Individually  until  the  blame  was  located  exactly 
where  It  belonged.  The  practice  had  resulted  In  a  reduction 
of  claims  of  nearly  7"   per  cent   by   :>  upon 

which  the  claim  was  based.    The  matter  was  summed  up  In 
resolution   which    was    presented    by   Mr.   Sim- 
mons and  which   was  ;> 

mm,    Thr-re    are    many    mechat  -t     In    connection 

with  ti    and    <•;  ftjrs    which 

art  nt  ut.  tn  nic<-nt»  of  th<  various 

panles  and  regarding  which  they  may  d'etre  to  suggest  altera- 
tions and    Impr 

Engl  i 

i    matter   be  gl  "i   "t 


suggestions   made  and   iu< 


that  In   the  opinion   "f   • 
ring  Association   thin   mall 
come  up  f  at  a  joint  meting 

association*  during  the  II 

Th<-    "Ml.  •  which    wjh    I- ft    In    .in 

unflnl*h<-d   state  n>  tton    was    not    den" 

i,"  upon  which  a  vaiuaM..  paper  was 
at  tho  la  •  I  Wlnaor,  w,v 

the    ;  ear.    with   u    I 


the  operation  of  the  plant  described  by  Mr.  Winsor  brought 
up  to  date.  It  was  also  decided  to  invite  Mr.  W.  W.  Cole, 
general  manager  of  the  Elmira  Light  &  Water  Power  Com- 
pany. Elmira.  N.  Y.,  to  furnish  a  paper  covering  his  experi- 
ence with  gas  engines. 

Upon  the  subject  oi  "Steam  Turbines"  Mr.  Lincoln  was 
instructed  to  hold  himself  responsible  for  the  preparation  of 
a  paper,  and  it  was  also  suggested  that  it  might  be  possible 
to  secure  a  paper  treating  this  subject  from  a  historical  point 
of  view  from  Professor  Storm  Bull  of  the  University  of  Wis- 
consin. 

The  method   followed   in   the  consideration  of  these  sub- 
was  that  of  holding  a  member  of  the  executive  commit- 
tee responsible  for  the  preparation  of  certain  papers,  whether 
prepared  by  himself  or  someone  else  at  his  request. 

The  committee  on  "Standardization"  was  continued  from 
last  year.  Some  changes  were  laade  in  the  composition  of  the 
committee,  H.  W.  Blake  and  C.  B.  Fairchild.  Jr.,  being  ap- 
pointed in  place  of  Paul  Winsor  and  F.  H.  Lincoln.  As  chair- 
man of  the  committee  on  "Maintenance  of  Way"  Mr.  Sim- 
mons suggested  the  desirability  of  a  paper  on  "Care  of  Road- 
bed and  Right  of  Way  on  Interurban  and  Urban  Lines,"  this 
to  cover  such  subjects  as  oiling  and  sprinkling  the  roadbed, 
keeping  poles  and  grounds  in  presentable  condition,  etc.  It 
was  also  suggested  that  this  topic  be  assigned  to  a  sub-com- 
mittee, which  should  endeavor  to  get  in  touch  with  all  main- 
tenance of  way  officials  and  obtain  data  in  a  form  to  be  turned 
over  to  the  "Standardization"  committee.  The  "Maintenance 
of  Way"  committee  is  now  composed  of  F.  G.  Simmons,  chair- 
man, Thomas  K.  Hell.  Interstate  Railways  Company.  Phila- 
delphia, and  C.  A.  Alderman,  Cincinnati  Traction  Company. 

"The  Wear  of  Rails  and  Joints  in  New  York  City"  was 
assigned  to  W.  T.  Dougan.  engineer  maintenance  of  way,  New 
York  City  Railway.  New  York.  In  discussing  this  subject  the 
matter  of  corrugation  of  rails  was  brought  up  and  Secretary 
Swenson  was  requested  to  secure  data  from  members  of  the 
association  and  others  for  publication  in  the  proceedings. 

"Concrete  Ties"  was  also  suggested  as  a  subject  and  an 
endeavor  will  be  made  by  the  committee  on  "Maintenance  of 
Way"  to  secure  data. 

"Control  Apparatus,"  a  subject  carried  over  from  last 
year,  was  assigned  to  a  committee  as  follows:  Chairman, 
J.  S.  Doyli     In  b  Rapid  Transit  Company,  New    I 

George  J.  Smith,  Kansa  way  &  Light  Company,  I'    1 

Callaghan,  Pittsburg  Railw:  my. 

".Maintenance   and  "ti    of    BHi  Equipment" 

assigned  to  a  committee  consisting  of  John  l.indall,  Bos- 
ton Elevated,  W.  D.  Wright,  Rhode  Island  Company,  Provl- 
dence,   R.   [.,   B.  T.    I  Metropolitan   West   Sldfl    Klovated, 

Chicago,  l  l.  Smith.  Schenectady  Railway  Company,  Schen 
ectady,  N.  Y. 

■  I.  in   idama  express*  i  the  view  thai  the  last-named 
i. mi. i  in-  bandied  with  special  reference  '"  in 

linn   oa   ill.-   D 

R.   B.  Stearns,  Chicago  &   Miiw  lectrlc  Railroad, 

appointed   re]  ition 

on  thl 

■nil     ..i     \  i.  m ,"    was 

-  n    It   was   thought    to   be   a 
•  Bring  subject   ami   It 

n  in  the  commll                              I   the 
\m.-i lean  association. 

■  rarstu  •  milnalR,  with  I                    to  Bffecl 
on   Rolling  Stock,"                                          commit! nnlxtlng  Of 

B.  v  a   Ldghl   Comi 

Martin  Srhn-iver.  Publli  Corporation  of  Men    F< 

-.tin  iiimf   international  Company  Buffalo 

Houses    for   Both    '  •  and    StOI 

was  asHlgiied    in  ,i  commit  ti 

Rhode  Ulaad  Company,  Prorldenci    i;    i     R    I  indi 

•  .II    i  miipany.    Indei  son     in. i     and    I 


46 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  2. 


Graburn,  Montreal  Street  Railway  Company.  It  was  decided 
wiiii  reference  to  this  subject  thai  the  committee  should  not 
attempt  to  make  recommendations  hut  endeavor  to  secure  as 
large  a  numbi  r  as  possible  of  typical  plans  of  >■:"  bouses  and 
assemble  them  tor  convenient  reference. 

it  was  voted  as  the  sense  oi  the  executive  committee  that 
at  the  annual  convention  the  session  should  not  be  opened 
on  Monday  morning  but  that  the  first  session  should  he  at 
two  o'clock  p.  m.  on  Monda; . 


QUARTERLY    MEETING   OF   THE    NEW    YORK    STATE 
ASSOCIATION. 


The  Street  Railway  Association  of  the  State  of  New  York 
held  a  quarterly  meeting  at  the  Iroquois  Hotel,  Buffalo,  on 
January  11,  1907,  convening  at  10  a.  m.  There  were  about 
50  members  and  guests  present.  Especially  valuable  papers 
were  read  treating  the  subject  of  "Track  and  Roadway." 

In  the  discussion  Mr.  I.  E.  Matthews,  chief  engineer  of 
track  Rochester  Railway  Company,  favored  the  use  of  nine- 
inch  grooved  rails  laid  on  oak  ties  supported  by  concrete. 
He  thought  this  type  of  structure  was  most  satisfactory  for 
the  streets  with  heavy  traffic,  and  that  where  traffic  was 
light  it  might  he  well  to  use  T-rail  with  a  flange-way  in  the 
pavement  adjacent  to  the  rails.  Mr.  F.  D.  Jackson,  roadmas- 
ter  International  Railway  Company,  favored  the  use  of  Car- 
negie steel  ties  embedded  in  concrete  and  supporting  nine- 
inch  girder  rails. 

Mr.  E.  P.  Roundey.  engineer  of  maintenance  of  way 
Syracuse  Rapid  Transit  Railway  Company,  presented  a  paper 
on  "Tie  Plates,  Braced  Tie  Plates  and  Tie  Rods."  This  paper 
will  be  found  on  page  44  of  this  issue. 

In  discussing  track  substructures  Mr.  A.  H.  Stanley, 
Public  Service  Corporation  of  New  Jersey,  stated  that  in 
some  instances  concrete  had  failed  and  for  this  reason  broken 
stone  was  favored.  Other  speakers  favored  the  use  of  con- 
crete with  gravel  instead  of  broken  stone. 

Mr.  C.  G.  Reel,  Kingston  Consolidated  Railroad  Com- 
pany, read  a  paper  in  which  he  presented  strong  arguments 
favoring  T-rails.  In  the  discussion  of  this  paper  many  good 
reasons  were  advanced  showing  why  T-rail  is  preferable  to 
girder  rail.  Mr.  T.  W.  Wilson,  International  Railway  Com- 
pany, Buffalo,  did  not  favor  the  use  of  T-rail  in  streets  where 
the  traffic  was  especially  heavy. 

Papers  were  presented  on  various  methods  of  making 
rail  joints.  Mr.  P.  N.  Wilson,  Rochester,  presented  a  paper 
on  "Electric  Welding."  In  the  discussion  several  opinions 
were  favorable  to  the  "thermit"  process. 

The  members  of  the  associations  and  guests  were  enter- 
tained at  lunch  by  Messrs.  H.  J.  Pierce  and  T.  W.  Wilson,  of 
the  International   Railway   Company. 


NEW    LINES    NEAR    LOUISVILLE. 


The  Louisville  &  Eastern  Railroad  Company,  of  Louis- 
ville, Ky.,  has  recently  completed  the  nine-mile  extension 
of  its  lines  from  Beards  to  La  Grange,  Ky.,  and  is  now  ope- 
rating its  cars  through  from  Louisville,  a  distance  of  27 
miles,  on  one-hour  headway. 

A  substation  at  Buckners  and  an  addition  50  by  55  feet 
in  floor  area,  to  the  power  plant  at  Marcia  have  recently 
been  built.  The  new  installation  at  the  power  plant  in- 
cludes: Two  250-kw.  direct  current  Westinghouse  generat- 
ors and  one  300-kw.  alternating-current  generator,  200-kw. 
rotary  converter.  450-hp.  Buckeye  eifgine  and  a  250-hp.  Vogt 
Machine  Company  boiler.  A  6,600-volt  transmission  line  has 
been   built  between   the   power   house   and   substation. 

In  view  of  proposed  extensions  of  the  railway  the  power 
house  improvements  are  of  a  temporary  nature.  Before  the 
Shelbyville  division  is  completed,  the  contract  for  the  grad- 
ing of  which  has  already  been  let.  a  new  power  plant  will  be 


erected  at  a  point  more  centrally  located  and  where  a  better 
w  ater  supply  may  be  had. 

i  in  Shelbyville  division  is  a  branch  leaving  the  present 
line  near  Louisville  and  following  the  Shelbyville  pike  for 
a  distance  of  -7  miles,  passing  through  Middletown  and  Simp- 
sonvllle.  The  route  selected  for  the  line  is  thickly  settled, 
n  is  planned  to  use  either  the  single-phase  alternating  cur- 
rent or  the  1,200-volt  direct-current  system  for  operating  this 
line 


A    SIMPLE    PIT    JACK. 


The  pit  jack  shown  in  the  accompanying  illustration  is 
probably  about  as  simple  a  device  as  could  be  built  for 
raising  and  lowering  wheels  under  cars.  This  device,  as 
used  in  the  repair  shop  of  the  Hot  Springs  (Ark.)  Street 
Railroad  Company,  consists  of  two  track  jacks  bolted  to 
parallel  timbers  resting  on  the  axles  of  two  pairs  of  small 
flanged  wheels.  The  entire  truck  may  easily  be  moved  along 
a   narrow-gauge   track   laid   in   a  cross   pit.     Thus    the    jack 


A   Simple    Pit   Jack. 

serves  all  the  repair  pits  of  the  shop.  The  Barrett  jacks  as 
used  have  47-inch  rams  so  that  there  is  considerable  vertical 
movement   possible. 

When  wheels  are  to  be  lowered  the  car  is  placed  in  posi- 
tion over  a  removable  section  of  the  repair-pit  track.  The 
axle  is  then  made  clear  of  the  journal  and  motor  bearings 
and  the  jacks  raised  until  the  wheel  flanges  are  clear  of 
the  track  rails.  The  removable  sections  of  the  pit-track 
rails  are  then  shifted  so  that  the  jacks  carrying  the  car 
wheels  may  be  lowered  until  the  wheels  will  clear  the  pit 
tracks.  It  is  then  a  simple  process  to  roll  the  truck  carry- 
ing the  wheels,  along  its  own  track  until  such  a  position  is 
reached  where  the  wheels  may  be  lifted  by  an  overhead 
crane  or  set  upon  planks  across  the  pit  and  rolled  onto  the 
shop  floor. 


January  12.  1907. 


ELECTRIC     RAILWAY     REVIEW 


17 


REGENERATIVE  CONTROL.* 


1!V    A.    RAWOETH. 


In  using  shunt  motors  for  electric  traction  certain  dif- 
ficulties are  encountered.  Thus  there  is  the  difficulty  ol 
changing  from  series  to  parallel,  or  vice  versa,  which  consists 
principally  in  the  fact  that  the  speed  of  the  armature  varies 
inversely  as  the  strength  of  the  field  and  directly  as  the 
voltage  across  the  brushes.  It  is  obvious,  therefore,  that 
in  changing  from  series  to  parallel  the  field  strength  must 
be  practically  doubled,  otherwise  the  moment  the  armature 
circuit  is  closed  across  500  volts  a  violent  attempt  will  be 
made  by  the  motors  to  accelerate  the  car. 

The  operation  of  strengthening  the  field  can  be  carried 
out  fairly  quickly,  but  not  quite  quickly  enough,  consequent  ly 
it  is  necessary  to  insert  some  resistance  in  series  with  the 
armatures  to  check  momentarily  the  rush  of  current  due 
to  the  inexactitude  of  the  field  strength.  This  will  be  re- 
ferred  to  later. 

It  is  also  necessary  to  insert  some  series  field  winding 
in  series  with  each  armature,  for  without  this  precaution 
the   motors   would   not   work    in   parallel. 

It  is  also  an  essential  condition  that  in  breaking  the 
current  either  when  going  out  of  series  or  when  coming  out 


I       a 


Earth 
Regenerative    Control — Figure    1. 

ere  should  be  no  n  d  circuit,  otherwise 

will  i><-  heavy  Rashes  In  the  controller.     In  this  re 

motors   differ  entirely   from   series  motors,   In  combl- 

:i    with    which    latter   resistances    are    necessary   when 

■  g   the  cli  • 

Tin-   method   by   which  the  resistances  are  put  In  circuit 

betoi  t in-  armature  circuit    and    taken  out  again 

before  breaktaj  cnil  will  be  described  later  on.    Apart 

from  this  little  difficulty,  the  operation  of  this  controller  is 

'•■rations   Is  shown  in   Kin.   I, 

win' :  m  showing  the  connections  on  each  notch 

Her    arranged     fur    working 
Referring  to  this  diagram,  H  win  be  seen  thai  the 
then  "n  the  Ural  notch  the 

then  cut    out    In  ad   on    notch   No.    I    the 

the   full  hum 

being  fully  excited.     This  notch  gh-  from 

it  Is  an  advantage  to  have  the  minimum 

both  for  the  sake  "f  .  In  current 

doe  ■■!  ol  th"'  rheo  lod  and  b 

.    mlnlmm  it  which  the  ill  return  cur 

to  the  line     On  not  •  rted 

In    the    yhunl  ill    with    ' 

..r    I    mil) 


hour  faster  than  the  minimum  reactive  speed.  On  notches 
7.  8  and  ;),  when  the  controller  handle  is  being  turned  in  a 
clockwise  direction,  the  connections  are  exactly  the  same  as 
on  notch  li.  Thus,  when  the  circuit  is  opened  preparatory 
to  going  into  parallel,  there  is  no  resistance  in  the  armature 
circuit.     On    n  ill   the    resistance   in   series    with   the 

shunt  fields  Is  cut  out,  thus  giving  the  maximum  held 
strength,  the  armatures  are  connected  in  parallel,  each  In 
series  with  its  series  field  winding  and  resistance  is  inserted 
in  the  main  circuit.  A  resistance  is  put  in  parallel  with 
the  series  windings  in  order  to  shunt  a  portion  Of  the  cur- 
rent, therefore  only  so  much  current  as  will  balance  the  load 
between  the  two  armatures  is  allowed  to  pass  through  the 
series  winding.  On  notches  11  and  12  the  resistance  in  tin- 
main  circuit  is  cut  out  In  steps,  and  on  notch  13  the  arma- 
tures are  in  parallel  across  the  full  voltage,  the  field  strength 
being  at  the  maximum.  On  notches  11  and  16  resistance  Is 
inserted  in  steps  in  the  shunt  field  circuit  to  attain  the  top 
speeds. 

When  the  controller  handle  Is  turned  In  a  counter- 
clockwise direction,  the  same  combinations  as  when  ai 
rating  are  made  as  far  as  notch  13,  and  the  speed  reduced 
from  the  maximum  down  to  a  speed  which  is  only  slightly 
more  than  double  the  maximum  regenerating  speed  In  series. 
But  on  notches  u>.  li  and  10  the  connections  are  exactly  the 
same  as  on  notch  13,  and  when  the  circuit  is  opened  pre- 
paratory to  going  into  series  there  is  thus  no  resistance  In 
series  with  the  armatures.  On  notch  9  resistance  is  con 
nected  in  series  with  the  shunt  field  windings  and  the  arma- 
tures are  connected  in  series.  In  scries  with  resistance.  On 
notches  S  and  7  this  resistance  is  cut  out  in  steps  until  on 
not  eh  6  the  armatures  in  series,  are  connected  across  the 
full  voltage.  On  not  eh  5  the  resistance  in  series  with  the 
shunt  fields  is  reduced,  and  on  notch  4  it  is  cut  out  alto- 
gether. At  this  point  the  speed  of  the  car  has  been  reduced 
to  the  minimum  regenerating  speed.  The  handle  is  then 
shut  off  in  the  usual  manner  and  the  hand  brake  applied. 
But  when  moving  the  handle  from  notch  4  to  the  off  posi- 
tion, the  resistance  which  was  inserted  on  notches  1.  2  and 
3.  when  moving  in  a  clockwise  direction,  is  kept  short- 
circuited,  thus  again  providing  tor  the  opening  of  the  cir- 
cuit with  the  armatures  connected  across  the  full  voltage 
The  rheostatlc  brake  notches  I.  2  and  M  make  connections 
similar  to  those  used  for  the  same  purpose  in  ordinary  eon 
trollers.  But  these  notches  In  the  controller  coincide  with 
the  power  notches  15,  14  and  13.    This  is  effected  as  follows: 

Notches  1,  2,  3,  10,  11  and  12  make  connections  as  shown 
on  the  diagram  when  the  controller  handle  is  moving  in  a 
clockwise  direction,  but  when  the  handle  is  turning  in  tin- 
opposite  direction  the  resistance  In  series  with  the  arma- 
tures is  kept  short-circuited. 

The  notches  t,  s  and  9  give  connections  as  shown  in 

the  diagram    when    the   handle    is   moving   in   a   nerelook- 

wise    direction,    but    the    resistance    in    series    with    the    ainia 

tup-s  is  kept  short-circuited  when  the  bandle  is  moving  In 
a  clockwise  direct  ii 

rring  to  Pig    i,  which  is  a  development  of  the  con 
trailer  laid   out    In    the   usual   way:    linger  22  is  connected 
direct  to  the  trolley,  and  the  six  Dngers  Immediately  below 
it  me  connected  to  the  resistance  used  in  the  ormatun 
cult,     when    the    controller   oyllnder   connects    the    trolley 
32   t"  one    of    these   resistance   Dngers,   the  current 

Mows  through  the  real  tance  ooi cted  between  that   I 

ami   the  bottom   oni    R    8  and   then   through  the  arms 
For  on  notch  i  anger  23  is  connected  to  finger  it   3, 

the  resistance  In  circuit  Is  therefore  it.  2  On  notch 

5  tin  connected  to  linger  it,  b,  the  resistance  is 

therefore  CUl ted       Now     contact     ling    X.    Is    loose    on 

the   main   cylinder,   and   is   driven    bj    B    pin   winking   in   a   slot. 

which  enables  the  loose  ring  to  lag  between  the  main  barrel 
by  ti  covered  by  three  notches,    when  the  eon' 

i  clockwise  direction,  the  po  Won  "t  this  slip- 
ring  own  on   the  diagram,  but   it    the  oontrolli 
movei              o  notch   6    and  thi  to  the  oir  position, 

the    slip    contact     h  three    notches    behind    111. 

ol    the    main    cylinder    and    takes     up     the    position    shown    In 

dolled     lines.       It     will    tbui    I"-    seen    that     tin  .  .•    In 

10    ii   ami    12  is  short  circuited 

when    the    controller    handle    Is    being    turned    In    a    coupler 

in   i be    .Hue  manner  the  resistance  In 
It  on  notches  7,  8  j  borl  circuited  onlj  when  the 

direction,    Now  notch 
.viien  the 
tune  The  Dn 

the  trolle)  and  connected  to 

i  oyllnder  on  the  left  of  the 

nI    on    He     Ill  a    QOtl 

on  ti on. i  notch,   it    i    i;    8     and  on  the 


48 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  2. 


notch   all   resistance   is   short-circuited   by   contact  X.,   which 
will  be  in  the  position  indicated  by  dotted  lines. 

The  present  form  of  controller  has  only  been  in  exist- 
ence 12  months,  but  about  100  of  them  are  working  suc- 
cessfully. When  the  first  experiments  were  made  in  1903 
the  motors  were  connected  permanently  in  series,  the  speed 
being  regulated  by  the  shunt  field.  This  worked  well  on  the 
level,  but  great  difficulty  was  experienced  in  preventing 
drivers  from  climbing  steep  gradients  with  a  weak  field,  which 
caused  heavy  flashing  at  the  commutators.  It  was  then 
recognized  that  the  introduction  of  the  series  parallel  system 
of  control  was  necessary  to  make  the  regenerative  system 
suitable  to  ail  conditions.  The  first  scheme  was  to  weaken 
the  field  until  the  armatures  had  attained  a  speed  in  series 
double  the  minimum  reactive  speed,  then  to  open  the  arma- 
ture circuit,  double  the  shunt  field  strength,  close  the  arma- 
ture circuit  again  with  the  armatures  in  parallel,  and  then 
again  weaken  the  shunt  field  to  attain  the  necessary  speed. 
For  these  experiments  a  box  full  of  open  switches  was  used. 
It  was  found  that  the  armatures  could  be  put  into  parallel 
only  by  making  a  considerable  pause   to  allow   the  field   to 


braking.  If  a  car  were  descending  a  grade,  and  from  any 
cause  were  cut  off  from  the  source  of  supply,  the  braking 
effect  would  be  immediately  lost,  also  the  driver  in  shutting 
off  his  controller  might  produce  momentarily  the  combina- 
tion of  a  strong  field  and  a  high  speed,  thus  allowing  the 
motors  to  generate  a  voltage  which  has  destroyed  a  consid- 
erable number  of  lamps  and  not  a  few  station  voltmeters. 

Both  these  troubles  have,  however,  been  cured,  or  rather 
prevented,  by  the  device  shown  diagrammatically  in  Fig.  3. 
Suppose  a  car  to  be  descending  a  gradient  at,  say,  six  miles 
an  hour,  and  suppose  also  that  while  so  doing  the  trolley 
comes  off  the  wire,  there  is  a  tendency  for  the  voltage  across 
the  motors  to  increase;  directly  this  happens,  the  current 
in  the  coil  A  increases  and  trips  the  switch  X,  so  estab- 
lishing a  circuit  from  contact  E  to  F,  and  then  the  resistance 
C  to  earth. 

In  actual  practice  it  is  found  that  should  the  supply  be 
interrupted  as  explained  above,  a  car  can  be  brought  to  a 
speed  as  low  as  two  miles  an  hour  by  the  ordinary  move- 
ment of  the  controller  handle,  the  regenerated  current  pass- 
ing  through   the   resistance   C,    instead   of   along   the   trolley 


Reversing  Bairel 
Reverse     Forward 


Brake    Runnin; 
Brake  Barrel 


Line 


111 


Cable  Bundle  to  _ 
other  Controller 


Overload 
Circuit  Breaker 


O 


Armature 


Regenerative    Control- 


Y 

Eartii 

-Figures   2    and    3. 


t 
Earth 


increase,  and  then  only  on  the  level.  To  cure  this  the  con- 
troller was  arranged  to  insert  a  small  resistance  in  the  main 
circuit  in  order  to  give  the  shunt  fields  more  time  to  in- 
crease. This  arrangement  worked  well,  and  the  motors 
could  be  switched  into  parallel  on  an  8  per  cent  gradient. 
It  was  then  found  that  getting  the  armatures  back  into  series 
was  even  more  difficult  than  getting  them  into  parallel,  it 
being  necessary  to  use  more  resistance  in  the  armature 
circuit.  This  difficulty  was,  however,  overcome  in  the  first 
series  parallel  controller  that  was  made  on  the  circular 
plan.  Many  motors,  however,  will  not  work  sparklessly  in 
series  with  the  field  weakened  sufficiently  to  produce  double 
the  minimum  speed,  and  the  controller  has  therefore  been 
redesigned  with  three  resistance  notches  for  making  the 
series  parallel  changes.  Twelve  months  after  the  commence- 
ment of  the  experiments  with  series  parallel  working  there 
were  14  cars  running  with  series  parallel  control  on  the 
Yorkshire  Woollen  District  Tramways,  an^i  they  have  never 
given  any  trouble. 

It  can  tip  taken  as  a  fact  that  any  motor  which  is  good 
when  series  wound  is  good  also  as  a  regenerative  motor. 

Safety  and  Economy. 

One  of  the  advantages  of  this  system  is  that  any  notch 
corresponds  to  a  definite  speed,  and  that  a  car  cannot  accel- 
erate beyond  this  and  get  out  of  hand.  Until  lately,  how- 
ever, there  was  one  objection  to  the  regenerative  method  of 


wire.     Thus  the  regenerative  brake  is  not  dependent  for  its 
action   upon   the  continuity   of  the  supply   circuit. 

There  are  four  claims  for  the  regenerative  brake: 

1.  It  cannot,  under  any  circumstances  whatever,  or  with 
any  condition  of  the  rails,  lock  the  car  wheels. 

2.  If  it  is  out  of  order  the  car  cannot  be  moved. 

3.  It  is  not  dependent  on  the  continuity  of  the  supply 
circuit. 

4.  The  more  you  use  it  the  less  it  costs;  in  fact,  it  pays 
you  to  use  it. 

The  saving  in  current  varies  according  to  the  contour 
of  the  -route,  conditions  of  traffic,  etc.  On  level  lines  it  is 
small,  but  on  hilly  lines  may  be  as  much  as  30  per  cent. 
Copies  of  comparative  current-consumption  tests  on  cars  on 
the  lines  of  the  Bristol  Tramway  &  Carriage  Company  over 
about  44  miles,  the  South  Metropolitan  Tramways  Company 
and  the  Devonport  &  District  Tramways  Company  are  given 
in  the  paper.  In  these  three  cases  savings  of  24,  26.7  and 
28.7  per  cent  respectively  are  obtained.  At  Bristol  and  on 
the  South  Metropolitan  company's  lines  at  Penge  the  tests 
were  made  with  special  cars  unloaded,  but  at  Devonport  the 
meter  was  fixed  on  cars  running  in  service,  the  tests  ex- 
tending over  about  54  miles. 

A  special  point  of  interest  in  the  Penge  test  is  that  the 
total  current  taken  by  the  regenerative  car,  before  deducting 
the  regeneration,  is  6.5  per  cent  less  than  the  current  taken 
by  the   aeries  Motor  car. 


January  12,  1907. 


ELECTRIC     RAILWAY     REVIEW 


4<> 


THE  PROGRESS  OF  ELECTRICAL  EQUIPMENT  OF  STEAM 
ROADS." 


BY    BION    J.    Ai;\o|  0. 


Oil  a  former  occasion,  in  September,  1904.  I  said:  "That 
electricity  will  be  generally  used  on  our  main  railway  ter- 
minals, and  ultimately  on  our  main  through  lines  for  pas- 
senger and  freight  service,  I  am  convinced,  but  I  do  not  an- 
ticipate that  it  will  always  be  adopted  on  the  ground  of 
economy  in  operation,  neither  do  I  anticipate  that  it  will 
come  rapidly,  or  through  the  voluntary  acts  of  the  owners  of 

m  railroads,  except  in  special  instani 

Confirming  the  prediction  which  I  then  made,  to  the 
effect  that  the  steam  railroads  would  acquire  the  electric 
roads  paralleling  them,  I  call  attention  to  the  fact  that  ac- 
cording to  published  reports  the  New  York  Central  &  Hudson 
River  Railroad  Company  has  since  then,  in  addition  to  prac- 
tically completing  its  great  electric  terminal  in  New  York 
City,  either  purchased  outright  or  acquired  indirectly  the 
controlling  interest  in  most  of  the  interurban  roads  parallel- 
ing its  lines  between  Albany  and  Buffalo,  and  the  New  York 
New  Haven  &  Hartford  Railroad  has  recently  acquired 
practically  all  the  interurban  roads  which  compete  with  it 
in  its  territory. 

Projects   Under  Way. 

The  Krie  Railroad  is,  in  addition  to  its  preparation  for 
the  electrification  of  its  terminals  in  the  vicinity  of  Jersey 
City,  now  equipping  34  miles  of  track  extending  southeast  of 
Buffalo,  thus  retaining  traffic  which  might  have  been  taken 
from  it  by  the  construction  of  competing  interurban  lines. 
In  like  manner  the  Pennsylvania  Railroad  system,  in  addition 
to  the  electrification  of  its  great  terminal  system  In  the 
vicinity  of  New  York,  is  gradually  electrifying  the  Long 
Island  Railroad  system.  The  New  York  New  Haven  & 
Hartford  Railroad  Company  is  also  going  to  great  expense 
In  the  electrification  of  its  line  from  New  York  City  to  Stam- 
ford. Conn.,  a  distance  of  31  miles,  with  reasonable  probabil- 
ity of  gradual  extension  of  electric  traction  over  its  system. 

Those  few  examples,  together  with  the  electrical  opera- 
tion of  the  great  Simplon  tunnel,  by  means  of  which  the 
traveler  will  be  carried  from  Switzerland  into  Italy  without 
the  annoyance  due  to  obnoxious  gases  emitted  from  the 
steam  locomotive,  I  believe  are  sufficiently  impressive  to  em- 
phasize the  correctness  of  the  lines  of  development  outlined 
by  me  in  1901,  involving,  as  they  do.  an  expenditure  of  ap- 
proximately $100,000,000  for  electrical  equipment,  and  a  col- 
lateral  Investment  of  some  $300,000,000  more. 

In  addition  to  these  general  types  there  are  now  under 
ruction,  or  contemplated  construi  I   in- 

stallations adopted  for  various  reasons,  such,  for  instance,  as 
the  St.  cialr  tunnel  of  the  Grand  Trunk  Railway  system, 
ling  from  Port  Huron,  Michigan,  to  Sarnia,  Ontario, 
wherein  steam  locomotives  will  soon  be  abandoned  and 
trains  operated  electrically.  The  equipment  of  the  Cascade 
division  of  the  Great  Northern  Railway,  over  the  Cascade 
mountains,  a  distance  of  about  100  miles,  although  not  yet 
definitely  decided,  Is  another  notable  example  of  the  contem- 
I  application  of  electricity  to  steam  roads.  Its  equip- 
ment would  eliminate  the  use  of  steam  locomotives  now 
operating  over  a  tortuous  piece  of  road,  and  through  a  long 
and  difficult  tunne]  Klectriflcatlon  Is  also  contemplated  up- 
on a  division  of  the  Southern  Pacific  Railway,  through  the 
Sierra  Nevada  mountains,  for  the  purpose  of  eliminating  the 
difficulties  due  tu  tunnel  operation  and  of  Increasing  the 
I  the  road,  which  is  now  limited  by  the  ilse  of  the 
earn  locomotl 

New  York  Central  A.   Hudson   River  Railroad  Company. 

The  \,.w  York  Central  Railroad  Compan  ntiy 

operation,  for  price,   Interurban   trains 

rnnnli  •  w  York  City  and  Yonkera,  a  dl 

H  tin  now  Introducing  electric  locomotive*  Into  the 

-n  of  It k  through   trains,   be! 
the  G  Tal   terminal  and   i  nd   North 

Whit*    Plaint,   on   the    Harlem   division,   29   miles,   from    New 
York 

Installation  win.  when    completed,  con  i  t     of    two 
power    stations    of  -  ions 

which  win  supply  and  dlstributi  bout 

400  miles  of  track  within  a  rndlus  of  40  mil--     from  the  I  ItJ   of 
New   York.   The   type  Of   I'H'omotive   fOT   through   train    service 
has,  by  a  long  series  of  experiments,  i 
doing  the  work  for  which  It  Is  Intended      Thirty-five  of  these 


IhleagOi 

in  . 


machines   are   now   read;    tor  operation,  and   will   be  intro- 

d   as   rapidly  as   men   can   be   trained   to  i  them. 

Bach  locomotive  weighs   too  tons,  has  a  normal  capacity  of 

2,200  hp.  and  a  maximum  capacity  of  3,000  hp.  and  will  run 

peeds   varying   from    10   to   80   miles   per  hour,   depending 

upon  the  weight  of  the   trains,   which   Will   vary   from  250  to 

900  tons.     Two  or  more  locomotives  can  be  coupled  together 

for  heavy  train  service,  and  operated  upon  the   multiple-unit 

in  iu   the  same  manner  as  the  cars. 

Two  hundred  steel  motor  cars  will  soon  be  placed  in  ser- 
vice, each  equipped  with  400  hp.  of  motor  capacity,  and  so 
arranged  thai  they  can  be  run  singly  or  In  multiple,  at  will, 
although  some  are  now  used  as  trailers  without  motor  equip- 
ments Each  motor  car  is  60  feet  long  over  all.  weigh 
tons,  seats  t'.il  passengers,  and  is  designed  to  run 
imum   speed  of   '>2  miles  per  hour. 

One  power  house,  in  which  has  been  installed  20,000  kw. 
capacity  in  turbo-generators  and  the  necessary  auxiliaries, 
is  now-  In  service,  and  the  energy  is  distributed  trains 

by  means  of  four  substations,  in  which  are  placed  storage 
battery  auxiliaries  for  the  purpose  of  regulating  the  load 
upon  the  power  stations,  and  for  reserve  capacity  in  ease  of 
accident  to  any  substation  or  power  station.  From  the  sub- 
stations the  energy  is  distributed  to  the  trains  by  means  of 

adarj  copper  feeders  and  the  inverted,  or  under-contact, 
type  of  third  rail. 

Pennsylvania  Railroad  Company  Tunnels. 

Beginning  at  Bergen  Hill  in  New  Jersey,  about  2.7  miles 
from  the  proposed  New   York  City  station,  and  almost   d 
ly   in   line   with   Thirty-third  i    Manhattan    Island,  the 

plans  of  the  Pennsylvania  Railroad  contemplate  the  construc- 
tion of  two  tunnels,  each  19  feel  in  dlami  allel  with 
each  other,  from  Bergen  Hill,  through  the  Palisades,  and  un- 
der the  Hudson  river,  thence  under  a  portion  of  Manhattan  Is- 
land to  the  terminal  station  located  between  Thirty-second 
and  Thirty-fourth  Streets,  and  Seventh  and  Eighth  avenues  in 
New  York  City.  From  this  terminal  station  eastward  there 
will  be  four  tunnels,  each  23  feet  in  diameter,  extending 
across  the  island  under  the  East  river  to  the  terminal  in 
Long  Island  City,  where  the  tracks  will  come  to  the  surface, 
and  connect  with  the  extensive  yard  contemplated  by  the 
Pennsylvania  system  at  that  point.  Through  these  tun 
which  are  about  14,000  feet  in  length,  will  be  Qperatd,  by 
electric  lot                    all  passenger  service  entering  New    | 

of  the  Pennsylvania  Railroad,  and  probably  a  large 
amount  of  freight  for  the  distribution  yard  at  Long  Island 
City.  The  suburban  trains  for  interurban  service  passing 
through   these   tunnels   will   be  operated   On    the   multiple-unit 

m,  and  the  electric  locomotives  will  be,  as  in  the  case 
of  the  New  York  Central,  similarly  operated,   when   it    i 
sired  to  couple  them  together. 

Hudson  &  Manhattan  Tunnels. 

For    the    purpose    of    enabling    the    interurban    and    other 
n   roads  entering  Ji  .    to  enter   the   city   of   New 

there  are  now   being   constructed    tw her   systems 

oi  tunnels,  one  under  the  name  of  the  Hudson  &  Manhattan 
Railroad,  and  the  other  under  the  name  of  the  New  York  & 
Jersey  Railroad.  The  interests  of  both  companies  have  re- 
centl)  bees  consolidated  and  now  operate  under  the  name  of 
former. 

The   two   tunnels  of   the    Hudson   &   Manhattan  company 

1     I  hange  Place   |]  I  ity   to  a 

terminal   at    Church   and    Full-  In   the    Island   of   Man 

Of   about    B, tee)        The   tunnels  of   the 

New    York   &   Jem  y    Railroad    company  will    extend    from 

the   foot    ol    I'm  In   Jersey   City    to   Morton    it 

mi  Manhattan  i  land,  i  distant I  about  6,000  ft. 

It    will    be   noticed    that    the  tunnels  of   both   of  these  com- 
nre   considerably    smaller   than    those   of    the    i 

ranla   company,     'i  ructed    tor  the  purpose  of 

feedlni   the   pn  bway   of  the   tnterborougfa   company, 

quently  all  can  entering  these  tunnels  will  have  to  be 

of    the    speelal    small    and    lov  by    the    lllter- 

boroi.  my,  m   misfortune   which  it  .ible 

now  to  overcome,  as  it   win  effectually  prevent  any  of  the 

through    trains    of    the    Steam    road,    which    now    terminate    at 

nterlng   Manhi  md    unlets   thi 

.'.  h  tunnels  or  their  own  to  bo  hereafter  constructed 
in  addition  to  the  subways  heretofore  mentioned,  to  bo 
used  for  tho  a<  'Hon  of  steam  railway  trafflo,  there 

four  additional  tuns  ructed  under  the  Bast 

riM-r.  two  Up  'he  New  York  a  Lone  [aland  Railroad  C 

md  two  under  the  direction  of  the 

omnalssion,  from  the  present  terminal  or  the 

orough  subway  al   the  Battery  to  Joralemon  street  in 

•.n.  connecting   with   the   noway   under   construetlon 


50 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  2. 


tn  the  Flatbusb  terminal  of  the  Long  island  Railroad  Com- 
pany. 

It  will  thus  be  seen  thai  when  (lie  tunnels  which 
are  now  under  construction  arc  completed  there  will  lie  six 
under  the  Hudson  river,  ami  eight  under  the  East  river,  or 
fourteen  in  all. 

Operation    Details. 

While  certain  experimental  electric  locomotives  have 
iniilt  tor  operation  in  the  Pennsylvania  tunnel,  and  it  is 
probahlc  that  the  third-rail,  direct-current  method  of  propul- 
sion will  he  used,  1  do  net  understand  that  the  type  of  loco- 
motive or  system  of  propulsion  has  been  absolutely  decided 
upon. 

All  ears  which  will  operate  through  the  tunnels  of  the 
Hudson  it  .Manhattan  company,  and  the  Xew  York  &  Jersey 
company  will  necessarily  have  to  be  of  the  type  which  will 
opet ate  upon  the  direct-current  third  rail,  such  as  is  used  in 
the  operation   of  the  Interhorough  company's   subway. 

The  Xew  York  Xew  Haven  &  Hartford  has  adopted  the 
single-phase  overhead-contact  method  of  train  propulsion,  and 
is  now  engaged  in  installing  and  getting  ready  for  operation 
the  most  extensive  and  elaborate  single-phase  system  yet 
attempted,  the  outcome  of  which  is  being  watched  with  great 
interest  by  railroad  men. 

This  company  is  at  present  installing  electric  traction 
on  its  system  between  Woodlawn,  where  its  tracks  join  those 
of  the  New  York  Central,  and  Stamford,  Conn..  33  miles  from 
New  York.  Between  Woodlawn  and  Stamford  the  road  will 
be  equipped  with  overhead  working  conductor,  operating 
with  single-phase,  25-cycle  current  at  11,000  volts.  From  this 
conductor  the  current  will  be  collected  by  means  of  under- 
contact  sliding  shoes,  transformed  to  a  pressure  of  about  450 
volts  by  the  transformers  carried  upon  the  locomotives,  and 
used  in  the  motors  as  alternating  current.  Each  locomo- 
tive is  designed  to  weigh  72  tons,  has  a  nominal  capaci- 
ty of  1,000  hp.  and  is  designed  to  make  26  to  45  miles  per 
hour,  with  trains  varying  from  200  to  250  tons.  Several 
of  these  locomotives  have  been  delivered  and  are  now  being 
tried  out  upon  the  experimental  tracks  of  the  company,  and 
it  is  expected  that  they  will  go  into  practical  service  as  soon 
as  the  overhead  work  and  power  station  equipment  can  be 
completed.  The  company  will  not  at  present  use  the 
multiple-unit  system,  but  will  operate  .its  suburban  trains  by- 
means  of  these  electric  locomotives,  30  of  which  have  been 
ordered  for  this  service.  The  overhead  construction  is  di- 
vided in  sections  with  suitable  circuit  breakers  at  the  end 
of  each  section  which  will  open  automatically  in  case  of  a 
short  circuit,  or  can  be  manually  controlled  by  the  towermen. 

St.  Clair  Tunnel. 

In  order  to  eliminate  the  present  objections  regarding 
the  use  of  steam  locomotives  in  the  St.  Clair  tunnel  of  the 
Grand  Trunk  Railway  system,  extending  between  Port 
Huron,  Mich.,  and  Sarnia.  Ont„  the  officials  of  that  company 
decided  a  little  over  a  year  ago  to  adopt  the  single- 
phase  method  of  propulsion.  The  equipment  will  consist  of 
six  electric  locomotives,  weighing  120  tons  each,  having  a 
normal  capacity  of  1,500  hp.,  capable  of  exerting  a  drawbar 
pull  of  25,000  pounds,  at  a  speed  of  10  miles  per  hour,  and  a 
maximum  speed  for  passenger  train  service  of  35  miles  per 
hour. 

The  power  station,  which  is  now  well  under  construc- 
tion, will  contain  two  1,250-kw.  turbo-generators,  either  one 
of  which  will  be  capable  of  operating  the  tunnel  up  to  its 
full  capacity,  the  other  being  held  in  reserve. 

Erie   Railroad. 

The  Erie  Railroad  Company  has  a  commission  organized 
for  the  purpose  of  electrically  equipping  its  lines,  now  run- 
ning out  of  Jersey  City,  a  total  of  about  250  miles,  although 
it  is  contemplated  that  but  35  miles  will  be  immediately 
equipped,  viz.:  the  division  extending  from  Jersey  City  to 
Greenwood  Lake.  In  addition  to  its  suburban  lines  in  the 
vicinity  of  Jersey  City  and  its  terminal,  the  road  now  has 
under  construction  34  miles  of  single  track,  known  as  the 
Rochester  division.  This  division  lies  between  Rochester, 
X.  Y.  and  Avon,  with  a  branch  between  Avon  and  Mt.  Morris. 
The  single-phase  alternating-current  system  will  be  used, 
having  a  working  pressure  of  11.000  volts  on  the  overhead 
conductor.  The  energy  will  be  secured  from  Niagara  Falls 
at  a  pressure  of  60,000  volts.  Six  passenger  coaches,  54  feet 
long,  and  seating  56  people,  will  be  placed  in  service,  each 
car  weighing  about  50  tons,  and  equipped  with  four  100-hp. 
motors.  These  cars  will  be  capable  of  a  maximum  speed 
of  from  45  to  50  miles  per  hour,  and  of  hauling  one  trailer. 
While  this  extension  of  the  Erie  system  is  short,  the  com- 
pany has  under  contemplation  the  electrical  equipment  of  its 
entire  suburban  service  surrounding  Jersey  City,  which  will 


involve  an  expenditure  of  some  $15,000,000.      Plans  are  now 
being  formulated  for  this  expenditure. 

West  Jersey  &  Seashore  Road. 

This  is  a  recently  electrified  branch  of  the  Pennsylvania 
from  Camden,  X.  .)..  to  Atlantic  City,  65  miles.  The  equip- 
ment consists  cit  a  power  house,  8  substations,  and  71  miles 
of  duplicate  high-tension  line.  The  service  is  ultimately  tto 
consist  of  three-car  express  trains  running  60  miles  per  hour 
on  a  LS-minute  headway,  and  local  service  at  lu-minute  inter- 
vals. 

The  equipment  of  this  line  was  done  in  record-breaking 
time,  the  site  for  the  power  house  having  been  chosen  Jan- 
uary 17,  1906,  and  on  July  1st  two  boilers  were  under  steam 
with  a  turbine  and  auxiliaries  running,  and  car  service  on 
the  line. 

In  the  substations  the  line  voltage  is  reduced  and  trans- 
formed from  33,000  volts  three-phase,  to  650  volts  direct-cur- 
rent. Third-rail  equipment  was  used,  of  Pennsylvania  Rail- 
road standard  dimensions.  These  dimensions  will  satisfactor- 
ily operate  with  equipment  of  the  Long  Island  Railroad  and 
the  Interhorough  system  of  Manhattan  Island. 

The  rail  is  protected  at  stations  and  in  yards.  The  cars 
for  service  on  this  line  have  a  seating  capacity  of  58,  are 
double  vestibuled,  and  are  well  protected  from  fire  risk.  The 
cars  are  55  feet  5%  inches  long,  and  weigh,  when  fully 
equipped,  89,000  pounds,  being  heated  and  lighted  electrical- 
ly, and  equipped  with  hand  brakes  and  quick-service  air 
brakes. 

Southern    Pacific    Railway,   San    Francisco. 

The  Southern  Pacific  Railway  system  is  making  active 
preparations  to  change  about  20  miles  of  local  steam  line  for 
electric  traction  service.  The  line  extends  from  the  ferry 
terminal  to  Alameda  and  Oakland.  Generator  station  is  at 
Alameda  point.  The  electrical  equipment  is  built  for  500 
volts  direct-current,  with  overhead  trolley  and  utilizing  pres- 
ent tracks.  A  year  has  been  allowed  for  this  work  to  be 
completed,  after  which  time  the  electrification  of  the  lines 
may  possibly  be  extended.  It  is  not  the  intention  at  present 
to  do  away  with  the  steam  locomotives,  but  these  will  be 
used  to  aid  the  electric  service  during  the  rush  hours.  It 
is  stated  that  an  appropriation  of  about  $1,250,000  has  been 
made  for  this  work. 

West    Shore    Railroad. 

An  important  piece  of  equipment  for  electrical  operation 
is  now  under  construction  by  the  West  Shore  Railroad  sys- 
tem between  Utica  and  Syracuse,  N.  Y.  The  work  in  hand 
covers  a  distance  of  44  miles,  and  the  passenger  schedule 
provides  for  limited  trains  in  each  direction,  making  the  dis- 
tance from  terminal  to  terminal  in  1  hour  and  22  minutes. 

Electric  power  will  be  furnished  by  the  Hudson  River 
Electric  Power  Company,  which  will  deliver  three-phase  60,- 
000-voIt  current  at  the  railway  company's  substation  7  miles 
west  of  Utica.  There  will  be  four  substations  located  about 
10Y2  miles  apart.  These  will  be  identical  in  construction 
and  each  will  be  equipped  with  two  300-kw.  rotaries  and  nec- 
essary apparatus  for  transforming  60,000  volt  three-phase  cur- 
rent to  direct  current  for  distribution  to  the  rails  at  600  volts. 
The  transmission  line  towers  will  be  of  steel.  There  will 
be  391  of  these  towers  with  normal  spacing  of  4S0  feet.  Most 
of  the  towers  are  39  feet  high,  the  highest  being  63  feet. 
The  line  conductors  will  be  located  at  the  vertices  of  an 
equilateral  triangle  7  ft.  on  a  side.  The  third  rail  construc- 
tion is  the  Wilgus  under-running  protected  type.  The  com- 
pany will  operate  15  closed  cars,  49  feet  over  the  bumpers, 
each  equipped  with  four  75-hp.  motors  per  car,  and  multiple- 
unit  control. 

Spokane   &   Inland    Railway   Company. 

This  is  a  single-phase  line  between  Spokane.  Washing- 
ton and  neighboring  cities,  having  a  total  mileage  of  114. 
The  capital  invested  in  the  project  is  approximately  $3,500.- 
000.  The  service  includes  passenger,  mail,  express  and  car- 
load freight.  The  power  is  purchased  from  the  Washington 
Water  Power  Company  and  is  delivered  to  the  railway  com- 
pany as  three-phase  60-cycle  current  at  a  frequency-changing 
station  10  miles  south  of  Spokane.  This  station  has  four 
frequency  changers  each  of  nominal  1,000  hp.  capacity  which 
convert  the  current  to  25-cycle  2.200-volt  single-phase  cur- 
rent. For  transmission  to  the  substations  this  2,200-volt  cur- 
rent is  stepped  up  to  45.000  volts  and  transmitted  to  15  sub- 
stations where  it  is  stepped  down  to  6,600  volts  for  direct 
connection  to  the  trolley  circuits.  The  cars  and  locomotives 
operate  on  three  different  voltages  at  different  parts  of  the 
line. 

The  cars  are  equipped  with  four  100-hp.  alternating- 
current    motors.      The    locomotives    use    the    same    type    of 


January  12.  1907. 


ELECTRIC     RAILWAY     REVIEW 


51 


motors  but  have  a  capacity  of  150  hp.  each.  Both  the  loco- 
motives and  coaches  may  be  operated  on  the  multiple-unit 
m.  The  locomotives  are  capable  of  handling  seven  stan- 
dard freight  cars,  fully  loaded,  at  30  miles  per  hour,  on  level 
track.  The  locomotives  weigh  4H  tons  each  and  have  a  length 
over  the  bumpers  of  .:>  feet 

European    Work. 

Some  recent  installations   may   be  of  interest.      Pr> 
is  being  made  on  the  tunnel  work  under  the  Seine  for  addi- 
tional lines  to  the  Paris  Metropolitan  Railway. 

The  project  for  the  tunnel  under  the  English  channel 
between  Calais  and  Dover  has  acquired  a  new  interest  and 
is  a  subject  under  much  discussion.  The  proposed  tunnel 
would  be  18  feet  in  diameter,  the  submarine  portion  being  Jl 
miles  in  length  with  approaches  6  miles  in  length  and  ol 
course  would  be  operated  electrically.  This  tunnel  is  de- 
signed to  carry  the  rolling  stock  of  the  principal  European 
railroad  companies. 

The   Simplon   Tunnel    Locomotive. 

The  locomotives  are  designed  to  allow  two  normal  run- 
ning speeds  which  are  obtained  by  the  proper  switching  of 
the  circuit.  Power  used  is  from  3.000-volt  three-phase  15-cycle 
circuits  and  provides  the  two  standard  speeds  of  25  and  40 
miles  per  hour.  They  are  designed  to  pull  a  total  load  of 
4  4"  tons  including  the  locomotive,  this  condition  to  hold 
good  even  with  reduction  of  line  pressure  as  low  as  2,700 
volts. 

A  trolley  is  mounted  on  the  roof  at  each  end  of  the  loco- 
motive and  works  against  the  overhead  wire,  the  design  of 
this  trolley  being  a  special  feature  of  this  locomotive.  The 
lower  parts  have  the  form  of  a  parallelogram  which  can  be 
raised,  or  lowered  by  air  pressure.  The  upper  arm  which 
carries  the  trolley  contact  is  made  very  short  and  light  and 
has  a  limited  motion  to  either  side. 

Conclusions. 

From  what  has  been  said  it  can  be  seen  that  rapid  pro- 
is  being  made  in  the  application  of  electricity  to  steam 
tailroads.  Some  installations  have  been  made  on  account  of 
the  economy  in  operation  to  be  effected,  and  the  increased 
earning  capacity  to  be  gained,  while  others  have  been  made 
under  public  pressure. 

With  the  completion  of  the  work  now  under  construction 
by  the  New  York  Central  and  the  New  York  New  Haven  & 
Hartford  Railroad  companies  the  steam  locomotive  will  dis- 
appear forever  from  the  island  of  Manhattan,  and  Its  sur- 
rounding territory. 

Prom  an  examination  of  the  map  of  the  business  district 
of   Chicago,   bounded    by   Sixteenth    street,    Hnlsted,   Chicago 
avenue  and  'he  lake,  It  will  be  seen  that  23  per  cent  of  this 
la  occupied  by  the  tracks  of  steam  railway  companies    In 
view   of   the   |  ,te  of  the  art  of  electric   railroading 

the    right    tl    vitiate   the   air   of   our    congested    districts    by 
mission   Of   large  quantities  of  carbon   dioxide   from   the 
stacks   of   numerous   locomotives   is  as   questionable   as    the 
to   foul   Hie  air  by  the  stenches   from  our  stockyards. 
possibility  of  the  removal  of  these  yards 
our  midst,  is  it  unreasonable  to  hope   'hat  all  of 
railroad  companies,  through  the  wise  foresight  of  their 
*,  may  help   to  purify  and   beautify   the  city, 
ing  tl  ot  now  under  way  by  our  pro 

civic  this  purpose?    In  my  Judgment 

and  probably  three  of  the  companies  now  operating  In   the 
afford  tr,  and  would  profit  by  the  electri- 
itlon  of  their  ^ni>  .us. 


RECENT    ELECTRIC    RAILWAY    LEGAL    DECISIONS. 
BY    J.    L.    BOS  KB,     LL.     B. 


Women  Street  Car  Conductors. 


feature  <~\  the   Valpara 
car  system  is  I'k  conductors;  they  are  women,  wrll 

nndent    of   the    I 

•I    In    like  in    Santiago    and    all    the   Other   • 

r  stectrii 
an  Into  being  at  the  time  of  the  revolution  of  1891,  when 
men   and  plentiful       H.< 

•  iring  the 
Intervening  years  stin   retained,     To  a 

If   la   an    inten 

ik<-   way   In    whirl, 

left  |, 

Inic    ': 


Little   Rock    Railway   ft    Electric    Co.    v.    Goerner    (Ark.),    95 

S.  W.  Rep.  1007.    July  23    1906. 

A  street  railway,  the  supreme  court  of  Arkansas  says, 
may  make  and  enforce  reasonable  rules  to  facilitate  its  busi- 
ness, and  to  protect  itself  from  fraud  and  imposition.  So 
long  as  these  rules  are  not  inconsistent  with  the  rights  of 
the  public  to  transportation  over  the  company's  road,  and  do 
not  impose  unnecessary  and  unreasonable  burdens  upon  them, 
th.y   will   be  enforced. 


Expense  OF  Rniiwn,,    DETECT    COMPETENT  Kmukm  t    RELATIVE 

i"  Wam  or  Came. 
Haskell  v.  Manchester  Street    Railway    i  N.  H.).  64  Atl.  Rep. 

186.    June  5,   1906. 

The  amount  of  expenditure  required  to  have  remedied 
the  defect  from  which  the  plaintiff  received  her  injury,  the 
supreme  court  of  New  Hampshire  says,  had  some  tendency 
to  show  whether  the  defendant  was  guilty  of  a  want  of  care 
in  not  making  repairs  before  the  accident.  The  evidence 
was  competent. 


Duty  to  Tobacco  Uses  Sum, in,,  in  Vestibule  as  Reqiired. 
Goodloe  v.  Metropolitan   Street  Railway   Co.    (Ma 

S.   W    Rep.    182.    July   2.   1906.    Rehearing  denied  0 

1906. 

The  Kansas  City  court  of  appeals  says  that  counsel  for 
the  defendant  appeared  to  think  that  the  plaintiff  was  at  fault 
in  choosing  to  stand  in  the  vestibule  instead  of  seating  him- 
self in  the  car.  The  defendant  did  not  raise  the  issue  of  con- 
tributory negligence  In  its  answer,  and  therefore  that 
was  not  in  the  case.  But  had  it  been  presented,  the  fact 
suggested  would  not  have  sufficed  to  make  the  plaintiffs  con- 
duct an  issue  for  the  consideration  of  the  jury.  The  plaintiff 
had  the  right  to  indulge  in  the  use  of  tobacco  during  the 
transportation,  and  was  riding  in  the  part  of  the  car  pro- 
vided by  the  defendant  for  such  passengers.  The  defendant 
impliedly  invited  him  to  be  there  if  he  chose,  and  in  no  man 
ner  was  relieved  from  the  performance  of  the  duty  it  owed 
him  as  a  passenger  by  his  acceptance  of  the  invitation. 

Mm., i:\ian    am,   COW i    OS    Oltl     I'm:    1-'.  now     SeSTAJ 

THOS]     OK      IXOTHEB      C  \H    Fmiin,.     ,,,    Tl  UN      on      BlOCE 

Ljohtb — Bupncitnci    oi    Birou-Bloce   Bts 

Berg  v.  Seattle,  Renton  &  Southern    Rail 

87  Pac.  Rep.  34.  Sept    _  i    : 

On    a    portion    of    a    single  lilway 

between  two  streets  1,866  feel  apart  when  re  sidings 

and  none  between,  a  single-block  block-llghl  system 
structed.   consisting    of     five     poll  m    equal    ill- 

apart,  on  each  ,,r  which  re  two  red  incandescent  elec 

trie  light-  m  the  north  side,  ,,f  the  pol< 

on  b  or  lever  st  the  south  end,  while  those  <m  the 

south    sides    would    be    turned    on    at    the    north    end    of    the 
block,  the  llgn 

the  motormen  on  all  cars  being  required  to 

turn   the  lights  on   wli.i  the   MOCS   and    tli. 

squired  to  turn  the  lights  .,rr.  it  being  the  duty 
of  the  oondoetc  that  the  motormen  turned  the  II 

f     Tin-  tilngton  holds  that 

the  motormen  and  conductor  oi  ring  the  b 

frotn  i,,.    in,, I,, i  man    and 

the  other  sod,  s<>  that  the  i  would  not   be  liable  to 

tin-  ,,f    the 

tO     t'lt'tl      the      II. 

i.r    the 

tn  bound  i 


52 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  2. 


accident  could  noi  have  occurred,  because  in  that  event  the 
witness  would  have  seen  the  lights  and  remained  at  the  end 
of  the  block  or  returned  to  that  point,  the  court  holds  that 
this  indicated  that  the  system  was  sufficient  for  the  pur- 
poses for  which  it  was  Intended,  and  was  reasonably  safe, 
which  was  all  that  was   required. 


as  were  already  there  were  not  allowed  to  become  filled  up 
and  obstructed,  so  that  the  water  could  not  pass  through. 
If  it  failed  to  exercise  due  diligence  in  this  respect  it  was 
guilty  of  negligence,  and  must  pay  the  damages  caused  by 
such   negligence. 


Running  01    Cab  v7i Ljghi    fbow  Tboixe*  Pole  Having 

Left  Wire. 
Higgins  v.  St.  Louis  &  Suburban  Railway  Co.  (Mo.),  95  S.  W, 

Rep.  863.     June  19,   1006. 

\n  electric  car  collided  with  a  wagon  after  dark  of  a 
November  evening.  The  evidence  showed  that,  the  light  upon 
the  car  went  out  at  a  point  about  250  feet  back,  by  the  trolley 
iug  the  trolley  wire,  by  which  the  car  was  divested 
both  of  light  and  motive  power.  How  this  happened  to  be 
done  was  not  explained  by  the  evidence.  Whether  this  fail- 
ure to  have  the  light  was  the  negligence  of  the  defendant's 
agents  whilst  running,  conducting,  or  managing  the  car,  or  of 
some  independent  cause  was  not  made  to  appear  from  the 
evidence.  All  that  did  appear  was  that  the  trolley  pole  left 
the  wire,  and  that  the  conductor  immediately  tried  to  re- 
place it.  Under  these  circumstances  the  supreme  court  of 
Missouri,  division  No.  t,  concludes  that  there  was  not  suffi- 
cient evidence  to  sustain  the  ground  of  alleged  negligence  of 
failure  to  have  a  light  upon  the  car.  Moreover,  the  court 
says  that  it  cannot  conclude  that  because  the  streets  and 
crossing  mentioned  were  within  the  corporate  limits  of  a  • 
large  city  that  they  were  such  as  would  require  a  reduced 
rate  of  speed  in  approaching  them  even  without  lights  upon  a 
car. 


Liability  for  Obstructing  Flow  of  Water  of  Company 
Building  Road  and  Its  Successor — Duty  of  Latter  to 
Examine  Roadbed  and  Track  to  See  That  There  Are 
the  Required  Openings. 
Ft.  Smith  Light  &  Traction  Co.  v.  Soard  (Ark.),  96  S.  W. 
Rep.  121.    June  18,  1906. 

A  company  which  was  this  traction  company's  prede- 
cessor, and  required  by  city  ordinance  to  construct  its  tracks 
with  suitable  bridges,  drains,  or  pipes  at  all  gutters,  so  as 
to  permit  the  flow  of  water  under  the  same,  built  its  roadbed 
across  a  depression  or  drain  which  crossed  the  street,  with- 
out putting  in  a  culvert  or  drain  for  the  water  to  pass 
through,  thus  forcing  more  water  to  pass  under  a  nearby 
existing  bridge  over  a  creek,  where  it  also  partially  ob- 
structed the  creek  by  placing  a  bent  under  the  bridge,  with 
the  supports  resting  in  the  bed  of  the  creek.  Having  al- 
tered the  flow  of  water  in  that  way,  it  became  the  duty  of 
such  first  company,  the  supreme  court  of  Arkansas  says,  to 
see  that  this  creek  should  not  become  further  obstructed, 
and  the  contention  that  it  was  guilty  of  no  wrong  in  this 
respect  could  not  be  sustained. 

The  contention  that  this  traction  company  could  not  be 
held  responsible  for  the  injury  from  thus  obstructing  the 
flow  of  water  and  causing  it  te  back  up  and  enter  a  store,  in 
the  absence  of  notice  that  the  solid  roadbed  and  the  bent 
under  the  bridge  obstructed  the  water  and  were  nuisances, 
because  this  traction  company  did  not  construct  the  roadbed 
or  erect  the  posts  and  bent  under  the  bridge,  the  court  also 
does  not  consider  sound,  the  ordinance  under  which  the  road 
was  constructed  requiring  of  the  company  constructing  it, 
"its  successors  and  assigns,"  that  the  roadbed  should  be 
constructed  and  maintained  with  suitable  bridges,  drains  and 
pipes  to  permit  the  flow  of  water  under  the  same.  When  it 
purchased  this  railway  and  took  charge  of  it,  this  traction 
company,  the  court  says,  assumed  the  burden  of  complying 
with  this  ordinance.  It  could  not  escape  by  sayffcg  that  it 
had  no  notice.  It  was  its  duty  to  exercise  ordinary  care 
in  examining  its  roadbed  and  track,  and  in  seeing  that  it 
had  the  required  openings,  and  (hat  such  openings  or  drains 


No  Liability  for  Negligence    of  Volunteer  Assisting  Em- 
plots  of  an  Independent  Contbactob  fob  Fireworks  at 

Ami  si  mi;nt  Park. 
Noggle  et  al.  v.  Carlisle  &  Mt.  Holly  Railway  Co.    (Pa.).   64 

Atl.  Rep.  547.    May  14,  1906. 

The  defendant  company  contracted  with  a  dealer  for 
an  exhibition  of  fireworks  in  a  park  on  the  line  of  its  rail- 
way. By  the  terms  of.  its  agreement  the  dealer  was  to  select 
the  fireworks  from  his  stock,  to  have  them  exploded,  and  to 
make  the  best  display  that  could  be  made  for  the  price 
agreed  upon.  The  company  procured  extra  policemen  for 
the  occasion  to  preserve  order  in  the  park,  but  it  did  not 
reserve  nor  exercise  any  supervision  or  control  of  the  ex- 
hibition, which  was  placed  by  the  dealer  in  the  exclusive 
charge  of  a  competent  employe.  During  the  course  of  the 
exhibition  a  piece  known  as  a  "flowerpot"  failed  to  explode, 
and  the  father  of  the  man  in  charge,  who  was  assisting  him 
merely  as  a  volunteer,  handed  it  to  a  boy  12  years  old  and 
told  him  to  take  it  away  and  have  a  good  time  with  it.  He 
took  it  some  distance  from  the  crowd,  touched  a  lighted 
match  to  it,  and  was  injured  by  its  explosion.  A  verdict 
was  directed  for  the  defendant.  The  supreme  court  of  Penn- 
sylvania affirms  the  judgment  in  the  company's  favor.  It 
says  that  the  company  properly  policed  the  park,  provided  a 
suitable  place  for  the  exhibition,  and  placed  it  in  charge  of  a 
competent  person.  The  negligence  that  caused  the  injury 
was  that  of  a  volunteer  assisting  the  employe  of  an  inde- 
pendent contractor.  For  this  the  company  was  not  an- 
swerable. 


No  Liability  for  Injury  to  Inexperienced  Woman  With  In- 
fant in  Arms  Falling  Between  Platforms  of  Cars  on 
Elevated  Road — Request  to  "Move  Quickly"  Not  Un- 
reasonable— No  Duty  to  Warn  or  Assist  Such  a  One — 
Care  Required  of  Her. 
Hawes  v.  Boston  Elevated  Railway  Co.  (Mass.),  78  N.  E. 
Rep.  480.    June  20,  1906. 

The  plaintiff,  with  an  infant  in  her  arms,  had  got  on 
the  platform  of  a  car  of  one  of  the  trains  of  the  elevated 
railway,  and  was  in  the  act  of  entering  the  door  when  the 
brakeman  spoke  up  sharply  and  said:  "Smoking  car, 
madam;  you  can't  go  in  there;  cross  over  into  the  front 
car,  and  move  quickly."  In  attempting  to  obey  him  she  fell 
between  the  platforms  of  the  cars  and  was  injured.  The 
space  between  the  two  platforms  at  its  narrowest  part  was 
7  inches  and  11  inches  wide  in  its  widest  part,  the  ends  of 
the  platforms  being  so  constructed  that  both  curved  away 
from  each  other.  The  supreme  judicial  court  of  Massachu- 
setts sees  no  evidence  of  negligence  on  the  part  of  the  defen- 
dant. It  says  that  there  was  nothing  to  show  that  the  space 
between  the  cars  could  have  been  made  any  less  or  that 
the  ends  of  the  platforms  could  have  been  made  any  differ- 
ent. The  defendant  was  not  bound  to  warn  the  plaintiff  of 
the  space  between  the  cars,  or  to  assist  her  in  crossing  from 
one  to  the  other  and  the  brakeman's  request  to  move  quickly 
was  not,  in  view  of  the  nature  of  the  defendant's  business, 
an  unreasonable  one.  Whether  the  plaintiff  was  in  the  ex- 
ercise of  due  care  need  not  be  decided.  But  it  would  seem 
that  for  her  to  step  from  one  car  to  the  other  without  look- 
ing down  was  hardly  consistent  with  the  exercise  of  due 
care  on  her  part.  The  infant  in  her  aoms  and  her  own  in- 
experience and  weakness  would  seem  to  have  called  for  the 
exercise  of  more  care,  instead  of  serving  as  an  eacuse  for 
the  exercise  of  less  care. 


January  12,  1907. 


ELECTRIC     RAILWAY     REVIEW 


53 


PIPING    &    POWER    STATION    SYSTEMS.— XXVI. 


UV    W.    I..    MORRIS,    M.    I 


The  arrangement  as  shown  in  Figure  236-(Hll-l)  has 
an  outside  water-circulating  tank  and  an  admission  val\ 
discharging  water  through  a  syphon-T,  thus  bringing  about 
a  forced  circulation  when  the  valve  is  open.  It  is  desirable 
to  place  the  storage  tank  as  high  as  possible,  thus  increas- 
ing the  velocity  for  circulation  and  raising  the  overnow.  b. 
to  a  height  sufficient  for  discharging  into  the  open  heater. 
To  insure  the  water  passing  over  the  entire  surface  of  the 
water  box  the  tube.  c.  is  attached  to  the  end  of  the  inlet 


",i'"""""" 


Figure   236— (H11-1). 

pipe.  To  permit  of  free  circulation  the  connections  from  the 
tank  to  the  water  box  should  be  of  large  size  and  arranged 
in  as  direct  a  line  as  possible.  To  prevent  the  possibility 
of  water  wasting  away  through  the  supply  pipe,  if  for  any 
reason  the  pressure  on  it  should  drop  below  that  at  the 
inlet  pipe,  a  check  valve,  d,  should  be  placed  in  the  inlet 
pipe.  With  connections  as  shown  when  the  water  becomes 
very  hot  it  will  boil  in  the  tank  and  give  sufficient  warning 
to  the  operator  so  that  he  may  know  when  to  alter  the  set 
of  the  valve,  a.  and  prevent  any  damage.  To  allow  for  the 
boiling  away  of  part  of  the  water  without  lowering  its  upper 
surface  below  the  inlet,  the  connection,  e,  should  be  made 
lower  than  the  outlet,  b.  Unless  this  precaution  Is  taken 
when  the  water  level  is  lowered  below  e,  circulation  through 

water  box  will  be  entirely  stopped. 

It  may  be  advisable  to  consider  the  merits  of  some  of 

icvlces  using  fire  tile  In  place  of  water-cooled  boxes  and 
designed  to  do  the  same  work.  Tin-  water-COOled  parts  are 
used  to  save  the  expense  of  fire  tile  destroyed  by  the  high 
temperatures  to  which  they  are  subjected.     In  many  cases 

Mta    more    to    maintain    the    water  cooled    part    than    to 
replace  the  tile,  but  as  a  means  of  comparison   note   may 
Lken  of  the  heat  wasted  with  the  irater  box.     (This  is 
i  method  of  comparison.) 

For  n  water  box  in  a  lmiior,  lying  close 

to  th<  away  from  the  direct  Same,  taking 

at  about    50  di  using  al    100  i  about 

two  gallons  of  water  per  mlnnte  are  required.  This  change 
in  temperature  requirea  an  expenditure  i  L  n    per 

minuti-    and    assuming    thai    the   boiler   Is    In    service   80    pet 
me,  the  total  for  I  would  be  iit. 

0  •  B    L  11    per  hour  this  win  be 

per   boiler  hoi  iinm    thl      would    repn 

i.oni  |16     The  tile  1  •  <t*« i f  '• 
would  ordinarily  cost  about  three  dollars,  and 

.    in.- 

1   year    wliho.r 

men!  does  not 
of  pumping 

n      follll-l      " 


expensive  than  the  cost  for  the  repairs  themselves.  This 
has  been  found  to  be  the  case  with  supported  flat  arches 
made  of  tile  and  designed  with  ventilation  space  to  prevent 
the  support  from  being  burned. 

It  has  been  found  by  experience  thai  it  is  economical  to 
have  a  self-supporting  ignitins  arch  in  a  boiler  furnace. 
Such  arches  are  free  from  metal  supports  and  their  tem- 
perature may  become  very  high,  in  fact  much  higher  than 
the  melting  point  of  iron.  These  arches  bring  about  such 
a  saving  of  fuel  as  to  economically  permit  of  the  renew  al 
of  the  arch  every  six  months  and  then  save  money  when 
compared  with  the  ventilating  type  of  construction. 

Small  losses  in  a  power  plant  are  not  easily  noticeable, 
and  in  fact  are  quite  difficult  to  measure.  If  only  1  10  of  a 
pound  of  the  steam  generated  by  each  pound  of  coal  is 
sacrificed  this  loss  will  amount  to  about  1.5  per  cent.  With 
I  horsepower  boiler,  which  would  burn  about  7,500  tons 
of  coal  per  year,  this  percentage  of  loss  would  approximate 
with  coal  at  $2  per  ton.  $22".  per  year  per  boiler.  A  great 
difficulty  in  station  operation  is  the  fact  that  everybody  can 
see  when  a  dollar  is  spent,  but  nobody  can  see  the  effect  of 
saving  ten  times  this-  amount  by  careful  operation.  Money 
spent  for  coal  is  looked  upon  as  a  necessary  expenditure, 
but  that  spent,  for  renewals  and  repairs  is  usually  viewed  as 
an  unnecessary  charge  brought  about  by  careless  manage- 
ment or  defective  apparatus. 

Low-Pressure    Water    from     Economizer    to    Heating    System. 

In  many  power  plants  hot  water  serves  best  for  heating 
service.  If  there  is  available  an  abundance  of  exhaust  steam 
ir  will  probably  be  good  practice  to  use  it  for  heating  the 
water  in  a  large  heater.  For  a  condensing  plant  the  heating 
problem  becomes  somewhat  more  difficult.  A  heating  sys- 
should  be  under  low  pressure.  This  precludes  the  use 
of  water  taken  direct  from  the  boiler. 

The  higher  the  pressure  carried  by  a  condensing  plant 
the  more  suitable  would  be  the  use  of  low-pressure  econo- 
mizers; with  the  lower  pressures  the  strains  In  the  econo- 
mizers would  be  comparatively  small  and  a  supply  of  water 
suitable  for  heating  would  be  available. 

In  Figure  237-(H12-l)  is  shown  an  economizer  arranged 
tor  operation  at  low  pressure,    with  this  arrangement  pump 

No     I    serves   to  Keep  the  economizer   under  pressure  and  dls 

.,!   watei   either  to  feed  pump  .\'i>.  2  or  circulating 
pump  \o.  '■'■■    By  closing  valves  a  and  b,  Hie  heating  b; 

tttirelj    shut    off   from    the  economizer. 

If   the   quantity    of   water   ..assin:;   through   an    economizer 


Fljure   237— <H12-1>. 

Ii  rable  th<  " ol  the  Hue  i   the 

will  be  lower.. i      in  ordinary   practice  an  eeonomlser 
dallvi  brough  it  about   i  8  u  man] 

units  as  the  boilers,  or,  In  other  words,  u   has  about    1  B 

the    1  '"■"'      Bj    Increasing    the 

quantity  or  a  Ing  through  tl conon  tem 

ore  or  the  gases  Is  lowered,  thus  increasing  thi  • 
..r  the  eeonomlser  to  posslblj   1   1  that  ol  the  boiler  plant     In 
mi/.  1  equipment   (or  1 1 ' 

l.oll.  1 


o4 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  2. 


a  temperature  approximating  that  which  would  !»■  done  with 
260  horsepower  capacity  of  Independent  hot-water  heaters. 

It  will  not  be  found  advisable  to  use  over  10  per  cent 
of  the  total  capacity  of  the  boilers  for  beating  purposes,  as 
there  will  be  times  when  only  part  of  the  boilers  are  in 
operation,  and  by  using  water  from  the  economizer  for 
boiler  feeding  the  supply  capacity  for  the  heating  system  will 
also  be  decreased.  With  large  power  plants,  say  of  5,000 
boiler-horsepower  capacity,  only  about  3  per  cent  of  the  out- 
put will  be  required  for  heating,  possibly  150  horsepower,  and 
this  duty  can  readily  be  performed  by  the  economizer  with 
no  perceptible  change  in  water  or  flue-gas  temperatures. 
The  efficiency  of  a  heating  system  so  arranged  would  even 
be  higher  than  that  of  a  steam  plant  not  having  a  heating 
system  in  connection  with  its  economizers,  since  the  ar- 
rangement as  suggested  would  utilize  heat  that  otherwise 
would   be   wasted. 

Low-Pressure    Water   to    Plumbing    Fixtures. 

In  nearly  all  power  plants  both  hot  and  cold  water  are 
required  for  the  plumbing  fixtures  and,  therefore,  a  low- 
pressure  supply  is  necessary  for  this  service.  The  light 
float  valves  furnished  with  water  closets,  basin  cocks,  etc., 
are  only  suitable  for  low  pressures  of  about  20  pounds.  These 
valves  operate  well  on  much  lower  pressures,  but  under 
such  conditions  for  pressures  of  about  five  pounds,  require 
somewhat   larger  lines. 

If  a  low-pressure  water  tank  forms  a  part  of  the  power 
plant  piping  system  the  cold-water  service  should  be  taken 
from  this  supply.  Water  would  then  be  available  for  clos- 
ets and  washbowls,  even  though  the  pumps  were  in  use  for 
other  service.  If  only  a  small  quantity -of  low-pressure  water 
is  required,  say  500  gallons  per  day,  it  may  be  advisable  to 
use  city  water  if  it  is  available.  It  must  also  be  remembered 
that  as  the  quantity  of  water  required  is  reduced  the  size 
and  cost  of  the  necessary  storage  tank  and  its  supports  are 
also  reduced  in  direct  proportion.  For  supplying  such  small 
tanks  the  feed  pump  may  be  shut  off  from  the  boilers  long 
enough  to  allow  the  tank  to  be  filled  once  a  day. 

To  determine  whether  a  tank  or  city  main  supply  should 
be  used  it  is  necessary  to  estimate  the  yearly  cost  of  city 
water  as  compared  with  the  cost  of  raising  water  to  a  sup- 
ply tank,  taking  into  account  interest  and  depreciation  and 
noting  what  saving  there  is  with  one  system  as  against  the 
other.  If  the  saving  is  small  it  is  always  better  practice  to 
eliminate  any  equipment  that  requires  attendance,  repairs, 
etc.  This  may  lead  to  a  decision  in  favor  of  city  water.  It 
should  be. remembered  in  estimating  the  quantity  of  water 
used  that  one  is  apt  to  disregard  waste  caused  by  apparatus 
out  of  order. 

The  supply  of  hot  water  to  plumbing  fixtures  is  usually 
a  difficult  detail  to  arrange.  This  subject  is  discussed  under 
Glass  D10,  "Branches  to  Hot-Water  Plumbing  Fixtures,"  and 
in  Class  A31,  "Steam  for   Heating  Purposes." 

Generally  speaking,  there  are  available  three  systems 
for  supplying  hot  water  to  plumbing  fixtures.  The  first  uses 
feedwater  of  high  pressure  and  temperature,  requiring  high- 
pressure  valves  and  fittings.  The  second  uses  hot  feedwater 
with  a  reducing  valve  and  standard  low-pressure  plumbing 
fixtures.  The  third  employs  a  steam  water-heater  using 
water  from  a  low-pressure  main  with  standard  low-pressure 
plumbing  fixtures. 

If  the  plumbing  contract  is  let  before  this  subject  has 
been  given  sufficient  consideration  the  fittings  supplied  will 
undoubtedly  be  of  the  low-pressure  type  and,  therefore,  the 
hot-water  supply  must  be  under  low  pressure.  Many  mis- 
fits in  power  station  piping  systems  are  brought  about  from 
this  cause  of  ordering  parts  which  in  themselves  may  have 
commendable  qualities,  but  which  fail  to  conform  to  the 
requirements  of  the  other  parts  of  the  general  station  sys- 
tem. 


In  the  ordinary  power  plant  there  are  only  a  few  hot- 
water  taps  required,  and  for  this  reason  it  is  better  to  take 
the  trouble  at  the  time  of  building  to  secure  high-pressure 
valves  than  to  afterward  be  burdened  with  the  care  of  auto- 
matlC  devices  required  by  low-pressure  hot-water  systems. 
Low-Pressure    Water  to   Separate   Buildings. 

If  the  location  of  the  power  plant  under  consideration 
is  such  that  it  is  advisable  to  furnish  warm  water  to  car 
shops,  offices  or  similar  nearby  buildings,  it  will  be  found 
quite  objectionable  to  take  this  supply  from  the  feed  mains 
since  they  should  be  left  for  boiler  feeding  with  the  least 
possible  number  of  unnecessary  connections.  If  a  compara- 
tively large  quantity  of  water  is  required  for  outside  feeding 
another  supply  should  be  arranged,  designed  for  low  pres- 
sure. If  there  is  an  abundance  of  exhaust  steam  the  sim- 
plest way  would  be  to  take  low-pressure  cold  water  from  the 
regular  low-pressure  system  and  allow  it  to  pass  through  a 
small  exhaust  heater  used  especially  for  this  purpose.  If  the 
exhaust  steam  is  less  than  that  condensed  by  the  boiler 
feedwater  heater  then  this  independent  heater  should  be 
placed  ahead  of  the  feedwater  heater,  thus  first  raising  the 
temperature  of  the  water  in  it  to  about  210  degrees,  even 
though  the  feedwater  heater  may  not  raise  the  temperature 
of  its  water  above  150  degrees  or  less.  If  all  the  exhaust 
steam  is  condensed  in  heating  the  feedwater  then  the  live 
steam  heater  shown  in  Figure  132-(A32-2)  is  quite  as  eco- 
nomical as  an  exhaust  heater. 

If  it  is  necessary  to  pipe  both  live  steam  and  low-pres- 
sure cold   water   for  a  considerable   distance   to   the  outside 

buildings  where  hot  wa- 
-^  ter    is    also      required, 

^  and  if  the  steam  is  al- 


r 


Srwfj 


hr* 


H?* 


Figure   238— (H14-1). 


ways  turned  on  and 
the  exhaust  is  con- 
densed for  feedwater, 
then  the  use  of  a  live 
steam  water-heater 
would  be  the  more  eco- 
nomical method  of  fur- 
nishing hot  water.  Thus 
less  water  would  be 
wasted  by  running  off 
the  cold  water  in  the  pipes  when  it  is  desired  to  get  the  warm 
water.  The  live  steam  heater  has  another  advantage  in  that 
the  temperature  can  be  regulated  and  that  all  the  condensa- 
tion may  be  delivered  to  the  water-heater  by  taking  steam 
from  the  bottom  of  a  drip  pocket.  This  practice  will  save 
drips  which  otherwise  might  be  wasted  to  the  sewer. 

If  the  plant  is  operated  with  the  engines  exhausting  to 
atmosphere  then  all  these  small  savings  gained  by  using  a 
live  steam  heater  are  of  no  consequence  because  such  heat 
secured  from  the  exhaust  is  obtained  without  any  expen- 
diture for  fuel. 

If  it  is  necessary  to  place  the  steam  water-heater  in  an 
outlying  building  it  may  be  found  advisable  to  lay  out  the 
hot-water  piping  on  the  loop  system.  This  will  keep  the 
water  in  circulation  so  that  it  will  be  warm  throughout  all 
the  piping.  Figure  23S-(H14-1)  shows  such  an  arrangement 
of  piping  from  which  hot  water  may  be  instantly  drawn 
without  drawing  off  the  water  in  the  main. 
(To  be  continued.) 


A  meeting  of  the  general  committee  in  charge  of  ar- 
rangements for  the  great  electrical  exposition  which  is  to 
be  held  at  Niagara  Falls  in  1908  was  recently  held  in  that 
city  and  the  general  opinion  expressed  by  members  of  the 
committee  was  that  the  success  of  the  project  was  assured. 
An  important  step  was  taken  in  the  appointment  of  sub- 
committees to  arrange  details.  These  committees  will  meet 
in  the  near  future  for  the  purpose  of  forming  a  permanent 
organization. 


January  12.  1907. 


ELECTRIC     RAILWAY     REVIEW 


News  of  the  Week 


Plans   to    Relieve    Brooklyn    Bridge   Congestion. 

Br:  -  in  January  4  submitted  to  the 

board   of   estimate   the   report   of   the   special   commission    of   engi- 

relievlng  the  Brooklyn  bridge 

crush  in  the  si.  time.     The  commission   consisted  of 

Prof     William   H.    Burr.    William    Barclay    Parsons   and   Ira    A.    Mc- 

impanied  by  a  letter  from  Mr.  Stev- 
roving  the   report  and   asking  the  board  to  authorize  the 
■0  of  corjn  ty  for  the  purpose  of 

carrying   out    the   plans. 

The    outline  of    the    report,    as    given    in    Mr.    Stevenson's   letter 
is  as 

"1  submit  herewith  a  plan   si  struction 

t   of  the  present  Manhattan   terminal  of  the   Brook- 
lyn   bridge,    and    also    a    plan   for  carrying    trolley    cars   over    Sands 
on   the  Brooklyn  side  of   the  bridge.     The  general   scheme  is 
to  transfer  the  present  trolley  car  stands  on  the   bridge   by  means 
to  sub-surface  stands  west   of   Park   Row 
on  pi  ently  acquired  by  the  city,  thus  making  it  possible 

■    pockets   in  the  space  occupied  by  the  present   ter- 
minal building,   for  the  seven  lines  of  elevated  trains   new 
the  bridge      For  quick  relief  it  is  proposed  to  extend  the  stm 

-:    Row,   which  can   be  built   in  six  months   from  the   time 
of   letting    ■  t.      This   temporary   structure    must   of   m 

sity    be    removed    before    the    permanent    plan    is    carried    to    comple- 
tion.     The  operating  company  that    this    will  permit  it 
ir    elevated    trains    without    change    at    Brooklyn. 
station    as    proposed   is   completed    It   will    be    possible    to 
run    trains                     vidgc   at    the   rate   of   15   miles   an   hour   on   a 
headway  of   45  seconds,   thus  increasing  the  capacity  of  the  bridge 
In    the    rush    hours    about    I                   at      The   plans   submitted   pro- 
-ible  connection  between   the  bridges  by  subway  or 
elevated  loop." 

The  hoar.i  i  consideration  of  the  report  for  a  week. 

The    rapid    transit    commission    after    its    meeting    on    January 
tter   to   the  board   of   estimate   recommending  the   build- 
up,   connecting   the    Williamsburg  and   Manhat- 
tan   bridges,    running     down     I  <  eet    to    a    point    near    the 
Brooklyn    bridge    and    thence  down   William   street   to   the   financial 
district.      The   route   Is   almost   like   the   proposed   McDonald    plan. 
tted    on    December    27,      The    commission    believes    that    this 

n   be   built   for  $12,500, exclusive  of   the  cost  of  real 

.   and  that  It   can  be   completed  by  the  time   the  Manhattan 
ration,    in    1909.      The   further   important  suggestion 
it    the  lin--   built   over   this   route   would   be   very  attrac- 
tive  to   a    lessee    and    that    It   could   profitably   carry  passengers  for 

a  thre. rit  taie.     If  the  board  of  estimate  concurs  In  this  recom- 

m.n  1  for   tie-    system    will    he    hurried    forward,   so 

rork  can  be  got  under  way  at  an  early  day.     Chief 

.nn  .,n   tie-  plans.     The  commission 

took   no   a.tion   with   ref-  'lie   proposed    elevated    loop  bc- 

the    bridges. 

Cleveland  Traction    Developments. 
Ti.-  United  states  supreme  court 

In   thi  l   handed  down 

on    M  R     W.    Peckham.     The   court 

•  .i   EOecti  Ic  Railway  > ' pani  's  frai 

-     B  .   ami   East  Ninth 
1906,  and  thai   the   i 

In    1904 

un  id  company,  was  invalid. 

which  ii  was  hoped  would  deal    up  irtant 

rver   the    right   to   fu 
Hon   facilities  to  the  peopli    of  Cievi  the  slt- 

e   bad   been  api 

■      of     llhio. 

In   111 

< 

,1     ,  .,iil|..in 

ipplng 

■ 

I 
r.ndiK 


neither  the  Forest  City  company  nor  the  city  has  rights  in  the 
property  of  the  Cleveland 

The    Cleveland    Electric    company    is    still    operating    cars    •■ 
the    streets    In    question,    which    are   among    the    most    important 
in    the   city,    and   Immediately    upon    r  port    of    the  sent 

a  communication  to  the  city  council   ■  .  Intention  of  bidding 

for  new  franchises.  In  July.  1906,  the  company  agreed  to  reim- 
burse the  city  In  case  it  was  finally  decided  it  had  no  rights  in  the 
streets. 

At  a  meeting  of  the  city  council  on  January  i»  the  Cleveland 
Electric    company    presented    an    offer    to    continue    to    operate 
lines   on   which    its    franchises   had    expired   on   a    three-cent    tare 

from  now  until  the  advertisement  and  sale  of  new  tram 
over  I  is     n   the  receipts  of  the  company  for  thOBi 

show  any  surplus  the  excess  Is  to  go  to  the  city.     The  company 

has    also    shown    a    readiness    1..   come    t,,   an    agreement    at    once    in 

d    to    the   compensation    to   be    paid    for    the    use   Ol    I 
since  the  franchises  expired. 

Chicago    Tracticn    Situation. 

Although  the  demand  on  all  sides  for  an  Immediate  settlement 
of  the   traction  controversy   ba  stent   each 

..■ti.  individuals  ami  civic  organizations,  the  ordinances 
not    j  reported    to    thi  ouncll.     a   new  ordinance, 

under  tin-  name  of  the  Chicago  Railways  Company,  which 
is  n.  take  over  the  lines  controlled  bj  thi  Chicago  Union  Ti 
Company,  has  been  submitted.  This  draft  guarantees  to  furnish 
a  perfect  title  to  the  property  in  case  oi  purchase  by  the  cltj  and 
contains  tin  other  agreements  mail,  between  Mr.  Walter  i,. 
Fisher,  city  traction  counsel,  and  the  company's  representatives 
■reeks  ago. 
Ha  i    is  still  persistently  holding  out  tor  a  referendum 

vote  before  the  ordin  finally  passed,  and  on  Monday.  Jan- 

uary   7.    sent    a  to    the   eitj    council    asking    it    to   re-adopt 

the  Foreman  resolution  of  October  in.  190.6,  which  declared  It  to 
be  the  sense  of  the  council    thai    thi  in   dealing  with  any 

ordinance  for  the  settlement  of  the  fin. ago  street  railway  question 
should  provide  for  a  referendum.  Alter  an  exhaustive  discussion 
by  the  council  a  motion  to  adopt  the  resolution  under  suspension 
of  rules  was  lost  by  a  vote  of  40  to  26,  many  aldermen  who  had 
been  considered  among  the  mayor's  following  on  the  traction 
n  voting  against  it. 
On  the  day  following  this  defeat  of  his  plans  at  the  hands 
of  the  city  council  the  mayor  had  published  m  Beveral  newspapers 
an  open  letter  addressed  to  the  cttisens  of  Chicago  asking  thi 

with    him    in  a    referendum    petition,    which 

requires  tin-  signature!  of  -•'.  pet  cut  of  tin-  registered  voters,  or 
86.000  names,  before  February  1.  He  said  that  if  private  citizens. 
organizations  or  newspapers  would  not   do  so.  he  would  personally 

circulate   a    petition    B  King    th.'    election    COmi 

si. .in  is    to   place    upon    the    ballots   the  question   as   to  whether   the 

ordinances  should   be  passed. 

On  January  7  the  Chicago  >'ii\  Railroad  Companj  was  incor- 
porated i.y  t.  ES.  Mitten,  John  P.  Wilson  and  ECdwara  Morris,  with 
$100,000  capiiai   stock.     Mr.   Mitten,   who  is  president   of   the  Chi- 

Railway  Company,  is  named  as  president.    ObJ 
been   made   thai    the  ordinance  provides   for  the  extension  of   the 
Chicago   City   Railway    to   the   north   ami    west   sides    in   even!    of 
failure  of  the-   Union   Traction   Company   to  accepl    bit  ordh 
although   the  South   side  company's  .baiter  elms   not    provide   for 

such  an  extension.     The  new  Incorporation  give  s  th moan; 

right    to   oi  pari    of   ti 

objection.     Mr.   Fisher  has  drafted  I  ocra   section  of  tl rdinenoe, 

providing  for  the-  manner  of  ti xtenslon  to  tin-  north  and  west 

E  such  a  pri lin-    should  be-  necessary, 

-I  kepi  by  the  Chi- 
cago  Union  Traction  ami  Chicago  ''in   Rallwaj  com]  how 

from   Un    mi    i I 

he     plan     provided     for    ill     lb'      Ori  making    thi 

a  partner  in  the  bu  provided   in  the  ordinances,  ->■•  per 

..nt  of  thi  .dugs  bave  been  credited   to  the  city  and  45 

to  the  companii 

even  days  of  the  j ear  amo 
to  j>  m   the  ''hi' 

from  the  Chicago  Union  Traction   Compa  il  ii  of  126,616,  or 

i  H    wi.ui.i    mean 

(1,820,416    im in    the   city      Op| is   of    tin     proposed    ordl 

intended  thai  under  the  plan  "f  dividing  nel  n 
would   in    nothing  ntK 

Ing  of  the  I  ■  ■  Ion  ...111111111  •■  on  Januat  \ 

rm   by   Mi 
which   had    been 

ble,    pi  oil.- 

1  1  1.     but      Should     im!      b'        ••  1.  .1      upon      until 

1      Tlus  plan  would  allow    tin    required  lime  for  getting 

UP     I1  I I"  nil' Hi     and     would     InVOl 

lltloll  el     mi     a     Vole     ll: 

Mr    Flshi 

I  w  .  .  1 .      I  i  . 

■ 


56 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  2. 


under  authority  subsequently  acquired;  all  rights  of  the  com- 
cease  when  the  city  or  its  licensee  purchases  and  the 
licensee  acquires  only  the  rights  the  council  may  Brant  at 
time;  all  mortgages  on  lie  property  must  nave  the  consent  of  the 
city;  either  the  city  or  the  companies  may  apply  to  the  courts 
for  Hi-  removal  at  anj  engineer  on  the  supervising  commission 
for  fraud,  corruption,  or  Incompetence;  in  the  evenl  of  a  failure 
on  the  part  of  the  Union  Traction  Interests  to  accept  their  ordi- 
nance the  city  Railway  will  extend  its  lines  to  the  wesl  Bldi 
to  the  north  side  undei  thi  authorltj  of  tb  Cltj  Railroad  Corn- 
Ten -Cent   Fare   Contention   Sustained. 

In  a  decision  handed  do  anuary  ~>   the  courl  of  appeals 

of  the  state  "i"  New  Fork  confirms  tie-  righl  of  the  Brooklyn  Rapid 
Transit  Company  to  charge  10  cents  tare  on  its  Coney  Island 
The  troubles  leading  up  to  the  submission  of  the  case  to  the 
were  set  forth  In  the  Electric  Railway  Review  for  August. 
together  with  a  statement  from  Presidenl  Winter  giving  th< 
railroad  company's  side  of  the  case.  The  decision  of  the  court  "as 
unanimous  and  on  account  of  the  importance  of  the  principle  in- 
volved  considerable  extracts  from   it  are   given  as   follows: 

"II  is  true  that  the  defendant  was  Incorporated  as  a  street 
surface  railroad;  that  it  has  constructed,  owns  and  operates  a 
street  surface  road  within  the  city  of  Brooklyn,  and  in  case  it 
leases,  operates  any  other  street  surface  railroad  within  that  city 
it  must  furnish  transportation  over  such  leased  connecting  road 
for  one  fare,  but  such  is  not  the  case  we  have  under  considera- 
tion. 

"The  roads  which  it  has  leased  and  is  operating  which  are  in- 
volved in  this  case-  are  not  st .  •••  t  surface  railroads  but  are  elevated 
and  steam  surface  roads.  The  contention  on  the  part  of  the  state 
is  that  the  defendant's  powers  were  limited  to  the  operation  of 
street  surface  roads,  and  that  when  it  undertook  to  lease  and  op- 
erate elevated  and  steam  surface  roads  they  were  brought 
within  the  provisions  of  sections  101  and  104  (street  sur- 
face railroad  provision),  and  that  those  sections  should  be  con- 
strued as  applicable  thereto.  We  are  of  the  opinion  that  this  con- 
tention cannot  be  adopted. 

"While  the  defendant  was  organized  as  a  street  surface  rail- 
road and  was  incorporated  as  stated,  the  general  railroad  law 
has  authorized  and  empowered  it  to  lease  the  elevated  and  steam 
surface    railroads    in   question. 

"We  think  it  apparent,  therefore,  that  when  the  legislature 
authorized  the  defendant  to  lease  and  operate  the  elevated  and 
steam  surface  roads  in  question  it  not  only  became  empowered 
and  authorized,  but  it  was  also  its  duty  to  operate  such  roads  in 
accordance  with  the  requirements -of  their  respective  charters. 

"Having  had  cast  upon  it  the  duty  and  obligation  to  operate 
such  roads  in  accordance  with  the  requirements  of  their  charters 
and  the  statute  applicable  thereto,  as  such  lessee,  it  became  en- 
titled to  all  of  the  privileges  and  benefits  authorized  by  their  char- 
ters and  the  statute,  unless  such  roads  are  brought  within  the 
meaning  of  the  sections  referred  to  in  Article  IV,  in  which  the 
defendant  is  limited  to  the  charge  of  but  one  fare.  We  think  that 
they  are  not.  As  we  construe  those  sections  they  have  reference 
to  street  surface  railroads  and  no  others. 

"A  corporation  operating  a  street  surface  railroad  is  prohibited 
from  charging  more  than  fare  'for  one  continuous  ride  from  any 
point  on  its  road,  or  on  any  road,  line  or  branch  operated  by  it 
or  under  its  contract,  to  any  other  point  thereof  or  any  connecting 
branch  thereof,  within  the  limits  of  any  incorporated  city  or  vil- 
lage, if  the  right  to  construct  such  branch  or  extension  shall  have 
been  acquired  under  the  provision  of  such  chapter  or  of  this 
article. 

"This  provision  has  reference  to  street  surface  railroads,  rail- 
roads which  were  constructed  under  the  provisions  'of  such  chap- 
ter or  of  this  article.'  distinctly  referring  to  those  roads  which 
were  constructed  under  the  provisions  of  the  statute  pertaining 
to  street  surface  railroads.  Nor  do  we  think  that  the  defendant 
in  dispensing  with  steam  as  a  motive  power  and  substituting  elec- 
tricity affected  the  situation  or  changed  its  right  so  far  as  the 
question  of  fares  are  concerned.  Such  change  has  been  authorized 
under  general  laws,  and  by  complying  with  the  requirements  of  the 
statute  with  reference  thereto  it  may  be  lawfully  made. 

"The  reasons  that  control  the  legislative  mind  in  adopting  this 
statute  may  not  be  important.  It  is  quite  possible,  however,  that 
the  fact  that  the  cost  of  the  construction  of  elevated  roads  being 
many  times  greater  than  of  street  surface  railroads  was  one  of 
the  reasons  why  it  did  not  see  fit  to  place  them  upon  the  same 
footing  as  to  fares.  Whether  the  elevated  and  steam  surface  roads 
in  a  city  should  be  placed  upon  the  same  basis  with  street  surface 
railroads  with  reference  to  fares  and  the  transfer  of  passengers, 
is  a  question  for  the  determination  of  the  legislature  and  not  for 
the   courts." 


Officers'  Pension  Fund — The  Montreal  Street  Railway  Com- 
pany is  studying  the  subject  of  pension  funds  with  a  view  to  estab- 
lishing  such  a   fund   for  officers. 

Increased  Transfer  Privileges  in  Philadelphia.— The  Philadelphia 
Rapid  Transit  Company,  in  response  to  a  request  of  the  Northwest 
Business  Men's  Association,  recently  announced  that  it  has  de- 
cided to  establish  12  new  transfer  points  in  the  northwestern  part 
of  the  city  and  that  the  new  plan  would  be  put  into  operation  as 
soon  as  the  transfers  could  be  printed. 

Proposed  Change  in  Indianapolis-Ft.  Wayne  Route.— It  is  an- 
nounced that  a  change  will  soon  be  made  in  the  routing  of  the 
through  limited  cars  from  Indianapolis  to  Ft.  Wayne  over  the  In- 
diana Union  Traction  Company's  lines  and  those  of  the  Ft.  Wayne 
«fc    Waltfish    Valley.      At    present    the    route    is    via    the    Ft.    Wayne 


,y-  Wabash  Valley  from  Peru  to  Ft,  Wayne.  Under  the  new  plan 
the  cars  Will  use  the  Indiana  Union  tracks  from  Indianapolis  to 
Bluffton  via  Anderson  and  Muni.,  and  the  Ft.  Wayne  >v  Wabash 
Valley  from  Bluffton  to  Ft  Wayne.  The  new  route  would  reduce 
the  mileage    from    L8S    to    1--   miles. 

Bill  for  Ten-Hour  Day.  \i  the  instance  of  the  Albany  Street 
Railway  Employes'  Association  a  bill  Is  to  be  introduced  into  the 
.New   York  i    th<     aeJEl    s.ssion   which  will  provide  for  a 

maximum  working  day  of  10  hours,  and  a  five-minute  layover  at 
tie  end  of  each  run  There  Is  already  a  law  restricting  the  length 
of  the  working  day  to  ten  hours  in  cities  of  over  100.000  population. 

Limited  Service  Between  Dayton  and  Indianapolis. -<  >n  Jan- 
uary l  the  Indiana  Columbus  &  Eastern  Traction  Company  insti- 
tuted new  limited  service  between  Indianapolis,  Ind.,  and  Dayton. 
O.,  by  way  of  Richmond.  Ind.  Limited  cars  leave  Dayton  at 
9  a.  m.  and  2  p.  in.,  arriving  at  Indianapolis  at  1  p.  m.  and  C 
p.  m.  Cars  leave-  Indianapodls  at  8:55  a.  in.  and  3:55  p.  m..  arriv- 
ing in  Dayton  at  12:55  and  7:55  p.  m.  In  addition  to  these  through 
limited  oars,  the  car  leaving  Dayton  at  7  p.  m.  will  connect  at 
Richmond  with  an  Indianapolis  car.  making  the  distance  in  the 
same  time  and  arriving  at  Indianapolis   at  11  p.   m. 

Report  of   Low- Fare  Project  for  Milwaukee   Denied The  report 

that  Mayor  Johnson  of  Cleveland,  George  K.  Kobusch  of  the  St. 
Louis  Car  Company,  and  Joseph  Hein  of  Kansas  City  are  inter- 
ested in  a  project  to  build  a  low-fare  street  railway  system  in 
Milwaukee,  which  was  published  in  the  Review  last  week,  has 
been  denied  by  the  persons  interested.  Mayor  Becker,  of  Milwau- 
kee, who  has  been  carrying  on  a  campaign  against  the  public 
vice  corporations  in  that  city,  in  denying  any  knowledge  of  BUCh 
a  project,  makes  the  following  statement:  "Any  one,  or  any  com- 
pany, wishing  to  come  to  Milwaukee  to  build  and  operate  a  street 
car  line,  I  do  not  care  who  or  where  they  come  from,  can  come 
here  as  far  as  I  am  concerned,  providing  they  have  the  proper 
financial  backing  and  support;  and  I  will  welcome  any  or  all  of 
them,  particularly  any  one  who  will  give  Milwaukee  a  three-cent 
fare  service." 

Conductor  Convicted  for  Transfer  Fraud. — The  discovery  of  an 
attempt  to  defraud  the  Brooklyn  Rapid  Transit  Company  of  a 
portion  of  its  daily  cash  fares  has  resulted  in  the  arrest  and  con- 
viction of  one  conductor,  with  a  six-months  sentence  in  the  pen- 
itentiary, and  evidence  which  it  is  claimed  implicates  three  other 
conductors  and  an  outside  confederate.  The  plan  followed  was 
that  of  exchanging  transfer  tickets  and  passing  them  in  in  place 
of  cash  fares  received.  The  scheme  was  made  practicable,  it  is 
alleged,  by  the  aid  of  a  12-year-old  boy  who  carried  the  tickets 
back  and  forth  between  the  conductors,  who  were  in  the  deal,  and 
who  received  as  his  portion  of  the  proceeds  one  cent  for  each 
transfer  carried.  It  is  claimed  that  each  conductor  could  make 
$2.00  or  more  a  day  by  this  method.  An  employe  of  the  company 
who  had  been  invited  to  join  the  combination  reported  the  inci- 
dent and  led  to   the  discovery   of  the  practice. 

Chicago  "Public  Comfort"  Ordinance  Declared  Void. — Judge 
George  A.  Carpenter,  of  the  circuit  court,  on  January  5  declared 
void  the  Chicago  ordinance  prohibiting  the  overcrowding  of  street 
cars.  The  city  had  brought  a  large  number  of  suits  against  the 
street  railway  companies  under  this  ordinance,  but  was  restrained 
from  continuing  prosecution  about  a  year  ago  by  Judge  Mack. 
The  Illinois  supreme  court  recently  dissolved  the  injunction  and 
ordered  a  rehearing  of  the  cases.  The  companies  filed  demurrers 
and  it  was  in  sustaining  these  demurrers  that  the  court  declared 
the  ordinance  void,  on  the  ground  that  it  does  not  define  with  cer- 
tainty the  offense  it  condemns.  The  ordinance  provides  that  pas- 
sengers must  be  carried  comfortably  and  without  overcrowding. 
The  court  held  that  there  is  no  exact  definition  of  the  words 
"comfort"  and  "overcrowding,"  and  that  the  companies  conse- 
quently could  not  know   the  exact  conditions  to  be  complied  with. 

Northwestern  Electrical  Association. — Secretary  B.  C.  Adams. 
Lincoln.  Neb.,  has  announced  the  programme  of  the  annual  meet- 
ing, which  will  be  held  at  the  Coliseum.  Chicago,  in  connection 
with  the  electrical  show  on  January  16.  17  and  IS.  The  following 
papers  are  to  be  read:  "Enthusiasm,"  by  Geo.  E.  Legler;  "Profit- 
able Co-operation."  J.  Robert  Crouse;  "Premiums  to  Employes. " 
Ernest  Gonzenbach;  "Some  Characteristics  of  Alternating-Current 
Motors  in  which  the  Central  Station  Man  is  Vitally  Interested." 
C.  W.  Bergenthal;  "Producer  Gas  Power."  Professor  Richter;  "Out- 
line Lighting."  Homer  Honeywell;  "Some  Phases  of  Smaller  Cen- 
tral Station  Management,"  H.  H.  Scott;  "Uniform  System  of  Ac- 
counting for  Small  Companies,"  Fred  W.  Insull;  "Some  Points  on 
Illuminating  Engineering  for  the  Small  Central  Station."  J.  R. 
Cravath;  "The  Trend  of  Improvement  in  the  Design  and  Operation 
of  Boiler  Plants."  A.  Bement;  "Warrantable  Expense  for  Meter 
Testing,"  O.  J.  Bushnell;  "Premiums  to  Employes,"  Ernest  Gon- 
zenbach.    This  programme  is  subject  to  revision. 

Does  Not  Want  Trolley  Lines. — The  attitude  of  the  Boston  & 
Maine  Railroad  concerning  the  acquisition  of  electric  roads  was 
defined  recently  by  President  Tuttle  in  denying  a  report  that  the 
company  was  seeking  control  of  the  Massachusetts  Electric  Com- 
panies. He  said:  "Whatever  may  be  the  policy  of  the  New  Haven 
road,  that  of  the  Boston  &  Maine  is  strongly  opposed  to  the  whole- 
sale absorption  of  trolley  lines.  I  have  found  that  when  you  pro- 
vide a  market  for  electric  lines  they  are  built  almost  as  fast  as 
the  public  highways  will  accommodate  them.  The  Boston  &  Maine 
does  not  intend  to  coustitute  itself  a  market  to  which  trolley  pro- 
moters may  take  their  securities.  So  far  as  any  interest  in  the 
Massachusetts  Electric  Companies  is  concerned,  the  Boston  &  Maine 
has  never  owned,  directly  or  indirectly,  a  share  in  the  stock  of  this 
corporation,  and  has  no  disposition  to  obtain  any  interest  in  it  what- 
soever.    If  the   New   Haven    road   wants   the  Massachusetts  Electric 


January  12,  1907. 


ELECTRIC     RAILWAY     REVIEW 


•  >• 


Companies,  either  in  whole  or  in  part,  it  is  welcome  to  buy  it 
and  such  purchase  will  encounter  no  opposition  from  the  Boston 
,v  Maine.  Where  the  trolley  can  be  made  a  feeder  to  the  steam 
the  latter  may  here  and  there  And  it  to  Its  interest  to  own 
the  electric  line,  but  the  Boston  &  Maine  is  not  seeking  to  buy  up 
competing  or  parallel  roads. 

Increases  in  Wages  for  Conductors  and  Motormen. — The  be- 
ginning of  the  new  year  witnessed  r.n  increase  of  the  wages  of  the 
conductors  and  motormen  on  electric  railways  in  all  parts  of  the 
country'-  Some  of  the  companies  who  announced  increases  at  that 
time  are  at  Indiana  Columbus  &  Eastern  Traction  Com- 

pany, increase  of  from  1  to  2  cents  an  hour  according  to  length 
of  service;  Northern  Ohio  Traction  &  Light  Company,  increase  of 
10  per  cent  on  the  southern  division,  thus  putting  the  men  on  that 
n   on   the   same   schedule  as   those  on    the   northern   division; 

.apolis  Traction  &  Terminal  Company,  increase  of  1  cent  an 
hour;    Ft    Wayne   .v   Wabash   Valley   Traction   Company  city  lines. 

tse  of  1  cent  an  hour;  Illinois  Traction  Company,  increase  of 

ats  a  day  to  all  employes  receiving  less  than  Si. 50  per  day: 
Cedar  Rapid  &  Iowa  City  Railway  &  Light  Company,   increase  of 

r  cent:  Topeka  City  Railway,  increase  of  about  9  per  cent. 
The  Public  Service  Corporation  of  New  Jersey  on  January  1  put 
into  effect  a  new  schedule  for  motormen  and  conductors  of  from 
20  to  23  cents  per  hour.  Increasing  one  cent  an  hour  for  each  five 
years  of  continuous  service.  The  Concord  Maynard  &  Hudson 
Railway  announced  a  schedule  of  20  cents  an  hour  for  the 
first  year  of  service.  21  for  the  second,  22  for  the  third  and  fourth. 
23  for  the  fifth  and  sixth.  24  for  the  seventh  and  eighth,  and  25 
after  the  eighth  yea 

Interurban  Road  Petitions  for  Joint  Rates  with  Steam  Road. — 
The  Cedar  Rapids  &   i  S  Light  Company  of  Cedar 

Rapids.   la.,    hat  state  commerce   commission  to 

•  lint    throw-  :  ing   the   shipment   of   livestock 

and  i  ■  points  on  Its  lines  and  points  on  the  Chicago 

A:  Northwestern  Railway.  The  complainant  sets  forth  that  it 
operates  an  Interurban  electric  line  from  Cedar  Rapids  through 
Swisher.  North  Liberty  and  Coralville  to  Iowa  City,  and  is  capable 
:.dllng  trains  of  regular  freight  cars,  and  that  its  road  Is  con- 
:.  the  Northwestern  at  Cedar  Rapids.  No  other  roads 
pass  through  North  Liberty  and  Swisher  and  various  industries 
which  do  a  large  amount  of  shipping  are  located  on  the  complain- 
ant's lin.-  and  have  no  access  to  outside  points  except  over  its  lines 
and  the  Northwestern.  Several  of  these  Industries  had  asked  for 
Joint  through  rates  but  when  the  electric  road  requested  the  steam 
road  for  such  rates  the  latter  had  refused.  The  commission  is 
also  asked  to  prescribe  a  division  of  the  rate.  The  Cedar  Rapids 
ft  Iowa  City  Is  interested  In  a  proposed  line  from  Iowa  City  to 
itlne  and  If  it  Is  secured  the  Joint  rates  asked  for  the  financ- 
ing of  the  project  would  be  greatly  facilitated. 

Tl  •  .   In  its  answer  to  the  complaint,  states  that 

the  electric  road  Is  not  engaged  in  interstate  commerce  nor  sub- 
ject to  the  provisions  of  Interstate  commerce  laws,  ami  that  it 
has  no  facilities  or  equipment  for  the  handling  of  freight;  that  it 
has  at  various   I  t  for  shipment  from  points  on 

the  electric  road  and  that  it  has  In  every  case  been  obliged  to 
furnish  the  necessary  equipment:  that  the  complainant  has  never 
to  deliver  to  it  cars  loaded  with  grain,  live- 
stock or  other  freight.  The  answer  further  states  that  the  com- 
pany's rat'  en  reasonable  and  Just  and  that  the  volume  of 
the  business  originating  on  the  electric  road  Is  not  sufficient  to 
warrant  Joint   through   r 

American   Railway   Insurance  Company  Organized. — Representa- 

i"S   met  at 

I    the   organization   of 

the  Amen  ly  Insuram  lect  of  which,  as 

is   times   In    the    Ri  '■  lew,    is    to 

raiding  the 
neces  old-line   insur- 

Uy   by   Mr. 
I    In    the    i 

way  As*' 

In   New    >  • '^k    >  r   7.     Thl* 

itnal    Ins.nr 

■ 

■I.    II      I.     • 
II       \       I 

vs    ft 
way. 


Construction  News 


FRANCHISES. 


Denver,  Colo. — A  franchise  has  been  granted  for  an  electric 
line  from  Orchard  Place  to  Cherelyn.  Petersburg.  Ft.  Logan.  Little- 
ton and  back  to  Cherelyn.  This  will  do  away  with  the  old  horsecar 
line   from  Orchard   Place   to  Cherelyn. 

Glencoe.  III. — A  perpetual  franchise  has  been  granted  to  the 
Chicago  A:  Milwaukee  Electric  Railway  for  right  of  way  through  the 
town,  embodying  the  following  provisions:  All  curves  in  the  tracks 
may  be  straightened:  there  may  be  four  tracks  through  the  town 
when  deemed  advisable;   dangei  le  crossings  shall  be  elim- 

inated; the  company  shall  construct  a  macadam  street  parallel  to 
its  entire  right  of  way  through  the  town;  5.000  feet  of  railroad 
track  shall  be  removed  from  the  public  street. 

Kenosha,  Wis.— The  Chicago  ,v-  Milwaukee  Electric  Railroad  has 
granted  right  of  way  over  the  only  two  remaining  north  and 
south  streets  of  the  city.     The  Chicago  Kenosha  Milwaukee  &  Lake 
a  line  which  was  planning  to  parallel  the  line  of  the  former 
company   has  been  refused  entrance  to  the  city.     It    is  stated    that 
the   C  Milwaukee   Is   planning  to  build  a   road  west   from 

sha  to  Lake  Geneva  to  be  connected  with  the  Milwaukee  divi- 
sion. 

Keokuk,    la.— L.    Behr  &   Co.   has  been   granted   a    fraud 
an  electric  line   from   Burlington  to   Keokuk,   la 

Lawton.  Okla. — A  50-year  franchise  has  been  granted  to  the 
Lawton  Rapid  Transit  Railway  for  an  el.  from  Lawton  to 

a  summer  resort  to  be  established  by  the  company  In  the  Wichita 
mountains,  the  road  to  run  by  way  of  Fort  Sill. 

Mt.  Pleasant.  Pa. — A  franchise  has  been  granted  to  the  PlttS- 
burg  McKeesport  &  Ore.  tisburg  Railway  over  the  principal  streets 
of  the  city.     The  compan  i  extend  Its  line  from   Hunker 

to  Mt.   Pleasant  early  In  the  summer. 

Ogden.    Utah. — The    Ogden    Rapid    Transit    Company    has    peti- 
tioned   the   city   council    for   a   50-year   extension    of    the    present 
franchise,    which    has    1",    years   yet    to    run.       The    company    0 
to   electrify    thi  Northwestern    Railroad   and   to   extend 

the   line  to  Utah    Hot  Springs  within    two   ;.  ears. 

San  Francisco,  Cal.-  The  Parkslde  Realty  Company  has  applied 
for    a  treel     railway    in    lower    Sunset    and     Lake 

Merced  districts,  to  open  up  the  district  now  being  developed  by 
the  company.  The  United  Railways  Company  is  said  to  be  behind 
an  application  for  a  tram  r  Sixteenth  street   form  Kansas 

eastward  to  the  Intersection  ol  Seventh  and  S  ■■  is. 

Seattle.  Wash.  Fiaiu  hises  for  a  street  railway  have  been 
granted  to  the  Seattle  BSectrlo  Company  on  Summit.  Thirty-first 
and   Nineteenth    avenues,    Ewlng   street   and   WaDingford   avi 

Application   for  a  franchise  on   Third   avenue  from   the    •■  I 

of  Third  avenue  south  and  Main  street  to  Third  and  Jackson,  has 

been    referred    to    the   corporations   commit! 

Wallace.   Idaho. — W    J     Hill   I 
chlse  to  construct   and  orx  Una  In   tin 

Wilmington,  n.  c. — The  consolidated  Railway  Light   .v    Power 

Company   I  .1  ■  franchise  to  double  track   much  of  lis 

lines  in   tl  i   to  build  (tensions,   Including  a  line 

to  Carolin.  v     B    Skeldlng,   manager,  Wilmtngto 


INCORPORATIONS. 


Brunswick    ft     Mlddletown     Electric     Railway  ted     In 

■  ick   to   M 

In- 

\     .; 
Buffalo    Construction    Company. — In  In      West      Vli 

\lllbr 
Chicago    ft     Southwestern     Electric     Railway. - 

iiiufr*  in 

:  ■  ■  .,        In 

: 

I        .; 

■ 
Caledonia  Street  Railway.      I 

I 
Central    Tsxaa    Traction    Company.      I 


58 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  2 


(Tex.)     Capita]  stork.  (50.000.    Incorporators:  J.  v.  Watklns,  Wil- 
liam  M.   Moser,  W.  'J'.  Medders  and  B.  A.  Firman,  all  of  Dallas. 

Finlcum  &  Sharon  Hill  Railway. — Incorporated  in  Pennsylvania 
if  build  .!  i  mil'  electric  railway  In  Delaware  county.  Capital 
stock  $26  000      W     \     Rlgg,   Reading,  Pa.,  president. 

Frankfort   Delphi   &   Northern   Traction  Company. — Incorporated 
in   In. liana  to  construct   and  operate  internrban  lines.    Capital  stock, 
$100,000;      principal    office      Frankfort,    tad.      Incorporators,    A.    S. 
iss,  W.  M   Cohee  and  William  H,  Cohee. 

Halifax  Suburban  Electric  Company. — Organized  tor  building  an 
ric  railway  from  Halifax,  x.  s.,  througb  Rockingham,  Bedford 
and  SackviUe  t"  Waverley.  it  Is  stated  thai  construction  will  be- 
gin about  April  1.  Harvey  E.  Harding  of  Bradstreet  ,v-  Harding, 
New  York  City,  is  Interested  in  the  project.  Directors,  George  E. 
Boak,  Hon.  Win.  Chisholrn  and  others. 

Iowa  Railway  Light  &  Power  Company. — Incorporated  in  Iowa 
to  take  over  the  Marshall  town  Light  Power  &  Railway  Company 
and  build  the  proposed  Boone  street  loop,  the  fair-ground  ex- 
tension and  a  line  to  Mllbourne  and  Riverview  park.  Capital 
stock  $10,000.  President,  Hamilton  Browne.  Geneva,  III.;  vice- 
president,  S  W.  C.  Jones.  South  Orange.  N.  J.;  secretary  and 
treasurer,   Arthur  T.  Browne,  of  Geneva.   111. 

Jefferson  &  Wilson  Street  Railway. — Incorporated  in  Pennsyl- 
vania to  build  one  and  a  third  miles  of  electric  road  in  Allegheny 
county.     Capital,  $8,000.     President,  Hugh  Miller.  Dravosburg,  Pa. 

Lederachville  <£.  Pennsburg  Electric  Railway. — Chartered  in 
Pennsylvania  to  build  a  trolley  line  between  Lederachville  and 
Pennsburg.  President,  George  Hoeger,  Norristown;  directors,  Wil- 
liam S.  Lambert.  Reading;  William  C.  Riffert,  Dauphin:  Michael  A. 
Kelley,    Pittston,    and  John  P.    Lederach,    Lederachville,   Pa. 

Lisbon  Durham  &  Freeport  Street  Railway. — Articles  of  asso- 
ciation  for  this  company  have  been  approved  by  the  Maine  railroad 
commissioners.  The  proposed  line  will  run  from  Lisbon  through 
Durham  to  Freeport.  Me.,  nine  miles.  Cyrus  W.  Davis  of  Water- 
ville.  Me.,  Edwin  J.  Lawrence.  S.  A.  Nye,  A.  B.  Page  and  Amos 
F.  Gerald  of  Fairfield.  Me.,  are  directors. 

Mt.  Desert  Transit  Company. — Articles  of  association  have  been 
approved  by  the  railroad  commissioners  for  a  line  40  miles  long  to 
run  from  Ellsworth  through  Trenton,  Eden,  Mt.  Desert  and  Tremont 
to  Southwest  Harbor,  Me.  Capital  stock,  $160,000.  Directors,  Cle- 
ment Newbold,  Philadelphia;  John  J.  Kennedy.  New  York;  George 
B.  Dorr.   Robert  Amory  and  Fred   C.   Lyman  of  Eden,   Me. 

Newcastle  Union  Railway. — Incorporated  in  Indiana  to  build 
an  electric  railway  through  Newcastle.  Sulphur  Springs,  Middle- 
town  and  Honey  Creek.  Capital  stock,  $50,000.  Incorporators: 
Thomas  B.  Millikan,  Charles  S.  Hernly,  Charles  W.  Mouch,  Myer 
Heller,  Harry  E.  Jennings  and  Albert  D.  Ogborn.  Headquarters, 
Newcastle,   Ind. 

Terre  Haute  &  Western  Railroad. — Incorporated  in  Illinois,  with 
a  capital  stock  of  $100,000.  Directors.  Frank  T.  O'Hara  and  James 
Stewart,  Paris,  111.;  William  B.  Trogdon.  Vermilion.  111.;  Charles  T. 
Mordock  and  John  E.  Lamb,  Terre  Haute,  Ind. 

Transcontinental  Electric  Railway. — Organized  at  Portland.  Me., 
for  the  purpose  of  building  electric  railways  anywhere  in  the 
United  States.     Capitalized  at  $50,000,000. 

Utica  Southern  Railroad. — Incorporated  in  New  York  to  build 
and  operate  an  electric  road  26  miles  long  in  Oneida  and  Madison 
counties.  Capital  stock.  $600,000.  Directors.  W.  M.  West,  Hamilton; 
M.  W.  Terry.  Waterville.  and  F.  K.   Baxter,  Utica. 


TRACK    AND    ROADWAY. 


Alton  Jacksonville  &  Peoria  Railway. — It  is  announced  that 
work  on  an  extension  of  this  company's  line  from  Alton  to  God- 
frey. 111.,  will  be  started  immediately.  The  line  is  now  being  built 
from  Third  and  Belle  streets  in  Alton  to  the  city  limits  on  Belle 
street. 

Boston,  Mass. — The  Stone  &  Webster  Engineering  Corporation. 
of  Boston,  has  filed  with  the  Massachusetts  railroad  commission, 
detailed  plans  for  an  electric  road  from  Boston  to  Providence,  ask- 
ing for  a  certificate  of  public  necessity. 

Bowling  Green  Railway. — This  company  announces  that  it  will 
extend  its  lines  about  two  miles  on  the  principal  streets  of  Bowling 
Green.  Ky.,  during  the  present  year.  It  is  expected  to  abandon 
the  present  power  station  and  rent  power  from  the  Green  River 
Hydro-Electric  Company  is  soon  as  that  company  completes  its 
plant  on  Green  River. 

Chicago  Lake  Shore  &  South  Bend  Electric  Railway. — Grading 
has  been  completed  and  eight  miles  of  track  laid  on  this  com- 
pany's line  between  South  Bend  and  New  Carlisle,  Ind.  The 
Cleveland  Construction  Company  has  the  contract  for  grading  the 
entire  line  from  South  Bend  to  Kensington,  111.  J.  B.  Hanna. 
Cleveland,    O.,    president 

Citizens'  Light  &  Transit  Company. — Rails  have  arrived  for 
this  company's  extension  in  Pine  Bluff.  Ark.,  out  East  Sixth  ave- 
nue from  Main  to  Ohio  street.  1  mile.  F.  E.  Cherot,  manager. 
Pine   Bluff. 

Cleveland  &  Indianapolis  Interurban  Railway. — Riggs  &  Sher- 
man, of  Toledo,  have  completed  surveys  for  this  line  between  Otta- 
wa and  Norwalk.  O..  and  a  40-foot  right  of  way  is  now  being 
secured  between  those  points.  Options  are  also  being  taken  on  an 
additional  10  feet  for  use  in  case  it  Is  decided  to  use  double  track. 
The   route   is   practically  an   air  line. 


Eau  Claire  Gilmanton  <£.  La  Crosse  Electric  Railway. — It  is 
reported  that  La  Crosse.  Wis.,  capital  has  become  interested  in 
this  project  for  an  electric  line  to  Eau  Claire.  Surveys  have 
been  made  from  La  Crosse  as  far  as  White  I  I'll  anil  estimates 
are   to  be  presented   to  the  promoters  in  a  few  weeks. 

Evansville  &  Southern  Indiana  Traction  Company.-  The  de- 
clared object  of  this  company,  recently  Incorporated  in  Indiana  with 
$4,500,000  capital  stock,  is  to  construct,  purchase  and  operate  lines 
and  systems  of  street  and  Interurban  railroads  in.  to.  through  and 
between  the  following  towns  and  cities:  Evansville.  Haubstadt. 
Fort  Branch.  Princeton,  Patoka,  Hazleton.  Decker,  Purcell,  Vin- 
cennes.  Oaktown,  Sullivan,  East  Mount  Carmel  .and  westward  to 
and  through  Smithe.  Stevenson,  Chandler,  Deforest.  Booneville, 
Edgewater,  Oakland  City,  Petersburg.  Washington,  Bloomfleld  and 
Bloomington.  The  company  also  proposes  to  engage  in  supplying 
electricity  for  light,  heat  and  power  to  the  cities  and  people  along 
the  entire  line.  The  Evansville  Princeton  &  Vincennes  Interurban 
Railway,  which  is  in  operation  from  Evansville  to  Princeton,  and 
tinder  construction  from  Princeton  to  Vincennes,  has  already  been 
acquired.     James  Murdock.  Lafayette,   president. 

Fairmont  &  Clarksburg  Traction  Company. — This  road  be- 
tween Fairmont  and  Clarksburg  has  recently  been  opened  for 
operation.       A.    J.    Purinton,    general   manager.   Clarksburg.    W.   Va. 

Ft.  Wayne  &  Springfield  Railway. — The  first  car  over  this  new 
line  from  Ft.  Wrayne  to  Decatur.  Ind..  was  operated  on  January  2, 
but  after  the  first  seven  miles  was  pushed  by  a  steam  locomotive, 
as  the  overhead  was  not  entirely  completed.  It  was  expected  that 
regular  service  would  be  started  this  week,  W.  H.  Fledderjohann. 
president  and  general  manager,  Decatur,  Ind. 

Goff's  Falls  Litchfield  &  Hudson  Electric  Railway. — This  com- 
pany, controlled  by  the  Manchester  (N.  H.)  Traction  Light  & 
Power  Company,  has  recently  completed  a  line  from  Manchester 
to  Nashau,  N.  H.,  via  Goff's  Falls  and  Litchfield,  which  is  the  last 
gap  in  the  connection  between  Boston,  Mass.,  and  Concord,  N.  H. 

Illinois  Traction  Company. — A  party  of  the  officers  and  directors 
of  the  Illinois  Traction  System,  including  some  of  the  Montreal 
capitalists  interested  in  the  company,  last  week  made  a  tour  of 
inspection  of  the  entire  property,  for  the  purpose  of  considering 
several  contemplated  extensions  to  be  made  this  year,  as  well  as 
to  review  the  work  of  the  past  year.  It  was  announced  that  a 
line  will  probably  be  built  from  Eureka  to  Peoria  via  Washington, 
that  the  line  from  Srpingfield  to  Lincoln  will  be  extended  either 
to  Mackinaw  or  to  Bloomington,  if  sufficient  interest  is  taken  by  the 
property  owners  alona'  the  line;  that  the  line  from  Bloomington  to 
Champaign  will  probably  be  built,  and  that  there  is  a  possibility 
of  extending  north  from  Bloomington  to  Joliet  at  some  future  time, 
acquiring  the  line  now  under  construction  from  Pontiac  north. 
Ralph  Modjeska,  consuming  engineer,  of  New  York,  has  been  en- 
gaged to  make  an  investigation  and  report  on  the  feasibility  of 
constructing  a  bridge  across  the  Mississippi  river  at  Venice,  to  carry 
the  company's  cars  to  Nort  St.  Louis.  It  was  stated  that  if  the 
engineer's  report  on  the  bridge  is  favorable,  if  satisfactory  fran- 
chises can  be  secured  in  St.  Louis,  and  if  the  necessary  charter  can 
be  secured  from  the  government  the  project  will  be  realized.  Reg- 
ular service  was  opened  on  January  6  between  Bloomington  and 
Danvers,  the  first  section  of  the  Bloomington-Peoria  line. 

Indianapolis  &  Louisville  Traction  Company. — J.  E  Greeley, 
of  Jeffersonville.  Ind..  superintendent  of  construction,  announces 
that  cars  will  be  running  between  Sellersburg  and  Scottsburg, 
Ind.,  by  April  1. 

Iowa  &  Missouri  Traction  &  Power  Company. — This  company 
will  let  contracts  at  an  early  date  for  constructing  its  line  from 
Fairfield.  la.,  to  Memphis.  Mo.,  52  miles.  J.  W.  Andrews.  Keosau- 
qua,  la.,  is  chief  engineer. 

Kalamazoo  Lake  Shore  &  Chicago  Traction  Company. — S.  J. 
Dunkley.  president.  Kalamazoo,  Mich.,  is  reported  as  saying  that 
financial  arrangements  have  been  made  for  completing  this  line 
from  Kalamazoo  to  South  Haven.  Mich.  The  section  from  Kala- 
mazoo  to   Paw    Paw    is   already   in    operation. 

Kansas  City  St.  Joseph  &  Excelsior  Springs  Electric  Railway. 
— Work  has  been  started  on  the  bridge  across  the  Missouri  river 
at  Kansas  City  for  the  line  from  Kansas  City  to  St.  Joseph,  Mo. 
The  bridge  is  to  cost  about  $1,190,000.  The  contract  for  the 
four  piers  has  been  let  to  the  Kansas  City  Construction  Company; 
the  contract  for  the  steel  work  is  still  to  be  let.  The  entire  line  to 
St.  Joseph  is  to  be  double  track.  Entrance  to  Kansas  City  will  be 
made  over  the  tracks  of  the  Metropolitan  Street  Railway.  Ira 
Hedrick.    consulting   engineer.   Kansas  City. 

Lexington  &  Interurban  Railways. — Grading  has  been  completed 
for  a  line  from  Lexington  to  Frankfort,  Ky.,  30  miles,  and  it  is 
expected  that  the  road  will  be  in  operation  during  the  coming 
summer.  The  right  of  way  for  a  line  to  Winchester,  16  miles,  has 
been  secured,  and  it  is  expected  that  construction  will  begin  during 
the  year.  The  company  also  has  plans  under  consideration  for  ex- 
tensions to  Richmond  and  Nicholasville,  located  to  the  southeast 
and   southwest,    respectively,    of   Lexington. 

Macon  Americus  &  Albany  Electric  Railway. — Surveys  are  be- 
ing made  on  this  line  between  Macon  and  Albany.  Ga.,  and  as  soon 
as  they  are  completed  the  work  of  building  the  road  will  be  started. 
W.  Jordan  Massee  is  president  of  the  Interurban  Construction  Com- 
pany. Macon,  Ga.,  which  has  the  engineering  work  in  charge. 

Mankato  Electric  Traction  Company. — This  company  will  soon 
be  organized  and  incorporated  under  the  laws  of  New  Jersey  with 
$175,000  capital  stock  to  build  6  or  7  miles  of  road  within  the  city 
limits  of  Mankato  and   North   Mankato.   Minn.,    and  possibly  a  line 


January  12.  1907. 


ELECTRIC     RAILWAY     REVIEW 


OH 


immerolal  club  Is  - 

Mans'ield.   O.— The   Roberts   &   Abbott   Company,   of   Cleveland, 
trie   railway    from   Mansfield   to   lit. 

\ 

Michigan     United      Railways.-  E  lent     J.     M. 

Bramlette.   of    I-insi:  -  that    extensive   im- 

Ity   lines   this  spring, 
including  some  double  tracking  lal  work. 

Monmouth     County     Electric     Railway.— This    company,     which 
connects  Red  B  a,  N.  J.,  has  completed  an  cx- 

n    from    Red    Bank    to    Fair    Haven    and    cars    were   operated 
the   line   on  January    2.      W.    F.    Hogan,    of    New    fork,    presi- 
dent. 

Mt.    Vernon.    Ind.     <",.    K.    Martin,    of    Albion,    111.,    is    interested 

in  a  pr I   to   bull  llway  from  Mt.   Vernon,  111.,  to 

Mt    \'. ■:•!.■  n,   ind  .  a  id  H   Is  stated  that  surveys  are  being  made. 

New  Orleans  Railway  &  Light  Company.     It  is  stated  that  many 
S  line  at  Wl  St    End   will  be   made  as 
new  ordinance  drawn  lies  as  that  In 

ad  now  b<  ered  by  the  council,  has  been  i 

New   York  &   Pennsylvania    Railroad.— It   is   reported   that   esti- 
.  hanging    this 
from    6  eo,    X     Y       from   a    steam    to   an 

G.  W.  PI  i    N.   Y  .  is  chief  engl 

Northern  Ohio  Traction  &  Light  Company. —  and  Con- 

iiiat   it  will  begin  work  In   the 
sprh  -  to   Seville,    O.     Only   two 

laid  on   the  line  between   Barberton 

it    will   be   in   operation    in 
Akron,  O. 

Northwestern  Elevated  Railroad. —Rapid  progress  is  being  made 

it.. I  road  in  Chicago.  The 

i   l-:i  miles  in  a  northwesterly  direction  from 

Belmont   avenue,    to   Kimball   avenue. 

nortl.  laid   as   far  as   the   Irving 

far    as    the    Berteau 
-  were  [aid  in  November,  1905. 

Northern    Texas    Traction    Company. — This    company    now    has 

Improvement  v< .  way  on  Iti  -  In  Ft,  Worth,  Tex., 

•  ut   6   miles.        11      If.     Flanders,    chief    engineer. 

Oregon    Electric    Railway. — This  company.   l,a.  ked    by  Moffatt   & 
New    fork,    Is    build!  from   Portland   to   Salem, 

Ore.,    with    nun  lers.      W     s      BarstOW    &    Co..    of    Port- 

land nirk.  la  ti  ■  tor.     The  main  line  is  i'Jhi  miles 

long  and    ;  -ost  about   $2,000,000.      A  bridge   S00   feet 

now  an.ier  construc- 
>t  WllsonvUle,  0  Willamette  river.     The  road   is 

completed  from  Balem   i"  Lake  Labli 

Itruction  Is  to  begin  at  the 
Porti  intn.     There  are  now  (,000  tons 

of  rail"  on  the  ground  have  been  ordered. 

Peoria    Railway. —  This  -he 

nexl  few  months.    New  equip- 

nstalied   at 

% .  ill  i"-  built  at  Qlen  Oak   Park.     B.   i. 

in. 

Point    Loma    Electric    Railway.     Organised    al    San    Dli 

-  ego  to  0 

win 
soon  ollii  r,  Q    M    Hawley,  S.  F. 

Smlt<  ,  O.   D.  1  old. 

Red   Bank.   O. — Captain  Pel 

lion    of   ■  ack    line    fi 

k  Creek  Wlnton   I 

Shelburne  Falls  S.  Coleraln  Street   Railway.     H    I      reported   that 

and   Colernln,    M 

i.  land. 

Somerset   (Ky,|    Railway  4   Light  Company. 

cam  •■■  nrwi  tin.. 

Sout'  tan    Railway.     It    Is 

I 
I 

Spokane   4L    Inland    Empire    Railroad. — l'i 
iuni  II  of  B 


-    not    to   •  width   and   the   crown   of   the   roof 

Is  t"  be  not  less  than  four  feet  below  the  surface.  The  put 
of  the  tunnel  is  to  save  time  for  trains  in  the  city  and  to  avoid 
dangerous  crossings,  and  it  will  be  used  as  an  entrance  to  the 
tirminals  of  the  various  interurban  lines  of  the  company  includ- 
ing the  S  ,v  Inland  Railway,  the  Coeur  d'Alene  A:  Spokane 
Railway  and  a  line  which  is  to  be  built  down  the  Spokane  >•' ,vr 
to  Nine  Mile  bridge  [I  ted  that  this  tunne'  will 
be  used  by  an  electric  railway  which  is  to  be  built  Into  tlj  Big 
Bend  country.       The  required  property  1  The 

of    construction    is    estimated    at   abo  t    including 

the    Improvements    at    the    terminal    stations,    which    would 
$100,000   more,   and    it    is   estimated   that    the    subwaj    can    be   built 
in  two  years. 

Steubenville  &   Ohio   Valley   Traction   Company. — This   company 
recently     begun     operating    from     Steubei  ville    to    Mingo.      O.. 
over     the     county     roads.        The     running     tin.  thi       two 

points   is   15  minutes. 

Suburban    Transit    Company-  It    is   rep 
has  been  secured  foi  ipany's  lines  fron    I 

nlal   I  [eights,   s.   C..  IVi  miles.     (  I    « Ithin  80 

Julius    II.    Walker.    I  8.    C,    Is    president. 

Toledo  &  Chicago   Interurban   Railway.     This   eon  bi 

gun  condemnation  proceed!]  gs        Si 

sion  from   Wat  atlon 

from    Ft.    Wayne   to   Butler,    Ind.      F.    B     I 
ECendallvllle,  Ind. 

United    Cities    Traction    Company.     T  tly    in- 

rated  to  build   a   street    railway  in    Ft.   Smith,   Ark.,    lias 
work.      The   Ft.    Smith   Construction  Company    is  doing    the   grading. 

:  Ft.  Smith,  is  inter 

United  Railways  (Portland.  Ore.)-  li  I   that  rails  have 

been  ordered  for  the  city  II  irtland,  for  which  franchisi 

held  LOSS,     and     it     is     stated     that     Woi  k     is     to     I.e    BI 

in   a  short    time.      The   compai.  ral    finan- 

cial   difficulties    hut    Mr.     Loss    lias    d<  posited    a    bond    to 
franchises   and  '    the    project    will    he   rallied   out.      A   line 

from  Portland  to  Foresl  On  itemplated. 

United  Traction   Company  ral   manager 

of  this   line   and    Its   new   subsidiary   company,    the    Hudson    \ 
Kailv.  ler  v.  nil   several  oth.r  officials  of  these  companies, 

has  Ji  •'  :m" 

nounces    I  nts  on   the   Hudson 

being   m.n  will   Include  t  orders 

for  new  equipment   and   the  eventual  double-tracking  ol    its 
length.     Twenty-five  news  eats  hav<  irdered  by  the   United 

...ti   Company,    I    which   embodying   man]    new  features. 

has  arrived  and  will  Bhortly   be  given  a   trial   trip 

Western  Massachusetts  Street  Railway.  It  is  reported  that  this 
company  will  build  an  extension  from  Chestei  to  Lee,  Mas-.,  this 
summ.r.   to  tter  point   with   the  Berks 

Railway,     li.  I  neral  manager,  Springfield,  Mas-. 


POWER    HOUSES   AND  SUBSTATIONS. 


Boston    Elevated    Railway.     The  anneal  report   of  tins  company, 
Which    has   just 

menta  to  i  power  supply  by  thi  if  'wo 

i  plying  i  ..  Ilatlon  of  a 

turbli  I    I, kilowatts,  and  by  tin-  i 

iwatts,  making  a  total  of  upward  of  7.S7!  kilo* 
which  I 

Camden    Interstate    Railway   Company    (Huntington.   W.    Va.). 
This  com]  new  power  house    'i    [ronton,  <  <  . 

Ohli  rallwaj       The 

In    iis    Ashland,    Ky.,    powei    house   will 
itructure 
.  i )  int   Idle  sines  the  new 

pleted   mole  1 1 

Cumberland    A    Westernport    Electric    Railway       It    I 

In. I 
Green  River  Hydro-Electric  Company 

10       Will     begin     thi 
'.  I  ■       I  !      I  ■ 

libit 

.:        i  ■ 

Omaha  A  Council   Bluffs  Street   Railway.      \ 
i    with   ihi 

ad  In  sis   months, 

Utah    Light    A    Railway    Company. - 


60 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  2. 


Personal  Mention 


Mr.  E,  K.  Winters  has  resigned  as  assistant  to  tlic  president 
of  the  Chicago  &  Milwaukee  Electric  Railroad. 

Mr.  Frank  S.  Drake  lias  resigned  as  superintendent  of  main- 
tenance of  way  of  the  Portland  (Ore.)  Railway  &  Light  Company. 

Mr.  \v.  II  IN. i  i.iii  has  been  appointed  assistant  superintendent 
Of  the  Rutland  (Vt.)  Railway  Light  &  Power  Company,  succeeding 
Mr.  Nathan  S.  Eldredge.  resigned. 

Charles  L.  Furbay,  general  superintendent  of  the  Augusta 
Railway  &  Electrii  Company,  Augusta,  Ga.,  has  resigned  after 
five  years'  service  with   the  company. 

Mr.  J.  A.  Barry,  of  Buffalo,  N.  Y..  has  been  elected  president  of 
the  Jamestown  Chautauqua  &  Lake  Erie  Railroad  succeeding  Mr. 
F.  L.   Chase,  of  Jamestown.  N.   Y..  resigned. 

Mr.  Fred  D,  Potvin,  of  Grand  Rapids,  Mich.,  has  been  ap- 
pointed manager  of  the  Citizens'  Railway  &  Light  Company,  of 
Muscatine,   la.,   succeeding  Mr.  A.    L.   Lindner,   resigned. 

George  S.  Rice,  chief  engineer  New  York  Rapid  Transit  Com- 
mission, who  has  charge  of  engineering  work  on  the  tunnels  being 
built  under  the  East  river  from  the  Battery  to  Brooklyn,  the  head- 
ings in  one  tube  of  which  met  recently  was  born  on  February  28, 
1849,  at  Boston,  Mass. 
He  was  educated  at  Har- 
vard University,  class  of 
1870,  graduating  with  the 
degree  of  S.  B.  A.  Mr. 
Rice  has  had  a  long  and 
varied  engineering  expe- 
rience. The  year  before 
his  graduation  he  was 
employed  in  the  engineer- 
ing department  of  the 
Boston  water  works  and 
assisted  in  the  construc- 
tion of  the  Chestnut  Hill 
reservoir.  Upon  leaving 
the  university  he  became 
assistant  engineer  of  wa- 
ter works  at  Lowell, 
Mass.,  and  in  1871  divi- 
sion engineer  of  the  Bos- 
ton water  works.  This 
position  he  held  until 
1877.  He  was  then  made 
principal  assistant  engi- 
neer in  charge  of  the 
Boston  main  drainage 
works,  which  position  he 
held  for  three  years.  In 
1880  he  engaged  in  min- 
ing work  in  Arizona  and  Colorado  and  after  seven  years'  expe- 
rience in  mining  engineering  went  to  New  York  City  as  deputy  chief 
engineer  of  the  Aqueduct  Commission  which  had  charge  of  the 
New  Groton  aqueduct.  He  worked  vigorously  for  four  years  in 
revising  the  methods  of  construction  which  had  been  adopted  for 
this  work,  and  in  1891  resigned  to  become  chief  engineer  of  the 
Rapid  Transit  Commission  of  Boston.  From  1892  to  1900  he  en- 
gaged in  engineering  in  private  practice,  serving  from  1893  to  1900 
as  instructor  of  water  supply  and  sanitary  engineering  at  Harvard 
University.  In  1900  he  was  appointed  deputy  chief  engineer  of 
the  Rapid  Transit  Commission  of  New  York,  and  in  1905,  at  the 
resignation  of  William  Barclay  Parsons,  was  made  chief  engineer 
of  that  commission.  Mr.  Rice  is  a  member  of  the  American 
Society  of  Civil  Engineers,  the  Boston  Society  of  Civil  Engineers, 
the  New  England  Water  Works  Association  and  the  American 
Institute  of  Mining  Engineers  and  of  various  clubs  in  New  York 
City    and    Boston. 

Mr.  M.  J.  Kehoe.  who  has  been  for  several  years  chief  engineer 
of  power  plants  of  the  Ft.  Wayne  &  Wabash  Valley  Traction  Com- 
pany, has  had  his  title  changed  to  superintendent  of  power. 

Mr.  F.  B.  Royster.  formerly  master  mechanic  of  the  Virginia 
Passenger  &  Power  Company,  of  Richmond.  Va„  has  been  ap- 
pointed supeiintendent  of  the  Montgomery  (Ala.)  Traction  Com- 
pany. 

Mr.  H.  C.  Page,  general  manager  of  the  Springfield  Street 
Railway,  of  Springfield,  Mass..  has  had  his  jurisdiction  extended 
over  the  Woronoco  Street  Railway  and  the  Western  Massachusetts 
Street  Railway. 

Mr.    Clarence   Keever  has  been  appointed   local   superintendent 
of  the  Indiana  Union   Traction   Company  at   Muneie.   Ind..  succeed- 
ing   Mr.    William    Emmons,    resigned    to    take    service    with    ;i 
road  in  Kansas. 

Mr.    TT.    G.    Fitzpatrick    has   been    a] ted    superintendent   of 

the  city  lines  of  the  Cincinnati  Dayton  &  Toledo  Traction  Com- 
pany at  Hamilton.  O.  Mr.  Fitzpatrick  was  formerly  chief  operator 
for  the   company  at  Trenton. 

Mr.     William    A.     House,     se i.l     vice-president    and      general 

manager  of  the  United  Railways  &  Electric  Company,  of  Balti- 
more.   Md..    has    1 n    appointed    acting    president,    succeeding     the 

late  Genera]  John  M,  Hood.      Mr.  House  has  i n  connected  with 

the  company   for   2fi   years,    having   started    as   a   conductor.     Mr. 


George   S.    Rice. 


William    Early.   General    II I       private    secretary,    has  been  elected 

assistant  secretary. 

Mr.  M.  W.  Surratt  has  been  appointed  superintendent  of  the 
local  lines  of  the  Indiana  Union  Traction  Company  at  Tipton,  Ind. 

Mr,  W.  P.  Read,  for  the  past  17  years  superintendent  of  rail- 
way service  for  the  Utah  Light  &  Railway  Company,  Salt  Lake 
City,  Utah,  has  resigned.  The  duties  of  the  office  have  been 
assumed  by  Mr.  F.  L.  Morse,  general  superintendent,  and  Mr.  O.  P. 
Arnold,   Jr.,    assistant   superintendent. 

Mr.  G.  J.  A.  Paul,  general  superintendent  of  the  Youngstown- 
Sharon  Railway  &  Light  Company,  has  been  appointed  general 
superintendent  of  the  lines  of  the  Mahoning  &  Shenango  Valley 
Traction  Company,  which  include  the  Youngstown-Sharon.  Mr. 
Paul  will   retain  his  headquarters  at  Youngstown,  O. 

Mr.  Winthrop  B.  Nye.  general  superintendent  of  the  Ray  sys- 
tem of  electric  railways  in  Rhode  Island  and  Massachusetts,  which 
has  been  acquired  by  the  New  York  New  Haven  &  Hartford  Rail- 
road, has  resigned  and  will  act  as  private  secretary  to  M.  Joseph 
G.  Ray,  former  general  manager  of  the  Ray  system. 

Mr.  L.  S.  Storrs  has  been  appointed  vice-president  of  the  Con- 
solidated Railway  Company  with  headquarters  at  Boston.  Mr. 
Storrs  was  formerly  geologist  of  the  Northern  Pacific  Railway  and 
later  expert  and  engineer  of  tests  of  the  New  York  New  Haven  & 
Hartford,  which  position  he  has  held  until  his  recent  appointment. 

Mr.  Edgar  S.  Fassett.  general  manager  of  the  United  Traction 
Company,  Albany,  N.  Y.,  has  been  appointed  manager  of  the 
Hudson  Valley  Railway,  Glens  Falls,  N.  Y..  control  of  which  has 
been  secured  by  the  Delaware  &  Hudson  Company  interests.  The 
Hudson  Valley  has  been  practically  merged  with  the  United  Trac- 
tion. 

Mr.  Albert  H.  Stanley,  general  superintendent  of  the  northern 
and  central  New  Jersey  divisions  of  the  Public  Service  Corporation 
of  New  Jersey,  has  been  given  entire  charge  of  the  street  railway 
department  for  the  state,  including  South  Jersey.  Mr.  Stanley 
was  formerly  general  superintendent  of  the  Detroit  United  Rail- 
way system. 

Mr.  George  A.  Her.  formerly  connected  with  the  Western  Mary- 
land Railroad  as  electrical  engineer  and  superintendent  of  motive 
power  and  machinery  for  all  its  mines,  has  resigned  to  become 
electrical  engineer  and  superintendent  of  the  Las  Vegas  (N.  M. ) 
Railway  &  Power  Company  with  headquarters  at  Las  Vegas.  Mr. 
Her  was  formerly  chief  electrician   in  the  United  States  Navy. 

Obituary. 

J.  W.  W.  Bryant,  division  superintendent  of  the  Nashville 
Railway  &  Light  Company  and  ex-member  of  the  county  court, 
died  on  December  27,  at  his  home  in  West  Nashville  of  spinal 
meningitis,  aged  38  years.  Mr.  Bryant  had  been  identified  with 
the  street  railway  company  for  14  years  and  had  risen  from  the 
position  of  motorman  and  conductor  to  that  of  division  superin- 
tendent of  the   lines   in   North   and  West  Nashville. 

James  Smith,  who,  until  seven  years  ago,  was  superintendent 
of  all  track  work  carried  on  by  the  Toronto  Railway  Company,  died 
at  his  residence  in  Toronto  on  December  18.  Mr.  Smith  was  81 
years  of  age,  and  had  been  engaged  in  railway  work  all  his  life. 
In  1S69,  when  the  Toronto  Street  Railway  was  purchased  by  Kiely 
Brothers,  Mr.  Smith  was  placed  in  charge  of  the  mechanical  depart- 
ment of  the  system.  When  the  present  company  was  formed  he 
was  promoted  to  the  position  of  superintendent  of  construction, 
from   which   he  retired  seven   years  ago. 


Railroad   Commissions   Ask  Jurisdiction   Over   Interurbans. 


The  Washington  railroad  commission  in  its  report  to  the  gover- 
nor recommends  that  the  section  of  the  present  law  which  exempts 
interurban  lines  from  the  operation  of  the  act  be  repealed,  inas- 
much as  it  creates  a  doubt  as  to  the  validity  of  the  law,  and 
also  because  electric  lines  are  coming  more  and  more  into  compe- 
tition with  the  steam  roads.  The  commission  says:  "A  doubt 
exists  in  the  minds  of  some  as  to  the  constitutionality  of  the  provi- 
sion of  the  law  conferring  the  power  on  the  railroad  commission  to 
fix  reasonable  rates  to  take  the  place  of  rates  found  by  the  com- 
mission to  be  unreasonable,  by  virtue  of  the  exemption  of  interur- 
ban lines  from  the  operation  of  the  act.  as  found  in  Section  22 
thereof.  Since  the  passage  of  the  commission  act  tw-o  years  ago, 
interurban  lines  have  assumed  an  importance  in  the  transpor- 
tation of  freight  in  direct  competition  with  the  steam  railroads  in 
eastern  Washington,  and  many  important  lines  and  extensions  are 
projected  in  western  Washington.  While  these  competing  lines 
are  probably  under  the  jurisdiction  of  the  commission  and  sub- 
ject to  its  control,  no  uncertainty  should  exist  upon  a  subject 
assuming  such  importance  as  this.  The  commission  feel  that 
the  law  should  be  amended  so  as  to  include  electric  interurban 
lines  and  thus  settle  and  remove  any  existing  doubt.  The  exemp- 
tion found  in  Section  22  should  be  eliminated." — The  report  of 
the  Indiana  railroad  commission  to  be  issued  soon  will  recom- 
mend to  the  legislature  that  interurban  lines  of  the  state  be  put 
under  the  jurisdiction  of  the  commission  on  the  same  basis  as 
steam  railroads.  The  constitutionality  of  the  act  creating  the 
commission  has  been  questioned  by  the  steam  roads,  on  the 
claim  of  class  legislation,  because  the  interurban  electric  sys- 
tems were  left  out  in  the  construction  of  the  bill.  The  report  also 
will  recommend  the  prohibition  of  all  passes  ort  railroads  in  the 
state,   steam  and   electric. 


January  12.  1907. 


ELECTRIC     RAILWAY     REVIEW 


61 


Financial  News 


Alabama    City   Gadsden    &    Attalla    Street    Railway.— This   com- 
pany  has    Bled    .t    mortgage  to    the   Trust    Company  of 
a    Ycik.   tor  the  purpose  of  making   Improvements 
and  •                       Including  plant.     John  D.  Gaboury. 
general    manaf                              \'a. 

Arbutus  Park  Street  Railway.  Owing  to  the  mayor's  veto  of 
the  ordinance  n  by  the  council  on  account  of  its  pro- 

vision for  a  perpetual  free  franchise,  this  company  has  announced 
that   it   will  offer   for  sale  by   puhlii  ment    its   charter  and 

rights   of  way  over  all  private  property   fite  from  any  charg 
any  person  or  persons  who  will  gv  i'Uild  the  line  within 

a  reasonable  time.  In  the  event  of  failure  to  receive  a  favorable 
proposal  within  30  days  announcement  Is  made  that  its  charter  will 
be  ■urrendi  tandoned. 

Berlin  &.  Waterloo  Street  Railway. — The  town  of  Berlin.  Ont.. 
Is   n- -  5e   of   this   company,    which    operates 

about  lin    ami    vicinity,    the    franchise     for 

which   ezpil  -  oer.       A    board   of   arbitration   has  valued 

the  property   at   JTD 

Boston  &  Northern  Street  Railway. — The  Massachusetts  railroad 
comn  -    authorized    this   company    to    issue    $300,000    addi- 

tional capital  .-i 

Boston  Elevated  Railway. — The  annual  report  for  the  year  ended 
on   J ill  La   just  been   made  public.     The  statement   of 

earnings  and  expenses  for  the  year,  as  compared  with  the  two 
previous   years   is  as  follows: 

1906  1905  1904 

$13,527,186         J12.689.676         $12,391,353 

Expenses    9,306,950  8.617,653  8,631,553 

Net $4,220,235  $4,072,023  $3,759,800 

Other   income 107.426  51,893  45,240 

Total  income $4,327,661  $4,123,916  $3,805,040 

Charges 3.475.882  3,288,831  75.268 

Surplus $851,779  $835,085  $829,772 

Dividend   6   per  cent 798,000  798,000  798.000 

Surplus $53,779  $37,085  $31,772 

The  company  controls  414.4  miles  of  surface  track,  an  Increase 
of  5  4  miles  for  the  year,  and  owns  16  miles  of  elevated  road,  mak- 
ing a  total  of  457.4  miles  of  track.  For  the  fiscal  year  1906.  the 
company  carried  262.267.240  passengers:  In  1905  the  total  was  246.- 
941.776.  while  in  1904  It  was  241.681.945. 

Forty-five   "easy  access"  elevated   cars,  and  150   "easy  access" 

semi-convertible  surface  cars,   seating  52  persons  each,   have   been 

bought.     There  was  spent  $737,354  In  renewals  and   repairs  of  sur- 

i  racks,    exceeding    the    amount    spent    the    previous    year    by 

4.  and  the  year  before  that  by  $283,683. 

Buffalo    4    Lake    Erie     Traction     Company. — The     governor     of 
Pennsylvania   has   approved    the   merger  of   this   company  and    the 
Lake  Erie  Traction  Company,  under  the  name  of  the  former,  with 
'000  capital  stO"k. 

Canyon  City  Florence  A.  Royal  Gorge  Electric  Interurban  Rail- 
way Iv.  of  Colorado,  has  been  appointed 
•t  for  this  eon  the  application  of  C.  C.  Durkee,  a 
creditor  The  road  was  projected  by  F.  8.  Granger,  of  Florence, 
innect  Florence  with  surrounding  towns,  with  a  line  to 
the  top  of  the  Royal  Gorge.  A  controlling  Interest  in  the  com- 
pany was  recently  purchased  by  F.  <";  BlMth.  of  Florence,  and  the 
receivership  is  on  account  of  complications  arising  from  this  pur- 
ehaaa. 

Chicago  Union  Traction  Company. — The  annual  meetings  of  the 
n  of  the  three  underlying  companies,  the  Norl 

Railroad  and  the  CI 
West    Division    Street    Railway,    were    held    on   January    8    an>! 
■11  re-elected. 

Dallas  Consolidated  Eltctric  Street  Railway— The  officers  of 
the    street    railway*    In    Dallas    will    apply    to    the    legislature   for   a 

nsolldated 
Railway,     the    Rapid    Transit      Railway     and      the 
which    w;i 

.  rop^rty.    right*  ■  "r  two  and 

k    or 

proceeds  of  such  Increase  shall  I  faith  for  such 

;  •■   within   24    month' 

Geneva  Waterloo  Seneca  Falls  S.  Cayuga  Lake  Traction  Com- 
pany Tie  N'-w  York  re  amission  hat  consented  to  the 
Issuance  of  a  first  m 

mpany's  capital  stock   from  li 

Lake    Shore    Electric    Rsllwa/ 
1440. ooo   of   three-year  6   per  cent 

-  ige   bond' 
cssds  are  I 

•  ment*  ii' 

pest  year 

■ 

"irlng   th»    | 
kw.    haa   li 


the  same  sized  addition  will  Vie  added  to  the  plant  at  Fremont. 
the  additional  power  at  Fremont  being  largely  necessary  to  operate 
the  Sandusky  Fremont  &  Southern,  which  is  now  being  built  at  a 
rapid 

Kalamazoo    Gull     Lake    &     Northern     Railway. — This    company. 

proposes   t"   bull  i  Mich'.! 

via    R  i).,.,!    by    .'  fol- 

■  .1.   T.    Upjohn,   of  Kalan  -urer. 

Martin  P.  Huyk.  of  I  ,ry  and  vie  !dward 

1  ■     Hosmi  r,    of  nents 

been   mad  ral    franchises   have 

Mahoning    &.    Shenango    Railway    &.    Light    Company. — It    is    re- 
•  l   that  this   compani  ilred  all   the  outstai  i 

of  the  Toungstown   lark  ,v    F  -  Railway, 

merger  of  the  street  railway  property  ii 

ran    Newcastle,   O.,  and  Sharon,   Pa       E    N    S  "lent. 

New  York. 

Mansfield  Railway  Light  &  Power  Company.— Rudolph  Kl.  y- 
bolte  &   Co..  of  Cincinnati,    has  ed    its   controlling   interest 

in   this  company  to   Thomas  Latham,   and  ass  Cleveland. 

O.      The  consideration   is   not  announced. 

Old  Colony  Street  Railway.— The  Massachusetts  railroad  com- 
mission has  authorized  this  company  to  issue  additional  stock  to 
the    amount  of   $200, 

Rapid  Transit  Railway  (Dallas.  Tex.)— The  stockholders  met 
try  and  authorised  the  proposed  merging  of  the  property 
with  the  Dallas  Consolidated  Electric  Street  Railway  and  the 
Metropolitan  Street  Railway.  The  directors  were  re-elected. 
President  C.  F.  Freeman,  vice-president  C.  E.  Bird,  and  treasurer 
B.  E.  Van  VUet  were  re-elected.  \Y.  W.  Loomis  was  elected 
secretary  in  place  of  S.  E.  Williams. 

Rock  Island  Southern — This  company,  incorporated  in  1905  to 
build  a  railroad  equipped  with  steam  and  electric  power,  connect- 
ing the  cities  of  Rock  Island,  Mollne,  Davenport.  Monmouth  and 
Galesburg,  111.,  Is  offering  $400,000  of  first  mortgage  5  per  cent  gold 
bonds  at  9S  and  Interest.  The  line  is  completed  from  Monmouth 
to  Galesburg  and  will  be  completed  to  Rock  Island  and  in  opera- 
tion during  1907.  The  trust  deed  provides  that  additional  bonds 
may  be  Issued  only  for  60  per  cent  of  the  cost  of  the  property 
during  construction  and  25  per  cent  more  when  the  net  earnings 
from  operation  equal  IK  times  the  interest  charges  on  the  bonds 
Issued. 

Springfield,  O.— It  Is  reported  that  a  New  York  syndicate  Is 
negotiating  for  the  merger  of  the  Springfield  Troy  &  Flqua  Rail- 
way, the  Springfield  &  Xenia  Railway,  the  Washington  Traction 
Company,  the  Home  Light  Heat  &  Power  Company,  and  the  Peo- 
ple's  Light  Heat  &  Power  Company. 

Stark  Electric  Railroad.— At  a  recent  meeting  at  the  general 
offices  of  the  company  at  Alliance,  O..  the  following  officers  were 
elected:  President.  C.  R.  Morley;  vice-president.  D.  Morlson;  sec- 
retary, E.  S.  Cook;  treasurer.  E.  Wlebenson.  In  addition  to  the 
above  the  directors  are  William  Grief.  R.  H.  Brown  and  Frank 
Straus.     All  the  officers  are  from  Cleveland. 

The  City  Railway  (Dayton,  O.) — This  company  has  announced 
an  issue  of  1,000  shares  of  additional  common  stock  at  par,  to  be 
allotted  to  present  stockholders  pro  rata  of  their  holdings.  The 
company  has  also  announced  a  s] lal  dividend  of  :,  per  cent. 

Toledo  Railways  &  Light  Company.— The  annual  meeting  of  the 
stockholders  will  he  held  In  Toledo  on  January  17.  At  this  m 
Ing  the  matter  of  leasing  the  street  railroads  owned  and  controlled 
by  the  Toledo  Ottawa  Beach  &  Northern  Railway  Company  s. 
voted  upon.  The  Toledo  Ottawa  Beach  &  Northern  Railway  Com- 
pany Is  a  consolidation  of  the  Toledo  &  Point  Place  Railway  and 
the   Ti  Ottawa   Beach    Rallw  stock  of  these   com- 

i  to  the  Ti 
■any  will   . 
ledo  Ottas  am. 

United     Railroads    of    San     Francisco.— Conclush  of 

100,     Is    furnished    In    the 
■mlngs  of   the   United  Ralls 
mpany,    the   holding   company   of   the    United    I 
roads  oo.    whl<  I  the   four 

Ion    lines    In    that   city.      This    report,    win 

1 1,116,000 

I'ran- 


62 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  2. 


Manufactures  and  Supplies 


cost  about  $23,000.     The  building  will  be  of  brick,   steel  and  rein- 
forced concrete,  120  by  160  feet  in  area. 


TRADE   NOTES. 


ROLLING    STOCK. 


Peoria  Railway  Company,  Peoria.  111.,  is  in  the  market  for  15 
new  i 

Chicago  Milwaukee  &  St.  Paul  Railway  Is  in  the  market  for 
ten  motor  cars. 

Chicago  City  Railway  Company  will  soon  be  in  the  market  for 
300   cars   for   eit> 

United  Railways  Company  of  St.  Louis,  Mo.,  is  building  a 
sample   car  at   its  own   shops. 

Brooklyn  Heights  Railroad  Company,  Brooklyn,  N.  Y.,  is  pre- 
paring specifications   for   LOO  cars   for  surface  use. 

Michigan  United  Railways.  Lansing,  Mich.,  is  reported  in  the 
market    for   a    considerable   amount   of   rolling   stock. 

Laconia   Street    Railway.    Laconia,    X.   H..   ordered   in   190i: 

closed  double  truck  ear  from   the  Laeonia   Car  Company- 
Hartford  &  Springfield  Street    Railway,  Hartford.   Conn.,   placed 

orders  during  1900  for  four  16-bench  open  double  truck  ears  for  city 

service. 

Louisville    Railway    Company.    Louisville.    Ky..    has    contracted 

with    the    St.    Louis   Car   Company    for   50    cars    for   delivery   in   the 

spring  of  1907. 

Lewiston     Brunswick    &    Bath    Street    Railway,    Lewiston,    Me., 
ed  during   1906  one  35-foot  double   truck   Interurban   ear  from 

the  Laconia  Car  Company. 

New  York  Auburn  &  Lansing  Railway,  New  York.  X.  Y.,  has 
ordi  red  through  A.  H.  Flint.  15  Broad  street,  Xew  York,  ten  cars 
from  the  Jewett  Car,  Company. 

Atlantic  Shore  Line  Railway.  Kennebunkport.  Me.,  ordered  in 
1906  four  36-foot  box  trailers  and  three  30-foot  electric  locomotives 
from  the  Laeonia  Car  Company. 

Willamette  Valley  Traction  Company,  Portland.  Ore.,  has  or- 
dered through  W.  S.  Barstow,  56  Pine  street.  New  York,  eight 
ears   from  the  Jewett  Car  Company. 

Chicago  Union  Traction  Company's  receivers  have  been  granted 
authority  by  Judge  Peter  S.  Grosscup  of  the  L'nited  States  Circuit 
Court  of  the  seventh  district  to  purchase  149  ears. 

Kansas  City  St.  Joseph  &  Excelsior  Springs  Electric  Railway, 
Kansas  City.  Mo.,  is  considering  bids  for  new  equipment  including 
nger,  express  and  parlor  cars.  Ira  G.  Hedrick.  consulting  en- 
gineer, Kansas  City.  Mo. 

International  Railway  Company,  Buffalo.  X.  Y*..  has  just  placed 
an  order  for  75  new  ears  with  the  J.  G.  Brill  Company  for  Septem- 
ber delivery.  The  cars  will  be  46  feet  in  length  with  a  seating 
capacity  of  44  persons,  will  have  end  ventilators  and  be  equipped 
with  air  brakes.  This  company  is  also  reported  in  the  market  for 
a  number  of  cars  for  interurban   service. 

Spokane-Pend  d'Oreille  Rapid  Transit  Company,  Limited. 
Spokane.  Wash.,  advises  that  it  will  adopt  first-class  passenger 
equipment  as  follows:  six  motor  cars  with  closed  motorman's  cab, 
10-foot  baggage  compartment.  12-foot  smoking  compartment  and 
artment  to  seat  72  persons,  length  over  all  being 
GO  feet,  width  S  feet  3  inches  and  fitted  with  Walkover  rattan  seats. 
Ten  trailers  without  compartments,  of  the  same  dimensions  as  the 
motor  ears,  upholstered  in  plush:  two  express  motor  cars  similar 
to  those  furnished  by  the  J.  G.  Brill  Company  for  the  Washington 
Water  Power  Company  of  Spokane.  Wash.,  to  have  a  length  over 
all  of  39  feet  4  inches,  height  from  top  of  rail  to  trolley  base,  11 
feet  11  inches,  arched  roof  and  hood  covered  with  canvas  and  en- 
for  motormen.  The  company  advises  that  it  will 
also  order  20  box  and  40  flat  cars  of  standard  freight  construction 
and   air   brakes. 


SHOPS   AND  BUILDINGS. 


Birmingham  Railway  Light  &  Power  Company. — This  corn- 
is  considering  plans  for  an  addition  to  its  present  car  barns 
to  cost  $75,000.  consisting  of  a  new  shod  similar  to  the  present 
one.  covering  half  the  block  bounded  by  Third  and  Fourth  avenues 
and  Tenth  and  Elev  nth  stn  ets,  Birmingham.  Ala.  w.  A.  Mc- 
Whorter,   master  mechanic. 

Halifax  Electric  Tramway  Company. — This  company  is  build- 
ing a  new  car  barn  on  Lower  Water  street.  Halifax.  N.  S.,  which 
will   be  100   by  135  feet,   of   brick,   with    CO  Mor   and   folding 

steel    doors.      It    is    expected   to    be    ready    for    occupancy   by    De- 
cember  31. 

International  Railway  (Buffalo,  N.  Y.). — Work  has  been  com- 
pleted on  the  new  Cold  Springs  -  nd  car  house  at  Buffalo. 
at  a  cost  of  about  $350,000.  The  old  car  house  has  been  remodeled 
and  converted  to  a  truck  and  carpenter  shop.  The  completion  of 
the  new  building,  which  is  560  by  620  feet,  gives  the  company 
accommodations   for  200  cars.      T.   W.   Wilson,   general   manager. 

Shreveport   (La.)   Traction  Company. — This  company  lias  eli 
a  contract  for  the  erection  of  a  new  car  shed  and  shop  building,  to 


Kobbe    Company,   designer  of   technical   advertising,   making  a 
Jty    of    "follow-up"    business-getting   systems    and   publisher 

of  Compressed  Air,  has  removed  its  office  from  90  West  Broadway 
to   108   Fulton   street.    New    York. 

George  F.  Hichborn  assumed  the  duties  of  general  traffic 
manager  of  the  United  Btal  s  Rubber  Company.  42  Broadway, 
Xew  York,  effective  January  1.  1907.  filling  the  vacancy  created 
by  the  resignation  of  J.  X.  Gallaway. 

Dean  Electric  Company,  F.lyria.  O..  is  having  plans  prepared 
by  the  Osborn  Engineering  Company  for  a  $100,000  addition  to  its 
plant.  Work  will  be  commenced  in  the  spring  and  considerable 
new  machinery  including  a  500-horsepower  engine,  boilers  and  gen- 
erators will   be  purchased. 

Standard  Coupler  Company,  160  Broadway.  New  York,  has  ap- 
pointed George  A.  Post.  Jr..  engineer  representative  of  the  com- 
pany. Mr.  Post.  Jr..  graduated  from  the  Cornell  University  in 
1905  with  the  degree  of  M.  E.,  and  was  formerly  a  sales  engineer 
with   the   Westinghouse  Machine  Company. 

Gideon  N.  Caleb,  vice-president  of  the  Bettendorf  Axle  Com- 
pany, has  b.  en  confined  to  his  apartments  for  the  past  eight 
Bronchial  asthma  developed  into  pleurisy  and  this  into 
pneumonia  and  his  condition  has  been  critical.  The  crisis,  how- 
ever,  lias  passed,  and  it  is  believed  he  will  soon  be  able  to  get 
around  again. 

R.  W.  Marshall  &  Co.,  95  Liberty  street.  X'ew  York  City,  dealer 
in  electric  railway  material,  both  new  and  second  hand,  reports 
the  following  sales:  4  interurban  cars,  55  feet  long  fully  equipped, 
1  freight  car  and  2  combination  baggage  and  passenger  cars  to 
the  Meyersdale  &  Salisbury  Street  Railway,  Pittsburg.  Pa.  Also 
4  single-truck  cars  fully  equipped  to  the  Pittsburg  &  West  Moore- 
land  Railway.   Irwin,  Pa. 

Railway  Commercial  Training  School,  117  Main  street,  Elmira. 
X.  Y"  .  is  now  under  the  general  management  of  E.  E.  Tingley. 
W.  ''•■  Moore,  previously  manager,  is  now  assistant  secretary  of 
the  General  Engine  Company.  640  Ellicott  square.  Buffalo.  N.  T. 
The  Railway  Commercial  Training  School  provides  training  for 
young  men  in  railroad  work,  offering  courses  in  telegraphy,  freight 
traffic,  passenger  traffic,  baggage  and  express  work. 

J.  H.  Wagenhorst  &  Company,  of  Youngstown,  Ohio,  reports 
among  its  sales  of  electric  blue  printing  machines  the  following: 
Oklahoma  City  Railway  Company,  Oklahoma:  Ohio  State  Uni- 
versity, Columbus.  O. :  G.  D.  Peters  &  Co..  Moorgate  works.  Lon- 
don. Eng. :  Griffin  Wheel  Company,  Chicago.  111.:  Alvey-Fergu- 
son  Company.  Louisville.  Ky;  Xew  England  Structural  Company. 
Boston.  Mass.:  Eugene  Dietzgen  Company.  Chicago,  ill.;  American 
Steam   Pump  Company,   Battle  Creek.   Mich. 

Lidgerwood  Manufacturing  Company  Xew  York,  has  ap- 
pointed Francis  F.  Coleman  publicity  manager  of  that  company. 
Mr.  Coleman  was  formerly  connected,  with  the  Westinghouse  and 
Allis-Chalmers  companies  and  recently  with  the  Taylor  Engineer- 
ing Company.  He  was  at  one  time  editor  of  the  Electrical  Age 
and  during  the  Louisiana  Purchase  Exposition  at  St.  Louis  had 
charge  of  three  large  exhibits  there,  being  the  organizer  and  first 
president  of  the  Machinery  Club,  and  was  active  in  bringing 
about  the  organization  of  the  United  Exhibitors'  Association  at 
the  fair.  Mr.  Coleman  is  a  member  of  the  Technical  Publicity 
Association. 

A.  O.  Backert,  for  a  number  of  years  in  charge  of  the  Pitts- 
burg office  of  the  Iron  Trade  Review,  and  for  the  past  two  years 
associate  editor  of  the  Iron  Age.  with  headquarters  at  Chicago,  has 
accepted  the  position  as  editor  of  Foundry  and  associate  editor 
of  the  Iron  Trade  Review,  effective  January  17.  T.  J.  Wright  has 
been   appointed  successor  to  Mr.   Backer!  rn  editor  of   the 

\ue.  with  headquarters  tfr.  Wright  was  formerly 

connected    as    salesman   with    Joseph    T.    Ryerson    &    Son.    Chi 
and   with    the   Western    Iron    &    Steel    Company,    of   St.    Louis,    and 
later  with  the  Hartford  Steam  Boiler  Inspection  &   Insurance  Com- 
pany  as   special   agent,    during  which   time   lie  contributed    several 
articles  on  steam  boiler  practice  to  the  technical  press. 

Peter  Smith    Heater  Company,  Detroit.   Mich.,   manufacturer  of 
the    "Smith"    type   of   hot-water   heater,    announces   that   arrange- 
ments  have   been   made   with    the   Electric   Service   Supplies   Com- 
pany  of  Philadelphia   and   Chicago  to   sell   its   products   during   the 
coming  year.      This   change   has    been   made  due  to   the   increasing 
business   and    in   anticipation    of   a   still   greater   increase   the   corn- 
will    erect   a    two-story    addition    100    by    120    feet.      This  will 
equipped  with  all   the  modern  devices  necessary  for  increasing 
u,i    to  about  four  times  its  present  capacity.     The   "Smith" 
is  are   used  on   more   than  175   different  railwa;  ies  in 

the  country.  Among  these  is  the  Public  Service  Corporation  of 
Xew  Jersey,  which  has  installed  100  of  the  new  magazine  type  of 
heater. 

William   J.    Clark,  of  Xew   l'ork.  has  been  appointed  by  Gover- 
iiaiies  E.  Hughes  as  a  delegate  from  that  state  to  the  national 
ition    for    the    extension    of    foreign    commerce   of    the   United 
which   will  be  held  at  Washington.   D.    C,    beginning  Mon- 
day. January  14.  1907.     Mr.   Clark  is  general  manager  of  the  foreign 
iment  of  the  General   Electric  Company.     He  has  been   inter- 
ested  in  and  studied  for  many  years  the  conditions  of  foreign  com- 
and    there   are   few   men   in    the   United   States   who   under- 


January  12,  1907. 


ELECTRIC     RAILWAY     REVIEW 


63 


stand    the   commercial    conditions    better.      His    book,    "Comm 
Cuba,"    is    rec.'r  .  itliority    on    the    subject.      He    lias 

been  a  delegate  to  many  important  commercial  conventions  and  in 
iber  of  the  L'i  -  D  at  the  Inter- 

national R  I  at   Washington,  D.   C 

New  York  Switch  &  Crossing  Company,  Hoboken,  X.  J.,  has 
purchased  a  rail  bender,  eld  saw,  planer  for  crossing  work  and 
other  machin  ry  for  use  In  its  manufacturing  plant.  The  com- 
pany reports   ■  very  good  business      It  manufactures  a  full  line  of 

electric  switches  and  is  mak- 
ing  a   pecialty    of    hard-steel   centers.      The   anti-stradd 
switch    is  the    company    and    is  -    with 

great   sue. 


THE    NATIONAL    BOILER    TUBE    CLEANER. 


ADVERTISING   LITERATURE. 


H.  B.  Underwood  &  Co.,  Philadelphia.  Pa. — A  neat  blotting 
pad  has  been  issued  to  call  attention  to  the  portable  railway  repair 
shop   tools    which   this  company   makts,   a  novel   idea   being  intro- 

:    by   the   use   of  portraits  suggestive  of  the   different  we 
soliciting  orders. 

Royal  Ventilator  &  Manufacturing  Company,  Philadelphia. — 
The  J  stem   of   ventilation   is   described   and   illustrated   In 

a  booklet,  issued  by  this  company,  which  contains  sizes  and  prices; 
also,  illustrations  of  the  application  of  the  ventilator  to  various 
situations — in  factories,  engines  and  boiler  rooms,  train  sheds, 
barns,  etc.  • 

McConway  &  Torley  Company,  Pittsburg.  Pa. — A  152-page 
catalogue  substantially  bound  and  handsomely  illustrated  has  been 
Issued  by  this  company.  It  contains  Illustrations  and  lists  of 
parts  of  the  various  forms  of  coupler  equipments  manufactured  by 
It  for  passenger  cars,  freight  cars  and  locomotives.  The  changes 
In  railway  principals  and  service  requirements  have  demanded 
changes  In  coupler  equipments,  and  the  catalogue  shows  a  num- 
ber of  new  Ideas  and  Improvements  In  this  direction.  Develop- 
ments In  automatic  coupler  appliances  as  well  as  earlier  combi- 
nations  are  shown. 

Union   Switch   and   Signal   Company,    Pittsburg,    Pa. — "Weol 
house  Automatic  Kl-  -  on  the  E: 

Is  the  sub- 
limed 
26  deals 
with   •  Bwltch  and  Sig- 

ptlon  and  there 
Tie    interlocking 
some   three 
■ 

Babcock   A.    Wilcox   Company,    New    fork  I    from 

■  '..     lis 

rty   and    interests    in.  hiding    all    accounts    and    bills 

and   has  assumed  Its  obligations.     The    purchased   plant 

.  in  the  future  by  ti  A   Wilcox  Company 

i  k     A     Wilcox     Con 

•  nsolldated 
asso- 
m  similar 

will  man- 
tube 
■ie  Stirling 
■ 

Ingertoll-Rand   Company,    11    Broadway,    New   York    City. — "In- 
gersoll-P'TKeant   Air   and   Gas   Compressors."    a   publication   of   184 
pages,  covers  the  complete  line  of  compressors  built  by  the  Inger- 
iny.     A  bi  h  of  the  nine  classes 

Is    k  red    by    tables    of    sizes    and    111  'if    typical 

nes   and    I  lints.     A   large    number  of   lllustra- 

ry  line  of  Industrial  activity  Is  a  particu- 
lar   '  Two    articles    are    also    presented. 
Some  Imp  tny   In   the 

sors" 
."   which   > 
stlvely    Inl  .lis   of   the  subject.     The   Ingersoll-Rand 

my  states  that  It  has  made  every  sSorl  the  publl- 

ie  of  their  >  ornpressors,   but  a  taxi 
Leaflet    ("A    in   ■: 
k   drills  of  which   the   con 
'    It   has  built  over  80,000. 

Roberts  &  Abbott   Company,   Schofield   Building,  Cleveland,   O. 

.' 

and    i 

has   a   Ian 


The  National  steel  tube  cleaner,  illustrated  in  the  accompany- 
ing engraving,  is  a  device  for  cleaning  boiler  tubes,  which  is  manu- 
factured by  the  H.  W.  Johns-Manville  Company,  of  New   York. 


The    National    Steel    Tube   Cleaner. 


The  salient  feature  of  the  National  steel  tube  cleaner  is  that 
each  blade  acts  independently  of  the  others  and  is  so  spring-like 
in    nature    that    it    conforms    very    s  which    is 

to  be  cleaned.  It  can  be  forced  through  the  tube  with  very  little 
effort  and  each  plate  removes  the  particles  of  sediment  or  scale 
within  the  pipe.  Another  advantage  of  this  cleaner  is  that  It  can 
be  adjusted  to  fit  various  sizes  of  pipe,  and  if  one  or  more  of  Its 
blades  become  broken  by  rough  usage  or  wear,  they  can  be  readily 
repaired  at  nominal  expense. 

The  manufacturer  states  that  It  Is  meeting  with  great  success 
in  the  sale  of  this  device. 


THE    NEW    NATIONAL    MOTOR    COMPRESSORS. 


In  v.ry  recent  m  inths  the  National  Brak-  npany, 

ol    Milwaukee,  ped    :.t:.l    Is    not    manufacturing   in 

numbers   its   new   types   of  motor  compr*  -  which  the   most 

frequently   used    for  street    rai  v  A-4    and    BB-2 

-   nt   many  advanced   ideas 
in    design    an. I    construction,    and    are    i  ■>    the 

suggestion  ■!   the   fo: 


National    Motor    Compressor — Figure    1. 

tlon  ol 

it    In 


' 

64 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  Xo.  2. 


where  the  car  Is  running  the  greater  part  of  the  day,  the 
new  National  motor-compressors  are  enclosed  and  made  abso- 
lutely dust  and  water  proof.  Thus  thi  con- 
stantly exposed  to  the  ate  Inatlng  tin  dear  price  of 
about   25   per   cent   reduction   in   efficiency   in   a  box-enclosed   type 


National    Motor    Compressor — Figure    2. 

compressor  which  for  the  sake  of  cleanliness  may  be  gained  i»  a 
few   minutes   with   a  jet   of  water  with   the  enclosed  type. 

The  simplicity  of  design  and  construction  of  the  compressor 
is  splendidly  shown  in  the  phantom  view,  Figure  2.  Referring 
to  this  figure,  the  crank  shaft  is  fitted  with  a  third  bearing  (2) 
in    its    center,    which    in    addition    to    supporting   and    strengthening 


The  valves  are  of  the  solid  cold-drawn  tubular  steel  type  and  are 
interchangeable.  They  are  seated  by  gravity  aided  by  air  pres- 
sure, no  spring  or  auxiliary  device  being  required.  The  discharge 
pipe  runs  straight  out  of  the  valve  head  to  the  main  reservoir, 
thus  disposing  with  the  necessity  of  attaching  unsightly  elbows  and 
goose  necks.  Both  gear  and  pinion  are  a  standard  herringbone 
pattern  and  are  cut  with  the  greatest  accuracy  on  gear  cutting 
ines. 
The  motor  of  the  compressor  outfit  Is  a  standard  4-pole  en- 
tirely enclosed  eype,  designed  with  an  unusually  liberal  rating 
and  with  a  view  to  complete  accessibility.  One  of  the  many  dis- 
tinctive features  of  the  motor  is  the  heavy  insulation  employed 
in  the  brush  gear.  The  brush  gear  on  compressors  Is  often  a 
weak  part,  due  to  the  fact  that  only  about  %  to  14  inch  external 
leakage  surface  in  insulation  is  provided  and  the  accumulation  of 
oil  and  dust  frequently  results  in  complete  breakdowns  by  the 
current  eating  through  the  bushing  or  creeping  over  the  small 
oil-covered  surface.  The  thickness  of  the  insulation  used  on 
National  motor  compressor  brush  gear  is  1'4  inches,  which  gives 
assurance    that   no   such   contingencies   will   occur. 


ROLLING    STOCK    FOR    LANCASTER,    PA. 


The  Conestoga  Traction  Company,  of  Lancaster.  Pa.,  operates 
two  types  of  closed  cars,  the  one  shown  in  the  illustration,  which 
is  one  of  a  number  of  new  cars  built  by  the  J.  G.  Brill  Company; 
the  other,  the  Brill  grooveless-post  semi-convertible  type.  The 
first  named  type  has  been  adopted  for  general  use  in  the  city  and 
additional  orders  are  pending.  Last  year  nine  cars  of  the  latter 
type  were  purchased  and  additional  orders  for  this  type  also  will 
soon  be  placed.  Forty-seven  miles  of  new  track  have  recently 
been  laid,  making  the  aggregate  length  of  the  lines  147  miles;  this 
added  mileage  will  make  the  Conestoga  Traction  Company  rank 
as  one  of  the  largest  trolley  companies  in  Pennsylvania  outside 
of  the  few  largest  cities. 

The  new  cars  do  not  differ  materially  from  standard  Brill  cars 
of  the  closed  type;  the  upper  sash  are  stationary;  the  lower  sash 
drops  in  the  ordinary  manner.  The  chief  dimensions  are:  Length 
over  end  panels,  20  feet  8  inches,  and  over  vestibules,  30  feet  1 
inch;  width  over  sills  including  sheathing,  7  feet  4  inches,  and  over 
posts  at  belt,  S  feet  2  inches.  The  car  bodies  are  mounted  on 
the  Brill  No.  21-E  single  truck  with  a  wheelbase  of  7  feet. 

The  interiors  have  a  finish  of  cherry;  ceilings  are  of  birch. 
The   builders   furnished   their  own   make   of   specialties   throughout 


Closed    Car   for    Conestoga    Traction    Company. 


it  at  the  weakest  point,  eliminates  all  tendency  of  the  shaft  to 
fracture  at  the  center.  This  third  bearing  also  makes  the  opera- 
tion of  the  compressor  much  quieter  and  gives  greater  freedom 
from  vibration  than  is  the  case  with  two  bearing  compressors. 
Thus  the  life  of  the  pump  and  gearing  and  their  efficiency  is 
greatly  increased. 

Removal  of  crank  shaft  and  gear  is  accomplished  by  lifting 
them  straight  out  of  the  crank  chamber.  The  removal  of  the 
gear  from  the  shaft,  which  must  be  done  on  most  compressors 
before  the  crank  shaft  can  be  dismantled  is  entirely  unnecessary; 
thus  greater  accessibility  to  the  pump  is  gained  and  the  minimum 
time  consumed  in  dismantling  and  reassembling  the  parts.  The 
splasii  system  of  oiling  is  used,  the  gear  and  crank  running  con- 
stantly in  a  bath  of  oil  which  is  splashed  over  all  the  operating 
parts  of  the  compressor.  It  will  be  noticed  that  the  gear  case  (1) 
is  constructed  as  an  integral  part  of  the  crank  case  instead  of 
being  cast  separately.  Such  construction  makes  a  highly  rigid 
pump  base,  reduces  the  number  of  loose  parts  and  unsightly  bolts 
and  does  not  necessitate  draining  the  oil  from  the  gear  case  and 
crank    chamber   for  inspection  of   these   parts. 

The  valve  head  is  constructed  with  discharge  valves  towards 
the  center  and  the  suction  valves  towards  the  outside  of  the  head. 


the  cars,  such  as:  "Dumpit"  sand  boxes,  angle-iron  bumpers,  radial 
drawers,  and  spring  cane  seats. 


To    Build    Interurban    Station   at   Toledo. 


The  Interurban  Station  Company,  of  Toledo,  has  been  incor- 
porated at  Columbus  by  John  C.  Reid,  Joseph  S.  Toung,  William  R. 
Hodge,  William  H.  McClellan  and  William  F.  Nutt.  The  initial 
capital  of  the  company  is  $10,000.  The  object  is  to  build  and 
control  the  proposed  interurban  unien  passenger  station  on  the 
ground  bounded  by  Superior,  Huron,  Beach  and  Jockson  streets. 
The  project  has  been  held  up  many  months  by  the  board  of 
public  service,  which  refused  to  give  the  necessary  permit  to 
construct  turnouts  on  Superior  street.  This  question  is  now  in 
the  hands  of  council  committee  on  railways  and  telegraph,  and 
as  the  granting  of  the  permit  is  being  urged  by  the  chamber 
of  commerce  and  by  many  prominent  business  men.  it  is  believed 
that  in  a  short  time  council  will  act  accordingly.  If  this  con- 
troversy is  settled  in  the  near  future,  it  is  probable  the  new 
station,  costing  over  $200,000,  will  be  built  before  the  close  of  the 
year. 


K 


KM 


PUBLISHED  EVERY  SATURDAT  IiY  THE  WILSON  COMPANY,  iHlCAGO 

Cfl  Harrison  Street  Haw  Yi>i:k  :  ISO  Nassau  Street 

Subscription  Price,  $2 ;  Foreign,  $5 ;  Single  Number;,  10  cent;  Kutered  at  the  Postoffioe,  Chicago,  111.,  as  Second-class  Matter 


Vol.  XVII.  No.  3 


CHICAGO,  JANUARY  19,  1907 


Whole  No.  195 


TABLE  OF  CONTENTS. 


Editoial— 

—Electric    Railway    Mail    Service 65 

—Rates    for    Handling    United    States    Mail 65 

— Starting    with    Portable    Substations 65 

— A    Holding   Company   in    Cleveland 66 

— Right  of    Way   at   Intersecting    Points 67 

— New    York    Slate    Association    Meeting 67 

— The   Reliability  of  Trolley  Service 68 

Substations  of   the   Metropolitan   West  Side   Elevated   Rail- 
way.      ( Illustrated  i 69 

dilation    at    Nashville 72 

Delation 73 

Track  Construction   in   Paved  Streets.     By   I.   E.   Matthews 81 

Concrete    Stringers.     Concrete    Stringers    with    Ties,     and    Steel 

Tiee.     By  F.   D.  Jackson.     (Illustrated) 82 

Thermit    Rail    Welding       By   W.    J     French.      (Illustrated 1 83 

rlc    Welding.      By    P.    Ney    Wilson 86 

Operation  on  the  Interborough  Rapid  Transit S6 

Rail    Bonds.      By    H.    L.    Mack 87 

Span    and    Catenary    Construction.      By    G.    E.    Eveleth.      (Illus- 
trated      88 


Northwestern    Electrical    Association 89 

Student   Records  in   Memphis.      (Illustrated) 90 

Chicago  Traction   Ordinances 90 

Improvements   at    Covington.    Ky 91 

Tendency  in  Design  of  Boiler  Plants.     By  A.   Bement.   M.   E 

Electric    Railway    Progress    in    Kentucky 92 

News  of  the  Week    93 

Construction   News — 

— Franchises     95 

— Incorporations    96 

— Track  and  Roadway    

— Power  Houses  and  Substations 99 

Personal   Mention    99 

Financial  News   99 

Manufactures  and  Supplies — 

—Rolling  Stock    101 

— Shops  and  Buildings 101 

— Trade  Notes  101 

— Advertising  Literature   102 

Motors  for  Rolling  Mills 102 

Exhibit  of  the  Johns-Manville  Company 102 


The  growing  use  of  the  electric  and  cable  car  in  the  car- 
riage of  malls   Is  indicated  by  a  few  figures  given   in   the 
annual  report  of  the  postmaster  general  for 
Electric  the  year  ended  on  June  30  last.    The  num- 

Railway  ber  of  electric  and  cable  car  routes  in  opera- 

Mail  Service.  tion  on  June  30,  1906,  was  460,  with  a  total 

length  of  6,014.74  miles,  and  an  annual 
travel  of  11,114,183.98  miles,  costing  1572,495.89.  This  is  an 
Increase  of  20  routes,  of  369  miles  in  length,  of  572,496.55 
miles  of  travel,  and  of  $29,540.51  in  annual  cost.  The  report 
does  not  state  how  much  of  this  business  was  handled  by 
cable  cars,  but  as  there  are  now  very  few  cable  roads  in 
existence  the  significance  of  the  figures  is  not  affected  greatly. 
Although  the  increasing  importance  of  electric  railways  as 
an  indispensable  factor  In  the  transportation  world  has  long 
been  r'-cognized,  this  particular  branch  of  their  usefulness 
has  attracted  little  notice.  And  while  they  have  been  rapidly 
their  fields  of  endeavor,  both  in  competition  with 
and  as  n  tary  to  the  steam  railroads,  by  taking  up 

the  handling  of  express  and  freight,  little  has  been  said  of 
their  value  as  carriers  of  mall.  This  Is  a  field  for  which  the 
electric  railway  Is  especially  fitted,  both  In  large  cities  and 
between  small  communities  which  are  without  the  advan- 
tages of  a  frequent  steam  railway  service,  and  there  Is  little 
doubt  that  the  large  lucre***  in  this  department  for  the 
past  year  will  be  followed  by  a  still  larger  one  In  the  - 
year. 


That  the  rate  of  compensation  for  el«-.  mall 

IS  been  Increased  during  the  paHt  year  should  D 
the  business  more    attr 
Rates  for  paalea     The  last  report  of  the   1 

Handling  :al  asked  congress  for  authority  t<.  in 

u.  8.  Mali.  ipplicabls 

■   car   service   from  mile 

tra*<  :  poach   lerrloe  to  not  1 

n   rases   when-   exceptional 
to  weight   Of   mall   and    number   of   ottOM   til  It  til,    ■ad    from 

thre* fourth*  of  a  rent  per  linear  foot  per   mllo  traveled   for 


apartment  and  full  car  service  to  not  exceeding  1  cent  per 
linear  foot  per  mile  traveled  in  exceptional  cases.  Congress 
authorized  this  increase,  with  the  proviso  that  on  routes 
over  20  miles  In  length,  outside  of  cities,  the  rates  shall  not 
exceed  those  paid  for  steam  railroad  service.  Under  this 
legislation,  effective  on  July  1, 1906.  compensation  has  been  re- 
stated, on  certain  routes  where  the  conditions  referred  to 
have  prevailed,  at  the  rate  allowable  for  railroad  service. 
In  a  number  of  the  larger  cities  service  has  been  restated 
at  the  rate  of  1  cent  ner  lineal  foot.  A  few  of  the  elec- 
tric and  cable  car  companies  are  still  demanding  higher 
rates  for  service  than  are  deemed  necessary  by  the  postofflce 
department,  but  the  efforts  to  secure  service  under  the 
amended  law  have  been  reasonably  satisfactory,  and  the 
postmaster  general  recommends  no  further  legislation  at  this 
time. 


The  Illinois  Traction  System,  which  has  under  active  con- 
ral  connecting  lines  of  40  or  more  miles  in 
length  has  found  that  portable  rotary  con- 
Starting  verier  substations  are  quite  useful  at  the 
with  Portable  time  of  first  opening  new  lines.  This  corn- 
Substations.           I'-my   has   five  such  substations,  each  con- 

f    a    substantially  -built     box     car 
carrying   one    800-Ukra  rj    oonverl  tier    with 

transformers  and   switching  apparatus.     When  a  new  line  is 
to  be  opened,  one   of   these  substations  is  set  off  on  a  torn- 

Mt    pole,    with    Btandard    big]) 
slon  1  nlators,  Is  erected  close  to  the  >-nd  of 

thecal     in  this  wa>  the  three-po  mission  i. 

>  to  the  I  'n:  twitches  in  the 

!  ire  also  useful  In  assisting  1 

■  a  1    the   timo   of   concent 

One  of  the  reasons  why   the  Illinois  Traction   Bj 

finds  <o    be    of     value    Is    that    It 

templates  using  sh  ■•  enrrenl   for  operating  all 

pari    of    lis    system    north   of    Springfield    .and    DecatUT,    hut   at 

the  present  time,  while  of  this  b  ready 

for   '  I  Ion,   the   single  phi 


66 


ELECTRIC     RAILWAY     REVIEW 


Vol.   XVII,   No.    3. 


ments  are  not  yet  at  hand.  Thus  with  portable  substations 
available  it  is  possible  to  locate  them  so  that  they  may  feed 
direct  current  to  the  catenary  construction  and  the  usual 
type  of  direct-current  interurban  car  equipments  be  used  until 
the  delivery  of  the  single-phase  transforming  and  motor  equip- 
ment. 


A  HOLDING  COMPANY  IN  CLEVELAND. 


The  decision  of  the  United  States  supreme  court  to  the 
effect  that  the  franchises  of  the  Cleveland  Electric  Railway 
Company  on  Quincy  street  and  Central  avenue  expired  in 
1905,  although  leaving  that  company  with  valid  franchises 
for  all  the  rest  of  its  great  system,  seems  to  have  brought 
about  a  condition  in  which  its  shareholders  are  willing  to 
consider  the  "holding  company"  plan  long  advocated  by  Mayor 
Johnson.  For  this  reason  it  is  worth  while  to  consider  that 
plan,  not  from  the  point  of  view  of  the  owners  of  the  street 
railway  property,  but  from  that  of  the  municipality  and  the 
users  of  the  street  railways  whose  control  would  be  trans- 
ferred. 

Mayor  Johnson's  plan  for  Cleveland  is  in  every  substan- 
tial element  the  same  as  that  which  he  advocated  in  Detroit 
in  1899  when,  as  a  street  railway  owner,  he  was  seeking  to 
sell  the  lines  in  that  city  to  its  people.  It  is,  in  short,  that  a 
leasing  corporation  of  public-spirited  citizens  be  formed  to 
take  over  the  street  railway  property  and  operate  it  for  the 
benefit  of  the  community  without  hope  of  or  effort  for  pri- 
vate pecuniary  gain  beyond  the  standard  rate  of  interest 
upon  an  agreed  valuation.  Of  course  this  interest  must  be 
paid  to  the  real  owners  of  the  property  and,  therefore,  the 
men  charged  with  the  operation  of  the  leased  street  railways 
can  have  no  pecuniary  reward  beyond  the  moderate  salaries 
which  they  can  properly  vote  to  themselves.  Under  such 
circumstances  it  is  obvious  that  there  can  be  no  desire  to 
invest  money  in  securities  of  the  leasing  corporation  and  that 
its  capital  resources,  compared  with  the  obligations  for  rent- 
als, renewals  and  repairs  which  it  must  assume  under  any 
lease  which  at  all  adequately  protects  the  owners  of  the 
property,  must  necessarily  be  insignificant.  In  fact  such  a 
corporate  group  could  not  qualify  as  lessors,  especially  when 
they  make  a  drastic  and  wholly  experimental  reduction  in 
rates  the  chief  part  of  their  programme,  and  no  owners  of 
street  railway  property  would  deal  with  them  on  that  basis. 
Therefore,  Mayor  Johnson,  first  in  Detroit  and  now  in  Cleve- 
land, was  obliged  to  devise  some  way  by  which  a  city  which 
has  no  legal  right  to  own  or  operate  street  railways  or  to  go 
into  the  street  railway  business  as  a  partner  with  any  cor- 
poration or  in  any  other  way,  could  come  to  the  support  of 
the  lessors  and  equip  them  with  a  fraction  of  its  own  credit 
and  responsibility.  The  device  adopted  is  that  of  a  so-called 
"security  franchise."  It  is  unquestionably  adroit  but  ques- 
tionably legal.  That,  however,  is  another  story,  and  one  that 
Cleveland  and  Ohio  will  take  care  of  in  due  course. 

By  a  "security  franchise"  Mayor  Johnson  means  one 
nominally  issued  to  the  owning  company  but  so  restricted 
that  it.  shall  not  go  into  effect  or  become  operative  unless  and 
until  the  holding  corporation  defaults  in  some  of  its  obliga- 
tions under  the  lease.  In  order  to  satisfy  the  most  reluctant 
shareholder,  who  might  otherwise  block  his  enterprise,  Mayor 
Johnson  has  particularly  specified  that  the  privileges  under 
this  "security  franchise"  shall  be  broader  and  more  liberal 
than  the  city  would  directly  grant  to  any  corporation.  In 
other  words  and  adapting  the  statement  to  the  concrete  con- 
ditions of  the  Cleveland  situation,  the  city  of  Cleveland  is 
asked,  by  its  mayor,  to  bet  a  more  liberal  franchise  than  its 
citizens  would  approve  as  a  separate  proposition,  against 
nothing  whatever,  that  a  group  of  estimable  gentlemen  with 
little  experience  in  the  street  railway  business  and  no  direct 
financial  interest  in  the  success  or  failure  of  their  undertak- 
ing can  and  will  successfully  and  profitably  operate  the  great 


local  system  upon  lower  rates  of  fare  than  the  owners  of  that 
system  believe  to  be  possible.  And  it  is  to  be  observed  that 
this  "holding  company"  plan  cannot  go  into  effect  until  the 
present  owners  have  testified  to  their  conviction  that  three- 
cent  fares  cannot  be  made  profitable,  in  the  strongest  possi- 
ble manner,  by  parting  with  the  control  of  their  property  in 
preference  to  undertaking  that  task  .  If  their  judgment  is  not 
radically  wrong  it  is  plain  that  the  security  franchise  must 
soon  fall  into  their  hands  and  thus  prove  the  folly  of  not 
dealing  with  them  directly  and  at  once. 

Assuming,  however,  that  the  holding  company  plan  will 
continue  for  a  number  of  years  it  is  certainly  questionable 
whether  it  can  be  regarded  as  a  good  one  for  the  city  of 
Cleveland.  A  growing  city  demands  a  growing  street  railway 
system.  The  holding  company,  having  no  capital  of  its  own, 
or  practically  none,  cannot  build  new  lines  and  extensions; 
at  three-cent  fares  it  certainly  will  not  be  able  to  build  them 
out  of  earnings.  Having  nothing  to  pledge  it  can  not  borrow 
capital.  There  remains  the  question  whether  private  capital 
will,  under  such  conditions,  come  to  the  rescue.  With  the 
spectacle  of  one  company  practically  expropriated  in  favor  of 
the  mayor's  holding  company  it  is  plain  that  private  capital 
will  not  rush  into  this  void.  If  it  comes  at  all  it  will  undoubt- 
edly demand  a  new  "security  franchise"  and  thus  neither 
horn  of  the  dilemma  affords  much  comfort  to  the  citizens. 
The  same  conditions  which  control  extensions  are  certain  to 
control  and  to  prevent  proper  improvements.  Cleveland's 
street  car  service  is  even  now  hampered  by  the  fact  that 
proper  rapid  transit  facilities,  commensurate  with  the  size 
and  rapid  growth  of  the  city,  do  not  exist  in  its  business  cen- 
ter. Nothing  but  such  a  perennial  controversy  as  has  been 
in  progress  throughout  the  w7hole  of  Mayor  Johnson's  admin- 
istration could  have  prevented  the  normal  development  which 
would  have  given  the  city  a  complete  system  of  subway  tran- 
sit of  modern  character  long  before  this.  Such  a  system  is. 
in  the  judgment  of  experts  on  municipal  transportation, 
much  more  needed  than  lower  fares,  but  it  will  be  long  de- 
ferred if  the  "holding  company"  plan  is  adopted. 

It  is  not  necessary  to  go  into  the  question  of  the  quality 
of  service  likely  to  be  rendered  under  the  proposed  condi- 
tions. The  peculiar  combination  of  inexperienced  operating 
officers,  extraordinarily  low  fares,  a  system  inadequate  to  the 
city's  needs,  pressing  demands  to  meet  the  conditions  of  a 
lease  requiring  regular  payments  of  rent  and  recurrent  ex- 
penditures for  repairs  and  renewals,  with  probable  political 
interference  at  nearly  every  step,  is,  of  itself,  sufficiently 
suggestive  in  that  direction. 

Of  the  many  remaining  objections  to  Mayor  Johnson's 
plan  the  political  one  is  easiest  comprehended.  This  is  per- 
haps enhanced  by  the  peculiar  conditions  prevailing  in  Cleve- 
land where  the  very  mayor  who  has  produced  the  un- 
paralleled street  railway  situation  has  already  announced  his 
candidacy  for  the  governorship  of  Ohio  and  is  a  recognized 
aspirant  for  the  presidency  of  the  United  States.  Such  a  can- 
didate for  high  political  honors,  whose  peculiar  methods  are 
illustrated  by  a  recent  convention  to  which  he  sent  a  majority 
of  delegates  who  were  on  the  payroll  of  the  city  which  he 
controls,  is  not  likely  to  overlook  the  advantages  to  be  gained 
by  complete  domination  of  the  political  action'  of  the  two 
thousand  voters  in  the  employ  of  the  local  street  railway  sys 
tern.  That  there  can  be  a  holding  company  which  he  does 
not  completely  dominate  no  one  in  Cleveland  for  a  moment 
believes. 

"Will  the  holding  company  plan  be  accepted  by  the  people 
of  Cleveland?  It  will  be  remembered  that  when  Mayor  John- 
son tried  to  get  the  same  plan  accepted  in  Detroit  the  popular 
sentiment  against  it  was  so  strong  that  it  compelled  a  city 
council  which  had  voted  in  his  favor  to  rescind  its  action 
within  three  weeks.  And  in  Detroit  both  the  power  of  Gov- 
ernor Pingree  and  the  influence  of  the  street  railway  com- 
pany  were   united   in   favor   of  the  "holding  company"   plan 


January   19.   1907. 


ELECTRIC     RAILWAY     REVIEW 


67 


Perhaps  the  latent  opposition  to  such  a  plan  as  that  advocated 
by  Mayor  Johnson  has  in  Cleveland  remained  dormant  on 
account  of  the  public  opposition  to  the  plan  on  the  part  of 
the  street  railway  company,  it  is  not  impossible  that,  it"  it 
had  been  less  reluctant  to  submit  to  expropriation,  the  public 
would  have  been  less  blind  to  the  evils  inherent  in  the  plan 
proposed  or  would  have  been  more  conscious  of  the  need  of 
acting  in  its  own  protection.  If  it  should  now  appear  that  th< 
corporation  has  been  won  over  tq  the  "holding  company''  plan 
that  fact  may  be  the  signal  for  an  awakening  of  public  senti- 
ment that  will  put  an  end  to  the  scheme  at  the  very  moment 
when  it  appears  about  to  realize  victory. 


THE   NEW  YORK   STATE  ASSOCIATION   MEETING 


RIGHT  OF  WAY  AT  INTERSECTING   POINTS 


Intersection  points  on  important  routes  are  always  dan- 
ger spots  in  the  operation  of  cars  and  the  prevention  of  col- 
lisions at  crossings  and  junctions  is  one  of  the  constant 
anxieties  of  a  division  superintendent.  Failure  of  brakes, 
over-speeding,  slippery  rails,  bad  weather  and  other  causes 
are  often  contributory  to  major  or  minor  collisions,  but  un- 
certainty as  to  the  right  of  way  is.  perhaps,  the  most  im- 
portant of  all  operating  defects  bearing  upon  the  danger  of 
such  accidents. 

ating  rules  frequently  require  that  cars  shall  comi 
to  a  full  stop  before  crossing  another  line  at  grade,  and  a 
red   band    painted   upon    the    traditional   white  post   in   such 

-  announc-s  to  the  motorman  his  arrival  within  tin- 
danger  zone.  It  seldom  makes  any  serious  difference  to  the 
public  upon   which  side  of  an   intersection  a  car  stops,  pro- 

d   printed  notices  of  th>-  stopping  points  of  Inward 

i  ard  bound   travel  are  conspicuously  displayed.    The  full- 
rule  is  doubtless  a  step  in  the  right  direction,  though  it 
delays  traffic  somewhat  in  instances  where  the  tracks  can  be 
in  all  directions  for  several  hundred  feet  on  each  side  of 
the  intersection. 

There  must  be  no  uncertainty  about  the  right  ol  way, 
whether  the  cars  stop  before  'he  intersection  or  pass  over 
it  at  greatly  reduced  speed.  The  exact  right  of  way  to  be 
given  depends  upon  the  practice  of  the  operating  company; 
but  In  general,  United  States  mail  cars  should  take  prece- 
:  all  other  rolling  stock,  and  traffic  bound  inward 
toward  tbi  should  be  regarded  superior  to 

outward  travel.  A  foreign  car  operating  upon  a  local  system 
as  part  of  a  through  interurban  route  should  be  given  a  clear 
headway  whenever  possible,  for  then-  is  nothing  more  an- 
noyir  through  passenger  than  to  finish  the  last  guar 

journey  by  traveling  at  B  snail's  pace  behind 
low-i  obstructive   car   of    the    local    lines;    In    fait,    ii 

is  a  question  If  a  through  car  should  be  obliged  to  stop  and 

ir  the  end  ol  'he  run  if  It  has  a 
followed 

The  approach    of  tl  Junction    point    I" 

which  both  take  a  common  route  must  result  in  an  arbiti 

f    the    right    of    w  most    <! 

but  in  certain  cases  arhi 

hard  and  will    ha  laid    down    f..- 

parti'  point        The    main 

'  ■  I 

hi  of  the 

a  .ii'     ' n.    ■•• 
nali  »ol\e 

and   ' 


It  is  seldom  that  a  technical  publication  has  the  oppor 
tunity  to  furnish  a  report  of  the  proceedings  of  so  satis 
factory  a  meeting  as  that  which  occupies  so  large  a  portion 
of  the  present  issue.  The  quarterly  conference,  as  the  presi- 
dent named  it.  of  the  Street  Railway  Association  of  the  Stat. 
Of  Xew  York  was  distinctly  a  satisfactory  and  InstrUi 
one. 

The  order  of  the  day  was  business  from  the  start  and  the 
president,  almost  in  the  same  breath  in  which  he  announced 
the  meeting  open,  also  announced  the  first  subject  under  dis 
cussion.  From  this  point  the  discussion  proceeded  without 
a  break  through  two  extended  sessions.  The  general  subject 
for  consideration  at  the  meeting  was  "Track  and  Roadway. " 
and  a  part  of  the  successful  result  reached  by  the  discussion 
was  due  to  the  logical  arrangement  under  which  the  general 
subject  was  subdivided,  and  to  the  care  with  which  each  of 
the  several  papers  had  been  prepared.  As  a  whole  the  pro 
ceedings  form  rather  complete  specifications  for  the  cons 
lion  of  electric  railway  roadway  and  track,  especially  in 
paved  streets,  and  In  addition  some  valuable  information  was 
given  as  to  line  construction. 

Under   the   first   subhead.   "Track   Construction   in   Paved 
three    papers    were    presented.      The   first    re 
more  especially  to   the  track   foundation,   the   second  to 
and  rail  supports  and   the  third  to  methods  of  connection  be- 
tween    ties  and   between    ties   and    rails.      In    this   connection 
it    was  especially  Interesting  to  note  the    conspicuous    pari 
which   concrete  is   beginning  to   play  in  the  construction  of 
I    railway    foundations.      Though   the   subject    was    dis- 
cussed by  a  number  of  members,  there  was  but  one  dis 
Ing  voice  to  the  proposition  thai  the  besl  foundation  for  I 

in  paved  streets  is  a  layer  Of  from  ten  to  twelve  inches  ol 
concrete  under  the  base  of  the  rail,  in  which  the  ties,  whi 
of  steel  or  wood,  were  fully  embedded.  Decided  preference 
ed  to  be  given  to  the  use  of  Bteel  ties:  in  facl  the  authors 
of  two  of  the  papers  defined  the  best  track  construction  for 
paved  st t  ■  i   ties  embedded  in  and  with 

from  four  to  six  inches  of  concn  te  undi  r  the  ties  and  filling 
the  spates  between  the  ties  up  to  the  level  of  the  base  of  the 

rail.       The   diBCUSSlOD    Of   litis   Subject    was   sufficient!}    full   and 

general  to  make  the  results  of  decided  value  to  tl le 

railway  engineer  under  the  varying  conditions  met  In  dl 
ent  sections. 

worthy  of  note  thai  the  advantages  ol  a  well-tied 

in  distinction  from  one  in  which  the  rails  rate 

ly  braced,  was  well  brought  out,  and  tins  feature  apparently 

ounl  of  which  the 
meeting  With  so  much  favor. 
Probably   the  most   generally  Interesting   feature  ,,r  the 
proceedin  on     Standard  Rail  Bectlon 

m    connection    with    the    dlscu 

which    it    called    forth.       The   author   of    this    paper    had    D 

i'  the  pi  i  opinions  pn 

ing  In  many   places  and  the  unanimity   with  which   the 

ed  In  comparison  with  the  girder  rail  for  pa 

of  the  municipal  authority  b,  wl 

the  ,  the  papt 

all  Hi.    mo 

ibat  he  wai  confronted  with  the 

•    of  putting   in  a  -  imii  be  wai    eon 

lUld     be     III 

Of     lb-      municipal  .|    opinion     In 

out  to  the 
with 

•  lie  III     I' 


68 


ELECTRIC     RAILWAY     REVIEW 


Vol.   XVII,   No.   3. 


objection  apparently  narrowed  itself  down  to  a  question  of 
proper  paving  in  connection  with  whatever  rail  was  used, 
the  objection  to  the  Trail  b>  ilng  that  the  paving  stone  was 
liable  to  be  irregularly  worn  next  the  gauge-line  of  the  rail, 
making  necessary  frequent  repairs  to  the  pavement.  The 
principal  arguments  in  favor  of  the  T-rail  were  well  sum- 
marized in  the  report  referred  to,  and  may  be  briefly  men- 
tioned as  follows:  That  with  the  T-rail  the  load  is  taken 
over  the  center;  that  with  proper  paving  there  is  unlimited 
flange-way;  the  section  permits  of  the  use  of  a  long  angle 
bar,  requiring  less  repair  at  joints;  the  rails  are  less  noisy 
and  stay  where  they  are  put;  they  are  more  substantial  in 
every  way  and  the  cost  is  less,  an  equality  of  cost  being 
established  between  a  90-pound  T-rail  and  a  70-pound  girder. 

The  discussion  upon  rail  joints  established  the  fact  that 
there  were  advocates  of  various  methods  of  welding  and  of 
the  mechanical  joint.  A  new  form  of  joint,  which  is  a  com- 
bination of  the  mechanical  and  welded,  was  described,  which 
seemed  likely  to  meet  with  considerable  favor.  One  paper 
described  in  detail  the  process  of  thermit  welding  and  an- 
other gave  an  interesting  tabulation  of  costs  of  electric  weld- 
ing. Some  minor  objections  were  stated  with  reference  to 
each  of  these  two  methods  of  forming  a  joint.  A  new  form 
of  joint  described  as  in  recent  use  in  Cleveland,  is  a  combi- 
nation of  an  angle-bar  connection,  forming  the  joint  mechan- 
ically, and  a  welded  section  upon  the  base  of  the  rail  to  form 
the  electrical  connection.  The  description  of  the  operation 
of  forming  this  joint  and  a  statement  of  the  items  of  cost 
were  listened  to  with  interested  attention  and  various  ex- 
pressions of  approval  were  given. 

A  discussion  upon  "Derailing  Devices"  gave  emphasis  to 
a  thought  which  was  brought  out  in  connection  with  the  pre- 
ceding quarterly  meeting  of  this  same  association,  namely, 
the  desirability  of  close  co-operation  between  the  railway  as- 
sociation and  the  Board  of  Railroad  Commissioners  of  the 
state.  At  the  preceding  meeting  two  questions  which  were 
debated  by  the  New  York  State  association  were  taken  up 
at  the  request  of  the  railroad  commissioners.  The  matter  of 
derailing  devices  was  considered  at  this  meeting  at  the  re- 
quest of  the  same  authority  and  while  the  discussion  did  not 
go  far  toward  the  establishment  of  any  new  practice  or  deter- 
mination of  the  efficiency  of  previous  practice,  yet  one  new 
plan  of  derailing  switch  and  method  of  operation  was  brought 
forward  for  consideration. 

Under  the  head  of  "Rail  Bonds,"  a  brief  discussion  took 
place  as  to  the  relative  merits  of  the  various  types  of  bond 
upon  the  market,  but  this  seemed  to  resolve  itself  into  a 
matter  of  personal  preference,  and  little  data  of  determina- 
tive value  was  produced. 

The  only  part  of  the  programme  relating  to  other  parts 
of  railway  plant  than  that  of  roadway  and  track  was  com- 
prised under  the  general  head  of  "Overhead  Lines."  One 
member  who  was  expected  to  produce  a  paper  on  "Center- 
Pole  Construction,"  explained  his  delinquency  from,  the  fact 
that  in  going  thoughtfully  into  the  subject  he  had  been  un- 
able to  find  any  arguments  in  favor  of  that  type  of  construc- 
tion, but  much  in  favor  of  span  construction.  His  chief  ob- 
jections to  center-pole  construction  were  in  the  matter  of 
supporting  the  trolley  wire  with  a  bracket  arm,  which  made 
one  point  of  the  trolley  wire  fixed  in  comparison  with  the 
flexibility  of  the  rest  of  the  wire.  This  was  said  to  be  a 
frequent  cause  of  the -jumping  of  the  trolley  wheel.  The  use 
of  center-pole  requires  a  greater  distance  from  center  to  cen- 
ter of  tracks,  causing  an  added  expense  in  ballasting  and 
maintenance.  While  span  construction  costs  more  per  mile 
than  center-pole  work,  it  was  argued  that  taking  into  con- 
sideration grading  and  ballasting,  the  balance  would  be  in 
favor  of  span  construction. 

The  growing  use  of  the  catenary  form  of  construction 
gives  great  interest  to  the  paper  upon  this  subject,  in  which 
a  large  number  of  forms  of  suspension  were  described  in  de- 


tail. While  this  method  of  suspending  the  trolley  wire  has 
been  considered  especially  adapted  to  the  center-pole  con- 
struction, there  appears  to  be  no  reason  why  it  cannot  be 
used  equally  well  with  span  construction;  in  fact  the  author 
of  the  paper  pointed  out  that  the  only  feature  to  which  it 
would  be  necessary  to  give  attention  was  the  fact  that  owing 
to  the  additional  weight  of  the  messenger  wire  to  be  carried 
it  was  advisable  to  allow  a  little  more  dip  between  the  point 
of  support  on  the  cross  suspension  and  the  connection  be- 
tween the  messenger  wire,  than  in  the  ordinary  form  of  cross 
suspension.  This  construction  is  in  use,  and  it  is  authori- 
tatively stated  that  the  results  are  entirely  saisfactory. 

As  before  stated,  the  two  sessions  were  devoted  entirely 
to  the  discussion  of  the  subjects  mentioned.  One  of  the  ad- 
vantages of  a  small  association  was  thus  indirectly  called 
to  mind.  The  small  association  is  able  to  perform  its  func- 
tions with  less  machinery  than  seems  essential  to  the  opera- 
tion of  a  much  larger  body.  The  Street  Railway  Association 
of  the  State  of  New  York  is  an  excellent  example  of  the 
amount  of  work  that  may  be  accomplished  in  a  single  day, 
if  no  time  is  lost  in  getting  about  it. 


THE  RELIABILITY  OF  TROLLEY  SERVICE. 


No  better  demonstration  of  the  reliability  of  electric 
railway  service  is  needed  than  that  given  during  the  past 
few  weeks  by  the  lines  in  the  vicinity  of  Boston  as  contrasted 
with  the  service  of  the  competitive  steam  railroads  in  the 
same  territory.  It  has  for  some  time  been  apparent  that 
the  schedules  of  both  local  and  through  trains  entering  the 
great  terminal  stations  of  Boston  have  become  far  too  un- 
certain for  the  satisfaction  of  the  general  traveling  public. 
Delays  ranging  from  only  a  few  minutes  in  the  case  of  local 
trains  with  short  runs,  to  several  hours  in  the  case  of  many 
through  expresses  have  become  so  frequent  that  the  Massa- 
chusetts railroad  commission  has  issued  an  order  requiring 
all  delays  above  10  minutes  in  the  case  of  through  trains  to 
be  reported  for  subsequent  explanation  throughout  a  period 
of  30  days. 

Whatever  may  be  the  causes  of  these  lapses  from  sched- 
ule, carrying  with  them  as  they  do  enormous  waste  of  pro- 
ductive time,  it  is  most  gratifying  to  the  electric  railway 
operator  that  few  complaints  of  the  lack  of  punctuality  of 
trolley  lines  in  the  territory  have  been  voiced  by  the  public. 
Suburban  residents  boarding  outward-bound  cars  have  been 
sure  of  getting  home  at  the  usual  hour,  and  inward-bound 
passengers  have  not  been  obliged  to  figure  from  50  to  150 
per  cent  extra  running  time  in  making  business  engagements. 
On  some  lines  there  have  been  annoying  equipment  break- 
downs in  the  rush  hours,  but  in  proportion  to  the  traffic  han- 
dled there  has  been  little  trouble. 

The  modern  large  steam  railroad  terminal  with  its  half- 
dozen  or  so  miles  of  track  under  a  single  roof  and  its  intri- 
cate interlocking  slip  switches,  becomes  an  easy  prey  to  a 
snowstorm  which  would  be  regarded  as  far  from  serious  by 
a  trolley  manager.  The  upsetting  of  a  few  train  schedules 
in  the  busy  hours  is  liable  to  paralyze  the  entire  traffic  of 
a  terminal  costing  a  score  of  million  dollars.  Highly  organ- 
ized as  such  a  machine  is,  it  is  extremely  sensitive  to  de- 
rangement and  it  often  happens  that  a  freight  wreck  in 
Michigan  or  Indiana  cumulatively  delays  the  movement  of 
suburban  trains  at  Boston  24  hours  later  by  causing  some 
fast  through  express  to  fall  far  behind  its  timetable  at  its 
destination.  The  smoke  and  steam  emitted  by  the  present 
type  of  locomotive,  difficulties  in  firing  boilers  in  zero 
weather,  unprecedented  volumes  of  traffic  and  other  causes 
contribute  to  the  steam  railroad  situation,  but  whether  the 
ensuing  delays  are  justified  or  not,  the  fact  remains  that 
the  electric  lines  are  reaping  the  benefit  of  their  greater  relia- 
bility and  are  making  the  most  of  a  welcome  class  of 
business. 


January  19,  1907. 


ELECTRIC     RAILWAY     REVIEW 


B9 


NEW 


SUBSTATIONS    OF     THE      METROPOLITAN 
SIDE    ELEVATED    RAILWAY   COMPANY. 


WEST 


The  Metropolitan  West  Si.le  Elevated  Railway  Company 
of  Chicago  has  -recently  put  into  operation  two  rotary- 
converter  substations   of   interesting   design.     This   company 


IF 


«d 


m 


- 


8 

■  ■ 

■ 

1 

* 

1 

Metropolitan     Elevated 


Railway — Floor 
Substation 


Plan     Forty-Sixth    Avenue 


52  miles  of  elevated  track  consisting  of  a  four-track 

ture  from  the  connection  with  the  Onion  elevated  loop 

in  the  business  district  to  Marshficld  avenue,  at  which   point 

-    Into  three  double-track   111  eling 


supplied  as  direct  current  through  the  third  rail  and  auxiliary 
feeders  from  a  generating  station  between  Loomis  street  and 
Throop  street.  This  power  house  is  located  well  downtown  and 
as  the  lines  have  been  built  toward  the  west  the  feeders  have 
been  extended  and  enlarged  until  they  have  about  reached 
the  economical  point  for  distribution  with  liOO-volt  current. 
While  it  might  have  been  possible  to  increase  the  capacity 
of  the  generating  station  by  the  addition  of  a  turbo-driven 
alternator,  the  physical  conditions,  with  the  power  plant  lo- 
cated as  it  is  between  two  double-track  elevated  structures  in 
s  thickly  built  district,  combined  with  the  limited  floor  space 


Metropolitan    Elevated    Railway     Map    Showing    Location    of 
Generating    Stations    and    Substations. 

and  the  difficulties  incident  to  condensation  and  fuel  supply, 
seemed  to  make  it  more  advisable  to  obtain  additional  power 
from  another  source.  When  the  amount  of  capital  necessary 
to  increase  the  capacity  of  this  station,  and  its  limiting  fea- 
tures was  compared  with  the  cost  of  building  rotary-con  v 
substations  and  purchasing  power,  it  was  found  that  the  sub- 
stations had  a  favorable  balance.  By  locating  such  sub- 
stations at  outlying  points  the  investment  for  cables  to  carry 
both  alternating  and  direct  current,  which  would  have  been 
necessary  with  an  Increi  paclty  in  this  company's  gen- 

erating station,  was  not  required.  The  present  condll 
warranted  the  building  and  equipping  of  two  rotary-converter 
substations,  one  on  the  Garfield  Park  branch  at  Forty-Sixth 
avenue  and  the  oilier  near  Robey  street  at  the  junction  of 
the  Humboldt  Park  and  Logan  Square  branches,  both  sub 
stations  to  be  operated  with  purchased  power,      \t  each  of 


■ 

— -j  ! L— 


1 




'    -       -  - 


Metropolitan    Elevated    Railway— Floor    Plan    Robey    Street  Subttatlon. 


■ 

hi  be 
been 


70 


ELECTRIC     RAILWAY     REVIEW 


Vol.    XVII.    No.    3. 


ited  the  structures  so  that  they  are  Interesting  In  detail  and 
will  be  described  separately. 

Robey  Street    Building. 

The  floor  plan  of  the  Robe;  street  rotary-converter  and 
battery  station  is  shown  in  one  of  the  accompanying  illustra- 
tions. As  the  storage  battery  building  and  its  equipment 
were  already  in  operation  at  the  time  of  planning  for  the 
rotary-converter  equipment  it  was  advisable  to  utilize  for  the 
substation  the  limited  available  real  estate  adjoining  the  bat- 
tery room.  The  problem  before  the  designers  consisted  of 
getting  into  this  restricted  space  the  largest  capacity  of  ap- 
paratus possible.  It  should  also  be  noted  that  this  substation 
is  directly  under  the  elevated  track-structure,  making  avail- 
able a  head  room  of  only  12  feet.  How  well  this  problem  has 
been  solved  is  answered  by  the  statement  that  this  substation 
with  a  normal  machine  capacity  of  4,500  kw.  occupies  a  floor 
space  of  but  2,032  square  feet,  this  area  including  a  boiler 
room,  coal  bunker  and  toilet  rooms.  The  unit  capacity  is 
2.21  kw.  per  square  foot  of  floor  area. 

This   substation   building  at  Robey   street   is  of  fireproof 


nue  substation  there  is  floor  space  available  for  the  addition 
of  another  unit  with  its  transformers  and  switch  apparatus. 
The  rotary  converters  are  wound  for  25-cycle,  380-volt  alter- 
nating current  and  600-volt  direct  current,  and  operate  at 
250  revolutions  per  minute.  The  limited  head  room  of  12 
feet  at  the  Robey  street  substation  necessitated  placing  the 
rotary  converters  with  their  bed  plates  depressed  so  the  top 
is  only  two  inches  above  the  floor  level. 

Each  rotary  converter  is  supplied  with  alternating  cur- 
rent from  three  550-kw.,  oil-insulated  self-cooling  trans- 
formers which  have  a  ratio  of  9,000  to  380  volts.  The  trans- 
formers are  supported  on  I-beams  so  that  there  is  a  free  cir- 
culation of  air  on  all  six  sides  of  the  cases.  At  the  Robey 
street  substation  it  was  necessary  to  place  the  transformers 
at  a  lower  level  than  the  machine  floor  in  order  to  provide 
head  room  for  removing  the  cores,  but  at  the  Forty-sixth  ave- 
nue substation  the  transformer  cases  rest  on  beams  inter- 
connected with  the  machine-floor  structure.  Here  the  high- 
tension  gallery  is  directly  above  the  transformers  with  a  floor 
having  heavy  I-beams  so   placed   as  to  make  them  available 


Metropolitan     Elevated     Railway — Interior     Forty-Sixth     Avenue  Substation. 


construction  with  concrete  foundations  and  roof,  brick  walls 
and  steel  window  frames  with  wired  glass. 
Forty-Sixth   Avenue   Building. 

Like  the  situation  at  the  Robey  street  station  the  ground 
area  at  the  Forty-sixth  avenue  location  was  also  limited.  The 
size  of  this  building  was  determined  by  a  battery  house  on 
one  side,  a  car  storage  yard  on  another,  the  Garfield  Park 
main-line  elevated  structure  on  the  third  side  and  the  street 
line  on  the  fourth.  As  will  be  noted  from  the  illustrations, 
the  arrangement  of  this  substation  conforms  more  to  stand- 
ard practice  than  that  of  the  Robey  street  station. 

The  Forty-sixth  avenue  substation  building  is  39  feet 
wide  by  66  feet  long  and  of  rectangular  shape  joining  at  one 
end  with  the  storage  battery  room.  The  building  is  of  neat 
design  and  of  the  fireproof  type  with  concrete  floors,  brick 
walls  and  cement  tile  roof  supported  by  steel  trusses. 
Rotary  and   Transformer   Equipment. 

Each  substation  has  two  1.500-kw.  capacity  compound- 
wound  Westinghouse  rotary  converters  with  mechanical  os- 
cillators and  speed-limiting  devices.      In  the  Forty-sixth  ave- 


for  supporting  the  tackle  used  when  cores  are  to  be  lifted. 
It  will  be  noted  that  at  this  station  the  switchboard  is  set  at 
a  sufficient  distance  from  the  transformers  to  allow  cores  to 
be  handled  between  it  and  the  transformer  cases. 

Storage    Battery   Equipment. 

The  storage  battery  equipment  at  the  Robey  street  sub- 
station comprises  295  cells  with  49  type-R  elements  each. 
This  battery  has  a  one-hour  rate  of  2,880  amperes. 

The  battery  at  the  Forty-sixth  avenue  station  consists  of 
296  cells  of  49  type-G  elements  each  and  has  a  one-hour  dis- 
charge rate  of  1,920  amperes.  Both  batteries  were  furnished 
some  few  years  ago  by  the  Electric  Storage  Battery  Company 
of  Philadelphia. 

Switchboards. 

The  switchboards   for  the  two  stations  are  alike  except 

that  one  is  assembled  righthand  and  the  other  lefthand.  Each 

board  comprises  the  following  panels  with  their  complements 

of  instruments: 

Two  high-tension  panels  with  oil-switch  levers,  and  three- 
phase   integrating;    wattmeter   on    entering   lines. 

Two   alternating-current    rotary-converter   panels,    each    having 


January   19.  1907 


ELECTRIC     RAILWAY     REVIEW 


71 


three    single-pole    switches,    one    for    each    phase,     one     three-pole 
single-throw    starting-motor    switch,      one      two-pole     single-throw 
synchroniing-rheostat     switch,      an     alternating-current     animete- 

for  measuring  the  input  to  each  rotary  and  a  power-factor  meter. 
Two   direct-current   rotary-converter   panels   each    with   a   pos- 
itive and  a  negative  main  switch,  integrating  direct-current   watt- 


0000  conductors  insulated  with  paper.  It  is  interesting  to 
note  that  the  two  cables  to  each  substation  are  laid  in  sep- 
arate duct  systems  following  different  routes  between  the 
power  house  and  substation  so  far  as  was  practicable. 


Metropolitan    Elevated    Railway— Exterior    Robey    Street    Substation   Showing    Elevated    Structure    Above. 


.in    amemter.    3.000-ampere    circuit-breaker,    rheostat    ban- 
voltmeter  plug. 
Battery    regulating    panel    with    a    carbon    regulator    oi 
fr'jm   the   main   bus. 

standard   feeder   panels,   each  with   a  circuit-breaker,   am- 
-throw    switch. 
Three  .r   controlling    the    battery   booster,    motor   and 

:    sets. 

Arrangement  of  Circuits. 

Each  station  is  supplier]  with  9. -volt.  L'.Veyclp  alt. -mat- 


As  the  cables  enter  the  substation  they  end  in  terminal 
bells  and  each  conductor  has  a  disconnecting  knife  switch 
From  the  knife  switches  the  conductors  are  led  to  non- 
automatic  oil  switches  in  series  with  automatic  overload-trip 
oil  switches.  Between  these  two  oil  switches,  which  aj 
flexibility  of  operation  in  case  of  feeder  cable  troubles,  there 
is  a   set  of  disconnecting  knife  switches.      From   the   auto- 


Metropolitan    Elevated    Ft  < 

h  two  Inderx  ndenl  nigh  I  :  rom 

-non  of  Hi.-  Commonwealth  I 

n   lie-  oil,.  ml  i 

■  if     the     ll 


in. .He  oil    switch   ih'    high-tension   con 

io  the  pi iiii.ii v  i.-i  in in. i 

i  hi  eni  of  the  automatic   md  

vuii    i ductoi ■   Is   such    thai    bol 


72 


ELECTRIC     RAILWAY     REVIEW 


Vol.   XVII,   No.    3. 


either  one  of  the  rotaries  may  be  operated  from  either  in- 
coming high-tension  line.  Under  normal  operating  conditions 
one  rotary  is  operated  from  each  line  with  the  tie  switches 
open  so  that  if  the  high-tension  supply  is  interrupted  on 
either  line  but  one  rotary  will  be  affected. 

From  the  low-tension  side  of  the  transformers  the  alter- 
nating current  is  taken  direct  to  the  rotary -converter  panels 
on  the  switchboard  so  that  each  phase  may  be  connected 
through  the  medium  of  the  single-pole  switches  to  the  three- 
slip  rings  of  the  rotaries. 

The  rotary  converters  are  started  by  separate  motors 
mounted  on  the  same  shaft  as  the  rotary  converter  arma- 
tures. The  current  supply  for  these  motors  is  taken  from 
the  low-tension  side  of  the  transformers  at  the  machine  pan- 
els of  the  switchboard. 

From  the  brushes  on  the  direct-current  side  of  the  rotary 
both  the  positive  and  negative  conductors  are  taken  to  the 
switchboard  through  the  switches  and  direct-current  instru- 
ments to  the  buses  from  which  the  feeders  leading  to  the 
third  rail  through  the  feeder  panels  and  ground  return  cables 
are  connected. 

Results  of  Operation. 

With  the  combination  of  instruments  as  used  in  these 
substations  the  total  alternating-current  input  and  the  total 
direct-current  output  are  measured  direct,  their  ratio  giving 
the  station  efficiency.  By  comparison  with  the  measure- 
ments taken  at  the  generating  station  it  is  possible  to  get  a 
definite  idea  as  to  the  line  loss. 

The  contract  under  which  the  Metropolitan  company 
buys  its  current  at  present,  provides  for  a  maximum  of  4,000 
kw.  and  as  the  railway  company  can  utilize  the  total  output 
of  the  substations  to  a  good  advantage  it  is  interesting  to 
note  how  high  the  load  factor  has  been  maintained.  During 
the  first  month  of  operation  this  factor  was  76  per  cent  and 
for  the  month  of  December,  the  second  month  of  operation, 
the  load  factor  was  increased  to  S5  per  cent  and  it  is  antici- 
pated that  this  figure  can  be  maintained.  This  unusually 
high  load  factor  is  made  possible  by  the  use  of  the  storage 
batteries  which  are  charged  during  the  light  midday  loads 
and  at  night,  and  discharged  at  periods  of  heavy  load  to  cuts 
down  the  peaks. 

Since  the  new  substations  have  been  in  operation  it  has 
also  frequently  been  found  possible  to  operate  the  entire 
elevated  system  of  the  Metropolitan  company  from  9  p.  m.  to 
5  a.  m.  from  the  substations  permitting  the  power  house  to 
shut  down  for  convenience  in  making  repairs,  and  overhaul- 
ing equipment. 

The  construction  of  these  interesting  substations  and  the 
operation  and  maintenance  of  the  motive  power  and  way  of 
the  Metropolitan  West  Side  Elevated  Railway  Company  are 
in  charge  of  Mr.  B.  H.  Glover  to  whom  thanks  are  due  for 
the  information  contained  in  this  description.  Acknowledge- 
ment is  also  made  to  the  Commonwealth  Electric  Company 
for  interior  views  of  the  substations. 


CENTRALIZATION    AT    NASHVILLE. 


The  production  of  pig  iron  and  steel  throughout  the 
world  last  year  is  estimated  at  60,524,505  tons,  as  compared 
with  40,543,000  tons  in  1900,  showing  a  probable  increase  in 
five  years  of  no  less  than  19,981,505  tons.  The  output 
in  the  United  States  is  set  down  at  25,602,000  tons;  that 
of  Germany,  at  12,273,935  tons;  that  of  the  United  King- 
dom at  10,105,000  tons;  that  of  France,  at  3,873,504  tons; 
that  of  Russia,  at  3,000,000  tons;  that  of  Austria  and  Hun- 
gary, at  2,000,000  tons,  and  that  of  Belgium  at  1,44S,065 
tons.  The  figures  are  necessarily  only  approximate;  but  they 
exhibit  an  astonishing  advance  in  production  during  the 
last  six  years,  the  increase  of  the  seven  principal  metal- 
lurgical countries  being  as  follows: — United  States,  11.813,000 
tons;  Germany,  3,778,936  tons;  United  Kingdom,  1,197,000 
tons;  France,  1,174,504  tons;  Russia,  125,000  tons;  Austria 
and  Hungary,  460,000  tons,  and  Belgium,  430,065  tons. 


It  has  long  been  agreed  that  an  ideal  condition  for  city 
street  railway  operation  would  obtain  were  it  possible  to 
locate  the  power  house  and  car  barns  at  a  point  not  far 
distant  from  the  traffic  center,  and  yet  few  instances  can 
be  cited  where  this  has  actually  been  accomplished.  The 
traffic  center  is  usually  near  the  heart  of  a  city  where  the 
property  has  a  value  for  commercial  purposes  that  makes  it 
almost  prohibitive  for  street  railway  buildings.  There  usually 
is  also  a  public  sentiment  that  prevents  the  locating  of  car 
houses,  shops  and  power  plants  in  or  near  shopping  and  the 
business   districts. 

One  of  the  exceptions  that  can  be  cited  is  Nashville, 
Tenn.,  where  the  Nashville  Railway  &  Light  Company  has 
approached  the  ideal  condition  to  a  remarkable  degree.  This 
company's  transfer  station,  from  which  all  cars  are  started 
on  their  runs  and  at  which  point  about  99  per  cent  of  all 
transfers  of  passengers  are  made  is  located  near  Deadrick 
street  and  occupies  the  entire  block  between  Third  and 
Fourth  avenues — less  than  two  squares  from  the  business 
district  and  just  opposite  the  public  square.  One  square  to 
the  north  of  the  station  are  the  car  houses  and  shops,  and 
two  squares  to  the  east  is  the  power  house. 

The  money  saved  annually  by  this  comparatively  unique 
situation  cannot  readily  be  estimated  in  dollars  and  cents, 
but  from  the  fact  that  cars  are  never  required  to  dead-head 
more  than  one  square  before  taking  their  regular  schedule, 
it  will  be  seen  that  the  dead  mileage,  and  the  cost  of  getting 
the  car  from  the  barn  to  the  center  of  traffic  is  reduced  to  a 
minimum.  The  advantages  of  having  the  power  house  located 
at  the  point  from  which  the  peak  load  is  drawn  is  also 
apparent. 

During  the  past  year  the  Nashville  Railway  &  Light 
Company  has  expended  nearly  $2,000,000  in  new  work.  This 
includes  the  construction  of  a  new  car  house,  repair,  paint 
and  carpenter  shops — at  a  cost  of  about  $250,000 — the  re- 
modeling and  enlarging  of  the  power  station  and  rebuilding 
the  tracks  outside  of  the  paved  district  of  the  city.  During 
the  present  year  the  tracks  in  the  down-town  district  will 
be  relaid  with  7  or  9-inch  rail. 

The  Nashville  Railway  &  Light  Company  is  one  of  the 
properties  of  Isadore  Newman  &  Son's  of  New  York,  and 
though  it  is  operated  entirely  distinct  from  the  affiliated 
companies  it  is  closely  allied  with  them. 

The  affiliated  companies  are  the  Knoxville  Railway  & 
Light  Company,  Birmingham  Railway  Light  &  Power  Com- 
pany, Little  Rock  Railway  &  Electric  Company,  Memphis 
Street  Railway  Company  and  the  Houston  Electric  Light  & 
Power  Company.  The  financial  interests  of  these  companies 
maintain  a  consulting,  auditing  and  operating  department 
for  railways,  the  duties  of  the  superintendents  of  which 
are  to  visit  the  various  properties  and  by  co-operation  with 
the  heads  of  the  local  departments  aid  in  solving  the  intri- 
cate problems  with  a  view  toward  the  possible  reduction 
of  maintenance  and  operation  ■  expense,  increasing  of  the 
revenues  and  providing  better  service  for  the  public.  Mr. 
Hugh  M.  Beugler,  formerly  associated  with  the  Elmira  (N. 
Y.)  Water  Light  &  Railroad  Company,  is  advisory  super- 
intendent of  the  railway  operating  department  of  the  New- 
man interests;  Messrs.  Ford.  Bacon  &  Davis  are  the  com- 
pany's engineers  and  have  charge  of  all  improvements. 

The  officials  of  the  Nashville  Railway  &  Light  Company 
are:  Percy  Warner,  president;  J.  H.  Fall,  vice-president; 
H.  C.  Walters,  secretary  and  treasurer;  H.  A.  Davis,  super- 
intendent of  railway,  and  J.  P.  W.  Brown,  superintendent 
of  lighting. 


On  account  of  the  shortage  of  fuel  in  the  northwest, 
Manager  W.  S.  Dimmock  of  the  Tacoma  Railway  &  Power 
Company  has  given  orders  to  the  trainmen  that  all  construc- 
tion, freight  and  passenger  business  for  a  limited  time  be 
made  secondary  to  the  handling  of  cars  carrying  fire-wood. 


January   19,  1907. 


ELECTRIC     RAILWAY     REVIEW 


73 


NEW    YORK    STREET    RAILWAY    ASSOCIATION. 


The  quarterly  meeting  of  the  Street  Railway  Association 
of  the  State  of  New  York  was  held  on  January  11  at  the  Hotel 
Iroquois,  Buffalo.  The  register,  which  was  circulated  in  lieu 
of  roll-call,  showed  51  in  attendance  as  follows: 

Those    Present. 

LeGrand    Brown,    consulting   engineer,    Rochester. 

W  U.  \Y.  Griffin,  superintendent,  Rochester  &  Eastern  Rapid 
Railway.    Canandaigua. 

R.  P.  Stevens,  general  superintendent.  Auburn  &  Syracuse 
Electric   Railway.   Auburn. 

I.  E.  Matthews,  chief  engineer.  Rochester  Railway  Company. 
Rochester. 

''     B.    Fairchild.    Jr.,    Electric    Traction   Weekly.    Cleveland.    O. 

E.  P.  Roundey,  engineer  maintenance  of  way.  Syracuse  Rapid 
Transit    Company.    Syracuse. 

Charles  H.  Clark,  enginer  maintenance  "f  way.  Cleveland 
Electric    Railway    Company,    Cleveland,    O. 

M.  J.   French,  engineer  maintenance  of  way.   n  iwk 

Valley  Railway  Company,   1'iica. 

F.  A.  Bagg.  chief  engineer.  Fonda  Johnstown  &  Glovers-viHe 
Railroad   Company.   Gloversvllle. 

Francis  W.  Lane,   E  Uway  Review,  New  York  City. 

T.    \V.    WilS'.:  manager.    International   Railway    Com- 

pany.  Buffalo. 

il.    Stanley,    general   manager,    Public   Service   Corpora- 
tion  of   New   Jersey.    Newark,    N.   J 

Charles  L.  Wilson,  traffic  manager,  Toronto  &  York  Radial 
Railway   Company.    Toronto,    Canada. 

J  S.  McKechnie.  chief  engineer.  Toronto  &  York  Radial  Rail- 
way  Company.    Toronto,   Cani 

John   E.   Duffy.   Buperintendi  use   Rapid   Transit    B 

way   Company.    Syracuse. 

E.  T.  Peck,  general  manager.  Schenectady  Railway  Company. 
8cbenectady. 

Andrew  J.  Farrell.  claim  agent.  International  Railway  Com- 
pany. Buffalo. 

F.  E.  Hawkins,  president  and  treasurer.  Ogdensburg  Street 
Railway,    Ogdensburg. 

A.  R.  Meyers,  electrical  engineer.  Buffalo  &  Lake  Erie  Trac- 
tion Company,  Buffalo. 

F.  D.  Jackson,  superintendent  of  track.  International  Railway 
Company.    Buffalo. 

H.  I..  Mack,  superintendent  of  line.  International  Railway 
Company,    Buffalo. 

•rge    C.    Graham,    sup  irintendent    of    car    equipment.    Inter- 
national  Railway   Company,    Buffalo 

W.  W  Myers,  paving  Inspector.  International  Railway  Com- 
pany.   Buffalo. 

F  Symons.  Peekskill  Lighting  &  Railroad  Company.  Peeks- 
kill. 

St'j  r,    vice-president   and   general    manager.    Peekskill 

Lighting   A-    Railroad   Company.    Peekskill. 

J.    I.     Holmes,    roe  Rochester   &   Eastern    Rapid    i: 

way    '  :i<l;iigua. 

W.  y.  liurk't  superintendent  of  line.  Rochester  &  Eastern 
Rapid    Railway    Com  pan]  Llgna. 

B.  V  Bn  iy  and  treasurer.  American  Street  & 
Intern • 

B.     Wilbur,     i  Syracuse     Rapid     Transit     Company. 

Syracuse 

K     0     Watklns.    D  Lima     &     Honcoye    Falls    Railroad 

■iy.    Lima 
B      I.      Co        division    superintendent.      International      Railv. 
Corr, ; 

i    of    transportation.    International 
Rai;  Buffalo. 

Wn  ,  Co., 

New    '> 

Co., 

■  .nil   Railway  Com- 
pany.    Bufl 

'if.    master 
1 

I  ■ 
Rallw 

I    Ni  ••%    I 
K 
my.    Kingston. 

way    ■ 

■ 

■  .1  . 
Illi 
II      i  pi,l 


I".    N 
pony 

i:    ii 


R.  J.  Garvin,  superintendent  of  buildings,  International  Rail- 
way   Company,    Buffalo. 

George  Chambers,  tax  agent.  International  Railway  Company, 
BufTalo. 

H.  J.  Pierce,  president.  International  Railway  Company,  Buf- 
falo. 

President  J.  X.  Shannahan.  of  Gloversvllle,  called  the 
meeting  to  order  and  announced  that  at  this  quarterly  con- 
ference, the  executive  committee  had  determined  to  devote 
the  entire  meeting  to  a  discussion  of  "Track,  Koadway  and 
Overhead  Lines,"  and  the  meeting  proceeded  immediately  to 
tho  reading  of  the  papers  and  their  discussion. 

Track   Construction    in    Paved   Streets. 

The  first  paper  was  on  "Track  Construction  in  Paved 
Streets,"  by  I.  E.  Matthews,  chid'  engineer  maintenance  of 
way.  Rochester  Railway  Company,  which  appears  else- 
where. 

In  connection  with  this  paper  was  taken  up  that  by  F. 
D.  Jackson,  superintendent  of  track,  International  Traction 
Company,  Buffalo,  on  "Concrete  Stringers  and  Concrete 
Stringers  with  Ties  and  Steel  Ties"  and  also  one  entitled 
"Tie  Plates,  Braced  Tie  Plates  and  Tie  Rods."  by  E.  P. 
Roundey,  superintendent  of  tracks,  Syracuse  Rapid  Transit 
Company.  (The  latter  paper  was  published  in  the  Electric 
Railway  Review  of  January  12  and  the  former  appears 
elsewhere.) 

Mr.  P.  A.  Bagg  (Fonda,  Johnstown  &  Gloversville)  asked 
Mr.   Matthews  If  his  estimate  of  cost   included   the  cos!   of  the 

paving,  to  which  Mr.  Matthews  replied  that  in  each  case  nil 
the  figures  he  gave  included  not  only  the  cost  of  the  track, 
but  the  cost  of  the  paving  itself.  In  Rochester  roads  are 
required  to  maintain  the  pavement  between  the  tracks  and 
two  feet  outside  of  the  track.  About  $2.75  or  $2.80  was 
paid  for  block  stone. 

Mr.  LeGrand  Brown  i  Rochester)  asked  Mr.  Matthews  if 
on  the  track  laid  where  every  third  steel  tie  was  carried 
across,  it  helped  to  maintain  the  hack.  At  that  time  the 
track  was  laid  with  llA-inch,  old  Johnson  section-B  rail,  in- 
verted and  clasped  with  clips,  every  third  one  running  across. 
Mr.  Matthews  said  that  that  track  was  ;. tactically  as 
good  today  as  when  it  was  laid,  that  is,  in  brick  pavement. 
The  track  deteriorated  next  to  the  rail  to  some  extent,  due 
in  heavj  wagon  traffic,  bul  the  track  Itself  is  in  perfect 
condition. 

Mr.  M.  J.  French  (Utica  &  Mohawk  Valley)  asked  both 
Mr.  Matthews  and  Mr.  Jackson  their  opinion  as  to  the  relative 
noisiness  of  the  concrete  construction  and  the  old  construc- 
ts which  the  broken  stone  was  used  underneath  and  the 
r  paving  ahove  that,  as  compared  with  the  construction 
in  which  the  steel  ties  and  entire  concrete  construction  Is 
used,  lie  found  thai  was  a  great  argument  agalnsi  the  con 
crete  construction.  Mr.  Matthews  thought  there  would  be 
possibly  a  little  more  rumbiiim.  but  did  no!  think  the  con- 
crete construction  with  Bteel  ties  vei  lonable  on  ac- 
count ni  the  noise. 

Mi    i:    P.  Roundey  (Syracuse  Rapid  Transit)  asked  Mr. 
Matthewi     what    was    the    object    ol  ooved 

rail   in   paved  I      da  replied  that   the 

authorities  in  Rochester  would  not  sjlon   the  at I  ■  n 

Inlet  rati,  •. .melt  girder  rail     He  thought  the 

full  grooved  rail  made  a  better  looking  pavement,  and 

siiiiy  a  betted  track  In  semi-  n  m  groovei   would 

in  account  of  filling  up  with  dirt  in 

n  Intel   and  rlth  Ice  and  anon      The  Trilbj 

action  la  objectionable  In  thai  respect,  bul 
new  made  which  have  a  wider  i ra  and   which  seem  i" 

inry. 
Mr  diaries  ii   ciark  (Cleveland  Blectrti 
<  inbls  with  Kiiiiui ban  i 
ni.    \ii     Matthewi  replied  thai  bli  auburban  •  u     did 
mil   bave  Ud   not   b  i 

trouble      Mr    Clark   explained   thai    In   Cleveland,  on    I 


74 


ELECTRIC     RAILWAY     REVIEW 


Vol.    XVII.    No.    3. 


avenue,  where  the  Lake  Shore  electric  conies  in,  they  had 
ihf  Trilby  rail  and  had  had  a  great  deal  of  complaint  from 
the  Lake  Shore  people  on  account  of  flanges  breaking,  the 
inside  of  the  flange  of  the  wheels  rubbing  against  the  in- 
side of  the  flange  of  t lie  Trilby  rail  and  this,  of  course,  had  a 
tendency  to  press  the  wheels  outward  on  the  bottom,  break- 
ing the  flanges.  They  wanted  all  the  rails  ground,  so  as  to 
reduce  the  flange,  but  it  was  concluded  to  widen  the  gauge 
on  account  of  their  heavy   flanges. 

Mr.  \V.  R.  W.  Griffin  I  Rochester  &  Eastern)  said  that 
the  Rochester  &  Eastern  came  in  over  the  Rochester  Rail- 
way track,  and  a  portion  of  the  Trilby  rails  happened  to  be 
very  narrow,  made  for  a  %-inch  flange,  and  the  trouble 
found  was  with  the  inside  gauge.  They  had  to  set  out  the 
wheels  somewhat  more  than  %  inch  and  regauge  the  track 
to  overcome  the  difficulty.  The  first  cars  which  came  in  on 
these  tracks  used  cast  wheels,  and  the  tracks  broke  the 
flanges  very  badly,  but  alter  it  was  recognized  that  the  in- 
side gauge  had  to  be  widened  out.  and  after  steel  wheels 
were  put  on  there  was  no  trouble. 

Referring  to  the  matter  of  noise  Mr.  F.  D.  Jackson  (In- 
ternational Railway)  said  that  there  might  be  more 
noise  on  solid  concrete  construction,  because  it  is  more 
rigid,  but  it  would  depend  on  conditions.  For  instance,  on 
a  wet  day.  or  on  a  day  when  the  rail  was  perfectly  clean,  the 
rumbling  noise  was  not  any  more  than  with  the  other  style 
of  construction,  but  that  on  a  dry  day,  when  sand  gets  on 
the  rail,  it  would  naturally  make  more  rumbling  because 
is  less  yield  to  the  substructure. 

Mr.  Charles  L.  Wilson  (Toronto  &  York  Radial)  asked 
if  any  of  the  members  had  any  experience  in  using  sand 
or  coarse  gravel  in  making  up  the  mixture  for  concrete,  in- 
stead of  broken  stone.  Broken  stone  was  becoming  more 
and  more  difficult  to  get.  He  had  had  several  pieces  of 
track  put  down  in  which  coarse  gravel  was  used  in  place 
of  broken  stone,  and  had  had  very  good  results.  Mr.  C.  H. 
Clark  referred  to  the  Herkimer  bridge,  at  Utica,  and  said 
the   concrete   mixture    used    in   that    construction    was   made 

ravel,  no  broken  stone  being  used.  Mr.  LeGrand  Brown 
had  put  in  a  large  quantity  of  gravel  in  some  paving  work 
which  he  did  in  Canada,  and  his  opinion  was  that  it  made 
better  concrete  than  the  ordinary  broken  stone.  Mr.  Clark 
added  that  it  was  important  that  concrete  should  be  mixed 
accurately.  He  used  a  3-foot  cubical  box  and  filled  it  level 
full  with  gravel.  Water  was  ;>oured  into  it  until  the  box 
was  filled  with  the  water  and  gravel.  The  amount  of  water 
placed  in  the  box  gave  the  amount  of  the  voids  in  the 
gravel.  In  that  way  the  quality  of  the  concrete  could  be  de- 
termined exactly.  He  believed  the  best  concrete  was  ob- 
tained   by   making   it    out    of   gravel,    but   there   must   be  no 

-work  in  the  mixing  of  the  concrete.  On  the  Herkimer 
bridge  the  proportions  were  1 — 2M> — 5%. 

Mr.   Roundey   said  he  took  gravel   just  as  it   came  from 

the   bed,   and    considered    that    he   got   a    better   job   of   con- 

than  city  contractors  who  use  crushed  stone  and  sand. 

The  proportions  were  about  1 — 3 — 7,  mixed  in  a  box  without  a 

bottom. 

Mr.  M.  J.  French  said  that  in  1S94  he  laid  some  gravel 
concrete,  mixing  it  in  proportion  of  1  of  cement  to  10  of 
gravel.  A  raving  contractor  had  occasion  afterward  to 
dig  across  one  of  the  trenches  in  which  the  concrete  had 
been  used,  and  he  said  it  was  the  toughest  concrete  he  ever 
struck.  There  was  no  doubt  in  his  mind  but  that  the  ideal 
concrete  material  is  composed  of  all  sizes  of  stone,  the 
smaller  sizes  of  stone  filling  the  voids  of  the  other,  and  in 
using  gravel  one  was  more  likely  to  get  the  voids  filled.  The 
concrete  composed  simply  of  sand  and  2-inch  stone  was  apt 
to  be  a  rather  poor  concrete. 

Mr.  B.  Penoyer  (Schenectady  Railway)  said  he  used 
crushed  stone,  measured  the  proportions  in  a  box  and  used 
1 — 2 — G.      He  said  concrete  stood  much  better  than  the  con- 


crete  as  put  in  by  the  city,  in  the  paving  alongside  the  track. 

Mr.  F.  A.  Bagg  (Fonda  Johnstown  &  Gloversville  i  re- 
telling to  Mr.  Jackson's  paper  said  it  seemed  to  him 
thai  the  s.teel  ties  placed  10  feet  apart  had  not  a 
very  important  part  to  play  in  the  track  construction  after 
the  concrete  had  set  and  asked  if  an  ordinary  yel- 
low pin.,  tie  would  not  answer  just  as  well  as  a  steel  tie.  As- 
suming that  the  concrete  was  set  and  the  work  all 
done,  if  the  steel  ti,  were  eliminated,  he  asked  if  the 
track  would  not  stand  almost  as  well.  To  which  Mr. 
Jackson  replied  that  it  might  stand  almost  as  well,  but  the 
tie  plays  the  part  of  holding  the  gauge  while  the  construc- 
tion is  going  on,  and  also  after.  The  concrete  is  brought 
only  up  to  the  tread.  If  the  concrete  should  break,  on  ac- 
count of  the  pounding  of  the  cars  over  it.  the  tie  acted  to 
hold  the  track  in  place.  With  a  Carnegie  steel  tie  he 
thought  there  was  better  holding  power,  because  of  the  hold- 
ing power  of  the  cement  against  the  web  and  also  under- 
neath the  top  flange.  If  the  concrete  should  settle,  or  the 
bottom  should  settle  underneath  the  concrete,  between  the 
;ies.  then  the  ties  would  act  as  a  support  in  that  particular 
case. 

.Mr.  T.  W.  Wilson  (International  Railway)  said  that 
there  was  one  point  which  Mr.  Jackson  did  not  bring  out 
clearly,  and  that  was  that  the  concrete  extends  under  the 
steel  tie.  so  that  the  tie  itself  is  supported  by  6  inches  of 
concrete.  As  for  the  use  of  wooden  ties,  the  life  of  wooden 
ties  is  from  8  to  10  years,  or  possibly  12  years,  and  it  is 
figured  that  the  tracks  should  last  at  least  15  years, 
and  it  seemed  to  be  poor  economy  to  put  a  wooden  tie  in 
permanent  construction  of  that  sort.  He  believed  tracks 
could  be  relaid  after  the  rail  is  worn  out.  simply  by  taking 
out  the  stone,  removing  the  rail,  and  replacing  a  new  rail 
on  the  steel  ties,  without  removing  the  base  of  the  track. 

Mr.  C.  H.  Clark  said  he  was  using  Carnegie  steel  ties 
in  Cleveland,  laid  on  5-foot  centers.  He  put  6  inches  of  con- 
crete between  the^  tracks  and  4  inches  under  the  Carnegie 
steel  tie.  which  gave  10  inches  of  concrete  and  tie-rods 
every  5  feet. 

Mr.  French  asked  .Mr.  Jackson  whether  they  had  any 
occasion  to  take  up  any  of  the  rails  over  the  steel  ties,  and 
whether  there  was  difficulty  in  replacing  any  given  portion 
of  the  track,  as  far  as  gauge  is  concerned,  i.  e.,  the  clips 
holding  it  to  gauge:  whether  there  was  any  wear  that  would 
make  a  loose  gauge.  Mr.  Jackson  said  he  had  only  just 
started  the  construction  this  year,  but  saw  no  reason  why 
there  should  be  any  trouble  at  all.  because  it  would  only 
require  a  bolt  to  be  used  or  different  clips  to  be  used  in 
special  places. 

Mr.  M.  J.  French,  in  answer  to  Mr.  Bagg's  question, 
stated  that  in  Utica  he  had  used  a  few  Carnegie  steel  ties 
during  the  past  year,  and  instead  of  stopping  the  concrete 
at  the  bottom  of  the  rail,  had  brought  it  up  2  inches  over 
the  base  of  the  rail,  and  in  that  way  they  got  the  whole 
steel  structure  bound  into  the  concrete,  so  that  there  was 
no  liability  of  a  movement  of  the  rail.  They  had  to  be  care- 
ful in  tamping  the  concrete  thoroughly  under  the  rail  on 
account  of  the  natural  shrinkage  of  the  concrete  as  it  dried 
out. 

Mr.  Clark  said  that  could  not  be  done  with  block  stone 
pavement :  it  might  be  done  with  brick  pavement,  or  with 
7-inch  block,  no  cushion.  Mr.  Roundey  said  that  in  Syra- 
cuse, where  the  concrete  came  4  inches  above  the  top  of 
the  tie,  it  would  not  hold  the  rails  to  gauge.  It  might  be 
due  to  the  concrete.  He  knew  the  concrete  was  not  good; 
it  was  put  in  ten  years  ago;  and  he  thought  it  was  natural 
cement.  He  did  not  think  concrete  was  of  much  use  in 
holding  a  track  to  gauge;  it  might  support  it.  Mr.  French's 
idea  was  not  to  use  the  concrete  to  hold  the  track  to  gauge, 
but  to  prevent  vertical  motion.  He  would  not  lay  a  track 
without  tie-rods  in  it.  with  the  present  type  of  car.     Mr.  T. 


January   19,  1907. 


ELECTRIC     RAILWAY     REVIEW 


W.    Wilson    said   in    connection    With    Mr.    Clark's    statement, 

that    was   one   of    the   criticisms    which    has    been    made   on 

tracks  in  Buffalo,  and  it  was  a  question  in  his  mind  whether 

they   should  not  increase  the  number  of   steel   ties  and   put 

them  .">  feet  apart  instead  of  10  feet,  and  also  put  the  tie-rods 

•  i    apart.     On   the   steel   tie  question   he   expressed   the 

■  •pinion   that  a  steei  tie  4  inches  deep  was  sufficient    for  street 

railway  work,  this  year  the  Carnegie  Steel  Company,  at  his 

•stion,   rolled    a   steel   tie   4    inches   deep,   and    41    cents 

cheaper  than   the   6-inch.     As   to   concrete,   either  gravel   or 

was  all  right.     There  were   two  thinus   to  be 

considered  in  connection  with  concrete:  first,  the  cement,  and 

second,  the  method  of  mixing.     The  cement    should  be  good 

standard    Portland   cement. 

Mr     LeGrand    Brown    said    thai    the    track    put    down    in 
in   Rochester,   was  all   4%-inch   steel   ties  made  of  old 
rail. 

Mr.  1.  E.  Matthews   (Rochester)   asked   Mr.  Jackeon,  in 
ise  of  the  steel  tie.  where  the  street  has  been  torn  up. 
whether  they   used  a  long  tic   to  connect    the   two   tracks   to- 
er. 

Mr.  Jackson  said  they  used  tic-rods  and  made  each  track 
Independent  of  the  other.    They  used  pound  T  rails 

and   also   60-fool    100-pound    Trails.      He   said   there   wa 
trouble    from    getting   out    of    line   anil    there    were   only    half 
umber  of  joints,  ami  half  the  number  of  bonds 
Mr.   A.  H.   Stanley   (Public   Service  Corporation   of  X.  .1.1 
1  if  any  one  knew  of  a  failure  through  the  use  of  concrete 
in  track  construction.     He  knew  of  a  large  city,  where  they 
had  used  a  good  deal  of  concrete  in  their  track  construction, 
and  every  mile  of  track   they  laid,  using  the  concrete  under 
r   metal  ties  or  wooden  ties,  had   in  be  rebuilt, 
of    It    lasted    ten    years.      That    track    Construction    pro- 
vided for  •'.  inches  of  concrete  underneath  the  tie.  and    later 
that    was    increased    to    13    inches.      There    could    bi 
cism    about    the   method    adopted    in    the    construction   of 
that  track      It  was,  he  said,  built  in  the  best  possible  manner, 
t    kinds   of    material,    employing    either   brace 
•s    or   tie-roils,    both    9-inch    and    7-inch    rail.      The   tracks 
in  question  were  single-track  roads,  light  traflic  street-  with 
traffic,  with  the  interarban  cars   weighing  not   ti 
00  pounds.     That    experience  had  been  of  value  to 
him  in  thi  ruction  oi  the  tracks  in  properties  in  New 

n    which    tl  building   a    meat    man]    miles  of 

h  year,  and   practically  .-ill  of  it   on   publli 

Ther.  I  Qtlrely .     t  here    was    no    con 

i    underneath    the    ties      The   onlj    place   com 
was  lined   wa-  tor  supporting   the   pa 

The   subgrade  was  rolled   before   am    -tone   was   put   on   it. 

with  a  15-tOD  roller.     M  .ere  found  and  in  • 

able    ro    | ml  ilown    the    grade    at 

■  ■  of   the  roller;  in   some   place-   :;   |ni 

od  on   tie  rolled,  and    the 

continued    until    there    was   6    Incl  oundatlon. 

laid    and    tie-  endl   tamped,   and    thi  lit   on 

.1-  soon  d,  tin-  idea  being  ti 

a*  m  le  on  the 

The  *  hen   put   between   tie-  I  ■ 

■  pth.   depending  on   the   pavemei 

■  n  laid  tor  tin  ■  and  thei i 

filled    with   cemen 

i.le.  and   then  i   iii   the 

the    rail  I    the 

nnei    in    which 
failed,  Mi  lied  that 

il  e  through  'le  '   Immedl 

•  ml   threw  tie 

t    In 


other  cases   ■"'   feet,   ■'•   test   and    -'■_.    feet,  and  all   sorts  of  moth 
ods  were   used   to   keep  the  track   up. 

Mr.  K.  Simmons  i  Peekskill  Lighting  A  Railroad  i  asked  it 
it  was  the  practice  to  continue  to  operate  the  cars  Over  the 
road  during  thi'  senilis  of  the  concrete.  Mr.  Stanley  replied 
that  where  the  concrete  was  used  the  track  was  idle  for  seven 
days,  and  in  most  instances  tor  fourteen  days. 

Mr.  M.  J.  French  thought    Mr    Stanley's  objection  to  the 
concrete  must   be   from    the   tact    that    it    was   poor  com 
and    nothing  else,   if   it    would     not     stand    as   well    as    loose 

broken    stone    under    the   car.      Tin ncrete    had    the    stone 

and    the    cement    in   it.    whereas    Mr.    Stanley    simply    had    the 
loose  stone  in  the  present  work  he  is  doing 

Mr.  Matthews  described  an  experience  of  a  couple  ol 
years    ago   in    the    case   of   concrete   construction,    where   a 

i.e    underneath    the    pavement    and    washed    out 

a  large  hole  under  the  concrete  3  feet  in  depth,  and  the  track 
ih. ii  washout  for  some  time  before  it  was 
discovered.     The  concrete  did  not  give  way. 

Ml.  C.  H.  Clark  had  tic  same  experience  in  Cleveland 
Poi  six  months  a  depression  was  noticed.  The  city  sent  its 
nun  to  the  place  and  Started  to  repair  the  pavement,  and 
they   found  there  was   a   hole   under   the   track   probably    six 

wide    caused    by    a    broken    walorpipe     and 

water  flowed   into  tin    sewer,  under  the  -oil, i  concrete  track 
I  ruction. 

Mr.    I'.    1'..    Fairchilil.   ,li       related    an    instance   where   th.  \ 

did  a  meat  deal  oi  concrete  work.    The.,'  was  the  same  trou 

hie   Mr.    Stanley    spoke   of.   and   after   a   long    -.lie-   oi    61 
ments   tip.  depth   oi  <  rete   was   increased    to    is    inches. 

and   there  was  no   farther   trouble. 

Mr.    Stanley    said    the   point    he    wanted    to   make   was   the 

advantage  oi  using  concrete  over  the  broken  stone,  it  broken 

-tone    is   i  Mi      !•'.    II.   Jackson    asked,    if   with    the   use 

of    broken    stone,    the    pavement    would    stand    B] 

rail  as   well   as   if   concn  I     and   il    In   ti the   rail 

and   ties   would   not    work  and  allow    moistun  down 

underneath    the   stone,   and   the   pavement    settle    from    the 

rail.      Mi.    Stanlev    replied    that    in    his   territory    there    "as   as 

heavj    teaming   as   exists   anywhere    in    the    United    states. 

The    track    had    onh     been    down    t  111  ■  ■  lUt     then 

not    the    slightest    break    in    the    Hack,    nor    the    slightest    de 

pression. 

Mr   Willi. on    \    Heindle  (J    O,  white  Co.)  Bti i  that  be 

ei    om<  n  track  laying,  principal]]   In  the 

English   t]  pe  oi   consti  action,  entirel]    ol 

ties  or  sleepers  whatever.     His  c pan]    had   laid  B   great  deal 

Of    the    solid    mattreSS    type    Ol    track    construction    in    COl 

tion  with  Its  foreign  contracts,  bedding  the  rails  entirel 
the  concrete  and  on  stringers  alone,  bavin  inder 

each    rail    Iioim    9    in    I  _'    Inches   deep   and    Is   inches    wide       Tile 

whole    ecrel  ol  that  t;                       etlon  was  the  foundation 
and  •  i  been  i id  In  the  English 

,  or  in   am    t  (  pe  Ol  con 

•  •ion.     if    there    was    a     bid     foundation    or    an    • 

ii    anythlni    ol    that    kind,   the   rail    would 

in    to   pin  ip    and    down,    and    follow    lb. 

motion  oi  the  car  I  until  the  con. 

Immediate!]   under  the  the  rail  wi  sd  up  Into 

lei      ii ncrete  In   nine  would  Bow  away  and 

til     Traffic  hi  i  ■ 
than  the]    bad    in    England,  but    thi 
,  Bni  i  enl 

•    |  all,    and    i 

but    lie  illation    M 

Idenl   ann  bat   there  bad  been  an   Invl 

•  i  tn  the  hi. mil.  i     in  attendance  at   the 
ih.-  c lent i ai  Rallwaj   Club  to  atten 
i  banqui  i  Id  in  the  hotel  thai 

Standard    Rail   Section!. 
Mr    i  •    i  lorden   If.  ■ 


76 


ELECTRIC     RAILWAY     REVIEW 


Vol.    XVII,    No.    3. 


dated  Railway,  presented  a  paper  on    "Standard  Rail  Sections 
for  Paved  Streets." 

(On  account  of  the  illustrations  forming  a  part  of  Mr. 
Reel's  paper  which  could  not  be  prepared  in  time  for  pub- 
lication this  week,  the  discussion  upon  the  paper  is  also 
omitted,  and  will  be  published  with  the  paper  next  week.) 
Rail  Joints. 
The  first  paper  on  the  subject,  "Rail  Joints,"  was  on 
"Thermit  Welding,"  by  Mr.  M.  J.  French,  engineer  mainten- 
ance of  way,  Utica  &  Mohawk  Valley  Railway  Company. 

Mr.  French  read  the  paper  as  published  elsewhere,  and 
Mr.  P.  N.  Wilson,  roadmaster,  Rochester  Railway  Company, 
presented  the  paper  on  "Electric  Welding,"  which  is  given 
in  another  column. 

Mr.  Wilson  concluded  by  asking  a  question.  "The  cost 
of  putting  on  step  joints,  or  bonds,  labor  and  material  is 
more  by  about  one  dollar  than  welding  all  the  joints.  The 
cost  of  putting  on  a  9-inch  improved  mechanical  joint  is 
about  the  same  as  the  welding  cost.  Why  does  the  general 
manager  not  weld?" 

Mr.  T.  W.  Wilson  (International  Railway  Co.)  answered 
that  he  was  one  of  the  general  managers  who  does  weld,  and 
believes  he  had  more  welded  track  than  any  city  in  the  coun- 
try. But  he  was  obliged  to  say  that  lately  he  had  been  getting 
away  from  the  electrically  welded  joint.  In  the  first  place,  it 
was  hard  to  weld  the  joints  in  the  beginning.  A  certain 
number  of  joints  must  be  guaranteed  daily — four  joints  an 
hour.  If  anything  went  wrong  the  company  was  under  pen- 
alty to  pay  for  the  hours  that  the  welder  remained  idle.  He 
added  that  they  had  breakages  every  year  on  track  that  was 
welded  in  1899.  There  were  breakages  last  year.  The  first 
year  after  welding  there  was  a  number  of  breakages.  They 
always  occurred  in  the  winter,  and  it  was  quite  an  item  of 
cost  to  cut  out  the  broken  joints  and  replace  them.  They 
cannot  be  welded  because  there  is  no  welder  at  hand.  Con- 
tinuity was  broken  until  the  welder  was  on  hand  again.  Of 
late  years  he  had  been  getting  away  from  the  electrically 
welded  joints.  It  was  an  admirable  joint,  he  said,  after  it 
was  welded — the  Main  street  track  in  Buffalo  is  all  elec- 
trically welded — but  the  question  of  repairs  made  it  a  ques- 
tion in  his  mind  whether  it  was  economical  to  weld  joints. 

As  to  the  thermit  weld,  he  had  been  looking  with  inter- 
est on  its  record.  He  thought  that  there  was  a  great  deal 
in  the  future  for  the  thermit  weld.  The  reason  was  that  it 
did  not  require  any  large  mechanism  or  a  train  of  cars  to 
apply  it.  The  electric  weld  would  be  a  better  joint  if  it 
could  be  put  on  with  a  brush  and  pot,  but  the  trouble  was 
it  was  necessary  to  have  a  machine  and  it  was  impossible, 
except  by  owning  one  of  the  machines,  to  keep  up  the  track. 
On  some  new  track  work  to  be  done  this  year  he  was  seri- 
ously considering  going  to  the  Nichols  riveted  joint,  such  as 
used  almost  exclusively  in  Philadelphia.  He  said  this  had 
been  used  by  the  Philadelphia  Rapid  Transit  Company  for 
their  standard  since  March,  1901,  and  since  that  time  they  had 
laid  over  135  miles  of  track  in  which  this  joint  had  been 
used.  It  is  a  riveted  joint,  riveted  to  the  web  of  the  rail, 
and  the  return  is  obtained  by  means  of  spelter,  both  in  the 
base  and  the  head.  The  question  of  electrical  return  is  one 
point  about  the  joint  he  was  not  entirely  satisfied  with.  As 
a  mechanical  joint  Mr.  Wilson  was  of  the  opinion  that  it 
was  the  best  mechanical  joint  on  the  market.  He  then 
asked  Mr.  Clark  for  a  description  of  the  joint  that  was  in 
use  in  Cleveland;  a  combination  of  a  riveted  joint,  and  on 
the  base  of  the  rail,  in  order  to  make  the  conductivity,  a 
small  thermit  weld. 

Mr.  C.  H.  Clark  (Cleveland  Electric  Railway)  said  that 
in  Cleveland  they,  perhaps,  had  had  more  experience  with 
joints  than  in  any  city  of  the  United  States.  They  had  the 
old  electric  weld,  the  chuck  weld,  the  cast  weld,  the  new 
electric  weld,  the  thermit  weld,  continuous  joint  plates,  the 
Weber    joint    plates,    Atlas    joint    plates,    the    common    joint 


plates,  and  the  Clark  joint.  During  the  year  1905,  they  placed 
about  3,500  thermit  welds  and  in  the  year  1906,  concluded 
they  would  not  use  the  thermit  weld.  He  had  this  to  contend 
with  in  Cleveland — in  case  of  a  broken  joint  it  was  neces- 
sary to  get  a  permit  and  state  the  exact  time  of  making  the 
opening,  and  pay  a  city  inspector  46  cents  an  hour  to  watch 
the  work.  If  there  was  only  one  joint  broken,  it  would  take 
five  hours  from  the  time  of  making  the  opening  to  get  the 
weld  on  and  get  it  paved  up,  even  if  the  pavers  came  right 
to  the  spot  and  attended  to  the  job  as  soon  as  the  repairs 
had  been  made.  One  could  consider  that  he  had  spent  $2.30 
for  politics.  He  concluded  he  would  try  the  combination 
between  a  common  joint  and  a  thermit.  The  rail  was  drilled 
for  the  common  wrought  splice  bar,  such  as  the  Lorain 
Steel  Company  and  the  Pennsylvania  Steel  Company  furnish. 
The  holes  in  the  rail  are  drilled  1  1-16  inch,  and  the  holes 
in  the  plates  are  round  holes  11-16  inch.  He  rigged  up  a  car 
with  two  Christensen  air  pumps,  No.  2,  having  a  bank  of 
tanks,  and  used  an  air  reamer.  The  holes  were  reamed  to  1% 
inch  and  a  1%-inch  machine  bolt  for  hexagonal  nuts  and 
hexagonal  heads  was  used  to  make  a  dry  fitting  bolt.  In  laying 
the  rail,  two  holes  were  reamed  by  hand  and  the  workman  ap- 
plied two  bolts  in  these  holes  and  screwed  them  up  as  tight 
as  he  could  get  them.  Then  the  car  came  along,  carrying 
the  bolts  for  the  rest  of  the  joints  so  that  the  bolts  were  not 
lying  on  the  ground  and  getting  rusty.  The  man  in  charge 
of  the  car  reamed  the  holes  and  placed  the  bolts  in  and  the 
workmen  followed  along  and  tightened  them  up.  As  a  gen- 
eral rule  there  were  five  or  six  jobs  going  on  at  the  same 
time,  and  the  men  could  run  from  one  job  to  another.  Then 
the  thermit  car  came.  The  weld  which  was  placed  on  the 
base  of  the  rail  was  the  same  size  as  the  regular  thermit 
weld,  only  it  was  placed  across  the  base  of  the  rail.  At  first 
this  weld  was  %-inch  thick  at  the  edge  of  the  base  of  the 
rail,  and  %-inch  thick  at  the  center.  Sawing  the  joints  in 
two,  to  see  how  much  of  the  joint  was  welded,  it  was  found 
that  the  center  of  the  rail  was  not  welded,  and  It  was 
concluded  that  the  steel  was  settling  in  the  bottom  of  the 
mold  and  by  the  time  it  got  to  the  rail  it  had  cooled  suf- 
ficiently so  that  it  would  not  weld.  After  that,  instead  of 
making  the  weld  %-inch  thick  in  the  web  of  the  rail,  it  was 
made  1%-inch  thick.  This  caused  the  hot  steel  to  flow 
from  one  side  to  the  other  continuously,  and  in  this  way 
he  succeeded  in  welding  the  base  of  the  rail  thoroughly, 
and  up  into  the  web.  Joints  sawed  in  two  showed  a  perfect 
weld,  and  the  strength  of  the  joint  was  greatly  increased. 
There  was  about  6  inches  of  solid  welded  metal,  the  size  of 
the  weld  and   the  base  of  the   rail  together  making  about 

6  inches  of  metal.  If  that  is  figured  at  40,000  pounds  for 
tensile  strength,  It  would  give  120  tons  pull  at  this  point. 
He  considered  that  the  six  bolts  on  each  side  of  the  joint 
will  stand  a  safe  shear,  being  a  double  shear  of  90  tons,  so 
that  he  did  not  believe  that  the  rail  would  ever  break  at 
the  joint.  Wlien  concreting,  a  hole  was  left  at  the  joint.  The 
welder  came  along  after  the  concreting  had  been  done,  and 
then  the  hole  was  filled  up  with  concrete.  He  said  he  had 
placed  about  3.000  of  them  and  had  not  found  a  broken  joint. 
The  electricians  tested  out  one  rail  on  Jennings  avenue,  85 
rails  laid  continuously  in  the  street,  and  not  one  of  them 
showed  a  leak.  They  all  tested  3  feet.  Mr.  Clark  stated 
that  the  cost  of  the  joint  was  $1.75  for  the  thermit,  using 

7  pounds  of  pure  thermit,  and  about  y2  pound  of  steel.  The 
joint  plates  cost,  when  bought  with  the  rail,  $37.50  a  ton. 
The  reamer  could  do  seven  joints  an  hour,  two  men  placing 
the  joints  in  the  street.  Sixteen  cents  would  place  the  bolts 
in  the  joint.  Welding  was  done  by  a  crew  of  five  men, 
four  men  at  $1.80  and  $3.00  for  the  foreman,  making  a  total 
of  $10.20  a  day.  They  could  do  75  joints  a  day  easily.  The 
w-elding  cost  about  25  cents,  making  the  total  cost  of  the 
joint  $4.24,  or  at  most  under  $4.50.  He  believed  he  had  an 
absolutely   perfect  joint   so   far.     The  rails   had   been  tested 


January  19,  1907. 


ELECTRIC     RAILWAY     REVIEW 


77 


after  cold  weather — So  of  the  rails.  62  feet  long — but  it 
had  been  impossible  to  find  a  break.  There  is  the  further 
feature  that  if  breaks  occur,  it  is  not  known,  because  the 
joint  plates  there  hold  the  rails  at  all  times.  It  is  the  policy 
to  keep  a  couple  of  men  going  over  the  track  testing  for 
breaks  in  the  joints.  If  a  break  is  found,  they  use  a  rail-pin 
that  will  braze  on  the  side  of  the  rail,  but  they  had  not  had 
occasion  to  put  a  pin  on  any  of  the  joints  which  were  laid 
last  summer. 

Mr.  T.  W.  Wilson  asked  if  riveting  the  joint  would  not 
improve  it.  Mr.  Clark  said  the  reason  he  did  not  rivet  the 
joints  was  that  this  year  he  was  experimenting,  and  that 
during  the  coming  year  he  would  probably  rivet. 

The  president  announced  that  Mr.  Pierce,  president  of 
the  International  Railway  Company,  and  Mr.  T.  \Y.  Wilson, 
general  manager  of  the  comrany,  had  Invited  the  members 
in  attendance,  and  the  representatives  of  supply  houses 
present,  to  luncheon.  He  also  read  a  letter  from  Mr.  W. 
Caryl  Ely,  the  former  president  of  the  Vmerican  Street  and 
Interurban  Railway  Association,  in  which  he  regretted  his 
inability  to  be  present  at  the  me< 

Prof.  Swenson  was  called  upon  to  say  a  few  words  about 
the  work  of  the  American  Association. 

Remarks  of  Prof.  Swenson. 

Prof.  B.  V.  Swenson — Mr.  Brockway,  the  president  of  our 
Accountants'  association,  said  at  the  convention  which  we 
had  at  Columbus,  when  he  attended  the  meeting  of  the  En- 
gineering association,  and  was  called  upon  unexpectedly  to 
make  some  remarks,  that  he  came  to  "Stop,  Look  and  Listen.'' 
That  is  exactly  my  purpose  here.  I  came  not  to  say  any- 
thing before  this  meeting,  but  to  get  some  new  ideas,  get 
more  thoroughly  In  touch  with  your  work,  and  get  more 
acquainted  with  the  people  of  the  State  association.  I  at- 
tended the  quarterly  meetings  at  Elmira  and  Schenectady 
last  year,  and  also  the  annual  meeting  at  Saratoga.  I  was 
particularly  impressed  last  year,  and  I  am  again  today,  with 
the  great  importance  of  these  quarterly  meetings  which  you 
began  a  year  ago  at  Schenectady.  It  seems  to  me  a  great 
deal  more  good,  solid  work  can  be  obtained  through  these 
meetings  where  you  gather  around  in  a  small  room,  where 
everybody  gives  free  expression  of  his  opinion,  but  I  am 
sorry  that  we  cannot  have  just  such  meetings  in  our  Na 
tional  organization.  That,  of  course,  is  quite  out  of  the 
we  cannot  have  more  than  one  meeting 
a  year  and  that  must  be  a  large  convention.  But  to  get  to- 
r  and  fake  op  topics  such  as  you  have  been  doing  today 
and  at  the  other  quarterly  meetings,  and  discuss  them  in  a 
sort  of  heart  to-heart  way.  it  seems  to  me  would  bring  out 
man-  luable    from   the   stand- 

irious  people  present.    These 

eannot  help  but  be  a   vi  >d,  not  only  to 

your  association,  but  also  to  all  the  Street   railway  people  in 

. 
•  say   tha 
Mr.    i  long   distance   phone   from    New   York   to 

Buffalo,  and  we  have  talked  about  this  meeting,  and  he  fully 
to    be    here — In    fart,    up  lay,    when    he 

d  with  me  again  ami   said  It   was  quite  out  of 
tlon. 

nization  Is  concerned,  I  want 
to  »:>  ad   things 

are  i-  it  just  a 

for    dues,    and    we    hat 
■J  a  large  nur\  of  annual  dues,  which 

rts    thlH    vi  ar    will 
four  asaoi  them 

v ear  has  ■  They 'will  average  at  l< 

-■vlll  make  a  I 

bleb  will 

•nil  Claim 
reason  wo  do  It  that  way  I 
ants'    an  . 

In  thai 

!lg»       Will 

than  In  ih<-  pa  .,r  thorn 


I  cannot  help  but  take  this  opportunity  to  say  a  word 
or  two  about  associate  membership  in  the  American  associa- 
tion. Of  course  you  know,  we  desire  to  have  everybody 
understand  that  all  of  the  engineers  and  officials  connected 
with  member  companies  really  belong  to  the  association, 
without  any  regard  as  to  whether  or  not  they  may  or  may 
not  be  associate  members,  but  associate  membership,  which 
only  costs  $5  a  year,  is  a  purely  individual  membership  and 
keeps  every  man  in  touch  with  the  work,  whether  or  not  he 
belongs  to  a  member  company,  or  whether  or  not  he  mi^ht 
sever  his  connection  with  that  company.  I  always  enjoy 
very  much  being  with  the  New  York  State  Association.  As 
I  told  your  president  this  morning,  when  he  spoke  to  me, 
and  said  he  thought  I  was  too  busy  to  come,  I  hope  the  time 
will  never  come  when  I  will  be  too  busy  to  go  to  the  State 
association  meeting. 

The  meeting  then  adjourned  until   2  o'clock. 

Afternoon  Session. 

President  Shannahan  called  the  meeting  to  order  at  2:30 
o'clock,  and  the  discussion  on  joints  was  resumed.  Mr.  A 
H.  Stanley  (Public  Service  Corporation  of  New  Jersey)  be- 
ing called  upon,  said  he  knew  very  little  about  joints,  but 
wanted  to  know  something  about  them.  He  said  his  com- 
pany was  building  a  great  deal  of  track  and  the  joints  used 
were  the  Continuous  rail  joint  on  the  Trilby  96-pound  rails. 
That  was  used  because  they  did  not  know  of  any  other  joint 
outside  of  the  mechanical  joint  that  they  felt  justified  in 
using.  Careful  investigation  had  been  made  about  the  ther 
nilt  joint,  which  li  in  a  number  ol  places,  the 

electric  welded  joint  and  the  cast-welded  joint.  Many  hun- 
dreds of  miles  of  track  in  New  Jersey  were  laid  with  the 
cast-welded  joint,  and  in  almost  every  instance,  he  said. 
that  joint  has  proved  a  failure,  the  effect  of  change  of 
temperature  of  the  rail  and  there  were  hollow  spots  in  it. 
and  after  two  or  three  years  of  life  on  brand  new  rail  it 
had  pounded  very  badly  They  were  having  to  replace  prac- 
tically every  mile  of  track  that  was  laid  with  the  cast  weld. 
He   had   seen   many   miles   of   track   laid    with   the   electric 

weld,  and  the  managers  and  maintenan i   way   men  were 

very  enthusiastic  about  it,  but  after  a  year  or  two  there  was 
much  less  enthusiasm  and  the  same  thing  seemed  to  be  true 
with  the  thermit  weld.  He  preferred  at  this  time  to  use 
some  mechanical  joint  which  he  knew  would  answer  the  pur- 
pose for  a  reasonable  period  and  hoped,  when  it  became 
necessary  to  remove  that  joint,  that  experience  would  have 
demonstrated  which  was  the  most  advantageous  joint  to  use. 
a  welded  joint  or  not  a  welded  joint.  Mr.  Clark's  join 
pealed  to  him  more  than  anything  he  had  seen 

Mr.   C.   II.   Cli  red    to   whal    Mr.    Wilson   said  of 

welded  joints,  and  laid  be  had 
i  joints  welded  electrically  In  1904.  There  was  a  num- 
ber of  breaks.  The  practice  in  repair  was  to  cut  Into  the  rail 
and  weld  the  break,  By  making  an  extra  large  mold.  I  man 
with  a  mile  mechanical  genius  could  <iikr  the  mold  oul  to 
fit  tb  with  tin 

ihi  be  wi 
with  freedom  and 

Mr.  i  to  the  welded  Joinl 

i     in  bow  work  be  planm  d 

head   ot   the  rail 
from  d  bolt  hole     The  I 

from   iin    and  ol   the  rail, 
he  put  thin  thermit  Joint  In 

".-  to  it   while  the 

was    being    made,    ami     I one    who    had     bail 

long  tb    Welded   Joints  would   say   whi 

Hi     '■     :    :     ' 

in  the  country,  bul  did  i 

on  which  they  were  put  In    ind  did 

-it     in  Ave  "i 
don  ti   '<  ' ly  ow lug 


78 


ELECTRIC     RAILWAY     REVIEW 


Vol.    XVII.    No.   3. 


to  bad  construction.  He  would  like  some  information  on  long 
time  welded  joints,  either  casl  welded  el  ctncally-welded,  or 
thermit-welded. 

Mr.  chirk  did  nol  think  the  bead  of  the  rail  was  injured 
by  the  thermit  process  The  kind  of  bonds  was  an  import- 
ant question.  He  put  in  plug  bonds,  solid  terminal.  He  had 
urn  used  soldered  bonds,  because  be  did  not  believe  in  them. 
Mr  had  not  been  able  to  got  a  bond  but  what,  tested  at  the 
end  oi  the  year,  would  be  shown  to  be  oxidized  and  leaking. 
He  said  he  was  now  brazing  the  bond  on  the  head  of  the 
rail,  going  through  the  whole  system,  and  everywhere  a 
leak  appeared  with  a  Conant  tester,  that  bond  was  brazed 
to  the  head  of  the  rail. 

Mr.   French,    in    answer    to    Mr.    Heel    as   to   the    wear   of 

rail  head,  said  that  there  apparently  was  not  more  wear 
at  the  weld  than  in  the  center  oi  the  rail,  and  if  he  remem- 
bered rightly,  the  thermit  people  guaranteed  that  the  weld 
would   not   injure  the   rail   in  that   respect. 

Mr.  P.  X.  Wilson  (Rochester  Ry.  Co.)  explained  in  rela- 
tion to  the  electrical  welds,  that  they  were  placed  about  18 
months  ago,  and  he  noticed  no  had  effects  from  the  heat. 
The  heat  was  so  concentrated  and  applied  in  such  a  way 
that  he  did  not  think  it  affected  the  head  of  the  rail  at 
all;  at  least  there  was  no  appearance  of  it  affecting  the 
head  of  the  rail.  In  connection  with  Mr.  T.  W.  Wilson's 
statement,  in  relation  to  the  Philadelphia  joint,  he  thought 
that  in  placing  the  zinc  joint,  there  was  as  much  machinery 
necessary  as  in  an  electric  weld.  It  required  a  riveting  ma- 
chine, a  machine  which  applied  the  zinc,  a  sand  blast,  and 
quite  a  number  of  other  machines  which  were  rather  ex- 
pensive. He  could  not  see  that  any  mechanical  joint  was  as 
good  as  a  welded  joint.  Any  mechanical  joint  would  un- 
questionably become  loose  in  time,  and  the  bond  feature  was 
a  very  important  thing.  One  could  not  consider  the  joint 
without  considering  the  bond.  With  a  weld,  there  was  un- 
questionably bonded  track. 

In  answer  to  a  question  as  to  what  he  thought  of  a  ther- 
mit weld  in  unpaved  streets,  Mr.  French  said  he  did  not 
see  any  objection  as  long  as  the  rail  was  kept  covered  so 
that  the  temperature  could  not  affect  it  or  cause  breakage 
through  contraction  of  the  rail.  Mr.  Clark  related  that  when 
the  city  of  Cleveland  got  a  little  hotheaded  and  tore  up 
tracks  on  Holton  Road  in  Cleveland,  the  tracks  were  all  elec- 
trically welded.  6-inch  rail.  They  broke  the  rails  in  two  on 
over  400  or  500  feet  of  track,  and  threw  them  in  the  gutter. 
and  it  was  impossible  to  relay  them.  When  an  injunction 
had  been  obtained  against  the  city  and  made  permanent 
new  rail  was  laid.  Tom  L.  Johnson  came  to  Mr.  Clark  and 
said:  "There  is  one  thing  about  it.  you  cannot  weld  that 
track."  Mr.  Clark  replied  that  perhaps  he  had  not  seen  the 
thermit  weld.  He  said:  "Even  if  you  weld  it,  how  will  you 
keep  it  in  line?"  Mr.  Clark  welded  the  tracks  and  they  lay 
out  in  the  sun  for  about  three  or  four  weeks,  in  August 
They  were  simply  hanked  tip  with  dirt  and  there  was  no 
trouble  in  keeping  them  in  line.  The  hat  he  was  wearing 
was  paid  for  by   Mr.  Johnson. 

Mr.  Reel  inquired  whether,  in  the  event  of  welded  joints 
being  put  in  an  unpaved  street,  and  later  on  in  the  course 
of  time  the  street  was  paved,  it  would  be  safe  to  open  up 
100.  200  or  300  feet  of  the  welded  track  without  getting  any 
buckling  effect  in  the  summer  time.  If  the  track  should 
buckle,  it  would  be  a  serious  thing  to  get  it  back. 

Mr.  French  suggested  if  anyone  contemplated  anything 
of  that  kind,  he  should  make  a  record  of  the  temperature 
when  the  rails  were  laid  originally,  and  do  the  paving  at 
the  same  temperature,  or  just  a  little  below.  A  certain  sec- 
tion at  a  time,  not  over  200  feet,  could  be  uncovered  and  con- 
creted and   paved. 

Mr.  Jackson  remembered  one  instance  where  he  opened 
up  at  least  1.000  feet.  It  got  out  of  line  somewhat  before  it 
was  closed  in.  but   there  was  no  great  difficulty  in  getting  it 


hack   again.     He  thought   to  uncover  a  stretch  oi  track   500 

feet    would    he  all   right   if   it   was  held  sidewise,  by  bracing 

it   against   the   end   of   the   ties   that    would  hold   the  rail   in 

line.     Mr.   LeGrand   Brown   know  of  one  case   where  400  or 

:.mii  feet  of  electrically  welded  track  in  Rochestei    was  laid  in 

the  cold  weather,  and   the  next   morning  there  wore  four  or 

five  joints  broken  back  of  the  welded  joint 

Mr.    P.    X.    Wilson   described    a   case   of   about  1,200  feet 

uncovered,   but    connected   at   both  ends,   in   Philadelphia.      It 

buckled  very  badly,  the  result  being  that  the  man  in  cha 

of  the  work  covered  it  with  canvas  and  sprinkled  the  canvas 

with    water  and  the  track  came  back  to  its  original  position. 

Mi.  Brown  had  had  a  case  similar  to  that.    Mr.  Clark  had  had 

that    experience   on    a    drawbridge.     The    viaduct    was    2.800 

feet,   with   T-iails  laid  on   planks    and    the  rail   curled   on   the 

planks.      The    sprinkler   was    put    on    it    and   the   rail    came 

back. 

Derailing    Devices. 

Derailing  Devices"  was  a  general  discussion  without 
paper.  This  was  included  at  the  suggestion  of  Mr.  Barnes, 
of  the  state  railroad  commission.  Neither  Mr.  Barnes  nor 
Mr.   Baker  w^ere  able  to  be  present. 

Mr.  Stanley,  in  opening  the  discussion,  said  that  except 
in  one  or  two  instances,  he  only  had  the  ordinary  hand- 
derail.  The  main  line  was  opened,  the  conductor  went  ahead 
with  the  flag,  and  opened  the  switch  by  pulling  the  lever. 

.Mr.  T.  W.  Wilson  said  he  had  a  few  places  where  the 
derail  was  interlocked  with  home  and  distance  signals,  op- 
erated in  a  tower  on  interurban  lines.  The  main  thing  with 
reference  to  derailing  switches  was  to  have  the  apparatus 
thoroughly  drained.  He  had  any  amount  of  derailing  switches 
in  use,  but  as  a  rule  there  had  been  no  effort  to  drain  the 
pipes  through  which  the  levers  run  and  consequently  the 
first  tiling  in  winter  the  trainmen  disconnected  and  plugged 
them.  He  thought  a  derailing  switch  operated  by  the  con- 
ductor was  a  very  good  thing,  and  a  preventive  of  acci- 
dents in  many  cases.  The  derailing  switch  should  be  back 
a  sufficient  distance,  so  that  if  a  car  ran  off  the  track  it 
would  not  run  into  another  car  or  into  a  steam  railroad 
train.  Mr.  C.  A.  Coons  (Int.  Ry.)  said  most  of  their  derails 
were  25  or  30  feet  away  from  the  steam  railroad  track.  His 
idea  of  a  derail  was  that  it  should  be  located  100  feet  from 
the  first  rail,  back  far  enough  so  that  when  the  car  left  the 
track  it  would  be  impossible  for  it  to  reach  the  steam  rail- 
road track. 

Mr  Clark  said  that  the  state  of  Ohio  had  a  law  that  the 
derailing  switch  must  not  be  further  than  70  feet  from  the 
track  nor  closer  than  40  feet.  If  the  derailer  was  too  far 
away,  it  caused  a  great  deal  of  trouble.  In  connection  with 
that,  he  had  been  contemplating  trying  a  new  derailer.  With 
the  Porter  derailer,  or  any  derailer.  the  conductor  had  to 
go  over  to  the  track,  cross  the  track  and  pull  the  derailer. 
Sometimes  he  would  be  behind  a  string  of  cars,  or  behind 
a  fence  and  he  could  not  see.  He  said  he  had  been  contem- 
plating putting  a  Cheatham  electric  switch  in  the  track  at  the 
derailing  point.  The  connections  were  such  that  whether 
the  motorman  had  the  power  on  or  off.  this  switch  would  open 
up  as  he  came  to  it.  It  did  not  make  any  difference  whether 
he  kept  his  power  on  or  off,  that  switch  was  bound  to  open 
up  by  putting  both  terminals  on  the  same  point.  Then  he 
would  make  an  order  that  the  conductor  must  go  ahead  and 
stand  on  the  track,  not  go  across  the  track  and  get  behind 
a  string  of  cars,  but  stand  on  the  track,  and  if  a  train 
was  coming,  just  wait.  In  the  meantime  the  motorman  must 
get  off  the  car  and  take  a  switchiron  and  throw  the  switch 
back  before  he  could  go  ahead.  That  was  suggested  to  him 
by  one  of  his  conductors. 

The  president  said  that  offhand  that  was  a  great  im- 
provement over  anything  he  had  known  of.  The  reason  that 
the  Board  of  Railroad  Commissioners  hoped  this  question 
would  be  taken  up  was  that  they  had  had  a  number  of  acci- 


January   19,   1907. 


ELECTRIC     RAILWAY     REVIEW 


7!' 


dents  on  railroad  crossings,  and  in  a  number  of  instances  on 
crossings  supposed  to  be  protected  by  some  form  of 
iins  device.  These  devices  had  been  put  in  at  the 
suggestion  of  the  electrical  expert  of  the  board,  and  it 
was  a  great  surprise,  the  commission  admitted,  that  the  ac- 
cidents continued  to  occur  at  these  very  crossings.  In  the 
investigation  it  was  found  that  the  derailers  had  been  frozen 
tight,  or  for  other  reasons  had  been  disconnected  and  were 
•i  order.  It  really  seemed  to  the  commission  as  though 
they  might  be  a  source  of  danger  rather  than  a  source  of 
It  would  seem  to  him  that  the  device  which  Mr. 
Clark  described  would  obviate  the  danger  to  great  extent. 
Mr.  Clark  said  its  use  put  the  conductor  in  a  position  where 
he  had  got  to  be  hit  by  the  train.  He  did  not  run  across 
the  track  and  get  behind  a  string  of  cars,  nor  do  anything 
mechanically.  He  had  thirty  of  the  devices  and  said  they 
gave  very  little  trouble.  If  the  conductor  should  not  go 
ahead  and  perform  his  duty,  it  did  not  take  long  to  catch 
him 

Mr.  P.  X.  Wilson  thought  the  conductor  would  go  ahead 
and  pull  the  switch,  but  not  look  at  the  track.  He  would  step 
down  and  pull  up  the  switch,  and  there  would  be  a  mechani- 
cal operation;  he  might  not  go  ahead  of  the  car  and  look 
for  the  train.  If  the  conductor  went  ahead  and  signaled 
for  the  motorman  to  go  ahead,  he  would  go,  of  course.  It 
depended  on  the  conductor  looking  for  the  train  coming. 
The  thine  was  to  have  some  one  go  to  the  track  and  look 
for  an  approaching  train,  and  some  device  to  make  him  go 
there  and  look,  but  it  appeared  to  him  necessary  to  depend  on 
a  man  in  any  event. 

The  president  asked  if  it  would  not  be  possible  to  locate 
the  switch  so  that  the  conductor  would  be  obliged  to  throw 
it  rather  than  the  motorman.  Mr.  Clark  replied  that  if  that 
was  done  the  conductor  was  made  to  do  something  more 
which  was  mechanical.  The  motorman  was  the  man  who 
would  get  hurt  in  the  case  of  a  collision.  If  the  motorman 
got  out  of  the  vestibule,  the  car  would  be  at  a  dead  stand- 
and  he  would  see  the  train  as  well  as  the  conductor. 
That  placed  the  responsibility  on  two  men.  It  occurred  to 
Mr.  W.  J.  Harvie  i  Ctlca  &  Mohawk  Valley)  that  there  might 
not  be  any  objection  to  placing  the  lever  on  the  detailing 
h  somewhat  in  the  position  of  a  dwarf  signal  which 
would  either  be  between  the  tracks  or  close  to  the  track 
that  the  conductor  would  have  to  know  that  the  trad; 
clear 

Mr   Q    K    Bvetoth  'General  Electric  Co.)  asked  if  It  would 

Ically  controlled  switch  and 
ten    control    between    the   tracks   so   very    i 
•  am  tracks  that  it  would  be  •  .  with  the  de- 

rail closed,  for  the  conductor  to  hold   the  control  switch,  so 
bold   the  der  until   the  car   pa.--s.Ml   the  derail 

That  was  a  B'j  .f  carrying  oat   the  Idea  of  patting  a 

in  a  dangerous  place  and  keeping  bin  Mr.  Clark 

ahead  of  the  car.    The  or- 

the  railroad  crossing]  as  quickly  as 

It   was   a  I    that    thi  mi  clear 

If   thi-   c. induct, ,r   was   sent    ahead    and    lie    ha. I  |        land 

pull  lome  .levic.-   it  might  not  be  poaalble  for  htm 

■  <>f  the  waj      it  he  bad  nothing  to  do  bnt  look  up 

could  taki 

a*   It   rani-  1    ha. I    CP  I    six 

track  ing.  If  th( 

h.-ul 
was  aw  a 

•11   H  v.    deraller  with   a   handle   I 

I  ■    I 

with  the  chain. 
Mr    V    N    Wilson 


ing  the  car  ahead  was  that  while  the  conductor  was  on  the 
track,   the   car   would   be   stopped    and   some  one   might   try- 
to  get  out.     At  that  moment  the  conductor  might  signal  to 
go   ahead,   and   the   motorman    might   not   see   the   pass 
That   was  one  bad   feature.     Mr.   Clark   said   that   all  of  the 
agreements   with  the  steam   railroads  in  Cleveland  expr 
stated    that   the   conductor   must   go   ahead    of   the   car   and 
signal  to  the  motorman  to  advance.     There  were  practically 
no  accidents  in   the   shape   of   people  getting  off  the  car  at 
the   moment  of   starting,    because    II    was   second  nature  for 
the  motorman  before  he  started  to  turn  and  look  and  see  if 
any  one  was  getting  off.     As  a  general  rule,  few  peopl. 
off   the  car  at   steam   railroad  crossings.     Mr.   P.   X.   Wilson 
said   he  had   had   several    rather   serious   accidents   because 
the  railroad  crossing  was  situated  at  a  station.     There  would 
be  some  passengers  on  the  car  who  wanted  to  catch  a  train. 
and  as  soon  as  the  car  stopped  they  immediately  jumped  off, 
and  in  that  connection  there  was  considerable  difficulty. 
Rail   Bonds. 

A  paper  on  "Rail  Bonds."  by  Mr.  H.  L.  Mack,  superin- 
tendent  of   line.    International    Traction   Company,    was    pre- 

■  d.     It  is  given  elsewhere. 

Mr.  Clark  said  he  was  discarding  the  use  of  bonds.  His 
electrical  engineer  had  recommended  that  all  repair  joints 
on  lines  that  are  carrying  heavy  current  back  to  the  power 
house  should  be  repaired  with  the  thermit  weld  on  the  bot- 
tom of  the  rail.  In  the  last  year  all  bonds  and  the  rail  have 
been  coated  with  amalgam  to  keep  the  air  out.  He  bad 
eluded  that  was  the  best  he  could  do  with  the  terminal  bond. 
He  used  the  Brown  bond,  because  most  of  the  bonding  was 
simply  around  the  special  work  where  the  compressor  could 
not  be  used. 

Mr.  Brawn  asked  Mr.  Matthews  where  they  had  the  Brown 
plastic  bond,  whether  they  put  them  back  again  into  the 
new  joints  Mr.  Matthews  said  the  Rrown  plastic  bonds  men- 
tioned were  put  on  in  1896,  and  in  1903  he  had  occasion  to 
move  the  track  in  order  to  widen  the  devil-strip.  At  that 
time  he  tested  the  joints  and  found  there  was  no  deteriora- 
tion, except  where  the  bolts  became  loose,  the  joints  were 
loose  and  the  plastic  material  had  come  out.  The  track 
was  moved  over  and  paved  up  again,  and  after  it  was  paved 
up   it   was  practically   the   same  as  before. 

Mr.  P.  N.  Wilson  said  he  had  used  a  special  bond  for 
the  last  fiv.-  rears  He  took  a  copper  plate  2%  inches  square 
and  about  '/fc-'nch  thick,  with  two  grooves  on  one  side  and  a 
smooth  face  on  the  other.  There  was  a  one-inch  hole  in  the 
center  of  the  plate.  This  plate  was  treated  with  flexible 
solder  and  alloy,  and   the   « 

Two   NO     Copper   «  ■     titled    into   thi  ami 

an   iron   plate   similar   in   size  and  api  .pper 

plate    was   bolted    through   the   rail,   clamped   on   to   the   two 

r  wires  .mil  made  a  bomi  completely  around  the  p 

■in.-  places  where  he  could  Connect  the  wires  under  the 
plate  h'  pa)  them  under  the  plate,  I'  eost  $1  r.ii  a  joint,  put 
on.   for  labor  ami    material.     A   test  made  after  11 

!    that    thi 
Hon 

Mr.    M    .1.    French    bad 

in  190         mall  portion  of  the  Weal  shore  Railroad 

function  and  Herkimer  Junction 

I  on  his     .  i  .re  used 

lie  used  .i  bond  ol  ind  the  bond 

was  ma.h  ■ 

'i.-r       It    ■'  rlC    Comp  of   bond 

II   d< 

.mil    I 

ind  He'  bonds  worl  i 

10  inch   compri 

•hi  if  the  bond  In  tl 

•  i  ii,  led   with    i 


80 


ELECTRIC     RAILWAY     REVIEW 


Vol.   XVII,   No.  3. 


it  vertically,  instead  of  horizontally,  and  perhaps  a  wire 
connection  between  the  terminals,  instead  of  the  ribbons, 
they  would  have  held  a  great  deal  better  and  perhaps  have 
held  perfectly.  He  had  also  used  recently  the  American 
Steel  &  Wire  Company's  twin  terminal  bond,  which  appealed 
to  him  more  strongly  than  the  old  fashioned  compression 
bond.  In  applying  two  half-inch  holes  were  drilled  into  the 
back  side  of  the  ball  of  the  rail,  and  a  reamer  inserted  in  the 
hole  that  made  a  slight  channel  near  the  entrance  to  the 
hole.  The  terminal  of  the  bond  was  inserted  into  the  hole 
and  driven  up  with  a  hammer  until  it  struck  the  end  of  the 
hole  drilled,  and  compressed  and  filled  out  the  little  channel, 
and  in  that  way  the  bond  was  thoroughly  anchored  in  the 
hole.  In  a  test  it  showed  a  conductivity  equal  to  that  of  a 
soldered  bond  of  the  same  capacity.  He  thought  this  bond 
really  beat  the  compression  bond,  except  for  the  fact  that 
it  must  be  placed  on  the  outside  of  the  rail. 

Mr.  E.  E.  Hawkins  (Ogdensburg  Street  Railway)  said 
that  in  open  track  work  the  bonds  were  frequently  stolen. 
In  open  track  work  he  used  an  open  copper  wire  bond,  placed 
outside  of  the  fishplate.  Mr.  Charles  H.  Wilson  (Toronto  & 
York  Radial  Railway  Co.)  said  that  in  Toronto,  on  the  sub- 
urban line,  they  used  twin  terminal  bonds  similar  to  the  one 
Mr.  French  spoke  of,  and  to  do  away  with  the  chances  of  the 
bonds  being  stolen,  they  made  a  mixture  of  oil  and  lamp 
black,  with  shellac  in  it,  and  gave  them  a  coat  of  this  mix- 
ture as  soon  as  finished.  He  had  about  thirty  miles  of  road 
with  that  bond,  and  had  not  yet  had  any  stolen.  Junkmen, 
traveling  continually  up  and  down  the  line  stole  the  trolley 
wire,  but  not  the  bond  wire. 

Overhead    Lines. 

Mr.  G.  E.  Eveleth  (General  Electric  Company),  next  read 
a  paper  on  "Span  and  Catenary  Construction,"  which  will  be 
found  on  another  page  of  this  issue. 

The  last  paper  on  the  programme,  "Center  Pole  Construc- 
tion," was  to  have  been  presented  by  Mr.  F.  A.  Bagg  (Fonda 
Jonstown  &  Gloversville) ,  but  Mr.  Bagg  said  that  after  he 
had  prepared  a  paper  he  found  it  was  more  of  an  argument 
in  favor  of  span  construction  than  center  pole  construction, 
and  as  there  was  a  paper  on  span  construction  he  thought 
it  would  be  useless  to  give  his  paper.  His  principal  objection 
to  center  pole  construction  was  in  the  matter  of  supporting 
the  trolley  wire  with  the  bracket  arm.  It  was  not  as  flexible 
as  the  rest  of  the  trolley  wire,  and  especially  on  high-speed 
service  there  was  a  jumping  of  the  wheel  which  might  derail 
the  wheel,  and  besides  there  was  always  sparking  at  the  ear. 
That  would  hit  the  wire,  and  in  time  cause  a  failure.  He  ob- 
jected to  seeing  poles  in  the  devil-strip  between  the  tracks; 
it  always  appeared  dangerous.  Though  generally  considered 
that  center  pole  construction  presents  a  fine  appearance,  he 
would  rather  have  the  poles  out  of  the  way.  There  was  a 
saving  in  the  grading  and  in  the  ballasting  in  span  construc- 
tion over  the  center  pole  construction,  because  the  roadbed 
could  be  narrowed  about  two  feet;  in  other  words,  with  cen- 
ter pole  construction  the  tracks  were  placed  about  15  feet, 
center  to  center.  With  span  construction  the  tracks  could 
be  11  feet  center  to  center.  In  the  maintenance  of  way,  that 
was  quite  a  consideration.  He  said  there  was  also  less  labor 
required  to  maintain  the  roadbed,  keeping  it  clean  and  dress- 
ing it  up;  it  had  better  drainage.  That  would  show  in  a  bet- 
ter track  surface,  less  labor  required  to  maintain  the  track  in 
a  given  line  of  surface.  He  thought  the  span  construction 
will  cost  more  per  mile  than  center  pole  work,  but  consider- 
ing also  the  grading  and  the  ballasting,  the  figures  would 
be  in  favor  of  span  construction.  He  did  not  consider  at 
all  the  catenary  work  that  had  just  been  explained.  That, 
of  course,  imposed  another  consideration,  and  might  be  con- 
trolling, but  his  observation  was  that  both  span  and  center 
pole  construction  were  used  indiscriminately  in  the  same 
territory,  and  even  on  lines  of  the  same  company.  It  seemed 
as  though  there  were  no  particular  advantage  in  one  system 


over  another;  that  is,  it  apparently  was  not  known  there 
was  any  particular  advantage,  but  he  believed  there  was.  He 
thought  time  and  experience  would  prove  that  one  was  bet- 
ter than  the  other,  and  one  system  would  become  obsolete. 
He  believed  the  span  construction  would  survive. 

Mr.  A.  B.  Meyers  asked  Mr.  Eveleth  if  he  considered  15 
feet  the  minimum  distance  between  hangers  on  the  catenary 
construction  for  the  use  of  the  wheel.  Mr.  Eveleth  replied 
that  there  was  nothing  to  limit  the  distance  between  the 
points.  On  the  road  from  Atlantic  City  to  Somers  Point, 
they  had  been  running  with  a  distance  of  SO  feet  between 
points,  and  the  assumption  was  at  the  present  time  that  a 
distance  of  50  feet  between  points  would  be  close  enough 
for  wheel  collector  work.  It  was  possible  to  get  the  distance 
between  stations  even  less  than  50  feet  for  the  wheel.  Less 
than  15  feet  would  make  the  whole  system  rather  more 
rigid  and  would  be  getting  to  a  point  where  very  little  value 
would  be  obtained  for  the  additional  expense.  Mr.  Reel 
asked  if  it  would  not  be  feasible  and  desirable  to  apply  the 
catenary  system  to  span  construction;  instead  of  carrying  the 
catenary  on  center  poles,  which  has  certain  disadvantages, 
as  Mr.  Bagg  pointed  out,  to  carry  the  catenary  on  span  con- 
struction and  save  the  width  in  the  roadbed  and  get  all 
the  advantages  of  the  catenary  construction,  which  were  so- 
self-evident. 

Mr.  Eveleth  said  that  a  number  of  roads  operated  in  that 
way,  and  the  only  requirement  different  from  ordinary  caten- 
ary construction,  or  cross  suspension,  was  the  additional 
weight  of  the  messenger  wire  to  be  carried,  and  it  was  ad- 
visable to  allow  a  little  more  dip  between  the  point  of  sup- 
port on  cross  suspension  and  the  connection  between  the 
messenger  wire,  than  in  ordinary  cross  suspension.  The  thing 
as  entirely  possible.  The  operation  of  such  a  condition 
he  had  watched  on  one  line  in  particular  had  been  very 
satisfactory.  That  line  was  operated  with  the  wheel  trolley, 
and  he  never  saw  the  wheel  go  off  the  wire,  and  from  what 
he  could  obtain  from  the  various  operators,  they  had  never 
seen  the  wheel  leave  the  wire  on  a  tangent  track. 

Mr.  J.  H.  Pardee  (Canandaigua)  said  there  was  one 
question  he  would  like  to  bring  up  for  information.  He  used 
No.  0000  trolley  wire,  and  was  having  a  number  of  breaks 
on  that  trolley  wire  about  one  inch  inside  the  end  of  the 
splicing  sleeve.  There  had  been  five  or  six  breaks  in  the 
last  few  months,  and  every  time  the  wire  was  broken  it 
was  about  one  inch  inside  the  sleeve.  The  sleeve  was  sol- 
dered. Mr.  Clark  said  the  damage  was  done  in  soldering 
the  sleeve;  he  should  use  a  mechanical  sleeve.  Mr.  Hack 
thought  it  was  probably  due  to  overheating  the  wire. 

Mr.  W.  R.  W.  Griffin  (Canandaigua)  exhibited  a  sample 
trolley  wheel,  in  which  most  of  the  copper,  which  should  be 

on  the  trolley  wire,  was  on  the 
wheel.  The  wheel  was  a  7-inch 
wheel  with  a  collector  contact 
of  2%  inches.  The  ordinary 
Kalamazoo  wheel  is  1%  inches. 
He  had  increased  the  size  to- 
get  a  good  contact  for  current 
collection.  That  wheel  was  put 
on  a  two-car  train,  with  a  bus- 
bar, carrying  eight  motors.  The 
other  wheels  bored  at  the  same 
time  were  placed  on  single  cars 
of  four  motors,  75  hp.  and  all 
the  wheels  were  worn  out  and 
made  from  5.000  to  6.000  miles.  That  wheel  had  increased  in 
size  over  5-16  inch  all  the  way  around  in  1.725  miles.  The 
schedule  speed  was  24  miles  per  hour.  Mr.  Sheehan  said 
there  was  only  one  remedy  he  knew  of,  to  run  cars  faster. 
He  had  the  trouble  with  the  slow-running,  it  collected  copper 
on  the  trolley  wheel.  He  thought  it  was  due  to  the  amper- 
age and  the  running  slow. 


Section   of  Trolley   Wheel 
with    Deposit   of   Copper. 


January   19.  1907. 


ELECTRIC     RAILWAY     REVIEW 


81 


This  concluded  the  discussion. 

The  president  announced  that  Mr.  Charles  R.  Barnes,  of 
the  railroad  commission,  had  sent  a  telegram  that  Commis- 
sioner Baker  was  at  home  ill  and  sent  his  regrets. 

.Mr.  Wilson,  on  behalf  of  the  International  Railway  Com- 
pany, extended  an  invitation  to  all  the  members  who  de- 
sired to  inspect  their  shops. 

Mr.  F.  A.  Bagg  moved  that  a  hearty  vote  of  thanks  be 
extended  to  Mr.  H.  J.  Pierce,  Mr.  T.  \Y.  Wilson,  and  the  other 
officers  of  the  International  Railway  Company  for  the  courte- 
sies extended  at   the  meeting. 

The  meeting  then  adjourned. 


TRACK    CONSTRUCTION    IN    PAVED    STREETS.* 


BY    I.    K.    MATTHEWS,    ROCHESTER    RAILWAY    COMTAXY. 


An  absolutely  "permanent  way"  is  a  dream  which  will 
never  be  realized,  but  is  the  ideal  condition  toward  which  we 
aim.  The  increasing  weight  of  rolling  stock  has  been  met  by 
altering  the  sections  of  the  rail  from  the  flat-strap  to  the 
girder  and  gradually  increasing  the  weight  and  depth  of  the 
rail;  thus  affecting  the  depth  of  foundations  and  increasing 
the  cost. 

Joints  are  one  of  the  greatest  sources  of  trouble  to  the 
maintenance  of  way  engineer.  Owing  to  the  difficulty  of  re- 
moving the  paving,  many  slight  defects  in  joints  are  neglected 
until  it  is  absolutely  necessary  to  make  repairs,  and  then  the 
cost  is  much  greater  than  it  would  have  been  if  repairs  had 
been  made  at  the  first  indication  of  trouble.  This  condition 
of  affairs  leads  to  a  considerable  amount  of  rough  track,  not 
quite  bad  enough  to  warrant  ripping  up  the  pavement,  and 
yet  by  no  means  a  track  in  first-class  condition.  It  is.  there- 
fore. Imperative  that  the  Joints  be  as  substantial  and  durable 
as  the  rail  itself.  In  order  to  eliminate  joints,  it  is  now  cus- 
tomary to  use  rails  60  feet  In  length,  and  if  the  idea  be 
Indefinitely  extended  we  obtain  a  continuous  rail.  This  is 
accomplished  to  some  extent  by  the  electric  or  cast-welding 
of  the  rail  ends;  but  as  this  is  the  subject  of  another  paper 
I  will  not  consider  this  matter  further  at  this  time.  The 
question  of  joints,  tie-plates  and  bonds  have  also  been  made 
subjects  for  special  papers. 

Smooth  track  to  true  gauge  is  an  essential  feature  to 
electric  roads.  Wooden  ties  spaced  24  to  30  inches,  center 
to  center,  and  laid  in  or  on  concrete  foundations  probably 
give  the  best  support  to  track.  It  has  generally  been  advo- 
cated that  the  rail  should  have  an  elastic  support,  such  as 
the  wooden  tie  affords,  but  more  recent  practice  would  seem 
to  indicate  that  the  metal  tie  thoroughly  embedded  in  con- 
crete would  be  an  Improvement  on  the  older  method.  In 
keeping  the  track  to  gauge  the  braced  tie-plate  is  preferable 
to  the  tie-rod. 

Passing  from   these   general  remarks,   we  m;r 
some  of  the  variations  in  construction.    Obvloi: 
tlon   of   the   proper   track    CO  in    for   any   given    street 

will  depend,  as  Ind.  :uent  itself,  on  the  class 

of  traffic-  which  will  use  It     For  ■  strt  -y  traffic,  one 

il  with  a 
line    heavy    track    construction        Where    traffic    is 
lleht.    brick   or   asphalt    might   be   selected   as   paving  and   a 
lighter  track  construction  would  be  used     tr  elthi  r  ca 

oundatlon  at  least  six  inches  In  thickness  under  the 
istly,   Iiui 
action.    Where  the  [oundatlon  le 
■olid   and   baa   nevt  pipe 

r    other    excavath  i  ndltlon    ra 

ind  in  our  modern  cities — tbJj  concrete  foundation 
mlgfi'  y  broken  stonp  or  gravel  with  fairly 

dta. 

■  ercte  foundations  and 
*fde  i  id  be  laid  a  three  Inch 

farm-tile    drain    In    coarse    gravel    with     J<  red    with 

illel  with  th  of 

rig  with  turf*  it 

18t   two   fl  et    h|x   lie 

•  d  with  coarst  r  a  width 

ition 
ide  should  be  crowned  ho  as 

to  r<  drain  more  effect i 

Track   Construction   In   Rochester,   N.   Y. 
ictloo  best  adapted 
traffic  Ik  the  nine  inch   full  |  \il,  well   tied  with  Q 

- .  1 1 1  - 

if     Now     V 


gia  pine  ties  spaced  24  to  30  inches  center  to  center  and  laid 
on  a  six-inch  concrete  base.  The  concrete  should  be  mixed — 
Portland  cement  one  part,  sand  three  parts,  and  broken  stone 
which  will  pass  through  a  two-inch  diameter  ring,  six  parts. 
This  concrete  should  be  laid  at  the  same  time  as  that  for  the 
foundation  of  the  adjoining  pavement  and  should  be  care- 
fully tamped  under  the  ties  and  rails.  A  line  concrete  or 
grout  of  one  part  of  Portland  cement  to  two  parts  sand  should 
be  poured  around  and  under  the  rail  in  order  to  give  a  firm 
and  uniform  bearing  to  the  rail.  The  space  between  the 
flange  and  head  of  the  rail  should  be  filled  with  a  Portland 
cement  mortar  in  the  proportion  of  one  to  three.  The  storie 
blocks  resting  on  six  inches  of  concrete  and  with  joints  thor- 
oughly grouted,  complete  this  construction.  It  is  the  type 
used  by  the  Rochester  Railway  Company  on  streets  of  hi 
traffic,  the  paving  blocks  being  of  Medina  sandstone.  The 
cost  of  the  construction  has  averaged  $5. SO  per  lineal  foot 
of  track.  Using  the  same  track  construction,  but  with  brick 
paving,  the  cost  has  been  $5.00  per  lineal  foot  of  tr; 

In  recently  rebuilding  the  University  avenue  line  of  the 
Rochester  Railway  Company,  we  adopted  a  concrete  ' 
construction  under  the  rails.  The  beam  is  12  Inches  In  depth 
below  the  base  of  rail  and  is  IS  inches  wide  under  the  outside 
rails,  and  14  inches  wide  under  the  center  rails.  Wooden 
ties  are1  spaced  five  feet  center  to  center;  the  beam  beiiu 
ried  to  a  depth  of  eight  inches  under  the  ties.  Ninety-four- 
pound  nine-inch  girder  rails  held  to  gauge  by  braced  tie-plates 
at  each  tie  rest  solidly  on  the  continuous  concrete  beams 
The  pavement  between  the  tracks  and  two  feet  outside  is  of 
Medina  block,  the  paving  in  the  street  beyond  being  asphalt. 
This  construction  costs  $5.06  per  lineal  foot  of  track.  Uni- 
versity avenue  is  an  outside  street  and  would  not  be  classi- 
fied as  one  with  heavy  traffic:  however,  by  using  the  con- 
crete beam  we  were  able  to  obtain  a  stone  block  pavement 
at  about  the  same  cost  as  the  brick  pavement  with  solid  con- 
crete foundation.  One  point  should  be  emphasized — to  ren- 
der the  continuous  concrete-beam  construction  satisfactory. 
the  concrete  foundations  of  the  track  and  pavement  should 
be  thoroughly  bonded  together.  If  the  subgrade  has 
disturbed  and  there  is  any  possibility  of  future  settlement 
taking  place,  I  should  hesitate  to  use  the  concrete  beams. 

Use   of   T-Rail. 

I  am  of  the  opinion  that  a  material  reduction  In  the  cost 
without  lowering  the  standard  of  construction  from  thai 
given  above,  can  be  effected  by  the  use  of  the  high  T-rall 
In  paved  streets. 

The  municipal  authorities  to  a  large  extent  seem  to  be 
opposed  to  the  growing  use  of  T-rail  in  paved  Btret  ts,  Inn 
there  are  now  upon  the  market  paving  bricks  of  such  shape 
that  the  paving  around  the  rail  gives  practically  the 

effect  as   the  groove   in   the  girder    rail    and    in   many   western 

this  type  has  heroine  the  standard.  It  is  claimed  that 
the  groove  or  flange-way  so  formed  is  superior  to  the  grooved 
girder  rail.  In  streets  of  heavy  vehicle  traffic  the  cost  of 
maintenance  of  the  paving  might  become  excessive  with 
T-rail.  but  on  all  other  am  of  the  opinion  thai  the 

Trail  would  in  e  to  the  grooved  rail,  both  because  it 

is   cheaper   In    first    cost   anil    hec.i  res   the    1" 

the  wheel  squarely  over  the  center  of   the  base     The  base 

wide,  there  la  no  tendency  to  overturn  and  the  fla 
way  formed  by  the  special  paving  blocks  gives  a  groove  which 
is  as  self-cleaning  as  that  of  the  grooved  rail,    another 

Ltlon    which    Should  Is    the    Increasing 

number  of  Interurban  ears  which  are  entering  our  cities  with 
depth  of  wheel   Bange      Very  little    i 

take  place  on  the  ordln  i   girder  rail  before  the 

ire  running  on    the  Wheel  Banges       With   the  Tr.nl.   how 
•mount  of  wear  that  can  take  plat  'he  track 

Is  entirely  worn  out  is  Independei  (rheel  Bai 

■  Railway  Journal  of  Jui 

Itorially,   I  with   which  I  '  lain 

muni'  to   the   Idea  that   the  -  J]   I     the 

only    suitable    rail    t<  ind    then    advanced    the 

■  nu  Cleveland  whi 
irred  due  to  th  dla  not  b 

igh  to  admit  '  |  be  Interurban  trhei 

Whi   ■  ii  in  pai ■ 

fair  trial  II  J,     I  believe  the  p. 

of  the  llrst    use  of  T  rail  In   paved 

Colo      Th-  nd  i:  inch   Shanghai  T  ran 

in  tween  aith 

!  innd 

tiioin  led   before  placing  the  balla  it      < M i  • 

In  which  Trail  Construction  lii  paved  Streets  lia 

[ndlanapoll  i,  Ifllwa 
and   st.   Paul    the   two  latter  citlea   being 


82 


ELECTRIC     RAILWAY     REVIEW 


Vol.   XVII,    Xo.   3. 


ii  was  there  that  T-rall  was  first  used  in  streets  paved  with 
asphalt,  where  girder  rail  had  been  the  rule  before.  The  rail 
used  is  an  eight-inch  shanghai  T,  weighing  79  pounds  to  the 
yard.  A  concrete  beam  supports  each  rail  and  is  22  to  24 
inches  wide  and  12  inches  deep  under  the  rail.  Around  and 
above  the  base  of  the  rail  is  placed  three  inches  of  natural 
cement,  if  the  paving  is  of  brick,  and  less  if  the  paving  is  of 

lite. 

The  most  notable  instance  of  recent  adoption  of  T-rail 
construction  in  the  east  was  in  Boston  some  two  years  ago 
when  they  installed  about  25  miles,  following  closely  the 
practice  Of  .Minneapolis.  As  the  writer  has  not  built  un.\ 
T-rail  track  In  paved  streets,  he  is  not  in  position  to  present 
any  figures  as  to  actual  costs.  Mr.  John  A.  Beeler,  who,  I 
believe,  designed  the  first  shanghai  rails,  made  some  esti- 
mates of  track  construction  which  are  given  in  "Herricks' 
Electric  Railway  Hand-Book."  in  which  lie  states  that  stone 
block  paving  on  concrete  base  with  70-pound  Trail,  track 
on  wooden  ties  21  inches  between  centers  and  ballasted  with 
grave]  costs  $4.43  per  lineal  foot  of  track.  Using  the  same 
track  construction  and  paving,  but  with  a  six-inch  concrete 
foundation,  the  cost  is  stated  at  $4.90  per  lineal  foot  of  track. 
This  is  90  cents  per  foot  of  track  less  than  the  cost  of  the 
same  type  with  girder  rails  in  the  city  of  Rochester.  The 
difference  between  track  on  gravel  ballast  and  concrete  base 
as  shown  above  is  only  47  cents  per  lineal  foot  of  track. 
This  additional  10  per  cent  of  cost  would  insure  a  more  ser- 
viceable and  durable  construction  and  in  the  end  give  the  best 
satisfaction. 

In  conclusion,  I  would  suggest  the  high  T-rail  with 
wooden  ties  on  a  concrete  base,  or  steel  ties  on  the  concrete 
stringers  as  the  ideal  track  construction  in  paved  streets;  ex- 
cepting, however,  in  streets  of  heavy  traffic  where  the  grooved 
girder  rail  would  be  superior  on  account  of  the  better  protec- 
tion afforded  to  the  pavement  adjacent  to  the  rail. 


CONCRETE    STRINGERS.    CONCRETE    STRINGERS    WITH 
TIES,    AND    STEEL    TIES.* 


BY    F.     11.    JACKSON,    ENGINEER    OF    WAY,    INTERNATIONAL    RAILWAY 
COMPANY',    BUFFALO. 


In  two  very  able  articles  of  Mr.  T.  W.  Wilson  appearing 
in  the  Street  Railway  Review,  issues  of  March  and  August, 
also  in  the  Street  Railway  Journal  of  October,  1903,  "Stand- 
ard Practice  in  City  Track  Construction"  and  "Track  Con- 
struction and  Maintenance  in  Buffalo,"  a  very  complete  de- 
scription was  given  of  the  Buffalo  track  system. 

The  present  article  is  to  treat,  not  of  the  various  styles 
of  construction,  but  of  two  distinct  types,  i.  e.,  concrete 
stringers  with  and  without  ties,  and  solid  concrete  in  the 
track. 

Realizing,  as  we  do,  the  necessity  for  providing  a  suit- 
able and  substantial  substructure  for  roadbeds  in  electric 
railway  work  in  order  to  take  care  of  the  increasing  weights 
of  cars,  which  to  date  are  30-ton,  work  today  is  in  the  direc- 
tion of  providing  a  foundation  for  the  rails  which  shall  be 
as  nearly  rigid  as  possible.  Many  engineers  question  the 
advisability  of  so  rigid  a  construction,  claiming  undue  wear 
to  the  rails,  due  to  the  inelasticity  of  the  roadbed.  Meas- 
urements of  rails  on  a  one-half  minute  line  do  not  bear  out 
this  statement.  We  find  that  the  head  of  the  rail  has  worn 
i/s-inch  in  about  4%  years,  which  would  give  the  rail  a  life, 
under  this  very  frequent  service,  of  more  than  16  years,  be- 
fore the  %-inch  flanges  would  commence  to  touch  the  bot- 
tom of  the  groove. 

There  is  also  a  very  important  thing  to  consider,  namely, 
the  life  of  the  pavement  adjoining  rails  in  city  streets  which 
is  prolonged  by  rigid  track  construction,  as  is  maintenance 
very  considerably  cut  down.  It  is  true  that  the  elasticity  of 
roadbed  favors  the  life  of  rail  and  the  desirability  of  either 
construction  will  be  eventually  determined  by  the  compara- 
tive cost  of  renewing  rails  more  frequently,  the  pavements 
remaining  in  good  condition,  or  paving  oftener  during  a 
longer  life  of  the  rails. 

Concrete    Substructure. 

Buffalo  has  carried  the  concrete  stringer  idea  further 
than  most  roads,  by  making  one  solid  bed  of  concrete  the 
entire  width  of  roadbed  6  inches  deep  and  G  inches  under 
the  ties,  instead  of  a  concrete  beam  under  each  rail.  This 
style  of  construction  is  used  in  stone-paved  track.  On  the 
other  hand  in  asphalt-paved  track,  we  have  gone  to  the  other 
extreme  and  placed  a  concrete  beam  12  inches  wide  by  S 
inches  deep  under  each  rail  and  not  bonded  to  the  concrete 

•Paper  presented  at  the  quarterly  meeting  of  the  Street  Rail- 
nav  Association  of  the  state  of  New  York,  at  Buffalo,  January, 
11.  1907 


which    forms  the   paving  foundation.     Thus  the  track  is  sun 
ported  by  no  concrete  except  that  under  each  rail. 

The  solid  concrete  construction  with  stone  paving  has 
been  adopted  as  our  best  style  of  work,  and  the  following 
data  will  show  to  what  extent  it  has  been  used: 

Of  the  194  miles  of  city  tracks.  62  miles  are  of  the  con- 
crete-beam construction,  and  S7  miles  of  the  solid-concrete 
construction,  the  remaining  45  miles  being  old-style  work  and 
mostly  on  lightly  traveled  lines,  where  sand,  gravel  or  stone 
are  used  for  ballast. 

Two  streets  have  concrete-beam  construction  without 
ties,  Clinton.  Bailey  avenue  to  city  lines,  5,300  feet,  double- 
track,  and  Jefferson  street.  Dexter  to  Main,  2,998  feet  double- 
track.  In  each  case  the  rail  is  9  inches  94-204:  standard  12- 
bolt  joint;  tie-rods  at  8-foot  and  5-foot  centers;  toothing 
and  asphalt;  built  in  1897.  Today  these  two  pieces  of  track 
are  in  fair  condition.  On  Clinton  street  16-foot  single-truck 
cars  are  run  on  10-minute  headway.  No  repairs  have  been 
made  to  the  track.  On  Jefferson  street  double-truck  cars  are 
run  on  5-minute  headway.  Repairs  on  portions  of  this  track 
have  been  made. 

One  reason  why  this  style  of  track  has  held  so  well  is 
due  to  the  rails  being  suspended,  put  in  good  surface  and 
line,  then  concrete  tamped  well  up  against  their  bases.  The 
remaining  59  miles  of  concrete-beam  is  with  tie  construction, 
with  both  9-inch  and  6%-inch  girder  rail;  steel  chan- 
nels 7  inches  by  5  feet  9  inches  and  yellow  pine  ties  5  inches 
by  7  inches  by  7  feet  at  10-foot  centers.  With  the  steel 
channels  no  tie-rods  were  used,  and  with  wooden  ties,  tie- 
rods  were  placed  at  10-foot  centers  and  brace  tie-plates  were 
used.  Most  of  the  track  was  built  in  1899.  With  this  style 
of  construction  the  rail  gets  out  of  surface  and  line,  affecting 
both  pavement  and  rolling  stock. 

Of  the  87  miles  of  solid  concrete  construction  there  are 
several  notable  features.  Nearly  all  this  rail  is  9-inch 
girder  mostly  welded,  and  some  standard  12-bolt  joints. 
There  are  only  2.2  miles  of  6^4-inch  rail.  Most  of  the  weld- 
ing was  done  in  1899  and  1900.  Yellow  pine  5  inches  by  7- 
inch  by  7-foot  ties  at  5-foot  and  10-foot  centers;  tie  rods  at 
10-foot  centers  and  in  a  few  cases  brace  tie-plates  at  6-foot 
centers;  various  kinds  of  paving,  as  common  stone,  a  little 
brick:  but  mostly  No.  1  block  stone.  Some  of  this  track 
was  laid  in  1893.  The  average  shows  that  the  track  was 
laid  in  1900. 

Track   Laying  with   Steel  Ties. 

The  construction  we  consider  most  up  to  date  is  solid 
concrete  with  Carnegie  steel  ties,  and  tie-rods  at  5-foot  cen- 


Track   Construction   with    Nine-Inch    Rails,   Carnegie   Steel   Ties   and 
Tie-Rods   at    Five-Foot    Centers. 

ters.  This  style  of  construction  was  put  in  this  past  year  on 
Fillmore  avenue,  5  miles  of  double  track,  and  on  Sycamore 
Street,  1.1  miles  of  double  track.  A  trench  was  dug  15 
inches  below  the  surface  of  the  street  and  18  feet  wide. 
Nine-inch  rail  was  laid  and  bolted  with  four  bolts  and  clips. 
to  Carnegie  steel  ties  spaced  on  10-foot  centers.  These  ties 
are  of  I-beam  section,  top  flange.  4V2  inches;  bottom  flange. 
S    inches;    depth,   5%    inches:    6   feet    long   and   weighing  19.7 


January  19.   I 


ELECTRIC     RAILWAY     REVIEW 


B3 


pounds  per  foot.  The  track  was  then  surfaced  and  lined  by 
blocking  up  under  the  ends  of  ties  and  Vineh  tie-rods 
spaced  at  5-foot  centers  were  put  in.  A  6-inch  trench  was 
<lu-r  under  each  tie.  Concrete,  proportioned  1  part  of  Lehigh 
Portland  cemem.  3  parts  of  clean,  sharp  sand  and  G  parts  of 
;l--inch  stone,  was  then  put  in  by  a  Foote  continuous  con- 
niixer.  This  mixer  was  of  traction  type,  one  pair  of 
els   running   on    the   outside   asphalt,   the   other   pair   of 


THERMIT    RAIL-WELDING. 


BY    M.    J.    FRENCH,    I' I'll  A    ,\     MOHAWK    PALLET     RAILWAY     COMPANY, 


Track    Construction   with   Nine-Inch    Rails.   Carnegie   Steel   Ties   and 
Tie- Rods    at    Five-Foot    Centers. 

i,    5-fooi    planks    properly    blocked    up    bo    that    no 
hi  was  brought  upon  the  track     The  concrete  was  shov- 
eled Into  the  trench  to  a  depth  of  6  Inches,  well  tamped  under 
ail  and  thoroughly  pounded  after  being  leveled  to  the 
Three  tics  were  kept  tamped 
mixer   to   insure    thorough    work   at    tin-   ties.     Finn-   hundred 
Ingle  track   were  concreted    per  day  of   id  hours, 
which   includes  besides  iii  tin-  track,  -  feet  on  tin-  outside 

and    L'    feel    in    the    devil    strip.      B]     'lie   use   ol    He'  continuous 

mixer  a   uniform   mix   was   made  on   the  entire   lob 
with  a  saving  of  about  in  per  cent  <•  The  i> 

followed  behind  thi  e  ':;m^.  using  "■  in-  coarse 

I    for  a  cushion  and  on   that    the   No,    I    Medina 

•    j,.i\ Ing  was  ween  the 

rails  and  in   the  devil  snip,  and   toothing  along  'be  outside 
of   trad:    (to    receive   the   asphalt)    ami    nj  it.     This 

then    pounded    and    slushed     with 

composed  of  a  mixture  of  l  part  Portland  cement  to  2  parts 

uid.  which  completely  filled  np  the  tween  the 

eel   bond.     Tills   style  of  construction 

about  $5.00  a  running  foot   ol   single  track  as  against 

$4.60    where    wooden    tics    and    tie-rods    at     In  foot    C6H   I 
I'art   of  this    increase   In   CO   '    I      due     not    onl 
of    the   stec]    tie   over    wood,    and    to   an    extra    tie  rod,    but 
•    higher  price  of  labor  and    material. 

Where  if  is  I,.  <■  keep  ear-  mo  a  stretch, 

where  track  la  being  reconstructed,  portable  •  are 

m  work  for  at   least    7J  I 

to  allow  •  Special  care  should  bi 

thai  concn  irougbly  tamped  undei  and  around  the 

and    under    thfl      rails,    following      this    up    by    thOTO 

unic. 

fart    that     we    >  Wltll    lb''    eon 

rail    laid  and    more  .if   the 

■  ■     laid     at     a     later    date,     ha       :-i\.  D 

lust  comparison   between  the  two 
on       Tb.it    we    have    so    much    wild  con 

roof  of  which  style  of    i  I  ad  the  tx 

In    I .■ 
of    100  pound   a  con 

■ 

w  Ith     2  Inch  Inch 

■  pound    nonda 


In  all  branches  of  electric  railway  work  there  are 
knotty  problems  to  be  solved,  and  in  the  track  construction 
department  surely  no  subject  has  called  for  more  careful 
study  and  received  more  serious  consideration  than  that  of 
the  maintenance  of  rail  joints.  Manufacturers  and  track 
engineers  alike  have  put  forth  their  best  efforts  In  the  en 
deavor  to  solve  this  problem. 

The  hardest  proposition  with  which  manufacturers  o 
proved  rail  joint  fastenings  have  to  contend  is  to  secure  fair 
play  for  their  devices.  Man}  Fastenings  have  Features  thai 
mark  a  material  advance  over  the  old  style  of  joint  plates 
but  their  application  requires  such  care  thai  its  neglect 
would    make    the    joints    appear    less    desirable    than    the- 

specially    when   the  extra   cost    and   consequent 

additional  loss  through  failure  is  given  due  Weight.  Ml 
Hack  engineers  and  superintendents  concede  the  great  ad 
rentage  Of  a  continuous  rail,  hut  the  attempts  to  secure  it 
have  In  some  cases  been  so  expensive  and  unsatisfactory 
thai  others  have  hesitated  to  recommend  to  their  superiors 
the  latest  and  most  scientific  appliance) 

Thermit,  electric  and  cast-welded  joints  all  have  their 
partisans   anions   track  engineers,  who  have  given   study   and 

cia]  care  in  the  application  of  one  particular  type  ol 
weld.  No  one  disputes  the  statement  that  all  three  methods 
have  been  successfully  employed,  but  it  likewise  must  be 
admitted  that  there  have  been  some  failures,  and  in  some 
Instances  thai  money  loss  has  resulted  in  the  abandonment 
lather  than  in  a  more  careful  mechanical  application  of  the 
process. 

On  the  I'tiea  A  Mohawk  Valley  Railway  Company's  sys- 
tem we  have  used  only  the  thermit  process  of  welding,  but 
know  that  others  have  had  such  marked  success  with  electric 
and  cast  welding  that  we  cannot  take  exception  to  their 
practice.  Granted  thai  we  have  bad  Failures,  we  must  also 
admit  that,  save  in  one  particular,  the  fault  is  aitribu 
either  to  carelessness  in  application  or  to  lack  of  knowledge 
of  requirements.  This  is  proven  by  results  obtained  this 
year  in  applying  the  Knowledge  gained  through  Failure  last 
year. 

Details  of  the   Thermit   Process. 

Although  the  details  ol  the  thermit  welding  process  are 
familiar  to  track  engineers  generally,  a  brief  description 
ma;   help  others  to  appreciate  its  advantages  more  full] 

process  consists  in   i ring    molten   Iron,  or  i lorrectlj 

mild  steel,  From  a  crucible  into  sand  ami  flour  molds  placed 
around  the  rails  at  the  joint.  The  rails  having  Oral  been 
lined  ami  surfaced,  the  joint  is  thoroughl]  cleaned  with  a 
sand  blast  or  wire  brush.    Then  the  rails  are  heated  by  gas 

"line   oi-  oil    blOW-torch    to   expel    all    moisture,   and    by    le 

the  rails   to  a  dull   red    heller  results  are  insured,  as  the   t,  in 

perature  of  the  molten   Bteel  is  not  reduced  as  much  when 

in-    into   contact    with    the   rails 

\   pah   ol   mold!    made  ol  an  equal  mixture  ol  common 

clay    and    sand,   or    more    |n>  .mil    ami     m    pet    cent 

ot'  eh.  ap  t  ye  Bom  i  lamped  flrmlj  to  i  be  rails     The 

is   in  id   bj    » rough!  Iron   Framework 

ded  with  hand  lei    ti  Ing,    The  rail   bead 

painted  with  a  water;   solution  ol  common  red  claj 

b    the   healed    rail    inn Mutely   dries  Up   to  I   thin   coining. 

prevent  the  molten  sla  I  ft om  uniting  w lib 

or  burning  the  rail-head      Mter  thoroughl]    lutlni    all   |olnta 

oi   the  molds  wiih  clay  ol  the  conslstenc]   ol   putty,  common 

Is  packed  around  the  outside  ol  the  moldi      The  molds 

and  I      then     given     a     linal     warming     Willi     the     l,!,,w 

torch,  tin'  flame  being  directed  Inside  the  mold  I  any 

remaining  moisture  The  crucible  on  its  tripod  is  placed  with 
pouring  bole  direct!}   ovei   ami  about   two  inchei    above  the 

hi  iii,-  mold,     uter  p]  pi,,,  iron  disc. 

■i.i  in  the  bottom  or  the  em 

elide  I,,  ...  iiog  ioi  thi  the  thei mil  compound 

In   and    In    the  e. nte,    ,,t   the   top  i      plat  Bd   ■  '! t   One 

third  ,,i  a  teaspoon  of  ignition  powder     \    torm  match 
the  chemical  process, 

lb.-  chemical  reaction  I  be  curious 

IDd      •       01  'in. in      mi  id      all     ol      Ins     tune 

rerlng    q itloni      The   thermit    com] ml    Is   compi 

oi  aluminum  and  iron  oxide,  both  in  •.,, m. 

the  ignition   powder  is  con  aluminum   ami   barium 

oh-  in  much  iiu.  i   i,. i  m     When  Hi.   match 

II        lo         til, 

slun  i  iy    quick]  iie.n     produced    I 


• 


SI 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVIl,  No.   3. 


tense  that  it  causes  the  iron  oxide  to  release  its  oxy- 
gen, which  in  turn  is  seized  by  the  aluminum  and 
almost  Instantly  the  entire  contents  of  the  crucible  are  a 
boiling  and  seething  mass.  By  this  reaction  the  pure  steel 
is  liberated  and  settles  immediately  to  the  bottom  of  the 
crucible.  This  wonderful  chemical  action  is  concluded  with- 
in 30  seconds,  the  crucible  is  tapped  by  striking  the  tap- 
ping  pin  with  a  special  iron  spade,  and  the  incandescent 
steel  runs  smoothly  into  the  mold,  the  aluminum  oxide  or 
corundum  slag  following.  In  five  minutes  the  mold  can  be 
removal  tor  Hie  passage  of  cars. 

Some  Improvements. 

To  go  back  to  the  beginning  of  the  operations,  our  at- 
tempts to  make  molds  of  half  proportions  of  clay  and  sand 


Thermit    Rail    Welding — Welded    Compromise   Joint. 

resulted  unsatisfactorily  in  that  they  shrunk  and  checked 
badly  in  baking  and  required  a  great  amount  of  careful  luting 
to  fill  all  irregularities  at  the  joints.  Also  the  clay  was 
baked  like  a  brick  from  the  great  heat  of  the  welded  joint 
and  was  quite  hard  to  remove,  adding  somewhat  to  the  ex- 
pense. 

An  old  foundryman  suggested  to  our  foreman  that  he 
should  try  a  mixture  of  clean,  sharp  sand  with  10  per  cent 
of  coarse  rye  flour,  moistening  the  mixture  sufficiently  to 
retain  its  form  when  pressed  in  the  hand.  This  mixture  came 
away  from  the  model  without  adhering,  baked  without 
shrinking  a  particle,  and  was  hard  enough  to  stand  ordi- 
nary handling.  I  believe  we  were  the  first  users  of  thermit 
to  employ  this  mixture  that  has  now  become  general.  For 
baking  the  molds  we  have  found  that  a  moderate  heat  of 
about  the  temperature  required  in  baking  bread  proved 
most  satisfactory,  as  a  higher  temperature  burned  the  rye 
flour  and  destroyed  its  cementing  property. 

By  adding  a  teaspoon  of  turpentine  for  each  pair  of 
molds  the  material  was  made  as  hard  as  concrete — unneces- 
sarily hard  for  ordinary  use  but  most  desirable  for  special 
molds  for  broken  or  combination  joints.  These  special  molds 
we  make  solid  and  then  with  cold  chisel  and  file  hollow 
out  the  space  to  form  a  welt  of  iron. 

We  first  tried  baking  the  molds  in  a  furnace  with  banked 
fire  under  a  boiler,  but  the  heat  could  not  be  regulated  suffi- 
ciently and  we  lost  many  molds  through  burning.  Our  fore- 
man then  built  an  oven  out  at  our  Utica  Park  storeyard, 
using  old  bricks  and  building  in  a  flat  plate  of  iron  above 
the  firebox  to  baffle  the  heat.  Above  that  two  racks  were 
placed  to  hold  the  molds.  This  oven  has  a  capacity  of  12 
sets  of  molds,  one  man  receiving  15  cents  an  hour  making 
and  baking  12  sets  in  five  hours.  Thus  we  have  a  capacity 
of  24  sets  per  day  at  a  cost  of  GVt  cents  a  set  for  labor. 
Our  molds  actually  cost  about  10  cents  a  set,  as  the  work- 
man was  not  constantly  employed  and  we  did  not  require 
the  full  output  each  day. 

Our  oven  is  constructed  with  but  one  door  for  the  molds 
and  fuel,  but  it  is  more  desirable  to  have  a  separate  door 
on  the  side  of  the  baking  chamber,  as  the  oven  is  not  then 
cooled  off  when  fuel  is  placed  in  the  firebox.  We  use  old 
ties  for  fuel. 

We  have  made  our  crucibles  since  using  up  the  first  six 
furnished  by  the  Goldschmidt  Thermit  Company.  We  buy 
the  magnesia  tar  and  mix  with  it  25  per  cent  of  old  crucible 


material  finely  powdered.  These  crucibles  are  very  dur- 
able  and  last  on  an  average  for  about  30  joints.  We  bake 
these  in  our  oven  with  a  higher  temperature  than  that  re- 
quired for  the  molds. 

Results   with    Welding. 

We  have  welded  about  900  joints  during  the  years  1905 
and  1906.  Of  these  600  were  made  in  1905  on  Lorain  95- 
pound,  297  9-inch  tram-head  rail.  This  work  was  subsequently 
paved  in  with  vitrified  blocks  on  concrete  extending  from 
the  bottom  of  ties.  The  ties  were  6  by  8-inch  hewed  South- 
ern pine,  8  feet  long,  spaced  24  inches  center  to  center  on 
8  inches  of  crushed  stone.  Ten  of  these  joints  proved  faulty 
during  the  year,  the  break  being  generally  elliptical  in  shape 
and  extending  from  the  end  of  the  rail  just  underneath  the 
head  and  above  the  weld,  to  the  upper  bolt  hole;  thence  to 
the  lower  bolt  hole  and  back  to  the  base  of  rail  near  its  end. 
This  break  is  supposed  to  follow  closely  the  line  defining 
the  extreme  limit  of  recrystallization  of  the  rail  that  is 
produced  as  a  result  of  the  heat  radiated  from  the  weld 
itself.  These  rails  had  been  drilled  with  1%-inch  holes, 
spaced  2%  inches — 6  inches — 6  inches  in  upper  row  and  3% 
inches — 6  inches — 6  inches  in  lower  row,  for  regular  ribbed- 
girder  joint-plates,  and  the  line  of  recrystallization  passed 
through  the  first  holes  in  most  instances.  I  understand  that 
this  recrystallization  is  the  cause  of  most  of  the  breaks  in 
both  cast  and  electrically-welded  rails.  Nearly  all  of  these 
joints  that  failed  broke  through  contraction  of  the  rails  due 
to  failure  to  protect  them  properly  after  welding  continuously 
500  to  600  feet  of  rail.  Later  we  omitted  the  weld  at  every 
sixth  joint  until  after  the  paving  was  finished  on  all  joints 
but  those  left  for  contraction,  when  the  latter  were  welded 
and  the  concreting  and  paving  around  them  was  finished. 
Thin  sections  sawed  from  the  upper  half  of  a  rail  were 
placed  in  the  openings  before  welding. 

Another  kind  of  joint  failure  developed  in  the  form  of  a 
slip  joint,  due  to  the  iron  of  the  weld  failing  to  unite  prop- 
erly with  the  rail  itself.  We  had  about  four  of  these  slip 
joints  during  1905.  Later  on  we  tested  all  welds  immedi- 
ately after  cooling  by  striking  them  on  both  sides  of  the  rail 
with  a  heavy  spike  maul,  the  laborer  being  instructed  to 
break  off  the  weld  if  possible.  These  defective  joints  were 
all  repaired  by  making  a  special  mold  to  enclose  the  old 
weld  and  by  running  another  weld  close  against  and  at  one 
side  of  the  old  one,  over  the  break  in  the  rail.  This  year 
we  have  had  seven  breaks  in  this  total  of  600  joints,  all  of 
them  breaking  through  the  bolt  holes. 

During  1906  we  welded  200  joints  on  the  same  section  of 
rail  laid  in  1902,  where  the  12-bolt,  ribbed  plates  had  be- 
gun to  show  failure  through  working  loose  or  the  rail  head 
had  mashed  down  at  the  receiving  end.  In  the  latter  case 
the  receiving  rail  was  shimmed  up  and  after  welding  the 
head  was  ground  true  to  a  straight  edge  by  means  of  a  hand- 
power  emery  wheel  grinder.  Thus  far  but  one  of  these 
joints   has   proven   defective,   as   there  was   no   expansion'  or 


Thermit    Rail    Welding— Joint   Weld    with    Cable    Bond. 

s 

contraction  noticeable,  the  pavement  being  removed  only  at 
the  joints. 

We  have  also  welded  during  1906  about  100  joints  on 
Pennsylvania  Steel  Company's  section  95-272,  a  Trail 
7  inches  high  with  6-inch  base  and  head  3  inches  wide. 
We  ordered  this  rail  with  the  first  bolt  hole  omitted.  Thus 
the  distance  from  end  of  rail  to  nearest  bolt  hole  is  6  inches, 
and  as  the  line  change  of  crystallization  fell  several  inches 
short  of  the  holes  we  have  experienced  no  trouble  from  the 
breaks  except  in  two  instances  where  long  sections  were 
left  uncovered  along  the  outside  rail,  awaiting  paving.    After 


January   19 


ELECTRIC     RAILWAY     REVIEW 


B5 


this  we  banked  earth  against  the  rail  on  long  sections  with- 
out expansion  joints. 

Some    Precautions. 

When  we  began  welding  this  7-inch  rail  we  found  that 
we  could  sledge  off  the  welds  and  that  the  iron  from  the 
thermit  compound  had  not  united  with  the  rail;  also  that  the 
iron  came  up  to  the  top  of  the  rail  head.  We  subsequently 
found  that  the  mold  models  had  become  mixed,  and  we  had 
used  one  of  two  small  horizontal  cross-section,  and  conse- 
quently the  rail  chilled  the  small  volume  of  molten  iron 
coming  in  contact  with  it.  Upon  enlarging  the  mold  model 
so  that  the  thermit  portion  furnished  only  enough  iron  to 
come  up  under  the  rail  head,  we  obtained  welds  that  resisted 
the  most  vigorous  sledging  that  could  be  given  with  a  10- 
pound  hammer.  We  were  able  to  batter  the  weld  out  of 
shape,  but  could  not  separate  it  from  the  rail.  This  sledging 
test  is  now  applied  to  all  welds. 

We  found  when  welding  in  the  morning  with  rising  tem- 
perature that  tightly-closed  joints  often  bumped  up  when 
welded.  This  proved  to  be  due  to  the  latent  compression 
in  the  rails  that  did  not  manifest  itself  until  the  rail  ends 
became  soft.  These  humped  joints  were  ground  down  with 
an  emery  wheel  grinder.  We  had  only  a  few  of  these  joints 
when  we  realized  the  cause,  and  readily  prevented  such 
action  by  welding  on  cooler  days  or  when  the  temperature 
falling.  We  obtained  the  best  results  with  joints  open 
about  one-sixteenth  to  one-thirty-second  inch,  the  expansion 
in  welding  closing  tightly  such  an  opening  We  have  made 
excellent  combination  welds  betwt  en  ^" -pound  T-rail.  7-inch 
ind  and  9r, -pound  T-rails  and  9-inch  girder  rails.  In 
making  combination  welds  we  found  that  it  was  essential  to 
get  a  good  body  of  metal  between  the  upper  side  of  the  hase 
of  the  deeper  rail  and  the  under  side  of  the  shallower  section 
in  order  to  secure  the  strongest  type  of  weld. 

Thus  far  there  has  been  no  appreciable  excess  wear  in 
the  head  of  the  rails  at  the  welds  and  the  heated  portion 
seems  to  take  the  original  temper,  as  it  cools  down  slowly 
in  about  the  same  way  as  when  coming  from  the  rolls. 

A  few  portions  of  thermit,  not  over  six.  have  been  lost 
through  failure  of  the  workman  to  tap  the  crucible  properly, 
or  lack  of  luting  around  the  joints  of  the  molds.  We  have 
had  but  one  explosion  during  our  entire  experience.  That 
occurred  after  using  the  process  18  months,  and  was  caused 
through  careli  d  welding  on  a  rainy  day  and  in  not 

thoroughly  luting  the  molds  near  the  top.  The  slag  came 
in  contact  with  the  wet  earth  around  the  mold,  but  aside 
from  the  scare  occasioned  by  the  report  and  a  slight  burn 
on  the  foreman's  arm  from  flying  slag  no  harm  was  done, 
and  the  weld  turned  out  to  be  a  good  one. 

Cost  of  Thermit   Joints. 

The  per  joint  to  weld   the  fi-inch  girder  rail  on 

including   all    labor,    materials,    tools 

and  patterns  Incident  to  the  work,  experimenting  with  mold 


Welding  — View    of    Completed    Joint 


o    waa  15  sfi     The 

i  I     pi  r     i 


ol 

t   of  weldli 

Ml    Of    Hi: 

lay  a! 


would   have   been   the  case  under  continuous  operation.     We 
have  never  exceeded   2"  welds  in  any  one  day. 

We  tried  welding  at  night  for  a  short  time,  but  on  ac- 
count of  increased  expense  and  liability  of  accident  gave  it 
up.  as  there  was  no  real  necessity  for  doing  it  at  night  so 
far  as  the  operation  of  cars  was  concerned.  The  compara- 
tive simplicity  and  small  cost  of  the  outfit  required,  the 
facility  of  manipulation  and  the  flexibleness  of  the  process 
in  its  application  to  various  sections  of  rails  and  to  other 
welding  purposes  serves  in  our  opinion  to  make  it  altogether 
desirable. 

Welding  Truck  Frames  and  Cross  Bonds. 

Besides  the  regular  rail  welding  we  have  successfully 
welded  a  broken   side  frame  of  a  Brill   27-F  truck  at  a  cost 


Thermit    Rail    Welding — Tapping    a    Cupola.- 

of  $6.85.  This  new  pan  would  have  cost  $30,  and  the  mas- 
ter mechanic  considers  the  frame  as  serviceable  as  a  new 
one.  As  tin-  track  was  not  taken  apart  to  do  the  welding. 
the  advantages  and  economy  of  the  thermit  for  this  kind  of 
work  must  appeal  strongly  to  the  economical  mechanical 
engineer. 

We  have  made  a  practice  of  welding  in  500,000-circular 
ml]  copper  cable  cross-bonds  spaced  about  1,000  feet  apart. 
and  have  mel  with  signal  success.  As  a  matter  of  economy 
we  have  used  a  joint  weld  at  one  end  of  the  cross-bond  by 
boring  a  hole  through  the  mold  and  Inserting  the  cable 
opened  to  receive  the  projection  ol  the  rail  base.  The  other 
welded  opposite  the  k>lnt  by  using  a 
regular  mold  and  one-fifth  of  a  portion  of  thermit  at  a  cost 
of  about   $1.25. 

We  feel  thai  our  experience  and  the  signal  Improvi 
of  1906  over  the  welding  done  In  1908  warrants  us  In 
tinning  the  use  of  the  process,     if  our  brea  not 

i  2  per  •  mlng  the  life  ol  the  rail  to 

hall  have  expended  about  I  lolnt 

in  pared  In  maintaining  perfect   stablHtj  and 

tlcally   full   electrical   conductivity   ol 
we  have  evei  "ill  ma- 

bould    show    them 
thin  the 

•ions 
•  i  by 
our   i 


nded  for  the  Ini 

for   tin  ii  ■ 

Mi    Hor.ik    and  i 
i  rneubnrg,  mar  Vienna  The   pro 

.   Bald  i"  i 
In  under  I  me  Bald  I 

tl .  hi. i  when  tin 

nd  turned 

furt I  • 

of     the     pi 


86 


ELECTRIC     RAILWAY     REVIEW 


Vol.    XVII.    No      '•- 


ELECTRIC    WELDING. 


i:\     r.    NET    WILSON,    ROCHESTEB    RAH.WAT    COMPANY. 


I  am  in  a  rather  peculiar  position,  having  been  with  the 
■  ster  Railway  Company  only  about  one  week,  and  there- 
not  familiar  with  the  performance  of  the  electric  welded 
joints  in  that  city. 

I  shall  not  go  into  the  subject  of  the  details  of  electric 
welding  so  far  as  the  equipment  is  concerned.  This  matter 
has  been  covered,  I  understand,  very  thoroughly  in  past  meet- 
ings of  this  organization.  Joints  are  unquestionably  the  most 
itant  detail  in  the  permanent-way  department.  It  is 
my  opinion  that  no  mechanical  joint  is  equal  to  a  good  weld. 
Viewing  this  from  the  financial  standpoint,  or  from  the  stand- 
point of  the  purely  practical  track  foreman,  the  weld  is  the 
thing.  We  know  that  we  can  make  a  good  roadbed  if  suffi- 
cient funds  are  available.  Unless  the  joints  are  welded,  we 
cannot  by  any  means  be  positive  that  we  can  hold  our  joints. 

Cost  of  Electric  Welding. 
I  shall  read  a  detailed  statement  of  cost  of  welding  3,087 
joints  in  Camden.  X.  ,T..  which  is  the  South  Jersey  division 

of  the  Public  Service  Corporation. 

Summary    of    Costs    of    Electrically    Welding    3.087    Joints,    on    Had- 
donfield    Pike.    Moorestown    Pike,    Kaighn    Avenue.    Broadway, 
State   Street   and    River    Road.    Camden.    New    Jersey. 

of    labor     $7,031.24 

of    material     5S1  On 

$7 612  .33 

Credit    from    sale    of    old    fish    plates    and 

bonds    2. $16.59 

$4.7'J.7.74 

Cos!    of   welding    3,03?    joints    @    J5.2  16.206.7S 

of   replacing                          6   yds.   @  $2.53:  117 
yds.  2.569.65 

Total    cost    of    operation     $23,572.14 

First  cost   per  joint,  labor     2.277 

First  cost  per  joint,  material     .188 

First  cost  per  joint,   labor    and    material    2.465 

Cost  per  joint,  labor  and  material,  after  credit  is  deducted  1.553 

Final    cost    per    joint,    all    labor,    material,    welding    and 

asphalt    charges     

per   mile,    under   similar   conditions,    30-ft.   lengths..  2,62 

per   mile,    under   similar    conditions.    60-ft.    lengths..  1.343.76 

Cost   Per  Joint,   Paving   and   Rail   Section   on   Above  Streets. 
Fladdonfield     pike.     7-inch     girder    (P.    S.    Co.    Sect.    No.    23S 

and  Cambria  Xo.   S24  >   rubble  stone  on  sand.   9S9  joints.. $  6.6S-1 
Moorestown  pike.   9-inch  girder  and  7-inch   girder   (P.   S.    Co. 

S     ts.   238   and   200)  rubble  stone  on  sand.  1.12S  joints...     6.704 
way.    7-inch    girder    (P.    S.    Co.    Sect     No.    238)    asphalt 
tween   rails  and   part  of  shoulder,   Belgian  block  along 

11,     on    6-inch    increte 

K  tigl    i  i  tie,    7-inch    girder    (P.    S.    Co.    Sect.    No.    238) 

bra  ween  rails  and  shoulder,  on  6-inch  concrete, 

77!'    joints    10.43S 

street    and    River    road.    7-inch    girder    (.Cambria    Sect. 
334>    rubble   stone    on   sand.    191   joints 6.632 


Total.     3.0S7    joints,    average    cost S  7.033 

You  will  note  that  the  credit  for  sale  of  old  fish-plates 
and  copper  bonds  represents  rather  a  large  figure.  I  admit 
that  I  was  somewhat  surprised  at  this  figure  myself,  but  it  is 
based  upon  actual  cash  received  from  a  local  scrap  dealer  in 
making  sale  of  the  old  material.  I  might  add  that  the  sale  of 
'onds  figured  very  materially  in  making  this  figure  so 
high.  We  used  a  bond  devised  by  ourselves,  which  cost  in 
material  alone  $1.25  per  joint.  The  material  being  almost 
entirely  composed  of  copper  naturally  gave  us  a  very  good 
return  in  the  way  of  credit. 

Breakage. 

Regarding  expansion  and  contraction:  We  paid  little  or 
no  attention  to  this  matter,  as  I  am  strongly  of  the  opinion 
that  in  the  improved  paving,  there  being  little  change  in  the 
temperature  of  the  earth,  there  is  correspondingly  very  slight 
expansion  and  contraction.  In  the  total  of  3.087  joints  in 
one  year,  we  had  32  breaks,  or  about  one  per  cent.  On  Broad- 
way and  on  Kaighn  avenue  we  had  a  total  of  779  welded 
joints,  and  none  broken.  These  two  streets  were  paved 
with  asphalt  on  concrete.  The  entire  number  of  broken  joints 
occurred  on  Haddonfield  Pike  and  Moorestown  Pike  where 
the  track  was  laid  on  sand  and  paved  roughly  with  rubble- 
stone.  The  condition  of  the  paving  was  such  that  in  the  win- 
ter months  the  snow  and  ice  had  an  opportunity  to  get  in 
around  the  rail,  and  this  condition  I  regard  as  the  cause  of 
the  broken  joints,  as  the  same  section  of  rail  was  welded 
in  each  instance. 

Cost    and    Value. 

The  bonding  of  joints  is  so  closely  identified  with  the 
joint   itself   that   one  should   be   considered   with  the    other. 

•Paper  presented  at  the  quarterly  meeting  of  the  Street  Rail- 
way Association  of  the  State  of  New  York.  Buffalo.  January  11. 
1907. 


This  feature  should  he  given  consideration  as  a  very  import- 
ant matter,  as  the  question  of  installing  a  rail  bond  is,  to 
my  mind,  simply  a  choice  of  evils;  with  the  weld  we  know 
we  must  have  a  perfect  bond.  From  the  general  manager's 
standpoint  I  think  the  matter  should  be  approached  in  this 
way:  In  the  case  of  old  track  with  more  or  less  battered 
joints,  prices  should  be  obtained  upon  a  step-joint  for  raising 
the  receiving  rail  sufficiently  to  surface  the  lowest  spot  in 
the  dish  with  the  abutting  rail.  To  this  figure  should  be 
added  the  cost  of  the  bonds  i  loose  and  battered  joints  are 
usually  accompanied  with  bad  bonding) :  then  add  labor  cost 
and  incidental  material  and  make  a  total.  This  total  should 
be  compared  with  the  cost  of  welding. 

In  the  case  of  the  work  in  Camden  I  found  that  the 
cost  of  electric  welding  was  less  than  the  estimated  cost  of 
placing  step-joints.  I  found  by  making  tests  of  electrically 
welded  joints  the  conductivity  was  equal  to  or  greater  than 
that  of  the  solid  rail  section,  using  the  Conant  T-pole  bond- 
testing  machine. 

I  have  heard  the  opinion  expressed  by  several  managers 
that  they  would  not  weld  new  track,  but  that  welding  was 
all  right  in  the  case  of  battered  joints.  Personally,  this  ap- 
pears to  me  as  a  discrimination  without  a  difference. 

I  learn  from  Mr.  Kleinschmidt  that  the  Lorain  Steel 
Company  has  recently  succe-ssfully  applied  the  process  to 
Trail  track  on  interurban  lines,  having  welded  a  stretch  of 
about  six  miles  from  Providence.  R.  I.,  to  River  Point.  In 
this  track  they  used  expansion  joints  every  1,000  feet.  They 
also  welded  the  third  rail  on  some  two  miles  of  elevated 
track  in  Brooklyn.  Another  interesting  piece  of  welding  was 
the  new  Trail  tracks  on  the  Brooklyn  bridge.  As  this  rail 
is  laid  directly  on  the  plank,  it  is  evident  that  the  electric 
weld  was  the  only  form  of  welded  joint  that  could  be  used. 
There  are,  I  believe,  five  expansion  joints  on  each  rail  and 
no  reports  have  been  made  to  date. 

In  August.  1905.  1.770  joints  were  welded  in  Rochester. 
The  cost  of  welding  was  $5.00  per  joint.  Total  cost,  includ- 
ing welding  and  replacing  pavement,  etc..  was  $11.25  per 
joint.  Up  to  January  29.  1906.  there  had  been  114  breaks,  or 
about  G1^  per  cent. 

On  Monroe  avenue.  Rochester,  out  of  a  total  of  303  joints 
there  were  IS  breaks,  or  15  per  cent.  This  was  a  Trilby 
rail  and  I  believe  Mr.  Matthews  attributes  these  failures 
to  the  type  of  rail,  especially  on  account  of  the  weak  web. 
The  fact  that  415  joints  were  welded  on  Park  avenue  and 
Mt.  Hope  avenue  and  Main  street,  and  none  broken,  seems  to 
prove  the  above  statement. 

I  would  like  to  conclude  by  asking  a  question:  The  cost 
of  placing  a  step-joint  with  bonds  on  old  and  battered  joints 
is  about  one  dollar  more  than  welding.  The  cost  of  placing 
an  improved  mechanical  joint  is  about  the  same  as  a  weld. 
Why  don't  the  general  managers  weld" 


Signal   Operation   on   Interborough   Rapid  Transit. 


The   report   of  the   signal   engineer  of  the   Interborough 

Rapid  Transit  Company  for  the  month  of  October,  1906,  shows 

"failures"   as  follows: 

Cause  of   Failure  Total    No.   Failures     Total    No.   Delays 

Signals: 

Broken    wire     

Broken    track   wire    2                                          2 

Direct   current   relay 1                                         1 

Fuse    1                                         1 

Insulated    joint    4 

Trackman    1 

Piece    of    umbrella    bridging    joint  1                                          2 

Dirt  in  valve    1                                         1 

Total     14                                          21 

Switches:  * 

Indication    spring    1                                            2 

Out   of   adjustment 1                                         1 

Ran   by  signal    1 

Rail    running    ahead 2 

Changing    spring    comb    2                                         1 

Thrown    under    train 1                                         3 

Total     8  15 

During  the  month  of  October  the  number  of  signal  and 
stop  failures  was  14.  The  number  of  signal  movements  was 
6,718,346,  making  one  failure  to  479,881  movements.  The  in- 
terlocking and  block  signal  system  is  operated  electro-pneu- 
matically  with  alternating  current  track  circuit  control,  and 
was  installed  by  the  Union  Switch  &  Signal  Company. 

It  is  to  be  remembered  that  the  so  called  failure  with  this 
apparatus  means  that  the  signal  from  some  cause  indicates 
danger  when  the  track  is  in  fact  clear,  and  not  that  it  indi- 
cates clear  when  the  track  is  not  clear. 


January   19, 


ELECTRIC     RAILWAY     REVIEW 


81 


RAIL    BONDS. 


l.V    II.    L.    MACK,    I.NTHRNATloN  VI     HIAillox     COMPANY. 


The  object  of  rail  bonding  is  to  join  the  ends  ol  rails 
-  to  afford  an  unbroken  circuit  through  them  for  the  re- 
turn current.  The  carrying  capacity  of  the  bonds  can  be 
determined  in  the  same  manner  as  ih.-  carrying  capacity  of 
the  feed  wires.  When  the  tracks  or  rails  of  one  line  are 
to  carry  return  current  from  two  or  more  lines,  the  carrying 
capacity  of  the  bonds  can  then  be  determined  on  the  carrying 
capacity  of  the  feeder,  on  the  two  or  more  intersecting  lines 
Where  numerous  lines  intersect  and  the  return  current  is  to 
iiile  line,  ami  in  ease  the  Bow  of  current  is 
ter  than  the  carrying  capacity  of  the  rails  there  may  he 
a  supplementary  cable  or  cables  with  a  carrying  capacity 
to  off-set  the  overload  of  current  passing  through  the  rails. 
This  cable  can  be  run  along  the  rails  or  through  conduit  or 
on  poles;  but  in  any  case  the  best  results  may  be  obtained 
by  frequent  connections  to  the  rails.  Where  trolley  tracks 
cross  steam  railroad  tracks  at  grade,  supplementary  wires 
can  be  used  with  good  results.  These  wires  an  of  no  value 
around  curves  or  special  work,  but  only  at  such  places  where 
the  uniform  bond  cannot  be  applied.  Grounding  the  rails  to 
water  or  gas  pipes  is  of  no  value.  As  to  increasing  the  capac- 
ity of  the  return  circuit,  damaging  results  often  occur  through 
such  pra<  I 

Installing   Bonds. 

The  question  is  often  asked — What  is  the  best  bond?    The 
iond  is  that  in  which  the  greatest  care  is  exercised  In  its 
application,  as  the  workman  can  make  the  bond  an  effe. 

n,  or  so  much  junk.  Too  much  care  cannot  be  taken 
in  such  application,  which  should  not  be  made  until  the  hole 
In  the  rail  is  perfectly  bright  and  free  from  rust,  dirt  or  moist- 
ure. The  terminal  on  the  bond  should  also  be  bright  and 
free  from  moisture  before  being  put  in.  Bonds  should  not  be 
applied  in  damp  or  wet  weather,  as  moisture  will  start  corro- 
sion and  greatly  reduce  their  efficiency.  In  drilling  rails  for 
bonds  th.  suits  may    he  obtained   by   drilling  dry   and 

in  no  case  should  there  be  any  oil  used  on  the  drill,  as  oil 
forms  a  coating  at  the  point  of  contact  and  greatly  Increases 
the  -  of  the  bond. 

Where  holes  for  bonds  are  drilled  in  the  rails  al  the  mills 

should  be  drilled  1  .'J2  inch  smaller  than  the  diameter  of 

rial   of   the   bond,   as    the  rails    often    become   rusty 

•  d,  and   if  the  hides  should   be  drilled   large 

-ii  a)   the  mills,  they   would  be  loo  large  alter  reaming 
The  hole  should  in-  reamed  out  to  exactly  the  dlam 
of   the   terminal.     No   type   of   bond    should  be   installed  by 
lied    labor    if  are      expected       One    man 

should    have    charge   of.    and    be    responsible    for.    th. 

of  all   bonds  and  keep  as  nearly  as  possible  a  complete 
rd. 

Test   Results  in   Buffalo. 

onal   Railway  Company  has   used  nearly   all 
which  it  was  thought  would  id  results. 

■  ful  study  of  different  • 
a  standard  the  compressed-terminal  bond 
•    used  for  several  year-  with  viy  good  r< 

miner   of  had    ll utile    sv  stem 

II.  rrlck  autographic  ■•  to   de 

■  ondition   of  tl 

mil-      In  the  citv  of  Buffalo  ' 
•  .illy  welded   1 1  ack  .    thi 
iductor  the  entire  long!  i 
■  r  it  do  Ii 
nee  than  anj    othi 
..ll 

CompretiedTerminal    Bonds. 

■!    bond    which 

bond 

In   l*ri7  and   ISIiV.  and   | 
show 

ill,  which   I   think   I 

bond  or  a  com  pi  i 


turn  circuit  was  not  considered  as  serious  at  that  time  as  at 
the  present. 

Crown-Pin    Bonds. 

In    1900    we    laid    about     12    miles    of    track    which    was 

bonded  with   10  by  12  inch  No.  0 1,  crown. pin   ligure-S  bond, 

34-lnch  terminal,  two  bonds  in  each  join i   put   in  under  splice 
bars.     A  recent  test  made  did  not  show  these  bonds  to  ! 
efficient    as    the   compressed    terminal    bond.      As    the 

sed  terminal  bond  had  been  Installed  nine  d  the 

u-pin  bond  bin   five   years,  this  would  show   a   marked 

difference   in    the   efficiency,    but    in   justice   to   the   crown  pin 

1   may    stale   that   owing  to  the   work   being   rushed   and 

not    enough   time   taken   to  afford  careful   installation,   U 

was  urn  the  care  exercised  in  applying  these  bonds  that  there 
should  have  been  to  give  the  best  results.  The  bond  has 
some  advantages  over  any  other  type  of  bond  when  rebi 
ing  is  necessary  and  trains  or  cars  run  at  frequent  intervals, 
and  at  high  speed,  and  when  it  is  not  desirable  to  interfere 
with  the  service,  lis  application  is  verj  simple  as  it  is  only 
necessary  to  drive  in  a  pin;  the  drilling  and  bondil 
clone    without    placing    any    obstacle   on   the   rail,    such 

a  compressor,  to  cause  any  fear  of  derailment.  This 
would  apply  mostly  to  high  speed  Interurban  lines,  or  to  steam 
roads  undergoing   electrification. 

Soldered    Bonds. 

I  believe  we  wsre  one  of  the  earliest  users  of  the  soldered 
bond,   which   we  started  to  use  in    1893       \ti.  r   a   numb. 
tests,    both   electrical   and   mechanical,   we   thought   we   bad 
solved  the  bonding  problem;   we  not  onlj    used  the  bonds  on 
till  new  track  and  track  relald,  but  we  went  in  very  .-Men 

Slvelj  to  ieh.in.iiir'  In  about  three  years  we  had  occasion 
to  Change  some  special  work.  Where  these  bonds  were  used. 
and  to  our  surprise  we  found  some  ol  them  practically  of  DO 
use  at  all.  as  the  tinning  between  the  bond  terminal  and  thi 
tail  had  very  nearly  all  disappeared  and  rust  taken  its  place 
It  is  needless  to  state  thai  we  discontinued  for  the  tine 
use  of  soldered  bonds.  The  bond  which  we  used  was  a 
In  our  shops;  the  terminal  was  about  2%  inch,  s  in  dianieier. 
fully  planed  off;  the  rail  was  also  Carefully  clean., I  oil 
With  8  special  tool  mad.'  for  the  purpose;  the  bond  terminal 
and  rail  were  both  tinned  before  installing  the  bond  so  il  is 
unite  evident  thai  our  experience  with  Boldered  bonds  has 
not  been  very  satisfactory,     \hout  one  year  ago  we  bad  In 

stalled     by    one    of    the    leading    makers    al t     500    soldered 

bonds  and  I  have  just  recently  made  a  u-~l  of  8  number  of 
these    bonds    and    n:;i    phased    to    slat,     the    results    were    vor.v 

satisfactory  i  do  not  believe  enough  is  known  ot  soldered 
bonds  to  determine  their  exact  location  in  the  Bcale  I 
would  like  to  see  a  soldered  bond  nol  onlj   stand  as  a  com 

,,e  i  ,,i  bonds  inn  to  rank  Bret  In  the  list, 
i   believe  ii   is  the  mot  I   nract  leal  ol    Ilea    a 

the   '  |i  ,il   lesi    when    lirsl   applied.     What    remains 

to  be  d<  ti  rmined  is  the  life  of  the  bond 


Southwestern    Traction    Company    to    Abandon    Ganz    System. 


way    a« 
11.   1M7. 


The  stockholders  of  the  Southwestern  Traction  Companj 

Of   London,  nut.,   have  approved   the   plans  of  the   board   of  dl 

rector     liscardlng   the  Qani  two-trolley  three  phase  svs 

tem   now   in   use.   which    has   proved   unsatisfactory   during   the 

past  Beason,  ami  substituting  the  direct-current  Bystem.    The 

i  in  lent  is  now  gem  rated  al  a  power  house  located 

Oreen    al    B    pr<  10,000    VOltS.       Transmission   line 

iv   the  current   at    this   voltage  to  Iran 

along  the  line,  whi  n  topped  down  to  1,000  volts,  three 

d  to  the  double  trolley  wires.    Tl  onstl 

tllle      the      third     conduit lilt        [t    I  '  d      tO 

the    ne".  tolled    and  in  working    ordi 

i.    wiiho'  rupttng    traffic.     The  contract    for  the 

leal    equlpmen 

1. 1    t.i   the  ■  '..nadian    Weatlngbou  a    I  Ion  . 

Hamilton,    lint         V 

hicb   run  I   of  about  I 

ami  stop  onlj  Three  combination  pa 

and    expi  HO  btly    lOWl 

d  for  tbi  n Ice       \n   hi 

.111,  ,|  I    ..ll     |dl    lal'le      new        lollll. 

ordered    from   the  I  knnpanj         i  « m 

length,   with 

and       provided       with  iipai  I  nn-ir 

.,\  hie  i..i   the  erection 
Hal   brick   depot   a'   the   London   terminal,  wiU 

beih  atlal   building   to   bi 

from    London    to   Ft     Thoi 


s^ 


ELECTRIC     RAILWAY     REVIEW 


Vol.   XVII,   No.    3. 


SPAN     AND     CATENARY    CONSTRUCTION.* 


BY   G.   E.   EVELETH. 


The  primary  cause  for  the  change  from  brackel  and  span 
construction,  as  ordinarily  used  for  direct  current,  to  cate- 
nary construction  was  the  difficulty  in  obtaining  suitable 
insulation  with  higher  voltages.  With  the  trolley  wire  sup- 
ported by  a  messenger  wire,  which  in  turn  can  be  directly 
supported  on  porcelain  insulators,  there  is  no  difficulty  in 
obtaining  sufficient  insulation  for  almost  any  voltage.  This 
type  of  construction  results  in  a  more  flexible  trolley  wire 
and  one  which  a  wheel  follows  with  much  less  jumping.  By 
providing  additional  points  of  support  the  deflections  of  the 
trolley  between  supports  may  be  decreased  as  much  as  de- 
sired. Another  advantage  of  the  catenary  is  that  when  used 
with  trolley-wheel  collectors  there  is  little  chance  of  the  over- 
head work  being  pulled  down  by  catching  of  the  wheel  on 
the  supporting  wires  when  the  wheel  comes  off  the  trolley 
wire.  It  is  only  at  curves  that  there  is  anything  which  could 
give  trouble  from  this  source  as  the  tangents  are  entirely 
clear  even  at  anchors. 

With  catenary  construction  it  has  been  found  feasible  to 
increase  the  distance  between  poles  up  to  what  is  now  con- 
sidered a  standard  distance  of  150  feet  on  tangents  with 
shorter  distances  on  curves.  The  poles  are  set  about  6  feet 
to  6  feet  6  inches  in  the  ground.  'With  bracket  catenary  con- 
struction the  poles  are  given  an  outward  rake  at  the  top  of 
about  one  foot.  Guys  are  needed  only  on  curves  or  where 
the  ground  has  poor  holding  qualities,  since  with  bracket 
supported  trolleys  the  strains  tending  to  bend  or  displace  are 
only   from   one-fifth   to  one-tenth   as   great  as   those   existing 


materially  in  preventing  breakage  from  missiles.  It  will  be 
seen  that  any  friction  due  to  movement  of  the  messenger 
wire  on  the  insulators  will  create  a  force  tending  to  twist 
the  insulator  around  the  bracket.  This  is  prevented  by  the 
pin  stud  passing  between  the  two  angle  irons. 

If  rigid  economy  requires  a  lower  cost  bracket  than  the 
angle  iron.  One  made  of  T-iron  would  be  the  next  choice,  as 
this  possesses  a  shape  to  which  the  insulator  pin  may  be 
readily  attached  without  danger  of  twisting  around  the  arm, 
though  this  latter  bracket  is  undesirable  from  the  construc- 
tion standpoint  as  it  has  no  stiffness  in  the  horizontal  plane. 

For  single-track  work  it  is  well  to  raise  the  outer  end  of 
the  bracket  two  or  three  inches  so  that  when  loaded  with  a 
messenger  wire  and  trolley  the  pole  deflection  will  make  the 
bracket  level. 

When  the  poles  and  brackets  have  been  put  in  position 
and  the  insulators  installed  the  line  is  ready  for  the  messen- 
ger wire,  which  for  trolley  wire  up  to  No.  0000  capacity  usu- 
ally consists  of  a  5-16-inch  second  grade  or  high  strength 
7-strand,  double-galvanized  steel  cable  having  an  ultimate 
strength  of  about  8,100  pounds,  or  a  %-inch  Siemens-Martin 
7-strand,  double-galvanized  steel  cable,  having  an  ultimate 
strength  of  about  6,800  pounds.  The  grade  first  mentioned 
requires  the  use  of  mechanical  clamps  at  the  splices,  while 
the  softer  steel  can  be  made  up  into  the  usual  cable  joint, 
one  or  two  miles  of  this  messenger  wire  are  usually  run  out 
and  pulled  up  to  give  the  required  uniform  deflection  before 
loading  with  the  trolley  wire  and  fittings.  For  a  150-foot 
span  at  about  50  to  75  degrees  F.  the  initial  deflection  of  the 
wire  should  be  about  16  inches.  With  the  messenger  wire 
in  place  the  trolley  is  run  out,  pulled  tight  and  clipped  in  at 
the   center  points  of  the  spans.     This  will   change  the  span 


Typical    Form    of    Catenary    Suspension. 


with  span  construction.  The  question  of  doping  the  poles 
with  tar  or  protecting  them  at  the  ground  surface  with 
cement  and  asphalt  is  largely  a  matter  of  individual  taste. 

A  new  element  is  introduced  in  the  requirements  for  a 
bracket  with  the  catenary  construction.  When  the  trolley  is 
installed  the  maintenance  will  depend  largely  upon  the  exact 
balance  of  forces  on  the  messenger  wire,  which  means  that 
the  deflection  for  the  individual  spans  should  be  the  same. 
It  is  desirable  then  to  have  a  certain  amount  of  rigidity  in 
the  horizontal  direction  so  that  the  initial  dip  of  the  messen- 
ger wire  may  be  adjusted  to  the  desired  amount.  To  obtain 
this  stiffness  an  angle  iron  bracket  has  been  designed,  con- 
sisting of  2  by  2%  by  ^i-inch  angles  fastened  together  with 
suitable  spacing  blocks  at  the  end  over  the  track  at  a  point 
18  inches  nearer  the  pole.  Through  this  latter  block  is  passed 
the  stay  bolt  supporting  the  bracket  from  the  pole  top.  The 
angle  brackets  are  shipped  unbent,  as  they  are  flexible  enough 
to  spring  out  sufficiently  to  take  the  pole. 

For  double  track  work  longer  angle  irons  are  used,  which 
are  riveted  together  with  suitable  spacing  blocks  at  each  end. 
These  may  be  sprung  open  and  slid  down  over  the  top  of  the 
pole.  Where  this  is  impossible,  due  to  wires  or  other  con- 
ditions, one  end  of  the  bracket  is  usually  bolted.  The  dis- 
tance mentioned  between  the  spacing  blocks  on  the  bracket 
is  provided  to  allow  an  adjustment  of  the  insulator  position 
to  accommodate  alignment  of  the  trolley  and  provide  means 
to  obtain  staggering  when  the  bow  or  pantagraph  collector  is 
used. 

The  short  iron  pin  designed  with  a  special  base  and  hav- 
ing a  bolt  passing  up  between  the  two  angle  irons  is  used  to 
support  a  standard  type  of  insulator,  which  is  preferably 
made  in  two  pieces  cemented  together.  The  insulators  are 
cemented  to  the  pins.  Cementing  is  preferred  to  threading, 
as  it  gives  the  porcelain  a  more  rigid  backing  and  so  aids 

•Paper  presented  at  the  quarterly  meeting  of  the   Street  Rail- 
way  Association   of.  the  Stat.-  of   New  York,   Buffalo,  Jan.   11.  1907. 


deflection  at  the  center  from  16  to  24  inches.  The  deflection 
will  be  about  28  inches  when  the  rest  of  the  hangers  have 
been  installed  with  three  or  more  points  of  suspension.  It  is 
well  to  anchor  the  trolley  while  clipped  in  at  the  center 
points  only  so  that  any  change  in  the  relative  position  of 
trolley  and  messenger  wire  will  not  necessitate  adjusting  the 
additional  suspensions.  Both  the  trolley  and  messenger  wires 
should  be  anchored  at  each  end  of  every  curve.  The  messen- 
ger wire  deflection  as  given  seems  to  be  about  the  most  satis- 
factory for  150-foot  spaus,  as  less  deflection  will  cause  much 
more  variation  in  height  of  the  trolley  wire  due  to  tempera- 
ture changes  and  make  the  system  rigid,  while  more  deflec- 
tion makes  the  whole  system  too  flexible  in  the  horizontal 
plane. 

For  years  the  spacing  between  trolley  supports  has  been 
in  the  neighborhood  of  100  feet.  Many  roads  are  now  run- 
ning quite  satisfactorily  with  wheel  trolleys  with  this  spac- 
ing up  to  speeds  of  60  miles  per  hour.  It  is  probable,  there- 
fore, that  with  the  direct-current  trolley-wheel  collectors  and 
three-point  suspension,  bringing  the  distance  between  points 
down  to  50  feet,  will  be  entirely  satisfactory  for  any  reason- 
able speed.  With  sliding  contacts  of  either  the  bow  or  pan- 
tograph type,  having  much  more  inertia  than  the  wheel  col- 
lectors, a  closer  spacing  of  supports  is  doubtless  of  advan- 
tage, as  this  makes  the  difference  in  level  between  the  sup- 
ports and  center  points  of  spans  sufficiently  less  to  enable 
the  heavier  collecting  device  to  follow  the  wire  and  also  les- 
sens the  blow  at  each  support.  There  is  nothing  to  decide 
•just  the  number  of  points  to  give  the  best  results,  but  it  ap- 
pears that  the  stiffness  of  a  No.  0000  trolley  is  such  that  the 
system  seems  to  pass  the  point  of  maximum  flexibility  when 
the  supports  are  about  15  or  16  feet  apart.  If  they  are  closer 
than  this  a  contact  passing  under  a  support  not  only  raises 
that  support  but  the  two  adjacent  ones,  while  at  this  spac- 
ing the  trolley  wire  will  bend  and  lift  only  the  support  under 
which  the  collector  is  passing.     If  more  than  three  points  of 


January   19. 


ELECTRIC     RAILWAY     REVIEW 


69 


suspension  are  used  the  weight  of  trolley  carried  by  the 
center  point  is  not  very  great,  and  an  initial  twist  in  the 
trolley  conductor  is  liable  to  cant  the  center  point  ear  suf- 
ficiently to  cause  it  to  hit  on  the  moving  collector.  It  is. 
therefore,  desirable  to  allow  a  greater  distance  between  the 
lowest  point  of  the  messenger  wire  and  the  trolley  so  that 
the  weight  of  the  latter  will  be  sufficient  to  prevent  an  initial 
twist  canting  the  center  point  hangers. 

Inertia  tests  on  the  pantograph  collectors  indicate  that 
with  a  properly  installed  trolley  supported  every  20  or  25 
feet,  there  is  sufficient  activity  of  the  collector  to  follow  up 
the  deflections  In  the  trolley  wire,  even  supposing  that  these 
deflections  were  not  actually  reduced  by  the  pressure  of  the 
collector  on  the  wire  at  intermediate  points  between  suspen- 
sions. 

A  number  of  styles  of  connection  have  been  developed  to 
support  the  trolley  wire  from  the  messenger,  but  the  one 
which  is  recommended  most  strongly  at  the  present  time 
consists  of  a  sister  hook  of  malleable  iron  grasping  the  mes- 
senger wire,  having  a  flat  strip  of  steel  %  by  %  inch,  con- 
necting this  sister  hook  with  the  clamping  ear.  This  ear 
has  been  made  up  in  a  variety  of  forms  and  the  selection  of 
the  type  is  largely  a  matter  of  personal  choice,  as  a  number 
of  mechanical  and  screw  clamp  ears  have  been  developed  for 
this  purpose. 

With  the  pantograph  collectors  a  clearance  of  about  6 
inches  vertically.  3  feet  away  from  the  trolley  wire  is  re- 
quired for  clearance  on  curves  where  the  outer  rail  is  ele- 
vated, throwing  the  collector  contact  surface  at  an  angle  with 
the  horizontal.  Since  the  pull-offs  must  be  on  the  outside 
of  the  curves  where  the  clearance  space  is  necessary  a  bridle 
arrangement  has  been  adopted,  which  consists  of  %-inch 
seven-strand  cable  attached  to  a  special  clamping  oar  with 
eye  on  the  trolley  wire  and  a  special  sister-hook  with  an 
eye  on  the  messenger  cable.  A  rod  forms  a  rigid  connection 
between  sister-hook  and  ear.  The  strain  insulator  is  inserted 
in  the  apex  of  the  triangle  formed  by  this  bridle.  With 
curves  of  large  radius,  a  device  known  as  the  "steady  brace" 
is  used  to  push  off  the  trolley  wire  at  a  point  directly  below 
the  bracket.  This  push-off  brace  consists  of  a  screw-clamp 
ear.  to  which  is  attached  a  gooseneck  piece  of  %-ineh 
threaded  steel  rod,  which  in  turn  is  attached  to  the  end  '>f  a 
wooden  stick  about  two  inches  in  diameter.  The  other  end 
of  this  stick  is  fitted  into  a  socket  carried,  in  the  case  of 
high  voltage  work,  by  a  special  porcelain  insulator,  which 
Is  so  pivoted  at  the  pole  as  to  allow  the  motion  in  a  hori- 
zontal plane  that  is  required  by  movements  of  the  trolley 
wire.  In  double-track  work  the  principle  of  the  bridle  pull- 
off  is  used  just  as  the  double-curve  hanger  for  direct  current 
work. 

It  is  well  to  anchor  the  trolley  about  four  times  to  the 
mile.     The  anchor  is  attached   to   the   trolley   about   27,  feet 

■  r  side  of  the  pole  anchor  bracket,  which  in  turn  is  an- 

■  d  to  adjacent  poles.  The  change  from  the  center  point 
of  span,  where  the  anchor  cable  would  be  nearly  parallel  to 

trolley  wire,  to    this    location  nearer  to  the  bracket  is 
■  >l  by  the  danger  of  a  i  nor  cable  catching 

In  ■  slid:'  .        With   this  type  of  anchor  and  a  wheel- 

he  angle  between  the  anchor  guy  and  th--  trolley  is 
so  small  that  it  is  not  possible  to  catch  a  wheel  between 
them. 

All   of    tic 

for  wheel  or  Now  collectors,  with  t  r i « -  exception  "f  the  frogs 
which  must  be  special  lor  each  condition. 

In  insulator  required  for  this  high  voltage  work 
has  ■  of  the  most  difficult  problei  olve,  but  a 

ion  has   i  "'"    In  B   special  type  of 

lain,  weighing  io_.  pound!  and  capable 
landing  12  ill.  or  In  other  words 

pull  ti  In  this  sort  of  const  ruction. 


NORTHWESTERN    ELECTRICAL    ASSOCIATION. 


It  seems  difficult  of  belief  that  publii 
carry  far  more  passengers  than  In   London.     Bach,  hows 

and 
d  in  Londi 

I    an 
York  thi 
i  for  1904,  s  tain  ol  I  6  per 

Ion 


Young 

payn 

taaea    In 


The  fifteenth  annual  convention  of  the  Northwestern 
Electrical  Association  was  held  at  the  Coliseum  building,  Chi- 
cago, on  January  1C,  17  and  IS,  in  connection  with  the  elec- 
trical show  of  the  Chicago  Electrical  Trades  Exposition  Com- 
pany. Both  morning  and  afternoon  sessions  were  held.  Pres- 
ident Harold  Almert  occupied  the  chair.  Thursday  evening, 
January  17.  a  meeting  was  held  in  connection  with  that  of  the 
Illuminating  Engineers'  Society.  A  large  number  of  interest- 
ing papers  was  read,  as  follows: 

"Warrantable  Expense  for  Meter  Testing."  by  O.  J.  Bush 

nell. 
"Profitable   Co-operation,"   by   J.  Robert  Crouso 
Water  Powers  of  Wisconsin,"  by  Ernest  Gonzenbach, 
"Some  Characteristics  of  Alternating  Current    Motors  in 
which  the  Central  Station  Man  is  Vitally  Intere 
by  C.  W.  Bergenthal. 
"Producer  Gas  Power."    General  discussion. 
"Outline  Lighting,"  by  Homer  Honeywell. 
"Some  Phases  of  Smaller  Centra]  Station  ment," 

by  H.  H.  Scott. 
"Uniform    System   of  Accounting   for   Small   Compai 

by  Fred  W.  Insnll. 
"Some  Points  in   Illuminating  Engineering  for  the  Small 

Central  Station."  by  .1.  K.  Cravath. 
"The  Trend  of  Improvement  in  the  Design  and  Opi 

of  Boiler  Plants,"  by  a.  Bement. 
"Premiums  to  Employes,"  by  Ernest  Gonzenbach. 
ILLUMINATING    ENGINEERS'    SOCIETY. 

"Large  Versus   Small    Units   in    Sir Lighting." 

"Globes  and  Reflectors  for  Street   I. amps." 
"New  Street  Lights." 

At  the  Friday  morning  session  Mr.  Ernest  Gonzenbach, 
general  manager  of  the  Sheboygan  (Wis.)  Light,  Power  £• 
Railway  Company,  addressed  the  meeting  on  the  subject  of 
"Premiums  to  Employes,"  giving  an  Interesting  explanation 
of  the  premium  system  as  applied  by  his  company.  Ho  said 
that  he  had  wanted  to  reduce  the  cost  of  power  production  by 
awakening  an  interest  in  the  employes,  but  without  scattering 
broadcast  among  the  public  the  cost  of  producing  electricity, 
Therefore,  about  a  year  ago,  after  calculating  the  cost  of  coal, 
oil.  repairs,  etc.,  for  a  year  he  told  the  men  that  a  certain  per 
cent  of  the  saving  over  that  amount  should  be  divided  up  each 
month  among  the  employes  accotding  to  the  rank  ol  the  men. 
the  engineers  receiving  the  largi  at.     The  men   were 

not  told  the  exact  per  cent  of  the  saving.  This  system  had 
proved  very  satisfactory  and  had  produced  a  spirit  of  rivalry 
and  interest  among  the  men  which  was  very  advantageous  to 
the  company.    The  firemen  watch  th<  thai 

they  do  not  waste  the  power  ami  the  engineers  watch  the 

firemen  to  guard  against  the  use  of  too  eh  coal      Hi 

the  highest  compliment  I.,  tins  d  i n  pal 

a  coal  company,  which  objected  because  the  employea  were 
too  scrupulous  In  In  '  tten 

the  careli     -    eni bad   wiped   oul    ii mire 

b's  premium  in  cost  of  I  had  i d  unnecessary 

to  ask  the  man  to  resign  bet  men  made  ii  go  uncom 

i  bio  for  him. 

;.  in    bad    also    been    applied    to   tin 

the  lighting  bus! Jiany  solicitors  had  gone  away  from  the 

town  d   With  their   lack  Ol 

nisi  public  orpo 

ratloi  ■''■   exceed 

Ingly  difficult 

I  n  s  ho  ret  Ided  In  the  town 
and  understood  the  peculiarities  of  the  people,     \n  emp 
mio  bail  to  deal  with  the  public  weri  ad  Into  ■ 

ni  which  met  even   Monday  night  and  held  rei 
■  ii   own  ofl 
which  produi 
month  10 

department  over  tl 

i  en  in  foi  ■ 
•  i    month  over  th<  month  i 


w 


ELECTRIC     RAILWAY     REVIEW 


Vol.    XVII.    No.   3. 


vioiis  year  had  averaged  over  16  per  cent.  The  premium 
system  was  an  incentive  to  each  man  to  treat  the  public  with 
increased  interest  and  courtesy. 

In  the  discussion  which  followed,  the  opinion  was 
expressed  thai  under  the  premium  system  as  applied  to  the 
power  house  there  would  be  a  tendency  to  keep 
the  amount  of  repairs  as  low  as  possible  for  several  months 
in  order  that  the  premiums  might  not  be  affected 
and  to  bunch  the  repairs  into  one  month.  Mr.  Gozen- 
bach  said  that  large  repairs,  such  as  alterations,  were  not 
included  in  calculating  the  premiums,  and  there  has  been  no 
tendency  to  hold  off  the  smaller  repairs  in  order  to  keep  the 
premium  up. 

Mr.  A.  Bement,  then  read  a  paper  on  "The  Trend  of  Im- 
provement in  the  Design  and  Operation  of  Boiler  Plants." 
which  will  be  found  elsewhere  in  this  issue. 

The  following  officers  were  elected  for  the  ensuing  year: 

President,  Edward  Daniels.  Menominee,  Wis. 

First  vice-president,  B.  C.  Adams,  Lincoln,  Neb. 

Second  vice-president,  H.  F.  Pierce,  Negaunee.  Mich. 

Secretary-treasurer,  R.  N.  Kimball,  Kenosha,  Wis. 

Directors:  J.  S.  Allen.  Lake  Geneva,  Wis.;  W.  R.  Put- 
nam. Red  Wing.  Minn.,  and  Geo.  H.  Lukes,  Evanston.  111. 

The  next  meeting  of  the  association  will  be  held  at  Mil- 
waukee, Wis.,  January,  190S. 


THE  CHICAGO  TRACTION  ORDINANCES. 


STUDENT    RECORDS    IN    MEMPHIS. 


In  order  that  a  complete  record  may  be  kept  of  the 
student  work  of  all  new  conductors  and  motormen,  the  Mem- 
phis  Street  Railway   Company   uses   instruction   order-blanks 


THE  MEMPHIS  STREET  RAILWAY  COMPANY 


INSTRUCTION    ORDER  student  badge 

Memphis,  Tenn 


Issued -TO ..'■:,".'       Badge  No 

Ob  entering  the  Mrici  Student,  mil  he  given  !hi>  bl.nk.     Student,  will  be  oxigncl  to  the  dilleceut  line.,  .me  ,1  •  lime,  unnl  h.  lie, 

TheMolo.m.n  bi  , I,,u...    n  n*bou  efcunn  tbl  Hiudct.i  i.  placed  l„.  in .  r.u.t  >„u.  will  O.K    Hie  Sloilcoi  In  the  roam  p. 1  ■        ,|,.- 

he  it  competent  to  pc.lacoi  tlicdutle.  .euoiredol  bun  on  ib.t  pitllcaUt  line,  end  noi  umil  he  ,,  competent 

-     n.lltbel.ne,,  henill   report  to.  e,.mlnitio„ 


selenl  to  pe.fomi  the  dutle.  ceuoiced  ol  boo 
'i  the  Student  hi.  completed  bl,  counc  ol  in 

llolHe -I.. 


H„,i,  „o  Raw  „tl 

O   k 


AMiencd  to  II. dec  No 

-I"  .......       ILt.             

Ir HourotF Dnte  V- 

..   h 

W"K"P«   '°  untile   M, 


H g                       Hoi"  iff 

0. 1 

D-lr 

■„, 

Hour  oo Hoi       » 

'"" 

IH 

.      B  .Ik-   No 

.   .    1H 

.    t'.lr 

-  \»..„ 

SUMlscd  .ndfonodO  It 

,,,. 

■  .  .  .    11  .    !,■, 

..  in 

Student's    Instruction    Record    as    used    at    Memphis. 
by   10   inches.) 


(Original    83.. 


for  each  "student."  These  blanks  present  spaces  for  each 
of  the  14  lines  operated  by  the  company.  When  the  student 
is  assigned  to  one  line  he  remains  there  until  his  instructor, 
either  conductor  or  motorman  as  the  case  may  be,  is  satis- 
fied that  he  is  competent  to  perform  the  duties  required  of 
him.  The  instructor  then  fills  out  and  O.  K.'s  the  blank 
for  his  line,  and  passes  the  new  man  to  the  foreman  in- 
structor for  assignment   to   another   line. 

It  is  required  that  the  student  learn  the  peculiarities  of 
each  of  the  14  lines  before  he  will  be  given  charge  of  a  car. 
When  the  instruction  order-blank  has  been  properly  filled 
out  it  is  filed  in  an  envelope  with  the  student's  application 
for  employment,  his  recommendations  and  other  records  that 
have  been  gathered  of  him. 

Men  who  have  not  qualified  for  the  operation  of  a  car 
over  all  the  lines  are  furnished  with  badges  reading  "Student 
Motorman"  or  "Student  Conductor."  As  soon  as  their  courses 
of  instruction  are  completed  the  "student"  badges  are  taken 
up  and  the  standard  badge  issued  in  its  stead. 


We  present  herewith  a  brief  abstract  of  the  principal 
features  of  the  two  ordinances  reported  to  the  Chicago  city 
council  by  the  local  transportation  committee  on  January  15 
as  the  basis  of  a  settlement  of  the  long  pending  street  rail- 
way controversy.  The  committee  has  been  working  out  the 
terms  of  the  settlement  ever  since  the  United  State  supreme 
court  in  the  famous  "99-year  case"  last  spring  declared  that 
the  greater  part  of  the  franchises  of  the  Chicago  City  Railway 
and  Chicago  Union  Traction  companies  had  expired.  Since 
the  decision  of  the  court  the  companies  have  been  operating 
under  a  temporary  license  from  the  city.  The  ordinances 
now  in  the  hands  of  the  council  give  the  Chicago  City  Rail- 
way Company  and  the  Chicago  Railways  Company,  which  is 
to  reorganize  the  Chicago  Union  Traction  Company,  a  license 
to  operate  a  street  railway  system  in  designated  streets  from 
February  1,  1907,  to  February  1,  1927,  or  until  the  city  or  a 
company  licensed  by  the  city  shall  purchase  the  properties 
with  a  view  to  eventual   municipal   operation. 

They  have  been  agreed  upon,  after  numerous  and  ex- 
haustive conferences  in  the  committee,  by  the  city  authori- 
ties and  the  financial  interests  controlling  the  companies,  and 
represent  compromises  on  many  important  points,  particular- 
ly in  regard  to  the  value  of  the  properties.  The  valuation 
decided  upon,  $21,000,000  for  the  Chicago  City  Railway  and 
$29,000,000  for  the  Union  Traction  Company,  was  fixed  after 
thorough  inventories  had  been  made  both  by  the  companies, 
who  called  their  property  worth  $74,000,000,  and  by  a  com- 
mission appointed  by  the  city,  who  estimated  the  property 
at  approximately  $46,000,000.  The  ordinances  differ  material- 
ly from  a  franchise  contract  and  contain  several  unusual  fea- 
tures. In  effect,  they  constitute  a  partnership  contract  be- 
tween the  city  and  the  companies  until  the  city  is  in  a  posi- 
tion to  adopt  municipal  ownership.  In  the  provisions  for  the 
operation  of  the  roads  under  this  partnership,  the  reconstruc- 
tion of  the  property  and  the  terms  of  municipal  purchase,  the 
two  ordinances  are  identical.  The  Union  Traction  ordinance 
differs  from  that  for  the  City  Railway  only  in  the  provisions 
for  reorganization,  for  the  perfection  of  its  title  to  the  north 
and  west  side  lines,  for  the  relations  with  the  Consolidated 
Traction  Company,  which  is  controlled  by  the  Union  Trac- 
tion Company,  but  which  still  holds  its  franchises,  and  for 
the  construction  of  new  river  tunnels  to  connect  with  the 
future  subway   system. 

Under  the  terms  of  the  Foreman  resolution,  passed  by 
the  council,  a  petition  asking  for  a  referendum  vote  on  the 
ordinances  at  the  April  election  is  to  be  circulated.  If  86,000 
voters  sign  the  petition  before  February  2  the  council  may 
pass  the  ordinances  subject  to  the  referendum  vote.  If  the 
petition  does  not  receive  the  required  number  of  names  it 
will  be  taken  for  granted  that  the  people  approve  the  ordi- 
nances and  the  council  may  pass  them  at  once,  the  work  of 
rehabilitation  to  begin  immediately  thereafter.  The  most 
important  features  of  the  two  ordinances,  which  it  is  believed 
will  be  passed  in  substantially  their  present  form,  are  as  fol- 
lows: 

Reconstruction. 

Both  ordinances  provide  that  the  work  of  reconstructing  the 
street  railwa>  properties  ami  of  bringing  the  service  up  to  the 
highest  attainable  standard  shall  begin  at  once  under  the  super- 
vision of  a  board  of  supervising  engineers  selected  by  the  city  and 
companies.  The  cost  of  the  rehabilitation  is  to  be  borne  and  paid 
by  the  companies,  it  being  provided  that  no  contract  or  subcon- 
tract (except  in  the  case  of  tunnel  construction)  shall  be  let  by 
the  companies  without  the  approval  of  the  board  of  engineers,  and 
no  bills  for  material  and  labor  paid  without  similar  approval.  To 
the  actual  cost  of  the  work  10  per  cent  will  be  added  as  con- 
tractor's profit  and  5  per  cent  as  brokerage  in  the  procuring  of 
funds.  The  board  of  engineers  will  report  monthly  to  the  city 
comptroller  the  amounts  expended  for  rehabilitation  and  extension. 
In  the  case  of  the  Union  Traction  Company  it  is  provided  that  the 
reconstruction  cost  may  be  represented  by  bonds  bearing  5  per 
cent  interest  and  maturing  not  earlier  than  20  years  hence. 

Cars. 
Within   three  years   the  City  Railway  shall   have   800  and   Union 
Traction    1,200    new    and    thoroughly    up-to-date    cars   in    operation. 


January  19.  1907. 


ELECTRIC     RAILWAY     REVIEW 


yi 


B  a  certain  number  of  cars  now  In  service  which  they  will  be 
-.1   to   retain.      The   cars   must    be    kept    clean    and    well    venti- 
ind   not    below   50   degrees    in    temperature.     Single   cars   only 
are   to  be  operated  after  one   year   from   the   passage  of   the   ordi- 
nances.    The  companies  also  bind  themselves  to  abide  by  any  rea- 
sonable   service    regulations    imposed    by    the   council,    the    board   of 
engineers  to  be  a  judge  of   the   reasonableness   thei 
Motive    Power. 
The   motive   power  shall   be  electricity,   and  after   the   ezplra- 
.irs    tlu    companies   may    be   required   to   install   the 
underground   trolley   system. 

Subways. 

The  city   has   the  option   of  building  .i   subway   through    which 

the  companies   will   he   required   to  opi  oi    sxai  ting  a 

Ibution    of    not    more    than    $5,000.00t>    from    the   companies    to 

-t.      The   title  of   the   subway    is   to   be  held   by   the 

city    in    any    'Vent,    but   only    the   grantee    companies    may    use    the 

m    for    street    railway    purposes    during    the    life    of    the    ordi- 

ifths  of  the  amount  advanced   toward   Hi.-  cost  shall 

■  I  by  the   Union  Traction  and  two-fifths  by  the  City  Kailwax 

The   location   and   extent   of   the   system    Is  to  be   specified   by   the 

council  and   the   plans  approved  by   the   board   of  engineers.      After 

\piration    of    live    years    the    companies    may    be    required    to 

join    the    city    in    building   subway    extensions.      At    the    same    time 

ompanies    may    be   required    t<>  irs  on   the   surfs 

such   streets   as   they  occupy   undergroundi   and   if  the  capacity  of 
ibway    permits    the    city    may    require    and    authorize    elevated 
to   operate   underground   on   payment   of  a   rental. 
Board   of    Engineers. 

Within    30    days    from    the    acceptance    of   the    ordinance    each 

my  will  select  an  engineer  and  the  city  an  engineer  to  sit  on 

ipervlslng  board.     The  third  engineer  is  to  be  Blon  J.  Arnold, 

in    full    charge    of    the    rehabilitation    work.      The  city,    or  the   com- 

-     may   remove   its  engineer  at   any   time,  and  the   third  engl- 

•    between    the    .  ity   and   com- 

■  -      in   ca<  greement   the   Judges  of   the   Brsl    district 

appellate  court   may  appoint   and   remove   the   third   engineer,  and 

f   tie    (allure   of   these  judges   t.>  act   either   part]    may 

to   the  circuit  court   for   redress.      The   courts    may   be   asked 

•Move  any  of  the  engineers  on  charges  of  fraud  or  corruption. 

City's   and    the   companies'    engineers   are   to   receive   not   less 

than   S3. 600  nor  more   than   $10,000  a  year,   and  the   third   engineer 

Is   to   receive   flS.000   a    year,    and   $15,000   a    year  additional   during 

•hree  years  of  rehabilitation. 

Through    Routing. 

Throe,  will    be    established    jointly    bj     thi     comp 

neing    specified    in    the    ordinances,    running    from 
orthern    and    western    limits    "f    the 
■  ites  may  be  added  from  time  t"  time  by  the' 
nil    the   approval   of   the    board   of   en 

Fares. 

With    the  at  G   cents    for   a    continuous    ride-, 

■  rig  -i>  evei  vw  here  i 

distre  t.    hounded  by   Twelfth  river, 

district   ti  -ill   he   Interchangeab) 

o  i  d  Chicago  Gei 

last-named     operating     iii     Twi 
ire  to  be  good  till    I  ter  the 

the    transfer    point.      No    p 
■iiploycs   of   the  company,    city   pollce- 
i    uniform    may  Mai)    C8 1 

;  ■Mem   shall    relmbui  -•     He 
-is  .d  th.-  number  of  carriers  and  the  amount 

Division    of    Receipts. 

hi   annual   accounting  and   division   <•<   net    re- 
lie    city  and   the   companies  pn    April    16  ol 

receipts  win   be  deducted  all  operating  ex 

nd    i en.  v.  i  tages 

...    and    p. 
M,t      Of     tic 

.1- 

p  fund   to  protei  t    I 

main 

Purchase    by   the   City. 

■    III      I"        Hie 

• 

Ini  ompli  >' 
t   funds  lo 
k  ■  n   fulfllli 

win i    Intending 

■ 

PurchiM   by   a    Licensee. 


price  and  a  20  per  cent  bonus.  The  licensee  will  not  he  required 
to  pay  the  bonus  provided  that  it  has  entered  into  a  valid  eon 
tract  with  the  city  to  operate  the  properties  for  only  a  5  per  cent 
profit  on  the  investment.  95  per  cent  of  the  profits  going  to  the 
city.  If  the  city  or  its  licensee  purchase  during  the  three  yeai 
construction  period  it  is  provided  that  the  City  Railway  shall  be 
permitted  to  finish  the  work  under  way  and  planned.  The  city 
must  then  deposit  in  trust  sufficient  funds  to  cover  the  cost  of 
this  work,  including  the  10  per  cent  contractor's  profit  and  the  5 
per  cent  brokerage,  to  be  paid  out  by  the  depositary  at  the  order 
of  the  engineers.  In  the  case  of  Union  Traction  the  city  has  the 
option  of  allowing  the  company  to  complete  the  work  or  it  tna\ 
pay  only  the  purchase  price  and  assume  the  property  subject  to 
the  construction  bond  liens.  If  the  city  does  net  purchase  be- 
fore February  1.  1:127.  it  may  designate  some  person  or  corpora 
tion  to  purchase  as  its  licensee  on  the  same  terms  as  the  eltj    might 

purchase.      If    tl ii\    does    net    exercise    this    right    it    may    grant 

the  right  to  operate  in  the  streets  to  another  company,  which 
shall    purchase    on    the    same    terms    as    the    eil> 

Chicago   Railways  Company. 

The   Chieag.i    liailways   Company.    agrc>  .il    Hie   prop 

erty  and  rights  of  the  Union  Traction  Company  within  130  days 
alter  the  passage  of  the  ordinance  provided  a  clear  title  can  h. 
Obtained  on  the  Bame  terms  as  the  city's  purchase  price,  which  at 
this  time  is  129,000,000.  In  case  such  a  clear  title  cannot  be  thus 
obtained  the  company  has  30  days  more  in  which  to  promulgate 
a  plan  of  reorganization  of  Union  Traction  which  shall  be  ap- 
proved  by  Judge  Crosscup  or  Judge  Seaman.  It  is  stipulated  that 
this  plan  must  recognize  fully  the  rights  of  all  securities  Involved 
Not  later  than  January  20,  1908,  the  company  must  proceed  t 
perfect  its  title,  the  city  using  its  powers  to  assist  and  the  com 
pany  agreeing  to  indemnify  the  city  for  all  expenses  so  incurred. 
By  the  end  of  three  years  from  the  passage  of  the  ordinance  th. 
title  must  be  p.  lie.  I  an.!  the  compan>'  have  deposited  in  trust  a 
ma  i.  nan  of  the  steel;  of  the  North  and  West  Chicago  Sue,  i 
Railroad  companies  and  two-thirds  of  the  stock  of  the  North  and 

West  Chicago  Street  liailway  ompanies  and  the  1'uion  Traction 
Company  If  the  company  afterward  falls  to  COmpl}  with  the 
terms  of  the  ordinances  these  stocks  are  to  he  held  subject   to  tl 

control    of    the    city    in    perfecting    the    title.      Th npan]     is    to 

have  no  right    to  accept    the  ordinance   unless   it    is    in    I. 

sion  of  the  properties  ami  in  a  position  t"  c ply  with  the  terms 

New   Company's   Guarantee. 

The  ii.w  .■ pam  guarantees  t..  give  the  publii    through  rentes 

nne   fare,   ami   universal   transfers   over   the   Consolidated   Ti  ■ 

lines,   and   i.i   proteel    the  olty  against   any  dm il 

by  vlrttie  oi   Iti    opi  ratlni        n    il   with  the  aubsldlarj   ai 

This  operation  agreement   is  to  be  canceled  bj    the  comp 

the  city  purchases  it   n it\   bo  requires     tl   I mpans   defaults 

uy  of  the  terrai   covering  thi    Consolidated   Bltuation,   tie 
lake  over  the  properties  and  operate  them,   payini 
pany  5  per  cent  on  th.-  purcha  i    prlci     it    thai   tlmi      lei   retaining 
all  tic  remaining  nel    receipts      in  case  the   '  nloil  Traction 

pany   fails   to  accept   Its   ordini the   Cits    Rallwas    is   aul 

used  t"  extend   its  lines  t..  the  north  and   west   sides   through  the 

Me    illlllll      Of      He        I  'hi. -age     City      lelill I      '   !<    II    |      i  I  I 

way  fails  i.i  accept    Iti    milium. i    ii..    i  rrnctlor  Company   is 

-  i/.e.i    I.,  extend    to   the   soul  h   side. 


Improvements  at  Covington,   Ky. 


Extensive  Improvements  are  bring  made    to    tin     powei 
lam  e  am!  tracks  "t  tin-  Smith  Covington  .v  Newport  St 

Railway  Compan     oi   Covington    Ky.     This  c pany's  lines 

connect  Covington  with  Cincinnati,  0.,  ami  with  Newport,  Ky 

I  hll  |ng      I  lie      past      sea  sun      Ille     emu  >„    ll.leil      Up 

waul      nl    |200,000   in    laying   new    rails  and    repairing   Its  ti 

ami  n  is  announced  will  spend  an  additional  1160,1 during 

I'm;      Especial   attention  Is  being  given  to  the  relayin 
lal  track  work.    Where  new  steel  is  necessary   96-pound 

rails     HI     60-fOOl      lengths     ale     Used.        The     traCh     iS     laid     III     coll 

.  -I  with  brick  be)  ween  <  hi      ills. 
The  improvement   ol   the  Newport   power  house  and  11 
equipment   includes  the  Installation  "i  ■  <  Curtl     turbine  unH 
of  2,260  k*   capacity,  two  I horsepowei  Stirling,  boilers  with 

up.  |  a  hi  levant   eeiiniunl/.ei  ,  JoneS  undei  I.  I  d      tot 

Wheelei  J-trlplex    motoi  driven     Wheeler 

Muii. in  drj  vacuum  pump,  and  a  watei  softener  ami  purl 

Additions  18  in   BO  (eel  ami  :::.  bj   60  (eel    reai lively, 

been  bum   in  the  engine  i t"  aocomi late  ■>  now 

■hi I   and    Ho     tin  bine   unit        Provision    I      mad.     im    the 

Installation  of  a  second  turbine  al   some  futu  - 


China    now    hS      a    inllwa\     i  OUl    9,000    miles 

or  ti  miles  are  in  >■■■  tnd  tie    re  I   undi  i  i  on 

.  10  mill      "in   ai..  -ii..        |  the 

Chinese  Imperial  Rallwi 
capital  'on 


92 


ELECTRIC     RAILWAY     REVIEW 


Vol.   XVII,    No.    3. 


TENDENCY    IN     DESIGN    OF    BOILER    PLANTS.* 


ELECTRIC     RAILWAY    PROGRESS    IN     KENTUCKY. 


i:v    A.  i:i:\!i  \  i.   M.   K. 


The  most  useful  suggestions  that  the  author  feels  he  can 
offer  concern  sonic  features  of  boiler  and  furnace  design. 

The  usual  boiler  does  the  largest  portion  of  its  work 
with  the  smaller  portion  of  its  surface;  the  horizontal  water- 
tube  type  provided  with  two  flame  plates,  ensuring  three 
passes  of  the  gases  across  the  tubes,  does  from  70  to  90  per 
cent  of  the  work  in  the  first  pass,  or  in  other  words,  with 
one-third  of  the  boiler  surface,  while  the  other  two-thirds,  or 
66  per  cent,  performs  only  from  10  to  30  per  cent,  and  this 
performance  applies  to  other  types  in  corresponding  measure. 
Thus  the  larger  proportion  of  the  investment  is  in  that  part 
of  the  apparatus  which  renders  but  little  service.  One  of  the 
reasons  why  the  boiler  surface  is  not  brought  into  more  act- 
ive service,  is  that  the  proportions  of  the  gas  passages  are 
such  that  the  natural  volume  of  the  gases  can  not  fill  them, 
therefore  many  corners  and  portions  of  the  passes  are  not 
filled  with  hot  gas,  because  the  pass  is  larger  than  the  mass 
of  gas  flowing  through.  Thus  the  work  is  performed  along  an 
exactly  defined  path  over  which  the  gas  naturally  flows,  the 
most  direct  one  from  the  furnace  to  the  chimney. 

For  this  reason  it  does  not  pay  to  use  a  large  boiler  as 
compared  to  a  small  one,  unless  with  the  larger,  provision  is 
made  for  as  good  utilization  of  the  surface  as  secured  with 
the  smaller  one.  For  example,  one  of  the  Heine  type  of  11 
tubes  high  is  approximately  of  the  same  capacity  as  one  of 
17  tubes  high  when  equipped  with  the  same  sized  grate,  be- 
cause the  magnitude  of  the  gas  volume  is  the  same  from 
each,  and  it  will  be  only  that  portion  of  the  surface  over 
which  this  gas  flows  that  will  absorb  heat,  and  the  distance 
from  the  entrance  to  the  exit  of  the  tube  surface  is  approxi- 
mately the  same  for  each.  Or  with  the  Babcock  &  Wilcox 
type,  as  much  work  could  be  obtained  with  a  boiler  16  feet 
long  as  now  baffled,  as  in  one  of  IS  feet,  with  the  result  of 
saving  not  only  a  small  amount  of  investment  required  for 
boiler,  but  a  large  amount  in  land  and  buildings. 

The  truth  of  the  foregoing  has  begun  to  be  realized,  and 
the  tendency  is  for  better  proportioning  of  gas  passes,  so 
arranged  as  to  ensure  the  use  of  a  larger  portion  of  the  boiler 
surface  than  under  present  practice.  For  illustration,  the 
performance  of  three  boilers  of  the  Heine  type  will  explain 
the  matter.  One  of  these  boilers  was  equipped  in  the  usual 
manner,  allowing  the  gas  to  flow  diagonally  across  the  tubes 
directly  to  the  exit,  while  with  the  others,  by  means  of  addi- 
tional baffles,  the  gas  flowed  twice  the  length  of  the  tube  sur- 
face in  one  case,  and  three  times  in  the  other,  all  three  boil- 
ers having  the  same  size  and  kind  of  grate.  The  relative 
performance   was   as   follows: 

Relative  work  performed 
— by  boilers — 

Amount  of 
Heine  steam  per 

Type  of  Boilers  Capacity  pound  of  coal 

With    single    flow    of    gas 1.00 1.00 

With    double   flow   of   gas 1.04 1.10 

With    triple   flow    of    gas 1.04 1.20 

This  emphasizes  the  importance  of  utilizing  as  much  of 
the  boiler  surface  as  possible. 

Up  to  a  certain  point  the  application  of  additional  baffling 
will  increase  the  capacity,  owing  to  the  fact  that  the  amount 
of  heat  absorbed  will  be  greater,  but  beyond  this  the  reduc- 
tion of  draft  due  to  the  more  restricted  passages,  will  be 
sufficient  to  result  in  a  decrease  in  capacity.  To  overcome 
this,  special  means  for  draft  production  are  justified,  and  it 
has  been  considered  possible,  by  means  of  proper  baffling  and 
a  combination  of  forced  and  induced  draft,  to  get  twice  the 
capacity  from  the  same  sized  boiler  as  now  obtained,  and  do 
so  with  no  loss  in  efficiency,  which  would  mean  a  saving  in 
investment  cost  of  one-half  the  boiler  plant,  land  and  build- 
ing, at  an  added  expense  only  of  draft  producing  apparatus. 

The  setting  for  boilers  is  something  which  is  now  having 
special  attention,  as  it  it  found  that  even  the  very  best  brick 
setting  is  very  leaky,  allowing  the  entrance  of  much  cold  air. 
As  a  remedy,  steel  jackets  and  reinforced  concrete  have  been 
used,  also  brick  settings  have  been  sealed  by  applying  a  tight 
cement  covering,  over  which  canvas  has  been  pasted  and  then 
painted. 

Requirements  for  good  furnace  performance  are,  that 
there  should  be  an  ample  combustion  chamber  located  be- 
tween the  grate  and  boiler,  in  which  combustion  shall  be 
enabled  to  continue  until  completed.  Also,  that  the  feed  of 
the  coal  shall  proceed  at  as  nearly  a  uniform  rate  as  possible, 
and  that  the  removal  of  ash  be  accomplished  with  a  minimum 
disturbance  of  the  fire. 

♦Read  before  the  Northwestern  Electrical  Association,  Chi- 
cago. January  IS,   1007. 


Although  the  state  of  Kentucky  has  not  as  yet  been  es- 
pecially active  in  the  initiation  of  electric  railway  projects, 
in  the  central  and  northern  part  of  the  state  the  electric 
railway  interests  are  now  awakening  to  the  new  oppor- 
tunities in  this  field  and  are  planning  many  improvements, 
to  keep  up  with  the  rapid  advances  along  industrial  and  com- 
mercial  lines. 

Many  of  the  street  railways  of  Kentucky  were  built 
when  power  house,  track  and  roadway  and  trolley  construc- 
tion had  not  attained  their  present  state  of  perfection  and 
since  their  inception  but  little  new  work  has  been  done  on 
them.  As  a  result  of  this  inaction,  since  Kentucky  has 
emerged  from  its  almot  lethargic  condition  the  railways 
have  proved  inadequate  to  care  for  the  new  travel.  The 
operating  companies  have  found  it  necessary  practically  to 
rebuild  their  city  lines  and  to  plan  interurban  railways  to 
accommodate  the  demands  made  by  the  residents  of  the 
rural  districts. 

This  is  especially  true  at  Lexington,  Louisville  and 
Covington,  the  three  leading  cities  of  the  state.  At  Lex- 
ington, which  is  located  in  the  center  of  the  productive  Blue 
Grass  territory,  a  system  of  interurban  railways  is  being 
built  that  bids  fair  to  compare  favorably  with  that  radiating 
from  any  other  city  of  the  middle  west.  The  Lexington  & 
Interurban  Railways  Company,  which  owns  or  controls  the 
city  railways  at  Lexington,  Frankfort  and  Winchester,  has 
three  interurban  railways  operating  out  of  Lexington  and 
is  contemplating  the  construction  of  new  ones  that  will  be 
operated  in  conjunction  with  the  existing  lines.  The  operat- 
ing lines  serve  the  cities  of  Paris,  located  19  miles  to  the 
northeast,  Georgetown,  located  14  miles  to  the  northwest, 
and  Versailles,  located  12  miles  to  the  west  of  Lexington. 

By  referring  to  a  map  of  Kentucky  it  will  be  noted  that 
exceptional  opportunities  are  presented  by  the  cities  located 
within  a  radius  of  30  miles  from  Lexington  for  the  develop- 
ment of  a  compact  system  of  interurban  railways.  Grading 
for  a  line  to  Frankfort,  the  state  capital,  has  practically 
been  completed.  This  line,  which  will  be  about  30  miles  long, 
will  be  in  operation  during  the  coming  summer.  The  right 
of  way  for  a  Hue  to  Winchester,  a  distance  of  16  miles 
to  the  east,  has  been  secured  and  it  is  expected  that  its  con- 
struction will  begin  during  the  year.  Other  interurban 
projects  under  consideration  by  the  company  are  lines  to 
Richmond  and  Nicholasville,  which  are  located  to  the  south- 
east and  southwest,  respectively,  from  Lexington. 

Heretofore  the  Lexington  &  Interurban  Railways  Com- 
pany has  not  paid  especial  attention  to  the  development  of 
its  power  stations  and  car  houses  nor  to  the  remodeling  of 
its  city  tracks  but  it  is  announced  that  these  are  to  be 
rebuilt  at  an  early  date. 

At  Louisville  and  Covington  the  operating  companies 
are  making  many  improvements  in  city  and  interurban  prop- 
erties which  will  better  enable  them  to  care  for  the  in- 
creasing traffic.  At  Somerset  a  new  street  railway  has 
been  constructed  by  the  Somerset  Railway  &  Light  Com- 
pany. Cars  began  operating  on  this  line  on  January  1.  At 
Bowling  Green  a  new  power  house  is  to  be  built  for  railway 
and  lighting  purposes,  the  city  tracks  are  to  be  repaired  and 
extended  and  it  is  projected  to  build  an  interurban  railway 
to  several  of  the  nearby  towns. 


The  Boston  &  Montana  Mining  Company,  of  Butte,  Mont., 
has  contracted  for  five  electric  locomotives  and  a  complete 
underground  haulage  system.  The  engines  will  cost  about 
$2,000  each  and  are  to  be  delivered  in  ninety  days.  They 
will  be  of  the  Baldwin  pattern  with  Westinghouse  equip- 
ment. The  installation  of  these  engines  and  proper  electrical 
appliances  to  operate  them  will  do  away  with  the  present 
system  of  tramming.  When  the  Boston  &  Montana  began 
operations  men  were  employed  to  do  the  tramming,  but 
eventually    horses    were   substituted   and   are   now   in    use 


January  19,  1907. 


ELECTRIC     RAILWAY     REVIEW 


S>3 


News  of  the  Week 


Chicago  Traction  Situation. 
The  Chicago  traction  ordinances  were  reported  to  the  city 
council  by  the  local  transportation  committee  at  the  meeting  on 
January  13.  and  according  to  the  Foreman  resolution  adopted  at 
that  meeting,  they  cannot  be  passed  until  after  February  -.  The 
city  officials  are  to  circulate  a  petition  asking  the  board  of  elec- 
tion commissioners  to  place  upon  the  ballots  at  the  April  election 
the  question  of  public  policy  as  to  whether  the  pending  ordinances 
granting  an  indeterminate  license  to  the  Chicago  City  Railway 
Company  and  the  Chicago  Union  Traction  Company  shall  be 
passed.  If  tli'-  petition  does  not  receive  the  signature  of  one- 
fourth  of  the  registered  voters  of  the  city,  or  S6.000  names,  before 
February  2.  it  will  be  taken  for  granted  that  the  people  approve 
the  measures.  If  the  required  number  of  signatures  to  the  peti- 
tion is  secured  the  plan  is  to  pass  the  ordinances  at  once,  with 
a  provision  making  their  validity  conditional  on  the  approval  of 
the  voters  as   Indicated  by  the  referendum  vote. 

At   a  meeting  of  the  committee  on  January  11  the  mayor  de- 
manded   that   the   amount    to    be    expended   by   the   companies   for 
bllitation    be    limited    so    as   to    bring    the    total    value    of    the 
including  the   cost   of   reconstruction,   below   $75,000,000, 
the  amount  the  city  Is  empowered  to  expend  to  secure  municipal 
ship. 
As    the   value   of   the    properties    has   been    fixed   at   J50. 000.000 
and    the    cost    of    reconstruction    is    estimated    at    from    J40.000.000 
to   150,000.000   the   mayor  thought   that  the   possibilities   of  munici- 
pal ownership  were  fading  into  the  dim  distance.     He  also  desired 
a    provision    guarant*  eing    that    the    city's    percentage    of    the    net 
ts  should  amount  to  a  certain  |  if  the  gross  earnings. 

Both    plans    were    voted    down    by    the    committee. 

The  Referendum  League  In  connection  with  other  civic  and 
municipal  ownership  organization  on  January  11  began  circulat- 
ing a  referendum  petition  which  combined  the  question  of  repealing 
the  Sunday  closing  laws  with  the  traction  question  on  the  same 
ballot.  The  mayor  stated  that  while  he  did  not  approve  of  this 
confusion  of  issues,  he  would  be  guided  by  the  result  of  the  vote  if 
sufficient   names  were  secured. 

At  the  meeting  of  the  committee  on  January  n  it  was  de- 
cided to  report  the  ordinances,  an  abstract  of  which  appears  on 
another  page  of  this  Issue.  Attorney  Fisher  announced  the  names 
of  the  five  trustees  who  are  to  reorganize  the  Union  Traction 
and  its  subsidiary  companies  under  the  name  of  the  Chicago 
Railways  Company,  as  follows:  Charles  G  Dawes.  A.  A.  Sprague. 
Chauncey  Keep,  Charles  H.  Hubbard  and  A.  C.  Bartlett  Mayor 
Dunne    off-  solution    providing   for   a    referendum    petition 

and  providing  that  if  the  required  number  signed  the  petition  no 
action  should  be  taken  on  the  ordinances  until  after  the  election. 
The  resolution  was  voted  down.  Alderman  Foreman  then  Intro- 
'utlon  before  mentioned.  At  the  meeting  of  the 
•wing  night  the  ordinances  were  introduced.  The 
Foreman  resolution  was  adopted  after  a  sharp  debate  by  a  vote 
of  55  to  12.  which  Indicates  sufficient  strength  In  the  council  to 
pass  the  ordinances  over  the  mayor's  veto  if  necessary.  One  hun- 
dred thousand  copies  of  the  petition  were  ordered  printed  and 
circulated. 

The   matter  will   therefore   He   In   abeyance   until   the   result   of 
the  petition  Is  ascertained,  although  the  radical  element  will  prob- 
ably   carry    on    an    active    campaign    for    the    adoption    of   various 
amendments  by  the  council  before  the  measures  are  finally  pa 
Mayor   Dunne  on   January   17   came  out  with   an   announcement  of 

ndldacy  for  re-election   with   the   traction   Issue  as   his 
form,    advocating    amendmentl    authorizing   the    issue    of   at    least 
Mueller    certificates;    guaranteeing    that    the 
profits   shall    not    fall    t ».  i  ,in   per  cent   of   the   gross 

ts;    giving  the    right    t'j    t&ki 

hmlnatliik'  'fit   when 

Cleveland    Traction     Developments. 

•  i  -in  Jan  i 
7.   ho.  ave- 

Itall- 

negot.  the 

ir   Johnaoi 
leaae  l 

tral    a 

' 

pany 

Pany  inme 

i.iy,    I.    r  , 
paying 
value    of    I 

••i    President    A 
vnlunt  :itr„l 

av*nue   and 

property 
or    bn  .i  right     al 

parties   coi 

■.rnlrig    Jnnuin  of    the 


Cleveland  Electric  and  President  Du  Pont  of  the  Municipal  com- 
pany met  ard  agreed  upon  a  thirty-day  armistice,  during 
neither  side  should  take  any  action  on  the  offensive;  the  injunc- 
tions restraining  the  operation  of  Forest  City  cars  should  be  lifted' 
proceedings  in  various  suits  brought  by  the  Cleveland  Electric' 
particularly    the    "financial    Int.  -Mould    be     postponed 

a"d  '  should  do  no  construction   work.      i 

ment  was  ratified  at  an  informal  meeting  of  the  coimcil  that  after- 
noon, as  was  the  Cleveland   Electric's  pi 

tral   and   Quincy   lines.      A   resolution   was   al-  roving 

the    proposition   of   the   Clei   land    Electric    company    to   submit    to 
the   determination    of   A.    B.    Du    Tont   and   D.   J.    Davie- 
of   the   Cleveland   Electric   company,    the   question   of  the   compen- 
sation  to   be   paid    to   the   city   by  the  company   for   its   occupancy 
of    Quincy    avenue    and    Central    Btreets    since   March,    1905.      The 

rman   of  the  street  ra  ,  ,s   authorised   to  in- 

troduce such  a  resolution  into  the  council  for  its  official  action 
Another  resolution  was  adopted  stating  that  it  was  the  sen-,-  of 
the  meeting  that  an  Immediate  settlement  of  the  whole 
railway  situation  would  give  to  all  the  people  of  Cleveland  the 
benefits  of  low  fare,  and  recommending  to  the  Cleveland  Electric 
company.  |s   of  such  a  settlement,   the   immediate  consid- 

erfUl"     '  leasing   proposition   of   the   Municipal    company    as 

embodying  the  thus  far  mail,,  for  li(.;llin6.  n„. 

hensiv.ly  with  the  entire  question.  The  company  was  requested 
to  inform  the  council  at  its  next  meeting  Of  its  attitude  to  the 
suggestion   or  of  any   other   plan    it   mlghl  to   submit 

On    the    morning   of   January    U.    tl„     For. 
the  Public   Sq  a,„i   the  Cleveland    I 

trie  cars   m  Quincy  td   Central  stre  t   were  also  opi 

at  a   three 

At    the  council   meeting  on   Monday.   January    14     the    resolu- 
tions approving  the   plan   for  determlnlni  ipensatlon 
paid  to  the  city  by  n |,                      :.n.l  recommending  the  hold- 
ing company  plan,   were   formally  adopt 

A    communication    was    received    from    the    Cleveland    Electric 
company    stating    Its    willingness    to    consider    the    leasing    proposi- 
After   stating    that    the    offer   of   the    company   to   acce 
lose  on   the  basis  of  seven   tickets  for  a   quarter  and   a 

nansfers  is  still  open,  the  letter  says  that  in  the  judgment 
of   the  compam  tem   cannot   be   operated   at   a    less    rate   of 

fare  with  transfers,  properly  maintaining   the  property  and  giving 
service  as  the  public  has  a  right  to  demand.     The  compans 
also   says   it  would   be  glad   to    I  imposition  ,i    to  a 

vote  of  the  people.     In  regard  to  the  holding   plan 

"The  company,  however,  realises  tin-  existence  of  a  general 
public  sentiment  in  favor  of  tin  settlement  ,,,  the  long  drawn  out 
controversy  on   tie    subject  of   I  v8  ,n 

nd   If.  in  your  judgment,   it   Is  n.'i    h public  Int. 

to  se"e   '  ttog     to     this 

upon    the   lines   aboi  d    ,,,.    we  ai  urse    wlllin 

consi.i  Itlons   or   si 

w<     understand    the   action    of   your   body    lasl    I 

wish    that  we  do   so.   this   company   will    a.  con. 

sideration   t..  a    pr sin,,,,   f"i    a    lease  "f   it  and   fran- 

chises to  some  '  i  any.   tog.  . 

to    purchase,   and   to   this  end   our  president   will   be  glad 
with    Mr.    Du    Pont." 

The   communication    i  red    to   thi  llwaj    com 

in  its  offer  t"  eland  Electric  property  the  Mtunlo- 

161    as 

"»'  -'1'i'f  d      The  full  .1.  . 

..plained    I. 
lng    company    shall    consist    of    pub)  u  |„,     Bhaj| 

represent   the    Interests   ol 
who  Bl  nterest  In   the  . 

to  re-  of  ti„.  Cleveland    Electric  bo  tl 

tual  valui 

"i,     that     amount     plus    one-ninth,     win,  ..„     f,„.     „,,,. 

i     lie.      n 

ding     ,'",,,;. 

Tl l.i   '•',„,,  la  . 

under  whl  .,,.,,   in 

of    default    by    tie-    leasing    oomp 

Hill   to   Permit   City   R.nlway   Companies  to  Own   Interurban.. 

of    th.     Nebraska    lea 

Ibtted. 
Bill    to   Provide   Veitlbulm.     A     It     Parker,    of    !■',  ln(1 

,,a"    "  ■     Mil     I. 

..f   theh    oars   win, 

It,      I"  tW.et,     April     S 
I  ...     1U 

Wafle.    for     I  ployM.      Tl"      I:  .      „f 

-'■I     , 

WW    ■■■••••Ivo    full 

Mayor   A.kt    for    Municipal    Low-Fare    Railway        i 

'    i»   "hi.  b   i amended 

in. I.  r    II,' 

Hon  ..f  n.-m  .1.,  .  |    ,..  op, ,.,,,.  ..,,„, 


94 


ELECTRIC     RAILWAY     REVIEW 


Vol.   XVII,    No.    3. 


every  passengei  may  be  provided  with  a  seat  and  that  passengers 
,1. -siring  transportation  shall  not  have  to  wait  more  than  Ave 
minutes   for  a   cai 

Interurban  to  Carry  Mail.— The  Eloomington  Pontiac  &  Joliet 
Electric  Railway  has  been  awarded  a  contract  for  the  carrying  of 
United  States  mail  on  its  line  between  Dwight  and  Odell.  Ill 
Under  the  new  arrangement  It  is  said  that  Chicago  mail  will 
arrive  at  Odell  at  7  a.  m..  instead  of  at  noon  as  at  present. 

Central  Passenger  Association  Lines  May  Interchange  with 
Electrics.— Th.-  members  of  the  Central  Passenger  Association  at 
a  recent  meeting  agreed  to  withdraw  the  understanding  which  has 
prevailed  for  some  time;  that  the  steam  roads  were  not  to  make 
prorating  arrangements  with  the  electrics.  This  leaves  each 
steam  line   free   to   make   such   arrangements   as   It   may   desire. 

Development  of  the  Chicago  Edison  &  Commonwealth  Electric 
Systems. — At  the  annual  meeting  of  the  electrical  section  of  the 
Western  Society  of  Engineers  held  on  January  11,  Mr.  Ernest  F. 
Smith,  superintendent  of  substations  for  these  companies,  delivered 
an  interesting  address  on  the  development  and  operation  of  the 
large  transmission  and  eonversion  system  of  the  Chicago  Edison 
and  Commonwealth  Electric  companies. 

International  Tramway  Union.— Mr.  P.  Serstevens.  secretary 
general  of  the  Union  Internationale  de  Tramways  et  de  Chemins 
de  Fer  d'lnteret  Loeal.  announces  that  the  International  Tram- 
way Union  will  publish  early  in  February  a  detailed  account  of 
the  proceedings  of  the  congress  of  the  Union  held  at  Milan  in 
September  last.  This  publication  will  appear  in  French  and  Ger- 
man and  will  comprise  about  400  pages,  folio.  The  report  will 
be  sent  to  all  members  of   the  association. 

Electric  Railways  and  Municipalities. — The  address  of  Hon. 
Henry  J.  Booth,  Columbus,  O..  on  "The  Electric  Railway  and  the 
Municipality,"  which  was  delivered  at  the  annual  banquet  of  the 
American  Street  and  Interurban  Railway  Association  on  the 
occasion  of  the  Columbus  convention,  has  been  reprinted  in 
pamphlet  form  and  is  being  distributed  by  Secretary  Bernard  V. 
Swenson.  The  address  was  published  in  the  daily  edition  of  the 
Electric    Railway    Review    on    October    20,    1906. 

Springfield  Consolidated  Railway  Increases  Wages.— The  Spring- 
field Consolidated  Railway  Company,  of  Springfield,  111.,  recently 
announced  an  increase  of  wages  for  its  motormen  and  conductors 
who  have  been  in  the  company's  service  for  two  years  from  IS  to 
19  cents  an  hour.  The  company  had  previously  adopted  the  plan 
of  giving  a  uniform  free  every  year  to  each  man  who  has  been 
in  its  employ  for  five  years,  and  a  uniform  and  an  overcoat  to  each 
man  who  has  been  with  the  company  for  ten  years. 

Increased  Service  on  the  Illinois  Traction  System.— The  Illinois 
Traction  Company  will  put  into  effect  on  February  1  a  new  sched- 
ule between  Springfield  and  East  St.  Louis,  adding  four  limited 
cars.  Limited  cars  will  leave  each  terminal  every  two  hours,  from 
6  a.  m.  to  S  p.  m.  The  cars  leaving  Springfield  at  6  a.  m.,  10  a.  m.. 
2  p.  m.,  and  6  p.  m.,  are  the  regular  "Corn  Belt  Limited"  cars, 
with  buffet  service.  The  time  consumed  between  Springfield  and 
East  St. 'Louis,  near  the  Eads  bridge,  is  3  hours  and  30  minutes. 
The  new  schedule  is  made  necessary  by  the  constantly  increasing 
traffic. 

Interstate  Interurban  Association. — The  annual  meeting  of  the 
Interstate  Interurban  Association,  composed  of  representatives  of 
the  electric  railways  in  Illinois  and  Wisconsin,  was  held  on  Jan- 
uary 7  at  Wheaton.  111.,  where  the  members  were  the  guests  of 
the"  Aurora  Elgin  &  Chicago  Railway  Company.  L.  E.  Fisher, 
general  manager  Illinois  Traction  Company,  Danville,  HI.,  was 
elected  president  of  the  association,  and  C.  E.  Flenner,  auditor 
Aurora  Elgin  &  Chicago  Railway,  Wheaton,  III,  was  chosen  sec- 
retary. 

Portland  Mutual  Benefit  Association — The  employes  of  the  Port- 
land (Ore.)  Railway  Light  &  Power  Company  recently  organized  a 
mutual  benefit  association,  with  about  400  members,  under  the 
name  of  the  Brotherhood  of  Electric  Railway  Employes  of  the  Port- 
land Railway  Light  &  Power  Company.  The  constitution  provides 
for  sick  and  death  benefits.  The  company  will  soon  begin  the  con- 
struction of  four  clubhouses  in  various  parts  of  the  city,  which  will 
be  used  as  meeting  places  fcr  the  association.  General  Manager 
F.  I.  Fuller,  of  the  company,  is  ex-officio  president  of  the  organiza- 
tion and  Treasurer  S.  G.  Reed  is  treasurer. 

Boston  &  Worcester  Asks  Freight  Rights.— Having  secured 
local  permits  to  do  a  freight  and  baggage  business  over  its  lines 
in  Newton,  Marlboro,  Wellesley.  Natick,  Framingham.  Westboro, 
Shrewsbury,  Northboro,  Southboro  and  Hudson,  Mass..  the  Boston 
&  Worcester  Street  Railway  has  petitioned  the  state  railroad  com- 
missioners for  approval.  The  company  has  several  freight  cars 
ready  for  operation,  and  it  wishes  to  carry  newspapers,  agricul- 
tural products,  baggage  and  all  the  usual  classes  of  light  freight 
and  express  matter,  excepting  explosives.  It  agrees  not  to  let 
the  freight  business  interfere  with   its   passenger  service. 

Meeting  of  American  Institute  of  Electrical  Engineers. — The 
annual  meeting  of  the  American  Institute  of  Electrical  Engi- 
neers will  be  held  in  the  auditorium  of  the  Engineers'  build- 
ing. 33  West  Thirty-ninth  street.  New  York,  on  Friday,  Janu- 
ary 25,  1H07,  beginning  at  8:15  p.  m.  Messrs.  Lewis  B.  Stillwell  and 
Henry  St.  Clair  Putnam,  consulting  engineers,  of  New  York,  will 
-i  on  "Substitution  of  the  Electric  Motor  for  the 
Steam  Locomotive."  The  paper  will  include:  1.  Presentation  of 
certain  facts  established  by  experience  in  the  operation  of  elevated, 
subway  and  interurban  lines  by  electricity.  2.  Discussion  of  com- 
parative cost  of  operation  by  steam  and  electricity  applied  to  rail- 
ways in  operation,  and  including  both  passenger  ami  freight  service. 


::.  The  Importance  of  standardizing  electric  railway  practice.  4. 
The  question  of  frequency  in  the  operation  of  railways  by  alter- 
nating current.  Members  of  the  American  Society  of  Civil  Engi- 
neers, the  American  Institute  of  Mining  Engineers,  the  American 
Society  of  Mechanical  Engineers,  the  New  York  Railroad  Club  and 
the  Transportation  Club  have  been  invited   to  attend. 

Want  Speed  Limit  Raised.— President  George  T.  Dunlop  of  the 
Capital  Traction  Company  and  Vice-President  George  H.  Harries, 
of  the  Washington  Railway  >t  Electric  Company.  Washington,  ]  ■ 
have  jointly  sent  a  letter  to  the  commissioners  of  the  District  of 
Columbia  asking  that  the  police  regulations  be  amended  to  allow 
street  cars  to  be  operated  at  the  rate  of  15  miles  an  hour  within 
the  city  limits  and  20  miles  outside  of  the  city.  The  law  now  re- 
stricts the  speed  to  12  and  15  miles  an  hour.  The  request  states 
that  it  is  not  desired  to  increase  the  running  time  between  terminals 
but  to  prevent  the  arrest  of  motormen  for  occasional  burst-  ol 
speed. 

Green  Bay  Traction  Company  Building  New  Pavilion. — The 
Green  Bay  (Wis.)  Traction  Company  has  nearly  all  of  the  mate- 
rial on  the  ground  for  a  mammoth  new  pavilion  to  be  erected  at 
its  amusement  resort  at  Ridge  Point,  Wis.  The  piling  has  already 
been  driven  at  the  river  bank  and  active  building  operations  will 
be  started  as  early  as  possible  in  the  spring  so  that  the  structure 
will  be  in  readiness  for  the  pleasure  seekers  early  in  the  season. 
The  new  building  will  be  75  feet  wide  and  124  feet  long,  includ- 
ing porches,  and  will  contain  a  dance  floor  50  by  100  feet,  as  well 
as  a  stage.  The  old  pavilion  will  be  allowed  to  stand  and  will 
be   used   for   private   parties   and   various   entertainments. 

Prizes  for  Employes'  Hours  of  Service. — Pursuant  to  a  cus- 
tom inaugurated  several  years  ago,  the  Nashville  Railway  &  Light 
Company  has  awarded  cash  prizes  to  its  motormen  and  conductors 
whose  names  have  been  placed  on  the  "honor  roll"  of  the  com- 
pany, which  is  based  upon  the  number  of  hours  the  men  have 
worked  during  the  year.  The  prizes  range  in  amounts  from  $5.0u 
to  $50.  The  winner  of  the  first  prize  for  motormen,  $50.  had 
worked  5.502  hours.  The  second  and  third  prizes  were  $4"  and 
$25.  respectively.  Ten-dollar  prizes  were  also  awarded  to  all 
motormen  who  had  made  an  average  of  10  hours  a  day  or  over 
and  five-dollar  prizes  to  those  making  an  average  of  nine  hours 
and  over.  Similar  prizes  were  awarded  to  the  conductors  on  the 
same  basis.  Of  the  conductors  the  winner  of  the  first  prize  had 
worked   5.260    hours. 

Indiana  Engineering  Society. — The  twenty-seventh  convention 
of  the  Indiana  Engineering  Society  was  held  at  the  Commercial 
Club.  Indianapolis,  on  January  17.  18  and  19.  The  program  in- 
cluded several  papers  discussing  railway  subjects,  among  which 
were   the  following: 

Engineering  of  Interurban  Railway  Construction.  Robert  P. 
Woods,    Indianapolis,    Ind. 

Report  of  Committee  on  Electric  Railways.  J.  P.  Moore.  In- 
dianapolis.  Ind. 

Paving  Between  Street  Car  Tracks  and  Rails.  B.  J.  T.  Jeup, 
Indianapolis.   Ind. 

The  Work  of  the  State  Railroad  Commission.     Union  B.   Hunt. 

Advantages  of  Electric  Inspection.  F.  R.  Daniel,  Indianap- 
olis,  Ind. 

Electric   Car  Braking.     Prof.   H.    T.   Plumb,    Lafayette,   Ind. 

Improvement  of  Big  Island  Park  by  the  Twin  City  Rapid  Tran- 
sit Company. — The  Twin  City  Rapid  Transit  Company,  of  Minne- 
apolis, has  announced  elaborate  plans  for  the  improvement  of  Big 
Island  Park,  on  Lake  Minnetonka,  which  it  is  expected  will  be 
ready  for  formal  opening  on  Decoration  Day.  Big  Island  Park 
contains  65  acres,  which  will  be  converted  by  landscape  artists 
into  a  beautiful  picnic  ground  and  amusement  resort.  Besides  the 
usual  amusement  features,  such  as  a  roller  coaster,  merry-go- 
round,  etc.,  a  large  casino  seating  1,500  persons  will  be  erected, 
and  excellent  band  concerts  are  to  be  offered.  A  large  dancing  pa- 
vilion, an  electrically-lighted  tower  200  feet  high,  and  four  kitchens 
with  fires  maintained  by  the  company  for  picnic  purposes  are  also 
included.  The  architecture  of  the  buildings  is  to  be  of  the  Spanish 
mission  style.  A  large  force  of  workmen  is  now  engaged  on  the 
improvements.  Three  large  ferry  boats,  with  a  capacity  for  1,000 
passengers  each,  will  be  operated  on  Lake  Minnetonka,  with  three 
excursion  boats  and  six  express  boats  to  accommodate  the  cot- 
tage resorts  on  the  lake. 

Annual      Meeting      of      American      Forestry      Association. — The 

American  Forestry  Association  held  its  annual  meeting  at  Wash- 
ington. D.  C,  on  January  9.  The  report  of  the  board  of  dir 
described  the  progress  of  forestry — national,  state,  and  private — 
during  the  preceding  year,  and  recorded  the  growth  made  by  the 
association.  It  was  brought  out  that  in  the  entire  history  of 
the  forest  movement  the  year  1906  has  been  the  most  notable, 
especially  in  the  very  rapid  expansion  of  national  forest  work, 
in  the  increased  activity  of  states  in  forestry,  in  advantageous 
forest  legislation,  in  the  strengthening  of  forest  education,  and 
in  the  increase,  both  of  membership  and  in  activity,  of  the  Ameri- 
can Forestry  Association.  During  the  year  the  association  had 
again  given  special  attention  to  the  promotion  of  legislation,  look- 
ing to  the  establishment  of  national  forest  reserves  in  the  White 
Mountains  and  the  Southern  Appalachians.  The  promotion  of 
legislation  for  the  establishment  of  a  wood-testing  laboratory  in 
connection  with  the  Forest  Service  was  also  strongly  recom- 
mended in  the  report.  Interesting  addresses  were  given  by  Dr 
Edward  Everett  Hale  on  the  need  of  forest  preservation;  by  J 
B.  Blades,  of  New  Bern,  N.  C,  voicing  the  strong  desire  of  thi 
people  of  his  section  for  the  Southern  Appalachian  Forest  Reserve; 


January   IS 


ELECTRIC     RAILWAY     REVIEW 


51.) 


by  Pof.  Henry  S.  Graves,  director  Of  the  Yale  For-stry  School,  on 
the  progress  of  forest  education;  by  Enos  A  Mill*  of  Colorado, 
on  the  marked  change  in  sentiment  in  favor  of  the  forest  reserves 
by  the  people  of  the  west  upon  a  better  acquaintance  with  their 
purposes  and  administration,  and  by  George  K.  Smith,  secretary 
of  the  National  Lumber  Manufacturers'  Association,  on  the  co- 
operation in  forest  work  by  the  lumber  associations. 

International  Exposition  of  Safety  Devices. — Space  is  now 
being  assigned  for  the  exhibits  of  the  first  International  Exposition 
of  Safety  Devices,  to  be  held  at  the  American  Museum  of  Natural 
History  New  York  City,  beginning  January  29.  1907.  and  contin- 
uing two  weeks.  The  exhibits  will  include  safety  devices  for  wood 
and  metal-working  machinery;  ^tamping,  grinding  and  polishing 
machines:  safeguards  for  boilers,  elevators,  windlasses,  cranes  and 
hoisting  machinery:  textiles  and  building  trades:  safety  lamps  and 
explosives;  quarrying  and  agriculture;  chemical  industries,  safety 
from  Are;  railway  and  trolley  safety.  It  is  earnestly  desired  that 
all  those  wishing  to  exhibit  safety  devices  in  any  of  the  above 
classes  should  apply  at  once  to  W.  H.  Tolman.  director.  2s7  Fourth 
avenue.  New  York,  for  space.  The  object  of  this  exposition  is  to 
awaken  the  American  public  to  the  necessity  of  doing  something 
to  lessen  the  causes  of  accidents  to  American  life  and  labor  by 
means  of  a  permanent  Museum  of  Safety  Devices,  where  all 
problems  of  safeguarding  life  and  limb  can  be  studied  in  their 
working  details.     There  will  be  no  charge  for  space. 

Bill  to  Reoulate  Street  Railways  in  District  of  Columbia — 
Representative  William  B.  Madden,  of  Illinois,  has 
Introduced  In  Congress  a  hill  providing  that  every  street  railroad 
operating  in  the  District  of  Columbia  shall  give  free  continuous 
transfers  good  on  all  intersecting  lines  to  all  points  within  the 
District;    shall    •  ceta    for  a  dollar  good  for  a  ride  to  any 

point  In  the  District,  and  shall  run  cars  at  least  every  five  min- 
utes between  •'.  a.  m.  and  1  a.  m..  and  every  thirty  minutes  be- 
between  1  a.  m.  and  6  a.  m..  on  all  lines  within  the  District.  The 
question    of    universal    transfers    ws  d    by   officers   of   the 

Capital    Traction    Company   and   the    Washington   Railway    &    Elec- 
■  'ompany   at   a    hearing   before   the    District  Commissioners   on 
January'  11.     Vlce-Pfesident  George  11.   Harries,  of  the  latter  com- 
pany,   said   that    in    no   city   in   the   United    States   Is   there  a   unl- 
m    that   enables    passengers    to    use    the    lines 
of  two  distinct  companies  on  a  transfer  issued  by  either  company. 
President    George    T.    Dunlop.    of    the    Capital    Traction    Company, 
'he  plan  would  open  the  way  to  great  abuse  of  the   transfer 
lege  and    that   the   stockholders   would   suffer  thereby. 

Number  of   Cars    Entering    Indianapolis   In   1906.— The   Indianap- 
mpany    made    its    annual    settlement 
with    the    city    of    Indianapolis    on    J  for    the    use    of    the 

Interurban  trai  ks       The   com- 

:   cents  for  each  round   trip  made  by  an   lnter- 
car.     The  rep"  ■und  trips 
I  iQt  made   by  the   various  com 
ion    Traction    ■ 

Monde   dh  udon    - 

it    .livlslon     7.894 



An 

■  incinnati   Traction   Company — 

i    

:.:iog% 
v406 



I.us    &    Southern '  :i89>4 



i 

87.730% 

■  napoll*   a 

1 1   trips    in 
was    ■ 

'531.- 
WM>. 

Annual    Meeting    Central    Electric    Railway    Association 

will 
\    list 

W     ii     Evan  .lis. 

•-rram   will 


Construction  News 


FRANCHISES. 


werr:' 
Ing  » 


Annapolis,  Md. — Franchises  to  build  an  electric  railway  in  An- 
napolis have  been  granted  to  the  Washington  Baltimore  A  Annap- 
ilway.  the  Maryland  Electric  Railroad  and  the  Annap- 
olis Short  Line,  which  embody  the  following  provisions:  The 
pany  shall  be  required  to  pay  a  tax  of  35  cents  per  foot  of  I 
ears  shall  be  limited  to  40  feet  in  length,  run  at  intervals  of  16 
minutes  and  at  a  speed  of  not  over  10  miles  an  hour,  and  the 
road  shall  be  in  operation   by   July  1.    1908. 

Chattanooga,  Tenn.— S.  W.  Devine  has  been  granted  a  fran- 
chise for  an  Interurban  electric  road  which  he  proposes  to  build 
from  this  city  to  Chickamauga.  Catoosa  Springs.  Crawfish  Springs. 
Lafayette.  Spring  Place  and  other  points  In  Georgia  It  is  stated 
that  he  is  backed  by  eastern  capitalists  and  that  work  will  he 
started   in    the  near  future. 

Columbia,  Tenn. — Horace  Rainey,  of  Columbia,  representing  a 
company  of  Maury  county  capitalists,  has  applied  for  a  fran- 
chise  for   an  electric  railway  from   Columbia  to  Mt.   Pleasant. 

Darlington,  Wis.- -The  Dubuque-Madison  Electric  Raih 
which  will  serve  the  lead  and  zinc  mining  districts  of  Wisconsin 
lias  applied  for  a  franchise  in  this  city.  A.  I..  Dewar.  Chicago, 
president;  J.  C  Winship.  Chicago,  first  vice-president;  C.  W.  Tos- 
tevin.  secretary  and  treasurer;  W.  H.  Winter,  general  manager; 
P.  II.  Conley,  general  counsel.  William  C.  Newberry,  Winnetka, 
111..  Is  also  interested. 

Dayton.    O. — The    city   council    has   granted    The    City   Rail.' 
a    franchise   for  extensions   on    various   streets   of   the   city.     T.    E. 
Howell,    superintendent. 

Duluth.     Minn.  -The     Northern     Traction    Company    has    asked 
for  a  franchise  to  build  and  operate  an  electric  railway  on  certain 
county    highways   on    the   Mesaba   range.      President   R.    F.    B' 
rlibbing,    Minn,    states    that    grading  idy    been    start 

e  from   Bibbing  to  Virginia.  Minn. 

Enid.  Okla.— C.  H.  Bosler.  Dayton.  O..  has  been  granted  a 
franchise  to  build  an  electric  railway  In  Enid.  By  the  provisions 
of   the   franchise   work   is    to  he   started    in    10  days  and    four   miles 

ack  shall  be  completed  In  six  montl  ma- 

terial   on    hand    at    Tulsa.    I.    '1'..    where    Mr     Bo 
an  electric  line,  it  Is  stated,   will  he  shipped   to   Enid.     A     • 
for  J20.000  has  been  deposited  as  a  guarantee   that    th 
will  be  built. 

Hammond,    Ind. — It   Is   stated    that   the   Calumet    i 

la   about  to  apply  to   the  city  council   for   a    i; 
ad  its  line  from  a  point  Just  west  of  Robe]    to   Hammond. 

Kansas  City.   Mo. — A  franchise  has  been  granted  to  !!.• 
n    Street   Railway  for  a   line  on   Twenty-fourth 
to 

Lincoln,   Neb.— Th-  Hallway  has  1.. 

chise   for  extending   Its  lines   into   the   north 

Ity. 

Manitou.   Colo.— Franclo  (or  a   strc'  In   Manl- 

tou.    I  to  Crystal    I'ark.    have  been   granted    to   W 

d  vndi- 

.  ing    the    project       The     ro 

BUSl     he    COmpIl  I  put    111    opei 

withi:  ■  life  or 

win  utl- 

m    line 

summit 

I    from    the    I    i  I  Com- 

Norman,  Okla 

Eta    a  ay. 
North    Birmingham.    Ala. — T 

if    Twenty-ninth   and 
North     Yakima,     Wash. 

Oakland,  Cal. — Tl 
Richmond,  Cal. —  \ 
Rochester,    in 

St.    Charlet,    III.— 


96 


ELECTRIC     RAILWAY     REVIEW 


Vol.   XVII.    No.   3. 


Fifth    street   viaduct,   the   Chicago   Great   Western   Railway   to   pay 
the  other  two-thirds. 

San    Diego,    Cal.— The    East    Side    Railway    has    applied    for    a 
on     iil    Cajon    avenue     or     University    boulevard     from 
Thirtieth   street   to  the  east  line  of  the  city  limits. 

San  Luis  Obispo,  Cal. — The  board  of  supervisors  has  granted 
a  franchise  to  J.  L.  Beckett  to  construct  an  electric  railway  in 
San  Luis  Obispo  county. 

Schenectady,    N.    Y. — A   special   committee    of   the   city   council 

mi]. roved   eight  of  the  twelve  franchise  grants'  applied  for   by 

the  Scherj   otadj    Railway  last  October.     Several  restrictions  in  the 

r  reduced  fares  and  improvements  to  streets  are  included  in 

the  report. 

South  Bend,  Ind. — A  franchise  has  been  granted  to  the  Goshen 
South  Bend  &  Chicago  Railroad  for  a  line  through  St.  Joseph 
county. 

Springfield,   III.— The  Coal   Belt  Electric  Railroad  Company  has 
been  granted  by   the  state  board  of  railroad  and  warehouse  com- 
missioners permission  to  construct  a  grade  crossing  with  the  1111- 
l  v-ntral    line   at   Herrin.   111.,    to   be   protected   by   interlocking 
switch. 

Toronto  Railway. — Manager  J.  R.  Fleming  is  quoted  as  saying 
tliat  the  company  will  apply  to  the  city  council  before  the  end  of 
January  for  permission  to  construct  a  line  of  railway  up  Bay  and 
Teraulay  streets  to  College  street;  also  for  a  line  up  York  street 
to  University  avenue,  past  the  Parliament  buildings  and  through 
Queen's  Park  to  Avenue  road. 

Tulsa.  I.  T. — It  is  stated  that  a  franchise  will  soon  be  applied 
for  by  Tulsa  capitalists  to  build  a  line  connecting  this  city  with 
the  Glenn  oil  pool.  The  plan  includes  the  use  of  the  Midland 
Valley  tracks  to  Jenks  and  from  there  to  the  pool,  a  distance  of 
four  miles,  independent  tracks  are  to  be  built.  Switches  for 
facilitating  the  transportation  of  supplies  will  be  built  over  the 
pool  and  it  is  said  that  cars  will  be  run  every  hour. 

Tuscaloosa,  Ala. — The  Tidewater  Development  Company  has 
been  granted  a  franchise  for  the  construction  of  a  passenger  and 
freight  line  in  this  city.  The  main  freight  line  will  enter  the  city 
and  pass  over  Third  street  to  the  intersection  of  Queen  City  ave- 
nue where  it  will  branch  off  in  another  direction.  The  passenger 
line  is  to  be  built  on  Queen  City  avenue  to  Sixth,  down  Sixth  to 
Twenty-eighth  avenue  and  up  Twenty-eighth  to  the  main  line 
again.  One  year  in  which  to  begin  the  work  and  three  years  for 
its  completion  are  allowed  by  the  terms  of  the  franchise.  J.  M. 
Dewberry,    Birmingham,   Ala.,    is   president. 

INCORPORATIONS. 


Canandaigua  Southern  Electric  Railroad. — Incorporated  to  build 
an  electric  road  33  1/3  miles  long  from  Canandaigua  to  Atlanta. 
Ontario  county,  N.  Y.  Capital,  $1,000,000.  Directors:  E.  G. 
Hayes,  Alexander  Davidson.  George  W.  Hamlin,  Canandaigua.  and 
H.   C.  Hatch,  Atlanta,  N.  Y. 

Chicago  City  Railroad  Company. — Incorporated  at  Springfield. 
HI.,  to  purchase,  lease,  construct,  maintain  and  operate  street 
railways  in  Cook  county.  Capital  stock,  $100,000.  Directors:  Ed- 
ward Morris.  T.  E.  Mitten  and  J.  P.  Wilson.  Mr.  Wilson  owns 
$30,000  and  his  associates  $35,000  each  of  the  capital  stock,  half 
of  which  is  paid  in.  The  license  to  incorporate  was  issued  to 
R.   B.  Hamilton.  John  R.  Davies  and  Robert  N.  Seney. 

Decatur  Taylorville  &  Litchfield  Traction  Company. — Incor- 
porated to  build  an  electric  line  from  Decatur  to  Litchfield;  prin- 
cipal office,  Chicago.  Capital  stock.  $5,000.  Incorporators:  Dud- 
ley Taylor,  Frederick  W.  Job.  Thomas  B.  O'Connell,  Alma  L. 
Dorothy  and  W.  W.   Taylor. 

Duquoin  Rapid  Transit  Company. — This  company  has  filed 
articles  for  an  amended  charter  to  change  its  name  to  the  Duquoin 
Belleville   &    St.    Louis   Electric    Railway   Company. 

Friendship  Avenue  Street  Railway. — Incorporated  at  Harris- 
burg,  Pa.,  to  build  4.5  miles  of  street  railways  in  Pittsburg  be- 
ginning at  Liberty  avenue  and  Denny  street,  Denny  to  Mifflin,  to 
Fortieth,  to  Main,  to  Mifflin,  to  Carrol,  to  Edmonds,  to  Friendship 
to  St.  Clair,  to  Baum  and  return  by  the  same  route.  This  line 
will  be  a  feeder  for  the  elevated  lines  which  the  M.  J.  Hosack 
interests  are  promoting.  Capital  stock,  $27,000.  M.  J.  Hosack. 
Roger  Knox.  James  M.  Magee,  Charles  K.  Robinson  and  W.  D. 
McBryar  are  the  directors. 

Iowa  &  Northwestern  Railway. — Incorporated  in  Iowa  to  con- 
struct, lease,  purchase,  equip,  maintain,  operate  and  sell  railway 
lines  in  the  United  States,  either  steam,  electric  or  other  motive 
power,  but  especially  to  construct  an  electric  line  from  Waterloo, 
la.,  to  points  on  the  Mississippi  river  to  be  determined  later. 
Capital  stock.  $100,000.  Stephen  B.  Howard,  president;  Edward  M. 
Rice,    first-president;    Edward   C.    Luther,    secretary  and   treasurer. 

Linden  Avenue  Street  Railway  Company. — Incorporated  in 
Harrisburg,  Pa.,  to  build  2.5  miles  of  street  railways  in  Pittsburg 
from  Neville  and  Bayard  streets,  out  Bayard  to  Amberson,  to 
Westminster,  to  Pitcairn,  to  Fifth  avenue  and  across  to  Wilkins 
avenue,  to  Beechwood  boulevard,  to  Linden,  to  Thomas,  to  Brad- 
dock,  to  Susquehanna,  to  Pitt  or  Dunbar  street  and  return  by  the 
same  route.  This  will  be  a  feeder  to  the  proposed  elevated  lines 
of  the  M.  J.  Hosack  interests,  whose  applications  for  charters 
will  be  renewed  shortly.  Capital  stock,  $15,000.  Directors.  M.  J. 
Hosack,  Roger  Knox,  James  M.  Magee,  Charles  K.  Robinson  and 
W.  D.  McBryar. 

Montgomery  Fresno  &   Eastern    Railway. — Incorporated  in  Cali- 


fornia lo  build  an  electric  railway  from  Monterey  to  Fresno,  a  dis- 
tance oi  ii  hi  140  miles.  Capital  stock,  $15,000.  Incorporators: 
Alfred    D.    Bowen,    G.   W.   Purcell   and   H.    L.    Sanborn,   all   of   San 

Francisco,    and   others. 

Oklahoma  Railway. — Incorporated  in  Oklahoma  to  build  elec- 
tric interurban  railways  from  Shawnee  to  El  Reno  and  Ft.  Reno, 
from  Shawnee  to  Tecumseh,  from  Guthrie  to  Purcell,  and  from 
Yukon  southwest  to  Chickasha,  a  total  of  170  miles.  Capital  stock, 
$5,000,000.  Incorporators:  Frank  Wells,  O.  R.  Rittenhouse,  G.  G. 
Barnes,  J.  J.  Johnson,  Carlos  Combs,  Fred  S.  Combs  and  Edward 
L.  Lawson,  all  of  Oklahoma  City. 

St.  Louis  Electric  Bridge  Company. — Incorporated  in  Illinois  to 
build  a  bridge  across  the  Mississippi  river  at  Venice,  to  give  the 
Illinois  Traction  Company  an  entrance  to  St.  Louis.  Plans  for  the 
bridge  have  been  completed  and  it  is  said  that  application  for 
permission  to  build  it  will  soon  be  made  to  the  war  department. 
Capital  stock.  $2,500.  Incorporators:  W.  H.  Burke,  G.  A.  Wright 
and  George  M.  Mattis,  all  associated  with  the  Illinois  Traction 
Company. 

Shannopin  Street  Railway. — Incorporated  in  Pennsylvania  to 
construct  six  miles  of  road  in  Allegheny  county.  Capital,  $72,000. 
President,  S.  J.  Dugan.  Coraopolis,  Pa. 

Sharon  Hill  &  Upper  Darby  Railway. — Incorporated  in  Penn- 
sylvania to  build  a  7-mile  electric  railway  in  Delaware  county. 
Capital  stock,   $50,000.     W.  A.  Rigg,  of  Reading,  president. 

Shenango  Street  Railway. — Incorporated  to  build  a  street  rail- 
way system  in  Greenville,  Pa.  Capital  stock.  $12,000.  Incorpora- 
tors: Edwin  Ripley,  E.  C.  Emery,  W.  H.  Waugh,  E.  A.  Henry 
and   others,   of  Greenville. 

Swan  Creek  Railway. — Incorporated  in  Tennessee  to  build  an 
electric  railway  from  Mt.  Pleasant  through  Maury  and  Lewis 
counties,  Tenn.,  to  Weatherly,  17  miles.  Capital  stock,  $50,000. 
Incorporators:  G.  T.  Hughes,  J.  W.  Fry,  J.  A.  Smizer,  W.  W. 
Dyer   and   G.   W.   Killibrew. 

Washington  Railway  &  Power  Company. — This  company  has 
recently  been  incorporated  under  the  laws  of  Washington.  Its 
principal  office  will,  early  in  the  summer,  be  established  at  Van- 
couver, Wash.,  with  a  branch  office  in  Portland,  Ore.  Valuable 
franchises  to  construct  and  operate  a  system  of  electric  cars  in 
Vancouver  have  been  acquired,  and  in  all  probability  lines  will 
be  extended  into  the  country  during  the  year  1907.  Vancouver 
is  older  than  the  city  of  Portland,  12  miles  distant  by  water, 
yet  this  electric  system  will  be  the  pioneer  electric  railway  in 
Clarke  county,  Washington.  Walter  H.  Moore,  president  of  the 
Oregon  Trust  &  Savings  Bank,  of  Portland,  is  president  of  the 
railway  company;  L.  B.  French,  vice-president;  Arthur  Lang- 
guth,  Portland,  secretary,  and  H.  C.  Phillips,  of  Vancouver,  Wash., 
treasurer.  The  construction  and  equipment  are  to  be  up  to  date, 
and  work  on  the  power  plant  and  track  building  is  to  begin 
about  April   1st. 


TRACK    AND    ROADWAY. 


Addison,  N.  Y. — The  Tuscarora  Valley  Traction  Company  has 
been  granted  a  certificate  of  necessity  to  construct  a  line  from 
Addison  to  Woodhull  and  Jasper,  N.  Y.,  19  miles.  C.  A.  Brewster 
is   interested. 

Arnold  City  Southern  Railway. — This  company  has  been 
organized  by  Pittsburg  capitalists,  believed  to  represent  the  West 
Penn  Railways  Company,  of  Pittsburg,  to  build  a  line  from  the 
present  terminus  of  the  Monessen  trolley  line  to  Connellsville, 
touching  Perryopolis,  Star  Junction,  Flatwoods  and  Vanderbilt  en 
route.  It  is  said  that  the  company  has  purchased  a  right  of  way 
from  one  end  of  the  proposed  road  to  the  other.  Edmond  Englert, 
Pittsburg,   Pa.,  president. 

Augusta  &  Aiken  Electric  Railway. — J.  A.  Wills,  chief  engineer, 
Augusta,  Ga.,  writes  that  this  company,  which  operates  a  line  be- 
tween Augusta,  Ga..  and  Aiken,  S.  C.,  will  build  an  extension, 
under  the  name  of  the  Augusta  &  Columbia  Railway,  from  Aiken 
to  Columbia,  S.  C,  59  miles,  making  a  total  of  86  miles,  via  Tren- 
ton. Batesburg,  Leesville  and  Lexington.  Surveys  have  been  com- 
pleted and  right  of  way  has  been  secured.  Grading  is  to  begin  in 
a  few  months.  The  overhead  construction  will  be  of  the  catenary 
type.  A  10.000-hp.  water  power  will  be  developed  near  Lexington, 
S.  C,  and  current  will  be  transmitted  to  Augusta  and  other  points 
on  the  line,  probably  at  50,000  volts.  The  road  from  Augusta  to 
Aiken  is  being  straightened  and  relocated  so  that  no  grade  will  be 
greater  than  1%  per  cent,  in  order  to  enable  a  higher  speed.  It  is 
intended  to  handle  both  freight  and  passenger  traffic.  William  T. 
Van   Brunt,   120  Broadway,  New  York,   is  president. 

Aurora    Elgin    &    Chicago    Railway — It    is    reported  that    this 

company   is   contemplating   building   an    extension   north  from   the 

Carpentersville    line    to    Nunda,    Woodstock    and    other  points    in 
McHenry  county. 

Bayou  Teche  Railway  &  Light  Company. — President  P.  M. 
Schneidau,  of  New  Orleans,  La.,  states  that  active  construction 
will  begin  at  an  early  date,  as  the  building  materials,  which  have 
been  delayed,  are  expected  shortly.  The  road  is  to  connect  New 
Iberia.  Franklin.  Lafayette,  Abbeville  and  St.  Martinsville,  La. 
Surveys   have   been    made. 

Bisbee,  Ariz. — The  Warren  Company  is  asking  bids  until  Feb- 
ruary 4  for  the  grading  on  about  five  miles  of  electric  line  between 
Bisbee   and  Warren,  Ariz.     C.  W.  Van  Dyke,   manager,  Bisbee. 

Black  Diamond  Electric  Railway. — John  Schrader,  of  Chester. 
W.  Va.,  A.  H.  Boone,  Zanesville,   O.,  and  John  Bane,  Parkersburg, 


January  19,  1907. 


ELECTRIC     RAILWAY     REVIEW 


97 


W.  Va..  are  reported  to  be  back  of  a  plan  to  revive  this  project 
for  electric  lines  in  Wheeling,  YV.  Va.,  Marietta,  O  .  and  Parkers- 
burg.   W.  Va. 

Boston     Elevated     Railway. — This    company    is    acquiring    land 

for  the  purpose  of  connecting  the  southerly  end  of  the  now  Wash- 

inel  and  the  elevated  structure  in  upper  Washing- 

1    now    taken,    the    company    intends    to 

I  structure,  carrying  its  tracks  on  an  easy  gradient 

from  the  pi  they  will  emerge  from  the  tunnel,  at  surface 

surface.  Pine    street. 

intervening    private     land;    and    over    the    steam 

id  cut   in  which   run   the  tracks  of  the  Boston  &   Albany  and 

Hartford  railroads,  to  a  connection  with 

the     pres4  nt     elevated    structure    at    the    junction    of    Motte    and 

ington    street. 

Boston    A.    New    York   Electric    Railroad. — This  company,    whose 
-   for  an  electric   road   from   Boston   to  Providence.    R.   I.,   were 
go  by  the   Massachusetts    railroad   commission 
complete,   has  filed  a   new  set  of  plans  show- 
ing   with    minul  oposed    route    from    Boston    to    the 

Li     Clancy,    of  Bos- 
ton, are   u  I 

Brownsville    Masontown    A    Smlthfield    Street     Railway. —  l'luns 
and  pp. lib  -  miles  of   this   road,  which 

as    projected    will    be    13    miles    long,    through     Masontown.     West 
Masontown,    Lamber  em,    Smitluield    and    New     Geneva. 

Pa.     W.  J.   Sheldon.   McKeesport.   Pa  sted. 

Buffalo  A   Lake   Erie  Traction   Company. --Tin-  work  of  sur\ 
ing  tliis    Ui  u    Buffalo  and   Dunkirk   i-  og    rapidly. 

The   U  :   out   n  arty    to   Silver  Creek  ter   portion 

through    private   right   of 

Buffalo    A     Rochester    Traction    Company.—  This    company    has 

t    an    electric    railway   connect- 
ing Buffalo,   Batavla  and   R  N.  Y.     The  proposed  line  will 

;    of    Buffalo   and    run 

in   an   east  Wende, 

broke.   Ba-  -      (ford,    Le    Roy,    Lime  Rock 

ri    this   point    It   will    turn    north   and    pass    through 

Chill  and  several  smaller  towns  to  Its  terminal   in  Gen- 

From    there    It    is    stated   that    It    will    use    the    tracks 

ny  to  enter  the  city. 

Butte.  Mont—  -  ind  assoclal 

build  an  electric  railway  from  Butte-  to  Anaconda,  Mont., 

Charleston    A    Summerville    Electric    Railway. — D.   K.    Baxter   Ac 

Bet,   New    York,  winch  has  the  entire  con* 

fur    building    this    1  irge     construction    gangs 

ompleted  grading  for  about  five 

:    will    soon  track-laying    cm    the    finished    por- 

of  the   gr  -  of   construction 

•  r   prompt   delivery  of  en- 

.  anufactur- 

ln    delivery.      This    machinery 

roof  building  of  the  most  mod- 

!■•    a    first-class 

passu ..  freight   service.      The   road   throughout    will 

with   sidings  and  branch 

i.l      thus    making    direct    com- 

muni.  nt  olliclals 

Is  line  will  be  ready  for  opera- 

Cincinnati     Northern    Traction    Company.     It    Is    reported     that 

Hamilton 
will    build    a    7.'.'i-fo 
t   south    of    Ml>  V.    J.    J     Bloal 

■  ■ 

Chilians'    Railway.    This    compan  enttj    amended 

k    to    }1.'" 
ions  In   I.  1906   the   com- 

islons 

Cha 

Columbus  Greensburg  A  Richmond  Traction  Company.     Walter 

IimI  .    ^    i 
t   M     Kuhl 

Columbus    Magnetic    Springs    A    Northern    Traction    Company. 

Ill      he 

Right   ot 

■  ' 

Connecticut     Railway    A     Lighting    Company 


will  be  spent  in  improvements  on  the  Waterbury  trolley  lines. 
Among  these  are  Included  the  double-tracking  of  all  the  lines  In 
Waterbury,     new    car    barns    and    possibly    a    new  -Jiting 

plant  for  the  Bulls  Bridge  station;  also  the  building  of  I  tunnel 
under    the    Highland    division    of    the    trolley    Hue    to  iUI    on 

Main  strct.  instead  of  double-tracking  the  surface  line  by  wa>  ol 
Map  Prom  there  a  track  will  be  laid  In  Tbomaston 

line    to    connect   with    the   present    truck   near   the   Waterville 

Dalton    (Pa.)    Street    Railway.— It    is    offlclallj  i    that 

this  road  will  be  opened  for  traffic  by  March  1.  The  track  has 
In  in  laid  the  entire  distance  from  North  Scranton  to  Glenburn, 
Pa.,  and  the  rails  and  tits  are  on  the  ground  from  Glenburn  to 
La  Plume.  The  poles  have  been  set  along  the  entire  route.  The 
•  ar  barn  and  power  house  at  Dalton  are  almost  completed. 

Des  Moines  Wlnterset  A  Creston   Electric   Railway.     B.    Schrer- 
bief  engineer,   Des  Moines,   la  .   reports  that  the  largest   part 
of   the   right  of  way   has    been   secured  for  this    Den 
Moines    to    Winterset    and    Creston.    la.      Financial    arrangements 
arc  now   being  made  and  It  Is  the  intention  to   begin  constrti 
by  May  1. 

Elizabethtown,  Ky.-It  is  reported  that  G.  J.  LamptOn,  of 
Louisville,  Ky..  is  interested  in  a  project  to  build  an  electric  line 
from    Cecilian    to    Elizabethtown.    26    miles. 

Ft.  Wayne  &  Springfield  Railway. — At  the  local  elections  on 
January  10  the  towns  of  Washington.  Monroe,  and  Wabash  voted 
against  granting  subsidies  for  the  construction  of  an  extei 
of  this  road  from  Decatur  to  Portland.  M  I.  The  road  is  now  In 
tion  between  Ft  Wayne  and  Decatur,  \v.  n.  Fledderjohenn, 
president.    Decatur,    lnd. 

Ft.    William,    Ont. — This   town    will    soon   call   for   bids   for    con- 
struction   and   supplies    for   an    extension    of   seven     miles     to     u> 
municipal    street    railway    system,    to    cost    about    JS3.0U0.      A      M. 
Naughton,  clerk. 

Geneva  Waterloo  Seneca  Falls  A  Cayuga  Lake  Traction  Com- 
pany.— An  official  of  this  company  states  that  the  purpose  of  the 
recent  decision  to  increase  the  capital  stock  from  $150,000  to  J l  

000  and   to   Issue   a    i  s    to   extend    the    road 

from    Seneca    Falls    to    Auburn.    N.     Y.      The    road    now    COB 

a  and  Seneca  Falls.  The  surveys  between  Seneca  Falls 
and  Auburn  were  completed  from  three  to  five  years  ago,  by 
Westlnghouse,  Church,  Kerr  &  Co.,  and  the  company,  with  the  is- 
suance of  the  new  securities    will  be  read]   to  begin  the  extension 

work    without    delay.      One    of    the    engine    ring    features    will    be    the 
construction   of   a    bridge  a   mile   In   length,    across    Cayuga    like     a 
short  distance  south  of  the  present  Mew   fork  Central  bridge,     w. 
iy,  general  manager,  Seneca  Fails.  n    v 

Grafton  (W.  Va.)  Electric  Railway.— Contracts  i instruct- 
ing a  2V4   mile  extension  will  be   let  about   March    1. 

Grand  Rapids,  Mich.  The  W.  a  Cullen  Construction  Com- 
pany, EG  Hn.a.i  street.  New  York,  has  been  awarded  a  contract 
for  the  construction  of  four  new  lines  in  southern  Michigan,  as 
follows:  Grand  Rapids  &  Ionia  Railway,  connecting  Grand  Rap- 
ids, Cascade,  Low  ell,  Saranac  and  tonla,  83  miles;  the  Grand 
Rapids  Beiding  &  Greenville.  20  miles;  the  Ionia  &  Owosso  Rail- 
way, connecting  Ionia,  Lyons.  Mulr,  Pewamo,  Fowler,  Bt  John 
o,    is   miles;   the  0  .\    Pontiac   Railway,   .'•"  miles. 

A  surely  bond  of  $100,000  has  been  Hied   to  assure  tin-  comp 
of   the   contract,   which   provides   that    the   four   lines   must    be    fully 
equipped    for   service    by    November    1,    1008.      E.    M.    Hopkins,    ol 
it.  Ml.  h  .  is  president  of  the  a  tnd  Robert  B,  Kline, 

i  '.i;.  ton,  O  in  chief. 

Grand  Valley  Railway  (Brantford,  Ont.)  This  company,  now 
in   operation   between    Brantford   and   Qatf,   Ont.,   and   which   holds 

a    charter    for  -ion    from    Brantford    1"    w Istock,    will 

a]. pl>  for  a   line  from    W Isio,  k    to    London.      It    la 

i    that    th.  on    will    be    built    this    year,      A      i 

intford,  general  mat 

Great    Northern    Railway.     James    J      Hill,    president,    Is    quoted 

1 1  it  \  mg    i  tunnel.    In    the 

iiii.uiis,  to    realisation!    and    thai    two    large 

in  the  tunnel. 
i'h     I...!.-  of  the  tunnel  li  i  long  and  it  la  expei  ted  that 

the    u  eliminating    smoke   and   gases,    will    pel 

lug  run  through  it  more  frequently. 

Hagerstown   (Md.)   Railway,    it   la  reported  ih.it  ibis  company 
ibtalned  an  option  on  the  Potomac  River  bridge-  on  the   Moi 
folk   A    w  Ihepherdatown,   b  I   In   build- 

Washington  nty,   to 

■  I      vntll  I  im    battle 
W      '  '      I  I.  pp.  • 

1  Ml 

Houghton  County  Street  Railway      I  ted  thai   thl 

rlancoc!     and  Lake  Linden,  v 

Ion  ol   Its  Wolverine  line 
i.       w     ii     m.i  Irath, 

Illinois    Traction    Company.      Ail.i     i  monthly    meeting 

of  thi  spiingiiei.i.   ii  inoed 

work  woui.i  i.e  .Lute, i  on  th.    oonatruotlon  of  the  line  from 

Hprlni  will 

nt  111..,    Ill 

Indiana  Columbus  A    Eastern  Traction  Company 

■  lolumbus,    O  ted   thl  ible 

r..i 


ifc 


ELECTRIC     RAILWAY     REVIEW 


Vol.    XVII,    No.    3. 


paving  the  street  In  the  spring  and  wishes  the  double  track  before 
paving   is    commenced. 

Jackson  (Tenn.)  Railway  &  Light  Company. — This  company  is 
extending  its  track  across  Deer  river  to  Bemis,  a  distance  of  3 
miles,  and  is  building  another  extension  to  Bast  Jackson.  1>4  miles. 
The  company  recently  completed  a  1%-mile  extension  to  North 
1  and  a  %-mile  extension  of  the  Harlem  avenue  line  to  Hicks- 
ville.  S.  S.  Bush,  Louisville,  Ky.,  vice-president  and  general 
manager. 

Kalamazoo  Elkhart  &  South  Bend  Railroad. — The  Westinghouse 
Electric  &  Manufacturing  Company  Is  preparing  plans,  specifica- 
tions and  estimates  on  contracts  for  the  complete  electrical  equip- 
ment and  construction  of  the  Kalamazoo  Elkhart  &  South  Bend 
Railroad  Company  for  submission  to  promoters  and  capitalists  in- 
terested in  the  enterprise.  No  details  of  the  plans  nor  the  figures 
of  the  estimates  are  disclosed  nor  will  be  until  contracts  are  ap- 
proved and  executed.  It  is  stated  that  arrangements  for  financing 
the  road  by  Cleveland  and  New  York  capitalists  are  nearly  com- 
pleted.    A.    D.   Harris.   South   Bend,   Ind..    president. 

Kalamazoo  Lake  Shore  &  Chicago  Traction  Company. — James 
Grant  secretary  and  manager,  Kalamazoo,  Mich.,  writes  that  22 
miles  of  track  were  laid  last  year  on  the  proposed  line  from 
Kalamazoo  to  South  Haven.  Mich..  54  miles.  This  portion  is  being 
operated  by  steam  temporarily.  TVs  miles  have  been  graded,  from 
South  Haven  to  Packard.  S.  J.  Dunkley.  of  Kalamazoo,  is  presi- 
dent; J.  T.  Lockwood,  of  Toledo,  O.,  is  chief  engineer. 

Kennett,  Del. — George  D.  Dodge  is  soon  to  begin  surveys  for 
an  electric  line  between  Kennett  and  Coatesville,  which  will  be  a 
connecting  link  in  the  line  between  Wilmington  and  Lancaster. 

Lafayette  &  Hoopeston  Interurban  Railway. — Surveys  have 
been  completed  and  right  of  way  secured  for  this  proposed  line 
from  Lafayette  to  Hoopeston,  Ind.,  40  miles.  I.  E.  Switzer,  Ot- 
terbein.    Ind..    is   president. 

Lake  Erie  Bowling  Green  &  Napoleon  Railway. — At  a  recent 
meeting  of  the  stockholders  plans  were  discussed  for  the  extension 
of  this  road,  which  now  connects  Bowling  Green  and  Woodville, 
O.,  west  through  Wood  county  and  either  Henry  or  Defiance 
county.     D.  B.  Whipple,   of  Bowling  Green,   is  president. 

Lake  Shore  Electric  Railway. — President  E.  W.  Moore.  Cleve- 
land, O..  has  announced  that  the  line  from  Fremont  to  Fostoria, 
O.,  which  will  connect  the  Lake  Shore  and  Western  Ohio  systems, 
and  considerably  shorten  the  distance  between  Cleveland  and  Day- 
ton, will   be  built  this  year. 

Lancaster  (O.)  Traction  <SL  Power  Company. — At  the  recent 
annual  meeting  of  this  company,  a  consolidation  of  the  Lancaster 
Traction  Company  and  the  Fairfield  Traction  Company,  plans  were 
considered  for  building  a  line  to  Buckeye  Lake,  8  miles,  and 
also  a  line  to  Logan.  The  company  is  closely  associated  with  the 
Columbus  Railway  &  Light  Company.  The  following  officers  were 
elected:  President,  Henry  B.  Peters;  vice-president,  Andrew  Bau- 
man;  secretary-treasurer,   Philip  R.   Peters,  all  of  Lancaster,   O. 

Lewiston  &  Southeastern  Electric  Railway. — It  is  stated  that  as 
soon  as  the  weather  will  permit  active  work  will  be  resumed  on 
the  construction  of  this  road  from  Lewiston  to  Grangeville,  Idaho. 
From  Lewiston  the  road  will  follow  the  Snake  river  to  a  point 
about  opposite  Asotin.  From  there  it  will  climb  to  the  prairie  and 
cross  the  country  into  Grangeville,  tapping  several  small  towns 
en  route.  A  branch  line  is  to  be  run  to  Nez  Perce.  Considerable 
grading  and  heavy  cut  work  was  done  last  summer  and  fall, 
when  inclement  weather  put  a  stop  to  operations.  Since  then 
it  is  reported  that  the  road  has  been  completely  financed.  The 
permanent  survey  of  the  route  has  been  practically  completed. 
Judson   Spofford,   general   manager,   Lewiston,   Idaho. 

Louisville  &  Eastern  Railroad. — President  Percival  Moore, 
Louisville,  Ky.,  has  announced  that  the  contract  for  the  construc- 
tion of  the  extension  from  Beeehwood,  8  miles  east  of  Louisville, 
to  Shelbyville.  Ky.,  23  miles,  has  been  let  to  W.  L.  Love,  of  Indi- 
anapolis. The  cost  is  estimated  at  $500,000  and  the  contract  is  to 
be  completed  by  October,   1907. 

Louisville  Railway. — It  is  stated  that  this  road  will  extend 
its  West  End  Broadway  line  from  Shawnee  Park  to  Riverview,  Ky., 
one-half  mile,  which  will  make  a  through  line  to  the  "White  City." 
a  new  pleasure  resort. 

Metropolitan  Street  Railway  (Kansas  City,  Mo.) — This  com- 
pany has  made  a  proposition  to  the  city  of  Kansas  City  to  build 
a  combined  tunnel  and  viaduct  connecting  Kansas  City,  Mo.,  and 
Kansas  City,  Kan.,  in  return  for  an  extension  of  its  franchise, 
or  it  will  join  with  the  city  in  paying  for  a  tunnel  and  viaduct 
of  a  width  to  accommodate  wagons. 

Mt.  Vernon,  O. — Dr.  Schrontz,  of  Martinsburg  and  Ed.  Dever, 
of  Mt.  Vernon,  O.,  report  success  in  securing  right  of  way  for  the 
proposed  electric  line  from  Loudonville  to  Newark,  via  Mt.  Vernon. 

Nashville  &  Chattanooga  Electric  Railway. — This  company  is 
making  surveys  for  an  electric  railway  line  from  Nashville  to 
Chattanooga,  Tenn.  C.  H.  Fisk,  of  Detroit,  Mich.,  is  at  the 
head  of  a  syndicate  which   is   backing  the  project. 

New  Orleans  &  Baton  Rouge  Railroad. — H.  V.  Meily,  right  of 
way  agent  for  this  company,  which  proposes  to  build  an  electric 
railway  from  New  Orleans  to  Baton  Rouge,  La.,  states  that  con- 
struction work  will  begin  during  the  month  of  February,  if  there 
is  no  further  delay  in  securing  the  rails.  Eighty-pound  rails  are  to 
be  used.     Edward  Godschaux,  of  New  Orleans,  president. 

New  York  Auburn  &  Lansing  Railroad. — H.  A.  Clark,  chief 
engineer,    Auburn,    N.    Y..    writes   that   20    miles  of   track   were   laid 


Inst  v.  ar,  from  Auburn  to  Genoa,  N.  Y.,  and  that  an  exten- 
sion from  Genoa  to  Ithaca,  20  miles,  Is  in  progress.  The  road  Is 
now  being  operated  for  freight  service  by  steam,  but  when  com- 
pleted next  summer  will  be  operated  by  third  rail. 

New  York  City  Railway— President  H.  H.  Vreeland  has  an- 
i  :i  letter  to  the  rapid  transit  commission  that  the  com- 
pany has  decided  to  do  away  with  the  horse  cars  now  operating 
in  several  parts  of  the  borough  of  Manhattan  and  to  substituti 
the  underground  trolley  system.  Work  is  to  be  started  as  soon 
as    the   frost    is  out    of   the   ground. 

Niagara  St.  Catharines  &  Toronto  Railway. — This  company, 
Which  last  (rear  extended  its  road  to  Fonthill.  Ont..  has  awarded 
a  contract  to  Joseph  Battle,  of  Thorold,  Ont.,  for  extending  the 
line  from  Fonthill  to  Welland.  five  miles.  Surveys  are  also  be- 
ing made  for  a  line  from  St.  Catharines.  Ont..  to  Niagara-on-the- 
Lake,  12   miles.     E.   F.   Seixas,  general  manager,   St.    Catharines. 

Nagasaki,    Japan. — The    early    construction    of    three      electric 
tramways  in  the  northern  portion  of  the  Japanese  Island  of  Kyu- 
shu   is    under    contemplation.      The    first,    from    Moji    to    Kokura,    8 
miles:   estimated   cost  $350,000;   the  second,   from   Moji    to   Yawata 
12   miles;    cost    $500,000;    the   third,    one   of    23    mill  a    the 

important  towns  of  Fukuoka  and  Kokura;  estimated  cost  $1,250.- 
000  gold. 

Norfolk  &   Portsmouth   Traction   Company. — The  directors   have 
approved   the   plans   of  General   Manager   Hathaway   for   extensive 
track   improvements  on  terminal  facilities  at  the  Jamestown  expo- 
sition grounds.     The  changes,  however,  are  subject  to  the  appi 
of  the  exposition  authorities. 

Northern  Electric  Company. — This  company,  which  is  building 
a  system  of  electric  roads  in  Central  California,  has  commenced 
grading  operations  at  Meridian,  on  the  Marysville-Colusa  division 
This  line  will  connect  at  Colusa  with  another  running  north  to 
Hamilton  City  and  Red  Bluff.  Grading  has  also  been  started  on 
the  Chico-Red  Bluff  division.  A.  D.  Schindler.  general  manager. 
Chico,   Cal. 

Oklahoma  City  Railway. — Vice-president  J.  W.  Shartel  has 
announced  that  during  the  year  5  miles  of  extensions  to  the  city 
lines  will  be  built  and  a  large  part  of  the  system  will  be  double- 
tracked.  During  1906  the  mileage  has  been  increased  from  16.1 
to  22.5  miles,  with  10.5  miles  under  construction.  It  is  planned 
to   build   a   line  about  10   miles  long  toward   Shawnee. 

Omaha  &  Council  Bluffs  Street  Railway  Company. — It  is  an- 
nounced that  this  company  contemplates  an  extension  to  its 
present  line  by  which  Omaha  and  Plattsmouth,  Neb.,  will  be 
connected.  The  line  will  be  25  miles  long.  15  miles  of  which 
are  already  built  to  Ft.  Crook.  A  bridge  over  the  Piatt  river 
will  be  a  feature  of  the  new  line. 

Omaha  &  Nebraska  Central  Railway. — The  Westinghouse  Elec- 
trical &  Manufacturing  Company  is  preparing  plans  and  estimates 
for  the  complete  electrical  construction  and  equipment  of  this  pro- 
posed line  from  Omaha  to  Hastings,  Xeb.  J.  C.  Kinsler,  of  Omaha, 
is  one  of  the  promoters. 

Pittsburg  McKeesport  &  Greensburg  Electric  Railway. — We  are 
advised  by  P.  A.  Meyer,  chief  engineer,  Greensburg,  Pa.,  that  this 
company  will  build  an  extension  from  Hunker  to  Scottsdale,  Pa.. 
10%  miles. 

Portland  &  Brunswick  Street  Railway. — Superintendent  A.  F. 
Gerald,  of  Fairfield,  Me.,  has  announced  that  this  company  will 
soon  commence  building  an  extension  from  Lisbon  Falls  via  Dur- 
ham   to   Freeport.    Me. 

Portsmouth  (O.)  Street  Railroad  &  Light  Company. — This 
company  has  about  completed  laying  steel  for  a  4%-mile  loop  ex- 
tension to  its  lines.     Seventy-pound  7-inch  rails  are  being  laid. 

Povidence  &  Burrillville  Street  Railway. — It  is  stated  that  the 
New  York  New  Haven  &  Hartford  Railroad,  which  recently  ac- 
quired this  property,  will  expend  about  $75,000  in  completing  the 
double -tracking  between  Providence  and  Woonsocket.  R.  I.  Wil- 
lard   Kent,   chief  engineer,    Woonsocket. 

Presidio  &  Ferries  Failroad. — President  George  A.  Newhall.  of 
San  Francisco,  Cal.,  has  announced  that  the  portion  of  the  road 
between  Steiner  and  Polk  streets,  San  Francisco,  would  be  in 
operation  inside  of  two  weeks,  and  that  the  road  would  be  in 
operation  from  Polk  street  to  the  ferry  in  three   months. 

Ridgway  &  St.  Mary's  Street  Railway. — W.  H.  Teas,  secretary. 
St.  Mary's.  Pa.,  writes  that  grading  is  to  begin  in  April  on  this 
proposed  road  from  Ridgway  to  St.  Mary's,  Pa..  17  miles,  via 
Centt  iville  and  Dagus  Mines  Gas-engine  motor  cars  are  to  be 
used.  W.  T.  Hoblitzell,  president.  Meyersdale.  Pa.;  J.  J.  Hoblit- 
zell,    Jr.,   chief  engineer,    Meyersdale,   Pa. 

Selinsgrove  &  Freeburg  Electric  Railway. — Secretary  George  W. 
Wagenseller,  Middleburg,  Pa.,  writes  that  this  road  will  extend 
from  Selinsgrove  to  Freeburg,  Pa.,  5  miles,  via  Kantz.  E.  M. 
Leader.   Shamokin.   Pa.,   president. 

South  Dakota  Central  Railway. — Surveys  will  be  commenced 
at  once  for  this  proposed  line  from  Rutland,  N.  D..  to  Brookings. 
S.  D.     W.  J.  Wagner,  of  Sioux  Falls,  S.  D.,  is  chief  engineer. 

Southwestern  Traction  Company. — This  company  has  let  a 
contract  to  the  Canadian  Westinghouse  Company  for  replac- 
ing the  present  Ganz  three-phase  alternating-current  system  by 
the  direct-current  system.  The  road  connects  London  and  St. 
Thomas,  Ont.,  and  is  extending  to  Port  Stanley.  S.  Walter  Mower. 
London,  Ont.,  general  manager. 

Springfield  &   Southeastern   Traction    Company. — A   contract  for 


January   19,   1907. 


ELECTRIC     RAILWAY     REVIEW 


99 


the  construction  of  this  line  from  Springfield  to  Pana,  111  .  has  been 
let  to  the  New  Orleans  Construction  Company,  of  which  J.  J 
Finn,   of  Decatur,   111.,   is  president. 

Spokane  <£.  Inland  Railway. — The  contract  for  the  extension 
of  this  line  from  Palouse.  Wash.,  to  Moscow.  Idaho,  has  been 
awarded  to  Grant.  Smith  &  Co..  of  Spokane.  Wash.,  who  also 
had   the  contract  for  the   work  between   Spokane  and   Palouse. 

Thermopolls   &.    Hot    Springs    Street    Car   Company.— Tin 
pany.    it    Is    reported,    has    been   organized    in    Thcrmopolis.    Wyo 
with  150.000  capital  stock  and  has  secured  a  franchise  for  a  Bl 
railway  line   In  Thermopolls  and  to  the  hot  springs  near  the  city. 

Toledo  &  Indiana  Railway. — This  company  has  completed  ar- 
rangements for  the  extension  of  Its  line  westward  from  Bryan, 
O .  to  Waterloo.  Ind..  where  It  will  connect  with  the  Toledo  & 
Chicago  Interurban  Railway  running  to  Fort  Wayne  and  Ken- 
dallville.      E.    E.    Darrow.   general  manager.   Toledo.    O. 

United  Railways  &  Electric  Company. — This  company  is  mak- 
ing surveys  for  a  new  line  on  the  York  road  from  Towson  to 
Cockeysville.  Md  ,  via  Lutherville. 

Union  Traction  Company  of  Kansas.— D.  H.  Slggins.  president. 
Independence.  Kan  .  announces  that  work  is  to  begin  In  April  on 
the  line  from  Independence  to  Cherry-vale  and  Parsons,  and  that 
the  line  from  Coffeyvllle  to  Independence,  which  is  now  nearlng 
completion,  should  be  in  operation  by  May  1.  A  city  line  is  also 
to  be  built  In  Coffeyvill<\  The  power  house  at  Independence  is 
nearing  completion. 

United  Traction  Company.— General  Manager  E.  S  Fassett.  of 
Albany.  X  Y  has  announced  that  this  company  will  build  a  line 
from  Troy  to  Rennselaer.  N.  Y.,  connecting  with  the  present  sys- 
tems In  those  two  cities,  and  establish  a  belt  line  between  Troy 
and  Albany. 

West  Penn  Railways  Company. — This  company  will  build  an 
extension  from  Footedale  to  Brownsville.  Pa..  9H  miles. 
John  Duggan.  of  New  Haven,  has  the  contract  for  the  first  3  miles 
from  Footedale  to  Orient.  The  line  from  Leckrone  to  Masontown 
will  be  computed  by  February  1.  It  Is  stated.  F.  H.  Gleason.  of 
McKeesport,  Pa. .receiver  for  the  Bessemer  Contracting  &  Ballast 
ny,   which   had  the  contract,   is  finishing  the  work. 

Winona  Interurban  Railway. — It  Is  reported  that  this  company 
will  begin  the  Immediate  construction  of  Its  proposed  line  from 
Warsaw  to  Valparaiso.  Ind.  S.  C.  Dickey,  general  manager,  Wi- 
nona   Lake.    Ind. 

Woodbury  &  Waterbury  Street  Railway. — This  company  has 
awar-1  infract   to  trolley   line  from   the  W 

bury  town  boundary  through  afiddlebury  to  Woodbury.   Conn.     The 
contractor^    will  w..rk    as    possible    'luring   tin 

winter,  and  In  the  spring  a  large  force  will  be  employed  to  push 
the  '  .n.     At  the  Waterbury  end  the  line  will 

t   with   the  Cor  Hallway  &   Lighting  Company. 

York     County     Traction     Company. — This     company     has 

f"r   its   line   from   York   to   Hanover.   Pa.,   20   miles, 
and  has  flled  a  plan  with  the  secretary  of  state  showing  the  ro 
Pavld  Young.   Jr..  general   manager.   York.  Pa. 


Personal  Mention 


POWER   HOUSES  AND  SUBSTATIONS. 


Denver  City  Tramway. — This  company  has  contracted  with  the 

Allls-'  Company   for   a    4.000-hp.    steam    turbine     to    be    In- 

street   pow  f  about   $75,000. 

According   to  U  i    the    turbi  •!    In 

The   new   turbine  will    add   35    per  cent    to   the 

if    the    company,    nnd    Is    required    for    the 

extension  mce    under 

t    Mav.      John    A.    Beoler 

Jackson   (Tenn.)   Railway  &  Light  Company. — This  company 

IS   the  city 
.ting  units  are  to  i- 

■   and 
B    S.  Bush. 
' 

Omaha    A.    Council    Bluffs    Street    Railway.— Tills    company    will 
b»gtn  work  this  spring  on  I 
■ 

i.   to  supply   tli'     ' 
line  ifll      <:    Of.   W    ■ 

Utah    Light    A    Railway    Company 


work    Will 

■ 


■ 


Voungttown*8haron    Rail 


Mr.   D.    L.   Prendergast  has  been  appointed  acting   secret 
the    Boston    Elevated    Railway,    in   place   of   Mr.    John   T.   Burnett. 
resigned. 

Mr     Frank   L.   Casey   has  been  appointed  assistant   superinten- 
dent of  the  traffic  department  of  the  Elmlra  Water  Light  &  Rail- 
road Company,  of  Elmlra.  N.  Y..  to  succeed  Mr.  Edwin  S.  B. 
resigned. 

Mr.  E.  S.  Pattee,  secretary  and  auditor  of  the  Twin  City 
Sapid  Transit  Company,  of  Minneapolis.  Minn.,  has  been  appointed 
secretary  and  comptroller  of  the  company.  Mr.  D.  J.  Shouse. 
heretofore  assistant  auditor,   has  been  appointed  auditor. 

Mr.    M.    E.    Kaper   has    been    appointed   division    passenger   and 
freight    agent    of    the    Indianapolis    &    Eastern    Railway    and     the 
lapolls    .V    Martinsville    Rapid    Transit    Company,    with    head- 
quarters   at    Greenfield.    Ind..    succeeding   Mr.    J.    F.    Fletcher,    re- 
signed. 

Mr    Parley  L.   Williams  has  been  appointed  general   counsel  of 
the  Utah  Light  &  Railway  Company,  of  Salt  Lake  City.  Utah,  suc- 
ceding  Judge   Le   Grand   Young,    resigned.     Mr.    E.    M.    Bagley   lias 
pp. lint.. 1   claims  attorney. 

Mr.  W.  H.  Owens,  heretofore  superintendent  of  the  Madison 
County  Light  &  Power  Company,  has  been  appointed  assistant 
general  superintendent  of  the  Decatur  Railway  &  Light  Company, 
a  part  of  the  Illinois  Traction  System,  with  headquarters  at  De- 
catur. 111. 

Mr.    W    G.   Jayne,   for  the  past  three  and  a  half  years  super 
intendent  of  the  Columbus  Urbana  &  Western  Traction   Company, 
has   resigned    to   take   a  similar  position   with    the   Schoepf  syndi- 
cate at  Dayton.  O..   effective  on   January   1T>.     Mr.   Jayne's  Bin 
sor  has  not  yet  been  appointed. 

Mr.  C.  S.  Bidwell.  for  the  past  three  years  purchasing 
for  the  Indiana  Columbus  &  Eastern  Traction  Company,  with 
marters  at  Columbus,  O,  has  been  appointed  chief  clerk 
t..  Mr.  J.  L.  Adams,  general  manager  of  the  western  division  of 
the  system,  with  headquarters  at  Dayton,  effective  on  February 
I.  In  future  all  purchases  will  be  made  from  the  Cincinnati  offli 
purchasing  department  at  Columbus  will   be  abolished. 

Charles  A.  Floyd,  sin  neral  passengei   and  freight 

i  ..f  the  Qrand  Rapids  Holland  &  Chicago  Hallway,  with  ..til.-. 

Rapids.     Mich.,     has     been     appoint..!     manager     "f     the 

Michigan    State    Pair   Association,   and   will   devote   ■<    third   of   his 

time  to  his  new  position,   with   headquarters  al    Detroit,   retaining 

on    witii    the    railway.      Mi      Floyd    has    been    connected 

with  the  Grand  Rapids  Holland  &  Chlcagi  '   years,   having 

entered   its  service  as  a  bookkeeper. 


Financial  News 


ailway    A    Light    Company 

I 


Bennington    &    North    Adams    Street    Railway —This    company 
which    Is    owned    by    the    Consolidated    Railway,    of    New     I 

...    and    which    is   constructing  an   electric   railway   from    North 

ms.    Mass..    to    Bennington.    Vt..    has    acquired    by    exchange    ..I 

nington  &  Hoosleh   Valley  Railway,   which  connects 

,    and    Hooalck   Falls.   N.    Y..   and    has  franchises   for  sev 

Including  one  to  Troy.     The  Bennington    A    North 

iiipany  Is  capitalized  at  J650.0O0.     The  Officers  ..f  thi 

President,    Charles    S.    Uellen,    of    New     Haven:     vice 
dent,  Calvert   To*  nli  \ .   Nem   B  O.  M    Barber, 

ston. 
Broad    Street    Rapid    Transit    Railway— The    court    of    common 
in    Philadelphia    has   do  'i    Street    I 

mpany,  which  a  inder  the 

Of  a  surface  i.itlw.iv 

I     right    conferred    by    I  be      "  I     01 

.         ML     Ill         Ml 

i  he  deti  m  i  ourt    hold 

for  the  unprovemi  nl  !    which  dli 

■  I   ..f  all   railway   ti  I  fort  idi    i  he  ■  Itj    from  an] 

In    the    future    gram 

i   i.    full   form    and   affect, 
i   by   Implication  or  othw  ■• 

Central  California  Traction  Company.     An  agreement    ha 

motera  of  the  ' 

1  '  ■••         '    !■    '     I   I   I''        I'M.  t 

mpany    win 

former's  tracks  from  Brighton  to  Bacramento 

on  company  in  thai  i  Ity,  whli  h 

wm  betwi  •  ii    -i    and    U 

•I     Will     follow      the    hanks     of    tie       \im 

i  it    win   connect    with    the 

Stockton     through      1  •'•II 
llllburn.    ..f    St. ..'lit. .n.    fill  .    Ih   gen- 

Clnclnnatl   Newport  A  Covington    Light   A  Traction  Company. 

dlvldi  ii. I    of  It 

Oenvar    City    Tramway    Company.  ih_    Of 

jhl    by    the    dlstrlol 


100 


ELECTRIC     RAILWAY     REVIEW 


Vol.    XVII.    No.    3 


to   test   the   legality   of  the   franchises   voted   to   the   company   last 
May.    has   been   decided   In   favor   of   the  company. 

Denver  Southeastern  Railway. — This  company,  which  proposes 
tn  huild  an  electric  railway  connecting  Denver,  Englewood,  Little- 
ton and  Ft.  Logan,  Colo.,  has  elected  the  following  officers:  Presi- 
dent. George  I.  Cole;  vice-president.  C.  H.  Chase;  secretary.  I.  C. 
Coekey;   treasurer,   S.   B.   Thomas;   all  of  Denver,  Colo. 

Des  Moines  Wlnterset  &  Creston  Electric  Railway. — At  the  re- 
cent annual  meeting  the  officers  were  re-elected  as  follows;  W,  l>. 
Skinner,  president,  Dos  Moines;  J.  H.  Mack,  vice-president.  Macks- 
burg;  W.  B.  Steere.  vice-president,  Des  Moines;  S.  D.  Alexander, 
treasurer,  Wlnterset;  Milo  Ward,  secretary.  Des  Moines:  A.  E. 
Park,  general  manager.  Des  Moines.  The  company  has  secured 
about  half  of  the  right  of  way  for  Its  proposed  line  from  Des 
Moines  to  Wlnterset.  via  Creston  and  Macksburg.  la.,  60  miles. 
and  surveys  have  been  made.  B.  Schreiner,  of  Des  Moines,  is 
chief  engineer. 

East  Reading  Passenger  Railway. — At  the  recent  annual  elec- 
tion of  this  company,  which  is  controlled  by  the  United  Traction 
Company,  of  Reading,  Pa.,  the  following  directors  were  chosen 
for  the  ensuing  year:  A.  J.  Brumbach,  Jonathan  G.  Leinbach, 
William  R.  Mcllvain.  George  W.  Bard,  J.  A.  Strohecker,  Frank 
P.  Esterly  and  Wm.  Mcllvain.  The  board  elected  the  following 
officers:  President.  A.  J.  Brumbach;  vice-president.  J.  G.  Lein- 
bach; secretary,  William  Mcllvain;  treasurer.  A.  Raymond  Bard. 

Frederick  &  Mlddletown  Railroad. — At  the  annual  meeting  on 
January  8.  the  following  officers  were  elected:  President.  James 
E.  Ingram.  Jr..  of  Baltimore,  Md. ;  vice-president.  Emory  L. 
Coblentz,  of  Middletown,  Md.;  secretary,  Edgar  W.  Hartlove.  of 
Baltimore;    treasurer,    Thomas    H.    Haller.    of   Frederick. 

Gallon  Mt.  Gilead  &  Delaware  Electric  Railway — This  company 
which  proposes  to  build  an  electric  line  connecting  the  towns 
named,  has  organized  by  electing  the  following  officers:  President, 
S  P.  Gage.  Mt.  Gilead,  O. ;  first  vice-president.  John  A.  Shumaker. 
Delaware,  O.;  second  vice-president,  W.  P.  Vaughn,  Cardington. 
O. :  secretary,  O.  A.  White.  Mt.  Gilead. 

Hagerstown  (Md.)  Electric  Railway.. — It  is  stated  that  a  meet- 
ing of  the  stockholders  will  be  called  at  an  early  date  to  authorize 
an  increase  in  the  capital  stock  from  $200,000  to  $1,000,000  for  the 
purpose  of  securing  funds  for  proposed   extensions. 

Hartford  &  Springfield  Street  Railway. — This  company  has  ap- 
plied to  the  secretary  of  state  of  Massachusetts  for  an  amended 
charter  authorizing  It  to  exercise  all  the  rights  and  franchises  of 
the  East  Windsor  Street  Railway,  the  Somers  &  Enfield  Electric 
Railway,  the  Windsor  Locks  Traction  Company  and  the  Rockville 
Broad  Brook  &  East  Windsor  Street  Railway,  to  build  a  railway  in 
Somers  and  Stafford.  Conn.,  and  to  increase  its  capital  stock. 
W.   A.   Tucker,   Boston,   Mass.,  is  president. 

Houston-Galveston  Traction  Company. — A  bill  has  been  intro- 
duced in  the  Texas  legislature  wrhich  carries  a  clause  to  enable 
the  Stone  &  Webster  Engineering  Corporation,  of  Boston.  Mass.. 
to  build  its  proposed  line  from  Galveston  to  Houston.  Tex.  It 
Is  considered  that  such  an  enabling  act  is  necessary  because  it 
Is  proposed  to  cross  from  Galveston  to  the  mainland  over  a  cause- 
way to  be  constructed.  Surveys  have  been  made  for  the  road  and 
the  project  has  been  financed  on  condition  the  enabling  act  is 
passed. 

Interborough- Metropolitan  Company. — The  stockholders  held 
the  annual  meeting  at  New  York  on  January  15  and  re-elected  the 
following  seven  directors,  whose  terms  of  office  had  expired: 
August  Belmont.  Andrew  Freedman,  Cornelius  Vanderbilt.  Paul 
D.  Cravath.  Edward  J.  Berwind.  P.  A.  B.  Widener  and  Walter 
G.  Oakman.  The  board  Is  composed  of  twenty-one  members, 
divided   into   three   classes   seven   of  whom   are   elected   each   year. 

Kansas  City  &  Bonner  Springs  Railway. — It  is  reported  that 
Samuel  Brown,  of  Philadelphia,  has  purchased  the  rights  and 
property  of  this  company,  which  has  the  right  of  way  and  has  done 
some  construction  work  between  Kansas  City,  Mo.,  and  Bonner 
Springs.  Kan.,  for  $200,000.  John  W.  McDaniel,  president.  Bon- 
ner Springs,   Kan. 

Kansas-Oklahoma  Interurban  Railway. — This  company,  which 
proposes  to  build  an  electric  railway  connecting  Winfield,  Arkansas 
<~"ity.  Geuda  Springs,  Ark.,  and  the  Chilocco  Indian  School,  has  or- 
ganized by  electing  the  following  directors:  W.  C.  Robinson,  W.  H. 
Somermier,  of  Winfield;  C.  A.  Scruton,  S.  P.  Gould.  L.  H.  P.  North- 
rup,  A.  J.  Hunt  and  C.  L.  Brown,  of  Arkansas  City.  The  directors 
elected  the  following  officers:  W.  C.  Robinson,  president;  L.  H.  P. 
Northrup,  vice-president  and  general  manager;  C.  A.  Scruton,  secre- 
tary and  treasurer;  S.  P.  Gould,  auditor. 

Lake  Shore  Electric  Railway. — At  the  annual  meeting  in  Cleve- 
land on  January  15  the  directors  were  all  re-elected.  The  direc- 
tors then  re-elected  the  following  officers:  President,  Edward 
W.  Moore;  vice-presidents.  W.  H.  Price  and  J.  Cooke;  secretary 
and  treasurer,  F.  W.  Coen,  all  of  Cleveland.  In  President  Moore's 
annual  report  it  was  shown  that  the  double-tracking  of  the  line 
between  Cleveland  and  Lorain  has  been  completed.  There  was 
also  built  during  the  year  an  extension  to  the  Beech  Park  power- 
house, while  a  substation  was  installed  with  good  results  at 
Dover  Bay.  In  addition  the  company  has  done  a  good  deal  of 
work  along  the  line  and  in  rebuilding  the  tracks  in  Sandusky. 
In  the  matter  of  new  equipment  the  company  purchased  and  put 
in  operation  ten  new  cars,  which  are  showing  good  results  in  the 
way  of  increased  earnings.  During  the  year.  also,  the  construc- 
tion of  the  line  between  Sandusky  and  Fremont  was  started,  and 
so  much  progress  has  been  made  that  the  line  will  be  completed 
and  in  operation  by  the  first  or  middle  of  May.  As  far  as  im- 
provements for   the   current   year  are  concerned   the   company  has 


under  contemplation  an  Increase  In  power  house  facilities  at  Fre- 
mont. The  company  also  has  under  order  12  new  cars  that  will 
be  delivered  early  this  spring.  The  flnarn  i.il  statement  for  the 
year   compares   as    follows: 

1906.  1905. 

Gross    receipts    $866.1'  268.47 

Operating    and    taxes    476.-"  428.588.23 

Net    earnings     390,712.31  'SO. 24 

Interest    charges     254,198.37  244> 

Net    surplus     136.51::'.:  114,831 

Milwaukee  Electric  Railway  &  Light  Company.— The  annual 
meeting  will  be  held  In  Milwaukee  on  January  21.  Arrange- 
ments will  be  made  to  provide  additional  capital  for  the  extension 

of  the  lines  within  the  city;  for  the  construction  of  new  power 
generating  stations  or  adding  to  the  capacity  of  the  present  on  s; 
for  the  construction  of  car  houses  and  machine  shops,  and  for 
other  purposes  necessary  to  meet  the  increasing  demands  which 
are  being  made  upon  the  company.  It  Is  proposed  not  only  to  pro- 
vide for  the  immediate  wants  of  the  company  hut  to  make  pro- 
vision for  future  requirements.  It  is  also  proposed  to  refund  the 
extension  mortgage  bonds  by  a  new  issue  of  common  stock.  The 
meeting  of  the  subsidiary  company,  the  Milwaukee  Light.  Heat 
&  Traction  Company,  will  be  held  at  the  same  time  and  it  is 
proposed  to  issue  additional  stock  to  provide  for  several  extensions. 
John  I.  Beggs,  of  Milwaukee,  is  president  of  both  companies. 

Newport  &  Alexandria  Traction  Company. — At  the  annual 
meeting  of  '.Ms  company  held  in  Alexandria  on  January  7.  the 
following  officers  were  elected:  A.  S.  Berry,  president;  Andrew 
Turner,  vice-president;  Joseph  Wright,  treasurer;  W.  H.  Wagoner. 
secretary.  The  directors  are,  Henry  Fahrenholtz,  Frank  Thatcher. 
John  Todd  and  M  Kintsler.  The  route  for  this  proposed  line  has 
been  surveyed  and  it  is  stated  will  be  built  in  the  near  future. 

Newton  &  Northwestern  Railroad. — The  minority  stockhold- 
ers of  this  company  has  applied  for  an  injunction  restraining  the 
majority  from  leasing  44  miles  of  the  road  to  the  Ft.  Dodge  Des 
Moines  &  Southern  Electric  Railway,  claiming  that  the  leased 
part  of  the  road  would  destroy  the  value  of  the  remainder.  The 
Ft.  Dodge  Des  Moines  &  Southern,  which  is  composed  of  many 
of  the  same  stockholders  as  the  Newton  &  Northwestern,  is  pre- 
paring to  electrify  the  latter  road  and  use  it  as  part  of  an  elec- 
tric  railway   system   from   Ft.   Dodge   to   Des  Moines. 

Northern  Ohio  Traction  &  Light  Company. — The  city  of  Akron. 
O..  has  brought  suit  against  this  company  to  recover  $27,732.  half 
of  the  city's  share  of  the  cost  of  the  Mill  street  viaduct.  The 
city  paid  for  half  of  the  viaduct  and  the  other  half  was  paid  by 
steam  railroads.  The  city  now  seeks  to  compel  the  traction  com- 
pany, which  uses  the  viaduct,  to  pay  half  of  its  share,  as  pro- 
vided  by   an  ordinance  of  April    4.  1904. 

Omaha  &  Council  Bluffs  Street  Railway. — The  annual  meet- 
ing of  the  stockholders  and  directors  was  held  on  January  14  and 
the  officers  and  directors  were  all  re-elected.  The  officers  are: 
President.  Guy  C.  Barton;  vice-president.  G.  W.  Wattles;  second 
vice-president.  M.  S.  Hopkins;  treasurer.  W.  A.  Smith;  secretary. 
R.    A.   Leussler. 

Paris  Traction  Company. — This  company,  which  is  building  a 
line  3*4  miles  long  in  Paris.  111.,  has  certified  to  an  increase  of 
capital  stock  from   $5,000  to  $50,00. 

United  Traction  Company. — The  board  of  railroad  commission 
ers  of  New  York  state  has  granted  the  application  of  the  United 
Traction  Company,  of  Albany.  N.  Y..  for  permission  to  increase 
its  capital  stock  from  $5,000,000  to  $13,500,000.  The  new  Issue 
will  be  used  to  take  up  the  outstanding  securities  of  the  Hudson 
Valley  Railway,  which  are  owned  by  the  United  Traction  Com- 
pany-.  Steps  toward  the  consolidation  of  the  two  companies  were 
taken  at  a  meeting  of  the  United  company  several  weeks  ago,  and 
the  merger  was  made  effective  about  two  weeks  ago  when  General 
Manager  E.  S.  Fassett.  of  the  United  Traction  Company,  had  his 
jurisdiction  extended  over  the  Hudson  Valley  company.  The  Hud- 
son Valley  company  was  formed  in  1901.  and  operates  in  the  ter- 
ritory from  Troy  to  Saratoga  and  north  to  Caldwell  and  Warrens- 
linrg.  on  Lake  George.  The  capital  stock  is  $3,000,000.  and  the 
original  bond  issue  amounted  to  $4,000,000.  There  has  since  been 
a  debenture  issue  to  meet  the  requirements  of  the  company. 

Urbana  Bellefontaine  &  Northern  Railway. — The  court  has  con- 
firmed the  report  of  the  receivers,  J.  G.  Schmidlapp  and  Mvron  H. 
Wilson,  and  the  receivership  has  been  closed.  The  road  is  one 
of  the  old  Appleyard  lines,  and  was  purchased  last  spring  by  the 
Schoepf   syndicate. 

Utah  Light  &  Railway  Company. — The  executive  committee 
has  decided  to  call  in  on  August  1  an  issue  of  $500,000  6  per  cent 
second  mortgage  bonds,   issued  in  February,  1901. 

Western  New  York  &  Pennsylvania  Traction  Company. — The 
New  York  railroad  commission  has  granted  this  company  permis- 
sion to  issue  a  first  refunding  mortgage  for  $5,000,000,  only  half 
that   amount   of  bonds,   however,   to  be  issued   under  this  consent 

Worcester  Consolidated  Street  Railway. — At  the  recent  meeting 
of  the  directors  President  Francis  H.  Dewey  and  the  other  officers 
were  re-elected. 

York  (Pa.)  Street  Railway. — This  company  has  purchased  the 
property,  charters  and  franchises  of  the  Colonial  Street  Railway, 
the  Penn  Park  Street  Railway,  the  York  Intramural  Street  Rail- 
way, the  York  Railway  &  Electric  Company,  the  York  &  Hanover 
Western  Railway  and  the  York  &  Susquehanna  Railway,  all  of 
York,  Pa.  The  company  has  applied  to  the  city  council  for  the 
right  to  build  these  lines,  with  several  changes  in  routes  and 
other  changes  made  necessary  by  the  new  arrangement,  agreeing 
to  pay  the  city  3  per  cent  of  the  gross  earnings.  These  extensions 
include  various  loop  lines  in  the  city  and  lines  to  the  suburbs. 


January   19.  1907. 


ELECTRIC     RAILWAY     REVIEW 


101 


Manufactures  and  Supplies 


ROLLING   STOCK. 


Citizens  Railway,  Lincoln.  Neb.,  is  reported  about  to  order  6 
additional  cars. 

Gray's  Harbor  Electric  Company,  Aberdeen.  Wash  has  or- 
dered one   car  of  the  J    G.   Brill   Company. 

United   Railways   &    Electric  Company.   Baltimore.   Md  .   has  or- 
■  m   the  John  Stephenson   Company, 

Newport  News  4  Old  Point  Railway  &  Electric  Company, 
Newport,    K    I.   is  asking  prices  on  new  equipment  for  eight 

Vallejo  Benicla  A.  Napa  Valley  Railway,  Napa.  Cal..  is  report.  1 
to  have   ordered   S   new   oars  from   the   Nilea   Ca  lufacturing 

Company. 

Norfolk  &  Portsmouth  Traction  Company,  Norfolk.  Va..  has 
an  order  on  file  with  the  J.  G.  Brill  Company  for  41  motor  and  2S 
trailer  cars. 

Spokane    Traction    Company,    Spokane.    Wash.,    Is    reported    to 
placed  an  order  for  ten  new  cars  of  the  Detroit   typo  for  de 
in   March. 

Lima   &   Toledo   Traction    Company,    Lima.    O..   has   ordered   five 
eg.  r    cars    from    the    Cincinnati    Car    Company      for      delivery 
early   In    the   summer. 

Terre  Haute  Traction  &.  Light  Company.  Terra  Haute.  Ind.. 
has  ordered  16  new  trucks  from  the  Baldwin  Locomotive  Works 
for  use   under  new  cars. 

Oakland  Traction  Consolidated,  Oakland.  Cal.,  it  is  reported  to 
he  building  2a   new   50-foot  cars   and  will  soon    conn  irk   on 

2"  new  55-foot  steel  frame  cars 

Savannah   Electric  Company,   Savannah.  Ga..  will  order  12   i 
cars.      Prices   are   being   asked    on   equipment   for   10    motor  and    4 
trailer  cars  and   the  company  expects   to  order  50  new  equipments 
in   the    near   future. 

Memphis   Street   Railway   Company,   Memphis.    Tenn.,   will   place 
an  order  during  this   month  for  25  double-truck    full-vestibule  cars 
a    length.      No   details   of  the   specifications   for   the 
cars   I;  anoui 1 

Jackson   Railway  &.   Llqht  Company.  Jackson,   Tenn  ,   is  6001 
•  ■    from    the   Ameri,  Company    Blx    20 

vertible  single  truek  can  t"  he  mounted  on  Brill  21-19  trucks  ami 

equipped  with  Westlnghouse  28-A  motors,   two  to  each 
Consolidated   Car   Compaq  i      and    Ohmer   registers.      The 

company  is  also  rebuilding  In  Its  own  shops  6  old  cars 

Nashville    Railway    &     Light    Company,    Nashville.     Tenn.    will 

double-truck  cars  in  the  spring  d     for  which 

"W  In  the  hands  of  the  engineers  of  the  company,    This  con 
averting   eight    42-foot    trailers   into   motor   cars    al 
new  shops  of  the  company.     Three  of   the  cars  have  alr< 

■onverted  and  work  on  the  other  three  will  be  commeni 
■  rly  date. 


SHOPS   AND   BUILDINGS. 


Illinois    Traction    Company. — The    present    power    house    of    the 

■nut  and  Walnut  streel       Peoria,   is 

■    station  and  freight  house 

for   thi  omragton    A    Champaign   Railway    division,   and 

r  will   be  taken  from   the  new   powi  now  being   

Interborough-Metropolltan     Company.     This    company     h 

authority  Two  linn 

New    York     and    also   levi 

•■>■    has    ah 
Rhode  Island  Company.     It    Is  stated   >' 

b     ;  .  i  feel 

1 1      I        A      f-7  I'ruvbli  re  e,    i:      I 

Utah  Light  &  Railway  Company.     This  company   nai   pun 

n'd   sixth 

A   BlXth   ate! 

hops  tn  ae<  omi i  il 

I 'hi      I  ind    ChOSI  ii     I"    •'•  nl  I   ill)     lOI  0  tl  ■!    ami 


TRADE   NOTES. 


Sinker    Car    Works,    Limited      Hallfl 

' 

Central    Steel    Castlngt    Company, 

I  I'.    Ill:  I 

I 

Bu'.hananFotter      Company,      I 

Hull. tier 


and  South  lVnn  Square.  The  company  make  i  special  brand  ol 
rooting  known  as  the  "Congo"  which  is  readily  applied  to  all 
s  of  buildings. 

Central  Inspection  Bureau,  17  State  street,  New  fork,  lias  re 
celved  an  order  from  the  American  Railways  Company,  Philadel- 
phia, for  the  inspection  of  ten  double-truck  cars  to  he  built  In 
the   Jewett    Car    Conn 

Buffalo    Forge    Company.    Buffalo,    N.   V ..   reports  s   long   lisl 

products,    Including   mechanical    draft    appa 
ratus,   heating  equips  trlfugal  pumps,  air  pumps,   Jei    ■  ■■ 

■  ii  users  and  pressure  pumps. 

Dossert  &  Company,  242  244  West   Forty-first  street,  New  Ymk 
manufacturers  of  Dosserl   eolderless  connectors   and   terminal 
wires    and    cables,    has    an    exhibit    al     the    electrical    trades    ex- 
position in  Chicago,     its  booth  is  located  In  section  v.  spaa 

Allis-Chalmers    Company,    Milwaukee,    lias 
from  the  Seamless  Tube  Company  ol    Imerica  for  four 
power    Alii  rs    compound     wound,     non-reversible     dlrecl 

current  motors  for  use  in  the  manufacturing  plant  of  this  coin, 
situated  at  Honessen,   Pa. 

Elroy   N.    Heath,   the    New    England    manager   for  ll     B    Smith 
Machine  Company,  has  established   In   thi    Olivet    building,   Boston 

a  machinery  exchange,  occupying  about  third  ol    i  street 

floor.     The  Ides   of  this  exchange  is  to  bring   together  concerns  In 
mechanical   lines   In   one  home. 

Fitzgerald    Air    Brake    Company,    of    Chicago,    lias    removed    Its 
offices  from  the   Etallwa)    Exchange  building  t"   1821  Pirsl    National 

Hank   building.     The   new  quarters     '    03    thi    company   will 

give  It  conslderabli    more  space  and  s   very  deslrabli    location  from 
which    to  carry  on   Its  business. 

Electric    Fountain   Company   of   America.    Philadelphia,    P«       re 
cently   made  a   shipment    of   Its   portable   fountains    to    Valparaiso, 
Chili.     This   company    makes   electric   fountains   suitable    toi    elec 
trie  railway   parks,    main    of   which     Including   Willow   Grove    Park 

•  .f    the    Philadelphia    Rapid    TVan  II    Company,    u.,\ in   supplied 

during  the  past   few  years.     Thi    electrli    Fountain  al   Willow  Grove 
Park  is  apparently  as  popular  an  attraction  todaj   as  it  was  when 

lirst  installed  several    years  ago. 

Mldvale    Steel    Company,    of    Philadelphia,     has    ordered    I 

Allis-Chalmers    i  ■       duty    cross  compound    engine 

with  cylinders  30  and    16  bj    18  Inches,   for  direct  connection  to  an 
electrie    generator,    to   he    installed    In    its    plant    al    Nicetown     Pa 

unit   v.  ill   bs  -iii. i  '    'during  It 
dinar]   operation,  thi                     required  to  be  very  strongly  built 
i   |ne    is    to    be    opei  ati  d    nor  condensing    and    the    not  mal 
nil    w  ill  be   1,000  kw. 

Henry  R.   Towne.  presld I   the   ifali    8    Towni    Manufactui 

Ing   c pan]     ol    Stamford     Conn.,    al    a    meeting    of   its    b rln 

nl---  and  foremen  held  r mtly,   made  an  annoi iment  of  an 

Increase  of  wages  and  piece  rates  of  its  ". mpioyes      i  hi    com 

panj   proposes  by   this  change  to  distribute  annually  $120,000  addl 
tional    I-    11     employe      believing    that    Its   liberal    policy   In 

1  will  result  in  Inci  ea  ed  1  Bi  leni  1   and 

iy.     This  action  is  entirely  voluntai 

the  pa  1 1   ol    tht    oompany. 

Beaudry   &.   Co.,   manul  of   Champion    powet 

Duplex    forging    1  ' n     Incorporated     under    thi 

1  mi    la?     ol    M tt         rhi    grow  1  h  ot    the   1 hi 

past  few  y<  I  nd  permits  '  itto  Al 

who   h'-    been    In    charge   of   the   sales   depart to 

memb  an        Mi     Ibrahamsen   will   ha>  e  the   tKli 

vioe-presldent   and   g<  is  lagei     still   continuing  In   chat 

Tl  1    "ii tl ipan]    1     in   tie    1  lUver   building     M lit 

in. 1  Olivet  1  1 1 1  1 

urer. 

Electric    Storage    Battery    Company,    of    Philadelphia,    m 
1  in,  1    ..ii  irid      11 '  umulator,   has  In  I     led   rout    ■■■       1    eight 

in, a,    bat  let  racted  for  by  t  '  lent  >  al    S 

Hudson    Rivet    Railroad   Companj    1 nectlon   wltlt    Ihi 

electt  lie  atlon    of    the    New    v.  .  1     PI  now   In 

1  ion   an    1 1  it    Bronx  Park,  Kin 

M.,11    Haven    and    Fiftieth    street      The   eight    batteiiei    will 

a    total    1  ipai  ll  bp      1  ln«   of  thi    two  1  

tailed  at 
Port    Mot 

Randall   Tram-Rail   Company,    1  ived    It 

,m  u.iii  1  in.,     ireet  to  tnd  Frank 

f,.,t  tnej    will    ocoupj    the    wholi 

building.     The   c idded    new    machlnei  the 

nd  up  to  ii'ii  11 <<  thi 

win   1  nufai  inn 

-i.i i\    conduct)  ■!  R     T 

1. nl   has  now   b  sn  madt     1   dl  tlnol   • 

Mbi  11   \\  11  known  In  thi    llni 

Chicago    Pneumatic  Tool    Company.     In 



bing    "'I  line   ot   1  !hli  ago  m. mi    1 

ttentlon  to  roi  fai  toi    In    the    pi 

mill.  te  the  Ha 

drill    wan    Introduced     it 

Him  <    thai   time  it   i"  admitted   that 

,n    Important    fai  lot    In   thi    It  <lu  I 

ink'    tl"      In 


102 


ELECTRIC     RAILWAY     REVIEW 


vol.  xvn,  No.  3. 


and  other  minerals  which  have  to  he  mined,  and  of  quarrying  rock 
needed  for  a  multitude  of  purposes  appertaining  to  manufacture 
and  transportation. 

Qulncy   Manchester   Sargent  Company,   Chicago  and  New   York, 
has  appointed  Howard   m.   Poet  advertising  manager  of  the  corn- 
Mr.    PobI    originally   fitted  himself  for  a  telephone  engineer 
and    for   three   years   held   a   position   as   switchboard   Installer   for 
the   Western   Electric   Company.     Later   he  accepted  a  position   as 
telephone    engineer    of    the    Kellogg    Switchboard    &    Supply    Com- 
pany,    and    during   a   period    of   five    years    took   out    several    tele- 
patents.      His    thorough    knowledge    of    the    telephone    busi- 
led    the    company    to    offer    him    the    position    of    advertising 
manager,    which   he   accepted   and   handled   very   successfully. 

Pittsburgh  Steel  Company,  as  announced  from  Monessen,  Pa., 
will  build  a  S7.nnn.nnn  addition  to  its  plant  at  that  point  to  include 
two  blast  furnaces,  a  blooming  mill  and  open  hearth  furnaces.  In 
the  past  few  months  the  steel  company  has  purchased  a  tract  of 
land  from  the  Monessen  Foundry  &  Machine  Company  and  consid- 
erable land  on  which  the  village  of  Wireton  stands  from  the  Stand- 
ard Land  Improvement  Company,  giving  It  a  total  river  frontage 
of  from  one  to  one  and  a  half  miles.  The  new  furnaces  will  be 
erected  between  the  Pittsburg  &  Lake  Erie  Railroad  and  the 
Monongahela  river,  taking  up  a  large  amount  of  river  frontage. 


ADVERTISING   LITERATURE. 


General  Flreproofing  Company,  Youngstown,  O. — This  com- 
pany is  mailing  samples  of  "Trussit"  metal  for  reinforcing  pur- 
poses. 

Buffalo  Forge  Company,  Buffalo,  N.  Y. — Catalogue  No.  77  in- 
troduces, in  addition  to  the  regular  line  of  tools  which  has  been 
upon  the  market  under  the  name  of  the  Buffalo  Forge  Company 
for  several  years,  a  number  of  entirely  new  machines,  as  well  as 
changes    and    improvements    in    older    designs.      Among     the     new 


which  Is  manufactured  for  a  great  varlet]  "f  industrial  purposes. 
The  company  slates  that  these  motors  are  being  installed  to  ope- 
rate machinery  for  which  motor  drive  has  heretofore  been  con- 
sidered either  undesirable  or  impracticable  and  believes,  there- 
tha.1  this  bulletin  will  be  of  particular  interest  to  the  owners 
of  plants   of  various   kinds  throughout   the  country. 


MOTORS    FOR    ROLLING    MILLS. 


The  direct-current  electric  motor  herewith  Illustrated  Is  being 
Introduced  by  the  Crocker-Wheeler  Company,  Ampere.  N.  J.,  to 
meet  the  demands  of  rolling-mill  service  which  requires  a  com- 
pletely enclosed  motor  for  Intermittent  but  heavy  work.  It  is 
known  as  the  "W"  motor  and  Is  built  for  25,  50,  75  and  100  horse- 
power. 

The  parts  are  very  heavy,  corresponding  approximately  to  the 
parts  of  ordinary  motors  of  about  twice  the  rated  capacity.  In- 
closing has  been  carried  to  the  extent  that  the  ends  of  the  bear- 
ings are  sealed  so  that  dust  cannot  enter.  The  motors  will 
operate  in  either  direction  under  ordinary  overloads  without  spark- 
ing. The  field  frame  is  of  steel  and  is  divided  horizontally  so 
that  the  upper  half  can  be  readily  removed.  The  shafts  are  of 
forged  steel  and  much  larger  than  for  other  types  of  motors  for 
a  similar  output,  and  as  the  commutator  is  keyed  to  a  sleeve 
extension  of  the  flange  forming  one  end  of  the  armature  core 
it  can  be  readily  removed  without  disconnecting  the  windings 
The  air  gap  is  made  large  to  minimize  the  trouble  due  to  wear 
of  bearings  and  displacement  of  the  armature.  The  bearings  are 
of  heavy  cast  iron  cylinders  split  horizontally  and  lined  with  bab- 
bit. They  are  of  the  ring-oiling  type  and  have  diagonal  grooves 
for  distributing  the  oil  over  the  area  of  the  bearings.  Asbestos 
Is  used  liberally  In  the  windings  in  the  place  of  vegetable  sub- 
stances on  account  of  the  heat  of  the  atmosphere  in  which  they 
are   expected   to   work. 

We   are  informed   that   these   motors  are  in  use  by   the   follow- 


Motor   for   Rolling    Mills. 


machines  are  two  ball-bearing  forges,  a  hand  blower  with  high- 
speed gear  running  underneath  the  surface  of  an  oil  bath  and  a 
direct-drive  blower. 

American  Carbon  &  Battery  Company,  East  St.  Louis,  III. — 
This  company  has  issued  a  new  list  of  prices  of  stationary  .motor 
and  generator  carbon  brushes,  effective  January  1.  1907.  The  cata- 
logue lists  and  shows  illustrations  of  a  new  form  of  motor  brush 
which  it  has  made  to  meet  the  special  requirements  of  street  rail- 
way use  and  a  new  form  of  pig  tail,  with  which  connection  it  is 
stated,  it  is  possible  to  save  from  10  to  20  per  cent  on  pig  tails 
used  on  small  machines. 

Atlas  Engine  Works,  Indianapolis,  Ind. — General  bulletin  No. 
134  briefly  lists,  with  illustrations  and  specifications,  the  complete 
line  of  this  company,  which,  it  is  believed,  is  the  largest  exclusive 
builder  of  steam  engines  and  boilers  in  the  world.  The  company 
manufactures  a  very  complete  line  of  engines  and  boilers  of  vari- 
ous types  and  maintains  branch  offices  and  warehouses  in  all 
parts  of  the  United  States  in  order  to  be  able  to  promptly  fill 
rush    orders    for    equipment   of    the    sort    manufactured    by    it. 

Cincinnati  Rubber  Manufacturing  Company,  Cincinnati,  O. — 
The  Cincinnati  Rubber  Manufacturing  Company  was  incorporated 
under  the  laws  of  the  state  of  Ohio  to  purchase  the  extensive 
rubber  business  formerly  owned  by  the  Whitman  &  Barnes  Man- 
ufacturing Company,  of  Akron,  O.,  and  retains  the  same  manage- 
ment, superintendent,  foremen  and  other  employes,  with  such  ad- 
ditions as  have  been  made  necessary  by  increased  business.  The 
lines  of  manufacture  of  the  company  include  belting  of  all  kinds 
and  for  all  purposes,  hose  for  all  classes  of  service,  packings  and 
other  rubber  specialties  which  are  described  in  a  substantial  100- 
page   catalogue   containing   various   useful   formulae. 

Allis-Chalmers  Company,  Milwaukee,  Wis. — This  company  is 
about  to  distribute  a  revised  edition  of  Bulletin  No.  1045.  which  is 
descriptive  of  Allis-Chalmers  rotary  converters.  The  publication 
includes  16  pages  with  numerous  illustrations  and  describes  the 
characteristic  features  of  converters  of  various  capacities.  Bul- 
letin   No.    1040   describes    the    line   of    polyphase   induction    motors. 


Ing  companies:  Bethlehem  Steel.  Carnegie  Steel.  Illinois  Steel. 
Lorain  Steel,  National  Tube.  Pennsylvania  Steel.  Shelby  Steel 
Tube   and   Youngstown   Sheet   &   Tube. 


Exhibit  of  the  H.  W.  Johns-Manvllle  Company  at  Chicago's  Second 
Annual    Electrical    Show. 


At  the  second  annual  electrical  show  in  progress  at  the  Chi- 
cago Coliseum,  the  H.  W.  Johns-Manville  Company,  whose  head- 
quarters are  in  New  York,  has  an  extensive  exhibit.  Among  its 
numerous  electrical  specialties  a  line  of  Victor  direct-reading  in- 
struments is  shown.  These  include  Victor  direct-current  volt  and 
ammeters.  Victor  oombination  meters  of  both  the  switchboard  and 
portable  types,  as  well  as  a  special  Victor  combination  meter  for 
automobile  use. 

The  manufacturer  states  that  the  Victor  combination  meter 
is  the  only  direct-reading  electrical  instrument  of  its  kind  on  the 
market  giving  a  simultaneous  reading  of  volts,  amperes,  watts 
and  horsepower  on  one  dial.  It  consists  of  a  volt-meter  and  am- 
meter and  is  therefore  practically  two  separate  and  complete 
instruments,  which  are  combined  in  one  case  and  so  arranged  that 
tlie  indicators  cross  each  other,  each  acting  independently  of  the 
other  as  far  as  volt  and  ampere  readings  are  concerned.  The 
readings  in  watts  and  horsepower  are  obtained  from  the  point 
of  intersection  of  the  two  indicators.  The  Victor  has  a  wide 
range  of  uses.  As  it  is  probably  the  only  practical  switchboard 
instrument  giving  a  reading  in  watts  and  horsepower  it  adapts 
its  If   to    use    on    the    smallest    switchboard    panels. 

Among  the  other  materials  exhibited  is  J-M  friction  tape,  the 
friction  material  being  well  worked  into  the  fabric  and  running 
true  to  gauge  throughout  the  entire  roll.  The  tape  is  made  for 
extremely  long  service  under  all   conditions. 

Noark  subway  and  service  boxes  are  shown  of  one,  two  and 
three-pole  construction  and  250,  600  and  2.500-volt  capacity.  These 
boxes  are  water-tight,  being  designed  and  tested  to  withstand  a 
pressure  of  25  pounds '  per  square  inch  without  leaking,  and  ac- 
cordingly suitable  for  most  severe  conditions.  Other  lines  shown 
are  the  Noark  national  standard  fuses,  blocks  and  accessories  and 
J-M   overhead   line   material. 


PUBLISHED  EVERY  SATURDAY  BY  THE  WILSON  COMPANY,  CHICAGO 
Chicago:  160  Harrison  Street  New  Yokk  :  130  Nassau  Street 

ription  Price,  $2;  Foreign,  $5;  Single  Numbers,  10  cents  Entered  at  the  Postoffice,  Clii.uo'.  111.,  as  Second-class  Matter 


Vol.  XVII.  No.  4 


CHICAGO,  JANUARY  26,  1907 


Whole  No.  196 


TABLE  OF  CONTENTS. 


i.ll— 

— An    Example    of    Municipal    Ownership 103 

rugated    Rail   and    Plenty   of   Tie    Rods 103 

1    lies   and   Rail   Corrugations 103 

— Limited    Interurban    Service     104 

— Transformer   Tests    on    Electri-    Railways    105 

it    of    Treasurer   of   American    Street    and    Interurban    Rail- 

!  inufacturers'    Association     105 

Practice    at    Memphis.      (Illustrated) 106 

iard    Rail    Sections     for     Paved     Streets        B]      C.     Gordon 

i  Illustrated)     Ill 

et    Railway    Association.      (Illustrated) 11-' 

Electrification   of   the   Baden   State   Railways 116 

and   Shop   Employes.     By   A.    D.    McWhorter 117 

Rail    Bonds        (Illustrated) 117 

Annual    Meeting.    Ct-ntral    Electric    Railway   Association.      (Illus- 
trated i      119 

'ic    Railway   Union    Station    for   Hamilton.    Ont 122 

ding  of  Accidents  and  Claims.     By  E.   C.   Carpenter.      (II- 

lustr  123 

The   Cost    and   Sale  of  Railway  Power.      By  G.    II.    K.-lsay... 

Car    Lighting-      By    R.    C.    Taylor.      (Illustrated) 12S 

\    Model    Car  for   Long  Travel.     By  W.    II     Evans 123 


Lake   Shore   Electric   Railway    Annual   Report 131 

Holding    Power  of  Railroad   Spikes    131 

Annual  Report  of  the  Cleveland  &  Southwestern  Traction  Com- 
pany      131 

Piping  and    Power  Station   Systems.— XXVII.     By   W.    L.   Morris 

i  Illustrated)      

Electrification     Of     Railways     in     [talj 

News   of   the    Week    

Construction   News — 

—  Franchises     13G 

— Incorporations      

— Track   and    Roadwaj    

— Power   Houses    and    Substations    

tion    

Financial    News    inn 

Manufactures  and  Supplies — 

— Rolling    Stock     no 

— Shops    and    Buildings     ui 

—Trade    Notes     141 

— Advertising     Literature     ill 

Westinghousa    Turbo    Units   for    Brooklyn.      (Illustrated) 142 

A   Display  of  Storage   Batteries  at    the  Chicago  Electrical   Show.  112 
Allis-Chalmers    Company's    Exhibit    at    the    Electrical    Show 142 


The  people  of  Easton,  Pa.,  know  a  good  deal  more  about 
municipal  ownership  than  they  did  when  they  joyfully  cele- 
brated the  inauguration  of  municipal  elec- 
An  Example  of  trie  lighting  a  few  years  ago.  The  knowl- 
Municipal  edge  gained   by   experience   has  cost  some- 

Ownership,  thing   between   J4.000   and    $5,000    per   year 

paid  out  of  taxes  for  deficits  in  operation — 
but  the  lesson  has  been  thoroughly  learned.  Incidentally 
the  outages  have  grown  so  frequent  that  the  "lighting"  has 
been  recently  little  if  any  superior  to  total  and  unmitigated 
darkness,  so  that  women  and  children  have  been  warned 
not  to  go  about  after  dark.  Now  the  leading  business  men 
have  petitioned  the  city  council  to  dispose  of  the  plant  to  a 
private  <  nrporation  and  pending  arrangements  for  that  pur- 
pose to  let  It  be  operated  by  contract  with  some  private  indi- 
vidual or  corporation  Thus  does  another  municipal  enter- 
pass  to  Its  Inevitable  and  Inglorious  end 


of   ill--  executive  committee  ol    the 
street  and   Interurban   Railway   Engineering,  Asso- 
ciation the  question  of  rail  corrugation  wa 
Corrugated  Rail    brought    up   an.i   disposed   of   by   reference 
and  Plenty  of       to  the  ..f  the  American  Btreel  and 

Tie  Rod*.  Interurban  Railway    Association,  who  volun- 

tas ii'  cl   data  relating  ti>  the 

of  Hi"  Blectrtcal  Age,  Mr.  n    it  Nidi 
Philadelphia  Rapid  Tran 

mi   of    rail    corrugation.      Pour   different    ca 
soggi  .i  bending  of  the  web  ol  the 

rail  II  ipon  tbeii 

i   foundations;   the  vibration  or  movement 
■nidation     um  under    II. ■ 

able  of   bi  nived   Into  one 

lorn  or   the  rail  to 
its  in  a  I..  ctlon,  which  freedom  would  exist  In  a 

h  id.-  four  conditlona  named 
.  stated  for  the  formation  oi 
Ma  o  .ir   Nichols'  experiments  in  which  the 

vibration  ease  and  the 

ippilmtion  of  a  80-foot   flab-plate 


bolted  to  the  outside  of  the  rail.  As  stated  in  the  account 
referred  to,  this  method  of  correction  would  be  expensive*  and 
therefore  impracticable.  The  facts,  however,  suggest  a 
remedy  that  should  be  at  least  partially  effective.  It  appears 
from  the  papers  presented  at  the  recent  meeting  of  the  Street 
Railway  Association  of  the  State  of  New  York,  and  frequently 
in  the  discussion  thereupon,  that  a  liberal  use  of  tie-rods  and 
steel  ties  is  requisite  to  a  smooth-riding  and  easily  main- 
tained track.  Though  the  matter  of  corrugation  was  not 
brought  up.  there  is  little  question  but,  if  Mr.  Nichols'  theory 
is  cornci.  ih"  same  cause  thai  contributes  to  corrugation 
would  also  contribute  to  a  general  unsatisfactory  condition 
Involving  unnecessary  expense  of  maintenance,  n  is  there- 
fore Buggeated  that  corrugations  as  well  as  many  of  the  other 

ills    to   which    track    is    subject    may    lie    cured    or    relieved    by 

the  liberal  use  of  tie-rods,  for  the  reason,  if  for  no  other,  that 
the  forces  supposed  to  contribute  to  vibration  act  upon  oppo- 
site rails  In  opposite  directions  at  any  given  time. 


in  its  i.i.ai  form,  whatever  that  ma}  be,  the  steel  tie  should 

assisi  to    ■  rve  the    ame  purpose     The  proper  use  of  a  propei 

form  of  Bteel   tie  should  oovei    the  second 

Steel  Ties  ami   third  causea  of  corrugation  u  named 

and    Rail  bj     Mi      Nichols,    viz.:  —  the    1 meal    "I    t  to  • 

Corrugations.  upon    their   supports   and    Hie   loo 

oi    the    Use    upon   their   foundations      The 

fonrtl  itlo movement  of  the  foundation 

i  in  in-  idei  the  t  ma  In  the  te  days  of 

in  to  iL'-in.'h  solid  concrete  foundations  too  remote  to  war 
rant  extended  itlon.    But  the  loo  enea    "i  rails  upon 

their  supports  w  lien  tin  w I.  n  tic  and  the  method 

of  fastening  is  the  ordii  ther  antvei 

latlng  condition.    To  obviate  It  requires  conatant  attention  and 

on  the  part  ol  the  maintenance  of  waj  department 
the  other  band,  if  there  in  anj  one  featui  i  tie 

which  should  commend  it  primarily,  it  is  that  the 
betwi  ill  and  the  Mi  Baa  be  mads  absolul 

o  with  a  fraction  of  the  iain.r  required  with  the  wo 
tie  and  the  spike  I  Second  only  to  the  aecui 

the  connection  between   the  tie  and  the  mil.  is. 

to   Mr    Nli  hoe      the     It]    Witt)    which    the   t|.-   ||    hi 


101 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  4. 


foundation.  Whether  the  latter  is  gravel,  broken  stone  or 
concrete,  it  appears  beyond  discussion  that  a  steel  tie  is  bet- 
ter adapted  to  be  made  of  a  section  that  can  be  held  in  place 
so  long  as  the  foundation  maintains  its  integrity,  than  is  the 
wooden  tie  of  ordinary  section.  In  fact,  there  is  a  serious 
question  as  to  the  propriety  of  embedding  a  wooden  tie  at  all, 
especially  in  concrete,  on  account  of  the  possibility  of  a  dry 
rot  which  would  afford  an  additional  element  of  risk  against 
the  holding  power  of  the  spike.  It  goes  without  saying  that 
all  methods  of  avoiding  corrugations  in  the  rails  will  fail  if 
the  web  of  the  rail  is  inadequate  to  the  support  of  its  load. 
Buckling  of  the  web  of  the  high  girder  rail  was  referred  to  at 
the  meeting  of  the  New  York  association  as  one  of  the  rea- 
sons for  expressing  a  preference  for  the  T-rail.  Corrugations 
due  to  this  cause  air.  according  to  Mr.  Nichols,  difficult  to 
remedy  without  considerable  expense,  but  may  be  avoided  in 
the  beginning  by  the  use  of  a  thicker  web.  The  data  which 
Secretary  Swenson  has  undertaken  to  collect  should  be  of 
much  interest  in  the  way  of  throwing  light  on  a  matter  about 
which  little  is  actually  known  and  in  which  every  operating 
and  maintenance  officer  is  concerned.  It  may  well  be  that  in 
removing  the  causes  of  rail  corrugation  the  entire  track 
structure  will  undergo  an  improvement. 


LIMITED    INTERURBAN    SERVICE. 


By  the  institution  of  limited  service  an  interurban  line 
attains  a  standing  which  no  merely  local  system  can  ever 
enjoy.  Provision  for  fast  through  travel  is  one  of  the  most 
prominent  tendencies  of  the  times  in  electric  railway  prac- 
tice,.and  in  some  parts  of  this  country,  notably  in  the  cen- 
tral states,  the  development  of  limited  car  or  train  service 
has  reached  a  remarkable  stage  of  efficiency.  The  running 
of  such  cars  as  those  between  Dayton  and  Toledo,  where 
through  cars  cover  160  miles  in  six  hours,  making  but  14 
regular  stops  en  route,  or  from  Cleveland  to  Toledo,  where 
120  miles  are  covered  in  four  and  one-half  hours,  with  12 
regular  stops,  involves  a  very  high  degree  of  operating  re- 
sponsibility, since  the  maximum  speeds  must  fall  close  to  a 
mile  a  minute  on  clear  stretches  of  track. 

It  is  a  little  singular  that  this  class  of  service  has  thus 
far  not  been  generally  attempted  on  many  of  the  interurban 
lines  in  other  parts  of  the  country,  considering  the  success 
which  it  has  attained  in  Ohio,  Indiana  and  other  states  in 
their  vicinity.  Doubtless,  the  fact  that  even  the  limited 
service  of  the  central  west  has  not  been  thoroughly  stand- 
ardized in  detail  has  been  influential  in  retarding  the  de- 
velopment of  express  passenger  service  in  other  sections; 
but  no  one  can  analyze  the  tendencies  of  interurban  practice 
at  the  beginning  of  this  new  year  without  feeling  that  the 
time  is  not  far  distant  when  limited  cars  will  be  demanded 
by  the  long-distance  traveling  public,  regardless  of  the  sec- 
tion in  which  the  roads  in  line  for  such  service  are  operated. 

Comparatively  few  interurban  roads  are  as  yet  double- 
tracked  throughout  their  entire  length,  and  the  excellent 
records  thus  far  made  with  limited  cars  have  almost  ex- 
clusively been  accomplished  under  the  difficulties  of  single- 
track  operation.  On  many  lines  having  limited  cars  in  regu- 
lar service  the  fast  movements  are  alternated  with  the  locals, 
giving  an  hourly  headway  in  each  direction.  In  other  cases 
the  limiteds  are  sandwiched  in  between  the  regular  hourly 
locals.  With  half-hourly  headway  on  single  tracks  cars  pass 
one  another  every  15  minutes,  so  that  extraordinary  care  is 
necessary  for  safe  operation,  and  only  the  most  rigid  rules 
followed  with  intelligent  appreciation  of  their  applicability 
to  all  emergencies,  insure  the  safe  movement  of  limited  cars 
among  the  large  number  of  locals  always  present  on  the 
system.  Just  when  it  is  best  to  double-track  an  interurban 
line  is  a  matter  about  which  there  is  no  little  difference  of 
opinion  at  this  time.  If  limited  cars  are  to  be  operate!  at 
very   hi?h    speeds    on   roads    sending   cars   over   the   line   on 


3u-minute  intervals  in  each  direction,  the  advisability  of 
double-tracking  is  to  be  seriously  considered,  just  as  it  is 
high  time  to  think  of  getting  away  from  single-track  lim- 
itations when  it  becomes  necessary  to  run  cars  on  15-minute 
intervals  in  each  direction. 

Among  eastern  interurban  lines  the  population  density 
tends  to  warrant  double-tracking  at  a  comparatively  early 
period,  so  that  it  is  almost  certain  that  limited  service  would 
be  both  profitable  and  safe  if  inaugurated  on  broad-gauged 
lines.  It  would  seem  that  a  line  like  the  Boston  &  Worcester, 
which  is  now  being  double-tracked  in  the  last  five  miles  of 
its  entire  length,  ought  to  offer  a  most  attractive  field  for  the 
limited  car.  The  local  running  time  between  these  two  cities, 
49  miles  apart,  is  2  hours  and  15  minutes  against  one  hour  by 
the  parallel  steam  line's  express.  The  fares  in  the  electric 
service  are  practically  half  those  of  the  steam  line,  the  latter 
having  lately  reduced  its  passenger  tariff  to  90  cents  each 
way  after  many  years  of  operation  at  $1.  The  institution  of 
limited  service  on  the  completed  double-track  line,  which  has 
something  like  30  miles  of  private  or  reserved  right  of  way. 
ought  to  result  in  securing  a  large  share  of  the  business 
traffic  which  at  present  patronizes  the  Boston  &  Albany 
steam  service,  on  account  of  its  fast  express  service.  Judg- 
ing from  what  has  been  accomplished  in  other  sections  it 
would  seem  that  a  limited  schedule  of  possibly  one  and  one- 
half  hours  at  certain  times  of  the  day  might  be  well  worth 
attempting  in  the  case  cited  as  illustrative. 

Many  of  the  interurban  lines  of  the  east  are  operated 
upon  the  public  highways  with  relatively  short  distances  be- 
tween adjacent  cities.  Speeds  are  therefore  limited  to  a 
maximum  of  from  30  to  40  miles  per  hour  at  the  outside,  and 
with  the  absence  of  long,  clear  stretches  of  interurban  track 
through  sparsely  settled  territory,  it  is  difficult  to  inaugu- 
rate a  service  with  few  stops.  With  the  frequent  headway 
maintained  in  these  populous  communities  it  is,  of  course, 
a  question  how  far  limited  service  would  be  desirable.  As 
far  as  the  provision  of  through  cars  of  superior  design,  com- 
fort and  equipment  goes,  the  various  foreign  cars  entering 
Boston,  Salem-,  Lexington,  Lynn  and  other  points  partake 
of  the  nature  of  limited  service,  and  for  such  populous  com- 
munities perhaps  this  is  the  nearest  approach  to  it  that  is 
possible.  But  one  might  as  well  lace  the  fact  that  for  runs 
of  from  20  miles  and  upward  steam  competition  for  the 
money  of  those  whose  time  is  most  valuable  cannot  be  met 
without  genuine  high-speed  service,  not  necessarily  record- 
breaking  maximum  spurts,  but  giving  high  average  schedule 
speeds  through  the  elimination  of  all  but  the  most  important 
local  stops. 

The  question  of  fares  on  limited  cars  is  one  of  no  little 
difficulty,  but  if  the  service  is  distinctly  superior  to  that  of 
the  locals,  if  more  expensive  equipment  and  more  luxurious 
fittings  are  used,  there  is  certainly  reason  for  at  least  a 
slight  additional  charge.  Stiffening  the  rates  somewhat  for 
through  business  tends  to  discourage  short-distance  riding 
from  town  to  town  and  thus  helps  in  the  maintenance  of  fast 
schedules.  Under  eastern  conditions,  however,  it  is  doubtful 
if  excess  fares  for  express  service  would  be  generally  ac- 
ceptable to  the  public,  which  has  been  educated  to  standards 
of  car  frequency  and  fixedness  of  fares  only  possible  in  the 
most  thickly  settled  districts.  Experience  alone  in  the  dif- 
ferent parts  of  the  country  is  capable  of  determining  the 
ultimately  best  policy  in  regard  to  limited  rates.  It  goes 
without  saying  that  the  fares  must  be  enough  to  pay  for  the 
service  given,  and  in  a  rough  sort  of  way  this  means  an 
earning  of  from  30  cents  per  car-mile  upward.  Forty  or  50 
cents  per  car-mile  is  much  nearer  the  line  of  assured  profit 
when  one  attempts  to  estimate  the  increased  fixed  charges 
accruing  upon  limited  cars  on  account  of  their  high  standard 
of  attractiveness,  the  extra  cost  of  motive  power  capable  of 
running  the  car  at  60  miles  per  hour  maximum  speed,  the 
cost  in  some  cases  of  additional  power  station   and  distrib- 


January  26.  1907. 


ELECTRIC     RAILWAY     REVIEW 


l(»6 


uting  facilities,  improvement  in  roadbed  and   possible  delays 
to  local  traffic  by  limited  cars  when  off  schedule. 


TRANSFORMER  TESTS  ON   ELECTRIC  RAILWAYS 


Tlii-  listing  of  power  plant  and  substation  equipment  on 
an  electric  railway  is  necessary  for  two  principal  reasons: 
to  make  a  in  that  contract  requirements  are  met  by  the 
manufacturers  and  to  locate  any  unusual  losses  which  may 
be  seriously  impairing  the  efficiency  of  the  mechanical  and 
electrical  system.  In  many  eases  it  is  suffi<  ient  to  send  a 
representative  of  the  road  to  the  factory  to  carefully  observe 
the  tests  of  the  manufacturer's  engineers  and  to  deduce  from 
tin-  B(  -rained  the  degree  with  which  the  specification; 

a  followed.  Other  instances  arise  in  which  the  best 
policy  is  to  defer  final  acceptance  until  tests  have  been  made 
upon  the  equipment  under  act.ial  service  conditions 

The  imiortance  of  the  transformer  In  electric  railway 
is  so  great  at  the  present  time  that  detailed  know] 
edge  of  its  behavior  when  set  up  under  service  conditions 
is  well  worth  securing  on  any  system  which  aims  to  reduce 
its  power  cost  to  the  minimum.  On  account  of  the  somewhat 
involved  relations  existing  between  the  transformer,  primaries 
and  secondaries,  fewer  tests  have  been  made  on  this  equip- 
ment   by   operating  engineers  than   upon   steam  engines,   tur- 

s,  gas  engines  and  generators.  The  modern  large-capacltj 
transformer  is  a  remarkably  efficient  device  operating  close  to 
98  per  cent  at  full  load  and  there  is  obviously  little  hope  of 
Improving  its  economy  further.  It  is  none  the  less  desirable, 
however,  to  find  out  exactly  what  the  efficiency  is  in  a  given 
transformer;  to  measure  the  temperature  rise  under  various 
conditions  of  loading;  to  test  the  insulation  of  the  windings, 
the  potential  ratios  of  windings  and  taps,  thi-  polarity  and  the 
regulation  in  voltage  under  various  loads.  These  are  tin- 
essential  daia  which  it  is  desirable  for  an  operating  company 
to  ha\i-  but  if  more  detailed  analyses  are  desired  tests  may 
be  made  of  core  loss,  copper  loss,  impedance  and  circulating 
current  on  transformers  which  are  Intended  lor  parallel 
operation 

Probably  the  simplest  and  best  way  for  an  electric  rail- 
way company  to  test  its  transformers  is  to  actually  place 
them  under  full-load  nr  partial-load  conditions  with  water 
rheostat*  as  energy  absorbers.  From  the  standpoint  of  power 
cost  It  Is,  of  course,  more  expensive  to  dissipate  energy  in 
thi.*  way  than  to  adopt  tin-  so-called  'pumplng-back"  methods 
of  the  manufacturers'  tasting  departments  which  consume 
only  tin-  energy  required  to  make  up  the  core'  and  copper 
losses. 

Thi-  actual  loading  method  carries  the  merit  of  extreme 

simplicity,    it  avoids   complicated   connections,   obviates  the 

sity  of  bearing  in  mind  a  rather  difficult  coin..   ..i  res 

sorting  during  the  tests  and  calls  for  no  intricate  adjustment 

of  the  ratln-r  limited  supply  of  Instruments  available  on  the 

■  ric  railway  By  stem.  With  an  engineering  department 
sufficiently  skilled  In  making  electrical  testa  it  tii.i .  work 
out  In  Bonn-  rases  that  the  best  plan  Is  to  carry  out     pun 

back"  tests,  but  under  average  condlttona  the  simple  expattt- 

!••[■  and  measuring  the  quant 
wanted     is  certainly  the  straightforward  olve     the 

The   larger    thi  it  hit   tin-   DSOI  ■•■   It 

.poii   It    at    full   load   ami   tin-   DON 

■   the  engl  taff  win  have  the  time 

and  skli  "pumpln 

obtained  bj  dividing 
intput  in  winding  by  the  input  of 

by  wan 1 1 
Voltmeti  i   .num.  i.  i   and  i 

how   thai    the  condition  mal 

...n-   i-   bj    calcul 


from  the  rise  in  resistance.  Resistance  measurements  should 
be  made  at  least  every  hour  tor  this  purpose  on  both  primary 
and  secondary  windings,  cutting  the  transformers  out  of  cir- 
cuit  as  short  a  time  as  is  possible 

Regulation  is  easily  determined  by  comparing  secondary 
voltage  readings  with  varying  loads.  In  the  absence  of  a  spe- 
cial insulation  testing  Bet,  twd  other  transformers,  carefully 
insulated.  may  be  disconnected  from  the  line  and  placed  with 
their  primaries  in  series  and  secondaries  in  parallel,  the  latter 
being  excited  either  from  a  third  transformer  secondary  or 
from  some  other  source.  Double  normal  voltage  may  thus  be 
appiii  .1  between  the  primary  winding  and  core  or  frame,  or 
between  1 1n-  primary  and  secondary  windings.  In  the  "pump 
in--  back'  method  of  testing  the  heating  due  to  the  core  loss 
may  be  determined  by  open-circuiting  the  primary  and  apply 
ing  normal  voltage  to  the  secondary,  and  the  heating  due  to 
opper  loss  is  obtained  by  short-circuiting  the  primary  and 
applying  just  enough  voltage  to  the  secondary  to  overcome 
the  impedance  and  cause  full-load  current  to  flow  in  both 
windings.  With  air-blast  transformers  separate  open-circuit 
and  short-circuit  heat  runs  give  almost  the  same  temperature 
rise  for  core  and  copper  respectively,  as  when  the  two  tests 
are  applied  together.  Oil  transformers  do  not  give  as  con- 
nt  readings  in  this  respect,  hence  the  full-load  test  is 
preferable.  In  testing  air-blast  transformers  the  speed  of  tin 
blower  motor  and  air  velocity  should,  of  course,  be  recorded 
at   frequent   intervals,  as  well  as  the  weather  conditions. 


Report  of  Treasurer  of  American   Street  and   Interurban   Rail- 
way Manufacturers'  Association. 

rii.  Edwin   H.  Baker,  treasurer  ol  the  Ameri- 

can St  I  Interurban  Railway  Manufacturers'   Association 

for  the  period  from  February  9,  1906,  to  December  88,  1906,  has 
just  been  published.  It  shows  receipts  and  disbursements  as 
follows 

RECEIPTS. 

By   be  im    1905 J    350.26 

nentl    at    135 0.590.00 

Sale  of  extra    space  at    ■  sq.  ft...    2.558.60 

Bale  of  extra  badges  -.i  ta  each l.llO.OO 

■  i from    other    -  54.64 

113.663.50 

DISBURSEMEN  is 
I  no -.'tor  of  exhibit.*: 

Expenses      for      preparing      buildings      anil 
grounds  for  convention — 

Labor  and   unit,  rial (1,420.11 

Incidentals    U 

"iiinnll    . 

Expenses  r.-i    preparing  convention  hall — 
Removing     and     replacing     booths,     electric 

lighting,     labor    and     material 1.240.78 

Entertainment   commit 

Badges     600.00 

Printing    bulletin    338.50 

IS,    1906 363.00 

Bhubert    and   Great    Bouthern   theaters.     f> 

2, "00.00 

Arlington   Country    Club,    Oct 
- 
v..  :.'I6.  . .       6M 

Printing  commit  I 

■  ' 
and  ro  1 1 

Admit 

1,000.00 
::  6 
Pri  i   postage  1 1 

i .    \i 

i  ■  ,i  .... 

Attached  in  the  report 

iietiniH.  certified  public 

•  count  ot  the 
.Hid  •;  ordance  «  Ith  hi-  i ecord  and 

plop.  Dl     VOU(  hi  '  I    ha'  •■    I II    | blee.l    tC    U 

ail  dl  hat  Lbs  balance  ol  ca  ih  on  hand 

■  s    K  lib     the    i.i  life 


10(5 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.   No.   4. 


SHOP    PRACTICE   AT   MEMPHIS. 


The  extensive  Improvements  that  are  being  made  by  this 
company  include  additions  to  the  power  house  and  car  barns. 
a  new  car  storage  house  and  rearranging  the  tracks  and  spe- 
cial work  leading  into  these  buildings.  The  building  now  oc- 
cupied by  the  offices,  shops  and. car  houses  is  375  by  320  feet 


sides  of  the  property  This  wall,  which  is  shown  in  one  of  the 
engravings,  is  built  of  concrete  mixed  to  the  proportions  of 
1-3-5.  It  is  4%  feet  thick  at  the  bottom,  and  is  battered  to  a 
thickness  of  2  feet  at  the  top.  A  pipe  railing  surmounts 
this  wall.  The  new  building  is  205  by  372  feet  in  floor  dimen- 
sions and  has  side  walls  18  feet  high.  The  materials  of  con- 
struction   consist   of  concrete   for   foundations,   brick   for  the 


jj^r 

Shop    Practice    at    Memphis — Wheel    with    Form    for   Winding    Coils. 
Also    Wire-Cleaning    Press. 


Shop    Practice    at    Memphis — Method    of    Storing    Field    Coils    and 
Armatures. 


in  floor  area.  This  structure,  erected  several  years  ago,  has, 
as  a  result  of  the  rapid  growth  of  the  system,  become  too 
small  to  accommodate  the  large  amount  of  rolling  stock  which 
has  since  been  acquired.  In  view  of  this  condition  it  has  been 
found  necessary  to  make  the  changes  and  additions  as  de- 
scribed herewith. 

New  Car  Storage   House. 
The   new   car   storage  house  now   under  construction   is 


superstructure,  steel  trusses  and  tile  roofing.  The  foundations 
have  been  sunk  deep  enough  to  allow  pits  to  be  excavated  un- 
der the  tracks,  should  it  be  necessary  to  do  so. 

The  building  is  divided  into  three  equal-sized  bays,  by  two 
brick  partitions.  The  roof  of  each  bay  is  independent  of  the 
adjoining  roofs.  In  the  east  wall  at  a  height  sufficient  to  allow 
the  free  pasasge  of  cars  under  it  a  box  girder  has  been  in- 


Shop    Practice    at    Memphis — Pendulum    Pile-Driver. 

located  immediately  south  of.  and  across  the  street  from,  the 
present  building.  The  ground  on  which  this  building  stands  is 
about  11  feet  above  the  streets  to  the  south  and  west.  This 
necessitated  the  building  of  a   retaining  wall  along  the  two 


Shop    Practice    at    Memphis — View    in    Pit    Showing    Car    Body    and 
Pit    Hoists    in    Use. 

serted  in  the  brick  wall  so  that  if  necessary  entrance  curves 
can  be  put  in  at  this  end. 

A  general  ground  plan  shows  the  relative  location  of  the 


Jauuary  26.  1907. 


ELECTRIC     RAILWAY     REVIEW 


107 


shop  and  storage  buildings.  With  the  completion  of  the  new 
buildings  the  tracks  nearby  will  be  relaid  so  as  to  provide 
double-end  entrances  to  the  shops.  This  work  presents  au  in- 
teresting arrangemect  of  curves  and  special  track  work.  The 
tracks  now  occupying  Spring  street,  just  south  of  the  shops. 
are  to  be  taken  up  and  thrown  back  of  the  south  property  line 
of  the  street  and  a  third  track  is  to  be  laid  from  which  will 


valves  aud  unions  so  that  they  can  readily  be  disconnected  and 
repaired  in  case  of  leakage. 

The  car-body  and  armature  hoists  are  shown  in  detail  in 
the  accompanying  illustrations.  The  main  cylinder  of  each 
type  of  hoist  Is  10  inches  in  diameter.  Inside  the  cylinders  of 
the  car  hoists  are  plungers  4  feet  long,  made  of  6-inch  pipe 
filled  with  hard  wood  to  a  point  IS  inches  from  the  top.    At  the 


Sccr/c/y  THROUGH  C£A  rzR 


Shop    Practice    at    Memphis — Section    Through     Lower    Front    of  Car    Showing     Automatic     Fender     and     Trip     in      Normal     and 

Lowered    Positions. 


lead  all  switches  to  the  shops  and  barns.  This  layout  is  in- 
tended to  facilitate  the  switching  of  cars  without  interfering 
with  traffic  on  the  street.  In  developing  the  double  entrance 
to  the  main  building  it  was  necessary  to  tear  out  the  south 
wall  and  leave  open  this  entire  end  of  the  building. 
Shop  Methods — Air  Hoists. 
The  shops  and  pits  throughout  the  old  buildings  are  pro- 
vided with  air  hoists.  The  air  supply  is  furnished  by  a  Na- 
tional Electric  compressor  of  200  cubic  feet  of  air  per  minute 
capacity.     It  is  connected  direct  to  a  5  by  18-foot  reservoir 


in  of  each  plunger  is  a  leather  gasket  locked  with  a 
iron  washer.  A  square  head,  bolted  to  a  5-inch  pipe  which 
Mis  in  the  6-inch  pipe  and  rests  on  the  block  filling,  serves  as 
a  cap  to  the  plunger.  This  cap  may  be  removed  when  the  Imisi 
is  not  in  use.  Air  Is  admitted  at  the  bottom  of  the  cylinders 
by  a  %-inch  connection.  Four  such  hoists,  constituting  a 
are  placed  at  such  points  in  the  shops  where  heavy  repair 
work  is  done. 

As  will  be  noted  from  the  illustrations  the  armature  hoists 

arc  very   similar  in  design   to  the  car  -body  hoists.     They  ha\e 


Shop    Practlc*    at    Memphia  —  Front    of    Car    Showing    Radial    Draft  Rigging    and    Automatic    Drop    Fender. 


on  whlrh  ii  nnlforn  ■•'  :iM 

anton 

-hop  nlr  tojpplv  in  On  leading  from  1 1 1 « -  reserYOll 

inches  in  dtanMter.    ThU  Hi  rough  the  machine 

and  I  ancfa  ii'"  with   tllS  main  and 

fiimlRh  air  for  Operating  the  air  lift*  •  I   ths 

armature  fscki  in  main  and  branch  Ii 


10-Inch  cylinders,  '■inch  plungen  and  have  ■  Ufl 

BbOUl     tWO    feel.       'I  I 

i  mi  ti  'id  the  i' 

Armature  and  Field  Coils. 
The  winding-room  of  unusual  Inten 

much  as  Hi"  •  ■   malntali 

low      \n  arn 


108 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  4. 


pany's  equipment  of  about  300  cars  are  wound  and  kept  in 
running  order  by  three  men.  The  conditions  that  make  this 
possible  are  due  not  entirely  to  the  efficiency  of  the  work 
turned  out  in  this  department  but  particularly  to  the  thor- 
ough method  of  motor  inspection  that  is  in  vogue  on  this 
property.     On  page  117  of  this  issue  will  be   found  an  inter 


IQ-l  Bj/rjt.4  /<?  i/tc/udino  Head 
TV .  ~Ci/nfs/*(jnk  Mead 


■ 

<r- 

c*- 

< 

/, 

1 

• 
I 

1 

V 

•/ 

V 

**""•* 

t 

-^—- *' 

■-■ 

So/fSi'/g.under//t 
Ja  f/eadand  M/h. 


Sfee/  Bonds -glfi/i. 
Shrunk  on 


g  Cap  Jc/bh 


6-jf  Cap  Jcrsrvs 


.  ^  ^ 


/O- /.Bo//5  4 /ong  under  Head 
c-uors  Head.  Hex./Yut 


A — 

Pipe  Thread 


Shop     Practice    at     Memphis — Working    Drawing    of    Air    Hoist    for 
Lifting    Car    Bodies. 


esting  description  of  the  inspection  methods  as  used  at  these 
shops. 

The  motors  used  include  260  G.  E.-S00.  18  G.  E.-1.000,  96 
G.  E.-80.  144  G.  E.-67  and  156  G.  E.-57.  About  one-half  of  these 
motors  are  in  daily  use.  Notwithstanding  this  fact  the  shop 
records  show  that  from  August  1.  1905,  to  January  15,  1907, 
only  86  armatures  were  rewound.  These  were  divided  as  fol- 
lows: Three  of  type-67,  six  of  type-57,  seven  of  type-1.000.  and 
seventy  of  type-800.  These  figures  do  not  include  the  arma- 
tures that  were  repaired  by  patching  or  by  the  use  of  jump- 
ers, but  only  those  that  it  was  necessary  to  break  down  and 
wind  with  new  coils. 

Armature   Repairs. 

The  foreman  of  the  winding  room  keeps  a  book  record 
of  all  work  done  in  his  department.  This  enables  him  to 
make  a  detailed  monthly  report  to  the  master  mechanic. 

When  an  armature  is  sent  to  the  winding  room  for  re- 
pairs it  is  classed  under  the  head  of  mechanical,  electrical 
or  inspection  troubles,  according  to  the  nature  of  the  defects. 
The  mechanical  and  inspection  heads  are  closely  allied,  but 
are  segregated  merely  to  designate  the  armatures  that  have 
mechanical  defects  from  those  demanding  nothing  more  than 
a  cleaning  or  a  coat  of  paint. 

The  report  -for  the  month  of  December.  1906.  which  can 


In    taken  as  a  fair  illustration  of  the  work  done  each  month 

in  this  department,  follows: 

Report   of   Winding    Room. 

bei    of   men,  3. 

Month  of  December 
G.E.    G.E.    G.E.   G.E.    G.E.  AA-1  AA-4  To- 

800    1.000      SO         67         57.  Com.  Com.  tal 
Armatures    brought    into 

winding    room     ....    104          0        0          7        57        0        3  171 
Armatures    for    mechani- 
cal   trouble 74           0         0           7         56         0         3  140 

Armatures    for    electrical 

trouble 7           0         0           0           1         0         0  8 

Armatures   for  Inspei  tion     2::          0        0          0          0        0        0  23 

Armatures   wound 3000000  3 

Armatures  O.  K.  in  stock     IS           4         0           4           3         11  31 

Commutators    renewed.  .6           0         0           0           000  6 

Commutators    turned S3           0         0           8         24         0         2  117 

Armatures    to    wind 000000"  0 

Field  coils  O    K.  in  stock  101         14         0         71           4         0         0  190 

Field    coils    wound 0           00           0           00:'  2 

Field   coils   repaired 1"          "        0          0          0        0        2  12 

FieM    coils    used 46           0         0           0           0         0         0  46 

Controller  magnets   repaired " 12 

Controller   magnets    wound 3 

Field   Coils. 

In  western  Tennessee  February  is  considered  as   one  of 

the  most  severe  months  for  motors,  but  it  is  an  interesting 

fact  that  since  August,  1905.  only  67  field  coils  have  been  lost 

on  the  Memphis  lines.     However,  in  anticipation  of  trouble. 

the  company  plans  to  have  in  stock  a  large  number  of  field 

coils  that  can  be  pressed  into  immediate  service.     These  are 

made  at  times  when  other  work  in  the  winding  room  is  light. 


Shop    Practice    at    Memphis — Firing    Eno    of    Sand-Drisr. 

On  January  15,  1907.  the  company  had  in  its  winding  room 
SS  field  coils  for  type-SOO  motors,  71  for  type-67  motors.  12 
for  type-57  motors  and  14  for  type-1.000  motors. 

The  method  of  winding  field  coils  is  unique  in  many  re- 
spects. Between  the  layers  of  wire  forming  a  coil.  Standard 
varnish  is  applied  with  a  brush  and  sheet  asbestos  is  used 
in  filling.  After  the  winding  has  been  completed  the  termi- 
nal  plates   are   soldered   on    and   insulated,   and   the   coil   is 


January  26,  1907. 


ELECTRIC     RAILWAY     REVIEW 


109 


thrown  into  a  pan  ot  Standard  varnish  where  it  is  allowed 
to  soak  until  the  insulation  is  thoroughly  saturated.  The 
coil  is  then  placed  in  the  bake-oven  and  subjected  to  a  tem- 
perature of  195  degrees  F.  during  the  night.  The  following 
day  the  coil  is  again  dipped  in  varnish  and  allowed  to  air- 
dry.  The  webbing  is  then  applied,  the  terminal  plates  cov- 
ered with  asbestos  tape  and  the  coil  dipped  in  a  vat  of  Ster- 
ling black,  air-drying  varnish  where  it  is  left  until  bubbles 
cease  to  appear.  It  is  next  hung  near  some  hot  water  heating 
pipes  and  allowed  to  dry.  Later,  it  is  again  dipped  in  the 
air-drying  varnish  and  air-dried  after  which  it  is  ready  for 
service. 

All  armature  coils  are  wound  with  double  cotton-cot 
wire.  In  winding  coils  for  armatures  of  motors  types  '57.  r>7 
and  80,  each  coil  is  insulated  separately  by  an  application  of 
insulating  varnish  and  a  layer  of  fish  paper.  The  forms  for 
types  are  worked  on  the  face-plate  of  the  field-winding 
lathe. 

The  forms  for  winding  the  coils  for  the  armatures  of 
motors  typee-800  and  1,000  are  used  at  the  work-bench,  which 
is  located  along  one  side  of  the  shop.     After  coils  of  these 

9  are  wound  dips  are  applied  to  hold  them  rigidly.  The 
part  of  the  coil  that  fits  in  the  armature  slots  is  then  dipped 
in  a  pan  of  varnish,  after  which  it  is  baked  for  four  hours 
under  a  temperature  of  195  degrees.  When  taken  from  the 
bake-oven  the  clips  are  removed,  the  coil  is  placed  in  a 
shaper  and  given  the  required  form.  This  shaper  is  made 
of  wood  and  is  composed  of  two  parts,  male  and  female, 
shaped  properly  to  form  these  types  of  coils.  It  is  worked 
by  foot  lever.  Aftrr  coming  from  the  shaper  the  coil  is 
wrapped  in  oiled  linen  and  is  taped.  It  is  then  passed  to  a 
lead-shaping  machine  composed  of  two  adjustable  rollers  and 
thence  to  the  table  where  the  leads  are  tinned.  The  coil  U 
then  dipped  in  a  vat  of  If.  I.  C.  compound  No.  3,  after  which 
air-dried.  After  passing  through  a  hand-press  shape. 
and  being  again  dipped  in  paraffine  it  is  ready  for  use. 

In  making  mils  for  type-1,000  armatures  the  pracl 


-'""IS 


. 


-^       ■•  - 


TT 


w 


' 


— 


••- 


s 


Shop    Practice    at     Memphis— Working     Drawing    of    Air    Lift    with 
Truck   for    U«e    In    PIU. 

:■!  come  'nit  from  the  center  'if  Uu 
been  i  ued  and  .t  la  now  bronghl  on)  at  Um  side  in  a 

manner  almilaf  '<•  thai  of  ■  HiIm  practice 

It  has  hi  •  .,(  |;ili>ir  p«    roll  can   be  re- 

m<  <i  better  results  obtained 

the  newly  wound  armatnrea 
■  re  n-  i.b.  mneb 

l»  taken  in  seasoning  the  at  mature  colli  m 


it  is  not  considered  necessary  to  subject  them  to  heat  after 
they  have  been  assembled  in  the  armature  laminations.  In 
winding  the  800  and  1,000-type  armatures  mica  strips  are 
used  at  the  c  uners  where  the  coils  break  over  the  frame. 
Otherwise  the  usual  methods  of  winding  are  followed.  In 
capping  the  rear  end  of  the  armature  live  layers  of  paraffine 
paper  and  four  of  mica  are  inserted  under  the  shield      At  the 


Shop      Practice     at      Memphis — Layout    of    Offices,     Shop     and    Car 
Houses   at    Walnut    Street    and    Oubose   Avenue. 

mutator  end  of  the  armature,  tape  is  applied  to  the  sharp 
corners  of  the  laminations  and  a  good  grade  of  drilling  used 
as  a  wrapper.  The  bands  are  then  wound  on  over  strips  of 
mica  and  after  the  a  mature  is  painted  it  is  ready  for  service. 

The  armature  banding  is  done  in  a  small  lathe.  An  In- 
genious tension  roller  has  been  devised  to  facilitate  the  band- 
ing work.  This  tension  device  consists  of  a  easting  about  5 
bj    10  inches,  on  which  8  rollers   1   inch  in  diameter  arc  bo 

Into  two  parallel   rows.    The  roller  frame  is  designed  t"  be 
aed  to  the  bed  ol  the  winding  lathe,     When  the  band 

ing  work   Is  begun  the  band  wire  is  led   from   the   roll   to  the 
tension   roller  and    wound   around   as   many   "i   them   as   ii. 
Bary   to   furnish   the  desired   tension   to  the   band 

Sand    Drier. 

\  rerj  aatlafactor)  sand  drier,  as  Ulu  in  use  at 

the  Mempl  im  occupies  a  bulldli 

•  i.  that   is  separate  from  the  other  buildings  and  i 
the  main  the  shop       The  Breboi  ol   the 

drier  Ii  a  U-foot  length  ol  S0-lncb  cast-iron  water  ripe  which 

hi   a   foundation  of  luii-K        \t   tin-   rear  and  "f  the  pipe  Is 

n  brick  chimnej   which  from  the  ground  to  a  point 

a   rew  feet  above  the  root      I     and  hopper  made  "f    I 

and  having  a  of  al i  als  cubic  yards  of  sand 

lands  on  top  o4  the  Breboa     Thj  the  hopper  extend 

below   the  cent  i  of  and  al t   '_•  inch  from  the  outside  sur- 

•t  the  pit r  Brebos      \  window  in  the  Is  of 

the  building  admits  or  sand  being  shoveled  from 

r.  din  etiy  Into  the  hop] 

uiun  the  drier  wiih  tirst  imiit  no  provision  ws  mads  tor 
distributing  the  bent  in  the  Breboi   and   II    was  dlfflcull   to 

the  Barnes  from  going  op  the  chimnej     Blnci   thai  time, 
howevei    two  baffle  piati 


110 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  4. 


of  the  tubular  firebox.  These  give  the  fire  a  down  draft  and 
materially  aid  in  getting  the  largest  amount  of  available  heat 
from  the  fire.  As  sand  dries  it  sifts  down  from  the  hopper 
into  the  sand  room  through  the  U-inch  space  between  the 
sides  of  the  hopper  and  the  pipe.  The  sand  used  is  obtained 
from  the  bed  of  the  Mississippi  river. 

In  addition  to  the  regular  track-sanders  with  which  each 
car  is  equipped,  a  sand  car  is  operated.     This  car  distributes 


sides  of  the  vestibule,  thus  giving  the  bar  a  lateral  motion 
the  width  of  the  car.  Under  the  carrier  is  a  safety  guard 
which  prevents  the  drawbar  from  being  forced  down  suffi- 
ciently to  injure  the  springs  which  hold  it  in  position.  It 
requires  a  weight  greater  than  200  pounds  to  compress  the 
springs. 

When   the  drawbar  is  in  normal  position,  the  carrier  re- 
lieves the  coupling  links  of  the  weight  of  the  drawhead  and 


^e^OBBSBM^-: 

^  1   ' 

Hrawil  uPl 

r-I  ' 

! 

'  OP^**"#T                                 - 

TV'*'    '      ♦!$    •& 

^b     4^bb&J        •  wSBPAbbbbbI 

Shop     Practice     at     Memphis — Coil-Winding     Bench     with     Storage 

Above. 


Shop     Practice    at     Memphis — Arrangement    of    Dripping     Vats    and 
Drying   Coils. 


sand  as  it   is  taken   from  the  river  to  those   tracks   laid  on 
grades.     The  car  leaves  the  barn  at  3  a.  m.  daily  and  is  kept 
busy  during  the  early  hours.     The  sand  is  shoveled  by  hand 
into  the  hoppers  which  lead  to  the  rails. 
Automatic   Drop  Fender. 

An  automatic  fender  which,  when  in  action,  trips  and 
drops  to  the  rails,  is  shown  among  the  illustrations.  This 
fender  is  a  product  of  the  Memphis  shops. 

A  radial  drawbar  carrier  has  been  adopted  for  use  in 
arranging  the  draft  rigging  of  all  of  the  double-track  motor 
and  trailer  cars  in  use  on  the  system.  The  device  was  made 
in  the  shops  of  the  company.     The  essential  parts  of  the  ear- 


always  gives  the  heads  a  square  bearing  with  each  other 
thus  preventing  the  uneven  wearing  away  of  any  of  the  parts. 
In  handling  heavy  trailer  cars  this  rigging  has  proven  very 
efficient.  Van  Dorn  drawbars,  No.  5,  are  used  by  this  com- 
pany. 

The  Memphis  Street  Railway  Company  has  a  number  of 
pile  trestles  to  maintain  on  some  of  its  lines,  and  has  for  use 
in  this  work  a  "pendulum"  pile  driver,  built  in  the  company's 
shops;  with  this  type  of  driver  piles  can  be  driven  with  a 
batter,  which  is  desirable  in  this  class  of  bridge  work.  The 
driver  is  mounted  on  a  32-foot  flat  car  in  such  a  way  that 
the  leads  and  lead-supports  can  be  lowered  to  the  deck  with- 
out trouble.  The  main  leads  are  made  of  4  by  4-inch  timbers, 
22  feet  long,  and  are  faced  with  2-inch  oak  strips  which  serve 


Shop    Practice    at    Memphis — Shop    Air-Compressor   with    Regulator. 

rier  consist  of  two  hollow  cast-iron  carrier  castings  (6  Ms 
inches  long,  3%  inches  high  and  made  of  Y2  by  2-inch  cast 
rion),  inside  of  which  are  located  two  2-inih  coil  springs,  made 
of  No.  3  gauge  wire,  and  a  drawbar  yoke  with  sets  on  the 
springs.  The  yoke  is  given  an  up  and  down  motion  of  about 
three  inches.  The  draw-bar  rigging  passes  through  this  yoke 
and  is  bolted  by  a  tail-bob  pin  to  the  draught  timbers.  The 
two  carrier  castings  are  bolted  together  with  the  upper  side 
loosely  clamped  to  a  radial  I-beam  track  that  extends  to  the 


Shop   Practice  at   Memphis — New  Car  Storage   House  with   Retaining 

Walls. 

as  guides  for  the  hammer  to  travel  in.  The  hammer  weighs 
2,000  pounds.  This  is  raised  in  the  guides  by  means  of  manila 
ropes  attached  to  the  drum  of  a  5%  by  8-inch  hoisting  engine, 
made  by  the  American  Derrick  &  Hoist  Company.  The  "A'' 
brace  shown  in  the  illustration  is  made  of  4  by  5-inch  timbers. 
A  snake  rope  is  provided  for  lifting  the  pile  into  position  for 
driving.  When  the  driver  is  not  in  use  or  when  it  is  being 
shifted  from  one  point  to  another  the  derrick  is  lowered  onto 


Januar>    26.  1907. 


ELECTRIC     RAILWAY     REVIEW 


111 


the  car.  The  car  is  hauled  as  a  trailer  by  one  of  the  four- 
motor  cars.  On  the  Raleigh  Springs  line  the  company  has  a 
trestle  over  the  Wolf  river,  1,300  feet  long  which  it  is  often 
necessary  to  repair  The  driver  has  proven  Invaluable  in 
doing  the  work. 

The  Memphis  (Tenn.)  Street  Railway  Company  is  con- 
trolled by  Isadore  Newman  &  Sons,  but  it  is  operated  inde- 
pendently of  its  affiliated  properties  also  controlled  by  the 
same  bankers.  The  officers  of  the  Memphis  Street  Railway 
Company  are:  J.  H.  Tutwiler,  president;  J.  H.  Watklns, 
vice-president;  W.  H.  Burroughs,  secretary  and  treasurer;  E. 
W.  Ford,  general  superintendent,  and  Ford  Bacon  &  Davis. 
engineers. 


STANDARD   RAIL  SECTIONS  FOR  PAVED  STREETS. 


BY    C.    GORDON-     REET.,    GENERAL    MANAGER,     KINGSTON    (  <>\  Si  >1  IIlATEn 
BAII.WAY. 


Before  enumerating  the  many  advantages  of  standard 
rail  sections  for  paved  city  streets  it  will  be  instructive  to 
consider  for  a  moment  the  history  of  the  so-called  girder 
rail  which,  by  the  way,  is  now  happily  obsoles. 

In  the  horse-car  days  strap  rails  were  used  which  were 
spiked  directly  to  wooden  stringers,  these  In  turn  being  car- 
ried on  crosstiss.  The  shape  of  the  strap  rail  then  used  was 
very  similar  to  the  top  of  the  girder  rail,  and  inasmuch  as 
this  strap  was  supported  throughout  its  entire  width  the 
design  did  not  violate  any  fundamental  principle  of  mechan- 
ics. These  principles  were  immediately  violated,  however. 
when  the  web  and  base  were  added  to  the  strap  rail,  thus 
producing  the  girder  rail,  because  the  web  was  placed  be- 
neath the  middle  of  the  top  which  brought  it  directly  under 
the  gauge  line.  The  general  result  is  that  these  rails  have 
the  following  bad  features: 

1.  By  reason  of  the  unscientific  arrangement  of  the  metal  in 
th'  rail  section  the  head  Is  shallow,  resulting  in  short  life,  and 
the   i'  :ilv   shallow,   which   i  onable 

as  regards  the  operation  of  interurban  cars;  furthermore,  the  pro- 
jecting vtatnn  tread  mak  s  the  rail  dlfhVult  tn  spike  It  is  safe 
to  assume  that  fully  50  per  cent  more  metal  is  required  in  such 
a  section  than  Is  required  in  a  standard  section  for  a  rail  of 
equal   carrying  jiower  and  life. 

helng  over  on  one  side  of  the  head  the  weight  is 

carried    on    a    s.irt    of    projecting   cantilever    which    results    In    an 

absolute  Inability  to  maintain  Joints.     There  Is  not  a  railroad  man 

who  does   not    know    that    It   is   Impossible  to   hold   girder   rail 

heavy  the  rails  may  be.  or  however  elaborate  the 

system   of  splice-bars   and   bolts.     Every  large   city   system   which 

has    used    heavy    girder    rail    has    demonstrated    this    fact    beyond 

I  radii  Hon. 

I   load  being  carried  over  to  one  side  of  the  web 

causes   the   rail   to  tend  to  move  out  from  the  center  of  the  track 

the  load  Is  on  It.     The  only  way  this  tendency  can  be  over- 

i lius    hold    tli-    r.iil    I 
from     moving    sideways.       Con  leering    would 

'i  with  no  such  movement     The  erfi 

this  lateral   movement  Is   that   the   tracks  get  wide  ganr 
•    Is    looser. ■  Ily. 

t  When  a  heavy  wheat-load  is  Impressed  upon  the  head  of  a 
girder  rail   I  ruling  moment   which   must  be 

of  the  web.     No  amount  of  tli 
*   stress   In   the  web  and   In   fact   tl 

where   n 
truck   win 

■  :    the  web. 
Advantages  of  T  Rail  Sections. 

I  <d  th'-  difficulties  evaporate  Into  thin  air 

ntroductlon  of  'I  rail  section       The    adva 
using  T-rallH  are  without    number.     It  Is  limply    the  BUbstlttl 
tion  of  a  ■  ign  for  an  Incorrect  design,  an  intelll 

ri   for  a  Hum  •    which  can   only  carry   pr< 

nil    run    up    to  LEO 

i    !    equip 
.  n>  .  ,-irrii  d  mi  standard  rail  tectloni  weighing 

■I         \     lew    nf    iln-    principal    ad 
vantage*,  of  the  Trail  might   lie  nuns 
1 

I     Un- 
til. 

lions    Is    pi 

; 

*• 


track-  wide,   gauge   or  to  move  around   in  the  street,   and 

therefore    no    tendency    for    the    pavement    to    become    loose    along 
the  tracks.     It  is  clear  that   the  construction  which  requir< 
repairs  is   best   for  the  company  as  well   as   the   community  which 
It  serves 

4.  The  flangeway  being  gritty  a  vehicle  turns  out  of  the  tracks 
with  the  greatest  ease. 

5.  T-rail     trad  " 
have   insisted  on   T-rail    for  this  reason. 

From  the  foregoing  it  is  evident  that  there  can  be  no 
question  as  to  the  great  advantage  of  Trails  over  girder 
rails. 

We  will  now  consider  tor  a  moment  the  still  further  ad 
vantages  which  the  standard  raj]  sections  possess  ovei  the 
high  T-sections: 

1.  The  standard  sections  are  more  substantial  in  every  way. 
They   have  a   larger  head,   a   thicker  web  and  a  wider   base;   and 

as  been  demonstrated  by  years  of  service,  thej  realize  the 
maximum  efficiency  in  rail  design. 

2.  The  all-Important  question  of  Joints,  for.  after  all.  the 
life  of  any  construction  in  a  street  is  measured  by  the 

Joints  .1  to  the  best  advantage  with  the  standard  sections. 

3.  Some  city  engineers,  while  approving  of  the  high  T-sections, 
have   objected    to   the   standard    sections    on    Hi 

latter    are    not    sufficiently    deep    for    paying,    but,    as    we    all    know 
there  is  nothing  in  this  objection  because  there  is  ao  reason  why 
the  pavement  cannot  extend  below  the  base  of  the  rail.     \v 
all    familiar    with    such   construction — it   is   standard    in   m 
where   deep  block  pavement   Is   used.     With  brick  or  asphalt    ■ 

of  course,   the  objections  of  Insufficient     height     cannot     be 
raised. 

4.  The  standard  sections  not  being  so  slim  and  topheavy 
have   a  way  of  staying   where   they   are    put    to  a    much   gn 

extent    than    the    high    T's. 

5.  From  a  standpoint  of  economy — since  the  mills  are  ablr 
to  proiluc,  standard  T-sectlona  at  a  considerably  less  cost  per 
ton  than  the  high  T-sc.-ti.ins  in  a   ratio  of  28  to  36,  we  are  en 

to  buy  a  90-pound  standard  Bection  for  the  same  price  as  a  70- 
pound  high  T-section,  and  by  using  the  standard  section  get  a 
track  which  will  outlive  the  high  T  twice  over.  It  we  now  assume 
that  a  90-pound  T-rail  Is  equivalent  to  a  girder  rail  of  50  per 
more  weight  (which  assumption  is  by  no  means  extravagant 
we  consider  the  question  of  eccentric  loading  as  compared  with 
symmetrical  loading,  and  the  Impossibility  of  maintaining  the 
:     i    i      rails    as    compared    with     t':  illy     perfect 

joint  of  the  standard  rail  >  and   then  apph  at  per  ton 

nil  that   a  nit    is   obtained   with  a  standard   section 

than    with    a    giidei  omethlng    like    9S    per   cent 

than  the  standard.     This  money  might  bettei 
i, tier  way  than  literati]   Bunk  In  the  ground. 

When  a  company  prop  ises  to  lay  Trail  to  replace  girder 
it  is  apt  to  meet  with  some  opposition  on  the  theory  thai 
ruts  will  wear  along  'he  rails.  This  objection  seems  reason 
able  on  the  face  of  it.  but  the  tact  is  that  in  spite  of  till 
predictions  of  ruts  they  fail  to  appear.  There  svenis  to 
no  greater  tendency  tor  a  nil  i"  tonn  along  a  ["-rail  than 
along  the  outside  .   girder  rail, 

The  best  argument  in  favor  of  T-rail  construction  is  thai 
there  is  not  a  stance  on  record,  where  it   has  bet  D 

properly  laid,  thai   it.  hasn't  proven  satisfactory   to  the  city 
authorities.     <>n   the  contrary,   wherever  tried   11    lias   been 
adopted,  as  the  accompanying  information  from  engineers  of 
■  in  i  be  i  ountry  proi 

Data  on  the  Use  of  T-Rail. 

Amsterdam,     x      I  D-lb.    1 

with    i  ervlce,    no 

N.    limit     Cll       I  7-ln.   1 

Id  bi 
Brooklyn,    M.  T. — J.  H.   i 
i •..     i i.i     no   T  rail    •  T  rail  bi  Intaln.     Hi 

of   gang.-  I     hl|   I     ■      0 

with  Belgian  block  would  use  T-rall 
a  id.-,  it  in    deep,  tie    rtrapa  r>  ft.  ape 

T     w.    Wilson,    Interna tl  •  tion    i  !o. 

. 
Mllwa 

Cincinnati    ■  <     t  and    .  ting  on  sawi  d 

win iin  ii  i   block   pa\  mi!. 

Cincinnati    Northern    Ti  Ick 

I 
id  rm   all 

rt,    i.i     si  i  .'.  .1 

Del  IS     DIM  .ri   1    lii     bl 

nil.  i     In  |i  i 

II    A,    Bi  I  — t 

a  in 

Pa      i-i     i 


112 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  4. 


Glens    Falls,    N.    Y  —  D     B.    Van    West.    Huds.ui    Yal.y    Ry.    Co.— 

i   .".-in.   T-rall   3  years  with   special   block;   very  satisfactory. 

Hamilton,  O.— E.  H.  Berry.  Eng.  Roadways.— Several  miles 
T -rails    in    Hamilton;   good   results. 

Indianapolis,  Ind.— Blaine  H.  Miller,  City  Eng  Uses  90-lb. 
T-rails  in  Improved  streets;  saving  in  repairs  vast  Improvement 
over  old   girder   and    grooved   rails. 

Kansas  City.  Mo. — Street  Railwaj  Journal;  Kansas  city  Ry. 
&  I.t.  Co.— Adopted  80-lb.  T-rall  for  brick-paved  sir  ets.  No 
more  girder,  special  flange-brick. 

Kingston.  N.  Y.— E.  B.  Codwise.  City  Eng.— If  T-rall  is  high, 
no   gTeat   objection,    can   be   paved   against,    objects    to    low    T-rall. 

Mauch  Chunk.  Pa.— Franz  Mackl.  City  Eng.— Uses  70-lb.  T-rall, 
special   bricks   inside;   outside  bitulithtc  blocks. 

Memphis,  Tenn.— J.  A.  Omberg,  City  Eng.— Favors  90-lb. 
T-rail,   special   blocks. 

Mllwauke  ,  Wis.  C.  J.  Poetsch,  city  Eng  —  "We  use  T-rail 
on   all  streets." 

Minneapolis.  Minn. — Andrew  Rinker,  City  Eng.— Street  rail- 
ways now  use  T-rail  exclusively:  public  interests  best  subserved, 
latest  type  is  SO-lb.  T-rail,  wooden  ties  bedd:d  in  concrete;  sat- 
isfactory. 

Montreal.  Can. — John  R.  Barlow.  City  Surveyor. — T-rail  reduces 
vibration;    uses    86%-lb.    T-rail    5H    in.    high    on    concrete,    no    ties. 

New  Haven,  Conn. — Calvert  Townley.  Elec.  Expert,  New 
Haven  System. — T-rail  used  on  greater  portion  of  tracks  and 
used  exclusively  on  all  new  work  in  Connecticut  except  in  Hart- 
ford.      State    commission    endorses   T-rail. 

Ottawa.  Can.— Newton  J.  Ker,  City  Eng.— T-in.  SO-lb.  T-rail, 
ties  with  S-ft.  centers,  no  tie  rods;  sandstone  blocks  for  paving. 
5  in.  deep  on  a  6-in.  bed  of  concrete  with  1-in.  sand  cushion  be- 
tween. Later  use  90-lb.  62  and  64-ft.  T-rail.  Blocks  cut  to  fit 
under   head. 

Rochester.  X.  Y. — Richard  E.  Danforth,  Rochester  Ry.  Co. — 
Uses  standard   70-lb.   T-rail  in   Sandusky.   O..   which  is  now   in  per- 


NEW    YORK    STREET    RAILWAY    ASSOCIATION. 


I  i  0X1  l\l   KP   KKOM   PACK   81.) 

Ill  introducing  the  paper  on  Standard  Rail  Sections  for 
Paved  Streets,"  Mr.  C.  Gordon  Reel,  general  manager.  Kings- 
ton Consolidated  Railway,  said  that  it  had  been  proposed  to 
lay  the  Trail  in   Kingston  in  the  belief  that  it  was  the  best 


Transverse  Section 


Standard    Rail    Sections — Section    of    Special    Filler    and    Stretcher 

Brick    for    80-Pound    Rail    and    Fcur-lnch    Paving.    Cincinnati 

Northern   Traction   Company. 

construction  that  could  be  put  in  the  street.  The  usual  op- 
position on  the  part  of  the  civil  authorities  was  met.  During 
the  last  year  data  had  been  collected  to  prove  the  company's 
position.  When  the  construction  was  proposed  it  was  thought 
the  company  had  a  good  case,  and  on  looking  into  it  further, 
it   was  believed  there  could   be  no  opposition  in  the  face  of 


— - — — — < 

±    VII.' 


.  ■,  .  -., 


Standard     Rail     Sections — Sections      of     T-Rail      Construction    with 
Special    Paving    Brick    in    Union    Avenue,   Schenectady,    N.    Y. 

feet  condition.  Girder  rails  not  allowed  by  the  city;  5-in.  rail  is 
satisfactory  with  standard  vitrified  brick  pavement  with  a  %-in. 
cushion. 

Schenectady,  N.  Y. — J.  Leland  Fitzgerald.  City  Eng. — Paving 
against  T-rail  with  molded  brick  makes  a  solid  construction;  no 
excessive  wear  on  brick  at  point  of  contact.  Schenectady  Rail- 
way has  about  500  ft.  of  experimental  track  laid  with  85-lb. 
T-rail. 

Scranton.  Pa. — Henry  Jifkins.  City  Eng. — Considers  T-rail  the 
best  for  paved  city  streets.  Has  about  2  miles  of  5-in.  56-lb.  and 
5  or  6  miles  of  6-in.  65-lb.  T-rail  laid  in  concret   . 

St.  Paul,  Minn.— L.  W.  Rundlett.  Eng.  Public  Works.— T-rail 
used  exclusively  on  paved  streets;  special-cut  block  with  a  groove 
for  the  flange  bedded  in  concrete;   very  satisfactory. 

Tacoma.  Wash— Frank  L.  Davis,  City  Eng. — No  girder,  uses 
6-in  T-rail  on  all  paved  streets,  60-ft.  length;  satisfactory. 

Toledo,  O. — F.  J.  Consaul.  City  Eng. — Heavy  T-rail  construc- 
tion with  special  rail  blocks  properly  fitted,  superior  to  girder 
rails,  because  rigid  and  causes  less  frequent  disturbing  of  pave- 
ment for  repairs. 

Worcester.  Mass. — E.  A.  Engler,  Worcester  Polytechnic  Insti- 
tute.— T-rail  is  preferable  to  girder  rail,  because  the  metal  in  it 
is  better  distributed  in  the  cross-section  and  weight  of  car  is 
almost  directly  over  the  web.  E.  G.  Connette.  Consolidated  Ry. 
Co. — 90-lb.  T-rail  with  vitrified  paving  blocks  best,  because  con- 
tinuity of  rails  is  less  easily  disturbed  at  joints;  lessens  wear  and 
tear  to  streets. 

New  York,  N.  Y. — Street  Railway  Journal. — Paving  can  be 
maintained  better  with  T-rail;  wear  on  paving  is  reduced;  lessens 
number  of  collisions;  reduction  in  broken  wheels  and  axles  on 
vehicles;  stronger  structure  with  less  metal;  reduction  in  joint 
troubles;  easier  riding  track;  less  noise;  less  trouble  caused  by 
snow,  ice  and  dirt;  benefits  villages  and  cities,  because  interurban 
cars  can  enter;  refusal  to  permit  T-rails  on  streets  direct  obstacle 
to  the  progress  of  a  community.  Milwaukee.  Minneapolis.  Den- 
ver. Indianapolis.  Cincinnati,  Dubuque,  la.,  Battle  Creek,  Kalama- 
zoo, New  Haven  and  Montreal  (Can.),  are  examples  of  satisfac- 
tory results  obtained  by  the  use  of  T-rail. 


Standard 


Sections 


mis- 
construction   In 


Montreal. 


the  data  secured.  He  said  he  had  written  to  nearly  every 
large  city  in  the  country,  and  found  this  construction  used 
exclusively  in  some  of  the  most  progressive  and  largest 
cities.  If  he  should  attempt  to  produce  what  he  could  in  the 
way  of  evidence  that  would  bear  on  the  desirability  of  the 


January  26.   1907. 


ELECTRIC     RAILWAY     REVIEW 


113 


Trail,  there  would  BOI  be  an  oppor- 
tunity to  do  much  else  during  th.  31  - 
sion. 

i  Vice-President  Wilson  in  the 
chair  I 

Mr.  Reel  presented  his  paper,  as 
appears  elsewhere,  and  at  its  conclu- 
sion explained  several  blue  prints. 
which  are  reproduced  herewith. 

One  engraving  showed  what  it  was 
proposed  to  use  in  Kingston,  what 
had  been  used  to  some  extent,  and 
what  had  been  arranged  with  the  cltj 
authorities  to  go  ahead  with  in  the 
spring.  Where  they  were  going  to 
put  in  Trail  in  the  present  tracks. 
before  the  city  objected,  they  pro- 
posed a  style  of  construction  using  the 
present  shallow  block  paving,  as 
shown,  and  using  a  longitudinal  brick 
along  the  rail.  That  kind  of  construc- 
tion was  not  desirable.  Any  proper 
ruction  had  the  brick  coming  un- 
he  head  of  the  rail  up  to  the  web. 
That  was  to  be  used  until  such  time 
as  the  city  will  permit  the  use  of  the 
other  paving.  It  now  had  macadam 
outside,  and  that  would  give  a  straight 
to  pave  against.  He  also  stated 
that  the  city  engineer  said  he  would 
not  stand  for  that  kind  of  a  rail,  be- 
cause in  the  future,  while  the  city 
used  brick  at  present,  they  wanted 
-.■  deep  stone  paving  and  they 
could  not  do  it  if  that  kind  of  rail 
used.  The  sketch  was  made  to 
Efaow  how  it  was  perfectly  feasible  to 
carry  thit  rail  on  any  depth  of  pave- 
ment. It  would  be  reinforced  con- 
but  the  reinforced  concrete 
OMdd  be  put  into  any  depth,  and  the 
blocks  go  down  as  deep  as  desired 
ner  view  was  described  as  show- 
ing the  construction  that  would  be 
used  when  the  city  paved  permanent- 
ly, reinforced  concrete  beam  and  occa- 
sional  steel   rivets  in   the  bed  of  con- 

with    tie   rods  down   low  on- 
the  way  and  a  form  of  brick  which  always  come  up  t"  the  web 
of  the  rail. 

!jer   view  shows  a  const  ruction  used  bj    the   Clndn 
nati  Northern   in   Cincinnati.      Mr.   Keel  thought   for  a   perma 

i'. ii  that  wai  ool  tha  proper  way  to  pave.    ' 

used   two   pieces,   tad   In    did    not   think  that  desirable.     The 

h  of  the  construction  used  in  Montreal,  wh  nave 

l  rail  In  all  streets,  sIiowh  tie  what 

■all   scoria   block,   which   he  thought    a  splendid   block   fol 

•■He. 

'  ii  from  Cincinnati  was  brought   to  show  how 
ng  would  go  down  below  th< 
Mock,  and  Uti 
',  belOw  the  base  of  the  rail. 
In  connection   with   the  papa    Ml     Reel    read  letters  from 
in    Montreal,    Bcranton,    Schenectady    and    o 

fttlee,  which  are  rvpTOdU 

Ideal    WINon    i  in    toe   I  h  I    that    Mr     Hi  I 

had  tackled  thi  with  mo  ■    than  ale 

up  before     Mr    w 

«•«)  In    ■  few    wordM   his  criticism   of   the 

'Ion       Ah    far  odatlon    of    tin-    Ctn    went.    II 

waa  all  right,  hut  the  fatal  point  in  Trail  construction  WSJ 

mine  Home  track  In 


■ 


»    a 


2, 

3 


2  a 

If 


3 

r> 


Ir-- 


• 

. 

-g'i-j 

LI 


Ill 


ELECTRIC     RAILWAY     REVIEW 


Vol.  xvii   No.  l. 


Chicago  mi  Archer  avenue,  about  a  mile  of  double  track.  One 
n  n  k  was  laid  with  the  Trilby-rail  section  and  the  other  was 
laid  With  a  T-rail.  He  believed  at  the  time  he  examined  the 
it  was  about  oue  and  a  half  years  old.  The  portion  of  the 
track  that  had  been  built  with  Trail  had  the  paving  stone 
worn  down  next  the  gauge-line  of  the  rail,  and  it  was  not 
worn  down  evenly,  but  in  ruts,  and  in  his  opinion  that  paving 
would  have  to  be  reconstructed  very  shortly.  That  was  his 
objection  to  the  Trail  construction,  especially  in  cities  that 
have  a  large  amount  of  team  travel,  heavy  drays,  etc. 

In  -Buffalo  there  was  an  illustration  of  that  same  kind. 
On  North  Main  street,  above  Cold  Spring,  the  paving  stone 
was  the  best  there  was  in  these  parts — Medina  sandstone. 
The  paving  was  worn  down  to  the  lip  of  the  rail.  It  did  not 
wear  any  further,  because  the  lip  of  the  rail  caught  it  at  that 
point.  Down  in  South  Park  avenue,  where  they  did  not  lay 
a  new  rail  and  the  old  rail  was  considerably  worn,  he  said 
the  paving  stone  next   the  gauge  line  was  all  worn  out,  be- 


in  the  two  streets  in  Buffalo  was  heavy,  the  rail  sections 
comparatively  light.  The  sandstone  was  soft  stone.  The  use 
of  granite,  he  said,  did  away  with  a  great  deal  of  the  wear 
on  an  ordinary  city  street.  He  thought  Mr.  Reel  right  in 
saying  that  Trail  was  best  for  the  average  street  in  the 
average  city,  Properly  laid,  it  was  cheaper  for  the  railway, 
because  it  offered  less  obstruction  to  ordinary  vehicles  and 
was  less  unsightly.  Improperly  laid,  it  was  worse  than  any 
section  of  girder  rail  ever  laid. 

Mr.  F.  A.  Bagg  followed  up  what  Mr.  Danforth  said  by 
stating  that  in  Johnstown.  Gloversville  and  Amsterdam  he 
used  the  Trail.  The  first  section  laid  was  G  inches  and  later 
some  8-iuch  and  also  some  7-inch  rail  was  laid.  The  pave- 
ment was  brick,  asphalt  block  and  bitulithic  pavement,  with 
Medina  standstone  laid  inside  and  outside  the  rail.  These 
were  cities  of  15.000  to  25,000  inhabitants,  and  the  team 
traffic  was  not  heavy.  This  form  of  construction  was  satis- 
factory.    There   was  not   much   wear  along  the  head  of  the 


Sheet  Asphalt 

D 

1 

-      --          -     --         -                  —J-    - 

.    _    ^u^. ( 

1            S     :! 

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= 

= 

L   , 

■ 

\\ 

v. 

v.v.t. 

L  j  I  _ . 
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trifiSd  Brick          C 

1      :! 

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1    ~ 1 

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B*»eCf  Concrete 


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Vitrified  Brick 


v  in  iut'ti  i>i  it's  _*r  *"  *  '  *  w?* 


-■-•,f.V-.-.;:,  ~^     •. 

— urn. . — 


>      —    " 


~" — .;■■■■■  .  %  ■  ■■  ■'    ■  ■'■ ;  ^  Longitudinal  Section 

Side  Elevation 

Standard    Rail    Sections — T-Rail    Construction    for    Paved    Streets    in   Scranton, 


o 


Pa. 


cause  the  lip  of  the  rail  was  not  sufficiently  heavy  to  protect 
it.  Not  only  that,  but  the  lip  of  the  rail  itself  was  worn 
down.  He  thought  that  was  the  idea  that  all  the  large  cities 
had  in  mind  in  designing  and  designating"  heavy  girder  sec- 
tions. In  the  case  of  the  11-pound  rail  which  is  used  in 
Philadelphia,  for  the  last  six  years  they  have  been  gradually 
getting  the  rail  heavier  in  the  lip,  to  take  care  of  the  team 
travel.  In  the  new  section  designed  for  Chicago,  practically 
the  same  section  as  is  used  in  Philadelphia,  except  that  it 
weighs  129  pounds  to  the  yard,  the  groove  is  not  quite  so 
heavy.  It  seemed  to  him  that  the  fatal  objection  in  large 
cities,  at  least  in  the  congested  portions  of  large  cities,  was 
the  wearing  of  the  paving. 

Mr.  R.  E.  Danforth  (Rochester  Railway)  thought  Mr. 
Wilson  had  covered  the  large  city  end  of  the  argument  in 
very  good  shape.  The  roads  in  the  Middle  West  found  that 
the  T-rail  laid  in  stone-paved  streets  was  satisfactory,  ex- 
cept the  streets  where  there  was  very  heavy  vehicle  travel, 
and  they  preferred  it  even  there  to  the  use  of  girder  rails  im- 
properly  designed  to  carry  the  load.     The  traffic  mentioned 


rail,  inside  nor  outside.  They  formerly  used  a  special  brick 
for  the  flange-way  inside.  This  was  unsatisfactory:  the  cor- 
ner of  the  brick  broke  off  and  crumbled.  It  might  have  been 
due  to  poor  brick.  Lately  the  ordinary  brick  was  used,  start- 
ing the  brick  under  the  head  of  the  rail,  and  curving  it  up 
and  over  to  the  under  side  of  the  head  of  the  other  rail. 

Mr.  Clark  said  he  had  the  same  ideas  as  Mr.  Wilson,  un- 
til he  visited  Milwaukee,  St.  Paul  and  Minneapolis.  Their 
standard  construction  is  high  Trail.  Milwaukee  used  a  90- 
pound  T-rail  with  3-inch  head.  He  bad  failed  to  see  any  of 
the  difficulties  that  Mr.  Wilson  spoke  of.  He  said  that  in 
Minneapolis  they  used  sandstone  block,  which  they  got  in  the 
west,  and  they  chipped  this  block  off  to  make  the  groove. 
They  did  not  have  a  standard  brick  for  putting  under  the 
rail.  They  chipped  it  off  and  had  no  trouble  at  all  with  the 
pavement,  although  he  thought  they  would  have  that  trouble 
in  Cleveland.  In  Minneapolis  they  had  taught  the  drivers 
of  vehicles  to  keep  out  of  the  car  tracks. 

Mr.  Reel,  in  connection  with  Mr.  Bagg's  remark,  read  a 
letter  from  Mr.  F.  E.  Crane,  city  engineer  of  Amsterdam,  to 


January  26,  1907. 


ELECTRIC     RAILWAY     REVIEW 


115 


show  what  Tie  had  to  say  about  these  roads.  Amsterdam  had 
the  oldest  piece  of  Trail  construction  in  the  state  of  New 
York;  it  had  been  in  seven  years. 

Mr.  Bagg  said  that  in  Gloversville  there  was  some  that 
had  been  in  ten  years. 


secured  for  putting  double  tracks  in  the  street,  whereas  the 
Trail  was  in  such  condition  that  it  would  last  four  or  five 
rears  to  come.  This  work  was  paved  in  with  good  old  fash- 
ioned cobble  pavement.'  Of  course,  this  was  a  type  of  paving 
that  heavy   teams   would   naturally  keep  away   from,   so  that 


Mr.  \V.  R    W.  Griffin    (Rochester  &  Eastern)   related  that       perhaps   the    team    argument    would    not    apply    in    this    case. 


-   - 


.. 


Standard    Rail    Sections — Section   Showing   T-Rail   and    Scoria    Block  Construction    in    Montreal. 


In  1901,  in  Bellevue.  O.,  a  town  of  5,000  inhabitants,  they 
laid  the  70-pound  T-rail.  and  the  pavement  was  put  in  at  that 
time.  There  was  no  concrete  used,  nothing  but  a  sub-grade, 
and  a  buffer  of  sand  rolled  down.  They  used  nose  brick  that 
went  underneath  the  rail.  Last  summer  he  examined  it  and 
could  not  see  where  the  pavement  had  rutted — could  not  see 
but  that  the  brick  anywhere  near  the  rail  was  in  as  good 
shape  as  any  other  part  of  the  street.  The  town  did  not  have 
any  extraordinary  heavy  teaming;  but  the  pavement  was 
light  because  of  that  fact. 

Mr.  M.  .1.  French  stated  that  there  was  some  70-pound  T- 
rail  In  I'tica  that  was  laid  in  1894.  and  previously,  and  also 


Last  year  there  was  laid  on  a  portion  of  Genessee  street 
about  1,800  feet  of  double-track  T-rail  construction,  using  a 
7-inch  Trail  weighing  95  pounds  to  the  yard,  and  the  Arthur 
hump  block,  made  by  the  Metropolitan  Brick  Company.  This 
rail  had  a  3-inch  head.  It  was  laid  with  the  permission  of 
the  city  engineer,  and  with  the  idea  of  making  an  argument 
to  the  city  to  allow  the  use  of  the  high  type  of  T-rail  in  all 
city  work  in  the  future. 

Mr.  Stuart  Wilder  ( Peekskill  Light  &  Railroad  Co.) 
stated  that  in  Peekskill  there  was  some  7-inch  high  Trail, 
the  Johnson  section  and  the  Trilby  section.  There  were  some 
very  good  hills  thete,  and  it  was  found  that  the  cars  could  be 


u 


Mrlll.d     '    Urwk 


ID 


Standard    Rail    Section.— Track    Construction    with    90-Pound    A.    S.  C.     E.     Rail.     Kingston.    N.    V..     and    Present    Paving    Block,    with 

10'j-lnch    Paving    Block    and    with    Vitrified    Brick. 


Mncb  tram-head  raid    weighing  DO  i nd     to  the 

had   In-.  rendition 

•  raff'  n  iiiin  street  win-  the  i •■ 

and  had  been  operating  fur  tour  or  By« 
Irder   rail 
■  oadirJon  thai  II  shook] 

and    would    ha  If   a    frat.- 


held  much  bettei  on  tin  tnd  on  the  Johnson  rail  than 

<ui   the  Trilby   rail. 
Mr.    I"'  •  I'M   I' 

djtlons  in  u   bad  eo 

i    7  Inch   T  rail.     In    in.nr.    imall    to 
ipon  thai  ihe  girder  rail  should  ' 

hi  r   tn«  ii    bad  rail, 

in  man]   ol  tl 


in. 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  4. 


and  got  them  to  change  over  to  a  T-rail.  To  make  a  T-rail 
satisfactory,  he  said,  the  paving  that  goes  against  it  should 
In-  of  the  very  best  material  and  construction  possible. 

Mr.  Reel  asked  Mr.  Evans  why  he  preferred  a  7-inch  high 
T-rail  to  a  5%-inch  or  a  6-inch  heavy  standard  section? 

Mr.  Evans  replied  thai  he  liked  to  get  the  paving  where 
it  would  not  be  interfered  with  by  the  lies.  It  could  be  laid 
better  and  che&per,  and  he  thought  it  was  a  better  job. 

Mr.  Brown  said  he  had  been  advocating  using  a  5%-inch 
90-pound  Trail,  and  using  a  beveled  brick  so  as  to  bring  it 
under  the  bead  of  the  rail.  He  found  from  experience  with 
the  beveled  brick  that  there  seemed  to  be  less  wear  than 
with  the  compressed  curved  brick,  and  the  vehicles  were  en- 
abled to  turn  out  of  the  track  much  easier. 

Mr.  <"'.  H.  Clark  questioned  in  running  city  cars  with  2%- 
inch  tread,  and  every  half  hour  a  half  dozen  lines  of  subur- 
ban cars  on  the  same  route  with  :;-inch  tread,  whether  the 
wide  head  rail  was  tbe  proper  thing,  or  should  the  rail  have  a 
sloping  back? 

Mr,  T.  W.  Wilson  said  he  was  just  considering  the  ad- 
visability of  changing  the  standard  rail.  Up  to  this  year  he 
had  used  a  94-pound  grooved  girder,  Lorain  section.  94-313. 
That  is  the  rail  section  in  Buffalo.  The  head  is  2Vi  inches, 
and  he  thought  it  too  narrow  to  take  care  of  interurban  cars, 
and  also  to  take  care  of  any  prospective  tread  that  might  be 
figured  on  using  in  the  future.  A  new  section,  just  designed 
for  use  in  Chicago  in  the  reconstruction,  weighs  129  pounds 
per  yard.  It  has  a  3yt-inch  head,  the  last  %  inch  of  which 
is  beveled.  Then  there  was  a  new  section  of  rail  which  had 
been  designed  for  San  Francisco,  as  they  were  going  to  re- 
construct all  the  lines  in  San  Francisco.  That  rail  appealed 
to  him  very  much,  with  one  exception;  the  lip  seemed  to  be 
too  light  for  team  travel.  He  had  drawn  in  on  the  rail  a 
standard  %  inch  interurban  flange,  and  also  a  standard  M.  C. 
B.  wheel  and  they  were  accommodated  very  nicely.  He 
thought  the  base  of  the  rail,  instead  of  being  6%  inches,  could 
be  made  6  inches  and  the  extra  metal  taken  from  the  base 
could  be  put  in  the  lip.  He  was  just  having  a  design  made 
for  that.  The  lip  seemed  to  be  too  light.  He  showed  a  dia- 
gram of  the  standard  rail  used  in  Philadelphia  and  also  of 
one  adopted  in  Albany  for  all  reconstruction.  It  was  sup- 
posed to  accommodate  an  M.  C.  B.  wheel,  but  when  he  applied 
a  template  of  the  M.  C.  B.  wheel  to  the  rail,  it  showed  that 
when  the  tread  of  the  wheel  was  riding  on  the  head  of  the 
rail  the  flange  was  riding  on  the  lip.  It  weighed  141  pounds 
to  the  yard,  and  he  did  not  see  why  they  would  introduce 
such  a  heavy  rail  unless  they  were  figuring  on  carrying 
freight  in  the  future.  He  said  it  was  a  grave  question  as 
to  what  section  of  rail  should  be  adopted  as  a  standard.  In 
nearly  all  cities  it  was  necessary  to  cut  out  the  Trail,  as 
it  was  against  the  city  ordinance. 

Mr.  Wilson  thought  he  had  been  misunderstood  in  some 
of  his  remarks.  He  said  he  was  not  against  the  Trail,  but 
believed  in  it  for  certain  sections  and  cities.  He  used  it  in 
Lockport.  100-pound  rail,  but  there  was  no  team  travel.  The 
same  construction  would  be  out  of  place  in  Main  street,  Buf- 
falo, or  Niagara  street,  and  probably  in  streets  of  Cleveland, 
Philadelphia  and  New  York  City.  It  seemed  to  him  very 
largely  a  question  of  the  locality  in  which  the  rail  was  to  be 
laid. 

Mr.  Bagg  asked  if  that  was  solid  concrete  construction 
with  100-pound  T-rail. 

Mr.  Wilson  replied  in  the  affirmative  and  said  wooden 
ties  were  put  in  that  street,  with  3-foot  centers,  with  6  inches 
of  concrete  between  the  ties  and  under  the  ties.  Mr.  Bagg 
asked  if  he  had  any  objection  to  steel  ties,  to  which  Mr. 
Wilson  replied  that  when  that  track  was  laid  steel-tie  con- 
struction had  not  been  altogether  satisfactory,  and  had  been 
but  very  little  used.  As  to  the  paving,  he  thought  Mr.  Reel 
was  entirely  right  about  paving  brick.     To  have  a  good  job 


it  must  go  in  against  the  web  of  the  rail.  Instead  of  having 
a  corner  on  the  brick,  he  would  have  a  slant. 

Mr  Reel  admitted  there  was  a  chance  for  an  argument 
between  standard  sections  and  high  T-sections,  and  while  he 
believed  that  standard  sections  in  a  few  years  would  be 
used  exclusively  on  street  railroads,  as  on  steam  railroads,  he 
could  sec  there  was  a  chance  for  an  argument  on  the  paving 
feature.  'When  it  came  to  the  question  of  T-rail  against 
girder  rail,  from  the  fact  that  the  T-rails  had  been  adopted  ex- 
clusively in  big  cities  like  Denver,  Milwaukee,  St.  Paul.  Minne- 
apolis, Montreal,  Indianapolis  and  dozens  more,  he  did  not 
see,  if  the  rail  was  properly  paved  against  with  a  granite 
block,  as  in  St.  Paul  and"  Minneapolis,  why  the  rail  would  not 
give  satisfactory  results  in  a  city  like  Buffalo.  The  differ- 
erence  between  Minneapolis.  Milwaukee,  St.  Paul  and  Indian- 
apolis was  not  very  great.  Where  they  get  such  satisfactory 
results  from  the  construction  indicated,  Buffalo  with  the  same 
construction  should  also  give  satisfactory  results.  Any  man- 
ager who  would  use  a  girder  section  willingly,  unless  he  was 
sure  that  the  T-rail  would  positively  not  answer,  in  his  opin- 
ion, was  not  not  doing  the  best  he  could  for  the  public  and 
for  his  company.  Girder  joints  could  not  be  made  to  hold, 
and  because  of  the  necessity  for  tearing  up  the  streets,  the 
public  lost  along  with  the  company  in  the  fact  that  the  street 
could  not  be  restored  to  its  original  condition.  The  life  of 
the  T-rail  is  the  principal  argument  in  its  favor. 

Mr.  E.  P.  Roundey  (Syracuse  Rapid  Transit)  asked  Mr. 
Reel  if  he  could  hold  the  joints  of  a  T-rail  better  than  the 
joints  of  a  girder  rail.  He  said  steam  roads  could  not  hold 
their  joints  together  any  better  than  street  railways.  Mr. 
Reel  thought  steam  railroad  joints  were  not  battered  down 
like  street  railroad  joints.  The  heavy  rails  in  New  York  were 
distorted  at  the  joints,  battered  down,  and  could  not  be  re- 
stored. They  did  not  batter  down  on  the  tracks  of  the  New 
York  Central  Railroad  two  or  three  inches,  as  the  girder  rail 
did. 

Mr.  Wilson  answered  Mr.  Danforth's  remarks  about 
Medina  sandstone  pavement,  saying  it  was  a  great  question 
which  wears  longer,  sandstone  pavement  or  granite.  The 
track  in  Chicago  which  he  examined  was  granite  paving,  and 
showed  considerable  wear.  The  city  engineer  of  Buffalo  and 
a  number  of  his  assistant  engineers  believed  that  on  account 
of  the  brittleness  of  granite,  sandstone  would  wear  longer. 
There  were  streets  in  Buffalo  which  had  been  down  for  thirty 
years  in  sandstone  pavement  and  they  were  in  good  condi- 
tion. 


Proposed   Electrification  of  Baden  State  Railways. 


According  to  a  notice  in  the  German  technical  press, 
tests  are  being  made  on  a  large  scale  with  a  view  to  electri- 
fying the  Baden  state  railways.  Current  is  to  be  supplied 
from  a  power  station  under  construction  at  Wyhlen-Augst. 
where  a  turbine  with  an  output  of  1,500  horsepower  is  to  be 
rented.  It  is  calculated  that  an  aggregate  of  2,400,000  kilo- 
watt-hours will  be  required  to  supply  the  energy  necessary  for 
the  electric  operation.  Three  schemes  have  been  suggested. 
That  of  the  Siemens-Schuckert  Works  provides  continuous 
current  operation  at  3,000  volts,  with  40-ton,  four-axle  loco- 
motives driven  by  150-hp.  motors  at  two  main  speeds.  The 
scheme  of  the  Allgemeine  Elektrizitats-Gesellschaft  pro- 
vides single-phase  current  with  three-axle  locomotives  at 
only  one  main  speed.  The  former  company  estimates 
the  cost  of  installation  at  2,720,000  marks  (about  $680,000) 
and  the  working  expenses  at  331,087  marks  (about  $83,000). 
while  the  corresponding  figures  given  by  the  Allgemeine 
Elektrizitats-Gesellschaft  are  2,281,000  and  349,700  marks 
(about  $570,000  and  $87,000)  respectively.  It  may  be  said 
that  the  present  cost  of  steam  operation  is  363,522  marks 
(over  $93,000).  It  is  expected  that  electric  service  will  com- 
mence at  the  end  of  1909. — Scientific  American. 


January  26,  lftuT. 


ELECTRIC     RAILWAY     REVIEW 


111 


CAR  HOUSE  AND  SHOP  EMPLOYES.' 


BY    A.    li.    M  WHoim.K.    HASTBI    MUHAMi.    MEMPHIS    STBEKI    R.U1- 

w  A 1 


An  economical  and  efficient  force  for  car  barn  and  shop 
work   should   be    thoroughl  aized    in    every    respect. 

and  separated  into  departments  that  are  also  systematized 
in  every  detail  of  their  work. 

The   Night    Foreman. 

The  most  important  department  for  the  good  of  the 
operation  of  a  street  railwa..  company  is  the  night  force, 
when  the  inspection  is  done  at  night;  and  this  is  the 
with  most  street  railway  properties.  The  night  force  should 
be  under  the  supervision  of  a  thoroughly  competent  and 
broad  minded  man.  To  be  a  competent  night  foreman  a  man 
should  be  educated  for  this  position  by  practical  experience 
while  taking  care  of  each  class  of  work  that  is  done  at  night. 
With  this  experience  he  will  be  able  to  judge  the  amount  of 
work  that  should  be  done  by  each  man  under  him. 

To  get  the  best  results  the  night  foreman  should  rate  the 
positions  in  the  shop  according  to  their  importance,  and  he 
should  instill  into  each  man  the  importance  of  the  position  he 
holds  and  the  responsibility  that  rests  on  him.  Also  that  it  is 
in  his  power,  to  an  extent,  to  make  the  operation  or  thi 
a  success.  This  thought  should  be  carried  down  the  line  from 
the  best  position   to  the  one  of  the  least  Importance.     Any 

comings  of  the  workmen  should  be  brought  to  their  at- 
tention at  once.  The  night  foreman  should  get  a  report  each 
night  of  the  trouble  that  has  shown  up  during  the  day  on 
the  cars  for  which  sponsible.    Kach  man  should  know 

that  he  Is  performing  the  pari  for  which  he  is  held  responsi- 
ble, and  that  upon  th  ■  efficiency  of  his  work  depends  tin- 
successful  operation  of  that  part. 

Breaking-in  New  Men. 

In  employing  new  men  for  shop  work  they  should  be 
thoroughly  Instructed  ai  to  what  they  are  to  do.  It  should 
be  explained  to  them  that  they  ..ill  have  to  start  at  the  bot- 
tom, in  case  they  are  inexperienced,  and  that  they  will  grad- 
ually be  promoted  to  better  positions  and  better  pay  as  they 
become  familiar  with  the  work  and  that  the  rate  of  promo- 
tion will  be  governed  by  their  interest  and  good  work. 

If  a  foreman  adopts  this  system  and  puts  all  of  his  new 
men  through  the  different  classes  of  work  that  are  done  at 
night,  he  will  gradually  be  surrounded  by  a  class  of  men 
who  are  termed  as  "all  around"  street  car  nun  This  will 
enable  the  foreman  to  be  more  independent  than  if  he  should 
keen  one  man  on  one  job  indefinitely.  The  writer  has  known 
of  cases  of  this  kind,  where  a  shop  was  operated  by  a,  so- 
called,  good  lot  of  men.  but  there  were  DO  two  men  in  tin- 
shop  who  could  exchange  places  and  give  any  degree  of  sat- 
isfaction until  each  had  become  familiar  with  the  work  of 
This,  a  readily  Been,  places  the  foreman 

In  an  embarrassing  position  if  he  should  lack  a  man,  or  a 
number  of  men,  and  be  obliged  to  arrange  the  force  to  anil 
The    particular  job   to   be    filled    would    noi 

■  <•  tin-  proper  attention  in  ace  of  the  regular 

man.  even   if  it    were  possible   to  fill   the   vacant 

To  the  writer's  mind   th<  ;. tallied  by 

Ifylng  the  m  -n  and  encouraging  them  to  take  all  th- 
in the  work  and  letting  them  know  thai 

will    lie    |,r  -ion,    an, I    better    pay        With 

condition-    the   mosl    reliable  men   can    l,-  I   for 

If     the    men     an-    thoroughly     familiar     with    all 

classes  oi   work,  and  bare  had  practical  experience  in  each 
■    'if  im  iluabh  to  a  ti'-v. 

md  comps 

In  t)  mind  It  iry  to  ha 

t,   nleht   foreman   tl  i    competi 

man.   If  I,- 

ratlon    of 

I 

Handling   Inspection   and    Repairs. 

lid      lie      p||| 

.nd    thorn  .  -light    i  .11 

certain    pits   to   work   In 

same    cnr*    each    night        II,.  for 

work    In  ii    possible   to    tell 

whk i.  piag  hiH   work    up  to    the   standard 

pit    room  hold   He 

f»rs   I  iiMld'-rahle   length    of   time. 

•■ tiling    In    off    their    t  hi,  In    <  a   ■     BO 

laired  than  can  aulckl)  be  disposed  '"  nlfl 

foi 


such  work  as  is  necessary  after  the  rush  is  over,  or  it  may 
be  necessary  to  hold  the  work  for  the  day  force. 

The  writer  has  tinder  his  supervision  the  can-  of  45 
double-truck  quadruple  equipments  and  109  double  equip- 
ments handled  and  inspected  in  the  above  manner  in  one 
car  barn,  having  eight  pits  200  feet  long.  The  inspecting  and 
cleaning  are  done  by  33  men. 

The  average  number  of  cars  in  the  shop  for  repairs  dur- 
ing   the   day    does    not    exceed    5   per    cent    of    the   operating 
equipment.     It  may  be  added  that  a  record  of  the  inspection 
of  each   part   of  each  car  is  made  by  the  several   Inspi 
and  filed  in  the  master  mechanic's  office. 

The  method  of  educating  and  handling  night  men  holds 
good  for  the  day  force  in  the  same  manner  as  it  does  for  the 
night  men.  The  day  force  should  be  divided  into  depart- 
ments, according  to  the  number  of  cars  operated.  The  ma- 
chine shop  and  car  bam  tones  also  should  be  divided  into 
departments,  having  a  competent,  economical  and  broad 
minded  ton  man  tor  each  department  who  should  repoi 
the  general  foreman. 

There  should  be  foremen  for  the  carpenter  shop  and 
paint  shop  who  should  report  directly  to  the  master  me- 
chanic. The  number  and  class  of  men  in  these  departments 
should  be  governed  by  the  class  and  amount  of  work  that  is 
being  done. 

This  system  in  a  tar  shop,  together  with  a  wide-awake 

nan  in  each  department  md  a  master  mechanic  who 
nevi  iving  to  bring  his  men  up  to  a  higher'standard 

will  produce  excellent  results,  hut  it  cannot  he  what  it  should 
if  the  master  mechanic  spends  only  his  office  hours  with 
his  men. 


COPPER-WELDED    RAIL    BONDS. 


Two  methods  that  present  Interesting  solutions  of  the 
bonding  problem  have  recently  been  perfected  by  the  Elec- 
tric Railway  improvement  Company   of  Cleveland,  0.    These 

methods,  known  as  the  "welding"  process  and  tin1  'brazing'' 
process,  employ  the  usual  types  of  ribbon  bonds  and  vary 
only  in   the   method    by   which   they  an-  attache, I   to   tin-   rail. 


Copper-Welded    Rail    Bonds — Joint   with    Two   No.   0000    Electrically- 
Brazed    Bonds. 

By   either   process    the   copper   ol    the   bond   Is  closely   united 
with    the  Bteel   of   the   rail   and   the   bond   Itsell    ma\    h.-   placed 

on  the  ball  of  the  rail,  the  web  or  t!  •    i 

Electric  Welding. 
Tin-  electric  welding  or  bracing  ol  th.-  bonda  ii  dons  bj 

the     Thompson    method         \ll     rights     i tnplovlng     I 

methods  In  connection  with  the  bond  ick  work  nave 

been  'tic  Railwa]   Improvement  Comp 

•  mpaiiying    illustration 
equipped  for  doing  both  da  mdlng  irorl      Powei  toi 

iperation  of  ti  ■  apparatus  la  taken  from  the 

•  i  f.-ii  tn  ,i  I5>kw.  rotarj  iverter  mounted  on 

thS  car   n-  into 

alternatln  ible  for    ,  mi  lecti  i.    «. 

v  u  mounted  on  the 

iie-ii    end    ,,(    tin     i  ;ir       It    takei    the   current    lor    lis    prin 

..i   lie    rotarj   convertei   and 
liver  current  to  the  pop  or  w.-i.i 

from  t )  I  to  1 am  pi 

led    from    th,  ,,i    the    tl 

•  ■■  Hug  with  bondln 

u  hi,  i 

lj  Joined  so  in  it  « in  n  .i  i i  i    to 

to  Hi.    mil  II  |h  held   III  mlv   iii   plan    *  ml    ■ 


118 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.   i. 


being  raised  by  the  flow  of  heavy  current  After  clamping 
the  bond,  either  on  the  li«  ad  or  the  web  of  the  rail,  the  cur- 
rent is  fed  to  the  transformer  and  being  regulated  by  resist- 
in  series  with  the  primary  a  proper  degree  of  heat  is 
obtained  to  raise  the  temperature  of  the  copper  bond  and 
the  brass  cap  with  which  it  is  provided  to  such  a  point  that 
the  copper  ribbons  will  unite  with  the  steel  of  the  rail,  as 
in  the  more  usual  forms  of  brazing. 

It  has  been  found  that  bonds  placed   in  this  way  are  so 


Copper- Welded    Rail    Bonds — Clay    Molds    in    Position    for    Cast 
Welding. 

firmly  attached  to  the  rail  that  it  is  impossible  to  remove 
them  except  by  labcrious  chipping  and  then  one  must  muti- 
late the  rail  or  the  bond  before  they  will  separate. 

It  is  interesting  to  note  the  records  of  low  cost  that  have 
been  made  in  Cleveland  under  varying  conditions  of  weather, 
labor  and  schedule  of  cars  on  tracks  being  bonded. 

With  the  Railway   Employes. 

Car  No.  1  operated  by  employes  of  the  Cleveland  Elec- 
tric Railway  on  December  17,  1906.  between  12:30  p.  m.  and 
3:30  p.  m.  in  freezing  weather  with  regular  2 M>-minute  ser- 
vice operated  over  the  track  bonded,  completed  placing  28 
No.  0000  bonds  (14  joints)  which  were  electrically  brazed  to 
the  ball  of  the  rail.  The  street  in  which  this  track  is  laid  is 
paved  with  block-stone.  The  bonding  gang  comprised  three 
men  who  opened  and  closed  the  pavement  and  cleaned  the 
rail  ready  for  the  bonds  and  three  men  who  operated  the 
bonding  car.  It  was  necessary  to  remove  the  bonding  car 
from  the  track  11  times  during  the  three  hours  required  for 
placing  the  28  bonds.  The  actual  cost  of  labor  for  placing 
these  bonds  was  reported  as  $3.30. 

On  another  occasion  the  same  car,  with  a  night  crew  of 
the  same  number  and  with  regular  cars  passing  on  half-hour 
schedule,  placed  on  29  joints,  58  No.  0000  bonds,  applied  as 
in  the  other  case,  at  an  actual  cost  for  labor  of  $5.50.  This 
work  was  done  in  freezing  weather  December  18,  1906,  from 
midnight  to  5  a.  m. 

With    Improvement   Company    Employes. 

In  the  summer  of  1906  a  night  crew  of  the  Electric  Rail- 
way Improvement  Company  comprising  four  men  and  work- 


Copper-Welded    Rail    Bonds — Clay    Mold    Removed    Showing    Extra 
Copper   Ready   for   Trimming. 

ing  from  7  p.  m.  to  midnight  while  cars  passed  on  five-minute 
intervals  and  from  midnight  to  5  a.  m.  while  cars  passed  on 
one-hour  intervals,  electrically  brazed  to  the  ball  of  the  rail 
in  block-stont  pavement  105  No.  0000  bonds  in  the  same  num- 
ber of  joints.  In  doing  this  work  it  was  necessary  to  remove 
the  bonding  car  from  the  track  50  times.  The  cost  for  labor, 
however,  was  only  $S.OO  for  opening,  bonding  and  complet- 
ing the  pavement  at  105  joints. 

Copper  Welded  Rail   Bonds. 
The  second  bonding  process  perfected  by   this  company 


consists  of  joining  to  the  tail  the  usual  types  of  ribbon  bonds, 
by  means  of  cast  welding.  The  outfit  necessary  for  carrying 
on  this  work  comprises  a  car  much  the  same  as  that  shown 
in  the  illustration  except  that  in  place  of  the  rotary  converter 
there  is  a  Marine  type  gas  engine.  This  offers  the  advan- 
tage that  it  makes  the  outfit  available  for  use  on  roads  under 
process  of  construction  and  not  yet  provided  with  a  working 
trolley.  As  in  the  case  of  the  electric  welding  outfit  the  en- 
gine is  geared  to  the  axles  of  the  car  through  a  chain  and 
friction  clutch  so  that  the  unit  is  self-propelled.  Such  cars 
have  six  coke  furnaces,  each  capable  of  melting  one  crucible 
of  copper.  Blast  for  the  furnaces  is  furnished  by  a  blower- 
fan  driven  by  the  gas  engine. 

When  bonding  the  rail  is  first  ground  smooth  and  bright 
at  the  points  of  application  of  the  bond  terminals.  Graphite- 
molds  which  hold  the  bond  as  shown  in  one  of  the  accom- 
panying illustrations,  next  are  clamped  to  the  rail.  These 
molds  have  their  inner  aperture  recessed  to  such  shape  that 
a  much  larger  amount  of  white-hot  copper  can  be  poured 
into  them  than  is  necessary  to  catt-weld  the  ribbons  of  the 
bond  to  the  steel  of  the  rail.    In  this  way  with  the  large  mass 


Copper-Welded     Rail     Bonds — Self-Propelled    Car    Equipped    for 
Copper    Cast   Welding   and    Brazing. 

of  metal  the  temperatures  can  be  better  gauged.  After  the 
molds  have  been  removed  the  extra  copper  which  does  not 
come  in  contact  with  the  steel  is  chiseled  off,  leaving  the 
terminal  strands  of  the  bonds  welded  to  the  rail. 

The  cost  of  welding  with  this  process  is  said  to  vary- 
not  greatly  from  that  of  the  brazing  method  as  earlier  de- 
scribed. It  has  the  apparent  advantages  that  the  bonding 
work  may  be  carried  on  before  the  overhead  construction 
is  in  working  order  and  that  the  work  is  flexible  and  may  be 
applied  for  connecting  feeder  cables,  cross-bonds  and  third- 
rail  terminal  bonds,  as  well  as  bonding  running  rail  and  third- 
rail  joints. 

An  interesting  feature  in  the  construction  of  the  cars 
used  for  this  work  is  the  inverted  jack  placed  under  the 
center  of  the  car  floor  and  having  for  its  bearing  surface  a 
round  steel  plate.  This  jack  may  be  raised  and  lowered  by 
means  of  cranks  extending  under  the  car  floor  and  outside 
of  the  track.  When  it  is  desired  to  remove  the  car  from 
the  rails  these  cranks  are  turned  in  the  proper  direction  until 
the  jack  resting  on  the  plate  has  raised  the  entire  car  so 
that  the  wheels  are  free  from  the  track  rails.  Then  the  car 
can  be  swung  to  a  position  at  right  angles  with  the  track 
and  either  rolled  off  on  to  the  pavement  in  cities  or  on  tem- 
porary wooden  strips  when  on  private  right  of  way. 


January  21 


ELECTRIC     RAILWAY     REVIEW 


119 


ANNUAL    MEETING,   CENTRAL    ELECTRIC    RAILWAY    AS- 
SOCIATION. 


The  first  annual  meeting  of  the  Central  Electric  Railway 
ciation  was  held  at  the  Claypool  Hotel,  Indianapolis.  Ind .. 
on  January  24.  This  gathering,  which  marked  the  end  of  the 
first  year  since  the  consolidation  of  the  Ohio  Interurban  Rail- 
way and  the  Indiana  Electric  Railway  associations,  was  a 
successful  one.  The  programme  for  the  day  included  a  busi- 
ness meeting,  several  interesting  papers,  annual  election  of 
officers  and  the  annual  dinner. 

The  association  was  called  to  order  at  11  a.  m.  by  Presi- 
dent E.  C.  Spring.  After  the  routine  business  had  been  com- 
pleted G.  H.  Kelsay,  superintendent  of  power,  Indiana  Onion 
Traction  Company,  presented  a  paper  on  "The  Cost  of  Power 
for  Rental  Purposes.  Developing  a  Demand  for  Renting  Pow- 
er. Does  it  Pay?"  Mr.  Kelsay's  paper  will  be  found  on 
another  page  of  this  issue. 
At  the  close  of  the  paper 
the  author  stated  in  reply  to 
i  question  that  the  figures 
presented  in  his  argument 
had  been  taken  from  actual 
problems  on  operating  roads, 
but  that  it  should  be  noted 
that  in  each  instance  the  per- 
centages of  Interest  and  de- 
preciation had  arbitrarily 
been  given  him. 

T.  C.  McReynolds  I  Koko- 
mo  Marion  &  Western)  stat- 
ed that  his  company  is  now 
supplying  current  for  light- 
ing purposes  to  the  towns  of 
Swazy  and  Greentown.  The 
transmission  line  carries  60- 
cycle  current  at  10.000  volts 
potential.  At  Greentown,  cur- 
rent at  this  potential  is 
stepped  down  for  light  inn 
use  to  208  volts  by  a  trans- 
former mounted  on  a  line 
pole.  This  method  of  sup- 
porting the  transformer,  how- 
ls not  to  be  recommend- 
ed. At  Swazy  the  company 
has  a  rotary-converter  sub- 
■tation  in  which  is  a  I 
termer  of  the  type  !ii<-n 
I.  supplying  current  for 
16  arc  lights  and  ■  cor 
clal  circuit     The  arc   lamps 

rnished  undi  n 
contract.      The    speaker    did 

ler  this  b  i  tble     He  sd  thai 

■  if  currant  tor  rental  purposes  there 
should  be  added  the  Item  ol  retailing  expi  Intenance 

of  secondary  distribution  ll n-  i  maintenance 

of  th>-  i.nnps  and  their  While  bla  experleno 

been  limited  it  era  i  th.it  within  a  year  a  good  load 

might  be  built  up 

AdJ'  Cor  1'inr  I  i 

Afternoon  Session. 
Th<-  Bra)  papi  i  ol  tbe  afti  i  •  Kill* 

■it,  Indiana  Union  Traction  Comp 
Handling  of  Occidents  and  Claim        Thl    | 
In  this  li 
In    reply  I    thai    thl 

Id  in  tbe 
•  lion  Company  for 

nllirhtly  n 


the  more  common  forms  of  accidents,  personal  injury,  prop- 
erly  loss,   lost  baggage,  attorneys'   fees,   surgeons'    fees 
tainers   for  company    doctors,   but   not   the  loss   to  the  com- 
pany from  damage  to  rolling  stock  or  other  property. 

President  Spring  announced  that  the  proceedings  and 
papers  o  fthe  meeting  would  in  the  near  future  be  printed  in. 
pamphlet  form  and  distributed  to  the  ineml 

\V.   H.  Evans,  master  mechanic,  Indianapolis   Traction  & 
Terminal  Company,  next  read  a  paper  on  "The  Model  Car  for 
Long  Travel."     He  exhibited  blueprints  showing  sections  and 
floor  plans  of  types  of  cars  suitable  for  Interurban  ser 
The  paper  appears  elsewhere  In  this  issue. 

The  author  in  reply  to  a  question  by  Mr.  Henry  stated 
that  a  car  60  feet  long  is  generally  required  on  lines  operating 
hourly  schedules.  Such  a  length  is  also  required  to  provide 
for  the  baggage  compartment  He  saw  a  disadvantage  In 
having  doors  on  one  side  only  and.  in  fact,  recalled  some  cars 

thus  built  which  had  had  a 
second  door  cut  in  the  bag- 
gage compartment.  Some  day 
the  lines  may  be  so  double- 
tracked  that  single-sided  cars 
can  be  operated. 

Arthur      YV.      lirady      (In 
diana     Union     Traction)      In- 
quired     as      to     a     suitable 
method    of    ventilating     ears 
This.  Mr.  Evans  said,  was  an 
important     point      that     had' 
been    overlooked    In    the   pa- 
per.      As      yet      dependence 
must    be  placed    on    a  deck 
sash,     but     auxiliary     ventila- 
tion should   be  used,     h 
vored  the  ejector  type,  as  it 
created  much  less  draft.     II. 
stated   that    the   Indianapolis 
A    Northwestern   ear,   a 
biblted   at  Columbus,  weighed 
75, pounds, 

cai.>  dough  i  Street  Rail 
way   Joui  nal  i    described    the 
new   ventilator  system  being 
Installed  by  the  Chicago  city 
Railway        Such      ventil 
consisted     of    deflectors    18 

inches  by  III  inches  placi 
the  front  of  th<'  deck  and 
slanted  to  force  the  air  to 
tbe  ceiling,  Theli  capacity 
was  in  cubic  feel  per  second 
which  kept  the  air  In  a  car 
i  tying   100  people  as  pore 

thai      of      the      ordinary 
schoolroom     R    c.   Taylor    (Indiana    Union   Traction) 

i   that   the  deadweight   ol   ■   car  per  pa    lenger  should 
be  i"s      <ui  bii  request  ■  motion  that  ■  commit 

I  four  be  appointed  bj   the  chair  to  report  at  to  i 
■  lighter  standard  • 

i;    c    Taylor,  superintendent  of  motive  power,  Indiana 
i  olon   Traction  Company,  next   read  ■  paper  entitled 

Lighting,"    which    will    he    found    etMWheN    In    HiIh   Issue       In 

'i "T  tiii    paper  the  author  stated  thai  the  novel 

method  proposed  for  maintaining  an  even  voltage  on  the  car 

•ban  $iimi  per  oar,  and  that  a  si 
of  $c  would  be     iiiii'd. 

Mlllholland    ti tad    four   applications    for 

membership,   which   won    i i    upon    favorably      Chali 

iniiiiiii.it inr  committee,  reported  tbe  follov 

as  Domln  itlon    foi   offli  at     tor 

and  n  iiiiiiiiIiiioum  ballot    P  for  them 


H.    A.    Nlcholl,    President-elect. 


120 


ELECTRIC     RAILWAY     REVIEW 


Vi  I,   XVII    No.  4. 


President,  H.  A.  Nlcholl,  general  manager  [ndlana  Union  Trai 
ii. hi   Company. 

First    vice-president,     Frank    D.    Carp  nter,    general    manager 
Western   Ohio   Railway   Company. 

Second   vice-president,    i;    l    Ti.d.i.    vi.-i    in     ideni    I   general 

.    Indianapolis   Traction    &    Terminal    Company, 


y  [p.  Norvell,  general  rreight  and  pass  nger  agent  Indiana 
Bj  ndicate   I  Ines.  j 

A.  A.  Anderson,  general  manager  Indianapolis  Columbus  & 
Southern   Traction   Companj 

Charles  Murdock,  vice-president  Ft,  Wayne  &  Wabash  Valley 
Traction   ' '  ■  npany. 


Interurban     Rolling    Stock     Exhibited    at    Indianapolis     Meeting. 


Treasurer.    W.    F.    Millholland,    treasurer    Indianapolis    Traction 
&   Terminal   Company. 

Executive    Board. 

Harrie    P.    Clegg,    president    Dayton    &    Troy    Electric    Railway 
Company. 

F.    J.    J.    Sloat,    general    manager   Cincinnati    Northern    Traction 
Company. 


C.  D.  Emmons,  general  manager  Ft.  Wayne  &  Wabash  Val- 
ley  Traction    Company. 

C.  C.  Reynolds,  general  manager  Indianapolis  &  Northwestern 
Railway  Company.  Indianapolis  &  Eastern  Railway  Company. 
Richmond  Street  &  Interurban  Railway  Company.  Indianapolis  & 
Martinsville  Rapid  Transit  Company.  Indianapolis  Coal  Traction 
Company.    Indianapolis    &    Western    Railway    Company. 


Interurban     Rolling    Stock    Exhibited    at    Indianapolis    Meeting. 

L.   C.   Bradley.   ge...,ai   superintendent   Scioto  Valley  Traction  President  Spring  read  a  letter  of  regret  from  President- 

Compa  elect  Nicholl,  who  was  unable  to  attend   the  meeting  on  ac- 

E.     C.     Spring,     general     superintendent     Dayton     Covington     .V; 

Piqua   Traction   Company.  count  of  illness. 

C.   N.   Wilcoxon.   general   manager   Cleveland    &    Southwestern  Several    members   of    the    association,   including   Charles 
Traction    Company. 


January  28.  1907. 


ELECTRIC     RAILWAY     REVIEW 


J  21 


L.   Henry,   E.   C.  Carpenter  and   Arthur   W.   Brady,  next   dis- 
cussed the  advisability  of  broadening  the  field  (or  Interurban 

ax\  resa    It  was  stated  that  several  old-line  express  companies 
were  desirous  ol  entering  into  contracts  with  interurban   rail- 


Annual   Dinner. 
About    17.".  members  and  guests  attended   the  annual  din- 
ner  held   at   the   Claypoo]    Hotel.      The   association    was    we] 
cornel   by    Mayor   Bookwalter,   of   Indianapolis,   who.   in   the 


Interurban     Rolling     Stock     Exhibited    at    Indianapolis     Meeting. 

ways.     The   Centra]    Passenger    taaocatlon    has    decided    to  course  of  lis   Interesting  speech,   Felicitated   the  interurban 

countermand    its    rule   regarding   the   exchange   of    tickets   so  managers  mi   the  rapid  progress  thai   bad  been  made  in  their 

that   from  now  on  electric   interurban  and  steam   roads  may  field, 
be  more  closely  associated  in  handling  passengers.  President   Spring  then   presented  his  annual  address, 

Then  followed  a  discussion  of  the  advantages  and  dlsad-  President's  Annual  Address. 

\antages  of  forming  a  niutua  company,  which  would  President    Spring  in   his  address   flrsl    reviewed   the  rea 


Interurban     Rolling    Stock     Exhibited    at     Indianapolis     Meet'"  i 

i   the  intei  in  ban  II  roi   ths  organisation  ol  Lh«  i«"    tab    ■ 

i  wiiii   He-   present   companies  operatini    on      Um (  Ohio  and  that  or  Indiana,  and  tha  consideration    th 

it  wn«  \-  ; . i ,•  >i ii i •  ■•  i      i"  the  consolidation  which  wai   effected 

m  more  thi ighl)  rnnntlni  on  ths  «"ii   ol  thi  ai   Mi    Bpi 


122 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  Xo.  4. 


The  establishment  of  the  permanent  secretary's  head- 
quarters with  a  permanent  secretary  was  an  innovation 
among  similar  associations,  but  the  experiment  has  proved 
itself  one  worthy  of  our  efforts.  It  is  almost  impossible  ade- 
quately to  state  the  exact  accomplishments  which  the  per- 
manent secretary's  office  has  accomplished  during  the  year, 
as  the  work  required  has  been  of  such  a  nature,  that  not  only 
one  interest  has  been  served,  but  many.  The  office  has  been 
the  headquarters  not  only  of  railway  officials,  but  of  the  sup- 
ply men  when  in  Indiana.  The  office  has  been  a  complete 
bureau  of  information,  not  only  for  members  of  our  associa- 
tion, but  for  interests  outside.  The  loyalty,  interest  and  en- 
thusiasm regarding  the  secretary's  office  are  shown  by  re- 
sponses to  letters  sent  out  from  the  secretary's  office  on  De- 
cember 1,  1906.  Thirty-five  circular  letters,  requesting  in- 
formation as  to  the  manner  of  heating  interurban  cars  were 
mailed.  Twenty-nine  responses  have  been  received  and,  on 
the  bottom  of  one  of  these  responses  was  a  notation  made 
by  the  manager  of  the  road,  which  read:  "Give  me  this  in- 
formation quick  and  forward  to  the  head  of  this  particular 
department  for  the  information  desired."  Another  demon- 
si  ration,  made  recently,  was  a  request  upon  the  companies, 
members  of  the  Interchangeable  Coupon  agreement,  for  in- 
formation regarding  the  issuing  of  a  new  bulletin.  Every 
road  responded  readily.  Requests  have  come  from  the  vari- 
ous adjoining  states  and  from  Canada  for  information  on 
different  subjects,  which  have  been  discussed  at  our  meet- 
ing. During  the  last  year,  upwards  of  6,500  letters,  answers 
to  inquiries,  etc.,  have  been  sent  out  from  the  office,  also  over 
8,000  legislative  circulars.  The  giving  of  information  of  vari- 
ous character,  the  sending  of  circular  letters  for  different 
companies,  the  asking  for  information  upon  various  subjects, 
and  the  answering  of  inquiries  from  all  over  United  States 
and  Canada,  are  some  of  the  few  matters  that  have  been 
handled  by  the  secretary's  office. 

The  office  has  brought  about  a  great  fraternal  feeling 
between  the  companies,  which  could  not  have  been  done 
through  any  other  medium.  The  tabulating  of  the  inter- 
changeable coupon  tickets  has  been  of  great  interest  to  the 
various  companies:  the  tabulation  shows  an  average  of  $7,500 
a  month  collected   through  the  interchangeable  coupons. 

The  recognition  which  our  association  received  during 
the  annual  meeting  of  the  national  association  was  very 
marked.  Our  secretary  at  that  time  was  enabled  to  give 
great  assistance  to  the  secretary  of  the  national  association. 
I  might  go  on  and  name  many  other  instances,  which  would 
tend  to  prove  the  benefits  derived  from  the  permanent  sec- 
retary's office,  but  time  will  not  permit. 

At  the  last  of  the  year  our  secretary  was  attracted  to 
other  fields  of  work  and  resigned  his  position.  The  rest  of 
the  year,  the  office  has  been  under  the  charge  of  Mr.  Mil- 
holland,  our  treasurer,  and,  I  take  the  opportunity  at  this 
time  to  publicly  thank  and  compliment  Mr.  Merrill,  our  past 
secretary,  for  the  work  which  he  did  in  instituting  this  new 
office.  I  also  wish  to  publicly  thank  and  compliment  Mr. 
Milholland  upon  the  magnificent  support  which  he  has  given 
the  association  and  for  his  untiring  energy  in  looking  after 
its  affairs.  The  members  of  the  executive  board  I  wish  at 
this  time  to  thank  for  their  personal  interest  in  the  affairs  of 
the  association  and  for  their  help  and  their  counsel  in  admin- 
istering its  affairs  during  the  past  year. 

We  have  reason  to  congratulate  ourselves  and  feel  proud 
of  the  record  made  by  this  association.  The  association 
stands  today  pre-eminent,  head  and  shouldeis  above  any  other 
organization,  outside  of  the  national  association.  Its  acts  and 
its  works  are  being  watched  closely  and  copied  by  various 
associations.  Other  states  are  being  stimulated  into  activity 
by  the  work  of  our  association,  realizing  that  in  an  associa- 
tion of  this  kind,  a  closer  relationship  can  be  had  between 
the  various  properties.  With  the  consolidation  of  interurban 
roads  into  great  systems,  as  has  been  done  during  the  past 
year,  making  it  possible  to  ride  in  electric  cars  for  distances 
of  three  and  four  hundred  miles,  has  been  brought  about  a 
large  development  of  through  passenger  traffic  over  these 
interurban  lines,  which  has  made  the  daily  operation  doubly 
remunerative.  Doubly  remunerative  because  the  present 
local  traffic  is  already  highly  profitable,  and  because  this  addi- 
tional through  traffic,  while  swelling  the  gross  earnings,  will 
add  but  little  to  the  cost  of  operation.  The  interchanging  of 
one  line  with  another,  both  in  passenger  and  freight  traffic, 
has  been  more  successfully  carried  out,  and  the  obstacles 
met  with  more  pleasantly  adjusted,  through  the  working  of 
our  association,  and  I  consider  that  this  has  been  the  grand- 
est work  as  well  as  the  most  beneficial  that  the  association 
has  done. 

In  concluding  Mr.  Spring  congratulated  the  association 
upon  the  selection  of  officers  for  the  ensuing  year  and  urged 


that  each  member  bear  in  mind  the  need  of  enthusiasm   in 
attaining  a  high  ideal. 

President  Spring  next  introduced  Charles  L.  Henry,  presi- 
denl  and  general  manager,  Indianapolis  &  Cincinnati  Traction 
Company,  who  acted  as  toastmaster.  During  the  course  of 
the  evening  the  following  gentlemen  addressed  the  associa- 
tion and  complimented  it  highly:  Joseph  A.  McGowan,  In- 
dianapolis Traction  &  Terminal  Company,  Indianapolis;  John 
F.  Ohmer,  Ohmer  Fare  Register  Company,  Dayton,  O.; 
Charles  W.  Miller,  ex-attorney-general  of  Indiana;  Matthew 
Slush,  Detroit,  Mich.;  D.  J.  Evans,  Rail-Joint  Company,  Chi- 
cago; A.  W.  Brady,  president.  Indiana  Union  Traction  Com- 
pany, Anderson,  Ind.;  Colonel  W.  T.  Durbin,  ex-governor  of 
the  state  of  Indiana;  C.  X.  Wilcoxon,  general  manager,  Cleve- 
land &  Southwestern  Traction  Company,  Kamms,  O.;  Rear 
.Admiral  George  Brown,  U.  S.  X.,  retired,  Indianapolis;  E.  W. 
Olds,  superintendent  of  rolling  stock,  The  Milwaukee  Electric 
Railway  &  Light  Company,  Milwaukee.  Wis.;  D.  M.  Parry,  In- 
dianapolis, Ind. 

Entertainment    Features. 

Through  the  courtesy  of  the  Indianapolis  &  Cincinnati 
Traction  Company  a  number  of  attendants  at  the  convention 
enjoyed  a  trip  to  the  Rushville  power  house  of  this  single- 
phase  electric  road. 

The  accompanying  illustrations  are  views  of  the  exhibit 
of  interurban  rolling  stock  equipment  that  was  shown  during 
the  day  on  Kentucky  avenue  near  the  headquarters.  This 
was  probably  the  most  complete  exhibition  of  the  various 
types  of  interurban  cars  and  locomotives  that  has  ever  been 
seen  in  this  country. 


ELECTRIC    RAILWAY    UNION    STATION    FOR    HAMILTON, 

ONT. 


A  contract  has  been  let  by  the  Hamilton  Cataract  Power 
Light  &  Traction  Company,  for  the  erection  of  a  building 
on  the  southeast  corner  of  King  and  Catharine  streets,  Ham- 
ilton, Ont.,  for  a  terminal  station  for  electrical  railways. 
The  station  proper  will  be  112  feet  long  by  72  feet  deep. 
The  building  will  be  placed  12  feet  east  of  Catharine  street, 
and  on  this  12-foot  strip  will  be  erected  a  covered  shelter 
leading  from  King  street  back  to  a  large  theater  which  is 
to  be  built  at  the  rear  end  of  the  lot  at  some  future  time. 
This  shelter  will  also  serve  as  an  exit  for  passengers  from 
the  trains.  The  office  building  will  be  four  stories  high, 
with  a  basement,  and  will  be  erected  of  Indiana  limestone 
for  the  first  two  stories,  while  buff  terra  cotta  fireclay  brick 
will  be  used  for  the  upper  stories,  finished  off  with  terra 
cotta  balusters.  The  building  will  be  thoroughly  fireproof, 
and  will  be  built  of  reinforced  concrete  for  columns,  beams 
and  floors. 

The  ground  floor  will  be  laid  out  for  station  purposes, 
the  ceiling  being  20  feet  in  height,  and  the  floor  covered 
with  mosaic  and  the  walls  lined  up  8  feet  high  with  Italian 
marble.  The  accommodation  includes  a  main  lobby  in  the 
center,  entered  from  the  street  through  large  double  doors. 
To  the  right  is  a  marble  staircase  to  the  upper  floors  and 
the  elevator.  The  main  lobby  leads  to  the  ticket  wickets,  be- 
hind which  is  the  vault,  etc.  On  the  right  is  the  ladies* 
waiting-room,  and  on  the  left  the  general  waiting-room.  In 
the  rear  of  the  general  waiting-room  is  the  conductors'  room. 
The  second  floor  will  be  occupied  as  offices  by  the  Hamilton 
Cataract  Power  Light  &  Traction  Company,  and  the  third 
and  fourth  floors  are  to  be  divided  into  offices.  The  com- 
pany's   stores   department   will   be   located    in   the   basement. 

The  Hamilton  Radial  Railway,  the  Hamilton  &  Dundas 
Electric  Railway,  the  Brantford  &  Hamilton  Railway,  the 
Hamilton  Grimsby  &  Beamsville  Electric  Railway,  and  the 
Hamilton  Guelph  &  Waterloo  Railway,  will  have  their  ter- 
minals in  the  building.  The  architect  is  C.  Mills,  Hamilton, 
and  the  contractor  is  the  Canadian  White  Company,  Mon- 
treal. The  contract  calls  for  the  completion  of  the  building 
ready  for  occupancy  by  August  1,  1907. — Railway  &  Marine 
World. 


January  116,  190". 


ELECTRIC     RAILWAY     REVIEW 


123 


HANDLING  OF  ACCIDENTS  AND  CLAIMS.' 


BV    E.    C.    CARPENTER,    INDIANA    I  SflOH     il:n  rIOS    OOMPANT, 


There  are  about  as  many  ways  of  handling  accidents  and 
claims  as  there  are  claim  adjusters  and  general  managers; 
very  few  operating  along  the  BUDe  lines:  each  working  along 
whatever  line  he  has  found  practical  for  his  company  and 
the  conditions  under  which  it  is  operating. 

The  best  way  to  handle  accidents  is  to  prevent  them, 
and  it  is  wise — and  dollars  are  saved — to  employ  the  best 
and  most  intelligent  men  to  be  had  in  the  various  depart- 
ments of  the  service,  thus  securing  the  best  results  from 
every  standpoint,  bin.  as  accidents  will  happen,  we  shall  treat 
the  subject  somewhat  as  the  auctioneer  who  still  had  "one 
more  left." 

In  a  general  way.  accidents  should  be  handled  according 
to  the  policy  of  the  company.  Should  there  be  no  policy  in 
these  matters,  then  the  adjuster  should  work  along  fairly 
liberal  lines  and  determine  what  is  best  for  his  company,  and 
gradually  establish  his  reputation  in  the  communities  with 
which  he  conies  in  contact. 

In  the  handling  of  accidents,  every  claim  department 
should  have  a  system  of  blank  reports  concerning  the  various 
classes  and  kinds  of  accidents  that  will  be  suited  to 
the  peculiar  conditions  of  the  individual  company.  For  in- 
stance, where  a  company  is  operating  interurban  as  well  as 
city  lines,  the  general  forms  of  report  should  be  prepared 
to  cover  all  such  conditions  as  nearly  as  possible.  Then  there 
is  the  "trouble-report"  blank  for  troubles  occurring  on  cars, 
such  as  ejectments,  controversy  over  fares,  or  assaults  by 
either  passengers  or  trainmen:  blanks  for  securing  names 
and  addresses  of  witnesses;  an  employe's  blank  for  accidents 
to  employes  in  shops,  substations,  machine  shops,  track  con- 
struction, etc.;  stock  reports  for  stock  killed  or  injured;  tele- 
phone reports  I  the  dispatcher  in  case  of  serious  or 
fatal  accidents,  in  securing  short  and  concise  Information 
when  accident  is  first  reported;  delayed-baggage  report  blanks 
for  agents'  used  in  securing  immediate  report  where  baggage 
Is  delayed  in  transit:  the  usual  release  blanks  covering  the 
various  kinds  of  claims  on  the  part  of  employes,  passengers, 
other  persons,  or  property,  that  may  be  made  under  the 
laws  of  the  state  in  which  you  are  operating;  indices  for 
iccnrate  record  of  accidents,  both  daily  and  alpha- 
betically, etc.  Thus  equipped,  the  claim  department  is  ready 
for  active  work. 

The  prompt  reporting  of  all  accidents,  bad.  slight,  trivial. 
and   tl  Beemingly  no  importance,  and  the  securing  of 

accurate   information   regarding   them,   is  of   the   utmost   Im- 
portance in  the  proper  handling  of  those  matters;   and  right 
[■'•nation  department,  as  well  as  the 
others,  should  the  utmost  care,  and  adopt    Vigo 

mea-  ■  •■  that  employes  shall  make  immediate  reports 

of  all  accidents,  and  see  that  such  reports  are  promptly  for- 
warded to  the  claim  department,  and  proper  discipline  should 
be  admiii  to  obey;  and,  further,  thai   Infor- 

mation concerning  accident  ot  be  given   to  any  one 

except  the  proper  officials  ot  the  camp 

The  growing  tendency  upon  the  part  of  Injured  parties 
to  rush  off  to  attorneys  ami  sue  tie-  company    tor  real  or 

Imaginary   Injury,    I  .at    Importance   tfl   have  all 

in    detail    most    promptly.      This    will    give 

tie-  i  opportnnlt]    tor  prompt  action  In 

may   be  Is  'If   blind  or 

es,  or  th<  I .hich.   in    the  opinion   o 

torn!  to   anything    sad   arc  too  trivial 

the  trouble  oi  taking  witnesses,  that  give 

ible.      Kaki  OOth   <-noiigh    t0 

ami   have   this   kind  of  a   story,   then 

pear  with  more  witnesses  than  the  company,  with 
Ither  compron 
liberal    rerdlci    found   foi    the  plaintiff,   where,   bad   the 

ind  promptly  repot t<  d    Hi    . 
woold 

ami    which    i 
rim-    for    til 

'   Imperfi 

!   to  it .     'I  he  ■ 
department,   under  existing 

aid  on    tl 

!  ulib  Ue- 


agents,  and  as  soon  as  a  person  presents  a  baggage  check 
and  it  is  ascertained  that  the  baggage  is  lost  or  delayed,  the 
blank  is  filled  out,  giving  the  name  and  address  of  the  person 
holding  the  check,  the  firm  and  address  represented,  check 
number,  where  checked,  destination,  via  what  route,  and 
value,  including  contents;  this  constituting  the  first  part  of 
the  report.  Suppose  baggage  is  delayed  for  two  or  three  days 
— finally  reaching  destination — the  party  holding  the  check 
calls  for  baggage,  the  agent,  who  still  has  the  report,  fills  out 
a  receipt,  which  is  the  second  part  of  the  report,  showing  con- 
dition in  which  baggage  is  delivered,  date  and  hour  of  deliv- 
ery, and  secures  the  signature  of  the  owner.  This  determines 
accurately  the  condition  and  time  of  delay,  and  reduces  tl 
port  unity  for  making  a  claim  to  the  shortest  possible  length  of 
time,  as  well  as  showing,  under  signature  of  the  owner,  tl 
act  condition  of  baggage.  After  this  is  done,  the  agent  tills  out 
the  third  part  of  the  report  which  gives  the  agent's  report  as 


INDIANA    UNION    TRACTION    COMPANY- 

DELAYED   BAGGAGE. 


Rtprticatiag 
Kiod  of  b*gxmfr 
Shipped  fro  as 


AdUmsj 

l Mrr  .  .  _ 


i*.  Ww  —.  .  -.  , 


t'aJtfr.  lachidiBf  coatemt*  S- 


Keca-  "\//'4\»    ./f  ,.(  ikt  i&ctT  *«r.W  t*aVr  jix'  . 

teat*  ia  Mfl*r  eoedttma  as  nlxn  dehrered  tu  %atd  Compear,  except   m»  bemnitter  <titn/ 


A     U 

■ 


AGENrS  REPORT. 


Cmu$e  Ot  .lilmr 


!/daoM*Td.  0V*wi6r  (.mM.'. 


,.a>    IV;.,liw.t 


i  •  lium  Itrp^nmtat 


A   U 

r  v/ 


New    Delayed    Baggao*    Report    Blank. 

to  tii  oi  the  d<  taj     and  i 

.   upon  the  condition  ol  be  time  ol 

warding  to  the  claim  department    and  signs  H  and    ends  it  In. 

In  tb>  II  ed   from  i i  ■ 

under  tin-  mi 
Reports  of  accidents  sen!  to  the  claim  department  u  mall; 
do  i  ill  the  Information  needed,  b  the 

or  foundation  (or  the  In  Ion  w  hit ' 

toiiou,  ami  this  should  bs  done  as  quickly  as  t 

will  permit. 

We  have  found,  iii  the  investigation  of  acclden 
.     oi  i  tear  llabllti  ■      ui  b  ■    coUU  Ic 

i  splendid  i  ale  to  follov 
full  inf.,  ■  from  the  train 

employes  In  cl 

nl   ol    He-  Injured   i 
on  or  the  matt 
.■mi  noting  whal  will  b 


124 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  4. 


disinterested  evidence  when  the  signed  statements  ol  the  dis- 
interested witnesses  arc  procured,   in  this  way, you  can  gather 

the  fans  in  b  ia  tgible  manner,  so  the  merits  of  a  chum  can 
be  determined  with  reasonable  certainty.  A  shrewd  investi- 
gator can  inquire  regarding  the  vital  matters  of  an  accident 

and  quickly  develop  all  the  witness  knows,  and,  in  reducing 
the  subject-matter  to  writing,  if  he  will  carefully  follow  the 
line  of  the  conversation  and  use  the  peculiar  expressions  and 
language  of  the  witness  as  far  as  possible,  omitting  imma- 
terial matters,  it  is  seldom  indeed  that  a  witness  will  refuse 
to  sign  a  statement.  Afterward,  should  the  witness  testify 
in  court  to  a  state  of  facts  materially  different  from  the 
statement,  he  can  lie  confronted  with  the  signed  statement 
and  his  testimony  discredited. 

In  the  Investigation  of  accidents,  it  is  absolutely  essen 
tial  for  the  investigator  to  have  a  sufficient  knowledge  of 
the  law  to  know  what  constitutes  negligence,  not  only  of  an 
injured  person,  but  the  company  as  well.  He  should  also 
have  a  general  knowledge  of  every  department  of  the  service, 
for  the  reason  that  the  rules  of  negligence  differ  in  cases  of 
employes,  passengers,  or  a  person  who  is  neither  an  employe 
nor  passenger.  He  should  be  sufficiently  competent  to  so 
frame  his  sentences  as  to  state  facts  clearly  and  concisely, 
and  avoid  the  use  of  statements  that  are  not  clear  or  are  mis- 
leading. When  one  has  a  witness  who  knows  the  facts  about 
an  accident,  put  these  facts  in  such  a  way  that  there  can 
be  no  misunderstanding,  and  such  a  statement  will  be  doubly 
strong  in  refreshing  the  recollection  of  a  favorable  witness, 
or  of  contradicting  an  unfavorable  one.  in  court.  These  points, 
we  believe,  demonstrate  the  advisability  of  employing  men 
of  sufficient  capacity  to  grasp  the  situation  under  investiga- 
tion. 

We  have  thus  indicated  a  general  plan  pertaining  to  the 
investigation  of  accidents,  but  there  is  one  class  of  accidents 
— those  resulting  in  death — where  a  different  line  of  investi- 
gation should  be  followed:  In  this  class  of  cases,  the  com- 
pany's employes  should  be  required  to  report  at  the  office 
of  the  claim  department  immediately  after  such  accidents,  and 
before  information  of  any  kind  is  given  to  any  person,  where 
full  details  should  be  secured  by  the  claim  department,  after 
which  short  affidavits  covering  the  main  facts  of  the  accident 
— free  from  objection — should  be  prepared,  so  that  the  em- 
ployes can  be  taken  by  the  claim  adjuster  before  the  coroner 
and  an  affidavit  sworn  to  by  the  employes.  As  a  rule,  cor- 
oners are  satisfied  with  a  general  statement  of  fact,  and  they 
should  not  be  misled,  but  coroners  are  usually  doctors,  and 
they  are  very  likely,  if  left  to  their  own  resources,  to  ask 
about  minor  matters  and  secure  statements  from  employes 
that  would  be  embarassing  in  court  and  hard  to  explain  away, 
as  such  statements  are  reduced  to  writing  and  sworn  to  by 
the  employes.  It  is  far  easier  to  prevent  employes  from  mak- 
ing embarrassing  statements  in  this  way  than  to  have  to  ex- 
plain them  away  after  they  are  made.  The  claim  adjuster 
can  signify  to  the  coroner  his  willingness  to  assist  in  the 
investigation,  thus  placing  himself  upon  friendly  relations.  In- 
vestigation should,  of  course,  be  conducted  independently  of 
the  coroner,  so  as  to  develop  the  facts  rapidly,  and,  where 
desirable,  the  names  of  reputable  witnesses  can  be  placed 
before  the  coroner  ( whose  signed  statements  have  already 
been  procured  by  tne  claim  department),  who  will  corrobo- 
rate the  employes  and  relieve  the  company  from  criticism. 
While  ostensibly,  as  well  as  in  fact,  aiding  the  coroner,  the 
investigation  can  be  retarded  sufficiently  to  enable  the  claim 
department  to  first  interview  all  witnesses,  thus  developing 
the  names  of  the  proper  persons  to  place  in  the  coroner's 
hands. 

This  gives  some  idea  as  to  the  manner  in  which  acci- 
dents should  be  handled  with  reference  to  the  investigation. 

The  question  might  aptly  be  asked:  Can  the  claim  de- 
partment be  of  any  service  to  the  company  in  the  investiga- 
tion of  accidents,  aside  from  the  mere  development  of  facts 
upon  which  to  enable  the  adjuster  to  make  a  settlement  or 
reject  a  claim?     We  believe  it  can. 

The  claim  department  is,  or  should  be,  the  one  disinter- 
ested department  in  the  investigation  of  accidents,  and  every 
facility  should  be  given  to  enable  it  to  have  the  fullest  in- 
formation regarding  matters  about  which  it  is  necessary  to 
inquire.  An  accident  occurs,  perhaps  a  derailment,  the  trans- 
portation department,  anxious  to  be  relieved  from  responsi- 
bility, claims  a  faulty  track;  the  track  and  roadway  depart- 
ment says,  bad  judgment  of  train  crew  in  rounding  a  curve; 
or,  perhaps,  trolley  came  off  and  pulled  down  wires, — -trans- 
portation department  claims  overhead  work  in  bad  condition, 
not  lined  up  properly;  or  headlight  or  trolley  base  out  of 
order,  etc.,  the  electrical  and  motive-power  departments  say, 
no,  the  trouble  was  due  to  fast  or  reckless  running  or  some 
other  cause.  The  claim  department  should  pursue  the  mat- 
ter as  carefully  as   possible,   and,   when   the  real   facts  are 


known,  make  report  ol  same  to  the  general  manager  for  his 
information. 

Then,  again,  in  investigating  accidents  in  the  various 
departments  of  the  service,  wTeak  (daces  will  develop  to  which 
attention  can  be  called  and  considered  by  the  proper  officers. 
For  instance,  some  dangerous  machine  in  the  shops  is  not 
properly  guarded  as  the  law  requires:  there  may  be  an  exit 
needed  from  a  dangerous  place  where  men  are  required  to 
work  about  the  boiler  room  or  elsewhere;  foremen  or  heads 
of  departments  may  not  understand  fully  the  necessity  for 
properly  instructing  employes  regarding  the  hazards  of  the 
work  for  which  they  are  employed,  or  of  giving  additional 
instruction  to  employes  where  they  are  assigned  to  work 
more  hazardous  than  that  for  which  they  were  employed; 
the  incompetency  of  conductors  or  motormen,  or  others,  for 
one  reason  or  another,  may  come  to  the  attention  of  the 
claim  department,  and  in  all  such  matters  valuable  service 
can  be  rendered  by  promptly  reporting  them  to  the  proper 
officials.  It  will  be  necessary,  however,  for  the  claim  de- 
partment to  show  by  its  work  its  disinterestedness  and  its 
willingness  to  place  above  every  department,  its  own  in- 
cluded, the  good  of  the  company  which  it  serves. 

Settling   of   Claims. 

This  part  of  the  subject  assumes  that  there  has  been 
some  one  chosen  to  handle  claims,  and  we  will  assume  it  to 
be  the  claim  adjuster.  I  have  heard  of  instances  (I  am 
pleased  to  say  it.  has  not  been  my  personal  experience)  where 
the  hands  of  the  adjuster  were  so  tied  by  foolish  requirements 
that  he  is  not  able  to  get  good  results.  Some  managers  have 
so  little  confidence  in  the  ability  cf  their  adjuster  that  they 
compel  him  first  to  ascertain  what  a  claim  could  probably 
be  settled  for,  then  report  back  to  the  general  manager  or 
general  attorney,  then  go  back  to  the  claimant  and  see 
if  he  cannot  do  a  little  better,  then  report  back  to  the 
real  adjuster,  the  general  manager  or  general  attorney,  and 
get  instructions  to  settle  at  one-half  to  two-thirds  of  the 
amount  the  adjuster  had  reported,  again  making  trips  to  see 
the  claimant,  until  all  parties  become  so  disgusted  that  the 
claimant  goes  to  his  attorney  and  brings  suit,  with  the  re- 
sult that,  in  cases  of  liability  or  of  close  question,  the  com- 
pany pays  double  what  the  adjuster  could  have  settled  the 
case  for  in  the  first  instance. 

If  the  officials  of  any  road  do  not  have  confidence  in  the 
ability  and  judgment  of  their  adjuster,  they  had  better  kick 
him  out  and  get  some  one  in  whom  they  have  confidence, 
and  it  will  prove  a  benefit  to  both  of  them.  By  all  means,  if 
you  expect  good  results,  do  not  hamper  the  claim  agent  in 
his  work  by  any  such  foolishness.  No  one  but  the  adjuster 
can  appreciate  the  delicacy  of  a  situation  when  it  reaches  the 
critical  stage,  and  he  knows,  or  should  know,  better  than 
any  one,  when  he  has  gone  the  limit  in  the  settlement  of  a 
claim,  or  when  the  claimant  has  reached  the  lowest  sum  at 
which  a  settlement  can  be  made.  Then  is  the  time  to  settle, 
instead  of  going  back  for  instructions,  giving  the  claimant 
the  opportunity  to  change  his  mind. 

An  adjuster  is  not  necessarily  a  peculiar  individual,  but 
he  should  possess  some  qualifications  to  fit  him  for  this  work. 
At  the  recent  convention  at  Columbus,  O.,  this  question  was 
asked:  "What  qualifications  shall  a  claim  agent  possess  to 
be  successful?"  One  of  the  answers  given  was  the  follow- 
ing: "Prepossessing  appearance;  a  personality  that  attracts; 
level-headed,  with  a  sufficient  fund  of  common  sense  to  read- 
ily adjust  himself  to  surroundings;  good  judgment  (especially 
of  human  nature),  and  with  morals  and  character  above  re- 
proach." While  I  am  sure  many  of  us  do  not  fill  all  require- 
ments suggested,  the  more  nearly  we  approach  the  ideal,  the 
more  successful  we  will  be. 

The  settlement  or  adjustment  of  claims  must,  necessarily, 
be  governed  by  the  policy  of  the  particular  company  repre- 
sented. To  my  mind,  there  is  but  one  right  policy,  and  that 
is,  every  case  should  stand  upon  its  merits;  if  the  company 
is  liable  for  an  injury  done,  pay  what  is  reasonable;  if  not 
liable,  or  unjust  demands  are  made,  stand  upon  the  rights 
afforded  by  the  law. 

There  are  cases,  of  course,  which  should  be  treated  some- 
what more  liberally:  For  instance,  in  case  of  death  from  an 
accident  where  no  liability  exists,  many  times  settlement  can 
be  made  for  reasonable  funeral  expenses.  This  should  be 
done.  A  serious  accident  resulting  in  permanent  injury,  pos- 
sibly the  loss  or  partial  loss  of  an  arm  or  leg,  can  at  times 
be  settled  for  actual  hospital  and  surgeon's  bills;  it  is  wise 
to  do  this,  especially  in  cases  of  minors.  It  is  also  a  good 
policy  to  be  somewhat  more  liberal  in  settlement  with  em- 
ployes than  with  persons  having  no  connection  with  the  com- 
pany. If  employes  undersand  that  they  will  be  treated  with 
a  reasonable  degree  of  liberality  in  these  matters,  law  suits 
from  this  class  of  cases  will  be  very  few. 


January  2fi.  1907. 


ELECTRIC     RAILWAY     REVIEW 


125 


In  cases  where  there  i*  a  question  as  to  whether  or  uol 
the  company  is  lianle  tor  an  injury  done,  you  have  about 
even  chances  with  the  claimants  before  the  matter  reaches 
the  court,  although  in  court  you  must  expect  that  the  sym- 
pathy of  the  court  and  jury  is  likely  to  be  with  the  plaintiff, 
for  many  times  the  courts  treat  cases  much  as  the  Justice 
of  the  peace  in  Kentucky,  who  said:  "Of  course  the  plain 
tiff  had  a  good  case,  or  he  would  not  have  brought  it."  It 
is  necessary,  in  view  of  the  prevailing  conditions,  to  make  a 
very  clear  defense  before  a  cot  [oration  can  esca]  e  a  Judgment 
for  the  plaintiff.  In  this  class  of  cases,  before  a  suit  is  In- 
stituted, the  adjuster  can  discuss  the  merits  of  a  claim  with 
the  claimant,  or  his  attorney,  with  a  far  greater  degree  ol 
confidence  than  in  liability  cases,  and  usually  s.  cure  a  rea 
sonable  settlement 

In  cases  where  the  company  is  clearly  liable,  about  the 
only  ground  the  adjuster  has  upon  which  be  can  stand  is  to 
know  his  man;  touch  him  in  bis  vulnerable  spot;  ascertain 
what  the  real  Injuries  are;  appeal  to  the  claimant's  sense  of 
fairness  in  the  most  effective  way.  and  make  the  best  settle- 
ment  he  can  that  is  satisfactory  to  both  parties. 

In  cases  of  non-liability,  where  the  tacts  are  clear, 
rule,  there  should  be  oothlng  paid.  It  is  this  class  of  cases  II 
pays  to  contest  in  court  and  win.  This  will  give  the  com- 
pany a  reputation  for  fair  dealing  and  only  contesting  cases 
where  unjust  demands  are  made;  and  with  this  sentiment  pre- 
vailing, a  corporation  will  have  more  nearly  even  chances  in 
the  class  of  cases  where  large  amounts  are  demanded  tor 
trivial  injuries   when   n    become-  j    to  take  chances 

in  court.  The  effect  is  that  other  claimants,  who  hear  of 
these  results,  will  come  direct  to  the  company  tor  the  ad- 
justment of  their  claims. 

Just  here,  I  would  offer  the  suggestion  that  there  is  too 
little  attention  paid  to  giving  publicity  through  the  medium 
of  the  daily  press  to  cases  tried  in  court  with  tavorabl 
suits  for  the  company.     It  should  be  a  part  of  the  work  of 
the  i<  z  il  department,  through  local  counsel,  to  see  thai 
local  papers  publish  thest   matters  with  other  news  items. 

in  cases  of  injury  to  or  property,  damage,  it  pays  to 

be  reasonably  liberal  in   the  adjustment,  as   the  amount    In- 
volved Is  usually  small:  and,  should  suit  be  brought,  II   would 
likely  be  before  a  justice  of  the  peace,  which   means  a 
ment  against  the  company  every  time,  necessitating  an  appeal 
to    the   circuit    court,    and    taking   chances    On  the 

case  there.    The  expense  necessary  tor  defending  the  mi 

-  as  much,  or  more,  than  would  have  been  paid  in  settle- 
ment In  the  first  instance. 

There   is   one  class   of  accidents   in   which    the   ad 
ihould    be    "Johnny-on-the-Spot";    in    collision    cases    where 
•    injured.    Then,  are  but  few  matters  thai  "ill 

boroughly  shake  a  company,  from  the  president  down  to 
th<-  train  crews  <ioin^  the  damage,  as  a  serious  collision  be 

11  trains  when-  many  passengers  an   Injured     Thousands 

Of  dollars  are  involved.  It  may  !>••  a  critical  time  in  financial 
matters  with  the  company,  and  might  mean  a  receiver.  It 
U  in  cases  of  this  kind  where  the  attorneya  tor  the  com- 
pany get  "cnid  feet"  an  Settle;  settle  at  any  p 
and  thej  are  usually  seconded  bj  the  management,  Here  is 
where  the  adjuster  must  show  his  nerve,  if  he  lough 
to  handle  the  situation,  and  the  officials  have  confidence  In 
him.  wen  and  good;  if  on  the  other  hand  the  adjuster  can- 
not mastei   the  situation,  and  is  forced  to  call  upon  all  the 

officials    for   assistance,    many   of    whom    may    be    Unfitted    and 

Inexperienced  In  sucb  work    then  the  situation  is  deplorable. 

•  "ti   band  at   adjusting  ran   D  might] 

mistakes,  and   do  11    unintentionally.     There  an    few    oi    the 

officials  outside  of  the   legal   departments   (and   this   is   nol 

ng  any  reflection  upon  their  ability  in  their  own  del 

-i    who   understand   bow   fully   a  claimant's    right!   extend 

:   tb<-  law,  and  bow  to  prepan  ma( 

Brewing  out  •  nry.     Take  tie-  case  ol  •  >   ml 

'bough  the  p'-isuii   injured   be  past   twent]   years,  but 
the  personal   signature   would    nol    bind   the 
claimant,  and  be  would  still  have  the  right  to  sue  th< 

within    i 

■  •  rub-  applies  to  all  miooi       Can  i  Ind 

i   iii    ludi  ■  b]    propel 

pro*  •  rhen  the  parent  ■  ' 

which    n 

in  tbi  d  woman,  not  onlj   the  claim  of  the 

Injured  pa  tied,  but  the  claim 

of  the  husband   foi  Incl 

In    talkln.  itlon    la    la 

lied    In    id-   extent    of    the    In  i    when    tin-   amount 

i  u|xiti  it  ment   that 

out  ol  the  In 

ilg  iatui 

himband  nl       Should    th 


lease  cover  onlj  a  part  of  the  claims  growing  out  of  an  in- 
jury,  the  settling  of  one  pan    amounts   to  an  admission  of 

liability   as   to  the  Others  and  suit   can   be  instituted   for   what- 
ever is  unsettled.     Should  this  matter  be  taken  up  again,  look- 
ing  to  the  adjustment   of   some   portion  of  a  claim  left   un- 
settled, it  is  always  nunc  difficult   to  secure  a  reasonable 
tlement   than  had  it   been  done  in  the  lirst  instance 

Quick    action   in   the   c.is,  s   of  clear  liability    is   more   de 
sirable  and  In  m  ist  cases  settlement  should  be  upon 

at    first    meeting.      In   cases  of   very   serious   Injury,   this  is  not 

possible,  as  it  is  not  expected  thai  seriouslj  or  permanently 
injured  persons  will  settle  tor  a  trivial  sum;  and  even  II  the] 
did,  the  settlement  could  be  sel  aside. 

The    larger   companies   have   a    decided   advantage   over 

Smaller   ones   In    Ibis   class   of   cases.      They    usually    have 

more  men  in  the  claim  department  upon  whom  they  can  call 

In    cases    el    emergency,    using    their    investigators    jn    the    ad 

lustment    of   the   minor   claims,     in   collision      cases    wh«are 

My  1110  or  more  persons  ma]  receive  more  Or  less  in- 
jury, it   is   best   to  put  just   as   many  competent   persons  as  are 

available  at  work  securing  settli  ment  before  ambulance 
chasing  lawyers  have  time  to  gel  at  work,  thus  covering  the 
ground  quickly;   and.  where  settlements  cannot   be  made,   i  i 

establish  friendly  relations  with  Injured  persons. 

The  manner  in  which  the  lasl  serious  collision  on  the 
lines  of  our  company  was  handled  will  Illustrate  this  in  a 
practical    way,    if   you    will    pardon    the    personal    part    of    the 

Illustration: 

mi  September3,  last,  two  sections  of  a  train  collided  in  a 

curve   near   Peru.     Three   cars,    well    filled    wiiii    passengers 

(over  800  in  all),  were  in  the  wreck.     \  lame  number  wen 

or  less  injured:    many    received   serious  Injury;   a   tew 

.■scaped  without  injury;  no  deaths  have  resulted.    The  na 

Ol    166   Of  the   passengers   were  secured   by   train  crews.      Most 

of  the  doctors  in  Peru  were  called,  and  some  from  Kokomo 
were  pressed  into  service.  The  writer  was  in  Detroit,  Mich., 
when  lie  tiisi  learned  of  the  accident  On  reaching  home,  as 
qulckl]    as    possible,    an    alphabetical    lisi    of   passengers,    with 

a   memorandum  of  Injury,   was  prepared,  and  a  letter  of   In 

qulry    at    once    mailed    to    each.    Inquiring    as    to    injuries    and 

requesting  prompt  reply.    This  quickly  developed  those  who 

had  sustained  Injury,  either  serious,  slight  or  trivial,  as  the 
next   day   replies   began  coining  iii  and   the  department    was   in 

touch  with  the  individuals  who  needed  attention,  and.  judging 

from    the    wording    of    the    replies,    the    cases    needing    most 

prompt  attention  were  quickly  looked  after,    lasts  were  pre 

pared    and   a    force   ol    three    men    (a    dozen    would    ba\e 
better)    were  put    to  work,   each   taking  his  own   list    so  as   nol 
to  conflict    in    the   work,    wilb    the   result    that    in    10   days   67 
releases    bad    been    secured;     by    the    close    of    September    I  I !' 
bad     been    settled     with     (this    number    exclusive    of    39    "lliei 

releases  In  other  matters  taken  during  the  month),  and  by 
November  in  settlements  bad  been  made.     \  tabulated 
ment   at   that   time  was  prepared,  in  which  was  shown  the 
part]    injured,  name  ,.i   injury,  amount   paid  in  settlement, 
and  the  probable  amount  ol  verdict  had  the  matter  been  con 

te8ted    In    COUrt,    and    we    bad    at    that    date   made    a    net    saving 

riom  the  on,-  accident  oi  over  116,000,  not  Including  an] 
attorneys'  fees  01  costs  Incident  to  the  matt 

since  that  time,  several  ol  the  more  serious  cases  have 
been   settled.     Onlj    five  suits   have   been    Bled  on   mai 

mowing  oul  of  ibis  accident,  one  oi   winch  has  since 
ettled,  and,    o  far  as  we  Know  up  to  the  present  time, 

Moment  has  been  made  with  all  but  six  persons.  Including  the 

lour   in    suit. 

We  can  demonstrate  with  reasonable  certalntj  thai  we 
have  saved   the  companj    on   thii   one  accident   alone  ovei 

|20, 

what   ,-.i id   the  aliunde  oi    the  claim   department    bo 

toward  the  lawyi  Oui  expert been  that  Ian 

i  uie     ho. iid  be  treated  md  they  should  be  pro 

lenient     made,  except   In  cases  where  lav 
are  known  "ambulance-cl  bad  odor     These  de 

Idei  at  Ion,  for   i  hair  onlj    mot  ho  is  to  se 
blood-money,  ami   the)    will   resort   to  almost   an)    means  to 
re  Inclined  to  be  fair  In  their  deal 

though  high  In  pi  lo      >  ill)  have  the  abilit)  

•  fully  as  Pail  .1    the]  nail*  ,o .   and  allov 

must  be  in. ei.   .1, iiiiii       iii  mattei    ol  'bar  liability,  li  Is 

better  to  beat  them  to  th<    case  and  gel   n  tattled  >■ 
tiled 
u but   about   the  dot  tor?    V  power   behind   i hi 

throne      Doctors  usuallj    have  n Influence     with     theli 

md   can   do   n     wllb    ibem    than   any   

tunalely,  reputable  doctors  often  look  upon  the  legal  pi 
ion   with  an  i'ii.  of  suspicion  and  will,  11  protected  In   theli 

blllS,    IIHHI 

f  1  lend     with   1  hi 

1  hi    '  lalm  di  1  ai Hi   1 


126 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  4. 


reasury."  In  one  respect,  all  money  paid  out  is  a  clear 
loss.  In  what  department,  however,  is  there  a  greater  oppor- 
tunity to  save  money?  Take  the  cases  of  serious  trouble. — 
if  properly  handled,  there  can  be  a  larger  per  cent  of  saving 
than  in  many  of  the  other  departments.  The  competent  ad- 
juster will  guard  the  dollars  in  the  treasury  as  carefully  as 
though  they  wire  his  own.  He  should  have  every  encourage- 
ment to  keep  the  "rat-hole"  as  small  as  possible,  and,  in 
order  that  this  may  be  done,  no  bill  chargeable  to  the  claim 
department,  large  or  small,  in  court  or  out.  should  be  paid 
without  the  approval  of  the  claim  adjuster. 

Where  a  claim  department  is  conducted  along  the  lines 
indicated,  the  result  should  be  a  small  per  cent  of  the  gross 
receipts  paid  out,  and  a  large  saving  for  the  company. 


THE  COST  AND  SALE  OF  RAILWAY   POWER.* 


BY   G.   H.    KELSAY,   INDIANA    UNION    TRACTION    COMPANY. 


Cost  of  Power  for  Rental   Purposes. 

As  to  what  factors  should  be  involved  when  estimating 
the  cost  of  power  for  the  purpose  of  sale,  there  exists  a  differ- 
ence of  opinion: 

First:  Cost  covering  only  fuel,  labor,  repairs,  lubricants, 
wastes  and  miscellaneous  material. 

Second:  Cost  covering  in  addition  to  the  above,  inter- 
est, taxes,  depreciation  on  equipment  and  we  might  justly  in- 
clude legal  expenses  in  connection  with  damages  arising  from 
the  generation,  transformation  and  transmission  of  such 
power.  These  costs  truly  and  logically  belong  to  each  and 
every  kilowatt  hour  of  power  sold  and  each  unit  of  power  so 
disposed  of  without  due  regard  to  such  items  will  surely  make 
it  that  much  harder  for  a  company  to  make  a  good  power 
plant  showing. 

Interest   and   Depreciation. 

Then  the  question  arises  as  to  what  per  cent  interest  and 
depreciation  shall  we  add  to  the  fixed  charges,  such  as  labor 
and  material,  insurance,  tazes  and  all  other  expenses  logically 
arising  from  the  operation  of  a  power  station  and  transmis- 
sion line. 

The  rate  of  interest  is  quite  easily  determined  and  on 
this  there  is  not  much  room  for  discussion.  On  the  other  hand, 
the  rate  of  depreciation  will  depend  on  the  class  of  equipment 
and  the  portion  of  the  power  of  transmission  system  which  is 
being  considered  in  the  particular  problem  involved,  such 
rate  being  necessarily  of  a  variable  quantity,  ranging  from 
practically  zero  to,  in  certain  electric  railway  apparatus,  as 
high  as  15  or  20  per  cent. 

On  this  subject  railway  men  will  express  different  opin- 
ions. Some  will  say  that  what  we  take  as  a  depreciation 
charge  should  truly  be  a  daily  maintenance  or  repair  charge, 
or  that  we  should  keep  our  equipment  up  to  a  standard  at 
all  times,  while  others  will  say  that  such  depreciation  may 
finally  be  taken  care  of  by  the  increased  earning  capacity  and 
increased  value  of  the  franchise  of  a  property.  However,  a 
certain  per  cent  should  be  allowed  when  selling  power  to 
cover  what  may  be  termed  depreciation,  for  there  will  surely 
be  a  day  of  reckoning  when  we  will  require  new  and  better 
equipment  or  must  replace  miles  of  transmission  pole  line. 

To  illustrate  by  an  example;  on  account  of  the  deprecia- 
tion on  a  transmission  line,  the  arms  and  insulators  were 
obliged  to  be  replaced  when  such  arms  had  been  up  only  six 
years.  This  would  indicate  that  16  per  cent  should  have  been 
allowed  each  year  to  take  care  of  the  renewals  of  the  arms 
and  insulators  so  that  it  would  not  be  such  a  heavy  burden 
on  the  road  for  one  season. 

The  same  principle  will  certainly  apply  to  most  all  de- 
tails of  the  power  equipment  of  the  road,  but  what  this  rate 
of  depreciation  should  be  is  a  very  much  debated  question 
and  on  which  there  has  not  been  enough  consideration. 

Xot  all  managers  would  care  to  operate  their  roads,  buy- 
ing their  power  and  renting  transmission  lines  and  distribu- 
tion circuits  from  another  company,  paying  for  such  power  a 
reasonable  rate  for  interest  on  investment  and  a  fair  rate  to 
cover  depreciation  on  the  plant  and  lines,  taxes,  insurance 
and  all  other  expenses  chargeable  in  addition  to  labor  and 
material  charge  for  such  power;  primarily  because  a  fixed 
rate  to  cover  depreciation  has  not  been  regarded  as  one  of 
the  charges  in  the  operation  of  a  power  equipment  and  to  add 
a  conservative  rate  to  the  cost  of  power  would  very  mate- 
rially increase  the  per  cent  of  operating  expenses  of  a  road  as 
against  the  showing  that  is  now  being  made. 

Many  times  statements  are  made  as  to  what  power  is 
really  costing,  mentioning  such  figures  as  4%  mills,  5.  6.  7  or  S 

•Paper  rear]  before  the  Centra]  Electric  Railway  Association. 
Indianapolis.    Ind..    January    24.    1907. 


mills  per  kilowatt-hour  as  the  case  may  be.  which  covers  only 
labor  and  material  charges. 

Quoting  from  one  of  our  recognized  authorities  on  elec- 
tric railway  engineering  who  writes  as  follows:  "There 
is  a  great  difference  between  the  cost  of  power  computed  from 
fuel  and  labor  alone,  as  is  often  done  by  those  who  like  to 
deceive  themselves,  and  the  cost  with  all  the  items  of  inter- 
est, repairs  and  depreciation  relentlessly  footed  up.  It  is  not 
unusual  to  find  the  item  of  depreciation  deliberately  neglect- 
ed in  computing  the  cost  of  power  and  in  other  estifhates. 
Street  railways  have  been  particularly  prone  to  this  sort  of 
financial  juggling — it  is  so  convenient  to  increase  the  capital 
account  for  "improvements"  instead  of  withholding  dividends 
really  unearned  or  shouldering  a  genuine  deficit." 

You  will  note  it  is  not  extremely  hard  to  interpret  this 
pentleman's  views  as  to  the  propriety  of  a  depreciation 
charge.  We  are  not  justified  therefore  in  making  a  price  for 
the  sale  of  power  without  giving  due  regard  to  a  certain  per 
cent  to  take  care  of  certain  expenses,  calling  them  deprecia- 
tion charges  or  call  them  what  we  may. 

Size  of  Plant  and  Cost  of  Power. 

In  small  plants  the  labor  charge  is  proportionately  large 
and  fuel  is  also  large  on  account  of  the  inefficiency  of  small 
units.  In  larger  plants  of  1.000-kw.  output  equipped  with 
approved  machinery,  the  labor  and  fuel  charge  decreases  very 
slowly  by  an  increase  of  the  size  of  the  plant,  which,  however. 
depends  to  a  large  per  cent  on  the  character  or  demand  fac- 
tor of  the  load  which  it  must  handle. 

(The  author  exhibited  a  curve  showing  the  effect  of  the 
increased  size  of  plant  on  the  cost  of  power  per  kilowatt-hour 
at  the  busbar,  this  including  only  fuel,  labor,  repairs,  lubri- 
cants, waste  and  miscellaneous  material. ) 

You  will  note  (curves  exhibited)  three  curves  plotted 
showing  cost  of  power  in  plants  ranging  in  capacity  to  as 
high  as  2,500  kilowatts.  These  curves  are  given,  showing 
costs  per  kilowatt-hour  for  an  average  output  with  40,  50  and 
70  per  cent  of  the  normal  working  capacity.  These  curves 
are  plotted  assuming  coal  worth  $3.00  per  ton  delivered  at  coal 
bins  and  interest  and  depreciation  are  grouped  together  at  10 
per  cent  per  annum.  This  is  somewhat  higher  than  the  price 
ordinarily  paid  for  coal  in  this  locality,  but  the  curves  as 
plotted  show  some  very  important  facts;  that  the  cost  for 
power  per  kilowatt-hour  at  the  switchboard  is  very  much 
higher  when  including  interest  and  depreciation  and  is  very 
materially  affected  by  the  load  power  factor. 

Cost  of   Power  at   Distribution    Points. 

An  estimate  of  the  cost  of  power  at  some  particular  point 
on  a  railway  system  involves  some  very  nice  calculation  and 
deals  with  somewhat  uncertain  factors,  unless  proper  record- 
ing and  indicating  instruments  are  at  hand  for  making  some 
determinations. 

The  true  labor  and  material  cost  of  electric  power  at 
power  plant  busbars  is  very  easily  estimated,  but  a  great 
amount  of  actual  data  from  existing  stations  are  often  value- 
less on  account  of  not  being  carefully  and  completely  worked 
out,  and  it  can  readily  be  shown  that  there  is  a  great  differ- 
ence between  the  cost  of  power,  computing  only  fuel  and  labor 
and  material  items  as  against  the  cost  of  power  with  all  the 
items  of  interest,  taxes,  and  depreciation  carefully  footed  up. 

Possibly  the  most  practical  wTay  to  determine  the  cost  of 
power  at  any  point  on  a  railway  circuit  is  to  take  the  cost 
at  the  busbars  of  the  plant  as  a  basis  for  calculation.  This 
can  readily  be  determined,  as  a  definite  sum  covering  all 
costs  chargeable  to  the  production  of  each  kilowatt-hour  of 
power,  by  dividing  by  the  efficiency  of  transmission  and  trans- 
formation to  the  point  of  delivery  and  adding  all  the  costs 
chargeable  to  the  transmission  and  transformation  of  power, 
such  as  labor  and  material  charge  on  lines  and  substation 
equipment,  taxes,  interest  and  depreciation  on  all  apparatus 
from  power  station  busbar  to  point  of  delivery. 

If  the  power  station  and  substation  are  equipped  with 
wattmeters  for  carefully  measuring  all  power,  the  material 
and  labor  cost  of  direct-current  power  at  any  substation  on  a 
railway  system  is  fairly  well  determined  by  dividing  the  total 
labor  and  material  charge  for  generation,  transformation  and 
transmission  by  the  total  output  of  all  substations  for  a  given 
time.  This  cost  will  be  different  at  different  substations  on 
account  of  length  and  size  of  high-tension  line  and  character 
of  load  on  high-tension  line  and  substation. 

If  power  is  sold  at  a  point  midway  between  substations, 
losses  in  the  direct-current  feeder  will  be  of  some  magnitude, 
depending  on  the  railway  load  and  the  size  of  feed  copper  and 
the  distance  between  substations. 

In  figuring  cost  of  direct-current  power  as  delivered  to 
a  consumer  when  located  at  a  point  on  the  railway  line  some 
distance  from  the  substation,  there  should  enter  into  the  cal- 


January  26.  1907 


ELECTRIC     RAILWAY     REVIEW 


121 


culation  on  such  estimated  cost,  quite  a  number  of  elements 

as  follows: 

1.     Loss  In  direct-current  feeder  and  track  to  substation 

Z.     Rotary  and  static   transformer  losses  and   batt-  •  -        where 

same  are  install*  d. 
J.     High-tension   transmission    : 

4.  Power  house   transformer  toe 

5.  Labor   and    material   costs    in    maintenance    of   line. 
S.     Operation    and    maintenance    of    substation. 

•peration   and    maintenance  of   power   house 

8.  Fuel    charges    for   power    nous.- 

9.  Interests,    taxes,   insurance,  depreciation  and  any  miscellaneous 

-  on  all  power  station  and  substation  apparatus  and 
transmission  line. 

The  efficiency  of  a  railway  system  from  the  power  station 
busbar  to  the  car  or  to  a  power  consumer  located  at  a  point 
some  distance  from  the  substation  is  an  element  which  enters 
into  the  cost  of  power  to  a  degree  ofttimes  greater  than  at 
first  thought,  ranging  from  possibly  as  high  as  85  per  cent  on 
a  direct-current  system  with  ample  feeder  capacity  and  me- 
dium loads  to  as  low  as  50  per  cent  on  an  alternating  current 
system  with  heavily  loaded  high-tension  line,  lightly  loaded 
substation  and  heavily  loaded  direct-current  lines. 

The  following  figures  which  are  of  considerable  value  were 
calculated  by  Mr.  A.  S.  Richey  and  given  in  a  very  compre- 
hensive paper  on  cost  of  electric  railway  power  production 
and  transmission  in  the  state  of  Indiana,  before  the  meeting 
of  the  Indiana  Electric  Railway  Association  in  January.  1905. 

These  values  are  estimated  from  a  total  of  all  railways 
generating  and  transmitting  au  alternating  current,  at  that 
time  operating  in  the  state.  The  figures  show  the  per  cent  of 
efficiency  of  the  various  portions  of  apparatus  from  power 
station  busbar  to  the  car  consuming  the  power. 

Per  cent. 

ip     transformer-  '.'( 

Efficiency    of   transmission    lines 97 

Efficiency    of    step-down    transformers 

Em   l<  80 

Effl<  current     distribution SO 

Oombin*-'!  .".  t 

The  efficiencies  appear  at  first  sight  very  low.  but  a  little 
■\ill  show  them  to  be  very  logical  and  represent 
very  close  actual  conditions  when  considering  an  average  of 
all  roads  operating  in  the  state  two  years  ago. 

i  The  speaker  referred  to  a  sketch  showing  the  general 
method  and  results  obtained  in  determining  the  cost  of  powei 
at  the  busbars  of  a  certain  substation  when  the  power  station 
was  equipped  with  two  50-kw.  units  with  an  average  load 
of  63  per  cent  of  one-half  of  the  maximum  capacity,  i 

In  the  calculation,  depreciation  which  was  taken  at  71-.. 
per  cent  was  figured  on  63  per  cent  of  the  total  cost  of  the 
plant  and  interest  was  estimated  at  5  per  cent  on  the  total 
Of  the  plant.  Depreciation  was  figured  on  a  transmission 
pole  line  and  substation  at  the  rate  of  7'-..  per  cenl  exclusive 
of  copper  on  which  there  was  no  depreciation  charged.  Inter 
est  was  charged  on  transmission  line  and  substations  at  the 
rate  of  5  per  cent. 

-timating  the  coat  of  transmission  of  power  to  a  sub 
■  ■n  only  that  portion  of  the  expenditures  on  the  pole  line 
should  be  considered  which  were  made  necessary  on  account 
of  such  transmission  line;  that  is.  that  portion  necessary  to 
carry  the  transmission  circuit  that  is  not  required  to  rapport 
trolley  wire,  feeder  and  telephone  line. 

The  obtained  by  the  calculation  show  that  S.0257 

should  be  real  tHowatt-how  on  direct-current  powei 

■old  at  the  direct  current  busbar  at  the  substation. 

her  calculation  of  the  cost  of  power  at   the  direct- 
tain  substation  locate.]   in  miles  from 
including  all  labor  and  mate 
rial  charge.   :,  per  lad  I  per  cent  depreciation 

J"  1"  per  kilowatt-hour. 
culation  to  determine  0  power  de 

10  miles  from  a  power  station  realii 

ill    labor   and    material    charges    ami    ■ 
for    I]  in    figuteil  i   be    $  016 

|x-r  kllowat  ■  hour 

At  tr  Ided  to  a  plant  when  the 

ich   lower  be  but  little  net   labor 

rale  ol    In 
'he  theoi  ■  h  amount   as  I      realized 

and    above   the   latxir   arid    i 

Of    Dower    for    the    railway    load       ThlM 

its  lii  a  better  showing  for  the  power  plan 
■Kit  for  the  rallwaj  i 
Thin  certainly   Is  not  a   loglrnl   way    t 
power  and  finally  will  result  In  a  poor  lnv< 

Developing  a  Demand  for  Rented  Power.     Does  It   Pay? 

The  developn  ■  .  ilwav 

power  nwiH»arlly   depends  on   tl 


company  can  give  and  the  adaptability  of  such  power  for  the 
consumer.  The  time  when  service  is  obtainable  from  a  rail- 
way circuit  includes,  on  most  all  railways,  all  hours  except 
from  two  to  four  hours  in  the  morning.  These  hours  are  the 
ones  during  which  the  consumer  will  prefer  to  do  without  serv- 
ice if  he  has  a  motor  load,  but  result  in  a  disadvantage  if  he 
is  a  light  consumer.  With  a  properly  developed  power  and 
lighting  load  the  railway  companies  should  very  profitably 
furnish  all-night  service  over  their  entire  lines  except  at  such 
intervals  of  time  as  are  required  for  linemen  to  make  repairs 
on  the  high-tension  line,  or  other  interruptions  in  the  service 
which  are  beyond  the  control  of  the  railway  company. 

The  kind  of  power  that  a  rallwa]  company  can  make  a 
ssful  proposal  to  furnish,  covers  practically  every  de- 
mand for  power  that  can  be  asked  for.  where  such  demand 
will  warrant  the  installation  of  the  necessary  apparatus.  Five 
hundred-volt  motor  service  can  be  handled  at  all  points  along 
the  lines  of  a  railway  company  where  the  voltage  on  the 
feeder  is  sufficiently  free  from  fluctuations  to  permit  such  a 

r  to  operate. 

A  very  successful  alternating-current  motor  service  can 
be  furnished  at  any  point  along  a  railway  line  where  there  is 
a  transmission  circuit  and  where  the  load  will  warrant  the 
investment  in  the  necessary  step-down  transformer  apparatus. 

Lighting  from  railway  circuits  may  successfully  be  accom- 
plished in  the  small  towns  through  the  medium  of  step-down 
transformers  and  local  distribution  at  any  common  operating 
voltage  with  either  two  or  three-wire  system,  furnishing  25- 
cycle  current  for  such  lighting,  or.  by  means  of  motor-genera- 
tor set  in  addition  to  the  step-down  transformers,  approxi- 
mately 60-cycle  current  can  be  Furnished  and  all  the  advan- 
tages obtained  as  furnished  by  our  local  lighting  companies 
There  may  arise  a  question  as  to  the  service  obtained  by  in- 
candescent lighting  from  25-cycle  current,  but  such  lighting 
is  being  done  at  a  great  many  places  without  any  complaint 
from  customers  on  account  of  the  low  frequency  of  such  cur- 
rent. 

Incandescent  lighting  service  can  be  accomplished  through 
the  medium  of  step-down  transformers  and  low-tension  alter 
natlng-currenl  distribution  circuits,  the  railway  company  e\ 
periencing  but  a  small  per  cent  of  Joss  From  the  high-tension 
line  to  the  consumer  and  proportionately  small  first  cost  on 
equipment  Such  an  installation  would  not  require  constant 
attendance. 

Axe  li^lns  can  be  furnished  directly  from  direct-current 
feed-wires,  operating  five  or  six  lamps  in  series:  thus  giving 
lent  service  where  the  voltage  regulation  on  such  cir- 
cuits will  permit  such  lamps  to  operate,  or  If  the  direct-current 
lamps  cannot  be  used,  60-cycle  arc  lamps  can  be  furnished  and 
operated  through  the  medium  of  a  motor-generator  set  at  any 
town  through  which  the  high  tension  power  line  passes 

Nernsl  lamps  operating  on  25-cycle  current  win  gi\. 
satisfactory  results  as  is  reported  by  the  manufacturers,  ami 

as  has  been  proven  by  a  number  of  installations  a'  various 
places   in  the  east.     Successful   operation   of  Wrust    lamps    re 

quires  good  voltage  regulation,  bin  the  efflciencj  oi  a  Kernel 
lamp  is  very  high  and  deserves  consideration  when  content 
plating  a    lighting  plant    Irom   a  railway  circuit 

Railway  companies  should,   when    going  into  the  bu 
of  supplying   power   for   lighting,   provide   their   power   station 

with  regulatoi  "  obtain  more  even  voltage  condll 

on   their  transmission    lines.      However,  a  careful   study   of   the 

voltage  conditions  on  a  great  many  powei  lines  will  show 

tar  regualtion  than  is  furnished  by  a  great  many  lighting 
companies. 

Smaller   towns   win  re  the   | pie  are  not   acquainted    With 

the  advan  electric  lights  win  necessarily  be  a  little 

ng  hold  of  a  proposition  thai   might   be  offered 

them,  but  if  railway  companies  will  establish  a   few   such   light 

log  plants,  giving   the  consumers   the  advantage  ol   a    very 
i. it.,  which  the  companj  can  certain!)   afford  to  do.  a 
.    win  certainly  gron  with  little  . 

.hi  thl  :   the   railway  coinpan\ 

lb.-   fundamental   question    is.   doe;   n    pay   to   take   up 

•  i    and   llghtini  along  a   rallwuv    line 

When   tin-  railway  companies  can  deliver  power  to  the 

■  current 
from   2   to  paying  ail  costs  for  the  generation  and 

transmission  of  such   power  ami  a  fair  rate  of  depreciation 

and    Int.    •  lellVOT    alt.  -i  nal  inc  current     power    from    the 

high  tension  lit  tly  to  ths  rat  ill  ton  n 

r..r   a    price   ranging   from    l '.j    cents   b 

per    kilowatt  hour     paying    all    costs    chargeable    to    the    fur- 

nlahli 

baodle  all 
thelt  '   profit   to  thi  time 

in.  r  the  ad  Ing  the  p 

li     light   and   power 


128 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  4. 


CAR   LIGHTING.' 


BY    K.   ('.    TATLOB,    l\IH\N\    I  MuN     I'RACTIOS    COMPANY. 


Few  subjects  in  electric  railway  equipment  have  received 
less  attention  and  deserve  more  than  the  question  of  the 
proper  illumination  of  electric  railway  coaches.  The  modern 
Interurban  car  carrying  passengers  over  long  distances  should 
have   its    lighting   arrangements    bo  designed   as   to    provide 


Night    View    Showing    Comparative    Headlight    Illumination. 

sufficient  light  at  all  times  to  give  the  passengers  an  oppor- 
tunity of  being  able  to  read  with  comfort. 

The  car  should  also  be  provided  with  a  headlight  burn- 
ing with  sufficient  brilliancy  to  enable  the  motorman  to 
have  a  clear  view  of  the  roadway  far  enough  ahead  to  be 
able  to  run  his  car  at  high  speed  in  the  darkness  without 
danger  or  discomfort  to  the  passengers  on  his  train. 

Headlight    Requirements. 

The  car  should  also  be  provided  with  sufficient  light  for 
danger  signals  on  the  rear  end  sufficiently  bright  to  enable 
the  motorman  on  a  car  approaching  on  the  same  track  to 
stop  in  time  to  prevent  a  rear-end  collision. 

The  headlight  should  be  an  arc  headlight  with  large  re- 
flector so  designed,  arranged  and  constructed  as  to  be  a  per- 
manent part  of  the  car's  equipment  and  if  set  above  the  line 
of  vision  of  the  motorman  will  give  a  clearer  view  of  the 
track  and  more  satisfactory  light  both  near  the  car  and  at 
the  limit  of  its  range. 

The  mechanism  of  the  headlight  should  be  strong  and 
simple  and  reliable  with  carbons  arranged  to  burn  at  least 
six  days  without  renewal.  In  cities  where  the  ordinances  re- 
quire the  screening  of  the  light  while  passing  through  streets, 
a  screen  of  the  ordinary  type  should  be  arranged  as  a  per- 
manent part  of  the  lamps  and  facilities  provided  in  the  motor- 
man's  cab  for  shifting  it  to  either  one  or  the  other  of  its 
positions  at  will. 

The  headlight  should  be  designed  to  give  a  clear  view 
of  the  track  on  a  clear  night,  of  3,000  feet.  During  fog  or 
rain  or  driving  snow  this  range  of  vision  is  liable  to  be  cut 
down  to  500  feet  which  will  be  just  about  as  short  a  dis- 
tance as  a  high-speed  car  can  be  stopped.  This  range  of 
headlight  view  will  probably  call  for  an  expenditure  of  energy 
at  the  lamp  terminals  of  5  amperes  at  80  volts.  This  design 
will  provide  sufficient  light  for  the  "unfavorable"  conditions 
of  atmosphere  and  weather,  as  it  is  usually  during  such  un- 
favorable   conditions    that   an    accident   or   collision    is    most 

•Paper  read  before  the  Central  Electric  Railway  Association. 
Indianapolis.     Ir.d..    January    24.     1  !*ll7. 


liable  to  accur.  The  headlight  of  a  high-speed  car  is  con- 
sidered one  of  the  most  import-nil  features  of  its  equipments 
and  hence  the  reason  for  advocating  as  strongly  as  possible 
and  with  earnest  emphasis  the  arrangement  of  keeping  one 
headlight  for  each  operating  end  of  a  car. 

Tail   and  Classification   Lamps. 

Most  interurban  cars  are  being  fitted  up  for  single-end 
operation  and  when  so  arranged  should  be  supplied  with 
electric  tail-lights.  These  should  also  be  arranged  as  a  per- 
manent part  of  the  car's  equipment.  Two  eight-candle  power 
lamps  behind  ruby  lenses  give  a  very  satisfactory  set  of  tail 
lights.  These  should  be  wired  up  in  connection  with  a  clear 
light  when  the  trolley  is  removed  or  the  line  current  inter- 
rupted for  any  reason.  Classification  lights  equipped  with 
colored  lenses  may  also  be  fitted  up  on  the  front  end  of  the 
car  in  the  same  manner  as  the  two  tail  lights  in  the  rear 
and  be  ready  for  use  at  any  time  it  may  be  necessary  to  run 
the  car  as  a  classified  portion  of  a  train. 

Lighting  the   Interior. 

The  arrangement  of  lights  in  the  interior  compartments 
of  the  car  should  be  of  such  a  character  as  to  produce  a 
pleasing  effect  on  the  minds  of  the  passengers.  Most  of  our 
high-speed  cars  have  been  designed  to  attract  passenger  traffic 
formerly  handled  by  steam  railroads.  Our  managers  have 
made  commendable  efforts  in  designing  and  furnishing  their 
best  cars  so  as  to  equal  or  excel  the  best  rolling  stock  of  other 
railways  and  there  is  perhaps  nothing  that  will  enhance  the 
appearance  of  the  car  and  conduce  more  to  the  comfort  of 
(he  passenger  than  comes  from  riding  in  a  well-lighted  coach. 
There  are  a  great  many  reasons  too  self-evident  for  discus- 
sion why  a  car  should  have  plenty  of  light  at  every  part  of 
the  trip. 

The  fact  that  out  of  nine  interurban  lines  running  into 
Indianapolis,  the  interior  lighting  arrangements  varies  from 
20  lights  to  65  lights  per  car  seems  to  indicate  that  there 
is  still  room  for  discussion  on  the  best  method  of  electric 
car  lighting.  The  performance  of  these  lights  on  the  road 
and   the   quantity   of   light  given  out   seem   to  indicate  there 


Night    View    Showing    Comparative    Headlight    Illumination. 

may  be  room  to  advocate  some  improvement  in  their  arrange- 
ments. 

Arrangement  of  Circuits. 

The  usual  method  of  car  lighting  is  to  connect  five  incan- 
descent lights  in  series  and  put  as  many  circuits  in  the  car 
as  its  architecture  will  permit,  or  the  fancy  of  its  designer 
may  suggest.    The  arc  headlight  is  then  connected  across  the 


January  26,  1907. 


ELECTRIC     RAILWAY     REVIEW 


J"2'.' 


line  in  series  with  enough  Iron-wire  resistance  to  cut  down 
the  line  voltage  to  70   rolts  across  the  arc. 

Power  Required. 

With  this  arrangement,  assuming  a  car  with  seven  cir- 
cuits or  ::.".  lam]  s,  we  then  have  the  following  energy  con- 
sumption per  car: 

Arc  headlight  and  resistance 8,700  watts 

Thirty-five  16-candlepower incandescent  lamps. 1,965  wans 

Total  energy  consumption  tor  lighting 1,665  watts 

En>  sumed  in  light  by  the  arc 315  watts 

Energy  wasted  in  heat  in  the  arc 2,385  watts 

In  othei  words  there  i>  energy  enough  wasted  through 
the  resistance  of  the  arc  to  furnish  more  than  sufficient  light 
for  the  interior  of  the  car. 

Resistance  and   Regulation. 

Since  the  arc  lamp  as  at  preseni  arranged  seems  to  be  the 
pivot  point  around  which  an]  suggested  improvement  might 
be  made,  let  us  assume  that  enough  incandescent  lamps  are 
inserted  in  the  circuit  to  take  the  place  of  the  resistance  and 
furnish  the  interior  lights.  We  have  a  net  saving  of  1.965 
watts  per  car  while  the  lights  are  in  service.  So  long  as  the 
line  voltage  remains  constant  and  the  resistance  of  the  lamp 
filaments  remains  constant,  with  this  arrangement  the  Interior 
lighting  effect  in  the  car  will  be  quite  satisfactory;  hut  un- 
fortunately it  is  very  difficult  with  the  very  best  possible  de- 
sign of  feeder  arrangement,  without  involving  enormous  ex- 
pense, to  maintain  anything  like  a  constant  voltage  over  the 
entire  system  or  even  a  lair  average,  and  especially  is  this 
true  on  long  interurhan  lines  and  the  results  are  in  a  great 
many  cases  that  the  interior  lighting  of  the  car  becomes  very 
unsatisfactory,  indeed.  The  obvious  remedy  tor  this  fluctu- 
ating line  voltage  would  be  to  insert  in  the  light  circuit  some 
form  of  regulator  or  other  apparatus  to  maintain  a  constant 
potential  on  the  light  circuit  Irrespective  of  the  fluctuations 
on  the  line     Several  sv  ior  the  accomplishment  of 

this  desirable  condition  have  been  advocated,  but  so  far  as 
known  none  of  them  has  met  with  a  very  conspicuous  suc- 
cess. A  design  for  this  purpose  lias  recently  been  brought  to 
my  attention  in  which  a  portion  of  the  current  from  the  head- 
light resistance  is  used  in  regulating  the  lighting  circuits  and 
the  balance  "i  the  resistance  current  is  used  for  lighting  a 
nunii  It  signed  arc  lamps  for  lighting  the  In- 

terior of  the  car.  This  system  seems  to  merit  full  considera- 
tion and  I  believe  is  on  exhibition  at  this  convention 

Another  regulator  tor  railway  lighting  circuits  has  i □ 

designed,  which  snort-circuits  a  number  Ol  'be  lights  in  the 
car.  maintaining  a  constant  voltage  on  those  left  burning.  This 
regulating   system    was   applied    ti  Beveral   years  ago 

with  quite  satisfactory  results     There  is  certainly  a  demand 

for   such    a    device    tor   interurban    service   anil    it    s i-   quite 

spec!    that    it    will 

Use  of  the  Compressor  Motor. 

in  tb-   event  of  no  satisfactory  regulator  beta 
to  in.  is  mailer  oi  constant  poti  Dtial  on  the 

lighting  circuit  is  sufficiently  important  to  warrant  the  a 
lion  ol  an  Independent  motor-gei  lighting. 

i-known  fact  tint  either  the  lite  "i  efficiency  ol  an 
Incandescent   lamp  win   be  very  greatly  affected   if  run  at   a 

Ithei  aboi  e  oi   b<  low   not  tnal   vol 
In  the  design  of  a  new  car  ibis  detail  could  bi 

onnectlon  with  the  i  or  motor.    This  mo 

toi  could  be  designed  to  maintain  peed  at  a  vnrl 

abb-  voltage  and  <>f  inch  capacitj    as  to  run   the  air  com 

or  and  lighting  circuit.    The  lighting  generator  could  be 

mounted  on   the  motor  shaft   and   no  additional   bearings  or 

frame    would   be   require, |.     On    the  COmprc  would   be 

mounted  an  automatic  air-operated  clutch     The  operation  ol 

this  machine  would  then  be  ibis:      When  the  lights  wire  burn 

bag  Me  motor  and  generator  would  run  continuously,  and  the 
automatic  all  operated  clutch  would  throw  the  compressor  part 
of  thi  •!  I  ii   io  meet  the  demand     foi  compn 

air.    When  ti,e  ligl  not  required  the  operation  ol  the 

•  r    would    be    the     -Hue    ,i  -    ;ii     |,,.  itliu-    and 

stopping  the  motoi     This  device  is  ho  extremely  simple 
of  such  i"  nd  Its  results  so  prolific  ol  b 

ta  in  giving  Han  factor]  Illumination  and  long  llf<  to 
i  it  should  apeedll)   i>o  adopted 

New  Lamps. 

Kfiiii  the  earliest  electric  railroading  the  time 

honored  Incan  irhonfllament  rallwaj   lamp  bai  been 

the  medium  of  Interior  car  lighting  but  It 

pel  i  that   further  •  r  light   for  the 

■  I  V    SOOn    be    looked    for    in    tin 

le   form   of  more  efficient   lamp      Experiment 


bave  been  conducted  and  incandescent  lamps  bave  been  man- 
ufactured and  tested  during  the  past  year,  having  their  fila- 
ments made  of  the  metals  osmium,  tantalum  or  tungsten, 
with  the  result  that  the  tungsten  lamp  has  raised  the  stand- 
ard of  efficiency  of  incandescent  lighting  three  limes  as  high 
as  the  present  standard  and  exceeding  in  efficiency  every  form 
of  Incandescent  or  arc  tamp  except  the  vacuum  tube  and  nam- 
ing arc.  Combined  with  its  virtue  of  high  efficiency  the  lung 
sten  lamp  possesses  the  merit  of  the  simplicity  of  the  present 
railway  lamp  and  it  is  hoped  ma\  even  exceed  ii  in  durability 
Given,  therefore,  a  high-efficiency  lamp  that  ma>  he  made  in 
small  units,  offering  unlimited  opportunities  of  correct  dis 
tribution.   and   a  constant   potential  on   the  lighting  circuit   the 

proper  Illumination  of  a  luxurious  Interurban  ear  becomes  a 
very  easy  problem  for  the  engineer.  Whether  the  hlgh-efflcienc] 

incandescent  lamp  or  a  specially  designed  arc  be  employed  in 
the  illumination  of  the  modern  interurban  car  the]  should  be 
surrounded  with  a  frosted  or  opalescent  globe  backed  up  With 
reflectors  against  a  white  background  giving  a  soft,  pleasant 
diffusion  ol  the  light  in  all  parts  of  the  interior  of  the  car. 

With  the  car  lighting  arrangement  as  outlined  the  poten- 
tial of  the  lighting  circuit  may  lie  made  that  which  is  most 
suitable  for  the  headlight  and  the  interior  lights  may  be  de 
signed  for  that  voltage.  This  will  effect,  the  saving  of  the 
energy  dissipated  through  the  headlight  resistance.  The  in 
terior  lamps  may  be  designed  for  high  efficiency  and  Hie  total 
aggregate  saving  of  energy  will  be  the  difference  between  the 
present  practice,  4,665  watts,  and  the  suggested  arrangement. 
1,850  watts,  or  a  total  net  saving  of  2,815  watts  per  car.  The 
suggested  arrangement  therefore  presents  the  pleasing  pros- 
pect  of  affording  an  al  undent  supply  of  constant  light  for  the 
headlights,  tall-lights  and  interior  and  al  the  same  time  ef- 
fects a  very  handsome  financial  saving  per  car  per  year  over 
the  accepted  practice  of  the  preset'.!   system  of  car  lighting. 


A  MODEL  CAR   FOR   LONG  TRAVEL.' 


IIY    \V.    II.    lvv\s,    l  Mil  Winn  Is    liiveiiox    a     rEBMINA]     CO. 


In  discussing  this  topic,  it  might  be  well  lo  say  that  It 
is  not  my  purpose  to  present  a  lengthy  discussion,  but  rather 
to  mention  a  few   points  which  occur  to  me  as  being  novel  and 

possibly  in  the  way  of  Improvements  necessary  to  meet  the  re 
qnii ,  moms  of  a  constantly  Increasing  demand  tor  a  better  ami 

longer   service   on    our   interurban    lines.      This    topic    is   an    in 

icresting  one  to  aii  connected  with  the  traction  Interests,  ami. 

as    presumably    it    appeals    more    lo    lliose    direct!]     connected 

with  the  handling  of  pai      n     i   traffic,  it  is  largely  from  this 
point  that  the  Bubject  Is  to  bi   considered 

Limiting  Conditions, 
it  may  be  well  ai  lirst  lo  direct  attention  to  a  few  oi  the 
things  which  largelj  have  prevented  the  designing  ami  equip 

ping    of  BUCh   as   might    be   called    a    Model    cur       This    apple 

particularly  i"  the  width  of  ears  for  Interurban  service  which 

has   >o   tar   I"  i  n    limited   to  s   feet    6   inches  over   all.      This   in 

turn  compel    the  use  ol  narrowei  Beats  ami  oarrowei   al  li 

than   are   used   in  similar  service  mi   the  sleam  road  cars   Wl 

they  are  buiii   from   B  feet   6  Inches  to   10  test   ''■  Inches  In 

width.     It  usually  I  at       t  over  the  line,  on 

which    ii    is   desired   to    run    Interurban   cars,    the   distatu li 

tween  track-centers  is  too  narrow,     in  some  Instance) 
point  is  in  ciiies  where  ibe  streets  bave  been  I  nproved  ami 
paved,  thus  making  II  a  verj  expensive  operation  to  have  the 
lied    devil:  nip    widened.    But  ii  would  appear  that  thl 
ii.      nimbi  be  corrected  in  the  mar  future  and 

at    least    should    very    carefullv    be    guarded    again    i    ill    locating 
new   tracks  or   in    rebuilding  old    lines. 

This   also  applies   lo  em  hi  angle  turns  and   olhei 

i  points  which  Interfere  with  the  operation  of  cars  ol 
lent   length  io  accommodate  the  buslnesi      While  there 

would  appear  to  be  some  logical  excuse  tor  such  restrict! 
in  cities  oi  ibe  larger  class,  this  trouble  is  frequent!]   found 

vv  ilb  a  COmpar  it  Ivelj    small 

addii lonal  expi  oi    right-of-way,   'be  cui  vei    could    be 

made  oi  sufficient  radius  lo  permit  of  ibe  ea  on 

cbiHs  oi  equipment  that  It  I  bis  to  expect  the  ti 

Will      require 

Overhead  Clearance  and  Track  Gauge. 

in  this  connection,  i  would  ■   to  call  youi 

Hon  io  ibe  limited  overhead  under  bridges  ami  via 

duci     pai  i  leuiai  k   where  sts  on   i  Inter 

nil. in    line  \       ibis    is    a    linn      when    lis 

elevation  I)  taken  up  in  a  large ol I 

H  appears  extreme!  in  I  that  tn n  oom|     i         boultl 

use  every  effort   to  gel  as  high  an  overhead  • 

•  Pa pi  i  i,  .a    i,.  fori  I   Klectrli     Rail  Intlon, 

I     ll  I   o  •         •! 


130 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  4.. 


possible,  keeping  in  mind  the  fact  that  the  conditions  are 
rapidly  changing  Later  it  will  be  necessary  to  have  more 
overhead  clearance  and  at  this  time  it  is  impossible  to  tell 
what  the  development  of  a  few  years  will  require  in  the  way 
of  overhead-trolley  arrangements  to  properly  take  care  of  the 
heavier  cars  and  higher  voltage.  Structures  that  formerly 
served  for  the  ordinary  city  street  car  to  pass  under  with 
safety  are  insufficient  to  take  care  of  even  the  larger  and  later 
improved  types  of  city-service  cars  of  today,  to  say  nothing  of 
the  interurban  types. 

It  is  well  to  bear  in  mind  the  type  and  section  of  rail 
which  is  placed  in  the  improved  streets  in  cities,  and  above  all 
to  insist  that  the  tracks  be  laid  to  standard  4-foot  8%-inch 
gauge. 

Present  and   Possible   Routes. 

The  question  of  suitable  cars  for  long  distance  travel  is 
one  which  is  rapidly  requiring  our  best  attention,  and  it  will 
be  but  a  short  time  until  through  lines  will  be  operated,  on 
which  cars  will  run  from  five  to  ten  hours,  and  possibly  more, 
in  one  direction.  At  the  present  time  in  the  vicinity  of  Indian- 
apolis this  service  is  operating  to  Ft.  Wayne,  Dayton,  Lafay- 
ette, and  Connersville,  with  the  expectation  that  the  latter  line 
will  be  extended  to  Cincinnati  and  through  service  inaug- 
urated. Also  that  the  other  lines  will  be  considerably  ex- 
tended, with  the  prospect  of  through  service  from  Indianapolis 
to  Louisville,  Terre  Haute,  Toledo  and  Columbus,  and  at  each 
of  these  points  connected  with  the  traction  system  radiating 
from  those  centers. 

Suitable   Operating   Cars. 

The  type  and  style  of  car  which  appears  to  have  become 
the  most  popular  with  traction  companies  is  similar  to  the 
cars  at  present  in  service  on  the  Indianapolis  &  Northwestern 
system.  These  cars  have  been  running  for  some  time  and 
those  who  have  been  connected  with  their  operation  are  en- 
thusiastic over  this  style  of  car  for  both  local  and  limited 
service.  Throughout  the  middle  states  this  style  of  car  is 
being  used,  I  think,  by  the  majority  of  the  lines.  It  is  usu- 
ally arranged  to  run  in  one  direction,  but  with  a  control  ar- 
rangement on  the  rear  platform  to  facilitate  switching  and 
backing  up.  should  occasion  require.  These  cars  are  seldom 
shorter  than  50  feet  nor  longer  than  67  feet. 

These  cars  are  61  feet  6  inches  over  buffers  and  S  feet 
GV2  inches  over  side  sheathing.  They  are  composed  of  three 
compartments.  The  forward  compartment  serves  for  the  mo- 
torman's  vestibule  and  accommodates  the  baggage  and  ex- 
press as  well  as  the  hot  water  heater.  It  is  11  feet  Zy2  inches 
long.  Directly  in  the  rear  of  this  is  the  smoking  compartment, 
13  feet  4  inches  long,  with  seats  for  16  passengers.  The  pas- 
senger or  coach  department  is  at  the  rear.  It  is  27  feet  i\'z 
inches  long,  with  seating  capacity  for  38  passengers  and  a 
roomy  platform  at  the  rear,  which  can  be  entirely  enclosed,  the 
step  and  door  openings  being  on  either  side.  These  cars  are 
liberally  supplied  with  glass  in  the  partitions  and  there  is  little 
to  obstruct  the  view  looking  forward,  depending  largely,  how- 
ever, on  the  amount  of  baggage  being  carried. 

It  is  a  question  in  my  mind,  whether,  with  the  increase 
of  traffic  and  the  carrying  of  baggage  and  express  on  our 
longer  runs  and  the  fact  that  a  large  number  of  commercial 
men  are  making  use  of  the  interurbans  and  require  that  their 
baggage  and  sample  cases  arrive  at  their  destination  with 
them,  it  may  not  possibly  (in  order  to  accommodate  this  busi- 
ness) be  necessary  to  have  two  cars;  one  to  provide  liberally 
for  baggage  and  express  and  a  smoking  compartment,  and  the 
other  to  be  strictly  a  coach.  So  far,  however,  the  car  men- 
tioned has  taken  care  of  this  question  as  well  as  anything  that 
has  yet  been  devised  in  a  single  car. 

A  car,  very  much  on  the  same  plan  as  this,  is  being  oper- 
ated on  one  of  the  Ohio  systems,  I  understand,  quite  success- 
fully, but  it  is  designed  to  run  with  the  coach  department 
ahead,  the  baggage  compartment  being  at  the  rear  of  the  car, 
as  in  ordinary  service.  This  car  is  67  feet  long  over 
buffers,  8  feet  5*4  inches  over  sheathing  and  8  feet  8  inches 
wide  over  all.  It  has  parlor  chairs  and  accommodates  29 
people  in  the  coach  department  and  10  in  the  smoker,  with 
separate  toilets  for  ladies,  the  men's  toilet  being  located  in 
the  rear  vestibule  at  the  rear  of  the  baggage  room.  This 
places  the  hopper  at  the  extreme  rear  end  of  the  car  and 
clearing  the  trucks,  the  entrance  being  through  the  baggage 
room  The  motorman's  cab  is  at  the  front  end  and  is  so  con- 
structed as  to  obstruct  the  view  of  the  passengers  as  little 
as  possible,  giving  practically  all  of  those  seated  in  the  coach 
department  a  clear  view  ahead.  The  entrance  and  the  exit 
of  the  car  are  at  the  front  end  for  both  motorman  and  pas- 
sengers. There  is  also  an  entrance  at  the  rear  of  the  car. 
The  doors  and  steps  of  this  car  are  placed  all  on  one  side, 
the  left-hand  or  pole-side  of  the  car  being  entirely  free  from 
any  door  openings  whatever,  and  thus  forming  a  very  sub- 


stantial and  solid  construction.  Particular  care  has  been  taken, 
with  the  bottom  frame  of  this  car.  It  consists  of  six  steel 
I-beams  running  the  full  length  of  the  car,  and  the  floor  is 
triple,  the  bottom  being  steel  plates  fastened  to  the  sill,  cov- 
ered with  yellow  pine  flooring  and  that  covered  with  a  floor 
of  hard  maple.  The  passenger  compartment  in  this  particular 
car  is  covered  with  carpet. 

I  am  aware  that  this  is  to  a  certain  extent  quite  a  radical 
departure  from  the  usual  operation  of  cars  of  this  character, 
and  while  from  an  operating  standpoint,  there  may  be  some 
things  which  would  condemn  this  practice,  there  are  features 
which  would  appear  as  commendable.  Principally  among 
these  is  the  fact  that  the  passengers  boarding  the  car  and 
leaving  it  are  under  the  direct  supervision  of  the  motorman. 
An  arrangement  could  be  devised  whereby  the  motorman 
would  open  and  close  the  door,  thus  preventing  passengers 
from  alighting  from  the  car,  except  at  the  proper  designated 
stations,  and  also  avoiding  numerous  accidents  from  people 
alighting  from  the  car  while  in  motion.  This  applies  par- 
ticularly to  cases  where  the  conductor  is  required  to  go  for- 
ward and  flag  a  railroad  crossing,  which  frequently  results 
in  accidents  to  passengers  at  that  time.  Having  the  smoking 
room  in  the  rear  is  also  an  advantage,  as  it  is  entirely  sepa- 
rated from  the  coach  department  and  the  fumes  of  smoke 
are  never  carried  into  it.  This  arrangement,  however,  makes 
it  necessary  for  the  conductor  to  look  after  the  baggage, 
which  I  presume  would  by  some  be  considered  a  disadvan- 
tage. But  it  would  appear  to  me  that  this  would  be  offset 
by  the  safety  secured  by  passengers  boarding  and  alighting 
from  the  car,  under  the  eyes  of  the  motorman. 

There  is  no  question  but  that  being  able  to  view  the 
country  from  the  forward  end  is  a  decided  attraction  for 
most  passengers  on  interurban  lines,  and  it  would  appear  to 
have  a  considerable  advantage  over  the  practice  of  having 
the  observation  space  on  the  rear  of  the  train,  so  long  in 
vogue  on  the  steam-road  lines.  Particularly  in  the  summer 
time  and  in  pleasant  weather  this  arrangement  should  appeal 
to  travelers. 

The   Future  Car. 

Being  able  to  look  ahead  is  also  quite  a  relief  to  passen- 
gers who  become  sick  on  the  cars.  This  can  largely  be  at- 
tributed to  looking  out  through  the  side  windows  at  passing 
objects.  The  motorman  is  located  in  a  small  vestibule  which 
is  enclosed  with  glass  windows,  thus  separating  the  motor- 
man  entirely  from  being  interfered  with  by  the  passengers, 
at  the  same  time  offering  very  little  obstruction  to  the  for- 
ward view. 

It  is  important,  however,  that  the  forward  or  pilot-end  of 
the  car  be  made  as  substantial  as  possible  and  thoroughly 
braced  and  strengthened  in  order  to  withstand  any  impact 
from  collision  which  might  occur.  In  fact,  this  is  a  matter 
which  requires  very  serious  attention  from  all  those  who 
are  connected  with  the  designing  of  traction  equipment,  par- 
ticularly so  on  cars  which  are  to  be  used  on  high-speed  lines. 
A  considerable  improvement  has  been  made  in  this  direction 
within  the  last  few  years  with  the  introduction  of  steel  into 
the  bottom  framing,  and  while  this  leads  to  a  somewhat 
heavier  car,  the  tendency  is  in  the  right  direction,  in  the 
way  of  securing  substantial  cars,  which  should  be  aimed  at 
rather  more  than  cars  of  elaborate  finish  or  expensive  in- 
terior arrangement.  In  fact,  it  will  not  be  surprising  in  the 
next  few  years  to  see  the  all-steel  car  in  common  use  on  in- 
terurban roads,  judging  from  the  rapid  advancement  made  in 
this  line  with  subway  and  elevated  railway  cars. 

It  is  possible  that  the  car  for  longer  travel  will  require 
considerably  more  conveniences  than  has  been  the  practice, 
particularly  in  the  way  of  toilet  and  lavatory  facilities,  and 
it  is  pleasing  to  note  that  recently  considerably  more  atten- 
tion has  been  given  to  this.  Toilet  rooms  of  more  liberal 
dimensions  are  being  designed  and  in  some  cases  water- 
flushing  hoppers  have  been  installed  as  well  as  lavatories. 
These  latter,  while  they  considerably  increase  the  cost  and 
trouble  of  maintaining  the  equipment,  afford  a  convenience 
on  the  long-travel  cars,  which  we  shall  probably  be  required 
to  furnish,  notwithstanding  the  fact  that  on  electric  lines 
very  little  of  the  dust  and  dirt  and  other  inconveniences  are 
experienced  incidental  to  a  trip  on  steam  lines  having  loco- 
motives that  burn  soft  coal. 

I  would  recommend  as  far  as  possible  that  sliding  doors 
be  superseded  by  swinging  doors.  This  will  permit  of  a  con- 
siderably more  substantial  framing  and  bracing  at  the  parti- 
tion of  our  longer  cars,  as  the  sliding  door  takes  up  a  space 
which  would  otherwise  be  used  to  considerable  advantage  in 
securing  a  stronger  car. 

The  governor  of  Michigan  in  a  recent  message  to  the 
legislature  advocates  state  supervision  of  electric  railways. 


January  26,  1907. 


ELECTRIC     RAILWAY     REVIEW 


131 


LAKE    SHORE    ELECTRIC    RAILWAY     ANNUAL     REPORT. 

At  the  annual  meeting  of  the  Lake  Shore  Electric  Kail- 
way  at  Cleveland,  on  January  15.  President  K.  \Y.  Moore  gave 
his  annual  report  to  the  stockholders,  which  contains  the 
following  statement  of  the  earnings  of  the  company  for  the 
calendar  year  1906: 

Increase 

1906.  over  1905 

•  ngers    $796,719.13  $55,197.98 

Chartered  cars    S.687.66  796.17 

Freight      37.454.66  12.8S1.93 

L".    S.    mail    _\1.  183.61 

Milk    1.949.07  91.40 

Advertising   2.130.00  330.00 

Car    mileage    11,886  4,961.21 

Interest  an.l   discount    1,633.39  •! 

Miscellaneous     4.641.36  *767.63 

Gross    income    $860,720.16         $72,451.69 

iting    and    t..\- -  476,267.85  47 

amines     $384,462.31         $24,7S2.07 

;  aid     .    864.lft8.84 

Surplus     $130,263.97 

Other    income    6,250.00 

Net  surplus    $136,513.97        $21,688.63 

Or  18  per  cent. 

•Decrease. 

1905.  1906 

Per  cent  operation  to  income 55.33  54.37 

Car  miles    3,024.393 

income    per   car    mile 25.65  26.06 

ition  and   taxes  per  car  mile 14.19  14.17 

Net    earnings   per  car  mile 11.46  11.89 

Passengers  carried    4,761.481  4,337.009 

Earnings    per    passenger 15.97  18.17 

Earnings    Per    Mile    Track. 

1906.  1905. 

Cleveland    division    60.44         $7,044.00  $6,335.00 

Toledo    division    62.25  5. 092. mi  4.654.00 

Sandusky-Norwalk    division    16.30  3.177.00  2.900.00 

"ity    lines     11.14  5.937.00  5.239  00 

Comparative    Statement   of   Gross    Earnings   Since    1901. 

Gross  Increase 

learnings.  Increase.  Per  cent. 

J358.180.35  

466.051.35  Jl»7. 870.67  30.01 

1903 616.484.23  150,432  88  32.28 

1904 659.873.21  43.388.98  7.03 

1905 788.268.47  128.395.26  19.45 

1906 860.720.16  72.451.69  9.19 

The  company  operates  150.13  miles  of  track,  and  has 
9.87  miles  of  sidings  and  storage  tracks.  The  total  bond 
issue  Is  now   $7,000,000,  of  which  $4,908,000  are  outstanding. 

During  the  year  1906  15%  miles  of  second  track  was 
construct,  (i  between  Rocky  River  and  Lorain,  which,  together 
with  the  sidings,  completes  the  double  track  between  these 
two  points.  The  company  owns  and  has  now  in  service  54 
double-truck  Interurban  cats.  25  single-track  city  cars  oper- 
ating in  the  ci'  tnduaky,  htarwalh  and  Lorain,  In  addi- 
tion to  29  work  cars,  rn.ikiim  a  total  of  ins  cars.  Ten  5n 
irban  cars  were   purchased  during  the  year,  and 

•n   lei   for   12  additional  cars  of  the  same  size. 


Holding    Power   of    Railroad    Spikes. 


Tli'  of  the  Department  of  Agrlciillui- 

completed  a  s<-ries  of  tests  to  determine  the  holding  power 
of  different  forms  of  railroad  spikes.  The  tests  wen-  made 
on  ordinal  commercial  ties  "i  loblolly  pine,  oak,  chestnut 
and  other  woods,  used  were  of  four  kinds:   com- 

mon driven  spikes,  a  driven  spike  which  baa  about  the  same 
form  as  the  common  spike  with  a  lengthwl  s  channel  on  the 
away  from  the  rail;  screw  spikes  of  'tie  American  type; 
i    spikes  similar   to  those  In  use  on    European   rail 
i  differing  from  the  American    pike  mainly  In  the 
manner  of  Onlshtng  the  thread   under   iln-   bead 

common  and  'tie  channeled  splki  Irlven  into 

the  ties  In  the  usual  manner  t"  a  depth  "i   f i \. •  -  Inches.    A 

■  i  the  bai  •■  ot  the 

for    the  which    ware    then 

ad  down  to  ■•  depth  u  the  driven  spikes.    The 

than  placed  in  iim  testing  machine  and  the 
required  to  ps  ;,,i(,.  su  recorded 

required  to  pull  common  spikes 


from  7,000  pounds  in  white  oak  to  3,600  pounds  in  loblolly 
pine  and  3,000  pounds  in  chestnut.  The  holding  power  of 
the  channeled  spike  is  somewhat  greater.  For  example, 
about  11  per  cent  more  force,  or  4,000  pounds,  is  required 
to  pull  it  from  the  loblolly  pine  tie.  The  two  forms  of  screw 
spike  have  about  the  same  holding  power,  ranging  from 
13.000  pounds  in  white  oak  to  9,400  pounds  in  chestnut  and 
7,700  pounds  in   loblolly  pine. 

There  is  a  marked  difference  between  the  behavior  of 
driven  and  screwed  spikes  in  knots  and  in  clear  wood.  Knots 
are  brittle  and  lack  elasticity,  so  driven  spikes  do  not  hold 
as  well  in  them  as  in  clear  wood.  In  the  case  of  common 
spikes  in  loblolly  pine  the  decrease  of  holding  power  in 
knots  is  as  great  as  25  per  cent.  On  the  other  hand,  screw 
spikes,  tend  to  pull  out  the  whole  knot  which  they  penetrate. 
This  increases  the  resistance  so  much  that  in  loblolly  pine 
the  increase  of  holding  power  of  screw  spikes  in  knots  is 
about  35  per  cent  over  that   for  clear  wood. 


ANNUAL    REPORT    OF    THE    CLEVELAND    &    SOUTH- 
WESTERN. 


The  following  data  in  regard  to  the  earnings  and  ex- 
penses of  the  Cleveland  &  Southwestern  Traction  Companj . 
for  the  calendar  year  1906,  are  included  in  the  report  of  Pres- 
ident F.  T.  Pomeroy,  presented  at  the  annual  meeting  of  the 
stockholders  on  January  15.  The  comparative  statement  is  as 
follows: 

1906. 

Gross     receipts     $645,849.95 

Operating    expenses    363.866.39 


Nvt    $281,993.66 

Interest   and    taxes $179,251.70 


Nit    to    stock $102,741,88 

Hizpensea   per  cent   of   operation 

1L.VV 

Gross  receipts  per  day $i  "769 

Operating    expenses    996 

Net    

Interest     and     taxes 


Inc. 

$102,623  20 
49.6n 

$  63,020.65 
$  26,559.01 

$  26.461.64 


1906. 


773 
I  •-•  1 


Net     to    stock $    282 


Inc. 

$281 

136 

$145 
73 

$  72 


Earnings. 


1906. 


Ings     $567,412.48 

Electric    package    26 

Freight     23.778.13 

iC     16.797.36 

Miscellaneous   11 

Mall    ;> 

Park  lease   800.00 

advertising    2  32 



Weighing    111.1 
Powi  ! 


[nc 
98,667.27 

I  399  88 

82.99 

•646.18 


1,401  "i 

1    car    

1 


Bridge   servli  e 
Total  $645,849.69 

•Dec  1 

Passengers   Carried. 

Paid 

1  rled 

January    

f  .  brum  -  J78  1143 

April 
May     . 

1 
July  1 

1 

1 


$102  a 


Run 

1 

184.1 

16 

I" 

g 

181 

••17 
•I  I 


ten    1     up  1    tax  on   pi  .    pm 

pi  1    p.,  ..•,.  1 
mill 


ell 


■  I      in  II" 


■    ' 


182 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII     No.    I 


PIPING    AND    POWER    STATION    SYSTEMS.— XXVI  I. 


I'.V    W.    I..    MOBBIS,    M.    E. 


Condenser    Cooling    Water    Supply. 

The  economy  secured  by  the  use  of  condensing  machin- 
ery is  such  as  to  warrant  considerable  outlay  in  providing 
a  sufficient  supply  of  water  and  the  apparatus  necessary  for 
condensing  purposes.  Ordinarily  a  condenser  equipment 
will  save  from  six  to  eight  pounds  of  steam  per  horsepower- 
hour.  At  this  rate  for  a  1,000-horsepower  unit  the  saving 
would  be  about  10  tons  of  coal  per  day  which,  at  $1.50  per 
ton,  would  amount  to  $5,475  per  year.  If  the  engine  were 
run  only  half  of  the  total  time  the  saving  would  be  more 
than  $2,500  per  year  which,  at  12  per  cent  for  interest  and 
depreciation,  would  justify  an  expenditure  of  $20,000  for  con- 
densing apparatus.  In  most  cases,  however,  the  condensing 
apparatus  would  not  cost  more  than  the  amount  that  it  would 
save  in  fuel  if  it  operated  one-half  of  each  day  for  a  year's 
time.  In  other  words,  a  1,000-horsepower  condensing  unit 
operating  under  the  conditions  as  stated  would  save  about 
$2,000  per  year  after  the  proper  amount  for  interest  and 
depreciation  had  been  deducted. 

If  the  supply  of  water  for  condensing  purposes  is  reliable 
the  initial  cost  of  condensing  apparatus  may  be  considered 
from  an  entirely  different  standpoint.  The  total  cost  of 
buildings,  boilers,  piping,  engines,  etc.,  necessary  to  develop 
one  horsepower  may  approximate  $50;  then  the  cost  of  con- 
densing apparatus,  including  waterways,  apparatus,  etc., 
would  be  somewhat  less  than  $4  per  horsepower  capacity  of 
the  total  plant,  or  about  $12  for  each  horsepower  furnished 
by  the  condenser.  It  will  be  noted  that  the  cost  per  horse- 
power for  any  installation  is  less  for  a  condensing  plant 
than  for  a  non-condensing  one,  which  will  permit  the  use  of 
less  boiler  and  engine  horsepower  if  the  plant  is  built  for 
condensing.  It  is  safe  to  state  that  if  water  is  obtainable 
for  condensing  from  any  other  source  than  city  waterworks 
the  saving  in  installation  and  operation  will  justify  the  ex- 
penditure necessary  for  condensing  apparatus.  Many  plants 
are  run  non-condensing  with  an  abundance  of  water  only  a 
short  distance  away.  This  fact  would  seem  to  show  entire 
unfamiliarity  with  the  subject  of  condensing,  and  for  this  rea- 
son if  the  subject  were  better  understood  power  plants 
would  be  located  with  more  regard  to  water  supply  condi- 
tions. 

The  water  supply  should  be  the  deciding  factor  in  deter- 
mining the  elevation  of  the  power  plant.  There  is,  for  every 
water  supply,  a  certain  relative  elevation  most  desirable  for 
locating  a  power  plant.  One  of  the  troublesome  conditions 
which  must  be  taken  into  account  in  determining  the  datum 
for  the  power  plant  is  the  amount  of  variation  in  the  level 
of  the  water  supply.  This  is  often  a  condition  that  cannot 
be  overcome  and  sc  the  plant  must  be  designed  to  accom- 
modate the  variation  in  level.  An  extreme  variation  is  quite 
objectionable,  although  a  change  of  level  of  four  or  five  feet 
can  usually  be  provided  for  with  but  little  difficulty. 

In  Figure  239  (11-1)  a  power  plant  with  high  and  low 
level  of  water  supply  is  shown  in  cross-section.  In  studying 
the  water-supply  problem  for  such  a  plant  the  following 
points  should  be  considered:  The  distance,  a,  should  be  as 
short  as  possible  and  not  over  16  feet;  this  is  on  account 
of  pump  suction  and  expense  for  deep  waterway.  The  dis- 
tance, b,  should  be  not  less  than  three  feet,  which  will  allow 
the  suction  pipe  to  be  two  feet  in  the  water  when  it  is  at 
the  low  level.  By  making  b  about  three  feet  it  would  be 
possible  to  operate  the  plant,  even  though  for  any  reason 
the  water  should  drop  a  foot  or  so  lower  than  the  previous 
low-water  level.  The  distance,  c,  is  the  extreme  variation 
between  high  and  low-water  levels.  The  distance,  d,  should 
be  as  much  more  than  c  as  possible  so  as  to  give  ample  fall 
for  sewers.  If  it  is  necessary  to  make  this  but  12  inches 
more   than   c.   then   there   should   be   a    sewer  valve,   e,   that 


can  be  used  in  case  of  higher  water  level  than  that  estab- 
lished. The  distance  to  the  top  of  the  hotwell,  f,  should  be 
sufficiently  greater  than  c,  to  prevent  any  unusually  high 
water  level  (more  than  el  from  causing  an  overflow  of  water 
into   the  building. 

Choice    of    Location. 

In  considering  the  location  of  a  power  plant  it  would  be 
well  to  make  preliminary  drawings  of  a  typical  station  that 
would  suit  the  requirements  of  the  load  and  with  this  as  a 
basis  the  value  of  the  more  probable  sites  can  be  weighed 
against  each  other.  Some  other  features  that  should  be 
given  consideration  when  selecting  a  power  plant  location  are 
the  switching  facilities  for  receiving  coal,  location  with  re- 
spect to  the  center  of  electrical  distribution  and  the  labor 
question. 

If  the  power  plant  is  to  furnish  current  for  an  inter- 
urban  railway  too  much  weight  should  not  be  given  to  the 
apparent  necessity  for  locating  alongside  ol  a  railroad.  It 
may  be  found  more  economical  to  use  sidings  connecting  with 
two  or  more  railways  crossed  or  tapped  by  the  electric  line 
and  thus  handle  the  coal  supply  in  freight  cars  drawn  by   an 


Figure  239-(l1-1). 

electric  locomotive.  The  availability  of  two  routes  for  ob- 
taining coal  will  assure  the  plant  a  more  probable  supply  in 
case  of  mine  troubles  as  well  as  afford  a  protection  against 
indifferent  treatment. 

If  the  plant  is  for  an  electric  railway  but  little  difficulty 
should  be  experienced  in  securing  operating  men  from  the 
towns  along  the  route. 

Another  feature  upon  which  the  relative  economy  of  the 
plant  may  depend  is  its  location  with  reference  to  other  build- 
ings of  the  same  company.  If  it  be  located  some  distance 
from  the  administrative  department,  shops,  etc.,  much  time 
will  be  lost  when  repairs  are  to  be  made  and  many  economies 
will  be  overlooked  that  otherwise  would  be  secured  if  the 
plant  were  in  closer  touch  with  the  management.  If  the 
various  buildings  can  be  centralized  considerable  more  invest- 
ment will  be  justified  than  under  other  conditions.  It  may 
even  be  found  advisable  to  obtain  the  condenser-water  supply 
from  a  considerable  distance  to  permit  of  grouping  the  build- 
ings. Such  points  should  be  considered  on  the  basis  of  the 
investment  necessary  as  the  results  of  operation  under  the 
various  conditions  may  easily  be  estimated. 
Supply   of   Condensing    Water. 

A  knowledge  of  the  geography  of  the  power  plant  locality 
is  quite  necessary  when  making  plans  for  obtaining  con- 
densing water.  The  chief  requirement  in  such  a  situation  is 
"to  get  water."  The  amount  required  may  vary,  but  a  suffi- 
cient volume  must  always  be  available  for  condensing.  Pos- 
sibly no  other  feature  of  station  engineering  requires  so  much 
investigation,  study  and  preparation  as  this  one  problem. 
Evidently  there  is  no  ideal  condition  of  condenser-water  sup- 
ply. The  nearest  approach  to  the  ideal  is  when  the  plant 
stands  close  to  a  deep,  wide  stream  having  but  slight  varia- 
tion in  its  level.  But  such  supplies  are  not  generally  to  be 
had  where  plants  are  needed. 


Jf.cuary  U  7 


ELECTRIC     RAILWAY     REVIEW 


L.SSJ 


On  the  other  hand,  the  station  may  be  l<>,  ated  close  to  a 
small  stream  that  flows  between  narrow  banks,  overflowing 
in  and  almost  dry  another.  This  is  a  typical  situa- 
tion for  condenser  water-supply  and  to  overcome  its  must 
serious  objections  it  will  generally  be  found  neci  ssarj  to 
build  a  dam.  thus  allowing  the  water  to  accumulate  in  a  pond 
frcm  which  the  power  plant  supply  may  lie  drawn.  This  body 
of  water  may  then  be  used  as  a  cooling  pond  if  the  water 
supply  should  become  less  than  that  circulated  by  the  eon- 
denser  pumps.    Under  such  conditions  the  amount   et   water 


-  -fS ,*O0. 
£-■*.. 


Figure  2-*0-(l1-2) 


necessary  to  replenish  thai  lost  by  evaporation  would  be  little 
or  no  more  than  that  required  for  boiler  feeding. 

In  Figure  240(11  ill  is  shown  a  pond  built  in  the  basin 
of  a  stream  which  formerly  flowed  between  the  limits  shown 
by  the  dotted  lines.  The  banks  for  such  a  pond  should  be 
raised  to  a  height  such  that  the  waste  water  at  overflow 
times  will  be  confined  to  its  proper  channel  and  not  cut 
through  the  banks,  but  pass  over  a  waste  waterway  dug 
through  Arm  soil  and  having  sufficient  high  ground  between 
it  and  the  basin  to  prevent  erosion.  A  small  overflow  should 
be  laid  in  firm  soil  and  located  slightly  below  the  overflow 
Into  the  waste  waterway,  thus  permitting  the  circulation  of 
water  in  and  out  of  the  basin  if  there  is  hut  a  small  surplus 
Should  there  be  a  considerable  surplus  of  water  then  the  con 
denser  can  be  discharged  away  from  the  pond  through  the 
line,  a.  and  the  main  supply  he  kept  much  cooler.  The  line,  b, 
located  lower  than  the  bottom  of  the  pond,  provide!  I  ir  com 
plete  drainage. 

In  the  design  and  construction  of  work  oi  this  chain  ei 
no  water  pipe  should  be  laid  in  a  dam  or  fill.  I'm  Instance, 
It  may  appear  desirable  to  run  a  metal  drain  From  the  bottom 
of  the  pond  to  the  downside  of  the  stream,  laying  this  pipe 
in  the  same  place  and  at  the  same  time  as  the  dam  is  i 
Tim  difficulty  that  would  arise  in  such  a  case  would  not  be 
caused  by  the  pipe  carrying  water  through  It,  as  a  long  piece 
of  timber  would  make  the  same  trouble  Thai  Is,  tin-  watet 
from  the  pond  would  form  a  slight  leakage  along  the  surfaci 
of  the  pipe  or  tlmbi-r  extending,  through  tin  earthwork,  and 
bannel  had  been  col  through  it  would  only  bo  a 
short  tin.'  the  hoi.    would  become  enlarged  ami  the 

fill    SOI 

Th<-    earth    fill    should    not    be    subjected    to    having    watei 

pass  over  it  or  through   it,  but   it   should  be  carried   <■•  a 
sufficiently  high  elevation  to  (ores  the  waste  water  to  Bow 
ii  r  tii  andlstnrtx  of  like  char 

This  can   besl    bi    act 

of  ground  km  that    the   WS   <■     Watei    will   flov    OVST   il    and 

into   the   down-stream     Ide      This   spin 

»uffh  from  ti,i    pond  'o  precludi   any  possibility 

of  »  mk   dlvld  tint-   the 

Don    will 

'  d    in     Ki  ■hat    tb.     imall    OVSI  Mow 

h    virgin      oil  In! 


culty  met  in  building  such  a  line  is  due  t<>  the  tact  thai  the 
pipe  is  placed  in  a  trench  which  must  be  refilled  with  made 
ground.  This  difficulty  can  be  ov<  rcome  by  making  the  length 
of  the  overflow  line  sufficient  to  prevent  water  finding  its 
way  through.    As  the  overflow  has  practically  no  head  of  wa 

ter  above  the  till  which  surrounds  the  pipe,  the  water  b 
\or>  slight  tendeilCJ  to  leak  along  the  surface.  The  same 
precautions  should  be  observed  with  the  condenser  discharge 
trench  and  the  trench  for  the  line.  a.  if  the  latter  is  laid  at  a 
high  level,  say  IL'  inches  hi  low  the  small  pond  overflow 
However,  if  these  lines  are  at  a  low  elevation,  say  six  or  eight 
feet  below  the  surface  of  the  pond,  it  will  then  be  meossar\ 
to  make  the  trench  of  considerable  length  from  the  pond  to 
the  point  of  discharge;  and  to  further  insure  the  tightness 
of  tiie  trench  and  its  abilit]  bo  prevt  at  any  appreciable  v 
Bow  it  will  he  necessarj  to  puddle  the  fill,  using  plenty  of 
water  to  settle  the  replaced  dirt,  ir  clay  is  obtainable  for  re 
tilling  the  trenches,  then  a  short  trench  may  be  made  tight 
if  care  is  taken  in  plating  the  pipe.  In  fact,  it  will  be  found 
possible  to  make  a  trench  when  carefully  refilled  with  clay, 
more  secure  from  leakage  than  the  surrounding  ground, 
if  the  latter  be  of  a  sandy  nature. 

Too  much   Importance  cannot   lie   placed    upon   the  neces 
sity  i  r  carefull)  making  the  fill  below  the  pipe,  because  it  is 

at  this  point  that  set  page  and  trouble  occur.  Referring  to 
Figure  241-(Il-3)   the  space,  a.  would  naturally  he  filled  loosely 

unless  special  care  were  taken,     n  makes  no  difference  how 

far    the    earth    is    dropped    when    bein  I.    it    will    slill 

pack  only  at  the  sides,  b,  and  the  more  flrmly  it  is  packed 
hi  re  the  less  able  is  the  diri  to  move  sideways  and  closelj  mi 

Under    the    pipe.       The    weight    of    the    lill    has    no    tendency    to 


< 


Figure  241- (11-3). 
force   the   lining    tinder    the   pipe  and    there   is   no   pressure  on 

the  earth,  c,  dlrectlj  under  the  pipe,  unless  p  >s  caused  bj  de 

liberate  tilling,  wetting  and   ramming.    As  this  is  a  part  of  the 
trench   when'  a   channel  t  an    be  cut    without    ihe  sides  closing 

in.  ii  is  Invariably  tit  this  point  thai  leakages  occur  through 
pipe  trenches,  as  such  leakage  will  continue  cutting  away  the 

earth    until  a   sufficient    .amount   of  earth  has   been   removed   to 
allow    the    pipe   to   settle    into    the   opening   and    cause    trouble 

from  leakake  or  posslblj  breakage. 

Whenever  there  is  a  lead  et  water  on  a  trench  too  much 

Importance  cai t  bi    placed  upon  the  details  of  tilling,    t'.n 

work  ii  irj   to  use  metal  pipe  with  perfect!] 

tight  lolnl 

I  To   In     continued,  i 


Electrification  of  Railways  in  Italy. 


According  to  the  Klektrotechnlsche  Zeltschrlft,  eon  Idei 
aide  progress  I  made  in  the  electrical  equipment  of 

Ins.      U  am    rallwa]      in    Etalj       i  be    , .,,  \    for    the 

equlpmenl  "t  the  line  through  the  Qlovl  tunnel  on  the  M 

i  in 
the  \  compan)      The  total  cost  i  .i  at 

<'..'"»'  i  "i       \uoth.  i    lint 'o  be  i  li 

i.it    through    Die    tunnel    under   t he    Ippenlm      be 
Savons   and   si    Oluseppe,   the  equlpmenl    for  which 
win  be  supplied  bj    M<   srs.  i 

in  state  Rallws  Iderlng  thi 

Ii    locomotives    In    the     ectlon     Tui  In  Mod 
i  on   tie    i-'ioi.  ii, ,  liologna   line 


134 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  4. 


News  of  the  Week 


Interurban  Mail  Contract.— The  Shawnee-Tecumseh  Traction 
Company,  of  Shawnee,  Okla.,  has  been  awarded  a  contract  for 
carrying  United  States  mail  between  Shawnee  and  Tecumseh  four 
times  a  day.  Willis  E.  Fertig,  of  Shawnee,  is  president  of  the 
company. 

Ganz  Car  For  The  Erie. — On  February  15  the  Erie  Railroad 
will  receive  a  new  motor  car  of  the  Ganz  type,  now  being  built 
by  the  Barney  &  Smith  Car  Company.  The  trucks,  motor  equip- 
ments, etc.,  have  been  received  from  the  Ganz  Company,  Budapest. 
Hungary,  while  the  car  body  has  been  built  in  the  usual  way  in 
the  shops  of  the  Barney  &  Smith  Car  Company. 

Transmission  Wires  Cut  by  Order  of  Mayor.— The  transmission 
wins  of  the  Winnebago  Traction  Company's  interurban  line  be- 
tween Osbkosh  and  Neenah,  Wis.,  were  cut  last  week  by  the 
'  'shkosh  city  electrician,  by  order  of  the  mayor.  The  city  coun- 
cil last  August  passed  a  resolution  ordering  the  removal  of  the 
high-tension   wires   and   the   company  had   made   no   effort   to   obey. 

Bill  for  Cent-a-Mile  Passenger  Rate.— John  F.  Joyce,  a  mem- 
ber of  the  Indiana  legislature  from  Vigo  county,  is  said  to  have 
two  bills  which  he  will  introduce  in  the  coming  session,  affecting 
interurban  railroads.  One  provides  for  a  passenger  rate  of  one 
cent  a  mile  on  interurban  roads  in  the  state,  and  the  other  re- 
quires the  erection  of  passenger  stations  in  cities  of  more  than 
35.000  population. 

West  Penn  Railways  Increases  Wages. — Effective  on  January 
1,  the  West  Penn  Railways  Company.  Pittsburg,  Pa.,  voluntarily 
raised  the  wages  of  its  motormen  and  conductors  to  22  cents  an 
hour  for  the  first  year,  23  cents  for  the  second  and  2-4  cents  for 
the  third  year  of  service  and  thereafter.  The  men  were  also  pre- 
sented with  new  uniform  caps,  such  as  used  on  steam  railroads, 
as  a   Christmas  gift. 

Electric  Railway  Terminal  for  Buffalo. — President  H.  J.  Pierce 
of  the  Interurban  Railway  Company,  of  Buffalo,  N.  T.,  has  an- 
nounced that  within  two  years  the  company  will  erect  a  large 
passenger  terminal  for  electric  railways,  in  the  heart  of  the  city, 
to  be  used  by  both  city  and  interurban  lines.  By  that  time  it  is 
expected  to  be  able  to  travel  by  electric  cars  from  Buffalo  to 
Erie,    Cleveland.    Rochester   and   Toronto. 

Worcester  Polytechnic  Institute. — The  annual  catalogue  of 
Worcester  Polytechnic  Institute,  just  issued,  shows  that  the  Insti- 
tute now  has  a  total  registration  of  437  students,  of  which  85  are 
in  the  mechanical  engineering  course,  60  in  civil  engineering  and 
92  in  electrical  engineering.  Several  new  courses  are  offered. 
The  new  electrical  engineering  building  is  now  nearing  completion. 

To  Permit  Cities  to  Own  Street  Railways. — State  Senator 
Doris,  of  Oregon  county.  Mo.,  has  presented  in  the  senate  an 
amendment  to  the  state  constitution  to  permit  cities  of  20.000 
inhabitants  or  more  to  acquire  street  railways.  The  amendment 
provides  for  acquiring  existing  street  railways  or  property  to  be 
used  for  street  railways  by  condemnation  proceedings,  the  value 
of  the  property  to  be  determined  by  a  petit  jury.  Funds  for  such 
purpose  may  be  provided  by  a  bond  issue,  to  be  approved  by 
three-fifths  of  the  legal  voters. 

A  New  Electrical  Journal. — The  second  issue  of  Electrical 
Engineering,  published  every  Thursday  by  The  Kilowatt  Publish- 
ing Company,  203  Temple  Chambers.  London  E.  C,  has  been  re- 
ceived. Some  well  illustrated  articles  by  prominent  engineers 
are  presented,  including  "The  Designs  of  Small  Motors  for  Man- 
ufacture in  Large  Quantities,"  by  H.  M.  Hobart;  "Some  Points 
in  the  Design  of  Modern  Power  Stations,"  by  John  F.  C.  Snell. 
M.  Inst.  C.  E.,  "The  Generating  Station  of  the  Marylebone  Bor- 
ough Council,"  and  "Electrical  Engineering  in  India,"  by  J.  W. 
Clears. 

Association  for  Shop  Foremen  Proposed. — A  number  of  shop 
foremen  of  the  Public  Service  Corporation  of  New  Jersey  are 
taking  the  initiative  in  the  formation  of  an  association  of  electric 
railway  shop  foremen  to  hold  meetings  for  the  discussion  of  ques- 
tions relating  to  shop  practice.  A  constitution  and  by-laws  are 
being  prepared  to  be  submitted  at  a  meeting  to  be  held  in  Newark, 
N.  J.,  on  January  29,  for  which  invitations  have  been-  extended 
to  all  foremen  in  New  York  and  vicinity.  It  is  proposed  to  make 
the  association  principally  a  local  one  at  first  and  to  branch  out 
to  other  cities  later.  J.  R.  Case,  foreman  of  the  South  Orange 
shops  of  the  Public  Service  Corporation  of  New  Jersey,  is  inter- 
ested. 

Interborough  Rapid  Transit  Mutual  Benefit  Association. — Vice- 
President  E.  P.  Bryan,  of  the  Interborough  Rapid  Transit  Com- 
pany, New  York,  has  announced  the  formation  by  the  company  of 
a  mutual  benefit  association  for  its  employes,  to  give  financial 
aid  to  its  members  in  case  of  accident,  sickness  or  death.  The 
members  are  to  be  divided  into  three  classes  according  to  the 
amount  of  their  salary,  the  first  class  composed  of  those  who  re- 
ceive $35  or  less  per  month,  the  second  those  who  receive  between 
$35  and  $75,  and  the  third  those  who  receive  $75  or  more.  The 
members  will  make  monthly  payments  of  $.75,  $1.50  or  $3.00.  ac- 
cording to  the  class  in  which  they  are  enrolled.  The  company  will 
assume  the  payment  of  any  deficit  in  the  relief  fund.  The  man- 
agement of  the  association  will  be  assumed  by  a  superintendent 
and  an  advisory  committee,  in  the  choice  of  which  the  employes 
who  are  members  and   the  board  of  directors  of  the  company  will 


have  equal  voice.  All  employes  of  the  company  at  the  time  of 
the  inauguration  of  this  system,  January  15,  will  be  admitted  to 
membership  until  July  1.  1907.  without  examination.  At  that  time 
the  examination  system  will  be  introduced. 

Committee  on  Interurban  Accounts. — Mr.  Calvin  S.  Tingley, 
president  of  the  American  Street  &  Interurban  Railway  Account- 
ants' Association,  has  appointed  a  Committee  on  Interurban  Ac- 
counts, consisting  of  Wr.  H.  Forse.  Jr.,  assistant  treasurer  Indiana 
Union  Traction  Company.  Anderson.  Ind.,  chairman;  A.  B.  Bierck, 
auditor  Long  Island  Railroad,  New  York,  N.  Y.,  and  A.  C.  Henry, 
auditor  Lake  Shore  Electric  Railway.  The  committee  will  hold 
its  first  meeting  in  Philadelphia  within  a  few  days.  It  is  the 
intention  of  the  committee  to  discuss  and  plan  a  new  classifica- 
tion of  accounts  for  the  use  of  interurban  railways,  as  the  one 
now  in  use  has  been  found  somewhat  restricted  and  not  always 
sufficient  to  cover  the  requirements  of  long-distance  high-speed 
systems. 

Bills  Affecting  Street  Railways  in  Minnesota. — Two  bills  for 
the  regulation  of  street  railway  companies  have  been  introduced 
into  the  Minnesota  legislature.  A  bill  placing  the  electric  railways 
under  the  supervision  of  the  state  railroad  and  warehouse  com- 
missoin  was  introduced  by  Oscar  F.  Christensen,  of  St.  Paul.  The 
bill  provides  that  all  companies  now  or  hereafter  operating  elec- 
tric railways  for  the  transportation  of  passengers,  baggage  and 
freight  in  any  city,  village,  town  or  county  in  the  state,  shall  be 
subject  to  supervision  and  regulation  by  the  railroad  commission 
as  provided  for  other  railroads  in  chapter  10  of  the  new  code. 
The  commission  shall  have  power  to  make  reasonable  rules  and 
regulations  for  the  operation  of  electric  railways  in  city  or  coun- 
try. A  bill  offered  by  A.  G.  Johnson  requires  the  street  railway 
companies   to  issue  eight  tickets  for  25   cents. 

Address  at  Purdue  University. — Wilson  E.  Symons.  president 
of  the  Pioneer  Cast  Steel  Truck  Company,  914  Postal  Telegraph 
building,  Chicago,  addressed  the  Engineering  Assembly  of  Purdue 
University,  Lafayette.  Ind..  on  January  21.  Mr.  Symons  chose 
for  his  subject  "Theory  versus  Practice  in  the  Work  of  the  Me- 
chanical Engineer."  Drawing  upon  an  extensive  personal  experi- 
ence, he  presented  his  subject  in  a  manner  which  was  most  inter- 
esting and  instructive  to  his  student  audience.  He  described  the 
helplessness  of  a  man  trained  in  theoretical  matters  only,  dis-' 
cussed  with  care  and  discrimination  the  limitations  which  sur- 
round one  whose  entire  stock  in  trade  is  his  practical  experience, 
and  drew  a  fine  picture  of  the  opportunities  which  await  the  one 
who  combines  the  theoretical  with  the  practical.  Such  a  combi- 
nation he  regarded  as  essential  to  the  development  of  the  ideal 
engineer. 

Rewards  to  Employes  for  Satisfactory  Service. — The  Boston 
Elevated  Railway  Company,  on  December  29,  distributed  about 
$60,000  in  gold  among  its  uniformed  car  service  employes  as  spe- 
cial reward  for  good  conduct  and  satisfactory  service  during  the 
year  1906.  Nearly  4,000  men  each  received  a  $5  and  $10  gold  piece. 
The  rule  of  the  company  governing  the  distribution  is  that  all  em- 
ployes who  have  been  in  the  car  service  for  six  months  or  longer, 
and  who  have  rendered  continuous  and  satisfactory  service 
throughout  the  year,  will  at  the  close  of  each  year  receive  a  re- 
ward of  $15.  Conductors,  motormen,  brakemen,  guards,  station 
masters,  starters,  inspectors,  and,  in  fact  all  who  wear  the  uni- 
form of  the  car  service,  including  the  special  police  officers,  are 
included  in  the  distribution.  About  87  per  cent  of  the  total  num- 
ber of  men  who  have  been  in  the  service  as  long  as  six  months 
have  been  listed  to  receive  the  reward. 

To    Determine    Value    of    Superheated    Steam    for    Locomotives. 

— The  Carnegie  Institution  of  Washington,  D,  C  has  made  a 
grant  of  $3,000  a  year  for  a  period  of  four  years  to  Dean  W.  F.  M. 
Goss  of  Purdue  University,  Lafayette,  Ind.,  for  the  purpose  of 
determining  the  value  of  superheated  steam  in  locomotive  service; 
first,  in  connection  with  single-expansion  engines,  and  second,  in 
connection  with  compound  engines.  This  is  the  second  grant 
which  the  institution  has  made  to  Dr.  Goss.  While  given  to  him 
personally,  its  effect  will  be  to  stimulate  and  to  make  more  effec- 
tive the  work  of  the  Purdue  locomotive  laboratory.  Funds  thus 
received  will  be  employed  in  supplementing  the  resources  of  the 
laboratory  as  derived  from  all  other  sources.  The  results  of  Dr. 
Goss'  previous  research  under  the  auspices  of  the  Carnegie  Insti- 
tution, which  was  for  the  purpose  of  determining  the  value  of 
different  steam   pressures   in    locomotive   service,    is   now   in   press. 

Escalators    for    New    York    &    Long    Island    Tunnel. — The     New 

York  &  Long  Island  Railroad  Company,  which  is  building  the  so- 
called  Belmont  or  Steinway  tunnel  system,  has  awarded  a  con- 
tract to  the  Oits  Elevator  Company  for  the  two  largest  escalators 
ever  built,  to  be  installed  in  the  Manhattan  terminal  of  that  sys- 
tem at  Forty-second  street,  between  Lexington  and  Third 
avenues.  Trolley  cars  instead  of  trains  are  to  be  operated  in  this 
tunnel  and  by  running  on  a  short  headway  will  have  a  large  car- 
rying capacity.  It  is  estimated  that  the  capacity  of  the  tunnel 
will  be  at  least  equal  to  that  of  the  trains  of  the  Brooklyn  bridge 
during  rush  hours  and  that  the  escalator  equipment  will  be  equal 
in  point  of  capacity  to  the  entire  stairway  equipment  of  the  Man- 
hattan end  of  the  Brooklyn  bridge.  Furthermore,  not  only  will 
the  escalators  be  sufficient  to  handle  any  number  of  people  up  to 
the  capacity  of  the  cars  of  the  tunnel,  but  they  will  also  serve  to 
marshal  the  crowds  into  streams  of  people  moving  uninterruptedly 
without  coming  into  conflict  with  one  another.  The  escalators  will 
provide  service  between  levels  slightly  over  55  feet  apart  and  will 
be  arranged  side  by  side.  Most  of  the  time  one  will  be  operated 
ascending  and  the  other  descending,  but  during  the  morning  rush 
hour  both  will  be  operated  ascending.  As  an  appropriation  has 
already  been  made  for  a  new  Manhattan  terminal  to  the  Brooklyn 


January  26,  1907. 


ELECTRIC     RAILWAY     REVIEW 


135 


bridge,  which  is  to  bo  located  underground,  it  will  be  interesting 
to  note  whether  this  munlcipally-owned  enterprise  will  be  as  pro- 
gressive as  the  privately-owned  one  in  the  matter  of  installing 
moving  stairways.  Neither  the  escalators  nor  any  part  of  the 
entire  terminal  will  possess  any  woodwork  or  other  inflammable 
material.  The  escalator  is  the  invention  of  Mr.  Charles  D.  See- 
berger.  who  is  now  head  of  that  department  of  the  Otis  Elevator 
Company. 

Ceveland  Traction  Situation. — President  H  K  Andrews,  of  the 
Cleveland  Electric  and  President  A.  B.  Dupont,  of  the  Municipal 
Traction  Company,  held  a  conference  on  January  18  to  discuss 
various  phases  of  the  plan  by  which  the  Municipal  Traction  Com- 
pany proposes  to  form  a  holding  company  to  take  over  the  Cleve- 
land Electric  property,  under  a  leasing  plan  similar  to  that  under 
which  the  Municipal  company  now  operates  the  Forest  City  Rail- 
way. While  no  details  were  given  out  It  was  announced  that 
fair  progress  had  been  made  and  that  there  Is  nothing  to  indi- 
that  a  settlement  cannot  be  reached.  Both  presidents  stated 
that  there  are  no  grounds  for  the  reports  that  the  matter  of  price 
Is  likely  to  prevent  a  settlement.  Dally  conferences  have  been 
held  throughout  the  week,  at  which  various  other  officers  of  the 
any  have  participated,  and  It  Is  stated  that  several  points 
In    regard     to     t  lure    to    be    adopted    in    determining   on    a 

valuation  hav.  tied. 

Electric  Railway  Express  Company  Retires. — The  Electric  Rail- 
way Express  Company,  of  East  St  Louis.  111.,  announced  on  Janu- 
ary 17  that  It  would  co  out  of  business  as  soon  as  its  affairs  could 
be  wound  up  It  Is  not  yet  known  whether  It  will  be  reorganised. 
The  company  operated  over  the  East  ?t.  Louis  &  Suburban  Rail- 
way, which  owned  the  express  cars  and  furnished  the  motormen 
and  conductors.  The  winding  up  of  the  company's  affairs  Is  said 
among  Its  stockholders,  most  of  whom 
are  also  interested  In  traction  companies,  and  not  on  account  ol 
any  financial  difficulties.  It  has  conducted  a  heavy  express  business 
In  the  last  few  months  New  cars  were  ordered  recently  for  the 
Alton  line,  which  was  opened  two  months  ago.  Two  of  these 
cars  have  not  vet  arrived  from  the  shops.  Depots  are  malnt 
at  Broadway  and  tbi  Levee,  In  East  St.  Louis.  Alton.  Belleville, 
Edwardsvllle.  Colllnsvllle.  Lei. anon.  O'Fallon.  Maryvlllo.  Casey- 
vllle  ant]  Edgernont.  Buperinti  ndent  J.  F.  Johnston  has  Instructed 
the  company's  agents  to  accept  no  more  business. 

Interurbans    Not    Required    to    Erect    Stations    at    All    Stops. — 

Traction    lines    In   Ohio   will   probably  not  be    required    b 

literally,    the  section  of  the  new   Ohio  railroad   law  which   requires 

the  erection  of  a  passenger  station  at  all  regular  stops,  to  be  kept 

-lv    heated    and    lighted,      Mr     O.    P.    Gothlln.    member   of  the 

Ohio    railroad    commission.    In    an   Informal    interview   recently    said 

that  a  strict   Interpretation  of  the  law  would  he  manifestly  unjust 

to  the  Interurbans.   many  of  which  are  required  by  their  franchises 

to   stop   at   all   street   and    road    crossings   and   many   farms   along 

their   routes,   when   there   are   passengers   that   wish    to  alight  from 

ra.      Irterurban    road  ■     not   bound   by   such 

franchise    provisions.    Mr     Gothlln    said,    would    undoubtedly    omit 

many   of   these   stops    If   the   provision   of   the  law   w  preted 

literally,    as    applied    to    them.      Mr.    Gothlln    further    said    that    if 

the    question    came    up    to    the    commission,     to    be    decided    on    a 

tint    of    any    kind.    It    would    probably    interpret    the    law    as 

•  •n    lines    to   include   only   principal    stops    In    towns 

tillages    through    which    thev   pass,    holding    the    stops   at   cross 

or  farms    t"  be  accommodation   or   Hag   stops.     A   number  of 

Mng    small    shelter    houses    at    many    of    these 

r  *top*. 

Chicago     Traction     Situation. — There     have     been     DO     especial 

■  t*    In    the    Chicago    street    railway    situation    during    the 

past  v  tl's  official  referendum  petition  and 

' .  been   olrci 

•    from    la'  ippears    little    proba- 

pilslte   Sfi.OftO   names   helng  secured   before    February 

t  T    E    Mitten    of  the  Chicago  City  Railway  company. 

on    Jai  !    a    statement    of   the    compnnv's    position    In 

II.    said    thai   while   he   il 

gratified   to   hav.-   the   ordll  I    by  a    popular  vote   such 

llltatlon    so   thnt    the   Imp 
next   winter.     The  board  of  sup. -i  - 
vising  .nlze.i    and    plans    decided    upon    at 

Irlng  on    I'  '  most 

ptlons     car  -ten. I'd     V 

psym>  i  •      '  im       The   company  Is   now   reeetvtnt 

esrs  is    fnNt    at 

'    ' 

i    It 

Meloers    for    Conductors    In    Rush    Hours.—'! 

•     Technl 

-..  II  "Ignals  for   I 
'    off   pass. 

■ 

■ 

While 

' 

off,    snd 


on  the  rear  platform  to  announce  when  everything  was  all  ri«ht. 
This  resulted  in  much  delay  and  many  serious  accidents  from  the 
car  being  started  too  soon.  TJnder  the  new  system  the  "trolley 
boy"  boards  the  car  at  the  downtown  terminus  and  relieves  the 
conductor  of  the  work  on  the  rear  platform  until  the  car  reaches 
Oakland,  by  which  time  the  conductor  has  completed  collecting 
fares  and  Is  able  to  give  his  attention  to  the  operation  of  the 
car.  Leaving  the  car  at  Oakland  the  "trolley  boy"  returns  to 
the   downtown   district  on    the   next   car.     In    speaking  of  the   new 

em  James  D.  Callery.  president  of  the  Pitt- 
said:  "This  has  been  an  experiment,  but  I  think  it 
demonstrated  that  It  Is  the  safest  way  to  operate  the  cars  during 
the  rush  hours,  and  the  innovation  will  be  extended  as  rapidly 
as  possible.  The  two-man  system  will  become  permanent  If  a 
thorough  test  shows  that  it  Is  productive  of  better  service  to  the 
public." 

Is  Car  Running  Along  State  Line  Engaged  In  Interstate  Com- 
merce?— The  Nashville  (Tenn.)  Banner  prints  the  following  state- 
ment In  regard  to  a  unique  complication  under  the  Interstate 
commerce  law  which  exists  in  Bristol,  Tenn.:  "Edwin  M.  Walker, 
manager  of  the  Bristol  Belt  Line  Railway  Company,  states  that 
his  company  will  not  issue  complimentary  pass,  s  to  anyone  this 
year  on  account  of  the  restrictions  of  the  new  federal  rate  regula- 
tion act.  The  attorneys  of  the  company  have  decided  that  the 
electric  line  Is  an  Interstate  railway  and  for  this  reason  subject 
to  the  anti-pass  provision  The  situation  Is  a  decidedly  unique 
one.  The  electric  cars  are  operated  almost  entirely  In  Bristol. 
Tenn..  except  over  State  street.    On  this  street  the  car  line  is  astride 

-tate  line  for  half  a  mile,  one  rail  being  in  Virginia  and  the 
other  in  Tennessee.  This,  it  has  been  decided,  makes  it  an  inter- 
sl  ite  railway.  However.  It  would  be  possible  for  the  passenger  to 
make  the  entire  trip  through  the  city  withotit  getting  Into  Vir- 
ginia, but  In  order  to  do  this  he  would  have  to  be  seated  on  the 
south  side  of  the  car  during  the  run  through  State  street.  1' 
might  be  Issued  provided  the  patties  thus  complimented  should 
agree  to  always  cling  t"  the  south  side  of  the  car.  but  for  fear 
..f  complications,  no  passes  will   be  issued." 

Bill  to  Give  Eminent  Domain  to  Interurbans.  A  bill  has  1  .  .  n 
introduced  in  the   Texas  legislature  to  give  the  right   of  emlnenl 

in  to  electric  railways  between  cities  and  towns  in  the 
a  right  of  way  2«o  ft  Is  provided  for      Section  8  pro 

that:      "Su.h    corporations   shall    have    the    right    and    power    p.   eon 
struct   their  railways       01  rose   and   Over 

rse,  bay.  navigable  water,  arm  of  the  sea,   street,   high- 
war,  plank  road,  tm:  nal  which  the  route  of  such  ral 
shall  touch  and  shall  have  the  riant   to  erecl   ami  operati    brli 

trams,  t  resiles,   or  r.i  across  any  such   StTl 

water  courses,  navigable  water,  bay,  arm  of  th.-  sea.  street,  high- 
way, plank  toad,  turnpike  or  Canal;  provided  however,  that  any 
such   bridge  or  other  structure  t.  .1   as  not   unni 

sarlly    or  unreasonably    to   prevent    the  navigation    of  any    such 
i    watei   i  ..in.-,     bay,  arm  of  the  si  i    and 

i'd  further  thai   nothing   :  d  shall  authorlsi 

construction  of  any  such  electric  railway  upon  or  across  any  street, 
alley,    square   or   property   of  any   Incorpors  or   town,    with- 

out  t  i  ■  ty  Or    town,   and    that    in 

onstructlon   ■■(  any   electric  railway  along  highv, 
turnpikes  or  cans  apany  shall 

.ith.r  flrs)  obtain  thi 
Jurisdiction  of  the  same  or  shall  condemi 
\lslons    of   the    law." 

Retail  Merchants'  Plan  to  Reoulate  Philadelphia  Rapid  Transit 
Company.— The    Retail    Ml  of    Philadelphia    on 

ity    21    submitted    to    tie     din,  t.os    of    the    Philadelphia    Rapid 
Transit    Company    and    P.    tli.     pul, lie    a    complete    plan    for    ImptTj 

th.-  street  railway  situation  in  that  city,  which  is  in  a 

'     is  condition  on   account   of  the  financial  difficulties  of  the 

company  and  its  inability  foi    improvement 

of    the   principal    reasons    f  impany*!   lack   of  credit    Is   con- 

provision    In    a    city   ordinance   of    1SH7   which    | 

the  city  th"  right  to  taki  I  railway  i 

Urns  on   payment  of  the   eosl   of  ■  The  plan  of  the 

Merchants.    In    brief.    Is    t..    r.  p.   .1    this    Ordinance,    In    return 

f"t   whi.h  the  oompan     I     to  exohan  snl  unllml 

f..r  a  new  grant  running  for  fifty  years,  the  eitv  reserving 

lit    to  put                                                                        |  of   that    period       t'n.ler 
this     pi  nd     the     Blty     would     enter     lot 

the   city  Is  to  share  squally   In 
net    1  'c.d    lawful    Itu 

en   their   Investment,    from   January    i.    19<  is   to 

'a-   ..n    its   si,„  u     111,000,000     I"   I" 
'        .  it  v   shall  any 

■  ■    for 

i  110,001 Phli   option   i'    i" 

i  I.,  the  highest  blddi 

Bfl     frOm     the    Kioto*    receipts      Is     t..    I.e     .  .,  t  a  l.llshe.l      vtd'h 

.I   i  !••  r  .  ■  ,t  t  iM.nnn.'i'  |  ths 

lulra  the  property  a! 
All   Imp'  oven  inn 

all  franchises  for  further 

nn.l 

ngs   and    ■  liability, 

i    Transit 

' 


136 


ELECTRIC     RAILWAY     REVIEW 


Vol.  xvn,  No.  4. 


years.  The  company  Is  so  overcapitalized  that  the  rentals  which 
It  must  pay  to  the  leased  companies  Imposes  a  very  heavy  drain 
on  Its  earnings  and  It  Is  unable  to  finance  the  new  lines  for  which 
it  has  secured  franchises  In  recent  years  and  which  are  necessary 
to  the  city's  development.  The  merchants'  association  believes 
that  Its  plan  will  restore  the  company's  credit  so  that  It  will 
be  possible  to  make  the  needed  improvements  and  at  the  same 
lime  give  the  city  the  desired  control  over  Its  transportation 
facilities. 

Long  Journey  of  Private  Electric  Car. — The  private  car  "Jose- 
phine" left  Cleveland  on  Tuesday,  January  2.  at  4:30  p.  m.,  for 
Indianapolis,  carrying  the  officials  nf  the  Everett-Moore  lines  and 
a  number  of  Invited  guests  to  the  annual  meeting  and  banquet  of 
the  Central  Electric  Railway  Association,  which  was  held  at  the 
Hotel  Claypool  on  January  24.  The  route  was  over  the  Lake 
Shore  Electric  from  Cleveland  to  Toledo;  the  Toledo  Bowling 
Green  &  Southern  to  Findlay;  the  Western  Ohio  to  Lima;  the  Ft. 
Wayne  Van  Wert  &  Lima  to  Ft.  Wayne;  the  Ft.  Wayne  &  Wabash 
Valley  to  Peru;  and  the  Indiana  Union  Traction  to  Indianapolis. 
Those  Included  in  the  party  were:  General  Manager  F.  J.  Stout 
and  Secretary  F.  W.  Coen  of  the  Lake  Shore  Electric;  General 
Manager  Joseph  Jordan  and  Assistant  Secretary  Smock  of  the 
Cleveland  Plalnesville  &  Eastern;  C.  F.  Franklin,  president  of 
the  Toledo  &  Western;  Allen  Edwards,  purchasing  agent  of  the 
Detroit  United  Railways;  C.  F.  Smith,  general  manager  of  the 
Toledo  Bowling  Green  &  Southern;  F.  D.  Carpenter,  general  mana- 
ger of  the  Western  Ohio;  C.  D.  Emmons,  general  manager  of  the 
Ft.  Wayne  &  Wabash  Valley;  F.  T.  Hepburn,  general  manager  of 
the  Lima  &  Toledo;  H.  A.  Nicholl,  general  manager  of  the  Indi- 
ana Union  Traction;  Joseph  Young,  general  passenger  agent  of 
the  Toledo  Railways  &  Light;  H.  C.  Young,  general  passenger 
agent  of  the  Lake  Shore  Electric;  L.  K.  Burge.  superintendent  of 
transportation  of  the  Lake  Shore  Electric;  J.  T.  Ross,  chief  engi- 
neer of  the  Everett-Moore  properties:  John  Witt,  secretary  to  E. 
W.  Moore,  and  T.  H.  Hogsett,  counsel  of  the  Lake  Shore  Electric. 
Attorney  General  of  Missouri  Refuses  to  Bring  Suit  Against 
United  Railways. — Attorney  General  Hadley.  of  Missouri,  has  de- 
clined a  request  made  by  Attorney  Charles  Fensky  that  he  insti- 
tute proceedings  to  forfeit  the  franchises  of  the  various  street 
railway  companies  formerly  doing  business  In  the  city  of  St.  Louis 
which  have  transferred  their  property  and  franchises  to  the 
United  Railways  Company,  and  also  for  the  institution  of  a  simi- 
lar proceeding  for  the  forfeiture  of  the  charter  and  property  of 
the  United  Railways  Company.  After  a  public  hearing,  which 
was  attended  by  representatives  of  the  United  Railways  Company 
and  of  the  city  council,  Mr.  Hadley  has  replied  to  Mr.  Fensky, 
stating  that  In  his  opinion  the  statute  under  which  the  consoli- 
dation was  effected  Is  not  unconstitutional,  as  claimed  by  Mr. 
Fensky,  as  It  is  not  a  special  law  but  a  general  one,  and  as  the 
constitutional  prohibition  against  the  consolidation  of  parallel 
and  competing  roads  refers  only  to  steam  roads.  In  answer  to 
the  contention  that  the  United  Railways  is  using  the  streets  of 
St.  Louis  for  the  purpose  of  carrying  freight  other  than  express, 
Mr.  Hadley  says  that  It  was  stated  at  the  oral  hearing  that  as 
a  matt?r  of  accommodation  the  United  Railways  had  carried  dirt 
taken  from  excavations  for  buildings  in  St.  Louis.  The  repre- 
sentatives of  the  railroad  contended  that  this  had  only  been  done 
In  a  few  isolated  cases,  and  gave  assurances  that  the  practice 
would  thereafter  not  be  engaged  in.  In  regard  to  the  contention 
that  the  United  Railways  Company  did  not  at  the  time  of  its 
incorporation  have  on  hand  the  amount  of  money  required  by  law 
or  stated  in  the  articles.  Mr.  Hadley  says  that  Mr.  Fensky  has 
furnished  no  evidence  in  support  of  his  claim,  and  that  even  If 
true  it  would  not,  in  his  opinion,  at  this  late  day,  furnish  a  jus- 
tification for  the  institution  of  ouster  proceedings.  Mr.  Fensky 
states  that  he  will  next  ask  Circuit  Attorney  Sager  to  institute 
proceedings. 

Metropolitan  Street  Railway  Equipping  Closed  Cars  with 
Vestibules. — All  the  closed  cars  of  the  Metropolitan  Street  Rail- 
way, of  New  York,  are  being  equipped  with  vestibules  as  rapidly 
as  the  parts  can  be  obtained  from  the  manufacturers.  Already 
there  are  about  200  vestibuled  cars  in  use  and  new  cars  are  being 
equipped  at  the  rate  of  15  a  day.  By  the  time  the  open  cars  are 
again  put  into  service  it  is  expected  that  there  will  be  at  least 
1,200  vestibuled  cars  in  daily  use.  The  rest  of  the  cars  will  be 
equipped  during  the  summer,  so  that  the  next  year  all  the  winter 
rolling  stock  of  the  surface  lines  will  be  vestibuled.  The  policy 
of  the  company,  as  stated  by  General  Manager  Oren  Root,  is  to 
equip  systematically  a  certain  number  of  cars  on  each  of  Its  lines 
in  order  that  at  the  earliest  possible  moment  all  the  cars  on  night 
service  may  be  vestibuled.  The  cars  in  night  service  on  the 
more  exposed  lines  are  now  entirely  vestibuled.  The  work  of 
equipment  Is  being  done,  under  the  supervision  of  the  company's 
engineers,  in  the  barn  headquarters  of  the  several  lines.  Mr. 
Root  said:  "It  Is  not  the  expense,  which  is,  however,  very  large, 
but  other  considerations  which  have  deterred  the  Metropolitan 
from  adopting  vestibules  long  ago.  We  recognize,  of  course,  their 
many  good  points,  and  the  increase  of  comfort  their  use  brings 
to  the  motormen  and  conductors.  But  we  have  also  considered 
the  well-known  fact  that  with  vestibules  the  danger  of  accident 
is  largely  increased  in  any  event;  and,  furthermore,  that  what  is 
true  of  vestibuled  cars  in  general  can  be  said  of  them  with  much 
more  force  when  New  York  city  is  concerned,  for  here  we  have 
a  whole  set  of  traffic  problems  that  are  met  nowhere  else  in  the 
world.  If  we  have  appeared  to  hesitate  in  regard  to  the  adoption 
of  vestibuled  cars  it  is  only  because  our  doubts  as  to  their  avail- 
ability for  our  use,  considering  the  extraordinary  conditions  exist- 
ing here,  have  been  outweighed  by  our  care  for  the  welfare  of 
the  men," 


Construction  News 


FRANCHISES. 


Brooklyn,  N.  Y. — The  Nassau  Electric  Railroad  Company  has 
been  granted  a  franchise  by  the  board  of  estimate  for  a  surface 
line  in  Livingston  street.  This  line,  when  built,  will  relieve  the 
congestion  in  Fulton  street  caused  by  the  construction  work  on 
the  subway  extension.  The  board  also  authorized  the  issuance  of 
stock  to  the  amount  of  $49,000  for  improvements  In  Livingston 
street.  The  company  agrees  to  pay  the  city  3  per  cent  of  its 
gross   receipts   with   a  surety   deposit   of   $10,000. 

Carbondale,  III. — The  Southern  Illinois  Transit  Company  is 
applying  for  a  franchise  for  an  electric  road  from  Carbondale 
through   Murphysboro,    Cartervllle,    Herrin   and   Johnston    City,    111. 

Cody,  Wyo. — A  franchise  has  been  granted  to  the  Northwest 
Wyoming  Construction  Company  to  build  a  broad-gauge  electric 
railroad  connecting  the  town  of  Cody  with  the  terminus  of  the 
Burlington  railroad  across  the  river.  The  company  will  begin 
construction  Inside  of  six  months.  It  is  proposed  to  extend  the 
line  to  the  sulphur  works  near  town,  and  in  time  to  connect 
Cody  with  the  adjoining  small  towns  and  ranching  settlements. 
Tracks  will  also  be  run  through  the  alleys  so  that  loaded  freight 
cars  can  be  transferred  from  the  Burlington  to  the  warehouses  in 
town. 

Connersvllle,  Ind. — The  city  council  has  granted  a  franchise 
to  the  Connersvllle  Street  Railway,  of  which  R.  N.  Burgess  Is 
vice-president. 

Fremont,  O. — The  city  council  has  granted  to  Webb  C.  Hayes. 
John  F.  Worst  and  Frank  Heim  a  25-year  franchise  for  a  belt 
line  street  railway,  said  to  be  in  the  Interest  of  the  Toledo  Port 
Clinton  &  Lakeside  Electric  Railway. 

Louisville,  Ky. — The  Louisville  Railway  Company  has  been 
granted  a  franchise  to  use  the  Bardstown  road  for  the  extension 
of  its  line  to  Fern  Creek. 

Pittsburg,  Pa. — The  committee  on  routes  of  the  Pittsburg 
city  council's  rapid  transit  commission  has  approved  the  pro- 
posed routes  of  the  Pittsburg  Subways  Company,  as  provided 
in  the  original  ordinance  submitted  by  the  company.  The  execu- 
tive committee  has  also  adopted  recommendations  as  to  the  com- 
pensation to  be  paid  the  city  In  return  for  a  50-year  franchise, 
as  follows:  City  to  receive  2  per  cent  of  the  gross  earnings  for 
the  first  10  years.  5  per  cent  for  the  next  15  years,  and  for  the 
next  25  years  an  amount  to  be  fixed  by  a  board  of  appraisers, 
consisting  of  the  mayor,  the  president  of  the  company  and  a 
third  person.  At  the  end  of  50  years  the  city  is  to  have  the  right 
to  purchase  at  an  appraised  value,  which  shall  represent  the  cost 
of  construction  and  equipment  less  depreciation  without  regard  to 
earning  power.  If  the  city  does  not  desire  to  purchase  the  fran- 
chise shall  be  given  to  the  company  offering  the  most  advan- 
tageous terms,  which  shall  have  the  right  to  purchase  the  prop- 
erty on  the  same  terms  as  the  city.  The  company  shall  file  an 
indemnity  bond  of  $500,000.  President  Lovejoy,  of  the  Pittsburg 
Subways  Company,  has  announced  that  these  provisions  are  not 
entirely   satisfactory. 

Port  Clinton,  O. — The  city  council  has  granted  a  franchise  to 
the  Toledo  Port  Clinton  &  Lakeside  Railway,  of  Toledo,  for  a 
hranch   line   to  the  state  rifle  range 

St.  Louis,  Mo. — The  St.  Louis  Fern  Ridge  &  Western  Railroad 
has  filed  its  acceptance  to  the  modifications  of  Its  franchise  with 
the  county  clerk.  Its  bond  of  $5,000.  required  by  the  county  court, 
was  also  filed.  The  company  has  a  franchise  to  build  a  road  from 
the  city  limits  to  Etzel  avenue,  west  to  the  Olive  street  road,  and 
out  that  thoroughfare  to  Studt's  park.  Creve  Coeur  lake.  The 
promoters  say  that  under  the  modified  franchise  no  trouble  will 
be  encountered  In  financing  the  road.  A  great  part  of  the  amount 
required  has  been  raised  by  the  property  owners  along  the  route, 
who  declare  they  will   build  the  road  at  once. 

St.  Louis,  Mo. — The  Hillsboro  Kimmswick  &  Southern  Railway 
has  been  granted  a  50-year  franchise  to  build  an  electric  line  for 
freight  and  passenger  traffic  on  the  Lemay  Ferry  road  from  the 
southern  city  limits  to  the  Meramec  river  with  the  following  pro- 
visions: Freight  may  be  carried  from  8  a.  m.  to  6  p.  m.,  but  must 
not  interfere  with  the  passenger  business;  fare  5  cents;  within 
30  days  from  the  acceptance  of  the  franchise  the  company  must 
file  a  bond  for  $5,000  with  the  county  and  renew  every  five  years, 
and  within  six  months  must  must  be  started  on  the  line;  a  de- 
posit of  $1,000  must  be  made  to  protect  repairs  on  the  roadway. 
W.  Gutke,   president;   Lee  A.   Hall,   secretary. 

St.  Louis,  Mo. — The  bill  authorizing  the  St.  Louis  Electric 
Terminal  Company  to  build  single  and  double  track  lines  in  the 
city  to  give  the  Illinois  Traction  System  terminal  facilities  in 
St.  Louis,  which  has  been  before  the  municipal  assembly  for  about 
six  months,  has  been  reported  without  recommendation  by  the 
committee  on  legislation.  The  bill  will  be  considered  by  the  as- 
sembly on  January  29,  at  which  time  it  Is  expected  that  several 
amendments  will  be  offered. 

San  Francisco,  Cal. — A  franchise  has  been  granted  to  the 
United  Railroads  of  San  Francisco  for  the  extension  of  its  Six- 
teenth street  line,  by  the  terms  of  which  3  per  cent  of  the  gross 
receipts  for  the  first  5  years.  4  per  cent  for  the  next  10  years 
and  5  per  cent  for  the  last  10  years,  goes  to  the  city. 

South    Bend,    Ind. — M.   C.   Welsh  has  been  granted  a  franchise 


January  26,  1907. 


ELECTRIC     RAILWAY     REVIEW 


137 


by  the  county  commissioners  to  construct  an  electric  railway  be- 
tween South  Bend  and  Raymond.  Ind.  It  is  stated  the  line  will 
bo  built  immediately  and  be  in  operation  within  a  few  months. 

Spring  Bay,  III. — A  franchise  has  been  granted  to  the  Chi- 
cago Milwaukee  Peoria  &  St.  Louis  Railway  Company  for  right  of 
way  through  the  village  and  a  40-foot  frontage  on  Lake  street. 
It  is  said  that  the  company  proposes  to  build  an  electric  rail- 
way from  Chicago  to  Peoria  by  way  of  Aurora,  La  Salle  and 
Lacon.  111.  In  return  for  the  franchise  the  company  will  erect  a 
depot  at  Spring  Bay,  the  ground  for  which  will  be  donated  by 
Capt.  C.  A.  Zellar,  president  of  the  village  board  It  is  stated 
that  the  line  will  touch  the  towns  of  Magnolia.  Hennepin  and  Los- 
tant  between  Lacon  and  Spring  Valley.  H.  F.  Cherry,  of  Lacon, 
is    interested. 

Tacoma.  Wash. — Merle  G.  Wightman  and  C.  E.  Muckler  have 
accepted  the  franchise  granted  by  the  council  on  December  12  for 
an  electric  line  between  Tacoma  and  Seattle  and  have  filed  a 
check  for  $1,000  with  the  city  officials.  The  line  must  be  in  ope- 
ration In   two  years. 

Wlnterset,  la. — A  franchise  has  been  granted  to  the  Des 
Moines  Winterset  &  Creston  Electric  Railway  on  the  same  terms 
ai  thai  granted  at  Creston.  The  company  has  now  secured  60 
per  cent  of  Its  right  of  way  and  has  made  arrangements  for  ter- 
minal facilities  in  Des  Moines.  W.  D.  Skinner,  of  Des  Moines. 
president. 


INCORPORATIONS. 


Central  Interurban  Traction  Company. — Incorporated  in  Mis- 
souri to  build  electric  railways  In  St.  Louis  to  connect  with  the 
Hlllsboro  Klmmswlck  &  Southern  Electric  Railway,  incorporated 
last  year  by  the  same  Interests  to  build  from  St.  Louis  to  Flat 
Capital  stock  $50,000.  Incorporators:  Charles  A.  Gutke 
and  John  A.  Laird,  of  St.  Louis,  and  others.  The  company  has 
applied  for  franchise  in  St.  Louis  over  a  route  paralleling  several 
of  the  lines  of  the  United  Railway  on  the  south  side  of  the  city. 
A  three-cent  fare  Is  stipulated. 

Citizens'  Railway  Company. — Incorporated  in  Illinois  to  take 
over  a  line  about  a  mile  long  running  from  State  and  Senate 
streets,  Venice.  111.,  to  the  Mississippi  river,  which  has  been  pur- 
chased by  the  Illinois  Tiactlon  Company  from  C.  M.  Clark,  of 
Philadelphia.  Capital  stock,  $5,000.  Incorporators:  B.  L.  Bram- 
ble,  C.   A.  Wright  and  C.  E.   Cox,  all  of  Champaign,  111. 

Corn  Belt  Traction  Company. — Incorporated  in  Illinois  to 
build  and  operate  an  electric  line  between  Bloomington  and  Cham- 
paign through  McLean,  Dewltt,  Piatt  and  Champaign  counties. 
It  la  said  the  road  has  been  surveyed  as  far  as  Leroy  and  will 
follow  the  general  line  of  the  Big  Four  Railroad.  Capital  stock. 
100.  Incorporators,  William  McJBUnley,  Peter  W.  Moore  and 
Karl  D.  Riddle,  of  Leroy;  Lewis  B.  Thomas  and  Henry  C.  Larsh 
of  Bloomington,  111.  Officials  of  the  Illinois  Traction  Company 
disclaim  all  knowledge  of  this  company. 

Detroit  Jackson  &.  Chicago  Railway..— Incorporated  in  Michi- 
gan to  take  over  the  Detroit  Ypsilanti  Ann  Arbor  &  Jackson  Rail- 
way for  the  Detroit  United  Railway.  Capital  stock  $25,000.  In- 
corporators: F.  W.  Brooks,  Joseph  Bampton,  A.  E.  Peters,  A  F. 
Bdwai  Irwin    Fullerton,     all     associated    with    the    Detroit 

United  Railway. 

Ithaca-Seneca  Falls  Electric  Interurban  Railway. — Incorporated 
In  New  York  to  build  an  electric  road  with  a  capital  stock  of 
$1,000,000  of  which  $100,000  will  be  raised  by  local  subscription. 
Officers:    President,  Jacob  Rothschild,   Ithaca;  vice  C.   S. 

Hood.    Seneca    Falls;    secretary,    J.     N.     Hammond.    Seneca    Falls; 
treasurer.    F.    M.    Bush.    Ithaca.     Directors:    Thomas   J.    Clary   and 

Williams,    Seneca    Falls;     F.     L.      Mawus,    Ithaca;    Will. 
Biggs.  Trumansburg;  Ogden  Wheeler,  Romulus. 

Nevada  Mason  &.  Los  Angeles  Railway. — Incorporated  In 
Nevada  with  a  capital  stock  Of  Jl, ""0.000  to  build  an  electric 
railway  from  Wellington  to  Nabuaka,  Nov.  President  Newton 
Evans,      <.f      Lot      A.  .1.;      secretary,      l\      W.     Kiln 

treasurer,   J.   O.    Kaufn 

Seashore    Municipal    Railroad.     tnoOT]  I    Albany,    N     Y 

■nstruct   a    flve-mile     electric    road    from 
iway.    Na.--  k   $150,000.      It.    . 

!•    I     •■. i .■  ■       I  M    ii    Day,  Brooklyn  and  n    B    iiristoi, 

'. 

South     Carolina     Public     Service     Corporation.     Incorporated     In 

Una  In  s..wi  h  and  Moi  th  i 

plaim  whl  •  ai  follows:  The  ro  ctand  from 

hlng  to  Bprlngfleld  ami   Aiken, 
8.    c.   and    Augusta.    Qa.     The    northern  fr..m 

Columbia  by  way  of  Wlni  Hill    to   I 

division 
Oreenwoo-l  and  Abbevllli 

point   the  road   will   form  a   loop  Union 

Uon   with   i 
n    will    also   start    Bros  nton 

and     I 

r    InrKe    m  •    while    thi 

traffic  will 
ro«ch*«    with    !• 
traJn>   win  i  i    for 

«''«    <>f    Ii  it 
similar    to   those    used    on    recently    ele<  trlfl>-<i    steam    lines    will    be 


the  motive  power.  There  will  be  three  or  more  water-power 
stations  and  a  steam  plant  near  Charleston  which  will  generate 
current  at  33.000  volts.  This  will  be  transmitted  by  the  hlgh- 
on  transmission  line  to  substations  along  the  line  where  It 
will  be  stepped  down  to  pressures  suitable  for  the  operation  of 
cars  and  for  sale  to  municipalities  and  industrial  enterprises 
for  lighting,  heatins  and  power  purposes.  The  compan 
talised  at  $10,000,000  and  lias  general  it  51-53  Broad  s. 

New  York.  The  officers  rue:  President,  Joseph  J.  Timmes;  vice- 
president  and  general  manager,  Charles  R.  Van  Etten;  secretary 
and  treasurer,  John  P.  Bonney.  Directors:  Joseph  J.  Timmes. 
C.  R.  Van  Etten.  John  P.  Bonney,  Joseph  Bermel,  Lawrence  M. 
Pinckney,  John  C.  Lott.  Dow  S.  Smith.  Frederick  \V.  Schroeder 
and  Robert  H.  Jennings. 

Staten  Island  Midland  Railway. — Incorporated  In  New  York 
as  a  reorganization  of  the  Staten  Island  Midland  Railroad,  of 
Stapleton,  N.  Y.,  which  is  now  In  the  hands  of  receivers.  S.  F. 
Ilazelrigg  and  Eugene  B.  Howell.  26  Broadway,  New  York.  Cap- 
ita] stook  $1,000,000.  Incorporators:  Isaac  A.  Levy,  M.  K.  Kalz. 
and  Joseph   G.   Swltzer,   of  New    York. 

Waupaca-Green  Bay  Railway. — Incorporated  in  Wisconsin  to 
build  a  line  from  Waupaca  to  Scandinavia.  11  miles.  Capital 
stock  $150,000.  Incorporators,  A.  G.  Nelson.  A.  M.  Penney  and 
John  Gordon,  Waupaca;  A.  Aggerback  and  W.  B.  Johnson,  Chi- 
cago. 

Wisconsin  Electric  Railway. — Incorporated  In  Wisconsin  with 
large  powers  to  build,  acquire  and  operate  electric  railways,  light- 
ing plants  and  other  public  service  properties.  Capital  stock, 
$50,000. 


TRACK    AND    ROADWAY. 


Brownsville  Masontown  &  Smith-field  Electric  Railway.  Thil 
company  has  surveyed  its  line  from  Masontown.  l'a.,  west  to 
Riverview;  also  from  Masontown  north  via  Lardln  to  Bdenborn, 
Lambert  and  Brownsville;  and  from  Masontown  via  Martin  to  New 
Geneva,  a  total  of  about  15  miles,  through  a  new  coke  country. 
W.  J.  Sheldon,  of  McKeesport,  Is  president;  E.  L.  Schmidt  is  chief 
engineer,  and  C.  A.  Smith,  superintendent  of  construction.  Capi- 
tal stock  $150,000.     Right  of  way  has  been  secured  for  five  miles. 

Chihuahua,  Mex. — The  company  owning  the  street  railway  sys- 
tem of  Chihuahua,  Mexico,  which  is  now  being  operated  by  horse- 
power, will  shortly  change  to  electricity,  using  the  overhead  trolley 
system.  Bids  will  be  received  In  the  near  future  for  cars,  rails, 
overhead  fixtures,  and  machinery  for  the  power  plant.  A  liberal 
concession  has  been  granted  the  company  by  the  state  govern - 
meat,  and  under  this  concession  the  company  proposes  to  construct 
JO  miles  of  line,  half  of  which  will  be  constructed  as  soon  as  ma- 
1  can  be  obtained  and  the  balance  as  traffic  demands  it.  The 
gauge  of  the  track  will  be  4  ft.  8V4  Ins.,  and  80-pound  T-rails 
will  be  used.     A.  C.  Nash  Is  general  manager. 

Cincinnati  Georgetown  &  Portsmouth  Railroad. — It  is  reported 
that  a  contract  has  been  let  to  Thomas  Daulton,  of  West  Union, 
O.,  for  an  ■  xtenslon  from  Russeliville  to  West  Union,  14  miles. 
II.    Baluss,    general    superintendent,    Cincinnati,    O. 

Columbus     Delaware    &     Marlon     Railway.— This ipany     has 

resumed    work   on    its    Bucyrus    extension    In    Crawford    count 

ts  to  have  cars  running  on  the  new  line  by  July  1.  There 
are  still  several  pieces  of  right  of  way  to  secure  In  Marlon  county 
and  when  this  Is  done  work  will  commence  on  the  Mai  ion  end 
of  the  extension. 

Elgin    &    Belvldere    Electric    Railway.— The    line    from    EIkIii    to 

BaMdera,  36  miles,  was  put  in  operation  on  January  U,  whan  ■ 
party  or  officials  and  guests  mads  a   trial  trip  from  Rockford  to 

KlKln   over  the  new   lino   and    thi     ROOkford   S     In  I  ■  mil  ban    Railway. 
■  i-vlce  will    bo   started    In   a    fSW    .lays,   as    tin-    track    Is  in 
he   cars   will   enter   Blgln    fOI    <  '    over   the 

.;ln    Ai    Chicago   tracks.  trip    '      BOW    pos- 

sible from   Chicago   to   BYseport     Hamilton    Browns,    ol   Qenevs, 
in.,   i  it;   George   f.    Bubsr,   ol    Marengo,   in.,   is  Buporin- 

Elk    Street    Railway. — \V      S.     Ravsnsoraft,     Rid!  Is 

dent  "f  ■  company,  whloh   proposal  to  build  an  slsctrlo  rail 
i  .,„,,   John  onburg  to  Dlk   county,    Pa.,    18   > 

ipltal  stock  of  > 

Hamilton     Radial     Electric    Company. — This    company     I 
pllsd   to  ths   Can. ..ii...    parliament    foi    authorlt]    to   build   slsol 

■  .n.   Hamilton   to  T to,   Out,;   from    Hamilton   to 

i  in Idgs  to  a  point  bstwssn  His 

tford  i"  w i  .took  and   w  Indi  ot .  i  to 

consti  ""    I " ' ""  rival 

Hickman,  Ky  Ar.lier  &  Short,  eloclrb-  railway  promoters, 
Intel  u    from    Hickman    \i.    i  nl !lty,    ftlUoa,   Clinton 

and    M.i'.IO  hi   to    PadUl  ah.    Ky. 

Houston  Electric  Company.     Manage]    David  D 
has  announi  ■  ■!   that    ths   atom  ■  )oi  pors 

ppi    srlatsd  $478,00ii  ...iik  and  Improvsmsnl 

ii     i  .air  i.  building  man  i   of  ths  llnst  with 

t  type        gl 

•driing   In 
■ 
to    bs    repl  ici  i   b 
swlti  has  ami  -i la)  wort 


138 


ELECTRIC     RAILWAY    REVIEW 


vol.  xvn,  No.  4. 


Jackson  (Miss.)  Railway  Light  &  Power  Company. — This  com- 
pany laid  7  miles  of  new  track  during  1906  and  is  planning  to  lay 
about  two  more  miles  the  present  year.  75-pound  T-rails  laid 
in  rock  ballast  have  been  adopted  as  standard  construction  on  this 
system. 

Kanauga  Traction  Company. — This  company  has  made  sur- 
veys and  has  secured  the  right  of  way  for  its  proposed  line  from 
Gallipolis.  O.,  to  Kanauga,  W.  Va.,  with  branches.  M.  K.  Duty, 
of  Pennsboro,   W.  Va.,   is  president. 

Lake  Superior  Railway  Construction  Company. — This  com- 
pany, recently  incorporated  to  build  an  electric  railway  from  Mar- 
quette  to  Negaunee,  Mich.,  has  completed  much  of  the  prelimi- 
nary work  on  the  project  and  all  the  stock  has  been  subscribed. 
Negotiations  are  now  being  made  for  terminal  facilities,  with  the 
Marquette  City  &  Presque  Isle  Railway  and  with  the  Negaunfe 
&  Ishpeming  Railway.  The  city  council  of  Marquette  has  been 
requested  to  appoint  a  committee  to  confer  with  the  company  in 
regard   to   a   franchise. 

Leroy  &  Southwestern  Railroad. — It  is  reported  that  the 
Southern  Construction  Company  and  the  Merchants'  Bank,  of 
Jackson,  Miss.,  have  purchased  the  entire  issue  of  $400,000  bonds 
of  this  road  and  will  immediately  begin  the  construction  of  35 
miles  of  road,  between  Bloomington  and  Leroy,  111.  Strang  gaso- 
line electric  motor  cars  are  to  be  used  and  the  road  is  to  handle 
both  freight  and  passengers.  A.  H.  Shelby,  president,  Bloom- 
ington,  111. 

Nauvoo,  III. — Buffalo  capitalists  are  reported  to  have  made 
a  proposition  to  build  an  electric  line  from  Nauvoo  to  Niota,  111.,  if 
the  city  will  furnish  the  right  of  way  on  the  streets,  ground  for  a 
power  house  and  car  barns,  and  an  electric  lighting  franchise. 

Omaha  &  Council  Bluffs  Street  Railway. — Vice-president  G. 
W.  Wattles  has  announced  that  it  has  been  definitely  decided  to 
build  a  line  from  Omaha  to  the  Iowa  School  for  the  Deaf.  Some 
of  the  material  has  been  ordered  and  work  is  to  begin  as  soon  as 
the  weather  will  permit.  It  has  also  been  decided  to  build  an 
interurban   line,    the   route   of   which   has   not   yet   been   given   out. 

Omaha  Lincoln  &  Beatrice  Railway. — Construction  material  is 
being  shipped  for  the  tracklaying  on  the  line  between  South 
Omaha  and  Sarpy  Mills.  Neb.,  which  was  graded  last  fall,  and  it 
is  stated  that  work  will  begin  about  February  1.  E.  C.  Hurd, 
general    manager,    Lincoln    Neb. 

Richmond  <£.  Chesapeake  Bay  Railway. — This  company,  which 
is  building  from  Ashland  to  Richmond,  Va.,  has  nearly  com- 
pleted the  reinforced  concrete  viaduct  over  which  the  tracks  will 
enter  the  city  of  Richmond.  The  viaduct  when  completed  will 
be  2,810  feet  long,  and  will  run  from  Shedd  street  across  Bacon 
and  Oak  streets,  thence  across  the  Seaboard  Air  Line  Railway 
over  to  Moore  street,  and  thence  crossing  respectively  Williams. 
Leigh,  Catherine,  Clay  and  Marshall  streets,  and  terminating 
about  the  middle  of  the  block  between  Marshall  and  Broad.  The 
height  of  the  bridge  at  the  Seaboard  Air  Line  crossing  and  over 
the  Bacon  Quarter  Branch  will  be  about  67  feet.  The  greatest 
clear  span  will  be  67  feet  4  inches.  John  T.  Wilson  has  the  con- 
tract and  the  work  is  about  95  per  cent  completed.  Frank  J. 
Gould,  of  New  York,  is  president.  C.  P.  E.  Burgwyn.  of  Rich- 
mond,   chief  engineer. 

Richmond,  Ind. — A  number  of  prominent  capitalists  from  Ham- 
ilton, O.,  together  with  several  local  men,  held  a  conference  on 
January  IS  for  the  purpose  of  perfecting  plans  for  building  a  trac- 
tion road  from  Richmond  to  Hamilton,  where  connections  will  be 
made  for  service  through  to  Cincinnati. 

San  Bernardino  Valley  Traction  Company. — This  company  has 
secured  the  right  of  way  and  completed  surveys  for  an  extension 
from  Colton  to  Riverside,  Cal.,  7  miles.  A.  C.  Denman.  Jr.,  of 
San  Bernardino,  Cal.,  is  president  and  general  manager. 

Sandusky  Norwalk  &  Mansfield  Electric  Railway. — Tracklay- 
ing between  Plymouth  and  Shelby,  O,  was  completed  on  January 
13,  thus  completing  the  line  from  Norwalk  to  Mansfield.  The  first 
section  of  the  line,  from  Norwalk  to  Plymouth,  was  put  in  opera- 
tion last  year.  This  line  makes  a  through  connection  from  Cleve- 
land to  Bucyrus,  as  it  joins  the  Lake  Shore  Electric  Railway  and 
the  Ohio  Central  Traction  Company.  As  soon  as  crossings  over 
the  Baltimore  &  Ohio  and  Cleveland  Cincinnati  &  Chicago  &  St. 
Louis  tracks  are  put  in  and  the  remainder  of  the  wires  strung 
the  line  will  be  ready  for  operation.  S.  S.  Burtsfield,  of  Toledo, 
is   president  and  general  manager. 

San  Francisco  &  Napa  Valley  Railway. — L.  J.  Perry,  vice- 
president  and  general  manager,  Napa.  Cal.,  writes  that  grading  is 
in  progress  from  Napa  to  St.  Helena.  Cal.,  18  miles,  with  12  miles 
completed,  from  Napa  to  Oakville  The  route  is  entirely  in  Napa 
county  and  includes  Tountville,  Oakville.  and  Rutherford.  Sur- 
veys have  been  made  for  an  extension  from  St.  Helena  to  Calis- 
toga,  9  miles.  The  power  house  and  substations  are  completed. 
The  equipment  is  of  the  Westinghouse  single-phase  type.  The 
over-head  construction  is  of  the  catenary  type.  W.  F.  Botsford. 
president,  Los  Angeles,  Cal.,  C.  H.  Wallace,  chief  engineer,  Napa. 
Cal. 

Southwest  Missouri  Railroad. — This  company  has  filed  with 
the  county  clerk  at  Carthage,  Mo.,  plats  and  profiles  for  two  ex- 
tensions, from  Duenweg  to  Joplin  and  from  Villa  Heights  to  Joplin. 
The  line  from  Duenweg  will  complete  a  loop  through  Joplin,  Webb 
City,  Duenweg  and  Carterville.  A.  H.  Rogers,  president,  Webb 
City,   Mo. 

Spokane  &  Inland  Empire  Railroad. — This  company  has  placed 
an   order   with   the   Carnegie    Steel   Company   for   7.000    tons   of   60 


nnl  70-pound  rails  to  be  used  during  the  year  for  several  ex- 
tensions of  the  system,  including  the  extension  of  the  Spokane 
&  Inland  Railway  from  Palouse.  Wash.,  to  Moscow,  Idaho,  16 
miles,  an  extension  of  the  Coeur  d'Alene  &  Spokane  Railway- 
to  Liberty  Lake,  Idaho.  2  miles,  and  possibly  from  Hayden  Lake 
to  Lake  Pend  d'  Oreille,  Idaho.  It  is  also  proposed  to  build  a 
new  line  from  Spokane  south  to  the  Nine  Mile  bridge  if  a  pend- 
ing franchise  for  a  subway  through  the  business  district  of  Spo- 
l  m  is  secured.  Material  for  the  completion  of  the  Spokane 
&  Inland  Railway  from  Waverly  to  Colfax  and  Palouse,  Wash  . 
is  being  delivered  on  a  former  contract  as  the  work  progresses. 
Grant  &  Smith,  of  Spokane,  has  the  contract.  Jay  P.  Graves, 
president;  A.  M.  Lupfer,  chief    engineer,  both  of  Spokane. 

Stranger  Valley  Electric  Railway. — W.  Laming  and  others, 
of  Tonganoxie,  Kan.,  are  working  on  a  project  to  build  an  elec- 
tric railway  from  Kansas  City  to  Topeka.  via  Tonganoxie  and 
Lawrence.  Surveys  have  been  completed  and  much  of  the  right 
of  way   has  been   purchased. 

Toledo  &  Chicago  Interurban  Railway. — This  company  has  be- 
gun condemnation  proceedings  to  obtain  the  right  of  way  for  9 
miles  of   its   proposed  line  from   Auburn   to  Waterloo.   Ind. 

Tri-City  Railway  &  Light  Company. — General  Manager  J.  F. 
Lardner,  of  Davenport,  announces  that  the  company  intends  to 
continue  its  plans  for  the  rebuilding  of  the  system,  begun  last 
year,  for  which  J.  G.  White  &  Co.  has  the  contract,  until  there  is 
not  a  foot  of  old  rail  in  either  Rock  Island  or  Moline.  Right  of 
way  is  now  being  secured  under  the  title  of  the  Moline  Rock  Is- 
land &  Eastern  Traction  Company,  a  subsidiary  organization,  for 
an  interurban  line  which  will  run  from  Silvis  through  Moline  and 
Rock  Island  to  a  point  in  Mercer  county  12  miles  south  of  Milan. 
The  exact  objective  point  is  not  announced  but  it  is  promised  to 
have  12  miles  completed  and  in  operation  within  12  months  from 
the  time  the  essential  rights  are  obtained. 

Union  Traction  Company. — An  official  report  from  President 
D.  H.  Siggins,  of  Coffeyville,  Kan.,  states  that  grading  has  been 
completed  from  Coffeyville  to  Independence,  Kan.,  20  miles,  and 
that  a  line  is  being  surveyed  from  Coffeyville  to  Cherryvale,  30 
miles. 

Utica,  N.  Y. — Henry  J.  Coggeshall  is  president  of  a  company 
organized  for  the  purpose  of  building  an  electric  road  from  Clinton 
to  Waterville,  N.  Y.,  and  from  Deansboro  to  Hamilton,  via  Oris- 
kany  Falls.     The  headquarters  will  be  at  Utica. 

Vicksburg  (Miss.)  Railway  &  Light  Company. — This  company- 
is  rebuilding  4,000  feet  of  city  track  where  paving  is  in  progress. 
During  the  past  year  the  company  has  built  a  two-mile  extension 
to    the   National   Military   Park. 

Waco,  Tex. — It  is  stated  that  nearly  all  of  the  right  of  way- 
has  been  secured  for  the  proposed  electric  railway  from  Waco 
to  Marlin  and  Temple,  Tex.,  and  that  an  engineer  will  arrive 
in  a  short  time  to  begin  the  surveys.  It  is  estimated  that  the 
line  will  cost  $1,000,000.  Cleveland,  O.,  capitalists  are  said  to  be 
backing   the   project. 


power  Houses  and  substations. 


Fitchburg  &  Leominster  Street  Railway. — This  company  has 
recently  equipped  a  new  power  plant  at  Mitchellville,  Mass.,  as 
an  auxiliary  to  the  main  power  house  at  Fitchburg.  At  present 
the  capacity  of  the  auxiliary  plant  is  150  horsepower,  but  new 
machinery  will  be  added  to  bring  it  up  to  500  horsepower.  W.  W. 
Sargent,    general   manager,    Fitchburg,   Mass. 

Gulfport  &  Mississippi  Coast  Traction  Company. — This  com- 
pany is  soon  to  install  another  turbine  unit  in  its  power  house 
at  Gulfport,  Miss.  The  plant  now  has  two  500-kilowatt  Parsons 
turbines'  to  care  for  the  railway  and  power  load  but  these  are 
not  of  sufficient  capacity  to  care  for  the  rapidly  increasing  de- 
mand that  is  being  made  by  commercial  and  lighing  interests. 
The  new  unit  is  to  be  of  1,000  or  1.500  kilowatt  capacity.  The 
company  is  operating  the  street  railway  and  lighting  plant  of 
the  Gulfport  Development  Company  and  is  constructing  an  inter- 
urban line  from  Biloxi  via  Gulfport  and  Pass  Christian,  32  miles. 
The  section  from  Gulfport  to  Beauvoir  has  been  in  operation  for 
some    time.       F.    B.    McCutcheon,    of   Gulfport,    chief    engineer. 

Houston  Electric  Company. — Manager  David  Daly  has  an- 
nounced that  $75,000  has  been  appropriated  for  the  installation  of 
a  new  engine,  generator,  condenser  and  a  1,300-foot  eight-inch 
artesian  well  at  the  power  house  in  Houston.  The  unit  will  con- 
sist of  a  most  recent  type  of  the  Crocker-Wheeler  generator, 
direct  connected  to  a  Hamilton-Corliss  engine.  This  installation 
will  nearly  double  the  capacity  of  the  present  street  railway 
power  station.  The  generator  has  already  been  shipped  to  Hous- 
ton and  the  engine  and  miscellaneous  equipment  are  expected  to 
arrive  early  in  February.  In  connection  with  the  installation  of 
the  new  generator,  orders  have  been  placed  with  the  General 
Electric  Company  for  several  new  switch  panels  which  are  to 
carry  out  the  plans  of  the  company  in  conjunction  with  the  re- 
arrangement and  extensions  to  the  feeder  system.  This  will 
enable  the  power  for  the  operation  of  the  cars  to  be  controlled 
and  maintained  in  the  most  efficient  manner.  Bids  are  being  re- 
ceived from  local  contractors  for  the  installation  of  the  artesian 
well,  and  within  the  next  two  weeks  the  contract  will  be  awarded 
and  work  will  commence  on  this  eight-inch  well.  This  well  is  to 
be  driven  to  the  1,300-foot  strata,  at  which  depth  the  most  satis- 
factory water  for  boiler  purposes  is  obtained,  and  it  is  expected 
that  a  capacity  of  at  least  250,000  gallons  a  day  will  be  available. 


January  26.  1907. 


ELECTRIC     RAILWAY     REVIEW 


139 


Personal  Mention 


Mr.  Harry  Wherland  has  resigned  as  superintendent  of  trans- 
portation of   the   Spokane  Traction   Company.    Spokane.   Wash. 

Mr.  James  T.  Hutchings.  superintendent  of  the  electrical  de- 
partment of  the  Rochester,  N.  Y.,  Railway  ft  Light  Company,  lias 
been   appointed   assistant  general   manager. 

Sir.  J.  E.  Sewell  has  resigned  as  general  manager  of  the 
('i)nnecticut  Railway  ft  Lightning  Company,  of  Watorbury.  Conn., 
which   was   recently  acquired   by  the  Consolidated   Railway. 

Mr.  R.  W.  Brown  has  been  appointed  superintendent  of  the 
Adrian  Street  Railway  Company  and  agent  for  the  Toledo  & 
Western  Railroad,  with  headquarters  at  Adrian.  Mich.,  effective 
on  February  1. 

Mr.    Harry    G.    Ault    has    been    appointed    soliciting    passenger 
and   freight   agent   of   the    Indiana   Columbus    A    Bastern    Traction 
any.    with    headquarti-rs    at    Columbus,    O.,    with    jurisdiction 
over   the   Columbus.    Columbus   &    Springfield   and   Grove    City   divi- 
sions. 

Mr.   Walter  P.  Read,  who  recently  resigned  as  superintendent 

of  railway  service  of  the  Utah  Light  &  Railway  Company  after 
IT  years'  service,  was  presented,  on  January  15.  with  a  silver 
loving-cup  as  a  token  of  esteem  from  his  former  associates,  the 
employes    of   the   company. 

Mr.  Arthur  B.  Smith,  who  was  recently  appointed  traffic 
manager  of  the  Consolidated  Railway  Company,  which  controls 
lectric  lines  of  the  New  York  New  Haven  &  Hartford  Rail- 
road, was  born  In  Bos- 
ton. Mass.  He  received 
his  education  in  New 
England.  He  entered 
railway  service  with  the 
.go  Burlington  & 
yulncy  Railway,  at  Oma- 
ha, Neb.,  and  continued 
In     II:  of      that 

company  for  -i 
nine  years  In  the  en- 
gineering and  mainte- 
nance of  way  depart- 
ments and  12  years  In 
the  traffic  department.  In 
1904   Mr.     Smith     became 

'.•ted  w i 1 1 1  the 
lowstone  Park  Associa- 
tion and  a  few  months 
later  entered  the  traffic 
department  of  the  Nor- 
thern Pacific  Railway  it 
Bt  Paul,  Minn.,  as  as- 
sistant general  passenger 
agent,  which  position  he 
has  held  up  to  the  pres- 
ent time.  Ills  appoint- 
ment    In     charge    of    the 

insollda  ted  on  Fel 

l,  after  which  date  he  will  havi  rtert  In  New   Haven,  Conn. 

The  line*  of  which  Mr.  Smith  takes  charge  embrace  about  1,800 
miles    tn    southern    New    England   and    have  an   earning   capac 

■  n    SK.000.000    and    117,000,000    per   annum,    which 
tli.le   ■  islon. 

Mr.   John    B    Crawford,   formerly  superlntei  purchas- 

roton   \;   Htonlngton   Street   Rail 
onn..   has    b  i  Intendent    of  tl 

tion  t  lines  of  the  i-'t    Wayne  ft   Wabash  Valley  Traction 

Company,    with  Wayne,    bid  ■■•   Mr 

■■■  d. 

Mr    J.    a     Barry   informs   iih   thai    the   announcemenl    of  his 

town   Chautauqua   A   Lake   Brie 

Kaliw  .'■■!.    N      V  i.k    I 

January   12  srroi 

Mr    Joseph   B    Mayer,   or  New   Fork,   wi  i.  nt      Mi 

v  Is  local  :  m  a 

Mr     W.     II      i  l-iant    tl  ■!     the    Indlnnn 

■On,     Ind  ,     lias    he.  ii    appointed    <  h airman 

■ 

Hits'    Association.      1 

in.  ii,  Mr.  A     B    Bl  ■<  the 

i    m  .      I     ■ '     H 

I  ,ilk     '  . 

Mr    Carl  Aid 

■ 
Pars    Company,    Newton 

wlti.    headquai  rlllo 

i .'  •  n   heretofoi  Mi     M     I ' 

t     p.     I  >|i  ;  sdo   A 

■ui .  •  •  'In. 

■  ' 

I  i      A      1 .      I 


A.    B.    Smith. 


Mr.    K.    L.    Harrison     superintendent    of     telegraph     and    chief   dis- 
patcher.     The  jurisdiction   of  Mr.   Ira  P.   Schofteld,   sup. 
of  motive  power  and  equipment,  and  J.  S.  Delter,  roadmastei 
been  extended  over  the  lines  of   the  Adrian  Street  Railway   I 
pany;  all  with  headquarters  at  Sylvania,  O. 

Mr.    Theodore   Perry  Shonts,   president  of   the   Isthmian   Canal 
Commission,    In    charge    of    the    Panama    Canal    construction,    and 
president   of   the   Toledo   St.    Louis   ft    Western    Railroad,    has 
elected    president    of    the    Interborough-Metropolitan    Company,    of 
New   York.   N.  Y.,  succeeding  Mr.  August  Belmont.    The  Interbor 
ough-Metropolltan  controls  the  New  York  City  Railway  and  the  In 
terborough  Rapid  Transit  Company,   and  through   them  practically 
all   of    the   subway,    elevated   and    surface    street   railway   lines    In 
New    York    City.      Mr.    Belmont   will    remain    as   chairman   of    the 
board  of  directors  of  the  various  subsidiary  companies  composing 
the  system     Mr.  John  B.  McDonald  has  been  elected  vice-president 
and  superintendent  of  construction  of  the  Interborough-Metropoli- 

id  Mr.  E.  P.  Bryan,  vice-president  of  the  Interborough  B 
Transit  Company,  has  been  elected  president  of  that  company.  In 
place  of  Mr.  Belmont.  Mr.  Shonts'  resignation  as  president  of  th  • 
canal  commission  has  been  accepted  by  President  Roosevelt,  to 
become  effective  on  March  4,  and  he  will  not  assume  the  active 
duties  of  his  new  office  until  that  time.  He  was  born  In  Craw- 
ford county.  Pa.,  in  1856,  and  graduated  from  Monmouth  College 
in  1876  with  the  degree  of  B.  A.  In  1879  ho  received  the  degrei 
of  M.  A.  from  the  same  college.  He  entered  railway  service  in 
July,  1881,  as  superintendent  of  the  Iowa  Construction  Companj 
and  from  May,  1882,  to  January,  1902,  he  was  connected  with  the 
Indiana  Illinois  ft  Iowa  Railroad,  successively  as  general  superin- 
tendent, general  manager  and  president  and  general  manager. 
On  January  15,  1904,  he  was  elected  president  and  general  manager 
of  the  Toledo  St.  Louis  &  Western  and  since  April,  1905,  he  has 
been  also  president  of  the  Isthmian  Canal  Commission  and  presi- 
dent of  the  Panama  Railroad. 


Financial  News 


Cleveland  ft  Southwestern  Traction  Company. — The  annual 
meeting  was  held  on  January  15.  President  F.  T.  Pomeroy.  in 
Ids  annual  report  to  the  Stockholders,  submitted  figures  showing 
that  the  gross  receipts  of  the  company  for  the  calendar  year  were 
.  over  1905  of  $102,023.  Let  earnings  were 
ui  of  $53,020.  During  the  year  the  company  pur- 
chased IE  new  ears  which,  including  the  15  purchased  the 
befon     made  a   total  new  investment  in  rolling  stock  of  $225,000. 

The   stockhold  i      i     elected   former  6 i      and   voted   approval 

of   tie         '        i     lire,  tors   in    important   steps   recently   taken   for   the 
.  nlargi  menl   "f  the  system. 

Cleveland    Southwestern    &    Columbus    Railway.— i  In     

ui     .v     Southwestern     Traellon    Company,     Who      are 

working  out  the  details  for  a  consolidation  of  thai  company  with 

eland    Ashland    A    Mansfield   Traction   Company   and     the 

on  Company,  have  decided  on  the  above  nam, 

the  intention  of  extend 
Ing  ultima!  i  olumbus,   either  by   building  new   lines  oi 

ring   existing   roads.      The   three   lines   to   be    merged,    which    are 

owned  b]    the  same  Interests,   form  a  continuous  I from   I 

laud  via   Ashland,   Mansfield  and  Gallon  to   Bucyrus.      The  capital 
ocl     il    the  new  company  win  he  $in. «  nil  a   i I   i    u. 

Of   $10,000,000. 

Indianapolis  Columbus   &   Southern   Traction   Company. — At    the 

meeting    the    offloera   and   dlreotora    were    all     re 

Louisville   &    Eastern    Railroad. — At   the   n  HUB]    meeting 

tWO    new    .1.  a    l.lppln  I    I'lladelpllla, 

other   directors   and 

officers  were  all  ted      it  was  annoui d  thai  the  .".tension 

to  1  ■'" ii   month 

tha    line    i  die   in    October  or   November,     Perclval 

Moors,  of  Loul  ■  nt 

Northern     Indiana     Railway.— It  >;        deal     WaJ 

completed  In  New  fork  i  I 

I  to  I       i  loate,  of  New  v... k,  tha   Murdook 

i,i..ti  ■  i ti  ,    ind  .    i .        ivernor  1  lurbln    ol    tnd ind 

Hugh    .i  of    Indianapolis.      Tl  I     laid    to 

'i  I...     Not  lie  i  ii     tnd B  nil        i i 

i  i      ml     tO     Hudson     lake,     mi. I 

from  '  ' '"  v-     it  i»  said  to  ba  the  Intentla 

ti...  i.  to  build  a  i in.,  i  from  South  Band  to  CI 

i  ti  "is  i"  tha 

I  111     .Ugh      WhlCl  1'    I'd 

I  t.d     put     In  ■  "Ii. lit  loii 

Northern  Ohio  Traction  ft   Light  Company. —  i 
'  •  :.|    at    Allien.    (  r.    on    .lllliu 

....;,  i       Ident  Even 

.  nt  .a   the  transaction  whan  by  I 

Utron    Railway,     Ih.     I 

total   mill 
.    whli  ii   N  exolusri 

M  111    ai 

\i  tin.  olosa  ..r  ti.. 


140 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVH,  No.  4. 


pany  was  absolutely  free  of  debt.  The  annual  report  for  the 
calendar  year.  1906,  as  compared  with  the  previous  year,  is  as 
follows: 

1905  1906              Increase 

Gross    receipts    {1,660.047.11  $1,703,399.98     $143  352.87 

Operating   expenses    900.718.93  1,006.802.31       106,123.38 

arnings    659.328.18  696.597.67         37,229.49 

Interest      483.173.85     

Surplus     213,423.82     

Rochester  &.  Eastern  Rapid  Railway. — At  the  annual  meeting 
in  New  York  last  week  it  was  decided  to  remove  the  auditing  and 
accounting  offices  from  Canandaigua  to  Rochester,  N.  T.  The 
officers  elected  were  as  follows:  President,  Horace  E.  Andrews; 
vice-president,  W.  K.  Vanderbilt.  Jr.;  secretary.  J.  C.  Collins; 
assistant  secretary  and  auditor,  A.  L.  Linn,  Jr.;  treasurer,  E.  L. 
Rossiter;   assistant   treasurer,    C.   A.   Tucker. 

Rochester  Railway. — At  the  annual  meeting  in  Rochester  last 
week  John  J.  Stanley,  and  W.  N.  Kernan  were  elected  directors 
in  place  of  C.  J.  Bissell,  and  A.  G.  Hodenpyle.  Officers  were 
elected  as  follows:  President,  Horace  E.  Andrews;  vice-presi- 
dents, William  K.  Vanderbilt,  Jr..  John  J.  Stanley,  R.  E.  Dan- 
forth;  secretary  and  auditor,  J.  C.  Collins;  treasurer.  E.  L.  Rossi- 
ter; assistant  treasurer,  C.  A.  Tucker;  assistant  secretary  and 
general  auditor,  A.  L.  Linn.  Jr.;  general  manager  R.  E.  Dan- 
forth.  The  company  is  controlled  by  the  Rochester  Railway  & 
Light   Company. 

Rochester  Railway  &  Light  Company. — At  the  annual  meet- 
ing of  the  stockholders  at  Rochester.  N.  T.,  last  week  Charles 
T.  Chapin  was  elected  a  director  in  place  of  H.  D.  Walbridge. 
The  other  directors  were  re-elected.  The  directors  elected  the 
following  officers:  President,  Horace  E.  Andrews.  Cleveland,  O. ; 
vice-presidents,  G.  A.  Hollister  and  W.  K.  Vanderbilt,  Jr.;  sec- 
retary and  auditor.  J.  C.  Collins.  Rochester;  treasurer,  E.  L. 
Rossiter;  assistant  treasurer,  C.  A.  Tucker;  general  auditor  and 
assistant  secretary.  A-  L.  Linn,  Jr.;  general  manager,  R.  M. 
Searle;  assistant  general  manager,  James  T.  Hutchings;  mem- 
bers of  executive  committee.  John  Carstensen,  W.  C.  Brown.  G. 
A.  Hollister,  W,  K.  Vanderbilt,  Jr..  and  John  J.  Stanley.  The 
company  is  controlled  by  the  Mohawk  Valley  Company,  of  New 
York. 

Toledo  &  Western  Railway. — This  company  which  was  recent- 
ly purchased  by  a  syndicate  headed  by  J.  R.  Nutt,  of  Cleveland, 
has  been  refinanced.  The  capital  stock  has  been  authorized  at 
$2. 000,000  and  the  bonds  at  $2,000,000.  Of  these  bonds  $1,250,000 
are  a  first  mortgage  on  the  original  Toledo  &  Western  property. 
Another  $250,000  are  a  first  mortgage  on  the  Toledo  Fayette  & 
Western  division.  The  remaining  $500,000  are  a  second  mortgage 
on  the  combined  properties.  This  last  mortgage  was  originally 
authorized  for  $2,500,000.  of  which  $1,500,000  were  held  in  escrow 
for  the  underlying  bonds,  $500,000  set  aside  for  improvements  and 
to  pay  floating  debt  and  $500,000  were  to  remain  for  future  im- 
provements. This  mortgage,  however,  has  been  closed,  and 
bonds  to  the  extent  of  $500,000  cancelled.  No  more  bonds  can 
therefore  be  issued  under  the  present  mortgage.  The  company 
has  about  78  miles  of  track  on  a  private  right  of  way  and  the 
balance  of  the  system  is  operated  under  franchises,  either  for 
thirty  years  or  with  no  time  limit  whatever.  The  floating  debt 
will  be  paid  with  the  proceeds  of  the  $500,000  second  mortgage 
bonds  mentioned  in  the  foregoing,  leaving  the  $2,000,000  stock  in 
the  hands  of  the  Nutt  syndicate.  C.  F.  Franklin,  Sylvania,  O., 
president. 

Toledo  Railways  &  Light  Company. — The  annual  meeting  of 
the  Toledo  Railways  &  Light  Company  was  held  at  Toledo  on 
January  17  and  the  directors  and  officers  were  all  re-elected.  The 
stockholders  authorized  the  lease  of  the  Toledo  Ottawa  Beach  &' 
Northern  Railway,  which  extends  from  the  Casino  to  Ottawa 
Beach,  and  which  will  be  operated  as  a  part  of  the  Rail-Light 
system.  The  annual  report  submitted  to  the  stockholders  by 
President  Henry  A.  Everett  shows  that  the  gross  receipts  of  the 
company  for  the  year  1906  were  $2,047,610.75,  being  an  increase 
over  1905  of  $134,154.69.  The  operating  expenses  were  $1,071,733.33, 
52.34  per  cent.  Interest  charges  on  funded  and  floating  debt  were 
$509,607.12.  leaving  a  net  income  of  $466,230.30,  3.89  per  cent  on 
the  capital  stock  of  the  company  The  following  comparative 
statement  of  gross  earnings  of  the  properties  now  owned  by  the 
Toledo  Railways  &  Light  Company  for  the  years  1897  to  1906. 
inclusive,  shows  not  only  the  wonderful  growth  of  street  traffic 
in  Toledo,   but  is  a  fair  index  of  the  growth  of  the  city  itself: 

Gross  Per  cent 

earnings.  increase. 

$    897,361.06 

1898 968.516.59  7.93 

1.069.279.88  10.40 

1900 1,182.516.83  10.59 

1901 1.311,084.25  10.88 

1902 1.459,091.39  11.29 

1903 1,663,794.03  14.03 

1904 1.752.833.67  5.35 

1905 1.913.456.06  9.17 

1906 2,047,610.75  7.01 

The  bonded  indebtedness  of  the  company  is  now  $10,866,000. 
During  1906  there  was  operated  107.64  miles  of  track,  earning 
$1,536,524.64,  being  earnings   per  mile  of  track,   $14,274.66. 

United  Traction  Company  (Albany,  N.  Y.) — This  company  has 
purchased  the  Forest  Park  Railway,  of  Troy.  N.  Y..  which  was 
building  a  2-mile  road  from  Troy  to  Forest  Park  cemetery,  and 
will  complete  the  construction  of  the  line.  E.  S.  Fassett,  general 
manager,  Albany. 


Manufactures  and  Supplies 


ROLLING    STOCK. 


Rockford  &  Interurban  Railway,  Rockford,  111.,  is  building  two 
interurban  cars  in  its   own  shops. 

Cincinnati  Mllford  &.  Loveland  Traction,  Cincinnati,  O.,  is  get- 
ting prices  on  one  new  equipment. 

Western  Ohio  Railway,  Lima,  O.,  expects  to  place  an  order 
next  week   for  10   or  12   interurban   cars. 

Worcester  Consolidated  Street  Railway,  Worcester,  Mass.,  Is 
in   the   market  for  25   new  equipments. 

East  St.  Louis  &.  Suburban  Railway,  East  St.  Louis,  111.,  has 
placed  an  order  with  the  Inter-State  Car  Company  for  200  wooden 
coal  cars  of  80,000  pounds  capacity. 

Ferrocarriles  del  Distrito  Federal,  Mexico  City.  Mex.,  operated 
by  the  Mexico  Electric  Tramways,  Ltd.,  has  ordered  25  double 
truck   cars  from   the   St.   Louis   Car  Company. 

Southern  Light  <£.  Traction  Company,  Natchez.  Miss.,  will  pur- 
chase three  or  four  cars  during  the  coming  summer.  The  specifi- 
cations for  the  cars  have  not  yet  been  approved. 

Detroit  United  Railway,  Detroit,  Mich.,  has  placed  an  order 
with  the  Cincinnati  Car  Company  for  50  large  double-truck  cars 
for  city  service  and  10  interurban  cars. 

Oklahoma  City  Railway  Company,  Oklahoma  City,  Okla.  is 
reported  to  be  building  seven  new  cars  at  its  own  shops,  four  of 
which   are  for  interurban   service  and  three  for   city  service. 

Milwaukee  Electric  Railway  &  Light  Company,  Milwaukee, 
Wis.,  is  having  10  cars  built  by  the  St.  Louis  Car  Company.  These 
cars  will  have  a  steel  floor  plate  and  underframe  reinforced  with 
steel. 

Ft.  Wayne  &  Wabash  Valley  Traction  Company,  Ft.  Wayne, 
Ind.,  has  recently  placed  an  order  with  the  Cincinnati  Car  Com- 
pany for  six  semi-convertible  cars  to  be  used  on  the  city  lines 
in  LaFayette,  Ind. 

West  Chester  Street  Railway,  Philadelphia,  has  placed  an  or- 
der with  the  J.  G.  Brill  Company  for  three  50-foot  double-truck 
compartment  cars  of  the  semi-convertible  type,  each  having  four 
G.   E.   motors   of  40   horsepower. 

Chicago  <£.  Milwaukee  Electric  Railway,  Chicago,  has  placed  an 
order  with  the  Jewett  Car  Company  for  20  interurban  cars,  10  of 
which  are  for  May  and  10  for  September  delivery.  These  are 
duplicates   of   cars   now   in   use   on   this  line. 

Memphis  Street  Railway,  Memphis,  Tenn..  was  reported  in  the 
Electric  Railway  Review  of  January  19  as  soon  to  order  25  new 
cars  for  early  delivery.  We  are  informed  that  these  will  be  42- 
foot  cars  with  bodies  30  feet  long,  full  vestibuled  and  equipped 
with   airbrakes  and  four-motor  equipments. 

Citizens'  Railway  Company,  Lincoln,  Neb.,  was  reported  in 
our  columns  last  week  as  about  to  order  six  new  cars.  We  are 
informed  that  an  order  has  been  placed  for  eight  single-truck, 
full-convertible  cars  of  the  Brill  patented  type,  with  20-foot  bodies, 
vestibuled,  mounted  on  21  E  Brill  trucks  and  equipped  with  G  E 
54  motors  and  K  10  controlers. 

Peoria  Railway,  Peoria,  111.,  has  ordered  15  cars  from  the 
American  Car  Company  for  city  service.  These  cars  are  to  be 
43  feet  long,  equipped  with  airbrakes,  electric  heaters,  pilot,  in- 
terior finish  of  cherry  and  mahogany,  rattan  seats,  and  are  for 
delivery  on  June  1.  A  lining  throughout  with  steel  as  a  safe- 
guard in  case  of  accident  is  a  special  feature  of  these  cars. 

Spokane  Traction  Company,  Spokane.  Wash.,  was  reported  in 
the  Electric  Railway  Review  of  Janary  19  as  having  ordered  ten 
cars.  This  order  has  been  increased  to  15  cars  to  be  built  by  the 
St.  Louis  Car  Company,  all  of  which  are  for  March  delivery. 
They  are  of  the  Detroit  type,  41  feet  in  length,  will  have  a  seat- 
ing capacity  for  125  persons,  and  will  be  equipped  with  four  motors 
of  40  horsepower  each. 

Terre  Haute  Traction  &  Light  Company  has  placed  an  order 
for  8  interurban  cars  with  the  Jewett  Car  Company.  The  speci- 
fications  include  the  following: 

Seating  capacity 60  persons       Height — 

Weight    70,000    lbs.  Inside 7    ft.    7>4    in. 

Length,   over  vestibule 50   ft.  Sill  to  trolley  base.8  ft.  5&  in. 

Over  all 51  ft.  6  in.  Track  to  trolley  base 

Width,   over  all 8  ft,   5   in.  12   ft.    6   in. 

Body     Wood 

Special    Equipment. 

Airbrakes    Westinghouse       Journal    boxes Symington 

Center    bearings Symington       Markers     Lin  tern 

Control   system   Motors,  type  and  number 

G.  E.  multiple  unit  G.    E.    73-4 

Couplers    Van    Dorn       Paint     

Destination    signs    Hunter       Paint.. Green  body,  white  upper 

Fenders    Pilots       Sanders Nichols-Lintern    air 

Gongs    Multiple   stroke  Heywood    Bros.    &    Wakefield 

Heating   system Hot   water       Trolley  poles  and  attachments 

Headlights     Crouse-Hinds  Wilson    retrievers 

Interior   finish Natural   oak       Trucks    Baldwin 

Norfolk  &  Portsmouth  Traction  Company  has  ordered  twenty 
double-track  motor  passenger  cars,  one  double-track  motor  pas- 
senger and  baggage  car,  two  closed  trailers,  six,  14-bench  open 
trail   cars  and  one  freight  motor,  of  the  J.  G.   Brill  Company,  for 


January  26,  1907. 


ELECTRIC     RAILWAY     REVIEW 


141 


the  Norfolk  Railway  division  and  twenty  14-bench  open  trail  cars, 
all  having  double  trucks,  of  the  J.  G.  Brill  Company,  for  the  use 
of  the  Norfolk  &  Atlantic  Terminal  Company. 

Gulfport  4  Mississippi  Coast  Traction  Company,  Btloxl.  Miss  . 
will  purchase  four  or  five  cars  at  an  early  date.  It  Is  proposed  to 
build  two  single-truck  cars  for  use  on  the  city  lines  at  Gulfport 
and   the   balance  will   be  double-truck  cars  for  interurban   sen-ice. 

Eastern  Wisconsin  Railway  4  Light  Company,  Fond  du  Lac, 
Wis.,  has  placed  an  order  with  the  Cincinnati  Car  Company  for 
three  40-foot  cars.  They  are  of  the  semi-convertible  type,  can 
be  used  for  either  city  or  Interurban  service,  being  geared  for 
40  miles  an  hour.  They  will  be  equipped  with  quadruple  West- 
inghouse  101  B  motors  K  2S  controllers.  Brill  27  G  trucks.  Pea- 
cock brakes.  Root  scrapers  and  will  be  heated  by  hot  water. 


SHOPS   AND   BUILDINGS. 


Anderson  (S.  C.)  Traction  Company. — This  company  is  pre- 
paring plans  for  a  large  modern  car  barn  and  machine  shop  at 
Anderson,  to  cost  about  $S,000.  which  will  accommodate  all  of  the 
company's  cars,  both  city  and  Interurban.  The  building  will  be 
of  corrugated  Iron  and  mill  construction.  Work  has  commenced  on 
the  foundations.  George  E.  Coughlln.  of  Anderson,  is  general 
manager. 

Consolidated  Railway. — This  company  has  contracted  for  the 
construction  of  a  100  by  114-foot  addition  to  Its  car  house  at  Ox- 
ford. Mass..  which  will  make  the  building  280x114  feet  when  com- 
pleted. 

Louisville  4  Eastern  Railroad. — The  directors  at  the  recent 
annual  meeting  approved  the  plans  for  the  erection  of  a  terminal 
station  In  the  central  part  of  Louisville,  Ky..  and  negotiations  are 
being  made  for  the  purchase  of  a  piece  of  property  near  Fifth 
and  Jefferson  streets.  The  Lagrange  and  Shelbyville  extensions 
are  to  be  completed  this  year  and  for  that  reason  the  present 
station  at  Fifth  and  Green  streets  will  soon  prove  Inadequate. 
Perclval    Moore,    president    and    general    manager,    Louisville.    Ky. 

Mobile  Light  &  Railroad  Company. — A  contract  has  been  let 
to  the  Interstate  Construction  Company  for  the  construction  of 
a  car  shed  at  Monroe  Park.  Mobile.  Ala.  The  building  will  be  of 
reinforced  concrete.  225  by  47  feet.  A  contract  has  also  been 
awarded  for  a  frame  car  barn  with  cement  floor  at  the  southern 
end  of  Monroe  Park,  to  S.  E.  Dupree  &  Co.  This  will  be  176  by 
4«   feet 

Walla  Walla  Valley  Traction  Company. — This  company  has 
commenced  the  construction  of  a  brick  car  house  and  machine 
shops  at  Walla  Walla,  Wash.,  which  will  cost  In  the  neighborhood 
of  $7,500  and  will  accommodate  from  8  to  10  cars. 


TRADE   NOTES. 


Standard  Underground  Cable  Company,  Pittsburg,  Pa.,  has 
recently  opened  branch  offices  at  Atlanta,  Ga.,   and  Seattle.  Wash. 

Falkenau    Electrical    Construction    Company,    Chicago,    has    I 
Incorporated    with    a    capital    of    $20,000.       The    Incorporators    are: 
Victor   Falkcnau.    W.   A.   Burroughs,   and  II.    A.    Strauss. 

Pneumatic  Machine  Manufacturing  Company  has  been  Incor- 
porated In  •  y  with  a  capital  of  $200,000,  for  the  purpose 
of  manufacturing  pneumatic  tools  of  various  kinds.  The  Incor- 
porators are  New  York  people. 

Crane  Company,  Chicago,  announces  that  It  now  has  Its  new 
steel  foundry  In  full  working  order.  The  company  will  make  a 
specialty  In  this  department  of  steel  valves  and  fittings  and  these 
additional  fa  llltles  are  such  that  orders  can  be  Oiled  promptly. 

R.  Woodman  Manufacturing  4  Supply  Company,  Boston,  re- 
ports a  very  busy  season.  It  has  become  necessary  to  work  a 
night  force  of  men  In  order  to  keep  up  with  the  Increasing  de- 
mand for  Its  goods.  Money  orders  are  being  received  from  foreign 
countries. 

8.  J.   Collins  has  accepted   ■  position   with  the  Rail  Joint  Co 
pany   of    New    York    and    Chicago.      Mr.    Collins   was    formerly    with 
the     Qulncy.     Manchester,     Sargent     Company,    Chicago,    prior    to 
whlfh   time   he   was   general   superintendent  of  the  eastern   division 
of    the   Southern    Hallway. 

Massachusetts  Chemical  Company,  of  Walpota,  Mass..  reports 
an   >i r  for  '■' ■<■    280   Dry  dur- 

ing   the    last    year.       There    Is    a   gr-  1    fur    this,    tape    for 

oils,    nnd    It    Is    used    In    large    quantities    by    manu- 
facturer*   ••'  LOd    Insulated    wires  i      nre 
repo''                                   Insulntlng    compound,    Which    I"    I 
man'  ■  •                                                           '    OOD    varnish. 

Colonel   John   T.   Dickinson,   who  for  the  pnst  several  years 

ilidatad    RaTiwaj    Electric   Lighting 

Lighting 

■  I    I  ileklm  on's  hi  III    hi- 

nt York  at  the  new  office*  of  the   lillnn   Electric  Car   Lighting 
ny    In    the    Night    A  k    Building,    Fifth    I 

and   Deli  The  Chi 

if   l        Bl     i   Electric   C        Lighting   Company    will    be 
ilMlng.    tmrl    Mr     W     M     I  alor,    who   was   for- 
also     wl>  Lighting    A 

.     i  ■  the    Chicago    ofl 

nsirlstatit    v  ddltlons    to    the 

l«rge    plan)    of    thi     Bliss     Elertrh     <"ni     Llghtl 

■  •■    «rlll    I"  whuh   will   afford 


facilities    for    the    manufacture    and    prompt    delivery    of    electric 
car   lighting  and    train   lighting   equipment   batteries    and    su] 

American  Car  4  Foundry  Company,  St.  Louis,  has  appointed 
Joseph  G.  Johnston  district  manager  at  Detroit.  Mich.,  and  Tat 
rick  H.  Sullivan  assistant  district  manager  to  succeed  Wesley  R 
Mason,  who  was  recently  appointed  general  manager  of  the 
Dominion  Car  &  Foundry  Company  with  headquarters  at  Mon- 
treal. Both  Mr.  Johnson  and  Mr.  Sullivan  have  been  In  the  em- 
ploy of  the  company  for  over  20  years.  Mr.  Johnson  being  pro- 
moted from  the  office  of  superintendent  and  Mr.  Sullivan  from 
lumber  Inspector. 

Charles  N.  Wood  Company,  79  Milk  street.  Boston.  Mass.,  the 
eastern  representative  of  the  International  Register  Company,  re- 
ports that  It  has  just  delivered  a  complete  equipment  of  badges 
for  motormen  and  conductors  of  the  Boston  Elevated  Railway. 
These  are  the  well-known  Heeren  badges  and  are  much  larger  In 
size  than  those  formerly  worn  by  these  employes.  The  railway 
company  wished  to  have  a  badge  large  enough  so  that  all  the 
passengers  could  see  It  at  a  distance.  The  badge  of  the  motor- 
man  Is  made  with  a  hlack  ground  and  white  letters:  the  con- 
ductor's has  a  white  background  with  black  letters  These  badges 
were  so  conspicuous  that  the  Boston  Herald  devoted  a  half 
of  Its  paper  to  complimenting  the  railway  company  on   the  change 

S.  F.  Bowser  4  Company,  Incorporated,  Fort  Wayne,  Ind.. 
owing  to  a  large  Increase  In  Its  business  during  the  year  190B.  a 
business  which  It  states  was  75  per  cent  greater  than  1905  nnd 
three  times  larger  than  1904.  has  found  It  necessary  to  open  a 
branch  office  at  299  Broadway.  New  York  City.  This  office  will  be 
In  charge  of  W.  T.  Hatmaker,  formerly  manager  of  the  mall 
order  department  of  the  Boston  branch.  The  company  states 
further  that  this  Is  only  one  of  the  many  additions  that  has  heen 
made  In  the  past  year  and  reports  that  the  factory  In  Fort  W 
has  heen  Increased  125  per  cent  and  the  office  accommodations  at 
Fort  Wayne  have  heen  quadrupled.  The  company  has  completed  a 
new  $25,000  factory  at  Toronto.  Can.,  and  has  added  a  lame  num- 
ber of  salesmen. 

H.  J.  Lamborn  has  been  appointed  superintendent  of  power 
and  plant  of  the  Yale  &  Towne  Manufacturing  Company  to  suc- 
ceed F.  A.  Wnldron.  who  resigned  ahout  a  year  ago.  Mr.  Lam- 
born will  have  charge  of  all  steam  and  electrical  plants,  the  BUpi  I 
vision  of  new  buildings  and  the  general  care  and  repair  of  the 
plants.  Mr.  Lamborn  is  a  graduate  of  the  Towne  Scientific  School 
of  the  University  of  Pennsylvania  in  the  course  of  mechanical 
engineering,  since  which  time  he  has  held  various  positions. 
which  have  given  him  a  varied  experience  with  mechanical  mat- 
ters, S.  F.  Dauchy,  who  has  heen  acting  superintendent  of  power 
and    plant    during    the    past    year   and    for    several    years    has    held 

■sitlon   of  assistant   superintendent,    will   continue   In    the    lal 
ter    capacity    under   Mr.    Lamborn. 

Western     Electric    Company    exhibited     at     Its     booth,    at     the 
Electrical     Show    at    the    Coliseum,     Chicago.     HI..     January     11   16, 
a    very   large   nnd    handsome   water   color  painting  of    its   new    110 
acre  plant  at  Hawthorne.   111.     This  plant  Is  equipped  with   modern 
labor-saving    devices    In    the    way    of    machinery    for    executing    Its 
work,  and  the  general  ground  plans  are  arranged  so  as  to  minimise 
labor   In    the    handling  and    assembling  of  the   elootrle.il    apparatus 
manufactured.       The      exhibit      Included      American      transformers, 
Thomas  high-tension  Insulators,  Electros  Insulating  material     v. 
ern    Electric   Company's  arc  lamps  and  direct  and   alternating    I    U 
rent   motors.    Its  series  of  multiple  lamps   for   both   alternating   and 
direct  current.     The  company  makes  a  specialty  of  a  direct   current 
Indestructible   lamp,    the   magnets  of  which   are   wound    with    I  I 
abeston    magnet    wire   and    will    give   a    demonstration    of    tin 
resisting    qualities    of    this   wire   as    compared    with    cotton-covered 
magnet    wire.      Another    Interesting    feature    was    that     of    a 
alternating  equipment  In  full  operntlon   Including  switohbo 
Ulator    and    transformers.      A    new    1907    line    of    fnn    moton      ind 

switchboard    equipped    with    some    reci    ted    i  was 

also  shown. 


ADVERTISING   LITERATURE. 


David  B.  Crockett  Company,  Bridgeport,  Conn.- -This  company. 
which  Is  a  maker  of  varnishes,  has  sent  out  to  Its  friends  an  artis- 
tic  cnlendnr  for   1907. 

A.   O.   Schoonmsker,  221    Fulton   St.,   New   York.     ,\     o     BohoOn 

maker,  who  li  the  Importer  of  India  and  Amber  mloa,  has  ins i 

lee  list  of  i  teriali  for  1 907. 

Universal     Portland     Cement     Company,     Chicago. — This      OOBV 

pnny  has   reprinted   the  second   chapter  of   "Concrete,    Plain  nnd 

Taylor   &    Thompson,    nnd    given    It    the    title,    "The 

Proi ■«    of   Con  orating,"     The    publication    is   hnndsomeiv    bound 

should    he    of    material    service    to    those    Interested     In    ...n.i.l. 
work. 

Sprague   Electric  Company.   New  York  City,    N.   Y.— "The   Blec 
til.-   Equipment   of  ■    Modern   Hotel"   li  the  title  of  an 
illustrated    bulletin    Issued    by    thl     oompans       The    modern    hotel 
■  •I   i"   i     the   "Hotel  Gotham"   in   New   v.ui,    and   the  equip 
meiii  described   Includes  thai   no  olectric  llghl  and  powei 
th  in.   the               boardi     ale  trioal   equipment   for  tin    laundry,   foi 
watei   it  1 1  let    and  foi    '  he  v. m  tem 

Wright    Truck   Company,    727    Walnut    Street,    Philadelphia,    Pa. 
\  i  ingi  from    ■ 

■       i  styles  of   ti 
I   |]  BTd 

of  ■  ■-  One  of  ' ni  !<■■  Is  thi 

no|    Iran-" 


142 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  4. 


equalisers,  springs  placed  apart  and  located  adjacent  to  the  Journal 
boxes  and  spring  hangers.  The  other  Is  the  pedestal  spring  type 
with  rolled  steel  channel  transoms  and  sides,  oast  steel  ped' 
with  necks  detachable  secured  upon  the  vertical  ends  of  the  chan- 
nel side  pieces  and  helical  sprints  above  each  Journal  box  designed 
to  cushion  the  entire   frame. 

Cooper  Hewitt  Electric  Company,  New  York.— A  well-executed 
pamphlet.  7  by  10  inches,  describes  in  some  detail  the  conspicuous 
features  of  the  Cooper  Hewitt  system  of  mercury  vapor  lamp  light- 
ing with   illustrations  showing  its  application  In   Industrial   uses. 

L.  S.  Starrett  Company.  Athol,  Mass.— A  copy  of  the  "Vieks- 
burg  American"  containing  an  account  of  the  manner  in  which  a 
supposedly  tool  proof  steel  bar  Installed  In  the  Warren  county. 
Mississippi,  Jail  was  cut  through  in  four  hours  by  one  of  the 
company's   No.    250,    12-inch   had;    saws 

Crouse-Hlnds  Company,  Syracuse,  N.  Y.— "Just  a  Few  Condu- 
let  Suggestions"  is  the  title  of  two  publications  Issued  by  this 
any.  Both  of  these  are  constituted  almost  entirely  of  engrav- 
ings from  drawings  illustrating  the  useful  manner  in  which  this 
■m\'s  various  types  of  condulets  may  be  used  in  wiring. 
The  publications  are  not  only  an  effective  advertisement  of  the 
company's  products,  but  contain  many  useful  suggestions  for  those 
installing    electrical    equipment    of   all    types. 

Mllllken  Brothers  (Inc.)  New  York.— This  company  is  issuing 
a  convenient  handbook  showing  sections  which  its  new  steel  mill 
at  Milllken.  S.  L,  is  capable  of  rolling.  The  product  of  the  plant 
at  present  consists  of  open-hearth  I-beams,  slabs,  channels,  angles, 
Z-bars.  etc..  and  special  attention  is  called  to  lS-inch  channel 
sections,  believed  to  be  the  largest  channel  now  rolled.  This  sec- 
tion is  Intended  specially  for  heavily-loaded  columns  and  bridge 
chords  where  a  large   radius  of  gyration   is   essential  to  economy. 

J.  G.  Brill  Company.  Philadelphia. — Volume  1.  No.  1  of  Brill's 
Magazine  has  been  issued  under  date  of  January  15.  190".  It  is 
published  in  the  interest  of  3.  G.  Brill  Company.  Philadelphia: 
G.  C.  Kuhlman  Car  Company.  Cleveland.  O.:  American  Car  Com- 
pany. St.  Louis:  John  Stephenson  Company.  Elizabeth.  N.  T.  The 
publication  is  standard  size  6  by  9  inches  with  24  pages  replete 
with  engravings  from  photographs  and  drawings.  Various  types 
of  modern  car  construction  are  shown  and  described.  The  pub- 
lication also  deals  with  other  rolling  stock  and  rolling  stock 
equipment. 

General  Electric  Company.  Schenectady,  N.  Y.— This  company 
continues  to  publish  its  series  of  pamphlets  descriptive  of  manu- 
factures of  its  various  departments.  The  recent  publications  of 
the  railway  department  include  Bulletin  No  4474  descriptive  of 
GE-7G  railway  motor,  which  in  general  appearance  is  somewhat 
similar  to  the  GE-66  box  frame  motor,  but  is  more  substantial  in 
construction,  has  longer  bearings  and  commutator,  wearing  sur- 
face for  armature  heads  and  seats'  for  gear  case  lugs.  The 
pamphlet  describes  the  various  parts  in  detail  and  presents  char- 
acteristic curves.  Bulletin  No.  4479  describes  the  Toledo  &  Chicago 
interurban  single-phase  railway,  the  author  of  the  paper  being 
John   R.   Hewett. 

WESTINGHOUSE    10.000- KILOWATT    TURBO    UNITS    FOR 
BROOKLYN. 


Electric  generating  units  of  10,000-kw.  capacity,  complete  in 
a  single  machine  will  soon  be  built  to  fulfill  a  contract  recently 
executed  between  the  Transit  Development  Company  of  Brooklvn. 
N.  T.  and  the  Westinglmuse  Machine  Company  of  Pittsburg.  The 
new  equipment  will  consist  of  five  10.000-kw.  turbo-generator 
units  and  a  large  amount  of  converting,  transforming  and  con- 
trolling apparatus,  all  to  be  manufactured  by  the  Westinghouse 
interests. 

The  new  unit  will  establish  a  new  standard  of  compactness. 
The  combined  unit  will  measure  approximately  48  feet.  6  Inches  in 
length.  IS  feet  in  width  and  12  feet  3  inches  in  height,  above  the 
floor  level,  equivalent  to  .075  square  feet  per  kilowatt  rated,  or  .049 
square  feet  per  kilowatt  maximum  That  a  striking  advance  has 
been  made  within  recent  years  toward  securing  greater  compact- 
ness  in  prime  movers  is  shown  by  the  accompanying  curves. 

The  turbine  equipment  is  designed  for  a  steam  pressure  of 
175  pounds  at  the  throttle.  100  degrees  superheat  and  28  inches 
vacuum.  Under  the  assumed  conditions  of  operation  the  units 
will  sustain  their  full  rated  load  continuously  with  a  temperature 
rise  'if  35  degrees  C.  with  the  power  factor  ranging  from  90  to 
100  per  cent.  In  the  event  of  loss  of  vacuum,  accidental  or  other- 
wise, the  turbines  will  automatically  "go  to  high  pressure"  carry- 
ing their  full  rated  load  without  the  assistance  of  a  condenser. 
This  feature  will  be  obtained  through  the  use  of  a  secondary  ad- 
mission valve  of  construction  similar  to  the  primary  valve  and 
operated  by  the  governor  in  such  a  manner  as  to  automatically 
come  into  operation  when  the  overload  upon  the  machine  reaches 
a  certain  point.  The  action  of  this  valve  is  to  raise  the  pressures 
in  the  various  stages  and  thus  increase  the  capacity  of  the  ma- 
chine. Speed  variation  may  accurately  be  adjusted  by  a  distant 
control  mechanism  attached  to  the  governor  and  operated  from 
the  switchboard. 

In  the  construction  of  the  generator  the  standard  rotatlng- 
fteld  design  will  be  employed  with  the  frame  entirely  enclosed  to 
facilitate  forced  ventilation  and  incidentally  obivate  the  noise 
emanating  from  high-speed  turbines.  Current  may  be  delivered 
at  6.600  or  11.000  volts  pressure  according  to  the  method  of  con- 
necting  the  windings. 

A  good  feature  of  the  horizontal-type  turbine  is  the  excellent 
disposition  which  may  be  made  of  the  condensing  apparatus.  In 
spite   of   the   compactness   of   these   large   units,    the   surface   con- 


denser will  be  located,  as  usual,  directly  beneath  the  turbines 
in  the  power  house  basement  together  with  all  of  the  condensing 
auxiliaries,  thus  giving  a  clear  engine  room  floor.  This  arrange- 
ment likewise  permits  of  affectively  carrying  out  the  "unit  sys- 
in  power  plant  design  which  is  so  important  in  securing  the 
best  arrangement   of   the  boiler  plant. 

It  is  significant  that  this  new  power  equipment  will  be  eventu- 
ally installed  in  the  new  Kent  Avenue  station.  Brooklyn,  where 
two  large  turbine  units  mad.  by  the  same  builders  and  a  third 
..f    another    make,    but    similar    design,    have   been    In    operation    for 


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machinery. 


1      I      I      I      I      I      I      1      I      I      I      |      1      |      § 

Et-CcrmcAL    Hotsc   Fb«cR 

Horsepower — Area    Curves    for    Prime    Movers. 

This  station  then  will  be  devoted  entirely  to  turbine 


A    DISPLAY    OF    STORAGE    BATTERIES    AT    THE    CHICAGO 
ELECTRICAL    SHOW. 


The  Electric  Storage  Battery  Company,  of  Philadelphia,  with 
a  Chicago  office  at  1425  Marquette  building,  at  the  Chicago  Elec- 
trical Show  demonstrated  the  variety  of  batteries  manufactured 
by  it.  ranging  from  a  tank  with  a  capacity  of  4.S00  amperes  for 
one  hour  down  to  a  cell  with  a  capacity  of  2>£  amperes  for  one 
hour.  All  of  these  batteries  are  of  the  Chloride  Accumulator  type 
and  include  the  R-73  elements  in  R-85  tank,  2.600  of  which  cells 
are  now  being  installed  by  the  New  York  Central  &  Hudson  River 
Railroad  Company  in  its  electrification.  Cells  of  this  type  will  be 
used  at  the  Gary'.  Ind..  plant  of  the  Indiana  Steel  Company  now 
under  construction.  The  G-51  tank  is  quite  generally  used  by 
street  railway  companies  through  the  country,  and  the  other  types 
shown  were  the  F-21  for  lighting  and  telephone  work,  both  in 
wood  tanks  and  in  glass  tanks:  the  F-15,  E-13.  D-7  and  C-5.  all 
in  glass  Jars.  The  Electric  Storage  Battery  Company  also  showed 
a  number  of  its  Exide  batteries.  This  type  of  battery  is  used 
for  automobile  work,  both  for  propulsion  and  ignition.  A  feature 
of  the  exhibit  was  the  7-33  Exide  signal  cell,  10,000  of  which  are 
in   use   on   the   Harriman   lines. 

The  Electric  Storage  Battery  Company  makes  a  specialty  of 
car-lighting  work  and  the  exhibit  included  its  two-compartment 
tank  and  a  variety  of  accessories  for  railway  car  lighting  In 
addition  to  the  above  this  company  exhibited  its  cell-filling  device 
and  its  automatic-signaling  hydrometer  which  is  in  operation.  The 
company  was  represented  by  Charles  Blizard.  third  vice-president. 
G.  H.  Atkin.  manager  of  the  Chicago  office,  and  Messrs.  J.  M.  S. 
Waring,  district  engineer.  W.  F.  Bauer.  W.  F.  Rath.  H.  B.  Mar- 
shall.  F.   W.    Hyde  and   George   Neth. 


ALLIS-CHALMERS    COMPANY'S     EXHIBIT    AT    THE 
ELECTRICAL    SHOW. 


The  exhibit  of  the  Allis-Chalmers  Company,  of  Milwaukee, 
at  Chicago's  second  annual  electrical  show,  included  a  new  75-kw. 
self-contained  AB  alternating-current  generator,  a  10-hp.  induction 
motor-generator  set,  a  15-hp.  high-speed  engine-generator  unit,  a 
line  of  new  type  K  motors  of  1  1/3  to  20  hp.  for  direct  current, 
and  six  induction  motors  of  from  one  to  20-hp.  capacity.  With 
the  induction  motors  potential  starters  were  shown  for  all  sizes 
from  five  horsepower  upward.  A  model  showed  both  the  movable 
and  stationary  rings  of  blading  of  a  500-kw.  Allis-Chalmers  steam 
turbine.  The  booth  of  the  company  was  finished  in  the  mission 
style  and  the  company  distributed  catalogues,  bulletins  and  other 
advertising  matter  showing  electrical  apparatus,  steam  engines, 
gas  engines,  hydraulic  and  steam  turbines,  saw  mill  machinery. 
lumping  machinery,  power-transmission  machinery,  timber-pre- 
serving machinery'  and  other  lines  of  machinery  manufactured  by 
it.  The  exhibit  was  in  charge  of  C.  A.  Tupper  and  S.  R.  Kerr. 
assisted  by  J.  W.  Gardner,  manager  of  Chicago  district  office  of 
the  Allis-Chalmers  Company;  W.  S.  Heger.  assistant  to  the  presi- 
dent; G.  B.  Foster.  W.  M.  S.  Miller,  manager  of  the  price  depart- 
ment, and  a  number  of  salesmen,  including  Messrs.  C.  H.  Melvey. 
C  S.  Buell.  Ervin  Dryer.  F.  L.  Webster,  J.  M.  Denniston.  E.  R. 
Jacobs.  D.  K.  Chadbourne.  H.  I.  Keen,  A.  W.  Catlin.  L.  St.  J. 
Smith.  P.  C.  Van  Zandt.  Geo.  Voigt.  L.  M  Harvey.  E.  Timm  and 
C.  H.  Howe. 


PUBLISHED  KYEKY  SATURDAY  BY  THE  WILSON  COMPANY,  CHICAGO 

Chioaoo:  leOHarriso    -  NbwYobk:U  -et 

Subscription  Price,  $2;  Foreign,  $5;  Single  Numbers,  LO  coots  Entered  at  the  Postomoe,  Chicago,  IU„  as  Second-elas,  Matter 


Vol.  XVII,  No.  5 


CHICAGO,  FEBRUARY  2,  1907 


Whole  No.  197 


TABLE  OF  CONTENTS 


lal— 
— Clrcula-  . .143 

— E  way  Taxation   in   Mi< 

— Some   Fundamental    C  .144 

— Tl  Market 145 

Railroad    Conin  146 

Interstate    Commerce    Commission    Inquiry    Into    Rallwaj     Ac- 
counting  h<; 

Nashville    Tim.  -     tern.     (Illustrated)  ...147 

The  Spokane   Electric  Terminal.     (Illustrated) 148 

The  Substitute  Motor  tor  tn<    Steam    Locomo- 

By   Lewis    B,    Stlllwell  and  Hem      -  Putnam. 

(Illustrated)     ISO 

A    Modern    Interurban    Cat       (Illustrated) 160 

Executive  Committee  Meeting,   American  Street  and  Interurban 
Railwa  It",  1 

ton 

•  ili.v    Inflation 162 

i  Illustrated  i 163 

t    the   Dudley   Street    Terminal.  I). 164 


trie   Railway J65 

Power  Improvements  of  th<  llway.... 

Mews  ,v.-,-k 

a     York    Subways 

Construction   Ni 

— Franchises     igg 

— Incorporations     is8 

— Track    am!    Roadway i6g 

Powei  9     stations 169 

onaJ    Mention    

— Obituary     ]-,, 

Financial    News    171 

Mann.  ind    Supplii  - 

—Rolling    Stock    [i:~: 

— siiops    and    Buildings 172 

— Trade    Notes     17; 

ertlsing  Literature   17:: 

a    Practical    Grinder.     (Illustrated) .17:; 

The    Use    Of    Doss. -it     .Joints ]7;; 

Iblts  at    Hi,-   Chicago    Electrical   Show    .........]U 


A  feature  to  be  considered   in   the    selection  of    a  site  for  a 
power    plant    which    is    worthy    of     verj    careful     study    is 
the  purity   ol  'ho  water.     While  ii   is  not  of 
Circulating  quito    i|..     same    Importance   to   havo    pure 

Water  water  for  cooling  as  for  the  boiler  feed,  un- 

Suppiy.  limited  trouble  may  be  caused  through  the 

corrosion  of  condenser  tubes:  or  if  the  water 
contains  quantities  of    salts  and   solid  manor  which   are  dif- 
ficult to  settle  or  filter  out.  the  efficiency  of  the  condensing  sur- 
face may  be  seriously  affected  through  a  deposit  on  the  water 
side  of  the  tubes.     For  these  reasons  in  locating  a  plant,  the 
engineers  should   thoroughly  investigate  any  brook  or  river 
which    might    seem    to   be   a   favorable   location.     To  do   this 
the  course  of  the  stream  should  be  followed  up  a  considera- 
ble   distance   to   ascertain   what    manufacturing     plants    are 
•I    on    Its    banks,    and    tho   nature   of   any    refuse   which 
barge  into  the  stream.     Having  become  assured 
that    tin-    nature    of    all    wastes    emptied    into    the   streai 
harmless,   It    would    he   well    to    have    some    samples  of  the 
analyzed  as  a  final  precaution  and  to  determine  wheth 
•  r  it   wii;  r.ie  lor  boiler  feeding  a-  well  as  for  (-citi- 

ng  purposes.     Much   annoyance  was  recently  caused  a 
railway  plant  points  were  neglected.    The  trou- 

ble In  this. case  wa  •    priming  of  the  boilers  and 

-n«    of   corrosion.      Upon    In 
found    to    be    .  of    fat     which 

dumped    into    tie     I.  miles    up 

•m. 


lack  ot  which  most  of  tin-  troubles  with  the  motors  can  be 
traced.  The  life  of  both  the  brushes  and  commutator  is  in- 
creased by  proper  adjustment  and  it  will  be  found  an  advan- 
tage to  stagger  the  brushes  on  alternate  brush  arms,  thus 
causing  the  commutator  to  wear  more  evenly  and  avoiding 
the  usual  ridges  to  be  found  on  the  average  commutator.  To 
secure  the  accurate  angular  spacing  desirable,  Mr.  BfcRae 
has  designed  a  jig  on  which  all  the  brushholders,  whether 
new  or  old.  are  mounted  and  spaced  before  being  put  op 
motors,  and  no  doubt  the  expense  and  trouble  of  this  adjust 
nieiii  are  fully  warranted  by  the  results  obtained, 


totnted  out  in  a  recent  papei  bj  Mr   W   it    Me 
onto  Railwa)  .  too  II 

tlon    is  paid   to  the   moil 
Shop  Practice  r»  oiling 

and  Car  he     re 

Records.  ids    would    bi  if    de- 

It   Is  highly   prob 
run    Into    the 

as  well  u  an  additional  aumbt 

through  In 

•  d  on  11  n  1  ■ 
potier  point  to  which  attention  Ih  • 

Is    the    peed     fO  of     I  he     I. 


In  a  recent  discussion  of  taxation  in  Michigan,   Mi     Wallace 
Franklin,   secretary   and    assistant     treasurer,   Orand    l; 

Grand  Haven  &  Muskegon  Railwa]  Com 
Electric  Railway  pany.  says:  "I  am  willing  to  make  the  pre 
Taxation    in  diction   that   as  long   as  tin-  taxes  on  electric 

Michigan.  lim-s  in  this  state  remain  as  high  as  they 

are   now   not   a   single  electric   line    will    be 
built    within    Its   borders    for    the    Q<  \i    Ion 
how    many   are   planned   on   paper."      In   amplifying   his   pi- 
tlon.    Mr.    Franklin    says   thai    eastern    capitalists   will    not    pa\ 

in  taxes  ior  the  privilege  1 1  d<  reloi  Ing  tin-  state  from  >•  to  B 
p.r  cent  of  tin-  gross  earnings  of  properties.    Two 
the  company  with  which  he  is  connected  paid   for  tax< 
1  -nt  oi   11  ii,,.  property 

a'     the    rate    Of    *!-'. ir    mile    and    the    fighl     of    was 

att  lj      'i  1 Ilowing  year  the  com 

■  due.  d    lli.  10   $K.0i)n    per    mile.    Inn 

10   |io, Mr.    Franklin 

irS  •  on   a    I  wo  rod   wide   ship   of   land 

running  throe  than  the  owner  of  the 

Ire  101  in    with   ail   bis   impi- 
included  ■     'i  i  -  es  in   Deo  tnbei 

1906,  $1,075,  which   wai   1;  1  p.-,   (.-ni  ,,f  thl 

the  i ith      Conditions  In  the  monej    mi  dim 

cull     in     Ii  p. --a     ,1,1,  ,  ,,. 

and  1  ommunil  lea  which  em 
ruction  of  electric  rallwaj   lines  will  find  them 
ural  development     whl  1 
low  ■  ban  it  thi 

the  companli  Intel 

■ 


144 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  5. 


companies  with  taxation.  Mr.  Franklin  has  done  a  public 
service  in  calling  the  attention  of  his  community  to  this 
situation. 


SOME  FUNDAMENTAL  CONSIDERATIONS  IN   DEPRECIATION. 


If  an  individual  buys  a  carriage  he  may,  as  occasion  re- 
quires, paint  it,  varnish  it,  re-upholster,  set  new  tires,  replace 
a  shaft  or  spring,  and  make  other  repairs,  but  there  still 
remains  a  wear  for  which  he  does  not  provide.  In  time  the 
carriage  gets  beyond  its  usefulness  and  he  gets  rid  of  it  and 
buys  a  new  one.  If  an  accounting  record  was  kept  and  the 
original  cost  still  stands  upon  the  books  the  amount  of  the 
new  purchase  cannot  be  added,  for  then  there  would  show 
more  property  than  is  possessed.  The  new  carriage  has  to 
be  provided  for  as  an  expense.  If  the  owner  has  been  wise, 
he  has  cut  down  the  value  shown  upon  the  books  a  little 
each  year  as  the  property  wore  out,  so  that  what  was  re- 
ceived for  the  old  carriage  would  cancel  the  account.  Then 
the  cost  of  the  new  carriage  could  properly  be  placed  on  the 
books  as  an  original  investment.  Or,  perhaps  the  owner  has 
done  better  and  each  year,  from  his  income,  has  put  in  the 
bank,  at  interest,  a  small  sum,  and  when  the  old  carriage 
had  become  worn  out  had  an  amount  sufficient  to  buy  the 
new  one.  In  either  case  he  has  provided  for  the  deprecia- 
tion. 

What  is  true  in  a  simple  illustration  like  this  is  equally 
true  of  as  complex  a  property  as  an  electric  railway.  And 
its  complexity  does  not  exempt  the  electric  railway  from  de- 
preciation or  the  need  of  providing  for  it.  Complexity  in- 
volves the  problem,  but  the  big,  basic  principle  is  the  same. 
There  is  no  use  to  wave  aside  the  question  of  depreciation; 
it  exists  and  must  be  considered.  Every  day's  delay  makes 
the  consideration  harder.  The  depreciation  is  going  on  and 
will  make  itself  felt;  it  must  be  provided  for  and  the  earlier,' 
the  easier.  In  the  youth  of  an  art  consideration  of  this  mat- 
ter seems  unnecessary,  but,  no  matter  what  the  offsetting 
compensations,  the  time  comes  when  further  postponement 
presages  sure  trouble,  and,  if  long  continued,  ruin. 

It  is  true  that  in  the  electric  railway  art  there  have 
been  many  offsetting  compensations  and  there  are  today — 
the  great  advance  in  the  cost  of  materials  used  in  the  art, 
for  instance.  This  has  tended  to  keep  the  book  value  at  a 
figure  somewhat  near  the  market  price,  less  proper  deprecia- 
tion allowance.  The  industry  profits  today  from  that  fact, 
but  it  cannot  continue  to  do  so  indefinitely — nor,  indeed,  for 
long — and  any  attempt  to  take  advantage  of  it  much  longer 
must  ultimately  result  in  reorganization.  Suppose  prices  had 
gone  the  other  way!  Those  managers  and  owners  who  re- 
gard the  discussion  of  depreciation  as  a  bugbear  should  real- 
ize that  it  must  come;  that  "a  stitch  in  time  saves  nine"; 
that  consideration  at  this  time  gives  a  chance  to  approach 
the  practical  workings  gradually  instead  of  coming  to  the 
realization  of  the  need  with  a  sudden  jar.  One  need  not 
look  far  in  any  business  to  find  instances  where  the  awak- 
ening came  too  late,  with  the  result  of  bankruptcy,  reor- 
ganization, or  "scaling  down,"  none  of  them  pleasant  occur- 
rences. 

To  know  whether  or  not  net  depreciation  (that  is,  with 
appreciation  allowed  for)  has  occurred  to  require  account- 
ing, an  accurate,  impartial  appraisal  of  the  property  is 
needed.  If  the  total  footing  of  this  equals  the  total  footing 
of  the  investment  accounts,  then  depreciation  has  been  off- 
set and  only  the  future  need  be  provided  for.  So  far  as 
the  appraisal  value  falls  below  the  investment  accounts 
the  past  management  has  erred  and  the  future  management 
should   bear  this   burden   in   addition  to  its  own. 

Fundamentally,  there  are  two  methods  of  accounting 
for  depreciation:  (1)  By  a  charge  upon  the  earnings  to 
provide  for  a  liability  account  or  a  fund  (asset),  or  by 
the  lowering  of  asset  accounts.      (2)    By  charging  sufficient 


betterments  and  extensions  or  renewals  to  equal  in  amount 
the  estimated  depreciation.  European  practice  in  the  indus- 
try preponderately  favors  the  first  method;  so,  for  the  most 
part,  do  manufacturing  and  general  business  concerns.  There 
is  excellent  authority  for  the  second,  notably  the  American 
steam  railways.  The  propriety  of  this  so-called  American 
theory  is  a  new  subject  of  investigation  by  the  Interstate 
Commerce  Commission. 

Right  here  a  word  may  be  said  about  European  methods 
which  were  discussed  at  some  length  in  the  Electric  Railway 
Review  for  November,  1906.  While  these  are  enlightening 
and  worthy  of  study,  we  are  not  to  assume  that  a  failure  to 
follow  foreign  practice  demonstrates  that  we  are  in  the 
wrong.  The  method  is  purely  incidental;  the  basic  principle 
is  the  agreement  between  the  value  of  the  property  as  it 
exists  and  as  it  appears  in  the  investment  accounts.  Many 
methods  are  different  abroad.  For  instance,  in  English 
municipal  undertakings  the  property  is  not  considered  as 
owned  until  all  indebtedness  is  paid  and,  as  in  American  town 
and  city  financing,  a  certain  part  of  the  debt  is  paid  each 
year.  However  much  greater  the  asset  is  than  the  amount 
outstanding  against  it,  it  cannot  be  further  borrowed  upon. 
It  naturally  follows  that  depreciation  must  be  provided  for 
under  the  first  of  the  methods  named. 

It  is  this  fact  that  caused  Mr.  G.  W.  Holford  in  his  dis- 
cussion of  "Depreciation  and  Renewal  Funds  in  Relation  to 
Tramways  Undertakings"  (Electric  Railway  Review,  Novem- 
ber, 1906,  page  906)  to  consider  only  the  depreciation  and 
renewal  of  permanent  way,  excluding  rolling  stock,  buildings 
and  overhead  equipment  on  the  ground  that  these  portions  of 
tramway  equipment  outlast  the  periods  for  the  repayment 
of  loans  specified  by  the  Board  of  Trade.  In  reply  to  an 
inquiry  the  assistant  secretary  (railway  department)  of  the 
British  Board  of  Trade,  advises  us  that  it  is  the  practice  of 
the  Board  to  allow  the  following  periods  for  the  repayment 
of  money  borrowed  for  tramways  by  municipal  authorities: 
Permanent  way  and  buildings,  30  years;  electrical  equipment, 
20  years;  cars,  15  years. 

The  second  method  of  accounting  referred  to  may  accom- 
plish the  object  ultimately  but  not  in  an  accurate  manner. 
The  charging  of  betterments  or  renewals  to  expense  may  be 
far  greater  in  one  year  or  term  of  years  than  the  deprecia- 
tion for  the  period  would  amount  to,  or  may  be  far  less.  In 
either  event  it  is  unfair;  in  the  first  case  it  is  to  the  detri- 
ment of  the  stockholders  for  that  period,  and  in  the  second 
case  it  is  in  their  favor. 

The  instant  the  property  is  in  use  or  completed  the 
natural  deterioration  commences.  It  is  ordinarily  as  much 
the  first  day  as  on  any  succeeding  day,  but  the  repairs 
at  first  are  little  or  nothing.  In  absolute  justice  to  the 
owners  or  stockholders  in  every  accounting  period  an 
amount  should  at  once,  and  then  at  regular  intervals  after- 
wards, be  set  aside  to  represent  as  nearly  as  possible  the 
wear  and  tear  during  that  period.  Then  the  owner  at  any 
time  receives  all  that  is  justly  due  him  and  only  that.  The 
charges  against  income  then  become  actual  and  not  haphaz- 
ard. A  careful  accountant  would  not  charge  the  cost  of  in- 
surance for  the  year  into  the  expense  of  one  month;  he  would 
pro-rate  it  over  the  whole  year.  So,  for  instance,  track  re- 
pairs— in  most  of  the  country — can  be  made  only  in  a  few 
months  of  the  year;  yet  the  wear  is  going  on,  proportionately 
to  the  service,  as  much  in  the  months  when  work  is  sus- 
pended as  when  the  repairs  are  being  made. 

For  the  ideal  handling  of  the  accounts  representing  assets 
subject  to  wear  and  tear  there  would  be  determined  in  ad- 
vance, say  each  year,  what  the  deterioration  would  be  for 
the  period  and  apportionment  of  it  made  among  the  months 
according  to  the  amount  of  service  or  of  income.  Then  be- 
fore the  end  of  the  year  these  apportionments  would  be  ad- 
justed to  approach  as  nearly  as  possible  to  the  actual  wear 
which  had  taken  place.     Thus  the  accurate  expense  of  each 


February  2, 1907. 


ELECTRIC     RAILWAY     REVIEW 


145 


month  would  be  as  closely  approximated  as  possible  and  the 
accountant  would  be  relieved  from  explaining  that  "this 
month  we  made  an  unusual  amount  of  repairs  upon  the  Bee 
street  line,"  etc.  Accounts  which  are  most  customarily  pro- 
rated for  the  monthly  expense  statement  are  those  whose 
yearly  totals  are  easily  determined  in  advance  (for  example, 
insurance).  It  is,  then,  only  a  question  of  ease  in  determin- 
ing the  ultimate  total,  since,  if  the  principle  is  good  with 
one  such  account,  it  is  with  all. 

So  it  is  with  depreciation.  If  the  manager  wishes  to 
know  his  actual  costs  for  any  period — month,  year  or  decade 
— he  must  know,  not  only  the  value  of  power  used,  wages 
and  salaries  paid,  miscellaneous  expenses  incurred  and  inter- 
est and  taxes  accrued,  but  also,  as  near  as  may  be  deter- 
mined, the  wear  and  tear  which  has  occurred.  The  amount 
expended  for  repairs  or  renewals  in  the  period  has  nothing 
more  to  do  with  the  expense  for  the  period  than  the  actual 
cash  payments  made  for  interest  or  taxes.  Exactly  as  the 
total  of  the  monthly— or  quarterly — pro-rated  amounts  charged 
in  for  interest  should  equal  the  interest  accrued  during  the 
year,  so  the  account  or  fund  provided  for  depreciation  should 
equal  the  decrease  in  value  that  has  occurred. 

In  practice,  however,  it  would  be  more  usuar  and,  on 
the  whole,  quite  as  satisfactory  to  provide  a  fund  or  account 
for  depreciation  which  would  care  for  the  heavy  renewals. 
while  the  ordinary  day-to-day  repairs  are  charged  directly  to 
expense.  Then  it  becomes  a  question  what  shall  be  the  limit 
in  amount  to  charge  to  repairs.  This  will  vary  in  every  case, 
since  it  hinges  on  the  regularity  of  the  expense.  Charging 
into  expense  renewals  of  cars  each  year  as  they  are  bought 
might  be  practicable  on  a  large  road,  while  on  a  small  road 
if  one  car  for  renewal  were  bought  on  an  average  each  five 
years,  to  charge  it  into  expense  the  year  when  bought  would 
unduly  burden  the  statement  for  that  year  to  the  great  ad- 
vantage of  the  four  preceding  years.  This  is  the  crux  of  the 
matter:  Depreciation  should  be  accounted  for  as  it  occurs 
and  not  when  it  has  accumulated  to  the  limit. 

If  a  concern  were  manufacturing  a  marketable  product, 
in  order  to  determine  its  selling  price  it  would  compute  its 
cost,  including  not  only  expenses,  interest  and  taxes,  but  an 
amount  for  depreciation  as  well,  and  then  add  a  reasonable 
measure  of  profit.  The  cost  of  transportation  per  passenger 
should  be  figured  in  no  different  way.  Unfortunately,  per- 
haps, the  amount  a  passenger  shall  pay  for  his  ride  is  fixed 
— 5  cents.  But  if  the  cost  of  transportation,  computed  as  ex- 
plained, exceeds  that  figure  the  passenger  should  be  willing 
to  have  his  ride  somewhat  shortened,  his  transfer  or  other 
privileges  somewhat  curtailed,  or  the  frequency  of  service 
what  reduced.  If,  on  the  other  hand,  such  cost  fall  be- 
low the  5-eent  unit,  it  Is  Justice  that  the  passenger  should 
have  a  loncer  ride  for  his  5  cents  or  more  frequent  service 
or   a    re,!  In    either   case   he   should   allow 

•  r-latlon  as  a  part  of  the  cost,  and  It  Is  quite  time  thai 
owners  and  managers  Insist  that  he  does. 

It  may  be  urged  that  the  passenger  will  not  consent  to 

Is  not  that  the  fault  of  the  manager  or  promoter  who 

misled   him  as  to  the  cost?     And   should   be  not  be  set 

right  about  the  ma'  ulillc  stands  in  Its  own 

light  If  II  allow  an  amp  on  for  depredation 

lata  the  cost  of  H  ortatlon,   been 

capital  ■ 
■  i  before  thai 

arrives   the    service   and    the    physical   condition    of    the 

patrons  are   not    getting   In 
exchange  for  thr-ir  6-eent  pieces  what  the  public  In  an 
■  reeaoi  >  allowed,  roc> 

10  Important  I 
trannportatlon   to  '  '      If  Ita  recognition   In   the 

trie  railway  boataeM  I  ■ "sgary  It 

win  |  'i  the  eoi 

for   the   more   Htabllltv    the   InveKtm-nts   In   this    Industry    will 


have.  The  managers  or  directors  or  stockholders  who  refuse 
to  consider  this  question  are  attempting  to  fool  themselves — 
if  unsuccessful,  no  good  is  accomplished — if  successful,  the 
result  is  disastrous. 


THE  COPPER  MARKET 


The  copper  market  is  attracting  more  attention  at  pres- 
ent than  that  of  iron  or  steel.  The  steadily  advancing  price, 
the  small  increase  in  production,  the  large  demand  and  the 
possibility  of  speculative  hoarding  are  all  matters  which  oc- 
cupy a  place  of  unusual  prominence  in  the  market  reviews 
and  in  the  metal  and  mining  trades  journals.  The  present 
high  price  of  copper  with  the  probability  of  a  still  further 
advance  is  a  matter  of  serious  concern  to  the  electrical  in- 
dustries. Production,  consumption  and  prices  of  copper  in 
the  past  years  are  not  for  business  purposes  matters  of  such 
prime  importance.  Supplies  for  the  coming  year  at  prices 
which  are  not  prohibitive  are  questions  of  more  immediate 
interest  and  more  recent  statistics  do  not  give  much  encour- 
agement. 

The  production  of  copper  in  the  United  States  in  1906 
was  58.6  per  cent  of  the  total  production  of  the  world.  The 
increase  for  the  United  States  was  less  than  5  per  cent  over 
the  previous  year,  while  the  consumption  increased  nearly  20 

i  ent.  In  recent  years  Germany,  Holland,  France  and 
England  have  taken  50  to  60  per  cent  of  the  domestic  pro- 
duction and  their  demand  is  increasing,  while  the  United 
States  is  now  consuming  more  than  the  entire  production  in 
1899.  Imports  of  copper  to  the  United  States  are  principally 
from  Mexico  and  Canada,  the  former  sending  about  twice  ,i 
much  as  the  latter.  The  total  for  the  two  countries  for 
was  90,000  tons.  The  visible  supply  of  copper  In  England 
and  France  at  the  end  of  the  year  1906  was  17,000  tons  and 
at  that  time  there  were  practically  no  unsold  stocks  held  in 
America.  The  copper  account  for  the  United  States  for  the 
year  1906  balances  as  follows: 

Tons. 

Production    420,75f> 

Import 102 

Total    

Less   export    

Balance  for  domestic  consumption 305,388- 

Montana     is      the  roducing      state     re- 

ported for  1906,-137,824  tons,  which  is  less  than  that  for  tin- 
but  the  hostilities  which  have  so  long  limited 
production  In  the  Butte  and  Silver  Bow  districts  have  been 
settled,  and  it  la  expected  thai  Amalgamated  win  produce 
this  year  100,000  tons.  Arizona  now  occupies  the  second 
as  a  copper  producing  state,  having  Increased  Its  pro 
dnctlon  In  1906  to  I  and   Michigan,  which  previous- 

ly oenpied  the  second  place,  remained  nearly  stationary  at 

■•<  tons      in  the  list,  ■  •■   three  great  <•,,; 

produi  ta  a  large  drop  to  Utah  which  is  • 

that    state    product]  8    only    26,229    tons,    and    01 

icing   star.  California  and    Idaho,   still    |i 

•niy  other  portions  of  the  United  E  lefa  make  any 

DtlOO   of  Copper   production  are  New    M.  dCO   and    \1  | 

'    Utah   win   largely  Increase  the  pro 

nis  per  pound, 
was  .r  oi  udden  uing 

the  laet  four  or  ii-  •       wmi. 

hi   July    t0 
In    1906    the   price  ,11,1   n,ii    read,    l'i   . 

until  Beptemb  ii  rapid] 

Iter  pan  of  December,  th< 

Wlill, 


146 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  5. 


is  stimulating  production  II  Bhould  be  remembered  that 
it  did  not  exceed  19  cents  until  late  last  year  and  it  will  re- 
quire a  year  or  two  before  the  capacity  of  the  mines  and 
smelters  can  so  be  increased  as  to  make  a  substantial  im- 
pression or  protection.  The  scarcity  of  labor  and  material 
is  a  serious  obstacle  in  making  tbese  improvements  and  in 
I  ad  it  is  now  preventing  much  gain  in  the  operation  of 
present  plants. 

A  general  review  of  the  situation  would  indicate  that 
there  is  no  relief  in  sight  if  business  in  general  continues 
to  prosper  and  some  of  the  leading  authorities  in  the  copper 
trade  express  the  belief  that  the  average  price  of  copper  this 
year  will  not  be  less  than  25  cents. 

Complaints  are  made  that  there  is  a  combination  to 
maintain  high  prices  by  storing  away  large  quantities  of  cop- 
per, but  no  definite  statement  as  to  the  name  of  any  com- 
pany operating  in  this  way  has  been  made.  It  is  more  prob- 
able that  the  working  of  the  ordinary  law  of  supply  and  de- 
mand will  be  sufficient  to  maintain  high  prices.  Both  Lake 
and  Electrolytic  copper  are  now  being  sold  for  delivery  as 
far  ahead  as  May  and  June  at  25  cents  and  producers  are 
refusing  to  make  contracts  further  ahead  than  four  or  five 
months.  The  result  of  this  is  that  manufacturers  who  use 
large  quantities  of  copper  are  unable  to  make  contracts  for 
machinery  for  delivery  late  in  the  year  as  they  are  unwill- 
ing to  take  chances  on  the  price  of  copper  and  are  unable  to 
find  copper  producers  who  will  sell  for  August  and  Septem- 
ber delivery. 


INTERSTATE    COMMERCE    COMMISSION     INQUIRY    INTO 
RAILWAY  ACCOUNTING. 


The  Interstate  Commerce  Commission  has  taken  up  the 
consideration  of  the  accounting  methods  of  the  steam  rail- 
ways in  regard  to  depreciation,  renewals  and  betterments.  In 
its  Circular  No.  5,  Accounting  Series,  dated  January  15,  1907, 
a  comprehensive  inquiry  is  outlined,  the  circular  being  in  part 
as  follows: 

1.  This  branch  of  accounting  calls  in  question  the  use 
made,  or  which  should  be  made,  of  the  following  terms: 

Transportation  cost. 

Repairs. 

Renewals. 

Replacements. 

Betterments. 

Improvements. 

Additions. 

Construction. 

(a)  Which  of  the  above-named  terms  are  used  in  the 
records  and  accounts  of  your  company?  If  other  terms'  are 
used,  name  them.  The  purpose  of  this  question  is  to  obtain 
an  exhaustive  list  of  the  terms  employed  by  the  carriers  in 
their  treatment  of  such  expenses  or  expenditures  as  make 
their  appearance  along  the  border  line  between  operating 
accounts  and  capital  accounts,  and  to  determine  the  nature 
of  expenses  or  expenditures  charged  to  those  accounts. 

(b)  Define  the  terms  employed  by  you  in  the  accounts 
of  your  company,  so  as  to  make  clear  the  manner  in  which 
they  are  used.  The  purpose  of  this  inquiry  is  to  learn  what 
current  practice  is  respecting  this  branch  of  accounting. 

(c)  State  what  terms,  in  your  opinion,  should  be  used 
in  an  authorized  system  of  accounting,  and  what  meaning 
should  be  attached  to  each.  The  purpose  of  this  request  is  to 
secure  from  each  accounting  officer  a  comprehensive  and 
analytic  statement  relative  to  this  branch  of  accounting. 

2.  In  general,  it  may  be  said  that,  current  practice  allows 
for  depreciation  by  including  "renewals"  or  "replacements" 
in  operating  expenses,  and,  consequently,  railways  do  not  keep 
a  formal  depreciation  account.  It  is  at  least  open  to  question 
■whether  or  not  this  is  an  appropriate  method  of  procedure, 
and,  as  will  be  observed  from  the  opening  paragraph  of  this 
circular,  its  abandonment  is  suggested.  For  the  purpose  of 
collecting  information  necessary  for  a  satisfactory  conclusion 
upon  this  point  the  following  inquiries  are  submitted: 

(a)  Do  you  keep  a  formal  depreciation  account  of  any 
land  or  of  any  sort,  or  do  you  place  exclusive  reliance  upon 
charging  renewals  and  replacements  to  operating  expenses  in 
order  to  maintain  the  integrity  of  your  property  account?  If 
a  depreciation  fund  is  kept,  explain  in  detail  the  accounting 


procedure  respecting  LI  and  the  basis  for  computing  the 
amount  assigned  to  the  fund. 

(  b  i  In  case  a  formal  depreciation  fund  is  not  kept,  do 
you,  in  practice,  make  any  use  of  the  theory  of  depreciation 

signing  sums  from  time  to  time  for  particular  purposes? 
If  so.  explain  your  practice  in  this  regard,  especial  care  being 

i  to  indicate  the  class  of  property  for  which  renewal 
funds  are  kept,  and  the  rules  or  methods  followed  in  com- 
puting the  amounts  to  be  assigned  to  such  special  funds. 

(c)  You  are  also  requested  to  consider  this  general 
question  of  depreciation  accounts,  and  to  state  your  rea- 
sons either  for  or  against  the  continuance  of  the  present 
practice  of  providing  for  depreciation.  In  case  your  views 
are,  in  genera],  favorable  to  the  continuance  of  the  present 
practice,  while  at  the  same  time  special  applications  of  a 
depreciation  account  appears  to  you  tenable,  state  in  detail 
the  kinds  of  property  which  would  be  affected  thereby. 

MASSACHUSETTS   RAILROAD  COMMISSION    REPORT. 

The  thirty-eighth  annual  advance  report  of  the  Massa- 
chusetts Railroad  Commission  was  submitted  to  the  legisla- 
ture on  January  17.  Returns  were  received  from  90  street 
railway  companies,  but  on  account  of  consolidations  there 
were  at  the  end  of  the  year,  September  30,  1906,  86  existing 
companies.  During  the  past  year  10.228  miles  of  line  and 
14.682  miles  of  second  track  were  added,  making  24.91  addi- 
tional miles  of  main  track.  There  were  also  added  2.004 
miles  of  side  track.  The  Massachusetts  companies  now  own 
2,230.02  miles  of  street  railway  line,  420.124  miles  of  second 
track,  and  153. 47S  miles  of  side  track,  making  2,803.622  miles 
of  single  track.  Of  this  mileage,  19.526  miles  are  located  in 
Rhode  Island.  The  total  miles  of  main  track  operated  are 
2,736.052, — an  increase  of  67.551  miles  over  the  previous  year. 
All  the  track  operated  is  located  in  the  state  except  52.954 
miles  located  in  Rhode  Island  and  New  Hampshire. 

The  gross  assets  of  the  companies,  on  September  30,  1906. 
Were  $156,478,140.97,— an  increase  of  $4,735,908  over  the  pre- 
ceding year.  The  gross  liabilities,  exclusive  of  sinking  and 
other  special  funds,  were  $149,672,263.44, — an  increase  of 
$4,069,021.  The  aggregate  surplus,  including  premium  on 
sales  of  stocks  and  bonds,  and  sinking  and  other  special 
funds,  was  $6,805,878,  the  percentage  of  surplus  to  capital 
being  9.56.  The  aggregate  stock  of  the  90  companies  was 
$71,216,925  on  September  30,  last — a  net  increase  of  $889,940 
over  the  preceding  year.  The  total  amount  of  dividends  de 
clared  last  year  was  $3,554,073, — an  increase  of  $379,568  over 
the  preceding  year.  Out  of  the  90  companies,  37  paid  divi- 
dends between  2  and  10  per  cent,  and  53  companies  declared 
or  paid  no  dividends.  The  dividends  figured  4.99  per  cent 
on  the  total  stock.  The  gross  debt,  funded  and  unfunded, 
was  $78,455,388,  an  increase  of  $3,179,080,  The  net  debt  was 
$68,008,122— an  increase  of  $5,097,569.  The  total  capital  in- 
vestment (capital  stock  and  net  debt)  was  $139,225,047.  an 
increase  of  $5,937,509. 

The  average  cost  of  the  street  railways  of  the  state  per 
mile  of  main  track,  including  the  cost,  but  not  the  length  of 
side  track,  was  $28,974  for  construction;  $10,211  for  equip- 
ment, and  $13,616  for  lands,  buildings  and  other  permanent 
property,  making  a  total  average  cost  of  $52,802  per  mile  of 
main  track. 

The  principal  statistics  of  income,  expense  and  traffic 
were: 

Gross   earnings    from    operation S29.563.SP2 

Rentals   from    lease   of   railway 1.337,751 

Income  from  other  sources 335.804 

Total     income     $31,237,447 

Operating    expenses     $19,954,000 

[nterest  on   debt  and   loans 3,164.687 

Taxes    1,923.846 

Rentals  of  leased   railways 1.518.262 

Other   charges   on    income 516.580 

Dividends    paid 3.554.073 

Total    expenditures    $30,631,448 

Surplus  for  the   year $605,999 

Increase  over  previous  year — 

Gross   earnings   from   opei  itioi $2,622,601 

Total    income    2,699,196 

Operating    expenses    1.6S4.741 

Total    expenditures     2.375.382 

Surplus    for   the   year 222.S13 


February  2, 1907. 


ELECTRIC     RAILWAY     REVIEW 


147 


Of  the  earnings,  $2$. 793. $06  was  received  from  passen- 
gers, an  increase  of  $2,409,219:  from  mails  and  merchandise, 
$134,456,  an  increase  of  J2S.S31;  and  from  tolls,  advertising, 
etc.,  $635,630,  an  increase  of  184,551. 

The  total  passengers  carried  were  581,450,906,  an  in- 
crease of  J9  over  the  previous  year.  The  number  of 
car  miles  was  114.312,626,  an  increase  of  5.053,887. 

The  average  gross  earnings  from  operation  per  mill-   Of 
main   track  owned  were  $11,156.  with  operating  expensi 
$7,529  and  net  earnings  of  $3,627.     Last  year  these  figures 
were,  respectively.  $10,300,  $6,959  and  $3,341. 

The  average  gross  earnings  per  car  mile  were, 
cents;  operating  expenses,  17.46  cents;  net  earnings,  8.40  cents. 
Last  year  these  figures  were:  24.75  cents,  16.72  cents,  and 
8.03  cents,  respectively.  Both  last  year  and  this  the  gross 
earnings  from  passengers  were  5.08  cents;  the  operating  ex- 
penses 3.43  cents,  and  net  earnings,  1.65  cents. 

There  were  16.909  employes.  7,336  passenger  cars,  2,874 
cars  and  other  vehicles,  and  14.492  electric  motors  at  the  end 
of  the  fiscal  year,  or  a  gain  of  430  employes,  a  decrease  of  5 
cars,  and  an  increase  of  325  motors  over  the  preceding  year. 

Regarding  accidents,  6,958  persons  were  reported  injured, 
of  whom  69  received  fatal  injuries.  The  previous  year  there 
were  reported  5,681  accidents,  of  which  85  were  fatal.  As 
to  passengers,  5,190  were  injured,  of  whom  11  were  injured 
fatally.  These  figures  include  a  large  number  of  very  trivial 
injuries.  Seven  less  passengers,  2  more  employes,  and  11 
less  travelers  and  persons  on  the  street,  received  fatal  in- 
juries than  in  1905. 

In  regard  to  the  control  of  street  railways  by  steam 
railroad  interests,  the  board  states  that  whatever  may  be 
the  outcome  of  the  present  legal  contest  over  this  matter, 
the  management  of  the  street  railway  companies,  in  so  far 
as  it  affects  the  traveling  public,  ought  not  to  be  affeoted  by 
the  pending  litigation.  An  economic  and  progressive  manage- 
ment of  existing  lines  is  desirable. 

The  legislature  of  1906,  in  order  to  enable  the  board   to 
complete  an  investigation  of  Bali  ty  devices,  authorized  an  ap- 
propriation to  meet  the  necessary  expenses,  and  an  Inquiry 
was   conducted   in    Massachusetts   and   other   states   and    for- 
eign countries,  records  of  experience   consulted,   opinions  of 
experts   obtained,   public   hearings   given   ami    practical   tests 
with   fenders  and  wheel  guards  made.     The  board  states  that 
is  today  a  very  general  scepticism  among  railway  offi- 
cials, employes  and  persons  having  no  interest  either  In  com- 
panies or   patents,  as  to  the  value  of  any  fender  that    pro 
in.  front  of  a  car.      The   feeling  Is   widespread   that    in 
u  which  such  projecting  attachments  injure  persons 
who  might  otherwise  escape,  oi    introduce  new   perils  by  dis- 
tracting the  attention  of  motormen  or  by  increasing  chances 
of  derailmi  toward  counterbalancing  the 

in    which    they    prevent    Injury.      This    feeling    has 

■  in  wheel  guards. 
The  remarkable  record  of  the  wheel  guard  used  foi 
era]  years  in  Liverpool,  affo  ument  for  th< 

:  thai  device  rather  than  a  projecting  tender.    For  two 

•    in  connection    with    the 

vast  traffic  of  that  city  without  lilure 

■  •in  from  snow 
and  he  and  thi  Found  there,  favor  the 

Ing  of  tucfa  a  whl  • 

■  'mi,'  the     mi  fat  i    "i   ■">  tend 

oi  effective  wheel  guard  more  available     There  ih 

n    to    believe    thai     With       DCfa  mil  i|    thi 

I    to   movii  viii   depend    upon 

prop-  for  controlling  speed,  proper  roll 

■  i  in. 
than  upon  the  adoption  or  anj  type  or  fender     How< 

pei  i<  oi  ure  ,oi.i  limb 


and  in  view  of  this  fact,  and  with  the  possibility  of  better 
results  from  improved  devices,  companies  ought  to  equip- 
street  cars  with  fenders.  It  is  simply  a  question  as  to  what 
fenders  shall  be  used. 

The  practical  tests  made  at  Newton  with  dummies 
shaped  like  human  bodies  of  different  sizes,  covered  27  dif- 
ferent devices,  and  showed  the  uselossness  of  some  of  them- 
and  excellent  results  in  the  use  of  others.  Those  designed  to 
trip  and  catch  a  person  standing  or  crossing  a  track  were 
more  generally  successful  than  those  which  were  designed 
to  pick  up  prostrate  bodies.  One  reason  for  failures  is  care- 
lessness in  attaching  the  fender  to  the  car,  especially  in  re- 
spect to  the  height  at  which  it  is  carried.  The  board  states 
thai  upon  a  large  percentage  of  the  surface  cars  in  Boston 
the  fender  is  useless  from  the  fact  that  the  projecting  parts 
of  the  car  so  reduce  the  available  area  of  the  fender  as  to 
leave  no  room  for  catching  or  holding  a  person  who  falls 
hi  is  thrown  upon  it.  No  opinion  is  expressed  at  this  time 
as  to  the  comparative  merits  of  different  fenders.  Street 
railways  have  been  asked  to  present  for  approval,  on  or  be- 
fore .May  1.  such  type  of  fender  and  wheel  guard  as  they  may 
desire  to  use. 

Experience  shows  that  for  safe  and  successful  work  with 
lifting  jacks  siiiiahle  for  raisins  a  modern  street  car  there 
is  need  of  expert  knowledge;  also  of  blocking  and  other  ap- 
paratus. The  use  of  wheel  guards,  properly  attached  to 
the  trucks  and  proper  control  over  the  car  must  tend  to 
make  accidents  in  which  there  is  occasion  to  lift  the  car 
exceedingly  rare,  and  to  meet  the  cases  which  do  arise,  the 
board  believes  in  the  maintenance  of  working  crews  within 
convenient  call,  prepared  to  move  at  once  to  the  place  of  ac- 
cident with  all  necessary  apparatus.  Too  little  attention  has 
been  paid  to  attachment  and  efficiency  of  wheel  guards  in 
the  past. 


NASHVILLE   TIME  CARD  SYSTEM. 


On  the  lines  of  the  Nashville  (Tenn.)  Railway  &  Light 
Companj  every  car  man  is  his  own  timekeeper.  A  card  simi- 
lar to  thai   shown  herewith  Is  placed  in  each  car  when  it  is 


Car  No.                   Run  So.     „ 

Nasiville  Railway  &  Light  Co.  lotormen  and  Conductors'  Time  Card. 

Date.      .                                               190 

Beet- 

ti«fO> 

NtM  *>ll*l 

Tim.  Of 

10ML 

M 

M 

* 

- 

H 

M 

M 

CONDUOTOH'I  NAM! 

M 

v 

M 

M 

■ 

- 

■ 

H 

tea.     ■  *>■•  hiii«f  V— ■ 
Tiwe  ■.,.!  Mar-ox  an  « 

u 

m»m  iktain  i.  .  kufW  i.i  >•*  (U>... 
-<..•...  A. ..)...,  n.  .mi-,   ,      . 

■ 

■ 
Han. 1.  *■..„„...  .  I   .„,»,   ,,u.|   «, 
Lt  MOT   Art, 

i.mtfl                                                                ApptQ9§4 

ur  TimtOttl 

VW  r«IMi 

Bl.ink    Uted   for    Timekeeping    at    Nashville. 

out  ami  i     left    with  the  car  tiii  n   is  returned   to  thi 

..rr  .i  i  urj      I  tor  is 

•n  his  own  nam.,  badge  cumber    number  of 

orked,   Him-   mi    and    noo  'fh.    total 

world-. i  I,,  equal  the  total  number  of  cai  boun 

since  Him-  not  appei i  on  the  card  Id  tor,  i  be  men 

BOTd    all    their    lime,    ho    thai     dll  pul 

time    i  Idom  art  e,  and  ictlon  with  thi 

lid  to  prei 


148 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  5. 


THE  SPOKANE   ELECTRIC  TERMINAL. 


The  Spokane  Electric  Terminal  was  erected  early  in  1906 
by  the  Spokane  Terminal  Company,  a  subsidiary  company  of 
the  Spokane  &  Inland  Empire  Railroad,  for  the  use  of  the 
entire  Inland  Empire  system.  The  system  now  comprises 
the  Spokane  &  Inland  Railway,  which  is  in  operation  from 


is  buff  brick  and  terra  cotta,  a  product  of  a  local  manufac- 
turer. 

On  the  first  floor  are  the  waiting  rooms,  ticket  office, 
news  stand  and  parcel  room.  At  the  north  end  are  the  ex- 
press and  baggage  room  and  the  baggagemaster's  office,  and 
in  the  south  end  the  offices  of  the  immigration  department  of 
the    Inland    Empire    system    are    located.     The     woodwork 


WSBBS 

PS5S55 


Spokane    Electric    Terminal — Map    of   Terminal    Property    Showing   Proposed    Subway. 


Spokane  to  Waverly  and  under  construction  to  Colfax  and 
Palouse  City;  the  Coeur  d'Alene  &  Spokane  Railway,  which 
connects  Spokane  with  Coeur  d'Alene  and  Hayden  Lake, 
Idaho;  the  Spokane  Traction  Company,  which  operates  the 
city  lines  of  Spokane,  and  the  Spokane  Terminal  Company, 
which  owns  the  freight  and  passenger  terminals  of  the  sys- 
tem. In  addition  to  providing  passenger  terminal  facilities 
for  the  different  roads  of  the  system  the  building  contains  30 
offices  for  the  use  of  the  various  companies. 

The  building  is  located  in  the  heart  of  the  city  at  the 


throughout  the  first  floor  is  of  golden  oak  with  a  marble 
wainscoting  around  the  walls.  The  native  marble  used  is  from 
quarries  in  Stevens  county  and  is  of  a  beautiful  wavy  gray 
with  white  grain.  The  floor  is  of  tile.  The  waiting  room  is 
of  an  especially  elegant  appearance.  The  ceilings  are  finished 
in  heavy  oak  beam-work. 

The  main  entrance  to  the  building  on  the  east  side  is  sep- 
arated from  the  waiting  room  by  a  glass  partition  extending 
to  the  ceiling.  From  the  main  vestibule  a  double  flight  of 
stairs  leads  to  the  second  floor,  where  they  meet  on  a  com- 


Spokane    Electric    Terminal — Interior    Waiting    Room. 


corner  of  Main  avenue  and  Lincoln  street,  in  the  block  ad- 
joining the  site  selected  for  the  city's  new  federal  building. 
The  building  is  oval  in  shape,  extending  north  and  south.  It 
is  50  feet  wide  by  160  feet  long.  The  terminal  grounds  are 
300  by  500  feet  and  the  tracks  are  looped  around  the  entire 
building  to  avoid  switching  cars. 

The  structural  material  for  the  exterior  of  the  building 


mon  landing,  from  which  they  ascend  to  the  second  and 
third  floors  by  a  second  double  flight.  The  stairs  are  of  na- 
tive marble  with  iron  railing,  making  one  of  the  most  effec- 
tive features  of  the  interior. 

The  second  floor  contains  the  executive  offices  of  the 
Spokane  &  Inland  Empire  Railroad  Company  and  the  several 
subsidiary  companies.     The  telephone  exchange,  which   con- 


February  2, 1907 


ELECTRIC     RAILWAY     REVIEW 


149 


nects  with  each  of  the  30  offices  in  the  building,  is  also  on 
this  floor.  The  offices  are  on  each  side  of  a  long  circular 
hall  from  which  they  are  separated  by  a  glass  partition  with 
a  3^-foot  wainscoting.  Thus  all  the  offices  have  outside  win- 
dows and  are  afforded  an  abundance  of  light. 

On  the  third  floor  are  the  offices  of  the  auditing  depart- 


cated  about  a  mile  from  the  passenger  terminal.  The  com- 
pany has  recently  applied  for  a  franchise  for  a  subway  to 
connect  the  two  terminals,  providing  for  a  double-track  tun- 
nel 28  feet  wide  and  22  feet  high,  from  the  passenger  station 
at  Main  avenue  to  Front  avenue  under  Lincoln  street:  thence 
from    Front    to    about    Center    street    between    Bernard    and 


Spokane    Electric    Terminal— Plan    of    First    Floor. 

ment.  the  chief  engineer,  the  department  of  publicity  and  the  Browne;  thence  diagonally  from  Front  avenue,  coming  to  the 

drafting  rooms.   Two  lines  of  fireproof  vaults  extend  through  surface  in  the  freight  grounds  at  a  point  between  Division 

all   three   stories.     These  vaults  are   located  near  the  ends  and   Sheridan   streets.     The  company   has  found     that     its 

of  the  building  and  are  fitted  with  polished-steel  vault  furni-  through  trains  from  outside  the  city  lose  considerable  time 

ture  especially  designed  for  the  requirements  of  the  different  between   the  city  limits   and   the   passenger   terminal  on  ac- 

departments.  count  of  the  crowded   condition   of  the  streets.     Also  it   is 

In  the  basement,  which  is  conveniently  reached  by  stairs  more  or  less  dangerous  to  operate  such  heavy  trains  through 


0  ■:  limn. 


Spokane    Electric    Terminal — Exterior    of    Building. 


•  ndlnR   from    the    wniMriK    room,   nr<-  Insj    room. 

mcn'H  toiir-t  room,  trainmen's  room,  the  ■team  hasting  plant 

and   ■  rooms.     A   freight 

mi  'he  flrM  II  • 
'lb"    l.ullilliiic    Wit  by    Albert    Held,   a   Spokane 

architect  sad  ooal  approximately  $110 

'Hi"  r r .  i i-i , t   >;ir'!«  and  terminal*  "f  iii"  system  art  lo 


the  city  and  it  Is  desired  to  keep  the  bear;  traffic  and  r  i » . - 
fant  thro  off  of  iii.  \ii.t  careful  consider- 

ation "f  Hi"  subject   Hi"  eompat  decided  on  a 

Mubw  't  Improving  the  conditio] 

land  has  bean  acquired  fur  Hi"  purpo 
The  construction  or  the  subway  win  enable  tbi   • 
to  bring  all  through  trains  '"  thi  i  terminal  with  the 


150 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  5. 


least  inconvenience  to  its  patrons  and  with  Bafety,  and  will 
also  permit  the  handling  of  freight  in  the  business  district, 
which  is  not  allowed  on  the  surface  lines.  The  plans  con- 
template looping  the  subway  around  the  passenger  terminal 
at  a  depth  of  30  feet  and  building  elevators  for  connecting 
witli    the    surface,    both    for    passengers    and    express.      It    is 

estimated  that  the  subway  will  cost  nearly  $1,immi, and  will 

require  two  years  to  build. 


THE     SUBSTITUTION    OF    THE     ELECTRIC     MOTOR     FOR 
THE    STEAM    LOCOMOTIVE.* 


BY   LEWIS   B.   STILLWELL   AMI   IIEMiY    ST.   CLAM!   PUTNAM. 


[Iii  its  complete  form  this  paper  comprises  four  sub- 
divisions: 1.  Presentation  of  certain  facts  established  by 
experience  in  the  operation  of  elevated,  subway  and  interur- 
ban  lines  by  electricity.  2.  Discussion  of  comparative  cost 
of  operation  by  steam  and  electricity  applied  to  railways  in 
operation,  and   including  both  passenger  and  freight  service. 

3.  The  importance  of  standardizing  electric  railway  practice. 

4.  The  question  of  frequency  in  the  operation  of  railways 
by  alternating  current.  The  second  subdivision  and  the  dis- 
cussion pertaining  to  it,  will  appear  in  a  later  issue.     Eds.] 

The  purpose  of  this  paper  is  four-fold:  1.  To  record  cer- 
tain facts  relative  to  heavy  electric  traction  which  have  been 
established  by  experience;  2.  To  present  calculations  of  rela- 
tive costs  of  steam  and  electric  traction  in  railway  service 
based  upon  these  facts:  3.  To  point  out  the  transcendent  im- 
portance of  standardizing  electric  railway  traction  equipment 
as  rapidly  as  may  be  consistent  with  progress;  4.  To  raise 
the  question  whether  a  frequency  of  25  cycles  per  second  or 
15  cycles  per  second  should  be  adopted  in  railway  operation 
hy  alternating-current  motors. 

Few  subjects  which  are  today  engaging  the  attention  of 
the  engineering  world  are  comparable  either  in  scientific  in- 
terest or  in  practical  importance  to  the  substitution  of  the 
electric  motor  for  the  steam  locomotive  engine.  Three-phase 
and  single-phase  alternating-current  railway  motors  are  now 
developed  to  a  point  where  they  fairly  challenge  the  steam 
locomotive,  even  in  long-haul  freight  service,  in  which  class 
of  work  the  direct-current  motor  hitherto  has  found  itself 
unable  to  compete  with  success.  The  direct-current  motor 
has  demonstrated  impressively,  and  upon  a  large  scale,  its 
superiority  to  the  steam  locomotive,  not  only  in  operating 
single  cars  and  short  trains  on  lines  of  moderate  length,  but 
also  in  frequent  and  heavy  passenger  service  in  which  the 
length  of  train  is  limited  only  by  the  length  of  station  plat- 
form, while  the  motive  power  equipment  far  exceeds  in  power 
developed  the  limits  hitherto  established  in  steam  passenger 
service. 

On  the  Valtellina  line  and  through  the  Simplon  tunnel 
70-ton  electric  locomotives  with  three-phase  motor  equipment, 
capable  of  developing  a  draw-bar  pull  of  28,000  pounds,  have 
displaced  the  steam  locomotive,  with  results  showing  both 
marked  improvement  in  service  and  substantial  economy  in 
operating  costs.  In  the  New  York  subway  eight-car  trains 
weighing  320  tons  are  in  operation,  equipped  with  motors  de- 
veloping during  acceleration  a  tractive  effort  equivalent  to 
a  draw-bar  pull  of  55,000  pounds. 

The  heaviest  passenger  locomotive  used  on  the  Erie  sys- 
tem, weighs,  exclusive  of  tender,  206,000  pounds,  of  which 
55.8  per  cent,  or  115,000  pounds,  is  effective  on  drivers.  As- 
suming the  adhesion  to  be  20  per  cent,  such  a  locomotive 
exerts  a  draw-bar  pull  of  23,000  pounds.  The  motors  of  the 
eight-car  electric  train  of  the  New  York  subway,  therefore, 
exert  a  tractive  effort  equivalent  to  more  than  twice  the  draw- 
bar pull  of  this  locomotive. 

Managers  and  engineers  of  railways  using  steam  are 
considering  the  possibilities  of  electricity.  Naturally,  the 
problem  usually  presents  itself  in  reference  to  particular 
cases  in  which  special  conditions  emphasize  the  advantages 
of  electric  traction;  but  a  point  has  been  reached  in  the 
development  of  electric  railway  equipment  where  it  is  evi- 
dent that  no  absolute  and  permanent  limits  beyond  which  the 
motor  may  not  go  can  be  fixed;  and  it  is  not  unreasonable 
to  consider  the  possibilities  of  the  electric  motor  not  only  in 
passenger  service  but  also  in  freight  service,  not  only  in  the 
operation  of  railway  terminals,  but  also  for  the  operation  of 
railway  divisions  and  even  for  trunk  lines. 

At  the  present  time,  what  is  needed  is  not  prophecy  but 

•Extracts  from  a  paper  presented  at  the  213th  meeting:  of  the 
American  Institute  of  Electrical  Engineers,  Xew  York.  January 
25,   1907. 


facts,  and  particularly  facts  demonstrated  by  experience.  A 
study  of  the  relative  advantages  of  steam  and  electric  trac- 
tion should  rest  as  firmly  as  possible  upon  results  attained 
in  practical  operation.  Facts  thus  established  and  available 
to  date  are  insufficient  to  justify  conclusions  which  in  detail 
may  not  have  to  be  modified,  but  it  is  believed  that  they  are 
adequate  to  permit  comparative  studies  leading  to  deductions, 
which,  as  a  whole,  may  be  relied  upon. 

The  answer  to  the  question:  "Will  it  pay  to  electrify?" 
involves  consideration  of  both  relative  earnings  and  relative 
cost  of  operation;  therefore,  before  discussing  the  compara- 
tive expenses  involved,  it  is  pertinent  to  refer  briefly,  even 
at  the  risk  of  repeating  what  has  been  said  in  papers  hitherto 
presented  by  others,  to  the  more  important  factors  which 
co-operate  in  securing  for  electric  traction  an  increase  in 
earning  power. 

Passenger  Service  Factors  Contributing  to   Increased   Earning 

Power. 

The  more  important  considerations  which  affect  gross 
earnings  are: 

1.  Frequency  of  service. 

2.  Speed. 

3.  General  comfort  of  passengers. 

4.  Safety. 

5.  Reliability  of  service. 

6.  Increased  capacity  of  line. 

7.  Frequency  of  stops. 

8.  Convenient  establishment  of  feeder  lines. 

1.  Frequency  of  Service:  The  motor-driven,  interurban 
car  operating  upon  scores  of  lines  in  competition  with  steam 
railway  service  has  convincingly  demonstrated  its  ability, 
not  only  to  attract  business  from  competing  steam  lines  but 
also  to  create  new  business.  In  almost  every  case  where 
such  competition  has  been  encountered  by  the  steam  railway, 
a  large  part,  if  not  practically  all,  of  its  local  passenger  traffic 
has  been  lost.  In  comparing  results  attained  by  the  compet- 
ing systems  in  such  cases,  it  is  impossible,  of  course,  to  state 
in  terms  of  precision  how  far  frequency  of  service  is  respon- 
sible for  the  remarkable  results  observed,  since  to  these  re- 
sults a  number  of  other  causes  also  contribute.  But  without 
attempting  to  differentiate  between  these  various  factors,  it  is 
sufficient  here  to  say  that  of  the  several  causes  contributing 
to  the  marked  success  of  lines  using  electricity,  the  opera- 
tion of  train  units  or  of  single  cars  upon  close  headway  is 
recognized  to  be  especially  attractive. 

The  advantages  resulting  from  frequency  of  service  be- 
come relatively  less  as  the  length  of  run  is  increased.  It  is 
recognized,  however,  that  the  operation  of  trains  under  close 
headway  generally  increases  traffic,  even  where  the  haul  is 
of  considerable  length,  as  shown  by  the  experience  of  the 
Philadelphia  &  Reading  Railroad  in  operating  its  fast  trains 
upon  one-hour  headway  between  New  York  and  Philadelphia. 

2.  Speed:  The  possibilities  of  operating  by  electricity  at 
speeds  exceeding  the  maximum  which  can  be  obtained  safely 
in  steam  operation,  owing  to  the  elimination  of  unbalanced 
reciprocating  parts  of  the  locomotive,  is  well-known.  It  was 
strikingly  illustrated  in  the  Berlin-Zossen  trials  by  the  attain- 
ment of  a  speed  exceeding  130  miles  an  hour.  These  tests 
demonstrated  the  ability  of  electric  equipment  to  operate  at  a 
sustained  speed  more  than  twice  as  great  as  that  of  our  fast- 
est express  trains  on  runs  of  any  considerable  length,  and 
exceeding  by  about  50  per  cere  the  maximum  which  can  be 
attained  even  for  a  short  distance  by  the  steam  locomotive 
with  a  reasonable  degree  of  safety. 

Even  at  speeds  at  which  steam  locomotives  may  be  ope- 
rated without  great  danger  of  leaving  the  track,  as  a  result 
of  the  effect  of  unbalanced  reciprocating  parts,  electric  en- 
gines are  far  better  able  to  maintain  speed  while  drawing 
heavy  trains.  At  speeds  of  80  or  90  miles  an  hour,  for  ex- 
ample, it  is  extremely  difficult  to  operate  with  satisfactory 
results  two  steam  locomotives  at  the  head  of  the  train;  while 
multiple-unit  control  places  any  necessary  number  of  locomo- 
tive units  absolutely  and  instantly  responsive  to  the  will  and 
touch  of  a  single  operator.  At  high  speeds,  also,  the  economy 
of  the  steam  locomotive  falls  off  rapidly  while  that  of  its  com- 
petitor remains  practically  constant. 

The  increase  in  average  speed  resulting  from  the  rela- 
tively high  acceleration  obtainable  in  the  use  of  multiple-unit 
electric  equipment  in  service  where  stations  are  very  close 
together,  e.  g.,  elevated  and  subway  lines  in  cities,  and  in  su- 
burban service  in  the  vicinity  of  large  cities,  has  been  fre- 
quently discussed  from  the  theoretical  standpoint  and  is  well 
understood. 

3.  General  Comfort  of  Passengers:  The  great  advantages 
of  electric  traction  in  respect  to  comfort  of  passengers  are 
well  known.  Cleanliness  and  improved  ventilation  made  pos- 
sible by  the  elimination  of  smoke  and  cinders;  lighting  prac- 


February  2. 1907. 


ELECTRIC     RAILWAY     REVIEW 


151 


tically  without  heat  and  at  low  cost  by  a  system  which  makes 
it  easy  to  place  lamps  in  any  desired  location,  anil  beating 
apparatus  effectively  and  conveniently  controlled,  are  (actors 
of  very  great  importance  in  building  up  passenger  business 
under  conditions  of  competition.  In  operating  through  tun- 
nels, ventilated  with  difficulty,  the  electric  motor,  in  eliminat- 
ing smoke  and  the  gases  of  combustion,  possesses  an  advan- 
tage which  is  frequently  controlling. 

3o   much   has   been   said   and   printed   in   the 
daily  press  regarding  the  alleged  dangers  of  electric  traction. 
that  it  is  well  to  place  on  record  here  a  statement  of  th- 
side;  hlch  inevitably  lead  to  the  conclusion  that  elec- 

tric  traction,  if  the  equipment  be  properly  d>  ad   in- 

stalled, is  essentially  and  materl  ar  as  the  trav- 

eling public  is  concerned,  than  steam  traction.  The  more  im- 
portant of  thi  lerations  are: 

a.  The  fact  that  in  case  of  a  rear-end  collision,  which  is 
perhaps  the  most  frequent  form  of  accident  experienced  in 
the  operation  of  our  railway  systems,  the  energy  which  pro- 
pels the  electric  train  can  be  shut  off  generally  with  great 
promptness.  On  the  other  hand.  m  locomotive  carry- 
ing in  its  firebox  from  1,500  to  2,000  pounds  of  coal  heated 
to  incandescence,  almost  invariably  sets  fire  to  any  broken 
cars,  or  other  combustible  material  with  which  it  comes  in 
contact.  Where  the  electric  supply  to  trains  is  obtained  at 
low  potential  from  a  third  rail,  the  risk  of  short  circuit,  which 
may  result  in  Are  if  the  cars  be  not  fireproof,  is  greater  than 
it  is  in  the  case  of  overhead  construction,  even  when  the  volt- 
age employed  in  the  latter  case  is  very  high.  In  fact,  in  the 
latter  case  it  may  be  said  that  risk  from  the  physiological 
effects  of  the  current  or  from  fire  resulting  from  short  circuit, 
is  practically  eliminated,  except  perhaps  in  tunnels  of  very 
limited  clearance. 

b.  The  elimination  of  the  boiler  carrying  steam  at  high 
-ure,  also  means  the  removal  of  an  element  of  risk  which 

in  many  railroad  accidents  has  destroyed  life. 

c.  The  absence  of  smoke  in  tunnels,  and  consequent  abil- 
ity to  see  signals  clearly  at  all  times,  constitutes  an  advan- 
tage of  the  utmost  importance  for  electric  operation. 

d.  Cars  drawn  by  steam  locomotives  must  be  heated 
either  by  steam  from  the  locomotives,  or  by  some  form  of 
stove  carried  on  the  individual  cars.  In  the  former  case, 
steam  from  broken  steam  pipes  becomes  a  serious  source  of 
danger  in  case  of  accident;  in  the  latter  the  hot  coals  from 
the  stove,  even  in  the  improved  modern  types  which  have 
greatly  reduced  the  risk  formerly  encountered,  are  a  source 
of  danger.  The  substitution  of  the  electric  heater  affords  op- 
portunity not  only  fcr  ideal  control  of  temperature  of  the  cars 
hut  almost  absolutely  eliminates  risk  of  fire. 

e.  The  elimination  of  the  gas  tank  and  the  oil  lamp  used 
for  lighting  in  steam  traction,  and  the  substitution  of  elec- 
tric lighting,  also  imply  a  material  gain  in  safety. 

f.  The  danger  of  derailment  in  the  case  of  the  electric- 
locomotive  is  far  less  than  in  case  of  the  steam  locomotive, 
by  reason  of  the  elimination  of  unbalanced  reciprocating  pans 
which  tend  to  lift  the  steam  locomotive  from  the  tracks.  Tie 
hammer-blow  also,  in  the  case  of  the  steam  locomotive,  is  re- 

tble  not  infrequently  in  cold  weather  for  broken  rails. 
as  a  direct  result  of  which  many  serious  accidents  have  'oc- 
cun- 

The   electrification   of   railways  where   high  speed    pas- 
afflc  is  Involved,   affords  opportunit]    for   Improved 
signal    systems,    autom 

h.   The   abllr  'iff   power  ,u    will   from   a   givi 

aid  therefore  from  trail.  Dg  upon  thai   section   un 

Ddltlons,  whii  I  .a  Infrequently  In  rail 

Ued  of  to  prevent  acctdi 

rall»  when   in  opi  a  tower  bavin;-,  allowed 

pan  learns  too  late  thai  another  nam  li  approach 

ing  in  tie  powerlet  i li< • 

ding  collision.     Where  the  motive  power  of  He 

the  powei     applied  to 
i  might  be  '-'it  off  md  probably  In  time  ti 

-i   in.   all 
which  tend  to  i  than  operation  by 

loromotl  ddltlon  t"  the  pennani  quip 

im 

poees  In  tl  ■  -l  in  the 

if  the  third  rail,  ■  guard 

■hooli  t   possible  to  previ  con 

rlth  the  rail  b  dicing  anon  or 

■  Ifectlve  f"i  m^  of  f 
of  which  at  li  •  on 

vlncli  ars. 

i-        iblllly    of  In 

■  liability  i 

oiled  by  the  mnltl 


pie-unit  system  of  train-control,  is  derived  from  the  official 
records  of  the  transportation  department  of  the  Manhattan 
division  of  the  linerborough  Rapid  Transit  system  of  New 
York.  Upon  the  elevated  line;.,  steam  locomotives  wen 
from  the  inauguration  of  the  first  constituent  line  of  the  ulti- 
mate system  in  1S72  until  1902,  dining  which  year  and  a  part 
of  the  following  year,  electric  equipment  was  gradually  substi- 
tuted. The  Ic  operated  under  exceptionally 
favorable  conditions,  were  not  overloaded,  v  Imple 
construction,  and  admirably  maintained.  The  electric  equip- 
ment that  succeeded  them  Is  operating  trains  which  average 
5.3  cars  as  against  3.S  cars  in  the  days  of  steam  operation. 
The  average  speed  is  materially  higher.  The  tractive  effort 
during  acceleration  of  1,000  pounds,  as 
against  a  maximum  draw-bar  pull  of  approxlmati 
pounds  exerted  by  the  steam  locomotive. 

Accurate  record  is  kept  of  the  duration  of  every  delay  In 
the  operation  of  the  trains.  The  results  for  the  months  No- 
vember, 1! to  .March,  1901,  when  steam  was  used,  and  the 

corresponding  months  of  the  years  1905-6  under  conditions  of 

ric  operation,  illustrate    iii  ,i  sinking  manm  larked 

gain   in    reliability   of  b  hlch   has  resulted   from    the 

adoption  of  electricity.     For  the  five  months  of  steam  o 
'ion  the  mileage  was   18,527,773  miles,  and  the 

gate    delay    8,258    train    minutes.      The   car-mileage    per 
train-minute  delay  was  2.243. 

For  the  corresponding  period  ol    electric    operation,  ii\e 
years    later,    the   car-mileage   was     25,482,081,     the 
train-minutes     delay     .">.'.i7i>     and     the     car-mileage    per    train 
minute  delay  was    1  268. 

li  will  be  noted  thai  the  months  Involved  In  the  above 
comparison  are  those  In  which  the  difficulties  of  Operation, 
owing  to  weather  conditions  and  number  of  passengers  trans- 
ported are  at  a  maximum.  Snow  and  sleet  are  annum  the 
greatest  difficulties  i  rcome  In  the  operation  ol  a 

rail  system,  when,  as  in  the  case  of  the  Manhattan,  the  third 
rail  cannot  be  effectively  protected  by  reason  of  limitations 
in  space  available  on  the  structure.  In  view  of  these  diffi- 
culties and  of  the  Increase  In  density  of  traffic,  the  results 
obtained  are  remarkable. 

6.  Increased  Capacity  of  Line:  Electric  traction  as  com- 
pared with  steam  traction  enables  us  to  develop  much  greater 
sustained  tractive  efforts  with  given  weight  on  drivers,  by 
reason  of  more  uniform  rotative  effort.  Even  where  electric 
locomotives  are  used,  it  also  eliminates  dead  weight  by  abol 
Ishlng  the  tender  and  facilitating  construction  under  which 
practically  the  entire  weight    ol    the  locomotive    is    carried 

upon    the   drivers.      Where    th  Otlve   is    dispensed    with, 

and  the  motors  mounted  directly  upon  trucks  of  ears  con 
stitutlng  the  brain,  the  besl  results  are  obtained,  the  pro 
portion  of  weight  upon  wheels  driven  by  motive  power  being 

•  i-  lh. in  is  Otherwise  practicable.  This  increase  in 
weigh!  available  for  adhesion.  In  conjunction  with  the  char 
actetislics   Of    the    electric    motor,    makes    it    possible    tO   attain 

in  electric  service    rates   of    iici  altogether  Imprac- 

ticable in  ■  :   consequently   trains  In   passenger 

set  vice   where  short   headwaj    is  desirable  can   follow  each 

otln-r    at    shorter    intervals    than     is     feasible     where     St 

motive  power  equipment  Is  emplo: 

In    tl peralion   of   freight   trains,   if    it    should    I 

practicable  to  distrlbnti  lo.-oinotives  throughout 

the  length  ol  the  train  and  operati  them  bj  multiple-unit 
control,  trains  of  length  far  beyond  present  Un  could  be 
operated.    At  t  be  length  ol  s  freight  train  is  limited 

by  He  i  of  Hie  draft  gear,  and  steam  locomotives  > 

not  advantageously  in    distributed  ai  Intervale  throughout  a 

.  illable  im  controlling  their 
Imultaneonely  and  orilj . 

Obvl  ti  in  i"i  mlttlng  dletrlbul  ion  ol  the  mot  ive 

powei  mi.  ni  inters  da  throughout  the  train,  and    Imul- 

rolled  by  the  band  i 

capaclt}    winch  under 

Conditions   now  through    lines   should    be   ol 

7i  interui  ban  elect  rlc  line  com 

peting  with  the  Menu  railroad  for  traffic  between  two  ell 

n  lh.-  collection  and  distribution 
of   pa  ibllltj    ol    II 

•  oienl    point.    Instead    Ol 

celvli  iiiwav  station 

ch  town,    These  frequen  bowever,  operate  to  re- 

!  materially,  and  but  for  the  ability  of  the  electric 
equipment  rapidly  the  limitation  would  bi 

en   terminals  la  Increa  ed,  the  ten 

to  reduce  thi    numbei  ■  made  to  take  on  or  lei 

off  pa  in  tin    development  ol   many  In 

Convenient  1  bmi  nl  ol  i  •  edi  -  I  i  oy 

■  ■i  com  mien  I  collection  and  distribution  ol 


152 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  5. 


gers,  and  high  speed  between  terminals,  being  considerations 
which  are  essentially  opposed,  the  advantages  of  a  four-track 
system  permitting  operation  of  local  or  collecting  train  units 
on  two  tracks,  and  express  trains  on  the  other  two  tracks, 
are  obvious.  The  great  expense  of  such  a  system,  however, 
can  be  borne  only  where  traffic  is  very  heavy. 

A  natural  development  which  during  the  last  five  years 
has  been  very  rapid,  is  found  in  the  use  of  comparatively  short 
electric  trolley  lines  in  connection  with  steam  express  service 
for  long-distance  runs.  This  method  of  utilizing  the  advan- 
tages of  local  electric  lines  by  the  companies  operating  trunk- 
line  systems  is  eminently  wise,  and  in  general  should  be 
highly  advantageous  to  the  properties  concerned  while  in- 
creasing materially  the  facilities  offered  to  the  public.  It  may 
be  pointed  out,  however,  that  were  the  trunk-line  systems  to 
utilize  electricity  for  through  traffic,  the  extension  and  sys- 
tematic improvement  of  local  feeders  would  be  facilitated  for 
a  number  of  reasons,  notably: 

1.  The  fact  that  power  developed  in  large  amount,  as  for 
the  operation  of  heavy  through  traffic,  is  produced  at  low  cost 
per  unit,  and  would  be  available  at  all  points  along  the  line 
for  the  operation  of  cars  on  local  feeder  lines. 

2.  The  conveaient  possibility  of  attaching  cars  or  short 
trains  arriving  on  local  lines  to  through  trains  at  points  of 
junction.     The  multiple-unit  system  of  car  equipment  lends 

•  itself  admirably  to  this  method  of  operation. 

Illustrations  of  Passenger  Business  Developed   by  Interurban 
Electric  Lines. 

In  a  very  comprehensive  paper  presented  by  Mr.  J.  G. 
White  before  the  International  Engineering  Congress  at  St. 
Louis  in  1904,  the  following  striking  illustrations  of  the  ad- 
vantages of  frequent  service  are  given: 

"Cleveland-Oberlin  Line:  These  cities  are  34  miles  apart. 
The  competitors  for  passenger  traffic  between  these  cities  and 
intermediate  points  are  the  Lake  Shore  &  Michigan  Southern 
Railroad  (steam)  and  the  Cleveland  Elyria  &  Western  (elec- 
tric). In  1895  the  total  number  of  passengers  carried  by  the 
steam  railway  between  these  cities  and  intermediate  points 
was  203,014.  This  total  decreased  gradually  after  the  com- 
peting electric  line  was  opened  to  a  minimum  in  1899  of 
71,755,  from  which  it  gradually  recovered  in  1902  to  91,761, 
but  during  this  same  year  the  electric  road  carried  a  total 
of  about  3,000,000. 

"Cleveland-Painesville  Line:  These  cities  are  39  miles 
apart.  The  competitors  for  passenger  traffic  are  the  Lake 
Shore  (steam)  and  the  Cleveland  Painesville  &  Eastern  Rail- 
way (electric).  In  1895  the  steam  road  carried  between  the 
terminals  and  intermediate  points  199,292  passengers,  but  in 


operating  a  double-track  system  between  the  cities  of  Scran- 
ton  and  Wilkesbarre,  Pa.,  carried,  during  the  four  months 
ending  October,  1906,  1,396,833  passengers.  This  railway,  18 
miles  in  length,  competes  with  two  double-track  steam  rail- 
ways having  excellent  terminals  in  both  cities,  and  with  a 
third  double-track  s<eam  railway  having  an  equally  good  ter- 
minal in  Scranton,  but  a  less  favorably  located  terminal  at  the 
Wilkesbarre    end  of    the  line.     The  electric  railway  charges 


| 

H.i 

PAID  FARES  ON  TRANSPORTATION   LINES 

BOROUGHS  OF  MANHATTAN  AND  BRONX, 

NEW  YORK  CITY. 

1872  TO  1906,  BY  YEARS  ENDING  JUNE   30TH 

I 

700 

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1 

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S33SS!8S§SS3388S8g|S3gg388 
Electric   Motors  Versus  Steam    Locomotives — Figure  1. 

1902  it  carried  only  28,708  passengers,  while  the  electric  sys- 
tem carried  1,537,754  passengers. 

"Cleveland-Lorain  Line:  These  cities  are  26  miles  apart. 
Competitors  are  the  New  York  Chicago  &  St.  Louis  Railroad 
(steam)  and  the  Lake  Shore  (electric).  In  1895  the  steam 
road  carried  42,526  passengers,  but  in  1902  it  carried  only 
9,795  passengers,  the  electric  road  in  the  same  year  carrying 
3,896,902  passengers." 

The  Lackawanna  &  Wyoming  Valley  Railway   Company, 


1U> 

|        | 

I 

CAR-MILES  ON  TRANSPORTATION  LINES 

BOROUGHS  OF  MANHATTAN  AND  BRONX, 

NEW   YORK  CITY. 

1B80  TO  1906,  BY  YEARS  ENDING  JUNE  30TH 

vH 

no 

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g|SS513»3Si5Sg§3ggS8SyS8§3S838S 
Electric    Motors   Versus   Steam    Locomotives — Figure  2. 

30  cents  for  the  ride  between  the  two  cities  and  sells  round- 
trip  tickets  for  50  cents.  Except  at  certain  hours,  it  operates 
its  service  upon  10-minute  headway.  At  least  one  of  the 
steam  railways,  in  the  endeavor  to  retain  its  passenger  busi- 
ness, has  reduced  its  rate  to  40  cents  for  the  round  trip.  It 
has  also  increased  the  frequency  of  its  train  service.  We 
have  been  unable  to  ascertain  the  number  of  passengers  car- 
ried by  the  competing  steam  lines  during  the  four  months 
above  referred  to,  but  the  earning  power  of  frequent  electric 
service  is  strikingly  demonstrated  by  the  fact  that  this  rail- 
road operating  in  competition  with  three  double-track  steam 
railways  of  practically  identical  length  and  substantially  equal 
terminal  facilities,  should  be  doing  a  business  which  repre- 
sents an  income  of  |5.00  per  capita  per  annum  of  tributary 
population,  including  that  of  the  terminal  cities. 

Electrification   of  Transportation   Systems   in    Manhattan  and 
The  Bronx — Effect  Upon  Traffic. 

A  study  of  the  transportation  statistics  of  New  York  City, 
particularly  during  the  last  decade,  is  not  only  of  great  local 
interest,  but  is  instructive  as  illustrating  the  effect  of  im- 
provement in  transit  facilities  upon  gross  receipts. 

The  data  graphically  summarized  in  Figures  1,  2  and  3 
have  been  compiled  from  official  records,  those  subsequent  to 
June  30,  1883,  being  obtained  from  the  reports  of  the  Rail- 
road Commission  of  the  State  of  New  York.  The  effects  of 
improved  service  are  clearly  evident  from  an  inspection  of 
these  figures. 

In  Figure  1,  the  line  marked  "Total"  indicates  for  each 
year  ending  June  30,  the  aggregate  paid  fares  collected  by  all 
surface,  elevated,  and  subway  lines  in  the  Boroughs  of  Man- 
hattan and  Bronx.  It  will  be  noticed  that  the  aggregate  paid 
fares  for  the  year  ending  June  30,  1894,  and  also  for  the  fol- 
lowing year,  were  slightly  less  than  for  the  year  ending  June 
30,  1893,  this  reduction  doubtless  being  due  to  the  hard  times 
which  then  prevailed.  With  this  exception,  the  aggregate  of 
paid  fares  for  all  lines  shows  in  each  year  an  increase  over 
the  preceding  year.  Comparing  the  Manhattan  system  for  the 
year  1S93  with  the  same  system  for  the  year  1899,  a  decrease 
of  21  per  cent  in  paid  fares  is  shown.  During  the  same  period 
the  paid  fares  of  surface  lines,  which  meanwhile  in  large  de- 
gree had  adopted  electric  operation,  increased  by  43  per  cent. 
That  the  decrease  in  business  on  the  elevated  lines  was  not 
due  to  any  decrease  in  the  service,  is  shown  by  Figure  2, 
from  which  it  will  be  seen  that  the  car  mileage  operated  in- 
creased steadily  during  this  period.  The  unavoidable  infer- 
ence is  that  the  diversion  of  traffic  to  the  surface  lines  was  a 
direct   result  of  the  improved   service   offered  by   the   latter. 

During  the  year  ending  June  30,  1901,  the  last  fiscal  year 
of  steam  operation  on  the  elevated  lines,  the  Manhattan  sys- 
tem collected   190,045,741  fares.     The  surface  lines   collected 


February  2, 1907. 


ELECTRIC     RAILWAY     REVIEW 


153 


388,108.794  fares.  During  the  year  ending  June  30,  1904,  the 
Manhattan  system,  now  operated  by  electricity,  collected  2S6,- 
634.195  fares,  an  increase  of  50  per  cent,  while  the  surface 
lines  collected  419.423.092,  an  increase  of  about  8  per  cent. 
In  the  following  year,  1904.  the  subway  began  operation,  and 
both  elevated  and  surface  lines  recorded  a  decrease  in  fares 
collected. 

In  Figure  4  are  plotted  curves  showing  the  population  of, 
a.  Greater  New  York  and,  b,  the  Boroughs  of  Manhattan  and 


— 


caji-mkxs  «*■  muaac  Kile  of  iwnw 

•OAOUttnS  OF  HAfcMATTAK  AND  AWOtX 

»ew  yo»k  cm. 


■  ■  ■  ■ 


_ 


Electric    Motors   Versus   Steam    Locomotives — Figure   3. 

The  Bronx.  The  points  which  fix  these  curves  from  1860  to 
inclusive,  are  from  the  United  States  Census  Reports. 
For  the  years  1910  and  1920  the  estimated  population  is  based 
upon  the  average  rate  of  change  in  the  per  cent  increase  per 
decade  from  1860  to  1900.  Up  to  1905,  the  population  as  in- 
dicated in  these  curves  is  undoubtedly  not  far  from  the  fact; 
for  1910  and  1920  the  probable  populations  Indicated  are  inter- 
esting, although  the  curves  take  no  account  of  the  effect  of 
improved  transit  facilities  between  Manhattan  and  Long 
Island,  and  between  Manhattan  and  New  Jersey. 

Notwithstanding  the  very  rapid  increase  in  population  of 
the  Boroughs  of  Manhattan  and  Bronx  from  1890  to  1905,  the 
paid  fares  collected  by  the  several  transportation  systems 
have  increased  still  more  rapidly,  as  shown  in  the  curve  of 
paid  fares  per  capita  in  Figure  3. 

In  the  same  figure  are  shown  the  increase  in  car-miles  per 
capita  per  annum,  and  in  car-miles  per  annum  per  square 
mile  of  territory  served. 

While  it  is  not  directly  pertinent  to  this  discussion,  we 
would  here  call  attention  to  a  fact  of  great  importance  to  those 
responsible  for  the  development  of  the  systems  of  transporta- 
tion In  the  city  of  New  York:  viz..  the  fact  that  while  for  the 
year  ending  June  30,  1906,  the  subway  carried  137,919,632  pas- 
sengers, the  aggregate  carried  by  the  elevated  and  surface 
linen  was  but  23,684,957  less  than  the  aggregate  carried  by 
these  lines  during  the  year  ending  June  30,  1904,  the  last  fiscal 
year  before  the  subway  began  operation.  In  other  words, 
< omparing  the  year  1906  with  1904.  the  aggregate  paid  fares 
on  derated,  surface,  and  subway  lines.  Increased  by  114,234,- 
whlch  is  about  Mine  fourths  the  ultimate  capacity  of  the 
nt  subway.  It  Is  evident  from  Inspection  of  these  curves, 
that  the  existing  systems  are  destined  to  be  still  further  and 
greatly  overcrowded  before  additional  subways  can  be  com- 
pleted. 

It  Is.  of  course.  Impracticable  In  studying  the  results  of 
Impr'  lee  In  the  electrification  of  elevated,  surface  and 

subway  lines  in  New   York,  to  attempt  to  differential 

hid)  have  contributed  to  the  Increased  traffic.    \Vlill<- 
doe  undoubtedly  in  large  pari  t"  the 
imp."  ffered,  it  la  also  obvious  that  the  number  ol 

passengers  carried  would  hare  Incn  material] 

il.it ion.    ivcii    had    no    i; 

old  ronditions  of  service  been  effected     Bui  II  ••■  too 

strongly  emphasised,  thai  while  from  one  point  of  dew  Im 
pro-,.  lation, 

from  another  and  equally   tenabb-  point  of   \i 
lit  of  Improved  transll  tadlll 

The  Standardization  of  Electric   Railway  Traction   Equipment. 

•  H    hltri. 
glv,-;  ndltioni  which 

for     proi 
aglneerln  railways, 

mm 


grade  divisions,  will  inevitably  be  led  to  extend  these  zones 
of  electrification  until  they  include  divisions  of  very  con- 
siderable length,  and  even  trunk-line  systems.  To  call  atten- 
tion to  the  transcendent  importance  of  standardizing  the  loca- 
tion of  such  additions  to  permanent-way  equipment  as  the 
overhead  trolley  conductor  and  the  third  rail,  is  to  demon- 
strate its  necessity 

Electrical  engineers  now  generally  recognize  the  great 
value  of  established  standards  of  frequency  and  potential  in 
plants  installed  for  lighting  and  power  purposes.  In  recent 
years,  the  Institute,  through  its  standardization  committee, 
has  done  splendid  work  for  the  manufacturer  of  electrical 
apparatus,  as  well  as  for  the  investor,  by  using  its  influence 
to  promote  the  adoption  of  standards.  Not  many  years  ago, 
however,  manufacturing  companies,  and  consulting  engineers, 
were  in  many  cases  prone  to  put  forward  or  specify  apparatus 
without  reference  to  its  ability  to  operate  effectively  in  con- 
junction with  other  central-station  equipment,  even  when 
the  latter  was  in  actual  operation  in  the  immediate  vicinity 
of  the  new  plant.  Fortunately,  this  tendency  was  less 
marked  in  the  United  States  than  it  was,  for  example.  In 
Great  Britain.  What  will  happen  from  a  failure  to  adopt 
standards  of  practice  at  an  early  stage  in  the  development  of 
an  industrial  art  of  this  nature,  is  well  illustrated  by  the 
problem  now  presented  In  London,  where  the  engineering  ad- 
visers of  the  London  County  Council  are  engaged  in  study- 
ing the  problem  of  how  to  supply  electricity  in  bulk  to  62 
central  station  plants  producing  electricity  in  bewildering 
variety  of  frequency  and  potential. 

In  the  railway  field,  obviously,  general  principles  are  the 
same  as  in  lighting;  but  wise  foresight  is  more  necessary  and 
failure  to  exercise  such  foresight  at  this  date  less  excusable. 
Moreover,  the  advocates  of  electric  traction,  unlike  those 
who  introduced  the  electric  light  into  commercial  service, 
are  called  upon  to  deal  with  a  great  body  of  trained  engin- 
eers and  experienced  managers  who  are  engaged  in  operating 
and  extending  systems  of  transportation  which  challenge  ad- 
miration and  respect.  The  rolling  stock  equipment  of  our 
railways,  as  a  whole,  is  justly  an  object  of  national  pride. 
The  engineers  and  managers  directing  and  controlling  these 
properties  are  probably  the  equal  of  any  body  of  men  in 
the  world  as  regards  intelligence  and  experience.  Obviously, 
It  is  of  the  utmost  importance  that  they  who  accept  the  re- 
sponsibility involved  in  the  substitution  of  electricity  for 
steam  in  the  operation  of  certain  parts  of  our  great  rail- 
ways, should  avoid  fancies  or  fads  and  should  in  every  way 
co-operate  in  the  great  work  of  evolving  promptly  standards 
of  electric  railway  practice  which  shall  withstand  the  test  of 
time.  The  comparatively  small  beginnings  of  today  will  in 
all  probability  extend  with  a  rapidity  which  we  cannot  now 
realize,  and  the  confusion  and  loss  which  will  Inevitably  re- 
sult In  the  near  future,  if  a  variety  of  electric  equipment  be 
grafted   at  different  points   upon   the  existing  railroad    sya- 


l»W 

/ 

>' 

tm  "■ 

POPULATION  OF   NCW  TOM  OT» 
U    S    «*$Ui  RCPOdT  OF    1900 

I'.'Hi'lB  PC*VHAT>0«  l>  IUUO  U»Q*   I -I 
t    *\m  ClWt 

«.■.  •!■«  ft*  :  n  »tt  reow  >tes  to  isoa 

/ 

1 

■$ 

/ 

• 

j 

jassjaj 

y 

• 

^> 

+  *f*** 

--''' 

-■J^J. 

s*v*» 

I*-*1 

Electric    Motors   Versus  Steam    Locomotives — Figure  4. 

be  Imagined,    Tin    • 
ble  and   i  o  by   the   ■ 

Uway  track  In    Lmerloa  were  ■  i  uoth- 

■  u nil  w bal 

■  •   n>  the  Held  "f  electric  rail- 

win  ire  the  "16,000  alternal  li  light- 
alternation  'con 

ill.   I  li. Hlr 

tern"   and    the     monocyclli 

..  in  be  " 

ii 


154 


ELECTRIC     RAILWAY     REVIEW 


Vol   XVII   No.  5. 


tutes  tin    high-potential  alternating-current  systems  in  heavy 
electric  traction  ' 

While  emphasizing  the  great  importance  of  the  early 
establishment  of  standards  in  the  field  of  heavy  electric  trac- 
tion,  it    must   lie   recognized    clearly   that   further  inventions 

liable  at  any  time  to  modify  views  based  upon  present 
knowledge.  The  work  of  standardizing,  therefore,  should 
proceed  with  caution;  but  surely  if  present  knowledge,  not 
onlj  of  existing  apparatus,  but  of  the  lines  along  which  appli- 
cable improvements  musi  lake  place  is  not  sufficient  to  jus 
tify  conservative  application  of  the  principle  of  standards,  it 
is  not  sufficient  to  justify  the  investment  of  the  very  large 
sums  which  are  now  being  expended  for  electric  equipment, 
ineers  constituting  the  membership  of  this  Institute 
owe  it  to  themselves,  as  well  as  to  their  clients,  to  use  every 
effort  without  prejudice  and  without  fad,  to  prevent  waste 
by  opposing  the  introduction  of  apparatus  which,  from  its 
limitations,  cannot  solve  the  general  problem  of  railway  elec- 
trification; and  it  is  to  be  hoped  that  they  will  use  their 
united  Influence  to  fix  proper  standards  as  rapidly  as  this 
establishment  may  be  consistent  with  progress. 

Fortunately,  knowledge  of  the  possibilities  and  limita- 
tions of  electric  apparatus  today  is  a  very  different  thing 
from  what  it  was  in  the  early  days  of  electric  lighting.  At 
the  present  time  we  have  available  theory  so  complete  that. 
electric  science  is  less  exact  only  than  the  science  of  as- 
tronomy and  in  applying  this  science  in  constructive  work 
agreement  between  results  carefully  predetermined  by  calcu- 
lation and  those  realized  in  practice  is  far  closer  than  in 
any  other  comparable  branch  of  engineering.  There  can  be 
no  doubt  that  it  is  possible  today,  in  passing  upon  such  a 
question,  for  example,  as  that  of  best  frequency  for  railway 
operation,  to  make  a  choice  which  shall  withstand  the  test  of 
time. 

The  necessity  for  proper  standardization  is  obvious.  Spe- 
cifically, it  would  seem  feasible  and  eminently  wise  to  agree 
upon  standards  of  practice  in  respect  to  the  following: 

a.  Location  of  third  rail. 

b.  Location  of  overhead  conductor  used  with  single- 
phase  alternating-current  system. 

c.  Frequency  of  alternating-current  traction  systems. 

It  is  equally  desirable,  but  probably  less  easy,  to  agree 
upon  a  standard  system  of  multiple-unit  control  for  train  op- 
eration. 

The  Question  of  Frequency. 

While  appreciating  thoroughly  and  desiring  to  empha- 
size the  importance  of  establishing  and  maintaining  stand- 
ards, it  is  also  of  the  greatest  importance  that  standards 
should  be  wisely  chosen.  The  choice  should  be  made,  if 
possible,  with  full  knowledge  of  the  essential  factors  involved 
and  correct  perspective  view  of  their  relative  importance.  It 
is  with  the  feeling  that  so  far  as  the  frequency  25  cycles  per 
second  may  be  said  to  have  become  established,  considera- 
tions obvious  at  first  glance,  but  not  properly  controlling, 
may  have  influenced  unduly  the  choice  that  we  desire  to 
present  for  discussion,  the  very  important  question  whether 
25  cycles  per  second  or  a  lower  frequency;  e.  g.,  15  cycles 
per  second,  is  best  adapted  and  should  be  established  as  a 
standaud  in  the  equipment  of  railways  by  electricity. 

Final  decision  of  such  a  question  should  be  left  neither 
to  manufacturing  companies,  the  management  of  which  may 
be  unduly  influenced  by  commercial  considerations,  affecting 
its  own  immediate  prosperity  or  convenience,  nor  should  it 
be  left  to  the  individual  consulting  engineer.  It  is  precisely 
the  kind  of  question  which  the  Institute  should  pass  upon 
by  the  adoption  of  a  recommendation  carefully  considered 
by  its  standardization  committee.  The  manufacturing  com- 
panies, which  are  largely  and  very  influentially  represented 
in  the  body  of  the  Institute,  will  doubtless  be  willing  to  co- 
operate in  the  collection  and  study  of  the  facts  requisite  to 
the  formation  of  a  well-grounded  report. 

While  the  adoption  of  a  standard  by  the  Institute  has 
the  force  only  of  a  recommendation,  the  American  Railway 
Association  perhaps  might  deem  it  wise  to  indorse  the  choice 
of  the  Institute.  Such  action  on  the  part  of  these  two  bodies 
would  go  far  definitely  to  establish  the  standard. 

Comparing  the  relative  advantages  of  25  cycles  and  15 
cycles  in  railway  service  the  salient  advantages  of  the 
former  are  the  following: 

1.  It  is  today  in  extensive  use  in  plants  developing  and 
distributing  energy  for  lighting  and  power  purposes,  and 
through  sub-stations  equipped  with  converters  for  the  opera- 
tion of  many  interurban  lines.  It  has  been  adopted  on  a 
very  large  scale  by  such  companies  as  the  Interborough 
Rapid  Transit  Company  of  New  York  for  the  operation  of  its 
subway,  surface,  and  elevated  lines,  by  the  Pennsylvania  and 
Long  Island  Railway  companies  fqr  the  electrification  of  the 


\i'»  v,,ik  terminal  service  and  operation  over  a  considerable 
part  of  Long  Island  and  by  the  New  York  Central  for  the 
electrification  of  its  terminal  service.  It  is  also  the  frequency 
developed  by  all  of  the  great  power  plants  at  Niagara  Falls, 
and  from  this  source  of  power  it  is  possible  for  all  railway 
lines  within  a  radius  of  150  miles,  or  an  even  greater  dis- 
tance, to  procure  an  ample  supply  of  very  cheap  power. 

it  has  been  adopted  by  the  New  York  New  Haven  & 
lord  Railroad  Company,  the  pioneer  among  American 
railroads  in  the  adoption  of  the  alternating-current  motor  in 
heavy  railway  traction,  and  by  the  Grand  Trunk  Railway  for 
the  electrification  of  the  Sarnia  tunnel.  Alternating  current 
at  25-cycles  is  also  utilized  without  the  interposition  of  con- 
ers  by  the  motor  equipment  on  a  dozen  or  more  interur- 
ban   trolley   lines. 

2.  Our  great  manufacturing  companies  have  drawings, 
pattern  and  dies  which  enable  them  to  manufacture  con- 
veniently and  promptly  practically  all  power-house  and  sub- 
station  equipment  required  for  25-cycle  apparatus.  The 
weight  of  this  consideration,  however,  is  somewhat  lessened 
by  the  fact  that  the  inarch  of  progress — just  now  greatly 
accelerated  by  the  general  adoption  of  steam  turbines — will 
undoubtedly  cause  a  larse  proportion  of  existing  drawings 
and  pat;  'ins  to  be  superseded  probably  in  the  very  near 
future  and  certainly  within  the  next  five  years. 

3.  The  25-cycle  system  is  preferable  to  the  lower  fre- 
quency in  the  design  of  turbo-generators,  since  it  affords 
wider  range  within  which  to  select  speed  for  units  of  various 
outputs.  For  very  large  units  a  frequency  of  15-cycles,  for 
example,  requires  either  a  2-pole  generator  operating  at  900 
revolutions  per  minute,  a  large  4-pole  generator  operating  at 
450  revolutions  per  minute,  or  a  6-pole  generator  operating  at 
300  revolutions  per  minute.  Reduction  in  the  number  of 
revolutions  per  minute  implies  increase  in  diameter  of  the 
revolving  element  of  generator  and  turbine  and  in  machines 
of  output  the  diameter  of  the  revolving  element  in  turbines 
of  certain  types  may  become  too  large  for  shipment  in  view 
of  the  limitations  imposed  by  tunnels. 

4.  A  frequency  of  25  cycles  permits  convenient  and  ef- 
fective lighting  of  yards  and  shops  by  incandescent  lamps. 
It  is  also  more  favorable  than  a  lower  frequency  as  regards 
operation  of  induction  motors  for  shop  purposes. 

Should  our  railways  in  general  be  equipped  for  electric 
operation,  it  is  to  be  expected  that  in  many  cases  they  would 
undertake  to  supply  electricity  for  light  and  power  purposes 
beyond  their  own  requirements,  and  the  higher  frequency 
possesses  important  advantages  with  reference  to  such  com- 
mercial service. 

For  lighting  and  general  power  purposes  in  cases  where 
service  for  lighting  purposes  that  shall  be  thoroughly  satis- 
factory in  respect  to  voltage,  regulation  and  continuity  is 
requisite,  commercial  supply  at  25  cycles  would  be  prefera- 
ble. Through  the  interposition  of  motor-generator  sets  or 
converteis  in  combination  with  storage  batteries  in  such 
cases  either  frequency  is  applicable. 

5.  The  higher  frequency  possesses  some  advantage  in 
respect  to  the  ratio  of  tractive  effort  to  weight  upon  drivers. 
The  best  information  available  to  date  appears  to  indicate 
that  the  difference  between  25  cycles  and  15  cycles  in  respect 
to  this  consideration  probably  approximates  10  per  cent. 
Further  data  from  actual  tests  are  desirable,  and  must  be 
obtained  before  it  is  possible  to  estimate  closely  the  weight 
of  advantage  possessed  by  the  higher  frequency. 

6.  The  higher  frequency  is  preferable  for  induction  mo- 
tors in  railway  service  requiring  a  considerable  range  of 
speed  adjustment.  The  force  of  this  consideration  depends 
upon  the  probability  of  using  induction  motors  for  traction 
purposes,  and  applies  not  only  to  the  excellent  three-phase 
motors,  such  as  are  in  very  successful  use  upon  the  Valtel- 
lina  line,  but  also  to  the  single-phase  induction  motor  which, 
perhaps,  is  not  beyond  the  range  of  probability.  It  is  proba- 
ble that  in  any  general  electrification  of  our  railway  systems, 
induction  motors  will  play  a  part  by  no  means  unimportant. 

Without  attempting  detailed  discussion,  it  is  evident  from 
the  foregoing  brief  statement  of  the  more  important  con- 
siderations in  favor  of  25  cycles  that  extremely  weighty  rea- 
sons must  exist  if  the  adoption  of  a  lower  frequency,  e.  g., 
IB  cycles  is  justified. 

While  our  object  in  raising  this  question  of  frequency  is 
to  present  it  for  discussion  with  a  view  to  securing  addi- 
tional data  and,  if  possible,  a  careful  consideration  of  this 
very  important  question  by  the  Institute  through  its  standard- 
ization committee,  or  a  special  committee,  and  while  we  de- 
sire to  avoid  anticipating  the  verdict  resulting  from  such  an 
investigation,  it  is  proper  to  state  here  that  consideration  of 
the  facts  now  available  leads  us  to  conclude  that,  notwith- 
standing the  number  and  force  of  the  arguments  in  favor  of 
25  cycles,  a  frequency  of  15  cycles  is  preferable  and  should 


February  j 


ELECTRIC     RAILWAY     REVIEW 


15i> 


be  adopted  for  heavy  electric  traction.  The  fundamental  and. 
as  it  would  appear,  controlling  reason  which  leads  to  this 
conclusion  is  the  fact  that  within  given  dimensions  a  materi- 
ally more  powerful,  efficient,  and  generally  effective  single- 
phase  motor  can  be  constructed  for  15-cycle  operation  than 
is  possible  if  25  cycles  be  selected. 

Final  decision  of  the  question  whether  the  advantages  of 
the  15-cycle  motor  as  compared  with  the  25-cycle  motor  in 
respect  to  dimensions,  weight,  efficiency,  power-factor,  and 
commutation  are  such  as  outweigh  the  many  and  important 
considerations  which  favor  the  higher  frequency,  requires 
more  complete  data  than  we  have  been  able  to  secure  up  to 
the  present  time.  That  the  difference  is  material,  however, 
is  established  not  only  by  general  theoretical  considerations 
of  the  effect  of  a  reduction  in  frequency  upon  the  design 
and  performance  of  single-phase  commutating  motors,  but 
also  by  the  following  facts: 

1.  In  the  case  of  multiple-unit  equipment  of  passenger 
cars  where  locomotives  are  dispensed  with  and  motors  car- 
ried uiK>n  the  car  trucks,  it  is  very  important  that  the  dimen 

i  to  a  minimum.  Cars  weighing 
say,  3.">  tons  without  equipment  and  operating  on  straight 
and  level  track  at  speeds  of  from  60  to  70  miles  an  hour. 
require  bul  two  motors  :ts  it  may  become  necessary 

to  employ  four  motors  by  reason  of  lack  of  sufficient  clear- 
The  difference  between  a  two-motor 
equipment  and  a  four-motor  equipment  in  such  a  case  ap- 
proximates i.  car,  i> -sides  which  the  four-motor 
equipment  ad>!-  illy  to  weight,  practically  doubles  com- 
plication, and,  for  both  of  these  reasons,  baci  oat  of 
operation.  The  difference  between  the  dimensions  of  a  15- 
cycle  and  a  85-cycle  motor  may  easily  be  the  controlling  con- 
sideration compelling  the  adoption  of  the  four-motor  equip- 

-.     In    the   application   of  single-phase  commutating   mo- 
to    locomotives    in    general    railway    Bervice,    the    mini- 
mizing of  motor  dimensions   is   perhaps  still   more  important 
although    in    this    Instance    the    limitations    Imposed    by    the 
space  available  are  less  obvious. 

High-speed  passenger  locomotives  at  least  should  be 
geartese.  For.  any  assumed  limits  of  weight  per  ajtle  and 
h  of  wheel-base,  that  frequency  is  preferable  which  per- 
mits the  construction  of  a  motor  which  will  exert  the  greater 
pull  at  the  'haw  liar,  provided  efficiency,  commutation,  and 
power-facton  are  substantially  equal. 

Those  who  are  engaged  directly  in  the  design  of  single- 
phase  motors  are  probably  in  position  to  contribute  to 
discussion  of  this  paper  data  which  will  throw  much  light 
upon  the  subject;  but  it  would  seem  probable  that  within 
gi\<-n  limits  of  dimensions,  15-cycle  motors  would  materially 
surpass  25-cycle  equipment  in  this  respect,  We  are  inclined 
is  opinion  notwithstanding  the  probable  advantage  of 
piipnient  as  regards  the  ratio  of  effective  draw-bar 
pull  to  weight  upon  driven. 

3.     There  can  be  no  question  of  the  superiority  of  the  15- 
motor  In  to  the  very  important  features,  com- 

mutation, efficiency,  and  power-factor.  Bfflclenc]  Is  obviously 
and  directly  Important.  Power-factor  affects  tin-  efficiency  of 
the  »-n r i r-  motor  to.  and  including,  the  gen 

erao.r.     Commutation,  in   view  of  the   large  and  expensive 
ors  and  the  brush  complication  ot   'bis   type  of  mo- 
nri  . 
In   order   that  'ion    raised    n 

prop,  following  estlmati 

■  ful: 
i  qulpmenl   of  the  entire  rail  wi  •  m  of  the 

'iriL-    an  ■      power  ' 

would  led  in  the 

in  freqm 

i  Hon   uf  and 

Indicating  Instruments.     II   also  'iff.' 

or    turbine   employed    to   drive    tin-    generatoi       v 

I 

It     would    COB)     "ii 
bird. 

in  round  numbers,  the 

• <  ■  1 1 1  ■  i  be    i 
from   $7" 

If     I'  111    do 

the   woii    "f 

lOCon  OUld     be     ' 

railway  buslni 

wt||<      ]i,. 

of    |i,.  ;|ri-d    would    I' 

the  Ini  it  would 

locomotive     houlil 


be  not  less  than  $1,000  in  favor  of  the  lower  frequency,  or  for 
24,000  locomotives  $24,000,000.  This  is  more  than  twice  the 
estimated  difference  in  cost  of  power-house  and  substation 
equipment. 

It  seems  entirely  safe  to  say,  therefore,  that  the 
gate  first  cost  of  electric  equipment  and  of  steam  turbine 
will  be  decreased  by  a  change  from  2.".  cycles  to  lo  cycles. 
The  operating  cost  will  obviously  be  decreased  very  ma- 
terially. At  least  three-fourths  of  tin1  above  estimated  cost 
of  electric  locomotives,  say  $450,000,000.  represents  cost  of 
lie  equipment.  It  will  be  seen,  therefore,  that  of  the 
apparatus  which  our  electrical  manufacturing  companies  may 
•lied  upon  to  furnish,  more  than  85  per  cent  is  rolling 
stock.     Obviously,   any   argument   in    favor  of   .  quip- 

menl  which  may  rest  upon  existence  of  drawings  and  patterns 
ami  convenience  in  manufacturing  should  have  comparatively 
littl"   weight. 

The  use  of  13  cycles  instead  of  25  cycles  also  secures 
considerable  advantage  in  respect  to  the  overhead  trolley 
conductor  and  track  return.  With  a  given  limit  of  voltage 
drop,  ibis  advantage  ma]  i"  utilized  by  reducing  size  and. 
consequently,  the  cost  of  the  overhead  copper  and  the  copper 
used  to  reinforce  the  track  return. 

Under  the  plans  which  we  have  assumed  as  a  basis  for 
our  calculations,  the  amount  of  copper  required  for  feeder 
circuits,  trolleys,  and  reinforced  track-return,  estimated  at 
20  cents  per  pound  would  cost  approximately  $750,000,000 
were  the  entire  railway  system  of  the  country  as  existing  in 
o  be  equipped  for  electric  operation.* 

\\'<-  desire  to  acknowledge  with  appreciation,  assistance 

kindly   rendered   in   the  collect!) f   data    lor   this   paper   by 

Mr.  J.  M.  Graham,  rice-president  ot  the  Erie  Railroad  Com- 
pany; Mr.  Theodore  X.  Ely.  chief  of  mothc  power  Of  the 
Pennsylvania  Railroad  Company;  Mr.  George  Gould;  Mr.  E. 
P.  Bryan,  vice  president,  and  Mr.  Frank  Hedley,  general  man 
ager  of  the  Interborough  Rapid  Transit  Company:  Mr.  G. 
i.'-ve.  of  the  Railway  Electric  Power  Company;  Mr.  a  I  van 
Markle,    president    of    the    \\  ilkosbarre    &    Hasleton    Railway 

Mr.  George  C.  Smith,  vice-president 
Ity  Investment  Company;    Mr.  H.  J.  Pierce,  pp  i   the 

Internationa]    Railway    Company;    Messrs.    Conwcli. 
and  McLaren,  of  the  WestJnghouse  Electric  &  Manufacturing 
Company;   and   Messrs.  Potter  and  Mahony,  of  the  Gen 
Electric  Company. 

Discussion. 

The    discussion    was    opened    by    Mr.    Frank    .1.    Sp 
consulting  engineer,  New   York  City. 

authors    have    given    us    a    very    interesting    resume 
itistical   information   based    almost   entirely    upon    dl 
current   operation.      They   plead   tor  standardisation   of  i 
trie  railway  apparatus,  and   it    1  read   the   report   Correctly  for 
a   standardization    along   the   lines  ol    op. 'ration.    11,000    v< 
alternating-current    trolley    at    i:,    cycles.    The  authors 
where   10    years    from    now   will    the    600-volt,    1200-volt    oi 
roll — and    I    see   my    initials    under    all   of   them      win  i. 
will  thej    be?     Right  here;  just  where  the  500  and  600-volt 

operation    of    the    past    l'.i    years    have    been,    right    li.i .  i    do 

not  believe  >'>u  quite  appreciate  the  modest  work  which  is 
lay  by  those  who  are  actively  developing  the 
higher  tension  dlrect-curri  nl   work. 

i   do  not    find   it   necessary,  to  come 
on   ti  railway   business,   to  generalize  all   the 

sited  States,     Thi  lot  ol  them  In  the 

e  others  ought    to 

could   I""  er  if 

i  old  not   raise  the  monej    to  be 

Ifled  it   the]    wanted  to  be       I   prefer  to  deal  with  the 

In II  inn       Th( 

trunk  line    railroads    iii    New    Y"i  I,    city    which    In 
iiiinr.-  will  be 

Dating   in 
■ 
tain   lines 

to  the  wisdom  ol   both 
i  bavi  i  lopmenl  on  one,  ami  t 

am  ii  iii  have  ci  II  Id  •■ 

and  i  'i"  mil   know  that  I  am  aabami  d 
that   bul   I<m\  i  out  of  consideration,   wher 

link   line  <iiv Islon   than  the 
third  road,  the  Pei 

d  than  which  tin  re  la  no  mon    I  j  pl< 
ii  in  Hi'-  world.  I  to  vim 

If    that  .  all.  .1    iii 


156 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  5. 


elect  lifted  today,  it  would  not,  in  my  judgment,  be  overhead. 
Single-phase  alternating-current  equipment,  whether  25,  15  or 
1  cycle.  It  would  be  a  half-cycle,  and  the  cycle  would  be  the 
length  of  time  between  two  runs.  I  am  going  to  make  the 
prophecy,  that  on  a  large  number  of  the  lines  which  can  by 
any  stretch  of  imagination  be  considered  as  subject  to  a  reas- 
onable prospect  of  electrification,  1,200  or  1,500  volts  will 
on  any  present  development  known,  give  better  results  in 
every  way  than  alternating  current,  15  or  25-cycle,  overhead 
system. 

The   Proper   Frequency. 

Mr.  B.  G.  Lamme,  Westinghouse  Electric  &  Manufactur- 
ing Company — As  the  time  is  limited,  I  will  confine  myself 
to  the  question  of  frequency  alone.  It  may  be  of  interest 
to  consider  the  changes  in  frequency  from  the  earliest  time 
to  the  present,  and  see  what  Mr.  Stillwell  has  had  to  do 
with  such  changes.  Back  in  the  early  times  of  alternating- 
current  work,  133  cycles  per  second  was  the  common  fre- 
quency. About  1889  or  1890,  Mr.  Stillwell.  in  going  over  the 
problem,  saw  that  the  larger  work  which  was  coming  called 
for  a  lower  frequency,  and  he  was  one  of  the  strongest  advo- 
cates in  adopting  60  cycles  as  against  133.  A  few  years 
later,  in  connection  with  the  Niagara  Falls  first  large  gen- 
erating station,  the  question  of  a  still  lower  frequency  came 
in,  and  Mr.  Stillwell  practically  made  the  decision  in  favor 
of  25  cycles.  At  that  time  it  was  considered  that  the  de- 
velopment of  street  railway  work,  and  the  use  of  rotary  con- 
verters in  such  work,  was  such  that  it  was  more  economical 
to  use  the  lower  frequency.  He  now  comes  forward  with  15 
cycles  for  heavy  railway  work  on  the  basis  that  the  field  is 
going  to  be  large  enough  to  call  for  a  new  and  more  suitable, 
frequency.  It  seems  to  me  also  that,  considering  the  total 
amount  involved  in  the  electrification  of  the  railroads  of  this 
country,  about  $1,500,000,000,  the  problem  is  big  enough 
to  call  for  a  frequency  which  is  best  suited  for  the  work.  The 
question  is  whether  that  should  be  -5  cycles  or  something 
lower. 

Over  four  years  ago  I  presented  a  paper  before  this  In- 
stitute, in  which  I  described  the  Washington  Baltimore  & 
Annapolis  single-phase  railway,  and  the  frequency  given  was 
16%  cycles,  a  ratio  of  2  to  3  to  the  standard  frequency  of 
25.  There  were  certain  reasons  for  adopting  that  particular 
frequency,  although  10  per  cent  higher  or  lower  would  not 
have  been  of  very  great  importance,  so  far  as  the  operation 
of  the  apparatus  was  concerned.  It  was  found  at  the  time 
that  there  was  considerable  opposition  to  the  use  of  lower 
frequency,  principally  because  most  of  the  projects  presented 
involved  existing  power  plants,  or  it  was  necessary  to  tie  the 
new  plant  to  existing  power  plants.  The  projects  were  also 
relatively  small.  Because  of  commercial  conditions  we  were 
practically  forced  to  begin  at  25  cycles.  However.  I  still 
advocated  the  use  of  lower  frequency  when  it  came  to 
heavier  work,  as  will  be  found  in  my  discussion  of  single- 
phase  railway  apparatus  at  the  American  Institute  meeting 
at  the  St.  Louis  Exposition  in  September,  1904.  At  that  time 
I  said  that  I  considered  the  heavy  railway  electrification  of 
sufficient  importance  to  warrant  the  use  of  low  frequency, 
which  is  most  suitable  for  such  work,  independent  of  any 
frequencies  already  in  use.     I  still  hold  to  that  opinion. 

The  strongest  reason  which  can  be  given  for  the  lower 
frequency  is  the  greater  output  than  can  be  gotten  from  a 
given  motor.  For  instance,  with  a  first-class  motor,  built 
for  25  cycles,  the  operation  may  be  above  question,  the  ma- 
chine may  be  considered  perfect  in  its  way,  but  take  that 
same  machine  and  operate  it  on  15  cycles  and  you  can  raise 
the  induction  from  25  to  40  per  cent,  which  means  that  25 
to  40  per  cent  higher  voltage  can  be  applied  with  the  same 
motor-speed,  and  you  get  25  to  40  per  cent  greater  output 
from  the  same  motor,  or  25  to  40  per  cent  greater  tractive 
effort  can  be  developed.  That  in  itself  is  a  controlling 
feature  in  the  question.  We  have  verified  it  by  actual  test. 
For  instance,  we  have  taken  a  100-hp.  25-cycle  motor,  and 
obtained  from  it  125-hp.  at  15  cycles.  This  motor  has  good 
efficiency,  good  power  factor  and  good  commutation  on  both 
frequencies,  at  the  above  ratings.  It  is  therefore  not  a  ques- 
tion whether  the  25-cycle  motor  will  work,  for  it  will  work 
successfully,  but  it  is  a  question  how  much  more  you  can  get 
out  of  it  by  going  to  the  lower  frequency. 

It  may  be  questioned  that  if  15  cycles  is  better  than  25 
cycles,  why  is  not  still  lower  frequency  recommended?  The 
answer  is  that  at  15  cycles  we  can  practically  saturate  the 
machine,  which  practically  fixes  the  output.  At  still  lower 
efficiency  we  could  gain  in  efficiency  and  power  factor,  but 
not  much  in  output;  and  we  lose  in  other  things,  such  as  the 
speed  of  turbo-generators  and  weight  of  transformers.  So 
there  is  some  point  at  which  a  compromise  can  be  made, 
and  it  is  my  opinion,  and  has  been  for  a  long  time,  that  this 


compromise  is  considerably  below  25  cycles  and  should  be 
about  15  cycles.  The  increased  output  you  can  get  from  a 
motor  at  the  lower  frequency  is  of  advantage  principally  in 
getting  a  smaller  number  of  motors  under  a  locomotive  or 
car,  which  directly  cheapens  the  cost;  or,  on  a  locomotive, 
keeping  the  same  number  of  motors,  we  secure  a  bigger  out- 
put for  a  given  weight  of  locomotive.  But  there  are  some 
cases  where  we  do  not  gain  much  by  the  use  of  lower  fre- 
quency. For  instance,  where  it  is  necessary  to  operate 
alternating  current — direct  current,  requiring  four  motors  in 
order  to  obtain  series-parallel  control,  in  most  cases  we  do 
not  get  the  full  gain  from  the  use  of  15  cycles  for  we  cannot 
reduce  the  number  of  motors.  That  is  one  of  the  conditions 
met  in  the  New  Haven  railway  equipment,  for  the  direct- 
current  operation  on  the  New  York  end  requires  the  use  of 
four  motors.  There  are  many  cases,  where  the  power  is 
purchased,  in  which  it  is  necessary  to  use  the  higher  fre- 
quency. Of  course,  the  results  are  obtained  at  a  somewhat 
lesser  capacity  or  at  an  increased  cost. 

There  is  one  point  which  Mr.  Stillwell  has  not  touched 
on,  and  that  is  the  fact  that  the  single-phase  series-motor  can 
be  made  to  operate  on  both  15  and  25  cycles;  for  instance,  a 
25-cycle  motor  will  operate  beautifully  at  15  cycles  and  at 
practically  the  same  speed,  because  the  speed  has  nothing 
to  do  with  the  frequency,  and  a  15-cycle  motor,  if  well  de- 
signed, will  operate  on  25  cycles  fairly  well,  at  its  normal 
capacity,  but  at  slightly  reduced  capacity  will  operate  very 
well,  so  that,  for  instance,  if  a  locomotive  should  be  equipped 
with  transformers  suitable  for  operating  at  15  cycles  it 
could  operate  on  both  25  or  15  cycles  very  well.  By  taking 
a  25-cycle  equipment,  nominally  designed  for  25  cycles,  and 
putting  a  15-cycle  transformer  en  it,  the  equipment  is 
adapted  for  operation  on  both  25  and  15  cycles.  That  is  im- 
portant in  connection  with  the  fact  that  25  cycles  will  have 
to  be  used  in  a  certain  number  of  cases,  but  in  other  cases 
where  the  generating  conditions  can  be  made  suitable,  15 
cycles  will  work  to  better  advantage. 

In  Mr.  Stillw-ell's  paper  he  speaks  of  some  of  the  ad- 
vantages of  the  higher  frequency,  one  of  which  is  the  better 
ratio  of  tractive  effort  to  weight  on  drivers.  We  have  been 
making  tests  at  East  Pittsburg  on  some  eleatrical  locomo- 
tives, at  both  15  and  25  cycles,  and  it  is  very  difficult  to  de- 
termine any  difference  in  the  ratio  of  tractive  effort  to  the 
weight  on  the  drivers.  In  some  cases  the  tests  are  possibly 
in  favor  of  15  cycles,  and  in  others  in  favor  of  25;  and  the 
difference  is  probably  no  more  than  would  be  found  in  mak- 
ing two  consecutive  tests  at  any  one  frequency.  If  the 
motors  are  spring-connected  or  have  some  flexibility  between 
the  armature  and  the  driver,  which  is  true  in  most  cases, 
especially  where  they  are  geared,  the  difference  in  the  ten- 
dency to  slip  practically  disappears. 

In  discussing  this  question  of  15  cycles,  we  are  asked 
where  it  is  in  use.  I  will  call  attention  to  the  fact  that  quite 
a  number  of  European  companies  have  adopted  15  cycles  for 
railway  work.  The  Valtellina  plant,  put  in  by  the  Ganz  com- 
pany, with  three-phase  motors,  uses  15  cycles  and  I  feel  safe 
in  saying  that  a  great  deal  of  the  success  and  good  opera- 
tion of  that  plant  is  due  to  the  choice  of  this  frequency.  1 
think  they  could  have  made  the  apparatus  a  success  with  25 
cycles,  but  it  would  have  required  much  heavier  equipment, 
and  with  poorer  efficiency  and  power  factor,  especially  at 
low  speeds.  The  manufacturers  recognized  that  15  cycles 
gave  better  conditions  with  the  polyphase  motors  and  adopt- 
ed it  regardless  of  the  fact  that  that  was  not  a  standard  fre- 
quency in  Europe.  That  system  is  being  extended  on  the 
Italian  roads. 

The  Oerlikon  company,  of  Switzerland,  has  gone  into  the 
single-phase  work  extensively,  with  15  cycles  as  a  standard. 
The  Siemens-Schuckert  company,  of  Germany,  is  also  manu- 
facturing series  railway  motors  for  15  cycles.  The  Allge- 
meine  company  of  Berlin,  is  the  principal  company  which  is 
adhering  to  25  cycles,  and  that  is  largely  due  to  its  type  of 
motors.  They  have  a  so-called  "series-repulsion"  motor,  in 
which  the  characteristics  of  the  motor  apparently  show  to 
better  advantage  if  the  frequency  is  not  too  low.  It  is  not 
directly  due  to  the  high  frequency  that  they  get  better  re- 
sults, but  to  the  fact  that  the  motor  should  preferably  run 
below  the  nominal  synchronous  speed  and  this  condition  is 
obtained   to  better  advantage  by  keeping  the   frequency   up. 

Mr.  Bion  J.  Arnold,  being  introduced  by  a  reference  to 
his  pioneer  efforts  in  single-phase  work  and  to  the  fire  which 
destroyed  his  first  equipment  on  the  eve  of  actual  operation, 
said:  I. felt  that  unless  the  experimental  machine  was  re- 
built and  an  attempt  made  to  operate  it,  I  might  be  mis- 
understood by  my  brother  engineers,  and  the  machine  might 
be  misunderstood.  I  therefore  rebuilt  it  and  operated  it 
some  six  months  later.  That  experiment  cost  me  about 
?50,000,  but  thanks  to  my  good  fortune,  it  cost  no  other  man 


February  2. 1907. 


ELECTRIC     RAILWAY     REVIEW 


157 


a  dollar..  I  believe  I  was  instrumental  in  advancing  the  state 
of  the  art  to  such  an  extent  that  we  have  today  two  or  three 
of  our  large  railroads  being  equipped  with  the  single-phase 
system,  invented  by  others,  to  be  sure,  but  I  believe  for- 
warded by  my  efforts  some  four  or  five  years  ago.  If  my 
efforts  have  done  that,  and  1  have  been  instrumental  in  ad- 
vancing the  art.  I  am  glad  that  I  spent  the  money,  as  I 
could  not  have  spent  it  in  any  better  cause. 

As  to  the  paper  of  the  evening,  had  I  had  time  to  read 
and  study  it,  I  would  like  to  discuss  it  somewhat  more 
fully  than  I  will  be  able  to.  However,  if  I  had  all  the 
time  necessary  to  study  it,  1  would  not  attempt  to  go  into 
a  detail  analysis  of  the  various  systems  which  are  involved 
in  the  paper,  because  I  think  each  system  has  its  able  cham- 
pions, as  we  have  seen  indicated  here  tonight.  I  am  also 
in  a  position  where  it  makes  no  great  difference  to  me  per- 
sonally which  sys:em  wins,  so  long  as  we  get  a  system  of 
electric  railroading  in  this  country  that  we  can  put  on  our 
steam  railroads  and  operate  them  for  less  money  than  we 
can  operate  them  with  steam.  That  was  the  principal  idea 
I  had  in  mind  in  starting  out  on  the  single-phase  experiment, 
because  in  1898  I  was  engaged  in  building  the  Chicago  & 
Milwaukee  Electric  Railway,  which  I  believe  is  considered 
the  pioneer  rotary-converter  substation  installation  in  the 
country',  possibly  in  the  world,  at  any  rate  to  be  driven  by  a 
steam  station.  I  took  much  risk  in  that  undertaking,  risk- 
ing my  personal  reputation  and  my  financial  resources,  in 
order  to  demonstrate  the  success  of  that  enterprise.  That 
was  a  success,  and  as  you  know  most  of  the  suburban  roads 
have  been  built  on  those  lines  since.  I  make  no  claim  for 
the  invention  of  any  of  the  devices  which  entered  into  the 
systems.  They  were  invented  by  some  of  the  gentlemen 
here  present  and  others,  and  began  to  come  into  commercial 
use,  namely,  the  rotary  converter  principally,  which  made  the 
system  possible,  but  I  took  the  responsibilities,  engineering 
and  financially,  of  making  it  go,  and  it  went.  When  en- 
gaged in  that  work  I  felt  that  was  not  the  complete  solution 
of  the  electric  railway  problem,  because  the  introduction  of 
the  rotary-converter  substation  necessitated  men  in  the  sub- 
stations, and  necessitated  more  investment  than  I  thought 
the  railroad  systems  of  the  country  could  stand,  if  they  were 
to  be  attracted  to  electrical  operation.  That  started  me  on 
the  single-phase  idea,  and  as  many  of  you  will  recollect,  we 
had  various  discussions  on  it  and  it  was  stated  it  could  not 
be  done.  I  maintained  it  could  be  done  and  had  to  be  done, 
and  it  cost  me  money  to  find  that  out.  It  has  been  done 
since  by  at  least  two  companies  in  this  country,  and  two  or 
three  abroad,  and  seems  to  be  coming  Into  practice  quite 
rapidly   lor  steam   railroad   work. 

I  do  not  know  that  I  agree  entirely  with  the  author  of 
the  paper  that  we  should  standardize  at  once,  and  thereby 
shut  out  the  utilization  of  the  talent  and  genius  of  the  men 
who  are  members  of  this  body  and  other  bodies  in  this  coun- 
try, and  other  countries,  or  the  prospect  of  developing  some- 
thing that  may  prove  better  than  anything  we  now  have.  I 
am  willing  to  concede,  if  we  are  going  to  use  alternating- 
current  railway  sy  at  it  is  probable  that  we  should 
adopt  a  standard  frequency,  and  so  far  as  my  investigation 
has  gone.  In  conjunction  with  work  with  Mr.  Stillwell,  the 
Erie  Railroad  work,  my  own  conclusion  is  to  lean  toward 
the  15-cycle  f:-  although  I  do  not  want  to  definitely 
stand  on  that  now.  It  seems  to  me  it  Is  the  frequency  we 
will  come  to  on  account  of  the  fact  that  to  get  the  requisite 
amount  of  capacity  between  the  wheels  of  railway  machines, 
being  limited,  it  Is  necessary  to  get  as  much  motor 
In  there  as  po  I  we  can  do  that  with  the  alternating 
pting  1",  cycles  and  get  more  than  we  can  with 
It  makes  t  I  at  the  machine  practically 
ame  as  with  25,  as  it  increases  the  size  of  the  trans- 
former, but  n  of  the  motor;  the  net  weight 
Is  the  same,  but  It  gets  additional  power  on  the  machine 
that  is  what  we  moat  get,  and  we  do  not  get  as  much  i ■■ 
on  the  wheels  with  the  alternating  correal  at  with  the  dl 

rit.     However,  i   personally  believe  that  some  form  of 
high  conductor    Is   going  to  be  the   anal 

soiuti  ■    railway 

l  believe  in  the  third  rail,  where  it  Is  applicable,  but  I 
<io  ti  is  applic 

In   other   words,   I    think    the    legs  will 

they  will   'iot   permit   the  use  of  third 
rail,  at  any  rat 
I   think   It  Is  D  trie   nillw ■ 

of  leglsl  it  thlpl 

rail  r< 

-  'I    In 


think  the  use  of  the  third  rail  in  yards  and  under  the  feet 
ol  men  is  what  we  are  going  to  adopt  as  the  final  solution 
of  the  problem. 

In  the  analysis  of  the  Grand  Trunk  problem,  which  I 
have  in  charge  so  far  as  the  engineering  decisions  are  con- 
cerned, I  chose  the  alternating-current  system,  overhead 
conductor,  for  tunnel  work,  for  the  reason  that  in  the  large 
yards  at  each  end  of  the  tunnel,  where  much  switching  is 
done,  it  seemed  essential  that  the  conductor  be  kept  from 
under  the  feet  of  the  men.  That  decision  to  use  single-phase 
motors  was  made  some  five  months  prior  to  the  New  Haven 
road's  decision  to  adopt  the  alternating  current  on  its  road. 

Mr.  \V.  B.  Potter  (General  Electric  Company) — I  most 
heartily  endorse  the  recommendation  of  the  authors  of  the 
paper  for  a  more  perfect  standardisation  of  the  systems  and 
apparatus  for  railway  work.  The  one  thing,  however.  1 
think  we  must  appreciate,  is  that  standards  are  ordinarily 
secured  where  it  does  not  cost  anything  to  bring  them  about 
So  far  as  the  known  systems  can  be  considered  with  re^ 
to  the  different  problems,  they  have  to  be  considered  a 
as  the  railroads  are  concerned  from  the  standpoint  of  the 
cost  for  each  individual  case.  You  could  hardly  expect  that 
a  road  contemplating  an  equipment  which  would  cost,  say. 
$2,000,000,  for  the  sake  of  standardization  and  in  anticipa- 
tion, perhaps,  of  sometimes  effecting  a  juncture  with  some 
other  road  at  some  distance,  would  spend  $3,000,000.  S"< 
that  is  just  what  it  would  mean.  That  relates  particularly 
to  the  question  as  between  different  systems. 

.Now.  with  regard  to  the  question  of  frequency  as  affect- 
ing alternating  single-phase  operations,  there  is  no  question 
but   that  the  motor,   limited   as   it   is   by   the   space   between 
the  wheels,  the  car  body  on  the  clearance  over  the  track,  is 
the  device  to  which  all  of  the  rest  of  the  equipment  must 
be  subordinated  in  order  to  get  the  best  results.      A   g 
deal  would  be  involved  in   the  substitution  of  15   cycles   for 
25.      It  means  considerable  increase  in  cost    for  the  gen 
ing  apparatus,  it  means  a  frequency  that  would  not   be  suit 
able  for  lighting  the  cars,  even,  and  a  frequency   which    tor 
every  other  use  than  the  single-phase  motor  itself,  and  inci- 
dentally the  conductor  system  from  the  generating  Btatlo 
the  motor,  would  possess  no  advantage,      1    do   not    think, 
however,  that  we  can  look  for  the  ultimate  developmei 
the    single-phase   motor   on    2  an    build,    it    is 

true,  a  motor  that  has  good  commutation,  bui  it  ha 
tiveiy  small  output  for  its  size,  weighing  something  like  25 
per  cent  more  than  the  direct-current  motor  having  cor- 
responding capacity.  With  16  cycles,  with  the  same  degree 
of  commutation,  the  motor  would  probably  weigh  from  10  to 
16  per  cent  more,  only.  The  efficiency  and  power  factor 
would  both  be  very  much  tin 

Mr.  Stillwell  made  some  mention  of  the  maximum  avail- 
able tractive  effort  as  between  2.".  and  16  cycles,  Mr.  I. amine 
also  spoke  of  some  tests  they  mule  in  the  same  connection. 
The  tests  which  we  have  made  indicate  in  comparison  with 
direct  current. — that  is,  taking  a  given  motor  on  direct  cur- 
rent, on  a  truck  and  raising  the  car  body  bo  that  the  inertia 
of  the  car  body  or  the  friction  due  to  Its  movement  would  be 
eliminated — that  depending  on  the  condition  ol  rail,  testing 
the  same  motor  with  direct  current  and  then  with  aliern 
current  at  it,  cycles,  we  find  that  on  dlret  I  current,  assum 
ing,  for  convenience,   the  tri  orl    to  be   100   per  cent, 

on  26  cycles  It  varies  from  80  to  90  per  cent,  and  on  L6 
cycles  from  ~<>  to  B0  per  cent  The  tests  have  been  repeal 
ed  a  number  of  times,  ami  while  perhaps  they  are  in  a 
measure   somewhat    rough,   they   seem    to   be   comparatively 

•  I.       There   Is   In   this   connection,    however,   a   fan    ol    in 

that    when     the     motor    with     direct    CUTTenl    slips,    the 

torque    Is    maintained    uniformly,    the    wheel    rotates    rapidly. 

and  tin-  torque  falls  off  immediately   to  something   111 
or  20  pi  i  iniuiii.     in    alternating    current 

whether  on  it,  or  16  cycles,  although  the  wheel  slips  at  a 
lower  point,  It  only  falls  off  something  like  io  or  l.".  per  cent, 

due    to    the    fact    that    the    slip    Is    u    series    of    pi 

Jerks    which    allow    Hie    wheel  I    the    rail    so    thai    after 

the    wl I    has  once      lipped,   .1    may    l.iUe   In, Id    of   the   rail    and 

a  higher  maximum  pull  than  before  n  first  slipped,  bj 

f  having  cleaned  off  the  rail,     This  Is  a  condition 

el   with  direct  current    The  average  dran 

pull    after    slipping    with    &lt<  ,1111.111     Is    1 ..  1 11.1 1 

ter    than    It    hi    with    direct    current.       I'm 

I  work  where  the  motor  is 

torque  per  ampere,  there  is  little  probablll 
01    alternatlng-cum 

iiiicietiiiy  light  that  i"  a 

The  question  a  which  1  think  win 

red  with  n 

u  rent  or  1,200  volts  direct  cui  n  n 


158 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  5. 


Dating  current,  or  1200  volts  direct  current,  or 
olts  direct  current,  should  be  required  by  anybody  as 
suitable  to  meeting  every  case.  Some  reference  has  been 
made  to  the  high-voltage  direct  current.  I  want  to  say  with 
regard  to  that  type  of  equipment  and  also  with  regard  to  the 
600-volt  direct-current  motor  as  well,  that  motors  are  possi- 
ble that  are  quite  beyond  the  other  motor  as  we  commonly 
know  it.  We  have  always  looked  upon  the  commutator  of 
the  direct-current  motor  a  good  deal  as  a  buzz-saw.  By  the 
addition  of  the  commutating  pole  to  the  ordinary  direct-cur- 
rent motor,  that  is  building  the  ordinary  direct-current  motor 
magnetically  of  the  same  character  as  the  single-phase  motor, 
sparking  at  the  commutator  may  be  said  to  be  eliminated. 
For  instance,  a  motor  designed  for  600  volts  can  be  run — I 
would  not  say  it  should  be  operated,  because  the  insulation 
■  i  provided  for  that — but  it  can  be  run  at  1,000  or  1,200 
vulis  without  showing  any  sign  of  arcing-over  or  sparking. 
A  1,200-Volt  motor  would  have  reasonably  the  same  margin. 
so  that  so  far  as  commutation  is  concerned,  there  has  been 
an  improvement  made  in  the  direct-current  motor  that  is 
comparable  to  the  advance  made  when  the  carbon  brush  was 
substituted  in  pla?e  of  the  copper  brush.  That  certainly  will 
have  more  or  less  bearing  upon  the  continuation  of  the  use 
of  direct  current. 

I  was  going  to  say  a  word  with  regard  to  the  much- 
maligned  third  rail.  We  have  not  had  a  chance  to  malign 
some  of  the  overhead  construction  yet,  and  I  think  it  would 
be  just  as  well  to  wait  before  passing  a  verdict. 

Mr.  W.  S.  Murray  (N.  Y.  X.  H.  &  H.  R.  R.)— I  think  the 
most  interesting  feature  of  the  discussion  is  ihe  question  as 
to  standardization.  I  am  inclined  to  believe  that  the  word 
standardization,  although  it  is  a  pretty  large  word,  looks  to 
be  a  good  deal  larger  than  it  really  is.  I  hardly  think  the 
Interstate  Commerce  Commission  reports  are  a  fair  basis  to 
be  a  determining  factor  as  to  the  establishment  of  standard 
frequency.  The  Interstate  Commerce  Commission  report 
will  include  all  the  trans-continental  lines,  and  there  is  no 
question  but  those  lines  which  have  been  unassailed  yet  by 
electricity  could  be  electrified  upon  a  basis  a  very  great 
deal  cheaper  upon  the  low  frequency  than  upon  the  high. 
I  do  not  think  that  should  influence  us.  It  is  a  misleading 
factor.  We  must  not  forget  that  the  electrification  we  are 
going  to  consider  now  is  in  the  eastern  section  of  this  coun- 
try. It  is  possible  that  ail  of  us  may  see  a  trans-continental 
road  electrified.  I  think  it  is  doubtful  and  I  do  not  think 
that  ought  to  influence  us  in  the  consideration  of  standard- 
ization. We  must  think  of  the  fixed  charges  that  have  not 
been  taken  into  account,  namely,  in  the  eastern  section  of 
the  country  where  it  will  be  necessary  to  re-equip  all  these 
plants  and  operate  upon  what  may  now  be  termed  a  standard 
frequency  of  25  cycles.  I  think  for  transmission  and  power 
25  cycles  is  very  nearly  to  standard:  the  time  element  in- 
volved is  the  major  consideration  of  our  standardization.  Our 
fixed  charges  can  alter,  be  replaced  by  a  proper  depreciation, 
and  after  having  taken  care  of  those  plants  that  are  now 
operated  on  a  25-cycle  basis,  by  that  depreciation,  which  is 
good  business  and  should  be  combined  by  engineering,  then 
we  can  avail  ourselves  of  the  greater  data  which  will  be  at 
hand  and  decide  which  is  the  standard  frequency.  We  can 
also  interchange  these  frequencies  in  operation  just  as  well 
as  the  exchange  of  a  station  with  a  different  design.  It  can 
be  done.  I  have  not  the  time  to  go  into  the  detail,  but  I 
think  any  engineer  can  understand  what  it  is  to  change  the 
operation  of  any  locomotive,  so  I  am  in  favor  of  having 
more  data,  and  in  letting  the  future  consideration  of  those 
data  decide   it  for  us. 

Mr.  O.  S.  Lyford  (Westinghouse,  Church.  Kerr  &  Co.)  — 
On  January  22  the  Erie  Railroad  ran  its  first  electric  train 
into  Rochester.  Power  is  transmitted  90  miles  at  60,000 
volts.  The  catenary  trolley  over  the  34  miles  of  track  is 
fed  with  10.000-volt  current  from  one  substation.  The  opera- 
tion is  perfectly  satisfactory.  The  system  is  necessarily 
operated  at  25  cycles  as  the  power  comes  from  one  of  the 
Niagara  Falls  plants,  which  are  all  built  for  25  cycles.  The 
advantage  of  the  lower  frequency  is  apparent,  however. 
Trucks  of  unusual  size  are  entirely  filled  with  100-hp.  motors. 
At  15  cycles  motors  of  150  hp.  capacity  could  be  used  on  the 
same  trucks. 

Mr.  C.  L.  du  Muratt  (Consulting  Engineer.  New  York) 
— The  three-phase  locomotive  can  give  a  great  overload 
capacity  without  trouble,  and  it  can  give  it  without  any  drop 
in  speed.  Take  a  locomotive  developing  normally  1.500  hp.. 
and  motors  working  at  12  per  cent  slip,  that  locomotive  can 
give  five  times  1.500  hp.  with  a  slip  of  10  per  cent.  If  the 
norma]  speed  is  68  miles  per  hour,  it  will  drop  to  63  miles. 
The  curve  of  the  three-phase  locomotive  while  starting  at 
practically  the  same  traction  at  low  speeds,  will  run  out  and 
then  drop  down   to   the  maximum   speed,   for  which  the  loco- 


motive is  designed.  You  can  see  the  great  advantage  which 
the  three-phase  locomotive  has  over  the  alternating  current, 
and  more  particularly  over  the  steam  locomotive.  We  might 
turn  the  problem  around  and  instead  of  saying  the  three- 
phase  locomotive  should  be  able  to  carry  any  overload  with- 
out any  drop  in  speed,  where  both  the  direct  current  and 
single-phase  and  steam  locomotive  drop  off,  we  might  say 
that  the  three-phase  locomotive  will  carry  the  same  tractive 
effort  up  to  any  speed,  from  zero  up  to  full-load  speed,  while 
the  alternating-current  locomotive  will  drop  in  tractive  effort 
when  the  speed  comes  on,  and  similarly  in  a  steam  locomo- 
tive. 

In  concluding,  I  will  convey  to  you  the  following  gen- 
eral ideas  which  may  be  recapitulated  as  follows:  The 
greatly  increased  traffic  which  the  railroads  have  to  handle  is 
forcing  us  to  use  as  high  train  weights  and  high  speeds  as 
possible.  It  is  therefore  quite  natural  that  that  locomotive 
which  combines  the  greatest  speed  qualities  and  at  the  same 
time  the  greatest  power  in  the  smallest  weight  is  the  one 
which  we  want  to  choose  for  hauling  our  future  traffic.  The 
electric  locomotive  is  quite  surely  superior  to  the  steam 
locomotive  in  this  respect,  and  therefore  should  be  chosen, 
no  matter  whether  electric  service  may  cost  more  than  steam 
service.  The  three-phase  alternating-current  locomotive  is 
superior  to  any  other  electric  motor  in  this  respect,  and  I 
believe  it  should  deserve  more  attention  than  it  has  thus  far 
found  in  America. 

Mr.  X.  W.  Storer  (Westinghouse  Electric  &  Manufactur- 
ing Company) — It  seems  to  me  that  the  whole  question  of 
the  electrification  of  steam  railroads  is  one  of  dollars  and 
cents,  and  a  system  which  can  be  operated  and  installed  for 
the  least  money  is  going  to  be  the  one  which  is  going  to  win 
out.  As  has  been  said,  there  are  many  different  ideas  on 
the  same  question.  Many  engineers  are  working  on  designs 
of  electric  locomotives  to  meet  the  many  adverse  require- 
ments. I  have  worked  over  them  for  some  time  past,  and 
every  time  it  comes  up  pretty  nearly  in  the  same  form — 
the  question  of  frequency,  or  the  question  between  alternat- 
ing-current and  direct-current  operation.  It  is  a  question 
whether  the  problem  can  be  solved  by  the  simple  direct- 
current  system,  which  our  friend,  the  father  of  electricity, 
loves  so  well,  or  whether  we  must  go  up  in  the  air  with  our 
trolley  and  with  our  voltage.  Our  experience  is  that  it 
generally  comes  down  to  the  question  of  a  locomotive  of  the 
single-phase  type  We  have  considered  the  direct-current 
locomotive,  the  three-phase  locomotive,  prayerfully  and  care- 
fully, but  it  does  not  seem  to  us  in  the  Westinghouse  com- 
pany that  either  one  of  these  is  the  type  of  locomotive  which 
will  meet  the  requirements  of  the  railways  in  this  country. 
The  direct-current  locomotive  as  it  has  been  designed  certainly 
will  not  do  it.  The  single-phase  locomotive  seems  to  offer 
the  greatest  possibilities.  In  speed  characteristics,  the 
single-phase  locomotive,  I  am  bound  to  say,  pleases  me  much 
better  than  the  three-phase,  for  application  to  electric  rail- 
ways. We  can  not  only  operate  up  to  what  might  be  called 
the  normal  speed  of  a  locomotive,  but  you  can  go  far  beyond 
that.  It  is  simply  a  question  of  applying  higher  voltage  to 
the  terminals  of  your  motor  from  the  transformer.  The 
same  locomotive  can  just  as  well  be  operated  at  10,  15.  20  or 
25  per  cent  above  what  might  be  called  its  normal  voltage  as 
the  direct-current  locomotive  can  be  at  its  normal  voltage. 
The  question  of  commutation  is  not  so  much  one  of  voltage 
as  one  of  induction  in  the  field,  one  of  current  which  the 
motor  is  carrying,  or,  in  other  words,  of  the  tractive  effort 
which   it  is  exerting. 

There  are  a  few  points  in  the  paper  which  I  want  to 
discuss  very  briefly.  The  question  of  frequency  is  to  my 
mind  the  most  important.  Every  time  the  single-phase  loco- 
motive is  considered  for  heavy  work,  it  very  quickly  brings 
up  the  question  of  frequency,  which  always,  or  nearly  always, 
results  in  15  cycles  It  is  just  this:  You  can  get  larger 
motors  within  the  limited  space  which  you  have  and  you  can 
get  at  least  30  per  cent  greater  output  from  your  motors  with 
15  cycles  than  with  25  cycles.  This  means  that  at  the  limit 
you  must  have  30  per  cent  more  motors  if  you  are  going  to 
operate  on  25  cycles  than  if  you  operate  on  15  cycles.  In  the 
case  of  two-motor  equipments  versus  four-motor  equipments, 
you  have  double.  There  are  probably  many  cases  where 
two-motor  equipments  of  moderate  size  will  meet  the  require- 
ments so  that  they  will  average  fully  as  high  a  percentage 
for  its  locomotives.  You  then  have  the  same  limiting  con- 
ditions for  both,  but  in  one  case  you  have  30  per  cent  more 
motors.  That  not  only  increases  the  cost  of  motors  very 
much,  but  increases  the  cost  of  all  mechanical  parts;  motor 
trucks  must  be  heavier  than  trail  trucks  and  the  entire  equip- 
ment necessarily  must  be  heavier.  The  question  of  effi- 
ciency alone  is  bound  to  influence  the  matter  very  largely. 
The   15-cycle   motor  approximates   very  closely  the  efficiency 


February  2.  1907. 


ELECTRIC     RAILWAY     REVIEW 


159 


reached  by  the  direct-current  motor,  and  there  is  so  little 
difference  that  it  can  hardly  be  detected.  In  power  factor 
it  comes  very  close  to  the  direct-current  motor.  You  get 
up  above  90  per  cent  throughout  the  entire  range,  in  most 
sizes,  and  that  is  so  good  that  it  is  practically  unity. 

The  question  of  cost  of  locomotives  is  mentioned  here, 
the  saving  in  cost  which  would  be  expected  by  using  15 
rather  than  25  cycles,  and  I  am  bound  to  say  that  the  differ- 
ence which  is  shown  here  in  the  paper  is  entirely  inadequate 
to  cover  what  in  our  opinion  would  be  the  difference.  I 
should  say  that  at  least  $5,000  would  be  the  difference,  rather 
than   -  That   would  make  a  difference  which  is  over- 

whelmingly in  favor  of  the  15  cycles.  That  amount  would  in- 
clude the  transformer  and  everything  on  the  locomotive. 
The  difference  is  due  largely  to  the  increase  of  the  number 
of  motors.  The  question  of  lighting  the  cars  has  come  up, 
and  I  want  to  say  here,  as  no  one  else  has,  I  believe,  that 
you  can  get  very  satisfactory  lighting  with  15  cycles  by  going 
to  the  low-voltage  lamp  having  a  heavy  filament;   a  lamp  de- 

1  for  15  volts  will  g-.ve  just  as  good  light  and  as 
fect  illumination  as  the  ordinary  incandescent  lamp  01 
cycli  .an   scarcely   detect  a  flicker  at   all.  and  there 

will  be  no  qm  Ighting  of  cars.      The  many 

other  questions  whirh  come  up   in  connection  with  the  rail- 
way   installations   will   of   course   influence    this   matter    very 
ly.   but  as   I  stated   in   th<    beginning,   it   is  a  matt 

irs  and  cents,  whether  the  15  cycles  is  going  to  be  cheap- 
operate  thin  the 

.Mr.    William    McClellan    t  Westinghouse,   Church.   Kerr   & 
-Having  passed  through  the  experience  of  putting  some 
of  thi  volt  motors  on  cars  and  equipping  with  them, 

I  am  firmly  of  the  opinion  that  the  solution  of  the  railroad 
problem  is  going  to  bi    by  means  of  the  high-voltage  over- 
Iternating-current,  single-phase  motor.    In  spite 
of  the  fact   that   you  have  i  heavier  motor  for  the 

power  developed.  In   spite  of  the  fact   that  you   divide   your 
substation  into  pieces  and   carry  it   around  with  you.   making 
a  large  amount  of  ton-miles   in   the  course  of  a  year,  as    a 
whole   the   system   provides   a  better   solution   for   the    trunk 
line   electrification    than   any   other   that   has   been   in    Bight 
until  the  present  time,  particularly  if  we  can  bring  the  engi- 
to   think  that  15  cycles   is  better  than   26.      I   for  one 
after  a  very  careful  examination  of  every  argument  feel  sure 
that  absolutely  nothing  stands  in  the  way  of  the  standardiza- 
tion  of  this  frequency.      I  should  like  to  call  your  attention 
to  one   fact,  and  that  is,  although  the  steam   railroads  have 
standardised    as   to   details,    they   have   standardized   so 
that   they   can   exchange   cars,   and   we   shall    never   electrify 
railroads   as  a  whole   until   we  get  so  that  one  railroad  can 
exchange  cars  and  equipment  with  others.      Railroads  today 
exchanging  of  locomotives,  and  we  might  have 
one  kind  of  trolley  on   this  road  running  locomotives  of  one 
■her  type  here  along    pretty   well,   and 

if  we  cannot  exchange  cars  It  will  be  absolutely  impossible 
for  us  to  electrify  the  railroads  of  this  country,  particularly 
on  the  wholesale  scale  that  Mr.  Stillwell  has  suggested  in 
his  paper  tonight.      So  therefore  I  suggest  that  it  would   lie 

indardize   certain  features   oi 
railroad    ;  •.    trolley,   as   he   has   suggested, 

ting  the  third  rail  in  the  almost  unknown  places  where 
it  will  be  adopted  in  the  future, 

mportant  thing— while  I  do  not  be- 

will  try  •  the  limner  given  are  ol 

much   value.  I   do  !■  ire  particular  lines  on   which 

ich    any   railway   problem    ami   hope   to   solve    it 

with   ■  irate  our   units 

and  ;  much  greatei 

which  Is  work,  Ol 

iins    Which     WOUld    help    us   out    in 

If  Wl  with 

have  'wo  diii'    . 

hould 
>t     and    w  ould   not    I* 

cularly  if  the  train   line 
it    In   In  addltli 
BMewary   Ktandardlzatinn,  and    I    believe   the  onlj    standard 

Mr    W    I 

n 

i  think  there  N  do  bui  thai 

•  le     for      II  ■ 


motor.  There  seems  to  be  a  unanimous  opinion  that  the  out- 
put of  the  motor  may  be  increased  some  30  to  35  per  cent  by 
a  decrease  in  frequency  to  15  cycles.  This  will  enable  you 
in  many  cases  to  build  a  motor  of  sufficient  power,  in  the 
limited  space  available  on  the  trucks  of  a  car.  to  obtain  the 
resulis  desired,  whereas  at  25  cycles  it  would  be  impossible, 
but  we  must,  as  Mr.  Stillwell  bus  pointed  out.  consider  what 
it   is   going   to   cost  us.      The  other   parts  of   the   s\  stem 

the  transmission  itself,  are  affected  in  the  reverse  way. 
I  have  some  figures  here.  I  considered  first  an  lnterurban 
road  in  which  the  number  of  equipments  operating  were 
small    compared    with    what    would   be   considered    on    a    large 

i  road,  as  discussed  by  Messrs.  Stillwell  and  Putnam. 
For  26  cycles  I  found  that  the  cost  of  the  power  house  is 
34.5  per  cent  of  the  total,  substations  2  per  cent,  low-tension 
construction  14.8,  and  low-tension  copper  12 — I  distinguish 
this  because  it  is  possible  to  save  in  one  and  not  in  anothi 
high  tension  5.4,  bonding  7.  and  equipments  25  per  cent.  Turn- 
ing to  15  cycles  the  power  house  cost  was  increased  to  38, 
substation  to  2.1,  low-tension  construction  remaining  the 
same  at  14.8,  and  due  to  the  lesser  losses  in  the  track,  the 
copper  could  he  decreased  to  obtain  the  same  losses,  to  11 
per  cent;  the  high-tension  construction  remained  at  the 
same.  5.4,  bonding  the  same  at  7.  and  the  total  cost  of  equip- 
ments 23.  and  making  the  total  1  per  cent  greater  for  the  15 
cycles.  Changing  the  scene  to  a  road  which  approzln 
steam  railroad  practice,  in  which  the  cost  of  the  equipments 
is  increased  approximately  100  per  cent,  with  the  cost  of  the 
power  station  in  proportional  increase  the  figures  come  out 
quite  otherwise,  and  very  closely  as  given  in  the  paper, 
which  shows  that  as  we  go  toward  the  heavy  railroad  work 
there  will  be  more  demand  for  the  lower  frequency.  In 
figuring  these  costs  I  have  found  that  a  great  deal  depends 
on  the  design  of  the  generating  station.  The  generator  it 
self  may  increase  in  cost  from  1.".  to  50  per  cent.  This  Is 
due  to  the  fact   that  the  speed  of  15   cycles   is   going    io   be 

what  of  a  problem  in  connection  with  turbine  work. 
whereas  with  slow  speed  engine-driven  units  it  is  not  so 
much  of  a  problem.  It  can  increase  the  transformers  bj  20 
per  cent,  and  bring  about  a  decrease  in  the  distributing  sys- 
tem of  10  per  cent.  There  is  one  point  that  has  not 
discussed  this  evening — that  although  the  output  of  the 
motor  has  been  increased  35  per  cent,  that  is  the  output 
during  acceleration^  that  the  continuous  output  ol  'lie  motor 
is  not  correspondingly  increased,  and  for  passenger  service 
with    long   runs   and    1.  mii.   not    so   much    is    to 

be  obtained   by  the  lower  frequency. 

Prof.  J.  H.  whitehead.  Jr.,  (Johns  Hopkins  University) 
— In    considering    an    electric  ally  propelled    vehicle,    I    ta 
we    may    consider    that    vehicle    is    best    which    possesses    two 
characteristics    to    the    greatest    -  ihin^s     being 

ecpial — you    will    observe    this    premise,    other    things     bi 

is    i he   place  where  all   the  discussion   occurs.      The 
two  characteristics  to  which  I  refer  are  the  manner  in  which 

the  vehicle  IB  self-contained   and   the  greatest    power  that    you 

can  get  into  the  space  which   is  given  to  the  motors,      in 

i.ing  of   the  degree   in    which   an    electrically-propelled 

vehicle  is  Belf-contained,  I  wish  to  draw  attention  i"  the  fact 

that     we    may    con  trie    locomotive    or    car    self 

contained  In  so  fai  the  least  attention  from  the 

Ide,     'bat     Is    o  lonarj     apparatus.        You 

win  readily  see  'he  direction   in  which  that   thought   tends. 

that    is    to   say.   the    greater   the    .  ilistatlons 

and    the    le-H    Complicated    Hie    apparatus    at    the    BUbstatl 

the  better.     We  at  once  see  the  vali (  alternating  current 

in  tif  tid  Hie  ad  van 

which  ti  iver  the  direct   cm 

rent  in  thi  tal  ■■  it  that  if  thi 

i    the   'li"  ''  en; r.  hi    win    iirin:-    forth    ap 

paratua  which  would  transmit  ami  operate  at  roll 

ot  this  di: ens- ion  would  ii"i  I  think  from 

'audi  oil. 

thing  from   the  direct-current   side  bi 

alternating  current 

i.  in 

ii  has  been   very   Intel 

il   « bleb  ill.    idvnnl 
o  ol 

tpparatu  I  be  polni 

the  qu< 
othi 

The    que   l  Ion    is    i,,    Jo 

,  out   the 
the  en    the  motoi    needs  help  I 

and    ' 


160 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  5. 


the  direction  we  will  develop.  The  footnote  suggests  a  dan- 
ger from  the  rising  potential  of  a  broken  bond,  in  the  case 
of  high-potential  operation.  I  ask  if  there  is  any  instance 
on  record  where  there  have  been  unpleasant  results  attend- 
ant upon  a  broken  bond? 

Mr.  L.  B.  Stillwell — I  will  reply  to  Mr.  Whitehead's  ques- 
tion first,  so  far  as  I  am  able.  We  have  assumed  in  our 
estimate  the  No.  0000  conductor  in  the  return  circuit,  in 
order  to  avoid  dangerous  potential  on  the  track  in  case  of 
broken  bond.  We  have  not  known  of  any  case  in  which  dan- 
ger has  occurred  from  that  cause,  but  we  desire  to  make  our 
estimates  eminently  fair  to  the  steam  side  of  this  argument 
and  theoretically  consider  what  is  an  element  of  risk  unless 
the  track  return  be  reinforced. 

I  have  been  gratified  by  the  discussion  on  the  paper.  I 
hope  the  members  of  the  Institute  who  have  concrete  facts 
bearing  on  the  important  question  of  frequency  will  con- 
tribute these  facts  by  letter.  I  believe  that  the  great  ma- 
jority of  engineers  present  admit  that  the  question  of  fre- 
quency is  settled  decisively  by  the  testimony  we  have  had 
in  favor  of  15  cycles;  the  testimony  of  Mr.  Lamme,  Mr. 
Storer,  Mr.  Slichter,  and  other  men  who  have  invented  and 
worked  with  these  motors,  to  my  mind  is  conclusive  in  re- 
spect to  the  frequency,  and  they  have  testified  that  the  differ- 
ence in  favor  of  15  cycles,  as  measured  in  drawbar  pull,  is 
very  great.      When  you  take  that  fact  into  consideration,  in 


A    MODERN    INTERURBAN    LIMITED  CAR. 


A  new  design  for  an  interurban  car  suitable  for  limited 
service,  as  suggested  by  Mr.  H.  A.  Nicholl,  general  manager 
of  the  Indiana  Union  Traction  Company,  is  shown  in  the  ac- 
companying illustration.  Definite  dimensions  are  not  ex- 
hibited as  the  design  is  intended  only  as  a  typical  one  and 
the  detail  dimensions  would  necessarily  have  to  be  worked 
out  in  particular  for  each  road  that  would  use  such  cars. 
In  designing  the  car  Mr.  Nicholl  had  in  mind  the  following 
advantages  to  be  obtained: 

1.  It  is  strictly  an  observation  car,  every  passenger  in 
it  being  able  to  see  the  track  either  forward  or  backward. 

2.  The  arrangement  of  the  passenger  compartment  Is 
such  that  women,  children  and  non-smokers,  who  comprise 
the  majority  of  passengers  in  railway  cars,  can  ride  in  the 
front  of  the  car  instead  of  at  the  rear,  as  is  at  present  in 
vogue  on  most  railways. 

3.  It  does  away  with  the  necessity  for  women  passen- 
gers going  through  the  smoking  compartment  or  the  smok- 
ers being  compelled  to  go  through  the  passenger  compart- 
ment on  enteriug  or  leaving  the  car. 

4.  There  are  toilets  in  both  the  passenger  and  smoking 
compartments  and  a  lavatory  in  the  passenger  compartment. 


00000PH0600000000660 


Jmok/mg  COftfwwtti/vr 


ooooo 


f%SSCHG£R 


COMPflKT/ICMT 


QQQQQQQQQQ 


Modern    Interurban    Limited    Car. 


view  of  the  general  perspective  of  the  problem  which  I  have 
endeavored  to  consider,  the  electrification  of  the  country  as  a 
whole,  it  seems  to  me  there  is  only  one  conclusion  to  draw. 
In  our  estimates  we  calculated  the  expenditure  for  rolling 
stock  would  be  on  the  25-cycle  apparatus  $450,000,000.  Mr. 
Storer  said  that  the  difference  in  favor  of  the  15  cycles  would 
be  at  least  $5,000  per  locomotive.  Scaling  that  down  to 
$4,000,  and  applying  that  to  24,000  locomotives,  the  difference 
is  $96,000,000,  which  is  ten  times  the  difference  in  cost  of 
power  house  equipment.  I  believe  we  are  able  to  standardize 
frequency  and  the  position  of  the  overhead  trolley.  We 
certainly  ought  to  do  that. 

The  steam  railroads  have  standardized  everything  in  re- 
lation to  the  interchange  of  their  traffic.  We  must  follow  that 
precedent,  or  we  shall  get  involved  in  all  sorts  of  trouble.  Mr. 
Sprague  explained  why  he  has  not  the  same  kind  of  station 
that  Mr.  Murray  has.  When  they  meet  at  Albany,  after  hav- 
ing electrified  the  systems  further  back  into  the  country,  they 
will  have  some  difficulty  in  making  their  systems  fit,  and  that 
is  what  we  want  to  avoid.  Mr.  Sprague  has  made  such  a 
great  success  in  this  development  of  the  electrification  of 
trolley  and  steam  railroads,  particularly  in  his  invention  of 
the  multiple-unit  system,  I  should  be  sorry  to  see  him  make  a 
mistake,  and  I  hope  before  he  nails  his  flag  to  the  masthead 
with  1,500  volts  on  the  trolley,  he  will  take  into  account  all 
the  evidence  presented  tonight  and  see  whether  he  is 
right. 

[That  part  of  the  discussion  relating  to  the  comparative 
cost  of  operating  by  steam  and  electricity  will  accompany 
its  part  of  Mr.  Stillwell's  paper  in  a  later  issue. — Eds.] 


5.  The  heater  is  railed  off  instead  of  being  put  in  a 
cabinet,  thus  dispensing  all  of  the  heat  through  the  car. 

6.  The  car  is  safer  because  there  is  but  one  exit  and 
one  entrance,  the  doors  of  which  can  be  closed  as  in  a  Pull- 
man car.  The  front  door  is  intended  for  the  use  of  the 
motorman  and  the  small  rear  door  for  that  of  the  conductor. 

In  the  planning  of  this  car  Mr.  Nicholl  has  incorporated 
many  advanced  ideas,  well-founded  on  the  policy  that  every 
comfort  should  be  afforded  the  passengers  on  long  runs. 


The  Twin  City  Rapid  Transit  Company,  of  Minneapolis, 
Minn.,  controls  and  operates  the  city  and  suburban  street 
railway  lines  of  Minneapolis  and  St.  Paul,  as  well  as  a  line 
of  steamboats  on  Lake  Minnetonka.  The 
passenger  department  of  the  company 
has  been  seeking  for  some  time  for 
a  suitable  trademark  for  the  system  and 
after  examining  a  great  many  different 
designs  has  finally  adopted  the  one  shown 
in  our  engraving.  This  trademark  will 
hereafter  be  used  on  all  printed  matter, 
blanks,  timetables,  newspaper  advertis- 
ing and  other  forms  of  publicity.  It  was 
selected  from  a  large  number  because  of  its  simplicity  and 
because  it  would  look  equally  well  in  all  sizes  and  whether 
printed  in  one  or  more  colors.  The  design  represents  a 
Spanish  mission  window,  which  is  typical  of  the  style  of 
architecture  to  be  used  in  the  company's  amusement  resort 
at  Big  Island  Park,  on  which  work  is  now  under  way. 


February  2.  1907 


ELECTRIC     RAILWAY     REVIEW 


1*51 


MEETING     OF     THE     EXECUTIVE     COMMITTEE— AMERI- 
CAN STREET  AND  INTERURBAN   RAILWAY 
ASSOCIATION. 


The  executive  committee  of  the  American  Street  and  In- 
terurban  Railway  Association  met  at  the  office  of  the  associa- 
tion. 60  Wall  street.  New  York,  on  Monday,  January  28, 
Those  in  attendance  were:  John  I.  Beggs,  president;  James 
F.  Shaw,  second  vice-president;  Arthur  W.  Brady,  third 
vice-president;  C.  L.  S.  Tingley,  president  of  the  Account- 
ants' Association;  H.  H.  Adams,  president  of  the  Engineering 

i  iation;  S.  L.  Rhoades.  president  of  the  Claim  Agents' 
Association,  and  Secretary  B.  V.  Swenson.  First  Vice- 
President  C.  G.  Goodrich  and  Vice-President  W.  Caryl  Ely 
expected  to  be  in  attendance,  but  were  prevented  by  busi- 
ness engagements  from  so  doing.  Past-President  H.  H.  Vree- 
land  was  present  by  special  invitation,  as  was  also  the  fol- 
lowing committee,  representing  the  Manufacturers'  Associa- 
tion: President  J.  H.  McGraw,  Major  H.  C.  Evans,  Howard 
F.  Martin.  E.  M.  Williams  and  Hugh  M.  Wilson. 

One  of  the  chief  objects  of  the  meeting  was  to  consider 
the  question  of  the  time  and  the  place  to  hold  the  next  an- 
nual conventions  of  the  several  street  and  interurban  rail- 
way associations.  Boston,  Atlantic  City  and  Norfolk,  Va., 
each  extended  invitations.  Mr.  R.  H.  Sexton,  chief  of  the 
Bureau  of  Congresses  and  Special  Events  of  the  Jamestown 
Exposition,  addressed  the  meeting  and  explained  the  advan- 
tages which  Norfolk  would  have  to  offer  next  fall,  during 
the  exposition.  His  efforts  were  seconded  by  Mr.  E.  H. 
Hyman.  representing  the  Greater  Norfolk  League,  the  City 
of  Norfolk  and  the  Norfolk  &  Portsmouth  Traction  Company. 
A  letter  was  read  from  Mr.  A.  T.  Bell,  president  of  the  Hotel 
Men's  Association  of  Atlantic  City,  which  set  forth  in  detail 
the  facilities  and  advantages  which  Atlantic  City  had  to  offer 
as  a  convention  town.  Mr.  Bell's  letter  was  supplemented 
by  brief  remarks  from  Mr.  C.  D.  White  of  the  Marlborough- 
Blenheim  Hotel.  The  situation  with  regard  to  Boston,  which 
was  explained  ?>y  Mr.  Shaw,  is  at  the  present  time  somewhat 
indefinite,  because  it  is  impossible  to  determine  at  once 
whether  or  not  Mechanic's  Hall  will  be  available  for  exhibi- 
tion purposes. 

It  was  generally  recognized  through  the  discussion  of 
the  availability  of  the  several  places  proposed,  that  the 
accommodations  for  the  exhibits  would  of  necessity  in  a 
lame  measure  be  the  determining  factor  in  the  selection  of 
a  place  for  the  convention.  The  sentiment  of  those  present 
was  in  favor  of  some  Atlantic  seaboard  city. 

In  order  that  the  question  might  be  determined  care- 
fully, after  thorough  investigation  a  committe  composed  of 
Mr.  J.  F.  Shaw.  Mr.  C.  L.  S.  Tingley  and  Mr.  B.  V.  Swen- 
son, with  President  John  I.  Beggs  as  member  ex-officio,  was 
appointed  to  visit  the  several  places  under  consideration,  in 
company  with  a  similar  committee  of  three  from  the  Man 
ufacturers'  subcommittee.  This  committee  was  given  full 
power  to  act.  The  names  of  those  who  will  represent  the 
Manufacturers'    Association    have   not    yet   been    annoum  ■  d 

The  committee  appointed  a  few  months  ago  to  consider 
the  matter  of  new  offices  for  the  association,  reported  that 
rooms  In  the  Engineering  Societies  building,  29  West  Thirty- 
ninth  street,  had  been  selected.  These  quarters  consist  of  live 
rooms  on  the  Beventh  floor,  which  are  admirably  suited  In 
way  to  the  enlarged  requirements  of  the  organization. 

•  tary    Swenson    expects    to    move    to    QIC    0*w    location 
'I m«-   during    F< 'binary. 

dent  !'.•  am  aniionii' ed  the  personnel  ol  several  of 

landing   rommlittl    for    tl>'  U    Association    for 

lf07,  H   follows: 

Committee  on   Membenhip       II.     II      Vreeland.   chairman 
New  York   «'lly   If 

Hallway     &     I.  Ml       Mc 


Gowan.  president,  Indianapolis  Traction  &  Terminal  Com- 
pany, Indianapolis,  Ind.;  W.  Caryl  Ely,  president,  Ohio  Val- 
ley Finance  Company,  Buffalo,  N.  Y.;  James  H.  Mi-daw. 
president.  Street  Railway  Journal,  New  York  City;  Hugh 
M.  Wilson,  president,  Electric  Railway  Review,  Chicago; 
YV.  G.  Ross,  managing  director,  Montreal  Street  Railway 
Company,  Montreal;  W.  A.  House,  vice-president.  United 
Railways  &  Electric  Company,  Baltimore;  T.  K.  Glenn, 
vice-president,  Georgia  Railway  &  Electric  Company,  At- 
lanta, Ga. 

Committee  on  Compensation  for  Carrying  U.  S.  Mail: 
G.  T.  Rogers,  chairman,  Binghamton  Railway  Company, 
Binghamton,  N.  Y.;  Capt.  Robert  McCulloch,  vice-president. 
United  Railways  Company,  of  Sc.  Louis.  St.  Louis,  Mo.;  Gen. 
G.  H.  Harries,  vice-president,  Washington  Railway  &  Electric 
Company,  Washington,  D.  C;  P.  F.  Sullivan,  president,  Bos- 
ton &  Northern  Street  Railway  Company,  Boston,  Mass.; 
A.  H.  Stanley,  general  manager,  Railway  Department,  Public 
Service  Corporation  of  New  Jersey,  Newark,  N.  J.;  A.  H.  Ford, 

!  ^resident,  Birmingham  Railway  Light  &  Power  Company, 
Birmingham,  Ala.;  E.  K.  Stewart,  general  manager,  Colum- 
bus Railway  &  Light  Company,  Columbus,  O. 

Committee  on  Heavy  Electric  Traction:  Calvert  Town- 
ley,  chairman,  vice-president.  Consolidated  Railway  Com- 
pany. New  Haven,  Conn.;  E.  B.  Katte,  chief  engineer  electric 
traction,  New  York  Central  Railroad.  New  York  City;  L.  B. 
Stillwell,  consulting  engineer,  New  York  City. 

The  membership  of  the  other  committees,  namely: 
"Promotion  of  Traffic,"  "Standard  Code  of  Rules,"  "Subjects," 
"Car  Wiring,"  "Standardization,"  "Insurance."  "Municipal 
Ownership,"  "Public  Relations"  and  "Welfare  of  Employes," 
while  selected  by  President  Beggs,  is  not  ready  for  publica- 
tion by  reason  of  the  fact  that  acceptances  have  not  been 
received  from  all  of  those  requested  to  serve  on  these  com- 
mittees. 

Secretary  Swenson,  in  an  informal  report  covering  the 
affairs  of  the  association  stated  that  since  October  1,  1906, 
the  active  membership  of  the  American  Street  and  Interur- 
ban Railway  Association  had  increased  I  mm  20p  to  237  com- 
panies and  the  associate  membership  from  113  to  156.  Pres- 
ident Vreeland  of  the  membership  committee  outlined  plans 
which  he  had  under  consideration  for  an  active  campaign, 
looking  to  the  material  increase  in  the  membership  during 
the  present  year.  While  most  of  the  Important  street  and 
interurban  railways  of  the  country  are  represented  on  the 
membership  rolls  at  the  present  time,  there  are  a  number 
of  smaller  but  very  important  roads  that  have  not  joined, 
whose  accession  to  the  ranks  Is  very  much  desired  by  the 
officers  of  the  association.  The  number  of  associate  mem- 
berships which  might  be  added  is  large,  in  view  ol  the  fact 
that  many  engineers  and  manufai  turere  and  people  engaged 
more  or  less  directly  in  the  business  of  urban  and  Interur- 
ban   transportation    are    eligible     to    associate     membership. 

Secretary    Bweni xpressed  his  belief   that    the  number  of 

associate  members  might  easily  be  made  1,000,  and  he  con- 
tain thai   by  the  time  of  the  nexi  convention 
It  would   be  400. 

The  secretary  estimated  that  t lie  Income  of  the  parent 
association  for  the  current  year  would  amount   to  $26,00 

n-\cnue     that    would    cover     the    expenditures    coin plated 

under  Hie  plan  of  expansion  now  animating  the  association 
and  Us  allied  societies. 

President    Tingley    of    the    Accountants'    Association    re- 

ported  that  at  a  meeting  of  the  executive  committee  ol  thai 

•ilzatlon  held  In  Philadelphia  on  January  21,  the  report 
ami  dlSCUMlOn  on  '  I  >■  I  r .  .  i.it lull."  which  occupied  an  entire 
day  of  the   Coliimlms  meetlnc.   had   been    revised   and    that    the 

Account, 'i ii  itlve  committee  recommended  Its  publics 

Hon  In  the  annual  printed  report  This  suggestion  was  adopt 
ed  by  the  executive  committee  ol  the  American   Association 
and   consequently  this  very  Important  matter  on   the   vital 
•  ■'  depreciation  win   shortly  appear   in   the   printed 

proi dli 

plained  that   owing  to  the 
volume  of  matter  flowing  from  the  delibi 

I  tl      ary  for  lis  propel 


1K2 


ELECTRIC     RAILWAY     REVIEW 


VoL  XVII,  Xo.  5. 


ed    reports  Ol    the   tout    associations   had   been   somewhat  de- 
a.     The  matter  is  now  in  the  hands  of  the  printer,  how- 
ever,  and    it   is  the  secretary's  expectation   that   the  reports 
will  be  ready  for  distribution  sometime  In  February.     The 
lour   reports  will   aggregate   a    total   of    1,400   pages,   octavo, 
and   will   be  issued  in   two   cloth-hound   volumes.     One  volume 
will  contain  the  proceedings  of  the  American  and  the  Engi- 
ne associations  and   the  other  those  of  the  Accountants' 
and  the  Claim  Agents'  associations.      Company  members  will 
receive  one  or  more  sets  of  these  reports,  the  number 
,1.  i.  rmined  by  the  amount  of  the  annual  dues  paid  tc 
the  association. 

The  important  report  on  ■■.Municipal  Ownership  and  Pub- 
lic Relations,''  like  that  on  "Depreciation,"  above  mentioned, 
will   first  appear  In  the  official  printed   report 

It    is    the   expectation   of    President   Beggs    that    another 
Ing    of   the   executive    committee    will    be   held   in   three 
or  four  months,  to  further  consider  and  elaborate  plans  for 
the  conventions  of  the  present  year. 


RESPONSIBILITY   FOR  TROLLEY    INFLATION. 


ANOTHER  SUBWAY  PROJECTED   FOR   BOSTON. 

\  petition  and  bill  for  a  subway  in  Boston  between  the 
present  Park  street  station  and  the  Back  Bay  district  in  the 
vicinity  of  the  junction  of  Beacon  street  and  Commonwealth 
avenue  was  presented  in  the  Massachusetts  legislature  on 
January  19.  The  project  authorizes  the  Boston  Transit  Com- 
mission to  build  a  tunnel  and  subway  for  the  accommodation 
of  the  two  tracks  especially  for  use  by  surface  cars  from 
Park  street  under  Boston  Common,  and  by  such  a  route  as 
the  commission  deems  best  to  the  new  Charles  river  em- 
bankment at  or  near  the  Union  Boat  Club,  and  thence  west- 
erly under  the  embankment  from  Charlesgate  east  and  the 
outlet  of  the  Back  Bav  Fens  basin  to  the  junction  above 
named.  The  cost  of  the  work  would  be  defrayed  by  the  city  of 
Boston,  and  a  25-year  lease  to  the  Boston  Elevated  Railway 
Company  is  assumed  at  an  annual  rental  equal  to  4.5  per  cent 
of  the  cost  of  the  subway,  which  would  be  called  the  Embank- 
ment subway  in  distinction  to  existing  and  already  authorized 
underground  routes. 

The  object  of  the  bill  is  to  provide  improved  transit  facili- 
ties at  the  west  of  the  city,  and  it  is  estimated  that  on  ac- 
count of  the  location  beneath  the  Charles  river  embankment 
the  new  line  could  be  built  at  not  over  50  per  cent  of  the 
cost  per  mile  of  any  subway  heretofore  built  in  Boston.  The 
principal  items  of  expense  in  the  construction  of- other  sub- 
ways have  been  the  great  cost  of  underpinning  buildings,  re- 
moving gas,  water  ana  sewerage  pipes  and  wire  conduits,  the 
acquirement  of  locations  for  stations,  and  the  constant  main- 
tenance of  a  superstructure  by  which  traffic  may  be  con- 
tinued in  the  streets  overhead  during  the  time  of  construction. 
In  building  the  proposed  subway  there  would  be  little  if  any 
underpinning  of  buildings,  only  a  few  hundred  yards  of  pipes 
or  conduits  to  reckon  with,  no  purchasing  of  land  for  stations 
and  comparatively  little  maintenance  of  a  superstructure  in 
the  streets  to  accommodate  vehicles  and  surface  car  traffic. 
The  tunnel  portion  under  the  blue  clay  and  bowler  clay  of 
Beacon  Hill  could  be  driven  at  comparatively  small  cost,  and 
no  cofferdam  would  be  necessary,  as  the  Charles  River  Basin 
Commission  is  now  building  one.  This  commission  has  made 
its  contracts  with  reference  to  the  fact  that  the  legislature 
of  1907  may  pass  an  embankment  subway  act.  The  subway 
would  necessarily  be  waterproofed,  but  this  would  be  the  case 
with  any  subway  built  under  Commonwealth  avenue  or  Boyl- 
ston  street.  Waterproofing  may  now  be  accomplished  by 
suitable  cements  at  moderate  expense,  especially  where  the 
pressure  is  slight,  as  would  be  the  case  with  the  embankment 
subway. 

If  the  proposed  subway  is  authorized  and  built,  it  will 
accommodate  a  large  number  of  cars  collected  from  Brook- 
line.  Brighton,  the  Newtons,  Waltham,  Watertown  and  other 
suburbs  lying  immediately  at  the  west  of  the  city. 


The  public  agitation  which  has  sprung  up  in  several 
states,  notabl]  New  fork,  New  Hampshire  and  Connecticut, 
over  defects  of  the  State  railroad  commission,  is  commend- 
able and  cheering  in  Itself.  But  the  cynical  guide  must  be 
pardoned  when  one  reflects  how  long  this  reformative  energy 
has  had  to  wait,  how  often  warnings  have  been  uttered  and 
ures  made  by  the  so-called  ■technical''  writers  but  with- 
out effect  on  either  the  public  or  the  newspapers,  and  how 
the  sins  of  omission  and  commission  have  gone  on  until  now 
not  a  few  of  them  are  too  late  to  rectify.  These  reflections, 
in  the  nature  of  afterthoughts,  apply  peculiarly  to  the  state 
of  Connecticut  where  just  now  there  is  a  sudden  and  volcanic 
outburst  against  stock  watering  of  the  street  railways.  The 
immediate  text  is  the  disclosure  of  the  huge  volume  of  water 
transmuted  into  dividend-paying  stock  by  the  recent  absorp- 
tion of  the  Connecticut  Railway  &  Lighting  Company.  The 
exposure  is  far  from  new.  But  it  happens  to  be  accented  by 
a  big  deal  carrying  figures  of  sensational  magnitude.  Hence 
the  spectacle  of  Connecticut  newspapers  which  have  been 
silent  on  the  topic  for  1~>  years,  now  denouncing  trolley  infla- 
tion and  the  state  railroad  commission  which  countenanced  it. 
in  scare  headlines  and  double-leaded  editorial  type.  This 
process  of  closing  the  doors  after  the  escape  of  the  animals 
has  its  elements  of  diversion;  but,  more  seriously,  it  has 
some  historical  hints  on  trolley  inflation  in  Connecticut  which 
are  not  the  less  instructive  because  typical  of  other  com- 
monwealths. 

The  first  trolley  wave  struck  Connecticut  in  the  year 
1S88,  though  as  a  mild  surge;  a  dead-locked  legislature  two 
years  later  created  a  law-making  hiatus  of  four  years  during 
which  no  statutory  business  of  any  kind  was  done.  It  blocked 
and  in  a  sense  dammed  up  trolley  projects  until  1S92,  when 
they  burst  on  the  legislature  in  a  flood.  The  state  was  thus 
measurably  the  victim  of  somewhat  exceptional  conditions. 
The  trolley  craze  grew  to  wildfire.  Cities  and  suburbs,  farms 
and  the  backwoods  hailed  the  new  motive  force  as  a  mighty 
local  and  economic  helper.  The  steam  companies  at  first 
resisted  electric  parallels  successfully,  later  in  vain.  Fiscal 
aspects  and  ratios  of  capitalization  were  ignored  and  the 
state  railroad  commission  continued  to  be  the  voluntary 
cipher  that  it  had  been  before.  Outside  capital  quick  to  see 
the  profits  of  course  rushed  in,  constructing  street  railways 
by  bonds — often  marketed  below  par — and  "bonusing"  the 
stock.  It  was  a  veritable  trolley  saturnalia  that  lasted  almost 
a  decade,  during  which  new  charters — if  not  paralleling  steam 
lines — could  be  had  for  the  asking,  and  the  first  speculators 
in  old  horse  railroad  territory  got  rich  quick. 

Now  too  late  has  come  the  disillusion.  The  economic 
mill,  even  in  so  exceptional  a  thing  as  the  rise  of  electric 
street  railways,  grinds  slow  but  it  grinds  sure  and  fine.  Con- 
necticut has  awakened  to  a  solid  economic  condition  as  con- 
trasted with  rash  and  thoughtless  enthusiasm.  The  situation 
has  been  forced  further  by  the  threatened  development  of 
long-distance  electric  rivalry.  This  has  compelled  the  steam 
interests  to  buy  up  the  dropsical  trolley  systems  one. by  one 
until  they  are  now  unified  under  one  control,  similar  condi- 
tions existing  in  Rhode  Island  and  lower  Massachusetts. 
Water  original,  secondaiy  and  in  some  cases  tertiary,  is  solid- 
ified into  shares  that  carry  their  fixed  charge  on  vthe  pur- 
chaser, and.  next,  on  the  public.  Honest  capitalization  that 
might  in  many  cases  have  connoted  a  three-cent  fare  has 
become  diluted  capital  exacting  a  five-cent  fare.  And  who 
is  to  blame?  Obviously  the  Connecticut  citizen  who  blinded 
himself  both  to  existing  facts  and  to  easy  forecast;  next  a 
legislature  equally  negligent,  but  in  which  the  current  of  in- 
telligence could  hardly  be  expected  to  rise  above  its  source; 
and  last,  and,  on  the  whole  worst,  a  railroad  commission 
supple,  languid  and  inefficient  always,  only  just  now  more 
vividly   exposed    as   such.     In   other   words,   all   three  of   the 


February  2.  1907. 


ELECTRIC     RAILWAY     REVIEW 


163 


civic  elements  charged   with  the  prevention  of  ;i  public 
were  inert  when  they  should  have  been  active. 

Where  is  the  redress?  Plainly  nowhere  as  regards  the 
past.  Connecticut  wakes  up  too  late.  She  has  forced  her 
steam  interests  to  self-protection,  she  has  legalized  under 
the  signet  of  her  own  state  officers  securities  bought  by  in- 
nocent investors,  by  trustees  and  savings  banks,  and  she 
stands  committed  to  :i  condition  which  she  herself  has 
ated  and  for  which  she  must  endure  the  logical  penalty.  She 
has.  however,  one  or  two  minor  offsets.  For  example,  she 
will  gain  some  tens  of  thousands  in  dollars  by  taxation  based 
on   watered   stocks    enhanced   in    market    value   by    the    new 

■  i  ;ind  she  probably  has  a  few  operated  trolley  lines  that 
would  be  non-existent  had  speculative  street  railway  build 
ins   been   at  lower   terms.     For  the  rest  she  must   "take  it 

•  if  a  railroad  commission  made  up  of  two  politicians  and 
an  antique  engineer  now  in  his  eighth  decade.  In  the  at- 
tacks now  centering  on  that  body  in  the  Connecticut  press 
one  can  find  retributive  justice  and  a  measurable  promise  of 
future  betterment.  As  to  the  general  lesson  its  teachings 
reach  far  beyond  the  bounds  of  a  email  New  England 
which  is  far  from  iiniqm  In  Its  I  Itpi  lience  of  initial  error  and 
belated  repentance. — The  Railroad  Gazette. 


PNEUMATIC  ASH-CONVEYOR  SYSTEM. 


In  various  boiler  plants  the  problem  of  handling  ashes  is 

1     In    many    ways    more    or    less    economical.     At   the 

Evanston    i  III.  I    plant   of    the   North   Shore  Electric   Company 


iPX^J?* 


&m. 


.rrrr-j 


:     :  -, 


"5 


s-o* 


Ai 


^ . 


" 


- 


w\ 


n ~~~~ 


i 


square  inch  in  the  separator  and  the  pipes  connected  With  it. 
This  vacuum  rapidly  draws  the  ashes  that  have  accumulated 
around  the  openings  in  the  ash  pits  into  the  pipes  and 
through  them  to  the  separator,  where,  by  means  of  a  spray 
head  and  baffles  they  are  wet  down  and  discharged  to  the 
bottom  of  the  separator  hopper.  Blast  sates  are  provided  in 
the  lead  from  each  ash  pit  so  that  if  desired  each  pit  may  be 
cleaned  individually.     Due  to   the   great    difference   in   ve 

of  the  air,  which  in  the  pipes  connecting  with  the  ash 
pit    and  serving  to  carry  away  the  ashes  is   18,000  feet  per 
minute  and  in  the  separator  but  500    feet  per  mint] 
is    no    trouble     from     ashes     passing    the     separator     and 
damaging  the  exhaust  fan.     It  is  also  observed  thai   the  ashes 
travel   through  the  center  of  the  space   in   the  pipes,   rather 
than  along  the  sides.    This  is  due  to  the  greater  velocit 
the  air  in  the  center  when-  the  friction  is  less  and   thus  the 
pipe  work  is  free  from  the  wear  that  would  ordinarily  be  ex 
ted. 

Before  this  system  of  handling  ashes  was  installed  a! 
the  North  Shore  plant  it  required  four  men  10  hours  a  day 
to  keep  the  ash  pits  clean.  It  was  first  necessan  lo  so  into 
the  hole,  shown  in  the  drawing,  in  front  of  the  boilers  and 
shovel  the  ashes  from  their  piling  place  back  12  feet  to  a 
point  under  the  hole;  then  they  had  to  he  handled  again  and 
thrown  onto  the  boiler-room  floor  where  a  third  handling 
was  necessary  to  load  them  for  carrying  out  of  doors.  Willi 
the  new  ash-handling  equipment  one  man  does  the  work  of 
the  four  in  one-fifth  of  the  lime  or  two  hours;  thus,  the 
economy  of  the  installation,  which  only  requires  about  25 
hp.  motor  capacity  during  such  times  as  ashes  are  being 
removed,  is  made  apparent.  As  ordinarily  operated  the  B 
are  removed  at  the  rate  of  300  pounds  per  minute  and  by 
varying  the  speed  of  the  motor  both  ashes  and  clinkers  maj 
be  handled  in  quantifies  up  to  500  pounds  per  minute, 

The  cost  for  handling  ashes  with  this  particular  installa- 
tion, which,  it  is  understood,  will  be  much  Improved  upon  in 
plants  of  later  construction,  is  said   to  be  fi  cent:     per  ton  of 


^_ 


Plpln]    for    Pneumatic    Ash-Handling    System. 


.4    ...  '    \k*m 


is  a    pneumatic    ash-conveyor  system  that   lias  shown 

ipable  "i    disposing  oi  a  satisfactory 

and  verj   economical  way.     The  essential  parts  of  this  system 

for  pneumatically  handling  ashes  are  a  No,  7  Sturtevant  ex- 

l   fan  direct-driven  by  a  40-hp.   motoi       \    L4-lncb  pipe 

connects  the  fan  with  thi   top  of  a  "separator."    leading  Into 

are  g-lncfa  wrought  Iron  pipes  which  extend  to 

dti  under  thi  openings  are  provided 

for  allowing  U  to  the  pipes.    On  account  ol 

the  •  bleb  would  have  been  necessary  to  place  one 

through  the  h  pits,  as  in  i 

ce  thought  tx 

piping  In  the  form  of  rl  ihown  in  the  drawing     The 

ih  mounted  between  two  ol  the  boilers  and  al   the 

-n  elevation  to  on  may  b<-  driven  undi  i 

it  and  loaded  with  iin  ■  tracl      Thi     mall  headroom 

limited  the  capacity  of  this  separatoi  but 

for  Installations  In  power  plants  ol  more  i lern  d< 

proposed  to  place  a  com                               list  below  the 
bat  ■  bo,                                        bt  bad 
\\  hen  it                                              pit    the  sxhau 
Ik  started,  tbn-  crcntlns   '<    vacuum  of  about   one   i ad 


died  "i  ab  ml   i  conl  per  i i  I  llli  >al  burned. 

Sdine  of  the  desirable  features  other  Hum  the  low  cost 
for  removing  ashes  are,  that  with  ibis  ash-handling  system  ;i 
Are  maj  be  pulled  hot  .11111  the  ash  piis  cleaned  Immediately. 

The  exhausting  vacuum  "i  pound  pi  1    quare  inch  is  suifi- 

i  or  Ore  brick  that 

pa  11   1  brougfa  1 1 take    under  the  boiler  1,   \\  ben  1 

brou  b   the    1  ppai  atu     1  hi  1   are  broken   Into  small 
them  much  more  suitable  for  ballast  thai 
lly  found      By  meam    of  thi  em  and  d    imall 

amount  oi  additional  pip  Ible  to  utilise  the 

11   cleanlni  ihamben    and  the 

tai 


A    Simple   Water    He.-.ter. 

lint   water  fot    thi  sd     bower  baths  In  the 

i        tshvllle  Rallwaj  a-  Light  <  Ion 
llli    Tens  .  la  obtained  by  th<    ilmpli   mea 
Ing  the  water  through  aboul   II  feet  ol  colled  pipe  placed  In 
•    Round  Oal  \n  explosion  Is  In 

1 Id  the  water-  beco i""  be 

Implj   force  1  be  watei   bai  1.  Into  the  oil  ■ 


164 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVH,  No.  5. 


CHANGES    AT   THE    DUDLEY    STREET   TERMINAL, 
BOSTON. 


The  Boston  Elevated  Railway  Company's  proposed 
changes  at  the  Dudley  street  terminal,  Roxbury,  have  been 
conditionally  approved  by  the  Massachusetts  Railroad  Com- 
mission, final  approval  being  reserved  until  the  mayor  of 
Boston  passes  upon  the  plans  with  respect  to  the  architec- 
tural effect  and  obstruction  to  light  and  air.  Through  the 
courtesy  of  Mr.  George  A.  Kimball,  chief  engineer  of  elevated 
construction,  we  present  a  general  plan  of  the  proposed 
changes,  which  are  to  be  made  at  Dudley  street  with  respect 
to  the  extension  in  progress  of  the  elevated  lines  to  Forest 
Hills. 

At  the  present  time  all  southbound  trains  from  Dover 
street  station  which  carry  passengers  are  run  through   the 


the  use  of  the  station  as  a  terminal  for  certain  trains  if  traffic 
conditions  make  it  desirable.  The  principal  change  at  Dud- 
ley street  is  in  connection  with  the  platform  arrangements, 
which  will  separate  the  loading  and  the  unloading  traffic  in 
a  manner  which  will  doubtless  do  much  to  relieve  crowding. 
The  new  layout  involves  first  of  all  a  new  platform  350  feet 
long  over  the  Washington  street  side  of  the  terminal,  which 
will  serve  as  a  stopping  place  for  south  bound  trains.  This 
platform  will  be  connected  with  the  main  platform  in  the 
terminal  for  north  bound  trains  with  one  now  in  use — and 
with  the  various  surface  car  platforms  lying  between  and  to 
the  east  of  the  others,  by  two  overhead  bridges.  Two  new 
surface  car  platforms  are  planned,  one  for  the  inner  side  of 
each  surface  car  loop.  These  loops  are  connected  with  the 
Dudley  street  level  by  two  inclines,  one  at  the  east  and  the 
other  at  the  west  of  the  northbound  elevated  track.     South 


Ei 

3     n 

St: 


ITT 


Plan  Showing    Proposed   Changes   at  the   Dudley   Street  Station.    Boston    Elevated    Railway    Company. 


Dudley  street  terminal  by  a  loop  track  which  turns  them 
back  for  the  northbound  trip.  Passengers  are  loaded  and 
unloaded  upon  the  platforms  at  each  side  of  the  train  as  it 
stands  in  the  statioi,  and  free  bodily  transfer  is  given  be- 
tween the  train,  the  cars  on  the  ground  level  and  the  lines 
of  surface  cars  which  serve  the  opposite  sides  of  these  plat- 
forms at  substantially  the  same  level.  The  longest  trains  at 
present  consist  of  five  cars,  and  the  only  separation  of  load- 
ing and  unloading  elevated  traffic  is  that  accomplished  by 
the  use  of  center  doors  for  exit  and  end  doors  for  entrance. 
Eight-car  trains  will  be  run  at  certain  times  of  the  day  when 
the  new  Washington  street  tunnel  route  is  completed,  and  at 
present  the  elevated  stations  in  Boston  are  being  prepared 
for  this  length  of  train. 

The  extension  of  the  elevated  lines  to  Forest  Hills  will 
in  a  sense  turn  the  present  Dudley  street  terminal  into  a 
way  station,  although  the  arrangement  of  tracks  will  permit 


of  the  terminal,  and  not  shown  by  the  accompanying  illustra- 
tion, a  third  track  is  planned  over  Washington  street,  to  give 
an  opportunity  for  switching  relay  trains  into  the  system  with 
as  little  interruption  to  the  service  as  possible. 

According  to  the  present  plan  the  west  elevated  platform 
over  Washington  street  will  be  connected  with  the  ground 
level  of  the  terminal  enclosure  by  a  flight  of  stairs  which 
will  enable  out-bound  passengers  to  reach  the  Forest  Hills 
trains  quickly  from  the  street,  and  also  will  facilitate  the  exit 
of  passengers  from  the  city  to  the  lower  enclosure.  The  two 
overhead  bridges  will  bring  both  southbound  trains  and  sur- 
face cars  into  easy  communication.  It  is  planned  to  use  the 
south  bridge  chiefly  for  transferring  passengers  from  outward 
bound  elevated  trains  stopping  at  the  Washington  street  plat- 
form to  the  east  and  west  surface  car  loop  loading  platforms. 
Direct  stairways  are  to  connect  these  platforms  and  the 
bridge,  on  each  side  of  the  elevated  line  through  the  terminal. 


February  2. 1907. 


ELECTRIC     RAILWAY     REVIEW 


165 


Passengers  from  the  city  proper,  who  at  present  continue 
their  journey  by  loop  cars  to  Dorchester.  Grove  Hall,  Jamaica 
Plain,  Brookline  and  other  points  will  be  able  to  make 
prompt  connections  by  means  of  the  overhead  platforms.  Pas- 
sengers arriving  at  the  terminal  by  surface  cars  which  ascend 
the  inclines  will  transfer  to  north  bound  in-town  trains  as  at 
present.  Trains  from  Forest  Hills  will  be  run  through  the 
terminal  north  bound.  The  two  sets  of  platforms  on  each 
side  of  the  central  elevated  track  are  connected  by  a  mez- 
zanine sub-passageway  with  suitable  stairs,  between  the 
street  level  and  the  elevated  level.  Passengers  from  surface 
points  wishing  to  go  to  Forest  Hills  will  ascend  directly  to 
the  north  bridge  from  the  surface  car  unloading  platforms, 
and  in  general  convenient  access  from  any  platform  to  any 
other  can  be  had  by  the  stairways,  bridges  or  sub  passages. 
The  ground  level  of  the  terminal  will  remain  as  well  con- 
nected by  stairways  with  the  upper  level  as  it  is  already,  with 
the  addition  of  a  stairway  to  each  of  the  new  platforms.  Al- 
though there  are  seven  platforms  and  two  bridges  in  the  new 
arrangement  it  is  planned  to  make  each  transfer  as  simple 
as  Is  possible.  Two  additional  tracks  will  be  installed  at  the 
foot  of  the  west  incline  for  surface  cars  coming  from  certain 
eastern  points,  which  at  present  use  the  east  loop.  Exits  to 
the  street  will  be  direct  and  convenient. 


THE    CHARLESTON    &    SU M M ERVI LLE     ELECTRIC 
RAILWAY. 


D.  E.  Baxter  &  Company,  Inc.,  railroad  contractors  and 
engineers.  27  William  street,  New  York,  who  have  the 
entire  contract  for  the  Charleston  &  Summerville  Electric 
Railway  power  plant,  machinery,  overhead  work  and  rail- 
bonding,  have  completed  specifications  for  the  power  and  line 
equipment  on  which  they  are  pushing  construction,  having 
two  large  gangs  at  work,  one  at  Charleston  and  one  at  Sum- 
merville. The  operating  system  is  single-phase  catenary.  The 
power-house  will  be  situated  about  nine  miles  from  Charles- 
ton at  a  point  where  two  steam  railroads  intersect.  There 
will  be  two  Snow  gas  engines  of  800  horsepower  with  a  max- 
imum capacity  of  920  horsepower,  and  two  single-phase  25- 
cycle  generators  of  600  kilowatts  capacity. 

From  Summerville  to  Charleston  city  limits  the  voltage 
will  be  6,600.  At  the  intersection  of  the  city  limits  and  the 
company's  private  right  of  way  will  be  located  a  sub-trans- 
former to  supply  a  550-volt  current  to  the  eight  single-truck 
cars  intended  principally  for  city  use.  The  south  end  of  the 
road  will  enjoy  the  heaviest  traffic  In  both  freight  and  pas- 
senger service,  as  what  are  said  to  be  the  largest  phosphate 
works  in  the  world  and  other  Industries  are  located  along 
the  line.  The  power-house  will  be  a  concrete  fireproof  build- 
ing in  which  will  be  Installed  the  following  named  equip- 
ment : 

II  gas  englr,. 

n  era  tore, 
seta   with    transformers. 

1  swl'  -.vlth   bus  pole  at  exciter  panel. 

1  lamp   bracket   and   shade. 

2  ammeters. 

2  rheostat   hand   wheels. 

2  double-pole   single-throw   switches. 

1   double-pol"  row     switch     for    throwing;    battery    on 

1   -Ingle-pole    single-throw    eomllzer   sv 

k'-nt    wit!  -.villi 

it    Is 
to  have   pr  .«e   with   Tlrrlll 

Th<-  work   will  consist    of  a  special   de  u:n   sin- 

•    000 
hard  draw : 

racket,  stud  strait, 
and    strain   Insulators. 

The  .  iua  to  completi 


road  as  soon  as  possible  to  take  care  of  the  summer  travel. 
A  spur  will  be  run  from  the  main  line  to  the  new  Charleston 
navy  yard.  The  contractors  are  increasing  their  forces  that 
this  end  may  be  accomplished,  and  they  are  also  assured  by 
the  Snow  Manufacturing  Company  that  the  delivery  of  ma- 
chinery will  be  prompt  as  agreed.  This  line  will  have  a 
tendency  to  increase  the  population  of  Summerville.  the  sum- 
mer resort  for  Charleston,  as  communication  between  these 
two  points  will  be  of  such  frequency  that  the  business  men 
of  Charleston  can  reside  in  Summerville,  attending  to  busi- 
ness and  returning  to  their  homes  at  night. 


Power  Improvements  of  the  Lake  Shore  Electric  Railway. 


During  the  past  season  the  Lake  Shore  Electric  Railway 
Company  has  more  than  doubled  the  capacity  of  its  Avon 
Reach  Park  power  station.  The  additions  include  the 
extension  of  the  south  end  of  the  building  to  ac- 
commodate the  new  machinery  necessitated  by  the  In- 
creased load  caused  by  the  double-tracking  of  the 
road  from  Rocky  River  to  Lorain.  A  2,500-kw.  West- 
inghouse-Parsons  turbo-generator  has  been  added  and  is 
served  by  a  Wheeler  condensing  outfit  and  a  67.5  kw.  exciter 
set,  also  of  Westinghouse  manufacture.  Four  500-hp.  Ster- 
ling boilers  equipped  with  Sterling  furnaces  and  mechanical 
stokers  have  been  installed  in.  the  boiler-house  addition,  which 
also  has  been  fitted  with  coal  and  ash-handling  and  ash- 
storage  facilities. 

The  track  installed  is  sand-ballasted  and  the  80-pound 
T-rails  have  electrically  welded  bonds.  To  make  the  station 
a  strictly  high-tension  installation  two  400-kw.  alternating- 
current  generators  have  been  ordered  to  replace  the  present 
belted  direct-current  machines,  and  to  provide  for  the  fur- 
ther growth  of  the  business  provision  has  been  made  for  the 
addition  of  another  2,000-kw.  turbo-generator,  exciter,  con- 
denser and  boilers  at  the  company's  power-house  at  Fremont 
during  the  coming  summer.  The  installation  of  the  above 
equipment  and  the  design  of  the  piping  systems,  etc.,  was 
carried  out  by  the  company's  engineers. 

We  are  indebted  to  A.  V.  Brown,  chief  engineer  of  the 
Avon  Beach  power  plant,  for  the  above  Information. 


Chicago  Elevated  Railroad  Traffic  in  1906. 


The  statement  of  the  traffic  of  the  Chicago  elevated  rail- 
roads in  1906  shows  that  the  four  companies  carried  a  total 
of  131,956,282  passengers,  an  Increase  of  8,297.997,  or  6.28 
per  cent,  over  the  year  1905.  The  growth  of  travel  Is  counted 
as  being  about  the  normal  average  for  a  growing  city,  but 
officials  of  the  companies  contend  that  the  gains  could  have 
been  made  even  greater  if  the  facilities  for  handling  pas- 
sengers were  better.  The  following  data  show  the  number 
of  passengers  carried  during  the  year  by  each  of  the  roads: 

1906.  1906  Inora 

M.m.polltan 49. 771. SIB  45.3f»S.837         4.402,979 

li  34  I-'. 1.601  32.953.607         1.41 



17.453,473  17.097,316 

Total 131.966,282       123,658.285         8,297,987 

The  slgnlflcani  points  in  the  above  arc  that  the  Metro- 
politan showed  more  tain  than  all  ol  the  other  oompa 

combined.      The  South    Side   cnipany    carried    over    4.000,000 

more  than   the  Northwestern,     but     the     latter 

■  \  more  ■  the  pit               a  than  tie 
ThlH  condition 

''itv   Railway  surface   i which   detracted 

from  ih'  ed  with  Inferior  I 

lion    fun  the   Chicago    i  Dion    Tnu  I I 

which    loi  l    In  ;ivllv    to    th<  the 

and  Noi  "f  the  city.    Chit 

ease  f"i    the  year  Ind  ay  Is 

doing    well    to   hold    Km   own.     The    Dconoml 


166 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  5. 


News  of  the  Week 


burden  <>f   proof  at  mi   Btages  b<    upon 

ill-     contractor    to   Bhow    that    Bucb    Improvements   or   changes   are 
L8onabIe." 


Cleveland    Traction    Situation. 

Pri  sid   'ii    a.    !■:.         -  i     thi     Clevi  land    Electric    Rail  i 

dent  A.   I!.  Du  l'lint.  ..I"  the  Municipal  Traction  Company, 

■  Iding  conferences  in  effort    to  i 

uatlon   for  the   property  and   franchises   of   u      i  Electric 

ii   !"■   made   a    basis   tor   the   pro  ase  to 

the    Municipal    Traction    Company,      Attorneys     representing     both 

""■  I  .""i   the  cltj    wei      i  tiled   in  last   wei  In  t] 

discussion.     Mr.   Andrews  announced   that  an  agreement  had  been 
ed   on   Beveral    qui    tions   relating   to   the   expiration   oi 
I  ors   and    n  al    i  state    •  icperts     have 

called    in    to   git  i      id in    the   value   of   thi     phj  ileal    | 

s    of   the  ny   and   Mr.    Du    Ponl   are  still 

at    work    on    their   figures   for   the   amount   the   Cleve 1   Electric 

-    I.,   pay   the  cltj    for   the   use  of   Central  avenui 
cy   streets   since   the   expiration   of   the   franchises.     The   ci1 
II    on   January   28   extended    until   next   Monday,    February   4. 
the   time  in   which   they   are   to   report.     The   Municipal    Tra 

anj    .mi  January  26  announced  a   novel  plan  by  which  it  ex- 

i"   enlist   the  sympathies   of  the   small   investor  in   the  low- 

fare  movement.     New  stock  of  the  Forest  City  Railway  Companj 

amount   ol    $1 is   to  be-  issued,   in  fractional    parts 

■-.  II  t»  taken  as  low  as  $10  a  share  and  no 
subscription  will  be  taken  in  excess  of  $30.  The  new  issue  is  to 
be  sold  at  par  instead  of  at  $90  a  share,  the  figure  at  which  most 
of  the  present  issue  of  $750,000  was  sold.  This  stock  will  be  issued 
in  the  name  of  Fred  C.  Alber  as  trustee,  who  retains  the  voting 
power,  and  will  probably  be  deposited  with  the  banks  which  re- 
ceive the  subscriptions,  as  security  for  the  fractional  share  certi-* 
1  i  -  The  proceeds  are  to  be  used  for  the  purchase  of  new 
cars  and  for  the  construction  of  extensions.  President  Du  Pont 
announced  on  January  2S  that  he  would  at  once  order  50  new 
cars,    to    be    constructed   according   to    his   own    designs. 

Contract  for   New   York   Subways. 

The  full  draft  of  the  contract  and  specifications  for  the  New 
York  subways  was  made  public  on  January  24  by  the  rapid  transit 
commission.  In  the  light  of  the  experiences  with  the  first  subway 
contract   main    changes  have  been  made. 

The  contract  provides  for  either  construction  alone  or  con- 
struction and  operation,  and  is  so  worded  that  the  contractors 
will  be  in  every  way  subject  to  the  control  of  the  city  authorities. 
Before  this  new  contract  is  finally  adopted  the  commission  must 
hold  a  public  hearing  on  it  and  the  contract  must  be  approved 
by  the  corporation  counsel.  The  contract  and  specifications  as 
they  now  stand  take  up  2S1  printed  pages.  The  public  hearing  is 
to  be  held  on  February  7.  and  it  is  expected  that  bids  for  the 
Lexington  avenue  route  will  be  advertised  for  about  a  week  later. 
The   commission's   summary   of   the   contract  says   in   part: 

"The  specifications  provide  that  the  tunnels  are  to  have  a 
height  of  not  less  than  13  feet  in  the  clear  and  a  maximum  width 
of  15  feet  for  each  track,  except  at  stations,  curves,  etc.,  where 
the  width  may  be  increased.  The  roof  of  the  tunnels  is  gener- 
ally to  be  as  near  the  surface  of  streets  as  street  conditions  and 
grades  will  permit,  but  will  be  depressed  whenever  necessary  to 
avoid  grade  crossings,  as  well  as  where  approaching  the  Harlem 
river.  The  roof  and  sides  of  the  tunnels  will  be  iron  or  steel 
and  masonry.  Entrances  to  stations  will  in  general  be  placed 
within  private  property,  rights  in  which  will  be  acquired  for  the 
purpose. 

"Construction  is  to  be  generally  carried  on  by  means  of  tun- 
neling or  excavation  under  cover,  except  as  may  be  otherwise 
specially  provided  in  the  contract,  or  in  places  where  the  board 
shall  give  express  permission  to  construct  by  open  excavation. 
The  board  has  included  in  the  detailed  plans  for  construction  pro- 
visions for  pipe  galleries,  through  and  along  the  principal  longi- 
tudinal streets. 

"The  motive  power  is  to  be  electricity  or  compressed  air,  and 
it  is  provided  that  if  the  operating  contractor  fails  to  maintain 
the  rolling  stock  at  a  standard  demanded  by  the  commission,  the 
board   may   take   possession   of   the   road. 

"The  use  of  the  subways  for  advertising  purposes,  or  for  any 
trade,  traffic  or  occupation,  other  than  required  for  the  operation 
of   the   railroad,   is  forbidden." 

Then  comes  this  stipulation  which  gives  to  the  municipal 
authorities  complete  supervision  over  the  operation  of  the  new 
subways: 

"If  the  board  shall  at  any  time  be  of  the  opinion  that  any 
additions  to  the  rolling  stock  or  other  equipment,  or  any  addi- 
tions or  changes  in  stations  are  necessary,  or  that  additional  ter- 
minal facilities  are  required,  or  that  any  change  in  the  mode  of 
operating  the  railroad  or  conducting  its  business,  is  necessary  in 
order  to  carry  out  the  purposes  of  this  lease,  or  to  promote  the 
security,  convenience  and  accommodation  of  the  public,  the  board 
may  give  notice  thereof  to  the  contractor,  and  at  the  same  time, 
or  at  any  future  time,  direct  the  making  of  such  additions,  Im- 
•  provements   or  changes  as  the  board  deems  proper. 

"If  the  contractor  shall  neglect  or  refuse  to  comply  with  the 
directions  contained  in  such  notice,  then  (without  limiting  or 
affecting  any  other  remedy  to  which  the  city  is  or  may  be  enti- 
tled), it  is  hereby  agreed  that  in  any  legal  proceeding' instituted 
by  the  board  or  other  public  authority,  either  for  a  forfeiture  of 
this  lease,  or  for  damages,  or  of  specific  performance,  or  other- 
wise  to  compel   compliance  with   the   obligations   of   the  lease,    the 


Providence    Open    Cars   to    be    Vestibuled.-  Gen   i  al    Manager  A. 
E     Pottei  ced    that    no  irs   will   be 

run    over    the    tracks    of    tl  Island   Company   and   that  the 

i    to   place    vestibules   on   every  car  in   opera- 
tion. 

Trolley     Freight     Plan     Delayed. — The  M                    its    railroad 

mission  has  withheld  its  permlssl  Boston  &   Wor 

i    Hallway    to    carry  r    its    lines 

ise  of  the  phraseology  of  some  of  tl  ints.     The  com- 
pany will   at  once  apply   for   the   n 

Kansas    City    Viaduct    Opened. — The    Sixth    street    toll  viaduct. 

connecting  Kansas  City,   Mo.,  and  Kansas  City.  Kan.,  was  formally 

ted   on   Januaty   30.     Several   of   the  lines 

Street    Railway    will    be   routed    over    the   viaduct   as   soon  as    it   is 

i  -car   traffii        Chi     viaduct  is   a   stei  are,   a 
mile    and    three-quarters    in    length,    and    was    built    in    sev<  d 
months. 

Holyoke  Street  Railway  Increases  Wages. — The  Ilolyoke  Street 
Railwaj  Companj  has  announced  that  it  would  grant  incn 
in  pay  to  its  motormen  and  conductors,  about  200  in  number,  who 
petitioned  the  company  recently.  The  new  schedule  is  as  follows: 
First-year  men,  $2.20  a  day;  second-year  men.  $2.25  a  day:  third- 
year  men.  $2.30  a  day:  fourth-year  men.  $2.35  a  day;  fifth-year 
nun.  $2.40  a  day;  sixth-year  men,  $2.45  a  day;  ninth-year  men, 
SO  a  day. 

More  Electric  Trains  on  New  York  Central. — The  New  York 
Central  &  Hudson  River  Railroad  on  January  28  began  the  opera- 
tion of  electric  trains  on  the  Harlem  division.  Thirty  new  trains 
were  put  into  service  between  the  Lexington  avenue  temporary 
station  and  "Wakefield.  As  fast  as  the  new  cars  are  received 
they  will  be  put  into  operation.  Electric  trains  have  been  in 
operation  on  the  Hudson  river  division  as  far  as  Yonkers  foi 
over  a  month. 

Electrification  of  the  Lackawanna  Terminal. — The  published 
report  that  the  Delaware  Lackawanna  &  Western  is  to  take  up 
aggressively  the  work  of  electrifying  its  suburban  lines  into  the 
Hoboken  terminal  is  premature.  It  has  been  known  for  some 
time  that  the  company  had  electrification  in  ultimate  view,  but 
this  will  not  be  undertaken  until  the  stupendous  work  of  grade 
elimination,  which  now  after  several  years  is  about  half  com- 
pleted,  is   finished. 

Proposed  Electrification  on  the  Delaware  &  Hudson. — The  Del- 
aware &  Hudson  has  authorized  the  General  Electric  Company  to 
make  a  preliminary  investigation  to  determine  the  practicability 
of  electrifying  37  miles  of  the  company's  line  between  Wilkesbarre 
and  Carbondale  and  of  operating  30  mines  and  breakers  owned 
by  the  company  in  that  region,  from  the  same  plant.  President 
Wilcox  informs  us  that  the  company  is  not  in  any  way  committed 
to   electrification   at   present. 

New  Car  Line  in  New  York. — The  New  York  City  Railway 
Company  on  January  2S  inaugurated  a  new  car  line,  to  be  known 
as  the  Fourth  Avenue  and  Williamsburg  bridge  line.  These  cars 
run  from  the  Brooklyn  Plaza  of  the  Williamsburg  bridge  to  the 
Grand  Central  station  without  change,  and  will  be  of  benefit  to 
those  living  in  Brooklyn  who  are  employed  on  Fourth  avenue 
above  Fourteenth  street.  The  line  transfers  at  most  of  the  cross- 
town  lines  in  Manhattan  on  the  east  side  and  the  north  and  south 
lines  east  of  Broadway. 

To  Investigate  Freight  Carrying  by  Philadelphia  Rapid  Transit. 
— The  Philadelphia  common  council  on  January  24  adopted  a 
resolution  calling  upon  the  street  railways  committee  to  investigate 
the  right  of  the  Philadelphia  Rapid  Transit  Company  to  carry 
ccal.  building  material,  ashes  and  other  freight  over  its  lines  in 
the  city  streets,  which  is  said  to  be  detrimental  to  the  passenger 
service.  It  was  urged  in  opposition  that  if  the  company  were 
forced  to  give  up  this  traffic  the  congestion  of  teams  in  the  streets 
would   be   seriously   increased. 

Improvements  at  Ottawa  Beach. — The  Toledo  Railway  &  Light 
Company  has  awarded  a  contract  for  the  erection  of  seven  new 
buildings  at  the  company's  new  summer  resort  at  Ottawa  Beach, 
which  is  now  being  greatly  improved  for  use  the  coming  season. 
The  new  buildings  include  a  circular  dance  hall,  a  bath  house, 
a  dining  room,  two  smaller  dining  booths,  and  two  lavatories. 
The  buildings  are  to  be  built  in  the  colonial  style.  A  contract 
is  to  be  let  later  for  a  two-mile  board  walk  30  feet  in  width. 
Men   are   now   at  work  on   the  lagoons. 

Bridge  Loop  Subway. — The  New  York  board  of  estimate  and  ap- 
portionment voted,  on  January  24,  in  favor  of  a  four-track  sub- 
way loop  to  connect  the  Manhattan  terminals  of  the  Brooklyn 
and  Williamsburg  bridges,  to  be  built  by  the  city.  The  question 
of  leasing  the  structure  to  an  operating  company  will  be  consid- 
ered later.  This  vote  of  the  board  of  estimate  puts  an  end  to 
the  long  controversy  between  the  advocates  of  a  subway  and 
those  of  an  elevated  structure.  The  action  was  taken  upon  the 
recommendation  of  the  rapid  transit  commission.  The  plan  agreed 
upon  is  that  offered  by  John  B.  McDonald,  the  builder  of  the  pres- 
ent subway,  so  far  as  his  suggestion  referred  to  Manhattan.  It 
calls  for  a  subway  from  Park  Row  and  Center  street  north 
through  Center  street  to  Delancey.  thence  east  to  the  Clinton 
street  approaches  to  the  Williamsburg  bridge,  a  distance  of  7,300 
feet.     The  estimated  cost  is  $5,245,000.   including  $500;000  to  be  ex- 


February  2,  1907. 


ELECTRIC     RAILWAY     REVIEW 


167 


pended  on  four  stations.     Two  years  and  a  half  will  be  required 
tor  the  construction,  according  to  the  estimates  of  the  engl 
An    alternative    proposition    for    ■    two-track    structure,    over    the 
same  rout'-,   to  cost  12,690,000,  was  rejected   by  the  board. 

Altoona  &  Logan  Valley  Issues  Monthly  Tickets.  Beginning 
February  1.  the  Altoona  (Pa.)  &  Logan  Valley  Electric  Railway 
Company  will  issue  54-rlde  non-transferable  monthly  tickets  tor 
the  use  of  its  patrons  on  its  lines  from  HolUdaysburg  to  Tyrone. 
Pa.,  at  a  4-cent  rate.  The  tickets  are  marked  for  the  particular 
line  over  which  they  are  to  be  used  and  are  good  for  that  divi- 
sion only.  This  will  particularly  benefit  the  shop  and  railroad 
men  who  use  this  company's  lines  to  and  from  their  work.  The 
tickets  are  sold   at  the  general   offices   of   the   company   in  Altoona. 

International    Exposition    of    Safety    Devices.     An    International 

exposition   of  safety  devices  ami    industrial    In-  tied  at 

American    Museum    of    Natural    History    in    New    York    eily    on 

January  89  and   is   to  continue   for  two  weeks.     The  exposition   has 

_    nlsed    by    the   American    Institute   of   Social    Si 
Which    Dr.    Josiah    Strong    Is    president    and    Mr.    Win.    H.    Tolman. 
in..     New    York    city,    is    director.      The    aim    is     to 
call  general   public  attention   to  the  crying  need  for   better   i 
ti.ui   to  tie-   lives  and   limbs  of  the  workers  in  American   industries. 

Motor  Cars  on  Railways. — Representative  Bonwell  of  the  Town 
legis:  introduced  a  bill  requiring  that  where  n   is  reason - 

nleni  e    of    the   public    the-   board    of 

railway     eommlssioners     may     order     any     railway     corporation     to 

te    motor    can    In    accordance    with    a    reasonable    schedule, 

_-   the   requirements  of  the   traffic,   upon   any   part  of  its 

line   over   which   not   more  than   one   trail  Is   run   in   either 

direction.     The  Jso  requires  that  where  Buch  motoi 

tnd  take  on  passengers  between  the 
regular  stations. 

Technical    Literature. — The    first    number    of    "Technical    Liter- 
ature,"   a    monthly    review    of    current    t  chnical    publications,    has 
Just    been    issued.      The    paper  includes   a   review   and    index   of   the 
important    articles    and    comment    in    the    various    high-class 

nlcal   publications,    reviews   and   announcements   of   new 
nical   books,    notes  from   techni'  and   orig- 

inal articles.  It  contains  •;  I  pages,  well  gotten  up  typographically, 
and  contains  several  Interesting  and  useful  articles  on  all  bran   lies 

of    engineering.       "Technli  is    published    1 

•w 1    Frost,    230   Broadway.    New    York. 

Georgia    Railway    &    Electric    Company's    New    Transportation 
Building. — The   new  transportation  building  of  the  Georgia  Railway 
.v    Electric   Company,   at  Atlanta,   Ga.,   which   has  just   been   com- 
1.  is  said  to  be  attracting  that  attention  of  the  street  railway 
systems   of  other   cities   because   of   som  -  a   not   generally 

met  with  In  buildings  of  this  kind.  While  the  structure  was 
planned  principally  as  a  clubhouse  for  th<  oyes  of  the  com- 

pany and  Is  fitted  with  a  gymnasium  containing  all  modern  con- 
venlences,  the  offices  of  the  division  superintendents,  starters  and 
other  officials  will  also  be  located   In  the  building. 

Interborough   Increases  Wages. — The  InterborOUgh  Rapid  Tran- 
sit Company,  ol  New  Fork  city,  has  announced  a  voluntary  increase 
In  the  wages  of  employes  In  the  station  and  transportation  dep.art- 
and   the  departments  of   the  superintendent   of  ear  equip- 
master    mechanic,    chief    engineer    and    superintendent    of 
motive    POU  iv.     on    February    l.      The    Increase    does    not 

apply    to    conductors    until    after    the    thll  The 

ises   range   from    M   cents    to   36   cents    per   day    of   10  or  12 
hours,   according  to  tl  .t   tie    employment.     The   Increases 

will   add  about  1400,000   yearly   to    the   expi  nset    ol  pany. 

Ordinance   Requires  Seats  for  All   Passengers. — Mayor   Mark  M. 
City,   N.  J.,  i  an  ordln  ed  by 

and  wati  i  .    providing  that  all 

Ity  shall    li 
im   their   termini 

the       hoi; 

p,    in.    to   furnish    wH  ill    persons    from 

The    ordini  thai 

■  lion 
Inals    "shall    m  walling    lo  I    live 

Is   fix. 

Suit  to  Compel  Steam  Road  to  Establish  Joint  Rates  with 
Interurban     Line. — Tl  Int     of    thl 

1    the   Chi  forth- 

the 

i    on 

lined 

a    Its 

fiosltl 

in    Inl  im    It    la 

It    In 

■ 

II      UK      of      I 


wi  eks  ago,   was   reported  In   the   Review   for  January   12,   pag 
A  decision  of  the  commission  will  b<    awaited  with  is  the 

question    is   one   of   deep    Importan  trie    railway    industry 

which   will    have    a    widespread    Influence.      No    decision 
will  be  m  mmissioner  Clark,  who  will   take  all  the  testi- 

mony   before    the   entire   commission,    and    a    decision   will   probably 
not    be    reached    for    some    Weeks. 

Fire    Destroys    Chicago    Car    Barns. — A      fire     early      Thursday 
morning,   January    81,    gutted    three   of   the    Ave    building! 
by   the   CI  Icago    Union   Traction   Company   on    North   Clark 
Chicago,   including  the  car  barn.     Twenty-eight  small  single-truck 
motor    cars    and    ten  n    trailers    were    destroyed,    mostly    of 

an   old   pattern.     A    number    of    cars     at     the    time    of    the    lire 
were    going    through    the     repati    shop,    which   was     not     Inj 
i  cars  wen-  transferred  from   the  north  and  west       i 

but    the  Ben  Ice  will   be   Imps  In  d  foi  .   .i  ,  .        

new   cars  are  expected   From   the   SI     i is  Car  Company  by   Feb- 
ruary   10,     The    loss    was    estimated    at  i    buildings   and 

$79,000  on  rollin  i    total   of   9,1 f   which 

$TS,000   Is   covered    by   insurance.      Tl  ollowed    the   explosion 

of  a  tank  of  oil. 

Chicago   Traction    Situation.     Jacob    Baur,   a    small    sto 
in  the  W' st  Chicago  Street    Railway,  has  complicated  the  sir. 

king  the  United  Stati  nil   court   to  enjoin  the  street   rail 

way  companies  from  accepting  the  proposed  ordlns 
taking  any  further  Bteps  looking  toward  settlement.  Judge  Peter 
s.  Qrosscup  and  Marshall  K,  Sampsell,  clerk  of  his  court,  are  ac- 
of  entering  Into  private  negotiations  with  thi  cits  of  Chi- 
cago In  the  interests  of  the  company,  It  is  charged  that  these 
negotiations  have  been  conducted  at  the  expense  of  the  proper- 
ties winch  are  in  the  custody  of  the  court  The  bill  is  directed 
against  all  the  underlying  companies  md  the  receivers.  The 
iiuni   petition   was  Bled   on    Jai    tarj    :'.i   with   the  board  of  eli 

mlssloners   and    it    is    expected    thai    the   proposed    ordlns 

will     be    brought    before     thl  on     February     I.      Mayor 

Dunne   has  secured   a   legal   opinion  from    Benjamin    I1    Magr> 

erly  justice  of  the  supreme  court,  and  Clarence   N.   Qoodwin 

which   criticises    many    points   in    the   Ordinances.      Among    other   ob- 

old    thai    i   a   price  foi    n    pi  opi  rtlea 

amounts    spbstantially    to    a    waiver    of    the    right    Of    Condemnation. 

Bills    to    Abolish    New    York    Rapid    Transit    Commission.     Sen 
ator  Foelker  and   Assemblyman   C.    B.    Murphy,   of   Brooklyn,    have 

introduced     Into     the     New      York     legislature    a     bill     in     which     they 

sees  t"  carry  out  the  re is  of  Qove '  Hughes  i 

i  i   to  New    Viui,  city's  traction   problems, 

bill      abolishes      the      present      Board     of     Rapid      Ti 
Railroad    Commissioners    and    provides    for    a    commission    li 
appointed  by  the  governor  to  take  its  place,    The  new  commission 
Is  to  consist  of  the  mayor  and  comptroller,  as  ex-offlcto  mem 

and     ■  othi  is,   two   f"  ■ i  •> o    1 1 .mi    Brooklyi 

one  each  from  the  Bronx,  Queens  and   Richmond   boroughs. 
are  to  serve  for  Ave  years  an,i  the  salary  shall  be  $6,000  a 

The  bill  provides  that  a  majorlt\   oi   the         l<  icrmlne  and 

establish   a    new   railroad   route   Instead   ol    al    leas!    six    mei 

as    the    present    rapid    transit    law    provides.      Senator    McCarren    has 

i  iced   a    bill    to  abolish   the   pi .    sn(    nl     ad    to 

I,     its    fun.  lions    to    the    present    hoard    Ol 

Side-Entrance  Cars  for   McAdoo  Tunnels.      i 
on  the  Hudson  ,v  Manhattan   Railway,   the  so  i   McAdoo  tun 

nel    system,    which    it    is    expected    '-in    bi     In    operation    between 
Hoboken,    N.   .i  .   ami   New    York  eltj    bj    Beptember   1,   1907,   win 

.1    of    the    car    and    midw  av    on     t  In 

Xhe  ■•  '"I  center  entrances   win   be  operated   bj 

.    , .  .      .i..i,i      ,  i    thi    andi    "I    i  in 

itforms  win  be  i i   un 

loadini  Ids  of  the 

within 

Ing   built      In- 
stead a  landing  passengers,  <  win  be  pi 

from  floor  to  io,,i   ,.,t  intci  ■    i      tioni    thi      li'     of  the  cai     In 

laid  wain  cement  In 

which  win  he  Imbedded  irborun'dum  i"  pro 

loin  slipping.     Buch  i       n 

I     that     the     i    1 1 1 1 1 1 1 1 1 

,   n.  w    fork  i 
in  Newark   to  Thirty  third 

Plans   for   a    Municipal   Subway   for   St.    Louis.— Al    thl 

upon   the  draft  oi  ■  bin  providing  for  an  amendment   to  the 

i  he 
itlnn     lo    i  lull  lecol  il" 

which     he 

mli  1 

■ 

t    a    sinking    rami    t-.    retlri 

■  t.  tl     the     uoinl-  i 

\  o|  Il 

■tile        I 

.    ell.   ,il      lie 

-ml     unless     II,. 
On.  nl    l~    ~.  .  el.  .1    Ihln    inn     II    would    li. 
-IK. 


168 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  5. 


Construction  News 


FRANCHISES. 


Toledo  <£.  Indiana  Traction  Company. — Incorporated  in  Indiana 
as  a  subsidiary  company  to  the  Toledo  &  Indiana  Railway,  for  the 
purpose  of  extending  its  road  from  the  Ohio-Indiana  state  line  to 
Kendallville,  and  eventually  to  Ft.  Wayne.  Ind.  General  manager, 
E.  E.   Darrow,   Toledo,   O. 

TRACK    AND    ROADWAY. 


Columbia  City,  Ore. — The  Seattle  Renton  &  Southern  Railway 
Company  has  applied  for  a  franchise  to  extend  Us  line  from 
Rainier  boulevard  up  Ferdinand  street  to  Noble,  from  Noble  to 
Holmes  and  from  Holmes  back  to  the  boulevard  line. 

Fairfield,  la. — A  franchise  has  been  granted  for  an  electric  line 
from  Fairfield  to  Memphis,  Mo.  It  is  reported  that  this  is  part  of 
a  line  which  is  to  be  built  from  Cedar  Rapids  to  St.  Louis.  Work 
is  to  be  started  at  once  from  Fairfield  to  Keosauqua,  and  the  line 
is   to  be   in  operation  by  the  first  of  next  year. 

Frankfort,  Ind. — The  Frankfort  Delphi  &  Northern  Traction 
Company,  which  proposes  to  build  an  interurban  line  from  Frank- 
fort to  Delphi  by  way  of  Rossvllle,  Edna  Mills  and  Pyrmont.  Ind., 
has  asked  for  a  franchise  to  enter  this  city.  Right  of  way  has 
been  secured  and  it  is  announced  that  cars  will  be  running  within 
two  years.  The  officers  are:  A.  S.  Strauss.  Chicago,  president; 
W.  H.  Cohee,  vice-president  and  general  manager;  Ed  M.  Cohee, 
secretary  and  treasurer.  The  directors  are:  A.  S.  Strauss,  W. 
H.   Cohee,  Walter  B.  Cohee.  Ed  M.   Cohee  and  E.  A.   Spray. 

Mineral  Wells,  Tex.— A  franchise  has  been  granted  to  Cicero 
Smith,  Ed  E.  Dismuke  and  Marcus  M.  Bright,  Mineral  Wells,  for 
an  electric  line  in  this  city,  to  be  known  as  the  Lakewood  Park 
Electric  Street  Railway  Company.  A  franchise  for  an  electric 
road  was  recently  granted  to  another  company,  which  has  com- 
pleted the  foundation  for  its  powerhouse  and  has  part  of  the  track 
material  on   the  ground. 

New  Castle,  Pa. — The  New  Castle  &  New  Wilmington  Railway 
Company  has  applied  for  a  franchise  for  entrance  to  the  city  for 
an  electric  line  which  will  connect  New  Castle  and  New  Wilming- 
ton.    It  is  stated  that  most  of  the  right  of  way  has  been  secured. 

New  Iberia,  La. — The  Bayou  Teche  Railway  &  Light  Com- 
pany has  been  granted  the  additional  franchise  asked  for  about 
a  month  ago.  This  provides  for  the  use  of  certain  streets  not 
specified   in   the  original  franchise. 

Ogden,  Utah. — The  Ogden  Rapid  Transit  Company  has  been 
granted   the  50-year  extension  asked  for  a  few  weeks  ago. 

Olathe,  Kan. — The  Missouri  &  Kansas  Interurban  Railway 
Company  has  been  granted  a  franchise  to  enter  the  city  and  lay 
Its  tracks  in  Park  street.  The  Strang  gasoline-electric  motor  cars 
will  be  used  and  as  soon  as  the  additional  equipment  which  has 
been  ordered  has  been  received,  30-minute  express  service  between 
Olathe  and  Kansas  City  will  be  inaugurated.  Package  freight  will 
also  be  handled  in  addition  to  the  passenger  traffic. 

Portland,  Ore. — The  franchise  applied  for  by  the  Mt.  Hood 
Electric  Railway  Company  has  been  recommended  for  passage  at 
a  special  meeting  of  the  council  with  the  following  amendments, 
which  have  been  accepted  by  Dr.  McCorkle,  one  of  the  promoters: 
At  the  time  of  acceptance  $500  shall  be  paid  to  the  city;  during 
the  succeeding  nine  years  $500  annually  shall  be  paid  in  advance 
to  the  city;  during  the  next  10  years  $1,000  and  the  following  five 
years  $1,500  a  year  shall  be  paid;  in  three  years  a  continuous  line 
shall  be  built  from  the  eastern  limits  of  the  city  40  miles  in  the 
direction  of  Mt.  Hood.  10  miles  to  be  built  the  first  years  and 
the  remaining  30  miles  in  three  years;  a  bond  of  $50,000  is  to  be 
given    as    a    guarantee    for    carrying    out    the    provisions    of    the 

franchise. 

» 

Rochester,  N.  Y. — Franchises  for  tracks  in  several  of  the  streets 
were  sold  at  public  auction  on  January  25  to  the  Rochester  Rail- 
way Company.  Permission  has  been  granted  by  the  city  council 
for  double-tracking  several  of  the  single-track  lines  and  for  the 
laying  of  new   track  in  certain  streets. 


INCORPORATIONS. 


Bowery  Bay  Railroad. — Incorporated  in  New  York  to  operate 
a  street  railway  three  miles  long  from  Woodside  to  Astoria, 
N.  Y.  Capital  stock.  $100,000.  Directors:  Thomas  Crimmins.  New 
York  City;  A.  S.  Williams  and  William  Richardson,  Long  Island 
City. 

Central  Tunnel  Company. — W.  D.  Bryar.  E.  B.  Hartman,  Jr., 
and  William  E.  Walsh  have  given  notice  that  they  will  apply  on 
February  19  for  a  charter  for  subway  lines  in  Pittsburg  practi- 
cally paralleling  the  routes  asked  by  the  Pittsburg  Subways 
Company. 

Cheektowaga  Railway. — Incorporated  in  New  York  to  build 
and  operate  a  street  railway  from  Cheektowaga  to  Buffalo.  5 
miles.  Capital  stock.  $75,000.  Incorporators,  W.  H.  Finch,  C.  E. 
Williams  and  H.   H.  Bennett,   of  Buffalo. 

Fremont  Belt  Connecting  Railway. — Incorporated  in  Ohio  to 
build  an  electric  line  from  a  point  on  the  line  of  the  Toledo  Port 
Clinton  &  Lakeside  Railway  through  Salem,  Rice,  Sandusky  and 
Bellville  townships,  Ottawa  county.  This  will  give  access  to  the 
new  state  camp  grounds  and  rifle  range  near  Port   Clinton. 

South   Wilmington   &  Southern    Railroad. — Incorporated   in   Illi- 
nois to   build  an   interurban  line  from   South   Wilmington,    Grundy 
county,  to  Wilson,  Livingston  county.     Capital  stock,   $25,000;  prin- 
cipal office,   Chicago.    Incorporators:    A.  L.   Sweet,   T.   A.   Lemmon, 
Walter  Farmer.   C.   A.   Sweet  and  R.   H.   Gruschow. 


Atlantic  Northern  &  Southern  Railway.— It  is  reported  that 
the  various  towns  through  which  this  road  is  to  pass  have  sub- 
scribed $100,000  for  its  construction  from  Atlantic  to  Elkhorn,  la. 
J.   H.   Simmons,   of  Atlanta,   is  president. 

Brooklyn  Rapid  Transit  Company.— It  is  stated  that  this  com- 
pany is  seeking  the  approval  of  the  New  York  rapid  transit  com- 
mission for  improvements  to  its  elevated  system  in  Brooklyn  at 
an  aggregate  cost  of  about  $6,000,000.  The  plans  provide  for  a 
third  track  in  Broadway,  from  the  Williamsburg  Bridge  Plaza  to 
Fulton  street;  two  extra  tracks  in  Fifth  avenue,  from  Flatbush 
avenue  to  Thirty-sixth  street;  two  extra  tracks  in  Fulton  street, 
from  Franklin  avenue,  and  two  extra  tracks  in  Myrtle  avenue, 
from  City  Hall  to  Navy  street. 

Brownsville  Masontown  &  Smithfield  Street  Railways. — W.  J. 
Sheldon,  president,  McKeesport,  Pa.,  writes  that  this  company 
is  being  organized  and  is  now  seeking  a  charter  for  an  electric 
railway  from  Brownsville  to  Smithfield,  Pa.,  20  miles,  via  Gates, 
Lambert,  Masontown,  New  Geneva  and  Point  Marion.  Surveys 
are  in  progress  from  New  Geneva  to  Brownsville.  16  miles,  with 
6  miles  completed.  Grading  is  to  begin  in  February  at  Mason- 
town. The  company  will  do  the  first  part  of  the  construction  work 
The  power  house  is  to  be  located  at  West  Masontown.  C.  A. 
Smith,    superintendent  of  construction,    Masontown.    Pa. 

Burlington,  la. — A  movement  is  on  foot  to  build  an  electric  in- 
terurban railway  between  Bonaparte  and  Burlington.  la.,  a  dis- 
ance  of  about  43  miles.     A  G.  Roberts,  of  Bonaparte,  is  interested. 

Chicago  &  Western  Indiana  Traction  Company. — This  company, 
which  was  organized  and  incorporated  last  year  by  Edward  H. 
Barrows,  of  Indianapolis,  Ind..  has  been  reorganized  by  the 
American  Engineering  Company,  of  Indianapolis,  which  will  under- 
take to  complete  the  road.  New  officers  have  been  elected,  but 
Mr.  Barrows  is  retained  as  general  manager.  The  road  is  char- 
tered to  connect  Chicago  and  Louisville  through  Valparaiso,  La- 
fayette, Crawfordsville,  Greencastle  and  Bloomington;  but  the  first 
division,  that  between  Lafayette  and  Greencastle.  is  all  that  will 
be  built  now.  This  division  will  be  57  miles  long.  This  road  is 
known  as  the  "Educational  Route,"  as  it  passes  through  four 
college  towns.  The  company  will  get  its  power  from  the  Craw- 
fordsville plant, of  the  Indianapolis  Crawfordsville  &  Western 
Traction  Company.  It  is  stated  that  financial  arrangements  for 
building   this   section   of   the   line  are  well   advanced. 

Cincinnati  Northern  Traction  Company — An  official  report  from 
C.  A.  Alderman,  chief  engineer,  Hamilton,  O..  states  that  contracts 
are  to  be  let  within  30  days  for  grading,  bridges,  tracklaying  and 
ballasting  on  its  new  line  between  Hamilton  and  Middletown,  O.. 
9  miles.  The  company  already  has  a  line  connecting  those  towns 
but  desires  a  new  one  on  a  private  right  of  way. 

Coldwater  &  Battle  Creek  Interurban  Railway. — It  is  stated 
that  financial  arrangements  have  been  made  for  building  this  road 
between  Coldwater  and  Battle  Creek,  Mich.,  and  that  construc- 
tion will  start  in  the  spring.     The  right  of  way  has  been  secured. 

Consolidated  Railway. — C.  W.  Blakeslee  &  Son,  of  New  Haven. 
Conn.,  who  have  the  contract  for  building  the  road  from  Stafford 
Springs  to  Crystal  Lake.  Conn.,  have  also  been  awarded  a  contract 
for  building  the  remainder  of  the  line  from  Crystal  Lake  to 
Rockville. 

Corsicana  &  Palestine  Interurban  Railway. — Chief  Engineer 
McMichael  now  has  a  corps  of  surveyors  in  the  field  locating  this 
line  between  Corsicana  and  Palestine,  Tex.,  and  it  is  stated  that 
contracts  for  the  grading  will  be  let  in  about  60  days. 

Dunkirk,  N.  Y. — There  is  a  report  that  plans  are  being  made 
for  a  trolley  line  from  Jamestown  to  Dunkirk,  N.  Y.,  paralleling 
the  Dunkirk  Allegheny  Valley  &  Pittsburg  Railroad  from  Falconer 
to  Dunkirk,  and  passing  through  Gerry.  Sinclairville,  Moons,  Cassa- 
daga.  Lily  Dale.  Stockton  and  Fredonia,  a  distance  of  about  35 
miles.  Surveying  is  now  well  under  way.  It  is  reported  that  the 
Chautauaua   Traction   ComDanv   is   interested    in   the   line. 

Enid  Street  Railway. — Two  carloads  of  rails  have  been  deliv- 
ered for  the  street  railway  line  in  Enid,  Okla.,  which  is  being 
built  by  C.  H.  Bosler,  and  construction  work  is  progressing 
rapidly. 

Ft.  Wayne  &  Springfield  Railway. — Regular  service  over  this 
road  between  Springfield  and  Decatur,  Ind.,  was  started  on  Jan- 
uary 24.  The  running  time  is  1  hour  and  15  minutes.  W.  H. 
Fledderjohann,    president    and   general   manager,    Decatur,    Ind. 

Illinois  Traction  Company. — L.  E.  Fischer,  vice-president  and 
general  manager,  Danville,  111.,  writes  that  it  has  been  decided  to 
build  the  line  from  Springfield  to  Jacksonville,  111.,  but  that  the 
exact  route  has  not  yet  been  determined. 

International  Railway  (Buffalo,  N.  Y.) — This  company  has  ap- 
plied to  the  city  council  of  Lockport,  N.  Y.,  for  a  permit  to  build 
a  double  track  line  on  East  avenue  from  Market  street  to  the  city 
limits,  to  connect  its  lines  with  those  of  the  Buffalo  Lockport  & 
Rochester  Electric  Railway,  which  is  building  from  Rochester  to 
Lockport. 

Kenansville,    N.    C. — It   is   reported   that   a  movement  Is   under 


February  2. 1907. 


ELECTRIC     RAILWAY     REVIEW 


169 


way  to  build  an  electric  railway  from  Kenansville  to  Hallsville 
and  Chinquapin,  K.  C,  about  15  miles,  and  possibly  a  line  from 
Keransville  to  either  Warsaw  or  Wallace,  N.  C.  S.  S.  Grady,  of 
Clinton,   X.   C,   is  reported  to  have  made  estimates. 

Lancaster  (O.)  Traction  &  Power  Company. — We  are  officially 
advised  that  this  company,  a  consolidation  of  the  Lancaster  Trac- 
tion Company  and  the  Fairfield  Traction  Company,  has  made  no 
definite  arrangements  for  extending  the  line  to  Buckeye  Lake  and 
Logan,  O..  and  that  probably  nothing  will  be  done  this  year. 
Henry  B.   Peters,  of  Lancaster,   is  president. 

Marengo  Midland  Railroad. — This  company  has  been  organized 
at  Marengo.  la.,  to  build  an  electric  railway  from  Marengo  to 
Mlllersburg.  la.,  with  a  branch  from  Millersburg  to  Fairfield,  con- 
necting with  the  proposed  line  of  the  Iowa-Missouri  Traction  & 
Power  Company  to  Keosauqua,  and  another  to  Oskaloosa;  also  a 
line  from  Marengo  to  Vinton  and  Cedar  Rapids,  making  a  system 
of  about   150   miles.     Marengo   capitalists   are   interested. 

Niagara  St.  Catharines  &.  Toronto  Railway. — This  company  has 
filed  plans  for  an  extension  from  Ft.  Erie  to  Lundy's  Lane,  Ont-, 
via  Bridgeburg.  Willoughby  and  Stamford.  E.  F.  Seixas,  general 
manager,    St.   Catharines.   Ont. 

Northern  Texas  Traction  Company. — H.  T.  Edgar,  of  Ft. 
Worth,  manager  of  this  company  which  proposes  to  build  an 
lntenirban  line  from  FL  Worth  to  Cleburne,  Tex.,  28  miles,  states 
that  surveyors  will  be  started  out  at  once  to  locate  the  line 
and  that  if  no  difficulties  are  met  with  in  securing  the  right  of 
way  construction   will    begin   at  once. 

Okanogan  Electric  Railway. — This  company,  recently  organ- 
ized to  build  a  line  from  Nighthawk  to  Brewster,  Wash.,  on  the 
Columbia  river,  is  advertising  for  construction  materials.  A 
franchise  has  been  granted  by  the  county  commissioners  and  It  is 
stated  that  surveys  will  be  started  as  soon  as  the  weather  is 
favorable.  The  road  will  handle  both  freight  and  passengers. 
Power  Is  to  be  generated  on  Sinlehekln  creek,  about  midway  be- 
tween Conconully  and  Loomls.  A.  M.  Dewey,  of  Spokane.  Wash., 
is  one   of   the   promoters. 

Omaha  &  Nebraska  Central  Railway. — Chief  Engineer  W.  11. 
Fuller  will  start  In  a  few  days  to  make  a  second  survey  of  the 
line  between  Omaha  and  Hastings.  Neb.  The  company  will  soon 
apply  for  an  amended  franchise  permitting  more  than  one  line 
through   Hastings. 

Prosser  (Wash.)  Traction  Company. — This  company  will  let 
contracts  about  May  or  June  for  the  construction  of  a  line  west- 
ward from  Prosser,  10  miles  and  another  eastward  35  miles.  Sur- 
veys will  be  started  at  once.  Frederick  Finn,  president;  F.  A. 
Jerme,  chief  engineer;  Prosser,  Wash. 

Raleigh  &  Durham  Passenger  &.  Power  Company. — This  com- 
pany, of  which  B.  S.  Jerman,  of  Raleigh,  N.  C,  is  president,  and 
T.  S.  Fuller,  of  Raleigh.  Is  secretary,  proposes  to  build  an  electric 
railway  from  Raleigh  to  Durham.  N.  C,  22  miles.  At  Durham  It 
will  be  able  to  connect  with  Norfolk  &  Western,  Lynchburg 
branch;  Seaboard  Air  Line  branch,  two  branches  of  the  Southern, 
the  Durham  &  Southern  and  the  Durham  and  South  Carolina  rail- 
roads. At  Raleigh  it  will  be  able  to  connect  with  the  main  lino 
of  the  Seaboard,  the  Raleigh  &  Pamlico  Sound,  the  Raleigh  & 
Cape  Fear  and  a  branch  of  the  Southern.  Surveys,  maps  and  pro- 
files have  been  made  by  John  W.  Twiggs,  Jr.,  engineer,  of  Au- 
gusta,  Ca.     No  date  has   been   set  for  the  opening  of  bids. 

St.    Louis    Electric    Bridge    Company. — Bills    have    been    Intro- 
I  Into  congress  to  authorize  the  construction  of  a  bridge  across 
-ippl    river  at   East  St.   Louis   to  give  the  Illinois  Trac- 
tion System,  of  which  the  St.  Louis  Electric  Bridge  Company  la  a 
subsidiary  organization,  an  entrance  Into  St.   Louis. 

Scranton  Railway. — It  Is  reported  that  this  company  will  con- 
struct a  viaduct  across  Muggier  street,  Scranton.  Pa.,  at  a  cost 
of  175.000.     A.    S.    K  f   engineer,   Philadelphia.    I 

South   Side   Elevated   Railway   (Chicago). — A   third   track  on 
main    line    from    Twelfth    to    Forty-third    streets,    work    on    which 
was   begun    about    two   years   ago.    has   been   complete. I.      The   work 
was    ■:  a    strike    of    structural    Iron    workers.      The    new 

track    will    be   use,]    I  trains.      The    Englewood    extension 

Is  now  In  operation  as  far  as  Sixty-third  and  Halsted  streets. 

Spokane  A.   Big   Bend   Railway. — W.   If.   Plummar,    president,  :in- 
es   that   this   company   h.r  rnent   with 

the  Spokane  ft  Inland  Empire  B  will  enter 

Spoka  o  track*  of  the  latter,  which  will  build  a  llni 

Bpokane  south  to  Nine  Mile  hrldge.  Mr  Plummet  also  Mates  that 
grading   will   begin   at    ones   CM   a.   Db 

.-'i.  Louis  which 

has    taken    $2,500,000  ay's    10-ye.n 

certlfl-  ■pokMt   'I  rust   Comi 

Springfield  Wilmington  A  Cincinnati  Traction  Company. — 
Jarre  *  B    Cahoon,  vice-president  of  tl  si  Construe! 

pany,   of  New    York,   announce*   that   the   work   of   -  ;:    the 

•n  BprtngfUM  to  Cincinnati  try  way  >.r  wiiminxton, 
Clarksburg  0      will 

went'  Of    the    right    of    way     I. a. 

secured.      Mr     I  •    hrur  sold    Il.n00.000 

worth      f  bonds  t    hn» 

been  p  I  rnlto  In  langl  I  will 

make  the  trip  In  two  hours      A  brnnch   v.  rnnln 

line   at    '•<  d.ir-.  II:.     to   X.  nla. 

Toledo  ft  Indiana   Railway, 
comr. 


dallville.  Ind..  50  miles,  through  Edgerton  and  Melbern.  O..  and 
Butler.  Waterloo  and  Corunna,  Ind.  The  Toledo  ft  Indiana  Trac- 
tion Company  has  been  incorporated  to  build  the  Indiana  end  of  the 
line.  Surveys  have  been  completed  and  grading  Is  now  in  progress. 
The  route  is  an  air  line  paralleling  the  Lake  Shore  &  Michigan 
Southern  Railway.  A  substation  is  under  construction  at  Edger- 
ton. The  overhead  work  will  be  of  the  catenary  type.  The  com- 
pany now  has  a  line  in  operation  between  Toledo  and  Bryan.  S. 
C.  Schenk.  president;  E.  E.  Darrow,  general  manager  and  chief 
engineer,   Toledo.   O. 

United  Cities  Traction  Company. — President  Ira  L.  Reeves. 
Ft.  Smith.  Ark.,  is  quoted  as  saying  that  this  company  will  have 
its  road  completed  between  Ft.  Smith.  Ark.,  and  Ft.  Smith.  Okla., 
by  July  l.  Grading  is  now  in  progress  and  tracklaylng  is  to  be- 
gin at  an  early  date.  Surveys  have  been  made  for  a  line  to  Mus- 
kogee. L  T. 

United  Railways.— C.  E.  Loss,  president,  of  Portland,  Ore., 
is  quoted  as  saying  that  this  company  has  ordered  $130,000  worth 
of  steel  rails  for  the  construction  of  several  city  lines  in  Portland 
and  an  interurban  line  to  Hillsboro  and  Forest  Grove,  and  that 
work  is  to  begin  as  soon  as  the  material,  some  of  which  is  now  in 
transit,   arrives. 

Versailles.  Ky.— It  is  reported  that  W.  A.  Gaines  A  Co..  of 
Versailles,  proprietors  of  the  "Old  Crow"  distillery,  will  build  an 
electric  railway  four  miles  long  from  the  distillery  to  Jett  Station 
on  the  Louisville  &  Nashville  Railroad. 

Vicksburg.  Miss. — Frank  and  George  Houston,  who  have  been 
granted  a  franchise  for  an  electric  railway  through  the  Vicks- 
burg National  Park  by  act  of  congress,  are  preparing  to  take  up 
the  various  details  with  the  secretary  of  war.  When  these  de- 
tails have  been  arranged  it  Is  stated  that  the  contract  for  con- 
structing the  line  will  be  awarded  and  work  begin.  It  Is  the 
intention  to  begin  work  early  in  the  spring. 

Westfield.  Mass. — Surveys  are  being  made  for  an  electric  rail- 
way from    Westfield  to  Canaan.   M 

Winnipeg,  Man. — Sealed  bids  for  the  construction  of  24  miles 
of  single-track  electric  railway,  from  Lac  du  Bonnet  to  Point  du 
Bois.  Man.,  will  be  received  until  February  25  at  the  office  of  the 
tary  of  the  board  of  control.  Winnipeg.  Plans  and  specifica- 
tions may  be  seen,  after  February  1,  at  the  power  engineer's  of- 
fice. Each  bid  must  be  accompanied  by  a  check  for  $5,000  as  a 
guarantee. 

York  County  Traction  Company.— W.  F.  Bay  Stewart,  of  York. 
Pa.,  has  announced  that  this  company  will  build  an  electric  line 
from  Y'ork  to  Harrisburg.  Pa.,  via  Zlon's  View,  Strlnestown  and 
Lewlsbergr.     Surveys  have  been  md   It   Is  stated   that    the 

farmers  along  the  line  are   ready  to  donate  the  right  of  wav 


POWER    HOUSES  AND  SUBSTATIONS. 


Birmingham    Railway   Light  &   Power  Company.— It  is  reported 
that  Ford,  Bacon  &  Davis,  of  New  York,  the  company's  engii 
are  considering  plans  with  a  view  to  erecting  a  large  power  plant 
in    Birmingham,    Ala. 

Brooklyn  Rapid  Transit  Company. — It  Is  reported  that  this 
company  will  double  the  size  and  capacity  of  the  power  house  at 
Kent  and  Division  avenues.  Brooklyn.  N.  Y..  and  that  contracts 
have  been  awarded.  It  Is  stated  that  the  cost  of  the  work  will 
approximate  $5,500,000. 

Evansvllle  Electric  Railway. — A  new  875-horsepower  generator 
has  boon  installed  In  the  powerhouse  at  Ovansvllle,  Ind.  This  Is 
the  first  Instalment  of  $30,000  worth  of  Improvements  to  the  power- 
house. BxtenaJva  Improvements  are  bains  made  to  the  track  on 
various  city  lines,  and  when  this  work  is  completed  the  running 
time  of  the  ears  will  be  reduced.  EL  K.  Smith,  of  Evausv  111.-.  Is 
general    ma nafl  r. 

Ft.  Dodge  Des  Moines  &  Southern  Electric  Railway.— The  sub- 
station at  K.lly  Is  Di  >chlnery  Is  being  In- 
stall..1 

Mobile    (Ala.)    Light    A,    Railroad   Company.— Thl  will 

in. r.ase  the  rsneratii  power  hou 

til-  Installation  ..f  a  1,200-kllowatt  Q 

horsepower  AUIs-Chslmsri  sntlns.    At  the  tlms  ..r  th< 

■    llchtlng    Inter. 
to   care   (or   thlH   new   Installation   wn 

Pittsfleld    Electric   Street    Railway.— This  con  utly 

put  In  plant  on  Seymour  street   Pittsfleld, 

Two    Hamilton-Corliss    engines    of    I  ft 
and   General    BlectrlC  Iinv..  been   installed,    an.l   the  gsn- 

sld  power  house  on  ' 

r     C,    Dol.in,    manager,    Pittsfleld, 

Philadelphia    Rapid   Transit   Company.      Thl 

i    In    Its    new    pOU 

i    i      I  '"W  6,000-kllowatt    In 

Which    will    Increase    the    rapacity    of    tie  plant 

Two   in--'  i.rs   of   Hi- 

i  during  ti 

Public   Servlcs  Corporation  of   New  Jertey. 
this  company  is  preparing  to  doubli    tl 

at    Ti 

'    II     Htaiil  ok.    N     .1 


170 


ELECTRIC     RAILWAY     REVIEW 


Vol  XVII.  Xo.  5. 


Personal  Mention 


Mr.   ( '.   M.   Thomas,   who  wis  formerly  auditor  "f 
&    Portland  Traction  Company,  of  Portland.  Ind..  during-  thi 
struetlon  period,  has  opened  an  office  at  1431  Union  Trust  building, 
Cincinnati,    O.,   as   public   accountant. 

M                  ck   Bushnell  has  engineer  of  the 

'   ipany.  o  i:     i  .    „-!..  „,    he 

has  held  since   1902,   to  becom nnected  with  the  Stone  .v.-   Web- 
ster Engineering  iston,  Mass..  effective  on  F 
ary    l. 

Mr.    I. .wis   Cass    I.edyard    has    resigned  as   one  of   the   members 

New   York   Board   of  Rapid   Transit  Railroad  Commissioners. 

reason   that    the   duties  of  the  office  demanded  more 

of  his  time  than  lie  could  afford.     Mr.   Ledyard  was  appointed  bj 

Mayor  Meridian  last   spring  to  succeed  Mr.   John  Clanin. 

Ml     G  •!  icLeod,  of  Versailles,  Ky..  lias  resigned  as  assist- 

ant engineer  ol   the  Central  Kentucky  Traction  Company  to  become 
chief    engineer   and    assistant    general    manager   of   the    Lexi 
Interurban    Railways,    with    headquarters    at    Lexington.    Ky..    suc- 

ing  Mr.  William  R.  Allen,  resigned  to  accept  another  position 
at  Norfolk,   Va. 

Mr.  C.  W.  Chase  has  resigned  his  position  as  secretary  and 
treasurer  of  the  Mobile  Light  &  Railroad  Company,  of  Mobile,'  Ala., 
effective  on  January  15.  and  will  engage  in  other  business  at  Fort 
Leavenworth.  Kan.  Mr.  Chase  will  be  succeeded  as  secretary  bv 
Mr.  Zerah  E.  Watson,  formerly  with  the  United  Railways  Com- 
pany, of  St.  Louis.  The  office  of  treasurer  will  be  filled  by  Mr. 
C.   X.   T.  White-Spooner,  formerly  paymaster  for  the  company. 

Mr.  Edward  J.  Davis  has  resigned  his  position  as  general  pas- 
senger and  freight  agent  of  the  Columbus  Delaware  &  Marion 
railway  Company.  Columbus.  O.,  effective  on  February  1.  With 
the  retirement  of  Mr.  Davis  this  office  will  be  abolished  and  that 
of  soliciting  passenger  and  freight  agent  created  in  its  place.  The 
latter  position  will  be  filled  by  Mr.  L.  W.  Harrington,  of  Colum- 
bus, who  for  the  past  10  years  has  been  identified  with  the  Hock- 
ing Valley  Railway  Company.  Mr.  Harrington  has.  for  some  time 
previous  to  his  present  appointment,  assisted  in  adjusting  claims 
for   the   Columbus   Delaware   &   Marion. 

Mr.  Edward  S.  Pattee,  who  was  recently  appointed  comptroller 
of  the  Twin  City  Rapid  Transit  Company,  of  Minneapolis,  Minn., 
in  addition  to  his  duties  as  secretary,  has  been  connected  with 
that  company  for  15  years.  He  entered  service  with  the  Twin  City 
company  as  accountant  in  the  stores  department  and  later  was 
made  chief  clerk  in  the  auditing  department  under  J.  F.  Calder- 
wood,  now  vice-president  of  the  Brooklyn  Rapid  Transit  Company. 
When  Mr.  Calderwood  left  the  Twin  City,  Mr.  Pattee  was  ap- 
pointed auditor  to  fill  his  place  and  in  January.  1905,  was  elected 
secretary  of  the  company  with  title  of  secretary  and  auditor.  In 
January,  1907,  Mr.  Pattee  was  appointed  comptroller,  with  the  new- 
title  of  secretary  and  comptroller.  Mr.  D.  J.  Strouse.  Mr.  Pattees 
first    assistant,    being  promoted   to   the  position   of  auditor. 

Mr.  John  B.  McDonald,  who  on  January  23  was  elected  vice- 
president  of  the  Interborough  Rapid  Transit  Company,  of  New- 
York,  with  general  supervision  of  the  construction  of  new  sub- 
ways, was  the  contractor 
for  the  original  subway 
system  in  New  York.  He 
was  born  in  Cork.  Ire- 
land, in  18-14  and  came 
to  the  United  States  at 
the  age  of  15.  receiving 
his  early  education  in 
the  public  schools.  His 
first  engineering  work 
was  as  inspector  of  ma- 
sonry on  the  tunnel  un- 
der Park  avenue.  He 
became  the  contractor  on 
the  Highbridge  branch 
of  the  Central  of  New- 
Jersey  and  subsequently 
on  the  Buffalo  extension 
of  the  Delaware  Lacka- 
wanna &  Western  and 
the  Boston  &  Hoosac 
Tunnel.  Mr.  McDonald 
did  some  contracting 
work  in  the  west  and 
took  an  active  part  in 
the  construction  work  on 
thi  West  Shore  road.  A 
company  of  which  he 
was  the  moving  spirit 
built  the  IK-mile  tunnel 
.i.         ..    m  ,i.  of   tlle   Baltimore   &   Ohio 

through  Baltimore.  Mr.  McDonald  also  built  the  Jerome  Park 
reservoir  in  New  York.  His  latest  important  work  was  the  con- 
struction of  the  New  York  subway,  which  was  completed  in  Oc- 
tober,  1904. 

Mr.  Leslie  Carter,  who  has  been  president  of  the  South  Side 
Elevated  Railroad,  of  Chicago,  since  its  reorganization  in  1897 
on  January  31  tendered  his  resignation,  giving  as  a  reason  that' 
his    duties   with    other   companies    required    more   of   his    time.      He 


John    B.    McDonald. 


was  then  elected  chairman  of  the  board  ol  dire  tors.  .Mr.  Marcellus 
Hopkins,  who  has  been  general  manager  of  the  road  for  several 
was  elected  president  and  general  manager  to  succeed  Mr. 
r,  Mr.  K.  C.  Nichols,  heretofore  attorney  for  the  company. 
was  eleete.l  vice-president,  succeeding  Mr.  T.  J.  Lefens.  Mr. 
Hopkins  lias  had  a  long  experience  as  a  steam  railroad  man.  hav- 
ing entered  the  service  of  the  Chicago  A.-  Northwestern  Railway 
in  August  1863.  He  worked  up  through  various  positions  in  the 
operatiru-  department  and  in  April.  1S93.  resigned  as  division  su- 
perintendent. He  was  subsequent!  i  nf  the  Chicago  & 
South  Side  Rapid  Transit  Railroad,  now  the  South  Side  Elevated 
Railway,  and  was  later  made  general  manager,  which  position  he 
has  held  to  date. 

Mr.  Edward  Tayson  Bryan,  who  has  been  elected  president 
of  the  Interborough  Rapid  Transit  Company,  of  New  York  was 
horn  at  Windsor,  O.,  on  July  2.  1860.  Mr.  Bryan  received  his  early 
education      at      Granville. 

'       tile     public     sehoOlS. 

at  the  Granville  Academy 

and  Dennison  University. 
preparatory  department. 
He  was  anxious,  however. 
to  get  into  railroad  work 
and  stopped  his  prepara- 
tory course  at  the  age  of 
sixteen  to  learn  telegra- 
phy. He  entered  railroad 
service  at  Lebanon.  Ky.. 
on  the  Louisville  &  Nash- 
ville in  1S66  and  occupied 
various  positions  from 
telegraph  operator  to 
agent  at  Frankfort.  Ky.. 
and  in  August.  1891,  was 
appointed  superintendent 
of  terminals  of  the  Louis- 
ville &  Nashville  at  Lou- 
isville. Ky..  holding  that 
position  until  March.  1892. 
when  he  became  superin- 
tendent of  terminals  of 
the  same  road  at  St. 
Louis.  Mo.  In  November. 
1895,  he  severed  his  con- 
nection with  the  Louis- 
ville &  Nashville  to  accept  a  position  as  vice-president  and  general 
manager  of  the  Terminal  Railroad  Association  of  St.  Louis.  This 
position  he  retained  until  May  1.  1900.  when  he  was  asked  to 
accept  the  position  of  vice-president  of  the  Interborough  Rapid 
Transit  Company  and  of  the  Rapid  Transit  Subway  Construction 
Company,  of  New  York.  Upon  accepting  this  position  Mr.  Bryan 
worked  out  the  present  plan  of  organization  for  the  operating 
force  and  directed  the  work  of  the  engineering  force  which  had 
charge  of  the  equipment  of  the  Interborough  lines  for  operation. 
Mr.  Bryan  was  elected  president  of  the  Interborough  Rapid  Transit 
Company  on   January  23,   1907. 

Obituary. 

T.  L.  Vanderslice.  formerly  counsel  for  the  Philadelphia  Rapid 
Transit  Company,  veteran  of  the  civil  war  and  well  known  as  a 
corporation  lawyer,  died  suddenly  in  Philadelphia  on  January  27, 
from  heart  disease,  aged  65  years.  He  was  born  in  Chester  county. 
Pa.,  near  Valley  Forge,  on  July  22.  1841,  and  was  educated  in  the 
common  schools  of  Chester  and  Montgomery  counties.  For  several 
years  he  was  attorney  for  the  Baltimore  &  Ohio  Railroad. 


Edward    P.    Bryan. 


Springfield  Troy  &  Piqua  Increases  Wages. — The  employes  of 
the  Springfield  Troy  &  Piqua  Railway,  of  Springfield,  O.,  have 
been  granted  an  increase  in  wages  from  20  to  22%  cents  an  hour. 

Cincinnati  Street  Railway. — The  Ohio  supreme  court  has  de- 
cided that  whenever  the  railway  desires  to  do  so  it  has  the  right 
to  abandon  the  portion  of  its  line  in  Winton  place  which  passes 
over  Winton  and  Gray  roads  north  of  Epworth  avenue  to  the 
north  entrance  of  Spring  Grove  Cemetery.  The  company  held  that 
it  has  the  right  to  abandon  this  line  under  a  clause  of  its  ordi- 
nance. The  village  and  the  cemetery  association  brought  suit  on 
the  ground  that  this  clause  was  invalid  and  asked  to  have  the 
court  force  the  company  to  renew  the  former  15  minute  daily 
schedule. 

Suit  for  Damages  Against  Chicago  Elevated  Loop. — Alleging 
that  the  operation  of  elevated  trains  in  Fifth  avenue  has  damaged 
his  buildings  to  the  extent  of  J125.00C,  Henry  Strong,  a  real  estate 
owner,  has  instituted  suit  in  the  superior  court  for  that  amount 
against  the  Union  Elevated  Railroad  Company  and  the  four  ele- 
vated railroad  companies.  Mr.  Strong's  petition  avers  that  his 
two  buildings  situated  at  165  and  1S3-1S5  and  1ST  Fifth  avenue, 
are  valued  at  $300,000  and  that  since  the  erection  of  the  elevated 
structure  in  April,  1S96,  the  buildings,  which  aie  used  for  offices 
and  mercantile  purposes,  have  been  greatly  damaged  by  the  vibra- 
tion caused  by  the  rapid  running  of  the  heavy  trains  past  his 
property.  It  is  contended  that  because  the  noise  occasioned  by 
the  passing  trains  of  cars  it  is  difficult  to  obtain  the  most  desir- 
able tenants.  Because  of  the  erection  of  large  iron  girders  sup- 
porting the  structure  he  fears  that  if  a  fire  attacked  his  buildings 
firemen  would  be  hampered  in  their  work,  resulting  in  great  loss 
to  him.  The  steel  columns  prevent  free  ingress  and  egress  of 
the  building,  it  ir;  declared.  The  buildings  are  six-story  structures 
and  were  erected  some  years  before  the  elevated  loop. 


February  2. 1907. 


ELECTRIC     RAILWAY     REVIEW 


]il 


Financial  News 


American     Light  <&.     Traction     Company. — The    directors    have 

red    the    regular  ciuarterly    dividends   of    114    ',                     a    the 

preferred    -  on    the   common    stock,    payable 

February    1. 

Appleyard   Traction  Companies  npson,  judge  of  the 

Unit-        -  ti.    has    issued    orders    for 

the    final    payment    of   a    balai.  to    holders    of    claims 
aggregating   $2 

Aurora     Elgin    &    Chicago    Railroad.-': 
cemt  •  '   wi'h   $91 

In  D-  in  increase  of  I  I'M   per  cent.     For 

the  six  months   ending  December  31  gross  earnings  S9.65. 

an   In  r  cent  over  the  corresponding 

per:  The   figures,   with  comparisons,   are  as  follov. 

December,  December,     Sixmos.,       Six  m 

1905. 
Gross  I  193.09 

Open,-  363.800.99       321  ! 

r.ings     $43,634.26     $40,181.35     $336,288.66     3307,401.04 

Total    Interest     chart 

and  04       156.695.13       146.643.21 

Surplus     317,448.16     $15,731.31     $179,593.53     $160,757.83 

Boston    Elevated    Railway. — !  to   consolidate   with   the 

I    from   tli'  setts 

ill   issue  preferred  stock  In   ex- 

-t    End   company   stock.     The   West    End   company 

under   a   lease   by   the   Boston 

Chicago  &.  Western  Indiana  Traction  Company. — The  com- 
pany ly  the  American  Engineering  Com- 
pany, of  Indianapolis,  which  it  is  announced  will  build  the  road 
from  Wilson  has  been  elected 
lent  and  Edward  H  Barrows,  secretary-treasurer,  both  of 
Indianapolis. 

Chicago    South    Bend   4    Northern    Indiana    Railway.  -This   com- 
I  ;."i;ii'  '1    ii.    Indiana    with    a    capital    stock    of 
if   which   $5,000,000  is  common   stock  and   $2,500,000    pre- 
Northern  Indiana  Railway,  including  the 
ma   of  South   Bend,   Goshen,   Elkhart,    Laporte, 
waka,   and   the  lines  between  Goshen  and 
Soutl  >"   Michigan   City.      It   Is  announced 

that  the  company  will  build  from  South  Bond  to  Michigan  City  and 
go.     It  Is  reported  that  the  Interests  which  formed  the  com- 
pany  are   negotiating   for   the   Chicago   Lake   Shore   &   South   Bend 
my,  which  is  under  construction  In  Laporte  county  and  is  to 
be  built   from   South   Bend  to  Chicago,   if  the  plans  of  the  owners 
The  officers  of  the  Chicago  South  Bend  &  North- 
ern Ii  President,  Charles  A.  Dleterlch,  New  York; 

•  I  "•  k     Lafayette,   Ind.;   treasurer,    Alfred 

fork;   secretary  and  general   manager.    Samuel 

T.    afurdock,    I  Ind.      The    incorporators    Include    Randall 

kforga  i    Hugh   .1.    McCJowan,   Indianapolis,   of   the 

i     layering  Jones  of  the   Ft.   \\ 
Valley    Traction    Company,    and    the    Lexington 
ny;    Thomas    B7.     Kratz.    of    the    Evansvllle 
Topertlee;   Joseph    Mayer,    "f   the   Buffalo   &    Like   Erie 
Trai  •  and    a    number    of    Indiana    associates.      The 

!  to  the  Central  Trust  Company 
100,000  first  mortgage 

.11,000    will    ' 

m|    til-'    Northern    Ind 

Covington    &    Southwestern    Railroad.— William    ■;      Kill     i 

f    In- 
•  '1.000. 
Ind. 

Forest  City  Railway.—  I 

•  k    Is    J-'," 
oso. 

Grand    Rapids    'Mich.)    Railway. 

\     < :     lli 

■ 

Hagerstown    Railway- 
Illinois  Traction   Company. —  I 


earn.  '.'52.33.    an    iner.  The   flg- 

30ns    are   as    follows: 
December,     Decemb 

1906  1906.  1903. 

earnings.  .  .  .$303,164.9  I      I 
Net     earnings 133.385.46       120.117.61       1,361,962.33       1,134,9 

Interborough    Rapid    Transit    Company. — The    special    franchise 
on    the    Manhattan   Railway  for  inclusive, 

amounting   to   33,170,141.71    has   been   paid   to   the   city   comptroller 
r    fork.     There  is  still  pending  some  litigation  regarding  the 
tax   on    franchises  and  the  Manhattan   company  Sled  a    i 
test   '.  its  rights.     The   payment,    however,    disposes   finally 

of  the  claim  of  the  city  against  the  property  and  special  Irani 
of   the    company. 

Interstate  Railways  Company. — John  A.  Rigg,  tin-  president. 
announces  that  the  Philadelphia  Bristol  .c-  Trenton  Street  Railwaj 
Company   has   been   purchased.     The   Int.  npany 

owns  practically  the  entire  stock  of  the  United  Power  &  Trans- 
portation Company.     It  is  announced  that  a  lino  will  be  built  over 

Delaware  river  at  Morrlsvtlle  to  connect  tin  Philadelphia  Brls- 
Trenton  with   the  Trenton   (N.   J.)    -  ipany. 

Which    is    controlled    by    the    same    inter- 

Kansas  City  Railway  &  Light  Company.— doss  earning 
December  amounted  to  $499,631  as  compared  with  sl!7  : 
Decon  an   increase  of  $51,833  or  11.6    | 

■rare    3244.102    against    $211,183,    an 
or   16.6   per  cent     After   the  payment   ol  nd   Interest,   the 

surplus  amounti 

for  the  seven  months  ended  En  amounted 

to   $3,372,621.    an    increase   of   $328, 5S3   or   10.7    per   Cei  I       Op< 

is  compared  with   $1,474,680,   Ii 
$184,142   or   12.4   per   cent.     The   final   surplus    after   the   payment 
of    taxes    and    interest    was    $696,282.    a    gain    of    $85,722    or    14    per 
cent  over   the   corresponding  period   of  the   previous   year. 

Lebanon-Thorntown  Traction  Company. — The  stockholders  have 
lowing    officers    and    directors       President,    J.    W 
Demi  ent,  Robert  P    W K  Indian- 

secretary-treasurer,  Frank  M    Reed,   In 
.1    W.  Dempsey,  Robert  P.  Woods,  p    m.   Reed,  Mrs    A    s    Atkinson 
and    Mrs.    B     I>     Wood-. 

Lexington    &.    Interurban    Railway-   The    annual    meeting    was 
on  Januarj  imden,  n.  J.  and  the  following  directors 

Louis   Des  Joseph    M     Bkaln,   J.    R,   Moi 

H  '■  stoii,  D.  F.  Frazee.  w.  .1.  Loughrtdge,  Desha  Breckln- 
.i    C.  Noel,  George  n.   B.  Martin,  .i    i  Jones    Fredei 

dler,    Perry   m     i  ■,  Richard    I     Cook,    Bayard 

John  Blair  McAfee  and 

Lima  Electric  Railway  <£.  Light  Company.— Suit  has  been  start- 
•  'i  bj    the  city  a  franchl 

to    the   company    t"    opera! i    Bel 

Lowell    &    Fitchburg    Street      Railway.     Permission      has      < 
its  railroad  commission!  ■ 
dditlonal  capita]   stock  to  In  taking  u  debt 

and   for  additions  and   Impv 

Memphis    Street    Railway.     George    M  hn    Brand    and 

R.   P.   Hallo. k.    who  own    IT",   shares,    have   Baked   foi  .    and 

an    Injuncii  train    the    proposed    merger   with    the   Amer- 

Ratiway  A   Light   Company,  company  char- 

laws, 

Menominee    <£.    Marinette    Light    &.    Traction    Company.— At    the 
annual    meeting    on    January    it.    the    following    oil 
'  I" '  ''  ■      '  nt.  8.   M    Bti  phen 

son;  Edward    i  tanli  I,   ail   ..r   Menominee 

Mich  Barry  J  sai  Inert'  .   wis       Tin 

s     \i     SI 

W.    8.    I  II      c      M.-rryn. 

Metropolitan  West  Side  Elevated  Railway.  \  quarterly  divi- 
dend   "f       I     "f     I 

ii    (h"    Int.  • 
Milwaukee    Electric    Railway    &    Light    Company.— The    annual 

Mllwa  ,|„:,.. 

New    London    A.    East    Lyme    Street    Railway.     Application    will 

Newtown     Electric     Street     Railway.— i 
Norfolk   A.    Portsmouth   Traction   Company. - 

Philadelphia    Rapid    Transit    Company      Thi     Btra 

1 

■ 


172 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  5. 


Rapid  Transit  Company  favored  an  adoption  of  the  merchants' 
plan,  but  it  was  thought  best  to  take  no  definite  action  until  the 
Trades  League  was  heard  from.  The  municipal  authorities  may 
formulate   still   another  plan. 

Ottawa  (Ont.)  Electric  Railway. — Gross  earnings  for  the  year 
1906  compare  with  previous  reports  as  follows: 

1906  1905  1904  1903 

Gross    receipts    $525,746.50     $449,633.97     $384,939.64     $34S,88S.78 

Total  expenses  (in- 
cluding mileage  pay- 
ments and  bond  in- 
terest)        345.062  23       305.757.57       275,840.98       254.346.96 

Net  profit    180.684.26       143,876.40       109.098.66         94,541.82 

Passengers    carried....  11.408,422        9,891,311        8,717.205        7,911,718 
Percentage   of   operat- 
ing  expenses    to   re- 
ceipts             57  8-10  59  4-10  62  618-10 

T.  Ahearn,  the  president,  says  in  his  report:  "The  tracks  on 
Sussex  street  and  Gladstone  avenue  will  be  re-laid  with  heavy 
rails  this  year. 

"A  number  of  closed  and  open  cars  were  added  to  the  com- 
pany's equipment,  and  additional  cars  have  been  ordered  to  meet 
the  demands  of  increasing  traffic. 

"The  popularity  of  the  company's  park  at  Britannia-on-the- 
Bay  was  further  demonstrated  during  the  whole  year.  It  is  in- 
tended to  pave  the  promenade  of  the  main  pier  with  asphalt  or 
bitulithic,  and  to  extend  its  outer  end  a  distance  of  150  feet." 

Portsmouth  Street  Railroad  &  Light  Company. — At  the  recent 
annual  meeting  the  following  officers  were  re-elected:  President, 
Levi  D.  York;  vice-president  and  general  manager,  Raymond  D. 
York;  secretary  and  treasurer,  H.  H.  Higgins,  all  of  Portsmouth,  O. 

Rochester  Syracuse  &  Eastern  Railroad. — Permission  has  been 
given  by  the  State  Railroad  Commission  to  issue  $3,000,000  first 
mortgage  5  per  cent  bonds  to  pay  for  an  extension  to  Syracuse 
and  for  other  purposes.  These  bonds  are  part  of  an  authorized 
issue  of  $7,500,000,  of  which  $2,000,000  have  been  issued  previously. 

Stark  Electric  Railroad. — The  officers  and  directors  were  re- 
elected at  the  annual  meeting  of  stockholders,  as  follows:  Presi- 
dent, C.  R.  Morley.  vice-president,  David  Morison;  secretary,  E.  S. 
Cook;  treasurer,  E.  Wiebenson;  directors,  the  officers  and  Frank 
Strauss,   William  Grief  and  R.  A.  Brown. 

Toledo  &  Western  Railroad. — The  company  has  taken  over 
the  Adrian  (Mich.)  Street  Railway  and  will  it  is  announced,  im- 
prove the  property. 

Toledo  Port  Clinton  &  Lakeside  Electric  Railway. — The  fol- 
lowing directors  have  been  elected:  A.  A.  Klauser,  Theodore 
Schmidt,  H.  R.  Klauser,  G.  W.  Luckey,  E.  A.  Powers,  L.  E.  Flory, 
William   Miller. 

United  Railways  Company  of  St.  Louis.— For  the  year  1906 
gross  earnings  amounted  to  $9,113,622,  a  gain  of  $683,307  over  the 
previous  year,  or  8.1  per  cent.  Operating  expenses  increased  $209,- 
124,  leaving  an  increase  in  net  earnings  for  the  year  of  $474,183. 
The  figures  for  December  and  for  the  year  1906,  are  as  follows: 

December,  Year 

1906.  1906. 

Gross   earnings    $780,823  $9,113,622 

Operating   expenses    397, 19S  4,623,990 


Manufactures  and  Supplies 


Net   earnings    $383,625 

Taxes    27,351 


Surplus     $356,274 

Other   income    1.692 


Total    income    $357,966 

Fixed  charges    198,026 


Balance     $159,940 

Depreciation     39,041 


Balance  for  dividends $120,898 

Preferred  dividends    54,097 


$4,489,632 
487,741 

$4,001,891 
32,726 

$4,034,618 
2,377,477 

$1,657,141 
455,681 

$1,201,460 
649,160 


Surplus     $66,801  $552,300 

The  stockholders  re-elected  at  the  annual  meeting  the  follow- 
ing directors:  John  I.  Beggs,  James  Campbell,  Murray  Carleton, 
Robert  McCulloch,  C.  H.  Huttig,  H.  S.  Priest,  W.  V.  N.  Powelson, 
Festus  J.  Wade,  St.  Louis;  George  R.  Sheldon,  C.  W.  Wetmore 
and  C.  D.   Smithers,   New   York. 

Washington,  D.  C,  Railway  &  Electric  Company. — At  the  an- 
nual meeting  in  Washington  on  January  19  the  following  officers 
were  re-elected:  Allen  L.  McDermott.  president;  George  H.  Har- 
ries, vice-president;  H.  F.  Ham,  treasurer  and  assistant  secre- 
tary, and  Frederick  J.  Whitehead,  secretary  and  assistant  treas- 
urer. The  directors,  who  were  all  re-elected,  are:  Allan  L.  Mc- 
Dermott, George  W.  Young,  George  H.  Harries,  George  Trues- 
dell,  R.  T.  W.  Duke,  Jr.,  John  T.   Dawson,  and  James  B.  Lackey. 

Western  Ohio  Railway. — Gross  earnings  for  the  six  months 
ended  on  November  30  were  $219,461.88,  and  operating  expenses 
were  $115,117.87,  leaving  net  earnings  of  $104,344.01.  The  percent- 
age of  operating  expenses  to  gross  earnings  was  52.4. 

Wllkesbarre  &  Wyoming  Valley  Traction  Company. — At  the 
recent  annual  meeting.  President  John  A.  Rigg,  of  Philadelphia, 
and  the  other  officers  and  directors  were  re-elected. 

Winnipeg  Electric  Street  Railway. — The  following  directors 
were  re-elected  at  the  annual  meeting:  Sir  William  Van  Home, 
William  McKenzie,  William  Whyte,  D.  D.  Mann.  A.  M.  Nanton,  D. 
B.  Hanna,  G.  Morton  Morse,  R.  J.  Mackenzie  and  Hugh  Suther- 
land. 


ROLLING    STOCK. 


Butler  Passenger  Railway,  Butler,  Pa.,  has  placed  an  order 
for  one   single-truck  car. 

Coal  Belt  Electric  Railway,  Marion.  111.,  has  ordered  three 
large  cars   from  the  St.   Louis  Car  Company. 

Jacksonville  Electric  Company,  Jacksonville,  Fla..  has  ordered 
eight  double-truck  cars  from  the  J.  G.  Brill  Company. 

Toledo  &  Western  Railway,  Toledo,  O.,  has  ordered  2  double- 
truck  interurban  cars  from  the  Niles  Car  &  Manufacturing  Com- 
pany. 

Omaha  &  Council  Bluffs  Street  Railway,  Omaha.  Neb.,  will 
place  an  order  shortly  for  35  heavy  double-truck  cars  for  delivery 
about  September  1. 

Pennsylvania  is  reported  to  have  ordered  21  passenger  coaches 
for  use  on  its  West  Jersey  &  Seashore  line.  The  cars  will  be 
driven   by   200-horsepower  motors. 

Brooklyn  Rapid  Transit  Company,  Brooklyn.  N.  Y..  has  pre- 
pared specifications  for  100  elevated  cars  in  addition  to  the  100 
surface  cars  mentioned  in  our  issue  of  January  12. 

Forest  City  Railway,  Cleveland,  O.,  has  announced  through 
A.  B.  Du  Pont,  president,  that  it  will  at  once  order  50  new 
cars  for  city  service,  a  special  feature  of  which  will  be  a  large 
rear  platform. 

Northern  Electric  Company,  Chico.  Cal.,  has  ordered  from  the 
Niles  Car  &  Manufacturing  Company,  10  interurban  cars  56  feet  in 
length;  from  the  St.  Louis  Car  Company,  4  interurban  cars  56  feet 
long  and  from  the  Cincinnati  Car  Company  3  combination  inter- 
urban cars  56   feet  in  length. 

Spokane  &  Inland  Empire  System,  Spokane.  Wash.,  will  soon 
place  orders  for  12  Brill  type  passenger  coaches  and  50  flat  cars. 
An  order  has  been  placed  with  the  Seattle  Car  &  Manufacturing 
Company  for  250  box  cars  40  feet  in  length  and  of  80.000  pounds 
capacity   for   delivery   prior   to   July   31,    1907. 


SHOPS   AND  BUILDINGS. 


Richmond  &  Chesapeake  Bay  Railway. — This  company  has  let 
a  contract  to  W.  A.  Chesterman  for  the  construction  of  a  terminal 
station,  67  by  146  feet,  at  Broad  and  Laurel  streets,  Richmond, 
Va.,  to  be  completed  by  May  22.  The  station  is  to  be  of  light 
brick,  with  stone  base  and  metal  cornices.  Noland  &  Baskerville 
are  the  architects.  C.  P.  E.  Burgwyn,  chief  engineer,  Rich- 
mond,  Va. 

Tacoma  Railway  &  Power  Company. — This  company  is  erect- 
ing five  passenger  stations  along  its  American  Lake  line,  between 
South  Tacoma  and  the  lake.  The  stations  will  be  16  by  20  feet, 
of  the  bungalow  type. 


TRADE  NOTES. 


John  Davis  Company,  of  Chicago,  has  just  shipped  three  26- 
inch  and  two  22-inch  "Hochfeldt  Eclipse"  relief  valves  to  one  of 
the  Utah  Copper  Company's  plants  of  the  American  Smelters 
Securities  Company,  at  Salt  Lake  City,  Utah. 

Vulcan  Iron  Works  Company,  Toledo,  O.,  has  received  an  order 
from  the  Washington  Baltimore  &  Anapolis  Electric  Railroad  for 
a  large  steam  shovel  and  from  the  Wisconsin  Central  for  a  60-ton 
steam  shovel  for  work  at  Prentiss  Junction,  Wis. 

John  B.  Watson,  Philadelphia,  has  taken  larger  offices  and 
moved  from  515  to  531  Drexel  building.  Mr.  Watson  is  well  known 
in  the  contractors'  equipment  line,  making  a  specialty  of  second 
hand   steam   shovels,    locomotives,   cars   and   relaying   rails. 

Westinghouse  Electric  &  Manufacturing  Company,  Pittsburg, 
has  had  plans  prepared  for  a  warehouse  to  be  built  at  the  north- 
east corner  of  Morgan  and  Thirty-sixth  streets,  Chicago.  It  will 
be  a  4-story  structure.  80  by  100  feet,  of  fireproof  steel  construc- 
tion, concrete  foundation  with  concrete  and  brick  exterior,  steam 
heat  and  to  cost  $75,000. 

Otto  Raymond  Barnett,  1515  Monadnock  Block.  Chicago,  will 
succeed  the  firm  of  Raymond  &  Barnett  which  was  dissolved  on 
January  11  on  account  of  the  death  of  James  Henry  Raymond.  Mr. 
Barnett  will  make  a  specialty  of  the  law  of  patents,  trade  marks, 
corporations  and  copyrights,  being  assisted  by  Parker  H.  Truman, 
formerly  with  the  firm  of  Parker  &  Carter. 

H.  Walton  Heegstra,  for  some  time  past  advertising  manager 
of  the  Western  Electric  Company,  has  severed  his  connection  with 
that  company.  Mr.  Heegstra's  experience  with  all  branches  of 
advertising  covers  a  period  of  eight  years,  most  of  which  time 
was  spent  in  the  east.  His  broad  experience  will  doubtless  enable 
him  to   form  a  connection  of  mutual  advantage. 

O.  M.  Edwards  Company,  of  Syracuse,  N.  Y.,  maker  of  the 
Edwards  Window  fixtures,  shade  rollers,  sash  balances  and  exten- 
sion platforms,  has  outgrown  its  own  quarters  and  has  moved 
into  a  new  building  erected  for  its  sole  use.  The  new  structure  Is 
built  on  what  is  known  as  the  Salt  Lands,  which  has  been  a  gov- 
ernment reservation  and  is  practicallly  in  the  heart  of  the  city. 
It  is  close  to  all  of  the  railway  lines  entering  the  town.     The  plant 


February  2, 1907. 


ELECTRIC     RAILWAY     REVIEW 


173 


has  150.000  square  feet  of  floor  space  and  is  one  of  the  most 
complete  in  the  country,  devoted  to  the  making  of  railway  sup- 
plies, the  products  requiring;  as  widely  varying:  departments  as 
those  of  sewing:  room  and  a  brass  foundry.  All  the  buildings  and 
fittings  are  of  the  latest  design,  beinfi  thoroughly  fireproof  and 
fitted  with  the  most  modern  machinery. 

Lord  Electric  Company.  9"4  Fuller  Building,  New  York  City, 
installed  about  IS  months  ago  several  hundred  soldered  bonds  on 
the  track  of  the  International  Railway  Company,  of  Buffalo.  A 
number  of  these  bonds  were  recently  subjected  to  test  by  H.  L. 
Alack,  superintendent  of  line  of  the  International  Railway  Com- 
pany, and  were  found  to  be  in  perfect  condition. 

American  Car  &  Foundry  Company  has  had  plans  prepared  by 
Baxter  &  O'Dell.  1024  Hammond  building,  Detroit.  Mich.,  for  a 
millwright  shop  to  be  erected  at  the  corner  of  Ferry  avenue  and 
Russell  street.  Detroit.  This  will  be  a  3-story  and  basement  build- 
ing. 40  by  SO  feet,  of  brick  construction,  with  Bedford  limestone 
trimmings,  composition  roof  and  electric  lighting.  Bids  will  be 
received  by  Baxter  &   O'Dell. 

Fairbanks,  Morse  <£.  Co.,  Chicago,  manufacturers  of  gas,  gaso- 
line and  electric  engines,  hand  cars,  etc.,  have  purchased  property 
at  Ninth  and  Harney  streets.  Omaha,  Neb.,  upon  which  they  pro- 
pose to  erect  a  warehouse.  It  will  be  a  6-story  building.  66  by  132 
feet,  of  concrete  construction  and  is  estimated  to  cost  $80,000. 
W.  F.  Norman.  1102  Farnam  street.  Omaha,  who  is  the  manager 
of  the  Omaha  office  of  this  company,  will  have  charge  of  the  work. 

F.  P.  Harrison  Electric  &.  Manufacturing  Company,  of  New 
Tork,  has  just  sent  a  large  shipment  of  Deltabeston  armature 
and  field  coils  to  the  Yorkshire  Tramways  Company,  Liversledge, 
England,  and  another  shipment  to  the  Australian  Natal  Govern- 
ment, Sidney,  Australia.  The  company  has  also  received  a  large 
order  for  Deltabeston  armature  and  field  coils,  amounting  to 
more  than  $6,000.  from  the  Pacific  Electric  Railway  Company, 
Los  Angeles,  Cal. 

Advance  Equipment  Company,  Incorporated,  West  End  Trust 
building,  Philadelphia,  makes  a  specialty  of  furnishing  contractors 
plant,  both  new  and  second  hand  and  is  in  position  to  furnish 
materials  promptly.  The  company  handles  the  Monarch  Road 
Roller  Company's  products.  This  road  roller  passes  the  specifica- 
tions and  requirements  of  the  state  engineers  and  the  highway 
department  officials  of  many  states.  It  also  represents  in  the  east 
the  Municipal  Engineering  &  Contracting  Company,  manufacturers 
of  the  Chicago  improved  cube  concrete  mixer. 


ADVERTISING   LITERATURE. 


Crandall  Packing  Company,  Palmyra,  N.  Y. — A  complete  cata- 
logue and  price  list  of  the  Improved  steam,  ammonia  and  hydrau- 
lic packings  manufactured  by  this  company  Is  presented  in  an 
80-page  publication. 

Abrasive  Material  Company,  Philadelphia,  Pa. — A  substantial 
catalogue  has  been  Issued  by  this  company  for  use  during  1007. 
It  presents  Information  about  the  grinding  wheels  made  by  the 
company  together  with  many  useful  tables  for  the  machinist 
and  drawings  of  various  types  of  special  wheels  made  by  this  com- 
pany for  industrial   concerns. 

Ball  Engine  Company,  Erie,  Pa. — A  small  pamphlet  Issued  by 
this  company  calls  attention  to  the  fact  that  this  is  the  twenty- 
fifth  year  of  Its  existence  and  describes  a  number  of  the  engines 
manufactured  by  It.  One  of  these  engines  Is  a  Corliss  with  pat- 
ented valve  motion  with  low  clearances,  by  means  of  which  econ- 
amy  Is  obtained  and   a  high  rotative   speed   is  permitted. 

Crescent  Machine  Company,  42  Main  St.,  Leetonia,  O. — The 
latest  catalogue  of  this  company  presents  a  full  list  with  an  ade- 
desTlptlon  of  Its  various  wood- working  machines.  One  of 
the  types,  a  32-lnch  band  saw.  has  recently  been  redesigned  and  a 
number  of  new  features  added.  The  machine  Is  made  particularly 
for  general  planing  mill  use  and  the  company  states  that  It  has 
proven   satisfactory  In   general   service. 

Hayes  Track  Appliance  Company,  Geneva,  N.  Y. — This  company 
manufactures  lifting  derails,  a  distinctive  pattern  of  a  device 
which  Is  essential  for  the  protection  of  the  grade  crossings  of  one 
railroad  by  another  and  as  a  safeguard  in  other  Instances.  The 
company  has  recently  made  a  number  of  Improvements  In  the 
models  of  Its  device  and  an  eight-page  illustrated  pamphlet  tells 
what  the  Improvements  are  and  why  they  Improve. 

Wallace-Coates   Engineering  Company,  Inc.,  355   Dearborn  street, 

Chicago. — A    well-printed    and     lie  iily-arranifirl     pamphlet    of    this 

■any  outlines  Its  organization   and   scope  of  work.      The   execu- 

Harold   i'.  Wallace,   formerly  ohlef 
•  r   the    Illinois   Central   I:  >i   third    vice-president  J. 

New  York;   Frank  R.  Coates.  formerly  chief  cngl- 
'.reat    Western    Railway    and    vi  nomas 

nresl- 

Propettlea    Co  New    Fork,    formerly   general 

manager   Illinois    Central    Railroad 
Cann;  Smith,  law.    and    Theodore    W.    Snow. 

.'   makes  ■ 
Inatlon*.    t  Harrises    Investne  and    trust 

<   and    reports   on    proposed    and 
Istlng    linen   and    terminals   for   steam    and    electrical    railway 
panics:  makes  examinations  and  reports  for  construction  companies 
■ad   o  Utlee   for    municipalities.     Anot 

of   the   company's   W01  ruination    of   expenses   for 

steam    rnllronds.    electric    railways    and    construction    companies. 


ADDITIONAL     EQUIPMENT     FOR    THE    WEST    JERSEY    & 
SEASHORE. 

Because  of  the  increased  traffic  on  the  Camden-Atlantic  City 
electric  line,  it  has  become  necessary  to  add  to  the  present  rolling 
stock  some  21  cars.  Both  the  new  cars  and  the  generating  ap- 
paratus necessary  to  care  for  the  extra  load,  are  similar  to  the 
present  equipment.  Each  of  the  cars  will  be  driven  by  a  GE-69 
(200-hp.)  double  motor  equipment  and  will  be  fitted  with  the 
Sprague-General   Electric   Type-M   control. 

At  the  Westville  power  house  a  fourth  2,000-kw.,  6,600-volt. 
25-cycle.  three-phase,  Curtis  steam  turbo-generator  will  he  in- 
stalled. Additional  boiler  capacity  with  the  necessary  condenser 
and  feed  pumps,  switchboards,  etc.,  will  also  form  a  part  of  the 
new  equipment,  as  well  as  a  75-kw.,  125-volt,  horizontal  Curtis 
steam  turbo-generator  for  excitation  purposes.  Three  extra  700- 
kw..  air-blast  transformers  will  step  up  the  generator  voltage  to 
33,000  volts  for  transmission. 

Six  1,000-kw.  rotary  converters  will  be  distributed  in  the  sub- 
stations. The  accompanying  air-blast  transformers  for  these 
machines  have  a  capacity  of  370  kw.  each,  three  being  installed 
with  each  rotary.  The  Pennsylvania  Railroad  has  ordered  all 
the  additional  apparatus,  as  outlined,  from  the  General  Electric 
Company,  which  also  furnished  and  installed  the  initial  equip- 
ment. 


A    PRACTICAL    GRINDER. 


The  compact  and  durable  grinding  machine  illustrated  here- 
with is  designed  for  a  great  variety  of  uses  and  In  various  sizes 
according  to  the  nature  of  the  work  to  be  done.  Its  portability 
makes  it  of  value  as  a  time  saver  where  tools  and  drills  requiring 
constant  sharpening  are  in  use.  The  grinding  wheel  is  of  alun- 
dum,  manufactured  by  the  Norton  Grinding  Company.  The  frame 
is    of    cast-iron,    designed    for    strength,    and    the    spindles    are    of 


Practical    Tool    Grinder. 

ed  steel.    Each  wheel  can   i  i  and  easily  repla i 

in  case  of  breakage       A  speed  of  .1 'evolutions  per  minute  can 

i  ied,    Insuring   rapid  cutting,   ami   it   is  said   that   Its  work 
i     that    ,,i    .i     rrlnd  b me 

I.-]-,    the   Royal   Manufacturing   C pany,   Lan- 

r,    Pa.,    stall's    that    the   machine    ba      bei  D    found    especially 
trie    railway    shop    and    ma 
ami   one  superintendent   states   that   the   grind'  them 

The  same  type  oi  la  arranged  for 

i  '   i    mounting  a  By- 

wheel   on   the  grlndlng-dlsc   shaft. 


THE     USE    OF    DOSSERT    JOINTS. 


New     York    City,    were    exhibitors    at    the 
ItiOD    In    Chicago.      Thin 
manul  ■      ■     '  mannei    oi 

rlcal  Joints   between   cabli      and   soldered    wins      Mr    I 

Iblted,  besld       i  he  well- 

knov.  i 

would    be    neoessary    when    turning    sb 

n    i     stated    thai    thi 
has    adopted    the    D  Its    new    wort 

thai  R  i»  now  using  -  as  and  oabli    tap 

as  well  ns  thi  'i  mechanical   tolnts  op  to   1,00 

lar  mils  in  oapaclty,     it  Ih  also  stated   I 

I      '      '  TS. 

Home   of   I  is  Of   this   OOttl] 

ntiy  been  placed  are  as   follows:      I  pa  of  pot- 


Hi 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  5. 


head  connector  by  the  use  of  which  high-tension  cables  emerging 
from  a  pot-head  may  so  be  joined  to  the  inside  wiring  that  they 
are  easily  disconnected;  combination  fuse-box  plugs,  of  which 
more  than  125,000  are  in  use  by  the  Brooklyn  Edison  Company; 
special  double  cable-taps  used  with  jumpers  for  the  Bridgeport 
Electric  Traction  Company;  special  bonding  connectors  used  by 
the  New  York  Central  &  Hudson  Riyer  Railroad,  and  a  type  of 
insulated  motor-lead  connector,  which  lias  found  general  favor, 
is  used  in  large  numbers  by  the  Philadelphia  Rapid  Transit 
Company.  This  list  of  products  will  serve  to  show  how  the 
Dossert   type  of  joint  may  be   used   for  all  classes   of  work,   from 

connecting    ground     wire?     with     iron     pipe    to    splicing    1,000. I  - 

circular   mil    cables. 

The  Western  Electric  Company  at  its  Hawthorne  plant 
recently  made  a  comparative  test  to  learn  the'  relative  merits  of 
a  1,000,000-circular  mil  two-way  Dossert  solderless  connection  and 
the  common  form  of  soldered  copper  sleeve.  As  regards  time,  the 
mechanical  connection  was  made  in  20  minutes  while  the  joint 
with  a  copper  sleeve  required  four  hours  for  making.  A  test  for 
conductivity  showed  the  mechanical  connection  to  have  a  loss  of 
.05  per  cent  compared  with  a  loss  of  .30  per  cent  for  the  soldered 
joint.  The  mechanical  joint  also  saved  more  than  two  feet  of 
cable,  the  cost  of  which  was  said  to  equal  that  of  the  joint 
itself.  As  a  result  of  these  tests  the  Western  Electric  Company 
has  adopted  this  type  of  connection  for  use  on  its  various 
products. 


SOME     EXHIBITS    AT    THE    CHICAGO    ELECTRICAL    SHOW. 


In  previous  issues  of  the  Electric  Railway  Review  mention  has 
been  made  of  the  very  interesting  collection  of  exhibits  recently 
shown  at  the  Coliseum  in  Chicago.  Among  the  exhibits  that  were 
of  special  interest  to  electric  railway  interests  and  which  as  yet 
have   not   been   mentioned   in   these  columns  were   the  following: 

The  American  Steel  &  Wire  Company  had  a  very  attractive 
display,  including  many  of  its  large  number  of  products  which  are 
in  general  use  in  the  electric  railway  field,  such  as  pin-driven 
and  other  types  of  rail  bonds,  copper  and  steel  wire,  cables  and 
many  of   the  smaller   products  such  as  springs,    etc. 

The  Albert  &  J.  M.  Anderson  Manufacturing  Company  in- 
cluded in  its  display  sample-boards  exhibiting  this  company's 
standard  overhead  fittings.  In  its  booth  was  shown  the  Anderson 
third-rail  bracket  for  supporting  the  underrunning  type  of  third 
rail.  With  this  type  of  bracket  the  head  of  the  rail  is  rigidly 
held  by  a  malleable-iron  support,  insulation  being  provided  by 
using  the  well-known    "Aetna"    material. 

A  number  of  typical  designs  of  clay  conduits  suitable  for  sin- 
gle and  multiple-duct  work  were  exhibited  by  the  American 
Sewer  Pipe  Company.  These  products  are  designed  and  finished 
in  such  a  way  as   to  adapt  them  for  heavy  cable-work. 

The  following  well-known  supplies  for  general  wiring  and 
electrical  use  were  exhibited  by  the  Central  Electric  Company: 
Okonite  wire.  Columbia  incandescent  lamps,  Deltabeston  magnet 
wire,  D  &  W  fuses,  cut-outs,  subway  and  transformer  boxes,  Edi- 
son batteries  and  fan-motor  outfits,  Knowles  high-tension  insu- 
lators. Okonite  and  Mason  tapes  and  various  styles  of  arc  and 
incandescent   lamps   with   reflectors. 

The  Chicago  Pneumatic  Tool  Company.  Chicago,  displayed  an 
interesting  line  of  portable  electric  tools  in  operation  at  its  exhibit 
at  the  Chicago  electrical  show,  consisting  of  Duntley  portable 
electric  drills,  grinders  and  hoists.  The  drills,  which  have  been 
on  the  market  for  several  years,  are.  made  in  sizes  having  drill- 
ing capacities  from  three-eighths  of  an  inch  to  three  inches  and 
are  made  for  alternating  as  well  as  direct  current.  A  Duntley 
electric  hoist  of  1,000  pounds  capacity  was  also  shown  in  opera- 
tion. This  hoist  was  of  the  worm-gear  type  with  double-hoisting 
drums,  self-locking  and  the  motor  was  provided  with  a  dynamic 
brake.  This  hoist  is  made  in  sizes  ranging  from  250  to  2.000 
pounds  capacity. 

The  products  of  the  Crane  Company  as  exhibited  included  two 
large  valves  designed  for  remote  control.  One  of  these  valves 
was  of  the  gate  type,  motor-operated,  and  built  of  this  company's 
"ferrosteel."  The  other  valve  was  a  24-inch  hydraulically  oper- 
ated gate-valve,  provided  with  an  electrical  device  controlling  the 
admission  of  water  into  the  operating  cylinder.  The  exhibit  also 
included  many  of  the  standard  types  of  smaller  valves  for  use  in 
steam   boiler  plants. 

The  Joseph  Dixon  Crucible  Company  showed  its  various  types 
of  graphite  paints  and  lubricants,  special  crucibles  for  melting 
brass   and   a  line  of   Dixon  graphite  motor-brushes. 

The  Electrical  Appliance  Company  of  Chicago  made  an  attrac- 
tive exhibit  of  the  many  specialties  for  which  it  is  agent.  Among 
these  protracts  are  Packard  lamps  and  transformers.  Sangamo 
meters.  Stombaugh  guy  anchors,  Paranite  wire  and  complete  types 
of    telephone    equipment. 

The  Electric  Service  Supplies  Company  exhibited  the  Auto- 
motoneer,  which  is  a  controller  regulator  so  constructed  that  a 
motorman  is  prevented  from  turning  on  the  full  current  in  one 
sweep  of  the  controller  handle.  The  Automotoneer  makes  it  nec- 
essary' for  him  to  pause  at  each  point  of  the  controller,  so  that 
he  cannot  start  the  car  suddenly.  To  the  railway  operator  it 
means  a  saving  in  current.  This  company's  other  well-known 
supplies   were   also   exhibited   in   an    attractive    way. 

The  Electric  Storage  Battery  Company  exhibited  its  well- 
known  types  of  chloride  accumulators  of  various  capacities,  from 
j'_  to  4,800-ampere  hours.  This  larger  type  of  cell  has  been 
adopted  by  the  New  Y>>rk  Central  Railroad  Company  in  the 
storage-battery  stations  operating  in  connection  witli  its  rotary- 
.converter    substations   supplying   current    for   its    electrified   lines. 

The  Gould   Storage   Battery   Company   had   in   its   exhibit   a   49- 


plate  cell  with  a  capacity  of  5.7"i0-ampere  hours,  the  plates  of 
tins  cell  being  held  in  the  lead-lined  tank  furnished  with  a  lead- 
glass  cover.  Other  types  of  cells  were  exhibited  as  suitable  for 
the  following  classes  of  service:  Regulating  battery,  ignition 
battery,  train-lighting  sets  and  signal  batteries.  The  exhibit  also 
included  an  excellent  display  of  photographs  showing  working  in- 
stallations of  this  company's  products. 

The  General  Electric  Company  made  an  especially  fine  display 
of  its  well-known  types  of  incandescent  lamps,  including  the  late 
high-efficiency  products.  Many  household  electrical  attachments, 
suitable  for  sale  by  light  and  power  companies,  were  shown  in 
actual  use.  These  included  kitchen,  bathroom  and  bedroom  de- 
vices. 

Mr.  J.  Allen  Haines  had  space  at  the  Coliseum  and  repre- 
sented the  following  companies  whose  products  he  handles:  Amer- 
ican Electric  Heater  Company,  Bishop  Guttapercha  Company, 
Clifton  Manufacturing  Company,  Dayton  Electrical  Manufacturing 
Company,  the  Electric  Cable  Company.  Schwarze  Electric  Com- 
pany. Stanley  &  Patterson  and  the  Wire  &  Telephone  Company  of 
America. 

A  100-line  express-type  magneto  switchboard  with  connecting 
telephones  and  a  central-energy  private  branch-exchange  switch- 
board with  common-battery  telephones  were  exhibited  by  the 
Kellogg  Switchboard  &  Supply  Company.  This  exhibit  also  in- 
eluded  an  eight-party  harmonic  selective  system  showing  the  lat- 
est improvements  for  party  lines. 

The  National  Carbon  Company  exhibited  various  types  of  its 
products,  including  arc -light  carbon,  motor  and  dynamo  brushes 
and   dry-battery   parts. 

The  Lima  jack  box.  as  exhibited  by  W.  N.  Matthews  &  Broth- 
er, affords  an  efficient  means  of  connection  to  the  regular  tele- 
phone line.  Its  use  is  as  follows:  The  boxes  are  installed  on 
poles  every  quarter  or  half  mile  throughout  the  line  of  the  rail- 
way and  each  box  is  connected  to  the  regular  telephone  wires. 
Each  train  crew  is  equipped  with  a  portable  telephone  and  a  Lima 
jack  box  plug.  When  a  train  gets  to  a  siding  where  it  is  in- 
structed to  ask  for  orders  the  conductor  takes  his  portable  tele- 
phone and  pushes  his  plug  into  the  jack  box  and  gets  instantan- 
eous connection  with  the  dispatcher.  The  Lima  jack  box  and 
plug  have  been  in  constant  use  on  a  number  of  interurban  elec- 
tric roads  in  Ohio  and   Indiana  for   the  past   two  years. 

The  National  Battery  Company  had  on  exhibit  various  types 
of  accumulator  cells  for  general  service  such  as  telephone,  fire- 
alarm   and    automobile  work. 

The  Ohio  Brass  Company  exhibited  overhead  electric  railway 
supplies,  such  as  trolley  hangers,  bars,  etc.,  and  also  had  on  ex- 
hibition a  line  of  rail  bonds.  This  company  also  showed  a  sec- 
tion of  the  New  York  Central's  third  rail  supported  by  the  type 
of  the  third-rail  insulator  which  was  furnished  by  the  company 
for  their  recent  installation  and  which  this  company  is  now  fur- 
nishing for  additional    work. 

The  H.  A.  Peterson  Manufacturing  Company.  Harvey,  111.. 
exhibited  electrical  conduits  known  as  "Harveyduct"  and  designed 
to  protect  lighting  and  power  wires  for  all  classes  of  interior  work. 

The  Simplex  Electric  Heating  Company  had  a  working  ex- 
hibit of  electric  heating  and  cooking  appliances  which  it  manu- 
factures,   together   with    its   well-known    line   of   car   heaters. 

The  United  Indurated  Fibre  Company  had  a  very  complete 
line  of  its  products  suitable  for  protecting  the  various  types  of 
third    rails   and    for   use    in    conduit,    cable-ways   and    transformers. 

The  Universal  Electric  Storage  Battery  Company  exhibited  a 
house-lighting  plant  suitable  for  a  private  residence,  the  Crocker- 
Wheeler  generator  of  this  plant  being  belted  to  a  Fairbanks-Morse 
gasoline   engine. 

The  Wagner  Electric  Manufacturing  Company  had  on  exhibit 
a  single-phase  elevator  motor.  This  type  of  machine  will  open 
up  possibilities  in  the  line  of  power  supply  for  systems  not 
equipped  to  sell  direct  current.  The  Wagner  exhibit  also  included 
transformers,  transformer  parts,  a  single-phase  variable-speed 
motor  and  single-phase  vertical  type  motors  suitable  for  driving 
vertical   pumps. 

In  the  Westinghouse  exhibit  there  were  to  be  seen  twei 
odd  machines  of  widely  varying  types,  driven  by  motors.  Some 
one  of  many  uses  demonstrated  by  the  motor-driven  household 
utensils  in  operation  in  the  exhibit  included  washing,  ironing  and 
sewing  machines  and  a  sanitary  cleaning  and  scrubbing  outfit. 
Among  the  machines  of  interest  to  manufacturers  were  a  lathe, 
saw  sharpener,  ventilating  fan,  printing  press,  drill  and  black- 
smith   blower. 


American  Trolley  Wheel  Company,  Charleston,  W.  Va.,  has 
been  incorporated  with  a  capital  stock  of  $10,000  to  manufacture 
and  sell  trolley  wheels.  The  incorporators  are:  B.  G.  Young, 
C.  W.  Pickering,  Adam  B.  Littlepage,  D.  H.  Pritchett  and  John 
Hall. 

Smith  Improved  Lock  Nut  Company,  Rockford.  111.,  has  in- 
creased its  capital  stock  from  $30,000  to  $60,000  to  take  care  of  the 
construction  and  installation  of  the  track  bolt  department.  This 
company  has  heretofore  confined  itself  to  the  manufacture  of  the 
Smith  improved  nut  only,  but  the  demand  for  this  nut  seems  to 
make  it  advisable  to  manufacture  bolts  for  it.  A  new  brick 
building  is  being  erected  in  which  track  bolts  and  machine  bolts 
equipped  with  the  ordinary  hexagon  and  square  nuts  will  be  man- 
ufactured. The  company  intends  to  devote  particular  attention  to 
the  steam  and  electric  roads  in  the  central  west.  This  is  the 
third  addition  to  the  manufacturing  plant  since  the  company  was 
organized  about  18  months  ago.  The  Railway  Specialty  &  Sup- 
ply Company,  Great  Northern  building,  Chicago,  is  the  sole  agent 
in   this   country.    Canada   and  Meico. 


PUBLISHED  EVERY  SATURDAY  BY  THE  WILSON  COMPANY,  CHICAGO 

Chicago:  160  Harrison  Street  New  Yoke:  150  Nassau  Street 

Subscription  Price,  $2;  Foreign,  $5;  Single  Numbers.  10  cents  Entered  at  the  Postoffice,  Chicago,  Dl.,  as  Second-class  Matter 


Vol.  XVII,  No.  6 


CHICAGO,  FEBRUARY  9,  1907 


Whole  No.  198 


TABLE  OF  CONTENTS. 


EDITORIAL— 

— Council    Passes    Chicago    Ordinances 175 

— A    Substitute    for    Wrecking    Cars 175 

— Inspection    of    Power    Plant    Piping 175 

— A   Standard   Frequency   for  Alternating-Current   Traction.  176 

— The    Increasing    Size    of    Boilers 176 

— Assembling   New    Cars    177 

Operations   of  the   South    Side   Elevated   Road 178 

Earnings   of  Stone  &  Webster  Companies  in  1906 178 

New  Motor  Cars  for  the  Metropolitan  West  Side  Elevated  Rail- 
way   (Illustrated)     180 

Electric    Railway    Affairs    in    Great    Britain 184 

Motormen's   School.    Denver    City    Tramway   Company.      By    H. 

W.     Scott     (Illustrated)     1S5 

An    Electric    Line    In    Switzerland 185 

Chattanooga    Railways    Improvements    186 

Nashville   Transfer   Practice   and   Results    (Illustrated) 1S7 

Elevated   Railroad   for   Rio   de  Janeiro 187 

Feeder  and  Return  Systems.     By  Henry  Docker  Jackson.   E.  E.1S8 

Electric    Railway    Telephone    Service 180 

Delay   Reports    at    Memphis    (Hlustrated) 189 

About    Railways    : 189 

Maspeth   Car  House  and  Shops   of  the  Brooklyn   Rapid   Transit 

Company    (Hlustrated)     190 

Work   and   Wrecking  Car  of   the   Cincinnati   Traction   Company 
(Illustrated)       191 


The    Strength    of   Insulator   Pins 191 

Substitution   of   the   Electric   Motor  for   the   Steam   Locomotive. 

By   Lewis   B.    Stillwell   and   Henry   St.    Clair   Putnam 192 

Advertising   for   Rush-Hour    Traffic    (Hlustrated) 197 

Anchoring   Trolley    Wires    at    Spans    (Illustrated  > 197 

Piping  and  Power  Station  Systems.     XXVIII.     By  W.  L.  Morris. 

M.    E.    (Hustrated)     198 

Recent   Electric      Railway    Legal    Decisions.      By   J.    L.    Rosen- 

berger     199 

News    of    the    Week     201 

— Chicago    Traction    Ordinance    Passed 201 

— Cincinnati    Traction    Officials    Indicted    201 

Construction  News — 

— Incorporations      203 

— Franchises     204 

— Track   and   Roadway    204 

■ — Power   Houses    and    Substations    205 

Personal    Mention    206 

Financial     News     206 

Manufactures    and    Supplies     208 

—Rolling    Stock     208 

— Shops    and    Buildings    208 

—Trade    Notes     208 

— Advertising    Literature    209 

New    Direct-Current     Motors   for     Individual     Machine     Driving 
(Hlustrated)       210 


The  Chicago  traction  situation  is  nearer  settlement  than  it 
has  been  for  ten  years.  By  a  vote  of  56  to  13  the  city  council 
passed  the  Chicago  City  Railway  Company 
Council  Passes  and  the  Chicago  Railways  Company  ordi- 
Chicago  nances  early  on  the  morning  of  February  5. 

Ordinances.  As    earlier    announced    the    Chicago    Rail- 

ways Company  is  the  corporate  name  of  the 
new  company  which  will  be  formed  to  take  over  the 
Union  Traction  lines.  Mayor  Dunne  probably  will  exercise 
his  right  of  veto  at  the  council  meeting  on  February 
11,  but  the  supporters  of  the  ordinances  showed  in  the  vote 
this  week  a  sufficient  majority  to  pass  the  measures  over 
the  veto.  The  ordinances  contain  a  provision  that  unless 
they  are  approved  by  the  voters  on  April  2  they  shall  not 
become  operative.  Mayor  Dunne  contends  that  the  ordi- 
nances have  been  so  drawn  that  they  will  be  effective  in 
their  present  shape  without  the  approval  of  the  voters. 


not  always  be  run  to  the  place  of  the  accident,  and  in  this 
case  a  wagon  properly  fitted  out  is  of  more  service. 


Though  most  of  the  larger  companies  have  long  realized  the 
advantages  derived  from  having  one  or  more  wrecking  cars 

at  some  centrally  located  point  or  points, 
A  Substitute  ready   for  immediate  service,  many  of  the 

for  Wrecking  shorter  lines  have  neglected  this  highly  Im- 
Cars.  portant  part  of  the  equipment.     The  reason 

for  this  Is  doubtless  because  accidents  on 
the  smaller  roads  are  comparatively  few  In  number  and  there- 
fore the  cost  and  maintenance  of  a  special  wrecking  car  Is 
not  warranted.  A  point  which  Is  overlooked,  however,  is  the 
fact  that  an  old  car  with  the  body  removed  and  fitted  up  with 
pieces  of  rail,  jackt,  chain-blocks,  rcplacers  and  the  regular 
tools  necessary  for  the  clearing  of  wrecks  and  the  repair  of 
tracks,  will  give-  ai:  ed  and  can  also  be 

for  the  transportation  of  material  Kill  work 

when  not  needed  for  wrecking  purposes.  Such  a  car  would 
serve  all  the  requirements  of  a  small  road  and  save  consider- 
able delay  and  reduce  the'eost  of  clearing  wreckage.  For  city 
use  where  a  block  is  likely  to  be  caused  by  any  obstruct! 


There  is  little  advantage  in  paying  for  the  most  econom- 
ical types  of  engines  and  specifying  the  most  expensive  boiler 

designs,  installing  the  most  approved  sys- 
Inspection  of  tems    of    economizers,    automatic     stokers, 

Power  Plant  and    high-pressure    gravity    drip    apparatus 

Piping.  with    condensation    returns    to   the   boilers, 

if  the  consumption  of  coal  is  allowed  to 
become  excessive  by  the  escape  of  steam  or  hot  water 
from  the  plant  through  leaky  boiler  tubes  «nd  feed  pip- 
ing, loosely-jointed  pipes  and  stop  valves,  or  loosely- 
worn  valves  and  pistons  in  the  cylinders  of  engines 
and  pumping  machinery.  Where  the  steam  is  highly 
superheated,  it  Is  even  more  difficult  to  keep  valves  tight, 
and  much  is  yet  to  be  learned  about  the  best  metals 
for  the  high  and  low-temperature  service  required  in  valves 
for  use  on  superheated  lines.  It  sometimes  happens  that  the 
leakage  of  a  steam  trap  will  go  on  undetected  for  weeks  if 
regular  Inspections  of  the  piping  systems  are  not  Id  rogue, 
with  a  resulting  fuel  waste  which  entirely  offsets  the  sup- 
posed economy  of  an  expensively  designed  plant.  It  is 
more  or  less  a  thankless  task  to  hunt  down  leaks 
and  repair  them.  In  most  cases  It  would  be  highly 
profitable  If  a  thorough  examination  were  made  .'very  fort- 
night or  possibly  once  a  month  for  leakage.  Visible  waste 
of  steam  is  easy  to  detect,  of  course,  but  the  loss  through 
defective  traps  and  remote  auxiliary  piping  can  best  be 
d  out  by  noting  the  fall  of  water  in  the  boiler  water 
miliums   when   t h<-  turbines  ami   ■  iini|is   and  heaters 

.■ip'  tut   off  from  operation  tad   full   steam   preaanre  n 

I    In    the   hollers.      Radiation   ami   oOOnectlOD    lOBBO!   inner 

be  in.!  i.    up  by  ■    teady  oo  mptlon,  reduced  though 

It  may  be.  so  that  actual  steam  leakage  cannot  he  d. 
by   it-   Influence  on    the  real    pile   with" 
trouble;  but   the  simple  expedient  ol  notion;  the  fall  01 
ilumi  bould   rei 


176 


ELECTRIC    RAILWAY     REVIEW 


Vol.  XVII,  No.  6. 


no  leakage — is  so  easily  applied  that  there  is  little  excuse 
for  its  neglect  in  practice. 


A  STANDARD  FREQUENCY  FOR  ALTERNATING-CURRENT 
TRACTION. 


Probably  the  most  interesting  and  important  part  of 
the  paper  by  Messrs.  L.  B.  Stillwell  and  H.  S.  Putnam  on 
"The  Substitution  of  the  Electric  Motor  for  the  Steam  Loco- 
motive" (Electric  Railway  Review,  February  2,  page  150,  and 
this  issue  192),  related  to  the  question  of  standardizing 
the  frequency  of  the  current  cycle.  It  is  easy  to  see  that 
it  is  as  yet  premature  and  useless  to  make  laborious  calcula- 
tions of  the  comparative  cost  of  operating  the  railroads  of 
the  entire  United  States  by  steam  locomotives  and  electric 
motors  and  that  it  is  sufficient  to  obtain  data  for  particular 
conditions  where  electrification  appears  to  be  desirable  and 
for  which  such  estimates  are  requested.  The  adoption  of  a 
standard  current  for  heavy  electric  traction  is  a  more  hopeful 
and  profitable  subject  for  discussion  by  electrical  engineers, 
and  this  we  regard  as  the  most  valuable  result  of  the  recent 
paper  on  these  subjects. 

It  appeared  to  be  taken  for  granted  by  the  authors  of  the 
paper  and  by  the  principal  speakers  in  the  discussion  that 
single-phase  alternating-current  motors  generally  will  be  used 
on  electric  locomotives  for  operating  heavy  through  trains. 
Such  electrification  will  be  a  gradual  extension  of  the  more 
immediate  work  for  terminals,  tunnels  and  mountain  grades 
until  it  includes  complete  divisions  of  main  line.  The  system 
which  ultimately  will  be  used  for  main-line  traction  should 
therefore  be  used  for  the  preliminary  work  at  terminals  and 
a  decision  to  standardize  the  single-phase  current  for  all 
heavy  traction  would  effect  a  greater  economy  for  the  own- 
ers of  steam  railroads  than  can  now  be  realized.  The  dis- 
position of  the  electrical  engineers  at  the  recent  meeting  to 
recommend  such  a  system  came  much  nearer  to  a  general 
agreement  than  ever  before,  and  the  principal  part  of  the 
discussion  related  to  the  question  as  to  whether  a  frequency 
of  25  or  of  15  cycles  per  second  should  be  generally  adopted. 

While  practice  with  the  alternating  current  in  this  coun- 
try has  accepted  25  cycles  to  a  large  extent,  the  lower  fre- 
quency is  used  successfully  for  locomotives  by  two  of  the 
largest  electrical  manufacturing  companies  in  Europe,  the 
Ganz  Company  in  Australia  and  the  Oerlekon  Company  in 
Switzerland.  !n  this  country  the  large  manufacturers  have 
done  sufficient  experimental  work  with  motors  operated  by  15- 
cycle-current  to  enable  them  to  speak  definitely  in  its  favor. 
The  argument  that  the  higher  frequency  of  25  cycles  is  now 
fairly  well  established,  and  that  drawings,  patterns  and  con- 
veniences for  manufacture  are  now  prepared  for  building  ap- 
paratus suitable  for  that  frequency  should  have  little  weight 
in  view  of  the  larger  work  on  heavy  electric  traction  using 
electric  locomotives  for  freight  and  passenger  service  which 
is  now  in  sight  and  for  which  it  is  acknowledged  15-cycle  cur- 
rent is  better  adapted. 

The  principal  reasons  for  a  change  to  the  lower  frequency 
relate  to  dimensions,  weight,  efficiency,  power  factor  and 
commutation  in  a  motor,  and  the  advantages  of  15  cycles  in 
this  respect  have  been  shown  not  only  by  theoretical  consid- 
erations, but  by  demonstration  in  actual  practice.  The  weight 
and  dimensions  of  motors  operating  at  15  cycles,  as  com- 
pared with  25-cycle  apparatus,  can  be  reduced  so  that  it  would 
often  be  possible  to  use  two  motors  where  four  would  be 
required  with  the  higher  frequency.  This  would  effect  a  sav- 
ing not  only  in  the  weight  and  cost  of  motors,  but  it  would 
also  simplify  the  wiring  and  auxiliary  apparatus. 

For  high-speed  passenger  locomotives,  which  should  be 
gearless,  motors  designed  for  15-cycle  current  will  develop 
with  equal  efficiency  the  greater  pull  at  the  drawbar  for  a 
given  weight  per  axle.  This  advantage  amounts  to  25  or  30 
per  cent.     The  reason  for  not  going  below  15  cycles  is  that 


at  this  frequency  the  fields  are  practically  saturated  and  any 
lower  one  would  limit  the  output;  besides,  the  disadvantages 
of  lower  speed  of  turbo-generators  and  weight  of  transform- 
ers then  become  important. 

An  electric  locomotive  with  single-phase  series  motors 
designed  for  15  cycles  can  be  operated  at  slightly  reduced 
capacity  with  current  at  25  cycles,  and  by  adding  a  15-cycle 
transformer  an  equipment  designed  for  25  cycles  can  be 
adapted  for  operation  on  either  25  or  15  cycles.  This  would 
make  available  for  use  where  necessary  or  desirable,  were 
the  lower  frequency  to  be  made  standard,  generators  produc- 
ing current  at  25  cycles  and  car  and  locomotive  equipments 
designed  for  the  higher  frequency.  A  reduction  in  the  num- 
ber of  motors  with  15-cycle  current  cannot  be  made  where  it 
is  necessary  to  operate  the  same  motor  with  alternating  cur- 
rent and  direct  current,  as  this  practice  requires  four  motors 
in  one  group  in  order  to  obtain  the  benefits  of  series-parallel 
control.  Such  conditions  should  not  be  numerous  and  the 
result  of  standardizing  the  single-phase  motor  for  heavy  trac- 
tion would  tend  to  prevent  an  increase  in  that  kind  of  equip- 
ment. 

The  principal  objections  urged  against  the  15-cycle  cur- 
rent relate  to  increase  cost  of  generating  apparatus  and  trans- 
formers and  to  the  unsuitability  of  this  frequency  for  lighting 
cars,  but  it  was  shown  that  the  reduction  in  cost  of  car  and 
locomotive  equipment  would  more  than  offset  the  increased 
cost  of  generators  and  transformers,  and  that  satisfactory 
lighting  with  15  cycles  can  be  obtained  by  the  use  of  low- 
voltage  lamps  having  heavy  filaments. 

In  the  light  of  past  experience  with  the  slow-moving 
standardization  problems  and  with  another  great  change  re- 
quiring conditions  favorable  to  interchange  of  traffic,  it  is 
fortunate  that  there  is  little  question  as  to  the  kind  of  cur- 
rent which  should  generally  be  used  for  electric  traction  and 
that  it  appears  to  be  possible  to  arrive  at  an  early  agreement 
on  a  standard  for  it. 


THE  INCREASING  SIZE  OF  BOILERS. 


Perhaps  the  most  salient  feature  of  power  plant  devel- 
opment in  the  past  decade  is  the  constantly  increasing  ca- 
pacity of  engine  and  generator  units.  These  gains  in  size 
now  seem  to  have  reached  at  least  a  temporary  standstill, 
for  it  is  a  grave  question  how  far  it  is  wise  to  tie  up  the 
capacity  of  a  plant  in  a  very  limited  number  of  units.  There 
does  not  appear  much  evidence  from  actual  daily  operating 
records  that  the  mammoth  turbo-alternator  of  10,000  kilo- 
watts capacity  for  an  hour  or  so  is  more  economical  than  the 
machines  of  5,000-kilowatt  normal  output,  and  there  is  cer- 
tainly little  question  as  to  which  installation  is  the  more  flex- 
ible from  the  operating   standpoint. 

Whatever  the  future  may  hold  in  store  for  prime  movers 
in  the  way  of  ultimate  sizes — and  it  is  not  at  all  unlikely 
that  the  more  general  electrification  of  steam  roads  will  de- 
mand even  huger  machines  than  those  of  the  present  day — 
it  is  certain  that  for  a  long  time  to  come  there  will  be  a 
demand  for  larger  boiler  units  than  the  manufacturers  are 
as  yet  supplying.  For  some  reason,  possibly  the  difficulty 
of  stoking  large  grates  or  the  inconvenience  of  branching 
out  too  far  from  accepted  standards  of  shell  size,  the  modern 
steam  boiler  has  been  slow  to  respond  to  the  demand  for 
greater  concentration  of  power,  but  within  the  last  three 
years  the  widespread  use  of  the  steam  turbine  has  brought 
about  a  very  perceptible  increase  in  boiler  heating  surface. 
A  gain  of  50  or  60  per  cent  has  been  made  in  several  cases 
over  the  original  4,000  or  5,000  square  feet  of  heating  sur- 
face which,  until  very  recently,  marked  a  boiler  as  one  of 
unusually  high  capacity.  We  certainly  are  not  far  from  the 
day  when  a  boiler  of  10,000  square  feet  of  surface  will  be 
regarded  as  a  standard  specification,  and  if  engines  and  tur- 
bines of  7,500  to  10,000  horsepower  continue  to  be  installed 


February  9,  1907. 


ELECTRIC     RAILWAY     REVIEW 


m 


in  large  new   plants  it  is  a  question  if  the  boilermaker  will 
stop  at  10.000  square  feet. 

Hand  firing  is,  of  course,  increasingly  difficult  as  the  size 
of  grates  goes  up,  but  few  designers  of  such  large  plants  as 
these  would  fail  to  urge  the  use  of  mechanical  stokers.  The 
advantages  of  large  boiler  units  are  so  great  that  they  are 
certain  to  be  demanded  more  and  more.  Grates  can  be  di- 
vided into  sections,  two  or  more  to  the  same  boiler,  so  that 
the  loss  of  heat  and  fuel  through  banking  fires  will  be  much 
reduced.  With  the  load  curve  common  in  railway  plants 
the  use  of  sectionalized  fires  is  almost  sure  to  be  a  step  to- 
ward lower  cost  of  power,  for  as  the  sharp  peaks  of  the  rush 
hours  come  on  it  is  a  simple  task  to  fire  up  another  furnace 
and  enjoy  thereby  a  more  rapid  acceleration  in  the  genera- 
tion of  steam  than  is  possible  in  working  up  the  vitality  of 
a  half-dead  fire  which  has  been  banked  for  hours.  Radiation 
losses  should  be  less  in  proportion  to  the  increase  in  heat- 
ing surface;  the  floor  space  also  should  be  noticeably  de- 
creased— one  of  the  most  important  points  of  all — and  the 
general  economy  of  the  boiler  room  bettered.  The  boiler- 
maker  and  the  manufacturer  of  mechanical  stokers  will  have 
to  put  their  energies  together  to  cut  down  the  present  gap 
between  prime  mover  and  boiler  bulk  for  the  same  capacity 
of  plant,  but  unless  we  are  mistaken  there  is  going  to  be 
some  good  work  done  along  this  line  in  the  next  few  years. 


ASSEMBLING   NEW  CARS 


The  widespread  adoption  of  heavier  standards  of  rolling 
stock  on  electric  railways  in  the  last  few  years  has  strained 
the  facilities  of  many  repair  shops  to  their  utmost.  Recently 
built  shops  for  important  city  and  interurban  systems  reflect 
this  evolution  of  cars  and  motive  power  in  the  equipment  of 
every  department.  More  powerful  tools,  better  hoisting  fa- 
cilities, the  extension  of  the  direct  motor-drive  for  machine 
tools,  the  use  of  high-speed  steel  in  the  rougher  operations, 
a  buter  working  organization  and  improved  store-room  facil- 
ities, are  significant  results  of  the  advent  of  larger  and  more 
valuable  equipment  in  the  operating  department.  Master 
mechanics  are  working  hard  to  cut  down  production  costs  in 
terms  of  output  in  railway  shops  no  less  than  in  industrial 
plants,  and  the  work  of  repairs  has  been  thoroughly  taken  in 
hand.  In  the  assembly  of  heavy  rolling  stock,  however,  much 
remains  to  be  done  in  the  direction  of  reducing  the  time  and 
expense  of  the  work;  for  the  opportunity  to  apply  far-sighted 
methods  in  the  erection  of  new  and  improved  cars  is  thus 
far  a  relatively  new  proposition  to  the  electric  railway  shop 
manager. 

If  it  were  feasible  from  the  dual  standpoint  of  factory 
cost  and  convenience  of  transportation  few  roads  would  at- 
tempt the  burdensome  task  of  equipping  new  cars  in  their 
own  shops  and  thereby  running  the  risk  of  blocking  the  nec- 
essary repairs  Upon  their  regular  service-  equipment.  But 
the  modern  high-powered  car  contains  parts  made  by  several 
manufacturers;  the  body,  trucks,  motors  and  control,  airbrake 
apparatus,  heaters  and  other  apparatus  are  in  no  case  yet 
made  in  a  single  factory,  but  must  be  assembled  at  the  most 
convenient  point  for  all  concerned,  which  Is  the  purchaser's 
shop.  Even  If  It  were  possible  to  go  Into  the  open  market 
and  buy  new  cars  complete  and  ready  for  service  on  the 
"hand-me-down"  principle,  the  question  of  shipment  over  the 
railroads  would  present  itncultles.     Some  of  the  later 

He  ear  bodlM  have  had  to  be  shipped  by  rail  under 
special  permit*  and  with  extraordinary  can  on  account  of 
their  dimensions  exceeding  by  an  tnen  or  two  the  steam  rail 
road  company-  standard  requirements  and  It  Is  hard  to  see 
how  complete  can  could  be  shipped  by  rail  except  as  | 
of  regular  freight  trains — a  course  which  few  electric  railway 
managers  are  as  yet  ready  to  approve  It  seemB  to  be  a 
aettlc-d  thing  that  a  certain  amount  of  assembling  must  be 
done  at.  the    purchaser's  own   shops,   and   If  the   work   ll   ban 


died  right  there  is  no  question  that  the  erection  can  be  per- 
formed at  not  much  more  than  half  the  expense  which  would 
be  entailed  by  having  it  done  at  the  original  manufacturing 
plants.  A  further  advantage  accrues  from  the  opportunity  of 
the  shop  force  to  familiarize  it  sell  with  any  new  features  In 
design  and  construction,  so  that  repairs  can  be  more  quickly 
made  after  the  equipment  is  put  on  the  road  in  commercial 
service. 

Economy  in  assembly  can  only  be  attained  by  the  prac- 
tice of  carefully  planning  for  the  new  work,  setting  apart 
certain  men  for  the  tasks  of  erection  alone,  and  organizing 
the  labor  and  material  alone  or  else  separately  from  the 
usual  shop  routine.  The  number  and  value  of  the  cars  pur- 
chased and  the  relative  complication  of  their  equipment 
should  dictate  the  extent  of  the  organization  necessary  to 
handle  the  assembly  promptly  and  at  the  lowest  reasonable 
cost.  The  purchase  of  40  or  50  cars,  costing  complete  up- 
wards of  $500,000,  if  handsomely  finished  according  to  mod- 
ern ideas  and  fitted  with  fireproof  bodies,  motors,  trucks, 
brakes  and  control  suitable  for  multiple-unit  operation  at 
speeds  of  from  40  to  70  miles  per  hour,  justifies  setting  apart 
or  fitting  up  a  separate  or  subshop  with  a  foreman  and  stock 
room  of  its  own,  to  say  nothing  of  the  special  individual  and 
machine  tools  and  labor-saving  kinks  which  the  peculiar  cir- 
cumstances of  such  large  purchases  demand. 

The  importance  of  the  separate  stock-room  is  not  easy  to 
exaggerate  in  large  jobs  like  the  foregoing.  If  the  thousand 
and  one  odd  pieces  of  equipment  which  go  to  make  up  each 
complete  car  are  stored  in  the  regular  shop  stock-room,  the 
chances  are  ten  to  one  that  they  will  be  unavailable  when 
wanted,  or  at  least  misplaced,  on  account  of  the  temptation 
to  use  them  as  repair  parts  for  old  equipment.  The  most 
scrupulous  care  ought  to  be  observed  In  checking  up  each 
piece  as  it  arrives,  including  the  date,  by  reference  to  an 
equipment  sheet  on  which  the  exact  number  of  parts  needed 
by  each  car  is  stated  In  red  ink,  or  in  some  other  striking 
manner.  Single  pieces  like  the  contactors  in  the  multiple- 
unit  control  system,  which  are  shipped  in  Individual  boxes, 
need  not  always  be  unpacked  until  wanted,  but  experience 
has  shown  the  importance  of  sharp  checking.  A  separate 
tool-room  with  facilities  for  grinding  drills,  reamers  and  other 
cutting  devices  is  certainly  worth  considering  when  a  large 
assembly  job  is   projected. 

In  the  labor  organization  it  has  been  found  most  essential 
to  separate  the  different  kinds  of  work  upon  the  car  so  as 
to  avoid  interference  in  cramped  spaces,  and  to  carry  the 
same  job  through  all  cars  in  rotation,  making  each  workman 
as  far  as  possible  a  specialist,  as  in  wiring  master  controllers 
in  cabs,  fitting  up  the  car-lighting  circuits,  connecting  motor- 
men's  brake  valves,  installing  reveraero,  contactors,  etc.  In 
tliis  way  the  progress  of  the  work  will  he  delayed  by  fewer 
cases  of  waiting  for  other  men  to  finish  specific  tasks,  and 
the  usual  loss  of  15  or  20  minutes  p<  i  man  In  changing  jobs 
will  be  greatly  decreased.  In  the  drilling  of  holes  for  wiring 
conduits  and  airbrake  system  pipes,  the  small  110-volt  elec- 
tric drill  of  about  %  horsepower  recently  has  made  a  good 
name  for  itseii,  it  having  been  (band  on  a  large  car  assembly 
job  that  small  pneumatic  drills  are  not  as  readily  repaired. 
On  some  of  the  later  cars  no  less  than  750  holes,  varying 
from  small  sizes  up  to  about  1 '4  Inches  diameter,  are  neces- 
sary, allowing  for  the  pipe  c luit,  airbrake  and  angle-iron 

equipment;   and  the  eoonomj  of  the  portable  drill  in  such  a 

i     too   obvious   to  dwell    upon.     In   this  connection   the 

ipeclal    wooden   tiinpi  been  found  Invaluable, 

for  tl  quickly  and  cheaply  be  constructed  tor  any  part 

of  the  cai   and  applied  in  either  Bxed  or  foli  n   to 

uk    pookel      Bool  other  barrier  which   has  to 

be   H  by    wiring  and   fixtures. 

The  is,  of  course.   Just    ■ 

portant  in  an  erection  lob  i igulai  maintenanci         oclal 

and   blockln  onvenleni      portabli      'inps  with 


178 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  6. 


reflectors  to  keep  the  rays  out  of  the  worker's  eyes  are  a 
necessity;  pneumatic  jacks,  hydraulic  and  small  electric 
hoists  are  worth  many  times  their  cost  to  the  company,  and 
In  the  assembly  of  cars  equipped  with  pipe  conduit  wiring,  a 
pneumatic  pipe-bender  of  two  or  three  tons  capacity  for  sharp 
and  difficult  curves  and  a  hand-bender  of  the  lever  type  for 
easy,  long  swings  are  indispensable. 


OPERATIONS    OF    THE    SOUTH    SIDE    ELEVATED    ROAD. 


That  the  operation  of  the  South  Side  Elevated  Railroad 
of  Chicago  was  hampered  materially  by  the  construction  work 
in  progress  is  shown  plainly  by  the  annual  report  for  the 
year  1906.  It  is  shown  with  equal  clearness  that  high  prices 
of  labor  and  materials  affected  the  results.  These  factors, 
together  with  increased  competition,  caused  by  improvements 
in  the  surface  lines,  were  responsible  for  the  outcome  of  the 
year's  business,  which,  as  compared  with  the  previous  year, 
was  in  brief:  an  increase  of  4.4  per  cent  in  gross  earnings 
from  all  sources,  an  increase  of  14.6  per  cent  in  operating 
expenses  and  a  loss  of  11.9  per  cent  in  net  earnings. 

Between  1S99  and  1905  the  cost  of  conducting  transporta- 
tion on  this  road  fluctuated  only  2  per  cent.  It  was  kept  be- 
tween 25.4  and  27.4  per  cent  of  gross  passenger  earnings. 
These  two  figures  were  reached  in  1902  and  1901  respect- 
ively. Last  year  there  was  a  striking  change;  from  a  per- 
centage of  26.5  in  1905,  the  cost  of  this  item  ran  up  to  31 
per  cent  in  1906.  This  is  the  highest  figure  shown  since  the 
road  was  fully  equipped  for  operation  by  electricity.  It  was 
exceeded  in  1897,  when  steam  locomotives  were  used  entirely, 
and  in  189S,  when  the  change  to  electricity  was  made.  The 
cost  of  conducting  transportation  in  1906  was  4.5  per  cent 
higher  on  passenger  receipts  than  the  same  expense  in  1905. 
In  explaining  to  the  stockholders  the  causes  of  the  decline  in 
net  earnings  the  retiring  president,  Mr.  Leslie  Carter,  said 
that  the  principal  single  item  of  added  expense  was  an  in- 
crease in  the  cost  of  coal  of  $26,753.  This  sum  is  equivalent 
to  1.5  per  cent  of  gross  passenger  receipts.  The  remaining 
difference  of  3  per  cent  between  the  two  years  represents 
higher   cost   of  other   materials,   higher   wages   and   the   in- 


condition   of  the   company   and  its   application   of  income  to 
betterment  and  to  conducting  transportation  accounts: 

Per  Cent  of  Conducting        Maintenance 

Increase  in         Maintenance      Transportation    of  Equipment 
Gross,  aU  of  Way  and        —Per  Cent  of       —Per  Cent  of 

Sources,  Structures  Gross  Gross 

Over  Previous        Per  Mile  of  Passenger  Passenger 

Year  Year  Structure  EamiDgs  Earnings 

1906 4.4 $9.110 31 8.3 

1905 8.7 8,431 26.5 8.5 

1904 *6.2 7.5S7 27.2 8.4 

1903 13.1 7,514 25.9 8.1 

1902 8.9 6.710 25.4 7.4 

1901 5.8 8.703 27.4 7.9 

1900 9.9 5.238 26.6 8.5 

1899 19.6 5.929 26.2 7. 

1898 42 3.692 39.5 5.7 

11897 2.656 56.9 6.6 

•Decrease, 
til   months   only. 

Some  explanation  of  the  changes  shown  by  these  figures 
is  needed.  The  gain  of  13.1  per  cent  in  gross  earnings  in 
1903  as  compared  with  1902  is  excessive.  It  was  due  to  a 
strike  which  interrupted  travel  on  the  surface  lines.  The 
decrease  in  1904  reflects  the  return  to  normal  business.  The 
expenditures  for  maintenance  of  way  and  structures  are 
figured  per  mile  of  elevated  structure.  This  expense  for  1906 
probably  covers  some  small  portion  of  the  new  extensions, 
but  no  allowance  was  made  for  the  increased  mileage  in 
the  computation.  The  original  mileage  comprised  8.56  miles 
of  elevated  structure.  Until  April  20,  1898.  the  road  was 
operated  entirely  by  steam,  but  after  July  27  of  that  year 
electricity  was  substituted.  The  company  has  had  the  ad- 
vantage of  connection  with  the  Union  loop  since  October, 
1897. 

During  the  current  year  the  operations  of  the  property 
will  be  somewhat  complicated,  but  unless  there  is  unexpected 
delay  revenue  will  be  received  from  all  the  new  extensions 
at  the  close  of  the  year.  The  company  will  have  to  meet,  for 
the  greater  part  of  the  twelve  months,  the  additional  expense 
of  operating  parts  of  incomplete  lines.  With  the  new  lines 
the  company  will  approximately  double  its  mileage,  and  its 
subsequent  operations  will  be  on  a  much  larger  scale  than 
heretofore. 


EARNINGS  OF   STONE   &  WEBSTER  COMPANIES    IN   1906. 


The  year  book  of  Stone  &  Webster  has  just  been  issued, 
showing  the  earnings  and  expenses  for  the  year  1906  of  the 


Earnings    and    Expenses    of    the    Stone    &    Webster  Companies   for    the   Year   1906. 

Gross  Operating  Net  Interest 

,    Earnings.  Expenses.  Earnings.  Charges.  Balance. 

Blue   Hill    Street    Railway    Co.,    The.    Canton,    Mass S    89,041.34  $    67,670.80  $    21,370.54  $21,217.99  $      152.55 

Brockton    &    Plymouth    Street    Railway   Company 111775.03  70,894.28  40,880.75  21.854.74  19,026.01 

•Cape    Breton    Electric    Company,     Ltd 258.316.80  154  472.28  103,944.52  43,160.97  60.783.55 

Columbus    (Ga.)    Electric    Company 291.244.01  156.074.21  135,169.80  89,996.08  45,173.72 

Dallas    Electric    Corporation 1.023.135.91  699.143.20  323.992.71  185.646.06  138,346.65 

Edison    Electric    Illuminating    Company    of    Brockton 166,799.23  111.410.50  55.3S8.73  8,584.04  46,804.69 

El    Paso    Electric    Company 391,655.96  276.403.00  115.252.96  47.215.64  68,037.32 

Fall    River   Gas    Works    Company 363.021.25  215,818.77  147,202.48  6,774.51  140.427.97 

Galveston     Electric     Company 315,135.35  191,479.86  123.655.49  50.000.00  73.655.49 

Houghton    County    Electric    Light    Company 236,108.60  116.387.46  119,721.14  26.250.00  93.471.14 

Houghton    County    Street    Railway    Company,    The 229,244.76  146.255.32  82.989.44  46,976.59  36.012.S5 

Houston     Electric     Company 591,351.37  379.746.14  211.605.23  93.319.38  118.2S5.S5 

Jacksonville    (Fla.)    Electric    Company 326.468.29  201.83S.4S  124.629.81  40,703.59  83.926.22 

Lowell    Electric   Light    Corporation.    The     277,914.63  172,490.27  105.424.36  10,049.91  95,374.45 

Minneapolis    General    Electric    Company.    The 805,632.46  442,003.36  363.629.10  107.183.33  256,445.77 

Northern    Texas    Electric    Company S54.135.52  547,151.22  306.984.30  118,631.67  1SS, 352.63 

Paducah    Traction   &   Light   Company 227.27S.52  149.981.19  77.297.33  63,705.20  13,592.13 

Ponce    (Porto    Rico)    Electric    Company 107,326.95  59.719.20  47.607.75  29.782.68  17,825.07 

Fuget   Sound   Electric   Railway 663,206.02  350,629.99  312,576.03  209,436.53  103.139.50 

Proportion  of  earnings  of  Tacoma  Ry.  &  Power  Co 69,388.43 

Savannah     Electric    Company 611,215.19  379.046.25  232,168.94  134.460.69  97,708.25 

Seattle    Electric    Company,    The 3,101.385.77  1.963.0S6.19  1,138. 299. 5S  326.935.87  811.363.71 

Tacoma  Railway  &   Power  Company 797.432.79  576.1S2.63  221,250.16  144,203.27  77.046.89 

Tampa    Electric    Company 469.222.08  279.957.96  189,264.12  1,423.16  1S7.840.96 

Terre    Haute    Traction    &    Light    Company S23. 162.54  46S. 872.86  354.2S9.68  160,211.45  194.078.23 

AYhntcom    Countv    Railway    &    Light    Company 279.469.45  185,181.91  94.2S7.54  48,236.22  46,051.32 

•Includes  one-half  of  Sydney  &  Glace  Bay  Railway  Company,  Ltd.,   earnings. 


Divi- 
dends. 


$  7,020.00 
7,500.00 

100,000.00 
12,500.00 
15,000.00 
63.500.00 
21,000.00 
63.000.00 
12,000.00 
52,500.00 
60,000.00 
52,000.00 

120.000.00 

74,078.00 

5.000.00 

30.000.00 

60,000.00 
300,000.00 

130.000.00 

11.700.00 


creased  difficulty  of  operating  the  line  during  a  period  of 
construction. 

The  present  company  is  now  about  10  years  old.  It  was 
formed  on  behalf  of  the  first-mortgage  and  extension  bond- 
holders to  take  the  property  from  a  receiver.  The  manage- 
ment has  been  aggressive  in  developing  business.  The  growth 
of  traffic  is  revealed  by  the  fact  that  the  number  of  passen- 
gers daily  increased  from  36,727  in  1896  to  94,313  in  1906,  a 
gain  of  156  per  cent. 

The   following  table  shows   some  of  the  changes  in   the 


companies  managed  by  this  organization.  Descriptions  of  the 
principal  features  affecting  the  companies,  their  capitaliza- 
tion, dates  of  dividend  disbursements,  and  maps  of  the  dis- 
tricts served  are  given. 

The  table  presented  herewith  shows  that  the  Seattle 
Electric  Company  earned,  gross.  $3,101,385.77,  or  about  three 
times  as  much  as  the  next  largest  company,  the  Dallas  Elec- 
tric Corporation,  which  reports  $1,023,135.91.  The  smallest 
gross  earnings — $89.041.34 — are  shown  by  the  Blue  Hill  Street 
Railway  Company  of  Canton.  Mass. 


February  9,  1907. 


ELECTRIC     RAILWAY     REVIEW 


179 


BOOK   TABLE. 


The  Treatment  of  Storage  Batteries.  By  R.  W.  Vlcarey.  London. 
January.  1907.  Published  by  The  Electric  Accumulator.  15 
Queen  Street.  Cheapside.  London.  E.  C.  5S-rxi  pages;  34  illus- 
trations in  the  text.  4  tables;  S  by  11  inches.     Paper,  2s.  6d.  net. 

The  author  of  this  treatise  has  no  doubt  filled  a  long  felt 
want  for  a  book  suitable  for  those  in  charge  of  storage  bat- 
teries. It  is  written  for  operators  who  know  little  or  nothing 
about  the  construction,  use  or  management  of  batteries,  and 
who  desire  information  on  these  subjects,  written  in  simple 
and  concise  language.  While  all  theoretical  discussions  are 
carefully  avoided,  the  practical  information  and  advice  con- 
tained in  this  book  is  excellent.  The  subject  of  care  and 
management  is  treated  in  a  most  thorough  and  intelligent 
manner,  and  is  worthy  of  the  careful  perusal  of  all  those 
having  charge  of  any  size  of  batteries. 

The  book  takes  up  the  treatment  of  the  subject  by  dis- 
cussing the  proper  location  for  the  battery,  selection  of  the 
battery  and  the  importance  of  proper  erection.  It  then  gives 
methods  for  testing  the  polarity  of  the  charging  dynamo, 
making  the  initial  charge  and  of  making  a  discharge  test. 
The  succeeding  chapters  consider  ordinary  charging,  elec- 
trolytes, methods  of  connecting  the  cells,  manipulation  of 
the  regulating  switch,  inspection  of  cells,  gradual  sulphating, 
Indicators  of  irregularities  of  the  plates  or  electrolyte  and 
circumstances  which  should  never  be  permitted  to  exist. 
Simple  remedies  which  may  be  applied  are  then  given,  in- 
cluding reversals,  replacing  old  cells  with  new  ones,  methods 
of  changing  the  electrolyte  if  it  contains  impurities,  methods 
of  charging,  temperature  of  the  electrolyte,  how  to  determine 
whether  positive  or  negative  plate  is  at  fault,  overcharging 
growing  and  buckling,  scaling  and  shedding  of  active  material, 
rests  of  cells,  varying  rates  of  discharge,  local  action  and 
keeping  the  specific  gravity  of  the  electrolyte  properly  ad- 
justed. 

At  the  end  of  the  book  is  given  a  glossary  of  all  the  tech- 
nical and  trade  names  and  expressions  used  in  connection  with 
storage  batteries.  This  will  be  much  appreciated  by  those 
not  thoroughly  familiar  with  the  subject. 

Switchboards.— l:y  William  Baxter.  Jr.  Published  by  Derry-Col- 
lard  Company.  New  Tork,  1906.  Cloth,  188  pp..  5%  by  7% 
Inches.     Price.  J1.50  net.  postage  paid. 

In  any  generating  plant  the  switchboard  is  the  operat- 
ing center,  upon  the  condition  of  which  depends  the  con- 
tinuity of  service  as  afforded  by  the  machinery  controlled 
and  regulated  with  the  apparatus  mounted  on  this  board. 
It  would  seem,  therefore,  that  switchboard  design  should 
offer  problems  worthy  of  much  careful  study.  We  are 
pleased  to  note  that  the  author  of  this  new  work  on  the 
subject  has  treated  toe  switchboard  not  only  as  a  piece 
of  mechanical  apparatus,  but  as  a  delicate  electrical  de- 
vice which  should  be  capable  of  displaying  the  compara- 
tive values  of  the  currents  which  it  controls  and  serve  as 
a  distribution  center  controlling  the  output  of  the  electrical 
machinery.  In  this  book  the  author  first  outlines  the  ea 
and  more  crude  forms  of  switchboards.  Some  of  the  subjects 
treated  progressively  with  the  development  of  switchboard 
construction  are  as  follows:  Instruments  needed,  connections 
of  shunt  and  compound  windings,  connections  of  distributing 
circuit*,  three-wire  circuits,  parallel  operation,  arrangement 
of  Instruments  and  switches  Following  this  first  section  of 
the  book  the  author  di  i  ement  of  boards  in 

actual   service,   using  diagrams  of  these   boards   to   Illustrate 
details  of  design  which  should  be  considered.    The  next  sec- 
.,f  the  bo  ■  oted  to  the  construction  of  switch 

boards,  it  outlines  the  mechanical  pari  of  switchboard  work. 
such  as  the  choice  and  arrangement  of  conductors,  method 
of  supporting  and   the  nent  of  panels,  etc      [n 

,ii   ar«'   sJ  dared    the   electrical    and    mechanical 

details  of  arc  lighting  switchboard 

•  r    single    and    pol  bronlzers, 

ground   detectors,   high  ■  bboardi    and    oil  b 


switches.  In  one  chapter  the  author  discusses  switches  of  all 
kinds,  varying  from  simple  key  switches  to  power-operated, 
oil-break,  high-voltage  switches.  Circuit-breakers  are  dis- 
cussed and  enlarged  diagrams  shown  of  the  essential  parts 
of  the  more  common  types  of  breakers  as  used  in  railway 
and  lighting  work.  The  last  chapter  in  the  book  outlines  the 
essential  principles  of  the  more  satisfactory  types  of  light- 
ning arresters  and  illustrates  some  apparatus  now  in  actual 
use. 

As  this  book  is  devoid  of  any  purely  theoretical  discus- 
sions, and  as  the  subjects  are  introduced  in  the  order  of 
their  development,  using  many  clear  illustrations,  it  should 
prove  to  be  useful  for  those  who  have  to  do  with  either  the 
design  or  the  operation  of  switchboards  for  controlling  the 
output  of  electrical  machinery. 

Electrical  Engineering — An  Elementary  Text  Book.  By  E.  Rosen- 
berg:. Translated  from  the  German  by  W.  W.  Haldane  Gee. 
B.  S..  and  Carl  Kinzbrunner.  Revised  and  brought  flown  to 
date  by  Edward  B.  Raymond.  B.  S..  General  Superintendent 
Schenectady  Works  of  the  General  Electric  Company.  Pub- 
lished by  John  Wiley  &  Sons.  45  East  Nineteenth  Street.  New 
York.  1907.  Cloth.  347  pages.  6  by  9  inches,  with  333  illustra- 
tions.     Price.    $2.00   net. 

The  object  of  the  author  in  writing  this  book  is  identi- 
cal with  that  of  the  series  of  lectures  upon  which  it  is 
based — to  present  the  elements  and  principles  of  electrical 
engineering  in  such  clear  and  simple  language  that  they  can 
easily  be  understood  by  those  who  are  interested,  or  work- 
ing in  any  of  the  electrical  industries.  Having  this  object 
in  view,  all  mathematics  has  been  omitted;  a  thorough  knowl- 
edge of  arithmetic  being  all  that  is  required  to  follow  the 
arguments  in  any  part  of  the  work.  Throughout  the  entire 
book,  analogies  are  drawn  with  well-known  facts  to  enable 
the  reader  to  understand  the  different  electrical  phenomena. 
The  simple  relations  are  stated  as  formulae,  after  they  have 
been  explained  and  illustrated  by  practical  examples.  This, 
no  doubt,  facilitates  memorizing  those  which  should  be 
remembered.  Some  points  of  particular  note  are  the  illus- 
trations and  the  unusual  amount  of  space  which  has  been 
devoted  to  measuring  instruments,  controllers,  switchboard 
apparatus,  accumulators,  lighting  and  especially  the  chapters 
on  alternating  currents. 

The  section  on  alternating  currents  begins  with  a  dis- 
cussion of  the  development  of  the  required  knowledge  of  the 
properties  of  angles.  This  is  followed  by  some  experiments 
with  alternating  currents.  The  results  of  these  experiments 
are  then  used  to  explain  the  transformer  and  the  details  of 
its  construction.  This  is  followed  by  a  short  discussion  of 
vector  diagrams  and  alternating-currenl  calculations,  and 
ilr  application  of  these  calculations  and  the  experiments  to 
the  operation  of  alternating-currenl  meters,  Types  of  alter- 
cating current  generators,  windings  and  details  of  construc- 
tion are  next  treated,  as  well  effect  of  Inductance  and 

icitj  upon  iii"  regulation  of  the  generator  and  the  effect 
which  tie  ■   losses.    The  succeeding  chapter 

.  operations  of  generators  in  parallel  and  de- 
scribes the  methods  and  Instruments  used  for  synchronizing 
the  machines.  Synchronous  motors  and  rotary  converters 
are  treated  In  separate  chapters,  quite  est  consider- 

ing that  all  higher  mathematics  is  omitted 

I   portion  "i   the  i b  begins  with  the  develop- 

he  rotating  Held,  and  from  it.  the  polyphase  motor 
and  generator.  Faults  with  alternating-current 'motors  and 
the  remed  led  are  then  discussed,  and  followed 

With    a    short    description    of    high    ten  mission    lines 

and  apparatus. 

book  is  well  written,  printed  on  good  paper  and  the 
Illustrations  ar^  excellent 


i  hi    avai  age  dallj    traffic  on  the  <  Ihlcago  6    Oal 
i.ii  Railroad  t"i  the  month  ol  January,  1907,  ■ 

i  in     li  an   in.  the 

month  for  thi 


180 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  6. 


NEW     MOTOR    CARS     FOR    THE    METROPOLITAN    WEST 
SIDE   ELEVATED   RAILWAY. 


After  numerous  orders,  placed  from  time  to  time  with 
various  car  builders,  the  Metropolitan  West  Side  Elevated 
Railway  Company  has  evolved  a  type  of  motor  car  particu- 


motors  and  control  apparatus  by  the  Westinghouse  Electric 
&  Manufacturing  Company. 

The  length  of  the  cars  on  the  Metropolitan  is  restricted 
by  the  curves  of  the  Union  loop,  special  trackwork  in  some 
places  having  only  90-foot  radii.  The  new  cars,  therefore, 
are  not  made  longer  than   previous  equipments. 


Plan   of   New  Motor  Cars  for  the   Metropolitan   West  Side   Elevated  Railway, 


larly  adapted  to  its  service  and  traffic  conditions.  In  this 
car  the  desirable  features  of  previous  equipments  have  been 
retained,  while  unnecessary  or  objectionable  details  have 
been  omitted.  In  the  installation  of  the  electrical  and  air- 
brake equipment  the  effort  has  been  to  simplify  construc- 
tion and  to  make  the  arrangement  convenient  for  repairs.  In 
the  construction  of  the  body  the  lines  of  the  car  are  simple 
and  clean-cut,  being  almost  severe  in  plainness  and  lack  of 


The  length  of  the  car  body  on  the  center  line  over  end- 
plates  is  47  feet  7%  inches;  the  distance  between  center  of 
trucks  is  33  feet  7  inches.  The  extreme  width  of  the  car 
over  side  sills  is  8  feet  6  inches.  The  height  of  the  car  from 
top  of  rail  to  top  of  upper  deck  roof  is  12  feet  10  inches  and 
the  height  of  the  car  floor  above  top  of  rail  (light)  is  3  feet 
10  inches.     The  cars  seat  48  passengers. 

In  the  construction  of  the  underframe  there  are  no  center 


Metropolitan    Motor   Cars — Side   View. 


ornamentation,  the  only  striping  being  a  line  on  the  letter- 
board  and  a  %-inch  band  just  above  the  side  sill  of  the  steel 
subframe. 

The  car  bodies  were  built  by  the  Pullman  company,  the 
trucks  by  the  Baldwin  Locomotive  Works  and  the  electric 


sills,  and  this  assists  materially  In  simplifying  the  arrange- 
ment of  the  auxiliary  equipment  under  the  car.  The  side 
sills  are  9-inch  I-beams,  weighing  21  pounds  per  foot  and  run- 
ning the  full  length  of  the  car.  These  are  reinforced  by  1^4- 
inch  truss  rods  with  1  %-inch  turn  buckles.    The  end  sills  are 


February  9,  1907. 


ELECTRIC     RAILWAY     REVIEW 


181 


9-inch  channels,  weighing  25  pounds  per  foot.     These  extend       non-conductor  of  heat  or  cold  and  keeps  the  floor  comfortable. 


to  the  outer  edge  of  the  side  sills.  The  body  bolster  is  a 
box-beam  built  up  of  plates  and  angles;  it  is  12%  inches  wide 
and  9  inches  deep.  The  beams  which  support  the  floor  ex- 
tend across  between  the  side  sills.  They  are  6-inch  I-beams 
weighing  12 1i   pounds  per  foot,  with   the  exception  of  those 


and  also  assists  in  making  it  fireproof. 

The  clearance  required  for  motors  made  it  necessary  to 
offset  the  drawbar,  and  in  order  to  make  a  stiff  and  strong 
construction  a  new  design  has  been  made,  which  is  shown  in 
detail.     It  is  5  feet  11%  inches  long.  143-4   inches  wide  over 


RCVCK-SOi 


Sn  v-r  tStn  -' 


SSSS^^.,.^T 


To  /lift  Dooks 


showing  the   Disposition   of  the  Apparatus  on  the  Under  Side  of  the  Car. 


nearest  the  bolster,  which  are  6-inch  plate  girders  with  3-inch 
angle-iron  flanges. 

The  floor  between  the  body  bolster  and  the  end  sill  at 
the  vestibule  is  stiffened  by  two  3-inch  angle-irons  placed 
diagonally,  as  shown  in  the  drawing.  The  buffer  timber  is 
built  up  of  two  pieces,  each  3  by  14  inches,  of  clear  white 
oak.  well  seasoned.  The  front  is  armored  by  a  5/12  by  %-inch 
plate  and  is  supported  by  three  steel  bracket  castings  riveted 
to  the  end  sill.  The  entire  floor  frame  is  covered  with  steel 
plate  3/16-inch  thick,  which  greatly  stiffens  the  car  against 
twisting  in  the  severe  service  due  to  the  sharp  reverse  curves 
on  the  elevated  system.     It  also  protects  the  entire  wooden 


angles  and  consists  mainly  of  an  8-inch  channel,  which  Is 
reinforced  at  the  back  end  where  it  is  secured  to  the  truck 
center-pin  and  at  the  front  end  by  a  steel  casting,  which  is 
arranged  to  fit  the  back  end  of  the  coupler.  The  drawbar, 
which  swings  to  permit  rounding  of  short  curves,  is  sup- 
ported by  a  sector  bar  of  sufficient  length  to  permit  a  full 
swing  of  the  drawbar  on  a  curve  of  90-foot  radius. 

Special  attention  is  called  to  the  arrangement  of  the 
equipment  under  the  car,  as  all  the  hangers  have  been  spe- 
cially designed  for  mounting  the  control  and  airbrake  appa- 
ratus in  such  a  way  as  to  enable  the  conduit  and  pipe  con- 


Metropolltan   Motor  Cars — Bullt-Up  Coupler   Bar. 

portion  of  the  body  from  the  motor  <  in  nits  and  wiring  car- 
rying heavy  currents.  There  ba  bl  I  D  BO  case  of  burning  of 
carH  from  operating  circuits  .since  this  construction  was 
adopted.  On  top  of  this  steel  plate  are  riveted  2  by  2%  ln<  li 
angles,  to  which  .ire  bolted  1  by  2  by  2%  Inch  nalllnt;  strips,  to 

which,  in  turn.  Is  seenrod  the  d  oil  irooden  Boor  The  2-inch 
•pace  between  the  steel  and  wooden  BOOT  Ih  filled  with  nilii 
eral  wool  packed  no  bh  to  hare  a  density  equal  to  1-  pounds 
per  cubic  toot    This  acta  u  ■  deadener  of  sound;  it  is  a 


Metropolitan    Motor    Cars — Motor    Truck. 


nectlon  to  be  simply  and  conveniently  arranged.  The  ordi- 
nary practice  Is  to  mount  apparatus  directly  on  the  car  bot- 
tom and  then  make  connectioni  to  tit  In  any  way  that  they 

may  come. 

Truck* 

The  motor  trucks  bare  a  wheel  base  of  6  feet  6  inches 
and  lU'/ilncli  Iteel-tlred  wheels  with  cast  renters  made  by 
the  Standard  Steel  Works  Tbe  weight  of  BBI  h  truck  Is  12,- 
i>00  pounds.    The  trailer  trucks  have  a  wheel-base  of  B  feet 


182 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  6 


6  inches,  with  31%-inch  wheels,  and  weigh  9,000  pounds  each. 
The  truck-frame  proper  is  made  of  one  rectangular  forging 
with  wrought  pedestals  bolted  to  it.  The  swinging  bolster 
rests  on  two  sets  of  triple  elliptic  springs  33  inches  long, 
supported  on  a  heavy  iron  seat,  which  in  turn  is  hung  from 
bars   passing   over   the   bolster  and   resting   in  the  transoms 


wide.  The  corner  and  door  posts  are  composite,  made  of 
whitewood  and  ash  with  angle-irons  between.  At  the  guard's 
niche  the  two  outside  posts  are  made  of  white  wood  with 
2%  by  2%-inch  angle-irons  on  the  outside  corners.  The  two 
inside  posts  are  made  of  ash  with  2%  by  2%-inch  angle- 
irons   on   the   corners.     These   angle-irons   are   bolted   to   the 


of  the  truck.  The  equalizer  beam  is  1  by  6  inches  in  sec- 
tion. The  center-plates  and  side-bearings  are  cast  steel. 
The  brake  gear  is  inside-hung.  On  each  motor  truck  there 
are  two  Westinghouse  direct-current  motors,  each  of  160- 
horsepower.  The  Westinghouse  electro-pneumatic  system  of 
multiple-unit  control  and  the  Westinghouse  automatic  air- 
brake with  graduated  release  are  used.     The  weight  .of  the 


Metropolitan    Motor   Cars — End    View. 

car  complete  with  equipment  is  66,000  pounds,  and  the  weight 
of  the  car  body  about  30,000  pounds. 

Construction  of  Car  Body. 
The  construction  of  the  car  above  the  steel  underframe  in- 
cludes the  wooden  side  sills  of  4%  by  5%-inch  long-leaf  yel- 
low  pine.     The  car   floor   is   made   of   long-leaf  yellow   pine 
thoroughly  seasoned,  13/16-inch  thick,  and  not  over  3%  inches 


Metropolitan  Motor  Cars — Plan  Showing  Arrangement  of  Doors  and 
Control    Apparatus   at    End   of    Car. 

floor  and  to  angle-irons  in  the  roof,  which  connect  the  out- 
side posts  with  the  anti-telescoping  plate.  The  usual  truss 
plank  is  omitted  and  solid  sheeting  is  used  from  the  floor  to 
the  belt  rail.  There  are  five  composite  carlines  of  1%  by 
^-inch  iron  and  ash  %-inch  thick.  The  roof  is  made  of 
whitewood  or  poplar  Yz  inch  thick  and  covered  with  No.  6 
cotton  duck.  Tbe  vestibule  and  guard's  niche  are  shown 
by  cross-section  in  detail. 

The  right  corner  at  each  end  of  the  car  contains  tie 
motorman's  brake  valve,  air  gauge,  master  switch  and  other 
small  switches.  A  motorman's  cab  is  formed  by  a  hinged 
door,  which  in  one  position  encloses  the  brake  valve  and 
master  switch,  and  at  about  90  degrees  engages  with  the 
arched  posts  of  the  car.  The  front  windows  of  the  motor- 
man's  cab  are  glazed  with  double  plate-glass;  the  inside  faces 
of  which  are  treated  with  glycerin  to  prevent  them  from 
being  frosted.  The  vestibule  door  is  arranged  to  swing 
back  about  120  degrees  to  the  end  corner,  where  it  can  be 
fastened  open  and  out  of  the  way  in  summer  time. 

There  is  no  outside  platform  for  passengers  to  stand  on. 
The  side  doors,  35  inches  wide,  are  hung  on  roller  bearings 
and  equipped  with  devices  for  operating  them  by  air  pres- 
sure. 

The  inside  finish  of  the  car  is  of  solid  Mexican  mahog- 
any slightly  stained  and  rubbed  down  to  a  dull  surface.  The 
ornaments  are  simple  inlaid  lines  and  only  plain  moldings 
necessary  for  structural  purposes  are  used. 

The  headlight  and  marker  system  is  indicated  by  the 
illustration  of  the  end  view  of  the  car.  The  upper  deck,  in- 
stead of  rounding  off  at  the  extreme  end  of  the  car,  is  cut 
away  on  a  straight  line  about  IS  inches  back  from  the  end 


February  9,  1907. 


ELECTRIC     RAILWAY     REVIEW 


183 


and  a  vertical  plate  is  fitted  into  the  car  framing.  This  plate 
contains  at  the  center  a  glass  disc  behind  which  the  head- 
light is  placed,  and  at  each  side  is  a  4-inch  lens.  The  lamps 
for  night  markers  are  placed  back  of  these  and  the  same 
mechanism  which  operates  these  also  displays  the  daylight 
markers.  This  design  does  away  with  the  usual  outside  lan- 
terns and  headlights. 

The  hardware  used  throughout  the  car  has  statuary 
bronze  finish,  which  retains  its  original  color  and  is  not 
easily  tarnished.  The  cars  are  heated  by  hot  water  and  also 
arranged   for   electric   heating   when   desirable.     The  heating 


A  CONVENIENT  BLUEPRINT  FRAME. 


Metropolitan     Motor    Cars — Elevation    of    Control    Apparat 


colls  under  the  car  Beats  are  enclosed  by  perforated  steel 
sheets  so  as  to  prevent  rubbish  from  accumulating  beneath 
■its.    Thus  the  floors  arc  more  easily  cleaned. 

The  car  throughout  Is  a  marked  Improvement  on  those 
|ir<-vlously  built,  particularly  In  the  smaller  details  which 
affect  maintenance  and  repairs.  They  are  attractive  In  ai> 
comfortable. 

w<;  are  indebted  t«  Mr.  H.  G.  Hetsler,  president,  and  Mr. 
li.  II  Stover,  raperintendent  of  motive  power  and  way,  Met 
ropolltan  West  Side  Elevated,  for  the  drawings,  photographs 
an«l   Information   for  this  description. 


olngton   Baltln  .napolls  Railway  Is  now 

employing  a  n  on  the  construction  ol  Ita  line  from 

and  Annapolis,  lid  .  li 
effort  completed  and  in  a  by  July 

l.    a  law  (orce  of  men  baa  been  employed,  but  bad  weather 
i  'I   many  delays. 


Through  the  courtesy  of  Mr.  George  A.  Kimball,  chief 
engineer  of  elevated  construction,  Boston  Elevated  Railway 
Company,  we  print  herewith  a  drawing  of  a  special  frame 
for  drying  blueprints  which  was  designed  by  Mr.  H.  C. 
Hardwell  for  service  on  the  roof  of  the  company's  office 
building.  As  the  main  offices  of  the  Boston  elevated  are 
located  in  the  heart  of  the  business  district,  space  is  at  a 
premium  in  the  blue  printing  department.  A  small  pent 
house  on  the  roof  is  used  for  photographic  and  printing 
purposes,  and  several  thousand  negatives  of  important  work 
on  the  system,  a  large  movable  blueprint  frame  with  table 
adjustable  for  varying  sun  positions,  a  washing  tank,  drying 
racks,  developing  cupboard  and  various  supplies  are  com- 
pactly stored  in  this  space. 

The  quick  drying  of  blueprints  is  often  essential  in  the 
company's  work,  particularly  with  reference  to  drawings  de- 
sired by  general  officers,  city  authorities,  and  various  com- 
missions.   To  facilitate  the  task  the  white  pine  latticed  frame 


[Hook*  Eye 
iHinge 


ryrrrrrrrT 

r'r'n rfr  r  r  rr  r  r  r"r  r  c  r  r 

x*rYr- r  r  r  - 1 

rT.r  r rj-rn  rrrrr 

i  ,-^rrrrrrrr. 

rrrrrTrcrrrrrrrr* 
rr  rr-jT'r  r  r'rrrrrrrr 

rrri crrrfcrrtrr 

rrr rr - ,-  r  r rrr rrrrr 

rTrTTTj rrrrrrrr 

T.jr'r  rrr  r'rrrr'r'r  rrrr 
— "rrr  rr  r  rrrrr  r  r 


rrr 
rrr, 

rrr 
rrr 
rrr 
rrr 
rrr 
rrr 
rrr 
rrr 
rrr 


E/J&  £/evar/on  frvnt£te>.- 

A    Convenient    Blue    Print    Frame. 

shown  was  designed,  to  enable  prints  to  be  quickly  removed 
from  the  washing  tank  and  dripping  rack,  and  dried  with 
blotters  over  a  steam  radiator.  The  wet  prints  on  the 
upper  side  of  the  frame  and  the  intense  heat  of  the  radiator 
about  2>4  inches  beneath  the  lower  side  made  a  specially 
strong  construction  necessary  to  resist  the  warping  and 
buckling  strains  due  to  the  difference  in  temperatu- 

The  frame  is  48  inches  long  by  30  inches  wide.  It  Is 
composed  of  strips  %  inch  wide  halved  and  screwed  at  all 
intersections  and  spaced  2tf  inches  apart  in  centers.  The 
recesses  cut  in  each  strip  are  bolted  together  in  a  manner 
so  substantial  that  buckling  is  impossible.  The  frame  is 
finished  with  shellac.  The  height  above  the  floor  Is  32 
Inches  when  the  table  Is  down  ready  for  service,  The  frame 
is  hinged  and  equipped  with  hooks  and  eyes  so  that  it  folds 
back  against  the  wail  when  not  in  use  it  w:is  built  in  the 
company's  shops  and  the  cost  was  trifling  in  comparison  with 
the  coi  •    which  it  affords. 


It  is  stated  ihat  tlw  line  bi  foungstown  and 

pool,  <->..  which  is  now  under  construction  bj  the  yon 
town  A  Southern 

Railroad  will  be  ready  for  operation  by  March  l.    Th<   J 
town  ft  Southern  line  extendi  from  Youngstown  to  Letonla, 

Youngs  town    j  line  eacti 

East  Liverpool     Power  will  I  tn» 

now  on  "ti  at  v\-  ietr' 

Dill,  of  Youngstown,  general  n 


184 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  6. 


ELECTRIC    RAILWAY    AFFAIRS    IN    GREAT    BRITAIN. 


(FROM   OUR  LONDON    CORRESPONDENT.) 

The  depositing  of  private  bills  for  the  1907  session  has 
once  more  rearranged  the  complex  factors  in  the  London 
electric  power  situation.  Oh  the  one  hand,  the  county  council 
has  prepared  a  most  ambitious  scheme  which,  on  its  en- 
gineering side,  is  more  faithfully  modelled  than  even  before 
on  that  prepared  in  1904  by  Mr.  Merz  for  the  Administrative 
County  Company.  It  involves  the  ultimate  purchase  of  all 
existing  undertakings,  both  company  and  municipal,  in  the 
county  of  London,  and  for  a  wide  area  outside  the  county.  A 
new  and  gigantic  power  station  will  be  erected  at  Barking 
or  Erith  to  supply  these  undertakings  with  electricity  in 
bulk,  and  the  complete  scheme  will  demand  a  capital  of  little 
less  than  25  millions.  As  a  speculation  this  power  scheme 
far  exceeds  in  magnitude  and  risk  the  tramway  scheme  to 
which  the  council  is  already  committed. 

On  the  other  hand  the  Administrative  County  Company 
appears  on  the  scene  again  with  an  altered  form  of  proposal. 
In  its  report  the  parliamentary  committee  mentioned,  as 
alternatives  to  complete  company  or  county  council  control, 
a  compromise  whereby  a  company  should  take  the  specula- 
tive part  and  the  council  the  non-speculative  part  of  the  en- 
terprise; or,  secondly,  the  leasing  of  the  entire  undertaking 
by  the  county  council  to  a  company  for  the  initial  period. 
The  new  bill  promoted  by  the  Administrative  company  is  to 
enable  the  company  to  enter  into  such  arrangements,  and, 
under  them,  to  generate  and  supply  electricity  to  authorized 
distributors  and  to  power  users.  This  sort  of  mongrel  enter- 
prise is  based  on  the  theory  that  a  certain  amount  of  con- 
trol by  the  county  council  is  inevitable  in  the  present  state  of 
public  opinion,  and  that,  consequently,  a  purely  company 
scheme  has  no  chance  of  success  with  parliament.  The  Lon- 
don county  council,  on  its  side,  is  keenly  sensitive  to  the 
trend  of  public  opinion  with  regard  to  its  business  capabili- 
ties, and  especially  with  regard  to  vast  increases  in  its  finan- 
cial liabilities.  Rumor  declares  that  even  the  progressives 
are  favoring  a  transfer  of  the  speculative  risk  and  of  most 
of  the  capital  burden  to  a  company  in  a  manner  suggested 
by  the  parliamentary  committee.  Thus  is  reached  the  curi- 
ous situation  that  a  company,  conscious  of  county  council 
prestige,  seeks  alliance  with  it,  while  the  county  council  it- 
self, conscious  of  diminishing  prestige,  is  considering  a  divis- 
ion of  liabilities  with  a  friendly  company.  It  is  obvious  that 
the  solution  of  this  part  of  the  situation  depends  largely 
upon  the  results  of  the  county  council  elections  next  March. 
*        *        * 

Antagonistic  to  both  these  schemes  is  the  bill  promoted 
by  all  the  London  electricity  supply  companies.  This  is  a 
highly  interesting  scheme,  but  it  has  the  misfortune  (from 
the  parliamentary  point  of  view)  of  being  quite  unprece- 
dented. There  are  14  companies,  several  competing  with 
each  other  in  central  districts,  and  their  proposal  is  to  con- 
stitute and  to  incorporate  a  joint  committee  in  which  will  be 
vested  the  generating  stations  belonging  to  all  the  companies. 
Powers  are  sought  to  distribute  electricity  over  the  county 
of  London  and  a  wide  area  outside.  The  argument  for  this 
scheme  is  that  by  linking  together  the  existing  stations  and  ar- 
ranging for  mutual  assistance,  the  electrical  needs  of  London 
may  be  met,  now  and  hereafter,  with  a  comparatively  small 
outlay  and  without  the  creation  of  a  new  body  with  rights 
which  may  injuriously  affect  the  existing  undertakings.  Each 
company  would  continue  to  distribute  electricity  to  con- 
sumers as  at  present,  but  the  linking  up  of  stations  would  re- 
lease a  large  amount  of  reserve  plant  which  could  be  util- 
ized in  taking  up  new  power  business  as  well  as  the  supply 
in  bulk  to  other  authorized  distributors.  The  outline  of  this 
combined  scheme  was  put  before  the  parliamentary  commit- 
tee last  summer,  but  it  did  not  seem  to  receive  much  atten- 
tion.    Probably  the  feeling  was  that  it  had  come  rather  late 


in  the  day;  at  any  rate,  no  one  can  doubt  that  if  the  com- 
panies had,  in  1905,  fought  together  instead  of  separately 
and  had.  in  1906,  promoted  the  bill  which  has  now  been 
drafted,  their  prospects  would  have  been  much  brighter.  As 
things  are.  the  venture  has  the  appearance  of  a  forlorn  hope. 
It  will  be  opposed  as  a  vicious  "combine"  and  as  a  contra- 
vention of  the  accepted  principle  that  the  highest  economy 
is  secured  by  generation  in  a  single  large  station  for  dis- 
tribution to  numerous  customers  over  a  large  area. 

Meanwhile  the  local  authorities  concerned  with  elec- 
tricity supply  are  playing  a  more  or  less  passive  part. 
It  is  not  quite  certain  how  the  new  moderate  councils 
will  act,  but  there  seems  to  be  a  decided  feeling  against  the 
county  council  ambition  to  acquire  all  the  municipal  electri- 
cal undertakings  compulsorily.  It  is  impossible  for  any  re- 
sponsible observer  to  say  how  the  situation  will  resolve  it- 
self, since  the  policy  of  the  county  council  may  be  reversed 
next  spring;  but  the  best  hopes  lie  in  the  direction  of  ex- 
tended co-operation  among  the  various  parties  interested. 
Any  further  delay  would  be  most  serious  to  the  electrical 
supply  industry  in '  London.  Already  the  continued  uncer- 
tainty is  restricting  the  development  of  business  by  postpon- 
ing the  raising  and  expenditure  of  new  capital.  The  deadlock 
has  been  created  more  by  political  than  by  industrial  causes, 
and  is  therefore  the  more  intolerable  to  business  men. 


An  interesting  development  of  its  electric  train  service 
has  just  been  inaugurated  by  the  Lancashire  &  Yorkshire 
Railway  Company  in  the  electrification  of  its  Liverpool  South- 
port  &  Crossens  lines.  The  adoption  of  electricity  brought 
with  it  the  necessity  for  the  exercise  of  a  great  deal  of  in- 
genuity in  a  variety  of  matters  connected  with  third-rail 
guarding,  the  protection  of  the  public  at  grade  crossings, 
and  so  on.  That  the  measures  taken  have  been  sufficient 
seems  to  be  fully  proved  by  the  rarity  of  electric  shock  acci- 
cidents  or  fatalities.  When  this  line  was  new  a  number  of 
trespassers  and  some  of  the  railwaymen  were  killed  through 
coming  in  contact  with  the  live  rail.  It  required  time  for 
the  public  to  understand  the  risks  they  ran  in  trespassing 
on  the  converted  track,  and  for  the  railway  management  to 
make  trespassing  more  difficult  and  to  adopt  adequate  guard- 
ing for  the  protection  of  its  own  employes.  There  are,  of 
course,  a  great  number  of  arguments  to  be  produced  in  favor 
of  single-phase  traction  with  overhead  wires  for  railway  work- 
ing, but  the  experience  on  our  direct-current  lines  with  the 
live  conductors  laid  between  or  at  the  side  of  the  running 
rails  certainly  has  not  produced  that  evidence  of  danger  that 
was  expected. 

*        *        * 

By  the  courtesy  of  Mr.  C.  B.  Byles,  the  signal  engineer 
of  the  Lancashire  &  Yorkshire  railway.  I  am  able  to  put 
before  your  readers  some  particulars  of  an  interesting  and 
new  application  of  electricity  for  an  auxiliary  purpose.  I 
refer  to  the  electrical  working  of  the  grade  crossing  gates  at 
Waterloo,  near  Liverpool.  By  employing  a  2-hp..  electric 
motor  (speed  1,500  revolutions  per  minute)  it  is  possible  to 
accomplish  the  movement  of  the  gates  in  about  15  seconds. 
The  motor  is  so  connected  that  its  action  may  be  reversed 
for  respectively  opening  and  closing  the  gates.  A  lever,  the 
normal  position  of  which  is  midway  in  the  frame,  is  pro- 
vided to  operate  the  electrical  switches,  and  a  forward  move- 
ment of  this  lever  applies  current  to  operate  the  motor  in 
one  direction,  and  ihe  reverse  movement  of  the  lever  applies 
current  for  the  opposite  direction.  In  addition  to  the  switches 
worked  by  this  lever,  there  is  a  graduated  switch  worked  by 
hand;  this  is  provided  so  that  the  signalman  may  regulate 
the  speed  of  the  motor  as  the  gates  are  worked.  When  the 
movement  of  the  gates  is  completed  in  either  direction  the 
current  is  cut  off  automatically  by  means  of  switches  worked 
off   the  gate  shaft.     Mr.   Byles   anticipates  that  the   average 


February  9,  1907. 


ELECTRIC     RAILWAY     REVIEW 


185 


consumption  of  current  per  day  will  be  about  two  Board  of 

Trade  units. 

•  •         » 

The  Lancashire  papers  have  recently  been  advancing  ar- 
guments in  favor  of  electrical  instead  of  steam  driving  in 
textile  mills.  They  state  that  so  much  saving  will  be  effected 
in  buildings,  foundations,  gearing,  rope,  race.  etc. — usually 
amounting  to  several  thousands  of  pounds  sterling — that  the 
first  cost  of  the  two  systems  will  closely  approximate.  By 
using  in  the  power-house  turbines,  or  the  best  make  of  triple 
expansion  high-speed  engines,  with  superheated  steam  and  a 
high  vacuum,  the  coal  consumption  can  be  brought  down  to  a 
remarkably  low  figure  which  can  quite  easily  compete  with 
a  high-class  steam  drive.  In  two  recent  instances  of  the 
adoption  of  electrical  driving  in  Lancashire  textile  mills, 
increased  outputs  of  7%  per  cent  and  12%  per  cent  have  re- 
sulted. 

*  *        * 

Owing  to  the  withdrawal  of  the  Metropolitan's  through 
services  over  the  East  London  railway,  in  consequence  of 
the  electrification  of  the  Hammersmith  &  City  line,  a  dead- 
lock has  arisen  with  regard  to  passenger  traffic  on  the  East 
London.  Formerly  both  the  District  and  the  Metropolitan 
worked  through  passenger  services  over  the  line.  On  the 
electrification  of  the  District  that  line  withdrew  its  services, 
as  the  East  London  had  not  been  electrified,  and  now  the 
Metropolitan  has  been  obliged  to  discontinue  its  trains  for 
the  same  reason.  This  means  that  all  passengers  to  or  from 
either  systems  are  obliged  to  change  en  route.  The  East 
London  is  a  line  of  which  the  raison  d'etre  is  only  the 
through  traffic  passing  over  it  between  other  railways,  and  it 
Is  now  in  the  unfortunate  position  of  existing  as  a  more  or 
less  isolated  steam  railway,  surrounded  on  all  sides  by  con- 
necting electric  lines.  The  question  of  electrification  has  been 
before  the  board  for  some  years,  and  in  spite  of  what  has 
been  accomplished  by  the  Metropolitan,  the  District  and  the 
Joint  District  and  Tilbury  line  (the  Whitechapel  &  Bow  rail- 
way:, nothing  has  been  done  on  the  East  London.  Lord 
Claud  Hamilton,  the  chairman,  has  frequently  asserted  that 
the  development  of  electric  traction  for  railways  was  not  yet 
sufficiently  advanced  for  the  conversion  of  the  East  London 
to  be  undertaken,  but  the  real  difficulty  is  evidently  to  be 
found  in  the  joint  ownership  of  the  line,  which  seems  to  have 
stood  in  the  way  of  any  practical  solution.  In  view  of  the 
serious  decline  in  the  company's  stocks,  a  situation  that  di- 
rectly discourages  traffic  is  not  likely  to  commend  itself  to 
the  independent  shareholders.  Possibly  the  six  owning  com- 
panies may  combine  to  undertake  the  work  of  conversion, 
instead  of  standing  In  another's  way,  as  is  apparently  the 
case  at  present. 


MOTORMEN'S   SCHOOL.    DENVER   CITY    TRAMWAY    COM- 
PANY. 


Bl     II.    W.    SCOTT,   INSTRUCTOR   OF   MOTOBMEN. 


An   Electric   Line  in  Switzerland. 


The  La  Gruyere  electric  railroad  has  been  recently 
laid  out  through  a  picturesque  region  of  Switzerland  not 
far  from  Lake  Leman,  and  has  already  a  large  tourist 
traffic.  Several  years  ago  two  companies  obtained  conces- 
sions for  railroads,  one  running  from  Ohatel  Saint  Denis 
to  I'al'-yi'-nx,  and  ■  MCOnd  from  the  former  point  to  Bulle 
and  Monthovon.  These  companies  were  consolidated,  and 
the  electric  equipment  of  the  system,  which  makes  a  single 
continuous  line,  was  carried  out  by  the  Alloth  company,  of 
The  total  length  of  the  three  sections  of  the  road  Is 
and     the     road     uses    Vlgre  welghlm 

pound  i'i    within    some   of    the  towns,  wl 

a    grooved    rail    Ih    emplowd       Motor   cars    of    some    length, 
either    separate    or    coupled  to    form  a    train,  an- 

In    this  case,   and  the   current    Ih    taken  bj 
trolley  from  a  suhi  Ire.     A  single  wood  pole,  with  a 

long   bracket   arm  OH   the   'rack,  supports 

the  wire,   and   the   trolley,   mounted   on   the   ear   roof,  is  of 
the  er<  bed  or  t>ow  form   -Electrical  Revii 


A  schoolroom  for  motormen  has  recently  been  established 
by  the  Denver  City  Tramway  Company  and  fitted  with  appa- 
ratus suitable  for  teaching  applicants  for  positions  the  rudi- 
ments of  car  operation. 

The  accompanying  illustration  is  a  view  of  one  end  of 
the  schoolroom.  At  the  end  of  the  room,  not  shown  by  the 
photograph,  are  two  platforms,  each  intended  to  represent 
the  front  end  of  a  two-motor  car.  They  are  both  equipped 
with  General  Electric  type-K  controllers,  a  handbrake,  con- 
nected under  the  platform  to  coil  springs,  which  give  about 
the  same  leverage  as  the  brake  of  an  ordinary  car;  also  gong, 
sand-plunger,  and  a  fender-trip  or  trigger  attached  to  the 
controller  reverse-lever.  The  latter  is  an  ingenious  contriv- 
ance devised  and  patented  by  Mr.  D.  P.  Powell,  one  of  our 
motormen,  and  since  adopted  by  this  company.  By  its  use 
a  motorman  is  enabled  to  reverse  a  car  and  drop  the  fender 
with  one  movement  of  the  hand.  The  controllers  on  these 
platforms  are  not  connected  to  any  apparatus,  but  are  sim- 


Motormen's    Schoolroom — Denver    City    Tramway    Company. 

iil>  placed  there  to  show  the  atudeni  their  construction,  and 
to  give  him  instruction  in  the  proper  method  of  turning  on 
the  current.  Alter  the  switch-roll  and  cut-out  switches  have 
been  explained  to  him,  he  takes  his  place  on  the  platform, 
while  the  Instructor  stands  at  the  controller  shown  by  the 
photograph,  gives  the  "go-ahead"  signal,  and  actual  practice 
in   starting  and  stopping  a  car  begins. 

After  aatlsfacton  progress  has  been  made  by  the  student, 
ins  attention  Is  nexi  lineted  to  a  chart  which  shows  the 
method  ol  wiring  a  ear.  Here  he  traces  the  ourrent  as  It 
:  itom  the  trolley  woe  and  follows  its  path  through  the 
machinery  and  apparatus  ol  the  car,  until  II  again  Qnda  Its 
way  bach  to  the  po  on  I  >iis.    The  prln 

clple  and  use  of  the  tank  Lightning-arrester  are  next  explained 

..  ti    how    to   Keep   these   in    working  order.     Con- 

able  time  also  is  given  to  tl  *  be  ear  ri 

ance  and  its  functlo 

The  Instructor's  platform,  shown  In  the  Illustration,  is 
equipped  with  the  sanx  apparatus  bj  thai  used  (or  the  stu- 
denl  pi  oi  Ided  with  both  the  Inoande 

and  are  headlights,     in  addition,  however,  the  controller  op 

machlnei  >  used  for  Instruction 
two  large  tans  are  placed  in  the  circuit  and 
i  nderneath  each  fan  Is  ■ 

and   » hen  either  fan  is  in  clrcuil    I 


186 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  6. 


burn  and  illuminate  th  =  transparent  glass  front.  Through  a 
similar  transparency  the  fans  are  also  shown  when  running 
either  in  series  or  multiple. 

A  great  deal  of  the  student's  attention  is  directed  to  the 
scheme  of  the  controller.  The  principle  of  first  throwing  the 
motors  into  series  and  then  into  parallel  is  dwelt  upon  at 
some  length.  The  difference  in  wiring  and  flow  of  current 
when  in  series  and  parallel  or  multiple  is  demonstrated  by 
carefully  prepared  illustrations.  For  this  particular  lesson 
we  have  seen  nothing  better  than  the  drawing  prepared  by 
the  Brooklyn  Rapid  Transit  Company,  and  used  in  its  school 
for  motormen.  It  shows  two  waterwheels  placed  one  above 
another  on  the  same  service  pipe.  This  is  used  as  an  illus- 
tration of  the  motors  when  in  series.  The  second  drawing 
shows  two  service  pipes,  each  feeding  one  waterwheel,  and 
representing  the  motors  in  multiple.  To  demonstrate  to  the 
student  the  amount  of  resistance  which  is  used  at  each  point 
in  the  transition  of  the  controller  handle,  we  use  two  cir.cuits 
of  lamps,  shown  in  the  illustration  under  the  series-multiple 
transparency.  On  the  first  series-point,  they  all  burn,  and 
are  gradually  cut  out  as  the  last  series  point  is  reached.  On 
the  first  multiple-point  all  the  lamps  but  four  again  burn, 
and  the  student  has  an  ocular  demonstration  of  the  resistance 
in  circuit  at  each  movement  of  the  handle. 

At  the  back  and  to  the  left  of  the  instructor's  platform 
we  have  placed  a  circuit-breaker,  overhead  switch,  fuse-box 
and  two  light-circuits  with  which  the  ordinary  car  is  equipped. 
The  uses  of  these  appliances  are  carefully  explained  by  the 
instructor,  and  the  student  receives  many  hints  and  sugges- 
tions in  the  manner  of  detecting  and  repairing  slight  defects 
that  may  appear  in  the  car  lighting  system. 

The  best  methods  of  avoiding  accidents  are  discussed, 
and  the  student  is  impressed  with  the  necessity  for  calmness 
and  self-control  when  danger  is  imminent.  The  quick  use  of 
the  reverse  is  demonstrated,  and  the  best  method  of  feeding 
the  motors  in  order  to  obtain  the  greatest  efficiency  from  the 
reversing  process,  is  fully  explained.  In  this  connection  the 
use  of  the  sander  is  taken  up.  The  instructor  shows  how 
the  track  may  be  sanded  to  the  best  advantage  and  how  to 
avoid  flattening  the  wheels. 

Our  schoolroom  is  fitted  with  a  section  of  overhead  line, 
showing  an  overhead  switch  and  circuit-breaker;  and  the  in- 
structor takes  much  pains  in  explaining  to  the  learner  the 
necessity  for  turning  off  the  current  and  reducing  the  speed 
of  the  car  when  passing  under  special  work.  We  find  that 
motormen  as  a  class  are  much  more  careful  to  avoid  injury 
to  the  overhead  lines  if  they  are  shown  in  detail  just  what 
damage  may  result  by  careless  handling  of  the  current  and 
fast  running. 

The  student's  attention  is  next  directed  to  the  principle 
of  the  electric  track-switch.  On  the  right  of  the  room  we 
have  placed  a  box  containing  the  circuit-changer,  with  resist- 
ance coil  on  the  outside,  and  an  insulated  section  of  the 
trolley  wire,  upon  which  the  trolley  must  rest  when  the 
switch  is  being  operated.  The  student  is  made  acquainted 
with  the  operation  of  the  circuit-changer  and  shown  the 
fallacy  and  danger  of  using  more  than  one  or  two  points  on 
the  controller,  when  moving  the  switch  lever.  An  explana- 
tion of  the  delicate  switch  mechanism,  we  find,  has  a  good 
effect  upon  all  motormen,  whether  experienced  or  not.  They 
are  invariably  more  careful  in  applying  the  current  after  they 
fully  understand  its  workings. 

All  of  our  cars  are  provided,  for  emergency,  with  a  "trol- 
ley wire  pickup."  One  of  these  is  shown  in  the  engraving, 
standing  against  the  door  of  the  room,  and  holding  a  short 
section  of  trolley  wire.  Should  the  trolley  line  break  in  any 
district  where  serious  delays  may  result  while  waiting  for  the 
line  crew,  the  conductor  and  motorman  of  the  nearest  car 
must  proceed  at  once  to  get  the  wire  off  the  ground  and  tie 
it  to  the  nearest  pole  or  tree;  then  protect  passersby  from 
injury.     The  student  is  shown  how  he  may  handle  the  wire 


safely  and  without  delay,  and  the  advantages  of  the  "pickup'' 
are  demonstrated  to  him. 

The  instructions  given  in  our  school  are  all  calculated 
to  impress  upon  the  learner  the  practical  workings  of  the  ma- 
chinery and  apparatus  under  his  charge,  and  the  necessity 
for  strict  economy  in  operating.  He  is  made  to  understand 
also  that  his  first  thought  must  be  for  the  safety  and  com- 
fort of  his  passengers,  and  that  he  must  exercise  gentlemanly 
courtesy  toward  all. 

A  story  which  has  been  going  the  rounds  recently  tells 
of  a  fond  father,  who.  when  meeting  one  of  the  professors 
of  the  school  which  his  boy  attended,  remarked:  "Pro- 
fessor. I  understand  that  my  son  has  been  taking  algebra 
under  you."  "Yes,"  rejoined  the  pedagogue,  "he  has  been 
exposed  to  algebra,  but  I'm  not  sure  yet  that  he  is  going  to 
take  it."  After  conducting  our  novice  through  a  labyrinth  of 
instruction  and  after  having  given  him  the  benefit  of  our  ex- 
perience in  methods  and  practice,  we  often  feel  that  we  have 
"exposed"  him,  at  one  sitting,  to  a  rather  good-sized  fund 
of  knowledge;  and  we  sometimes  wonder  whether  or  not  it 
will  "take."  and  how  deeply  it  will  sink  in. 

We  place  him  on  a  car,  under  a  competent  teacher,  to 
begin  actual  practice,  however;  but  he  is  invited  and  expected 
to  return  to  the  instruction  room  and  go  over  the  same  course, 
if  necessary,  or  to  post  himself  on  any  special  subject  where- 
in he  is  lacking.  We  are  gratified  to  note  the  general  inter- 
est which  has  been  displayed  by  our  trainmen  since  the 
inauguration  of  the  school.  Many  have  attended  the  lecture 
as  often  as  three  or  four  times. 


Chattanooga   Railways  Improvements. 


The  Chattanooga  Railways  Company,  a  consolidation, 
effected  in  May.  1906,  of  the  Chattanooga  Electric  Railway 
Company  and  the  Rapid  Transit  Company,  is  enlarging  Its 
power  plant  at  Ridgedale,  building  commodious  shops  and 
car  houses  and  reconstructing  its  tracks  throughout  the  city. 
Since  these  properties  were  consolidated  the  company  has 
purchased  power  from  the  Chattanooga  Electric  Company 
under  a  10-year  contract.  It  has  been  found  advisable,  how- 
ever, as  a  precautionary  measure,  to  rebuild  the  company's 
own  power  plant  at  Ridgedale  and  maintain  it  as  a  reserve 
power  station.  The  plant  formerly  contained  two  300-kilo- 
watt  and  one  400-kilowatt  generators.  In  the  reconstruction 
work  these  generating  units  and  two  800-kilowatt  machines 
will  be  installed  and  kept  in  condition  for  emergency  cases. 

New  shops  with  a  floor  area  of  125  by  200  feet  have  been 
completed  and  will  be  soon  occupied.  The  shops  are  equipped 
throughout  with  the  latest  types  of  machine  tools,  each 
driven  by  an  individual  motor.  The  partitions  and  side 
walls  of  the  structure  are  brick  and  the  floors  are  concrete. 

In  addition  to  the  various  shops,  provision  is  made  in 
this  building  for  a  store-room  where  all  supplies  for  the 
railway  will  be  kept.  The  foundations  for  a  car  storage 
house  200  by  210  feet  have  been  laid  and  work  on  the  build- 
ing is  being  rushed.  This  building  also  will  contain  the  gen- 
eral offices  of  the  company.  Brick  and  reinforced  concrete 
construction  are  to  be  used  in  this  structure  and  it  will  be 
modern  in  all  its  appointments.  It  will  be  completed  and 
ready  for  occupancy  by  June  1,  1907. 

Throughout  the  city  the  tracks  of  this  company  are  being 
relaid  and  several  extensions  to  the  existing  lines  will  be 
made  during  the  present  year. 


The  report  of  the  Georgia  Railway  &  Electric  Company, 
of  Atlanta,  Ga.,  shows  that  32,073,750  paid  passengers  were 
carried  during  the  year  1906,  an  increase  of  5.538,450  over 
1905.  The  number  of  transfers  used  was  6,194,255,  an  in- 
crease of  1,182,184.  The  daily  average  number  of  passengers 
carried  was  87,873,  said  to  be  about  two-thirds  of  the  esti- 
mated population  of  Atlanta.  The  number  of  cars  operated 
increased  from  128  to  143. 


February  9.  lyOT. 


ELECTRIC     RAILWAY     REVIEW 


187 


NASHVILLE  TRANSFER    PRACTICE  AND    RESULTS. 


The  Nashville  Railway  &  Light  Company  of  Nashville. 
Tenn..  has  developed  a  transfer  system  that  overcomes  the 
common  abuses  and  produces  interesting  results.  A  central 
transfer  station  has  been  established  in  the  down-town  dis- 
trict of  Nashville,  from  which  all  cars  are  started  and  where 
all  passengers  are  given  bodily  transfer  privileges.  There 
are  five  other  transfer  points  in  the  city  but  so  accustomed 
have  the  people  become  to  the  use  of  the  central  station 
that  less  than  two  per  cent  of  all  passengers  accepting  the 
transfer  privileges,  transfer  at  points  other  than  the  main 
station. 

The  station,  which  is  illustrated,  occupies  a  lot  100  by 
200  feet,  between  Third  and  Fourth  avenues.  At  present  only 
one  track  passes  through  the  building  but  it  is  planned  to 
lay  another  track  at  an  early  date  so  that 'north  and  south- 
bound cars  can  be  separated  upon  entering  the  station.  All 
cars  pass  through  the  building  in  one  direction.     Passengers 


Entrance    to    Transfer    Station    at    Nashville. 

desiring  to  transfer  from  one  line  to  another  are  at  liberty 
to  do  so  while  inside  the  building.  A  charge  of  five  cents 
la  made  for  admittance  to  the  station  unless  fare  has  been 
paid  on  an  Incoming  car.  The  entrances  to  the  si 
provided  with  revolving  gates  through  which  no  one  Is  per- 
mitted to  pass  without  first  having  deposited  a  nickel  with 
the  gate  attendant.  Provision  Is  made,  by  means  (if  an  open 
passageway,  for  allowing  passengers  not  desiring  to  Dae  their 
transfer  privilege  to  pass  to  the  street.  By  this  method,  11 
will  be  seen,  only  those  who  have  paid  their  fares  on  a  car 
or  at  an-  allowed  In  the  station. 

After   a   ear    upon   entering   the  station 
Incoming    and    loads    the    outgoing    passengers    an 
rings  up  on   the  register  the  number  of  a  car 

contains     Be  then  givi  coupon  ticket  thai 

Indicates  the  'late,  the   line  and   the    number  of   fares   i  iitig  up, 

This  coupon  Is  turned  into  the  office  by  the  conductoi  after 

each  round  trip  as  fares  collected,  and   a  duplicate  coupon  Is 

tiirm-ii  in  by  the  Inspector  at  nighl      \i;  llected  by 

after  the  cm  '"■   'tan  ft  a   are 

ded  on  thi  in  the  n  oal  manner 

This    system    of    transferrim-    passengers    baa    ben    in 

Successful   operation    for    several    months    and    up   to   this   time 


the  officials  have  not  discovered  a  method  whereby  it  can  be 
"worked."  Space  inside  of  the  station  is  leased  to  candy  and 
fruit  venders  and  the  walls  of  the  building  are  rented  for 
advertising  purposes.  An  annual  revenue  of  $4,500  is  ob- 
tained from  these  sources,  which  amount  figures  largely  in 
defraying  the  cost  of  maintaining  the  station. 

The  Nashville  Railway  &  Light  Company  operates  10f> 
regular  cars  on  a  five-minute  schedule  on  the  several  lines 
and  during  the  rush  hours  the  number  of  cars  is  increased 
to  120  or  150  and  the  headway  is  reduced  to  four  min- 
utes on  many  of  the  lines.  For  this  reason  it  would  be  ex- 
pected that  serious  congestion  should  result  from  the  han- 
dling of  so  many  cars  at  one  point,  but  owing  to  the  fact 
that  the  station  is  principally  patronized  only  by  those  de- 
siring transfers  no  serious  blockade  has  ever  occurred. 

This  centralization  of  transfers  has,  however,  its  disad- 
vantages, inasmuch  as  it  is  necessary  in  some  instances  to 
carry  passengers  a  greater  distance  than  would  be  necessary 
were  transfers  given  at  the  point  of  intersecting  or  diverging 
lines,  but  it  is  claimed  that  the  disadvantages  are  more  than 
overcome  by  the  many  advantages  obtained  from  defeating 
the  common  abuses  of  the  transfer  privilege.  On  account 
of  the  small  number  of  individual  transfers  used  by  the  con- 
ductors the  company  is  able  to  keep  very  close  records  of 
transfers  issued.  Each  conductor  is  known  by  his  number 
and  is  provided  with  transfers  bearing  this  number. 

By  this  method  of  keeping  tab  on  the  transfers  issued 
the  company  can  immediately  trace  to  its  source  any  trou- 
ble that  may  arise,  and  ascertain  the  facts.  When  a  con- 
ductor reports  for  duty  he  is  given  a  book  of  transfers,  bear- 
ing his  number,  and  his  punch,  which  are  kept  in  individual 
boxes  in  the  office  at  the  transfer  station.  Upon  leaving  his 
run  it  is  obligatory  that  he  deposit  them  until  he  again  takes 
a  car.  Infraction  of  this  rule  is  punishable  by  a  three-day 
lay-off,  and  repeated  infractions  by  dismissal.  In  case  of  a 
three-day  lay-off  the  conductor  is  compelled  to  report  at  the 
office  at  the  usual  time  daily. 


Elevated  Railroad  for    Rio  de  Janeiro. 


Consul  (i.  E.  Anderson,  of  Rio  de  Janeiro,  reports  that 
one  of  the  last  acts  of  the  retiring  administration  of  Brazil 
was  the  granting  of  a  70-year  franchise  to  Carlos  Schmidt  and 
others,  of  Rio  de  Janeiro,  for  the  construction  of  an  elevated 
railroad  to  serve  the  city  of  Rio  de  Janeiro  and  its  suburbs. 
This  franchise  was  obtained  for  an  American  company.  It 
represents  a  purely  American  enterprise  and  present  plans 
are  that  all  the  equipment  will  be  purchased  in  the  United 
States.  The  company,  according  to  statements  made  *y 
its  projectors  in  Rio  de  Janeiro,  was  organized  a  short  time 
ago  in  the  state  of  South  Dakota  and  was  capitalized  at  $50,- 
000,000.  Charles  E.  Browne,  of  New  York  city,  is  its  presi- 
dent. It  is  planned  to  send  a  staff  of  engineers  and  technical 
experts  to  Rio  de  Janeiro  to  commence  the  preliminary 
work.  Within  four  years  1  3-5  miles  must  be  in  operation. 
Plana  call  tor  about  60  miles  of  right  of  way,  which  is  to  be 
double-tracked  throughout.  The  third-rail  electric  system  will 
be  used,  motive  power  to  be  derived  from  the  company's  own 
plant  or  from  one  of  tho  two  great  concerns  now  preparing 
to  develop  water  power  in  the  mountains  near  Rio  de  Janeiro 
It  Is  planned  to  establish  a  local  and  a  through  service  for  the 
It  of  the  people  living  in  the  suburbs. 

The  projectors  eatlmati  that  tho  first  year's  business  on 
a  full  working  basis  ought  to  show  tho  carriage  of  passengers 
to  the  extent  of  many  times  the  population  of  tho  city  at 
i  its  privileges  the  company  holding  the  conces- 
sion must  pay  tho  municipality  50,000  mllrels  per 'annum  for 
the  Mrst.  ;.  minim  for  the  next  30  years, 

and  70,000  mllrels  per  annum  for  the  following  30  year:      At 
■•.  onlil   amount   to   $16,660,  $20,000  and 

actively. 


188 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  6. 


FEEDER  AND   RETURN   SYSTEMS. 


HENRY   DOCKER  JACKSON,  E.   E. 


In  designing  the  distribution  system  of  an  electric  rail- 
way, it  should  be  noted  that  there  are  two  methods  of  pro- 
cedure; first,  with  regard  to  ultimate  economy,  and  second, 
with  regard  to  first  cost  only.  The  first  takes  into  considera- 
tion, not  only  the  cost  of  the  feeder  system,  including  rail 
bonds,  but  also  the  cost  of  repairs  to  motors,  controllers,  etc., 
as  well  as  the  loss  over  the  feeder  system.  The  second  con- 
siders the  lowest  possible  cost  of  feeders  and  rail  bonds  that 
will  allow  cars  to  be  operated. 

There  are  many  electric  roads  in  operation  where  the 
feeder  system  is  so  small,  and  the  rails  so  poorly  bonded, 
that  although  the  cars  run  at  long  intervals,  the  loss  over  the 
feeder  and  return,  plus  the  excessive  repairs  required  on  the 
motors,  controllers,  etc.,  would  go  a  long  way  toward  paying  a 
dividend.  This  could  be  remedied  by  the  addition  of  a  com- 
paratively small  amount  of  feeder  and  by  rebonding  the  rails. 

In  order  to  understand  why  these  things  occur,  it  is  nec- 
essary to  go  back  to  the  days  of  the  early  roads.  When  elec- 
tric roads  were  first  built,  it  was  seriously  suggested  that  only 
the  overhead  feeder  was  necessary  as  the  current  would 
return  through  the  earth.  The  first  trials  showed  the  mis- 
take. It  was  then  attempted  to  make  use  of  the  rails  in  a 
small  way  by  tying  them  to  a  supplementary  wire  laid  be- 
tween them.  This  worked  well  for  a  while,  as  the  cars  were 
light,  the  speed  low  and  the  power  required  small  in  amount. 
As  the  speeds  increased  the  power  also  increased,  thus  for 
most  lines  additional  grounds  or  return  wires  were  found 
necessary.  In  the  meantime  it  was  found  that  joining  the 
rails  in  good  electrical  contact  would  result  in  a  far  better 
return. 

Thus  the  rail  bond  was  introduced  and  the  return  wire, 
which  had  been  placed  overhead,  was  utilized  as  a  feeder. 
Each  new  road  was  patterned  after  the  old  roads,  with  the 
result  that  in  many  cases  the  feeder  systems  were  far  too 
small.  Therefore  until  recent  times  the  majority  of  the  roads 
have  had  inadequate  feeder  systems.  The  rolling  stock,  motors, 
controllers  and  generators  increased  in  size  and  value  of  ser- 
vice. The  overhead  wire  and  rail  joints  were  neglected; 
even  when  new  roads  were  built  the  old  methods  of  track 
and  feeder  work  were  followed.  No  calculations  were  made, 
but  the  feeder  system  of  some  other  road  was  copied  in  its 
entirety.  No  allowance  was  made  for  increased  traffic,  and 
it  often  occurred  that  even  from  the  first  the  feeder  system 
was  inadequate.  It  was  not  uncommon,  and  for  that  matter 
is  not  unknown  to-day,  to  find  that  the  pressure  at  the  end 
of*  a  line  is  down  to  200  volts,  while  the  station  pressure  is 
550  volts.  Would  any  transmission  engineer  consider  in- 
stalling a  line  where  the  loss,  even  for  a  few  hours  of  the 
day,  was  as  great  as  this? 

The  results  of  such  poor  feeder  circuits  were  threefold: 
First,  the  line  loss  was  excessive  and  the  power  required  to 
operate  the  cars  was  far  above  what  it  should  be.  Second, 
the  motors  having  to  operate  at  such  low  voltages  were  slow 
in  accelerating.  The  cars  had  to  be  overworked  to  make  the 
schedules,  and  thus  the  motors  were  overloaded.  It  was  no 
uncommon  thing  for  a  motorman  to  throw  the  controller  full- 
on;  the  excessive  feeder  drop  would  prevent  the  fuse  from 
blowing,  but  the  motors  got  far  more  current  than  they  were 
designed  for  and  as  a  result,  burned-out  fields  and  armatures 
were  common  occurrences.  The  third  result  appeared  as 
burned-out  controllers  and  flashing-over  of  motors,  caused  by 
the  rise  in  voltage  on  the  line,  either  from  the  sudden  throw- 
ing off  of  the  controller  on  the  car  which  had  had  the  flash, 
or  on  some  other  car.  The  guarding  against  these  conditions 
is  of  as  much  importance  as  ever  and  should  carefully  be 
considered  in  designing  a  feeder  system. 

It  would  be  quite  as  good  engineering  to  spend  as  much 


time  in  the  design  of  the  distribution  system  as  is  spent  in 
preliminary  work  on  the  power  house,  rolling  stock  and 
motors.  This  practice  should  result  in  the  line  loss  being 
reduced  to  the  smallest  amount  consistent  with  the  interest 
on  the  investment  for  copper.  To  obtain  the  best  results 
in  designing  our  distribution  lines,  a  careful  study  of  the 
physical  and  operative  features  of  the  road  is  necessary. 
The  probability  of  increased  traffic  should  be  considered 
along  with  the  stability  of  the  construction  materials. 

Having  these  figures  well  in  mind  the  size  of  the  rail 
may  be  determined,  and  from  this  the  question  of  rail  resist- 
ance. Right  at  this  point  many  errors  have  crept  into  resist- 
ance calculations.  Most  handbooks  and  many  engineers  give 
figures  for  the  conductivity  of  steel  rails  as  compared  with 
copper  as  1  to  6  or  1  to  7.  Authoritative  tests  show  that  such 
ratios  are  too  low  for  even  low  carbon  steel  as  used  for  third 
rails,  and  that  for  rails  used  for  traction  purposes  a  ratio 
of  1  to  10  or  1  to  11  is  more  correct.  A  rule-of-thumb  method 
is  to  assume  that  each  pound  of  rail  per  yard  is  the  equivalent 
of  10,000  circular  mils  cross  section  of  copper;  thus  a  70- 
pound  rail  is  the  current  carrying  equivalent  of  70x10,000  = 
700,000  circular  mils  cross-section  of  copper.  With  this  as- 
sumption and  the  joints  bonded  to  the  full  capacity  of  the 
rail  no  allowance  need  be  made  for  drop  at  the  joints.  Nev- 
ertheless it  will  be  found  advisable  to  add  15  per  cent  to 
the  rail  resistance  as  just  estimated,  when  computing  the 
total  resistance  of  the  track.  This  allowance  is  usually  war- 
ranted because  the  rail  is  seldom  bonded  to  its  capacity;  for 
example,  the  usual  bonding  for  city  service  is  two  No.  0000 
bonds  for  a  90-pound  rail.  The  two  No.  0000  bonds  have  a 
cross-section  of  423,200  circular  mils,  while  the  rail  is  the 
equivalent  of  900,000  circular  mils. 

When  a  joint  is  first  bonded,  its  resistance  may  be  as 
low  as  that  of  the  same  length  of  rail,  this  being  partially 
due  to  the  carrying  capacity  of  the  plates.  Rust,  however, 
soon  insulates  the  plates  and  then  the  joint  is  reduced  in 
capacity  to  the  conductivity  of  the  bonds. 

To  what  capacity  the  rails  should  be  bonded  is  determined 
by  the  conditions  of  service  and  cost  of  power.  The  resist- 
ance of  the  bond  when  first  installed  should  be  as  low  as 
possible;  at  least  so  low  that  the  loss  at  the  joint  will  not 
exceed  the  interest  on  the  cost  of  the  bond. 

In  addition  to  the  rails,  there  is  often  required  other  re- 
turn capacity.  To  what  extent  this  should  be  added  depends 
on  the  same  factors.  If  the  cost  of  power  lost  in  the  track 
return  circuit  will  more  than  pay  the  interest  on  the  existing 
amount  of  copper  then  more  copper  should  be  added  to  bal- 
ance the  equation.  This  rule  will  apply  where  no  danger 
of  electrolysis  exists,  otherwise  the  drop  over  the  return 
circuit  must  be  made  low  enough  to  prevent  troublesome 
electrolytical  effects. 

The  type  of  bond  to  be  used  will  largely  depend  on  local 
conditions  as  well  as  on  the  kind  of  joint  used.  Cross  bonds 
should  be  used  as  seldom  as  conditions  will  warrant.  Their 
duty  is  to  prevent  open  circuits  in  the  return,  and  to  make 
available  at  all  times  the  full  capacity  of  both  rails.  With 
the  rails  connected  by  double  bonds  at  each  joint,  the  value 
of  cross  bonds  grows  less.  Too  much  reliance  should  not  be 
placed  on  them  because  they  may  be  broken  by  digging  in 
the  streets  or  be  stolen  from  open  track  work. 

There  are  many  excellent  methods  for  making  the  rail 
a  continuous  conductor,  the  more  satisfactory  of  which  afford 
a  conductivity  at  the  joint  even  greater  than  that  of  an  equal 
length  of  rail.  Some  of  the  more  acceptable  types  of  bonds 
may  be  enumerated  briefly: 

Soldered  bonds  are  easily  and  quickly  installed,  have  low 
resistance,  are  cheap  and,  when  care  has  been  taken  in  plac- 
ing them,  they  may  be  considered  as  permanent.  There  is 
also  the  desirable  feature  that  they  may  be  placed  during  wet 
weather.  Wherever  these  bonds  have  not  met  expectations 
the  failure  has  been  due  to  one  of  three  things — not  cleaning 


February  9,  1907. 


ELECTRIC     RAILWAY     REVIEW 


189 


the  rail  surfaces,  insufficient  heating  of  the  rail  or  quenching 
the  solder  too  quickly. 

A  bond  of  the  steel-terminal  type  has  recently  been  de- 
veloped. It  is  thought  that  such  bonds  will  make  very  good 
joints,  but  heretofore  failure  has  been  met  on  account  of  the 
inability  to  make  a  perfect  union  between  the  steel  terminal 
and  the  copper  bond,  or  the  copper  has  been  weakened  dur- 
ing the  process  of  manufacture. 

The  various  makes  of  plug-terminal  bonds  are  well  known 
and  they  have  shown  that  when  carefully  installed  they  will 
give  excellent  results  in  service.  In  placing  such  bonds  care 
must  be  taken  to  thoroughly  clean  the  hole  after  drilling  and 
the  work  should  be  done  in  clear  dry  weather. 

Other  methods  of  making  the  rail  a  continuous  conductor 
are  by  the  use  of  electrically  welded  joint-plates,  plastic  bond- 
ing, by  the  Nichols  cast-zinc  joint,  the  cast  and  thermit  welds. 

It  should  be  remembered  that  no  matter  what  type  of 
bond  or  rail  connection  is  used,  special  care  is  warranted 
in  executing  on  the  work. 


DELAY    REPORTS   AT    MEMPHIS. 


ELECTRIC    RAILWAY    TELEPHONE    SERVICE. 


Dr.  C.  J.  Woodbury,  of  the  American  Telephone  &  Tele- 
graph Company,  was  the  speaker  at  the  meeting  of  the  New 
England  Street  Railway  Club  on  January  31,  his  topic  being 
the  "Application  of  the  Telephone  to  Railway  Service."  The 
address  was  illustrated  by  lantern  slides  and  portable  tele- 
phone apparatus  for  street  railway  use  was  shown. 

After  a  brief  historical  note  on  the  early  suggestions  for 
the  use  of  electric  signaling  on  railways  and  a  short  dis- 
cussion of  the  value  of  the  fixed  and  portable  telephone  in 
modern  steam  railroad  practise,  with  special  reference  to 
the  partial  displacement  of  the  telegraph  and  the  operation 
of  simultaneous  telephony  and  telegraphy  over  the  same 
wires.  Dr.  ^Yoodbury  took  up  the  use  of  the  telephone  in 
electric  railway  service. 

The  application  of  the  telephone  to  street  railway  ser- 
vice increases  the  economy  of  both  plant  and  operation,  as 
single-track  roads  in  thinly  populated  regions  can  be  oper- 
ated at  an  efficiency  and  with  a  flexibility  that  would  re- 
quire a  double-track  line  for  safe  service  without  the  tele- 
phone. As  a  means  of  instantaneous  transmission  of  all 
kinds  of  operating  intelligence  it  is  unsurpassed.  A  case 
was  cited  where  a  collision  of  two  approaching  cars  on  a 
single-track  section  was  narrowly  averted  by  a  watchman 
telephoning  the  power  house  to  shut  off  the  trolley  circuit. 

Portable  telephone  sets  are  generally  preferred  to  fixed 
sets  for  long  mileage  and  few  cars.  Dr.  Woodbury  stated 
that  the  experience  of  the  steam  railroads  had  favored  the 
use  of  the  Bell  telephones  for  the  reason  that  the  tele- 
phone company  maintains  the  plant  so  that  there  is  a 
virtual  guarantee  of  its  use;  the  railroad  company  is  not 
obliged  either  to  train  men  for  this  work  or  to  repair  the 
line.  The  guarantee  of  the  telephone  company  also  Insures 
first-class  apparatus,  which  may  not  otherwise  be  forthcom- 
ing. 

Several  forms  of  portable  sets,  weighing  from  13.5  pounds 
in  In  use.  though  tin-  more  substantial  forms  are  con- 
sidered preferable.  Jack-boxes  on  poles  must  be  well  in- 
sulated and  also  be  rain,  snow,  insect  and  "fool-proof."  In 
the  latest  equipments  the  jack  is  carried  at  the  end  of  tho 
portable  circuit  from  the  car,  tho  plug  being  Installed  In  the 
jack-box,  which  resembles  a  large  petticoat  Insulator.  Tele- 
phone circuits  should  be  transposed  St  least  every  eight  polet 
and  the  transposition  of  parallel  circuits  staggered.  Fixed 
telephone  sets  in  the  restlbules  of  cars  are  found  preferable 
on  roads  having  a  large  number  of  cars  and  congested  ' 
as  they  may  be  used  more  rapidly  by  merely  attaching  the 
flexible  wires  to  a  pole  than   when   It   Is  necessary   to  Like  a 

telephone  set.  from  a  car  and  hang  it  upon  b  pole. 
instruments,  giving  loud  and  oleai   ti 
tlal   In   railway  service. 


An  interesting  system  of  issuing  delay  reports,  which 
illustrates  the  value  of  close  organization  in  street  railway 
operation,  is  in  use  on  the  Memphis  Street  Railway  Company's 
lines  at  Memphis,  Tenn. 

This  company  operates  cars  on  14  routes,  over  each  of 
which  a  division  superintendent  has  complete  charge.  All  cars 
in  making  their  runs  pass  the  intersection  of  Main  and  Madi- 
son streets  where  a  car  checker  records  the  car  number  (and 
train  number  during  the  day)  and  the  time  each  car  passes 
that  point.  If  any  car  is  found  to  be  running  behind  its 
schedule  it  is  necessary  that  a  reasonable  explanation  be 
made.  The  crews  make  such  reports  to  the  division  superin- 
tendent, who  reports  to  the  superintendent  of  transportation, 
and  he  to  the  general  superintendent.  So  thoroughly  has  the 
plan  of  reporting  the  causes  of  delays  been  developed  inde- 
pendent of  the  train  dispatching  system  that  it  is  not  un- 
common for  the  delay  reports  to  reach  the  main  office  before 


The  Mempf^s  Street  Railway  Company 

DAILY  REPORT  OF  SUPERINTENDENT  OF  TRANSPORTATION 
Weather                                                                    Date                                           1°" 

SPECIAL    OCCASIONS 

L.NE 

OCI    ISTOM 

no  B  MC*n 

.,,,,.,„,. ,  .     ,,.  .  1 



■ .— 

DIVISION    SUPERINTENDENTS    OFF   DUTY 

HAM 

WHO  SimiTITTlNa 

DELAYS   TO    SERVICE 

LINE 

CAR  No 

nui 

CAM. 

— . — 

"    " 

ALL  CARS  OUT  ON  TIME.  EXCEPT  AS  FOLLOWS: 

LINE 

...  n 

n-o-o. 

Tim*  Oul 

inion  m  l.l.v 

_ 

NUMBER    OF    MEN    ON    LIST 

MOTOR MKN 

TOTAL 



Tom 

Superintendent's   Dally    Report,    Memphis   Street   Railway. 

the  car  record  blanks  have  been  completed.  The  delay  re 
ports  furnish  details  as  to  the  line,  car  number,  time  (both 
ways),  and  cause  of  the  delay.  The  accompanying  lllustra 
tion  Is  a  reproduction  Of  a  daily  report  blank  used  by  the 
superintendent  of  transportation  of  this  systi  m 


About    Railways. 


In  Great  Britain  you  find  both  the  cheapest  and  most 
expensive  miles  of  railway  ever  constructed.  The  eight- 
mile  line  known  as  the  Wotton  tramway,  and  which  was 
built  to  tho  order  of  the  late  duke  of  Buckingham  and 
Chandos,  cost  only  £1,40(1  a  mile.  It  is  of  standard  ran;-'  Bad 
Is  now  used  as  a  ll^ht   rallv. 

The  most  costly  piece  of  railway  line  In  the  world  Is 
ih.it  between  the  Mansion  bou  e  and  Udgate,  on  the  i; 

ad,  London.    R  cost  nearly  E8,0Oo,(hhi.    r.ctwecn  Trinity 
square  and   King  William   statue  the  record  rose  to  no 
Hi. in     1,000    guineas    n    yard,     about     E80     an     Inch. — London 
Answers. 


190 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  6. 


MASPETH   CAR    HOUSE  AND  SHOPS  OF  THE   BROOKLYN 
RAPID  TRANSIT   COMPANY. 


The  Brooklyn  Rapid  Transit  Company  has  recently 
started  construction  work  on  a  new  fireproof  surface  car 
barn  to  accommodate  45  cars,  with  inspection  pits  and  a 
small  machine  shop,  and  an  auxiliary  open  storage  yard  with 
a  capacity  for  105  cars,  in  the  village  of  Maspeth,  N.  Y.,  to 
take  the  place  of  the  now  inadequate  barns  at  the  corner 
of  Grand  street  and  Juniper  avenue,  where  the  cars  of  the 
Fresh  Pond-Flushing,  Flushing  avenue,  North  Beach,  Grand 
street  and  Metropolitan  avenue  lines  are  housed.  Maspeth 
is  an  important  operating  point  of  the  company  and  it  has 
been  decided  to  spend  about  $500,000  in  the  erection  of  ade- 


by  a  tile  fence.  A  small  building  within  the  yard  will  have 
compartments  for  signs,  lamps,  salt  and  sand.  The  entrance 
to  the  car  barn  on  Grand  street  is  not  of  sufficient  width  to 
give  room  for  more  than  two  tracks,  one  having  switch  con- 
nection with  the  other  and  forming  a  straight  storage  track 
the  entire  length  of  the  building.  The  other  is  a  lead  track 
serving  seven  tracks  equipped  with  inspection  pits.  That 
section  of  the  building  formed  by  the  acute  angle  at  the  in- 
tersection of  Juniper  avenue  and  Washington  street  and  a 
space  35  feet  4  inches  wide  along  the  Washington  street  end 
is  devoted  to  shop  purposes.  In  this  section  are  gauntlet 
tracks  for  wheel  storage,  over  the  center  of  which  are  sus- 
pended from  the  roof  an  I-beam  trolley  runway  with  chain 
hoists.    The  shop  will  have  a  forge  and  several  installations 


Brooklyn    Rapid  Transit  Company — Floor  Plan  of   New  Office,  Shop  and  Storage   Building  at   Maspeth. 


quate  car  barn  and  storage  facilities.  The  structures  will  be 
similar  in  design  and  equipment  to  the  large  new  barns  and 
shops  of  the  company  at  Ninth  avenue,  which  are  approaoh- 
ing  completion. 

The  ground  upon  which  the  car  barn  will  stand  is  tri- 
angular in  shape,  with  a  frontage  of  50  feet  on  Grand  street, 
the  entrance.  The  building  will  extend  back  to  Washington 
street  a  distance  of  400  feet,  with  a  rear  depth  on  Washing- 
ton street  of  193  feet  and  a  frontage  on  Juniper  avenue,  the 
hypothenuse  of  the  triangle,  of  424  feet.  The  building  will 
consist  for  the  greater  part  of  a  single  high  story,  but  will 
be  a  two-story  structure  for  a  distance  of  150  feet  along 
Juniper  avenue.  West  of  the  building  will  be  erected  the 
open  car  storage  yard  with  13  tracks  served  by  6  switches 
from  a  Grand  street  lead  track.  Through  the  center  of  this 
yard  a  fire  wall  will  extend  and  the  yards  will  be  surrounded 


of  modern  machines  will  be  made,  so  that  light  repairs  can 
be  made  without  the  necessity  of  sending  cars  to  the  com- 
pany's car  building  shops  in  South  Brooklyn.  Each  lathe 
or  other  piece  of  machinery  will  receive  power  individually 
by  direct  connected  motor,  using  current  from  the  company's 
wires.  A  crane  runway  extends  along  the  Washington  street 
end  and  this  section  is  equipped  with  the  usual  complement 
of  jib  cranes. 

Reference  to  the  engraving  presented  herewith  will  show 
the  attention  which  has  been  given  the  matter  of  fire  protec- 
by  direct-connected  motor,  using  current  from  the  company's 
storage  yard.  The  Grand  street  frontage  of  the  office  por- 
tion of  the  building  gives  room  for  the  entrance  hall  and  a 
waiting  room  for  the  trainmen.  Then  come  the  offices  of  the 
dispatchers,  the  register  takers  and  the  day  and  night  depot 
masters.    Back  of  these  are  the  toilet  room  and  locker  room 


February  9,  1907. 


ELECTRIC     RAILWAY     REVIEW 


191 


for  the  men,  boiler  room,  coal  bin.  sash  storage  room,  locker 
and  lunch  room,  stock  room  and  a  small  office.  On  the  second 
floor  of  the  barn  are  offices  for  the  division  superintendent 
and  his  clerks,  and  for  the  men  in  charge  of  the  mechanical 
department  of  this  station.  A  well-lighted  and  airy  lunch 
room  will  be  equipped  on  this  floor  and  will  be  ready  for 
business  at  all  hours.  Back  of  it  are  club  and  lounging 
rooms,  with  a  piano  and  other  forms  of  amusement,  includ- 
ing two  standard  bowling  alleys. 

The  exterior  of  the  entire  structure  will  be  of  a  fine 
gTade  of  red  pressed  brick,  while  its  interior  walls  are  to  be 
constructed  of  tile  and  ornamental  brick.  Floors  are  to  be 
concrete  and  ceilings  of  steel,  so  that  the  entire  structure 
will  be  practically  fireproof. 


WORK     AND     WRECKING     CAR     OF     THE     CINCINNATI 
TRACTION      COMPANY. 


A  general  utility  car  of  interesting  design  has  recently 
been  put  into  use  on  the  lines  of  the  Cincinnati  Traction 
Company,  at  Cincinnati,  O.  As  shown  in  the  accompanying 
illustration,  the  car  is  provided   with   a  swinging  boom  and 


ing.  rotating  and  racking  motions  respectively.  These  mo- 
tors are  controlled  from  the  cab,  the  wires  passing  tin 
conduits  under  the  floor  and  up  through  the  post  of  the  crane 
to  the  motors,  which  are  located  on  the  boom.  The  original 
design  of  the  crane  contemplated  handling  loads  of  three 
tons,  but  some  changes  have  been  made  in  its  design  so  that 
the  equipment  is  now  capable  of  lifting  six  tons.  The  car 
complete  weighs  about  50,000  pounds. 


THE    STRENGTH    OF    INSULATOR    PINS. 


Much  useful  information  regarding  the  comparative 
strength  of  wooden  insulator  pins  is  furnished  in  a  late  re- 
port of  the  Purdue  University  timber-testing  station  of  the 
department  of  agriculture.  The  report  covers  the  tests  made 
on  53  samples  of  oak,  black  locust  and  rock  elm.  As  stated, 
though  furnishing  a  fairly  reliable  indication  of  the  com- 
parative strengths,  the  number  of  specimens  was  not  suf- 
ciently  large  to  establish  these  values  as  absolute. 

The  pins  were  of  standard  size,  lVi  inch  by  8  inches. 
The  oak  pins  were  from  %  to  %  inch  shorter  than  the  oth- 
ers, and  of  slightly  smaller  diameter  at  the  shoulder.    Their 


Halt  Elevation 


H/tir  Seer/on 


Cincinnati   Work  and  Wrecking  Car. 


hoist  mounted  over  one  truck,  which  makes  this  equipment 
available  for  wrecking  purposes.  The  car  is  36  feet  long  and 
8  feet  wide.  The  stringers  consist  of  8  by  10-inch  yellow 
pine,  reinforced  on  the  inside  by  8-lnch  channels  and  on  the 
outside  by  1  by  11-lnch  steel  plates.  The  other  underfram- 
ing  of  the  car  is  reinforced  by  %-inch  plates  joined  to  the 
stringers  with  3*4  by  %-inch  angle  plates.  The  floor  is  laid 
in  two  thicknesses,  the  lower  of  2-lnch  plank  laid  trans- 
versely, and  the  upper  of  1-inch  lumber  laid  lengthwise  of 
the  car.  The  trucks  are  of  the  Elliott  type  with  4-foot  6- 
lnch  wheel-base  and  carrying  Westlnghouse  No.  C,8  motors. 
The  Cincinnati  Traction  Company's  33-inch  standard  steel 
wheels  are  used.  A  motorman's  cab  located  at  the  front  end 
of  the  car  Is  4  by  6  feet  In  floor  area,  which  allows  a  2-foot 
apace  on  either  side  of  the  car  floor  that  may  be  utilized 
when  carrying  steel  rails  or  other  supplies  of  a  length  equal 
to  or  greater  than  that  of  the  car  floor.  Thirty-inch  side- 
boards are  provided  so  that  the  car  may  be  utilized  for  band- 
ling  gravel  or  other  loose  materials. 

crane,  which  Is  probably  the  most  novel  feature  of 
the  car,  is  located  at  the  rear  end  of  the  platform  and  Is  a 
'iinatlon  of  the  rotating,  racking  and  hoisting  types.  It 
was  furnished  by  the  Waiting  Foundry  Equipment  Company, 
Of  Harvey,  111.  The  derrick  Ii.ih  a  total  height  of  8  t» 
Inches  above  the  cat  BOOT  and  the  hoisting  block  has  a  travel 
Of  10  feet  from  the  poll  to  the  end  of  the  boom.  Motors  of 
12,  5  ami  1  lip.  capacity  are  provided  for  operating  the  hoist- 


lever  arm  was  also  about  %  inch  shorter  than  in  the  cases 
of  the  other  two  species. 

From  the  results  obtained  it  appears  that  the  breaking 
strength  of  the  two  shipments  of  black  locust  pins  was  prac- 
tically the  same,  and  may  be  taken  as  4,000  pounds.  Live 
oak  pins  came  next  in  order  of  strength,  with  a  breaking 
moment  of  about  3,000  pounds.  Rock  elm  pins  were  the 
weakest,  having  a  breaking  strength  of  2,500  pounds.  The 
oak  pins  were  the  heaviest,  the  locust  next,  and  the  elm  the 
lightest.  The  locust  and  elm  pins  failed  mostly  by  split- 
ting from  the  threads  to  the  shoulder,  or  by  tension  at  the 
shoulder.  Occasionally  the  portion  of  the  pin  Inserted  In 
the  block  failed  by  shearing  horizontally.  The  oak  pins 
nearly  all  failed  by  tension  at  the  shoulder.  An  Interesting 
point  indicated  by  the  results  is  that  the  breaking  itrei 
of  the  pins  varied  nearly  directly  as  the  number  of  year- 
rings   per   radial   Inch. 


The  Columbus  Railway  &  Light    Company,  of  Columbus, 
O.,    carried    over    60,000,000    passengers,    Including    trau 
during  the  year  1906,  an  av«  I  1.250  dally.    On  straight 

fares,  about  40,000,000  were  carried,  an  average  of  110, 

The  receipt:   oi  the  company  for  the  year  approximated 
$1,540,000.      The    average    fnro    Including    I  waB    two 

and  ilx-tenthi  cents  and  excluding  tranaferi  a  fraction  less 
than  four  cents.    Cash  fares  made  up  the  advance  over 
and  four  the  price  of  the  seven-for  a-quarter 

tickets. 


192 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  6. 


THE    SUBSTITUTION    OF    THE    ELECTRIC    MOTOR    FOR 
THE    STEAM    LOCOMOTIVE.* 

(CONTINUED    FROM    PAGE    160.) 


BY    LEWIS    B.    STIIXWELL    AND    HENRY    ST.    CLAIR   PUTNAM. 


Comparative  Costs  of  Operation. 

The  substitution  of  electric  for  steam  equipment  involves 
a  large  investment  in  power  plant,  and  in  electric  conductors 
and  apparatus  for  conveying  power  from  the  power  plant  to 
the  moving  trains.  The  distributing  system  for  alternating- 
current  equipment,  which  is  the  only  class  of  equipment  de- 
serving serious  consideration  in  connection  with  the  general 
problem  which  we  are  discussing,  comprises  an  addition  to 
permanent-way  equipment  in  the  form  of  overhead  construc- 
tion and  electrical  conductors  conveying  power  from  the  power 
house  to  the  trolley  or  conductor  which  is  carried  above  the 
track.  For  the  trolley,  a  potential  of  11,000  volts  is  suitable 
and  can  be  adequately  insulated.  The  mechanical  support  for 
the  trolley  comprises,  preferably,  steel  poles  with  brackets  or 
light  steel  bridges  spanning  the  track. 

The  cost  of  the  power  plant  and  distributing  system  are 
properly  chargeable  to  capital  account. 

Our  estimates  are  based  upon  the  assumption  that  single- 
phase  alternating-current  equipment  is  used;  that  the  trolley 
potential  is  11,000  volts;  that  each  power-house  supplies  rail- 
way line  to  a  distance  of  150  miles  in  each  direction,  the 
feeder  potential  employed  being  60,000  volts;  that  the  over- 
head construction  is  first  class  in  every  respect,  and  steel 
bridges  and  field  poles  set  in  concrete  being  exclusively  used 
for  the  support  of  both  trolley  conductors  and  feeders.! 

As  regards  equipment  of  the  rolling  stock,  it  is  the  general 
practice  of  our  railways  to  charge  against  operating  expenses 
all  new  equipment  purchased  to  replace  that  which  has  been 
worn  out  in  service.  In  the  adoption  of  electricity,  it  would 
seem  that  this  method  might  be  followed  in  general  by  our 
more  important  railway  systems,  the  substitution  of  electric 
equipment  beginning  naturally  upon  those  parts  of  the  sys- 
tem where  the  resulting  advantages  are  maximum.  In 
cases  where  the  initial  substitution  of  electricity  is  on  a 
large  scale,  as  compared  with  the  total  rolling-stock  equip- 
ment of  the  railroad  making  the  change,  it  is  probable  that  a 
part  if  not  all  of  the  cost  of  electric  rolling  stock  equipment 
will  generally  be  charged  to  capital  account. 

We  proceed  to  compare  the  cost  of  electric  operation  with 
the  cost  of  operation  by  steam  locomotives,  using  as  our  stand- 
ard of  comparison  the  grand  average  results  in  steam  opera- 
tion in  the  United  States  for  the  years  1901-1905,  inclusive. 
These  average  results  are  set  forth  in  the  following  tables 
compiled  from  the  reports  of  the  Interstate  Commerce  Com- 
mission and  printed  herewith.  Many  of  the  items  included  in 
this  tabulation  vary  between  wide  limits  in  the  practice  of 
different  railroads. 

Maintenance  of  Way  and  Structures. 

Under  the  general  heading,  "Maintenance  of  Way  and 
Structures,"  item  No.  1,  "repairs  of  roadway,"  if  changed  at 
all  should  show  some  reduction  under  conditions  of  electric 
operation,  but  obviously  no  material  change  is  to  be  expected. 
We  assume  therefore  that  this  item,  amounting  to  10.818  per 
cent  of  total  operating  expenses,  will  remain  unchanged. 

The  items,  "renewals  of  rails,"  "renewals  of  ties,"  and 
"repairs  and  renewals  of  bridges  and  culverts,"  may  be  con- 
veniently grouped.  In  the  aggregate,  these  on  the  average 
steam  operated  railroad  amount  to  6.33  per  cent  of  the  total 
cost  of  operation.  Prom  the  best  study  which  we  have  been 
able  to  make  of  the  detailed  factors  comprised  under  these 
three  items  of  the  classification,  it  would  seem  that  under 
electric  operation  they  should  be  reduced  about  one-fourth;  in 
other  words,  they  should  approximate  5  per  cent  of  the  total 
operating  expenses. 

The  cost  of  track-maintenance  is  increased  by  reason  of 
the  electric  bonding  of  the  rails.  This  bonding,  including  the 
cost  of  special  bonds  necessary  where  an  automatic  track- 
signal  system  is  used,  will  cost  about  $500  per  mile  under 
average  conditions.  Its  cost  of  inspection  and  maintenance 
should  not  exceed  $50  per  mile  of  single  track  per  annum. 

The  annual  cost  of  "renewals  of  rails,"  "renewals  of  ties," 
and  "repairs  and  renewals  of  bridges  and  culverts,"  averages 

•Extracts  from  a  paper  presented  at  the  213th  meeting  of 
the  American  Institute  of  Electrical  Engineers,  New  York.  Jan- 
uary 25,   1907. 

tin  assuming  the  use  of  the  single-phase  system  we  are  not 
condemning  other  systems.  The  three-phase  system  has  not  re- 
ceived from  American  engineers  in  general,  that  degree  of  con- 
sideration which  its  possibilities  and  demonstrated  advantages 
Justify.  Its  use.  at  least  on  mountain-grade  divisions,  can  be 
supported   by   very   strong  arguments. 


in  the  United  States  $400  per  mile  of  track,  which  as  above 
stated,  is  6.633  per  cent  of  average  operating  expenses,  under 
steam  operation,  and  for  equal  trains,  as  we  have  estimated, 
5  per  cent  for  electric  operation.  The  effect  of  the  cost  of 
track-bonding,  therefore,  would  increase  the  items  under  con- 
sideration by  about  one-eighth,  which  is  equivalent  to  an  in- 
crease of  0.8  per  cent  in  operating  expenses.  To  avoid  pos- 
sible confusion,  we  include  the  cost  of  "repairs  and  renewals 
of  track  bonding"  as  a  separate  item  in  the  column  "Estimated 
Cost  of  Operation  by  Electricity." 

Under  the  general  conditions  which  will  govern  where 
electricity  is  substituted  for  steam  in  railway  operation,  there 
can  be  no  doubt  that  the  substitution  will  result  in  a  material 
reduction  in  the  cost  of  maintenance  of  rails,  ties,  bridges, 
and  culverts.  In  this  substitution  electric  locomotives  will  be 
used  for  freight  traffic,  while  for  passenger  traffic  locomotives 
will  be  eliminated  ultimately  and  multiple-unit  car  equipments 
employed. 

The  hammer-blow  upon  rails  is  largely  and  in  some  cases 
wholly  avoided  by  the  adoption  of  electricity. 

In  view  of  the  fact  that  our  railways  have  been  spending 
large  sums  of  money  to  increase  the  stability  of  the  roadbed, 
to  strengthen  bridges  and  culverts,  and  to  maintain  rails  in 
position  upon  the  ties,  the  advantage  which  the  electric  loco- 
motive possesses  in  its  higher  ratio  of  tractive  effort  to 
weight  is  important,  even  in  freight  traffic  at  low  speed. 

Reverting  to  Table  I,  item  5,  "repairs  and  renewals  of 
fences,  road-crossings,  signs  and  cattle-guards,"  will  not  be 
changed  by  the  adoption  of  electricity. 

Item  6.  "Repairs  and  renewals  of  buildings  and  fixtures," 
includes  repairs  and  renewals  of  engine  houses  and  shops, 
also  water  tanks  and  coal-handling  apparatus.    Under  electric 


/  Amount 
1905 

Per  cent. 

Aver- 
age 
Five 

Years! 

Estimated 
Cost  of 
operation 
by  Elec- 
tricity 

Item 

1905 

1904 

1903 

1902 

1901 

Maintenance    of    Way 
and  Structures 

274.415.279 

19.784 

19.519 

21.185 

22.255 

22.272 

21.003 

22.354 

1 .  Repairs  of  roadway 

144,161,701 

10.393 

30.348 

11.093 

11.331 

10.294 

10.818 

10.818 

2.  Renewals  of  rails. . 

18,259,022 

1.316 

1.298 

1.386 

1.521 

1.67.6 

1.439 

3.  Renewals  of  ties. . . 

36.856.864 

2.857 

2  519 

2.487 

2.838 

3.140 

2.728 

5.00 

4.  Repairs  and  renew- 
als of  bridges  and 

32.166,990 

2.319 

2.228 

2.461 

2.593 

2.730 

2.466 

5.  Repairs  and  renew- 
als of  fences,  road- 
crossings,  signs  and 
cattle-guards 

6,179,686 

0.446 

0.437 

0.527 

0.625 

0.598 

0.527 

0.527 

6.  Repairs  and  renew- 
als of  buildings  and 

2.114 

2.147 

2.590 

2  562 

2.417 

2  366 

1.300 

7.  Repairs  and  renew- 
als  of   docks   and 

2.883,274 

0.208 

0.209 

0.235 

0  220 

0.283 

0.231 

0.231 

8.  Repairs  and  renew- 
als of  telegraph. . . 

2,374,932 

0.171 

0.179 

0.165 

0  173 

0.158 

0.169 

0.169 

9.  Stationery          and 

printing 383.158 

0.028 

0  029 

0  032 

0.031 

0.029 

0.030 

0.030 

10.  Other  expenses 

1.829.448 

0.132 

0.125 

0.209 

0  361 

0.317 

0  229 

0.229 

Repairs  and  renew- 
als of  track  bond- 

0.800 

Repairs  and  renew- 
als    of     overhead 
construction 

3.250 

Maintenance  of  Equip- 

28S.012.604 
7,831,965 

20.765 
0.565 

19.967 
0.567 

19.133 
0.559 

19.127 
0.601 

18.629 
0.599 

19-524 
0.578 

12.287 

11.  Superintendence  .  . 

.578 

12.  Repairs  and  renew- 
als of  locomotives:  114.988,428 

8.290 

7  904 

7.408 

7.246 

6.695 

7.509 

2.253 

13.  Repairs  and  renew- 
als    of     passenger 

27,342.129 
113,723.239 

1.971 
8.199 

1.951 

7.777 

2.044 
7.442 

2.157 
7.432 

2.277 
7.436 

2.080 
7.657 

2.080 

1 4.  Repairs  and  renew- 
als of  freight  cars. 

6.000 

15.  Repairs  and  renew- 
als of  work  cars 

3.360,390 

0.242 

0.231 

0.242 

0.245 

0.233 

0.238 

0.238 

1 6.  ^Repairs  and  renew- 
als of  marine  equip- 

2.650,543 
9.186.101 

0.191 
0.663 

0.154 
0.704 

0.177 
0.696 

0.215 
0.643 

0.234 
0.605 

0  194 
0.662 

0.194 

17.  Repairs  and  renew- 
als of  shopmachin- 
ery  and  tools 

0.500 

13.  Stationery          and 

595,571 

0.043 

0.042 

0.046 

0.044 

0.043 

0.044 

0.044 

19.  Other  expenses. .. . 

8.334.240 

0.6011  0.6371  0.51S 

0.544 

0  507 

0.562 

0.400 

Note. — It  is  customary  with  some  railroads  using  electric  equipment  to  include  under 
the  general  heading  "  Maintenance  of  Equipment."  the  maintenance  of  the  power  plant 
and  electric  transmission  systems.  Both  of  these,  however,  are  more  conveniently  treated 
by  including  them  in  the  cost  of  electric  power  delivered  to  the  overhead  trolley  system 
or  third  rail. 


February  9.  1907. 


ELECTRIC     RAILWAY     REVIEW 


H'3 


1    Amount 
Item                             1905 

Per  cent. 

Aver- 
age 
Five 

Years 

Estimated 
Cost  of 
operation 
by  Elec- 
tricity 

1905 

1904 

lata 

1902 

1901 

Conducting  Transporta- 
tion  769.613.017  55. 486 

56.670 

55.893 

34  671 

54.979 

55.540 

43  454 

20.  Superintendence  .  .     25.007.322    1  803 

1.779 

1  742 

1.711 

1    726 

1.752 

1.752 

21.  Engine- and  round- 
housemen.           .     130.437.844    9.404 

9  550 

9.562 

9.401 

9.340 

9.451 

4.710 

22.   Fuel     for     locomo- 
tors  156.429.245  11  278 

12  128 

11.675 

10.776 

10.602 

11.292 

5.553 

23.  Water    supply    for 

locomotives 9.147.590 

0  660 

0  659 

0  614 

0  623 

0.612 

0  634 

0.000 

24.  Oil.     tallow,     and 
waste  for  locomo- 
tives        5.442.970 

0  392 

0  397 

0  389 

0.366 

0.361 

0.381 

0.250 
0.228 

25.  Other  supplies  for 

locomotives 3.295.384 

0  238 

0.248 

0.232 

0.218 

0.2-6 

0.228 

26.  Train  service 90.654.520 

6.536 

6  735 

6.677 

6  737 

7.011 

6.739 

6  739 

27.  Train  supplies  and 

expenses 21.963.086    1.583 

1.581 

1.552 

1.500 

1.471 

1.537 

1  000 

28    Switchmen,    flag- 
men   and    watch- 
men      60.141.422    4.336 

4  386 

4.313 

3.984 

3.848 

4.173 

4.173 

29.  Telegraph  expenses    24.823.266    1  790 

i  788 

1.754 

1.784 

1.785 

1.780 

2.000 

30    Station  service. .         89.304.658    6  438 

6  605 

6.664 

6.832 

6.947 

6.697 

6  697 

31.  Station  supplies.  .         8.961.573    0  646 

0  686 

0  667 

0  676 

0.672 

0.669 

0  669 

32.   Switching   charges. 

balance 4.201.050    0  303 

0  280 

0.244 

0  272 

0.319 

0.284 

0  284 

33  .Car  per  diem  and 

mileage,  balance.  .     18.835.325 

1  358 

1.358 

1.400 

1.480 

1.618 

1.423 

1  423 

34.  Hire  of  equipment. 

balance 3.040.641 

0.219 

0.195 

0.214 

0.180 

0.161 

0.194 

0  194 

35.  Loss  and  damage. .     19.782.692 

1.426 

1.279 

1.094 

0  990 

0.819 

1.112 

0  750 

36.  Injuries  to  persons      16.034.727 

1.156 

1    196 

1.120 

1  048 

0.911 

1.086 

1.000 

37.  Clearing  wrecks . .         3.594.658 

0.259 

0  275 

0   284 

0.221 

0.189 

0.246 

0.200 

38.  Operating     marine 

equipment  9.903.479 

0.714 

0.696 

0.745 

0  721 

0.862 

0.748 

0.748 

39.  Advertising 5.959.380 

0.430 

0.418 

0.428 

0  429 

0.428 

0.427 

0.427 

40.  Outside  agencies        19,688.261 

1.419 

1.411 

1.449 

1.579 

1.615 

1.495 

1.495 

41.  Commissions 233.987 

0.017 

0.022 

0.044 

0.077 

0.089 

0.050 

0  050 

42.  Stock     yards     and 

elevators 786.850 

0  057 

0060 

0.057 

0  069 

0.075 

0.064 

0  064 

43.  Rents     of     tracks, 
yards    and    termi- 
nals     23.947.881 

1.727 

1.563 

1.544 

1.519 

.1.724 

1.615 

1  615 

44.  Rents    of   building 

and  other  property      4JU4.407 

0.347 

0.382 

0  411 

0.440 

0.440 

0  404 

0  404 

■45.  Stationery          and 

printing 8.772.789 

0.632 

0.640 

0.642 

0.622 

0  638 

0.634 

0  634 

46    Other  expenses.            4.408.010 

0.318 

0.353 

0  376 

0.416 

0.510 

0  395 

0  395 

Ocacral  Eipenses           '  55.022.127 

3.965 

3.844 

3.789 

3  947 

4.120 

3.933 

3.933 

47.  Salaries  of  general 

officers                         11.676.616 

0.842 

0.841 

0.823 

0.925 

0.964 

0.883 

0.883 

48.  Salaries    of    clerks 

and  attendants.  .  .     18  562.142 

1.340 

1  313 

1.254 

1.244 

1.262 

1.283 

1.283 

49.  General    office    ex- 
penses    and     sup- 
plies                               3  459  470 
50     Insurance                         6.885.932 
51.  Law  expenses                7.096.275 

0.249 
0  496 
0  512 

0.230 
0  471 
0.613 

0  234 
0.432 
0  541 

0  249 
0  412 
0.558 

0.257 
0  384 
0  549 

0.244 

,,  m 

0.649 

0.244 
0.439 
0.549 

52.  Stationery          and 

printing      (general 

expenses)                       2.439.781 

0  176 

0.170 

0.175 

0.168 

0.161    0.170 

0.170 

S3.  Other  expenses  ...  |     4861.911 

0:350 

0.306 

0  3330 

0  391 

0  447 

0.365 

0  365 

R*cas4taisttoa    of    Ei 

19.519 

21.185 

22  255 

22.272 

21  003 

54.    Maintenance          of 

way  and  structures  274.415.279 

19  784 

22.354 

66.  Maintenance         of 

equi  pmer.  •                  -•  -  0  K2.004  20 .  766 

19  967 

19.133 

19  127 

18.629 

19.524 

12.287 

66.  Conducting    trans- 
portation  769.613.017  55  488 

M  '.70 

'.',    VM 

-,t  (71 

54.979 

H  MO 

43  454 

67.  General  eipenses        66.002.127    3  966 

3.844 

3  789 

3  947 

4.120 

3  933 

3.933 

Grand  Total  .      ..      '  1.387 .043.0  27100 

in 

100. 

100. 

100.       100. 

u  on 

opera  li  our  opinion   thai   this  Item   will  be  reduced 

from  cent  to  about  1.3  per  i  anual 

rises. 
Item  7     '"Repairs  and  renewals  of  dock!  and  wharves," 
obviously  will  not  be  affect) 

Repairs  and  renewal!  of  telegraph."    It  la  i>roi> 
able  •  Item  win  be  somewhi  nerai 

where   electrli  a   the 

is  to  be  practically 


negligible   in   our   consideration   of   the   general   problems   of 
comparative  expenses  of  steam  and  electric  service. 

Item  9.     "Stationery  and  printing"  will  not  be  changed. 

Item  10.  "Other  expenses"  we  may  assume  will  not  be 
affected. 

Maintenance   of  Way   and   Structures. 

Under  the  general  heading,  "Maintenance  of  Way  and 
Structures,"  the  classified  statement  of  operating  expenses 
of  a  railroad  electrically  equipped  includes  the  following 
items  in  addition  to  the  foregoing: 

a.  "Repairs  and  renewals  of  track  bonding." 

This  has  been  referred  to  in  our  discussion  of  item  2, 
3,  and  4,  and  it  is  included  in  our  tabulated  statement  as  a 
separate  item  amounting  to  0.8  per  cent  of  operating  ex- 
penses. 

b.  "Repairs  and  renewals  of  overhead  or  third-rail  con- 
struction." 

From  detailed  calculations  of  the  cost  of  high  class  over- 
head construction,  where  two  tracks  are  to  be  equipped  the 
cost  of  overhead  construction  is  approximately  $10,300  per 
mile.  This  includes  trolley  conductors  equivalent  to  No.  0000 
wire,  B.  &  S.  gauge,  insulated  for  11.000  volts  alternating,  and 
supported  by  steel  cables,  carried  by  substantial  steel  bridges 
set  in  concrete,  and  spanning  the  tracks.  For  single-track 
work  using  steel  poles  and  brackets  and  catenary  support, 
the  cost  closely  approximates  $4,800  a  mile. 

Of  the  total  line  mileage  of  the  United  States  in  1905. 
amounting  to  216,974  miles,  approximately  0.4  are  in  double 
track,  including  yards  and  sidings  for  single-track  lines,  and 
0.6  are  single-track. 

The  grand  average  cost  of  overhead  steel  construction  of 
the  type  considered,  therefore,  closely  approximates  $5,000 
per  mile  of  track.  In  this  case,  our  estimate  of  the  annual 
cost  of  "repairs  and  renewals  of  overhead  construction"  can- 
not rest  directly  upon  actual  experience,  since  practically  no 
overhead  construction  of  this  character  is  in  use  under  the 
conditions  of  railway  service.  We  may,  however,  base  con- 
clusions which  should  be  reasonably  correct  upon  considera- 
tion of  first-class  overhead  trolley  construction  such  as  is 
used  by  our  best  interurban  lines.  Some  light  is  also  thrown 
upon  the  subject  by  extensive  experience  in  the  operation 
of  high-potential  transmission  circuits,  and  the  experience  of 
the  Valtellina  line  is  particularly  instructive. 

Light  steel  bridges,  set  in  concrete,  subject  to  the  com- 
paratively slight  strains  involved  in  supporting  the  light  con- 
ductors required,  should  last  almost  indefinitely  if  kept  prop- 
erly painted.  The  absence  of  smoke  and  gases  from  locomo- 
tives favors  their  long  life.  The  cost  of  these  steel  bridges 
and  poles  is  a  large  part  of  the  overhead  construction. 

The  wear  of  the  trolley  wire  will  depend  upon  denstty 
of  traffic,  but  its  original  cost  is  only  $700  a  mile,  and  judging 
from  the  experience  of  ordinary  trolley  lines  and  the  results 
obtained  on  the  Valtellina  its  life  should  be  long. 

The  steel  catenary  cables  supporting  the  conductor  be- 
ing well  galvanized  should  last  many  years  without  renewals. 

Breakage  of  Insulators,  such  as  are  now  available,  will 
not  constitute  a  large  item  of  expense. 

As  regards  life  of  steel  structures,  it  Is  instructive  to  note 
the  fact  that  much  of  the  structure  of  the  Manhattan  ele- 
vated lines  still  in  use  is  more  than  30  years  of  age,  and  Is 
apparently  unimpaired  notwithstanding  the  heavy  and  fre 
quent  traffic  which  it  has  carried  and  still  carries. 

It  is  probable  that  engineering  opinion  in  regard  to  the 
amount  which  should  be  allowed  for  "repairs  and  renewals  of 
overhead  construction"  under  consideration  will  not  be  unan- 
imous, but  taking  Into  account  all  of  the  factors  which  appear 
to  affect1  the  problem,  it  Is  our  judgment  that  the  amount  re- 
quired should  not  exceed  $150  per  mile  of  track  per  annum. 
This  is  equivalent  to  |210  per  mile  of  line  per  annum,  the 
<zo  ratio  of  track-mileage  to  line-mileage  being  1.4  to  i 

The  Increase  in  operating  i  due  to  fins  Item  is 

aboii'  ■••tit    of   the  per 

line-mile  in  the  United  stains  for  the  year  190G  being  16,461.00 

ii  is.  of  course,  possible  to  ereci  a  mmii  cheaper  form  of 

ruction  if  wood  poles  be  u  led     Though  the  Brat  rost  of 

Hon    is   low,   It    Involves   repairs   and    renewals 

Itutlng  a  much  larger  p  os<  than  in  the 

i  bridge  and  pole  construction  set  in  concrete 

The  annual  effect  upon  with  this  type  ol 

uctlon   as  an   average   Bgure  may    b 
proximate  2.5  per  cent 

"Maintenance   of   Equipment." 

item  11.    "Co  ■  ndence"  will  not  i>. 

it.  in  1 2,    "Repairs  and  ol  locomotlvi 

to  7..",u:t  per  cent  ol  tl  our 

-'ii  railroad 


194 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  Xo.  6. 


As  regards  "repairs  and  renewals  of  electric  locomo- 
tives," actual  experience  to  date  is  not  sufficient  to  justify 
us  in  fixing  a  figure  for  this  item  which  can  be  regarded  as 
established.  There  is,  however,  evidence  sufficient  to  justify 
an  estimate  which  in  the  average  case  should  be  approxi- 
mately correct. 

Before  considering  data  based  upon  experience,  it  is  per- 
tinent to  remark  that  a  moment's  consideration  of  the  con- 
stituent details  of  mechanism,  their  relative  complexity,  and 
their  respective  functions,  leads  directly  to  the  conclusion 
that  the  repairs  and  renewals  of  an  electric  locomotive  should 
be  very  small  as  compared  with  the  same  item  of  expense  in 
the  operation  of  a  steam  locomotive. 

Summarizing  data  from  six  examples  of  electrical  opera- 
tion, we  have  the  following  costs  per  mile: 

Repairs  of  electric 
equipment 
Tractive      of  equiva- 
effort,     lent  electric 
20%         locomotive, 
adhesion.  Estimated. 
Manhattan  Railway   22,0001b...     0.5c. 

Subway  train 33,000  1b....     0.7c. 

Wilkesbarre  &  Haz-  

leton   R.   R 17,0001b...     0.38c.     (actual) 

Lackawanna  &  Wyo- 
ming Valley  R.  R.14,000  lb. . .     0.84c. 
Niagara     Buffalo     & 

Lockport   R.    R.. .  .12,000  lb.  . .     0.79c. 
Rete  Adriatica-Valtellina  line...  f  )  Complete  cost  of 

Freight  locomotives j  1.6c  [  maintenance  of 

Passenger  cars (  )  locomotives  and  cars. 

It  may  be  conceded  freely  in  respect  to  the  foregoing  data 
that  they  "are  neither  sufficiently  comprehensive  in  scope  nor 
extended  in  respect  to  duration  of  service  to  justify  definite 
and  final  conclusions. 

Taking  into  account  all  of  the  various  considerations 
which  must  affect  the  conclusions  in  the  general  case,  so  far 
as  we  have  been  able  to  gather  them,  we  are  of  the  opinion 
that  for  equal  draw-bar  pull,  the  repairs  and  renewals  of  elec- 
tric equipment  of  locomotives,  assuming  good  design  and  con- 
struction according  to  present  standards  of  the  art,  should 
not  exceed  1  cent  per  locomotive-mile,  and  will  probably  ap- 
proximate 0.9  cent  per  locomotive-mile. 

Taking  the  higher  figure,  it  is  evident  that  the  substi- 
tution of  electric  equipment  for  all  parts  of  a  steam  locomo- 
tive other  than  frame,  wheels,  axles,  cab,  and  other  parts 
which  are  common  both  to  electric  and  steam  locomotive  con- 
struction, a  very  great  saving  is  effected. '  We  have  been  un- 
able to  fix  with  satisfactory  exactness  a  figure  representing 
the  average  cost  of  repairs  and  renewals  of  these  parts, 
but  it  would  seem  liberal  to  allow  1.5  cents  per  locomotive- 
mile,  this  being  equivalent  to  an  allowance  of  something  over 
$400  per  annum  per  locomotive.  Taking  this  figure  and  adding 
the  estimated  cost  of  repairs  and  renewals  of  electric  equip- 
ment, we  have  2.5  cents  per  locomotive-mile  as  the  estimated 
total  cost  of  repairs  and  renewals  of  electric  locomotives, 
performing  the  average  work  now  done  by  steam  locomotives. 

Item  13.  "Repairs  and  renewals  of  passenger  cars."  In 
cases  where  electric  locomotives  are  substituted  for  steam 
locomotives,  there  should  be  some  reduction  in  this  item. 
Painting  should  be  considerably  reduced  by  reason  of  the 
elimination  of  smoke.  The  life  of  the  upholstery  and  interior 
decoration  of  the  car  will  be  increased. 

Item  14.  "Repairs  and  renewals  of  freight  cars."  This 
item  will  be  favorably  and  very  materially  affected  if  it  should 
ever  prove  practicable  to  operate  heavy  freight  trains  by  loco- 
motives located  at  intervals  throughout  the  trains  and  con- 
trolled by  the  multiple-unit  system. 

Assuming  that  the  methods  of  train  operation  remain  the 
same,  the  adoption  of  electricity  will  still  effect  a  reduction 
in  the  cost  of  Item  14,  and  for  two  reasons,  viz.: 

1.  The  practical  elimination  of  damage  by  fire  which 
now  frequently  is  superimposed  upon  damage  caused  by  col- 
lision or  derailment. 

2.  Reducing  the  wear  and  tear  of  wheels  and  brake 
equipment  in  descending  long  grades,  by  reason  of  the  oppor- 
tunity afforded  to  break  the  trains  by  causing  the  motors  to 
operate  as  generators. 

In  the  way  of  an  estimate,  nothing  more  definite  than  a 
guess  based  upon  consideration  of  probabilities,  and  the  views 
of  various  operating  officials,  can  be  advanced:  but  in  the 
opinion  of  the  writers  the  general  substitution  of  electricity 
for  steam  operation  in  freight  service  should  reduce  this  item 
from  7.657  per  cent  to  something  like  6  per  cent  of  operating 
expenses. 

Item  15.  "Repairs  and  renewals  of  work  cars,"  will  not 
be  changed  materially. 


Item  16.  "Repairs  and  renewals  of  marine  equipment," 
obviously  will  not  be  changed. 

Item  17.  "Repairs  and  renewals  of  shop  machinery  and 
tools,"  will  be  reduced  under  electric  operation  since  the 
repairs  of  locomotives  will  be  radically  decreased  as  shown 
and  since  the  tool  equipment  required  for  the  electrical  ma- 
chinery is  materially  less  expensive  and  varied. 

It  would  seem  reasonable  to  expect  that  this  item  would 
be  reduced  from  0.662  per  cent  to  about  0.5  per  cent  of  total 
operating  expenses. '  Of  course  a  large  proportion  of  the 
shop  machinery  and  tools  are  for  car  repairs. 

Item  18.     "Stationery  and  printing,"  will  not  be  changed. 

Item  19.  "Other  expenses."  Other  factors  comprised 
are  comparatively  small  and  it  is  evident  that  the  ability 
to  use  electricity  for  light  and  power  purposes  in  shops, 
roundhouses  and  offices  produced  at  a  works  cost  of  0.6  cent 
and  delivered  to  the  point  of  consumption  at  a  figure  which 
on  the  average  will  approximate  0.75  cent  will  effect  a  ma- 
terial reduction  in  this  item.  We  estimate  that  it  will  be 
reduced  to  about  0.4  cent. 

Conducting   Transportation. 

Item  20.    "Superintendence,"  will  not  be  changed. 

Item  21.  "Engine  and  roundhouse  men."  includes  in  addi- 
tion to  the  engine  crew,  round-house  men  whose  work,  of 
course,  is  chiefly  in  connection  with  the  cleaning  ana  main- 
tenance of  the  engines.  This  item  averages  for  the  railroads 
of  the  United  States  9.451  per  cent  of  the  operating  expenses, 
of  which  91  per  cent,  or  about  8.6  per  cent  of  the  operating 
expenses  are  for  enginemen  and  for  firemen.  Of  this  8.6 
per  cent  approximately  5.5  per  cent  is  for  enginemen  and  3.1 
per  cent  for  firemen. 

It  would  seem  that  there  can  be  no  question  of  the 
reasonableness  and  safety  of  entrusting  the  operation  of 
an  electric  locomotive  to  one  man,  provided  the  control  sys- 
tem is  equipped  with  effective  appliances  arranged  to  cut  off 
the  power  and  apply  the  brakes  in  case  the  motorman's  hand 
leaves  the  handle  of  the  controller. 

As  regards  the  wages  of  the  engineman,  the  Manhattan 
Railway  decided  to  pay  its  motormen  the  same  wages  which 
it  had  paid  its  enginemen.  The  great  majority  of  electrically 
equipped  railways  operating  under  conditions  similar  to  the 
Manhattan,  however,  pay  their  motormen  wages  comparable 
to  the  wages  of  the  men  who  operate  street  cars  rather  than 
to  the  wages  of  locomotive  enginemen. 

It  is  impossible,  of  course,  to  fix  with  definiteness  a  figure 
representing  the  wages  of  the  motorman  in  railway  service 
as  compared  with  those  of  the  engineman  whom  he  may  suc- 
ceed, but  it  seems  reasonable  to  assume  that  under  average 
conditions  the  services  of  thoroughly  competent  motormen 
can  be  obtained  at  a  figure  which  will  represent  a  reduction 
of  1  per  cent  in  operating  expenses,  making  this  item  4.5 
per  cent  instead  of  5.5  per  cent. 

The  expense  for  roundhousemen,  which  under  steam 
operation  is  about  8.5  per  cent,  will  be  greatly  reduced  both 
by  reason  of  the  reduction  in  the  number  of  locomotives  re- 
quired for  a  given  service  and  also  by  reason  of  the  demon- 
strated less  cost  of  maintenance  per  locomotive  unit.  It  is  en- 
tirely liberal  to  allow  for  this  item  one-fourth  of  its  cost  in 
steam  operation,  the  saving  here  effected  being  equal  to  0.64 
per  cent  of  the  average  operating  expenses  of  steam  railroads 
in  the  United  States. 

The  estimated  cost  of  the  item  under  consideration,  there- 
fore, is  4.71  per  cent  of  total  operating  expenses. 

Cost  of  Fuel  and  Current. 

Item  22.  "Fuel  for  locomotives."  One  of  the  marked  econ- 
omies resulting  from  the  substitution  of  the  electric  motor 
for  the  steam  locomotive  in  railway  operation  is  in  the  re- 
duction of  the  fuel  account.  The  cost  of  fuel  upon  the  average 
steam  railway  in  the  United  States  for  the  five  years,  1901  to 
1905  inclusive,  constituted  11.292  per  cent  of  total  operating 
expenses.     The  aggregate  cost  in  1905  was   $156,429,245. 

The  following  figures  show  comparative  fuel  consump- 
tion upon  the  Manhattan  Railway  during  the  year  ending 
June  30,  1901,  when  steam  locomotives  were  employed  and 
during  the  year  ending  June  30,  1904,  when  electricity  was 
used.  During  the  period  first  mentioned  one  pound  of  coal 
produced  2.23  ton-miles,  if  the  weight  of  the  locomotive  be 
included,  and  1.5  ton-miles,  if  the  weight  of  the  cars  only  he 
considered. 

During  the  latter  period  (electric  traction)  one  pound  of 
coal  burned  at  the  power  house  produced  3.85  ton-miles,  ex- 
cluding weight  of  locomotives;  therefore,  the  ratio  of  ton- 
mileage  per  pound  of  coal  in  favor  of  electric  operation  was 
2.57  to  1.     Including  weight  of  locomotive  it  was  1.72  to  1. 

The  average  speed  under  electric  operation  was  approxi- 
mately 2  miles  an  hour  greater  than  that  attained  by  steam. 


February  9,  1907. 


ELECTRIC     RAILWAY     REVIEW 


195 


and  if  correction  be  made  for  this  difference  the  ratio  of 
ton-mileage  per  pound  of  coal  excluding  weight  of  locomo- 
tives is  approximately  3  to  1,  and  including  locomotives  2  to 
1  in  favor  of  electric  traction.  It  should  be  noted  also  that 
in  this  case  the  coal  burned  at  the  power  house  was  of  lower 
grade,  and  therefore  less  expensive  than  that  used  by  the 
locomotives,  and  it  is  reasonable  to  expect  that  in  general 
electric  traction  will  mean  utilization  of  cheaper  fuel. 

In  the  case  of  the  single-phase,  25-cycle  motor,  assum- 
ing the  average  length  of  run  for  freight  trains  to  be  15  miles 
and  for  passenger  trains  20  miles,  we  have  calculated  that  of 
the  energy  delivered  to  the  locomotive  approximately  86  per 
cent  will  be  effective  for  traction  in  the  case  of  the  passen- 
ger locomotive,  which  is  gearless,  and  about  84  per  cent  in 
the  case  of  the  freight  locomotive,  which  uses  single-reduc- 
tion gear.  Combining  the  two,  it  is  safe  to  say  that  of  the 
energy  supplied  at  the  bus-bars  in  the  power  house  not  less 
than  75  per  cent  will  be  effective  for  traction  in  the  average 
locomotive  equipped  with  this  apparatus. 

The  cost  of  a  kilowatt-hour  effective  for  traction,  there- 
fore, is  0.8  cent  and  the  cost  of  a  horse-power  hour  effective 
for  traction  about  0.6  cent  of  which  0.35  cent  is  for  fuel  when 
coal  of  14,000  B.  t.  u.  per  pound,  costs  |3.00  per  ton  of  2,240 
pounds,  and  0.25  cent  is  for  other  power-house  supplies,  power- 
house labor,  and  maintenance  of  power-house  equipment. 

As  we  have  stated,  the  railroads  of  the  United  States  in 
1905  used  coal  costing  $156,429,245.  Basing  our  calculations 
upon  the  statistical  facts  and  the  assumptions  noted,  we  esti- 
mate that  for  the  operation  of  the  entire  freight  and  passen- 
ger service  of  the  United  States  as  existing  in  1905,  the  aggre- 
gate energy  required  at  bus-bars  of  power  houses  would  ap- 
proximate 12.500,000,000  kilowatt-hours  per  annum. 

At  0.6  cent  per  kilowatt-hour  the  total  cost  of  energy  for 
traction,  for  the  operation  of  all  auxiliaries,  and  for  the  sup- 
ply of  light  and  heat  to  passenger  trains  would  closely  ap- 
proximate $76,000,000  per  annum.  This  figure  represents  a 
saving  of  about  $80,000,000  a3  compared  with  the  coal  used  by 
steam  locomotives  in  the  year  1905. 

Referring  to  the  table,  the  average  cost  of  this  item  for 
5  years,  viz.,  11.292  per  cent,  would  be  reduced  by  electric 
traction  to  5.533  per  cent. 

Item  23.  "Water  supply  for  locomotives."  This  item  is 
eliminated   if  electricity  be  substituted  for  steam. 

Item  24.  "Oil,  tallow,  and  waste  for  locomotives."  This 
item  should  be  considerably  reduced.  We  assume  that  it  will 
be  reduced  to  0.25  per  cent. 

Item  25.  "Other  supplies  for  locomotives."  We  make  no 
change  in  this  item. 

Item  26.     "Train  service."     This  item  is  not  changed. 

Item  27.  "Train  supplies  and  expenses."  This  item 
among  many  others  includes  the  following  which  will  be 
changed  by  the  substitution  of  electric  motive  power,  viz.: 
"Hf-ating,  lighting,  cleaning  and  lubricating  cars,  including  the 
cost  of  supplying  and  pumping  gas  into  cars." 

In  discussing  item  22,  we  have  included  in  the  estimate 
of  electric  power  required  energy  sufficient  to  light  all  cars 
three  hours  out  of  every  twenty-four.  We  have  also  included 
energy  sufficient  to  heat  all  passenger  trains  by  electricity 
an  average  of  three  months  per  annum.  Both  of  these  are  im- 
portant items.  The  cost  of  cleaning  the  cars  should  also  be 
reduced  by  the  elimination  of  smoke  and  cinders  from  the 
locomotives.  All  things  considered,  we  believe  It  is  fair  to 
assume  that  under  electric  operation  this  item  will  approxi- 
mate i  per  cent,  of  operating  expenses. 

Item  28.  "Switchmen,  flagmen,  and  watchmen"  will  not 
be  changed. 

29.  "Telegraph  expenses."  Telegraph  circuits  be- 
ins:  arranged  with  :.>  the  power  circuits,  or  equipped 
with  one  or  another  of  the  devices  which  have  been  sir 
iii  as  preventives  of  difficulties  resulting  from  inductive  ef- 
fects of  the  powir  circuits,  it  mU'iit  in-  assumed,  perhaps  with 
safety,  that  Item  -'•  would  tint  be  changed,  but  we  are  Inclined 
to  tin-  opinion  that  there  will  i><-  a  slight  Increase  in  the  cost 
of  tins  lb  under  tin-  best  plans  heretofore  proposed, 
and  we  therefore  li              I  in  our  estimate  by  0.2  per  i 

Item  SO.     "Station  amlnatlon  of  the  factors 

Item  Indicate!  do  material  change. 

Item  .';i      "Station  supplies." Pot  lighting  and  Incld 

vice   of    this   kind,    equivalent    to   that   with    which 
railroads  are  now  ly  satisfied,  the  cnange  would  un- 

doubti  in  reduction  in  cost.    \\v  will  lei  It  stand  as  It 

In.  however,  and  would  point  out  the  tad  thai  without  lncreas- 

•st  of  this  H''  at  Improvement  in 

for  handling  freight  at  dorks  and  wharves  and  for  lighting 
passenKi-i  <r.d  yards  will  result   from  the  Bub«Htiition 

of  electric  power 

32.  33.  and  84,  viz.,  "HwitrhinK  charges,  ball 


"car  per  diem  and  mileage,  balance,"  and  "hire  of  equipment, 
balance,"  will  not  be  changed. 

Item  35.  "Loss  and  damage."  For  reasons  which  have 
been  referred  to  in  our  discussion  of  the  subject  "Safety."  it 
is  clear  that  there  should  be  a  material  reduction  in  the 
charges  for  loss  due  to  destruction  of  freight,  etc. 

Another  saving  will  result  from  the  practical  elimination 
by  reason  of  damage  of  fire,  which  now  not  infrequently  is 
caused  by  sparks  from  locomotives. 

These  savings  will  be  offset  to  some  extent  by  damage 
due  to  telegraph,  telephone,  or  other  wires  coming  in  contact 
with  the  power  circuits  of  the  railway,  unless  reasonable  care 
be  exercised  in  preventing  such  accidental  contact  by  the 
adoption  of  proper  precautions  when  the  electric  equipment  is 
installed. 

In  our  estimate  we  have  reduced  item  35  to  0.75  per 
cent. 

Item  36.  "Injuries  to  persons."  "This  account  includes  all 
charges  on  account  of  employes  or  other  persons  killed  or  in- 
jured except  lawyers'  fees  and  court  expenses." 

For  reasons  referred  to  under  the  heading  "Safety" 
some  reduction  in  the  number  of  passengers  and  employes 
killed  and  injured  in  railway  accidents  may  be  expected  to 
result  from  the  use  of  electricity.  The  risk  of  fire  following 
collision  being  materially  reduced,  we  should  anticipate  a 
relatively  greater  reduction  in  the  number  of  passengers  and 
employes  killed  in  accidents  caused  by  collision  or  derail- 
ment than  in  the  number  injured  and  a  reduction  in  the  aver- 
age severity  of  non-fatal  injuries  may  also  be  expected. 
As  regards  the  expenses  included  under  item  36,  we  have 
no  data  indicating  how  these  are  divided  other  than  the  fact 
that  the  railroads  apparently  were  put  to  little  if  any  ex- 
pense on  account  of  about  80  per  cent  of  those  persons  other 
than  passengers  and  employes  who  were  killed  and  injured. 
While  it  is  probable  that  a  large  part  of  the  expenditures 
were  on  account  of  passengers  killed  and  injured,  and  while 
any  reduction  in  fatal  and  serious  accidents  to  passengers 
therefore  would  materially  affect  this  item,  we  have  thought 
it  best  in  the  absence  of  satisfactory  data  to  leave  it  practi- 
cally as  it  stands,  our  estimate  being  1  per  cent. 

Item  37.  "Clearing  wrecks."  In  our  opinion  this  item  will 
be  reduced  under  electric  operation  for  reasons  which  have 
been  sufficiently  indicated  in  what  we  have  said  in  regard 
to  item  35.  It  would  seem  that  0.2  per  cent  is  a  fair  estimate 
of  its  probable  amount. 

The  following  items  will  not  be  changed: 

Item  38.     "Operating    Marine   Equipment." 

Item  39.     "Advertising." 

Item  40.    "Outside  agencies." 

Item  41.     "Commissions." 

Item  42.     "Stock  yards  and  elevator." 

Item  43.     "Rents   of  tracks,  yards  and  terminals." 

Item  44.     "Rents  of  buildings  and  other  property." 

Item  45.     "Stationery    and    printing." 

Item  46.     "Other  expenses." 

General    Expenses. 

As  regards  the  several  items  included  under  the  heading 
"General  Expenses,"  the  adoption  of  electricity  will  cause  no 
material  change. 

Our  approximate  estimate  of  the  expenses  chargeable  to 
operation  if  electricity  were  In  use  today  for  the  operation 
of  all  the  railways  In  the  United  States,  as  discussed  In 
the  foregoing  pages,  is  recorded  in  detail,  item  for  item,  in 
the  last  column  of  the  tabulated  data  in  Table  I;  these  data 
with  the  exception  of  'his  column  of  estimates  being  the  off! 
cial  n  the  reports  of  the  Interstate  Commerce  Commls 

slon.  When  considered  in  di  tall,  the  estimates  are  naturally 
subject  to  criticism  more  or  less  destructive,  as  In  respect 
to  many  items  we  have  not  found  opportunities  to  secure  and 
Investigate  the  great  mass  of  detailed  data  showing  In  segre- 
gated form  the  scores  of  factors  which  are  included  in  the  ag- 

ites  appearing  as  single  Items  In  the  summarized  table  of 
but  While  "  fully  tho  Imperfec- 

tions and  Incompleteness  of  the  attei  omparative  an- 

alysis, we  believe  that  the  conclusions  reached  are  coi 
within  a  reasonable  degn  a  of  approximation. 

Conclusions. 
According    to    our    estimate,    If    all    the    railways    of    the 
were  today  operated  by  electricity  u 
phase    alternating-current     system    at     the    poti 
adopted  for  the  equipment  of  the  New  Haven  ralln 
squired    for   operation    being   developed    by 
plants  such  as  are  today  In  • 

ntlals  well  within  III  bed  In  prai 

and  if  thr  rolling  stock  equipment  coi 
an.i  multiple-unit  trains  fitted  with  mot 


196 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  6. 


ratus  no  better  than  the  best  which  now  exist,  the  aggregate 
cost  of  operation  which  in  1905  amounted  in  round  numbers 
to  $1,400,000,000,  would  be  reduced  by  about  $250,000,000. 

To  accomplish  this  result,  power  plants  delivering  about 
12,500,000,000  kilowatt-hours  per  annum  would  be  required. 
Assuming  the  radius  of  transmission  from  power  houses  to  be 
150  miles,  the  load-factor  in  railway  service  should  be  not 
less  than  0.75,  and  taking  this  figure  it  appears  that  power 
plants  capable  of  delivering  a  maximum  output  of  about  2,800,- 
000  kilowatts  will  be  sufficient  to  operate  the  entire  railway 
service  of  the  United  States  as  existing  in  the  year  1905.  The 
average  output  required  is  about  10  kilowatts  per  mile  of  line 
and  7  kilowatts  per  mile  of  track. 

In  1905  the  average  gross  earnings  of  our  railroads  per 
mile  of  line  were  $9,598,  and  the  average  operating  expenses 
$6,409.  The  foregoing  calculations  lead  to  the  conclusion  that 
high-class  electric  equipment  now  available  would  reduce  this 
average  cost  to  $5,265.  The  difference  is  $1,144  per  mile  of 
line,  against  which  apparent  saving  must  be  charged  the  an- 
nual interest  and  depreciation  of  the  power  plant,  the  addi- 
tion to  r ?rmanent-way  equipment,  comprising  overhead  con- 
struction and  track  bonding,  the  transmission  circuits,  and 
the  substations  with  their  equipment.  Assuming  5  per  cent 
interest  on  cash  cost  of  these  items  and  allowing  5  per  cent 
for  a  sinking  fund  to  cover  depreciation  of  power  house  with 
its  equipment  and  2%  per  cent  for  a  sinking  fund  to  cover 
depreciation  of  the  overhead  construction  and  distributing 
system,  the  aggregate  of  fixed  charges  works  out  $837  per 
mile  of  line.  The  saving  in  operating  expenses,  therefore,  is 
more  than  sufficient  to  take  care  of  the  increase  of  fixed 
charges.  In  other  words,  it  appears  that  the  entire  railroad 
system  of  the  United  States  could  be  operated  today  at  less 
cost  by  the  electric  motor  than  by  the  steam  locomotive. 
That  the  railroads  in  general  if  so  equipped  would  realize  a 
large  increase  in  earning  power  will  be  admitted  by  all  who 
have  given  the  subject  intelligent  attention. 

In  charging  against  electric  operation  5  per  cent  cost  of 
power  plant  and  2.5  per  cent  upon  overhead  construction, 
transmission  circuits,  substations,  and  track  bonding,  we  have 
departed  from  methods  usually  adopted  in  financing  of  Amer- 
ican railway  properties.  If  no  depreciation  be  charged  against 
the  increased  capital  account  represented  by  the  items  named, 
the  apparent  saving  will  be  materially  increased. 

While  our  estimates  have  led  us  to  the  conclusion  that, 
under  average  existing  conditions  of  railway  operation  in  the 
United  States,  improved  financial  results  would  be  attained  by 
the  substitution  of  the  electric  motor  for  the  steam  locomo- 
tive, the  immediate  and  general  adoption  of  the  new  motive 
power  by  our  railroad  companies  is  neither  possible  or  desir- 
able. It  requires  no  argument  to  demonstrate  the  wisdom 
of  making  haste  with  deliberation  in  a  matter  involving  inter- 
ests of  such  magnitude  as  those  which  are  tied  up  with  the 
transportation  systems  of  the  United  States.  Recognizing  the 
magnitude  of  these  interests  and  having  in  mind  the  fact  that 
the  art  of  electric  traction  as  applied  upon  a  large  scale  to 
heavy  train  units  is  yet  young,  the  point  which  we  desire 
here  to  emphasize  is  the  necessity  of  conservative  and  care- 
fully considered  action  upon  the  part  of  all  members  of  this 
Institute  who  may  be  called  upon  to  advise  in  respect  to  the 
electrification  of  railways  now  operated  by  steam. 

Discussion. 

Extracts  from  that  portion  of  the  discussion  relating  to 
the  second  section  of  the  paper  are  as  follows: 

Mr.  W.  S.  Murray  (N.  Y.  N.  H.  &  H.  R.  R.)— During  the 
year  and  a  half  that  I  have  been  connected  with  the  New 
Haven  road  I  have  been  able  to  make  some  rather  interesting 
experiments  with  steam  locomotives,  of  the  freight  and  pas- 
senger types.  What  I  have  here  are  very  accurate  figures  on 
the  cost  of  locomotive  repairs  for  steam  locomotives,  extend- 
ing over  a  period  of  exactly  one  year,  in  which  there  were  20 
passenger  engines.  I  have  divided  the  cost  of  repairs 
into  two  parts,  one  on  the  basis  of  locomotive  miles  for  main- 
tenance, and  the  other  for  purely  mechanical  or  shop  repairs. 
It  seems  that  on  a  freight  basis  the  steam  locomotives  aver- 
age 6.68  cents  per  locomotive  mile.  I  have  included  in  the 
maintenance  the  following  heads:  Cost  of  oil  and  waste, 
flues  cleaned,  ash  pan  and  grates  cleaned,  engines  wiped,  en- 
gines turned,  engines  fired,  boilers  washed  and  the  cost  of 
sand.  Now,  on  the  passenger  basis,  the  cost  per  locomo- 
tive mile  total  is  5.6  cents  as  compared  with  8  and  10  cents 
for  the  freight.  Subdividing  the  passenger  locomotives  again 
into  maintenance  and  shop  repairs,  the  first,  shop  repairs,  is 
3.88  and  maintenance  1.72.  I  thought  with  those  figures  in 
mind,  it  would  give  you  an  idea  of  what  the  saving  will  be 
under  the  electric  traction  method  of  train  propulsion.  I  will 
supplement  the  figure  which  Mr.  Stillwell  has  given,  if  he 
will  permit  me  to  do  so,  by  one  received  from  no  less  a  per- 


son than  Mr.  Potter  (General  Electric  Company),  who  gave 
me  1.25  cents  for  the  No.  6,000  General  Electric  machine, 
operating,  I  think.  50,000  miles  on  the  test  track,  which  were 
very  severe  conditions. 

Mr.  O.  S.  Lyford  (Westinghouse,  Church.  Kerr  &  Co.) — 
This  paper  places  squarely  before  the  steam  railroads  of 
the  whole  country  the  proposition  that  it  is  profitable  to 
adopt   electric   traction   instead   of   steam. 

On  January  22  the  Erie  Railroad  ran  its  first  electric  train 
into  Rochester.  This  consisted  of  a  motor  car  equipped  with 
single-phase  motors  and  multiple-unit  control  for  operation 
from  an  11.000-volt  trolley  wire. 

A  pantagraph  trolley  is  used  making  contact  with  a  wire 
supported  with  steel  catenary  construction  at  a  height  of  22 
feet  above  the  track.  The  34-mile  line  is  fed  from  one  sub- 
station which  in  turn  receives  current  at  60.000  volts  from  a 
power  station  90  miles  away.  The  conditions  are  in  many 
ways  almost  identical  with  the  assumptions  made  by  the 
authors.  Power  is  transmitted  about  90  miles  at  60,000  volts. 
One  substation  supplies  34  miles  of  track;  11,000  volt  catenary 
trolley  construction  is  used,  single  phase  motor  with  multiple 
unity  contact. 

I  may  say  that  the  operation  of  the  entire  equipment  was 
perfect  and  fully  demonstrated  the  sufficiency  and  general 
practicability  of  the  system.  On  the  return  trip  the  vice- 
president's  private  car  was  hauled  as  a  trailer  resulting  in  a 
total  weight  of  train  22  per  cent  heavier  than  that  for  which 
the  motors  were  designed.    This  was  on  an  icy,  slippery  rail. 

The  impression  given  by  the  overhead  catenary  construc- 
tion is  that  it  is  the  adequate  thing  for  heavy  railroading. 
An  11,000-volt  trolley  wire  so  supported  is  safe.  The 
11,000-volt  wires  on  the  car  are  so  short  and  so  well 
guarded  that  they  are  not  a  source  of  increased  danger  and 
all  the  other  wires,  housed  in  the  usual  way,  and  operated  at 
only  one-half  the  usual  voltage,  are  unusually  safe. 

Referring  to  the  tables,  it  seems  to  me  that  more  empha- 
sis should  be  placed  on  these  tables  and  the  deductions  reached. 
Now  the  advantage  to  be  gained  by  electric  traction 
resulting  from  increased  facility  and  increased  loads 
which  could  be  hauled  have  not  been  capitalized.  Those  of 
us  who  have  had  occasion  to  study  different  specific  problems 
have  found  the  adoption  of  electric  traction,  if  a  high- 
voltage  trolley  is  used,  will  in  no  case  mean  an  operating 
cost  greater  than  the  cost  of  steam,  and  in  practically 
every  specific  case  the  saving  is  considerable.  Now, 
when  we  come  to  allow  for  the  advantage  gained  by  in- 
crease of  service  we  at  once  appreciate  what  can 
be  accomplished,  and  it  seems  to  me  that  we  as  engineers 
ought  not  to  go  into  too  much  discussion  of  the  details,  but 
place  emphasis  on  the  one  great  fact,  that  almost  every 
specific  case  that  can  be  presented  bears  out  the  conclusion 
of  this  paper,  which  is  based  on  the  problem  of  the  United 
States  as  a  whole,  namely,  that  electric  traction  can  be 
adopted  with  great  advantage  by  the  railroads. 

Mr.  C.  L.  du  Muralt  (Consulting  Engineer,  New  York)  — 

I  believe  the  great  advantage  of  the  electric  locomotives 
lies  principally  in  the  fact  that  they  are  able  to  stand  great 
overloads  for  great  length  of  time.  The  curve  of  the  steam 
locomotive  represents  practically  the  maximum  output,  be- 
cause the  boiler  of  the  steam  locomotive  cannot  for  any 
length  of  time  be  forced  above  its  normal  rating.  It  is  pos- 
sible for  ten  minutes  at  a  time  to  go  10  or  20  per  cent  above 
the  rating,  but  in  any  case  there  is  a  limited  overload  ca- 
pacity. An  electric  locomotive  will  be  able  to  give  for  any 
reasonable  length  of  time,  say  for  one  hour,  25  or  50  per  cent 
overload,  or  for  short  times  100  per  cent  or  more,  because 
they  have  the  great  power  house  back  of  them  and  can  prac- 
tically develop  an  unlimited  power. 

Mr.  A.  C.  Armstrong  (General  Electric  Company)  — 
I  believe  that  with  the  asset  we  have  in  the  electric 
locomotive  we  have  reached  the  day  when  we  can  approach 
big  problems  in  railroading  with  supreme  confidence  of  win- 
ning out  over  the  steam  locomotive.  It  is  not  a  case  of  types 
of  apparatus,  or  a  question  of  frequency.  Each  case  has  to 
be  considered  by  itself.  In  ten  years  from  now  we  will  still 
be  disputing  over  the  question  of  frequency,  alternating-cur- 
rent or  direct-current  operation. 

Mr.  William  McClellan  (Westinghouse,  Church,  Kerr  & 
Co.) — Having  passed  through  the  experience  of  putting  some 
of  these  11,000-volt  motors  on  the  car  and  equipping  it,  I  am 
very  glad  tonight  that  I  can  endorse  and  confirm  some  discus- 
sion which  I  contributed  to  the  New  York  Railroad  Club  last 
year.  I  believe  firmly  the  solution  of  the  railroad  prob- 
lem is  going  to  be  by  means  of  the  high-voltage  o.verhead 
trolley  alternating-current,  single-phase  motor. 

With  regard  to  these  figures,  I  can  only  say — in  regard  to 
figures  in  general — they  should  be  carefully  scrutinized.  West- 
inghouse. Church,  Kerr  &  Co.,  like  others  engaged  in  work  of 


February  9,  1907. 


ELECTRIC     RAILWAY     REVIEW 


197 


this  kind,  wanted  some  actual  figures,  and  we  turned  to  the 
same  figures  Mr.  Stillwell  turned  to,  and  after  careful  study 
of  them  we  concluded  that  few  conclusions  of  value  could  be 
derived  from  them.  Therefore  a  new  scheme  was  adopted. 
It  was  to  take  several  railroads  having  different  kinds  of 
traffic,  a  division  here  with  large  passenger  traffic,  another 
division  with  a  good  mixture,  and  another  division  largely 
freight  traffic,  and,  if  possible,  get  costs  on  these,  and  in  this 
way  we  could  arrive  at  some  general  figures  which  could  be 
relied  upon;  I  am  free  to  say  we  did  have  some  success  and 
did  arrive  at  some  results,  but  on  the  whole  they  were 
unsatisfactory.  Our  conclusions  were,  in  regard  to  mainte- 
nance of  way.  that  by  including  repairs  and  renewals  of  track 
and  bonds,  repairs  and  renewals  of  overhead  construction,  you 
will  have  about  the  same  cost  as  is  shown  in  the  paper. 
I  do  believe  that  we  can  standardize  certain  principal 
lines  on  which  we  can  approach  this  railroad  problem  and 
hope  to  solve  it.  with  electricity.  There  is  no  doubt  about  it. 
The  flexibility  of  the  motor  equipment  and  increase  of  the 
road  time  is  a  very  important  item.  Take  the  freight  loco- 
motive at  the  present  time,  making  3.000  or  3,500  miles  a 
month;  45  per  cent  of  its  time  it  is  on  the  road,  about 
30  per  cent  of  the  time  it  is  In  the  roundhouse  for  re- 
pairs, and  about  25  per  cent  of  the  time  it  is  in  the  yard 
waiting  for  orders.  These  percentages  can  be  greatly  changed 
by  the  use  of  the  electric  locomotive.  Another  item  which 
I  think  operates  strongly  in  favor  of  electricity  is  the  possi- 
bility of  generating  your  power  cheaply  by  locating  the 
power  plants  close  to  coal  mines,  which  will  avoid  any  haul- 
age of  the  coal,  and  also  by  making  use  of  the  large  num- 
b,er  of  small  water  powers  which  if  properly  developed  amount 
to  a  great  asset  for  the  railroad,  water  powers  which  would 
be  of  no  use  to  the  individual,  but  are  of  use  to  the  railroad, 
because  its  load  is  distributed  over  a  large  territory. 


ANCHORING  TROLLEY  WIRES  AT  SPANS. 


According  to  the  discussion  by  Mr.  M.  P.  S.  Sheardown 
in  a  paper  read  before  the  Dublin  Local  Section  of  the  In- 
stitution of  Electrical  Engineers,  December  6,  1906,  there  are 
four  deteriorating  actions   which  take   place  at  those  parts 


Suggested    Attachment   to    Prevent    Breaking    of    Trolley    Wires. 

of  the  trolley   wire  where    it-  joins   the    rigid    suspensions. 
These  cause  most  of  the  breakages: 

1.  The  blow  of  the  trolley  wheel  against  the  butt  of 
the  ear,  part  of  which  comes  against  the  wire. 

2.  The  effect  of  sparking  which  occurs  at  the  same 
place,  due  to  the  trolley  wheel  losing  contact  with  the  wire. 

3.  The  molecular  change  or  crystallizing  action  in  the 
wire,  due  to  what  the  author  has  termed  the  damping-out 
of  vibration  In  the  suspended  wire. 

I      The   bending   or   hinging  action    due   to   the   upward 
ire  of  the  passing  trolley   wheels;    and   possibly  a  fifth, 
viz  .  overheating  of  the  wire  when  being  soldered. 

The  first  of  these  can  be  removed  by  using  grooved 
trolley  wire  supported  by  clamps,  thus  giving  a  smooth  un- 
derrunnlng  surface  for  the  wheels.  This  also  will  in  a  great 
ore  prevent  the  wear  resulting  from  the  sparking.  It 
is  not.  however,  so  easy  to  prevent  the  third  and  fourth 
:  broken  wires,  though  they  may  be  reduced  -lightly 
by  making  the  ears  as  short  as  poeaible  and  by  the  u.se  of 
flexlt.  Mtona.     Neither  of  these  methods  will   pn 

Ding  of  vibrations  at  the  points  of  support  and  the 
•lip  nl   crystallization     though   the   efteotl  of   the  landing. 
action  tn:iy  be  much  reduced.    Dotii  of  these  effects  will 

ion  of  the 
trolley  wheel  u  ■nail  aa  pennlaaible. 

A  method  which  lias  been  i  u  ad  reporti 

given  excellenl  chorlng  the  trolley   wire 

at  ear-h  rapport     The  anchoring  ayat  opoeed  conalata 


of  a  stamped  steel  plate  with  a  hole  in  it  through  which  the 
threaded  portion  of  the  insulator  bolt  passes.  The  plate  to 
which  the  anchor  wires  are  fastened  is  thus  securely  held  in 
position  at  the  top  of  the  ear,  but  the  strain  of  the  broken 
wire  comes  directly  on  the  bolt.  On  either  side  of  the  ear, 
as  shown  in  the  diagram,  a  half  anchor-ear  is  attached  to  the 
trolley  wire  and  is  connected  to  the  anchor-plate  by  wires 
which  take  up  the  strain  and  hold  up  the  wire  if  it  breaks 
at  the  ear.  It  is  stated  that  in  one  case  where  these  were 
installed,  out  of  an  average  of  20  accidents  per  month  three 
cases  only  were  reported  in  one  year  in  which  the  trolley 
wire  fell  and  interfered  with  traffic. 

The  cost  of  installing  these  anchors  is  reported  as  about 
$60  per  mile  of  double  track,  which,  there  can  be  little  doubt, 
would  be  a  good  investment. 


ADVERTISING  FOR  RUSH-HOUR  TRAFFIC. 


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Chicago    operate    in    the    business    district    is     badly     over- 


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EVENING 


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crowded;  in  fact,  ilntinu  the  rush  hours  the  trains  on  each 
of  the  tracks  are  but  a  few  car  lengths  apart  for  the  entire 
two  miles'  distance  around  the  elevated  loop  structure.  To 
call  particular  attenttof.  to  its  express  service  and  to  the 
central  location  of  Ita  Fifth  avenue  terminal  station  and  thus 
endeavor  to  relieve  Ita   loop  trains  o  rush 

hour  traffic,   the  Metropolitan   Weal   Bide   Elevated   Hallway 

ii.ni  quite  generally  circulated  through  th< 

liagrnms  as  shown    In    the    aocompau 
illustration,    it  win  i"'  uoted  thai  the  Fifth  avenue  terminal 
the  Metropolitan  elevated  I  titer  of  coi 

iinus  whlon  Indicate  the  time  w  from 

their  limits  to  Mils  station      TMs  terminal  itattoo 
< ml   illustrated   in   tin-   Street    Railway    Ri 
Mar< 


198 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  6. 


PIPING   AND    POWER    STATION    SYSTEMS— XXVIII. 


BY  W.   L.    MORRIS,    M.   E. 


Figure  242-(Il-4)  shows  a  water  supply  which  is  higher 
than  the  ground  surrounding  the  huilding.  It  would  seem  that 
such  a  condition  would,  in  itself,  suggest  that  the  pipe  line 
must  be  watertight  throughout  its  entire  length.  As  an  illus- 
tration, the  writer  has  knowledge  of  a  30-inch  tile  pipe  line 
which  was  carried  for  a  distance  of  4,000  feet  under  a  country 
road.  This  line  had  a  gradual  down  grade  to  the  power 
house,  the  road  at  that  point  being  about  two  feet  lower 
than  the  water  level.  It  is  possible  that  the  engineer  who 
built  the  line  thought  that  to  supply  a  plant  through  a  pipe 
of  this  size  and  length  would  cause  a  drop  of  more  than  two 


Figure  242-01-4). 

feet;  or  again  he  may  have  considered  that  cement  joints  in 
tile  pipe  are  watertight.  Such  a  pipe  line  would  possibly  have 
been  quite  satisfactory  if  it  had  been  for  irrigation  purposes, 
as  it  kept  the  road  in  a  very  wet  condition,  even  when  the 
intake  valves,  condenser,  etc.,  were  carefully  manipulated. 

Where  tile  or  other  leaky  pipes  are  used  the  manner  of 
filling  a  trench  does  not  enter  into  the  seepage  problem. 
There  is  nothing  gained  in  keeping  a  trench  tight  if  the  pipe 
passing  through  it  has  openings  permitting  seepage.  It 
is  important  to  lay  tile  pipe  so  that  it  is  well  supported. 
This  precaution  should  be  taken  if  for  no  other  reason  than  to 
prevent  open  joints  that  sand  may  wash  into.  Where  the 
water  pressure  outside  the  pipe  is  equal  to  that  inside,  tile  pipe 
will  be  found  quite  as  suitable  as  metal  and  will  cost  much 
less  and  last  longer. 

For  a  situation  such  as  shown  in  Figure  242  some  form 
of  a  built-in-the-trench  reinforced-concrete  water  conduit 
would  be  found  suitable  as  the  pressure  inside  would  be  slight 
and  but  little  reinforcing  be  required.  Such  a  conduit  should 
be  built  by  one  familiar  with  the  methods  necessary  for  in- 
suring watertight  work,  the  chief  requisite  for  such  work  be- 
ing continuous  progress  after  the  concrete  placing  has  been 
started,  thus  avoiding  joining  the  fresh  work  with  that  which 
has  set. 

Another  method  of  constructing  the  line  shown  in  Figure 
242,  though  subject  somewhat  to  interruption  through-  break- 
down, would  be  to  use  a  large  cistern  at  the  power  house 
and  a  float  which  would  electrically  operate  the  admission 
valve,  thus  maintaining  at  all  times  a  constant  level  in  the 
cistern.  This  would  avoid  the  rise  of  water  to  the  surface 
of  the  ground  and  at  the  same  time  permit  the  use  of  tile 
pipe.  The  regulation  can  be  accomplished  by  using  a  syn- 
chronous motor  for  operating  the  admission  valve  and  a  small 
alternating-current  generator  driven  by  a  motor  at  the  cis- 
tern. The  current  supply  to  the  motor  may  be  controlled  by 
the  float  as  shown  in  Figure  243-(Il-5). 

Under  such  conditions  the  pond -float  operates  the  pair  of 
contacts  as  shown  supported  at  a.  These  contact  points  en- 
gage with  other  contacts  when  a  change  of  water  level  oc- 
curs and  allows  current  to  pass  to  the  direct-current  motor 
operating  it  in  either  one  direction  or  the  other.  The  motor 
driving  the  generator  shown  also  operates  the  screw,  c. 
This  withdraws  the  contact  points  which  the  float  has  caused 


to  engage.  The  pivot  a  may  so  be  located  to  obtain  any 
desired  travel  of  the  contacts  and  thus  keep  the  variation 
of  water  level  within  the  specified  limits^  The  arrangement 
as  shown  in  Figure  243-(Il-5)  is  set  for  a  variation  of  4  feet 
in  the  cistern  level  and  would  have  the  inlet  valve  entirely  open 
at  low  level,  half  way  open  at  midpoint  and  entirely  closed  at 
the  high-water  mark.  The  position  of  the  valve  at  any  point 
is  proportional  to  the  water  level  in  the  cistern.  This  sys- 
tem of  control  is  a  modification  of  the  electric  damper  regu- 
lator as  used  in  power  houses,  except  that  with  the  damper 
regulator,  instead  of  the  motor  driving  the  generator,  it  oper- 
ates a  cable  connected  to  the  damper.  The  contacts  in  the 
damper  system  are  operated  by  the  gauge  of  the  regulator. 

This  method  of  regulation  by  the  use  of  motors  can  be 
used  for  open  waterways  or  fnr  cisterns  having  a  great  dif- 
ference in  elevation  and  wh  -c  the  pipes  connecting  the 
source  of  supply  with  the  cisiarn  cannot  be  filled  entirely 
with  water.  The  control  would  be  much  more  sensitive  if 
the  supply  pipe  were  throughout  its  entire  length  below  the 
water  level  of  the  pond.  Then  the  amount  of  water  entering 
the  basin  would  exactly  equal  that  admitted  by  the  valve. 
If  the  demand  for  water  suddenly  be  cut  off,  that  within  the 
pipe  would  not  be  emptied  into  the  basin  as  would  be  the 
case  if  the  pipe  were  not  below  the  level  of  the  pond. 

A  considerable  reserve  capacity  must  be  provided  if  the 
pipe  discharges  above  the  water  level  of  the  cistern  because 
it  must  then  be  of  sufficient  size  to  receive  the  contents  of 
the  pipe  that  would  flow  to  it  after  the  admission  valve  were 
closed.  If  the  pipe  were  4,000  feet  long,  30  inches  in  diameter 
and  half-full  of  water  when  the  admission  gate  were  closed, 
then  10,000  cubic  feet  of  reserve  capacity  would  be  needed. 
This  would  represent  a  rise  of  8  feet  in  the  water  level  if 
the  cistern  were  40  feet  in  diameter.  If  the  pipe  were  en- 
tirely below  the  water  level,  a  much  smaller  cistern  could  be 
used.  Probably  the  capacity  of  the  condenser  pumps  would 
not  be  such  that  the  water  level  in  the  basin  could  be  altered 
as  quickly  as  the  controller  could  operate  the  valve. 

So  many  varying  conditions  are  met  in  different  locali- 
ties that  it  is  impossible  to  say  which  is  the  most  suitable 
material  to  use  for  the  construction  of  large  waterways. 
Much  depends  upon  the  soil  through  which  the  line  must  be 


ro /AGt/js>£ />//>?  £//sf  Ass^e      t]   "     '  — — - 


r&ii  srrsw  r/srss 


Figure  243-(M-5). 

run.  If  the  line  is  of  considerable  length, — say  100  or  more 
feet,  or  of  such  size  that  a  suction  16  or  more  inches  in  diam- 
eter is  required,  then  the  water  should  be  delivered  by  grav- 
ity. In  many  cases  the  soil  close  to  the  water's  edge  is  un- 
fit for  supporting  building  foundations.  This  often  necessi- 
tates the  placing  of  a  power-house  some  distance  from  the 
water.  The  fact  that  the  soil  is  unsuitable  for  building  pur- 
poses makes  it  quite  as  unsuitable  for  building  a  trench  and 
placing  a  waterway  through  it.  If  the  plant  is  located  along- 
side of  a  dock  much  difficulty  may  be  experienced  with  old 
piles,  dock  timbers,  etc.,  and  since  it  is  desirable  to  carry  the 
pipe  line  under  water  the  entire  distance  such  conditions 
would  hinder  careful  construction  and  necessitate  installing  a 
pump  of  sufficiently  large  capacity  to  care  for  the  increased 
amount  of  seepage  through  loose  ground. 


February  9,  1907. 


ELECTRIC     RAILWAY     REVIEW 


199 


'"    ^ 


10K tV/TTfP 


Figure  244-(Il-6)  shows  an  intake  constructed  of  sheet 
piling.  The  lower  line  of  plank  is  driven  inside  of  the  upper 
row.  Sheet  piling  is  necessary  in  soft  soil,  both  to  hold  back 
the  sides  and  to  confine  the  water  to  the  desired  course. 
The  material  between  the  walls  of  the  trench  can  be  removed 
while  the  planks  are  being  driven.  Struts  and  stringers  as 
shown  take  the  thrust  of  the  banks.  After  the  material  has 
been  removed  between  the  walls  of  the  trench  the  lower 
stringers,  a,  are  placed  and  the  bottom  secured  to  them.  Be- 
fore removing  the  upper  row  of  sheet  piling  and  filling  in  the 
trench  the  plate,  b,  should  be  set  approximately  correct  when 
driving  the  piling  and  planked  over  as  at  c. 

If  placed  entirely  below  the  water  level,  a  waterway  con- 
structed in  this  manner  will  last  indefinitely  so  long  as  the 
wood  is  protected  from  the  at- 
mosphere at  all  times.  The 
planking  can  be  made  double 
and  the  waterway  made  secure 
against  the  pressure  of  the 
banks  and  material  be  prevented 
from  washing  through  the  joints 
of  the  plank.  To  properly  carry 
the  tile  pipe  it  would  be  advis- 
able to  use  this  form  of  construc- 
tion as  far  back  from  the  water 
as  the  made  ground  extends,  or 
at  least  until  firm  ground  is 
reached.  Tile  pipe  may  be  used 
inside  of  the  sheet  piling  as  far 
as  the  water's  edge,  but  where 
it  is  necessary  to  build  up  a 
complete  enclosure  of  wood  to 
hold  back  the  banks  and  seep- 
age water,  there  is  nothing  to 

be  gained  by  placing  another  conduit  inside  of  the  wooden 
one. 

If  the  intake  line  is  entirely  below  the  water,  as  would 
be  the  case  in  Figure  244,  or  as  in  the  case  of  a  pipe  line, 
there  should  be  wells  placed  at  regular  intervals,  about  150 
feet  apart  along  the  line  of  the  intake,  to  facilitate  the  re- 
moval of  sand  or  other  deposits  which  may  collect  in  the  pipe. 
Since  they  are  exposed  to  varying  conditions  of  moisture, 
these  wells  should  be  of  masonry.  The  bottom  of  the  wells 
should  be  at  least  3  feet  below  the  bottom  of  the  pipe.  This 
will  permit  the  deposit  to  collect  in  the  wells  along  the  line, 
thus  acting  as  small  catch-basins.  Metal  steps  should  be  built 
in  the  sides  of  the  wells  and  the  tops  should  be  fitted  with 
Iron  manhole  rings  and  covers. 

There  have  been  Intake  lines  built  of  V* -inch  steel  or  iron 
plate  with  flanges  at  the  end  for  bolting  the  sections  together. 
The  most  serious  objection  to  this  type  of  construction  Is  Its 
short  life  and  the  fact  that  the  sections  are  built  in  lengths 
of  about  16  feet — which  are  difficult  to  handle  in  the  trenches. 
Such  long  sections  necessitate  extreme  care  in  maintaining  a 
i  tly  straight  line  of  trench  and  a  special  arrangement  of 
struts,  etc.,  must  be  provided  to  permit  th<  lowering  of  the 
I'M"-- 

(To  be  continued.) 


RECENT    ELECTRIC    RAILWAY    LEGAL    DECISIONS. 


BY    J.    L.    ROSENBERGER,    IX.B. 


— — <-y~ r~ 


Figure  244-(l1-6). 


The  Ohio  state  railroad  commission  has  let  a  contract 
to  the  Colombo!  Lithograph  Company  for  the  printing  of 
the  state  railroad  maps  for  1907.  The  maps  will  show  all 
steam  and  electric  roads  In  operation  and  In  process  of  con- 
struction In  the  state. 


Th-  report  of  the  Connecticut  rail  mad  con 

■ruling  June  SO,   1906,  shows  thai    the   total  number 
of  tare  passengers  carried  by  electric  railways  in  the  state 
was  121.322.906.  an  mcrea  e  of  18,428,746,  or  IS  per  Mnl 
the  I'l'vious  year.     The  gross  earning!  or  the  electric  rall- 


Duty  of  Motorman  Seeing  Dogs  Fighting  or  Otherwise  in 

Danger  on  Tracks. 
Harper  v.   St.   Paul   City   Railway   Co.    (Minn.),   109   N.   W. 

Rep.   227.    Oct.   19,   1906. 

When  dogs  are  engaged  in  fighting  upon  street  railway 
tracks,  and  are  apparently  oblivious  to  an  approaching  car, 
the  motorman,  upon  discovering  them  in  a  position  of  peril, 
the  supreme  court  of  Minnesota  holds,  is  required  to  exer- 
cise reasonable  care  by  using  proper  signals  or  checking 
the  speed  of  his  car,  to  avoid  their  injury.  Persons  in  charge 
of  street  cars,  the  court  says,  should  not  be  required  to  slow 
down  merely  because  dogs  may  be  running  in  the  vicinity 
of,  along,  or  across  the  tracks.  Under  such  circumstances, 
motormen  may  well  assume  that  dogs  will  get  out  of  the 
way.  However,  under  the  laws  of  this  state  dogs  are  prop- 
erty, and,  whether  rightfully  or  wrongfully  upon  the  tracks, 
cannot  be  ignored  when  discovered  in  a  position  of  danger. 
In  this  instance  the  dogs  were  engaged  in  a  fierce  fight,  and 
their  attention  was  not  likely  to  be  attracted  by  the  noise 
alone  of  the  approaching  car.  If  the  motorman  was  aware 
of  their  situation,  then  he  should  have  taken  reasonable 
precaution  to  avoid  injury  to  them.  There  is  no  hardship 
in  such  a  rule,  and  it  has  been  generally  applied,  or  recog- 
nized, in  this  class  of  cases. 


Duty  to  Excursionists  Carried  Free — What  Constitutes  a 

Common   Carrier,   Its  Franchises  and  Duties — Who  Is 

a  Passenger. 
Indianapolis  Traction  &   Terminal   Co.   v.   Lawson    (U.  S.   C 

C.  A.,  Ind.),  143  Fed.  Rep.  834.     Feb.  6,  1906. 

It  having  been  agreed  or  understood  that  the  company 
would  give  the  delegates  to  a  convention  of  women  a  free 
street-car  ride,  the  United  States  circuit  court  of  appeals, 
seventh  circuit,  says  that  this  implied  that  it  would  furnish 
safe  and  suitable  track,  cars  and  appliances,  the  necessary 
power,  and  to  apply  that  power  skilled  employes,  who  should 
be  under  the  control  of  the  company.  The  company  was 
charged  with  the  custody  and  care  of  human  lives  in  a  service 
voluntarily  assumed,  and  it  was  of  no  importance  whether 
it  was  in  the  technical  relation  of  common  carrier  or  not. 

\  public,  common  carrier  of  passengers  is  distinguished 
from  private  carriers  by  the  franchises  conferred  upon  It, 
and  the  obligations,  restrictions,  and  liabilities  with  which 
It  is  charged,  all  flowing  from  considerations  of  public  policy. 
It  must  carry  all  alike,  and  for  a  reasonable  compensation, 
furnish  reasonable  accommodations,  must  continuously  op- 
erate Its  line,  and  submit  to  reasonable  regulation,  it  has 
the  franchise  of  taking  tolls,  and.  if  a  street  railway  cor- 
poration, the  franchise  of  laying  tracks  In  the  streets,  of 
stringing  wires  and  setting  poles,  and  the  right  of  way  over 
all  private  means  of  transportation.  Owing  these  public 
duties,  possessing  these  public  franchises,  and  having  the 
burden  of  caring  tor  Innumerable  human  lhcs,  it  is  justly 
held  to  the  highest  degree  of  care  and  skill.  This  burden 
the  company  was  bearing,  and  these  public  franchises  It  was 
employing,  in  carrying  these  delegates  on  this  free  ride. 

A  passenger  Is  one  who  undertakes,  with  the  cai'rlnr'i 
conn-lit.  to  travel  In  tie  carriage  of  the  latter,  otherwise 
than  In  Its  service,     it   |  istence  of  a  contract  of  car- 

riage,  express   or   Implied,    which    distinguishes   a   passenger 
from    an    employe,    B    111  in    Invited    person    attending 

on  a  passenger,  and  a  1 1 

In    view  of  these  characteristics  Ol  common   carrier  nnd 
er,   wh.ii    was  the  relation  of  the   parties?     M   the 

very  least  u n m]    a  islble  tor  ordinary   dill- 

.  and  liable  for  want  o  -lal  court 

held,  as  matter  of  law,   thai    the  oompan  it  a  com- 


200 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  6. 


mon  carrier  as  to  one  of  the  women,  who  was  hurt  by  a 
collision  of  two  of  the  cars,  was  liable  only  for  a  want  of 
ordinary  care,  and  that  the  burden  of  proof  to  show  negli- 
gence was  on  the  plaintiff.  This  was  a  position  sufficiently 
liberal  to  the  railway  company. 


An  Unfenced  Interurban  Electric  Railway  Wherever  Lo- 
cated is  Liable  as  a  "Railroad"  for  Double  Damages 
for  LrvE  Stock  Killed. 

Riggs    v.    St.   Francois   County   Railway   Co.    (Mo.   App.),   96 

S.  W.  Rep.  707.    June  5,  1906. 

An  unfenced  interurban  electric  railway  carrying  pas- 
sengers, express,  mail,  and  some  freight,  the  St.  Louis  court 
of  appeals  holds,  is  liable  for  double  damages  for  killing 
live  stock,  under  section  1105  of  the  revised  statutes  of  Mis- 
souri of  1899  making  railroads  liable  therefor.  It  says  that 
it  finds  that  the  railroad  in  question,  though  incorporated 
under  the  provision  relating  to  the  organization  of  street 
railway  companies,  is  within  both  the  letter  and  spirit  of 
the  statute,  and  therefore  it  is  manifest  that  the  legislature 
intended  that  railroads  of  this  class,  when  engaged  in  operat- 
ing their  cars  through  the  country  between  towns,  should 
fence  their  tracks  as  other  railroads  are  required  to  do  un- 
der like  circumstances.  The  fact  that  the  railroad  ran  along 
the  north  edge  of  the  public  road  did  not  operate  to  relieve 
the  railroad  company  from  its  duty  to  maintain  fences.  The 
county  court  could  grant  no  authority  to  the  company  to 
operate  its  road  in  a  manner  violative  of  this  positive  statute 
which  would  operate  to  relieve  it  from  the  duties  thereby 
imposed,  and  its  duty  to  maintain  fences  remains  the  same 
wherever  it  is  located,  and  if  such  a  fence  in  the  highway 
constitutes  a  public  nuisance,  or  if  the  railroad  itself  con- 
stitutes a  public  nuisance,  it  is  immaterial  so  far  as  this 
case  is  concerned. 


seen  the  approaching  car  in  time,  by  the  exercise  of  reason- 
able diligence,  to  slacken  the  speed  of  or  to  stop  his  automo- 
bile before  it  collided  with  the  car,  and  he  failed  to  do  so, 
he  was  guilty  of  negligence;  and  if  such  negligence  entered 
into  or  contributed  to  the  collision  at  the  time  of  the  in- 
juries complained  of,  it  would  defeat  his  right  to  recover  in 
this  action. 


Duty  of   Person   in    Charge  of    an   Automobile    or   Other 

Vehicle    at    Electric    Railway    Crossing — -Contributory 

Negligence. 
Garrett   v.    People's    Railway    Co.    (Del.),    64   Atl.    Rep.   254. 

Mar.  13,  1906. 

A  person  in  charge  of  an  automobile  or  other  vehicle, 
approaching  a  railway  crossing  with  which  he  is  familiar,  is 
bound,  the  superior  court  of  Delaware  says,  through  Boyce, 
J.,  charging  jury,  to  avail  himself  of  his  knowledge  of  the 
locality  and  the  presence  of  danger,  and  to  exercise  that 
degree  of  caution  which  an  ordinarily  careful  and  prudent 
person  would  exercise  under  all  the  conditions.  The  travel- 
er in  his  automobile  or  vehicle  should  not  approach  such 
crossing  at  a  greater  speed  than  is  consistent  with  safety. 
He  should  have  his  team  or  automobile  under  control,  and 
be  on  the  lookout  for  an  approaching  car,  so  that  he  may, 
the  servant  of  the  car  being  in  the  exercise  of  due  care, 
avoid  collision  with  the  car;  and  where  he  sees,  or  by  the 
exercise  of  reasonable  care  might  see,  an  approaching  car, 
he,  as  well  as  the  servant  of  the  car,  should  exercise  rea- 
sonable care   and  diligence  to  avoid  injury. 

The  law  governing  the  use  of  public  streets  by  automo- 
biles is  the  same  as  that  governing  the  use  of  such  streets 
by  carriages  or  other  ordinary  vehicles;  and  their  use  upon 
the  public  streets  and  the  speed  at  which  they  may  be 
driven  should  be  consistent  with  safety. 

Again,  it  is  said:  If  you  find  that  the  plaintiff  was  un- 
familiar with  the  safety  appliances,  and  by  reason  thereof 
was  unable  to  use  them,  or,  being  familiar  with  them,  he 
failed  to  use  in  a  reasonable  and  prudent  manner  the  brakes 
of  his  automobile  to  prevent  a  collision  with  the  car,  or  that 
he  was  driving  his  automobile  at  a  greater  rate  of  speed  than 
one  mile  in  seven  minutes  through  a  built-up  portion  of  the 
city  of  Wilmington  where  the  houses  are  and  average  less 
than  100  feet  apart,  or  if  you  find  that  as  he  approached  the 
crossing  at  Orange  street  he  saw,  or  by  looking  could  have 


Permission  to  Cross  Steam  Railroad  as  Consideration  for 
Contract  Assuming  Responsibility  at  Crossing — Right 
Given  by  Constitution  Applicable  to  Street  (Electric) 
Railways — When  Compensation  Must  be  Paid. 
Owensboro  City  Railroad  Co.  v.  Louisville  &  Nashville  Rail- 
road Co.  (Ky.),  94  S.  W.  Rep.  22.  June  7,  1906.  "Not  to 
be  officially  reported." 

By  contract  the  electric  railway  company  was  granted 
permission  to  cross,  with  its  street  railroad,  the  road  of  the 
other  company  at  a  point  south  of  the  city  of  Owensboro. 
The  contract  contained  the  following  provision:  "And  this 
permission  is  given  upon  the  further  consideration  that  the 
trains  of  the  said  Louisville  &  Nashville  Railroad  Company 
shall  have  precedence  over  the  crossing.  Said  Owensboro 
City  Railroad  Company  hereby  agrees  that  all  of  its  cars 
shall  be  stopped  before  passing  over  the  crossing,  and  its 
motormen,  drivers,  and  other  employes  shall  see  that  the 
track  is  clear  before  crossing.  And  said  Owensboro  City 
Railroad  Company  shall  be  liable  for  all  damages  to  people 
or  property  by  reason  of  failure  of  its  employes  to  stop  its 
cars,  and  see  that  the  track  is  clear  before  passing  the 
crossing." 

The  steam  railroad  company  sued  the  electric  railway 
company  for  damages  to  a  locomotive  in  a  collision  alleged 
to  have  been  caused  by  the  electric  railway  company  violat- 
ing its  agreement  by  running  one  of  its  cars  over  the  cross- 
ing without  first  stopping  and  without  its  employes  first 
looking  to  see  if  the  track  was  clear.  But  the  electric  rail- 
way company  contended,  among  other  things,  that  the  con- 
tract was  invalid  for  want  of  consideration. 

In  affirming  a  judgment  for  the  steam  railroad  com- 
pany, the  court  says  that  it  is  true  that  certain  cases  decide 
that  the  provision  of  section  216  of  the  state  constitution  that 
"all  railway,  transfer  belt  lines  and  railway  bridge  companies 
shall  allow  the  tracks  of  each  other  to  unite,  intersect  and 
cross  at  any  point  where  such  union,  intersection  and  cross- 
ing- is  reasonable  or  feasible,"  is  applicable  to  street  rail- 
ways as  well  as  steam  railroads.  The  street  railway  com- 
pany unquestionably  had  the  right  to  run  its  line  across  the 
track  of  the  steam  railroad  company,  but  the  question  was 
did  it  have  the  right  to  do  so  without  making  just  compen- 
sation to  the  latter  for  the  right  of  way  appropriated  through 
its  property?  The  court  thinks  not.  The  cases  referred  to 
were  where  crossings  were  made  on  streets  and  public  high- 
ways, where  the  property  belonged  to  the  public  and  not 
to  the  railroad.  The  case  here  was  different;  the  crossing 
was  not  on  a  street  of  a  town,  city,  or  on  a  public  highway; 
it  was  in  the  country,  and  crossed  the  right  of  way  of  the 
steam  railroad  company.  The  section  of  the  constitution 
referred  to  conferred  upon  the  electric  railway  company  the 
right  to  cross  the  steam  railroad  company's  right  of  way 
and  track,  yet  this  right  could  not  be  exercised  in  a  case 
like  this,  without  first  making  compensation  to  the  owner. 
In  the  cases  referred  to  the  railroads  did  not  own  any  right 
of  way  along  the  streets  or  highways;  they  had  been  per- 
mitted to  occupy  them  by  those  in  control  of  the  highways, 
and  the  roads  attempting  to  cross,  when  given  the  right  by 
those  in  control,  had  the  same  right  in  the  highways  as 
the  roads  that  were  first  constructed  thereon.  In  the  court's 
opinion,  there  was  a  consideration  received  by  the  electric 
railway  company  sufficient  to  uphold  this  contract,  at  least 
to  the  extent  it  was  sought  to  be  enforced  in  this  action. 


February  9.  1907. 


ELECTRIC     RAILWAY     REVIEW 


201 


News  of  the  Week 


Chicago   Traction   Ordinances   Passed. 

A  few  minutes  before  four  o'clock  In  the  morning;  on  February 
5  the  city  council  of  Chicago,  at  the  end  of  an  all  night  session, 
pasesd  the  Chicago  City  Railway  and  the  Chicago  Railways  Com- 
pany i  Union  Traction)  ordinances.  The  vote  stood  56  to  13. 
Mayor  Dunne  was  yery  much  opposed  to  the  passage  of  the  or- 
dinances before  the  spring  election;  he  is  a  candidate  for  re- 
election. His  supporters  in  the  council  raised  many  objections  and 
offered  numerous  amendments,  but  they  were  vote'd  down  in  al- 
most every  instance.  The  city  council  has  never  before  had 
such  a  meeting.  About  50  amendments  to  each  measure  were 
submitted  After  the  final  votes  on  the  complete  ordinance  had 
been  taken  a  reconsideration  of  the  votes  was  asked.  These 
motions  were  tabled,  which  has  the  effect  of  preventing  the  re- 
traction  of  the   ordinances. 

Although  some  opposition  to  the  consideration  of  the  ordi- 
nances on  Monday  had  been  expected,  comparatively  little,  beyond 
that  which  came  from  Mayor  Dunne  and  his  personal  supporters, 
developed.  The  Federation  of  Labor  passed  resolutions  protesting 
against  action  by  the  council  before  the  spring  elections  and  had 
a  delegation   present   at  the  council   meeting. 

Mayor  Dunne  is  chagrined  over  his  failure  to  secure  a  post- 
ponement of  action,  and  probably  will  exercise  his  veto  power  at 
the  meeting  of  the  council  on  February  11.  To  pass  the  ordinances 
over  the  veto  will  require  a  vote  of  only  two-thirds  of  the  alder- 
men, and  the  result  of  Monday's  session  indicates  that  the  sup- 
porters of  the  measures  have  a  safe  majority  over  the  necessary 
number.     The   mayor  issued   a  statement  in  which   he  said: 

"The  uncalled  for  and  indecent  haste  with  which  these  or- 
dinances were  rushed  through  at  high  pressure  in  an  early  morn- 
ing session  of  the  council,  called  immediately  after  a  high  pres- 
sure session  of  the  committee  on  local  transportation,  at  which 
a  large  number  of  amendments  were  offered  without  being  printed. 
and  at  which  a  most  important  agreement  purporting  to  settle 
the  General  Electric  Railway  obstacle  was  for  the  first  time  pre- 
sented, will  not.  in  my  judgment,  tend  to  assure  the  people  that 
the  ordinances  fully  safeguard  the  public  interests  in  the  matter 
of  provision  for  the  municipalization  of  the  street  railway  sys- 
tems. Legislation  jammed  through  in  this  hurried  and  precipitous 
manner  is  not  likely  to  be  regarded  with  confidence  by  the  public 
at  large." 

Walter  L.  Fisher  has  resigned  as  special  traction  counsel  to 
Mayor  Dunne  because  the  mayor's  plan  to  postpone  action  on  the 
ordinances  did  not  have  his  approval.  The  city  council  committee 
on  local  transportation  immediately  engaged  Mr.  Fisher  to  act  as 
its  adviser  on   traction   matters. 

The  referendum  amendment  which  was  incorporated  in  the 
ordinances  provides  that  they  shall  not  be  effective  unless  a  ma- 
jority of  voters  approve  them  at  the  election  on  April  2.  Mayor 
Dunne  contends  that  this  clause  is  so  worded  that  the  measures 
will   be  operative  even  without  this  approval. 

The  board  of  election  commissioners  received  on  February  5 
from  nine  voters,  acting  for  themselves  and  as  the  political  com- 
mittee of  the  United  Societies  for  Local  Self  Government,  a  formal 
protest  against  the  emergency  referendum  petition.  They  claim 
that  the  "alleged  emergency  referendum  petition  is  illegal  and 
Invalid  and  contrary  to  the  statute"  which  provides  for  the  sub- 
mission of  public  policy  questions  to  voters.  The  reasons  on  which 
their  objections  are  based  are:  That  it  contains  three  propositions 
on  the  same  petition;  that  It  Is  not  signed  by  25  per  cent  of  the 
registered  voters  of  the  city;  that  It  contains  forged  signatures 
and  the  names  of  fictitious  persons,  and  Is  signed  by  aliens,  non- 
residents and  minors;  and  that  some  of  the  petitions  contain  cer- 
tain  proposltons  and   others   eontaln    different    propositions. 

The  board  of  election  commissioners  has  taken  official  cog- 
nisance of  both  of  the  petitions  filed  on  January  31.  The  committee 
on  finance  of  the  city  council  estimates  that  It  would  cost  from 
110.000  to  $15,000  to  Investigate  the  "public  policy"  lists,  and  It  will 
report  this  fact  to  the  city  council  without  recommendation. 
Isaac  N.  Powell,  the  chief  clerk  of  the  board  of  election  commis- 
sioners, said  that  the  board  will  questions  affecting  either 
referendum  until  any  objectior.s  which  may  I"  Bled  are  heard. 
After  the  objections  to  the  emergency  referendum  petition  have 
been  considered,  those  who  Bled  the  petition  will  be  given  a 
hearing. 

The   election    commissioners    take    t  that    under   the 

law  they  must  place  the  referendum  questions  on  the  "little  ballot" 
unless  objections  which  affect  the  legality  of  the  petitions  are 
raised  and  sustained,  in  this  Inatana  they  anticipate  that  in 
any  •  clause  providing   for  a  vote  on   the  ordinances  will 

b«-    printed.     The  public  policy   petition    has    1SI i   names   or   more 

than  douti  lulretd   number.     Th<    other   inn   107,000  signa- 

ture*    Under  the  ordinance  as  passed  by  the     it,   council,  the  board 
Hon   commissioners,    however,   would    have    no   power    to  sub- 
mit  this   referendum   at    the    April    election,    If  by  any    contingency 
both    petitions   should    be   held    Invalid 

The  petitions  which  were  died  with  the  election  commission- 
ers  on  January  31  are  entitled  the  "Public  Pollcj  Petition"  and 
the    "■uMigency    Referendum    Petit  thai 

Hi, all  be  lubmltted  to  voters  tt illy  in 

form  of  the  pending  ordinances   reported   to  the 

on    January    If    authorising   the   Chicago    City    Railwaj    Con ly 

and    the   Chicago    Railways    Comp 

maintain  railway!  and  providing  for  the  pur 

chase    thereof  v    council    or    It!     UoOfl 


The  other  petition  contains  three  clauses,   the  first  of  which   is 

identical  with  the  wording  of  the  public  policy  petition.    The  s< rid 

clause  is  entitled  "For  a  municipal  railway  system,  one  city,  one 
fare,  versus  franchises."  It  reads:  "Shall  the  city  council  pro- 
ceed b]  li  Donation  under  the  Mueller  law  to  acquire  ami  equip 
a  complete,  modern,  unified  street  railway  system,  with  one  fare 
and  universal  transfers  for  the  entire  city,  instead  of  passing  the 
pending  franchise  ordinances?"  The  third  clause  has  no  bearing 
on  the  traction  situation;  it  refers  to  a  repeal  of  the  Illinois 
Sunday  blue  laws  of  1845. 

One  of  the  principal  features  included  in  the  settlement  of 
the  situation  is  an  agreement  with  the  General  Electric  Railway 
Company.  It  was  read  to  the  council  and  guarantees  that  the 
Chicago  City  Railway  Company  will  take  over  the  rights  of  the 
General  Electric  Railway  Company  if  the  ordinance  is  passed  and 
approved.  The  agreement  provides  that  John  A.  Spoor  and  Thomas 
E.  Mitten  for  themselves  and  associates  will  deposit  with  the 
First  Trust  and  Savings  Bank  certain  bonds,  stock  certificates 
and  promissory  notes  of  the  General  Electric  company.  The  bank 
as  trustee  will  secure  to  the  city  the  power  to  cancel  the  General 
Electric  franchise  if  the  City  Railway  ordinance  becomes  opea- 
rtive  before  July  1,  1907.  These  securities  are  to  be  held  in 
trust  until  the  tracks  of  the  General  Electric  have  been  removed 
from  the  streets  and  all  its  rights  have  been  annulled.  After  that 
the  securities  are  to  be  returned  to  Mr.  Spoor  and  Mr.  Mitten. 
In  the  event  that  the  ordinance  does  not  become  operative  before 
that  date,  the  securities  are  to  be  returned  to  the  two  men.  An- 
other amendment  alters  the  two  ordinances  so  that  they  apply  to 
any   changes  in  the  city  limits   in   the  future. 

The  Chicago  Real  Estate  Board  has  appointed  a  committee  to 
urge  and  work  for  the  approval  of  the  ordinances  at   the  election. 

The  ordinances  provide  for  the  expenditure  on  Improvements 
of  $40,000,000  within  three  years.  Twenty-three  through  routes 
without  change  of  cars  between  the  three  sections  of  the  city 
will  be  established.  The  traction  companies  may  be  required  to 
furnish  $5,000,000  for  a  downtown  municipal  subway.  The  munici- 
pality will  have  the  right  to  take  over  the  systems  on  six  months' 
notice  by  reimbursing  the  companies  for  the  value  of  $50,000,000 
agreed  upon,  plus  the  money  to  be  expended  for  improvements. 
Fifty-five  per  cent  of  the  net  receipts  from  operation  are  to  be 
paid  to  the  city  annually. 

The  directors  of  the  Chicago  Railways  Company  met  on  Fri- 
day and  passed  a  resolution  formally  accepting  the  amendment 
to    their   ordinance   which   provides   for  a   referendum. 

Cincinnati  Traction   Officials   Indicted. 

President  W.  Kesley  Schoepf,  Secretary  Robert  E.  Lee  and  Su- 
perintendent Newton  Wickersham  of  the  Cincinnati  Traction  Com- 
pany have  been  indicted  by  the  grand  jury  for  "permitting  a 
motor  street  car  to  remain  without  proper  protection  to  the  mo- 
tornian."  This  action  is  on  account  of  an  accident  on  December 
30,  when  2  men  were  killed  and  30  injured.  J.  H.  Schoepf. 
claim  agent,  and  William  E.  Bloslng.  foreman  at  the  car  barns 
were  also  Indicted  for  refusing  to  answer  a  subpoena  of  the  grand 
Jury,  and  for  falling  "to  produce  in  court  certain  documents  and 
paraphernalia  of  the  traction  company,"  the  latter  referring  to 
parts  of  the  wrecked  car  and  books  of  the  company  which  they 
were  ordered   to   produce  In   court. 

Iowa    Street   and    Interurban    Railway    Association. 

Secretary  L.  D.  Mathes.  of  Dubuque.  la.,  announces  that  the 
fourth  annual  convention  of  the  Iowa  Street  and  Interurban  Rail 
way  Association  will  be  held  at  the  l.aKavette  Inn.  Clinton,  la,, 
on  April  19  and  20.  The  program  is  not  yet  complete  for  an 
nouncement  In  detail,  but  will  include  the  following  papers:  "The 
Steam  Motor  Car — Its  Value  for  Interurban  Service."  "Freight 
Handling  by  Electric  Lines."  "Amusements  I  low  Should  this 
Feature  be  Handled  by  the  Operating  Companies/'  "Modern  Train 
Dispatching  Method!  for  Electric  Railways"  and  "Handling  the 
Peak,  or  Rush  Hour  Traffic  on  City  and  Interurban  Lines."  Those 
who  have  attended  former  meetings  of  the  association  will  re- 
call that  It  Is  the  practi t  the  association  to  thoroughly  discuss 

the    papers    read.      Ample    exhibition    space    has    been    provided    for 
representatives   of   the   supply    trade.     Inquiries    concerning    hotel 

rvatlona  and  oiler  matten    ii nnection   with   the  com. 

i    b      "ii'1       •!   to  Mr.   P.    P,   Crafts,   general   manager,    tows 
A   Illinois  Railway  Company,  Clinton,  la      Phe  offloen  of  thi 
Street   and  Intel  oclation  are  as  follows:     Pr< 

r    i    Banlon    Mason  City,  in.;  via   pn    [dent,   P.  P    C 
ciinton.  la.;  seci  sr,  L.  D    Mathes,    Dubuque,    t! 


Bill   to  Tax    New   Hampthlre   Street   Railways.— A    bill    he 

Introduced  In  the  legislature  providing  for  a  tnx  of  from  one  bo 

three   pet  ordlng   to  upon    the  gross 

Indiana   One-Cent   Fare    Bill   Killed.     The   I. Ill    Introduced    In    the 

Lturt    by    Representative    Joyee    ol    Vigo   oounty    bo 

i      In    Indiana    to   make   a    Hat    rale   of 
i     mile    was    rejected    In     the    house    by    a    vote    of 

27.    At  the  suggt    tlon  of  1  tatlve  ECelley,  Mr.  Joj win  In- 

troduce  I    new    hill    making   the   rale    1  '-j   OSnl      DM    mile. 

Growth  of  the  Railroad  Y.  M.  C.  A.— The  railroad   department 

.,r  the  International  Committee  or  founa  Men-    

ninth     treet,   New   fork,  has   lust   Issued   i! 
i  pamphlet  called  "Progi  si  i  and  1 1  tit  loo  I 

i  i,  of  thi  railroad  depa  i  tmenl  for  the  jreai    1906  and  I  h 

for  190«  shows  that  there 

ti ■ 

with  i   hip  of  14,010    si irea  e  of  1 


202 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  6. 


associations  own  162  buildings,  an  increase  of  32.  with  a  valua- 
tion of  $3,000,150,  $742,400  more  than  in  1905.  The  pamphlet  con- 
tains several  half-tone  engravings  of  some  of  the  association 
buildings. 

Vacuum  Cleaning  System  in  Portland. — The  Portland  (Ore.) 
Railway  Company  has  recently  begun  using  the  vacuum  system  for 
cleaning  its  cars.  The  apparatus,  which  consists  of  a  rotary  air 
suction  pump,  driven  by  a  5%-horsepower  motor,  capable  of  de- 
veloping a  vacuum  of  21  to  25  inches,  is  installed  in  an  old  car, 
and  may  be  taken  from  one  car  barn  to  another.  From  30  to  40 
cars  a  day  may  be  cleaned  in  this  way. 

To  Permit  Cities  to  Acquire  Street  Railway  Property. — It  is 
stated  that  a  bill  similar  to  the  Mueller  law  now  in  force  in  Illi- 
nois to  permit  cities  to  acquire  street  railway  and  other  corpora- 
tion property  by  issuing  certificates  secured  by  the  property  itself 
instead  of  bonding  the  other  property  in  the  city,  will  be  intro- 
duced into  the  Minnesota  legislature  soon.  The  measure  was  rec- 
ommended by  the  governor  in  his  message. 

Attack  Against  Overhead  Trolley  System  in  San  Francisco. — 
It  is  reported  that  Ernest  H.  Wakeman,  an  attorney  of  San  Fran- 
cisco, will  bring  an  action  In  the  United  States  circuit  court  at  San 
Francisco  against  the  United  Railroads  Company,  in  order  to  have 
the  overhead  trolley  system  declared  a  nuisance,  on  the  ground 
that  it  is  a  menace  to  human  life.  It  is  also  declared  that  the 
franchise  which  permits  the  overhead  wire  is  invalid. 

North  Alabama  Traction  Company  to  Build  Amusement  Park. — 
The  North  Alabama  Traction  Company  of  New  Decatur.  Ala.,  is 
planning  the  construction  of  an  amusement  park  and  though 
nothing  definite  has  been  done  toward  the  selection  of  amusement 
devices  Mr.  W.  R.  Hall,  general  manager,  anticipates  having  the 
park  ready  for  business  in  the  early  summer.  The  company  oper- 
ates about  11  miles  of  city  lines,  serving  a  population  of  up- 
wards of  16,000. 

Half  Fare  for  Passengers  Without  Seats. — A  bill  introduced 
into  the  Oregon  legislature  requiring  street  railway  companies  to 
issue  a  rebate  ticket  worth  half  the  amount  of  the  fare  paid 
was  defeated  on  January  30  because  of  a  technicality,  although  it 
is  stated  that  there  was  a  strong  sentiment  in  favor  of  it.  Ac- 
cording to  the  provisions  of  the  bill  the  companies  were  not  al- 
lowed to  refuse  transportation  to  passengers  after  the  seats  had  all 
been  occupied,  unless  another  car  was  following  not  more  than 
five   minutes   behind. 

Additional  Amusements  for  Olcott  Beach  Park— A  large  tract 
of  land  adjoining  the  park  of  the  International  Railway  Company 
at  Olcott  Beach  has  been  leased  to  the  Charles  Amusement  Com- 
pany of  Buffalo.  N.  T.  It  is  announced  that  Charles  W.  McMahon 
is  president  and  Charles  G.  Stevens  secretary  and  treasurer  of  the 
new  company.  It  is  the  intention  to  install  various  devices  for 
the  diversion  of  pleasure  seekers,  from  the  figure  eight  and  circle 
swing  to  the  Ferris  wheel,  and  the  ground  will  be  broken  for  the 
foundations  as  soon  as  the  weather  will  permit. 

Bill  to  Make  Interurban  Railways  Common  Carriers. — A  bill  has 
been  introduced  into  the  Texas  legislature  to  regulate  the  powers 
and  duties  of  electric  interurban  railways.  An  interurban  electric 
railway  is  defined  as  one  which  operates  wholly  by  electricity  be- 
tween two  or  more  incorporated  cities  or  towns  in  the  state,  and 
such  railways  are  authorized  to  carry  freight  and  express  as  well 
as  passengers,  as  common  carriers.  They  shall  report  to  and  be 
regulated  by  the  Texas  railway  commission,  except  as  regards 
rates,  which  shall  be  under  the  control  of  the  legislature. 

New  York  Franchise  Taxes.— The  total  franchise  tax  levied 
against  the  street  railway  companies  operating  throughout  Greater 
New  York  from  the  first  levy  of  1900  up  to  and  including  1905 
is  officially  reported  at  $16,964,258.  Cancellations  by  order  of  court 
amount  to  $2,081,898,  and  partial  payments  have  been  made  aggre- 
gating $5,765,746,  leaving  a  balance  still  outstanding  of  $9,116,613. 
Interest  to  February  1  at  7  per  cent  on  this  sum,  which  is  allowed 
by  law.  is  $2,366,275,  making  a  total  of  $11.4S2.8S8  which  is  claimed 
by  the  city.  The  Metropolitan  Street  Railway  Company  is  charged 
with  $3,732,143  of  this  sum  and  the  Brooklyn  Rapid  Transit  Com- 
pany with  $2,222,622. 

Automobile  Railway  in  Indiana, — Thomas  J.  Honan,  of  Jack- 
son county,  has  introduced  a  bill  into  the  Indiana  legisla- 
ture which  gives  the  right  of  condemnation  and  other  privileges 
accorded  to  steam  and  electric  railroads  to  companies  desiring 
to  operate  automobiles  over  a  private  right  of  way.  The  bill  is 
said  to  be  in  the  interest  of  Z.  T.  Sweeney,  of  Columbus,  and 
others,  who  propose  to  operate  an  automobile  line  between  Sey- 
mour and  BrownstowTn  over  a  concrete  roadbed,  with  a  high  rail 
of  concrete  on  each  side  to  confine  the  wheels.  One  of  the  pro- 
moters has  stated  that  they  will  run  cars  carrying  from  30  to 
50  people,  and  that  the  cost  of  construction  will  be  about  half  that 
for  an   electric  line. 

Cleveland  Traction  Situation. — No  announcement  has  yet  been 
made  as  the  result  of  the  conferences  between  President  Andrews 
of  the  Cleveland  Electric  Company  and  President  Dupont  of  the 
Municipal  company  to  determine  the  value  of  the  old  company? 
property.  Both  companies  have  large  forces  at  work  making  ap- 
praisals independently.  On  Monday,  February  4,  Mr.  Dupont  and 
Mr.  Davis  reported  to  the  city  council  that  until  the  value  of  the 
physical  property  of  the  Central  avenue-Quincy  street  route  had 
been  determined  it  would  be  impossible  for  them  to  determine 
the  amount  due  the  city  from  the  company  for  the  use  of  those 
streets  since  the  expiration  of  the  franchises.  The  Municipal 
Traction  Company  has  adopted  a  novel  plan  for  advertising  and 
extending   its   three-cent   fare   system,    by  accepting   the   Cleveland 


Electric  3^-cent  tickets  for  transportation  on  its  own  cars  with- 
out any  arrangement  with  the  Cleveland  company  for  redeeming 
them.  These  tickets  are  then  sold  again  to  the  conductors  for 
further  use  at   three  cents  each. 

Indicating  Signs  for  Express  Trains  in  New  York  Subway. — 
The  Interborough  Rapid  Transit  Company,  which  operates  the 
New  York  subway  system,  has  adopted  at  Wall,  Fulton  and  • 
Grand  Central  stations  a  system  of  designating  express  trains 
that  considerably  relieves  the  confusion  on  these  platforms.  At 
every  half  car  length  along  the  platforms  a  small  sign  is  suspended 
by  wire  from  above  and  these  indicate  alternately  the  Broadway 
and  the  West  Farms  express.  The  trains  are  stopped  so  that 
the    entrance    doors    are    always    opposite    the    proper    sign- 

New  Headquarters  for  American  Street  and  Interurban  Rail- 
way Association. — Secretary  B.  V.  Swenson  announces  that  the 
headquarters  of  the  American  Street  and  Interurban  Railway  As- 
sociation will  be  moved  on  Tuesday,  February  12,  from  60  Wall 
street  to  the  Engineering  Societies  building,  29  West  Thirty-ninth 
street,  New  York.  This  change  in  address  is  made  in  accordance 
with  the  plans  of  the  executive  committee,  as  announced  at  the 
Columbus  convention.  The  association  will  have  more  commo- 
dious offices  than  heretofore  and  it  is  believed  that  the  plan  of 
having  the  headquarters  of  all  the  national  engineering  and  allied 
societies  in  one  building  will  work  out  most  advantageously  to 
the   general   interests  and  welfare   of  these  associations. 

The  Electric  Journal  Topical  Index. — The  new  topical  index 
for  the  first  three  volumes  of  "The  Electric  Journal,"  published  by 
The  Electric  Club,  of  Pittsburg.  Pa.,  has  just  been  issued.  This 
paper  has  adopted  the  plan  of  issuing  annually  an  index  covering 
all  of  the  preceding  volumes,  so  that  it  is  not  necessary  to  look 
through  a  number  of  volumes  to  find  a  desired  article,  but  any 
article  in  any  volume,  along  with  all  articles  on  the  same  subject, 
may  be  quickly  located.  This  seems  especially  useful  in  connec- 
tion with  a  technical  publication  in  which  the  contents  are  valu- 
able for  reference,  as  it  is  the  experience  of  almost  every  engi- 
neer who  has  had  occasion  to  refer  to  a  technical  periodical,  that 
it  is  a  very  tedious  task  to  find  information  from  back  numbers 
along  any  desired  line,  when  there  is  a  separate  index  for  each 
volume. 

Result  of  T-Rail  Controversy  in  Columbus. — An  official  of  the 
Indiana  Columbus  &  Eastern  Traction  Company  is  authority  for 
the  statement  that  this  company  will  probably  make  no  permanent 
improvements  in  Columbus,  O..  in  the  way  of  either  a  passenger 
or  freight  station  until  the  T-rail  controversy  is  settled  in  a 
manner  satisfactory  to  it.  The  company  plans  to  put  on  heavier 
passenger  cars  witli  deep  flanges  that  will  admit  of  high  rates  of 
speed  and  these  plans,  he  said,  are  effectually  blocked  by  the  po- 
sition the  city  authorities  have  taken  in  demanding  the  laying 
of  grooved  rails  in  the  city.  The  general  offices  of  the  passenger, 
freight  and  claim  departments  have  taken  leased  quarters  in  the 
new  First  National  Bank  building  and  arrangements  are  being 
made  to  increase  facilities  for  handling  freight  at  the  old  interur- 
ban station. 

Valuation  of  Milwaukee  Electric  Railways. — The  physical  val- 
uation of  the  properties  of  the  Milwaukee  Electric  Railway  & 
Light  Company,  Including  both  city  and  interurban  mileage,  is 
now  being  determined  for  the  Wisconsin  State  Board  of  Assess- 
ment and  the  Railroad  Commission  of  Wisconsin.  The  valuation 
staff  has  been  drawn  in  part  from  the  staff  hitherto  engaged  in 
the  valuation  of  steam  roads  in  Wisconsin  and  in  part  from  The 
Arnold  Company  of  Chicago,  which  recently  had  charge  of  the 
valuation  of  the  street  railway  properties  of  Chicago.  Prof.  W. 
D.  Pence,  M.  Am.  Soc.  C.  E..  engineer  for  the  two  state  commis- 
sions, has  charge  of  the  valuation  and  with  him  are  associated 
Bion  J.  Arnold,  M.  Inst.  C.  E.,  president  of  The  Arnold  Company, 
consulting  engineer:  C.  M.  Larson,  chief  roadway  inspector;  Prof. 
John  G.  D.  Mack,  M.  Am.  Soc.  M.  E.,  chief  mechanical  inspector; 
and  George  Weston,   chief  electrical  inspector. 

Electrolysis  Controversy  in  St.  Paul. — It  is  announced  that  an 
agreement  may  be  reached  between  the  St.  Paul  water  board  and 
the  St.  Paul  City  Railway  Company  regarding  the  electrolysis  of 
the  water  pipes.  The  railway  company  has  taken  exception  to 
the  report  of  the  water  board's  expert.  Prof.  D.  C.  Jackson,  on 
the  ground  that  the  additional  improvements  he  suggests  would 
cost  $100,000.  Prof.  Jackson  states  in  his  report  that  although 
the  returns  have  been  much  improved,  material  damage  will  be 
caused  to  the  water  mains  unless  the  returns  are  considerably 
increased.  The  railway  company  has  asked  the  board  to  arrange 
a  meeting  between  their  engineers  and  Prof.  Jackson  to  discuss 
a  compromise  plan.  In  case  of  failure  on  the  part  of  the  railway 
company  to  comply  with  any  reasonable  demands,  the  board  will 
again  institute  the  $500,000  damage  proceedings  which  were  brought 
against  the  railway  company  to  cover  the  damage  caused  to  the 
piping  system. 

May  Use  Wooden  Cars  in  Bridge  Loop  Subway. — The  plan  and 
scope  committee  of  the  New  York  rapid  transit  commission  at  a 
meeting  on  February  5  decided  to  allow  the  Brooklyn  Rapid  Tran- 
sit Company  to  use  rolling  stock  that  need  not  be  fireproof  in  the 
proposed  new  subway  loop  to  connect  the  Williamsburg  and  Man- 
hattan bridges.  President  Winter  of  the  Brooklyn  Rapid  Transit 
appeared  before  the  committee  and  said  that  he  was  not  prepared 
to  give  assurances  in  behalf  of  his  company  that  it  would  change 
its  rolling  stock  to  fireproof  cars  to  be  assured  of  use  of  the  sub- 
way loop.  Mr.  Winter  explained  that  his  company  was  constantly 
getting  rid  of  its  inferior  cars  and  replacing  them  with  modern 
steel  and  wood  cars  of  a  substantial  type.  After  a  thorough  dis- 
cussion  it  was  decided  to  report  a  resolution  to  the  full  board  on 


February  9,  1907. 


ELECTRIC     RAILWAY     REVIEW 


203 


Thursday,  February  7,  allowing  the  Brooklyn  Rapid  Transit  Com- 
pany to  use  rolling  stock  in  the  subway  loop  such  as  it  is  using 
on  Its  elevated  lines,  provided  that  the  cars  shall  be  at  least  as 
good  as  the  most  modern  cars  recently  purchased  by  the  company. 

Report  on  Electrification  of  Erie  Railroad. — It  is  announced 
that  the  commission  appointed  over  a  year  ago  to  Investigate  the 
subject  of  the  electrification  of  the  Erie's  suburban  lines  in  New 
Jersey,  will  make  its  report  to  the  board  of  directors  in  a  few 
days.  The  committee  is  composed  of  Vice-President  J.  M.  Graham. 
L.  B.  Stillwell  and  B.  J.  Arnold.  The  New  Jersey  suburban  ter- 
ritory now  being  considered  in  this  connection  includes  the  New- 
Jersey  &  New  York  division  for  33  miles;  the  Northern  Railroad 
of  New  Jersey.  29  miles,  to  Nyack:  the  Greenwood  Lake  division, 
including  the  Morristown  branch.  33  miles  on  the  main  branch,  14 
miles  on  the  Morristown  branch,  and  4  miles  on  the  Orange  branch. 
The  main  line  Is  to  be  electrified  as  far  as  Tuxedo,  39  miles;  the 
Newark  branch,  from  Jersey  City  to  Paterson,  19  miles,  and  the 
New  York  Susquehanna  &  Western  for  39  miles.  Westinghouse, 
Church,  Kerr  &  Co.  are  now  engaged  in  electrifying  the  main 
line  of  the  Erie  from  Rochester  to  Avon,  N.  Y.,  and  the  branch 
from  Avon  to  Mt.  Morris.  34  miles  in  all.  A  trial  trip  was  made 
recently  between  Rochester  and  Avon.  19  miles,  and  the  line  is 
expected  to  be  in  regular  operation  some  time  this  month.  Single- 
phase  alternating  current  is  used  at  a  pressure  of  11.000  volts. 
Power  is  received  from  Niagara  Falls. 

Bill  to  Promote  Electric  Railway  Building. — The  building  of 
trolley  lines  in  Minnesota  is  likely  to  receive  a  new  impetus,  if  a 
bill  Introduced  Into  the  lower  house  of  the  legislature  by  N.  F. 
Hugo  of  Duluth  becomes  a  law  The  bill  is  Intended  to  facilitate 
the  building  of  electric  railways  In  country  districts  by  offering 
the  privilege  of  freight  transportation,  and  its  provisions  include 
the  general  regulation  of  lines  running  from  cities  and  towns  into 
surrounding  country  territory.  According  to  the  bill  any  electric 
railway  company  already  organized  or  hereafter  to  be  organized 
Is  empowered  to  construct,  operate  and  maintain  lines  in  territory 
outside  of  the  corporate  limits  of  cities  and  towns,  and  along 
country'  roads  or  through  private  property,  and  to  carry  both 
passengers  and  freight  for  compensation,  to  condemn  property  for 
that  purpose,  and,  furthermore,  with  the  consent  of  city  or  town 
authorities,  to  connect  its  lines  with  central  stations  in  cities  or 
towns  for  the  receipt  of  passenger  freight.  While  the  bill  is 
general  in  Its  scope,  it  was  framed  especially  to  cover  a  need  at 
Duluth.  Several  of  the  residents  of  the  country  districts  outside 
of  the  city  have  offered  to  the  Duluth  Street  Railway  company  to 
build  a  line  such  as  they  want  If  the  company  will  maintain  and 
operate  it.  The  company  Is  unwilling  to  agree  to  the  plan  unless 
it  can  have  the  privilege  of  carrying  freight,  which  is  now  con- 
trary  to  law. 

Settling  Claims  Against  Street  Railway  Corporations  in  New 
York. — The  New  York  City  Railway  Company  last  week  tendered 
Comptroller  Metz  $150  000  In  part  payment  of  the  city's  claim  of 
$408,790  on  account  of  deferred  car  license  fees,  with  the  under- 
standing that  the  payment  is  not  to  prejudice  the  company's  alle- 
gation that  the  city's  claim  is  excessive.  The  case  has  been  in 
the  courts  for  some  time  and  several  administrations  have  tried 
to  collect  the  fees.  The  contention  of  the  company  is  that  the 
city  Is  trying  to  collect  for  both  summer  and  winter  cars,  and 
that  this  Is  essentially  unjust,  as  about  half  the  company's  cars 
are  housed  at  varying  seasons.  The  company  is  unwilling  to 
pay  more  than  for  the  number  of  cars  actually  In  use  the  year 
round.  Mr.  Rives,  former  corporation  counsel,  contended  that 
the  law  bound  the  company  to  pay  on  every  car  for  which  a  license 
was  Issued. — Attorneys  representing  the  company  have  also  called 
upon  Corporation  Counsel  Ellison  to  discuss  arrangements  for  a 
settlement  of  the  city's  claims  for  repaying  between  the  com- 
pany's tracks.  The  claims  cover  a  period  of  about  ten  years  and 
amount  to  $1,513,000.  When  Mr.  Rives  was  corporation  counsel  he 
brought  suit  to  recover  the  amount  and  a  referee  was  appointed 
but  never  gave  a  decision.  The  company  contends  that  since  the 
Introduction  of  electricity  as  motive  power  it  should  not  be 
obliged  to  pay  for  repaying  and  that  the  case  is  not  the  same  as 
In  the  days  of  horse-ears,  when  the  horses  wore  out  the  pavement. 

American   Association   Committee   for   1907.— Since   the   Issue  of 
th«'    Electric    Hallway    Review    of   February   2.    the    membership   of 
two   additional    committees   for    the    work    of    the    1907    conv 
of   the   American    Street   and   Interurban    Railway   Association    I 
been   completed  as  fol 

Standard    Code   of    Rules. 
O.    Connett".    chairman,    fern  ral    manager   Worcester   Con- 
HOlldat.il    Railway   Company.    Worcester,   Moss. 

i:  C.  Faber.  general  manager  Aurora  Elgin  &  Chicago  Elec- 
tric    Railroad,    Wheaton,    111. 

J     Lyon,    superintendent  vay    Company, 

Schenectady,    N.    Y. 

k    J.    stout,   general   manage!    Lain    Bhori  Hallway 

CU  veland,  O. 

J.  n    Bhannahan,  general  m  onda   Johnstown  &  Gio- 

versvlll.    Railroad  Company.  Qloversvllle    N.   y. 
Standardization. 

II     C.    Page,    chairman,    general    manager    Springfield    street 
Springfield,   Mass, 

T.    W.    v.  inal    Railway   Co 

pany,   Buffalo,    N.    Y. 

John  Murphy,  general  superintendent  Pittsburg   Ratlwe 
;  Pitt 

II     A     N 

Ind. 

II    Walli  i  ■!■  'ii    •  ;>  i  \,-w 

York 


Construction  News 


INCORPORATIONS. 


Black  River  Electric  Power  Lighting  &  Railway  Company.— In- 
corporated In  New  Hampshire  to  build  a  lighting  and  power  plant 
and  to  build  an  electric  railway  from  Claremont.  N.  II.,  to  Ludlow, 
Vt.  Capital  stock  $1,000,000.  Incorporators:  John  B.  Reynolds, 
New  York,  president;  J.  E.  Jones.  Boston,  treasurer;  Fred  C.  Da- 
vis, of  Springfield,   Mass.,  superintendent. 

Dallas  Interurban  Electric  Railway — Incorporated  in  Texas  to 
build  and  operate  an  electric  line  from  Dallas  to  other  points  In 
Texas  under  a  franchise  granted  to  J.  Mercer  Carter  and  asso- 
ciates last  September.  It  is  stated  that  plans  for  the  local  and 
Interurban  service  already  have  been  prepared  by  the  American 
Engineering  Company  and  that  construction  is  to  begin  within  six 
months  from  date  of  the  franchise.  It  is  also  agreed  that  there 
shall  be  20  miles  of  interurban  railway  entering  the  city  within 
one  year  from  the  beginning  of  construction.  Capital  stock.  $2,- 
400,000,  of  which  $1,800,000  is  common  and  $600,000  preferred  stock. 
Bonds  are  to  be  issued  on  a  basis  of  $30,000  for  each  mile  of  rail- 
way. Incorporators:  D.  D.  Waggoner,  president:  I.  J.  Willing- 
ham,  first  vice-president;  J.  Mercer  Carter,  second  vice-president; 
Charles  T.  Alexander,  third  vice-president;  Sidney  A.  Stemmons 
secretary;  M.  H.  Wolfe,  treasurer;  W.  H.  Clark  and  W.  T.  Henry, 
attorneys;  Alexander  Sanger,  E.  M.  Kahn,  C.  C.  Slaughter,  Robert 
Ralston,  Edward  Titche,  R.  C.  Buckner,  O.  H.  Lang,  J.  B.  Na- 
bors  and   D.   Sonnentheil.  all  of  Dallas. 

Enid  City  Railway.— Incorporated  In  Oklahoma  to  build  a 
street  railway  in  Enid.  Capital  stock.  $500,000.  Incorporators: 
John  Hall,  Albert  E.  Manuel  and  Charles  Bosler,  of  Dayton  O  ' 
Carl  Kruse  and  W.  H.  Hills,  of  Enid. 

Greenville  &.  Greenwood  Railway.— Incorporated  in  South  Caro- 
lina to  build  from  Greenville  to  Greenwood.  Capital  stock  $100,- 
000.  Incorporators:  H.  H.  Prince,  president;  S.  A.  Anderson,  of 
Marietta.  Ga..  vice-president;  F.  C.  Owens,  Atlanta,  Ga.,  treas- 
urer,  and  T.   J.   Conners,   secretary. 

Hornell  Bath  &  Lake  Keuka  Railway.— Incorporated  in  New 
York  to  build  an  electric  railway  46  miles  long  from  Hornell, 
Steuben  county,  to  Jerusalem.  Yates  county.  Capital  stock. 
$1,000,000.  Incorporators:  F.  W.  Hastings,  W.  R.  Campbell  and 
W.    II.    Phillips,   of   Bath,   N.   Y. 

Ithaca  &  Seneca  Falls  Electric  Railway. — Incorporated  in  New 
York  on  February  4  to  operate  an  electric  road  50%  miles  long 
from  Ithaca  to  Seneca  Falls,  with  branches  from  WiUard  to  Ovid 
and  from  Trumansburg  to  Mecklenburg.  The  capital  stock  is 
$1,000,000  and  directors  named  are  J.  N.  Hammond  and  T.  J. 
Cleary  of  Seneca   Falls  and  Jacob  Rothschild   of  111 

La  Crosse  &  Winona  Traction  Company. — Incorporated  In 
Minnesota  to  build  and  operate  an  electric  line  from  La  Crosse, 
Wis.,  to  Winona,  Minn.  This  is  a  subsidiary  company  of  the  La 
Crosse  Water  Power  Company,  which  Is  developing  water  power 
from  the  Black  River  at  Hatfield,  Wis.  Capital  stock.  $50,000. 
Incorporators:  C.  M.  Morse,  president;  C.  P.  Crandall,  vice-presi- 
dent; F.  H.  Sampson,  secretary,  and  C.  M,  Green,  treasurer,  all  of 
Winona.     E.  Boynton  of  La  Crosse,  is  one  of  the  directors, 

Manltou  &  Crystal  Park  Railway.— Incorporated  In  Colorado  to 
build  an  electric  line  from  .Manltou  to  Crystal  Park,  It  Is  stated 
that  the  company  Is  planning  a  scenic  railway  on  a  large  scale 
with  a  line  from  Crystal  Lake  through  the  mountains  to  CI 
canon.  It  is  announced  that  the  road  from  Manltou  to  Crystal 
Park  will  he  completed  and  In  operation   by  next   summer.     Capital 

''  ' Incorporators,   J,   K,    Vanatta  and  C.  W.  Dolph 

Colorado  Springs,   and   E.   A.  Sawyer,   engineer. 

Manltou  &  Interurban  Railway.— Incorporated  In  Colorado  to 
build     in    Interurban    line    iron,    Manltou    to    points    In    Colorado. 

Capital  stock.  $300,000.    Incorpon s.  ,i.   k.   Vanatta,  C    w.  Dolpli 

and  E.  A.   Sawyer,   Colorado  Springs. 

Minster  Lorain  &.  Southern  Railway.-  Incorporated  in  Ohio  to 
build  an  electric  railway  from  Minster,  Auglaise  county,  to  Ver- 
sailles,     'hi      county,    18   miles.      Cap [ncor- 

|     H    Qoeki     William   Schulenberg,    B\    M     Horn,   R.  J. 
Defen brock  and  P.   B    H  on,     Headq si       Wapakoneta,   0 

Mississippi     Valley     Electric     Railway.      I  ted      n     Illinois 

k  of  $2,500     Incorporators      Howard    r    Wllcora- 

mon,  Arthur  W,   V    Bhuthora 

People's    Railway.     ated     In     Penn   rlvania     to    build    2 

miles  ..I  electric  railway  iii  iii<-  borough  of  DUwood  Cltj     Lawi 

county.    Pa.     Cm  i,.    |12, I,      I , ,.,, 

Sheridan,    Ingi  im     I  lomi  i    i.    Ji  nklm      Pltl  iburg; 
8.   Christy.   Crafton 

Prosser  Traction  Company.  Incorporated  In  Washington  I" 
build  a   Urn  Pro  tward 

Frederic] 
nt;  !•'    a    Jenne   ohli  w.  i  telllcotte,  O.  A 

""i  Oei  i      I    i     i 'i n    -i     Wash 

Redlands  &.   Yucalpe    Electric   Railroad.— Incorporated    Iii    C 
•   '"  build    i  

n  to  Oal    Glen  In  I  hi 
e anj    Int.  ndl    to   de   i  Ii 


204 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  6. 


Oak  Glen  and  eventually  make  of  it  a  large  summer  resort.  Cap- 
ital stock,  $1,000,000.  of  which  $18,000  has  been  subscribed.  In- 
corporators: C.  S.  Chesnut,  G.  H.  Dunn,  O.  D.  Miller  and  A.  A. 
Moore. 

Wawasee  Ligonier  Topeka  &  Lagrange  Railway. — Incorporated 
in  Indiana  to  build  an  interurban  line  from  Lagrange  to  Wawasee, 
Ind.,  through  Kimmell,  Cromwell,  Topeka  and  Ligonier,  Ind..  with 
headquarters  at  Ligonier.  The  company  will  also  furnish  light  and 
power  for  commercial  purposes  along  its  route.  Capital  stock, 
$50,000.  Incorporators:  F.  H.  Green,  Frank  P.  Bothwell  and  F. 
E.  Weir,  Ligonier;  Sumner  Dowell,  I.  J.  Vaughn  and  J.  N.  Bab- 
cock,  Topeka,  and  A.  J.  Hostetter,  B.  B.  Johnston  and  F.  J.  Dun- 
ten,  Lagrange,  Ind. 

Wilmington  &  Wittingham  Traction  Company. — Incorporated 
in  Massachusetts  with  a  capital  stock  of  $50,000  to  build  an  electric 
line  from  the  Massachusetts  state  line  at  Halifax,  Vt.,  north 
through  Halifax.  Wittingham  and  Wilmington.  It  is  stated  that 
this  project  is  the  outgrowth  of  the  purchase  of  the  controlling 
interest  in  the  Shelburne  Falls  &  Colerain  Street  Railway  Company 
by  a  syndicate  in  which  Martin  A.  Brown,  of  Wilmington,  is  inter- 
ested. It  is  said  the  plan  is  to  extend  the  present  line  to  the 
railroad  station  at  Shelburne  Falls  and  later  north  to  Wilmington. 


Ann    Arbor    &    Detroit    Electric    Railway,    which    proposes    to    build 
an   electric  railway  connecting  the   towns  named  in  the  title. 


TRACK    AND    ROADWAY. 


FRANCHISES. 


Albia,  la. — A  franchise  has  been  given  the  Albia  Electric 
Light  &  Power  Company  for  a  street  railway  in  this  city.  It  is 
stated  that  the  owners  of  the  Albia  system  also  control  the  build- 
ing and  operating  of  the  interurban  line  from  Oskaloosa  to  Bux- 
ton which  is  believed  to  indicate  that  it  will  be  extended  to  Albia. 
It  is  announced  that  work  will  be  started  on  the  line  in  the 
spring. 

Cherrvvale.  Kan. — The  Union  Traction  Company  has  accepted 
the  franchise  recently  granted  by  the  council.  This  provides  that 
$1,000  shall  be  deposited  by  the  company  as  a  guarantee  that  the 
road  will  be  built  according  to  the  teims  of  the  franchise,  one  of 
which  is  that  it  shall  be  finished  within  16  months  after  accept- 
ance.    The  company  has  also  asked  for  a  franchise  in  Parsons. 

Demopolis,  Ala. — A  franchise  has  been  granted  to  F.  M.  Ab- 
bott for  the  Demopolis  &  Linden  Railroad,  which  proposes  to  build 
a  street  railway  in   Demopolis  and  a  line   to  Linden,   Ala. 

Green  River,  Utah. — A  franchise  has  been  granted  to  Merrit  & 
Cook  for  an  electric  line  from  the  city  to  the  dam  on  Green 
river,  7  miles  long,  with  the  privilege  of  furnishing  power  for  light- 
ing the  city. 

Hammond,  Ind. — The  Gary  Hammond  &  Eastern  Interurban 
Railway  has  applied  for  a  50-year  franchise  to  operate  over  cer- 
tain streets  of  Hammond.  William  Walmsley,  formerly  of  the 
South   Chicago    Street   Railway   Company,    made   the   application. 

Joliet,    III The    city    council    has    reconsidered    the    ordinance 

recently  passed  granting  the  Chicago  &  Joliet  Electric  Railway 
Company  a  20-year  franchise  for  laying  tracks  on  Western  avenue 
arid  has  amended  it  to  read  "until  1920"  instead,  so  as  to  make  it 
co-existent  with  other  grants.  It  is  stated  that  the  company 
intends  to  ask  for  the  privilege  to  lay  a  double  track  on  Chi- 
cago street  as  far  as  Fifth  avenue  and  on  Fifth  avenue  to  Sher- 
man street;  also  from  Chicago  street  east  on  Jefferson  to  Eastern 
avenue   and  south  to   Second  avenue. 

Marion,  Ind. — The  Grant,  Miami,  Cass  &  Western  Traction 
Company  will  ask  for  a  franchise  at  the  next  meeting  of  the 
county  commissioners.  The  line  will  run  from  Marion  to  Logans- 
port  and  will  touch  12  towns  along  the  route.  It  is  said  that  a 
5-cent  fare  between  stations  will  be  charged,  with  $1  for  the  round 
trip  between  Marion  and   Logansport. 

Marlin,  Tex. — The  Buckeye  Transit  Company  has  made  appli- 
cation for  a  50-year  franchise  for  an  electric  line  in  this  city. 
This  is  the  company  which  is  to  build  an  interurban  line  from 
Marlin  to  Temple  by  way  of  Mooresville  and  Waco.  Work  is  to 
be  begun  within  two  years  from  the  date  of  the  franchise. 

Owattonna,  Minn. — The  Twin  City  Rochester  &  Dubuque  Elec- 
tric Railway,  which  proposes  to  build  an  electric  line  from  Min- 
neapolis and  St.  Paul  to  Dubuque,  Minn.,  has  applied  for  a  fran- 
chise. 

Peru,  Ind. — The  Marion  &  Logansport  Interurban  Company 
has  made  application  for  a  franchise  through  Jackson,  Harrison, 
Clay  and  Pipe  Creek  townships.  It  is  said  that  the  company  al- 
ready has  secured  right  of  way  paralleling  the  Pennsylvania  road 
and  that  grading  will  be  begun  within  a  few  months.  The  line 
will  pass  through  Sweetzer,  Mier.  Converse,  Amboy.  McGraws- 
ville.  Loree,  Bunker  Hill,  Onward,  Anoka.  Ind.,  with  terminals  at 
Marion   and   Logansport. 

San  Angelo,  Tex. — Col.  J.  H.  Ransom,  Boulder.  Colo.,  has 
asked  for  a  franchise  to  build  a  street  railway.  He  agrees  to 
build  one  mile  the  first  year,  three  the  second  and  four  the  third. 
He  also  asks  that  the  property  be  forever  exempt  from  taxation, 
agreeing  to  pay,  after  the  fifth  year,  14  of  1  per  cent  of  the 
gross  earnings  of  the  system  to  the  city. 

Sandusky,  O. — The  Sandusky  Fremont  &  Southern  Railway 
has  been  granted  a  25-year  franchise  across  Depot  and  Norwalk 
streets  in  Castalia.  The  company  has  agreed  to  pay  for  a  24- 
inch  cement  tile  under  the  bed  of  the  stream  for  drainage  pur- 
poses. It  is  stated  that  the  crossing  with  the  Pennsylvania  road 
will  be  accomplished  by  either  an  under  or  overhead  grade-crossing 
part  of  the  expense  of  which  will  be  borne  by  the  latter  company. 

Tecumseh,    Mich. — A   franchise  has  been   granted  to  the  Adrian 


Addison  &  Woodhull  Electric  Railroad. — A  meeting  has  been 
called  to  discuss  plans  and  secure  stock  subscriptions  for  the  con- 
struction of  this  road,  which  is  proposed  to  connect  Addison  and 
Woodhull,   N.  T.,  via  Jasper. 

Amarillo  Street  Railway. — This  company  is  letting  contracts 
and  making  preparations  to  begin  work  on  the  street  railway  line 
in  Amarillo.  Tex.  By  the  terms  of  the  franchise  work  must  be 
started  by  April  11  and  at  least  three  miles  must  be  in  operation 
by  November  11.     H.  A.  Nobles,  Amarillo,  president. 

Boston,  Mass. — The  Massachusetts  railroad  commissioners  re- 
cently held  a  hearing  to  consider  granting  a  certificate  of  neces- 
sity to  two  companies  which  propose  to  build  electric  railways  be- 
tween Boston  &  Providence.  One  is  the  Boston  &  Providence 
Interurban  Electric  Railroad,  backed  by  the  Stone  &  Webster 
Engineering  Corporation  and  the  Gaston-Shaw  interests,  of  Bos- 
ton, which  expects  to  build  a  high-speed  interurban  line  on  a 
private  right  of  way.  The  other  is  the  Boston  &  New  York 
Electric  Railroad,  in  which  A.  B.  Leach  and  O.  B.  Clancy  and 
others,  of  Boston,  are  interested.  This  company  intends  to  build 
its  road  through  the  streets  of  the  towns  and  cities  or  on  the 
highways  rather  than  on  a  private  right  of  way.  The  hearing  was 
postponed  until  February  11.  at  which  time  both  companies  are  to 
give   further  details  as  to   the  routes. 

Central  California  Traction  Company. — One  of  the  officials  of 
this  company  has  announced  that  it  is  expected  to  have  the  line 
between  Stockton  and  Lodi  in  operation  by  April  1.  The  rails 
and  ties  are  on  the  ground,  and  the  contractor  for  the  grading 
and  trestle  work  is  making  preparations  to  begin  work  as  soon 
as  the  weather  permits.  E.  P.  Hilborn.  general  manager,  Stock- 
ton,  Cal. 

Central  Interurban  Traction  Company. — Charles  A.  Gutke.  pres- 
ident. 1113  Chemical  building,  St.  Louis,  writes  that  it  is  expected 
to  begin  grading  on  June  1.  on  24  street  railway  lines  in  St. 
Louis,  to  connect  with  the  Hillsboro  Kimmswick  &  Southern  Rail- 
way, which  will  build  from  the  city  limits  to  the  Flat  River. 

Chicago  South  Bend  &  Northern  Indiana  Railway. — Samuel  T. 
Murdock,  of  Lafayette,  Ind.,  general  manager  of  this  company, 
which  has  been  incorporated  to  take  over  the  Northern  Indiana 
Railway  and  build  extensions,  is  quoted  as  saying  that  work  is 
to  begin  at  once  on  a  line  from  South  Bend  to  Michigan  City, 
Ind.,  28  miles,  with  construction  material  already  obtained  by  the 
Northern  Indiana.  Mr.  Murdock  states  that  this  line  should  be 
completed  by  January  1,  1908.  and  that  another  extension,  from 
Michigan  City  to  Chicago,  about  35  miles,  will  be  completed  In 
about  two  years. 

Cleveland  Alliance  &  Mahoning  Valley  Railway. — It  is  reported 
that  James  W.  Holcomb,  of  Cleveland,  the  promoter  of  this  road 
to  connect  Cleveland  with  Ravenna,  Alliance  and  Warren,  O., 
has  effected  an  agreement  with  the  Everett-Moore  interests  in 
the  Northern  Ohio  Traction  &  Light  Company  whereby  they  will 
join  in  the  construction  of  the  road,  making  use  of  the  Northern 
Ohio  tracks  for  part  of  the  distance.  It  is  also  stated  that  a 
new  company  will  be  organized  at  once  to  build  the  first  section 
of  the  road,  from  Ravenna  to  Warren,  electrifying  the  road  be- 
tween Ravenna  and  Newton  Falls  which  has  been  leased  from 
the  Baltimore  &  Ohio. 

Columbus  Marion  &  Bucyrus  Railroad. — George  Whysall,  gen- 
eral manager,  Marion,  O.,  writes  that  this  company  which  is 
building  an  extension  of  the  Columbus  Delaware  &  Marion  Rail- 
way from  Marion  to  Bucyrus,  O.,  is  now  clearing  the  right  of  way 
in  order  to  be  ready  to  begin  grading  as  soon  as  the  weather 
is  suitable.  Some  of  the  grading  has  been  done  and  in  the  spring 
the  work  will  be  rushed  to  completion,  in  the  endeavor  to  have  the 
road  in  operation  by  June  1. 

Dillonvale  &  Ohio  River  Traction  Company. — At  a  recent  meet- 
ing of  the  directors  it  was  decided  to  begin  work  this  month  on 
the  road  from  Rayland  to  Dillonvale.  O.,  6*4  miles.  Most  of  the 
right  of  way  has  been  obtained.     T.  J.   Stringer  has  the  contract. 

Eastern  Iowa  Traction  Company. — This  company  is  making 
surveys  for  an  electric  railway  between  Dubuque  and  Davenport, 
la.,  and  the  complete  plans  include  further  extensions  south 
through  Burlington,  Keokuk  and  Hannibal  to  St.  Louis  and  north 
to  Minneapolis  and  St.  Paul.  Mrs.  Alice  M.  Butler,  of  Davenport, 
is   one  of  the   promoters. 

Frankfort  Delphi  &  Northern  Traction  Company. — W.  H.  Cohee, 
vice-president  and  general  manager,  Frankfort,  Ind..  writes  that 
this  company  proposes  to  build  an  electric  railway  from  Frank- 
fort, Ind.,  to  Chicago,  via  Delphi,  Monticello.  Monon  and  Ham- 
mond, connecting  at  Frankfort  with  the  Indianapolis  &  North- 
western Traction  Company.  The  section  of  the  road  under  con- 
sideration for  immediate  construction  is  that  from  Frankfort  to 
Delphi.  Ind.,  27  miles,  via  Rossville,  Endner  Mills  and  Plymouth. 
A  right  of  way  50  feet  wide  has  been  secured  except  in  towns. 
At  Pyrmont.  on  the  Wild  Cat  river,  it  is  expected  to  build  a  dam 
and  develop  a  water  power  capable  of  generating  1,500  horsepower. 
A.  S.  Straus,  23S  Franklin  street.  Chicago,  president;  James  R. 
Brown,  Frankfort,  Ind.,  chief  engineer. 

Houston  Electric  Company — This  company  has  begun  the  work 
of  reconstruction  of  several  of  its  lines  in  Houston,  Tex.  The 
track   of  the   San   Felipe  line  is  being  relaid  and  a  portion  of  the 


February  9,  1907. 


ELECTRIC     RAILWAY     REVIEW 


205 


Heights    Boulevard    line    has    been    relaid.      David    Daly,    manager. 
Houston,    Tex. 

Illinois  Traction  Company. — The  track  Is  now  laid  on  the 
Blocmlngton-Peorla  line  from  Bloomington  to  East  Peoria,  aJ- 
though  all  of  the  poles  and  wires  have  not  yet  been  put  up.  Cars 
were  operated  over  the  Champaign-Decatur  line  from  Champaign 
to  Seymour  on  Saturday,   February   i. 

Indiana  Columbus  &  Eastern  Traction  Company. — Superintend- 
ent A.  F.  Schoeof.  of  the  Columbus  and  Springfield  division,  has 
been  authorized  to  commence  work  on  the  construction  of  the 
London  cutoff  early  in  the  spring.  This  will  shorten  the  main 
line  between  Columbus  and  Springfield  about  seven  miles,  and 
as  the  London  stop  will  also  be  eliminated  it  will  shorten  the  run- 
ning time  of  the  Columbus-Springfield  limited  cars  almost  30 
minutes.  The  cutoff  extends  from  Lafayette  to  Summerford  in 
Madison  county,  O.,  a  distance  of  five  miles.  The  present  line 
extends  south,  from  Lafayette  on  the  east  and  Summerford  on 
the  west,  in  order  to  take  in  London,  the  county  seat  of  Madison 
county,  and  the  distance  by  that  route  is  12  miles.  Vice-President 
Xorman  McD.  Crawford,  General  Manager  J.  L.  Adams  and  Su- 
perintendent Schoepf  walked  over  the  cutoff  right  of  way  last 
week  and  decided  upon  various  details  of  the  construction.  This 
will  be  an  expensive  piece  of  work,  as  several  heavy  fills  will  be 
necessary'  and  three  steel  bridges  will  have  to  be  built.  The 
longest  of  the  bridges  will  be  15S  feet,  crossing  Deer  creek.  The 
other  bridges  will  be  about  40  feet  each.  Each  will  have  concrete 
piers. — The  company  is  now  doing  the  preparatory  work  on  the 
line  between  Lima  and  Defiance.  O.,  in  order  to  be  able  to  rush  the 
construction  in  the  spring.  The  Columbus  &  Lake  Michigan  steam 
road,  which  covers  a  part  of  the  distance,  is  to  be  electrified. 
The  company  has  purchased  15,000  ties  and  is  distributing  them 
along  the   right  of  way. 

Knoxville  Railway  &  Light  Company. — The  work  of  double- 
tracking  the  Main  street  line  in  Knoxville,  Tenn..  from  Prince 
street  to  Temple  avenue,  has  Just  been  completed.  As  soon  as 
the  weather  will  permit  the  company  will  begin  double  tracking 
the  Broadway  line  from  Fifth  avenue  to  First  Creek. 

Leroy  &  Southwestern  Railroad. — A.  H.  Shelby,  of  Wapello, 
111.,  president,  writes  that  contracts  are  to  be  let  for  construction 
and  equipment  of  this  line  from  Leroy  to  Waynesville,  111.,  23 
miles,  via  Southdowns,  Solomon,  Wapella  and  Scott.  It  is  pro- 
posed to  operate  the  line  with  some  form  of  gasoline-electric 
motor  cars,  of  a  sufficient  power  capacity  to  haul  trains  of  15  or 
20  freight  cars,  as  the  line  will  be  built  principally  for  freight. 
Two  passenger  cars,  a  combination  baggage  and  mail  car.  and 
about  50  freight  cars  will  be  required.  The  company  is  now  con- 
sidering a  proposition  to  finance,  construct  and  equip  the  line,  but 
Is  willing  to  entertain  separate  proposals,  for  financing,  and  con- 
struction and    equipment. 

Lynchburg  Traction  &.  Light  Company. — It  is  stated  that  this 
company  Is  considering  plans  for  an  extension  of  this  line  from 
Lynchburg,  Va.,  to  a  connection  with  the  Tidewater  Railway  at 
Claytor's    Ford    bridge,    22    miles. 

Mesaba  Traction  Company. — The  Duluth  Surveying  Company 
is  making  surveys  for  this  line,  which  is  to  connect  Biwabik  and 
Hlbbing  and  other  towns  on  the  Mesaba  range.  Minnesota.  F.  B. 
Meyers,   of  Biwabik,   is  president. 

Milwaukee  &.  Fox  River  Valley  Railway. — The  final  survey  for 
this  company's  proposed  line  from  Fond  du  Lac  to  Chilton,  Wis., 
has  been  started.  The  preliminary  surveys  were  made  some  time 
ago  and  it  is  stated  that  the  right  of  way  has  been  secured.  J.  M. 
Saemann.   of   Sheboygan.   Wis.,   president. 

Northern  Texas  Traction  Company.— M.  M.  Phlnney.  of  Dal- 
las, Tex.,  general  manager,  states  that  the  preliminary  work  on 
the  proposed  lines  In  Texas  Is  progressing  rapidly.  The  lines  are: 
from  Galveston  to  Houston;  from  Dallas  to  Ennls,  via  Waxa- 
hachle.  and  from  Ft.   Worth  to  Cleburne. 

Omaha  <t  Council  Bluffs  Street  Railway. — The  directors  decided 
last  *  •  uln   construction    In   the  spring  on   three  city  lines 

on    Twenty-fourth    street,    on    Fortieth    street,    and    on 
L  street. 

Pacific    Traction    Company. —Work    has    been    resumed    on 
grading  of   this    company's   line   from   Tacoma   to   American    Lake. 
Wash.      It   Is   estimated   that  about   19,000   cubic    yards  of   excava- 
tion will  be  required.     B.  J.  Weeks,  of  Tacoma,  general  manager. 

Plalnfield  &.  Sterling  Railway.— II.  II.  Gallup  and  others  have 
applied  to  the  Connecticut  legislature  for  a  charter  for  this  com- 
pany. They  propose  to  build  an  electric  railway  from  Moosup  to 
Sterling.  Conn. 

Putnam     <&.    Westchester    Traction    Company.  -This      company. 

Which    proposes    to    build    an    a  lway      from    Peeksklll    to 

n    N.   y..  4  miles,   has  been  granted  a  certificate  of  necessity 

by  Ilia   New   York   Railroad  Commission.     J.   S.   Ladd.  of  Peeksklll, 

N.   Y  .  Is  president. 

Red    Lion    &.    Alrvllle    Traction    Company.     Thli    company    has 
vin   be  financed  by  A.   K.   Fn ■>,   Samuel   Ful- 
ton.   HukIi    Ross    and    others,    of    York    Count  build    an 

In     York 

I 

Richmond    S.    Chesapeake    Bay    Railway  ad- 

:    to    Ash]  trlng 

llmlnary   surv.  r    an 

extension    from    Ash]  miles       K     J. 

New    York.    J     II  .-er.    Rich- 
mond.  Va. 


Rome,  Ga. — The  Merchants'  and  Manufacturer-  ion.  of 

this  city  Is  considering  a  proposition  made  by  Ben  Watts  and  oth- 
ers to  build  an  electric  railway  nearly  50  miles  long  in  a  circuit 
including  Rome.  Cedartown,  Cave  Springs,  Lindale.  Etna  and 
other  towns. 

Salem,  O — It  is  reported  that  Pittsburg  capitalists,  represented 
by  S.  L.  Tone  of  the  Pittsburg  Railways  Company,  are  planning 
to  build  an  electric  interurban  line  from  Alliance  to  Salem  and 
Youngstown.  O..  and  that  City  Engineer  B.  M.  French,  of  Salem, 
has  been  engaged  to  make  the  surrey. 

Seashore  Municipal  Railroad.— H.  D.  Bristol,  secretary,  of 
Oceanslde,  X.  Y..  writes  that  this  company,  recently  incorporated 
to  build  from  Hempstead  to  Long  Beach.  L.  I.,  has  made  all  Its 
surveys  and  secured  all  the  necessary  franchises  for  its  line  and  Is 
ready  to  let  contracts.  Paul  K.  Ames,  of  Rockville  Center,  L.  I  . 
president;   Henry  Olmstead.   Jr.,   of  Freeport,  L.   I.,   chief  engineer. 

Shore  Line  Electric  Railway. — It  is  stated  that  this  company 
will  make  application  to  the  Connecticut  legislature  for  permis- 
sion to  build  an  extension  about  six  miles  long  from  Essex  to 
Chester  through  Deep  River.  A.  William  Sperry,  secretary'  and 
treasurer. 

Spokane  &  Inland  Railway.— It  Is  stated  that  by  April  1  this 
road  will  be  so  far  completed  that  trains  may  be  run  from  Spo- 
kane to  Garfield.  Wash.  The  line  is  now  in  operation  as  far  as 
Rosalia  Between  Garfield  and  Palouse  the  track  is  being  laid 
to  close  up  the  few  remaining  gaps.  Grading  is  in  progress  be- 
tween Palouse,  Wash.,  and  Moscow.  Idaho.  A.  M.  Lupfer,  chief 
engineer.  Spokane. 

Texas  Traction  Company. — The  contract  for  the  culvert  work 
on  this  line  from  Dallas  to  Sherman,  Tex.,  has  been  let  to  the 
Atlas  Metal  Works,  of  Sherman.  Two  grading  crews  are  now  at 
work  and  another  is  soon  to  be  added,  between  Dallas  and  Mc- 
Klnney.     J.   F.    Strickland,   Dallas,    president. 

Trov  Rensselaer  &  Pittsfield  Street  Railway.— A  corps  of  en- 
gineers is  making  preliminary  surveys  for  an  electric  railway  be- 
tween  Troy  and   Pittsfield.    N.   T. 

Vincennes  Washington  &  Eastern  Traction  Company. — It  is  re- 
ported that  financial  arrangements  have  been  completed  for  build- 
ing this  line  from  Vincennes  to  Loogootee.  Ind..  passing  through 
Washington,  about  40  miles,  and  that  construction  will  begin  in 
about  two  or  three  months,  or  as  soon  as  the  right  of  way  is  se- 
cured. The  power  house  and  shops  are  to  be  located  at  Washing- 
ton.    W.   H.   Schott,   of  Chicago,   is  president. 

Watertown,  N.  Y. — It  is  reported  that  Watertown  citizens  are 
about  to  organize  a  company  to  build  an  electric  railway  from 
Watertown  to  Oswego.  X.  Y.,  and  that  arrangements  have  been 
made  with  Anson  R.  Flower,  a  Xew  York  banker,  to  finance  the 
project. 


POWER   HOUSES  AND  SUBSTATIONS. 


Brooklyn    Rapid    Transit    Company. — A   new   substation    will  be 

erected    at    Flatbush    avenue    and    Malborn    street,    at    a    cost  of 

$40,000.      Three    new    substations    are    also    under    construction  at 
Dean  and  Grand  streets.  East  New  York,  and  Corona. 

Chicago  South  Bend  4  Northern  Indiana  Railway.— It  is  stated 
that  the  first  work  of  this  company,  incorporated  a  few  days  ago 
to  take  over  the  Xorthern  Indiana  Railway  and  to  build  to  South 
Bend.  Michigan  City  and  Chicago,  will  be  to  construct  a  large 
power  house  at  South  Bend.  S.  T.  Murdock,  Lafayette,  Ind.. 
general  manaeer. 

Huntsville  (Ala.)  Railway  Light  &  Power  Company.— This 
company  Is  considering  the  adoption  of  natural  gas  for  fuel  In 
its  power  plant.  The  company  has  recently  brought  in  two  high- 
pressure  gas  wells  on  Its  property  located  a  short  distance  from 
Huntsville  and  Is  now  sinking  several  other  holes  with  prospects 
of  obtaining  equally  as  valuable  wells.  A  pipe  line  is  being  laid 
to  the  city  with  a  view  to  furnishing  gas  for  illuminating  and 
heating  purposes.  If  the  supply  proves  as  extensive  as  the  tests 
Indicate  the  use  of  coal  as  fuel  at  the  power  plant  will  be  aban- 
doned and  gas  will  be  used  under  the  boilers  for  the  generation 
of  steam. 

Nashville  S.  Chattanooga  Electric  Railway.— Charles  11  Flsk, 
of  Detroit.  Mich.,  one  Of  the  promoters,  states  that  work  Is  to 
begin  at  a  vary  early  date  on  U  plant  which  Is  to  be  built 

at    the  Great   Falls  on   the  Cuney   Fork   river.     Th.  pro- 

poses to  build  on  electric  railway   from   Nashville   to  Chattanooga, 
Tenn. 

Norfolk  &.  Portsmouth  Traction  Company.- This  new  power 
hou*'  will    not    be    entirely    completed    until 

some  time  this  summer,  although  the  three  engines  to  be  In- 
stalled are  to  be  la  ding  to  a  state- 
ment of  Norfolk.  The 
new  plaint  will  supply  power  for  lighting  and  other  purposes  for 
unestown  Imposition  ns  well  as  for  the  railway,  and  will 
I   of  about  16,000  horsepou 

Sheffield  Company. — This  coi  ing  Its  power  plant 

by   the   Installation  of  a    1  chouse-Parsons   tur- 

■r    Wick'  boiler.      Tl 
'      of    this    | 

railway    between     Tu 

InK   it-  it    is 

on    the    I. link. 


2<M 


ELECTRIC    RAILWAY     REVIEW 


Vol.  XVII,  No.  6. 


Personal  Mention 


Financial  News 


Mr.  D.  A.  Swan  has  resigned  as  cashier  of  the  Utah  Light  & 
Railway  Company  and  will  open  an  office  in  Salt  Lake  City  as 
public   accountant  and   auditor. 

Mr.  B.  Brown  on  February  3  assumed  the  duties  of  assistant 
superintendent  of  transportation  of  the  West  Penn  Railways, 
with    headquarters   at   Connellsville,    Pa. 

Mr.  Arthur  C.  Murray  has  resigned  as  purchasing  agent  of  the 
Indiana  Union  Traction  Company  of  Anderson,  Ind.,  to  become 
assistant  general  manager  of  the  Illinois  Traction  Company,  with 
headquarters  at  Springfield.  111. 

Mr!  Thomas  P.  Delaney  has  been  appointed  foreman  of  the 
East  New  York  elevated  shops  of  the  Brooklyn  Rapid  Transit 
Company,  succeeding  Mr.  Ferris  A.  Overfield,  resigned  to  eagage 
in   the   general   machinery   business. 

Mr.  George  S.  Gannett  has  been  appointed  treasurer  of  the 
Utah  Light  &  Railway  Company,  succeeding  Mr.  L.  S.  Hills,  re- 
signed. Mr.  Gannett  will  also  assume  the  duties  of  cashier,  this 
office  having  been  abolished  with  the  resignation  of  Mr.  D.  A. 
Swan. 

Mr.  William  Schwertfager  has  been  appointed  superintendent 
of  the  Dunkirk  lines  of  the  Buffalo  &  Lake  Erie  Traction  Company, 
succeeding  Mr.  W.  N.  Marinan,  resigned.  Mr.  Schwertfager  has 
been  superintendent  of  the  Dunkirk  &  Fredonia  Railroad,  at  Fre- 
donia,  N.  Y. 

Mr  John  B.  McDonald,  of  whom  a  biographical  sketch  and 
portrait  appeared  in  last  week's  issue  of  the  Review,  was  elected 
vice-president  of  the  Interborough-Metropolitan  Company,  instead 
of  the  Interborough  Rapid  Transit  Company,  as  stated.  The  In- 
terborough-Metropolitan controls  the  Interborough  Rapid  Transit 
Company  and  the  Metropolitan  Street  Railway  Company. 

Major  E.  S.  Winters  has  been  appointed  general  agent  for 
the  Atlanta  Macon  &  Griffin  and  the  Macon  Americus  &  Albany 
Electric  Railway  companies,  with  headquarters  at  Macon,  Ga. 
Major  Winters  was  Identified  with  the  street  railway  systems  of 
Macon  from  18S7  to  1903.  when  he  became  connected  with  the 
Montgomery  (Ala.)  Traction  Company,  later  serving  as  receiver 
for  the  company  until  the  final  consolidation  of  the  Montgomery 
lines.     His  present  appointment  will  take  effect  at  once. 

Mr.  C.  L.  Wilcoxon,  general  superintendent  of  the  Western 
Ohio  Railway  Company,  with  headquarters  at  Wapakoneta,  O., 
has  resigned  to  accept  a  similar  position  with  the  Pittsburg  & 
Butler  Street  Railway  Company,  with  headquarters  at  Butler,  Pa. 
Mr.  Wilcoxon  has  been  connected  with  the  Western  Ohio  for  about 
six  years  and  has  held  his  present  position  for  about  a  year, 
having  succeeded  his  father,  Mr.  C.  N.  Wilcoxon,  now  general 
manager  of  the  Cleveland  &  Southwestern  Traction  Company. 

Mr.  E.  C.  Folsom  has  resigned  his  position  with  the  Atlantic 
City  &  Suburban  Traction  Company,  of  Pleasantville,  N.  J.,  and 
the  Walkill  Transit  Company,  of  Atlantic  City,  N.  J.,  to  become 
general  manager  of  the  Saginaw-Bay  City  Railway  &  Light  Com- 
pany with  headquarters  at  Saginaw,  Mich.  In  addition  to  his 
street  railway  duties  he  will  also  have  charge  of  the  electric  light 
and  power  plants  of  both  cities.  Mr.  Folsom  was  formerly  general 
manager  of  the  Ft.  Wayne  &  Wabash  Valley  Traction  Company. 

Chicago-New  York   Electric  Air   Line    Railroad. 


President  J.  D.  Price,  of  the  Co-operative  Construction  Compa- 
ny on  February  2  drove  the  first  spike  at  La  Porte.  Ind.,  and  work 
is  said  to  be  in  progress  on  a  spur  3  miles  long  from  La  Porte  to 
the  main  line.  The  driving  of  the  first  spike  was  attended  by  elab- 
orate ceremonies.  A  shipment  of  rails  and  other  materials  has 
arrived  and  it  is  stated  that  a  contract  for  two  bridges  has  been 
let  to  the  Modern  Steel  Construction  Company,  of  Waukegan.  111. 
The  promoters  claim  that  work  will  now  proceed  rapidly  on  the 
line  between  Chicago  to  Goshen,  the  first  section  of  the  widely 
advertised  ten-hour  ten-dollar  air  line  from  Chicago  to  New 
York.  

Open  Cut  Method  for  Pennsylvania  Tunnels. 


Eugene  A.  Philbin,  of  the  United  Engineering  &  Contracting 
Company  and  the  Pennsylvania  Railroad,  on  January  31  asked  per- 
mission of  the  New  York  rapid  transit  commission  to  excavate  the 
tunnels  under  Thirty-second  and  Thirty-third  streets  between 
Madison  and  Seventh  avenues,  by  the  method  of  open  cuts  instead 
of  tunneling  by  pneumatic  shields.  He  said  the  contractor  had 
discovered  that  the  streets  at  the  points  stated  were  underlaid 
with  quicksand  and  subterranean  streams,  making  it  impossible 
to  bore  the  tunnels  by  the  shield  method,  and  making  it  necessary 
to  cut  the  ground  from  the  top.  He  said  that  it  was  desired  to 
cut  to  a  depth  of  60  feet  and  that  the  entire  width  of  the  street 
from  curb  to  curb  would  be  required.  The  work  would  require 
about  ten  months  to  complete  but  that  the  streets  would  be 
covered  over  except  between  11  p.  m.  and  7  a.  m.  Mr.  Philbin 
presented  affidavits  from  several  prominent  engineers  to  the  ef- 
fect that  to  continue  with  the  present  methods  of  excavation  would 
seriously  endanger  the  foundations  of  the  buildings.  The  applica- 
tion was  referred  to  Chief  Engineer  Rice,  of  the  commission,  for 
a  report. 


Alton  Granite  City  &  St.  Louis  Traction  Company. — The  Ed- 
wardsville  Alton  &   St.   Louis  Railroad  has  been  acquired. 

Ashtabula  (O.)  Rapid  Transit  Company. — It  is  reported  that  a 
controlling  interest  in  this  company  has  been  secured  by  capital- 
ists   representing    the    Pennsylvania    &    Ohio    Railway. 

Bangor  (Me.)  Railway  &  Electric  Company. — The  capital  stock 
will   be   increased   from   $1,250,000   to   $1,500,000. 

Brooklyn  Rapid  Transit. — At  the  annual  meeting  on  January  25 
the  stockholders  re-elected  as  directors  for  three  years  J.  E.  Jen- 
kins.   D.   H.   Valentine,   H.    C.   Du  Val   and  Eugene  N.   Foss. 

Buffalo  &  Lake  Erie  Traction  Company. — It  is  reported  that 
the  Erie  Rapid  Transit  Street  Railway  Company  and  the  Ham- 
burg Railway  will  be  absorbed. 

Capital  Traction  Company. — The  total  passenger  receipts  in  the 
District  of  Columbia  and  the  Maryland  division  in  1906  were  $1,- 
704.221.82.  The  receipts  and  disbursements  are  reported  as  follows: 
Receipts— from  passengers.  District  of  Columbia,  $1,680,184.78;  from 
passengers,  Maryland  division,  $24,037.04;  total,  $1,704,221.82. 
Freight.  $1,338;  mail,  $2,903.28;  rent  of  land  and  buildings,  $7,927.26; 
advertising,  $9,000;  miscellaneous  income,  $4.29;  income  from  se- 
curities owned  by  insurance  reserve,  $4,280;  sale  of  tickets,  $1,- 
659.18;  bills  payable.  $405,000;  balance  January  1,  1906,  $32,670.31. 
Total  receipts,  $2,169,004.14.  Disbursements — Maintenance  of  way 
and  structures — Track  and  roadway,  $26,019.75;  electric  lines,  $7,- 
840.72;  buildings  and  fixtures.  $1,978.79;  total,  $35,839.06.  Main- 
tenance of  equipment — Steam  plant.  $11,873.68;  electric  plant,  $1,- 
980.S0;  cars,  $49.4S6.89;  electric  equipment  of  cars,  $25,661.05; 
horse  and  vehicle  equipment.  $114.25;  miscellaneous  equipment, 
$402.23;  miscellaneous  shop  equipment,  $3,821.41;  total,  $93,340.31. 
Transportation — Operation  of  power  plants,  $90,501.60.  Operation 
of  cars — Superintendents  of  transportation,  $15,310.68;  wages,  con- 
ductors and  motormen,  $305,263.49;  freight  and  mail  employes, 
$1,1S6.35;  other  car  service  employes,  $15,846.92;  car  house  em- 
ployes, $17,311.13;  car  and  motor  supplies,  $2,564.61;  miscellaneous 
transportation  expenses,  $13,948.27;  cleaning  and  sanding  of  tracks, 
$2,332.98;  removing  snow  and  ice,  $504.26;  total,  $372,268.69.  Gen- 
eral expenses,  $122,571.74;  taxes,  $76,343.89;  special  police,  $10,449; 
interest,  $43,200;  construction  and  equipment,  $66,234.20;  miscel- 
laneous reserve,  $4,227.50;  dividends,  $720,000;  extension  account, 
$497,618.79;  total,  $2,132,594.58;  balance  December  31,  1906,  $36,- 
409.56;  grand  total,  $2,169,004.14.  The  report  shows  that  during 
the  year  39,649,442  revenue  passengers  were  carried,  and  14,498,- 
560    transfer   passengers,    a   total   of   54,148,002   passengers. 

Chicago  &  Oak  Park  Elevated  Railroad, — The  annual  report  of 
the  Chicago  &  Oak  Park  Elevated  Railroad  for  the  year  ended 
June  30  last,  which  has  just  been  made  public,  shows  a  small 
increase  in  both  gross  and  net  earnings.  The  income  account 
compares  as  follows; 

1906.  1905.        Increase. 

Passenger  earnings    $863,637         $821,196  $42,441 

Other   earnings    23,146  18,302  4,844 

Total    earnings    $8S6.7S3         $839. 49S  $47,285 

Expenses     505,538  505,930  »392 

Net   income    $381,245         $333,568  $47,677 

Other  income    3,771  3.446  325 

Total   income    $3S5,016        $337,014  $48,002 

Interest,  rents,  etc 477,795  447.862  29,933 

Deficit     $  92,779         $110,848         »1S.069 

The  balance  sheet  of  the  company  indicates  a  small  increase 
in  assets  for  the  year,  while  the  profit  and  loss  deficit  Increased 
from  $165,565  to  $258,343.  The  capital  stock  of  the  company  is 
$10,000,000,  the  funded  debt  $6,000,000,  and  debenture  notes  issued, 
$350,000. 

The  balance  sheet  of  the  holding  company,  which  is  the  Chi- 
cago &  Oak  Park  Elevated  Railway  Company,  compares  as  follows: 

Assets—  1906.  1905. 

Stocks  and  income  bonds   '. $7,6S2.555  $7,670,948 

Notes   receivable    1,60S,500  1,488,600 

Cash  on  hand   1,239  814 

Total    $9,292,294  $9,160,362 

Liabilities- 
Capital   stock— preferred    $3,044,800  $3,039,000 

Common     5,656,100  5,645,800 

Total    $8,700,900  $8,684,800 

Capital  stock  scrip— preferred 12,966  14,405 

Common     4,257  12,557 

Notes  payable   574,171  448,600 

Total    $9,292,294  $9,160,362 

•Decrease. 

Consolidated  Railway. — Judge  Rugg.  of  the  Massachusetts  su- 
preme court,  after  hearing  arguments,  has  taken  under  considera- 
tion the  action  started  by  Attorney  General  Malone  against  the 
Worcester  &  Webster  and  the  'Webster  &  Dudley  Street  Railway 
companies  to  dissolve  the  corporations.  The  attorney  general 
seeks  to  defeat  the  merger  and  the  control  by  a  foreign  corpora- 
tion. The  Worcester  &  Webster  company  is  leased  to  the  Web- 
ster &  Dudley  company,  which  is  said  to  be  controlled  by  the 
New  York  New  Haven  &   Hartford  Railroad. 


February  9,  1907. 


ELECTRIC     RAILWAY     REVIEW 


207 


Detroit  Jackson  &  Chicago  Railway. — This  company,  which 
was  recently  incorporated  by  officials  of  the  Detroit  United  Rail- 
way, has  acquired  the  properly  and  franchises  of  the  Detroit 
Ypsilanti  Ann  Arbor  &  Jackson  Railway.  F.  W.  Brooks,  assistant 
general  manager  of  the  Detroit  United  Railway,  has  been  elected 
president   to   succeed  J.   D.   Hawk?. 

Detroit  United  Railway.— Arrangements  have  been  made  for  the 
sale  of  $2,000,000  three-year  5  per  cent  notes  to  Kean,  Van  Cort- 
landt  &   Co.  The  notes  will  be  secured  by  a  deposit      i    bonds. 

Evansville  &  Southern  Indiana  Traction  Company. — A  mort- 
gage has  been  given  to  secure  an  issue  of  $4,000,000  5  per  cent. 
30-year  bonds.  The  proceeds  of  the  issue  will  provide  for  out- 
standing debts  and  will  redeem  the  bonds  of  the  Eyansville  Elec- 
tric Railway  and  the  Evansville  &   Princeton   Traction   Company. 

Forest  City  Railway  (Cleveland). — The  gross  receipts  in  No- 
vember. December  and  January  were  $17,271.95.  Operating  ex- 
penses  were   $13.83S.54 

Geneva  Phelps  &  Newark  Railroad. — The  New  York  Railroad 
Commission  has  granted  this  company  permission  to  Issue  a  first 
mortgage  for  $700,000.  The  road  was  recently  granted  a  certificate 
of  necessity  to  build  an  electric  road  from  Geneva,  Ontario 
county,    through   Phelps    to  Newark.    Wayne   county,   15    miles. 

Georgia  Railway  &  Electric  Company.— Gross  receipts  from 
passengers,  freight,  electric  power  and  light  and  steam  heating  in 
1906   were    $3,321,816.04. 

Illinois  Traction  Company. — This  company  has  purchased  from 
Clark  Brothers,  of  Philadelphia,  the  Mississippi  river  terminal  line 
of  the  East  St.  Louis  &  Suburban  Railway  in  Venice,  111.  This 
line  gives  the  Illinois  Traction  System  an  outlet  to  the  river  and 
to  its  proposed  bridge  across  the  river  which  will  give  It  an  en- 
trance  to   St.    Louis. 

Lake  Shore  Electric  Railway. — It  is  reported  that  negotiations 
are  In  progress  for  the  purchase  of  the  Sandusky  Norwalk  & 
Mansfield   Electric   Railway. 

Lowell  &  Fltchburg  Street  Railway. — This  company  has  been 
authorized  by  the  Massachusetts  railroad  commissioners  to  Issue 
J75.000  additional  bonds.  This  makes  the  total  bond  issue  of  the 
company  $275,000  and  the  total  stock  issue  $275,000.  The  road 
was  constructed  and  equipped  by  A.  L.  Register  &  Co..  of  Phila- 
delphia, and  consists  of  IS  miles  of  high-class  interurban  railway. 
It  connects  the  Lowell  system  at  Lowell,  Mass..  with  the  Fltch- 
burg system  at  Ayer,  Mass.  In  addition  there  is  a  branch  of 
about   5    miles    from    West   Chelmsford    to   Westford,    Mass. 

Manhattan  Railway. — Attorney  General  Jackson  of  New  York 
State  has  been  notified  that  the  company  will  pay  Its  franchise 
tax  for  1906  at  once,  if  it  is  allowed  a  reduction  of  11  per  cent 
from  the  assessed  valuation  of  the  property,  which  was  $62,700,000. 

Mansfield  &  Worcester  Interurban  Railroad. — The  authorized 
capital  stock  has  been  increased  from  $30,000  to  $2,000,000.  It 
has  also  been  decided  to  Issue  $1,000,000  5  per  cent  bonds.  Phila- 
delphia people  who  have  been  interested  in  the  company  have 
disposed  of  their  stock  and  new  directors  have  been  elected  as 
follows:  Samuel  Kinsey,  of  Pittsburg;  David  Collier  and  M.  M. 
Van  Nest,  of  Wooster;  John  L.  Barr.  Charles  Brumfield  and  B.  L. 
Chase,  of  Mansfield;  D.  Graven,  of  Loudonvllle.  and  R.  H.  Crltch- 
fleld.  of  Shreve.  The  directors  elected  the  following  officers:  Sam- 
uel Kinsey,  president;  David  Collier,  vice-president;  John  L.  Barr, 
retary,  and   B.  L.  Chase,  treasurer. 

Manufacturers'  Railroad  (New  Haven,  Conn.). — This  company 
has  been  acquired  by  the  New  York  New  Haven  &  Hartford 
Railroad. 

Memphis    Street    Railway. — Isaac    Newman,    of    Isaac    Newman 
&  Sons.  In   referring  to  the  suit  brought  by  a  stockholder  applj 
bag    for    the    appointment    of   a   receiver,    has    made    the    following 
statement:      "We   have  anticipated   for  several   months  legal  objec- 
tions on  the  part  of  a  few  minority  stockholders  of   the  Mem 

Railway  Company  to  the  plan  of  the  American  Cities 
Railway  &  Light  Company,  by  which  the  latter  acquired  approxl- 
ly  90  per  cent  of  the  stocks  of  the  Memphis,  Birmingham, 
Knoxvllle.  Little  Rock  and  Houston  properties.  When  the  plan 
of  the  American  Cities  Railway  &  Light  Company  was  announced 
In  June.  1906,  objection  was  made  by  these  minority  stockholders 
In  the  Memphis  Str<Tt  Railway  Company  on  the  ground  thai 
Memphis  property  was  a  much  better  one  than  the  others  and 
for  this  reason  they  were  unwilling  to  deposit  their  Memphis 
stock  under  the  plan.  These  minority  stockholders,  holding  prob- 
ably less  than  10  per  cent  of  the  common  stock  of  the  Mem- 
phis 8treet  Railway  Company,  have  not  deposited  their  stock, 
but  the  plan  of  the  American  Cities  Railway  &  Light  Company 
has  In  no  way  disturbed  the  legal  existence  of  the  Memphis  Street 
Railway  Company,  so  that  the  rights  of  the  stockholders  therein 
have  not  been  Interfered  with." 

Montreal    Street    Railway. — Gross   earnings   for   Decern: 
were  $266,963.  an  Increase  of  $30,008.     Operating  expenses  Inci 
$23,576.  leaving  an  Increase  In  net  earnings  of  $6,432.     The   figures 
for    l> imber    and    for    the    last    three    months   of    1906   are   as   fol- 
lows: 

December,        Three  mos., 
1906 

M    earnings     $266,952  $812,036 

Operating  expenses   186.571  616,433 

Net     $81,382  $296,603 

Charges     39,122  119.008 

Surplus     $42,260  $176,696 


Pennsylvania  Street  Railways — The  annual  report  of  Isaac  B. 
Brown,  superintendent  of  the  state  bureau  of  railways,  shows  that 
the  capitalization  of  23S  street  railway  corporations  in  the  fiscal 
year  ended  June  30.  1906,  was  $1S3.653,441.  Total  receipts  from 
operation  were  $41,039.1S6.  There  were  3.325.33  miles  of  track  and 
V4S4  cars  in  service.  The  total  number  of  passengers  carried  was 
949,647,802.     Cost  of  road  and  equipment  stood  at  $140,916,635. 

Philadelphia  Company  (Pittsburg) — The  gross  earnings  ii.nn 
operations  in  the  year  1906  were  $1S,223,537.65.  Expenses  and  taxes 
were  $11,107,967.50.  leaving  net  earnings  from  operations  of  $7.- 
115,570.15.  Miscellaneous  income  was  $277,672.40,  making,  with 
net  income  from  operating,  $7,393,242.55.  Fixed  charges'  were 
$4,37S,209.34.    leaving   a    balance   of   $3,015,033.21. 

Philadelphia  Rapid  Transit  Company.— The  Trades  League 
takes  the  stand  that  the  plan  offered  by  the  merchants'  association 
does  not  provide  for  immediate  improvement  of  service.  In  the 
plan  which  is  being  framed  by  the  Trades  League  the  provisions 
governing  the  reduction  of  fares  and  the  surrender  of  franchises 
will  be  revised.  Mayor  Weaver  has  issued  a  long  statement  criti- 
cizing the  Merchants'  plan.     He  has  not  submitted  a  plan  himself. 

St.  Louis  <£.  Suburban  Railway.— The  board  of  directors  will 
be  reduced  by  the  United  Railways  Company,  which  is  now  In 
control,    from   15   to  5   members. 

South  Side  Elevated  Railroad.— Gross  earnings  for  the  year 
1906  amounted  to  $1,788,975,  as  compared  with  $1,713,348  in  the  pre- 
vious year,  an  increase  of  $75,627  or  4.4  per  cent.  The  extra  cost 
of  operating,  due  largely  to  high  prices  of  labor  and  materials, 
brought  total  expenses  to  $1,207,268,  as  compared  with  $1,052,963, 
an  increase  of  $154,305  or  14.6  per  cent.  Net  earnings  were  $581,707, 
a  loss  of  $7S,678  from  the  previous  year.  The  final  surplus,  after 
paying  bond  interest  and  dividends,  was  $138,779,  as  compared 
with  $217,470,  a  loss  of  $78,691.  Operating  expenses  amounted  to 
67  &  per  cent  of  earnings,  as  compared  with  61%  per  cent  In  the 
previous  year.  Leslie  Carter,  the  president,  was  elected  chairman 
of  the  board  of  directors  and  Marcellus  Hopkins,  general  manager, 
was  elected  a  director  and  president  and  general  manager.  E.  C. 
Nichols  was  made  vice-president,  succeeding  T.  J.   Lefens. 

The  statement  compares  as  follows: 
Earnings—  1906  1905  1904 

Passenger    $1,721,213     $  1.647.9SS     $1,523,421 

Other  earnings    63.590  62.662  49.898 

Miscellaneous     4.170  2.698  1510 

Total    earnings    1,788,975         1.713,348         1.574.S29 

Expenses — 

Maintenance  way 77,984  72.175  64  947 

Maintenance  equipment    144,317  141.078  129.036 

Transportation    534.945  437.934  415.478 

General    191,658  165,519  153.411 

Loop    rental    258.363  236.256  207.106 

Total   expenses    1,207,268         1.052,963  969,977 

Net     581.707  060.385  604.854 

Interest  on   bonds ■      33,750  33,750  33.750 

Dividends    409,177  409.165  .149 

Surplus    138.779  217.470  161,955 

Passengers  carried    34,424.260       32,959.752       30.46S.424 

Daily  average   94,313  90,301  83.247 

Per  cent   increase 4.35  8.47  *6.78 

Per  cent  operating  expenses 67.5  61.5  61.6 

•Decrease. 

The  balance  sheet  compares   as   follows: 
Assets—  1906  1905  1904 

Property     $12,238,803     $12,255,944     $12,312,338 

Extensions,    etc 6.367,591         3,989.900         1,313.943 

Treasury  stock   92,400  92.400  92,400 

Supplies    126.314  137.879  l...ns;, 

Dues    from    companies 11,489  15.906  7,979 

Due  from  agents 5,855  9,242  5,183 

Other  asset      67.027  23,444  14.500 

i 'ash — general    142.396  154.059  176,085 

fash,    construction    83.135  9  19.250  817,678 

Totals     19.135,013       17.628.023       14,785,091 

Liabilities— 

Stock     $10,323,800     $10,323,800     $10,323,800 

Funded  debt  7.110,000        5.610.000        3.110.000 

Payables    265,049  336,839  161377 

Depreciation   50,000  50.000  m 

Surplus     1,896,168        l.:'.n7.3S4        1.139,914 

Totals    19.135.013       17.628.023       14,785.091 

Springfield    Wilmington    &    Cincinnati    Railroad. — The   author- 
ized  capital   stock   has   been    Increased   from   $3,000,000   to   $4,000,000. 

Toledo    Railways    &    Light    Company. — It    Is    reported    that    this 
inj    will   acquire  the  Toledo   &  Western  Railway. 

United  Power  &  Transportation  Company  (Philadelphia).  -The 
annual   report   for  1906  compares  as   follows: 

1906  1905.              1904. 

I ime    from   securities   and    loans $S24,"21  $xo!i,720         $708,512 

etc 864,0  10  364.055 

Surplus    $460,001         $446,635         $344,467 

In  ivlous   surplus    267.088  207.078  260.1s,, 

Surplus   i Uoabli     I riden'd      $727,089        $712,713        $610,642 

United    Railways    A    Electric    Company. — The    ia\    paid     to    th« 

olty  of  Baltimore  in  moo  for  the  malnte irks  was  1410, 

208.      Gross    earnings    for    the  3,689,847,    Of    which    the 

city  line   earned   $4,658,985. 

Washington  Alexandria  A  Mt.  Vernon  Railway.  Q lin- 
ings   l                                    tOtS    of    $2,009  II.    01     I 

from   the   D mber,   1906,  figures.     They  oompars  .is  follows: 

i  ii-cmiiei .  i  ii  oember, 
1906. 

■  nlngH     $18,459.77 

uses    11,197.44  11,871 

Net     earnings     7. 16  8.61' 


208 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  6- 


Manufactures  and  Supplies 


SHOPS  AND  BUILDINGS. 


ROLLING   STOCK. 


Philadelphia  Rapid  Transit  Company  is  figuring  on  60  new 
passenger  cars. 

Sioux  City  Traction  Company,  Sioux  City.  la.,  will  build  6  new 
cars   in   its   own   shops. 

Forest  City  Railway,  Cleveland,  O.,  has  ordered  50  cars  from 
the  St.   Louis  Car  Company. 

Chicago  Union  Traction  Company  has  ordered  4  additional 
cars  from  the  St.   Louis  Car  Company. 

San  Francisco  Vallejo  &  Napa  Valley,  Napa,  Cal.,  has  ordered 
8   new   cars   from    the   Niles   Car   &   Manufacturing  Company. 

Washington  Baltimore  &  Annapolis  Electric  Railway,  Wash- 
ington. D.  C,  it  is  rumored,  will  be  in  the  market  shortly  for  25 
large  interurban  cars. 

Warsaw  Street  Railway,  Warsaw,  Wis.,  has  purchased  through 
the  Knox  Engineering  Company,  Chicago,  3  cars  for  city  serv- 
ice  to  be   built   by  the   Cincinnati    Car  Company. 

Northern  Ohio  Traction  <£.  Light  Company,  Akron,  O..  will 
build  4  cars  in  its  own  shops.  Delivery  will  soon  be  commenced 
on  the  20  cars  ordered  some  time  ago  from  the  Kuhlman  Car 
Company. 

Chattanooga  Railways  Company.  Chattanooga.  Tenn.,  has  re- 
ceived 10  of  an  order  of  15  new  40-foot  semi-convertible  cars  from 
the  Kuhlman  Car  Company.  These  cars  are  to  be  mounted  on 
Brill  trucks  and  are  to  be  equipped  with  National  airbrakes  and 
Westinghouse  101  motors,  four  to  each  car.  The  first  car  of  the 
shipment  was  put  into   service   last  week. 

Oakland  Traction  Company,  Oakland,  Cal.,  as  mentioned  in  our 
issue  of  January  19,  has  ordered  the  building  of  40  double-truck 
cars  of  the  California  type  in  its  Oakland  shops.  They  will  have 
a  seating  capacity  of  42  to  44  persons,  length  over  all  of  45  to  48 
feet,  width  over  all  8  feet  6  inches,  wooden  body,  underframe 
of  steel  and  wood  and  will  be  equipped  with  airbrakes. 

Citizens  Railway,  Lincoln,  Neb.,  was  reported  in  the  Electric 
Railway  Review  of  January  26  as  having  ordered  S  full-convertible 
cars.  This  order  was  placed  with  the  American  Car  Company, 
and  the  cars  are  for  May  delivery.  They  will  have  a  seating  capacity 
of  30  persons,  will  weigh  17.000  pounds,  will  have  a  wheel  base 
of  8  feet,  length  of  car  body  20  feet,  length  over  vestibule  30  feet 
6  inches,  length  over  all  30  feet  6  inches. 

East  St.  Louis  &  Suburban,  as  noted  in  the  Electric  Railway 
Review  "of  January  26,  has  placed  an  order  with  the  Inter-State 
Car  Company  for  200  all-wood  gondola  cars  of  80.000  pounds  ca- 
pacity, and  has  an  option  on  300  additional  gondola  cars,  for  de- 
livery in   September,   1907.     The  details  are  as  follows: 

Weight    31,000   lbs.       Brakebeams     Dexter 

Length,  inside 35  ft.   7  in.       Brakes    Westinghouse 

Over  all  40  ft.        Couplers    Climax 

■Width,   inside 9  ft.   4  in.       Draft  rigging Miner 

Height,  inside 3  ft.  6%  in.       Journal  bearings   Spiral 

Special    Equipment. 

Bolsters,  body  and  truck Journal   boxes Symington 

American  Steel  Foundries       Springs Railway  Steel  Spring 

Detroit  United  Railway,  Detroit.  Mich.,  as  reported  in  the 
Electric  Railway  Review  of  January  26,  has  placed  an  order  with 
the  Cincinnati  Car  Company  for  50  double-truck  cars  and  10  inter- 
urban cars  for  delivery  from  May  15  to  June  15,  1907.  The  speci- 
fications  call  for   the  following   details: 

50    Double  Truck   Cars. 

Seating  capacity 41  persons       Width   inside 7   ft.   6%   in. 

Weight    37.300    lb.  Over    all 8    ft.    314    in. 

Wheel   base 4   ft.   6  in.       Height,  inside 8  ft.  2%   in. 

Length    of    body 29    ft.  Sill  to  trolley  base.. 9  ft.  5  in. 

Over  vestibule 5   ft.  Track    to    trolley    base 

Over  all 41   ft.   4   in.  12  ft.  1%   in. 

Body  and  underframe Wood 

10   Interurban  Cars. 

Seating  capacity 45  persons       Height,    inside 8   ft.   8%   in. 

Wheel  base 6  ft.  Sill  to  trolley  base.  .9  ft.  11  in. 

Length  of  body 36  ft.   2  in.  Track   to  trolley  base 

Over  vestibule 4  ft.    6   in.  12   ft.    5%    in. 

Over  all 46  ft.   4  in.       Body  and  underframe Wood 

Width,    inside 7    ft.    4%    in. 

Over  all 8  ft.   6  in. 

Special    Equipment. 

Airbrakes Storage  10   interurban Hot   air 

Bolsters,   body Truss  type      Motors,  number  and  type... 

Control  system Unit  4  Westinghouse  No.  93A 

Couplers   Co.'s  standard       Safety  tread Universal 

Curtain  fixtures. Keller  eccentric       Sanders   Co.'s  standard 

Curtain    material. .  .Cotton   duck       Seats — 

Destination  signs. Co.'s  standard  50  double  truck Plush 

Fenders Co.'s   standard   drop  10   interurban Rattan 

Gears    Split       Trucks — 

Hand  brakes Peacock  50  double  truck Baldwin 

Headlights Dayton  Mfg.   Co.  10   interurban 

[nterior  finish. Quarter  sawed  oak  Co.'s  standard  No.  0-50 

Heating  system —  Ventilators    

50  double  truck ..Single  deck   sash  operator 

Peter   Smith   hot  water      Vestibule    Detroit 


Boston  Elevated  Railway. — An  old  car  barn,  on  Dunster  street,. 
Cambridge,  Mass.,  which  has  been  used  by  the  company  as  a. 
blaeksmith  and  carpenter  shop  and  which  contained  the  division 
offices,  was  destroyed  by  fire  on  January  30. 

Brooklyn  Rapid  Transit  Company. — The  new  quarters  for  the- 
line  department,  which  are  to  be  erected  at  President  street,  Xos- 
trand  avenue  and  Carroll  street,  will  cost  in  the  neighborhood  of 
$300,000.  In  a  general  way  the  plans  will  call  for  new  office  build- 
ings for  the  line  and  track  departments,  new  stock  buildings  for 
the  purchasing  department,  new  machine  and  wheelwright  shop, 
painting  shop,  carpenter  shops,  and  new  facilities  for  the  light- 
ing department.  The  company  has  asked  for  bids  for  the  erection 
of  all  the  new  stations  on  the  Brighton  Beach  elevated  line,  from- 
Beverly  road  to  Sheepshead  Bay.  There  will  be  in  all  stations  at 
Dean  street.  Beverly  road,  Avenue  C.  Foster  avenue  (express; 
stop),  Manhattan  Terrace,  Greenfield,  Kings  Highway  (express 
stop),  Avenue  U,  Neck  road  and  Sheepshead  Bay  (express  stop). 
—A  contract  has  been  let  to  Pierson  &  Goodrich  for  the  construc- 
tion of  an  incinerating  plant  at  Third  avenue  and  Third  street,. 
Brooklyn. 

Columbus  Delaware  &  Marion  Railway. — This  company  is 
building  a  new  freight  station  at  Marion.  O.,  containing  platforms: 
on  each  side  of  the  track,  connected  by  a  roof,  so  that  cars  may- 
be  loaded   and   unloaded   from   either   side   and   under   cover. 

Nashville  Railway  <£.  Light  Company. — The  work  of  removing^ 
the"  buildings  on  Third  and  Fourth  avenues  and  Cedar  street  has 
been  started  to  make  room  for  the  new  transfer  station  of  the- 
Nashville  Railway  &  Light  Company.  Though  definite  plans  have 
not  been  formulated,  it  is  known  that  the  station  will  be  a  one- 
story  brick  structure  located  between  the  tracks.  The  distance 
between  the  inside  rails  of  the  tracks  will  be  28  feet.  The  cars^ 
from  the  east  and  north  will  use  the  north  track,  and  those 
from  the  south  and  west  will  use  the  south  track.  It  is  expected 
that  the  work  of  building  the  station  and  laying  the  track  will  be- 
completed  in  six  months. 

North  Alabama  Traction  Company. — This  company  has  re- 
cently occupied  its  new  car  barns  at  New  Decatur.  Ala.  The  main- 
building  is  90  by  140  feet  in  floor  area  and  the  shops,  which  are 
triangular  in  shape,  are  140  feet  long  and  50  feet  wide  at  the  front 
end  of  the  structure.  Offices  and  waiting  rooms  are  provided  in 
the  building.  The  barn  is  of  brick  construction  and  is  one  story 
high. 

Pittsburg  &  Butler  Street  Railway. — This  company  has  re- 
cently let  a  contract  for  its  repair  shops  near  Butler,  Pa.  Con- 
tracts for  equipment  are  expected  to  be  let  shortly.  Hudson  F. 
Layton,   of  Pittsburg,    chief  engineer. 

Toledo  Urbana  &  Interurban  Railway. — This  company  has  pur- 
chased property  on  St.  Clair  street,  Toledo,  O..  for  the  purpose  of 
erecting  a  large  freight  station. 


TRADE  NOTES. 


Lidgerwood  Manufacturing  Company,  has  removed  its  Chicago- 
offices  from  1510  Old  Colony  building  to  1917  Fisher  building. 

V.  C.  Gilpin,  120  Liberty  street.  New  York,  announces  that  he- 
has  been  appointed  eastern  sales  agent  for  the  Sterling  Electric 
Company   for  its  flexible  steel   conduit  and   armored  conductor. 

Robert  W.  Hunt  &  Co.,  Chicago,  have  been  appointed  consult- 
ing engineers  to  the  receivers  of  the  Union  Traction  Company. 
Chicago,  and  placed  in  direct  charge  of  the  lowering  of  the  car 
tunnels   under  the   Chicago   river. 

Crocker-Wheeler  Company,  Ampere,  N.  J.,  at  the  officers'  and* 
branch  managers'  convention  held  from  January  23  to  26.  an- 
nounced that  the  company  had  done  more  business  during  1906 
than  any  previous   year  since  its  organization. 

Consolidated  Car  Heating  Company,  42  Broadway,  New  York, 
has  moved  its  purchasing  department  to  the  New  York  office  and 
has  appointed  Mr.  Claude  C.  Nuckols  purchasing  agent.  Mr. 
T.  M.  May.  heretofore  in  the  employ  of  the  National  Electric 
Company,  has  been  appointed  a  representative  of  the  sales  depart- 
ment. 

Cook's  Railway  Appliance  Company,  Kalamazoo.  Mich.,  on  De- 
cember 26.  1905,  changed  its  corporate  name  to  Cook's  Standard 
Tool  Company,  the  ownerships  and  management  remaining  the 
same.  This  change  was  thought  advisable  on  account  of  the 
name  "Standard"  by  which  its  appliances  have  so  long  been  known 
to  the  trade. 

Thos.  P.  Conard  &  Co.,  Harrison  building.  Philadelphia,  issue- 
from  time  to  time  a  list  of  second-hand  boilers,  engines,  locomo- 
tives, steam  shovels,  machine  tools,  etc.,  on  hand.  The  company 
have  been  specialists  in  this  line  for  many  years.  A  lot  of  dif- 
ferent make  hoisting  engines  are  described  In  a  leaflet  just  issued 
which  will  be  mailed  upon  request. 

Wesco  Supply  Company,  St.  Louis,  Mo.,  has  purchased  the 
plant  of  the  Davis  Electric  Manufacturing  Company,  of  Spring- 
field. Mass..  including  all  machinery,  which  it  is  moving  to  St. 
Louis,  where  it  will  continue  the  manufacture  of  the  Davis  switches 
and  other  specialties.  This  company  has  also  leased  a  5-story 
building  at  the  corner  of  Eighth  street  and  Clark  avenue,  which 
has  been  equipped  with  the  latest  and  most  modern  machinery 
for  the  manufacture  of  knife  switches,  cut-out  cabinets,  panel 
boards,  switchboards  and  other  specialties.  With  these  added 
facilities  in  full  operation   the  company  will  have  one  of  the  most 


February  9.  1907. 


ELECTRIC     RAILWAY     REVIEW 


209 


complete    and    modern    plants    for    the    manufacture    of    electrical 
specialties   in   the   west. 

Niles  Car  &  Manufacturing  Company,  Niles.  O..  at  its  annual 
meeting  elected  the  following  officers:  President.  F.  C.  Robbins; 
vice-president,  T.  E.  Young;  secretary  and  treasurer,  Charles 
Rose.  The  following  were  elected  directors  of  the  company:  F. 
C.  Robbins,  J.  A.  Hanna,  I.  H.  Young.  T.  E.  Thomas.  A.  G. 
McCorkle.  G.  D.  Kirkham,  W.  H.  Smiley.  A.  G.  Webb  and  B.  F. 
Pew. 

John  F.  Allen  &  Co.,  370-372  Gerard  avenue.  Now  York,  man- 
ufacturers of  the  "Allen"  portable  pneumatic  riveting  machine, 
have  received  an  order  from  the  American  Car  &  Foundry  Com- 
pany for  four  additional  riveters,  two  of  which  are  for  the  Jef- 
fersonville.  Ind.,  plant  and  two  for  the  St.  Charles.  Mo.,  plant.  The 
American  Car  &  Foundry  Company  now  has  125  of  these  machines 
in   use  in   its   different  plants. 

Nlles-Bement-Pond  Company  has  declared  a  regular  quarterly 
dividend  of  1U  per  cent  on  the  preferred  stock,  payable  on  Feb- 
ruary 15.  and  a  semi-annual  dividend  of  3  per  cent  on  the  com- 
mon stock,  payable  in  two  instalments  on  March  20  and  June  20. 
James  P  McKinney  was  elected  a  director  to  succeed  William  S. 
McKinney  and  George  T.  Reiss  to  succeed  Gordon  Shillito.  Other 
former  directors  were  re-elected. 

Hunkins-Willis  Lime  &  Cement  Company,  St.  Louis,  Mo. — One 
of  this  company's  products  is  the  Bonanza  roofing  tile,  a  rein- 
forced concrete  tile  52  by  26  inches,  which  is  said  to  be  wind, 
weather  and  fireproof  and  not  to  be  affected  by  gases,  steam  or 
fumes.  This  tile  varies  entirely  in  design  from  terra  cotta  clay. 
slate  or  other  forms  of  roofing  and  may  be  laid  directly  on  steel 
purlins  without   any  woodwork   in  the  roof  construction. 

Eck  Dynamo  &  Motor  Works,  Belleville.  N.  J.,  has  been  re- 
organized and  a  new  company  formed  to  take  over  the  business 
heretofore  operated  by  C.  A.  Eck.  The  name  of  the  company 
will  remain  the  same  and  the  manufacture  of  the  Eck  dynamos 
and  motors  and  fan-motor  apparatus  will  be  continued.  The  offi- 
cers of  the  new  organization  are:  President  and  treasurer.  Wil- 
liam J.  Wallace;  vice-president,  Walter  G.  Clark;  secretary. 
Charles   H.    Dilg. 

Dodge  <S.  Day,  engineers.  Drexel  building,  Philadelphia,  an- 
nounce that  John  E.  Zimmermann.  formerly  secretary  .of  the 
American  Pulley  Company,  of  Philadelphia,  has  become  a  partner 
In  their  firm,  effective  January  1.  This  firm  is  building  the  shops 
of  the  Jones  &  Lamson  Machine  Company,  at  Springfield,  Yt. ;  also 
is  engineering  and  constructing  a  new  building  for  the  Bridgeport 
Brass  Company.  The  steel  for  both  of  these  buildings  has  been 
ordered  and  construction  commenced. 

Chicago  Pneumatic  Tool  Company,  Chicago,  for  the  year  end- 
ing December  31,  1906,  shows  the  percentage  earned  on  the  out- 
standing stock  to  be  11.23  per  cent  as  compared  with  9.16  per  cent 
in  1905.  The  statement  of  profits,  together  with  the  balance 
sheet,    is   as    follows: 

Profits. 

Profits    1.001.550.04 

depreciation    of    buildings,    machinery,    etc 12>>. 081.46 

Less   written   off   for  developing  new    tools 21.999.97 

Balance $      851.468.61 

Less    bond   interest  and  sinking   fund 1 '5  000.00 

Balance {      6s6. 468.61 

Less    dividends    4    per   cent 244.351.32 

Balance S      442,117.29 

Surplus  Acount. 

Surplus    as    at   December   31,    1905    $      536,292.15 

Less — Appropriations    on   account   of    building   of   plant 
i'Urgh.    Scotland,    and    to    provide    addl- 
working  capital  for  foreign  subsidiary  com- 
100.000.00 

S      436,29 

A. 1. 1     Surplus   for    1906    14;' 

Total  surplus    J      878.409.44 

Assets. 

•  state,    buildings,    machinery,    etc $11,412,988.46 

il  stock  of  other  companies,   investments,   etc  llO  117.41 

■jry   bonds    

iry    stock    

Cash   In  bank,  on  hand  and  accounts  and  bill 

able,    less   reserve    1 

Inventories    

Sinking    fund     

Total 110,526.3:: 

Liabilities. 

U    stock    Issued 16 

Bonds    

nd    dividends 

nLi    payable    

Bills    : 
Slnkl- 

Surpl'i.t    •  J78.4 

Total  si" 

Green     Fuel      Economizer     Company,  has 

t    for    an 
:.    will    enabl',    them    I 
put      A   shop   has  also  baa 

largi 


and   in   the   manufacture   of  fuel   economizers    has   compelled   them 
to  acquire  for  building  pui  eral  acres  of  land  adjacent  to 

its  present  property. 

Chicago  Engineering  &  Construction  Company,  Great  Northern 
building,  Chicago,  announces  the  retirement  of  Hervey  B.  Hicks 
and  George  A.  Yuille  as  managing  directors,  Mr.  Ynille  contin- 
uing as  manager  of  the  office  of  the  company  at  Monroe.  I.a.  The 
new  officers  of  the  company  are  William  G.  Luce,  president:  Percy 
A.  Wells,  vice-president,  and  Harry  L.  Wells,  secretary  and  treas- 
urer. The  general  offices  of  this  company  were  moved  on  Febru- 
ary 1  to   1014  Monadnock  block.   Chicago. 

Henry  Clark  Sergeant,  whose  name  as  a  part  of  the  Inger- 
soll-Sergeant  Drill  Company  has  long  been  known  wherever  com- 
pressed or  rock  drills  are  used,  died  of  paralysis  at  his  home  at 
Westfield.  N.  J.,  on  January  30,  at  the  age  of  72  years  He  was 
born  at  Rochester.  N.  Y..  in  1835  but  his  earlier  years  were  spent 
in  Ohio.  He  had  always  shown  an  inventive  faculty  and  a  num- 
ber of  his  inventions  when  put  into  systematic  operation  did  much 
to  expedite  and  facilitate  some  of  the  most  difficult  of  engineering 
problems,  the  appreciation  of  which  can  only  be  realized  by 
the  results  obtained.  His  inventions  are  many  and  various,  ttie 
most  pronounced  of  which  cover  details  in  the  construction  and 
operation  of  air  compressors,  rock  drills  and  mining  and  excavat- 
ing machinery.  After  the  consolidation  of  the  Ingersoll-Sergeant 
Drill  Company  and  the  Rand  Drill  Company  in  1905  he  retired 
from  active  participation  in  business  but  still  retained  his  finan- 
cial  interests. 


ADVERTISING   LITERATURE. 


Lumen  Bearing  Company,  Buffalo.  New  York. — The  second 
of  this  company's  series  of  monthly  art  calendars  for  1907  Is  en- 
titled "An  Upland  Road."  reproduced  from  the  original  painting 
of  that  name  by  Paul  Dougherty. 

S.  F.  Bowser  &.  Co.,  Inc.,  Fort  Wayne.  Indiana. — A  pamphlet 
which  has  just  been  isued  by  this  company  shows  the  possibilities 
in  the  way  of  lubricating  oil  storage  which  permits  neatness,  con- 
venience and  accuracy  in  measuring. 

R.  Woodman  Manufacturing  &  Supply  Company,  Boston,  Mass. 
— A  pocket  catalogue  giving  details,  descriptions  and  prices  of  an 
extensive  line  of  punches  manufactured  by  this  company  has  been 
received.  In  addition  to  punches,  the  company  also  makes  baggage 
and  other  brass  checks  and  all  kinds  of  badges  and  buttons. 

Crocker- Wheeler  Company.  Ampere.  New  Jersey. — Bulletin  No. 
74  describes  engine  type  alternating  current  generators.  The 
various  elements  including  housing,  rotor,  coils,  etc..  are  described 
and  general  information  given  regarding  generators  of  this  type. 
A  number  of  views  are  shown  of  plants  where  the  Crocker-Wheeler 
alternators  are  installed. 

Goldschmldt  Thermit  Company,  43  Exchange  Place.  New  York. 
N.  Y. — Thermit  is  now  so  well  known  for  welding  purposes  that  it 
is  hardly  necessary  to  enumerate  the  different  classes  of  weldimr 
to  which  it  is  particularly  applicable.  An  attractive  little  pamphlet 
gives  details  of  a  welding  outfit  and  the  welding  compound  and 
indicates  by  engravings  from  photographs,  the  possibilities  of 
Thermit. 

The    Locke    Insulator    Mfg.    Company,    Victor,    New    York One 

of  the  handsomest  catalogues  which  has  been  received  for  some 
time  is  that  which  has  been  issued  by  this  company  listing  an 
extensive  line  of  insulators  for  electric  power  transmission  pur- 
poses. The  various  types  of  insulators  are  shown  by  fine  engrav- 
ings from  photographs  and  the  tables  giving  dimensions  are  con- 
veniently arranged. 

New  Era  Manufacturing  Company,  Kalamazoo,  Michigan. — A 
new   I klet   has  jus:  ipany  entitled   "Valu- 

able Information  for  Superintendents  and  Foundry  Foremen."  It 
should  be  of  lni  tendents  and  foremen  in  all  lines  of 

foundry  work  as  It  gives  a   number  of  valuable   hints   ,i 

i     the    production    of    good    castings    together    with    torn 
for    the    composlton   of  metal   for   use   in    many   different   class- 
ngs. 

Buda    Foundry    &.    Manufacturing    Company.    Chicago Bulletin 

No.   105  Illustrates   and    utplalna  Buda  linlng-up  Jacks,   which   are  a 
recent    manufacture    of    this    company    placed     upon      the     market 
within    the   past  month.     The  Jack,    which,   as   its   name   Indl- 
Is    for    linlng-up    purposes,    combining    elevating   nnd     transferrin! 
features  operated   by  Interchange  of  the  le\or      It   i 

slgnc!  number  of 

men   for  lining  track. 

C.    Drucklieb.    132    Reade    Street,    New    York,    N.    Y.— "Ralh 

blast 

Is  no  .•  preparing 

d  Q  as  in  prepar- 

itlng    that    It    Is    believed    this 

i    provi    ■•■    genera]   Inti 

Ingertoll-Rand   Company,   11    Broadway.    New   York.   N.   Y. 

Inted 

of     111' 


210 


ELECTRIC     RAILWAY     REVIEW 


Vol.   XVII.   No.   6. 


various  machines  and  a  discussion  of  their  functional  relations 
and  their  adaptation  to  special  and  exacting  conditions  together 
with  lists  of  general  dimensions,  capacities  and  other  details. 

Charles  F.  Johnson,  Citizens'  Building,  Cleveland,  Ohio. — Mr. 
Johnson,  who  is  a  dealer  in  second-hand  electrical,  steam  and  con- 
tractors' equipment,  issues  a  list  from  time  to  time  of  equipment 
which  he  has  on  hand.  Recent  lists  show  an  extensive  line  of  cars, 
motors,  snow  sweepers  and  plows  on  hand  for  electric  railways. 

Power  &  Mining  Machinery  Company  of  Cudahy  (suburb  of  Mil- 
waukee), Wis.,  in  conjunction  with  the  Snow  Steam  Pump  Works 
of  Buffalo.  N.  T.,  has  opened  a  new  sales  office  at  719  White  build- 
ing, Buffalo,  where  will  be  handled  the  several  types  of  gas  gener- 
ating apparatus,  such  as  the  Loomis-Pettibone  system,  suction 
and  pressure  gas  plants,  built  by  the  Power  &  Mining  Machinery 
Company,  and  the  Snow  gas  engines,  built  by  the  Snow  Steam 
Pump  Works.  Mr.  Seward  Babbitt,  the  sales  manager  of  the  first- 
named  concern,  will  make  his  headquarters  at  the  Buffalo  office, 
on  account  of  the  facility  for  conducting  business  from  that  point. 

Wendell    &    MacDuffie,    26    Cortlandt    St.,    New   York,    N.   Y A 

new  catalogue  issued  by  this  company  is  a  24-page  booklet  known 
as  No.  16,  which  describes  fully  the  asbestos  and  cement  fire- 
proof materials  manufactured  by  them.  The  line  includes  rein- 
forced asbestos  corrugated  sheathing,  a  strong  and  durable  com- 
position of  asbestos  arid  cement  compressed  under  a  high  pressure 
and  reinforced  with  %-inch  woven  wire  mesh,  asbestos  building 
lumber,  designed  for  use  in  construction  work  In  electrical  plants 
of  all  kinds  for  insulations,  door  panels,  telephone  switchboards, 
etc.,  and  Century  asbestos  shingles  are  features  of  the  company's 
line  of   manufactures. 

Rostand  Manufacturing  Company,  Milford.  Conn.,  manufacturer 
of  the  McCarthy  hat  and  baggage  rack,  states  that  its  business 
is  growing  and  the  railroads  are  coming  more  and  more  to  recog- 
nize the  advantage  of  a  rack  well  constructed  and  able  to  stand 
heavy  usage  by  passengers.  A  number  of  roads  have  placed  or- 
ders for  these  racks  for  their  new  equipment  and  in  many  cases 
are  replacing  as  fast  as  the  cars  are  sent  to  the  repair  shop  the 
old  racks  with  the  McCarthy  rack.  F.  A.  Barbey,  185  Summer 
street.  Boston,  and  George  H.  Bryant,  1055  Old  Colony  building, 
Chicago,  represent  the  Rostand  Manufacturing  Company  in  their 
respective  territories. 

The  Concrete  Review. — The  Association  of  American  Portland 
Cement  Manufacturers  announces  the  publication  of  the  Concrete 
Review,  Volume  1,  Number  1  of  which  appeared  on  February  1. 
The  publication  is  to  be  semi-monthly  and  is  to  meet  the  grow- 
ing demand  for  the  most  reliable  information  regarding  the  proper 
use  of  Portland  cement  and  serve  as  an  easily  accessible  guide 
to  the  best  articles  appearing  in  the  various  technical  publica- 
tions. Original  articles  will  be  published  together  with  extracts 
from  articles  which  appear  in  other  publications.  The  Concrete 
Review  will  be  sent  upon  request  addressed  to  the  assistant  sec- 
retary of  the  Association  of  American  Portland  Cement  Manu- 
facturers,  Land  Title  building,   Philadelphia. 


NEW    DIRECT-CURRENT    MOTORS    FOR    INDIVIDUAL 
MACHINE    DRIVING. 


Illustrations  are  herewith  presented  showing  a  new  line  of 
direct-current  motors  manufactured  by  the  Allis-Chalmers  Com- 
pany which  are  designated  .as  "type  K."  Several  interesting  feat- 
ures are  embodied  in  this  new  design.  The  cylindrical  field  magnet 
yoke  is  of  open  hearth  steel  and  machined  on  each  end  to  receive 
the  housings  that  carry  the  bearings.  The  housings  are  held  in 
place  by  through  bolts  and.  on  four-pole  machines,  can  be  rotated 
SO  degrees  or  ISO  degrees  to  allow  side-wall  or  ceiling  mounting; 
bi-polar  machines'  can  be  arranged  for  floor  or  ceiling  mounting. 
The  yoke  is  machined  on  the  inside  cylindrical  surface  and  the 
poles  are  fastened  to  it  by  countersunk  fillister-head  cap  screws. 
The  pole  cores  are  of  open  hearth  steel  and  are  circular  in  cross 
section;  these  cores  are  machined  on  one  end  to  fit  the  inner  sur- 
face of  the  cylindrical  yoke  and  on  the  other  to  receive  the  pole 
shoes.  The  latter  are  built  up  of  annealed  steel  punchings  riveted 
together  and  fastened  to  the  poles  by  fiat  head  machine  screws. 
The  pole  face  has  been  carefully  shaped  to  give  suitable  distribu- 
tion of  the  field  flux,  thus  securing  good  commutation  and  pre- 
venting humming  due  to  the  armature  teeth.  Except  for  the 
smaller  sizes,  the  field  coils  are  wound  on  metal  spools,  and  are 
covered  with  sufficient  insulation  coated  with  varnish  to  protect 
them  from   external   injury  or  moisture. 

The  armature  cores  are  built  up  of  sheet  steel  punchings  in- 
sulated from  each  other  to  reduce  the  core  loss  and  consequent 
heating.  The  laminations  are  keyed  to  the  shaft,  and  in  building 
up  the  core  they  are  separated  at  intervals  so  as  to  form  radial 
ventilating  ducts.  The  punchings  are  firmly  clamped  between 
cast  iron  end  heads,  which  also  serve  as  supports  for  the  ends 
of  the  armature  coils.  In  punching  the  armature  laminations, 
openings  are  made  in  the  discs,  so  that  when  the  latter  are  as- 
sembled, ventilating  passages  are  formed  paralled  to  the  shaft 
and  connecting  with  the  radial  ducts.  There  is  thus  a  free  passage 
for  the  circulation  of  air  through  the  core,  and  all  parts  of  the 
core   and   windings   are   thoroughly  ventilated. 

The  armature  coils  are  form  wound  and  interchangeable;  they 
are  heavily  insulated  with  stay  binding  and  the  whole  armature 
is  thoroughly  impregnated  with  insulating  varnish  after  it  has  been 
completely   wound. 

The  commutator  is  of  large  diameter  and  ample  wearing  depth, 
having  bars  of  hard-drawn  copper  insulated  from  each  other  and 
from  the  shell  by  the  best  quality  of  mica;  the  mica  between 
bars    is    so    selected    that    the    wear    is    uniform.      The    clamping 


rings  hold  the  bars  firmly  and  the  whole  construction  is  such  as 
to  secure  a  perfectly  cylindrical  surface  free  from  high  or  low 
bars. 

In  all  except  the  smaller  sizes,  the  commutator  sleeve  is  hol- 
low to  permit  the  passage  of  air  through  to  the  armature. 

The  bearings  are  of  ample  size  and  lubricated  by  oil  rings. 
The  shaft  projection  for  the  pulley  is  turned  smaller  than  the 
journals,  so  that  the  journal  can  be  turned  down,  when  worn, 
without   reducing   its   diameter    below   that   of  the  projection. 

The    brush    holders    are   of    the    same   general   design    as    used 


Allis-Chalmers    Type-K    Motor    Dismantled. 

on  all  the  standard  direct  current  machines.  The  brush  studs  are 
fastened  to  a  rocker  arm  mounted  on  the  bearing  housing;  this 
allows  the  brushes  to  be  set  at  the  best  running  position,  but, 
after  being  once  properly  set,  they  require  no  adjustment  under 
any  change  in  load  within  the  range  of  the  motor.  Graphite 
brushes  are  used,  connected  to  the  holders  by  flexible  copper 
shunts. 

The  frame  of  the  standard  Type  K  motor  is  open  at  the  ends 
to  permit  a  free  circulation  of  air  through  the  machine.  It  can, 
however.  Be  converted  into  a  semi-enclosed  or  a  totally  enclosed 
motor  by  the  addition  of  suitable  metal  covers  which  are  readily 
fitted  to  the  end  housings.  For  the  semi-enclosed  type  the  covers 
are   perforated. 

These  motors  are  manufactured  in  13  different  frame  sizes, 
and  for  each  size  there  are  a  number  of  ratings,  the  output  of 
a  given   frame   being  proportional   to   the   speed. 

These  motors  are  suitable  for  all  classes  of  work  where  either 


Allis-Chalmers   Type-K    Motor. 

a  constant  or  variable  speed  direct-current  motor  Is  required. 
For  general  driving  of  machinery  or  for  variable  speed  work 
shunt-wound  machines  are  used.  For  cases  where  a  large  starting 
torque  combined  with  the  constant-speed  characteristic  of  the 
shunt  motor  is  required,  compound-wound  motors  can  be  furnished. 
For  crane  and  hoisting  service  series-wound  motors  are  supplied. 
Type  K  machines  operate  exceptionally  well  as  generators 
which  are  compound  wound,  and  will  deliver  any  current  from  zero 
to  their  full  rated  output  without  sparking  and  without  shifting 
the  brushes. 


astri 


PUBLISHED  EVERY  SATURDAY  BY  THE  WILSON  COMPANY,  CHICAGO 

Chicago :  160  Harrison  Street  New  York  :  150  Nassau  Street 

Subscription  Price,  $2;  Foreign,  $5;  Single  Numbers,  10  cents  Entered  at  the  Postoffios,  Chicago,  111.,  as  Second-class  Matter 


Vol.  XVII,  No.  7 


CHICAGO,  FEBRUARY  16,  1907 


Whole  No.  199 


TABLE  OF  CONTENTS. 


Editorial— 

— Voters   to    Pass   on    Chicago  Ordinances 211 

— Municipal    Traction    Earnings    in    Cleveland 211 

— Jurisdiction    of   State    Commissions 211 

—Coating  Boiler   Tubes   with   Graphite 212 

— K i  -      of   Freight   with    Steam    Railways 212 

— Track    Rental   at    Interurban    Terminals 212 

— The    Instructive    Value    of   Working    Exhibits 213 

New  Substation  of  the  International  Railwav  Company.  Buffalo. 

X.    Y.      (Illustrated)     214 

Communication: 

— A    Car    Repair    Problem    219 

Instructing   Trainmen    at    Knoxvttle,    Tenn 219 

Chicago    Traction    Ordinances    to    be   Decided    by    Voters 219 

Large    Power    Plant    for   Inland    Empire    System 221 

Electric   Lines  Between  Denver  and  Boulder.  Colo.   (Illustrated. )221 
Proposed   Brooklyn-Manhattan    Subway   Loop    (Illustrated)...       821 

.N.w   Type  of  Car,   United   Traction   Company    (Illustrated) 223 

Suggestion   to   Prevent   Street  Crossing   Accidents 223 

Dellwood     Park.     Chicago     &     Joliet     Electric     Railway     (Illus- 
trated i     224 

Single-Phase    Lines   of   the   Illinois  Traction   System.      By   H.    C. 

Hoagland     22S 

Comparative   Statements   of  Receipts    (Illustrated) 229 

Car  Repair   Records  at   Nashville.    Tenn.    i  Illustrated) 229 


Fifty-Ton     Locomotive     for     the    Kansas    City    &    Westporl    Bi 

Railway    (Illustrated)    230 

Piping   and   Power  Station    Systems.      XXIX.      By    W.    L.    Morris. 
M.    E..    (Illustrated)     

Recent  Electric   Railway  Decisions,     By   J.    L.    Rosenberg 

News  of   the   Week 234 

— Progress    of    Hudson    River   Tunnels 2:14 

— Legislation   Affecting  Electric    Railways 234 

— Mayor    Guthrie's    Views   on    Pittsburg    -  

i  ruction  News: 

— Franchises    236 

— Incorporations  236 

— Track    and     Roadway     237 

— Power  Houses  and   Substations 

Personal    -Mention    

Financial    News 

Manufactures  and  Supplies   

— Rolling   Stock    240 

— Shops   and   Buildings    240 

— Trade   Notes    240 

— Advertising  Literature   241 

users   for   Improving    Telephone    Service 241 

Lyon    Sheet-Steel    Gear    Cases    (Illustrated  i 242 

Tic-  Anderson    Time   Switch    242 

Climax    Farm    Crossing  Gates    (Illustrated) 242 


Although  the  city  council  of  Chicago  passed  the  Chicago 
City  railway  and  the  Chicago  railways.  (Union  Traction) 
ordinances  over  the  mayor's  veto  at  its  meet- 
Voters  to  Pass  ing  on  February  11,  the  companies  have 
On  Chicago  announced  that   they   will   not   consider  the 

Ordinances.  ordinances    operative    unless    they    are     ap- 

proved by  the  voters  at  the  election  on 
April  2.  There  seems  to  be  little  doubt  that  the  ordinances 
will  be  approved  by  a  large  vote.  The  Chicago  Real  Estate 
Board  and  the  Chicago  Commercial  Association,  two  of  the 
leading  organizations  of  the  city,  have  decided  to  make  ever] 
effort  to  secure  the  approval  of  the  ordinances.  Other  civic 
organizations  which  are  also  vitally  interested  in  the  im- 
provement of  the  street  railway  service  will  take  similar 
action.  The  veto  message  of  Mayor  Dunne  raised  points 
which  the  aldermen  considered  had  been  thoroughly 
thrashed  over  in  the  meetings  of  the  local  transportation 
committee  before  the  measures  were  drafted  and  for  that 
reason  his  objections  to  the  passage  of  the  ordinances  at 
this  time  had  no  effect. 


The    report    of    the    first     three    months'    operation    of    the 
Municipal    Traction     Company   of     Cleveland     is     interestitm 

Revenue  passengers  were  first  carried  on 
Municipal  Trac-  November  1.  The  company  earned,  dur- 
tion  Earnings  tag  November,  |2,926.50;  during  December. 
in  Cleveland.         $i>m;:    and  during  January,  $7,708.08;   In 

addition  to  which  It  reports  a  lump  sum  of 
11,830.76  as  earned  from  "other  sources"  during  the  three 
months  Again*)  the  total  earning!  of  117,271.86  there  was 
I  total  Operating  cost.  including  rental,  of  $li:.085.09,  or 
93.13  per  cent,  leaving  ■  balance  of  ii.isfi.Kf,.  Until  Jan 
uai  v  LI  the  company  was  unable  to  mn  Us  cars  to  the  Public 
Square  Is  the  center  of  the  city,  it  is  interesting  to  ob 
■  therefore,  thai  the  earnings  from  January  16  to  Jan 
nary  31,  Inclusive,  aggregated  16,8  1 1  1 1  and  the  ope.,  itmi' 
expenses    13,466.79,    not     Including    lie  Charge        Tin 

t'ltiK    ratio   in    so    extremely    low,    when    it    bi    remem- 
bered thai  it  li  In  comparison  with  gross  earnings  based  on 


3-cent  fares,  that  it  is  only  too  plain  that  it  could  be  realized 
only  during  a  period  in  which  repairs  and  renewals  were 
not  part  of  operating  expense.  It  leaves  a  balance,  for  the 
sixteen  days,  of  net  earnings  equal  to  $1,874.32  or  on  the 
basis  of  about  $45,000  annually.  The  latter  sum  would  just 
pay  the  6  per  cent  per  annum  due  on  the  $750,000  of  par 
value  of  the  shares  of  the  underlying  company  to  which  the 
Municipal  Traction  Company  is  pledged.  Apparently;  then. 
the  success  of  the  enterprise  is  conditioned  upon  a  consid- 
erable growth  in  traffic  or  its  ability  to  get  along  without 
charges  for  repairs  or  renewals — the  latter  an  obviously  un 
possible    requirement. 


The   rapid   development   of   electric   railways   is   forcing   new 
questions  upon  the  state  railroad  commissions,  and  although 
in     some     states     the     laws     have     been 
Jurisdiction  amended  to  include  the  interurban  railroads 

of  State  within    the  Jurisdiction    of    the  state  com- 

Commissions.  missions,  in  others  they  have  not   been  i I 

Lfled  to  meet  the  changed  conditions.    The 

South  Dakota  commission  in  its  annual  report  says:        \   feu 
states  have  already    placed   electric   toads   under   the  authoi 
if.    of  their  railroad  commissioners  in   respect    to  the   mallet 
of  crossing  other  roads,  bui  in  general  there  is  one  law  tor 
railways  using  horse,  mule,  cable  oi  electric  power  and  di 
aated  as  street  railways,  and   another   tor   those  emplo 

steam    power,   as    in   our  state.      \ow    lhat    street    railway 

expanding  into  Interurban  roads  giving  passenger  and  freight 
service  over  extended  lines  and  offering  similar  service  to 

that    of  the   steam    roads,   it    Is   found   that    the   laws   should   be 

changed  to  meet  the  aeu   conditions,   a  notable  example  of 

the  extension  Of  electric  lines  within   our  stale  Is  the  compat 

atlvel]    recent    transformation  of  the  Chicago   Burlington  & 
Quincy  line  between  Deadwood  and  Lead  from  ;i  steam  rail 

way   Into  an  electric   line.     In  case  the  commission   was  asked 
to  allow  an   electric   road    tO  cross   I  he   tracks  of  a    sleani    road 

tit  grade,  the  question  would  at  once  arise    Has  thi 
Ion  any  authority  to  do  sot1  the  lau  as  u  now  is  glvlnj 
commission  only  general  supervision  over  all  toads  opt 


212 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  7. 


by  steam.  The  law  should  be  so  amended  as  to  give  the 
commission  general  supervision  over  all  railroads  or  railways 
operated  by  steam  or  electric  power,  street  railways  only 
excepted."  Other  states  are  considering  the  same  problem 
and  it  is  evident  that  something  must  be  done  at  once  to 
relieve  the  inconsistency  of  the  situation.  The  sooner  the 
electric  interurban  railroad  is  recognized  by  the  state  legis- 
latures the  better  it  will  be  for  all  concerned.  Of  course 
there  are  difficulties  to  be  met,  for  instance  in  regard  to  the 
distinction  between  city  and  interurban  lines,  but  the  matter 
is  one  that  cannot  be  neglected  with  impunity  and  many 
needless  complications  will  be  avoided  by  facing  the  problem 
at  once. 


Coating  the  inside  of  boiler  tubes  with  a  thin  layer  of 
graphite   is   a   "kink"   that  has  given   excellent  results   in    a 

boiler  plant  using  water  containing  exces- 
Coating  sive  amounts  of  scale-forming  salts.     These 

Boiler  Tubes  deposits  have  required   frequent  drilling  of 

With    Graphite,     the    tubes.       It    was    found    by    experience 

that  much  less  scale  adhered  to  the  tubes 
coated  with  graphite  and  that  the  scale  which  did  form  was 
far  more  easily  removed  from  them  than  from  uncoated 
tubes.  The  application  of  graphite  might  be  said  to  have 
insulated  the  steel  from  deposit  and  thus  rendered  the  tubes 
more  easily  cleaned:  and  when  cleaned  their  interiors  ap- 
peared perfectly  smooth  without  the  usual  patches  of  scale 
remaining  as  is  the  case  after  a  tube  has  been  bored  with  a 
turbine-cleaner.  The  one  application  of  graphite  so  adhered 
to  the  metal  that  the  interior  of  the  tube  had  the  appearance 
of  a  gun  barrel,  the  graphite  coat  remaining  intact  after  sev- 
eral cleanings.  The  graphite  may  be  prepared  for  applica- 
tion to  the  interior  of  tubes  by  mixing  it  with  pure  mineral 
oil  in  an  amount  sufficient  to  form  a  thick  paste,  or  it  may 
be   applied   dry. 


EXCHANGE  OF  FREIGHT  WITH  STEAM  RAILWAYS 


In  the  effort  to  develop  new  sources  of  business,  traffic 
managers  of  various  electric  railway  companies  have  tried, 
sometimes  successfully  and  sometimes  without  acceptable 
results,  to  secure  the  establishment  of  joint  tariffs  and 
through  routes  with  steam  railway  companies.  Reciprocal 
arrangements  of  this  kind  have  been  found  advantageous  in  a 
number  of  instances. 

The  Interstate  Commerce  Commission  has  been  peti- 
tioned by  the  Cedar  Rapids  &  Iowa  City  Railway  &  Light 
Company,  of  Cedar  Rapids,  la.,  to  establish  joint  rates  on 
cereals  and  live  stock  between  points  on  its  line  and  points 
on  the  Chicago  &  Northwestern  Railway  Company  lines. 

The  commission  held  meetings  in  Cedar  Rapids  on  Jan- 
uary 29  and  30,  at  which  the  evidence  was  heard.  The 
Cedar  Rapids  &  Iowa  City  operates  an  electric  railway  be- 
tween those  two  cities,  a  distance  of  about  28  miles.  It  is 
built  upon  a  private  right  of  way  100  feet  wide  for  prac- 
tically the  entire  distance.  The  road  is  built  according  to 
steam  railway  standards  with  a  1  per  cent  grade,  and  no 
curves  exceed  3  degrees,  except  one  of  4  degrees.  The 
bridges  were  built  to  accommodate  heavy  steam  railway 
traffic.  The  territory  through  which  the  electric  line  passes 
is  not  served  by  any  other  railway  except  at  terminal  points. 
The  company  has  exchanged  considerable  business  in  car- 
load lots  with  the  different  steam  railways.  Last  year  it 
handled  450  cars  of  live  stock. 

The  steam  railways  have  refused  to  establish  through 
routes  and  joint  rates  and  the  company  was  obliged  to 
charge  the  Iowa  distance  tariff  from  the  town  of  shipment 
to  Cedar  Rapids.  The  steam  railways  then  charged  their 
local  tariffs  from  Cedar  Rapids  to  destination.  After  the 
enactment  of  the  Hepburn  law  the  company  applied  to  the 
different  railways  for  routes  and  rates  and,  after  these  were 


refused,  entered  a  complaint  with  the  commission.  After 
hearing  the  evidence  the  commission  adjourned  and  it  is  ex- 
pected that  the  arguments  will  be  heard  within  a  few  weeks. 

In  its  answer  to  the  complaint  filed  with  the  commis- 
sion, the  Chicago  &  Northwestern  took  the  position  that  the 
Cedar  Rapids  &  Iowa  City  is  not  engaged  in  interstate  com- 
merce and  is  not  subject  to  the  provisions  of  the  interstate 
commerce  law.  The  Northwestern  asserted  that  the  electric 
railway  has  no  facilities  for  handling  freight  and  that  when 
freight  has  been  received  for  shipment  from  points  on  the 
electric  road,  the  Northwestern  has  been  obliged  in  every 
instance  to  furnish  the  necessary  equipment.  The  electric 
railway,  the  Northwestern  alleged,  has  never  delivered  or 
offered  to  deliver  cars  loaded  with  live  stock,  grain  or  other 
freight.  The  Northwestern  also  maintained  that  the  busi- 
ness which  originates  on  the  electric  road  is  not  sufficient 
to  warrant  the  establishment  of  joint  rates. 

The  business  of  several  electric  railways  with  steam 
roads  is  of  considerable  importance.  The  St.  Louis  & 
Belleville  Electric  Railway  Company  of  Bast  St.  Louis,  111., 
hauled  and  delivered  to  steam  roads  last  year  about  350.000 
tons  of  freight,  consisting  chiefly  of  coal,  which  was  carried 
on  a  40-cent  rate.  This  rate  is  charged  by  all  the  steam 
roads  in  that  district.  The  amount  of  tonnage  received  by 
the  electric  company  from  steam  roads  was  not  so  large, 
but  it  averaged  probably  10  carloads  a  day.  The  business 
of  the  company  is  entirely  in  carload  lots.  No  passenger 
cars  are  operated.  The  principal  commodities  transported 
which  were  exchanged  with  steam  roads  were  coal,  lumber, 
stone,  brick,  pitch,  sand,  macadam,  mine  props,  powder  and 
mine  rails. 

The  Omaha  Lincoln  &  Beatrice  Railway  Company  of 
Lincoln,  Neb.,  limits  at  present  its  interchange  of  freight 
with  steam  railways  to  joint  switching  of  carload  lots.  Since 
the  traffic  arrangements  were  entered  into  the  business  has 
averaged  about  5  cars  a  month.  After  the  line  from  Lin- 
coln to  Omaha  is  finished,  which  it  is  expected  will  be  this 
year,  the  management  believes  its  business  with  steam  roads 
at  the  two  terminal  points  will  increase.  There  are  6  miles 
in  operation,  over  5%  of  which  carload  lots  of  freight  have 
been  switched. 

The  experiences  enumerated  above  indicate  that  the  pos- 
sibilities of  developing  traffic  relations  with  steam  roads  are 
worthy  of  serious  consideration  by  those  officials  of  electric 
railways   who   are  responsible    for   growth   in   traffic. 


TRACK   RENTAL  AT  INTERURBAN  TERMINALS. 


II    is 


generally  acknowledged  that  the  best  city  entrance 
for  an  interurban  line  is  over  private  right  of  way.  However, 
financial  conditions  and  the  development  of  many  interurban 
lines  as  extensions  of  suburban  systems  have  made  it  neces- 
sary, in  most  cases,  for  interurban  companies  to  rent  track 
privileges  from  local  street  car  companies.  It  is  not  believed 
that  there  is  uniformity  in  the  methods  of  charging  for  such 
privileges. 

Probably  the  most  common  way  of  renting  city  tracks 
for  the  use  of  interurban  cars  is  at  a  fixed  rate  per  passen- 
ger carried.  Such  rates  vary  from  2%  to  5  cents  per  pas- 
senger. If  the  haul  is  more  than  one  and  a  half  miles  it 
would  seem  that  a  charge  of  2V2  cents  per  interurban  pas- 
senger would  not  yield  very  much  profit  to  the  city  company, 
unless  the  interurban  traffic  were  very  great.  On  the  other 
hand,  if  the  interurban  company  furnishes  its  own  cars  and 
trainmen  and  the  distance  is  less  than  three  miles,  a  charge 
of  5  cents  per  passenger  carried  would  seem  to  be  excessive. 
The  mileage  of  the  tracks  rented  is  a  very  large  factor  in  the 
rate  to  be  charged,  if  the  rental  is  to  be  on  a  per  capita 
basis. 

In  some  cities  contracts  have  been  made  which  allow 
the  interurban  cars  to  operate  over  the  city  tracks  at  a  fixed 


February  16,  1907 


ELECTRIC     RAILWAY     REVIEW 


21.5 


rate  per  mile  run.  In  one  instance  a  charge  of  20  cents  per 
car-mile  is  made.  As  a  standard  method  of  computing  such 
rentals  would  be  useful  in  many  cases,  it  is  suggested  that 
perhaps  the  most  satisfactory  way  for  two  electric  railway 
companies  to  consider  such  situations  would  be  to  base  the 
charges  on  the  ton-mile  as  a  unit.  The  weight  of  city  and 
interurban  cars  under  normal  operating  conditions  could  be 
ascertained,  and  with  a  knowledge  of  the  schedule,  the  num- 
ber of  ton-miles  made  in  a  day.  a  month  or  a  year  could  be 
approximated  closely  without  any  difficulty.  In  the  smaller 
cities  where  single-truck  cars  are  used  it  probably  would  be 
found  that  the  interurban  ears  would  weigh  twice  as  much 
as  those  of  the  city  company,  so  that  each  trip  of  an  inter- 
urban car  would  count  for  two  trips,  or  perhaps  a  fraction 
more,  of  a  city  car.  As  the  question  of  the  weight  of  pas- 
sengers or  freight  carried  would  include  factors  of  intricate 
detail  it  probably  should  not  be  considered. 

After  the  proportionate  use  of  any  route  has  been  deter- 
mined according  to  the  ton-miles  operated,  the  cost  per  mile 
of  the  track  and  overhead  construction  as  used  by  the  in- 
terurban cars  could  be  ascertained  and  interest  thereon  be 
allowed  at  the  rate  of  5  or  6  per  cent.  To  this  should  be 
added  the  cost  of  maintenance,  including  all  necessary  repairs. 
removal  of  snow,  sprinkling,  etc.  A  further  sum  should  be 
added  for  depreciation  and  while  an  exact  estimate  of  this 
charge  might  not  be  possible  in  the  beginning,  an  amount 
equal  to  a  fixed  rate  could  be  set  aside  each  year  and  the 
totals  readjusted  ai  definite  periods  of  say  five  or  ten  years. 

The  combined  amount  of  these  three  items — cost  of  road- 
way, maintenance  of  roadway  and  depreciation — should  be 
divided  by  the  ton-miles  operated  over  the  track  included  in 
the  estimates  and  the  proportional  amounts  charged  to  each 
company.  This  will  afford  a  basis  for  making  rates,  bin  to 
such  a  unit  should  be  added  the  cost  for  power,  which  could  be 
paid  for  by  the  interurban  company  according  to  the  num- 
ber of  kilowatt-hours  used.  If  the  price  per  kilowatt-hour 
could  not  be  agreed  upon  in  advance  it  would  be  well  to  de- 
termine the  cost  of  power  at  the  switchboard,  including  the 
interest,  maintenance,  depreciation  and  all  power-house  ex- 
penses, and  to  this  add  a  fixed  percentage  as  profit  for  the 
generating  company. 

In  determining  the  final  amount  to  be  charged  per  ton- 
mile  as  here  outlined  some  allowance  should  be  made  to  the 
city  company  for  the  expense  and  labor  it  has  called  into 
play  in  making  available  a  terminal  for  the  interurban  com- 
pany. This  charge  might  appear  as  a  fixed  percentage  of 
the  actual  cost  as  determined,  or  as  a  lump  Bum  per  month 
which,  thougb  small,  would  yet  be  a  steady  Income  to  the 
city  company  and  one  which  the  interurban  company  could 
well  afford  to  pay.  If  the  city  company  were  anxious  to 
promote  the  construction  of  interurban  lines  radiating  from 
Its  terminals  it  also  could  afford  to  make  concessions  8 
the  later  cost  for  the  first  few  years  until  the  Interurban 
had  been  placed  on  a  paying  basis.  Without  this  charge  the 
city  company  would  derive  some  benefit  from  a  reduction  In 
its  interest  charges  and  anj  other  charges  resulting  froni 
Inert  of  its  tracks. 

Only  city  companies  that  have  trackage  facilities  not 
occupied  to  their  limits,  and  therefore  an  Investment  which 
is  not  earning  as  much  as  it  might,  can  afford  to  allow  in 
terurban   can  on   their  lines     The  question   becom<      with 

them    not    bow   much    th(  dly   entitled   to    receive  for 

the  use  r,f  the  tracks,  but:  we  have  an  Investment  whlcl 
idle  part  "i   the  time.  ation  which   repn 

more  than  the  cosl  of  track  and   roadway  malntenanci 
power  1st!  o  much  clear 

The  rules  governing  the  operation  oi  foreign  cai    on  city 
Duld  be  simple  bould  be  obligatory  thai  the 

mtei urban   companj '     emplo  rule 

of    the    city    system        II    is    thought    Dial    In    man;,    of    He 

initial    iltuatlons    where   in    some   caaei    needless   time   and 


ability  have  been  wasted  in  arguing  over  a  lump  sum  to  be 
paid  by  the  interurban  company  for  its  yearly  rentals,  an 
agreement  could  satisfactorily  be  made  if  the  problem  were 
attacked  on  a  unit  basis,  using  the  ton-mile  as  a  founda- 
tion. 


THE  INSTRUCTIVE  VALUE  OF  WORKING  EXHIBITS. 


The  Increasing  power  and  complexity  of  cars  recently 
liitilt  for  rapid-transit  service  imposes  a  burden  of  no  little 
responsibility  upon  those  charged  with  the  instruction  of  train 
and  car-service  men.  For  several  years  trainmen,  and  it  is 
suggested  that  similar  advantages  should  be  given  shopmen, 
have  been  instructed  in  their  duties  by  supplementing  oral 
or  printed  teaching  with  practical  study  of  actual  car  equip- 
ments. A  familiar  feature  of  the  latter  method  is  the  pro- 
vision of  schoolrooms  fitted  with  controllers,  brake-valves 
and  cylinders,  train  lines,  signal  lanterns  and  illustrations 
of  detail  parts  of  the  rolling  stock.  The  addition  of  air 
compressor  outfits  and  working  control  circuits  makes  pos- 
sible beiier  teaching  than  was  feasible  without  the  vital 
stimulus  of  using  power  in  the  concrete.  For  this  reason 
the  modern  trainmen's  school,  when  equipped  with  skeleton 
cars  ami  complete  electrical  apparatus,  becomes  a  most  effi- 
cient factor  in  preparing  men  for  actual  service.  Of  course, 
it  is  a  mistake  to  assume  that  a  new  man  placed  in  the  car 
service  has  little  more  to  learn  after  his  two  or  three  weeks 
of  preliminary  instruction,  in  the  exacting  routine  of  plat- 
form work  new  men  often  need  friendly  encouragement  as 
the  mastery  of  the  equipment  with  respect  to  locating  trou- 
bles on  the  road  conies  only  with  experience. 

There  appears  lo  be  no  single  part  of  the  car  equipment 
that  all  new  men  find  especially  hard  to  understand.  With 
Borne  in  vn  motormen  the  fundamental  principles  of  the 
brake-valve  are  hard  to  grasp;  with  others,  the  understand- 
ing of  the  contactor,  reverser  or  master-controller  wiring  may 
■  a  stumbling  block.  Much  can  be  done  to  aid  in  the  ex- 
planation of  these  points  by  exhibiting  diagrams  of  circuits 
clearly  drawn  on  a  large  scale  and  by  including  as  a  part 
of  the  teaching  equipment  sections  of  the  braking  apparatus. 

The  Boston  Elevated  Railway  Company  has  gone  even1 
farther  than  to  provide  dummy  cars  with  actual  equipment 
in  its  trainmen's  school.  A  special  blackboard  with  sketches 
of  the  main  motor-circuiis,  resistances,  circuit-breaker,  fuse 
lie.'    contactors    painted    upon    it    is    mounted    behind    the   cor- 

responding   groups  of  equl] nt  on  an   Instruction  car.     in 

each  Circuit  on  the  drawing  is  inserted  an  incandescent  lamp, 

which     mi ktlcally     lights     whenever     the     current     Hows 

through  the  corresponding  circuit  on  the  dummy  train.  The 
-  hange  from  series  to  parallel  can  plainly  be  seen  as  well  as 
the  How  oi  current  in  the  reverse  circuit 

luestlon  thai  the  use  oi  the  lamps  belp      hi 

rlally  in    '  ding  the  circuit  changes  ami  the 

scheme  is  a  simple whirl,     ,  ,     cot  Id        idapted  for  use 

boratelj   equl] d    id Ii       The  great  polni  to 

• 'i   in   work  oi   ibis  nature  is  thai   electrical   con 
ceptloi  bablj    are  foreign   to   the   minds  "i    appll- 

lor    I  rain  sen  [ce    I 

\  large  wall-drawing  of  ti lectro-pneumatlc  brake  sys- 
tem   which            n    the    later   type  Of  ears  has   been    ii I 

in  effective  aid  to  Instruction.      The  valve  aandlei    on 

the    drawing    are    made    of    celluloid    'in     to    the    proper    shape 

ami  pivoted       \n  ii th  ible  ralvei   ol  t  be  Insl  i  net  Ion 

equipment  u  well  as  the  brake  i i  rod  and  rotating  con 

teboard,  so  that   the  i 
on  ol  each  pari  can  bi 

Such  rel  be  considered  by  le  as  too  elab- 

u  n  we  con  ilder  the  relative  importance  ol  bi  b 

II  i tainted    with   the  ears   which    I 

operate    ||  en  thai  facilities  foi   i  an  I d 

OUgh    In    1 1  UCtlon    ar.-   .     e,  II,  ni    i,m  ■•   In, 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  7. 

.  .  ■ 

214 

NEW  SUBST.T.O.   O,  THE   ^.BNAT.OH.L  -.L.AV       »-« '  J£> ^T, SET ^ 

COMPANY,  JWFFALO,  N.  V.  ££££ — «.  which  ».«  w!ll  he  replaced  by  m 


Seneca  Street  Substation,  Buffalo-Interior  View  Showing   1,000-Kw. 
Rotary   and    Busbar   Compartments   with    Doors   Removed. 

of  lour  400-kilowatt  rotaries,  became  overloaded  during  the 
winter  of  1905-1906.  It  could  not  conveniently  be  extended 
and  as  it  was  located  in  a  section  of  the  city  which  is  flooded 
at  least  once  each  year  by  the  overflowing  of  the  Buffalo 
river  it  was  decided  to  build  a  new  station  and  to  locate 
it  outside  the  district  subject  to  flood.  The  new  Seneca 
and  Imson  streets  substation  just  completed  and  described 
and    illustrated    herewith,    is    outside    the    area    that    is    SUb- 


Seneca    Street    Substation,    Buffalo-Switchboard. 


tiou  containing  seven  1.000-kilowatt  rotaries,  a  storage  bat- 
tery with  its  booster  set  and  a  two-feeder  booster  set. 
Power  Supply. 
The  southeast  section  of  Buffalo  is  growing  rapidly,  and 
with  the  mustering  into  service  of  the  heavy,  electrically- 
heated  "5,000-type"  cars  it  is  expected  that  the  new  sub- 
station will  soon  carry  a  load  that  will  show  not  too  great 
a  margin  of  reserve  capacity.  It  is  not  to  be  expected^ 
however     that    the    section    which    can    be    economically    fed 


Seneca  Street  Substation,  Buffalo-interior  View  Showing  ,000-Kw.   Rotary   and   Three  400-Kw.   Rotaries. 


merged  at  the  times  of  highest  water,  and  is  as  near  the 
load-center  of  the.  southeastern  section  of  the  city  as  was 
the  old  station. 

Sufficient  land  was  purchased  to  accommodate  an  exten- 
sion of  the  converter  station,  a  storage  battery  house,  and 
leave  a  drivewav  all  around  the  property.  The  present  sta- 
tion is  complete  with  space,  switchboards,  bus  compartments 


from  this  station  will  ever  produce  a  load  beyond  the  capac- 
ity to  which  the  station  can  conveniently  be  increased. 

'  The  new  substation  is  supplied  with  power  by  means  of 
underground  cables  of  the  Cataract  Power  &  Conduit  Com- 
pany Buffalo,  distributor  of  power  from  the  Niagara  Falls 
Power  Company  and  Canadian  Niagara  Power  Company.  The 
International  Railway  Company  has  a  steam  plant  in  Buffalo 


February  16,  1907. 


ELECTRIC     RAILWAY     REVIEW 


215 


which  supplies  alternating-current  power  in  parallel  with 
Niagara  Falls  power  to  some  of  its  other  substations,  but  the 
cables  to  this  particular  substation  are  not  connected  with 
the  steam  plant.  An  accompanying  load  chart  exhibits  a 
total  load  curve  for  the  city  of  Buffalo  and  also  load  and 
voltage   curves   for   the   substation   described   herewith.     The 


wanda  and  Lockport  have  storage  batteries.  The  Interna- 
tional Railway  Company  supplies  power  to  its  Canadian  di- 
vision from  its  own  hydroelectric  plant  situated  at  Table 
Rock.  Niagara  Falls.  Ontario. 

Building   Construction   of   New  Substation. 
In   excavating   for   the   foundations,   a   solid,   flat    stratum 


>IW 


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I 


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iSJB  ^X*i^."'*rl.^i;^:*-:^tt^?. 


'•■'■■■\ 


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/iircRAt/m/ta  Cunnenr 
fccDSK  Ote*.£. 


■\\*W:-*k--  rrWr^r?-.^- ^y.-^  St  $ 


Seneca    Street   Substation.    Buffalo — Cross-Section    Showing  Arrangement   of  Apparatus. 


largest  Buffalo  substation  is  that  at  Virginia  and  Washing- 
ton streets,  containing  six  1,000-kilowatt  rotaries,  a  motor- 
generator  lighting  set  and  two  1,500-horsepower  (one  hour 
rating)  storage  batteries  and  boosters.  Other  city  sub- 
stations are  at  Walden  avenue  and  the  Belt  Line,  and  in 
the  Niagara  street  steam  plant. 

The   interurban   and   other  divisions   of   the   system   out- 


of  smooth  rock  was  found  within  a  few  inches  of  the  depth 
to  which  it  had  been  planned  to  dig.  The  rock  had  a  slight 
incline  (less  than  one  foot  in  the  length  of  the  building)  and 
it  was  only  necessary  to  cut  out  a  small  channel  in  this  to 
accommodate  sewer  pipes  for  the  drainage  of  the  building. 
On  this  admirable  foundation  the  walls  are  carried  up  to 
grade   with   concrete.       The    superstructure    is    of   red    shale 


II 


] 


H  R 


II 
1 


m 


j?5~=j 


fcS=ifc8al 


E    * 


Co/tm>/r  w  Sir/rtHaofiKD 


■  >.-.-. -..-fy.  -:'-,  ..."^.v^r.  ,..-•■ r.,  .*■-.  ..'..>-  t         i>  ■■•.-.-.  -flit  ■•*•■•'»  J*  -  '*-  --  -*  -  ■  •)-*■■  -'-■'•■  --* — '-^. ':■■  *> .  ii 


To  TKANjroitni:, 


Seneca     Street      Substation,      Buffalo—  Bulbar      Compartment!      and    Method    of    Making    Switch    and    Potential    Transformer   Taps. 


Hide  of  Qm  'ity  of   Buffalo  are  supplied   wit  ii    pawn  from  brick  with  sandstone  trimmings,  and  concrete  Boors  ami  rool 

substations   located   at    North   Tonawanda,    Lockport,   Olcotl  reinforced    with    expanded    metal    and    half-inch    Iron    <■"> 

and  in  Power-honee  No.  i  of  the  Niagara  Falls  Power  Com  spaced  six  Indies  apart 
:, ;,,r.  Floor  Construction. 

All    of    these    stations    operate    on    power    from    the  in  preparing  the  main  Boor  heavy  [•beams  wen 

Niagara    Kails    Power   Company   and   those  at    North   Tone  so  that  their  tops  are  at  tie-    ame  level      The  rarlou 


'216 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  7. 


openings  were  then  framed-in  with  6-inch  channels  resting 
on  top  of  the  beams.  The  floor  consists  of  5%  inches  of  con- 
crete finished  off  with  V%  inch  of  monolith  surface.  The 
pr6cess  of  laying  the  floor  was  as  follows:  After  placing 
the    wood    forms,    %-inch    round-iron    rods    spaced    6    inches 


Seneca    Street    Substation.    Buffalo — Cross-Section    Showing    Details 
of    Building    Construction. 

apart  were  laid  and  covered  over  with  expanded  metal,  the 
two  being  wired  together  firmly.  The  control-wiring  con- 
duit of  flexible  steel  tubing  was  then  put  in  place  and  wired 
to  the  expanded  metal.  When  the  concrete  was  poured,  the 
rods,  expanded  metal  and  conduit  were  all  lifted  together 
so  that  no  portion  of  the  metal   was  within   %   inch  of  the 


of  cheapness  in  laying,  perfect  symmetry  of  short  bends  and 
no  difficulty  about  keeping  the  ducts  close  to  the  ex- 
panded metal  at  all  points,  thus  obtaining  the  maximum  pos- 
sible depth  of  concrete  above  the  ducts  and  preventing  frac- 
tures in  the  concrete.  The  flexible  conduit  comes  nearly 
enough  to  being  water-tight  for  practical  purposes.  Where 
the  conduits  come  horizontally  out  of  the  floor  they  are  led 
through  holes  of  suitable  size  drilled  in  the  channels  and  the 
ends  are  capped  with  rigid  outlet  bushings  secured  snugly 
against  the  channels.  Where  the  ducts  pass  vertically  up- 
ward or  downward  out  of  the  floor  a  solid  steel  elbow  is  at- 


15  X- Ban 


/"   3" 
/%  *■&  H.lxon  Stk/jp  16  Apart 


Seneca   Street  Substation.   Buffalo — Details  of  Switchboard   Slot. 

tached  to  the  flexible  duct,  enough  of  the  elbow  being  em- 
bedded in  the  concrete  to  render  an  unyielding  outlet  fixture. 

On  account  of  the  proximity  to  the  flooded  district  it  was 
decided  to  place  the  high-tension  busbar  compartments,  dis- 
connecting switches,  etc.,  on  the  main  station  floor,  instead 
of  in  the  basement  as  has  been  done  in  many  recent  installa- 
tions. This  location  also  has  the  advantages  of  avoiding 
the  dust  that  is  always  blown  into  the  air  chamber  by  the 
fans,  and  it  brings  the  disconnecting  switches  where  the 
operator  does  not  have  to  leave  the  machinery  to  manipu- 
late them. 

The  high-tension  busbar  structure  is  built  up  of  Kittan- 
ning  re-pressed  buff  brick,  laid  with  %-inch  joints  i  ncement- 


fi/TUflE    E*T£A/S/0/V 


Seneca     Street     Substation.     Buffalo — Plan    Showing     Present    and     Future    Arrangement    of    Apparatus. 


falsework.  The  result  is  a  strong  and  most  satisfactory 
floor,  smooth  on  both  sides.  The  monolith  has  the  advan- 
tages of  not  staining  with  oil,  cracking,  giving  off  dust  and 
not  being  as  hard  under  the  feet  as  concrete.  It  is  also 
easy  to  keep  clean  and  can  be  patched  readily. 

The   use   of    flexible-steel    conduit   offers    the   advantages 


tempered  mortar.  The  disconnecting  switch  slabs  and  bus- 
bar barriers  are  of  concrete.  The  busbars  are  supported  on 
iron-capped  porcelain  insulators  of  the  pole-line  type.  The 
insulators  are  on  iron  pins  set  in  the  horizontal  barriers.  The 
hanging  barriers  for  the  cable-disconnecting  switches  in  the 
basement   are    built   up   of   transite   board    glued   to   wooden 


February  lb.  L907. 


ELECTRIC     RAILWAY     REVIEW 


21 


frames  and   painted.      The  busbar  compartments  and  switch 
cells  are  completely  covered  with  doors  of  transite  board. 

Entrance  Details. 
.  The  sill  of  the  large  entrance  door  is  at  the  level  of  the 
main  station  floor  and  a  little  above  the  platform  height  of 
a  wagon,  so  that  apparatus  can  be  conveniently  unloaded. 
To  facilitate  unloading  machinery  and  bringing  it  into  the 
station  an  arrangement  is  provided  by  means  of  which  the 
crane  can  be  used  to  great  advantage.  Directly  in  front  of 
the  door,  and  about  fifteen  feet  from  the  sill,  there  is  a  heavy 
cast-iron  plate  secured  to  the  floor  framing.      This  plate  has 


care  of  by  providing  on  three  sides  large  windows  cut  close 
to  the  floor  and  surmounted  by  transoms,  smaller  windows 
near  the  roof  on  all  four  sides,  and  six  36-inch  ventilators  in 
the   roof. 

Arrangement    of    Apparatus. 

Current  enters  the  11,000-volt  busbars  at  one  side  of  the 
building  and  passes  straight  across  through  the  successive 
switches  and  apparatus  to  the  point  where  it  leaves  on  the 
railway  feeders  at  the  opposite  side  of  the  station.  All  con- 
nections are  thus  simplified  and  minimum  lengths  of  cable 
are    required.       The    direct-current    feeders    each     leave     the 


International    Railway,    nuffalo — Power    Chart    Showing    Total    City   and   Combined   Seneca   and   Imson   Substation   Load-Curves  Typical 

for  Winter   1906-1907. 


a  thick   portion   which  comes  flush   with   the  top  "i   the  on 
lshed    floor,  and   through   the   thick    part    there   is   a    vertical 
hole,  or  circular  eye,  three  Inches  in  diameter,  which  pa 
all  th<-  way  through  the  Boor.    Directly  under  this  eye  In  the 

main    floor   there  is  a   ring  boll    anchored    securely    in    III' 

beneath   the  basemen!    floor,      Bj    Fastening  a  chain   In   the 

ring-boll  and  passing  i'   up  through  the  eye,  a  snai'  h  blocl 

•  :ured  ai  any  desired  height  above  the  Btation  floor 

ible  around  tti<-  snatch-block  with  one  end  attached  to 

the  load  and  tin-  othei  to  the  crane-hook  can  be  used  to  haul 

the    load    off   the    truck    and    to    the    Station    flOOT,    Wh< 

then  be  picked  up  i,y  the  crane  in  the  usual  waj       Th<    ring 
bolt  Ih  sel  low  enough  in  the  ba  emenl   ii""i   bo  thai   II   can 
i»'  covered  with  >  checkered  plate  flush  with  the  flooi 
The  ventilation  of  the  whole  station  baa  been  well 


building  through  underground  ducts  directlj  In  line  with 
the  centers  of  their  respective  panels  This  separates  the 
exposed  lengths  of  cable  and  gets  the  Feeders  Into  the  ducts 
by  the  shortest  possible  route.  As  shown  in  the  plan  view 
these    duels    converge    Into    one    large    vault    under    the 

the   apparatus   is  so  placed   thai    there  is  ample  room 

around  each  element   to  perft the  usual  operations    and 

the  wide  en, nigh  so  thai   large    beavj    pleci 

ni>i   have  i"  be  raised  high  with  the  crane  when  installing 

novln         i  :         oollng  i  be  i  ransFoi  tnei  b  are  lo 

cated  close  to  windows  so  thai  outdoor  air  maj  be  had 
when  net 

The   i  ,000  kilowatl   rotarj    Is  started  on   lo 

,,i   Hi,  mer, 


218 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  7. 


and  the  400-kilowatt  rotaries  are  similarly  started  but  are 
supplied  with  power  by  three  single-phase  transformers. 
Switchboards. 
The  alternating-current  rotary  panels  contain  all  the 
switches  to  be  operated  in  starting  a  machine,  except  the 
field  break-up  switch.  The  overload  relay  and  alteruating- 
current  meter  are  also  on  this  panel,  thus  simplifying  the 
wiring.      These  panels  are  located  close  to  the  static  trans- 


Seneca   Street   Substation.    Buffalo — Exterior   View. 

formers  and  rotaries  instead  of  in  the  main  switchboard. 
The  advantages  are  that  the  attendant  has  fewer  steps  to 
take  in  starting  a  machine,  cannot  mistake  the  panel  con- 
trolling any  particular  machine  in  case  of  trouble  and  the 
main  switchboard  is  reduced  in  length,  thereby  bringing 
nearer  together  the  panels  with  which  the  attendant  is  con- 
stantly   concerned.       There    are    control    switches    and    indi- 


ting out  and   short-circuiting  the  secondaries  of  the  current 
transformers  on  the  dead  cables. 

The  direct-current  feeder  panels  are  in  the  main  switch- 
board and  are  equipped  with  potential  receptacles  connected 
to  the  station  voltmeter,  so  that  the  attendant  can  deter- 
mine, if  he  drops  a  feeder,  whether  or  not  it  is  alive  from 
another  station  and  what  voltage  it  carries.  The  circuit- 
breakers  are  all  wired  to  sound  a  gong  when  they  open  auto- 
matically. 

A  utility  panel  is  provided  in  the  main  switchboard, 
supporting  the  ammeter  and  rheostat  controlling  the  storage 
battery  for  operating  the  oil-switches;  also  switches  and 
fuses  for  lighting  circuits  and  the  motor-driven  air  compressor. 
On  the  lower  section  of  this  panel  is  a  relay  which  sounds 
a  gong  in  case  any  oil-switch  opens  automatically,  and  an- 
other relay  which  causes  six  incandescent  lamps  on  the  bot- 
tom of  the  middle  roof  truss  to  be  instantly  illuminated  from 
the  oil-switch  control  battery  in  a  case  of  a  general  power 
interruption  which  puts  out  the  regular  station  lights. 
Switchboard   Details. 

The  method  of  leading  the  wires  from  the  floor  ducts 
to  the  back  of  the  switchboard  panels  is  rather  unusual  and 
is  believed  to  have  many  advantages  over  the  individual 
junction  boxes,  bent  tubing  in  wood  sills,  etc.,  that  have 
often  been  employed.  The  switchboard  panels  stand  on  a 
wood  sill,  which  in  turn  rests  on  two  channel-irons  on  edge 
with  ample  space  between  them  for  handling  and  spacing 
the  wires.  The  conduit  projects  just  through  the  channels 
and  is  capped  off  flush.  Vertical  bushings  in  the  wood  sills 
lead  the  wires  from  the  ducts  to  the  back  of  the  panels.  The 
under  side  of  this  opening  between  the  channels  can  easily 
be  covered  with  steel  plate  so  as  to  prevent  injury  to  the 
wires  from  below. 

The  oil-switch  control  battery  is  placed  in  a  separate 
room  in  the  basement.     This  room  is  connected  by  means  of 


International    Railway.    Buffalo — Virginia   Substation   with   Six   1,000- Kw.    Rotaries. 


eating  bull's  eyes  for  the  converter  oil-switches  on  the 
direct-current  rotary  panels  as  well  as  on  the  alternating- 
current  panels.  These  switches  on  the  direct-current  panels 
are  only  for  use  in  emergency  and  are  arranged  so  that  they 
will  only  open  the  oil-switches. 

The  incoming  power  is  measured  on  a  single  meter,  re- 
gardless of  the  number  of  incoming  cables  in  service.  This 
is  accomplished  by  paralleling  the  secondaries  of  the  current 
transformers.      Double-throw   switches   are   provided   for  cut- 


a  pipe  laid  in  the  floor,  with  the  air-chamber  under  the  trans- 
formers, and  as  there  are  windows  in  the  battery  room,  the 
air  can  be  changed  at  any  rate  desired.  Next  to  the  battery 
room  is  the  store-room  and  station-attendants'  locker  room 
and  opposite  these  is  the  toilet  room.  The  whole  basement 
is  well  ventilated  by  windows  protected  on  the  outside  by 
both  screens  and  bars. 

The  electrical  apparatus  was  furnished  and  installed  by 
the  General  Electric  Company,  the  station  arrangement  and 


February  16,  1907. 


ELECTRIC     RAILWAY     REVIEW 


219 


design  having  been  worked  out  by  the  engineers  of  the  In- 
ternational Railway  Company.  The  equipment  and  arrange- 
ment of  the  new  station  are  clearly  shown  in  the  accom- 
panying engravings  from  blue-prints  and  photographs  for 
which,  with  the  above  data,  we  are  indebted  to  G.  A.  Harvey, 
electrical    engineer   International   Railway   Company. 


CHICAGO    TRACTION    ORDINANCES   TO    BE    DECIDED    BY 
VOTERS. 


COMMUNICATION. 


A    Car    Repair    Problem. 


To  the  Editors: 

The  locating  of  troubles  in  the  electrical  equipment  of 
the  ordinary  street  car  is  not  always  as  simple  as  might  be 
supposed.  The  following  statement  of  conditions  will  illus- 
trate a  problem  which  recently  came  to  my  notice.  It  might 
be  of  interest  to  the  shop  men  who  are  readers  of  the  Electric 
Railway  Review,  and  therefore  I  forward  it,  trusting  that 
some  replies  may  be  received. 

The  particular  car  on  which  the  trouble  occurred  was 
equipped  with  four  G.  E.-SO  motors  and  two  K-28  controllers. 
The  electrical  equipment  was  originally  placed  on  the  car 
at  the  car  builder's.  When  the  car  was  put  in  service  it  ran 
all  right  for  about  three  months;  then  it  was  sent  to  the 
repair  shop  for  trouble  reported  as  being  in  the  No.  2  end- 
controller.  On  inspection  the  repair  man  found  a  broken 
pawl  spring  in  the  No.  2  controller.  This  repair  was  made 
and  the  car  placed  in  the  hand  of  the  tester,  who  found  that 
with  all  four  motors  the  car  would  run  properly  from  the 
No.  1  controller  both  forward  and  reverse,  but  on  reversing 
from  the  No.  2  controller  the  No.  2  motor  would  reverse  its 
direction  of  rotation  when  the  first  parallel  point  was 
reached.  If  the  No.  1  and  No.  3  motors  were  cut  out  the  car 
would  run  forward  and  reverse  properly  when  operated  with 
the  No.  1  controller  and  would  run  forward  when  operated 
with  the  No.  2  controller,  but  when  it  was  attempted  to  re- 
verse with  the  No.  2  controller  the  circuit-breaker  would 
open.  Removing  the  brushes  from  the  No.  4  motor  opened 
the  circuit.  SEVENTY-SIX 


INSTRUCTING    TRAINMEN    AT    KNOXVILLE,   TENN. 


The  Knoxville  (Tenn.l  Railway  &  Light  Company  has 
a  novel  and  satisfactory  method  of  teaching  new  employes 
the    details    of    motor    construction    and    car    wiring.       Each 

•  rman  must  spend  seven  days  in  the  repair  shops  before 
he  is  given  a  regular  run.  During  that  time  he  must  apply 
himself  to  learning  the  component  parts  of  motors  and  on 
completing  this  service  be  able  to  trace  the  path  of  the  cur- 
rent from  the  trolley  wheel  to  the  track  return.  To  assist 
him  in  this  task  a  large  car-wiring  diagram  is  kepi  for  ready 
ref.-rence  in  a  conspicuous  place  at  the  shops.  In  addition 
to  this  bulletins  are  posted  which  enumerate  the  component 
parts  of  the  motors  used  and  furnish  descriptions  of  the 
course  traveled  by  the  current  in  passing  from  the  trolley 
wire  through  the  car  back  to  the  power  house.  One  of  these 
bulletins  is  as   follows: 

\  General  Electric  motor  type— 1,000  or  67  consists  of. 
l  armature,  l  commutator,  i  yoke,  2  brash  holders,  i  brashes, 
1  fields,  1  gear  wheel  and   1   pinion. 
General  Electric  motor  or  Typo  sun  has  but  2  fields, 

and  2  pole  pieces,  otherwise  it  la  the  si •  aa  motors  of  the 

No    1000  or  67  t\:  ■ 

Travel   of  Current. 
current  travels  from  th<-  trolley  wire  to  the  trolley 
polo,  from  the  trollej  pole  to  the  trollej  base  from  the  trolley 
to  the  ot(  Itch,  from  the  overhead-switch  to  the 

fase-box,  from  the  fuse-box  to  the  Ughtnlni 
lightning-arrester  to  the  kicking  coil,  from  the  !  oil  to 

the  cable,  from  the  '-abb-  to  the  controller,  from  the  controller 
to  the  resistance  box.  from  the  resistance  box  to  the  motor, 
from  the  motor  io  the  rail,  from  the  rail  to  the  power  b" 


The  message  of  Mayor  Dunne  vetoing  the  Chicago  City 
Railway  Company  and  the  Chicago  Railways  Company  ordi- 
nances was  read  to  the  city  council  of  Chicago  on  February 
11,  but  the  aldermen  after  discussion  passed  the  two  meas- 
ures over  the  veto.  The  vote  was  57  to  12,  or  one  more  in 
favor  of  the  ordinances  than  was  recorded  at  the  meeting 
on  February  4.  The  mayor's  objections  were  answered  in 
detail  by  the  aldermen.  They  pointed  out  that  while  the 
mayor  had  been  in  favor  of  a  settlement  of  the  traction  prob- 
lem he  was  now  interposing  objections  in  order  to  defer 
action  until  after  the  election  on  April  2.  The  principal 
points  raised  by  the  mayor  and  the  answers  of  the  alder- 
men who  discussed  the  message  were  as  follows: 


Mayor  Dunne. 
The  ordinances  fail  to  pro- 
vide practical  methods  for  the 
acquisition  of  the  systems.  At 
the  present  time  the  city  is  au- 
thorized to  issue  Mueller  certif- 
icates amounting  to  $75,000,- 
000;  after  deducting  commis- 
sions   these   would    net   $72,000.- 

in    cash.      The    price   of    the 

present  properties  as  fixed  in 
the  ordinances  aggregates  $50.- 
10.  The  cost  of  rehabilita- 
tion will  he  from  $40,000,000  to 
$50,000,000  and  may  be  an  tin- 
limited  amount,  making  the  to- 
tal cost  to  the  city  at  least  $90.- 
000.000  to  $100,000,000.  Th,-  city 
will  never  be  in  a  position  to 
acquire  these  lines  unless  sup- 
plemental ordinances  are  passed. 
authorising  the  issue  of  at  least 
$100,000,000  certificates.  Unless 
the  ordinances  limit  the  cost 
of  rehabilitation  at  any  time  to 
the  amount  of  Mueller  certifi- 
cates authorized  to  be  issued. 
in  my  judgment  it  will  be  most 
difficult  if  not  impossible  to  ob- 
tain the  passage  of  such  ordi- 
nances. 

if  the  ordinances  become  ef- 
fective and  consolidation  of  the 
two  companies  takes  place,  as 
is  highly  probable  In  view  of 
the  statement  of  John  P.  Wil- 
son, represent in^  the  Chic  igo 
City  Railway  Company,  and  In 
view  of  the  fact  that  the  same 
financial  interests  dominate  and 
■  ontroi  both  companies,  the 
consolidated  companies  will  op- 
erate under  the  ordinance  which 

is  more  favorable  to  them.  This 
is  the  Chicago  City  Hallway 
ordinance,  which,  In  tin-  event 
of  purchase  by  the  city,  re- 
quires th<  p  '  ■  rneiit  of  all 
Including  the  total  cost  of  all 
the  properties  and  rehabl 
Hon.  The  other  ordinance, 
which  in  my  judgment  will  not 
bi    accepted     i   quires    the   pa) 

meat   of  all   cash    6XCI  pi    I  111 

ol  rehabilitation, which  may  be- 
come a  llei  to  which 
the  city   i                ore. 

We    cannot     hope    wltl 
confidence  that  a  fund  win  cer- 
tainly   b     acquln  d    out    <>(    the 

net    receipts   which 

b<  come     the     property     of     i  ti ■ 

eltV.  We         View       With  I 

misKi\  ti  ga  the  assert  Ion   i  ■ 
.  ompanles  that   the  I 
coming  to   ti Ity  will   Ix 

it  ill     |.i,  I  t     of     t  i    ■ 

these 

without    an]     i'io\  i 
i. .ii   oi  an]    et,  , 

|0      t  I  l  e     o  I  ,  I  | 

toi  to  guarantee  to  the 

i  tn.  on r  any  chai 

th<     ordli 

pproxlmately  Ji 

I         to        Hi,         ,|ly 


Alderman  Foreman. 
During  the  pendency  of  the 
negotiations  the  mayor  has 
known  that  the  price  agreed  to 
be  paid  for  the  property  and  the 
amount  shown  by  the  engineers' 
estimate  to  be  necessary,  for  re- 
habilitation will  exceed  the 
amount  of  the  authorized  issue 
of  Mueller  certificates  and  that 
if  the  amount  required  to  re- 
habilitate the  properties  is  ex- 
pended, it  will  require  another 
issue  of  certificates  in  order'  to 
purchase  the  roads.  The  price 
to  be  paid  for  the  properties  Is 
not  the  price  asked  by  the  com- 
panies, hut  is  the  price  placed 
by  the  city's  own  experts,  one 
of  whom  is  the  mayor's  personal 
appointee. 


The  ene  urgent  and  sovereign 
need  of  the  city  of  Chicago  Is 
good  street  railway  service,  not 
passable  stret  i  railway  sm  ice. 
The  giving  of  an  up-to-date  set 
vice  in  this  town  will  not  en- 
danger   municipal    ownership    In 

the  slightest  degree,  if  it  does, 
municipal  ownership  is  a  pretty 
sorry  thing  to  be  making  any 
claims  to  our  consideration. 
The  Instaliat  Ion  of  tin-  set  i  Ii  e 
which  is  proposed  is  a  matter 
which  rests  i  iii n.  u  with  i be 
people  and  If  they  desire  to  em 
bars  In  the  ownership  and  opt 

ol    Btrei  i    rallwaj      they 
will  have  in.  in    ii  i in  ■    in  auiii 
orlzlng  th.-  sufficient     issue     of 
to  consummate  It. 


ordinances    pro  i 

the   conditions   that    the   in, 

return  mi  the  n -if  the 

•  n:    bi     limited   i"  S 

'"         "I         H"  Hi'        tile 

U       flXed       to        t  1 1  •'       e  \ 

pei is  pim.  tin    u  w   monej   to  bi 

I,.  I   .        ■  |   |,e 

P      Hi),    it  |i|        |   ||e 

I  '  ol       of       tile       I lit       ..I 

Islng     engil I  nut      I  Iii  I 

i iii   .ii      i mi  mii  shall 

dfl    Hi'         t   lie       He)        (.1   nlil  UpO| 

■    i i     foi     thi 

B   'Hi  In         |"    I  C 

ales       Tie 

\  III'     1  ll  It     rs I 

■hall    b  tl 


220 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  7. 


under     existing       circumstances 
will  be  wiped  out. 


No  license.1  company  to  which 
the  city  may  give  a  license  may 
acquire  the  plants  of  the  pres- 
ent companies  unless  upon  the 
payment  of  a  20  per  cent  bonus 
above  the  price  the  city  would 
have  to  pay  if  it  acquired  the 
properties  for  municipal  owner- 
ship and  operation.  The  reason 
advanced  by  the  traction  com- 
panies for  insisting  upon  this 
premium  was  that  they,  should 
be  protected  against  the  sand- 
bagging operations  of  rival  cap- 
italists. The  companies  abso- 
lutely refuse  to  accept  the  pro- 
vision that  if  a  licensee  com- 
pany should  offer  to  the  city  to 
accept  an  ordinance  of  similar 
character  and  give  a  4-cent 
fare,  the  existing  companies 
should  take  the  money  invested 
in  the  plant  and  turn  over  the 
properties  to  a  4-cent  fare  com- 
pany. 


The  city  is  embarrassed  by  a 
provision  which  permits  these 
companies  to  charge  10  per  cent 
contractor's  profit  upon  the  cost 
of  rehabilitation  and  at  the 
same  time  the  ordinances  per- 
mit them  to  make  subcontracts. 
Under  the  ordinances  the  com- 
panies are  empowered  to  charge 
10  per  cent  additional  on  the 
cost  of  subcontracts  and  the 
profit    obtained   therefrom. 


The  agreement  between  John 
A.  Spoor,  Thomas  E.  Mitten, 
the  City  of  Chicago  and  tin- 
First  Trust  and  Savings  Bank, 
which  purports  to  remove  the 
obstruction  created  by.  the  exis- 
tence of  the  present  General 
Electric  railway  ordinance,  is 
not  signed  by  any  of  the  par- 
ties. 

The  amendment  providing  for 
the  arbitration  of  disputes  be- 
tween the  companies  and  their 
employes    was   voted  down. 


the  purpose  of  maintenance, 
and  the  second  for  the  purpose 
of  extension  and  replacement. 
Whatever  remains  of  these  two 
funds  at  the  termination  of  the 
grant  goes  either  to  the  city  or 
its  licensee  and  never  to  the 
companies. 

Speculation  in  Chicago's 
streets  should  cease.  The  city 
should  have  no  choice  as  to 
which  profit-making  corporation 
occupies  its  streets.  It  must  be 
borne  in  mind  that  the  demand 
for  20  per  cent  bonus  is  one  to 
protect  the  companies  from 
other  companies  which  seek  to 
oust  them  from  the  streets. 
They  contend,  and  not  without 
some  force,  that  if  the  city  be- 
come a  party  to  such  intent, 
at  least  they  should  be  compen- 
sated for  their  removal,  and 
that  they  should  not  be  made 
the  prey  of  firms  of  promoters 
who  trade  on  other  people's  as- 
sets. The  suggestion  that  such 
a  licensee  company,  should  give 
4-cent  fares  was  met  by  the 
companies  by  the  statement 
that  this  would  be  no  protection 
to  the  companies,  but  would  in- 
ure to  the  benefit  of  the  city. 
Such  a  licensee  company  could 
not  be  required  to  spend  any 
money  on  subways  or  under- 
ground trolleys,  or  to  make  ex- 
tensions, or  to  pay  the  city  com- 
pensation, or  a  part  of  its  net 
profits. 

The  part  of  the  ordinances  re- 
lating to  contracts,  the  method 
of  their  letting  and  the  per- 
centage of  the  contractor's 
profit  was  one  that  was  properly 
guarded  by  Bion  J.  Arnold.  A. 
B.  Du  Pont  and  M.  E.  Cooley. 
The  price  of  every  article  in- 
stalled by  any  of  the  companies 
must  be  approved  by  the  board 
of  supervising  engineers  on 
which  the  city  has  one  member. 
.Mr.    Arnold. 

Alderman  Werno. 
The  contract  covering  the  dis- 
position of  the  General  Electric 
railway  line  has  been  signed 
and  deposited  with  the  comp- 
troller. 


The  employes  have  not  urged 
that  the  ordinances  provide  for 
arbitration  of  disputes  between 
the  companies  and  the  employes. 

The  ordinances  as  finally  adopted  contained  some 
changes  from  the  summary  as  published  in  the  Electric  Rail- 
way Review  of  January  19,  1907.  The  important  changes  are 
as  follows: 

Referendum. 

The  ordinances  "shall  not  take  effect  unless  and  until  a  ma- 
jority of  the  votes  cast  upon  the  following  question  of  public 
policy  at  the  election  to  be  held  in  the  City  of  Chicago,  on  the 
first  Tuesday  in  April.  A.  D.  1907,  are  in  the  affirmative:  'For  the 
approval  of  ordinances  substantially  in  the  form  of  the  pending 
ordinances  (reported  to  the  City  Council  of  the  City  of  Chicago  on 
January  15,  A.  D.  1907),  authorizing  the  Chicago  Railway  Company 
and  the  Chicago  Railways  Company,  respectively,  to  construct, 
maintain  and  operate  street  railways  in  said  city,  and  providing 
for  the  purchase  thereof  by  the  said  City  or  its  licensee.'  " 

Transfers. 

The  companies  shall  exchange  transfers  with  all  existing  street 
car  lines  operating  in  the  city,  not  heretofore  mentioned,  under 
reasonable  regulations,  and  at  all  points  of  connection  after  such 
time  as  the  franchises  of  the  other  lines  now  operating  shall  have 
expired  and  shall  be  extended  or  renewed. 

Through    Routing. 

The  purchase  or  acquisition  by  the  city  or  its  licensee  of  any 
street  railways  shall  not  affect  or  impair  the  obligations  regarding 
transfers  and  through  routes. 


Fares. 

The  ordinance  was  amended  to  include  the  future  limits  of  the 
city  for  one  fare 

Chicago    Railways    Company. 

If  the  property  and  rights  of  the  Union  Traction  company  are 
not  acquired  within  120  days  after  the  passage  of  the  ordinance 
the  company  has  an  additional  90  days  in  which  to  secure  ap- 
proval of  the  plan  of  reorganization  and  readjustment.  There 
must  be  deposited  with  the  Chicago  Title  &  Trust  Company  as 
trustee  by  January  20,  1908,  not  less  than  3,126  shares  of  stock 
of  the  Chicago  West  Division  Railway  Company,  1,251  shares  of 
stock  of  the  North  Chicago  City  Railway  Company.  29,801  shares 
of  the  stock  of  the  North  Chicago  Street  Railroad  Company,  and 
49.946  shares  of  stock  of  the  West  Chicago  Street  Railroad  Com- 
pany, being  a  majority  in  each  instance,  other  than  that  held  by 
trustees  under  existing  mortgages  or  trust  deeds:  also  80,001  shares 
of  the  preferred  stock  of  the  Chicago  Union  Traction  Company  and 
133,334  shares  of  the  common,  being  more  than  two-thirds  of  each 
class.  The  plan  shall  not  be  operative  unless  the  allotment  of 
securities  and  the  other  provisions  are  approved  by  P.  S.  Gross- 
cup  and  John  C.  Gray.-  If  they  fail  to  agree  they  shall  refer  the 
question  in  disagreement  to  a  third  person  to  be  selected  by  them. 
In  case  they  fail  to  agree  on  such  third  person  the  selection  shall 
be  made  by.  George  W,  Wickersham  and  Edward  B.  Burling.  The 
decision  of  a   majority   shall   then   be  binding. 

General    Electric    Railway    Company. 

The  representatives  of  the  Chicago  City  Railway  Company 
agree  as  a  condition  of  the  ordinance  to  secure  to  the  city  of 
Chicago  the  power  to  annul  all  the  rights  and  franchises  of  the 
i  leneral  Electric  Railway  Company  and  to  remove  its  tracks.  In 
accordance  with  this  agreement  John  A.  Spoor  and  Thomas  E. 
Mitten  deposit  with  the  First  Trust  and  Savings  Bank  as  trustee 
the  promissory  notes,  bonds  and  certificates  of  stock  of  the  Gen- 
eral Electric  Railway.  If  the  ordinance  becomes  operative  these 
securities  shall  be  held  by  the  trustee  until  the  provisions  of  .the 
agreement  have  been  carried  out.  If  the  ordinance  does  not  take 
effect  on  or  before  July  1.  1907.  the  securities  shall  be  returned  to 
Mr.    Spoor  and  Mr.   Mitten. 

The  board  of  election  commissioners  has  heard  argu- 
ments regarding  the  legality  of  the  form  of  the  emergency 
referendum  petition,  and  will  probably  announce  its  decision 
next  week.  If  it  is  decided  that  the  petition  is  legal  in  form, 
the  voters  who  are  attacking  it  will  raise  the  question  that 
the  signatures  are  not  sufficient  in  number  and  that  some 
were  forged. 

In  order  that  there  might  be  no  doubt  as  to  its  position 
the  Chicago  Railways  Company,  through  Henry  A.  Blair, 
vice-president,  has  addressed  a  letter  to  Charles  Werno, 
chairman  of  the  local  transportation  committee  of  the  city 
council,  stating  that  the  company  is  advised  by  counsel  that 
the  clause  providing  that  the  ordinance  shall  be  effective 
only  in  the  event  of  a  favorable  vote  at  the  April  election,  is 
legal  and  valid.  "The  company,"  Mr.  Blair  says,  "will  not, 
in  any  event  or  under  any  circumstances,  make  any  claim 
to  the  contrary.  If  the  majority  of  the  votes  cast  shall  not 
be  in  favor  of  the  ordinance,  the  company  will  make  no 
claim  that  the  ordinance  is  operative  and  will  make  no 
claim  to  any  rights  under  the  ordinance.  The  company  does 
not  desire  to  undertake  the  reconstruction  of  the  street  rail- 
ways covered  by  any  ordinance  which  is  disapproved  by  a 
majority  of  the  voters  of  the  city  who  may  vote  for  it.  The 
company  is  willing  to  give  such  other  assurances  as  may 
be  desired  by  your  committee  to  further  protect  the  city  in 
the  matter  above  referred  to."  This  letter  is  similar  to  one 
that  was  issued  by  T.  E.  Mitten,  president  of  the  Chicago 
City  railway,   several  weeks  ago. 


Large  Power  Plant  for  Inland  Empire  System. 


The  Spokane  &  Inland  Empire  Railroad  Company  is  now 
engaged  on  a  large  water  power  development  at  Nine  Mile 
bridge  on  the  Spokane  river  near  Spokane.  Wash.  The  work 
includes  the  construction  of  a  masonry  dam  and  power  house 
and  the  ultimate  installation  of  turbines  and  generators  capa- 
ble of  producing  over  20,000  horsepower.  The  construction  is 
in  charge  of  Mr.  F.  M.  Sylvester,  manager  for  Sanderson  & 
Porter,  engineers  and  contractors,  who  have  the  contract  for 
the  work. 


The  new  electric  railway  track  laid  in  Canada  in  1906 
amounted  to  93.32  miles.  Of  this  total  88.42  miles  were  laid 
in  Toronto,  Quebec  and  British  Columbia. 


February  16.  1907. 


ELECTRIC     RAILWAY     REVIEW 


221 


ELECTRIC    LINES     BETWEEN     DENVER    AND    BOULDER. 

COLO. 


Plans  recently  have  been  completed  for  making  possible 
through  electric  trains  between  Denver  and  Boulder.  Colo.,  a 
distance  of  29.5  miles.  United  in  this  work  are  I  he  Denver 
City  Tramway  Company,  which  will  furnish  city  terminal 
facilities,  the  Denver  &  Interurban  Railroad  Company,  which 
will  build  a  new  line  from  Globeville  just  north  of  Denver 
to  Semper,  and  the  Colorado  &  Southern  Railway  Company, 
which  will  equip  for  electric  operation  its  present  steam 
operated  lines  between  Denver  and  Boulder,  meanwhile  build- 
ing a  low-grade  height  line  to  be  operated  with  steam 
locomotives  from  Semper  to  Louisville  Junction.  It  is  an- 
nounced that  construction  work  will  begin  at  once  on  the 
Denver  A.-  [nterurban  portion  of  the  undertaking. 

The  accompanying  map  shows  the  location  of  the 
smaller  towns  with  respect  to  Denver  and  Boulder.  It  will 
be  noted  that  at  the  present  time  the  Colorado  &  Southern 
has  a  steam-operated  line  comprising  a  single  track  from 
Denver  to  Louisville  Junction,  from  which  point  to  Boulder 
there  arc  two  operating   lines,  one   by   way  of   Louisville,  the 


Map    Showing     New     Lines    to     Be    Built    and     Electrified     Betweetl 
Denver    anrl    Boulder.    Colo. 

other  through   Marshall.      It   has  been   definitely   announced 

that  tin-   Denver  City   tramway   will   build  a  new   line   fr 

Seventeenth  street  on  Arapahoe  street  to  Twenty-Third 
street,  thence  along  Twenty-Third  street  ami  across  the 
Twenty-third  street  viaduct,  which  will  he  rebuilt,  thence  bj 
private  right  -it  way  to  Washington  Btreet  ami  along  this 
I  to  Globeville  at  tin-  city  limits.  From  Cloheville  the 
Denver  A  [nterurban  Company  will  build  a  new  line  to 
Semper,  and  from  Semper  to  Louisville  Junction  the  Denver 
&   Interurban   cars  will  operati    ovei    the   present   Colorado 

inthern  main  line    which  has  a  maximum  grade  ol 
per   cent      That    thi  Belittles   may    no!    be   limited 

between  Semper  and  Louisville  Junction  a  mu   line  tor  the 
operation  oi  freight   train  an   locomotives   will   be 

built  with  a  ruling  grade  ol    -  per  cent 

Willi   iin  action  there  win   he  afforded   two 

from    Denver  to  Louisville,  'me  to  he  used   bi 

tricall]    operated   cars    for    i  traffic   ami    the  othei 

for  steam-operated  freight  trains      From  Louisville  Junction, 

ed    there  are  two  single-track   mines  now 

in  operation  to   Boulder      Advantage  win   he  taken  ol 

tiled  "loop"  by  operating  botl  and  electric  ti 

from  Louisville  to  Boulder  on  tin-  northern  track  and  in  the 
oppo  ne  direction  on  the  southern  track  by  waj  ol   \i  n  hall 

The  distance  between  Denver  and  Bouldei  ovei   the  new 


route  will  be  approximately  30  miles  and  it  is  expected  to 
make  the  run  in  52  minutes.  The  roadbed  of  the  new  line 
will  be  designed  for  heavy  traffic  and  the  track  laid  with 
SO-pound  steel  rails.  The  waterways  will  be  crossed  with 
concrete  arches.  The  Denver  &  Interurban  Railroad  Com- 
pany has  offices  at  809  Cooper  building.  Denver.  Mr.  A.  D. 
Parker  is  president,  and  Mr.  H.  W.  Cowan  chief  engineer 
of  this   work. 


PROPOSED      BRCOKLYN-MANHATTAN      SUBWAY      LOOP. 


After  a  long  and  complicated  controversy  over  the  rela- 
tive merits  Of  a  subway  and  an  elevated  loop  to  connect  the 
Manhattan  terminals  of  the  Brooklyn,  Manhattan  anil  Wil- 
liamsburg bridges,  the  Board  of  Estimate  and  Apportionment 
of  New  York  City  has  approved  the  plan  for  a  four-track 
subway  loop,  and  it  is  now  expected  that  this  will  be  fol- 
lowed by  the  approval  of  the  appellate  division  of  the  su- 
preme court  of  the  state. 

Under  the  rapid  transit  laws  that  have  been  enacted 
and  amended  at  various  times  by  the  legislature  of  New 
York  for  the  benefit  of  Xew  York  City,  the  local  authority 
in  the  matter  of  approving  routes  ami  granting  franchises, 
which  formerly  rested  with  the  board  of  aldermen,  is  now 
exercised  'wholly  by  the  board  of  estimate  and  apportion- 
ment. The  determination  of  routes  and  the  question  of  gen- 
eral public  policy  rest  with  the  board  of  rapid  transit  com- 
missioners, which  consists  of  the  mayor,  comptroller  or  other 
chief  financial  officer,  the  president  of  the  chamber  of  com- 
merce of  the  city  and  five  other  persons.  The  legal  course 
to  be  followed  before  new  rapid  transit  facilities  are  author 
ized  follows:  The  board  of  rapid  transit  commission- 
ers must  consider  routes  and  general  plans  and  determine 
whether  the  desired  rapid  transit  facilities  would  be  in  the 
public  interest;  secure  the  approval  of  the  board  of  estimate 
and  apportionment;  and  secure  the  consent  of  the  owners  of 
the  abutting  property  to  the  extent  of  50  per  cent  of  the  as- 
sessed value  thereof.     If  the  consent  of  property  owners  is 

not  obtainable  the  law  provides  that  the  appellate  division 
of  I  he  supreme  court  shall  appoint  a  commission  to  investi- 
gate each  proposed  route  and,  upon  a  favorable  report  of  this 
commission,  the  court  may  authorize  the  extension.  The 
board  must  then  prepare  detailed  plans  and  specifications 
and  advertise  for  bidders. 

The  route  as  designed  by  the  board  of  estimate  and  ap- 
portionment and  shown  by  the  accompanying  map  begins  al 
the  Manhattan  end  of  the  Williamsburg  bridge  and  runs 
through  Delancey  street  ami  its  contemplated  extension  to 
Centre  street  and  under  Centre  street  to  the  Brooklyn  bridge 
terminal  at  Park  Kow.  with  a  spin-  extending  under  I 
street  to  the  proposed  new  Manhattan  bridge.     In  Brooklyn 

the    subway    extends     from     I  he     Williamsburg      bridge      under 

Broadway  to  Lafayette  avenue  and  thence  under  that  Btreet 
back  to  the  extension  of  the  Manhattan  bridge  approach. 

Although  the  board  of  rapid  transit  commissioners  has 
no  control  over  the  bridge  traffic  over  the  Blast  river  the 
latter  being  In  the  hands  of  the  bridge  commission,  the  tor 

I]    bat    taken  everj  step  in  Its  power  to  promote  a  plan 

illel   ol    the  congested   condition  ol   the  pas 

traffic   between    Manhattan   island  ami    Brooklyn   and 

ba    antlclpi I  the  decision  ol  the  appellate  division  ol  the 

me  court    by    the   preparation    of   complete    plani    and 

l>   .Mirations   tol    the    loop,   so    that    alter   all    I       <'      teps   shall 

been  taken  there  need  be  no  delaj    In  advertising  foi 
bidders  and  In  raising  the  funds  to  undertake  the  worl 

The  work  which  will  first  be  undertaken  will  be  the  Man 
1 1 . 1 1 1 . 1 1 1  portion  oi  tin  loop  connecting  the  Williamsburg  and 
Brooklyn  bridges.  The  completion  ol  the  Brooklyn  portion 
ot  the  loop  bj   ne  line  over  the  Manhattan  b 

iwait  oi  course  the  completion  of  the  long  delayed 
on  in..'     ii  ...  i  ure       i  mi   i  ibli    ■  ii.-iim  i. in.  ■ 


222 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  7. 


hattan  portion  of  the  loop  could  be  in  operation  within  about 
two  and  a  half  years. 

The  effectiveness  of  the  earliest  relief  that  can  be  afford- 
ed by  the  construction  of  the  subway  loop  hinges  largely 
upon  the  establishment  of  practicable  conditions  for  the  ope- 
ration of  the  cars  of  the  Brooklyn  Rapid  Transit  Company 
around  the  loop  connecting  the  Williamsburg  and  Brooklyn 
bridges. 

During  the  discussion  of  the  relative  merits  of  a  sub- 
way and  elevated  loop  structure  on  Manhattan  Island  this 
question  was  an  important  consideration.  The  majority  of 
the  board  of  estimate  and  apportionment  favored  the  sub- 
way loop,  in  order  to  prevent  further  disfigurement  of  the 
city  by  an  elevated  structure,  but  the  Brooklyn  Rapid  Transit 
Company  contended  that  from  its  standpoint  a  subway  loop 
presented  grave  operating  difficulties,  particularly  if  the 
board  insisted  upon  the  operation  of  all-steel  cars  in  the 
subway,  and  that  these  difficulties  would  all  be  overcome 
by  the  building  of  an  elevated  structure.  It  was  declared 
that  the  section  of  the  city  to  be  traversed  is  of  a  character 
that  could  not  be  injured  for  business  purposes  by  the  pres- 
ence of  an  elevated  structure  and  that  the  latter  would  afford 
relief  in  the  near  future,  whereas  the  subway  cannot  be  built 
and  placed  in  operation  in  time  to  solve  the  present  distress- 

JMAJ 

^-"/JOD^JJJJJJJ^J, 


Rapid  Transit  Company  is  an  applicant  for  the  proposed 
subway  loop  between  the  bridges,  or  at  least  has  signified  its 
willingness  to  lease  and  operate  it  when  constructed.  This 
is  incorrect.  The  question  of  the  adaptability  of  our  equip- 
ment to  such  operation,  the  safety  of  handling  the  business 
under  the  prescribed  conditions,  and  the  possibility  of  lift- 
ing cars  up  a  5%-per  cent  grade  at  the  Park  Row  end 
of  the  Brooklyn  bridge  without  a  great  expenditure 
for  new  types  of  cars  and  change  of  train  composition  which 
together  with  an  increased  cost  of  operation  would  make  it 
impracticable  from  a  financial  standpoint — all  these  will  need 
to  have  the  most  careful  consideration  in  the  light  of  further 
information.  The  discussion  with  the  committee  was  on 
these  lines.  We  are  exceedingly  desirous  of  co-operating  in 
any  feasible  measure,  above  ground  or  below,  but  we  can- 
not do  the  impossible.  I  have  from  the  first  felt  and  frankly 
expressed  grave  doubt  of  the  feasibility  of  the  Brooklyn 
Rapid  Transit  Company  operating  the  subway  connection 
between  the  bridges  on  the  grades  laid  down  by  Mr.  Parsons 
three  years  ago,  which  I  understand  practically  control  in 
the  present  plan,  but  we  will  gladly  join  the  committee  in  the 
fullest  consideration  of  this  or  any  other  proposition,  how- 
ever doubtful  the  result  may  now  seem  to  be." 

On  the  Brooklyn  side  of  the  Williamsburg  bridge  no  in- 
cline will  be  required,  so  far  as  the  Brooklyn  Rapid  Transit 
cars  are  concerned,  as  a  cross-over  will  connect  the  Williams- 
burg tracks  with  the  elevated  structure  of .  that  system  in 
Broadway.      There  is  no  question  that  the  proposed  loop,  if 


Route    of    Proposed     Brooklyn- Manhattan    Subway    Loop. 


ing  problem  of  the  bridge  congestion.  The  company  con- 
tended that  although  enormous  sums  of  money  have  been 
expended  in  improving  the  company's  elevated  structures  in 
Brooklyn,  the  adoption  of  the  heavy  steel  cars,  the  use  of 
which  in  the  subway  the  board  of  rapid  transit  commission- 
ers at  first  proposed  to  make  compulsory,  would  necessitate 
a  further  radical  strengthening  of  the  elevated  structure  in 
Brooklyn  and  the  expenditure  of  vast  sums  for  this  work 
and  for  new  cars  and  auxiliary  equipment.  As  the  result 
of  conferences  between  President  E.  W.  Winter  of  the  Brook- 
lyn Rapid  Transit  Company  and  the  board  of  rapid  transit 
commissioners  it  was  decided  that  the  board  would  not  in- 
sist upon  all-steel  cars  but  that  cars  similar  to  the  new  type 
of  steel-underframe  wooden  cars,  having  asbestos  floor  pro- 
tection, would  be  satisfactory.  The  concession  does  not  re- 
lieve the  Brooklyn  Rapid  Transit  Company  from  large  ex- 
penditures for  new  equipment  and  for  increased  power  to 
operate  the  loop — expenditures  which  will  be  very  considera- 
bly increased  by  reason  of  the  5%-per  cent  grades  and  the 
very  short  curves  connecting  the  bridge  tracks  with  the  sub- 
way. The  present  position  of  the  Brooklyn  Rapid  Transit 
Company  in  the  matter  is  clearly  set  forth  in  the  following 
statement,  which  has  been  issued  by  President  Winter: 

"Apparently  the  impression  is  abroad  that  the  Brooklyn 


found  practicable,  will  enable  the  Brooklyn  Rapid  Transit 
Company  to  operate  its  cars  under  a  much  reduced  headway 
and  to  care  for  the  bridge  traffic  with  a  greater  degree  of 
comfort  than  at  present,  but  it  will  also  involve  a  complete 
revision  of  the  company's  operating  scheme.  The  ramifica- 
tions of  the  company's  system  will  make  possible  a  number 
of  through  loop  operations  and  this  will  involve  a  freer  in- 
terchange of  cars  between  the  various  lines  of  the  system 
than  at  present.  It  will  be  necessary  to  work  out  all  the 
routes  on  the  basis  of  economical  operation.  The  operation 
of  either  elevated  or  subway  loop  will  add  great  expense  to 
the  Brooklyn  Rapid  Transit  Company.  Some  300  new  cars 
will  be  required  and  15,000  kilowatts  capacity  for  additional 
power,  so  that  the  aggregate  investment  on  account  of  the 
loop  will  hardly  be  less  than  $4,500,000,  without  considering 
the  numerous  changes  in  the  elevated  structure,  which  may 
be  necessary  in  the  working  out  of  the  new  through  routes. 
It  is  the  intention  of  the  Rapid  Transit  Commission,  when 
the  Brooklyn  portion  of  the  proposed  subway  loop  is  built, 
that  the  whole  loop  will  be  operated  in  connection  with  the 
present  subway  system,  the  Manhattan  portion  of  the  loop 
to  the  Brooklyn  approach  of  the  Williamsburg  bridge  being 
used  jointly  by  the  subway  operating  company  and  the  Brook- 
lyn Rapid  Transit  company. 


February  16,  1907. 


ELECTRIC     RAILWAY     REVIEW 


223 


NEW   TYPE    OF   CAR,    UNITED   TRACTION    COMPANY. 


The  United  Traction  Company.  Albany,  N.  Y.,  has  re- 
cently placed  in  service  a  new  type  of  car  which  includes 
several  interesting  details.  The  car  is  of  the  straight-sided 
type  with  vestibuled  platforms  and  a  steam-car  pattern  hood. 
The  principal  feature  which  commends  the  car  to  the  offi- 
cials of  the  traction  company  is  the  device  for  opening  and 


New    Cars    for    United    Traction    Company,    Albany — Interior    View 

Showing   Arrangement   of   Doors  to   Form    Motorman's 

Compartment. 

closing  the  doors  by  the  motorman.  This  mechanism  also 
closes  the  steps  while  the  car  is  in  motion.  It  is  thought 
that  placing  the  doors  and  steps  under  the  control  of  the 
motorman  will  keep  the  number  of  accidents  to  passengers 
at  a  minimum.  The  fact  is  recognized  that  nearly  all  dam- 
age suits  against  street  railway  companies  are  caused  by  in- 
jury  to   passengers  while  they  are  getting  on  or  off  moving 


United    Traction    Company,    who     has     exercised    a    general 
supervision  over  the  construction  of  the  sample  car. 

The  new  cars  will  be  run  over  the  Troy  division.  The 
general  dimensions  are  as  follows:  Length  of  body  28  feet; 
over  platforms  40  feet;  over  buffers  41  feet  6  inches;  width  at 
bottom  S  feet;  over  drip  rails  8  feet  2  inches.  The  interior 
finish  is  cherry;  ceilings  of  bird's  eye  maple;  .  seats  and 
backs  spring  cushioned  covered  with  rattan.  The  glass  in 
the  side  sash  and  doors  is  polished  plate,  and  the  deck  glass 
is  white-chipped  with  bevel  borders.  The  car  is  equipped 
with  a  push-button  signal  bell  system,  alarm  gongs.  Consoli- 
dated heaters,  pantasote  curtains,  solid  polished  bronze  trim- 
mings and  other  details.  The  vestibule  platform  is  on  a 
level  with  the  car  floor,  the  vestibule  having  a  cab  for  the 
motorman,  who  is  completely  shut  off  from  the  platform  com- 
partment. A  unique  feature  is  the  operation  of  the  push- 
button signal  bells,  the  current  being  taken  from  the  trolley 
and  the  voltage  lowered  by  a  diverter.  The  car  is  mounted 
on  Brill's  No.  27. G.  I.  trucks,  equipped  with  four  G.  E.  No, 
SO  motors,  and  type-M  master  control. 


Suggestion  to  Prevent  Street  Crossing  Accidents. 


A  special  committee  appointed  by  the  Indianapolis  Com- 
mercial Club  to  investigate  street  car  accidents  has  suggest- 
ed a  plan  to  avoid  accidents  caused  by  persons  passing  from 
behind  one  car  immediately  in  front  of  an  approaching  car 
on  the  opposite  track.  The  plan  deemed  practical  by  the  com- 
mittee was  the  placing  of  a  signal  bell  on  the  rear  of  each 
car,  to  be  operated  by  the  motorman,  when  his  car  is  at  a 
standstill  and  another  car  is  approaching  on  the  opposite 
track;  such  signal  to  be  a  warning  to  the  pedestrian  about  to 
cross  from  behind  a  standing  car  to  the  track  of  an  approach- 
ing car.  Robert  I.  Todd,  vice-president  and  general  manager 
of  the  Indianapolis  Traction  &  Terminal  Company,  to  whom 
the  plan  was  presented,  said  it  was  impractical,  because 
it  depended  on  a  dry  battery,  the  action  of  which  he  said 
was   uncertain.     Mr.   Todd's   objections   were   on    the    theory 


New    Cars    for    United    Traction    Company.    Albany — Exterior   View   showing   Air-Operated   doors   and   steps. 


This  will  be  prevented  i>>  the  Dew  type  of  car,  as  a 
passenger  win  be  unable  "■  gel  <>n  or  oir  the  ear  until  the 
car  come*  to  a  dead  rtop,  when  the  doors,  will  then  be  opened 
by  ih<-  ah  mechanism  controlled  by  the  motorman, 

The   trial   car  operates  so  satisfactorily   that  an  order 

Kir  lm   more  m:ih  been   placed   with   the  builders,   the  J.    11 

■  ompany,  VTatervliet,  N.  Y.     Tlw  lm  new  cars 

win  be  duplicates  of  the  sample  car,  with  some  modifies 

suggested    by    Edged    B     I  leral     mai  the 


thai  .i  bell  falling  to  work  at  all  times  might  lead  the  public 
Into  danger  If  di  upon 


The  Colui  Iwaj  St  Light  Company,  of  Columbus, 

o..  ha    paid  dividends  to  over  600  ol  Its  employes.  This  Is  In 

rdance  with  ■>   pollc]   adopted  several  years  ago  bj   the 
compan]    to  pay  dividends  i"  Iti   employes  al  the 
paid  the  Btockholdi  I  on  the  amount  "i  the 

iiii   emplo 


22  l 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  7. 


DELLWOOD     PARK,    CHICAGO    &    JOLIET    ELECTRIC 
RAILWAY. 


The  Chicago  &  Joliet  Electric  Railway  Company,  of 
Joliet,  111.,  is  now  completing  in  readiness  for  the  summer 
season  what  is  expected  to  be  one  of  the  finest  and  most 
attractive  parks  owned  by  interurban  railways  in  the 
country,  both  on  account  of  its  advantages  in  the  way  of  nat- 
ural scenery  and  from  an  architectural  standpoint.  Dellwood 
Park,  as  it  is  called,  is  located  on  the  main  line  of  the 
Chicago  &  Joliet  Electric  Railway,  about  four  miles 
north  of  Joliet  and  about  thirty-five  miles  southwest 
of  the  center  of  Chicago.  The  work  on  the  park  was 
begun  early  in  1906  and  it  was  opened  to  the  public, 
although  in  an  incomplete  state,  last  season.  This  year  the 
park  is  being  improved  in  many  ways  and  new  features  are 
being  added,  including  some  new  buildings.  This  work  is 
now  in  progress  and  is  being  pushed  as  rapidly  as  possible  in 
order  to  have  the  park  entirely  completed  by  the  opening  of 


Company.  From  Summit,  three  miles  west  of  the  Forty-eight 
street  terminal,  a  double-track  line  extends  to  Lyons,  where 
connection  is  made  with  the  cars  of  the  Chicago  Union 
Traction  Company  connecting  with  all  lines  on  the  west  and 
north  sides  of  Chicago.  The  distance  from  Joliet  to  the 
Chicago  city  limits  is  30  miles  and  cars-  are  now  operated  on 
an  hourly  schedule,  making  the  run  in  1  hour  and  25  min- 
utes. During  the  summer  the  headway  will  be  reduced  to 
30  minutes  or  possibly  15  minutes  and  the  running  time  will 
also  be  reduced.  The  run  from  Joliet  to  the  park  is  made  in 
15  minutes  and  during  the  park  season  cars  will  run  every 
five  minutes  or  oftener  if  occasion  requires.  It  is  expected 
to  attract  a  large  number  of  visitors  to  the  park  from  Chi- 
cago and  to  this  end  it  is  expected  to  reduce  the  round-trip 
rate  to  50  cents.  No  admission  fee  to  the  park  will  be 
charged. 

The  grounds  on  which  the  park  is  located  are  rectangu- 
lar in  shape,  2,400  feet  long  by  1.350  feet  wide,  the  long  side 
extending  east  and  west,  comprising  about  62  acres  of  land 


C2ll\\ood    Park — Boathouse   and    Lower    Dam    with    Passageway   Underneath. 


the  coming  season.  Although  the  state  of  some  of  the  new 
work  is  not  sufficiently  advanced  to  permit  of  illustration. 
the  accompanying  engravings  from  photographs,  for  which 
we  are  indebted  to  the  courtesy  of  Mr.  J.  R.  Blackhall,  gen- 
eral manager  of  the  Chicago  &  Joliet  Electric  Railway  Com- 
pany, will  give  an  excellent  idea  of  the  scope  and  class  of 
the  work  and  the  natural  advantages  of  the  location.  All 
of  the  work  is  of  the  most  substantial  character  throughout, 
and  when  completed  the  park  will  have  cost  approximately 
1250,000. 

The  Chicago  &  Joliet  Electric  Railway  Company,  which 
is  controlled  by  the  American  Railways  Company,  of  Phila- 
delphia, Pa.,  operates  six  city  lines  in  Joliet  and  vicinity  and 
furnishes  an  entrance  to  the  city  over  its  tracks  for  the  cars 
of  the  Joliet  Plainfield  &  Aurora  Railroad  Company,  operat- 
ing between  Aurora  and  Joliet.  The  Chicago  &  Joliet  also 
has  a  double-track  interurban  line  from  Joliet  to  the  city 
limits  of  Chicago  at  Forty-eighth  street,  whence  passengers 
may  continue  their  journey  to  the  center  of  the  city  in  the 
cars  of  the  Archer  avenue  line  of  the  Chicago  City  Railway 


whose  character  is  admirably  suited  for  park  purposes.  The 
ground  is  mostly  hilly  and  about  two-thirds  of  it  is  wooded, 
including  40  varieties  of  trees,  shrubs  and  plants  growing  in 
their  natural  state.  A  large  number  of  imported  shrubs  and 
plants,  as  well  as  native  shrubs  and  trees,  have  been  added 
during  the  past  season  to  the  already  fine  collection  in  the 
park.  A  deep  ravine  extends  through  the  grounds  in  an 
easterly  and  westerly  direction,  with  rock  cliffs  from  30  to 
50  feet  high  exposed  on  either  side.  The  difference  in  eleva- 
tion between  the  lowest  point  in  the  ravine  and  the  highest 
point  of  ground  in  the  park  is  82  feet. 

The  high  ground  overlooks  the  valley  of  the  Des  Plaines 
river,  with  a  view  to  the  north  and  south  as  far  as  the  eye 
can  reach,  taking  in  the  Chicago  Drainage  Canal  and  the 
deep  waterway  soon  to  be  built  from  Lake  Michigan  to  a 
point  opposite  the  park  and  which  is  planned  to  extend  to 
the  Gulf  of  Mexico  by  way  of  the  Illinois  and  Mississippi 
rivers. 

Formerly  a  small  stream  ran  through  the  ravine,  of  such 
insignificant  proportions  that  it  was  often  nearly  dry  in  the 


.February  16,  1907 


ELECTRIC     RAILWAY     REVIEW 


izo 


summer.  This  has  been  dammed  by  two  reinforced  concrete 
gravity  dams  to  form  two  lagoons,  one  with  an  area  of  IS 
acres  and  the  other  3.5  acres,  which  afford  excellent  oppor- 
tunities for  boating,  bathing  and  other  water  spurts  in  the 
summer  and  skating  in  the  winter. 

Both   dams   were  built   by   the   Amlmrsen   Hydraulic  Con- 
struction  Company,  of  Boston.   Mass.      The  u\  per  dam  is  40 


designed   with   an   eye   to   beauty   and   make   a    very   effective 
appearance. 

The  finish  of  the  concrete  work  in  the  dams  and  bridges, 
as  well  as  in  other  parts  of  the  park,  is  especially  noticeable. 
Great  care  has  been  taken  to  remove  the  form-marks  and 
to  give  a  smooth  surface.     On  all  plain  work  the  concrete  has 


Dellwood  Park — Interior  of   Dancing  Pavilion. 

feet  long  by  15  feet  high.  The  lower  is  170  feet  long  by  18 
feet  high,  with  an  82-foot  spillway.  The  lower  dam,  which 
is  illustrated  in  one  of  the  engravings,  is  located  at  one  side  of 
the  entrance  to  the  grounds  and  gives  a  very  effective  ap- 
pearance to  the  first  view  of  the  park.  This  dam  is  hollow 
and  contains  a  passageway  under  the  spillway,  which  is 
lighted    at    night. 

The  walks    on    both    sides    of    the  ravine    are    connected 
by  means  of  concrete  stairways   with   promenades  extending 
out  over  the  dam  as  far  as  the  spillway  on  each  side.      At  the 
right  of  the  spillway  is  a  glass  cascade  16  feet  long  by  9 
high,    which    is    lighted    at    night    by    Cooper-Hewitt    mercury 


Dellwood    Park — Three-Span    Concrete    Bridge. 

been  rubbed  smooth  with  sandstone.  In  other  places  the 
edges  have  been  rubbed  smooth  to  form  a  border  two  or 
three  inches  wide  and  the  remainder  of  the  surface  has  been 
bush-hammered.  In  some  cases  this  process  has  been  re- 
versed and  the  border  has  been  bush-hammered  and  the  rest 
finished   smooth. 

A  double  track  branching  from  the  main  line  of  the 
Chicago  &  Joliet  electric  railway  enters  the  park  on  the 
north  side  and  forms  a  loop  near  the  center  of  the  park. 
This  loop  contains  four  tracks  where  cars  may  wait  in  i 
ness  to  handle  the  crowds  at  the  time  when  most  of  the  park 
patrons     are     ready     to     return     home.      A     concrete     plat 


Dellwood    Park — Band   Stand. 

lamps     At  the  other  side  "t  tie-  dam  is  a  frame  Btructui 
et,  with  concrete  base,  not   ye)  entirel]   compli 
which  win  be  used  as  a»  a  refreshment   pavilion  and  boal 

id     which     Will     be    kepi     open     ill     the     winter    for     He 

accommodation  ol 

•|  ii.  o  spanned  bj    two  reinforced  concrete 

bridges,  which  are  Illustrated,  the  upper  one  a  single   i 
elliptical  arch,  i">  feet  above  the  water,  ami  the  other  consist- 
ing or  three  lO-tod  elliptical  arches,  140  feet  long.  Including 
appro;, ri,e     and  go  feet  above  the  water     Both  bridges  were 


Dellwood  Park — View  of  Scenic  Railway. 

I. ,iiu     ll_'    feel    long    by    16    feet    wide,    covered    h\     a    roof   stip- 
i,      is    located    on    this    loop.       A    sin 

platform   is   located   opposite   to   tin-   main   entrance   t"   the 

grounds,    between    the   main    tracks.     A    concrete   subway    leads 

from  th(     tatlon  under  tie-  north  bound  track  and  th< 
way    mto    tin-    park,    to   avoid    opportunities    t"i    accidents 
1 1 .•  i \ i 1 1 u  crowds  mi  the  tracks.    The  entrance  to 

BUbwa}     is    an     Inclined     plane    instead    of    stairs         There    are 

two  outlets  from   the  Bubwaj    Into   'be   park,  tin    mo  I    fre 
quented  one  an  Incline  plane  and  th<   "'  hi  r  a    tal 


226 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  7. 


the  subway  macadamized  walks  lead  to  all  parts  of  the 
grounds. 

All  the  amusement  buildings  are  located  on  an  avenue 
60  feet  wide  and  650  feet  long,  starting  from  the  station  on 
the  loop.  A  50,000-gallon  water  tank  on  a  steel  tower  75  feet 
high  is  located  in  the  center  of  the  avenue.  A  building  50 
feet  square  built  around  the  base  forms  a  refreshment  stand. 
The  tower  is  to  be  enclosed  with  metal  lath  and  Portland 
cement  plaster  and  will  be  made  to  represent  a  lighthouse 
tower.  A  20-foot  concrete  basin  and  fountain  are  located  on 
each  side  of  the  tower,  each  halfway  between  the  tower  and 
the  ends  of  the  avenue.  Complete  water,  sewer  and  gas  sys- 
tems are  provided  throughout  the  grounds.  An  8-inch  water- 
main  extends  each  way  from  the  tower,  supplying  all  the 
buildings  and  fire  hydrants  located  at  frequent  intervals. 
The  tank  will  be  supplied  by  an  artesian  well  about  2,000 
feet  deep  that  is  now  being  sunk  from  which  water  will  be 
pumped  into  the  tank  and  from  there  distributed  through 
the  system. 

The  buildings  located  on  the  avenue  include  the  scenic 
railway  pavilion,  64  by  33  feet;  dancing  pavilion,  124  by  74 
feet,  giving  a  dance  floor  100  by  50  feet  and  a  promenade  12 
feet  wide  on  all  four  sides;  the  electrical  theater,  68  by  36 
feet  with  a  seating  capacity  of  250;  a  laughing  gallery,  36 
by  20  feet;  and  a  combination  amusement  building,  90  by  50 
feet,  in  which  will  be  gathered  together  the  various  smaller 
amusement  features,  such  as  the  shooting  gallery,  ball- 
throwing  gallery,  penny  arcade,  cane  and  knife  racks,  slot 
machines,  etc.  The  band  stand,  and  octagonal  structure,  25 
feet  in  diameter,  with  concrete  foundations  and  floor,  which 
will  be  used  for  concerts  by  the  Dellwood  Park  Band,  of  30 
pieces,  is  located  at  one  end  of  the  avenue. 

Before  the  opening  of  the  next  season  a  theater,  87  by 


the   grounds   before    next    season.      These   will    be   provided 
with  kitchens  and  fires  for  the  use  of  picnic  parties. 

All  of  the  buildings  are  of  the  Spanish  mission  type  of 
architecture  and  are  substantially  built,  of  frame  construc- 
tion with  concrete  foundations.  The  exterior  finish  is  Port- 
land cement  plaster  and   stucco  on  metal  lath.      The   build- 


Dellwood     Park — Entrance     to     Park,    Showing    Subway. 

ings   are   painted   a   grayish   green.      The   roofs   are   covered 
with  red  Ludowici  interlocking  tile. 

The  scenic  railway,  which  is  about  2,000  feet  long,  starts 
from  the  pavilion  on  the  main  avenue,  winds  through  the 
wooded  part  of  the  grounds,  crosses  the  ravine  over  the  up- 
per dam,  and  recrosses  over  the  lower  lake,  skirting  the  rock 
walls  of  the  ravine  to  a  point  200  feet  from  the  starting  point, 


Dellwood    Park — Dancing    Pavilion. 


146  feet,  with  a  stage  40  by  31  feet  and  with  a  seating 
capacity  of  1,200,  will  be  erected  on  the  south  side  of  the 
avenue  opposite  to  the  water  tower.  A  carrousel,  a  House 
of  Nonsense,  and  places  for  one  or  two  other  small  amuse- 
ments will  also  be  erected.  On  the  bluff,  overlooking  the 
lagoon,  a  casino,  60  by  100  feet,  is  to  be  erected.  Here  it  is 
proposed  to  establish  a  first-class  restaurant,  where  meals  of 
the  better  quality  will  be  served.  Two  picnic  pavilions,  30 
by  65  and  38  by  80  feet,  will  be  erected  in  different  parts  of 


where  the  cars  are  carried  up  an  incline  by  an  endless-chain 
hoist  to  the  station.  The  scenery  along  the  railway  is  all 
natural. 

A  tract  of  16  acres,  at  the  upper  end,  including  the  upper 
lake,  is  fenced  off  from  the  other  part  of  the  grounds  and 
reserved  for  private  picnic  parties  and  for  the  use  of  the 
Joliet  Chautauqua  Association,  which  meets  for  two  weeks  in 
July.  A  steel  auditorium  building  with  a  seating  capacity 
of  3,500,   and   equipped   with  a  stage  and  dressing  rooms,  is 


February  16,  1907. 


ELECTRIC     RAILWAY     REVIEW 


22T 


located  in  this  reservation,  for  the  use  of  the  Chautauqua 
Association  and  for  concerts,  conventions,  etc.  This  audi- 
torium has  the  shape  of  a  20-sided  polygon,  150  feet  in  ex- 
treme diameter.  The  umbrella  type  roof  is  sustained  by 
steel  trusses  supported  by  a  center  column. 

Just  north  of  the  Chautauqua  grounds  is  an  athletic  field 


Dellwood  Park — Single-Span  Concrete   Bridge. 

containing  5  acres,  enclosed  by  a  high  board  fence.  This 
field  is  provided  with  a  baseball  diamond,  a  quarter-mile 
cinder  track,  a  steel  frame  grandstand  seating  1,000  people 
and  bleachers  seating  500.  Baseball  games  are  held  here 
two  or  three  times  a  week  during  the  season. 

A    macadamized    driveway    for    vehicles    leads    from    the 
highway  at  the  entrance  to  the  park  to  a  court  between  the 


park  near  the  entrance,  where  the  current  for  the  "Magnet- 
ite" lamps  is  converted  from  alternating  to  direct  current  by 
General  Electric  mercury  arc  rectifiers.  The  substation 
building  is  15  by  20  feet,  of  buff  pressed  brick,  with  concrete 
floor  and  a  tile  roof. 

The  buildings  are  all  lighted  with  incandescent  lamps, 
with  the  exception  of  the  dancing  pavilion  and  the  auditorium, 
which  are  lighted  by  four-glower  Xernst  lamps,  and  the  out- 
sides  of  the  buildings,  including  the  water  tower,  are  deco- 
rated with  incandescent  lamps. 

An  illuminated  electric  fountain  with  color-changing  ef- 
fects is  located  on  an  island  in  the  lower  lake.  Another  small 
fountain,  with  a  15-foot  basin,  is  located  in  the  walk  leading 
from  the  subway. 

A  one-and-a-half  story  frame  cottage  is  now  under  con- 
struction for  the  use  of  the  head  gardener,  who  will  be  per- 
manently located  in  the  park. 

The  entire  park  is  fenced  with  72-inch  Ellwood  woven 
wire  fencing  on  reinforced  concrete  posts,  with  three  barbed 
wires  strung  above  the  top  in  a  triangle  and  fastened  to 
galvanized  iron  crests  cast  in  the  posts.  About  1,500  con- 
crete   posts    were   required    for    the    fencing. 

The  park  is  being  built  by  the  Dellwood  Park  Company. 
Incorporated,  a  subsidiary  company  of  the  Chicago  &  Joliet 
Electric  Railway  Company  and  managed  by  the  same  officers. 


Improperly  Mixed  Varnish. 


In  a  recent  lecture  before  the  New  York  Railroad  Club 
Mr.  William  Marshall  presented  some  interesting  facts  re- 
garding the  history  and  use  of  varnish.  The  explanation  of 
the  fact  that  most  cars  look  dull  or  "all  gone  in"  in  such  a 
short  time  is   found  in   the  common   practice  of  mixing   the 


Dellwood   Park — Steel   Auditorium    In   Chautauqua   Groundi. 


loop   and    the    athletic    Held,    with    an    cntruiici!    t"    the' Chau- 
tauqua [rounds. 

ire  lighted  bySOQeneral  BJlectrlc  "Magnetite" 
luminous  an-   lamps,  22  (our-glower   .Win.  i    lam]  i,  BE  two- 
glower  Nernst   lamps    md  a   large  number  of  Incai 
lamps.     Power  for  lighting,  in  the  form  ol   three-phase  80 
current   al    I  pressure,  is  tupplled  from   the 

plant  of  the  Economy  Light  \-  Power  Company  al  Jollel    The 
liKhtitiK  Ih  ail  controlled   ii  Ion   located   in   the 


color  coats  with  too  little  Unseed  oil  bo  thai   they  will  dry 

rapidly.     The  result  <>r  this  is  thai  the  pigment,  which  baa 

ill-carrylnf  t  opacity,  absorbs  the  oil  from  the  ?ar 

coat,     ti [uently  loses  its  life  and  luster,    The 

rlaiiii    was    ni.nli'    that    too    Utile    time    Is    allowed    fOl     '■■'" 

liiK  cars,   and    tin i    i eh   "dryer"    anil   too   ill ( I < ■  oil 

■  iid   the  plgm<  at      The  remi i!       ui    ■    ted    ras  to  allow 

ufflclent  time  tot   paint! |     ■     i  hlng  and  plenty 

oi  oil  iii  the  coloi   ooats. 


228 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  7. 


SINGLE-PHASE      LINES     OF     THE      ILLINOIS     TRACTION 
SYSTEM.* 


BY   n.    C.    IIOAGI.AMC    EI.ECTBICAI.    AND    MECHANICAL    ENGINEER. 


It  is  the  purpose  of  this  paper  to  present  some  of  the 
features  of  the  single-phase  railway  system  now  being  built 
by  the  Illinois  Traction  System. 

A  new  power  house  is  now  being  built  at  Peoria,  111.,  to 
furnish  power  for  this  system,  as  well  as  the  local  street 
railway.  The  plant  consists  of  eight  400-hp.  Stirling  water- 
tube  boilers,  designed  for  a  working  pressure  of  200  pounds. 
These  boilers  will  be  fired  by  Green  automatic  stokers,  and 
coal  will  be  fed  automatically.  In  the  generator  room  -will 
be  installed:  Two  2,000-kw..  2.300-volt,  Curtis  steam  tur- 
bines, two  750-kw.  rotary  converters,  one  75-kw.  turbo-exciter 
set,  and  one  70-kw.  motor-generator  set.  together  with  a 
switchboard   and   the  other  necessary   apparatus. 

The  turbines  will  generate  25-cycle  current  at  2.300  volts, 
which  will  be  stepped  up  by  six  700-kw.  Westinghouse.  water- 
cooled  transformers,  to  33,000  volts.  The  current  will  be 
delivered  to  the  transmission  line  at  this  voltage. 

Transmission    Line. 

The  first  transmission  line  and  two  substations  are  be- 
ing built  on  the  Peoria  Bloomington  &  Champaign  line,  to 
Bloomington.  In  the  substations  the  pressure  will  be  stepped 
down  from  33,000  to  3,300  volts,  which  will  be  used  on 
the  trolley.  It  is  the  intention  to  connect  the  Springfield  & 
Northeastern  line  from  Springfield  to  Mackinaw,  to  this  line; 
also  the  Chicago  Bloomington  &  Decatur  line,  from  Bloom- 
ington to  Decatur:  and  balance  the  three  phases  of  the  trans- 
mission line  by  feeding  one  of  these  roads  from  each  phase. 
The  transmission  line  will  be  connected  through  an  automatic 
oil  switch  to  busbars  in  a  substation  at  Decatur.  The  line 
from  the  present  Riverton  power  house  will  also  be  con- 
nected in  the  same  way,  and  the  two  power  houses  will  be 
operated  in  multiple.  From  these  busbars,  a  line  will  be 
run  to  Champaign  along  the  St.  Louis  Decatur  &  Champaign 
Railway  and  at  Champaign  the  15,000-volt  transmission  line 
— which  now  furnishes  power  to  the  Danville  Urbana  & 
Champaign  Railway  from  Champaign  to  Danville,  George- 
town and  Ridge  Farm — will  be  connected  through  three 
400-kw.  step-down  transformers,  making  the  transmission 
line  from   Peoria  to  Georgetown,  about   175  miles  long. 

There  will  be  installed  at  the  Danville  power  house  this 
summer,  a  2,000-kw.  generator,  direct  connected  to  a  pair  of 
36x60-inch  twin  engines,  which  will  also  feed  this  transmis- 
sion line  when  needed.  The  substation  will  be  provided  with 
oil-break  switches  to  sectionalize  the  line  and  by  the  use 
of  double-throw  disconnecting  switches,  the  transformers  can 
be  connected  to  the  live  side  of  the  line  and  the  service  will 
not  be  interrupted  while  repairs  on  the  transmission  line  are 
being  made. 

Car    Equipment. 

The  Illinois  Traction  System  will  soon  have  in  operation 
12.-.  miles  of  track  equipped  for  single-phase  operation,  the 
apparatus  for  which  is  being  furnished  by  the  General  Elec- 
tric Company. 

Four-motor.  75-hp.,  single-phase  equipments  with  multi- 
ple-unit train  control  will  be  used.  The  motors  will  be  the 
GE  A-605  compensated  type,  designed  to  operate  on  both 
high-tension  alternating-current  and  600-volt  direct  current. 

The  armature  of  the  motor  has  a  commutator  and  is 
very  similar  in  construction  and  appearance  to  the  standard 
direct-current  railway  motor.  It  has  a  series  drum  winding 
with  three  coils  per  slot  and  is  wound  for  a  maximum  of  250 
volts.  It  can  be  removed  from  the  field  frame  by  removing 
one  of  the  field  heads.  The  field  structure  is  quite  different, 
however,  from  that  of  the  direct-current  motor,  as  there  are 
no  inwardly  projecting  poles,  and  the  entire  field  winding 
can  he  removed  and  readily  replaced  by  a  duplicate  set  of 
windings,  should  an  accident  result  in  their  being  damaged. 
There  arc  two  outer  steel  castings  bolted  together.  These 
hold  the  interior  field  ring  rigidly  in  position  to  form  the 
magnetic  field.  This  inner  portion  is  built  of  laminations 
insulated  from  one  another  by  japan  and  securely  bolted  to- 
gether by  long  through  bolts.  The  punchings  are  shaped 
so  as  to  form  four  poles  which  are  slotted  for  the  reception 
of  the  compensating  field  windings 

The  field  windings  are  in  two  sections,  the  "compensat- 
ing winding"  and  the  "exciting  winding."  The  function  of 
the  latter  is  to  excite  the  fields,  and  that  of  the  former  to 
counteract  the  armature  inductance  and  thus  provide  a  rela- 
tively high  power  factor  throughout  the  range  of  alternating 
current  operation,   and   further  to  improve  the   commutation 

♦Abstract  of  paper  r  ad  before  the  Illinois  Society  of  Civil  En- 
gineers.  Peoria.  111.,  Jan.   23,   1907. 


on  both  alternating  and  direct-current  operation  by  compen- 
sating the  armature  reaction,  thereby  reducing  the  field 
distortion.  The  two  sets  of  windings  are  separate.  The 
field  coils  are  connected  in  such  a  manner  as  to  reduce  the 
self  induction  at  high  currents,  and  to  permit  the  motors  to 
be  run  two  in  series  when  operating  on  standard  600-volt 
circuits.  The  compensated  windings  are  connected  in  series 
with   the  armature  and  field. 

Control. 

The  alternating-current  direct-current  multiple-unit 
system  of  control  is  similar  to  the  well  known  type-M  con- 
trol for  direct-current  operation.  To  adapt  this  system  for 
both  alternating  and  direct-current  operation,  changes  are 
made  in  the  circuit  of  the  contactor  coils  when  the  car 
passes  from  an  alternating  to  a  direct  current  section,  and 
vice-versa.  The  motor  fields  are  also  connected  in  series 
for  the  direct-current  operation  and  in  parallel  for  alternating 
current.  These  changes  are  made  by  a  special  switch  called 
a  commutating  switch,  as  the  car  passes  a  short  dead  sec- 
tion separating  the  alternating  and  direct-current  portions 
of  the  trolley  line.  At  the  same  time,  either  the  resistance 
or  compensator  leads  are  put  in  circuit  for  direct  or  alternat- 
ing-current  operation,   respectively. 

Direct  current  operation  is  exactly  similar  to  that  em- 
ployed on  ordinary  direct-current  equipments.  For  alternat- 
ing current  operation  "potential  control"  is  used:  that  is. 
acceleration  is  obtained  by  increasing  the  potential  at  the 
motor  terminals  by  connecting  compensator  taps  of  succes- 
sively increasing  voltage  to  the  motors  in  proper  sequence, 
until,  when  on  the  last  tap,  the  motors  are  connected  to  the 
full  working  voltage.  The  compensator  is  of  the  oil-cooled 
type,  suitably  designed  for  suspending  underneath  the  car 
body  and  the  end  castings  are  provided  with  stuffing  boxes 
to  prevent  any  leakage  of  oil  where  the  taps  enter. 

Protective    Devices. 

On  our  cars,  both  pantagraph  and  trolley  current  col- 
lectors will  be  used.  For  protecting  the  car  equipment 
against  heavy  overloads  and  short  circuits  that  may  occur 
at  times,  due  to  unavoidable  circumstances,  there  is  placed 
in  the  high-tension  circuit,  between  the  trolley  and  the  com- 
pensator, an  oil  switch,  which  is  electrically  operated  and 
held  closed  by  a  small  energized  coil.  This  switch  is  also 
protected  by  an  expulsion  fuse. 

For  direct  current  operation,  the  apparatus  is  protected 
by  a  main  direct-cuirent  switch.  Both  the  alternating  and 
direct-current  circuits  are  also  protected  try  suitable  light- 
ning arresters. 

The  change  from  alternating  to  direct-current  operation 
is  accomplished  at  a  dead  section  in  the  trolley  wire  as  pre- 
viously stated.  At  the  instant  the  car  enters  this  dead 
section  whichever  main  switch  is  closed,  'will  open  automatic- 
ally owing  to  the  fact  that  the  circuit  energizing  its  retaining 
coil  is  broken.  The  car  can  run  over  this  dead  section  at 
full  speed  and  all  the  motorman  has  to  do  to  obtain  the 
proper  connections,  is  to  throw  the  commutating  switch  and 
close  the  main  alternating  or  direct-current  switch,  as  the 
case  may  be.  which  can  be  done  in  the  fraction  of  a  minute. 

The  alternating  current  passenger  cars  for  the  Illinois 
Traction  System  are  of  the  standard  interurban  type.  51  feet 
6  inches  long  over  all,  having  a  seating  capacity  of  58  pas- 
sengers, and  weigh,  loaded  and  completely  equipped,  about 
40  ton*..  They  are  geared  to  a  speed  of  approximately  50 
miles  per  hour  on  level  tangent  track.  We  will  also  have 
in  operation  several  electric  locomotives,  weighing  about  60 
tons  for  freight  service,  which  will  be  equipped  with  single- 
phase  motors  of  the  same  type  as  described,  but  of  larger 
capacity. 

Cost. 

The  following  table  gives  an  estimated  comparative  cost 
licr  mile  of  single  track  road  for  alternating  current  and 
direct  current  systems,  based  on  the  average  operating  con- 
ditions for  interurban  roads.  It  is  assumed  the  cars  will  be 
50  to  55  feet  over  all:  equipped  with  four  75-hp.  motors: 
weighing,  loaded  and  equipped,  40  to  42  tons:  geared  to  a 
maximum  speed  of  about  45  miles  per  hour  and  making  a 
schedule  speed  of  30  miles  per  hour  with  an  average  of  one 
stop  every  two  miles: 

Distance  between         Total  cost 
substations  per  mil' 

-volt    DC  trolley 10  miles  S24.3S4 

600-volt    third    rail 13  miles 

3300-volt  AC  trolley 17  miles  20.915 

6600-volt    AC    trolley 45  miles  20,498 

The  cost  of  road  bed  and  track  included  in  the  above 
figures  is  the  same  for  each  system,  viz.: — $13,300.  The 
table  has  been  made  on  the  basis  of  unit  lengths  and  the 
figures   are   only   approximate  consequently   when   applied   to 


uary   16,  1907. 


ELECTRIC     RAILWAY     REVIEW 


:'29 


a  concrete  case,  it  would  have  to  be  modified  to  some  extent 
and  be  more  or  less  favorable  to  one  of  the  three  systems. 
It  is  seen  that  the  alternating-current  system  affects  a  re- 
duction in  first  cost,  amounting  to  l.">  or  20  per  cent  of  the 
entire  cost  of  building  the  road,  including  permanent  way. 
generating  station,  rolling  stock,  and  distribution  system. 
This  saving  in  first  cost  is  obtained  with  practically  no  sacri- 
fice in  the  operation  of  the  entire  system,  including  the  car 
equipment,  and  hence  a  reduction  in  the  initial  investment 
of  the  alternating-current  motor  system  can  be  taken  ad- 
vantage of  in  the  many  interurban  installations  where  the 
local  conditions  are  suitable.  The  writer  is  indebted  to  the 
General  Electric  Company  for  the  above  data  on  comparative 
cost  and  details  of  car  equipment. 


COMPARATIVE    STATEMENTS   OF    RECEIPTS. 


The    compiling    and    issuing    of   comparative    statements 
pertaining  to  the  receipts  and  cost  of  operation  of  railway 


Sbr  Cmrinnati.  Hatorrnrrtiurq  A  Aurora  Elrrlrir  ^trrrl  £.  S.  (£o. 

r<lMlMBATIVJ.    STATFM>.\T    •»>     Hl(lllT>,    PASSBKOEH    RATE   AND 

Per  <'e\tac;k  »>>    l-'un;  COUBCTOX 

— - 

".:::.". 

..~,.~ 

.::-..  [2£1 

tmrmmn 

":;,'" 

.:':';; 

mm 

; 

, , 

. 

- 

- 

— 

. 

- 

Comparative    Statements — Rates    and     Percentage    Collected. 

has  been  reduced  to  a  science  on  many  of  the  larger  city 
properties,  but  has  been  more  or  less  neglected  on  many  ol 
the  smaller  interurban  lines.  In  view  of  these  facts  the 
forms  herewith  illustrated,  which  are  used  by  the  auditor 
of  the  Cincinnati  Lawrenceburg  &  Aurora  Electric  Street 
Railroad  Company  in  making  his  monthly  and  annual  re- 
ports, will  be  of  interest  to  many. 

On  this  road,  which  operates  cars  with  30  minutes  head- 
way between  Cincinnati  and  Aurora.  O.,  a  distance  of  3S 
miles,    the    value    of    exhaustive    statements    from    the    audi- 


Shf  (Tinrinnali.  Cainrrnrrbura  $c  Aurora  Elrrtrir  &!rrrt  2L  S.  Co. 
coMi'*HAii\K  Statkmkm  -.(  i;.iii\i\.,»  m  Boona 

— 

— 

— 

•■ 

-•■• 

—•• 

Comparative    Statements — Earnings    by    Routes. 

•  ii    full;,    demonstrated,     'i j 
us*-d    Include    those    for    ret 

ollected,  the  earning!  b  the  com 

pleti  the  operating  expenses,   the  coal  of  i- 

malntenai 

The  method  of  checking  up  from  operatic 

line   vaih  urticalars  from   thai   followed  on 

other  lioei     for  the  pnrpo»  talnlng  from  which 


section  of  the  line  the  heaviest  travel  is  derived  the  road 
is  divided  into  divisions  which  are  designated  by  the  name 
of  the  leading  traffic  center  of  each  route.  A  register  record 
of  the  money-  collected  in  each  division  is  kept  and  the 
amount  of  travel  on  each  is  thereby  ascertained  by  the 
auditor.  If  it  is  found  that  the  traffic  of  any  division  is 
falling  off  or  is  not  what  it  should  be  an  investigation  is 
made  and  if  necessary  the  schedule  is  changed.     By  closely 


Uhf  (f  mnmiaii.  tainrriurburg  5:  Aurora  tlrrtrir  £tnrt  fiailroad  Co. 

; 

-    B>  It    f~ 

- 

' 

i 

Comparative    Statements   of    Monthly    Passenger    Reports. 

following  the   registered   returns   from   each   division    in   this 
way  ir  is  claimed  the  largest  possible  revenue  is  obtained. 


CAR  REPAIR  RECORDS  AT  NASHVILLE.  TENN. 


From  the  accompanying  illustration  the  reader  will  easily 
understand    the    method    used    by    the    Nashville   Railway     A 


Nashville  Railway  and  Light  Co. 

kMit»A(  o*P*arwr  v 

MQTQCMANS  AND  CONDUCTORS  CAP  Pf  POOT 

MOTORMAN 

Oi.yswi  DaU  190 

/-/»*•»  ™  w^J  g.i.ionuiftti. 


C*r  wXmU 
1,'firttiJ  n«*Mi 

OTMCN  KIMMKt 


CONDUCTOR 


Tmp&mwt 

C+U  Mb 


OTMIR   MMMKI 


BARN  FOREMAN'S  REPORT 

O+Car.V*. 
Dmtmfmmwm 

JU  poH,  «*C***  i  nm  mm*  hjt 


Xo. 

tacWtou/UIsM 


CmU  **:l- 


Ormt  B+mdlm 


";i;v«— 


......    ..    «u  MAtTII    M 


Nashville    Car     Repair    Records — Report      Used      by      Crew — Obverse 
and    Reverse. 

Light    Company    f«»t    keeping    an    Individual    detailed    n 
->i  .ill  far  repair*. 

When  mi)  defect  appears  t k* -  motonnan  01  conductor  Mil.s 


230 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  7. 


out  the  "car  report"  here  shown.  On  this  an  exact  record 
of  the  condition  of  the  car  when  it  left  the  Darn  is  made, 
together  with  the  trouble  or  defect  to  be  repaired.  The  barn 
foreman  then  enters  the  defects  reported  on  the  double  car 
tag  which  is  tied  to  the  controller  handle,  and  left  there  un- 
til  repairs   have   been   made   and  inspected   by  the   foreman. 


NASHVILLE  RAILWAY  AND  LIGHT  CO. 

CAR  TAG                No.     3581 
CAR  NO. 

{                \ 

NASHVILLE  RAILWAY.  AND  U6HT  GO. 

CAR  TAG                No.    3581 

CAR  IMn. 

ft*                                                                                                   Ilfi 

ftf-UI) 

i»a-dAj 

E- ■.                                    h  «M  m  .t|M  tWn  .1 
Spri 

Nashville     Car     Repair     Records — Folding     Car    Tag    for    Reporting 

Trouble. 

Upon  completion  of  the  repairs  the  workmen  fill  out  the  sec- 
ond half  of  the  tag,  which  is  then  signed  by  the  foreman, 
who  sends  it  to  the  master  mechanic  with  his  personal  report 
written  on  the  back  of  the  original  car  report. 

These  tags  and  car  reports  are  filed  for  future  reference 
and  have  been  found  very  satisfactory. 


FIFTY-TON    LOCOMOTIVE,    KANSAS    CITY    &    WESTPORT 
BELT    RAILWAY. 


The  American  Locomotive  Company,  in  conjunction  with 
the  General  Electric  Company,  has  recently  completed  a  50- 


base  of  6  feet  6  inches.  Each  truck  is  equipped  with  two 
General  Electric  type  55-H  direct-current  motors.  The 
motors  are  inside  hung,  half  the  weight  being  carried  on  the 
axle  and  half  by  nose  suspension  from  the  truck  frame.  The 
rated  maximum  tractive  effort  is  16,400  pounds.  When  exert- 
ing its  rated  drawbar  pull,  the  motors  will  use  a  current  of 
160  amperes  per  motor  and  will  operate  a  train  of  320  tons 
on  a  2  per  cent  grade,  at  approximately  S  miles  per  hour. 
With  a  current  of  215  amperes  per  motor,  the  locomotive  will 
exert  a  maximum  instantaneous  effort  for  starting  purposes 
of  25,000  pounds.  The  same  weight  of  train  will  be  hauled 
on  the  level  at  a  speed  of  13  miles  per  hour. 

The  locomotive  is  provided  with  type-M  single-unit  con- 
trol, with  five  steps  in  series  and  five  in  parallel.  It  is 
equipped  with  General  Electric  combined  automatic  and 
straight  airbrakes,  fed  by  one  centrifugal  pump  air  com- 
pressor, with  a  piston  displacement  of  50  cubic  feet  per  min- 
ute when  delivering  at  a  pressure  of  90  pounds.  It  is  fitted 
with  one  U.  S.  trolley,  suitable  for  collecting  current  at  a 
pressure  of  500  volts.  The  frame  is  of  10-inch  channels  with 
cast-iron  bumpers  and  floor  plates  of  %-inch  steel.  The  cab 
is  of  the  steeple  type  with  one  motorman's  and  two  auxiliary 
compartments.  Some  of  the-  principal  dimensions  are  as  fol- 
lows: 

length  over  all 31  feet  1  inch 

Height  over  cab    11  feet  9  inhes 

Width  over  all   9  feet  6%  inches 

Total  wheel-base  22  feet 

Rigid  wheel-base   6  feet   6   inches 

Driving  wheels    36  inches   in   diameter 

Municipal   Ownership   and   Monopoly. 

A  real  result  of  municipal  ownership  is  afforded  by  the 
city  of  Lansing,  Mich.  It  is  the  owner  of  an  electric  plant 
furnishing  light  and  power  to  its  citizens.  A  new  corpora- 
tion having  developed  a  hydro-electric  plant  adjacent  to  the 
city  and  being  in  the  way  of  furnishing  electric  power  to  the 
citizens  in  competition  with  the  municipal  plant,  it  is  pro- 
posed to  enjoin  the  service  of  the  newcomer  and  thereby  ex- 
clude the  competition.  This  is,  of  course,  in  the  interest  of 
the  financial  well-being  of  the  municipal  plant,  but  what  does 


Fifty-Ton    Electric    Locomotive   for   the    Kansas    City    &    Westport  Belt    Railway. 


ton  electric  locomotive  for  the  Kansas  City  &  Westport  Belt 
Railway.  The  locomotive  is  designed  for  freight  service 
and  is  carried  on  two  4-wheel  motor  trucks  of  the  equalized 
type,  with  a  total  wheel  base  of  22  feet,  and  a  rigid  wheel 


it  argue  to  the  consumer?  Simply  this,  that  he  cannot  avail 
himself  of  new  and  modern  developments  which  reduce  costs 
so  long  as  a  monopoly  is  necessary  for  the  municipal  plant 
to  make  it  pay. — Finance. 


February  16.  1907. 


ELECTRIC     RAILWAY     REVIEW 


231 


PIPING    AND    POWER    STATION    SYSTEMS— XXIX. 


OY    W  .    1  .    MORRIS.    M.    E. 


If  the  waterway  is  of  large  dimensions  and  conditions  per- 
mit, it  should  be  constructed  of  concrete;  this  is  the  best 
material  which  can  be  used  and  it  is  probably  the  cheapest. 
The  shape  and  method  of  constructing  a  concrete  pipe  will  be 
governed  by  the  condition  of  the  soil  through  which  it  is  run. 
If  the  waterway  is  cut  through  shale  or  rock,  vertical  sides 
and  a  flat  bottom  will  be  found  the  most  economical  form  to 
construct.  Such  a  conduit  is  shown  in  Figure  245-U1-7).  There 
is  no  object  in  using  rounded  sides  or  bottom  where  the 
banks  are  fully  able  to  support  the  weight  on  them  without 
exerting  a  lateral  strain  on  the  walls.  If  the  banks  at  the 
points,  a-a,  are  secure  and  will  permit  the  concrete  being 
rammed  hard,  the  top  may  be  constructed  as  an  arch.  But 
if  the  banks  are  weak,  there  is  no  object  in  making  the  top 
arched,  as  it  would  not  have  a  solid  skew-back  to  resist  the 
thrust.  In  this  case  it  would  be  safer  and  require  less  ma- 
terial to  build  a  flat  top  and  use  metal  rods  at  the  lower  por- 
tion of  the  top.  thus  reinforcing  the  concrete.  If  the  banks 
are  of  loose  sand,  similar  to  quicksand,  then  an  egg-shaped 
conduit  should  be  used:  in  clay,  it  would  be  possible  to  build 


I 


.  ^_^ 

r—. 

4 

^^=Z 

J==^ 

Figure  245-(l1-7). 


Figure  246-01-8). 


the  waterway  of  hard  brick   and  require  very   little  forming, 
the  bottom  being  used  as  a  form  to  lay  the  brick. 

In  whatever  form  the  waterway  is  constructed  it  should 
be  so  graded  in  regard  to  low  water  and  have  such  a  height 
that  a  man  could  walk  through  it  when  the  water  is  low.  For 
instance,  if  the  bottom  of  the  waterway  is  3  feet  below  low- 
water  it  should  not  be  less  than  5  feet  high  in  the  clear,  allow- 
tnu  2  feet  above  the  water  for  a  man  to  breathe  while  clean- 
ing the  bottom.  The  wells  which  run  down  in  the  intake 
should  not  be  over  150  feet  apart,  as  the  air  in  the  waterway 
would  become  stifling  if  the  distance  between  the  manholes 
Is  greater  than  this.  The  waterway,  as  stated,  may  collect 
sand,  etc.,  and  when  the  water  is  high  and  the  condull  is  full 
of  water  a  man  could  not  get  In  to  dean  it  out.  This  would 
imt  cause  trouble  as  there  would  be  plenty  ol  water  available 
even  though  there  were  2  or  3  feet  of  sand  on  the  bottom 

The    trouble   WOUld    arise   OUlj    at    times    when    the    water    level 

would   be  low.   in   which  case,  howevei     II   could   be  eaail] 
remedied. 

ad  of  using  forma  In  the  trench  tor  building  the  con 
wall-  the]  can  be  bull!  on  the  surface  "i  the  ground, 
In  a  wooden  mold,  using  liuht  wire  mesh  i"i   reinforcement 
This  win   permit  the  use  oi   very  Ughl  concrete  walli 
Rlbly   6  Inches   for  conduit,   which   OOUld   be  as- 

sembled  m  shown  in  Figure  246- (11-8).     Two  patterns  only 
equlred  foi  the  mold    and  all  the  concrete  blocks  can  be 
made  and  for  use  when  the  trench  is  opened      Bj 

method  "f  construction  the  trench  would  be  open  onlj 
orl  time  and  man]  of  the  difficulties  occurring  from 
Ing-in  would  be  avoided      Inother  advantage  of  this  form  "f 


conduit  would  be  that  the  blocks  could  be  laid  in  water  with- 
out injuring  the  concrete.  The  loops  shown  at  a  should  be 
of  heavy  wire  or  rods  built  into  the  blocks  to  facilitate  hand- 
ling them  with  a  crane.  Tongue  and  grooved  joints  should 
be  used  in  this  construction.  The  lifting  eyes.  a.  in  the  bot- 
tom slabs  may  be  cut  off  after  they  are  in  place  or  recessed 
below  the  surface.  With  this  construction  only  a  small 
amount    of   labor  would   be   required   for  assembling,   as   the 


Figure  247-01-9). 

sections  could  be  formed  by  common  laborers.  The  sections 
should  be  put  together  with  cement  in  the  joints  and  made 
as  tight  as  tile  pipe  which  would  be  quite  sufficient  for  this 
class  of  work.  The  weight  of  these  sections, — 4  feet  by  4 
feet  by  6  inches,  taken  at  140  pounds  per  cubic  foot — would 
be  1,120  pounds,  which  could  easily  be  handled  by  a  crane. 

Whatever  the  construction  of  the  intake  may  be  it  is 
necessary  to  guard  the  mouth  so  as  to  prevent  the  entrance 
of  leaves,  sticks,  fish,  ice,  logs,  etc.  If  the  water  supply  is 
liable  to  freeze  around  the  intake  to  such  an  extent  that  the 
supply  might  be  endangered,  a  line  with  a  regulating  valve 
in   it   should   be  run    from    the  condenser  discharge  so  that 


-.-i  •---  -■/'>»»•/_ 


— T-mf  > 


afMMy 


Sfu/rc 


Figure   248(11-10). 


warm  water  can  !"•  delivered  at  the  Intake  and  freezing  thus 
be  prevented,    The  Intakes  should  be  fitted  with  screen 
different  mesh,  arranged  so  thai  thej  can  easll)   be  removed 
roi  cleaning, 

The  accompanying  Sgun       bon  a    ci  een 
b]    the  writer,     fi                (ll-*)   is  the  plan  iwlng 

the   doubl  compartmenl    with   a   8 


282 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  7. 


and  out  of  each  compartment.  All  four  of  these  openings 
are  arranged  for  the  valve  shown  in  Figure  250-(Il-12)  which 
permits  shutting  off  either  of  the  screen  compartments  with- 
out interfering  with  the  operation  of  the  plant.  There  are 
two  valves  for  this  screen-house.  By  placing  them  on  the 
outside  of  the  opening  as  shown  in  elevation,  Figure  249- 
(11-11).  it  is  possible  to  shut  off  all  the  openings.  The 
section     shown    in    Figure     24S-(I1-10)     shows    one   of    these 


RECENT    ELECTRIC    RAILWAY    LEGAL    DECISIONS. 


BY   J.   L.    ROSENBEEGER,   LL.    B.,    OF    THE   CHICAGO    BAR. 


/  r  a  '/-Seem  -/6  -V  '4"><  ' 
f  d **J — ---,- — ar — ^ i „ — ..„*  1 

LI — r-      Vt-      ,    ~-y--      -T"--,    ^, 

y  , ' i  . '  .     :  *e:y&r,kvh)\<  , ' , '  / 


-Z-6  "-\~Z^^r  /S^-ZiH-  2£1A 

!        I 
i     i  J" 

■f-ex 


Figure  249- (11-11). 

valves  in  place.  The  valves,  when  not  in  use,  are  under 
cover  and  by  keeping  them  well  painted  they  are  always  in 
condition  ready  for  use.  The  lower  end  of  the  long  lever  has 
a  wrought-iron  piece  which  forms  a  pivot  upon  a  heavy 
"scrub-brush  handle"  cast  on  the  iron  casing-ring.  The 
upper  end  and  also  the  lower  portion,  just  above  the  valve 
are  each  provided  with  an  eye  to  facilitate  raising  the  valve 
out  of  the  water;  the  end  of  the  trolley-beam  is  extended 
outside   of  the  building   for  this   purpose. 

The  valve  shown  is  made  of  wood  of  double  thickness 
with  well  leaded  joints  and  a  soft  sponge-rubber  ring  1-inch 
square  in  section  fitted  around  the  space  at  the  edge  to  make 
a  water-tight  joint.  The  screw-rod  which  extends  through 
the  wall   and  handle-nut  are  provided   to  draw   the  lever  up 


fA*& 

1*1 

M 

/t^T^ 

"nH 

\f 

//  ' 

S 

II ,  a>*~ 

il  i 

' 

frail 

i         i 

T-g'fx///0' 

1 

ft  * 

/"P//K  Siren. 

w 

7 '  Yo/pp 

\  V> 

J-JH 

?■/.•*'// : 


'//fopo/vf 
Figure  250-01-12). 


tight  against  the  valve  and  force  the  valve  against  its  seat. 
The  adjusting  screw  is  located  inside  of  the  building  so  that 
it  is  out  of  reach  of  meddlers.  The  flagging  shown  in  Figures 
247  and  249  permits  a  man  to  get  out  of  the  front  of  the 
screen-house  and  for  attaching  a  small  chain  hoist  to  the 
end  of  the  trolley-beam.  An  S-ich  I-beam  is  used;  not  on 
account  of  the  weight  that  it  is  required  to  carry  is  it  so 
great  but  in  order  to  provide  room  for  trolley  wheels  of 
ample  size. 

(To  be  continued.) 


Not  Required  by  Ordinance  to  Stop  Cars  Between  Tracks 

of  Two  Railroads  Before  Crossing  Same. 
Bartholomaus    v.    Milwaukee    Electric    Railway    &   Light    Co. 

(Wis.),    109  N.  W.  Rep.  143.     Oct.  9,  1906. 

A  city  ordinance  required  that  before  crossing  a  railroad 
crossing  an  electric  car  should  be  stopped  at  least  20  feet 
from  same  and  that  the  conductor  should  pass  in  front  of  the 
car  a  sufficient  distance  to  enable  him  to  ascertain  whether 
there  was  any  danger  in  sight.  The  supreme  court  of  Wis- 
consin holds  that  under  this  ordinance  where  an  electric  rail- 
way crossed  two  steam  railroads  diagonally,  the  distance  be- 
tween the  main  tracks  of  the  two  being  about  85  feet,  the 
electric  railway  company  was  not  required  to  bring  its  cars 
to  a  standstill  between  the  tracks  of  the  two  railroads  before 
crossing  the  last  one.  It  says  that  an  attempt  to  stop  cars 
in  such  a  situation  would  increase  the  danger  of  collision  in- 
stead of  diminishing  it,  and  render  the  ordinance  unreason- 
able in  its  operation. 


Liability  for  Injury  Caused  by  Flash  From  Controller. 
Gilmore  v.  Milford   &  Uxbridge  Street   Railway   Co.    (Mass.), 

78  N.  E.  Rep.  744.     Oct.  16,  1906. 

The  defendant's  contention  here  implied,  the  supreme 
judicial  court  of  Massachusetts  says,  that  it  was  not  liable 
for  an  injury  caused  by  a  flash  from  the  controller  which 
could  not  be  prevented  by  any  means  that  have  yet  been 
devised  or  any  care  that  could  be  exercised.  The  court 
doubts  the  correctness  of  that  proposition.  It  would  seem 
that  if  the  company  sees  fit  to  use  a  force  which  is  so  im- 
perfectly understood  that  no  method  has  yet  been  devised 
for  preventing  a  flash  from  the  controller,  the  company  and 
not  the  passenger  should  bear  the  risks  arising  from  its  use. 
But  however  that  may  be,  there  was  testimony  here  tending 
to  show  that  what  occurred  was  much  more  than  an  ordinary 
flash  from  the  controller,  and  it  was  for  the  jury  to  say 
what  the  nature  of  the  occurrence  was.  It  was  also  clearly 
for  the  jury  to  determine  what  weight  was  to  be  given  evi- 
dence introduced  by  the  defendant  tending  to  show  that  it  ex- 
ercised proper  care  and  diligence  in  inspecting  the  controller 


Not  Liable  for  Shooting  of  Passenger  on  Fourth  of  July. 
Ormandroyd   v.  Fitchburg  &  Leominster  Street  Railroad   Co. 

(Mass.),  78  N.  E.  Rep.  739.     Oct.  16,  1906. 

A  Fourth  of  July  celebrator  had  a  cannon  loaded  with 
blank  cartridges  in  his  yard,  quite  a  distance  from  the  street, 
sending  out  "a  jet  of  flame  and  a  volume  of  smoke  as  far  as 
the  sidewalk,"  several  feet  short  of  the  defendant's  car 
tracks.  At  about  half  past  five  in  the  afternoon,  the  plain- 
tiff, a  passenger  on  one  of  its  cars,  was  injured  by  being 
struck  by  some  of  the  wadding  of  the  cannon.  The  supreme 
judicial  court  of  Massachusetts  holds  that  the  evidence  did 
not  warrant  a  finding  of  negligence  on  the  part  of  the  de- 
fendant. It  says  that  the  defendant  had  no  reason  to  antici- 
pate any  danger  to  its  passengers  from  such  a  source.  Nor 
was  it  bound  to  stop  its  car  and  investigate  for  the  purpose 
of  seeing  whether  the  cannon  was  properly  loaded  or  pointed. 
The  firing  had  been  going  on  all  day  and,  in  the  absence  of 
any  indication  to  the  contrary,  the  defendant  had  the  right, 
to  assume  that  it  was  not  a  hostile  demonstration  against 
the  travelers  upon  the  highway,  but  was  a  simple  ebullition 
of  patriotic  emotion,  and  as  such  was  harmless.  To  require 
a  street  railway  corporation  to  have  a  general  oversight  of 
the  details  of  such  exhibitions  along  the  line  of  the  highway 
on  the  anniversary  of  the  Declaration  of  Independence,  and 
to  hold  it  responsible  for  the  consequences  to  its  passengers 
of  any  neglect  of  the  exhibitors,  would  be  unreasonable.  Such 
care  would  be  inconsistent  with  the  proper  transaction  of 
the  business.     It  might  keep  the  passengers  safe  but  the  cars 


February  16,  1907. 


ELECTRIC     RAILWAY     REVIEW 


233 


would  practically  be  at  a  standstill  most  of  the  time  and 
their  proper  efficiency  would  be  greatly  impaired.  The  case 
widely  differs  from  those  cases  where  the  railway  corpora- 
tion has  reason  to  anticipate  danger  from  a  crowd  of  rioters 
or  other  outside  parties  or  causes. 


Deterioration  in  Mechanical  Contrivances — Proof  of  [njttb'5 
From  Catching  Hi  u  ok  Metal  Projecting  From  Step  pf 

Car  Makes  Prima  Facie  Case. 
Rattan  v.  Central  Electric  Railway  Co.   (Mo.  App.),  96  S.   W. 

Rep.  735.     Oct.  1,  1906. 

All  mechanical  contrivances,  the  Kansas  City  court  of 
appeals  takes  it  for  granted,  as  a  general  rule,  are  liable  to 
change  and  deterioration  from  use.  And  it  thinks  it  possi- 
ble that  the  lead  in  the  metal  frame  of  a  "safety  tread"  fast- 
ened to  the  top  of  the  wooden  step  of  a  car  had  become  worn 
or  displaced  so  as  to  have  left  the  thin  edge  of  the  plate  ex- 
tending above  the  surface  in  its  worn  state;  that  thus  ex- 
posed it  would  become  broken,  and  in  that  condition  have 
caught  and  held  the  heel  of  the  plaintiff's  shoe  as  claimed  by 
her.  The  point  that  there  was  no  evidence  that  the  defend- 
ant knew,  or  could  have  known,  of  any  defect  in  the  step  of 
the  car.  or  had  time  to  remedy  the  same,  the  court  holds,  was 
not  well  taken.  The  plaintiff  made  out  a  prima  facie  case 
without  any  direct  proof  of  actionable  negligence  in  that  re- 
spect.     "Res  ipsa  loquitur"  (the  matter  speaks  for  itself  >. 


Location  of  Pole  in   LTNDESiaNATEn  and  Unauthorized  Place 

i-    a    Trespass   amp   the   Owner  oe   the   Fee   Mat   Have 

Relief  bv  Action  of  Bjw  muni. 
Moore  et  al.  v.   Camden  &  Trenton  Railway  Co.    (N.  J.).  64 

All.   Rep.   116.     June  18,   1906. 

When  a  trolley  company  has  laid  down  its  railway  in 
the  streets  of  a  city,  and  has  obtained  by  petition  from  the 
governing  body  an  ordinance  granting  such  a  right  and  fix- 
Ing  the  route  of  the  road  and  the  places  where  the  poles  are 
to  be  located  according  to  a  map  accompanying  said  peti- 
tion, pursuant  to  the  street  railway  act  of  April  21,  1896,  the 
court  of  errors  and  appeals  of  New  Jersey  holds  that  it  can- 
not afterwards  lawfully  place  or  erect  its  poles  at  places  in 
the  street  different  from  those  so  designated.  If  it  locate 
one  of  its  said  poles  in  the  street  at  a  place  upon  land  not 
thus  fixed  and  designated,  and  without  the  authority  of  the 
owner  oi  the  fee  thereof,  it  becomes  a  trespasser,  and  the 
owner  may  have  relief  by  an  action  of  ejectment  to  recover 
possession  of  the  land  thus  occupied  by  the  pole,  such 
session  to  be  afterwards  held  subject  to  the  public  ease- 
ment. 


Nor    ReBPONSTBLI    tor.    Sumy   <,t    Stinii    OB    BOI   TO    P0    Ni 
PaBSCKi  EB8  "i    Gl   in  k. 

Thompson  v.  Gardner  Westminster  A  Fitchburg   Street    Rail 
way  Co.  (Mass  i.  7s  X.  E.  Rep,  864.    Oct  17. 
\   passenger  alighting  from  a  car  at  about   8  o'clo 
the  evening  i  t  16   was  injured  by  stepping   Into  a 

er.     Th<-  track  ran  by  the  side  of  the  road,  and  between 
the  Mack  and  the  sidewalk  there  was  a  gutter  In  the  form 
ditch  i   f""'   wide  and   l  tool  deep,  the  nearest   line  ol 
tin    ditch  beln  im  the  nearest   rail  of  the  track. 

The  supreme  ludlclal  court  in  overruling 

erdlcl   directed   In   favor   of  the  defendant, 
that  the  placi   where  the  cai  stopped  was  s  part  "i  the 
hlghv  which   the  defendant   had    nc  control 

'     Is    hi     DC 

which  a  street  rallwaj  comp  lbl<         Phe  plain 

tiff's  contention  that  n  was  the  dutj  "t  the  conductor  i" 
Hon  :  i  stepping  into  the  gutter,  and  that  bis  failure 

to  do  ho  was  negligence,  was  untenable      Outlet     like  the 
one  described  are  not   uncommon  reaturi  a  our 

i ■nil,-  ■  rallj    between   that    pai 


the  highway  which  is  wrought  for  public  travel  and  the  side- 
walk. The  plaintiff  knew  that  she  was  alighting  from  the 
car  upon  the  sidewalk  side,  and  the  conductor  may  well  have 
assumed  that  she  was  familiar  with  the  existence  of  gutters 
and  would  govern  herself  accordingly.  His  failure  to  warn 
her  was  not  negligence. 


Whether   Passenger   Was   Throws    from    Car    \i    Cnavi     t\ 
Opposition   ro  Centrifugal  Force  Question  for  Jury. 

Duquis   v.   Saginaw    Valley   Traction   Co.    (Mich.),    I";1    N.   W. 
Rep.  413.     Oct.  89,  1906. 

This  case  is  without  a  parallel  in  cases  of  negligence, 
•  ling  to  the  statement  of  Mr.  Justice  Grant,  of  the  su- 
preme court  of  Michigan,  in  a  concurring  opinion,  it  appear- 
ing to  be  in  conflict  with  the  law  of  centrifugal  force.  But 
under  the  testimony  of  the  plaintiff  and  his  witnesses,  if  the 
jury  believed  them,  he  was  somehow  thrown  from  the  cai  at 
a  curve,  although  the  defendant  contended  that  it  was  a  phy- 
sical impossibility  as  claimed,  suggesting  that  the  ma  i  blm- 

Stepped  nff  the  car.  and  it  is  held  that  there  was  a  'lis 
puted  issue  of  tact  which  it  would  have  been  error  to  refuse 
to  submit  to  the  jury,  unless  the  court  is  to  substitute  iis 
judgment  upon  questions  of  fact  for  that  of  the  jury, 


No    Actionable  Breach  of  Contract  or  Routing   Oroinano 

in  Asking  Passenger  ■■•■'■■•-  ■■    to  Immediately  F iw- 

ing  Car  hi  Restori 
Dryden  v.   St.   Louis   Ti 

1U44.     Oct.   16,   1906. 

\  passenger  intending  to  go  to  the  terminus  of  the  route 
of  the  car  which  he  was  on  was  notified  on  the  way  by  the 
conductor  that  the  car  would  not  go  to  the  usual  terminus, 
and  to  take  a  car  following  in  close  proximity.  But  he  re 
fused  to  change  cars,  and  subsequently  sought  to  recovei 
damagi  s,  The  evidence  on  the  part  of  the  defendant  showed 
that  there  had  been  a  delay  of  IS  minutes,  caused  by  a 
"jammed  switch."  resulting  In  a  blockade  and  disarrange 
mint  ol  the  spacing  of  the  cars  on  the  line.  The  SUperin 
tendeni  testified  that  in  order  to  restore  the  proper  spac 
ing  of  the  cars,  and  to  make  up  the  time  lost  by  the  car  in 
question  he  ordered  the  conductor  to  make  the  loop  at  B 
different   point   from  the  terminus  stated. 

That  iIiiti  u  i-  no  substantial  breach  of  the  defendant's 
contract  to  earn  the  plaintiff  to  bis  destination,  the  St.  Louis 

court    of    appeals    says    it    thinks    was    clearly    shown     In     thi 
plaintiff's    own    evidence.      He    was    offered    a    transfer    to    an 

other  car    (at    band)    to  ratty   him    to  his   destination,   tout 
blocks  north  oi   where  be  ws         rhe  mi  re  Inconvenience  to 

plaintiff  of  getting  off  one  •  ike   passage  on  an 

other  t arried  Immediatelj   to  his  destination  was  not 

an    actionable   breach   of  the   defendant  -    contract    to  carr; 
him. 

Nor  was  hi    given  a  right  of  action  b>  a  city  ordinance 

which  legalized  the  compan]  a  routing  as  it  existed  on  a  cei 

lain  date,  and  which  provided   that   no  change  of  the  rout 

iioiiiii  in  :    made  without  the  sanction  In  writ 

ing  ni    the   mayor,   president    ol   council,  and   supervisor  ol 

ni    provided,   In   effect,   that    a   car  should 

be  turned   from  its  established  routing,  except   In  cases 

aavoldable  accident,  or  when  it  was  about  to  i»'  turned 
in  according  to  schedule  al  a  car  Bhed,  The  ordinance  did 
not  attempt  to  take  awaj  from  the  company  its  lawful  right 
to  im.iKi   ail  reasonable  rules  and  regulations  tor  the  conduct 

ol   its  business,  nor  i"  specialize  all  and  ever]   olr 

undei   which  a  cai   might  be  temporarilj  turned 

lUtl  TI ol     thinks    that     was    mil 

i  i.iMi    diversion,  but  s  i  one,  for  the  a< 

datlon  of  tin    traveling  public,  and  wa     Is  viola- 
tion "i  the  letter  oi    tplrll  ol  ti dlnance,  and  bene    il 

id  the  plaintiff  no  right  oi  acl Ion. 


234 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  7. 


News  of  the  Week 


Progress   of    Hudson    River   Tunnels. 

Chief  Engineer  Charles  M.  Jacobs,  of  the  Hudson  &  Manhattan 
Railroad,  which  is  building  the  so-called  McAdoo  tunnels  under 
the  Hudson  river  from  Hoboken  and  Jersey  City  to  Manhattan 
island,  last  week  gave  out  some  figures  showing  the  progress  being 
made  on  the  work.  The  two  tubes  between  Hoboken  and  Morton 
street  are  completed  under  the  river,  and  on  the  Hoboken  side  S34 
feet  of  one  approach  and  923  fe?t  of  the  other  approach  are  dug. 
On  the  New  York  side  the  land  tunnel,  westbound,  has  been  com- 
pleted 1,400  feet,  almost  to  a  point  under  Jefferson  Market,  and 
the  eastbound  subway  is  dug,  also  through  Christopher  street,  2,100 
feet,  to  and  up  Sixth  avenue  as  far  as  Tenth  street. 

Of  the  two  downtown  tunnels,  extending  from  Cortlandt  street. 
New  York,  to  a  point  under  the  Pennsylvania  terminal,  Jersey 
City,  both  are  about  three-fifths  completed  under  the  river,  the 
north  or  westbound  tube  having  come  out  3,120  feet  from  the 
Jersey  shore,  and  the  south  tube  having  been  driven  3,218  feet 
toward  New   York. 

At  Jersey.  City  the  two  tubes  that  are  to  connect  the  McAdoo 
terminal  under  the  Pennsylvania  station  with  the  Erie  and  Lacka- 
wanna terminals  have  been  dug  from  the  Pennsylvania  terminal 
about  half-way  up  to  the  Erie  terminal;  from  the  Hoboken  end  of 
the  Christopher-Morton  tubes  terminal  shaft  at  Fifteenth  street 
about  half-way  down  to  the  Erie  terminal,  and  from  the  Fifteenth 
street  shaft  up  to  within  two  blocks  of  the  Lackawanna  terminal. 
West  of  the  Pennsylvania  terminal  the  four  main-line  connecting 
tunnels  that  go  to  Newark  have  been  dug  to  Grove  street.  Nearly 
5,000  feet  of  the  tunnels  on  the  Jersey  side  are  dug.  The  t?rminal 
stations  are  well  under  way.  The  tunnels  under  the  Hudson  are 
to  be  in  operation,  it  is  promised,  by  September,  1907. 

Legislation    Affecting    Electric    Railways. 

Oklahoma. — The  constitutional  convention  has  adopted  a  pro- 
vision prohibiting  steam  or  electric  roads  from  charging  more  than 
living  the  railway  commission  power  to  ex- 
empt any  road  upon  satisfactory  proof  that  it  cannot  earn  a  rea- 
sonable income  upon  the  money  actually  invested  if  not  permit- 
ted   to    exceed   the    2-cent    rate. 

Pennsylvania. — Four  bills  have  been  introduced  in  the  legis- 
lature by  Senator  Campbell.  One  amends  the  trolley  consolidation 
act  of  1895  by  providing  that  traction  companies  in  country  dis- 
tricts may  sell  or  lease  property  or  franchises  which  are  owned, 
leased,  operated  or  controlled  to  any  other  traction  or  motor  power 
company  incorporated  in  the  state.  Such  companies  may  also 
contract  with  other  companies  for  the  operation  of  lines.  The 
present  law  was  framed  to  permit  the  consolidation  of  the  com- 
panies in  Philadelphia  and  Pittsburg  only.  Another  bill  gives 
electric  companies  the  right  to  acquire  the  franchises  of  steam 
railway  companies,  to  carry  freight,  and  to  make  arrangements 
for  the  operation  of  steam  railway  cars  over  electric  railway 
tracks.  The  bill  also  gives  the  president  and  directors  of  the  street 
railway  companies  power  to  borrow  money  and  to  issue  bonds 
without  any  limitation.  The  present  law  provides  that  money  shall 
not  be  borrowed  in  an  amount  exceeding  the  capital  stock  sub- 
scribed and  bonds  shall  not  exceed  double  the  amount  actually 
paid  in  of  the  capital  stock  subscribed,  "the  proceeds  whereof 
shall  be  actually  expended  in  the  construction  and  equipment  *of 
the  roads."  A  fourth  bill  authorizes  the  companies  to  construct 
branches  or  extensions  by  resolution  of  the  board  of  directors  in- 
stead of  by  resolution  of  the  stockholders.  Proposed  branches  or 
extensions  need  not  be  within  the  general  scope  of  the  original 
charter.  A  bill  has  also  been  introduced  in  the  legislature  by 
Representative  Robert  Dearden  of  Philadelphia  to  compel  street 
railway  companies  to  provide  each  passenger  with  a  seat.  It  also 
provides  that  if  all  the  seats  are  occupied  the  companies  shall  not 
refuse  passage,  but  must  transport  any  passenger  not  provided 
with  a  seat  for  half  fare.  It  further  provides  that  a  passenger 
having  paid  half  fare  may  take  a  seat  when  one  is  vacated. 

Mayor   Guthrie's    Views   on    Pittsburg    Subway. 

Mayor  Guthrie  of  Pittsburg,  on  February.  6  addressed  the  rapid 
transit  commission  of  the  city  councils  at  their  invitation  on  the 
subject  of  the  proposed  ordinance  to  give  the  Pittsburg  Subways 
Company  a  franchise  for  a  system  of  subways  covering  the  entire 
city.      He  said  in  part: 

"To  provide  a  permanent  basis  for  the  settlement  of  terms  of 
Joint  use  by.  other  companies  the  subway  company  should  be  re- 
quired to  keep  a  separate  account  of  the  cost  of  the  construction 
of  its  down  town  system.  This  account  should  be  audited  by  the 
comptroller  or  an  auditor  and  the  amount  thus  ascertained  should 
be  used  in  determining  the  amount   to  be  paid  for  such  joint  use. 

"The  length  of  the  franchise  should  not  under  any  circum- 
stance exceed  50  years,  and  that  term  should  not  be  considered 
unless  the  public  interests  are  fully  safeguarded.  Personally,  I 
think  25  to  30  years  a  long  term.  We  have  no  right  to  bind  the 
future  city  to  a  sy.stem  which  may  cripple  its  growth  and  subject 
tin    people  to  a  great  burden. 

"Bonds  for  the  construction  of  the  line  not  to  exceed  the  act- 
ual cost  might  properly  be  given  as  a  lien  on  the  franchise  until 
paid,  hut  provision  should  be  made  for  a  sinking  fund  to  extin- 
guish them.  The  capitalization  of  the  company,  either  by  bonds 
or  stocks,  should  be  limited  to  the  cost  of  construction  and  not 
exceed  25  per  cent  in  addition  thereto.  No  increase  of  bonds  or 
•capital  stock  should  be  issued  without  the  consent  of  the  city,  and 
then  only   if   the   amount    he   actually  raised  in  cash  and   expended 


for  improvements.  Cost  and  maintenance  should  be  paid  out  of 
the   earnings. 

"The  value  of  the  franchise  is  solely  in  the  power  of  the 
holder  to  tax  the  public  for  its  use.  It  is  not  just  to  permit  the 
holder  to  tax  the  public  in  order  to  pay  interest  and  dividends  on 
watered  bonds  and  stocks,  and  even  to  withhold  proper  accommo- 
dations in  order  to  reduce  operating  expenses,  so  as  to  leave  a 
larger  balance   to  be   applied  to  such   purposes. 

"The  company  should  not  be  permitted  to  sell  or  lease  its 
lines  or  to  consolidate  with  any  company  without  the  consent  of 
the  city.  There  should  be  a  provision  that  transfers  at  all  sta- 
tions should  be  made  with  other  lines,  either  surface  or  subway. 
The  city  must  have  power  to  compel  the  company  to  furnish  ade- 
quate  accommodations   and   service. 

"All  details  of  construction  and  operation  should  be  deter- 
mined before  construction  is  begun.  The  city  should  have  the 
right  to  select  at  least  three  consulting  engineers  to  pass  upon  all 
plans. 

"In  order  to  require  the  company  to  bear  its  fair  share  of  the 
city's  expense  it  should  pay  each  year  an  amount  equal  to  the 
mileage    fixed  for   that   year   on   the   cost  of   construction. 

"It  should  be  required  to  pay  into  the  city  treasury  each  year 
any  balance  of  its  revenue  remaining  after  payment  for  operating 
and  maintenance;  5  per  cent  interest  on  its  bonds  and  6  per  cent 
on   its  capital  stock. 

"The  city  should  have  the  right  to  buy  the  capital  stock  of 
the  company  at  par  any  time  after  25  years. 

"The  company  should  be  required  to  render  annual  accounts 
to  the  comptroller,  and  there  should  be  some  limitation  on  the 
power  of  the  company  to  absorb  its  surplus  income  by  excessive 
salaries." 


Western  Society  of  Engineers. — The  programme  for  the  regu- 
lar meeting  of  the  Electrical  Section  of  the  Western  Society  of 
Engineers  on  February  15  included  a  lecture  on  "Direct-Current 
Compensators   for  Balancing  Electric   Circuits"   by   H.    M.    Biebel. 

Thefts  of  Copper  Wire  on  the  Illinois  Traction  System. — Con- 
siderable trouble  has  been  caused  recently,  on  the  electric  lines  in 
the  southern  part  of  Illinois  by  thefts  of  copper  wire.  On  Wednes- 
day night.  February  6,  200  feet  of  heavy  trolley  wire  was  stolen 
from  the  Illinois  Traction  Company's  line  between  Bloomington 
and  Peoria. 

Louisville  Railway  Wage  Increase. — President  T.  J.  Minary 
of  the  Louisville  Raillway  Company  announced  on  February  9  that 
the  directors  had  decided  to  increase  the  wages  of  all  the  com- 
pany's employes  who  are  paid  by  the  hour  one  cent  an  hour.  This 
includes  trackmen,  mechanics,  motormen  and  conductors,  whose 
wages  vary  between  15  and  21  cents  an  hour.  About  1,500  men 
ate   affected   by    the  increase,    which  will   take   effect   at  once. 

Special  Car  for  Tacoma  Railway  &  Power  Company. — An  at- 
tractive special  car  is  now  being  equipped  in  the  Tacoma  Railway 
&  Power  Company's  shops.  It  will  be  equipped  with  cushioned 
chairs,  buffet,  tables,  and  the  floor  will  be  carpeted.  The  fittings 
throughout  will  be  equal  to  those  of  the  best  modern  private  cars. 
It  is  primarily  intended  for  the  use  of  the  officials  of  the  road  in 
inspecting  the  200  miles  of  electric  railway  lines  included  in  the 
system,  and  for  the  use  of  distinguished  visitors.  During  the  sum- 
mer  when  the  car  is  not  required  for  official  purposes  it  will  be 
chartered  to  trolley  parties  to  American  lake  and  many  of  the 
other   attractive   points  of  interest  on  the  roads. 

Proposed  Union  Station  at  Dayton. — According  to  an  assertion 
attributed  to  Col.  E.  C.  Spring,  manager  of  the  Dayton  Covington 
&  Piqua  Traction  Company,  the  owners  of  all  the  lines  entering 
the  city  of  Dayton,  O.,  have  been  trying  to  agree  upon  a  union 
station  to  be  erected  here,  but  no  definite  answer  has  yet  been 
received  from  the  Schoepf  roads.  He  said  that  some  of  the  com- 
panies wanted  a  union  passenger  station,  but  not  a  station  to  be 
used  for  both  freight  and  passengers  by.  all  the  roads.  The  man- 
agers of  the  various  companies  met  with  the  city  council  a  few 
days  ago  and  discussed  the  matter.  It  is  possible  that  the  old 
city  building  may  be  converted  into  a  depot,  but  as  yet  nothing 
definite   has    been    decided    upon. 

The  Concrete  Review. — The  Association  of  American  Portland 
Cement  Manufacturers  announces  the  publication  of  the  Concrete 
Review,  Volume  1,  Number  1,  of  which  appeared  on  February  1. 
The  publication  is  to  be  semi-monthly  and  is  to  meet  the  grow- 
ing demand  for  the  most  reliable  information  regarding  the  proper 
use  of  Portland  cement  and  serve  as  an  easily  accessible  guide 
to  the  best  articles  appearing  in  the  various  technical  publications. 
Original  articles  will  be  published,  together  with  extracts  of  arti- 
cles which  appear  in  other  publications.  The  Concrete  Review 
will  be  sent  upon  request  addressed  to  the  assistant  secretary  of 
the  Association  of  American  Portland  Cement  Manufacturers, 
Land    Title   building,    Philadelphia. 

Plan  Bureau  of  Alliance  Against  Accident  Frauds. — A  meeting 
of  representatives  of  steam  railroads,  traction  companies,  acci- 
dent and  liability  insurance  companies,  public  service  and  other 
corporations  was  held  at  the  Great  Northern  hotel  in  Chicago  on 
the  evening  of  February  5  to  consider  the  establishment  of  a  local 
index  bureau  of  the  Alliance  Against  Accident  Fraud.  H.  C. 
Wagner  of  the  Employers'  Liability  Assurance  Corporation  was 
elected  chairman  and  L.  L.  Austin  of  the  Northwestern  Elevated 
Railway  secretary.  No  definite  action  was  taken.  Another  meet- 
ing will  be  held  in  a  short  time.  This  index  bureau  receives  daily 
from  each  local  subscriber  a  report  showing  the  name,  age,  ad- 
dress, attorney  and  physician  of  each  individual  who  has  made 
a  claim  upon  the  subscriber's  company.  The  bureau  assorts  and 
classifies  the  reports  and  whenever  a  duplication  of  names  of 
claimants,    physicians   or   attorney    is   found    the   claim    departments 


February  16,  1907 


ELECTRIC     RAILWAY     REVIEW 


235 


of  the  companies  affected  are  brought  in  touch  for  the  purpose  of 
finding  out  if  the  claim  is  fraudulent  or  exaggerated.  Such  bu- 
reaus have  been  established  in  Boston  and  New  York  and  are 
said  to  be  doing  effective  work  at  a  small  cost. 

Los  Angeles  Cars  Shipped  on  Their  Own  Wheels. — The  Pacific 
Electric  Railway  Company,  Los  Angeles,  Cal..  recently  received 
."2  Dew  standard-gauge  cars,  which  are  now  being  fitted  with 
electrical  equipment  at  the  Los  Angeles  shops.  These  cars  will 
have  multiple-unit  control  so  that  during  the  rush  hours  they  may 
be  operated  in  trains.  It  Is  of  especial  interest  to  note  that  in 
delivering  these  cars  from  the  shops  in  St.  Louis  they  were  trans- 
ported on  their  own  wheels.  While  this  practice  is  perhaps  not 
unusual  in  the  east  where  distances  are  comparatively  short,  it 
is  worthy  of  note  that  experience  has  shown  it  to  be  feasible  to 
i  for  a  distance  of  2,100  miles  on  their  own  wheels  three 
trains,   including  52  electric  railway  cars. 

Organization  of  Shop  Foremen. — The  shop  foremen  of  Brook- 
lyn. Manhattan.  Newark  and  vicinity  met  and  formed  an  organi- 
zation for  the  exchange  of  experiences  and  data  on  the  equipment 
and  repairing  of  rolling  stock.  It  is  hoped  by  the  men  that  an 
exchange  of  ideas  will  be  brought  about  which  will  be  a  l 
advantage  both  to  the  men  and  to  the  companies.  Officers  have 
been  elected  as  follows:  President,  Chirk  Crather  of  Paterson; 
first  vice-president.  Miles  Hoyt  of  Brooklyn;  second  vice-president. 
A.  Dottschall  of  Manhattan;  third  vice-president,  R.  R.  Myers  of 
Flatbush;  secretary  and  treasurer,  John  R.  Case  of  Newark.  An 
executive  committee  of  seven  members  has  been  appointed  to  draw- 
up  a  constitution  and  by-laws.  The  association  will  hold  monthly 
meetings. 

Cleveland  Traction  Situation. — The  street  railway  situation  in 
Cleveland  still  remains  in  the  same  condition  as  for  the  pas) 
month.  President  Andrews  of  the  Cleveland  Electric  Railway  and 
President  DuPont  of  the  Municipal  Traction  Company  are  still 
engaged  in  determining  a  basis  on  which  to  calculate  the  value  of 
the  Cleveland  Electric  property  and  have  given  out  nothing  as  a 
result  of  their  conferences  except  the  statement  that  satisfactory 
progress  was  being  made  and  that  probably  the  negotiations  will 
not  be  completed  until  some  time  next  week.  The  thirty-day 
truce,  during  which  all  hostilities  between  the  two  companies  were 
to  be  suspended,  expired  on  February  10.  and  by  agreement  it  was 
extended  Indefinitely,  with  a  provision  that  it  may  be  terminated 
upon  24  hours'  notice  from  either  side.  Attorneys  for  both  com- 
panies have  filed  in  Judge  Phillips'  court  a  petition  that  the  in- 
junction case  of  the  old  company  against  the  Forest  City  Railway 
be  suspended   until   the  result  of  the  negotiations  is  known. 

Committee  on  Municipal  Ownership. — The  membership  of  the 
eommlttee  On  "Municipal  Ownership"  of  the  American  Street  & 
Interurban  Railway  Association  for  the  work  of  the  1907  conven- 
tion has  been   completed  and   now   stands  as   follows: 

C.  W.  Wyman,  chairman,  general  manager  Stone  &  Webster. 
Boston,  Mass. 

John  A.  Beeler,  general  manager  Denver  City  Tramway  Com- 
pany.   Denver.    Colo. 

Qeorge  F  Chapman,  general  manager  United  Rallroade  oi  Ban 
Francisco,   Cal. 

H.  M.  Sloan,  general  manager  Calumet  Electric  Street  Railway 
Company,   Chicago,  ill. 

J.    J.    Stanley,    general    manager    Cleveland    Electric    Comp 
Cleveland,   O. 

Tie-    names    of    members    of    the   other   committees    that    have 
been   appointed  may  be  found   in    the  Review  for  February   t, 
161,   and  for  February  9.   p 

Electrification    of    Washington    Terminal. — On    January    20    the 
senate  committee  on  the  District  of  Columbia  gave  a  final  hearing 
to   the    railroad    Interests   which   are  opposed   to   the  bill   appl 
the  smoke  law   of  the  district  of  Columbia  to   lie     steam    railroad 
doing   business    In    Washington.      Arguments    against    the    bill    were 
presented    by   representatives  of   the   Pennsylvania   and   the   Balti- 
more   ,v    ohlo.      The   point    was    ma. I.     thai    Hi.     rail  <i    ta- 
il great  expense  In  providing  terminals  tit   Washington,   •■■■ 
were    far    in    advance   of    the   needs   of   the    City.;    that    they    had 
tablished  freight   yards  outside  of   the   City  limits  in  order  thai    the 
smoke    nuisance   might    be    reduced    by    keeping   freight    I.. 

ir   as    possible,    and    that    to    force    the    tail 

to  assume   the  additional  expense  of  electrifying    the   Washington 

InsJ   would   mean   gr<  tie-   public,   flrsl    by   reason   of 

delay    which    must   ensue    before   electrical    installation    would 

mnpleted,  and  secondly   because  of  the  terminal   charge,  estl- 

i   at   if,   per  car,   whieh   would   have   to   bi  sssed 

within    Ih.     district. 

Trackage  Agreement  Between  Boston  &  Worcester  and  Boston 
<t  Albany     It  is  reported  1  g  Im- 

portant changes,  has  been  entered  Into  by  the 
ton  <t   Worcester  Street   Railway  and  the  New   fork  Central 

load       Among   the    Interesting  changi  Sd  S      the    result    of   it 

■    reduction  of   the   running  time  of  the   Boston   A    Woi 
trolley  air  line  ears  between   Worcester  and    Be  om   2  bouts 

and  If  minutes  to  i  hour  and  '■."  minutes,  and  the  i  nt  ol 

ti,.    trolley  freight   business   that   baa  been   under  oonsldi 

iter  officials  for  month!      Thi    agreement 

.<■  Worcester  road  un  from  n 

Highland     Into   Bost ver  thi    Bo  ton   ■•■     Ubany  circuit    bi 

anil   :  t  till    old    I '  u  k    BQUai 

tie-    New    Votk    Centra]    recently    secured    on    a    conditional 

ting  legislative  sanction,     I 
meat,  tie  .i,  ■isotiify  its  oiroull  branch,  a  step  thai 

been   under  consideration.     Another  plan   that   thi    Bo  ton   ,v    o/oi 

i   has  in  mind  in  the  construction  of  :  from 

a    point    in    South    ■Yamlngham,    opposite     the    South    Framlngham 


muster  field  to  Fayville.  at  the  Southboro  and  Fiamingham  line,  to 
cost  $300,000. 

New  York  Rapid  Transit  Affairs. — Chief  Engineer  Rice  of  the 
New  York  rapid  transit  commission,  who  was  instructed  to  Inves- 
tigate the  application  of  the  United  Engineering  &  Contracting 
Company,  which  is  building  the  Pennsylvania  tunnels  in  Thirty- 
second  and  Thirty-third  streets,  between  Fifth  and  Sixth  avenues, 
to  be  allowed  to  excavate  by  tin-  method  of  open  cuts  instead  of 
by  boring,  presented  his  report  on  February  7.  Mr.  Rice  found 
that  the  character  of  the  ground  required  open  cut  excavation  but 
of  less  length  than  stated  in  the  company's  application.  The  com- 
mission heard  protests  from  several  property  owners  who  declared 
that  the  open  cut  work  would  injure  the  foundations  of  their  build- 
ings and  take  trade  away  from  the  merchants.  Mr.  Philbta,  Of  the 
contracting  company,  said  that  they  would  be  compensated  lor  all 
damage  and  the  commission  postponed  the  hearing  for  a  week  until 
an  agreement  on  the  question  of  damages  could  be  reached.  The 
commission  approved  the  action  of  tie-  committee  em  plans  which 
on  February  5  decided  that  if  the  Brooklyn  Rapid  Transit  Com- 
pany operates  in  the  proposed  bridge  subway.  loop  it  shall  be 
allowed  to  use  the  best  type  of  cars  of  its  present  rolling  stock 
equipment,  instead  of  being  required  to  use  steel  cars.  The  com- 
mission has  ordered  a  public  hearing  for  February  2S  on  the  form 
of   the  proposed  contract   for   the   bridge  subway   loop. 

San  Francisco  Employes  Receive  Increase  of  Wages.-— It  is  re- 
pented that  the  board  of  arbitrators  selected  last  fall  to  adjust 
the  differences  between  the  United  Railroads  of  San  Francisco  and 
its  employes,  in  regard  to  hours  and  wages,  has  decided  that  the 
company  shall  increase  the  wages  of  its  employes  20  per  cent  an. I 
that  the  hours  of  labor  shall  remain  as  at  present.  10  hours  con- 
stituting a  day's  work.  The  unions  directly  interested  in  this  de- 
cision at-.-  the  local  bodies  of  the  Amalgamated  Association  of 
Street  and  Electric  Railway  Employes  of'  America,  International 
Brotherhood  of  Electrical  Workers,  Stationary  Firemen  and  Street 
Railroad  Construction  Workers.  The  company's  refusal  to  accede 
to  the  demands  of  the  unions  resulted  in  a  strike  which  lasted  from 
August  2i5  to  September  5,  1906.  almost  completely  tying  up  the 
street-car  service  of  San  Francisco,  which  was  terminated  on  Sep- 
tember 5  by  an  agreement  to  submit  the  demands  of  the  men  to 
arbitration  by  a  board  consisting  of  one  man  chosen  by.  the  unions, 
one  by  the  company,  and  the  third  by  the  other  two.  A  few  days 
later  President  Calhoun  offered  increases  to  the  different  unions 
involved,  but  they  rejected  the  offers  in  favor  of  arbitration.  The 
board  of  arbitrators  consisted  of  William  II.  Beatty,  Major  Frank 
McLaughlin,  and  Rev.  Peter  C.  Yorke.  The  Increase  in  wages  is 
to   take  effect    from  the  date  of   the   end  of  tin-  strike.   September  5. 

Plans  for  a  Municipal  Subway  In  St.  Louis. — Senator  J.  J. 
Prendergast  of  St.  Louis  on  February  0  introduced  Into  the  Mis- 
souri legislature  a  bill  to  permit  the  city  of  St.  Louis  to  build 
subways.  The  bill,  which  was  'drafted  by  Mayor  Wells  and  ap- 
proved  after   certain    ai hunts    by   a    committee   of   fifteen 

lativo    citizens,     provides    that    any    city    of    100.000    or    more 
inhabitants   may   build    or    acquire    subways    within   their   corporate 

limits    to   be   exclusively   ow I    by   the   city,    for  the    transportation 

of  passengers,  baggage,  express  and  freight;  that  such  cities  may 
operate  subways  or  lease  them  for  a  period  not  exceeding  50  years. 
and  may  regulate  their  use  and  the  construction  and  operation 
of    cal  H    is    also    provided    that    BUOh    cities    may    Issue 

municipal  bonds,  at  not  less  than  par.  payable  out  of  tin'  Income 
from  tin-  subway,  in  connection  with  this  bill  an  amendment  to 
the  state  constitution  was  also  introduced,  which  provides  lor  an 
increase  of  the  borrowing  powers  of  such  cities  for  the  purpose 
of  building  or  acquiring  subways.  According  to  the  amendment 
no  Indebtedness  may  be  Incurred  by  a  city  for  this  purpose  unless 
appro\c.i  by  two-thirds  of  the  voters,  ami  unless  provision  i 
made  for  an  annual  tax  BUfOclent  to  pay  lb.-  interest  on  such 
indebtedness  ami  to  constltuti  b  staking  fund  for  the  payment  ol 
the  principal  thereof  within  30  years.  No  definite  plans  foi  the  Sot 
1 1. hi  of  a  subway  ha  I    been  considered,  but  it   Is  de- 

sired   to   secure    the    necessary   legislation    to    make    such     i       i     :      i 
sible  as  soon   as   It  Is   deemed   necessary   or   feasible. 

Six   Fares   for  a   Quarter  in    Minneapolis.     Tie     Minneapolis 

council  has  decided  that  the  i pi.-  oi   Minneapolis  are  entitled   to 

Ides  foi  a  quarter     Friday  .veiling,  Februarj 
H    ordinance  requiring  the  Twin  city  Rapid  Transit 
Company   to   "sell  ami   provide   for  the   sale  of   tickets,   each  good 

for  transp. a  it  i t  passenger  foi   a tlnuou 

Hie  street   railway   in  In  said  city  at  I he   rat. 

IVB   cents."     The   uidm  

was  drafted  by  Attorney  c    B.   Holmes,  a  member  ol  the  council 
Th.    street  railway  Is  expected  to  resl  t    the  ordinance,  when  it   is 

given    the    in. Ivor's    si:  i  .1    made    a    law.    reiving    on    lie     pro 

visloni  "i 1890,  confirming,  an  a.  i  of  the  oounoll  pi  i 

et  rallwa)   companj   to  operate  all  its  railway  lines 

,n    ti  trlclty.     Tins  ordinance   provided   for  ■   mini 

ilium  ridi       However,   u dlnance  which    II 

a.  .1    an. I    Which    names    th.      n..     .       ,1    fare    Is    taken    In    adVO 

..r  th.    new   measun    p.  be  'hi.'  al   the 

win  of  th.-  council,     it  is  believed  that   SI     Paul  will  also  taki 

immittei    ol  the  oil 
ted  to  confer  with  th.    'i  -  ompany'i  officii 

thi      n  ■  ■  i  :  .I  m  1  II    Infoi  oi'  'i    W    .i 

al  manager,   that   in  1 1>.    event  of  Minn,  spoil 

ling  fOI     I  went  y-flVI On    would    be 

i  i  .al.  iii  spits  ..f  the  ini    i      t  I  inel 

pany  seems  to  allow  h   to  oharge  a  ati 

during    II. e    life    ..r    Hie    franchise.       'IIiIm    an 

panic. i    by    b    demand    for   Improved   service   and    sti     HI 

thai    .mi,    which    win    I...   considered    by   the 
-  oundl, 


236 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  7. 


Construction  News 


FRANCHISES. 


Albia.   la. — A   franchise   has   been  granted    to  c.   A.    Ross,  Chi- 

C.  B.  Judd,   Pittsburg,  A.  S.  Kimberly,  New  York,  and  Calvin 

Manning.  Ottumwa,   la.,   to  operate  a  street   railway  in  Albia.    The 

promoters  agree  to  have  one  mile  of  lino  in  operation  within  a  yar. 

Auburn.  N.  Y. — The  Auburn  &  Ithaca  Traction  Company  has 
been  granted  a  franchise   to  enter  the  city  with  the  provision  that 

within   two   years  from   the   dal i   which   permission   to  build  is 

granted  by  the  railroad  commissioners  the  line  must  be  completed 
The  franchise  also  provides  for  the  improvement  by  the  company  of 
all  streets   through    which   its  line  passes. 

Carbondale,  III. — The  Southern  Illinois  Transit  Company,  which 
proposes  to  build  an  interurban  line  from  Carbondale  to  Murphys- 
boro,  Cartervillc.  Herrin.  Johnson  City  and  other  points,  has  been 
granted  a  franchise  to  lay  tracks  over  certain  of  the  principal 
streets  of  the  city.  The  franchise  specifies  that  actual  construction 
shall  begin  within  three  months  after  acceptance  and  that  within 
ii  thereafter  there  shall  have  been  completed  and  in  opera- 
tion a  single  or  double  track  railway  from  a  point  on  Main  street 
to  one  of  the  following  points:  Carterville,  Herrin  or  Cambria. 
A  bond  of  $5,000  is  to  be  given  as  a  guaranty  that  $5,000  shall  have 
been  expended  on  actual   construction  by   the  first  of  next  July* 

East  Liverpool.  O. — At  a  recent  meeting  of  the  stockholders 
of  the  Ceramic  City  Light  Company,  the  Wellsville  Light  &  Power 
Company  of  this  city  and  the  People's  Light  &  Power  Company 
of  Chester,  W.  Va.,  it  was  agreed  to  surrender  the  charters  of  the 
corporations  to  the  secretary  of  state  at  Columbus,  O.  These 
companies  have  been  in  operation  many  years  with  the  exception 
of  the  People's,  which  was  organized  to  furnish  light  to  the  city 
of  Chester  and  also  to  East  Liverpool,  but  which  never  exerted  its 
authority.  The  business  of  all  three  companies  was  merged  into 
the  affairs  of  the  East  Liverpool  Traction  &  Light  Company,  which 
now  controls  the  traction  and  light  properties  in  this  section  of  the 
state. 

Grand  Rapids,  Mich. — The  Grand  Rapids  Electric  Company,  a 
new  organization,  has  applied  for  a  franchise  for  right-of-way 
through  the  city  from  the  northwest  to  the  southwest  side 
and  from  the  southwest  side  to  the  heart  of  the  city  for  freight, 
passenger,  mail  and  express  service.  It  is  reported  that  this  is 
a  part  of  a  projected  interurban  system  which  is  to  begin  at 
Alpena  and  run  through  West  Branch,  Gladwin,  Mt.  Pleasant,  Ed- 
more,  Greenville,  Belding,  Rockford,  Grand  Rapids,  Kalamazoo, 
Battle  Creek,  Coldwater,  Camden  and  into  the  state  of  Ohio. 
Another  part  of  the  project,  it  is  stated,  contemplates  a  road  from 
Grand  Haven  to  Lansing  through  Grand  Rapids.  The  application 
has  been  referred  to  the  committees  on  streets  and  ordinances. 

Kankakee,  III.— The  Kankakee  Electric  Street  Railway,  the 
North  Kankakee  Electric  Street  Railway  and  the  Kankakee  & 
Western  Electric  Railway  have  been  granted  new  20-year  fran- 
chises. It  is  stated  that  the  franchises  under  which  the  companies 
were  operating  were  illegal  because  the  consent  of  the  abutting 
property  holders  had  not  been  obtained. 

Lexington,  Ky. — The  Central  Kentucky  Traction  Company,  rep- 
resented by  Louis  des  Cognets,  president,  and  Judge  J.  R.  Morton, 
attorney,  has  applied  for  a  franchise  to  construct  and  operate  a 
traction  line  connecting  Lexington  with  Nicholasville,  Lancaster 
and    Richmond.    Ky. 

Marysville,  Cal. — A  franchise  has  been  granted  to  the  Northern 
Electric  Company,  Chico,  Cal.,  to  build  an  electric  line  in  certain 
streets  of  Marysville.  The  franchise  as  originally  drafted  and  ap- 
plied for  last  November,  was  objectionable  to  the  council  on  ac- 
count of  certain  provisions  omitted  and  incorporated.  The  com- 
pany has  now  conceded  these  points,  among  which  are  the  elim- 
ination of  the  third-rail  clause  and  the  cutting-out  of  the  right  of 
way  asked  for  on  Orange  street.  The  company  also  agrees  to 
place  lights  at  certain  points  along  its  line. 

Mt.  Vernon,  O. — The  city  council  has  been  asked  for  a  franchise 
to  build  an  electric  railway  in  Mt.  Vernon,  by  two  different  com- 
panies: the  Cleveland  &  Southwestern  Traction  Company  and  the 
Mansfield  &  Southern  Traction  Company,  the  former  represented 
by  Roberts  &  Abbott  of  Cleveland,  and  the  latter  by  Frank  L. 
Beam  and  Dwight  E.  Sapp,  also  Judge  Maxwell  of  Mansfield,  O. 
Both  companies  desire  to  operate  over  practically  the  same  streets 
in  Mt.  Vernon.  The  petitions  have  been  referred  to  the  board 
of    public    service    and    the    city   solicitor. 

New  Castle,  O. — The  50-year  franchise  recently  applied  for  by 
the  New  Castle  &  New  Wilmington  Street  Railway  Company  has 
been  granted  by  the  city  council  with  the  provision  that  the  road 
must  be  completed  and  cars  running  within  two  years  from  the 
date   of   its  acceptance. 

Spokane.  Wash. — The  city  council  in  committee  of  the  whole 
has  reported  for  passage  the  ordinance  granting  the  Spokane  & 
Inland  Empire  Railroad  a  franchise  for  a  subway  nearly  a  mile 
long  connecting  its  freight  and  passenger  terminals  in  the  city. 
A  map  showing  the  route  of  this  subway  and  an  outline  of  the 
company's  plans  in  connection  with  it  was  published  in  the 
Electric  Railway  Review  for  February  2.  1907,  page  14S.  The 
franchise  is  perpetual  and  practically  free  from  restrictions.  Work 
must  begin  within  two   years   and    be   <i.mpleted   within    five   years. 

St.    Charles,    Mo. — St.   Louis   capitalists,    represented   by   H.    H. 


Wilmes,  aie  asking  for  a  franchise  to  operate  an  electric  line  over 
th<  prim  [pal  streets  of  St.  Charles.  It  is  stated  that  the  proposed 
line  will  connect  with  the  St.  Louis  St.  Charles  &  Western  Elec- 
tric Railway  across  the  Missouri  river,  which,  it  is  said,  may  mean 
that  the  United  Railways  Company  of  St.   Louis  is  interested. 

Waxahachie,  Tex. — The  Central  Texas  Traction  Company  has 
been  granted  a  six-months  extension  to  its  franchise  for  entering 
the  city  with  an  interurban  line.  The  franchise  expired  on  Febru- 
ary 7  and  the  extension  was  asked  for  to  allow  more  time  in 
which  to  decide  on  the  streets  over  which  it  shall  run. 

Weatherford,  Tex. — G.  M.  Howie,  of  Weatherford.  represent- 
ing Chicago  capitalists,  has  been  granted  a  franchise  to  build  an 
electric  line  in  Weatherford  which  it  is  said  will  be  a  part  of  an 
Interurban  line  connecting  Weatherford  and  Ft.  Worth.  One  mile 
of  trai  k  must  be  completed  within  one  year  from  the  date  of  the 
franchise. 

Winona,  Minn. — The  La  Crosse  &  Winona  Traction  Company 
has  applied  for  two  50-year  franchises,  one  for  furnishing  light, 
heat  and  power  for  commercial  purposes  and  the  other  for  a 
street  railway.  The  first  franchise  gives  the  company  the  right 
to  furnish  electricity  from  a  plant  to  be  located  in  the  city  and 
permission  to  control  and  maintain  all  new  lines  it  may  acquire  in 
the  city  as  well  as  the  present  lines.  Rates  are  quoted  in  the 
franchise  for  light  and  power  and  an  important  section  provides 
that  they  shall  be  adjusted  every  10  years  by  three  adjusters,  one 
appointed  by  the  council,  one  by.  the  company  and  the  third  by 
the  two  already  named.  The  street  railway  franchise  provides 
that  cars  shall  be  in  operation  from  Winona  to  Galesville  within 
IS  months  and  to  La  Crosse  within  two  and  a  half  years,  with 
permission  to  run  tracks  into  the  city  and  on  the  present  tracks 
or  on  new  ones  to  be  constructed  by  the  company.  The  council 
probably  will  not  act  on  the  measure  for  some  weeks.  C.  M. 
Morse,   president,   W'inona,  Minn. 


RECENT    INCORPORATIONS. 


Alfarata  Electric  Street  Railway  Company. — Incorporated  in 
Pennsylvania  to  build  an  electric  railway  from  Alexandria  to 
Tyrone  Forge,  Pa.  Capital  stock  $75,000.  Incorporators:  John 
Phillips,  president;  Samuel  I.  Spyker,  secretary,  and  W.  G.  Kenaga. 
treasurer.      Headquarters,    Altoona,    Pa. 

Big  Valley  Street  Railway. — Incorporated  in  Pennsylvania  to 
build  an  electric  line  from  Mill  Creek  by  way  of  Airy  Dale,  Allens- 
ville,  Belleville  and  Kishacoquillas  Seminary  to  Reedsville,  Pa.,  27 
miles.  Incorporators:  R.  W.  Jacobs,  H.  E.  Steel,  F.  Blair.  I.  Isen- 
berg,   George  C.  Wilson  and  Wallace  H.   Wilson. 

Brownsville  Masontown  &  Smithfield  Railway. — Incorporated 
in  Pennsylvania  to  build  and  operate  an  electric  line  between 
Brow-nstown  and  Smithfield.  Pa..  20  miles.  Capital  stock.  $150,000. 
Incorporators:  W.  J.  Sheldon,  president.  McKeesport,  Pa.;  W.  J. 
Dain  and  C.  V.  Kennedy. 

Decatur  Taylorville  &  Litchfield  Traction  Company. — Incor- 
porated to  build  a  railroad  from  Decatur  to  Litchfield.  111.  Incor- 
porators, Dudley  Taylor,  Frederick  Job,  Thomas  B.  O'Connell.  Alma 
L.   Dorothy  and   W.   W.    Taylor. 

Franklin  &  Towamensing  Electric  Street  Railway. — Organized 
and  soon  to  apply  for  a  charter  to  build  an  electric  line  from  Weiss- 
port  through  North  Weissport  and  Phifer's  Corner  to  Harrity,  to 
Parryville  and  thence  to  Bowmanstown.  Hazard.  Palmerton 
and  Millport.  Pa.  Incorporators:  A.  P.  Berlin,  John  T.  Semmel. 
Dale   Craig,    H.   J.   Bretney   and  T.   J.   Fretz. 

Hagerstown  &  Northern  Railway. — This  company  has  been  in- 
corporated to  take  over  the  Hagerstown  &  Northern  Railway  Com- 
pany and  the  Franklin  Railroad  Company.  The  Hagersiown  & 
Northern  extends  from  Hagerstown  to  Reid.  and  the  Franklin  line 
runs  from  Reid  to  Shady  Grove,  Franklin  county.  Christian  W. 
Lynch  of  Harrisburg  is  president. 

Juniata  Valley  Street  Railway. — Incorporated  in  Pennsylvania 
to  build  an  electric  line  from  Huntingdon  to  Mt.  Union.  Pa.  Incor- 
porators: R.  W.  Jacobs,  H.  E.  Steel,  F.  Blair,  I.  Isenberg,  Wallace 
Wilson  and  George  C.  Wilson. 

Lyndhurst  &  Sherando  Railroad. — Incorporated  in  Virginia  to 
construct  a  line  from  Lyndhurst  to  Mount  Troy  in  Augusta  county, 
6  miles.  Capital  stock,  $50,000.  Incorporators:  J.  H.  Ralston, 
president;  J.  B.  Sleman,  Jr.,  secretary  and  treasurer;  H.  T.  Win- 
field,  F.  L.  Siddons.  James  Sharp  and  Harry  Standford,  all  of 
Washington,   D.   C.   and  H.   L.   Millner,   Morgantown,    N.   C. 

Mattoon,  III. — The  Decatur  Sulivan  &  Mattoon  Transit  Company 
has  been  granted  a  50-year  franchise  to  build  and  operate  over 
certain  streets  in  Mattoon.  The  franchise  was  passed  as  orig- 
inally, drafted  by  the  company  with  the  exception  that  2S-foot  iron 
poles  were  substituted  for  the  wooden  poles  specified. 

Rock  Island  Construction  Company. — Incorporated  to  continue 
the  construction  of  the  Rock  Island  Southern  Railw'ay  from  Gales- 
burg  to  Rock  Island  111.  Capital  stock,  $500,000  with  a  right  to 
increase  to  $2,000,000.  Incorporators:  G.  H.  Higbee,  president. 
Burlington.  la.;  E.  C.  Walsh,  vice-president.  Clinton,  la.;  C.  H. 
Walsh,  treasurer.  Burlington;  J.  W.  Walsh,  secretary,  Davenport; 
W.  B.  Young,  W.  W.  McCullough,  S.  S.  Hainan,  Monmouth;  M.  A. 
Walsh.  Clinton;  G.  W.  Gale.  Galesburg;  Albert  Hidden  and  L.  N. 
Elwards.  St.  Louis.  It  is  stated  that  the  line  connecting  Rock 
Island.  Monmouth  and  Galesburg  will  be  started  as  soon  as  the 
route   has  been   decided   upon. 

Williamson  Traction  Company. — Incorporated  to  construct  and 
operate   a  street  railway   in   Williamson    and    Mingo   counties.    West 


February  16.  1907. 


ELECTRIC     RAILWAY     REVIEW 


237 


Virginia,  also  in  Pike  and  Martin  counties,  Kentucky.  The  capital 
stock  of  the  company  is  $50,000,  of  which  $500  has  been  subscribed 
and  $50  paid.  The  incorporators  are  W.  J.  Williamson,  E.  J.  Wil- 
cox, George  W.  Brown,  H.  Williamson  and  C.  H.  Jones,  all  of 
Williamson,  W.  Va. 


TRACK    AND    ROADWAY. 


Alliance,  O. — Surveys  are  being  made  for  an  electric  lino  from 
Akron,    to  Alliance   and   Voungstown.  O. 

Atlantic  Northern  &  Southern  Railway. — H.  S.  Rattenborg, 
general  manager.  Atlantic.  la.,  writes  that  contracts  are  to  be 
let  about  March  1  for  grading  on  this  line  from  Manning  to  Val- 
lisca.  la..  72  miles.  Surveys  have  been  made  from  Atlantic  to 
Manning.  40  miles.  Tin-  motive  power  has  not  yet  been  deter- 
mined, but  will  be  either  electricity  or  gasoline  motors.  J.  A.  Mc- 
Waid,    of   Atlantic,    president. 

Batavia  Medina  &  Ontario  Railway. — It  is  reported  that  the 
Orleans  Construction  Company,  of  Buffalo,  N.  Y..  will  soon  begin 
the  construction  of  this  line  from  Olcott  to  Batavia.   X.  Y. 

Beloit  Traction  Company. — The  Rock  River  Construction  Com- 
pany, which  has  the  contract,  has  placed  orders  for  all  the  mate- 
rials and  equipment  for  the  proposed  city  lines  in  Beloit,  Wis.  The 
American  Trust  &  Savings  Bank  of  Chicago  has  been  made  trustee 
for  the  bondholders.  The  Rockford  &  Interurban  Railway  of 
Rockford,   111.,   is  interested. 

Boston  Elevated  Railway. — This  company  has  taken  all  of  the 
land  necessary  for  its  elevated  extension  from  the  North  station 
to  the  Charles  river  dam.  Boston,  Mass.,  which  has  been  authorized 
by  the  Massachusetts  railroad  commission.  Work  must  begin  with- 
in six  months  from  the  date  of  the  grant  of  location,  December 
22.   1906.   and   be  completed  within  3^  years. 

Boston,  Mass. — Representative  M.  M.  Lomasney  has  introduced 
a  bill  into  the  Massachusetts  legislature  asking  that  the  Boston 
Rapid  Transit  Commission  be  directed  to  look  up  the  matter  of  a 
subway  in  the  West  End.  from  the  Charles  river  dam  to  a  point 
near  the  North  station,  making  connection  with  the  various  sub- 
ways and  tunnels  at  that  point.  This  subway  would  practically 
follow  the  line  of  the  proposed  elevated  structure  of  the  Boston 
Elevated    Railway. 

Buffalo  Niagara  &  Toronto  Railway. — Plans  have  been  filed  for 
the  construction  of  this  line  from  Niagara-on-the-Lake,  via  St. 
David's,  to  St.  Catharines.  Ont. 

Charleston  &  Summerville  Electric  Railway. — About  ten  miles 
of  the  grading  has  been  completed  between  Charleston  and  Sum- 
merville. S.  C.  and  two  grading  crews  are  now  at  work,  one  near 
each  end  of  the  line.  D.  E.  Baxter  &  Co.  of  New  York  have  the 
contract. 

Chicago  Lake  Shore  &  South  Bend  Railway. — It  is  reported 
that  rapid  progress  is  being  made  on  the  construction  of  this  road 
from  South  Bend.  Ind.,  to  Kensington,  111.  The  grading  has  been 
completed  from  New  Carlisle  to  South  Bend.  The  strip  from  New 
Carlisle  to  Michigan  City  will  be  graded  soon,  contracts  having 
been  let.  Grading  west  of  Michigan  City  is  now  in  progress.  Pro- 
posals are  being  received  for  the  grading  from  Dune  Park  to  Gary, 
a.  distance  of  12  miles.  A  contract  has  been  let  for  the  strip 
from  Gary  to  the  Calumet  river,  a  distance  of  5  miles,  and  the 
remainder  of  the  grading  will  begin  as  soon  as  weather  conditions 
will  permit.  All  the  steel  necessary  for  the  construction  of  the 
road  has  been  ordered. 

Consolidated  Railway. — It  is  reported  that  this  company  is 
planning  to  build  a  line  from  Adams,  Mass.,  to  the  summit  of 
Mt.  'It  yloek.  TTie  plan  is  to  build  an  electric  line  to  the  base 
of  the  peak  and  a  cog-rail  line  to  the  summit.  As  the  summit  of 
Greylock  is  high  above  the  surrounding  country,  the  building  of 
that  portion  of  the  line  will  be  an  expensive  undertaking.  Surveys 
are  being  made,  and  it  is  understood  that  a  move  toward  procur- 
ing tin-   necessary,  franchises   will   be  made  in  the  near  future. 

De  Kalb-Sycamore  Electric  Company. — This  company,  which 
now  has  a  line  in  operation  between  De  Kalb  and  Sycamore,  111., 
has  been  reorganized  and  it  is  stated  that  the  line  will  be  extended 
from  Sycamore  to  Belvidere.  J.  H.  McMichael  of  Chicago,  presi- 
dent. 

Derry  &  Goffs  Falls  Street  Railway. — The  board  of  railroad 
commissioners  has  acted  favorably  on  the  petition  of  this  com- 
pany to  build  an  electric  line  from  Derry  to  Goffs  Falls  and  it 
is  stated  that  work  will  be  started  as  soon  as  possible  to  enable 
the  road   to   be   in  operation   by  the  middle  of  the  summer. 

Ft.  Wayne  &  South  Bend  Railway.  — It  is  reported  that  this 
company,  which  was  incorporated  hist  year  to  build  a  road  through 
Milford  Nappanee  and  Wakarusa  to  Ft,  Wayne,  Ind., 
has  been  financed  by  a  syndicate  h  aded  by  ll.  L.  Turner,  of.  Chi 
cago,  and  thai  a  construction  company  is  being  Formed  t"  'i"  tin 
work. 

Ft.    Wayne    &    Springfield    Railway. — It    Is    reported    thai    work 

is  to  begin   early   'his  spring  on   the  contlnuatl f  tie-  line  from 

tur    toward     Cellna,    Ind..     via    Pleasant    Mills.    Wiltshire    and 
Chattanooga.     The  rriad   has    l.een  in  operation   from    Ft.    Wayne    to 
foi    about    two   weeks.      W.    II.    Pledd  rjohann,    president, 
Decatur. 

Gainesville  Whitesboro  &  Sherman  Railway. — Thomas  S.  Wayne, 
chief  engin  er,  Gainesville,  Tex.,  writes  that  grading  will  be  re- 
sumed about  Ma  I  line  from  Gainesville  to  Sherman. 
Tex.,   89.4   miles,   via  Callisburg.   Whitesboro  and   Sadler.     About  six 


miles,  from  Gainesville  to  Milepost  7.  was  graded  last  year  and 
the  entire  route  has  been  surveyed.  M.  M.  Elkan.  of  Macon,  Ga., 
has  the  contract.  G.  A.  Hassinger,  New  Orleans,  La.,  is  presi- 
dent. 

Indianapolis  &  Louisville  Traction  Company. — The  work  of  set- 
ting poles  for  this  line  between  Jeffersonville  and  Seymour,  Ind,. 
has  been  started  at  Seymour  and  tracklaying  is  in  progress.  Sev- 
eral miles  of  track  has  been  laid  at  the  southern  end  of  the  line. 
The  power  house  and  car  barns  at  Scottsburg  are  well  under  way 
and  are  expected  to  be  completed  by  April  1.  John  E.  Greeley. 
Jeffersonville.    superintendent   of   construction. 

Joplin  &  Pittsburg  Street  Railway. — It  is  reported  that  this 
company  has  made  preliminary  surveys  and  financial  arrange- 
ments and  has  secured  the  necessary  franchises  for  its  proposed 
line  from  Joplin,  Mo.,  to  Pittsburg,  Kan.  D.  H.  Holmes,  of  Kan- 
sas  City,    Mo.,    president:    D.    K.    Wenrich,    Joplin,    secretary. 

Kalamazoo  Gull  Lake  &  Northern  Railroad. — It  is  stated  that 
this  company  has  made  the  necessary  financial  arrangements  and 
that  construction  will  begin  in  the  spring  on  the  line  from  Kala- 
mazoo to  Gull  Lake,  Mich.     J.   T.   Upjohn,  of  Kalamazoo,   president. 

Lafayette  &  Logansport  Traction  Company. — Chief  Engineer 
H.  L.  Weber  of  Ft.  Wayne,  has  announced  that  16  miles  of  track 
has  been  laid  between  Clymers  and  Rockfield,  Ind.,  on  this  exten- 
sion of  the  Ft.  Wayne  &  Wabash  Valley  from  Lafayette  to  Logans- 
port.  Material  has  been  distributed  between  Clymers  and  Logans- 
port. 

Los  Angeles- Pacific  Company. — It  is  stated  that  this  company 
will  begin  work  in  less  than  90  days  on  the  construction  of  a 
$5,000,000  subway  in  Los  Angeles,  to  be  completed  in  two  years. 
C.  H.   Ellison,  chief  engineer,  Los  Angeles. 

Minneapolis  Rochester  &  Dubuque  Traction  Company. — It  is 
reported  that  this  company  has  secured  the  greater  part  of  the 
right  of  way  tor  its  proposed  line  from  Minneapolis.  Minn.,  to 
Dubuque,  la.  Secretary  William  P.  Mason,  of  Minneapolis,  has 
announced  that  construction  work  will  begin  as  soon  as  the  weather 
permits  and  that  beginning  May  1  12.000  tons  of  steel  rails  a  month 
will   be   delivered. 

Minster  Loramie  &  Southern  Railway. — R.  B.  Anderson  of 
Wapakoneta,  O..  writes  that  this  company,  which  was  recently  in- 
corporated to  build  an  electric  line  from  Minster  to  Versailles,  O.. 
16  miles,  is  not  vet  organized.  Grading  is  to  begin  some  time  next 
fall. 

New  York,  N.  Y. — Bridge  Commissioner  J.  W.  Stevenson  adver- 
tised on  February  7  for  bids  for  the  construction  of  the  elevated 
railway  connection  on  the  Brooklyn  plaza  of  the  Williamsburg 
bridge.  The  bids  will  be  opened  on  Thursday,  February  21,  and 
the  contract  must  be  completed  by.  August  30,  1907.  The  con- 
tractor will  be  required  to  begin  work  within  five  days  of  the 
date  of  certification  of  the  contract  by  the  comptroller.  A  bond 
of  $30,000  is  required.  This  connection  has  been  delayed  because 
there  have  been  no  plans  for  a  terminal  or  connection  on  the 
Manhattan  side  of  the  bridge.  The  city  has  now  determined  on 
a  subway  loop  for  the  connection  between  the  Brooklyn  and  Wil- 
liamsburg bridges,  and  if  the  Brooklyn  Rapid  Transit  Company 
gets  a  contract  to  run  cars  in  the  subway  it  may  run  across  the 
Williamsburg  bridge  from  its  Brooklyn  tracks  and  into  the  subway 
loop. 

Ocean  Shore  Railroad. — John  B.  Rogers,  chief  engineer,  San 
Francisco,  says  that  this  road  will  be  completed  from  San  Fran- 
cisco to  Santa  Cruz,  Cal.,  by  October  1.  Over  60  per  cent  of  the 
grading  and  practically  all  of  the  fills  and  bridges  have  been  com- 
pleted. 

Rice  Lake,  Wis. — The  Rice  Lake  Milling  &  Power  Company 
is  interested  in  a  project  to  build  an  electric  railway  from  Rice 
Lake  to  Cameron.  Barron  and  Prairie  Farm,  Wis. 

San  Bernardino  Valley  Traction  Company. — A.  D.  Denham.  Jr.. 
president,  San  Bernardino.  Cal.,  writes  that  contracts  are  to  be 
let  for  grading  the  line  from  Colton  to  Riverside,  Cal.,  6%  miles. 
Surveys  have  been  completed  and  construction  is  to  begin  in  about 
three  months.  O.  K.  Dunham  of  San.  Bernardino  is  chief  engi- 
neer. 

Scranton  Railway. — President  J.  J.  Sullivan  of  Philadelphia, 
has  announced  that  the  company  intends  to  expend  $720,000  on 
improvements  in  Scranton,  Pa.,  beginning  this  spring.  The  plans 
include  several  important  extensions  of  lines,  details  of  which  are 
not  stated,  double-tracking  of  existing  lines,  improvements  to  car 
barns,  a  larger  power  house  and  new  cars. 

Spokane  &  Big  Bend  Railway. — W.  H.  Plummer,  president, 
Spokane,  Wash.,  states  that  rapid  progress  is  being  made  in  clear- 
ing the  right  of  way  for  the  line  from  Spokane  to  Davenport, 
u  ash.,  40  miles,  and  that  contracts  for  the  grading  are  being  let. 
Within  three  months  1,000  men  will  be  at  work  on  the  line  and  it 
is  expected  to  have  the  work  completed  by  January  1.  190S.  The 
right  of  way  has  been  secured  as  far  as  Crystal  City  and  the 
necessary  franchises  have  been  granted.  At  Seven  Mile  Bridge, 
below  Spokane,  the  road  will  connect  with  the  Spokane  &  Inland 
Railway  and  enter  the  city  over  its  tracks.  To  cross  the  Spokane 
river  at  this  point  a  $20,000  bridge  will  be  erected,  plans  for  which 
are   now   being   prepared. 

Southwest     Missouri     Electric     Railway. — The     viaduct     between 
Webb   City   and    Cartervllle,    Mo.,    over  the   tracks  of  the   Mi 
Pacific    and    Si.     Louis    •<•    San    Francisco    railroads,    was    op 

for   traffic   "a   ■!■ arj    81,     This  viaduct,   which   was  described   in 

thi     t  lectrii     Railway   Review   for   August,    1906,    I     abo   ; 

long  and  contains  three  steel  bridges.    The-  route  over  th       laduct 


238 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  7. 


is    much    more    direct     than     tin-    old    route    and    eliminates    seven 
grade  crossings.      E.   J.    Pratt,   chief  engineer,   Webb  City.   Mo. 

Tacoma  Railway  &  Power  Company. — Manager  W.  S.  Dim- 
mock  of  Tacoma  has  announced  that  work  is  to  begin  at  once  on 
the  extension  of  the  P  street  line  to  the  city,  limits,  Tacoma. 

Tecumseh- Norman  Traction  Company. — An  official  report  states 
that  grading  is  to  begin  in  April  on  a  line  from  Tecumseh  to  Nor- 
man. Oklahoma.  34  miles,  which  has  been  surveyed.  W.  E.  Powell, 
Tecumseh,   president;   W.   J.    Beebe,   Shawnee,   chief  engineer. 

Toledo  &  Indiana  Railway. — This  company,  it  is  stated,  now 
has  a  clear  right  of  way.  for  its  proposed  extension  from  Bryan, 
O.,  to  Waterloo,  Ind.,  with  the  exception  of  two  or  three  little 
strips  between  Bryan  and  Milburn.  The  right  of  way  is  66  feet 
wide,  paralleling  the  Lake  Shore  &  Michigan  Southern  Railway 
the  entire  distance. 

United  Railways  &  Electric  Company  (Baltimore). — Prepara- 
tions are  being  made  to  begin  work  on  the  proposed  line  from 
Towson  to  Lutherville,  Md..  about  2  miles.  Surveys'  have  been 
completed  and  the  necessary  property  has   been  acquired. 

Utah  Light  &  Railway  Company. — It  is  reported  that  this  com- 
pany has  ordered  80  miles  of  rails  and  150,000  ties  to  be  used  in 
the  reconstruction  of  the  Salt  Lake  City  system.  Seventy  miles 
of  the  rails  are  65-pound  steel  and  10  miles  are  of  85-pound  steel, 
for  use  in  the  business  portions  of  the  city  where  traffic  is  heav- 
iest. Shipments  are  to  begin  about  March  1,  at  which  time  the 
work  will  begin.  O.  A.  Honnold,  Salt  Lake  City,  Utah,  chief  engi- 
neer. 

Warren  Company. — H.  L.  Knickerbocker,  chief  engineer,  Bis- 
bee,  Ariz.,  writes  that  grading  is  to  begin  on  February  20  on  this 
five-mile  line  from  Warren  to  Bisbee,  Ariz.  Haggitt,  Girand  & 
Smith,  of  Prescott,  Ariz.,  have  the  contract  for  grading,  bridges 
and  tracklaying.  Eighty-pound  rails  have  been  specified.  The 
company  is  still  in  the  market  for  switches,  frogs  and  other 
special  work.  The  road  will  have  100-foot  radius  curves  and  a 
maximum  grade  of  7  per  cent.  L.  W.  Powell  of  Biscoe  is  presi- 
dent. 

Wrightsville  &  York  Street  Railway. — This  company,  a  subsid- 
iary of  the  York  County  Traction  Company,  has  filed  with  the 
recorder  of  York  county,  Pa.,  notice  of  its  intention  to  build  an 
electric  line  from  Wrightsville  to  Columbia,  over  a  double  deck 
which  is  to  be  built  by  the  Pennsylvania  Railroad  on  its  bridge 
across  the  Susquehanna  river. 

Yakima  Intervalley  Traction  Company. — The  report  of  the  engi- 
neer who  made  the  surveys  has  been  approved  by  the  directors,  and 
it  is  announced  that  construction  will  begin  at  once  on  the  line 
from  North  Yakima  into  the  Moxee  valley  and  to  Zillah,  Wash.,  24 
miles.  Another  line  is  to  extend  to  Wide  Hollow,  west  of  North 
Yakima.     W.  A.   Beli  of  North  Yakima  is  Interested. 


Personal  Mention 


POWER   HOUSES  AND  SUBSTATIONS. 


Alton  Granite  &  St.  Louis  Traction  Company. — Superintendent 
R.  W.  Bailey,  Alton,  111.,  is  reported  to  have  announced  that  this 
company  has  appropriated  $40,000  for  improvements  to  its  power 
plant  at  Alton. 

Boston  Elevated  Railway. — It  is  reported  that  arrangements 
are  now  about  completed  for  enlarging  the  power  houses  so  as 
to  supply  12,000  additional  horsepower.  It  is  planned  to  place  two 
new  generators  in  the  Lincoln  Wharf  power  house,  one  in  the 
Charlestown   power   house   and   one   at   the   Harvard   power  house. 

Citizens'  Electric  Street  Railway. — It  is  stated  that  this  com- 
pany, of  Newburyport,  Mass.,  will  erect  a  substation  near  Salisbury, 
Mass.,  in  which  two  300-kilowatt  transformers  and  the  other  nec- 
essary equipment  will  be  installed. 

East  Liverpool  Traction  &  Light  Company. — The  boiler  capac- 
ity of  the  power  plant  at  East  Liverpool,  O.,  is  to  be  increased  by. 
installing  two  500-horsepower  Stirling  boilers.  Orders  for  the  new 
equipment   have   been    placed. 

Indiana  Columbus  &  Eastern  Traction  Company. — It  is  stated 
that  this  company  proposes  to  erect  a  $200,000  power  house  either 
at  Lima  or  Bellefontaine,  O.,  to  supply  the  line  which  the  com- 
pany, intends  to  build  from  Lima  to  Bellefontaine  and  from  Lima 
to   Defiance.     J.   L.   Adams,  general   manager,    Cincinnati,  O. 

Little  Rock  Railway  &  Electric  Company. — This  company  has 
placed  a  contract  with  the  General  Electric  Company  for  a  1.500 
kilowatt  Curtis  steam  turbine.     D.  A.  Hegarty  is  general  manager. 

Sioux  City  Traction  Company. — This  company  has  purchased 
additional  engines  and  generators  which  will  increase  the  capacity 
of  its  power  plant  to  10.200  horsepower.  The  engines  are  of  the 
Allis-Chalmers  cross-compound  type.  It  is  stated  that  another 
unit  of  1,200  kilowatts  capacity  will  be  installed  during  the  coming 
summer.  It  is  intended  to  use  part  of  this  output  for  supplying 
power  and  light  throughout  the  city.  E.  L.  Kirk,  general  man- 
ager,   Sioux    City,    la. 

Southern  Pacific  Company. — On  February  7,  1907,  this  company 
bought  the  entire  block  lying  west  of  Fruitvale  avenue,  Oakland, 
Cal.,  for  the  sum  of  $30,000.  The  property,  was  purchased  by  the 
railroad  company  as  a  site  for  the  new  power  house  and  car 
barns  which  the  company  will  erect  in  connection  with  the  estab- 
lishment of  an  electric  line  to  supersede  the  steam  roads  which 
now  accommodate  the  local  travel  in  that  city  and  Alameda.  The 
company  proposes  to  erect  one  large  power  plant  at  this  point  for 
the  generation  of  the  electric  current  for  the  entire  new  system. 
This  will  require  an  outlay  of  half  a  million  dollars. 


Mr.  E.  M.  Kenley  has  been  appointed  chief  engineer  of  the 
Yakima   Intervalley  Traction   Company,    of  North  Yakima,   Wash. 

Mr.   H.    A.    Currie   has   been   appointed   assistant   electrical   en- 
gineer of  the  New  York  Central  &  Hudson  River  Railroad,  succeed-  . 
ing  Mr.    J.    D.    Keiley,    who   was   appointed   electrical    engineer    last 
November. 

Mr.  S.  W.  ChiMs,  who  :is  construction  superintendent  has 
represented  J.  G.  White  &  Company  in  the  work  of  electrifying  the 
Ft.  Dodge  Des  Moines  &  Southern  Railway,  is  now  at  Davenport, 
la,,  where  he  is  in  charge  of  reconstructing  the  properties  of  the 
Tri-City  Railway    Company. 

Mr.  George  H.  Dodge,  formerly  superintendent  of  the  West 
Chester  Kennett  &  Wilmington  Electric  Railway  Company,  has 
been  elected  secretary  and  treasurer  of  the  Coatesville  &  Kennett 
Railway  Company,  which  is  building  a  16-mile  road  between  Coates- 
ville and  Kennett  Square,   Pa. 

Mr.  T.  W.  Ryley  has  been  appointed  superintendent  of  the 
Groton  &  Stonington  Street  Railway  of  Mystic,  Conn.,  succeeding 
Mr.  J.  B.  Crawford,  who  was  recently  appointed  superintendent 
of  the  Ft.  Wayne  &  Wabash  Valley  Traction  Company.  Mr.  Ryley 
has   been  assistant  to  Mr.   Crawford. 

Mr.  Charles  Kane,  assistant  superintendent  of  the  Alton  Gran- 
ite &  St.  Louis  Traction  Company,  at  Alton,  111.,  has  been  appoint- 
ed assistant  superintendent  of  transportation  of  the  East  St.  Louis 
&  Suburban  Railway,  at  East  St.  Louis,  111.  Mr.  George  Bennett, 
of  Venice,    111.,    has  been  appointed   to  succeed   Mr.    Kane  at  Alton. 

Mr.  J.  F.  Scott,  formerly  superintendent  of  overhead  lines  for 
the  Chicago  &  Milwaukee  Electric  Railroad  Company,  has  been 
appointed  general  superintendent  of  construction  for  the  same 
company,  with  headquarters  at  Highwood,  111.  Mr.  Scott  has  been 
working  on  the  company's  lines  since  1900,  when,  as  a  contractor, 
he  began  building  the  Libertyville  division  of  the  railway.  Later 
he  had  charge  of  the  reconstruction  of  the  existing  lines  and 
more  recently  assumed  charge  of  the  maintenance  of  the  overhead 
construction. 

Mr.  Clyde  M.  Graves,  general  manager  of  the  Spokane  Traction 
Company,  Spokane,  Wash.,  has  been  appointed  general  manager 
of  the  Coeur  d'Alene  &  Spokane  Railway  of  Coeur  d'Alene,  Idaho, 
also,  succeeding  Mr.  R.  F.  Blackwell,  resigned,  to  take  effect  some 
time  in  March.  Mr.  Blackwell.  who  was  one  of  the  original  in- 
corporators and  builders  of  the  Coeur  d'Alene  line,  and  has  been 
general  manager  of  the  company  since  its  inception  three  years 
ago,  leaves  to  devote  his  entire  time  to  his  lumber  interests.  Mr. 
Graves  is  the  son  of  Mr.  Jay  P.  Graves,  president  of  the  Spokane 
&  Inland  Empire  System. 

Obituary. 

Louis  R.  Altimus,  chief  clerk  and  assistant  auditor  of  the 
Chicago  Union  Traction  Company,  died  on  February  9  at  his 
home  in  Chicago,  aged  50  years.  For  many  years  prior  to  coming 
to  Chicago  he  was  associated  with  the1  Widener-Elkins  street  rail- 
way interests  in  Philadelphia.  In  18SS,  at  the  solicitation  of  the 
late  Charles  T.  Yerkes,  he  became  identified  with  the  North  Chi- 
cago Street  Railway  systems,  with  which  organization  he  served 
until  his   death. 


John    I.    Beggs   on    Plans   for  St.    Louis   Subway. 


John  I.  Beggs,  president  of  the  United  Railways  of  St.  Louis 
and  the  Milwaukee  Electric  Railway  &  Light  Company,  has  given 
out  the  following  statement  of  his  views  of  the  plans  for  a  sub- 
way in  St.  Louis,  for  which  an  enabling  act  has  been  introduced 
into   the   legislature: 

"The  intention  is  to  make  the  bonds  payable  in  30  years.  It 
seems  to  me  that  so  short  a  time  would  be  injurious  to  the  plan. 
Tile  bonds  should  be  made  payable  in  50  years.  As  the  lease  will  run 
for  50  years,  there  should  be  no  objection  to  making  the  bonds 
payable  in  the  same  period.  The  construction  of  the  subway  will 
cost  about  $2,500,000  per  mile.  I  give  this  as  an  approximate 
figure.  I  do  not  see  how  the  operating  company  could  meet  the 
capital  and  sinking  fund  requirements  in  30  years.  The  invest- 
ment would  be  so  great  that  the  annual  financial  requirements 
would  probably  exceed  the  revenue.  St.  Louis  is  not  New  York. 
In  the  metropolis,  passengers  are  carried  in  one  direction.  St. 
Louis  spreads  out  in  several  directions,  and  it  will  be  only,  a  few 
years  until  it  reaches  out  to  the  Missouri  river.  The  problem  of 
conducting  transportation  is  more  complicated  here  than  in  New 
York,  and  the  complete  subway  system  will  be  relatively  more 
expensive  here,  as  the  trunk  lines  will  not  run  one  way,  but  in 
several  directions." 


Increase  of  Wages  in  Oakland,  Cal. — On  account  of  the  in- 
crease in  its  business,  and  the  increased  cost  of  living,  the  Oakland 
Traction  Consolidated  company,  of  Oakland,  Cal.,  has  announced 
the  following  new  scale  of  wages  for  conductors  and  motormen: 
One  year  or  less  in  service,  30  cents  per  hour;  between  one  and  two 
years  in  service,  31  cents  per  hour;  between  two  and  three  years 
in  service,  32  cents  per  hour;  between  three  and  four  years  in  ser- 
vice, 33  cents  per  hour;  between  four  and  five  years  in  service, 
34  cents  per  hour;  between  five  and  six  years  in  service,  35  cents 
per  hour;  between  six  and  seven  years  in  service,  36  cents  per 
hour;  between  seven  and  eight  years  in  service,  37  cents  per 
hour;  between  eight  and  nine  years  in  service,  38  cents  per  hour; 
between  nine  and  ten  years  in   service,  39  cents  per  hour. 


February  16,  1907. 


ELECTRIC     RAILWAY     REVIEW 


239 


Financial  News 


Bay  Shore  Terminal  Company. — The  property  has  been  pur- 
chased at  receiver's  sale  for  $765,000  by  E.  B.  Smith  &  Co.  of 
Philadelphia,  who  are  said  to  represent  the  Norfolk  &  Portsmouth 
Traction.  Company. 

Brooklyn  Rapid  Transit  Company. — The  reports  of  the  four 
operating  lines  for  the  six  months  ended  December  31,  1906,  show 
total  gross  earnings  of  $9,612,105  as  compared  with  $9,101,374  for 
the  corresponding  period  of  1905.  The  surplus  after  charges  was 
$1,137,307,  a  decrease  of  $201,707  from  the  corresponding  period 
of  the  previous   year. 

De  Kalb-Sycamore  Interurban  Traction  Company. — At  the  an- 
nual meeting  of  stockholders  on  February  2  it  was  voted  to  in- 
crease the  capital  stock  from  $100,000  to  $1,000,000.  It  was  also 
decided  to  authorize  a  bond  issue  of  $1,000,000.  The  De  Kalb- 
Syeamore  Electric  Company  will  be  absorbed.  Officers  were  elected 
as  follows:  J.  H.  McMichael,  president;  William  Jarvis,  vice- 
president,  and  John  McMichael,   secretary  and  treasurer. 

Detroit  United  Railway  Company. — At  the  annual  meeting  of 
stockholders  on  February  5  the  president,  J.  C.  Hutchins,  sub- 
mitted a  report  for  the  year  1906  which  showed  that  the  mileage 
was  increased  from  January  1,  1906,  to  December  31,  1906,  78.6 
miles.  The  total  on  the  latter  date,  including  side  and  yard  tracks, 
was   620   miles.     This  was  divided   as  follows: 

Detroit    United    Railway    392. 99S 

Rapid    Railway    System     127.548 

Sandwich    Windsor    &    Amherstburg    Railway 25.26 

Detroit    Monroe   &    Toledo    Short    Line    Railway 74.35 


Total    620.156 

The  company's  rolling  stock  consists  of  830  closed  passenger 
cars;  342  open  passenger  cars;  212  freight  and  construction  cars; 
13  line  cars;  36  express  cars;  6  milscellaneous  cars;  2  locomotives; 
2,388   motors  and   1,766   trucks. 

The  following  shows  the  business  of  the  Detroit  United  rail- 
way, the  Rapid  railway  system,  the  Sandwich  Windsor  &  Am- 
herstburg  railway  for  the  years  ending  December  31,  1905  and  1906, 
and  the  Detroit  Monroe  &  Toledo  Short  Line  railway  from  March 
1    to   December  31,    1906: 

1906  1905 

Gross    earnings    $6,063,182.54  $5,125,563.01 

Operating,    including    taxes    3,718,621.54  3,041.522.90 


Net    earnings     $2,344,561.00 

Other   income    58,757.73 


Gross    income    $2,403,318.73 

Interest  on   funded   and  floating  debt: 

Detroit    United    $  988,806.72 

Rapid    Railway     135,050.00 

Sandwich    Windsor    &    Am IS. 000.00 

Detroit    Monroe   &    Toledo 250,000.00 


Dividend, 
Charged 


Detroit    United, 
off   for   Dep 


$1,243,273.38 
.  625,000.00 
.       250,000.00 


Total    deductions     $2,118,273.38 


$2,084,040.11 
44.076.40 

$2,128,116.51 

$    960,372.39 

135,050.00 

17.871.25 


$1,113,293.64 
562,500.00 


$1,675,793.64 


Surplus    income     $    285,045.35  $    452,322.87 

Passenger  and  mileage   statistics  for  all   the  lines  were  as  fol- 
lows : — 

Passenger    Statistics. 

Revenue    passengers    113,011.309 

Transfer  passengers    32,840.259 

Employe   passengers    4,939,224 


Total  passengers  150,790.792 

Receipts    revc  nue    passenger    .0507 

Receipts   per   passenger    .0380 

Mileage   Statistics. 

Car   mileage    25,973.526 

Earnings  per  car  mile   .2334 

Expenses   car   mile    .1432 

Net   earnings    car   mile    .0902 

Great  Falls  (Mont.)  Street  Railway. — Gross  earnings  for  the 
year  1906  arc-  reported  at  $54,080.25  as  compared  with  $48,552.40  in 
1905. 

Lake  Shore  Electric  Railway. — Tin-  company  has  sold  $550,000 
short  time  notes  bearing  6  per  cent  interest  and  secured  by  $800,000 
general  mortgage  5  per  cent  bonds.  The  proceeds  will  provide  for 
extensions  and    improvements. 

Merrlmac  Valley  Electric  Company.-  This  company  has  been 
organized  to  hold  the  stocks  of  the  Citizens'  Electric  Street  Rail- 
way Company,  of  Newburyport,-  Mass..  the  Salisbury  Land  &  Im- 
pro  ement  <*'>mpany,  the  Salisbury  Beach  Improvement  Company, 
ill'  Haverhill  &  Amesbury  Stre  t  Railway  Company.  James  P, 
Bhaw  is  president  "f  1 1 1< -  ni-w  inm)i:iliy  :mrt  (leorge  A.  Blltman, 
treasurer. 

Owosso  (Mich.)  &  Corunna  Electric  Co. — It  Is  reported  that 
ii"  company  has  received  an  offer  for  its  property  from  the  pro- 
moters of  the  Lansing  Owosso  &  Saginaw  Interurban  Company. 

St.  Joseph  Valley  Traction  Company. — This  company,  operating 
from  Mlddlebury  to  Angola,  Ind.,  has  given  a  mortgage  to  William 
p.  Knickerbocker  of  Elkhart,  trustee,  to  secure  an  issue  of  $700,000 
bonds.  The  proceeds,  it  is  reported,  will  be  used  to  meet  the  cosl 
of   extension   to   Elkhart   or   Goshen. 


Toronto  Railway  Company. — Gross  earnings  in  1906  were 
$3,109,739.61,  as  compared  with  $2,747,324  in  1905.  Operating  ex- 
penses were  $1,646,515.27,  leaving  a  balance  of  $1,463,224.34.  Wil- 
liam MacKenzie,  the  president,  in  presenting  the  report  said  that 
the  city  received  $7,000  more  of  the  earnings  than  the  stockholders 
received  in  dividends. 

Twin  City  Rapid  Transit  Company  (Minneapolis). — Gross  earn- 
ings for  the  year  1906  were  $5,644,988.34.  an  increase  of  $885,725.58. 
or  18.6  per  cent.     The  figures  compare  as  follows: 

Receipts. 

1906  1905. 

Passenger    earnings    $5,592,079.24     $4,733,334.80 

Miscellaneous  52,909.10  25,927.96 

Total    earnings    $5,644,9.88.34  $4,759,262.76 

Expenses. 

Maintenance   of  way  and  structure $    195,023.55  $    143,491.43 

Maintenance    of    equipment 240,229.79  203,762.03 

Operation    of    power    plants 467,264.33  403,574.33 

Car    service    ..'. 1,167,99S.71  945.783.96 

General    expenses    354,340.81  251,585.12 

Injuries  and  damages 152,522.43  122.948.45 

Insurance     48,000.00  48,000.00 

Total     operating     $2,625,379.62     $2,119,145.32 

Net  earnings  from    operation    $2,019, 60S. 72     $2,640,117.44 

Interest  and   taxes    1,137,427.77       1,050,797.35 

Surplus   $1,S82. 180.95     $1,589,320.09 

Dividends,   preferred  stock $    210,000.00     $    210,000.00 

Dividends,    common    stock    952,500.00  881,387.50 

Total    dividends    $1,162,500.00     $1,091,387.50 

Surplus    from    operation 719,680.95  497,932.59 

Appropriated  for  renewal  funds   482,000.00  240,000.00 

Income   account,   surplus    $    237,680.95     $    257.932.59 

Per   cent   total    operating    (including   taxes 

and    depreciation)    to    total   earnings...  60.95  58.27 

Revenue    passengers    carried 109.194,985  94,666,696 

Gross  passenger  earnings  per  mile  of  single  track  were  $16.- 
690.78.  and  per  mile  of  street  occupied  by  track  $30,526.12. 

Thomas  Lowry,  the  president,  said  in  his  report:  "During  the 
boom  of  1892,  there  were  started  outside  of  the  Minneapolis  city 
limits,  two  villages  for  manufacturing  purposes,  St.  Louis  Park 
on  the  southwest,  a  distance  of  6.1  miles  from  the  city  limits,  and 
Robbinsdale  on  the  northwest,  a  distance  of  2.2  miles.  Great  pres- 
sure was  brought  to  bear  on  our  company  to  make  extensions  to 
these  suburbs,  but  instead  of  doing  so,  we  secured  the  Minneapolis 
rights  to  connect  with  both  villages.  We  then  leased  these  rights 
to  parties  desiring  to  build,  reserving  the  privilege  to  purchase 
whenever  we  saw  fit.  We  recently  concluded  that  the  time  had 
arrived  when  it  would  be  to  our  advantage  to  take  them  over. 
Accordingly,  we  purchased  the  St.  Louis  Park  line  for  $40,000  and 
the  Robbinsdale  line  for  $30,000.  These  lines  will  pay  their  operat- 
ing  expenses    and    interest    on   the   investment. 

"From  the  surplus  of  $257,932.59  earned  in  1905,  as  shown  in 
the  accounts  of  that  year,  your  directors  have  appropriated  $100,000 
to  the  renewal  fund.  During  the  year  1906  the  fund  was  further 
increased  by  the  addition  of  interest  on  the  investments.  We 
estimate  the  depreciation  on  the  properties  of  the  company  for 
the  past  year  to  be  $482,000.  During  the  year  there  was  expended 
for  car  replacement  and  track  reconstruction  the  sum  of  $4SO,7S3.05. 
The  balance  at  the  credit  of  the  renewel  fund  now  stands  at 
$590,449. SO,  of  which  $363,500  is  invested  in  bonds." 

The  following  is  a  statement  of  extensions  and  improvements 
made  during  the  year.  They  aggregate  $2.64S.51S.22,  and  are  dis- 
tributed as  follows: 

New   power    $1,034,514.22 

New    shops     201,684.57 

Buildings    and    furnishings    52, 754.88 

Car   equipment    402,815.10 

Track   and   Paving — 

Minneapolis    $180,274.59 

St.   Paul- 
Track    $122,999.32 

Selby    Tunnel     82.209.37 

205.208.69 

Suburban    239,901.94 

625,385.22 

New    Lines — 

St.    Louis    park    line $     40.000 

Robbinsdale   line    30,000  Tn.iiuo.oo 

Big  Island    park  and    boats 261,364.23 

Total     $2,648,518.22 

Washington  Railway  &.  Electric  Company.— The  report  for  the 
year  1906  submitted  to  congress  shows  that  I  l.!i:._',71f.  passengers 
were  carried.  Passenger  earnings  were  $1,200,786.  Receipts  from 
all  sources,  including  income  on  securities,  were  $1,045,396.  Operat- 
ing expenses  and  Axed  charges  amounted  to  $1,121,776.  leaving  a 
balance  ol   $523,620. 


New  York  Interstate  Bridge  Commission.— Tin-  report  ol  the 
New  York  Interstate  Bridge  Commission  to  the  legislature  was 
madi     I'M'. lie   ,,n    February   7.     The  commission    finds   that    then 

two    points    en    Staten   island   from    which    a    bridge   i Id    be    I i 

profitably — one   from   Port   Richmond   to   Bergen    Point,    wl 

a    bridge   from    Hudson    county   to   Manhattan,    would   afford    all 

munlcation   with    Staten   island,   and   the  other  site    il    tl 

Of    the    Trans-Staten    Island    Boulevard    at     Holland     HOOl 
I"  I  hport. 


240 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  7. 


Manufactures  and  Supplies 


ROLLING   STOCK. 


Atlantic  Shore  Line,  Kennebunkport,  Me.,  is  figuring  on  15 
new  cars. 

Newell  Street  Railway,  East  Liverpool,  O.,  has  purchased  five 
additional    ears. 

Connecticut  Valley  Street  Railway,  Greenfield,  Mass.,  will  soon 
purchase  8  new  cars. 

Worcester  Consolidated  Street  Railway,  Worcester,  Mass.,  is 
figuring  on  30  new  cars. 

Beloit  Traction  Company,  Beloit,  Wis.,  is  reported  to  haye 
placed  an   order  for  new  cars. 

Western  Massachusetts  Street  Railway,  Westfield.  Mass..  is  con- 
sidering the  purchase  of  S  cars. 

Farmington  Street  Railway.  Hartford,  Conn.,  has  purchased 
one  car  from  the  Wason  Manufacturing  Company. 

Galesburg  &  Kewanee  Electric  Railway,  Galesburg,  111.,  expects 
to  place  orders  for  three  interurban  cars  for  May  1  delivery. 

Rockville  Broad  Brook  &  East  Windsor  Street  Railway,  Hart- 
ford, Conn.,  has  placed  an  order  with  the  Wason  Manufacturing 
Company  for  2  cars. 

Montreal  Street  Railway.  Montreal,  has  under  construction  in 
its  own  shops  25  cars  of  a  new  type  and  it  is  reported  will  place  an 
order  for  20  more  for  July  delivery. 

Auburn  &  Syracuse  Electric  Railroad,  Syracuse.  N.  Y..  has 
ordered  one  car  for  interurban  service  from  the  Cincinnati  Car 
Company.  It  will  be  50  feet  6  inches  in  length  over  all  and  be 
equipped  witli  Baldwin  trucks  and  Westinghouse  motor  equip- 
ments. 

Syracuse  Lake  Shore  &  Northern  Railroad,  Syracuse,  N.  T., 
has  ordered  7  interurban  cars  from  the  Cincinnati  Car  Company. 
These  cars  will  have  a  length  over  all  of  53  feet  6  inches  and  will 
be  equipped  with  Westinghouse  motor  equipments  and  Baldwin 
trucks. 

Rochester  Syracuse  &  Eastern  Railway,  Syracuse.  N.  Y.,  has 
placed  an  order  with  the  G.  C.  Kuhlman  Car  Company  for  two  cars 
for  heavy  interurban  service.  They  will  have  a  length  over  all 
of  53  feet  6  inches,  will  be  equipped  with  Westinghouse  motor 
equipments  and  Baldwin   trucks  and  are  for  delivery  next  summer. 

Ft.   Wayne   &  Wabash    Valley  Traction   Company,   Ft.   Wayne, 

Ind.,  as  reported  in  the  Electric  Railway  Review  of  January  26, 
has  placed  an  order  for  6  sami-eonvertible  cars  for  delivery  on 
May  15,   1907.     The  specifications  are  as  follows: — 

Length  of  body 20  ft.  8  in.  Special    Equipment. 

Over  vestibule 30  ft.  1  in.  Brake  rigging Peacock 

Over  all 31  ft.   1  in.  Couplers.  Builders'  double  pocket 

Width,  inside S  ft.  5  in.  Fenders    Consolidated 

Over  all 8  ft.  7  in.  Heating  system.  .Consol.  electric 

Height,   inside 8  ft.  Z  in.  Interior   finish White   oak 

Sill  to  trolley  base 9  ft.  Roofs Monitor 

Track  to  trolley  base.ll  ft.  6  in.  Seats Hale   &    Kilburn 

Body Wood  Varnish     Murphy 

Underframe Wood  and  steel 

Mexico  Electric  Tramways,  Limited,  Mexico.  Mex.,  as  reported 
in  The  Electric  Railway  Review  of  January  26,  has  placed  an  order 
with  the  St.  Louis  Car  Company  for  25  closed  cars  for  June  and 
July,   1907,  delivery.     The  details  are  as  follows: 

Seating  capacity 4S  persons       Width,  over  all 8  ft.  8  in. 

Weight  4,000  lb.       Height,   track  to  trolley  base 

Wheel  base 6   ft.  12  ft. 

Length,  overall 43  ft.  S  in. 

Special    Equipment 

Air    brakes Christensen        Motors,   type  and  number.... 

Control  system  .General   Electric  G  E  87-4 

Couplers.  .Mexico    City   standard        Seats St.    Louis — rattan 

Destination   signs    Hunter       Trolley  poles  and  attach 

Headlights Mosher  arc  G  E  roller  bearing 

Interior   finish Mahogany        Trucks   St.  Louis 

Markers    Armspear 

Milwaukee  Electric  Railway  &  Light  Company.  Milwaukee.  Wis.. 
as  reported  in  the  Electric  Railway  Review  of  January  26,  has 
placed  an  order  with  the  St.  Louis  Car  Company  for  10  closed  inter- 
urban motor  cars  of  the  Milwaukee  type  for  delivery  in  March. 
The  specifications   call  for  the  following  details: — 

Seating   capacity 62   persons  Special    Equipment. 

Weight,  body 35,000  lb.        Bolsters,   truck.  ..  .Wrought  iron 

Total     85.000  lb.        Brakeshoes Co.    standard 

Wheel  base 35  ft.  1  in.       Center    bearings. .  .Co.    standard 

Length,    body 40    ft.        Curtain   material Pantasote 

Over  vestibule 51  ft.  11  in.       Dust  guards Wood 

Over  all 53  ft.  5  in.       Heating  system Hot  water 

Width,  inside 7  ft.  7%  in.        Interior   finish Quarter   oak 

Over  all 8  ft.  4  in.       Journal  boxes St.  Louis 

Height,  inside 7  ft.  10  in.       Motors G.  E.  No.  605A 

Sill  to  trolley  base. 8  ft.  4%  in.       Roofs     Monitor 

Track   to  trolley  base Seats Hale  &  Kilburn 

11  ft.  8%  in.        Side   bearings St.  Louis 

Body    Steel  Trucks  St.  Louis 

frame    with    wood    covering       Vestibules At  both   ends 

Underframe    Steel 

Spokane  &  Inland  Empire,  Spokane,  Wash.,  as  noted  in  our 
issue  of  February  2.  has  placed  an  order  with  the  Seattle  Car 
Manufacturing   Company  for  250   box   cars.     These  will  be   40  feet 


n  length,  will  have  wooden  bodies  ami  are  for  delivery  prior  to 
July  SI,  1911?  An  order  has  also  been  placed  with  the  St.  Louis 
Car  Company  for  15  cars  of  the  St.  Louis  type,  five  of  which  will 
nave  Detroit  platforms.  These  are  for  use  by  the  Spokane  Trac- 
tion Company  and  will  have  a  seating  capacity  of  50  persons,  will 
be  29  feet  *'<  incites  over  vestibule,  B  feet  6  inches  wide  over  all 
and  will  lie  12  feet  6  inches  high  over  trolley  base.  The  body  will 
he  built  of  ash.  with  underframe  of  steel  construction.  They  will 
be  equipped  with  National  Brake  &  Electric  Company's  brakes. 
olidated  Car  Heating  Company's  beating  system  and  will  have 

full-vent ila  teil     roul'S. 


SHOPS   AND   BUILDINGS. 


Chicago     Union      Traction      Company. — General    Superintendent 

R ri    R.    Hertzog    has   announced    that   a    new    ear    barn    will    be 

built  on  the  site  of  the  old  barns  on  North  Clark  street  between 
Sherman  and  Dewey  places  which  were  destroyed  by.  fire  on  Jan- 
uary  31. 

Indianapolis  Columbus  &  Southern  Traction  Company. — This 
company  has  purchased  property  in  Seymour,  Ind.,  for  an  interur- 
ban  station   and    ticket   office. 

Oakwood  Street  Railway  (Dayton,  O.). — The  directors  have 
authorized  the  extension  of  the  present  car  house  by  an  addition 
about  li"^  by  132  feet.  Several  alterations  will  be  made  and  the 
structure  will  be  rireproofed.  H.  P.  Clegg  of  Dayton,  vice-presi- 
dent and   general  manager. 


TRADE   NOTES. 


Automatic  Electrical  Brake  Control  Company  has  been  incor- 
porated  at   Frankfort,   Ky.,  with   a  capital  stock  of  $200,000. 

Buffalo  Forge  Company  has  changed  the  location  of  its  Cleve- 
land  office   from   311   Citizens  building   to   61S   Citizens  building. 

General  Electric  Company,  Schenectady,  N.  Y..  will  erect  a 
new  three-story  building  at  the  corner  of  Calhoun  and  Clifton 
streets.  Ft.  Wayne.  Ind.,  and  will  equip  it  with  new  machinery  for 
making   incandescent   lamps. 

H.  B.  Stebbins  has  accepted  a  position  as  chief  engineer  of 
the  Stover  Manufacturing  Company  of  Freeport,  111.  Mr.  Stebbins 
has  for  the  past  four  years  been  erecting  engineer  for  the  Allis- 
Chalmers  Company  of  Milwaukee. 

C.  H.  Worcester  Company,  Chicago,  dealer  in  cedar  poles  and 
ties,  has  found  it  necessary  on  account  of  a  constantly  increasing 
business  to  move  into  larger  quarters.  The  offices  are  now  located 
in    1708-1712    Tribune   building  instead  of  Room  120S. 

W.  R.  Burrows  has  resigned  his  position  as  purchasing  agent 
of  the  Norfolk  &  Southern  Railway  to  accept  a  position  as  eastern 
sales  agent  of  the  Buda  Foundry  &  Manufacturing  Company, 
with  headquarters  at  the  New  York  office,  26  Cortlandt  street. 

Augustus  Dowdell.  eastern  railway  representative  of  Valentine 
&  Co.,  Fisher  building,  Chicago,  died  in  Philadelphia,  Sunday, 
February  10,  of  paralysis.  He  has  been  connected  with  the  com- 
pany for  over  ten  years  but  for  the  past  two  years  has  been  in 
poor   health. 

David  Smith  Greer,  vice-president  and  general  counsel  of  the 
Chicago  Railway  Equipment  Company,  Chicago,  died  on  February 
9,  at  Kalamazoo.  Mich.  He  had  been  suffering  for  several  months 
from  kidney  trouble,  which  finally  developed  into  uraemic  poison- 
ing, causing  his  death. 

American  Rail  Joint  Company,  Niagara  Falls.  N.  Y..  has  been 
incorporated  with  a  capital  stock  of  $750,000  to  manufacture  rail 
joints,  rails,  angle  bars.  etc.  The  incorporators  are:  Morris  Cohn, 
Jr.,  Frederick  Charmann.  Fernum  G.  Anderson.  Arthur  Killiaw, 
Henry   Charmann,    all   of  Niagara  Falls. 

Henry  Docker  Jackson  has  removed  his  office  from  4  State 
street,  to  room  626,  Broad  Exchange  building,  88  Broad  street, 
Boston.  Mass.,  where  he  will  continue  his  business  as  consulting 
electrical  engineer,  with  special  reference  to  improvement  in  power 
plant  economy,  mill  work  and  power  distribution  for  electric  rail- 
ways and  lighting  plants. 

General  Electric  Company,  Schenectady.  N.  Y.,  according  to 
good  authority,  for  the  fiscal  year  ending  January  31.  1907.  will 
show  earnings  to  the  amount  of  $10,800,000,  as  compared  with 
$7,319,000  for  the  fiscal  year  ending  January  31,  1906.  It  is  said 
that  new  business  is  coming  in  at  the  rate  of  $1,500,000  a  week  and 
it  is  expected  that  the  dividend  on  the  stock  of  the  company  will 
be  increased  within   the  next  six  months. 

Allis-Chalmers  Company,  Milwaukee,  Wis.,  announces  that  a 
car  load  of  air  brake  equipments  recently  left  its  West  Allis  works 
for  shipment.  This,  its  first  foreign  shipment  of  airbrakes  by  the 
company,  marks  a  new  step  in  its  progress.  It  is  stated  that  SO 
jut  cent  of  all  the  electric  railways  using  power  brakes  of  any 
kind  are  equipped  with  Christensen  brakes,  for  which  that  corn- 
pan]    now   controls  the  exclusive   rights  to  manufacture. 

Standard  Asphalt  &  Rubber  Company,  with  general  offices  in 
the  First  National  Bank  building.  Chicago,  is  manufacturing  on  a 
large  scale  paving  asphalt,  asphalt  roofing,  mineral  rubber,  insula- 
tion, pipe  dip  and  other  hydro-carbon  products,  having  a  daily 
capacity  of  1,500  barrels.  The  company  claims  to  have  solved  with 
its  Sarco  pipe  dip  in  connection  with  electrolysis  the  problem 
which  confronts  all  municipalities  where  there  are  electric  car 
lines.  It  is  stated  that  a  layer  of  its  insulation  one-eighth  inch 
thick   will   withstand    a   potential   of    12,000     volts.     A    number    of 


February  16,  1907 


ELECTRIC     RAILWAY     REVIEW 


241 


handsome   catalogues    have   been     issued     by  this   company   dealing 
with   its  hydro-carbon  products. 

Price  Publishing  Company,  Lima.  O.,  has  in  course  of  prepara- 
tion a  new  electric  railway  map  of  Ohio,  Indiana  and  Michigan, 
showing  all  the  new  lines  in  operation  up  to  date,  with  their 
names,  the  names  of  the  principal  towns,  and  a  table  of  the 
population  of  the  towns  according  to  the  latest  census,  arranged 
alphabetically  according  to  states.  The  map  will  be  printed  on 
heavy  paper  with  cloth  back,  26  by  28  inches,  and  will  be  gen- 
erally similar  to  the  map  published  by  the  same  company  last 
summer. 

Bristol  Company.  Waterbury,  Conn.,  well  known  maker  of  re- 
cording instruments,  has  opened  a  branch  office  at  75^  Monad- 
nock  block.  Chicago,  in  charge  of  H.  P.  Dennis,  who  represents 
the  company  in  the  capacity  of  western  manager.  Mr.  Dennis  is 
a  graduate  mechanical  engineer  and  has  been  connected  for  sev- 
eral years  with  the  factory  at  Waterbury.  This  company  makes  a 
specialty  of  continuous  recording  instruments  including  recording 
thermometers,  pressure  gauges,  recording  voltmeters,  amm< 
and   wattmeters. 

Griffin  Wheel  Company,  Chicago,  is  having  plans  prepared  by 
Harry  E.  Stevens.  Chicago,  for  a  new  manufacturing  plant  at 
Pullman.  111.  It  will  consist  of  a  foundry  300  feet  square;  a  ma- 
chine shop  40  feet  high  of  brick  and  steel  construction:  a  one- 
story  carpenter  shop.  19  by  70  feet;  a  store  house,  five  molding 
sand  sheds,  five  coarse  sand  sheds  and  two  wood  sheds;  also 
several  scrap  and  coal  bins  and  other  buildings.  All  the  buildings 
will  have  gravel  roofs  and  much  new  machinery  will  be  needed.  It 
will  cost  with  equipment,  about  $1,000,000. 

Western  Electric  Company,  Chicago,  at  the  annual  meeting  of 
the  stockholders  held  on  February  7  made  announcement  that  the 
sales  for  the  fiscal  year  ending  November  30.  1906.  were  $69,245,331 
as  compared  with  $44. 145. 753. IS  in  1905.  showing  an  increase  of 
56.9  per  cent.  This  increase  was  due  in  part  to  the  large 
expenditures  of  the  Bell  telephone  companies  for  new  construc- 
tion. The  company  has  made  several  additions  to  its  plants,  in- 
cluding two  to  its  cable  plant  at  Hawthorne.  111.,  the  construc- 
tion at  Hawthorne  of  a  switchboard  and  woodworking  factory,  now 
Hearing  completion,  warehouses  at  Atlanta.  Ga.,  Pittsburg.  Pa.. 
and  San  Francisco.  Cal.,  and  additional  machinery  for  the  Chi- 
cago and  New  York  factories.  Early  in  1906  the  board  of  directors 
established  a  pension  fund  of  $400,000  for  the  benefit  of  super- 
annuated and  disabled  employes  and  later  in  the  year  $150,000  was 
added.  In  December,  1906.  the  company  had  in  its  employ  26.938 
people  as  compared  with  19.704  in  December.  1905.  The  following 
directors  were  elected:  Charles  W.  Amory.  Adolphus  C.  Bartlett. 
Bnos  M.  Barton.  Alexander  Cochrane,  W.  Murray  Crane.  Freder- 
ick P.  Fish.  Henry  S.  Howe.  William  R.  Patterson.  Thomas  Sher- 
win,  Harry  B.  Thayer,  Arthur  D.  Wheeler  and  Charles  Wil- 
liams,   Jr. 

Thomas  F.  Griffin,  founder  of  the  Griffin  Wheel  Company,  died 
on  Monday.  February  11.  at  the  home  of  his  daughter  in  Chi- 
cago, of  pneumonia.  His  death  was  preceded  by  an  illness  of 
only  36  hours.  Six  children  survive  him.  T.  A.  Griffin,  president  of 
the  Griffin  Wheel  Company.  Chicago;  P.  H.  Griffin.  Buffalo,  and 
four  married  daughters.  Mr.  Griffin  was  born  in  County  Limerick. 
Ireland,  on  December  18.  1826.  and  accordingly  was  over  SO  years 
of  age.  Eight  years  after  his  birth  his  family  removed  to  the 
United  States  and  located  at  Rochester.  N.  T.,  where  Mr.  Griffin 
served  his  apprenticeship  as  a  molder.  In  184S.  the  firm  with 
which  he  was  connected  engaged  in  the  manufacture  of  wheels 
under  the  Washburn  patents,  which  cover  the  present  double  plate 
wheel,  now  in  universal  use.  In  1S73  he  removed  to  Detroit  to 
take  charge  of  the  foundry  of  the  Michigan  Car  Company.  He 
red  his  connection  with  that  company  shortly  afterward  and 
incorporated  the  Griffin  Car  Wheel  Company.  The  original  plant 
had  a  capacity  of  18  wheels  per  day  and  from  this  beginning  the 
company's  output  has  grown  to  6.000  wheals  and  plants  are  located 
in  Boston,  Detroit,  St.  Paul.  Kansas  City.  Denver.  Tacoma  and 
Chicago,    where  there  are  three. 


ADVERTISING  LITERATURE. 


ing  current   generators  anil   presents  a   large   number  of  engravings 
from  photographs. 

Garvin  Machine  Company.  Spring  and  Varick  Sts..  New  York. 
N.  Y. — Circulars  No.  53  and  54  describe  the  Garvin  Nos.  14  and  15 
vertical  spindle  milling  machine  and  the  Garvin  No.  2A  Universal 
milling  machine,  motor  driven.  Also  Garvin  X<>s.  14  and  15 
plain  milling  machines,  motor  driven.  Engravings  of  the  various 
types  of  milling  machines  are  presented  together  with  a  general 
description  of   them. 

National  Cellular  Steel  Company.  27  William  street.  New  York, 
N.  Y. — This  company,  which  is  the  manufacturer  of  a  new  steel 
fireproof  building  material  for  floors,  doors,  partitions,  box  cars, 
et ...  of  modern  fireproof  construction  has  issued  an  illustrated 
pamphlet  describing  its  product,  which  it  designates  as  cellular 
steel.  The  western  representatives  of  the  company  are  S.  P. 
Holmes  &  Co.,   280  La   Salle  St.,   Chi cag 

Arnold  Company.  181  La  Salle  St.,  Chicago. — A  paper  entitled 
"What  is  an  Engineer  Constructor'  which  was  presented  before 
the  electrical  section  of  the  Western  Society  of  Engineers  on  No- 
vember 16.  1906.  by  George  A.  Damon,  managing  engineer  of  the 
Arnold  Company,  Chicago,  has  been  reprinted  in  pamphlet  form. 
An  abstract  of  this  paper  was  presented  in  the  December  issue  of 
the    Electric    Railway    Review. 

American  Blower  Company.  Detroit,  Michigan. — Catalogu.  No. 
206  gives  a  description  of  the  vertical  self-oiling  steam  engine,  de- 
signed to  fill  the  demand  for  a  small  high  speed  engine.  The  cata- 
logue presents  engravings  from  photographs  of  the  various  types 
of  engines,  together  with  tables  showing  sizes,  net  and  g 
weights  and  cost  and  also  a  table  of  horsepowers,*  and  in  addition 
a  general  description  of  the  points  of  superiority  are  briefly  indi- 
cated and  the  more  important  parts  of  the  construction  are  de- 
scribed in  detail.     Engravings  are  also  shown  of  a  number  of  parts. 

Buffalo  Forge  Company,  Buffalo.  N.  Y. — A  4-page  pamphlet 
has  just  been  issued  by  this  company  to  call  attention  to  the  Buf- 
falo air  washer.  The  washer  is  designed  as  an  adjunct  to  the 
Buffalo  fan  system  of  heating  and  ventilating  and  it  is  said  to 
remove  all  dust  or  smoke  from  the  air  entering  a  ventilating  sys- 
tem, to  regulate  the  humidity  of  the  atmosphere  in  a  building  and 
to  reduce  the  temperature  in  summer  over  SO  per  cent  of  the  initial 
difference  in  temperature  between  the  air  and  the  cooling  water 
used.  The  Buffalo  Forge  Company  also  issues  a  361-page  cata- 
logue of  standard  size,  describing  the  air  washer  and  humidifier. 


CONDENSERS    FOR    IMPROVING    TELEPHONE    SERVICE. 


Many  street  railway  companies  have  telephone  lines  in  use  for 
other  purposes  than  dispatching.  Some  such  lines  consist  of  a 
single  metallic  circuit  on  which  from  25  to  30  telephones  are 
bridged,  the  different  stations  being  signaled  by  means  of  code 
rings.  It  frequently  happens  that  through  carelessness  the  receiver 
is  left  off  its  hook,  or  after  a  given  station  has  signaled  over  the 
line  for  a  distant  station,  some  one.  other  than  the  station  desired. 
"listens  in."  This  puts  the  secondary  of  the  induction  coil  and 
the  receiver  across  the  line,  forming  a  shunt  which  it  is  Impossible 
to  ring  past.  The  receiver  offers  a  resistance  of  about  70  ohms 
and  the  secondary  of  the  induction  coil  a  resistance  of  about  35 
ohms,   making  the  total  resistance  of  the  shunt  only  105  ohms. 

The  Kellogg  Switchboard  &  Supply  Company.  Chicago,  to  re- 
lieve such  troubles  is  promoting  the  sale  of  a  small  ^-micro-farad 
condenser  which   may  lie  connected  in  the  secondary  circuit  of  the 


Ingersoll-Rand  Company.  11  Broadway,  New  York,  N.  Y. — 
"Some  Economical  Applications  of  Compressed  Air  in  the  Cotton 
Industries"  is  tie  title  of  a  pamphlet  (Form  41m  recently  issued 
by    this    company. 

Locknut  It  Concern.  515  East  Sixty-third  St..  Chicago. — This 
concern  equips  nuts  and  bolts  with  a  nut-lock  and  lias  issu  d  a 
small  pamphlet  showing  a  design  of  its  lock,  its  method  of  opi  ra- 
tion,  advantages   claimed   for  it  and   giving   tin    cost. 

Automatic  Oil  Cup  Company,  155  Huron  St.,  Milwaukee.  Wis. — 
This  company  has  published  ■.,  bulletin  describing  tic  Bangs  auto- 
matic oil  cup  which  is  the  invention  of  Mr.  E.  D.  Bangs  of  .Mil- 
waukee. The  oil  cup  ned  to  feed  oil  to  journals  in  era 
the  quantity  needed.  It  is  simple  and  compact  in  mechanical  con- 
tion,   being  made  entirely  of  aluminum,   brass  or  iron. 

Allis-Chalmers  Company,  Milwaukee,  Wis. — Bulletin  No.  1044 
deals  with  the  subject  of  the  II  Ward  Leonard  System  of  Mul- 
tiple Voltage  Control  for  Variable  Speed  Motoi  ."  Oomplel 
scrlptive  matter,  together  with  diagrams  and  a  number  of  half- 
tone engravings  showing  machines  driven  by  Allis-Chalmers  mo- 
tors, operated  on  the  H.  Warn  .  system, 
are  presented.  I  in  No.  115  Is  an  Insti  iok  entitled 
"Directions  for  Erecting  Car.-  Elevator!  This  is  a  companion 
publication  to  Bulletin  No.  1115  which  describes  the  Gates  rock  and 
ore   br-aker.      Bulletin    No.    1038    describes   Allis-Chalmers   alternat- 


Small   Condenser  for   Improving  Telephone  Service. 

.one  in  series  with  tJ secondary  0 

oil       This  condenser,   known  as  No.    10,   is  made  of  tin-foil 
and    rice    paper,    like    ordinary    telephone    condensers,    and    is    quite 

iches    (including  Is)    by 

1'.  by  •"■■  inches.  The  manufacturer  furnishes  this  condenser  as  a 
part  of  Its  telephone  sets,  or  separately.  For  the  latter  purpose 
the  Kellogg  company  furnishes  a  small  brass  strap  to  hold  the 
comi'  phone  cabin. 

ondei  ■  '      as    follows:      The   fri  i    telephone 

ringing  current  as  generated  by  ; ■  t i  ordinary  hand  generator  at 
lie    usual  rate  of  turning  the  crank   is  about    1,000  cycles   per  mln- 


242 


ELECTRIC     RAILWAY     REVIEW 


Vol    XVII,  No.  7. 


nt..  To  current  of  this  frequency  the  condenser  offers  an  impe- 
dance of  about  10,000  ohms  so  that  when  tin-  receiver  Is  down  the 
ringing  current  is  not  shunted.  On  the  other  hand,  the  frequency 
of  voice  currents  is  so  high  that  these  currents  pass  through  the 
condenser  very  readily  and  the  efficiency  of  the  receiving  circuit 
is  in    no   way  affected. 


CLIMAX    FARM    CROSSING    GATES. 


LYON    SHEET-STEEL    GEAR    CASES. 


The  I. yon  sheet-stcd  gear  case  has  proven  itself  to  be  a  good 
investment  for  electric  railways.  These  Btaeet-steel  cases  weigh 
from  75  to  100  pounds  less  than  those  of  cast  iron  and  therefore 
reduce   the  weight  on   cars   from  one  to  four  times   such   amounts, 

ii ding    to    the    number   of   motors   used.     The   lightness   of   this 

type  of  rase  also  facilitates  the  work  of  handling  in  repair  pits. 
The  criticism  has  been  raised  that  sheet-steel  gear  cases  were 
too  light,  but  it  is  thought  that  an  examination  of  the  accompany- 
ing illustration  showing  the  top  section  of  the  Lyon  sheet-steel 
gear  case  will  show  that  the  case  as  a  unit  is  especially  strong, 
being  reinforced  at   points  of  strain  by  properly  designed   brackets. 

For  some  time  the  demand  for  these  cas  s  has  been  such  that 
their  manufacturer,  the  Lyon  Metallic  Manufacturing  Company. 
has  been  unable  to  supply  the  demand  of  its  sales  agent,  the  Elec- 
tric Service  Supplies  Company.  Recently  the  manufacturing  com- 
pany's plant  has  been  quadrupled  in  size  and  it  is  now  stated  that 
orders   for  gear  cases  can  be   promptly  filled. 

These  sheet-steel  gear  cases  have  made  such  a  successful   rec- 


Lyon    Sheet-Steel    Gear   Case. 

ord  that  the  Electric  Service  Supplies  Company  offers  to  send 
sample  cases  to  those  railway  companies  that  desire  to  have  them 
for  90  days'  trial. 


THE    ANDERSON    TIME    SWITCH. 


The  Albert  &  J.  M.  Anderson  Manufacturing  Company,  Boston, 
Mass.,  has  perfected  a  mechanical  time  switch  that  embodies 
many  points  of  superior  merit.  Such  switches  are  found  to  be 
of  much  use  in  many  places  where  it  is  necessary  to  open  or  close 
electric   circuits   at  definite   predetermined   hours. 

The  parts  of  a  first-class  time  switch  are  three  in  number:  the 
switch,  the  mechanism  which  opens  and  closes  it;  the  time-con- 
trolling element,  which  is  necessarily  a  clock  of  some  form. 

The  Anderson  switch  mechanism  consists  of  two  pivoted  arms 
carrying  laminated  contracts  and  arcing  contacts  after  the  fashion 
of  approved  circuit-breaker  construction  so  that  there  is  no  par- 
tial or  imperfect  contact  possible.  The  contact  mechanism  is 
housed  in  a  slate  enclosure  in  a  separate  compartment  of  the  box, 
and  is  fireproof.  The  lower  or  entering  contacts  are  each  sepa- 
rated from  the  jaws  of  the  switch  a  distance  of  over  an  inch  when 
the  switch  is  open.  The  circuit  is  opened  horizontally  instead  of 
vertically,  thereby  minimizing  the  chance  of  maintaining  an  arc. 

The  propelling  mechanism  consists  of  a  heavy  spiral  spring, 
equipped  with  two  trains  of  gears.  One  of  the  spindles  of  one  of 
these  trains  is  equipped  with  a  crank  and  connecting  rod,  the  con- 
necting rod  being  utilized  to  force  the  toggle  of  the  switch  up  or 
down.  A  flyer  on  this  train  engages  with  an  escapement  that  per- 
mits the  crank  to  make  a  half  revolution  at  a  time.  The  con- 
noi  ting  rod  of  this  crank  has  a  slotted  joint  with  the  toggle,  so 
that  the  parts  can  have  some  momentum  before  they  are  called 
upon  to  do  any  work,  thus  rendering  the  action  more  certain. 

The  propelling  mechanism  is  so  arranged  that  it  can  be  set 
to  trip  at  any  hour  of  the  day  or  night,  and  by  means  of  an 
auxiliary  dial,  graduated  to  the  days  of  the  week,  the  switch  can 
be  set  so  that  it  becomes  inoperative  any  day  of  the  week  desired. 

The  apparatus  is  controlled  by  a  clock  of  the  best  manufac- 
ture, which  can  be  set  and  regulated  as  any  ordinary  clock,  and 
needs  to  be  wound  but  once  a  week.  All  the  parts  of  the  clock 
and  switch  are  enclosed  in  a  cast  iron  box.  waterproof  and  dust 
tight,  the  door  being  fitted  with  a  rubber  gasket.  A  Yale  lock 
insures  that  the  switcli  is  out  of  reach  of  meddlers. 


The  Climax  Stock  Guard  Company,  Chicago,  111.,  and  Canton. 
ii.  has  recently  taken  on  a  line  of  farm  crossing  gates  which, 
though  embodying  the  same  general  principles,  are  yet  made 
in  a  variety  of  forms  to  adapt  them  to  specific  requirements.  Some 
of  the  styles  are  illustrated  herewith.  The  gates  are  not  an 
experiment,  but  have  been  used  for  a  number  of  years  on  some  of 


Farm    Crossing    Gates — Climax    No.    1. 

the  principal  railway  lines  and  reports  from  users  have  been  ex- 
ceptionally  favorable. 

The  Climax  gate.  No.  1.  is  an  adjustable  swinging  gate  that 
can  be  readily  moved  up  or  down  at  the  outer  end  and  at  the 
same  time  be  swung  in  either  direction.  The  main  frame  is  made 
of  rolled  steel  tubing  which  is  trussed  by  means  of  a  cable  at- 
tached to  the  inner  end  of  the  main  frame  and  by  means  of  a 
sliding  ring  to  the  central  tube  forming  the  longitudinal  member. 
The  sliding  ring  connection  enables  the  outer  end  cf  the  gate  to 
be  raised  to  clear  uneven  ground  or  snow  and  to  be  easily  de- 
pressed when  the  obstruction  is  cleared.  The  hinges  are  made  of 
heavy  iron  eyebolts  encircling  the  hinge  of  the  main  frame. 

Eureka  gate  No.   4   has  a  tubular  frame  of  Z-form  with   braces 


Farm    Crossing    Gates — Eureka    No.    4. 

at  the  angles,  and,  it  is  said,  will  stand  a  very  heavy  strain  before 
yielding.  There  being  no  lower  frame  member,  there  is  nothing 
except  the  lower  wire  to  catch  snow,  and  the  gate  therefore  serves 
in  winter  as  well  as  in  summer,  and  on  account  of  the  lightness 
of  the  construction  the  gate  is  not  liable  to  be  affected  by  the  wind. 
The  weight  is  about  50  pounds  and  it  is  stated  that  gates  in  ser- 
vice for  20  years  have  shown  no  serious  deterioration  from   rust. 

The  Novelty  gate  differs  from  those  before  described  in  having 
a  wooden  frame  composed  of  three  members,  the  central  longitu- 
dinal member  being  hinged  to  each  of  the  end  members.  The  wires 
are  attached  to  stretchers  at  the  hinge  end  for  the  purpose  of  tak- 


Farm    Crossing    Gates — Novelty    No.    8. 

ing  up  slack  and  also  for  adjusting  the  gate  to  swing  over  sloping 
or  uneven  ground.  The  horizontal  member  is  made  up  of  two 
2x4-inch  pieces  spiked  together,  the  edge  of  one  against  the  side 
of  the  other,   and  all  castings  are  of  heavy  malleable  iron. 

All    of    these    gates    are    made    in    various    sizes    and    with    any 
desired    wiring. 


Chicago:  160  Harrison  Street 


PUBLISHED  EVERY  SATURDAY  BY  THE  WILSON  COMPANY,  CHICAGO 

Entered  at  the  Postoffice,  Chicago,  III.,  as  Second-class  Hatter. 
Subscription  in  advance,  including  special  dally  editions  published  from 
time  to  time  In  places  other  than  Chicago,  postage  free,  $2: 
Foreign,  So;  Single  Copy,  10  cents. 


Vol.  XVII,  No.  8 


New  Vork:  150  Nassau  Street 


CHICAGO,  FEBRUARY  23,  1907 


Whole  No.  200 


TABLE  OF  CONTENTS. 


Editorial: 

— Philadelphia    Plan    Is    Approved 243 

— South    Side    Elevated    Maintenance 243 

—The  Chemist  and  the  Boiler  Plant 243 

—Effect   of   Transfers   on   Traffic 244 

— Transfer   Case    in   Massachusetts .■ 244 

— Transfer    Privilege     Abused 244 

— The  Woo'dlawn  Accident  on  the  New  York  Central 244 

— Amount  of  Maintenance  and  Depreciation  Charges 245 

— Constant   Voltage   for   Car   Lighting 246 

Annual  Report  Chicago  City  Railway  Company 247 

Maintenance    and    Depreciation    Charges    of    the    Chicago    LTnion 

Traction  Company   247 

Proposed  Chicago-St.  Louis  Line  of  the  Illinois  Traction  System. 250 
New    Power   Station    of   the   Illinois   Traction    System    at    Peoria, 

111.     By  C.   S.  Johnson.     (Illustrated) 251 

Electric   Arc   Headlights.      By   P.    Lindeman.      (Illustrated) 255 

Dining   Car.    Montreux-Bernese   Oberland   Electric   Railway.      By 

Dr.    Alfred   Gradenwitz.      (Illustrated) 255 

Low-Fare   Controversy   in   Minneapolis 256 

Interviewing   Accident    Witnesses.      By    F.    W.    Johnson.      (Illus- 
trated)     257 

Ash-Handling    Business    of    the    Brooklyn    Rapid    Transit    Com- 
pany.      (Illustrated)     261 

Philadelphia  Rapid  Transit  Directors  Approve  Merchants'   Plan. 262 

Will    Present    Facts   to    Legislature 263 

A   Plow    Car  for   Street   Surfacing.    (Illustrated) 263 


Piping  and    Power  Station   Systems.     XXX.      By   W.    L.    Morris 

M.    E.       (Illustrated) 264 

Recent   Electric   Railway  Legal   Decisions 266 

News  of  the   Week 26^ 

— Legislation    Affecting    Electric    Railways 26S 

— General   Harries   on  3-Cent  Fares 26$ 

— Chicago    Traction    Developments 268 

— Mr.   Shonts  on  New   York  Rapid  Transit 268 

— Wreck  on  the  New  York  Central  Electric   Line 26S 

— Rapid  Transit  Affairs  in  New  York 269 

Construction     News     270 

— Franchises     27" 

— Incorporations     271 

— Track  and   Roadway 271 

— Power   Houses   and    Substations 272 

Personal   Mention    2.73 

Financial    News     274 

Manufactures  and   Supplies 275 

—Rolling    Stock    275 

— Shops   and   Buildings 275 

— Trade  Notes    275 

— Advertising  Literature   277 

Homer   Commutators    277 

Blake    Tube    Flux.      (Illustrated) 277 

Developments  in  the  Organization  of  the  Ohio  Brass  Company.    277 

The  National   Window  Fixtures.      (Illustrated) 278 

Recording   Fare   Registers.      (Illustrated) J7* 


The    directors   of  the    Philadelphia    Rapid   Transit   Company 
have  decided  to  recommend  to  stockholders  the  adoption,  after 
a  few  changes,  of  the  plan  suggested  by  the 
Philadelphia  Retail  Merchants'  Association  for  settlement 

Plan  is  of  the  traction  problem.    In  his  letter  to  the 

Approved.  merchants'   association   announcing   this   de- 

cision, the  president  of  the  company,  Mr. 
John  B.  Parsons,  suggests,  as  it  is  generally  conceded  that  a 
new  contract  should  be  entered  into  with  the  city,  that  some 
determination  be  reached  as  to  the  advisability  of  action  by 
the  legislature,  which  will  give  the  city  undoubted  power  to 
act  with  freedom  as  to  terms.  The  plan  offered  by  the  Trades 
League  was  not  seriously  considered  by  the  directors  because 
it  would  involve  violations  of  the  contracts  and  leases  between 
the  Philadelphia  Rapid  Transit  Company  and  the  50  or  more 
underlying  companies.  A  new  plan  containing  the  modifica- 
tions which  the  company  believes  should  be  made  in  the  mer- 
chants' plan  will  be  submitted  soon.  The  result  of  the  pro- 
posed re-adjustment  of  relations  between  the  company  and 
the  city  will  be  the  investment  of  large  amounts  of  capital 
for  improvement  of  the  service.  If  a  satisfactory  arrangement 
is  completed,  the  company  believes  that  new  capital  can  be 
secured  upon  fair  terms. 


The  analysis  of  operations  of  the  South  Side  Klevated  rail- 
road of  Chicago  for  the  last  10  years,  which   was  published 

in  the  Electric  Railway  Review  of  Febru- 
South  Side  ary  9,  1907,  showed  an  increase  in  expendi- 

Elevated  lure     for   maintenance     of     way   and     struc- 

Maintenance.  per   mile  of  structure  from  |2,656  for 

11  months  of  1897  to  $9,110  for  the  year 
1906.  At  our  request  Mr.  Marcellus  Hopkins,  the  president 
and  general  manager  of  the  road,  has  sent  us  the  following 
in  explanation  of  the  large  increase  in  this  item  of  expense: 
"The  1897  report  showed  only  11  months'  operation.  The  rail- 
road was  only  four  years  old,  and  few  repairs  were  required. 
The  South  Sid<-  Klevated  Railroad  Company  commenced  im- 
mediately   to   re-equip   the   road    with   electricity,   making   an 


up-to-date  road  of  it.  A  great  many  things  were  added,  in 
the  shape  of  storage  batteries,  conductor  rails,  etc.,  all  of 
which  required  attention.  In  addition,  there  is  quite  a 
charge  for  repairs  to  buildings.  Many  of  these  buildings  are 
tenement  houses  which,  in  buying  right-of-way  for  our  vari- 
ous branches,  were  acquired;  and  for  convenience  in  book- 
keeping, these,  together  with  storage  batteries,  etc.,  are 
listed  under  the  head  of  'maintenance  of  way  and  structure.' 
In  1897  no  rails  or  ties  were  required.  Since  then,  as  the 
road  grows  older,  these  repairs  have  to  be  made.  The  road 
in  1897  had  just  been  taken  out  of  the  hands  of  the  court. 
It  is  assumed  that  the  receiver  turned  over  the  property  in 
good  repair,  consequently  the  repairs  for  1897  were  light." 


The   Chemist 
and  the 
Boiler  Plant. 


Although  the  chemist  is  now  recognized  as  an  important 
member  of  the  engineering  staff  of  a  large  power  station, 
his  importance  in  a  small  plant  has  not 
been  properly  recognized.  It  is  generally 
thought  that  all  that  is  necessary,  in  locali- 
ties where  the  feed  water  is  poor,  is  to 
send  away  a  sample,  have  it  analyzed,  and 
then  buy  a  couple  barrels  of  some  good  boiler  compound. 
In  many  plants  more  money  is  wasted  in  experimenting  with 
boiler  compounds  than  would  be  necessary  to  pay  a  compe- 
tent chemist  who  could  direct  the  proper  use  of  such  chemi- 
cals and  the  treatment  of  the  water.  Further,  when  prop- 
erly looking  after  the  feedwater  in  plants,  the  chemist  can 
watch  the  circulating  water  as  well,  and  in  many  instances 
the  cause  of  pitted  and  leaky  condenser  tubes  could  be  ascer- 
tained. Testing  the  coal — which  can  then  be  bought  under 
specifications — is  another  important  part  of  the  chemist's 
work  and  one  which,  in  most  cases,  will  pay  a  high  rate  of 
Interest  on  the  money  invested  in  an  expert.  The  chemisi 
can  very  materially  assist  the  head  stoker  by  making  fre- 
quent flue-gas  analyses,  and  by  this  means  determine  when 
the  proper  combustion  is  being  maintained.  An  analysis  of 
ih"   ashi's  also   is  of  value  and   serves  as  a  check  upon   the 


244 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  8. 


stoking.  There  are  many  other  ways  in  which  the  chemist 
can  make  himself  useful  and  valuable  to  a  small  company. 
There  are  always  oils  and  many  other  supplies  and  materials 
which  are  bought  under  certain  specifications  and  without 
the  chemist  the  purchaser,  in  most  cases,  does  not  know 
what  he  is  getting. 


the  journey,  on  account  of  the  waits  for  connections  and  the 
time  consumed  in  changing  cars;  it  opens  the  way  toward 
abnormal  concentrations  of  traffic  at  undesirable  times  and 
places,  and  establishes  new  loopholes  for  abuses  which  an- 
nually cost  an  operating  company  a  considerable  loss  of 
revenue. 


The    transfer    problem    in    large    cities    is    one    of    the    most 
troublesome   matters   with   which    street     railway      manage- 
ments   have    to    deal.      It    is    doubtful    if 
Effect  of  there    is    ever    a    time    when    agitation    on 

Transfers  the   part   of  the   public   for   more   extended 

on  Traffic.  transfer     facilities     is     entirely     quiescent. 

The  effect  of  extended  transfer  privi- 
leges upon  traffic  is  a  very  uncertain  affair.  The  pub- 
lic generally  believes  that  crowding  of  cars  will  be 
diminished  by  the  creation  of  new  transfer  points,  where- 
as it  often  happens  that  crowding  is  increased  in  such 
cases.  The  quality,  appearance  and  general  comfort  of  the 
cars  at  transfer  points  are  really  powerful  factors  in  the  sit- 
uation, and  with  some  properties  there  is  a  growing  belief 
that  all  the  cars  running  on  the  same  general  routes  should 
be  of  the  same  general  design.  Otherwise,  for  example, 
the  public  will  overcrowd  the  larger  semi-convertible  or 
through  cars,  leaving  the  single-truck  locals  but  partially 
filled. 

A   recent   case    in    Boston   which    was    heard    by   the   Massa- 
chusetts   Railroad    Commission    well     illustrates     the    public 
idea   that   extended    transfer   privileges   are 
Transfer  certain    to    relieve    crowding.      A    number 

Case  in  of    residents    of    Arlington    petitioned    the 

Massachusetts.  board  that  an  additional  transfer  sta- 
tion be  established  at  the  North  Cam- 
bridge car  house  of  the  Boston  Elevated  system.  It 
was  claimed  by  the  petitioners  that  there  would  be  less 
crowding  of  cars  if  this  were  done,  as  any  Arlington 
passenger,  finding  his  own  cars  crowded  on  the  Boston  side 
of  the  North  Cambridge  car  house,  could  ride  to  North  Cam- 
bridge by  other  lines,  changing  at  the  latter  point  for  his 
destination  and  continuing  his  journey  in  greater  comfort. 
In  remonstrance  the  company  pointed  out  that  there  are 
already  three  points  between  the  business  center  of  Boston 
and  Arlington  where  passengers  traveling  via  the  Back  Bay 
and  Harvard  Bridge  lines  may  transfer  in  the  same  general 
direction.  It  was  stated  that  the  establishment  of  a  fourth 
transfer  point  would  be  objectionable  for  the  reason  that 
it  would  tend  to  increase  the  crowding  of  lines  already  busy. 
The  company  recognized  that  there  was  no  practicable  way 
of  keeping  local  patrons  from  taking  through  cars  for  short 
riding,  but  pointed  out  that  the  needs  of  the  larger  residen- 
tial districts  are  a  considerable  factor  in  the  provision  of  the 
frequent  service  which  is  given. 


The    final    solution    of    any    transfer    scheme    acceptable    to 
an  operating  company  and  its  patrons  must  rest  upon  effect- 
ing   the    greatest    good    for     the     greatest 
Transfer  number.     There  is   no   question   about   this 

Privilege  in     the    minds    of    transportation    experts. 

Abused.  Without     passing      upon     the      merits      of 

the  preceding  case,  it  is  nevertheless 
instructive  to  note  the  recurrence  of  the  old  problem 
of  local  versus  through  service,  and  the  difficulty  of 
establishing  any  system  of  transfers  which  will  satisfy 
every  resident  of  a  given  territory.  In  cases  where  large 
and  handsome  cars  of  new  design  tend  to  become  over- 
crowded by  local  passengers,  about  the  only  positive  remedy 
seems  to  be  the  standardization  of  all  the  rolling  stock  pos- 
sible in  a  given  section  of  the  system.  Generally  speaking, 
the  elaborate  extension  of  transfer  privileges  tends  to  cut 
down  the  speed  of  transit  from  the  beginning  to  the  end  of 


THE  WCODLAWN  ACCIDENT  ON   1  HE  NEW  YORK    CENTRAL. 


It  is  to  be  regretted  that  the  initial  operation  of  such  a 
magnificent  work  as  the  electrified  New  York  Central  termi- 
nals should  have  been  attended  by  the  disastrous  accident  of 
February  1G.  Lessons  of  great  value  to  this  and  similar 
projects  will  be  learned  from  the  investigations  of  the  acci- 
dent, but  these  are  had  at  the  high  price  of  life  and  property. 
The  accident  to  a  local  train  on  the  electrically-equipped 
tracks  of  the  New  York  Central,  which  caused  the  death  of 
21  persons  and  injury  to  140,  happened  on  a  3%-degree  curve 
near  Woodlawn.  The  investigations  are  not  yet  far  enough 
advanced  to  define  the  cause,  but  the  general  impression  is 
that  the  train  entering  the  curve  at  an  excessive  speed  caused 
the  rails  to  spread. 

The  track  rail  on  the  3V&-degree  curve  was  elevated  4% 
inches,  which  is  quite  sufficient  for  the  safety  of  ordinary 
rolling  equipment  moving  at  the  rate  of  60  miles  an  hour, 
and  if  the  wreck  is  to  be  attributed  to  insufficient  super- 
elevation of  the  outer  rail,  the  speed  must  have  been  far  in 
excess  of  60  miles  an  hour.  It  is  understood  that  the  sched- 
uled speed  of  the  train  in  the  locality  of  the  wreck  was  57 
miles  an  hour.  The  train  was  delayed  six  minutes  at  Mott 
Haven  and  it  is  probable  that  from  that  point  on  a  speed 
in  excess  of  60  miles  was  obtained  in  order  to  make  up  time. 
With  the  two  powerful  electric  locomotives  it  is  possible  to 
accelerate  such  a  light  train  more  than  twice  as  fast  as  the 
best  steam  locomotives  could  do  it,  and  it  is  quite  probable 
that  the  train  entered  the  curve  at  a  speed  much  in  excess 
of  the  safe  limits.  It  does  not  appear  that  any  limitation 
had  been  made  on  speed  and  no  means  were  provided  for 
indicating  to  the  motorman  how  fast  he  was  running.  It  was 
a  matter  of  common  experience  when  the  old  steam  engi- 
neers were  in  training  for  motormen  on  these  electric  loco- 
motives that  they  were  deceived  as  to  speeds,  and  that  they 
were  running  very  much  faster  than  they  had   thought. 

The  engineer  of  maintenance  of  way  testified  at  the  cor- 
oner's inquest  that  one  of  the  rails  on  the  outside  of  the 
curve  had  been  sprung  sideways  and  the  spikes  sheared  off. 
The  third  rail  was  torn  up  and  bent  and  some  reports 
say  that  it  entered  one  of  the  coaches.  It  has  been  assumed 
that  the  injury  to  this  rail  was  caused  by  a  broken  collector 
shoe  catching  under  it,  and  the  initial  cause  of  the  accident 
has  been  attributed  to  this  by  some  railway  officials.  The 
earlier  forms  of  top  contact  third-rail  shoes  were  supported 
by  cast  iron  links  of  such  cross  section  that  in  event  of 
derangement  of  the  third  rail  the  links  would  break  and 
free  the  shoe  from  the  side-bar  rather  than  permit  the  shoe 
itself  to  break  and  catch  on  the  rail.  It  would  seem  hardly 
probable  that  this  protective  principle  of  design  had  been 
neglected  with  the  underrunning  shoes.  The  effects  of  ex- 
pansion and  contraction  frequently  disturb  the  alignment 
of  the  third  rail  and  especially  on  curves,  but  it  is  difficult 
to  see,  with  the  underrunning  type,  and  on  a  curve,  how  an 
injured  shoe  could  have  done  otherwise  than  throw  the  rail 
away  from  the  wheels. 

The  New  York  Central  has  taken  the  greatest  precau- 
tion to  see  that  the  new  electric  locomotives  would  operate 
safely  on  curves  and  on  tests  they  have  been  operating  at 
speeds  of  85  miles  an  hour  on  straight  track  and  7S  miles  an 
hour  on  2-degree  curves,  but  it  is  doubtful  whether  they  were 
justified  in  allowing  motormen  to  drive  this  powerful  equip- 
ment around  curves  at  unlimited  speeds  as  appears  to  have 
been   the  case  with   the  wrecked  train. 

The    center   of   gravity   of   these   electric   locomotives    is 


February  23,  1907. 


ELECTRIC     RAILWAY     REVIEW 


245 


unusually  low  and  they  have  a  long  rigid  wheel-base.  It  was 
found  in  testing  them  on  sharp  curves  at  high  speed  that 
they  were  rather  severe  on  the  track,  and  it  will  probably 
be  found  that  greater  precautions  must  be  used  in  their 
operation  than  appear  to  have  governed  those  hauling  the 
wrecked  train.  The  various  commissions  which  are  now  in- 
vestigating the  accident  will  doubtless  get  at  the  real  cause 
and  it  will  not  be  sufficient  to  say  that  the  accident  could 
have  been  prevented,  but  the  conclusion  must  be  that  some 
one  has  blundered. 


AMOUNT  OF  MAINTENANCE  AND   DEPRECIATION  CHARGES. 


The  investigations  made  by  direction  of  the  receivers  of 
the  Chicago  Union  Traction  Company,  the  particulars  concern- 
ing which  are  given  elsewhere  in  this  issue,  should  be  found 
of  considerable  assistance  in  determining  what  constitutes  a 
"reasonable  charge  for  depreciation  of  plant  and  equipment." 
In  taking  up  this  subject  the  company's  engineers  first  made 
a  complete  inventor}'  of  the  property  and  estimated  that  to 
provide  for  depreciation  proper,  that  is,  that  reduction  in  value 


and  depreciation.  On  reflection  it  will  be  evident  that  these 
two  plans  are  in  no  sense  antagonistic,  but  on  the  contrary 
are  complementary.  In  no  instance  can  a  percentage  of  gross 
income  be  named  which  will  be  that  needed  to  provide  for 
these  charges,  until  the  amount  required  has  been  determined 
by  an  investigation  such  as  was  made  in  this  case.  However, 
when  the  depreciation  to  be  reasonably  expected  has  been 
estimated,  and  cost  of  ordinary  maintenance  has  been  shown 
by  experience,  there  are  decided  advantages  in  combining  the 
two  charges  and  expressing  the  total  as  a  percentage  of  gross 
income. 

First,  this  method  removes  all  temptation  to  bicker  over 
what  items  should  be  classed  as  maintenance  and  what  as 
renewals,  or  to  favor  the  repair  account  at  the  expense  of 
the  depreciation  reserve. 

Secondly,  to  compute  these  charges  as  a  certain  propor- 
tion of  gross  income  is  extremely  simple,  while  the  other 
method  of  determining  depreciation  if  accurately  carried  out 
would  involve  a  vast  amount  of  bookkeeping. 

Thirdly,  to  base  these  charges  on  earnings  apportions  them 
according   to    the    ability   to   pay   and    also   in   proportion   to 


Comparisons    Between    Chicago    Union    Traction    Company   and    Gic's^ow   Corporation   Tramways. 


For   Fiscal    Years   ending   August   31. 

Maintenance  of   Track.    Railwav   and    Equipment: 
North    Chicago,    1904 

1905 

1906 

West    Chicago.     1904 

1905 

1906 

Depreciation  of  Plant   and  Equipment: 

North    Chicago.    1904 

1905 

1906 

West    Chicago.     1904 

1905 

1906 

Total   Maintenance  and   Depreciation: 

North    Chicago.    1904 

1905 

1906 

West    Chicago.     1904 

1905 

1906 

Glasgow  Tramways   (Tear  ending  May  31.  1906): 

Maintenance.    1906    

Depreciation.   1906    

Maintenance  and   depreciation.   1906 


Gross  Original  Per  Mile    Per  Rev-         Per 

Income.  Cost.  of  Track  enue  Pas-       Pas- 

Per  Cent  Per  Cent  Operated,     senger,  senger. 

of  of  Dollars         Cents  Cents 


12.20 
9.98 
10.06 
12.26 
10.33 
10.70 

9.80 
12.02 
11.94 
11.74 
13.67 
13.30 

22.00 

_"J  III! 

22.00 
24.00 
24.00 
24.00 

14.55 
20.69 
35.24 


7.08 
'  '^18 

5.69 

"s.ie 

12.77 

ii.94 


•  4.18 
«  5.92 
•10.10 


4.099 
3,429 
3.748 

3  292 
2,995 
3,418 

3,295 
4,132 
4,448 
3,153 
3,962 

4  251 

7,394 
7,561 
S.196 
6.445 
6,957 
7.669 

3  543 

4  911 
S.364 


0.621 
0.508 
0.511 

0.622 
0.523 
0.541 

0.499 
0.611 
0.607 
0.596 
0.693 
0.673 

1.120 
1.119 
1.118 
1.218 
1.216 
1.214 


0.376 
0.303 
0.301 
0.378 
0.307 
0.316 

0.302 
0.366 
0.357 
0.362 
0.407 
0.394 

0.678 
0.669 
0.658 
0.740 
0.714 
0.710 

0.279 
0.398 

0.677 


Per 
Car- 
Mile. 
Cents 

3.22 
2.75 
3.01 
3.16 
2.86 
3.05 

2.58 
3.32 
3.57 
3.03 
3.78 
3.79 

5.80 
6.07 
6.58 
6.19 
6.64 
6.82 

3.08 
4.3S 
7.46 


Per 
Car- 
Hour, 
Cents 

24.79 
21.26 

22.71 
24.27 
21.87 
23.32 

19.9"2 
25.62 
26.96 
23.25 
28.92 
29.00 

44.71 
46.88 
49.67 
47.52 
50.79 
52.32 

21.99 
31.26 
53.25 


•Per   cent   of  capital   accounts   May   31.    1905.    with   one-half  of  additions   for  succeeding  year  added. 


or  usefulness  which  is  not  compensated  for  by  current  main- 
tenance and  repairs,  there  should  be  charged  annually  a  sum 
equal  to  6.20  per  cent  of  the  original  cost  of  the  physical 
property.  A  subsequent  examination  into  the  same  matter 
was  made  by  independent  engineers  and  accountants,  Messrs. 
Stone  &  Webster  of  Boston,  and  their  recommendations  were 
approved  by  the  court  having  jurisdiction  of  the  property,  and 
have  been  followed  by  the  receivers  for  over  three  years. 
This  second  estimate  placed  the  annual  depreciation  at  5.65 
per  cent  of  the  original  cost  of  the  physical  property.  Refer- 
ence to  the  detailed  statements  shows  that  over  four-fifths 
of  this  difference  is  due  to  differences  in  the  estimated  life 
of  power  plant  buildings  and  of  cable-driving  machinery. 
Strong  arguments  can  be  advanced  in  favor  of  the  higher  de- 
preciation charges  recommended  by  the  company's  engineers, 
especially  if  consideration  be  given  to  the  fact  that  improve- 
ment in  the  art  may  cause  apparatus  to  be  superseded  before 
its  usefulness  is  ended  by  wear,  as  was  actually  the  case  with 
this  company's  cable  power  stations.  The  important  conclu- 
sion to  be  drawn  from  the  close  agreement  of  the  two  esti- 
mates is  that  the  average  life  of  the  physical  property  of  an 
urban  street  railway  under  such  general  conditions  as  obtain 
in  Chicago  is  from  16  to  18  years  and  that  six  per  cent  of 
the  original  cost  is  very  nearly  the  proper  annual  allowance 
for  depreciation. 

It  had  been  the  intention  to  base  depreciation  charges  on 
the  original  cost,  but  on  the  recommendation  of  Stone  & 
Webster  the  court  decided  that  it  would  be  better  to  set  aside 
a  fixed  proportion  of  gross  income  to  pay  for  both  maintenance 


the   wear   and   tear  which   under  normal   conditions   may   be 
expected  to  increase  as  the  earnings  increase. 

It  is  believed  that  the  policy  of  the  Glasgow  Corporation 
Tramways  committee  in  providing  reserve  funds  is  regarded 
by  American  accountants  generally  as  an  ideal  toward  which 
all  street  railways  should  strive,  and  therefore  comparison 
of  the  Chicago  Union  Traction  Company's  reserves  with  those 
for  the  Glasgow  lines  should  be  of  especial  interest.  The 
income,  mileage,  passengers,  etc.,  for  these  properties  (last 
complete  fiscal  year)  are  as  follows: 


North 
Chicago. 

Gross    income    $3,543,176 

.Miles   of    track   operated 95.1 

Revenue  passengers    69,716.881 

Total    passengers    118,533,806 

Total   car    miles 12  107,494 

Total   car  hours 1,569.392 

Income  per  passenger,  cents 2.95 

In  the    larger  table  the    maintenance  and 


West 

Chicago. 

$6.624.36S 

207.3 

130.863.648 

223.912.157 

23.231.597 

3,038.625 

2.96 


Glasgow. 

$3,997,973 

168.5 


208.059.S33 

18,886,910 

2.646,512 

1.92 

depreciation 

charges  for  the  two  Chicago  companies  and  for  the  Glasgow 
lines  have  been  expressed  in  a  number  of  different  units.  Re- 
ferring to  that  table,  it  will  be  remarked  that  while  the  Glas- 
gow lines  require  35.24  per  cent  of  gross  income  for  main- 
tenance and  depreciation  as  against  an  average  of  23  per  cent 
for  the  North  Chicago  and  West  Chicago,  the  corresponding 
figures  per  mile  of  track  operated,  per  total  passenger,  per 
car-mile,  and  per  car-hour  are  so  close  that  their  agrement  is 
striking.  Conditions  are  so  different  in  the  two  cities  that 
no  conclusions  are  ventured  as  to  whether  any  of  these  units 
offer  a  basis  for  computing  depreciation  that  would  have  wide 
application.    Were  there  available  similar  data  for  other  com- 


246 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  Xo.  8. 


panies  it  would  be  an  easy  matter  to  determine  whether  the 
close  agreement  in  the  figures  shown  for  these  two  properties 
is  more  than  a  coincidence.  But  while  some  companies  pub- 
lish reports  in  which  the  expenditures  for  maintenance  and 
repairs  are  separated  from  other  operating  charges,  and  a 
few  show  reserves  for  depreciation  and  renewals,  there  are 
verj  few  which  make  public  all  the  data  needed  for  such  a 
comparison  as  that  here  made  between  Chicago  and  Glasgow. 

In  the  new  ordinances  under  which,  in  all  probability,  the 
Chicago  street  railways  will  be  operated,  the  minima  of  the 
sums  to  be  expended  or  reserved  for  maintenance  and  for  de- 
preciation have  been  fixed  at  6  and  8  per  cent,  respectively, 
of  the  gross  receipts,  but  it  is  specified  that  the  companies 
shall  expend  all  that  may  be  necessary  on  these  accounts. 
If  these  minima,  which  together  amount  to  only  14  per  cent 
as  compared  with1  the  23  per  cent  (on  an  average)  charged 
<on  these  accounts  during  the  last  three  years  by  the  Chicago 
Union  Traction  Company,  are  sufficient  for  the  purposes  in- 
tended it  means,  (1)  that  the  plant  and  equipment  of  the 
near  future  will  be  about  65  per  cent  more  durable  than  that 
heretofore  used,  (2)  that  the  carrying  capacity  of  an  equiva- 
lent equipment  will  be  this  much  greater,  (3)  that  by  improve- 
ments in  operation  increases  in  receipts  and  reductions  in  ex- 
penses for  a  given  traffic  can  be  effected  to  make  up  the  dif- 
ference, or  (4)  that  there  may  be  a  happy  combination  of  all 
three. 

There  may  bo  some  question  as  to  whether  these  mini- 
mum percentages  specified  will  be  sufficient,  but  the  trans- 
portation committee  of  the  Chicago  city  council,  the  repre- 
sentatives of  the  street  railway  companies  and  their  advisers 
who  framed  these  ordinances  are  deserving  of  the  highest 
commendation  for  what  has  been  accomplished  in  establish- 
ing depreciation  as  an  operating  expense,  and  providing  that 
the  reserves  are  to  be  held  in  cash.  The  separation  of  main- 
tenance and  repairs  from  depreciation  and  renewals  will 
doubtless  make  a  great  deal  of  work  for  the  board  of  super- 
vising engineers,  but  thorough  discussions  on  mooted  points 
and  decisions  by  a  disinterested  board  will  go  far  to  develop 
acceptable  definitions  and  standards  and  mark  the  line  be- 
tween the  two  classes  of  charges.  Also,  this  recognition  of 
sound  principles  should  go  far  towards  educating  the  public 
to  demand  that  the  accounting  of  municipal  undertakings  be 
put  upon  a  similar  basis. 


CONSTANT  VOLTAGE  FOR  CAR  LIGHTING. 


With  the  many  refinements  that  are  being  introduced  in 
the  latest  types  of  rolling  stock  it  would  seem  that  more  at- 
tention might  profitably  be  given  to  improving  interior  illu- 
mination. The  last  few  years  have  seen  the  electric  head- 
light advance  until  now  the  manufacturers  have  for  distri- 
bution types  of  arc  and  incandescent  headlights  that  are 
quite  satisfactory  for  their  various  classes  of  service.  Since 
the  time  when  oil  lamps  were  replaced  by  16-candlepower 
incandescent  globes  five  in  series  between  the  trolley  and 
the  ground,  practically  no  general  advancement  has  been 
made  in  the  methods  of  lighting  street  car  interiors.  Very 
recently,  however,  high-efficiency  incandescent  lamps  have 
been  adopted  for  some  cars.  With  these  improved  lamps 
carefully  disposed  about  the  car  the  lighting  is  materially  im- 
proved, from  both  the  passengers'  and  managers'  standpoints. 

In  a  paper  on  "Car  Lighting"  read  before  the  Central 
Electric  Railway  Association  by  Mr.  R.  C.  Taylor  of  the  Indi- 
ana Union  Traction  Company  (Electric  Railway  Review,  Jan- 
uary 26.  1907,  page  128),  the  requirements  of  the  lighting  sit- 
uation as  regards  interurban  roads,  which  requirements  are 
also  applicable  to  street  cars,  were  stated  as  follows:  "The 
modern  interurban  car  should  have  its  lighting  arrangements 
so  designed  as  to  provide  sufficient  light  at  all  times  to  give 
the  passengers  an  opportunity  for  reading  with  comfort."     In 


this  statement  especial  attention  should  be  called  to  the  re- 
quirement that  light  should  be  supplied  "at  all  times." 

It  is  obvious  that  with  trolley  lines  the  fluctuating  volt- 
age is  the  undesirable  factor  which  must  be  overcome,  if 
incandescent  lamps  supplied  from  the  operating  circuit  are 
relied  upon,  before  a  continuously  well-lighted  car  can  he 
had.  With  interurban  lines  operated  by  third  rail  still  an- 
other factor  enters  to  interrupt  the  continuous  illumination 
of  the  car.  On  nearly  all  these  roads  the  distance  between 
the  collector-shoes  on  one  side  of  a  single  car  is  less  than 
the  length  of  the  gap  between  the  ends  of  the  third  rail  at 
highway  crossings.  As  cars  pass  such  crossings  the  current 
supply  to  the  car  is  broken.  At  night  this  prevents  the 
proper  illuminating  because  the  lights  go  out  during  the 
short  space  of  time  necessary  for  the  front  shoe  to  reach 
the  rail  which  it  is  approaching  after  the  rear  shoe  has  left 
the  other  rail. 

Mr.  Taylor  suggests  that  the  obvious  remedy  for  any 
fluctuation  in  the  potential  on  trolley  lines  would  be  had  by 
inserting  in  the  lighting  circuit  some  form  of  regulator 
which  would  maintain  a  constant  potential  on  the  lighting 
circuit,  irrespective  of  the  fluctuations  of  voltage  on  the 
trolley  line.  Several  suggestions  for  accomplishing  this  de- 
sirable condition  have  been  advanced,  but  so  far  as  known 
none  of  these  have  met  with  very  conspicuous  success.  One 
such  plan  utilizes  as  resistance  for  the  arc  headlight  a  num- 
ber of  lighting  circuits  and  the  balance  of  the  resistance  for 
the  headlight  circuit  is  obtained  by  feeding  the  current  through 
a  number  of  specially  designed  arc  lamps  illuminating  the  in- 
terior of  the  car.  Still  another  method  fo"r  use  on  trolley 
lines  with  fluctuating  voltage  includes  a  regulator  in  the  car 
which,  as  the  potential  falls,  short-circuits  a  number  of  lamps, 
thus  maintaining  a  constant  voltage  on  those  left  burning. 

It  would  seem  that  the  general  demand  for  refinements 
in  car  lighting  should  in  the  near  future  bring  forth  im- 
proved apparatus  or  methods  cf  connection.  Mr.  Taylor  sug- 
gests that  in  the  event  that  no  satisfactory  regulator  is  pro- 
duced to  supply  the  demand  for  better  service,  the  matter 
of  having  a  constant  potential  on  the  lighting  circuits  is  of 
sufficient  importance  to  warrant  the  adoption  of  an  inde- 
pendent motor-generator  set  for  car  lighting.  In  the  design 
of  a  new  car  this  detail  could  be  very  nicely  cared  for  by 
combining  the  lighting  generator  as  a  part  of  the  air  motor- 
compressor  unit.  The  motor  of  the  set  could  then  be  de- 
signed to  maintain  a  constant  speed  under  a  varying  voltage 
and  be  of  such  capacity  as  to  run  the  air-compressor  and  a 
generator  supplying  the  lighting  circuits.  This  generator 
could  be  mounted  on  the  motor  shaft  and  no  additional  bear- 
ings or  frame  would  be  required.  By  providing  an  air- 
operated  clutch  which  would  throw  the  air  pump  in  and  out  of 
service  to  meet  the  demands  for  compressed  air,  the  motor 
and  the  generator  could  be  connected  to  run  continuously. 
The  generator  would  maintain  a  constant  potential  on  the 
lighting  circuits,  when  driven  at  a  constant  speed  by  the  motor 
which  would  also  drive  the  air-compressor  when  necessary. 

It  will  be  noted  that  with  such  a  unit  the  potential  of  the 
motor,  lighting  and  headlight  circuits  could  be  unified  and 
the  energy  at  present  dissipated  through  headlight  resistance 
conserved.  Mr.  Taylor  estimated  that  with  interior  lamps  of 
tho  high  efficiency  type  operating  under  the  uniform  condi- 
tions as  just  stated,  the  net  saving  in  energy  per  year  would 
be  2,815  kilowatt-hours  per  car.  The  suggested  arrangement, 
therefore,  presents  the  pleasing  prospect  of  affording  an  abund- 
ant supply  of  unvarying  illumination  for  headlight,  tail-lights 
and  interior  lamps;  it  also  affords  an  estimated  saving  of 
about  $100  per  year  per  interurban  car.  It  is  thought  that  the 
added  expense  for  variation  from  the  present  method  of 
lighting  and  operating  the  air-compressor  would  be  about 
$100  per  car.  This,  then,  would  balance  the  financial  items 
and  as  a  result  highly  improved  car  lighting  would  be  ob- 
tained. 


February  23.  1907 


ELECTRIC     RAILWAY     REVIEW 


247 


ANNUAL    REPORTS. 

Chicago  City  Railway  Company. 
The  annual  report  of  the  Chicago  City  Railway  Company, 
presented  at  the  meeting  of  stockholders  on  February  16, 
showed  gross  earnings  for  the  year  1906  of  $7,ST1,126,  an 
increase  as  compared  with  1905  of  $549,046,  or  7.5  per  cent. 
Charges  for  operating  expenses,  taxes,  depreciation  and  in- 
terest on  floating  debt  were  $6,146,304,  an  increase  of  $503,- 
697,  or  S.93  per  cent.  The  president,  T.  E.  Mitten,  says  that 
the  increase  in  cost  of  operation  was  due  largely  to  the  in- 
creased volume  of  business,  necessitating  more  cars  and 
labor,  to  which  were  added  the  heavy  track  repair  account 
and  the  increased  interest  charges  on  borrowed  money.  The 
large  sums  which  are  being  expended  for  new  cars  and  the 
construction  of  power  plants  and  other  buildings  made  it 
necessary  to  borrow  money.  Mr.  Mitten  made  the  following 
statement    regarding   improvements: 

The  200  cars  purchased  during  1905  having  proved  satisfactory. 
100  additional  cars  of  the  same  type  were  purchased  and  placed 
in  service. 

The  use  of  cable  lines  and  horse  cars  has  been  discontinued 
and  all  lines  of  the  company  are  now  operated  electrically.  In 
order  to  meet  the  demand  for  increased  power,  occasioned  by 
operating  the  entire  system  electrically,  marked  additions  have 
been  made  to  the  substation  power  plants  of  the  company.  The 
buildings  have  been  enlarged  in  size  and  additional  machinery 
installed.  The  rated  capacity  of  the  generating  plants  and  sub- 
stations combined  is  now  approximately  35,000  horsepower,  an 
increase  of  10,000   horsepower. 

A  new  paint  shop,  with  a  capacity  of  150  cars,  has  been  com- 
pleted at  Seventy-seventh  street  adjacent  to  the  general  repair 
shops.  A  modern  office  building  for  use  as  divisional  headquarters 
has   also    been   completed   at   the   same   location. 

Two  new  car  stations  of  large  capacity  and  modern  equipment 
are  in  course  of  erection.  Portions  of  the  track  on  Twenty-sixth 
street.  Thirty-first  street.  Forty-third  street,  Forty-seventh  street, 
Fifty-first  street,  Sixty-third  street,  Ashland  avenue.  Halsted 
street  and  Centre  avenue  have  been  reconstructed. 

The  eliminating  of  grade  crossings  still  continues.  This  is 
occasioned  by  the  city  ordinances  compelling  railroads  in  certain 
sections  to  elevate  their  tracks  and  to  cross  the  tracks  of  this 
company  by  means  of  overhead  bridges.  The  expense  to  this 
company  during  the  year  as  a  result  of  this  track  elevation  ap- 
proximated $100,000;  this  expen'diture  will  be  reflected  later  in 
decreased  operating  exnenses,  as  faster  schedules  can  be  main- 
tained,   and    the   abolition    of  grade   crossing   accidents   will    result. 

Material  improvements  in  the  fire  risk  at  the  several  power 
houses  and  other  buildings  of  the  company  have  been  effected, 
which  have  considerably  lessened  the  possibility  of  loss  by  fire. 
These  changes  have  also  served  to  decrease  materially  the  rate 
of  insurance  for  the  current  year. 

The  statements  of  earnings,  operation  and  equipment 
compare  as  follows: 

Income    Account. 

1906  1905  Increase 

Passenger    receipts    $7,773,446         $7,240,671         $532,775 

Receipts    from    other  sources 97,680  81,409  16,271 

Total      $7,871,126         $7,322  0S0         $549,046 

Operating    expenses,    taxes,    depre- 
ciation and   int.   on   floating  debt  6,146,304  5,642.607  503.697 

Net    income    $1,724,822         $1,679,473         $45,349 

Dividends     1,620.000  1,620,000         

Surplus  for  the  year $    104,822         $      59.473         $45  349 

1906  1905  Increase 

Earnings  on   stock,  per  cent 9.58  9.33  .25 

Expenses,    per  cent  of  gross   earnings 78.08  77.06  1.02 

Passenger   receipts    per   day    $21,297      $19,738       $1,459 

Operating    Statistics. 

Per  Ct.  of 
Passengers  cai  i  li  d  L906  1905     Increase 

Pan     passengers     156.177.363     145.500.483      7.34 

Trim  ngers     94.623.106       87.911.785       7.63 

Fare  and   transfer   passengers 250  800,469     233,412,268      745 

.ii    transfer   t"   fare   passengers        60.59  60.42      .... 

Average    fare,   all    passengers    3.1  cts.      3.3  cts..., 

Miles  mi   Single  Trai 

Tic     242.  :,>;         184.39 

84.71 

Total       242.56        219.14  10.6 

r.  ,    Ct,    of 
Cai     E>   Ulpm    nt—  ,!"";      Inoroas.- 

82  5    pel    -  i  "t    tal    1.291  42.6 

37.1   per  cenl   of  total 767 

eeni    ol    total 7 

AH     2,065  23. 

•Cabli   and  i   equipment  on  hand  ai  I     n 

President  Palmer  C.  Ricketts  of  the  Rensselaer  Poly- 
technic Institute  has  announced  that  Mrs.  Russell  Sage  has 
given  $1,000,000  to  that   institution. 


MAINTENANCE   AND    DEPRECIATION    CHARGES  OF   THE 
CHICAGO  UNION  TRACTION  COMPANY. 

On  July   1,   1899,   the  Chicago   Union   Traction   Company 

leased    the   properties   of  the   West   Chicago    Street    Railroad 

Company   and   the  North   Chicago  Street  Railroad   Company,. 

the  annual  rentals  being  fixed  at  the  equivalent  of  6  per  cent 

upon  the  outstanding  stock  of  the  West  Chicago  and  12  per 

cent  upon   the  outstanding  stock  of  the  North  Chicago.     As 

some  of  the  stock  of  the  two  lessor  companies  was  owned  by 

the  lessee,  these  rentals  involved  annual  payments  (to  others 

than  the  lessee  company  itself)   as  follows: 

On    account    of    We-t    Chicago   stock $    599,340 

On    account   of   North    Chicago    stock 710,400 

Total $1  309,740 

The  Chicago  Union  Traction  Company  met  its  obliga- 
tions for  three  years,  but  on  April  22,  1903,  it  having  become 
apparent  that  the  demand  of  the  city  that  all  rights  claimed 
by  the  company  under  the  99-year  act  be  waived  as  a  pre- 
limiary  to  further  franchise  negotiations  would  seriously 
embarrass  the  company,  a  petition  for  a  receivership  was 
filed  in  the  United  States  circuit  court  and  receivers  were 
appointed  by  Judge  Grosscup  for  the  lessee  and  the  two  lessor 
companies. 

Shortly  after  receivers  for  these  properties  were  appoint- 
ed negotiations  were  begun  with  the  object  of  modifying  the 
terms  of  the  original  leases,  and  what  are  known  as  "the' 
amended  leases"  were  agreed  upon  and  approved  by  the 
court,  the  amended  leases  becoming  effective  on  September 
1,  1903.  Under  the  new  leases  the  lessor  companies  for  five 
years  were  to  receive  all  of  the  net  profits  from  the  operation 
of  their  respective  lines  up  to  amounts  equal  to  4  per  cent 
on  the  stock  of  the  West  Chicago  and  8  per  cent  on  the  stock 
of  the  North  Chicago;  after  five  years  (that  is,  with  the  year 
beginning  September  1,  1908)  the  lessor  companies  were  to 
receive  all  earnings  up  to  6  and  12  per  cent,  respectively,  on 
their  stocks,  and  the  lessee  guaranteed  that  the  rentals  paid 
would  be  the  equivalent  of  at  least  4  and  8  per  cent  respect- 
ively on  the  West  Chicago  and  North  Chicago  stocks. 

Section  5  of  the  amended  leases  provided  that: 

There  shall  be  deducted  from  the  gross  income  of  the  de- 
mised property,  in  order  to  ascertain  the  net  earnings,  the  fol- 
lowing items: 

(f)  A  reasonable  charge  for  depreciation  of  the  plant  and' 
equipment    hereby    demised. 

Prior  to  the  execution  of  these  amended  leases  the  Chi- 
cago Union  Traction  Company  and  its  predecessors  had  ig- 
nored the  question  of  depreciation.  Under  the  new  arrange- 
ment, however,  this  subject  required  attention  and  it  was 
determined  to  treat  it  in  the  most  scientific  manner  prac- 
ticable. As  the  investigation  into  this  matter  proved  to  be 
vastly  more  important  than  had  been  anticipated  by  any  of 
the  parties  in  interest,  a  full  account  of  the  methods  pursued 
and  the  results  obtained  will  be  given. 

A  complete  inventory  of  the  property  was  prepared  as  a 
basis  for  determining  the  value  on  September  1,  1903,  depre- 
ciation being  considered.  Each  item  in  the  inventory  was 
considered  separately  and  the  best  judgment  of  the  com- 
pany's engineers  taken  on  its  life  and  value.  By  reason  of 
the  company's  records  of  original  cost  and  date  of  purchase 
being  incomplete  in  some  particulars,  the  same  method  of 
arriving  at  the  value  could  not  be  followed  with  all  classes 
of  plant  and  equipment. 

In  appraising  track,  it  was  surveyed  section  by  section 
and  estimates  made  (1)  as  to  the  time  to  elapse  before  re- 
newal would  be  necessary  and  (2)  the  cost  to  replace  new 
according  to  the  old  specifications,  which  was  taken  as  the 
original  cost.  Comparison  of  the  record  of  the  date  of  origi- 
nal construction  with  the  estimate  as  to  date  of  renewal 
gave  the  estimated  total  life  in  years.  Then  the  annual 
charge  for  depreciation  necessary  and  the  then  value  were 
computed.     It   will   be   observed   that    this   method,    while  it 


248 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  8. 


gives  the  property  the  benefit  of  the  appreciation  in  value 
that  has  occurred  because  of  the  rise  in  cost  of  materials 
and  labor,  also  imposes  a  proportionately  greater  depreciation 
charge. 

In  regard  to  paving,  the  original  cost  was  a  matter  of 
record  and  the  annual  depreciation  was  based  upon  an  esti- 
mate of  the  number  of  years  each  class  of  paving  will  last. 

Cars  were  assumed  to  have  a  life  of  20  years,  giving  an 
annual  depreciation  of  5  per  cent  of  the  original  cost.  An 
estimate  of  the  number  of  years  each  car  could  still  be  used 
was  made,  and  that  number  of  twentieths  of  the  original 
cost  taken  as  the  then  value. 

In  fixing  depreciation  on  buildings  other  than  power 
houses,  2  per  cent  was  assumed  because  it  is  the  figure  used 
by  the  Chicago  real  estate  board. 

The  property  surveyed  comprised  the  plant  and  equip- 
ment for  the  operation  of  an  aggregate  of  302.4  miles  of  track 
as  follows: 

Miles  of  Track.  Electric.  Cable.  Horse.  Total. 

North    Side    7*5.5  17.8  .8  95.1 

West  Side    170.9  29.8  6.6  207.3 

Total 247.4  47.6  7.4  302.4 

Exception  to  the  allowance  for  depreciation  thus  deter- 
mined having  been  taken  by  the  stockholders  of  the  lessor 
companies  the  court  retained  Stone  &  Webster  of  Boston 
to  report  upon  the  subject,  and  on  September  28.  1904,  the 
following  report  was  submitted  to  Judge  Grosscup: 

"In  accordance  with  your  request,  we  have  investigated 
the  affairs  of  the'  Chicago  Union  Traction  Company  so  far  as 
they  bear  on  the  question  of  the  amount  of  depreciation  on 
the  properties  of  the  North  Chicago  Street  Railroad  Com- 
pany and  the  West  Chicago  Street  Railroad  Company  for  the 
year  ending  September  1,  1904. 

"We  examined  the  physical  property,  investigated  the 
methods  of  accounting  and  carefully  calculated  depreciation 
based  upon  the  replacement  cost,  present  value  and  proba- 
ble life  of  the  different  items  of  the  property  of  the  re- 
spective  companies. 

"Owing  to  the  short  time  that  was  allowed  for  this  work 
we  necessarily  assumed  that  the  inventory  and  other  figures 
submitted  by  the  company  were  accurate. 

"We  believe  we  have  included  all  the  property  with  the 
exception  of  the  tunnel  belonging  to  the  West  Chicago  Street 
Railroad  Tunnel  Company,  the  depreciation  on  which  has 
not  been  included  in  the  figures  given  below.  We  understand 
the  federal  government  has  ordered  that  the  tunnels  under 
the  Chicago  river  be  lowered  at  once.  In  this  case  the  de- 
preciation on  the  tunnel  will  be  outside  of  ordinary  operation 
and  a  matter  which  we  think  should  be  considered  by  Itself. 
If  you  decide  it  necessary  to  allow  a  sum  for  depreciation  on 
the  tunnel,  we  think  a  figure  of  $7,000  per  annum,  on  the 
basis  of  its  continuance  in  use,  a  reasonable  one  and  this,  of 
course,  should  be  added  to  the  figures  submitted  in  this  re- 
port. 

"In  response  to  your  request  for  a  basis  on  which  you 
can  figure  depreciation  for  future  years,  we  would  say  that 
our  figures  show  that  about  22  per  cent  of  the  gross  earnings 
of  the  North  Chicago  Street  Railroad  Company  and  24  per 
cent  of  the  gross  earnings  of  the  West  Chicago  Street  Rail- 
road Company  should  have  been  reserved  for  maintenance 
and  depreciation  for  the  year  ending  September  1,  1904.  and 
we  think  these  figures  will  be  reasonably  accurate  for  future 
years.  If  these  figures  are  adopted  the  process  of  arriving 
at  the  depreciation  for  each  year  will  be  simply  to  deduct 
from  the  percentage  of  gross  earnings  above  described  the 
amounts  expended  by  the  respective  companies  on  main- 
tenance accounts  for  that  year,  the  remainder  so  obtained 
to  be  carried  to  a  depreciation  fund  for  that  year. 

"It  might  seem  that  a  yearly  depreciation  based  upon  an 
arbitrary  percentage  of  gross  earnings  is  not  as  accurate  as 
a  figure  based  upon  an  arbitrary  percentage  of  the  replace- 
ment cost  of  the  property.  On  consideration  it  will  be  seen 
that  in  basing  depreciation  on  a  single  figure  of  percentage 
of  the  total  replacement  cost  of  the  property  there  are  ad- 
mitted many  variable  conditions  brought  about  by  changes 
in  the  different  items  of  property;  that  is  to  say,  this  year 
a  certain  piece  of  track  might  be  laid  with  7-inch  rail  and 
the  depreciation  for  this  year  based  upon  the  replacement 
cost  of  the  track  laid  with  such  rail.  During  the  year,  if 
this  track  should  be  relaid  with  9-inch  girder,  it  would  be 
necessary  to  calculate  annual  depreciation  on  the  replace- 
ment cost  of  the  new  track. 


"In  addition  to  such  variations  it  is  necessary  to  take  into 
consideration  the  methods  used  in  the  accounting  department 
in  discriminating  between  improvements,  betterments  and 
maintenance  and  there  is  great  likelihood  of  different  opin- 
ions on  this  matter  from  year  to  year. 

"Taking  all  these  things  into  consideration,  our  opinion 
is  that  depreciation  arrived  at  on  a  basis  of  an  arbitrary 
percentage  of  the  gross  earnings  will  be  as  accurate  as  de- 
preciation arrived  at  by  means  of  an  arbitrary  percentage 
on  the  replacement  cost  of  the  property.  Our  experience  has 
been  that  increasing  earnings  require  additional  investment 
in  property  and  that  for  a  term  of  years  depreciation  based 
on  gross  earnings  increases  nearly  proportionally  to  the 
increase  in  property. 

"From  all  the  above  we  are  of  the  opinion  that  a  fair 
amount  to  be  set  aside  for  depreciation  and  maintenance  is 
22  per  cent  of  the  gross  earnings  of  the  North  Chicago  Street 
Railroad  Company  and  24  per  cent  of  the  gross  earnings  of 
the  West  Chicago  Street  Railroad  Company. 

"The  difference  in  percentages  for  the  two  railroads 
may  be  accounted  for  by  the  greater  earning  capacity  per 
mile  of  the  North  Side  lines." 

The  engineers  submitting  this  report  accepted  the  inven- 
tory prepared  by  the  company's  engineers,  and  the  principal 
differences  as  to  depreciation  charges  are  comprised  in  three 
items: 

(1)  The  life  of  power  house  buildings,  estimated  by  the 
company  at  20  years,  was  increased  to  50  years,  reducing  the 
annual  depreciation  charge  by  nearly  $31,000. 

(2)  The  life  of  the  cable  driving  machinery,  estimated 
by  the  company  at  15  to  20  years,  was  increased  to  30  years 
and  the  life  of  electrical  machinery,  estimated  by  the  company 
at  15  years,  was  increased  to  20  years,  these  changes  causing  a 
reduction  in  the  annual  depreciation  charge  of  over  $43,000. 

(3)  Small  variations  in  the  estimated  life  of  a  few  pieces 
of  track  resulted  in  a  reduction  of  the  company's  annual  de- 
preciation charge  of  about  $17,000. 

In  Table  I  are  shown  the  estimated  life  of  the  various 
classes  of  property  as  fixed  by  the  company  and  by  the  inde- 
pendent engineers. 

Table   I — Estimated   Life  of  Plant  and   Equipment. 


-Life  in  Years- 


Property.  Company.  S.  &  W. 

Track:      Electric     (average) *12.S5  13.86 

Cable  (average)   *14.53  14.58 

Horse   (average) *12.29  12.29 

Paving:     Granite  block 16  16 

Cobble    stone    25  25 

Cedar    block    6  6 

Asphalt     10  10 

Brick      7.69  7.69 

Trolley   wire:      No.   0 7  7 

No.    00 10  10 

Poles,     iron     20  20 

Power  plant   machinery:      Cable 15  to  20  30 

Electric 20  50 

Fower   plant    machinery:      Cable 17.5  30 

Electric 15  20 

Cars    20  20 

Electric    car   equipment:     Edison 10         .  10 

Siemens-Halske    ...   10  10 

G.  E.  800 12  12 

G.  E.  57 15  15 

Buildings  other  than  power  houses 50  50 

Shop    machinery     20  20 


•The  range  in  the  company's  estimate  was:     Electric,  7  to  20; 
cable.   11   to  19;   horse,   11  to   25. 

In  Table  II  are  shown  summaries  of  the  original  cost  and 
of  the  annual  depreciation  on  each  class  of  property. 

The   few   differences   between   the   two   estimates   are  as 
follows: 

Reduction    Made   in    Company's    Estimate. 


West.  Total. 
$  8,428.20  $16,863.09 
19,986.36  30,808.14 
29.370.56  43,072.51 
630.00 


Property.  North. 

Tracks     $  8,434.89 

Power   house,    buildings 10,821.78 

Power    house,    machinery 13,701.95 

Sundries     630.00 

Total " $91,373.74 

The  depreciation  charges  recommended  by  the  company's 

engineers  were  6.20  per  cent  of  the  estimated  original  cost  for 

both  North  and  West  Side  lines.    In  percentages  of  the  gross 

receipts  they  were  10.69  for  the  North  Side  and  12.30  for  the 

West  Side. 

The   reduction    of   the   total   depreciation   charge   by   the 


February  23,  1907. 


ELECTRIC     RAILWAY     REVIEW 


249 


West. 

All  Lines. 

5.68 

5.65 

11.26 

10.67 

$91,374  shown  in  the  preceding  table  changed  these  percen- 
tages to  the  following: 

Percentage    of —  North. 

Original   cost    5.59 

Gross   earnings    9-64 

Having  estimated  the  proper  charges  for  depreciation, 
Stone  &  Webster  analyzed  the  maintenance  accounts  of  the 
company  in  order  to  determine  what  the  total  charge  on  ac- 
count of   maintenance  and   depreciation   should   be   in   terms 

Table    II — Estimate   of   Original    Costs   and    Depreciation    Charges. 


North. 

West. 

Annual   Depreciation 
(as  adopted). 

Miles. 

Original 
Cost. 

Miles. 

Original 
Cost. 

North. 

West. 

Track: 

Cable       

76.5 

17.8 
.8 

28.9 

25.7 

32  2 

4  6 

1.9 

$  883,793 

817,848 

8,171 

298,597 

202,151 

166,480 

56,498 

17,280 

16,837 

156,527 

112,476 
248,250 

357,749 
447,000 
891,322 

191,495 
21.068 

612,825 

170.9 

29.8 

6.6 

65.6 

44  6 

86.0 

2.7 

2.2 

$1,985,671 

1,375,639 

71,065 

67S.132 

350,752 

445,309 

32,441 

19,440 

39.985 

322,434 

124,760 
541,452 

644,644 

661.000 

1,962.230 

408,205 
17,816 

1,358,820 

$  61,067 

60,005 

667 

1S.662 
8,086 

27.747 
5,650 
2,246 
2,2*8 
7,826 

2,250 
4,965 

17,887 
14,900 
44,566 

15,929 
963 

12,347 

$145,902  ] 
90,458 

15,779 

Paving: 

Granite   

CobbleStone...  . 
Cedar  Block     .  . 

Asphalt 

Brick 

42,383 

14,030 

74,218 

3,244 

2,527 

Poles   

5,053 
16,122 

Power  plant  build- 
ings: 

Cable 

Power    plant    ma- 
chinery: 

Electric 

Cable 

2,495 
10,829 

32,232 
22,033 
98,111 

Electric  car  equip- 

33,419 

Tools,  machinery. . 
Buildings  and  im- 
provements. 

891 
27,176 

Total   

$5,506,367 

$11,039,795 

$308,053 

$626,905 

of  gross  receipts.  The  conclusion  reached  was  that  there 
should  be  expended  or  reserved  for  the  year  ending  August 
31,  1904,  on  account  of  maintenance  and  depreciation  21.77 
per  cent  (taken  as  22  per  cent)  of  the  gross  earnings  of  the 
North  Side  lines  and  23.70  per  cent  (taken  as  24  per  cent)  of 
the  gross  earnings  of  the  West  Side  lines. 

However  opinions  may  differ  as  to  the  estimate  to  place 


sence  of  experience  with  railway  power  plants  50  years  old, 
the  estimate  of  20  years  is  to  be  preferred  rather  than  the 
one  of  50  years. 

In  Table  III  are  shown  abstracts  of  the  income  and  ex- 
pense accounts  of  the  Chicago  Union  Traction  Company  for 
the  fiscal  years  ending  August  31,  1904,  1905  and  1906.  In  this 
table  is  also  shown  an  abstract  of  the  similar  accounts  of  the 
Chicago  Consolidated  Traction  Company  for  the  same  period; 
this  is  a  matter  of  interest  in  this  connection  as  the  Union 
Traction  lines  have  to  carry  the  deficit  of  the  Consolidated. 

In  Table  IV  are  exhibited  the  summaries  of  the  depre- 
ciation and  maintenance  charges  of  the  North  and  West  Side 
lines  for  the  same  three  fiscal  years.  It  will  be  observed  from 
Table  III  that  when  the  balance  available  for  depreciation  and 
rentals  has  been  less  than  the  accepted  depreciation  charge 
no  deficit  was  shown.  In  Table  IV  the  amounts  of  these 
deficits  on  account  of  what  may  be  called  "accrued  deprecia- 
tion" are  shown  and  also  the  total  of  these  deficits  to  date 
of  report  for  each  company,  and  for  the  two  combined.  Under 
the  original  leases  this  total  deficit  of  $910,000  for  the  three 
years  would  have  been  increased  to  $4,839,330,  had  deprecia- 
tion been  considered  and  the  rentals  a_   oed  upon  charged. 

The  percentages  of  gross  receipts  recommended  in  the 
report  quoted,  22  per  cent  for  the  North  Chicago  and  24  per 
cent  for  the  South  Chicago,  are  to  cover  (1)  maintenance 
and  repairs,  and  (2)  depreciation  and  renewals.  In  determin- 
ing the  amount  to  be  charged  for  "Depreciation"  the  process 
is  as  follows:  To  "Gross  Earnings  from  Operation"  is  added 
"Total  Miscellaneous  Income."  The  named  proportion  of  this 
sum  (22  or  24  per  cent)  is  then  taken  for  maintenance  and 
depreciation.  The  maintenance  is  found  by  adding  the  two 
items  "Maintenance  of  Way  and  Structures"  and  "Mainte- 
nance of  Equipment"  (see  Table  III).  This  sum  subtracted 
from  the  named  proportion  of  total  gross  income  gives  the 
amount  to  be  charged  for  "Depreciation"  reserve. 

So  much  for  the  past  and  present  policy  of  the  Chicago 
Union  Traction  Company  and  the  receivers  in  giving  consider- 
ation to  depreciation. 

The  future  policy  has  been  prescribed  in  the  new  trac- 
tion ordinances   passed  by  the  Chicago  city  council  on  Feb- 


Table   III — Abstract   of   Income  and   Expense  Accounts,  Chicago   Union   Traction   Company  and  Chicago  Consolidated  Traction   Company. 


North  Chicago. 

West  Chicago. 

Consolidated  Traction. 

1904. 

1905. 

1906. 

1904. 

1905. 

1906. 

1904. 

1905. 

1906. 

$3,138,903 
35,611 

$3,207,913 
37,600 

$3,245,513 

$    417,741 

$3,479,920 
38,084 

$3,518,004 

$    417.357 

$5,489,106 
34,030 

$5,523,136 

$    709,173 

314,958 

367,538 

2,411,230 

$3,802,899 

$1,720,237 
44,303 

$1,764,540 

$    173,398 
1,210,050 

$1,383,448 

$    381,092 

248,758 

$    132,334 
132,334 

$5,929,115 
33,901 

$5,963,016 

$    824,486 

297,179 

323,687 

2,512,784 

$3,958,136 

$2,004,880 
45,819 

$2,050,699 

$    170,855 
1,243,719 

$1,414,574 

$    636,125 

80,320 

$    555,805 
555,805 

$6,539,479 
34,485 

$6,573,964 

$    940,631 

354,517 

354,009 

2,686,580 

$4,335,737 

$2,238,227 
50,404 

$2,288,631 

$    198,619 
1,225,428 

$1,424,047 

$    864,584 

67,460 

$    797,124 
797,124 

$1,461,839 
6,793 

$1,468,632 

$    147,854 
158,479 
142,067 
774,783 

$1,223,183 

$    245,449 
80,342 

$    325,791 

$      42,397 
673,351 

$    715,748 

*$  389,957 

$1,598,939 
6,859 

$1,826,090 

7,469 

Gross  earnings  from  operation 

$3,174,514 

$    337,404 

152,114 

237,677 

1,391,283 

$2,11S,478 

$1,056,036 
21,467 

$1,077,503 

$    173,082 
573,420 

$    746,502 

$    331,001 

141,199 

$1,605,798 

$    143,919 
68,946 
91,965 

818,471 

$1,123,301 

$    482,497 
82,152 

$    564,649 

$      43,296 
639.837 

$    683,133 

*$  118,484 

$1,833,559 
$    160,683 

134,266  1        144,566 
191,811            211.888 

142,917 
143,837 

1,373,766 

$2,117,584 

$1,127,929 
22,939 

1,411,883 

$2,185,694 

$1,332,310 
25,172 



$1,357,482 

$    219,912 
582,401 

866,972 

$1,314,409 

Net  earnings  from  operation 

$    519,150 
82,881 

Gross  income  less  operating  expenses 
Taxes 

$1,150,868 

$    145,574 
586,340 

$    731,914 

$    418,954 

38,164 

$    380.790 
380,790 

$    602,031 
$      55,489 

649,521 

$    802,313 

$    555,169 

35,519 

$    519,650 
423,045 

$      96.605 

$    705,010 
*$  102,979 

Less  proportion  deficit,  Consolidated  Trac- 

Balance  for  depreciation  and  rentals. 

$    189,802 

IV.I.MIJ 

Balance  applicable  to  rentals 

♦Deficit. 

on  the  life  of  cable  power  house  machinery,  considered  theo- 
retically, the  fact  that  these  plants  have  (since  the  appraise- 
ment) been  abandoned  after  an  average  service  of  only  16 
years  shows  that,  practically,  having  in  view  the  hazard  of 
supersession  the  company's  estimate  of  15  to  20  years  on  cable 
machinery  was  more  nearly  correct  than  the  revised  estimate 
of  30  years.     In  regard  to  power  house  buildings,  in  the  ab- 


ruary  4,  1907,  and  passed  over  the  mayor's  veto  on  February 
11,  1907,  and  which  are  to  be  submitted  to  the  voters  at  the 
city  election  to  be  held  on  April  2  next.  In  these  provisions 
for  maintenance,  repairs,  renewals  and  depreciation  are  in- 
cluded as  follows: 

(a)   After  the  expiration  of  the  three-year  period  of  re- 
construction and  re-equipment  during  which  the  so-called  "Im- 


250 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  8. 


mediate  rehabilitation"  of  the  property  is  to  be  carried  out, 
the  companies  are  required: 

( 1 )  To  maintain  the  property  in  first-class  condition,  by 
"making  from  time  to  time  such  expenditures  thereon  for 
maintenance,  repairs  and  renewals  as  may  be  necessary  or 
appropriate  to  give  to  the  public  first-class  street  railway 
service  in  all  respects." 

(2)  To  expend  for  maintenance  and  repairs  during  each 
and  every  year  at  least  a  sum  equal  to  six  per  cent  of  the 
gross  receipts  for  the  particular  year.  If  this  amount  is  not 
thus  expended,  at  the  end  of  the  year  the  unexpended  bal- 
ance is  to  be  deposited  with  one  or  more  banks  or  trust  com- 
panies for  the  purpose  of  being  used  whenever  necessary  for 
such  maintenance  and  repairs. 

(3)  To  deposit  with  one  or  more  depositaries,  on  or 
before  the  fifth  day  of  each  and  every  month  of  each  and 
every  year,  a  sum  equal  to  eight  per  cent  of  the  gross  receipts. 


PROPOSED    CHICAGO-ST.    LOUIS    LINE    OF   THE    ILLINOIS 
TRACTION    SYSTEM. 


President  William  1!  MeKinley  of  the  Illinois  Traction 
Company  has  announced  that  plans  have  been  decided  upon 
for  the  construction  at  once  of  the  much-talked-of  electric 
railway  to  connect  St.  Louis  and  Chicago.  Of  this  distance, 
130  miles,  or  approximately  half,  is  now  in  operation,  between 
East  St.  Louis  and  Lincoln,  111. 

From  Lincoln  the  line  will  be  extended  this  summer 
north  to  Mackinaw  in  Tazewell  county,  intersecting  at  that 
point  with  the  line  from  Bloomington  to  Peoria,  which  is  now 
nearly  completed.  From  Mackinaw  the  line  will  be  extended 
northeastward  through  Washington  and  Eureka,  in  Wood- 
ford county  to  Minonk.  in  Woodford  county;  thence  north 
to  Streator  and  Ottawa.  Franchises  in  both  Streator  and 
Ottawa  were  obtained  last  summer  under  the  charter  of  the 


Table   IV — Depreciation    and    Maintenance 

— Chicago 

Union    Trac 

tion    Company. 

North  Chicago  Lines. 

Ue>!  Chicago  Lines. 

Year  ending  August  31 

1904. 

1905. 

1906. 

1904. 

1905. 

1906. 

Total  of  "Gross  earnings  from  operation"  and   "Total   miscellaneous  income" 

$3,195,981 

$    703.116 
3S9.791 

S3.26S.452 

S    719.059 
326,077 

.53.543,176 

$    779.499 
356.454 

55.567.439 

SI  .336.1 85 
682.496 

$6,008,825 

$1,442,118 
620.866 

$6,624,368 

Total  maintenance  and  depreciation  (22%  of  above  for  North  and  24%  for  West) 

$1,589,848 
708.526 

$    313,325 

189.802 

$    392.982 
380.790 

$    423.045 
519.650 

S    653.689 
132.334 

$    821,252 
555.805 

S    8S1.322 

797.124 

*$  123.523 
S    123.523 
S    644.878 

*$    12.192 
i    135.715 

S    922.517 

S      96.605 
?      39110 
S    910,110 

*S  521 .355 
S    521  355 

*$  265.447 
$    786.802 

*$    S4.198 

Excess  accrued  depreciatinn'over  balance  for  depreciation  and  rentals  to  date  ol 

$    871.000 

♦Deficit. 

which  shall  constitute  "a  reserve  fund  for  taking  care  of  re- 
newals and  depreciation"  for  the  preceding  month.  Payments 
from  this  fund  for  the  purpose  of  renewals  may  be  made  on 
the  written  certificate  of  the  "Board  of  Supervising  Engi- 
neers." This  board  is  to  determine  from  time  to  time  what 
particular  items  shall  be  considered  as  renewals  and  what  as 
maintenance  and  repairs. 

(b)  It  is  stipulated  that  the  amounts  expended  or  re- 
served, six  per  cent  of  gross  earnings  for  maintenance  and 
repairs,  and  eight  per  cent  for  renewals  and  depreciation,  are 
minima,  and  that  the  companies'  obligations  to  expend  all 
that  may  be  necessary  on  these  accounts  are  in  no  wise  limit- 
ed or  lessened  by  reason  of  these  percentages  being  named. 

(c)  The  amounts  expended  or  reserved  for  maintenance, 
repairs,  renewals  and  depreciation  shall  be  considered  a  part 
of  the  operating  expenses.  In  event  of  the  sale  of  the  prop- 
erty to  the  city  or  its  licensee,  the  amount  of  the  reserve 
funds,  or  due  to  be  deposited  therein,  shall  become  the 
property  of  the  purchaser. 


A  Wells-Fargo  Express  Company  car  recently  began 
operating  over  the  Columbus  Delaware  &  Marion  Railway, 
making  two  trips  daily  between  Columbus  and  Marion,  where 
it  connects  with  the  Erie  Railroad,  over  which  the  express 
company  operates.  The  Wells-Fargo  company  entered  into  a 
contract  with  the  Columbus  Delaware  &  Marion  several 
months  ago  for  this  service  and  the  express  matter  has  been 
handled  by  the  company  on  its  regular  freight  and  combina- 
tion cars. 


The  first  sleeping  cars  operated  on  an  electric  line  in 
Illinois  were  operated  over  the  line  of  the  Illinois  Trac- 
tion System  the  night  of  February  14.  1907,  one  car  leaving 
East  St.  Louis  for  Decatur,  and  the  other  leaving  Decatur  for 
East  St.  Louis.  The  two  cars  are  duplicates  and  equipped 
with  10  sections.  20  berths.  There  is  the  usual  smoking 
room  for  men  and  a  dressing  room  for  women.  Instead  of 
curtains  the  berths  are  separated  by  pulling  ;ip  from  the  floor 
a  partition  built  on  the  plan  of  the  roller  top  of  a  desk. 


Peoria  Streator  &  Ottawa  Railway,  both  franchises  stipulat- 
ing that  the  line  should  be  completed  between  the  two  towns 
by  October  1,  190S.  From  Ottawa  eastward  to  Seneca  the 
Illinois  Valley  Railway,  controlled  by  the  same  interests  as 
the  Illinois  Traction  Company,  is  now  in  operation,  thus  ob- 
viating the  necessity  of  building. 

Beyond  Seneca  the  direction  of  the  line  has  not  yet  been 
determined,  two  alternative  routes  being  presented,  one  to 
Yorkville  and  the  other  to  Joliet.  By  building  the  line  from 
Seneca  to  Yorkville  it  would  be  possible  to  connect  with  the 
line  of  the  Aurora  Elgin  &  Chicago  Railway,  which  operates 
cars  hourly  into  the  center  of  Chicago  in  2  hours  and  25 
minutes  running  time.  A  line  from  Seneca  to  Joliet  could 
connect  with  the  Chicago  &  Joliet  Electric  Railway,  whose 
cars  run  on  an  hourly  schedule  from  Joliet  to  the  city  limits 
of  Chicago  at  Forty-Eighth  street  in  1  hour  and  25  min- 
utes running  time,  connecting  with  the  Archer  avenue  line 
of  the  Chicago  City  Railway  Company. 

It  is  planned  to  build  the  sections  from  Lincoln  to  Mack- 
inaw, from  Streator  to  Ottawa  and  from  Seneca  to  either 
Yorkville  or  Joliet  this  summer,  and  to  close  up  the  gap  be- 
tween Streator  and  Mackinaw  during  190S,  with  a  branch 
from  Eureka  to  Peoria.  By  that  time  it  is  expected  that  the 
company's  proposed  bridge  across  the  Mississippi  river  at 
East  St.  Louis  will  be  completed,  giving  an  entrance  to  St. 
Louis.  Franchise  negotiations  for  a  terminal  line  into  the 
heart  of  the  city  are  now  pending. 

Thus  if  present  plans  are  carried  out  it  will  be  possible 
by  the  close  of  190S  to  travel  by  electric  railway  between 
the  two  great  cities  of  the  middle  west  over  a  system  whose 
branches  cover  a  large  part  of  the  state.  The  line  is  now  in 
operation  from  East  St.  Louis  to  Bloomington,  with  limited 
trains  and  sleeping  cars  as  far  as  Decatur.  A  line  from 
Champaign  to  Danville  and  Ridge  Farm  has  been  in  opera- 
tion for  several  years  and  construction  between  Decatur  and 
Champaign  is  progressing  rapidly.  Surveys  are  being  made 
for  a  line  from  Springfield  to  Jacksonville. 


February  23,  1907. 


ELECTRIC     RAILWAY     REVIEW 


251 


NEW   POWER  STATION   OF  THE  ILLINOIS  TRACTION 
SYSTEM  AT  PEORIA,  ILL. 


BY    C.    S.    JOHNSON. 


After  absorbing  the  street  railway  interests  at  Peoria. 
111.,  and  arranging  to  extend  its  interurban  railway  system 
into  Peoria,  the  Illinois  Traction  System  found  it  advisable  to 
increase  the  generating  capacity  at  Peoria. 

The  old  generating  station  contains  horizontal  fire-tube 
hand-fired  boilers,  non-condensing  engines  and  550-volt  direct- 
current  generators;  all  belt  driven  excepting  one  400-kilowatt 
generator.  The  station  has  a  total  capacity  of  about  one 
thousand  kilowatts.  The  new  power  station  as  contemplated 
is  to  have  an  ultimate  rated  capacity  of  8,000  kilowatts.  Mr. 
John  A.  Radford,  Chicago.  111.,  is  consulting  engineer  in  charge 
of  the  station  design  and  construction. 

The  site  chosen  for  the  new  station  is  ISO  feet  by  171  feet 
6  inches,  and  about  five  hundred  feet  from  the  Illinois  river. 


and  to  make  a  complete  shut  down  of  the  station  unnecessary 
in  case  of  accident  to  any  part  the  machinery,  boilers  and 
piping,  in  so  far  as  advisable,  are  arranged  according  to  the 
"unit  plan." 

The  building  is  of  fireproof  construction.  Steel  is  used 
wherever  desirable.  All  walls  except  those  of  the  coal  and 
ash  pit  are  brick,  laid  in  cement  mortar.  All  brick  used  is 
vitrified  paving  brick  (paving  block  size).  The  exterior  sur- 
faces and  the  faces  of  the  walls  in  the  turbine  room  are  laid 
in  red  mortar.  The  floors  are  steel-beam  and  concrete-arch 
construction,  the  spans  and  size  of  beams  being  carefully  se- 
lected for  the  probable  loadings  in  different  parts  of  the  sta- 
tion. The  roof  is  reinforced  cinder  concrete  covered  with  tar 
paper  and  gravel.  AH  skylights  are  %  inch  thick  "rough' 
transparent  wire-glass. 

All  of  the  high-voltage  electrical  apparatus  and  connec- 
tions are  placed  in  what  is  practically  a  separate  building, 
there  being  only  one  door  leading  from  the  main  station  into 


Peoria    Power    Station,    Illinois    Traction    System  — Vertical    Section    through    Boiler   Hcuse.   Turbine   Room   and    Hlgh-Tension 

Compartments. 


It  immediately  adjoins  the  approach  to  the  new  steel  bridge 
which  the  Illinois  Traction  System  is  building  across  the  Illi- 
nois river.  The  site  is  at  the  corner  of  Walnut  and  Water 
streets,  near  the  center  of  the  city  and  in  the  same  city 
block  with  the  old  power  station.  When  the  new  plant  is  in 
satisfactory  operation  the  old  station  will  be  dismantled  and 
the  site  used  for  an  interurban  passenger  station. 
Arrangement   of   Building. 

In  connection  with  the  selection  of  apparatus  and  the 
design  of  the  station  the  operating  engineers'  work  was  given 
due  consideration.  All  operating  apparatus,  except  the  boilers 
and  coal-handling  machinery,  are  controlled  from  the  turbine- 
room  floor  and  the  arrangement  is  such  that  ordinarily  one 
engineer  on  watch  may  attend  to  two  turbines  and  the  aux- 
iliary machinery,  including  the  condenser  equipment,  feed 
pumps,  feed-water  heater  and  step-bearing  pumps.  The  ex- 
are  so  located  that  they  may  be  under  the  care  of  the 
switchboard  attendant.  No  apparatus  in  the  turbine  room  is 
d  that  the  engineer's  regular  duties  will  require  him 
in   leave  the  turbine-room  floor. 

In  order  to  facilitate  repairs  and  inspection  of  apparatus 


the  high-voltage  apparatus  section.  The  busbar  compartment 
room  and  oil  switch  room  are  entered  by  stairs  from  the 
transformer   room. 

Coal   and   Ash    Handling   Facilities. 

In  providing  coal  handling  facilities  advantage  was  taken 
of  the  elevation  at  which  the  bridge  approach  crosses  the 
property,  a  300-ton  coal  pit  being  placed  beneath  the  bridge 
approach  and  the  contemplated  switch  track.  The  relative 
location  of  the  tracks  and  station  building  may  be  seen  by 
•  ■fi'rence  to  the  accompanying  plan. 

The  Illinois  Traction  System  will  haul  practically  all  the 

coal  fsed,  direct  from  the  mines  in  its  own  dump-bottom  cars 

which  will  unload  into  this  coal  pit.    A  traveling  bridge  crane, 

ing  a  1 08-cubic-foot  clamshell   bucket,  built  by  ihe  Case 

Manufacturing  Company,  Columbus,  O.,  and  having  a  capacity 

0  u>ns  of  Coal  per  hour,  is  provided  tor  hoisting  and  carry- 
ing coal  to  the  coal  bunkers  over  the  boilers  and  for  handling 
ashes.  The  operating  speeds  of  this  crane  are:  Hoist,  80 
feet  per  minute;  bridge  travel,  400  feet  per  minute,  and  trol- 
ley travel  150  feet  per  minute. 

The    crane    is    equipped    with    General    Electric    325-volt 


252 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  8. 


direct-current  crane  motors,  a  25-horsepower  motor  for  clos- 
ing and  opening  the  bucket,  a  50-horsepower  motor  for  holding 
and  hoisting  the  bucket;  a  15-horsepower  motor  for  traveling 
the  bridge,  and  a  5-horsepower  motor  for  traveling  the  trol- 
ley. The  choice  of  voltage  will  be  explained  later.  The 
crane  is  equipped  throughout  with  cut  gears  and  all  high- 
speed gears  are  enclosed  in  dust-proof  cases.  All  bearings 
are  large,  self-oiling  and  removable.  The  load-brake  is  made 
extra  large  in  view  of  the  severe  service.  The  crane  is  con- 
trolled from  a  cage  built  under  the  crane-bridge  structure. 

Interlocking  devices  are  installed  so  that  the  crane  can- 
not run  over  the  main  track  except  when  the  trolley  wire  is 
raised  out  of  the  way  of  the  bucket  and  when  the  blocks  on 
the  main  track  are  set. 

The  "fine  coal"  which  falls  unburned,  through  the  chain 
grates,  is  caught  in  two  reinforced  concrete  hoppers  built  un- 
der each  grate  and  beneath  the  boiler-room  floor.  These  hop- 
pers are  provided  with  cast-iron  valves.  The  sides  of  the  hoppers 
are  so  sloped  as  to  dump  the  coal  into  coal  cars  which  run  in 
front  of  the  ash  pits.  The  slope  of  the  sides  is  also  chosen 
so  as  not  to  interfere  with  the  ash-pit  doors.     The  ashes  are 


of  the  way  so  as  not  to  interfere  with  lowering  the  clamshell 
bucket  into  the  ash  and  fine-coal  pits. 

Until  such  time  as  the  station  is  extended  the  coaling  will 
be  done  from  the  interurban  track  shown  on  the  plan,  and 
between  12  p.  m.  and  5  a.  m.,  when  no  interurban  cars  are 
running. 

When  the  station  is  extended  it  is  expected  that  it  will 
be  necessary  to  build  the  contemplated  switch  track  which 
will  be  used  only  for  coaling  purposes.  This  track  will  pass 
directly  over  the  300-ton  coal  pit  on  a  small  bascule  bridge 
which  will  be  opened  when  coal  is  being  removed  from  the 
pit  with  the  clamshell  bucket. 

Boiler   Equipment. 

The  boiler  equipment  consists  of  eight  400-horsepower 
Stirling  water-tube  boilers.  Four  of  these  boilers,  opposite 
the  second  turbine,  are  equipped  with  Foster  superheaters  for 
100  degrees  F.  superheat.  These  superheaters  are  located  in 
the  second  flame-pass  and  thus  are  not  exposed  to  the  gases 
at  the  initial  temperature. 

The  boilers  and  superheaters  are  designed  for  200  pounds 
working  pressure;  the  actual  working  pressure  is  180  pounds. 


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Peoria    Power   Station.    Illinois   Traction    System — Section   Through    Boiler    Firing   Space   showing    Coal- Handling    Facilities. 


caught  in  large  ash  pits  built  of  brick  and  with  walls  inde- 
pendent of  the  boiler  settings.  The  ashes  are  raked  from 
the  ash  pits  to  the  fine  coal  and  ash  cars. 

A  75-ton  ash-storage  pit  is  provided  into  which  the  cars 
loaded  with  ashes  are  dumped.  The  ashes  are  allowed  to 
accumulate  in  this  pit  until  such  time  as  is  most  desirable 
for  removing  them  from  the  station.  The  ashes  are  trans- 
ferred from  the  75-ton  ash  pit  to  the  interurban  coal  cars  by 
the  grab-bucket  crane. 

A  35-ton  fine-coal  storage  pit  is  provided  into  which  the 
cars  loaded  with  fine  coal  are  dumped.  Fine  coal  is  allowed 
to  collect  in  this  pit  until  such  time  as  is  most  desirable  for 
transferring  it  with  the  grab-bucket  crane  to  the  bunkers 
over  the  boilers. 

One  of  the  illustrations  shows  the  construction  of  the 
cars  used  for  handling  the  fine  coal  and  ashes.  These  cars 
were  designed  especially  for  this  service.  A  5-horsepower 
125-volt  direct-current  Westinghouse  crane  motor  with  reduc- 
tion gearing  is  used  to  propel  the  car.  Current  is  fed  to  the 
motor  by  means  of  two  contact  shoes  sliding  on  two  trolley 
wires.  The  trolley  wires  are  surrounded  with  steel  hoods 
and  placed  along  the  sides  of  the  track.  The  car  track  over 
the  fine  coal  and  ash  pits  is  hinged  and  may  be  thrown  out 


At  first,  only  four  boilers  will  be  equipped  with  super- 
heaters, so  that  practical  running  tests  for  determining  the 
value  of  superheated  steam  may  be  made.  It  will  be  noted 
that  the  steam  piping  is  so  arranged  that  turbine  No.  2  is 
supplied  with  saturated  steam  while  turbine  No.  1  is  supplied 
with  superheated  steam  and  that  each  turbine  may  be  ope- 
rated independently. 

The  furnaces  are  equipped  with  chain  grates  furnished  by 
the  Green  Engineering  Company,  Chicago. 
Turbine  Units. 

The  main  generating  units  are  2,000-kilowatt  Curtis  turbo- 
alternators,  25-cycle,  2,300-volt,  3-phase.  The  turbines  are 
equipped  with  hydraulically  operated  governor  gears.  The 
step  bearings  require  800  pounds  oil  pressure.  The  turbines 
were  placed  with  the  exhaust  bases  below  the  turbine-room 
floor  and  the  atmospheric  exhaust  and  condenser  connections 
are  made  in  the  basement.  It  will  be  noticed  from  the  gen- 
eral plan  that  the  first  and  second  turbines  are  arranged  right 
and  left  hand  and  that  the  same  arrangement  is  contemplated 
for  the  third  and  fourth  turbines. 

The  condensers  are  located  in  the  basement  and  are  en- 
tirely covered  over,  but  there  are  floor  traps  so  that  an  entire 
condenser  or  any  of  its  parts  may  be  handled  by  the  turbine- 


February  23,  1907. 


ELECTRIC     RAILWAY     REVIEW 


253 


room  crane.     The  condensers,  dry-vacuum  pump  and  wet-vac-  and  air  reliefs  are  provided  for  the  pumps.     The  pumps  are 

uum  pumps  were  furnished  by  the  Wheeler  Condenser  &  En-  placed  in  a  pit  five  feet  below  the  bottom  of  the  condensers 

gineering  Company.  and  the  motors  are  located  on  the  turbine-room  floor.  The  wet- 

The  condenser  has  8,000   square  feet  of  cooling  surface  vacuum  pumps  discharge  into  the  reheating  tubes  and  from 

consisting    of    1-inch    brass    tubes    13    feet    long.      The    con-  them  directly  into  the  feed-water  heater  (not  through  the  reg- 


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Peoria    Power   Station,    Illinois   Traction    System-Plan    of   Station    Showing   Contemplated   Extensions. 

densers   are  arranged  with   reheaters  designed  to  raise  the  mating  valve).     The  dry-vacuum  pumps  are  placed  directly 

temperature  of  the  condensed  steam  to  within  five  degrees  above  the  condensers  on  a  steel  and    concrete     framework, 

of  the  exhaust  temperature.  The   air   pumps    discharge   into   a   dry   air   pump   discbarge 

The  wet-vacuum  pumps  are  of  the  vertical-shaft  motor-  header  and  to  the  atmosphere.* 

driven  centrifugal  type  with  125-volt    direct-current    motors  Cooling  water  for  the  condensers  is  obtained    torn  the 

operating  at  800  revolutions  per  minute.    Water-sealed  glands  coarse  gravel  strata  under  the  station    property.      Thirteen 


2-ii 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  8. 


wells  eigiit  inches  in  diameter  and  extending  down  about  -40 
liti  below  the  surface  of  the  ground  supply  the  water.  These 
wells  arc  spaced  approximately  ten  feet  apart  and  are  all 
connected  to  an  18-inch  suction  header.  A  vertical  direct- 
acting  pump  with  its  water-end  placed  within  10  feet  of  the 
low  water  line  and  its  steam  end  on  the  turbine-room  floor, 
is  used  for  lifting  the  water  from  the  wells  and  discharging 
ii  into  the  condensers.  This  pump  has  a  capacity  of  4.3ou 
gallons  per  minute  at  40  single  strokes.  The  size  of  the  pump 
is  20  by  36  by  24  inches.  It  was  furnished  by  Dean  Brothers 
Steam  Pump  Works.  Indianapolis.  Ind.  A  motor-driven  cen- 
trifugal pump  will  lie  installed  to  operate  in  parallel  with 
and  as  an  auxiliary  lor  this  pump. 

By  installing  one  steam-driven  and  one  motor-driven  pump 
the  exhaust  steam  supply  for  heating  the  feed-water  may  be 
regulated  to  balance  the  demands,  by  shifting  the  load  on 
the  pumps.  The  overflow  water  from  the  condensers  is 
discharged  through  a  30-inch  cast  iron  pipe  to  the  river.  All 
circulating-water  pipe  within  the  station  building,  including 
the  suction  header,  is  placed  in  an  open  trench  and  is  thus 
readily  accessible  for  repairs  at  any  time.  This  trench 
is  covered  with  an  oak  floor.     The  water  obtained  from  these 


The  open  feed-water  heater  is  of  4,000-horsepower  capac- 
ity furnished  by  A.  Sorge.  Jr.,  Chicago.  Two  10  by  16  by  24 
inch    vertical    simplex    Dean    pumps    are   installed   for   house 

service. 

High   Pressure  Steam   Piping. 

The  arrangement  of  high-pressure  steam  piping  is  similar 
to  the  electrical  bus  connections  in  some  modern  electric 
plants.  Each  turbine  is  connected  to  a  small  header  to  which 
four  boilers  are  also  connected.  These  headers  are  in  turn 
connected  to  a  transfer  header  so  that  all  turbines  and  boilers 
may  be  operated  interconnected  or  they  may  be  operated  as 
separate  units.  This  arrangement  dispenses  with  the  usual 
special  fittings  required  for  steam  headers  and  keeps  the  size 
of  the  piping  at  the  minimum. 

Steam  for  the  feed  pumps,  dry-vacuum  pumps  and 
step-bearing  pumps  is  taken  from  the  same  header  as  the 
steam  for  the  corresponding  turbine.  Steam  for  the  turbo- 
exciter,  house  pumps  and  circulating  pump  is  taken  from  the 
header  for  unit  Xo.  2,  and  when  the  station  is  extended  will 
have  an  alternate  connection  to  the  header  of  unit  No.  3. 
These  auxiliaries  are  common  to  the  entire  station,  but  any 
or  all  may  be  stopped  for  repairs  and  the  station  still  kept 


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Poorii    Power   Station.    Illinois   Traction   System — Plan.    Section   and    Elevation   of   Coal   and   Ash    Car. 


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wells  it  is  expected  will  never  be  warmer  than  54  degrees 
F.,  and  will  be  nearly  uniform  in  temperature  for  the  entire 
year.  If  water  were  taken  from  the  river  it  would  be  as 
warm  as  80  degrees  F.  at  times.  It  is  thus  seen  that  a  great- 
saving  in  water  pumped  (over  fifty  per  cent)  is  effected  by 
obtaining  circulating  water  from  the  wells.  The  circulating 
water  piping  is  arranged  with  a  view  to  taking  part  of  the 
water  required  for  the  completed  station  from  the  river  in 
case  the  wells  are  found  inadequate. 
Feed    Pumps. 

The  feed  pumps  comprise  two  14  by  10  by  24-inch  sim- 
plex vertical  pumps  furnished  by  Dean  Brothers  Steam  Pump 
Works.  Indianapolis.  These  are  mounted  "back  to  back"  on  a 
common  base-plate.  This  gives  the  most  compact  arrangement 
and  straight-forward  suction  and  discharge  connections.  The 
water-ends  of  the  pumps  are  placed  below  the  turbine-room 
floor  and  the  steam  ends  above.  They  are  placed  near  the 
center  of  the  turbine  room  where  they  may  be  seen  from 
nearly  all  locations  in  the  room. 

Duplicate  sets  of  feed  lines  are  installed,  one  set  to  be 
used  as  the  hot  feed  and  the  other  as  an  auxiliary  feed  and 
pressure  wash  line.  The  feed  lines  are  arranged  on  the  unit 
plan   corresponding  to  the  steam  connections. 


in  operation.  All  high-pressure  steam  and  feed-water  as  well 
as  th?  blow-off  lines  consists  of  extra  heavy  pipe  and  fittings. 
The  valves  and  fitings  for  the  steam  piping  are  semi-steel. 
The  high-pressure  piping  was  installed  by  M.  H.  Crane  Estate, 
Cincinnati.  O. 

For  the  oiling  system  of  the  step  bearings,  governors 
and  steadying  bearings  of  the  turbines  the  General  Electric 
Company  furnished  two  12-gallon  per  minute,  800-pound  pres- 
sure outside  end-packed  pumps  and  a  400-gallon  filter,  together 
with  the  necessary  baffles,  etc.  A  30-gallon  accumulator  will 
be  installed  in  connection  with  the  oiling  piping. 
Electrical    Equipment. 

All  the  electrical  equipment  except  the  33,000-volt  trans- 
formers was  furnished  by  the  General  Electric  Company. 
The  generator  pressure  is  2,300  volts  and  the  bus  pressure 
33.000  volts,  at  which  pressure  current  is  transmitted  to  the 
substations.  The  generators  are  permanently  connected  to 
three  750-kilowatt  single-phase  oil-insulated,  water-cooled 
2, 300-33. 000-volt  transformers  connected  delta  on  both  high 
and  low-voltage  sides.  In  the  33,000-volt  leads  of  these  trans- 
formers are  the  generator  switches. 

The  local  street  railway  current  supply  will  be  taken 
from   two  6-phase.    23-cycle.   650-volt.   750-kilowatt   rotary  con- 


February  23,  1907. 


ELECTRIC     RAILWAY     REVIEW 


255 


verters  provided  with  reactance  coils  for  voltage  regulation. 
These  machines  are  started  from  the  alternating  current  side 
by  one-third  and  two-thirds  voltage  taps. 

Current  for  the  rotary  converters  is  taken  from  the 
33,000-volt  bus  through  an  oil  switch  and  stepped  down  to 
400  volts,  6-phase  by  three  single-phase,  oil-insulated,  water- 
cooled  transformers.  The  transformers  for  the  generators 
and  the  rotary  converters  were  furnished  by  the  TVestinghouse 
Electric   &   Manufacturing  Company. 

The  motor-driven  exciter  set  consists  of  a  75-kilowatt, 
125-volt  generator  and  a  3-phase,  25-cycle,  2.080-volt,  110- 
horsepower  induction  motor.  Current  for  the  induction  motor 
of  the  exciter  set  is  stepped  down  from  33,000  volts  to  2,080 
volts.     The  induction  motor  is  started  from  half-voltage  taps. 

All  33,000-volt  bus  wires,  oil-switch  leads,  transformer 
and  lightning  arrester  taps  are  installed  in  brick  or  concrete 
compartments  for  mechanical  and  fire  protection.  The  oil 
switches  are  the  General  Electric  Company's  motor-operated 
type  H-3. 

It  will  be  noted  from  the  illustrations  that  the  single- 
phase  transformers  are  arranged  in  a  "mechanical  delta." 
This  arrangement  was  selected  as  it  makes  the  electrical 
connections  the  most  simple  and  occupies  less  space  than 
other   arrangements. 

The  switchboard  consists  of  General  Electric  Company's 
standard  panels  and  instruments.  A  Tirrell  regulator  is  pro- 
vided   for    voltage    regulation. 

In  selecting  current  for  the  coal  handling  crane,  it  was 
considered  inadvisable  to  use  as  high  pressure  as  the  direct- 
current  railway  feeders,  650  volts,  which  would  at  times  be 
as  high  as  750  volts.  If  125-volt  current  were  used  it  meant 
the  installation  of  large  exciters,  especially  for  this  service. 
A  moderate  voltage  was  obtained  by  installing  a  set  of  bal- 
ancing coils  in  connection  with  the  rotary  converters  to 
obtain  a  neutral  so  that  current  from  one  side  of  the  rotary 
converters  may  be  used  for  the  coal-handling  crane  service. 

Two  3-phase,  33,000-volt  transmission  lines  are  pro- 
vided for  carrying  current  to  the  various  sub-stations.  Loca 
tions  are  provided  for  two  additional  transmission  lines  in 
the  first  half  of  the  station.  Twenty  500.000-circular  mil 
feeders  are  provided  for  the  local  direct-current  railway 
system    supply. 

The  completed  station  will  cover  2.36  square  feet  of 
ground  surface  and  will  contain  135  cubic  feet  per  kilowatt 
rated  generating  capacity.  No  deductions  are  made  for  the 
3.000-kilowatt  capacity  substation  equipment  which  may  be 
installed  in  the  station. 


ELECTRIC    ARC    HEADLIGHTS. 


r.Y    P.  LIXDEMAX. 


Undoubtedly  many  or  the  derailments  and  accidents  on 
the  high-speed  interurban  railways  Ere  due  to  faulty  or  poorly 
adjusted  headlights.  Further,  much  of  the  wear  and  tear  of 
the  controllers,  motors  and  braking  apparatus  is  directly 
traceable  to  the  application  of  the  emergency  stop  and  the 
reversal  of  motors.  This  is  the  result  of  backing  up  for  pas- 
sengers missed  because  the  motorman  did  not  have  sufficient 
light  to  see  the  signals  in  time. 

In  many  cases  the  fault  is  not  with  the  headlight,  but 
simply  because  the  lamp  is  not  hung  on  the  car  in  a  vertical 
position.  Other  reasons,  however,  also  cause  the  light  to  be 
sent  in  the  wrong  direction,  among  which  are  the  fault] 
adjustment  of  the  carbon.-  and  burning  away  of  the  position 
carbons.  The  effect  of  the  latter  causes  will  be  readily 
understood  by  recalling  the  well-known  principle  of  the  para- 
bolic reflector,  i.  e.,  parallel  rays  are  emitted  when  the 
source  of  light  is  at  the  focus.  If,  however,_ih.e  source  is 
not  at  the  focus,  the  rays  are  no  longer  concentrated  and 
their  direction  is  changed.  If  the  arc  comes  too  near  the 
bottom  the  rays  are  directed  upward;  if  too  near  the  top  the 


rays  will  illuminate  only  a  small  portion  of  the  track  directly 
in  front  of  the  car.  The  light  is  further  diffused  and  dimin- 
ished by  the  enclosing  globe  and  the  deposit  of  carbon  on  it. 
From  what  has  been  said  it  is  evident  that  arc  headlights 
should  be  fitted  with  an  automatic  feed  for  regulating  the 
size  of  the  arc  and  its  position  with  respect  to  the  reflector. 
A  more  uniform  position  of  the  arc  will  also  be  assured  if 
the  positive  carbon  is  made  larger  than  the  negative. 


DINING    CAR,     MONTREUX-BERNESE    OBERLAND     ELEC- 
TRIC   RAILWAY. 


BY    DR.    ALFRED    GRADEXWITZ. 


The  Montreux-Bernese  Oberland  Electric  Railway  is  be- 
lieved to  be  the  first  European  electric  railway  to  operate 
a  dining  car. 

The  car,  which  was  built  by  Messrs.  Ringhoffer,  of  Smi- 
chow,  Austria,  is  a  narrow-gauge  car  running  on  two  4-wheel 
bogies.  The  frames  of  the  bogies  are  made  of  pressed  steel 
and  are  well  braced  and  connected  by  substantial  transverse 
girders  and  suitable  angle  pieces;  they  are  carried  on  axle 
bearings    by    means    of    ordinary    supporting    springs.      The 


Dining  Car  for  Montreux-Bernese   Railway — Interior  View. 

jack  made  of  Hat  iron  on  which  the  car  body  rests  by  means 
of  a  ball  pivot  and  rotary  friction  surfaces  is  supported  on 
both  sides  by  extensive  inverted  longitudinal  springs  ar- 
ranged outside  of  the  frame  plates  and  the  deflections  of 
which  are  applied  externally  to  the  frame. 

The  substantial  underframe  is  made  entirely  of  steel 
and  is  fitted  with  central  buffers.  The  car  body  is  designed 
for  30  passengers. 

The  tables  are  bolted  to  frames  fastened  to  the  sides 
of  the  car,  and  the  chairs  are  fixed  to  the  floor,  the  seats 
being  arranged  to  hinge  upwards.  The  seats  and  backs  are 
upholstered  with  white  horse  hair  and  gray  lamb  leather. 
The  chairs  and  tables  are  finished  in  dark-stained  polished 
mahogany,  while  all  visible  wooden  parts  are  likewise  made 
of  mahogany  treated  in  the  same  way. 

The  panels  of  the  side  walls  are  filled  in  partly  with 
sray  gold-decorated  Iamb  leather  and  partly  with  metal  re- 
liefs. The  broad  windows  have  metal  frames  the  apparent 
weight  of  which  is  reduced  and  which  are  readily  lowered 
by  convenient  lifting  devices.  The  ceiling  is  coated  with 
painted   cloth   and   is  divided   into  several   panels  containing 


25f> 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  8. 


electric  lamps  and  two  fans.  The  basket-shaped  luggage- 
carriers  are  fitted  above  the  windows;  the  blinds  located 
underneath  have  vertical  guiding  rods. 

Heating  is  effected  by  electric  radiators  situated  below 
the  seats.  Close  to  the  dining  room  are  the  pantry  and  kitch- 
en, the  latter  containing  a  range.  Two  ice  tanks  are  pro- 
vided. 

The  corridor  and  entrances  are  finished  partly  with  Chi- 
nese paper  and  partly  with  polished  mahogany  lining. 


Dining   Car  for   Montreux- Bernese    Railway. 

The  car  has  an  automatic  vacuum  brake  in  addition  to 
a  handbrake  operated   from   the  platform. 


LOW   FARE  CONTROVERSY  IN   MINNEAPOLIS. 


The  Minneapolis  Street  Railway  Company  has  been 
granted  a  temporary  injunction  restraining  the  city  of  Minne- 
apolis from  putting  into  effect  the  six-for-a-quarter  fare  ordi- 
nance passed  by  the  city  council  on  February  9.  The  injunc- 
tion also  prohibits  the  publishing  of  the  ordinance.  The  city 
officials  are  ordered  to  appear  in  court  on  March  2  and  show 
cause  why   the  injunction  should  not  be  continued. 

An  interesting  part  of  the  bill  of  complaint  follows: 

It  is  petitioned  that  the  city  and  its  officials  be  perpetually 
enjoined,  restrained  and  prohibited  from  publishing  or  completing 
the  publication  of  said  ordinance,  and  also  from  putting  said  ordi- 
nance into  effect,  and  from  instituting  or  authorizing  any  suits 
against  the  street  railway  company,  conductors  or  employes,  or  to 
compel  the  company,  its  conductors  or  employes  to  accept  less 
than  5-cent  fares  or  to  sell  tickets  as  therein  provided  at  the  rate 
of  six  for  25  cents,  and  from  making  complaint  for  violation  of  said 
ordinance  or  any  part  of  it,  and  from  bringing  any  suit  for  the 
purpose  of  vacating  the  charter  or  from  annulling  the  existence  of 
the  company  as  a  corporation,  or  for  the  forfeiture  of  any  of  its 
privileges  or  franchises,  because  of  the  violation  of  said  ordinance, 
passed  on  February  9,  1907. 

The  company  alleges  that  the  city  in  its  charter  has  no 
power  to  fix  and  regulate  the  rate  of  fare,  except  as  provided 
in  the  original  charter  granted  to  the  street  railway  company 
in  1875,  which  fixed  the  rate  of  fare  at  5  cents.  The  com- 
pany further  declares  that  an  attempt  to  enforce  the  ordi- 
nance would  lead  to  personal  conflict  between  passengers  and 
conductors. 

It  is  declared  further  by  the  company  that  the  ordinance 
is  in  violation  of  the  constitution  of  the  United  States,  and 
if  enforced  will  take  the  company's  property  rights  without 
due  process  of  law. 

The  federal  court  was  appealed  to  because  the  company 
is  organized  under  New  Jersey  laws,  and  is  not  a  Minnesota 
corporation. 

With  regard  to  the  situation  the  company  has  issued  a 
public  statement,  in  abstract,  as  follows: 

Our  franchise  contracts  with  the  city  of  Minneapolis  give  us 
the  legal  right  to  collect  a  5-cent  fare.  From  1875  to  1889  the 
Minneapolis  Street  Railway  Company  was  operating  its  system  by 
animal  power.  At  that  time  electricity  began  to  be  talked  of  as  a 
motive  power  for  street  railways,  and  during  the  year  1889  consid- 
erable agitation  arose  in  the  city  with  reference  to  changing  from 
animal   to   electric   power. 

Forced   into  Costly  Experiments. 

We  urged  upon  the  council  the  need  of  further  investigation 
of  the   use  of  electric  power  as  applied   to   street   railways   before 


spending  so  much  money  in  making  the  change,  and  asked  that 
the  matter  be  delayed  for  a  year  In  order  that  more  thorough  tests 
and  development  in  this  new  power  might  be  made.  The  council, 
however,  insisted  that  the  company  should  begin  at  once  to 
change  its  system,  and  should  within  two  years  not  only  convert 
all  existing  lines,  but  also  build  numerous  additional  lines  and 
operate  the  same  by  electricity. 

The  company  finally  agreed  to  this,  and  at  once  began  making 
the  change.  The  system  which  we  then  installed  was  the-  best 
known  at  that  time,  and  after  making  the  change  we  operated 
with  some  difficulty  for  a  period  of  about  seven  years.  This  first 
change  was  a  very  expensive  matter  for  the  company. 

In  the  meantime  the  development  in  electrical  equipment 
changed  to  such  an  extent  that  we  found  the  system  we  had  in- 
stalled so  imperfect  and  inadequate  that  we  found  it  necessary  to 
rebuild  and  reconstruct  our  entire  system.  This  we  did  without 
request  from  the  council  or  public  discussion  or  complaint.  To- 
day none  of  the  first  equipment  and  hardly  five  per  cent  of  the 
trackage  first  built  is  in  use.  In  addition  to  these  changes,  we 
have  also  built  new  power  houses  arid  stations,  and  have  equipped 
these,  as  well  as  the  entire  system,  with  the  most  approved  and 
modern  appliances. 

In  making  these  changes  and  in  bringing  our  system  to  its 
present  standard,  we  have  expended  vast  sums  of  money.  All  this 
has  been  done  at  a  time  when  labor  and  material  have  been  stead- 
ily advancing.  We  have  endeavored  to  establish  and  maintain  the 
highest  character  of  service  and  equipment,  and  we  believe  that 
in  no  other  city  is  the  service  or  equipment  of  a  higher  order 
and  in   no  other  city  a  transfer  system  more  liberal. 

Comparisons   Unfair. 

Comparisons  have  been  made  on  the  rate  of  fare  charged  here 
as  against  that  charged  in  other  cities.  This  is  hardly  a  reason- 
able comparison,  considering  the  widely  different  existing  condi- 
tions. In  the  item  of  fuel  alone  there  is  a  difference  of  $1.10  a 
ton  in  the  freight  rate  between  Minneapolis  and  Chicago.  Buffalo. 
Cleveland  and  other  lake  points  have  the  advantage  over  us  on 
coal  rates  of  not  less  than  $1.50  a  ton.  Climatic  conditions  in 
Minneapolis  are  such  as  do  not  prevail  in  most  cities  throughout 
the  country,  and  it  is  necessary  for  us  to  make  extensive  pro- 
visions each  year  for  the  handling  of  snow  and  ice.  Our  cars  are 
heated  with  hot  water  and  not  with  stoves,  as  in  so  many  cities, 
are  provided  with  storm  sash  and  double  floors  and  are  comfort- 
able in  all  weather. 

Practically  every  item  entering  into  the  construction,  main- 
tenance and  operation  of  the  system  is  today  at  the  highest  point 
ever  known. 

Rail,  which  ten  years  ago  cost  $22.55  per  ton  f.  o.  b.  Minneap- 
olis, is  today  $41.60  per  ton.  Ties,  which  cost  32  cents'  each,  now 
cost  72  cents  each.  Iron  poles,  which  cost  $9.50.  now  cost  $19 
each.  Copper,  which  cost  12  to  13  cents  a  pound,  is  now  28  cents 
a  pound.     Common  labor,  which  was  $1.50  a  day,  is  now  $2  a  day. 

We  believe  that  the  high  standard  of  equipment  which  we  are 
endeavoring  to  maintain  is  a  strong  advertisement  for  the  city. 
No  other  system  in  the  country  operates  as  uniformly  high  grade 
or  better-looking  equipment,  nor  takes  more  care  to  provide  clean, 
comfortable  and  safe  transportation.  We  have  employed  every 
known  device  for  the  comfort  and  safety  of  passengers  to  make 
our  service  pre-eminent.  Our  tracks  are  unusually  heavy  and  well 
built  and  our  cars,  built  by  the  laboring  men  of  Minneapolis  and 
St.  Paul,  are  of  the  most  modern  and  expensive  construction. 

Nowhere  in  the  world  are  the  street  railway  trainmen  pro- 
vided with  such  modern  appliances  to  insure  them  comfort  in 
their  work  as  in  the  twin  cities.  Our  power  houses  and  other 
buildings  are  built  of  the  best  materials'  and  prove  attractive 
wherever  they  are  placed.  In  short,  we  have  not  spent  money 
with  a  niggardly  hand,  and  no  limit  within  reason  has  been  placed 
on  the  cost  of  any  improvement,  in  tracks,  cars  or  buildings,  to 
make  our  system  the  very  best  in  the  United  States,  and  one  of 
which   any   Minneapolitan   may  well   be   proud. 

Area   as   a   Factor. 

The  area  covered  by  our  lines,  approximately  55  square  miles 
inside  the  corporate  limits  of  the  city  with  a  population  of  270,000. 
is  very  much  in  excess  of  that  of  most  cities  of  equal  size  through- 
out  the   country. 

Baltimore,  with  a  population  of  650,000,  has  an  area  of  30 
square  miles. 

Cleveland,  with  a  population  of  465,000,  has  an  area  of  41 
square  miles. 

Milwaukee,  with  a  population  of  over  300,000.  has  an  area  of 
23  square  miles. 

Detroit,  with  over  300,000,   has  36  square  miles. 

Cincinnati,    with   400,000   population,    has    43   miles. 

Louisville,   with  338.000.    has  20.5   miles. 

Kansas  City,  with  200.000,   has  26  square  miles. 

Indianapolis,   with  215.000,   has  30  square  miles. 

Thus  it  can  be  readily  seen  that  with  the  proportionately- 
larger  area  of  Minneapolis,  the  operating  cost  per  passenger  car- 
ried must  be  materially  increased  over  the  more  closely  settled 
and   congested  cities  mentioned. 

Our  company  has  always  worked  for  the  benefit  of  Minneapolis 
in  a  broad  and  enterprising  way.  and  has  always  shown  a  desire 
to  aid  in  the  city's  development. 

Taking  all  this  into  consideration,  and  with  our  Intention  to 
maintain  a  high  standard  of  equipment  and  service,  and  with  the 
liberal  transfer  privileges  which  obtain  here,  we  do  not  believe 
that  any  street  railway  company  can  maintain  such  service  and 
equipment   on    a   fare   of   less    than   five   cents. 


February  23,  1907. 


ELECTRIC     RAILWAY     REVIEW 


257 


INTERVIEWING    ACCIDENT    WITNESSES. 


BY    F.    W.    JOHNSON,    CLAIM     AGENT,    THE    CONSOLIDATED    RAILWAY 
COMPANY,    BRIDGEPORT,    CONN. 


The  writer  recently  was  afforded  the  pleasure  and  oppor- 
tunity of  studying  at  close  range  the  internal  workings  of 
the  claim  and  accident  departments  of  admittedly  one  of  the 
best  organized  and  equipped  street  railway  systems  of  the 
east. 

As  a  whole,  the  organization  and  methods  of  the  claim 
department  of  this  particular  company  could  but  arouse 
the  admiration  of  one  interested  in  this  branch  of  railroading. 
In  many  directions  the  company  had  radically  departed  from 
the  moss-covered  traditions  so  generally  recognized  and  im- 
plicitly followed  in  accident  work.  Precedent  had  been 
thrown  to  the  winds,  and  modern,  wide-awake,  up-to-date 
methods  of  getting  results  in  accident  work  had  been  adopt- 
ed. That  their  enterprise  was  founded  upon  good  business 
principles  was  ably  demonstrated  by  the  remarkably  satis- 
factory progress  which  they  had  experienced  during  the  past 
few  years. 

Method    of    Interviewing. 

To  the  writer's  surprise,  however,  in  sharp  contrast  to 
their  marked  progress  in  other  respects,  it  appeared  that  the 
advancement  had  not  extended  to  the  methods  employed  in 
obtaining  interviews  with  witnesses  to  accidents,  or  more 
properly  speaking,  to  the  obtaining  of  evidence  relating  to 
these  accidents.  The  company  still  clung  to  the  antiquated 
practice  of  having  its  investigators  secure  verbal  statements 
from  witnesses,  of  their  knowledge  of  the  mishap  under  in- 
vestigation, and  then  allowing  these  investigators  to  after- 
ward reduce  to  writing  their  recollection  or  understanding 
of  the  facts  of  the  accident  as  set  forth  by  the  witnesses  in 
these  verbal  interviews.  These  reports  were  then  turned 
in  to  the  office  as  representing  the  evidence  secured  in  the 
investigation  of  the  accident. 

Replying  to  a  question  as  to  whether  they  considered 
this  method  of  securing  evidence  to  accidents  as  being  en- 
tirely satisfactory — or  as  being  preferable  to  the  obtaining 
of  evidence  in  the  form  of  written  statements,  taken  down  in 
the  immediate  presence  of  the  witness  and  then  read  to  him, 
or  by  him,  after  which  he  affixed  his  signature  as  indicative 
of  the  accuracy  of  the  facts  therein  set  forth — it  was  ad- 
mitted that  the  scheme  was  far  from  satisfactory;  also,  that 
the  company  would  be  much  in  favor  of  the  written,  signed 
statement,  were  it  not  for  the  insurmountable  obstacles 
which  precluded  the  possibility  of  its  being  used  to  advantage 
in  their  particular  territory. 

While  admitting  that  they  had  never  put  the  written, 
signed-statement  method  to  an  actual  test  in  their  work, 
they  nevertheless  clung  to  the  opinion  that  it  was  not  feasi- 
ble in  their  work,  assigning  as  their  reasons  for  this  beilef 
their  conviction  that  people  generally  would  not  affix  their 
signatures  to  statements  concerning  accidents  of  which  they 
were  witnesses;  and  secondly,  that  they  did  not  believe  that 
people  would  grant  their  representatives  the  time  required 
for  the  giving  of  written  statements.  They  had  found  by  ex- 
perience that  the  average  person  would  readily  spare  the 
company's  representative  six  or  eight  minutes  for  the  giving 
of  a  verbal  interview,  but  doubted  whether  these  same  people 
would  stand  for  an  extra  two  or  three  minutes  in  time  neces- 
sary for  the  taking  of  a  written  statement. 

Still,  they  could  not  say  that  their  present  method  of 
securing  evidence  was  entirely  satisfactory.  Time  and  time 
again  in  the  past  had  evidence  obtained  in  this  way  proved 
inaccurate  and  unreliable.  Amazing  uncertainties  and  start- 
liii--'  contradictions  had  repeatedly  developed  at  critical  stages 
in  the  preparation  and  trial  of  cases  in  court,  to  the  be- 
wildenvnt    of   the   company's    trial    attorneys;    and    likewise 


to  the  consternation  of  the  company  itself,  when  juries  re- 
ported the  results  of  their  deliberations. 

Cases  were  cited  in  which  important  witnesses  about 
whom  the  company  had  constructed  its  defense  had  sud- 
denly developed  startling  lapses  of  memory,  or  an  equally 
wonderful  recollection  concerning  facts  of  which  no  men- 
tion appeared  in  the  interviews  submitted  by  the  investi- 
gator who  had  worked  up  the  evidence  in  the  case.  The 
company  generally  had  its  own  private  opinion  as  to  the 
causes  which  may  have  prompted  the  sudden  reversal  of 
form  upon  the  part  of  these  witnesses,  but  as  the  nature 
of  these  dark  suspicions  was  not  admissible  as  evidence,  the 
jury  perforce  remained  in  blissful  ignorance  of  their  exist- 
ence, and  the  slaughter  of  company  funds  went  merrily  on, 
as  of  old. 

Witnesses  had  stoutly  denied  ever  having  made  any 
such  statements  as  those  attributed  to  them  in  the  written 
reports  filed  by  the  investigators,  which  reports  had  been 
relied  upon  by  the  company  as  being  accurate  accounts  of 
the  facts  as  detailed  by  these  witnesses.  Many  a  case  had 
"gone  on  the  rocks,"  because  important  company  witnesses 
had  insisted  upon  testifying  in  direct  contradiction  to  the 
facts  as  set  forth  in  the  investigator's  report,  and  upon  which 
the  company  had  relied  for  a  defense  of  the  action. 

In  practically  every  instance  the  investigator  had  in- 
sisted, of  course,  that  he  had  correctly  reported  the  conver- 
sation with  the  witness,  while  the  witness  as  emphatically 
denied  this.  Meanwhile,  supposedly  strong  witnesses  for  the 
defense  turned  out  to  be  equally  powerful  factors  in  further- 
ing the  interests  of  the  plaintiff. 

Responding  to  a  query  as  to  whether  it  was  not  proba- 
ble that  such  a  method  of  securing  evidence  tended  directly 
to  foster  and  to  encourage  this  unfortunate  state  of  affairs, 
it  was  admitted  that  possibly  such  was  the  case.  But  imme- 
diately the  opinion  was  again  advanced  that  it  was  the  belief 
of  that  company  that  the  average  witness  would  balk  when 
it  came  to  giving  written,  signed  interviews  regarding  acci- 
dents. 

The  argument  is  unanswerable.  One  method  is  admit- 
tedly faulty  and  unsatisfactory.  The  other  method,  which 
is  giving  entire  satisfaction  on  scores  of  roads,  large  and 
small,  is  condemned  without  being  afforded  the  opportunity 
of  a  trial.  If  a  concern  itself  has  not  the  determination  to 
take  down  in  writing  the  evidence  of  a  witness,  it  may  be 
assumed  that  the  witness  will  not,  of  his  own  volition,  insist 
upon  this  procedure. 

Objectors   to    Signed    Statements. 

Experience  would  seem  to  indicate  that  the  two  objec- 
tions to  the  taking  of  written,  signed  statements  in  accident 
work,  as  advanced  by  this  company,  are  but  creations  of  the 
imagination.  There  are,  of  course,  people  who  will  hesitate 
to  affix  their  signatures  to  instruments  of  this  character. 
Broadly  speaking,  they  may  be  classified  under  three  head- 
ings: First,  the  ignorant,  who  instinctively  fear  being 
tricked  into  signing  away  all  of  their  earthly  belongings  and 
hence  look  with  much  suspicion  upon  all  documents  which 
require  their  signatures.  Second,  the  man  who  has  ever 
made  it  a  life  rule  never  to  sign  anything  which  he  could 
possibly  avoid,  well  remembering  how  his  great-grandfather 
once  backed  a  note  for  $70  for  a  slick  chap,  and  then  got 
stung.  Third,  the  claimant  or  his  friends  and  acquaintances, 
who  likewise  fear  that  in  signing  any  paper,  whatever  its 
form  or  purport,  they  may  be  working  injury  to  the  cause 
of  the  claimant. 

I'm-  the  grafter  who  refuses  to  either  give  or  sign  any 
statement  unless  he  is  to  receive  pay  for  so  doing,  we  make 
no  provision,  preferring  to  treat  his  kind  with  the  contempt 
which  they  so  heartily  merit. 

It  has  been  conclusively  shown,  however,  that  the  aver- 

witness,  aside  from  those  as  described,  if   quoted   accu- 


258 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  8. 


rately  and  fairly,  will,  in  the  great  majority  of  cases,  will- 
ingly affix  his  signature  to  the  statement.  Of  those  who  hes- 
itate or  are  reluctant,  many  are  speedily  won  over  by  a 
brief,  plausible  explanation  of  the  advisability  of  their  so 
doing. 

Consideration  of  the  Personnel. 

But,  mark  you,  there  is  one  point  in  particular,  in  con- 
nection with  the  success  or  failure  of  this  method  of  secur- 
ing evidence,  to  which  we  may  be  pardoned  for  directing 
especial  attention  Its  importance  should  not  be  overlooked, 
nor  its  value  underestimated. 

Many  a  witness  will  absolutely  decline  to  give  a  writ- 
ten statement,  much  less  to  sign  one,  for  reasons  similar  to 
those  which  actuated  you  in  turning  down  that  chap  who 
called  upon  you  the  other  morning  in  an  effort  to  interest 
you  in  an  investment  with  which  he  was  connected.  His 
proposition  may  have  been  all  right — certain  it  was  that  he 
seemed  to  have  good  people  back  of  it.  but  somehow  or  other 
there  was  an  indefinite,  vague,  inexplicable  something  wrong 
somewhere.  You  didn't  attempt  to  analyze  the  trouble,  what- 
ever it  was,  for  the  very  reason  that  you  were  prejudiced 
against  the  scheme  from  the  very  moment  that  that  fellow 
opened  his  mouth  to  address  you. 

Possibly  if  we  were  to  offer  the  suggestion  that  it  was 
something  about  the  man  himself  that  influenced  you  more 
than  anything  else  against  the  project,  it  might  prove  to  be 
the  correct  solution  of  your  indifference  to  his  mission.  Now 
that  you  recall  the  chap,  you  do  recollect  that  he  approached 
you  upon  the  matter  in  an  uncertain,  hesitating  manner  that 
plainly  denoted  a  lack  of  self-confidence.  He  lacked  ginger, 
life,  energy,  confidence,  and  instinctively  you  mentally  classed 
him  among  the  dead  ones — a  man  whom  you  could  easily 
turn  down — and  as  you  were  very  busy  at  the  time,  you  did 
turn  him  down  and  gave  no  further  thought  to  the  matter. 
Picture  to  yourself,  if  you  will,  that  same  chap  in  the 
guise  of  an  accident  investigator  for  the  local  trolley  com- 
pany, calling  upon  you  for  the  purpose  of  securing  from  you 
a  statement  of  your  knowledge  concerning  a  recent  mishap 
upon  its  lines.  Isn't  it  a  fact  that  his  success  or  failure 
in  securing  the  desired  evidence  will  depend  very  largely, 
if  not  wholly,  upon  the  manner  in  which  he  approaches  you, 
and  consequently  upon  the  impression  that  he  is  able  to  make 
upon  you?  If  he  is  loud  and  coarse,  is  over-confident  to  the 
point  almost  of  impertinence,  is  meek  and  humble  and  thus 
easily  side-tracked,  or  lacking  in  self-confidence,  has  a  poor 
address  or  is  ill-kempt  in  appearance,  will  not  any  or  all  of 
these  things  count  against  his  chances  for  success  with  you? 
Oftentimes  we  don't  quite  like  to  admit  this.  Now  that 
we  get  to  thinking  it  over,  our  sympathy  instinctively  comes 
to  the  surface,  and  we  try  to  persuade  ourselves  that  the 
very  fact  that  the  poor  devil  had  the  appearance  of  being  up 
against  the  world  rather  would  count  in  his  favor  In  our  de- 
cision to  grant  him  an  interview.  Yes,  it  sounds  well,  but 
there's  nothing  to  it.  When  your  private  secretary  bobs  in 
to  announce  a  man  waiting  to  see  you,  and  in  response  to 
your  query  as  to  who  he  is,  what  his  business  is  and  what 
he  looks  like,  you  get  the  information  that  he's  an  odd-look- 
ing stick,  your  decision  is,  "Tell  him  I'm  very  busy  this 
morning."  And  he  goes  his  way,  because  he  didn't  have  the 
appearance  and   the  address  necessary  to  gain  results. 

While  on  the  other  hand,  if  this  Investigator  is  neat  and 
clean  in  appearance,  gentlemanly  in  manner,  self-confident, 
brief  and  to  the  point,  in  short,  the  successful  young  business 
man  of  today,  his  chances  for  success  in  gaining  that  inter- 
view are,  I  assume,  much  greater.  The  difference  in  the 
ability  of  different  investigators  to  secure  written,  signed 
statements  may  often  be  explained  by  so  simple  a  test  as 
the  foregoing. 

It  is,  therefore,  of  importance  that  careful  consideration 
should   be  given  to  the  personnel   of  the   force  employed   in 


this  work  if  the  greatest  possible  measure  of  success  is  to 
attend  their  efforts. 

Time    Required   for   Making    Statements. 

With  respect  to  the  matter  of  time  required  for  witnesses 
to  give  written  statements,  it  would  seem  that  this  obstacle 
could  demand  serious  consideration  nowhere  outside  of  the 
largest  of  our  cities.  Just  why  it  should  require  very  much 
more  time  to  jot  down  the  facts  on  paper  than  to  discuss  the 
affair  without  taking  notes,  the  writer  does  not  understand. 
If  it  requires  from  six  to  eight  minutes  to  converse  with  a 
witness  in  the  securing  of  a  verbal  statement,  it  should 
require  but  a  minute  or  two  longer  to  jot  down  that  same 
story  in  black  and  white,  and  with  another  minute  allowed 
the  witness  in  which  to  read  it  through  and  to  sign  it.  we 
have  an  instrument  which  is  of  incalculably  greater  value 
than  a  statement  possibly  could  be  when  obtained  under  the 
old   method. 

The  single  fact  that  many  railway  companies  operating 
in  our  large  cities  are  daily  making  use  of  the  written,  signed 
statement  in  accident  work  would  seem  to  indicate  that  not 
only  is  this  method  possible,  but  also  extremely  feasible  in 
cities  of  whatever  size. 

While  it  unquestionably  is  true  that  in  the  larger  cities 
the  tension  is  greater,  it  nevertheless  is  somewhat  difficult 
to  understand  just  what  the  relative  difference  can  be  be- 
tween conditions  in  a  very  large  city  and  those  in  the  city 
of  more  moderate  size,  when  an  issue  of  so  comparatively 
small  importance  is  at  stake  as  would  appear  to  be  involved 
in  the  question  of  the  difference  in  time  required  to  take 
written  statements  in  place  of  verbal  ones. 

Can  it  be  argued,  for  instance,  that  the  inhabitants  of 
a  city  of  500,000  can  spare,  on  an  average,  approximately 
ten  minutes  to  the  investigator  of  trolley  accidents,  while 
the  people  of  an  adjoining  city  of  1,000,000  inhabitants  can 
devote  but  seven  minutes  to  the  same  task,  the  alleged  dif- 
ference being  due  primarly  to  the  difference  in  the  size  of 
the  two  cities?  Rather,  would  just  the  reverse  seem  to  be 
true,  for  nowhere  in  the  world  do  people  devote  so  much 
time  to  the  pursuit  of  pleasure,  of  ease,  and  of  idleness  as 
in  the  very  largest  of  our  cities. 

The  objection  raised  to  the  written  statement,  in  the 
form  of  time,  is  a  "man  of  straw,"  which  has  served  a  long 
and  honorable  career  and  is  entitled  to  be  laid  at  rest  with 
full  military  honors. 

Value  of  Statements  over  Signatures. 

The  concern  which  goes  into  court  the  possessor  of  state- 
ments made  by  its  witnesses  soon  after  the  occurrence  of  the 
accident  and  while  the  facts  must  necessarily  have  been 
clearly  in  mind,  which  statements  were  taken  down  in  the 
presence  of  the  witnesses,  practically  at  their  dictation,  read 
by  them  and  afterward  signed  as  indicative  of  their  accu- 
racy, unquestionably  has  a  tremendous  advantage  over  the 
railway  company  which  comes  into  court  with  evidence 
secured  under  the  old  method,  well  knowing  that  it  is  dis- 
tinctly within  the  power  of  its  unprincipled  opponents  to  set 
the  case  of  the  defendant  company  tottering  upon  its  foun- 
dations by  means  too  often  resorted  to,  and  generally  charac- 
terized as  "the  bringing  of  'influence'  to  bear  upon  impor- 
tant witnesses  for  the  defense,  who  may  be  open  to  reason 
and   to  conviction." 

In  other  words,  one  company  has  its  witnesses  well 
under  control,  while  the  other  has  not.  This  advantage  is 
strongly  demonstrated  in  what  may  be  termed  the  "stability 
of  witnesses."  Having  made  a  written,  signed  statement  de- 
tailing his  knowledge  of  an  accident,  the  average  witness 
feels  considerably  less  inclined  to  flippantly  contradict  him- 
self upon  important  features  of  the  issue,  knowing  only  too 
well  that  in  the  event  of  his  so  doing  he  would  immediately 


February  23,  1907. 


ELECTRIC     RAILWAY     REVIEW 


?;9 


be  confronted  with  the  aforesaid  document,  bearing  his  sig- 
nature as  a  mark  of  genuineness. 

It  is  quite  possible,  of  course,  that  a  witness  may  even 
then  attempt  to  jump  the  bars.  But  for  every  one  who  would 
still  attempt  to  escape  the  obligations  thus  imposed,  an  even 
hundred  will  remain  within  the  fold  because  of  this  very 
restriction.  Whatever  inducements  may  afterward  be  of- 
fered them,  or  whatever  private  opinions  they  may  after- 
ward form,  experience  has  shown  that  they  will  be  scrupu- 
lously careful,  when  it  comes  to  contradicting  themselves 
by  testifying  at  variance  to  that  signed  statement. 

Furthermore,  the  signed  statement  is  a  most  powerful 
factor  in  establishing  the  real  facts — the  exact  truth  re- 
garding the  manner  in  which  an  accident  really  happened. 
Immediately  after  the  occurrence  of  an  accident  witnesses 
will  invariably  tell  the  truth,  the  whole  truth,  and  nothing 
but  the  truth,  in  describing  the  affair  as  they  saw  it. 
Months  afterwards,  their  story  oftentimes  begins  to  warp 
most  woefully,  frequently  the  result  of  influence  brought  to 
bear  in  favor  of  the  plaintiff,  or  to  the  satisfaction  of  some 
personal  grievance  entertained  by  the  witness  against  the 
defendant  company. 

Another  leading  advantage  that  may  be  cited  briefly  is 
the  reassuring  confidence  regarding  exact  facts,  which  a 
witness  feels  in  testifying  concerning  an  accident  that  hap- 
pened some  months  or  years  ago,  the  minor  details  of  which 
would  now  be  hazy  in  his  mind,  but  for  the  opportunity 
afforded  him  of  refreshing  his  memory  by  reading  through 
the  statement  made  by  him  at  the  time,  and  while  the  facts 
were  clear  in  his  mind.  Best  of  all,  he  never  doubts  or 
questions  its  accuracy,  for  at  the  bottom  of  the  statement 
appears  his  own  signature.  Thus  better  witnesses  and  bet- 
ter results  in  the  courts. 

We  should  not  leave  this  phase  of  the  situation  without 
calling  attention  to  the  tremendous  advantage  afforded  a 
concern  by  these  written,  signed  statements  in  still  an- 
other direction. 

I  refer  to  the  powerfully  destructive  weapon  which  is 
thus  placed  within  the  grasp  of  the  company's  trial  attorney 
when  he  has  to  contend  with  the  viciously  unprincipled 
witness  who,  having  given  a  signed  statement  of  his 
knowledge  of  the  accident,  afterwards  attempts,  for  reasons 
best  known  to  himself,  to  change  his  testimony  in  its  essen- 
tial features.  Possibly  he  develops  into  a  hostile  witness 
and  is  in  a  position  to  work  irreparable  harm  to  the  com- 
pany's  inteiests. 

Witnesses  are  either  with  you  or  against  you.  There 
is  no  middle  course.  Neither  side  knowingly  puts  on  the 
stand  witnesses  hostile  to  its  own  interests,  nor  is  either 
side  clouding  its  contention  by  putting  on  dead-wood — wit- 
nesses who  neither  benefit  nor  weaken  the  case.  Each 
side  is  sturdily  engaged  in  building  up  its  own  theory  of 
the  cause  of  the  accident,  while  endeavoring  to  crush  like 
efforts  on  the  part  of  its  opponent.  Therefore,  if  a  witness 
unexpectedly  turns  on  you,  after  having  given  you  the  true 
facts,  over  his  own  signature,  and  instead  of  standing  by 
the  truth  develops  into  a  backslider  in  favor  of  the  plaintiff, 
it  is  distinctly  within  your  power  to  literally  crush  him  in 
so  far  as  his  evidence  could  possibly  be  of  any  material 
assistance  to  the  other  side. 

Either  he  deliberately  lied  at  the  time  of  the  giving 
of  the  signed  statement,  or  else  he  is  lying  now.  He  cannot 
possibly  be  right  in  both  directions.  It  affords  a  foundation 
for  the  strong  presumption  that  his  testimony  is  entirely 
unreliable,  and  consequently  of  no  value  to  either  side.  In 
his  statement,  made  the  day  following  the  accident,  he  was 
positive  that  "the  woman  stepped  off  of  the  car  before  it 
had  come  to  a  stop."  In  three  different  places  and  in  three 
different  ways  did  he  distinctly  reiterate  this  fact,  In  the 
body  of  the  aforesaid  statement.  Now,  two  years  afterwards, 
despite   this    signed    statement   made    while   the   facts   must 


necessarily  have  been  clear  in  his  mind,  he  distinctly  recalls 
having  seen  the  conductor  deliberately  start  the  car  while 
the  passenger  was  in  the  act  of  alighting.  Basking  in  the 
warmth  of  the  reassuring  smiles  of  the  plaintiff,  and  of  the 
plaintiff's  counsel,  he  grows  emphatic  in  his  positiveness  of 
the  accuracy  of  this  latter  version  of  the  manner  in  which 
the  accident  had  happened.  This  very  positiveness,  corrob- 
orated by  the  square-toed  contradictions  as  set  forth  in  the 
signed  statement,  plainly  expose  the  shallow  purposes  of  the 
slippery  witness  and  can  but  work  to  the  destruction 
of  his  value  as  a  witness. 

If  he  won't  help  you  by  telling  the  truth,  you  place  it 
beyond  his  power  to  harm  you. 

It  is  well  that  the  subscribing  witness  himself  should 
read  the  statement  through  before  signing  it.  Or  if  this  is 
impracticable,  it  is  well  to  have  the  witness  follow  the 
statement  through  with  his  own  eyes,  as  it  is  read  to  him 
by  the  investigator,  before  he  signs  it.  This  method,  flanked 
by  the  signature  of  a  disinterested  party  to  that  of  the  sub- 
scribing witness,  very  materially  reduces  the  possibility  of 
a  witness  afterwards  claiming  that  he  did  not  understand 
the  meaning  or  intent  of  the  paper  which  he  was  asked 
to  sign. 

Right  here,  we  should  again  observe  that,  as  in  the  case 
of  the  investigator,  the  possibilities  for  advantage  to  be 
thus  gained  with  the  written  statement,  in  court,  will  depend 
directly  upon  the  caliber  of  the  attorney  making  use  of  it. 
While  the  practice  of  the  courts  of  different  states  differs  wide- 
ly, it  nevertheless  will  be  found  that  wherever  admissible  the 
aggressive,  fighting  attorney  will  obtain  gratifying  results 
where  the  meek,  over-cautious  trial  attorney  will  fail 
•wretchedly.     Nerve  and  determination  are  strong  helps. 

With  stable,  reliable  evidence,  an  attorney  is  enabled  to- 
figure  out  the  probable  outcome  of  a  case  with  far  greater 
certainty  than  could  possibly  be  done  with  the  flimsy,  wobbly 
evidence   secured   under  the   old  method. 

Preparation  of  the   Investigation. 

In  considering  the  matter  of  the  written,  signed  state- 
ment, it  might  be  well  at  this  point  to  dwell  briefly  upon 
the  means  to  be  furnished  the  investigator,  for  the  securing 
of  the  statement.  A  little  careful  preparation  in  advance 
will  doubtless  greatly  enhance  the  possibilities  for  success 
to  be  derived  from  this  method  of  securing  evidence.  Care- 
ful thought  may  profitably  be  devoted  to  the  form  and  style 
to  be  followed  by  the  investigators  in  the  taking  of  state- 
ments, as  well  as  to  the  style  or  manner  of  book  or  paper 
in  which  or  upon  which  the  statement  is  to  be  written. 
Blanks  Used. 

With  the  great  majority  of  companies  with  which  the 
writer  is  more  or  less  familiar,  it  seems  to  have  been  the 
custom  to  give  but  little  if  any  thought  to  this  particular 
feature  of  the  work.  Some  of  them  appear  to  have  confined' 
their  efforts  chiefly  to  the  securing  of  the  most  inexpensive 
paper  possible,  whatever  its  form,  style  or  adaptability  for 
the  work  in  hand.  Others  supply  their  investigators  with 
blank  forms  of  various  styles,  the  majority  of  them  being  in 
sheet  form  similar  in  appearance  to  the  paper  used  in  their 
office  correspondence.  While  this  latter  form  answers  the 
purpose  fairly  well  when  used  in  the  taking  of  statements 
in  the  office,  it  nevertheless  is  inconvenient  and  unsatisfac- 
tory for  the  investigator  to  carry  around  with  him  in  the 
daily  course  of  business.     It  is  not  adapted  for  outside  work. 

Still  other  concerns  supply  books  of  various  forms, 
styles  and  dimensions,  the  average  being  somewhat  of  the 
style  commonly  known  as  stenographic  notebooks.  These 
certainly  are  preferable  to  the  former  styles,  as  the  investi- 
gator is  able  to  carry  them  in  his  pocket,  while  the  board 
covers  afford  him  something  solid  upon  which  to  write  when 
he  is  forced  to  take  statements  under  disadvantages. 

The  various  leaves  of  these  books,  thus  used  in  the  tak- 


2riO 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  8. 


ing  of  a  Statement,  are  detached,  pinned  together,  the  sub- 
scribing witness  having  affixed  his  signature  at  the  bottom 
of  the  statement,  on  the  last  page,  and  the  entire  report  is 
turned  in  to  the  office  as  the  evidence  ot  that  particular  wit- 
ness. 

Experience  with  various  types  of  books  of  this  sort  has 
shown  that  they  leave  much  to  be  desired.  Several  serious 
objections  will  readily  occur  to  mind,  but  probably  by  far 
the  most  important  of  them  is  one  which  has  repeatedly 
been  advanced  in  the  past,  when  statements  of  this  char- 
acter, covering  several  pages  and  with  the  signature  upon  the 
last  page,  have  been  introduced  into  court  for  the  purpose  of 
refuting  the  testimony  of  a  witness  who  has  seen  fit  to  rad- 
ically change  his  account  of  the  accident — that  is,  the  state- 
ment has  been  tampered  with — that  certain  facts  are  set 
forth  in  the  body  of  the  statement,  on  the  third  and  fourth 
pages,  we  will  say,  which  facts  were  not  there  when  the 
statement  was  originally  read  and  signed  by  the  witness  in 
question  and  that  'he  never  made  any  such  statement  or 
statements  as  those  objected  to  as  being  spurious,  and  which 
now  appear  as  part  of  his  statement,  the  last  page  of  which 
bears  his  signature,  which  signature  he  recognizes  as  his  own. 

Here  we  have  the  written,  signed  statement  of  this  wit- 
ness, setting  forth  what  we  believe  to  be  the  real  facts  in 
the  controversy.  For  some  reason  he  has  seen  fit  to  reverse 
his  story,  and  in  spite  of  the  signed  statement,  he  gayly 
over-rides  it,  meanwhile  casting  a  dark  cloud  of  suspicion 
upon  the  methods  employed  by  the  company  in  the  gather- 
ing of  evidence. 

The  inference  to  be  conveyed  to  the  jury  is,  of  course, 
to  the  effect  that  this  unscrupulous  corporation  has  delib- 
erately substituted  one  or  more  leaves  in  the  body  of  this 
statement  and  in  the  handwriting  of  the  investigator  who 
took  the  statement,  said  substituted  leaves  containing  matter 
advantageous  to  its  own  interests,  and  which  leaves  were  not 
originally  a  part  of  the  statement  when  it  was  read  and 
signed  by  the  witness. 

This  bait,  temptingly  placed  before  the  jury,  generally 
appeals  to  them  so  strongly,  that  they  hasten  to  swallow  it, 
hook  and  all.  Apparently,  written,  signed  statements  taken 
in  this  form  are  not  worth  the  paper  that  they  are  written 
upon,  if  witnesses  start  to  wriggle  out  of  their  facts. 

The  suggestion  is  advanced  that  this  defect  is  readily 
overcome  by  having  the  witness  sign  his  name  at  the  bottom 
of  each  page  of  the  statement.  This  would  do  away  with 
the  possibility  of  the  claim  of  substituted  leaves.  Granted, 
but  if  you  take  very  short  statements,  covering  not  over  two 
or  three  pages  at  the  most,  and  if  your  investigators  secure 
detailed  statements,  you  doubtless  would  encounter  many 
witnesses  who  would  draw  the  line  at  signing  their  name 
from  six   to  ten  times,  on  as  many  different  pages. 

Suggested    Blank    Form. 

It  is  quite  possible  that  a  form  of  witness  blank  with 
which  the  writer  has  been  experimenting  for  the  past  two 
years  and  which  is  designed  primarily  to  checkmate  the  pos- 
sibility of  a  claim  of  substitution  of  evidence  in  the  body  of 
a  statement,  may  prove  of  interest,  and  possibly  of  assist- 
ance to  others  similarly  engaged  in  claim  and  accident  work. 

In  addition  to  doing  away  with  the  possibility  of  the 
claim  of  fraud  in  the  statement  of  a  witness,  the  blank  itself 
affords  a  quick,  convenient,  uniform  and  permanent  means 
of  reducing  to  writing  the  evidence  of  witnesses  to  acci- 
dents. 

Briefly,  the  blank  may  be  described  as  follows:  Dimen- 
sions, 28  inches  in  length  by  5%   inches  in  width. 

Material,  white  paper  of  good  quality,  with  surface  suit- 
able for  rapid  work  with  a  pen.  No.  1  writing  paper  has 
given   good   satisfaction 

The    blank    reproduced    herewith,    beginning    just    below 


the  printed  form  at  the  top.  is  ruled  to  the  bottom  of  the 
sheet,  upon  one  side,  and  spaced  one-quarter  inch.  It  is 
folded  three  times,  beginning  at  a  point  7  inches  from  the 
top.  again  7  inches  below  the  first  fold,  and  so  on  down; 
not  unlike  the  form  used  by  some  of  the  steam  railroads  in 
their  500-mile  mileage  books.  If  folded  correctly*  this  gives 
a  single  sheet  of  paper,  28  inches  in  length,  so  folded  as  to 
present  a  blank  form  7  by  5%  inches  with  the  printed  form 
upon  the  top  or  first  page,  ready  for  immediate  use. 

Thus,  in  taking  a  statement,  the  investigator  has  no 
leaves  to  turn,  he  simply  keeps  on  writing  on  one  side  of  a 
single  sheet  of  paper  and  extending  the  paper  as  he  needs 
it.  The  object  in  folding  the  paper  as  described  is  to  put 
it  into  convenient  form  for  the  investigator  to  slip  into 
his  coat  pocket  when  doing  outside  work. 

Experience  with  the  use  of  this  blank  has  demonstrated, 
among  other  things,  the  following: 

One  sheet  is  generally  sufficient  for  the  detailed  state- 
ment of  the  average  witness. 

The  blank  affords  a  convenient  means  for  obtaining  the 
entire  statement  of  a  witness,  upon  one  side  of  a  single 
sheet  of  paper,   at   the   bottom   of  which   appears   the   signa- 


CONNECTICUT  RAILWAY  &  LIGHTING  CO. 
STATEMENT   OF   ACCIDENT. 

CASE    No. 

Name  Date 

Address :  

Business  Address:  

Referring   to   accident   of..  190       ,  I  herewith 

make  the  following  voluntary  statement : 


Blank   for    Recording    Accident    Statements. 

ture  of  the  witness,  which  may  in  turn  be  witnessed  by  a 
disinterested  party,  and  then  flanked  by  the  signature  of  the 
investigator. 

Even  very  long  statements  rarely  require  over  two  sheets, 
thus  requiring  but  two  signatures  on  the  part  of  the  sub- 
scribing witness. 

The  occasional  claim  of  fraud  has  become  a  memory  of 
the  past. 

It  affords  opportunity  for  the  oath  and  seal  of  the  notary 
public  to  appear  directly  beneath  and  upon  the  same  sheet 
of  paper  as  the  signature  of  the  witness. 

The  blank  is  convenient  in  form  to  be  carried  by  the 
investigator,  and  is  equally  adapted  for  office  work. 

The  case  number  upon  each  statement  practically  pre- 
vents the  possibility  of  evidence  going  astray  from  its  proper 
case. 

The  addition  of  the  business  address  furnishes  a  good 
clue  in  running  down  in  after  years  witnesses  on  court 
cases  of  whom  you  may  temporarily  have  lost  track. 

By  running  a  line  of  perforation  across  the  top  of  the 
blank,  it  is  readily  converted  into  book  form  of  the  inter- 
changeable-leaf type,  thus  assisting  investigators  with  the 
board  cover  as  a  writing  surface,  if  so  desired.  It  will  doubt- 
less be  found,  however,  that  eight  or  ten  of  these  sheets  will, 
of  themselves,  afford  sufficient  stiffness  for  writing,  being  of 
fairly  good  weight  when  thus  taken  together. 


February  23,  1907 


ELECTRIC     RAILWAY     REVIEW 


261 


ASH-HANDLING     BUSINESS    OF    THE    BROOKLYN    RAPID 
TRANSIT  COMPANY. 


That  street  railway  companies  are  sometimes  in  a  posi- 
tion to  produce  revenue  by  applying  managerial  sagacity  to 
opportunities  aside  from  those  of  carrying  passengers  is 
illustrated  in  the  case  of  the  Brooklyn  Rapid  Transit   Corn- 


employment  of  additional  men,  all  contributing  to  an  increase 
in  the  cost  of  disposing  of  the  city's  refuse. 

In  1901  the  American  Railway  Traffic  Company  was  or- 
ganized as  a  subsidiary  corporation  of  the  Brooklyn  Rapid 
Transit  Company,  for  the  purpose  of  erecting  convenient  ash 
receiving  stations  and  of  disposing  of  the  ashes  and  street 
sweepings  received   at  these  points  at  the  price  of  35  cents 


Ash-Handling    by   the    Brooklyn    Rapid    Transit   Company — General     View  of   Receiving  Station. 


pany,  which  has  an  arrangement  with  the  city  authorities  of 
Brooklyn  for  taking  charge  of  the  city  ashes  and  street 
sweepings. 

Formerly  the  city  hauled  its  ashes  to  dump  scows  on 
the  river  front  and  to  dumping  grounds  located  from  one  to 
eight  miles  from  the  points  of  collection,  paying  in  the  latter 
cases  from  10  to  15  cents  a  load  for  the  privilege  of  dumping, 
in   addition  to   the   cost  of  the   haul.     The  objection   of  the 


per  cubic  yard.  Thirteen  temporary  ash  stations  were  built 
adjacent  to  surface  lines,  so  located  that  the  maximum  dump 
cart  haul  should  be  one  mile  and  the  average  haul  about 
three-fourths  of  a  mile.  From  these  stations  the  ashes  were 
conveyed  in  heavy  steel  buckets  on  flat  cars  to  outlying 
marsh  lands  and  there  used  as  fill,  the  company  receiving  a 
consideration  from  the  owners  of  these  marsh  lands. 

This   business   assumed   proportions  that  made   it  advis- 


Ash-Handling    by    the    Brooklyn    Rapid    Transit    Company— Interior      View   of   Receiving   Stati:n. 


beach  resorts  to  the  scow  dumping  plan  and  the  rapid  filling 
of  available  dumping  grounds  within  a  reasonable  distance 
from  collection  points,  made  it  necessary  for  the  city  to  begin 
to  seek  for  more  remote  dumping  places,  which  would  have 
involved  the  maintenance  of  a  large  additional  number  of 
Jiorses   and   carts,    with    the  attendant   risk   of   loss,   and   the 


able  to  erect  ash  stations  of  more  permanent  construction 
and  tln>  company  has  this  year  rebuilt  three  of  its  stations 
at  a  cost  of  about  $25,000  each.  One  is  located  at  the  corner 
of  Ralph  and  Atlantic  avenues,  Brooklyn,  one  in  Bergen  street 
and  the  third  in  Herkimer  street.  Engravings  from  i 
graphs    at    the    first     station    are    presented    herewith. 


262 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  8. 


1)  Hidings  are  of  simple  but  substantial  construction,  are  prac- 
tically fireproof  and  kept  as  clean  as  possible.  The  exterior 
is  of  pressed  brick,  the  cabin  without  being  assigned  to  the 
c  hecker  for  the  city  street  cleaning  department.  One  door 
is  [or  exit  and  the  other  for  entrance  for  the  carts,  which 
bach  on  the  paved  floor  within  and  discharge  into  the  heavy 
1  buckets.  These  buckets  are  then  conveyed  by  elec- 
tric traveling  crane  to  the  waiting  flat  cars  which  enter  the 
structure  through  the  low-lev.el  entrance  at  the  right. 

It  is  possible  to  handle  60  carts  an  hour  in  these  stations 
and  45  carts  have  been  handled  under  pressure  in  a  half 
hour.  Inasmuch  as  such  a  delivery  of  ashes  is  far  beyond 
the  necessities  or  facilities  of  the  street  cleaning  department, 
the  stations  are  probably  adequate  for  all  time.  The  flat 
cars  used  in  this  service  carry  four  heavy  steel  buckets,  each 
bucket  having  a  capacity  of  five  carts,  of  two  cubic  yards 
per  cart.  Each  carload  is  therefore  40  cubic  yards,  repre- 
senting an  income  of  $14  per  load.  The  American  Railway 
Traffic  Company  has  25  of  these  cars  in  service.  This  sub- 
sidiary company  owns  the  ash  stations  and  the  flat  cars  and 
hires  its  own  employes. 

In  the  matter  of  power  consumption,  the  burden  is  dis- 
tributed widely  over  the  surface  lines  and  not  more  than  20 
cars  are  receiving  current  at  one  time,  five  cars  at  least 
being  always  employed  in  receiving  ashes  or  depositing  them 
at  the  dumps.  The  company  is  now  taking  out  an  average  of 
125  carloads  every  24  hours,  the  cars  being  operated  as  far 
as  practicable  at  night.  At  the  dumps  the  equipment  for  un- 
loading consists  of  one  crane  and  three  A-frame  derricks  with 
booms. 


PHILADELPHIA    RAPID    TRANSIT    DIRECTORS    APPROVE 
MERCHANTS'    PLAN. 


John  B.  Parsons,  the  president  of  the  Philadelphia  Rapid 
Transit  Company,  has  sent  a  letter  to  Morris  B.  Clothier,  the 
president  of  the  Retail  Merchants'  Association,  announcing 
that  the  plan  submitted  by  that  association  for  the  solution 
of  the  traction  problem  will,  with  the  exception  of  a  few 
clauses,  be  unanimously  recommended  by  the  directors  of 
the  company  to  the  stockholders  for  adoption.  In  his  letter 
Mr.  Parsons  says: 

"If  your  plan  is  adopted,  it  will  prevent  for  all  time  any 
evils  which  may  come  from  over-capitalization  of  franchises 
granted  by  the  city,  and  if.  in  the  development  of  these  fran- 
chises, large  profits  accrue,  the  city  will  be  an  equal  sharer 
after  the  investor  has  received  a  legal  return  for  his  money. 

"Your  plau  will  restore  confidence  and  permit  the  rais- 
ing of  capital  on  fair  terms  for  much,  needed  improvements. 
A  feature  to  which  we  have  yielded  acquiescence  only  after 
considerable  doubt  as  to  its  fairness  and  feasibility  is  the 
sinking  fund  provision  with  respect  to  the  $30,000,000  of  cap- 
ital of  the  Rapid  Transit  company.  We  think  the  company 
is  making  a  most  liberal  concession  when  it  contracts  to  give 
up  at  the  end  of  50  years  for  actual  cost  franchises  which 
it  holds  in  perpetuity,  and  which,  it  believes,  will  then  be 
worth  many  times  the  cost  of  the  property. 

"To  add  the  condition  that  the  company  shall  set  aside, 
out  of  its  own  receipts,  the  money  to  provide  for  the  pur- 
chase, seems  to  us  unfair  to  both  parties — to  the  Rapid 
Transit  company  in  that  it  is  deprived  of  its  earnings,  and 
to  the  citizens  in  that  charges  are  placed  on  this  generation 
for  benefits  to  be  enjoyed  wholly  by  the  next.  Your  sugges- 
tion that  the  sinking  fund  feature  should  be  applied  to  all 
further  issues  of  securities  is.  in  our  opinion,  not  feasible 
and  will,  we  believe,  defeat  the  most  important  object  of 
your  whole  plan — the  attraction  of  large  amounts  of  capital 
A  sinking  fund  is  a  device  for  paying  for  all  improvements 
and  extensions  out  of  the  earnings,  and  if  the  burden  thus 
placed  upon  the  property  is  greater  than  it  can  stand,  its 
securities  will  not  be  attractive  and  money  cannot  be  raised 
on  them. 

"We  fully  believe  that  the  growth  of  the  city  will  require 
a  very  large  expenditure  of  new  capital  and  that  to  attempt 
to  work  out  at  this  time  the  details  of  the  manner  of  rais- 
ing it  might  defeat  the  very  end  you  have  In  view.  We  are 
content  to  leave  this  matter  in  the  hands  of  the  city  for 
future   adjustment    as   occasion    may   arise,   agreeing   on    our 


part  to  permit  no  new  issues  of  securities  or  increase  in  the 
fixed  charges  without   the  express  consent  of  the  city." 

Mr.  Parsons  has  also  sent  a  letter  to  Mahlon  N.  Kline, 
president  of  the  Trades  League,  which  submitted  a  plan  in 
opposition  to  the  merchants'  plan.  In  this  letter  Mr.  Par- 
sons points  out  that  the  suggestions  made  by  the  Trades 
League  are  applicable  not  to  the  Rapid  Transit  company,  but 
to  the  50  or  more  underlying  companies  which  make  up  the 
system.  These  companies,  Mr.  Parsons  says,  are  not  con- 
trolled by  the  Philadelphia  Rapid  Transit  Company,  "except 
as  lessees  and  upon  the  payment  of  fixed  rentals."     He  adds: 

"They  are  owned  by  other  stockholders,  numbering  all 
told  20.324,  of  whom  2.991  are  trustees,  executors  and  guar- 
dians. If  you  think  that  part  of  the  plan  which  proposes  the 
scaling  of  the  values  held  by  this  large  body  of  citizens  is 
legal  or  feasible,  you  will  have  to  address  your  demands  to 
the  companies  affected.  We.  as  a  contracting  party,  are 
bound  by  our  contract  and  neither  wish  nor  have  the  power 
to  evade  our  obligations. 

"We  cannot  give  away  the  property  of  our  underlying 
companies  because  it  does  not  belong  to  us,  but  with  respect 
to  our  own  property,  we  will  agree  to  give  the  city  the  right 
to  purchase  it  at  cost  at  the  end  of  50  years,  giving  the  city, 
in  the  meantime,  one-half  of  the  profits  of  operation  after 
paying  legal  interest  on  our  actual  investment,  and  further 
providing  out  of  the  earnings  a  sinking  fund  sufficient  to 
enable  the  city  to  pay  the  amount  now  invested  in  the  prop- 
erty. In  other  words,  we  are  giving  to  the  city  one-half  of 
the  profits  for  50  years  and  the  property  itself  at  the  end  of 
that  time. 

"The  granting  of  free  transfers  is  not  an  improvement 
in  the  service,  but  a  reduction  in  fare.  The  average  rate  of 
fare  in  Philadelphia  has  been  steadily  reduced.  In  1ST6  it 
was  7  cents  for  a  single  fare  and  9  cents  for  an  exchange 
ticket.  Xo  such  thing  as  a  free  transfer  was  known.  In 
1SS6  it  was  6  cents  for  a  single  fare  and  9  cents  for  an  ex- 
change ticket,  with  no  free  transfers.  In  1S98  it  was  5  cents 
for  a  single  fare  and  S  cents  for  an  exchange  ticket,  with 
no  transfers.  To-day  the  average  fare  received  for  each  rider 
is  3.68  cents,  and  12.81  per  cent  ride  on  free  transfers.  The 
average  length  of  run  of  our  cars  to-day  is  over  6%  miles,  so 
that  the  average  rate  of  fare  is  only  about  %  cent  per  mile. 

"On  the  other  side  of  the  ledger,  the  wages  paid  plat- 
form men  have  risen  as  follows:  18S6,  12  cents  per  hour; 
1896,  16  2-3  cents  per  hour:  and  1906.  21  cents  per  hour.  Cop- 
per, rails,  electrical  machinery,  labor  and  all  materials  and 
supplies  have  practically  doubled  in  cost  in  the  past  13 
years,  since  the  trolley  lines  were  installed." 

A  plan  which  will  embody  the  changes  considered  advis- 
able will  be  drawn  up  by  the  company.  Mr.  Parsons  advises 
that  before  it  is  too  late  some  determination  should  be 
reached  as  to  the  advisability  of  action  by  the  state  legisla- 
ture. 

The  Trades  League  has  replied  to  the  letter  of  Mr.  Par- 
sons. The  league  refuses  to  accept  the  suggestion  of  Mr. 
Parsons  that  its  street  railway  committee  confer  with  the 
merchants'  association.  As  the  league  could  not  favor  the 
merchants'  plan  its  officers  think  such  a  conference  would  be 
a  waste  of  time. 


Electric   Tramways   in   Japan. 


The  first  electric  tramway  built  in  Japan  was  a  line  eight 
miles  in  length  opened  in  Kyoto  in  1895.  Since  then  other 
cities  have  in  succession  constructed  electric  tramways  as 
convenient  means  of  communication  for  short  distances,  so 
that  there  are  now  18  electric  tramway  companies,  with  an 
aggregate  capital  of  nearly  twenty  million  dollars,  whose 
lines  already  opened  total  130  miles,  with  82  miles  in  addi- 
tion under  construction.  Most  of  the  railways,  however, 
have  been  built  recently,  and  do  not  yet  report  very  profi- 
table business.  That  the  profits  will  be  large,  however, 
is  clearly  shown  by  the  fact  that  the  electric  tramways  of 
Tokyo  already  pay  annual  dividends  of  not  less  than  10 
per  cent. 

The  milk-handling  business  of  the  Aurora  Elgin  &  Chi- 
cago Railway  has  increased  from  an  average  of  290  cans  per 
day  during  January.  1906.  to  an  average  of  425  cans  per  day 
during  the  same  month  of  this  year. 


February  23,  1907 


ELECTRIC     RAILWAY     REVIEW 


2S3 


WILL    PRESENT    FACTS    TO    LEGISLATURE. 


Representatives  of  about  sixty  electric  railway  companies 
of  Pennsylvania  met  at  Philadelphia  on  February  15  and 
formed  the  Temporary  Street  Railway  Association,  the  object 
of  which  is  to  present  facts  to  the  legislature  in  regard  to 
proposed  legislation  affecting  electric  railways,  particularly  a 
bill  to  increase  the  tax  rate  on  electric  railway  property  and 
another  authorizing  electric  railways  to  carry  freight.  Sub- 
committees have  been  appointed  to  consider  the  various  bills. 
It  is  stated  that  such  action  is  at  the  request  of  members  of 
the  legislature.  W.  E.  Harrington,  president  of  the  Pottsville 
L'nion  Traction  Company  and  manager  of  the  Eastern  Penn- 
sylvania Railways  Company,  who  has  been  elected  chairman 
of  the  association,  outlined  its  purpose  as  follows: 

"We  propose  to  present  facts  to  the  legislature  to  demon- 
strate conclusively  that  much  of  the  proposed  legislation  would 
not  only  be  detrimental  to  the  interests  of  the  many  electric 
roads  in  Pennsylvania,  but  wculd  work  hardship  to  the  gen- 
eral   public — especially    the    investing   public — as   well.      The 


increase  the  tax  on  capital  stock  from   Ave  to  ten  mills,  being  an 
increase    of    100    per   cent    on    that    Item,    would    also    work    an    in- 

-■-  of  from   IS   to  20  per  cent   in    taxation. 

"As  to  the  bill  enabling  local  municipalities  to  impose  tax  on 
all  real  and  personal  property  of  electric  railways  located  In  such 
municipalities,  the  passage  thereof  would  result  in  bankrupting  a 
large  portion  of  the  electric  railways  in  Pennsylvania.  The  an- 
nual gross  earnings  of  the  average  interurban  road  equal  about 
14   per  cent  of  the  actual  cost  of  building  and  e  pupping  the  same. 

"Therefore,  assuming  that  local  municipalities  could  assess  the 
property  of  railway  companies  at  the  cost  value  thereof  and  im- 
pose the  average  municipal  tax.  it  can  be  not  far  from  1  per  cent 
of  such  value,  and  in  some  instances  as  high  as  1%  to  2  per  cent. 
Tl  result  based  on  1  per  cent  average  tax  rate  would  be  the 
imposition  of  a  tax  on  such  railways  equal  t,,  slightly  over  i 
ent  of  the  gross  earnings." 


A    PLOW    CAR    FOR    STREET    SURFACING. 


The  novel  plow  car  shown  in  the  accompanying  illus- 
tration was  built  in  the  shops  of  the  Denver  City  Tramway 
Company.  This  car  is  found  to  save  a  large  amount  of  hand 
labor  when  it  is  desired  to  make  true  or  cut  down  the  sur- 
face of  a  dirt  street  between  or  adjacent  to  car  tracks.  The 
essential    parts   consist   of   a    row    of   cutting    points    which 


Denver    City    Tramway    Car    for    Street    Surfacing 


freight  trolley  bill  should  be  passed  by  all  means.  This  is  the 
only  state  in  the  east  which  now  prohibits  the  carrying  of 
freight  by  this  means,  and  it  is  high  time  that  the  interests  of 
the  shippers  are  looked  after  in  Pennsylvania,  as  well  as  else- 
where." 

Attorney  Hampton  L.  Carson  has  been  retained  to  ex- 
amine the  provisions  of  the  bills  and  to  assist  in  drafting  sub- 
stitutes for  some  of  the  provisions.  A  letter  has  been  pre- 
pared and  addressed  to  each  member  of  the  legislature  giving 
some  figures  showing  the  proportion  of  taxes  paid  to  earnings. 

The  letter  reads: 

"For-  the  fiscal  year  ending  June  30.  1905,  as  shown  by  the 
report  of  tl  reau  of  Railways,  Department  of  internal  Affairs, 

115  street  railway  companies  reported  to  the  bureau,  of  which  only 
llvldends. 

"The  reports  also  show  that   (i  I   "n   funded   and   other 

debt  for  the  same   year  amounted    to 

"Taxes  amounted   to   $1670.848.   while  dividends  paid    wei 
$705,798,    the    tax    being   a    little    more     than     one-half    the    interest 
charge  and  more  than  double  the  dividends  i 

"Eliminating   the   cities    of    the    first    class,    we    find    <•. 
tax    paid    by   the   remaining   companies   w 

of  tl.-  lings   from   "'..ration    before   deductinj  inter- 

est and  other  capital  charges,  and  was  about  one-half  the  divi- 
dends  paid,   this  change  in   ratio   to  dividend  ed  for 

I    thai    til-    two  of    the 

first  elas-  paid  no  dividends  .lining  thai  ddl 

mill    to    the    tax    on    i  ock.    loans    and    gross    - 

.  i.  an  feci  ■  on 

and    l.'iL.    ,  n    gross    earnings,    would    work 

taxai  of    from    18    to  i    il      'he    hill    I" 


loosen  the  dirt  in  the  street  so  that  it  can  readily  be 
shoveled  and  a  smooth  surface  obtained  for  macadamizing. 

As  may  be  seen  by  reference  to  the  engraving  the  plow- 
points  are  supported  by  an  iron  framework  hung  between 
the  trucks  on  the  underside  of  an  ordinary  flat  car.  The 
floor  structure  of  the  car  is  reinforced  by  wooden  trusses 
above  the  outside  sills. 

The  frame  holding  the  several  plow  points  is  pivoted  so 
that  when  in  operation  the  points  may  be  adjusted  with  a 
lever,  which  is  supported  above  the  car  floor.  By  varying 
the  height  of  the  lever  the  points  are  made  to  cut  the  sur- 
face of  the  street  to  any  desired  depth  from  1  to  4  or  5  inches. 
The  framework  holding  the  plowing  parts  is  also  supported 
on  transverse  guides  so  that  the  points  may  be  moved  at 
right  angles  to  the  car,  and  thus  dress  the  surface  of  the 
street  on  either  side  of  the  track  or  between  the  rails. 

In  operation  the  car  is  drawn  by  an  ordinary  motor- 
equlpped  work  car.  The  plow  car  is  loaded  with  scrap  iron 
so  that  the  points  will  take  a  firm  hold  in  a  solidly  packed 
street  surface. 


It    is   stated   that  the  Delaware   &   Hudson   Company  has 
undertaken   the  securing  of  accurate  data   on    which   to  base 
a    decision    as   to   the  advisibility   of   electrifying 
i  ween   Wilkesbarre  and  Carbondale,  Pa. 


264 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  8. 


PIPING    AND    POWER    STATION    SYSTEMS.— XXX. 


in    \v.    I.   MORRIS,    If,   I: 


Figure   251  -  (11  -13). 


The  screen  guides  are  made  of  east  iron  with  lims  to 
key  them  into  the  concrete.  The  screen  frames  are  made 
of  angle  irons  of  heavy  section.  Such  screens  should  be 
made  of  copper  wire,  not  of  brass,  as  brass  wire  will  not 
stand  the  sharp  bends  necessary  in  screens  of  fine  mesh. 
A  much  cheaper  screen  can  be  made  of  iron  wire,  but  the 
life  of  such  screens  is  so  short  that  there  is  no  economy 
in  their  use. 

It  will  be  seen  from  the  illustration  that  there  is  a  large 
settling  chamber  between  the  screen  compartment  and  the 
mouth  of  the  intake  to  permit   sand,  etc.,  to  settle.      It  will 

al  o  be  noted  that  the  height  of 
the  waterway  is  such  that  at  low 
water  there  is  a  space  of  three 
feet  between  the  surface  of  the 
water  and  the  top  of  the  intake. 
The  floor  space  over  the  settling 
chamber  is  necessary  for  the 
cleaning  of  screens.  Sufficient 
room  has  been  left  between 
the  tiers  of  screens  to  permit 
dropping  a  brush  or  rake  be- 
tween them  to  remove  leaves, 
etc.,  without  removing  the 
screen.  The  warm  water  discharge  from  the  condenser  is 
not  shown  in  these  illustrations.  It  consists  of  a  line  of  12- 
inch  pipe  extended  to  the  intake  and  carried  alongside  of  the 
intake  waterway  and  outside  of  the  screen-house,  discharging 
through  the  bank  retaining  wall  at  about  low-water  level. 

Spread  footings  were  not  required  for  this  screen-house 
as  the  foundation  rested  on  rock.  Had  the  bottom  been  of 
sand,  the  bottom  of  the  intake  foundation  would  have  been 
concrete  of  a  considerably  greater  thickness  and  possibly 
reinforced  with  iron  bars.  In  case  of  fine  sand,  which  is 
liable  to  wash,  the  footing  should  be 
protected  and  anchored  to  avoid  shift- 
ing in  case  of  freshets  or  floating  ice. 
Figure  251- (11-13)  shows  the  projected 
footing  loaded  with  heavy  stone  care- 
fully piled  around  the  screen-hpuse. 
The  footings  should  be  projected  in 
front  as  well  as  at  the  sides  and 
placed  sufficiently  low  that  they  can 
be  loaded  with  stone.  By  finishing  the 
banks  and  bottom  of  the  intake  in  this 
manner  much  less  difficulty  will  be 
experienced  from  sand,  etc.,  being 
washed  in. 

If  it  is  necessary  to  build  the  in- 
take house  near  an  old  dock,  fllled-in 
banks  or  similar  location  where  a 
firm  bottom  for  foundations  cannot 
be  secured,  it  may  be  found  advis- 
able to  use  piles  and  build  the 
top  of  the  piles  into  the  concrete 
as  shown  in  Figure  252- (  11-14).  The 
concrete  bottom  should  be  put  in  at 
the  same  time  as  the  walls  and  the 
concrete  around  the  piles,  thus  giving  a  footing  over  the 
entire  surface  as  well  as  on  the  piles.  To  further  increase 
the  stability  of  this  structure,  the  spread  footings  shown  in 
Figure  251  may  be  used,  but  this  necessitates  more  compli- 
cated forms  for  the  concrete.  The  forms  for  Figure  252 
can  be  placed  in  the  water  after  the  ground  has  been  re- 
moved around  the  piles  and  the  concrete  built  up  without 
pumping  the  water  out.  The  outside  forms  rest  on  the  bot- 
tom and  the  inside  forms  are  supported  on  the  piles.  Bet- 
ter concrete  work  can  be  made  in  this  way  than  by  pump- 


&. "« 


izze 


HIE 


o 


^W^m^lrM 


Figure  252-(l1-14). 


ing  the  water  from  the  center,  thus  causing  it  to  wash 
through   the   fresh   concrete. 

In  constructing  intake  waterways  there  should  be  no 
passage  between  the  water  supply  and  the  screen  chamber 
which  is  not  easily  accessible.  This  detail,  however,  is 
tn  < i tit  ntly  neglected  and  in  nearly  every  case  with- 
out good  reason.  A  water  conduit  from  the  center 
of  the  stream  to  the  screen-box  is  shown  by  the  full 
iines  in  Figure  253-(ll-15).  The  waterway  shown  at  A 
is  very  objectionable  as  it  is  sure  to  clog  and  cause 
trouble.  If  there  is  not  a  rapid  flow  at  the  intake  then  it 
is  advisable  to  place  the  screen  compartment  and  intake 
either  at  the  point  shown  dotted  in  the  center  of  the  water- 
way with  a  runway  leading  to  it  or  at  the  screen-box.  and 
cut  away  the  banks  so  that  the  water  will  flow  directly  into 
the  screen  compartment  as  shown  in  the  illustration.  If 
the  source  of  supply  is  a  stream  which  carries  leaves  and 
floating  debris,  the  screen-house  or  box  should  not  be  set 
into  the  banks  of  the  stream  unless  some  provision  is  made 
to  carry  off  the  floating  material.  The  most  desirable  loca- 
tion for  the  screen-house  is  to  place  it  so  that  the  front 
face  is  on  the  same  line  as  the  stream  and  not  recessed  in  the 
bank,  as  ice  and  logs  will  then  accumulate  in  the  entrance 
space.  Neither  should  the  screen-house  project  into  the 
stream  unless  it  is  well  protected,  as  it  is  liable  to  be  in- 
jured  in   times  of  flood   by   floating  ice  and  logs. 

Where  cooling  ponds  are  used  for  reducing  the  tempera- 
ture of  the  condensing  water,  a  screen-house  such  as  that 
shown  dotted  in  Figure  253-(H-15)  would  be  suitable,  as  it 
would   take   water  from  the  center  of  the   pond   where  it  is 


j|,','-'w"r'!*M.^  J- 

Figure  253-M1-15). 


deepest  and  coolest.  Little  difficulty  would  be  experienced 
from  leaves,  etc.  Many  installations  such  as  this  are  ope- 
rated without  an  intake  crib  or  screen,  the  opening  into  the 
crib  being  located  well   below  the  surface  of  the  water. 

There  are  many  suburban  power  stations  being  operated 
non-condensing  that  could  be  very  readily  operated  with  a 
cooling  pond  and  condenser.  Cooling  ponds  can  ordinarily 
be  constructed  for  about  one  dollar  per  boiler  horsepower, 
not  including  waterways,  etc.  This  would  make  the  cost 
of  a  1,000-horsepower  engine  plant  using  15  pounds  of  steam 
per  engine  horsepower,  about  ?500,  or  50  cents  per  engine 
horsepower  in  excess  of  that  where  a  natural  water  supply 
is  available. 

Cooling  towers  are  frequently  used  for  this  service,  but 
these  cost  at  least  $3.00  per  engine  horsepower,  including 
the  foundations,  fay-drive,  etc.  Not  only  are  they  more  ex- 
pensive to  install,  but  are  much  more  expensive  to  operate, 
owing  to  the  fact  that  the  circulating  water  must  be  elevated 
to  the  top  of  the  tower.  This  is  usually  about  30  feet,  and 
the  entire  head  is  lost  in  dripping  over  the  cooling  surfaces. 
To  this  loss  must  be  added  the  power  required  for  driving 
the  blast  fans  in  those  types  which  do  not  have  a  natural 
circulation  of  air.  Cooling  towers  generally  have  less  than 
one  square  foot  of  cooling  surface  per  pound  of  steam,  the 
average  cooling  surface  being  .7  square  foot  per  horsepower. 
Cooling  ponds  should  be  as  large  as  conditions  will  permit; 
not  that  smaller  ponds  would  not  be  sufficient  to  maintain 
the  desired  vacuum,  but  because  of  the  quantity  of  water 
which  must  be  circulated  if  the  temperature  is  high.  As 
an  increase  in  the  amount  of  circulating  water  increases 
the  amount  of  power  lost,  the  money  thus  wasted  would  more 


February  23.  1907 


ELECTRIC     RAILWAY     REVIEW 


2H5 


than  equal  the  interest  on  the  investment  for  a  pond  of 
larger  dimensions. 

This  is  illustrated  by  a  central  station  which  was  con- 
densing about  25.000  pounds  of  steam  per  hour  and  had  a 
pond,  the  cooling  surface  of  which  was  35,000  square  feet, 
or,  1.4  square  feet  of  pond  surface  per  pound  of  steam.  The 
difference  in  temperature  of  the  water  entering  and  leaving 
the  condenser  was  about  25  degrees,  thus  requiring  about  40 
pounds  of  circulating   water  per  pound  of  steam  condensed. 

By  increasing  the  cooling  surface  so  that  only  20  pounds 
of  cooling  water  is  required,  there  results  a  saving  of  not 
less  than  1  per  cent  of  the  power  which  the  engine  delivers. 
If  the  plant  runs  10  hours  a  day  this  will  amount  to  36.5 
horsepower  hours  per  year,  per  horsepower  of  the  engine, 
representing  a  yearly  saving  of  36%  cents  per  horsepower, 
or  12  per  cent  interest  on  $3.00  per  engine  horsepower  in- 
vested. This  would  be  sufficient  to  pay  the  interest  on  the 
cost  of  a  pond  having  7.8  square  feet  per  horsepower  of  the 
engine  capacity.  That  is,  however,  more  than  is  generally 
required  and  five  square  feet  of  surface  per  pound  of  steam 
condensed  is  sufficient  and  there  would  be  little  gained  by 
increasing  the  investment  for  a  larger  pond.  If  five  square 
feet  of  cooling  surface  is  provided  per  pound  of  steam,  a 
plant  having  1.000  horsepower  using  15  pounds  of  steam  per 
horsepower  per  hour  would  require  a  pond  having  an  area  of 
75,000  square  feet,  or  one  about  312  feet  in  diameter. 

There  are  very  few  cases  of  suburban  plants  where  suffi- 
cient ground  for  a  pond  cannot  be  obtained,  though  it  may 
be  necessary  to  locate  the  pond  a  considerable  distance  from 
the  plant. 

The  fact  that  a  plant  is  at  a  considerable  elevation  above 
the  water  supply,  whether  it  is  stream  or  cooling  pond,  does 


Figure  254-  (11-16). 

not  prevent  installing  a  condenser  plant  successfully.  An 
elevated  jet-condenser  is  admirably  suited  for  such  a  layout 
as  shown  in  Figure  254-(Il-16).  This  is,  in  many  respects, 
a  more  plausible  arrangement  than  to  run  the  exhaust  up 
to  the  condenser  bowl  located  at  a  higher  elevation.  The 
safest  arrangement  is  to  have  the  exhaust  drain  into  the 
condenser  as  shown  In  Figure  254-(Il-16),  but  the  conditions 
are  generally  such  that  it  cannot  be  so  arranged. 


The  most  serious  difficulty  to  be  overcome  in  such  in- 
stallations is  the  construction  of  the  intake,  discharge  and 
condenser  well.  This  will,  however,  depend  upon  the  con- 
dition of  the  soil  and  can  probably  be  accomplished  by  plac- 
ing the  waterway  in  trenches  until  the  depth  becomes  ex- 
cessive and  then  tunnel  the  remainder  of  the  distance  to 
the  well.  The  circulating  pump  and  heater  pump  would  be 
located  entirely  under  water  and  would  therefore  not  require 


Figure  255-(l1-17). 

stuffing  boxes  where  the  shaft  passes  through  the  case.  In 
fact  the  suction  may  be  taken  in  the  center  through  both 
the  top  and  the  bottom  of  the  impeller  case.  The  only  parts 
requiring  attention  would  be  the  shaft  journals,  and,  as  the 
shaft  exerts  such  a  slight  pressure  on  the  bearings  and 
would  generally  be  lubricated  with  grease,  the  care  required 
would  be  insignificant.  The  motors  would  be  placed  above 
the  engine-room  floor,  free  from  heat,  vapor,  etc.,  where  they 
could  readily  be  looked  after  by  the  operator. 

In  case  the  water  supply  is  below  a  high  steep  bluff,  the 
condenser  shaft  could  be  cut  in  the  face  of  the  bluff  and  the 
screen-house  built  in  the  cut  as  shown  in  Figure  255-(Il-17). 
A  rather  long  exhaust  main  would  then  be  necessary,  the 
only  objection,  however,  being  the  increased  cost  of  the  line. 
The  fact  that  the  exhaust  main  would  be  exposed  to  the  atmos- 
phere would  be  an  advantage  as  it  then  would  aid  in  con- 
densing the  steam.  The  expansion  and  contraction  could 
easily  be  cared  for  by  allowing  the  condenser  bowl  to  move 
freely  with  the  pipe,  the  tail-pipe  being  sufficiently  long,  so 
that  considerable  travel,  possibly  a  foot  or  more,  could  be 
taken  care  of.  The  water  to  the  heater  would,  in  this  case, 
require  being  well  insulated  to  prevent  freezing.  The  con- 
denser building  and  screen-house,  etc.,  should  be  built  of 
concrete  throughout,  the  walls  being  about  eight  inches  thick. 
A  reinforced  concrete  roof  and  a  metal  stairway  from  the 
ground  down  to  the  screen  and  motor-floor  level  should  be 
installed.  The  motors  in  this  installation  should  each  have 
a  switch  at  the  switchboard  and  each  motor  should  have  a 
separate  wattmeter  or  ammeter  so  that  any  variations  or 
unusual   conditions  can   be  detected  from   the  power  station. 

At  least  once  during  each  watch  the  engineer  on  duty 
should  make  a  careful  inspection  of  the  motors,  condenser, 
etc.  This  duty  would  in  no  way  be  a  hardship  upon  the  ope- 
rator and  with  this  amount  of  attention  no  trouble  should 
arise  because  of  the  motors  being  out  of  his  sight.  There  are 
many  motors  in  daily  use  which  may  be  only  a  few  feet 
from  the  operator,  but  are  so  situated  that  they  are  entirely 
oul  of  view  for  possibly  a  day  or  more  at  a  time. 

The  wires  from  the  station  to  the  condenser  tower  should 
be  carried  in  some  form  of  insulated  underground  conduit, 
thereby  avoiding  any  possibility  of  trouble  from  lightning, 
il  will  be  noted  that  the  power  house  shown  in  Figure  255 
may  be  located  at  a  considerable  height  above  the  condenser 
allowing  the  exhaust  pipe  to  run  down-hill  to  the  condenser. 


2<i6 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  8. 


This  distance  may  be  100  feet  or  more  in  which  case  this  is 
about  the  oniy  simple  and  practical  method  of  installing  a  con- 
denser  where   the   water   lies  so  far   below   the   power  plant. 

Another  method,  one  which  would  be  more  complex,  is  to 
locate  the  jet  condenser  or  surface  condenser  in  the  power 
house  in  the  usual  manner  and  raise  the  water  to  the  con- 
denser. The  fall  of  the  water  from  the  power  house  to  the 
level  of  the  source  of  supply  may  be  utilized  by  means  of  a 
Pelton  waterwheel  or  other  similar  device.  The  waterwheel, 
electric  motor  and  a  turbine  pump  for  raising  the  injection 
water  being  all  mounted  on  the  same  shaft,  the  motor  would 
only  have  to  supply  the  power  necessary  to  overcome  the 
trie  I  ion  in  the  pipes,  loss  of  head  in  the  condenser  and  the 
loss  due  to  the  inefficiency  of  the  pump  and  water  motor. 
Instead  of  running  the  exhaust  and  heater  supply  pipes  from 
the  power  station  to  the  condenser  house,  it  would  then  be 
necessary  to  run  the  circulating  water  line  from  the  source 
to  the  power  house. 

Whichever  plan  of  supplying  the  water  to  the  condenser 
is  employed,  the  water  used  for  condensing  should  not  be 
raised  to  a  high  elevation  and  the  available  head  thus  created 
be  allowed  to  waste.  For  instance,  a  surface  condenser  may 
be  placed,  say,  32  feet  above  the  surface  of  the  water  supply, 
and  if  all  the  joints  are  water  tight  no  loss  will  be  occasioned 
by  raising  the  water  to  this  elevation  and  allowing  the  dis- 
charge to  fall  from  this  height,  provided  that  the  entire  sec- 
tion of  the  pipe  from  the  pump  back  to  the  discharge  is  air- 
tight. The  power  required  to  raise  water  above  32  feet 
would  be  lost  or  wasted  in  this  case,  as  the  limit  of  height 
of  a  water  column  that  the  atmosphere  will  support  is  32 
feet.  To  utilize  any  additional  head,  some  device  such  as 
a  Pelton  wheel  or  turbine  waterwheel  would  be  necessary, 
as   previously   described. 

The  most  efficient  method  of  supplying  circulating  water 
would  be  to  run  the  exhaust  down  to  the  condenser  rather 
than  to  raise  water  more  than  32  feet  to  a  surface  condenser, 
or  any  amount  whatever  to  a  jet  condenser.  The  most  eco- 
nomical location  for  a  jet  condenser  of  the  elevated  type  is 
with  the  overflow  as  little  as  possible  above  the  surface  of 
the  water  supply  as  it  will  enable  the  condenser  to  discharge 
its  water.  This  condition  is  ordinarily  obtained  by  locating 
the  overflow  from  the  condenser  at  extreme  high-water  level, 
allowing  the  water  in  the  hot-well  to  raise  a  foot  or  so  during 

short   intervals. 

(To  be  Continued.) 


RECENT    ELECTRIC    RAILWAY    LEGAL    DECISIONS. 


BY    J.    J..    BOSENBEBGEB,    LL.    !i. 


Welfare  Work  of  the  Brooklyn   Rapid  Transit  Company. 


An  interesting  experiment  in  the  Brooklyn  Rapid  Transit 
Company  welfare  work  among  its  employes  at  the  large 
operating  points  is  about  to  be  inaugurated  at  East  New  York, 
where  the  company  is  building  an  employes'  restaurant,  to 
be  run  by  the  Employes'  Benefit  Association  on  a  profit-shar- 
ing basis.  The  restaurant  adjoins  the  clubhouse  on  Jamaica 
avenue,  and  its  dining-room,  adjacent  to  the  lounging  room 
of  the  clubhouse,  will  be  pleasant  and  sunny.  The  modern 
kitchen  is  within  easy  access.  The  place  will  be  open  night 
and  day  and  will  be  run  upon  strictly  temperance  lines, 
though  smoking  will  be  permitted. 

The  success  of  the  Brooklyn  Rapid  Transit  Company  in 
providing  for  its  employes  in  this  way  has  been  so  pronounced 
as  to  incur  the  criticism  of  keepers  of  saloons  that  formerly 
were  frequented  by  hundreds  of  the  company's  employes  and 
the  railroad  officials  are  well  satisfied  with  the  result.  The 
company  began  its  work  of  combating  the  tendency  of  the 
men  to  visit  the  saloons  and  dance  halls  by  establishing  a 
sandwich  and  coffee  stand  in  a  small  building  at  Culver  ter- 
minal. This  has  developed  into  a  place  where  men  can 
avail  themselves  of  a  varied  menu  at  reasonable  prices,  and 
the  restaurant  at  East  New  York  will  be  founded  on  the  ex- 
perience  at  Culver  Beach.  The  profit  idea  is  absolutely  elim- 
inated, and  the  food  is  better  and  more  reasonable  than  can 
lie  had  at  the  public  restaurant.  Several  of  the  Brooklyn 
Rapid  Transit's  newest  car  barns  have  been  designed  with  pro- 
vision for  luncheon  facilities  for  the  men,  and  if  the  idea 
proves  successful  at  East  New  York  it  will  undoubtedly  be 
rapidly  extended  lo  other  terminals. 


Defectively  Fastened  Grab-Ikon  oh  Tor  of  Cab. 
Mclsaac  v.  South  Jersey  Gas    Electric  &  Traction  Co.   (N.  J. 

Sup.),  64  Atl.  Rep.  976.   Nov.  14,  1906. 

Where  it  appeared,  on  the  plaintiff's  proofs,  that  the  grab- 
iron  upon  the  top  of  a  trolley  car,  which  the  plaintiff,  a  line 
or  repair  man,  was  required  to  use,  was  faultily  constructed, 
in  that  the  screws  which  held  it  were  too  small;  and  that  it 
was  also  defective,  in  that  wood  into  which  it  was  fastened 
was  rotten,  the  supreme  court  of  New  Jersey  holds  that  the 
court  could  not  nonsuit  the  plaintiff. 


Obligations  ok  Original  Statute  Apply  to  Extension-  Au- 
thorized by  Amendment — Doty  to  Keep  Space  Inside 
and  Outside  of  Rails  in  Good  Order  and  Repair  May 
Require  Laying  Granite  Block  Pavement. 
Mayor,  etc.,  of  City  of  New  York  v.  Harlem  Bridge  Morris- 
ania  &  Fordham  Railway  Co.  (N.  Y.),  78  N.  E.  Rep.  1072 
November  13,  1906. 

As  the  amendatory  statute  which  permitted  the  defend- 
ant to  construct  its  tracks  in  a  certain  street  contained  no 
provision  on  the  subject  of  repairs  or  repaving  it  was  argued 
that  it  was  exempt  as  to  such  extension  from  the  obliga- 
tions contained  in  the  provisions  of  the  original  act  upon 
that  subject.  But  the  court  of  appeals  of  New  York  does 
not  agree  with  this  contention.  It  thinks  it  very  clear  that 
when  the  defendant  was  authorized  to  construct  the  extension 
by  an  amendment  of  a  section  of  the  original  act  such 
extension  was  subject  to  the  obligations  contained  in  such 
original  act. 

Subsequently  the  municipal  authorities  entered  into  a 
contract  for  the  paving  of  the  street  with  granite  block 
pavement,  the  street  having  had  no  complete  or  actual  pave- 
ment, but  being  substantially  a  dirt  road.  The  court  holds 
that,  under  the  circumstances,  the  original  statute  referred 
to  requiring  the  company  to  keep  the  space  inside  and  out- 
side its  rails  "in  good  and  proper  order  and  repair,"  it  could 
be  required  by  the  city  to  lay  a  granite  block  pavement. 
The  question  of  what  shall  constitute  keeping  a  pave- 
ment in  the  tracks  of  a  railroad  company  in  good  order  and 
repair,  the  court  says,  is  to  be  determined  somewhat  at  least 
by  reference  to  existing  and  surrounding  conditions,  and  in 
the  court's  judgment  it  would  be  altogether  too  narrow  a 
view  to  hold  that  where  a  municipality  had  for  sufficient 
reason  decided  to  pave  a  street  with  asphalt  or  other  new- 
pavement  a  railroad  might  discharge  its  obligations  to  keep 
Its  part  of  the  street  in  good  order  and  repair  by  merely- 
patching  up  a  dirt  road  or  some  species  of  pavement  which 
had  become  antiquated  and  out  of  condition  and  which  was 
entirely  different  from  that  adopted  in  the  remainder  of  the 
street. 


Admissibility    in    Case   of    Collision    with    Hose  Wagon   of 

Ordinances  Giving  Such  Wagons  and  Cars  Respectiyely 

Right  of  Way. 
McBride   v.   Des   Moines   City  Railway   Co.    (la.),   109   N.   W. 

Rep.  618.     Nov.  13,  1906. 

This  action  was  to  recover  for  the  death  of  a  fireman 
caused  by  the  collision  of  a  hose  wagon  with  an  electric  car. 
Sections  of  two  city  ordinances  were  offered  in  evidence; 
one.  giving  fire  engines,  hose  carriages,  etc.,  the  right  of 
way  while  going  to  fires;  the  other,  giving  the  defendant's 
cars  the  right  of  way  over  teams  or  vehicles  in  the  street. 
The  supreme  court  of  Iowa  holds  that  the  first  was  properly 
admitted  in  evidence  as  bearing  on  the  question  of  the  duty 
of  the  motorman  to  assume  that  the  hose  wagon  would  not 
be  stopped  for  the  purpose  of  allowing  the  car  to  pass  by 
in  front  of  it,  but  that,  on  the  other  hand,  the  driver  of  the 
hose   wagon    would    proceed   on   the   theory   that   he  had   the 


February  23.  1907. 


ELECTRIC     RAILWAY     REVIEW 


2f57 


prior  right  at  the  crossing.  While  the  ordinance  did  not 
require  a  higher  degree  of  care  on  the  part  of  the  motor- 
man  with  reference  to  the  fireman  on  the  hose  wagon  than 
with  reference  to  any  other  person,  it  would  charge  the  motor- 
man  with  knowledge  of  a  fact  very  material  in  determining 
whether  he  exercised  the  care  required  under  the  circum- 
stances. But  the  section  of  the  ordinance  relating  to  the 
operation  of  the  defendant's  cars  and  giving  them  the  right 
of  way  as  to  teams  or  vehicles  on  the  street  was  properly 
rejected,  because  it  had  no  application  to  the  case  of  a 
hose  wagon  belonging  to  the  Are  department.  The  fire  de- 
partment ordinance  was  later  in  enactment  than  the  street 
car  ordinance,  and  its  provisions  would  control  as  to  the 
specific  subject  matter  referred  to  therein.  Besides,  the 
specific  provisions  of  the  ordinance  as  to  the  engines  and 
carriages  of  the  fire  department  constituted  exceptions  to  the 
general  provisions  relating  to  teams  and  vehicles,  as  the  pro- 
visions of  a  statute  or  ordinance  as  to  a  specific  subject  mat- 
ter will  prevail  over  general  provisions  which,  but  for  the 
specific  provision  on  the  same  subject,  would  have  covered 
the  subject  matter  of  the  latter. 


so  narrow  as  to  allow  its  cars  to  rub  or  bump  together  when 
passing  each  other,  as  the  plaintiff's  evidence  showed  they 
did,  the  presumption  was  that  the  tracks  were  negligently 
constructed  and  maintained,  and  the  jury  would  be  author- 
ized to  find  the  defendant  guilty  of  negligence  in  operating 
cars  over  said  tracks.  The  question  of  whether  or  not  the 
plaintiff  was  guilty  of  contributory  negligence  was  for  the 
jury  to  determine,  under  all  the  facts  and  circumstances  in 
evidence. 


Liability  for  Injury  to   Passenger  Extending  Arm   Oct  of 
Window   of    Electric   Car — Running     Cars     on     Tracks 
Close   Together — Contributory   Negligence. 
Interurban  Railway  &  Terminal  Co.  et  al.  v.  Hancock  (Ohio), 

TS  X.  E.  Rep.  964.  October  16,  1906. 
Smith  v.  St.  Louis  Transit  Co.  (Mo.  App.)  97  S.  W.  Rep.  21S. 
May  22,  1906.  Rehearing  denied  October  2.  1906. 
In  the  Ohio  case  the  supreme  court  of  Ohio  asks  whether, 
assuming  that  the  rule  respecting  the  conduct  of  a  passen- 
ger on  a  steam  car  is  to  forbid  his  extending  his  arm  out 
of  the  car  window  without  himself  assuming  the  risk  of 
injury,  there  should  be  a  different  rule  applied  to  a  passen- 
ger on  an  interurban  electric  car.  It  is  of  opinion  that  there 
should  not  be.  It  says  that  as  such  cars  are  now  operated 
throughout  the  country  they  run  at  a  rapid  rate.  Their  con- 
struction ordinarily,  if  not  necessarily,  involves  the  mainte- 
nance near  the  tracks  of  poles  and  barriers  of  various  kinds. 
Cars  running  in  opposite  directions,  as  well  on  switches  as 
where  there  is  a  double  track,  are  often  necessarily  run  near 
together.  There  is.  perhaps,  more  necessity  for  locating 
tracks  near  together  inside  of  municipalities  than  in  the 
open  country,  and  upon  narrow  streets  it  often  happens  that 
the  company  is  required  to  lay  the  rails  at  less  distance 
apart  than  they  would  prefer  to  place  them,  because  of 
crowded  conditions  and  the  requirements  of  the  municipal 
authorities.  To  say  that,  as  a  rule  of  law,  a  passenger  on 
such  a  car  may  be  heedlessly  negligent,  exposing  his  person 
to  needless  danger,  and  visit  the  consequences  on  the  inter- 
urban company  upon  showing  negligence  on  its  part,  appears 
to  this  court  to  be  without  reason.  Nor  is  it  supported  by 
authority.  On  the  contrary,  the  generally  recognized  rule 
is  that  the  passenger  cannot  cast  upon  the  carrier  responsi- 
bility for  an  event  which,  except  for  his  own  contributing 
negligence,  would  not  have  happened. 

The  supreme  court  of  Ohio  further  holds  that,  in  an 
action  against  an  interurban  electric  railway  company  for 
injury  to  a  passenger  by  reason  of  his  arm  being  struck  by 
a  car  passing  upon  an  adjoining  track,  it  was  not  error  for 
the  court  to  instruct  the  jury  that  if  they  found  that  there 
were  four  iron  bars  extending  horizontally  across  the  window 
of  the  car,  equally  distant  from  each  other,  the  top  one 
approximately  12  inches  from  the  window  sill,  and  that  the 
plaintiff  while  sitting  in  the  car  permitted  his  arm,  or  any 
part  thereof,  to  extend  or  project  out  beyond  or  over  the 
rods,  and  that  said  acl  directly  contributed  to  the  accident. 
the  plaintiff  would  be  guilty  of  contributory  negligence  and 
could   not   recover  damages. 

Bui  in  the  Missouri  case  the  St.  Louis  court  of  appeals 
holds   that   if  the  space   between   the   defendant's   tracks  was 


Car  and  Controller  Exactly  Like  Ones  in  Question  May  Be 
Inspected  By  Jury — Rule  Forbidding  Passengers  Stand- 
ing on  Front  Platform  Is  Reasonable  and  One  May  Be 
Ejected  for  Violating  It  Even  if  He  Cannot  Get  a 
Seat — Passenger  Has  No  Right  to  Ride  On  Any'  Par- 
ticular Car  When  Several  Offer  Same  Accommoda- 
tions. 
Dobbins  v.  Little  Rock  Railway  &  Electric  Co.  (Ark.),  95  S.  W. 
Rep.  794.    May  14,  1906. 

This  was  an  action  for  an  alleged  wrongful  ejection  from 
an  electric  car.  One  of  the  questions  involved  was  as  to 
whether  or  not  a  moving  of  the  controller  by  the  plaintiff  was 
accidental,  as  claimed  by  him,  or  intentional,  as  claimed  by 
the  defendant.  The  supreme  court  of  Arkansas  holds  that 
there  was  no  error  in  permitting  the  inspection  of  a  car  and 
the  controller  thereon  by  the  jury,  the  testimony  showing 
that  all  the  controllers  on  the  summer  cars  were  "built  ex- 
actly alike;"  that  the  "controllers  were  the  same — the  same 
mechanism."  It  says  that  the  court  adopted  the  best  method 
of  giving  the  jury  an  idea  of  the  working  of  the  controller. 
It  would  not  have  been  improper  to  have  had  the  controller 
itself,  or  one  "exactly  like  it,"  exhibited  before  the  jury,  and 
to  have  explained  to  them  the  effect  of  moving  same.  A 
fortiori  (by  a  stronger  reason)  it  was  not  improper  to 
have  such  a  controller  examined  on  the  car.  This  was  practi- 
cable, and  certainly  gave  the  jury  the  clearest  idea  obtain- 
able as  to  how  the  controller  could  be  moved  and  the  effect 
thereof  on  the  movement  of  the  car.  It  would  the  better  en- 
able the  jury  to  determine  a  pertinent  question  in  the  case, 
namely,  the  one  above  stated. 

The  supreme  court  also  approves,  as  a  correct  declara- 
tion of  law,  of  an  instruction  containing  the  statement:  "A 
regulation  forbidding  passengers  to  stand  upon  the  front  plat- 
form is  a  reasonable  and  proper  one.  It  is  the  duty  of  a 
passenger  who  is  standing  on  the  platform  to  go  inside  the 
car  when  requested  so  to  do  by  a  person  having  charge  of  the 
car,  and  if  there  is  standing  room  inside,  although  there  are 
no  vacant  seats;  and  if  a  passenger  refuses  to  comply  with 
such  request,  when  there  is  room  inside  the  car  which  can 
conveniently  be  reached,  the  servants  of  the  company  may 
lawfully  eject  him  from  the  car." 

Bat  if  there  were  several  of  the  defendant's  cars  stand- 
ing at  the  station  waiting  to  be  loaded  with  passengers  re- 
turning from  a  picnic,  and  while  so  waiting  the  plaintiff 
entered  one  of  the  cars,  became  involved  in  a  controversy 
with  the  conductor  thereof,  then,  without  having  paid  fare  on 
the  car,  voluntarily  left  it  to  go  upon  the  street  where  the 
conductor  was  standing  in  order  to  maintain  his  contention, 
when  the  conductor  informed  him  that  he  could  not  ride  on 
his  car,  directing  him  to  take  passage  on  another  car.  the 
court  holds  that  the  plaintiff  was  not  denied  the  right  to  rid< 
upon  the  defendant's  car,  and  was  not,  therefore,  ejected 
therefrom.  It  says  that  where  there  is  a  train  of  cars  tor 
passengers,  all  of  equal  and  sufficient  accommodation,  a  pas- 
sengcr  has  no  right  to  insist  upon  riding  upon  any  particular 
car.  The  disposal  of  passengers  upon  the  cars  (conforming 
with  statute  as  to  separate  races)  must  rest  with  the  com- 
pany,  and,  so  long  as  its  conduct  in  this  respect  is  not  arbi- 
trary,  capricious,  unreasonable,  and  discriminatory,  it  incurs 
no  liabilitj  to  a  passenger  who  refuses  to  conform  to  its  re- 
qulrements. 


2->8 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  8. 


News  of  the  Week 


Legislation   Affecting  Electric   Railways. 

Kansas. — A  bill  Introduced  bj  Representative  Gordon  of  Wyan- 
dotte provides  that  persons  for  whom  seats  in  streel  cars  can- 
not lie  found  may  ride  for  a  2-cent  fart-,  and  that  cars  must 
stop  for  passengers  unless  there  is  a  car  within  two  blocks  going' 
to   the  same  destination. 

Nebraska. — A  bill  to  allow  street  railway  companies  to  acquire 
and  own  interurban  railways  has  been  recommended  by  the  sen- 
ate in  committee  of  the  whole.  A  bill  has  been  introduced  to 
prohibit   street    or   other   railways    to   own    interurban    railways. 

New  York. — A  bill  has  been  introduced  in  the  state  legislature 
providing  for  the  abolition  of  grade  crossings  of  railroads  and 
electric  railroads.  A  bill  introduced  by  Assemblyman  Prisbie  of 
Schenectady  authorizes  the  governor  to  appoint  as  special  police 
officers   conductors   and   motormen   on   interurban   roads. 

Pennsylvania. — Several  bills  have  been  introduced  in  the  legis- 
lature to  increase  the  tax  rate  on  electric  railway  capital  stock 
and  physical  property. 

Texas. — The  house  committee  on  private  corporations  has  re- 
ported favorably  a  senate  bill  giving  to  interurban  railways  the 
right   of  eminent  domain. 

General    Harries   on    3-Cent    Fares. 

At  a  hearing  on  February  13  before  the  district  committee 
of  the  national  house  of  representatives  on  the  bill  introduced  by 
Representative  Madden  of  Illinois  providing  for  lower  street-car 
fares  and  universal  transfers  in  the  District  of  Columbia,  Gen. 
George  H.  Harries,  president  of  the  "Washington  Railway  &  Elec- 
tric   Company,    made    the   following   statements: 

"These  bills  providing  cheaper  fares  and  universal  transfers 
are  objectionable  from  every  standpoint.  That  is,  with  the  ex- 
ception of  the  standpoint  of  the  man  who  wants  something  for 
nothing.  The  street  car  companies  of  this  city  have  done  more 
in  the  way  of  giving  transfers  than  those  of  any  other  city  in  the 
country.  Indeed,  the  suggestion  of  universal  transfers  is  abso- 
lutely new,  for  there  never  has  been  a  case  where  one  company 
was  compelled  to  carry  passengers  of  another  company  free.  That 
the  transfers  would  be  reciprocal  does  not  disturb  the  fact  that 
passengers  would  have  to  be  carried  cheaper  by  both  of  the  com- 
panies exchanging  transfers.  I  am  satisfied  that  the  courts  would 
not   uphold   any   law   providing  for  reciprocal   transfers,   if  passed." 

Discussing  the  cost  of  construction.  General  Harries  said  that 
the  overhead  trolley  system  costs  $45,000  per  mile,  including  equip- 
ment, while  the  average  cost  of  construction  and  equipment  of 
the  underground  system  used  in  the  district  is  $132,000.  He 
argued  that  the  companies  would  not  be  able  to  carry  passengers 
for  less  than  the  present  fare. 

"A  3-cent  fare."  he  said,  "means  a  3-cent  service,  with  3- 
cent  cars  and  3-cent  employes.  The  committee  might  as  well  face 
that  proposition  right  now." 

Chicago   Traction    Developments. 

The  plans  for  the  reorganization  of  the  Chicago  Union  Trac- 
tion Company  and  its  subsidiary  companies  and  their  absorption 
by  the  new  Chicago  Railways  Company  are  being  formulated. 
The  reorganization  will  be  subject  to  the  acceptance  and  approval 
by  voters  of  the  ordinance.  According  to  the  terms  of  the  ordi- 
nance, the  reorganization  plan  must  be  approved  by  P.  S.  Gross- 
cup,  judge  of  the  United  States  circuit  court  at  Chicago,  and  Pro- 
fessor John    C.    Gray  of   Harvard   University. 

A  campaign  which  will  be  thorough  will  be  undertaken  to 
secure  a  favorable  vote  on  the  Chicago  railways  and  the  Chicago 
City  railway  ordinances  at  the  April  election. 

A  joint  committee  which  has  been  formed  representing  the 
Chicago  Commercial  Association  and  the  Chicago  Real  Estate 
Board  has  called  a  meeting  of  representatives  of  the  principal 
clubs  and  labor  organizations  in  the  city  for  February  26.  when  a 
central  non-partisan  citizens'  committee  will  be  formed  "to  con- 
duct a  campaign  of  education  as  to  what  these  ordinances  mean 
to  the  welfare  and  prosperity  of  the  public,  hoping  thereby  to 
secure  their  adoption  by  the  people." 

Owing  to  the  traction  issue  and  to  the  fact  that  the  mayor 
who  is  to  be  elected  will  be  chosen  for  four  years  instead  of  two 
years,  as  in  former  elections,  the  approaching  campaign  will  be  a 
vigorous  one.  Fred  A.  Busse,  the  postmaster  at  Chicago,  will  prob- 
ably be  the  Republican  candidate  for  mayor.  The  republican  plat- 
form will  urge   that  the  traction   ordinances  be  approved. 

The  board  of  election  commissioners  has  decided  to  reject  the 
emergency  referendum  petition,  which  contained  three  clauses — one 
providing  for  a  vote  on  the  question  of  accepting  the  ordinances, 
the  other  providing  for  rejection  of  the  ordinances  and  immediate 
municipal  ownership,  and  the  third  for  repeal  of  the  Sunday  blue 
law  of  1845.  In  announcing  their  decision  the  election  commis- 
sioners made   the  following  statement: 

"The  objection  which  has  been  raised  to  this  petition — that  of 
its  validity  because  it  contains  more  than  one  question  of  public 
policy — never  before  has  been  argued  before  this  board.  From  a 
careful  reading  of  the  statute  relating  to  questions  of  public  pol- 
icy we  find  nothing  that  warrants  more  than  one  question  being 
upon  one  and  the  same  petition,  but  we  do  find  some  things 
that  lead  us  to  believe  the  intention  of  the  legislature  was  that 
only  one  question  should  be  contained  in  a  single  petition." 

The  result  of  this  decision  is  that  voters  will  have  placed  be- 


fore them  the  one  issue  of  acceptance  or  rejection  of  the  ordi- 
nances which  was  embodied  in  the  public  policy  petition.  The 
legality  of  that  petition  has  not  been  questioned  before  the  board 
of  election  commissioners. 

Mr.   Shonts  on    New  York   Rapid   Transit. 

Mr.  Theodore  P.  Shonts,  who  on  March  4  next  will  assume  his 
duties  as  president  of  the  Interborough-Metropolitan  Company,  of 
New  York,  in  an  address  before  the  Iowa  Society  of  New  York 
on   February   15.   said  concerning  the  plans  of  that  company: 

"Two  problems  now  confront  us.  The  first,  and  the  one 
pressing  for  immediate  solution,  is  to  devise  ways  and  means, 
even  though  necessarily  oi  a  temporary  character,  which  will  give 
relief  from  the  aggravations  of  the  existing  congestion.  To  this 
problem  we  will  give  our  instant  and  best  attention. 

"The  second,  and  the  oroader  one.  is  to  prepare  plans  look- 
ing to  the  future  comprehensive  enough  to  provide  adequate  facil- 
ities for  the  next  50  years  of  the  city's  growth,  and  on  a  scale 
liberal  enough  to  give  it  better  transportation  than  is  furnished 
the  people  of  any  other  city  in  the  world. 

"This  plan  should  safeguard  the  rights  of  the  traveling  public, 
the  rights  of  the  city,  and  the  rights  of  the  stockholders  of  the 
transit  companies.  My  own  idea  is  that  the  people  and  the  share- 
holders should  be  partners  in  the  benefit  to  be  derived  from  the 
execution   of  such   a  plan. 

"I  am  convinced  that  the  construction  and  operation  of  a 
transportation  system  along  the  lines  herein  indicated  will  effect 
a  better  understanding  between  the  people  who  pay  the  fares,  the 
governmental  authorities,  and  the  shareholders — the  three  parties 
primarily  interested  in  the  best  solution  of  the  problem  before  us. 

"I  hope  within  a  reasonable  time  to  submit  to  the  proper 
authorities  for  a  full  and  fair  and  frank  discussion  a  proposition 
drawn  on  the  lines  I  have  indicated,  with  the  conviction  that  an 
agreement  will  be  reached  which  will  be  satisfactory  to  the 
municipal  authorities,  to  ourselves,  and  to  every  fair-minded  and 
thoughtful    citizen." 

Wreck   on   the    New   York    Central    Electrified    Line. 

On  February  16  the  White  Plains  and  Brewster  express  on 
the  New  York  and  Harlem  division  of  the  New  York  Central,  over 
which  trains  have  been  operated  regularly  by  electricity  since 
February  13,  was  wrecked  at  6:40  p.  m.  as  a  result  of  the  train 
leaving  the  rail  on  a  curve  of  three  degrees  and  five  minutes  at  Two 
Hundred  and  Fifth  street.  The  coaches  were  dragged  on  the  road- 
bed until  they  toppled  over  on  their  sides.  The  loss  of  life  was 
great,  the  persons  killed  now  numbering  21  and  the  injured  158. 
A  coroner's  jury  began  its  hearings  on  February  19  and  the  state 
railroad  commission  has  made  an  investigation.  From  the  evi- 
dence in  hand  it  appears  that  the  train  consisted  of  five  of  the 
company's  wooden  coaches,  drawn  by  two  96-ton  electric  locomo- 
tives, operated  by  multiple-unit  control  from  the  forward  cab.  The 
train  left  the  Grand  Central  station  on  schedule  time  at  6:13 
p.  m.  and  was  due  to  arrive  at  North  White  Plains  at  7:02,  a  dis- 
tance of  23.99  miles,   in  49  minutes. 

The  electric  power  is  used  from  the  Grand  Central  station  to 
Wakefield,  15.56  miles,  the  schedule  time  being  27  minutes.  The 
schedule  of  the  train  was  the  same  as  that  under  which  the  trains 
have  been  operated  by  steam  on  this  division  since  November  25 
last.  The  train  in  question  was  six  minutes  late  at  Mott  Haven 
Junction,  on  account  of  the  movement  of  other  trains  at  that 
point.  Between  Mott  Haven  and  the  scene  of  the  wreck  on  the 
curve  beyond  the  Bronx  Park,  are  two  towers  from  which  reports 
are  made,  one  at  Melrose  and  one  at  Bronx  Park.  These  stations 
are  2.98  miles  apart  and  the  schedule  speed  for  this  distance  is 
three  minutes,  or  about  57  miles  per  hour.  It  developed  that 
the  engines  are  not  equipped  with  any  speed-recording  device,  and 
that  although  the  motorman  had  a  watch,  he  had  not  consulted 
it  at  any  time  during  the  run.  The  speed  records  therefore  de- 
pend upon  the  reports  of  the  operators  at  Melrose  and  Bronx  Park, 
but  it  was  explained  by  Ira  A.  McCormick,  general  superintendent 
electrical  division,  that  because  the  operators  do  not  take  account 
of  any  time  less  than  a  minute,  the  speed  could  not  be  accurately 
determined;  he  stated  that  the  train  was  due  to  arrive  at  the 
Bronx  Park  station  at  6:38.  but  he  could  not  tell  exactly  when  it 
did  arrive  there. 

The  scene  of  the  wreck  was  between  Fordham  and  Williams 
Bridge,  which  are  1.6S  miles  apart,  the  schedule  time  being  two 
minutes.  The  Bronx  Park  station  lies'  between  Fordham  and  Wil- 
liams Bridge,  and  at  Bronx  Park  there  is  a  crossing  of  tracks, 
making  it  necessary  for  motormen  to  shut  off  power  and  slow 
down.  It  was  shown,  therefore,  that  the  maintenance  of  the  reg- 
ular schedule  might  require  a  greater  speed  than  shown  in  the 
schedule  between  Bronx  Park  station  and  Williams  Bridge  in  or- 
der to  overcome  the  delay  at  the  Bronx  track  crossing.  In  the 
opinion  of  F.  E.  Williamson,  assistant  superintendent  of  the  Har- 
lem division,  who  it  happened  was  riding  in  the  cab  with  E.  R. 
Rogers,  the  motorman,  scheduled  speed  was  not  being  maintained 
prior  to  the  disaster. 

As  the  train  was  passing  under  the  north  end  of  Woodlawn 
bridge  the  motorman  felt  a  jar  or  jerk,  which  seemed  to  come 
from  one  of  the  coaches,  but  it  was  not  sufficient  to  cause  him 
to  shut  off  the  power.  A  moment  later  he  saw  a  bright  flash  of 
light  and  then  shut  off  the  power  quickly  and  applied  the  brakes. 
He  then  knew  that  the  train  had  left  the  rails. 

From  an  examination  of  the  track  made  by  R.  S.  Bailliet. 
engineer  maintenance  of  way  of  the  Harlem  division,  it  appeared 
that  the  pressure  on  the  outer  rail  displaced  a  section  of  the  rail, 
at  a  point  just  above  Woodlawn  Bridge.  This  was  five  inches 
out  of  place  on  the  northern  end  and  about  one  inch  out  of  line 
on  the  southern  end.  On  the  west  side  of  the  outer  rail  all  the 
spikes   but  one  were  sheared  off  clean.     The  rail  on  this  division 


February 


1907. 


ELECTRIC     RAILWAY     REVIEW 


269 


Is  100-pound  section  and  the  elevation  of  .the  outer  rail  at  this 
curve   is   4H   inches. 

As  to  the  use  of  two  locomotives  it  was  explained  that  on 
the  right  side  of  one  of  the  locomotives  assigned  to  that  run  two 
of  the  four  underrunning  contact  shoes  were  broken.  Another 
engine  had  two  contact  shoes  missing  on  the  opposite  side  .and  it 
was  decided  to  work  the  two  engines  together  under  multiple- 
unit  control,  it  being  necessary  to  have  shoes  on  both  sides  to 
obtain  contact  at  switches,  where  the  third  rail  is  on  the  side  of 
the  track  opposite  that  on  which  most  of  the  third  rail  is  in- 
stalled. After  the  accident  it  appeared  that  all  of  the  shoes  on 
the  right  side  of  the  first  engine  were  torn  off  and  one  of  the 
rear  two  on  the  left  side  was  also  torn  off.  On  the  second  engine 
all  the  shoes  on  both  sides  were  torn  off. 

When  the  accident  occurred  a  break  in  the  third  rail  caused 
the  current  to  be  shut  off  from  the  section  and  no  serious  Are 
broke  out.  Immediately  after  the  accident  the  motorman  sent 
his  helper  ahead  with  a  flag  while  he  ran  to  a  telephone  and 
notified  the  power  house,  so  that  the  entire  current  was  shut  off 
shortly  after  the  disaster.  From  the  examination  of  the  two 
locomotives  the  state  railroad  commissioners  concluded  that  these 
left  the  track  first  and  that  the  cars  followed,  and  not  that  the 
last  car  left  the  track  and  pulled  the  others  after  it,  as  was  at 
first  reported.  It  was  found  that  on  the  forward  engine  both 
wheels  of  the  rear  truck  were  on  the  track  and  that  on  the  sec- 
ond engine  the  wheels  of  the  fore  truck  were  on  the  track  and  all 
the  other  wheels  were  off.  An  examination  of  the  five  cars  by 
the  commission  showed  that  they  were  not  nearly  so  much  dam- 
aged as  the  result  of  the  wreck  in  loss  of  life  would  appear  to 
Indicate.  Only  two  of  them  were  in  extremely  bad  condition, 
having  their  seats  twisted  and  demolished  and  their  windows 
broken,  but  even  these  were  not  crushed  so  that  they  cannot  be 
quite  readily  repaired.  The  other  cars  were  in  a  better  condition. 
One  of  them  had  only  two  windows  broken  and  the  seats  in  two 
of  them  were  not  disarranged. 

Rapid   Transit   Affairs   in    New  York. 

Because  of  objections  by  the  Interborough  Company  to  some  of 
the  clauses  in  the  form  of  contract  which  has  been  drawn  for  the 
new  Lexington  avenue  subway  the  rapid  transit  commission  was 
unable  at  its  meeting  on  Thursday.  February  14.  to  adopt  the  con- 
tract and  specifications.  The  commission  postponed  action  for  a 
week.  One  of  the  objections  was  to  the  clause  permitting  the  com- 
mission to  order  changes  to  be  made  in  the  rolling  stock  and  to 
supervise  generally  the  operating  of  the  trains  in  the  new  subway. 
It  was  asserted  that  this  provision  would  really  give  the  right  to 
the  city  to  operate  the  tunnel  without  regard  to  any  rights  of  the 
lessee,  and  it  was  suggested  that  it  should  be  left  to  the  courts 
to  decide  if  changes  ordered  by  the  commission  were  reasonable 
or  not.  Another  suggestion  was  that  the  contractor  should  pay 
rental  only  for  the  parts  of  the  tunnel  actually  under  operation. 
George  L.  Rives,  counsel  for  the  commission,  advised  that,  in- 
stead of  allowing  the  contractor  to  pay  a  rental  on  a  basis  of 
trackage  in  operation,  pending  the  final  completion  of  the  sub- 
way, the  contractor  should  pay  rental  on  the  amounts  of  all  bonds 
which  had  then  been  issued  for  the  city.  Corporation  Counsel 
Ellison  desired  that  the  contract  shall  contain  a  stipulation  that 
none  but  United  States  citizens  shall  be  employed  by  the  con- 
tractor and  that  preference  shall  be  given  to  citizens  of  New  York 
over   those   of  other  states   in  employing  men. 

Before  taking  up  the  new  contract  the  board  voted  to  dis- 
regard the  protests  of  the  Broadway  and  Fifth  avenue  merchants 
against  building  the  Broadway  section  of  the  tunnel  near  the  sur- 
face by  the  "cut  and  cover"  method.  The  commission  also  de- 
cided to  retain  in  the  specifications  the  alternate  route  which  per- 
mits a  subway  under  Lexington  avenue  north  of  Forty-second 
stre.-t  only,  by  means  of  a  spur  connecting  this  subway  with  the 
present  tunnel  at  Forty-second  street.  At  the  hearing  the  pre- 
vious week  residents  of  Harlem  and  The  Bronx  urged  the  com- 
mission to  eliminate  the  spur  from  its  plans  so  that  only  bids  for 
an  independent  subway  running  from  the  Harlem  river  to  the 
Battery  could  be  received. 

The  board  granted  permission  to  the  Pennsylvania  Railroad  to 
build  parts  of  its  tunnels  under  Thirty-second  and  Thirty-third 
streets  from  Madison  to  Seventh  avenues  by  means  of  the  open 
excavation.  The  property  owners  have  withdrawn  objections  to 
the  opening  of  the  streets. 

The  form  of  contract  for  the  building  of  the  subway  loop  to 
join  the  terminals  of  the  Williamsburg  and  Brooklyn  bridges  has 
been  drafted.  A  public  hearing  will  be  held  upon  it  on  February 
28.  It  is  provided  that  the  loop  must  be  finished  within  21  months 
and   the  use  of  the  "cut  and  cover"  method  is  permitted. 

The  board  granted  a  franchise  to  the  New  York  Connecting 
Railroad,  which  is  to  connect  the  Pennsylvania  and  the  New  York 
New  Haven  &  Hartford,  for  freight  transfer  purposes,  crossing 
by  a  bridge  over  Hellgate.  The  contract  permits  the  substitution 
of  electricity  for  steam  after  three  years. 

B.  P.  Bryan,  vice-president  of  the  Rapid  Transit  Subway 
Construction  Company,  which  built  the  present  subway,  has  writ- 
ten to  the  commission  an  intimation  that  the  company  will  shortly 
send  in  a  bill  amounting  to  approximately  $5,000,000  for  extra 
work  in  connection  with  the  subway  contract.  The  principal 
items  arc  for  the  ventilating  system,  conduits  for  wiring  about  six 
miles  of  additional  track,  and  the  lengthening  of  the  station 
platforms. 


Ontario  Railway  Board  Orders  Street  Railroads  to  Use  Fend- 
ers.— After  an  investigation  and  experiments  by  its  representative 
experts,  the  Ontario  railway  board' has  ordered  the  street  railroad 
In  Toronto  to  equip  all  Its  car-  with  the  Jenkins  automatic  fender, 


which    it   asserts    is   the    most   satisfactory   and    reliable     fender     it 
has  experimented  with. 

Ask  for  Lower  Fares. — The  Grand  Rapids  (Mich.)  city  coun- 
cil has  "passed  a  resolution  requesting  the  Grand  Rapids  Railway 
Company  to  sell  six  tickets  for  a  quarter;  also  seven  tickets  for  a 
quarter   to   be   used  before   8   a.    m.    and   between  5   and   6:30   p.   m. 

American  Institute  of  Electrical  Engineers  in  Its  New  Home. 
— The  American  Institute  of  Electrical  Engineers,  which  has  been 
located  at  95  Liberty  street,  has  moved  to  its  new  quarters  in  the 
new  Engineers'  building,  at  No.  33  West  Twenty-ninth  street,  New 
York. 

Southwestern  Electrical  &  Gas  Association. — President  H  S. 
Cooper,  Galveston.  Tex.,  announces  that  the  executive  committee 
has  decided  to  hold  the  next  annual  convention  of  the  association 
at  San  Antonio.  Tex.,  on  May  14.  15  and  16.  The  details  have  not 
yet  been  arranged. 

Cincinnati  Cars  Being  Equipped  with  Vestibules. — The  Cincin- 
nati Traction  Company  is  equipping  its  cars  with  an  enclosed  and 
heated  vestibule  for  the  comfort  of  the  motormen.  in  compliance 
with  a  law  for  the  violation  of  which  several  of  the  company's 
officials  were  recently  indicted. 

Petition  for  Reduced  Fare. — State  Senator  Henry  Lockney,  of 
Waukesha.  Wis.,  has  filed  with  the  Wisconsin  railroad  commis- 
sion a  petition  for  a  lower  fare  from  Milwaukee  to  Waukesha,  on 
the  cars  of  the  Milwaukee  Electric  Railway  &  Light  Company. 
The  round-trip  rate  is  now  50  cents. 

Combination  Reported. — A  merger  involving  "all  the  traction 
lines  in  the  eastern  part  of  Indiana  and  the  southwestern  part 
of  Ohio"  is  said  to  be  under  way.  According  to  the  report  the 
promoters  plan  to  include  not  only  the  traction  companies  in  the 
large  cities  in  the  territory  involved,  but  also  the  interurban  lines. 

Philadelphia  Elevated  Inspected  by  Invited  Guests. — On  Febru- 
ary 17  a  party  of  officials  and  invited  guests  inspected  the  ter- 
minals and  track  of  the  Market  Street  Elevated  road.  A  motor 
train  took  the  party  over  the  entire  road.  Though  the  officials 
state  the  road  is  entirely  ready  for  immediate  operation,  no  def- 
inite date  of  opening  to  the  public  has  been  announced. 

Low  Fares  in  District  of  Columbia. — The  national  house  of 
representatives  on  February  11  in  committee  of  the  whole  ap- 
proved by  a  vote  of  80  to  55  an  amendment  requiring  all  street 
railways  in  the  District  of  Columbia  to  issue  eight  tickets  for  25 
cents  and  to  adopt  a  4-cent  cash  fare.  Subsequently  when  the 
committee  had  reported  to  the  house,  the  amendment  was  de- 
feated by  a  vote  of  54  to  61.  The  subject  was  introduced  by 
Representative  James  of  Kentucky,  who  offered  it  as  an  amendment 
to  a  bill  permitting  the  Baltimore  &  Washington  Transit  Company 
to  enter  the  District.  The  entire  matter  was  postponed  for  two 
weeks. 

Device  to  Stop  Runaway  Cars. — The  New  Jersey  &  Hudson 
River  Railway  has  adopted  an  unusual  stopping  device  for  the 
steep  places  on  the  Palisades  along  the  Hudson.  The  cars  de- 
scend the  cliffs  in  a  zigzag  course  at  an  average  grade  of  7  per 
cent.  In  the  event  of  a  car  running  away  a  siding  track,  with 
the  switch  point  always  in  direct  connection  with  the  main  track, 
serves  to  draw  off  the  car.  The  rails  of  this  siding  are  always 
buried  in  sand.  The  friction  between  the  sand  and  the  wheels, 
of  course,  brings  the  runaway  at  once  to  a  stop.  On  each  side  of 
the  switch  rail  is  built  a  trough,  which  holds  the  sand.  The  rail 
is  covered  to  a  depth  of  2%  inches.  Numerous  tests  have  proved 
the  efficiency  of  the  apparatus.  The  device  should  be  of  value  in 
saving   property   and    lives. 

Accountants'  Association  Question  Box. — Elmer  M.  White,  sec- 
retary of  the  American  Street  and  Interurban  Railway  Account- 
ants' Association,  in  the  association  circular  No.  45  announces 
that  the  executive  committee  has  decided  to  continue  the  "Ques- 
tion Box."  believing  that  it  can  be  made  of  very  great  service  to 
the  members,  but  has  decided  to  try  a  different  course  from  that 
previously  used.     The  following  is  the  plan  adopted  for  this   year: 

1 — All  questions  are  to  be  edited  before  being  submitted  to  the 
members. 

2 — All  answers  are  to  be  edited  before  being  printed  and  sent 
out  to   the   members. 

3 — Only  such  questions  and  answers  as  are  of  general  interest, 
or  upon  which  additional  information  is  desired,  are  to  be  taken 
up  in   the   convention. 

Transfers  Good  in  Two  Directions. — The  appellate  term  of  the 
supreme  court  of  New  York  on  February  13  by  a  vote  of  two  to 
one  decided,  in  a  suit  brought  by  P.  C.  Kelly  against  the  New 
York  City  Railway  that,  after  riding  in  one  direction  after  pay- 
ment of  fare,  a  passenger  is  entitled  to  a  transfer  carrying  him  to 
his  destination,  even  though  it  be  on  a  car  going  in  the  opposite 
direction.  Two  of  the  justices  held  that  the  law  requires  the 
company  to  give  a  passenger  a  transfer,  when  he  has  paid  five 
I  nis.  from  the  place  of  embarkation  to  his  destination,  and  that 
the  company  is  not  justified  in  refusing  a  transfer  to  a  passenger 
desiring  to  continue  his  journey  to  the  point  of  destination  on  a 
line  not  running  In  the  same  longitudinal  direction.  The  pre- 
vailing opinion  sustains  the  proposition  that  the  law  requires  the 
company  to  furnish  to  a  passenger  a  continuous  trip  between  any 
two  points  for  one  fare.  Kelly  sued  In  the  municipal  court  for 
$50  damages  and,  when  that  court  decided  for  the  companv 
appealed  to  the  appellate  term.  On  account  ,  of  the  dissenting 
opinion  of  Justice  MacLean  the  company  will  be  allowed  to  appeal 
to  the  court  of  appeals.  In  his  dissenting  opinion  Justice  Mac- 
i  hi  says:  "The  phrase  'continuous  trip'  or  'continuous  passage.' 
made    familiar   by   all    railroad    tickets,    not   excursions.    Is   too   well 


270 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  8. 


understood  to  be  distorted  Into  an  endless  Journey,  to  and  fro, 
around  arid  around,  the  livelong  day  or  night  or  both,  as  some 
might  be  fain  to  make  out,  because  of  having  home  housings  too 
hot  or  too  cold,  01   because  of  having  no  housings  at  all." 

Western  Railway  Club.— A  regular  monthly  meeting  Of  this 
organization  was  held  in  the  Auditorium  Hotel  on  Tuesday  eve- 
ning. February  19,  1907  Mr.  James  Lyman,  manager  of  the  engi- 
neering  department  ol  the  General  Blectrie  Company,  presented 
an  Interesting  paper  on  "The  Anatomy  ot  a  Railway  Motor  and 
Control  Equipment"  which  he  Illustrated  by  a  number  of  experi- 
ments and  numerous  lantern  slides.  Some  of  the  latter  were  of 
especial  interest  as  they  showed  the  progress  which  is  being  mad.' 
on  the  work  at  the  Now  York  Central  terminal.  Some  of  the 
Other  slides  presented  showed  views  of  the  "(i.E.-6non"  locomo- 
tive on  its  trial  trips,  as  well  as  sections  and  views  taken  in  the 
shop  during  construction.  This  is  the  type -of  locomotive  use'd  by 
the    X.-w    York    Central. 

Right  to  Handle  Freight  in  Terre  Haute.— Tin-  city  of  Terre 
Haute.  Ind..  has  appealed  from  the  decision  of  Judge  Fortune 
rendeied  on  February  S.  1907.  in  the  case  of  the  city  against  the 
Terre  Haute  Ti  action  &  Light  Company,  in  which  Judge  Fortune 
found  for  the  defendant  company.  The  case  arose  because  the 
traction  company  used  Wabash  avenue  for  the  transportation  of 
freight,  which  it  is  claimed  by  the  city  is  against  the  provisions 
.  f  The  company's  franchis  •.  Judge  Fortune's  decision  is  based 
upon  the  fact  that  the  traction  company  paid  the  city  (78,000  and 
also  made  improvements  to  the  extent  of  $500,000,  and  further  a 
liberal  consideration  for  its  franchise,  which  permits  it  "to  take, 
transfer  and  convey  persons  and  property  for  hire  and  lolls."  The 
court's  opinion  of  these  clauses  is  that  freight  may  rightfully  be 
considered   property. 

Surprise  Tests  on  Lake  Shore  Electric  Railway. — General  Man- 
ager F.  J.  Stout  of  the  Lake  Shore  Electric  Railway  has  stated 
that  surprise  tests  made  on  his  road  to  ascertain  if  the  train 
crews  were  observing  rules  in  regard  to  crossings  have  shown  re- 
markable faithfulness  on  the  part  of  the  men.  Mr.'  Stout  sai'd: 
"Although  similar  tests  have  been  made  at  other  crossings  on  our 
line,  a  majority  of  the  hundred  and  more  secret  tests  that  have 
been  made  by  our  officials  during  the  past  two  years  have  been 
made  at  what  is  known  as  Elyria  waterworks  crossing,  just  west 
of  Lorain,  where  a  Nickel  Plate  switch  crosses  our  main  line. 
Although  an  engine  crosses  our  track  at  this  switch  but  once  or 
twice  a  month,  and  a  white  light  is  displayed  almost  constantly 
there  every  night,  not  once  have  the  officials  been  able  to  catch 
a  ear  crew  running  across  without  first  stopping  and  the  con- 
ductor going  ahead  to  see  if  the  track  is  clear.  Our  rules  con- 
cerning crossings  aie  very  strict,  and  we  have  yet  to  learn  of  any 
employe   violating    them." 

Service  Investigation  in  Milwaukee. — The  Wisconsin  railway 
commission  has  begun  its  investigation  of  the  case  of  the  city  of 
Milwaukee  against  the  Milwaukee  Electric  Railway  ,v-  Light  and 
Ihe  Milwaukee  Light  Heat  &  Traction  companies.  John  I.  Beggs. 
president  and  general  manager  of  the  company,  has  thus  far 
teen  the  only  witness  on  the  stand,  his  testimony  touching  on  the 
complaints  made  regarding  the  Howell  avenue  line  service.  The 
examination  of  Mr.  Beggs  is  being  conducted  by  John  Barnes  of 
Rhinelander,  chairman  of  the  commission.  It  is  the  intention  of 
the  commission  to  take  up  the  charges  of  overcrowding  of  cars, 
poor  passenger  service  and  the  eventual  reduction  in  the  rates. 
Mr.  Beggs  also  defended  the  companies  in  regard  to  the  7^-cent 
fare  from  Milwaukee  to  Wauwatosa,  claiming  that  under  the 
conditions  of  the  franchises  the  companies  could  charge  10  cents, 
and  only  make  the  7^4-cent  fare  as  an  accommodation  to  com- 
muters. The  people  have  been  asking  the  commission  to  compel 
the    companies    to    make    a    straight    5-cent    fare. 

Committee  on  Interurban  Accounts. — Secretary  Elmer  M.  White 
of  the  American  Street  and  Interurban  Railway  Accountants'  As- 
sociation, has  issued  a  circular  letter  announcing  the  appointment 
by  President  C.  L.  S.  Tingley  of  a  committee  supplemental  to 
the  committee  on  Standard  Classifications  of  Accounts  of  the 
association.  This  committee,  as  previously  announced  by  the 
Electric  Railway  Review,  consists  of  the  following  members: 
William  H.  Forse.  Jr..  assistant  treasurer  Indiana  Union  Traction 
Company.  Anderson.  Ind.  (Chairman);  A.  B.  Bierck.  auditor  Long 
Island  Electric  Companies.  263  Fifth  avenue.  New  York:  A.  C. 
Henry,  auditor  Lake  Shore  Railway  Company,  Norwalk.  O.  The 
purpose  of  the  supplemental  committee  is  to  formulate  a  classi- 
fication of  accounts  suitable  for  the  use  of  interurban  electric 
railways.  The  committee  is  desirous  of  securing  an  expression 
from  each  member  and  suggestions,  gleaned  front  past  experience, 
that  will  enable  them  to  provide  a  classification  which  will  meet 
the  requirements  of  interurban  construction  and  operation.  To 
this  end  members  of  the  association  are  requested  to  forward  im- 
mi  diately  to  Mr.  Forse  replies,  together  with  any  criticisms  or 
suggestions,  to  the  following  questions,  with  respect  to  construc- 
tion  as  well  as  operating  accounts: 

Do  you  use  the  standard  system  of  electric  railway  accounting 
approved  by   this  association? 

In  what  respect  do  you   modify  same,   if  at   all? 

Do  you  think  it  advisable  to  add  new  accounts  and  what  ones 
do  you   recommei  d 

Do  you  recommend  any  change  in  the  position  of  accounts 
under  the  general    headings? 

Do    you    use   subsidiary  accounts? 

Have  you  made  anv  use  of  the  classification  prescribed  by  the 
Interstate   Commerce    Commissfon    for   the   use   of   steam   railways? 

What   is  your  Interurban  mileage? 


Construction  News 


FRANCHISES. 


Cleveland,  O. — Application  for  a  franchise  through  Warren 
county  has  been  made  by  the  Cleveland  &  Sharon  Electric  Rail- 
way Company  through  its  president*  F.  B.  Morgan  of  Cleveland, 
and  its  attorney,  F.  C.  Wlllard.  It  is  stated  that  the  right  of 
way  will  follow  practically  the  same  route  from  Mlddlefield  to 
Brookfie'.d  on  the  outskirts  of  Sharon.  Pa.,  as  was  granted  to  the 
Cleveland  &  Sharon  Traction  Company  five  years  ago.  The  road 
will  be  constructed  on  private  right  of  way  nine-tenths  of  the 
way  and  from  Middlefield  to  Cleveland  it  is  said  an  entirely  new 
line  will  be  built.  Several  bridges  will  be  built;  one  over  the- 
Gran'd  river  in  Bloomfield.  a  long  trestle  over  the  Mosquito  Creek 
valley  near  Kenilworth  and  two  bridges  over  the  Pymatuning 
liver  at  Kinsman  and  Orangeville.  It  is  stated  that  the  Eldenbel' 
Construction  Company  of  New  Y'ork.  which  has  the  contract  for 
the  construction  and  equipment  of  the  road,  will  increase  its  capi- 
tal from  $2  500.000  to  (3,000,000  in  order  to  care  for  the  additional 
expense   of   erecting   these    bridges. 

Columbus,  Ind. — The  city  council  has  granted  the  Indianapolis 
Columbus  &  Southern  Traction  Company  a  franchise  on  Madison 
avenue  for  the  extension  to  Seymour.  Md.,  now  under  construction. 

Defiance,  O — The  bid  of  the  Indiana  Columbus  &  Eastern 
Traction  Company  for  a  franchise  in  Defiance  has  been  submitted 
to  the  finance  committee.  The  bid  was  accompanied  by  a  $5,09') 
check  as  a  guarantee  that  the  line  will  be  built.  It  is  stated  that 
the  work  of  electrifying  the  old  Columbus  &  Lake  Michigan  stea  r\ 
road  will  be  started  early  in  the  spring.  The  extension  to  Belle- 
fontaine  is  now  under  way  and  it  is  stated  that  plans  for  a  pas- 
senger station  at  Defiance  are  being  considered. 

Elyria,  O. — The  Cleveland  &  Southwestern  Traction  Company^ 
has  applied  for  a  25-year  franchise  to  lay  additional  tracks  over 
the  loop  line  east  of  the  river  and  north  of  the  Lake  Shore  & 
Michigan  Southern  Railroad:  also  for  the  extension  of  the  existing 
franchises  of  the  company  to  a  period  co-existent  with  the  limit 
of  the  new  franchise. 

Los  Ange  es,  Cal. — The  city  council  has  granted  three  fran- 
chises in  connection  with  the  proposed  new  subway:  two  to  the 
Los  Angeles-Pacific  Railway  Company  for  a  double-track  line  and' 
grade  in  Flower  and  Hill  streets  and  Vermont  avenue;  the  other 
to  the  Los  Angeles  Railway  Company  for  an  extension  of  its 
Monta   Vista  line  to  Eagle  Rock. 

Marion,  Ind. — The  Marion  &  Logansport  Traction  Company 
has  received  a  franchise  from  the  board  of  county  commissioners 
for  the  operation  of  its  line  in  Grant  county. 

Murphysboro,  Ml — The  Southern  Illinois  Transit  Company, 
which  proposes  to  build  an  interurban  line  connecting  Carbondale, 
Murphysboro,  Carterville,  Herrin,  Johnson  City  and  other  points 
in  southern  Illinois,  has  been  granted  a  20-year  franchise  in  Mur- 
physboro. The  company'  must  begin  construction  within  90  days; 
must  have  the  road  completed  from  the  courthouse  to  Carbondale- 
within  one  year;  at  least  $5,0'J0  must  be  spent  on  construction  be- 
tween   Murphysboro    and    Carbondale   by   July   1.    1907. 

Nicholasville,  Ky. — The  Central  Kentucky  Traction  Company 
has  been  granted  a  franchise  to  build  an  interurban  line  from 
Lexington  to  Nicholasville.  Construction  work  is  to  be  begun 
within   18  months  and  the   road  completed  within  three  years. 

Norwalk,  O. — The  Cleveland  &  Indianapolis  Interurban  Rail- 
way, which  proposes  to  build  an  electric  line  between  Cleveland. 
O.,  and  Indianapolis,  Ind.,  has  applied  for  a  franchise  on  certain 
streets  of  the  city  through  C.  F.  Jackson  of  Norwalk  and  J.  Y 
Todd  of  Toledo.   O. 

Prosser,  Wash. — A  franchise  has  been  granted  to  the  Prosser 
Traction  Company  to  build  1%  miles  of  road  northwest  of  Prosser 
to  connect  with  the  North  Coast  Railroad;  also  to  the  Columbia 
river  on  the  south  to  connect  with  a  road  from  Priest  Rapids 
which  will   be  built  by  the  Hanford   Irrigation  Company. 

Vina,  Cal. — The  Northern  Electric  Company.  Chico.  Cal..  has 
applied  for  a  franchise  to  build  an  electric  line  the  entire  length  of 
Railroad  avenue.  The  line  will  carry  passengers,  freight,  mail 
and  express  and  will  parallel  the  Southern  Pacific  for  a  part  of 
the  way. 

Vincennes,  Ind. — An  ordinance  renewing  the  franchise  of  the 
Vlncennes  Washington  &  Eastern  Traction  Company  has  just 
been  passed.  The  line  will  enter  the  city  at  the  north  end  of  Sixth 
street,  south  on  Sixth  to  Hart,  north  on  Hart  to  Second  and  south 
on  Third  to  Willow  street.  The  interurban  portion  of  the  road' 
will  be  built  from  Vincennes  eastward  through  Frichton.  Wheat- 
land. Montgomery  and  Loogootee.  It  is  stated  that  assurances 
have  been  given  that  the  work  of  building  the  line  will  be  started 
as  early  in  the  spring  as  weather  will  permit.  W.  H.  Schott  of 
Chicago   is   interested. 

Waco,  Tex. — A  franchise  has  been  granted  to  the  Buckeye 
Transit  Company  to  build  an  electric  line  from  the  city  limits  to 
city  Hall  square,  two  miles.  Tins  is  part  of  an  interurban  line 
which  will  connect  Waco,  Morresville,  Marlin  and  Temple.  Tex., 
about  50  miles. 

Wir.terset,  la. — The  Des  Moines  Winterset  &  Creston  Electric 
Railway  Company  at  a  special  election  held  for  the  purpose  on 
Febrvary    12    was   g-anted   a    franchise  for  the  operation  of  its  line 


February  23,  1907. 


ELECTRIC     RAILWAY     REVIEW 


271 


in  Winterset.  It  is  stated  that  the  American  Electric  Railroad. 
which  is  projecting  a  line  from  Council  Bluffs  east  through  Win- 
terset, will  also  ask  for  a  franchise  with  the  promise  to  begin 
construction   work   in   the   spring. 

Weatherford,  Tex. — Col.  G.  M.  Bowie  of  this  city,  representing 
New  York  capitalists,  has  been  granted  a  franchise  for  an  electric 
line  in  Weatherford  which  must  be  completed  and  in  operation  by 
February  1,   190S. 


RECENT    INCORPORATIONS. 


Corpus  Christi  Street  Railway. — This  company  has  been  or- 
ganized to  build  a  street  railway  in  Corpus  Christi,  from  the  Alta 
Vista  to  the  San  Antonio  &  Aransas  I-ass  depot.  Capital  stock 
$25,000.  Directors:  W.  G.  Blake.  G.  R.  Scott,  G.  W.  Grimm,  A.  E. 
Born  and  E.   B.   Cole. 

Reading  Afterthought  &  Northeastern  Railway. — Incorporated 
in  Iowa  witli  a  capital  stock  of  $150,000,  with  headquarters  at 
Cedar  Rapids.       Incorporators.    C.    E.  Henderson  and   others. 

Seattle-Chelan-Spokane  Railway. — Incorporated  in  Washington 
to  build  an  electric  railway.  Capital  stock.  $17,000,000.  Trustees, 
Charles  M.  Meeker  and  G.  L.  Stevens,  50  Broadway.  New  York; 
Mark  F.  Mendenhall  and  John  W.  Fry.  Spokane;  P.  P.  Carroll. 
Francis  M.  I'arroll,  Charles  &  Barron,  C.  M.  Cochran,  Elliot  Col- 
burn,  and  E.  Wright,  Snohomish.  Wash.;  E.  E.  Congidon,  Butte, 
Mont.       Offices   at    Spokane.    Snohomish    and    New   York   City. 

Toledo  &  Columbus  Railway. — This  company,  which  was  in- 
corporated in  1905,  has  filed  amended  articles  of  incorporation 
with  the  secretary  of  state  at  Columbus  for  the  purpose  of  build- 
ing and  operating  a  railroad  with  electricity  or  other  motive 
power  with   terminals   at   Toledo  and   Columbus. 

Toronto,  Can. — The  Toronto  Elevated  Railway  Company, 
which  proposes  to  build  and  operate  elevated  railways  in  and  ad- 
jacent to  Toronto,  has  applied  for  a  charter.  M.  J.  Adams. 
J.  H.  McKnight.  S.  R.  Wickson  and  J.  M.  Sinclair,  all  of  Toronto, 
are    interested. 


TRACK    AND    ROADWAY. 


com- 
of  the 

Cain- 
Park 
corner 
State 
under 
Grove 


Boston  Elevated  Railway. — The  Massachusetts  railroad 
mission  has  authorized  the  route  of  the  proposed  extension 
Boston  subway  system  from  the  Park  street  station  to  the 
bridge  bridge  over  the  Charles  river.  Beginning  at  the 
street  station  the  subway  is  to  pass  under  the  northwest 
of  the  Common,  under  Beacon  street,  under  a  corner  of  the 
House  grounds,  passing  by  the  left  of  the  State  House  and 
Joy,  Mt.  Vernon,  Pinekney.  Myrtle,  Revere,  West  Cedar  and 
streets  at  an  angle. 

Capital  Circuit  Traction  Company. — This  company,  which  in- 
tends to  build  a  belt  traction  line  around  the  city  of  Indianapolis, 
announces  that  the  work  of  surveying  has  been  completed  and 
that  woik  is  now  progressing  satisfactorily  on  the  profile  maps. 
It  further  is  announced  that  50-year  franchises  have  been  ob- 
tained through  five  towns  and  the  seven  county  seats  through 
which  the  road  is  to  operate — Noblesville,  Lebanon,  Danville. 
Martinsville,   Franklin,  Greenfield  and  Shelbyville. 

Chicago  &  Milwaukee  Electric  Railway. — 'Plans  have  been  sub- 
mitted to  and  approved  by  the  Milwaukee  board  of  public  works 
for  the  company's  lines  in  Milwaukee,  on  Grove  and  Scott  streets 
and  First  avenue,  and  it  is  stated  that  construction  work  will  be- 
gin  at  an  early  date. 

Chicago  Lake  Shore  &  South  Bend  Railway. — The  Illinois  Cen- 
tral Railroad  is  now  building  under  the  charter  of  the  Kensington 
&  Eastern  Railway  a  line  from  Kensington,  111.,  southeasterly  to 
Hammond  and  Gary,  Ind.,  which  will  connect  at  Hammond  with 
the  line  of  the  Chicago  Lake  Shore  &  South  Bend,  now  being  built 
from  South  Bend,  and  on  which  16  miles  of  track  has  been  laid,  from 
South  Bend  to  New  Carlisle.  The  Kensington  &  Eastern  will  be 
double  track  and  the  electric  road  will  use  one  track  from  Ham- 
mond to  Kensington.  At  the  latter  point  five  acres  of  land  have 
been  purchased  for  terminal  purposes.  .].  B.  Hanna  of  Cleveland 
is  president. 

Cleveland  Alliance  «.  Mahoning  Valley  Railway. — J.  W.  Hol- 
comb,  Cleveland,  O.,  writes  that  this  company  proposes  to  build 
an  electric  railway  from  Cleveland  to  Ravenna  and  Alliance.  O., 
witli  a  branch  from  Ravenna  to  Warren,  a  total  of  SO  miles. 
Twenty  miles  of  steam  railroad  track,  from  Ravenna  to  Newton 
Falls,  has  been  purchased  from  the  Baltimore  &  Ohio  and  will 
be  electrified.  David  Morison,  Cleveland,  O.  president;  B.  M. 
Frink.  Salem,  O.,  chief  engineer;  F.  E.  Townsend  treasurer;  C.  E. 
Morley,  secretary.  Headquarters,  31P-11  Electric  building,  Cleve- 
land,   O. 

Burley,     Idaho The    commissioners    of    Cassia    county.     Idaho, 

.       granted  a  charter  to  W.    D.   Kettyon,   Paul  R    Kartzke,  J.  C. 

icigers,    I,   <;.   Hale  and  T.   B.    Lee   to  build  a  line  of  railway  from 
"Mli    hank   of  the    Snake   river   at    Burley  to  Oakley,    25    mil's 

The  cost  of  building  and   equipping   the   mad   is  estimated   at   $100. 
ind   the  bi  heme  Is  to  be  financed   by   Idaho  capital. 

Dallas  Consolidated  Electric  Railway.  The  double  t  racking 
■  .I  the  Haskell  avenue  line  haa  been  completed,  Work  Is  to  start 
at  once  on  the  double  tracking  of  the  South  Helt  line  and  others. 
E.   T.    Moore,    general   superintendent,   Dallas,   Tex. 

Enid  City  Railway.  -C.  II.  Bosler,  president,  Enid.  Okla.. 
writes  thai  construction  Is  now  in  progress  on  a  city  line  for 
Enid,   -ix    miles   long     which    It    to  completed   and    in   open bj 


May  1.  1907.  The  overhead"  construction  is  of  the  span-wire  type. 
Direct  current  will  be  tsed.  Power  is  to  be  purchased.  Con- 
struction is  in  progress  on  a  car  barn  and  repair  shop  to  be  erected 
complete  by  May  1.  The  construction  is  being  done  by  the  com- 
pany under  the  direction  of  Mr.  Bosler,  who  is  also  president  of 
the  Lebanon  &  Franklin  Traction  Company,  Dayton.  O.,  and  of 
the  Tulsa  Street  Railway,  Tulsa,  I.  T.  J.  R.  Yarbrough  of  Enid 
is  chief  engineer. 

Ft.  Wayne  &  South  Bend  Railway. — A  contract  has  been  let 
to  the  Indiana  &  Illinois  Construction  Company  for  the  construc- 
tion of  this  road  from  Ft.  Wayne  to  South  Bend,  Ind..  for  which, 
it  is  stated,  most  of  the  right  of  way  has  been  secured.  The  con- 
struction company,  of  which  Gen.  A.  B.  Nettleton  of  Chicago 
is  president,  was  organized  for  the  purpose  of  building  this  road. 
The  road  will  be  built  on  a  private  right  of  way,  as  far  as  pos- 
sible, and  it  is  intended  to  handle  freight.  G.  A.  Wulkup  of 
Chicago,    president. 

Halifax  &  Suburban  Electric  Company. — A  company  has  been 
organized  in  Halifax.  N.  S..  with  this  title  for  the  purpose  of  con- 
structing an  electric  railway,  from  Halifax  through  Rockingham. 
Bedford  and  Sackville  to  Waverley,  N.  S.  The  company,  it  is 
stated,  has  secured  the  charter  of  the  Bedford  Electric  Company, 
which  was  incorporated  by  the  Nova  Scotia  legislature  in  1903, 
with  power  to  construct  an  electric  railway  within  the  territory 
named.  The  promoter  is  H.  E.  Harding,  of  St.  John,  N.  B.,  who 
is  said  to  have  interested  United  States  capital  in  the  project,  and 
the  Halifax  directors  of  the  company  are  G.  E,  Boak,  ex-Mayor 
K  efe  and  W.   Chisholm. 

Helena  <£.  Butte  Electric  Railway. — It  is  stated  that  $240,000 
has  been  subscribed  for  the  purpose  of  building  an  electric  rail- 
way from  Helena  to  Butte.  Mont.,  and  that  a  company  will  be 
incorporated    under   the    above   name   in    a   few   days. 

Illinois  Traction  Company. — The  work  of  surveying  the  line 
from  Springfield  to  Jacksonville,  111.,  which  is  to  be  built  this 
year,  has  been  commenced.  A  belt  line  around  the  city  of 
Springfield  is  also  being  surveyed.  It  is  stated  that  the  construc- 
tion work  this  year  will  be  done  by  the  company  and  not  by 
contractors,  as  heretofore. 

Indianapolis  &  Louisville  Traction  Company. — John  E.  Gree- 
ley of  Jeffersonville.  Ind.,  first  vice-president,  has  announced 
that  by  July  1  cars  may  be  run  frbm  Indianapolis,  Ind.,  to  Lou- 
isville. Ky.  The  Indianapolis  Columbus  &  Southern  Traction 
Company  is  completing  the  section  between  Columbus  and  Sey- 
mour. The  Indianapolis  &  Louisville  is  building  from  Seymour 
to  Sellersburg  and  has  completed  tracklaying  from  Seymour  to 
Scottsburg.  The  Louisville  &  Southern  Indiana  Traction  Com- 
pany is  completing  the  section  between  Sellersburg  and  Louisville. 
Mr.  Greeley  said  that  cars  would  be  in  operation  between  In- 
dianapolis and  Scottsburg  by  May  1.  John  C.  C.  Mayo,  of 
Paintsville,    Ky.,    is   president. 

Ithaca  <£.  Seneca  Falls  Interurban  Railroad. — An  official  re- 
port from  J.  N.  Hammond,  secretary,  Seneca  Falls,  N.  Y..  states 
that  this  company,  recently  incorporated,  proposes  to  build  an  elec- 
tric railway  from  Ithaca  to  Seneca  Falls.  N.  Y..  43  miles,  the 
route  for  which  has  been  surveyed.  Contracts  are  to  be  let  for 
the  entire  construction  and  equipment.  Jacob  Rothschild.  Ithaca, 
N.    Y..    is  president;   F.   M.   Bush  of  Ithaca  is   treasurer.' 

Kentucky  Central  Traction  Railroad. — G.  J.  Lampton  of  Louis- 
ville, Ky.,  is  promoting  an  electric  railway  from  Bowling  Green 
to  Louisville,  and  it  is  stated  that  a  company  with  the  above  title 
will  be  incorporated  at  an  early  date  and  the  building  of  the  first 
section,  from  EHzabethtown  to  West  Point,  commenced.  As  soon 
as  this  line  is  completed  it  is  planned  to  build  from  Elizabethtown 
to    Bowling    Green. 

Kokomo    Marion   &   Western    Traction   Company It   is   reported 

that  this  company  has  decided  to  begin  work  at  once  on  an 
extension  from  Kokomo,  through  Russiaville,  Forest,  Michigan- 
town,  Frankfort  and  Crawfordsville  to  Terre  Haute,  Ind.  T.  C. 
McReynolds,    manager.    Kokomo,    Ind. 

Lewiston  &  Southeastern  Electric  Railway.— Contracts  have 
been  let  to  Schofiel'd  &  Co.  of  Philadelphia  for  building  this  com- 
pany's proposed  line  from  Lewiston,  Idaho,  south  via  Westlake  to 
Grangeville.  with  a  branch  from  Westlake  east  to  Ho  and  thence 
south  to  Nezperce,  a  total  of  135  miles.  Considerable  grading  has 
been  done.     W.  P.  Wood,  chief  engineer,   Lewiston,  Idaho. 

Lynchburg  Traction  &  Light  Company — We  are  officially  ad- 
vised that  there  is  no  foundation  for  the  report  that  this  company 
proposi  s    to    build    an    extension    from    Lynchburg.    Va.,    to    a    con- 

t  ion    with   the  Tidewater  Railway  at   Claytor's  Ford   bridge,  and 

that   it   is   not  at  this   time  interested   in   any  such   project. 

Mansfield  Southern  Traction  Company. — Vice-President  Thomas 
W.  I  atham  of  Cleveland  stated  recently  that  this  company,  which 
proposes  to  build  from  Mansfield  to  Mt.  Vernon,  O.,  has  expended 
>,20.»oo  in  surveys  aid  securing  right  of  way,  and  that  construc- 
tion   will  begin  al   an  eaily  date. 

Mesaba  Traction  Company.     We  are  officially  advised  that  this 
company    proposes    to   build    an    electric   railway    from   Biwabik    to 
Ribbing,   Minn      10  miles    via   McKinley,  Sparta,   Eveleth,   Virginia 
Mt,   iron.   Buhl  and   chisholm.     Surveying   is   In    progress   from   Mt. 

Iron   to    Hlbblng     ix   miles,   with    LO   miles,   :is   far  as   Sparta     c 

pleted  Grading  is  to  begin  June  I.  and  contracts  are  to  be  lei 
in  April,  i'  B  Myers  of  Biwabik  Is  president;  T.  McGilvlnj  Du 
loth,   chief   ei  «iu'  it. 

Missoula.    Mont. — it   is   reported   that    «'     A     .Ink ways   of   Oval 


272 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  8. 


Mont.,   is  promoting  an   electric    railway   from   Great   Falls   to  Mis- 
soula,  via   Lincoln,  Ovanda  and  Bonner. 

Mineral  Wells,  Tex. — Surveys  have  been  made  for  a  line  from 
Mineral  Wells  to  Lakewood  Park,  under  the  direction  of  Cicero 
Smith    and    E.    E.    Dismuke. 

National  City  &  Otay  Railroad.— This  company,  which  ope- 
rates a  steam  mad.  is  equipping:  about  10  miles  of  its  line  between 
San  Diego  and  Chula  Vista,  Cal.,  for  electrical  operation.  11.  N 
Savage,  of  National  City,  Cal..  chief  engineer. 

Nauvoo,  III. — C.  W.  Lucas  is  promoting  an  electric  railway  from 
Nauvoo  to  Carthage  and  Hamilton,  Hancock  county.  111. 

New  York  Auburn  &  Lansing  Railroad. — The  Auburn  Con- 
struction Company  of  Auburn.  N.  Y..  lues  completed  the  grading 
on  this  line  from  Auburn  via  Fleming,  ScipiO,  Venice.  Genoa  and 
Lansing  to  Ithaca.  N.  Y..  35  miles.  Track  has  been  laid  from 
Auburn   to   Genoa.   20  miles. 

Northern  Texas  Traction  Company. — The  second  survey  for 
the  route  of  the  interurban  railway  between  Ft.  Worth  and 
Cleburne,  Tex.,  which  is  to  be  built  by  Stone  &  Webster  of  Bos- 
ton, has  been  commenced  and  it  is  stated  that  construction  work 
will  begin  in  a  short  time.  H.  T.  Edgar,  manager.  Ft.  Worth. 
Tex. 

Northwestern  Elevated  Railroad  (Chicago) — The  work  on  the 
Ravenswood  extension  is  progressing  so  rapidly  that  it  is  stated 
the  line  should  be  ready  for  operation  by  May  1.  All  of  the 
structural  steel  is  in  place,  the  four  miles  having  been  completed 
in  a  little  more  than  a  year.  Rails  have  been  laid  from  a  junc- 
tion with  the  main  line  at  Clark  street  to  the  western  terminus 
at  Kimball  avenue,  northeast  of  Irving  Park.  The  station  walls 
are   up  and   most  of   the  buildings  are  roofed. 

Omaha  &  Council  Bluffs  Street  Railway. — It  is  reported  that 
this  company  has  ordered  1.300  tons  of  rails  to  be  used  in  various 
extensions,  including  several  city  lines,  a  line  to  the  School  for 
the  Deaf,  and  possibly  a  line  from  Plattsmouth  to  Ft.  Crook.  W. 
A.    Smith,    general    manager,    Omaha,    Neb. 

Omaha  Lincoln  &  Beatrice  Railway. — E.  C.  Hurd.  chief  engi- 
neer. Lincoln.  Neb.,  writes  that  this  company's  line  from  Omaha 
to  Lincoln,  Neb..  56  miles,  should  be  finished  this  year.  It  is  now 
in  operation  between  Lincoln  and  Bethany  Heights.  6  miles.  The 
route  includes  Papillion.  Springfield,  Ashland.  Greenwood.  Wa- 
verly.  Bethany  Heights,  University  Place  and  Lincoln.  Grading  is 
completed  from  South  Omaha  to  Sarpy  City,  3  miles,  and  grading 
on  the  remainder  of  the  line  will  begin  in  March.  Harvey 
Musser,  of  Akron.   O..   is  president. 

Richmond,  Ir.d.— Local  promoters  of  the  proposed  traction  line 
between  this  city  and  Hamilton.  O.,  say  that  plans  have  been  suf- 
ficiently matured  to  begin  active  preparation  for  the  work.  De- 
tails in  connection  with  the  right  of  way  will  be  taken  up  at  once. 
A  number  of  farmers  already  have  conferred  with  the  promoters 
in  an  effort  to  have  the  road  pass  near  their  homes.  It  is  said 
<hat  arrangements  have  been  made  whereby  the  road  can  gain 
entrance  to   Cincinnati   through   lines  already  in  operation. 

Roodhouse-Virden    Railway C.    W.    Payne    of   Roodhouse.    111., 

and  H.    C.    Simon  of  Virden.    111.,   will  soon  begin  securing  right  of 
way  for  an  electric  line  between  these  towns. 

Sandy  Valley  Railway — R.  H.  Phillips,  manager  and  chief  en- 
gineer, Washington,  D.  C,  writes  that  this  company's  line  will 
extend  from  Chevy  Chase  Lake,  Md.,  the  northern  terminus  of 
the  line  of  the  Capital  Traction  Company  of  Washington,  D.  C.2 
to  Ellicott  City,  Md.,  the  western  terminus  of  the  line  of  the 
United  Railways  &  Electric  Company  of  Baltimore.  Md.  The  route 
is  28  miles  long  and  includes  Kensington.  Wheaton.  Norbeck,  Ol- 
ney.  Sandy  Spring,  Ashton,  Highland  and  Clarksville.  The  Ken- 
sington Railway,  which  has  a  line  in  operation  from  Chevy  Chase 
Lake  to  Kensington,  2*4  miles,  has  been  purchased.  Preliminary 
surveys  have  been  completed  and  the  final  survey  has  been  made 
for  three  miles  out  of  Kensington.  Grading  is  to  begin  in  April, 
and  will  be  done  by  the  company.  The  road  will  be  built  on  a 
private  right  of  way  and  70-pound  rails  will  be  used.  Charles  F. 
Brooke,  president,  Sandy  Spring,  Md.  Headquarters,  1140  H 
street,  Washington,  D.   C. 

Schuylkill  Valley  Traction  Company. — It  is  reported  that  plans 
have  been  completed  for  the  extension  of  this  company's  line  from 
Ringing  Rocks  to  Boyertown,  Pa.,  via  Gilbertsville,  which  will 
complete  the  line  from  Philadelphia  to  Reading.  The  work  will 
include  several  steel  bridges  with  concrete  foundations.  F.  A. 
Lyson.   chief  engineer.   Reading,   Pa. 

Shore  Line  Electric  Railway. — This  company,  which  has  been 
organized  in  Connecticut  with  $1,000,000  capital  stock,  proposes 
to  build  an  electric  railway  from  Stony  Creek  to  Saybrook.  Conn., 
along  the  shore  of  Long  Island  Sound,  to  Centerbrook  and  Ivory- 
town  on  the  Connecticut  river.  It  is  stated  that  70-pound  rails 
and  ties  have  been  ordered  and  that  a  contract  is  to  be  let  at  once 
for  the  grading,  so  that  work  may  be  started  at  once  at  Ivory- 
town.  Much  of  the  right  of  way  has  been  secured  and  some  of 
the  required  franchises  have  been  granted.  The  route  includes, 
besides  the  towns  mentioned,  Sachem's  Head.  Guilford.  East  River. 
Madison,  Clinton,  Grove  Beach,  Westbrook  and  Essex.  B.  P. 
Learned  of  New  London,  Conn.,  president;  Frank  W.  Allen,  also 
of   New   London,   treasurer. 

Spokane  &  Big  Bend  Railway.— W.  H.  Plummer,  president. 
Spokane.  Wash.,  writes  that  this  company  proposes  to  build  an  elec- 
tric line  from  Spokane  to  Crystal  City.  Wash..  70  miles,  via  Coulee 


Center,  Reardan,  Davenport,  Loraine  and  Egypt.  Surveys  have 
been  completed  and  the  right  of  way  is  being  cleared  between 
Spokane  and  Reardan.  Grading  is  to  begin  in  90  days  and  con- 
tracts are  to  be  let  in  30  days.  T.  C.  Austin.  Spokane,  chief  en- 
gineer. 

Spokane,  Wash. — C.  A.  Barron,  general  superintendent,  an- 
ces  that  the  Seattle-Chelan-Spokane  Company.  incor- 
porated for  $12,000,000;  the  Snohomish  Valley  Railway  Company, 
$2,500,000,  and  the  Puyallup  Valley  Northern  Rapid  Transit  Com- 
pany, $3  000.000.  will  build  an  electric  road  from  Spokane  to  the 
Sound,  450  miles,  to  be  completed  in  1909.  Contracts  for  part  of 
the  work  have  been  awarded.  Mr.  Barron  says  the  bonds  for 
the   Snohomish   line  have  been  sold. 

Stroudsburg  &  Wind  Gap  Street  Railway. — This  company, 
composed  of  citizens  of  Bethlehem.  Nazareth  and  Stroudsburg. 
Pa.,  proposes  to  build  an  electric  road  from  Wind  Gap  to  Say- 
lorsville,  Pa.,  which  will  complete  the  connection  between  Phila- 
delphia and  Delaware  Water  Gap.  A  power  plant  will  be  built  at 
Pen  Argyl.     J.   B.  Williams.   Stroudsburg,  president. 

Toledo  Railways  &  Light  Company. — It  is  announced  that  this 
company  has  contracted  for  relaying  eight  miles  of  track  on  its 
lines   in  Toledo. 

United  Railways. — Plans  have  been  completed  for  beginning 
work  on  the  Front  street  line  in  Portland.  Ore.,  and  within  a  week 
it  is  promised  construction  will  be  started.  L.  B.  Wickersham  has 
been  appointed  chief  engineer,  ^nd  is  now  arranging  the  prelimi- 
naries. Men  are  at  work  curving  rail  and  preparing  other  mate- 
rials so  that  when  work  is  started  it  will  not  be  delayed  by  these 
operations.  The  plan  of  Chief  Engineer  Wickersham  is  to  start 
full  crews  of  men  at  work  on  both  the  north  and  south  ends  of 
the  Front  street  line,  at  the  terminal  yards  in  North  Portland  and 
on  Hood  and  Moody  streets  in  South  Portland.  It  is  planned  to 
lay  114-pound  girder  or  grooved  rail  along  the  entire  line  within 
the  city  limits.  The  rail  is  seven  inches  high  and  is  laid  on  a 
subgrade  of  concrete. 

West  Jersey  &  Seashore  Railroad. — It  is  reported  that  this 
company,  which  recently  electrified  its  line  between  Camden 
and  Atlantic  City,  N.  J.,  is  clearing  the  right  of  way  preparatory 
to  constructing  two  additional  tracks.  The  road  is  now  double 
track. 

Western  New  York  &  Pennsylvania  Traction  Company. — This 
company,  which  recently  acquired  the  Bradford  (Pa.)  Electric 
Street  Railway  and  the  Olean  (N.  Y.)  Street  Railway,  is  said  to 
be  preparing  to  build  a  new  electric  line  between  Bradford,  Pa., 
and  Carrollton.  N.  Y.,  to  connect  at  Carrollton  with  another  line 
between  Olean  and  Salamanca.  It  is  announced  that  practically 
all  of  the  right  of  way  has  been  obtained.  It  is  possible  that  a 
line  will  be  built  from  Salamanca  to  Little  Valley.  Cattaraugus 
county,    New    Y'ork. 


POWER   HOUSES  AND  SUBSTATIONS. 


Birmingham  Railway  Light  &  Power  Company. — This  com- 
pany it  is  announced  is  about  to  enlarge  its  power  plant  on  Powell 
avenue  between  Eighteenth  and  Nineteenth  streets.  Birmingham. 
The  plans  have  been  completed  and  the  appropriation  has  been 
made  for  these  additions.  The  plans  call  for  an  increase  of  6,600 
horsepower  in  the  boiler  plant,  and  the  installation  of  one  2.000- 
kilowatt  railway  generator  and  a  750-kilowatt  lighting  generator 
of  the  General  Electric  Company's  manufacture.  M.  A.  Groover, 
Birmingham,   chief  engineer  power  station. 

Elmira  Water,  Light  &  Railroad  Company. — A  1  500-kilowatt 
Curtis  turbine  is  to  be  installed  for  this  company  during  the  com- 
ing summer,  at  its  powTer  station  at  Elmira,  N.  Y.,  and  provision 
is  being  made  for  the  addition  of  another  1, 500-kilowatt  turbine 
to  provide  for  the  rapidly  increasing  business.  To  make  room 
for  the  new  machinery  it  is  stated  it  will  be  necessary  to  dispose 
of  about  $75,000  worth  of  machinery  at  a  great  sacrifice.  George 
W    Reynolds.   Elmira,   X.    Y  ,    engineer  power  station. 

Hattiesburg  Street  Railway — It  is  stated  that  contracts  will 
be  let  next  month  for  building  and  equipping  a  power  house  for 
the  proposed  street  railway  system  in  Hattiesburg,  Miss.  H.  A. 
Camp,   president. 

Huntsville  Railway  Light  &  Power  Company. — It  is  reported 
that  this  company  has  decided  to  increase  the  capacity  of  its 
power  plant  at  Huntsville.  Ala.,  by  the  purchase  of  $30,000  to 
$40,00)  worth  of  new  equipment.  Francis  N.  Lawton.  Hunts- 
ville, general  manager. 

Portland  Railway  Light  &  Power  Company. — It  is  stated  that 
this  company's  new  power  plant  at  Cazadero,  Ore.,  will  be  in 
operation  some  time  this  week.  The  equipment  includes  three 
turbines  of  5,000  hp.  capacity  and  the  plant  is  designed  for  an 
ultimate  capacity  of  25,000  hp. 

Roanoke  Railway  &  Electric  Company. — This  company  has  an- 
nounced that  it  will  spend  $225,000  to  erect  a  modern  power  house 
capable  of  supplying  about  3,000  horsepower.  The  new  plant  is 
to  be  built  on  property  which  the  company  recently  bought  from 
the  Norfolk  &  Western  Railway  Company.  It  is  thought  that  the 
new  plant  will  be  of  sufficient  capacity  to  me?t  the  demands  of 
the  lighting  and  power  loads  as  well  as  furnish  power  for  the 
street  cars.  In  addition  to  the  $225,000  which  the  company  is  to 
spend  on  the  power  plant,  it  will  also  spend  about  $1S,000  on  im- 
provements to  its  street  railway  facilities.  It  is  expected  to  have 
the  plant  in  operation  by  midsummer. 


February  23,  1907. 


ELECTRIC     RAILWAY     REVIEW 


273 


Personal  Mention 


Mr  L.  S.  Kirker.  who  has  been  manager  for  the  City  &  Elm 
Grove  Railway  Company  of  Wheeling  W.  Va..  tor  a  number  of 
years,    has    resigned. 

Mr.  E.  L.  Schmoek  has  resigned  as  auditor  of  the  Kokomo 
Marion  &  Western  Traction  Company.  Kokomo,  Ind..  to  become 
assistant  secretary  of  the  Cleveland  Painesville  &  Eastern  Rail- 
road, with  headquarters  at  Willoughby.  O. 

Mr.  H.  R.  Goshorn  has  been  appointed  general  claim  agent  of 
the  Philadelphia  Rapid  Transit  Company  to  succeed  Mr.  S.  L. 
Rhoades,  who  resigned  some  time  ago  to  become  general  super- 
visor of  claims  of  the  Casualty  Company  of  America. 

Mr.  George  H.  Hoyle  has  resigned  his  position  as  chief  engi- 
neer of  the  Berkshire  Street  Railway  Company,  Pittsfield,  Mass  , 
to  engage  in  similar  work  in  the  eastern  part  of  the  state.  Mr. 
Hoyle  will  be  succeeded  by  Mr.  H.  B.  Webber,  of  Boston. 

Mr.  J.  W.  Smith,  formerly  manager  of  the  Electric  Traction 
Company,  of  Philadelphia.  Pa.,  has  been  appointed  general  man- 
ager of  the  City  &  Elm  Grove  Railroad,  of  Wheeling,  W.  Va.,  to 
succeed  Mr.   L.    S.   Kirker,   resigned  on  account  of  ill  health. 

Mr.  Walter  W.  Wheatly  has  resigned  as  president  and  general 
manager  of  the  Mexico  Electric  Tramways,  Limited,  of  Mexico 
City.  Mex.  Mr.  Wheatly  was  formerly  connected  with  the  Brook- 
lyn Rapid  Transit  Company  and  the  Public  Service  Corporation  of 
New  Jersey. 

Mr.  John  Flood,  who  has  served  for  16  years  as  superintend- 
ent and  assistant  superintendent  of  the  Steubenville  (O.)  Traction 
Company,  has  resigned  to  accept  the  superintendency  of  the  Tri- 
State  Traction  Company,  which  operates  a  line  from  Steubenville 
to  Wellsburg.    W.   Va. 

Mr.  Charles  E.  Thomas,  for  the  past  two  years  master  me- 
chanic of  the  Berkshire  and  Hoosac  Valley  Street  Railway  com- 
panies of  Pittsfield  and  North  Adams.  Mass..  has  resigned  his 
position,  effective  on  February  16.  to  become  superintendent  of 
rolling  stock   for   the   New   York  City   Railway   Company. 

Mr.  Frank  R.  Henry,  auditor  United  Railways  Company  of 
St.  Louis,  has  been  appointed  editor  of  the  question  box  of  the 
Accountants'  Association,  and  members  should  promptly  send 
their  questions  to  him.  The  secretary  suggests  that  in  writing 
questions  care  should  be  taken  to  make  them  full  and  clear,  and 
if   necessary,    in   order   to   do   so,    illustrate    the   question. 

Mr.  J.  R.  Curtis,  formerly  general  superintendent  of  the 
Cleveland  Painesville  &  Ashtabula  Railroad  Company.  Geneva, 
O..  has  resigned  to  become  superintendent  of  construction  of  the 
new  Cleveland  Alliance  &  Mahoning  Valley  Railway  Company, 
which  is  building  a  road  connecting  Cleveland,  Alliance.  Warren 
and  other  points  in  the  Mahoning  valley. 

Mr.  J.  H.  Pardee  has  resigned  as  general  manager  of  the 
Rochester  &  Eastern  Rapid  Railway,  at  Canandaigua.  N.  Y..  to 
become  manager  of  the  railway  operating  department  of  J.  G. 
White  &  Co.,  of  New  York.  Since  1898  Mr.  Pardee  has  been 
manager  of  the  Rochester  &  Eastern,  the  Canandaigua  Gas  Light 
Company  and  the  Ontario  Light  &  Traction  Company.  Since  last 
fall  he  has  been  secretary  of  the  Street  Railway  Association  of 
the  State  of  New  York. 

Mr.  A.  G.  Maish.  formerly  superintendent  of  the  Des  Moines 
City  Railway  Company,  has  been  selected  to  fill  the  position  of 
assistant  general  manager,  an  office  recently  created  for  the  pur- 
pose of  allowing  the  general  manager,  Mr.  G.  B.  Hippee.  to  devote 
more  of  his  time  to  the  enlarging  of  the  interurban  properties. 
Mr.  W.  G.  Owens,  superintendent  of  way  and  structures,  who  has 
been  associated  with  the  company  for  the  past  15  years,  will  suc- 
ceed Mr.  Maish  as  superintendent  of  the  operating,  maintenance 
and  construction  departments.  Mr.  Owen's  successor  has  not  as 
yet  been   named. 

Mr.  P.  P.  Crafts,  for  the  past  three  years  general  manager  of 
the  Iowa  &  Illinois  Railway,  Clinton.  la.,  has  resigned  his  posi- 
tion to  become,  on  April  1.  general  manager  of  the  electric  de- 
partment of  the  Ft.  Dodge  Des  Moines  &  Southern  Railway,  with 
headquarters  at  Des  Moines.  This  is  the  new  name  for  the  old 
Newton  &  Northwestern  steam  road  which  is  being  electrified  for 
interurban  service.  For  six  years,  including  his  successful  man- 
agement of  the  Illinois  &  Iowa  Railway.  Mr.  Crafts  has  been  iden- 
tified with  the  street  railway  systems  of  the  middle  west,  a  por- 
tion of  that  time  having  been  spent  at  Saginaw.  Mich.,  with  the 
same  interests  that  now  control  the  Ft.  Dodge  Des  Moines  & 
Southern.      Previous   to   tbl  I    he   served  in  various  managing 

and  engineering  positions  with  the  Stone  &  Webster  syndicati 
Boston.  He  Is  also  vice-president  of  the  Iowa  Street  and  In 
urban   Railway  Association. 

Mr.  ErtK-st  Gonzenbach.  vice-president  and  general  manager 
of  the  Sheboygan  (Wis.)  Light  Power  &  Railway  Company,  has 
added    to   his   duties  those  of  general   man  Grei   isboro 

i.\'.  C.)   Electric  Company.     The  latter  compan]    operates 
of  street  railway  lin<  trie  lighting,  gas  and  city  pum] 

plants  in  the  thriving  city  of  Greensboro,  N.  C.  Mr.  Oonzenb 
Is  now  the  active  manager  of  both  properties  and  divides  his  i 
In   accordance   with   the   needs   of   thi  ons,     Two 

when   he  assumed  the  man  of  the  Sheboygan   Light   Power 

&   Railway  Company  there  existed  unusual  political  and  operating 


conditions  opposing  the  best  interests  of  the  property.  These  con- 
ditions have  since  been  radically  changed  and  during  the  two 
years  i:i  which  Mr.  Gonz  nbach  has  had  charge  of  the  Sheboygan 
property  the  gross  receipts  have  increased  about  25  per  cent  and 
the  net  receipts  more   than  100  per  cent. 

Mr.  F.  W.  Brooks,  assistant  general  manage)  of  the  Detroit 
United  Railway.  Detroit,  Mich.,  has  been  appointed  geneial  man- 
ager, to  succeed  Mr.  J.  C.  Hutchins.  who  has  held  the  office  of 
president  and  general  manager  and  who  will  continue  hereafter 
only  as  president.  Mr.  Brooks  has  been  connected  with  the  Illi- 
nois Central.  Queen  &  Crescent  and  Texas  Pacific  railroads  and 
has  been  connected  with  the  Detroit  street  railways  si 
when  he  became  general  manager  of  the  Rapid  Railway.  When 
the  Rapid  Railway  was  taken  over  by  the  Detroit  United  Railway 
a  few  years  ago  he  was  appointed  assistant  general  manager. 

Mr.   Albeit   H.   -Stanley,   general   manager  of  the   street   railway 
rtment   of  the   Public   Service   Corporation  of  New   Jersey    has 

tendered  his  res  pnation  to  accept  the  position  of  general  manager 
of  the  United  Unde-ground  Electric  Railways  Company  of  Lon- 
don, England,  effective 
on  April  1.  The  lat- 
ter company  is  largely 
owned  by  American  cap- 
ital, the  firm  of  Speyer 
&  Co..  New  York,  and  the 
Old  Colony  Trust  Com- 
pany of  Boston  being 
large  holders,  and  it  is 
the  belief  of  these  inter- 
ests that  the  London 
Underground  Electric 
Railways  properties  will 
benefit  largely  from  the 
experience  of  an  execu- 
tive who  is  thoroughly 
familiar  with  American 
street  railway  practice. 
The  ability  and  record  of 
Mr.  Stanley  make  him 
an  ideal  official  for  this 
position.  Mr.      Stanley 

was  born  in  Derby.  Eng- 
land, and  came  to  this 
country  27  years  ago.  He 
Is  34  years  of  age.  He 
started  in  street  railway 
service  17  years  ago  as  a 
clerk  in  one  of  the  sub- 
offices  or  car  stables  of 
the  Detroit  United  Railway  Company,  when  it  was  a  horse-car 
line.  Mr.  Stanley  worked  up  through  every  department  of  the 
company  and  was  placed  in  charge  of  the  property  as  superin- 
tendent m  January.  1901.  He  remained  in  this  position  until 
October  1,  1903.  when  he  was  invited  to  assume  charge  of  the 
street  railway  department  of  the  Public  Service  Corporation  as 
assistant  general  manager.  Four  months  later,  on  February  1 
1904.  he  was  made  general  superintendent  of  the  railway  depart- 
ment in  charge  of  both  operation  and  construction.  It  has  been 
largely  through  the  efforts  of  Mr.  Stanley  that  the  properties  com- 
prising the  Public  Service  Corporation  have  been  unified  into  the 
present  effective  system.  The  numerous  lines  have  been  brought 
into  a  harmonious  system,  subject  to  standard  practices  and  with 
definite  standards  of  equipment,  etc.  Since  1903  the  company  has 
purchased  560  cars,  has  built  shops  having  a  capacity  of  2,000  cars 
and  has  150  cars  under  construction.  Seventv-six  miles  of  track 
'  and  23  miles  of  extensions  have  been  built,  giving  the  system  a 
total  mileage  of  560  miles,  which  produces  a  revenue  of  $10  000  000 
yearly.  In  speaking  of  Mr.  Stanley's  resignation  Mr  Thomas  N 
McCarter.  president  of  the  Public  Service  Corporation.  said: 
"It  is  with  the  very  greatest  regret  that  the  officials  of  Public 
Service  have  learned  of  Mr.  Stanley's  intention  to  leave  us  He 
has  put  in  here  approximately  three  years  and  a  half  of  indefatig- 
able labor,  and  has  been  more  than  any  other  individual  charged 
with  the  responsibility  of  the  complete  rehabilitation  of  the  rail- 
way  department  of  the  Public  Service,  with  results  that  are  rapid- 
ly beginning  to  manifest  themselves.  He  has  earned  the  respect 
and  admiration  of  us  all.  He  leaves  us  to  take  up.  if  possi 
even  a  more  troublesome  task,  and  take^  with  him  our  best  w  i 
and  affection.      No  one  has  been  chosen  yet  to  succeed  him." 


Albert    H.    Stanley. 


Pennsylvania    Railroad    and    Electric    Roads. 


Regarding  the   i, ,iis   introduced   in   the   Pennsylvania    legislature 

mator. Campbell,  which  were  mentioned  in  the  Electric  Railway 

■     '     February  16.  1907,  the  Philadelphia   Ledgei    lays:  "It  was 

believed  in  this  i  ity.   Harrisburg  and  Piiisimi^,   thai   the  bills  were 

In  ''•■•■  in:,  resl  of  the  Pennsylvania  railroad  or  its  allies.  The  rrn  ye 

ment  seems  to  be  following  in  a   measun    thai   of  the  New    Haven 

ii   New  England  and   the   Brie  in  New  York  state.  Several  men 

ii  i'l  why  the  Pennsylvania  would   he  extremely  anxious  to  have  an 

understanding  with— or  what  would    b'     bel  a    financial 

interest    In— all    the    electric    railways    that    str.l.h    across    He        I   itl 

Two   of  l  tosi    Important    fa  d  out  as  beai  In 

mi       :i  >■  amount  of  money  borrowed  by   the   Pennsyl- 

n   th     lai  i   i<       i  ears  and  the  appointment   ol   i 

to   Europe  in  study   the  use  of  motors  in   rail 

which   returned  two  weeks  ago,  win.  h 

tood     Hi'    a   favorable  report  on  the  use  of  m 

traffic." 


274 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  8. 


Financial  News 


Baton  Rouge  (La.)  Electric  &  Gas  Company. — Control  of  this 
company  lias  been  purchased  by  Stone  &  Webster  of  Boston  and 
the  following  new  officers  have  been  elected:  C.  D.  Wyman, 
president;  A.  K.  Todd,  secretary;  A.  S.  Pratt,  treasurer;  J.  B. 
Leonard,  assistant  secretary  and  assistant  treasurer.  According 
to  its  last  statement  the  company  has  outstanding  $80,000  capital 
stock   and  $34,000  bonds. 

Columbus  Delaware  &  Marion  Railway. — The  company  will 
increase  its  capital  stork  from  $2,500,000  to  $5,000,000.  The  pur- 
pose  is  to  extend  the  line'eventually  to  Cleveland. 

Dallas  (Tex.)  Consolidated  Electric  Street  Railway. — An  ordi- 
nance has  been  passed  by  the  city  council  of  Dallas,  and  is  now 
before  the  Texas  legislature,  to  permit  the  consolidation  of  the 
three  1 'alias  companies— the  Dallas  Consolidated  Electric  Street 
railway,  the  Metropolitan  Electric  Street  railway  and  the  Rapid 
Transit  railway.  The  companies,  together  with  the  Dallas  Electric 
Light  &  Power  Company,  are  controlled  by  the  Dallas  Electric- 
Corporation. 

Detroit  Jackson  &  Chicago  Railway  Company. — This  company, 
which  recently  acquired  the  Detroit  Tpsilanti  &  Ann  Arbor  Rail- 
way for  the  Detroit  United  railway,  has  given  a  trust  deed  to  the 
Security  Trust  Company  of  Detroit,  to  secure  an  issue  of  $4,000,000 
bonds,    which   will   be  applied  as    follows: 

To   pay  outstanding   bonds   already  issued    $1,610,000 

To   retire   bonds  authorized,   but  not  issued 990,000 

To  pay  to  stockholders  of  the  Detr.  Ypsilanti  &  Ann  Arbor      805,000 
For    improvements,    extensions,    etc 595.000 

Detroit  United  Railway — The  $2,000,000  of  5  per  cent,  3-year 
collateral  trust  notes,  of  which  mention  was  made  in  the  Electric 
Railway  Review  of  February  9,  are  dated  February  15.  1907.  and 
are  secured  by  a  deposit  of  the  following  collateral:  $1,000,000 
Detroit  &  Port  Huron  Shore  Line  preferred  stock;  $1  S99.200  De- 
troit ,fc  Port  Huron  Shore  Line  common  stock;  $125,000  Detroit  & 
Port  Huron  Shore  Line  first  mortgage  5  per  cent  bonds;  $100,000 
Detroit  &  Lake  St.  Clair  first  mortgage  5  per  cent  bonds;  $1,400,- 
000   Detroit   United  Railway  consolidated  4y2  per  cent  bonds. 

Henderson  (Ky.)  City  Railway  Company. — The  property  owned 
by  this  company  was  sold  at  receiver's  sale  in  Henderson  on 
February  18  to  C.  A.  Hinsch,  president  of  the  Fifth  National  Bank 
of  Cincinnati,   for  $80,000. 

Hudson  &  Manhattan  Railroad. — This  company,  which  is 
building  the  McAdoo  tunnels  and  is  to  operate  electric  lines  under 
the  North  river  from  Jersey  City  and  Hoboken  to  Manhattan 
island,  has  filed  a  mortgage  for  $100,000,000.  It  has  been  estimated 
that  the  cost  of  constructing  the  tunnels  and  establishing  ter- 
minals in  New  York  and  New  Jersey,  together  with  the  construc- 
tion   and    equipment    of    the    new    roads,    will    be    about    $60,000,009. 

Indiana  Union  Traction  Company,  Anderson,  Ind, — For  the 
year  1906  gross  earnings  were  $1,943,101,  as  compared  with  $1,522,- 
229  in  the  previous  year,  an  increase  of  $420,872.  The  statement 
with   a  comparison  follows: 

1906.  1905. 

Gross   earnings    $1,943  101         $1,522,229 

Operating  expenses    995,266  ruH.o'.'o 

Net   earnings $    947.S35         $    725,639 

Interest  and  taxes 680,818  556,062 

Net  income  in  excess  of  taxes  and  inter- 
est on    underlying   bonds $    267.017         $    169.577 

Dividends  on  stocks  of  Union  Traction  Com- 
pany of  Indiana  and  Muneie  Hartford  & 
Fort  Wayne  Railway  Company  and  inter- 
est on  Indiana  Union  Traction  Company 
bonds    151,514         

Dividend  on  Union  Traction  Company  of 
Indiana  preferred  stock  and  interest  on 
Indiana    Union    Traction    Company    bonds 100.000 

Net    income— surplus    $    115,503         $      69,577 

Indianapolis  &  Louisville  Traction  Company. — This  company, 
which  is  building  a  road  between  Seymour.  Ind.,  and  Sellersburg, 
Ind..  to-  form  a  part  of  the  line  from  Jeffersonville,  Ind..  to  Indian- 
apolis, has  elected  the  following  directors:  W.  L.  Lyons  and 
John  E.  Greeley  of  Louisville;  Alexander  C.  Thompson  of  Pitts- 
burg; John  C.  C.  Mayo  of  Paintsville.  Ky.;  William  E.  English  of 
Idianapolis;  H.  H.  Bechtel  of  Cincinnati;  G.  S.  Speer.  Samuel 
Adams  and  A.  S.  True  of  Chicago.  The  directors  elected  the  fol- 
lowing officers:  John  C.  Mayo,  president;  John  E.-  Greeley,  first 
vice-president;  Alexander  C.  Thompson,  second  vice-presdient; 
W.  L.  Lyons,  treasurer;  Samuel  Adams,  secretary.  The  capitali- 
zation of  the  company  is  as  follows:  Common  stock.  $2,500,000; 
preferred    stock.    $5011,000;    forst-mortgage    bonds.    $1,250  000. 

Interborough  Rapid  Transit  Company  of  New  York. — An  issue 
of  $10.000  000  5  per  cent  3-year  notes,  to  be  dated  March  I.  1907, 
has  been  sold  to  William  A.  Read  &  Co.  of  New  York  and  Lee. 
Higginsxm  &  Co.  of  Boston.  The  proceeds  will  be  used  to  pay  off 
the  floating  debt  and  to  provide  for  new  construction  on  the 
Brooklyn  extension  and  for  the  development  of  trolley  lines  on 
Long  Island.  August  Belmont,  chairman  of  the  board  of  directors 
of  the  Interborough-Metropolitan  company,  says  it  is  expected  that 
the  Brooklyn  extension  will  be  ready  for  operation  not  later  than 
July  1.  When  the  extension  is  completed  the  company  will  have 
invested  in  this  construction  $6,000,000  more  than  the  amounts 
payable    by   the   city   on   account    of   such    construction,    and    us    the 


rental  payable  to  the  city  is  based  upon  the  actual  expenditure 
for  the  construction  of  the  road,  the  company  will  receive  the 
benefit  of  a  reduction  in  rental  equal  to  the  interest  on  the  amount 
of  its  own  investment  in  this  construction.  Mr.  Belmont  adds 
that  the  investment  of  the  company  in  the  New  York  &  Queens 
County  railway,  the  New  York  ,»t  Long  Island  Traction  Company 
and  the  Long  Island  Electric  railway  amounts  to  about  $4,500,000. 
He  says  the  management  has  under  consideration  a  comprehen- 
sive scheme  for  financing  the  Long  Island  properties  which  will 
repay  to  the  treasury  of  the  Interborough  Rapid  Transit  Com- 
pany the  amounts  advanced.  Mr.  Belmont  concludes  by  saying 
that  the  Interborough  Rapid  Transit  Company  expects  that  at 
maturity  of  the  new  notes,  if  not  before,  the  indebtedness  can 
be  refunded  on  terms  more  favorable  than  are  possible  at  present. 
— The  gross  earnings  of  the  system,  including  the  subway  and  Man- 
hattan divisions,  for  tie-  Quarter  and  the  six  months  ended  De- 
cember 31.  show  large  gains  over  the  corresponding  periods  of  the 
previous  year.  The  reports  compare  as  follows: 
Quarter    ended    December    31 —  1906.  1905.         Increase. 

Gross     earnings     $5,815,232     $5,181,602     $    633,630 

Operating    expenses    2,365,166       2,137,354  227. 812 

Net   earnings    $3,450,066     $3,044,248     $    405, SIS 

Other    income    194.656  225.792  *31.136 

Total    income     $3,644,722     $3,270,040     $    374.682 

Fixed   charges    2.472.906      2,306,759         166.147 

Surplus     $1,171,816  $     963. 2S1  $    208.535 

Six   months   ended   December  31 —      1906.                1905.  Increase. 

Gross    earnings     $10,307,252  $9,086,699  $1,220.55:; 

Expenses     4.497,464  4,104,801  392.663 

Net    earnings     $  5,809.788     $4,981,898     $    827,890 

Other   income    343,728  385,634  »41,90fi 

Total    income     $6,153,516     $5,367,532     $    785,984 

Charges    4,704,114       4,294,431  409,683 

Surplus    $1,449,402    $1,073,101     $    376,301 

♦Decrease. 

Manila    Suburban     Railways    Company. — An    issue    of    $2,500,000 

5  per  cent  40-year  bonds  has  been  authorized.  The  bonds  are 
guaranteed,   principal  and  interest,   by  the  Manila  Electric  Railway 

6  Lighting  Corporation.  which  controls  the  electric  railway,  light 
and  power  system  of  Manila.  The  Suburban  company  will  con- 
struct and  operate  suburban  lines  which  will  connect  with  the 
larger  system,  and  will  furnish  lines  and  power  in  the  outlying  dis- 
tricts.     The  bonds  were  offered  to  the  public  at  92^. 

Municipal  Traction  Company  and  Forest  City  Railway,  Cleve- 
land.— Leopold  Einstein,  vice-president,  of  the  Depositors'  Savings 
&  Trust  Company,  and  R.  A.  Brown  have  retired  as  directors. 
They  were  succeeded  by  Francis  E.  Wright,  president  of  the  Bol- 
linger &  Riley  Company,  and  Charles  F.  Seelbach,  secretary  and 
treasurer  of  the  Forest  City  Foundry  Company  and  vice-presi- 
dent  of   the   Lincoln   Savings   Bank. 

New  York  City  Railway. — The  report  for  the  year  ended  De- 
cember 31,  1906,  shows  gross  earnings  of  $17,636,707,  an  increase 
over  1905  of  $616,674,  or  3.6  per  cent..  Owing  to  a  reduction  in 
operating  expenses,  the  increase  in  net  earnings  was  $709,711.  The 
deficit  after  the  payment  of  charges  was  $2  097,104  as  compared 
with  $2,555,26S.  a  decrease  of  $458,164.  The  statement  for  the 
year,    with    comparisons,    is   as   follows: 

1906       1905       1904 

Gross   earnings    $17,636,707     $17,020,033     $16,994.2S5 

Expenses     9,558,287         9,651,324         9.320.321 

Net    earnings    $8.07S,420       $7,368,709       $7,673,964 

Other    income 1.172,264         1.261,681         1.177.570 

Total    income    $9,250,684       $8,630,390       $8,851,540 

Charges     11.347,788       11.185,658       10.751,136 

Deficit    $2,097,104       $2  555.268       $1,899,596 

In  the  quarter  ended  December  31,  the  gross  earnings  amount- 
ed to  $4,552,656,  as  compared  with  $4,453,875.  while  the  deficit  was 
$607,722   as   compared   with   $515,631. 

The  general  balance  sheet  as  of  December  31  last  shows  as- 
sets of  $37,649,297,  as  compared  with  $31,896,215  a  year  previous. 
Cash  on  hand  increased  from  $220,300  to  $1,091,710,  while  the  profit 
and  loss  deficit  increased  from  $5,566,555  to  $7,697,744.  and  loans 
and  bills  payable  increased  from  $5,200,000  to  $9,550,000. 

United  Railways  Company  of  St.  Louis.— Earnings  in  January. 
1907.  compared  with  the  corresponding  month  of  last  year  as  fol- 
lows: 

1907.  1906.  Increase. 

Gross    earnings     $826,337  $7S1.78S  $44,549 

Operating    expenses    577.870  491.368  S6.502 

Net   earnings    $248,467  $290,420  *$41,953 

Charges     231.541  232,055  «514 

Surplus    $16,926  $58,365  *$41,439 

♦Decrease. 

Waverly  Sayre  &  Athens  Traction  Company,  Waverly,  N.  Y. — 
It  is  reported  that  negotiations  are  in  progress  for  the  purchase 
or  control  of  this  company  by  the  Erie  Railroad  Company.  The 
Erie  is  said  to  be  the  owner  of  the  Elmira  Corning  &  Waverly 
electric  road  which  will  parallel  for  a  long  distance  the  Erie 
right  of  way  between  those  three  places.  The  Waverly  Sayre  & 
Athens  is  to  be  extended  to  Binghamton.  With  this  extension  the 
two  roads  would  have  a  through  line  from  Corning  to  Bingham- 
ton,   N.    T..    with   a   branch    from  Waverly  to  Athens.   Pa. 


February  23,  1907. 


ELECTRIC     RAILWAY     REVIEW 


275 


Manufactures  and  Supplies 


all,  will  be  equipped  with  Baldwin  trucks,  General  Electric  600 
and  1,200-volt  motors,  air  brakes,  train  control  and  will  be  heated 
with   soft   coal  burners. 


SHOPS  AND  BUILDINGS. 


ROLLING   STOCK. 


Oregon  Electric  Railway,  Portland.  Ore.,  has  ordered  12  heavy 
passenger  coaches. 

Chicago  Lake  Shore  &  South  Bend  Railway,  South  Bend,  Ind., 
has  placed  an  order  for  25  interurban  cars. 

Lima  <£.  Toledo  Traction  Company,  Lima.  O..  is  reported  to 
have  placed  an  order  for  12  Interurban  cars. 

Boston  &  Northern  Street  Railway,  Boston,  has  ordered  27 
double-truck  cars  from  the  J.  G.   Brill  Company. 

Camden  Interstate  Railway,  Huntington,  W.  Va.,  has  ordered 
5  new  cars  from  the  G.  C.  Kuhlman  Car  Company. 

Albany  &  Hudson  Railroad,  Hudson,  N.  Y.,  has  ordered  2 
double-truck  cars  from  the  Wason  Manufacturing  Company. 

Northern  Ohio  Traction  &  Light  Company,  Akron,  O.,  will 
soon  receive  from  the  G.  C.  Kuhlman  Car  Company  10  new  con- 
vertible cars,   45   feet   in  length. 

Beloit  Traction  Company,  Beloit,  Wis.,  has  ordered  six  22-foot 
closed  cars  and  will  place  an  order  this  fall  for  four  open  cars 
for   delivery  in   the   spring  of  1908. 

Shawinigan  Falls  Terminal  Railway,  Shawinigan  Falls,  Que., 
has  placed  an  order  with  the  Canadian  General  Electric  Company 
for   one    600-horsepower  electric   locomotive. 

Pittsfield  Electric  Street  Railway,  Pittsfleld,  Mass.,  has  placed 
an  order  with  the  Wason  Manufacturing  Company  for  1  passenger 
car  and  with  the  Russel  Car  &  Snow  Plow  Company  for  1  snow 
plow. 

Illinois  Traction  System,  Champaign,  111.,  is  reported  to  have 
placed  an  order  with  the  Danville  Car  Company  for  6  electric  loco- 
motives, 12  ears  for  city  service,  30  interurban  cars  and  20  express 
trailers. 

Springfield  Street  Railway,  Springfield.  Mass.,  has  placed  an 
order  with .  the  Wason  Manufacturing  Company  for  5  double-truck 
Hosed  cars  and  ten  14-bench  double-truck  open  cars.  The  closed 
cars  will  be  30  feet  in  length. 

Montreal  Street  Railway.  Montreal,  Que.,  as  reported  in  the 
Electric  Railway  Review  of  February  16,  is  building  25  pay-as- 
you-enter  type  cars  in  its  own  shops  and  in  addition  to  these  100 
of  the  same  type  are  under  contract  with  other  car  builders. 

Wausau  Street  Railway,  Wausau,  Wis.,  has  purchased  through 
the  Knox  Engineering  Company.  Chicago,  three  cars  for  city  service 
to  be  built  hv  the  Cincinnati  Car  Company.  This  item  appeared 
incorrectly  in  our  issue  of  February  9  as  the  Warsaw  Street  Rail- 
way. 

Galesburg  &  Kewanee  Electric  Railway,  Kewanee,  111.,  has 
ordered  3  single-truck  Brill  semi-convertible  cars  from  the  G.  C. 
Kuhlman  Car  Company.  These  cars  will  be  31  feet  4  inches  in 
length  over  all.  will  be  equipped  with  cross  seats,  Brill  21-E  trucks 
and  GE-80  double   motor  equipments. 

Worcester  Consolidated  Street  Railway.  Worcester,  Mass.,  was 
reported  in  the  Electric  Railway  Review  of  February  16,  as  being 
in  the  market  for  new  cars.  An  order  has  been  placed  with  the 
J.  G.  Brill  Company  for  ten  15-bench  open  cars  and  15  closed  cars 
30  feet  in  length.  They  will  have  Brill  trucks.  An  order  has  also 
been  placed  with  the  Wason  Manufacturing  Company  for  1  snow 
plow. 

South  Chicago  City  Railway,  Chicago,  has  purchased  from  the 
Indianapolis  &  Cincinnati  Traction  Company  four  interurban  cars 
each  equipped  with  four  motors  of  50  horsepower  and  is  building 
in  its  own  shops  11  compartment  cars  for  heavy  city  use.  to  be 
equipped  with  GE  motors  and  Taylor  trucks.  The  company  is  also 
constructing  10  cars  in  its  shops,  which  are  being  built  by  the 
splicing  together  of  two  open   trailer  cars. 

Chicago  Electric  Traction  Company,  Chicago,  has  ordered 
15  single-end  semi-convertible  compartment  cars  for  interurban 
service  from  the  G.  C.  Kuhlman  Car  Company.  10  of  which  are 
for  delivery  before  May  20  and  5  prior  to  June  15.  They  will  be 
45  feet  6  inches  In  length  over  all,  will  have  a  seating  capacity 
of  52  persons,  thirteen  windows  on  each  side,  the  smoking  com- 
partment taking  in  four  windows.  The  rear  platform  will  be  6 
feet,  6  Inches  long  and  the  front  platform  which  Is  enclosed  for 
the  exclusive  use  of  the  motorman  will  be  5  feet  long.  A  speaking 
tub<  inns  from  the  motorman's  cab  to  the  platform  in  the 
rear.  The  cars  will  be  equipped  with  stationary  seats,  Magann 
"  air  brakes,  Brill  trucks,  4  GE-80  motors  to  each  car, 
Monarch  deck  roof,  steam  coach  hood  In  front  and  destination 
signs  of  colored  glass. 

Indianapolis  Columbus  &  Southern  Traction  Company,  Colum- 
bus. Ind  ,  placed  an  order  the  latter  part  of  last  year  for  three  In- 
terurban cars  with  the  Nlles  Car  &  Manufacturing  Company.  An 
order  was  also  placed  with  the  same  company  for  eight  Interurban 
passenger  cars  and  two  freight  cars  for  the  Indianapolis  &  Louis- 
ville Traction  Company,  now  under  construction  between  Jeffer- 
sonvllle  and  Seymour,  Ind.  The  passenger  cars  arc  single  end 
r,0  feet  in  length  over  all.  with  main  compartment,  smoking 
irtment  and  baggage  room  heated  with  the  Peter  Smith 
heating  system  and  equipped  with  Baldwin  trucks.  The  freight 
cars  are  of   the   standard    Interurban   type,   50   feet   in   length   over 


Indiana  Union  Traction  Company. — The  car  houses  of  the  Mun- 
cie-Hartford  City  division  at  Bluffton,  Ind.,  were  destroyed  by 
Are  recently.  The  loss  is  estimated  at  $18,000,  with  $11,000  in- 
surance. 

Spokane  &  Inland  Railway. — Excavations  are  being  made  for 
an  $18,000  freight  depot  at  Palouse,  Wash.,  which  will  consist  of 
a  main  building  60  by  60  feet  and  a  freight  shed  36  by  100  feet. 


TRADE  NOTES. 


H.  W.  Johns-Manvllle  Company,  New  York,  has  removed  its 
Boston  office  from  77-79  Pearl  street  to  59  High  street. 

F.  P.  Harrison  Electric  &  Manufacturing  Company,  New  York, 
reports  a  large  shipment  of  Deltabeston  fields  and  coils  to  the 
Pacific  Electric  Railway  Company  at  Los  Angeles,   Cal. 

H.  F.  Vogel  Contracting  &  Railway  Supply  Company,  Rlalto 
building,  St.  Louis,  dealer  in  general  supplies  and  sales  agent 
for  the  Danville  Car  Company.  Is  now  the  exclusive  selling  agent 
for  the  Anderson-Smith  arc  headlight. 

Standard  Electric  &  Chemical  Company,  Chicago,  has  been 
Incorporated  with  a  capital  of  $10,000  to  manufacture  and  deal  In 
electrical  and  chemical  siecialtles.  The  Incorporators  are:  George 
E.  Fuller.  George  Dlerssen  and  Herbert  Green. 

D  &  W  Fuse  Company,  Providence,  R.  I.,  has  recently  award- 
ed a  contract  for  a  new  foundry  building  which  will  be  erected  at 
an  early  date.  Owing  to  the  company's  Increasing  business  it 
was  thought  advisable  to  construct  a  new  foundry. 

John  F.  Allen,  370-372  Gerard  avenue.  New  York,  has  just 
shipped  two  additional  riveters  to  the  American  Car  &  Foundry 
Company  and  two  have  been  shipped  to  the  Atchison  Topeka  & 
Santa  Fe  Railroad  for  use  at  its  Topeka.  Kan.,  shops. 

Chicago  Pneumatic  Tool  Company,  Chicago,  following  its  estab- 
lished practice  of  maintaining  stores  in  the  larger  cities  of  the 
United  States  for  the  purpose  of  exhibiting  its  tools  In  operation, 
has  opened  a  store  at  820  Arch  street,  Philadelphia,  Pa 

Stone  &  Webster  Engineering  Corporation,  84  State  street. 
Boston,  engineers  and  contractors  of  electrical  properties,  has  re- 
tained Converse  D.  Marsh  of  the  Bates  Advertising  Agency.  New 
York,   as  advertising  advisory  counsel  for  the  corporation. 

Dagg  Boiler  Equipment  Company,  New  York,  has  been  incor- 
porated with  a  capital  stock  of  $50,000  to  build  roads,  railway  light 
and  power  plants,  etc.  Incorporators:  Bond  S.  Neff  and  Arthur 
D.  V.  Lyons,  both  of  New  York,  and  Everett  M.  Corner,  of  New 
Rochelle,  N.  Y. 

Universal  Portland  Cement  Company,  Chicago  and  Pittsburg, 
announces  the  appointment  of  F.  T.  Bentley  as  western  traffic 
manager  with  headquarters  at  the  Rookery,  Chicago,  and  L.  C. 
Bihler  as  eastern  traffic  manager  with  offices  in  the  Carnegie 
building.  Pittsburg. 

Garford  Company.  Elyria.  O.,  has  Just  shipped  a  carload  of 
Shelby  trolley  poles,  for  which  It  is  general  agent,  to  San  Fran- 
cisco for  use  upon  the  new  cars  of  the  United  Railroads  of  that 
city.  The  company  also  has  orders  booked  for  another  carload 
for  shipment  to  the  Pacific  coast. 

American  Conduit  Manufacturing  Company,  Pittsburg,  has  re- 
cently completed  Improvements  to  Its  factory  which  will  largely 
Increase  Its  output  of  rigid  Iron  conduit.  Several  changes  have 
been  made  In  order  to  keep  pace  with  its  steadily  growing  busi- 
ness and  demand  for  Its  product. 

Dodge  &  Day,  Philadelphia,  have  been  commissioned  by  the 
Denlson  Manufacturing  Company  of  South  Farmlngton,  Mass.,  to 
make  a  report  on  its  power  requirements  in  Its  factory:  also  have 
been  retained  by  the  Royal  Motor  Car  Company  of  Cleveland,  O., 
as  advisory  engineers  for  Its  new  plant. 

New  Era  Manufacturing  Company,  Kalamazoo.  Mich.,  Is  put- 
ting upon  the  market  "Phosphoro  Bronze"  which  Is  a  new  bronze 
mixture  claimed  to  be  an  Ideal  metal  for  locomotive  and  car  Jour- 
nal bearings.  The  formula  for  this  bronze  will  he  maile'd  to  rail- 
way officials  and  others  Interested  upon  request. 

E.  D.  Hlndman,  formerly  with  Elmer  P.  Morris  Company.  New 
York,  has  Joined  the  sales  force  In  the  railway  department  of  the 
Stuart-Howland  Company  of  Boston.  Most  of  his  time  will  he 
spent  In  New  York  city  and  his  attention  will  be  'devoted  to  the 
territory  of  New  York,   Pennsylvania  and  New  Jersey. 

O.  A.  Stranahan  recently  resigned  his  position  as  sales  man- 
ager of  the  Allis-Chalmers  Company.  Milwaukee,  and  has  nc- 
qulred  an  Interest  In  the  Electrical  Installation  Company,  Chi- 
cago, where  he  has  been  elected  a  director  of  the  company  arid 
will  have  an  active  part  hereafter  In  the  company's  affairs. 

Underfeed  Stoker  Company  of  America,  Chicago,  has  recently 
received  an  order  from  the  Chicago  &  Milwaukee  Electric  Rail- 
road for  24  Jones  stokers  to  equip  eight  600-horsopower  Babeook 
Xr  Wilcox  boilers  Installed  In  Its  new  power  station  at  Waukegan. 
111.  This  Is  the  fourth  order  the  company  has  received  from  this 
road  and  makes  n  total  of  37  Jones  stokers  ordered  since  January. 
1903.  A  second  order  has  also  been  received  from  the  I 
Alemana   Transatlantlca  De  Electrlcldad.   Buenos   Aires.    Argentine 


276 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  8. 


Republic,  S.  A.,  for  45  Jones  stoker?  to  equip  its  various  power 
stations  in  that  city.  This  order  is  the  result  of  a  trial  order  for 
three  stokers  Installed  in  its  station  at  Montevideo  by  G.  F.  Kel- 
ley,  erecting  engineer  of  the  Underfeed  Stoker  Company  of 
America. 

Southern  Immigration  Bureau,  144  East  Seventh  street,  New 
York,  furnishes  laborers  to  all  sections  of  the  western  and  south- 
ern states,  as  well  as  throughout  the  country.  The  company  pos- 
sesses special  facilities  for  handling  this  line  of  business  and  will 
furnish  laborers  in  any  number  and  of  whatever  nationality  re-  . 
quired. 

Electrical  Installation  Company,  Monadnock  block,  Chicago,  at 
Its  annual  meeting  elected  as  its  president  C.  H.  Kimball  of 
Muskegon,  Mich.,  who  was  formerly  vice-president,  and  O.  A. 
Stranahan  of  Milwaukee,  a  director  of  the  company.  The  com- 
pany now  has  1X5  miles  of  electric  railway  under  contract  in 
Indiana. 

F,  P.  Harrison  Electric  &  Manufacturing  Company  has  found 
it  necessary,  owing  to  a  large  and  increasing  demand  for  the 
Cow-Boy  brand  Deltabeston  armature  and  field  coils  manufac- 
tured by  it,  to  increase  the  capacity  of  its  factory.  A  large  brick 
bake  oven  building,  having  a  capacity  of  15.000  field  coils,  has  just 
been  completed. 

Rldgway  Dynamo  &  Engine  Company,  Ridgway.  Pa.,  has  com- 
pleted a  large  addition  to  its  works  and  is  now  putting  it  into 
service.  The  addition  is  a  one-story  steel  structure.  200  feet  in 
length  and  65  feet  wide,  with  solid  brick  walls  arid  slate  roof. 
The  building  will  be  used  as  an  erecting  shop  and  storage  ware- 
room  for  finished  machinery. 

Berger  Manufacturing  Company,  Canton,  O.,  is  making  pro- 
vision in  its  new  sheet  mills  for  the  production  of  a  special  quality 
of  sheets  for  electrical  purposes.  As  this  company  owns  and 
operates  its  own  steel  plant  in  addition  to  its  twelve-mill  sheet 
plant  it  can  control  the  quality  of  sheet  bars,  thus  insuring  a  soft 
sheet  with  a  low  hysteretic  constant. 

Genuine  Bangor  Slate  Company,  Easton,  Pa.,  maker  of  gen- 
uine Bangor  roofing  slate  and  other  slate  products,  announces  that 
considerable  interest  is  being  taken  in  its  slate  roofs  by  electric 
railway  companies.  The  company  claims  a  roof  manufactured  by 
it  will  outlast  the  building  and  is  entirely  free  from  expense  for 
repairs,  the  slate  also  acting  as  a  good  insulation  against  elec- 
tricity. 

Stuart- Howland  Company,  Boston,  Mass.,  reports  a  very  large 
volume  of  business  in  its  electric  railway  supply  department. 
During  the  month  of  January  last  the  business  was  greater  than 
that  of  the  whole  year  1905.  It  has  been  found  necessary  to  add 
a  new  salesman  to  this  department  to  keep  pace  with  the  growing 
business.  This  company  makes  a  specialty  of  armature  and  field 
coils,  commutators,  segments  and  overhead  line  material. 

Lorain  Steel  Company,  Philadelphia,  Pa.,  has  awarded  to 
W.  J.  Rose  &  Sons,  of  Johnstown.  Pa.,  the  contract  for  the  erec- 
tion of  a  new  one-story  building  376  by  400  feet  and  to  cost  ap- 
proximately $200,000.  The  building  will  be  constructed  of  steel 
and  be  fireproof.  Upon  the  completion  of  the  addition,  the  plants 
for  the  manufacture  of  switches,  signals  arid  electric  appliances 
used  on  street  railways  will  be  placed  in  it.  Work  will  begin  at  an 
early  date. 

Chicago  Pneumatic  Tool  Company,  Chicago,  at  a  meeting  of 
the  stockholders  held  in  Chicago  on  February  18.  re-elected  all  of 
the  retiring  directors,  which  are  as  follows:  A.  W.  Maconochie, 
James  C.  Taite,  Charles  M.  Schwab,  J.  R.  McGinley,  J.  W.  Duntley, 
W.  O.  Duntley  and  W.  A.  Mitchell.  The  company  has  recently 
purchased  the  buildings  of  the  Franklin  Machine  &  Tool  Company 
of  Franklin,  Pa.,  at  a  cost  of  $200,000.  which  will  be  used  in  con- 
nection with  the  air  compressor  plant. 

Sterling-Meaker  Company,  Newark,  N.  J.,  announces  that  its 
business  for  1906  was  more  than  50  per  cent  greater  than  for  the 
preceding  year  and  that  on  January  1  the  company  had  unfilled 
orders  to  the  amount  of  $30,000  notwithstanding  the  fact  that  they 
were  employing  twice  as  many  men  as  a  year  ago.  The  company 
is  a  well  known  manufacturer  of  the  Sterling  safety  brake,  the 
Giant  brake,  the  Sterling  fender,  the  Sterling  trolley  base,  the 
Berg  fender  and  the  Sterling  sand  box. 

American  Blower  Company,  Detroit.  Mich.,  announces  that  a 
large  addition  to  its  steel  plate  fan  shop  is  about  completed  and  will 
be  ready  for  operation  in  about  thirty  days;  also  that  the  com- 
pany's architects  are  at  work  upon  plans  for  a  large  addition  to 
its  power  plant  and  to  its  engine  construction  department.  The 
new  type  of  vertical  self-oiling  engine  which  this  company  has  put 
upon  the  market  has  met  with  such  success"  that  in  order  to 
meet  the  demand  an  entire  re-arrangement  of  its  plant  was  neces- 
sary. 

Standard  Motor  Truck  Company,  Pittsburg,  has  appointed 
George  W.  Evans  &  Co.  of  Seattle,  Wash.,  its  northwestern  agents 
for  the  territory  comprising  the  states  of  Washington.  Oregon, 
'  Idaho.  Montana  and  British  Columbia  and  Alberta,  Can.  The 
company  has  also  recently  received  orders  for  the  following  equip- 
ment: 200  swing  bolster  maximum  traction  trucks  of  the  0-45  type 
for  the  Brooklyn  Rapid  Transit  Company;  200  of  its  1-50  type  for 
city  and  suburban  use  for  the  Boston  Elevated  Railway;  100  short 
wheel  base  outside  hung  motor  of  the  0-50  type  for  the  Detroit 
United  Railway;  also  several  large  orders  for  the  Consolidated 
Railway  of  New  Haven.  Dartmouth  &  Westport  Street  Railway. 
Boston  &  Worcester  Street  Railway,  Oklahoma  City  Railway  Com- 
pany,   York    Street    Railway   and    other   small    orders    aggregating 


over   :>nu   trucks  for  which    the   company    has   received  orders  dur- 
ing the  last  three  montns. 

Green  Engineering  Company,  Chicago,  in  order  to  handle  its 
steadily  increasing  business,  purchased  last  year  nine  acres  of 
ground  in  East  Chicago  upon  which  the  company  has  erected  a 
new  shop,  approximately  Y40  by  130  feet,  embracing  a  large  foun- 
dry, machine  shop,  warehouse,  pattern  shop  and  power  house. 
The  buildings  are  of  all-steel  construction  with  concrete  side  walls 
and  tile  roofing,  making  them  practically  fireproof.  The  company 
has  also  constructed  1,200  feet  of  switch  track  on  each  side  of  its 
plant. 

McCllntic-Marshall  Construction  Company,  Park  building,  Pitts- 
burg, 'will  build  an  addition  to  its  plant  at  Carnegie,  Pa.,  for  use 
as  a  rivet  shop.  The  building  will  be  84  feet  wide  at  the  main 
span,  the  total  length  to  be  154  feet  8  inches.  Provision  is  made 
for  four  5-ton  longitudinal  crane  runways  together  with  additional 
runways  to  carry  riveting  machines.  The  plant  at  Carnegie  was 
purchased  in  June,  1905,  from  the  American  Structural  Steel  Com- 
pany and  since  its  operation  under  its  present  management  has 
shown  an  Increased  output. 

Charles  M.  Higglns  &  Co.,  manufacturers  of  the  well-known 
Higgins'  drawing  inks,  have  increased  their  business  during  the 
past  year  over  one-third  of  the  year  previous.  The  general  us 
not  only  in  this  country  but  throughout  the  world  of  their  draw- 
ing inks,  mucilage  and  paste  is  increasing  steadily.  Some  time  ago 
the  company  opened  a  store  at  11  Farringdon  avenue,  London. 
E.  C,  as  a  distributing  depot  for  their  line  in  England.  The  Chi- 
cago office  of  the  company  is  in  the  Fisher  building,  the  main  of- 
fice and  factory  being  located  in  Brooklyn,  N.  Y. 

J.  P.  Sjoberg  <£.  Co.,  533  West  Thirty-second  street.  New  York. 
N.  Y..  have  recently  delivered  to  the  New  York  City  Railway 
Company  600  of  their  new  patent  sliding-sash  vestibules,  arid  these 
have  been  installed  on  the  New  York  city  cars.  The  vestibule 
affords  thorough  protection  to  the  motorman  and  in  no  way  ob- 
structs his  view.  The  Brooklyn  Rapid  Transit  Company  of  Brook- 
lyn, N.  Y..  has  adopted  this  vestibule  as  standard  on  all  of  its 
cars  and  has  recently  placed  an  order  for  400  vestibules,  which 
completes   the   contract  for  equipping  the  whole  system. 

J.  G.  Brill  Company,  Philadelphia,  is  reported  to  have  an- 
nounced that  the  plan  for  the  reorganization  of  its  company,  which 
has  been  under  way  for  some  time,  has  been  accomplished.  The 
capital  stock  has  been  increased  from  $600,000.  to  $10,000,000.  part 
of  which  has  been  taken  by  the  three  other  companies  associated 
with  it,  namely.  G.  C.  Kuhlman  Car  Company,  American  Car  Com- 
pany and  the  John  Stephenson  Company.  It  is  stated  that  nego- 
tiations are  under  way  for  the  equipping  of  another  car-building 
company  in  the  east.  James  Rawle,  formerly  secretary  of  the 
company,  has  been  elected  president  to  succeed  Martin  G.  Brill, 
who  died  some  months  ago.  No  changes  in  the  operation  of  the 
different  plants  will  be  made  at  this  time  under  the  new  man- 
agement. 

B.  F.  Sturtevant  Company,  Boston,  reports  the  sale  of  its 
generating  sets  to  the  Richard  Borden  Manufacturing  Company, 
Fall  River,  Mass.,  Eastern  Brass  &  Machine  Works,  Easton.  Pa., 
Roughsedge  &  Ramsey,  Prince  Albert.  Sask.,  Can.,  and  the  Bowker 
Construction  Company,  New  York  City;  also  the  large  manufactur- 
ing plants  which  have  been  equipped  with  its  heating  and  ven- 
tilating system:  Reeves  &  Co.,  Columbus,  Ind.,  National  Tube 
Company,  McKeesport,  Pa.,  Graton  &  Knight  Manufacturing  Com- 
pany, Worcester.  Mass.,  and  the  Canadian  Pacific  Railway.  To- 
ronto Junction,  Ont.  The  company  has  also  made  the  following 
sales  for  its  new  type  of  high  pressure  rotary  blowers:  General 
Fire  Extinguisher  Company,  Atlanta.  Ga.,  Rivett  Lathe  Company, 
Brighton,  Mass.,  J.  B.  Clark  Manufacturing  Company,  Rockford. 
III.,  and  the  Winchester  Repeating  Arms  Company  of  New  Haven, 
Conn. 

H.  W.  Johns-Manville  Company,  100  William  street.  New  York, 
held  its  annual  convention  of  its  many  branch  managers  and  de- 
partment managers  during  the  last  week  in  January  at  the  New 
York  office  of  the  company.  Representatives  of  the  various 
branches  and  factories  were  present,  making  the  meeting  not  only 
profitable  but  interesting.  Within  the  past  few  months  the  com- 
pany has  opened  new  branch  offices  at  New  Orleans.  La..  Dallas, 
Tex.,  and  Baltimore.  IW.,  making  sixteen  branch  offices  through- 
out the  United  States  in  addition  to  its  local  representatives  at 
various  points.  The  company  has  recently  opened  a  branch  office 
at  214  Main  street,  Buffalo,  N.  Y.,  in  charge  of  George  A.  Schmidt, 
who  has  been  connected  with  the  company  for  a  number  of  years. 
B.  F.  Boscoe  has  been  appointed  assistant  manager  of  this  branch 
and  will  make  his  headquarters  at  Rochester,  N.  Y.  Harry  V. 
Patton  will  also  be  associated  with  the  new   Buffalo  branch. 

D.  E.  Baxter  &  Co..  Incorporated,  railroad  contractor,  27  Wil- 
liam street.  New  York,  which  has  the  contract  for  the  construc- 
tion and  equipment  of  the  Charleston  &  Summerville  Electric  Rail- 
way, from  Charleston  to  Summerville.  S.  C  has  placed  orders  for 
3,150  tons  of  70-pound  rails,  850  kegs  of  railroad  spikes  and  12 
switches,  delivery  to  be  made  in  the  early  part  of  May.  The  con- 
struction of  this  road  is  progressing  rapidly,  the  contractor  having 
two  large  forces  at  work  from  both  ends  to  the  center.  The  fire- 
proof concrete  power  house  building  in  which  will  be  installed  the 
Snow  gas  engines,  generators  and  electrical  appliances  for.  ope- 
rating this  road  will  be  commenced  immediately.  The  overhead 
construction  will  be  for  single-phase  transmission,  with  120-foot 
spans.  No.  000  hard  drawn,  grooved  copper  trolley  wire.  As  the 
president  of  the  road  is  anxious  to  complete  it  as  soon  as  pos- 
sible to  take  care  of  the  summer  travel  the  contractor  is  increas- 
ing its  forces  that  this  may  be  accomplished.  It  has  been  as- 
sured  by  the   Snow   Manufacturing  Company  that   the  delivery  of 


February  83,  1907. 


ELECTRIC    RAILWAY     REVIEW 


277 


machinery  will  be  prompt.  A  spur  will  be  run  from  the  main 
line  to  the  new  Charleston  navy  yard,  thus  affording  the  United 
States  government  easy  transportation  for  its  men  to  and  from 
work.      A   majority   of   thes  ither   reside   in   Charlestown    or 

Summerville  and  are  now  compelled  to  take  a  circuitous  route. 
The  weather  has  been  such  that  no  delay  has  been  experienced, 
the  contractor  not  having  lost  a  day  since  work  began  in  No- 
vember,  1906. 

G.  Drouve  Company.  Bridgeport.  Conn.,  has  secured  an  order 
to  install  the  Lovell  sash-operating  device  at  the  New  York  Cen- 
tral railroad  shops  at  White  Plains  and  Harmon.  X.  Y.  The  in- 
stallation includes  apparatus  to  operate  the  sash  in  the  inspection, 
locomotive,  car  and  machine  shops  and  comprises  4.400  feet  of 
the  operating  device.  The  company  is  completing  an  Anti-Pluvius 
skylight  installation  for  the  Pond  Machine  Tool  Company  on  its 
new  shop  addition.  The  Anti-Pluvius  skylight  is  water-tight, 
weather-proof  and  non-deteriorating,  and  is  erected  by  the  unit 
system  of  construction,  without  putty  or  cement.  The  company 
makes  a  special  bid  for  large  contracts,  having  only  recently  fin- 
ished the  skylighting  of  the  Delaware  Lackawanna  &  Western 
Railway  Hoboken  terminal  train  shed.  125,000  square  feet  of  sky- 
light being  used  on  this  work.  A  strong  claim  made  by  the  com- 
pany is  that  it  guarantees  positive  immunity  from  leakage  and 
condensation,  as  also  from  breakage  of  glass  (excepting  from 
strictly   external   can-    - 

Pressed  Steel  Car  Company,  Pittsburg,  at  the  annual  meeting  of 
its  stockholders  held  in  Jersey  City  on  February  20,  re-elected  the 
retiring  directors  and  made  public  its  financial  report  for  the  fiscal 
year  ending  December  31.  1906.  The  report  shows  that  the  surplus 
after  deducting  the  dividends  on  the  preferred  stock  was  equal  to 
17.25  per  cent  on  the  common  stock,  but  no  dividends  were  de- 
clared on  the  common  stock  because  the  management  desired  to 
increase  the  working  capital  and  strengthen  its  position.  The  in- 
come account  of  the  year  together  with  the  general  balance  sheet 
is  as  follows: 

1906.  1905. 

Net   earnings    $3,381,884  $1,106,901 

Depreciation,     etc 350,000  175,000 


particular  machine.  Some  of  the  men  now  employed  have  been 
with  this  company  since  it  first  began  the  manufacture  of  com- 
mutators. The  result  of  this  specialization  is  more  perfect  work- 
manship which,  combined  with  the  best  of  material,  assures  a 
product  of  the  highest  type. 

An  exact  fit  between  the  shell  and  the  commutator  bars  is  an 
important  point  to  be  observed  in  the  manufacture  of  a  commu- 
tator, because  if  the  fit  is  not  perfect  the  commutator  will  not  re- 
main tight:  and  further,  the  expansion  and  contraction  from  heat- 
ing when  in  operation  will  cause  it  to  warp,  resulting  in  serious 
sparking  and  in  a  very  short  life  for  both  commutator  and 
brushes.  This  company  has  given  special  attention  to  perfecting 
methods  of  securing  the  perfect  fit  so  desirable  and  necessary  to 
avoid  the  disastrous  effects  above  mentioned,  and  it  is  prepared 
to  manufacture  high-grade  commutators  of  any  style  in  all  sizes 
from  the  smallest  used  on  a  fan  motor  to  that  of  the  largest 
direct-current  generator. 


BLAKE    TUBE    FLUX. 


Balance     $3,031  B84 

Preferred    dividends 875,000 


Balance    $2,156  SS4 

Common    dividends 


$    931,901 
ST5.000 

$      56.901 


Surplus     $2.15> 5,8  ;  4 

Previous    surplus 2. 588. 775 


Total    surplus $4,745,659 

Assets. 

1906.  1905. 

Properties  and  franchises $26,S53,093  $25,818,622 

Securities   owned    2,488,554  2,052.554 

Taxes    and    insurance 49.402  24  936 

Accounts  receivable   1.073.048  1.826.112 

Materials   on    hand 4.979.S15  4.920.253 

Cash     2.065.579  478.040 


Totals     $3S. 409,491     $35,520,517 


Liabilities. 

1906. 

Common   stock    $12,500  000 

Preferred   stock    12.500.000 

First  mortgage  notes 2,500,000 

P.  S.  C.  monevmtg.  McK.  Rs.  p.  4  235.000 

P.  S.  C.  money  mtg.  Allgheny  p.  it  75 

Accounts  and   bills  payable 5.381.119 

Accrued  salary  and  wages 201.763 

Accrued   interest    52  200 

Accrued  preferred  dividends 21S.750 

Surplus     4.745.659 


1905. 

$12,500,000 

12.500,000 

3.000.000 

235.000 

75,000 

4  156.381 

184  018 

218.750 

2.5SS.775 


$  56,901 
2,531,874 

$2,5S8,775 

Increase. 

$1  034.471 

436.000 

24.466 

146.936 

59,562 

1. 187. 539 

$2,888,974 
Increase. 
'•$5o6.'666 


1,225.738 

17.745 

•10.393 

"isMsi 


There  are  many  reasons  why  it  is  advantageous  to  have  solder- 
ing flux  placed  on  the  market  in  such  a  form  that  it  will  remain 
clean  and  yet  easily  be  applied  to  the  surfaces  to  be  joined.  With 
soldering  paste  contained  in  the  usual  form  of  boxes  there  are 
the  disadvantages  that 
if  the  box  is  not  kept 
covered  at  all  times 
the  paste  becomes 
dirty,  and  for  this  rea- 
son part  of  it  may  be 
wasted;  with  the  sol- 
dering flux  in  covered 
boxes  it  is  necessary 
for  the  linemen  or 
whoever  may  use  it  to 
apply  the  flux  with 
some  sort  of  brush  or 
dauber.  This  practice 
is  not  only  unhandy 
but  is  wasteful  of  the 
material.  To  obviate 
these  disadvantages 
and  effect  a  saving  for     B  T  Flux_Method  of  Application, 

the    user   of   soldering 
flux,   the  Blake  Signal 

&  Manufacturing  Company,  246  Summer  street.  Boston,  has  placed 
on  the  market  the  "Blake  Tube  Flux." 

As  will  be  noted  by  the  accompanying  illustrations,  this  tube 
is  of  the  customary  collapsible  form  and  has  a  tapering  spout 
through  which  the  soldering  flux  is  applied  directly  to  the  sur- 
faces where  it  is  needed.  The  flux  contained  in  these  tubes  was 
formerly  known  by  the  trade  name  of  "Climax."  The  manufac- 
turer states,  however,  that  the  tube  and  flux  have  been  much  im- 
proved. The  new  product  is  said  to  have  many  advantages  over 
the  ordinary  flux,  among  which  are  the  following:  It  is  an  insulat- 
ing material,  non-corrosive,  and  is  enclosed  in  tubes  so  that  it 
may  conveniently  and  economically  be  applied  as  desired.  It 
would  seem  that  soldering  flux  enclosed  in  such  tubes  would  form 
a  very  useful  part  of  a  workman's  kit. 

Special  attention  is  called  to  the  aluminum  spout,  which  ma- 
terial will  permit  of  contact  with  a  soldering  iron  without  melting 


Totals     $38,409,491 

•Decrease. 


:- 


f.Ubc 

Aa   tMSUtmtlMff,    • 

■ 

iiNftou? 

ADVERTISING  LITERATURE. 


Genuine    Eangor    Slate    Company.    Easton,    Pa. — "Slate    and   Its 
is  the  title  of  a  handsomely  executed  and  instructive  pam- 
phlet designed  to  be  convincing  in  Its  array  of  facts  and  arguments 
in  favor  of  slate   as  compared  with  other  materials  used  for  roof- 
ing   purposes.      The    claim    that    the    company    is    the    largest    pro- 
of   slate    in    the    country    is   not    likely    to    be    disputed,    nor. 
after  reading  this  book,  does  there  seem  any  argument  except  that 
-t    with    which   to   controvert  the   claims   for   slate. 
The  various  chapters  set  forth  what  a  genuine  Bangor  slate  roof 
will    and    will    not    do.     its    service    and    qualities     in    comparison 
with   roofs  of  tin.  steel,  shingles,   tile  and  compositions  of  tar.  as- 
phalt,  asbestos,  gravel,   etc..  with  quotations  from  various  authori- 
al   support  of   the   points    made.      The   pamphlet    is   beautifully 
illustrated    from    photographs    of    buildings— residences,     churches, 
factories,    government    institutions — showing   clearly    the    attractive 
effect  produced  by  the  use  of  slate  roofing  and  in  themselves  sug- 
gestive of  the   unquestioned  durable  character  of  the   material. 


Blake    Tube    Flux — Collapsible    Tube. 

and  thus  closing  the  outlet  for  the  flux.  The  collapsible  tubes  are 
made  of  heavier  metal  than  before  and  are  coated  with  tin  both 
inside  and  out.  This  coating  prevents  the  tube  from  being  torn 
or  damaged.  Reference  to  the  Illustration  showing  the  method  of 
applying  the  paste  In  soldering  armature  leads  to  commutator  seg- 
ments will  make  plain  the  convenience  pf  the  Blake  Tube  Flux 
for  the  use  of  the  shop  man  or  lineman. 


DEVELOPMENTS    IN    THE    ORGANIZATION    OF    THE    OHIO 
BRASS    COMPANY. 


HOMER     COMMUTATORS. 


An  excellent  example  of  the  tn  nd  of  the  modern  idea  of 
specialization  is  illustrated  in  the  manufacture  of  commutators 
by  the  Homer  Commutator  Company.  Cleveland,  Ohio.  In  this 
case  not  only  does  the  company  devote  Usell  exclusively  to  the 
manufacture  of  high-grade  commutators,  but  eacb  man  who 
operates  one  of  the  machines  designed  especially  for  the  man- 
ufacture   Of    commutators    is    a    specialist    in    the    operation    of    his 


In  order  to  better  serve  its  rapidly  increasing  trade,  the  Ohio 
Brass  Company  has  recently  made  arrangements  for  the  estab- 
lishment of  two  new  branch  offices  and  has  made  several  addi- 
tions to  the  personnel  of  its  home  office.  These  new  branch 
offices  will  be  located  at  St.  Louis.  Mo.,  and  Atlanta,  Ga..  and  will 
carry  an  ample  stock  of  standard  materials  for  quick  shipments, 
which  will  be  selected  to  fulfil  the  requlremi  ats  peculiar  to  their 
respective  territories.  The  establishment  of  these  offices  will 
enable  the  company  to  take  care  of  its  trade  In  the  southwestern 
and  southeastern  territories  more  efficiently  than  ever,  and  will 
greatly  facilitate  prompt   filling  of  oi 

The   St.   Louis  office  will   be  located  at    10   North   Fourth 
and  will   be  ready  for  business  on  March   1.     This  date  will  mark 
the   termination    of   the  Ohio   Brass    Company's    arrangements   with 
the  Watts    &   Uthoff  Supply  Company,    which    has   acted    as    sales 
agent  in   that  territory  for  several   years  past.     The  office  will   be 


278 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  8. 


under  the  management  of  E.  C.  Brown,  who.  for  many  years,  has 
been  actively  identified  with  the  electric  railway  trade  and  will 
be  assisted  in  the  office  by  N.  W.  Biggart,  who  has  been  trans- 
ferred  from  the  home  jffiee  for  that  purpose.  Traveling  salesmen 
will  be  added  to  this  office  as  soon  as  its  organization  has 
completed,  and  customers  in  the  St.  Louis  territory  will  now  be 
even   better  served   than  heretofore. 

The  new  branch  office  at  Atlanta,  Ga.,  will  be  ready  for  busi- 
ness on  March  15  and  will  be  under  the  management  of  J.  H. 
Slimp.  R.  L.  Courtney  will  assist  Mr.  Slimp  in  the  office  and  a 
staff  of  traveling  salesmen  will  be  organized  as  soon  as  tin  office 
is  formally  opened.  Mr.  Slimp  needs  no  introduction  to  his  many 
friends  in  the  southeastern  territory,  who  will  doubtless  be  pli 
to  learn  that  in  his  new  capacity  as  sales  manager  of  this  .>tri..- 
he  will  be  in  a  position  to  keep  in  closer  touch  with  them  than 
heretofore. 

The  Atlanta  office  will  be  located  in  the  Peters  building,  room 
30S,  corner  of  Wall  and  Peachtree  streets.  The  warerooms  will 
be  in  the  same  building  and  sufficient  stock  will  be  carried  to 
fill  all  rush  orders. 

Several  acquisitions  have  recently  been  made  to  the  home 
office  force  at  Mansfield.  These  additions  are  made  necessary  by 
the  rapidly  increasing  volume  of  business,  consequent  to  the  com- 
pletion of  the  Ohio  Brass  Company's  new  factory  buildings,  and 
are  as  follows:  J.  F.  Little  is  assistant  in  the  line  material  divi- 
sion of  the  railway  sales  department.  He  was  formerly  con- 
nected with  the  sales  department  of  the  Western  Electric  Com- 
pany in  Chicago.  C.  C.  Beck  has  assumed  the  position  of  com- 
mercial engineer,  having  been  previously  assistant  superintendent 
of  the  Ideal  Electric  Company.  C.  V.  Marks  is  personal  assistant 
to  the  secretary.  H.  C.  Moran  is  assistant  in  the  rail  bond  de- 
partment, having  been  previously  connected  with  the  'Western 
Electric  Company.  A.  W.  Campbell  is  assistant  in  the  office  of 
the  vice-president.  H.  W.  Young,  formerly  with  the  Cutler- 
Hammer  Manufacturing  Company  of  Milwaukee.  Wis.,  is  assistant 
in  the  advertising  department. 


THE   NATIONAL  WINDOW   FIXTURES. 


The  National  Lock  Washer  Company  of  Newark,  N.  J.,  which 
manufactures  a  complete  line  of  curtain  fixtures,  also  has  upon  the 
market  a  number  of  window  fixtures.  These  include  a  sash  balance 
roller  and  attachments  fur  lifting  a  window    a  sash  lock  with  rateh- 


National  Sash   Lock. 

et  strip  and  screws  for  locking  a  window  at  any  desired  height 
and  sash  springs  comprising  four  face  and  two  edge  springs  for 
making  a  window  dust  and  draft  proof.  The  company  believes 
that  by  the  proper  application  of  these  devices,  it  will  be  possible 
for  even  a  child  to  raise  or  lower  with  ease  the  heaviest  car 
sash  in  wet  or  dry  weather,  and  that  when  the  window  is  closed 
it  will  be  practically  dust  and  draft  proof.  The  fixtures  do  not 
necessarily  have  to  be  used  together,  but  the  combination  makes 
the  window  arrangement  serviceable  and  effective. 

The  National  sash  lock  is  designed  to  hold  and  positively  lock 
the  window  sash  at  any  height  and  to  prevent  rattling.  A  feature 
taken  into  consideration  in  planning  its  construction  was  to  make 
it  possible  to  place  the  window  loosely  in  the  frame,  so  that  the 
sash  could  be  easily  raised  and  lowered.  The  lock  is  operated  by 
simply  pressing  and  releasing  levers  which  are  so  arranged  that 
raising  the  lower  lever  unlocks  the  upper,  but  a  reversal  of  the 
process  has  no  effect  on  the  lower  lever,  an  arrangement,  the  pur- 


pose   of   which    is    to    give    the    operator    complete    control    of    the 
weight  of  the  sash. 

The  National  sash  balance  is  a  specially  made  spring  roller, 
held  in  brackets  placed  out  of  sight  at  the  highest  part  of  the  sash 
slide.  The  roller  is  held  to  the  sash  by  two  belts,  one  at  each  end 
of  the  roller.  These  belts  are  connected  with  the  roller  by  brass 
straps  locked  In  the  roller  groove,  and  the  lower  ends  connected  to 
the  sash  by  hooks  secured  to  the  belting  by  brass  straps.  These 
hooks  fit  into  eyes  screwed  into  the  top  of  the  sash,  so  as  to  make 
the  sash  readily  removable.  The  screw  eyes  are  made  with  a 
special    thread    that    it    is    believed    will    sustain    many    times    the 


National  Sash   Balance  Roller  and  Attachments. 

weight  required.  They  can  also  be  raised  or  lowered  one  or  more 
turns  to  equalize  the  belt  on  each  side.  If  stronger  tension  is  re- 
quired, one  belt  at  a  time  can  be  unhooked  and  passed  around  the 
roller.  If  less  tension  is  required  the  belt  can  be  unhooked  and  one 
turn  taken  off.  making  it  unnecessary  to  move  the  roller  in  order 
to  regulate  or  adjust  it.  The  wearing  parts  are  all  of  sheet  brass. 
Under  ordinary  conditions  the  tension  of  the  balance  roller  is  said 
to  lift  all  but  about  three  pounds  of  the  weight  of  the  sash. 


RECORDING    FARE    REGISTERS. 


The  Recording  Fare  Register  Company  of  Now  Haven.  Conn.. 
is  offering  two  new  styles  of  fare  registers  designated  as  tyres-F 
and  G. 

The  aim  in  the  design  of  these  registers 
has  been  to  reduce  the  number  of  working 
parts  and  springs.  To  accomplish  this  end. 
gearing  alone  has  been  employed  in  the 
construction  of  the  internal  mechanism  of 
these    registers. 

The  enclosing  cases  are  of  seamless  drawn 
cartridge  brass,  finished  in  antique  copper. 
The  lace  dials  are  of  steel,  enameled  any 
color  desired,  or  to  match  the  car  finish. 
Large  plain  numbers  which  can  be  easily 
read  at  a  distance  areused  for  the  trip  and 
total  figures. 

The  "set  back"  is  entirely  automatic,  the  knob  returning  to 
position  instantly  upon  the  cancellation  of  the  trip  or  changing  of 
the  direction  indicator. 

A  printed  record  is  made  by  the  type-G  register,  giving  the 
direction,  trip  number  and  a  total  statement  for  each  trip.  Type-F 
is  of  exactly  the  same  construction  as  type-G,  with  the  exception 
that  it   does   not   have   a  record-printing  mechanism. 

Both  of  these  registers  can  be  fitted  with  a  "not-set"  indi- 
cator, which  requires  an  extra  push  of  the  knob  to  unlock  the 
register  after  canceling  a  trip  or  changing  the  direction.  This 
avoids  the  possibility  of  fares  being  registered  while  the  conductor 
is  off  the  car. 


Type-G. 


K 


Is.     ° 


ViALi.  ii 


mm 


Chicago:  160  Harrison  Street 


PUBLISHED  EVERY  SATURDAY  BY  THE  WILSON  COMPANY,  CHICAGO 

Entered  at  the  Postoffice,  Chicago.  111.,  as  Second-<?lass  Matter. 
Subscription  in  advance,  including  special  daily  editions  published  from 
time  to  time  in  places  other  than  Chicago,  postage  free,  $2: 
Foreign.  Jo;  Single  Copy,  10  cen  <-s. 


New  York:  150  Nassau  Street 


Vol.  XVII,  No.  9 


CHICAGO,  MARCH  2,  1907 


Whole  No.  201 


TABLE  OF  CONTENTS. 


Editorial — 

— Perpetual   Franchises  Upheld 279 

No-Fare  Street  Car  Systems  279 

— High -Class  lien  in  the  Boiler  Room 279 

— Preventing-  the  Freezing  of  Standpipes  280 

— Glass  Breakage  on  Interurban    Cars 280 

— Economy  in  Motor  Repairs    

— Interurban  Trolley  Breaks 281 

— Sectionalizing  Car  House  Wiring 281 

New  Car  House  and  Shops  at  Nashville   (Illustrated) Z*- 

The  New  Tunnel  for  the  Metropolitan   Street  Railway  Company 

of  Kansas  City   285 

Milwaukee  Service  Investigated  by  Wisconsin  Railroad  Commis- 
sion     

Boston  &  Maine  Wants  Conway  Electric  Railway 287 

Dispatching    Cars    by    Telephone.    Denver    City    Tramway.       By 

S.    W.    Cantril    (Illustrated)    2SS 

Employes'    Records    of    the    Memphis    Street    Railway     Company 

(Ilustrated  i      290 

Des  Moines  Franchise  Declared  Perpetual  by  United  States  Cir- 
cuit   Court    291 

A  Sand-Supply  Car  at  Knoxville   (Illustrated)    29:2 

Development  of  the  Oklahoma  City  Railway  Company 293 

Improvements  at  Mobile.   Ala 293 

Records  for  Distribution  of  Stores  at   Chattanooga   (Illustrated)  .294 
Disciplining  by  Assignment  of  Trainmen  to  Inferior  Runs  (Illus- 
trated)      294 

Doublie-Lift  Bridge  of  the  Illinois  Traction  System  at  Peoria.  111.295 

Family   Talks    295 

Electrification   of  Main   Lines   of  Railway 295 

The  Use  of  Contactors  with   Platform  Control   (Illustrated) 296 


In  a  decision  rendered  on  February  19  by  Smith  McPherson, 
judge  of  the  United  States  circuit  court  at  Des  Moines,  la., 

the  contention  of  the  Des  Moines  City  Rail- 
Perpetual  way  Company  that  its  franchise  is  per- 
Franchise  petual  is  upheld.  Judge  McPherson  holds 
:s  Upheld.                that  notwithstanding  the  claim  of  the  city 

that  all  rights  which  were  granted  under 
the  ordinance  of  1866  expired  in  1898,  the  city  since  the  latter 
date  has  repeatedly  recognized  the  validity  of  the  franchise. 
The  court  rules  that  only  the  monopoly  feature  of  the  fran- 
chise expired  in  1898.  In  the  decision  the  court  states  that 
attempts  to  violate  contracts  are  one  of  the  evils  of  munici- 
pal governments  of  the  day.  The  court  shows  that  the  Des 
Moines  city  council,  desiring  to  aid  in  building  up  the  city, 
granted  a  franchise  when  Des  Moines  had  about  6,000  people, 
and  that  the  system  was  maintained  for  14  years  with  an 
expenditure  of  $200,000  and  no  profits;  and  that  when  profits 
were  in  sight  the  council  granted  rights  to  other  companies 
and  litigation  commenced.  Although  the  company's  conten- 
tions are  unheld  in  a  broad  way,  the  court  calls  attention  to 
the  fact  that  the  company  is  under  a  continual  obligation  to 
furnish  adequate  and  efficient  service.  The  attorney  for  the 
city  announces  that  the  case  will  be  appealed  to  the  United 
Slates  supreme  court. 


Cleveland's   mayor  is  at   work  again,   and  according  to   his 
views  3-cent  fares  are  only  a  step  in  the  right  direction.    The 

Soal  is  no  fare  at  all;   that  is,  no  fare  that- 
No-Fare  the  street-car-rider  will  know  that  he  pays, 

Street  Car  it  is  all  to  be  added  to  taxation.     Mr.  John- 

Systems,  son  is   quoted   as  follows:      "What   I    really 

want  is  free  street  cars.     Eventually  I  hope 
to  see  them  as  free  to  the  passengers  as  the  air  they  breathe 
Street  cars  ought  to  be  as  free  as  elevators,    A  proper  s 
of  taxation  would  support  street  car  lines  without  burden  to 
the  workingman,  who  could  choose  his  home  where  he  would. 


New  Electric  Locomotive  for  the  Brooklyn  Rapid  Transit  Com- 
pany   i  Illustrated)     297 

New  Viaduct  for  the  Metropolitan  Street  Railway 29  ii 

Directory  of   Electric  Railway  Association *'■>' 

Pioing   and    Power   Station    Systems— XXXI.     By   W.    L.   Morns. 

(Illustrated    29b 

Recent  Electric  Railway  Legal  Decisions.     By  J.  L.  Rosenberger.299 

News  of  the  Week  jj°l 

Central    Electric  Railway  Association    301 

— Philadelphia    Traction    Situation    301 

—Accident   on    New    York  Elevated   Road 301 

Effecting  Electric  Railways 301 

— Cleveland  Traction   Situation    301 

— Trolley   Express   Hearing  in   Massachusetts 301 

— Rapid  Transit  Affairs  in  New  York 302 

—Chicago    Traction    Situation    302 

Construction   News — 

— Franchises    


-Incorporations 


.304 


— Track  and  Roadway   305 

— Power    Houses    and    Substations 306 

Personal  Mention    307 

Financial    News     30i 

Manufactures  and  Supplies— 

— Rolling   Stock 308 

— Shops  and  Buildings   308 

—Trade   Notes    309 

— Advertising  Literature   309 

A   Combination  Steel  and  Wooden  Gear  Case   (Illustrated) 310 

Pole-Top    Air-Break    Switches    for    High-Tension     Transmission 

Lines    (Illustrated) 310 


and  congested  districts  would  disappear."  It  is  difficult  to 
treat  with  patience  this  suggestion  that  it  would  not  burden 
any  workingman  to  have  the  cost  of  urban  transportation  for 
the  public  added  to  his  taxes  or  the  taxes  paid  by  his  land- 
lord or  the  storekeeper  with  whom  he  deals. 


Many  power  plant  operators  seem  to  think  that  if  a  good  en- 
gineer   is    employed    for   their    plants    everything   has    been 
done  that  is  necessary  to  assure  economical 
High-Class  results.    This,  unfortunately,  is  not  the  case 

Men  in  the  unless  the  engineer  in  charge  realizes  the 

Boiler  Room.  value  of  good  firing.     Far  more  economical 

results  could  be  obtained  from  the  average 
plant  if  the  same  amount  of  thought  and  care  were  given  to 
the  operation  of  the  boilers  as  is  generally  given  to  the  en- 
gines. To  accomplish  economical  results  it  is  necessary  to 
employ  a  competent  man  who  has  made  a  study  of  the  dif- 
ferent methods  of  firing  and  knows  how  to  handle  a  given 
grade  of  coal  to  obtain  the  best  results  under  any  given  con- 
ditions This  man  should  be  given  absolute  charge  of  the 
boiler  room  and  not  be  subject  to  the  engineer's  orders, 
which,  in  most  instances,  would  directly  oppose  the  proper 
course  to  be  pursued.  Experience  is  not  the  only  way  by 
which  to  judge  whether  or  not  a  man  is  qualified  for  such  a 
position.  A  sound  theoretical  knowledge  of  the  laws  of  com- 
bustion, coal  and  the  steam  boiler  are  absolutely  essential. 
An  instance  of  what  can  be  done  by  such  a  man.  even  in  a 
small  plant,  is  illustrated  by  a  case  which  lately  came  to  our 
notice.  The  boilers  in  the  plant,  to  which  reference  has  been 
made,  are  fitted  with  mechanical  stokers  and  were  in  charge 
of  an  expert  recommended  by  the  stoker  manufacturer.  H> 
fore  the  "theoretical  stoker"  took  charge  of  the  plant  the  coal 
consumption  was  65  tons  per  day  and  the  town  had  threat- 
i  the  management  with  lawsuits  because  of  the  smoke 
nuisance.  Under  the  scientific  management  the  coal  con- 
sumption was  reduced  12  tons  per  day  and  hardly  a  trace  of 


280 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  9. 


smoke  was  visible.  The  saving  in  coal  was  about  thirty  dollars 
a  day,  omitting  the  reduced  cost  for  carting  ashes.  The  ex- 
penses incurred  about  seven  dollars,  leaving  a  net  saving 
of  twenty  dollars  per  day.  It  should  be  remembered  that  it  is 
the  brains  and  not  the  muscle  that  reduces  the  coal  bills. 


great  frequency,  it  is  well  to  look  into  both  the  operating  and 
the  constructive  ends  of  the  matter.  It  may  pay  in  some 
cases  where  the  speeds  are  very  high  to  use  plate  glass  in  the 
front  vestibule  windows. 


In  power  plants  of  the  hydro-electric  type  where  a  standpipe 
equipment  is  installed  to  prevent  damage  from  water  ham- 
mer, considerable  trouble  is  likely  to  be  en- 
Preventing  the  countered  from  the  freezing  of  the  relief 
Freezing  of  column  of  water  unless  special  measures  are 

Standpipes.  taken    to    heat  the    pipe    interior    in    cold 

weather.  It  has  been  found  by  experience 
that  the  surging  of  the  water  in  the  pipe  seldom  exceeds  18 
inches,  which  is  not  enough  of  a  movement  to  prevent  the 
water  from  freezing  against  the  sides  of  the  pipe,  and  in  case 
of  long  continued  cold  weather  this  is  likely  to  cause  injury 
to  the  standpipe  by  bursting  it,  to  say  nothing  of  the  danger 
to  the  main  pipe  line  and  water  wheels.  An  ingenious  tem- 
porary method  of  preventing  freezing  was  recently  tried  suc- 
cessfully in  a  plant  where  ice  was  forming  rapidly  on  the 
inside  of  a  standpipe  110  feet  high  and  5  feet  inside  diameter. 
Immediate  action  was  necessary,  for  there  was  no  time  for 
anything  but  emergency  methods.  Fifty  50-candlepower  in- 
candescent lamps  were  connected  in  a  loose  circuit  and  low- 
ered into  the  pipe  from  the  top.  The  current  was  then  turned 
on  and  the  heat  from  the  lighted  lamps  cleared  out  the  ice 
in  a  short  time.  As  a  permanent  arrangement  the  standpipe 
was  surrounded  by  a  double  air  chamber  made  of  matched 
boards  lined  with  tar  paper  and  sealed  at  the  top.  In  the 
bottom  of  the  chamber  were  installed  14  simplex  car  heaters 
of  600  watts  capacity  each,  and  in  the  top  was  mounted  a 
2,500-watt  coil  on  a  circular  wooden  float,  the  diameter  of  the 
upper  heating  coil  being  about  42  inches.  The  coil  rises  and 
falls  with  the  surging  of  the  water,  and  is  prevented  from 
being  thrown  out  by  being  fastened  in  at  the  top  of  the  pipe 
with  No.  6  steel  wires.  This  scheme  has  been  found  thor- 
oughly effective  and  it  has  the  advantages  of  being  exceeding- 
ly flexible,  efficient  and  readily  controlled  from  remote  points. 


The  breakage  of  window  glass  on  interurban  cars  sometimes 
becomes  so  frequent  that  a  management's  special  attention  is 

called  to  the  matter,  and  it  at  once  becomes 
Glass  important  to  reduce  the  record.    Aside  from 

Breakage  on  the  expense  of  replacing  the  old  lights  and 

Interurban  Cars,    the  ever-present  possibility  of  damage  suits, 

it  sometimes  happens  that  connecting  roads 
will  not  receive  a  car  with  a  single  broken  pane,  the  result 
being  that  the  car  must  be  taken  off  the  line  and  suffer  a 
total  loss  of  earning  capacity  while  these  trivial  repairs  are 
made. 

High-speed  cars  seem  to  suffer  more  from  glass  breaking 
than  equipments  making  moderate  schedules,  and  the  exces- 
sive vibration  of  windows  is  no  doubt  a  predisposing  cause. 
Rough  track,  minor  collisions  with  teams  or  other  vehicles, 
carelessness  of  passengers  and  other  causes  readily  suggest 
themselves,  but  perhaps  the  point  In  the  car  which  suffers 
most  heavily  is  the  front  vestibule.  Too  rapid  dropping  of 
windows  by  motormen  is  a  frequent  cause  of  breaks,  and 
again,  the  contact  of  the  car  with  a  foreign  body  like  a  large 
bird  flying  through  the  air  or  with  a  broken  guard  wire  hang- 
ing in  an  unsuspected  position  is  often  sufficient  to  make 
trouble.  Progressive  roads  use  the  unbroken  or  unshattered 
pieces  of  glass  from  such  windows  in  headlights,  gauge  dials 
and  other  places,  but  the  actual  cost  of  a  break  is  so  far  be- 
yond any  second-hand  economy  in  materials  that  rigid  rules 
enforcing  careful  handling  of  windows  by  employes  should  be 
the  procedure.  The  use  of  window  stops,  double  catches  to 
prevent  dropping  too  suddenly,  and  in  some  cases  double 
windows,  all  help  to  mitigate  the  trouble.  Many  breaks  can- 
not be  helped,  but  when  the  reports  begin  to  come  in  with 


ECONOMY  IN  MOTOR   REPAIRS. 


Throughout  the  entire  range  of  electric  railway  shop  prac- 
tice there  is  no  more  important  work  than  the  speedy,  eco- 
nomical and  reliable  repairing  of  motor  armatures,  commuta- 
tors and  field  coils.  In  many  shops  the  organization  of  labor, 
equipment  and  material  in  the  painting,  carpentry  and  truck 
departments  is  better  than  that  of  the  armature  or  motor  re- 
pairing room.  The  work  of  motor  maintenance  deserves  the 
most  careful  study;  it  is,  when  properly  done,  as  complicated 
a  business  as  can  be  found  in  any  average  industrial  plant 
There  is  no  place  on  the  road  where  inferior  work  will  so 
quickly  be  rewarded  by  equipment  failures  as  in  the  winding 
of  armatures  and  fields,  and  it  is  doubtful  if  there  is  any  part 
of  the  shop  where  the  use  of  labor-saving  methods  pays  higher 
interest  on  their  cost. 

Even  in  small  shops  it  pays  to  provide  first-class  trans- 
portation facilities  in  all  directions.  Time  is  often  lost  and 
physical  strength  wasted  in  transferring  armatures  from  the 
pits  or  truck  inspection  tracks  to  the  lathes  and  winding 
cradles  of  the  motor-repair  department.  The  majority  of  rail- 
way motor  armatures  are  not  larger  than  an  ordinary  nail 
keg  in  bulk,  but  their  actual  weight  of  from  four  or  five  hun- 
dred to  a  thousand  pounds  needs  to  be  impressed  on  any  man- 
agement which  hesitates  to  spend  money  for  overhead  trav- 
elers and  hoists  on  the  large  scale  which  the  promptest  and 
most  efficient  work  demands.  Hand  trucks  are  essential  in 
the  winding  room,  but  a  complete  overhead  single-rail  crane 
system,  with  lateral  and  possibly  diagonal  branches  is  worth 
all  that  it  costs  in  the  expedition  of  production  which  it  makes 
possible. 

In  any  large  motor-repairing  department  the  variety  of 
work  and  the  number  of  employes  needed  to  push  it  through 
quickly  are  too  great  to  justify  anything  but  a  liberal  policy 
with  respect  to  the  arrangement  of  the  men  and  machinery. 
At  every  point  where  the  work  can  be  done  by  an  automatic 
machine  there  is  little  doubt  that  it  will  pay  to  install  it,  pro- 
vided the  demand  for  the  machine's  service  is  somewhere  near 
continuous. 

Sometimes  the  mistake  is  made  of  buying  expensive  equip- 
ment for  only  occasional  operation,  the  result  being  that  the 
fixed  charges  are  altogether  too  high  in  proportion  to  the 
work  turned  out.  Improved  machinery  with  special  guaran- 
tees of  economy  generally  costs  a  good  deal  of  money, 
especially  in  its  early  days  on  the  market,  when  the  expense 
of  development  and  designing  has  to  be  recouped  by  the 
manufacturers.  Simple,  home-made  devices  may  be  less 
efficient  in  their  operation,  but  for  intermittent  service  it  will 
usually  cost  less  to  run  them  than  to  pay  the  total  annual 
charges  on  elaborate  appliances. 

It  is  as  important  that  work  be  carried  progressively 
through  the  winding  room  of  a  repair  shop  as  that  processes 
shall  be  continuous  in  a  large  factory.  The  orderly  arrange- 
ment of  spare  parts  and  general  supplies  is  often  conspicu- 
ously absent  in  the  work  of  such  shops,  and  the  resulting 
delay  and  friction  are  too  patent  to  require  emphasis.  The 
motor-drive  has  now  been  almost  universally  applied  to  the 
equipment  of  the  winding  room,  but  there  is  still  room  for 
the  use  of  more  efficient  types  of  motors,  with  a  wider  range 
of  speed-control.  Confusion  too  frequently  exists  in  the  wir- 
ing for  insulation  and  resistance  tests;  circuits  are  seldom 
properly  labeled,  even  when  carrying  dangerous  voltages. 
The  testing  out  of  armature  coils,  commutator  bars  and  field 
resistances  offers  an  attractive  field  for  the  installation  of 
special  lamp  resistances,  instrument  connections  and  adjust- 
ments, and  in  some  of  the  more  progressive  winding  rooms 


March  2,  1907. 


ELECTRIC     RAILWAY     REVIEW 


281 


these  testing  circuits  are  carried  along  the  walls  and  columns 
with  taps  and  plug  connections  at  convenient  points  so  that  the 
work  of  the  armature  and  field  winders  can  be  tested  in 
progress. 

In  the  operation  of  large  winding  departments  there  is 
a  much  wider  field  of  activity  for  the  individual  worker  than 
in  many  other  kinds  of  shop  practice.  The  replacing  of  arma- 
ture coils,  for  example,  calls  for  selective  intelligence  of  a 
high  order.  The  work  is  routine  production  as  a  whole,  but 
in  the  carrying  out  of  its  details  the  steps  are  so  varied  that 
there  is  a  chance  for  much  loss  of  time  to  creep  in  if  coils, 
insulating  supplies,  tools,  wedges,  etc.,  are  not  arranged  in 
an  orderly  way.  The  personal  characteristics  of  the  winder 
largely  determine  the  time  required  to  finish  the  particular 
armature  in  hand,  and  this  is  so  chiefly  because  of  the  high 
percentage  of  hand  work  which  obtains.  Systematic  pro- 
cesses involving  the  specializing  of  the  different  jobs  are  de- 
sirable for  the  best  results.  In  a  large  motor-repair  depart- 
ment it  is  generally  profitable  to  keep  one  or  more  men  busy 
at  commutator  turning,  or  other  lathe  jobs,  while  others 
rewind  fields  and  armatures,  test  coils  and  commutators,  re- 
pair brush-holders,  etc.  Too  often  the  lighting  of  winding 
rooms  is  inferior  in  quality;  unshaded  incandescents  hung 
about  in  disorderly  festoons  give  a  bad  illumination  of  specific 
areas,  and  as  a  result  the  quality  of  work  at  night  suffers 
badly. 

No  feature  of  the  work  of  motor  repairs  is  too  small  to 
deserve  consideration — the  larger  the  force  employed,  the 
more  essential  it  becomes  to  see  that  each  particular  job 
shall  be  done  in  the  quickest  and  best  way.  The  supply  of  com- 
pressed air  throughout  the  department  for  cleaning,  the  in- 
stallation of  electric  hoists  for  regular  service  and  also  for 
operation  in  place  of  pneumatic  hoists  at  times  when  the  load 
is  too  small  to  make  it  good  economy  to  operate  a  large  com- 
presser,  the  use  of  special  abrading  and  taping  apparatus  in 
stripping  and  rewinding  coils,  multiple  dipping  and  drying  in 
the  ovens  all  count  in  securing  economical  repairs. 


INTERURBAN  TROLLEY  BREAKS. 


The  breaking  of  a  trolley  wire  on  a  long  interurban  line 
is  such  an  annoyance  that  every  reasonable  means  of  avoid- 
ing it  ought  to  be  planned.  Careful  inspection  of  the  wire  as 
it  comes  from  the  reel  is  one  of  the  first  things  to  look  after, 
for  experience  has  shown  a  marked  tendency  of  trolley  cop- 
per to  break  at  the  points  where  small  chips,  nicks  and  other 
flaws  exist.  With  the  ordinary  methods  of  suspension  con- 
siderable bending  strain  is  put  upon  the  trolley  wire  just  as  it 
enters  and  leaves  the  ear  by  a  fast  running  trolley  wheel, 
for  the  upward  pressure  at  the  point  of  contact  is  sufficient  to 
strike  quite  a  sharp  blow  in  case  the  wire  hangs  unevenly.  It 
is  a  serious  question  if  grooved  trolley  wire  is  not  inferior  to 
round  copper  for  high  speed  interurban  service. 

The  use  of  catenary  suspension  commends  itself  for  a 
large  share  of  new  high-speed  work,  and  the  feasibility  and 
strength  of  this  method  of  hanging  trolley  wire  is  widely  ap- 
preciated. For  the  best  results  the  distance  between  sus- 
pension points  needs  to  be  chosen  with  care.  Established 
interurban  roads  often  cannot  readily  change  over  to  cate- 
nary suspension  for  the  reason  that  if  their  pole  lines  are 
already  crowded  with  high-tension  circuits,  feeders,  telephone 
and  signal  wires,  the  extra  height  needed  for  the  catenary 
messenger  wire  is  scarcely  available  without  bringing  the  low- 
tension  conductor  too  near  the  high  voltage  line.  The  use 
of  heavier  ears  and  hangers,  and  the  maintenance  of  first- 
class  alignment  in  the  trolley  seem  to  be  about  the  only 
remedies  for  too  frequent  breaks,  provided  the  original  wire 
Is  inspected  thoroughly. 

On  an  interurban  line  it  is  usually  out  of  the  question  to 
repair  breaks  by  a  tower  wagon  drawn  by  horses.  Some- 
times the  motorman  and  conductor  of  an  approaching  car  can 
make  a  temporary  hitch   to  a  tree  or    pole  by   using  an   In- 


sulated pair  of  tongs  or  a  wooden  come-along  with  a  coil  of 
rope  attached  and  which  can  be  carried  on  each  car,  without 
much  space  being  occupied.  In  other  cases  an  emergency 
crew  can  proceed  to  the  spot  by  regular  car,  arrangement 
being  made  to  carry  their  light  repair  ladders  on  the  roof. 
When  a  road  can  afford  to  do  so,  a  special  repair  car  with  a 
tower  attachment  which  can  be  operated  quickly  by  one  or 
two  men  is  a  great  convenience,  particularly  if  it  is  equipped 
with  powerful  motors  and  plenty  of  tools  and  supplies.  In 
purely  urban  service  there  is  not  much  of  a  field  for  an  elec- 
trically driven  tower  car,  but  on  long  interurban  lines  it  is 
fast  coming  to  be  a  necessity. 


SECTIONALIZING  CAR  HOUSE  WIRING. 

The  common  practice  in  the  wiring  of  car  houses  is  to' 
tie  all  circuits  of  the  same  potential  together.  Trolley  wires 
over  parallel  pit  or  storage  tracks,  auxiliary  power  circuits 
leading  to  inspection  quarters  and  small  shops,  heater  lines 
and  lighting  leads  are  generally  so  interconnected  that  there 
is  no  possibility  of  separating  them  so  as  to  leave  some  of 
the  lines  alive  and  others  dead.  Of  course,  on  the  equip- 
ment side  of  the  switches  everything  may  be  cut  off  readily, 
but  on  the  supply  side  flexibility  has  seldon  been  sacrificed 
to  protective  convenience. 

It  is  obviously  attractive  to  be  able  to  tap  a  600-volf 
circuit  at  any  point  where  current  is  temporarily  or  permar- 
nently  needed,  but  from  the  standpoint  of  fire  risk  a  more 
generous  use  of  switches  at  such  places  would  unquestionably 
be  a  good  thing.  Most  operating  companies  have  pretty 
definite  rules  in  effect  that  trolley  poles  must  not  be  allowed 
to  remain  against  the  wire  on  cars  standing  in  the  car  house, 
but  it  is  a  fact  that  the  rule  is  a  hard  one  to  enforce  at  all 
times.  A  good  many  fires  have  resulted  from  this  cause,  and 
a  recent  blaze  which  practically  wiped  out  a  car  house  full 
of  rolling  stock  was  attributed  to  the  combination  of  an  un- 
checked snow  plow  heater  equipment  which  was  evidently 
left  accidentally  in  circuit  with  the  trolley  against  the  wire. 
Considering  these  points  it  is  certainly  worth  while  to 
think  seriously  about  sectionalizing  car  house  wiring  in  such 
a  way  that  when  a  track  in  the  house  is  covered  with  stored 
cars  on  which  no  work  is  being  done  the  trolley  above  can 
be  cut  out  and  killed.  Section  insulators  are  cheap  enough, 
and  the  cost  of  controlling  all  the  trolley  wires  in  a  given 
section  of  the  car  house  from  a  single  point  by  single-pole 
knife  switches  mounted  on  a  suitable  panel  would  be  slight 
in  proportion  to  the  additional  insurance  thus  afforded  against 
fire  loss.  It  would  also  be  a  comparatively  easy  matter  to- 
install  a  home-made  automatic  alarm  which  could  be  cut  In 
circuit  at  night  to  ring  a  bell  or  light  a  series  of  red  incan- 
descent lamps  in  case  any  part  of  the  car  equipments  on  the 
storage  tracks  should  be  accidentally  or  carelessly  left  In 
complete  circuit. 

The  wiring  of  old  car  houses,  especially  if  shops  are  con- 
nected with  the  buildings,  is  seldom  all  that  might  be  desired 
in  the  way  of  arrangement,  even  though  it  may  satisfy  the 
insurance  requirements.  Pit  lighting  circuits,  testing  lines, 
motor  and  lighting  wires  can  profitably  be  controlled  from  a. 
common  central  point  and  waste  of  current  prevented  by- 
installing  pilot  lamps  or  even  a  simple  magnetic  needle  indi- 
cator to  show  when  the  circuits  are  alive.  Electric  sand  dry- 
ing apparatus  often  consuming  several  kilowatts  has  to  be 
left  in  circuit  for  long  periods  each  day,  and  if  no  indicator 
in  the  shape  of  a  lamp  is  inserted  in  the  lead  wires  to  the 
resistance  coils,  the  tendency  is  to  leave  the  current  on 
longer  than  is  necessary.  It  should  be  easy  to  trace  the 
wiring  in  any  car  house  or  shop,  regardless  of  the  type's 
being  open  or  enclosed  in  conduit.  Special  switches  may  be 
desirable  at  individual  pieces  of  machinery  or  at  particular 
points  where  a  large  number  of  lamps  have  to  be  cut  in 
and  out  at  the  same  time.  Definite  and  regular  arrangement 
tends  toward  safety  and  economy. 


282 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  9. 


NEW  CAR   HOUSE  AND  SHOPS  AT   NASHVILLE. 


By  the  completion  of  commodious  and  well-designed  build- 
ings tor  shop  and  car  storage  purposes,  at  an  expenditure  of 
about  $250,000,  the  Nashville  Railway  &  Light  Company  has 
furthered  its  commendable  plan  of  the  centralizing  of  its  op- 
erating centers.  Original  in  design,  the  buildings  may  also 
be  considered  as  good  examples  of  the  prevailing  tendency  to 
give  more  attention  to  the  repairing  and  storing  of  rolling- 
stock  equipment. 

The  new  buildings  have  about  98,000  square  feet  of  floor 
space.  They  are  located  less  than  a  block  distant  from  the 
company's  main  transfer  station  and  three  blocks  from  the 
shopping  district  of  Nashville.  In  planning  the  layout  of  the 
buildings  they  were  grouped  so  as  to  give  compactness  with- 
out interfering  with  any  of  the  functions  for  which  each  is 
intended.  The  construction  materials  throughout  the  build- 
ings are  brick  and  reinforced  concrete. 

The  main  building  has  a  floor  space  of  361  by  55  feet  and 
is  two  stories  high.  The  paint  and  carpenter  shop  building, 
IIS  by  190  feet,  is  one  and  one-half  stories  high  and  the  car 
house.  175  by  315  feet,  is  one  story  high.  The, main  building 
and  the  car  house  are  grouped  between  Third  and  Fourth 
avenues  and  the  building  occupied  by  the  carpenter  and  paint 
shops  is  on  Fourth  avenue  directly  opposite  and  facing  the 
shops. 

In  the  main  building,  the  master  mechanic's  office,  17  by 
17  feet,  occupies  the  ground  floor  at  the  front.  Immediately 
at  the  rear  of  the  office  are  rooms  for  light  stores,  tools,  car 
fittings,  and  the  machine  shop.  The  shop  space  is  separated 
laterally  from  the  repair  pits  by  a  row  of  reinforced  concrete 
pillars  supporting  the  roof. 

Repair  Shop   Equipment. 

Throughout  the  shops  new  equipment  has  been  installed. 
Each  machine  is  direct  connected  to  a  General  Electric  motor 
varying  in  horsepower  with  the  size  of  the  machine  which 
it  drives.  In  most  cases  the  motors  are  secured  to  the  con- 
crete floor  with  expansion  bolts.  They  are  arranged  so  as 
to  take  up  as  little  space  as  possible,  and  each  is  provided 
with  a  starting  box.  In  the  machine  shop  all  motors  are 
driven  by  direct  current  supplied  from  the  trolley  wire.  There 
is  one  line  shaft,  30  feet  in  length,  near  the  west  end  of  the 
shops,  that  is  driven  by  a  5-horsepower  motor,  and  which  in 
turn  drives  a  Yankee  drill-grinder,  grindstone,  hacksaw,  emery 
wheel  and  a  lathe  for  boring  bearings.  The  other  machines 
and  their  motors  are  as  follows: 

Tools  Motors 

Acme  boltcutter,  tapping  machine  and  small  shaper.5       horsepower 

24-inch    Cincinnati    drill-press 4       horsepower 

24-inch    LeBland   lathe "i%  horsepower 

18-inch    lathe     5      horsepower 

36-lnch   Bickford   drill-press 5      horsepower 

24-inch    Queen    City    shaper 5      horsepower 

200-ton   Schaffer   hydraulic   wheel-press 5       horsepower 

36-inch   Niles  wheel-boring  machine 5       horsepower 

Two    Buffalo    down-draft   forges    with    exhaust    and 

blast   fans    5      horsepower 

A   traveling  crane  of   16,000  pounds  capacity  serves  the 

shop  pits.    This  crane  is  used  for  lifting  car  bodies  from  the 

trucks  and  for  handling  heavy  material.     If  it  is  necessary 

to  keep  a  car  body  elevated  for  any  length  of  time  a  horse 

made  of  6   by  6-inch  timbers  is  placed  under  it.     Provision 

was  made  in  constructing  the  shop  for  a  crane  in  the  bay 

immediately  over  the  machinery,  but  as  yet  it  has  not  been 

installed. 

Departments. 

An  oil  room,  10  by  12  feet,  is  located  in  a  fireproof  room 
between  the  machine  shop  and  the  sand-drying  room.  In  this 
room  are  seven  65-gallon  oil  tanks,  equipped  with  S.  F. 
Bowser  &  Company's  latest  oil-measuring  pumps.  Axle 
grease,  waste  and  other  combustible  materials  are  also  stored 
in  this  room.  The  sand-drying  room  is  10  by  23  feet  in  floor 
area. 

On  the  second  story  of  the  main  building  are  an  office 
room,   a   general   storeroom    with   offices   set   apart   for   the 


storekeeper    and    purchasing    agent,    an    emergency-linemen's 
room  and  the  armature  winding  room. 

The  armature  room  occupies  the  space  immediately  over 
the  machine  shop.     It  is  separated  from  the  main  storeroom 


New    Shops     and     Car     Storage    at    Nashvill 
Buildings. 


loor    Plan    of    New 


by  a  brick  wall.  In  this  room  all  armature  and  field  repairs 
are  made  and,  as  soon  as  the  necessary  apparatus  can  be 
supplied,  all  the  coils  used  will  be  made  here.  A  20-inch 
lathe  that  was  used  in  the  old  machine  shop  has  been  placed 
in  the  winding  room  to   be   used   in   banding  armatures.     A 


March  2,  1907. 


ELECTRIC     RAILWAY     REVIEW 


283 


200-ton  wheel-press  is  also  provided  for  pressing  on  com- 
mutators and  removing  armature  shafts  from  the  laminations. 
Armatures  are  raised  and  lowered  between  the  machine  shop 
and  the  winding  room  through  a  trap  door  in  the  floor,  by 
means  of  block  and  tackle.  Later  it  is  intended  to  do  this 
work  with  an  electric  hoist. 

One  of  the  accompanying  illustrations  shows  the  winding 
stands,    hoist    and     carriage    used    for   handling    armatures. 


inch  T-rails  are  used  over  the  pits.  These  are  supported 
every  6  feet  and  at  a  height  of  3  feet  11  inches  above  the 
pit  floor  by  6-inch  cast-iron  pipes  filled  with  sand  and  set 
in  concrete.  At  the  top  of  each  pipe  a  casting,  7  by  10  inches, 
is  provided  with  four  holes  for  anchor-bolts  which  hold  the 
rail  to  the  pipe.  Provision  is  also  made,  by  means  of  a  5  by 
5-inch  lug  cast  on  the  outside  and  near  the  top  of  each  post, 
for  stringers  on  which  it  is  intended  to  lay  plank  walks  be- 


New    Shops   and    Car    Storage   at   Nashville — Interior   of    Machine 

Shop. 


New    Shops    and    Car    Storage    at    Nashville — Interior    of    Carpenter 

Shop. 


The  armature  repairs  are  simplified  to  a  great  extent  by  the 
comparatively  uniform  types  of  motor  equipment,  there  being 
four  types,  namely.  G.  E.-800,  1.000,  67  and  57. 
Car  Storage  House. 
The  building  occupied  by  the  car  house  is  divided  longi- 
tudinally into  five  bays,  each  35  feet  wide,  by  the  reinforced 
concrete  pillars.  14  by  14  inches  in  cross  section,  which  sup- 


tween  the  pits.  These  stringers  act  as  tie-rods  for  steadying 
the  rails  of  each  pit.  The  pit  tracks  are  laid  with  11-foot 
centers. 

At  either  end  of  the  building  concrete  floors  extend  from 
the  ends  of  the  pits  to  the  curbing  on  the  property  line  of 
the  street.  These  floors  and  the  floors  of  the  pits  as  well  as 
the  tracks  are  sloped  to  the  north  and  the  west,  affording  an 


New   Shops   and   Car   Storage   at    Nashville — Interior  of   Paint   Shop. 


port  the  roof.  Each  bay  contains  607.5  lineal  feet  of  pit  track, 
making  a  total  of  3,037.5  lineal  feet  of  pit  track  in  the  build- 
ing. This  apartment  is  separated  from  tho  machine  shop  by 
a  firewall. 

In  developing  the  pit  details  many  original  features  were 
adopted.  The  floors  and  end  walls  of  the  pits,  like  the  floors 
throughout  the  building,  are  of  concrete  construction.    Seven- 


i ■, '  cli-jiiiiiiui'  Mini  m  nifiiiis  I'm  rli'Miing  the  sheds  of 
cars  in  case  of  Are.  Sewer  traps  are  located  at  convenient 
points  about  the  building. 

On  account  of  the  usually  mild  climate  that  prevails  In 
Nashville,  it  was  not  thought  necessary  to  enclose  the  en- 
trances to  the  car  house.  The  roof  of  the  building,  how- 
■  vii'.   Is  extended   12  feet  6  inches  beyond  the   building  line 


284 


ELECTRIC    RAILWAY     REVIEW 


Vol.  XVII.  No.  S. 


proper  on  the  Third  and  Fourth  avenue  sides.  This  projec- 
tion prevents  rain  and  snow  from  driving  under  the  roof. 
Fifty-four  wired-glass  skylights  admit  a  generous  amount  of 
light  for  the  day  inspection  work. 

This  building  was  designed  for  the  night  storage  of  all 


made  In  the  company's  shops.    As  is  shown  in  the  illustration, 
neatly  designed  drying  racks  are  placed  about  the  room. 

In  the  carpenter  shop  separate  alternating-current  Gen- 
eral Electric  induction  motors  are  used  to  drive  each  ma- 
chine.     The    following   woodworking    machines,    supplied    by 


New    Shops   and   Car   Storage   at    Nashville — Varnish    Room. 


New    Shops    and    Car    Storage    at    Nashvil 


-Winding    Room. 


cars  operated  during  the  day.  Cars  brought  in  at  night  are 
given  a  place  over  the  pits  where  they  are  left  until  again 
taken  out  for  service.  By  this  arrangement  it  is  not  neces- 
sary to  maintain  a  switching  crew  to  place  the  cars  for  night 
inspection.  The  off-season  cars  are  stored  in  houses  on 
Wharf  avenue,  Division  street  and  West  Nashville. 
Paint  and  Carpenter  Shops. 
The  building  occupied  by  the  paint  and  carpenter  shops 
is  divided  into  two  parts  by  a  brick  wall.  The  paint  shop 
is  49  feet  wide  and  the  carpenter  shop  69  feet.  Both  rooms 
are  190  feet  long  and  have  concrete  floors  and  reinforced  con- 


Fay  &  Egan,  and  the  motors  used  in  operating  them,  have 
been  installed. 

Tools  Motors 

24-inch   resaw    20      horsepower 

24-inch    side    planer 15      horsepower 

9-inch  four-side   molder 15      horsepower 

9-inch    Universal    woodworker 10       horsepower 

Cut-oft   saw    5      horsepower 

Rip   saw    7*4  horsepower 

3-lnch   four-side   molder 5%  horsepower 

7-inch   tenoning  machine 514  horsepower 

Mortising  machine    ahi  horsepower 

32-inch  scroll  saw 5%  horsepower 

30-lnch    double-head    shaper 7%  horsepower 

Drum    and    disc-sanding    machine 3      horsepower 

Universal   sash    and    door   clamp. 

The  only  variation  from  the  plan   of  having  one  motor 


New   Shops   and    Car  Storage   at    Nashville — Interior  of  Car    House  Showing    Concrete    Construction. 


crete  roofs.     The  floor  of  the  paint  shop  is  sloped  for  drain- 
age so  that  cars  can  be  washed  there  if  necessary. 

The  varnish  room,  a  photograph  of  which  is  reproduced, 
occupies  the  same  position  in  the  paint  shop  that  the  mezza- 
nine floor  does  in  the  carpenter  shop.  The  room  has  a  floor 
area  44  by  48  feet.  In  it  paint  and  varnish  are  applied  to  all 
car  panels,  window  frames  and  doors  and  to  all  portable  parts 


for  each  tool  is  at  the  rear  of  the  building,  where  a  line-shaft 
16  feet  long,  driven  by  a  5-horsepower  motor,  drives  an  emery 
wheel,  knife  grinder,  drill-press  and  grindstone.  Work 
benches  built  of  4-inch  maple  planks  laid  on  edge  and  each 
equipped  with  an  Emmert  Brothers  universal  vise,  are  fur- 
nished each  cabinetmaker  employed  in  this  department.  The 
equipment  for  this  building  was  selected  with  a  view  toward 


March  2.  1907. 


ELECTRIC    RAILWAY     REVIEW 


285 


the  construction  at  a  later  date  of  all  new  cars  needed  by 
the  company.  Up  to  this  time  the  carpentry  work  has  been 
limited  to  the  repairing  of  cars. 

The  mezzanine  floor,  44  by  69  feet,  at  the  rear  of  the 
carpenter  shop  is  used  as  a  storeroom  for  finished  lumber 


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Scciion or CapnoL  flvr.Wfiu. . 


S£Cntm  arfh/rnT/an  htou 


New   Shops  and   Car   Storage  at    Nashville — Section   Showing    Con- 
struction of  Brick  and  Concrete  Walls. 

products  and  for  emergency  car-body  repairs.  When  it  is 
necessary  to  set  the  mortising,  planing  or  shaping  machines 
for  any  class  of  work,  it  has  been  found  economical  to  work 
up  quantities  of  stock  and  keep  such  supplies  on  the  mezza- 


the  arrangement  of  tracks  and  special  work  leading  to  the 
various  departments.  At  either  end  of  the  car  house  a  main 
switch-track  was  laid,  from  which  lead  all  the  house  tracks. 
By  this  means,  switching  of  cars  can  be  carried  on  without  in- 
terfering with  cars  operating  on  the  main  tracks  passing  the 
buildings  on  Third  and  Fourth  avenues.  Tracks  leading  from 
the  repair  pits  to  the  carpenter  and  paint  shops  enable  cars 
to  be  shifted  without  delay  between  these  departments. 

All  the  offices  and  enclosed  shops  of  the  new  buildings 
are  heated  by  hot  water  supplied  by  a  No.  3  Mercer  boiler, 
which  is  located  in  the  basement  of  the  main  building.  Mr. 
George  W.  Swint  is  master  mechanic  in  charge. 


The    New  Tunnel  for  the   Metropolitan   Street    Railway  Com- 
pany of  Kansas  City. 


Plans  recently  were  submitted  by  the  Metropolitan  Street 
Railway  Company,  Kansas  City,  Mo.,  asking  the  board  of 
public  works  to  permit  the  construction  of  a  tunnel  and 
viaduct  from  Broadway  to  Mulberry  street.  If  the  plans  are 
accepted  the  company  will  begin  the  construction  of  the  tun- 
nel and  viaduct  at  once,  it  being  expected  that  work  can  be 
begun  on  March  15,  1907,  and  the  tunnel  and  viaduct  com- 
pleted by  January  1,  1908.  The  principal  object  of  the  new 
plans  are  In  reality  simply  to  eliminate  the  last  cable  road 
in  the  city.  The  new  viaduct  and  tunnel  are  necessary  to 
reduce  the  grade  as  electric  cars  would  not  be  able  to  climb 
the  13*4  per  cent  grade  on  the  route  formerly  followed  by 
the  cable  road.  The  only  feasible  way  which  could  be  found 
to  get  over  the  bluff  at  Twelfth  street  and  down  into  the 
bottoms  on  the  other  side  of  the  hill  is  by  the  plan  pro- 
posed. 

The  plans  show  an  open  cut  extending  120  feet  from 
Broadway  and  from  this  point  a  tunnel  extending  3,600  feet 
to  within  150  feet  of  Mulberry  street,  the  objective  point 
on  the  opposite  side  of  the  bluff.  The  grade  as  far  as  Mul- 
berry street  will  be  5%  per  cent  and  from  there  it  will  In- 
crease to  7  per  cent.     In  order  to  avoid  an  excessive  grade 


New    Shops    and    Car    Storage    at    Nashville — Fourth    Avenue   Structure  with   Projecting    Roof  and  Doors. 


nine  floor  ready  for  Immediate  use.  As  many  of  the  com- 
pany's cars  are  of  one  type  and  the  parts  interchangeable, 
this  can  be  done  advantageously. 

On  property  adjoining  the  carpenter  shop  is  the  com- 
pany's lumber  yard,  where  quantities  of  seasoned  lumber  are 
stored. 

In  designing  the  new  buildings  much  attention  was  given 


the  viaduct  will  be  built  in  the  form  of  the  letter  "S,"  and 
will  intersect  the  face  of  the  bluff  at  about  the  same  ele- 
vation as  the  present  viaduct,  but  instead  of  climbing  the 
face  of  the  bluff  as  formerly,  it  will  enter  the  tunnel  at  that 
point.  The  viaduct  will  have  a  double  path  for  foot  pas- 
sengers from  Mulberry  street  to  the  entrance  to  the  tunnel 
on  the  bluff. 


286 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  9. 


MILWAUKEE    SERVICE     INVESTIGATED    BY    WISCONSIN 
RAILROAD   COMMISSION. 


At  the  conclusion  of  its  session  on  February  27  the  Wis- 
consin state  railroad  commission,  which  has  been  hearing  the 
evidence  in  the  case  of  the  city  of  Milwaukee  against  the 
Milwaukee  Electric  Railway  &  Light  and  the  Milwaukee 
Light  Heat  &  Traction  companies,  adjourned  until  March 
19.  John  T.  Kelly,  the  city  attorney,  announced  that  with 
the  exception  of  a  little  additional  testimony  the  city  has 
completed  its  case.  Mr.  Kelly  declared  that  the  service 
which  is  maintained  now  is  adequate  and  satisfactory  and 
that  if  it  is  continued  no  further  complaints  will  be  made. 
It  is  to  ask  questions  regarding  the  permanency  of  the 
present  service  that  he  desires  to  call  witnesses  on  behalf 
of  the  companies.  The  companies  will  furnish  to  the  city 
attorney  such  information  as  he  requests  to  aid  him  in  com- 
pleting his  argument  to  the  commission. 

T.  A.  Clancy,  the  chief  of  the  fire  department,  was  in- 
troduced by  the  city  to  testify  regarding  collisions  with  elec- 
tric cars  during  the  last  seven  years.  The  city  attorney 
said  that  the  object  of  this  testimony  was  to  show  the  need 
of  air  brakes  on  the  cars. 

At  the  hearing  on  February  20  C.  M.  Black,  general 
manager  of  the  Kansas  City  Railway  &  Light  Company. 
gave  some  interesting  testimony.  After  an  investigation 
of  conditions  in  Milwaukee,  Mr.  Black  testified  that  the 
cars  were  not  crowded  for  a  run  exceeding  two  miles,  and 
that  the  standing  loads  were  not  carried  to  exceed  1%  or 
iy2   miles. 

One  of  the  attorneys  for  the  Milwaukee  company  said 
that  evidence  would  be  introduced  showing  that  the  Mil- 
waukee system  operates  176  cars  during  the  day  and  during 
the  rush  hours  puts  on  191  extra  cars.  There  are  120  miles 
of  single  track  in  Milwaukee.  Mr.  Black  expressed  the 
opinion  that  this  number  of  extra  cars  in  use  during  rush 
hours  was  larger  than  could  be  found  anywhere  else  in"  the 
country.  When  Mr.  Black  was  asked  if  he  thought  better 
service  could  be  given  in  Milwaukee  during  the  rush  hours 
he  said  that  owing  to  the  difficulty  of  getting  trainmen  he  did 
not  see  how  it  would  be  possible.  He  added  that  all  the 
street  railways  in  the  country  had  been  confronted  with  the 
same  problem  during  the  last  10  years  and  had  found  it 
difficult  to  furnish  men  with  enough  continuous  hours  of  la- 
bor to  satisfy  them.  It  was  very  difficult  to  get  men  to  run 
extra  cars  for  one  or  two  hours. 

Mr.  Black  stated  that  he  had  observed  street  car  condi- 
tions in  Cleveland,  Philadelphia,  Washington  and  many  other 
cities  and  could  say  freely  that  there  was  less  crowding  in 
Milwaukee  in  rush  hours  than  in  any  of  the  other  cities 
with  the  exception  of  Washington.  During  non-rush  hours 
Mr.  Black  said  he  did  not  see  a  single  car  containing  more 
persons  than  seats. 

The  actual  expense  of  operation  of  one  car  for  an  hour 
or  an  hour  and  a  half,  Mr.  Black  said,  without  allowances 
for  depreciation  or  maintenance,  would  be  $5,  whereas  the 
earnings  of  one  car  would  be  not  over  $4.  If  transfers  were 
given,  the  actual  earnings  would  be  less  than  $4.  Mr.  Black 
said  that  no  company  would  contract  to  operate  a  car  into 
the  city  and  back  to  the  barns  for  an  hour  and  a  half  for 
$5  a  day  because  it  would  lose  on  the  contract.  Mr.  Black 
said  that  the  Kansas  City  company  is  unable  during  the 
rush  hours  to  collect  all  the  fares  and  that  it  would  be 
glad  to  spend  money  on  any  plan  which  would  improve  the 
situation.  The  Kansas  City  company  has  225  miles  of  sin- 
gle track  and  operates  515  cars  during  the  busy  hours.  Mr. 
Black  testified. 

In  speaking  of  the  relations  of  electric  railway  com- 
panies with  their  employes  Mr.  Black  said  that  rigid  dis- 
cipline is  absolutely  essential  and  that  many  men  will  not 
submit   to   it.     While  many   men   may   be   qualified   in   other 


ways  for  the  service  they  may  be  hasty  in  temper  or  slow 
in  reporting  for  work,  causing  disarrangements  of  the  sched- 
ules. Owing  to  the  fact  that  men  object  to  irregularity  In 
their  hours  of  work  and  rest,  street  railway  companies  have 
peculiar  difficulties  to  hamper  them  in  obtaining  labor. 

When  the  question  of  brakes  was  brought  up  Mr.  Black 
stated  that  Milwaukee  is  level  compared  with  Kansas  City. 
In  the  latter  city  both  the  air  brakes  and  hand  brakes  are 
used  on  cars;  air  brakes  on  cars  weighing  40,000  pounds  or 
over.  -Mr  Black  had  examined  the  hand  brakes  used  in 
Milwaukee  and  believed  that  no  advantage  would  be  gained 
by  using  air  brakes  there.  In  Kansas  City,  he  said,  in  spite 
of  rigid  inspection,  there  are  accidents  when  air  brakes 
are  relied  on.  Mr.  Black  expressed  the  opinion  that  air 
brakes  make  motormen  more  venturesome  and  that  new  em- 
ployes would  have  more  accidents  while  learning  to  ope- 
rate air  brakes  than  when  they  were  learning  to  use  hand 
brakes.  As  to  the  comfort  of  the  occupants  of  the  car.  he 
said,  there  would  be  little  difference  between  the  effect  of 
air  brakes  and  hand  brakes  if  the  mechanism  of  the  hand- 
brakes is  in  good  order  and  the  motormen  are  skilled.  Mr. 
Black  said  the  condensation  in  pipes  might  freeze  in  Mil- 
waukee and  the  air  brakes  fail. 

As  to  whether  it  is  better  to  run  all  cars  to  the  center 
of  the  city  and  around  a  loop,  returning  over  the  same  route, 
or  to  run  them  through  from  one  side  of  the  city  to  the 
other,  as  is  the  custom  in  Milwaukee,  Mr.  Black  said  he 
favored  the  Milwaukee  system  because  it  necessitated  the 
use  of  fewer  transfers  and  caused  less  congestion  and  delay 
at  the  intersection  of  lines. 

R.  A.  Leussler,  secretary  of  the  Omaha  &  Council  Bluffs 
Street  Railway  Company,  was  one  of  the  experts  who  testi- 
fied on  behalf  of  the  companies.  He  said  that  it  is  difficult 
to  maintain  discipline  among  extra  men.  His  observations  in 
Milwaukee  satisfied  him  that  the  hand  brakes  were  efficient 
there.  Mr.  Leussler  stated  that  in  Omaha  the  cars  are  equip- 
ped with  air  brakes,  but  that  hand  brakes  are  installed  also 
as  a  matter  of  precaution. 

William  O.  Wood,  assistant  general  superintendent  of 
the  Brooklyn  Rapid  Transit  Company,  testified  that  he  in- 
spected the  traffic  in  Milwaukee  at  all  rush  hours  of  the 
day,  including  the  theater  traffic,  within  what  he  termed  the 
congested  district,  1  1-3  miles  from  the  center  of  the  city. 
In  speaking  of  the  traffic  during  non-rush  hours.  Mr.  Wood 
said:  "It  is  more  than  sufficient — an  extravagant  service." 
He  thought  that  it  would  be  imposible  to  increase  the  num- 
ber of  cars  at  rush  hours  because  of  the  lack  of  men  and  be- 
cause the  character  of  the  work  causes  a  division  of  hours  of 
labor,  which  is  a  hardship  on  the  employes.  Mr.  Wood 
said: 

I  believe  that  the  air  brakes  cannot  be  recommended  as  bet- 
ter than  the  hand  brakes,  which  are  safer.  Motormen  with  air 
brakes  rely  upon  their  maximum  efficiency  and  use  them  to  the 
limit.  When  the  air  brakes  fail  the  time  is  too  short  to  apply 
hand  brakes.  The  traffic  in  Milwaukee  is  very  dense  about  6 
o'clock.  I  do  not  believe  any  good  purpose  would  be  served  if 
additional  cars  were  put  on.  They  would  delay  the  service  and 
people  would  not  wait,   but   would   pile   on   the   first   car. 

In  reply  to  a  question.  Mr.  Wood  said  he  did  not  think 
it  unreasonable  to  make  a  man  wait  10  minutes  for  a  car 
on  a  light  line.  He  testified  that  on  one  evening  ten  per- 
sons crowded  on  a  car  who  should  not  have  done  so,  though 
they  were  told  that  another  car  was  following. 

J.  T.  Funk,  superintendent  of  the  Louisville  Railway 
Company,  stated  that  in  Milwaukee  more  cars  were  run 
in  proportion  to  the  people  carried  than  in  any  other  place 
with  which  he  was  familiar.  He  testified  that  he  never 
saw  a  large  crowd  handled  in  better  manner  than  the  the- 
ater crowd  in  the  evening  before  his  testimony  was  given. 
While  on  some  cars  there  were  heavy  loads,  these  would 
not  have  been  avoided  by  the  use  of  additional  cars,  as 
the  tendency  of  people  is  to  crowd  on  cars  rather  than  to 
wait.      In    his    opinion    an    increase    in    the    number    of   cars 


March  2.  1907. 


ELECTRIC     RAILWAY     REVIEW 


287 


would  not  be  an  advantage  to  the  traveling  public  because 
it  would  cause  congestion  at  busy  points.  He  preferred 
hand  brakes  to  air  brakes,  and,  considering  the  speed  of  the 
cars,  said  that  hand  brakes  were  efficient  in  Milwaukee. 
He  pronounced  the  air  brakes  a  failure  in  Louisville,  as  their 
use  had  permitted  costly  accidents. 

George  Kuemmerlein,  Jr.,  assistant  superintendent  of 
transportation  of  the  Milwaukee  Electric  Railway  &  Light, 
testified  that  the  company  would  rather  have  75  people  in 
a  car  than  90.  "With  42  sitting  down  and  30  standing  in- 
side the  car."  he  said,  "the  conductor  can  collect  the  fares 
without  difficulty.  Our  supervisors  keep  us  informed  as  to 
the  traffic  and  we  put  on  cars  or  take  them  off  according  to 
conditions." 

John  I.  Beggs,  president  of  the  Milwaukee  companies, 
appeared  before  the  railroad  commission  on  February  19.  In 
answer  to  the  statement  from  Lynn  S.  Pease,  representing 
the  citizens  of  Wauwatosa,  that  the  highest  figure  which 
he  had  noticed  of  persons  boarding  any  one  car  was  212, 
Mr.  Beggs  said  that  it  would  be  impossible  to  get  that  num- 
ber of  people  on  one  car.  When  the  statement  of  Mr.  Pease 
was  analyzed  it  appeared  that  212  fares  had  been  taken, 
which  Mr.  Beggs  showed  was  a  different  matter.  The  col- 
lection of  as  many  as  212  fares  on  one  car  was  exceptional, 
Mr.  Beggs  said.  In  reply  to  a  question  as  to  what  he  con- 
sidered a  crowded  car,  Mr.  Beggs  said: 

A  maximum  load  at  any  one  time  would  be  a  number  of  pas- 
sengers standing  equal  to  the  number  seated;  that  would  be  about 
90  passengers.  That  is  an  extreme  load;  it  is  seldom  realized. 
The  seating  capacity  of  a  Wells  street  car  is  42  in  winter  and 
44  in  summer.  We  could  not  crowd  more  people  on  than  that, 
but  they  crowd  themselves  on;  we  prefer  to  keep  them  off.  I 
have  not  yet  been  able  to  And  a  lawyer  who  would  assure  us 
that  we  would  be  justified  in  using  force  to  keep  people  off  our 
cars.  I  hold  that  such  a  load  as  I  have  named  is  not  an  un- 
reasonable condition.  If  passengers  crowded  on  as  they  do  in 
New  York  we  would  be  carrying  150  passengers  to  the  car.  Mil- 
waukee does  not  know  what  crowded  cars  are.  If  you  will  sup- 
ply a  penalty  which  we  can  enforce  unon  passengers  who  crowd 
upon  a  car  that  is  loaded  unduly  we  shall  see  that  it  is  enforced, 
and  that  within  a  reasonable  time  cars  are  furnished  for  the  peo- 
ple left  over. 

In  reply  to  the  question  whether  he  would  approve  the 
issue  of  such  an  order  by  the  railroad  commission,  Mr.  Beggs 
said  that  he  would,  and  added:  "I  hope  that  the  commis- 
sion in  time  will  be  clothed  with  sufficient  power  to  apply 
such  a  penalty." 

Mr.  Beggs,  in  continuing  with  the  evidence,  said  that  the 
plan  to  supply  conductors  with  commutation  tickets  for 
Wauwatosa  so  that  they  might  be  purchased  readily  by  pas- 
sengers was  impracticable  as  the  conductors  who  carried 
Wauwatosa  tickets  would  also  have  to  carry  tickets  for  all 
other  suburban  and  interurban  lines  and  that  a  safe  would 
be  required  to  hold  all  the  tickets. 

The  complaint  on  which  the  present  investigation  by 
the  railroad  commission  was  based  states  that  while  resi- 
dents of  Wauwatosa  pay  two  fares,  passenger  on  the  Howell 
avenue  line  to  Tippecanoe  ride  for  a  single  fare.  In  explan- 
ation of  the  discrepancy,  Mr.  Beggs  said: 

Tippecanoe  is  a  sore  point.  The  line  was  built  on  a  $40,000 
bonus  before  I  assumed  the  management.  We  have  held  to  one 
fare  because  it  was  one  of  the  conditions,  and  we  always  stick  to 
our  agreements.  The  line  does  not  pay  for  the  conductors  and 
motormen.  I  once  offered  the  people  their  $40,000  if  they  would 
agree   to   let   us   abandon   the   Hup. 


BOSTON   &   MAINE   WANTS  CONWAY    (MASS.)    ELECTRIC 
RAILWAY. 


The  .Manhattan  Railway  Company  of  New  York,  now 
leased  to  the  Interborough  Rapid  Transit  Company,  is  install- 
ing a  new  safety  device  on  the  controllers  of  the  elevated 
trains,  which  it  is  expected  will  materially  reduce  the  chances 
for  accidents  and  enforce  strict  attention  to  business  on  tho 
part  of  the  motormen.  The  new  device,  which  is  an  addition 
to  the  functions  of  the  "dead  man's  handle,"  is  so  arranged 
that  it  will  be  necessary  for  the  motorman  to  keep  his  hand 
on  the  controller  when  coasting  as  well  as  when  the  power 
Is  on.  The  cars  are  being  equipped  with  the  new  improve- 
ment at  a  rate  of  about  five  cars  per  day. 


Dr.  John  B.  Laidley,  secretary  and  manager  of  the  Con- 
way (Mass.)  Electric  Street  Railway  Company,  appeared  be- 
fore the  committee  on  railways  of  the  Massachussetts  legis- 
lature on  February  20  to  urge  the  passage  of  the  bill  allow- 
ing the  Fitchburg  railroad  to  buy  control  of  the  Conway  com- 
pany. The  objection  was  raised  that  the  bill  would  give  the 
Boston  &  Maine,  which  controls  the  Fitchburg,  an  opening 
wedge  so  that  it  might  secure  control  of  many  electric  rail- 
way companies  along  its  lines.  Dr.  Laidley  did  not  see  how 
the  bill  would  allow  this.  The  attitude  of  the  Boston  &  Maine, 
as  he  understood  it  from  Lucius  Tuttle,  the  president,  was 
that  that  company  wanted  to  acquire  the  Conway  company  in 
order  to  have  the  electric  power  and  power  rights  which  it 
controls.  Dr.  Laidley  understood  that  the  Boston  &  Maine 
wanted  to  use  more  electric  power  in  the  Deerfield  yards. 

Dr.  Laidley  gave  a  history  of  the  Conway  company.  Be- 
fore the  steam  railways  were  built  Conway,  he  said,  was  pros- 
perous and  well  populated,  but  as  Conway  was  not  on  the 
line  of  any  of  the  roads  it  declined  after  they  were  built.  In 
the  ten  years  previous  to  1894  Conway  lost  more  than  400 
of  its  population.  The  townspeople  tried  three  times  to  in- 
duce the  steam  railways  to  build  a  branch,  but  after  surveys 
had  been  made  the  plans  were  abandoned  because  the  rail- 
ways did  not  believe  they  would  get  sufficient  business  to 
pay  them  for  the  cost  of  construction.  In  1894  the  Conway 
people  secured  from  the  legislature  a  special  charter  allowing 
them  to  build  an  electric  railway  for  freight,  as  well  as  pas- 
sengers; and  to  run  freight  cars  through  the  town  streets  and 
build  sidings  leading  to  the  stores  and  mills.  This  privilege 
was  secured  because  the  Conway  people  proved  to  the  legis- 
lature that  the  situation  was  unique,  and  that  Conway,  in 
order  to  maintain  itself,  needed  all  the  privileges  obtainable. 

As  there  are  only  1,300  people  to  give  passenger  business 
on  six  miles  of  railway  between  South  river  station  on  the 
Fitchburg  division  of  the  Boston  &  Maine  and  Conway,  it  was 
necessary  to  depend  on  freight  for  much  of  the  revenue,  and 
the  Conway  company  has  been  able  to  come  out  only  about 
even.  Dr.  Laidley  said  that  the  company  earned  last  year, 
even  with  the  officials  giving  their  time,  about  $4,000  over 
operating  expenses,  and  this  sum  was  required  for  interest 
charges.    The  company  has  never  paid  a  dividend. 

By  acquiring  private  land  the  Conway  company,  in  1896, 
secured  the  right  to  enter  the  town  of  Deerfield,  and  later  it 
secured  the  right  to  sell  power  to  a  private  company  organ- 
ized by  Dr.  Laidley  to  furnish  electric  light  and  power  in  Con- 
way. The  line,  Dr.  Laidley  said,  has  78  curves  and  grades 
as  high  as  8  per  cent.  The  road  uses  a  combination  car  for 
passengers  and  light  express  and  mails;  but  also  hauls  small 
freight  cars  which  have  a  capacity  of  eight  to  10  tons  of  coal 
and  six  to  eight  tons  of  grain.  These  cars  are  switched 
directly  to  the  doors  of  the  mills  and  stores. 

When  he  was  asked  how  the  Boston  &  Maine  could  ope- 
rate the  electric  railway  more  profitably  than  could  the  Con- 
way company,  Dr.  Laidley  replied  that  the  Boston  &  Maine 
could  borrow  at  rates  sufficiently  low  to  save  enough  money 
to  make  the  difference  between  a  deficit  and  a  surplus;  more- 
over, he  said  the  Boston  &  Maine  could  develop  the  power 
rights  now  owned  by  the  company  in  the  South  river,  and 
could  find  a  market  for  all  the  power  that  could  be  developed. 

Dr.  Laidley  showed  that  the  railway  had  benefited  Con- 
way by  reducing  the  cost  of  delivering  freight  and  express 
and  by  inducing  new  factories  to  locate  there,  preventing  by 
this  means  the  population  from  moving  away.  In  the  five 
years  after  the  railway  was-  built  the  town  added  200  to  its 
population.  The  railway  had  been  operated  for  12  years 
without  an  accident.  If  the  Boston  &.  Maine  acquired  the 
property,  Dr.  Laidley  thought  the  track  and  roadway  would 
be  kept  in  better  condition;  the  property  could  be  taxed  In- 
stead of  having  its  taxes  lessened,  and  the  indebtedness  of 
$100,000  could  be  handled  to  better  advantage. 


288 


ELECTRIC     RAILWAY     REVIEW 


vol.  xvn.  No.  9. 


DISPATCHING     CARS     BY     TELEPHONE,     DENVER     CITY 
TRAMWAY. 


BY  S.   W.    CANTRIL,   SUPERINTENDENT. 


The  system  of  operating  street  cars  by  telephone  from  a 
central  station  was  introduced  in  Denver  a  little  more  than 
17  years  ago.  The  idea  originated  in  the  mind  of  Mr. 
Charles  K.  Durbin,  then  superintendent  of  the  Denver  Tram- 
way Company.  At  that  time  the  lines  were  operated,  for 
the  most  part,  by  cable.  This  method  was  prompted,  no 
doubt,  by  motives  of  economy,  as  it  was  believed  that  the 
few  cars  then  owned  by  the  company  could  be  operated  by 
one  man  through  the  use  of  telephones  and  the  wages  of 
numerous  starters  thus  saved. 

Although  the  apparatus  and  switchboard  used  at  that 
time  were  of  the  crudest  kind  and  have  since  given  way  to 
the    up-to-date    appliances    provided    by    the    local    telephone 


The  dispatcher's  office  is  located  in  a  company  building 
situated  in  a  most  convenient  place  at  the  central  loop.  Here 
also  are  the  headquarters  of  the  superintendent,  company's 
surgeon,  overhead  line  department,  wrecking  crew  and  gen- 
eral repairmen,  with  all  of  which  the  dispatcher  has  direct 
connection  by  telephone. 

Usefulness  in  Time  of  Fire. 

The  dispatcher  also  receives  all  city  fire  alarms,  and 
the  company  thereby  is  enabled  to  learn  the  location  of  fires 
as  soon  as  the  fire  department.  Being  in  close  touch  with 
the  working  force  mentioned  above,  the  dispatcher  at  once 
reports  the  location  of  a  fire  to  the  proper  officials,  together 
with  any  information  that  may  have  come  to  him  from  train- 
men in  close  proximity.  If  there  is  danger  that  cars  may 
be  blocked  by  lines  of  hose,  the  crew  of  the  hose-bridge 
wagon  is  ordered  to  the  scene.  This  wagon  is  constructed 
for  carrying  a  number  of  bridges,  and  as  the  wrecking  de- 


Dispatching    Cars    by    Telephone — Office    of    Dispatcher,    Denver   City  Tramway. 


company,  the  principles  of  directing  the  movements  of  cars 
by  telephone  have  changed  but  little.  With  a  small  begin- 
ning of  5  lines,  which  have  since  grown  to  30,  the  telephone 
seems  fully  as  adequate  to  meet  the  requirements  as  it  was 
at  first.  Naturally,  some  of  the  methods  originally  employed 
have  been  modified  in  the  light  of  later  experience,  and  the 
telephone  lines  extended  and  multiplied  as  new  track  was 
built,  old  lines  carried  farther  into  growing  residence  dis- 
tricts, and  the  car  service  increased  to  meet  the  demands  of 
Denver's  rapidly  increasing  population. 

General  Arrangement  of  System. 
The  lines  of  the  Denver  City  Tramway  Company  are 
particularly  well  adapted  to  being  handled  by  a  dispatcher. 
In  the  business  center  of  the  city  and  adjoining  each  other  are 
two  small  loops,  which  mark  the  down-town  terminal  of 
nearly  all  the  lines.  A  few  long  cross-town  lines  pass 
through  the  city  within  one  block  of  each  other,  and  there  is 
but  one  line  which  is  two  blocks  distant.  The  tracks  are 
so  connected,  however,  that  the  cars  of  any  isolated  line  may 
be  run  into  the  central  loops,  if  necessary,  and  other  cars 
put  in  their  places. 


partment  is  conducted  on  similar  lines  to  those  of  a  fire 
station,  a  quick  hitch  is  made  so  that  by  the  time  hose  is  laid 
across  the  tracks  the  bridges  are  on  the  ground  and  cars 
soon  are  running  as  usual. 

An  Aid  to  Operation. 

The  telephone  dispatching  system  affords  the  superin- 
tendent the  greatest  facility  for  keeping  in  touch  with  every 
detail  of  the  operation  of  cars.  If  an  accident  occurs,  the 
particulars  are  at  once  communicated  to  the  dispatcher, 
either  through  a  regular  reporting  station  or  the  most  con- 
venient telephone  in  a  residence  or  business  house  along 
the  line,  and  no  time  is  lost  in  summoning  the  necessary 
officials,  city  ambulance  or  wrecking  crew.  Should  a  car 
become  fully  or  partially  disabled,  the  crew  immediately 
notifies  the  dispatcher,  giving  the  nature  of  the  trouble.  Being 
fully  acquainted  with  the  situation,  the  dispatcher  arranges 
to  have  necessary  repairs  made  when  the  car  reaches  the 
central  loop,  and,  if  expedient,  to  take  the  car  off  the  line 
and  fill  the  space  with  one  of  the  emergency  cars  at  his  com- 
mand. 

The  flexibility  of  the   car  service  and   the  rapidity  with 


March  2,  1907. 


ELECTRIC     RAILWAY     REVIEW 


2»9 


which  the  dispatcher  is  enabled  to  adjust  the  headway  of 
any  line  are  the  strongest  points  in  favor  of  the  telephone 
system.  In  every  city  the  condition  of  travel  demands  the 
addition  of  extra  cars  or  trippers  on  most  lines,  at  certain 
periods  of  the  day.  In  the  morning,  for  instance,  the  riding 
is  chiefly  toward  the  business  center  and  the  extra  cars,  as 
far  as  possible,  take  their  places  and  are  spaced  from  the 
outer  terminal,  each  extra  running  between  two  regular  cars. 
In  the  afternoon  the  condition  is  reversed,  and  the  regulars 
are  held  back  at  the  outer  terminals  to  make  places  for  the 
extra  cars  which  are  sent  out  from  the  center  of  the  city, 
thus  maintaining  an  even  headway  throughout.  As  the  extra 
cars  are  withdrawn  from  the  line,  the  dispatcher  again 
equalizes  the  spaces  as  fast  as  cars  are  reported  at  the  ter- 
minal and  no  confusion  results.  Any  congestion  of  the  cars 
of  a  line  caused  by  accident  or  blockade  is  adjusted  in  the 
same  manner,  speedily  and  without  difficulty. 

Another  advantage  of  the  telephone  dispatching  system 
is,  that  it  enables  the  superintendent  to  keep  in  close  touch 
with  the  conditions  of  travel  after  the  evening  rush  and  the- 
ater patrons  are  properly  cared  for.  At  this  time  of  day  the 
dispatcher  begins  to  retrench  the  service  and  sends  cars  to 
the  car  houses  as  they  can  be  spared  without  interfering  with 
traffic.  The  Denver  City  Tramway  Company  has  a  regular 
method  of  "pulling-down"  the  lines  at  night,  but  if  the  dis- 
patcher finds  that  the  travel  is  such  as  to  demand  increased 
service,  he  may  hold  a  full  quota  of  cars  on  one  or  more 
lines  and,  if  necessary,  use  cars  which  are  not  needed  on 
other  lines.  In  this  way,  through  the  agency  of  but  one  man 
who  is  enabled  to  keep  fully  alive  to  the  needs  of  patrons 
on  all  lines,  the  service  is  reduced  to  a  minimum. 

Method  of   Dispatching. 

As  to  the  method  of  dispatching  cars  by  telephone,  a 
brief  description  may  be  of  some  interest.  The  dispatching 
circuits  are  operated  similarly  to  a  party  line,  each  circuit 
having  from  two  to  four  reporting  telephones  of  different  car 
lines.  Care  is  taken  not  to  place  two  busy  telephones  on 
the  same  circuit. 

A  train-sheet  26  by  24  inches  in  size,  with  spaces  for  car 
numbers  of  all  lines  and  ruled  spaces  opposite  for  their  leav- 
ing time  from  the  reporting  stations,  is  fastened  to  the  desk 
in  front  of  the  dispatcher.  On  long  lines,  where  cars  are 
reported  at  each  terminal,  the  car  numbers  are  duplicated  for 
each  reporting  station.  After  a  car  has  been  switched  at 
the  end  of  a  line,  the  conductor  calls  the  dispatcher  from  a 
telephone  placed  in  a  convenient  receptacle.  He  tells  the 
dispatcher  the  number  of  his  car  and  the  name  of  the  line 
upon  which  he  is  running.  Aided  by  his  familiarity  with 
the  running  time  and  his  experience  in  making  quick  com- 
putations, the  dispatcher  announces  without  hesitation  the 
proper  leaving  time  of  the  car.  The  conductor  then  repeats 
the  time  given  by  the  dispatcher  to  make  sure  that  he  heard 
aright,  receives  the  dispatcher's  "O.  K."  if  correct,  and  pre- 
pares to  depart  as  directed.  At  the  same  time  the  dis- 
patcher records  on  the  train-sheet,  opposite  the  car  number. 
the  time  of  leaving.  The  running  time  of  all  lines  and  the 
time  allowed  for  running  between  given  points  along  the  line 
are  published  for  the  benefit  of  all  trainmen.  As  soon,  there- 
fore, as  the  motorman  receives  the  leaving  time  at  one  ter- 
minal from  the  dispatcher  and  the  conductor,  he  knows  at 
what  time  his  car  is  due  at  the  other  terminal  and  just  when 
his  car  should  pass  the  "time  points"  along  the  route. 
Utility  of  the  Train-Sheet. 

At  the  end  of  the  day  the  train-sheets  show  the  time  at 
which  each  car  left  the  terminals  of  the  line  or  lines  upon 
which  it  ran.  This  record  proves  a  valuable  one  in  many 
ways,  especially  when  it  is  necessary  to  gather  information 
concerning  an  alleged  accident.  The  dispatcher's  train-sheets 
also  are  valuable  for  use  in  the  auditing  department.      For 


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ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  9. 


Instance  when  cars  are  taken  off  the  line  the  conductor  re- 
ceives orders  from  the  dispatcher,  giving  the  leaving  time 
of  such  car  "to  the  house."  Knowing  the  time  allowance 
from  the  terminal  to  the  car  house  the  conductor  computes, 
by  means  of  a  printed  wage-schedule  furnished  him  by  the 
company,  the  exact  amount  of  his  and  the  motorman's  wages 
and  pays  both  out  of  the  car  receipts.  This  unique  and 
economical  plan  of  paying  wages  has  been  used  with  great 
success  by  the  Denver  City  Tramway  Company  for  the  past 
18  years.  With  the  dispatcher's  sheet  before  him,  together 
with  the  trip-reports  of  the  conductor  showing  the  time  the 
car  was  "signed  in"  and  "out"  of  the  house,  the  auditor  has 
no  difficulty  in  ascertaining  the  exact  length  of  time  a  car  has 
been  in  service,  and  it  becomes  an  easy  matter  to  verify 
the  work  of  conductors. 

When  lines  are  running  smoothly  a  dispatcher  will  an- 
swer from  10  to  15  calls  per  minute  and  can  handle  from  150 
to  175  cars.  If,  however,  something  occurs  to  interfere  with 
the  service  on  one  or  more  lines,  which  demands  more  than 
ordinary  attention,  he  is  unable  to  do  full  justice  to  more 
than  125  cars. 

Dispatching   on    Interurban    Lines. 

The  company's  interurban  lines  also  are  operated  by  use 
of  the  telephone  system,  but  are  in  charge  of  a  separate 
dispatcher.  On  account  of  the  fact  that  these  lines  are 
single-track,  the  traffic  being  divided  between  passenger, 
freight,  work  and  special  trains,  the  responsibility  of  the  dis- 
patcher is  much  greater  although  the  calls  he  answers  are 
few  in  comparison  with  those  of  the  city  lines. 

Reporting  stations  are  placed  at  every  siding,  the  color 
of  the  telephone  box  indicating  whether  or  not  it  is  a  regu- 
lar reporting  place,  or  only  to  be  used  when  running  under 
special  orders.  The  wiring  of  the  offices  of  the  city  and 
Interurban  dispatchers  is  so  arranged  that  the  interurban 
office  may,  in  busy  times,  relieve  the  city  dispatcher,  by  tak- 
ing charge  of  one  or  more  lines.  At  about  midnight  the 
interurban  office  is  closed  and  the  night  city  dispatcher  as- 
sumes the  duty  of  running  the  owl  cars  and  the  interurban 
freight  trains. 

One  Operating  Center. 

The  night  dispatcher  acts  as  an  intelligent  watchman 
over  the  entire  system.  He  is  authorized  to  call  out  such  offi- 
cials, foremen  or  repairmen  as  he  may  deem  necessary  for 
the  best  interests  of  the  service.  He  is  at  all  times  alive  to 
the  weather  conditions.  Should  a  storm  arise,  with  danger 
of  blockade  from  snow,  he  notifies  division  superintendents 
and  sees  to  it  that  the  crews  of  snow  plows  and  sweepers  are 
called.  He  also  calls  the  roadmaster,  who  provides  the  nec- 
essary trackmen  to  keep  the  switches  and  crossings  free  of 
snow.  If  the  condition  of  the  rails  is  bad  and  there  is  dan- 
ger that  the  first  cars  may  be  late  in  getting  to  their  desti- 
nations, the  dispatcher  arranges  to  have  them  leave  the  car- 
houses  a  few  minutes  earlier  so  that  the  patrons  may  suffer 
no  inconvenience. 

At  pleasure  resorts  and  other  places  where  the  travel 
becomes  very  congested  and  somewhat  erratic,  the  efficiency 
of  the  dispatching  system  is  greatly  augmented  by  the  pres- 
ence of  an  inspector  or  other  official  of  the  company,  who,  be- 
ing directly  on  the  ground,  can  attend  to  the  proper  loading 
and  unloading  of  passengers,  and  keep  the  dispatcher  in- 
formed as  to  the  needs  of  the  service.  In  this  way  extra 
cars  may  be  hurried  out  to  bring  in  the  crowds,  or  they  may 
be  diverted  to  other  lines  as  the  travel  decreases. 


EMPLOYES'   RECORDS  OF  THE   MEMPHIS  STREET   RAIL- 
WAY   COMPANY. 


There  are  1,614  street  cars  operated  in  Great  Britain, 
by  other  than  electric  power.  There  are  now  more  than 
400  miles  of  electrically  operated  railway  track  In  Great 
Britain  and  a  total  mileage  of  electrically  operated  tramway 
track  of  3,362. 


An   interesting   and   novel   method   of   handling   accident 
reports  is  in  use  on  the  lines  operated  by  the  Memphis  Street 


WITNESSES                                              r™i»-Mm.-».» 

.  .                                             nil  n» 

Na»l 

--      I    MEMPHIS  STREET  RAILWAY  COMPANY. 

ACCIDENT    REPORT 

M.™phl.    T»nn                                                               |*f 

Tim.                                           M     !H„^nnnir.. 

"■■—    "«     ■— "— ' 

***     l'j     1  Wi         A 

|           No.  ol  Pauenfen  on  Car  at  lime  ol  Accident 

i  Op  Gndc 

J  Le.el 

'           Exact  Poaitlon  ol  Conductor 

Reported  by  Pboiic-  -Time .    .  Pnone  No 

|          To 

Employes'    Records    at    Memphis — Obverse     of     Accident     Report — 
Original   4  by  8i/2    Inches   When    Folded. 

Railway  Company  at  Memphis,  Tennessee.  This  city  has  an 
estimated  population  of  nearly  200,000  people,  -and  as  the 
company  operates  140  cars  on  schedule  there  are  unavoidably 


VPaa  Person  Injured  a  Passenger  t — 

INJURY    TO    PERSONS. 

Nunc                                                                                                    Addrut.                                                          Color 

INJVP.Y    TO    PROPERTY 

pjjptrrr  Injorad                                                Name  ol  Owner                                                               Addrttt                               I   License  No. 

: 

1 

i 

Name  ol  Dmir                                                                                          Addrcn                                                           Color 

Ci»e  loll  particular!  it  to  cam*  ol  accident,  c-ileat  ol  tojurT  and  wtul  done  -iih  Injured  party  or  damaged  property. 

Employes'    Records    at    Memphis — Reverse     of     Accident     Report- 
Original    8   by   8(/2   Inches. 

many  accidents  that  occur  during  the  year.  Believing  that  an 
early  and  thorough  investigation  into  the  cause  of  accidents, 
trivial  and  otherwise,  places  the  claim  agent  in  a  better  po- 
sition to  defend  the  company's  interests,  attention  has  been 


March  2,  1907. 


ELECTRIC     RAILWAY     REVIEW 


291 


The  Memphis  Street  Railway 


NAM 

•ccidcnt  n ceo no 

given  to  the  regulation  of  employes  so  as  to  aid  in  furnish- 
ing first-handed  all  information  that  may  be  of  value  to  this 
department. 

All  cars  operating  in  the  city  are  scheduled  to  pass  the 
intersection  of  Main  and  Madison  streets,  which  point  is 
the  center  of  travel.  At  this 
corner  a  relief  motorman  and  -™„ .  . ■. ■  <.-*.. 
conductor  are  stationed  at  all 
times  of  the  day  and  night. 
The  duty  of  these  employes  is 
to  relieve  the  crew  of  any  car 
that  has,  during  a  round  trip, 
taken  part  in  an  accident  where- 
by either  persons  or  property 
have  been  injured.  Upon  be- 
ing relieved  the  men  in  charge 
of  the  car  at  the  time  of  the 
accident  go  at  once  to  the 
deputy  claim  agent  and  relate 
the  details  of  the  accident. 
After  this  has  been  done  they 
fill  out  an  accident  report,  as 
illustrated,  which  is  kept  on 
record  for  future  reference. 
When  their  car  again  reaches 
the  relief  station  they  resume 
their  run.  • 

If   after   an   investigation   it 
is  found  that  either  the   motor- 
man  or  conductor,  or  both,  are  responsible  for  the  accident 
the  report  is  placed  against  their  records.    If  it  is  found  that 


scnvicc   ncco 


Employes'    Records   at 
Memphis — Accident    Record 
—Original   3>/2   by  8   inches. 


The  Memphis  Street  Railway  Company. 


Memphis,  Tom., 


Deal  Sir' 


h-igth ft in.  has  applied  to  this  Company  lot  a  position  i 

and  slates 
REFERS  TO  YOU 


WS  you  please  teply  to  the  questions  below.     Your  reply  will  be  considered  confidential  and  will  be  appieoalcd 

Yours  truly, 


CiDsra!  Sipl- 


How  long  ha»e  you  known  applicant  ?_ 
Are  you  related  to  him? 


What  line  of  work  or  employment  has  he  followed  r_ 


Has  he  errei  followed  Street  Railway  work? 

Wlert Whe. 

What  is  hu  f  erseral  character  and  standing  among  the  people  where  he  is  known  ? 


I,  be  *>.". 


Doeshedml  slsJl* 


Wha  bad  hsbtfshtf.be  J 
Wodd  yours 
Results' 


Employes'    Records  at   Memphis — Reference   Blank — Original   8'/i   by 
10  Inches. 

a  trainman  has  been  guilty  of  carelessness  or  neglect  of  duty 
he  may  be  discharged. 

In  formulating  this  system  a  very  complete  record  has 
been  developed  whereby  the  history  of  every  man  who  has 
worked  for  the  company  since  1898  is  at  hand.  The  records 
include  the  application  for  employment,  accident  and  service 


records  of  each  employe.  A  card  index  bearing  his  name  and 
the  number  of  his  badge  is  kept.  When  a  man  makes  appli- 
cation for  a  position  the  files  are  searched  and  if  it  Is  found 
that  he  previously  has  been  employed  by  the  company,  and 
his  record  is  clean,  he  is  again  placed  on  the  rolls  under  his 
old  record  number.  This  system  of  keeping  records  of  em- 
ployes does  not  vary  to  any  extent  from  that  used  on  many 
of  the  steam  railroads. 

When  hiring  a  new  man  for  car  service  his  past  history 
is  very  carefully  investigated  and  if  it  is  found  he  has  mis- 
represented himself  to  the  superintendent  he  is  relieved  from 
further  service.  In  tracing  the  records  of  the  new  employes 
many  letters  are  sent  to  former  employers  or  friends  of  the 
applicants. 

To  simplify  this  work  reference  blanks  are  used,  one  of 
which  is  reproduced.  Inasmuch  as  the  information  desired 
is  furnished  without  the  knowledge  of  the  applicant  it  is 
sometimes  found  he  has  wilfully  misrepresented  himself  and 
it  is  not  seldom  that  it  is  learned  that  he  formerly  had  been 
employed  by  some  large  street  railway  company  and,  pos- 
sibly, is  found  to  be  an  undesirable  employe. 


DES    MOINES    FRANCHISE    DECLARED    PERPETUAL    BY 
UNITED    STATES    CIRCUIT    COURT. 


In  a  decision  rendered  on  February  19,  Smith  McPher- 
son,  judge  of  the  United  States  circuit  court  at  Des  Moines, 
la.,  holds  that  the  Des  Moines  City  Railway  Company  has 
a  franchise  in  the  city  of  Des  Moines;  that  the  Turner 
franchise,  granted  in  1866  and  owned  by  the  Des  Moines 
company,  is  perpetual,  but  that  the  monopoly  feature  of  that 
franchise  expired  in  1898.  The  city  of  Des  Moines  is  en- 
joined from  tearing  up '  the  tracks  of  the  company.  The 
attorney  for  the  city  of  Des  Moines  announces  that  he  will 
appeal  the  case  to  the  United  States  supreme  court.  In  his 
decision,  Judge  McPherson  states: 

Complainant  has  70  miles  of  street  railway  now  in  operation, 
costing  large  sums  of  money,  built  under  the  ordinance  of  1866. 
It  claims  to  own  this  vast  property  and  to  be  operating  the  same, 
and    claims    a   contract    therefor,    but   a   claim    denied    by    the   city. 

While  the  constitution  says,  "No  state  shall  pass  a  law  im- 
pairing a  contract,"  all  courts  and  all  lawyers  agree  that  the  word 
"state"  means  that  a  city  or  other  subdivision  or  agency  of  a 
state  cannot  be  allowed  to  impair  a  contract.  And  it  is  also 
agreed  that  if  the  company  has  the  right  to  own  and  operate  its 
lines  under  a  contract  by  ordinance  and  acceptance  thereof,  that 
lite  city  will  tie  impairing  such  contract,  if  over  the  protest  of  the 
company,    an    ordinance   is    passed    terminating   such    contract. 

The  evils  of  the  days  of  the  confederation,  during  and  follow- 
ing the  war  of  the  revolution,  were  in  mind  when  our  constitution 
was  formulated  and  adopted.  The  makers  of  our  constitution 
believed,  as  all  fair-minded  men  now  believe,  that  states  and  cities 
should  observe  and  have  the  same  regard  for  contracts  as  do  in- 
dividuals of  integrity.  In  those  days  it  was  common  for  states 
to  not  only  repudiate  their  contracts,  but  destroy  by  legislation 
the    contracts   between    individuals. 

Of  late  years  the  states  have  but  seldom  attempted  this.  But 
that  it  is  one  of  the  evils  of  municipal  government  of  the  day  is 
a   fact  known   by  all   who   read   or  are   observing. 

It  is  no  attack  upon  the  personnel  of  city  governments  to  say 
this.  It  is  the  system  that  has  brought  it  about.  It  too  often 
happens  that  good  men,  but  scarcely  capable  of  managing  small 
affairs,  are  given  official  position  in  municipal  affairs.  The  re- 
sult is  that  no  well  defined  course  of  policy  is  mapped  out,  and 
nearly  everything  done  by  one  administration  is  sought  to  be 
overthrown' by  the  next  regardless  of  costs,  and  the  loss  in  expend- 
iture  of  thousands   of  dollars   of  the   people's   money. 

As  long  as  this  is  mere  legislation,  under  present  systems 
there  is  no  help  for  it,  because  in  mere  legislation  one  council 
cannot  bind  a  succeeding  council.  One  can  enact,  but  the  next 
can   repeal. 

But  when  the  enactment  of  a  council  is  a  valid  contract,  then 
the  next  council  cannot  repeal.  And  courts  will  and  must  see 
t.i  it  that  the  contracts  are  observed,  and  all  talk  about  the 
wrongs  of  the  contract,  or  favor  with  which  the  repeal  Is 
received,  should  not  move  a  court. 

For  years  the  city  of  Des  Moines,  as  well  as  the  electric 
railway  company,  has  construed  the  Turner  ordinance  as  one 
granting  a  perpetual  franchise,  unless  forfeited  for  Just  cause. 

Resolution  after  resolution  has  been  passed  by  the  council, 
expressly  or  Impliedly  recognizing  the  Turner  ordinance  Tht 
council  has  compelled  the  company  to  pave  on  account  of  tracks 
built  since  1898,  the  date  the  city  now  says  Its  franchlse 
plred.  It  now  says  that  the  Turner  ordinance  expired  by  limitation 
In  1898  and  that  since  that  time  the  ordinance  has  been  obsolete. 
And   yet    In    1900,    in   codifying   the   ordinances   In   force   and   omit- 


292 


ELECTRIC    RAILWAY     REVIEW 


Vol.  XVII,  No.  9. 


ting    obsolete    ones,    the    Turner    ordinance    was    placed    in    such 
code  as  a  live  ordinance  and  one  of  present  binding  force. 

The  city  council  has  directed  new  lines  to  be  built  since  1898. 
and  since  that  date  30  miles  have  been  built  at  great  cost,  and 
by  so  doing  the  city  construed  the  ordinance  as  the  company  now 
contends,  and  the  city  ought  to  be  and  is  estopped  from  denying 
the  contract,  tearing  up  the  tracks  or  declaring  the  company  a 
trespasser.  The  complainant  owns  the  tracks  built  by  the  Turner 
company  and  its  successor,  and  by  conveyances  of  record  owns 
the    franchises    as    well,    which    were    assignable. 

The  fact  that  the  life  of  complainant  as  a  corporation  is 
limited  to  a  term  of  years  is  not  decisive,  because  it  has  the 
right  under  our  general  corporation  laws  to  renewal.  And  if 
it  had  not.  its  assets,  including  the  franchise  asset,  belong  to  the 
stockholders  subject  to  the  rights  of  its  mortgage  and  general 
creditors.  In  1866  there  was  no  specific  statutory  authority  for 
granting  permission  to  occupy  the  streets  with  the  street  car 
lines.  Des  Moines  had  then  but  about  6,000  people,  and  it  was 
about  as  large  as  any  other  city  of  the  state.  But  Dr.  Turner 
and  others  had  confidence  in  its  growth.  And  the  then  city  coun- 
cil desired  to  aid  in  building  up  the  city,  by  enabling  people  to 
reside  beyond  the  business  district.  So  that  the  ordinance  was 
enacted  under  a  statute  giving  general  control  only  over  the 
streets.  The  system  was  thus  inaugurated,  and  carried  on  for 
14  years,  with  an  expenditure  of  $200,000,  and  no  profits.  Then 
when  profits  were  in  sight,  the  council  granted  rights  to  other 
companies  and  the  litigation  commenced. 

Many  cases  of  the  highest  authority  are  called  to  my  atten- 
tion, to  emphasize  the  undoubted  and  most  familiar  rule,  that  a 
public  grant  must  be  given  the  construction  most  favorable  to 
the  public,  when  it  is  susceptible  of  two  or  more  constructions. 
But  neither  statutes  nor  ordinances  are  to  be  frittered  away  by 
construction.  Like  contracts,  they  are  to  be  held  up  by  the 
four  corners,  examined  and  given  a  fair  construction.  Let  it  be 
kept  in  mind,  that  for  what  appeared  sufficient  reasons,  the  legis- 
lature has  from  time  to  time  limited  the  time  of  several  municipal 
utility  corporations  and  their  rights  to  the  streets.  But  not  so 
with    the   street   railway  lines. 

And  let  it  be  kept  in  mind  that  to  prevent  the  ordinance  from 
being  void  by  creating  perpetual  monopoly  that  the  monopoly 
feature  was  limited  to  30   years  of  time,   now  expired. 

Questions  of  rates,  or  transfers,  or  taxation  are  not  involved. 
Nor  are  questions  as  to  the  efficiency  of  service,  that  which  inter- 
ests the  people  more  than  all  else  in  connection  with  a  street 
railway  system.  And  with  efficient  service,  and  reasonable  rates, 
the  people  are  content.  And  with  these  in  mind  the  legislature  was 
•content,  not  to  allow  the  monopoly  for  all  time,  but  to  allow 
one  company  in  common  with  all  others  to  have  a  continuing  fran- 
chise. And  when  it  fails  to  furnish  such  service  the  remedy  is 
plain. 

But  in  the  meantime  there  is  a  contract  that  must  be  ob- 
served   by   the    city. 

In  discussing  the  decision  N.  T.  Guernsey,  general  coun- 
sel for  the  company,  said: 

As  I  analyze  it  the  propositions  established  are  the  following: 

(a)  That  the  federal  courts  have  jurisdiction  to  hear  and 
determine  the  controversy. 

(b)  That  under  the  statutes  of  the  state  the  city  had  the 
power   to  grant   a   perpetual   right. 

(c)  That  the  30  years'  limitation  in  the  Turner  ordinance 
applied  only  to  the  exclusive  right  to  operate  by  animal  power, 
which   expired  January   1,   189S. 

(d)  That  under  the  Turner  ordinance  as  amended  the  com- 
pany has  a  contract  granting  it  a  perpetual,  but  not  exclusive, 
right  to  maintain  and  operate  its  tracks. 

While  the  opinion  of  Judge  McPherson  unequivocally  recog- 
nizes the  perpetual  right  of  the  company,  he  is  careful  to  call 
attention  to  the  fact  that  out  of  this  right  arises  the  obligation 
on  the  part  of  the  company  to  furnish  adequate  and  efficient 
service.  In  other  words,  it  is  not  a  right  which  can  be  exer- 
cised to  the  detriment  of  the  public,  but  which  must  be  exercised 
for  its   benefit. 


SAND-SUPPLY    CAR    AT    KNOXVILLE. 


Terminal    Station    in    Milwaukee. 


President  A.  C.  Frost  of  the  Chicago  &  Milwaukee  Elec- 
tric Railroad  appeared  before  the  joint  committee  on  judi- 
ciary and  railroads  of  the  Milwaukee  city  council  on  Febru- 
ary 27  and  stated  that  the  company  had  taken  a  99-year 
lease  of  the  property  on  Second  and  Wells  streets  and  will 
erect  a  terminal  station  at  that  point,  to  cost  $200,000.  The 
announcement  was  made  in  connection  with  an  application 
for  a  change  in  the  company's  franchise  to  give  access  to 
the  new  station.  Mr.  Frost  stated  that  the  building  will  be 
four  stories  in  height  and  in  addition  to  space  for  cars  and 
waiting  rooms  will  contain  the  offices  of  the  company.  Pro- 
vision is  to  be  made  for  cleaning  the  cars  after  each  trip. 
Tracklaying  on  the  line  is  now  completed  to  within  12  miles 
of  the  southern  limits  of  the  city.  It  is  planned  to  have  cars 
running  into  the  south  side  of  the  city  by  September  1.  The 
time  when  cars  will  enter  the  business  district  depends  on 
the  completion  of  the  Sixth  street  viaduct. 


The  ilustration  herewith  shown  was  made  from  a  photo- 
graph of  the  interior  of  a  sand-supply  car  used  by  the  Knox- 
ville  (Tenn.)  Railway  &  Light  Company  for  sanding  the  track 
during  bad  weather  and  for  replenishing  its  supply  in  the 
sand  boxes  of  the  regular  cars. 

The  company's  car  barn,  where  the  sand  drier  is  lo- 
cated, Is  far  removed  from  the  transfer  station  and  the  main 
arteries  of  travel  and  as  a  result  it  is  seldom  that  a  regular 
car  gets  to  the  barns  before  completing  its  day's  schedule. 
Inasmuch  as  many  of  the  car  routes  are  hilly  and  the  condi- 
tions of  the  tracks  necessitate  the  free  use  of  sand  it  was 
found  necessary  to  devise  a  means  of  supplying  the  cars 
with  sand  during  the  day.  This  sand-supply  car  was  accord- 
ingly fitted  up  to  meet  the  requirements. 

The  car  is  one  of  the  type  of  single-truck  equipments 
formerly  used  on  the  system.  Along  both  sides  of  the  inte- 
rior of  the  car  bins  about  three  feet  high  and  having  a  capac- 


Sand    Supply    Car,    Knoxville,    Tenn. 

ity  of  five  cubic  yards  of  sand  have  been  provided.  Leading 
from  each  of  these  bins,  at  a  point  midway  from  each  end, 
is  a  sand  pipe  which  conveys  the  sand  from  the  hopper  to 
the  rails  of  the  track.  The  flow  of  the  sand  is  regulated  by 
cut-off  valves  which  are  worked  by  levers  located  inside  of 
the  car.  In  addition  to  these  track  leads  there  are  four  plug 
taps,  one  being  located  at  each  corner  of  the  car. 

Once  each  day  the  car  is  run  over  the  sections  of  slip- 
pery track  throughout  the  city,  after  which  it  is  sent  to  the 
main  waiting  station,  where  all  cars  stop.  When  it  is  neces- 
sary to  replenish  the  sand-supply  boxes  on  the  regular  cars 
the  plug  taps  are  opened  and  by  the  use  of  pails  the  sand 
boxes  are  filled.  The  top  of  the  car  is  provided  with  racks 
and  running  boards  which  make  it  possible  in  case  of  trouble 
to  press  the  car  into  service  as  a  tower  car  in  repairing  the 
overhead  lines. 


While  taking  a  curve  near  Portage,  O.,  on  February  23,  a 
southbound  car  on  the  Toledo  &  Interurban  Railway  left  the 
rails  and  turned  completely  over,  injuring  the  eight  pas- 
sengers and  the  conductor  and  motorman.  The  accident  is 
said  to  have  been  caused  by  spreading  rails.  The  car  was 
completely  wrecked. 


March  2,  1907. 


ELECTRIC     RAILWAY     REVIEW 


293 


DEVELOPMENT     OF    THE    OKLAHOMA     CITY     RAILWAY 
COMPANY. 


As  an  example  of  the  remarkable  growth  of  the  electric 
railway  industry,  the  phenomenal  development  of  the  Okla- 
homa City  Railway  Company  since  the  opening  of  its  line 
February  8.  1903,  is  most  interesting.  At  that  time  the 
company  operated  five  miles  of  track  and  four  cars.  It 
now  operates  45  cars  on  30  miles  of  local  track  and  10  cars 
are  under  construction.  There  is  further  under  construction 
at  present  an  interurban  system  which  when  completed  will 
have  a  total  length  of  more  than  150  miles  within  a  35-mile 
radius  of  Oklahoma  City. 

The  Oklahoma  City  Railway  Company  was  organized 
entirely  by  local  men  and  only  a  small  part  of  the  capital  is 
owned  by  outside  interests.  Though  the  line  has  heretofore 
changed  hands,  the  officials  are  and  have  been  in  every  in- 
stance residents  of  Oklahoma  City  who  have  been  inter- 
ested in  the  development  of  their  city,  many  of  them  since 
the  opening  of  the  territory.  In  1903  there  were  two  main 
lines  of  2%  miles  each  traversing  the  two  principal  streets 
of  the  city.  These  lines  remained  in  operation  until  about 
two  years  ago.  when  the  company  passed  into  the  hands  of  the 
present  management.  Since  then  besides  maintaining  the 
existing  lines  new  lines  have  been  opened  and  the  system 
improved  in  accordance  with  modern  ideas.  At  North  Okla- 
homa City  it  is  proposed  to  connect  with  an  interurban 
line  running  to  Guthrie,  the  route  having  been  surveyed 
and  partly  graded. 

The  company  under  its  present  management  recently 
formulated  a  plan  to  construct  a  line  running  31  miles  north 
to  Guthrie,  another  35  miles  south  to  Purcell,  one  28  miles 
west  to  El  Reno  and  finally  a  40-mile  line  east  to  Shawnee. 

A  novel  scheme  was  adopted  in  order  to  make  possible 
the  proposed  interurban  lines.  This  consisted  In  buying  a 
large  tract  of  land  which  was  partly  turned  into  a  pleasure 
park  and  partly  into  a  residential  park.  The  land  surrounding 
the  park  has  been  divided  into  building  lots,  part  of  which 
have  been  sold,  and  the  money  from  these  sales  has  been 
used  to  build  Belle  Isle  park  and  build  about  10  miles  of  in- 
terurban track. 

Belle  Isle  park  covers  an  area  of  about  300  acress  of  mag- 
nificent land  admirably  suited  for  park  purposes.  There  has 
been  constructed  in  the  park  an  artificial  lake  of  225  acres 
and  the  remainder  of  the  park  will  be  left  as  a  forest.  To 
form  the  lake,  it  was  necessary  to  construct  a  dam  30  feet 
high  and  250  feet  long  and  a  spillway  to  permit  the  overflow 
of  water  during  rainy  periods.  The  dam  will  be  30  feet  wide 
at  the  crest  and  will  accommodate  two  public  roadways  and 
a  double  track.  This  park  when  completed  will  have  no 
amusement  features  other  than  boating  and  bathing  as  it  is 
necessary  to  make  it  as  attractive  as  possible  in  a  quiet  way 
because  of  the  residential  surroundings.  It  is  estimated  that 
the  park  has  cost  $250,000  to  build. 

The  first  effort  to  make  the  extensive  interurban  system  a 
reality  was  the  securing  of  a  private  right  of  way  at  each 
of  the  terminal  points.  The  lines  have  all  been  surveyed  and 
grading  has  been  practically  completed  on  the  Guthrie  divi- 
sion and  will  soon  be  begun  on  the  remaining  divisions.  The 
Guthrie  division  represents  the  most  midern  type  of  roadbed; 
though  the  grading  for  the  most  part  has  been  through  a  level 
country  a  number  of  ridges  were  encountered,  neces- 
sitating a  series  of  cuts  and  concrete  bridges.  The  bridges 
are  an  example  of  the  liberal  and  substantial  manner  in 
which  this  work  is  being  carried  out,  most  of  the  bridges 
being  built  to  accommodate  a  double  track  with  a  public 
roadway  on  each  side.  A  public  roadway  has  also  been  built 
alongside  the  track  over  most  of  the  right  of  way.  About  10 
miles  of  this  line  is  now  practically  completed,  this  portion 
extending  as  far  as  Belle  Isle  park.  The  El  Reno,  Purcell 
and  Shawnee  divisions  have  been  surveyed  as  before  stated 


and  grading  will  be  begun  on  these  within  the  next  few 
months.  The  population  of  the  territory  traversed  by  this 
network  of  interurbans  will  be  approximately  150,000. 

The  city  track  construction  will  be  standard  gauge,  and 
rails  of  Shanghai  section  embedded  in  concrete  will  be  em- 
ployed. A  12  by  24-inch  continuous  concrete  girder  will  ex- 
tend under  each  rail,  the  two  concrete  girders  being  joined 
by  a  6-inch  concrete  slab  in  which  the  steel  channel  cross- 
ties  set  on  4-foot  centers  will  be  embedded.  The  rails  are 
embedded  3  jnches  in  the  12  by  24-inch  continuous  concrete 
girders,  thus  leaving  the  exposed  rail  but  4%  inches  above 
the  roadbed.  The  rails,  it  will  thus  be  seen,  are  supported, 
not  only  by  the  ties  and  the  concrete  girders,  but  on  the 
entire  surface  between  the  tracks  as  well.  This  construc- 
tion, though  expensive  to  install,  should  make  a  very  fine 
roadbed  well  adapted  for  high-speed  work  and  should  repay 
its  cost  in  durability  and  the  reduced  liability  to  derailment 
and  accidents. 

The  total  bonded  indebtedness  of  the  Oklahoma  Rail- 
way Company  is  $650,000.  Since  the  present  management 
has  taken  charge  of  the  property  no  dividends  have  been  de- 
clared as  all  the  available  money  and  earnings  have  been 
used  on  improvements  and  the  construction  of  the  interurban 
system. 


IMPROVEMENTS  AT    MOBILE,  ALA. 


Important  changes  were  made  in  the  properties  of  the 
Mobile  Light  &  Railroad  Company  during  the  year  1906. 
Chief  among  these  changes  was  the  separation  of  the  railway 
from  the  lighting  interests  and  the  sale  of  the  latter  in  Au- 
gust to  the  Mobile  Electric  Company. 

The  sale  included  the  transfer  of  all  the  power  plant 
lighting  units,  the  transmission  lines,  city  franchises  (so  far 
as  the  same  refer  to  the  furnishing  of  current  for  lighting  pur- 
poses), and  all  contracts  and  obligations  of  the  electric  de- 
partment. Though  this  leaves  the  Mobile  Light  &  Railroad 
Company  exclusively  a  railroad  company  the  old  name  will  be 
retained.  Since  the  sale  was  consummated  the  officials  have 
devoted  their  entire  attention  to  the  development  of  the 
railway  interests  and,  as  is  shown  by  the  statement  of  earn- 
ings recently  issued  gratifying  results  have  been  obtained. 
During  the  year  1905  the  gross  earnings  of  the  railway  de- 
partment were  $411,692.86,  and  in  1906,  $516,614.98,  an  in- 
crease of  $104,922.12  for  the  year. 

The  work  of  rebuilding  the  46  miles  of  track  throughout 
the  city  is  now  in  progress  and  as  soon  as  the  1,100  tons  of 
steel,  now  on  hand,  is  laid  the  reconstruction  work  will  be 
completed.  In  the  paved  streets  92-pound  girder  rails  have 
been  used,  and  in  the  streets  not  paved  70-pound  T-rails  have 
been  adopted  as  a  standard.  For  supporting  the  girder  rails 
a  concrete  stringer  is  used. 

In  this  construction  creosoted  ties,  spaced  10  feet  apart, 
center  to  center,  are  laid  in  the  prevailing  sand  substrata. 
Between  these  ties  is  laid  a  concrete  stringer  9  inches  deep, 
16  inches  wide  at  the  bottom  and  18  inches  wide  at  the  top. 
The  rail  is  set  on  this  stringer,  after  which  the  concrete  is 
extended  three  inches  above  the  base  line  of  the  rail,  where 
it  joins  with  the  foundation  of  concrete  laid  for  the  asphalt 
pavement.  This  stringer  is  usually  built  under  contract  by 
the  pavement  contractor,  and  the  concrete  is  mixed  in  the 
same  proportion  and  at  the  same  time  as  that  for  the  pave- 
ment foundation.  The  rails  are  tied  together  every  seven  feet 
by  steel  tie  rods.  This  form  of  construction  has  been  in  use 
for  several  months  and  so  far  has  given  satisfactory  results 

The  new  work  planned  by  the  company  for  the  present 
year  includes  the  construction  of  about  five  miles  of  new 
track,  the  erection  of  two  car  storage  barns  and  the  building 
of  a  large  summer  and  winter  resort  hotel  at  a  point  three 
miles  from  Mobile  on  the  shores  of  Mobile  bay.  The  street 
railway  lines  will  be  extended  to  this  hotel  and  an  effort  will 
be  made  to  make  it  one  of  the  popular  resorts  of  the  south. 


894 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  9. 


RECORDS    FOR    DISTRIBUTION    OF   STORES  AT   CHATTA- 
NOOGA. 


An  interesting  system  of  keeping  record  of  the  daily 
distribution  of  car  storehouse  supplies  has  been  developed 
by  the  storekeeper  of  the  Chattanooga  (Tenn.)  Railways 
company.  Though  the  system  would  possibly  not  be  desir- 
able for  adoption  on  a  large  railway  property  it  offers  especial 


The  trainmen  are  graded  according  to  their  records,  and 
without  reference  to  their  service  in  point  of  seniority.  They 
work  in  what  are  known  as  day,  noon  and  split  shifts  and 
hold  their  respective  runs  only  so  long  as  their  daily  records 
justify  it.  If  an  employe  is  given  four  demerits  in  any  30 
days  he  is  "demoted"  to  the  last  straight  run  on  route  No.  10. 
In  this  case  the  man  next  in  line  for  promotion  takes  the 
place  made  vacant  and  each  regular  employe  is  advanced  one 


~HATTANnnr.A   RAILWAYS  COMPANY 

D.liK 

190 

—  -=-"-""- 

MAINTENANCE    OF    EQUIPMENT 

■lit"  111 

JX. 

s 

mm— 

.-. 

■MM 

►.„ 

~ 

. 

_ 

»■*-* 

. 



J5- 

1 

1 

— 

— h 

CHATTANOOGA  RAILWAYS  COMPANY 


Daily  Report  of   Distribution  of  Store  House  Supplier 


190 


CONSTRUCTION    AND    MAINTENANCE    OF    WAY 


Chattanooga    Railway    Company — Heading    of    Forms   for    Reporting    Daily    Distribution   of   Supplies.      (Original    17   by    14   Inches.) 


advantages  for  keeping  accounts  where  the  quantity  of  stores 
issued  daily  is  not  large. 

The  system  as  adopted  is  embodied  in  a  single  form,  17 
by  14  inches  in  size,  which  eliminates  the  necessity  of  main- 
taining a  book  record  of  stores  paid  out.  The  form,  which 
is  illustrated,  is  ruled  into  columns  so  that  the  description  of 
the  material  issued,  the  cost,  the  number  of  the  car  and  the 
part  of  the  equipment  on  which  it  was  used  may  be  grouped 
under  the  respective  heads. 

When  supplies  are  issued  the  storekeeper  fills  out  in 
detail  one  line  of  the  blank  and  at  night  he  totals  the  various 
columns.  By  carrying  the  totals  forward  from  day  to  day  a 
grand  total  of  all  material  issued,  as  well  as  the  cost,  etc.,  is 
obtained.  The  monthly  report  to  the  company  is  compiled 
from  the  record  as  shown  by  the  form  for  the  last  day  of  the 
month. 

The  form  developed  for  keeping  the  record  of  stores  is- 
sued to  the  construction  and  the  maintenance  of  way  depart- 
ments is  similar  to  that  of  the  maintenance  of  equipment  as 
described. 


DISCIPLINING   BY   ASSIGNMENT  OF  TRAINMEN  TO 
INFERIOR    RUNS. 


A  demerit  system  of  discipline  that  varies  from  that  ordi- 
narily used  on  electric  railways  has  been  developed  by  the 
operating  department  of  the  Knoxville  (.Tenn.)  Railway  & 
Light  Company.  The  system  as  revised  provides  for  the  can- 
cellation of  all  demerit  marks  every  30  days,  and  does  not  in- 
clude the  issuing  of  merits.  This  requires  that  an  unusual 
amount  of  attention  be  given  the  minor  details  of  operation 
and  would  possibly  make  it  undesirable  for  adoption  on  a 
railway  where  a  large  number  of  cars  are  operated,  but  on  the 
lines  of  the  Knoxville  Railway  &  Light  Company,  where  about 
30  cars  are  scheduled,  it  has  proven  quite  satisfactory. 

The  lines  of  this  company  are  divided  into  ten  divisions 
arranged  with  reference  to  the  desirable  features  for  opera- 
tion, according  to  the  importance  of  the  lines.  Route  No.  1 
is  conceded  to  be  the  banner  division,  route  No.  2  the  second 
best,  and  the  other  eight  divisions  are  graded  numerically  in 
a  similar  manner.  Because  of  this  arrangement  the  motor- 
men  and  conductors  are  stimulated  to  do  good  work  and 
thereby  obtain  an  assignment  for  work  on  the  more  desirable 
divisions. 


step  toward  the  top  of  the  list.  In  the  ordinary  course  of 
events  it  requires  more  than  a  year  of  record  making  work 
to  climb  from  the  split  run  of  route  No.  10  to  one  of  the  day 
runs  of  route  No.  1. 

According  to  the  seriousness  of  an  offense  a  breach  of 


Knoxville  Raihva\  &:  Light  Co. 

NSClPUNt  RtPO*I 


.    --     Ndnntln^v* 


Kata^taaslas, 


Knowille  Railwa*  &:  Light  Co. 


Discipline    Report    at    Knoxville. 

the  operating  rules  is  made  punishable  by  a  demerit,  a  "de- 
mote" or  a  discharge.  As  the  company  considers  it  is  enti- 
tled to  the  best  service  a  man  is  capable  of  rendering  no 
merit    marks    are    ever    given    the    employes.      However,    ex- 


March  2,  1907. 


ELECTRIC     RAILWAY    REVIEW 


295 


emplary  service  is  rewarded  by  promotion,  as  herein  re- 
ferred to. 

A  bulletin  bearing  the  names  of  the  conductors  and  motor- 
men  to  whom  demerit  marks  have  been  given,  and  the  reason 
for  the  same,  is  posted  in  the  employe's  room  at  the  barns 
every  Saturday.  In  addition  to  this  a  bulletin  of  the  ten  divi- 
sions, the  men  entitled  to  the  various  runs  and  the  changes 
that  have  been  made  through  the  discharge  or  reduction  in 
rank  of  trainmen  is  posted.  These  bulletins  are  watched  for 
with  interest  and  have  come  to  be  important  factors  in  the 
system  of  operation. 

Discipline  reports  are  filed  with  the  records  of  employes 
which  are  kept  in  the  office  of  the  company.  The  report 
forms  which  are  shown  herewith  are  comprehensive  and  con- 
tain the  more  common  abuses  for  which  it  is  found  necessary 
to  discipline  trainmen. 

The  operating  department  of  this  railway  is  always  in 
close  touch  with  the  men  in  charge  of  its  cars  and  keeps 
them  informed  of  the  existing  conditions.  Once  each  month 
the  superintendent  gives  employes  an  informal  talk  on  the 
progress  made  toward  furnishing  the  public  with  better  ser- 
vice and  on  prevailing  undesirable  practices  among  the  men. 


FAMILY   TALKS. 


DOUBLE-LIFT   BRIDGE  OF   ILLINOIS  TRACTION    SYSTEM, 
AT    PEORIA,    ILL. 


An  interesting  bridge  is  being  built  by  the  Illinois  Trac- 
tion System  across  the  Illinois  river  at  Peoria.  The  approach 
is  an  earth  embankment  supported  by  concrete  retaining 
walls.  The  length  of  this  approach  is  145  feet.  The  steel 
structure  is  carried  on  deck-plate  girders  alongside  of  the 
new  power  house,  described  in  last  week's  issue,  and  on 
through  plate-girders  over  a  number  of  railroad  tracks  to 
the  pier  at  the  west  bank  of  the  river.  These  girders  are 
supported  on  concrete  piers  and  steel  bents.  The  grade  of 
the  approach  on  the  Peoria  side  is  3.8S  per  cent.  Above  the 
railroad  tracks  the  grade  is  level  and  it  then  descends  to 
the  west  river  pier  on  a  grade  of  .65  per  cent.  The  clearance 
of  the  girders  above  the  railroad  tracks  is  about  23  feet. 

The  main  part  of  the  bridge  across  the  river  consists  of 
four  riveted  through-truss  spans  142  feet.  10-inch  center  to 
center  of  piers  and  a  bascule  span  of  the  "roll  type''  173  feet 
in  length  from  center  to  center  of  back  piers.  The  grade 
on  this  portion  of  the  bridge  is  2  per  cent,  descending  to 
the  east. 

The  river  piers  are  all  built  of  concrete  masonry,  re- 
inforced with  corrugated  iron  rods  of  the  Johnson  pattern. 
Piers  1  and  6  rest  on  piles  driven  down  to  solid  rock. 
Piers  2,  3  and  5  in  the  channel  were  built  directly  on  the 
rock,  the  excavations  having  been  made  inside  of  coffer- 
dams constructed  of  steel  sheet  piling.  The  river  piers  are 
5  feet  thick  under  the  belt,  20  feet  between  shoulders  and 
have  semicircular  ends.  The  side  batter  of  the  piers  is  % 
inch  per  foot.  The  bascule  span  furnishes  a  clear  opening 
of  125  feet.  It  is  of  the  deck  type,  and  has  two  leaves,  the 
length  of  the  span  being  141  feet  center  to  center  of  bear- 
ings when  closed. 

This  bridge  is  built  for  an  assumed  continuous  load  of 
cars  45  feet  long,  each  car  weighing  75  tons.  This  is  much 
greater  than  the  present  interurban  load  and  corresponds  to 
a  train  of  100,000-pound  coal  cars  in  regular  railroad  service. 

The  substructure  was  completed  under  contract  by  Mac- 
Arthur  Brothers  Company,  Chicago.  The  superstructure  was 
manufactured  and  is  being  erected  by  the  Strobel  Steel  Con- 
struction Company,  Chicago.  It  is  believed  that  when  com- 
pleted the  bridge  will  be  found  very  satisfactory  in  opera- 
tion and  of  more  than  sufficient  strength  to  carry  any  future 
load.  We  are  indebted  to  H.  C.  Hoagland,  electrical  and 
mechanical  engineer,  Illinois  Traction  System,  for  the  pre- 
ceding description. 


Mr.  J.  W.  Brown,  superintendent  of  transportation  of  the 
West  Penn  Railways  Company,  Connellsville,  Pa.,  is  intro- 
ducing a  novel  method  of  keeping  the  car  employes  of  this 
company  informed  as  to  their  deportment.  This  consists 
of  a  series  of  "family  talks,"  issued  weekly.  These  "talks" 
are  couched  in  everyday  language  and  the  names  of  motor- 
men  and  conductors  are  given  where  their  actions  deserve 
commendation  and  omitted  where  there  has  been  an  infrac- 
tion of  the  rules.  The  idea,  however,  is  to  show  that  the  ac- 
tions, both  good  and  bad,  of  the  platform  men  are  noticed  at 
all  times.     One  of  this  series  of  "family  talks"  follows: 

Most  of  the  boys  are  still  keeping  their  eyes  on  the  gun  and  it 
shows  In  our  not  having  had  any  serious  accidents  lately.  Some 
fellows  are  still  being  careless  about  little  things,  and  we  won't 
get  in  the  blue-ribbon  class  till  some  few  men  either  brace  up  and 
play  ball  or  else  graduate  from  the  service.  I  think  its  going 
to  be  a  case  of  brace  up;  we  don't  want  to  lose  any  of  the  family. 
Watch  out  for  these  women  that  take  sudden  notions  about  get- 
ting on  or  on!  the  car.  Be  ready  to  keep  them  from  causing  you  to 
make  out  an  accident  report  and  your  company  to  pay  out  a  lot 
of  damage  money.  No  use  to  get  mad  and  talk  about  them  either; 
tell  them  courteously  that  it's  dangerous  to  act  in  the  way  they 
just  did  and  perhaps  an  occasional  one  will  remember  it  and  be 
more  cautious   the  next  time. 

Davy  Flick  and  John  Battenfield  turned  in  a  good  report  of  a 
little  trouble  with  a  mule  at  Keystone  Tipple  the  other  day;  try 
and  get  more  addresses  the  next  time.  Davy;  you  were  long  on 
witnesses  but  a  trifle  shy  on  streets  and  numbers. 

George  Rankin  and  Chris  Varndell  had  one  of  thos;  notionate 
female  cases  last  week  where  a  woman  did  not  decide  to  get  on 
the  car  till  after  it  had  started.  Sorry  it  happened,  but  a  good 
report  helped  some,  seven  witnesses  with  their  addresses. 

Bob  Sharpe  and  Howard  Shaner  had  some  trouble  with  312  the 
other  evening  and  were  derailed  at  Smith's  Switch.  The  boys 
made  a  good  report,  nine  witnesses  and  their  addresses. 

Harry  Ford  and  Jim  Mayfield  made  a  good  report  on  a  horse 
scaring  at  West  Overton  the  other  day;  ten  names,  but  a  bit  sin- 
on  addresses. 

Two  motormen  and  two  conductors  running  out  of  one  of  the 
coke  region  towns  last  week  sat  up  nearly  one  entire  night  play- 
ing poker;  they  were  not  playing  on  the  premises  of  the  com- 
pany, but  do  you  think  that  a  man  is  in  good  shape  to  take  out 
a  run  the  next  day  who  sat  up  all  night  in  a  poker  game?  Doesn't 
look  good,  does  it?  Better  drop  that  for  your  own  sake  as  well 
as  ours;  we  can  remedy  the  trouble  as  far  as  we  are  concerned 
but  the  effect  on  yourself  is  bad.  Costs  too  much  to  live  these 
days  to  throw  it  away  on  poker  games. 

Saw  Shanaberger  helping  people  on  and  off  his  car  in  a  busi- 
nesslike way  the  other  day;  special  attention  to  some  old  ladies. 
Some  fellows  get  this  wrong  end  to  and  think  it  should  be  special 
attention   to  good-looking  young  girls. 

Now.  all  aboard  for  good  work  during  the  holiday  season. 
Heaps  of  go  carts,  big  bundles,  hobby  horses  and  all  sorts  of  things 
to  delay  a  conductor  and  make  a  motorman  fidgety,  but  don't 
forget  that  your  wives,  your  mothers  or  sweethearts  are  also 
shopping  and  you  would  not  want  them  to  be  treated  discourte- 
ously by  anyone  just  because  they  had  a  lot  of  packages.  Let's 
keep   in   a   good   humor. 

Yours   truly, 

J.    W.    BROWN. 


Electrification   of    Main    Lines   of    Railway. 


The  Prussian  minister  of  railways  has,  according  to  the 
Cologne  Gazette,  long  had  under  his  consideration  a  scheme 
for  the  use  of  electricity  on  certain  main  lines  of  railway,  and 
the  question  of  its  adoption  has  now  been  answered  in  the 
affirmative.  In  the  first  instance  an  experiment  will  be  car- 
ried out  on  the  section  of  rail  betw-een  Kiel  and  Altona,  a  dis- 
tance of  62  miles,  and  it  will  depend  on  the  results  of  this 
test  whether  the  system  will  be  introduced  on  still  greater 
lengths  of  railway.  The  electrification  of  this  line  from  Altona 
to  Kiel  will  not  only  apply  to  the  passenger  traffic,  but  all 
the  goods  traffic  also  will  be  worked  by  electricity.  This  will 
be  done  in  order  to  prove  whether  in  the  present  state  of 
electro-technical  development  it  is  possible  to  arrange  for 
handling  the  whole  of  the  traffic  on  a  railway  over  which 
many  trains  are  run  with  the  entire  suppression  of  steam 
traction.  The  necessary  preliminary  steps  for  carrying  out 
this  work  have  already  been  put  in  hand,  and  it  is  therefore 
possible  that  the  electric  working  of  this  railway  may  be 
commenced  'luring  the  course  of  the  present  year. — Railway 
Times   (London). 


296 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  9. 


THE    USE  OF  CONTACTORS  WITH   PLATFORM   CONTROL. 


One  of  the  most  valuable  operating  advantages  of  the 
multiple-unit  control  systems  now  in  service  is  found  in  the 
removal  of  heavy  current  breaks  from  the  car  platforms.  The 
short-circuiting  of  controllers,  opening  of  circuit  breakers  and 
the  blowing  of  large  fuses  in  close  proximity  to  timid  pas- 
sengers are  fertile  causes  of  damage  suits  on  account  of 
alleged  fright  or  actual  injury  resulting  from  loss  of  self 
control.  It  seems  almost  impossible  to  teach  the  general 
public  that  the  operation  of  automatic  open  circuiting  devices 
and  even  the  occurrence  of  controller  grounds  are  almost  in- 
variably incidents  capable  of  doing  no  harm  to  passengers 
who  remain  quietly  in  their  seats.  For  this  reason  many 
cars  have  been  equipped  with  multiple-unit  control,  even  on 
roads  where  the  likelihood  of  train  operation  is  exceedingly 
remote. 

A   comparatively   recent   step   forward   in    ordinary    car- 


forward,  the  main  circuit  is  closed  automatically  by  the  relay 
switch  in  the  base  of  the  controller,  and  the  cutting  out  of 
resistance  and  series-parallel  combination  changes  are  ef- 
fected in  the  usual  manner. 

The  circuit  breaker  tripping  coils  in  the  platform  hoods 
do  away  with  the  necessity  of  an  ordinary  open  circuiting 
automatic  switch  at  these  points.  The  supply  of  the  current 
to  the  contactor  solenoids  is  cut  off  whenever  the  main  cur- 
rent in  the  tripping  coils  exceeds  a  predetermined  limit. 
These  tripping  coils  can  be  as  readily  reset  by  hand  as  an 
ordinary  circuit  breaker,  and  the  contactors  cannot  be  ope- 
rated until  both  tripping  coil  switches  are  closed.  The  main 
contactors  are  placed  in  series  to  increase  their  positiveness 
of  action.  The  rheostats  are  located  beneath  the  car  as  usual, 
and  the  wiring  can  be  readily  carried  in  armored  conduits. 
The  main  hand-operated  switches  in  the  vestibules  are  used 
only  to  cut  the  current  supply  off  the  car  for  definite  inter- 
vals.     The    auxiliary    contactor-solenoid    circuit   is    energized 


MS  <S  Sh»tc» 


J-3A CtKCU/T 


Diagram    Showing    Car    Wiring    with     Multiple-Unit    Contactors 


Series  with   Cylindrical  Controller  on   Car  Platform. 


control  methods  is  illustrated  herewith,  the  object  of  the 
designers  being  to  adapt  the  contactor  system  of  opening 
the  main  circuit  beneath  the  car  to  ordinary  hand  controller 
equipments,  without  going  to  the  expense  of  fully  adopting 
multiple-unit  control.  In  the  drawing  shown,  the  connections 
are  given  for  a  General  Electric  K28  controller  modified  so 
as  to  remove  the  main  opening  and  closing  of  the  trolley  cir- 
cuit from  the  platforms.  The  circuits  are  for  four  motors, 
and  the  auxiliary  car  lighting  and  heating  connections  are  in- 
cluded in  the  sketch. 

In  this  arrangement  the  trolley  current  cannot  enter  the 
platform  controllers  until  it  passes  through  two  manually 
operated  main  switches  and  two  circuit  breaker  tripping  coils 
in  the  platform  hoods,  through  a  main  fuse  beneath  the  car 
and  two  contactors  in  series,  also  located  beneath  the  car.  In 
the  bottom  of  each  controller  is  a  mechanically  operated 
auxiliary  contact,  which,  when  closed,  energizes  the  solenoids 
of  the  contactors  and  brings  trolley  potential  to  the  platform 
controllers.     When  the  platform   controller  handle  is  turned 


beyond  the  tripping  coil  switch  by  a  connection  with  the 
lighting  and  heater  supply  circuits. 

There  is  no  feature  of  this  method  of  control  which  per- 
mits the  operation  of  cars  in  multiple  unit  trains,  but  it  has 
the  advantage  of  simplicity  and  does  not  require  the  same 
technical  skill  in  maintenance  as  does  the  more  complex  train 
control.  Thus  far  it  has  not  been  fitted  with  automatic  ac- 
celerating devices,  but  there  is  a  prospect  that  this  will  soon 
be  done.  Experience  with  this  method  of  hand  control  shows 
that  with  the  independent  contactors  large  currents  can  be 
handled  with  greater  safety  and  certainty  than  was  possible 
with  the  drum-type  of  controller  alone;  for  a  wider  air-gap 
and  stronger  magnetic  blow-out  are  provided,  and  the  contacts 
of  the  independent  switches  open  more  quickly  than  is 
feasible  with  the  revolving  drum  controller. 

Favorable  results  have  attended  the  use  of  the  combined 
contactor  and  cylindrical  control  in  Milwaukee.  Baltimore,  on 
the  Atlantic  Shore  Line,  and  on  other  roads,  and  have  demon- 
strated a  field  of  large  usefulness  for  it.     Any  controller  of 


March  2,  1907. 


ELECTRIC     RAILWAY     REVIEW 


297 


the  K-type  can  be  fitted  with  the  equipment  and  the  entire 
cost  of  the  work  where  a  large  number  of  cars  are  to  be 
changed  over  should  not  greatly  exceed  $200  per  car.  A 
feature  of  some  convenience  in  the  wiring  is  the  possibility  of 
cutting  out  two  motors  on  the  same  truck,  instead  of  one 
motor  on  each  truck,  when  the  installation  is  made  new. 


been  built  upon  each  side  of  the  locomotive.  The  interior 
is  painted  green  and  the  exterior  black,  with  Brooklyn  Rapid 
Transit  standard  lettering  in  aluminum. 


NEW   ELECTRIC    LOCOMOTIVE   FOR  THE   BROOKLYN 
RAPID  TRANSIT  COMPANY. 


The  Brooklyn  Rapid  Transit  Company  has  just  completed 
at  its  Thirty-ninth  street  shops  an  electric  locomotive,  which 
was  built  entirely  for  switching  service  in  South  Brooklyn, 
where  the  terminal  business  of  the  company  is  showing  a 
rapid  increase. 

This  locomotive,  of  which  an  engraving  from  a  photo- 
graph is  presented  herewith,  is  of  all-steel  construction  and 
was  designed  by  the  mechanical  department  of  the  Brooklyn 
Rapid  Transit  Company.  The  locomotive  has  a  weight  of  57 
tons,  which  makes  it  too  heavy  for  use  on  any  of  the  elevated 
structures,  but  the  switching  work  on  the  old  steam  franchise 
roads  in  South  Brooklyn  will  keep  the  locomotive  well  em- 
ployed.    The   locomotive   will  haul    20   loaded   standard   box 


New   Electric  Locomotive  for  the   Brooklyn   Rapid  Transit  Company. 

cars  or  gondolas.  The  motive  power  consists  of  four  Westing- 
house  50-B  motors,  each  of  150  h.  p.  There  are  two  independ- 
ent Westinghouse  multiple  unit  control  sets,  a  controller  head, 
and  an  air  controller  being  located  at  each  end  of  the  loco- 
motive. It  also  has  a  combined  straight  and  automatic  air 
brake  equipment  of  the  Westinghouse  E  T-type.  The  body, 
which  as  stated  is  of  all-steel  construction,  is  31  feet  long 
over  the  buffers  and  7  feet  3  inches  wide  over  the  sheathing. 
The  distance  from  the  top  of  the  rail  to  the  top  of  the  trolley 
stand  is  13  feet  1  inch  and  the  height  inside  is  7  feet  10% 
inches.  The  floor  of  the  locomotive  is  framed  with  18  heavy 
iron  bars  6  inches  wide  and  2Yt  inches  thick,  extending  the 
full  length  of  the  body,  giving  it  rigidity.  The  sides  and  roof 
are  built  of  steel  bars  and  angles  covered  with  No.  10  steel 
sheathing.  The  roof  is  further  covered  with  %-inch  white- 
wood  and  finished  with  No.  6  cotton  duck.  The  power  is  taken 
by  two  standard  elevated  trolley  stands.  The  locomotive  is 
carried  on  two  4-wheel  trucks,  built  by  the  Baldwin  Loco- 
motive Works.  These  are  spaced  16  feet  center  to  center. 
Each  truck  has  a  wheelbase  of  5  feet  10  inches  and  37-inch 
wheels.  The  locomotive  has  a  deep-throated  air  whistle  and 
head-lights  of  50  c.  p.  at  each  end.  Swinging  doors  afford 
access  to   a  shallow   end   platform   while  sliding  doors   have 


New   Viaduct  for  the   Metropolitan    Street   Railway. 


The  recent  opening  of  the  new  1%-mile  intercity  viaduct 
between  Kansas  City,  Mo.,  and  Kansas  City,  Kan.,  on 
Sunday,  February  24,  marks  the  final  step  in  the  construc- 
tion of  one  of  the  most  complete  traction  systems  in  the 
country.  By  its  use  the  unsatisfactory  conditions  due  to  the 
congestion  of  traffic  on  the  Fifth  street  line  of  the  Metropoli- 
tan Street  Railway  will  be  greatly  relieved  if  not  entirely 
eliminated  and  the  running  time  between  the  two  cities  con- 
siderably reduced. 

The  new  tracks  of  the  Metropolitan  Street  Railway  are 
laid  with  86-pound  T-rails  on  ties  embedded  in  concrete  and 
center-pole  construction  only  is  used. 

Eleven  cars  of  the  heavy  double-truck  type,  transferred 
from  some  of  the  other  lines  of  the  company,  are  now  operat- 
ed over  the  viaduct  division  and  15  additional  cars  have  been 
ordered  for  this  service.  The  new  route  is  from  Eighteenth 
street  and  Minnesota  avenue  in  Kansas  City,  Kan.,  to  Fif- 
teenth and  Main  streets,  Kansas  City,  Mo.  In  Kansas  City, 
Mo.,  the  cars  operate  from  the  viaduct  up  Fifth  street  to  Del- 
aware avenue  and  from  there  south  to  Fifteenth  and  Main 
streets,  at  which  point  they  are  switched  for  the  return  trip. 

The  cars  are  operated  on  a  5-minute  headway  from  6  a.  m. 
till  7  p.  m.  From  7  o'clock  until  midnight  a  10-minute  head- 
way will  be  maintained  and  from  midnight  on  cars  will  be 
run  every  15  minutes.  As  there  are  no  grade  crossings  the 
danger  from  accidents  due  to  collision  is  reduced  to  a  mini- 
mum; the  running  time  also  is  shortened  12  minutes  and  pas- 
sengers now  can  make  the  round  trip  in  less  than  an  hour. 

The  viaduct  is  said  to  have  cost  more  than  any  other 
project  of  its  kind  in  the  United  States.  It  was  financed  and 
built  by  the  Kansas  City  Viaduct  &  Terminal  Company,  an 
organization  composed  of  eastern  capitalists,  and  represents 
an  outlay  of  nearly  $1,500,000. 


DIRECTORY    OF     ELECTRIC     RAILWAY    ASSOCIATIONS. 


American  Street  and  Interurban  Railway  Association.  Secre- 
tary, Bernard  V.  Swenson,  60  Wall  street,  New  York. 

American  Street  and  Interurban  Railway  Accountants'  Asso- 
ciation. Secretary,  Elmer  M.  White,  assistant  treasurer  Birming- 
ham Railway  Light  &  Power  Company,  Birmingham,  Ala. 

American  Street  and  Interurban  Railway  Engineering  Associa- 
tion. Secretary,  S.  Walter  Mower,  general  manager  Southwestern 
Traction   Company,  London,  Ont. 

American  Street  and  Interurban  Railway  Claim  Agents'  Asso- 
ciation. Secretary,  B.  B.  Davis,  claim  agent  Columbus  Railway  & 
Light   Company,   Columbus,   O. 

American  Street  and  Interurban  Railway  Manufacturers'  Asso- 
ciation. Secretary.  George  B.  Keegan,  2321  Park  Row  building. 
New  York.   N.   Y. 

Canadian  Street  Railway  Association.  Secretary,  Allan  H. 
Royce.    president   Toronto   Suburban   Railway.    Toronto,   Ont. 

Central  Electric  Railway  Association.  Secretary  W.  F.  MU1- 
holland.  secretary  and  treasurer  Indianapolis  Traction  &  Termi- 
nal Company.  Indianapolis,  Ind. 

Colorado  Electric  Light  Power  &  Railway  Association.  Sec- 
retary, John  F.  Dostal,  Denver  Gas  &  Electric  Company,  Denver. 
Colo. 

Iowa  Street  and  Interurban  Railway  Association.  Secretary,  L. 
D.  Mathes.  general  manager  Union  Electric  Company,  Dubuque.  la. 
Next  meeting,  Clinton,  la..  April  19  and  20.. 

Massachusetts  Street  Railway  Association.  Secretary.  Charles 
S.  Clark,  70  Kllby  street.  Boston,  Mass.  Meetings  held  In  Boston 
on  second  Wednesday  of  each  month,  except  July  and  August. 

Northwestern  Electrical  Association.  Secretary,  R.  N.  Kimball. 
Kenosha,    Wis.     Annual   meeting,    Milwaukee,    Wis.,    January,    1908. 

New  England  Street  Railway  Club.  Secretary,  John  J.  Lane. 
12  Pearl  street,  Boston,  Mass.  Meetings  held  on  fourth  Thursday 
of  every  month. 

Pennsylvania  Street  Railway  Association.  Secretary,  Charles 
H.  Smith,  superintendent  Lebanon  Valley  Street  Railway,  Leban- 
on,  Pa. 

"  rn    Electrical    &    Gas    Association.      Secretary.    R.    B. 
Stlchter.     Annual  meeting,  San  Antonio.   Tex..  May  14    16  ;uid  If!. 

Street  Railway  Association  of  the  State  of  New  York.  Secre- 
tnry.  J.  H.  Pardee,  general  manager  Rochester  &  ECastern  Rapid 
Railway.  Canandalgint,   N.   V. 


298 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVn,  No.  9. 


PIPING   AND    POWER   STATION    SYSTEMS.— XXXI. 


KV   w.  L.   UOBBIS,   It.  B. 


Discharge  from  Condenser. 

The  elevation  of  the  discharge  waterway  from  an  ele 
vated  jet  condenser  should  be  determined  by  the  location  of 
the  hot-well  overflow,  but  for  surface  condensers  the  water 
should  be  discharged  at  the  same  elevation  as  it  is  taken, 
whether  the  water  supply  is  at  high  or  low  water.  A  sur- 
face condenser  can  and  should  be  operated  without  any  per- 
ceptible loss  of  head  in  the  circulating  water,  other  than  that 
caused  by  the  friction  of  the  water  in  the  pipe,  condenser 
tubes,  etc. 

An  elevated  jet  condenser  necessitates  two  losses  of 
head:  First,  that  due  to  the  difference  in  weight  between 
the  solid  cold  water  in  the  injection  column  and  that  flowing 
through  the  condenser  and  tail  pipes.  The  other  loss  is  due 
to  the  fact  that  the  condenser  would  be  located  in  relation 
to  extreme  high  water,  and  would  ordinarily  be  operated  at 
a  lower  level,  necessitating  a  loss  of  power  due  to  the  quan- 
tity of  water  used  and  raised  from  the  level  of  the  water 
supply  to  the  level  of  the  overflow.  These  combined  losses 
of  head  will  be  about  10  feet  in  case  the  water  is  being 
pumped    from    4   feet   below   the   high-water  level. 

A  surface  condenser  would  not  have  these  losses,  but  a 
loss  of  head  is  occasioned  which  does  not  exist  in  the  jet 
condenser.  This  loss  of  head  is  occasioned  by  the  circuitous 
and  restricted  path  of  the  cooling  water  through  the  small 
condenser  tubes.  The  loss  may  be  more  or  less  than  that 
of  the  jet  condenser,  depending  upon  the  cleanliness  of  the 
condenser  tubes,  but  this  alone  is  too  slight  an  advantage 
to  be  a  deciding  factor  in  selecting  the  type  of  condenser  to 
be  used. 

The  jet  type  is  the  most  economical  condenser  if  suction 
instead  of  pressure  pumps  are  employed  such  as  are  used  with 
the  elevated  types.  There  are,  however,  many  objectionable 
features  in  the  suction  jet  con- 
denser that  cannot  be  elimi- 
nated unless  the  condensing 
chamber  is  elevated.  Figure 
256-(I  2-1)  shows  a  jet  con- 
denser of  this  type  arranged  to 
secure  the  greatest  efficiency 
possible  and  at  the  same  time 
be  fairly  reliable.  The  unfor- 
tunate feature  of  this  arrange- 
ment is  that  efficiency  must  be 
sacrificed  to  insure  uninter- 
rupted operation.  To  secure 
the  greatest  possible  efficiency 
with  this  device,  it  is  neces- 
sary to  make  the  distance,  A, 
such  that  a  column  of  water 
of  that  height  would  be  the 
equivalent  of  a  column  of  mer- 
cury whose  height  is  equal  to 
the  vacuum  which  it  is  in- 
tended to  maintain.  This  would 
necessitate  A  being  28  feet  for 
a    25-inch    vacuum.      It    would 

also  be  necessary  for  the  discharge  to  be  carried  down  into 
the  discharge  waterway,  the  water  in  which  is  as  nearly  as 
possible  at  the  same  elevation  as  the  intake  or  supply  water. 
If  this  type  of  condenser  could  be  operated  and  constructed 
in  this  manner  it  would  be  working  under  exactly  similar  con- 
ditions, and  have  the  same  efficiency  as  a  condenser  of  the 
elevated  type. 

The  atmospheric  pressure  in  the  type  shown  in  Figure 
256-CI2-1)  would  support  the  water-leg  A,  and  the  pump  would 
simply  have  to  overcome  the  difference  in  weight  of  the  two 


Figure  256-02-1). 


columns.  The  elevated-jet  type  of  condenser  has  its  dis- 
charge leg  (tail-pipe)  of  length  A.  and  as  this  is  a  longer 
column  than  the  vacuum  will  support,  a  pump  is  used  to 
counterbalance  the  difference  between  the  injection  and  dis- 
charge legs.  To  secure  the  same  economy  for  the  condenser 
shown  in  Figure  256  as  could  be  obtained  with  the  elevated 
jet  type,  it  is  necessary  to  install  it  in  the  manner  stated. 
This,  however,  is  impracticable  for  two  distinct  reasons:  One 
because  the  pump  would  not  be  able  to  lift  water  2&  feet, 
and  the  other  because  the  moment  the  vacuum  drops  below 
25  inches  the  water  would  fail  to  flow  into  the  condenser  and 
the  entire  vacuum  would  be  lost.  One  is  a  difficulty  met  in 
starting  the  condenser,  the  other  in  regular  operation.  The 
less  the  distance  A.  the  more  certain  is  the  operation.  Many 
condensers  of  this  type  are  in  operation  with  the  lift,  A, 
as  great  as  16  feet  and  with  a  vacuum  as  low  as  14  inches. 

In  order  to  start  a  condenser  with  such  a  high  lift  it  is 
necessary  to  use  a  "false  injection,"  that  is,  a  water  supply 
delivered  to  the  injection  pipe  under  pressure  as  shown  at 
b,  in  Figure  256.  In  this  case  a  foot-valve  must  be  pro- 
vided at  the  lower  end  of  the  injection  pipe  and  a  gauge 
attached  at  the  top  of  the  line  to  show  when  the  vacuum  has 
raised  the  water  into  the  condenser  from  the  intake.  The 
false  injection  is  used  only  until  a  sufficient  vacuum  has 
been  formed  in  the  condenser  bowl  to  raise  the  water  from 
the  intake.  Another  method  of  supplying  a  false  injection 
is  through  a  separate  line  and  sprayer  fitted  in  the  bowl  as 
shown  by  dotted  lines  at  c.  This  avoids  the  necessity  of  a 
foot-valve  and  the  attendant  losses  by  friction  in  the  flow 
of  the  water. 

This  type  of  condenser,  it  will  be  noted,  has  a  much 
lower  efficiency  than  the  elevated  type.  Even  if  the  lift  A 
is  made  as  great  as  16  feet,  there  is  a  loss  of  head  of  12  feet 
over  that  of  the  elevated  type,  making  a  total  of  about  eighteen 
feet  including  the  loss  through  the  condenser  bowl.  This 
loss  would  be  but  six  feet  in  the  elevated  condenser,  or  in 
other  words,  only  one-third  the  power  would  be  required  for 
handling  the  circulating  water,  assuming  the  pumps  to  be  of 
the  same  type  and  make.  If  the  discharge  connection  from 
the  condenser  is  in  any  way  open  to  the  atmosphere  at  the 
upper  end  as  at  d,  in  Figure  256,  then  the  loss  of  head 
will  be  still  greater,  possibly  the  full  28  feet.  In  this  case 
the  power  required  would  be  four  and  a  half  times  that  of 
the  elevated  type.  The  discharge  from  the  pumps  should  be 
kept  perfectly  air-tight  as  this  line  is  carrying  air  and  water 
from  the  pump  the  same  as  the  tail-pipe  on  the  elevated  type. 
If  it  were  possible  to  discharge  the  water  at  a  much  lower 
elevation  than  the  intake  then  the  pump  could  be  entirely 
dispensed  with  and  the  water  would  flow  through  the  con- 
denser and  maintain  the  vacuum,  becoming  in  operation  a 
device  similar  to  the  elevated  condenser. 

The  discharge  would  in  this  case  have  to  be  at  least  34 
feet  long  and  the  distance  from  the  surface  of  the  intake  to 
the  surface  of  the  discharge  water  must  not  be  less  than  24 
feet.  This  also  is  true  of  the  elevated  jet  condenser,  except 
that  the  latter  will  operate  with  a  smaller  difference  between 
the  water  levels,  as  far  as  starting  up  is  concerned,  but  would 
require  the  same  difference  in  the  water  levels  as  the  suction 
type  if  operated  without  the  pump  when  the  vacuum  has 
dropped  to   14   inches. 

Another  important  advantage  in  the  use  of  the  elevated 
type  of  condenser  over  the  suction  jet  condenser  is  in  the 
style  of  pumping  machinery  which  can  be  used.  In  the  case 
of  the  suction  jet  condenser  the  pump  must  handle  a  much 
larger  volume  per  horsepower,  as  it  not  only  has  to  pump  the 
water,  but  the  air  which  was  contained  in  it  as  well.  As  this 
air  has  expanded  from  atmospheric  pressure  to  the  pressure 
in  the  condenser,  the  total  volume  to  be  handled  by  the  pump 
is  about  eight  times  the  volume  of  the  injection  water  alone. 
Further,  the  class  of  work  which  the  suction  pump  must  do 
is  very  severe,  both   on  the  pump  and  the  valves,  owing  to 


March  2,  1907. 


ELECTRIC     RAILWAY     REVIEW 


299 


the  shock  which  is  caused  when  water  and  air  are  handled 
together  in  one  pump.  As  the  pump  for  the  elevated  con- 
denser handles  only  water  and  that  at  a  low  pressure,  the 
centrifugal  pump  is  admirably  suited  for  this  class  of  service. 
It  can  be  operated  very  economically  either  from  a  pulley 
on  a  jack  shaft  or  direct-connected  to  an  electric  motor.  The 
power  required  for  the  water-ends  of  the  two  types  of  pump 
is  nearly  the  same  when  the  same  work  must  be  done  by 
each. 

The  steam  required  to  drive  a  steam  pump  is  generally 
many  times  that  required  by  centrjfugal  pumps  if  driven  by 
the  main  engines.  The  steam  pump  would  require  more  than 
100  pounds  of  steam  per  horsepower  per  hour  while  the  main 
generating  unit  would  probably  use  less  than  20  pounds  per 
horsepower  per  hour.  Hence,  the  steam  required  for  operat- 
ing centrifugal  pumps  would  be  from  one-fifth  to  one-fourth 
that  required  by  the  steam  pump. 

If  there  is  an  insufficient  supply  of  auxiliary  exhaust 
steam  for  heating  the  feedwater  it  would  be  more  economical 
to  run  the  condenser  pump  by  steam.  The  reason  for  this  is 
evident,  as  a  pound  of  steam  for  the  main  engine  would 
contain  1.100  British  thermal  units,  while  the  pound  of  steam 
used  in  the  pump  would  require  but  50  British  thermal  units. 
This  will  be  the  difference  between  the  heat  in  a  pound  of 
steam  at  boiler  pressure  and  a  pound  at  atmospheric  pressure, 
as  the  remainder  of  the  heat  is  returned  to  the  boiler  in  the 
feedwater. 

In  determining  the  form  of  drive  to  be  employed  for  aux- 
iliary machinery,  the  ability  of  the  plant  to  utilize  the  exhaust 
steam  must  be  considered. '  In  the  ideal  steam  plant  the  high- 
est economy  is  obtained  when  the  exhaust  from  the  steam 
driven  auxiliaries  is  just  equal  to  the  steam  that  the  feedwater 
will  condense.  The  efficiency  of  these  machines  is  then  as 
great  as  possible,  for  all  the  heat  which  is  not  converted  into 
work  is  returned  to  the  boiler.  All  the  auxiliaries  in  such  a 
plant  which  furnish  exhaust  steam  in'  excess  of  that  required 
to  heat  the  feedwater  should  be  run  condensing  so  as  to 
require  the  least  amount  of  steam  per  horsepower  developed. 
The  general  belief  that  as  many  machines  as  possible  should 
be  run  condensing  is  incorrect.  The  greatest  economy  is 
secured  when  only  a  sufficient  number  of  the  engines  are 
run  condensing  to  supply  just  enough  steam  for  heating  the 
feedwater. 

The  hotwell  is  necessary  for  the  successful  operation  of 
the  elevated  jet  condenser,  as  it  provides  a  seal  to  keep  the 
tail-pipe  filled  and  prevent  the  access  of  air  to  it,  which  oth- 
erwise would  reduce  the  vacuum  obtainable.  In  figure  220 
there  was  shown  a  satisfactory  method  of  taking  feedwater 
without  disturbing  the  water  in  the  hotwell.  Figure  221 
showed  a  pump  box  such  as  would  be  used  with  a  suction 
pump  jet  condenser  or  a  surface  condenser.  With  such  ap- 
paratus there  is  no  necessity  for  a  hotwell  or  water  seal.  A 
pump  box  would  not  be  required  for  a  surface  condenser,  as 
the  feed  could  be  taken  from  the  condenser  chamber  as 
shown  in  Figures  226  and  228.  The  most  satisfactory  arrange- 
ment for  the  pump  box  shown  in  Figure  221  is  to  place  it  in 
the  discharge  waterway  at  the  lower  end  of  the  discharge  for 
such  installations  as  shown  in  Figure  256.  and  allow  the  feed 
pump  to  raise  the  water  out  of  its  compartment.  As  pre- 
viously stated  there  should  be  no  opening  to  the  atmosphere 
at  the  upper  end  of  the  discharge,  shown  at  d,  in  Figure  256 
(12-1),  to  accommodate  a  pump  box  above  the  floor. 

It  is  true  that  the  feed  pump  must  raise  the  water  higher 
when  the  pump  box  is  placed  at  the  discharge  waterway,  but 
it  should  be  remembered  that  the  feedwater  is  only  about 
3  per  cent  of  the  condenser  water,  and  it  is  therefore  more 
economical  to  raise  3  per  cent  the  additional  height  rather 
than  to  raise  the  97  per  cent. 

CTo  hr-  Continued,  i 


RECENT    ELECTRIC    RAILWAY    LEGAL    DECISIONS. 


BY    J.     L.    ROSENBERGER,    LL.    B. 


Liability  foe  Injuries  to  Passengeb  Leaving  Cab  Too  Soon 

Thbough  Wrong  Calling  of  Stbeet — No  Legal  Duty  to 

Seek    Shelter    at    Houses — Illness    fbom    Exposure   to 

Weather — Burden   of  Proof. 
Georgia  Railway  &  Electric  Co.  v.  McAllister  (Ga.),  54  S.  E. 

Rep.   957.     Aug.  13,  1906. 

The  negligent  conduct  of  a  street-car  conductor  in  call- 
ing a  street  crossing  before  his  car  had  arrived  at  the  street 
announced,  thereby  inducing  a  lady  passenger  to  alight,  at 
night  and  during  a  severe  rainstorm,  at  a  strange  place  re- 
mote from  her  destination,  the  supreme  court  of  Georgia 
holds,  is  to  be  regarded  as  the  proximate  cause  of  injuries 
sustained  by  reason  of  her  slipping  and  falling  upon  a  curb- 
stone which  she  was  unable  to  see,  because  of  the  darkness, 
while  endeavoring  with  due  care  to  make  her  way  homeward 
along  a  street  with  which  she  was  unfamiliar. 

The  passenger  was  under  no  legal  duty  to  apply  for 
shelter  at  houses  in  the  vicinity  of  the  place  where  she  was 
induced  to  alight  from  the  car,  rather  than  attempt  to  reach 
her  destination  on  foot  over  a  highway  which  was  in  a  rea- 
sonably safe  condition  for  travel  by  pedestrians. 

If  she  could  not  by  the  exercise  of  ordinary  care  have 
discovered  that  she  was  invited  by  the  conductor  to  disem- 
bark at  a  point  short  of  her  destination,  she  was  entitled 
to  recover  damages  because  of  illness  brought  about  by  ex- 
posure to  the  weather  after  leaving  the  car;  the  burden 
being  upon  her  to  show  that  her  illness  was  caused  by  such 
exposure,  rather  than  by  other  causes  for  which  the  de- 
fendant company  was  not  responsible. 

In  such  case,  no  presumption  of  negligence  is  raised  by 
law  against  the  defendant  from  the  bare  fact  that  the 
plaintiff  sustained  an  injury,  and  the  burden  rests  upon  the 
plaintiff  to  prove  the  allegations  of  fact  upon  which  she 
relies  for  a  recovery. 

Injury  to  Passenger  From  Missile  Thrown  at  Motobman — 

No     Presumption     of     Negligence — Evidence     of    Prior 

Sporadic  Attacks  Inadmissible. 
Woas  v.  St.  Louis  Transit  Co.  (Mo.),  96  S.  W.  Rep.  1017.   Oct. 

17,  1906. 

The  plaintiff  testified  that  while  sitting  on  the  second 
seat  from  the  front  of  a  car  he  saw  a  man  standing  in  the 
middle  of  the  street  with  something  in  his  hand,  making  vio- 
lent motions  towards  the  car.  The  next  he  knew  he  was  on 
an  operating  table  with  a  doctor  taking  glass  and  broken 
bones  out  of  his  face.  A  policeman  testified  to  hav- 
ing seen  some  person  throw  something  #at  a  car.  The 
supreme  court  of  Missouri,  division  No.  2,  holds  that  a  de- 
murrer to  the  evidence  was  correctly  sustained  as  the  plain- 
tiff wholly  failed  to  bring  himself  within  any  rule  of  law 
which  would  render  the  defendant  liable  for  the  assault  of 
the  person  made  upon  its  motorman. 

It  is  clear  in  this  case,  the  court  says,  that  the  burden 
of  showing  negligence  was  upon  the  plaintiff,  and  that  the 
presumption  of  negligence  which  arises  in  favor  of  the  pas- 
senger traveling  on  a  train  from  the  mere  fact  of  an  acci- 
dent has  no  application  to  a  case  like  this.  Such  a  pre- 
sumption only  arises  where  the  injury  can  be  reasonably 
attributed  to  some  defect  in  track,  cars,  or  machinery  or  the 
movement  of  the  train,  or  the  conduct  of  the  servants  in 
charge  thereof. 

Furthermore,  the  court  holds  that  there  was  no  error 
in  excluding  certain  evidence  offered  by  the  plaintiff  to  show 
that  prior  to  the  date  of  the  accident  certain  persons  had 
thrown  missiles  at  the  defendant's  cars  on  account  of  their 
failure  to  stop  and  allow  passengers  to  board  the  cars,  as 
the  questions   asked  would  have  permitted   the  witnesses  to 


300 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  9. 


have  told  of  sporadic  cases  of  the  throwing  of  missiles  at 
the  cars  during  a  period  extending  over  years  prior  to  said 
date.  It  gives  as  reasons  that  the  testimony  referred  to  was 
entirely  too  indefinite  as  to  time,  and  that  it  did  not  purport 
to  show  any  such  state  of  affairs  as  to  bring  home  notice 
to  the  defendant  of  any  danger  to  the  plaintiff  of  the  assault 
by  which  he  was  injured. 


Toilet  Rooms  and  Wateb  Tanks  Requibed — Places  for  Sale 

of  Tickets — Fare  Limited  by  That  on  Line  Built    or 

Purchased. 
West   Bloomfield   Township    v.    Detroit   United   Railway    Co. 

(Mich.),  109  N.  W.  Rep.  258.    Oct.  29,  1906. 

Cars  having  no  toilet  rooms  or  water  tanks,  the  supreme 
court  of  Michigan  holds,  do  not  meet  the  requirements  of  a 
franchise  of  being  of  modern  design  and  supplied  with  suit- 
able appliances  for  a  suburban  railway  to  insure  the  comfort 
and  convenience  of  passengers. 

Placing  on  sale  near  its  terminus,  in  a  drug  store  in  the 
city  of  Pontiac,  family  tickets  for  which  its  franchise  pro- 
vided, the  court  further  holds  was  not  a  compliance  by  the 
company  with  its  contract  that  family  tickets  should  be  sold 
by  it  from  any  point  in  the  township  of  West  Bloomfield 
to  and  in  the  city  of  Pontiac,  and  vice  versa.  It  says  that  it 
was  not  contemplated  that  the  citizens  of  Bloomfield  should 
go  to  Pontiac  to  buy  tickets.  Everyone  had  a  right  to  pur- 
chase a  family  ticket  at  the  place  where  he  had  a  right  to 
board  the  cars  with  his  family  for  passage.  These  roads  do 
not  have  ticket  offices  stationed  through  the  country.  They 
do  their  business  on  the  cars,  and,  wherever  passengers  have 
a  right  to  take  the  cars,  there  they  have  the  right  under 
the  franchise  to  purchase  these  tickets. 

A  provision  in  the  franchise  that  "the  rate  of  fare  from 
any  point  in  said  township  to  the  city  of  Detroit,  and  vice 
versa,  shall  at  no  time  exceed  the  rate  then  charged  by  the 
company  from  Pontiac  to  Detroit,  and  vice  versa,"  the  court 
holds  referred  to  the  company  mentioned  in  the  franchise, 
but  it  included  any  line  which  the  company  or  its  assignee 
might  at  any  time  build  or  purchase.  It  says  that  if  the 
company  had  built  another  line  from  Pontiac  to  Detroit  it 
could  not  have  charged  a  higher  rate  over  the  old  line  than 
it  did  oveT  the  new.  The  terms  of  the  franchise  must  be 
construed  strictly  against  the  company.  When  it  pur- 
chased the  Detroit  &  Pontiac  line  it  became  a  line  of 
the  company.  The  rate  charged  from  Pontiac  to  Detroit 
over  that  line  is  now  25  cents.  The  company  can  charge  no 
more  over  the  other  line  of  its  road.  It  cannot  thus  destroy 
the  competition  for  which  the  township  in  fact  contracted. 


Company  Not  Liable  fob  Injury  to  Passenger  from  Com- 
ing into  Contact  with  Tbolley  Pole  when  Changing 
Seat  on  Open  Cab  with  Assent  of  Conductob — No  Duty 
to  Warn  Passengers  of  Obdinaby  Dangebs  feom  Trolley 
Poles  ob  Pillars  of  Elevated  Railways. 
Tietz  v.  International  Railway  Co.  (N.  Y.),  78  N.  E.  Rep. 
1083.    November  13,  1906. 

A  passenger  of  large  proportions  on  an  open  electric  car 
in  swinging  out  to  take  another  seat  came  into  contact  with 
a  trolley  pole.  The  proof  was  that  the  distance  between  the 
grab  handles  on  the  outside  of  the  upright  stanchions  of  the 
car  and  the  trolley  pole  was  21  or  22  Inches.  The  court  of 
appeals  of  New  York  does  not  think  that  in  the  simple 
assent  of  the  conductor  to  the  proposal  of  the  plaintiff  to 
change  his  seat  there  was  any  assurance  on  the  part  of 
the  conductor  that  it  would  be  safe  for  the  passenger  to  do 
so  without  the  exercise  of  due  care  on  his  part  in  executing 
the  necessary  movement.  Nor  does  it  think  that  under  the 
circumstances  the  railway  company  should  be  held  responsi- 
ble for  the  failure  of  the  conductor  to  warn  the  passenger. 
The  court  concedes  the  correctness  of  the  general  proposi- 
tion  that  if  the  company   had   created   a  danger   it  was  Its 


duty  to  warn  its  passengers  against  that  danger,  but  under 
the  theory  on  which  this  case  was  submitted  to  the  jury  the 
company  had  not  created  any  danger  in  the  proper  sense 
of  that  term.  Doubtless  the  presence  of  trolley  poles  is 
dangerous  to  any  one  riding  on  a  car  who  may  come  in 
contact  with  them.  So,  also,  there  are  dangers  in  the  opera- 
tion of  every  steam  railroad,  but  these  dangers  are  inherent 
in  the  operation  of  the  roads  and  do  not  fall  within  the 
rule  stated.  If  there  was  anything  exceptional  in  the  prox- 
imity to  the  track  of  the  trolley  poles  or  any  other  obstruc- 
tion it  would  have  been  the  duty  of  the  conductor  to  warn 
the  plaintiff  of  its  existence,  but  the  court  cannot  see  that 
it  was  his  duty  to  warn  the  passenger  of  a  danger  which  is 
merely  an  ordinary  incident  of  such  railroad  travel. 

Take  the  case,  the  court  says,  of  the  trolley  roads  which 
run  under  the  elevated  railroads  in  the  city  of  New  York. 
It  cannot  be  that  it  is  the  duty  of  the  conductor  to  warn 
every  passenger  of  the  presence  of  the  pillars  of  the  ele- 
vated railroad,  nor  can  he  be  expected  for  this  purpose  to 
distinguish  between  residents  of  the  city  accustomed  to 
travel  on  the  road  and  passengers  who  are  strangers. 


Judicial  Notice  Taken  that  Street  Railway  Company  is 
Carrier  of  Passengers — Ownership  of  Car  Immaterial — 
Sufficient  Identification  of  Car  as  One  Used  for  Pas- 
sengers— Allegation  as  to  Being  a  Passenger  Enough — 
Not  Necessary  to  Show  that  Company  Owed  Duty — 
Sufficient  Showing  as  to  Employes. 
Indianapolis  Street  Railway  Co.  v.  Ray  (Ind.)  78  N.  E.  Rep. 
978.     October  24,  1906. 

The  principal  object  of  the  legislature  in  authorizing, 
and  of  corporations  in  constructing,  street  railways,  the  su- 
preme court  of  Indiana  says,  is  the  carriage  of  passengers. 
It  is  so  recognized  by  statute  and  is  a  matter  of  such  com- 
mon knowledge  that  the  courts  will  take  notice  that  a  com- 
pany organized  and  operating  a  street  railway  under  the 
laws  of  this  state  is  a  carrier  of  passengers. 

This  was  an  action  to  recover  damages  for  injuries  sus- 
tained by  the  plaintiff  Ray  in  alighting.  The  court  says  that 
the  defendant  was  operating  the  particular  street  railway, 
and,  if  the  plaintiff  was  a  passenger  on  "one  of  the  cars  of 
that  road,"  that  is,  used  in  the  operation  of  that  road,  it 
made  no  difference  whether  the  car  belonged  to  the  defendant 
or  not. 

Again,  the  court  says  that  here  was  a  car  provided  with 
electric  signals  to  be  sounded  by  passengers  to  announce 
their  desire  to  get  off,  a  car  known  as  a  summer  or  open 
car — one  with  seats  running  across  the  car  from  side  to  side, 
and  with  a  running  board  to  assist  passengers  in  getting  on 
or  off  the  car.  This  was  a  sufficient  identification  of  the 
car  as  one  used  for  passengers. 

As  to  the  objection  that  it  was  not  alleged  that  the 
plaintiff  paid  or  offered  to  pay  fare,  or  that  she  had  a  pass, 
or  was  on  the  car  by  contract,  invitation  or  consent  of  the 
defendant,  the  court  says  that  it  was  alleged  that  she  was 
a  passenger  on  the  car.  This  averment  required  her  to  prove 
that  she  had  complied  with  the  conditions  that  constituted 
her  a  passenger.  How  she  became  a  passenger  was  evi- 
dentiary. 

Nor  was  it  necessary  to  show  that  the  defendant  owed 
the  plaintiff  a  legal  duty.  The  plaintiff  was  a  passenger,  and, 
being  a  passenger,  the  defendant  owed  her  a  duty.  Moreover, 
a  corporation  can  act  only  by  its  agents,  and  the  allegation 
that  a  motorman  and  conductor  had  charge  of  "one  of  the 
cars  of  the  defendant's  road,"  that  is,  one  of  the  cars  used 
in  operating  its  road,  and  upon  which  the  plaintiff  was  a  pas- 
senger, sufficiently  showed  the  relation  of  employer  and  em- 
ployes, and  that  such  employes,  being  charged  with  the  man- 
agement of  the  car,  were  performing  a  duty  that  devolved 
upon  the  employer,  and  for  which  the  latter  stood  respon- 
sible. 


March  2,  190" 


ELECTRIC     RAILWAY     REVIEW 


301 


News  of  the  Week 


Central    Electric    Railway    Association    Meeting    Postponed. 

The  executive  meeting  of  the  Central  Electric  Railway  Associ- 
ation which  was  to  be  held  in  the  Traction  Terminal  Building, 
Indianapolis,  on  February  28,  1907.  has  been  postponed  until  Sat- 
urday, March  2,  1907,  owing  to  the  inability  of  Messrs.  Spring. 
Carpenter  and  Emmons  to  attend.  The  meeting  of  the  board  has 
been  called  to  consider  topics  of  discussion  for  the  entire  year 
ahead,  select  the  subjects  of  most  vital  interest  to  the  majority 
of  the  members,  and  assign  the  subjects  to  experts  in  each  special 
line.  This  is  an  advisable  move  on  the  part  of  the  board,  as  it 
will  give  the  members  selected  sufficient  time  to  prepare  their 
discussions,  so  that  lack  of  time  will  hardly  be  a  valid  excuse 
for  failure  to  respond  to  the  request.  A  report  of  the  committee 
shows  that  while  the  value  of  the  interchangeable  traction  coupons 
collected  of  the  roads  which  are  members  of  the  association  was 
J7.320.24  in  December,  1906,  the  coupons  collected  for  January, 
1907,  amounted  to  $8,409.49.  These  interchangeable  coupons  are 
now  accepted  on  37  roads,  including  the  two  recent  additions  to 
the  association — the  Marion  Bluffton  &  Eastern  Traction  Com- 
pany and  the  Toledo  &  Chicago  Interurban  Railway  Company. 

The  next  annual  meeting  of  the  association  will  be  held  at 
the  Algonquin  Hotel,   Dayton,  O.,  on  March  28. 

Philadelphia    Traction    Situation. 

A  bill  has  been  introduced  in  the  Pennsylvania  legislature 
which,  if  passed,  will  give  authority  to  the  city  of  Philadelphia 
to  enter  Into  contracts  with  the  Philadelphia  Rapid  Transit  Com- 
pany based  on  the  plan  approved  by  the  directors  of  the  com- 
pany. While  the  bill  was  drafted  with  reference  especially  to 
conditions  in  Philadelphia,  it  is  general  in  terms  and  may  be 
applied  to  other  similar  corporations  and  other  municipalities. 
The  bill  provides  that  any  city,  borough  or  township,  and  any 
passenger  railway  company  leasing  and  operating  the  franchises 
and  property  of  such  company  may  enter  into  contracts  affecting 
and  regulating  the  franchises,  powers,  duties  and  liabilities  of 
such  companies,  and  the  regulations  and  respective  rights  of  the 
contracting  parties. 

Such  contracts  may  provide  for  payments  by  the  companies 
to  the  local  authorities  in  lieu  of  the  performance  of  certain  duties 
or  the  payment  of  license  fees  or  charges;  for  the  appointment 
by  the  local  authorities  of  persons  to  act  as  directors  of  such 
companies  in  conjunction  with  the  directors  elected  by  the  stock- 
holders; and  for  the  ultimate  acquisition  by  the  local  authorities 
upon  terms  mutually  satisfactory  of  the  leaseholds,  property  and 
franchises   of   the   contracting   companies. 

Another  bill  which  has  been  introduced  in  the  legislature  pro- 
vides that  whenever  the  municipalities  of  the  state  shall  deem  it 
proper  to  organize  corporations  for  municipal  purposes  they  shall 
be  authorized  to  contract  with  the  purchasers  of  such  securities 
as  may  be  issued  by  said  corporations  for  the  payment  of  interest 
and  the  sinking  funds  necessary  to  redeem  the  securities  at  ma- 
turity, and  to  levy  and  collect  such  taxes  as  may  be  necessary 
therefore;  provided,  however,  that  the  holders  of  the  stock  of  such 
corporations  shall  hold  it  as  trustees  for  the  municipalities  and 
that  all  revenues  earned  by  the  corporations  shall  be  deposited  to 
the  credit  of   the  municipalities. 

Accident  on   New  York    Elevated    Road. 

An  unusual  accident  occurred  on  the  Third  avenue  elevated 
line  of  the  Metropolitan  Street  Railway  Company,  New  York 
city,  on  February  26,  which  at  first  caused  a  report  to  be  circu- 
lated that  the  elevated  structure  itself  had  given  way.  It  appears 
that  a  seven-car  train  left  One  Hundred  and  Twenty-ninth  street 
and  Third  avenue  southbound  at  9:02  a.  m.,  its  destination  being 
South  Ferry.  The  train  arrived  at  Chatham  Square  Junction  at 
9:32  a.  m.  The  switches  at  the  junction  were  set  for  the  main 
track   on    the   South   Ferry   track. 

The  motorman  proceeded  south  and  six  cars  passed  over  the 
switch  safely,  and  the  front  truck  of  the  seventh  car  also  passed 
over  safely,  but  the  rear  truck  of  the  seventh  car  split  the  switch 
and  took  the  City  Hall  track,  causing  the  car  to  be  derailed  with 
the  front  truck  on  the  South  Ferry  track  and  the  rear  truck  on 
the  City  Hall  track,  which  resulted  in  twisting  the  car  crosswise 
over  the  triangular  space  at  the  junction  of  the  two  tracks.  In 
this  space  there  was  a  small  frame  shanty,  or  tool  house,  stand- 
ing on  a  wooden  platform  supported  by  steel  channel  bars.  When 
the  rear  truck  of  the  car  left  the  rails  the  car,  half  derailed,  was 
dragged  on  for  about  60  feet,  so  that  the  rear  trucks  crashed  Into 
the  wooden  platform  and  fell  to  the  street  below,  breaking  some 
of  the  auxiliary  steel  work  upon  which  the  platform  and  shanty 
rested.  The  trucks  carried  with  them  some  of  this  steel  and 
wooden  frame  work;  and  two  or  three  of  the  channels,  being 
wedged  out  of  position,  fell  on  end  to  the  ground  below,  crushing 
through  to  the  conductor  rail  conduit  at  one  point.  When  the 
workmen  subsequently  pulled  down  the  broken  steel  parts  they 
made  a  complete  wreck  of  the  tool  house  and  platform,  which 
crashed  to  the  street.  The  car  from  which  the  rear  trucks  had 
fallen  remained  with  one  end  hanging  over  the  Intervening  space 
between   the   two   branches   of   the   elevated   system. 

There  were  only  six  or  seven  passengers  in  the  car  and  for- 
tunately these  escaped  with  slight  bruises.  Fortunately  also  no 
car  or  team  happened  to  be  In  the  street  below  at  the  place 
where  the  trucks  fell  through,  although  a  car  had  passed  under 
the  structure  a  moment  before.  The  accident  caused  a  good  deal 
of  confusion  and  delay  to  traffic,   particularly  on  the  surface  line. 


The  service  on  the  elevated  structure  was  restored  within  two 
hours  and  during  this  time  trains  were  stalled  from  Fourteenth 
street  to  Brooklyn  bridge.  The  power  was  cut  off  of  the  third 
rail  as  a  precaution.  The  delay  to  the  surface  cars  was  some- 
what longer,  owing  to  a  short  circuiting  of  the  track  circuit  and 
to  the  necessity  of  removing  the  debris  and  making  some  repairs 
in   the   conduit. 

Legislation   Affecting    Electric   Railways. 

California. — A  bill  has  passed  both  houses  of  the  legislature 
restricting  the  hours  of  labor  for  street  railway  employes  to  eight 
hours  a  day. 

Minnesota. — A  bill  has  been  introduced  into  the  house  of  repre- 
sentatives providing  that  street  railway  companies  shall  sell  eight 
tickets  for  25  cents,  with  the  usual  transfer  privileges.  Another 
bill  provides  for  six  tickets  for  25  cents  during  the  rush  hours  of 
morning  and  evening. 

New  York. — The  Dowling  "loop  bill,"  which  provides  for  an 
elevated  railroad  connecting  the  Brooklyn  and  Williamsburg 
bridges  in  New  York  city,  was  passed  by  the  assembly  on  Feb- 
ruary  26. 

Texas. — Both  houses  of  the  legislature  have  passed  a  bill 
granting  to  electric  interurban  railways  the  right  of  eminent  do- 
main outside  of  cities  and  towns.  The  right  to  operate  through 
cities  and  towns  over  the  local  lines  is  also  given.  The  especial 
object  of  the  bill  is  to  enable  Stone  &  Webster  of  Boston.  Mass., 
to  build  an  electric  railway  from  Houston  to  Galveston,  Tex. 
Section  1  provides:  That  all  corporations  chartered  for  the 
purpose  of  constructing,  acquiring,  maintaining  and  operating 
lines  of  electric  railway  between  any  cities  and  towns  in  the 
state  of  Texas  for  the  transportation  of  freight  or  passengers, 
or  both,  shall  have  the  right  of  eminent  domain,  as  fully  to  all 
Intents  and  purposes,  as  is  now  conferred  by  law  upon  steam 
railroad  corporations,  and  shall  have  the  right  and  power  to 
enter  upon,  condemn  and  appropriate  the  lands,  rights  of  way. 
easements  and  property  of  any  person  or  corporation  whomso- 
ever for  the  purpose  of  acquiring  rights  of  way  upon  which  to 
construct  and  operate  their  lines  of  railways  and  sites  for  depots 
and  power  plants:  provided,  that  no  cemetery  grounds,  nor  any 
part   thereof,   shall   be  so   taken  or  condemned. 

Cleveland    Traction    Situation. 

It  is  now  stated  that  President  Andrews  of  the  Cleveland 
Electric  Railway  and  President  Du  Pont  of  the  Municipal  Trac- 
tion Company,  who  have  been  working  for  several  weeks  on  their 
estimate  of  the  value  of  the  Cleveland  Electric  property,  may  be 
able  to  report  at  the  next  meeting  of  the  city  council  on  March  4. 
Reports  on  the  value  of  the  real  estate  were  presented  inde- 
pendently by  J.  G.  W.  Cowles  and  V.  C.  Taylor  on  February  24. 
The  physical  valuation  had  to  be  calculated  first,  because  the 
method  adopted  of  arriving  at  the  franchise  values  included 
some  deductions  in  the  matter  of  interest  that  could  only  be 
computed  after  the  physical  value  had  been  decided.  The  fran- 
chise values  are  being  worked  out  on  a  basis  of  earnings.  The 
methods  used  in  determining  the  value  of  the  Chicago  street 
railway  property  last  summer,  on  which  Mr.  Du  Pont  was  en- 
gaged,   has    been    closely    followed. 

Mr.  Du  Pont  Is  quoted  as  saying  that  an  immediate  exten- 
sion of  the  Cleveland  street  railway  service  is  required  and  as 
forecasting  the  construction  of  a  subway  or  elevated  line.  He 
said : 

"Cleveland  is  rapidly  becoming  a  city  of  such  size  that  traf- 
fic facilities  other  than  surface  lines  will  have  to  be  provided 
to  give  adequate  and  proper  service.  One  thing  in  the  way  of 
subway  construction  is  its  great  cost.  To  begin  with  a  short 
tube  on  Superior  avenue,  say  from  the  arcade  to  the  Wilshlre 
building,  and  running  under  the  square,  would  probably  solve 
the  problem  for  the  time  being.  Within  ten  years,  however. 
Cleveland  must  be  provided  with  a  rapid  transit  system  running 
the  entire  length  of  the  city.  This  will  be  especially  so  after 
the  annexation  of  Lakewood  and  Collinwood.  My  idea  is  that 
this  line  should  parallel  the  lake  and  be  an  elevated  structure. 
The  fast  train  service  that  could  be  provided  would  largely  solve 
the  time  problem  for  years  to  come.  With  an  elevated  road 
providing  fast  service  it  would  probably  be  better  to  divert  some 
of  the  parallel  surface  lines.  By  this  I  mean  the  operation  of 
more  cross-town  lines  to  act  as  feeders  for  the  elevated  road 
furnishing  the   fast   up  and  down-town   service." 

Trolley    Express    Hearing   In    Massachusetts. 

An  important  hearing  bearing  upon  the  trolley  express  prob- 
'em  was  held  before  the  legislative  committee  on  street  railways 
at  Boston  on  February  26.  Interest  centered  in  the  desires  of 
street  and  interurban  railways  serving  the  outer  suburban  sections 
of  eastern  Massachusetts  to  secure  entrances  into  Boston  and 
other  'arge  centers  for  freight  and  express  cars.  The  bill  on  which 
the  matter  came  up  requires  connecting  companies  to  haul  eneh 
other's  passengers  in  passenger  cars,  and  baggage  and  freight  in 
baggage  cars,  under  such  regulations  as  the  railroad  commission 
may  determine. 

The  Boston  &  Worcester  street  railway  has  secured  assent 
to  its  trolley  freight  and  express  business  from  the  local  cities 
and  towns  on  Its  line,  between  Chestnut  Hill  and  Lake  Qulnslg- 
amond.  A  demand  for  express  service  has  arisen  from  business 
men,  florists,  market  gardeners  and  farmers,  but  the  company 
has  hesitated  so  far  to  begin  such  service  because,  the  company 
says,  the  city  systems  In  Boston  and  Worcester  have  not  been 
willing  to  handle  express  cars  on  terms  satisfactory  to  the  in- 
terurban line.  President  Shaw  of  the  Boston  &  Worcester  stated 
that  his  company  now  has  an  agreement  whereby  the  Boston 
elevated    takes   four   cars   per   hour   from   the    end   of   its   lines   at 


302 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  9. 


Chestnut  Hill,  hauls  them  into  Park  Square  and  out  again,  col- 
lecting all  fares  on  its  lines  and  operating  the  cars  with  its  own 
men.  The  city  system  pays  nothing  for  the  use  of  these  cars. 
and  all  other  passengers  arriving  at  Chestnut  Hill  on  the  Bos- 
ton &  Worcester  have  to  transfer  to  the  elevated  cars.  Mr. 
Shaw  stated  that  his  road  last  year  brought  Into  Boston  2,800,- 
000  passengers  which  would  otherwise  not  have  come,  and  urged 
that  the  Boston  elevated  should  take  all  the  interurban  line's 
cars  and  haul  them  in  and  out  as  it  does  the  present  four  per 
hour,  paying  for  the  use  of  the  cars  just  what  it  would  cost  the 
company  to  keep  in  repair  the  same  number  of  its  own  cars, 
or  about  2.5  cents  per  car  mile.  Mr.  Shaw  stated  that  equitable 
co-operation  between  terminal  and  through  roads  was  essential 
to  any  profitable  and  satisfactory  express  service. 

The  hearing  was  continued  until  March  15,  to  give  those 
who   oppose   the   bill   an   opportunity   to    be   heard. 

Rapid    Transit    Affairs    in     New    York. 

All  that  now  remains  to  be  done  before  bids  are  asked  for 
building  the  Lexington  avenue  subway  is  to  obtain  the  approval 
of  the  board  of  estimate  and  of  the  corporation  counsel  of  the 
form  of  contract  and  the  specifications.  The  rapid  transit  com- 
mission at  its  meeting  on  February  20  adopted  the  terms  of  the 
contract  and  specifications,  and  it  is  probable  that  bids  will  be 
asked  for  within  a  week.  The  form  of  contract  adopted  follows 
closely  the  draft  drawn  by  the  committee  on  contracts.  The 
alternate  routes  remain.  Bidders  will  be  able  to  choose  whether 
they  shall  compete  for  building  a  road  from  the  Harlem  river  to 
the  Battery,  or  only  from  the  Harlem  to  a  junction  with  the 
present   subway   at   Forty-second   street. 

At  the  recent  hearings  held  by  the  commission  the  Forty- 
second  street  loop  was  objected  to  by  many  delegations  on  the 
ground  that  this  route  would  permit  only  the  Interborough  com- 
pany to  bid.  The  objection  has  been  unheeded  by  the  commis- 
sion, as  have  the  protests  of  the  Broadway  and  Fifth  avenue 
merchants,  who  insisted  that  any  interference  with  the  surface 
of  Broadway  would  mean  ruin  to  many  storekeepers.  The  com- 
mission has  decided  that  the  new  subway  must  be  a  near-surface 
one  and  it  will  be  constructed  as  was  the  lower  Broadway  tun- 
nel, by  the  "cut-and-cover"  process.  The  commission  also  Ig- 
nored the  objections  made  by  the  Interborough  company  to  sev- 
eral of  the  clauses  in  the  contract.  The  company  opposed  the 
power  the  commission  has  reserved  to  order  changes  in  the  roll- 
ing stock  and  in  equipments  and  to  go  to  court  to  enforce  its 
orders,  the  burden  of  proof  that  such  orders  are  unreasonable 
being  placed   on   the  contractor. 

Another  strong  protest  made  by  the  company  is  that  if  a 
part  of  the  line  is  completed  and  operated  before  the  whole  is 
finished  the  operator  shall  pay  rental  on  the  basis  of  all  the 
bonds  issued  by  the  city  for  construction  up  to  that  time,  instead 
of  computing  the  rental  on  the  length  of  trackage  placed  in 
operation. 

The  only  important  modification  made  in  the  contract  was 
the  insertion  of  a  clause  complying  with  Section  13  of  the 
American  labor  law  and  providing  that  none  but  citizens  shall 
be  employed  in  the  construction  of  the  tunnel  and  that  pref- 
erence  shall    be   given    to   citizens    of  this    state. 

The  commission  determined  to  give  consideration  to  the  ap- 
plication made  by  F.  B.  Behr  for  a  franchise  to  build  a  monorail 
elevated    road    from    Atlantic   avenue,    Brooklyn,    to    Coney   Island. 

The  commission  ordered  the  payment  of  $352,000  to  the 
Interborough  company  for  the  installation  of  the  ventilating 
plants   at   the   subway   stations. 

Chief  Engineer  Rice  reported  that  the  plans  and  specifications 
for  the  so-called  Tri-borough  route,  from  the  Bronx  down  to 
Brooklyn    and    Coney   Island,    would   be    ready    in    six    weeks. 

The  Interborough  Rapid  Transit  Company  has  ordered  250 
new  cars,  50  for  use  in  the  subway  and  200  on  the  elevated 
lines.  The  new  subway  cars  will  be  of  the  same  type  as  those 
now  in  service,  except  that  the  doors  will  be  50  inches  wide 
instead  of  39   and   will   have  steel   instead   of  wooden   fillings. 

The  report  of  the  February  grand  jury  of  Kings  county,  which 
has  been  presented  to  Governor  Hughes,  contains  a  lengthy 
arraignment  of  the  Brooklyn  Rapid  Transit  Company  in  regard 
to   the    poor  condition    of   the   service   in   Brooklyn. 

Chicago  Traction   Situation. 

The  Citizens'  Non-Partisan  Traction  Settlement  Association 
was  formed  on  February  26  by  30  of  the  leading  organizations  of 
the  city  to  conduct  a  campaign  for  approval  of  the  Chicago  trac- 
tion ordinances  at  the  April  election.  Pamphlets  will  be  issued, 
mass  meetings  will  be  held  and  subsidiary  organizations  will  be 
formed  to  carry  on  the  work.  The  declaration  of  principles  which 
was   adopted   says: 

"For  a  generation  past  the  people  of  -Chicago  have  con- 
fronted in  a  gradually  decaying  street  transportation  system  a 
menace  to  public  health,  individual  comfort  and  municipal  pros- 
perity,  and  an   offense  to  community  pride. 

"In  a  condition  of  desperation  at  the  abominable  character  of 
the  street  car  service  and  exasperated  by  attempts  of  the  compa- 
nies to  maintain  rights  questionable  at  the  best,  a  large  number 
of  citizens  became  advocates  of  municipal  ownership  and  by  a 
majority  of  votes  cast  on  the  subject  the  people  of  Chicago  in- 
dorsed that  theory,  resulting  in  the  election  two  years  ago  of  a 
city  administration  pledged  to  the  carrying  out  of  that  policy. 
That  administration  was  at  once  confronted  by  financial  limita- 
tions making  immediate  municipal  ownership  impossible,  by  reluc- 
tance on  the  part  of  the  transportation  companies  to  surrender 
doubtful  rights  and.  on  the  part  oi  the  people,  by  an  imperative 
demand  for  an   improved  public   service. 

"The   expiration   of  some  of  the   existing  franchises  and   court 


decisions  invalidating  others  and  defining  the  rights  of  the  respec- 
tive parties  clarified  the  situation  and  made  the  owners  of  the 
street  railway  properties  ready  to  enter  into  conference  with  the 
representatives  of  the  city  and  to  make  concessions  demanded 
in  the  Interests  of  the  public  which  would  not  jeopardize  their 
admitted  remaining  interests  in  these  properties  and  would  safe- 
guard further  investment. 

"After  almost  continuous  conferences  covering  eight  months 
between  the  committee  on  local  transportation  of  the  city  council 
of  Chicago  and  representatives  of  the  traction  companies  Iden- 
tical ordinances  have  been  prepared  enabling  the  city  to  deal 
with  the  subject  of  transportation  as  a  whole  and  providing  for 
complete  rehabilitation  along  the  most  modern  lines,  to  be  begun 
immediately  and  completed  within  three  years,  giving  to  the  public 
the  most  up-to-date  equipment,  equal  to  any  in  the  United  States 
at  the  present  time." 

The  declaration  concludes:  "We,  the  undersigned,  on  behalf 
of  the  organizations  which  we  respectviely  represent,  do  hereby 
announce  our  approval  of  the  ordinances  as  passed,  believing  them 
to  be  in  their  essential  features  equitable  and  to  constitute  a  fair 
settlement  of  a  vexatious  and  long  unsettled  problem,  and  urge 
the  voters  of  Chicago  at  the  forthcoming  election  of  April  2,  1907, 
to  support  these  ordinances  as  the  only  practical  method  of  secur- 
ing prompt  reform  of  transportation  methods  and  the  rehabilitation 
of  the  transportation  system  of  Chicago  in  a  way  which  will  be 
fair  to  all  interested  parties  and  will  safeguard  the  interests  of 
the  future  and  assure  municipal  ownership  whenever  such  owner- 
ship  shall   be   found   practicable." 

Frederick  Bode  of  the  Chicago  Commercial  Association  was 
made  president;  William  A.  Bond  of  the  Chicago  Real  Estate 
Board,  vice-president;  and  A.  H.  Wetten  of  the  real  estate  board, 
secretary   and   treasurer. 

The  democratic  city  convention  on  February  23  renominated 
Edward  F.  Dunne  for  mayor.  The  democratic  platform  is  based 
on  municipal  ownership  and  defeat  of  the  traction  ordinances. 
The  platform  says  that  while  the  ordinances  pretend  to '  provide 
for  municipal  ownership,  they  are,  in  fact,  private  franchises  for 
twenty  years  or  more;  that  while  they  pretend  to  divide  profits 
on  operation  with  the  city,  they  afford  no  assurance  whatever  of 
any  income  to  the  city;  that  by  means  of  construction  profits  they 
would  make  possible  an  enormously  excessive  price  for  purchase 
by  the  city;  that  by  authorizing  unlimited  contracts  for  power 
they  would  enable  the  companies  "to  saddle  upon  the  city  in  case 
of  municipal  purchase"  the  obligation  of  Contracts  with  private 
power   companies   at  any   price   and   for    any  length   of   time. 


Western  Society  of  Engineers. — A  regular  meeting  of  the 
society  will  be  held  in  the  society  rooms.  1737-41  Monadnock  block, 
Chicago,  on  Wednesday,  March  6,  1907,  at  S  p.  m.  Mr.  L.  T. 
Hotchkiss  will  present  a  paper  on  "Some  Details  of  Concrete 
Construction,"  and  Dr.  W.  Michaels,  Jr.,  will  present  a  paper  on 
"How   to    Prevent    Failure   in    Concrete   Construction." 

Rules  for  Safety  at  Drawbridges. — Since  the  drawbridge  acci- 
dent on  the  West  Jersey  &  Seashore  Railroad  at  Atlantic  City 
last  summer  the  New  York  State  Board  of  Railroad  Commissioners 
has  made  a  thorough  examination  of  conditions  existing  at  draw- 
bridges on  the  different  roads  of  the  state  and  has  adopted  rules 
as  to  the  greater  protection  of  these  bridges.  The  rules  provide 
for  protection  by  home  and  distant  signals  50  and  1,500  feet,  re- 
spectively, from  the  end  of  the  draw,  with  derails  not  less  than 
500  feet  from  the  end  of  the  draw,  where  possible,  all  interlocked 
so  that  the  first  movement  to  open  the  draw  will  set  both  signals 
in  warning.  Tile  movable  rails  on  ends  of  drawbridges  must  ex- 
tend beyond  the  end  of  the  bridge  and  connect  with  shore  rails 
by  a  miter  joint,  the  ends  to  meet  in  a  trough  and  be  interlocked. 

Demurrer  to  Indictments  of  Cincinnati  Traction  Officials. — At- 
torney Miller  Outcalt  on  February  23  filed  a  demurrer  to  the  re- 
cent indictments  against  W.  Kesley  Schoepf,  Robert  E.  Dee  and 
Newton  Wickersham  of  the  Cincinnati  Traction  Company,  in 
which  they  were  charged  with  not  complying  with  the  law  which 
specifies  that  street  car  vestibules  shall  be  closed  and  heated,  as 
mentioned  in  the  Electric  Railway  Review  of  February  9.  The 
demurrer  sets  forth  that  the  indictments  do  not  charge  any  of- 
fense against  any  valid  law;  that  an  attempt  is  made  to  charge  an 
offense  which  does  not  exist  under  the  laws  of  Ohio;  that  the  in- 
dictments contain  matter  redundant  and  irrelevant  and  do  not  re- 
quire a  plea  from  the  defendants.  It  also  states  that  the  indict- 
ments fail  to  state  by  what  lawful  authority  a  duty  was  imposed 
upon  the  defendants  to  maintain  screened  vestibules.  A  general 
demurrer  was  also  filed  to  the  indictments  against  J.  H.  Schoepf, 
Newton  Wickersham  and  William  E.  Biasing  in  which  they  are 
charged  with  withholding  records  of  the  traction  company  from 
the   grand   jury. 

Minnesota  Court  Denies  Right  of  Eminent  Domain. — The  United 
States  district  court  at  Minneapolis  on  February  27  handed  down  a 
decision  that  the  electric  railways  of  Minnesota  have  no  right  of 
eminent  domain  to  condemn  land.  The  case  was  that  of  the 
Minneapolis  &  St.  Paul  Suburban  Railway  Company  against  the 
village  of  Excelsior.  Minn.,  a  summer  resort  20  miles  west  of 
Minneapolis,  for  the  purpose  of  testing  the  right  to  condemn  prop- 
erty for  a  right  of  way.  The  case,  which,  it  is  stated,  will  be 
appealed  to  the  supreme  court,  was  started  by  a  petition  to  the 
court  to  appoint  a  commission  which  should  condemn  certain  land 
in  Excelsior  and  Tonka  Bay  along  the  route  of  the  proposed  ex- 
tension from  Excelsior  to  the  upper  lake  at  Birch  Bluff.  It  was 
opposed  by  property  owners  along  the  proposed  route.  The  court, 
holding  that   the  company  is  a  street  railway  company,   finds  that 


March  2,  1907. 


ELECTRIC     RAILWAY     REVIEW 


303 


it  has  no  right  to  "acquire  property  by  eminent  domain  within 
the  limits  of  any  city  or  village."  As  to  the  tracts  of  land  situated 
outside  of  the  village,  which  the  company  attempted  to  condemn, 
the  court  finds  that  these  tracts  would  not  be  useful  or  necessary 
unless  a  right  of  way  were  acquired  inside  the  village,  and  denies 
the  petition. 

Subway  Exits  to  Philadelphia  Department  Stores. — By  a  plan 
which  has  been  partly  agreed  upon  by  the  engineers  of  the  Phila- 
delphia Rapid  Transit  Company  and  Gimbel  Brothers,  Lit  Brothers 
and  Strawbridge  &  Clothier,  the  owners  of  three  large  department 
stores,  one  large  station  is  to  be  built  in  the  Market  street  sub- 
way at  Eighth  street,  with  entrances  into  each  of  the  department 
stores,  as  well  as  passageways  from  one  side  of  the  railroad  tracks 
to  the  other,  making  it  possible  for  shoppers  to  go  from  one  shop 
to  another  without  going  into  the  open  street.  It  is  understood 
that  the  department  stores  will  build  large  show  windows  under- 
ground, so  that  patrons  using  the  subway  may  enjoy  the  displays 
that  now  attract  them  on  the  street  surface.  Representatives  of 
the  stores  have  been  holding  conferences  with  the  officers  and  en- 
gineers of  the  railway  company  to  discuss  plans  for  a  station 
which  would  add  to  the  comforts  of  their  patrons.  No  definite 
plan  has  been  selected,  but  all  of  those  under  consideration  are 
designed  so  that  shoppers  may  enter  the  shops  directly  from  the 
station  platform.  Like  other  stations  along  the  line,  the  one  at 
this  point  will  be  350  feet  long,  but  it  will  be  much  wider  than  the 
others  to  provide  for  the  immense  traffic.  The  station  will  be 
centered  at  Eighth  street,  extending  half  way  along  the  block  east 
and  west.  It  has  not  yet  been  determined  how  patrons  are  to 
cross  the  tracks.  Two  plans  have  been  drawn,  one  for  a  pas- 
sageway  under   the   tracks  and   the   other  for  a   bridge. 

United  Railways  Prosecuted  for  Allowing  Mail  Cars  to  Stand 
in  Street. — The  prosecution  of  the  United  Railways  Company  of 
St.  Louis  by  the  city  for  allowing  mail  cars  to  stand  on  Eighth 
street,  between  Pine  and  Chestnut  streets,  threatens  to  terminate 
in  a  conflict  between  the  city  and  the  postoffice  authorities  over 
use  of  the  street  as  a  terminal  for  the  mail  cars.  A  case  against 
the  United  Railways  is  pending  before  Judge  Tracy  in  the  first 
district  police  court,  to  whom  it  was  submitted  on  an  agreed 
statement  of  facts.  He  is  to  render  a  decision  on  March  2.  In 
the  meantime  the  United  Railways  has  shifted  the  burden  of  the 
trouble  to  the  government  by  threatening  to  discontinue  the  street 
car  mail  service  if  the  company  is  fined  for  letting  cars  stand  on 
the  street.  General  Manager  McCullach  served  notice  to  this 
effect  on  Assistant  Postmaster  Stice  several  days  ago.  Mr.  Stice 
took  the  matter  up  with  the  department  at  Washington,  and  re- 
ceived an  opinion  from  W.  S.  Shallenberger.  third  assistant  post- 
master general,  saying:  "The  contemplated  action  would,  if  car- 
ried out.  be  an  interference  with  the  contract  relations  between 
the  United  States  and  the  transit  company  and  result  in  a  de- 
lay to  the  mails."  He  suggested  that  the  district  attorney  be 
consulted  to  determine  whether  it  would  be  a  violation  of  any 
federal  statute  to  interfere  with  the  operation  of  the  cars.  Mr. 
Stice  has  tried  to  arrange  a  schedule  which  will  not  bring  two 
or  three  cars  together  at  that  point,  but  finds  it  impracticable 
without  working  great  delay  in  handling  the  mails.  Two  of  the 
cars  stand  there  over  an  hour  and  others  from  that  time  down  to 
ten  minutes. 

Research  Fellowships  in  Engineering  at  the  University  of  Illi- 
nois.— The  University  of  Illinois  has  extended  and  strengthened 
the  field  of  its  graduate  work  in  engineering  by  recently  estab- 
lishing ten  research  fellowships  in  the  Engineering  Experiment  Sta- 
tion. These  fellowships  have  an  annual  value  of  $500.  and  are 
open  to  graduates  of  approved  universities  and  technical  schools, 
both  American  and  foreign.  They  must  be  accepted  for  two  con- 
secutive collegiate  years,  at  the  expiration  of  which  period,  if 
all  requirements  have  been  met,  the  master's  degree  will  be 
granted.  Preference  will  be  given  to  men  who  have  had  some  ex- 
perience in  practical  engineering  work  outside  of  college.  The 
appointments  will  be  made  upon  the  recommendation  of  the  sta- 
tion staff  of  the  Engineering  Experiment  Station  and  upon  the 
approval  of  the  faculty  of  the  graduate  school  and  the  president 
of  the  university.  The  Engineering  Experiment  Station,  it  may 
be  explained,  is  a  department  connected  with  the  College  of  En- 
gineering. It  was  established  in  1903  for  the  purpose  of  carrying 
on  investigations  along  various  lines  of  engineering,  and  for  the 
study  of  problems  of  importance  to  professional  engineers  and  to 
the  manufacturing  and  industrial  interests  of  the  state.  The  work 
of  the  station  and  the  college  is  closely  related,  the  heads  of  the 
several  departments  of  the  college  of  engineering  constituting  the 
station  staff.  The  investigations  are  carried  on  by  the  members 
of  the  staff  directly,  sometimes  by  a  fellow  as  graduate  work 
sometimes  by  a  member  of  the  instructional  force  of  the  college, 
and  frequently  by  special  investigators  belonging  to  the  station 
corps.  The  various  laboratories  of  the  station  and  the  college  offer 
exceptional  facilities  for  investigational  work,  being  well-equipped 
with  the  most  modern  apparatus.  During  the  past  four  years 
about  $300,000  has  been  appropriated  by  the  state  legislature  for 
the  maintenance  and  extension  of  this  equipment,  and  it  is  be- 
lieved that  the  same  liberal  policy  will  bo  continued.  By  offering 
these  research  fellowships  at  $500,  and  throwing  them  open  to 
graduates  of  both  American  and  foreign  universities,  the  si 
hopes  to  secure  a  picked  body  of  men  imbued  with  the  true  spirit 
of  genuine  investigators  who  will  do  graduate  work  of  high  grade. 
It  is  expected  that  valuable  results  will  accrue  to  the  station,  and 
that  a  body  of  experts  will  be  developed,  some  of  whom  may  be 
attached  later  to  the  regular  corps  of  station  investigators.  A 
circular  giving  full  Information  will  soon  be  issued,  and  can  be 
obtained  upon  application  to  L.  V.  Breckenridge.  the  director  of 
the  Engineering  Experiment   Statioi  III. 


Construction  News 


FRANCHISES. 


Allegheny,  Pa.— The  Millvale  Etna  &  Sharpsburg  Street  Rail- 
way Company  has  asked  for  a  franchise  to  operate  its  line  on 
Bridge  street  from  East  Ohio  street,  over  the  bridge  of  the  West 
Penn  Railway  and  the  "back  channel"  of  the  Allegheny  river  to 
Heir's  Island,  and  across  the  island  to  the  western  approach  of 
the  Thirtieth  street  bridge.  Action  has  been  referred  to  the  cor- 
porations   committee. 

Allegheny,  Pa.— The  Pittsburg  Railways  Company  has  applied 
for  permission  to  connect  its  tracks  in  Brighton  road  and  Shay 
avenue  by  a  line  beginning  at  Brighton  road,  along  Woodland 
avenue  to  Superior  and  Shady  avenues;  also  for  a  franchise  to 
lay  tracks  in  East  Robinson  street  from  Federal  to  Sandusky 
streets  in  order  to  make  a  loop  for  the  Pleasant  Valley  and  Per- 
rysville   cars.     Referred    to  the  committee  on  corporations. 

Brunswick,    Ga. — F.    D.   M.    Strachan   has   applied  for  a   50 
franchise  for   a  street  railway  and   for   a  lighting  plant. 

Cheektowaga,  N.  Y.— The  Cheektowaga  Railway,  recently  in- 
corporated to  build  from  Cheektowaga  to  Buffalo.  X.  T..  6  miles, 
has  been  granted  a  50-year  franchise  to  build  a  double-track  road 
through  the  town,  from  Clinton  street  and  the  Buffalo  city  line 
to  the  town  line  of  Lancaster. 

Chico,  Cal. — The  Northern  Electric  Company  has  secured  a 
five-year  franchise  to  run  its  proposed  freight  line  on  Fifth  street: 
also  for  a  line  on  Eighth  street  for  both  passenger  and  freight 
service. 

Dixon,  III. — The  Northern  Illinois  Electric  Railway  has  re- 
ceived an  extension  of  its  franchise  to  February  20.  190S.  The  line 
as  proposed  will  be  built  from  Dixon  to  Amboy,  m.,  with  an  ex- 
tension to  DeKalb.  It  is  stated  that  negotiations  practically  have 
been  completed  for  financing  the  work  and  that  construction  of 
the  line  within  the  time  prescribed  is  assured. 

Dubuque,  la. — The  Southwestern  Wisconsin  Railway  has  ap- 
plied for  a  franchise  to  enter  Dubuque  with  its  proposed  inter- 
urban  line.  It  is  stated  that  the  company  will  replace  the  high 
bridge  with  an  entirely  new  structure  using  the  old  piers  which 
are  considered  amply  able  to  sustain  the  additional  load  which 
will  be  put  upon  them  by  the  running  of  the  interurban  cars 
over  the  bridge.  It  is  planned,  also,  to  build  a  high  steel  viaduct 
700  feet  long  which  will  carry  the  line  into  the  flats  between 
Fourth  street  and  the  Iillinois  Central  tracks.  From  there  a  wooden 
trestle  will  be  built  to  a  point  near  the  steam  railroad  tracks  in 
Sixth  street.  From  Sixth  street  over  the  railroad  tracks  and  to 
the  surface  intersection  of  Sixth  and  Clay  streets  another  steel 
viaduct  850  feet  long  will  be  constructed.  The  construction  of 
these  viaducts  and  trestle  work  will  make  a  continuous  bridge 
from  East  Dubuque  to  Clay  street  and  will  cost,  with  the  purchase 
price  of  the  bridge,  over  $100,000.  Mr.  F.  W.  Hild.  chief  engineer, 
317   Bank  &  Insurance   Building,   Dubuque,  la. 

East  St.  Louis.  Ill— The  East  St.  Louis  &  Suburban  Electric 
Railway  has  secured  a  franchise  from  the  St.  Clair  county  high- 
way commissioners  to  lay  tracks  on  Harding  avenue,  connecting 
with  the  Lansdowne  line,  to  Caseyville  avenue,  and  east  on  Casey- 
ville   avenue. 

East  St.  Louis,  III.— The  East  St.  Louis  &  Suburban  Railway 
lias  applied  for  a  franchise  on  Tenth  street  from  St.  Clair  to 
Illinois  avenue  and  on  Illinois  avenue  from  Tenth  street  to  Third 
street.  This  change  in  the  original  plans  for  the  routing  of ,  the 
line  is  said  to  have  been  due  to  the  recent  acquisition  by  the  Sub- 
urban company  of  the  McKinley  franchises  in  East  St.  Louis. 

Ely,  Nev. — The  Ely  Electric  Railroad  Company  has  applied  for 
a  franchise  to  build  an  electric  line  from  Kimberly,  Nev..  the 
new  mining  town,  to  the  smelter  of  the  Nevada  Consolidated 
Copper  Company,   tor   freight,   ore  and  passenger  service. 

Evanston,  III. — The  Chicago  Evanston  &  North  Shore  Electric 
Railway  has  been  granted  a  50-year  franchise  for  a  line  on  Tor- 
rcnce  avenue  through  the  city  to  Bowmanville.  Frank  R.  Grover 
and  George  W.   Wilcox  are  interested. 

Fairfield,    la. — The   Iowa-Missouri    Traction    &    Power  Comi- 

emed    ;i    franchise    to    operate    its    proposed    interurban    line 

through  Fairfield.     It  is  stated  that  work  will  be  started  on  April 

1.   and  eompleted   within   the   present  year.       The   line   will   extend 

-nil    to    Marengo,    Cedar   Rapids   and    Vinton,    with    a    branch    to 

and  "ii   the  south  to  Memphis    Mo, 

Ga'ena.  III.  A  25-year  franchise  has  been  granted  to  the  Illi- 
nois &  Western  Railway  Company  to  build  an  electric  line  in  Ga- 
lena and  to  points  in  the  mining  district  of  southern  Wisconsin. 
A  loop  district  has  been  outlined  in  the  business  section  and  it 
Is  stated  that  work  on  construction  will  be  started  in  the  spring. 
Under  the  name  of  the  Tri-State  Light  &  Power  Company  the 
same  company  was  empowered  to  take  over  the  lighting  plant. 
paying  $8,850  for  the  equipment,  with  another  provision  for  the 
purchase  of  the  plant,  which  will  furnish  light  and  power  for 
commercial   purposes. 

Goshen,    Ind. — The   Goshen    South    Bend    *    Chicago   Rallwa' 
i    Hi.-   proposed  line  from  Chicago   to  New  York,   has  si 
a  franchise  In  Goshen   to  build  Its  line   through   that  city. 

Ithaca,  N.  Y. — The  Auburn  &  Ithaca  Traction  Company,  which 


304 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVH,  No.  9. 


proposes  to  enter  this  city  on  Cayuga  street,  has  received  a  six- 
months  extension  from  the  city  council  to  permit  of  its  getting 
a  certificate  of  necessity  from  the  state  railroad  commission. 

Michigan  City,  Ind.— A  new  franchise  Is  being  drawn  up  by 
the  Chicago  Lake  Shore  &  South  Bend  Railway  to  take  the  place 
of  the  old  one  by  the  terms  of  which  a  double  track  will  be  laid  in 
Franklin  street.  An  additional  bond  of  $10,000  is  offered  besides 
other  provisions  regarding  the  pavement,  poles,  wires  and  other 
equipment. 

New  York,  N.  Y. — The  Union,  the  Southern  Boulevard  and 
the  New  York  City  Interborough  railway  companies,  all  controlled 
by  the  Interborough-Metropolitan  Company,  have  applied  to  the 
board  of  estimate  for  permission  to  make  39  extensions  to  the 
railroad  systems  In  The  Bronx.  If  these  extensions  are  granted 
it  will  mean  the  adding  of  more  than  50  miles  to  the  surface 
railroad  trackage  of  The  Bronx.  A  special  committee  of  the 
board  has  made  a  personal  Inspection  of  the  territory  to  be  cov- 
ered by  the  proposed  new  roads.  These  franchises  were  applied 
for  over  a  year  ago.  but  some  changes  have  been  made  In  the 
route  applied  for. 

Ogden,  Utah. — The  Ogden  &  Northwestern  Railroad  has  se- 
sured  a  franchise  to  operate  an  electric  line  in  Brigham  City. 
Utah.  The  line  now  runs  to  Hot  Springs,  about  nine  miles  north 
of  Ogden.  and  12  miles  additional  track  will  have  to  be  laid  to 
reach  Brigham  City.  The  franchise  must  be  accepted  within  60 
days  and  the  preliminary  survey  made  within  one  year. 

Riverside,  Cal. — The  Crescent  City  Railway  Company  has  been 
granted  a  franchise  to  build  a  trolley  line  from  Riverside  to  the 
plant  of  the  Southern  California  Portland  Cement  Company  in 
West  Riverside,  across  Fairmont  Park,  North  Almond,  North 
Market  and  North  Orange  streets  and  Colton  avenue.  It  is  stated 
that  ties  and  rails  are  waiting  at  Colton.  ready  for  delivery 
whenever  they  are  wanted  and  that  work  will  be  started  as  soon 
as  possible  and  will  be  completed  within  two  months  after  it  Is 
begun. 

Sllvis.  III. — The  Moline  Rock  Island  &  Eastern  Traction  Com- 
pany has  asked  for  a  60-year  franchise  to  build  either  a  single  or 
double-track  line  in  Silvis,  to  be  completed  within  four  months. 
It  also  provides  for  the  use  of  the  tracks  by  other  companies  for 
interurban  service.  It  is  stated  that  the  Rock  River  Traction 
company  already  has  made  arrangements  for  this  purpose. 

Wheeling,  W.  Va. — The  Wheeling  Sherrard  &  Cameron  Inter- 
urban Electric  Railway  has  applied  for  a  50-year  franchise  to  build 
an  electric  railway  in  Marshall  and  Ohio  counties  from  Wheeling 
by  way  of  Sherrard  to  Cameron,  W.  Va. 


RECENT   INCORPORATIONS. 


Atlanta  Stone  Mountain  &  Lithonia  Railway. — Incorporated  in 
Georgia  to  build  an  interurban  line  from  Decatur  in  De  Kalb 
county,  through  Ingleside,  Clarkston,  Scottdale  and  Stone  Moun- 
tain to  Lithonia,  20  miles.  It  is  said  that  the  line  will  connect 
with  the  Georgia  Railway  &  Electric  Company's  line  now  running 
to  Decatur.  Capital  stock,  $50,000.  Incorporators:  A.  O.  Venable, 
A.  B.  Kellogg,  R.  M.   Thompson,  S.  H.  Venable  and  others. 

Belleville  &.  Interurban  Railway. — Incorporated  in  Illinois  to 
build  an  electric  line  from  Belleville,  111.,  to  Smithton,  7  miles. 
Capital  stock.  $100,000.  Incorporators:  Jacob  Gundlach,  Jr.,  Ben- 
jamin A.  Gundlach,  R.  W.  Hofsommer,  George  Hippard  and 
Thomas  A.  Bell.  Mr.  Bell  is  the  promoter  of  the  company,  with 
offices  in  the  Commercial  Building,   St.  Louis,  Mo. 

Burgettstown  Florence  &  Paris  Street  Railway. — This  com- 
pany has  applied  for  a  charter  to  build  an  electric  line  on  Wash- 
ington street  in  Burgettstown  and  from  there  to  Florence,  Paris 
and  other  points  in  Pennsylvania,  with  possibly  an  extension  later 
to  Steubenville,  O.  Incorporators:  Charles  W.  Dahlinger,  John 
W.  Thomas,  Robert  L.   James,  A.  H.  Mercer  and  I.  W.   Bigham. 

California  Rapid  Transit  Company. — Incorporated  in  Arizona 
with  a  capital  stock  of  $10,000,000  to  build  an  electric  line  from 
San  Francisco  through  Burlingame,  San  Mateo,  Redwood  City,  Palo 
Alto.  San  Jose,  Monterey  to  Carmel  River,  Cal.,  about  140  miles. 
A  branch  line  from  a  point  near  San  Jose  will  run  through  Al- 
ameda county  by  way  of  Alameda.  Oakland  and  Berkeley  to  Point 
Richmond,  ending  at  Martinez,  Contra  Costa  county,  a  distance 
of  75  miles.  There  also  is  contemplated  another  branch  22  miles 
long  from  Redwood  City  through  Palo  Alto  to  connect  with  the 
line  at  or  near  San  Jose;  also  another  branch  13  miles  long  from 
a  point  between  Redwood  City  and  Palo  Alto  to  the  Bay  of  San 
Francisco,  crossing  at  Dunbarton  Point  and  from  thence  to  Niles. 
The  total  aggregate  mileage  of  the  main  line  and  its  branches  will 
be  250  miles.  William  C.  Alberger,  president  and  chief  engineer; 
William  Minto,  vice-president;  L.  E.  Lee,  secretary;  W.  H.  H. 
Hart,  treasurer.  It  is  stated  that  $250,000  of  the  stock  has  been 
subscribed  by  the  following:  W.  J.  Morgan,  H.  C.  Cutting,  W.  H. 
H.  Hart,  A.  H.  Butler.  M.  D.  Eddy.  H.  P.  Bowie,  C.  W.  Clark, 
L.  E.  Lee.  William  C.  Alberger,  William  Minto  and  the  Cali- 
fornia Tunnel  Company. 

Canyon  City  &  Royal  Gorge  Electric  Railway. — Incorporated  in 
Colorado  to  build  and  operate  an  electric  railway  in  Canyon  City, 
South  Canyon,  East  Canyon,  Lincoln  and  Orchard  parks,  Park 
Center  and  to  other  points  in  Fremont  county.  The  company  is 
authorized  to  do  a  general  passenger  and  freight  business;  also 
to   erect   buildings   and    place    machinery   for   an    electric   plant  to 


furnish  light  and  power  for  commercial  purposes.  Capital  stock, 
$1,250,000.  The  principal  office  will  be  in  Canyon  City.  Incor- 
porators: Ex-Governor  James  H.  Peabody,  D.  E.  Gibson.  W.  H. 
Peabody,  E.  M.  Smith  of  Canyon  City;  W.  W.  Umbenhauer  and 
Thomas  J.  Budd  of  Philadelphia;  Col.  Willis  Wood  and  William 
Huttig,   Kansas   City. 

Davenport  &  Burlington  Interurban  Railway. — Incorporated  In 
Iowa  to  build  an  interurban  line  from  Burlington  to  Davenport, 
backed,   it   is  stated,  by  eastern  interests.     Capital  stock,   $250,000. 

C.  G.  Hipwell.  president;  Thomas  Dougherty,  vice-president;  and 
A.  E.  Carroll,  secretary  and  treasurer.  The  C.  G.  Hipwell  Con- 
struction Company,  with  the  same  officers  and  directors  as  the 
interurban  company,  also  has  been  incorporated  with  a  capital 
stock  of  $250,000. 

Electric  Securities  Company. — Incorporated  in  Ohio  with  a  cap- 
ital stock  of  $50,000  to  finance  the  proposed  Cleveland  Alliance  & 
Mahoning  Valley  Railway,  which  proposes  to  build  a  line  from 
Cleveland  to  Ravenna  and  Alliance,  O.,  with  a  branch  to  Warren. 
Officers  have  been  elected  as  follows:  Henry  Boemke,  president; 
J.  W.  Holcomb,  vice-president;  John  Morley,  secretary;  F.  H. 
Townsend,  treasurer.  Henry  Everett,  C.  R.  Morley  and  David 
Morrison  compose  the  board  of  directors.  It  is  stated  that  work 
will   be  pushed  as   rapidly  as  possible. 

Henderson  Traction  Company. — Incorporated  in  Kentucky  with 
$150,000  capital  stock.  Incorporators:  Walter  Schmidt.  Cincin- 
nati; James  W.  Garrison  and  Samuel  McDonald.  Louisville;  C.  C. 
Tennis.  Pittsburg,  Pa.;  A.  O.  Brown  &  Co.,  New  York,  and  J.  H. 
Lyne.   Henderson,  Ky. 

Kennett  &  Coatesvllle  Railway. — Incorporated  in  Pennsylva- 
nia to  build  an  electric  line  from  Kennett  Square  to  Coatesvllle. 
Pa.,  12  miles.  Capital,  $120,000.  J.  Walter  Taylor.  Kennett 
Square,  is  president. 

Mineral  Wells  &  Lakewood  Park  Street  Railway. — Incorporated 
in  Texas  to  build  an  electric  line  in  Mineral  Wells.  Tex.  Capital 
stock.   $25,000. 

Paducah  Southern  Electric  Railroad. — Incorporated  in  Ken- 
tucky to  build  an  electric  railway  from  Paducah  to  Hickman.  Ky., 
by  way  of  Mayfield  and  Fulton,  Ky.,  and  Union  City,  Tenn.  W.  A. 
Martin,  president,  and  H.  H.  Loving,  secretary,  Paducah.  Ky. 
E.    W.    Whittemore,    Paducah;     George   Rush,    Brockport.    111.,    and 

D.  R.  Archer,  Chicago,  with  the  officers  of  the  company,  compose 
the  board  of  directors. 

Oklahoma  City  El  Reno  &  Southwestern  Interurban  Railway. — 
Application  for  a  charter  to  build  an  electric  line  in  El  Reno 
and  to  Oklahoma  City,  Medford,  Chickasha.  Hobard  and  Lawton 
has  been  filed  by  this  company. 

San  Francisco  Alameda  &  Eastern  Railway. — Incorporated  in 
California  to  build  an  electric  line  in  Alameda,  Cal.,  franchise  for 
which  was  obtained  about  a  year  ago,  to  be  operated  in  connec- 
tion with  a  ferry  service  In  San  Francisco.  The  terminal  will  be 
the  western  end  of  a  mole  that  will  extend  from  the  western 
shore  of  Alameda  south  of  the  Alameda  mole  of  the  Southern 
Pacific.  It  will  cross  the  marshes  intersecting  Webster  street 
near  the  old  power  house  of  the  Oakland  Traction  Consolidated 
and  in  Alameda  will  follow  Clement  avenue  to  the  eastern  limits 
of  the  city;  there  also  will  be  a  branch  line  running  south  on 
Broadway.  The  total  mileage  of  the  proposed  line  Is  11  miles. 
Capital  stock.  $2,000,000,  of  which  $11,000  has  been  subscribed.  In- 
corporators, F.  M.  Greenwood.  A.  D.  Schindler.  A.  H.  McHuron, 
W.  H.  Spaulding  and  L.  Q.  Haven.  A.  D.  Schindler  is  general 
manager  of  the  Northern  Electric  Company.  Chico,  Cal. 

Sparta-Melrose  Electric  Railway  &  Power  Company. — Incor- 
porated in  Wisconsin  to  build  an  electric  railway  from  Sparta  to 
Melrose,  Jackson  county,  20  miles.  Capital  stock,  $300,000.  Incor- 
porators: G.  L.  Cromwell  and  T.  T.  Hendered,  Milwaukee;  How- 
ard  Teasdale.    Sparta,   Wis. 

Sunbury  &  Trevorton  Electric  Railway. — Incorporated  in  Penn- 
sylvania to  build  a  line  from  Sunbury  to  Plum  Creek,  2%  miles. 
Capital  stock.  $15,000.     Monroe  H.  Kulp.  Shamokin,   Pa.,  president. 

Vallejo  &  Northern  Railway. — Incorporated  in  California  to 
build  a  line  from  Sacramento  to  Vallejo,  Cal.,  105  miles.  Capital 
stock.  $2,500,000.  Incorporators:  Melville  Dozier,  Jr.,  George  S. 
Lakie,  C.  Francis  Kinsey,  and  John  C.  Veitch  of  Oakland,  and  T.  C. 
Gregory  of  Suisun. 

Wabee  &  Wawasee  Railway. — Incorporated  in  Indiana  to  build 
a  12-mile  electric  line  from  Syracuse  to  Wabee  Lake.  Kosciusko 
county,  to  Milford;  also  from  Syracuse  to  Lingle  Lake,  for  passen- 
ger and  freight  service.  Directors.  A.  St.  Newberry,  W.  D.  Frazer, 
C.  I.  Reilley  and  J.  P.  Dolan.  It  Is  stated  that  parties  connected 
with  the  Sandusky  Portland  Cement  Company  of  Syracuse,  are 
back  of  the  project. 

West  Point  (Va.)  Traction  Company. — Incorporated  to  operate 
an  electric  line  for  freight  and  passenger  service.  Incorporators: 
J.  W.  Marshall,  president;  G.  E.  Guvernator,  vice-president;  J.  W. 
Owens,  secretary  and  general  manager.  A.  Julian  Bagby  and 
W.   C.  Dunham  also  are  interested. 

York,  Pa. — The  Red  Lion  &  Airville  Traction  Company  has 
been  granted  permission  by  the  council  of  Red  Lion  Borough  to 
build  its  line  over  certain  streets.  The  proposed  line  will  con- 
nect York  and  Delta,  Pa.,   25  miles,  by  way  of  Airville.   and  serve 


March  2,  1907. 


ELECTRIC     RAILWAY     REVIEW 


305 


other   towns  along  the   route.     A.   K.   Frey,   Samuel   Fulton,   Hugh 
Ross  and  others  are  interested. 


TRACK    AND    ROADWAY. 


Asheville  Rapid  Transit  Company. — It  is  reported  that  this  com- 
pany has  let  a  contract  to  the  Railways  Construction  &  Securi- 
ties Company,  141  Broadway,  New  York,  to  build  its  proposed  line 
from  Asheville  to  Overlook  Park,  N.  C,  eight  miles.  J.  K.  Vosbell 
of  Baltimore,  Md..  is  president,  and  Charles  E.  Van  Bibber,  80 
Wall  street.   New  York,  is  chief  engineer. 

Atlantic  Shore  Line  Railway. — This  company  Is  now  building 
a  line  15.5  miles  long  from  York  Beach,  Me.,  to  Kennebunkport, 
Me.,  to  connect  the  eastern  and  western  divisions.  The  western 
division,  the  old  Portsmouth  Dover  &  York  Street  Railway,  which 
was  acquired  early  in  1906,  connects  Dover  and  Portsmouth.  N.  H., 
with  South  Berwick,  Elliot,  Kittery  and  York  Beach,  Me..  41  miles. 
The  eastern  division,  the  original  Atlantic  Shore  Line  Railway, 
connects  Springvale,  Sanford,  West  Kennebunk  and  Kennebunk- 
port with  Biddeford,  Me.,  37.5  miles.  The  new  line  now  under  con- 
struction, besides  connecting  the  two  divisions  of  the  system, 
will  complete  the  connection  between  Portland,  Me.,  and  Boston, 
Mass.,  by  electric  railway.  W.  G.  Meloon  of  Portsmouth,  N.  H., 
is  general   manager. 

Augusta  Winthrop  &  Gardiner  Street  Railway. — This  company 
has  been  recently  acquired  by  a  syndicate  headed  by  John  R. 
Graham  of  Bangor,  Me.,  and  it  is  stated  that  the  new  owners 
contemplate  building  an  extension  to  Waterville  and  to  a  connec- 
tion with  the  Lewiston  Brunswick  &  Bath  Street  Railway  at  Sa- 
battus. 

Bay  Counties  Electric  Railroad. — This  company  is  making 
surveys  and  securing  right  of  way  for  a  line  from  Belvidere,  near 
San  Francisco,  to  Lakeport,  Cal.,  via  Greenbrae,  San  Rafael  and 
Novate 

Beloit  Traction  Company. — O.  S.  Baylies,  secretary  and  treas- 
urer, 79  Dearborn  street,  Chicago,  writes  that  contracts  have 
been  let  for  the  materials  and  equipment  for  six  miles  of  city  line 
in  Beloit.  Wis.  The  company  will  do  the  construction  work.  Power 
will  be  furnished  by  the  Rockford  Beloit  &  Janesville  Railroad, 
with  which  the  new  company  is  associated,  and  whose  tracks  will 
be  used  for  about  one  mile.  The  Rock  river  will  be  crossed  on  a 
city  bridge.  No.  00  trolley  wire  will  be  used.  The  rails  will  be 
45  and  60 -pound  T-rail  fastened  with  Weber  joints.  Joel  B.  Dow, 
president:   Charles  A.  Gault,  vice-president;   both  of  Beloit,  Wis. 

Benton    Harbor-St.    Joseph    Railway    &    Light    Company. — It   Is 

announced  that  this  company  will  build  an  electric  railway  from 
the  Graham  &  Morton  docks  in  St.  Joseph,  Mich.,  to  Paw  Paw 
Lake. 

Brooklyn  Rapid  Transit  Company. — Supreme  Court  Justice 
Marean,  in  Brooklyn,  has  issued  a  mandamus  directing  Bird  S. 
Coler,  borough  president,  to  permit  the  Brooklyn  Rapid  Transit 
Company  to  build  tracks  on  Nostrand  avenue  from  Flatbush  ave- 
nue to  Avenue  U,  and  also  directing  the  company  to  proceed  to 
build  the  line.  Mr.  Coler  held  up  the  application  for  several 
months,  on  the  ground  that  the  franchise  granted  by  the  old 
town   of   Flatbush   was    invalid. 

Butte  Electric  Railway. — It  is  reported  that  rails  have  been  or- 
dered for  four  miles  of  double  tracking  on  the  Butte,  Mont.,  city 
lines,   on  South  Main,  Walkerville  and  Silver  Bow  streets. 

Calgary,  Alta. — It  is  reported  that  the  city  council  has  decided 
to  build  a  municipal  street  railway,  12  miles  long.  W.  F.  Thorold, 
city  engineer. 

Carmichaels,  Pa. — John  C.  Gwynne  of  Carmichaels  is  pro- 
moting an  electric  railway  from  Rice  Landing  to  Carmichaels, 
Pa.,  and  thence  to  a  connection  with  the  West  Penn  Railways  at 
Masontown,   11   miles. 

Chicago  Lake  Shore  &  South  Bend  Railway. — J.  B.  Hanna, 
president.  South  Bend,  Ind.,  writes  that  15  miles  of  track  has  been 
laid,  from  South  Bend  to  New  Carlisle,  Ind.,  and  that  tracklaying 
is  proceeding  at  the  rate  of  %  mile  per  day.  All  of  the  grading 
contracts  have  been  let  and  about  20  miles  of  rail  is  on  hand,  to 
be  laid  as  fast  as  grading  is  completed.  All  of  the  steel  has  been 
contracted  for  and  will  be  delivered  in  Instalments  until  May. 
A  66-foot  right  of  way  has  been  purchased  for  the  entire  distance. 
There  is  one  tangent  of  14  miles  and  there  are  none  but  high- 
speed curves  on  the  whole  line  except  in  cities.  The  overhead 
construction  is  of  the  single  catenary  type,  the  poles  being  long- 
leaf  southern  pine,  creosoted  and  set  in  concrete  6%  feet.  Seventy- 
pound  rails  are  being  used.  The  road  extends  from  a  connection 
with  the  Illinois  Central  Railroad  at  Kensington.  HI.,  where  a  ter- 
minal site  has  been  purchased  to  South  Bend,  78  miles.  J.  W.  S. 
Relgle,   South   Bend,   chief  engineer. 

Coatesville  &  Kennett  Railway. — George  H.  Dodge,  secretary 
and  treasurer  Kennett  Square,  Pa.,  has  announced  that  financial 
arrangements  have  been  made  for  building  the  line  from  Coates- 
ville to  Kennett  Square,  Pa.,  and  that  engineers  will  begin  in  a 
few  days  to  make  the  preliminary  surveys.  The  road  will  be 
built  entirely  on  a  private  right  of  way. 

Dallas  Interurban  Electric  Railway. — Charles  N.  Wilson,  presi- 
dent of  the  American  Engineering  Company  of  Indianapolis,  ha-s 
closed  a  contract  with  this  company,  incorporated  about  two  weeks 
ago.  for  the  construction  of  about  73  miles  of  electric  railway.  In- 
cluding about  30  miles  of  city  lines  in  Dallas,  Tex.,  and  a  line 
from  Dallas  to  Greenville  and  Sherman.  Mr.  Wilson  states  that 
work  is  to  begin  next  week.     D.  D.  Waggoner  of  Dallas,  president. 


Denver  &  Rio  Grande  Railroad. — It  is  reported  that  the  Cen- 
tral Colorado  Power  Company  of  Denver.  Colo.,  is  furnishing  esti- 
mates and  specifications  for  the  electrification  of  the  line  between 
Denver   and    Colorado    Springs. 

Dunkirk,  N.  Y. — It  is  reported  that  A.  N.  Broadhead,  presi- 
dent of  the  Chautauqua  Traction  Company,  is  interested  in  a 
project  to  build  an  electric  railway  from  Jamestown  to  Dunkirk, 
N.  Y.,  via  Gerry,  Slnclairville,  Moons,  Cassadaga,  Lily,  Dale, 
Stockton   and   Fredonla,   about  25  miles. 

Elizabethtown,  Ky. — A  corps  of  engineers  has  begun  the  sur- 
vey of  a  line  from  Elizabethtown  to  West  Point,   Ky.,   22  miles. 

Ft.  Wayne  &  Springfield  Interurban  Railway — It  is  reported 
that  this  company,  which  recently  opened  its  line  from  Ft.  Wayne 
to  Decatur,  Ind.,  is  now  considering  the  extension  of  its  line  south 
through  Chattanooga  to  Celina. 

Garvin,  I.  T. — The  Choctaw  Veneering  Company  has  graded  4 
miles  of  electric  railway  from  Garvin  south  toward  the  Red  river 
and  will  begin   tracklaying  in  about  two  weeks. 

Hattlesburg  (Miss.)  Traction  Company. — Bids  will  be  received 
until  March  6  for  furnishing  material  and  for  the  construction  of 
an  electric  railway  in  Hattiesburg,  Miss.  E.  J.  O'Bierne  of  At- 
lanta, Ga.,   engineer. 

Hutchinson  Interurban  Railway. — The  directors  have  decided 
to  extend  the  doubletracking  of  the  system  in  Hutchinson.  Kan., 
from  the  Santa  Fe  railroad  tracks  at  Third  avenue  to  the  Fair 
Grounds. 

Illinois  Traction  Company. — It  is  reported  that  surveys  are 
being  made  between  Seneca  and  Yorkville,  111.  This  is  one  of  the 
alternative  routes  included  in  the  plans  of  the  Illinois  Traction 
Company  for  the  line  from  Mackinaw  to  connect  with  either  the 
Aurora  Elgin  &  Chicago  Railway  or  the  Chicago  &  Joliet  Electric 
Railway  for  Chicago,  as  announced  in  the  last  week's  issue  of 
the  Electric  Railway  Review.  Congress  has  granted  a  permit  to 
the  St.  Louis  Electric  Bridge  Company,  a  subsidiary  company,  to 
construct  a  bridge  over  the  Mississippi  river  between  Venice,  111., 
and  Salisbury  street,  St.  Louis.  Mo.  The  line  from  Champaign  to 
Decatur  is  now  in  operation  from  Champaign  to  Monticello. 

Indianapolis  &  Cincinnati  Traction  Company. — It  is  stated 
that  financial  arrangements  have  been  made  for  extending  this 
line,  which  now  connects  Indianapolis  and  Connersville,  Ind.,  to 
Hamilton,  O.,  by  a  double-track  line,  connecting  at  Hamilton  with 
one  of  the  existing  lines  to  Cincinnati.  A  private  right  of  way 
has  been  secured  from  Connersville  to  the  Ohio  state  line  at 
College  Corner,  17  miles  west  of  Hamilton.  Charles  L.  Henry  of 
Indianapolis,    president 

Jackson  Electric  Railway  Light  &  Power  Company. — This  com- 
pany has  decided  to  build  an  extension  1  mile  long  on  Jefferson 
street,  Jackson,  Miss.,  as  soon  as  the  rails  can  be  obtained.  An- 
other extension  on  Gallatin   street  is   also  contemplated. 

Johnstown  Ebensburg  &  Northern  Railroad. — It  is  reported  that 
a  contract  has  been  let  to  the  Pierce-Barnes  Company  of  Bos- 
ton, Mass.,  for  building  this  line  from  Johnstown  to  Gallitzin,   Pa. 

Kansas  City  Springfield  &  Southern  Railway.— C.  C.  McFann, 
general  manager,  has  announced  that  all  the  right  of  way  has 
been  secured  between  Springfield  and  Ash  Grove,  Mo.,  for  the  line 
which  is  to  be  built  from  Springfield  to  Nevada. 

Keokuk,  la. — A  company  has  been  organized  at  Keokuk  with 
J.  E.  Peterson  of  New  London,  la.,  president,  to  make  surveys 
and  do  the  preliminary  work  toward  securing  an  interurban  rail- 
way connecting  Keokuk  with  various  points  in  southeastern  Iowa. 

Lafayette  &  Chicago  Railway,  Rensselaer,  Ind. — The  Lafayette 
&  Chicago  Railway,  incorporated  last  July  to  build  an  electric 
railway  from  Lafayette  to  Hammond,  Ind.,  114  miles,  has  applied 
for  a  franchise.  It  is  stated  that  Chicago  capitalists  have  agreed 
to  finance  the  road  when  the  right  of  way  is  secured. 

Lake  View  Traction  Company. — It  is  reported  that  work  will 
begin  soon  on  the  proposed  line  from  Memphis,  Tenn..  to  Clarks- 
dale.  Miss.,  about  100  miles.  R.  F.  Tate,  of  Memphis,  is  presi- 
dent. 

Louisville  &  Southern  Indiana  Traction  Company. — Surveys  are 
being  made  for  an  extension  to  French  Lick  and  West  Baden.  Ind., 
via  Mooresville  and  Greenville,  and  thence  paralleling  the  New 
Albany  &  Paoli  turnpike  to  Paoll,  passing  through  Palmyra,  Fred- 
ericksburg,  Hardinsburg   and   Chambersburg. 

Mankato  Electric  Traction  Company. — W.  L.  Hixon  and  H.  E. 
Hand  are  promoting  an  electric  railway  in  Mankato  and  North 
Mankato,  Minn.,  10  miles  to  be  built  at  first.  It  is  stated  that 
C.  W.  Jackson  of  New  York  has  agreed  to  finance  the  project, 
taking  $100,000  of  stock  and  underwriting  $175,000  first-mortgage 
5  per  cent  gold  bonds.  The  company  is  to  be  chartered  in  New 
Jersey   under    the   above   name. 

Metropolitan  Street  Railway. — Plans  for  the  viaduct  and  tun- 
nel which  this  company  proposes  to  build  in  Kansas  City  along 
Twelfth  street,  from  Mulberry  to  Broadway,  have  been  submitted 
to  the  board  of  public  works. 

Minneapolis  Rochester  &  Dubuque  Traction  Company. — This 
company,  which  proposes  to  build  from  St.  Paul.  Minn.,  to  Du- 
buque, la.,  has  filed  in  the  various  towns  a  map  of  the  proposed 
route  as  determined  by  the  final  surveys,  Including  the  following 
towns  and  cities:  St.  Paul,  Minneapolis,  Wayzata,  Chaska.  Bha- 
kopee.  Faribault.  Owatonna,  Hayfield,  Rochester,  Spring  Valley. 
Minn.;  Cresco.  la.;  Decorah,  Frankville,  Postville,  Colesburg, 
Marshfield  and  Dubuque.     It   is  stated   that  the   right  of   way  has 


306 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  9. 


been   secured  from   Dubuque   to   Owatonna.     William   P.   Mason   of 
Minneapolis,  secretary. 

Missouri  &  Kansas  Interurban  Railway. — This  company,  which 
now  has  a  line  between  Kansas  City  and  Olathe,  Kan.,  operated 
with  Strang  gasoline-electric  motor  cars,  is  making  surveys  for 
a  branch  line  from  Lenexa  through  Merriam  and  Shawnee  to 
Rosedalc.      Fred    O'Flaherty.    chief    engineer,    Lenexa.    Kan. 

Napa  Valley  Electric  Railroad. — Twelve  miles  of  the  16-mlle 
extension  from  Napa  to  St.  Helena,  Cal.,  has  been  graded  and 
tracklaying  will  begin  as  soon  as  the  steel  has  been  delivered. 
L.   J.    Perry.    Napa,   general   manager. 

Oregon  Electric  Railway. — Grading  and  trestle  work  has  been 
started  in  South  Portland  for  the  line  from  Portland  to  Salem, 
Ore.  Property  has  been  purchased  in  South  Portland  for  ter- 
minal purposes  and  right  of  way.  The  steel  structure  of  the  bridge 
over  the  Willamette  river  at  Wilsonville,  which  was  built  by  the 
Pennsylvania  Steel  Company,  is  expected  in  a  few  days.  W.  S. 
Barstow  &  Co.  of  Portland,  the  engineers  in  charge,  have  about 
250  men  at  work,  with  three  pile-drivers,  a  steam  locomotive  and 
a  steam  shovel,  and  rapid  progress  is  being  made  on  the  grading 
and  trestle  work.     Ties  and   timbers  have  been   delivered. 

Owosso.  Mich — E.  M.  Hopkins  of  Detroit,  Mich.,  announces 
that  a  contract  has  been  let  to  the  Van  Rensselaer  Construction 
Company  of  New  York  for  the  construction  of  the  Grand  Rapids 
Belding  &  Greenville  Railway,  the  Grand  Rapids  &  Ionia  Railway, 
the  Ionia  &  Owosso  Railway  and  the  Owosso  &  Pontiac  Railway. 
Construction  is  to  begin  at  once.  Mr.  Hopkins  is  president  of  all 
four  companies. 

Paducah  Southern  Electric  Railroad.— H.  H.  Loving.  Paducah, 
Ky.,  writes  that  this  company,  recently  incorporated,  will  build 
an  electric  line  from  Paducah  to  Hickman.  Ky.,  75  miles,  via 
Mayfield,  Fulton.  Ky..  and  Union  City.  Tenn.  Contracts  are  to  be 
let  as  soon  as  the  preliminary  work  is  completed.  Office.  100-102 
Fraternity  building.   Paducah. 

Pittsburg  McKeesport  &  Greensburg  Railway. — The  directors 
have  authorized  the  construction  of  6  miles  of  overhead  work. 
The  line  between  Gross  Siding  and  Oxford  Park  will  be  double 
tracked.  It  was  also  decided  to  proceed  at  once  with  the  con- 
struction of  the  Manor  cut-off,  which  will  reduce  the  distance  be- 
tween Manor  and  Irwin  1  mile.  Work  will  also  soon  commence 
on    the   Mt.    Pleasant   and    Scottdale  extensions. 

Portland  &  Mt.  Hood  Railway. — Agents  of  this  company  are 
now  engaged  in  purchasing  property  in  and  near  Portland,  Ore., 
as   right  of  way  for  the  proposed  line   to  Mt.   Hood. 

Redlands  &  Yucaipe  Electric  Railroad. — C.  S.  Chesnut.  Red- 
lands,  Cal..  writes  that  this  company,  recently  incorporated,  will 
begin  grading  about  April  for  its  proposed  line  from  Redlands 
to  Oak  Glenn,  Cal..  20  miles.  O.  D.  Collins  of  Redlands,  chief 
engineer. 

Roanoke  Railway  &  Electric  Company. — This  company  Is  now 
completing  the  double-tracking  of  several  of  its  lines  in  Roanoke, 
Va..  work  which  was  started  last  year.  Later  in  the  spring  It  is 
expected  to  lay  heavier  rails  on  several  of  its  lines.  The  new 
track  is  to   be  laid  on  a  concrete  roadbed. 

Rock  Island  Southern  Railroad. — It  is  reported  that  prepara- 
tions are  being  made  for  surveys  from  Monmouth  to  Macomb, 
Rushville  and  Beardstown,  111.  The  surveying  party  has  just  com- 
pleted surveys  between  Monmouth  and  Rock  Island.  F.  H.  Lanch- 
shire,   chief  engineer,   Davenport,   la. 

Rcodhouse-Virden  Railway. — C.  W.  Payne,  secretary.  Rood- 
house.  Ill  .  writes  that  right  of  way  is  now  being  obtained  for 
en  electric  railway  from  Roodhouse  to  Virden.  111..  32  miles,  via 
Felter.  Scottville  and  Modesto.  E.  M.  Husted  of  Roodhouse  is 
president. 

Rosedale,  Kan. — K.  W.  Stewart  and  the  Commercial  Club  of 
Rosedale  are  raising  funds  for  the  construction  of  an  electric 
railway   from   Rosedale   to    Shawnee,    Kan. 

St.  Joseph  Valley  Traction  Company. — M.  L.  Swinehart.  chief 
engineer.  Lagrange,  Ind.,  is'  securing  right  of  way  for  the  pro- 
posed line  from  Elkhart  to  Middlebury.   Ind., 

St.  Louis,  III. — It  is  reported  that  an  English  syndicate  has 
engaged  a  local  engineering  firm  to  make  a  preliminary  survey 
and   estimates   for  the    construction   of   a   subway   system. 

Sacramento  Gas  &  Electric  Company. — The  Hawk  Hawley  & 
Carly  Company  of  Sacramento,  Cal.,  has  the  contract  for  the  im- 
mediate construction  of  an  extension  from  Highland  Park  to  Curtis 
Oaks,  the  new  subdivision,  through  Curtis  Oaks  to  Oak  Grove. 
and  thence  to  the  entrance  of  Oak  Park,   Sacramento. 

Seattle  Electric  Company. — This  company  is  now  at  work  on 
an  extension  of  its  Westlake  boulevard  line  from  Eighth  avenue 
to  the  intersection  of  Pike  street  and  Fourth  avenue. 

South  Carolina  Public  Service  Corporation. — Surveys  are  now 
being  made  for  an  electric  line  from  Orangeburg  to  Aiken,  via 
Springfield,  N.   C. 

Spokane  &  Inland  Empire  Railroad. — Surveyors  have  begun  work 
on  the  double-track  subway  to  connect  the  passenger  and  freight 
terminals  in  Spokane.  Wash.  After  the  preliminary  surveys 
have  been  made  President  Jay  P.  Graves.  Consulting  Engineer 
William  F.  Zimmerman  and  Chief  Engineer  Lupfer  will  visit  New 
York.  Philadelphia  and  Boston  for  the  purpose  of  studying  the  sub- 
ways in  those  cities. 

Topeka    &    Southwestern    Railway. — The    Lamprecht    Construc- 


tion Company  of  Topek:i  has  the  contract  for  building  this  line 
from  Topeka,  Kan.,  to  Council  Grove,  la.,  and  it  is  stated  will 
sublet  contracts  in  a  few  days.  W.  L.  Taylor  of  Topeka,  presi- 
dent. 

United  Cities  Traction  Company. — This  company  is  building 
an  electric  belt  line  for  both  freight  and  passenger  service  from 
Ft.  Smith.  Ark.,  to  Ft.  Smith,  Okla.,  4^  miles,  principally  for 
the  purpose  of  transferring  freight  from  a  manufacturing  site 
at  Ft.  Smith.  Okla..  to  the  Missouri  Pacific  St.  Louis  &  San 
Francisco.  Kansas  City  Southern.  Ft.  Smith  &  Western  and 
Midland  Valley  railroads,  which  center  at  Ft.  Smith.  One  mile 
out  of  Ft.  Smith,  Ark.,  has  been  graded  and  right  of  way  is  now 
being  secured.  The  overhead  construction  is  of  the  span  type. 
Eighty-pound  steel  will  be  used  for  the  first  lhis  miles  and 
60-pound  for  the  remainder.  The  ties  are  6  by  S  inches  by  8  feet 
space  2  feet  center  to  center.  Maximum  grade,  3  per  cent. 
Ira  L.   Reeves  of  Muskogee.  I.   T.,  is  president  and  chief  engineer. 

United  Railways. — It  is  stated  that  preparations  are  being 
made  for  beginning  construction  on  the  Front  street  line  in  Port- 
land, Ore.  The  construction  crews  are  being  assembled  and  Chief 
Engineer  Wickersham  is  distributing  materials.  It  was  expected 
to  begin  work  last  week,  but  the  expected  steel  rails  did  not 
arrive.     C.   E.   Loss,   of  Portland,   president. 

Utica  Southern  Railroad. — An  official  report  from  E.  H.  Risley, 
secretary,  Utica,  N.  Y.,  states  that  contracts  will  be  let  probably 
in  April  for  the  construction  of  a  line  connecting  Clinton.  Hamil- 
ton. Norwich  and  Waterville.  N.  Y..  26  miles.  Frank  H.  Baxter 
of  Utica,  chief  engineer. 

Wawasee  Ligonier  Topeka  &  Lagrange  Railway J.  N.  Bab- 
cock  of  Tokeka,  Ind..  has  been  elected  president  of  this  company, 
recently  incorporated  to  build  from  Lagrange  to  Wawasee.  Ind. 
Preliminary  surveys  are  being  made  and  it  is  the  intention  to  be- 
gin  building   operations   early  in   the   spring. 

Western  Massachusetts  Street  Railway, — Surveys  are  being 
made  for  an  extension  from  Huntington  to  Lee,  Mass.  H.  C.  Page, 
general  manager,   Springfield. 

Willamette  Valley  Traction  Company. — It  is  announced  that 
this  company  will  begin  the  construction  of  the  proposed  street 
railway  system  of  Eugene.  Ore.,  early  this  month  and  that  100' 
men  are  to  be  put  to  work.  The  company's  engineers  have  com- 
pleted the  work  of  making  the  preliminary  survey  of  the  line  from 
Eugene  to  Springfield.    A.     Welch  of  Portland  is  general  manager. 

Yazoo  City,  Miss. — The  Sanders-Johnson  Company  has  made 
a  proposition  to  the  city  council  to  build  a  street  railway,  taking 
bonds  in  payment;  line  to  be  3.1  miles  long;  contract  price.  $53.- 
776.  Plans  and  specifications  are  to  be  reported  on  by  an  engi- 
neer employed  by  the  city. 


POWER   HOUSES  AND  SUBSTATIONS. 


Alabama  City  Gadsden  &  Attalla  Railway. — This  company  has 
announced  that  E.  B.  Fitts  &  Co..  Atlanta.  Ga..  have  been  awarded 
the  contract  for  erecting  a  $10,000  pumping  station,  and  a  2.600- 
foot  pipe  line  from  the  pumps  to  the  company's  power  house  at 
Gadsden. 

Cedar  Rapids  &  Iowa  City  Railway  &  Light  Company. — This 
company  is  reported  to  be  contemplating  increasing  the  capa- 
city of  its  power  house  by  the  addition  of  prime  movers  and  gen- 
erators having  a  capacity  of  1.500  kw.  This  will,  of  course,  also 
involve  a  considerable  increase  in  the  boiler-room  capacity.  The  • 
changes  and  additions,  it  is  estimated,  will  cost  approximately 
$100,000.  William  G.  Dows,  Cedar  Rapids,  is  the  general  man- 
ager. 

Chicago  Lake  Shore  &  South  Bend  Railway. — President  J.  B. 
Hanna,  South  Bend.  Ind.,  writes  that  a  site  has  been  purchased 
for  the  power  house  at  Michigan  City.  Ind.,  2%  acres  of  ground 
en  the  river  front.  A  contract  was  let  last  week  to  the  Westing- 
house  Electric  &  Manufacturing  Company  for  the  power  house 
machinery,  substations  and  car  equipments.  The  generators  will 
be  three  1,500-kw.  turbine  units.  The  car  equipments  will  be  four 
125-hp.    single-phase    motors   each. 

Freeport  Railway  Light  &  Power  Company. — It  has  been  an- 
nounced that  this  company  will  construct  a  power  plant  at  Brown's 
Mill,  Freeport,  111.,  at  a  cost  of  $35,000.  The  new  station  will  fur- 
nish power  for  the  railway  and  also  for  local  lighting.  A.  J. 
Goddard   is   the   president   and   general   manager. 

Haverhill  &  Amesbury  Street  Railway. — This  company  is  plan- 
ning to  erect  a  substation  on  Ring's  Island.  Mass.  Permission  has 
been  applied  for  to  erect  poles  and  string  wires  through  Salisbury 
for  the  transmission  wires.  L.  E.  Lynde  of  Merrimac.  superinten- 
dent. 

Illinois  Traction  Company. — It  is  reported  that  work  will  begin 
at  once  on  the  erection  of  an  addition  to  the  power  house  at 
Danville,  111.,  to  provide  for  the  installation  of  a  2,000-kilowatt 
generator,  direct  connected  to  a  pair  of  36  by  60-inch  twin  engines. 

Pacific  Traction  Company. — It  is  reported  that  this  company 
has  purchased  a  site  and  is  making  the  preliminary  arrangements 
for  a  power  plant  of  large  capacity  to  furnish  power  for  the 
proposed  system  of  electr;c  railways  in  Tacoma,  Wash.,  and  the 
line  to  American  Lake,  although  the  location  has  not  been  an- 
nounced.     B.    J.    Weeks,    general    manager,    Tacoma. 

Stockton  (Cal.)  Electric  Railway. — This  company  is  installing 
in  the  power  house  of  the  Stockton  Gas  &  Electric  Company, 
which  furnishes  power  to  the  railway,  a  600-hp.  auxiliary  generat- 
ing plant. 


March  2.  1907. 


ELECTRIC     RAILWAY     REVIEW 


307 


Personal  Mention 


Financial  News 


Mr.  H.  J.  Clark  of  Ft.  Dodge,  la.,  has  been  appointed  general 
superintendent  of  the  Citizens'  Railway  &  Light  Company.' Mus- 
catine, la.,  succeeding  Mr.   Frederick  D.  Polvin. 

Mr.  W.  C.  Smith  of  Pittsburg,  Pa.,  has  been  appointed  gen- 
eral superintendent  of  the  Mahoning  &  Shenango  Valley  Traction 
Company.  Youngstown.  O..  succeeding  Mr.  T.  C.  Armstrong, 
resigned. 

Mr.  F.  L.  Morse  has  resigned  as  assistant  to  President  Ban- 
croft of  the  Utah  Light  &  Railway  Company,  of  Salt  Lake  City. 
Utah,  effective  on  March  1.  Mr.  Morse  has  held  his  present  posi- 
tion for  about  three  months.  The  reason  given  for  his  resigna- 
tion  is   that  business   interests   require   his   presence   in    New   York. 

Mr  D.  Thomson  has  been  appointed  general  manager  of  the 
DeKalb-Sycamore  Interurban  Traction  Company,  with  headquar- 
ters at  DeKalb,  111.  Mr.  Thomson  has  had  21  years'  experience 
in  electric  lighting  and  electric  railway  work  in  Canada  and  the 
United  States,  as  superintendent  and  manager  of  various  com- 
panies.- 

Mr.  A.  A.  Anderson,  general  manager  of  the  Indianapolis 
Columbus  &  Southern  Traction  Company,  at  Columbus.  Ind..  has 
been  appointed  general  manager  also  of  the  Indianapolis  &  Lou- 
isville Traction  Company,  which  is  building  a  line  from  Jeffer- 
Bonville  north  to  a  connection  with  the  Indianapolis  Columbus  & 
Southern    at   Seymour.    Ind. 

Mr.  J.  A.  Doane,  who  was  formerly  a  dispatcher  at  the 
Wheaton,  111.,  office  of  the  Aurora  Elgin  &  Chicago  Railway,  has 
been  appointed  chief  dispatcher  of  the  Elgin  &  Belvidere  Electric 
Company  at  Marengo,  111.  Mr.  Doane  has  been  engaged  in  street 
and  interurban  railway  operation  in  various  capacities  for  the  past 
15  years  and  is  well  qualified  for  his  new  position. 

Mr.  Roscoe  R.  Anderson,  chief  clerk  of  the  department  of 
transportation  of  the  Rhode  Island  Company.  Providence.  R  I., 
and  for  the  past  14  years  identified  with  this  company  in  various 
capacities,  has  been  chosen  superintendent  of  transportation,  to 
succeed  Mr.  Samuel  Riddle,  resigned  to  become  general  manager 
of  the  Chicago  South  Bend  &  Northern  Indiana  Traction  Company. 

Mr.  Richard  Wende  has  been  appointed  master  mechanic  of 
the  Elgin  &  Belvidere  Electric  company  and  has  assumed  full 
charge  of  the  company's  shops  and  rolling  stock  at  Marengo.  111. 
Mr.  "Wende  has  for  the  past  six  years  been  associated  with  th% 
Aurora  Elgin  &  Chicago  Railway  Company  at  Wheaton.  111., 
during  which  time  he  has  been  successively  foreman  in  charge 
of  the  high-tension  lines  and  of  the  third  rail  and  night  foreman 
at  the  Wheaton  car  repair  shops. 

Mr.  Samuel  Riddle,  for  the  past  two  years  superintendent  of 
transportation  of  the  Rhode  Island  Company,  Providence,  R.  I.,  has 
resigned  to  become  general  manager  of  the  Chicago  South  Bend 
&  Northern  Indiana  Traction  Company,  with  headquarters  at 
South  Bend.  Ind.,  effective  on  March  1.  This  is  the  new  company 
recently  organized  by  the  Murdock  interests  of  Indiana,  to  take 
over  the  Northern  Indiana  Railway.  Mr.  Riddle  was  born  about 
30  years  tgo  in  Glenriddle,  Pa.,  and  graduated  from  Swarthmore 
College  in  1897  with  the  degree  of  bachelor  of  science.  After  leav- 
ing college  he  was  associated  for  some  time  with  Dr.  W.  A. 
Drysdale,  consulting  mechanical  and  electrical  engineer  of  Phila- 
delphia, and  later  served  in  various  capacities  with  companies  en- 
gaged in  the  installation  of  electric  lighting  and  power  plants. 
In  1905  he  assumed  the  duties  of  superintendent  of  transportation 
with  the  Rhode  Island  Company,  succeeding  Mr.  Albert  E.  Pot- 
ter, which  position  he  has  held  until  his  present  appointment.  Mr. 
Roscoe  R.   Anderson   is   his  successor. 

Obituary. 

Thomas     Robinson,     president     and     general     manager     ol 
Florence    Electric    Street    Railway,    died    at    his    home    in    Florence, 
Colo.,  on  February  7. 

Ensign  James  B.  Cahoon.  U.  S.  N.,  vice-president  and  chief 
engineer  of  the  Eldenbel  Construction  Company.  New  York  died 
at  New  Rochelle,  X,  Y.,  on  February  16,  1907.  lie  was  born  at 
Lyden.  Yt..  in  the  year  1856.  lie  entered  the  naval  academy  at 
Annapolis.  Md.,  and  after  graduating  in  1879  entered  active  s. 
as  an  ensign,  being  stationed  at  Newport,  where  he  performed 
special  service  in  the  electrical  department.  Because  of  an  injury 
ved  to  one  of  his  eyes  while  in  this  department,  he  was  re- 
tired from  the  naval  service  and  entered  the  employ  of  the 
Thomson-Houston  Company,  of  Lynn,  Mass.  Upon  the  consolida- 
tion of  this  company  with  the  General  Electric  Company,  of  Sche- 
nectady, he  went  with  the  latter  company  as  head  of  the  expert 
department.  In  1894  he  took  the  position  of  manager  with  the 
Elmlra  Railway  &  Electric  Light  Company,  of  Elmira.  N.  Y.  In 
1899  he  was  made  manager  of  the  Underground  Electric  Light 
Company  at  Syracuse.  N.  Y..  where  he  remained  two  years.  In 
the  year  1901  he  came  to  New  York  and  associated  himself  with 
the  banking  house  of  Emerson  McMlllin  &  Co.,  as  consulting 
engineer.  Later  he  went  with  Farson,  Leach  &  Co.,  New  York, 
In  the  same  capacity.  After  leaving  this  firm  he  went  Into  busi- 
ness for  himself,  and  opened  an  office  as  consulting  >  nglneer. 
Later  he  became  associated  with  the  Eldenbel  Construction  Com- 
pany and  In  1906  was  elected  to  the  office  of  vice-president  and 
chief  engineer  of  this  r-ompany.  Mr.  Cahoon  was  ex-presldent  of 
inal  Electric  Light  Asso  I  itlor 


Alton  Jacksonville  &  Peoria  Railway.  Jerseyville,  III.— Stock- 
holders of  this  company,  on  February  24,  authorized  an  issue  of 
$800,000  bonds,  and  an  increase  in  the  capital  stock  from  5300,000 
to  $800,000,  The  road  will  extend  from  Alton  to  Jerseyville.  Car- 
rollton,  Whitehall.  Roodhouse,  Jacksonville  and  Peoria,  and  is  now 
under  construction  from  Alton  to  Godfrey.  Part  of  the  new 
capital   will    be   used  to  complete   the  line  to  Jerseyville. 

Chicago  &  Milwaukee  Electric. — Earnings  for  January.  1907. 
compare   with   January,    1906.   as   follows: 

January.  January. 

1907.  1906." 

Gross    earnings     $62,631.55  $43,443.33 

Operating    expenses    33,491.94  22.693.57 

Net   earnings    $29,139.61  $20,749.76 

The  Chicago  &  Milwaukee  Electric  Railroad  Company  has 
sold  to  the  Western  Trust  &  Savings  Bank  of  Chicago  $2,000.- 
000  convertible  notes,  dated  March  1,  maturing  in  two  years,  and 
bearing  6  per  cent  interest.  The  notes  are  secured  by  a  deposit 
of  $2,500,000  Chicago  &  Milwaukee  Electric  Railroad  Company. 
Wisconsin  division,  first  mortgage  5  per  cent  bonds  of  1925.  On 
or  before  September  1.  1908,  the  holder  of  each  51.000  note  has 
the  option  of  exchanging  it  at  par  and  interest  for  a  $1,000  Chi- 
cago &  Milwaukee  Electric.  Wisconsin  division,  first  mortgage  5 
per  cent  bond  at  9S  and  interest,  the  company  paying  the  differ- 
ence in  cash.  The  proceeds  of  these  notes  will  be  used  for  the 
completion  of  the  road  into  Milwaukee,  and  to  pay  for  the  Mil- 
waukee  terminal    and   for   additional   equipment. 

Chicago  Subway  Company. — Arrangements  have  been  made  to 
establish  six  general  freight  houses  where  the  freight  of  small 
shippers  will  be  received  and  distributed  for  the  various  railway 
companies.  While  the  Illinois  Tunnel  Company,  the  operating  com- 
pany of  the  subway,  will  have  direct  connections  with  the  largest 
shippers,  these  general  freight  houses  will  accommodate  small 
shippers.  It  is  estimated  by  the  tunnel  management  that  2.000 
small  shippers  will  take  advantage  of  the  new  facilities,  which  will 
be  ready  for  use  within  90  days.  The  exact  location  of  the 
freight  houses  has  not  been  fully  decided  upon,  but  there  will  be 
two  houses  on  the  north  side;  one  on  the  south  side,  south  of 
Fourteenth  street  and  west  of  State;  one  near  the  South  Water 
street  district;  one  northwest  of  the  center  of  the  city,  between 
the  north  branch  of  the  Chicago  river  and  Halsted  street,  and  one 
southwest  of  the  center  of  the  city,  between  the  south  branch  of 
the    river   and   Halsted   street. 

Cincinnati  Newport  &  Covington  Light  &  Traction. — The  prop- 
erty owned  by  this  company  has  been  leased  for  99  years  to  the  Co- 
lumbia Gas  &  Electric  Company,  which  guarantees  the  interest  on 
all  bonds,  4%  per  cent  dividends  on  the  preferred  stock  and  3 
per  cent  on  the  common  stock  for  the  first  year;  and  agrees  to 
increase  the  common  stock  dividend  %  of  1  per  cent  each  year 
until  6  per  cent  is  reached,  when  the  dividend  is  to  be  continued 
on  a  6  per  cent  basis.  The  Columbia  company,  as  a  guaranty,  will 
deposit  $1,250,000  cash  in  Cincinnati  banks.  Stockholders  of  the 
Cincinnati  Newport  &  Covington  have  the  right  to  subscribe  for 
an  amount  equal  to  50  per  cent  of  their  holdings  of  either  preferred 
or  common  stock  in  the  new  Columbia  5  per  cent  bonds,  which  will 
carry  100  per  cent  of  common  stock  as  a  bonus.  The  Columbia 
company  was  incorporated  in  September.  1906,  as  the  Columbia 
Corporation,  with  $11,000,000  capital  stock.  The  name  has  since 
been  changed,  the  authorized  stock  has  been  increased  to  $50,000,- 
"00  and  525,000,000  bonds  have  been  authorized.  The  Columbia  Gas 
&  Electric  has  leased  the  Cincinnati  Gas  &  Electric,  and  has  ac- 
quired most  of  the  stock  of  the  Cleveland  Gas  Light  &  Coke  Com- 
pany and   the  People's  Gas  Light  Company  of  Cleveland. 

Cleveland  &  Southwestern  Traction  Company. — Earnings  for 
January  are  reported  as  follows 

1906.  1907. 

Gross    $46,567.14         $49,558.10 

Operating    27.549.65  29.604.34 

Net $19,017.59         519.953.76 

Interurban  Railway  &  Terminal.  Cincinnati. — A  reorganiza- 
tion of  the  finances  is  proposed  whereby  the  outstanding  five  per 
cent  bonds  will  be  surrendered  for  preferred  stock.  The  capital- 
ization of  the  company,  when  the  plan  is  completed,  will  be  as 
follows;  Bonds.  $1,650,000;  preferred  stock,  $1,000,000;  common 
stock.  $2,500,000.  The  company  owns  the  terminal  station  on 
Sycamore  street,  Cincinnati,  and  operates  electric  roads  to  New 
Richmond.  Lebanon  and  Bethel.  The  Lebanon  line  is  to  be  ex- 
tended   to    South    Morrow.    O. 

Milwaukee   Electric    Railway  &   Light. — An   additional    $1,000,000 
of  the   refunding  and  extension   mortgage  4%   per  cent  bonds   has 
been  sold.     They  are  offered  by  N.  W.   Harris  &  Co.  and  Spencer 
i  'o.  at  95%  and  Interest 
Missouri     Water     Light    &    Traction    Company,    Nevada,    Mo.— 
M     I     Murray,  of  St.  Louis,  was  appointed  receiver  of  this  company 
ny  20,  on  application  of  the  Missouri  Lincoln  Trust  Com 
>!   St    Louis,  trustee  for  the  bondholders. 

Louisville    (Ky.)     Railway.— Gross    earnings    for    the    year    100*: 
amounted   to   $2,523,343,    as   compared    with   $2,298,619   in    1905 
f  $224,724,  or  9.7  per  cent.     Operating  expenses  and 
$1,663,814,   as   compared  with   $1,422,953.   an   Ir; 
\-.-i   earnings   were  $960,029,  a  gain  of  $84,363  ;..  r  income 


308 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  9. 


amounted  to  $69,653.  making  a  total  Income  from  all  sources  of 
$1,039,682.  an  Increase  of  $96,815.  After  charges  and  dividend  dis- 
bursements, the  surplus  was  $82,705,  an  increase  of  $3,044.  From 
the  surplus  there  was  charged  off  for  depreciation  $70,000.  an  In- 
crease of  $5,000  from  the  previous  year,  leaving  a  final  surplus  for 
the  year  of  $12,705.     The  figures  compare  as  follows: 

1906.  1905.  1904. 

Gross  passenger  earnings $2,523,343    $2,29S,619     $2,048,264 

Expenses    and    taxes 1.563.314      1.422,953      1.307.165 

Net   earnings    $    960.029     $    875,666     $    741.099 

Other    income     69.653  57,201     • 


Manufactures  and  Supplies 


Total     $1,029,682  $    932.867  $    741,099 

Charges    350,271         351,500  257,710 

Balance    $    679.411  $    581.367  $    383,389 

Dividends     596.706          501,706  375,750 


Surplus    % 

Charged  off  for  depreciation,   etc 


82.705 
70.000 


79.661 
65,000 


7,639 


Surplus   for  year $      12,705    $      14,661    $       7,639 

Operating    expenses   and     taxes — per 

cent  of  gross  passenger  earnings  61.9  61.9  t63.8 

•Included  in  gross  earnings. 

tBased  on  gross  income  from  all  sources. 

The  balance  sheet  as  of  December  31.  1906,  is  as  follows: 

ASSETS. 

Securities  owned    (Including  interurban  lines) $1,264,605 

Bills  and  accounts  receivable  118.572 

Material,  supplies,  live  stock,  etc. 193,922 

Cash     ..... .    . 310.426 

Real  estate  and  buildings 958.249 

Machinery   and    car   equipment 1,940,739 

Permanent  way,    franchise,    etc 10,83S.8o< 

Total    $15,625,370 

LIABILITIES. 

Capital  stock  paid  in $7,456,500 

Bonded  debt   outstanding 6.999.300 

Funds  for  taxes  and  insurance   114.530 

Interest  and  dividends  accrued 325,829 

Payrolls  and  accounts  payable 80.450 

Profit  and  loss  account 648,761 

Total   $15,625,370 

Moline  (III.)  East  Moline  &  Watertown  Railway.— An  increase 
in  the  capital  stock  from  $125,000  to  $200,000  has  been  authorized. 

Montreal  Street  Railway. — Gross  earnings  from  all  sources  for 
the  four  months  ended  January  31  were  $1,063,992.44,  an  increase 
of  $126,392.95,  or  13.2  per  cent,  from  the  corresponding  period  of  the 
previous  fiscal  year.  Earnings  for  January  and  for  the  four  months 
to  January  31  compare  as  follows: 

January — 

1907.  1906.       Increase.  Per  cent. 

Total    earnings $371,956.42  $238,230.15     $33,726.27         14.16 

Operating    expenses    189.497.60  158,829.92      30,667.68        19.31 


Net  earnings $  82,458.82     $  79,400.23     $  3,058.59  3.85 

Total    charges    40.165.13         37,090.49         3.074.64  8.29 


Surplus    $  42,293.69     $  42,309.74  •$        16.04  ».04 

Expenses    per    cent   of    car 

earnings    69.68  66.67  3.01 

Four  months  to   Jan.   31 — 

1907.  1906.  Increase.  Per  cent. 

Total    earnings $1,063,992.44  $957,599.49  $126,392.95         13.20 

Operating  expenses 705.920.60  616.133.72  89.786.88        14.57 

Net    earnings $    378,071.84     $341,465.77     $  36,606.07         10.72 

Total   charges    159.173.36       102.837.85         56,335.51         54.78 

Surplus     $    218,898.48     $238,627.92  *$  19,729.14         »8.27 

Expenses,    per   cent    of 

car   earnings    65.12  64.34  .  <S 

•Decrease. 

Newtown  (Pa.)  Electric  Street  Railway. — A  bill  has  been  filed 
by  the  Real  Estate  Title  Insurance  &  Trust  Company  of  Philadel- 
phia to  set  aside  the  sale   of  the  electric  railway. 

Oakland  (Cal.)  Traction  Company. — A  trust  deed  has  been 
given  by  this  company  to  the  Union  Trust  Company  of  Oakland, 
to  secure  an  issue  of  $12,000,000  bonds,  bearing  5  per  cent  inter- 
est and  maturing  in  28  years.  The  bonds  will  provide  money  for 
improvements,  and  for  refunding  indebtedness  of  subsidiary  com- 
panies. 

Owensboro  (Ky.)  City  Railroad. — An  increase  in  the  capital 
stock  from   $50,000   to  $150,000  has  been   authorized. 

Southwestern  Traction  Company,  lola,  Kan. — A  trust  deed  to 
the  Knickerbocker  Trust  Company.  New  York,  to  secure  an  issue 
of  $4,000,000  bonds,  has  been  filed  in  lola.  The  company  will  build 
a  line   through   the  southeastern  part  of  Allen   county,   Kansas. 

Syracuse  (N.  Y.)  &  South  Bay  Street  Railway. — The  property 
owned  by  this  company  was  purchased  at  receiver's  sale  on  Feb- 
ruary 21  at  Syracuse  for  $251,000  by  Clifford  D.  Beebe,  represent- 
ing a  local  syndicate.  The  road  was  planned  to  extend  15  miles 
from  Syracuse  to  Oneida  Lake.  The  syndicate  will  complete  the 
road. 

West  Penn  Railways,  Pittsburg. — Additional  first  mortgage  5 
per  cent  bonds  to  the  amount  of  $422,000  have  been  listed  on  the 
Philadelphia  stock  exchange,  making  a  total  amount  listed  of  $4.- 
360,000. 


ROLLING   STOCK. 


Long  Island  Railroad,  Long  Island  City,  N.  Y..  is  figuring  on  9 
double-truck  cars. 

Dayton  Covington  &  Plqua  Traction  Company,  Dayton,  O.,  is 
figuring  on  2  new  cars. 

Sheboygan  Light  Power  &  Railway  Comoany,  Sheboygan,  Wis., 
is  asking  prices  on  9  large  cars. 

Louisville  &  Eastern  Railroad,  Louisville,  Ky.,  is  figuring  on  4 
double-trurk  and   6  single-truck   cars. 

Rockland  Thomaston  &  Camden  Street  Railway,  Rockland,  Me., 
Is  reported  to  have   ordered  2  passenger  cars. 

Niagara  St.  Catharines  &  Toronto  Railway,  St.  Catharines, 
Ont.,  expects  to  place  an  order  soon  for  16  cars. 

Greensboro  Electric  Company,  Greensboro,  N.  C.  is  asking 
prices  on  9   cars,   3  of  which  will  be  40  feet  in  length. 

Norfolk  &  Southern  Railroad,  Norfolk,  Va..  has  placed  an 
order  with  the  J.  G.  Brill  Company  for  5  double-truck  cars. 

Roanoke  Railway  &  Electric  Company,  Roanoke,  Va.,  has 
ordered  4  double-truck  cars  from  the  J.   G.  Brill  Company. 

Kansas  City  St.  Joseph  &  Excelsior  Springs  Railway,  Kansas 
City,   Mo.,   will  purchase  new   rolling  stock  later  in  the   year. 

Inter-Urban  Railway  &  Power  Company,  Hot  Springs,  Ark., 
expects  to  purchase  8  combination  cars  during  the  coming  sum- 
mer. 

Metropolitan  West  Side  Elevated  Railway,  Chicago,  is  re- 
ported to  have  placed  an  order  with  the  Pullman  Company  for  20 
cars. 

Interborough  Rapid  Transit  Company,  New  York,  is  reported 
to  have  ordered  200  cars  for  elevated  service  and  50  steel  fire- 
proof cars  for  subway  use. 

Duiuth  Street  Railway,  Duluth,  Minn.,  has  placed  an  order 
for  15  double-truck  cars  to  be  built  at  the  shops  of  the  Twin 
City  Rapid  Transit  Company. 

Clinton  Street  Railway,  Clinton,  la.,  is  in  the  market  for  two 
single  truck  cars.  These  will  have  22-foot  bodies  with  5-foot 
platforms   and   St.   Louis   trucks. 

Camden  Interstate  Railway,  Huntington.  W.  Va.,  has  ordered 
5  cars  from  the  G.  C.  Kuhlman  Car  Company,  8  cars  from  the 
Niles  Car  &  Manufacturing  Company  and  1  car  from  the  Jewett 
Car  Company. 

Metropolitan  West  Side  Elevated,  Chicago,  has  placed  an  order 
with  the  Pullman  Company  for  20  passenger  cars,  full  details  and 
description  of  which  will  be  found  in  the  Electric  Railway  Review 
of   February   9.    1907. 

Omaha  &  Council  Bluffs  Street  Railway,  Omaha,  Neb.,  has 
placed  an  order  with  the  American  Car  Company  for  30  closed 
cars  28  feet  in  length  and  5  closed  cars  34  feet  in  length,  all  for 
delivery  August   1,    1907. 

Atlantic  Shore  Line,  Kennebunk,  Me.,  has  ordered  8  cars  from 
the  J.  G.  Brill  Company,  2  of  which  will  be  open  cars,  4  semi- 
convertible  with  smoking  compartment  and  2  semi-convertible 
with  baggage  compartment.  They  will  all  be  40  feet  in  length 
and  will  be  used  for  interurban  service. 

Illinois  Traction  System,  Champaign,  111.,  as  noted  in  the 
Electric  Railway  Review  of  February  23,  has  placed  an  order  with 
the  Danville  Car  Company  for  6  electric  locomotives,  12  closed 
cars  22  feet  in  length  for  city  service,  30  interurban  cars,  55 
feet  long  over  all,  20  interurban  trailers,  40  feet  over  all  and  20 
express  cars. 

Connecticut  Valley  Street  Railway,  Greenfield,  Mass.,  was  re- 
ported in  our  issue  of  February  16  as  about  to  purchase  S  new 
cars.  We  are  advised  that  the  matter  of  their  purchase  at  this 
time  has  been  deferred  because  of  unsatisfactory  delivery.  The 
company  has  Just  contracted  for  5  quadruple  equipments,  West- 
inghouse  12-A  motors  to  be  used  in  equipping  open  cars. 


SHOPS  AND  BUILDINGS. 


Illinois  Traction  Company. — Options  have  been  secured  on  half 
a  block  of  land  in  the  business  district  of  Decatur,  111.,  on  the 
south  side  of  Wood  street  between  Water  and  Main  streets,  on 
which  to  erect  a  two  or  three-story  building  for  a  passenger  and 
express  station  and  for  offices. 

Lake  Shore  Electric  Railway. — Bacon  &  Huber  of  Toledo.  O.. 
are  now  working  on  a  set  of  plans  for  new  shops  and  an  office 
building  to  be  erected  this  year,  at  a  point  not  yet  determined. 

Portland  Railway  Light  &  Power  Company. — This  company  has 
purchased  the  block  bounded  by  First.  Second,  Pine  and  Ash 
streets,  Portland,  Ore.,  for  $350,000,  on  which  to  erect  a  five  or  six- 
story  passenger  terminal  and  office  building.  It  is  planned  to 
make  this  the  central  terminal  for  all  lines  entering  the  city,  in- 
cluding the  proposed  Portland-Salem  line  of  the  Oregon  Electric 
Railway.  The  engineering  department  is  now  preparing  the  plans 
and  it  Is  stated  that  construction  will  begin  at  an  early  date. 


March  2,  1907. 


ELECTRIC     RAILWAY     REVIEW 


309 


Sacramento  Gas  &  Electric  Company. — This  company  is  con- 
templating the  construction  of  a  car  house  opposite  the  present 
car  house  in   Sacramento,   Cal. 

Toledo  Railway  &  Light  Company. — This  company  has  signed 
a  lease  for  the  Crystal  Theater  building  on  Superior  street,  To- 
ledo, and  will  immediately  remodel  the  building  into  an  inter- 
urban  passenger  station. 

Toledo  Urbana  &  Interurban  Railway. — Superintendent  Charles 
F.  Smith,  Findlay,  O.,  has  been  in  Toledo  conferring  with  city 
officials  and  officials  of  the  Toledo  Railway  &  Light  Company  in 
regard  to  the  freight  house  which  the  company  proposes  to  erect 
on  South  St.  Clair  street.  The  particular  business  which  brought 
Mr.  Smith  to  Toledo  was  regarding  the  turnouts  from  the  St. 
Clair  street  tracks.  Plans  for  the  building  are  now  being  prepared 
and  work  is  to  begin  at  an  early  date. 

Warren  Street  Railway. — The  car  barns  at  Warren,  Pa.,  were 
destroyed  by  fire  last  week.     The  loss  is  estimated  at  5125,000. 


TRADE  NOTES. 


Northwestern  Electrical  Equipment  Company,  St.  Paul,  Minn., 
suffered  a  loss  of  $15,000  to  its  plant  by  fire  on  February  12. 

Midvale  Steel  Company,  Philadelphia,  has  plans  under  way 
for  the  erection  of  a  large  iron  wheel  house  to  be  164  by  256  feet. 

Automatic  Electric  Signal  Company,  Milwaukee,  Wis.,  has  been 
incorporated  with  a  capital  stock  of  $25,000  by  George  L.  Baldauf 
and  others. 

Chicago  Railway  Equipment  Company  will,  on  March  15.  re- 
move its  down-town  office,  in  Chicago,  from  702  Great  Northern 
building  to  413  Fisher  building. 

William  H.  Cushman,  M.  Am.  Soc.  C.  B.,  formerly  chief  engi- 
neer of  the  Juaniata  Hydro-Electric  Company,  of  Huntingdon,  Pa.. 
has  opened  an  office  at  18  Exchange  place.  New  York  city,  as  a 
hydraulic  engineer. 

Findlay  S.  Douglas  has  been  appointed  manager  of  the  motor 
and  generator  sales  department  of  the  New  York  office  of  the 
Sprague  Electric  Company.  Mr.  Douglas  has  been  connected  with 
the  sales  department  of  the  company  for  a  number  of  years. 

Westlnghouse  Electric  &  Manufacturing  Company,  Pittsburg, 
has  commenced  the  erection  of  a  new  factory  building  to  cost 
$500,000.  It  will  be  eight  stories  high,  a  fireproof  structure  of 
brick  and  steel  construction,  with  ground  dimensions  of  400  by  70 
feet. 

W.  W.  Hoit,  who  for  a  number  of  years  has  been  general  yard- 
master  of  the  New  York  Central  &  Hudson  River  Railroad  at  West 
Albany,  N.  Y.,  has  become  connected  with  the  Quincy  Manchester 
Sargent  Company,  with  headquarters  at  the  New  York  office,  in 
the  West  street  building. 

Lord  Electric  Company,  Fuller  building,  New  York,  has  found 
it  necessary  on  account  of  the  increased  demand  for  the  Thomas 
soldered  rail  bond  and  the  Shaw  non-arcing  lightning  arrester, 
to  increase  its  factory  facilities,  and  they  are  now  in  better  posi- 
tion to  make  prompt  deliveries  on  all  orders. 

Mudge  &  Neefus,  20  Broad  street.  New  York,  have  organized 
as  railway  and  electrical  engineers  and  are  prepared  to  give  advice 
on  the  design  and  construction  of  motors,  generators,  brakes  and 
systems  of  control,  and  will  devote  special  attention  to  the  instal- 
lation of  electric  conveying  machinery  for  factories  and  industrial 
plants. 

J.  A.  Fay  &  Egan  Company,  Cincinnati,  at  its  annual  meeting 
of  stockholders  elected  the  following  officers  and  directors:  Presi- 
dent, Thomas  P.  Egan;  vice-presidents,  D.  P.  Egan  and  Fred 
Egan;  treasurer,  A.  A.  Faber;  secretary,  William  Green;  and  Grif- 
fith Rawson,  John  E.  Bruce,  W.  H  Doane,  C.  P.  Egan  and  Ru- 
dolph Kleybolte. 

Aluminum  Company  of  America,  Pittsburg,  Pa.,  has  just  re- 
ceived an  unusually  large  order  from  the  Dayton  Globe  Iron  Works 
Company,  of  Dayton,  O.,  which  includes  24  turbines  to  be  installed 
in  its  plant  at  Massena.  N.  Y.  The  shipment  will  aggregate  750 
tons  or  approximately  60  carloads,  and  will  be  delivered  from  July 
to  October,    this    year. 

Massachusetts  Chemical  Company,  Walpole,  Mass.,  In  order  to 
meet  the  demands  of  its  rapidly  growing  business  has  built  a  large 
addition  to  its  factory  and  equipped  it  with  the  best  of  modern 
rubber  machinery.  These  improvements  have  doubled  the  capacity 
of  the  plant  and  will  enable  the  company  to  handle  business  more 
promptly   than  heretofore. 

American  Bridge  Company,  New  York,  has  plans  under  way 
for  extensive  Improvements  to  its  plant  at  Elmlra,  N.  Y..  to  cost 
about  $1,000,000.  When  the  additions  are  completed  the  plant  will 
have  a  capacity  capable  of  turning  out  from  4,000  to  5.000  tons 
per  month.  Considerable  machinery  for  structural  work  will  prob- 
ably be  purchased  In  the  near  future. 

Ambursen  Hydraulic  Construction  Company,  of  Boston,  has 
been  awarded  the  contract  for  the  building  of  a  second  dam  on 
the  Juniata  river  at  Huntingdon,  Pa.,  for  the  Juniata  Hydro  - 
Electrlc  Company.  This  will  be  30  feet  high  above  foundations 
in  the  rollway,  measures  500  feet  in  length  and  includes  a  power 
house.  This  company  has  also  received  a  contract  from  the  Bar 
Harbor  &  Union  River  Power  Company  for  the  construction  of  a 
r<  inforced  concrete  dam  for  Its  power  development  on  Union  river, 
at   Ellsworth,  Me.     In   addition  to  the  dam,   which  will   be  60   feet 


high,    a    power   house,    canal,    transformer   house    and   other   work 
will   be  constructed. 

Revolute  Machine  Company,  523  West  Forty-fifth  street.  New 
York,  has  received  an  order  from  the  Baldwin  Locomotive  Works 
for  an  outfit  of  its  Revolute  blue-printing  machines  to  replace 
those  which  were  destroyed  in  its  recent  fire.  It  is  stated  that  the 
drafting  department  of  the  Baldwin  Locomotive  Works  will  be 
equipped  exclusively  with  this  type  of  blue-printing  machine  here- 
after. 

Electric  Storage  Battery  Company  announces  that  it  has 
opened  a  sales  office  at  Atlanta.  Ga.  This  office  is  at  1126-27 
Candler  building,  and  is  placed  in  charge  of  Harold  H.  Seaman, 
formerly  engineer  of  the  Cleveland  sales  office  of  this  company. 
He  will  handle  all  matters  pertaining  to  the  territory  of  Tennes- 
see. North  and  South  Carolina,  Georgia,  Florida,  Alabama  and 
Mississippi. 

Cohen-Schwartz  Rail  &  Steel  Company,  St.  Louis,  Mo.,  has 
moved  its  general  offices  to  suite  50S  Mechanics'  American  Bank 
building.  This  move  was  necessitated  by  an  increasing  business 
which  demanded  larger  quarters  for  general  offices.  The  company 
is  Installing  at  its  Mound  street  yard  an  alligator  shear  which 
weighs  60  tons,  claimed  to  be  the  largest  west  of  the  Mississippi 
river,  if  not  west  of  Pittsburg. 

Davies  Electric  Corporation,  Tacoma,  Wash.,  has  been  incor- 
porated with  an  authorized  capital  stock  of  $150,000  and  has  taken 
over  the  business  of  the  Davies  Brothers  Electric  Company.  The 
officers  of  the  company  are:  President  and  engineer,  Marcus  C. 
Davies;  vice-president.  Dr.  Ernest  C.  Wheeler;  treasurer.  H.  W. 
Davies;  secretary  and  business  manager,  A.  W.  Lewis.  The  com- 
pany will  manufacture  electrical   fixtures. 

Charles  I.  Earll,  Bowling  Green  building.  New  York,  manu- 
facturer of  the  Earll  trolley  retriever,  reports  a  record  duplicate 
order  from  the  United  Railways  &  Electric  Company.  Baltimore. 
Md.,  for  80  No.  5  retrievers.  These  machines  are  to  be  placed  on 
the  new  cars  (80)  soon  to  be  delivered  by  the  John  Stevenson 
Company,  and  this  will  make  over  200  Earll  retrievers  in  use  on 
the  United  Railways  &  Electric  Company's  lines. 

Illinois  Bolt,  Nut  &  Forging  Company,  recently  organized,  has 
elected  the  following  officers:  P.  H.  Joyce,  Sr.,  president;  Lloyd 
J.  Smith,  vice-president  and  M.  L.  Hunt,  secretary  and  treas- 
urer. The  following  were  elected  directors  of  the  company:  P. 
H.  Joyce,  Sr.,  Lloyd  J.  Smith,  M.  J.  McDonough,  A.  W.  Tyler 
and  George  Chilton.  Contracts  have  been  let  for  the  buildings 
and  the  largest  part  of  the  machinery.  The  plant  will  be  operated 
electrically  and  is   expected  to  be  in  operation   by  April  1. 

Russell  Car  &  Snow-Plow  Company,  Ridgway,  Pa.,  has  during 
the  past  two  months  received  several  orders  for  the  Russell  snow 
plows,  of  which  it  is  the  sole  owner  and  manufacturer.  The 
Northern  Pacific  placed  an  order  for  three  snow  plows  of  the 
largest  type  and  the  Great  Northern  two,  all  of  which  were 
shipped  promptly  and  are  now  in  service.  The  Canadian  Northern 
purchased  two  snow  plows  and  these  are  now  being  used  for  the 
heavy  work  along  its  lines  that  have  been  blocked  for  several 
weeks. 

Wire  &  Telephone  Company  of  America,  Rome,  N.  Y..  suffered 
a  loss  by  fire  to  its  wire  drawing  plant  on  February  23  but  the 
buildings  in  which  it  manufactures  magnet  wire,  rubber  covered 
goods  and  telephone  products  were  not  damaged  in  the  least. 
Arrangements  have  been  made  with  other  wire  mills  for  the  draw- 
ing of  its  wire  and  no  delay  in  the  delivery  of  its  products  •  will 
be  felt.  A  new  wire  drawing  plant  with  a  greatly  increased 
capacity  has  been  contracted  for  and  will  be  pushed  to  the  earli- 
est  possible   completion. 


ADVERTISING    LITERATURE. 


Hanna  Engineering  Works,  820  Elston  Avenue,  Chicago.— 
Hanna  riveters  of  various  types  for  use  by  bridge  shops,  boiler 
shops,  tank  works,  locomotive  works  and  for  other  railway  and 
manufacturing  purposes  are  illustrated  and  described  in  a  brief 
manner  in  a  folder. 

Abenaque  Machine  Works,  Westminster  Station. — Gas  or  gas- 
oline driven  direct-connected  air  compressor  outfits  are  the  prod- 
ucts of  this  concern  and  one  of  them  is  described  in  an  8  page 
illustrated  pamphlet.  The  outfit  shown  is  designed  for  bridge 
erection  and  the  smaller  structural  iron  work. 

Gardner  Machine  Company,  Belolt,  Wis. — "Gardner's  No.  4  Im- 
proved Disc  Grinder"  is  the  subject  of  an  illustrated  leaflet  which 
presents  data  showing  the  effective  manner  in  which  the  grinder 
has  been  used  in  different  services,  as  for  Instance,  for  grinding 
pump  bonnets,  automobile  parts,  centrifugal  pump  cases,  drop 
forgings    brass  castings  and   iron   piston  rings. 

Allls-Chalmers  Company,  Milwaukee,  Wis.— Bulletins  Xo.  1407 
and  1420  deal  respectively  with  the  Bennetts  pouring  spoon,  an 
for  converting  stands  designed  to  prevent  a  large- 
amount  of  the  splash  and  splatter  attendant  upon  the  pouring  of 
the  converter,  and  with  gold  milling  in  the  Black  Hills.  The  latter 
is  In  substance  a  paper  prepared  by  Professor  H.  O  Hofman  of 
the  Dakota  School  of  Mines. 

Power  and  Mining  Machinery  Company,  Cudahy,  Wis Cata- 
logue No.  7  describes  in  detail  the  complete  lines  of  cement  mak- 
ing machinery  manufactured  by  this  company.  •  The  progress  which 
has  been  made  in  the  Portland  cement  industry  in  this  country 
Is  remarkable  and  has  occasioned  the  Increase  of  the  output  In 
the  United   States   from   42,000  barrels  In  1880  to  35.000,000   barrels 


310 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  9. 


In  1905.  A  corresponding  progress  has  been  made  in  the  manu- 
facture of  machinery  for  the  production  of  Portland  cement.  Some 
of  the  most  modern  devices  are  'described  in  the  catalogue  of  the 
Power  and   Mining  Machinery  Company. 

Westlnghouse  Machine  Company,  Pittsburg,  Pa. — "The  West- 
inghouse  Storage  Battery  for  Stationary  Use"  is  the  subject  of  a 
publication  designated  as  Catalogue  S.  The  type-S  storage  battery 
described  in  the  catalogue  is  the  result  of  many  years  of  system- 
atic study  of  many  familiar  and  comparatively  unknown  storage 
batteries  manufactured  both  in  this  country  an'd  abroad.  The  bat- 
tery is  of  the  pure  lead  sulphuric  acid  type. 

Green  Fuel  Economizer  Company,  Matteawan,  N.  Y. — Fans. 
blowers  and  exhausters  are  described  in  a  96-page  book  recently 
published  by  this  company.  Dimensions  are  given  for  a  large  num- 
ber of  sizes  and  types  of  steel  plate  fans  for  heating  and  ventilat  - 
ing,  drying,  mechanical  draft,  etc..  and  for  a  number  of  sizes 
and  types  of  planins  mill  exhausters  for  handling  shavings  and 
other  light  materials.  Typical  installations  are  described  in  de- 
tail. 

Dossert  &  Co.,  242  West  Forty-first  Street,  New  York. — Dossert 
solderless  connectors  and  terminals  for  solid  wires  and  stranded 
cables  are  described  in  an  attractive  pamphlet  under  the  title  of 
'"The  Dossert  Solderless  Cable  Joints."  These  joints  con- 
tain a  number  of  new  features  and  improvements  which  are  de- 
signed to  supersede  methods  of  soldering  cables.  The  connectors 
can  lie  applied  in  a  few  minutes  and  possess  maximum  con- 
ductivity and  great  tensile   strength. 

Jeffrey  Manufacturing  Company,  Columbus,  O. — Bulletin  "B" 
deals  with  the  grab-bucket  system  and  coal  and  ashes  handling 
machinery  for  power  houses  with  particular  reference  to  the  power 
plant  of  the  Scioto  Valley  Traction  Company  and  the  Cincinnati 
Traction  Company.  Bulletin  "C"  also  illustrates  Jeffrey  coal  and 
ashes  handling  machinery  for  power  plants,  employing  close  con- 
tact and  overlapping-lip  swivel  buckets.  The  application  of  the 
system  to  the  plants  of  a  number  of  commercial  houses  is  shown. 

Union  Switch  &  Signal  Company,  Swissvale,  Pa. — During  the 
present  year,  this  company  will  issue  monthly  calendars,  illus- 
trating the  day  and  night  indications  displayed  by  the  fixed  signals 
most  generally  employed  on  American  railroads  and  the  meanings 
of  such  indications  as  determined  by  the  Railway  Signal  Asso- 
ciation, the  American  Railway  Association  and  other  authorities. 
The  first  two  of  the  series  show,  respectively,  interlocked  track 
signals  of  the  one-arm  high  two-position  type  and  a  two-arm  high 
home  two-position  type. 

Richard    Dudgeon,    Broome   and    Columbia   Streets,    New    York. — 

Tins  firm  has  issued  a  handsomely  illustrated  catalogue  and  price 
list  of  Dudgeon  jacks  with  special  reference  to  the  new  form  just 
being  introduced  to  the  market.  Several  forms  of  the  jack  in 
the  early  stages  of  its  development  are  also  illustrated  and  the 
pamphlet  is  therefore  a  brief  history  of  the  evolution  of  the  hy- 
draulic jack.  The  latest  form  is  clearly  shown  in  sectional  views 
with  key  description  of  the  various  parts  and  the  price  list  sives 
the  items  of  cost  of  the  several   components. 


A    COMBINATION    STEEL    AND    WOODEN    GEAR    CASE. 


The  desirability  of  reducing  the  weight  of  the  equipment  on 
electric  cars  has  from  time  to  time  led  manufacturers  to  design 
sheet-steel    and    wooden    gear    casings,    many    of    which,    however, 


A    Combination    Steel    and    Wooden    Gear    Case. 

through  faulty  design  have  proven  inadequate  in  respect  to 
strength   and    wealing   qualities. 

To  overcome  past  difficulties  and  fulfil  the  requirements  of 
lightness,  wearing  qualities  and  strength,  the  Columbia  Machine 
Works  &  Malleable  Iron  Company,  Chestnut  street  and  Atlantic 
avenue,  Brooklyn,  N.  T..  has  introduced  a  combination  sheet-steel 
and  wooden  gear-case,  which  embodies  many  points  of  superior 
merit. 

As  will  be  seen  from  the  accompanying  illustration,  the  edges 
of  the  gear-case,  which  conform  to  the  shape  of  the  gear  and 
pinion,   are   made  of  pressed  sheet-steel  flanged   over,   making  the 


Bides  both  iie.i,]  and  giving  s  bettei  connection  between  the  iron 
and  the  wooden  sides  I"  a  idition  to  the  flanging  there  also  are 
a  large  number  of  heavy  iron  lugs  turned  over  and  securely  bolted 
to  the  wooden  pari  of  the  casings,  besides  the  large  number  of 
screws  around  thi  i  >i  the  wood,  as  shown  in  the  illustration. 
I'll  hangers  are  made  of  wrought  iron  and  so  attached  to  the 
casing  that  the  weight  is  equally  distributed  between  the  hang- 
ers in  such  a  manner  as  to  reduce  the  strain  in  the  casing  to  a 
minimum  The  wood  used  in  the  construction  of  these  gear-cases 
■  I  and  stiffened  by  additional  iron  straps,  and  the 
whole  is  so  constructed  that  the  gear  case  is  both  water  and 
dust  light.  It  is  divided  horizontally  and  a  door  is  provided  In 
the   side   of  the  case   for  examining  and  lubricating  the  gears. 


POLE-TOP     AIR-BREAK      SWITCHES     FOR     HIGH-TENSION 
TRANSMISSION     LINES. 


With  tin  development  of  high-tension  transmission  lines  the 
difficulty  of  handling  large  currents  at  high  potentials  has  con- 
stantly  increased,    ami    with    the   extension    of   lines    in   great   dis- 


i  i 


Open-AIr    High-Tension    Switch. 

tanees  considerable  trouble  has  also  been  experienced  from  high- 
tension  static  discharges  on  the  line,  even  when  not  in  use.  This 
difficulty  has  caused  considerable  trouble  when  it  has  become  nec- 
essary to  repair  or  adjust  the  oil  switches  in  the  power  house  and 
substations.  Linemen  and  electricians  at  work  on  the  lines  and 
at  the  oil  switches  have  often  received  serious  static  discharges 
when  working  on  apparently  dead  lines.  To  obviate  this  difficulty 
it'  was  necessary  to  develop  a  suitable  type  of  switch  which  could 
be  used  on  extremely  high-tension  lines,  and  which  would  give  a 
visible  proof  to  the  linemen  and  electricians  that  the  oil  switches 
were  disconnected  from  the  generators  or  transformers  and  the 
line.  This  difficulty  was  experienced  by  the  California  Gas  &  Elec- 
tric Corporation,  of  which  Mr.  F.  G.   Baun  was  electrical  engineer. 

To  overcome  these  difficulties  Mr.  Baun  invented  and  later 
patented  a  well-designed  form  of  pole-top  switch  which,  it  is 
said,  is  capable  of  breaking  or  making  a  circuit  carrying  300  kilo- 
watts at  100  kilovolts  potential,  and  oil  switches  designed  to 
break  circuits  of  any  capacity  at  100  kilovolts. 

The  pole-top  switches,  one  of  which  is  clearly  shown  in  the 
accompanying  illustration,  are  now  manufactured  by  the  Pacific 
Electric  &  Manufacturing  Company,  San  Francisco,  Cal.,  which 
has  also  secured  the  patents  and  manufacturing  rights  for  the 
oil  switches,  and  in  addition  is  prepared  to  equip  an  entire  trans- 
mission  line   from   the   power   house    to   the   substations. 

The  pole-top  switches  such  as  shown  in  the  accompanying 
illustration  are  generally  located  on  both  sides  of  an  oil  switch 
so  that  the  electrician  can  open  them  for  cleaning  or  making 
repairs  with  perfect  safety.  Another  usual  arrangement  for  power 
houses  is  to  locate  one  of  these  pole-top  switches  outside  the 
power  house  and  a  similar  one  on  the  side  of  the  wall  of  the 
power  house  or  switch  room  on  the  generator  or  transformer  side 
of  the  oil  switches. 

The  construction  of  these  air-break  switches  is  simple  and 
rigid  and  the  insulation  is  fully  sufficient  for  safe  operation  at 
the  potentials  for  which  they  are  designed.  It  will  be  noted  that 
they  consist  of  three  Insulators,  two  of  which  carry  the  contacts 
and  the  center  one,  which  is  mounted  on  a  pivot  so  that  it  can 
turn,  carries  a  cross-arm  and  the  switch  blades.  The  bottom  of 
the  movable  insulator  carries  a  crank  to  which  is  attached  the 
operating  rod,  the  motion  of  which  opens  or  closes  the  switch. 
The  three  insulators  and  their  attachments,  which  form  one 
switch,  are  mounted  in  place  on  a  heavy  wooden  cross-arm.  One 
or  more  of  these,  according  to  the  number  of  lines  which  are  to  be 
opened  simultaneously,  are  mounted  in  a  row  as  shown  in  the 
illustration  and  the  operating  rod.  which  may  be  worked  from  the 
ground  or  the  power  house,  is  connected  to  the  crank  on  each 
of  the  movable  insulators.  These  air-break  switches  may  also 
he  arranged  to  be  operated  mechanically  or  electrically  from  the 
remote    station. 


Chicago:  160  Harrison  Street 


PUBLISHED  EVERY  SATURDAY  BY  THE  WILSON  COMPANY,  CHICAGO 

Entered  at  the  Postoflflce,  Chicago,  111.,  as  Second-class  Matter. 
Subscription  in  advance,  including  special  daily  editions  published  from 
time  to  time  in  places  other  than  Chicago,  postage  free,  $2: 
Foreign,  15;  Single  Copy,  1U  cencs. 


New  York:  150  Nassau  Street 


Vol.  XVII,  No.  10 


CHICAGO,  MARCH  9,  1907 


Whole  No.  202 


TABLE  OF  CONTENTS. 


Editorial — 

— Cold  Weather  and  Accidents 311 

— Boiler  Tubes  with  Enlarged  Heads 311 

— Regular  Stoking  and  Boiler  Economy 311 

—The  Safety  of  Highspeed  Trains 31- 

— Value  of  a  Short-Term  Franchise 313 

— The  Validity  of  Perpetual  Franchises 314 

Opening  of  the  New  Market  Street  Elevated  Railway  of  the  Phila- 
delphia Rapid  Transit  System.     By  Edward  Hungerford.   (Il- 
lustrated)      315 

New   England  Street  Railway  Club 320 

Single-Phase   11.000-Volt  Line  in   Colorado 321 

Unusual  Operating  Conditions  at  Birmingham.  Ala 326 

London  Letter.      (From  Our  London  Correspondent) 326 

Automobile  Emergency  Station 328 

Special  Cabs  for  Chicago  &  Milwaukee  Cars.    By  D.  C.  Hinstorff. 

(Illustrated)    32S 

Operation   and  Construction   of   the  Elgin  &   Belvidere   Railway. 

By  R.  H.  Rice.     (Illustrated) 322 

Chicago  Traction  Ordinances  Approved  by  Chicago  Republicans.  .32'J 
Communications — 

— Correct  Controller  Connections.     By  R.   G.   Stewart 33*i3 

— Two-Stage  Feedwater  Heater.     By  H.  F.  Waters 33U 

Finding  of  the  Coroners  Jury  on  the  New  York  Central  Wreck. 327 
Depreciation  Reserves  of  Milwaukee  and  St.  Louis  Railways. ..  .319 
Book  Table — 

— Chicago  Traction.     By  Samuel  Wilbur  Norton 330 


Directory   of   Electric   Railway   Associations 330 

Piping  and   Power  Station   Systems— XXXII.     By  W.    L.    Morris. 
(Illustrated)    331 

Recent  Electric  Railway  Decisions.     By  J.  L.  Rosenberger 332 

News  of   the  Week 334 

— Second    Tube    of    the    New    York    Rapid    Transit    Tunnel 

Pierced    334 

— Legislation  Affecting  Electric  Railways 334 

— Des  Moines,  la..   Franchise  Case 334 

— Mr.   Shonts  on  New  York  Rapid  Transit 334 

— Trolley  Express  in  Massachusetts 334 

— Reorganization  of  Brooklyn  Rapid  Transit  Companies 334 

Construction    News — 

— Franchises    335 

— Incorporations     336 

— Track  and   Roadway 336 

— Power  Houses  and  Substations 337 

Personal   Mention    331 

— Obituary    338 

Financial    News     339 

Manufacturing  and  Supplies — 

—Rolling   Stock    340 

— Shops  and  Buildings ...    340 

— Trade    Notes     341 

— Advertising    Literature    342 

A   Motorman's    Valve    with    Pneumatic    Track-Sander    Attached. 
(Illustrated)    342 


The  extreme  temperature  fluctuations  of  the  present  winter, 
sometimes  showing  a  variation  of  30  or  40  degrees  in  24 
hours,  have  imposed  severe  strains  on 
Cold  Weather  metals  as  well  as  men,  and  there  is  little 
and  question  that  violent  and   sudden  frosts  in 

Accidents.  northern    climates    furnish    the    sole    expla- 

nation of  certain  breakages  in  bolts,  trolley 
harps,  truck  parts  and  other  equipment  of  electric  railway 
service.  Cold  weather  is  always  an  enemy  to  punctual 
schedules  and  thereby  a  possible  primary  cause  of  accidents; 
it  is  taken  into  account  as  much  as  possible  by  active  motive 
power  officials,  but  the  silent  and  powerful  effects  of  sharp 
frost  on  physical  equipment  are  less  realized.  Unfortunately 
there  is  apparently  but  one  way  to  offset  the  danger  of  fluc- 
tuating cold,  and  that  is  to  increase  the  inspection  given  to 
trucks,  brake  rigging  and  other  vital  parts  of  the  cars  while 
on  the  road.  The  track  also  needs  closer  attention,  where 
the  rails  and  spikes  are  fully  exposed.  The  simple  test  of 
tapping  with  a  hammer  is  helpful  in  discovering  cracks  or 
looseness,  which,  if  neglected,  are  liable  to  cause  disaster. 
Redoubled  vigilance  is  unquestionably  essential  in  cold 
weather.  It  does  not  seem  to  be  at  all  a  matter  of  the  amount 
of  stock  allowed  in  individual  pieces  of  equipment. 


the  boilermaker  to  cut  out  several  adjacent  tubes  so  that 
he  can  have  working  space  in  which  to  manipulate  tools  for 
cutting  the  damaged  tube  into  sections  that  may  be  removed 
through  the  restricted  space.  Why,  then,  would  it  not  be  an 
improvement  in  the  present  practice  if  the  tubes  were  rolled 
with  the  head-end  of  a  diameter  larger  than  that  of  the  re- 
maining portion?  This  practice  is  observed  in  marine  work 
and  it  would  seem  that  it  might  have  an  adaptation  on 
land.  In  localities  where  boiler  feedwater  is  poor  and  it 
is  necessary  to  frequently  replace  tubes,  the  slight  addi- 
tional cost  for  rolling  the  head-end  to  a  larger  diameter 
would  be  insignificant  as  compared  with  the  time  and  labor 
saved  in  the  removal  of  tubes.  There  also  would  result  a 
further  saving  in  wear  and  tear  on  the  headers.  It  is  well 
known  that  the  practice  of  jerking  or  forcing  bulging  tubes 
through  headers  so  damages  the  tube-holes  that  when  new 
tubes  are  inserted  excessive  rolling  is  required  before  a 
water-tight  joint  is  obtained,  and  unless  special  care  is  taken 
the  joint  between  the  new  tube  and  the  header  will  require 
frequent  expanding  to  prevent  leakage.  Continued  working 
of  the  metal  at  the  head-end  of  the  tube  will  result  in  a 
final  fatigue  of  the  metal.  The  plan  suggested  or  perhaps 
an  alternate  one  of  using  copper  sleeves  between  the  tubes 
and  the  header  should  afford  methods  for  preventing  leak- 
age and   escaping  some   of   the   repair   work  now  necessary. 


One  of  the  stock  arguments  frequently  used  by  advocates 
of  water-tube  boilers  is  the  ease  with  which  damaged  tubes 

may  be  removed  and  replaced.  It  is  sug- 
Boiler  Tubes  gested    that,    as    ordinarily   fitted,    damaged 

With  tubes  cannot,  as  a  rule,  be  more  easily  re- 

Enlarged  Heads,   moved    from    water-tube    boilers    than   from 

the  fire-tube  type.  When  a  tube  fails  such 
failure  in  the  usual  case  is  caused  by  an  opening  along  the 
weld  or  it  has  bagged  from  being  worn  thin.  In  either  of 
these  events  the  original  shape  of  the  tube  has  been  changed. 
Due  to  such  disfigurement,  difficulty  is  generally  experi- 
enced  when  an  attempt  is  made  to  remove  a  leaky  tube,  and 
:  it  is  found  impossible  to  pull  such  open  or  bagged 
lubes   through   the   header.      It  then   becomes  necessary   for 


That  regular,  uniform  stoking  is  absolutely  essential  for  the 
attainment  of  high  boiler  efficiency  is  well  known.  It  is 
worthy  of  note,  however,  that  this  particu- 
Regular  Stoking  lar  subject  receives  entirely  too  little  at- 
and  tentlon,  though  it  is  one  of  vital  importance, 

Boiler  Economy,  not  only  for  economy,  but  also  for  the  pre- 
vention of  smoke.  This  neglect  of  the  most 
essential  principle  of  boiler  economy  is  found  as  often  in 
plants  with  mechanical  stokers  as  in  the  hand-fired  plants 
The  reason  for  this  is,  no  doubt,  because  it  is  thought 
the  stoker  being  mechanical,  all  that  is  required  is  to  see 
i  hiii    i  Ik-   eoal   chutes   do   not  clog   and    that    the    ashes    arc 


312 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  10. 


dumped.  Such  management  of  a  mechanical  stoker  will  re- 
sult in  serious  wastes  of  fuel,  needless  smoke  and  frequently 
damage  to  the  boiler  setting,  stokers  and  tubes.  In  plants 
having  mechanical  stokers  the  head  stoker  should  see  that 
the  automatic  feed  is  continually  adjusted  to  just  meet  the 
demand  on  the  plant.  He  should  not  permit  the  firemen  to 
feed  in  a  large  amount  of  coal  and  then  allow  it  to  burn  low 
before  feeding  in  a  tresh  supply.  Careless  handling  of  me- 
chanical stokers  will  produce  wastes  of  fuel  just  as  will  care- 
lessness in  a  hand-fired  plant.  A  good  plan  for  stoking  in 
hand-fired  plants  is  to  place  a  clock  over  each  boiler,  having 
only  a  minute  hand  and  having  its  dial  divided  into  stoking 
periods,  say  a  heavy  mark  every  five  minutes.  Each  time 
the  hand  is  on  a  mark  the  fireman  should  spread  a  little 
coal  on  the  fire.  To  secure  the  maximum  output  of  hand- 
fired  boilers  it  is  absolutely  necessary  to  have  a  firing  sched- 
ule so  arranged  that  all  the  furnaces  are  stoked  and  cleaned 
in  rotation.  This  will  avoid  having  a  number  of  fires  in  a 
thin  condition  at  any  one  time  and  a  large  number  of  fire 
doors  open  at  the  same  time.  It  is  suggested  that  if  prop- 
erly heeded  these  simple  points  should  assure  not  only  the 
maximum  output  of  the  plant,  but  smokeless  and  economical 
operation  as  well. 


THE  SAFETY  OF  HIGH-SPEED  TRAINS 


The  electric  locomotive  makes  it  possible  to  operate 
trains  at  much  higher  speeds  than  the  present  schedules  for 
steam  trains  provide  for,  and  this  is  one  of  the  principal  ad- 
vantages to  be  expected  from  the  introduction  of  electricity 
for  main  line  passenger  traffic.  The  Berlin-Zossen  experi- 
ments demonstrated  the  possibility  of  operating  trains  at  a 
speed  of  125  miles  per  hour  and  the  result  has  been  the 
serious  proposal  to  build  an  electric  line  between  Berlin  and 
Hamburg.  Germany,  and  operate  trains  at  a  speed  of  100 
miles  per  hour.  On  account  of  the  present  distrust  of 
schedules  providing  for  an  average  speed  of  little  over  50 
miles  per  hour  and  maximum  speeds  of  60  to  70  miles  per 
hour,  it  is  well  to  inquire  whether  any  proposal  to. limit  the 
speed  of  passenger  trains  by  legislation  should  be  encouraged. 

The  ability  to  operate  high  speed  trains  with  safety  is 
the  most  severe  test  of  the  efficiency  of  railroad  engineering. 
It  is  a  measure  of  the  development  of  the  railway  structure 
and  its  rolling  equipment,  as  well  as  of  the  skill  and  faith- 
fulness of  the  employes.  Fast  trains  are  for  this  reason  a 
matter  of  pride  with  railroad  officials  as  they  indicate  that 
the  property  belongs  in  the  first  class  and  it  rates  high  in 
the  efficiency  of  its  mechanical  operation,  provided  such 
trains  are  run  with  safety.  But  when  fast  trains  are  oper- 
ated under  conditions  not  suited  to  their  requirements,  there 
is  a  greater  liability  to  accident  and  the  public  is  interested 
in  the  question  of  the  limit  of  speed  which  is  consistent  with 
safe  operation. 

The  speed  of  passenger  trains  is  limited  by  law  to  some 
extent  in  France,  and  was  at  one  time  in  Germany  and  Aus- 
tria, but  the  tendency  is  to  remove  such  restrictions,  and  it 
would  be  retrograding  and  discouraging  to  progress  and  im- 
provement to  impose  by  legislation  any  speed  limits  for  pas- 
senger trains  in  America.  The  result  would  be  especially  to 
retard  those  improvements  which  are  constantly  tending  to 
make  fast  trains  safer. 

The  ability  to  handle  high  speed  trains  successfully  is 
the  natural  result  of  highly  developed  railroading  and  prog- 
ress in  general  efficiency  of  mechanical  operation  is  best 
shown  by  the  gradual  reduction  in  the  schedule  time  of  lim- 
ited trains  between  large  cities.  It  is  the  severe  require- 
ments of  high  speed  which  have  developed  the  steam  pas- 
senger locomotive  to  such  great  power  and  speed  capacity. 
Our  magnificent  Atlantic  and  Pacific  type  locomotives  and 
the  balanced  compounds  are  the  natural  result  of  the  desire 


to  reduce  the  schedule  time  of  express  trains.  High  speed 
trains  have  shown  the  necessity  for  stronger  cars  and  steel 
passenger  cars  have  resulted  from  this  demand.  While 
only  a  few  years  ago  the  use  of  steel  cars  in  America  was 
regarded  as  something  very  remote,  experience  with  high 
speed  trains  has  so  demonstrated  their  necessity  that  the 
industry  engaged  in  building  steel  passenger  cars  is  now 
well  developed  beyond  the  experimental  stage. 

The  air  brake  has  been  improved  and  made  more  effi- 
cient with  each  successive  requirement  for  shorter  stops  with 
high  speed  trains.  In  fact,  the  latest  improved  high  speed 
brake  is  far  in  advance  of  the  requirements  of  ordinary  serv- 
ice and  it  is  that  which  will  make  faster  schedules  possible 
and  train  control  safe  at  the  higher  velocities.  The  quick 
acting  brake  would  stop  a  train,  running  on  the  level,  at  70 
miles  an  hour  in  1,800  feet,  and  the  high  speed  brake  re- 
duced this  to  about  1,400  feet,  while  recent  improvements  in 
the  high  speed  brake  will  make  it  possible  to  stop  a  train 
with  such  initial  velocity  in  about  1,200  feet.  These  won- 
derful improvements  in  the  air  brake  would  not  have  been 
developed  if  there  had  been  any  restrictions  passed  on  the 
speed  of  passenger  trains  and  we  had  been  compelled  to 
operate  at  the  ordinary  speeds  of  40  to  50  miles  an  hour, 
which  many  persons  now  think  would  be  the  best  condi- 
tion. The  operation  of  high  speed  trains  has  been  the  prin- 
cipal cause  for  the  division  of  track  into  blocks  and  the 
equipment  of  railways  with  block  signals,  and  the  later  im- 
provements, the  ingenious  and  effective  automatic  block  sig- 
nal, and  finally  the  automatic  stop.  All  these  may  fairly  be 
said  to  be  the  result  of  the  necessity  of  high  speed  traffic. 

The  weak  point  in  the  whole  system  appears  to  be  the 
track,  especially  on  curves,  as  it  is  here  that  high  speed 
trains  most  frequently  fail.  The  theoretical  elevation  of  the 
outer  rail  which  is  proper  for  high  speed  trains  is  not  given 
because  the  same  track  is  used  for  slower  freight  trains, 
and  to  insure  safety  it  is  necessary  to  either  slow  down  fast 
trains  at  sharp  curves,  or  use  separate  tracks  for  them,  and 
the  danger  occurs  when  the  reduction  in  speed  is  not  always 
made. 

The  wooden  tie  in  various  stages  of  decay  and  the  com- 
mon spike  which  has  been  redriven  do  not  result  in  favor- 
able conditions  for  the  safety  of  high  speed  trains.  Ameri- 
can locomotives  have  driving  wheel  pressures  on  the  rail 
about  twice  that  used  on  ordinary  locomotives  in  foreign 
countries  and  50  per  cent  greater  than  their  most  modern 
engines,  but  the  track  fastenings  here  are  not  equal  to  the 
best  practice  in  Europe.  The  screw  spike  which  is  there 
used  has  about  twice  the  resistance  to  withdrawal  of  the 
common  spike  used  here  and  its  resistance  to  lateral  dis- 
placement is  1%  times  that  of  the  common  spike.  The  screw 
spike  is  now  used  experimentally  to  a  limited  extent  in  this 
country,  but  this  simple  method  of  making  track  more  se- 
cure for  fast  trains  must  recommend  it  for  more  general  use. 
The  steel  tie  will  be  used  to  a  larger  extent  as  the  supply  of 
good  oak  timber  becomes  exhausted,  and  though  still  in  the 
experimental  stage,  it  will  be  so  improved,  especially  in  the 
method  of  securing  it  to  the  rail,  that  it  will  prove  an  im- 
portant factor  in  the  effort  to  produce  more  substantial  and 
safe  track.  We  may  have,  some  day,  creosoted  longitudinal 
stringers  for  the  rail  support,  and  a  well-drained  roadbed 
of  concrete,  but  these  things  will  not  come  if  fast  trains 
are  regarded  as  an  evil  to  be  avoided  and  their  use  generally 
discouraged.  High  speed  trains  may  properly  be  called  vast 
testing  machines,  and  though  they  do  not  measure  maximum 
stresses  in  track  and  equipment,  they  are  relentless  in  show- 
ing weak  points  and  are  the  most  potent  factors  in  sug- 
gesting improvements  which  tend  to  the  betterment  of  the 
service,  and  to  develop  all  those  details  which  make  railway 
travel  safer  and  more  comfortable.  High  speed  is  expensive 
from  every  point  of  view.     The  consumption  of  fuel  is  enor- 


March  9,  1907. 


ELECTRIC     RAILWAY     REVIEW 


313 


mously  increased,  more  expensive  equipment  is  required,  the 
cost  of  maintaining  track  largely  augmented,  and  train  or 
tonnage  capacity  materially  reduced.  For  these  reasons  2- 
cent  fares  are  the  more  to  he  deplored.  In  the  operation  of 
trains  at  high  speeds  safety  is  insured  only  by  eternal  vigi- 
lance and  the  constant  and  heavy  expenditure  for  the  most 
efficient  appliances  (which  are  expensive)  and  everything 
which  reduces  the  ability  of  the  railroads  to  procure  these 
is  a  menace  to  the  safety  of  passenger  travel. 


VALUE  OF  A  SHORT-TERM   FRANCHISE. 


Since  the  street  railway  first  became  a  factor  in  trans- 
portation in  America,  there  has  been  pursued,  with  a  few  ex 
ceptions  or  perhaps  even  only  partial  exceptions,  the  policy 
of  charging  reconstruction  and  renewals  to  capital  accounts 
instead  of  providing  for  them  out  of  earnings,  a  course  abso- 
lutely contrary  to  the  principles  of  sound  business  adminis- 
tration. Dividends  were  paid  that  were  not  earned;  in  effect 
they  were  paid  out  of  the  capital.  In  many  cases  this  was 
doubtless  because  of  ignorance;  in  others  the  act  was 
deliberate  and  done  with  the  purpose  of  inflating  stock  values 
and  providing  a  basis  for  marketing  bonds.  One  effect  of 
this  has  been  the  deception  of  investors;  this  is  perhaps  a 
matter  of  small  importance  as  affecting  the  industry  in  gen- 
eral. Another  and  vastly  more  important  effect  has  been  the 
deception  of  the  general  public,  which  has  been  taught  to 
believe  that  a  20-year  franchise  confers  "enormously  valuable 
rights  in  the  streets." 

The  public  is  not  to  be  blamed  for  demanding  universal 
transfers,  reduced  fares  and  contributions  in  the  guise  of 
street  paving,  street  lighting,  etc.,  when,  on  their  own  show- 
ing, the.  street  railways  were  earning,  and  what  is  more 
were  paying,  in  dividends  many  times  normal  interest  returns 
on  the  investment,  and  issuing  stock  rights  with  a  liberal 
hand.  As  company  after  company  yielded  to  public  demands 
when  franchise  renewals  were  needed  the  belief  that  the 
street  railway  business  was  an  extremely  profitable  one  be- 
came better  and  better  established.  This  continued  accept- 
ance of  unreasonable  conditions  has  finally  resulted  in  many 
companies  undertaking  to  furnish  a  service  that  costs  more 
than  the  fare  received,  while  at  the  same  time  strengthening 
the  opinion  of  the  public  that  the  fare  is  too  high. 

The  data  published  in  the  Electric  Railway  Review  for 
February  23,  last,  furnish  a  basis  for  some  interesting  deduc- 
tions as  to  the  value  of  a  short-term  franchise  to  the  Chicago 
Union  Traction  Company. 

Inasmuch  as  this  company  operates  and  has  to  make 
good  the  deficit  of  the  Chicago  Consolidated  Traction  Com- 
pany the  operations  of  the  latter  should  also  be  considered. 
Since  data  as  to  the  value  of  the  physical  property  of  the 
Consolidated  are  not  available,  it  is  necessary  to  make  some 
assumptions,  which  it  is  intended  shall  be  well  within  the 
facts. 

For  the  year  1904  the  reports  cited  show: 

Gross  Income:      North    Chicago  $3,195,981 

West     Chicago 5.567.430 

Consolidated      1,54 

1    $10,312,394 

The  cost  of  the  replacement  of  the  physical  property  of 
the  North  and  the  West  Chicago  companies  is  known.  As- 
suming that  the  value  of  the  physical  property  of  the  Con- 
solidated company  is  in  the  same  ratio  to  its  income  as  for 
the  others,  which  is  very  favorable  to  the  weab  company,  the 
result  is: 

Plant  anil  Equipment:     Noi  igo    $5,506,367 

Wi  M   11,039 

'•'.ii  Olidati  ,1     2,923.707 

Total    $19,469,869 

Assuming  the  depreciation  and  maintenance  on  the 
Consolidated  to  be  23  per  cent   of  gross  earnii  ir   the 

other  lines    (which   is  also   favorable  to  the   weak  company) 


the  figures  show,   when    reserves    for    accrued   depreciation 

have  been  made,  deficits  as  follows: 

Deficit:     North  Chicago    $123,523 

w.st   Chicago  521,355 

Consolidated    55,718 

Total     $700,596 

Examination  of    the  income  and  expense  accounts  of  the 

three  companies   (see  Electric  Railway  Review.  Februav 

1907,    page    249)    shows     that    the   only   returns   received     bj 

capital   for   1904   are    those   paid   in   "Interest,   rentals,   etc.," 

which  were: 

North    Chicago    

West    Chli  ago    1,210 

Consolidated     673.351 

Total    $2,456,821 

Now,  let  it  be  assumed  that  all  the  bonds,  notes,  receiv- 
er's certificates  and  other  obligations  on  which  this  total 
for  interest  and  rentals  is  paid  are  absolutely  fictitious  and 
entitled  to  no  return,  and  that  this  sum  of  $2,456,821  may  be 
added  to  the  net  income  shown  in  the  reports  cited.  R>  Eo 
paying  dividends  there  would  have  to  be  deducted  the  deficit 
of  $700,596  already  shown,  which  would  leave  a  balano 
$1,756,223.  This  sum  is  equal  to  9.02  per  cent  of  the  cost  of 
the  physical  property  subject  to  depreciation,  which  has  been 
taken  as  $19,469,869,  on  the  basis  stated.  This  "cost  of  physi- 
cal property  subject  to  depreciation"  does  not  include  the 
land  on  which  buildings  are  located,  so  that  the  cost  of  plant 
and  equipment  here  assumed  would  need  to  be  increased 
considerably  in  order  to  equal  the  investment  absolutely 
necessary  for  the  operation  of  the  railway. 

If  the  Consolidated  Traction  company  be  omitted  from 
the  calculation  and  the  Union  Traction  be  relieved  from  pay- 
ing the  deficit  of  the  Consolidated,  the  Union  Traction  com- 
pany would  show,  after  making  full  provision  for  deprecia- 
tion, a  net  income  in  1904  equal  to  only  9.24  per  cent  of  the 
cost  of  physical  property  subject  to  depreciation. 

In  the  two  succeeding  years  the  company  showed 
greater  receipts,  both  gross  and  net,  but  in  order  to  secure 
these  additions  were  made  to  the  physical  property.  The 
amounts  of  such  additions  not  being  known,  no  deductions 
as  to  the  earnings  in  terms  of  cost  of  plant  and  equipment 
ran  be  made.  If  no  additional  capital  had  been  invested  the 
fiscal  year  ending  1906  i  after  eliminating  the  deficit  of  the 
Consolidated  company,  $102,979)  would  show  earnings  of  only 
11.6  per  cent  on  the  cost  of  replacing  the  tangible  property, 
exclusive  of  land,  which  the  North  Chicago  and  West  Chi 
cago  companies  had  in  1904. 

Thus  when  absolutely  all  of  the  "water"  has  been 
squeezed  out  of  the  company's  capital  it  can  show  about 
10  per  cent  per  annum  on  the  investment. 

The  need  of  urban  transportation  facilities  will  always 
obtain,  and  it  might  be  argued  that  10  per  cent  per  annum 
is  too  great  a  return  on  an  absolutely  safe  investment. 
Street  railways  have,  however,  to  contemplate  and  insure 
against  what  may  be  called  the  risk  of  supersession. 

Within   50  years,  street  railways  have  had  their  methods 

revolutionized   twice.     The  borse   or   steam   dummy   railway, 

which   was  for  30    years  the   principal  means    of    intraurban 

ition,  was  superseded   by   the  cable  railway  in  large 

cities.     After  little   re  than  20  years  all  the  cable  railways 

in  American  cities  have  been  superseded  by  electric  lines 
is  no  certainty  that  changes  almost  equally  com- 
plete "lutionary  will  not  within  the  next  20  years  re- 
quire the  abandonment  of  existing  equipment.  This  applies, 
not  only  to  the  cars  themselves  and  the  railway  const  ni. 
bul  a  power  plants.  The  earlier  electric  railway 
power  stations  were  practically  obsolete  before  thej  were  In 
complete  operation,  and  within  10  years  from  the  introduc- 
tion of  electricity  as  a  motive  power  for  street  railways  (In- 
direct i  i  i i  bd    unit    had    almost    entirely   displaced    the 

belted    generating   machinery.      Within     the    last    six    or 
the    Bt(  am    turbine    has    been    .'  I   and 


314 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  10. 


made  serious  advances  In  territory  where  a  few  years  before 
it  was  considered  that  the  reciprocating  engine  would  always 
be  supreme.  There  is  no  certainty  that  the  steam  turbine 
will  hold  its  present  position  as  a  prime  mover  for  railway 
power  plants.  The  claims  of  gas  engines  are  being  strongly 
pressed  and  the  owner  of  an  electric  power  station  today 
has  little  reason  to  believe  that  in  20  years  from  now  his 
successor  in  business  would  be  willing  to  purchase  the  plant 
at  cost,  even  though  it  was  in  as  perfect  condition  as  it  is 
today.  In  20  years  from  now  the  management  of  the  com- 
pany which  wishes  to  succeed  the  present  one  may  have 
entirely  different  ideas  as  to  the  proper  type  and  size  of 
car,  as  to  the  most  desirable  method  of  transmitting  current 
to  the  motors,  and  as  to  the  type  of  electric  motor  itself. 

For  these  reasons  the  conservative  management  which 
operates  under  a  limited-term  franchise  must  provide  out  of 
earnings  during  the  franchise  term  a  sum  sufficient  to  retire 
the  capital  stock  at  the  end  of  the  term  unless  investors  are 
to  take  serious  risks.  Assuming  a  20-year  franchise  term,  and 
that  the  company  can  find  a  5  per  cent  investment  for  its 
amortization  reserve,  there  would  need  to  be  set  aside  each 
year  to  insure  the  return  of  the  capital  investment  unim- 
paired. 3.03  per  cent  of  the  capital.  This  would  reduce  the 
stockholder's  profit  to  less  than  banker's  interest  rates.  In 
other  words,  a  20-year  street  railway  franchise  is  merely  per- 
mission to  take  a  gambler's  chance  of  earning  the  same  re- 
turn that  is  paid  on  a  farm  mortgage  loan. 

There  is  nothing  novel  in  these  arguments  in  favor  of 
giving  proper  consideration  to  depreciation  and  amortiza- 
tion. They  have  been  presented  before,  but  nearly  always  in 
academic  discussions  which  it  was  considered  might  be  of 
possible  interest  to  remote  posterity,  or  as  pleas  in  court 
when  some  reduced-fare  ordinance  was  to  be  attacked.  But 
in  America  they  never  have  been  reduced  to  practice.  Some 
companies  have  made  a  little  progress,  but  none  have  gone 
far  enough.  To  make  insufficient  provision  for  depreciation 
and  amortization  on  the  ground  that  the  company's  earnings 
are  not  large  enough  to  bear  the  proper  charges  on  these 
accounts,  and  at  the  same  time  to  pay  dividends  on  stock,  is 
to  beg  the  question. 


THE  VALIDITY  OF  PERPETUAL  FRANCHISES. 


The  decision  of  the  United  States  circuit  court,  rendered 
by  Judge  McPherson,  involving  the  franchise  of  the  Des 
Moines  City  Railway  Company,  summarized  in  the  Electric 
Railway  Review  for  March  2,  last,  brings  up  anew  the  ques- 
tion of  the  validity  of  perpetual  street  railway  franchises. 
This  decision  does  not  settle  the  question.  Nothing  but  a 
decision  of  the  supreme  court  of  the  United  States  can  do 
that.  But  this  decision,  as  the  judge  himself  suggests,  opens 
the  way  for  an  appeal  direct  to  the  United  States  supreme 
court.  It  has  been  stated  that  this  case  will  be  taken  there; 
but  it  still  remains  to  be  seen  whether  that  court  will  decide 
the  question,  or  will  find  that  some  other  way  is  the  proper 
one  to  dispose  of  the  case,  as  has  occurred  heretofore  when 
this' question  seemed  to  be  involved  in  the  litigation  taken 
up. 

The  attitude  of  the  courts  generally  seems  to  be  un- 
favorable to  perpetual  franchises.  Possibly  the  judicial  ex- 
pressions on  the  subject,  such  as  they  are.  may  be  said  to 
be  more  hostile  in  the  state  than  in  the  federal  courts. 

Based  upon  the  decision  of  the  supreme  court  of  Ala- 
bama, in  1885,  in  the  case  of  Birmingham  &  Pratt  Mines 
Street  Railway  Company  v.  Birmingham  Street  Railway  Com- 
pany, 79  Alabama  Reports,  465,  Booth,  in  his  "Law  of  Street 
Railways."  section  17,  lays  down  the  principle  that,  "in  the 
absence  of  constitutional  limitations  upon  its  powers,  the 
sovereign  legislative  authority  in  a  state  may  grant  privi- 
leges exclusive  in  character  and  perpetual  in  duration:  but 
a    municipal    corporation    cannot   make   such    grants   without 


explicit  legislative  sanction."  He  also  finds  in  the  leading 
New  York  case  of  Milhau  v.  Sharp,  decided  in  1863,  27  New 
York  Reports,  611,  that  a  resolution  of  the  common  council 
authorizing  persons  to  construct  and  operate  a  street  rail- 
way upon  certain  conditions,  without  limitation  as  to  time, 
is  a  contract  void  because  it  would  deprive  the  corporation 
of  its  proper  power  of  control  and  regulation. 

Nellis,  in  his  work  on  "Street  Surface  Railroads,"  states 
that  "under  the  authority  usually  delegated  to  municipalities 
an  exclusive  or  perpetual  right  to  use  a  street  for  a  street 
surface  railroad  cannot  be  conferred." 

But  Judge  McPherson,  in  upholding  the  validity  of  the 
perpetual  franchise  of  the  Des  Moines  City  Railway  Com- 
pany, seems  to  express  the  present  view  of  the  federal  courts. 
At  the  same  time  perpetual  franchises  are  not  likely  to  be 
very  liberally  treated  by  them,  even  if  sustained. 

The  supreme  court  of  the  United  States  has  said,  in  the 
case  of  Detroit  Citizens'  Street  Railway  Company  v.  Detroit 
Railway,  decided  May  23,  1898,  171  United  States  Reports, 
48,  that  "easements  in  the  public  streets  for  a  limited  time 
are  different  and  have  different  consequences  from  those 
given  in  perpetuity.  Those  reserved  from  monopoly  are  dif- 
ferent and  have  different  consequences  from  those  fixed  in 
monopoly.  Consequently  those  given  in  perpetuity  and  in 
monopoly  must  have  for  their  authority  explicit  permission. 
or,  if  inferred  from  other  powers,  it  is  not  enough  that  the 
authority  is  convenient  to  them,  but  it  must  be  indispensa- 
ble to  them."  Previously  to  this  the  court  also  said,  in  the 
same  case,  that  "the  power  of  a  municipality  to  grant  an  ex- 
clusive privilege  to  occupy  its  streets  for  railway  purposes 
must  be  given  in  language  explicit  and  express.  There  were 
many  reasons  which  urged  to  this — reasons  which  flow  from 
the  nature  of  the  municipal  trust — even  from  the  nature  of 
the  legislative  trust,  and  those  which,  without  the  clearest 
intention  explicitly  declared,  insistently  forbid  that  the  fu- 
ture should  be  committed  and  bound  by  the  conditions  of  the 
present  time,  and  functions  delegated  for  public  purposes  be 
paralyzed  in  their  exercise  by  the  existence  of  exclusive 
privileges." 

This  is  sufficient,  perhaps,  to  show  the  present  position 
of  the  courts  on  this  question.  It  is  true  that  there  are  not 
many  decisions  directly  on  the  subject,  but,  taking  the  ques- 
tion of  jurisdiction  and  other  points  involved  in  the  case  un- 
der consideration,  it  appears  that  there  were  enough  cases 
cited  bearing  more  or  less  on  the  point  so  that  Judge  Mc- 
Pherson says  that  his  opinion  would  be  a  volume  in  size  if 
he  were  to  notice  all  such  authorities. 

Of  course,  in  states  where  there  are  constitutional  lim- 
itations or  statutes  prohibiting  the  granting  of  franchises 
for  more  than  a  fixed  term  of  years  there  cannot  be  a  valid 
perpetual  franchise  granted  while  such  provisions  remain  in 
force.  Moreover,  perpetual  franchises,  when  obtained,  would 
seem  to  be  subject  to  forfeiture  in  much  the  same  way  as 
other  franchises. 

It  may  also  be  noted,  in  passing,  that  in  this  case  the 
city  apparently  thinks  to  evade  the  constitutional  prohibi- 
tion against  the  passing  of  any  law  impairing  the  obligation 
of  contracts  by  having  adopted  a  resolution,  instead  of  an 
ordinance,  declaring  the  company's  rights  at  an  end,  though 
Judge  McPherson  looks  upon  this  as  a  distinction  not  making 
anv  difference,  in  this  case. 


Destroying    Chicago    River   Tunnel. 


The  Great  Lakes  Dredge  &  Dock  Company  on  March  5 
began  destroying  the  La  Salle  street  tunnel  under  the  Chi- 
cago river,  through  which  the  cars  of  the  Chicago  Union 
Traction  Company  operated  until  it  was  determined  to  de- 
stroy it  because  it  obstructed  navigation.  The  work  should 
be  completed  in  April.  The  tunnel  was  completed  in  1871 
and   cost   $569,000. 


March  9,  1907. 


ELECTRIC     RAILWAY     REVIEW 


:5I5 


OPENING    OF    THE     NEW    MARKET    STREET    ELEVATED 

RAILWAY  OF  THE  PHILADELPHIA  RAPID 

TRANSIT    SYSTEM. 

BY   EDWARD   HCNGERFORD. 


Philadelphia,  the  fifth  American  community  to  adopt  an 
elevated  railway  as  a  means  of  quickened  urban  transit, 
opened  its  new  high-speed  route  through  Market  street  from 
the  public  buildings  at  Fifteenth  street  to  the  Delaware 
county  line  on  Saturday  afternoon.  March  2.  The  opening 
was  an  event  of  moment  and  the  Philadelphia  Rapid  Transit 
Company,  which  controls  the  new  road  as  well  as  all  the 
street  surface  railways  of  the  city,  celebrated  it  by  sending 
out   several   thousand   invitations    to   railway   and   newspaper 


has  had  charge  of  the  rapid  transit  project  from  its  incep- 
tion, even  planning  such  details  as  the  men's  uniforms  anl 
train  schedules,  felt  that  a  good  part  of  his  work  had  been 
consummated  with  success.  Train  service  was  begun  upon 
a  five-minute  headway,  19  minutes  being  allowed  for  the  five- 
mile  run  to  Fifteenth  street.  Public  curiosity  had  been 
aroused  to  a  pitch  that  crowded  the  trains  if  not  the  com- 
modious stations.  Owing  to  the  incomplete  state  of  the 
power  equipment  for  the  new  road,  two-car  trains  are  being 
operated.  Within  a  few  weeks  three-car  trains  will  be  placed 
in  operation  and  this,  it  is  anticipated,  will  be  ample  for  traf- 
fic requirements  for  some  time  to  come.  In  addition  to  the 
terminals  only  the  local  stations  at  Thirty-second  street,  ac- 
commodating the  West  Philadelphia  station  of  the  Pennsyl- 
vania   railroad     at    Fifty-second     street   and   Sixtieth   street, 


Market   Street    Elevated.    Philadelphia — Showing    Loading    Platforms  of   Terminal    Station    at   Sixty-ninth    and    Market   Streets, 

with  Philadelphia  &  Western  Station  at  Left. 


men  throughout  the  country  as  well  as  to  prominent  Phila- 
delphians.  The  response  to  these  invitations  was  generous 
and  a  large  party  of  interested  men,  including  President 
James  McCrea  of  the  Pennsylvania;  President  George  F. 
Baer  of  the  Reading,  and  President  John  B.  Parsons, 
Vice-president  and  General  Manager  Charles  O.  Kruger  and 
other  operating  officers  of  the  Philadelphia  Rapid  Transit 
system,  boarded  special  trains  on  the  new  railroad  and  rode 
out  to  the  county  line  (Sixty-ninth  street)  where  they  made 
a  close  inspection  of  the  large  terminal  station,  shops  and 
yards  that  have  been  erected  there. 

in  Monday  morning  at  6:30  o'clock  the  road  was  form- 
ally opened  for  regular  passenger  traffic  by  the  dispatehinsr 
of  a  downtown  train  from  the  Sixty-ninth  street  terminal 
ami    Assistant   General    Manager   Frederick   H.    Lincoln,    who 


where  free  traasfer  is  made  with  intersecting  cross-town 
surface  lines,  are  now  complete.  The  other  local  stations  on 
the  elevated,  at  Thirty-sixth,  Fortieth,  Forty-sixth,  Fifty- 
•sixth  and  Sixty-third  streets,  are  all  framed  and  their  early 
completion  is  only  a  matter  of  carpenters'  and  painters'  de- 
tails. 

The  Market  street  line,  as  planned  from  the  beginning, 
is  part  elevated  and  part  subway  construction.  Previous 
articles,  showing  the  progress  of  the  work,  were  published  in 
the  Street  Railway  Review  of  September,  190">,  and  in  the 
Electric  Railway  Review  of  January  5,  1907.  Beginning 
.-it  Hie  Delaware  river  the  line  is  planned  beneath  the  sur- 
for  nearly  two 'miles  to  the  Schuylkill  river,  where  it 
emerges  upon  a  five  per  cent  grade  upon  a  bridge  ami  I 
ii.  -I   Structure  for  more  than   four  miles  In   Sir 


316 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.   Xo.  10. 


Street.  Three-quarters  of  a  mile  of  the  west  end  of  the  road 
is  upon  the  surface,  laid  in  rock  ballast  and  absolutely  pro- 
tected  by  high  iron  fences  with  concrete  foundations.  The 
line  is  double-tracked  save  that  a  short  section  of  the  sub- 
way between  the  Schuylkill  river  and  the  public  buildings 
has  been  four-tracked,  the  outer  tracks  being  given 
over   to   the   operation   of     through    surface  cars   from   West 

Philadelphia. 

The   Subway  Section. 

Starting   from   the    temporary    elevated   and   surface  car 
terminal   in   the  shade  of   the  public  buildings  and  the  great 


running  contact  rail  of  the  New  York  Central  type,  the  wood 
casing   being   painted    a    bright    red    to   make   it   particularly 

conspicuous. 

The  Elevated  Section. 

The  elevated  trains  crossing  the  Schuylkill  river  rise 
from  sub-surface  to  over-surface  on  a  three-span  bridge,  563 
feet  Id  length  and  especially  designed  to  meet  its  peculiar 
problem— the  bringing  of  the  elevated  tracks  up  a  sharp 
grade  as  well  as  bringing  the  surface  trolley  tracks  up  an 
easier  grade  to  the  street  surface  level  of  West  Philadelphia 

The  elevated   structure  represents  the  best  foreign   prac- 


Market   Street    Elevated,    Philadelphia— Exterior   View  of  Station   at   Thirty-second   and    Market  Streets. 


Broad  street  station  of  the  Pennsylvania  Railroad,  the  four- 
track  line  traverses  a  subway  with  inside  dimensions,  48  feet 
6  inches,  by  14  feet  6  inches,  the  roof  of  which  is  supported 
by  three  parallel  rows  of  steel  columns  placed  between 
tracks  and  5  feet  apart  on  centers.  Efficient  ventilation  is 
assured  by  means  of  stair  openings  in  stations  and  ventilat- 
ing  shafts,   many  of  which  have   been   attached   to   the  long 


tice  in  the  designing  of  such  structures.  Lattice  girders  have 
been  universally  used  and  an  attempt  made  to  make  the  road 
both  pleasing  and  dignified.  It  rests  upon  concrete  piers, 
pyramidical  in  shape.  8  feet  square  at  their  base.  2  feet  6 
inches  square  at  the  surface  and  reaching  to  a  depth  of  from 
8  feet  to  30  feet  below  the  street  level.  Each  is  protected  from 
vehicular   traffic   by   steel    fenders.      At    the  top   of   each   pier 


Market    Street    Elevated.    Philadelphia— Interior   View    of    Subway    Station    at    Fifteenth   and    Market   Streets. 


side   walls   of  the   Pennsylvania   train   shed   and   designed  so 
as  to  appear  as  part  of  that  structure. 

The  outer  or  surface  car  tracks  are  laid  in  cast  iron 
chairs,  on  wooden  sleepers,  but  the  inner  tracks,  upon  which 
the  heavy  all-steel  trains  run.  have  the  rails  resting  upon 
short  sleepers  which  are  nothing  more  nor  less  than  yellow 
pine  blocks  which  in  turn  are  bolted  to  12-inch  longitudinal 
channels  set  in  concrete.  Power  for  train  service  both  in 
the  subway  and  upon  the  elevated  is  derived  from  an  under- 


heavy  steel  bolts  are  imbedded  in  the  concrete  as  anchorages 
for  the  upright  steel  columns,  which  are  spaced  in  pairs,  24 
feet  apart  from  center  to  center,  each  pair  averaging  a  50- 
foot  distance  from  its  neighbor,  and  rising  almost  to  the 
height  of  the  rail.  The  longitudinal  trusses  which  carry  the 
floor  of  the  elevated  system  are  approximately  6  feet  6  inches 
deep,  while  the  cross  girders  separating  the  floor  system 
directly  are  spaced  10  feet  apart.  Expansion  joints  have 
been  placed  to  each  four  spans  or  about  200  feet  apart.     The 


March  9,  190? 


ELECTRIC     RAILWAY     REVIEW 


317 


structure  is  designed  to  carry  cars  weighing  100,000  pounds 
apiece,  25,000  pounds  on  each  of  four  axles,  the  initial  rolling 
stock  weighing  80,000  pounds,  each  at  the  load. 

Possibly  the  most  interesting  feature  about  this  elevated 
structure  in  itself  is  the  fact  that  it  is  built  with  a  solid 
floor,  a  city  ordinance  making  this  feature  a  necessity. 
This  flooring  is  of  steel  made  in  longitudinal  troughs  and 
spliced  with  cover  plates  and  angles  so  as  to  render  it  water- 
proof. Upon  these  troughs  rest  Vulcanite  Portland  cement 
made  into  a  1-3-6  concrete,  reinforced  with  a  lattice  of  steel 
rods  and  poured  in  to  cover  four  inches  as  a  minimum  over 
every  portion  of  the  steel  floor.  The  concrete  is  protected 
by  one  inch  of  granolithic  and  upon  this  has  been  placed  the 
rock  ballast  that  receives  the  sleepers  of  the  standard  track. 
Both   tracks   are   protected   the   entire   length   of   subway   and 


are  located,  and  these  stairs  are  so  connected  with  cross  pas- 
sages as  to  make  each  of  common  use.  An  unusual  feature 
has  been  adopted  by  bringing  the  entrance  stairs  up  within 
the  station  buildings.  Passometers  are  used  to  give  access 
past  the  ticket  windows  to  the  trains  and  also  for  exit  past 
another  ticket  window  at  those  stations  where  transfers  are 
given  to  connecting  surface  lines.  Exit  turnstiles  have  also 
been  installed  at  the  stations.  A  continuous  platform  or 
railed  sidewalk,  near  the  level  of  the  car  floors,  connects  all 
stations,  for  the  use  of  workmen  or  for  use  as  emergency 
exits. 

The   Terminal    Stations. 
The   downtown   temporary   terminal   is   now   at   Fifteenth 
street.     It  has   been  used  for  surface  cars  to  West  Philadel- 
phia for  some  time  past  but  entrance  and  egress  to  and  from 


elevated  by  a  check  or  guard  rail.     The  weight  of  the  entire      these  cars  is  kept  upon  the  sidewalk  and  separate  and  dis- 


Market    Street    Elevated.    Philadelphia— Interior    View   of    Subway    Near   Fifteenth   and    Market  Streets. 


structure  is  about  98,000,000  pounds  or  about  5,050  pounds  a 
lineal  foot.  Into  its  construction,  including  the  stations. 
went  560,000  pounds  of  cast  iron,  47,000,000  pounds  of  steel 
and  19,900  cubic  yards  of  concrete.  In  construction  an  aver- 
age day  saw  70  feet  of  structure  set  up,  50  feet  riveted  and 
132  feet  of  concrete  floor  laid,  300  feet  having  been  laid  on 
one  day. 

The  Local  Stations. 

Local  stations  at  each  of  the  points  heretofore  mentioned 
are  of  a  single  type  and  are  well  adapted  to  a  great  growth 
of  traffic.  The  center  platform  type  does  not  appear, 
all  stations  being  double  The  platforms  will  accommodate 
eight-car  trains,  are  of  exceptional  width  and  have  adequate 
shelter  against  inclement  weather.  The  twin  buildings  con 
tain  ticket  offices,  toilet  rooms  and  waiting  rooms,  are  framed 
of  wood  and  steel,  covered  with  copper  on  tin-  exterior  and 
finished  within  in  oak.  Four  stairs  reach  each  sidcwall 
corner  at  the  street  intersections,   above   which    tin-  station 


tinct  from  elevated  traffic,  a  metal  screen  at  the  platform 
ed^e  of  the  elevated  terminal  in  the  subway  keeping  surface 
car  passengers  from  alighting  there.  A  broad  stair  leading 
from  the  street  through  the  Arcade  building,  on  the  smith 
Side  of  Market  street  at  Fifteenth  street,  gives  access  through 
the  basement  of  that  building  to  the  ticket  offices  of  the 
terminal.  Passometers  have  been  eliminated  at  this  point 
in  favor  of  chopping  boxes. 

The  terminal  at  the  county  line,  or  Sixty  ninth  street,  is 
an  extensive  brick  structure  in  three  parts,  each  devoted  to 
the  use  of  a  distinct  railroad  ami  acting  as  a  common  inter- 
change  tor  passenger  traffic  between  them.  The  Philadelphia 
Rapid  Transit  Company  bniit   and  owns  the  structure,  which 

been    made  a   most   attractive  architectural  feature  with 
a  great  waiting  room  97  feet  by  117  feet  that  would  do  , 
to    any    line.      Candy    booths    and    such    concessions    line    the 
walls  of  this  room   while  a   broad  extension  at  its  rear  gives 
access  tor  Incoming  and  outgoing  passengers  on  the  Market 


,318 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  10. 


street  elevated,  which  has  its  terminal  just  underneath. 
There  are  two  regular  tracks  and  one  emergency  track  for 
the  elevated  there,  a  discharging  platform  17  feet  wide  and 
350  feet  long  serving  one  of  the  regular  tracks  and  a  loading 
island  platform,  33  feet  by  350  feet,  between  the  other  regular 
and  the  emergency  tracks.  Broad  stairs  lead  directly  from 
these  platforms  to  the  waiting  room  extension  which  is 
bridged  over  them. 

At  the  level  of  the  waiting  room  and  just  to  the  east  of 
it  is  a  five-track  stub  terminal  of  brick  and  steel  which  serves 
the  Philadelphia  &  West  Chester  Traction  Company,  a  rapidly 
expanding  suburban  trolley  car  service  which  already  has 
lines  reaching  to  Ardmore,  to  Newtown  Square  and  to  West 
Chester,  22  miles  distant.  Across  the  Market  street  elevated 
terminal  tracks  and  platforms  is  the  unfinished  terminal  of 
the  Philadelphia  &  Western,  the  high-speed  electric  line 
which  is  being  built  to  Overbrook,  Ardmore,  Bryn  Mawr, 
Wayne  and  other  nearby  suburban  communities  of  impor- 
tance and  which  will  ultimately,  it  is  promised,  be  extended 
through  to  York,  Pa. 

The  elevated  tracks,  at  this  point  on  a  low  surface  level, 
describe  an  easy  loop  of  150  feet  radius  west  of  this  station 
for  the  quick  reversal  of  trains.  Beneath  this  loop  two  tracks 
at  a  still  lower  level  lead  to  the  shops  and  lay-up  yards  of 
the  line,  which  are  about  700  feet  northwest  of  the  terminal 
station  building.  These  structures  of  brick  and  concrete  in 
the  most  approved  and  modern  type  of  construction  com- 
prise an  inspection  shed,  truck  repair  shop,  machine,  mis- 
cellaneous repair  shop,  store  rooms,  locker  rooms,  shop  office, 
etc.  Abundant  provision  has  been  made  for  future  extension 
both  of  yard  and  of  shop  facilities. 

Equipment. 

The  new  road  starts  operations  with  40  all-steel  passen- 
ger cars,  which,  it  estimates,  will  fulfil  all  needs  for  some 
time  to  come.  Its  trains,  of  three-car  length  for  the  pres- 
ent, are  composed  entirely  of  motor  cars,  each  car  having 
two  GE-66  125-horsepower  motors  using  type  MC-36  control, 
'  with  motorman's  cab  in  the  vestibules  on  the  diagonally  op- 
posite corners  of  the  car.  The  cars  have  Westinghouse  air- 
brakes and  Curtis  trucks  with  Symington  journal  boxes.  Each 
car  is  heated  by  18  Consolidated  heaters  and  lighted  by  25 
16-candlepower  incandescent  lamps,  in  addition  to  a  head- 
light and  two  markers  on  each  end. 

The  cars,  which  were  built  by  the  Pressed  Steel  Car 
Company,  have  been  built  with  non-combustible  floors,  out- 
side sheathings  of  cold  rolled  steel  and  the  underframed 
having  as  its  feature  deep  fish-belly  side  sills,  which  were 
made  necessary  by  the  introduction  of  center  doors  into  each 
side  of  the  car.  The  interior  finish  of  the  car  is  of  a  fine 
grade  of  mahogany,  the  ceilings  being  of  a  birdseye  neutral 
shade  for  a  better  reflection  of  light.  The  vestibules  open 
directly  into  the  cars,  their  outer  doors  as  well  as  the  center 
doors  being  arranged  for  pneumatic  opening  and  closing  by 
the  guard's  handle.  When  all  doors  are  tightly  closed  the 
fact  is  communicated  to  the  motorman  by  a  buzzer  above  his 
head.  Pantagraph  safety  gates  have  been  applied  on  the 
corners  opposite  the  motorman's  cabs  and  Mason  safety 
treads  at  each  door. 

There  are  24  side  windows  to  the  car  with  Pantasote 
shades,  the  seating  arrangement  of  which  is  similar  to  the 
Manhattan  elevated  or  subway  type.  The  center  set  of 
transverse  seats  on  each  side  have  been  installed  in  front 
of  the  center  door.  These  can  be  easily  removed  when  press 
of  traffic  renders  it  advisable  for  the  road  to  begin  the  use  of 
these  center  doors. 

The  exterior  of  the  cars  is  painted  a  deep  red  with  let- 
tering and  striping  in  gold.  Each  car  is  lettered  "Market 
Street  Elevated  Passenger  Railway"  beneath  the  eaves  and 
bears  its  serial  number  in  the  center  of  each  panel  beneath 
the  windows. 


Each   car   weighs   nearly   33   tons   unloaded.     The   length 

over  platforms   is  49  feet  5   inches,  the  inside  length  of  the 

car  being  39  feet  6   inches.     The  width  over  all   is  8  feet  7 

inches,  the  inside  width  being  7  feet  7%  inches.     The  height 

from  rail  to  top  of  floor  is  3  feet  10  inches,  height  from  floor 

to  ceiling  center  8  feet  6%  inches,  height  from  rail  to  top  of 

car  12  feet  7  inches,  opening  for  vestibule  side  door  (between 

door  posts)  2  feet  9  inches,  width  of  end  door  opening  3  feet 

2yz  inches,  width  of  center  doors  opening  on  each  side  3  feet 

4   inches,   distance   from   center  to  center  of    trucks   34   feet 

6  inches. 

Signals. 

Both  the  elevated  and  the  subway  stretches  have  been 
equipped  with  the  electro-pneumatic  block  signal  system, 
manufactured  by  the  Union  Switch  &  Signal  Company,  one 
rail  of  each  track  having  been  reserved  for  this  purpose. 
Home  and  distant  signals  have  been  placed  at  short  intervals 
along  the  line  and  the  modern  practice  of  using  green  as  a 
safety,  yellow  as  a  caution  and  red  as  a  danger  indication 
has  been  followed.  In  addition  to  the  "overlap"  system  of 
blocks,  an  automatic  stop  of  the  same  type  as  used  in  the 
New  York  subway  has  been  installed  at  each  signal  to  apply 
the  airbrake  to  each  train  which  attempts  to  run  by  the  stop 
indication.  Any  defect  in  the  track  will  also  operate  to 
throw  the  signals  to  danger. 

All  switches  along  the  line  are  interlocking  and  are  con- 
trolled by  the  electro-pneumatic  devices  manufactured  by  the 
Union  Switch  &  Signal  Company. 

No  special  provision  has  been  made  for  power  for  the 
new  line  besides  the  gradual  enlargement  of  the  Beach  street 
house  by  the  addition  of  three  turbo  generators.  The  com- 
pany has  been  planning  extensive  additions  to  its  entire 
power  plant  but  as  yet  has  made  no  public  announcement  of 
its  plans  along  this  line. 

Progress  is  being  made  both  on  the  inter-line  terminal 
loop  that  is  to  encircle  the  public  buildings  and  on  the  con- 
tinuation of  the  Market  street  subway  for  another  mile  down 
to  the  Delaware  river  and  the  busy  ferries  that  lead  to 
Camden  and  many  Jersey  towns.  It  is  expected  that  this 
portion  of  the  line  will  be  in  operation  in  about  a  year. 

Still  further  additions  to  Philadelphia's  beginnings  in  real 
rapid  transit  are  now  being  detailed.  It  is  already  being 
planned  to  build  a  double-track  elevated  in  Delaware  avenue 
from  Arch  street,  close  by  and  connecting  with  the  easterly- 
end  of  the  Market  street  line,  north  five  miles  along  the 
water  front  to  Frankford,  through  a  busy  and  congested 
manufacturing  district  now   particularly    difficult    of    access. 


The  limited  car  service  between  Columbus  and  Zanes- 
ville,  C;.,  on  the  eastern  division  of  the  Indiana  Columbus  & 
Eastern  Traction  Company,  will  be  doubled,  beginning  on 
Monday,  March  11.  The  service  now  consists  of  two  cars, 
each  way,  daily.  Next  Monday  two  additional  limited  cars 
will  be  put  on,  to  leave  Columbus  at  6:55  a.  m.  and  12:55 
p.  m.  This  will  make  four  cars  each  way  a  day.  The  distance 
of  64  miles  is  made  in  two  hours  by  the  limited  cars.  This 
means  that,  with  the  necessary  slow  running  through  towns 
and  cities,  a  speed  of  from  50  to  60  miles  an  hour  has  to  be 
maintained    at    various    points   on    the    line. 


The  Indianapolis  &  Cincinnati  Traction  Company  will 
put  a  new  schedule  into  effect  on  March  11,  between  Indian- 
apolis and  Greensburg,  Ind.,  running  every  other  car  as  a 
limited.  The  limited  cars  will  stop  on  signal  only  at  each 
town,  and  will  require  an  additional  fare  of  five  cents  for 
each  20  miles  or  part  thereof.  The  limited  cars  will  leave 
Indianapolis  at  45  minutes  after  the  even  hour,  and  will 
leave  Greensburg  on  the  even  hour.  Local  cars  will  leave 
Indianapolis  30  minutes  after  the  odd  hour,  and  will  leave 
Greensburg  45  minutes  after  the  even  hour. 


March  9,  1907. 


ELECTRIC     RAILWAY     REVIEW 


319 


DEPRECIATION     RESERVES    OF    THE    MILWAUKEE    AND 
ST.    LOUIS    RAILWAYS. 


In  the  Electric  Railway  Review  for  February  23,  1907, 
page  245,  there  was  published  a  table  showing  in  a  number 
of  different  units  the  expenditures  made  or  reserves  pro- 
vided for  maintenance  and  depreciation  by  the  Chicago  Union 
Traction  Company  and  the  Glasgow  Corporation  Tramways. 
Herewith  are  shown  the  corresponding  figures  for  The  Mil- 
waukee Electric  Railway  &  Light  Company  (railway  depart- 
ment)   and  the  United  Railways  Company  of  St.  Louis. 

In  view  of  the  fact  that  Mr.  John  I.  Beggs,  who  admin- 
isters these  Milwaukee  and  St.  Louis  properties,  has  for 
many  years  strongly  urged  the  need  of  recognizing  and  pro- 
viding for  that  deterioration  of  physical  property,  commonly 
called  depreciation,  which  takes  place  in  spite  of  the  best 
of  current  maintenance  and  repairs,  and  for  the  amortiza- 
tion or  redemption  of  the  capital  in  the  case  of  companies 
having  limited-term  franchises,  a  statement  of  the  policy 
that  has  been  pursued  by  him  will  be  of  interest. 

Mr.  Beggs  assumed  the  management  of  The  Milwaukee 
Electric  Railway  &  Light  Company  (which  was  a  reorgan- 
ization, made  in  1896,  of  the  Milwaukee  Street  Railway  Com- 
pany that  had  become  bankrupt  in  1895)  in  1897  when  the 
company  was  not  earning  sufficient  to  pay  interest  on  its 
bonds,  to  say  nothing  of  dividends  on  stock.  At  that  time 
the  Milwaukee  street  railway  system  was  in  urgent  need 
of  "immediate  rehabilitation,"  the  heaviest  trolley  wire  being 
only  No.   1  and   the  most  of  it  No.  4,  and  the  heaviest  rail 


and  was  then  transferred  to  the  credit  of  "Depreciation 
Reserve,"  giving  that  account  a  credit  balance  of  $89,697.37. 
On  December  31,  1906,  the  total  to  the  credit  of  the  "Depre- 
ciation Reserve"  account  was  $593,554.72.  These  figures  are 
for  the  railway  department  only. 

There  were  two  reasons  for  making  this  transfer  and 
temporarily  abandoning  the  attempt  to  provide  an  "Amortiza- 
tion Reserve":  (1)  It  was  believed  that  the  capital  repre- 
sented by  the  stock  should  receive  some  return  at  the  earliest 
moment  practicable.  (2)  It  was  believed  that  the  neces- 
sary "Amortization  Reserve"  wherewith  to  pay  the  bonds  as 
they  would  mature  and  to  refund  the  capital  stock  when  the 
franchises  would  expire,  could  be  accumulated  later  when 
the  property  had  attained  a  greater  earning  capacity. 

It  is  considered  by  Mr.  Beggs  that  the  10  per  cent  of 
gross  earnings  which  The  Milwaukee  Electric  Railway  & 
Light  Company  now  sets  aside  for  its  depreciation  reserve 
is  less  than  should  be  thus  reserved  in  order  to  equal  the 
amount  of  depreciation  of  plant  and  equipment  that  has 
actually  accrued,  and  furthermore,  that  the  company  should 
have  now  an  "Amortization  Reserve"  sufficient  in  amount  to 
compensate  for  those  years  of  its  franchise  term  that  have 
already  elapsed. 

In  the  case  of  the  United  Railways  Company  of  St.  Louis 
the  same  policy  in  regard  to  depreciation  that  Mr.  Beggs 
had  established  in  Milwaukee  was  inaugurated  the  day  that 
he  assumed  the  management  of  the  St.  Louis  company.  For 
the  last  two  years  there  has  been  set  aside  for  this  fund 
five  per  cent  of  the  gross  earnings.     This  amount  is  not  con- 


Comparisons   of   Totals   of    Maintenance    and  Depreciation  Charges  for  the  Fiscal  Year,  1906. 

Fiscal  Gross              Per  Mile      Per  Revenue        Per                                        Per 

Year  Income,     of  Track  Ope-  Passenger,  Passenger,    Per  Car-  Car-Hour 

Ending  Per  Cent  of    rated.  Dollars     Cents              Cents       Mile,  Cents        Cents 

North  Chicago  Street  Railroad   Aug.  31  22.00                8,196                 1.118                 0.658                 6.58                49.67 

West  Chicago  Street  Railroad   Aug.  31  24.00                7,669                 1.214                 0.710                 6.82                52.32 

Glasgow  Corporation  Tramways   '. May  31  35.24  8,364  0.677  7.46  53.25 

Milwaukee  Electric  Railway Dec.  31  17.97                 4.606                 0.777                 n.r.sn                 4.65                 40.83 

United  Railways  of   St.   Louis    Dec.  31  15.09                 4.016                 0.750                0.520                 4.35                 41.20 

Note:     For  Chicago  and  Glasgow  the  total  of  depreciation  and  maintenance   is  in  per  cent  of  gross  receipts:   for  Milwaukee  and 
St.  Louis  it  is  in  per  cent  of  gross  earnings. 

being  only  56  pounds  per  yard  with  much  of  the  strap  rail  sidered  by  any  means  sufficient  for  the  purpose,  but  it  con- 
laid  for  horse  roads  still  in  service.  stitutes  the  nucleus  of  a  fund  which  it  is  expected  will  be- 
Although,  as  stated,  the  company  in  1896  and  1897  was  come  ample  as  the  earnings  of  the  company  increase  and 
not  earning  fixed  charges,  it  was  stipulated  by  Mr.  Beggs,  permit  a  larger  percentage  to  be  devoted  to  the  reserve, 
before  he  would  undertake  the  management,  that  beginning  Mr.  Beggs  has  said  that  were  he  to  build  and  equip  a 
immediately  there  should  be  set  aside  from  earnings  the  brand-new,  up-to-date  electric  railway  under  a  limited  fran- 
sum  of  $15,000  per  month  to  be  used  for  reconstruction  and  chise,  he  would,  with  the  first  turn  of  the  wheels,  at  once 
renewals  and  the  creation  of  a  depreciation  reserve,  and  provide  not  only  for  a  depreciation  reserve  that  would  insure 
that  no  dividends  on  the  preferred  stock  should  be  expected  the  preservation  of  the  physical  property  at  the  highest  effi- 
for  five  years.  (,  Payment  of  dividends  on  the  preferred  ciency  possible,  but  also  for  an  amortization  reserve  that 
stock  was,  however,  begun  after  four  years.)  In  1897  the  would  insure  the  integrity  of  the  capital  invested.  The  situa- 
$15,000  per  month,  or  $180,000  per  year,  to  be  set  aside  or  tion  of  the  Milwaukee  company  in  1897  and  of  the  St.  Louis 
used  for  renewals  amounted  to  about  15  per  cent  of  the  company  two  years  ago  was,  however,  very  different  from 
gross  earnings.  The  sum  reserved  for  this  purpose  was  kept  that  of  a  brand-new  property.  Therefore,  since  neither  had 
at  $15,000  per  month  until  the  gross  earnings  had  increased  the  earning  capacity  to  provide  the  depreciation  and  arnorti- 
to  about  $1,800,000  per  annum,  and  since  then,  up  to  the  zation  funds  necessary  to  compensate  for  actual  wear  of 
present,  the  sum  set  aside  for  depreciation  and  renewals  physical  property  and  for  the  diminution  in  length  of  the 
has  been  10  per  cent  of  the  gross  earnings.  Because  of  the  franchise  term,  the  policy  has  been  to  set  aside  for  reserves 
need  of  rebuilding  track  and  replacing  worn-out  equipment  at  first  such  amounts  as  it  was  considered  the  property 
it  was  not  expected  that  the  funds  set  aside  for  deprecia-  could  bear,  with  the  intention  of  increasing,  both  absolutely 
tion  would  accumulate  as  a  reserve,  and  in  fact  for  several  and  relatively,  the  amounts  so  reserved  as  the  earning  power 
years     the    expenditures     for    renewals     and     replacements  became  greater. 

greatly  exceeded  the  amounts  specified  for  this  purpose,  and  In  this  connection  may  be  noted  what  has  been  done  by 
in  1900  the  "Depreciation  Reserve"  showed  on  the  wrong  two  other  companies  of  which  Mr.  Beggs  is  president.  The 
side  of  the  ledger.  Milwaukee  Light  Heat  &  Traction  Company,  which  is  a  sub- 
In  1898,  a  year  after  the  policy  of  providing  for  depre-  sidiary  of  The  Milwaukee  Electric  Railway  &  Light  Com- 
ciation  was  adopted,  there  was  also  set  up  an  "Amortization  pany,  began  to  provide  for  depreciation  by  setting  aside  5 
Reserve"  to  provide  for  the  redemption  of  the  capital  when  per  cent  of  gross  earnings  in  1903;  in  1904,  the  amount  was 
the  franchises  should  expire,  which  would  then  have  been,  6  per  cent;  in  1905,  it  was  7  per  cent;  in  1906,  it  was  8  per 
on  the  average,  in  1924.  The  company  was  granted  a  new  cent,  and  for  the  current  year  will  be  9  per  cent  of  the  gross 
franchise,  effective  January  2.  1900,  consolidating  and  rx-  earnings.  Similarly  the  Wisconsin  Traction  Light  Heat  & 
tending  the  old  grants  until  December  31,  1934.  Tin'  "Amor  Power  Company,  of  Applelon.  Wis.,  a  reorganization  and  con- 
ization  Reserve"  at   the  end  of  1900  amounted   to   $360,000  solldation  of  a  number  of  properties  effected   In    1900    began 


.'520 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  10. 


wiili  i he  current   year  to  set  aside  5  per  cent  of  gross  earn- 
ings for  depreciation. 


NEW    ENGLAND    STREET    RAILWAY    CLUB. 


The  February  meeting  of  the  New  England  Street  Rail- 
way Club  was  held  at  the  American  House.  Boston,  on  the 
evening  of  February  28,  1907,  Vice-President  Reynolds  being 
in  the  chair.  The  speaker  of  the  evening  was  Professor  A.  S. 
Richey  of  the  Worcester  Polytechnic  Institute,  his  subject 
being  "Electric  Car  Testing."  An  abstract  of  his  paper 
follows : 

Car  equipment  tests  ordinarily  are  divisible  into  tests 
of  the  apparatus  before  assembly  on  a  car  and  tests  under 
complete  or  partial  service  conditions.  The  manufacturers' 
tests  usually  are  for  the  purpose  of  determining  the  efficiency 
and  relative  data,  and  in  the  case  of  motors  also  may  in- 
clude tests  of  equipment  under  constant  load  for  the  deter- 
mination of  the  heating  rate  and  consequently  the  capacity 
of  the  motor.  These  stationary  indoor  or  floor  tests  cannot 
of  themselves  give  a  true  knowledge  of  the  later  performance 
of  the  same  motor  in  actual  service  unless  made  with  the 
proper  allowance  for  the  difference  in  fixed  conditions  com- 
pared with  variable  service  conditions.  The  main  differences 
arise  from  the  variations  in.  the  load  and  voltage  on  the 
motors  and  the  better  ventilation  secured  in  actual  service. 
Flywheels  have  been  used  in  manufacturers'  stand  tests  to 
imitate  the  inertia  of  the  car,  the  brakes  furnishing  an  imi- 
tation of  the  train  resistance,  including  curve  and  grade  re- 
sistance. The  value  of  these  tests  depends  upon  the  proper 
assuming  of  train  resistances  and  ventilating  conditions; 
these  assumptions  should  have,  therefore,  for  their  bases, 
tests  that  have  been  made  on  cars  under  actual  operating  con- 
ditions, or  "car  tests"  in  place  of  "motor  tests."  It  is  to  such 
tests,  made  under  actual  operating  conditions,  that  these 
notes  mainly  will  be  confined. 

Such  car  tests  may  be  made  to  determine  the  proper 
constants  for  use  in  applying  motor-test  results,  or  to  deter- 
mine certain  data  pertaining  to  the  particular  stretch  of 
track,  shape,  size  and  weight  of  the  car  or  train  under  con- 
sideration. They  may  be  to  determine  the  relative  value  of 
locomotive  train,  multiple-unit  train  or  single-car  operation, 
of  double  or  quadruple  motor  equipments  for  the  particular 
service  in  question,  and  to  determine  rates  of  acceleration, 
coasting  or  braking,  heating  values  or  train  resistance. 

The  temperature  rise  of  the  motors  and  the  train  resist- 
ance at  the  speed  under  consideration  are  the  values  of 
greatest  importance  in  considering  the  adoption  of  a  motor 
equipment  for  any  given  line.  Professor  Richey  next  dis- 
cussed the  usefulness  of  speed-time-current-distance  curves 
and  indicated  the  methods  of  plotting  them.  They  enable 
the  engineer  to  predict  the  speed  and  current  consumption 
at  any  point  on  the  line,  to  determine  the  service  capacity 
of  motor  equipments  for  given  schedules  and  the  correspond- 
ing power  consumption.  Motor  tractive  effort  is  usually 
obtained  from  the  characteristic  curves  of  the  manufacturers. 

The  resistance  of  the  track  bears  a  pretty  well-defined 
relation  to  the  grade  and  curvature.  Though  the  grade-re- 
sistance factor  has  been  found  constant  and  repeated  tests 
have  shown  consistent  results  for  the  curve-resistance  factor, 
train  resistance  is  a  more  or  less  uncertain  matter  unless 
backed  by  experience  or  tests  with  the  particular  class  of 
equipment  under  consideration.  It  varies  with  the  size, 
shape,  weight  and  number  of  cars  comprising  the  train  as 
well  as  the  speed.  It  varies,  not  directly  as  the  speed,  but 
as  some  power  of  the  speed,  the  exponent  of  this  quantity- 
being  not  greater  than  2  and  probably  varying  with  the  size, 
weight  and  shape  of  the  train  and  perhaps  with  the  speed. 
A  formula  has  not  been  definitely  deduced  which  can  be 
applied  to  all  cases  as  yet,  and  therein  lies  one  of  the  uses 
of  car  testing — to  determine  the  values  of  train  resistance 
for  a  particular  class  of  equipment  under  consideration,  that 
they  may  be  used  in  plotting  speed-time-distance  curves,  <50 
useful  in  solving  many  if  not  most  of  the  problems  of  elec- 
tric railway  design. 

The  current  time  curves,  giving  the  variations  in  the 
input  to  the  motors,  may  be  used  to  determine  the  service 
capacity  of  the  latter  if  the  heating  characteristic  of  the 
motor  under  like  conditions  be  known ;  otherwise,  it  also  may 
be  necessary  to  resort  to  the  car  test  in  order  to  determine 
this.  Car  tests  also  are  made  to  determine  the  relative 
efficiency  or  operating  costs  of  various  parts  of  the  car  equip- 
ment, such  as  controlling  or  braking  apparatus,  brakeshoes, 
wheels  of  various  materials,  trolley  apparatus,  different  de- 
signs  of  trucks,   springs,   etc. 

Reference   was   made   to   the    test    tracks   maintained   by 


the  large  manufacturing  companies,  the  Berlin-Zossen  tests 
and  the  extensive  tests  of  the  electric  railway  test  commis- 
sion in  connection  with  the  St.  Louis  exposition. 

In  tests  where  motor  performances  and  train  resistance 
are  to  be  studied,  it  is  usual  to  provide  instruments  show- 
ing values  of  voltage,  current  and  speed.  Speed  values  gen- 
t-rally are  obtained  by  measuring  the  voltage  of  a  small 
magneto-generator,  belted  or  geared  to  the  car  axle,  its  volt- 
age, of  course,  varying  with  the  speed.  All  these  values  are 
read  or  recorded  simultaneously  at  short  intervals  of  time, 
plotting  these  values  against  time,  as  ordinates:  or  auto- 
graphic or  semi-autographic  instruments  are  provided  which 
plot  curves  showing  the  desired  values  on  a  strip  of  paper 
moved  under  the  instrument  pens  at  a  constant  rate  of 
speed.  Recording  wattmeters  also  are  generally  provided; 
the  rise  in  temperature  of  the  motors  is  measured  by  both 
thermometer  and  resistance  methods,  and  the  time  of  pass- 
ing certain  landmarks  and  the  beginning  and  end  of  grades 
and  curves,  where  possible,  also  is  recorded. 

Professor  Richey  referred  to  the  extensive  tests  made  in 
1902  on  the  interurban  lines  of  the  Union  Traction  Com- 
pany of  Indiana  by  the  Westinghouse  company  and  the  elec- 
trical engineering  department  of  Purdue  University.  The 
tests  were  made  by  the  electric  company  in  order  to  secure 
general  data  on  the  performance  and  requirements  of  motors 
for  such  service;  by  the  Purdue  men  as  thesis  work  and  by 
the  railway  company  to  secure  information  on  train  resist- 
ance and  motor  performance  for  use  in  specifying  motors  for 
a  100-mile  extension  then  contemplated,  and  also  to  aid  in  a 
decision  as  to  the  adoption  of  two  or  four-motor  equipments 
for  that  extension.  Professor  Richey  emphasized  the  im- 
portance of  using  autographic  instruments  but  stated  that  a 
perfectly  satisfactory  recording  instrument  capable  of  work- 
ing accurately  on  a  moving  car  has  not  yet  been  attained 
although  approaches  are  being  made  to  it  from  several 
directions. 

A  description  of  the  semi-autographic  apparatus  devised 
by  Mr.  John  D.  Keiley  and  as  used  by'  the  Interborough 
Rapid  Transit  Company  of  New  York,  the  Brooklyn  Rapid 
Transit  Company,  the  Boston  Elevated  Railway  Company 
and  others,  was  then  given.  The  striking  feature  of  this 
apparatus  is  the  arrangement  made  to  follow  the  various 
instrument  needles'  motions  and  record  the  movements  on 
paper.  This  is  done  by  a  centralized  disc  over  each  instru- 
ment, which  is  connected  with  a  pen  bearing  on  the  moving 
strip  of  record  paper,  the  disc  being  moved  by  a  handle  as 
the  observer  follows  the  variations  in  the  needle.  Typical 
records  and  lantern  slides  of  its  equipment  were  shown  with 
reference  to  the  wattmeters  for  integrating  the  total  power 
consumption  of  the  car,  the  square  root  of  the  mean  square 
of  the  current  per  motor,  energy  consumption  of  multiple- 
unit  control  apparatus,  air  compressor,  motor,  etc.  The  use 
of  the  location  marker  pencil,  operated  by  a  magnet  and  push- 
button system  also  was  described.  Special  tests  made  by 
the  students  of  the  Worcester  Polytechnic  Institute  were 
described  and  the  methods  of  checking  speed  and  distance 
records  by  calculating  the  area  underneath  speed-time  curves, 
the  comparison  of  total  current  curves  and  current  per  motor 
curves,  were  taken  up.  The  calculation  of  train  resistance 
was  briefly  touched  upon. 

One  of  the  most  interesting  features  of  the  paper  was  a 
description  of  the  development  of  the  plans  for  testing  elec- 
tric car  equipment  in  the  new  electrical  engineering  labora- 
tory of  the  Worcester  Polytechnic  Institute,  now  nearly  com- 
pleted. A  special  car  for  tests  will  be  a  part  of  this  equip- 
ment. The  car  body,  which  is  being  built  by  the  Cincin- 
nati Car  Company,  is  40  feet  in  length  and  externally  closely 
resembles  the  interurban  cars  of  the  day  with  baggage  com- 
partment, although  the  interior  will  be  devoid  of  the  usual 
car  furniture,  leaving  all  space  clear  for  the  apparatus  and 
observers.  The  car  will  be  carried  by  Baldwin  M.  C.  B. 
trucks  and  equipped  with  four  G.  E.-80  motors,  K-28  control 
and  General  Electric  straight  airbrakes.  All  of  the  car  wir- 
ing will  be  done  from  a   slate  panel-board  inside  the  car  so 


March  9,  1907. 


ELECTRIC     RAILWAY     REVIEW 


•421 


that  the  instruments  may  be  included  in  any  portion  of  the 
circuit  desired.  The  car  is  being  equipped  for  the  purpose 
of  offering  the  greatest  facilities  for  instruction,  experiments 
and  tests  of  all  kinds  in  electric  car  equipment. 

The  laboratory  also  will  be  equipped  with  a  car-testing 
stand.  A  concrete  foundation  at  the  bottom  of  the  pit,  having 
I-beams  embedded  in  it,  serves  as  a  bedplate  for  the  apparatus. 
Four  bearing  stands  are  provided  which  may  be  moved  along 
the  I-beams  and  fastened  to  them  at  any  point  suiting  the 
wheel  and  truck-base  of  any  car.  Each  bearing  stand  car- 
ries a  shaft  upon  which  is  mounted  a  pair  of  supporting 
wheels,  the  periphery  of  which  is  the  shape  of  a  standard 
T-rail,  the  two  wheels  being  mounted  on  the  shaft  just  track- 
gauge  distances  apart.  The  shafts  also  carry  flywheels  built 
up  of  various  thicknesses  of  boiler  plate,  so  that  the  weight 
easily  may  be  changed  over  a  wide  range.  There  also  is 
mounted  on  each  shaft  a  G.  E.-57  motor  arranged  as  a  sepa- 
rately excited  generator.  A  traveling  crane  serves  the  test- 
ing stand  and  the  balance  of  the  laboratory. 

A  car  may  be  run  over  the  stand  and  let  down  upon  the 
supporting  wheels,  each  pair  of  carwheels  resting  upon  a 
corresponding  pair  of  supporting  wheels.  The  car  is  kept 
from  moving  endwise  by  being  fastened  at  one  end  to  an 
anchor  post.  If  the  car  is  started  it  will,  as  a  whole  and 
relative  to  the  building,  stand  still,  but  its  motors  and  wheels 
will  revolve,  and  with  them  the  supporting  wheels.  This  mo- 
tion will  be  retarded  by  the  inertia  of  the  steel-plate  fly- 
wheels, which  can  be  built  up  to  imitate  correctly  the  inertia 
of  the  car  itself  if  it  were  moving  on  a  stationary  track.  The 
train  and  grade  resistance  are  imitated  by  loading  the  G.  E.- 
ST motors  acting  as  generators  and  these  can  be  varied  at 
will.  As  the  four  generator  armatures  are  in  parallel  and 
their  fields  separately  excited  in  series  with  one  another, 
they  also  act  to  keep  the  speed  of  the  four  supporting  shafts 
uniform  with  each  other  at  all  times.  Any  car  on  the  stand 
thus  can  be  operated  with  the  same  energy  consumption  as 
in  regular  service  conditions,  and  the  drawbar  pull  at  any 
speed  and  current  can  be  measured  with  a  traction  dynamom- 
eter. This  test  stand,  upon  which  either  the  institute's'  car 
or  one  from  any  outside  road  may  be  operated,  will  afford 
opportunity  for  instruction  and  tests  not  available  anywhere 
else.  Two  complete  systems  of  multiple-'unit  control.  General 
Electric  and  Westinghouse,  will  be  mounted  in  operative  con- 
ditions at  the  side  of  the  testing  stand,  and  either  they  or  the 
K-28  control  of  the  car  itself  can  be  connected  to  the  panel- 
board  of  the  institute  car.  Westinghouse,  General  Electric 
and  National  airbrakes  can  also  be  operated  upon  the  test 
stand. 


SINGLEPHASE,   11,0C0-VOLT    LINE    IN    COLORADO. 


E.    H.    Gary   on    Steel    Situation. 


E.  H.  Gary,  chairman  of  the  board  of  directors  of  the 
United  States  Steel  Corporation,  when  asked  for  his  opinion 
as  to  the  state  of  the  steel  trade,  said : 

"The  steel  situation  is  sound  from  every  standpoint.  The 
United  States  Steel  Corporation  is  booking  more  new  busi- 
ness than  at  this  time  last  year.  New  orders,  in  fact,  are 
running  about  6,000  tons  a  day  in  excess  of  what  they  were 
a  year  ago.  Unfilled  business  shows  little  change  as  com- 
pared with  the  tonnage  reported  on  December  31,  1906.  There 
has  been  a  slight  falling  off  in  orders,  as  compared  with  the 
unusually  heavy  bookings  in  the  last  quarter  of  last  year, 
but  new  business  is  equal  to  the  capacity  of  our  mills.  At 
this  time  of  the  year  there  is  generally  a  falling  off  in  the 
demand  from  railroad  companies.  We  only  wish  we  had 
more  capacity  in  order  to  meet  the  requirements  of  con- 
sumers more  promptly." 


A  franchise  has  been  applied  for  at  Geneva,  Switzerland, 
i"  build  a  railway  from  Zermatt  to  the  summit  of  the  Mat- 
ternorn.  The  project  includes  a  cog  and  ratchet  road  from 
the  Viege-Zermalt  station  to  the  Lac  Noir,  2,508  meters.  The 
entire  system  is  to  hi-  operated  by  electricity.  It  is  esti- 
mated that  it  will  require  four  years  to  complete  the  road 
and    that    it    will   cost    $2,000,000, 


As  announced  in  the  Electric  Railway  Review  for  Feb- 
ruary 16,  page  221,  construction  work  is  now  in  progress  on 
the  new  lines  of  the  Denver  &  Interurban  Railway  Company. 
It  will  be  remembered  that  this  company  will  build  16  miles 
of  new  track  on  the  right  of  way  of  the  Colorado  &  Southern 
from  Globeville,  a  suburb  of  Denver,  to  Louisville  Junction. 
From  the  latter  point  to  Boulder  the  two  existing  tracks  of 
the  Colorado  &  Southern  will  be  equipped  for  electrical  ope- 
ration. 

A  large  quantity  of  earthwork  will  be  necessary  in  grad- 
ing for  the  new  track,  but  it  is  expected  to  construct  a  track 
over  which  trains  of  three  multiple-unit  cars  each  may  be 
run  at  60  miles  per  hour.  The  rails  for  the  new  track  weigh 
85  pounds  per  yard  and  slag  will  be  used  for  ballast. 

Power  for  the  operation  of  the  new  line  will  be  pur- 
chased from  the  Northern  Colorado  Power  Company,  which 
is  now  completing  a  10,000-kilowatt  capacity  turbine  station 
at  Lafayette,  Colo.,  about  four  miles  distant  from  the  mid- 
point of  the  new  line.  Single-phase  current  at  11,000  volts 
pressure  will  be  fed  direct  to  the  No.  0000  grooved  trolley 
wires  at  Louisville  Junction.  At  this  pressure  no  transmis- 
sion lines  other  than  the  trolley  wires  will  be  necessary, 
neither  will  there  be  required  any  transformer  stations.  The 
trolley  wire  will  be  hung  from  a  catenary  messenger  sup- 
ported by  brackets  and  wooden  poles.  The  height  of  the 
wire  above  the  track  will  be  22  feet  and  the  poles  will  be 
set  8  feet  from  the  nearest  rail.  This  location  of  the  poles 
and  the  use  of  a  comparatively  short  bracket  arm  will  place 
the  trolley  wire  at  one  side  of  the  track,  and  over  a  line  be- 
tween the  rail  and  the  end  of  the  ties  nearest  the  poles. 

Current  will  be  taken  from  the  wire  with  two  bow  or 
pantagraph  collectors  mounted  on  opposite  sides  of  the  car 
so  that  one  will  be  available  for  operation  in  each  direction. 

The  company  is  now  making  preliminary  designs  for 
new  high-speed  interurban  cars.  The  new  equipments  will 
weigh  about  46  tons  each  and  will  be  operated  by  four  125- 
horsepower  single-phase  motors.  The  car  bodies  will  be  of 
the  steam-coach  type,  both  straight  passenger  and  combina- 
tion, 55  feet  long  over  all  and  10  feet  wide  over  all.  The 
combination  cars  will  have  baggage  compartments  8  feet 
long  and  both  types  will  have  forward  cabs  5  feet  long.  The 
straight  passenger  cars  will  seat  64  passengers. 

The  Denver  &  Interurban  Railway  Company  is  also  build- 
ing a  street  car  system  in  Ft.  Collins,  Colo.  The  new  work 
here  includes  the  construction  of  six  miles  of  city  track,  the 
erection  of  the  necessary  shops  and  operating  buildings  and 
the  erection  and  installation  of  a  600-kiIowatt  rotary  current 
substation.  The  local  system  will  be  operated  by  550-volt 
current  from  this  substation,  power  being  purchased  from  the 
Northern   Colorado  Power  Company. 

For  use  on  the  Ft.  Collins  lines  the  company  has  placed 
an   order  for  eight  semi-convertible  cars  with   the   Woebber 
Brothers  Carriage  Works,  Denver.     These  cars  are  to  be  40 
feet  long  over  all,  equipped  with  four  40-horsepower  motors 
have  vestibuled  platforms,  seating  capacity  of  40  passengers, 


The  Indiana  Columbus  &  Eastern  Traction  Company  is 
preparing  to  let  contracts  for  the  building  of  the  London  cut- 
off and  other  improvements  on  the  Columbus  and  Spring- 
Meld  division.  The  cutoff  will  be  a  single  track  five  miles 
long  between  Lafayette  and  Summerford  in  Madison  county, 
()..  and  will  shorten  the  line  between  Columbus  and  Spring- 
field about  seven  miles.  Other  improvements  that  are  to  be 
made  include  the  increasing  of  the  capacity  of  the  substation 
ii  Brighton  near  Springfield,  the  installation  of  a  portable 
substation  on  the  Columbus  end  of  the  division,  and  the 
renewing  of  the  track  by  ballasting  and  replacing  about  20,000 
ties.  Passenger  stations  will  also  be  erected  at  Lafayette 
and   Summerford. 


322 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  Xo.  10. 


OPERATION    AND   CONSTRUCTION   OF   THE    ELGIN    & 
BELVIDERE    RAILWAY. 


BY     R.     II.     RICK. 


The  formal  opening  on  February  2,  1907,  of  the  Inter- 
urban  line  between  Elgin  and  Belvidere,  111.,  brought  into 
the  electric  railway  field  a  high-speed  line  that  has  excep- 
tional opportunities  for  developing  a  rapidly  increasing 
ihrough  traffic  in  the  territory  served  by  it  and  by  the  lines 


The  operating  office  of  the  Elgin  &  Belvidere  Electric 
Company  is  at  Marengo,  111.  The  building  occupied  by  the 
company  is  located  at  the  intersection  of  the  two  main 
streets  of  the  town  and  provides  a  waiting  room,  ticket 
office,  freight  room,  trainmen's  quarters  and  superintendent's 
office.  The  substations  at  Gilberts,  Union  and  Garden  Prairie 
contain  passenger,  freight  and  baggage  rooms.  At  Elgin  and 
at  Belvidere  waiting  stations  are  jointly  maintained  by  the 
Elgin  &  Belvidere  Electric  Company  and  the  connecting  rail- 


Elgin   &   Belvidere   Electric  Company — Plan   of  Combination   Car. 


with  which  it  connects.  This  new  line  is  the  property  of  the 
Elgin  &  Belvidere  Electric  Company  and  extends  from  Elgin 
in  a  northwesterly  direction  to  Belvidere,  a  distance  of  36.5 
miles. 

Route    and   Connections. 

The  road  connects  at  Elgin  with  the  Aurora  Elgin  &  Chi- 
cago Railway  (the  third  rail  to  Chicago),  also  with  the 
trolley  line  operated  by  the  same  company  extending  to 
Aurora  and  connecting  with  other  roads  to  points  beyond. 
At  Belvidere  connection  is  made  with  the  Rockford  &  Inter- 
urban  Railway  operating  west  from  Rockford  to  Freeport. 
From   Rockford,  the  Rockford    Beloit    &  Janesville   Railroad 


way  companies  with  which  it  has  a  mutual  working  agreement. 
The  Belvidere  terminal  is  shown  in  one  of  the  accompanying 
illustrations.  The  schedules  have  been  arranged  so  as  to  give 
patrons  close  connections  with  all  trains  running  east,  west 
or  north.  By  this  arrangement  what  is  practically  a  through 
service  from  points  north  and  west  of  Belvidere  to  Chicago 
and  all  points  on  the  Aurora  Elgin  &  Chicago  Railway  is 
obtained. 

The  running  time  between  Elgin  and  Belvidere  is  now 
one  hour  and  forty-five  minutes,  but  as  soon  as  the  track  has 
settled,  the  time  will  be  reduced  to  one  and  one-half  hours. 
An  hourly  schedule  is  maintained  in  both  directions.     Regu- 


Elgin   &   Belvidere   Electric   Company — Belvidere  Terminal,   Showing    Elgin  &   Belvidere  and   Rockford   &   Interurban   Cars. 


operates  a  line  north  which  will  afford  a  direct  route  to 
Madison  when  extended.  A  short  extension  from  Marengo 
may  possibly  be  built  northward  to  Harvard,  thus  making 
connections  with  the  Chicago  Harvard  &  Geneva  Lake  Rail- 
way, affording  transportation  to  Geneva  Lake  from  Chicago 
and  intermediate  points. 

The  region  through  which  the  Elgin  &  Belvidere  Railway 
and  its  immediate  connections  pass  is  a  well  settled  and 
prosperous  community  and  offers  opportunities  for  a  large 
passenger   and    freight   traffic. 


lar  agency  stations  are  maintained  at  Elgin,  Gilberts,  Hunt- 
ley, Union,  Marengo,  Garden  Prairie  and  Belvidere.  Stops 
are  regularly  made  at  these  stations  and  upon  signal  cars 
will  pick  up  passengers  at  any  of  the  principal  highway  cross- 
ings along  the  line.  Limited  trains  will  later  be  added  to  the 
service. 

The  regular  meeting  points  for  cars  are  at  Almora,  3% 
miles  from  Elgin,  Smith's  Siding,  17  miles  from  Elgin,  and 
Thome's  Siding,  27.4  miles  from  Elgin.  In  addition  to  these 
regular    meeting    points    sidings    are     provided    at    Gilberts, 


March  9,  1907. 


ELECTRIC     RAILWAY     REVIEW 


32:3 


Marks,   Huntley,  Coyne,   Marengo,  Garden  Prairie  and  Camp 
Epworth. 

The  Stromberg-Carlson  telephone  system  is  used  for  dis- 
patching trains.  The  main  switchboard  is  located  in  the 
ticket  office  at  Marengo  and  telephone  booths  are  main- 
tained at  each  of  the  agency  stations.  Jack-boxes  are  con- 
veniently located  on  poles  every  2,000  feet  along  the  line 
and  as  each  car  is  equipped  with  a  portable  box  telephone, 
the   trainmen  can,  in  case  of  trouble,  quickly  get  into  com- 


nel  is  43  feet  long  and  has  a  width  of  14  feet  and  a  clear 
height  above  the  top  of  the  track  rails  of  20  feet.  The  sides 
of  the  tunnel  spread  out  into  wing  walls  at  the  ends.  The 
trolley  is  supported  from  mine  hangers  fastened  to  the  under 
side  of  a  wooden  trough.  The  telephone  lines  and  trolley 
feeders  are  carried  through  the  subway  on  brackets  set  into 
the  side  walls  near  the  roof,  while  the  high-tension  lines 
are  taken  over  the  track  and  telegraph  lines  of  the  railroad 
company.     The  transmission   line  wires  are  mounted  on   60- 


~/?/GH7 or rtHt l/vf 


ftmarr  MmjjK^ jd*-?CutK. 


Elgin  &  Belvidere  Electric  Company — Plan  of  Car  House  and  Yards. 


munication  with  the  dispatcher.  The  standard  interurban 
train  order  system,  as  recommended  by  the  committee  of  the 
American  Street  and  Interurban  Railway  Association,  has 
been  adopted. 

Track  and  Overhead   Construction. 

The   railway   is    built   on   private    right   of    way    except 

through  the  towns.    Excessive  grades  and  short  radius  curves 

have  been  avoided.      The  longest  tangent,    7  miles  long,    is 

just  west  of  Marengo.     There  are  also  many  shorter  stretches 


foot  poles  set  50  feet  center  to  center.  Protection  is  afforded 
by  a  guard  net  placed  25  feet  above  the  railroad  tracks. 
Standard  overhead  equipment  furnished  by  Porter  &  Berg 
and  the  Ohio  Brass  Company  has  been  used  throughout.  The 
copper  wire  was  furnished  by  the  American  Steel  &  Wire 
Company. 

A  bridge  over  the  Kishwaukee  river  is  one  of  the  inter- 
esting points  in  the  roadbed  construction.  It  is  of  the  ribbed 
concrete-steel    type,    having    four    arches    each    S~M>    feet    in 


« 


S 


■BRHBBB: 


Elgin    &    Belvidere    Electric    Company — Kishwaukee    Bridge. 


of  straight  track  that  will  figure  prominently  in  running 
trains  on  a  fast  schedule.  There  are  no  grade  crossings 
with  railroads  and  the  number  of  highway  and  farm  cross- 
ings is  not  large.  The  line  passes  under  the  Chicago  &  North- 
western and  the  Chicago   Milwaukee  &  St.   Paul  railroads. 

The   subway   under   the   Chicago   Milwaukee   &    St.   Paul 
Railway   near  Almora  is  of  concrete  construction.     The  tun- 


length,  and  a  solid  concrete  floor  with  12-inch  concrete 
stringers  for  retaining  the  ballast  under  the  track.  The 
approaches  are  built  up  on  pile  bents  filled  in  with  earth. 
Details  of  the  methods  employed  in  building  this  bridge  were 
given  in  an  article  in  the  Electric  Railway  Review  of  August, 
1906,  in  which  many  details  of  the  track  and  overhead  con- 
st ruction  were  described. 


324 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  10. 


Power  is  purchased  from  the  Aurora  Elgin  &  Chicago 
Railway  and  is  transmitted  from  its  Clintonville  substation, 
across  the  country  and  around  Elgin  to  the  right  of  way  of 
the  Elgin-Belvidere  line.  The  current  is  three-phase,  25- 
rycle  at  26,400  volts,  which  is  stepped  down  and  distributed 
from  rotary-converter  substations  at  Gilberts,  I'nion.  anil 
Garden  Prairie,  approximately  lo  miles  apart.  The  three 
buildings  are  practically  alike  In  construction  and  were  de- 
scribed  in  the  article  previously  mentioned,  in  which  a   ver- 


line  conductors  are  separated  by  brick  barriers.  The  main 
high-tension  lines  pass  out  of  the  building  in  a  manner  sim- 
ilar to  the  incoming  lines,  the  arrangement  virtually  making 
a  loop  of  the  high-tension  lines  into  the  building. 

The  local  lines,  which  are  tapped  off  from  the  main  con- 
ductors in  the  barriers,  pass  through  lightning  arresters, 
choke  coils  and  oil  disconnecting   switches. 

The  lightning  arresters  are  of  General  Electric  26.400- 
volt,    three-phase,    multiplex    type    and    the    oil-cooled    choke 


Elgin    <£.    Belvidere    Electric    Company — Interior    View   of    Passenger 

Car. 


Elgin    &    Belvidere   Electric   Company — Substation    at    Union,    lit. 


tical  section  illustrates  numerous  features.  A  foundation 
plan  of  the  substations  at  Union  and  Garden  Prairie  is  pre- 
sented herewith  and  illustrates  some  features  not  shown  in 
the    vertical    section. 

The  main  portion  of  each  substation  is  29  feet  3  inches 
by  30  feet  5  inches  and  in  the  rear  is  an  extension  11  feet 
8  inches  by  25  feet  7  inches,  extending  16  feet  above  the 
ceiling  of  the  main  portion  of  the  building.  This  tower  re- 
ceives  the    incoming   high-tension    lines   on    a    rack    fastened 


coils  are  also  of  General  Electric  manufacture.  The  three 
transformers,  which  are  delta  connected  on  both  the  primary 
and  secondary  sides,  are  each  of  110  kilowatts  capacity  and 
step  down  the  voltage  from  26,400  to  370  volts.  The  three 
transformers  feed  into  an  alternating-current  rotary  panel  of 
the  switchboard  which  is  thoroughly  equipped  to  control  the 
rotary. 

The  three-phase.  25-cycle,  rotary  converters  are  of  300 
kilowatts  capacity,  designed  for  370  volts  on  the  alternat- 
ing-current   end.     The   direct-current   voltage  is   600,  the  cur- 


Elgin  &   Belvidere  Electric  Company — Typical   Cut. 

outside  the  front  wall  of  the  building,  the  wires  being  carried 
over  a  parapet  wall  on  two  45-foot  poles  located  opposite  the 
front  of  the  building.  All  wires  are  supported  by  Locke 
No.  606  high-tension  strain  insulators.  The  wires  enter  the 
building  through  porcelain  tubes  mounted  inside  of  three 
concentric  fiber  insulator  tubes  and  pass  through  lightning 
arresters  and  oil  disconnecting  switches.     Beyond  these  the 


Elgin  &   Belvidere   Electric  Company — 7-Mile   Tangent   West  of   Ma- 
rengo,   III. 

rent  being  fed  into  a  direct-current  switchboard  containing 
two  feeder  panels  of  1,200  amperes  capacity  serving  the 
trolley  line.  The  feeder  panels  are  equipped  with  a  1.200- 
ampere  General  Electric  C.  P.  circuit  breaker,  a  1,500-ampere 
T.  F.  T.  ammeter  with  shunt,  and  a  1.500-ampere  single-pole 
single-throw   quick-break   main   switch.     All   of  the  electrical 


March  9,  1907. 


ELECTRIC     RAILWAY     REVIEW 


325 


equipment,  including  the  rotary  converters,  switchboards, 
transformers,  oil  switches,  choke  coils  and  instruments,  was 
furnished  by  the  General  Electric  Company  and  consists  of 
their  standard  type  of  apparatus  designed  for  this  work.  At 
present  one  rotary  converter  only  is  installed  in  each  station. 
The  space  left  for  additional  equipment  is  shown  in  the  ac- 
companying ground  plan  of  the  substations.  The  location 
of  the  conductors  connecting  the  various  pieces  of  apparatus 
may  also  be   seen. 

All  wiring  is  done  in   3-inch  tile  ducts  imbedded  in  the 
concrete  floor  as  shown  by  the  section  along  BB. 

Rolling    Stock. 
The  passenger  cars  used  on  the  line  are  of  the  Pullman 
■double-truck    single-ended    vestibule    type    manufactured    by 


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'Elgin    &    Belvidere    Electric   Company — Section    Through    High-Ten- 
sion   Ducts. 


the  St.  Louis  Car  Company.  An  exterior  view  is  shown  in 
the  illustration  of  the  Belvidere  terminal.  The  cars  have 
an  overall  length  of  47  feet  1  inch,  a  width  over  sheathing  of 
8  feet  6  inches  and  a  height  of  9  feet  4  inches  from  the  under 
side  of  the  sills  to  the  top  of  the  roof,  which  is  of  the  mon- 
itor  deck  construction  over  the   entire  body. 

The  interior  of  the  car  is  divided  into  two  compart- 
ments, the  main  portion  being  in  accordance  with  standard 
interurban  practice,  having  transverse  rattan  seats  of  the 
walkover  pattern.  The  interior  finish  is  of  dark  mahogany 
with  a  ceiling  decorated  in  green  and  gold  and  finished  with 
hronze    metal    fittings.      The    arrangement    of     the     smoking 


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IP 


Elgin   &    Belvidere    Electric   Company — Section   Through    Concrete 
Track  Pits. 

compartment  is  somewhat  out  of  the  ordinary.  The  motor- 
man's  cab  is  located  at  the  forward  end  on  the  right  side, 
as  shown  In  the  detail  plan.  This  allows  the  left  side  for 
the  use  of  passengers,  affording  an  unobstructed  view  from 
the  transverse  seats.  Back  of  the  motorman's  cab  is  a  slid- 
ing baggage  door.  By  dropping  the  three  longitudinal  fold- 
ing slat  seats,  ample  space  for  baggage  is  provided  when 
necessary.  Heating  Is  secured  by  a  Peter  Smith  No.  2  mag- 
azine coil  heater,  located  in  the  smoking  compartment.     A 


speaking  tube  is  provided  to  afford  communication  between 
the  motorman's  cab  and  the  rear  vestibule. 

While  the  car  is  intended  to  run  forward  under  normal 
conditions,  a  controller  and  air  equipment  has  been  pro- 
vided in  the  rear  vestibule  to  allow  backward  running  if 
necessary.  Two  trolley  poles  are  also  provided  to  facili- 
tate running  under  such  conditions.  The  trolley  harps  and 
wheels  were  supplied  by  the  General  Electric  Company.  The 
motor  equipment,  furnished  by  the  same  company,  consists 
of  four  74-horsepower  motors,  with  parallel  controllers,  and 
all  necessary  auxiliary  devices.  The  total  weight  of  these 
motors  is  about  15,000  pounds. 

The  interior  lighting  is  furnished  by  25  incandescent 
lamps  and  an  arc  headlight  is  fitted  at  the  forward  end.  All 
ihe  wiring  is  placed  in  concealed  iron  conduit. 

The  car  is  equipped  with  a  truck  pilot  on  the  forward 
end   which   is   so  arranged    as   to   permit    of   two   cars   being 


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Elgi 


n    &    Belvidere    Electric    Company — Plan    of    Rotary-Converter 
Station. 


coupled  head  on.     The  total  weight  of  the  car  with  its  equip- 
ment is   32   tons. 

The  baggage  and  express  cars  used  on  the  line  have 
double  trucks  and  are  45  feet  long  over  all  and  S  feet  6 
inches  wide.  These  cars  are  made  to  conform  in  general 
exterior  appearance  to  the  passenger  cars.  They  are  equipped 
with  four  G.  E.  65-horsepower  motors  and  straight  airbrake 
equipment,  being  intended  to  run  at  a  maximum  speed  of  30 
miles  per  hour. 

Car    House   and    Shops. 

The  car  house  and  repair  shops  are  located  just  outside 
of  Marengo.  The  main  building,  91  feet  by  105  feet  in  area, 
is  of  brick,  concrete  and  steel  and  is  divided  longitudinally 
into  two  equal  bays,  one  of  which  is  designed  for  the  car 
repair  work  and  the  other  for  car  storage  purposes.  The 
machine  shop,  which  is  equipped  with  a  lathe,  drill  press 
and  other  tools  essential  in  repairing  cars,  occupies  the  north- 


326 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  10. 


east  corner  of  the  bay  set  aside  for  the  car-repair  work.  The 
structure  is  lighted  by  four  saw-tooth  skylights  which  ex- 
tend the  length  of  the  building.  An  addition  21  by  50  feet 
in  floor  area  has  been  constructed  at  the  northeast  corner  of 
the  main  building.  In  this  portion  are  located  a  boiler  room, 
and  a  coal  and  oil  storage  room.  The  superstructure  of  the 
building  is  of  brick  and  the  roof  of  frame  construction. 

The  Arnold  Company  of  Chicago  had  charge  of  the  en- 
tire engineering  and  construction  work,  which  was  super- 
vised by  George  A.  Damon,  managing  engineer,  George  Wes- 


ELECTRIC   RAILWAY  AFFAIRS  IN   GREAT   BRITAIN. 


■b^££^3g^~~ 


Elgin  &  Belvidere  Electric  Company — Section  Through  Low-Tension 

Ducts. 

ton,  civil  engineer,  E.  N.  Lake,  electrical  engineer,  and  W.  H. 
Rosecrans,  superintendent  of  construction.  The  general  of- 
fices of  the  Elgin  &  Belvidere  Electric  Company  are  at  181 
La  Salle  street,  Chicago,  and  the  operating  offices  are  at 
Marengo,  111.,  as  before  stated. 


UNUSUAL    OPERATING    CONDITIONS    AT    BIRMINGHAM, 

ALA. 


The  city  of  Birmingham,  Ala.,  with  a  population  of  100,- 
000,  and  a  suburban  population  of  nearly  as  many  more,  is 
located  in  an  iron  and  coal  mining  district  which  is  well 
served  by  steam  and  electric  railways  radiating  from  the  cen- 
ter of  the  city.  The  Birmingham  Railway  Light  &  Power 
Company  operates  1^  regularly  scheduled  cars  over  its  lines. 
Under  average  conditions  the  tracks  of  the  steam  railways 
are  crossed  by  an  electric  car  approximately  40,000  times 
daily.  This  is  an  unusual  condition  and  yet  it  has  been 
met  so  successfully,  by  the  operating  department  that  during 
the  year  1906,  when  the  total  number  of  crossings  made 
exceeded  14,500,000,  there  were  but  seven  railroad  crossing 
accidents.  Six  of  this  number  were  so  trivial  that  no  one 
was  injured  and  the  cars  were  repaired  at  a  small  expense. 

In  the  operation  of  cars  within  the  city  a  schedule  speed 
of  about  11  miles  per  hour  is  maintained.  All  railway  cross- 
ings are  flagged  either  by  the  conductor  or  a  regular  flagman, 
and  the  cars  are  required  to  come  to  a  stop  before  a  cross- 
ing is  reached.  During  the  rush  hours  of  the  morning  and 
evening  a  number  of  extra  flagmen  are  stationed  at  the  cross- 
ings on  the  main  lines.  Aside  from  these  provisions  for  the 
safety  of  cars  the  remarkably  good  year's  record  is  due  to 
the  careful  instructions  of  motormen  and  conductors  and  to 
the  thorough  working  of  a  closely  organized  operating  de- 
partment. 

The  organization  of  the  railway  department  consists  of  a 
superintendent,  assistant  superintendent,  superintendent  of 
transportation,    dispatcher   and    12     division    superintendents. 

The  street  railway  traffic  of  Birmingham  varies  some- 
what from  that  of  other  cities  inasmuch  as  the  burden  of 
the  patronage  is  drawn  from  the  suburban  districts.  Less 
than  40  per  cent  of  the  business  done  by  this  railway  is 
drawn  from  inside  the  corporate  limits.  This  condition  is 
partially  due  to  the  many  large  steel  mills  and  iron  and  coal 
mines  located  outside  of  the  city.  The  residence  district 
is  far  removed   from  the  business  center. 

Though  no  suburban  line  is  more  than  13  miles  in  length 
practically  one-half  of  the  company's  125  miles  of  track  has 
been  built  to  serve  the  suburban  towns.  The  suburban  lines 
are:  a  north  line  and  a  south  line  to  Bessemer,  each  13  miles 
long;  a  north  line  and  a  south  line  to  Ensley,  each  7  miles 
long,  and  lines  to  Gates  City,  6%  miles;  East  Lake,  6%  miles; 
North  Birmingham,  4  miles;  Avondale,  5  miles;  Bessemer  to 
Jonesboro,  3  miles;  Tuxedo  to  Wylan,  2  miles,  and  from 
Ensley  to  Wylan,  3  miles. 


(FROM    OUB    LONDON    CORRESPONDENT. ) 

One  of  the  results  of  the  introduction  of  electric  traction 
on  the  underground  railways  in  London  has  been  a  somewhat 
serious  increase  in  the  wear  and  tear  of  the  rails.  Some  state- 
ments of  an  alarming  and  random  nature  have  been  made  on 
this  subject,  and  these  have  led  to  inquiries  as  to  the  effect 
the  extra  maintenance  of  the  permanent  way  is  likely  to  have 
on  the  companies'  expenses.  The  state  of  things  is  by  no 
means  so  bad  as  has  been  represented;  but  that  the  wear 
of  the  rails  is  greater  under  the  altered  conditions  admits  of 
no  doubt,  and  the  matter  is  one  that  is  engaging  the  attention 
of  the  companies  concerned.  The  rails  on  the  lines  in  ques- 
tion have  always  shown  an  abnormally  short  life,  owing  to 
the  frequency  of  the  trains  passing  over  them  and  to  the 
constant  starting  and  stopping  due  to  the  short  distances  be- 
tween the  stations.  This  was  the  case  in  the  days  of  steam 
traction,  and  there  are  various  reasons  to  account  for  the  still 
greater  wear  that  takes  place  under  electrical  conditions.  In 
the  first  place  the  new  rolling  stock  is  differently  constructed, 
and  there  is  a  greater  dead  weight  on  the  axles,  the  wheel- 
base  is  shorter,  and  the  diameter  of  the  wheels  is  less.  Then 
the  electric  trains,  having  a  motor  at  each  end,  are  subject 
in  working  to  both  a  pull  and  a  push,  and  this  has  the  effect, 
especially  on  curves,  of  causing  the  wheels  to  grind  on  the 
side  of  the  rails.  Again,  the  greater  acceleration  of  the  trains 
in  starting  and  the  application  of  the  quick-acting  brakes  in 
stopping  tend  in  the  direction  of  more  wear  and  tear  on  the 
permanent  way.  To  counteract  this  wear  and  tear  various 
experiments  are  being  tried,  the  most  important  being  the 
adoption  of  a  harder  steel  for  the  rails  and  the  more  liberal 
use  of  check-rails  at  curves.  By  the  application  of  these  and 
other  means  it  is  fully  expected  that  after  a  short  experi- 
ence it  will  be  found  that  the  cost  of  maintenance  of  the 
permanent  way  of  the  electrified  lines  will  not  be  materially 
greater  than  it  was  under  the  old  conditions.  On  certain  of 
the  continental  electric  railways,  notably  in  Berlin,  serious 
damage  has  been  caused  to  the  rails  by  the  so-called  "wave- 
like wear,"  under  which,  at  intervals,  varying  from  a  few 
inches  to  a  foot  or  more  in  length,  the  surface  of  the  rail 
becomes  undulated,  or  worn  into  a  series  of  ridges  and  de- 
pressions. The  cause  of  this  singular  phenomenon  has  been 
the  subject  of  much  controversy  among  experts,  and  while  in 
some  cases  it  has  been  ascribed  to  inequalities  in  the  hard- 
ness of  the  rail  metal,  due  to  imperfections  in  the  rolling 
process,  it  has  in  other  instances  been  attributed  to  the  os- 
cillations caused  by  the  motor  and  to  the  absence  of  suitable 
springs.  Observations  made  in  the  vicinity  of  stations  and 
in  parts  of  the  line  where  the  speed  is  normal  have  given 
contradictory  results. 

*         *         * 

In  connection  with  the  electrification  of  the  London, 
Brighton  &  South  Coast  Railway,  which  has  now  been  in  hand 
for  some  months,  and  which  it  is  expected  will  shortly  be  in 
operation  between  Victoria  and  London  bridge  via  Battersea 
park  and  Brixton,  a  new  type  of  passenger  coach  has  been 
designed  by  the  company's  consulting  electrical  engineer, 
which  has  now  been  definitely  adopted  for  the  new  service. 
In  the  new  type  of  carriage  the  side  doors  now  in  use  on  the 
suburban  lines  will  be  retained,  but  communication  with  the 
different  compartments  will  be  afforded  in  that  the  divisions 
between  the  compartments  will  not  be  built  completely  from 
one  side  of  the  coach  to  the  other,  but  will  allow  of  a  space 
of  18  inches  between  the  division  and  one  side. 

This  means  of  communication  will  not  be  in  the  form 
of  a  corridor,  as  there  will  be  no  inner  doors  to  the  com- 
partments such  as  are  in  vogue  on  many  of  the  main  lines. 
It  will,  therefore,  be  possible  for  a  passenger,  once  inside 
the  carriage,  to  enter  any  of  its  compartments.  The  coach 
will  be  divided  by  a  door  in  its  center  in  order  to  separate 


March  9,  1907 


ELECTRIC     RAILWAY     REVIEW 


327 


smoking  compartments  from  the  non-smoking  ones.  For  a 
half  of  the  coach  the  communication  will  be  on  one  side, 
and  on  the  other  side  for  the  other  half,  so  as  to  equalize 
the  convenience  of  the  new  departure  irrespective  of  which 
side  of  the  coach  the  platform  should  happen  to  be.  The 
new  electric  rolling  stock  on  the  Metropolitan  and  District 
railways  contains  but  three  doors  to  a  coach,  two  of  which 
are  intended  for  entry  and  one  for  exit,  but  as  most  people 
who  use  these  railways  are  aware  the  doors  are  generally 
used  indiscriminately,  frequently  with  inconvenience  to  the 
passengers.  The  same  objection  applies  to  the  carriages  in 
use  on  the  various  "tube"  railways,  where  there  are  but 
two  doors  to  a  coach.  The  new  type  of  carriage  adopted  by 
the  London,  Brighton  &  South  Coast  Railway  will,  it  is  con- 
fidently anticipated,  greatly  obviate  these  disadvantages,  as 
there  will  be  seven  doors  on  either  side  of  the  coach,  and  the 
expenditure  in  space  will  be  less  than  in  the  instances  cited, 
as  a  coach  of  seven  compartments  will  have  seating  accom- 
modations for  70  passengers.  With  this  system  a  passenger 
will  be  enabled  to  search  for  a  seat  after  he  is  in  the  car- 
riage, instead  of  having  to  do  so  before  he  enters  it,  as  is 
at  present  the  case  on  the  suburban  lines;  this,  in  addition 
to  the  increased  convenience  afforded  to  the  passengers,  will 
render  possible  a  great  saving  of  time  in  the  train's  stop- 
pages. It  is  intended  to  furnish  these  new  coaches  with  four 
10-candle  power  lamps  in  each  compartment,  which  should 
result  in  an  additional  improvement.  It  is  worthy  of  note 
that  this  railway  is  the  first  of  the  existing  London  railways 
to  undertake  the  electrification  of  its  suburban  lines.  Should 
the  portion  now  being  converted  prove  to  be  financially  suc- 
cessful it  is  contemplated  to  extend  the  system,  which  is 
high  tension  overhead,  to  the  Crystal  Palace,  to  Croydon,  and 
to  Sutton,  and  in  that  event  the  electrification  of  the  whole 
line  to  Brighton  may  ultimately  be  undertaken. 

*  *         * 

A  system  that  is  not  much  known  in  the  south  of  Eng- 
land is  the  Wirral  Railway,  a  line,  however,  of  great  impor- 
tance in  the  Liverpool  district.  The  railway  connects  Liver- 
pool and  the  Birkenhead  docks  with  seaside  and  residen- 
tial resorts,  such  as  New  Brighton,  Hoylake  and  West  Kirby, 
and  two  new  stations  are  to  be  erected  immediately  on  the 
New  Brighton  branch.  New  coaches,  to  be  run  as  single-car 
trains  at  such  times  of  the  day  when  a  frequent  service  of 
heavy  trains  would  be  unremunerative,  have  been  built  for 
this  service.  The  Wirral  Railway  has  several  claims  to  par- 
ticular interest.  One  is  that  it  was  incorporated  under  its 
present  title  by  a  certificate  from  the  Board  of  Trade  under 
the  powers  given  by  the  Railway  Construction  Facilities  Acts, 
and  another  is  that  sections  of  the  railway  are  now  owned  by 
the  Great  Central.  This  is  one  of  the  few  instances  where 
portions  of  a  railway  still  enjoying  separate  ownership  have 
been  absorbed  by  another  company.  Of  wider  interest  is 
the  fact  that  the  company  has  powers  to  electrify  the  line, 
although  advantage  has  not  yet  been  taken  of  them.  The 
remarkable  development  of  railway  electrification  in  the 
Liverpool  district  seems  to  render  the  conversion  of  such 
local  ;ines  a^'  are  still  steam-operated  a  matter  of  course.  In 
this  connection  it  is  worthy  of  note  that  the  route  mileage 
of  electric  lines  in  the  district  is  already  over  35  miles,  whilst 
the  through  running  arrangements  in  force  materially  increase 
the  value  of  the  converted  systems. 

*  »         » 

With  the  beginning  of  the  new  year  the  District  Rail- 
way put  in  operation  a  further  instalment  of  the  increases 
in  its  train  service  made  possible  by  electrification.  With 
the  old  steam  service  the  maximum  capacity  of  the  line  was 
18  trains  an  hour,  and  this  was  given  only  during  the  rush 
hours.  By  the  increased  service  now  inaugurated  the  maxi- 
mum capacity  has  been  raised  to  24,  equal  to  a  train  each  way 
every  2%  minutes,  and  during  thi  of  the  day  a 

3-minute  service,  or  20   trains   an   hour,  is  maintained.     The 


increases  that  have  been  introduced  are  certain  to  be  popular, 
as  they  very  greatly  improve  the  facilities  of  such  important 
residential  districts  as  Richmond,  Ealing  and  Wimbledon.  The 
simplicity  with  which  increases  of  this  nature  can  be  adopted 
on  a  busy  system  is  oue  of  the  most  striking  object  lessons 
afforded  until  now  of  the  flexibility  and  adaptability  of  an 
automatic-signaled  electric  railway.  It  is  generally  recog- 
nized that  automatic  signaling  is  more  than  a  perfected 
mechanical  device  and  a  safety  factor.  It  forms  one  of  the 
most  effective  means  of  increasing  receipts.  This  is  accom- 
plished by  its  vast  possibilities  in  increasing  the  possible 
train  service  without  additional  capital  expenditure. 


FINDING  OF  THE  CORONER'S  JURY  ON  THE   NEW  YORK 
CENTRAL    WRECK. 


The  examination  of  witnesses  before  the  coroner's  jury 
and  the  state  railroad  commission  to  determine  the  cause  of 
the  wreck  on  the  electrjfied  lines  of  the  New  York  Central 
at  Woodlawn  on  February  16,  was  continued  on  February  27 
and  28  and  on  March  1,  2  and  4.  Vice-President  W.  J.  Wilgus, 
who  had  supervision  of  all  the  construction  work  in  the 
electric  zone,  testified  before  the  state  railroad  commission 
as  to  the  organization  of  the  expert  commission  appointed  to 
supervise  and  direct  the  installation  of  the  new  electric  sys- 
tem and  as  to  the  tests  of  the  new  locomotives.  The  witness 
said  the  maximum  speed  attempted  during  the  trial  tests  was 
57  miles  an  hour  while  75  miles  an  hour  was  the  speed  for 
which  the  locomotives  were  designed.  During  the  tests  there 
was  a  slight  spreading  of  the  gauge  of  the  track  at  one 
point,  but  the  rails  were  not  displaced.  Subsequent  to  the 
official  test  the  witness  drove  a  locomotive  over  the  line  at 
the  rate  of  83  miles  an  hour.  Mr.  Wilgus  stated  that  safety 
was  the  first  aim  of  the  committee  in  the  installation  of  the 
system  and  that  the  line  had  been  turned  over  by  him  in 
good  condition  for  operation.  The  actual  running  of  trains 
came  under  the  direction  of  the  operating  department. 

Mr.  Wilgus  followed  Mr.  Newman  before  the  coroner's 
jury  with  somewhat  similar  testimony.  After  hearing  Mr. 
Wilgus  the  state  railroad  commission  called  to  the  stand 
A.  H.  Smith,  general  manager.  Mr.  Smith  told  the  condition 
of  the  track  at  the  curve  just  prior  to  the  accident  and  of 
the  daily  inspection  of  the  track  on  the  Harlem  division.  Mr. 
Smith  said  that  only  in  special  instances  was  he  in  charge  of 
laying  original  tracks;  that  the  roadway  was  in  safe  condi- 
tion for  the  operating  of  steam  trains  and  that  when  the 
new  locomotives  were  received  his  men  were  instructed  to 
take  them  out  and  handle  them  roughly  with  a  view  to  test- 
ing both  engines  and  other  equipment.  He  did  not  think  the 
operating  department  should  be  held  responsible  for  a  fail- 
ure to  reconstruct  the  roadbed  if  that  was  necessary.  The 
testimony  of  Mr.  Smith  had  the  effect  of  appearing  to  place 
the  responsibility  upon  the  electrical  commission.  Mr.  Smith 
stated  that  since  the  wreck  the  rails  on  the  curve  had  been 
double-spiked,    to   make    assurance   doubly    sure. 

The  final  hearing  before  the  coroner  was  held  on  March 
4  and  the  witnesses  were  Professor  Lovell  of  Columbia  Uni- 
versity, Prof.  George  F.  Swain  of  the  Massachusetts  Insti- 
tute of  Technology,  Vice-President  Wilgus,  General  Manager 
Smith  and  General  Superintendent  McCormack.  After  a  de- 
liberation of  40  minutes  the  jury  returned  its  verdict.  After 
reciting  the  death  of  23  persons  and  the  circumstances  of  the 
wreck,   the  verdict  said: 

We  find  that  the  derailment  was  caused  by  a  portion  of  the 
track  consisting  of  one  of  its  easterly  rails  being  forced  out  of  its 
proper  position. 

That  said  rail  was  forced  out  of  Its  proper  position  by  the  im- 
pact upon  It  of  the  above  mentioned  Brewster  express  train. 

That  said  train,  made  up  as  it  was  shown  to  have  been,  was 
running  at  a  speed  in  excess  of  what  has  proven  to  be  safe  for 
such  a  train  on  a  track  laid  at  the  existing  curvature  at  this  point, 
the  rails  of  which  were  fastened  on  in  the  way  they  have  proven 
to  have  been  fastened,  and  the  superelevation,  such  as  It  was 
proven  to  have  been,  of  four  and  one-half  inches. 

That  the  running  of  said  train  at  an  unsafe  speed  over  said 
track   exerted   sufficient   lateral   pressure  on    the   outr-r  or  easterly 


328 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  10. 


rail  to  cut  oft  or  shear  the  heads  of  the  spikes  holding  said  rails 
to  the  ties,  thus  permitting  the  displacement  and  the  resultant 
accident. 

Our  conclusion  is  that  the  New  York  Central  &  Hudson  River 
Railroad  Company  did  not  take  safe  and  proper  precautions  to 
guard  its  passengers  at  this  point,  and  consequently  were  culpably 
negligent,  and  that  the  responsibility  for  the  existing  conditions 
seems  to  be  divided  between  the  construction  and  the  operating 
departments. 

We  recommend  that  the  New  York  Central  &  Hudson  River 
Railroad  Company  be  compelled  to  reinforce  the  fastenings  of  the 
outer  rails  on  all  curves  of  their  lines  constructed  as  the  one  in 
question  was  proved  to  have  been  constructed  by  the  addition  of 
spikes,  rail  braces  or  increased  superelevation,  as  from  the  testi- 
mony given  we  feel  that  unless  such  precautions  are  taken  other 
accidents  may  be  expected. 

We  further  recommend  that  until  the  above  strengthening  is 
completed  over  the  curves  not  so  reinforced  the  New  York  Cen- 
tral and  other  lines  be  required  to  lower  their  speed  on  such  curves 
to  so-called  equilibrium  speed,  or  one  that  is  absolutely  safe  to 
protect  the  lives  of  the  passengers  and  employes,  and  that  instruc- 
tions to  this  effect  be  given  to  those  in  charge  of  trains. 

Owing  to  the  lack  of  information  of  the  employes  and  the 
representatives  of  the  New  York  Central  to  determine  with  exact- 
ness the  speed  of  the  electric  train,  we  recommend  that  the  com- 
pany be  compelled  to  install  such  instruments  or  make  such  tests 
to  determine  the  speed  under  varying  conditions  as  will  enable  the 
motorman  to  know  with  reasonable  exactness  the  speed  at  which 
trains  are  traveling.  This  information  is  to  cover  speed  at  the 
three  different  positions  of  the  controller  lever,  should  be  properly 
tabulated  and  hung  in  a  conspicuous  place  in  the  cab. 

After  the  foreman  of  the  jury  had  reported  the  verdict 
the  coroner  asked  if  the  jury  found  any  one  person  responsi- 
ble, to  which  the  foreman  replied  that  the  verdict  was  as 
he  had  given  it.  The  coroner  then  said  that  under  the  cir- 
cumstances he  would  hold  the  directors  of  the  New  York 
Central  and  President  Newman  to  the  action  of  the  grand 
jury.  They  were  paroled  in  custody  of  counsel.  On  the  fol- 
lowing day  the  assistant  district  attorney  asked  that  the 
court,  in  lieu  of  issuing  warrants  for  the  arrest  of  the  presi- 
dent and  directors  of  the  company,  certify  to  the  grand  jury 
that  there  is  sufficient  cause  to  believe  that  the  New  York 
Central  is  guilty  of  the  crime  of  manslaughter  in  the  second 
degree.    This  motion  was  granted. 

An  order  has  been  issued  limiting  the  speed  of  all  trains 
in  the  electric  zone  to  45  miles  an  hour  on  straight  track 
and  35  miles  on  curves. 


SPECIAL  CABS    FOR   CHICAGO  &   MILWAUKEE  CARS. 


BY    I).   C.    1IINSTORFF. 


AUTOMOBILE     EMERGENCY    STATION. 


Some  interesting  changes  are  being  made  by  the  Chi- 
cago &  Milwaukee  Electric  Railway  Company  in  the  re- 
construction of  the  vestibules  on  10  cars  which  were  re- 
ceived   from    the    shops    of    the    Jewett    Car    Company    last 


Several  years  ago  the  Birmingham  (Ala.)  Railway  Light 
&  Power  Company  established  an  emergency  station  near  the 
center  of  the  city  of  Birmingham,  where  supplies  for  all 
emergency  repairs  for  the  railway,  electric  and  gas  properties 
are  stored.  Experienced  workmen  are  also  kept  at  the  sta- 
tion in  readiness  to  respond  to  alarms  of  fire  or  emergencies 
of  any  nature.  A  description  of  this  unique  system  appeared 
in  the  Street  Railway  Review  of  April,  1903,  page  211. 

At  the  time  the  description  referred  to  was  published 
horses  were  used  exclusively  in  hauling  emergency  wagons, 
but  since  that  time  the  company  has  purchased  six  Pope- 
Waverly  electric  trucks  and  two  gasoline  runabout  automo- 
biles for  the  use  of  the  emergency  department.  These  auto- 
mobiles are  kept  in  readiness  night  and  day  to  respond  at  a 
moment's  notice  to  any  alarm  that  may  be  sent  in.  In  addi- 
tion to  these  there  are  provided  at  the  station  two  line  cars, 
three  emergency  trolley  wagons  and  22  light  draft  wagons. 
The  latter  are  used  in  hauling  stores  from  one  department  to 
another  and  in  delivering  supplies  to  points  about  the  city 
where  new  work  is  in  progress  or  where  repairs  are  being 
made.  A  stable  for  the  horses  used  in  hauling  the  wagon  is 
maintained  near  the  station. 

When  trouble  arises  on  any  of  the  company's  properties  one 
of  the  emergency  wagons  and  a  crew  of  reserve  workmen  are 
hastened  to  the  scene.  So  successful  has  the  emergency  sta- 
tion proven  it  is  now  planned  to  build  a  new  and  more  com- 
modious station  to  replace  the  one  now  in  use. 


Special   Cabs   for   Chicago   &   Milwaukee   Cars — Plan   View. 

spring.  The  reason  for  making  these  changes  is  partly  to 
have  all  the  cars  of  uniform  construction  and  partly  to  gain 
the  advantages  of  the  peculiar  arrangement  of  the  cabs 
which  has  been  adopted  by  this  road. 

Among  the  principal  advantages  offered  by  the  arrange- 
ment are  that  the  motorman  is  enclosed,  thus  preventing 
conversation   with   passengers   which  would  increase  the  lia- 


The  number  of  freight  cars  in  service  in  the  United 
States  in  1905  was  1.692,194,  having  a  combined  capacity  of 
50,765,820  tons. 


Special  Cabs  for  Chicago  &  Milwaukee  Cars — Exterior  View. 

bility  of  accident  as  the  result  of  his  attention  being  de- 
tracted from  the  proper  operation  of  his  car;  and  it  further 
enables  the  motorman  to  watch  the  rear  steps  without  chang- 
ing his  position  at  the  controller,  which  often  saves  consid- 
erable time  as  the  motorman  can  proceed  without  having 
to  wait  for  the  usual  signal  from  the  conductor.  The  re- 
moval of  the  control  apparatus  from  below  the  center  win- 
dow also  gives  the  conductor  free  access  to  the  trolley  rope 


March  9,  1907. 


ELECTRIC    RAILWAY     REVIEW 


329 


when  leading  the  trolley  through  special  overhead  work  or 
in   replacing  it  on   the  wire. 

The  accompanying  plan  view  shows  the  partition  of  the 
cab  in  three  sections  which  are  hinged  together.  One  of 
the  sections  is  anchored  to  the  end  of  the  vestibule  and 
floor  and  the  other  two  sections,  which  are  hinged  to  the 
first,  serve  as  a  door.  When  not  in  use  the  door  folds 
against  the  stationary  section,  thus  taking  very  little  room 
and  giving  the  vestibule  a  neat  and  finished  appearance. 

Single-sash  windows  are  substituted  in  the  vestibule  in 
place  of  the  double-sash  windows  on  each  side  of  the  center 
drop  windows.  This  eliminates  the  cross  strip  and  gives  the 
motorman  a  clear  and  unobstructed  view  ahead.  Another 
interesting  feature  is  the  single  door  on  the- cab  side  of  the 
vestibule  which  is  fitted  with  a  drop  window  allowing  the 
motorman   to   look  out  without  opening  the   door. 

The  illustrations  clearly  show  the  new  doors  which  are 
made  to  resemble  the  folding  doors  which  have  been  re- 
tained on  the  opposite  side  and  end  of  the  car  to  give  the  car 
body  a  more  symmetrical  and  uniform  appearance. 


TRACTION     ORDINANCES     APPROVED     BY     CHICAGO 
REPUBLICANS. 


The  platform  adopted  by  the  republican  convention, 
which  nominated  city  officials  in  Chicago  on  March  2,  urges 
unequivocally  the  approval  by  voters  of  the  Chicago  City 
Railway  and  the  Chicago  Railways  Company  ordinances  at 
the  election  on  April  2.  Fred  A.  Busse,  now  postmaster  of 
Chicago,  was  nominated  for  mayor.  The  attitude  of  the  re- 
publican convention  is  squarely  opposed  to  that  of  the 
democratic  convention,  which,  as  related  in  last  week's  issue 
of  the  Electric  Railway  Review,  renominated  Mayor  Dunne 
on  a  municipal  ownership,  anti-traction  platform. 

The  republican  platform  says  that  immediate  and  radical 
improvement  in  and  extension  of  street  railway  facilities  are 
the  paramount  need  of  Chicago.     The  platform  says: 

With  growing  indignation,  but  patient  firmness,  the  people 
have  endured  totally  inadequate  transportation  service  and  sub- 
mitted to  flagrant  disregard  of  their  convenience  and  comfort  on 
the  part  of  the  traction  companies.  For  10  years  street  car  pat- 
rons have  risked  health  and  life  in  overcrowded,  insanitary  cars, 
and  suffered  injury  to  their  business  and  property  through  lack 
of  sufficient  and  continuous  service,  awaiting  the  time  when  a 
settlement  could  be  made  with  the  companies  that  would  properly 
safeguard   the   interests  of  the  city. 

Such  a  settlement  is  at  last  possible  through  the  adoption  of 
ordinances  in  support  of  which  all  disinterested  and  intelligent  citi- 
zens who  have  the  interests  of  Chicago  at  heart  can  unite  without 
regard  to  differences  of  honest  opinion  as  to  the  public  or  private 
ownership  or  operation   of   municipal   utilities. 

On  February  4,  1907,  the  city  council  passed  two  ordinances, 
subject  to  referendum,  which  have  for  their  purpose  the  immediate 
reconstruction  and  practical  unification  of  the  street  railway  sys- 
tems. They  reserve  to  the  city  the  right  to  purchase  the  lines 
at  an  ascertained  price  at  any  time  on  six  months'  notice,  and  pro- 
vide a  direct  and  speedy  method  of  bringing  about  municipal  own- 
ership. These  ordinances  received  the  votes  of  57  out  of  69  alder- 
men of  both  parties,  representing  every  section  of  the  city.  The 
ordinances  make  practical  and  effective  provision  for  the  immedi- 
ate and  comprehensive  improvement  of  street  railway  facilities 
throughout  the  entire  city,  for  much-needed  extensions  of  lines,  es- 
ly  in  the  outlying  wards,  and  for  a  single  fare  over  all  the 
lines  of  the  four  great  systems  within  the  present  or  future 
limits  of  the  city.  They  give  the  city  control  of  construction, 
equipment  and  extensions,  and  of  the  service  itself.  They  make 
the  city  a  controlling  partner  in  the  enterprise,  not  only  during  the 
period  of  reconstruction  but  of  subsequent  operation.  The  city 
becomes  a  participating  partner  through  provisions  which  limit 
the  annual  profits  of  the  companies  to  a  5  per  cent  interest  return 
and  give  the  city  55  per  cent  of  the  net  receipts,  available  for 
the  purchase  of  the  properties  or  for  an  equivalent  reduction  of 
fares.  The  ordinances  provide  for  imme'diate  construction  of  a  cen- 
tral subway,  and  its  future  extension,  and  for  the  immediate  estab- 
lishment of  21  through  routes,  by  means  of  which  the  central  busi- 
ness district  will  be  extended  and  new  business  centers  established. 

We  believe  these  ordinances  represent  a  great  advance  in  mu- 
nicipal legislation,  and.  if  ratified  by  the  people,  will  settle  In  an 
equitable  and  satisfactory  manner  the  question  which  has  done  so 
much  to  retard  the  city's  growth  and  prosperity.  We  commend 
these  ordinances  to  the  support  of  the  voters  of  Chicago,  and 
pledge  the  republican  party,  if  they  are  adopted  by  the  people, 
t<>  enforce  all  their  terms  and  conditions,  to  the  end  that  the  street 
railways  of  Chicago  shall  I"  operate^  foi  th<  benefit  of  the  people. 
The  Chicago  Real   Estate   Board   and   the   Chicago   Com- 


mercial Association  have  appropriated  $1,000  each  to  aid  the 
work  of  the  Citizens'  Non-Partisan  Traction  Settlement  Asso- 
ciation. That  association  has  passed  a  resolution  stating 
that  its  membership  is  composed  of  men  favoring  municipal 
ownership  as  well  as  those  who  are  opposed  to  it,  but  who 
are  united  in  favor  of  the  adoption  of  the  ordinances,  believ- 
ing that  they  solve  the  traction  question  in  a  prompt  and 
efficacious  way;  and  further  emphasizing  that  the  associa- 
tion is  non-partisan  in  character  and  will  not  enter  into  de- 
bates or  discussions  with  organizations  or  individuals  taking 
a  partisan  position  on  the  traction  question. 

Headquarters  have  been  secured  by  the  association  on 
the  seventeenth  floor  of  the  Heyworth  building,  Madison 
street  and  Wabash  avenue,  and  plans  have  been  made  to 
form  subcommittees  in  each  ward  which  will  act  under  the 
direction  of  the  executive  committee. 

In  an  address  before  the  City  Club  on  March  2,  Walter 
L.  Fisher,  who  drafted  the  traction  ordinances  while  he  was 
Mayor  Dunne's  special  traction  counsel,  explained  the  ordi- 
nances and  advocated   their  passage.     Mr.  Fisher  said: 

The  advocate  of  imme'diate  municipal  ownership  says:  "Pro- 
ceed  at  once  to  have  the  city  acquire  and  operate  the  street  rail- 
ways," But  to  this  the  answer  is  two-fold:  First,  the  city  has 
Tiut  yet  established  its  legal  ability  to  do  so.  and  it  has  not  even 
made  a  faint  Iteginning  to  establish  its  ability  to  finance  the 
measures  by   which  this  must  be  brought  about. 

I  know  tin-  validity  of  the  Mueller  law  and  of  the  $75,000,000 
ordinance  is  directly  involved  in  the  test  case  now  pending  in  the 
supreme  court  of  Illinois,  upon  which  a  decision  can  fairly  be  ex- 
pected during  the  next  few  months.  I  know,  also,  that  it  is  ex- 
tremely probable  the  court  will  sustain  the  validity  both  of  the 
statute  and  of  the  ordinance. 

The  city  has  won  its  main  contention  in  the  99-year  cases, 
but  there  are  a  multiplicity  of  other  questions  which  were  not 
decided  in  that  case  and  upon  which,  in  fact,  the  supreme  court 
expressly  reserved  its  decision.  The  Chicago  City  Railway  Com- 
pany was  not  even  a  party  to  the  case,  and  will  present  new  ques- 
tions to  the  court. 

If  the  supreme  court  of  Illinois  should  sustain  the  Mueller 
law  and  the  case  should  not  be  further  carried  to  the  supreme 
court  of  the  United  States,  it  would  be  possible  for  the  city  to 
institute  condemnation  proceedings  to  acquire  the  tangible  and  in- 
tangible  property  of   the  present   companies. 

But  it  may  safely  be  asserted,  first,  that  the  price  which  the 
city  would  have  to  pay  under  such  proceedings  would  in  no  event 
be  substantially  lower  than  that  fixed  under  the  present  ordi- 
nances, and  that  the  success  of  the  companies  upon  any  one  of  a 
large  number  of  issues  raised  by  them  would  easily  increase  the 
price  many  millions  of  dollars,  and,  second,  that  by  no  possibility 
could  the  property  be  acquired  as  speedily  by  means  of  condemna- 
tion  proceedings   as    under   the    present  ordinances. 

This  leaves  entirely  to  one  side  the  important  question  as  to 
the  ability  of  the  city  to  finance  such  an  enterprise  under  the 
present  municipal  ownership  ordinance,  even  if  it  should  be  sus- 
tained by  the  supreme  court  of  the  state.  It  will  be  conceded,  I 
think,  that  I  have  been  and  am  in  a  position  to  know  what  as- 
surances can  be  given  in  this  connection,  and  that  it  is  violating 
no  confidence  to  state  that  there  has  been  and  there  is  now  no 
arrangement,  either  definitely  or  tentatively,  under  consideration 
for  the  raising  of  $1,000,000  toward  the  purchase  of  these  proper- 
ties by  the  city,  and  that  the  present  city  administration  knows 
no  more  to  what  source  it  cou'd  turn  to  secure  $75,000,000  for  this 
purpose  than   does  any  gentleman   in   this  room. 

There  has  been  no  plan  and  there  is  now  no  plan  which  has 
back  of  it  any  real  assurance  whatever  that  can  be  given  to  the 
people  of  this  community  that  the  city  authorities  can  raise  $75.- 
000.000  or  any  sufficient  portion  of  that  sum  under  the  ordinance 
now  pending  in  the  supreme  court  of  this  state  or  any  similar 
ordinance  under  the  Mueller  law. 

I  do  not  mean  to  state  that  this  money  could  not  be  raised 
under  certain  circumstances  and  conditions  and  with  such  modifica- 
tions in  the  ordinance  as  would  give  to  the  investors  adequate 
security  for  their  money.  I  merely  state  that  no  arrangements 
have  been  made  or  seriously  undertaken  to  raise  this  money  or 
any  part  of  it,  and  that,  in  my  judgment,  there  exists  the  most 
serious  doubt  as  to  the  ability  of  the  city  to  raise  it  under  the 
present  ordinance  and  under  the  political  conditions  which  are 
likely  to  exist  In  this  city  during  the  next  few  years.  Any  as- 
surances or  expressions  of  opinion  to  the  contrary  must  be  placed 
in  the  same  category  with  the  assurances  given  by  Mayor  Dunne 
in   the  last  mayoralty  campaign. 

Alderman  M.  J.  Foreman  criticized  sharply  the  sugges- 
tion of  Mayor  Dunne  that  the  ordinances  should  provide  for 
lower  fares.     He  said: 

Any  step  looking  to  lower  fares  must  mean  either  that  the 
employes  will  suffer  salary  reductions  or  that  the  operation  must 
be  it  a  greatly  reduced  cost.  In  either  case  you  are  bound  to 
have  Inferior  service,  and  service  which  will  be  as  unsatisfactory 
i  II  ever  has  been  before.  Under  the  new  ordinance  through 
routes  and  rides  are  provided  for.  There  will  be  the  south  and 
north  lines  iin'd  south  and  west  lines.     It  will  be  impossible  to  make 


330 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  10. 


operating  expenses  on  those  routes  on  a  3-cent  basis.  Take  the 
proposed  Grand  Crossing-Bowmanville  route  as  an  example.  There 
a  ride  of  14  or  15  miles  will  be  given  the  passenger  for  5  cents. 
The  same  distance  on  a  railroad  would  mean  a  tare  of  40  or  50 
cents.  There  will  be  many  other  through  routes  nearly  as  long, 
and  if  the  companies  were  forced  to  a  3-cent  rate  the  only  way 
they  would  be  able  to  run  their  cars  would  be  by  cutting  expenses 
to  a  3-cent  basis.  If  it  is  taken  out  of  the  men's  salaries,  there 
will  be  more  labor  trouble  than  could  be  straightened  out  in  many 
years;  and  if  it  is  taken  out  of  the  operating  expenses,  the  service 
will  be  abominable. 

COMMUNICATIONS. 


BOOK   TABLE. 


Correct  Controller  Connections. 


To  the  Editors: 

Having  experienced  nearly  every  difficulty  in  connect- 
ing up  G.  E.  K-28  controllers,  I  think  that  I  can  answer  the 
question  put  by  "Seventy-Six"  in  the  Electric  Railway  Re- 
view, February  16.  The  trouble  was  not  in  the  motors  in 
this  instance  but  was  simply  due  to  the  A-2  and  A-4  connec- 
tions in  the  No.  2  controller  being  crossed.  I  believe  that 
if  "Seventy-Six"  will  make  these  changes  his  car  will  cause 

him   no  further  trouble. 

R.    G.    STEWART. 

Memphis,  Tenn.,  February  25,  1906. 


Two-Stage   Feedwater  Heater. 


To  the  Editors: 

As  is  now  well  known,  besides  the  fuel  economy  which 
results  directly  from  the  heat  units  saved  in  heating  feed- 
water  with  exhaust  steam,  there  also  results  an  indirect  sav- 
ing by  increasing  the  life  of  the  boiler.  If  this  is  true,  why 
would  not  a  greater  saving  and  a  longer  life  of  the  boiler 
result  if  the  water  always  entered  the  boiler  at  the  tem- 
perature of  the  steam  ? 

It  is  true  that  certain  of  the  scale-forming  salts  are 
thrown  down  in  an  open  feedwater  heater  using  exhaust 
steam,  but  there  are  also  some  which  require  a  temperature 
of  over  300  degrees  F.,  and  these  will  enter  the  boiler  and 
form  scale  when  the  exhaust  feedwater  heater  is  employed. 
The  formation  of  scale,  'of  course,  not  only  reduces  the  econ- 
omy of  the  boiler  but  reduces  the  life  of  the  tubes  and  shell 
as  well,  owing  to  the  increased  expansion  and  contraction 
and  the  liability  of  the  surfaces  exposed  to  the  fire  being 
burned  and  overheated. 

Now,  to  utilize  the  advantages  of  having  water  enter  the 
boiler  at  the  temperature  of  the  steam  and  still  get  the  bene- 
fit of  the  heat  in  the  exhaust  steam,  why  wouldn't  it  be  a 
good  plan  to  pump  the  water  from  the  exhaust  feedwater 
heater  to  a  second  heater  of  the  tray  type  having  a  live-steam 
connection  to  the  boilers,  thus  giving  the  full  steam  pressure 
and  temperature  in  the  boiler?  This  heater  could  be  located 
15  or  20  feet  above  the  boilers  and  the  water  then  would 
flow  into  the  boilers  by  gravity.  The  water  level  in  the  live 
steam  heater  could  be  regulated  by  a  ball  float. 

By  this  arrangement  all  the  economy  of  the  ordinary 
feedwater  heater  would  be  realized,  and  the  additional  ad- 
vantage of  having  all  the  scale  deposited  where  it  could  easily 
be  removed  and  an  increased  steaming  capacity,  efficiency  and 
longer  life  of  the  boilers  would  result. 

I  hope  you  may  find  space  to  publish  this  in  your  valuable 
journal,  so  that  I  may  get  the  opinion  of  your  readers. 

H.  F.  WATERS. 

Chicago,  ill..  February   23,   1907. 


The  Consolidated  Railway  Company  of  New  Haven, 
Conn.,  has  completed  arrangements  for  installing  a  trolley 
express  service  between  New  Haven,  Meriden  and  Walling- 
ford,  Conn.,  a  distance  of  about  30  miles.  This  district  is 
very  thickly  populated  and  an  express  service  will  prove  a 
great  convenience  to  the  people  along  the  route  as  well  as 
being  a  profitable  enterprise   for  the  company. 


Chicago    Traction.      By    Samuel   Wilbur   Norton.    Ph.    D.      Chicago. 
L907.    Cloth.    210  pp.,  5%  by  S  inches.     Price,  $1.00. 

In  a  prefatory  note  the  author  states  that  the  purpose  in 
preparing  this  volume  was  to  present  facts  pertaining  to  trac- 
tion affairs  in  Chicago  from  a  legislative  and  political  stand- 
point. In  the  main  the  chronological  order  has  been  fol- 
lowed, the  central  theme  being  the  controversy  over  the 
streets  between  the  street  railways  and  Chicago.  While  the 
avowed  intention,  of  the  author  has  been  to  discuss  his  sub- 
ject impartially,  the  dedication  of  his  work  indicates  that  his 
sympathy  has  been  with  those  who  have  opposed  the  trac- 
tion companies  during  the  past  ten  years  when  the  question 
has  been  made  an  issue  in  local  politics.  This  dedication  is 
"To  the  resolute  men  who  withstood  the  aggressions  of  the 
street  railway  companies  and  preserved  the  streets  of  Chi- 
cago for  the  people."  It  might  be  asked  pertinently  whether 
any  agency  could  better  assist  the  people  in  securing  the  use 
of  the  streets  than  an  efficient  street  railway  system.  In 
reviewing  the  ordinance  of  1883  the  author  follows  the  lan- 
gauge  of  the  Harlan  report,  made  in  1898,  and  describes  the 
late  Julius  S.  Grinnell  as  city  attorney  "afterwards  general 
counsel  for  the  Chicago  City  Railway  Company,"  without  men- 
tion of  the  fact  that  Mr.  Grinnell  did  not  become  associated 
with  the  Chicago  City  Railway  Company  until  a  good  many 
years  after  his  opinion  as  to  the  validity  of  the  "99-year  act" 
was  prepared  for  the  city,  and  that  Mr.  Grinnell,  after  leaving 
the  city  attorney's  office,  was  elected  judge  and  served  a 
term  in  the  office.  The  text  of  this  book  will  be  very  useful 
to  one  desiring  to  get  quickly  a  general  history  of  the  con- 
troversy between  the  street  railways  of  Chicago  and  the 
city.  The  adoption  of  the  pending  ordinances  is  discussed, 
but  in  a  way  that  leaves  the  reader  in  doubt  as  to  whether 
the  author  himself  favors  them. 


DIRECTORY    OF    ELECTRIC    RAILWAY    ASSOCIATIONS. 


American  Street  and  Interurban  Railway  Association.  Secre- 
tary, Bernard  V.  Swenson,  60  Wall  street,  New  York. 

American  Street  and  Interurban  Railway  Accountants'  Asso- 
ciation. Secretary,  Elmer  M.  White,  assistant  treasurer  Birming- 
ham Railway  Light  &  Power  Company,   Birmingham,  Ala. 

American  Street  and  Interurban  Railway  Engineering  Associa- 
tion. Secretary,  S.  Walter  Mower,  general  manager  Southwestern 
Traction   Company,  London,  Ont. 

American  Street  and  Interurban  Railway  Claim  Agents'  Asso- 
ciation. Secretary,  B.  B.  Davis,  claim  agent  Columbus  Railway  & 
Light   Company,    Columbus,   O. 

American  Street  and  Interurban  Railway  Manufacturers'  Asso- 
ciation. Secretary,  George  B.  Keegan,  2321  Park  Row  building, 
New  York,   N.  Y. 

Canadian  Street  Railway  Association.  Secretary,  Allan  H. 
Royce,    president   Toronto   Suburban   Railway,   Toronto,   Ont. 

Central  Electric  Railway  Association.  Secretary  W.  F.  Mill- 
holland,  secretary  and  treasurer  Indianapolis  Traction  &  Termi- 
nal Company,  Indianapolis,  Ind. 

Colorado  Electric  Light  Power  &  Railway  Association.  Sec- 
retary, John  F.  Dostal,  Denver  Gas  &  Electric  Company,  Denver, 
Colo. 

Iowa  Street  and  Interurban  Railway  Association.  Secretary,  L. 
D.  Mathes,  general  manager  Union  Electric  Company,  Dubuque,  la. 
Next  meeting,   Clinton,   la.,   April  19   and  20. 

Massachusetts  Street  Railway  Association.  Secretary,  Charles 
S.  Clark,  70  Kilby  street.  Boston,  Mass.  Meetings  held  In  Boston 
on  second  Wednesday  of  each  month,  except  July  and  August. 

Northwestern  Electilcal  Association.  Secretary,  R.  N.  Kimball, 
Kenosha,   Wis.     Annual   meeting,   Milwaukee,   Wis.,   January,   190S. 

New  England  Street  Railway  Club.  Secretary,  John  J.  Lane, 
12  Pearl  street,  Boston,  Mass.  Meetings  held  on  fourth  Thursday 
of   every  month. 

Pennsylvania  Street  Railway  Association.  Secretary,  Charles 
H.  Smith,  superintendent  Lebanon  Valley  Street  Railway,  Leban- 
on, Pa. 

Southwestern  Electrical  &  Gas  Association.  Secretary,  R.  B. 
Stichter.      Annual  meeting,   San  Antonio,    Tex.,   May  14.   15  and   16. 

Street  Railway  Association  of  the  State  of  New  York.  Secre- 
tary, J.  H.  Pardee,  general  manager  Rochester  &  Eastern  Rapid 
Railway.  Canandaigua,  N.  Y. 

Wisconsin  Electric  and  Interurban  Railway  Association.  Sec- 
retary, Clement  C.  Smith,  president  Columbia  Construction  Com- 
pany, Milwaukee,  Wis. 


March  9,  1907. 


ELECTRIC     RAILWAY     REVIEW 


331 


PIPING    AND    POWER    STATION    SYSTEMS— XXXII. 


BT   W.    L.    MORRIS,    M.    E. 


As  shown  in  Figure  257  (12-2),  the  bottom  of  the  dis- 
charge waterway  should  be  slightly  lower  at  the  point  where 
the  thawing-out  pipe  is  run  into  the  intake.  The  mouth  of 
the  discharge  should  be  slightly  higher  than  the  intersec- 
tion marked  "low-point"  to  insure  water  flowing  through 
the  line  at  times  of  low  water.  The  discharge  of  the  thaw- 
ing pipe  should  be  a  sufficient  distance  below  the  water  to 
protect  it  against  freezing.     The  entire  thawing  line  should 


flOiY  OF  5T/?£*rr  ^ 

Figure  257-(l2-2). 

have  not  less  than  five  feet  of  earth  over  it.  In  case  the  water 
is  taken  from  the  cooling  pond  it  would  be  unnecessary  to 
provide  a  thawing  line  to  the  mouth  of  the  intake. 

The  mouth  of  the  discharge  into  the  cooling  pond  should 
be  provided  with  an  oil  or  grease  catcher  to  prevent  grease 
from  getting  into  the  pond.  This  is  necessary  not  only  to 
prevent  the  disfigurement  of  the  banks  and  surface  of  the 
pond,  but  also  to  prevent  the  liability  of  oil  reaching  the 
boilers.  A  simple  grease  catcher  is  shown  in  Figure  258 
(12-3).  This  may  be  constructed  of  wood,  concrete,  brick,  or 
other  desirable  material.  The  discharge  from  this  compart- 
ment is  through  an  opening  located  'as  far  as  possible  below 
the  surface  of  the  water.  The  opening  from  the  grease- 
catching  compartment  is  provided  with  a  valve  and  handle 
for  operating  it.  Inside  of  the  grease-collecting  compart- 
ment is  an  overflow  into  a  trough  which  discharges  into  a 
sewer  or  grease-catching  cistern.     The  grease   is  allowed  to 


pose  of  removing  grease,  but  if  some  such  provision  is  not 
made  the  condition  of  the  pond  at  the  end  of  five  years  or  so 
would  be  unbearable.  It  should  be  remembered  that  all  the 
cylinder  oil  leaving  the  engine  remains  in  the  pond  and  it  is 
very  probable  that  30  or  40  bai-rels  of  cylinder  oil  would  be 
scattered  along  the  banks,  intake,  etc.,  in  this  period  of  time. 
In  reference  to  the  elevated  jet  condenser  discharge,  a 
modification  of  that  shown  in  Figures  253  and  254  can  be 
made  by  placing  the  condenser  bowl  at  the  power  house  and 
instead  of  running  the  tail-pipe  vertically  it  can  be  run  down 
the  bank  in  a  covered  trench,  allowing  ample  means  for  ex- 
pansion and  contraction  as  shown  in  Figure  260  (12-5).  The 
hotwell  in  this  case  would  be  made  considerably  larger.    The 


Figure  259-  (12-4). 


volume  of  the- hotwell  measured  from  the  discharge  opening 
in  the  tail-pipe  to  the  water  level  must  be  greater  than  the 
contents  of  the  entire  tail-pipe  up  to  the  condenser  bowl. 
With  this  arrangement  it  would  be  necessary  to  run  three 
pipes  in  the  trench — the  injection  line,  tail-pipe  and  heater 
supply. 

To  provide  for  the  low-pressure  water  service  in  the 
plant  it  would  be  advisable  to  have  two  small  low-pressure 
pumps  in  addition  to  the  motor-driven  circulating  pump.  It 
would  further  be  advisable  to  have  two  centrifugal  pumps 
attached  to  the  motor  shaft,  one  of  which  should  take  water 
from  the  hotwell  and  the  other  from  the  intake.  This  ar- 
rangement would  require  four  pipe  lines  from  the  screen- 
house  to  the  basement.  This  condenser  system  is  suitable 
only  where  the  proper  elevations  can  be  secured,  the  distance 
from  the  base  of  the  condenser  to  the  water  level  being  ap- 


Figure  258-(l2-3). 


Figure  260-(l2-5). 


accumulate  in  this  compartment  until  the  operator  desires 
to  draw  it  off,  the  latter  process  being  accomplished  by 
opening  the  trap  to  observe  the  overflow,  and  by  closing 
the  valve  sufficiently  to  cause  the  water  level  in  the  com- 
partment to  rise  to  the  skimmer  edge  and  overflow  into  the 
sewer.  An  objection  to  this  skimming  device  is  that  the 
sewer  will  become  clogged  with  the  gum  and  grease  dis- 
charged into  it.  To  avoid  this  difficulty  and  at  the  same 
time  save  the  grease  it  would  be  profitable  to  place  the 
grease  tank  between  the  overflow  and  the  sewer,  as  si 
in  Figure  259  (12-4).  It  may  seem  at.  first  thought  that  the 
arrangements    proposed    are    rathei    elaborate    fur    the    pur 


proximately  34  feet.  In  determining  the  details  of  the  intake 
and  discharge  waterway  and  the  location  of  the  condensers, 
pumps,  etc.,  the  water  requirements  should  also  be  duly  con- 
sidered. These  requirements  are  for  boiler  feed,  general  cold 
water  service  and  fire  protection. 

If  the  power  house  is  to  furnish  fire  protection  for  other 
buildings  as  well,  it  would  be  necessary  to  provide  steam 
pumps  for  this  service,  if  for  no  other  reason  than  to  comply 
with  the  requirements  of  the  board  of  fire  underwriters.  It 
will  be  observed  that  the  plants  shown  in  Figures  253,  254 
and  200  fail  to  provide  suitable  equipment  for  Ibis  servio 
also  will    be  noted   that    those  different  services   requ 


332 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  \To.  10. 


trically-driven  pumps  as  shown,  leaving  only  the  exhaust 
from  the  feed  pumps  for  heating  the  feed  water,  and  a  loss 
of  economy  follows  as  previously  stated  under  this  class 
heading,  "1-2."  To  make  possible  the  use  of  steam-driven 
pumps  it  would  be  necesary  to  locate  the  floor  of  the  pump 
room  so  low  that  the  pump  could  lift  the  water.  This  can  be 
accomplished  as  shown  in  Figure  261   (12-6). 

The  following  pumps  should  be  placed  in  the  pump  room: 
The  condenser,  circulating  water  and  underwriter's  fire  pump, 
hotwell  pump  to  the  heater  and  low-pressure  pump  from  the 
intake.  The  air  pump,  if  employed,  may  be  located  in  the 
room  directly  over  the  pump  room.  The  circulating  and 
boiler-feed  pumps  should  be  of  the  compound  type  with  high 
and  low  pressure  steam  cylinders  to  reduce  the  steam  con- 
sumption and  permit  the  use  of  as  many  steam-driven  auxil- 
iaries as  possible.  The  fire  pump  if  used  regularly  on  the 
low-pressure  service  also  should  be  compounded  with  pro- 
vision for  using  high-pressure  steam  in  both  cylinders  for  the 
fire   service,   or   boiler   feed,   tube-drilling,   etc.     If  there  are 

two  feed  pumps  one  may  be 
used  for  tube-drilling,  etc.,  and 
the  other  pump  may  then  be 
operated  continuously  for  the 
low-pressure  service,  which  is 
very  desirable  if  other  buildings 
are  supplied  with  water.  The 
portion  of  the  low-pressure  sys- 
tem which  must  be  always  oper- 
ated at  low  pressure  may  be  fed 
from  elevated  tanks.  A  valve 
then  should  be  placed  close  to 
the  pump  so  that  in  case  of  fire 
the    pressure    can    immediately 


RECENT  ELECTRIC  RAILWAY  LEGAL  DECISIONS. 


BY   J.   L.  ROSENBERGER,   LL.   B.,  OF   THE  CHICAGO   BAR, 


MM 


Figure  261-(l2-6). 

be  raised  on  the  remaining  pipes  by  closing  this  valve,  thus 
permitting  the  change  from  low  to  high  pressure  without 
stopping  the  pump.  The  tank  will  then  supply  the  low-pres- 
sure system  while  the  pump  is  being  used  for  the  high-pres- 
sure service. 

(To   Be   Continued.) 


The  number  of  cases  prosecuted  in  the  police  and  justice 
courts  of  Columbus,  O.,  by  traction  lines  entering  the  city 
against  persons  accused  of  improper  conduct  on  cars  outside 
of  the  city  are  becoming  much  fewer.  This  is  due  to 
the  vigorous  campaign  against  persons  of  this  character 
who  took  advantage  of  the  lack  of  city  police  jurisdic- 
tion while  on  cars  running  through  the  country.  Rowdyism 
became  so  annoying  to  other  passengers  on  the  cars  that 
radical  measures  had  to  be  taken  to  stop  it.  The  conductors 
were  informed  that  they  had  police  power  and  were  author- 
ized to  use  it  in  all  cases  of  improper  conduct.  This  for  a 
while  kept  traction  officials  busy  in  the  courts,  but  it  soon 
manifested  a  wholesome  effect  on  the  disorderly  element.  The 
Columbus  New  Albany  &  Johnstown  Traction  Company  went 
farther  than  to  instruct  its  conductors  to  make  arrests  and 
kept  private  detectives  on  the  cars  for  several  months. 


Jubob  in  Possession  of  Book  of  Free  Tickets. 
Shepard   v.   Lewiston   Brunswick   &  Bath   Street  Railway.    65 

Atl.  Rep.  20. 

The  supreme  judicial  court  of  Maine  says,  in  the  personal 
injury  case  of  Shepard  v.  Lewiston  Brunswick  &  Bath  Street 
Railway.  65  Atlantic  Reporter,  20,  that  it  cannot  persuade  it- 
self that  the  gift  of  a  "blue  book"  of  free  tickets  on  an  elec- 
tric railroad,  of  trivial  value,  as  a  favor,  not  particularly  to 
the  recipient,  but  rather  to  the  society  of  which  he  was  a 
trustee,  months  before  the  donee  was,  or  could  have  been  ex- 
pected to  be,  drawn  as  a  juror,  should  of  itself  be  regarded  as 
evidence  of  bias  or  prejudice  on  the  part  of  the  juror,  or  as 
raising  a  presumption  that  his  verdict  was  affected  by  im- 
proper influences,  or  that  it  might  have  been  otherwise- 
tainted.  It  is  true,  in  human  experience,  that  almost  all  things 
are  possible,  but  the  possibility  of  bias  under  such  circum- 
stances as  these  seems  so  remote  as  not  to  be  worthy  of  con- 
sideration. 


Right  to  Cross  Steam  Railroad  on  Street  Without  Appro- 
priation Proceedings — That  Road  Under  Construction 
Is  a  Street  Railroad  as  Authorized  Cannot  Be  Ques- 
tioned— Nature  of  "Right  of  Way"  Across  Street — No 
RionT  to  Change  Grade  of  Railroad. 
Pennsylvania  Co.  v.  Lake  Erie,  B.  G.  &  N.  Ry.  (U.  S.  C.  C, 
Ohio),  146  Fed.  Rep.,  446. 

It  appearing  from  the  proof  that  the  defendant  company, 
which  was  authorized  to  construct  a  railroad  operated  by 
electricity  or  other  motive  power,  had  received  from  the 
council  of  the  village  of  Woodville,  Ohio,  authority  to  con- 
struct a  street  railroad  along  Water  street,  which  included 
the  point  where  the  tracks  of  the  complainant  crossed 
that  street,  the  United  States  circuit  court,  in  Ohio. 
thinks  that  there  could  be  no  doubt  that  the  defendant, 
without  resorting  to  appropriation  proceedings,  possessed 
the  right  to  put  in  crossing  frogs  of  the  kind  required  by 
section  2503  of  the  revised  statutes  of  Ohio  of  1906.  More 
than  that,  it  thinks  that  one  would  look  in  vain  for  any  au- 
thority in  the  defendant  to  prosecute  any  proceeding  look- 
ing to  the  appropriation  of  a  right  to  cross  the  tracks  of  a. 
steam  railroad  in  a  municipality,  in  Ohio. 

With  regard  to  the  contention  that  the  defendant  was 
not  a  street  railroad  company,  and  that  the  railroad  which 
it  was  constructing  in  the  village  of  Woodville  was  not  a 
street  railroad,  the  court  says  that  it  does  not  think  this 
question  was  open  to  discussion,  the  council  of  the  village 
of  Woodville,  in  the  manner  provided  by  law,  having  au- 
thorized the  construction  by  the  defendant  company  of  a 
street  railroad  along  Water  street  and  over  a  point  where 
the  complainant's  railroad  crossed  that  street.  This,  it  seems- 
to  the  court,  was  conclusive  upon  the  question  as  to  what 
kind  of  a  railroad  the  defendant  proposed  to  construct. 

Furthermore,  the  court  says  that  the  complainant's  bill 
assumed  the  possession  by  the  complainant  of  a  right  in  the 
street  which  in  law  it  could  not  possess.  The  bill  alleged 
that  the  defendant  was  about  to  enter  upon  the  complainant's 
"right  of  way."  In  the  sense  in  which  this  term  is  used  in 
the  bill,  the  complainant  has  no  right  of  way  in  the  street; 
that  is,  it  has  no  tangible  property  therein.  True,  it  has  in 
strictness  a  right  of  way  across  the  street;  but  this  right 
is  of  an  intangible  nature.  It  has  no  more  substance  than 
the  right  of  way  over  a  street  possessed  by  a  pedestrian.  So- 
that  to  say  that  the  defendant  is  about  to  enter  upon  com- 
plainant's "right  of  way,"  meaning  the  right  of  way  it  pos- 
sesses across  the  street,  is  to  say  that  the  defendant  is 
about  to  do  what  any  and  everybody  has  a  right  to  do  at 
all  times,  subject  only  to  the  movement  of  complainant's 
trains.     What  the  defendant  proposes  to  do  is  to  introduce- 


March  9,  1907. 


ELECTRIC     RAILWAY     REVIEW 


333 


in  the  public  highway,  at  the  point  where  complainant's 
tracks  cross  it,  another  public  use  thereof,  under  authority 
of  the  municipal  legislation  necessary  in  such  cases.  The 
complainant  has  no  property  in  the  street,  and  none  on  it 
except  a  few  ties  and  rails.  The  disturbance  of  these  for 
the  purpose  of  suiting  them  to  the  new  use  to  be  made  of 
the  public  highway  is  necessary,  and  results  in  no  invasion 
of  complainant's  rights.  But  the  right  to  put  in  crossing  frogs 
does  not  carry  with  it  the  right  to  change  the  grade  of  the 
railroad. 


Validity  of  Ordinance  Relating  to  Temperature  and  Over- 
crowding of  Cars,  Etc. — No  Injunction  Against  Prose- 
cutions Thereunder — Companies  Not  Deemed  to  Repre- 
sent a  Class. 
City  of  Chicago  v.  Chicago  City  Railway  Co.  et  al.  (111.),  78 
N.  E.  Rep.  890.    Oct.  23,  1906. 

Section  1958  of  the  Revised  Municipal  Code  of  the  city  of 
Chicago,  as  amended  by  a  city  ordinance  in  1905,  makes  it 
unlawful  to  permit  any  car  to  be  in  use  on  the  public  streets 
unless  an  average  temperature  be  maintained  therein  at  not 
lower  than  50  degrees  Fahrenheit,  a  thermometer  and  copy 
of  this  section  with  invitation  to  report  violations  to  the  com- 
missioner of  public  works  are  put  up  in  the  car,  the  car  is 
reasonably  clean,  disinfected,  and  ventilated  to  be  as  free  as 
practicable  from  foul  or  vitiated  air,  nor  unless  the  track  and 
car  are  in  such  condition  as  to  insure  the  reasonably  safe, 
convenient  and  comfortable  transportation  of  passengers,  nor 
unless  there  shall  be  furnished  a  sufficient  number  of  cars, 
on  each  separate  line,  to  carry  passengers  comfortably  and 
without  overcrowding,  the  same  to  be  run  on  a  proper  and 
reasonable  time  schedule;  nor  unless  each  car,  on  each  sepa- 
rate line,  except  in  case  of  blockade  or  other  unavoidable  in- 
terruption of  traffic,  when  it  once  starts  on  its  trip,  shall  be 
run  to  such  terminus  of  said  line  as  is  designated  on  said  car 
without  switching  back  before  reaching  said  terminus,  if 
there  are  any  passengers  on  said  car  who  desire  to  be  car- 
ried to  such  terminus,  etc.  Section  1959  provides  that  any 
person  or  company  violating  any  of  said  provisions  shall  be 
fined  not  less  than  $25  nor  more  than  $100  for  each  car  oper- 
ated in  violation  of  this  law,  and  each  day  of  the  operation 
of  such  car  shall  be  considered  a  separate  offense. 

The  supreme  court  of  Illinois  says  that  this  ordinance  is 
within  the  power  conferred  upon  the  city  by  the  clause  of 
the  cities  and  villages  act  giving  cities  power  to  regulate  the 
occupation  of  the  complainants.  The  provision  is  also  within 
the  police  power,  but  it  is  of  a  nature  to  directly  affect  the 
business  of  the  defendants.  In  such  a  case  rights  are  involved 
which  may  authorize  interference  by  a  court  of  equity,  al- 
though the  mere  invalidity  of  the  ordinance  affords  no 
ground  for  such  interference.  Litigation  commenced  in  a 
court  of  competent  jurisdiction  should  be  allowed  to  proceed 
to  a  final  conclusion  in  that  court,  and  for  a  court  of  equity 
to  take  jurisdiction  to  decide  a  suit  upon  a  ground  equally 
available  in  a  court  of  law  would  be  obvious  error.  That  is 
especially  true  of  cases  like  this. 

The  ordinance  in  this  case  is  within  the  powers  conferred 
uponthe  city,  and  it  has  for  its  object  the  laudable  purpose 
of  protecting  the  traveling  public  against  discomfort,  annoy- 
ance and  danger.  It  is  designed  to  promote  the  public  com- 
fort, safety  and  health  by  preventing  the  overcrowding  of 
cars,  and  it  should  be  sustained  if  it  is  legally  possible  to  do 
so.  To  grant  an  Injunction  and  prevent  the  prosecution  of 
offenses  against  the  ordinance  during  the  progress  of  a 
chancery  cause  would  be  to  render  the  municipal  authorities 
helpless  in  the  discharge  of  their  public  duties  and  suspend 
their  legislature  functions,  contrary  to  public  policy  and  pub 
lie  interest.  If  a  court  could  take  jurisdiction  of  a  bill  to  de- 
clare an  ordinance  void  because  of  the  numerous  prosecu- 
tions under  it.  a  complainant   would  be  able  to  confer  juris- 


diction by  repeating  his  offense,  and  of  course  that  could  not 
be  so. 

Nor  does  the  court  think  that  two  companies  operating 
in  different  parts  of  the  city  and  furnishing  practically  all  of 
the  railway  service  for  the  city,  with  a  population  of  upwards 
of  2,000,000,  could  be  said  to  represent  a  class  and  on  that 
ground  entitled  to  maintain  a  suit  in  equity  to  settle  the 
question  of  the  validity  of  the  ordinance,  there  being  besides 
them  twelve  other  lines,  which  operated  in  outlying  districts 
and  did  not  own  downtown  terminals,  the  difficulty  there  be- 
ing perhaps  not  so  much  to  prevent  overcrowding  cars  as  to 
fill  them  with  passengers. 


Acts  Giving   Priority  of  Right  to  Use  Old  Roadbed — That 
Capital  Stock  Has  Not  Been  Issued,  Money  Paid  There- 
on, or  Any  Part  of  Road  in  Town  Constructed  Is  Im- 
material— No     Condemnation     isy     Another     Company — 
Right  to  Injunction. 
Fayetteville  Street  Railway  Co.  v.  Aberdeen  &  Rockfish  Rail- 
road Co.  (N.  C.)i  55  S.  E.  Rep.  345.     Oct.  30,  1906. 
The  principal  question  presented  to  the  supreme  court  of 
North  Carolina  in  this  case  was  as  to  which  of  these  two  com- 
panies had  the  better  right   to  appropriate  and  use  the  old 
and  abandoned  roadbed  from  Fayetteville  to  Hope  Mills,  seven, 
miles  distant,  as  its  right  of  way.    It  appeared  that  the  plain- 
tiff, on  August  23,  1906,  after  securing  a  franchise  from  the 
city  of  Fayetteville  to  build  a  street  railway,  obtained  a  street 
railway  charter  for  that  purpose  from  the  secretary  of  state 
under  the  general  corporation  law,  which,  among  other  things, 
authorizes  the  construction  of  branch  lines  to  towns  within 
a  radius  of  50   miles.     On   the  same  day,  after  organization 
under  the  charter  by  electing  directors  and  officers,  a  direct- 
ors' meeting  was  held,  and  by  resolution  the  roadbed  in  ques- 
tion was  formally  adopted  as  the  plaintiff's  permanent  loca- 
tion between  Fayetteville  and  Hope  Mills,  and  direction  given 
to  mark  and  stake  the  line.     On  August  24th  this  was  done 
by  the  agent  of  the  company  appointed  for  the  purpose,  re- 
port was  duly  made  to  the  company,  and  on  August  27th  this 
action  was  likewise,  by  resolution  of  the  directors,  approved 
and  confirmed.     Moreover,  the  plaintiff  avowed  its  good  faith 
and   intention   and  ability   to   go   on  and  condemn  the  right 
of  way  and  construct  its  road  pursuant  to  law. 

The  court  holds  that  the  plaintiff  obtained  the  prior  right 
to  the  use  of  the  roadbed  as  a  part  of  its  right  of  way. 

The  court  says,  too,  that  it  was  contended  that  the  cap- 
ital stock  had  not  been  issued  and  that  no  money  had  been 
paid  thereon,  and  that  the  plaintiff,  incorporated  as  a  street 
railway,  had  built  no  part  of  the  road  as  yet  in  Fayetteville 
or  any  other  town,  but  was  only  proceeding  in  the  country, 
and  on  a  branch  road,  before  the  main  road  was  constructed. 
These  and  all  such  objections,  however,  even  if  valid,  could 
only  be  made  available  by  direct  proceedings  instituted  by 
some  member  of  the  company  for  unwarranted  or  irregular 
procedure  on  the  part  of  the  officers,  or  by  the  state,  for 
abuse  or  non-use  of  its  franchise,  and  were  not  open  to  col- 
lateral investigation  in  a  case  of  the  character  of  this  one, 
which  was  brought  to  enjoin  the  defendant  from  interfering 
with  the  right  of  way  claimed  by  the  plaintiff,  nor  at  the  in- 
stance of  the  defendant.  But  these  objections  were  not  valid. 
Furthermore,  the  court  holds  that  the  plaintiff's  right  to 
the  exclusive  use  of  this  roadbed,  as  against  the  defendant's 
claim  to  appropriate  it  for  its  own  right  of  way  by  condemna- 
tion, was  clear,  and  that  the  plaintiff  was  entitled  to  be  pro- 
tected by  injunction,  there  being  no  express  grant  to  the  de- 
fendant to  condemn  the  plaintiff's  right  of  way  and  no  neces- 
sity for  such  action  being  shown,  while  this  roadbed  was  only 
sufficient,  to  permit   the  laying  of  one  track. 


A    party  of  engineers   will   inspect  the  new   In  rim 
eratiiiK  station  at  Fort  Wayne,  Ind.,  on  March  9,  1907. 


334 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  10. 


News  of  the  Week 


Second  Tube  of  the   New   York   Rapid  Transit  Tunnel   Pierced. 

The  south  tube  of  the  New  York  Rapid  Transit  Commission's 
double-tube  tunnel  being  built  under  the  East  river  from  the  Bat- 
tery on  Manhattan  Island  to  Brooklyn,  was  pierced  on  February 
28.  The  north  tube  was  put  through  about  December  10.  Much 
of  the  work  was  rock  excavation  but  at  the  point  where  the  tubes 
met  the  New  York  Tunnel  Company,  which  had  charge  of  the 
work,  found  it  necessary  to  use  the  shield  method  in  connection 
with  the  freezing  process,  the  latter  being  used  to  prevent  devia- 
tions in  the  alignment  in  the  tunnel  shields  in  the  quicksand  and 
very  soft  material. 

Legislation    Affecting    Electric    Railways. 

Illinois. — Bils  have  been  introduced  in  the  legislature  providing 
for  the  equipment  of  street  cars  with  safety  appliances  and  heating 
apparatus   and    regulating   the   hours  of   employment. 

Minnesota. — A  bill  has  been  introduced  in  the  legislature  to 
authorize  villages  of  3,000  population  or  over  to  grant  franchises  to 
electric   railways  to"  carry  freight. 

Nebraska, — A  bill  is  now  before  the  state  house  of  repre- 
sentatives which  permits  municipal  street  railways  to  own  and 
control  the  stocks,  bonds  and  securities  of  interurban  railways. 
Another  bill  proposes  to  repeal  the  law  which  permits  precincts 
to  vote   bonds    to  aid   interurban   railways. 

Texas. — A  bill  prohibiting  steam  or  electric  railways,  express 
or  other  transportation  companies  from  giving  free  passes  or  ac- 
cepting anything  but  money  for  transportation  has  passed  the 
house  of  representatives. 

Des  Moines,   la.,   Franchise  Case. 

The  attorneys  for  the  city  of  Des  Moines,  la.,  have  filed  objec- 
tions' to  the  form  of  decree  submitted  by  the  attorneys  for  the  Des 
Moines  City  Railway  Company  for  the  signature  of  Judge  McPher- 
son  in  the  injunction  case.  The  objections  to  the  decree  sub- 
mitted by  the  corporations  are  summed  up  in  the  statement  that 
the  attorneys  for  the  street  railway  company  attempt  to  secure  an 
adjudication  on  only  the  Turner  franchise,  while  the  city's  counsel 
claims  that  the  adjudication  extends  over  all  of  the  franchises. 
The  decree  is  also  declared  as  ambiguous  and  not  specific. 

The  decree  filed  by  tne  corporation  for  Judge  McPherson's  sig- 
nature states  that  the  perpetual  feature  of  the  Turner  franchise 
shall  run  without  end  and  that  the  terms  within  the  Turner  fran- 
chise and  the  privileges  therein  stated  are  alone  adjudicated,  but 
the  questions  of  the  other  franchises'  under  which  the  company 
operates  are  still  unadjudicated. 

This,  the  city  claims,  is  unfair  because  the  terms  of  the  other 
franchises  were  pleaded  by  the  corporation  in  arriving  at  the 
adjudication  which  ended  in  the  declaration  of  the  perpetuity  of 
the  Turner  franchise  and  the  securing  of  an  injunction  to  keep 
the  city  solicitor  from  interfering  with  the  rights  of  the  com- 
pany through   the  medium  of  further  litigation. 

Mr.  Shonts  on   New  York   Rapid  Transit. 

Mr.  Theodore  P.  Shonts,  who  on  March  4  assumed  his  duties 
as  president  of  the  lnterborough-Metropolitan  Company,  controlling 
the  elevated,  subway  and  surface  lines  of  Manhattan,  has  made 
the  following  suggestions  in  regard  to  the  improvement  of  service 
conditions: 

"As  far  as  the  surface  roads  are  concerned,  my  observations 
lead  me  to  believe  that  little  can  be  done  to  better  conditions  with- 
out the  intelligent  co-operation  of  the  city  authorities.  In  my 
opinion  it  is  not  that  we  do  not  run  enough  cars  on  the  surface 
lines  to  relieve  as  far  as  it  can  be  relieved  in  certain  hours  the 
congestion  that  confronts  us,  but  rather  that  we  do  not  get  a 
reasonable  use  of  the  facilities  that  we  have  furnished  for  trolley 
transportation.  What  I  mean  is  that  we  do  not  get  a  reasonable 
use  of  the  tracks  we  have  laid  in  some  highways  when  it  is  im- 
portant that  we  should  have  almost  exclusive  right  of  way  for 
our  cars  in  certain  hours  of  the  day.  In  many  of  these  thorough- 
fares trucks  and  other  slow-moving  vehicles  are  allowed  to  take 
their  way  along  the  trolley  tracks,  thus  holding  up  an  immense 
amount  of  traffic  and  making  it  impossible  to  give  anything  like 
a  satisfactory  service.  Much  of  this  heavy  traffic  could,  I  am  sure, 
be  diverted  to  other  streets  in  the  hours  of  congestion  without 
any  great  inconvenience  to  the  drivers,  but  this  cannot  be  done 
without  the  co-operation  of  the  city  authorities. 

"In  view  of  the  city's  rapid  growth  in  population  I  do  not 
think  it  would  be  wise  to  build  any  more  new  lines  of  elevated 
railroads.  I  feel  that  we  must  look  to  subways,  not  piecemeal  sub- 
ways here  and  there,  but  a  comprehensive  system  of  subways  that 
will  provide  for  all   future  increases  in   traffic." 

Trolley   Express   In    Massachusetts. 

The  Boston  &  Worcester  Street  Railway  has  finally  secured 
the  necessary  authority  to  carry  freight  and  express  matter  over 
its  line  from  Boston  to  Worcester.  Mass.,  although  it  has  not  yet 
made  arrangements  for  terminal  facilities.  Every  city  and  town 
on  the  line  has  granted  the  local  permits,  Newton.  Marlboro.  Wel- 
lesley,  Natick,  Framingham,  Westboro,  Shrewsbury.  Northboro, 
Southboro  and  Hudson,  and  the  Massachusetts  railroad  commission 
has  given  its  approval.  Special  cars  are  all  ready  to  handle  the 
traffic  but  the  service  has  not  yet  been  started  for  lack  of  terminal 
arrangements.     President  James  F.   Shaw  says: 

"People  all  along  our  line  are  anxious  for  us  to  take  up  this 
kind   of   business   at   once.     But   it  is   practically   useless   for   us  to 


attempt  to  do  anything  without  some  agreement  with  the  Boston 
Elevated  and  the  Worcester  Consolidated  for  getting  our  express 
cars  in  and  out  of  the  two  cities,  between  the  points  where  our 
own  line  ends  and  the  center  of  the  business  sections,  where  we 
could  have  the  stations  necessary  for  receiving  and  delivering 
freight  and  express  matt  >r.  There  is  not  business  enough  along 
the  line  outside  to  warrant  us  in  beginning  a  freight  and  express 
service  before  we  get  an  entrance  to  the  terminal  cities." 

However  that  there  is  reason  to  believe  that  the  difficulties 
may  be  obviated  is  shown  in  the  following  statement  by  Gen.  W.  A. 
Bancroft,  president  of  the  Boston  Elevated  Railway: 

"Any  representation  that  the  Boston  Elevated  Railway  Com- 
pany looks  with  disfavor  on  a  plan  for  carrying  freight  over  cer- 
tain of  its  lines  is  unwarranted.  On  the  contrary,  the  company 
looks  with  favor  on  the  general  plan,  and  undoubtedly  a  scheme 
can  be  arranged  by  which  freight  can  be  handled  and  terminal 
facilities  provided  without  undue  interference  with  the  transporta- 
tion of  passengers." 

Reorganization  of   Brooklyn   Rapid  Transit  Companies. 

President  E.  W.  Winter  of  the  Brooklyn  Rapid  Transit  Com- 
pany on  March   1   issued   the  following  statement: 

"In  order  that  the  supply  of  electrical  power  and  the  main- 
tenance of  track,  overhead  work  and  structures  of  the  railroads 
embraced  in  the  Brooklyn  Rapid  Transit  system  should  be  under 
a  concentrated  management,  and  therefore  more  economically  ad- 
ministered for  each  of  the  railroad  companies,  those  companies 
have  contracted  with  the  Transit  Development  Company  (which 
already  owns  some  of  the  principal  power  houses  of  the  system) 
to  furnish  power  and  to  take  charge  of  the  maintenance  and  re- 
pair  of  the   railway   properties,    including   their  equipment. 

"The  Transit  Development  Company  is  incorporated  under  the 
business  corporations  Ilw  arid  is  authorized  to  manufacture  and 
sell  power  and  to  do  general  contracting  work.  All  the  stock  of 
this  company  is  owned  by  the  Brooklyn  Rapid  Transit  Company. 

"Inasmuch  as  the  court  of  appeals  in  its  recent  opinion  sus- 
taining the  right  of  the  Brooklyn  Heights  Railroad  Company  to 
charge  a  fare  of  10  cents  to  Coney  Island  has  decided  that  Article 
IV  of  the  railroad  law  relates  only  to  street  surface  railroad  cor- 
porations and  that  different  provisions  of  the  railroad  law  govern 
elevated  railroad  corporations  and  steam  surface  railroad  cor- 
porations, it  has  been  decided  to  hereafter  limit  the  functions  of 
each  railroad  corporation  embraced  in  the  system  to  the  operation 
of  its  own  character  of  railroad.  Under  this  plan  hereafter  the 
Brooklyn  Union  Elevated  Railroad  Company  (an  elevated  railroad 
corporation)  will  operate  the  elevated  railroad,  the  steam  surface 
railroad  corporations  will  operate  railroads'  of  that  character  and 
the  street  surface  railroad  corporation  will  operate  street  surface 
railroads  only.  In  order  to  accomplish  this  reclassification  the 
leases  of  the  Brooklyn  Union  Elevated  Railroad  Company,  the  Sea 
Beach  Railway  Company  and  the  South  Brooklyn  Railway  Company 
to  the  Brooklyn  Heights  Railroad  Company  have  been  terminated 
and  the  lease  of  the  Prospect  Park  &  Coney  Island  Railway  Com- 
pany has  been  assigned  to  the  South  Brooklyn  Railway  Company. 
This  arrangement  will  in  no  way  interfere  with  the  through  opera- 
tion of  trains  and  cars  as  heretofore  wherever  thereby  the  conve- 
nience of  the  public  will  be  subserved." 


Three-Cent  Fare  Bill  Fails  to  Pass  Congress. — The  bill  providing 
for  a  3-cent  fare  on  all  street  railway  lines  in  the  District  of 
Columbia  was  passed  by  the  house  of  representatives  on  March 
2,  but  was  not  considered  in  the  senate. 

Speed  Limit  Ordinance  In  Louisville. — An  ordinance  has  been 
introduced  into  the  Louisville.  Ky.,  city  council  which  makes  it 
unlawful  to  ope.-ate  street  cars  in  the  city  at  a  speed  greater  than 
nine   miles,  per   hour.     The   penalty  is   from   $5   to   $100. 

Street  Railway  Investigation   in  Toronto The  Ontario  Railway 

&  Municipal  Board  is  now  conducting  an  investigation  of  the  ope- 
rating conditions  of  the  Toronto  Railway  Company  with  a  view  to 
determining  how  the  service  may  be  improved  and  overcrowding 
prevented. 

Block  Signal  System  for  Chautauqua  Traction  Company. — The 
Chautauqua  Traction  Company  ot  Jamestown.  N.  T.,  has  recently 
completed  the  installation  of  an  electric  block  system  on  its  entire 
line  from  Jamestown  to  Chautauqua,  N.  Y.  The  first  part  of  the 
line  was   so   equipped  several  months   ago. 

Interurban  Line  Cannot  Enter  Over  City  Tracks  Without 
Franchise. — The  '  supreme  court  of  Illinois  has  given  a  decision 
that  the  Aurora  Elsrin  &  Chicago  Railway  cannot  permit  the 
cars  of  the  Joliet  Plainfield  &  Aurora  Railroad  to  enter  the  city 
of  Aurora  over  its  tracks,  because  the  latter  has  no  franchise 
from   the  city. 

Ogden    Rapid    Transit   Company    Increases   Wages. — The    Ogden 

Rapid  Transit  Company  has  announced  an  increase  in  the  wages 
of  its  employes.  Apprentices  and  beginners  will  receive  20  cents 
an  hour  for  the  first  six  months  and  22>£  cents  for  the  succeed- 
ing eighteen  months.  Regular  conductors'  and  motormen  who 
have  been  in  the  service  of  the  company  for  two  years  will  re- 
ceive 25  cents  an   hour. 

Four-Cent  Fares  Discontinued. — General  Manager  J.  H.  Van 
Brunt  of  the  St.  Joseph  (Mo.)  Railway  Light  Heat  &  Power  Com- 
pany has  announced  that  the  company  will  discontinue  the  sale 
of  4-eent  tickets.  The  company  has  for  years  been  selling  books 
of  100  tickets  for  $4.00.  The  officials  of  the  company  state  that 
the  tickets  were  withdrawn  because  of  a  bill  which  has  been 
favorably  reported  by  both  houses  of  the  state  legislature  which 
would  materially  reduce  the  fare  to  be  charged  on  the  line  to  Lake 
Contrary,     a     resort     owned     by     the     company.       Citizens     of     St. 


March  9,  1907. 


ELECTRIC     RAILWAY     REVIEW 


335 


Joseph  are  now  circulating  a  petition  to  the  legislature  urging  that 
the  bill  be  defeated,  as  being  unfavorable  to  the  best  interests  of 
St.    Joseph. 

Demurrer  by  Metropolitan  Company.  The  Metropolitan  Street 
Railway  Company  of  New  York  City  has  interposed  a  demurrer 
in  the  United  States  circuit  court  to  the  bill  of  complaint  filed  by 
Daniel  W.  Burrows  of  Chicago  asking  that  the  Interborough-Mel- 
ropolitan  merger  be  declared  illegal  and  invalid. 

Willow  Grove  Park. — George  Wyncoop,  Jr.,  superintendent  of 
Willow  Grove  park,  located  on  the  lines  of  the  Philadelphia  Rapid 
Transit  Company  and  owned  by  that  company,  announces  that  the 
park  will  be  opened  on  May  25.  Engagements  have  been  made 
with  Damrosch  and  the  New  York  Symphony  Orchestra.  Arthur 
Pryor's  Band,  Victor  Herbert's  Orchestra  and  Sousa's  Band  to 
furnish  the  musical  entertainments  at  the  park  for  the  coming 
season. 

Guard  Rail  for  New  York  Subway.— A  new  suggestion  has 
been  made  by  W.  T.  Lawrence  for  minimizing  the  disastrous  effects 
of  derailment  on  curves  in  the  New  York  subway.  The  plan  pro- 
posed is  identical  with  that  proposed  by  Mr.  Martin  some  months 
ago.  It  consists  of  a  metal  band  running  along  and  attached  to 
the  supporting  columns  at  about  the  height  of  the  car  windows, 
and  rollers  or  wheels  placed  on  the  side  of  the  car  above  the  win- 
dows, which  would  engage  with  the  band  or  rail,  in  case  of  de- 
railment, and  prevent  the  car  from  striking  the  posts  and  becom- 
ing seriously  damaged. 

Ordinance  for  Increased  Service  in  St.  Paul. — The  board  of 
aldermen  of  St.  Paul,  Minn.,  on  March  5  passed  an  ordinance 
requiring  the  Twin  City  Rapid  Transit  Company  to  increase  its 
service  on  the  principal  lines  of  the  city  by  reducing  the  headway 
in  several  cases  and  by  making  changes  in  routes.  The  ordinance 
is  the  result  of  a  report  submitted  by  a  joint  committee  of  the  two 
branches  of  the  council,  appointed  to  investigate  the  street  railway 
service.  The  report  of  the  committee  stated  that,  after  a  thorough 
investigation  of  the  subject,  it  had  been  found  that  the  cars  used 
by  the  Twin  City  Rapid  Transit  Company  were  excellent,  well 
ventilated,  well  cared  for  and  of  the  highest  type  of  efficiency,  but 
that  the  increase  of  service  had  not  kept  pace  with  the  growth 
of  the  city.  The  committee  reported  that  it  had  deemed  it  best 
not  to  enter  at  the  present  time  into  the  question  of  reduced 
fares,  transfers  or  extensions. 

Ordinance  to  Prevent  Overcrowding  of  Cars. — Mayor  Thompson 
of  Detroit,  Mich.,  has  submitted  to  the  city  council  an  ordinance 
limiting  the  number  of  passengers  to  be  carried  in  a  street  car 
and  making  it  obligatory  on  the  street  railway  company  to  pro- 
vide sufficient  cars.  Section  1  provides  that:  "Every  person,  firm 
or  corporation  operating  cars  upon  the  streets  of  the  city  of  De- 
troit shall,  between  the  hours  of  5  o'clock  a.  m.  and  8:30  o'clock 
a.  m..  and  between  the  house  of  11:30  a.  m.  and  2:00  o'clock  p.  m., 
and  between  the  hours  of  4:30  o'clock  p.  m.  and  6:30  o'clock  p.  fa., 
Sundays  excepted,  provide  a  sufficient  number  of  cars  of  sufficient 
capacity  to  accommodate  and  provide  for  the  transportation  of  pas- 
sengers, so  that  no  car.  in  consequence  of  the  failure  to  so  pro- 
vide, shall  carry  a  greater  number  of  passengers  than  the  seating 
capacity  of  said  car  and  one-half  as  many  more:  Provided,  That  it 
shall  not  be  lawful  for  any  car,  when  it  is  filled  with  passengers 
to  or  in  excess  of  the  number  herein  specified,  to  pass  by  without 
stopping  for  additional  passengers,  or  decline  to  receive  passengers, 
whenever  so  signaled,  unless  another  car  on  said  line  and  follow- 
ing in  its  rear  is  within  a  distance  of  200  feet:  and  Provided  fur- 
ther, That  this  section  shall  not  apply  on  any  line  that  is  main- 
taining, continuously,  during  the  time  herein  named,  a  service 
where  the  cars  are  20  seconds  apart."  The  ordinance  further  re- 
quires that  in  each  car  shall  be  posted  a  notice  giving  the  seating 
capacity  of  the  car.     A  penalty  of  $100  is  fixed  for  each  violation. 

Ordinance  to  Reduce  Noise  and  Accidents. — Corporation  Counsel 
T.  E.  Tarsney  of  Detroit.  Mich.,  has  drafted  an  ordinance  to  be 
submitted  to  the  city  council  requiring  that  "all  street  cars  in  the 
city  shall  be  equipped  with  fenders  and  wheel  guards  and  that  the 
running  gear  of  cars  shall  be  kept  in  a  reasonably  good  condition  of 
repair,"  the  object  being  to  reduce  the  noise  of  the  cars  and  to 
prevent  accidents.  The  combination  fender  and  wheel  guard  is 
described  in   the  ordinance,  which  reads  as  follows: 

"That  all  persons,  associations  or  corporations  now  or  here- 
after owning  or  operating  street  railways  in  the  city  of  Detroit 
shall  equip  each  and  every  car  so  operated  with  wheel  guards,  so 
constructed  that  the  entire  space  between  the  body  of  said  car, 
except  the  space  across  the  rear  of  said  car,  and  a  distance  of 
not  more  than  2V2  inches  from  the  level  of  the  rail,  shall  be  en- 
closed in  a  shield  constructed  of  wood  with  proper  fastenings  of 
Iron  to  attach  said  shield  to  said  car.  The  forward  end  of  said 
shield  shall  be  so  constructed  that  the  sides  thereof  shall  converge 
to  a  point  not  to  exceed  45  degrees,  said  point  to  be  covered  with 
rubber  or  other  substance  to  operate  as  a  cushion  thereon. 

"At  least  30  of  the  cars  operated  upon  said  street  railway 
shall  be  equipped  with  wheel  guards  on  or  before  the  first  of  May, 
1907,  and  all  cars  operated  thereon  shall  be  BO  equipped  on  or  be- 
fore January   1,    190! 

"Each  and  every  street  railway  company  so  operating  cars  in 
the  city  of  Detroit  shall  keep  and  maintain  Its  tracl  and  the 
running  gear  of  its  cars  in  a  reasonably  good  condition  of  r<  pail 
and  adjustment,  and  prevent,  as  far  as  practicable,  noise  and  Bound 
from    the   operation    of  said   cars." 

A  fine  of  lino  I  pn  crlbed  foi  each  violation.  Mr.  Tarsney 
states  that  the  fei  d<  i  one  that  is  used  by  the  Liverpool  Corpora- 
tion Tramways  with  ■  <  :0ni  results,  and  ih.it  the  device  Is  not 
patent'  .1 


Construction  News 


FRANCHISES. 


Asheville,  N.  C. — The  Asheville  Rapid  Transit  Company,  re- 
cently incorporated,  has  secured  a  franchise  to  build  an  electric 
railway  to  Overlook  Park  on  Sunset  mountain,  with  an  extension 
later  to  Weaverville,  about  8  miles  from  Asheville.  It  is  stated 
that  the  company  contemplates  extensive  improvements  at  the 
park  involving  about  $25,000.  Charles  E.  Van  Bibber  of  Holden. 
Mass.,  and  Thomas  E.  Rollins  and  John  P.  Arthur  of  Asheville 
are    interested. 

Buffalo,  N.  Y. — The  International  Railway  Company  has  se- 
cured an  additional  grant  of  25  years  to  its  present  franchise  to 
build  an  extension  of  its  Elmwood  avenue  line  and  to  construct 
new  lines  in  Franklin,  Chippewa  and  other  streets. 

Chicago,  III. — The  Metropolitan  West  Side  Elevated  Railway 
has  applied  to  the  Cicero  town  board  for  a  franchise  to  extend 
its  road  2%  or  3  miles  west  from  its  present  terminus  at  Fortieth 
avenue  to  Forty-ninth  avenue,  south  in  Forty-ninth  avenue  to 
Ogden  avenue  and  west  to  the  town  limits.  The  grant  is  for  42 
years  in  order  that  its  expiration  date  may  correspond  with  the 
existing  franchises  of  the  company. 

Everett,  Wash. — The  Puget  Sound  Skyhomish  &  Eastern  Rail- 
way, recently  organized,  has  applied  for  a  franchise  to  build  an 
electric  railway  between  Galena  and  Index,  Wash.,  about  10  miles, 
and  for  telephone,  telegraph,  electric  light  and  power  lines  in 
Snohomish  county. 

Johnstown,  Pa. — Franchises  have  been  granted  to  the  Johns- 
town Terminal  Street  Railway  and  the  Southern  Cambria  Railroad 
for  a  line  in  that  city.  A  $10,000  bond  has  been  filed  as  a  guar- 
antee of  the  construction  of  the  road. 

Lincoln,  Neb. — The  Citizens'  Railway  Company  has  secured 
permission  to  construct  a  line  from  Twenty-Sixth  and  N  streets 
east  on  N  to  Twenty-ninth  street  and  north  to  Q  street  with  a 
turnout   switch   between  P  and  Q   streets. 

Natchez,  Miss. — A  %-mile  extension  of  the  Southern  Light  & 
Traction  Company's  line  to  the  city  and  national  cemetery  over 
the  cemetery  road,  which  is  under  government  control,  has  been 
authorized  by  congress. 

Paris,  III, — The  Terre  Haute  &  Western  Railway  of  Paris  is 
applying   for  a  20-year  franchise. 

Philadelphia,  Pa. — The  Philadelphia  Rapid  Transit  Company 
has  secured  permission  to  build  and  operate  an  overhead  trolley  • 
line  along  Second  street  from  Erie  to  Tioga  and  along  Amber 
street  from  Lehigh  avenue  to  Huntingdon  street.  It  will  also  lay 
a  double  track  on  Lehigh  avenue  from  Second  street  to  Richmond. 
The  Wissahickon  Electric  Railway  also  has  obtained  permission  to 
extend  its  tracks  on  Dupont,  Baker  and  Gay  streets. 

Portland,  Ore. — A  25-year  franchise  has  been  secured  by  the 
promoters  of  Rose  City  park  for  the  construction  of  an  electric 
line  along  the  Sandy  road  from  East  Sixteenth  street  toward  Co- 
lumbia river,  a  distance  of  2  miles.  Track-laying  is  to  begin  at 
once  in  order  that  cars  may  be  in  operation  to  Rose  City  park  by 
the  middle  of  June.  It  is  stated  that  $500,000  will  be  expended  on 
developing  the  park.  Hartman  &  Thompson,  Title  Guarantee  & 
Trust  Company,  Jacobs  &  Stein.  T.  B.  Wilcox,  W.  F.  Burrell,  S.  G. 
Reed,  O.  W.  Taylor,  F.  I.  Fuller.  R.  B.  Miller.  T.  Richardson  and 
A.  B.  Slausson  of  Portland  and  Dr.  J.  W.  Harris  of  Eugene  are 
interested  in  the  project. 

St.  Louis,  Mo. — A  special  committee  of  the  city  council  which 
has  under  consideration  the  bill  granting  a  franchise  to  the  St. 
Louis  Electric  Terminal  Railway,  a  corporation  organized  to  se- 
cure terminal  facilities  in  St.  Louis  for  the  Illinois  Traction  Com- 
pany, on  March  5  reported  the  bill  adversely.  The  bill  has  been 
before  the  council  in  different  committees  for  eight  months  and 
a  few  days  ago  the  council  instructed  the  committee  to  report  at 
once.  The  reason  given  for  the  adverse  report  was  that  sufficient 
signatures  of  property-holders  has  not  been  obtained.  It  is  be- 
lieved that  this  difficulty  can  be  remedied  in  time  to  pass  the  bill 
at  the  present  session,  as  a  majority  of  the  council  have  expressed 
themselves  favorably. 

San  Diego,  Cal. — H,  A.  Howard  has  been  granted  a  franchise 
for  an  electric  railway  in  Pueblo  avenue,  Fillmore  street,  Wa- 
bash and  Scott  avenue,  Steiner  street  and  Fairmount  avenue.  It 
is  stated  that  construction  work  will  commence  immediately  and 
be   completed  within   four  months. 

San  Jose,  Cal. — The  San  Jose  &  Santa  Clara  Interurban  Rail- 
way has  been  granted  franchises  for  a  comprehensive  system  of 
city  lines   in   San  Jose.      C.   C.    Bluson,   general  manager. 

Spokane,  Wash. — A  franchise  granting  the  Spokane  &  Inland 
Empire  Railroad  the  right  to  build  its  lines  in  certain  streets  and 
alleys  of  Spokane  is  under  consideration  by  the  city  council. 
The  franchise  calls  for  a  single-track  freight  and  express  electric 
line  and  It  is  stated  that  an  arrangement  has  been  made  with 
the  Spokane  Traction  Company  to  operate  over  its  line  a  part 
of  the  way. 

Tacoma,  Wash. — The  Tacoma  Railway  &  Power  Company  has 
been  granted  a  franchise  for  an  electric  line  to  Bismarck,  Wash. 

Youngstown,  O. — Tne  Mahoning  &  Shenango  Railway  &  Light 
Company    has   applied   for   an    extension   of    Its   present   franchises 


336 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  10. 


stown  for  a   period  of  n   j  reelng  to  build  several 

extensions   and  give  25  tickets   for  $1.00  with   universal   transfers. 

York,  Pa. — The  city  council  has  granted  to  the  York  Street 
Railway  Franchises  for  about  i>>...  miles  of  city  Hues,  taking  the 
plaee  "i"  franchises  previously  granted  with  changes  in  routes 


RECENT    INCORPORATIONS. 


Bluffton  Geneva  &  Celina  Traction  Company. — Incorporated  in 
Indiana  to  build  an  eleetric  railway  from  Bluffton,  In'd.,  to  Celina. 
O..  capital  stock  $100,000.  Incorporators.  R.  F.  Cummings.  L.  C. 
Justies,  Samuel  Bender  and  A.  W.  Brown,  all  of  Bluffton.  where 
the  office  of  the  company  is  loeated. 

Burlington  &  Davenport  Interurban  Company. — Incorporated  in 
Iowa  to  build  an  electric  interurban  line  from  Davenport  to  Bur- 
lington. Capital  stock.  $250,000.  The  C.  G.  Hipwell  Construction 
ompany,  which  also  has  filed  articles  of  incorporation,  will  conduct 
the  construction  work  of  the  road  and  the  interurban  company 
will  operate  the  line  after  its  completion.  C.  G.  Hipwell,  Daven- 
port,   la.,    is    interested   in    both   companies. 

Capital  Traction  Company. — Incorporated  in  California  with 
5100.000  capital  stock.      Incorporators:   E.  A.  Phillips,  J.  J.  Scriner. 

D.  B.    Edwards,   J.   W.    Scott  and   G.    E.    Phillips  of   San   Francisco. 

Cleveland  Southwestern  &  Columbus  Railway. — Incorporated  in 
Ohio  as  a  consolidation  of  the  Cleveland  &  Southwestern,  the 
Cleveland  Ashland  &  Mansfield  and  the  Ohio  Central  Traction 
companies,  with  a  capital  of  $10,000,000.  This  gives  the  Pomeroy- 
Mandelbaum  interests  a  direct  route  from  Cleveland  to  Bucyrus  by 
way  of  Wooster  and  Mansfield.  From  Bucyrus  it  is  possible  to 
reach  Columbus  over  the  Columbus  Delaware  &  Marion  line. 

Columbia  River  Outlook  &  Northwestern  Railway. — Ineorporat- 
«d  in  "Washington  to  build  from  Vancouver  to  a  point  in  or  near 
Spokane.  Wash.  Capital  stock  $3,000,000.  Incorporators:  W. 
McF.    Stewart    and    M.    C.    Stewart,    Outlook,    Wash. 

Derry  &  Goffs  Falls  Electric  Railway. — Incorporated  in  New- 
Hampshire  to  build  an  electric  railway  8  miles  long  from  Derry  to 
Goffs  Falls,  where  it  will  connect  with  the  Goffs  Falls  Litchfield 
•&  Hudson  Street  Railway.  Incorporators:  Roswell  Annis,  James 
F.   Cavanaugh  and  others  of  Manchester. 

Frederick  Interurban  Railroad. — Incorporated  in  Maryland  with 
a  capital  stock  of  $1,000,000.  to  construct  an  electric  railway  con- 
necting the  towns  of  Frederick.  Middletown  and  Jefferson.  Incor- 
porators: Emery  L.  Cobientz.  Thomas  H.  Halley,  Richard  P. 
Ross.    James    E.    Ingram,    Jr..    and   Robert    P.    Graham. 

Ocean  Shore  &  Eastern  Railway.— Incorporated  in  California  to 
build  a  line  from  Santa  Cruz  to  Watsonville.  20  miles.  The  line 
will  be  an  extension  of  the  Ocean  Shore  Railway  and  will  pass 
through  Soquel.  Aptos  and  other  towns  in  the  Pajara  fruit  valley. 
It  is  said  that  surveys  have  been  completed  and  that  construction 
is  to  begin  at  once.  Capital  stock,  $3,000,000.  Incorporators: 
J.  Downey  Harvey,  president  and  general  manager  of  the  Ocean 
Shore  Railway.  San  Francisco;  J.  A.  Folger.  Woodside;  Charles 
Carpy,   Charles  C.   Moore  and  B.   Corbet. 

Seashore  Municipal  Railroad. — Incorporated  in  New  York  to 
build  and  operate  an  electric  railway  from  Hempstead.  Nassau 
■county,  to  East  Rockaway.  5  miles.  Capital,  $150,000.  Incor- 
porators: G.  A.  Green  and  M.  H.  Day,  Brooklyn:  R.  M.  Lamb. 
H.  M.  Olmstead.  Jr..  Freeport:  H.  M.  Pratt.  Julien  Leadbeater. 
M.  J.  White  of  New  York:  H.  D.  Bristol.  Rockville  Center.  N.  Y. 

Springfield,  III. — Incorporation  papers  for  a  new  electric  in- 
terurban line  from  St.  Elmo.  Fayette  county,  to  Springfield  have 
been  filed.  The  capital  stock  is  $5,000  and  the  headquarters  will 
he  at  St.  Elmo,  111.  The  line  will  extend  through  Fayette.  Shelby. 
Montgomery,  Christian.  Macoupin  and  Sangamon  counties  to 
Springfield.  Incorporators:  Presley  M.  Johnston,  Heraldson  L. 
Hunt.  John  W.  Griswold.  George  W.  Bledsoe  and  George  T.  Tur- 
ner. 

Susquehanna  Railway  Light  &  Power  Company. — Incorporated 
in  Connecticut  with  a  capital  of  $20,000,000.  Incorporators:  Lucius 
F.  Robinson  and  John  T.  Robinson  of  Hartford  and  Albion  B. 
Wilson. 

Syracuse  &  Milford  Railroad.— C.  J.  Reilly.  superintendent  of 
the  Sandusky  Portland  Cement  Company.  Syracuse,  Ind..  writes 
that  the  above  is  the  correct  name  of  the  road  reported  last  week 
as  the  Wabee  &  Wawasee  Railway,  incorporated  to  build  from 
Syracuse  to   Milford.   Ind. 

Terre  Haute  Indianapolis  &  Eastern  Traction  Company. — In- 
corporated as  a  holding  company  for  all  the  traction  lines  between 
Indianapolis  and  Terre  Haute,  by  the  Indiana  syndicate  represented 
by  Hugh  J.  McGowan  of  Indianapolis.  The  roads  which  are  to  be 
merged  are  the  Indianapolis  &  Western,  which  runs  to  Brazil  and 
Terre  Haute;  the  Indianapolis  Danville  &  Western,  and  the  In- 
dianapolis &  Plainfield.  It  is  stated  that  it  is  the  intention  of 
the  company  to  connect  with  the  interurban  lines  of  Illinois  at 
some  future  time.  The  company  is  capitalized  at  $100,000.  Robert 
I.  Todd,  president;  Thomas  B.  McMath.  vice-president;  William  S. 
Milholland,    secretary    and    treasurer;    Fletcher  M.    Durbin    and    R. 

E.  A.  Foley,    directors. 

Washington  Spa  Springs  &  Gretta  Railroad. — Incorporated  in 
Maryland  to  construct  a  railroad  commencing  at  the  Maryland  line 
and  the  District  of  Columbia  at  a  point  on  the  Baltimore  and 
Washington  turnpike  near  Bladenshurg  to  Gretta.  whi^h  is  near 
the  junction  of  the  Riverdale  and  Edmondston  roads,  motive 
power   to   be   decided   later.     Capital   stork     $20,000.     Incorporators: 


s.    Benjamin   D.    Stephens.    Fillmore   Beall.    J.    Enos 
Ray.  Jr..    and   Marion   Duckett,  all  of  Prince  Georges   county. 

Wisconsin  Valley  Electric  Railway. — Incorporated  in  Wisconsin 
to  build  an  interurban  railway  from  Grand  Rapids  to  Stevens 
Point.  Wis.,  with  an  extension  later  to  Wausau  and  Merrill.  It 
is  stated  that  the  plans  call  for  an  expenditure  of  $1,000,000.  Capi- 
tal stock.  $25,000.  to  be  increased  later.  Incorporators:  George 
A.  Whiting,  Neenah,  Wis.:  F.  F.  Whitcomb  and  George  Lin.  s. 
Milwaukee. 


TRACK    AND    ROADWAY. 


Benton  Harbor-St.  Joseph  Railway  &  Light  Company. — H.  C. 
Mason,  manager.  Benton  Harbor.  Mich.,  writes  that  contracts  are 
to  be  let  April  1  for  the  construction  of  a  extension  from  Benton 
Harbor  to  Paw  Paw,  Mich.,  12  miles.  Contracts  are  to  be  let 
for  a  steel  bridge  400  feet  long.  Contractors  are  requested  to  cor- 
respond with  the  company.  Seventy-pound  rails  have  been  pur- 
chased.    C.    K.  Minary  of  Benton  Harbor  is  president. 

Boston  Lowell  &  Lawrence  Electric  Railroad. — This  company, 
which  proposes  to  build  an  electric  road  from  Boston  to  Lowell. 
Mass  .  is  seeking  legislation  which  will  permit  the  construction 
of  about  900  feet  of  elevated  structure  for  the  entrance  into  Low- 
ell and  about  1.300  feet  more  for  the  entrance  into  the  Sullivan 
Square   terminal   in   Boston. 

Consolidated  Railway  (New  Haven.  Conn.). — It  is  reported  that 
a  line  will  be  built  this  spring  from  Dayville  through  Attawaugan 
and   Ballouville   to   Pineville,    Conn. 

Dallas  Electric  Interurban  Railway. — The  American  Engineer- 
ing Company  of  Indianapolis  has  nearly  completed  the  surveys 
for  the  belt  line  around  the  city  of  Dallas,  and  it  is  expected  that 
the  surveyors  will  begin  locating  the  line  to  Greenville  early  next 
week.  It  is  the  intention  to  put  grading  crews  to  work  as  fast 
as  the  route  is  located  and  to  push  the  construction  as  rapidly  as 
possible. 

Defiance.  O. — It  is  reported  that  A.  L.  Irish  of  Toledo  and 
eastern  capitalists  are  interested  in  a  project  for  building  an 
electric  road  from  Defiance  to  Toledo  via  Napoleon.  Liberty.  White- 
house.  Waterville  and  Maumee.  Surveys  have  been  made  and  it 
is  stated  that  prospects  are  bright  for  making  the  necessary  finan- 
cial  arrangements. 

Detroit  Jackson  &  Chicago  Railway. — Superintendent  J.  L. 
Millspaugh.  Ypsilanti.  Mich.,  has  announced  that  the  Saline  branch 
will  be  extended  from  Saline  to  Adrian,  Mich.,  via  Clinton  and 
Tecumseh.  The  tracks  of  the  Saline  branch  are  to  be  relaid  with 
heavier  rails. 

Detroit,  Mich. — It  is  reported  that  the  Westinghouse  Electric 
*  Manufacturing  Company  is  making  plans,  specifications  and  es- 
timates for  the  complete  electrical  construction  and  equipment 
of  a  road  from  Ft.  Wayne,  Ind..  to  Detroit,  Mich.,  via  Bryan,  O.. 
for  C.   M.   Pierce  of  New   York  and  others.  ' 

Georgia  Railway  <£.  Electric  Company. — The  directors  have 
approved  the .  plans  for  the  rebuilding  and  extension  of  several 
miles  of  city  lines  in  Atlanta.  Ga..  and  the  construction  of  the 
line  to  Hapeville.  Rails  for  this  line  have  already  been  laid  in 
Hapeville.     The  line  will  be  built  on  a  private  right  of  way. 

Grand  Rapids  &  Kalamazoo  Valley  Traction  Company. — 
President  W.  H.  Patterson  of  Kalamazoo.  Mich.,  has  announced 
that  the  rails  have  been  purchased  for  building  the  road  from 
Kalamazoo  to  Otsego  and  that  the  work  of  tracklaying  will  begin 
as  soon  as  the  weather  will  permit.  It  is  the  intention  to  build 
the  first  part  of  the  road  before  June  1  and  to  build  on  to  Grand 
Rapids   during   the   summer. 

Idaho  &  Nevada  Railroad. — W.  D.  Kenyon  of  Burley.  Idaho,  is 
is  one  of  the  organizers  of  the  above  company,  which  proposes  to 
build  an  electric  railway  from  Burleigh  to  Oakley.  25  miles. 

Illinois  Traction  Company. — Work  is  progressing  rapidly  on 
the  Champaign-Decatur  line.  The  first  section,  from  Champaign 
to  Monticello.  was  opened  for  operation  about  two  weeks  ago. 
Track  has  been  laid  into  Sangamon  from  the  east  and  poles  are 
being  distributed.  From  the  Decatur  end  of  the  line  track  has  been 
laid  from  the  junction  at  Jasper  street  to  the  Swartz  farm  and 
poles  are  distributed.  At  Bement  the  contractors  are  putting  in 
the  timbers  for  the  overhead  crossing  of  the  Wabash.  Soon  the 
only  gap  in  the  line  will  be  at  the  Sangamon  east  of  Decatur. 
where  work  on  the  bridge  and  the  grading  must  be  finished  before 
cars  can  run  into  Decatur. 

Indianapolis  Coal  Traction  Company. — Work  is  now  in  progress 
on  a  large  arch  bridge  over  White  Lick,  west  of  Plainfield,  Ind., 
on  the  extension  to  Amo. 

Indianapolis  Huntington  Columbia  City  &  Northwestern  Rail- 
way.— M.  A".  Ryan  of  Syracuse.  Ind..  has  the  contract  for  building 
this  line  from  Huntington  to  Goshen.  Ind..  60  miles,  which  it  is 
proposed  to  extend  ultimately  to  connect  Indianapolis  and  Goshen. 
Grading  is  completed  from  Wawasee  Lake  to  Goshen,  and  track- 
laying  is  to  begin  in  a  few  davs.  D.  L.  Homer.  Syracuse.  Ind.. 
chief  engineer. 

Iowa  City-Davenport  Traction  Company. — Surveys  have  been 
completed  and  nearly  all  of  the  right  of  way  has  been  secured 
for  this  proposed  line  from  Iowa  City  to  Davenport.  la.,  via 
Springdale.    Rochester.    Sunbury.    Maysville    and    Tipton. 

Lafayette  &  Logansport  Traction  Company — The  work  Is  pro- 
gressing   rapidly   on    this    extension    of    the    Ff     Wayne    &    Wabash 


ilarcb.  9,  1907. 


ELECTRIC     RAILWAY     REVIEW 


337 


"Valley  Traction  Company  from  Lafayette  to  Logansport.  Ind. 
From  a  point  half  way  between  Delphi  and  Roekfleld,  the 
steel  is  laid  to  Logansport.  and  the  road  is  being  ballasted. 
The  bridge  over  Rock  creek  will  soon  be  completed.  Paint- 
ers are  putting  the  finishing  touches  to  the  two  bridges  at 
Logansport.  Rails  are  laid  from  one  mile  east  of  Colburn  to  Wild 
Cat  creek  and  the  roadbed  is  graveled.  H.  L.  Weber.  Ft.  Wayne, 
Ind.,   chief  engineer. 

Lake  View  Traction  Company. — H.  E.  Craft,  vice-president, 
Memphis,  Tenn.,  writes  that  construction  will  begin  in  about  60 
days  on  this  proposed  line  from  Memphis,  Tenn.,  to  Clarksdale. 
Miss.,  a  distance  of  77  miles,  of  which  15  are  in  Tennessee  and  62 
in  Mississippi.  The  entire  route  has  been  surveyed.  R.  F.  Tate. 
552  Randolph   Building,   Memphis,   Tenn.,   is  president. 

Lewiston  &  Southeastern  Electric  Railway. — Judson  Spofford. 
Lewiston,  Idaho,  vice-president  and  general  manager,  writes  that 
this  road  will  extend  from  Lewiston  to  Grangeville  and  Nez  Perce. 
Idaho,  135  miles.  The  entire  route  has  been  surveyed  and  grading 
has  been  completed  from  Lewiston  to  Tameny.  ti  miles.  Grading 
Is  now  in  progress  from  Nez  Perce  to  Dublin,  6  miles.  There  will 
be  no  large  bridges  and  no  tunnels  on  the  line  and  no  heavy 
grades.  The  road  will  handle  a  general  freight,  passenger,  mail 
and  express  traffic,  and  80-pound  steel  rails  will  be  used.  G.  W. 
Thompson,  president,  and  W.  P.  Wood,  chief  engineer,  both  of 
Lewiston,  Idaho. 

Lima,  O. — It  is  reported  that  the  Schoepf-McGowan  syndicate, 
which  owns  the  Indiana  Columbus  &  Eastern  Traction  Company, 
has  let  a  contract  for  building  the  line  from  Lima  to  Bellefon- 
taine.  O. 

Louisville  (Ky.)  Railway. — Preparations  have  begun  for  the 
construction  of  an  extension  of  the  West  Broadway  line  about  % 
mile  long. 

Milwaukee  Northern  Railway. — The  grading  and  bridge  work  is 
now  completed  from  Port  Washington  to  within  a  mile  of  the  city 
limits  of  Milwaukee  and  steel  is  on  the  ground  ready  to  be  laid  at 
once.  As  soon  as  this  section  is  completed  it  is  intended  to  build 
the  line  from  Port  Washington  to  Sheboygan.  The  Comstoek- 
Heigh-Walker  Company  of  Detroit  has  the  contract.  F.  TV. 
Walker,    Port   Washington,   vice-president. 

Nashville  &  Columbia  Interurban  Railway. — H.  H.  Mayberry 
of  Franklin.  Tenn.,  is  president  of  this  company,  that  proposes 
to  build  an  electric  railway  from  Nashville  to  Mt.  Pleasant, 
Tenn.,  via  Franklin  and  Columbia.  It  is  stated  that  financial 
irrangements  have  been  completed  and  that  construction  is  to 
begin  at  once. 

Nashville  &  Huntsville  Railroad. — It  is  reported  that  a  con- 
tract has  been  let  to  the  American  Construction  Company  for 
building  this  road  from  Nashville.  Tenn.,  to  Huntsville,  Ala. 
Thomas  M.  Steger  of  Nashville  is  president. 

Nashville  Railway  &  Light  Company. — Percy  Warner,  president 
and  manager,  Nashville.  Tenn.,  has  announced  that  the  company 
proposes  to  expend  $1,000,000  in  improvements,  extending  several 
lines  and  double-tracking  others  and  building  new  transfer  sta- 
tion.    New  rails  are  to  be  laid  on  many  of  the  present  lines. 

New  York  Auburn  <£.  Lansing  Railroad. — H.  A.  Clarke,  chief 
engineer.  Auburn.  N.  T.  writes  tnat  grading  has  been  completed 
on  this  line  from  Auburn  to  Ithaca.  N.  Y.,  37  miles.  The  road 
is  chartered  as  a  steam  road  but  will  be  operated  by  electricity. 
using  the  third-rail  system  and  three-phase  transmission.  Twenty 
miles  of  the  road,  from  Auburn  to  Genoa,  is  now  completed  and 
freight  and  construction  trains  are  operated.  The  Auburn  Con- 
struction Company.  Auburn,  N.  T.,  has  the  contract.  The  power 
house,  which  is  now  under  construction,  will  be  equipped  with  two 
801  i -kilowatt  steam  turbines.  Two  substations  are  also  under  con- 
struction.  Connection  for  interchange  of  freight  is  made  at  Auburn 
with  the  New  York  Central  &  Hudson  River  and  the  Lehigh  Val- 
ley Railroads.  A.  H.  Flint.  New  York,  president;  B.  M.  Wilcox. 
Auburn,  vice-president;  B.  Halladay,  New  York,  secretary  and 
treasurer. 

Schuylkill  Valley  Traction  Company. — This  company  has  pre- 
pared plans  for  the  extension  from  Ringing  Rocks  to  Boyer- 
town.    Pa. 

Scioto  Valley  Traction  Company. — It  is  reported  that  the  direc- 
tors have  decided  upon  the  construction  of  an  extension  from 
Lancaster  to  Logan.  O.,  and  that  work  is  to  begin  as  soon  as  the 
■weather  is  favorable. 

Southern  Pacific  Company. — Orders  have  been  placed  for  the 
electrical  equipment  of  the  present  steam  lines  constituting  the 
Alameda  mole  system  in  Alameda,  Cal.  The  lines  will  diverge 
Into  three  terminals,  one  at  High  street  in  Alameda,  another  at 
Fruitvale  and  a  third  at  Fourteenth  street  in  Oakland.  A  site 
for  the   power  house   has   been   purchased. 

Sparta -Melrose  Electric  Railway  &  Power  Company. — Mr.  II. 
Teasdale.  secretary.  Sparta.  Wis.,  writes  that  this  company,  re- 
cently Incorporated,  proposes  to  build  an  electric  railway  from 
Sparta  to  Melrose.  Wis  .  28  mil  is,  passing  through  An'gelo.  Trout 
Falls.    Cataract   and  is    miles   of  the   line   has   been   sur- 

:  tng  i  to  begin  this  spring.  The  company  is  now  se- 
curing the  right  of  way  and  contracts  will  he  let  about  April  1. 
George   Cromwell,   Sparta,  Wis.,   is  president. 

Terre   Haute,   Ind.  -C.   M.   Bheddan   of   [nd  Is   reported 

to  be  interested  In  a  project  to  build  an  electric  line  from  Terre 
Haute    to    Charleston.    Ind..    via    Marshall    and    Westfield. 

Tacoma    Railway    &    Power   Company. — The   South    Tacoma   line 


en  Hosmer  Junction  and  Pine  street  is  being  double-tracked. 
This  work  will  complete  the  double-tracking  of  the  entire  South 
Tacoma  line,  which  will  be  used  in  connection  with  the  new  line 
to  American  Lake. 

Toledo  &  Chicago  Interurban  Railway. — It  is  stated  that  this 
company  is  making  preparations  for  the  proposed  extension  from 
Kendallville  west  to  Goshen.  Ind.  Surveys  have  been  made  and 
it  is  stated  that  work  will  begin  early  this  spring.  F.  B.  Perkins, 
general    manager,    Kendallville. 

United  Cities  Traction  Company. — This  company  is  now  build- 
ing an  electric  railway  for  both  freight  and  passenger  service  from 
Ft.  Smith,  Ark.,  to  Ft.  Smith,  Okla.,  1^.  miles.  The  principal 
traffic  of  the  road  will  be  derived  from  handling  freight  from  the 
Missouri  Pacific.  St.  Louis  &  San  Francisco.  Kansas  City  Southern, 
Fort  Smith  &  Western  and  Midland  Valley  railroads,  which  center 
in  Ft.  Smith.  Ark.  One  mile  out  of  Ft.  Smith.  Ark.,  has  been 
graded  and  work  will  be  pushed  as  soon  as  the  right  of  way  is 
secured.  Contracts  have  been  let;  overhead  construction  will  be 
of  the  span  type;  the  rails  will  be  of  80-pound  steel  for  the  first 
mile  and  a  half  and  60  pounds  for  the  remainder;  standard  ties 
with  2-foot  centers;  maximum  grade.  3  per  cent.  Ira  L.  Reeves. 
of  Muskogee.  I.   T..   is  president. 

Winona  (Ind.)  Interurban  Railway. — This  company  has  dis- 
tributed along  the  right  of  way  the  ties,  rails  and  poles  necessary 
for  the  construction  of  the  Peru  extension.  The  work  of  building 
this  line  will  be  resumed  as  soon  as  weather  conditions  will  permit. 
A  Bullock  300-kilowatt  rotary  converter,  which  is  to  be  used  in 
furnishing  current  for  this  division,  has  recently  been  installed 
at   the  company's  power  house  at  Winona  Lake. 

Youngstown  &  Southern  Railroad. — Grading  has  been  com- 
pleted on  the  extension  from  Columbiana  to  Leetonia,  O.,  and 
the  work  of  setting  poles,  stringing  the  wire  and  laying  the 
track   has   been  started. 


POWER   HOUSES   AND  SUBSTATIONS. 


Alabama  Railway  &  Power  Company. — It  is  reported  that  this 
company  is  making  a  location  survey  for  the  construction  of  its 
power  plant  at  Birmingham,  Ala.  C.  L.  Young  of  Dawson.  Ala., 
is   chief  engineer. 

Boston  Elevated  Railway. — It  is  reported  that  this  company 
has  just  closed  a  contract  with  Allis-Chalmers  Company.  Milwau- 
kee. Wis.,  through  the  Stone  &  Webster  Engineering  Corporation 
of  Boston,  for  the  largest  engine  tvpe  alternators  ever  constructed. 
These  machines  will  be  installed  in  the  new  extension  of  the 
Boston  Elevated  Railroad. 

Huntsville  (Ala.)  Railway  Light  &  Power  Company. — It  is  re- 
ported that  this  company  will  spend  between  $30,000  and  $40,000 
for  improvements  to  its  power  house.  Some  extensions  amounting 
to  2  or  3  miles  will  also  be  made  to  the  tracks  of  the  company. 
Francis  M.  Lawton.  Huntsville.  Ala.,  is  manager  and  purchasing 
agent. 

Indianapolis  Columbus  &  Southern  Traction  Company. — The 
breaking  of  a  piston  rod  in  the  Edinburg  power  plant  of  the  In- 
dianapolis Columbus  &  Southern  Traction  Company  at  about  nine 
o'clock  March  3,  1907.  caused  considerable  delay  to  its  patrons, 
as  five  cars  were  stalled  on  the  line  some  distance  out  of  Taylors- 
ville.  and  the  company  had  to  hire  carriages  to  bring  in  the  de- 
layed passengers.  The  reason  for  the  long  shut  down,  which 
lasted  all  day.  was  that  part  of  the  auxiliary  generating  unit  had 
been  sent  away  for  repairs,  so  that  this  was  not  available. 

Indianapolis  Newcastle  &  Toledo  Electric  Railway. — It  is  re- 
ported that  work  on  the  power  house  of  this  company  is  progress- 
ing favorably  in  spite  of  the  unfavorable  weather  so  far  this  sea- 
son. This,  it  is  said,  will  be  one  of  the  largest  power  houses  in 
that  part  of  the  country. 

Joplin  (Mo.)  &  Pittsburg  Electric  Railroad. — It  is  reported  that 
this  company  has  been  negotiating  for  the  purchase  of  the  power 
plant  of  the  Consolidated  Light  Power  &  Ice  Company  of  Joplin, 
Mo.,  with  the  intention  of  using  the  power  from  this  plant  for  the 
operation  of  its  new  line.  It  is  also  reported  that  this  company 
will  purchase  land  for  park  purposes,  which  w*ill  probably  be 
located  at  Grand  Falls  park  on  Shoal  creek,  which  is  said  to  be 
one  of  the  most  beautiful  park  locations  in  southwestern  Missouri 

Little  Rock  Railway  &  Light  Company. — This  company  an- 
nounces that  it  will  soon  let  a  contract  for  a  surface  condenser, 
air  pumps,  etc..  which  will  be  used  in  connection  with  the  1,500- 
kw.    Curtis    turbine    which   is   being   installed   in    its    power   plant. 

Mt.    Vernon    (Ohio)    Electric    Light    &    Railway    Company. — The 

p  plant   of   this  company  was  partly  destroyed  by  lire  on   the 

morning  of  March   2.    1907.     The   extent   of  the  damage   is   said   to 

I    thousand    dollars.      The    indications    are    that    the    fire 

started   from    spontaneous   combustion    in   the   store    room   over   the 

dynamo   room. 

Savannah  Electric  Company. — This  company  has  found  it  nec- 
essary to  increase  the  speed  of  its  cars  to  prevent  the  congestion 
of  traffic  which  has  resulted  from  an  unusually  rapid  increase  in 
business.  The  increase  in  speed  will  be  obtained  by  replacing  all 
the  old  80-inch  wheels  by  new  wheels  33  Inches  in  diameter. 

Southern    Pacific    Company. — This    company    has    purchased    an 
entire   block    lying  west   of   Fruitvale  avenue,    Oakland,   Cal.,    to  be 
used    for    the    erection    of   a   large   power   house   and    car  barns,    in 
connection    with    the    proposed   electric   lines   which    will   sup' 
tie     local    steam    lines    In    Oakland    and   Alameda. 


:i3s 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  10. 


Personal  Mention 


Mr.  IT.  C.  Roome  lias  been  appointed  manager  of  the  Miami 
(Pla.)  Electric  Railway,  succeeding  Mr.  T.  H.  Tatum.  resigned. 

Mr.  Frank  Eckei-son.  Pittsfield.  Mass.,  has  been  appointed  chief 
engineer  of  the  Pittsfield  Electric  Street  Railway,  effective  Febru- 
ary 18. 

Mr.  E.  R.  McDowell,  superintendent  of  the  Ashtabula,  O., 
Rapid  Transit  Company,  has  been  promoted  to  general  manager 
of  that  company. 

Mr.  W.  T.  Durfee  of  Decatur.  111.,  has  been  appointed  to 
the  newly  created  position  of  traveling  express  auditor  of  the 
Illinois  Traction   System. 

Mr.  Harry  Nye,  of  Dayton.  O..  has  been  appointed  park  mana- 
ger of  the  Indiana  Union  Traction  Company.  In  charge  of  the 
company's  various  amusement  resorts. 

Mr.  James  A.  Robertson,  who,  for  the  past  25  years  has  served 
in  various  capacities  with  the  Georgia  Railway  &  Electric  Com- 
pany, has  been  appointed  division  superintendent  of  its  south  side 
lines. 

Mr.  A.  A.  Hoehn,  formerly  superintendent  of  the  San  Jose  & 
Santa  Clara  (Cal.)  Railway  Company,  has  resigne'd  to  engage  In 
other  business.  Mr.  Hoehn  will  have  no  successor,  the  office  hav- 
ing been  abolished  with  his  resignation. 

Mr.  J.  White  Sprong,  purchasing  agent  of  the  Delaware  & 
Hudson  Company,  Albany,  N.  Y..  has  had  his  jurisdiction  extended 
over  the  recently  consolidated  United  Traction  and  Hudson  Valley 
lines  and  will  assume  Ins  new  duties  at  once. 

Mr.  James  McCabe  has  been  appointed  division  superintendent 
in  charge  of  the  Elizabeth  lines  of  the  Public  Service  Corporation 
of  New  Jersey,  succeeding  Mr.  F.  C.  Southard.  Mr.  McCabe  for- 
merly was  in  charge  of  the  tur:\pike  line  between  Newark  and 
Jersey  City. 

Mr.  Charles  Kline  has  been  appointed  general  manager  of  the 
Enid  (Okla.)  and  the  Tulsa  (Ind.  Ter.)  Street  Railway  companies. 
Mr.  Kline  goes  to  his  present  position  from  Piqua,  O.,  where  he 
has  been  train  dispatcher  for  the  Dayton  Covington  &  Piqua  Trac- 
tion Company  since  it  first  began  operations. 

Mr.  Joseph  S.  Wells,  acting  general  manager  of  the  Utah  Light 
&  Railway  Company,  Salt  Lake  City.  Utah,  has  been  appointed 
general  manager.  The  office  of  assistant  to  the  president,  here- 
tofore filled  by  Mr.  F.  L.  Morse,  whose  resignation,  as  previously 
reported,   took  effect  on  March   1.   has   been  abolished. 

Mr.  Axel  Eckstrom,  consulting  electrical  engineer  for  the  Del- 
aware &  Hudson  Company,  assumed  charge,  on  March  1,  of  all  me- 
chanical and  electrical  work  of  this  company  and  will  hereafter 
be  known  as  general  electrical  and  mechanical  superintendent  of 
the  traction  department.  The  extension  of  Mr.  Eckstrom's  juris- 
diction is  a  step  toward  the  more  efficient  organization  of  the 
steam  and  traction  properties  of  this  company. 

Mr.  W.  H.  Zimmerman  has  resigned  as  general  manager  of 
the  DaKalb-Sycamore  Electric  Company  to  accept  a  similar 
position  with  the  Michigan  Power  Company,  at  Lansing.  Mich.,  in 
charge  of  a  large  amount  of  reconstruction  work,  which  the 
Michigan  Power  Company  expects  to  undertake  in  the  near  future 
in  the  way  of -constructing  a  new  auxiliary  steam  plant  and  making 
further  developments  of  the  water  power  on  the  Grand  river. 

Mr.  H.  C.  Prather  of  Newark,  N.  J.,  has  been  appointed  super- 
intendent of  transportation  of  the  Roanoke  (Va.)  Railway  &  Elec- 
tric Company,  a  position  recently  created  by  the  company  on  ac- 
count of  its  rapid  growth  within  the  last  two  years,  and  will  as- 
sume his  duties  at  once.  Mr.  Prather's  street  railway  experience 
extends  over  several  years,  including  similar  positions  with  the 
Springfield  (111.),  St.  Louis   (Mo.)   and  Paterson  (N.  J.)   systems. 

•  Mr.  Bion  J.  Arnold,  president  of  the  Arnold  Company  of  Chi- 
cago, has  been  retained  by  the  city  of  Toronto,  to  interpret  the 
conditions  of  the  agreement  between  the  municipality  and  the 
street  railway  company  with  regard  to  the  operation  of  its  lines. 
A  difference  of  opinion  as  to  the  legality  of  certain  regulations 
imposed  by  the  city  in  connection  with  the  existing  franchise  of 
the  company  has  led  to  a  misunderstanding  and  Mr.  Arnold's 
advice  on  the  subject  has  been  sought  by  the  city. 

Mr.  R.  E.  Hunt,  formerly  associated  with  the  Williams  trac- 
tion interests  at  Augusta,  Ga.,  and  more  recently  superintendent 
of  railways  for  the  Norfolk  &  Portsmouth  (Va.)  Traction  Com- 
pany, has  resigned  his  position,  effective  March  15,  to  become  su- 
perintendent of  railway  service  for  the  Utah  Light  &  Railway 
Company,  Salt  Lake  City.  Mr.  Hunt  will  occupy  the  position  re- 
cently made  vacant  by  the  resignation  of  Mr.  Walter  P.  Read, 
noted  in  the  Electric  Railway  Review  of  January  12. 

Mr.  F.  D.  Hoffman,  heretofore  assistant  secretary  and  treas- 
urer of  the  Chicago  City  Railway,  has  been  elected  treasurer  of 
that  company,  succeeaing  Mr.  J.  P.  Burke,  who  has  been  elected 
assistant  treasurer.  Mr.  Hoffman  was  born  in  Milwaukee  on  De- 
cember 25.  18S0.  and  began  his  street  railway  career  in  1898  as  mes- 
senger for  the  Milwaukee  Electric  Railway  &  Light  Company.  He 
was  later  secretary  to  Mr.  T.  E.  Mitten,  now  president  of  the 
Chicago  City  Railway,  and  accompanied  Mr.  Mitten  to  Buffalo  in 
1901  when  he  was  in  charge  of  the  Buffalo  street  railways  during 
the  Pan-American  Exposition.  In  1905  he  became  secretary  to  Pres- 
ident H.    J.   Pierce  of  the  International   Railway   of  Buffalo   and  in 


February,   1906,  was  made  assistant    secretary  and  treasurer  of  the 
Chicago   City   Railway. 

Mr.   W.   T.  MeCaskey.   formerly  special  agent  of  the  Allis-Chal- 

meis    C pany    ol    Milwaukee,    Wis.,    has   been    appointed    general 

manager  of   the  Indianapolis   Newcastle  &  Toledo  Electric  Railway, 
which  is  building  a  new  line  from  Indianapolis  to  Newcastle,  Ind. 

Mr.  William  J.  Mullin,  who  recently  was  appointed  general 
traffic  manager  of  the  Delaware  &  Hudson  Company,  on  March 
1  had  his  jurisdiction  extended  over  the  associated  traction  prop- 
erties of  this  company,  including  the  United  Traction  Company  of 
Albany,  and  t lie  Hudson  Valley  Railway  of  Glens  Falls.  It  is 
stated  that  beginning  on  March  1  the  officials  of  the  passenger  and 
freight  traffic  department  will,  in  addition  to  their  present  duties, 
have  entire  supervision  of  the  associated  electric  railway  proper- 
ties controlled  by  the  company.  This  will  extend  the  jurisdiction 
of  Mr.  Paul  Wadsworth  and  Mr.  J.  W.  Burdick,  assistants  to  Mr. 
Mullin. 

In  the  reorganization  of  the  Brooklyn  Rapid  Transit  Company, 
by  which  the  leases  of  several  of  the  subsidiary  companies  to  the 
Brooklyn  Heights  Railroad  Company  have  been  terminated,  effec- 
tive on  February  28.  Mr.  Henry  Heibert  has  been  elected  president 
of  the  Brooklyn  LTnion  Elevated  Railroad;  Mr.  J.  G.  Jenkins  presi- 
dent of  the  Sea  Beach  Railroad;  Mr.  John  E.  Borne  president  of 
the  Nassau  Electric  Company,  and  Mr.  H.  C.  Duval  president  of 
the  Brooklyn  Queens  County  &  Suburban  Railroad  and  the  Coney 
Island  &  Gravesend  Railroad.  Mr.  Howard  Abel  has  been  appointed 
comptroller  and  Mr.  •  G.  D.  Youmans  general  counsel  of  the  South 
Brooklyn  Railroad. 

Mr.  A.  A.  Anderson,  whose  appointment  as  general  manager 
of  the  Indianapolis  &  Louisville  Traction  Company  in  addition  to 
his  present  duties  as  general  manager  of  the  Indianapolis  Colum- 
bus &  Southern  Traction  Company  was  noted  in  last  week's  issue 
of  the  Electric  Railway  Review,  brings  to  his  new  position  the 
training  born  of  long  experience  in  street  railway  work.  From 
187S  to  1893,  during  its  several  changes  in  ownership,  he  served 
in  various  capacities  with  the  City  Railway  Company  of  Indianapo- 
lis. In  1893  he  accepted  a  position  with  the  City  Railway  prop- 
erties of  Youngstown.  O..  where  he  remained  nine  years,  during 
which  time  the  Mahoning  Valley  interurban  system  was  built. 
During  a  portion  of  1903  he  was  connected  with  the  Union  Trac- 
tion Company  of  Indiana.  In  1904,  at  the  solicitation  of  Mr.  Charles 
L.  Henry,  he  became  connected  with  the  Indianapolis  &  Cincinnati 
Traction  Company,  where  he  remained  until  his  appointment  as 
general  manager  of  the  Indianapolis  Columbus  &  Southern  in 
October  of  last  year. 

An  official  circular  issued  by  the  Utah  Light  &  Railway  Com- 
pany. Salt  Lake  City.  Utah,  states  that  the  office  of  chief  engineer, 
heretofore  held  by  Mr  O.  A.  Honnold,  has  been  abolished.  Mr. 
William  Ashton,  chief  engineer  of  the  Oregon  Short  Line,  has 
been  appointed  consulting  engineer.  Mr.  L.  L.  Dagron.  who  has 
been  connected  with  the  engineering  department  of  the  Oregon 
Short  Line,  has  been  appointed  engineer.  He  will  have  direct 
charge  of  all  surveys,  real  estate,  rights  of  way  and  records  of 
same;  construction,  additions,  betterments  and  maintenance  of 
railway  lines;  dams,  reservoirs,  canals,  pipe  lines  and  buildings, 
and  such  other  work  as  may  be  assigned  to  him  by  the  general 
manager  from  time  to  time.  Mr.  O.  A.  Honnold  has  been  appointed 
electrical  engineer.  He  will  have  general  charge  of  construction, 
maintenance  and  operation  of  electrical  power  plants;  transmis- 
sion lines  and  distributing  systems  pertaining  thereto;  also  general 
charge  of  electric  lighting  and  power  distribution,  and  such  other 
work  as  the  general  manager  may  assign  to  him  from  time  to  time. 

Obituary. 

Robert  Edwin  Jenkins,  formerly  president  of  the  Metropolitan 
West  Side  Elevated  Railway  of  Chicago,  and  a  well-known  lawyer, 
died  at  the  Hahnemann  hospital  in  Chicago  on  March  5,  aged  61 
years.  He  was  born  at  Alexandria,  Clark  county.  Mo.,  in- 1846  and 
came  to  Chicago  in  1866.  where  he  received  his  legal  education. 
He  has  held  several  important  public  positions.  For  a  number  of 
years  he  was  chairman  of  the  Chicago  Bar  Association;  he  also 
was  vice-president  of  the  Chicago  Citizens'  Association,  was  one 
of  the  organizers  of  the  Union  League  Club  and  was  the  author 
of  the  present  jury  commission  system  in  Cook  county. 

David  Plume,  formerly  first  vice-president  of  the  Connecticut 
Railway  &  Lighting  Company,  Waterbury,  Conn.,  died  recently. 
Mr.  Plume  was  well  known  in  street  railway  circles  through  his  con- 
nection for  many  years  with  the  railway  interests  of  Waterbury. 
He  was  one  of  the  original  owners  of  the  old  horse-car  system  of 
that  city  and  later,  before  its  consolidation  with  the  Connecticut 
Railway  &  Lighting  Company,  was  president  of  the  Waterbury 
Traction  Company.  He  has  been  identified  in  various  capacities  with 
a  number  of  manufacturing  an'd  commercial  enterprises  in  Con- 
necticut and  at  the  time  of  his  death  was  president  of  the  Colo- 
nial Trust  Company  and  the  Thomaston  National  Bank,  and  treas- 
urer of  the  Plume  &  Atwood  Manufacturing  Company  and  the 
American  Ring  Company.  He  also  was  a  director  in  a  number  of 
corporations. 


The  Scioto  Valley  Traction  Company  has  taken  a  case  to  the 
Ohio  supreme  court  in  which  it  will  test  the  constitutionality  of 
an  ordinance  passed  by  the  council  of  Circleville,  O.,  which  creates 
police  jurisdiction  in  compelling  the  traction  company  to  stop  its 
cars  at  all  street  crossings  in  the  town.  Alvin  Townsend,  a  con- 
ductor on  the  Scioto  Valley,  was  arrested  under  the  ordinance  for 
not  stopping  his  car  at  all  street  intersections  and  was  fined.  The 
common  pleas  court  of  the  county  decided  against  the  traction 
company. 


March  9,  1907 


ELECTRIC     RAILWAY     REVIEW 


3;J/.i 


Financial  News 


Amherst  &  Sunderland  Street  Railway,  Amherst,  Mass.— An  of- 
fer has  been  made  for  the  $120,000  capital  stock  of  this  company 
and  it  is  announced  that  the  directors  and  principal  stockholders 
will  recommend  that  the  offer  be  accepted  by  all  shareholders. 

Buffalo  &  Lake  Erie  Traction  Company. — This  company  has  ap- 
plied to  the  railroad  commissioners  of  New  York  for  authority  to 
increase  the  capital  stock  from  $6,750,000  to  $7,500,000.  The  pro- 
ceeds will  be  used  to  acquire  the  stock  of.  the  Jamestown  Chautau- 
qua &  Lake  Erie  Railway  Company,  which  is  now  a  steam  road. 
The  Jamestown  Chautauqua  &  Lake  Erie  lines  run  from  Jamestown 
to  Westfield,  Mayville  to  Chautauqua,  and  Clifton  to  Falconer, 
N.  Y..  a  total  of  37.39  miles. 

Chicago  &  Milwaukee  Electric  Railroad.— A.  C.  Frost,  the  pres- 
ident of  the  company,  in  a  letter  to  the  Western  Trust  and  Savings 
Bank  of  Chicago  regarding  $2,000,000  notes,  which  were  mentioned 
in  last  week's  issue  of  the  Electric  Railway  Review,  gives  the  fol- 
lowing  information   regarding   the  company: 

"The  Chicago  &  Milwaukee  electric  railroad  is  double-tracked 
throughout.  The  route  is  practically  an  air  line  between  Chicago 
and  Milwaukee,  having  a  maximum  of  0.4  per  cent  grade  and  a 
maximum  of  1  degree  curve.  All  abutments  and  culverts  are  of 
concrete,  built  for  four  tracks.  The  company  has  no  railroad 
grade  crossings  except  two,  which  are  provided  with  modern  lnter- 
lockers.  All  other  railroad  crossings  have  been  separated  by  going 
over  or  under  them  and  many  of  the  important  highways  and 
streets  are  crossed  by  means  of  subways.  All  bridges  are  of  steel 
on  concrete  abutments  and  have  a  carrying  capacity  of  100,000- 
pound  cars.  Eighty-pound  rails  are  laid  on  first  quality  white 
oak  ties.  2-foot  centers.  The  company  has  built  37  stations  cost- 
ing from  $1,000  to  $30,000  each,  besides  many  shelters.  The  road- 
bed, power  plant,  substations  and  equipment  are  of  the  highest 
standard  of  electrical  railroad  construction,  permitting,  with  safety, 
a  speed  of  60  to  70  miles  per  hour. 

"The  railroad  is  incorporated  Mnder  the  general  railroad  act  of 
the  state  of  Illinois  and  under  the  general  railroad  act  of  the  state 
of  Wisconsin.  The  company  holds  most  satisfactory  franchises, 
all  but  four  being  in  perpetuity;  all  the  franchises  of  the  Wisconsin 
division  are  perpetual  except  for  the  entrance  into  Milwaukee, 
which  is  for  30  years.  The  entire  right  of  way  is  owned  in  fee 
simple  and  is  from  100  to  150  feet  in  width,  allowing  for  the  con- 
struction of  additional  tracks.  The  company  has  expended  over 
$2,000,000  for  right  of  way,  depot  grounds  and  terminals. 

"The  property  consists  of  two  divisions — the  Illinois  division 
and  the  Wisconsin  division,  incorporated  as  separate  corporations 
under  the  laws  of  Illinois  and  Wisconsin.  The  Wisconsin  division, 
however,  is  leased  to  the  Chicago  &  Milwaukee  Electric  Railroad 
Company  (Illinois  corporation)  for  a  period  of  50  years,  and  the 
Illinois  corporation  guarantees  the  principal  and  interest  of  the 
Wisconsin   division    bonds. 

"The  Illinois  corporation  owns  that  portion  of  the  road  from 
Evanston  to  Waukegan,  which  has  been  completed  and  in  opera- 
tion since  1900,  and  the  branch  from  Lake  Bluff  to  Rockfeller, 
which  was  completed  and  placed  in  operation  in  1903 — a  total  of  76 
miles  of  main  track.  It  connects  at  Evanston  with  the  Chicago 
Union  Traction  system  and  the  Evanston  branch  of  the  Chicago 
Milwaukee  &  St.  Paul  railway.  Arrangements  have  been  made  for 
a  connection  with  the  Northwestern  Elevated,  which  will  give  us 
a  direct  entrance  into  the  business  center  of  Chicago.  The  Illinois 
corporation  has  a  total  bond  issue  of  $5,000,000  first-mortgage  5 
per  cent  bonds. 

"The  Wisconsin  division  begins  at  the  junction  of  the  main 
line  of  the  Illinois  division  and  its  Libertyville  branch  and  extends 
north  through  Waukegan,  Kenosha  and  Racine,  and  a  number  of 
small  towns  between  these  cities,  to  Milwaukee,  a  distance  of  55 
miles.  The  road  is  now  completed  to  a  point  within  15  miles  of 
Milwaukee  and  will  be  completed  and  in  operation  into  Milwaukee 
by  September  1,  1907.  The  Wisconsin  corporation  has  an  author- 
ized bond  issue  of  $10,000,000,  of  which  $7,000,000  will  have  been 
issued  when  the  road  is  completed  into  Milwaukee.  The  remaining 
$3,000,000  are  reserved  for  building  branches  from  the  main  line 
west  from  Waukegan  to  Fox  Lake,  and  from  Kenosha  west  to  Lake 
Geneva.  These  extensions  will  develop  an  enormous  passenger 
business  in  the  summer  and  a  large  ice  traffic  in   the  winter. 

"We  have  freight  connections  with  the  Elgin  Joliet  &  Eastern 
(outer  belt  line  of  Chicago),  which  is  a  medium  of  connection  with 
'  trunk  line  radiating  from  Chicago,  and  with  the  Wisconsin 
Central.  Although  freight  has  only  been  handled  by  the  company 
during  the  last  two  years,  the  freight  business  has  already  as- 
BUmed  considered  proportions  and  there  is  every  prospect  of  a  very 
large  increase  in  our  freight  business  during  the  next  few  years. 
"On  December  1,  1906,  the  company  entered  into  a  contract 
with  the  United  States  Express  Company  for  operating  its  express 
business  over  this  company's  lines,  from  which  we  are  assured  a 
profit  cf  at  Least  $25,000  for  this  year. 

"The  company  has  made  a  contract  with  the  Racine  Stone  Com- 

uarries  and   plant  are  located   three  miles   north  of 

Racine,  for  hauling  its  entire  product  of  about  1,000  cubic  yards  of 

tied  stone  per  day.     This  contract  assures  us  a  profit  of  $75,000 

this   year. 

"The  company  owns  extensive  gravel  beds  at  Libertyville  and 

This   gravel   Is   used    In    large   quantities   for   road 

making.     The  company  can  deliver  this  gravel  on  its  cars  anywhere 

along    its   line   for   30   cents   per   cubic   yard,    including    the    cost  of 

loading,  and  receives  $1.00  per  cubic  yard  for  it. 

Cleveland    Southwestern    &    Columbus    Railway. — This   company 


has  been  formed  to  acquire  the  properties  of  the  Cleveland  & 
Southwestern  Traction  Company,  the  Cleveland  Ashland  &  Mans- 
field Traction  Company  and  the  Ohio  Central  Traction  Company. 
Stockholders  of  these  three  companies  have  approved  the  plan  for 
combination,  and  the  shareholders  in  the  new  company  will  meet 
on  April  21  to  organize.  The  new  company  will  have  $7,500,000 
common  stock  and  $2,500,000  preferred  stock.  A  bond  issue  of 
$10,000,000  is  authorized.  Of  this  amount  $3,110,000  will  be  held 
to  retire  Cleveland  &  Southwestern  bonds,  and  $400,000  to  retire 
Ohio  Central  bonds.  In  exchange  for  Cleveland  &  Southwestern 
preferred  stock  the  new  company  will  offer  $200,000  bonds,  $2,000,- 
000  preferred  and  .  $200,000  common  stock;  and  for  Cleveland  .^ 
Southwestern  common  stock  $3,000,000  of  the  new  common  stock 
will  be  given.  For  Cleveland  Ashland  &  Mansfield  bonds  the  new- 
company  will  give  $1,000  000  bonds  and  $1,000,000  common  stock. 
Holders  of  Ohio  Central  preferred  stock  will  receive  $400,000  new 
preferred;  and  the  holders  of  the  common  will  receive  $500,000 
new  common.  For  the  immediate  needs  of  the  combined  property 
$290,000  in  bonds  will  be  used.  The  proceeds  from  $5,000,000  in 
bonds,  $100,000  preferred  stock  and  $2,S00,000  common  stock  will 
be  used  from  time  to  time  in  acquiring  or  building  other  lines  and 
in  the  making  of  improvements. 

Connecticut  Railway  &  Lighting  Company. — The  Commercial  & 
Financial  Chronicle  publishes  the  following  authoritative  state- 
ment: "The  company's  property  has  been  leased  to  the  Consoli- 
dated Railway  Company  for  999  years  from  August  1,  1906.  Tin: 
payment  of  the  rental  has  been  guaranteed  by  the  New  York 
New  Haven  &  Hartford  Railroad  Company.  The  lessee  pay  taxes 
and  a  cash  rental  amounting  to  $975,000  for  the  year  1906-07, 
increasing  gradually  to  $1,400,000  for  the  year  1914-15  and  for 
every  year  thereafter.  Out  of  this  amount  must  be  paid  fixed 
charges,  consisting  of  bond  interest  and  sinking  fund  amounting 
to  $673, SS2  annually.  Under  the  lease  no  further  bonds  are  to 
be  issued  by  the  Connecticut  Railway  &  Lighting  Company.  The 
holders  of  the  stock  of  the  company  have  ratified  the  execution 
of  this  lease.  The  common  shareholders  have  agreed  to  pay  to 
the  Colonial  Trust  Company,  trustee,  $10  per  share  on  either 
stock;  while  the  preferred  shareholders  have  agreed  hereafter,  and 
during  the  term  of  the  lease,  to  accept  4  per  cent  dividends  per 
annum  in  place  of  5  per  cent.  The  above  payment  of  $10  per 
share  on  common  stock,  added  to  the  surplus  rentals  received 
under  the  lease,  will  provide  a  fund  sufficient  to  pay  dividends  at 
the  rate  of  4  per  cent  on  the  preferred  stock  from  August  1,  1906. 
and  dividends  at  the  rate  of  4  per  cent  on  the  common  stock  from 
August  1.  1907,  which  the  agreement  provides  shall  be  so  applied. 
The  present  certificates  are  to  be  exchanged  for  new  certificates 
on  which  will  be  endorsed  the  above  stipulations." 

Havana  (Cuba)  Electric  Railway.— At  a  meeting  of  stockholders 
in  Jersey  City  on  March  6,  a  reorganization  of  this  company  was 
effected  whereby  the  following  were  elected  directors:  Warren 
Bicknell  of  Cleveland;  David  T.  Davis;  Robert  Mather,  vice-presi- 
dent of  the  Rock  Island  Company;  Walter  G.  Oakman  of  the  Guar- 
anty Trust  Company  of  New  York;  James  Rattray,  Samuel  San 
Miguel,  Henry  Runken,  Carlos  Zaldo  and  Frank  Steinhart.  The  last 
four  are  of  Havana. 

Indiana  Union  Traction  Company,  Anderson,  Ind. — At  the  an- 
nual meeting  of  stockholders  on  March  5.  the  following  directors 
were  elected:  Randall  Morgan,  J.  Levering  Jones  and  H.  H. 
Kingston  of  Philadelphia,  Pa.;  W.  Kelsey  and  Jacob  Schoepf. 
Cincinnati.  O;  Hugh  McGowan.  Indianapolis;  George  F.  McCul- 
loch,  Muncie.  and  Arthur  Brady,  Anderson.  Officers  were  elected 
as  follows:  President,  Phillip  Matter.  Marion;  vice-president,  E.  C. 
Carpenter,  Anderson;  secretary  and  treasurer,  W.  C.  Sampson, 
Anderson. 

Louisville  (Ky.)  Traction  Company. — A  meeting  of  stockholders 
will  be  held  on  April  13  to  vote  on  a  proposition  to  authorize  an 
increase  in  the  common  stock  from  $12,000,000  to  $15,000,000.  The 
new  stock  will  be  issued  as  capital  for  improvements  is  required. 

Metropolitan  West  Side  Elevated  Railway,  Chicago. — During  the 
fiscal  year  ended  February  28  gross  earnings,  according  to  an  of- 
ficer of  the  company,  were  about  *2, 546,000.  The  total  number  of 
fares  collected  was  50.935,060,  as  compared  with  46,186,753  in  the 
previous  year.  The  daily  average  number  of  passengers  carried 
was  139, 54S,  an  increase  of  13,008,  equal  to  10.2S  per  cent,  over  the 
preceding  year. 

St.  Louis  &  Suburban. — The  number  of  directors  of  this  com- 
pany, which  Is  controlled  by  the  United  Railways  Company  of 
St.  Louis,  was  reduced  at  the  annual  meeting  of  stockholders  on 
February  26,  from  fifteen  to  five.  The  following  were  elected: 
John  I.  Beggs,  C.  H.  Huttig.  Robert  McCulloch.  Richard  McCulloch 
and  Frank  R.  Henry.  Most  of  the  stock  of  the  St.  Louis  &  Inter- 
urban  Is  held  in  a  voting  trust  and  it  was  voted  by  the  trustees, 
who  are:  Julius  S.  Walsh.  Breckinridge  Jones,  C.  Marquard  Forster, 
Benjamin    Altheimer   and    Samuel   Kennard. 

Union    Railway  Company  of   New  York  City. — In  the  year  end- 
ed December  31,   190.G   the  gross  earnings  were   $1,566,871.   as   com- 
th    $1,420,990,   an   increase  of  $145, SSI.      The  earnings  com- 
pare  as   follows: 

L906  1906  1904 

Gross  $1,566,871     $1,420,990     $1,367,633 

ii  ns'es     1,049,129       1,067,825  977,328 

Net  $517,742        $353,165        $390  305 

Other    income    76.120  -i'.u;s:!  30,888 

Total    Income    $593  862        $402,848        M21.193 

Charges     351.440  302,573  300.1.11 

Surplus     $242,422        $100,275        $121,062 


340 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  Xo.  10. 


Manufactures  and  Supplies 


ROLLING   STOCK. 


Charleston  &  Summerville  Electric  Railway.  Charleston,  S.  C, 
is    figuring   iiri   s   cars. 

Erie    Cambridge    Union    &    Corry    Railway,    Erie,    Pa.,    has    pur- 
i    S   interurban   cars. 

San    Jose    &    Los    Gatos    Interurban    Railway,    San    Jose,    Cal.. 
ordered  ."  interurban  cars. 

Columbus  Newark  &  Zanesville  Electric  Railway.  Newark,  O.. 
is    nmning  on   live  28-foot    cars. 

Columbus  Delaware  &  Marion  Railway.  Columbus.  O.,  is  about 
to  place  an  order  for  a  special  fun.  ral  car. 

Grand  Rapids  Railway.  Grand  Rapids,  Mich.,  has  ordered  10 
cars  from  the  G.  C.   Kuhlman   Car  Company. 

Columbus  Magnetic  Springs  &  Northern  Railway,  Delaware. 
O,   is  considering  the  purchase  of  a  number  of  new  cars. 

Nashville  Railway  &  Light  Company,  Nashville.  Tenn..  has 
placed  an  order  for  30  new  double-truck  cars   for  August   delivery. 

Ft.  Dodge  Des  Moines  &  Southern  Electric  Railway,  Boone.  la., 
has  purchased  11  interurban  cars  from  the  Niles  Car  &  Manufac- 
turing Company. 

Northern  Electric  Company,  Chico,  Cal.,  has  just  placed  an 
order  for  50  standard  box  cars  of  80,000  pounds  capacity  with  the 
American    Car    &    Foundry    Company. 

Elmira  Water  Light  &  Railroad,  Elmira.  N.  Y..  has  pur- 
chased 6  cars  from  the  G.  C.  Kuhlman  Car  Company.  4  of  which 
are  closed  cars  for  city  service  and  two  15-bench  open  cars  for 
interurban    service. 

Austin  Electric  Railway,  Austin.  Tex.,  has  placed  an  order 
with  the  Southern  Car  Company  for  four  10-bench  open  cars  to 
be  equipped  with  GE-54  motors.  The  company  expects  to  have 
these  cars  in  service   in   April. 

Brooklyn  Rapid  Transit  Company,  Brooklyn.  N.  T..  recently 
reported  in  the  market  for  200  cars,  has  placed  an  order  for  100 
surface  cars  with  the  J.  G.  Brill  Company  and  is  reported  to  have 
ordered  the  100  elevated  cars  from  the  St.  Louis  Car  Company. 

Manchester  Street  Railway,  Manchester,  N.  H.,  has  placed  an 
order  with  the  Laeonia  Car  Company  for  6  new  cars  to  be  used 
on  the  new  Manchester  and  Nashua  line.  The  cars  will  be  16 
feet  in  length  and  of  the  same  type  as  those  now  in  operation  on 
that  line. 

American  Railways  Company,  Philadelphia,  placed  an  order 
some  time  ago  with  the  Jewett  Car  Company  for  10  double-truck 
cars  for  the  Peoples  Railway  Company,  Dayton.  O..  and  4  of  the 
same  type  for  the  Springfield  Street  Railway.  Springfield,  O..  to 
be  used  for  city  service. 

Oregon  Electric  Railway,  Portland,  Ore.,  as  reported  in  our 
issue  of  February  23.  has  placed  an  order  for  S  motor  cars  with 
the  Jewett  Car  Company  and  2  electric  locomotives  with  the  Gen- 
eral Electric  Company.  The  order  was  placed  through  W.  S.  Bar- 
stow   &  Co..  New  York  and  Portland. 

Winona  Interurban  Railway.  Winona  Lake,  Ind.,  has  placed  an 
order  for  6  interurban  cars  which  will  be  duplicates  of  the  cars 
described  and  illustrated  in  the  Electric  Railway  Review  for  No- 
vember. 1906.  Four  cars  of  the  same  type  which  were  ordered 
last  year  will  be  delivered  within  the  next  10  days. 

Ferrocarril  Electrico  de  Lerdo  a  Torreon,  Gomez  Palacio,  Mex.. 
has  .iust  placed  an  order  with  the  J.  G.  Brill  Company  for  11  cars 
as  follows:  Two  35-foot  12-bench  open  motor  cars,  two  30-foot 
closed  motor  cars,  all  to  be  equipped  with  GE-80  motors;  also 
four  30-foot  8-bench  trailers  and  three  21-foot  trailer  gondola 
cars,  delivery  on  all  to  be  made  before  May  20.  1907. 

Denver  &  Interurban  Railway,  Denver,  Colo.,  on  February  25, 
placed  an  order  for  8  semi-convertible  cars,  with  the  Woebber 
Brothers  Carriage  Works,  Denver.  These  cars  are  to  be  40  feet 
long  over  all,  equipped  with  four  40-horsepower  motors,  have  vesti- 
buled  platforms,  seating  capacity  of  40  passengers  and  will  be  ope- 
rated on  the  new  Ft.  Collins  city  lines  which  this  company  is  now 
building. 

York  Street  Railway,  York.   Pa.,  has  recently  purchased  5  cars. 

2  of  which  are  of  the  Pullman  type.   47  feet  in  length  over  all,  and 

3  single-truck  cars  for  city  service,  20  feet  long  over  corner  posts. 
These  cars  will  be  mounted  on  Standard  Motor  trucks  of  the  0-50 
type  city  and  suburban  high  speed  double-trucks  and  of  the  C-35 
type  single  trucks  and  will  be  equipped  with  Westinghouse  101-B 
motors.  The  company  is  also  about  to  order  5  cars  for  its  new 
Hanover  and  York  line. 

Denver  &  Interurban  Railway,  Denver  Colo.,  is  making  pre- 
liminary designs  for  new  high-speed  interurban  cars.  The  new 
equipments  will  weigh  about  46  tons  each  and  will  be  operated 
by  four  125-horsepower  single-phase  motors.  The  car  bodies  will 
be  of  the  steam-coach  type,  both  straight  passenger  and  combina- 
tion, 55  feet  long  over  all  and  10  feet  wide  over  all.  The  com- 
bination   cars    will    have    baggage    compartments    8    feet    long   and 


"in   types  will   have  forward  cabs  ■•  teet   long.     The  straight  pas- 
cars  will     'ii         i  users. 
Chicago  South    Bend  &   Northern   Indiana   Railway,   South  Bend. 
Ind.,  has  placed  an  ordei    Foi    L0  interurban  cars.     They  will  be  62 
feel    in   length,   equipped  Eoui    75-horsepower  motors,   and   will 
have  baggage  comp  u                    lioking  compartment  and  lavatories 

Washington    Baltimore    &    Annapolis    Electric    Railway.    Wash- 
ington.   D.    C,    has    just    i  order    with    the    Niles    Car     ty 
lacturing   I                    foi    25    ears.       Nineteen   of   the   cars   are 
60    feet    in    length    of    the    passenger    type;    four    are    combination 
passenger    and    b                                 I    feet    in    length    and    two    are    of 
Kpress  and   locomotive  switching    type   cars  and  r>4   feet  long. 

The   cars   will    be    geared    to    75   m.p.h.    and   will    I [uipped    with 

GE   A-G03-A   motors    and    Baldwin    trucks   of  the   90-40    ■ 

Texarkana  Gas  &.  Electric  Company,  Texarkana,  Ark. -Tex., 
placed  an  order  about  the  first  oi  January  with  the  .1.  G.  Brill 
Compan;  for  3  semi-convertible  cars,  -  of  which  have  20-foot 
3,  .quipped  with  Brill  21-E  trucks,  2  GE-54  motors  and  1 
double  truck  cai  equipped  with  4  GE-54  motors  and  National 
Brake    &    Electric    bi  tki  This   ca.-  is   41   feet   in  length   over  all. 

The    company    has    also    purchased    5    National    Brake    &    Electric 
Company's   equipments    and   one  2  GE-54   motor  equipment. 

Omaha  &  Council  Bluffs  Street  Railway,  Omaha.  Neb.,  as 
reported  in  the  Electric  Railway  Review  of  March  2,  has  placed 
an  order  with  the  American  Car  Company  for  30  closed  all-wood 
passenger  cars  with  a  seating  capacity  of  34  persons  and  5  closed 
cars  with  a  seating  capacitj  Df  <4  persons.  They  will  have  the 
following   dimensioj 

Five    Cars. 

Length  of  body 34  ft.        Width,   inside 7    ft.    6  in. 

Over   vestibule 45  ft.            Over  all    !>   ft.  3  in. 

Over  all    46   ft.    6   in.        Height,    inside S    ft.    2%  in. 

Sill   to    trolley  base   9    ft.    1  in. 
Thirty    Cars. 

Length  of  body 2S  ft.        Width,    inside 7   ft.   6  in. 

Over  vestibule    39   ft.            Over   all 8   ft.    4  in. 

Over  all    40   ft.   6   in.        Height,    inside S    ft.    2Vi  in. 

Sill    to   trolley  base. 9   ft.   1  in. 
Body    and    underframe. . .  .Wood 

Consolidated  Railway  Company.  New  Haven,  Conn.,  has  placed 
the  following  orders  for  new  equipment  with  the  Wason  Manu- 
facturing Company  to  be  distributed  among  its  several  lines  as 
follows:  For  the  New  Haven  Line,  twenty  15-bench  open  cars  to 
be  equipped  with  Taylor  trucks,  2  GE-S7  motors.  Christensen  air 
brakes  and  Sterling-Meaker  No.  5  registers;  also  three  cars.  36 
feet  in  length  and  44  feet  over  all.  for  trolley  express  purposes 
to  be  equipped  with  heavy  Taylor  trucks,  4  GE-87  motors  and 
Christensen  air  brakes;  for  the  Hartford  Street  Railway,  20 
15-bench  open  cars  to  be  equipped  with  Taylor  trucks,  2  GE-S7 
motors,  Christensen  air  brakes  and  New  Haven  Recording  reg- 
isters; for  the  New  London  Street  Railway,  four  15-bench  open 
cars  to  be  equipped  with  Taylor  trucks,  4  GE-80  motors,  Sterling- 
Meaker  No.  5  registers,  and  Christensen  air  brakes;  for  the  New 
England  Investment  &  Security  Company's  lines  as  follows:  Berk- 
shite  Street  Railway,  ten  14-bench  vestibule  open  cars  to  be 
equipped  with  Standard  Motor  trucks.  4  GE-87  motors,  Christen- 
sen air  brakes  and  New  Haven-Philadelphia  type  registers;  for 
the  Springfield  Street  Railway,  ten  14-bench  vestibule  open  cars, 
equipped  with  Standard  Motor  trucks,  4  GE-S0  motors.  Christen- 
sen air  brakes  and  Sterling-Meaker  No.  5  registers;  for  the  New- 
York  &  Stamford  Street  Railway,  eleven  15-bench  open  cars 
equipped  with  Taylor  trucks,  2  GE-S7  motors.  Christensen  air 
brakes  and  Sterling-Meaker  No.  5  registers.  All  of  these  cars  will 
be  equipped  with  the  Crouse-Hinds  arc  headlights.  The  company 
also  expects  to  order  a  lot  of  closed  cars  within  the  next  few 
days. 


SHOPS  AND  BUILDINGS. 


Exeter  Hampton  &  Amesbury  Street  Railway. — One  of  the  car 
barns  at  Hampton.  Mass..  was  burned  the  night  of  March  1, 
destroying  a  considerable  amount  of  rolling  stock.  The  estimated 
loss    is    $50,000. 

Ft.  Dodge  Des  Moines  &  Southern  Electric  Railway. — The  work 
on  the  car  barn  at  Boone.  la.,  is  said  to  be  progressing  rapidly. 
J.   F.   Ivis    has   the   contract. 

Georgia  Railway  &  Electric  Company. — The  directors  have 
authorized  the  construction  of  new  car  barns  and  repair  shops 
at  Atlanta.  Ga.  Both  buildings  will  be  fireproof,  of  brick  and 
steel  construction.  The  barns  will  have  a  capacity  of  60  cars. 
The  shops  will  include  blacksmith,  machine  and  carpenter  shops 
and  a  planing  mill. 

Hannibal  Street  Railway  &  Electric  Company — It  is  reported 
that  this  company  has  decided  to  build  a  concrete  car  house  at 
Hannibal,   Mo. 

Illinois  Traction  Company. — It  is  reported  that  a  large  tract 
of  land  has  been  purchased  in  the  suburbs  of  Decatur,  111.,  on 
which  to  erect  a  large  car  house  and  shops. 

Indianapolis  Coal  Traction  Company. — Work  has  been  begun 
on  the  construction  of  a  new  station  in  Plainfield,  Ind.  It  will 
be  of  brick  and  stone,  of  artistic  design  and  equipped  with  all 
modern  conveniences. 

Meridian  Light  &  Railway  Company. — The  directors  at  a  recent 
meeting  decided  to  build  new  car  barns  at  Meridian,  Miss.,  with 
a  capacity  of  80  cars.     A.  B.  Paterson,  manager. 

Roanoke    Railway    &    Electric    Company. — This     company     will 


March  9,  1907 


ELECTRIC     RAILWAY     REVIEW 


341 


close  contracts  within  the  next  tew  days  for  l'uur  500-horsepower 
water  tube  boilers  for  its  new  power  plant.  Most  of  the  equip- 
ment lias  been  purchased,  including  one  1,500-kilowatt  and  two 
500-kilowatt  Curtis  generators,  two  500-kilowatt  rotary  converters 
and  other  machinery. 

Toledo  Railways  &  Light  Company. — This  company  is  reported 
to  be  negotiating  for  the  purchase  of  land  in  the  vicinity  of  River- 
side Park,  Toledo,  O..  on  which  to  erect  a  car  house  with  accom- 
modations for  100  cars.  The  company  now  has  four  car  houses 
in  the  city,  but  their  capacity  is  being  outgrown  and  it  is  expected 
that  they  will  be  enlarged  or  abandoned  and  new  ones  built  with 
a   capacity   for   400   or   500    cars. 

United  Railway  &  Electric  Company. — This  company  has  ac- 
quired land  on  North  avenue  east  of  Patterson  Park  avenue. 
Baltimore,  on  which  to  erect  a  car  barn.  The  company  has  plans 
for  building  nine  ear  barns,  three  of  which  are  now  under 
construction. 

United  Traction  Company. — It  is  reported  that  this  company 
will  soon  begin  the  erection  of  a  car  barn  at  Rensselaer,  N.  Y. 
E.    S.    Fassett,   general  manager,   Albany,   N.   Y. 

Washington  Baltimore  &  Annapolis  Electric  Railway. — Bids 
are  being  requested  for  the  construction  of  a  one-story  car-repair 
shop.  S4  by  257  feet,  at  Academy  Junction,  Md.,  after  plans  pre- 
pared by  the  Roberts  &  Abbott  Company  of  Cleveland.  It  is 
reported  that  the  Engineering  Contracting  Company,  Baltimore, 
Md..  is  estimating  on  the  construction.  The  office  of  the  Wash- 
ington Baltimore  &  Annapolis  is  at  801  Maryland  Trust  building, 
Baltimore. 

Winona  (Ind.)  Interurban  Railway. — This  company  will  soon 
begin  the  construction  of  a  new  building  56  by  60  feet  in  floor  area 
for  a  carpenter  and  a  paint  shop.  The  building  is  to  be  located 
immediately  back  of  the  present  shops  at  Winona  Lake  and  is 
to  be  equipped  with  all  tools  necessary  for  use  in  car  building. 
The  excavation  has  been  started  and  part  of  the  building  material 
is   now   on    the   ground. 


TRADE   NOTES. 


W.  S.  Barstow  &  Co.,  New  York,  have  recently  opened  a  branch 
office  at  Montreal.  Que.,  in  the  Bank  of  Ottawa  building,  which 
will  be  in  charge  of  Robert  S.  Strangland. 

Col.  Homer  J.  Lindsay,  assistant  to  the  president  of  the 
Carnegie  Steel  Company  died  at  his  home  in  East  Pittsburg  on 
March  5  of  Bright's  disease.     He  was  47  years  of  age. 

Columbia  Brake  Shoe  &  Foundry  Company,  Cincinnati,  O.,  is 
the  new  name  of  the  Columbia  Foundry  Company.  The  company 
manufactures  brake  shoes  for  steam  and  electric  cars. 

American  Conduit  Company,  manufacturer  of  bituminized  fiber 
conduit,  has  moved  its  New  York  office  to  140  Nassau  street,  where 
it  will  be  more  centrally  located  and  will  have  larger  office  facilities. 

R.  L.  Rand,  who  has  recently  resigned  as  manager  of  the  Ft. 
Smith  i  Ark.  I  Light  &  Traction  Company,  has  accepted  a  position 
with  H.  M,  Byllesby  &  Co.,  Chicago,  owners  of  the  Ft.  Smith 
plant. 

Nathan  Shute,  formerly  salesman  for  the  Crouse-Hinds  Corn- 
has  accepted  a  similar  position  with  the  Ohio  Brass  Company 
of  Mansfield.  O.,  and  will  be  connected  with  the  New  York  office 
of  that  company. 

Stuart- Howland  Company  of  Boston  has  been  appointed  the 
New  England  representative  of  the  Kalamazoo  Railway  Supply 
Company  of  Kalamazoo,  Mich.,  and  will  carry  a  stock  of  Moore 
track  drills,   track  tools  and  jacks. 

Sherwin-Williams  Company  is  having  plans  prepared  by  Barnes 
&  Young,  Lincoln  Trust  building,  St.  Louis,  for  a  3-story  ware- 
house. 64  by  110  feet,  to  be  located  at  Second  and  Clinton  streets, 
in   that  city.     It   is  estimated   to  cost   $30,000. 

W.  J.  Martin  has  been  appointed  manager  of  the  Clark  Elec- 
tric Company  of  Detroit,  Mich.,  recently  organized  to  handle 
electrical  supplies.  Mr.  Martin  was  formerly  connected  with 
the  People's  Telephone  Company  in   that  city. 

Buffalo  Railway  Supply  Company,  Buffalo.  N.  Y.,  has  been 
Incorporated  with  an  authorized  capital  stock  of  $50,000  for  the 
purpose  of  manufacturing  railway  equipment  and  supplies.  The 
incorporate  >  Henry    D.    Miles.    Michael    Sullivan.    Harris    T. 

Dunbar,   all  of   Buffalo. 

Hlsey-Wolf  Machine  Company,  Cincinnati,  O,  has  increased 
Its  capital  stock  from  $20,000  to  $100,000.  Plans  are  being  con- 
sidered for  the  erection  of  a  new  plant  in  Cincinnati  that  will  pro- 
vide for  a  large  output  of  electric  drills,  grinders,  etc.,  which  are 
lets  of  the  company. 

Arthur  J.  Arwlne  is  one  of  the  late  additions  to  the  sales  force 
of  the  Ohio  Brass  Company  of  Mansfield.  O.  Mr.  Arwine  is  con- 
nected with  tin-  company's  new  branch  office  recently  established 
at  10  North  Fourth  street,  St.  Louis.  He  was  previously  connected 
with  the  sales  department  of  the  Dearborn  Drug  &  Chemical 
Works  of  Chicago. 

Cortrlght  Metal  Roofing  Company,  50  North  Twenty-third 
street,  Philadelphia,  is  calling  attention  to  an  Item  in  the  Cort- 
rlght Metal  Shingle  Advocate,  a  publication  Issued  monthly  in  the 
Interest  of  its  product,  which  In  turn  calls  attention  to  another 
publication  Issued  by  the  company  which  ii  Is  P'lleved  will  be  of 
sufficient  Interest  to  every  architect,  builder,  contractor,  roofer, 
carpenter   and    home   builder   to  warrant   the  trouble   of   a   request 


for  a  copy.     The  book  i tains  illustrations  of   man]    of   the  finest 

buildings   in   America  and   will   lie  sent   free   to  anj writing  the 

Cortright   company   for   it. 

Charles  I.  Earll,  Howling  Green  building,  New  York,  manufac- 
turer of  the  Earll  trolley  retriever,   reports   : der   from    the  San 

Paulo   Light  &   Power  Co..   Limited,   of  Brazil.    S.    A.,   for   100  of  its 
retrievers.     These  machines  are  now   used  on   many  of  the  lai 
electric    railways    in    the    United    States   and    thej     an         laranteed 
unconditionally   for  one   yeai. 

New  York  Electric  Controller  Company,  21-27  New  Chambers 
street.  New  York,  manufacturer  of  motor  starters  anil  controllers, 
i  'wing-  to  its  greatly  increasing  business  will  during  the  early  part 
of  April  move  its  plant  to  35-37  Rose  street,  where  new  and  modern 
machinery  will  be  installed  which  will  increase  the  capacity  of  the 
plant  and  insure  prompt  delivery. 

Rail  Joint  Company  of  Canada,  Limited,  has  been  organized 
and  has  taken  over  the  patents  and  business  of  the  Contin- 
uous Kail  Joint  Company  of  Canada,  Limited.  The  headquarters 
of  the  company  are  at  216  Board  of  Trade  building,  Montreal  Can. 
The  manufacture  of  its  products  in  Canada  has  been  commenced 
and  the  company  is  prepared  to  make  prompt  deliveries. 

George  Moses,  for  the  past  several  years  associated  with  the 
mechanical  department  of  the  Southern  Railway,  has  accept' .1  a 
position  as  traveling  representative  with  J.  B.  Sipe  &  Co.,  Alle- 
gheny, Pa.  For  the  present  Mr.  Moses  will  make  his  heaaquai 
ters  in  Washington".  D.  C,  and  handle  the  sale  of  Japan  oils 
manufactured  by  this  company  in  the   eastern  southern  states. 

Independent  Pneumatic  Tool  Company,  Chicago,  has  received 
a  large  order  for  its  "Thor"  piston  air  drills  and  pneumatic  ham- 
ni. as  from  the  Wisconsin  Engine  Company  of  Corliss,  Wis.  It  is 
stated  that  this  company,  after  testing  and  experimenting  with 
many  different  makes  of  pneumatic  tools,  decided  to  place  its 
order  for  "Thor"  air  tools,  on  account  of  their  great  efficiency  and 
durability. 

Carbolineum  Wcod  Preserving  Company,  New  York,  has  se- 
cured  the  services  of  Henry  Grinnell.  late  forest  inspector  of  the 
United  States  Department  of  Agriculture,  who  has  taken  charge 
of  the  wood  preserving  experiments  carried  on  by  the  department 
under  Mr.  Crawford.  Mr.  Grinnell  will  give  special  attention  to 
the  preservation  of  poles  and  mining  timbers  and  will  have  his 
headquarters    at    Washington,    D.    C. 

General  Purchasing  Company  is  a  recently  incorporated  organ- 
ization with  offices  at  525  The  Rookery,  Chicago.  The  business  of 
the  company  consists  mainly  in  cashing  the  daily  sales  of  manu- 
facturers and  jobbers  whose  active  capital  would  otherwise  be  tied 
up  in  accounts  due  some  time  in  the  future.  The  purpose  of  this 
arrangement  is  to  enable  a  company  with  a  growing  business  to 
realize  daily  on  the  output  at  no  greater  expense  than  would  be 
incurred  by  allowing  the  customer  the  usual  discount  for  payment 
on  shipment.  This  plan  is  in  use  more  or  less  extensively  in  the 
east  and  the  General  Purchasing  Company  is  now  introducing  it 
in  the  west. 

Curtis  Motor  Truck  Company  has  been  incorporated  in  Illinois 
with  an  authorized  capital  stock  of  $250,000  by  Edmond  A.  Curtis, 
John  P.  Drennan,  Arthur  O.   Bolen,  James  D.  Johnson  and  Charles 

C.  Leforge.  The  company  is  organized  for  the  purpose  of  manufac- 
turing and  selling  the  patented  motor  trucks  which  have  been  in- 
vented by  Edmond  A.  Curtis  and  proposes  to  acquire  by  purchases 
all  of  the  patents  covering  his  designs  in  the  United  States,  Canada 
and  Great  Britain.  The  officers  of  the  company  will  be  as  fol- 
lows:   J.  P.  Drennan.  president;  A.  O.  Bolen,  vice-president;  James 

D.  Johnson,  secretary  and  treasurer;  E.  A.  Curtis,  general  superin- 
tendent. The  incorporators  are  most  of  them  citizens  of  Decatur, 
111,  and  it  is  proposed  to  establish  at  that  point  a  plant  which 
will  have  a  capacity  of  about  15  trucks  per  day.  with  a  total  value 
per  annum  of  about  $750,000. 


ADVERTISING    LITERATURE. 


Western  Electrical  Instrument  Company,  Waverly  Park,  New- 
ark, N.  J. — A  new  instrument,  the  Western  electroplaters'  volt- 
meter, Model  131.  is  the  subject  of  bulletin  No.  7  issued  by  this 
company, 

Allis-Chalmers  Company,  Milwaukee,  Wis. — Bulletin  No.  1050 
is  a  20-page  publication  describing  alternating-current  generators 
of  the  water-wheel  type.  The  generators  are  described  in  the 
usual  manner  as  to  general  construction,  armature,  field  or  rotor, 
excitation,  rating,  voltage,  etc.,  with  divisions  under  the  various 
heads    for   the    consideration    of   particular    features. 

United  States  Engineering  Company,  Philadelphia,  Pa. — A  cata- 
describing  and  illustrating  the  Nachod  automatic  signal  for 
electric  railways  has  been  Issued.  This  system  is  intended  for  use 
on  single-track  roads,  wherever  it  is  necessary  to  converge  them 
for  a  distance  into  single-track,  as  may  be  occasioned  by  tun- 
nels, bridges  or  narrow  streets,  where  cars  run  in  both  directions. 

Electric  Service  Supplies  Company,  Philadelphia,  Pa. — "Garton- 
Daniels  Lightning  Arresters"  is  the  title  of  a  substantial  catalogue 
issued  in  the  interests  of  the  Garton-Daniels  Department  of  the 
Electric  Service  Supplies  Company.  The  publication  covers  In  an 
unusually  complete  manner  the  matter  of  lightning  arresters,  de- 
tailed descriptions  being  presented  of  the  various  types  and  prices 
being  quoted. 

Kinnear  Manufacturing  Company,  Columbus,  Ohio. — The  prob- 
lem of  a  suitable  door  for  car  barns  is  one  deserving  the  atten- 
tion  of  all  those   interested  in   the   proper   protection   and   malnte- 


342 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  10. 


of  eq  lipment  and  property,  particularly  in  climates  where 
there  is  a  wide  range  of  temperature  during  different  seasons  of 
the  year.  The  Kinnear  Manufacturing  Company  has  published 
a  pamphlet  giving  exclusive  consideration  to  this  subject  and  calling 
attention  to  the  efficacy  Of  its  steel  rolling  doors  for  this  service. 

Charles  I.  Earll,  11  Broadway,  New  York. — A  very  complete 
catalogue  describes  and  illustrates  the  Earll  trolley  retrievers  and 
catchers  which  prevent  damage,  accidents  an'd  delays  when  the 
trolley  jumps  from  the  wire,  and  relieve  conductors  of  the  neces- 
sity of  watching  the  trolley.  The  instant  the  trolley  jumps  a  wire 
the  retriever  automatically  pulls  it  down  from  two  to  four  feet 
and  holds  it  until  the  conductor  replaces  it.  In  addition  to  giving 
iii  description  of  the  retriever  the  catalogue  describes  in 
detail   the  various  parts. 

National  Association  of  Manufacturers  of  the  United  States  of 
America,  170  Broadway,  New  York,  N.  Y. — This  association  is  or- 
ganized for  the  purpose  of  affording  its  members  facilities  for  pro- 
curing persona]  service  in  the  nature  of  news  service,  advice  in 
•  legal  matters,  and  advertising,  trade  marks,  reports  on  various 
matters  such  as  foreign  matters  and  foreign  cerdit.  customs  tariff, 
etc.  Tic  organization  is  a  mutual  one  for  the  promotion  of  the 
industrial  interests  and  commerce  of  the  United  States,  the  bet- 
terment of  relations  between  employers  and  employes  and  the  en- 
couragement of  the  business  and  financial  interests  of  its  members 
at  home  and  abroad. 


A  MOTORMAN'S  VALVE  WITH  PNEUMATIC  TRACK-SANDER 
ATTACHED. 


There  is  probably  no  other  invention  of  modern  times  that  has 
contributed  so  largely  to  the  safe  operation  of  high-speed  cars  as  the 
modern  airbrake.     The  airbrake  of  the  present  day,  which  is  suit- 


Motorman's  Valve  with 
Pneumatic  Track- 
Sander  Attached  — 
Sectional  Elevation 
of   Valve. 


•1. 

Base. 

2. 

Seat. 

3. 

Bonnet. 

4. 

Stem. 

5. 

Valve. 

6. 

Slide. 

7. 

Handle. 

8. 

Latch. 

9. 

Coil  Spring. 

10. 

Screw. 

11. 

Gasket. 

12. 

Tee   Bolt. 

13. 

Nut. 

14. 

Screw. 

15. 

Gasket. 

16. 

Guide. 

17. 

Guide. 

18. 

Screw. 

19. 

Screw. 

20. 

Shield. 

21. 

Union    Nut. 

22. 

Pipe  Gasket. 

23. 

Ferrule. 

able  for  the  highest  speeds,  has  been  developed  by  gradual  improve- 
ments extending  over  many  years.  The  handbrake  and  the  mechan- 
ical friction  brake  have  been  superseded  by  it  entirely  for  high- 
speed work  as  such  devices'  are  entirely  inadequate.  The  require- 
ments of  a  perfect  high-speed  airbrake  are  not  only  that  it  will 
be  able  to  bring  the  car  to  a  stop  in  case  of  danger  but  that  it 
shall  accomplish  that  act  without  undue  inconvenience  to  the  pas- 
sengers' or  excessive  wear  and  tear  on  the  mechanical  equipment 
of  the  car,  such  for  instance  as  is  caused  by  the  wheels  skidding. 
Further,  the  valve  which  controls  the  air  supply  to  the  brake  must 
be    so    constructed    that    even    the    motorman    of    only    medium    in- 


telligence will  be  able  to  accomplish  these  results  and  still  feel 
confident  that  the  stops  will  be  made  in  the  required  distance.  A 
feature  which  is  of  the  greatest  importance  in  securing  the  proper 
operation  of  the  brake,  assuring  the  greatest  possible  negative 
acceleration  of  the  car  and  at  the  same  time  preventing  the 
wheels  from  skidding,  which  results  in  those  much  dreaded  flats,  is 
the  proper  sanding  of  the  track.  This  can  be  accomplished  in  the 
most  economical  way  by  an  air  track-sanding  valve  which  is 
fitted  to  the  motorman's  valve  such  as  is  manufactured  by  the  Na- 
tional   Brake    &    Electric    Companv     of    Milwaukee,    "Wis. 

The  arrangement  of  He    track-sanding  valve  directly  above  the 
motorman's    brake    valv        is    shown    in    one    of   the    accompanying 


Motorman's   Valve   with    Pneumatic    Track-sander   Attached — 
Elevation. 


illustrations,  permits  the  motorman  to  apply  sand  to  the  track  ex- 
actly when  it  is  needed,  and  thus  it  will  be  evident  that  besides 
assuring  a  positive  smooth  stop,  it  also  prevents  the  extravagance 
and  wasteful  use  of  sand  which  ii  is  impossible  to  avoid  with  the 
older  form  of  track-sanding  devices.  Though  this  feature  may  at 
first  appear  of  little  importance,  the  element  of  cost  is  the  least 
important  to  be  considered,  for  many  times  a  most  serious  acci- 
dent may  be  avoided  if  sand  is  available  to  assist  the  brakes,  and 
it  is  well  known  to  all  railroad  men  that  many  serious  accidents 
in  the  past  have  resulted  from  a  lack  of  sand  at  the  critical  mo- 
ment. 

A  sectional  view  of  the  National  Brake  &  Electric  Com- 
pany's motorman's  valve  is  also  shown  herewith.  The  essential 
parts  of  the  brake  may  be  followed  in  order  by  the  numbers  upon 
the  diagram  and  in  the  accompanying  table. 

The  base,  valve  seat  and  bonnet  are  made  of  cast  iron,  and 
the  remainder  of  the  valve  with  the  exception  of  the  tee  bolts, 
is  made  of  a  high-class  bronze.  All  the  parts  have  been  so  de- 
signed and  constructed  as  to  withstand  the  maximum  of  wear 
and  tear  and  the  rough  handling  to  which  they  are  inevitably  sub- 
jected. For  the  same  reason  a  common  flat  slide  valve  was  de- 
cided upon  to  control  the  various  port  openings.  This  valve,  which 
is  constructed  of  bronze,  working  on  a  scraped  cast-iron  seat,  it  is 
stated,  will  work  satisfactorily  with  but  one  oiling  and  without  any 
perceptible  wear  for  more  than  150,000  applications  of  the  brake. 
Further,  the  pressure  on  the  valve  is  so  adjusted  that  as  the 
valve  and  seat  wear  they  will  always  form  a  perfectly  air-tight  seat, 
so  that  planing  and  scraping  are  very  seldom  necessary.  Occa- 
sionally, depending  upon  the  severity  of  the  service,  it  will,  how- 
ever, be  necessary  to  take  the  valve  apart,  clean  it  thoroughly  with 
gasoline  and  oil  it  before  reassembling  to  assure  satisfactory 
operation. 

A  quiet,  easy  stop,  even  in  the  hands  of  medium  class  motor- 
men,  is  obtained  by  the  construction  of  the  train  service  force, 
part  of  which  is  formed  in  the  shape  of  a  V  so  that  a  graduated 
application  and  release  of  the  brakes  is  easily  obtained.  The  lap 
position  of  the  motorman's  handle  and  the  other  positions  of  ap- 
plication are  located  the  same  as  on  most  airbrakes.  In  many  of 
them  important  and  desirable  features  will  be  noted  by  careful 
examination   of   the    illustrations   presented   herewith. 


WW 


Chicago:  160  Harrison  Street 


PUBLISHED  EVERY  SATURDAY  BY  THE  WILSON  COMPANY,  CHICAGO 

Entered  at  the  Postoffice,  Chicago,  111.,  as  Second-class  Matter. 
Subscription  in  advance,  including  special  daily  editions  published  from 
time  to  time  In  places  other  than  Chicago,  postage  free,  $2; 
Foreign,  $5;  Single  Copy,  10  cents. 


Vol.  XVII,  No.  11 


New  Vork:  150  Nassau  Street 


CHICAGO,  MARCH  16,  1907 


Whole  No.  203 


TABLE  OF  CONTENTS. 


Editorial — ■ 

— Philadelphia's  Municipal  Gas  Plant    343 

—Chicago's    10- Year    Struggle 343 

— Permanent    Trolley    Construction 344 

—Practicability   of    Home-Built   Rolling    Stock 344 

— Switchboard    Maintenance     344 

— An    Economical    Shop   Layout 345 

— Double-Secondary    Transformers    345 

Shops  of  the  North  Jersey  Division   of   the  Public   Service  Cor- 
poration   (Illustrated)     346 

Electric   Railway   Operations   in   Illinois 350 

Forty-Ton     Switching     Locomotive,    Illinois     Traction     System 

(Illustrated)     351 

Concrete  Ties — Rail   Corrugation    351 

Inspection    Trip   to   Spy   Run  Generating    Station,   Ft.    Wayne   & 

Wabash   Valley   Traction   Company    (Ilustrated) 352 

Application  of  the  Interstate   Commerce  Law  to   Electric   Rail- 
ways     354 

Chicago    Traction    Situation    354 

Chicago  &  Milwaukee  Electric  Railroad  Seeks  Joint  Rates  with 

Steam    Roads    355 

Movement    in    Brooklyn   for  Free   Ferries 355 

The   Manchester  &   Nashua   Street  Railway    (Illustrated) 356 

Freight  Terminal  Station  at  Ft.  Wayne,   Ind.    (Illustrated) 360 

New   Roads  Planned   Near  Illinois-Wisconsin    State  Line    (Illus- 
trated)      361 

Reporting   Accidents  at   Nashville 361 


New  Car  Houses  of  the  International  Railway  Company  at   Buf- 
falo,    N.     Y 361 

Piping   and    Power    Station    Systems— XXXIII.     By   W.    L.    Mor- 
ris    (Illustrated)      362 

Recent    Electric    Railway    Legal    Decisions.     By    J.     L.    Rosen- 
berger     363 

News  of  the  Week — 

—Louisville   Strike   Is   Settled .365 

— Plans   for  a   Municipal    Street   Railway   in    Detroit 365 

— Single   Fares    in    Connecting    Systems 365 

— Henry  Loomis  Nelson  on  Municipal  Ownership 365 

— Cleveland    Traction    Situation    365 

— Legislation    Affecting    Electric    Railways 365 

— Progress   of  Subway  Plans   in  New   York 366 

Construction    News — 

— Franchises    367 

— Incorporations     368 

— Track    and    Roadway    368 

— Power   Houses   and   Substations 370 

Personal    Mention    ::71 

Financial    News    371 

Manufacturing  and   Supplies — 

— Rolling    Stock    372 

— Shops   and    Buildings .373 

—Trade    Notes    373 

— Advertising   Literature    374 

Wear  Well   Leather   Packings 374 


The  municipal  ownership  fad  takes  on  curious  phases  under 
the  peculiar  conditions  of  various  efforts  at  local  application. 

Philadelphia,  which  once  had  a  municipal 
Philadelphia's  gas  plant  of  which  even  Professor  Bemis 
Municipal  wrote   that   the    city   officers    "mismanaged 

Gas  Plant.  the  works  and  used  the  offices  under  it  as 

rewards  for  party  services,"  is  now  offered 
hy  Mayor  Weaver  a  scheme  for  the  resumption  of  the 
works.  His  idea  is  to  raise  capital  by  "popular  subscription" 
and  to  divide  profits  between  the  city  and  the  subscribers 
until  the  capital-cost  is  made  up.  The  idea  of  getting  users 
to  advance  the  purchase  money  and  then  to  reimburse  them- 
selves out  of  the  profits  on  their  own  gas  bills  is  certainly 
unique.  If  the  citizens  of  Philadelphia  have  forgotten  their 
experience  with  this  same  gas  works  they  ought  to  turn  to 
the  report  of  the  Committee  of  One  Hundred,  which,  in 
referring  to  the  investigation  of  the  works,  says:  "At  the 
outset  (of  the  investigation)  difficulties  were  encountered 
which  only  yielded  to  the  persistent  efforts  of  counsel.  Lit- 
tle was  known  of  this  trust.  (The  gas  works  was  managed 
by  a  board  known  as  the  City  Gas  Trust.)  Its  meetings  for 
years  had  been  held  in  secret,  while  its  published  annual 
report  to  the  councils  was  confused  and  unintelligible,  and. 
as  now  appears  by  the  evidence,  actually  falsified.  The  vis- 
ible results  of  the  management  of  the  trustees  had  been 
the  sale  of  gas  at  a  high  price  to  Philadelphia  consumers 
without  realizing  an  adequate  profit  to  the  city.  The  vast 
purchases  of  supplies,  made  at  excessive  prices  from  favored 
parties,  without  competition  or  advertisement  (in  some  in- 
stances from  the  trustees  themselves,  in  violation  of  the 
ordinance i,  the  disbursement  of  enormous  sums  annually 
for  these  purchases  in  checks  drawn  to  bearer,  the  frequent 
failure  to  produce  any  record  of  the  supplies  having  been 
received  or  the  work  performed,  the  admission  that,  not  con- 
tent with  paying  bills  rendered,  the  employes  in  some  cases 
habitually  made  out  the  bills  themselves,  make  some  of  the 
general  features  of  the  management  of  this  municipal  I  rust 
as  appearing  in  the  very  voluminous  testimony."  Before 
Philadfiphians   decide   that   their   Conner  experience  was   ex- 


ceptionally unfortunate  and  that  they  might  do  better  with 
the  next  experiment,  they  might  reflect  upon  the  recent  re- 
port of  Allen  W.  Thurman  on  the  Columbus,  O.,  municipal 
electric  lighting  plant.  In  this  report  Mr.  Thurman  says: 
"So  far  as  we  have  gone  in  the  investigation  of  the  munici- 
pal light  plant,  we  are  convinced  that  the  manner  of  con- 
ducting the  plant,  from  the  highest  to  the  lowest  officials, 
verges  on  criminal  negligence."  If  municipal  ownership  is 
desirable,  or  can  be  made  desirable,  some  one  should  pro- 
duce at  least  one  American  instance  in  which  it  has  proved, 
on  a  large  scale,  at  least  a  moderate  success. 


The    10-years'    struggle    between    the   city    administration    of 
Chicago   and   the   traction   companies   has   at   last  reached   a 

crisis.     The  present  campaign   for  the  elec- 
Chicago's  tion  of  city  officers,  unlike  its  predecessors 

10-Year  for    10   years,   is   not   based   on   an   elusive 

Struggle.  hope  of  traction  settlement,  but  is  founded 

on  a  definite  issue,  which  is  the  approval 
or  rejection  by  voters  of  ordinances  which  will  be  accepted 
by  the  companies.  Those  who  have  lived  in  Chicago  or  who 
have  followed  its  history  closely  in  the  last  decade  have  seen 
the  city  ruled  by  mayors  who.  in  pre-election  promises,  have 
agreed  to  settle  the  problem.  Carter  H.  Harrison  secured 
office  on  a  traction  settlement  platform  in  four  successivi 
elections.  After  he  had  been  mayor  for  eight  years  he  was 
followed  in  1905  by  E.  F.  Dunne,  who  is  the  unwilling  instru- 
ment through  which  the  question  has  been  brought  to  the 
present  important  point.  Now,  for  the  first  time  in  10  years 
the  traction  portion  of  the  campaign  is  something  besides  a 
politician's  mere  catch-word.  Although  the  republican  can- 
didate approves  the  ordinances  without  qualification  and  the 
democratic  nominee  stands  for  their  rejection  and  for  munic 
ipal  ownership,  public-spirited  citizens  have  taken  steps  to 
emphasize  strongly  that  the  approval  of  the  ordinances  Is 
vital,  non-partisan  question.  Thus,  while  the1  candidates  are 
diametrically  opposed  on  the  only  real  issue  of  the  election, 
an  independent  campaign  has  been   undei  i.iK.  n    I'm-  the  ordi 


314 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  11. 


nances.  In  the  history  of  the  struggle  which  is  now  fast 
approaching  culmination,  there  are  interwoven  broken  prom- 
ises of  city  executives,  losses  of  investors,  the  revelation  of 
a  municipal  ownership  craze,  and  eventual  public  indiffer- 
ence. The  city  is  now  aroused  to  the  need  of  action. 
Thoughtful  people  will  recognize  that  the  companies,  made 
desperate  by  long  years  of  contest  and  negotiation,  have 
made  most  liberal  concessions  in  a  final  effort  to  secure  a 
settlement.  But  if  the  ordinances  were  less  favorable  to 
the  city,  even  then  a  settlement  would  be  better  for  the  pub- 
lic than  the  perpetual  retention  of  the  traction  question  for 
the  uses  of  politicians. 

The  tendency  toward  higher  speeds   in  both  interurban  and 
suburban  service  calls  for  high-class  mechanical  work  in  the 
erection    of    trolley    wire    and    rather    close 
Permanent  inspection  of  the  wire  in  service  if  annoy- 

Trolley  ing  breakages  are   to  be  avoided.     In  fact, 

Construction.  the   original   wire   must  be   of  good   qualitv 

to  begin  with,   free  from  scales  and  flaws, 
and  of  high  conductivity.     The  practice  of  putting  up  trolley- 
wire  under  the  stress  of  emergency  construction  without  even 
a  superficial   examination  of  its   quality  is  responsible  for  a 
good  many  troublesome  subsequent  interruptions  of  the  sched- 
ules, and  often  these  occur  at  times  when  the  traffic  is  heav- 
iest.   "Whether  round  or  grooved  trolley  wire  is  the  better  for 
high   speed  and   even  moderate  speed  service  is  a   question 
upon  which  opinions  differ.   On  a  prominent  interurban  line  in 
the  east  operating  about  75  miles  of  track  recent  experience 
is  unfavorable  to  the  use  of  grooved  copper,  and  round  wire 
is  being  substituted  in  every  break.     The  grooved  trolley  in 
this  case  shows  nicks  and  flaws  on  careful  examination,  and 
all  the  recent  breakages  have  been   at  those  weak  spots  or 
else  near  the  ends  of  the  suspension  ears.     The  question  is 
raised   whether   grooved   wire  can  be  drawn   with  the   same 
perfection  of  texture  as  round  copper,  and  it  is  undoubtedly 
true  that  the  strain  on  the  thinner  section  of  the  wire  near 
its  center  is   liable   to   be  serious  if  the  alignment  and  sag 
of  the  line  are  not  just  right  for  the  conditions.    In  the  above 
case  it  is  probable  that  the  whole  line  will  be  restrung  with 
round  copper  inside  of  a  year  or  two.     The  maximum  speed 
of  the  cars  is  about  45  miles  per  hour  on  this  line,  and  prac- 
tically all  the  wear  of  the  trolley  is  in  one  direction,  as  the 
road   is   double  tracked.     Experience  has   shown   in   general 
trolley  practice  that  a  flexible  suspension  of  the  hanger  and 
ear,  the  use  of  long  tapering  ears  and  overhead  switches  and 
frogs  with  gradual  approaches  and  recessions  from  the  cen- 
ter are  more  favorable  to  continuous  servic  and  more  rea- 
sonable wear  than  short  ears  and  frogs  with  relatively  stiff 
ends.     The  point  is  to  avoid  sudden  changes  in  the  direction 
of  the  wire  as  the  trolley  wheel  runs  over  it;  otherwise  wear 
and  possibly  heavy  arching  develop  or  aggravate  weak  spots 
in  the  wire  at  the  points  of  defective   suspension.    Undue 
wear  also  comes  from  excessive  sag.     Constant  watchfulness 
of  the  way  the  wheels  take  suspected  spots  is  essential,  and 
in  some  cases  the  use  of  frequent  expansion  ears  and  the 
occasional  taking  up  of  slack  in   the  trolley  itself  will  be 
found  helpful. 


and  warp  after  a  few  months'  service  in  the  Rocky  mountain 
climate.  Also,  like  other  progressive  properties,  the  Colorado 
Springs  company  has  its  own  methods  for  installing  control 
and  lighting  wiring  and  for  placing  the  various  other  "fix- 
tures" of  a  car.  It  is  thought  that  better  economy  can  be  had 
in  the  long  run  when  this  work  is  done  locally,  since  inspec- 
tion may  then  be  more  thorough,  and  the  men  who  equip  a 
car  are  the  ones  who  are  also  responsible  for  its  maintenance. 
Familiarity  with  detail  car  construction  is  considered  a  factor 
tending  greatly  to  reduce  repair  costs.  Probably  the  most 
important  reason  for  the  Colorado  Springs  company  building 
its  own  cars  is  because  it  can  thus  get  a  good,  serviceable 
car,  suited  to  local  weather  and  traffic  conditions  for  less 
money  than  such  a  car  could  be  purchased  in  the  east  and 
shipped  west.  The  excessively  heavy  tourist  traffic  of  the 
electric  road,  lasting  about  five  months  each  year,  demands 
a  more  complete  working  organization  than  would  ordinarily 
be  required  and  for  this  reason  a  well-organized  shop  force  is 
available  for  car  building  during  seven  months  of  the  year, 
thus  making  the  labor  item,  when  all  other  things  are  con- 
sidered, an  extraordinarily  small  one. 


The  practicability  of  an  electric  railway  company  building 
its   own   cars   is   well   illustrated   at   Colorado   Springs,   Colo. 

After  continued  experimenting  with  several 
Practicability  makes  of  rolling  stock  built  in  different  sec- 
of  Home-Built  tions  of  the  east,  the  Colorado  Springs  &  In- 
Rolling  Stock.        terurban  Railway  Company  has,  during  the 

past  two  or  three  years,  undertaken  the 
construction  of  all  of  its  own  cars.  There  are  several  reasons 
given  for  adopting  this  course.  It  has  been  found  in  practi- 
cally all  the  Rocky  mountain  cities  that  woods  that  may  have 
been  ever  so  thoroughly  seasoned  in  localities  having  lower 
altitudes    and    higher    percentages    of    humidity,    will    shrink 


SWITCHBOARD  MAINTENANCE. 


The  increasing  relative  cost  of  switchboard  apparatus  in 
power  plants  justifies  more  thorough  inspection  on  the  part 
of  attendants  than  at  present  obtains  in  many  installations. 
There  is  a  feeling  in  some  quarters  that  if  a  switchboard  is 
blown  out  every  day  with  compressed  air  and  the  instruments 
wiped  with  a  dust  cloth,  nothing  further  in  the  way  of  inspec- 
tion need  be  done  until  something  goes  wrong. 

There  are  more  moving  parts  on  a  modern  switchboard 
than  one  would  at  first  suppose,  and  a  certain  amount  of 
attention  is  an  essential  of  continuous  reliable  service.  In 
addition  to  the  indicating  and  recording  instruments  there 
are  time  limit  relays,  circuit  breaker  controls,  oil  switch 
mechanisms  and  other  contacts  to  look  after,  while  the  possi- 
bility of  overheated  parts  of  switches  and  coils  is  always 
present.  Oil  switches  in  operation  should  be  inspected  for 
overheating  at  least  three  times  a  day  during  the  heaviest 
part  of  the  load,  and  the  binding  posts  of  potential  trans- 
formers, regulators  and  instruments  should  be  looked  after 
every  two  or  three  weeks  with  an  eye  to  their  becoming  loose. 
The  oil  tanks  on  oil  switches  ought  to  be  dropped  cer- 
tainly once  in  three  months  and  the  contacts  carefully  exam- 
ined to  locate  any  broken  or  bent  springs,  burned  contacts  or 
loose  connections.  When  these  contacts  are  cleaned  with  a 
file  or  in  any  way  where  there  is  a  chance  of  personal  con- 
nection with  the  wiring  system,  the  utmost  care  is  essential 
that  current  should  be  cut  off  and  high-potential  contacts 
avoided.  Knife  switches  for  simple  disconnecting  work  are 
worth  many  times  their  cost. 

The  solenoid  equipment  of  time-limit  relays  are  often 
neglected  for  long  periods.  The  adjustment  of  these  devices 
should  be  tested  every  two  or  three  months  and  the  contacts 
cleaned  with  the  finest  sandpaper  or  emery  cloth.  There  is 
a  tendency  sometimes  to  forget  that  these  relays  are  delicate 
apparatus.  The  adjustment  of  spring  tension  to  hold  contact 
pieces  in  place  and  the  varnishing  of  solenoid  plungers  need 
to  be  carefully  done.  No  little  trouble  can  arise  by  careless 
varnishing  of  plungers  so  that  they  stick  in  one  position  and 
do  not  respond  to  the  load  variations  above  normal.  An- 
other point  likely  to  be  neglected  is  the  care  of  the  leather 
diaphragm  on  the  relay  bellows.  This  should  be  dressed  with 
neatsfoot  oil  every  two  or  three  months  to  prevent  it  from 
becoming  stiff  and  hard.  Lightning  arresters  should  always 
be  examined  and  placed  in  condition  after  a  storm;  rheostat 
contact  points,  fixed  and  movable,  carbon  brakes  and  copper 
feeder  and  switch  jaws  all  need  regular  inspection  just  as 
much  as  commutators,  brushes  and  bearings. 

Instrument  calibration   is   of  less   importance   on    a  rail- 


March  16,  1907. 


ELECTRIC     RAILWAY     REVIEW 


345 


way  switchboard  than  in  a  central  station  selling  current  to 
individual  consumers,  but  it  would  seem  wise  to  check  up  the 
voltmeters  and  recording  wattmeters  at  least  once  a  year,  and 
if  possible  to  make  an  annual  calibration  check  of  the  other 
instruments.  The  cost  of  power  cannot  be  properly  deter- 
mined with  recording  wattmeters  of  inferior  accuracy. 

All  these  little  details  of  operation  are  important  factors 
in  securing  reliable  service,  and  in  some  plants  it  will  pay  to 
reduce  them  to  the  compass  of  printed  and  framed  rules. 


AN   ECONOMICAL  SHOP  LAYOUT. 


The  new  Nashville  shops  which  were  described  in  the 
Electric  Railway  Review  of  March  2,  1907,  illustrate  in  a 
marked  degree  the  tendency  of  the  times  toward  economical 
administration  in  the  maintenance  department  of  street  rail- 
ways. Breadth  of  outlook  in  repair  work  is  one  of  the  most 
essential  factors  in  successful  railway  operation,  for  the  in 
creasing  weight,  power  and  ornamental  attractiveness  of 
modern  rolling  stock  demand  highly  organized  treatment  in 
the  preservation  of  regular  service  and  prevention  of  break- 
downs. The  central  location  of  the  shops  with  respect  to  the 
business  district  tends  to  reduce  dead  mileage  at  night  and 
morning  and  to  shorten  the  time  during  which  cars  with 
minor  defects  remain  out  of  service. 

The  Nashville  shops  are  unique  in  their  adoption  of  the 
direct-connected    motor    drive    in    both    machine    and    wood- 
working departments.    Group  driving  from  one  or  two  motors 
has  been  such  a  common  practice  heretofore  that  the  advan- 
tages of   subdividing  the   shop   motive  power  have  generally 
been  overlooked.     The  character  of  work  done  in  the  street 
railway  repair  shop  is  so  varied  in  its  scope,  so  entirely  dif- 
ferent from  the  regular  and  uniform  production  of  the  ordi- 
nary  manufacturing   plant,   that   the   individual   drive   should 
be  exceptionally  valuable  on  account  of  its  elasticity.     In  re- 
pair shop  practice  the  different  machines  are  seldom  operated 
continuously  for  any  great  length  of  time,  so  that  there  ought 
to  be  a  considerable  saving  in  power;  if  any  part  of  the  shop 
has  to  be  run  overtime,  it  can  be  done  without  the  least  diffi- 
culty,   and    the    elimination     of     belts    and    shafting    counts 
strongly    in    favor   of   increased    compactness    of   installation 
and  enlarged  facilities  of  natural  lighting.     The  tool  can  be 
brought    to   the   work   when    necessary   and    the    increased 
amount  of  head-room  should  afford  the  utmost  facility  in  hand- 
ling   armatures,    wheels,    axles   and   other   parts.     In    many 
repair  shops  the  arrangement  of  tools  has   developed   along 
circumstantial  lines,  without  much  regard  to  the  sequence  of 
operations,  and  in  some  cases  the  belts  and  shafting  prohibit 
the    mechanical    handling   of    heavy    work     by    an    overhead 
crane  or  traveling  hoist.     With  the  direct  electric  drive  the 
expansion  of  the  shop  work  can  be  as  easily  handled  as  the 
production  of  the  first  installation;   and  if  experience  proves 
that   the   location    of   any    special    tool    is    not   the   best,   the 
electric    wiring   problem    is   so    simple    that   matters   can    be 
rectified  at  very  slight  expense.     This  is  frequently  impossi- 
ble with   the  group  system  of  driving. 

The  amount  of  power  used  in  the  machine  shop,  51.5 
horsepower  in  total  rating,  taken  in  conjunction  with  the  size 
of  the  machine  tools,  shows  that  the  shops  should  be  able 
to  undertake  even  heavier  work  than  the  simple  maintenance 
jobs  if  necessary.  In  striking  boldly  into  the  field  of  indi- 
vidual driving  the  company  has  done  well  to  avoid  using  too 
small  sizes  of  600-volt  motors  for  single  machines.  It  is  as  yet 
difficult  to  build  very  small  motors  for  reliable  service  at 
this  potential,  and  it  was  undoubtedly  a  wise  step  to  group 
the  smaller  tools,  such  as  emery  wheels,  grinders,  backsaws, 
etc.,  for  operation  by  a  5-horsepower  motor.  The  first  cost  . 
of  motors  specially  designed  for  shop  driving  with  individual 
speed  control  is  naturally  a  considerable  Item,  bul  when 
reduced  expense  of  operation,  the  lessened  amount  of  shaft- 
ing and   the  possibility  of  more  rapid    production   by   speed 


adjustment  are  taken  into  account,  the  installation  expense 
shrinks  in  importance.  The  use  of  induction  motors  in  the 
carpenter  shop  reduces  the  fire  hazard  so  materially  that 
there  ought  to  be  a  distinct  reduction  in  insurance  rates  on 
account  of  their  installation.  The  relatively  large  amount 
of  power  consumed  by  the  wood-working  tools  is  of  interest, 
judging  by  the  total  rating  of  110  horsepower,  and  the  bene- 
fits of  the  individual  drive  in  this  department  ought  to  be 
even  greater  than  in  the  machine  shop. 

Other  features  of  the  Nashville  installation  which  make 
for  economy  and  which  can  readily  be  availed  of  in  other 
situations  are  the  provision  for  manufacturing  spare  parts 
when  desirable,  the  use  of  a  traveling  crane  over  the  shop 
pits,  the  saving  of  waste  oil  in  the  pumping  room,  plans  for 
electrically  hoisting  the  armatures  to  the  winding  room, 
drainage  of  pits  and  unification  of  car  equipment.  Reduction 
of  idle  movement  of  stock,  the  loading  of  machines  with  work 
against  times  of  emergency  material  consumption,  the  stor- 
age of  cars  over  pits  to  facilitate  right  inspection  and  the 
protection  of  expensive  rolling  stock  by  fireproof  housing 
all  commend  themselves  to  the  close  observer  of  car  house 
and  shop  design. 


DOUBLE-SECONDARY  TRANSFORMERS. 


A  relatively  new  departure  in  transformer  design  will  be 
found  on  another  page  of  this  issue  in  the  description  of  the 
Litchfield  substation  of  the  new  Manchester  and  Nashua  elec- 
tric line.  The  use  of  multiple-voltage  primary  and  secondary 
stops  has  been  common  practice  for  some  years  in  the  design 
and  operation  of  large  power  transformers,  but  the  construc- 
tion of  transformers  with  double  secondary  windings  for  the 
separate  operation  of  independent  rotary  converters  on  the 
low-tension  alternating-current  side  of  the  substation  is  some- 
thing of  a  novelty. 

The  frequency  of  the  system  in  point  was  necessarily  60 
cycles  on  account  of  the  supply  of  the  power  from  long-estab- 
lished plants  carrying  a  heavy  lighting  service.  The  parallel 
operation  of  60-cycle  rotary  converters  in  sizes  of  300-kilowatt 
is,  of  course,  perfectly  practicable  at  the  present  time,  but 
from  some  points  of  view  there  is  greater  assurance  of  relia- 
ble service  if  the  alternating-current  sides  of  such  machines 
can  be  operated  separately.  The  use  of  a  separate  secondary 
for  each  of  the  two  rotaries  in  the  station  permits  applied 
voltage  adjustments  upon  either  or  both  machines  with  prac- 
tically no  reflex  action,  and  enables  a  wide  range  of  service 
conditions  to  be  met  by  simple  double-throw  switches  on  the 
main  board. 

Off-hand  it  would  seem  as  though  a  slight  sacrifice  in 
transformer  efficiency  would  be  the  price  of  double-secondary 
isolation,  but  this  is  probably  too  small  to  carry  much  weight. 
In  a  substation  likely  to  be  extended  by  the  addition  of  con- 
siderable new  equipment,  there  is  some  question  if  the  at- 
tempt to  segregate  machines  in  the  above  way  would  not 
defeat  its  own  ends  by  reducing  the  general  flexibility  of  the 
plant.  There  is  undoubtedly  a  practical  limit  to  the  amount 
of  independent  winding  which  is  permissible  on  a  trans- 
former, for  the  requirements  of  moderate  first  cost  and  high 
efficiency  are  difficult  to  meet  in  proportion  to  the  multiplica- 
tion of  separate  coils.  In  a  small  substation,  however,  flexi- 
bility of  operation  on  a  common  set  of  busbars  is  an  impor- 
tant factor  in  the  reliability  of  service,  and  the  actual  con- 
venience of  being  able  to  adjust  the  voltage  independently  on 
the  alternating-current  sides  of  two  rotaries  running  smoothly 
in  parallel  on  the  direct-current  busbars  may  work  out  to  be 
a  valuable  insurance  against  operating  troubles.  The  expe- 
rience  of  plants  equipped  in  this  way  will  be  worth  watching. 
It  is  certainly  a  great  convenience  to  be  able  to  set  the  cir- 
cuits lor  an  alternating-current  potential  of  396,  376  or  360 
volts  without  the  laborious  task  of  unbolting  terminals  and 
trying  to  manipulate  stiff  and  unwieldy  cables  in  the  narrow 
space  beneath  the  transformer  case. 


34*5 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  11. 


SHOPS     OF     THE     NORTH     JERSEY     DIVISION     OF     THE 
PUBLIC    SERVICE    CORPORATION. 


The  North  Jersey  Division  of  the  Public  Service  Cor- 
poration of  New  Jersey  has  a  total  mileage  of  550  miles  and 
includes  the  following  street  railway  properties:  The  North 
Jersey  Street  Railway  Company,  the  Jersey  City  Hoboken 
&  Paterson    Street    Railway    Company,    the    Elizabeth    Plain- 


overhauling  of  the  entire  division  are  done  at  the  Plank  Road 
shops. 

The  company  has  auxiliary  or  light  overhauling  shops 
on  the  North  Jersey  Division  at  five  points,  as  follows:  The 
Montgomery  Street  shop  at  Jersey  City,  the  Market  and 
Jersey  Street  shop  at  Paterson.  the  Angelque  and  Clinton 
Street  shop  at  "West  Hoboken.  the  Milltown  shop  at  Mill- 
town  and  the  Dunellen  shop  at  Lincoln.     Each  of  these  auxil- 


North    Jersey    Shops — General    Layout. 


field  &  Central  Jersey  Street  Railway  Company,  the  Elizabeth 
&  Raritan  River  Street  Railway  Company,  the  Orange  and 
Passaic  Valley  Street  Railway  Company,  the  South  Orange  & 
Maplewood  Traction  Company  and  the  Bergen  Turnpike 
Company. 

The  mechanical  department  of  these  lines  is  in  charge 
of  Charles  Remelius,  general  superintendent  of  rolling  equip- 
ment, with  headquarters  at  the  Plank  Road  shops,  the  main 
shops  of  the  system.     These  shops,   which  constitute  one  of 


iary  shops  is  available  for  light  repairs  needed  by  cars 
operating  in  its  vicinity.  The  only  work  performed  outside 
of  the  Plank  Road  shops  and  the  auxiliary  shops  is  the  in- 
spection, oiling  and  trivial  repairs  performed  at  terminals. 
We  present  herewith  a  diagram  showing  the  relative  sizes 
and  location  of  the  main  repair  shops  and  auxiliary  overhaul- 
ing shops,  and  also  a  diagram  showing  the  organization  of 
ihe  mechanical  department  of  the  North  Jersey  division. 
The  total  number  of  cars  operated  by  the  foregoing  prop- 


North   Jersey   Shops — General    Exterior  View  of  Shop   Buildings. 


the  largest  and  best  equipped  plants  for  shop  work  and  car 
house  storage  to  be  found  on  any  street  railway  system  in 
the  country,  are  located  on  the  eastern  outskirts  of  Newark. 
The  shops  formerly  consisted  of  a  machine  shop  190  by  120 
feet.  This  has  been  remodeled  and  greatly  enlarged  and  a 
large  erecting  shop,  paint  shop,  auxiliary  buildings  and  car 
storage  barns  have  been  added.  The  plant  has  been  in 
service  since  June  of  last   year.     All  the  heavy   repairs  and 


erties  and  subject  to  the  supervision  of  the  mechanical  de- 
partment in  the  shops  mentioned  is  approximately  2.000  cars. 
Since  the  amalgamation  of  the  properties  600  new  double- 
truck  cars  have  been  purchased  and  150  are  under  construc- 
tion. The  equipment  represents  almost  every  imaginable 
variety  on  account  of  the  corporation  having  been  made  up 
of  so  many  different  companies,  but  the  aim  of  the  depart- 
ment is   to   standardize  equipment   as   rapidly   as   practicable 


March  16.  1907 


ELECTRIC     RAILWAY     REVIEW 


317 


and  this  has  been  effected  in  a  remarkable  degree  in  the  time 
the  organization  has  been  in  existence,  that  is,  since  June, 
1903.  The  standard  car  which  the  company  has  adopted  for 
general  use  is  the  city  and  interurban  car  of  the  1600  type. 
The  principal  dimensions  of  this  car  are  as  follows:  Length 
over  all.  42  feet  8  inches;  length  of  body,  30  feet;  width. 
S  feet  4  inches.  The  car  has  seats  for  42  passengers.  Among 
the  standard  devices  adopted  are  the  center  bell-ringing  de- 
vice, the  Detroit  fender  and  platform,  etc. 
Plank  Road  Shops. 
The  general  layout  of  the  Plank  Road  Shops  and  car 
houses  presented  herewith  shows  the  convenient   relation  of 


^V^jm,   .5.^. 


C*r*t&Tr  ,5<Ms 


North   Jersey   Shops — Diagram    Showing    Location   of   Shops. 

the  three  main  buildings — the  machine  shop  and  blacksmith 
shop  building,  the  erecting  shop  with  a  capacity  of  42  cars 
and  the  paint  shop  with  a  capacity  of  70  cars,  which  build- 
ings are  served  by  two  transfer  tables.  The  front  eleva- 
tion of  the  shops  is  on  Ferry  street  and  on  the  other  side  of 
this  street  is  located  the  car  house,  built  in  five  bays  with  a 
capacity  of  150  cars. 

The  entire  property  devoted  to  shop  purposes  is  fenced 
in.  On  the  front,  along  Ferry  street,  is  an  iron  fence  seven 
feet  high,  with  three-quarter  inch  pickets  set  diagonally  and 
supported  by  three  rails,  having  posts  set  in  concrete  every 
seven  feet.    There  are  four  track  entrances  which  necessitate 


ings  is  equipped  wth  a  time  clock  and  a  careful  record  is 
kept  of  the  hours  of  service  of  all  employes. 
Machine  Shop. 
The  machine  shop  is  reached  from  the  outside  through  a 
front  entrance  and  a  stairway  leading  to  the  balcony,  in  the 
Forward  portion  of  which  are  located  the  offices  of  the  super- 
intendent   of   rolling   equipment.     Here   is   also   the   drafting 


Controller  Foreman 

General  Foreman 
Plank  Road 
Shops 

i  Blacksmith 
Machinist's  Foreman   -.  _       ,      _, 

/  Truck     Shop 
„                  _                           Foreman 
Carpenter  foreman 

Car  Dispatcher 
Wiring  Foreman 

Armature  Foreman 
Painter  Foreman 
Montgomery  Street 
Shop  Foreman 

General  Foreman 

We.t  Hoboken  Shop 

Foreman 
Carmen  at  Terminals 

Superintendent 
Rolling 
Equipment 

General  Foreman 

Paterson  Shop 

Foreman 
Dunellen  Shop 

Foreman 
Milltown  Shop                            * 

Foreman 
Carmen  at  Terminals 

General  Foreman 

Air  Brake  Equipments 
Storage  Air  Plants 

Chief  Draftsman 

Draftsmen 

Photographer 

Air  Brake  Expert 

Chief  Clerk 

Clerical  Force  and 
Timekeeper? 

Storekeeper 

;  Storeroom  Clerks 
!   Supply  Cars 

North   Jersey  Shops — Diagram   Showing  Organization  of   Mechanical 
Department. 

room  and  the  office  of  the  chief  clerk  of  the  department. 
There  is  a  private  inter-communicating  telephone  system  so 
that  the  superintendent  can  call  up  from  his  office  the  fore- 
man of  any  particular  department  and  issue  orders,  or  go 
into  detail  with  regard  to  any  particular  situation.  There 
is  also  a  dining  room  and  kitchen  on  the  balcony  of  the  ma- 


North    Jersey    Shops — General    View    Interior   of    Machine    Shop. 


openings  as  wide  as  50  fee)  and  these  have  sliding  gates. 
•■  gates  are  among  the  largest  of  the  type  that  have  been 
erected.  Care  is  taken  that  no  one  is  allowed  to  enter 
or  leave  the  property,  except  through  the  small  gate  at  the 
watchman's  house,  and  through  this  entrance  the  workmen 
pass  to  and  from  their  duties  i"  the  various  buildings.  These 
fences  complete  with  the  gates  were  built  by  the  E.  T. 
Barnum    Iron    Company,    Detroit.      Kach    one   of   these   build 


chine  shop,  where  the  heads  of  the  various  departments  meet 
for  their  noon-day  meal.  This  is  not  only  convenient  but 
affords  ;i  in.  i  hod  of  getting  the  official  heads  of  the  shops 
together  at  least  once  during  the  day.  The  machine  shop  is 
made  up  of  two  portions,  the  old  building  and  the  new.  The 
balcony  was  devised  on  account  of  the  particular  design  of 
i in-  old  building  and  because  of  the  desire  to  make 
use  possible  of  all  the  space  in  the  "id  building. 


348 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  Xo.  11. 


lighting  effect  in  the  machine  shop  attracts  attention  at  once. 
A  skylight  25  feet  wide  runs  the  entire  length  of  the  room, 
and  this,  in  addition  to  the  windows  on  the  side  under  and 
above  the  balcony,  makes  the  place  almost  as  light  as  if  it 
were  in  the  open.  We  present  herewith  a  general  view  of 
one  side  of  the  interior  of  the  shop  taken  from  the  balcony 
and  looking  toward  the  armature-banding  and  field-winding 
machines. 

The  first   floor  of  the   shop  is   reached  from  the  balconv 


that  they  may  be  served  by  self-supporting  cranes  that  are 
placed  between  each  pair  of  pits.  The  cranes  were  especially 
designed  by  the  company.  The  cranes  consist  of  an  8-inch 
pipe,  that  serves  as  a  revolving  mast,  held  in  place  by  a 
base  casting.  The  mast  revolves  on  ball  bearings  placed  in  a 
casting  bolted  to  the  floor.  The  jib  of  the  crane  is  made  up 
of  two  6-inch  channel  irons  and  trussed  with  %-inch  rods. 
The  channel  irons  are  placed  15  inches  apart,  allowing  a 
movement  of  the  carriage  that  supports  a  6  inch   by  5  foot 


North    Jersey   Shops — Fenders    Piled    Adjacent   to    Blacksmith    Shop. 


by  means  of  an  elevator  in  the  front  of  the  building.  The 
east  side  of  the  building  on  the  first  floor  is  taken  up  with 
the  overhauling  pits.  Each  pit  is  equipped  with  a  special  car 
hoist,  of  which  a  view  is  presented  herewith.  This  hoist  is 
made  up  principally  of  four  jackscrews  driven  by  a  motor 
in  the  forward  end  of  the  pit.  This  motor  has  an  extended 
shaft  with  two  miter  gears  on  each  end  to  mesh  into  miter 
gears  that  attach  to  two  longitudinal  shafts  that  run  par- 
allel with  the  pit  and  under  the  floor.  The  longitudinal  shaft 
is  arranged  with  worms  that  drive  the  worm  gears,  which 
operate  the  jackscrews.  The  motors  used  in  these  pits  are 
old  ones,  taken  from  discarded  cars,  and  are  of  the  West- 
inghouse  12A  type.  When  the  pit  is  clear  the  jackscrews  are 
always  down  so  that  the  I-beams  that  are  placed  on  top  and 


air  cylinder  and  piston.  The  crane  revolves  very  easily  and 
operates  on  loads  readily  wTith  the  air.  The  pressure  used 
on  all  of  the  shop  tools  is  maintained  at  about  90  pounds  by 
the  compressor  plant,  which  consists  of  a  twin  electrically- 
driven  set.  The  compressors  were  installed  by  the  Xational 
Electric  Company  and  have  a  capacity  of  100  cubic  feet. 

Xo  traveling  crane  system  is  used  in  the  shop,  the  latter 
having  been  laid  out  so  that  the  cranes  at  the  head  of  the 
pits  handle  the  heavy  work  on  and  off  from  the  trucks.  The 
heavy  parts  are  taken  through  the  shop  by  small  especially 
designed  trucks,  that  are  pulled  along  the  floor.  It  is  be- 
lieved that  this  is  the  more  economical  practice  for  the 
reason  that  when  a  traveling  crane  is  in  service  for  one  pur- 
pose, other  work  is  compelled  to  wait,  whereas  by  the   sys- 


North   Jersey   Shops — Car   Repair    Pit   with    Body    Hoist. 

which  are  intended  to  support  the  car  bodies  rest  directly 
on  the  cement  floor.  About  two  minutes  are  required  to 
raise  a  car  body  from  its  trucks  and  the  hoists  are  very  re- 
liable and  definite  in  their  action.  They  appear  to  have 
considerable  advantage  over  the  overhead  hoist  on  account 
of  being  out  of  the  way  and  taking  up  little  room.  In  the 
bottom  of  each  pit  is  a  track  of  3-foot  gauge,  upon  which  an 
air-operated  pit  jack  is  placed.  This  pit  jack  may  be  moved 
the  length  of  the  pit  on  its  trucks  and  is  so  built  that  it 
may   be   shifted   transversely. 

When  the  car  body  is  raised  the  trucks  are  run  out  so 


North    Jersey   Shops — Drop    Pit   with    Wheel    Grinding    Apparatus. 

tern  adopted  no  delay  whatever  is  experienced  and  in  view 
of  the  disposition  of  the  self-contained  cranes  herein  de- 
scribed, and  those  placed  at  the  machines,  an  efficient  eco- 
nomical  service  is  obtained. 

One  of  the  pits  is  fitted  up  with  a  wheel  grinder,  which 
was  designed  by  the  superintendent  of  rolling  equipment, 
and  is  shown  in  one  of  the  accompanying  cuts.  Cars  are 
run  over  the  pit  and  jacked  up  and  the  wheels  made  to  re- 
volve by  running  the  current  through  the  motors,  after  a 
water  rheostat  has  been  connected  in  series  with  them.  A 
movable    section    in    each    rail    permits    work    upon    the   car 


March  16,  1907. 


ELECTRIC     RAILWAY     REVIEW 


349 


wheels,  and  the  latter  are  ground  down  by  coming  in  con- 
tact with  the  emery  wheels  of  the  grinder.  This  operation 
is  very  effective,  as  it  is  not  necessary  to  dismantle  the  car. 
and  an  ordinary  flat  spot  is  taken  out  in  a  few  minutes.  The 
operation  of  this  grinder  has  proved  it  to  be  much  superior 
to  the  old  lathe  method  and  so  effective  and  satisfactory  that 
six  other  machines  have  been  installed  at  various  terminals 
on  the  system.  The  machine  work  in  the  shops  is  done  on 
the   ground   floor   on   the   west   side   of   the   old   building.     It 


chine  and  a  Ferguson  oil  furnace  for  the  bulldozer.  Oil 
furnaces  are  also  arranged  for  the  Ajax  forging  machine  and 
two  power  forging  hammers.  The  oil  furnace  is  found  to  be 
superior  to  the  ordinary  forge  for  making  the  heats  as  large 
areas  of  iron  are  quickly  brought  up  to  the  welding  tempera- 
ture. The  bulldozer  is  equipped  with  forms  for  forging  break 
hangers,  bumper  irons,  etc.  Each  piece  is  forged  with  a  few 
blows  of  the  machine  and  a  great  deal  of  work  and  time  are 
saved   by   reason    of   using   these   machines    in   place   of  the 


North    Jersey   Shops — Blacksmith    Shop. 

was  noted-  that  the  tools  are  run  in  gangs  instead  of  being 
separately  driven.  It  is  claimed  by  the  management  that 
the  running  of  tools  in  gangs  with  line  shafting  is  much  pref- 
erable to  a  practice  of  driving  them  independently.  Espe- 
cially when  it-  is  imperative  to  use  500  volt  direct  current. 
Of  course  this  does  not  apply  to  the  large  insulated  machine 
tools,  as  these  are  independently  driven. 

One  of  the  accompanying  cuts  shows  a  view  of  the  tool 
room  and  shop  foreman's  office,  the  tool  room  being  below 
and  the  office  above.  In  providing  this  office  the  spot  best 
suited  to  ready  supervision  was  selected.  From  the  super- 
intendent's  office   one   is   able   to   see  about  the   entire   shop 


North   Jersey  Shops — Wheel   Repair   Department. 

hand  forges.  Six  Buffalo  down-draft  forges  are  in  service. 
These  forges  get  their  blast  through  underground  ducts  from 
air  generated  by  fans  and  the  smoke  and  gases  are  taken 
away  through  exhaust  ducts  by  the  same  method.  One  of 
the  accompanying  cuts  shows  a  group  of  the  new  standard 
fenders  piled  outside,  convenient  to  the  forge  snop.  which  is 
equipped  for  their  manufacture. 

Wheel    Room. 

The  wheel  room,  shown  in  one  of  the  accompanying  cuts, 

takes  up  the  rear  end  of  the   building  and  is  convenient  to 

the  wheel  platform  outside.    The  machines  in  the  wheel  room 

are   driven    by   separate   motor   and   line   shafting   and   there 


North  Jersey  Shops — Tool   Room  and  Office  of  Shop  Foreman. 

and  have  an  eye  on  all  that  is  going  on.  The  new  portion 
of  the  machine  shop  building  is  single  floor,  similar  to  the 
remaining  new  construction,  the  west  side  being  a  continua 
tion  of  the  overhauling  shop  and  the  east  side  being  reserved 
for  the  smith  work  in  the  blacksmith  shop.  In  the  forging 
department  are  some  heavy  tools  not  usually  met  with  in 
street  railway  shops.  The  accompanying  photograph  shows 
a  heavy    Williams   &   White   bulldozer  and   Ajax   forging  ma- 


Nort'i     Jersey     Shops — Electric     Yard     Crane     at     Work     in     Wheel 
Storage    Yard. 

are  two  improved  200-ton  wheel  presses,  two  boring  mills  and 
a  lathe.  Axle  racks  are  arranged  between  the  columns, 
convenient  to  the  work.  All  the  new  axles  are  4%  inches  and 
the  gear  wheels  are  pressed  on  the  axles  instead  of  being  of 
the  split  type.  We  understand  that  the  gear  wheels  placed 
lie  axle  give  much  better  satisfaction  and  last  longer 
than    the    split    gear.      The    wheel    and    axle    storage    tracks 


350 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  11. 


are  mar  at  hand.  One  of  the  accompanying  views  shows  the 
method  of  storing  the  standard  wheels  and  axles  that  are 
ready  to  be  repaired  in  the  wheel  room  or  those  that  are 
finished  and  waiting  for  distribution  about  the  system  by  the 
win  <  1  car.  This  car  is  used  solely  for  handling  wheels 
and  is  equipped  with  a  crane  having  a  revolving  mast  and 
chainfall.  so  that  the  wheels  can  be  handled  readily. 

One  of  the  cuts  herewith,  presenting  the  general  view  of 
the  blacksmith  shop,  shows  a  Bradley  power  hammer  and  an 
air  hammer.  The  Buffalo  down-draft  forges  are  shown  on 
the  left,  opposite  them  on  the  right  are  cast-iron  forms,  which 
are  used  by  the  blacksmith  for  bending  special1  shapes.  In 
connection  with  the  forging  department  there  is  also  a  large 
double  fire.  Buffalo  forge  that  is  used  for  babbitting.  The 
babbitt  is  melted  in  pots  and  taken  with  a  ladle  and  poured 
into  the  special  babbitting  molds  which  are  manufactured 
by  the  Columbia  Machine  Works  &  Malleable  Iron  Com- 
pany  of   Brooklyn.      This   form   of  mold   was   first   used   and 


n 

w-ii 

1  ■        i  •».,* 

% 

^H1  ' ' 

•m»  w   , 

/ 

North     Jersey    Shops — Bulldozer    and     Oil     Furnace     in     Blacksmith 

Shop. 

originally  designed  at  the  Plank  Road  shops,  and  is  said  to 
be  more  rapid  than  the  old  core  method,  by  which  the  com- 
plete bearing  was  made,  instead  of  in  halves  as  by  this 
mold.  .  It  is  stated  that  by  the  new  method  a  much  more 
perfect  bearing  is  obtained  and  one  that  needs  very  little 
dressing    down    or    finishing. 

(To  be  continued.) 


ELECTRIC    RAILWAY    OPERATIONS    IN     ILLINOIS. 


The  preliminary  report  of  the  Illinois  Railroad  and  Ware- 
house Commission,  covering  the  operations  of  surface  and 
elevated  electric  railways  during  the  fiscal  year  ended  June 
30,  1906,  states  that  the  daily  business  of  the  commission 
demonstrates  "that  all  of  the  provisions  of  the  statutes  gov- 
erning railways  operated  by  steam  should  be  extended  over 
the  electric  railways."  and  that  electric  railways  "are  get- 
ting to  be  a  very  important  factor  in  the  transportation  prob- 
lem of  the  state."     An  abstract  of  the  report  follows: 

The  total  mileage,  main  line  and  branches  of  surface 
and  elevated  electric  railways  for  the  year  was  935.76  miles, 
an  increase  of  173.07  miles.  The  total  mileage  of  second, 
third  and  additional  main  track  was  190.7  miles,  an  increase 
of  12.55  miles.  The  mileage  of  yard  tracks  and  sidings  was 
56.84  miles,  an  increase  of  19.01  miles.  The  total  mileage  of 
all  kinds  of  track  was  1.1S7.43  miles,  an  increase  of  204.63 
miles. 

The  capital  stock  and  funded  debt  of  this  class  of  roads 
for  the  year  was  $160,5S7.22S.  an  increase  of  $7,664,609,  which 
is  accounted  for  by  the  increased  mileage  put  in  operation. 
The  average  capitalization  (stock  and  bonds)  per  mile  of 
road  of  surface  and  elevated  electric  railways  for  the  year 
was  $171,782.  The  average  capitalization  (stock  and 
bonds)  per  mile  of  surface  roads  was  $75,868.  The  average 
capitalization  (stock  and  bonds)  per  mile  for  elevated  roads 
was  $2,035,289. 

The  total  dividends  paid  were  $742,969.  an  increase  of 
$112,595.  The  total  assets  were  $173,724,598.  an  increase  of 
$7,258,189.     Liabilities  were   $169,726,314.   an   increase  of  $6,- 


1 13,907.  The  net  surplus  of  assets  over  liabilities  was  $3,998,- 
284. 

The  total  income  from  passengers,  mail,  express  and  ad- 
vertising was  $11,016,920,  an  increase  of  $1,587,790.  The  total 
income  from  freight  service  was  $446,320,  an  increase  of 
$sl'.7::l'.  The  total  earnings  from  ah  sources  were  $12,805,- 
1211,  an  increase  of  $2,050,539. 

Passenger  earnings  per  mile  of  road  were  $11,771.  as 
compared  with  $12,030.  Freight  receipts  per  ton  per  mile 
were  4.8  cents.  The  average  amount  received  from  each  ton 
of  freight  was  35  cents,  as  compared  with  54  cents  in  the 
previous  year.  Freight  earnings  were  $751  per  mile  of  road, 
as  compared  with   $1,144. 

The  expenditures  for  the  year  for  maintenance  of  way 
and  structures,  maintenance  of  equipment,  conducting  trans- 
portation and  general  and  unclassified  expenses  and  fixed 
charges,  were  $10,900,208,  as  follows: 

.Maintenance —  1905.  1900. 

Way     and     structures $    49S.5SS  $    564,470 

equipment    749.S01  ',v'l,S32 

Transportation — 

Operation    of    power    plant 1,231,870  1,359,873 

Operation    of    cars 2.217,876  2,377,1  B5 

General     expenses     994,991  1,255,219 

Unclassified    expenses     15,091  29,752 

Total     operating    expenses $5,708,217       $6,508,930 

Total    fixed     charges 4,080,142       4.391.27S 

Total   oper.   exp.   and   fixed   charges $9,788,359 

The  number  of  revenue  passengers  carried  was  183,650,- 
979,  an  increase  of  21,001,944.  The  revenue  freight  carried 
amounted  to  1.277.566  tons,  an  increase  of  641,823  tons.  While 
gross  passenger  and  freight  earnings  per  mile  of  road 
were  less  than  in  the  preceding  year,  the  operating  expenses 
were  lower  and  the  net  earnings  per  mile  of  road  were  $74 
larger  than  in  the  previous  year. 

The  number  of  officers  and  employes  was  6,726.  an  in- 
crease of  1,603.  There  was  paid  in  salaries  $3,965,761.53,  an 
increase  of  $622,399.39.  The  daily  average  compensation  for 
all  classes  was  $2.12.  an  increase  of  $0.04  per  day. 

During  the  year  4,117  tons  of  steel  rails  and  80.755  new- 
ties  were  laid.  There  are  351  stations  on  these  roads,  an 
increase  of  34.  The  number  of  highways  crossed  at  grade  is 
2,146.  an  increase  of  96.  The  number  of  under  highway 
crossings  is  45S  and  the  number  of  overhead  highway  cross- 
ings is  7.  The  number  of  electric  railways  crossed  at  grade 
is  54,  an  increase  of  11.  The  number  of  crossing  frogs  is 
167,  an  increase  of  9.  The  number  of  steam-railway  cross- 
ings at  grade  is  123,  an  increase  of  5.  The  number  of  cross- 
ing frogs  is  403,  an  increase  of  61.  The  number  of  overhead 
crossings  of  steam  railways  is  40.  The  number  of  overhead 
electric  railway  crossings  is  12. 

The  increase  of  mileage  of  ballast,  such  as  gravel,  stone, 
cinders,  etc.,  shows  a  disposition  on  the  part  of  the  manage- 
ment of  these  roads  to  place  their  properties  in  the  best 
physical  condition  for  the  careful  handling  of  business. 

These  lines  have  10  bridges  of  masonry.  15  of  iron.  97 
of  steel,  4  of  wood  and  2  combination,  with  an  aggregate 
length  of  15.499  feet.  There  are  104  pile  and  frame  trestles, 
with  an  aggregate  length  of  12,127  feet. 

The  number  of  passengers  killed  was  7,  an  increase  of 
4.  Ten  employes  were  killed,  an  increase  of  3.  The  number 
of  other  persons  killed  was  31,  an  increase  of  12.  The  total 
number  of  passengers  injured  was  306,  a  decrease  of  29;  97 
employes  were  injured,  an  increase  of  20,  and  65  other  per- 
sons were  injured,  a  decrease  of  14. 

The  accident  reports  for  steam  railways  show  that  1 
passenger  was  killed  for  every  1.659.314  passengers  carried 
and  that  1  passenger  was  injured  for  every  96.744  passengers 
carried.  The  accident  reports  for  steam  railways  also  show- 
that  1  employe  was  killed  in  every  359  employed  and  1  em- 
ploye was  injured  in  every  29  employed.  The  accident  re- 
ports for  surface  and  elevated  electric  railways  show  that  1 
passenger  was  killed  for  every  26.235.S54  passengers  carried, 
and  1  passenger  was  injured  in  each  600,166  passengers  car- 
ried. The  accident  reports  for  surface  and  elevated  electric 
railways  also  show  that  1  employe  was  killed  in  every  672 
employed  and  1  employe  was  injured  in  every  69  employed. 

The  amount  of  taxes  paid  shows  an  increase  of  $S9.673.95 
over  the  previous  year,  and  an  increase  of  $537. 362. IS  over 
the  amount  paid  ten  years  previous. 

The  income  account,  with  a  comparison,  is  as  follows: 

1905.  1906. 

Gross   earnings   from   operation $10,354,559     $12,280,192 

Operating    expenses     5,758,623         6,573,261 

Income    from    operation $  4,595,936     %  5,706,931 

Income    from   property  and   other   sources....         472,883  682,845 

Total    income    $  5.068,819     $  6,389,776 

Expenses   assignable    to   fixed    charges  i  < • : < 7 . ! ' i: r-         4.423.277 

Net    income     970,894         1.966,499- 


March  16.  1907. 


ELECTRIC     RAILWAY     REVIEW 


CONCRETE    TIES— RAIL    CORRUGATION. 


The  committee  on  way  matters  of  the  American  Street 
and  Interurban  Railway  Engineering  Association  has  issued 
the  following  circular  relating  to  "Concrete  Railway  Ties": 

It  is  a  well-known  fact  that  the  ayailable  supply  of  wood 
for  railway  ties  is  becoming  less  year  by  year,  and  that  the 
cost  thereof  is  increasing  in  proportion.  The  question  of  the 
future  means  to  be  employed  in  providing  substitutes  there- 
for is  rapidly  becoming  an  acute  one.  Numbers  of  experi- 
ments are  being  made  and  various  materials  used.  The  pos- 
sibility of  using  concrete  has  appealed  to  many,  and  experi- 
ments with  concrete  ties  are  now  undoubtedly  under  way. 
The  committee  of  the  American  Street  and  Interurban  Rail- 
way Engineering  Association  having  charge  of  way  matters 
desires  to  assist  all  who  may  require  information  upon  this 
subject,  and  is  to  this  end  sending  out  this  circular  letter 
with  the  request  that  all  roads  which  have  been  or  now  are 
engaged  in  experiments  with  concrete  ties,  kindly  notify  the 
committee  that  they  have  been  or  are  so  doing,  with  informa- 
tion as  to  the  method  of  construction  used  in  the  manufac- 
ture of  the  tie  and  the  cost  thereof,  and  forward  a  statement 
of  results  obtained  and  conclusions  arrived  at  on  account  of 
these  experiments. 

If  no  result  has  yet  been  obtained,  the  committee  sug- 
gests that  a  careful  record  of  all  phases  of  the  experiments 


Please  state  what  remedies  have  been  applied,  if  any. 
and  what  result  has  been  obtained  therefrom:  also,  the  cost 
of  applying  such  remedies,  if  possible. 

Please  give  your  general  conclusions  in  the  matter  and 
such  other  information  as  you  may  think  pertinent. 

Fred  G.  Simmons.  Thomas  K.  Hell.  C.  A.  Alderman.  Com- 
mittee. 


FORTY-TON     SWITCHING     LOCOMOTIVE,    ILLINOIS 
TRACTION    SYSTEM. 


Two  electric  locomotives  have  been  built  recently  for 
the  Illinois  Traction  System  by  the  General  Electric  Com- 
pany and  the  American  Locomotive  Company.  The  locomo- 
tive is  a  swivel  truck  switching  type,  weighing  40  tons  on 
drivers,  and  equipped  with  4-GE-5o-H.P.-motors;  in  other 
words,  is  classified  as  a  4-0-4-E-80 — 4-GE-55-H.P.  type,  in  ac- 
cordance with  the  standard  system  of  classification  recently 
adopted  by  the  General  Electric  and  the  American  Locomo- 
tive companies  for  the  rating  of  electric  locomotives. 

The  truck  is  of  the  M.  C.  B.  equalized  type  with  plate 
bolster.     The  wheel   base  is   6   feet   6  inches,   the  wheels  36 


Forty-Ton   Switching    Locomotive   for   the    Illinois   Traction    System. 


be  kept  so  that  the  result  may  be  used  later  for  the  benefit 
■of  all   concerned. 

The  same  committee  has  issued  the  following  circular  of 
Inquiry  on  "Rail  Corrugation": 

If  you  have  had  any  experience  with  the  phenomenon 
commonly  called  rail  corrugations,  will  you  please  furnish 
the    following   information: 

Type  of  rail  affected. 

Are  different  types  of  rail  affected  where  conditions  are 
similar? 

Length  of  section  affected. 

Length  of  time  rail  was  in  service  before  corrugations 
appeared. 

Length  from  center  to  center  of  corrugations. 

Depth  of  corrugations. 

Please  describe  rails  most  affected,  giving  the  type, 
weight,  manufacturer,  date  rolled,  date  laid  and  composition 
of  rail,  if  possible. 

Please  describe  the  track  construction,  giving  the  rigid- 
ity, drainage,  condition  of  paving  and  general  method  of 
construction,  and  specify  as  between  track  in  paved  streets 
and  track  laid  on  earth  and  loose  stone  or  gravel  ballast. 

Please  describe  location  of  corrugations,  both  on  straight 

tracks  and  as  to  inner  or  outer  rails  on  curves,  with  degrees 

of  curvature;  as  to  grades  and  their  percentage;  as  to  points 

where  brakes  are  applied  and  all  other  locations  tending  to 

indicate  a  cause.     Are  opposite  rails  always  corrugated? 

Please  describe  the  traffic  conditions  at  points  of  corru- 
gation, giving  frequency  of  car  service,  weight,  type  and 
1  of  cars,  type  of  brake  used,  type  of  truck  employed,  etc. 


inches  in  diameter  with  fused  steel  tires  and  the  journals 
are  5Vi  inches  by  10  inches,  the  construction  being  partic- 
ularly heavy  in  order  to  meet  the  demands  of  locomotive 
service.  The  weight  of  the  truck  is  carried  upon  equalizers. 
each  of  which  is  made  of  two  5% -inch  by  1%-inch  bars  held 
apart  by  suitable  distance  pieces  and  carrying  the  truck 
frame  on  spiral  springs.  The  top  frame  is  a  2  by  3%  inches 
rolled  bar.  and  end  frames  of  the  same  section  are  bolted 
to  it.  The  truck  transoms  are  built  up  of  13-inch  channels 
riveted  to  %  inch  by  IS  inch  gusset  plates  and  securely 
bolted  to  the  truck  frame.  The  plate  bolster  carrying  the 
center  pin  and  side  bearings  is  built  up  of  9-inch  channels 
and   plates  riveted  together. 

The  motors  are  designed  especially  for  the  slow  speeds 
and  heavy  tractive  effort  required  in  locomotive  service.  At 
the  rated  load  of  the  motors  the  locomotive  will  give  a  trac- 
tivt  effort  at  the  rail  head  of  16,800  pounds,  and  at  the 
slipping  point  of  the  wheels  will  delevop  20,000  pounds  trac 
live  effort  with  a  load  on  the  motors  slightly  in  excess  of 
their  rated  load. 

Some  of  the  particular  dimensions  of  the  locomotive  are: 

Length  over  all    31  feet  1  inch 

Height  over  cab  11  feet  9  in. 

Width  over  ill  :•  feet  «  lm 

Rigid  wheel  base   >\  f.-et  '".  Ini 

Weight  of  electrical  equipment   

■Weight  without  electrical  equipment  52,500  pout 


352 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  11. 


INSPECTION  TRIP  TO   SPY    RUN   GENERATING  STATION 

OF   THE    FT.    WAYNE   &    WABASH    VALLEY 

TRACTION   CO.,   FT.  WAYNE,   IND. 

A  party  of  engineers  and  railway  officials  left  Cincinnati 
on  a  special  Pullman  train  at  8  o'clock  March  9,  1907,  for 
Ft.  Wayne,  Jnd.,  to  inspect  the  new  turbine  generating  sta- 
tion of  the  Ft.  Wayne  &  Wabash  Valley  Traction  Company. 
on  Spy  Run  avenue,  Ft.  Wayne,  as  the  guests  of  the  West- 
inghouse  Machine  Company,  Westinghouse  Electric  &  Manu- 
facturing Company  and  the  Babcock  &  Wilcox  Company.  The 
party  was  joined  at  Ft.  Wayne  by  representatives  of  the 
press  and  Ft.  Wayne  Electric  Company,  and  after  breakfast 
a  special  car  furnished  by  the  Ft.  Wayne  &  Wabash  Valley 
Traction   Company  conveyed  the  party  to  the  power  house, 


ably  commented  upon  by  everyone  present  was  the  absence 
of  vibration.  This  illustrates  in  a  very  clear  manner  the 
perfect  balance  which  is  obtained  in  the  spindles  and  rotat- 
ing fields  of  these  units,  as  in  this  particular  case  the  ma- 
chines are  practically  without  a  foundation  other  than  the 
18-inch  concrete  floor  of  the  generating  room.  Another  point 
which  was  generally  commented  upon  was  the  absence  of 
noise,  as,  in  spite  of  the  high  speed  at  which  these  turbines 
run  and  the  hollow  sounding-board  effect  of  the  light  gen- 
erating room  floor,  the  noise  made  by  the  turbines  was  con- 
siderably less  than  would  be  made  by  reciprocating  engines 
of  the  same  capacity.  This  result  is  obtained  by  the  system 
of  forced  ventilation  of  the  generators,  which  are  totally 
enclosed  except  for  two  openings  into  the  air  ducts  located 
under   the   engine   room   floor.     Besides   the   great    reduction 


Spy  Run  Generating  Station,   Ft.  Wayne  &  Wabash  Valley  Traction   Company. — Inspection   Party. 


which  is  located  about  one  and  a  half  miles  from  the  center 
of  the  city. 

Mr.  C.  D.'  Emmons,  manager  of  the  Ft.  Wayne  &  Wabash 
Valley  Traction  Company;  Mr.  J.  A.  Brett,  manager  of  the 
Westinghouse  Electric  &  Manufacturing  Company;  Mr.  G.  H. 
Gibbs.  manager  of  the  Cincinnati  office  of  the  Westinghouse 
Machine  Company,  and  Mr.  E.  K.  Gillett,  manager  of  the 
Cincinnati  office  of  the  Babcock  &  Wilcox  Company,  acted 
as  guides  for  the  party  and  explained  the  many  interesting 
features  of  the  installation  and  the  apparatus  and  its  opera- 
tion. 

As  will  be  seen  by  referring  to  the  complete  description 
of  this  plant,  which  was  published  in  the  October,  1906,  issue 
of  the  Electric  Railway  Review,  the  arrangement  of  this 
power  house  is  rather  unique  in  that  the  generators  are  lo- 
cated in  the  second  story  of  the  power  house,  directly  above 
the  boilers.  This  arrangement  was  made  possible  by  the 
use  of  steam  turbines  in  place  of  reciprocating  engines.  One 
of  the  remarkable  operating  features  which  was  very  favor- 


in  the  amount  of  noise,  the  system  of  forced  ventilation  here 
employed  also  greatly  reduces  the  temperature  rise  of  the 
generators,  which  were  very  cool  considering  the  load  they 
were  carrying.  The  first  enclosed  turbo-generator  supplied 
with  forced  ventilation  was  the  400-kilowatt  turbine  which 
was  installed  in  the  old  generating  station  of  Ft.  Wayne  & 
Wabash  Valley  Traction  Company,  and  which  is  now  doing 
duty  in  the  new  station.  The  400-kilowatt  turbine  and  gen- 
erator were  dismantled  for  the  inspection  of  the  guests.  This 
was  one  of  the  most  interesting  parts  of  the  exhibit  in  that 
the  turbine  had  been  running  under  a  heavy  overload  nearly 
18  months,  during  which  period  it  had  never  been  opened  or 
adjusted  and  was  only  shut  down  two  or  three  times  for  an 
hour  at  a  time,  during  the  entire  period.  An  examination  of 
the  blades  of  the  stator  and  spindle  showed  that  there  was 
no  appreciable  wear  on  the  blades  which  could  be  observed 
by  the  closest  scrutiny.  A  further  condition  which  speaks 
very  highly  for  the  operation  of  the  turbines,  is  the  fact  that 
owing  to  a  very   large  amount  of   scale-forming  material   in 


March  16,  1907. 


ELECTRIC     RAILWAY     REVIEW 


353 


the  water,  which  was  used  in  the  packing  glands,  a  heavy 
incrustation  had  formed  inside  of  the  trubine  shell,  and  on 
the  end  of  the  low  pressure  dummy,  which  at  times  must 
have  come  in  contact  with  the  shell,  but  in  spite  of  this 
the  machine  ran  very  quietly  and  no  ill  effects  were  visible 
upon  the  closest  inspection.  Some  of  the  scale  had  chipped 
off  and  fallen  into  the  equalizer  pipe,  but  it  had  not  com- 
pletely filled  up,  so  there  was  sufficient  passage  for  steam. 
The  very  large  axial  clearances  between  the  stationary  and 
moving  blades  were  a  surprise  to  many  who  have  heard  of 
the  small  clearances  in  the  Westinghouse-Parsons  turbine. 
An  examination  of  the  bearings  of  the  turbine  and  generator 
showed  that  no  noticeable  wear  had  occurred,  and,  as  has 
been  stated  at  times,  some  of  the  original  tool  marks  on  the 
bearings  were  still  visible,  which  speaks  well   for  the  lubri- 


by  the  general  manager,  who  acted  as  a  guide  through  the 
works.  The  principal  points  of  interest  here  were  the  new 
type  of  revolving  field  belted  alternator,  and  a  75-kilowatt 
Curtis  turbo-generator  of  the  horizontal  type.  The  turbine 
and  generator  operated  very  quietly,  with  practically  no  vi- 
bration. 

The  party  consisted  of  the  following:  Louis  Arnold, 
George  Weidermann  Company;  F.  C.  Armstead;  J.  A. 
Brett,  manager  Cincinnati  office,  Westinghouse  Electric  & 
Manufacturing  Company;  A.  A.  Brown,  Westinghouse  Ma- 
chine .Company;  A.  C.  Beattie,  Beattie  Electric  Company; 
F.  C.  Bittgood;  Walter  A.  Black;  Robert  Bowman;  Thomas 
Cookson,  Cookson  Steam  Specialty  Company;  George  W. 
Cleveland,  manager  Cincinnati  Inspection  and  Report  Bu- 
reau; Daniel  Delaney,  Dearborn  Drug  &  Chemical  Company; 
C.  D.  Emmons,  manager  Ft.  Wayne  &  Wabash  Valley  Trac- 
tion Company;  Thomas  Elliott,  consulting  engineer  Cincinnati 


Spy   Run    Generating   Station.    Ft.    Wayne   &   Wabash    Valley   Traction    Company — Interior    of    Turbine    Room. 


cation.  The  switchboards  and  controlling  apparatus  were 
next  inspected,  after  which  the  party  descended  to  the 
boiler  room  floor.  Here,  some  of  the  boilers  and  stokers  had 
been  taken  down  for  inspection  and  general  satisfaction  was 
expressed  about  the  operation  of  the  stokers  and  tne  fine 
condition  of  the  boilers  and  furnaces.  Behind  the  boilers  the 
condensers,  which  are  the  jet  type,  are  located  directly  under 
the  engine  room  floor,  making  a  very  compact  arrangement 
with  short  exhaust,  injection  and  tail  pipes,  which  is  made 
possible  only  by  the  use  of  turbines,  which  require  no  foun- 
dations and  can  therefore  be  located  above  the  boilers.  The 
boiler  feed  pump  and  circulating  water  pump,  which  are  of  the 
Worthiugton  manufacture,  and  were  specially  designed,  fa- 
cilitating easy  access  to  the  valves,  are  located  in  the  boiler 
room  and  were  one  of  the  features  which  received  the  spe- 
cial attention  of  the  party. 

Having  had  their  photographs  taken,  the  party  was  con- 
veyed to  the  Ft.   Wayne   ESlectric    Works,   where  it  was  met 


Traction  Company;  M.  H.  Folger,  Westinghouse  Machine  Com- 
pany, Chicago;  W.  G.  Franz,  Droth  Syndicate;  W.  C.  Green, 
American  Engineering  &  Specialty  Company;  Cale  Gough, 
Street  Railway  Journal,  Chicago;  G.  H.  Gibbs,  manager 
Westinghouse  Machine  Company;  E.  K.  Gillett,  manager 
Cincinnati  office,  Babcock  &  Wilcox  Company;  C.  R.  Gilli- 
land,  manager  Louisville  office,  Westinghouse  Electric  & 
Manufacturing  Company;  George  W.  Galbraith,  manager  Laid- 
law-Dunn-Gordon  Company;  C.  P.  Hughes,  manager  the  Ideal 
Engine  Company;   W.  B.  Hubbell,  Cincinnati  Inspection  and 

Re t    Bureau;    R.    Hallam;    W.    A.    Heisel;    H.    C.    Houck; 

W.  C.  Honhorst;  A.  B.  Jacobs,  Cincinnati;  George  Knopp, 
Post-Glover  Electric  Company;  B.  Kauffmann,  western  man- 
ager the  Evans-Almistead  Company;  Charles  Kilgour,  vice- 
president  Toledo  Urban  &  Interurban  Railway;  E.  H.  Lost- 
tetter,  manager  Stoker  &  Foundry  Company;  R.  W.  Leach, 
Westinghouse  Machine  Company,  Chicago;  W.  G.  Leary; 
Charles  Murray;  Norman  G.  Meade,  Westinghouse  Companies, 
publicity  department;  H.  C.  Marsh,  Arthur  P.  Taylor,  Charles 
Taylor  &  Sons  Company;  Robert  Morrow,  Murphy  Automatic 
Feed  Regulator  Company;  E.  McClintock,  chief  engineer 
Union  Gas  &  Electric  Company;  J.  H.  McCabe,  manager  Cin- 


3')1 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  11. 


Cinnati  office,  Murphy  Iron  Works;  C.  R.  McKay;  H.  McNulty, 
chief  engineer  Cincinnati  Traction  Company;  John  Neil, 
John  II.  McDonald  Company;  11.  W.  Palmer;  V.  T.  Price, 
manager  Buckeye  Engine  Company;  J.  B.  Pevear,  manager 
Cincinnati  office  General  Electric  Company:  L.  F.  Railley, 
General  Electric  Company;  E.  H.  Sniff  en,  Westinghouse  Ma- 
chine Company:  E.  J.  Schroder,  Philip-Cary  Manufacturing 
Company;  Newton  L.  Schloss:  Henry  F.  Schmidt,  Electric 
Railway  Review.  Chicago:  F.  L.  Swanberg;  R.  W.  aeawell: 
Edward  H.  Spring;  Frank  Strievy,  railway  department.  Gen- 
eral Electric  Company;  Arthur  P.  Taylor;  Howell  Van  Blar- 
com.  manager  Westinghouse  Machine  Company  Pittsburg- 
Ralph  P.  Willis,  the  R.  P.  Willis  Company. 


APPLICATION    OF    THE    INTERSTATE    COMMERCE    LAW 
TO    ELECTRIC    RAILWAYS. 


Since  the  passage  of  the  Hepburn  interstate  commerce 
law  last  June  there  has  been  considerable  speculation  in  re- 
gard to  the  status  of  electric  interburban  railways  under 
_  that  law  and  in  regard  to  the  jurisdiction  of  the  interstate 
commerce  commission  over  such  companies.  The  matter  has 
not  yet  been  brought  before  the  commission  in  any  general 
way,  and  consequently  no  general  ruling  has  been  issued.  In 
reply  to  a  recent  inquiry  on  the  subject,  however,  from  the 
East  St.  Louis  &  Suburban  Railway,  Commissioner  James  S. 
Harlan  responded  for  the  commission,  expressing  his  views 
unofficially  on  the  particular  facts  set  forth  in  that  commu- 
nication. In  view  of  the  widespread  interest  in  the  subject 
and  as  the  points  touched  upon  affect  other  companies  simi- 
larly situated,  we  publish  Mr.  Harlan's  letter  in  full: 

March  12,  1907. 
The  East  St.  Louis  &  Suburban  Railway  Company,  East  St. 
Louis,  111. 

Dear  Sirs: — I  have  the  honor  to  acknowledge  the  re- 
ceipt of  the  letter  of  your  assistant  treasurer  of  February 
26,  in  which  he  inquires  whether  the  electric  street  car  lines 
operated  by  your  company  are  subject  to  the  act  to  regulate 
commerce,  as  amended  June  29,  1906. 

In  a  communication  from  Messrs.  Schaefer  and  Farmer, 
attorneys  at  law,  of  Belleville,  111.,  dated  September  4,  1905, 
and  written  by  them  apparently  as  your  legal  advisers,  it 
was  stated  that  your  company  operates  electric  street  car 
lines  in  the  cities  of  East  St.  Louis  and  Belleville,  and  inter- 
urban  lines  between  East  St.  Louis  and  other  points  in  St. 
Clair  and  Madison  counties.  These  lines  are  all  in  the  state 
of  Illinois  within  a  radius  of  20  miles  from  East  St.  Louis, 
which  is  in  that  state.  The  interurban  lines,  as  stated  in 
that  letter,  have  a  terminus  at  East  St.  Louis,  at  which  point 
passengers  for  St.  Louis,  in  the  state  of  Missouri,  may  take 
what  is  referred  to  in  the  correspondence  as  an  ordinary 
street  car  line  over  the  Eads  bridge.  This  line  across  the 
bridge  is  said  to  carry  passengers  only.  Whether  it  belongs 
to  and  is  operated  by  your  company  or  by  a  separate  com- 
pany does  not  appear  on  the  correspondence.  Nor  is  the  fact 
material  to  this  inquiry;  for  tickets  are  sold  on  your  line 
that  entitle  the  holder  to  transportation  from  points  on  your 
line  in  the  state  of  Illinois  to  the  corner  of  Third  street  and 
Washington  avenue  in  the  city  of  St.  Louis  in  the  state  of 
Missouri.  Tickets  are  also  sola  in  St.  Louis  for  passage  over 
the  same  route  to  points  in  Illinois.  So  that,  even  if  there 
be  no  common  ownership  or  management,  or  any  definite 
contract  between  the  two  lines,  the  tickets  sold  by  your 
line  in  Illinois  and  by  the  other  line  in  Missouri  would  seem 
to  constitute  a  contract  with  the  holder  and  an  arrangement 
between  the  two  lines  for  continuous  transportation  from  a 
point  in  one  state  to  a  point  in  another  state.  Under  such 
conditions  the  transportation,  whether  carried  on  under  a 
common  ownership  or  management  or  by  two  connecting 
lines,  would  seem  to  be  subject  to  the  provisions  of  the  act 
to  regulate  commerce.  But  a  further  statement  of  the  de- 
tails of  the  actual  arrangement  between  the  two  lines  and 
of  the  form  and  wording  of  the  through  tickets  might  possibly 
lead  to  a  different  conclusion. 

Under  that  act — to  respond  to  your  further  inquiries — 
there  is  no  distinction  made  between  the  transportation  of 
passengers  and  the  transportation  of  property.  Either  kind 
of  transportation  constitutes  interstate  commerce  if  it  origi- 
nates at  a  point  in  one  state  and  is  destined  to  a  point  in 
another  state.  Moreover,  if  such  transportation  be  carried 
on  for  the  general  public  and  for  hire,  it  is  interstate  com- 
merce whatever  may  be  the  vehicle  or  the  motive  power  used. 
It  would  be  interstate  commerce  in  every  legal  sense  if  car- 
ried on  by  means  of  omnibuses  or  automobiles,  or  by  a  ferry 
or  otherwise,  if  it  is  done  for  the  public  and  for  hire  and  is 
carrieJ  on  between  points  in  different  states. 

\  j,i   will  understand,  however,  that  interstate  traffic,  as 


here  defined,  whether  of  passengers  or  other  property,  comes 
under  the  jurisdiction  of  this  commission  and  is  subject  to 
the  provisions  of  the  act,  only  when  carried  on  by  means  of 
one  of  the  several  classes  of  common  carriers  that  are  enu- 
merated in  the  act:  that  is  to  say,  by  a  pipe  line  or  a  rail- 
road (or  by  a  water  line  in  connection  with  a  railroad).  But 
we  think  it  clear  that  the  word  "railroad,"  as  used  in  the 
act,  includes  all  kinds  of  rail  carriers  that  transport  either 
passengers  or  property,  whatever  may  be  the  form  of  motive 
power  used  by  them.  In  other  words,  we  hold  that  any  form 
of  transportation  on  rails,  whether  the  motive  power  be  elec- 
tricity or  steam  or  gasoline,  compressed  air,  horse-power,  or 
otherwise,  is  a  railroad  within  the  meaning  of  the  act  and 
to  the  jurisdiction  of  this  commission,  if  it  transports  either 
passengers  or  property  for  hire  from  a  point  in  one  state 
to  a  point  in  another  state. 

For  your  further  information  it  may  be  well  to  add  that 
the  law  makes  no  distinction  between  electric  lines  that  con- 
nect urban  communities  and  are  engaged  in  the  transporta- 
tion of  passengers  and  property,  and  are  commonly  known 
as  "interurban  lines,"  and  the  shorter  lines  that  are  operated 
chiefly  for  the  carriage  of  passengers  within,  or  for  short 
distances  beyond,  the  limits  of  urban  communities,  and  are 
commonly  called  "street  car"  or  "traction"  lines.  Any  such 
line  that  transports  passengers  or  property  from  a  point  in 
one  state  to  a  point  in  another  state,  either  on  its  own  rails 
or  in  connection,  under  some  arrangement  for  through  trans- 
portation, with  the  rails  of  another  carrier,  is  itself  an  inter- 
state carrier  engaged  in  interstate  commerce,  and  is  subject 
to  the  jurisdiction  of  this  commission  and  to  ail  the  provi- 
sions of  the  act  to  regulate  commerce. 

You  will  understand,  of  course,  that  what  I  have  said  in 
this  letter  is  simply  the  expression  of  my  personal  views. 
The  commission  does  not  ordinarily  respond  formally  to  such 
inquiries.  Verv  respectfully, 

JAMES   S.   HARLAN, 
Commissioner. 


CHICAGO   TRACTION    SITUATION. 


Fred  A.  Busse,  postmaster  of  the  city  of  Chicago,  in  ac- 
cepting the  republican  nomination  for  mayor,  made  the  fol- 
lowing statement  regarding  the  traction  situation: 

For  several  years  we  have  had  too  much  traction  for  the 
politicians  and  too  little  for  the  public.  Traction  has  been 
used  to  carry  various  people  into  office,  but  there  has  not 
been  enough  of  it  to  carry  people  to  and  from  their  homes 
rapidly  and  in  comfort. 

This  traction  question  is  the  people's  question,  and  it 
is  proper  that  they  shoulu  have  the  last  word  as  to  whether 
the  ordinances  now  before  them  for  their  decision  should 
become  laws.  We  are  all  interested.  The  present  surface 
transportation  is  utterly  inadequate.  Elevated  and  suburban 
trains  are  overtaxed  because  the  surface  lines  are  inadequate. 
The  consequence  is  wasted  time  and  discomfort  of  all  who 
ride. 

Improved  transportation,  as  our  platform  well  says,  would 
lessen  congestion  in  the  downtown  business  center,  develop 
now  business  centers,  give  people  a  chance  to  live  out  where 
they  can  get  better  air,  more  room  and  more  healthful  sur- 
roundings, and  at  the  same  time  benefit  thousands  of  small 
taxpayers. 

Street  car  employes  are  injuriously  affected  by  present 
conditions.  Overcrowded  and  out-of-date  cars  and  equipment 
make  their  work  much  harder  and  more  hazardous  than  it 
should  be. 

The  ordinances  now  before  the  people  for  their  decision 
are  the  results  of  years  of  investigation  and  study,  and  the 
successive  steps  in  formulating  them  were  apparently  ap- 
proved by  all  of  those  active  in  the  work  until  just  before 
they  were  completed.  No  good  reason  has  yet  been  given, 
so  far  as  I  can  discover,  for  reverting  again  to  talk  instead 
of  proceeding  to  action. 

The  proposal  to  acquire  the  street  railway  properties 
by  condemnation  is  one  that  does  not  commend  itself  to  me. 
It  will  mean  years  of  litigation,  the  result  of  which  no  man 
can  prophesy,  during  which  time  the  companies  will  reap  the 
harvest  of  fares  without  being  under  any  obligation  to  divide 
profits  with  the  city  or  to  install  new  equipment  or  to  main- 
tain through  routes  or  to  do  any  of  the  other  things  which  are 
immediately  provided  for  by  the  pending  ordinances. 

Everybody  is  agreed  that  we  want  better  service  at  once. 
The  pending  ordinances  provide  for  that.  They  provide  for 
extensions,  for  through  routes  and  for  transfers  that  will 
enable  us  to  ride  from  any  part  of  the  city  to  any  other  part 
of  the  city  reached  by  the  lines  of  any  one  or  all  of  the  four 
great  systems — namely,  the  Chicago  City,  the  Union  Trac- 
tion, the  Chicago  Consolidated  and  the  Chicago  General  Rail- 
way companies. 

These   ordinances    safeguard    the   city's   interests.     They 


March  16,  1907 


ELECTRIC     RAILWAY     REVIEW 


355 


make  the  city  a  participating  partner  in  the  profits  of  the 
street  railway  companies,  and  permit  this  revenue  to  be  ap- 
plied either  to  purchase  of  the  lines  or  to  reducton  of  fares. 
They  also  provide  ample  opportunity  for  the  city  to  acquire 
the  lines  whenever  the  people  desire  to  embark  in  the  enter- 
prise. Therefore,  I  cannot  see  why  any  person  who  wants 
better  car  service,  whether  he  does  or  does  not  believe  in 
municipal  ownership,  should  be  against  the  ordinances. 


CHICAGO    &    MILWAUKEE    ELECTRIC    RAILWAY    SEEKS 
JOINT    RATES    WITH    STEAM    RAILWAYS. 


A  petition  that  the  Illinois  Central  Railroad  Company 
be  compelled  to  establish  joint  traffic  arrangements  with  the 
Chicago  &  Milwaukee  Electric  Railroad  Company  has  been 
filed  by  the  latter  corporation  with  the  interstate  commerce 
commission.  This  is  the  second  case  of  this  character  to  be 
brought  to  the  notice  of  the  commission.  Evidence  in  the 
petition  of  the  Cedar  Rapids  &  Iowa  City  Railway  &  Light 
Company  for  joint  rates  with  steam  railways  was  heard  in 
Cedar  Rapids  on  January  29  and  30. 

The  Chicago  &  Milwaukee  Electric  represents  in  its 
petition  that  it  is  a  railroad  corporation  and  that  it  has  the 
right  to  operate  from  the  city  of  Chicago  in  a  northerly 
direction  to  some  point  on  the  state  line  between  Illinois 
and  Wisconsin,  with  power  to  appropriate  such  land  as  may- 
be necessary  for  the  transaction  of  its  business  and  to  con- 
tract with  railway  corporations  in  other  states  for  leasing 
and  running  their  roads.  It  has  secured  by  contract  the 
right  to  operate  its  trains  upon  the  tracks  of  the  Chicago  & 
Milwaukee  Electric  Railroad  of  the  state  of  Wisconsin, 
which  has  laid  its  tracks  from  a  connection  on  the  state  line 
with  the  Illinois  corporation  to  Racine,  Wis. 

The  petitioning  company  operates  the  lines  of  railway 
in  Illinois  and  Wisconsin  as  one  system,  using  as  motive 
power  both  electricity  and  steam.  It  states  that  it  is  fully 
equipped  with  locomotives,  passenger  and  freight  cars  for 
the  operation  of  its  business;  that  its  roadbed  is  constructed 
under  the  most  modern  and  improved  systems;  that  its  rails 
are  80-pound  rails  and  its  bridges  of  concrete  and  steel;  that 
its  grade  at  no  point  exceeds  1.5  per  cent;  that  in  every 
way  it  is  thoroughly  equipped  to  handle  successfully  the 
freight  and  passenger  business  in  the  territory  which  it 
serves;  and  that  its  freight  and  passenger  business  is  suc- 
cessfully conducted. 

The  petition  says  the  Chicago  &  Milwaukee  Electric 
connects  with  the  Wisconsin  Central  Railway  Company  at 
Rockefeller,  111.,  and  with  the  Elgin  Joliet  &  Eastern  Railway 
at  Rondout.  111.  The  Elgin  Joliet  &  Eastern  operates  a  rail- 
way extending  from  Waukegan,  111.,  to  Porter,  Ind.,  known 
as  the  "outer  belt  line."  The  Elgin  Joliet  &  Eastern  inter- 
changes freight  between  all  railways  entering  the  city  of 
Chicago  and,  the  petition  recites,  must  be  a  party  to  joint 
traffic  arrangements  for  freight  shipments  beyond  Chicago 
between  the  various  roads  which  enter  Chicago.  A  general 
tariff  and  division  sheet  has  been  established  by  the  Chi- 
cago &  Milwaukee  Electric  with  the  Elgin  Joliet  &  Eastern 
covering    all    freight    interchanged    between    the    two    roads. 

The  Chicago  &  Milwaukee  Electric  represents  that  the 
territory  it  serves  in  the  counties  of  Kenosha  and  Racine, 
Wis.,  is  exceedingly  fertile  and  produces  a  large  tonnage  of 
farm  products,  one  of  which  is  cabbage;  that,  there  was 
shipped  during  the  year  1906  from  Racine  county  over  2,000 
carloads  of  cabbage,  all  of  which  came  from  lli<>  territon 
served  by  the  Chicago  &  Milwaukee  Electric,  ami  which  was 
hauled  by  wagon  lo  the  Chicago  &  Northwestern  Railway 
at  Berryvtlle,  Racine  and  Kenosha,  Wis.  Tin-  Chicago  & 
Milwaukee  Electric  secured  from  Hu-  Illinois  Central,  the 
Yazoo  *  Mississippi  Valley  and  the  Elgin  Jollel  Ai  Eastern 
a  joint  freight  tariff  on  cabbage  in  carload  lots  from  Rai 
Hansche  Siding  and  Piper  Siding,  Wis.,  to  Vicksburg,  Miss.. 
New  Orleans,  La..  Natchez,  .Miss.,  and   Memphis,  Tenn. 

This  tariff  was  filed  with  tin-  interstate  commerce  com- 


mission on  November  1,  1906,  and  thereafter  the  Illinois 
Central  and  the  Chicago  &  Milwaukee  Electric  shipped 
freight  under  its  terms.  At  the  time  the  tariff  was  pur 
into  effect,  the  petition  says,  the  traffic  manager  of  the 
Chicago,  &  Milwaukee  Electric  and  the  assistant  general 
freight  agent  of  the  Illinois  Central  had  many  conferences 
concerning  the  extent  of  the  business  and  the  promulgation 
of  tariffs;  and  in  conformity  with  the  tariff  in  existence  the 
Chicago  &  Milwaukee  Electric  secured  a  shipment  of  15 
carloads  of  cabbages  for  lower  Mississippi  valley  points 
reached  by  the  Illinois  Central  and  the  Yazoo  &  Mississippi 
Valley,  and  requested  of  the  Illinois  Central  the  delivery  of 
sufficient  cars  at  Rondout  to  carry  the  cabbages. 

The  petition  states  that  the  Chicago  &  Milwaukee  Elec- 
tric, through  its  traffic  manager,  was  definitely  promised 
these  cars,  but  they  were  never  delivered,  and  on  November 
19  the  Illinois  Central,  without  notice,  filed  with  the  inter- 
state commerce  commission  a  notice  of  cancellation  of  the 
joint  tariff. 

The  Chicago  &  Milwaukee  Electric  charges  that  "said 
cancellation  notice  operated  as  a  great  hardship"  and  pre- 
vented it  from  "conducting  its  legitimate  business  and  de- 
prived the  shippers  of  cabbage  of  a  competition  in  freight 
rates  to  which  they  were  justly  entitled." 

In  conclusion,  the  Chicago  &  Milwaukee  Electric  prays 
that  the  Illinois  Central  and  the  Yazoo  &  Mississippi  Val- 
ley may  be  required  to  answer  the  charges,  and  that  after 
due  investigation  they  may  be  compelled  to  enter  into  joint 
traffic  arrangements  with  the  Chicago  &  Milwaukee  Electric 
for  the  transportation  of  cabbage  and  other  commodities 
originating  at  or  destined  to  points  in  the  territory  of  the 
Chicago  &  Milwaukee  Electric  in  Wisconsin;  that  through 
rates  and  joint  rates  be  stablished  covering  articles  of 
merchandise  from  all  points  along  the  petitioner's  railway 
in  Illinois  and  Wisconsin  to  points  on  the  defendant's  rail- 
ways outside  of  Illinois,  and  from  points  on  the  line  of  the 
defendant's  railways  .lying  outside  of  Illinois  to  points  on  the 
Chicago  &  Milwaukee  Electric  in  Illinois  and  Wisconsin; 
that  through  rates  and  joint  rates  be  established  from 
points  upon  the  petitioner's  railway  in  Wisconsin  to  all 
points  upon  the  defendant's  railways  in  other  states,  except 
in  Wisconsin;  and  that  the  commission  may  prescribe  a  divi- 
sion of  such  rate  or  rates  and  the  terms  and  conditions 
thereof.  The  interstate  commerce  commission  will  hear  the 
evidence  in  April. 


Movement  in   Brooklyn  for  Free  Ferries. 

A  conference  of  representatives  of  various  civic  organiza- 
tions in  Greater  New  York  was  held  in  Brooklyn  on  the  even 
ing  of  March  7  to  discuss  the  subject  of  free  municipal  ferries. 
to  relive  the  crush  on  the  Brooklyn  bridge.  The  agitation  for 
free  ferries  will  be  carried  on  by  means  of  enrollment  cards 
and  circulated  ptitions  as  well  as  by  further  meetings.  It  is 
said  that  some  500  signatures  have  been  obtained  on  the  cards, 
which  read  as  follows:  "Believing  that  free  ferries  will  give 
immediate  relief  to  the  bridge  crush,  and  will  help  Brooklyn 
generally,  I  hereby  request  that  my  name  be  placed  on  the 
membership  list  of  (he  'League  for  the  Promotion  of  Free 
Perries.'  " 

'I'lo-  petitions,  to  which  some  600  or  more  signatures  are 
already  known  to  lie  appended,  read  as  follows: 

"li  is  the  Arm  belief  of  the  undersigned  residents  of  Brook- 
lyn that  the  municipal  ownership  and  operation  of  the  East 
river  terries  tree  of  charge  to  the  public  will  at  once  very 
greatly  diminish,  if  not  entirely  do  away  with,  the  bridge 
crush   horror  until  a    permanenl   remedy  can   lie  had  by   th< 

building   of  more   bridges,  tunnels  or  subways,  and   that    mak- 
ing tin-  terries  free  to  all  users  would  greatly  help  to  give 
new    lite   lo  the   dserted    ferry    localities,   stimulate    business, 
encourage    manufacturers   to   settle  there.   Improve    proi 
and   in-  a    -reat   convenience  to  the  residents  ol    I 
Icted   districts  of  this  neglected   borough." 


356 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  11. 


THE  MANCHESTER  &  NASHUA  STREET   RAILWAY. 


The  Manchester  &  Nashua  Street  Railway,  an  important 
new  electric  interurban  line  in  southern  New  Hampshire, 
connects  the  lines  of  the  Boston  &  Northern  Street  Railway 
Company  in  the  outskirts  of  Nashua  with  the  system  of  the 
Manchester  Traction  Light  &  Power  Company,  and  forms 
the  final  link  in  the  continuous  trolley  route  between  Boston, 
Lowell,  Nashua,  Manchester  and  Concord.  The  new  line 
began  operation  on  January  1,  1907.  It  is  owned  by  the  Man- 
chester Traction  Light  &  Power  Company,  whose  officers  are: 


Manchester-Nashua     Street     Railway — Map     of     Route     and     Con- 
nections. 

President,    William    A.    Tucker;     vice-president    and    general 
manager,  J.  Brodie  Smith:  treasurer,  S.  Reed  Anthony. 

Route. 
In  physical  features  the  new  road  is  somewhat  unique,  at 
least  in  comparison  with  other  electric  lines  in  New  England. 
It  is  built  entirely  upon  a  private  right  of  way;  the  heaviest 
grade  is  about  1.5  per  cent  and  the  sharpest  curve  has  a 
radius  of  1,042  feet.  Long  tangents  are  frequent,  and  in 
several  localities  the  track  is  straight  for  upwards  of  two 
miles.  Most  of  the  electric  railways  in  New  England  have  a 
certain  percentage  of  their  lines  located  in  the  public  high- 
ways, and  severe  grades  or  sharp  curves  are  frequent  charac- 
teristics of  the  profile  and  alignment.  Fast  running  is  there- 
fore out  of  the  question,  except  where  the  character  of  road- 
bed  and   track  construction   on   the   private   right   of  way   is 


sufficiently  substantial  to  permil   speeds  of  40  miles  per  hour 
and  upwards. 

The  length  of  the  new  line  in  Goff's  Falls,  Litchfield  and 
Hudson  is  12.5  miles,  the  total  distance  between  Manchester 
city  hall  and  the  Tremont  house,  Nashua,  being  18.25  miles. 
The  running  time  from  terminal  to  terminal  is  55  minutes; 
from  Goff's  Falls  to  Hudson  it  is  about  28  minutes,  making 


Manchester-Nashua   Street   Railway — Exterior   Litchfield   Substation. 

a  schedule  speed  of  about  27  miles  per  hour  on  the  private 
right  of  way  with  a  maximum  of  approximately  40  miles  per 
hour.  The  population  of  Manchester  is  now  about  70,000; 
Nashau,  30,000;  Litchfield,  500;  Merrimack,  2,000;  and  Hud- 
son, 2,000.  About  69  per  cent  of  the  through  run  is  via  the 
new  line. 

Cars  leave  Manchester  city  hall  hourly  between  5:30 
a.  m.  and  9:30  p.  m.,  the  last  southbound  car  leaving  at  11:00 
p.  m.  Northbound,  cars  leave  Nashua  at  6:30  a.  m.  and 
thence  hourly  until  9:30  p.  m.,  the  two  later  cars  being  11:00 


Manchester-Nashua   Street    Railway — Emergency    Car    with    Trolley 
Repair    Platform. 

and  11:50  p.  m.  During  the  night  the  cars  are  held  in  the 
car  house  of  the  Manchester  company,  and  the  repair  work 
is  also  carried  on  at  the  latter  point,  with  the  exception  of 
tire  turning  and  wheel  renewals,  which  are  usually  performed 
by  contract  with  the  Manchester  works  of  the  American 
Locomotive  Company.  It  will,  of  course,  be  a  simple  matter 
to  decrease  the  present  headway  when  traffic  warrants  it. 


March  16,  1907 


ELECTRIC     RAILWAY     REVIEW 


357 


The  new  line  proper  begins  at  Goff' s  Falls,  a  southern 
suburb  of  Manchester,  and  in  a  general  way  follows  the  east 
bank  of  the  Merrimack  river  through  level  farming  lands 
through  Litchfield  to  Hudson,  which  is  on  the  east  side  of 
the  Merrimack  opposite  Nashua.  The  roadbed  is  all  single 
track  on  the  private  right  of  way,  but  turnouts  one  mile  long 


the  trolley  being  grooved,  size  No.  00  B.  and  S.  gauge.  But 
one  trolley  was  installed.  With  the  exception  of  one-half  mile 
north  of  Hudson  the  entire  line  is  fed  with  600-volt  direct 
current  by  a  500,000-circular  mil  copper  feeder  which  paral- 
lels the  trolley.  Power  for  the  operation  of  the  road  is  trans- 
mitted   from  the   generating  plants  of  the   Manchester   Trac- 


Manchester- Nashua    Street    Railway — Standard    Passenger    Car. 


are  shortly  to  be  in  service.  The  rails  were  laid  in  33-foot 
lengths,  T-section,  each  joint  being  bonded  with  the  No. 
0000  soldered  bond  of  the  Lord  Electric  Company.  Chestnut 
ties  of  standard  steam  railroad  specification  were  used,  spaced 
2  feet  apart  on  centers.  Gravel  ballast  was  used  throughout, 
and  the  right  of  way  is  about  50  feet  in  width.  There  are 
four   grade  crossings  with   highways,   and   five   steel   trestles 


tion,  Light  &  Power  Company  to  a  substation  located  in 
Litchfield,  just  half  way  from  each  end  of  the  private  right 
of  way.  The  500,000  circular  mil  feeder  is  divided  into  two 
sections  at  the  Litchfield  substation,  one  section  feeding  north 
and  the  other  south.  The  poles  used  are  of  chestnut,  35  feet 
in  average  length,  with  7  and  8-inch  tops,  and  spaced  100  feet 
apart.     The  contractor  for  the  grading,   track  and   overhead 


Manchester-Nashua    Street    Railway — Garvins    Falls    Hydro-Electric    Plant. 


built  upon  concrete  foundations.  At  the  crossings  danger 
signs  have  been  installed,  and  the  trestles  are  equipped  with 
inside  guard  rails  and  outside  guard  timbers.  The  construc- 
tion of  the  roadbed  was  carried  ou1  under  the  direction  of 
Mr.  A,   k    Mr  Reel. 

Bracket  suspension    was   used   throughout    the   new   line, 


work  was  the  Hub  Construction  Company  of  Boston.  The 
material  for  the  overhead  construction  was  furnished  by  the 
H.  W.  Johns-Manville  Company.  The  chief  engineer  was  Mr. 
John   B.  Egan  of  Windsor  Locks,  Conn. 

The  power  generating  system  of  the  Manchester  Traction 
Light   &   Power    Company   consists   of   five    plants,   including 


:Jj8 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  Xo.  11. 


the  central  substation  and  auxiliary  steam  equipmenl  al 
.Manchester.  At  Garvin's  Falls,  on  the  Merrimack  river,  is  a 
water-power  station  rated  at  3,900  k.w.;  at  Hooksett.  on  the 
.Merrimack,  is  a  600-kw.  water-power  plant,  with  the  prospect 
of  an  early  increase  in  capacity;  at  Gregg's  Falls,  on  the  Pis- 
cataquog  river,  is  a  1,200-kw.  water-power  station;  and  at 
Kelley's   Falls,  on   the  Piscataquog.  is  an  830-kw.  plant,  both 


Manchester-Nashua   Street   Railway — Standard  Track  and   Overhead 
Construction. 

steam  and  hydro-electric.  At  the  Brook  street  station  in  Man- 
chester is  a  capacity  of  1,450-kw.  alternating  current  power, 
with  2,160-kw.  in  direct-current,  550-volt  machinery.  Steam 
power  is  rarely  used  on  the  system. 

All  these  generating  plants  are  connected  radially  with 
the  Manchester  substation  by  transmission  lines,  and  are 
operated  in  multiple  at  the  latter  point  as  far  as  is  desirable. 
Between  Garvin's  Falls  and  Manchester.  14  miles;  Gregg's 
Falls  and  Manchester  6  miles,  and  Hooksett  and  Manchester. 
10  miles,  11,000-volt  circuits  are  run.  The  Kelley's  Falls  plant 
is  a  6,600-volt  installation,  and  it  feeds  Manchester  over  a 
3-mile  line.  The  Litchfield  substation,  6.25  miles  south  of 
Goff's  Falls,  is  supplied  with  power  from  the  high  tension 
net  work  by  an  11,000-volt  3-phase  circuit  of  No.  4  wire 
branching  southward  from  the  Gregg's  Falls  line. 

On  account  of  the  lighting  and  power  business  of  the 
Manchester  company,  the  frequency  of  the  alternating  system 
is  60  cycles,  and  the  rotaries  in  the  Litchfield  substation  are 
therefore  wound  for  that  periodicity.  The  Litchfield  substa- 
tion is  a  neat  brick  building,  23  by  30  feet,  with  an  equip- 
ment of  two  12-pole,  300-kw.,  600-volt  Westinghouse  rotaries, 
normal  speed  720  revolutions  per  minute,  and  three  250-kw. 
11,000-396-volt  transformers  of  the  same  make,  oil-cooled  type. 
Each  rotary  is  equipped  with  a  direct-connected  induction 
motor  on  the  end  of  its  shaft  for  starting  purposes.  Toilet 
facilities  are  provided  in  the  substation,  together  with  a  stor- 
age room  and  small  workshop. 

Double-Secondary    Windings. 

A  special  and  novel  feature  of  the  transformer  equipment 
is  the  provision  of  a  double  set  of  secondary  windings  in  each 
transformer,  with  special  taps  in  the  windings  of  two  of  the 


transformers  to  enable  the  rotaries  to  be  operated  on  high, 
normal  or  low  voltage,  e.  g.,  with  11,000  volts  primary,  396. 
376  or  360  volts.  The  alternating  current  sides  of  the  rotaries 
in  this  substation  are  not  operated  in  multiple,  though  the 
transformer  primaries  are  permanently  connected  in  delta, 
there  being  but  one  set  of  these.  One  secondary  winding  in 
each  transformer  is  devoted  to  the  exclusive  use  of  a  corre- 
sponding rotary.  The  direct  current  sides  of  the  rotaries  are 
operated  in  multiple,  as  usual. 

An  accompanying  sketch  shows  the  general  transformer 
arrangement,  with  the  single  primary  winding  and  double 
secondaries  of  each  transformer.  P,,  P,  and  P3  are  the  pri- 
maries of  transformers  1,  2  and  3:  S,.  S.  and  S3  are  the  sec- 
ondary windings  of  the  three  transformers  devoted  to  one 
rotary  R;  and  S/,  S.'  and  S,'  are  the  windings  connected  with 
the  other  rotary  R'.  The  taps  H„  N„  L.  t.  tx,  and  H,.  N„ 
L(,  t>  give  the  high,  normal  and  low  voltage  combinations  for 
rotary  R.  while  the  corresponding  taps  of  the  other  windings 
do  the  same  for  rotary  R. 

Another  sketch  shows  the  secondary  connections  to  im- 
press high,  normal  or  low  voltage  upon  the  terminals  of 
rotary  R.  T,,  Ta  and  T,  are  the  secondaries  of  the  three  trans- 
formers and  the  taps  are  shown  as  in  the  other  figure.  On 
the  high  and  low  positives  the  second  transformer  is  not 
needed.  When  rotary  R,  is  shut  down  the  corresponding 
secondary  windings  are  idle.  The  connections  shown  in  the 
diagram  are  made  easily  on  the  switchboard  by  manipulat- 
ing the  double-pole,  double-throw  switches  for  each  rotary. 

Switchboard. 
The   switchboard  in  the  Litchfield   substation  consists  of 
six  24-inch   panels.     One   panel  carries   a  bracketed   synchro- 


Manchester-Nashua    Street    Railway — Standard    Trestle. 

scope  and  a  high-tension  automatic  oil  switch;  the  next  two 
are  duplicate  alternating-current  rotary  panels  and  each  con- 
tains a  power  factor  meter,  an  800-ampere  ammeter,  synchro- 
nizing and  starting-motor  switches,  a  main  three-pole  rotary 
switch,  rheostat  and  the  transformer  switches  mentioned  in 
the  preceding  paragraph;    ihe  next  two  panels  are  direct-cur- 


March  16,  1907 


ELECTRIC     RAILWAY     REVIEW 


359 


rent  generator  slabs,  with  the  usual  switches,  ammeters  and 
recording  wattmeter;  and  the  last  panel  is  a  direct-current 
feeder  panel  with  recording  totalizing  wattmeter,  two  switches, 
two  SOO-ampere  ammeters  and  two  circuit-breakers.  Busbar 
and  direct-current  machine  voltmeters  are  bracketed  at  the 
end  of  the  board. 

The  substation  roof  is  of  concrete,  supported  on  steel  I- 
beams.     Two   of   those   beams   support   rolling   hoists   which 
facilitate  the  handling  of  heavy  machine  parts. 
Rolling  Stock. 

Six  new  cars  have  been  purchased  for  the  service  be- 
tween Manchester  and  Nashua.  These  were  made  by  the 
Laconia  Car  Company,  and  each  is  41  feet  long  over  all,  8 
feet  47s  inches  wide,  and  mounted  upon  double  trucks  of 
the  Laconia  8  B2  type.  The  motor  equipment  is  four  G.  E.  80 
motors,  with  K28  control.  The  brakes  are  straight  air,  Gen- 
eral Electric  system,  and  each  car  has  two  trolleys  and  a 
seating  capacity  of  40  passengers.  The  interior  finish  is  red 
oak.  These  cars  are  among  the  handsomest  ever  operated 
in  New  Hampshire. 

The  trucks  are  equipped  with  33-inch  wheels,  having  2%- 
inch  treads,  ys-inch  flanges,  steel  tires  and  a  4-foot  4-inch 
wheelbase.  Imperial  headlights  of  the  arc  type  with  an  in- 
candescent lamp  in  the  headlight  for  use  in  city  streets; 
Pfingst  fenders,  International  registers,  consolidated  heaters 
and  twenty  16-candlepower  interior  lamps  make  up  the  car 
fittings.  The  seats  are  reversible  with  the  exception  of  four 
at  each  vestibule  corner.  The  aisles  are  18  inches  wide,  and 
each  of  the  eight  cross  seats  on  each  side  of  the  aisle  is 
32  inches  long  by  15  inches  wide.  The  longitudinal  end  seats 
also  carry  two  persons  each. 

The  interior  lighting  of  the  cars  is  unusually  good.  Pour 
16-candlepower  lamps  are  spaced  at  even  distances  apart  un- 
der the  roof;  six  lamps  are  installed  on  each  side  of  the  car 
at  the  monitor  bottom,  and  four  others  are  installed  on  each 
side  over  the  adjacent  pairs  of  seats.  On  each  side  of  the  car 
are  five  plate  glass  windows  21  inches  high  and  50  inches 
long,  surmounted  by  semi-oval  windows.  Each  window  covers 
two  seats,  and  is  balanced  with  weights  to  enable  it  to  be 
pushed  down  between  the  side  panels  to  convert  the  car  into 
an  open  car  for  summer  use.  In  each  vestibule  a  vertical 
brass  switch-stick  holder  is  provided,  together  with  the  usual 
lighting  and  heater  switches,  and  a  small  shielded  incandes- 
cent lamp  to  illuminate  the  air  gauge  dial. 
Operation   Details. 

The  fare  from  any  point  in  Manchester  to  any  point  in 
Nashua  via  the  new  line  is  25  cents,  three  of  these  fares  be- 


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Manchester-Nashua     Street     Railway — Secondary     Connections     for 
High,    Normal    and    Low    Voltages. 

ing  charged  for  the  run  over  the  Goff's  Falls.  Litchfield  and 
Hudson  line.  The  company  is  equipped  with  Couch  &  Seeley 
telephone  apparatus,  stations  being  placed  at  important  points 
along  the  line.  Portable  telephones  are  also  supplied  for  car 
use.  Near  the  Goff's  Falls  end  of  the  line  is  a  pleasure  resort 
known  as  Pine  Island  park,  and  il  is  anticipated  that  in  the 
coming  mnmer  there  will  be  a  large  travel  to  this  point 
1 1  inn   i  he  -.  Icinity  of  Nashua 


The  repair  shops  in  Manchester  are  unusually  compact 
for  a  system  covering  as  much  territory.  The  Manchester 
company  has  one  of  the  most  complete  equipments  of  snow- 
fighting  apparatus  in  the  state.  Armature  and  field  coils  are 
made  by  the  company. 

A  special  arrangement  for  drying  sand  has  been  tried 
successfully  in  these  shops.  An  ordinary  pit  15  or  20  feet 
long  has  been  equipped  with  steam  pipes  and  the  sand  is. 
dumped  into  this  pit  and  shoveled  out  as  it  is  needed.      Tin 


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Manchester-Nashua    Street    Railway — Transformer    Connections    for 
Single    Primary    and    Double    Secondary    Windings. 

car  house  has  to  be  heated,  in  any  case,  and  it  was  thought 
unnecessary  to  go  to  elaborate  lengths  when  steam  was  easily 
available  for  the  purpose. 

Another  convenience  is  an  emergency  trolley  car  which 
takes  the  place  of  the  frequently  slow-moving  tower  wagon. 
This  car  will  shortly  be  equipped  with  high-powered  motors 
to  enable  it  to  make  fast  time  over  the  lines.  Its  most  inter- 
esting feature  is  a  platform  which  can  be  raised  or  lowered 
by  a  single  man  through  the  agency  of  a  special  tackle  in- 
side, swung  around  radially  and  locked  in  position  to  per 
mit  work  on  either  side  of  the  trolley.  An  iron  ladder  is 
provided  on  each  side  of  the  car  to  facilitate  quick  mounting 
or  dismounting  from  its  top. 


Form    for    Recording    Car    Equipments. 


Mr.  F.  A.  Bundy,  master  mechanic  of  the  Lima  &  Toledo 
Traction  Company,  Lima.  O..  has  developed  a  form  to  be- 
used  in  compiling  statements  of  cars  and  car  equipments, 
which,  because  of  its  thoroughness,  does  away  with  the  ne- 
cessity of  keeping  book  records  of  equipments.  The  form, 
which  is  18  inches  wide  and  may  be  made  any  desired  length, 
contains  columns  for  the  respective  heads  and  subheads  un- 
der which  the  various  car  parts  are  grouped  as  follows: 

Car.  number,  open  or  closed;  motors,  make,  kind,  num- 
ber, horsepower;  controller,  type,  number;  trucks,  make 
single  or  double,  wheel  base;  wheels,  diameter,  tread,  flange, 
bore,  kind;  axles,  length,  diameter,  gear  section,  size  of 
journals;  brake,  hand  or  air,  resistance,  number  of  tanks 
kind  of  gird;  body,  length  over  bumpers;  width  out  to  out, 
extreme  heighl  above  rail,  height  of  Boor  above  rail,  length 
of  passenger  compartment,  length  of  smoking  compartment, 
length  of  baggage  compartment;   gear,  ratio;   seats;   remarks. 

Blue  prints  of  the  form  containing  complete  records  of 
nil  the  cars  owned  by  the  Lima  &  Toledo  Traction  Compan; 
ne   Furnished   the  heads  of  all  departments. 


rii  pig  iron  produced  In  Canada  in  L906  was  541,957  long 
ions,  of  which  525,716  tons  were  made  witn  coke,  1.6,021  withi 
charcoal  and  220  ton:;  by  electricity. 


360 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  15 . 


FREIGHT   TERMINAL  STATION    AT    FT.   WAYNE,    IND. 


The  Ft.  Wayne  &  Wabash  Valley  Traction  Company  is 
perfecting  plans  at  Ft.  Wayne,  Ind.,  to  handle  the  extensive 
freight  traffic  that  is  being  developed  by  the  five  interurban 
railways  radiating  from  that  city.  This  company  controls  the 
city  lines  and  the  terminal  facilities  at  Ft.  Wayne,  and  in  a 
way  is  the  dominating  spirit  in  the  interchange  of  traffic  be- 
tween  the  interurban  lines. 

The  waiting  station  from  which  all  interurban  passenger 
cars  are  started  on  their  outward  journey  is  located  at  the 
corner  of  Pearl  and  Harrison  streets,  about  two  blocks  from 
the  center  of  the  city.  Immediately  at  the  rear  of  this  sta- 
tion a  freight  terminal  has  been  laid  out  that  is  intended, 
when  completed,  to  furnish  facilities  for  speedily  handling 
the  incoming  and  out-going  freight  for  all  electric  railways 
entering  the  city.  The  space  set  aside  for  the  development 
of  the  terminal  station — in  the  form  of  a  trapezoid — is  100 
feet  wide  and  160  feet  long  on  the  longest  side.     Along  the 


Plan  of  Ft.   Wayne   Freight  Terminal. 

east  and  the  west  sides  of  this  plat  of  ground  the  general 
plan  calls  for  the  construction  of  two  freight  buildings,  one 
of  which  is  to  serve  for  receiving  and  the  other  for  dispatch- 
ing freight  commodities. 

The  first  unit  of  the  general  scheme  has  been  erected  and 
the  second  structure,  in  which  the  freight  agent's  office  will 
be  located,  will  be  built  at  an  early  date.  The  completed 
building  which  is  intended  for  out-going  freight  is  22  feet 
wide,  103  feet  long,  on  the  long  side,  90  feet  long  on  the 
short  side  and  22  feet  high  from  the  foundation  to  the  coping. 
It  is  intended  later  to  make  this  building  two  stories  high. 

The  superstructure  of  the  building  is  of  brick  and  the 
floor  and  roof  are  of  concrete-steel  construction.  The  window 
and  door  lintels  are  also  of  concrete,  moulded  in  sections  13 
by  13  inches  by  10  feet  in  size.  The  floor  is  3.85  feet  above 
the  freight  tracks,  which  brings  it  to  a  level  with  the  floors 
of  the  average  freight  car  that  enters  the  station. 

The  track  layout  for  the  terminal  has  been  developed  so 
that   the   largest   possible   number   of   cars   can   load   or    dis- 


charge freight  at  the  same  time.  Five  tracks  enter  the  ter- 
minal. Two  are  designed  to  serve  the  building  for  incoming 
and  two  to  serve  the  building  for  out-going  freight.  The 
fifth  track  is  to  be  used  for  car-storage  purposes.  The  center 
lines  of  the  tracks  adjoining  the  buildings  are  located  4  feet 
11  inches  away  from  the  foundations,  which  brings  the  sides 
of  the  average  interurban  freight  car  while  standing  at  the 
station,  about  four  inches  from  the  door  sills.  This  feature 
was  designed  to  do  away  with  gang  planks  in  loading  and 
unloading  freight. 

All  freight  trains  entering  Ft.  Wayne  over  the  Ft.  Wayne 
&  Wabash  Valley,  the  Lima  &  Toledo,  the  Toledo  &  Chicago, 
the  Ft.  Wayne  Bluffton  &  Marion,  and  the  Ft.  WTayne  & 
Springfield  railroads  are  accomodated  at  this  station.  Freight 
interchange  arrangements  have  been  made  between  the  sev- 
eral interested  companies  so  that  the  country  surrounding  Ft. 
Wayne  is  very  thoroughly  served.  The  arriving  and  depart- 
ing time  of  freight  trains  over  the  various  divisions  are: 

For  Bluffton  and  points  south  to  Muncie,  leaving  time  9  a.  m. 
and  3  p.  m.;  arriving  time  2  p.  m.  and  7  p.  m. 

Local  freight  for  Huntington,  Wabash.  Peru,  Logansport  and 
intermediate  points,  leaving  time  10  a.  m..  arriving  time  S:30  a.  m. 

Through  freight  for  Indianapolis  by  way  of  Peru,  leaving  time 
5  a.  m.,  arriving  time  1  p.  m.  The  Southbound  car  on  this  run 
'arrives  at  Indianapolis  at  1  p.  m.  and  leaves  again  for  the  north  at 
2  a.   m. 

For  Auburn.  Kendallville  and  way  stations  on  the  Toledo  & 
Chicago,  leaving  time  12  o'clock,  noon,  arriving  time  10:30  a.  m. 

For  Van  Wert  and  Lima.  Ohio,  and  way  stations,  leaving  time 
S:20  a.  m.   and  2:20  p.   m. ;  arriving  time  7  a.    m.  and  1   p.  m. 

For  Decatur,  Ind..  by  way  of  the  Ft.  Wayne  &  Springfield  rail- 
road, leaving  time  1  p.   m. :   arriving  time  10:30  a.   m. 

In  addition  to  the  above  extra  cars  are  frequently  operated 
over  the  several  divisions.  Freight  is  received  at  the  Ft.  Wayne 
freight  office  between  the  hours  of  7  and  12  a.  m.  and  1:00  and  5:30 
p.  m. 


NEW  CAR  HOUSES  OF  THE  INTERNATIONAL  RAILWAY 
COMPANY  AT  BUFFALO,  N.  Y. 


Owing  to  the  rapidly  increasing  traffic  of  the  Interna- 
tional Railway  Company,  the  old  storage  and  repair  facili- 
ties which,  with  the  completion  of  the  car  houses  at  Cold 
Spring  in  1906,  were  thought  would  be  sufficient  to  accom- 
modate the  increase  in  traffic  for  a  number  of  years  to  come; 
the  growth  of  the  business,  however,  has  been  so  rapid  that 
it  has  been  again  necessary  to  increase  the  storage  and  re- 
pair accommodations.  With  this  object  in  view,  the  com- 
pany has  erected  a  new  car  house  and  an  open  storage  yard 
on  Broadway,  east  of  Bailey  avenue,  Buffalo. 

The  new  car  house  will  accommodate  one  hundred  and 
eight  46-foot  cars  and  the  storage  yard  along  the  south  side 
of  the  building  will  accommodate  one  hundred  and  thirty-five 
46-foot  cars.  It  is  expected  in  the  near  future  to  build  an 
extension  of  the  car  house,  which  will  cover  the  storage 
tracks  which  are  now  in  the  open.  The  general  dimensions 
of  the  new  car  house  are,  length  561  feet,  fronting  on  Broad- 
way, and  a  uniform  depth  of  148  feet,  extending  back  to 
Stone  street.  The  property  on  which  the  barn  and  storage 
yard  are  situated  has  a  total  length  of  698  feet  4  inches, 
and  is  270  feet  8  inches  wide. 

The  general  arrangement  of  the  car  house  has  been  so 
planned  that  it  can  be  divided  into  four  fireproof  compart- 
ments by  means  of  rolling  steel  fire  doors,  thus  making  it 
possible  to  confine  the  fire  to  only  a  portion  of  the  building, 
should  such  an  emergency  arise. 

Concrete  and  steel  only  have  been  used  in  the  construc- 
tion of  the  barn,  with  the  exception  of  the  roof,  which  is 
constructed  of  6  by  12  inch  and  4  by  12  inch  yellow  pine 
purlins  and  2-inch  matched  hemlock  roof  plank,  with  a  cov- 
ering of  5-ply  felt  and  %  inch  of  actinolite. 

In  the  building  are  provided  recreation  rooms  for  the 
conductors  and  offices  for  the  clerical  force.  Bowling  alleys, 
card  tables  and  pool  and  billiard  tables,  as  well  as  a  library, 
are  provided  for  the  motormen  and  conductors,  and  the  gen- 
eral arrangement  and  fittings  throughout  show  the  attitude 


March  16.  1907. 


ELECTRIC     RAILWAY     REVIEW 


361 


of  the  company  in  trying  to  make  the  men  as  comfortable 
as  possible  when  off  duty. 

A  full  description  of  the  new  improvement,  with  detail 
plans,  will  be  published  in  a  subsequent  issue  of  the  Electric 
Railway  Review. 


REPORTING   ACCIDENTS   AT   NASHVILLE. 


It  is  generally  conceded  that  a  large  percentage  of  dam- 
age suits  growing  out  of  accidents  on  street  railways  are  re- 
sults of  the  diligent  solicitation  of  shyster  lawyers.  Few 
people  are  injured  through  their  own  carelessness  without 
being  ready  to  admit,  at  the  time  the  injuries  are  received, 
that  the  fault  was  their  own. 

After  making  a  careful  study  of  this  subject  the  claim 
department  of  the  Nashville  (Tenn.)  Railway  &  Light  Com- 
pany has  devised  a  means  of  obtaining  a  complete  account  of 
an  accident  within  a  few  minutes  after  it  occurs.  It  is  a  duty 
of  the  conductor  to  telephone  the  details,  as  soon  as  possible, 
to  the  dispatcher,  giving  the  name  and  address  of  the  injured, 
advice  as  to  whether  medical  or  surgical  aid  has  been  ob- 
tained, if  the  injured  has  been  removed  (and  to  where),  loca- 
tion and  time  of  accident. 

The  conductor  is  always  supplied  with  blank  forms  which 
enable  him  to  get  a  concise  statement  from  the  injured  per- 

lllimtlll  HI  *****  ************4  1 1 1  KM  **************** 


TORM    257 


FOR  THE  PROTECTION  OP  CAR  MEN. 


.Date. 


NASHVILLE  RAIL  WA  Y  AND  LIGHT  CO. 

GENTLEMEN— I  hereby  state  thai  the  CAR  MEN  WERE 
NOT  IN  ANY  WA  Y  TO  BLAME  for  this  accident  in  -which  It»as 
injured  or  damaged.  I  <was  myself  to  blame,  and  make  this  mem- 
orandum at  the  time  in  fall  knowledge  of  the  fads  of  the  accident. 


StgnxtwT. 


NEW    ROADS    PLANNED    NEAR    ILLINOIS-WISCONSIN 
STATE    LINE. 


Important  developments  in  electric  railway  operations 
will  take  place  this  year  in  the  territory  tributary  to  that 
served  by  the  Elgin  &  Belvidere  Electric  Company.  This 
line,  which  was  constructed  by  The  Arnold  Company  of  Chi- 
cago, was  described  in  last  week's  issue  of  the  Electric  Rail- 
way Review.  The  accompanying  map  shows  the  route  of 
the  road,  its  immediate  connections,  and  other  lines  in  opera- 
tion and  proposed  in  the  territory.  Announcement  is  made 
of  the  organization  of  the  Marengo  Harvard  &  Geneva  Lake 
Railway  Company,  which  will  build  during  the  present  year 
an  electric  line  from  Marengo  to  Harvard,  111.,  where  connec- 
tion will  be  made  with  the  Chicago  Harvard  &  Geneva  Lake 


Madison^ 


Address.  4* 

* 

i  ***************************************************** 

Reporting  Accidents  at  Nashville — Car  Men's  Release  as  Signed  by 
Injured    Passenger. 


son  and  thereby  to  furnish  to  the  claim  department  accurate 
information  on  the  subject. 

In  case  of  any  accident  to  persons  or  property,  however 
slight,  in  connection  with  or  near  a  car  the  car-men  are  re- 
quired to  obtain  the  names  and  residences  of  persons  injured, 
a  clearance  from  blame,  if  possible,  and  a  list  of  witnesses 
of  the  accident.  All  disputes  and  troubles  which  occur  on  a 
car  are  reported  as  accidents.  Failure  or  neglect  in  reporting 
accidents  is  punishable  by  discharge. 

As  soon  as  an  accident  occurs  the  conductor  of  the  car 
tries  to  obtain  the  signatures  of  the  persons  injured  to  printed 
blank  forms,  which  exonerates  him  from  all  blame.  After  this 
is  done  a  memorandum  of  the  accident  is  made  out  on  a  card- 
board form,  printed  in  blank,  four  by  eight  inches  in  size. 
From  this  memorandum  a  formal  report  is  made  to  the  super- 
intendent of  transportation.  This  report  is  very  complete  and 
contains,  in  addition  to  the  usual  information  required  for  a 
comprehensive  understanding  of  the  conditions,  a  diagram  of 
intersecting  streets  which  enables  the  car-men  to  fill  in  the 
names  of  the  streets  and  to  give  a  rough  sketch  of  the  exact 
location  of  the  car  at  the  time  the  accident  occurred. 

When  this  report  is  received  at  the  office  the  division 
superintendent  conducts  a  thorough  investigation,  after  which 
he  sends  to  the  general  manager  a  report  on  his  decision  as  to 
whether  or  not  the  trainmen  were  to  blame  for  the  accident. 


StOURbtOO^ 


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ELECTRIC  RAILWAYS  <  ^ 


IN  OPERATION 

UNDER  CONSTRUCTION 

PROPOSED 


Elgin  &   Belvidere   Electric  Railway — Map  Showing   Roads  in  Opera- 
tion   and    Proposed    Near    State    Line. 

Railway,  which  is  already  in  operation  between  Harvard, 
111.,  and  Fontana,  Wis.,  a  point  on  the  southwest  shore  of 
Lake  Geneva.  It  is  proposed  to  combine  these  two  lines 
and  to  build  an  extension  of  the  Chicago  Harvard  &  Geneva 
Lake  Railway  from  Fontana  to  a  point  on  the  east  shore 
of  Lake  Delavan.  A  further  extension  will  be  made  to  Elk- 
horn,  Wis.,  where  the  line  will  connect  with  the  electric  road 
which  is  to  be  constructed  from  Mukwanogo  to  Elkhorn. 
Hamilton  Browne  of  Chicago  is  president  of  the  new  Ma- 
rengo Harvard  &  Geneva  Lake  Railway  Company. 


General  Manager  H.  C.  Page  of  the  Springfield,  Mass., 
Street  Railway,  has  announced  a  new  schedule  of  wages  for 
conductors  and  motormen,  effective  on  March  16,  as  follows: 
For  the  first  six  months,  $2  per  day;  second  six  months. 
$2.10  per  day;  second,  third  and  fourth  years,  $2.20  per  day; 
fifth,   sixth   and   seventh   years,   $2.30   per   day;    eighth   and 

i  years,  $2.40  per  day;  tenth  and  subsequent  years,  $2.50 
per  day. 


362 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  11. 


PIPING    AND    POWER   STATION    SYSTEMS.— XXXI 1 1. 


BY    W.    1..    MOKKIS,    M.     E. 


To  overcome  the  difficulty  of  opening  up  a  trench  as 
deep  as  shown  for  the  waterway  it  may  be  found  more  eco- 
nomical to  use  scrapers  and  lower  the  section  of  ground  be- 
tween the  condenser  and  screen-house  so  that  the  ground 
over  the  waterway  lies  just  below  the  pump-room  floor  as 
shown  by  the  grade  lines,  a.  This  would  make  a  trench 
about  16  feet  deep  for  the  intake  instead  of  possibly  30  to 
35  feet  deep.  By  lowering  the  ground  in  this  manner  there 
could  be  a  door  from  the  pump  room  and  a  walk  leading 
down  to  the  screen-house  and  this  would  also  provide  more 
room  for  windows  in  the  pump  room,  which  is  very  desirable. 
If  a  surface  condenser  is  employed  practically  the  same  ar- 
rangement would  be  adopted  for  a  circulating  pump  and  fire 
pump  in  the  pump  room,  but  the  condenser  and  wet-vacuum 
pump  would  be  located  as  close  to  the  engines  as  possible. 
The  pump  room  and  the  well  to  the  waterway  can  be  made 
considerably  smaller,  in  fact  the  waterways  may  be  run  di- 
rectly under  the  pump  and  be  fitted  with  a  manhole  opening 
and  ladder  leading  down  to  the  water.  The  floor  of  the  pump 
room  shown  in  Figure  261  may  also  be  run  over  the  intake 
and  hotwell,  there  being  no  serious  objection  to  this  arrange- 
ment, as  there  is  no  machinery  located  in  the  well,  as  would 
be  the  case  in  Figures  253  and  254.  Figure  261  unquestion- 
ably is  the  most  practical  system  for  plants  located  at  a  con- 
siderable distance  above  the  water  supply,  as  it  is  possible  to 
start  the  pump  and  obtain  the  full  vacuum  before  the  engines 
are  started,  and  thus  avoid  interruption  caused  by  the  open- 
ing of  circuit-breakers  and  the  stopping  of  the  pump  motors. 

The  system  is  more  economical  from  an  operating  stand- 
point and  it  would  be  in  most  cases  as  economical  to  con- 
struct as  any  of  the  other  systems  described,  due  to  the  fact 
that  only  standard  apparatus  is  employed.  It  would  be 
necessary  in  such  a  system  to  have  an  elevated  water  tank 
and  priming  lines  connected  to  all  the  pumps  in  the  pump 
room  so  that  they  can  be  started  with  a  14  or  16-foot  suction. 
Class  13,  4  and  5. — Circulating  Water,  Main  and  Branches. 

If  the  plant  is  fitted  with  more  than  one  condenser  or 
more  than  one  pump,  a  main  should  be  provided  into  which 
all  the  pumps  discharge  and  one  from  which  all  the  con- 
densers receive  their  water.  This  arrangement  enables  the 
operation  of  any  of  the  pumps  with  any  of  the  different  con- 
densers. Such  an  arrangement  is  particularly  essential  iu 
the  case  of  motor-driven  pumps,  as  it  permits  the  use  of  as 
many   pumps   as   may   be   required.     The   pressure   on    these 


denser  or  two  pumps,  and  for  three  condensers  would  simply 
be  the  size  of  the  branch  pipe  to  the  condenser.  This  main 
is  also  desirable  if  the  pumps  are  steam  driven  as  it  makes 
the  injection  water  more  easy  to  control.  A  pressure  gauge 
should  be  placed  on  the  main  to  indicate  whether  the  pumps 
are  delivering  more  water  than  required,  which  would  cause 
the  pressure  to  increase,  or  whether  the  supply  is  insufficient, 
which  would  result  in  a  decrease.  The  injection  valves  (or 
admission  valves  to  a  surface  condenser)  are  generally  con- 
trolled by  hand,  and  as  they  are  opened  or  closed  to  meet 
the  demand  of  the  condensers,  the  capacity  of  the  pumps  is 
also  changed,  due  to  the  increased  or  decreased  pressure 
against  which  they  are  delivering.  It  is  therefore  quite  im- 
possible to  keep  the  quantity  of  cooling  water  properly  regu- 
lated, as  the  conditions  constantly  change,  so  that  if  the  water 
supply  is  adjusted  at  a  sufficiently  large  amount  to  insure 
the  maximum  vacuum  obtainable,  then  the  tail  water  is  for 
the  greater  portion  of  the  time  at  a  very  low  temperature. 
If  the  quantity  of  water  is  reduced  to  raise  the  temperature 
of  the  discharge  water,  then  the  vacuum  will  be  less  than 
that  which  is  obtainable,  except  when  the  load  may  be 
temporarily  light. 

The  ideal  method  of  controlling  the  circulating  or  cool- 
ing water  would  be  by  means  of  a  thermostatic  regulator 
operated  by  the  temperature  of  the  tail  water,  opening  or 
closing  the  inlet  valve  as  quickly  and  as  often  as  the  tem- 
■z\>  perature  of  the  discharge  changes.  Con- 
trolling the  quantity  of  injection  by  the 
vacuum   is  very   uncertain   and   undesirable. 

1 1   as  it  is  evident  that  if  leaks  should   occur 

is 

i  £  or   for   anv   other  reason,   such   as   the  con- 

denser     becoming     air-bound,    the    vacuum 

drop,    the    quantity    of    injection    would    be 

abnormally   increased,   resulting  in  too   low 

a  temperature  of  the  tail  water  and  a  waste 

of   power   in   the   circulating   pump,   as    the 

extra    supply    of    injection    is    useless.      A 

thermostatic    regulator    for     controlling    the 

quantity  of  the  injection  water  is  shown  in 

Fig.   263-(I3-2).     The  regulator,  as    will    be 

seen,   consists   of  an  expansion   tube  which 

is  permanently  attached  to  a  point  near  the 

lower  end  of  the  tail  pipe  and  attached   to 

the   injection    valve   by   an   adjusting   screw 

which  permits  the  regulator  to  be  adjusted. 

The  length  of  the  tube  is  so  chosen  that  it 

will   give  the  desired  travel    to   the    valve 

a    higher     coefficient     of     expansion    than 

the     temperature     of     the     injection     water 

of     the     copper     tube 


Figure  263- (13-2). 


Figure  262-(l3-1). 

lines  would  be  very  slight,  in  fact  they  may  be  under  vacuum, 
t!  is  being  determined  by  the  style  of  the  condensers  and  the 
relative  elevations  of  the  line  with  respect  to  the  condensers. 
Light  cast-iron  pipe  is  very  suitable  for  this  service,  but 
special  provision  must  be  made  for  the  expansion  and  con- 
traction with  changes  of  temperature.  Valves  should  be 
placed  in  each  branch  and  should  also  be  located  along  the 
main  so  that  each  condenser  unit  may  be  isolated,  together 
with   its  pumps,   as   shown  in  Fig.   262-(I3-l). 

By  arranging  lines  in  this  manner,  it  is  possible  to  shut 
down  any  portion  of  the  main  to  make  repairs  and  permit 
the  remaining  portion  to  operate  without  interruption.  The 
size  of  the  main  required  is  only  that  required  for  one  con- 


As    copper    has 
cast     iron,     as 

becomes  too  high,  the  lengthening 
increases  the  opening  through  the  injection  valve,  which  ad- 
mits more  water  and  constantly  lowers  the  temperature  of 
the  injection.  Should  the  temperature  of  the  tail  water  be- 
come too  low.  it  is  evident  that  the  reverse  process  occurs. 
The  shaft,  sprocket,  etc.,  shown  by  dotted  lines  on  the  dia- 
gram, is  for  a  valve  extension  so  that  the  valve  can  be  ope- 
rated from  the  floor  if  desired.  A  thermometer  placed  in  the 
tail  pipe  and  a  vacuum  gauge  connected  to  the  exhaust  pipe 
should  be  placed  near  the  operating  handle  of  the  injection 
valve  so  that  the  attendant  may  observe  the  vacuum  and 
temperature  of  the  discharge  when  adjusting  the  amount  of 
injection  water  supplied  to  the  condenser. 

In  reading  the  vacuum  gauge  a  correction  must  be  made 
to  allow  for  the  column  of  watei  in  the  pipe  if  there  is  a 
long  drop  or  rise  in  the  gauge  connection.  Each  foot  of  pipe 
filled  with  condensation  is  equal  to  about  an  inch  on  the 
vacuum  gauge.  It  is  seldom  that  two  or  more  vacuum  gauges 
will  read  the  same,  due  to  the  difference  in  the  length  of 
their  water  columns.  The  pointer  on  a  gauge  is  set  to  show 
the  pressure  at  the  gauge  connection,  and  if  the  pipe  runs 
from  either  above  or  below  the  gauge  and  water  collects  in 


March   16.  1907 


ELECTRIC     RAILWAY     REVIEW 


363 


the  pipe,  the  gauge  will  read  incorrectly.  To  determine  the 
extent  of  this  inaccuracy,  the  gauge  should  be  read  and  the 
line  then  quickly  blown  out  and  the  gauge  re-read,  at  the 
same  time  noting  the  pressure  on  some  other  gauge  to  ascer- 
tain whether  the  pressure  remained  constant  while  the  gauge 
connection  was  being  blown  out. 

Class  1.  6,  7  and  8— Waterway  Connections  for  Other  Service 
than    Condensing. 

In  regular  operation,  the  feed  pump  would  draw  water 
directly  from  the  hot  well  or  from  the  hot-well  pump  which 
would  deliver  the  warm  water  to  an  open  heater,  from  which 
the  feed  pump  would  deliver  it  to  the  boiler.  The  fire  pump 
would  draw  its  water  from  the  intake  line  only,  regardless 
of  whether  it  is  supplying  the  low-pressure  main  or  the  high- 
pressure  lines  in  case  of  a  fire.  The  pump  that  is  used  for 
tube-drilling  should  have  an  intake  connection  and  the  feed 
pump  should  also  have  a  connection  to  the  intake  for  ust. 
when  the  condenser  is  not  in  operation.  To  facilitate  the 
arrangement  of  these  different  connections  with  the  circu- 
lating water  lines  it  is  generally  found  that  the  best  arrange- 
ment is  to  run  both  the  intake  and  discharge  waterways  un- 
der the  building  in  such  a  way  that  all  the  pumps  can  take 
their  suction  directly  from  the  waterways  without  the  neces- 
sity of  using  a  long  suction  main  to  which  the  different  pumps 
are  attached,  with  their  numerous  pipe  joints,  valves,  etc. 

When  laying  out  waterways  for  condensing  machinery  it 
should  be  remembered  that  there  are  other  uses  for  the  water 
which   if  not  properly  provided   for  at  the 
start  will  lead  into  complicated  and  trouble- 
some pump  suctions.     If  the  intake  is  laid 
out  as   a  part  of  the  building  construction 
and  the  portion  under  the  building  is  com- 
pleted  before   making   a   connection   to   the 
water   supply   there    should    be    no    particu-^ 
larly  difficult  features  met  In  its   construc- 
tion.    The  location    of   the   waterways   that 
is  best  adapted  for  all  the  various  connec- 
tions is  parallel  with  the  dividing  wall  be- 
tween the  engine  and  the  boiler  room,  the 
various  pumping  machinery  being  set  along 
the  wall  and  over  or  just  to  one  side  of  the 
waterway.      To     avoid     the    possibility    of 
loosening  the   soil  alongside    of    the  water- 
way and  provide  a  safe  footing  for  the  divi-  Figure  264-(l6-l). 
sion  wall,  crane  columns,  etc.,  it  would  be 
found  both  a  safer  and  more  economical  construction  to  sup- 
port the  walls  on  the  masonry  of  the  waterway  as  shown  in 
Fig.  264-U6-1).     The  top  and  bottom  of  the  waterway  may  be 
reinforced  as   shown.     Sleeves   should  be  placed  in  the   con- 
crete for  the  suction  pipe  to  pass  through,  and  manholes  pro- 
vided with  ladders  built  into  the  concrete  should  be  placed  in 
the   waterway   to   facilitate   entrance   for  cleaning  or   inspec- 
tion. 

(To  Be  Continued.) 


RECENT    ELECTRIC    RAILWAY    LEGAL    DECISIONS. 


1IY    .1.    I..    BOSENBEKGEH,    IX.    B. 


V/////////"' 


Passing  Teams  Left  Unguarded. 
If  among  the  many  teams  left  unguarded  some  may  be 
negligently  so  left,  the  supreme  court  of  New  Jersey  says, 
Brower  v.  Public  Service  Corporation  of  New  Jersey,  64  At- 
lantic Reporter,  1052.  that  a  street  railway  company  cannot 
have  imposed  upon  it  the  burden  of  assuming  that  all  un- 
guarded teams  are  sources  of  danger  and  be  made  negligent 
for  passing  any  unguarded  team. 


Submersion   of   Wood   in    Water. 


In  an  article  on  "Kiln  Drying  Hardwood  Lumber,"  pub- 
lished by  the  Forest  Service,  Frederick  Dunlap  says: 

"Prolonged  submersion  of  wood  in  water  is  believed  to 
prepare  it  well  for  drying.  The  probable  reason  for  this  is 
the  leaching  out  of  the  sap  constituents  so  that  the  cell  cavi- 
ties finally  contain  approximately  pure  water;  for  the  organic 
sap,  as  we  have  already  seen,  appears  to  hamper  the  extrac- 
tion of  water  in  drying.  In  rafting,  logs  frequently  remain 
a  long  time  in  water  before  they  are  sawed,  and  the  lumber 
cut  from  such  logs  is  held  to  dry  more  readily  and  thoroughly. 
I'm  the  past  two  years  the  Forest  Service  has  been  conduct- 
ing experiments  on  the  influence  of  submersion  upon  subse- 
quent air-seasoning.  These  experiments  are  not  yet  con- 
cluded, lnii  present  results  add  weight  to  these  views.  The 
effect  of  submersion  upon  subsequent  drying  varies  with 
species  and  climate. 


Not  One  Continuous  Trip,  But  Two  Trips. 
A  man  left  his.  office  intending  to  go  to  his  home,  and. 
being  invited  by  a  friend,  took  a  car,  and,  visiting  with  his 
friend,  rode  beyond  the  point  where  he  would  have  trans- 
ferred by  the  usual  route  to  reach  his  home,  and  kept  on 
riding  away  from  his  ultimate  destination.  Having  finished 
his  visit,  he  sought  to  reach  his  home  by  transferring  from 
line  to  line,  but  was  finally  refused  a  transfer,  and  accounted 
himself  aggrieved  by  what  he  alleged  was  the  company's 
violation  of  the  provisions  of  section  104  of  the  New  York 
railroad  "law,  requiring  the  company  "to  carry  between  any 
two  points  *  *  *  any  passenger  desiring  to  make  one 
continuous  trip  between  such  points  for  one  single  fare."  But 
the  second  appellate  division  of  the  supreme  court  of  New 
York  holds,  Hunt  v.  Brooklyn  Heights  Railroad  Company,  101 
New  York  Supplement,  209,  that  his  trip  was  not  continuous 
as  the  term  is  used  in  this  section,  and  that  he  was  not  enti- 
tled to  recover  a  penalty  for  being  refused  a  transfer.  It  says 
that  he  was  making  two  trips — the  first  to  last  as  long  as  his 
visit  with  his  friend  was  incomplete;  the  second  to  reach 
home  from  the  point  where  his  visit  ended. 


Walking  on  Track  to   Avoid   Snow — Duty   of   Motormen. 

Discussing  rights  in  streets,  the  supreme  court  of  In- 
diana says,  on  the  appeal  cf  the  Indianapolis  Traction  &  Ter- 
minal Company  v.  Kidd,  79  Northeastern  Reporter,  347,  that 
pedestrians  have  a  right  to  use  any  part  of  such  highways, 
but  the  question  whether  a  particular  use  is  such  as  a  reason- 
ably prudent  person  would  make  must  depend  upon  the  at- 
tendant circumstances.  When  a  certain  portion  of  the  high- 
way has  been  paved  as  a  sidewalk  or  otherwise  reserved  for 
the  exclusive  use  of  foot  passengers,  and  the  same  is  un- 
obstructed and  in  suitable  condition  for  such  use,  it  may  not 
be  prudent  to  walk  in  the  roadway  set  apart  for  the  use  of 
vehicles. 

In  this  case  it  appeared  that  the  street  along  which  the 
plaintiff  was  passing  was  covered  with  melting  snow  and  ice 
to  a  depth  of  from  six  to  fourteen  inches,  except  the  space 
between  the  rails  of  the  company's  tracks,  which  was  paved 
with  brick  and  was  practically  free  from  all  obstructions. 
This  condition  of  the  street  explained  the  plaintiff's  use  of  the 
track.  She  was  required  to  use  ordinary  care  for  her  safety. 
and  the  duty  which  she  owed  to  the  company  was  to  vacate 
the  track  when  apprised  that  the  same  was  required  for  the 
passage  of  a  car.  She  had  a  right  to  assume  that  the  com- 
pany's cars  would  not  be  run  at  an  excessive  rate  of  speed, 
and  that  she  was  not  required  to  anticipate  that  a  car  upon 
a  straight  track  in  broad  daylight  would  run  her  down  from 
the  rear  without  any  warning.  In  considering  the  question  of 
her  alleged  contributory  negligence,  due  regard  for  the  re- 
ciprocal rights,  duties  and  obligations  of  the  company  must 
be  observed.  It  had  no  right  to  exclude  her  from  its  track 
upon  the  street,  but  had  the  right  merely  to  require  her  to  re- 
move therefrom  when  she  ascertained  or  was  notified  that 
the  same  was  needed  for  the  passage  of  one  of  its  cars. 

Its  servants  in  charge  of  the  operation  of  its  cars  were 
required  to  exercise  diligent  and  constant  watchfulness  for 
persons  who  might  be  upon  or  approaching  the  track.  Such 
servants  were  required  to  take  notice  of  obvious  obstructions 


364 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  11. 


to  the  ordinary  and  free  use  of  the  street.  The  drivers  of 
such  ears  were  chargeable  only  with  the  exercise  of  ordinary 
care  for  the  safety  of  other  users  of  the  street,  but  ordinary 
care  in  law  implies  a  high  degree  of  watchfulness  and  vigi- 
lance when  propelling  a  car  at  a  speed  of  20  to  25  miles  per 
hour  through  the  streets  of  a  populous  city,  where  persons 
on  font  and  in  vehicles  are  constantly  passing  and  repassing, 
including  the  aged,  infirm  and  crippled,  as  well  as  children 
thoughtless  and  wanting  in  prudence  and  discretion 


Regard  to  Be  Had  for  Disabilities  of  Passengers. 
The  correct  principle,  which  is  deducible  from  all  the 
better-reasoned  cases,  the  supreme  court  of  Washington  says, 
Plattor  v.  Seattle  Electric  Company,  87  Pacific  Reporter,  489, 
is  that  the  conductor,  having  supervision  and  control  of  the 
car  and  of  the  passengers  on  the  car,  must  exercise  that 
supervision  in  a  reasonable  way,  taking  into  consideration  the 
appearance  of  the 'passengers  and  the  circumstances  surround- 
ing them.  It  is  the  infirmity  of  the  passenger  and  his  inca- 
pacity to  protect  himself  that  he  must  take  notice  of,  no 
matter  whether  that  infirmity  is  produced  by  age  or  from 
being  crippled,  or  from  ravages  of  disease,  or  from  excessive 
obesity.  Or  it  might  be  that  a  passenger,  who  was  young, 
agile  and  alert,  would  be  incapacitated  from  protecting  him- 
self from  the  sudden  lurch  of  a  car  for  the  reason  that  his 
hands  were  occupied  by  holding  a  child  or  some  other  burden. 
In  all  such  cases  the  conductor  should  see  that  the  passenger 
has  time  to  obtain  his  seat  before  the  car  is  started  with  such 
suddenness  as  to  imperil  his  safety.  This  doubtless  is  more 
or  less  burdensome  upon  the  conductor,  but  it  is  a  burden 
imposed  in  the  interest  of  common  humanity  and  for  the  wel- 
fare of  the  public. 


Conductors'  Transfer  Statements — Ordinance  v.  Orders. 
A  statement  by  a  conductor  when  issuing  a  transfer  that 
it  was  good  on  a  certain  line  the  supreme  court  of  Illinois 
holds  admissible  in  evidence  in  an  action  by  the  holder  for 
alleged  wrongful  ejection  from  a  car  on  said  line.  It  says, 
Chicago  Union  Traction  Company  v.  Brethauer,  79  North- 
eastern Reporter,  287,  that  in  the  view  which  it  takes  of  this 
question  the  conductor  of  a  street  car  line  who  is  placed  in 
charge  of  a  car,  supplied  with  blank  transfers  and  author- 
ized to  punch  and  deliver  them  to  passengers  upon  request, 
in  consideration  of  cash  fare  previously  paid,  stands  in  the 
relation  to  the  street  car  company  and  its  passengers  very 
much  like  a  ticket  seller  who  has  been  chosen  for  the  pur- 
pose of  supplying  the  public,  for  a  consideration,  with  tickets 
entitling  the  holder  to  certain  rights  and  privileges.  In  such 
case  the  ticket  seller,  for  the  purpose  of  that  transaction,  is 
the  direct  representative  of  the  company  for  which  the 
tickets  are  sold,  and  what  such  agent  says  in  connection  with 
the  sale  of  tickets  and  as  to  the  extent  of  the  privileges 
thereby  secured  has  often  been  held  admissible  as  part  of  the 
res  gestae  (things  done)  and  as  characterizing  the  subsequent 
conduct  of  the  purchaser  of  such  ticket.  Such  evidence  hav- 
ing been  held  admissible  with  respect  to  ticket  agents  by  the 
courts  of  many  other  states  of  the  Union,  this  court  sees  no 
reason  why  a  conductor  of  a  street  car,  in  delivering  trans- 
fers to  passengers  when  it  is  his  legal  duty  to  do  so,  should 
not  be  governed  by  the  same  rules. 

The  court  also  holds  that  an  ordinance  requiring  certain 
transfers  having  been  held  valid,  the  ordinance  was  as  valid 
before  the  rendition  of  its  decision  as  it  was  afterwards,  and 
if  the  company  chose  to  regard  it  as  invalid,  and  instructed  its 
employes  accordingly,  it  did  so  at  the  risk  of  having  its  con- 
tention set  at  naught  and  its  acts  in  violation  of  the  ordinance 
pronounced  illegal.  A  violation  of  the  law  cannot  be  excused 
on  the  ground  that  the  violator  believed  the  law  unconstitu- 
tional. The  validity  of  the  ordinance  having  been  established, 
the  duty  of  the  company  and  its  servants,  and  their  rela- 
tions to  the  plaintiff,  must  be  determined   by  the  ordinance 


rather  than  by  the  instructions  of  the  company  to  its  servants 
based  on  the  assumption  that  the  ordinance  was  invalid.  It 
was  the  duty  of  the  conductor  issuing  the  transfer  referred 
to  as  a  servant  of  the  company,  to  issue  transfers  regardless 
of  any  instructions  he  might  have  had  to  the  contrary  from 
his  superiors,  and  in  carrying  out  this  duty  he  must  be  held 
to  have  been  acting  for  and  on  behalf  of  the  company. 


Occupation   of  Street  and   Inquiry   Into   It  by   State. 

The  occupation  of  a  public  street  for  railway  purposes, 
the  supreme  court  of  Iowa  says,  State  v.  Des  Moines  City 
Railway  Company,  109  Northwestern  Reporter,  867,  is  not  a 
matter  of  common  right,  and  without  a  legislative  grant  there- 
for the  construction  or  maintenance  of  such  a  railway  would 
expose  the  party  responsible  therefor  to  punishment  as  for 
a  nuisance.  The  municipality  to  which  is  given  authority  to 
grant  such  a  privilege  exercises  a  delegated  power  only,  and 
it  cannot  grant  to  any  person  or  corporation  a  privilege  which 
is  confessedly  in  derogation  of  the  common  right,  in  a  man- 
ner which  shall  exclude  the  power  of  the  state  to  inquire 
into  its  abuse,  or  to  prevent  the  subversion  of  the  public  inter- 
ests which  the  legislative  grant  was  intended  to  protect. 

To  say  that  the  state  has  surrendered  to  the  city  all  its 
power  and  authority  to  protect  public  interests  against  usurp- 
ation, neglect  or  abuse  by  a  corporation  of  its  own  making, 
and  that  so  long  as  the  city  authorities  are  content  to  re- 
main quiescent  the  state  is  powerless  in  the  premises,  is  to 
say  that  the  state  may  surrender  its  sovereignty  and  the 
legislature  estop  itself  by  an  abdication  of  its  legislative 
power.  Even  the  state  itself  cannot  constitutionally  author- 
ize the  occupation  of  the  streets  for  anything  but  a  public 
purpose,  and  if  a  city  government  by  its  indifference  to  public 
interests  or  by  a  mistaken  estimate  of  its  own  power  in  the 
premises  permits  a  corporation  to  occupy  its  streets  without 
legal  right  to  such  franchise  or  to  assume  without  authority 
other  rights  which  are  not  common  to  the  people  generally, 
the  state  has  the  inherent  and  reserved  right  to  call  upon 
such  corporation  to  show  by  what  warrant  it  assumes  to  hold 
or  exercise  such  franchise. 


Number  and  Kind  of  Fenders — Leaving  Rear  One  Down. 
A  fender,  the  supreme  court  of  New  Jersey  says,  Whilt 
v.  Public  Service  Corporation  of  New  Jersey,  64  Atlantic  Re- 
porter, 972,  is  a  usual  appendage  of  a  street  car,  intended  to 
promote  the  safety  of  travelers  upon  the  highway.  In  some 
states  it  is  required  by  statute.  Whether  the  street  railway 
company  shall  have  a  fender  at  one  end  only  or  at  both  is  a 
matter  of  detail  in  the  construction  of  its  cars,  which  ought 
to  be  left  to  the  reasonable  judgment  of  the  managers.  It 
may  reasonably  be  thought  advisable  to  have  fenders  at  each 
end  rather  than  a  movable  fender,  to  be  transferred  from 
one  end  to  the  other,  as  necessity  requires.  Whether  a  rigid 
and  immovable  fender  is  likely  to  serve  the  public  safety  bet- 
ter than  a  movable  fender  is  also  a  matter  upon  which  men 
may  reasonably  differ.  It  may  well  be  that  a  rigid  fender 
will  better  serve  the  purpose  intended  than  a  movable  one. 
So,  too,  the  company  may  fairly  think  that  the  danger  of  a 
fender  becoming  loose  and  falling,  in  case  it  is  fastened  up, 
is  greater  than  the  danger  to  be  apprehended  from  a  fender 
that  is  always  down.  It  is  bound  to  the  exercise  of  a  reason- 
able judgment  and  of  due  care  and  skill,  but  it  is  not  to  be 
♦condemned  as  negligent  merely  because  the  event  that  hap- 
pened would  have  been  avoided  if  its  judgment  had  been 
different. 

In  this  case  the  plaintiff,  a  passenger  on  a  street  car, 
alighted  for  the  purpose  of  taking  another  car,  and  in  passing 
to  the  rear  of  the  first  car  came  in  contact  with  the  chain 
running  down  from  the  rear  dash  to  the  end  of  the  fender, 
and  was  injured.  The  fender,  contrary  to  the  usual  custom 
as  to  rear  fenders,  was  down.  The  court  holds  that  the 
facts  did  not  justify  an  inference  of  negligence  on  the  part 
of  the  street  railway  company. 


March  16,  1907. 


ELECTRIC     RAILWAY     REVIEW 


365 


News  of  the  Week 


Louisville    Strike    Is   Settled. 

By  a  unanimous  vote  on  the  evening  of  March  14,  the  striking 
employes  of  the  Louisville  (Ky.)  Railway  Company  resolved  to 
accept  the  terms  agreed  upon  by  their  executive  committee  and 
the  officers  of  the  company.  The  strike  became  effective  at  5 
o'clock  on  the  morning  of  March  10,  and  S00  employes  partici- 
pated in  it.  The  terms  of  settlement  provide  for  an  increase  in 
wages  from  18  to  20  cents  an  hour  for  new  men  and  wages  of 
22  cents  an  hour  for  all  employes  after  the  first  year,  25  cents 
an  hour  for  overtime,  30  minutes  for  lunch,  the  men  to  be 
restored  to  their  positions,  and,  for  the  company,  an  open-shop 
policy  in  the  hiring  of  new  men.  The  executive  committee 
which  represented  the  strikers  did  not  secure  the  establishment 
of  a  closed-shop  policy  or  recognition  for  the  union.  It  was 
agreed  that  if  future  differences  arise  they  will  be  settled  by 
arbitration.  The  strikers  created  riots,  and  the  settlement  was 
due  partly  to  the  efforts  of  commercial  organizations  in  the  city 
and    representatives    of    the    Greater   Louisville    Exposition. 

Plans   for    a    Municipal    Street    Railway    in    Detroit. 

Mayor  Thompson  of  Detroit  is  said  to  be  forming  plans  for 
a  semi-municipal  three-cent  fare  street  railway  company  to  be 
organized  on  the  plan  of  the  Municipal  Traction  Company  of 
Cleveland,  to  gain  a  foothold  in  the  streets  of  Detroit  and  to  take 
over  the  lines  now  operated  by  the  Detroit  United  Railway  as 
fast  as  that  company's  franchises  expire.  He  has  made  no  defi- 
nite announcement  of  the  details  of  his  plans,  but  he  has  been 
in  conference  with  Mayor  Johnson  of  Cleveland  in  regard  to 
the  matter  and  on  March  11  stated  to  the  city  council  that  a 
syndicate  was  ready  to  guarantee  to  pay  the  Detroit  United  Rail- 
way a  10  per  cent  advance  on  the  cost  of  any  track  extensions 
made  by  the  company  without  a  city  franchise.  When  questioned 
recently  as  to  his  plans  Mr.  Thompson  refused  to  show  his  hand 
but  quoted  the  following  paragraph  from  his  inaugural  speech: 
"If  an  equitable  adjustment  is  not  possible,  capital  is  ready 
and  willing  to  build  all  lines  in  the  city  of  Detroit,  and  take 
over  and  occupy  existing  grants  as  they  may  expire  and  upon 
terms  far  more  favorable  than  any  heretofore  offered.  The 
strongest  position  for  the  city  to  occupy  and  the  one  most  likely 
to  lead  to  a  reasonable  and  right  settlement  of  this  question 
will  arise  when  there  exists  a  rival  company  to  test  the  claims 
of   the   existing   company   by   the   law   of   competition." 

Single   Fares  on  Connecting  Systems. 

A  broad  decision  on  the  question  of  allowing  a  single  fare  with- 
in the  limits  of  a  city  traversed  by  two  separate  but  connecting 
street  railways  was  rendered  recently  by  the  railroad  commission 
of  Massachusetts.  Citizens  of  Walden  petitioned  for  a  5-cent  fare 
for  rides  within  the  city  limits,  although  these  rides  involve  parts 
of  two  distinct  systems,  the  Boston  &  Northern  Street  Railway 
and  the  Boston  Elevated  Railway. 

The  board  states  that  the  serving  of  one  of  the  important 
thoroughfares  of  the  city  in  part  by  one  system  and  in  part  by 
the  other  has  been  a  barrier  to  the  enjoyment  of  a  single  five- 
cent  fare  between  all  sections,  but  that  the  same  conditions  exist 
at  nearly  all  other  points  where  interurban  railways  connect  with 
the  system  of  the  Boston  Elevated  Railway  Company.  The  pecu- 
liar privileges  granted  to  that  company  under  the  acts  of  1897 
include  the  right  to  insist  upon  a  five-cent  fare  from  every  pas- 
senger, a  right  that  stands  in  the  way  of  any  arrangement  for  a 
joint  fare  to  be  shared  with  other  companies.  The  board  states 
that  it  has  no  authority  to  suggest  that  the  Boston  Elevated  re- 
linquish a  part  of  the  fare  to  which  it  is  entitled  by  law;  that  it 
cannot  rightfully  ask  the  Boston  &  Northern  to  render  services 
without  compensation,  and  that  it  has  no  jurisdiction  over  the 
extensions  of  railway  lines  or  changes  in  the  control  or  ownership 
of  such  lines.  Under  these  circumstances  no  action  is  open  upon 
the  complaint  which  will  afford  the  complainants  the  facilities  which 
they  desire. 

Henry    Loomis    Nelson    on    Municipal    Ownership. 

"Should  Municipalities  Both  Own  and  Operate  All  Public 
Utilities?"  was  the  subject  of  a  debate  held  on  March  10  at  the 
New  Rochelle,  N.  Y.,  under  the  auspices  of  the  People's  Forum 
of  that  city.  Martin  W.  Littleton,  ex-borough  president  of 
Brooklyn,  said  that  they  should,  while  Henry  Loomis  Nelson, 
who  is  now  filling  the  chair  of  political  economy  at  Williams 
College,  contended  that  municipal  ownership  had  been  a  failure 
wherever  tried,  in  this  country  or  abroad.  Mr.  Nelson  asserted 
in  his  argument  that  the  world  had  prospered  and  grown  to 
what  it  was  by  individual  effort,  and  that  the  great  incentive  to 
thoughtful  men  was  the  profit  that  they  might  reap  as  the  fruit 
of  their  genius  or  industry.  The  question  that  everyone  must 
put  to  himself,  he  said,  was  whether  "we  are  prepared  as  yet 
to  drive  out  the  individual  from  business  by  taking  away  his 
incentive."     He  continued: 

"Are  you  going  to  take  the  management  from  him  and  are 
you  going  to  begrudge  him  a  fair  profit  and  pass  it  over  to  the 
average  man  of  the  community?  Are  you  going  to  go  very  far 
if  you  give  it  to  the  average  man?  In  your  railroad  service,  your 
street  railway  transportation  and  transportation  by  water,  your 
telephone  service  and  all  other  such  Important  public  necessities — 
is  the  average   man  -   take  those  enormous  chances  which 

the  exceptional  man  has  ever  taken  In  this  country?  It  Is  the 
1  man  who  has  built  up  large  communities  long  before 
they  could  have  otherwise  been  built  up.  It  Is  the  exceptional 
man    who    makes    homes    for    the    worklngman    better    than    they 


couli  otherwise  have  had.  What  is  the  real  outcome  of  municipal 
ownership?  Mayor  Johnson  recently  put  it  right  when  he  said 
•free  rides.'  The  majority  of  the  voters  of  all  large  cities  are  non- 
taxpayers,  and  if  the  municipal  ownership  idea  is  adopted  they 
will  always  have  the  power  to  compel  the  taxpayers  to  give  them 
free  rides,  free  lights,  free  telephones,  etc.  Such  a  condition  will 
be  the  ultimate  outcome  of  municipal  ownership.  If  the  public 
utilities  operated  by  the  municipalities  fail  to  make  their  running 
expenses  and  meet  interest  on  bonds,  the  deficit  will  always  have 
to  come  from  the  pockets  of  the  taxpayers." 

Cleveland  Traction   Situation. 

The  negotiations  between  Presidents  Andrews  and  Du  Pont  of 
the  Cleveland  Electric  and  Municipal  Traction  companies  are  so 
near  a  conclusion  that  it  is  believed  an  agreement  or  disagree- 
ment will  be  arrived  at  within  a  few  days. 

It  is  now  nearly  two  months  since  the  temporary  peace  agree- 
ment was  made  and  all  of  this  time  has  been  consumed  in  making 
ui*  a  detailed  inventory  of  Cleveland  Electric  physical  and  fran- 
chise values.  Since  the  negotations  were  commenced  both  sides  have 
made  important  concessions  and  have  completely  reversed  their  re- 
spective attitudes  toward  important  points  involved.  These  changes 
in  front  have  been  largely  due  to  revelations  made  in  the  inventory 
of  physical  values.  During  the  past  few  days  there  has  been  a 
great  deal  of  work  done  on  the  valuation  figures  at  the  city  hall. 
It  is  stated  that  the  figures  of  the  Cleveland  Electric  experts  are 
being  minutely  checked  up  under  the  supervision  of  the  mayor. 

Mayor  Johnson  has  declared  that  a  number  of  reports  as  to  phy- 
sical valuation  and  unexpired  franchise  values  circulated  within 
the  past  week  emanated  from  persons  whose  efforts  have  been  in 
the  direction  of  bulling  the  stock  of  the  Cleveland  Electric  Railway. 
He  said  the  reports  came  from  speculators  and  added  that  constant 
spreading  of  these  rumors  would  tend  to  delay  a  settlement  of  the 
street  railway  question. 

"This  rumor  business  and  stock  manipulation  is  not  sanctioned 
by  the  principal  officers  of  the  Cleveland  Electric  Railway,"  said 
he.  "Such  stories  certainly  are  not  helping  progress  toward  a  set- 
tlement. Instead  they  are  really  serious  obstacles  to  an  agree- 
ment." 

"The  men  who  are  doing  the  negotiating  are  patiently  and 
painstakingly  working  out  their  problem,  which  is  a  most  complex 
one.  There  is  a  deliberate  attempt  on  the  part  of  somebody  to 
unload  stock  on  innocent  people,  who  are  lead  to  believe  that  there 
will  be  a  settlement  within  a  few  days  on  prices  much  higher 
than  the  market  one  week  ago.  Such  belief  is  based  on  groundless 
rumors.  There  is  not  the  slightest  chance  of  a  settlement  on  any- 
thing like  the  market  prices  today." 

It  is  now  stated  that  besides  determining  on  the  valuation  of 
the  property  the  conferees  are  arranging  the  terms  of  the  lease 
to  the  Municipal  Traction  Company  and  that  City  Solicitor  Baker 
is  preparing  the  security  franchise  under  which  the  street  railway 
lines  will  revert  to  the  Cleveland  Electric  Company  if  the  holding 
plan  should  prove  a  failure. 

Legislation   Affecting    Electric    Railways. 

California. — The  assembly  has  passed  a  bill  authorizing  boards 
of  supervisors,  city  councils  and  other  governing  bodies  of  munici- 
palities to  grant  franchises  to  interurban  and  street  railways  for 
carrying  freight  on  their  lines. 

Illinois. — A  bill  has  been  introduced  in  the  house  to  require 
all  electric  railways  to  do  away  with  the  third  rail  or  overhead 
trolley  systems  and  substitute  the  underground  contact  system. — 
The  committee  on  municipal  corporations  has  taken  favorable 
action  on  a  bill  limiting  the  service  of  street  railway  employes  to 
ten  hours  a  day  and  providing  that  the  ten  hours  employment  must 
be  had  within  a  period  of  twelve  consecutive  hours. 

Iowa.— A  bill  is  now  before  the  house  that  provides  that  city 
railways  shall  allow  interurban  railways  the  use  of  their  tracks, 
power  and  terminal  facilities  to  enter  the  city,  the  amount  of  com- 
pensation to  be  fixed  by  the  state  railroad  commission  in  case  of 
a  disagreement  between  the  companies. 

Massachusetts. — Several  bills  have  been  introduced  to  amend 
the  so-called  "interurban"  law  of  1906,  requiring  electric  railway 
promoters  to  secure  location  consents  from  local  communities  before 
applying  to  the  railroad  commission,  and  fixing  the  obligations  for 
damages  to  property  caused  by  elevated  structures. 

Minnesota. — The  house  committee  on  express,  telegraph  and 
electric  lines  has  recommended  for  passage  a  bill  giving  the  state 
railroad  and  warehouse  commission  power  to  make  reasonable 
rules  and  regulations  for  the  operation  of  electric  railways  in  any 
village,  city,  town  or  county  in  the  state  of  Minnesota.  An  amend- 
ment has  been  added  to  the  original  bill,  at  the  suggestion  of  the 
city  attorneys  of  Minneapolis.  St.  Paul  and  Duluth,  to  the  effect 
that  the  railway  and  warehouse  commission  shall  not  take  away 
any  of  the  power  at  present  vested  in  any  municipality  lor  the 
regulation  of  street  cars,  or  that  may  be  vested  in  home  rule  or 
special   charters. 

Nebraska.— The  bill  permitting  the  city  railway  companies  to 
own  and  operate  interurban  lines  has  been  passed  by  the  senate 
and  approved  by  the  railroad  commission  of  the  house.  Several 
amendments  have  been  added. 

New  Jersey. — A  bill  in  the  house  fixes  electric  railway  rates 
as  follows:  Not  more  than  five  cents  for  every  ten  miles;  trans- 
ition coupons  or  tickets  to  be  sold  as  follows:  25  tickets,  $1; 
50  tickets.  $1.75 ;  100  tickets,  $3.50;  larger  amounts  at  the  ra 
the  100-ticket  book.  Each  coupon  thus  sold  to  entitle  the  holder 
thereof   to    one    ride   not    exceeding   10    miles.      Each    cash    ta 

m:  shall  entitle  the  bearer  to  transfer  to  any  other  line  owned, 

leased   or    operated    b  line    company,    ind    shall   be    good  for 

hour  at   the  junction   point.— Another  bill   amends    the   corpora- 

act  bo   ih.it  two  of  the  three  Incorporators  -hall  be  residents 


366 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  11. 


..I  Not  Jersey;  limits  the  period  of  duration  t.i  thirty  years;  a 

Izes   all   absent   stockholders    to   vote  at  all    mei  bj    proxy  In 

writing;    that   all    propertj    in    payment    for  stock    must    be   clearly 

described   and,    if   real   property,    must   be   located;    if  anj    pi I 

tocfc    i-    Issued   for  services  or  expenses  such  services  or-  exper 
must  be  described  In  detail;  provides  a  new  method  m 
potation's  business  or  its  nam.-,  or  increasing  or  decreasl 
stock,  -  i' 

New    York.— Attorney-General    Jackson    has    introduced    a   bill 

providing  that  no  more  than  a  5-cent  fare  shall  harged  within 

the  corporate  limits  of  a  city  or  town  for  a  continuous  ride  on 
any  railroad,  on  branches,   or  leased  lines,  or  connections  of  such 

road.— The   so-called    "public    utilities    bill"    championed    I 

i  i  nor  Hughes  was  introduced  in  both  houses  of  the  legislature 
las;  week.  The  act  creates  one  public  utilities  commission  for 
New    York  city  and  another  for  '.he   remainder  of  the  state.      Bach 

he  composed  of  five  members,  who  are   to  receive   $10, 'acb 

per  year.  The  New  York  city  commission  is  given  all  the  powers 
of  the  present  rapid  transit  commission  and  many  additional  ones, 
including  control  of  all  common  carriers  operating  exclusively  with- 
in its  jurisdiction  and  of  those  portions  of  other  railways  within 
Ha  limits  of  the  city,  and  also  of  all  gas  and  electric  corporations. 
Both  passenger  fares  and  freight  rates  may  be  regulated  by  the 
two  commissions  in  their  respective  jurisdictions,  and  they  have 
power  to  compel  adequate  service  to  be  given.  All  mergers  are 
prohibited  unless  consented  to  by  the  commissions.  Present  hold- 
ings of  stocks  of  public  service  corporations  by  stock  companies  are 
not  interfered  with,  but  no  new  holding  companies  are  per- 
mitted to  be  formed.  The  fines  for  disobeying  the  orders 
of  the  commissions  range  from  $1,000  to  $50,000,  and  officers  and 
employes  of  quasi-public  corporations,  as  well  as  shippers  and 
others  who  violate  the  law,  may  be  held  guilty  of  a  misdemeanor. 
The  governor  is  empowered  to  appoint  both  commissions. 

Ontario,  Canada. — A  bill  has  been  introduced  in  the  legislature 
to  permit  the  Port  Arthur  Electric  Street  Railway  Company,  which 
is  owned  by  the  municipality  of  Port  Arthur,  to  operate  its  cars 
on  Sunday,  within  the  limits  of  the  city  and  as  far  as  the  limits 
of   Ft.   William. 

Pennsylvania. — Forty-eight  different  bills  affecting  electric  and 
steam  railroads  have  been  introduced  in  the  senate  and  house.  The 
house  committee  on  electric  railways  has  reported  favorably  on 
bills  giving  electric  railways  the  right  of  eminent  domain  and  the 
right  to  carry  freight,  also  bills  permitting  cities  and  traction  com- 
panies to  enter  into  contracts  and  requiring  the  consent  of  local 
authorities  before  charters  are  granted  to  passenger  railways. — 
Tin  Hall  bill,  prohibiting  steam  railroad  companies  or  their  officers 
or  directors  to  own  a  part  or  controlling  interest  in  the  stock  of 
a  parallel  street  railway  line  was  reported  out  with  a  heavy  penalty 
clause  attached. — The  Dunsmore  bill  creating  a  state  railroad  com- 
mission was  reported  with  several  changes,  providing  for  five  mem- 
with  salaries  of  from  $5,000  to  $6,000  annually.— A  bill  intro- 
duced by  Representative  Edward  H.  Fahey  of  Philadelphia  permits 
municipalities,  boroughs  and  townships  to  have  representation  in 
the  directorates  of  electric  railways.  This  is  to  provide  for  the  re- 
organization of  the  Philadelphia  Rapid  Transit  Committee,  accord- 
ing to  the  plan  of  the  retail  merchants'  association. — Other  bills 
include  the  following:  Providing  for  the  construction  of'  bridges 
over  or  under  street  railroads  where  a  public  highway  is  about  to 
be  opened  which  intersects  or  will  intersect  a  railroad  and  the  town- 
ship in  which  it  is  reasonably  unable  to  bear  the  expense  to  be 
erected  as  county  bridges.— Requiring  that  all  street  cars  be  provid- 
ed with  vestibules  in  cold  weather. — Requiring  street  railway  com- 
panies to  furnish  seats  for  every  passenger  or  to  collect  only  half 
nr.  -Requiring  suburban  trolley  cars  to  be  equipped  with  toilets 
and  water  closets. — Requiring  steam  and  electric  railways  to  report 
Ha  number  of  statute  miles  operated  by  them. — Requiring  town- 
ship assessors  to  assess  all  traction  engines,  motor  cars,  automo- 
biles, trucks  and  vehicles  propelled  by  steam,  electricity  or  other 
motive  power. — Authorizing  municipal  authorities  to  compel  rail- 
roads to  erect  safety  gates.— Forbidding  railway  companies  to  lease 
or  purchase  the  franchises  of  or  own  stock  or  in  any  way  control 
a  parallel  or  competing  street  railway  line. — Forbidding  officers  of 
any  transportation  company  from  holding  stock  in  any  competing 
lines  or  from  being  officers  thereof. 

Texas. — Governor  Campbell  has  signed  the  bill  granting  to  in- 
lerurban  railways  the  right  of  eminent  domain.  The  bill  was  in- 
tended to  facilitate  the  building  of  the  line  from  Houston  to  Gal- 
veston,  in  which   Stone  &  Webster  of  Boston  are  interested. 

Washington.— Both  houses  have  passed  a  bill  authorizing  the 
city  of  West  Seattle  to  sell  its  municipal  street  railway  to  the 
Seattle  Electric  Company. 

Progress   of   Subway    Plans    in    New   York. 

The  rapid  transit  commission  will  begin  advertising  on  March 
15  for  bids  for  the  construction  of  the  first  section  of  the  subway 
to  connect  the  Mnahattan  terminals  of  the  Williamsburg  and 
Brooklyn  bridges.  Sealed  bids  will  be  received  until  noon  of 
April  11.  The  time  for  opening  bids  will  be  fixed  at  a  meeting 
of  the  board  on  that  day.  The  board  will  bind  itself  to  make  the 
award  to  the  successful  bidder  within  10  days  after  the  opening 
of   the  proposals. 

The  bridge  loop  is  to  be  built  by  the  city  and  to  be  controlled 
by  the  city.  This  is  to  enable  the  municipal  authorities  to  give 
access  to  the  tunnel  to  the  Brooklyn  Rapid  Transit  Company  as 
well  as  to  a  Manhattan  railroad  system.  The  contracts  for  the 
operation  of  the  tunnel  will  not  be  let  until  after  it  has  been 
finished.  The  section  for  which  bids  will  be  asked  on  Saturday 
will  extend  under  Centre  street  from  Pearl  to  Canal.  As  this 
will  be  more  difficult  to  build   than  the  second  section  from  Canal 


si  reel  to  Williamsburg  Bridge,  there  will  be  mi  hurry  on  the 
pan   of  the  commission  to  ask   for  bids  lor  the  second  stretch. 

The  bidder  to  whom  the  contract  is  awarded  will  have  to 
dcposii  .->;:< m ) . f n n t  security  and  must  complete  the  section  within 
21  months,  if  the  work  is  completed  in  18  months  a  bonus  of 
om      per    cent    of    the    unexpended    balance    due    to    the    contra,  tor 

ii the    city    will    be    paid.     It    is    estimated    that    this    will    be 

about  $15,000.  The  plans  call  for  a  four-track  subway  in  Centre 
street  and  two  tracks  under  Walker  and  Canal  streets  when  the 
(urn  to  the  east  is  made.  There  is  to  be  a  station  between 
Leonard    and    White    Streets 

ripe  galleries  are  to  be  laid,  but  for  this  work  separate  bids 
will  be  asked  for.  The  advertisement  will  state  that  the  manner 
..I  construction  shall  be  by  the  "cut  and  cover"  method,  so  far 
as  Centre  street  is  concerned,  hut  in  Walker  and  Canal  streets 
the    opening    excavation    process    is    to    be    permitted. 

The  commission  awarded  on  March  11  the  contract  for  the 
printing  and  engraving  of  aim  copies  of  each  of  more  than  350 
detailed  drawings  of  plans  for  the  Lexington  and  Seventh  and 
Eighth  avenue  subways  and  the  loop  line  connecting  the  Man- 
hattan terminals  of  the  East  river  bridges.  Bids  for  the  con- 
struction of  all  these  routes  will  be  advertised  for  simultaneously. 
Final  action  on  the  Seventh  and  Eighth  avenue  lines  cannot  be 
taken  until  after  a  statutory  public  hearing  on  the  form  of  con- 
tract. This  hearing  has  been  fixed  for  March  25.  The  contract 
will  then  be  passed  upon  by  the  board  of  estimate  at  its  meeting 
on  March  28  and  it  is  expected  that  about  a  week  later  the 
advertising  for  bids  will  begin.  The  advertisements  must  appear 
for  six  weeks  and  by  about  the  middle  of  May  the  commission 
will   be  able   to  award  the   contracts. 


Street  Railway  Association  of  the  State  of  New  York. — The 
next  regular  meeting  of  the  New  York  association  will  be  held  the 
latter  part  of  June  at  Bluff  Point,    N.   Y. 

Annual  Meeting  New  England  Street  Railway  Club. — John  J. 
Lane,  secretary,  Boston,  Mass.,  announces  that  the  annual  recep- 
tion and  dinner  of  the  New  England  Street  Railway  Club  will  be 
held  on  the  evening  of  March  28  at  the  Hotel  Somerset,   Boston. 

Oklahoma  Electric  Light  Railway  &  Gas  Association. — The  first 
meeting  of  the  newly  organized  Oklahoma  Electric  Light  Railway 
&  Gas  Association  will  be  held  on  April  22  and  23  at  Oklahoma  City. 
Charles  W.  Ford,  of  Oklahoma  City,  is  secretary.  The  programme 
has  not  yet  been  announced. 

Electric  Road  Gets  Mail  Contract. — The  Houghton  County 
Street  Railway  of  Hancock,  Mich.,  has  taken  a  contract  to  carry 
United  States  mail  between  the  Houghton  and  Hancock  postoffices 
and  Franklin  Mine  and  Demmon.  The  service  will  begin  on  March 
IS  and  will  include  a  delivery  of  mail  each  way  twice  daily. 

Physical  Examination  for  Trainmen. — The  Fort  Wayne  & 
Wabash  Valley  Traction  Company  has  adopted  the  system  of  physi- 
cal tests  which  is  in  vogue  on  all  the  principal  railroad  systems 
of  the  country.  Dr.  M.  H.  Thomas  of  Huntington  has  been  em- 
ployed to  make  the  tests  and  all  of  the  trainmen  of  the  company 
will  be  required  to  submit  to  the  examination. 

Proceedings  of  Iowa  Association  Issued. — The  proceedings  of 
the  third  annual  convention  of  the  Iowa  Street  and  Interurban 
Railway  Association,  held  at  Des  Moines,  la.,  on  April  19  and 
20,  1906,  have  been  issued.  The  principal  paper  is  that  by  Mr. 
F.  W.  Hild  of  Chicago  on  "The  Gasoline  Car  for  Interurban  Serv- 
ice," which  contains  exhausting  and  interesting  data  as  to  the 
cost  of  operation  and   maintenance  of  different  types. 

Freight  Interchange  Agreement  in  Massachusetts. — The  Old 
Colony  Street  Railway  of  Boston,  Mass.,  and  the  Brockton  & 
Plymouth  Street  Railway  of  Plymouth,  Mass.,  have  effected  an 
agreement  for  the  interchange  of  freight  and  express,  which  went 
into  effect  on  March  4.  By  this  arrangement  shippers  along  the 
lines  of  the  extensive  system  of  the  Old  Colony  company  will 
have  easy  access  to  the  towns  between  Brockton  and  Plymouth. 

The  Question  of  Municipal  Ownership. — Mr.  R.  W.  Hutchin- 
son, Jr.,  whose  technical  work,  "Long-Distance  Electric  Power 
Transmission,"  has  just  been  published  by  the  D.  Van  Nostrand 
Company  of  New  York,  has  an  article  in  the  March  issue  of 
Public  Service  on  "The  Question  of  Municipal  Ownership."  in 
which  publicly  owned  utilities  are  heavily  scored.  Mr.  Hutchinson 
is  on  the  staff  of  the  National  Brake  &  Electric  Company  of 
Milwaukee. 

Value  of  Creosotes. — The  forest  service  of  the  department  of 
agriculture  announces  that  it  has  investigated  by  chemical  analy- 
sis the  qualities  of  different  creosotes  used  for  preserving  timber 
and  a  detailed  account  of  the  methods  employed  and  the  results 
obtained  are  now  published.  Those  who  desire  the  publication 
should  ask  for  "Circular  No.  80 — Fractional  Distillation  of  Coal 
Tar  Creosote,"  and  requests  should  be  made  to  The  Forester, 
Forest   Service,  Washington,   D.   C. 

Ten  Fares  for  a  Quarter  for  School  Children. — The  Citizens' 
Railway  Company  of  Lincoln.  Neb.,  has  recently  put  on  sale  a 
new  form  of  tickets  for  school  children,  at  the  rate  of  10  rides  for 
25  cents.  The  tickets  are  not  transferable  and  are  good  only  on 
•school  days  and  at  stated  hours.  In  order  to  secure  the  tickets, 
the  pupil  and  parent  sign  a  statement  that  the  ticket  is  to  be  used 
exclusively  by  the  pupil  and  the  principal  of  the  school  attended 
certifies  to  the  correctness  of  the  statement. 

Service  Ordinances  in  St.  Paul. — The  St.  Paul,  Minn.,  assembly 
has  passed  the  three  ordinances  passed  by  the  board  of  aldermen 
on  March  5  providing  for  increased  service  by  the  St.  Paul  City 
Railway,  which  is  controlled  by  the  Twin  City  Rapid  Transit  Com- 
pany.    One  of   the  ordinances  directs   what   service  shall   be    main- 


March  16,  1907. 


ELECTRIC     RAILWAY     REVIEW 


367 


tained  during-  rush  hours  on  ten  of  the  principal  car  lines  of  the 
city.  The  others  order  the  building  of  a  new  line  and  the  opera- 
tion of  a  loop  line  at  the  terminus  of  the  Maria  street  line. 

Paper  Car  Wheels  for  Detroit. — It  is  reported  that  the  manage- 
ment of  the  Detroit  United  Railway  will  equip  several  of  its  cars 
with  a  patented  car  wheel,  of  which  the  axle  collar  and  tire  are  of 
cast  steel  and  the  space  between  of  many  thicknesses  of  paper,  held 
by  bolts  and  iron  side  pieces.  The  principal  object  of  the  test  is  to 
ascertain  whether  these  wheels  possess  the  qualities  of  noiseless- 
ness  that  have  been  claimed  for  them,  as  there  has  been  consider- 
able protest  by  the  city  authorities  of  Detroit  recently  against  the 
noisy  cars. 

Shelters  Under  Boston  Elevated  Stations. — The  Massachusetts 
railroad  commission  has  recommended  to  the  Boston  Elevated  Rail- 
way that  it  erect  shelters  under  the  elevated  stations  at  City 
square  and  Thompson  square,  Charlestown,  to  protect  passengers 
waiting  to  transfer  onto  the  surface  lines  from  rain  and  snow. 
The  recommendation  provides  only  for  a  temporary  overhead 
covering  because  when  the  Washington  street  subway  is  com- 
pleted it  is  contemplated  lengthening  the  elevated  station  plat- 
forms because  the  length  of  the  trains  is  to  be  increased  from  Ave 
cars  to  eight. 

Car  Stops  at  Street  Crossings. — After  a  week  of  experimenting 
with  a  rule  requiring  motormen  to  stop  all  cars  at  both  the  near 
and  far  sides  of  street  crossings  the  Philadelphia  Rapid  Transit 
Company  on  March  S  issued  an  order  that  the  rule  would  be  dis- 
continued on  March  11  and  that  cars  would  stop  hereafter  only 
on  the  near  side  to  receive  and  discharge  passengers.  An  exception 
is  made  at  streets  occupied  by  double-track  railroads,  where  the 
cars  will  stop  on  both  sides.  The  rule  requiring  stopping  at  both 
sides  of  the  street  seriously  delayed  the  cars  and  caused  many 
complaints  on  the  part  of  both  the  public  and  the  employes. 

Employes'  School  at  Youngstown. — M.  E.  McCaskey.  second 
vice-president  and  general  manager  of  the  Mahoning  &  Shenango 
Railway  &  Light  Company,  which  operates  the  city  lines  of 
Toungstown.  O.,  and  other  towns  in  that  vicinity,  has  instructed 
General  Superintendent  G.  J.  A.  Paul  to  open  a  school  for  con- 
ductors and  motormen  at  Youngstown.  The  public  has  been  re- 
quested to  report  to  the  management  full  particulars  of  any  cause 
for  complaint  in  the  conduct  of  the  employes,  and  these  cases 
will  be  taken  up  in  the  class-room,  where  the  men  are  to  receive 
instructions  both  in  the  handling  of  cars  and  in  their  relations  to 
the  public. 

Massachusetts  Merger  Suit. — W.  S.  Slocum  has  been  appointed 
master  in  equity  to  hear  the  suit  brought  by  Attorney-General 
Malone  of  Massachusetts  several  months  ago  against  the  New 
York  New  Haven  &  Hartford  Railroad  Company  for  an  injunction 
to  restrain  the  company  from  further  using  the  franchises  or  guar- 
anteeing the  bonds  of  street  railway  companies.  It  is  charged  that 
the  company,  in  violation  of  the  law  passed  by  the  1906  legislature, 
owns  and  controls,  directly  or  indirectly,  the  Worcester  &  South- 
bridge,  the  Worcester  &  Blackstone,  the  Worcester  &  Webster  and 
the  Springfield  street  railways,  and  that  it  guarantees  the  pay- 
ment of  bonds  and  dividends  of  those  companies. 

A  New  Engineering  Course  at  the  University  of  Illinois. — A 
railway  engineering  and  administration  course  has  been  estab- 
lished at  the  University  of  Illinois,  which  no  doubt  will  supply  the 
long  standing  demand  for  instruction  on  railway  subjects.  The  small 
bulletins  which  have  just  been  sent  out  and  which  can  be  obtained 
by  writing  to  the  registrar  of  the  university,  explain  the  course 
briefly  and  show  some  interesting  photographs  of  the  test  cars 
and  test  locomotives  which  are  at  the  disposal  of  the  students. 
These  cars  which  have  been  built  especially  for  test  purposes  are 
of  standard  design  except  for  the  interior,  which  has  been 
equipped  with  all  the  instruments  necessary  for  making  tests  of 
any  description.     W.   L.   Pillsbury  is  registrar,   Urbana,   111. 

New  Bi-Monthly  Mining  Journal. — The  incorporation  of  the 
Canadian  Mining  Review  with  the  Canadian  Mining  Journal  has 
been  announced  by  the  publishers,  the  Mines  Publishing  Company, 
171  St.  James  street,  Montreal,  Que.,  with  branch  offices  at 
Halifax,  Victoria,  and  London,  England.  The  first  issue  of  this 
paper  has  been  received  and  contains  a  large  number  of  excellent 
articles  on  mining,  metallurgy  and  allied  arts.  Besides  a  staff 
of    able    editors,    a    large    staff    of    special    contributors    has    been 

i  ed,  which  contains  the  names  of  most  of  the  prominent 
mining  engineers  and  metallurgists  of  Canada.  Among  the  many 
excellent  contributions  of  the  first  issue  are:  "Mines  and  Mining 
at  Cobalt,"  by  Willet  G.  Miller;  '-Western  Coal  Resources,"  by 
J.  C.  Gwillim;  "Recent  Developments  in  Metallurgy,"  by  S.  P. 
Klrkpatric;  "Iron  Mining  in  Northern  Ontario,"  by  H.  B.  Will- 
mott." 

New  Type  of  Fender. — F.  1.  Fuller,  manager  of  the  Portland 
(Ore.)  Railway  Company,  appeared  recently  before  the  special 
fender  committee  of  the  Portland  city  council  and  requested 
thai  no  action  be  taken  by  the  body  until  the  company 
had  time  to  experiment  with  a  type  of  fender  that  is  now  being 
constructed.  Mr.  Fuller  said  that  he  believed  tin-  fender  he  had 
in  mind  would  be  practical  and  that  it  would  lie  superior  to  the  one 
now  in  use.  The  committee  granted  his  request  and  adjourned 
to  meet  aagin  at  the  call  of  the  chairman.  The  new  fender  in 
which  Mr.  Fuller  haH  faith  Is  a  double  one,  and  If  it  works  as  Is 
planned  it  will  be  almost  impossible  for  a  street  car  to  run  over 
rson  lying  on  the  track.  If  an  object  struck  by  a  car  is  not 
caught  by  the  first  fender  but  instead  passes  I th  It,  the  sec- 
ond fender  will  fall  to  the  ground  to  act  as  a  scoop,  tie  device 
acting  automatically. 


Construction  News 


FRANCHISES. 


Atlantic  Highlands,  N.  J. — The  New  Jersey  Traction  Company 
has  applied  for  a  franchise  to  build  an  electric  railway  in  At- 
lantic  Highlands    from   the  pier   to   connect  with    the   main   line 

Augusta,  Ga. — The  Augusta  Railway  &  Electric  Company  has 
made  application  for  permission  to  lay  a  single-track  line  and  op- 
erate freight  and  passenger  cars  on  certain  streets  in  August.] 
One  object  of  the  company  is  to  connect  the  line  on  Reynolds  strei  i 
with  the  new  freight  and  express  warehouse  which  it  proposes  to 
erect  at  757  Broad  street. 

Brazil,  Ind. — The  Indianapolis  &  Western  Railway  has  applied) 
to  the  board  of  commissioners  to  build  its  road  from  the  eastern 
line  of  the  county  to  Harmony,  Ind.,  and  from  there  to  the  eastern 
city  limits  of  Brazil.  It  is  stated  that  the  commissioners  will  de- 
mand a  rate  of  1  cent  a  mile  between  Brazil  and  Greencastle  .net 
between  Brazil  and  Terre  Haute  as  one  of  the  provisions  of  the 
grant.  Final  action  will  be  taken  next  Tuesday.  C.  C.  Reynolds, 
general  manager,  Indianapolis. 

Burlington,  Wis. — A  franchise  has  been  granted  to  the  Mil- 
waukee Light,  Heat  &  Traction  Company  for  an  extension 
of   its    suburban    line    through    Burlington. 

Cheektowaga,  N.  Y. — The  Cheektowaga  Railway  Company, 
recently  incorporated  in  New  York  with  a  capital  of  $75,000,  has 
been  granted  a  50-year  franchise  to  construct  its  line  through  this 
town.  The  line  will  run  from  Clinton  street  and  the  city  line  of 
Buffalo  to  the  intersection  of  Lawson  road  and  the  Transit  road 
by  way  of  Cheektowaga,  about  6  miles,  and  will  be  double-tracked, 
part  of  the  way.  The  proposed  line  will  serve  the  New  Y'ork  Cen- 
tral's gravity  yards  which  are  to  be  built  in  Cheektowaga  and 
will  cross  the  yards  on  an  overhead  structure  2,000  feet  long.  A 
certificate  of  necessity  soon  will  be  applied  for  and  it  is  stated 
that  New  York  contractors  have  been  asked  for  bids  on  the  con- 
struction of  the  road.  Charles  L.  Williams,  William  H.  Kineh. 
Edmund  L.   Ryan  and  others  are   interested. 

East  Aurora,  N.  Y. — A  franchise  has  been  granted  to  the  Buf- 
falo Southern  Railway  for  a  line  from  Main  street  in  Buffalo  to 
East  Aurora. 

Fremont,  O. — A  franchise  has  been  granted  to  the  Fremont  Belt 
Line  Railway  for  a  belt  line  in  Fremont  and  a  line  from  there  to' 
Port  Clinton.  It  is  stated  that  the  owners  of  the  Toledo  Port  Clin- 
ton &  Lakeside  Railway  are  back  of  the  project.  Col.  Webb  C. 
Hayes  of  Fremont,   is  interested. 

Greenfield,  la. — The  American  Electric  Railroad  Company,  which 
will  build  an  interurban  line  from  Des  Moines  to  other  points  in 
Iowa,  has  asked  for  a  franchise  to  build  and  operate  an  electric 
line  in  Greenfield,  reserving  the  right  to  use  steam  or  gasoline  for 
construction  or  wrecking  trains  only.  The  line  must  be  completed 
by  March  1,  1909,  or  the  franchise  will  be  void.  A  special  election 
will  be  held  on  March  19  to  vote  on  the  question.  C.  W.  Baker,  Des 
Moines,   la.,   president.. 

Lincoln,  III. — The  Springfield  &  Northeastern  Traction  Com- 
pany has  applied  for  a  franchise  to  enter  Lincoln  on  Chicago  street 
and  to  build  its  line  over  certain  other  streets.  This  is  part  of  the- 
line  that  is  contemplated  to  Peoria  by  way  of  Pekin  or  Mackinaw. 
It  is  stated  that  a  large  car  barn  will  be  located  in  Lincoln  at  the 
south  end  of  Chicago  street;  also  a  freight  house  to  care  for  the 
freight  traffic  will  be  erected.  Final  consideration  of  the  franchise 
will  be  given  at  the  meeting  of  the  council  next  Monday.  L.  E. 
Fischer.  Danville,  111.,   general  manager. 

Menominie,  Wis. — The  Chippewa  Valley  Electric  Railroad  Com- 
pany has  accepted  the  franchise  recently  granted  by  the  council 
for  right  to  lay  its  line  in  that  city.  A  light  and  power  franchise 
also  has  been  granted,  acceptance  of  which  the  company  has  under 
consideration. 

Nauvoo,  III. — The  Mississippi  Valley  Electric  Railway  will  make 
application  at  the  meeting  of  the  city  council  on  March  25  for  a 
franchise  to  build  its  line  througn  Nauvoo.  It  is  stated  that  the 
company  is  ready  to  deposit  $25,000  with  the  city  as  guarantee  of 
its    intention    to    build    the    road. 

Newark,  N.  J. — The  Morris  County  Traction  Company  is  seek- 
ing permission  to  lay  a  double-track  line  in  Milburn  avenue  from 
the  corner  of  Main  street  to  the  Maplewood  line.  It  is  stated  that 
work  will  be  started  as  soon  as  possible  and  the  line  probably 
in   operation   by  summer. 

Oshkosh,  Wis. — The  Winnebago  Traction  Company  has  applied 
for  a  franchise  to  operate  Interurban  ears  in  Oshkosh  and  do  a 
general  passenger,  freight,  mail  and  express  business.  In  return 
the  company  agrees  to  inaugurate  a  commutation  system  of  trans- 
fers between  the  city  and  interurban  lines,  and,  beginning  "in 
March,  1910,  will  pay  the  city  $300  a  year  for  the  grant,  provided 
an  extension  of  its  line  from  Omro  to  Berlin  is  in  operation  by  that 
date.  Action  has  been  referred  to  a  special  committee  appointed 
to  confer  with  the  city  attorney  regarding  the  high-tension  trans- 
mission lines. 

Tampa,   Fla.— The  county Issioners  have  granted  a   fran 

chise  to  J.  Craig  Phillips,  former  county  attorney,  James  N. 
Holmes  and  C.  B.  Ware,  for  a  line  from  Tampa  to  St.  Petersburg 
and    Clearwater.      The    road    will    begin    in    Armenia    avenue,    West 


368 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  11. 


Tampa,  and  will  run  through  the  western  portion  of  the  county  to 
Clearwater,  about  30  miles.  At  some  point  near  Seven  Oaks  it  is 
proposed  to  build  a  spur  of  the  road  to  St.  Petersburg.  Work 
must  begin  within  IS  months  and  be  completed  inside  of  five 
years.  It  is  stated  that  the  question  of  whether  it  shall  be  an 
electric  line  or  an  automobile  system  has  not  yet  been  determined. 

Tiffin,  O.— The  Cleveland  &  Indianapolis  Interurban  Railway  Is 
seeking  permission  to  enter  Tiffin  on  Market  street  and  extend  its 
line  from  the  western  to  the  eastern  limits  of  the  city.  The  fran- 
chise calls  for  a  25-year  term  and  a  general  freight,  passenger,  mail 
and  express  business.  Before  commencing  work  $10,000  must  be  de- 
posited as  a  guarantee  of  good  faith.  The  company  has  until  March, 
1910,  in  which  to  have  the  line  in  operation. 

Vallejo,  Cal.— The  Vallejo  &  Northern  Railway  has  secured  per- 
mission from  the  board  of  trustees  to  cross  certain  streets  in  the 
northwestern  part  of  the  city  and  to  lay  tracks  over  the  tidelands 
along  the  city  front. 


RECENT   INCORPORATIONS. 


Indiana  Punxsutawney  &  Sagamore  Street  Railway. — Incor- 
porated in  Pennsylvania  to  build  a  35-mile  electric  line  in  Indiana 
county.     Capital   stock,   $210,000. 

Orrville  Doylestown  &  Barberton  Railway. — Incorporated  in  Ohio 
to  build  an  interurban  line  between  Barberton  and  Orrville.  touch- 
ing the  towns  of  Doylestown,  Easton,  Marshallville,  Hametown 
and  Johnson's  Corners.  Right  of  way  will  be  secured  by  a  com- 
mittee appointed  for  the  purpose  and  it  is  stated  that  the  fran- 
chise of  the  Barberton  Wadsworth  &  Western  and  one  granted  to 
another  proposed  line  between  Barberton  and  Doylestown  some 
time  ago,  will  be  purchased  by  this  company.  Capital,  $50,000. 
Incorporators:  J.  B.  Meech,  Dr.  A.  E.  Stepfield.  John  W.  Zimmer- 
man of  Orville;  John  W.  Hartel  and  George  Landis,  Doylestown. 

Roanoke  (Va.)  Traction  Company. — Incorporated  in  Virginia 
to  build  a  street  railway  in  Roanoke.  Capital,  $40,000.  Incor- 
porators: C.  Markley,  president;  C.  G.  Cannadav,  vice-president; 
M.  A.  Riffe,  J.  T.  Bandy,  B.  B.  Dillard,  R.  C.  Camp,  G.  R.  Paris 
and   J.   A.    Staff,   all   of   Roanoke. 

Salem  Street  Railway. — Incorporated  in  Ohib  with  a  capital 
stock  of  $10,000.  Incorporators,  W.  M.  Baldwin,  George  Lomitz, 
F.  Williams,  F.  H.  Fowler  and  F.  P.  Shellhorn.  This  is  a  sub- 
sidiary company  of  the  Youngstown  &  Ohio  River  Railroad  to 
which  the  latter's  franchise  to  operate  on  Broadway  may  be  trans- 
ferred if  the  injunction  suit  now  pending  in  the  circuit  court 
stands.  The  Youngstown  &  Ohio  River  Company  has  acquired  an 
old  street  railway  franchise  on  that  street,  and  the  suit  was 
brought  by  the  city  to  restrain  operation  under  it  because  the 
company  is  chartered  as  a  railroad. 

Squirrel  Hill  Street  Railway. — Incorporated  in  Pennsylvania  to 
build  an  electric  line  in  Pittsburg  in  Boundary  and  Joncaire  streets, 
Woodlawn  avenue,  Northumberland  street  and  Dennison  avenue,  2% 
miles.  Capital  stock,  $15,000.  Incorporators:  M.  J.  Hosack,  presi- 
dent, Roger  Knox,  James  M.  Magee,  Charles  K.  Robinson  and  W.  D. 
McBryan. 

Syracuse  &  South  Bay  Electric  Railroad. — Incorporated  in 
New  York  to  build  an  electric  line  from  Svracuse  to  South 
Bay.  N.  Y.,  on  Oneida  lake.  Capital  stock,  $1,500,000.  Incor- 
porators: A.  K.  Hiscock,  William  Nottingham  and  C.  A.  Lux, 
Syracuse,   N.   Y. 

Toledo  &  Defiance  Railway. — Incorporated  in  Ohio  to  build  an 
electric  line  in  Lucas.  Fulton.  Henry  and  Defiance  counties.  Pre- 
liminary surveys  for  the  line  were  made  several  months  ago  by 
Riggs  &  Sherman  of  Toledo  and  soundings  for  a  bridge  over  the 
Maumee  river  at  Defiance  also  have  been  taken.  This  is  one  of 
three  projected  interurban  lines  between  Toledo  and  Defiance,  the 
other  two  being  an  extension  of  the  Toledo  &  Indiana  from  Delta 
to  Defiance  and  the  other  the  Cincinnati  Toledo  &  Detroit  Short 
Line,  It  is  said  that  grading  for  the  latter  line  will  commence  as 
soon  as  the  frost  is  out  of  the  ground.  Capital  stock,  $10,000.  In- 
corporators, Clem  V.  Wagner,  M.  I.-  Brown,  M.  O.  Topuiff,  H.  C. 
Ehlert  and  C.  V.  Ferson,  all  of  Toledo. 


TRACK    AND    ROADWAY. 


Asheville  Rapid  Transit  Railway. — C.  E.  Van  Bibber,  vice-presi- 
dent and  general  manager,  60  Wall  street.  New  York,  writes  that 
this  company  has  purchased  the  Asheville  Loop  Line  Railway,  3 
miles  long,  and  will  build  a  line  from  Asheville  to  Overlook  Park, 
8  miles,  to  operated  in  connection  with  the  loop  line.  Five  miles 
have  been  graded.  The  overhead  construction  will  be  of  the  span 
type.  The  Railways  Construction  &  Securities  Company  has  the 
contract.  Overlook  Park,  the  objective  point  of  the  new  line,  is 
a  large  recreation  park  overlooking  Asheville  and  the  surrounding 
country  at  an  altitude  of  nearly  3,000  feet,  and  is  fitted  up  with 
a  casino,  dancing  pavilion,  and  the  usual  amusement  park  features. 
J.  K.  Vochell,  Baltimore,  Md.,  is  president.  Headquarters.  Asheville, 
N.   C. 

Aurora  Elgin  &  Chicago  Railway. — It  is  reported  that  the 
Yorkville  line  is  to  be  extended  to  Piano  and  Sandwich.  111.,  and 
that  work  will  begin  as  soon  as  the  right  of  way  can  be  secured. 

Bellingham,  Wash — Stone  &  Webster  of  Boston  will  soon  be- 
gin the  construction  of  an  electric  railway  from  Bellingham  to 
Skagit  county  towns,  for  which  surveys  are  now  being  made.  S.  L. 
Shuffleton  will  be   the  engineer  in  charge. 

Boston,    Mass. — The   Boston   Transit   Commission   has   awarded 


the  contract  for  constructing  the  entrances  and  exits  to  the  Wash- 
ington street  tunnel  for  $20,592.  A  contract  for  furnishing  185  tons 
of  steel  and  iron  for  section  6  of  the  tunnel  has  been  awarded  to 
the  Eastern  Bridge  and  Structural  Company. 

Boyertown  &  Pottstown  Railway. — The  contract  for  grading, 
concrete  work  and  bridges  on  the  line  from  Pottstown  to  Swamp, 
Pa.,  has  been  let  to  Fine  &  Harris,  of  Philadelphia.  The  contract 
for  the  bridges  and  steel  work,  including  two  70-foot  plate-girder 
bridges  and  one  460-foot  plate-girder  bridge,  has  been  sublet  to  the 
McClintic-Marshall  Construction  Company.  The  rails  will  be  75- 
pound.  All  contracts  for  material  have  been  let.  Thomas  K. 
Bell,    of   Philadelphia,   chief   engineer. 

Buffalo  &  Lackawanna  Traction  Company. — This  company, 
which  some  time  ago  secured  a  franchise  for  an  electric  railway 
from  the  Hamburg  turnpike  at  the  city  limits  of  Buffalo  to  La- 
fayette square,  has  begun  construction  work  in  the  city.  J.  C. 
Calisch    of   Buffalo,    general   manager. 

Chicago  South  Bend  &  Northern  Indiana  Railway. — It  was  an- 
nounced at  a  recent  meeting  of  the  board  of  directors  that  more 
than  $1,000,000  will  be  expended  in  improvements  and  extensions 
to  the  South  Bend  svstem,  by  this  company  which  recently  took 
over  the  Northern  Indiana  Railway.  Plans  were  formulated  for 
the  improvement  of  Spring  Brook  park  in  South  Bend  and  for  the 
establishment  of  a  new  resort  at  Chain  Lakes,  about  6  miles  west 
of  the  city.  Arrangements  were  also  made  for  forestalling  the 
movements  of  the  Chicago  Lake  Shore  &  South  Bend  Railway, 
which  is  building  a  competing  line  from  South  Bend  to  Chicago,  by 
ordering  the  necessary  material  and  equipment  for  the  Murdock 
line  at  once. 

Cincinnati  Northern  Traction  Company. — A  contract  has  been 
let  to  J.  C.  Carland  of  Toledo,  O..  for  grading  and  bridge  work  on 
9  miles  of  new  line  between  Middletown  and  Hamilton,  O.  Con- 
tracts for  70-pound  rails  and  tracklaying  are  to  be  let  in  a  few 
days.     C.  A.  Alderman,  chief  engineer,  Hamilton,  O. 

Cincinnati  Toledo  &  Detroit  Short  Line  Railroad. — It  is  reported 
that  this  company  has  purchased  all  the  right  of  way  owned  by 
the  People's  Rapid  Transit  Company  between  Cincinnati  and  To- 
ledo, O..  and  that  contracts  have  been  let  for  the  line  between  To- 
ledo and  Defiance.     J.  M.  Morgan  of  Toledo  is  president. 

Cleveland  Alliance  &  Mahoning  Valley  Railway. — Work  is  to 
begin  at  once  on  the  branch  from  Ravenna  to  Warren,  O,  20  miles, 
and  two  steam  locomotives  have  been  ordered  for  construction  pur- 
poses. The  main  line  will  extend  from  Cleveland  to  Ravenna  and 
Alliance  and  the  section  from  Ravenna  to  Bedford  is  to  be  com- 
pleted this  year.     B.   M.  Frink,   Salem,   O.,   chief  engineer. 

Cleveland,  O. — M.  B.  Excel],  of  this  city,  is  interested  with  oth- 
ers in  a  project  to  build  an  elevated  railway  system  approximately 

5  miles  long,  from  the  Public  Square.  The  plan  contemplates  mak- 
ing trackage  arrangements   with  interurban   lines. 

Coos  Bay  Gas  &  Electric  Company. — It  is  reported  that  this 
company  recently  organized  by  Henry  Hewit  of  Tacoma,  Wash., 
Seymour  H.  Bell  of  Sumpter,  Wash.,  and  Louis  Simpson  of  North 
Bend,  Wash.,  will  build  an  electric  railway  connecting  North 
Bend,   Marshfield   and   Empire   City,   Wash. 

Corn  Belt  Traction  Company. — Surveys  are  being  made  and 
right  of  way  is  being  secured  in  the  vicinity  of  Champaign  for  the 
proposed  line  from  Champaign  to  Bloomington,  111.  H.  C.  Billings- 
ley  of  Bloomington  is  interested. 

Denver  City  Tramway — At  a  meeting  of  the  directors  last  week 
plans  were  adopted  for  the  extensions  to  be  undertaken  by  the 
company  this  spring  and  summer.  Over  a  hundred  men  and  teams 
have  been  put  to  work  on  the  extension  of  the  Eleventh  avenue 
line  on  Madison  street  east  of  Congress  park,  and  arrangements 
were  made  to  begin  work  this  week  on  the  Sixth  avenue  line  and 
the  Eighteenth  street  line,  which  is  a  part  of  the  line  to  Globe- 
ville  to  connect  with  the  Colorado  &  Southern's  new  electric  line 
now  under  construction.  Construction  work  on  the  city  line  exten- 
sions is  to  be  pushed  this  year  as  rapidly  as  possible  and  as  much 
work  is  to  be  done  as  laborers  can  be  found  for.  John  A.  Beeler, 
vice-president  and  general  manager. 

Elmira  Corning  &  Waverly  Railroad. — It  is  stated  that  con- 
struction work  is  progressing  rapidly  between  Elmira  and  Waverly, 
N.  Y..  on  this  proposed  line  from  Corning  to  Waverly,  and  that  1 
mile  has  been  graded  out  of  Elmira  toward  Corning.     The  Powers 

6  Mansfield  Company  of  Troy,   N.  Y.,   has  the  contract 

Findlay-Marion  Railway  &.  Light  Company. — Surveys  have  been 
made  and  right  of  way  secured  for  this  proposed  line  from  Find- 
lay  to  Marion.  O.,  47  miles,  via  Mt.  Blanchard,  Forest,  Marseilles 
and  Cochranton.     R.   P.   Hankey.  president,  Findlay,  O. 

Galion    Mt.    Gilead  <&.    Delaware    Railway. — T.    E.    Buck    of    Mt. 

Gilead,   O.,  states  that  the  work  of  securing  right  of  way  for  this 

proposed  electric  line  from  Galion  to  Delaware  is  progressing 
rapidly. 

Grafton,  W.  Va. — Rails  have  arrived  and  surveys  have  been 
made  for  one  mile  of  street  railway  in  this  city,  and  surveys  are 
being  made  for  an  extension. 

Hamilton  Grimsby  &  Beamville  Railway,  Hamilton,  Ont. — At 
the  recent  annual  meeting  the  extension  of  the  road  to  St.  Cathar- 
ines was  authorized 

Henderson  Traction  Company. — K.  R.  Battin,  superintendent, 
Henderson,  Ky..  writes  that  this  company  will  build  two  miles  of 
city  extensions  this  year.     H.  P.  Barrett  of  Henderson,  president. 

Highland   Grove  Traction   Company,   McKeesport,   Pa. — It  is  re- 


March  16.  1907. 


ELECTRIC     RAILWAY     REVIEW 


369 


ported  that  this  company  is  planning  to  extend  its  lines  from  Mc- 
Keesport  to  East  Pittsburg.  The  extension  is  to  begin  on  the  road 
leading  from  North  MoKeesport  to  the  Greensburg  pike,  reaching 
East  Pittsburg  via  Dixon's  Hollow.  It  will  also  touch  Wilmerding 
and  Turtle  Creek.  The  terminal  will  be  directly  opposite  the  West- 
inghouse  works  at  East  Pittsburg.  The  company  expects  to  have 
the  line  in  operation  by  next  fall.  John  Christy,  McKeesport,  gen- 
eral manager. 

Huron  &  Ontario  Railway. — It  is  reported  that  contracts  are 
to  be  let  by  April  1  for  the  proposed  lines  from  Toronto  to  Wind- 
sor and  to  Owen  Sound.  Surveys  have  been  made  and  part  of  the 
right  of  way  has  been  secured.  The  third-rail  system  is  to  be 
used.  S.  P.  Kilgore,  president;  H.  W.  Middlemest,  chief  engi- 
neer,   both    of    Toronto. 

Illinois  Valley  Railway. — This  company  is  beginning  the  con- 
struction of  a  line  between  Streator  and  Ottawa,  111.,  and  surveys 
are  being  made  for  a  connection  with  Chicago  from  the  terminus 
of  the  line  at  Seneca  either  by  way  of  Torkville  and  the  Aurora 
Elgin  &  Chicago  Railway  or  by  way  of  Morris  and  Joliet  and 
the  Chicago  &  Joilet  Electric  Railway.  This  line  will  form 
part  of  the  Chicago-St.  Louis  line  of  the  Illinois  Traction  Com- 
pany.    H.   E.   Chubbuck,   general  manager,   Ottawa,  111. 

Indianapolis  Huntington  Columbia  City  &  Northwestern  Rail- 
way.— Several  carloads  of  rails  have  arrived  and  a  force  of  about 
40  men  is  employed  in  laying  the  track  between  Syracuse  and  Vaw- 
ter  Park,  Ind.  When  this  section  is  completed  track  will  be  laid 
from  Syracuse  north  toward  Goshen.  The  road  will  extend  from 
Huntington  to  Goshen,  60  miles.  D.  L.  Homer,  of  Syracuse,  chief 
engineer. 

Indiana  Columbus  &  Eastern  Traction  Company. — Contracts 
have  heen  let  to  J.  C.  Carland  of  Toledo  for  31  miles  of  grading  and 
concrete  and  steel  bridges  between  Leipsic  and  Toledo,  O.,  to  com- 
plete the  Lima  &  Toledo  Traction  Company's  line,  and  for  45  miles 
of  grading  and  bridge  work  from  Lima  to  Bellefontaine,  O.  Other 
contracts,  including  those  for  70  pound  rails  and  tracklaying  are 
to  be  let  in  a  few  days.  Thomas  Elliott  of  Cincinnati,  O.,  con- 
sulting engineer. 

Joplln  &  Pittsburg  Steel  Railroad. — Mr.  W.  O.  Hands,  man- 
ager and  engineer,  Joplln,  Mo.,  writes  that  this  company  has  con- 
structed about  a  mile  and  a  half  of  track  in  the  city  of  Joplin, 
and  that  it  contemplates  building  about  17  miles  of  track  this 
summer.  Surveys  have  been  completed  for  lines  running  from 
Joplin  to  Webb  City,  Carthage,  Galena  and  Carl  Junction,  about 
48  miles  in  all.  An  amusement  park  called  Tiff  Cave  is  now  be- 
ing developed.     Joseph  J.   Heim  of  Kansas  City  is  president. 

Kalamazoo  Elkhart  &  South  Bend  Railway. — It  is  stated  that 
grading  will  begin  between  Kalamazoo,  Mich.,  and  Elkhart,  Ind., 
within   30  days. 

Kennett  &  Coatesville  Railroad. — G.  H.  Dodge,  secretary,  Ken- 
nett  Square,  Pa.,  writes  that  grading  is  to  begin  April  1  on  this 
single-phase  electric  railway  from  Kennett  Square  to  Coatesville, 
Pa.,  12  miles,  via  London  Grove,  Upland,  Doe  Run  and  Modena. 
Surveys  have  been  completed  from  Kennett  Square  to  London 
Grove,  4%  miles,  and  surveys  are  in  progress  from  the  latter 
point  to  Coatesville.  Current  will  be  generated  for  transmission 
at  6,600  volts.  The  overhead  construction  will  be  of  the  catenary 
type.  No.  0000  trolley  wire  being  used.  Mr.  Dodge  has  the  gen- 
eral contract  for  building  and  equipping  the  line.  Contracts 
for  cars  and  equipment,  bridges  and  all  material  are  to  be  let 
within  30  days.  J.  Walter  Taylor  of  Kennett  Square  is  presi- 
dent. 

Lederachville  &  Pennsburg  Electric  Railroad. — This  company 
will  build  an  electric  railway  from  Lederachville  to  Pennsburg, 
Pa..  30  miles.  Right  of  way  has  been  secured  and  surveys  have 
been   completed.     W.   C.  Riffert,   Dauphin,   Pa.,   chief   engineer. 

Lewiston  Brunswick  &  Bath  Street  Railway. — An  official  report 
states  that  this  company,  which  has  recently  acquired  the  Augusta 
Winthrop  &  Gardiner  Railway,  proposes  to  build  lines  from  Lewis- 
ton  to  Mechanic  Falls,  Me.,  10  miles;  from  Lewiston  to  Augusta, 
20  miles,  and  from  Augusta  to  Oakland,  20  miles.  Grading  is  to 
begin  on  April  1.  The  overhead  construction  will  be  of  the  bracket 
type  and  70-pound  T-rails  of  Pennsylvania  standard  section  will 
be  laid.     John   R.    Graham,    Bangor,   Me.,   president. 

Louisville  New  Albany  &  Corydon  Railroad. — J.  G.  White  &  Co. 
have  completed  surveys  for  this  company's  proposed  electric  line 
from  New  Albany  to  Co.ydon,  Ind.  McKinley  Boyle  of  Corydon, 
president. 

Memphis  Street  Railway. — A  large  amount  of  improvement 
work  has  been  planned  for  the  coming  summer,  much  of  It  in  the 
nature  of  extension  of  work  already  planned  and  partially  com- 
pleted. Work  is  now  in  progress  on  the  South  Memphis  extension 
of  the  suburban  lines,  some  extensions  of  the  East  End  lines  will 
be  rebuilt  and  a  number  of  other  lines  are  to  be  repaired  and  re- 
ballasted.     E.  W.  Ford  of  Memphis,  general  superintendent. 

Middlesboro,  Ky. — It  Is  reported  that  a  number  of  prominent 
coal  operators  of  the  Middlesboro  district  are  considering  the  build- 
ing of  an  electric  line  from  Middlesboro  to  Hartranft.  Tenn.,  9  miles, 
touching  a  number  of  large  mining  towns. 

Mllner,  Idaho. — Grading  Is  now  In  progress  for  an  electric 
railway  from  Mllner  to  Gooding,  Idaho,  and  it  is  reported  that 
Ortlera  have  been  placed  for  9,000  poles  and  sufficient  ties  and  rails 
for  completing  the  line. 

Mississippi  Valley  Electric  Railway. — This  company,  recently 
Incorporated,  proposes  to  build  an  electric  railway  from  Carthage 
to   Nauvoo,   111.,    connecting   with   Keokuk   and   Ft.    Madison,    [a.,    a 


total  distance  of  about  45  miles.  Surveys  are  now  being  made. 
W.  A.   Calhoun  of  Buffalo,   consulting  engineer. 

Missouri   &   Kansas   Interurban    Railway Mr.   Fred   O'Flaherty, 

chief  engineer,  Lawrence,  Kan.,  writes  that  this  company  pro- 
poses to  build  a  branch  from  Kansas  City  to  Lenexa,  Kan.,  11 
miles,  via  Rosedale,  South  Park,  Merriam  and  Shawnee.  Surveys 
have  been  completed  and  grading  is  to  begin  about  June  1.  This 
company  now  has  a  line  between  Kansas  City  and  Olathe,  and 
operates  Strang  gasoline-electric  cars.  A.  F.  Hunt,  Jr.,  15  Wall 
street,   New  York,   president. 

Mt.  McKay  &  Kakabeka  Falls  Railway. — This  company  has 
made  surveys  and  is  securing  right  of  way  for  a  line  from  Ft. 
William  to  Kakabeka  Falls,  Ont.,  30  miles.  W.  F.  Hogarth  of 
Ft.  William  is  president. 

Nashville  &  Columbia  Interurban  Railway. — The  survey  has 
been  completed  for  this  proposed  line  from  Nashville  to  Columbia, 
Tenn.,  46  miles,  and  engineers  are  now  staking  out  the  grade 
lines.  H.  H.  Mayberry  of  Franklin,  Tenn..  president  of  the  com- 
pany, announces  that  the  contract  for  constructing  the  road  has 
been  awarded  to  Patrick  Hirsch  of  New  York,  who  is  now  In 
Nashville  preparing  to  begin  work.  When  this  part  of  the  road 
is  completed  President  Mayberry  states  that  it  will  be  extended 
from  Columbia   to  Mt.   Pleasant,   11   miles. 

Newark,  N.  J. — The  board  of  public  works  has  instructed  the 
city  engineer  to  investigate  and  report  on  the  feasibility  of  a  sub- 
way on  Broad  and  Market  streets. 

New  York  Northern  Railway. — This  company  has  been  or- 
ganized to  build  an  electric  road  from  Watertown  to  Oswego, 
N.   Y.     Foster  P.   Shines  of  Watertown,   president. 

Oklahoma  City,  Okla. — W.  R.  Silsby  of  Saginaw,  Mich.,  is  in- 
terested in  a  project  to  build  an  electric  railway  connecting  Okla- 
homa City,   Shawnee  and  Norman. 

Oakland  (Cal.)  Traction  Company — This  company  has  begun 
building  a  line  to  Alameda  via  East  Oakland.  A  double  track  Is 
being  laid  on  Thirteenth  street  between  Oak  and  Washington 
streets  in  Oakland. 

Palestine-Corsicana  Interurban  Railway. — The  surveyors  have 
finished  locating  the  line  from  Corsicana  to  Palestine.  Tex. 

Paris,  III.,  Traction  Company. — A  contract  has  been  let  for 
building  this  company's  line  in  Paris  to  Ralph  Baum.  An  exten- 
sion to  Christman,  13  miles  north  of  Paris,  is  being  considered. 

Peoria,  la. — Citizens  of  this  and  neighboring  towns  are  inter- 
ested in  a  project  to  build  an  electric  railway  from  Oskaloosa  to 
Newton.  la.,  via  Peoria  and  Galesburg,  and  C.  B.  Judd,  a  civil  en- 
gineer of  Pittsburg,  Pa.,  has  been  engaged  to  make  estimates  and 
surveys. 

Pensacola  Electric  Company. — The  line  from  Pensacola  to  Ft. 
Barrancas,  Fla.,  9  miles  long,  which  has  been  electrified  since  the 
property  was  acquired  by  Stone  &  Webster  of  Boston.  Mass.,  was 
formally  opened  on  March  10. 

Portland  &  Mt.  Hood  Railway. — The  engineers  have  started  on 
the  final  surveys  for  this  road  from  Portland,  Ore.,  to  Mt.  Hood, 
46  miles.  It  is  stated  that  the  project  has  been  fully  financed  and 
that  construction  will  begin  at  once.  The  Portland  terminal  will 
be  in  the  blocks  surrounded  by  East  Washington,  East  Oak,  East 
Water  and  East  Second  streets.  Tracks  will  be  laid  from  the 
terminal  grounds  east  on  East  Washington  and  East  Oak  streets 
to  Sixth  street;  south  to  East  Taylor  street,  east  to  East  Twelfth 
street,  south  to  Hawthorne  avenue,  east  to  Ladd  avenue,  south- 
east to  Division  street,  east  to  the  city  limits,  and  from  thence 
east  through  the  rich  agricultural  district  to  the  Sandy  river, 
where  the  road  will  follow  the  Sandy  river  until  the  side  of  Mt. 
Hood  is  reached.  A  cog  road  will  reach  the  peak  of  Mt.  Hood. 
It  is  proposed  to  build  a  large  hotel  on  the  side  of  the  mountain. 
M.  G.  McCorkle  of  Portland  Is  one  of  the  promoters. 

Portland,  Ore.,  Railway  Light  &  Power  Company. — An  appro- 
priation of  about  $2,000,000  has  been  made  for  improvements  this 
year,  not  including  the  new  terminal  station.  Nearly  a  mile  of 
new  72-pound  rails  has  been  laid  on  Dawson  street.  2%  miles  of 
70-pound  rail  will  replace  the  40-pound  steel  on  Union  avenue  north 
of  Weidler  street  and  2  miles  of  new  road  will  be  built  from  East 
Twenty-eighth  and  East  Burnside  street  to  Rose  City  Park,  as  well 
as   other  extensions. 

Puyallup  Valley  Northern  Transit  Company. — It  is  reported 
that  contracts  have  been  let  to  the  Engineering  Construction  Com- 
pany of  New  York  for  building  this  line,  which  is  part  of  a 
proposed  line  from  Puget  Sound  to  Spokane.   Wash. 

Redlands,  Cal.— It  is  reported  that  W.  F.  Whittier  of  San 
Francisco  will  build  a  road  from  Redlands  to  Hemet.  Cal.,  which 
was   surveyed   several   months   ago. 

Rochester  Corning  &  Elmira  Traction  Company. — The  appel- 
late division  of  the  supreme  court  of  New  York  has  directed 
the  state  railroad  commission  to  issue  this  company  a  certificate 
of  public  convenience  for  the  construction  of  its  road  from 
Rochester  to  Elmira,  N.  Y.,  and  W.  C.  Gray,  chief  engineer, 
will   begin   making   surveys  at  once. 

Rockford  Oregon  &  Southern  Railway. — A  company  with  the 
above  name  Is  being  organized  at  Oregon,  111.,  for  the  purpose  of 
building  an  electric  railway  In  the  territory  between  Rockford  and 
Dixon,  111.,  via  Oregon.     F.  G.  Jones  of  Oregon  Is  Interested. 

Saginaw  Owosso  &  Lansing  Railway. — J.  A.  Thick,  chief  en- 
gineer, Owosso.  Mich.,  writes  that  this  line  from  Saginaw  to  Lans- 
64%  miles,  has  been  surveyed  and  that  grading  will  be- 


370 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  n. 


gin  this  spring.  The  road  will  be  built  on  a  private  right  of  way, 
all  of  which  has  been  purchased,  and  70-pound  rails  will  be  used, 
.Maximum  curvature,  6  degrees.  John  I,.  King  of  Syracuse,  N.  Y.. 
president;  Charles  W.  Baird,  vlce-presidenl  i  I  adquarters,  De- 
trolt,    Mich. 

Santa  Ana,  Cal. — S.  H.  Finley,  of  Santa  Ana,  has  completed 
surveys  and  is  securing  the  right  of  way  for  an  electric  railway 
from    Santa   Ana   to  Huntington   Beach,   10  miles. 

Selma  Street  &  Suburban  Railway.— It  is  reported  that  this 
company  will  build  seyeral  extensions  to  new  suburban  points. 
F.    M.    Abbott.   Selma,  Ala.,   president. 

Shore  Line  Electric  Railway.— An  official  report  states  that  this 
line  has  been  suryeyed  from  Stony  Creek  to  Ivorton.  Conn.,  35 
miles,  passing  through  Guilford.  East  River,  Madison.  Clinton, 
Grove  Beach.  Westbrook,  Saybrook.  Essex  and  Centerbrook.  Grad- 
ing is  now  in  progress  between  Ivorton  and  Saybrook.  12  miles. 
C.  W.  McChesney,  New  York,  president,  and  A.  William  Sperry, 
New    Haven,    Conn.,    chief   engineer. 

Sioux  City  &  Ireton  Interurban  Railway.— This  company,  which 
proposes  to  build  an  electric  railway  from  Sioux  City  to  Doon,  la., 
about  57  miles,  has  secured  about  half  the  right  of  way.  has 
50-year  franchises  in  Ireton.  Doon  and  Rock  Valley  and  has  had 
a  large  part  of  its  stock  subscribed  for.  A  trackage  arrangement 
has  been  made  with  the  Sioux  City  Traction  Company  for  an 
entrance  to  the  city  from  Leeds.  S.  A.  Mitchell  of  Rock  Valley. 
la.,   is  president. 

Southern  Kansas  Railway  Light  &  Power  Company It  is  re- 
ported that  15.000  ties  have  been  shipped  for  the  proposed  lines 
connecting  Parsons,  Independence,  Cherryvale  and  Coffeyville,  Kan. 
H.  F.  Smith  of  St.  Louis,  engineer  of  construction,  is  now  making 
surveys  and  it  is  the  intention  to  begin  construction  in  a  short 
time  in  three  directions  out  of  Cherryvale.  R.  C.  Rawlings,  presi- 
dent,  Chanute,  Kan. 

South  Carolina  Public  Service  Corporation. — The  surveyors  have 
completed  the  surveys  for  this  proposed  line  from  Charleston,'  S.  C, 
to  Aiken,  Ga.,  where  connection  is  to  be  made  with  the  Augusta 
&  Aiken  Electric  Railway  for  Augusta. 

Spokane  &  Inland  Empire  Railway. — It  is  reported  that  this 
company  has  purchased  an  old  right  of  way  of  the  Oregon  Rail- 
road &  Navigation  Company  from  Colfax  to  Penewawa,  Wash.. 
and   will    build   to    Dayton    and    Walla   Walla. 

Springfield  Clear  Lake  &  Rochester  Electric  Railway. — The  first 
section  of  this  line  from  Springfield  to  Clear  Lake  and  Rochester. 
111.,  was  formally  opened  on  March  11  when  a  party  of  officers  and 
guests  made  the  first  trip  from  the  corner  of  Fifth  and  Monroe 
streets  in  Springfield  to  a  point  about  four  miles  from  the  center 
of -the  city.  Regular  service  over  this  section  has  since  been  in- 
stituted. The  grading  is  now  almost  completed  between  Springfield 
and  Rochester  and  construction  is  progressing  rapidly.  Large  quan- 
tities of  ties  and  rails  are  on  the  ground  and  some  track  has  been 
laid.  It  is  now  expected  to  have  the  entire  line  in  operation  by 
June  1.  Power  is  rented  from  the  Springfield  Consolidated  Rail- 
way, over  whose  tracks  the  cars  enter  Springfield,  and  the  same 
company  will  furnish  the  cars  until  those  that  have  been  ordered 
are  delivered.     J.  H.  Melick  of  Rochester,  111.,  is  president. 

Stroudsburg  &  Wind  Gap  Electric  Street  Railway.— J.  B.  Wil- 
liams, president.  Stroudsburg,  Pa.,  writes  that  this  company  pro- 
poses to  build  an  electric  railway  from  Stroudsburg  to  Wind  Gap, 
Pa.,  14  miles,  via  Snydersville.  Kellersville.  Sciota.  Saylorsburg. 
Ross  and  Common.  Surveys  have  been  completed,  but  the  date  of 
beginning  construction  has  not  yet  been  determined. 

Tacoma  Railway  &  Power  Company. — The  final  surveys  are 
now  being  completed  for  the  branch  from  the  main  Seattle-Tacoma 
line  %  of  a  mile  east  of  Brookville,  near  Tacoma,  to  Puyallup. 
Sumner  and  Orting.  A  bridge  is  to  be  built  across  the  Puyallup 
river.      W.    S.    Dimmock.    manager,    Tacoma.   Wash. 

Tidewater  Development  Company. — President  J.  M.  Dewberry 
of  Birmingham.  Ala.,  has  received  the  report  of  the  engineers, 
containing  the  profiles  and  other  details  of  the  proposed  road  from 
Gadsden  to  Tuscaloosa.  Ala.,  and  states  that  contracts  will  be  let 
in  a  month  or  two. 

Toledo  Uran  &  Interurban  Railway. — It  is  reported  that  this 
company  proposes  to  extend  its  line  from  Findlay  south  to  Belle- 
fontaine,  via  Arlington,  Dunkirk  and  Kenton,  O.  Charles  Kilgour. 
Findlay,  O..   chief  engineer. 

United  Traction  Company. — It  is  reported  that  this  company 
will  begin  on  April  1  on  the  extension  of  the  Broadway  line  in 
R.  nsselaer,  N.  Y.     E.  S.  Fassett,  general  manager,  Albany,  N.  Y. 

Union  Traction  Company  of  Kansas. — Tracklaying  on  the  line 
from  Coffeyville  to  Independence,  Kan..  20  miles,  has  been  com- 
pleted for  6  miles  south  of  Independence  and  for  5  miles  north 
of  Coffeyville,  to  Jefferson,  and  the  poles  have  been  set  for  most 
of  the  distance.  The  right  of  way  for  the  branch  from  Coffeyville 
to  Cherryvale  is  nearly  all  secured  and  it  is  stated  that  construc- 
tion will  begin  this  week.     D.  H.  Siggins  of  Coffeyville,  president. 

Union  Traction  Company. — This  company,  which  operates  about 
15  miles  of  electric  railway  in  Santa  Cruz,  Cal..  and  vicinity,  will 
change  its  system  from  narrow  to  standard  gauge.  S.  W.  Cole- 
man, Santa  Cruz,  general  manager. 

Utica  Southern  Railroad.— It  is  stated  that  this  company  will 
award  contracts  in  April  for  building  its  line,  which  will  connect 
Clinton.  Hamilton.   Norwich  and  Waterville,   N.   Y..   26  miles.  Right 


"I"    way    has     lie.-n     obtained     and     surveys    mad.-.        F.     H.     Baxter, 
rtiea,   N.    V..   chief  engineei. 

Vallejo  &  Northern  Railway. — Melville  Dozier,  Jr.,  president  and 
chief  engineer,  Oakland,  Cal..  writes  that  this  company  will  begin 
grading  this  summer  on  a  line  from  Vallejo  to  Sacramento  and 
Woodland.  Cal.,  105  miles,  via  Cordelia,  Suisun.  Fairfield.  Cement 
Vacaville  and  Winters.  Surveys  have  been  completed  from  Vallejo- 
to  Sacramento,  58  miles,  and  from  Winters  to  Woodland,  IS  miles. 
Both  the  third  rail  and  trolley  systems  will  be  used.  T.  T.  C. 
Gregory,  secretary;  George  S.  Lackie,  treasurer,  both  of  Vallejo, 
where  the  offices  of  the  company  are  located. 

Vincennes  Washington  &  Eastern  Traction  Company. — A.  J. 
Padgett,  attorney  for  the  company,  states  that  contracts  have 
been  let  for  the  construction  material  an  1  equipment  for  this 
line  from  Vincennes  to  Loogootee.  Ind..  and  that  work  will 
begin  about  May  1  on  the  first  section,  from  Vincennes  to  Wash- 
ington.    W.    H.    Schott    of    Chicago,    president. 

West  Penn  Railways,  Connellsville.  Pa. — It  is  reported  that  this 
company  is  making  surveys  for  an  extension  from  McKeespoi  t  to 
Glassville,  Pa. 

West   Shore   Traction   Company. — This     company,     incorporat 
last   October,   has  been   authorized  by  the  New   York  railway   com- 
mission  to     build     an   electric   railway   along   the   Hudson   river   in 
New   York  from    Tompkins   Cove  to  Cartaret,   25   miles.     Searing   & 
Co.,   bankers,   of  New  York  city,   are  interested  in   the  project. 

Wilkinsburg  East  Pittsburg  &  Turtle  Creek  Street  Railway. — 
This  company  has  been  securing  right  of  way  for  the  past  several 
months  and  has  now  begun  construction  work  on  its  line  from 
East  Pittburg  through  Turtle  Creek,  Falls  Hollow,  Coalville  and 
Mucklerat  to  Wilkinsburg.  Pa.  About  two  miles  of  tracklaying  and 
overhead  work  has  been  completed  at  the  western  end  beyond 
Mucklerat. 

Yazoo  City.    Miss. — The  city  council  has  awarded  to  the   Saun- 
ders-Johnson Company   of   Vieksburg.   Miss.,    a  contract   to   build   a 
municipal    street   railway,    3   miles    long,    costing    $50,000.   for   which 
city  bonds  have  been  issued.     The  contractors   take  bonds  in  pay-  . 
ment.     The  road  is  to  be  completed  by  July  1. 


POWER   HOUSES   AND  SUBSTATIONS. 


Bloomington  &  Normal  Railway  &  Light  Company. — This  com- 
pany has  been  doing  considerable  work  on  its  lines,  which  will 
tend  to  increase  the  schedule  speed  of  the  cars.  An  eight-foot 
cut  has  been  made  north  of  Salt  Creek  Bridge,  which  will  also 
reduce  uie  demand  for  power  materially.  A  new  sub-station  has 
been  erected  at  Magill,  a  siding  about  a  mile  and  a  half  south 
of  Clinton,  and  the  old  sub-station  located  at  Johnson's  siding 
has  been  moved  to  the  siding  at  the  county  line  north  of  Wapella. 

Chicago  Lake  Shore  &  South  Bend  Railway. — A  contract  has 
been  let  to  James  E.  Southard  &  Co.,  for  all  the  concrete  work 
foundations,  etc..  for  the  power  house  at  Michigan  City.  The  West- 
inghouse  Electric  &  Manufacturing  Company  has  the  contract  for 
the  equipment. 

Cumberland  &  Westport  Electric  Railway.— This  company  has 
broken  ground  for  the  erection  of  a  new  power  house  30  by  90  feet. 
A  550-kilowatt  generating  set  and  boilers  of  650  horse  power  capac- 
ity will  be  installed.     H.  R.  DeWarren  is  president. 

Freeport  Railway  Light  <&.  Power  Company. — Mr.  A.  B.  God- 
dard.  general  manager  of  this  company,  states  that  the  contracts 
for  all  the  machinery  and  for  the  installation  of  the  machinery 
in   the   new   power  plant   have   been   let. 

Henderson  Traction  Company. — K.  R.  Battin.  superintendent, 
writes  that  this  company  will  install  one  complete  additional  unit 
in  its  power  house  at  Henderson.  Ky.,  and  contracts  are  to  be  let 
for  a  250-hp.  boiler  and  a  125-kw.  direct-current  engine  and  gen- 
erator. 

Indianapolis  &  Louisville  Traction  Company. — It  is  reported 
that  work  on  the  power  house  of  this  company  is  progressing 
rapidly.  Four  of  the  six  300-horsepower  boilers  have  been  in- 
stalled and  it  is  expected  that  the  cars  may  be  running  some 
time  between  April  15  and  May  1.  1907.  It  is  stated  that  the  cost 
of  the  new  power  house  and  the  equipment  will  be  about  $297,000. 

Indianapolis  Crawfordsville  <£.  Western  Traction  Company. — 
The  power  house  at  Crawfordsville,  which  is  being  built  by  this 
company,  is  rapidly  approaching  completion.  It  is  expected  that 
the  overhead  work  of  the  lines  and  the  feeders  will  be  completed 
by  March  15.  and  the  track  ready  for  the  through  operation  of 
cars  by  June  1,  1907,  which  has  been  set  for  the  opening  of 
the  line. 

Union  Traction  Company  of  Kansas. — Rapid  progress  is  being 
made  on  the  power  house  at  Independence.  Kan.,  and  it  is  expected 
to  be  ready  for  operation  by  May  1.  The  building  is  60  by  SO  feet 
in  floor  area,  with  an  addition  15  by  50  feet. 

Winchester  &  Washington  City  Railway  Company. — President 
S.  H.  Hansbrough  and  a  party  of  officials  of  the  company  visited 
the  large  water  power  electric  plant  of  this  company,  located  at 
Millville,  Jefferson  county,  West  Virginia,  for  the  purpose  of  in- 
specting the  dam,  turbines  and  machinery  and  to  start  the  tur- 
bines in  operation  for  the  first  time.  S.  L.  Hoover,  manager  of  the 
company,  stated  after  the  trip  that  everything  was  satisfactory 
and  that  the  plant  would  be  put  in  regular  operation  as  soon  as 
the  transformers   are   thoroughly  dried  out. 


March  16.  1907. 


ELECTRIC     RAILWAY    REVIEW 


371 


Personal  Mention 


Financial  News 


Mr.  W.  Gillette  has  been  appointed  general  manager  of  the 
.Ft.  Smith  (Ark.)  Light  &  Traction  Company,  succeeding  Mr.  R.  S. 
Rand,   resigned. 

Mr.  John  Davey  has  resigned  his  position  as  master  mechanic 
of  the  Trinidad  (Colo.)  Electric  Railroad,  effectiye  on  March  10, 
to  accept  a  position  with  the  Philadelphia  &   Western  Railroad. 

Mr.  W.  H.  Hurlburt.  formerly  president  of  the  Oregon  Water 
Power  &  Railway  Company,  Portland.  Ore.,  has  been  appointed 
.general  manager  of  the  Jersey  Central  Traction  Company,  Key- 
port,    N.    J. 

Mr.  A.  L.  Ober.  of  Chatfleld,  Minn.,  has  been  elected  president 
of  the  Minneapolis  Rochester  &  Dubuque  Traction  Company,  which 
proposes  to  build  an  electric  railway  from  Minneapolis,  Minn.,  to 
Dubuque,    la. 

Mr.  H.  G.  Kruse  has  been  appointed  superintendent  of  the 
Peoria  &  Pekin  Terminal  Railway,  with  headquarters  at  Peoria,  111. 
Mr.  Kruse  formerly  was  connected  with  the  Baltimore  &  Ohio 
Southwestern. 

Mr.  C.  Denny,  formerly  superintendent  of  construction  work 
for  the  Tacoma  Railway  &  Power  Company,  Tacoma,  Wash.,  has 
been  appointed  master  mechanic  of  this  company  succeeding  Mr. 
William   Glenn,    resigned. 

Mr.  Frank  Cooley.  for  the  past  10  years  associated  with  the 
Brooklyn  Rapid  Transit  Company  in  various  capacities,  has  been 
appointed  superintendent  of  employment  for  the  system,  succeed- 
ing the  late  F.  D.  Valentine. 

Mr.  W.  M.  Kessler.  formerly  superintendent  of  transporta- 
tion of  the  Dayton  &  Troy  Electric  Railway,  has  resigned  to 
accept  a  similar  position  with  the  Pittsburg  &  Butler  Street 
Railway  at  Butler,  Pa.  Mr.  W.  S.  Coy,  chief  train  dispatcher 
for   the   company,    will   succeed   Mr.    Kessler. 

Mr.  Theron  A.  Atwood  has  been  appointed  general  manager 
of  the  Michigan  United  Railways,  with  headquarters  at  Lansing, 
Mich.  The  duties  of  this  office  heretofore  have  been  incor- 
porated with  those  of  the  vice-president.  Mr.  Atwood  formerly 
was  a  member  of  the  Michigan  state   railroad  commission. 

Mr.  F.  E.  Fitzpatrick,  formerly  manager  of  the  Sacramento 
(Cal.)  Electric  Gas  &  Railway  Company,  has  resigned  to  become 
general  manager  of  the  Bay  Counties  Power  Company  with  head- 
quarters at  San  Francisco.  Mr.  C.  W.  McKillip,  recently  supervisor 
for  the  Sacramento  system,  will  succeed  Mr.  Fitzpatrick  as  general 
manager. 

Mr.  E.  E.  Lillie  has  been  appointed  superintendent  of  the 
Spokane  &  Inland  division  of  the  Spokane  &  Inland  Empire  Rail- 
road, with  headquarters  at  Spokane,  Wash.  Mr.  Lillie  goes  to  his 
present  position  from  St.  Paul,  Minn.,  where  he  was  formerly  chief 
dispatcher  and  more  recently  assistant  in  the  general  superin- 
tendent's office  of  the  Great  Northern  Railway. 

Mr.  M.  O.  Chadbourne  has  been  appointed  general  manager  of 
the  Albuquerque  (X.  M.)  Traction  Company.  The  duties  of  this 
office  heretofore  have  been  combined  with  those  of  the  vice- 
president.  Mr.  H.  A.  Jastro.  Prior  to  accepting  his  present  ap- 
pointment Mr.  Chadbourne  had  been  acting  as  superintendent  of 
construction   for   the   American   Lumber   Company. 

Mr.  William  Glenn,  master  mechanic  of  the  Tacoma  Railway 
•Si  Power  Company  and  the  Puget  Sound  Electric  Company,  and 
for  the  past  17  years  associated  with  the  street  and  interurban 
Systems  of  Tacoma.  Wash.,  has  resigned  to  accept  a  more  lucra- 
tive position  with  a  large  street  railway  system  in  the  east.  As 
a  token  of  esteem  the  employes  of  the  company  on  March  2  pre- 
sented him  with  a-  gold  watch.  Mr.  Glenn  will  be  succeeded  by 
Mr.   C.   Denny. 

Mr.  J.  X.  Akarman  has  resigned  as  superintendent  of  the  South 
Jersey  division  of  the  Public  Service  Corporation  of  New  Jersey. 
He  has  held  his  present  position  since  last  August,  having  been 
transferred  at  that  time  from  the  Newark  division  of  the  company. 
It  is  stated  that  witli  Mr.  Akarman's  resignation  the  office  of  su- 
perintendent will  be  abolished  and  its  duties  incorporated  with 
those  of  the  genera!  manager  in  South  Jersey.  A  portrait  and  bio- 
graphical sketch  or  Mr.  Akarman  wen  published  in  the  Electric 
w  of  October,  1906. 

Mr.    Warren    S.    Bicknell,    until    recently    president    of    the    Lake 

Shore  Electric   Railway,   ha      I lected   president  of  the  Havana 

(Cuba)  Electric  Railway  Company  under  its  reorganization,  which 
took  place  In  New  York  on  March  6.  The  road  is  financed  by 
American  capital  and  probably  will  become,  under  its  present  man- 
agement, one  of  the  most  important  of  the  enterprises  in  Cuba 
controlled  by  American  Interests.  Mr.  Bicknell  severed  his  con- 
nection with  the  Lake  Shore  Elect-"  Railway  about  a  year  ago 
and  Is  at  present  In  New  York  preparing  to  take  up  his  new  duties. 
lated  with  Mr.  Bicknell  as  directors  under  the  new  manage- 
ment are  David  T.  I'i  and  Robert  Mather  of  the  Chicago 
Rock  Island  and  Pacific  Railway  interests;  Walter  Q.  Oakman  of 
the  Guarantee  Trust  Company;  Tames  Rattray,  San  Miguel, 
of  a   newspaper   in    Havai         I  Zaldo,    president    "t    the   Hank 

i,:    Havana;   Henry  Runken  of   LIpmann  &   Company,   bankers,  and 
Henry  Stelnhart,  United  Statei  consul-general  at   Havana. 


Alton  (III.)  Granite  &  St.  Louis  Traction  Company.— The  in- 
come  account   for  1906   compares  as   follows: 

_                                                                    1906.  1905.          Increase. 

gross    $468,262  $376.76S             $91,494 

Expenses    302,490  206,912 

„,     Net    $165,772  $169,856  '$4,084 

Charges  and  taxes 131,685  1104,166 

Surplus    $34,087  $  65.690  «$31,603 

♦Decrease. 

fThis  item  includes  twelve  months'  interest  on  the  original 
bonded  indebtedness  and  ten  months'  interest  on  additional  bond 
issues  to  acquire  properties  and  to  build  the  interurban  road,  which 
began   operation  on  March  1.  1905. 

The  increase  in  operating  expenses  for  the  year  1906  was  due 
to  unusual  expenditures  for  the  improvement  of  the  physical  con- 
dition of  the  properties  and  which  were  charged  to  operating 
expense. 

Atlantic  Shore  Line  Railway,  Sanford.  Me. — The  $1,900,000  re- 
funding 4  per  cent  bonds  of  this  company  are  offered  by  A.  H. 
Bickmore  &  Co.  of  New  York,  at  a  price  to  net  5'i  per  cent  inter- 
est. The  road  has  79  miles  of  track  in  operation  and  IS  more  under 
construction. 

Auburn    (N.  Y.)   a.   Northern    Electric   Railroad.— The  state  rail- 
road commission  of  New  York  has  granted  authority  to  this  com- 
pany  to  increase  its  capital  stock  from  $250,000  to  $1,500,000.     The 
company    will    operate    an    electric    railway    from    Auburn    to    Port  , 
Byron  and  from  Auburn  to  Cayuga  and  Seneca  Falls. 

Catskill  (N.  Y.)  Electric  Railway.— Arthur  M.  Murphv  of  Cats- 
kill  was  appointed  receiver  of  this  company  on  March  7  in  fore- 
closure proceedings  brought  by  the  Hamilton  Trust  Companv  of 
Brooklyn  as  trustee  under  the  mortgage  made  in  1S99  to  secure 
$400,000  bonds. 

East  St.  Louis  (III.)  &  Suburban  Company. — The  report  for  the 
year  ended  December  31,  1906,  compares  as  follows: 

1906.  1905.  »1904. 

Gross   earnings    $1,551,737  $1,351,579  $1,363,552 

Operating  expenses  739,218  594.801  593,159 

_.    Net   earnings $    812,519  $    756.778  $    770.393 

Fixed  charges  and  taxes 377,539  368,514  358,198 

Surplus   $    434.980  $    38S.264  $    412.195 

♦World's  Fair  year. 

Indianapolis  Crawfordsville  &  Western  Traction  Company.— At 
the  annual  meeting  of  stockholders  of  this  company  on  March  6  in 
Chicago,  the  following  directors  were  elected:  P.  C.  Summerville 
Eli  P.  Baker.  A.  E.  Reynolds.  C.  N.  Van  Cleave  and  E.  C.  Voris' 
Crawfordsville,  Ind.;  Edward  Hawkins,  O.  P.  Ensley,  A.  M.  Gloss- 
brenner,  A.  A.  Barnes  and  H.  A.  Mansfield.  Indianapolis  Ind.' 
George  P.  Haywood.  Lafayette.  Ind.:  A.  A.  Swartz.  Jeffersonville. 
Ind.;  W.  O.  Ford,  Madison,  Ind..  and  A.  M.  Hewes,  Chicago.  The 
old  officers  were  re-elected  as  follows:  President.  A.  F.  Ramsey. 
Crawfordsville.  Ind.:  vice-president.  A.  E.  Reynolds.  Crawfords- 
ville,  Ind.;  secretary.  Edward  Hawkins.  Indianapolis.  Ind.;  treas- 
urer,   Oliver  P.  Ensley,  Indianapolis,   Ind. 

Minster  Loramie  &  Southern  Railway. — This  company,  recently 
incorporated,  has  organized  by  electing  the  following  officers:  presi- 
dent, J.  H.  Goeke.  Wapakoneta.  O. :  vice-president.  Wm.  Schulen- 
berg,  New  Bremen.  O. ;  secretary.  F.  M.  Horn,  Wapakoneta:  treas- 
urer. R.  B.  Anderson.  Wapakoneta:  financial  agent.  R.  J.  Depen- 
brock,  Wapakoneta.  The  above  also  constitute  the  board  of  direct- 
ors The  company  will  proceed  forthwith  to  make  a  survey  over 
at  least  two  different  routes;  one  from  Minster.  Auglaize  county,  O.. 
to  Piqua  in  Miami  county.  O..  and  the  other  from  Minster,  via  Ver- 
sailles, Darke  county.  O..  to  Greenville.  After  the  survey  and  esti- 
mates have  been  made  and  completed,  steps  will  be  taken  to  finance 
the  road. 

Mt.    Vernon    (O.)    Electric    Railway.— It   is   reported  that  control 
of    this   company   has   been  acquired  for  the  new   Cleveland   South- 
rn   &   ('"lumbus  Railway  Company. 

Norfolk    (Va.)    &  Ocean    View    Railroad.— This  company  has  ac- 
quired the  Bay  Shore  Terminal  Company  of  Norfolk  and  has  given 
i~t  deed  to   the  Baltimore  Mortgage  &   Guarantee  Company  to 
"■an    issue    of   $1,600,000    bonds    due    in    30   years    and    bearing 
cent  interest. 

Northwestern  Elevated  Railroad,  Chicago.— Plans  for  u,e  pur- 
by  this  company  of  the  property  owned  by  the  Chicago  & 
Oak  Park  Elevated  Railroad  have  progressed  so  that  it  is  an- 
nounei'i  ill  :i  a  consolidation  will  be  completed  before  May  l.  This 
announcement  has  revived  the  talk  of  the  general  consolidation  or 
all  of  the  elevated  roads  of  Chicago. 

St.    Louis    Hillsboro    &    Southern    Railroad.    Hlllsboro,    Mo.— The 
stockholders    have    voted    to    authorize    b    new    issue    of    si.: 
bonds.      Tli'     new    bonds    will    replace  an   issue   of  an   equal   amount 
in    August,     1902.      These    bonds    have    been 

Susquehanna   Railway  Light  &  Power  Company.— This  company 
been   formed    to  acquire   and  operate  electric   railwa: 
properties.     It  will  pur.  has,-  the  ji.oun 

'  ounty   Railway  .v    Light   Compan;      I  ...  and   the 

$1,849,320  eon ii   stock   "f   the    United   Gas   &    Electric   Con 


372 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  11. 


The  latter  company  ltrole  11  gas  and  electric  compa  lies  In  vari- 
ous cities.  The  Susquehanna  Company  will  havi  orized  $10,- 
000,000  preferred   stock  and    $10,000,000   common   stock. 

Syracuse  (N.  Y.)  Lake  Shore  &  Northern  Railroad.— An  lncn 
In  the  capital  stock  from  $2,250,000  to  $3,500,000  has  been  authorized 
by   the  state   railroad   commission. 

Texas  Traction  Company,  Sherman,  Tex.— This  company  has 
given  a  trust  deed  to  the  Old  Colony  Trust  Company  of  Boston, 
Mass.,  to  secure  an  issue  of  $3,000,000  bonds,  bearing  6  per  cent  in- 
terest, and  maturing  January  1,  1937.  Of  this  amount  $2,000,000 
bonds  are  outstanding. 

Twin  City  Rapid  Transit  Company,  Minneapolis. — Earnings  for 
Januurx    compare   as   follows: 

1907.  1906.  1005. 

Gross    earnings    $456,837  $407,865  *?i>1.121 

Expenses    ...    243,097  205.519  175,315 

Net    earnings    $213,740  $202,346  $175,806 

Charges   and   taxes    115,258  109,708  97,325 

Surplus    $  9S.482  $  92,638  $  7S.481 

Underground  Electric  Company,  London. — A  claim  amounting 
to  $789,669.20  has  been  filed  by  this  company  against  the  estate 
of  Charles  T.  Yerkes.  Other  claims  which  were  filed  at  the  same 
time  are  the  following:  Speyer  &  Co.,  New  York,  $367,302.87; 
Speyer  Brothers,   London,   $632,698.65. 

United  Traction  Company,  Albany  and  Troy,  N.  Y. — The  earn- 
ings for  the  quarter  ended  December  31,  1906,  with  a  comparison, 

are  as  follows:  . 

Quarter  Ending   December  31. 

1906.  1905.  1904. 

Gross  earnings    $472,974  $434,981  ^31,609 

Operating  expenses ■   302,640  2S3.975  250,418 

Net  earnings    $170,334  $151,186  *18H:!i 

Other  income   1.939  2, US  1,833 

Total  $172,273  $153,404  $183,024 

Charges    ..'.'.'.'.'.' 87,481  86,581  86,659 

Surplus    $84,792  $66,823  $96,365 

Washington  (D.  C.)  Railway  &  Electric  Company. — The  pamph- 
let report  for  the  .year  1906,  with  a  comparison,  shows  earnings  as 

f0ll0WS:  1906.  1905.  1904. 

Gross   earnings    $3,133,240         $2,905,907         $2,644,360 

Operating    expenses    1,613,096  1.47S.466  1,355,822 

Net   earnings    $1,520,144         $1,427,441         $1,288,537 

Other  income    77. ■         44,595  50,553  49,024 

Total  $1,564,739         $1,477,994         $1,337,562 

Charges    ..'.'. 1,041,118  999,455  981,039 

Surplus    $    523,621         $    478,539         $    356,523 

The  increase  in  operating  expenses  is  largely  due  to  an  in- 
creased expenditure  for  maintenance.  While  the  total  operating 
expenses  increased  $134,630,  or  9.10  per  cent,  the  cost  of  mainte- 
nance increased  $64,612,  or  20.59  per  cent.  This  increase  in  cost 
of  maintenance  is  partly  due  to  the  fact  that  the  properties  have 
been  maintained  in  better  condition  than  heretofore,  but  more  to 
the  large  increase  in  the  cost  of  materials  of  every  nature  entering 
into  the  construction  and  operation  of  such  properties. 

The   surplus   after   the   fixed   charges   for   the   year  ending   De- 
cember  31,    1906,    amounting   to   $523,621,   has  been   applied  as   fol- 
lows : 
To  pavment  of  5   per  cent   dividend   on  $8,500,000   preferred 

sto'ck   $425,000 

Discount  on  $250,000  consolidated  mortgage  4  per  cent  bonds     35,102 

Credited  to   depreciation  reserve 50.000 

Credited  to  profit  and  loss  surplus 13,519 

Total $523,621 

There  are  in  the  treasury  of  the  company  its  consolidated 
mortgage  4  per  cent  bonds  of  the  par  value  of  $1,078,600.  Of  these 
bonds  $351,600  were,  under  the  plan  of  reorganization,  delivered  to 
the  company  and  have  been  credited  to  depreciation  reserve; 
$227,000  were  issued  to  cover  expenses  of  extensions  and  better- 
ments paid  for  out  of  surplus  earnings,  and  $500,000  were  pur- 
chased for  investment   in   open  market. 

Washington  Traction  Company,  Springfield,  O.— Application  for 
a  receiver  was  made  at  Springfield  on  March  2  by  William  J.  Ram- 
say on  the  ground  that  the  $800,000  authorized  bonds  cannot  be 
disposed  of  and  that  the  company  has  defaulted  in  interest  on 
bonds  issued  to  pay  old  claims. 

Wellsburg  (W.  Va.)  Bethany  &  Washington  Railway.— This 
company  has  given  a  trust  deed  to  the  Wellsburg  Banking  &  Trust 
Company  to  secure  an  issue  of  $200,000  bonds  bearing  5  per  cent 
est  and  due  on  December  1,  1936.  Of  this  amount  $110,000 
bonds  have  been  subscribed  for  at  par,  $50,000  have  been  taken  by 
the  contractors  and  the  remaining  $40,000  are  reserved  to  acquire 
40  acres  of  coal  at  a  cost  of  $1,600,  the  Bethany  Light  &  Water 
Company  (cost  $7,000)  and  other  property  and  equipment  as  it  is 
required.  The  company  has  completed  over  75  per  cent  of  the 
roadway  of  the  proposed  line  from  Wellsburg  to  Bethany,  a  distance 
of  7%  miles. 

West  End  Street  Railway,  Boston. — Application  lias  been  made 
by  this  company  to  the  Massachusetts  Vailroad  commission- 
ers for  authority  to  issue  $500,000  additional  common  stock.  The 
proceeds  will  reimburse  the  Boston  Elevated  railway  for  expendir 
tures  on  the  property  from  April,   1904,   to  March  31,   1906. 


Manufactures  and  Supplies 


ROLLING   STOCK. 


Kenosha  Electric  Railway,  Kenosha,  Wis.,  Is  reported  as  soon 
to  order  six  single  truck  cars   for  city  service. 

Meridian  Light  &  Railway  Company,  Meridian,  Miss.,  has  or- 
dered   five    cars    from    the    Southern    Car    Company. 

Rockland  Thomaston  &  Camden  Street  Railway,  Rockland,  Me., 
is  building  two   freight    cars   of   40,000   pounds   capacity. 

Chattanooga  Railways  Company,  Chattanooga,  Tenn.,  has  or- 
dered 15  cars  from  the  G.  C.  Kuhlman  Car  Company. 

Rochester  Railway,  Rochester,  N.  Y..  has  placed  an  order  with 
the  G.  C.  Kuhlman  Car  Company  for  15  cars  to  be  30  feet  in  length. 

Utah  Light  &  Railway  Company,  Salt  Lake  City,  Utah,  con- 
templates the  pruchase  of  50  new  double-truck  cars  for  city 
service. 

Niagara  Gorge  Railroad,  Niagara  Falls.  N.  Y.,  is  having  two 
cars  38  feet  8  inches  in  length  built  by  the  G.  C.  Kuhlman  Car 
Company. 

Memphis  Street  Railway,  Memphis,  Tenn.,  is  reported  to  have 
placed  an  order  for  25  high-speed  semi-convertible  cars  for  fall 
delivery. 

Citizens'  Railway  &  Light  Company,  Ft.  Worth,  Tex.,  has 
placed  an  order  with  the  G.  C.  Kuhlman  Car  Company  for  five 
cars  30   feet  in   length. 

Johnstown  Passenger  Railway,  Johnstown,  Pa.,  is  having 
twelve  8-bench,  28-foot  open  cars  built  by  the  G.  C.  Kuhlman 
Car    Company. 

Indianapolis  &  Eastern  Railway,  Indianapolis,  Ind.,  has  placed 
an  order  with  the  Cincinnati  Car  Company  for  10  interurban  cars 
to  be   62   feet   In  length. 

Terre  Haute  Traction  &  Light  Company,  Terre  Haute,  Ind., 
has  ordered  10  single- truck  cars  to  be  22  feet  in  length  from  the 
Cincinnati   Car  Company. 

Denver  City  Tramway,  Denver,  Colo.,  will  consider  the  pur- 
chase of  additional  rolling  stock  as  soon  as  its  contemplated  track 
extensions    are    well   under   way. 

Columbus  Magnetic  Springs  &  Northern,  Delaware,  O.,  is  hav- 
ing two  cars  built  by  The  J.  G.  Brill  Company.  This  road  will 
purchase   additional   rolling  stock  late   this  year. 

Public  Service  Corporation  of  New  Jersey,  Newark,  N.  J.,  has 
placed  orders  since  the  first  of  January,  1907,  for  49  semi-con- 
vertible single-end  double-truck  four-motor  cars  with  The  J.  G. 
Brill   Company. 

Butler  Passenger  Railway,  Butler,  Pa.,  was  reported  in  our 
issue  of  February  2  as  having  purchased  one  closed  car.  This 
was  purchased  from  The  J.  G.  Brill  Company,  being  mounted  on 
Brill  21-E  trucks,  with  a  wheel  base  of  7  feet  6  inches,  with  body 
20   feet  long  and   for  city  service. 

Illinois  Valley  Railway,  La  Salle,  111.,  has  purchased  four 
new  interurban  cars  from  the  American  Car  Company  and  has 
just  had  delivered  one  50-foot  express  car  built  by  the  St.  Louis 
Car  Company.  Negotiations  are  under  way  for  two  additional 
interurban  cars  for  delivery  about  the  middle  of  the  summer. 

Pittsfield  Electric  Street  Railway,  Pittsfield,  Mass.,  is  having 
two  double-truck  open  cars  built  by  the  Wason  Manufacturing 
Company  in  addition  to  the  one  double  truck  closed  car  build  by  the 
same  company  and  one  double  truck  snow  plow  being  built  by  the 
Russell  Car  &  Snow  Plow  Company  reported  in  the  Electric  Rail- 
way Review  on  February  23.  The  snow  plow  is  of  a  special 
design,  being  constructed  along  the  same  line  as  those  now  in  use 
upon    steam    roads. 

Roanoke  Railway  &  Electric  Company,  Roanoke,  Va.,  as  re- 
ported in  the  Electric  Railway  Review  of  March  2,  has  ordered 
from  The  J.  G.  Brill  Company  two  full-convertible  cars  mounted 
on  Brill  27-GI  trucks.  The  car  bodies  will  be  28  feet  4  inches  in 
length  and  39  feet  over  all;  also  two  Brill  semi-convertible  cars 
30  feet  8  inches  in  length.  The  equipment  will  include  Westing- 
house  air  brakes,  4  GE-S0  motors  and  National  Brake  &  Electric 
Company's  brakes.  The  semi-convertible  cars  are  for  interurban 
use  and   the  full-convertible   cars   for  city  use. 

Lynchburg  Traction  &  Light  Company,  Lynchburg,  Va.,  has 
contracted  with  The  J.  G.  Brill  Company  for  four  full-con- 
vertible Narragansett  motor  cars,  mounted  on  Brill  27-GI  trucks. 
These  cars  will  be  2S  feet  4  inches  in  length  with  a  length  over 
all  of  39  feet,  will  be  equipped  with  4  GE-SO  motors  each  and 
Westingliouse  air  brakes.  A  special  feature  of  the  cars  will  be 
an  automatic  headlight,  the  lighting  of  which  will  be  controlled 
by  the  reverse  lever  of  the  controller,  doing  away  with  the 
three-way  switches  customary  on   the  inside  of  the  car. 

Brooklyn  Rapid  Transit  Company,  Brooklyn,  N.  Y.,  as  previ- 
ously reported,  has  placed  an  order  for  200  passenger  cars.  The 
100  surface  cars  will  be  built  by  the  John  Stephenson  Company 
at  Elizabeth,  N.  J.,  and  the  100  elevated  cars  will  be  built  by  the 
Laconia  Car  Company  and  the  Jewett  Car   Company,   each  build- 


March  16,  1907. 


ELECTRIC     RAILWAY     REVIEW 


373 


ing  50  cars.  The  surface  cars  will  cost  $6,000  each  and  the 
elevated  cars  $14,000.  Delivery  on  the  surface  cars  will  be  made 
in  July  of  the  present  year,  while  the  elevated  cars  will  come 
during'  the  late  fall,  the  first  shipments  being  due  to  arrive  in 
October.  The  elevated  cars  will  be  steel  framed  and  of  extremely 
high  motive  power.  Both  elevated  and  surface  cars  are  to  be 
equipped  with  air  brakes,  the  latter  with  storm-proof  vestibules  of 
the  latest  design.  Seating  arrangements  in  the  elevated  cars  will 
consist  of  longitudinal  seats  along  the  side  except  in  the  center 
of  the  car,  where  four  transverse  benches  will  be  placed. 

Colorado  Springs  &  Interurban  Railway,  Colorado  Springs,  Colo., 
has  ordered  the  building  of  6  double- truck  closed  cars  in  its  own 
shops.     The  details  will  be  as  follows: 

Seating  capacity 36  persons       Width,  inside 7  ft.  3  in. 

Weight 3S.000  lbs.  Over  all »  It- 
Wheel  base 5  ft.   10  in.        Body    ■    Wood 

Length,  bodv 25  ft.  5Vb  in.        Underframe 1  beam-side  sills 

Over  vestibule 36  ft  5%  in. 

Over  all 37  ft.  5%  in. 

Special    Equipment. 

Air    brakes Westinghouse       Sanders .Co    standard 

Axles  Cambria       Seats    Hale  &  Kilburn 

Heating  system Consolidated        Trolley  poles  and  attachments 

Headlights   United  States  . .  .Nuttall 

Interior  finish    Oak       Varnish     Valentine 

Motors    4  GB-67        Vestibule    Both    ends 

Steps    Stanwood 

SHOPS  AND  BUILDINGS. 


Aurora  Elgin  &  Chicago  Railway.— This  company  is  erecting  a 
brick  building  which  will  be  used  for  an  employes'  wash-room  and 
for  an  oil  storage  house  on  property  located  near  the  present  car 
house  at  Wheaton,  111.  The  employes'  room  will  be  provided  with 
shower  baths.  75  lockers,  etc.  The  tanks  in  the  oil-house  will  be 
so  located  that  barrels  of  oils  may  be  rolled  from  the  cars  and 
emptied  directly  into  the  tanks  at  the  same  level.  Plans  are  also 
being  made  for  an  addition  to  the  south  end  of  the  car  house  for 
a  paint  and  carpenter  shop. 

Boston  &.  Worcester  Street  Railway. — This  company  has  pur- 
chased S'A  acres  of  land  at  South  Framingham,  Mass.,  for  the  erec- 
tion of  a  new  car  house. 

Denver  (Colo.)  City  Tramway  Company. — This  company  is  mak- 
ing plans  for  two  new  carhouses  and  an  entirely  new  layout  of 
repair  shops.  A  parcel  of  land.  61  acres  in  extent,  has  been  pur- 
chased, well  located  on  the  Denver  JSiorth western  &  Pacific  (Mof- 
fatt)  Railroad  and  the  Colorado  &  Southern  Railroad. 

Evansville  &  Southern  Indiana  Traction  Company. — This  com- 
pany will  erect  a  two-story  brick  building  at  Princeton,  Ind.,  for 
a  freight  and  passenger  station  and  car  house.  The  cost  is  esti- 
mated at  $20,000.     R.  R.   Smith,  Evansville,   Ind.,   general  manager. 

Ft.  Wayne  &  Wabash  Valley  Traction  Company.— An  option 
has  been  taken  on  some  property  on  Main  and  Seventh  streets, 
Lafayette,  Ind.,  on  which  it  is  proposed  to  erect  a  passenger 
station. 

Indianapolis  &  Louisville  Traction  Company. — The  car  house  at 
Scottsburg.  Ind.,  is  now  nearing  completion.  The  building  is  of 
brick  and  steel  construction,  179  by  76  feet  in  area,  and  will  contain 
four  tracks,  with  accommodation  for  16  cars.  The  building  will 
also  contain  offices  for  the  general  manager  and  engineers  as  well 
as  a  room  for  the  trainmen.  Plans  have  been  prepared  for  a  two- 
story  brick  station  building. 

Meridian  Light  &  Railway  Company. — This  company  proposes 
to  build  a  car  barn  of  brick  and  steel  structure  175  by  225  feet 
in  area  at  Meridian,  Miss.  The  building  will  also  contain  a  ma- 
chine shop,  carpenter  shop  and  paint  shop.  A.  B.  Paterson,  presi- 
dent and   manager,   Meridian,   Miss. 

Minneapolis  Rochester  &  Dubuque  Traction  Company. — The  citi- 
zens of  Decorah,  la.,  have  donated  20  acres  of  land  as  a  site  for  the 
shops  of  this  company,  which  proposes  to  build  a  line  from  Min- 
neapolis. Minn.,  to  Dubuque,  la.  W.  P.  Mason  of  Minneapolis  is 
the   promoter. 

Omaha  &  Council  Bluffs  Street  Railway. — It  is  reported  that 
this  company  will  begin  this  spring  or  summer  the  construction 
of  a  large  car  barn  in  Omaha  to  replace  the  present  one  at  Twen- 
tieth and  Harney  streets,   at  a  cost  of  $75,000. 

Steubenville  &  East  Liverpool  Railway  &  Light  Company. — It  is 
reported  that  this  company  has  purchased  a  tract  of  land  just  west 
of  East  Liverpool,  O.,  on  which  to  build  extensive  car  barns  and 
repair  shops.     J.  C.  Rothery,  East  Liverpool,  general  manager. 

Washington  Baltimore  &  Annapolis  Electric  Railway. — It  is  re- 
ported that  a  contract  Is  to  be  let  this  month  for  a  car  repair  ;hop 
at  Odenton,  Md.     Office  S01   Maryland  Trust  building,  Baltimore. 


TRADE   NOTES. 


Jewett     Car    Company.     Newark,     O.,     is    preparing    plans    for 
the  erection  of  an  additional   i  hop. 

Railway  Steel    Spring   Company,    71    Broadway,    New   York,    has 
declared    Its    reg  fll    Idi  ad    of    2    per   cent   on    its 

common   stock,   payable  April  4 

Westinghouse  Companies,   Pittsburg    an    i-i-hN  to  have  made 

annoi  id  ay    with    the  Niagara 

orl    &   Ontario    Powi  pply    the    power   for   a 

large  manufacturing  plant   which   it   is     stated  will  be  erected  at 


Lockport,  N.  Y.,  by  the  Westinghouse  interests,  giving  employment 
to  about  5,000   people. 

Wason  Manufacturing  Company,  Springfield,  Mass.,  is  reported 
to  have  confirmed  the  report  that  its  car  building  plant  has  been 
sold   to  The  J.   G.    Brill   Company,   Philadelphia. 

American  Car  &  Foundry  Company,  St  Louis,  has  declared  its 
regular  quarterly  dividend  of  1?4  per  cent  on  its  preferred  and 
one-half  of  1  per  cent  on  its   common  stock,  payable  April  1 

Howard  M.  Post,  who  recently  was  appointed  advertising  man- 
ager of  the  Quincy  Manchester  Sargent  Company,  Chicago,  has  ac- 
cepted the  position  of  advertising  manager  of  the  Western  Electric 
Company. 

Eugene  H.  Lewis,  a  prominent  member  of  the  legal  department 
of  the  General  Electric  Company,  died  in  New  York  on  March  1. 
He  was  at  one  time  attorney  for  the  Schenectady  (N.  Y.)  Railway 
Company. 

Youngstown  Car  Manufacturing  Company,  Youngstown,  O.,  will 
hereafter  handle  the  industrial  car  business  in  the  states  of  Ohio, 
West  Virginia  and  Western  Pannsylvania,  formerly  conducted  under 
the  supervision  of  the  Ernst  Wiener  Company. 

Ailis-Chalmers  Company,  Milwaukee,  has  received  an  order 
from  the  Bristol  Tramway  Company,  Limited,  of  Bristol,  Eng.,  for 
a  large  vertical  cross  compound  engine.  This  company  has  al- 
ready in  use  one  engine  of  this  type  at  its  Bristol  plant. 

Wolff  Truck  Manufacturing  Company,  Chicago,  has  been  or- 
ganized to  manufacture  and  deal  in  rolling  stock  and  motors. 
The  company  is  capitalized  at  $24,000.  The  incorporators  are: 
George  W.  Manierre,  96  Clark  street,  Chicago;  Frederick  W. 
Lester   and    Alvin   McElroy. 

Humphrey  Trolley  Wheel  Company,  Monroe,  Mich.,  has  been 
organized  to  manufacture  a  newly  patented  trolley  wheel  for 
electric  cars.  The  officers  of  the  company  are:  President,  Henry 
L.  Humphrey,  371  Chene  street,  Detroit;  vice-president,  O.  J. 
Leonard;  secretary,  A.  B.  Braydon,  and  treasurer,  N.  J.  Leonard, 
all  of  Monroe,   Mich. 

Dossert  &  Co.,  242  West  Forty-first  street,  New  York,  an- 
nounces that  the  Western  Electric  Company  has  adopted  the 
Dossert  solderless  joint  throughout  in  the  electrical  equipment 
of  its  new  plant  at  Hawthorne,  111.  It  is  stated  that  this  me- 
chanical joint  saves  more  than  two  feet  of  cable,  the  cost  of 
which  is  equal  to  that  of  the  joint  itself. 

Siliker  Car  Works,  Limited,  Halifax,  N.  S.,  reported  in  the 
Electric  Railway  Review  of  January  19  as  having  been  incor- 
porated with  a  capital  stock  of  $125,000  for  the  purpose  of 
manufacturing  street  cars,  has  purchased  20  acres  of  land  in 
Halifax  as  a  site  for  its  plant,  and  work  will  be  commenced 
upon   its   construction  as   soon  as  the   weather   will   permit. 

Cleveland  Pneumatic  Tool  Co.,  Cleveland,  has  established  a  new 
department  for  the  manufacture  of  mining  drills  and  will  make  a 
new  pattern  of  air  hammer  rock  drills.  G.  H.  Hall,  formerly  with 
the  Gardner  Electric  Drill  &  Machine  Company,  has  been  placed 
in  charge  of  this  department.  A  new  office  has  recently  been 
opened  by  the  company  at  6  East  Sixth  street,  Chattanooga,  Tenn., 
in  charge  of  R.  P.  Decker. 

Electric  Service  Supplies  Company  of  Philadelphia  and  Chi- 
cago announces  that  in  addition  to  the  territory  of  Philadelphia 
and  Chicago,  which  it  already  controls,  it  has  been  given  the 
territory  surrounding  Pittsburg  for  the  sale  of  the  full  line  of 
Sterling  insulating  material.  A  full  stock  of  Sterling  insulating 
varnish,  black  plastic  insulator,  etc.,  will  hereafter  be  carried 
in    stock   at   its   new   Pittsburg   warehouse. 

Robert  E.  Carrick  of  Philadelphia,  Pa.,  formerly  general  su- 
perintendent of  the  Unit  Concrete  Steel  Frame  Company  of 
Philadelphia  and  more  recently  with  Tucker  &  Vinton,  New 
York,  in  the  capacity  of  general  engineer,  has  joined  the  engi- 
neering corps  of  the  General  Fireproofing  Company  of  Youngs- 
town, O.  Mr.  Carrick's  experience  has  been  extensive  in  laying 
out  and  superintending  the  construction  of  reinforced  concrete 
work,  and  with  the  General  Fireproofing  Company,  his  interest 
will  be  centered  in  the  sale  and  installation  of  pin-connected 
girder  frames.  The  type  of  the  girder  reinforcement  developed 
in  this  product  is  claimed  by  the  General  Fireproofing  Company 
to  possess  an  exclusive  feature,  in  that  it  provides  a  complete 
mechanical  tie  by  a  link  and  pin  connection  over  each  column  or 
beam  intersection,  a  tie  which  does  not  in  any  way  depend  upon 
the  adhesion  of  the  concrete   to  the  steel. 

J.  R.  Lovejoy  has  been  appointed  general  manager  of  the  sales 
department  of  the  General  Electric  Company,  Schenectady,  N.  Y. 
Mr.  Lovejoy  has  long  been  known  to  the  electrical  fraternity,  and 
this  title  is  a  formal  recognition  of  the  responsibilities  with  whicli 
he  has  practically  been  charged  for  the  last  two  or  three  years. 
Mr.  Lovejoy  was  born  at  Columbus,  O.,  in  1863.  After  a  post-grad- 
uate course  at  the  Ohio  State  University,  from  which  he  received 
the  degree  of  bachelor  of  science,  he  entered  the  employ  of  the 
Thomson-Houston  Electric  Company,  of  Lynn,  Mass.,  In 
1886.  Here  he  gained  his  practical  experience  and  graduated  from 
what  was  then  known  as  the  "expert  course"  to  take  Up  engi- 
neering work  In  the  Boston  office  of  the  company,      later  his  time 

devoted    to   executive  duties   at   headquarters,   and 
Thomson-Houston   Company  was  merged  into   the   General    Electric 

Companj    In    L892,   he  became  general   manager   of    pply   de- 

partment.     In  1900  he  was  also  made  manager  of  thi    i  illway  and 
lighting   departments  of  the  General    Blectrii    Compan;        B 

nd     i    dli in  oral   subsidiary   companies,    and    Is    a 

i  .      lor  and  member  of  the  executive  committee  of  the  Schenectady 


374 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  11. 


Trusl    Company,    being    one    of    the    organizers    of    that    concern. 

Hi  I  i  member  of  the  American  Institute  of  Electrical  Engi- 
'"  <'is.  the  Franklin  Institute  and  the  American  Society  for  the  Ad- 
vancement of  Science.' as  well  as  several  organizations  pertaining 
to  electrical  science.  In  addition  to  his  diversified  business  duties, 
Mr.  Lovejoy  rinds  time  to  take  an  active  part  in  promoting  the  wel- 
fare of  the  Mohawk  Golf  Club  of  Schenectady,  of  which  lie  is 
president.  He  is  also  a  member  of  the  Mohawk  Club  of  Schenec- 
tady and  the  University  Club  of  New  Tork.  For  many  years  Mr. 
Lovejoy  has  been  interested  In  the  subject  of  archaeology  so  far 
as  it  is  related  to  implements  of  the  Stone  Age,  particularly  Indian 
arrow  heads,  of  which  he  has  made  a  noted  collection.  Mr.  Love- 
joy's  home  and  principal  office  is  still  situated,  as  for  several 
years   past,   at   Schenectady. 

Baldwin  &  Rowland  Switch  &  Signal  Company  of  New 
Haven.  Conn.,  reports  a  very  satisfactory  and  progressive  busi- 
ness for  its  multiple  interlocking  recording  block  signal.  Among 
the  recent  orders  are  three  sets  for  the  International  Railway 
Company  of  Buffalo.  N.  Y..  three  sets  for  the  Bay  Shore  Ter- 
minal Company  of  Norfolk,  Va.,  and  four  sets  for  the  Norfolk 
.&  Portsmouth  Traction  Company  of  Norfolk,  Va.  The  Inter- 
national  Railway  Company  of  Buffalo,  N.  Y.,  has  been  using  this 
Signal  for  two  years  and  is  evidently  well  pleased  with  it.  Among 
other  satisfied  users  are  the  following:  Consolidated  Railway 
Company,  New  Haven,  Conn.,  Rochester  Syracuse  &  Eastern 
Railway  Company,  Syracuse,  N.  Y.,  Auburn  &  Syracuse  Electric 
Railroad  Company,  Syracuse,  N.  Y.,  Syracuse  Rapid  Transit  Com- 
pany, Syracuse,  N.  Y.,  Altoona  &  Logan  Valley  Electric  Railway 
Company,  Altoona,  Pa.,  Central  Pennsylvania  Traction  Company. 
Harrisburg,  Pa.,  Farmington  Street  Railway  Company.  Hartford, 
Conn. 

J.  G.  Brill  Company,  Philadelphia,  as  reported  in  the  Electric 
Railway  Review  of  February  23,  has  announced  the  reorganization 
of  its  company,  the  new  name  being  The  J.  G.  Brill  Company. 
The  capital  stock  has  been  increased  from  $6,000,000  to  $10,000,000, 
one-haif  of  which  is  preferred  7  per  cent  cumulative  stock  and 
the  remaining  one-half  common  stock.  The  new  company  owns 
all  the  stock  of  its  subsidiary  companies  and  each  will  be  oper- 
ated separately  by  the  new  company.  A  portion  of  the  shares 
were  reserved  to  provide  for  the  purchase  of  another  plant  and 
additional  working  capital.  No  great  change  was  made  in  the 
personnel  of  the  company,  the  officials  being  as  follows:  President, 
James  Rawle;  vice-president,  John  A.  Brill;  second  vice-presi- 
dent and  general  manager,  Samuel  M.  Curwen;  secretary,  M. 
Herman  Brill;  treasurer,  Edward  Brill;  assistant  treasurer,  Ed- 
ward P.  Rawle;  assistant  secretary  and  general  manager  sales 
department,  W.  H.  Heulings,  Jr.,  and  secretary  to  president, 
J.   W.   Rawle. 

W.  S.  Barstow  &  Co.,  New  York  artd  Portland,  Ore.,  have 
materially  enlarged  their  drafting  force  to  meet  the  demands  of 
their  increasing  business.  Thomas  Richardson,  who  has  had  a 
thorough  experience  in  power  plant  design,  is  at  the  head  of  the 
department.  During  the  time  he  was  connected  with  West- 
inghouse.  Church,  Kerr  &  Co.  he  was  identified  with  the  design 
of  the  Kingsbridge  power  station  of  the  Metropolitan  Street  Rail- 
way of  New  York  and  several  other  power  plants.  Harold  S. 
Richmond,  C.  E.,  a  graduate  from  the  Norwich  University  of 
Vermont  and  a  post-graduate  at  the  Thayer  School  of  Civil  Engi- 
neering of  Dartmouth  College,  is  in  charge  of  the  steel  structural 
designing.  Mr.  Thayer  has  been  connected  with  the  Boston 
Bridge  Works  and  Riverside  Bridge  Company  as  assistant  engi- 
neer in  the  bridge  department  of  the  Boston  &  Maine  Railroad 
and  later  with  the  structural  department  of  Westinghouse, 
Church,  Kerr  &  Co.  The  drafting  department  of  the  company 
now   numbers  about  30  men,   covering  all   branches  of  engineering. 


ADVERTISING    LITERATURE. 


McClintock  Manufacturing  Company.  St.  Paul,  Minn— "The 
McClintOck  Crossing  Signal  for  Electric  Railways"  is  the  title  of 
an  illustrated  pamphlet  recently  issued  by  this  company.  The 
apparatus  consists  of  a  signal  tower,  time  element,  circuit  breaker, 
bell,  starting  relays  and  insulated  rail  sections.  A  diagram  is  pre- 
sented showing  the  combination  for  use  on  single-track  lines  and 
a  similar  diagram  shows  the  arrangement  for  double-track  lines. 
The   apparatus   is   briefly   described. 

Cutler-Hammer  Manufacturing  Company,  Milwaukee.  Wis. — "A 
Tale  of  Two  Types"  is  the  title  of  a  pamphlet  published  for  the 
purpose  of  placing  before  electric  motor  manufacturers  and  othei 
purchasers  of  starting  rheostats  facts  concerning  the  two  types 
of  starting  boxes  known  as  "ventilated"  and  "enclosed."  The 
Cutler-Hammer  Manufacturing  Company  is  the  producer  of  both 
types  and  should,  therefore,  be  in  a  position  to  speak  advisedly 
concerning  the  relative  merits  of  the   two  types. 

Goheen  Manufacturing  Company.  Canton,  O. — A  very  useful 
engineer's  contract  book  has  been  published  by  this  company, 
which  will  no  doubt  be  found  of  the  greatest  value  to  engineers, 
managers,  contractors,  and,  in  fact,  to  anyone  connected  with 
the  contracting  business.  This  book  has  ruled  and  printed  forms 
IS  by  23  inches,  which  have  been  especially  arranged  for  keeping 
a  complete  record  of  contracts  in  a  form  adapted  for  a  con- 
venient reference.  The  minutest  details  relating  to  a  contract 
are  found  on  these  sheets,  also  a  blank  space  for  general  remarks. 
Perforations  permit  the  sheet  to  be  easily  removed.  The  book 
contains  contract  blanks  for  street,  paving,  sewers,  sidewalks, 
pumping  machinery,  pumping  stations,  standpipes  and  founda- 
tions, power  station  buildings,  machinery  and  boilers,  electric  road 
overhead   construction,    electric    roa.l    track    construction,    cars   and 


equipment,  electric  light  and  power  equipment,  underground  tub- 
ing, underground  conduit  and  contract  blanks  for  the  construc- 
tion of  buildings  of  any  description.  A  particularly  advantaK' ious 
scheme  carried  out  in  this  book  is  the  placing  of  complete  de- 
tailed specifications  for  the  preservation  of  steel  work  and  general 
painting  with  the  Goheen  Manufacturing  Company's  products. 
As  many  of  these  books  as  required  may  be  had  for  the  asking 
and  should  be  found  in  every  engineers'  and  contractors'  ofli 

Railway  Steel-Spring  Company,  71  Broadway,  New  York. — A 
handsome  catalogue  has  been  issued  by  this  company  to  show  a 
few  of  the  various  types  of  its  springs  used  throughout  the  United 
States  and  in  many  foreign  countries  for  locomotive,  passenger  car 
and  freight  car  equipment,  as  well  as  for  street  and  interurban 
cars  and  machinery.  Owing  to  the  large  number  of  styles  manu- 
factured, it  has  been  impossible  to  show  the  entire  product  of  the 
company,  but  distinctive  types  which  are  standard  for  various 
classes  of  service  are  shown  by  engravings  from  photographs. 

Dielectric  Manufacturing  Company,  St.  Louis.  Mo. — Bulletins 
Nos.  1  and  2  are  the  first  of  a  series  which  are  to  be  issued  by  this 
company  In  the  interests  of  its  line  of  insulating  varnishes,  paints 
and  compounds.  Bulletin  No.  1,  which  is  illustrated  with  engrav- 
ings from  photographs  taken  in  the  chemical  and  electrical  labora- 
tories of  the  company,  discusses  problems  of  modern  coil  impreg- 
nation. Bulletin  No.  2  is  arranged  in  tabular  form  and  presents 
condensed  data  about  the  Dielectric  standard  insulating  materials, 
indicating  the  insulation  suitable  for  particular  classes  of  work  and 
the   manner   in    which   it  may  best   be  handled. 

Ingersoll-Rand  Company,  11  Broadway,  New  York,  N.  Y. — 
"Rand  Rock  Drills"  is  the  subject  of  catalogue  No.  46.  which 
contains  S4  pages  and  has  a  large  number  of  illustrations.  The 
catalogue  matter  is  specially  divided  for  the  purpose  of  adequately 
treating  the  several  lines  of  apparatus.  Rand  drills  are  fully 
described  in  their  various  details  and  full  information  is  given 
as  to  sizes,  capacities  and  other  parts,  together  with  further  data, 
including  prices.  Some  of  the  other  products  of  the  company  are 
briefly  mentioned  and  a  list  is  presented  of  the  various  Ingersoll- 
Rand   publications  which   may  be  obtained   on  application. 

International  Correspondence  Schools,  Scranton,  Pa. — The  fif- 
teenth anniversary  of  the  International  Correspondence  Schools 
which  was  celebrated  at  Scranton,  October  16.  1906.  has  been  re- 
corded in  a  handsome  memorial  which  contains  the  addresses  of 
the  various  speakers  and  the  program  which  was  followed  for  the 
occasion.  The  publication  is  designed  to  set  before  educators,  en- 
gineers, manufacturers,  members  of  the  press  and  others  who 
might  be  interested  and  who  were  invited  but  were  unable  to  at- 
tend the  ceremonies,  the  methods  in  text-book  preparation,  in 
teaching  by  mail,  and  in  securing  the  use  of  their  courses  of  in- 
struction  by  the  public. 

General  Electric  Company,  Schenectady,  N.  Y. — Type  CQ  mo- 
tors of  from  1-6  to  20  horsepower  are  briefly  described  in  Bulletin 
No.  44S6  with  respect  to  design,  construction  frame,  pole  pieces, 
bearing  heads  and  bearings,  field  coils,  armature  and  commutator 
and  other  features.  Railway  signals,  top-mast,  direct-connected 
two  and  three-position  type  are  the  subject  of  Bulletin  No.  4484. 
A  number  of  illustrations  are  presented  showing  this  type  of  sig- 
nal in  use  on  the  Baltimore  &  Ohio  and  its  points  of  advantage 
are  also  stated.  Bulletin  No.  4482  issued  in  the  interests  of  the 
lighting  department  is  entitled  "A  Guide  to  the  Design  of  Medium 
and  Small  Capacity  Central  Station  Switchboards."  Bulletin  No. 
44S1  describes  "Signal  Relays"  for  use  in  connection  with  the  rail- 
way signal  apparatus  which  is  a  product  of  the  General  Electric 
Company. 


WEAR    WELL    LEATHER    PACKINGS. 

It  is  interesting  to  note  how  the  modern  demand  for  high-class 
work  has  led  to  specialization  in  the  manufacture  of  even  the 
smallest  details  of  a  machine.  It  was  at  one  time  the  custom  for 
engineers  to  cut  out  their  own  packing  for  gaskets,  glands,  etc., 
but  with  the  advancement  in  the  designs  of  modern  machinery  a 
greater  perfection  and  nicety  of  adjustment  than  could  be  secured 
by  the  older  methods  are  demanded.  This  is  particularly  true  of 
the  many  leather  packings,  gaskets  and  washers  required  by  the 
ever-increasing  use  of  pneumatic  and  hydraulic  machinery,  and  to 
fulfill  this  growing  demand  for  leather  packings  of  superior  quality, 
the  Detroit  Leather  Specialty  Company.  Detroit.  Mich.,  has  taken 
up  the  manufacture  of  "Wear  Well"  leather  packings  for  such  pur- 
poses. The  necessity  of  having  packings  of  this  nature  manufac- 
tured by  specialists  in  this  particular  field  will  be  realized  when 
it  is  considered  that  different  classes  of  machinery  will  require 
leather  of  different  thickness  and  flexibility  as  well  as  leather  which 
has  been  treated  in  a  scientific  manner  to  meet  the  demands  of  the 
particular  service  which  it  is  to  fulfill.  In  order  to  make  packings 
which  will  exactly  meet  the  requirements  of  any  service  it  is  neces- 
sary that  they  shall  be  made  to  order  rather  than  that  the  nearest 
stock  size  of  packing  shall  be  used,  as  was  formerly  the  custom.  It 
will  be  readily  understood  why  the  old-time  home-made  washers 
gave  unsatisfactory  results  when  it  is  taken  into  consideration  that 
the  dies  which  were  used  in  making  them  were  generally  improperly 
formed.  The  Detroit  Leather  Specialty  Company  makes  a  study  of 
each  case  and  furnishes  packings  which  in  its  expert  judgment  will 
most  satisfactorily  meet  the  stated  conditions.  These  packings  are 
made  in  all  sizes,  from  the  smallest  to  any  size  desired.  Should, 
however,  any  one  desire  to  make  his  own  packings  he  can  se- 
cure "Wear- Well"  valve  leather,  which  is  the  company's  product, 
in  backs  of  any  thickness  from  %  to  %  of  an  inch,  tanned  to  meet 
the  requirements  of  the  service  specified. 


Chicago:  160  Harrison  Street 


Vol.  XVII,  No.  12 


PUBLISHED  EVERY  SATURDAY  BY  THE  WILSON  COMPANY,  CHICAGO 

Entered  at  the  Postoffice,  Chicago.  111.,  as  Second-class  Matter. 
Subscription  in  advance,  including  special  daily  editions  published  from 
time  to  time  in  places  other  than  Chicago,  postage  free,  82: 
Foreign,  $5;  Single  Copy,  10  cents. 

CHICAGO,  MARCH  23,  1907 


New  York:  150  Nassau  Street 


Whole  No.  204 


TABLE    OF    CONTENTS. 


Editorial — 

— Three-Cent  Fares  in  Politics 375 

— Three-Wire    Telephone   Circuits 375 

— Japanese   Oak   Ties   for   California 375 

— Report  on  Curve  Mechanics 375 

— Booster  Versus  End-Cell  Regulation 378 

— London's    Lesson    376 

— The  Future  of  the  Steam  Boiler 376 

Annual  Reports  of  Railways— 

— International    Traction   Company,    Buffalo 378 

— United    Railways   of   St    Louis 379 

Shops  of  the  North  Jersey  Division   of   the  Public   Service   Cor- 
poration (Illustrated)   380 

Progress  of  the  Traction  Campaign  in  Chicago. ." 384 

Report  of  a  Board  of  Engineers  on  New  York  Central  Locomo- 
tives as  Relating  to  the  Woodlawn  Wreck  (Illustrated) 385 

Handling  Baggage  in  Connection  with  Steam  Roads 389 

Special  Signals  at  Car  Houses 389 

Extension  of  a  Pioneer  Single-Phase  Line  in  California 390 

Safety  of   Electric   Locomotives 390 

Experiments  with  Concrete  Ties 391 

Hearing  on  Milwaukee  Electric  Railway  Service  Is  Resumed 393 

Train  Dispatching  on  the  Lima  &  Toledo  Railway  (Illustrated).   394 
Central  Electric  Railway  Association  Committees  Appointed. ..  .395 

Shelter  Sheds  on  the  Illinois  Valley  Railway  (Illustrated) 395 

Standard    Track    Construction    in   Paved    Streets    at   Ft.    Wayne, 
Ind.    (Illustrated)    396 


New  Power  Station  for  Roanoke  Railway  &  Electric  Company.. 396 

Fuel    Tests    Under    Steam    Boilers    (Illustrate!) ...397 

Operating  Features  of  Reacting  Turbines 399 

Piping   and    Power   Station    Systems— XXXIV.     By  W.    L.    Mor- 
ris  (Illustrated )    400 

Recent    Electric    Railw^     Legal    Decisions.     By    .7.    L.    Rosen- 

berger    401 

News  of  the  Week — 

— Central  Electric  Railway  Association 402 

— Philadelphia  Traction  Situation   402 

—Both  Car  Gates  Open  in  New  York 402 

—Rapid  Transit  Affairs  in  New  York 402 

— Transfer  Rule  Upheld    402 

— Iowa  Street  and  Interurban    Railway  Association 402 

— Legislation  Affecting  Electric   Railways 403 

Construction  News — 

— Franchises   404 

— Incorporations   405 

— Track  and  Roadway  405 

— Power  Houses  and  Substations 407 

Personal    Mention    408 

Financial  News   408 

Manufactures  and  Supplies — 

—Rolling  Stock    409 

— Shops  and  Buildings   409 

— Trade  Notes   410 

— Advertising   Literature    410 


Japanese  oak  is  now  being  used  for  ties  in  California.  It 
hardly    seems    credible    that   hardwood    timber    is    so    scarce 

and  the  transportation  facilities  so  over- 
Japanese  taxed  in  our  western  states  that  oak  ties 
Oak  Ties  for  can  be  purchased  in  Japan,  and  shipped  to 
California.  California  to  be  sold  there,  duty  paid,  at  a 

lower  price  than  ties  made  from  local  red- 
wood. That  this  is  practicable  is  evidenced  by  a  recent  pur- 
chase of  1,500,000  Japanese  oak  ties  for  the  Southern  Pa- 
cific Railway  and  about  50,000  for  an  extension  of  the  Vallejo 
•Benicia  &  Napa  Valley  electric  road  near  San  Francisco. 
These  ties  have  now  been  delivered,  and  at  a  lower  cost  to 
the  purchaser  than  soft  redwood  ties  of  smaller  dimensions 
could  have  been  purchased  in  the  local  market.  The  timber 
is  said  to  be  equal  to  our  best  white  oak. 


railway  engineers  and  the  professors  in  charge  of  the  rail- 
way engineering  in  our  technical  schools. 


The  Woodlawn  wreck  in  the  New  York  Central  electric  zone 
on    February   16,   last,   has   been   the   subject   of   an    unusual 

amount  of  scientific  investigation  and  dis- 
Report  on  cussion     by    engineers    under    the   head   of 

Curve  "Curve  Mechanics."     The  object  of  these  in- 

Mechanics  vestigations  has  been  to  ascertain  the  initial 

cause  of  the  derailment,  but  thus  far  no  defi- 
nite cause  has  been  announced.  A  theoretical  discussion  by 
a  board  of  engineers  relating  to  the  differences  between  the 
steam  and  the  electric  locomotives  of  the  New  York  Central, 
the  effect  on  track  due  to  centrifugal  force,  and  to  the  skewing 
of  the  wheel  base,  is  published  elsewhere  in  this  issue.  The 
calculations  relating  to  centrifugal  force  were  so  simple  that 
there  was  a  general  agreement  as  to  the  results,  but  in  that 
portion  of  the  investigation  relating  to  the  skewing  of  the 
wheel  base  various  elements  in  the  problem  of  necessity  were 
assumed,  and  there  was  not  a  general  agreement  as  to  the 
results.  The  numerical  results  at  first  given  out  were  subject 
to  correction,  and  the  incorrect  figures  or  formulas  were  pub- 
lished by  a  number  of  technical  journals  last  week.  We  are 
pleased  to  present  the  report  of  the  board  of  experts  as  it  has 
been  finally  revised;  this  will  be  found  an  interesting  investi- 
gation of  a  subject  which  has  received  too  little  attention  from 


Three-cent  street  railway  fares,  in  the  opinion  of  Mayor 
Johnson   of  Cleveland,   supply   the    long-looked-for    issue    on 

which  the  democratic  party  is  to  regain  the 
Three-Cent  presidency.      The  following   is   his   view  of 

Fares  the   situation:      "Three-cent   fares   and   uni- 

In   Politics.  versal    transfers     made     me     three    times 

mayor  of  Cleveland,  which  was  once  a  re- 
publican stronghold.  The  odds  against  the  democratic  party 
in  the  state  and  nation  in  proportion  to  the  population  are 
not  any  greater  than  the  odds  against  the  democratic  party 
in  Cleveland  when  I  entered  the  political  ring."  Just  what 
would  become  of  this  issue  if  someone  should  suggest  2-cent 
fares  or  take  up  his  own  panacea  of  free  rides,  "like  ele- 
vator service,"  Mayor  Johnson  does  not  say.  He  does 
prophesy,  however,  that  "the  world  will  have  3-cent  street 
car  fare  and  universal  transfers  soon.  I  want  my  state  and 
nation  to  be  the  first.  Japan  has  already  made  a  start." 
Tom  Johnson  and  the  municipal  ownership  enthusiasts  have 
always  asserted  that  Glasgow  people  were  already  enjoying 
2-cent  fares,  although  for  the  shortest  distances  and  without 
any  transfers.  Although  there  are  really  no  long  hauls  in 
Glasgow,  the  burghers  would  as  readily  think  of  giving  free 
rides  as  of  establishing  3-cent  fares  good  over  all  the  city 


When  the  single-phase  line  of  the  Vallejo  Benicia  &   Napa 
Valley    Railway    was    first    operated,    some    two    years    ago, 
current  was  distributed  at  750  volts  on  the 
Three-Wire  trolley  wire.    Later,  the  operating  conditions 

Telephone  warranted  raising  the  operating  potential  to 

Circuits.  3,300  volts.     With  this  change  some  trouble- 

some effects  made  themselves  known  on  the 
telephone  system  with  which  the  cars  are  dispatched.  Obvi- 
ously these  disturbances  were  caused  by  inductance,  since 
the  telephone  wires  were  supported  on  the  poles  almost 
directly  between  the  two  sides  of  a  single-phase  circuit,  the 


376 


ELECTRIC     RAILWAY     REVIEW 


Vol.   XVII.   No.   12. 


overhead  trolley  and  the  track  return.  For  pari  ol  the  route 
the  telephone  wires  were  also  paralleled  bj  a  high-tension 
transmission  lino.  These  conditions,  while  nol  uncommon 
with  single-phase  roads,  were  probably  more  troublesome  in 
this  instance  because  of  the  unusual  design  of  the  ovi  rhead 
construction.  The  single  scheme  by  which  the  telephone 
system  was  practically  freed  from  inductance  disturbances, 
comprised  the  stringing  of  a  third  wire  similar  to  those  of 
the  telephone  circuit  and  about  one-half  mile  long.  This 
half-mile  of  wire  was  placed  on  the  poles  as  close  to  the 
operating  telephone  wires  as  mechanical  details  would  per- 
mit, about  6  inches.  The  auxiliary  wire  when  well-grounded 
to  the  track  so  disturbed  the  field  in  which  the  telephone 
lines  were  that  annoying  effects  from  inductance  practically 
disappeared.  The  simplicity  of  this  method  and  its  effec- 
tiveness commend   it  for  trial  elsewhere. 


LONDON'S    LESSON. 


Prior  to  the  election  of  March  2.  the  London  County 
Council  consisted  of  83  socialists  or  progressives,  as  they 
have  named  themselves,  34  moderates  and  one  independent. 
The  result  of  the  election  is  a  distinct  reversal  of  these 
figures.  The  new  council  will  contain  79  moderates.  36 
socialists  and  three  representatives  of  organized  labor.  Thus. 
by  a  sudden  culmination  of  long-lasting  resentment  at 
municipal  extravagance  and  incompetence,  the  people  have 
overthrown  a  socialist  majority  equal  to  69  per  cent  of  the 
council.  The  new  socialist  minority  comprises  but  36  per 
cent  of  the  council.  The  cause  of  this  great  change  is  not 
found  in  any  single  recent  event,  but  lies  in  the  history  of 
a  series  of  related  experiments  whose  present  signal  failure 
and  folly  should  be  a  warning  to  every  community. 

The  county  council  was  established  18  years  ago  to 
govern  the  immense  area  surrounding  London  which  has  not 
been  admitted  to  the  city  proper.  From  the  beginning  the 
control  of  the  council  has  been  in  the  hands  of  the  socialists. 
Their  defeat  now  is  the  sequel  to  the  recent  defeat  of  the 
socialist  element  in  the  city  of  London.  Both  events  are  the 
result  of  extreme  municipalization  carried  to  a  logical  con- 
clusion. In  the  18  years  the  debt  of  London  increased  to 
$515,000,000,  and  the  annual  budget  of  the  county  and  par- 
ishes to  $105,000,000.  Taxes  rose  until  they  approached  con- 
fiscation. This  will  be  appreciated  when  it  is  recalled  that 
taxes  in  London  are  paid  by  householders  or  tenants  and 
are  based  upon  annual  rentals;  and  that  in  some  London 
boroughs  the  tax  rate  had  become  50  per  cent  of  the  annual 
rent,  and  the  average  tenant,  paying  about  $500  per  annum 
for  rent,  was  burdened  by  taxes  in  the  sum  of  $185  yearly. 
The  taxes,  together  with  the  enormous  amounts  obtained  by 
the  creation  of  increased  indebtedness,  were  expended  in  the 
establishment  or  maintenance  of  municipally-conducted  en- 
terprises. Although  the  acquisition  of  the  properties  of  the 
water  companies  which  supply  the  city  of  London  and  the 
creation  of  a  sewage  system  may  have  been  legitimate,  the 
cost  of  these  undertakings,  $187,372,610,  seems  to  exceed  the 
value  of  the  results  yielded. 

The  scheme  of  municipalization  had  only  its  beginning 
in  those  enterprises.  The  council  proceeded  to  expend 
$55,000,000  in  the  electrification  of  tramways  and  the  exten- 
sion of  municipal  lines.  In  return  for  these  expenditures 
the  council  can  show  an  inadequate  system  121  miles  in 
length.  Municipal  ferries  on  the  Thames  took  $1,520,000, 
and  were  operated  with  an  annual  deficit  of  $250,000  or  one- 
sixth  of  their  total  cost.  Free  billiard-saloons  and  Turkish, 
baths  were  maintained  at  the  taxpayers'  expense.  Public 
appreciation  of  the  artistic  was  to  be  fostered  by  the  free 
decoration   of   privately-owned   buildings. 

Factories  owned  and   operated  by  the  municipality  com- 


peted with  private  enterprises,  and  the  latter  were  taxed  to 
meet  losses  of  these  rivals.  Socialism,  rampant,  ran  madly 
to  its  destruction.  The  destruction  has  come  before  the 
cost  of  the  experiment  became  too  great  to  be  borne  and  it 
will  not  involve  repudiation  of  debt,  as  public  ownership 
did  in  America  in  an  earlier  generation.  There  are  evidences 
that  Manchester,  Glasgow,  Birmingham  and  other  cities  that 
have  ventured  too  far  in  the  direction  from  which  London 
has  turned  back  are  bethinking  themselves  and  preparing  to 
take  an  inventory.  They  will  do  well  to  strike  a  balance  and 
to  be  guided  by  what  it  shows.  London  is  not  the  only  city 
in  which  tax -fed  industry  is  a  failure  and  tax-feeding,  when 
long  continued,  an  impossible,  expensive  luxury;  it  was 
merely  the  first  to  come  to  knowledge  of  itself. 


THE   FUTURE   OF  THE   STEAM    BOILER. 


Viewed  in  the  light  of  comparative  floor  space  per  unit 
of  output,  the  steam  boiler  has  been,  in  the  opinion  of  many 
engineers,  hopelessly  distanced  by  the  steam  turbine,  so  far 
indeed,  that  prominent  engineers  have  expressed  the  belief 
that  a  further  reduction  of  the  floor  space  per  kilowatt  out- 
put of  the  turbines  would  be  useless,  as  it  is  now  difficult 
to  group  the  boilers  in  a  satisfactory  manner  to  supply  the 
turbines,  without  the  use  of  long  steam  mains. 

The  reasons  for  the  present  rather  discouraging  outlook 
for  the  steam  boiler  is  the  set  opinion  engineers  have  come 
to  accept  regarding  the  amount  of  heating  surface  required 
per  boiler  horsepower  in  an  economical  boiler.  This  figure, 
which  is  at  present  accepted  as  a  standard,  is  roughly  10 
square  feet  of  heating  surface  per  boiler  horsepower,  or,  ap- 
proximately eight  square  feet  per  kilowatt  developed  in  a  con- 
densing turbine  using  superheated  steam.  Such  large  heat- 
ing surfaces  are  thus  required,  that  the  boilers  necessarily 
cover  a  considerable  floor  area,  and  it  becomes  difficult  to  con- 
struct single  boilers  of  large  capacity,  a  1,000-horsepower  boiler 
at  pesent  being  considered  a  very  large  unit.  In  spite  of  this. 
10  square  feet  still  continues  to  be  a  standard  on  which  the 
capacity  of  boilers  is  estimated,  and  it  is  often  noted  that 
some  manufacturers  boast  of  the  moderate  rating  of  their 
boilers,  allowing  12.5  square  feet  of  heating  surface  for  each 
boiler  horse  power.  There  is  no  doubt  that  these  capacities, 
and  the  allowance  of  heating  surface  now  considered  as  a 
standard  will  in  the  near  future  be  looked  upon  as  a  wasteful 
extravagance.  These  facts  are  borne  out  by  some  practical 
experience,  and  by  principles,  the  proper  interpretation  of 
which  have  been  strangely  overlooked. 

To  begin  with  the  practical  side  of  the  question,  we  have 
only  to  consider  what  has  been  done  in  marine  and  locomo- 
tive practice — a  digression  which  may  seem  irrelevant  here, 
but  which  we  feel  is  justified  in  that  the  marine  and  locomo- 
tive engineers  have  been  compelled  to  attack  the  boiler  prob- 
lem from  a  standpoint  which  has  not  yet,  but  will  soon  arise 
in  stationary  practice,  i.  e..  the  greatest  evaporation  in  the 
least  space,  and  for  the  least  weight  possible,  and  combined 
with  these,  the  utmost  economy. 

In  locomotive  practice,  there  is  often  developed  at  the 
highest  speeds,  more  than  one-half  indicated  horsepower  per 
square  foot  of  heating  surface,  or  what  would  be  equivalent 
to  about  one  kilowatt  per  square  foot  of  heating  surface — if 
the  turbine  is  run  condensing.  Another  instance  worthy  of 
careful  attention  is  the  performance  of  the  steam  yacht  "Tur- 
binia  1,"  which  developed  an  indicated  horse  power  in  the 
turbines  for  each  .55  square  foot  of  heating  surface,  and  even 
this  exceptional  figure  was  exceeded  in  some  of  the  trials. 
Including  the  auxiliaries,  the  turbines  here  required  about  17 
pounds  of  steam  per  indicated  horse  power  per  hour,  and 
since  a  turbine  generator  can  develop  a  kilowatt-hour  on  17 
pounds   of   steam,    the   result    for   the   present   purpose    is,    a 


March   23.   1907 


ELECTRIC     RAILWAY     REVIEW 


:;77 


pounds  of  steam,  the  result  for  the  present  purpose  is,  a 
kilowatt  output  for  each  .55  square  feet  of  heating  surface, 
or  in  other  words.  16  times  the  power  developed  in  our  mod- 
ern stations. 

Although,  of  course,  the  economy  of  these  boilers  under 
the  condition  just  stated  is  probably  not  as  high  as  in  a 
well  operated  modern  plant,  the  results  obtained  are  much 
higher  than  might  at  fiist  be  expected,  an  evaporation  of  7.7 
pounds  of  water  per  pound  of  coal  being  shown  by  the  loco 
motive  boiler,  and  about  7  pounds  per  pound  of  coal  for  the 
Yarrow  boilers  in  the  "Turbinia  1."  The  questions  which 
these  examples  no  doubt  bring  up  are.  how  such  results  are 
possible,  and  what  bearing  they  have  upon  the  subject  of 
stationary  boilers. 

In  these  particular  cases,  the  high  evaporation  secured 
per  unit  area,  is  due  to  the  very  rapid  circulation  of  the  water 
through  the  tubes,  and  more  particularly  because  of  the  high 
velocity  of  the  gases  over  the  heating  surface,  combined  with 
a  high  furnace  temperature  obtained  by  the  use  of  forced 
draft.  The  latest  experiments  conducted  show  that  as  the 
furnace  temperature  is  increased,  the  efficiency  of  the  furnace 
decreases,  which  is  explained  in  part  by  the  escape  of  un- 
burned  hydrocarbons,  owing  to  the  reduced  time  the  oxygen 
has  to  combine  with  the  gases,  and  the  reduced  air  supply 
per  pound  of  combustible,  which  also  consequently  lessens 
the  chance  of  all  the  carbon  molecules  coming  into  contact 
with  oxygen  molecules  while  they  are  at  a  sufficiently  high 
temperature.  Hence  when  the  reduction  of  furnace  efficiency 
is  taken  into  consideration  it  can  be  easily  understood  that 
the  efficiency  of  the  heating  surfaces  was  probably  at  least  as 
high,  if  not  higher  than  when  the  water  evaporated  per  unit 
of  heating  surface  was  less  than  in  the  foregoing  examples. 

The  preceding  discussion  prepares  the  way  for  Prof.  John 
Perry's  statement  in  his  book,  "The  Steam  Engine  and  Gas 
and  Oil  Engines,"  that  the  efficiency  of  a  boiler  is  constant, 
regardless  of  the  conditions  of  firing,  rate  of  combustion, 
quality  of  the  coal,  furnace  temperature,  or  quantity  of  air 
supplied  to  complete  combustion,  etc.,  and  a  further  state- 
ment, that  the  capacity  of  steam  boilers  can  be  increased  at 
least  ten  times,  with  a  probable  increase  in  efficiency  as 
well  as  capacity. 

Such  statements  should  certainly  be  of  the  most  vital  in- 
terest not  only  to  engineers,  but  to  the  owners  and  managers 
of  power  plants  as  well.  It  will  undoubtedly  seem  absurd 
to  most  engineers  to  assert  that  these  statements  are  fully 
within  reason  and  will  probably  in  the  near  future  affect 
most  startling  savings  of  space  and  weight,  as  well  as  money 
in  investment  and  maintenance.  Strangest  of  all.  however, 
is  the  statement  that  the  efficiency  of  the  boiler  is  inde- 
pendent of  the  furnace  temperature  and  quantity  of  air  sup- 
plied. For  100  years  it  has  been  believed  that  the  efficiency 
of  a  heating  surface  depended  only  upon  the  difference 
in  temperature  of  the  water  and  the  hot  gases,  but,  upon 
careful  mathematical  investigation  this  does  not  appear  to 
be  true;  and,  furthermore,  the  results  of  the  most  careful 
boiler  tests  conducted  by  the  United  States  Geological  Sur- 
vey indicate  the  truth  of  the  statement  in  every  respect.  For 
the  most  part,  an  examination  of  the  curve  sheets  in  the 
paper  read  by  Professor  L.  P.  Breckenridge  of  the  University 
of  Illinois  before  the  Western  Society  of  Engineers  on  March 
20,  1907.  of  which  an  abstract  is  given  on  another  page  of 
this  issue,  shows  that  the  efficiency  of  the  boiler  remains 
constant  in  spite  of  the  variations  in  the  furnace  conditions. 

Many  engineers  will  probably  express  the  opinion  that 
such  high  rates  of  evaporation  as  would  be  required  to  bring 
about  the  results  suggested  by  the  foregoing  discussion  would 
rapidly  burn  the  tubes  and  heating  surfaces  and  it  may 
in-  well  to  call  attention  to  the  fact  that  the  evaporation 
ipiare  foot  of  heating  surface  in  the  firebox  of  locomo 
boilers  often  reaches  50  pounds,  and  In  some  of  the  loco- 


motive boilers  used  in  torpedo  boat  practice,  the  evaporation 
probably  often  exceeds  70  pounds  in  the  firebox  section.  Fur- 
iher.  the  most  eminent  authorities  have  stated  that  no  dan- 
ger of  burning  the  heating  surfaces  need  be  feared  under  a 
rate  of  150  pounds  per  square  foot  per  hour.  It  should  be 
distinctly  noted,  also,  that  even  with  the  poor  circulation  in 
the  firebox  portion  of  locomotive  boilers,  there  is  compara- 
tively little  danger  of  the  sheets  being  burned,  so  long  as  they 
are  kept  free  from  scale.  With  improved  circulation,  preferably 
by  mechanical  means,  there  would  be  absolutely  no  danger, 
and,  in  fact,  no  doubt  with  improved  circulation,  even  with  an 
evaporation  of  100  pounds  of  water  per  square  foot  per  hour, 
the  tubes  would  last  longer  than  in  present  practice.  A  rate 
of  50  pounds  per  square  foot  would  correspond  to  about  three 
kilowatts  per  square  foot  of  heating  surface. 

In  chart  1,  the  almost  constant  efficiency  with  variations 
in  CO,  and  furnace  temperature  is  clearly  shown,  as  is  like- 
wise the  efficiency  in  chart  2  both  of  which,  as  well  as  the 
many  other  charts  not  presented  herewith,  bear  out  the 
statements  made. 

An  explanation  of  thse  facts  is  that  as  the  absolute  tem- 
perature  of  the  furnace  gases  increases,  the  volume  incerases 
in  the  same  proportion,  since  the  volume  is  directly  propor- 
tional to  the  absolute  temperature,  the  velocity  of  the  gases 
would  also  increase  in  proportion  to  the  temperature  and  the 
time  the  gas  is  in  contact  with  the  surface  will  therefore  vary 
inversely  as  the  absolute  temperature.  The  density,  however, 
is  inveresly  proportional  to  the  absolute  temperature,  and 
hence  there  are  fewer  molecules  per  unit  volume  of  the  fur- 
nace gases.  Since  these  quantities  all  vary  and  are  dependent 
upon  each  other,  the  rate  of  transfer  of  heat  per  unit  area 
of  the  heating  surface  remains  constant,  as  will  also,  there- 
fore, the  efficiency  of  the  surface.  This  is  a  fact  which  should 
have  been  recognized  years  ago.  and  had  it  been,  it  is  possible 
that  the  boilers  of  today  would  be  comparatively  as  compact 
as  the  turbines. 

A  point  which  from  an  operating  standpoint  may  be  of 
value,  is  that  it  was  found,  at  least  for  the  types  of  furnace 
now  generally  employed,  that  the  efficiency  of  combustion 
can  not  be  judged  by  the  CO^  alone,  although  the  most  favor- 
able results  were  obtained  when  the  volume  of  CO=  was 
about  8  to  10  per  cent  of  that  of  the  flue  gases.  The  best 
method  of  determining  the  most  economical  results  is  to 
increase  the  per  cent,  of  CO;  until  CO  is  found  in  the  flue 
gases.  This,  of  course,  cannot  be  determined  by  the  auto- 
matic CO;  machines,  and  requires  the  service  of  a  chemist, 
which  has  been  suggested  before  in  these  columns. 

The  conclusions  which  are.  therefore,  warranted  from 
the  theoretical,  as  well  as  from  the  practical  standpoint,  are 
that  an  excessive  furnace  temperature,  above,  say.  2,300  de- 
grees F.,  will  not  give  an  increase  in  efficiency  which  is  war- 
ranted, and  that  the  repairs  to  the  furnace  setting  and  fire- 
brick arches  will  be  greatly  reduced  by  working  with  a  mod- 
erate furnace  temperature,  without  any  loss  in  efficiency  of 
the  heating  surfaces,  while  the  efficiency  of  the  furnace,  for 
reasons  previously  given,  will  be  materially  increased.  The 
fact  that  the  heat  transmitted  per  square  foot  of  heating  sur- 
face is  almost  wholly  dependent  upon  the  velocity  of  the 
gases  parallel  to  the  surface,  indicates  that  a  greater  number 
of  baffles  should  be  employed,  thus  increasing  the  velocity 
of  the  gases.  This  also  applies  to  the  velocity  of  the  water 
over  the  heating  surfaces,  and  no  doubt  it  would  be  per- 
fectly justifiable  to  use  mechanical  means  for  circulating  the 
water,  as  tests  have  shown  that  the  circulation  in  the  best 
nf  modern  boilers  is  entirely  too  sluggish  to  obtain  high  rates 
of  evaporation  per  unit  area.  The  fact  that  excessive  tem- 
peratures are  not  advantageous  implies  that  the  grate  area 
should  be  increased,  and  mechanical  means  provided  for  prop- 
erly  mixing  the  gases  and  air  so  as  to  insure  complete  com 
bust  ion.  By  these  means,  th?  size  of  the  boilers  could  be 
lv    reduced    with    a    probable   gain   in   efficiency,   besides 


378 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  12. 


the  reduced  cost  of  land,   interest  on   the  investment,   and 
maintenance  charges. 


ANNUAL  REPORTS  OF   RAILWAYS. 


BOOSTER    VERSUS    END-CELL    REGULATION. 


Time  and  again  the  question  of  booster  versus  end-cell 
regulation  is  brought  before  engineers  and,  from  the  fre- 
quency with  which  the  subject  is  discussed,  it  appears  that 
both  parties  to  the  argument  remain  perfectly  convinced  in 
their  own  opinion.  Such  was  the  case  at  the  meeting  of  the 
Western  Society  of  Engineers  held  on  March  15,  1907,  at 
which  Mr.  J.  M.  S.  Waring,  of  the  Electric  Storage  Battery 
Company,  addressed  the  society  on  "The  Application  of  the 
Storage   Battery   for  Lighting,   Power  and  Railway   Service." 

The  paper  of  the  evening  dealt  with  the  various  applica- 
tions of  storage  batteries,  and  more  specifically  with  different 
methods  of  regulation,  and  of  connecting  the  battery  to  the 
line.  Storage  battery  characteristics  and  the  operation  of 
the  carbon  regulator  and  boosters  were  carefully  explained 
in  a  very  simple  and  concise  manner  by  the  aid  of  numerous 
diagrams.  The  question  of  regulation  by  the  use  of  boosters 
or  end-cells  was  discussed  by  a  number  of  the  members  of 
the  society.  Advocates  of  the  end-cell  method  brought  out 
the  fact  that  it  is  difficult  to  determine  the  exact  booster 
capacity  that  will  be  required,  for,  if  the  booster  installed  is 
of  sufficient  capacity  to  meet  the  demands  put  upon  it  in  an 
emergency — such,  for  instance,  as  a  heavy  short-circuit — then 
the  machine  is  abnormally  large  for  its  ordinary  work  and 
requires  an  excessive  investment,  on  which  there  is  no 
return;  while,  if  it  is  just  large  enough  for  the  normal  maxi- 
mum load,  there  is  serious  danger  that  it  will  be  disabled 
by  a  heavy  short-circuit  or  overload;  or,  if  the  booster  is 
properly  protected  by  circuit-breakers  they  will  frequently 
open  the  circuit,  thus  causing  an  interference  with  the  serv- 
ice which  the  modern  central  station  will,  if  possible,  avoid 
at  any  cost.  Furthermore,  the  advantages  of  the  storage 
battery  are  seriously  imperiled  by  the  booster,  because  the 
booster  is  liable  to  be  damaged  or  burned  out  by  lightning, 
since  the  natural  path  of  the  lightning  is  through  the  booster 
to  the  battery,  which  in  effect  serves  as  an  excellent  and  effi- 
cient form  of  tank  lightning  arrester. 

Of  course,  besides  the  economy  which  may  be  effected 
through  the  use  of  a  storage  battery  to  carry  the  peaks 
of  the  load  and  thus  to  reduce  the  engine,  generator  and 
boiler  capacity  required,  one  of  the  chief  advantages  of  the 
storage  battery  is  to  serve  as  an  unfailing  reserve.  This 
advantage  may  be  totally  lost  if  a  booster  is  connected  to 
the  line  between  the  batteries  and  the  load.  The  disadvantage 
of  the  end-cell  method  of  regulation  is  that  the  battery 
switches  cannot  easily  be  automatically  controlled  to  meet 
sudden  demands  for  power  which  cause  the  voltage  to  drop 
suddenly.  As  the  battery  switch  must  generally  be  con- 
trolled by  hand,  the  voltage  may  not  be  as  constant  as  with 
the  booster  method  of  regulation,  and  the  generators,  through 
carelessness,  may  be  subjected  to  momentary  overloads.  It 
would  seem,  however,  that  this  disadvantage  is  counterbal- 
anced by  the  reduced  liability  of  a  complete  disablement  of 
the  service. 


The  Stone  &  Webster  Engineering  Corporation  of  Bos- 
ton, Mass.,  has  plans  under  way  for  the  construction  of  an 
electric  interurban  road  connecting  Galveston  and  Houston, 
Tex.,  50  miles;  for  building  20  miles  of  branch  lines  to  towns 
on  Galveston  hay  in  Texas,  and  also  for  a  75-mile  electric 
road  between  New  Orleans  and  Baton  Rouge,  La.,  the  syndi- 
cate having  bought  the  Baton  Rouge  street  railways.  Stone 
&  Webster  now  own  the  electric  street  railways  in  Dallas, 
Ft.  Worth,  Houston,  Galveston  and  El  Paso  and  the  interur- 
ban line  connecting  Dallas  and  Ft.  Worth.  The  Texas  legis- 
lature has  passed  a  bill  giving  interurban  electric  railway 
companies  the  right  of  eminent  domain.  The  bill  was  drawn 
especially  in  the  interest  of  the  Galveston-Houston  line. 


International  Traction  Company,  Buffalo. 

In  the  annual  report  of  the  International  Traction 
Company  of  Buffalo  for  the  year  1906  the  president,  Henry 
J.  Pierce,  emphasizes  the  improvements  which  are  in  con- 
templation to  meet  the  needs  of  Buffalo  and  the  other  com- 
munities which  are  served  by  the  system.  The  territory  trav- 
ersed by  the  356  miles  of  railway  lines  in  the  system  com- 
prises the  cities  of  Buffalo,  Lockport,  North  Tonawanda,  Tona- 
wanda.  Niagara  Falls,  N.  Y.,  Niagara  Falls,  Ont.,  and  about 
twenty  villages  and  townships.  There  are  over  500,000  peo- 
ple in  this  territory. 

Among    the    improvements    planned    are    the    following: 

Construction  of  a  new  double  track  line  between  Buffalo 
and  Niagara  Falls,  giving  the  system  four  tracks  between 
those  two  points. 

Construction  of  two  new  car  houses,  one  on  Broadway, 
Buffalo,  at  a  cost  of  $225,000;  the  other  at  Hertel  avenue, 
Buffalo,  at  a  cost  of  $130,000. 

Purchase  of  50  new  cars  for  Buffalo  city  service. 

Extensions  in  Buffalo,  Niagara  Falls  and  Lockport. 

To  carry  out  these  undertakings  Mr.  Pierce  states  that 
it  will  be  necessary,  as  the  company  cannot  increase  its 
bonded  indebtedness,  not  only  to  expend  the  profits  of  1907, 
but  also  to  borrow  $1,000,000  from  the  banks.  While  regret- 
ting that  dividends  must  be  delayed,  Mr.  Pierce  adds: 

We  believe  that  we  are  best  serving  the  interests  of 
the  stockholders  by  maintaining  their  magnificent  property 
in  first-class  physical  condition,  and  by  making  such  better- 
ments and  extensions  as  are  necessary  to  keep  abreast  with 
the  growth  of  the  territory  served. 

The  financial  results  of  the  year,  with  comparisons,  are 
briefly  stated  as  follows: 

1906.  1905.  1904. 

Gross  earnings  from  operation $4.972,6SS     $4,4S4,643     $4,088,426 

Operating  expenses    2.8S4.985       2,4S3,663       2,412,769 

Net  earnings  from  operation $2,087,703     $2,000,980     $1,675,657 

Miscellaneous  income    69,110  68,562  64,515 

Gross  income  less  operating  expenses. $2,156, S13     $2,069,542     $1,740,172 
Interest,   taxes,   rentals,   etc 1,691,959      1,652,376      1.606,052 

Net    income    $    464,854     $    417,166     $    134,120 

In  reviewing  the  growth  of  business,  the  relations  of 
the  company  with  its  patrons,  and  the  improvements  com- 
pleted or  planned,  Mr.  Pierce  says: 

This  section  of  the  country,  already  one  of  the  great 
centers  of  steam  railroad  and  lake  transportation,  is  attract- 
ing the  attention  of  manufacturers  by  the  extraordinary 
facilities  and  advantages  it  affords  in  which  to  locate  facto- 
ries whose  product  is  distributed  throughout  the  country. 
There  are  unmistakable  evidences  that  the  growth  of  the 
frontier  of  western  New  York  will  be  phenomenal  in  the 
near  future,  and  it  is  already  taxing  the  capacity  of  the 
International  Traction  Company  lines  to  keep  pace  with  its 
progress. 

Believing  in  the  future  of  Buffalo  and  its  vicinity,  and 
realizing  the  value  of  the  franchises  which  the  company 
enjoys,  the  management  has  endeavored  to  establish  as  per- 
fect a  street  railway  service  as  is  possible  under  the  physical 
conditions  confronting  it,  with  the  result  that  not  only  have 
the  company's  revenues  increased,  but  its  efforts  are  appre- 
ciated by  the  residents  of  the  cities  and  towns  which  it  sup- 
plies with  transportation  facilities,  as  is  evidenced  by  the 
friendly  attitude  of  the  people,  the  press  and  the  municipal 
authorities. 

The  property  is  being  operated  upon  the  theory  that  it 
is  the  first  duty  of  public  utility  corporations  to  give  first- 
class  service  in  return  for  the  privilege  to  operate,  and  in 
the  belief  that  the  corporation  so  conducted  will  not  only 
establish  itself  firmly  in  the  good  opinion  of  the  people  whom 
it  serves,  but  will  secure  a  stability  which  will  inure  to  its 
own  lasting  benefit. 

During  1906  the  physical  condition  of  the  property  was 
not  only  fully  maintained,  but  improved.  The  new  car 
shops,  finished  during  the  year,  are  as  complete  as  any  In 
the  country  and  afford  every  facility  for  the  proper  mainte- 
nance of  equipment;  a  new  model  substation  was  established 
on  the  east  side  of  Buffalo:    150  new  cars,  of  the  most  up- 


March  23,  1907. 


ELECTRIC     RAILWAY     REVIEW 


379 


to-date  type  and  costing  nearly  $1,000,000,  were  purchased; 
12  miles  of  track  were  laid  through  Fillmore  avenue,  Buffalo, 
under  franchise  obtained  in  the  fall  of  1905,  and  this  line 
will  be  open  for  traffic  in  the  early  spring. 

In  view  of  the  fact  that  a  fast  electric  line  is  to  be 
built  from  Toronto  by  way  of  Hamilton  to  Niagara  Palls, 
Ont,  in  the  near  future,  and  as  an  electric  line,  now  under 
construction,  between  Lockport  and  Rochester  will  be  com- 
pleted during  1907  (both  of  which  lines  are  to  connect  with 
our  system),  and  as  the  capacity  of  our  Niagara  Palls  line 
is  already  taxed  to  the  utmost  by  present  travel,  a  franchise 
has  been  secured,  and  it  is  proposed  to  build  within  the 
next  18  months  a  new  double  track  line,  over  its  own  right 
of  way,  between  Buffalo  and  Niagara  Falls,  connecting  at 
Tonawanda  with  our  Lockport  division. 

United    Railways  of   St.   Louis. 

In  the  annual  report  of  the  United  Railways  Company  of 
St.  Louis  for  1906  there  is  published  a  summary  of  the  finan- 
cial results  and  traffic  statistics  from  1900  to  1906.  In  the 
year  1900  the  strike  seriously  hampered  the  operations  of  the 
company,  but  a  comparison  of  1906  with  1901  will  show  fairly 
the  development  of  the  business.  Gross  earnings  from  opera- 
tion and  other  income  have  increased  from  $5,783,912.72  in 
1901  to  $9,146,348.25  in  1906,  or  58  per  cent.  The  figures  for 
the  years  1901,  1905  and  1906  are  as  follows: 

1906.  1905.  1901. 

Earnings   from    operation    and 

•  other   income    $9,148,34S.25     $8,460,016.01     $5,783,912.72 

•Operating      expenses,      taxes 

and  depreciation 5,567,411.65       5,31S,368.80       3,692.400.58 

Surplus  over  operating  ex- 
penses, taxes  and  de- 
preciation   $3,578,936.60     $3,141,647.21     $2,091,512.14 

Interest  on  funded  debt,  mis- 
cellaneous interest  and  or- 
ganization   expenses 2,377,476.68       2,387,915.47       2,040,932.14 


Net  income    $1,201,459.92     $    753,731.74     $      50.5S0.00 

Dividends  on   preferred   stock      649,160.00  649,160.00  576,210.00 


Surplus    $    552,299.92     $    104,571.74         

Deficit   $    525,630.00 

•Depreciation— 1905,   $421,752.39;   1906,   $455,681.09;   none  charged 
in   former  years. 

Traffic   Statistics — 

Revenue   passengers 1S3.237.886 

Transfers  and  passes SI,  183, 324 


170,009,691 
74,231,470 

117,546,811 
46,449,131 

244,241,161 

163,995,942 

41.48 

36.76 

4.90 
3.41 

4.86 
3.48 

Total  passengers 264,421.210 

Percentage       of       passengers 

using    transfers 41.81 

Average  Passenger  Earnings: 

Per  revenue  passenger 4.91 

Per  total   passenger 3.40 

The  gross   earnings   and   other   income   in   1906   were  as 

follows: 

Passenger  receipts    $8,997,240.90 

Advertising  privilege    47,500.00 

Mail    38,326.00 

Express   10,673.28 

Rental  of  power 12,048.62 

Interest    fon    deposits    and    securities) 26,728.69 

Miscellaneous    13,830.76 


Total $9,146,348.25 

Operating  expenses  were  $4,623,989.68,  and  taxes  $487,- 
740.88  and  charges  for  depreciation  $455,681.09. 

In  referring  to  the  depreciation  reserve  fund  the  presi- 
dent, John  I.  Beggs,  says  that  the  policy  inaugurated  in  1905 
has  been  maintained  during  1906.  Each  month  five  per  cent 
of  the  gross  receipts  was  carried  to  a  depreciation  reserve 
fund.  The  entire  amount  so  credited  in  1906  was  expended 
on  the  property,  together  with  $36,505.02  of  the  balance  left 
in  the  account  at  the  end  of  1905.  The  fund  therefore 
amounted  on  December  31,  1906,  to  $178,055.03. 

The  fire  insurance  reserve  fund  was  increased  during  the 
year  by  charges  against  operating  expenses  of  a  small  per- 
centage in  excess  of  the  actual  premiums  paid.  This  fund 
amounted  at  the  end  of  the  year  to  $59,172.15.  The  injuries 
and  damages  reserve  fund  was  also  increased  by  charges  to 
operating  expenses  of  an  amount  in  excess  of  that  paid  out 
on  account  of  these  claims.  This  fund  stood  on  December  31, 
1906  at  $398,360.62.  There  were  held  for  investment  for  the 
fire  insurance  reserve  fund  500  shares  of  preferred  stock  of 
the  company,  and  for  the  Injuries  and  damages  reserve  fund 
3,335  shares  of  preferred  stock  at  the  end  of  the  year. 

The  report  discusses  at  length  the  acquisition  of  the  St. 


Louis  &  Suburban  Railway.  The  United  Railways  Company 
gave  40,000  shares  of  its  preferred  stock  for  the  entire  out- 
standing stock  of  the  St.  Louis  &  Suburban,  and  assumed 
the  $7,500,000  bonds  and  about  $447,000  floating  debt  of  the 
Suburban  company. 

On  July  1,  1907,  $1,500,000  underlying  6  per  cent  bonds 
of  one  of  the  constituent  companies  of  the  United  Railways 
Company  will  mature.  There  are  reserved  for  their  retire- 
ment $1,500,000  of  4  per  cent  bonds.  The  discount  at  which 
these  bonds  will  be  sold  will  be  charged  against  the  surplus 
or  carried  to  a  suspense  account  to  be  charged  off  during  a 
series  of  years. 

Capital  expenditures  during  the  year  were  as  follows: 

Track    and    roadway    construction $  619,055.71 

Electric    line    construction 96,970.39 

Real  estate,  buildings,  tools  and  fixtures 235.436.39 

Miscellaneous  equipment    26,971.82 

Power   plant    buildings    and    equipment 73,620.94 

$1,052,055.25 
Less   cars  and   electric  equipment  of  oars  sold 118,025.84 

Total $    934,029.41 

During  the  year  the  operation  of  the  union  depot  power 
plant  was  discontinued  and  part  of  the  machinery  sold.  A 
new  substation  is  under  construction  and  when  it  is  com- 
pleted the  Cass  avenue  power  plant  will  be  discontinued. 
Rotary  converters  having  a  combined  output  of  4,000  kilo- 
watts have  been  installed  in  new  substations  and  consider- 
able machinery  moved  to  more  advantageous  points.  In  the 
year  about  25%  miles  of  track  were  reconstructed  with  9-inch 
grooved  rail  laid  on  concrete  and  1.6  miles  were  laid  with 
75-pound  T-rails. 


Union   Passenger  Terminal   and   Other  Improvements  at  Port- 
land,   Ore. 


The  Portland  Railway  Light  &  Power  Company  has  pur- 
chased the  block  bounded  by  First,  Second,  Pine  and  Ash 
streets,  in  Portland,  Ore.,  and  will  immediately  draw  up  plans 
and  specifications  for  a  large  fireproof  building  five  or  six 
stories  high  for  a  union  passenger  terminal  and  for  the  gen- 
eral offices  of  the  company.  It  is  planned  to  use  the  station 
as  a  terminal  for  all  the  lines  entering  the  city.  Besides  the 
usual  terminal  and  office  purposes  the  building  is  to  be  used 
for  the  display  room  of  the  electric  light  department,  as  head- 
quarters for  the  employes,  and  for  offices  to  be  rented  to 
other  electrical  and  railway  interests.  The  equipment  of  the 
Alder  street  substation  is  also  to  be  located  there. 

In  regard  to  other  improvements  contemplated  by  the 
company  President  H.  W.  Goode  is  quoted  as  follows: 

"The  power  situation  is  fully  taken  care  of  for  the  next 
few  years  by  the  Cazadero  plant,  which  recently  started  opera- 
tions with  an  immediate  capacity  of  15,000  horsepower,  which 
can  be  increased  to  25,000  horsepower  when  required.  The 
company  has  other  plans  which  are  being  rapidly  matured 
for  power  development,  which  will  take  care  of  the  future 
after  the  capacity  of  the  plant  at  Cazadero  is  exhausted. 

"At  the  American  Car  Company's  works,  St.  Louis,  and 
the  General  Electric  Company's  plant  at  Schenectady,  100  ad- 
ditional cars  and  their  electrical  equipment  are  being  manu- 
factured. Forty  of  these  cars  will  be  delivered  in  Portland 
by  May  1.  The  rest  of  the  100  will  follow  during  the  present 
year.  The  cost  of  these  cars  will  be  between  $400,000  and 
$500,000.  This  new  equipment  will  perfect  the  service  on 
many  lines,  on  which,  owing  to  the  rapid  growth  of  the  city, 
there  has  been  some  complaint  about  overcrowded  cars  dur- 
ing the  rush  hours.  Meanwhile,  about  twelve  new  cars  will 
soon  be  turned  out  of  the  company's  own  shops,  which  will 
be  used  until  the  other  cars  arrive. 

"Within  about  30  days,  the  company  will  begin  the  work 
of  placing  all  its  wires  underground  in  the  center  of  the  city 
and  will  also  commence  laying  mains  for  its  steam  heating 
system,  a  franchise  for  which  was  recently  granted." 


380 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.   No.   12. 


SHOPS    OF    THE      NORTH     JERSEY      DIVISION 
PUBLIC   SERVICE   CORPORATION. 


OF     THE 


(Continued  I' mm  Page  350.) 

on  the  balcony  of  the  machine  shop  on  the  west  side  of 
the  old  machine  shop  building  is  found  the  armature  room. 
This  is  a  particularly  clean  and  well  kept  department.  It 
would  be  thought  from  an  inspection  of  this  room,  and  judg- 
ing from  the  small  number  of  repair  parts  lying  about,  that 
the  system  is  much  smaller  than  it  really  is.  However,  this 
is  probably  due  to  the  number  of  machine  tools  installed  for 
readily  and  properly  handling  the  work.  Each  armature  is 
supported  on  two  armature  stands.  These  are  built  so  that 
the  armature  may  be  raised  or  lowered  and  conveniently  re 
volved  so  that  the  winder  has  ready  access  to  the  work. 
The  soldering  irons  are  all  heated  in  gas  furnaces,  which  are 
also  attached  to  the  stand,  handy  for  the  workman. 

One  of  the  cuts  herewith  shows  the  new  field-winding 
machine,  and  another  the  new  armature-banding  machine. 
These   were  designed   particularly   for  the   work.     The  arma- 


Also  located  on  the  balcony  is  ihe  taping  department. 
At  present  this  work  is  done  by  hand,  as  the  amount  of  work 
is  not  sufficient  to  require  any  automatic  machinery.  Directly 
under  the  winding  department  is  the  fireproof  room  and  oven 
for  baking  and  drying  the  armature  fields.  This  is  heated 
by  steam  coils  underneath  the  floor.  The  room  also  contains 
dipping  vats.  One  of  the  accompanying  cuts  shows  the  en- 
trance to  this  room  and  a  number  of  armatures  ready  to  be 
distributed  to  the  various  terminals.  It  will  be  noticed  that 
each  is  supported  on  its  own  armature  buggy.  The  arma- 
ture buggies  strike  the  observer  as  being  exceedingly  con- 
venient, for  not  only  do  they  protect  the  wires  and  insulation 
but  are  handy  to  move  about. 

Erecting    Shop. 

Passing  from  the  machine  shop  to  the  erecting  shop  it  is 
noted  that  the  south  end  of  that  building  is  reserved  for 
the  carpenter  work.  An  accompanying  cut  shows  a  number 
of  the  machines  in  this  shop.  In  connection  with  this  shop 
there  is   an   exhaust   outfit   that   takes   away   the   shavings  to 


North   Jersey   Shops— Standard   Car  of  the   Public   Service   Corporation   of   New   Jersey. 


ture-banding  machine  is  driven  by  worm  gear  that  has  a 
friction  brake,  and  the  whole  is  operated  by  workmen  by 
foot  lever.  The  wire  is  held  by  a  reel  resting  on  the  frame 
of  the  carriage,  working  parallel  with  the  armature  shaft. 
The  tension  is  obtained  by  running  the  wire  around  and 
through  a  series  of  steel  wheels,  from  which  it  is  led  to  an 
adjustable  arm.  The  tension  is  thereby  kept  constant  and 
the  work  is  under  the  perfect  control  of  the  operator.  For- 
merly the  armatures  were  banded  by  the  old  method,  that  is. 
by  hand,  and  much  trouble  was  experienced  by  the  breaking 
and  loosening  of  the  wires.  We  are  informed  that  the  work 
done  on  the  new  machines  gives  very  little  trouble.  The 
field-winding  machines  are  also  operated  by  worm  and  gear 
and  have  a  friction  brake  so  that  the  movement  of  the  ma- 
chine is  controlled  with  a  foot  lever,  leaving  the  operator 
free  to  work  directly  on  the  coil.  Three  of  the  machines  ap- 
pear in  the  cut  but  there  are  six  installed,  which  easily 
handle  all  the  work  of  the  system.  It  may  be  noted  that  all 
of  the  armature  work  for  the  entire  division  is  done  in  this 
department.  The  present  field-winding  machines  are  in  iron 
frames. 


the  boiler  room.  It  was  noted  that  the  workmen  are  install- 
ing a  new  48-inch  sanding  machine.  There  is  also  a  special 
machine  roller  for  shaping  the  new  steel  panels  that  have 
been    adopted    for   car   bodies. 

The  erecting  shop  is  equipped  with  several  shallow  pits, 
which  are  used  for  doing  carpenter  work  on  cars  when  the 
work  is  of  a  kind  that  necessitates  getting  beneath  the  bodies. 
It  will  be  noted  that  the  belting  arrangement  for  the  car- 
penter shop  is  above  the  floor.  This  was  found  necessary  on 
account  of  the  trouble  with  water  in  this  particular  vicinity, 
which  prevented  the  installation  of  the  driving  machinery 
underneath.  However,  the  machine  tools  are  so  well  dis- 
posed that  the  belting  does  not  interfere  with  the  progress 
of  the  work.  The  erecting  shop  forms  the  second  stage  of 
the  complete  overhauling  of  the  car,  which  first  goes  to  the 
truck  shop  and  then,  after  the  motor  work,  forging  and  ma- 
chine work  have  been  finished,  is  taken  out  on  the  transfer 
table  between  the  buildings  and  transferred  to  the  erecting 
department. 

It  is  to  be  noted  that  the  general  arrangement  of  tracks 
in  the  shops  provides  that  all  the  tracks  shall  be  short.     This 


March  23.   1907 


ELECTRIC     RAILWAY     REVIEW 


381 


makes  a  particularly  convenient  layout  for  handling  cars  and 
is  an  example  of  what  is  now  generally  conceded  to  be  the 
most  modern  practice.  From  the  erecting  shop  cars  are 
taken  out  on  the  second  transfer  table  and  are  passed  to 
the  paint  shop  building.  The  transfer  table  is  very  sim- 
ple and  of  substantial  design,  made  up  of  standard  wheels 
and  axles,  supporting  twin  girders  of  %-inch  and  8-inch 
plates  that  carry  heavy  trilby  rail.  The  table  operates  on 
three  tracks  and  the  driving  motor  is  fed  from  a  third  rail 
and  this  makes  a  particularly  clean  and  neat  arrangement. 
The  transfer  table  is  arranged  with  direct  electrical  driven 
"nigger    head."    so    that    cars    encountered    in    the    buildings 


storage  tank  runs  out  and  it  is  necessary  to  do  the  washing 
with  city  water,  but  every  advantage  is  taken  of  the  roof 
water  as  long  as  it  lasts.  The  paint  shop  is  heated  by  di- 
rect steam,  this  being  preferred  to  the  hot  air  that  is  used 
in  the  other  buildings.  The  direct  steam  system  provides 
sufficient  heat  to  maintain  a  temperature  of  over  80  degrees 
even  during  zero  weather.  The  fact  that  ample  provision 
has  been  made  for  properly  heating  the  building  enables  the 
work  of  finishing  to  be  satisfactorily  carried  on  at  all  times. 
The  paint  shop  is  large  enough  to  accommodate  com- 
fortably 70  or  80  large  cars  and  we  understand  that  five  or 
six  cars  are  turned  out  every  day.     On  the  south  side  of  the 


North    Jersey    Shops — Method    of    Storing    Cars    Under    Canvas    In   Yard. 


without  power  or  electrical  equipment  are  pulled  on  and  off 
the  table  by  means  of  a  cable  operated  by  the  revolving 
drum. 

Paint    Shop. 

On  going  into  the  paint  shop  one  cannot  avoid  being 
impressed  with  the  general  design  of  the  building  with  re- 
gard to  the  lighting  arrangement.  All  the  light  is  practically 
north  light  and  in  such  abundance  that  the  work  is  carried 
on  almost  as  if  in  the  open.  Directly  across  the  entire  front 
is  a  series  of  washstands   so  that  every  car  can  be  washed 


building  is  a  section  not  containing  tracks  and  here  the  fin- 
ishing work  is  done.  After  the  sashes  are  washed  in  the 
vats  they  are  placed  on  a  table  that  has  a  revolving  frame 
and  when  varnished  are  neatly  stored  upon  the  stationary 
racks  that  run  in  rows  back  to  back  perpendicularly  to  the 
wall.  One  of  the  accompanying  cuts  shows  a  view  of  the 
interior  of  the  paint  shop. 

All  the  paints,  varnishes,  oils,  etc.,  are  kept  in  storage 
in  a  separate  building  and  we  present  herewith  a  cut  show- 
ing the  effective  manner  in  which  the  material  is  stored   in 


North   Jersey   Shops — General    View    in    Carpenter   and    Erecting 
Shop. 

down  as  soon  as  it  enters  the  building.    Over  each  track  is  a 
water  pipe  with  a  place  for  attaching  hose. 

All  of  the  rain  water  that  falls  on  the  shop  buildings  is 
taken  to  a  concrete  cistern,  from  which  it  is  elevated  by  an 
automatic  electrically  driven  centrifugal  pump  to  a  20,000- 
gallon  tank,  GO  feet  high.  This  tank  supplies  the  water  for 
washing  the  cars  and  we  are  Informed  by  the  superintendent 
that  soft  water  is  much  preferred  lor  cleaning  I  he  woodwork. 
Not  only  is  it  effective  in  removing  dirt,  but  it  also  accom- 
plishes this  result  with  the  minimum  Of  injury  to  the  car 
■bodies.     There  are  of  course  times   when   the  supply  In   the 


North    Jersey    Shops — General    View    in    Paint    Shop. 

tanks.  One  man  is  in  charge  of  the  paints,  oils,  etc.,  and 
these  are  given  out  to  painters  in  small  quantities,  as  de- 
sired. At  night  all  the  varnish,  paints  and  oils  are  entirely 
removed  from  the  paint-shop  building  proper  to  the  storage 
house.  The  method  of  storing  paints  indicated  in  this  cut 
cannot  fail  to  commend  itself  to  all  who  have  a  considerable 
amount  of  painting  to  be  done.  The  arrangement  always 
excludes  inflammable  material  from  the  main  buildiing  as 
most  practicable  and  reduces  almost  to  a  minimum  the  fire 
risk  from  the  storage  of  material.  On  the  south 
side  of  Perry  street  are  the  storage  barns,  where  out-of- 
season   equipment  is  stored.     The  cars  are   taken    from   the 


382 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  12. 


storage  barn  through  the  shops,  by  first  going  directly  across 
through  the  machine  shop,  and  then  through  that  building 
until  they  come  out  of  the  east  end  of  the  paint  shop,  ready 
for  service,  or  to  be  taken  to  their  respective  divisions.  It 
may  be  of  some  interest  to  note  the  method  of  storing  cars 
in  the  open  with  canvas  covers,  as  seen  in  one  of  the  accom- 
panying cuts.  We  are  informed  that  these  cars,  after  stand- 
ing outside  for  an  entire  season  with  the  canvas  covers,  are 


storerooms  at  operating  terminals,  where  material  is  used  by 
inspection  and  car  men. 

There  is  also  a  complete  fireproof  oil  house.  Both  store- 
room and  oil-house  are  located  so  that  steam  cars  can  be 
brought  into  the  yard  and  the  contents  unloaded  directly 
into  the  building.  The  oil-house  has  a  separate  room  for  the 
storage  of  waste  and  has  a  capacity  of  two  carloads  of  oil. 

One    of   the    cuts    presented   herewith   shows   an   electric 


- 
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North   Jersey   Shops — Method    of   Storing    Paint   Supply. 

in  as  good  condition  as  when  first  stored.  For  example,  the 
summer  car  that  comes  out  of  the  paint  shop  when  finished 
is  often  placed  in  the  yard  under  the  canvas  cover  and  when 
the  weather  has  so  moderated  that  the  car  is  ready  to  go 
into  service,  the  varnish  is  found  in  practically  as  good  con- 
dition as  when  it  came  out  of  the  paint  shop.  The  canvas 
covers  are  of  duck,  in  two  sections,  laced  together  with  heavy 
twine  through  brass  eyelets.  The  covers  cost  about  $50.00 
per  car,  and  a  life  of  five  or  six  years  would  make  it  appear 


North     Jersey     Shops — Entrance     to     Bake-Oven      Room,     Showing 
Armatures    on    Buggies. 

locomotive  that  was  built  at  the  shops  and  that  is  used  for 
switching  cars  to  and  from  the  steam  road  racks  and  else- 
where about  the  yards.  From  the  view  of  the  Plank  Road 
shops  presented  in  the  Electric  Railway  Review  of  March  16, 
1907,  page  346,  it  is  seen  that  the  builidngs  are  adjacent 
to  and  have  connection  with  the  railroad  tracks,  making  it 
easy  for  carload  material  to  be  switched  directly  to  the  shops. 
The  board   fence  in   the  rear  of  the  shop  building  is  7   feet 


North    Jersey   Shops — Self-Supporting    Jib   Cranes    with    Air    Hoists. 

that  the  cost  of  storing  with  this  method  is  much  more  eco- 
nomical than  if  buildings  were  erected.  At  the  west  end  of 
the  property  is  located  the  general  storeroom  and  iron  yard 
of  the  shops,  and  one  of  the  accompanying  cuts  gives  a  view 
of  the  iron  rack  in  the  center  of  this  yard  and  shows  the 
shelves  arranged  along  the  inside  of  the  exterior  wall  of 
the  yard  for  holding  castings,  etc.,  that  are  not  affected  by 
the  weather.  From  the  general  storeroom  regular  supply 
cars    distribute    material    to    the    auxiliary    shops    and    small 


North   Jersey   Shops — Field-Coil   Winding    Machines. 

high  and  the  posts  are  run  2  feet  above  the  fence  proper, 
supporting  three  barbed  wires,  so  that  it  is  difficult  for  any 
one  to  gain  admittance  to  the  grounds  without  going  teh  regu- 
lar route. 

The  fire  protection  of  the  Plank  Road  shops  is  so  com- 
plete that  it  deserves  more  than  ordinary  mention.  All  the 
buildings  are  equipped  with  inside  2-inch  hose  connections 
and  auxiliary  fire  alarm  sets,  whereby  an  alarm  can  be  turned 
directly   into   the   city   department   from   almost  any  part   of 


March 


1907 


ELECTRIC     RAILWAY     REVIEW 


383 


the  property.  The  interiors  are  also  equipped  with  numerous 
automatic  fire  extinguishers  and  a  sprinkling  system.  Out- 
side are  fire  hydrants  and  a  main  fire  house,  equipped  with 
hose  cart  and  reel  with  500  feet  of  hose,  a  55-gallon  chemical 
fire  engine,  hooks,  ladders,  axes  and  everything  necessary 
for   fighting  fire. 

The  company  has  organized  a  regular  fire  brigade  so  that 
every  man   goes  to  his  post  on   the  sounding  of  the  special 


North  Jersey  Shops — Armature  Banding  Lathes. 

signal,  which  is  a  pe/ielrating  air  whistle,  in  eon  need  on 
with  the  sprinkling  system,  which  is  of  the  dry  pipe  type, 
there  is  an  electrically-driven  centrifugal  fire  pump,  of  a 
capacity  of  1,000  gallons  per  minute,  and  it  is  of  particular 
interest  that  the  pump  is  one  of  the  first  of  the  centrifugal 
type  installed  in  connection  with  a  sprinkling  outfit.  On  a 
test  it  maintained  a  pressure  of  100  pounds  per  square  inch 
with  four  hose  connections  on  the  line,  each  equipped  with 
Underwriters  standard  b^se  pipes.  Besides  the  fire  pump 
there  is  a  steel  storage  tank  117  feet  high,  which  contains 
50,000  gallons  of  water.  It  will  he  seen  that  in  case  of  fire 
and  a  break  in  the  city  main,  there  would  be  sufficient  water 
available  to  put  out  any  ordinary  conflagration,  besides  pro- 
ducing a  heavy  pressure  on  the  sprinkling  lines  at  all  times, 
giving  plenty  of  leeway  to  start  the  pressure  pump.  The 
sprinkling  system  is  very  neatly  arranged.  All  the  heads 
are  on  the  roof.  This  idea  is  effectively  carried  out  with  a 
shop   of    this   particular   type,   with    single   floor  construction 


Inn '     w 

«l  tlii    "r" 

i 

<wm>7 

-i                  i  • 

~~-*t- 

North    Jersey    Shops — Switching     Locomotive    Built    and     Used    at 

Shops. 

and  low  roof.  At  each  dry  valve  is  placed  an  electric  gong 
so  that  if  the  sprinkling  head  that  is  connected  with  any 
particular  valve  goes  off,  an  electric  contact  is  made  so 
that  the  gong  at  the  valve  besides  Bounding  an  alarm  at  the 
special  location  also  sounds  a  main  gong  in  the  boiler  house, 
where  men  are  on  duty  at  all  hours.  At  the  same  time  an 
annunciator  in  the  boiler  house  points  out  the  number  of 
the  dry  valve  that  controls  the  particular  head  that  has  ex- 
ploded.    It  is  evident  that  as  soon  as  the  gong  in  the  boiler- 


house  sounds,  the  man  on  duty  knows  the  exact  location  ot 
the  trouble,  and  he  immediately  blows  the  fire  whistle,  which 
gives  the  alarm  and  gets  the  shop  fire  department  into  action. 
We  are  indebted  to  Mr.  A.  H.  Stanley,  general  manager 
of  the  street  railway  department,  for  the  privilege  of  present- 
ing this  article,  and  to  Mr.  Martin  Schrieber  for  assistance  In 
compiling  the  data. 


DIRECTORY  OF  ELECTRIC  RAILWAY  ASSOCIATIONS. 

American  Street  and  Interurban  Railway  Association.  Secre- 
tary, Bernard  V.  Swenson,  29  West  Thirty-ninth  street,  New  York. 

American  Street  and  Interurban  Railway  Accountants'  Asso- 
ciation. Secretary,  Elmer  M.  White,  assistant  treasurer  Birming- 
ham Railway  Light  &  Power  Company,   Birmingham,  Ala. 

American  Street  and  Interurban  Railway  Engineering  Associa- 
tion. Secretary,  S.  Walter  Mower,  general  manager  Southwestern 
Traction  Company,   London,  Ont. 

American  Street  and  Interurban  Railway  Claim  Agents'  Asso- 
ciation. Secretary,  B.  B.  Davis,  claim  agent  Columbus  Railway  & 
Light  Company,  Columbus,  O. 

American  Street  and  Interurban  Railway  Manufacturers'  Asso- 
ciation. Secretary,  George  Keegan,  2321  Park  Row  building,  New 
York,  N.  Y. 

Canadian  Street  Railway  Association.  Secretary,  Allan  H. 
Royce,    president   Toronto   Suburban   Railway,    Toronto,    Ont. 

Central  Electric  Railway  Association.  Secretary,  W.  F.  Mill- 
holland,  secretary  and  treasurer  Indianapolis  Traction  &  Termi- 
nal Company,  Indianapolis,  Ind.  Next  meeting,  Dayton,  O., 
March    28. 

Colorado  Electric  Light  Power  &  Railway  Association.     Secre- 


North    Jersey    Shops — Rack    for    Holding    Iron    Supply. 

tary.    John    F.    Dostal,   Denver   Gas   &    Electric   Company,    Denver, 
Colo. 

Iowa  Street  and  Interurban  Railway  Association.  Secretary, 
L.  D.  Mathes,  general  manager  Union  Electric  Company,  Dubuque, 
la.     Next   meeting,  Clinton,  la.,  April  19  and  20. 

Massachusetts  Street  Railway  Association.  Secretary,  Charles 
S.  Clark,  70  Kilby  street,  Boston,  Mass.  Meetings  held  in  Boston 
on  second  Wednesday  of  each  month,  except  July  and  August. 

Northwestern  Electrical  Association.  Secretary,  R.  N.  Kimball, 
Kenosha,  Wis.     Annual  meeting,  Milwaukee,  Wis.,  January,  1908. 

New  England  Street  Railway  Club.  Secretary,  John  J.  Lane, 
12  Pearl  street.  Boston,  Mass.  Meetings  held  on  fourth  Thursday 
of  every  month. 

Oklahoma  Electric  Light  Railway  and  Gas  Association.  Secre- 
tary, Charles  W.  Ford,  Oklahoma  City,  Okla.  Next  meeting,  Okla- 
homa City,  April  22  and  23. 

Pennsylvania  Street  Railway  Association.  Secretary,  Charles 
H.  Smith,  superintendent  Lebanon  Valley  Street  Railway,  Lebanon, 
Pa. 

Southwestern  Electrical  and  Gas  Association.  Secretary,  R.  B. 
Stichter.     Annual  meeting,   San  Antonio,   Tex.,   May  14,   15  and  16. 

Street  Railway  Association  of  the  State  of  New  York.  Secre- 
tary. J.  H.  Pardee,  general  manager  Rochester  &  Eastern  Rapid 
Railway,   Cinandalgua,   N.  Y. 

Wisconsin  Electric  and  Interurban  Railway  Association.     Secre- 
Smlth,  president  Columbia  Construction  Company. 
Milwaukee,    Wis. 


II  is  announced  that  the  Houston  (Tex.)  Electric  Com- 
pany will  build  a  clubhouse  for  its  employes,  equipped  with 
a  library  and  reading  room  and  patterned  after  the  clubhouse 
recently  built  by  the  San  Antonio  Traction  Company  in  San 
Antonio,  which  has  proved  a  source  of  gratification  both  to 
the  men  and  to  the  company. 


384 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.   No.   11' 


PROGRESS  OF  THE    TRACTION    CAMPAIGN    IN    CHICAGO. 


NEW  YORK  RAILROAD  CLUB. 


The  Citizens'  Non-Partisan  Traction  Settlement  Associa- 
tion of  Chicago  has  distributed  50,000  buttons  bearing  the 
inscription,  "Vote  tor  the  Traction  Ordinances.  C.  N.  P.  T. 
S  A  "  A  series  of  four  postal  cards  containing  arguments  in 
favor  of  the  ordinances  has  been  prepared,  and  two  of  the 
cards  have  already  been  distributed.  With  the  second  postal 
card  a  "nut-shell"  version  of  the  ordinances  was  distributed. 
The  association  has  adopted  the  plan  of  sending  copies  of 
the  ordinances  to  all  who  raise  objections  to  them  and  it  has 
been  found  that  many  of  the  objections  were  based  on  misin- 
formation. 

A  new  organization  called  the  "Strap  Hangers'  League" 
has  been  formed  to  advocate  the  approval  of  the  ordinances. 
Walter  L.  Fisher,  who  was  Mayor  Dunne's  original  traction 
expert,  advocated  favorable  action  on  the  ordinances  before 
a  meeting  of  the  league  on  March  19.  Mr.  Fisher  said  in 
part : 

I  have  said  before  since  this  controversy  arose,  and  I 
have  said  it  for  the  last  12  months,  ever  since  my  official 
connection  with  this  matter,  that  the  one  thing  which  the 
city  had  not  established,  and  the  one  thing  which  it  was 
most  uncertain  as  to  whether  it  could  establish,  was  its  abil- 
ity to  raise  the  money  necessary  to  buy  this  property  under 
the  $75,000,000  ordinance  of  any  other  ordinance  which  the 
present  opponents  of  this  ordinance  would  advocate  and 
which  would  be  adopted  by  the  people. 

The  fundamental  question  that  is  involved  is  whether 
or  not  under  the  existing  conditions  in  the  money  market  of 
the  world  (.because  the  flurry  that  we  had  the  other  day  in 
Wall  street  is  not  confined  to  Wall  street)  the  city  has  the 
ability  to   finance   those   securities. 

Shall  we  wait,  shall  the  people  of  this  community  per- 
mit the  present  intolerable  conditions  to  continue  while  the 
officials  of  the  city  find  out  or  attempt  to  find  out  the  only 
means  by  which  municipalization  is  possible  under  the  law? 

These  ordinances  were  intended  to  present  a  proposition 
on  which  the  advocates  and  the  opponents  of  municipal  own- 
ership could  safely  unite  without  sacrificing  the  principles  or 
convictions  of  either  one,  so  that  both  of  them  could  say.  as 
the  mayor  said  in  the  Werno  letter:  "We  can  provide  for 
first-class  service  and  we  can  settle  the  question  of  municipal 
ownership  when  we  have  established  our  legal  and  financial 
ability  to  take  them  over  and  have  made  the  necessary  po- 
litical provisions  that  are  absolutely  essential  to  any  success- 
ful management  under  public  control." 

These  ordinances  w-ert;  drawn  on  the  theory  that  the  time 
w'hen  the  city  could  best  purchase — most  advantageously  pur- 
chase— would  be  at  the  expiration  of  the  3-year  immediate 
rehabilitation  period.  It  was  not,  however,  limited  to  the 
right  to  purchase  then.  If  these  ordinances  are  adopted,  six 
months  from  February  1,  1908,  the  city  can  give  notice,  and 
on  that  day  it  can  purchase  and  take  over  the  properties. 

It  also  can  wait  the  three  years,  and  if  the  service  is 
then  satisfactory,  if  the  financial  terms  are  then  w-orking 
out  so  every  one  is  content,  it  can  wait  until  the  next  year, 
and  the  next  year,  and  the  next,  and  it  can  take  advantage 
of  that  provision  in  the  law  whenever  it  desires  to  do  so. 

The  decision  of  the  United  States  supreme  court  which 
holds  invalid  the  99-year  franchises  in  Chicago  has  been  filed 
in  the  federal  court  of  Chicago.  The  attorneys  for  the  city 
of  Chicago  and  the  Chicago  Union  Traction  Company  will 
argue  the  question  as  to  whether  the  entering  of  the  decree 
will  cloud  the  right  of  the  company  to  continue  the  use  of 
certain  tracks.  Judge  Grosscup  announced  that  he  will  hear 
the  arguments  on  April  4  and  5. 


The  New  York  state  board  of  railroad  commissioners  has 
decided  to  discontinue,  at  least  temporarily,  the  issuing  of 
the  quarterly  reports  showing  statistics  as  to  transportation 
in  Greater  New  York.  These  reports  have  been  issued  every 
three  months  for  several  years  and  have  been  remarkably 
complete  in  detail.  They  have  given  for  each  quarter  the 
cash  fares,  the  transfers  and  the  total  cash  fares  and  trans- 
fers received  by  each  street  lailroad  operating  company: 
the  greatest  number  of  passengers  carried  in  one  day,  the  car 
mileage,  and  the  number  of  transfer  points.  The  reports 
1  ave  furnished  the  opportunity  of  ascertaining  just  how  effi- 
cient the  service  of  each  company  has  been.  No  reason  is 
given  for  the  decision. 


An  interesting  paper  by  Walter  C.  Kerr,  president,  West- 
inghouse,  Church,  Kerr  &  Co.,  on  "The  Conduct  of  Electrifica- 
tion Work"  was  read  before  the  members  of  the  New  York 
Railroad  Club  at  their  meeting  held  on  March  15,  1907.  An 
extract  from  the  paper  follows: 

.Many  electrical  considerations  begin  by  getting  tangled 
in  chaotic,  irrelevant  discussion,  due  to  thinking  of  the  details 
first,  when  consideration  should  be  limited  to  the  broad 
problem  of  how  the  results  produced  through  electrification 
will  compare  with  the  present  steam  traction.  It  can  be 
easily,  cheaply  and  quickly  determined  whether  in  any  case 
electrification  is  warranted  or  not.  If  not,  the  job  is  finished. 
If  warranted,  the  next  step  is  determination  of  the  main 
elements  and  their  applicability  to  the  case  in  hand,  leading 
to  the  work  being  authorized  and  the  appropriations  approxi- 
mately made  to  perform  it. 

I  call  attention  to  certain  fundamental  differences  between 
electric  and  steam  traction.  Steam  traction  consists  of 
specially  differentiated  and  entirely  independent  units,  which 
can  be  very  unlike  in  many  ways.  Electrification  is  essen- 
tially a  system  in  which  there  is  correlation  of  the  highest 
order:  in  which  every  part  of  the  whole  operation  is  depen- 
dent on  every  other  part  and  its  individual  operation.  A  new 
tyiie  of  steam  locomotive  or  other  steam  railway  appliance 
can  be  tried  in  a  small  way  before  adoption.  An  electric 
system  must  be  completely  installed,  with  a  large  expendi- 
ture of  money,  time,  power  of  decision,  and  faithful  con- 
structive work,  in  an  exceptionally  new  and  rapidly  advanc- 
ing art,  before  it  may  exhibit  its  merits  or  defects.  Those 
charged  with  the  administration  of  such  work  must  make 
profound  decision  as  to  how  the  electrification  shall  be  ac- 
complished, to  utilize  the  best  means  to  safeguard  cost, 
quality,  time,  hazard  and  insurance  against  wide  departure 
from    normal    performance. 

I  have  time  to  discuss  only  a  few  considerations,  which 
to  my  mind  are  important,  though  not  always  sufficiently 
regarded. 

The  accomplishment  of  a  physical  project  necessitates 
logical  decisions  as  to  what  to  contemplate,  what  to  deter- 
mine, the  detail  of  what  shall  be  designed,  and  how  it  shall 
be  designed  and  specified,  the  method  of  construction  and 
finally,  the  modification  of  existing  methods  to  the  new  type 
of  operation.  This  sequence  is  often  forgotten  or  never 
known. 

A  steam  railway  may  accomplish  this  in  one  of  three 
ways:  (1)  It  may  create  a  new  department  within  itself  to 
conduct  it.  (2)  It  may  associate  with  it  an  already  estab- 
lished competent  organization  of  engineer-constructors  as  a. 
department  within  the  road.  (3)  Or  it  may  employ  engi- 
neers to  make  determinations,  designs  and  specifications, 
and  with  their  assistance  let  segregated  contracts  for  the 
work. 

No  one  method  may  be  so  good  as  to  be  perfect,  but  it  is 
my  belief,  as  well  as  my  practice,  that  the  second  method 
covers  at  the  present  time  more  desirable  features  and  fewer 
limitations  than  any  other. 

A  road  cannot  quickly  and  safely  create  such  a  depart- 
ment containing  needful  knowledge  and  experience,  nor  is 
a  large  department  for  this  purpose,  at  first,  financially  war- 
ranted. 

Such  an  undertaking  requires  the  correlated  work  of  an 
organization  of  engineer-constructors  of  widely  different  tal- 
ent, trained  in  working  co-operatively  to  a  given  end.  This, 
too.  gives  the  existing  departments  of  any  road  time  to  be- 
come practically  familiar  with  such  work  and  shape  them- 
selves to  later  conduct  it. 

The  general  contracting  process  need  not  be  mentioned 
here,  as  it  is  not  well  adapted  to  this  class  of  work. 

I  therefore  would  summarize  my  views  of  the  best  mode 
of  the  conduction  of  electrification  wrork  in  the  statement 
that  it  is  for  each  road  to  undertake  its  own  work  at  first 
bands  through  the  best  facilities  it  can  command,  which  if 
sufficiently  developed  within  its  own  organization  needs  no 
outside  assistance,  but  when  not  so  developed  and,  especially 
in  the  first  instance,  it  should  be  through  the  employment 
of  a  thoroughly  organized  and  competent  department  which 
for  the  time  being  it   makes  its  own. 


The  Boston  Elevated  Railway  Company,  which  operates 
an  extensive  system  of  elevated,  surface  and  subway  lines  in 
Boston,  Mass.,  has  applied  to  the  Boston  municipal  govern- 
ni'-nt  and  to  the  selectmen  of  the  suburb  of  Brookline  for 
permission  to  carry  baggage,  express  and  freight  matter  over 
its  lines,  as  a  common  carrier,  under  the  railroad  laws  of  1906. 


March  23.   1907. 


ELECTRIC     RAILWAY     REVIEW 


385 


REPORT    OF    A    BOARD   OF    ENGINEERS    ON    NEW    YORK 

CENTRAL    LOCOMOTIVES    AS    RELATING    TO 

THE    WOODLAWN    WRECK. 

Since  the  derailment  of  an  electric  train  on  the  New 
York  Central,  near  Woodlawn,  on  February  1G.  an  investiga- 
tion of  the  forces  to  which  track  is  subjected  by  the  opera- 
tion over  it  of  the  electric  locomotives  used  by  the  New  York 
Central  and  of  steam  locomotives  of  the  Atlantic  type,  has 
been  made  by  a  board  of  experts.  The  board  consisted  of 
representatives  of  the   New  York  Central,  the  General   Elec- 


New   York   Central    Woodlawn    Wreck — Electric   Locomotive 

trie  Company  and  the  American  Locomotive  Company  and  of 
Professors  Swain  and  Allen  of  the  Massachusetts  Institute 
of  Technology. 

The  result  of  the  investigation  is  given   as   follows: 

Comparison   Between  Steam  and   Electric   Locomotives  on  a  3- 

Degree   Curve   with   V/2    Inches   Superelevation. 

The  statement  has  been  published  "that  there  is  no 
science  of  curve  mechanics."  While  this  in  a  general  way  is 
a  correct  statement,  it  is  nevertheless  true  that  the  subject 
has  been  quite  fully  discussed  by  Wellington  in  his  "Eco- 
nomic Theory  of  Railway  Location"  (pages  281  to  313)  and 
the  essential  elements  of  the  problem  and  methods  of  cal- 
culating indicated.  Experimental  determination  of  values 
for    the    various    constants    entering    into    the    problem    is    a 


i  2 1     Component  of  slipping  in   the  direction  of  the  tan- 
gent of  track,  due  to  unequal  rail  lengths  inside  and  outside. 
(3)     Net    effect    of   centrifugal    force    (superelevation    of 
cuter   rail    considered). 

The    locomotive   must   be    revolved   against   these   forces 
I    and    2),   and   such   a   pressure   applied  as   will   cause    the 
locomotive  to  follow  the  curve.     The  point  about  which  the 
locomotive   revolves   with   respect   to   itself   as   affecting  the 
wheel    slippage   may    be    determined    mathematically   for    all 
practical  purposes  and  the  stresses  resulting  from  these  two 
effects   can    be   easily   determined    by   calculation.     In   deter- 
mining these,   due  consideration  should   be   given   to  the  ac- 
tion of  the  rigid  wheel  base  on  the  curve  in  question,  taking 
into  account  the  clearance  in  the  gauge  and  the 
clearance    between    the    main    drivers    and    the 
rigid  frame. 

It  will  be  appreciated  that  the  radial  slip 
on  the  front  outside  driver  when  rounding  the 
curve  is  self-contained  and  of  itself  does  not 
tend  to  displace  the  rail,  and  that  the  radial 
slip  on  the  inside  front  driver  does  tend  to  dis- 
place the  outer  rail  acting  through  the  front 
axle  to  the  flange  of  outer  front  driver. 

If  the  clearance  between  the  driving  wheel 
hubs  and  the  locomotive  frame  is  more  than  the 
ordinate  of  the  curve  at  the  second  axle,  the  sec- 
ond axle  will  run  to  the  outer  rail  until  the 
flange  of  outer  second  driver  bears  against  the 
rail  and  thus  the  frame  of  the  locomotive  does 
not  have  to  carry  the  radial  slippage  of  the 
second  set  of  wheels. 

The   centrifugal   effect    (3)    and   supereleva- 
tion of  the  outer  rail  are  readily  calculated  and 
need  no  explanation. 
Thus,  with  the  major  elements  taken  into  consideration. 
It  is  entirely  possible  to  practically  calculate  all  of  the  guid- 
ing effect  necessary. 

To  solve  the  problem  to  the  last  refinement  becomes  a 
complicated  and  tedious  investigation.  The  slight  variation 
under  actual  conditions  of  operation,  condition  of  track,  stiff- 
ness of  parts,  etc.,  introduces  constantly  changing  stresses 
which  would  make  a  solution  to  the  last  refinement  on  any 
one  given  condition,  of  no  practical  value.  With  due  con- 
sideration to  the  fundamental  and  major  elements,  the  prob- 
lem can  easily  be  solved  and  the  guiding  effect  determined 
sufficient  for  all  practical  purposes. 

Considering  (a)  the  condition  where  the  second  driving 
axle  bears  against  the  locomotive  frame  and  so  transmits 
the  radial  thrust  of  the  second  axle  to  the  outer  front  driver, 
a  comparison   of  the   New   York   Central   electric  locomotive 


New   York   Central    Woodlawn    Wreck — Steam   Locomotive,  Atlantic  Type. 


very  difficult  matter  and  is  the  reason  for  the  non-existence 
of  a  science  of  curve  mechanics. 

A  partial  analysis  of  the  guiding  effect  provided  on  steam 
locomotives  shows  that  the  fundamental  elements  have  been 
considered  and  the  guiding  effect  determined  therefrom  are 
borne  out  In  practice. 

The  guiding  effect  provided  for  electric  locomotives  of 
the  New  York  Central  is  not  only  theoretically  in  accord 
with  what  is  required,  but  has  the  same  structure  and  rela- 
tion of  parts  as  already  provided  on  steam  locomotives  and 
operating   successfully. 

There  might  be  mentioned  three  fundamentals  of  "me- 
chanics of  curve  resistance": 

(1)  Component  of  slipping  in  the  direction  of  the 
radius,  due  to  curvature. 


with  the  Atlantic  type  steam  locomotive  on  a  3-degree  curve 
with  a  4%-inch  superelevation  shows  that  the  pressure  of 
the  steam  locomotive  driver  against  the  rail  is  greater  at  all 
corresponding  speeds.  The  resultant  shear  on  the  spikes, 
however,  allowing  for  the  friction  of  the  rail  on  the  tie  plate, 
is  less  with  the  steam  locomotive  than  with  the  electric. 

The  difference  between  the  pressure  against  the  rail  and 
the  shear  on  the  spikes  is  affected  so  far  as  the  drivers  are 
concerned  by  the  height  of  the  center  of  gravity  under  the 
influence  of  centrifugal  force  increasing  the  vertical  pressure 
on  the  outer  rail.  The  greater  effect  of  the  higher  center  of 
gravity  of  the  steam  locomotive  disappears,  however,  at  the 
higher  speeds  by  reason  of  the  increasing  preponderance  of 
the  horizontal  force  due  to  centrifugal  action.  At  about  90 
miles  per  hour  the  shear  on  the  spikes  for  the  steam  locomo- 


366 


ELECTRIC     RAILWAY     REVIEW 


Vol.  xvn,  No.  12 


tive  would  be  approximately  the  same  as  that  of  the  electric 
locomotive,  but  at  this  speed  the  steam  locomotive  would  be 
in  danger  of  overturning. 

The  maximum  shear  on  the  spikes  is  not  necessarily 
caused,  however,  by  the  driving  wheel  of  the  locomotives, 
but  at  certain  speeds  may  exist  at  the  leading  wheel  of  the 
guiding  truck.  Although  the  pressure  of  the  guiding  truck 
wheel  against  the  rail  may  be  actually  less  than  that  of  the 
driver,  the  weight  upon  the  rail  of  the  guiding  wheel  is  so 
much  less  that  the  resultant  shear  on  the  spikes  is  conse- 
quently greater.  On  the  electric  locomotive  the  shear  on 
the  spikes,  due  to  the  guiding  truck,  is  in  excess  of  that  due 
to  the  drivers  up  to  about  40  miles  per  hour.    On  the  steam 


of  19  per  cent;  but,  on  the  other  hand,  if  the  comparison  Is 
made  on  the  basis  of  the  two  forward  drivers,  bearing  against 
the  outer  rail  of  the  electric  locomotive,  the  unbalanced  pres- 
sure is  2,780  pounds,  as  compared  with  4,890  pounds  on  the 
steam  locomotive,  a  difference  in  favor  of  the  electric  locomo- 
tive of  43  per  cent. 

The  ultimate  shearing  resistance  of  the  standard  spikes 
used  on  the  curve  in  question  ranges  from  14,440  pounds  to 
17,060  pounds.  Assuming  a  factor  of  safety  of  4,  the  per- 
missible shear  per  spike  is  3,810  pounds  to  4,265  pounds. 

The  100-pound  rail  in  use  on  the  curve  acts  as  a  con- 
tinuous girder  distributing  the  stresses  over  several  spikes, 
but  to  be  conservative,   two  spikes  may  be  taken  as  reslst- 


Table  of  Comparative  Shea.-  on  Spikes  at  Leading  Truck  Wheel  and  at  Driver  Wheels  for  Electric  Locomotives  and   New  York  Central 
Atlantic  Type  Steam    Locomotives  on  3-degree  Curve,  Superelevation  4'/2  Inches. 

Rail  Thrust,  Rail  Friction  Between  Shear  on  Shear  on 

Shear  on      Leading  Driver,  Thrust,  Lead-        Rail  arid  Spikes  by  Lead-  Spikes  by  Lead- 
Spikes  by     Second  Driver        ing  Driver,  Tieplate  ing  Driver,  Sec-  ing  Driver, 
Leading       Not    Against     Second  Driver          Leading  ond   Driver   Not      Second  Driver 
Truck  Wheel.          Rail.              Against  Rail.            Driver.     Against     Rail.          Against  Rail. 


Miles 
Per  Hour. 

Rail  Thrust 

Leading 
Truck  Wheel. 

Friction 

Between  Rail 

And  Tieplate 

Leading 

Truck  Wheel. 

40 
50 
60 
70 

80 

6,410 
6.600 
6.830 
7,101 
7,400 

4,000 
4,030 
4,050 
4,080 
4.100 

40 
50 
60 
70 
80 

7,830 
7,950 
8,130 
8,170 
8,200 

3,200 
3.210 
3.240 
3.330 
3.430 

Electric   Locomotive. 


2.410 
2,570 
2,780 
3,020 
3,300 

4,740 

7,400 

10,470 

14,130 

18,360 

3,860 
4,120 
4,480 
7,460 
11,000 

Steam 

Locomotive   (Atlantic) 

4,630 
4,740 
4,890 
4,840 
4,770 

6,120 

7,450 

11,230 

15,390 

21,160 

6,260 
6,220 
5,460 
7,570 
13,020 

4,180 
4,360 
4,650 
5,000 
5,360 


6.280 
6,720 
8,170 
9,420 
11,250 


560 

3,040 

5,820 

9,130 

13,000 


730 
3,060 
5,970 
9,910 


2,460 
5,640 


1,820 


locomotive  the  shear  on  the  spikes  due  to  the  guiding  truck 
Is  in  excess  of  that  due  to  the  drivers  up  to  about  65  miles 
per  hour,  and  this  shear  exceeds  that  of  either  the  driving  or 
truck  wheel  of  the  electric  locomotive  up  to  about  57  miles 
per  hour. 

Considering  (b)  the  condition  where  the  second  driving 
axle  clears  the  locomotive  frame  by  reason  of  the  end  play 
and  so  bears  directly  against  the  outer  rail  without  trans- 
mitting to  the  leading  driver  the  thrust  due  to  its  radial 
slip,  the  pressure  against  the  rail  of  the  leading  steam  loco- 
motive driver  as  in  the  condition  (a)  is  greater  at  all  corre- 
sponding speeds.     The  resultant  shear  on  the  spikes  is  less, 


ing  the  unbalanced  outward  thrust.  Consequently  at  60  miles 
per  hour  we  have  actual  maximum  shears  with  either  steam 
or  electric  locomotives  ranging  from  4,440  pounds  to  4,890 
pounds  borne  by  two  spikes,  which  with  a  factor  of  safety 
of  4,  are  proper  for  shears  of  7,620  pounds  to  8,530  pounds. 
In  other  words,  the  actual  factor  of  safety  is  approximately  7. 
In  conclusion,  it  appears  that  on  the  basis  of  the  forward 
driver  only  bearing  against  the  outer  rail,  the  electric  loco- 
motive imposes  slightly  greater  unbalanced  stresses  than  the 
steam  locomotive,  whereas,  on  the  basis  of  the  two  forward 
drivers  bearing  against  the  outer  rail,  the  steam  locomotive 
imposes    considerably    greater     unbalanced     stresses.     There- 


OeX>MLrfSA/T 


t 


-Ifeer/c/n.  CimtfMO' H 


lfc/?T/Cfil  Ci/W£  /OOO  —  - 


04795%  B/rSeor  /P/r/i. 


335 


New   York  Central   Woodlawn    Wreck — Scene  of  Accident. 


however,  with  the  steam  locomotive  due  to  the  effect  of  its 
higher  center  of  gravity. 

Under  this  condition  (b)  with  the  electric  locomotive 
the  shear  on  the  spikes  due  to  the  guiding  truck  is  in  excess 
of  that  due  to  the  drivers  up. to  about  75  miles  per  hour.  On 
the  steam  locomotive  the  shear  on  the  spikes  due  to  the 
guiding  truck  is  in  excess  of  that  due  to  the  drivers  at  all 
speeds  and  this  shear  exceeds  that  of  either  the  driving  or 
truck  wheels  of  the  electric  locomotive  up  to  75  miles  per 
hour. 

Regarding  the  stress  on  the  outer  spikes  of  the  outside 
rail,  it  will  be  seen  from  the  accompanying  tables  that  for  a 
speed  of,  say  60  miles  per  hour  on  a  3-degree  curve  with  a 
superelevation  of  4%  inches,  the  maximum  shear  on  the 
spikes  with  the  forward  driver  only  bearing  against  the  outer 
rail  is  5,820  pounds  for  the  electric  locomotive,  as  compared 
with  4,890  pourds  for  the  steam  locomotive,  or  a  difference 


fore,  the  shearing  force  on  spikes,  one  on  the  outside  of  the 
outer  rail  in  each  tie,  with  tieplates,  on  3-degree  curves,  prop- 
erly maintained,  with  a  superelevation  of  4%  inches,  is  far 
within  the  limits  of  safety  for  speeds  in  excess  of  the  so- 
called  "equilibrium  speed"  of  about  46%  miles  per  hour  to 
which  the  superelevation  of  4Y2  inches  corresponds. 

Assuming  25  per  cent  coefficient  of  friction  between 
wheels  and  rails  and  between  rail  and  tie  plate,  on  a  3-degree 
curve  with  4%  inches  superelevation,  the  maximum  pressure 
of  truck  or  driving  wheel  of  electric  or  steam  (Atlantic  type), 
second  drivers  not  bearing  against  the  outer  rail,  is  as  follows: 


Miles  Per 
Hour 
40 
50 
60 
70 
80 


Against  Rail,  Pounds. 

Steam  truck 7,830 

Steam  truck 7,950 

Steam  driver 11,230 

Steam  driver 15,390 

Steam  driver 21,160 


Resultant 
Against  Spikes,  Pounds. 

Steam  truck 4,630 

Steam  truck 4,740 

Steam  truck 5,820 

Elecliii.  driver 9,130 

Electric  driver 13,000 


March  23,  1907. 


ELECTRIC     RAILWAY     REVIEW 


387 


On  a  3-degree  curve  with  the  clearances  provided  in  the 
design,  the  outward  thrust  of  the  second  driving  axle  would 
be  carried  by  the  flange  of  its  outer  wheel.  Therefore  the 
following  values  are  based  on  maximum   pressure  of  truck 


In  compliance  with  your  request  of  February  28,  I  have 
made  a  careful  examination  regarding  the  circumstances 
of  the  train  accident  at  a  curve  on  track  No.  3  near  Wood- 
lawn    bridge.     I   have  visited   the  curve  and   inspected   the 


+  Radial   component  at  D  +  Centrifugal  effect  at  H. 


Speea 
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Friction  /feat's/ance /Pigt'c/  Wnee/Base 

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Cc/rpcfffjit 

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fi'/JQJea/nst/s// 

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4380 

3440 

3920 

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4080 

■f70t> 

S60 

3S60 

64/0 

24/0 

60 

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3450 

4960 

4300 

4200 

3560 

4280 

4360 

3930 

74-00 

304O 

4/20 

6600 

2570 

60 

4BSO 

3300 

4000 

3900 

3900 

3740 

4560 

46S0 

3640 

/0470 

5320 

4460 

6830 

27$0 

70 

90S0 

3/30 

4620 

3720 

3S80 

3SPO 

4630 

SOOO 

33SO 

/4/SO 

9/30 

7460 

2460 

7/00 

3020 

eo 

/37SO 

29O0 

4400 

3430 

3200 

4150 

5/O0 

5360 

2970 

/asso  13000  j/ooo 

5640 

7400 

3300 

New  York  Central  Woodlawn  Wreck — Data  for  Electric  Locomotive. 


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New   York   Central    Woodlawn    Wreck —     Data  for   Electric   Locomotive. 


or  driving  wheel  of  electric  or  steam   (Atlantic  type),  second 
drivers  bearing  against  outer  rail,  are  computed: 

Resultant 
Against  Spikes,  Pounds. 

Steam  truck 4,630 

Steam  truck 4,740 

Steam  truck 4,890 

Steam  truck 4,840 

Elect'k  driver 5,640 


Miles  Per 

Hour.  Against  Rail,  Pounds. 

40  Steam  truck 7,830 

50  Steam  truck 7,950 

60  Steam  truck 8,130 

70  Steam  truck 8.170 

80  n   driver 13,020 


Kxcept  in  four  instances,  the  electric  locomotive  shows 
less  maximum  unbalanced  pressure  than  the  steam  loco- 
motive. 

Opinion    of    Professor    Merriman. 

In  a  letter  dated  March  4,  1907,  to  G.  W.  Klttredge,  chief 
engineer  of  the  New  York  Central,  Prof.  Mansfield  Merri- 
man says: 


four  tracks,  noting  the  behavior  of  the  rails  and  cross-ties 
under  the  passage  of  both  steam  and  electric  locomotives.  I 
have  examined  the  three  computations  made  by  Mr.  Ander- 
son. Mr.  Carpenter  and  Professor  Swain  regarding  the  pres- 
sures exerted  by  the  wheels  of  the  electric  locomotive  against 
the  outer  rail  of  the  track,  and  have  also  made  computations 
of  my  own. 

All  these  computations  agree  in  regard  to  the  total 
centrifugal  force  exerted  by  the  locomotive  and  in  regard 
to  the  diminution  of  this  due  to  the  superelevation  of  the 
outer  rail,  but  they  differ  materially  in  the  results  obtained 
for  the  pressure  which  causes  the  skewing  of  the  locomotive 
wheel  base.  This  is  due  to  different  assumptions  made  by 
the  computers  as  to  the  position  of  the  center  of  rotation  of 
this  wheel  base,  as  to  the  influence  of  the  movable  front  axle, 
and  as  to  the  values  of  the  coefficients  of  friction. 


388 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  Xo.  12. 


The  problem  of  the  forces  required  to  skew  a  rigid  loco- 
motive wheel  base  around  a  curve  is  one  of  great  complexity. 
I  have  seen  in  print  only  one  discussion  of  it.  namely,  that 
given  in  Wellington's  "Economic  Theory  of  Railway  Loca- 
tion." but  this  discussion  states  general  principles  only  with- 
out  formulas   or  numerical   computations.     In   my   opinion,  a 


the  pressure  as  distributed  over  two  spikes,  the  factor  of 
safety  is  3.4,  which  is  satisfactory.  These  computations 
hence  indicate  that  the  accident  must  have  been  due  to  some 
other  cause  than  the  radial  pressure  developed  under  the 
normal  action  of  the  locomotive. 

In  justification  of  the  assumption    that   the   pressure  was 


Locomotive  revolving  ahout  E. 

Guiding  effect  at  H  =  10,70(1  lb. 

Spike  shear   at   H  =  P  —  Friction   at   H. 

Frame  moment 
Outward   thiust  at  H  =  P  = 


—  ln.Too 


108 


+  Radial   component  at  D  +  Centrifugal   effect  at  ii. 


Speeo1 

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78bO 

463  O 

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1970 

SI30 

6340 

6340 

6720 

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6080 

74  SO 

730 

622  O 



79SO 

<77WO 

60 

74- SO 

46S0 

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4690 

72SO 

8170 

*eeo 

1/230 

3060 

S46o 



0/3  O 

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70 

13030 

4ISO 

SZ60 

3640 

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S420 

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7S70 



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21050 

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New   York   Central   Woodlawn   Wreck — Data   for   Steam    Locomotive. 


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definite  solution  of  this  problem,  on  which  all  experts  can 
agree,  cannot  be  possible  until  experiments  and  measure- 
ments have  been  made  to  determine  the  facts  which  now 
must  be   roughly  assumed. 

The  computations  which  I  have  made  or  examined  indi- 
cate that  the  front  outer  driving  wheel  of  the  electric  loco- 
motive may  have  exerted  a  pressure  against  the  outer  rail 
on  the  3-degree  5-minute  curve  of  from  5.000  to  10,000  pounds 
at  a  speed  of  60  miles  per  hour.  Taking  the  highest  figure, 
using  17,000  pounds  for  the  ultimate  shearing  strength  of  a 
spike,   as    determined    by    Professor   Lovell.    and    considering 


New   Yorl;   Central   Woodlawn   Wreck — Data  for   Steam    Locomotive, 
Atlantic    Type. 


distributed  over  two  spikes.  I  note  that  all  bridge  specifica- 
tions consider  the  weight  of  a  wheel  to  be  distributed  over 
three  ties,  indicating  that  experience  has  shown  this  to  be 
true.  Also  when  tie  plates  are  not  used,  track  specifications 
require  rail  braces  to  be  placed  against  the  outer  rail  of  a  3- 
degree  curve  on  every  third  or  fourth  tie,  indicating  that  ex- 
perience has  proved  that  the  radial  pressure  under  a  wheel 
is  distributed  over  at  least  three  ties. 

As  a  professor  of  civil  engineering  for  twenty-eight  years, 
it  has  been  my  duty  to  instruct  students  in  the  principles  of 
railroad  construction  and  maintenance.  I  have  always  pre- 
sented to  them  the  theory  of  centrifugal  force  on  a  curve 
and  of  the  superelevation  of  the  outer  rail,  but  have  never 
given  a  discussion  of  the  resistance  of  the  spikes  against 
shearing.  I  have  never  seen  in  print  a  discussion  of  the 
resistance  of  spikes  on  the  outer  rail  of  a  curve  and  have 
never  heard  that  such  computations  have  been  made  by  en- 
gineers of  maintenance  of  way.  Practice  in  this  matter  ap- 
pears to  have  been  the  result  of  experience  alone.  I  do  not 
consider  myself  negligent  in  having  omitted  to  present  this 
topic  to  my  classes  and  I  do  not  think  that  omission  to  make 


March  23,   1907 


ELECTRIC     RAILWAY     REVIEW 


such  computations  should  subject  any  railroad  official  to  the 
charge  of  negligence. 

Precautions  Taken   Before  Operating   Electrically. 

The  management  of  the  New  York  Central  took  extraor- 
dinary care  to  secure  the  best  results  in  the  design,  con- 
struction and  operation  of  its  electrical  equipment,  and  at 
this  time  it  is  proper  to  call  attention  to  recite  some  of  the 
precautions: 

The  vice-president  in  charge  of  electrification  associates 
with  himself  the  best  talent  obtainable  in  the  country, 
also  the  contract  for  the  construction  of  the  locomotives  was 
entrusted  to  one  of  the  most  reputable  electric  manufactur- 
ing companies  in  the  United  States  with  the  requirement 
that  associated  therewith  should  be  one  of  the  most  repu- 
table locomotive  manufacturers,  so  as  to  secure  a  combina- 
tion of  the  talent  of  both  concerns. 

Following  the  thorough  discussion,  investigation  and  de- 
cision as  to  design,  the  actual  construction  of  the  locomo- 
tives was  limited  to  one  machine,  so  that  after  thorough  test 
any  needed  improvements  that  were  discovered  might  be 
incorporated  in  the  remainder  of  the  total  order  of  thirty- 
five  locomotives. 

The  first  completed  locomotive  was  tested  on  a  six-mile 
experimental  track  for  over  two  years,  covering  over  fifty 
thousand  miles  of  actual  service,  under  the  constant  inspec- 
tion of  the  vice-president  in  charge  of  electrification  and  his 
associates;  also  of  both  manufacturing  companies  and  of 
inspectors  appointed  by  the  operating  department  that  was 
to  use  the  locomotives,  as  well  as  by  the  construction  de- 
partment. 

Correction  is  needed  of  a  wrongful  impression  given  by 
the  public  press  that  the  testimony  given  regarding  the 
shifting  of  the  track  in  the  ballast  on  one  of  the  curves  in 
the  experimental  track  at  Schenectady  during  high  speeds, 
was  an  indication  of  something  wrong  about  the  electric 
locomotive.  Exactly  the  contrary  deduction  should  be  drawn. 
The  electric  locomotive  was  purposely  driven  at  speeds  of  75 
miles  per  hour  around  a  curve  that  was  elevated  for  but  60 
miles  per  hour,  so  as  to  accentuate  any  tendency  that  might 
exist  with  the  locomotive  to  spread  the  gauge.  This  very 
high  speed  caused  a  centrifugal  force  sufficient  to  move  the 
ties  in  the  gravel  ballast,  but  there  was  absolutely  no  widen- 
ing of  the  gauge  under  such  extreme  conditions,  thus  demon- 
strating that  even  with  such  excessive  speeds  around  insuffi- 
ciently elevated  curves,  producing  a  centrifugal  force  suffi- 
ciently great  to  shift  the  track  in  the  ballast  and  distort  the 
curvature,  would  still  not  cause  a  widening  of  the  gauge 
on  this  inferior  track.  In  other  words,  this  test  demonstrated 
that  the  method  of  spiking  curves  in  ordinary  practice  was 
sufficient  to  meet  even  abnormal  conditions. 

The  maximum  speeds  in  miles  per  hour  of  these  electric 
locomotives,  running  light  in  still  air,  with  600  volts  on 
straight  level  track,  for  different  positions  of  the  controller 
are  as  follows: 

One  Two 

Locomotive.  Locomotives. 

Controller  in  full  series  notch 28  30 

I'ontroller  in  full  series  parallel  notch 50 

Controller  in  full  parallel  notch 86  90 

HANDLING     EAGGAGE     IN     CONNECTION     WITH     STEAM 

ROADS. 

The  Birmingham  Light  &  Power  Company  and  the  city 
transfer  company  of  Birmingham,  Ala.,  are  parties  to  a  sys- 
tem of  suburban  baggage  transfer  that  is,  because  of  its  suc- 
cessful operation,  of  unusual  interest.  These  two  companies 
have  entered  into  an  agreement  whereby  parcels  of  baggage 
received  by  the  transfer  company  at  the  depot  are  given  the 
street  railway  company  for  suburban  deliver} 

All  railroad  traffic  of  the  country  surrounding  Birming- 
ham centers  at  the  union  station.  Passengers  whose  real 
destinations  are  in  one  of  the  populous  suburban  towns  inva- 
riably purchase  tickets  from  distant  points  to  Birmingham 
and  depend  upon  the  electric  cars  to  carry  them  to  the  i>oint 
they  desire  to  reach.     As  is  cu  ry  in  cities  an  agent  of 

the  transfer  company  meets  all  trains   and   takes 

charge  of  baggage  that  passengers  desire  to  have  deli 
either  in  the  city  or  in  the  suburbs.  II  il  is  for  suburban  de- 
livery the  baggage  is  taken  to  the  station  of  the  street  rail- 
way i  loaded  into  a  freight  car  and  afterwards  car- 
ried to  i  -non  and  delivered  by  the  street  railway 
employes.     In   a  similar  manner  baggage  checked  from   any 


point  on  the  electric  lines  is  delivered  to  the  transfer  com- 
pany at  Birmingham  and  thence  to  the  baggage  room  at  the 
depot.  A  charge  of  50  cents  is  made  for  each  piece  of  bag- 
gage transferred.  One-half  of  this  amount  goes  to  the  street 
railway  company  for  its  share  of  the  work. 

So  thoroughly  has  the  system  been  developed  that  during 
the  year  it  has  been  in  operation  only  one  piece  of  baggage 
has  been  lost.  Inasmuch  as  no  provision  is  made  on  the 
electric  cars  for  carrying  baggage  the  system  is  claimed  to 
be  as  satisfactory  to  patrons,  so  far  as  the  service  is  con- 
cerned, as  though  baggage  interchange  arrangements  existed 
between  the  steam  and  electric  railways. 

The  checks  given  as  receipts  for  baggage  do  not  varj  In 
form  from  those  used  by  transfer  companies  in  other  cities. 
The  method  of  issuing  the  checks  when  baggage  is  received 
and  taking  them  up  when  the  delivery  is  made  is  the  same 
as  that  in  vogue  on  steam  railroads.  In  addition  to  the  check. 
however,  the  electric  railway  company  has  a  baggage  way- 
bill and  receipt  which  latter  it  is  necessary  for  the  recipient 
of  baggage  to  sign  before  the  delivery  is  made.  This  latter 
provision  is  merely  a  safeguard  that  the  company  has  found 
advisable  to   adopt. 


SPECIAL    SIGNALS    AT    CAR     HOUSES. 


On  high-speed  interurban  roads  and  even  in  the  suburb- 
an divisions  of  city  systems  it  is  often  necessary  to  inform 
motormen  of  changes  in  operating  conditions  beyond  cer- 
tain points  in  the  line  which  might  otherwise  be  passed  at 
too  high  a  speed.  Unless  some  kind  of  special  signal  is 
in  service,  the  delay  incurred  in  stopping  for  orders  may 
lengthen  the  schedule  unduly,  or  in  the  absence  of  accurate 
information  as  to  the  track  ahead  a  car  may  be  run  too 
rapidly  for  safety.  If  the  schedule  does  not  require  motor- 
men  to  stop  regularly  at  all  car  houses  it  is  highly  impor- 
tant that  some  simple  means  be  installed  to  signal  approach- 
ing cars  or  trains  that  something  unusual  is  afoot. 

This  can  readily  be  accomplished  by  the  use  of  incandes- 
cent lamps  mounted  in  waterproof  boxes  over  the  track  to 
be  governed,  colored  glass  being  set  in  the  front  of  the  box 
to  give  the  indication  desired.  By  connecting  four  lamps  in 
series  in  the  box.  grounding  the  last  lamp  terminal,  running 
the  other  side  of  the  line  to  the  car  house  office  and  connect- 
ing it  with  the  trolley  through  a  fifth  lamp  and  single-pole 
switch,  a  simple  and  reliable  hand  signal  is  made  available. 
The  fifth  lamp  should  either  be  labeled  with  a  pilot  desig- 
nation or  glassed  with  the  proper  color  to  avoid  mistakes  in 
setting  the  signals.  Several  of  these  lamps  and  switches 
mounted  on  a  common  slate  panel  close  by  the  window  and 
private  telephone  enable  the  approaching  cars  to  be  con- 
trolled with  ease  from  the  office. 

In   a  recent  installation  of  this  kind   the  car  house  and 
shops   were  located  near   the  bottom  of  a  steep  hill  and  to 
avoid  the  danger  of  a  collision  between  an  approaching  car 
and  any  other  car  which  might  be  standing  at  the  time  on 
the   main   line  in   front  of  the   car  bouse,    a  yellow  caution 
signal  of  four  lamps  was  installed  at  the  top  of  the  grade, 
the  fifth  lamp  and  switch  being  in  the  office.     To  bring  any 
approaching  car  to  a  full  stop  outside  the  shops  a  couple  of 
lamp    signals    were    mounted    over    each    track,    the    red    in- 
dications being  controlled  in  the  above-mentioned   way  from 
the  office  panel  board.     On  this  particular  road  cars  do  not 
stop  at  the  shops  without  special  signal.      Although  the  line 
is    double-tracked,   there    are   places    upon    it    which    an 
narrow   to  allow   the   simultaneous   passage  of  cars   and   the 
largest  snow  plows  used  on  the  road,  so  it  has  to  be  op< 
as   a    single-track   line   in    certain    places    at   times.     On- 
these  sections  of  too  limited  clearance  begins  near  the  sho]  s, 
and  to  warn  motormen  of  the  presence  of  plows  a  four  -I 
blue  signal  is  installed,  the  control  being  in   the  office  along- 
side the   other   switches.      The  reduction   of  one   stop    l 
the    schedule,   saves   the  power  cost   of   accelerating   from     a 
standstill    and    the   wear   and   tear  of  braking.     The    lai 
do  not  consume  current  except  while  signals  are  needed,  and 
as  someone  is  on  duty  all  the  time  at  the  shops,  thi 
Hon  is  a   matter  of  no  trouble  whatever. 


390 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  12. 


EXTENSION     OF     A     PIONEER     SINGLE-PHASE     LINE     IN 
CALIFORNIA. 


The  very  satisfactory  traffic,  both  freight  and  passenger, 
which  the  Vallejo  Benicia  &  Napa  Valley  Railroad  Company 
has  enjoyed  since  it  began  operating  some  two  years  ago  has 
warranted  the  construction  of  an  extension  of  the  line  which 
will  more  than  double  the  territory  served.  The  San  Fran- 
cisco Vallejo  &  Napa  Valley  Railway  Company  has  recently 
been  organized  to  build  the  extension,  the  grading  for  which 
is  now  practically  completed.  When  the  new  track  is  in  opera- 
tion the  company  will  be  able  to  offer  excellent  service  from 
San  Francisco  by  steamer  to  Vallejo,  thence  by  the  present 
single-phase  electric  line  to  Napa,  17  miles,  and  by  the  new 
extension,   18  miles,   to  St.  Helena. 

Track  and    Roadway. 

This  extension  from  Napa  to  St.  Helena  will  serve  aD 
especially  fertile  and  well-populated  valley,  the  terminus, 
St.  Helena,  being  a  well-known  health  resort  with  a  perma- 
nent population  of  2.500  people.  The  roadbed  as  now  graded 
is  practically  tangent  for  the  entire  distance.  The  company 
has  a  private  right  of  way  and  the  maximum  grade  is  one 
of  but  1.28  per  cent  for  a  distance  of  1,000  feet.  In  the 
entire  18  miles  the  rise  is  only  245  feet.  The  track  is  of 
standard  construction,  with  60-pound  rails,  and  rock  ballast. 
Continuous  joints  are  used,  bonded  with  10-inch  "Protected" 
rail  bonds  with    %-inch  terminals. 

Japanese  Oak  Ties. 

It  is  interesting  to  note  that  the  ties  for  the  extension 
were  purchased  in  Japan.  They  are  Japanese  oak  with  9-inch 
bearing  faces,  6  inches  thick  and  8  feet  long.  It  is  said  to 
be  practically  impossible  to  purchase  for  quick  delivery 
oak  ties  at  any  reasonable  price.  For  this  reason  redwood 
is  generally  used.  It  was  found  possible  to  purchase  the 
Japanese  ties  which  are  cut  from  firm  oak  at  a  price  even 
less  than  that  paid  for  local  redwood. 

Electrical    Construction. 

The  overhead  construction  for  the  new  line  will  be  simi- 
lar to  the  present  Westinghouse  practice,  comprising  a  No. 
000  grooved  trolley  wire,  supported  by  a  catenary  messen- 
ger hung  from  large  porcelain  insulators,  these,  in  turn,  being 
hung  from  .angle-iron  bracket  arms.  The  insulation  is  suf- 
ficient for  operating  at  6,600  volts,  but  at  present  a  voltage 
of  3,300  is  used.  Current  is  collected  by  the  standard  West- 
inghouse pantagraph  trolley  with  flat  sliding  contacts.  The 
results  obtained  with  this  sliding  contact  trolley  are  said 
to  be  very  satisfactory;  the  wearing  part,  or  contact  plate, 
is  found  to  give  service  for  about  30,000  miles.  No  delays 
are  caused  by  the  trolley  jumping  the  wire,  neither  is  there 
any  attention  necessary  from  the  conductor. 

It  is  thought  that  the  present  current-transforming  ap- 
paratus as  installed  at  Napa  will  be  sufficient  to  supply  the 
new  extension.  This  installation  includes  two  Westinghouse 
motor-generator  sets,  each  of  400-kilowatts  capacity.  Cur- 
rent is  supplied  from  the  high-tension  transmission  lines  of 
the  Bay  Counties  Electric  Company,  is  stepped  down  to  a 
suitable  voltage  for  operating  the  three-phase  motors  of  the 
motor-generator  sets  and  these  regenerate  the  power  as  single- 
phase  current,  which  is,  in  turn,  stepped  down  by  trans- 
formers along  the  line  and  fed  to   the  trolley   wire  at  3,300 

volts  pressure. 

New   Cars. 

With  the  completion  of  the  extension  there  will  be  put 
into  service  eight  new  cars  of  the  Pullman  type,  which  are 
now  being  built  by  the  Niles  Car  Company.  Two  of  the  new 
cars  will  be  of  the  combination  type  with  baggage  and  smok- 
ing compartments.  Each  car  will  be  56  feet  long  overall 
and  9  feet  wide  over  sheathing.  The  vestibules  will  have 
swinging  doors  to  form  motormen's  side-cabs  when  desired. 
The  interior  finish  of  the  car  bodies  will  be  mahogany  with 


an  Empire-type  ceiling  and  lamps  concealed  by  inverted  holo- 
phane  bowls.  The  seating  capacity  of  each  car  will  be  suf- 
ficient for  64  passengers. 

The  car  bodies  will  be  mounted  on  Baldwin  M.  C.  B. 
trucks  with  steel-tired  wheels.  All  the  electrical  equipment 
will  be  supplied  by  the  Westinghouse  Electric  &  Manufac- 
turing Company.  Each  car  will  have  a  quadruple  equipment 
of  No.  132A  motors  (100  horsepower),  an  oil-cooled  auto- 
transformer,  and  control  apparatus  for  double-end  single-car 
operation  or  for  multiple-unit  operation.  To  facilitate  train 
operation  Gould  automatic  couplers  and  Westinghouse  A.  M. 
M.  air  brake  equipments  with  graduated  release  and  quick 
recharge   will   be   used. 


SAFETY  OF  ELECTRIC  LOCOMOTIVES. 


At  a  meeting  of  the  New  York  Railroad  Club  on  March 
15,  1907,  Frank  J.  Sprague  in  discussing  the  recent  Wood- 
lawn  wreck  on  the  New  York  Central  &  Hudson  River  road, 
spoke  in  part  as  follows: 

There  was  enough  power  concentrated  at  the  head  of  this 
ill-fated  train  to  account  for  almost  anything  if  not  intelli- 
gently handled,  and  yet  the  same  wreck  might  have  occurred 
whatever  the  power  used.  Of  course  the  "deadly  third  rail." 
or  the  use  of  the  direct  instead  of  the  alternating  current, 
had  nothing  whatever  to  do  with  this  disaster.  There  were 
no  electrocutions,  and  what  fire  there  was,  whatever  the 
cause,  occurred  directly  over  the  broken  connection  of  a 
pintch  gas  tank  and  was  quickly  put  out.  There  is  not  the 
remotest  evidence  that  the  third  rail  caused  even  this  slight 
fire,  but  there  is  plenty  of  evidence  that  this  particular  third 
rail  was  instantly  automatically  cut  out  of  service,  and  that 
it  was  impossible  to  restore  it  until  the  wreck  was  cleared. 
Now  a  word  as  to  this  particular  electric  locomotive,  and 
what  is  uppermost  in  every  man's  mind,  because  of  this  ac- 
cident. As  to  the  machine  itself,  I  feel,  and  believe  that  its 
designers  and  builders  can  feel  pride  in  its  construction  and 
general  performance.  Neither  its  low  center  of  gravity,  nor 
its  rigid  wheel  base,  both  so  gravely  referred  to  in  "scientific" 
articles,  were  the  causes  of  the  accident.  Under  the  existing 
circumstances  perhaps  I  can  only  refer  to  this  unhappy  affair 
negatively  rather  than  affirmatively  for  the  various  investiga- 
tions which  are  under  way,  and  the  relations  of  railroad  offi- 
cials and  engineers  to  the  matter  forbid  my  expressing  af- 
firmative opinions.  But  there  are  some  things  I  think  I  know, 
and  so  far  as  they  affect  the  design  of  these  locomotives,  my 
practical  comment  is  that  I  take  every  opportunity  to  ride  in 
them,  and  I  doubt  if  there  is  an  engineer  on  the  road  who 
has  been  employed  in  driving  them  who  would  not  prefer  a 
berth  in  their  cabs  than  in  that  of  any  steam  locomotive  on 
the  New  York  Central. 

A  paper  was  also  presented  by  W.  J.  Wilgus,  vice-presi- 
dent of  the  New  York  Central  &  Hudson  River,  in  which  ho 
said: 

Recently  very  elaborate  calculations  have  been  made  by 
the  engineers  of  the  two  manufacturing  companies  and  of  the 
railroad,  and  also  by  Professor  Swain  of  the  Massachusetts 
Institute  of  Technology,  demonstrating  the  correctness  of  the 
conclusions  reached  as  a  result  of  the  practical  tests  above 
described,  as  to  lack  of  any  undue  effect  upon  the  track,  and 
also  as  regards  favorable  comparison  with  steam  locomotives. 
These  calculations  have  of  course  taken  into  account  the 
height  of  center  of  gravity,  as  well  as  all  of  the  other  ele- 
ments that  have  to  be  considered  in  connection  therewith. 
As  to  the  reflections  on  the  installation  regarding  the 
use  of  the  third-rail  direct-current  system,  I  cannot  too  em- 
phatically state  the  untruthfulness  of  the  articles  that  have 
appeared  to  the  effect  that  the  third  rail  had  something  to  do 
with  the  cause  of  the  wreck  and  injuries  to  passengers.  As  a 
matter  of  fact,  the  third  rail  worked  perfectly  as  to  the  auto- 
matic cutting  off  of  the  current  by  the  circuit-breakers  and 
the  insulation  of  the  rail  from  contact  with  equipment  and  . 
passengers.  All  of  the  evidence  before  the  coroner  and  board 
of  railroad  commissioners  shows  conclusively  that  the  third- 
rail  system  in  no  manner  had  anything  to  do  with  the  acci 
dent  or  the  results  that  followed  it. 

In  ending  I  would  like  to  state  that  during  the  searching 
investigations  of  the  railroad  company  and  also  by  the  cor- 
oner's jury  and  the  board  of  railroad  commissioners,  nothing 
has  yet  developed  that  shows  that  the  electric  installation 
was  in  any  way,  shape  or  manner  responsible  for  this  great 
disaster. 


March  23,  1907. 


ELECTRIC     RAILWAY     REVIEW 


391 


EXPERIMENTS  WITH    CONCRETE  TIES. 


At  the  annual  meeting  of  the  American  Railway  Engi- 
neering and  Maintenance  of  Way  Association  at  Chicago,  on 
March  19,  20  and  21,  the  committee  on  ties  presented  a  re- 
port which  contained  some  information  on  concrete  ties.  As 
the  American  Street  &  Interurban  Railway  Engineering  As- 
sociation has  issued  a  circular  on  concrete  railway  ties,  which 
was  published  in  last  week's  issue  of  the  Electric  Railway 
Review,  an  abstract  of  that  portion  of  the  report  of  the  tie 
committee  of  the  American  Railway  Engineering  and  Main- 
tenance of  Way  Association  which  refers  to  concrete  ties  is 
published  herewith. 

The  committee  calls  attention  to  three  elements  very 
necessary  to  remember  in  the  consideration  of  designs  to  re- 
place wood  ties: 

(1)  An  efficient  method  of  fastening  the  rail  to  the 
tie.  This  is  a  problem  present  with  the  wood  tie  also,  if 
the   life   of  the  tie   be   considered. 

(2)  The  requirement  of  a  considerable  measure  of 
elasticity  in  any  tie.  There  is  always  a  tendency  of  the 
ballast  to  become  unstable  and  the  track  to  become  center 
bound,  and  the  wooden  tie  has  met  the  condition,  because 
it  is  elastic.  Neither  the  steel  nor  concrete  tie  offers  the 
same  elasticity,  and  either  will  require  greater  care  in 
track  surfacing  and  maintenance. 

(3)  No  metal  tie  has  yet  been  designed  that  offers  a 
satisfactory  method  of  insulation,  and  this,  of  course,  is  a 
serious  objection  in  view  of  the  rapid  increase  in  installa- 
tion of  block  signals.  It  will  be  found  necessary,  doubtless, 
to  use  fiber  as  an  insulating  material,  and  that  wears  so 
rapidly  that  it  will  be  a  source  of  considerable  trouble  and 
expense  to  attempt  to  maintain  insulating  pieces  on  each 
tie.  Concrete  is  almost  an  insulating  material  and  it  will 
probably  be  practicable  to  design  a  concrete  tie  that  will 
overcome  this  difficulty.  On  the  other  hand,  the  construc- 
tion of  such  a  tie  will  require  a  great  deal  of  care  to  pre- 
vent   contact    through    the    metal    reinforcement. 

Reinforced    Concrete    Ties. 

The  committee  presents  a  report  made  to  J.  W.  Ken- 
drick,  second  vice-president  of  the  Atchison  Topeka  &  Santa 
Fe  Railway  System,  on  "Reinforced  Concrete  Ties,"  by 
E.   O.  Faulkner,  in  November,   1904: 

HARRELL    TIE. 

This  was  perhaps  the  first  type  of  reinforced  concrete  ties 
used  In  America.  Thirty  were  inserted  in  the  Pennsylvania 
Company's  track  in  1899,  near  the  Union  Station.  Chicago,  the 
concrete  being  molded  around  a  truss  of  1-inch  rods  put  to- 
gether like  a  trussed  brake  beam.  From  first  to  last  they 
were  in  service  about  17  months,  the  last  tie  being  taken  out 
In  the  fall  of  1900.  Shortly  after  they  were  first  laid,  single 
ones  had  to  be  removed,  and  this  continued  at  intervals  until 
all  were  taken  out.  Some  broke  in  the  middle,  others  gave 
way  at  the  fastenings  or  under  the  track  rails,  so  that  toward 
the  end,  oak  ties  had  to  be  sandwiched  between  them  to  help 
out.  Later  on  Mr.  Harrell  made  a  number  under  what  he 
claims  to  be  a  better  pattern  so  far  as  track  fastenings,  etc., 
are  concerned,  and  10  were  placed  in  a  switch  track  of  the 
Western  Foundry  &  Steel  Company  at  Hegewisch,  111.,  in 
August,  1901.  Three  have  since  been  removed  on  account  of 
a  car  derailment  breaking  them;  the  rest  are  still  in  service 
In  good  condition,  but  being  in  an  industry  sidetrack,  there  Is 
no  strain  or  service  test,  and  under  these  conditions  they  should 
last   for    many   years. 

KIMBALL    TIE. 

This  consists  of  two  concrete  bearing  blocks  shaped  like  a 
pole  tie,  each  3  feet  long,  9  Inches  wide,  and  7  Inches  thick, 
joined  by  two  3-inch  channels,  2  Inches  apart,  placed  back  to 
back  and  molded  In  the  concrete,  the  bearing  of  the  rail  being 
taken  by  a  cushion  block  of  white  oak,  3  inches  thick.  9  inches 
wide,  and  18  Inches  long,  secured  to  the  concrete  base  by  bolts,  the 
track  rail  being  spiked  to  these  blocks  In  the  usual  way  and 
elm  plugs  set  In  the  concrete  to  take  care  of  the  additional 
length   of   spikes. 

Two  were  Inserted  In  the  Pere  Marquette  tracks  at  Saginaw 
In  1900.  the  blocks  being  held  together  by  a  piece  of  scrap 
rail;  later,  one  was  taken  out  and  sent  to  the  Roadmasters' 
convention  in  Milwaukee  In  the  fall  of  1901.  It  was  put  in 
the  track  In  one  of  the  local  yards,  and  has  since  been  lost 
sight  of.  The  one  still  In  service  at  Saginaw  I  found  In  good 
condition,  excepting  that  one  of  the  cushion  blocks  was  badly 
cracked    and    would    soon    need    renewing.      Before    being    used 


these  blocks  were  treated  with  Avenarius  Carbollneum.  There 
was  some  rust  on  the  old  rail  connecting  the  blocks,  but  noth- 
ing to  hurt.  Two  others  were  inserted  in  the  Saginaw  yards 
in  the  fall  of  1901,  but  were  afterward  taken  out,  though  for 
what  reason  I  could  not  learn.  Eight  more  were  put  in  the 
main  track  at  Saginaw;  these  I  found  still  in  service  and  In 
good  condition,  some  of  the  cushion  blocks  being  somewhat 
sun  checked;  on  removing  the  ballast  from  one  or  two  ties  I 
found  very  little  rust  on  the  connecting  bars,  the  spikes  were 
holding  all  right,  and  the  ties  looked  well,  but  the  test  is  not 
in  sufficient  numbers  to  warrant  any  practical  conclusion.  The 
ballast  was  gravel,  and  there  were  no  cracks  in  any  of  the 
concrete  blocks.  Another  tie  was  laid  in  the  Port  Huron  yard 
In  1902,  but  no  one  knows  where  it  is,  or  what  has  become  of 
it.  Two  were  laid  in  the  Walkerville  yard,  and  two  near  Pel- 
ton,  Ont.,  in  September,  1903.  I  am  told  a  derailment  occurred 
on  the  yard  ties,  the  wheels  passing  over  the  wooden  cushion 
blocks  without  damage,  excepting  that  some  slivers  were  broken 
off  where  the  first  wheels  struck  them.  Ten  were  also  fur- 
nished the  Nickel  Plate  in  1903,  eight  of  which  were  laid  east 
of  Euclid  avenue  station,  Cleveland,  and  two  broken.  I  did 
not  look  up  any  of  those  inserted  in  1903,  as  the  time  is  so  re- 
cent. There  were  30  furnished  the  Grand  Rapids  electric  rail- 
way for  street  car  use,  also  one  to  the  Detroit  United  Railway, 
which  was  put  in  at  Gross  Point.  In  1902,  3,400  feet  of  the 
Pere  Marquette  track  in  Jefferson  street,  Bay  City,  was  laid 
with  these  ties  without  the  connecting  channel  bars,  the  two 
blocks  being  laid  in  cement  up  to  the  level  of  the  top  of  the 
rails.  This  piece  of  track  has  been  widely  advertised,  and  is 
in  good  condition;  but  where  railway  tracks  are  laid  in  cement 
and  In  paved  city  streets  it  cannot  be  considered  a  test,  so  far 
as  concrete  ties  for  ordinary  use  are  concerned. 
ALFRED   TIE. 

This  is  one  designed  by  the  then  chief  engineer  of  the  Pere 
Marquette.  Fourteen  were  put  in  near  the  Kimball  ties  at 
Saginaw,  Mich.,  in  November,  1902,  as  an  experiment,  and  all 
removed  early  in  1904  on  account  of  breaking  between  rails, 
the  design  being  faulty.  Nine  of  a  new  pattern  were  inserted 
in  the  same  place  in  the  summer  of  1904;  of  these  one  is 
broken  close  to  the  track  rail  and  several  others  already  show 
signs  of  rail  cutting,  there  being  no  cushion  or  protection  be- 
tween the  base  of  the  rail  and  the  top  of  the  tie;  one  has 
cut  in  %  of  an  inch  in  three  months,  others  nearly  as 
much.  Ten  were  laid  in  September,  1904,  at  Wixom  water 
tank,  where  engine  fires  are  cleaned,  and  wooden  ties  destroyed 
by  cinders.  These  10  are  said  to  be  in  good  condition;  it  was 
dark  when  we  passed,  so  that  I  could  not  see  them  personally; 
214  more  were  laid  in  a  sidetrack  opposite  Saginaw  passenger 
depot  in  October,  1904,  and  immediately  after  laying  them  a 
ditch  for  a  drain  pipe  was  dug  parallel  to  the  track,  within  6 
inches  of  the  ends  of  the  ties.  Of  87  alongside  the  ditch,  56 
were  cracked  or  broken,  some  in  two  or  three  places,  and  of 
the  remaining  127  away  from  the  ditch,  one  was  broken  close 
to  the  inside  rail.  The  ditch  extended  for  some  distance, 
where  there  were  wooden  ties  in  the  same  track,  but  none  of 
these  were  damaged  by  reason  of  its  location. 
BURBANK  TIE. 

The  reinforcement  consists  of  an  iron  plate  and  a  twisted 
bar  of  iron,  bent  at  each  end  and  welded  to  tie  plates,  which 
rest  on  wooden  blocks  and  support  the  track  rail.  I  was  told 
there  were  147  in  the  Hecla  Mining  Company's  track,  near 
Bay  City,  Mich.,  and  two  in  the  Hecla  Belt  track  at  one  of 
the  crossings  in  the  outskirts  of  the  city.  I  could  not  go  per- 
sonally to  the  mining  track,  but  sent  another  man,  in  order  to 
learn  how  the  ties  looked;  he  has  since  advised  me  that  he 
could  not  find  a  concrete  tie  in  any  mining  or  belt  crack  owned 
by  the  Hecla  company,  excepting  the  two  spoken  of,  and  these 
I  found  myself  so  badly  broken  after  three  months'  service  of 
switch  trains  that  there  is  no  question  about  the  design  being 
defective.  HICKEY  TIE. 

The  reinforcement  here  consists  of  T&  feet  of  scrap  track 
rail  imbedded  in  the  concrete;  outside  of  this  the  other  features 
of  the  tie  have  been  changed  from  time  to  time  as  defects  de- 
veloped. First,  the  rail  fastenings  were  improved,  then  it  be- 
came apparent  that  on  account  of  track  rail  cutting  into  the 
concrete,  some  protection  had  to  be  furnished,  and  a  tie  plate 
was  tried.  This  has  proven  Insufficient  for  the  purpose,  and 
Mr.  Hlckey  now  says  a  larger  cushion  of  metal  or  wood  must 
be  placed  between  the  rail  base  and  the  tie  to  prevent  rail  cut- 
ting. He  has  a  number  inserted  in  St.  Thomas  yard  (On- 
tario), also  10  at  Klngsmill,  east  of  St.  Thomas,  In  Michigan 
Central  main  track,  under  heavy  service,  and  6  at  Taylor; 
in  all  between  35  and  40  ties,  most  of  them  having  been  in 
over  two  years,  and  one,  still  in  good  condition,  three  years. 
The  greater  portion  are  more  or  less  cracked,  and  some  broken, 
but  Mr.  Hlckey  says  he  will  keep  on  experimenting,  and  hopes 
yet  to  be  successful.  He  is  the  general  roadmaster  of  the  Mich- 
igan Central  lines  in  Canada.  No  derailment  has  occurred  so 
far   on    these    ties. 

BRUNSON    TIE. 

The  reinforcement  here  consists  of  some  small  strips  of 
Iron,  surrounded  by  concrete,  wooden  plugs  being  molded  in  the 
concrete  in  which  to  drive  the  spikes,  the  track  rail  resting 
directly  on  the  concrete.  Nineteen  of  these  were  laid  In  Chi- 
cago Junction  Railway  stockyards  tracks  in  September,  1904, 
near  Forty-first  and  Halsted  streets.  Chicago.  Two  months 
after  service  I  found  cracks  between  the  rails  In  14  out  of  the 
19.  some  being  cracked  in  two  places.  The  rail  was  also 
beginning  to  cut  into  some  of  them,  especially  joint  tle3. 
Nothing  but   slow  switch   train   movement  passes  over   them,   and 


392 

while  this  is  heavy,  it  can  scarcely  be  said  that  the  test  is 
sumcient  to  establish  the  value  of  the  tic.  No  derailment  ha* 
vol    occurred    on    any    of    them. 

SEELEY    TIE. 
Thi*    was    a    concrete    tie    without    any    reinforcement    what- 
ever    the   only   iron    used   being   the  bolt   going:   through   the   con- 
crete   for    rail    fastenings.      Ten    were    p  aced    In    ^e    tracks    of 

moved  long  before  this.  „»ttw4v    tvst 

COLORADO    &    SOUTHERN    RAILWAY     TEST. 
In   the  summer  of  1901   the  officials  of  the  Colorado  &   South- 
ern   Ralwav   had    three    ties   made   and    put    in    the    yard    at  Argo 

on    the   outside    of   the    tie   to   withstand    any    such   shock. 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.   12. 


AFFLECK   TIE. 
was   placed    in   a   sidetrack    at    Dune     fariv.      ™  cracked 

took    them    out    and    put    15    others    in    in    June     1904       The  e 

given   fair   satisfaction.  Pittsbur"   are   also    testing 

The   P-g^^^ti^Sr  foflM bbe1nrP^ced   l»   the 

this   same    tie.    S7    out   ot    an    °Ta*'  1Qn,      t  examined   these 

main  line  at  Emsworth,  Pa"'n  .O^'nd  found  £?  marked  for 
with  the  roadmaster  a  m0"thJ^ntfca„d  another  one  has  a 
removal  before  the  close  »f  '^^'b X"^  track  where 
broken  en*  They  are  on  took «  ^£"*  nmning  OVer  it. 
^lonSsTefni^vidS  too  severe  for  the  tie  in  its  pres- 
ent    shape.  BUHRER   CONCRETE    TIE 

Sa°ndu~sky    Water    Worlte    ^mpanj .    «d~    11.       «*-*" 

^Verf^rt^d1^-^  of  which  IS  failures have  been  re- 
ported; and  2.415  were  "«2S5rS.^to«L  This  is  the  most 
the    failures    are    on    the    Pennsj  lunia    im  favorable 

successful  of  all  concrete  ties  J  *fe  ^  *££  T  saw  marks 
conditions   it  certain  y  makes  ajtae  took.n „   track  ment    at 

^ilwauSe^e^heS^f'one-^aving  passed  over  several 
curred,    no    damage   being   done    tc the    tiesL 

been   satisfactory,   and  it  ms   not  P™P°S«U         £h       Pennsyivania 

ties.       Of    the    tatter,     Z«    w  Emsworth,    Pa.,    which    were 

for    insertion    in    the    main    tracn.    "  100        ere 

all    put    in    by    March.    1904       In    June     of    same    >  ««>•       ■  of 

replaced,    and    on    November    1 >  J0"0™*    *      ace    broken    ones, 
new    ones    standing    on    the    sidetrack    to        j.  December. 

fact   that   the  rock  ballast  is   so  Wdt  afe  ng  QVer 

way   to   the   movement   of   the   tie*   *  »en  this     very 

them,    while    the    sra^k      Shore    &   Michigan    Southern.      These 
clearly   while   on   the    Lake   bnore ,«  mentioning,   yet  if 

The^tre^h^T  chinas   nfgrUer   than    that   of   its   weakest 


link  •  the  failures  of  these  lies  in  rock  ballast  and  under  heavy 
service  must  materially  limit  their  value,  irrespective  of  sue- 
cess   under    more    favorable   conditions. 

CHICAGO  BURLINGTON  &  QUINCY  RAILWAY  TEST. 
The  engineering  department  of  the  Chicago  Burlington  & 
Quinc/at  ChTcag^is  engaged  in  a  series  of  teste  -  «*»*™- 
concrete  ties  having  placed  a  number  in  a  sidetrack  at  Hawthorne 
near  Chicago  about  two  months  ago.  The  time  is  yet  too  recent 
W  prove  anything,  but  as  the  officials  are  proceeding  in  a  careful 
and  practical  way.  the  result  should  go  far  "establish  the 
possibility  of  ultimate  success  in  reinforced  concrete  ties.  I  be 
neve  however,  they  will  yet  have  to  make  further  changes  in  their 
design  to  accomplish   this. 

ULSTER  &  DELAWARE  TEST. 
A  number  of  reinforced  concrete  ties  were  placed  in  the  Ulster 
&  Delaware  track  near  Rondout.  N.  Y..  in  the  summer  of  1904 
t  account  o.'thrsatisfactory  service  of  <%£*£*£*££& 
in  May.  1903.  Tieplates  8  by  9  inches.  *t  inch  thick,  are  set  in  tne 
concrete  and  support  the  track  rails,  which  ««**»■** 
bolts  coming  up  from  below  the  reinforcement;  this  latter  con- 
sists of  a  piece  of  angle  iron  set  in  the  concrete,  the  edge  coming 
within  H  fnch  of  the  surface.  The  first  derailment  on  these  ties 
w!u  severely  t«£t    them,   as   there   is   no   support   for   the   corners. 

Thfhr^a^?wn?dtShreefmakes  of  concreie  ties  besides  those 
mentioned,  which  have  been  put  into  service  on  a  few  other  roads 
Turin"  the  past  summer,  but  as  the  locations  were  somewhat 
scattered  and  the  experience  too  recent  to  expect  any  result.  I 
did   not    visit   them. 

REINFORCED    CONCRETE    TIES    ABROAD. 
If  there  is  one  continent  more  than  another  where  we   might 
expect  to  find  concrete  ties  it  is  in  Europe,  where  wood  is  scarce 
and  costly,  but  so  far  as  I  can  learn  only   chree  tests  have   been 
made  abroad  up  to  the  present  time,  and  they  are  as  follows. 
SARDA  TIE. 
The   reinforcement    here    consists   of    five    metal   plates    placed 
vertically  in a  mold,  held  by  thin  bars  or  wires   and  ■ ~™?-t  Poured 
in    around    them       Four    were    inserted    in    October.     1900     near 
Bordeaux3  and"     the    summer    of    1902    there    were    more ,   laid,    a 
=ii~ht    change  being  made   in   construction   so    that   rail   fastenings 
coufd  be  recced  without  damaging  ties.     Felt  tie  plates MU  inch 
thick  were  placed  between  tie  and  rail   to  reduce  the   shock,   but 
within  a   vear   these   had   worn   so  that   they  could  not   be  found. 
The  greatest  rolling  weight  was  14  tons  on  a  single  pair  of  driv- 
ers   The  weigh     of  the  tie  was  308  pounds   and  the   cost  in  our 
monev  $'S0  each      Some  of  this  make  of  ties  were  also  inserted 
m  toe   tr'amwav  company's  track  at   Perpignan.   France     and  also 
some  in   the   main   track   of   the   Northern   Railway   of   Spam,   but 
no   reports    are    obtainable   as    to    results.     The    chief    engineer    of 
"he  F?ench   state  Railways  says  the  experiment  is  too  recent  for 
definite   conclusion,   and  that   as   the   usual  life  of  wooden   ties   Is 
fifteen  vears.   a  long  time  must   elapse  before   conclusions  can  be 
reached  as   to   whether   cement   is   superior   to  wood    in  its  power 
to   resist   shock,    atmospheric   changes,    and    other   conditions,    and 
further  that  so  far  as  economy  in  track  labor  or  material  is  con- 
cerned   none  "will  be  effected  unless  the  cost  of  concrete  ties  can 

156  SEATS' Beron  Railway  (1-meter  ,auge>  has  been  ex- 
perimenting- with  a  reinforced  concrete  tie  consisting  of  three 
TrusTes  of  steel  (18%  pounds),  a  plug  of  hardwood  being  im- 
bedded in  the  concrete  to  hold  rail  fastenings.  The  weight  of 
the  tie  (length  5  feet  11  inches)  is  232  pounds,  and  a  layer  of 
wood  or  felt*  is  placed  on  top  of  the  ties  ™*«'  *«  ™^°olle»^° 
vibration  Sixty  were  inserted  in  March.  1903.  at  Re\ol,  and 
a t  another  place  a  stretch  of  track  has  concrete  ties ,  alternating 
witn  ordinarV  wooden  ones.  This  gives  no  test  worth j nything. 
but  in  April    1904.  all  were  said  to  be  in  perfect  condition  and  the 

*~Sr&Z2£tt2tt»  state  railways -ear^BHesen   is 

K*^gtf?*3S.    raT^irV  fixed"  tTthe^  ^arftuion^ 
tockmg  device   in   which   the  grip  between   the   tie   hooks  and     he 

,1  car  has  passed  over  it,  the  claim  being  made  that  this  action 
-iveTan  e^7ic7tv  to  the  roadbed  necessary  for  economical 
Senanco^f  equipment.  The  ties  were  laid  in  September.  1897. 
,-H   „,„   enid  to  be   still   in   good  condition. 

In'lta'v  en  the  Adriatic  Railway,  experiments  have  been  under 
wtv  for  some  vears.  so  that  in  1900  a  number  of  ties  were  put  in 
Irlice it  or near  \ncona.  and.  according  to  latest  reports  were 
ser\ice  at  or  near  --"ij."'1   •  „Pnenl     but   is   all   the   informa- 

STf  c^nd4terVThe  ti "wligh PaCrsob  pounds  and  costs  $2.30. 
On   the  "French   railways' in    Cochin   China   a   number   of   cott- 
on   tne    pxeuu*  «j  navlng  an  inverted  T  section  with 
crete    .es  are  said  to  be  ,n  use    ta^.n,  ^^   ^    (prac_ 

?Saflv  ifi  ?-beiml  but  \hT  number  said  to  be  in  service  is  so 
■  ""■  th"t  wouTd'not  care  to  quote  the  statement  without  bet- 
ter  authority,   which   is   not  available   just   now. 

The    following    additional    data    have    been    obtained    by 
the   committee   from   other   sources: 

PERCTVAL  TIE. 

„„-,%?  fe£?=xs  zsss.  s.srj.K  r-^ss 


March  23.   1907 


ELECTRIC     RAILWAY     REVIEW 


393 


cushion    and  relievos   the   concrete   from   the  severe   action   of   the 
metal  rail  of  limited  section  which  would  readily  work  into  it. 

A  test  of  these  ties  in  a  road  of  heavy  traffic  has  shown  good 
results  for  two  months.  It  is  not  possible  yet  to  tell  what  the 
value  of  the  tie  will  be. 

CHENOWETH   TIE. 

This  tie  is  a  simple  bar  of  concrete  of  the  same  size  and 
uniform  section  as  the  usual  wooden  tie,  the  reinforcing  material 
being  a  winding  woven  wire  sheet,  wound  in  circular  manner. 
The  wire  used  is  No.  16  with  a  %-inch  mesh. 

The  rail  is  supported  upon  a  shim  of  wood  acting  as  a  tie 
plate,  through  which  bolts  are  set  with  threaded  top.  The  bolts 
are  set  in  a  similar  manner  to  stone  bolts.  Th°  clip  is  used  to 
fasten  the  rail  in  place,  in  a  manner  similar  to  the  method  used 
in  other  types  of  manufactured  ties.  The  ties  have  been  in 
only  a  short  time,   and  no  results   are  yet   manifest. 


HEARING    ON    MILWAUKEE    ELECTRIC    RAILWAY   SERV- 
ICE   IS    RESUMED. 


The  investigation  of  the  Wisconsin  railway  commission 
into  the  service  of  the  Milwaukee  Electric  Railway  &  Light 
Company  was  resumed  in  Milwaukee  on  March  19.  An  ac- 
count of  the  previous  hearing  was  published  in  the  Electric 
Railway  Review  of  March  2,  1907.  John  I.  Beggs,  the  presi- 
dent of  the  company,  appeared  before  the  commission  and  in- 
dicated the  new  lines  and  extensions  which,  in  his  opinion. 
should  be  built  eventually  to  accommodate  the  growing 
traffic. 

Mr.  Beggs  stated  that  the  service  is  being  improved 
constantly  and  that  extensions  are  being  made.  He  an- 
nounced that  the  company  has  acquired  nine  acres  of  the 
shooting  park  and  other  property  at  Thirty-eighth  and  Vliet 
streets  on  the  State  street  line,  and  that  large  car  shops  will 
be  built  there  so  that  the  company  can  manufacture  its  own 
equipment.  These  shops  will  replace  the  Kinnickinnic  shops, 
which  will  be  abandoned.  Mr.  Beggs  said  that  the  Fond  du 
Lac  avenue  line  would  probably  be  extended  to  the  city 
limits  within  a  year.  When  this  extension  is  built  a  large 
car  house  will  be  erected.  Thirteen  new  cars  were  added 
last  October  to  the  company's  equipment,  15  were  added  in 
December  and  19  in  January.  These  were  the  last  of  100 
cars  ordered  two  years  ago.  Mr.  Beggs  said  that  the  service 
appears  to  be  improved  now  in  comparison  with  November 
and  December  because  during  the  short  days  of  those  two 
months  people  were  inclined  to  crowd  on  the  first  cars,  but 
as  the  days  grow  longer  people  were  disposed  to  wait  a  few 
minutes  for  comfortable  places. 

The  expenditure  of  money  on  improvements,  Mr.  Beggs 
said,  is  one  of  his  methods  for  saving  bankrupt  properties. 
and  he  has  "provoked  people  to  ride"  by  improving  the  ser- 
vice, so  that  the  traffic  in  Milwaukee  has  increased  from  9  to 
10  per  cent  per  annum  as  compared  with  a  4  per  cent  in- 
crease in  population. 

In  referring  to  the  decline  in  the  bonds  of  the  company, 
Mr.  Beggs  said:  "If  the  present  craze  continues  it  will  be 
very  difficult  for  any  public  utility  corporation  to  continue 
its  improvements."  Mr.  Beggs  added,  however,  that  he 
thinks  there  is  no  danger  of  a  panic. 

Abuse    of   Transfer    Privilege. 

The  city  attorney,  John  T.  Kelly,  suggested  a  double 
transfer  system  on  the  north  side  and  Mr.  Beggs  replied 
thai  a  single  transfer  was  bad  enough.  Hi'  Bald  that  club- 
men  boasted  of  petty  larceny  in  detailing  how  they  had 
made  a  round  trip  for  one  fare.  Mr.  Beggs.  as  an  insta 
showed  how  a  business  man  might  take  an  Oakland  avenue 
car  and  get  a  transfer  south  on  the  Farwell  avenue  line  at 

Brady   street   and    Farwell   .-i\'' at,   his  lunch,   and   then 

return  down  town  on  the  same  transfer.  Other  transfer 
3  where  the  Bame  difficulty  has  been  experienced  wen 
mentioned  by  Mr.  Beggs,  who  said  that  the  company  has  no 
method  of  keeping  a  check  on  transfers  and  that  thousands 
of  fares  are  lost  every  day.  Mr.  Beggs  added  thai 
though  empty  cars  are  in  sight,  people  will   frequently  over- 


crowd  cars  on   the  chance   that   their   fares   will   not  be  col- 
lected. 

All  complaints  regarding  the  service  of  the  company  are 
referred  to  Mr.  Beggs  and  investigated.  Mr.  Beggs  said  that 
he  replies  in  person  to  90  per  cent  of  the  complaints.  "1 
try  to  be  the  worst  crank  on  our  system,"  he  added.  He 
said  that  conductors  are  instructed  to  sweep  the  cars  at  the 
end  of  runs.  Ventilation  is  a  problem,  as  it  is  difficult  to 
suit  all  people. 

In  comparing  air  brakes  and  hand  brakes  Mr.  Beggs 
said  that  air  brakes  are  used  on  the  St.  Louis  roads  because 
the  cars  are  heavier  in  that  city  than  in  Milwaukee;  and  ail- 
brakes  are  used  on  the  interurban  lines  near  Milwaukee 
because  of  the  high  speed  at  which  the  cars  are  run.  He 
favored  the  continued  use  of  hand  brakes  on  Milwaukee 
city  cars  because  he  believes  the  air  brakes  would  get  out 
of  order.  Mr.  Beggs  spoke  also  of  the  flat  wheels  caused 
by  the  use  of  air  brakes.  There  were  75  flat  wheels  on  25 
interurban  cars  in  December  and  22  on  400  Milwaukee  and 
Racine  city  cars:  in  January  there  were  92  flat  wheels  on 
interurban  cars  as  compared  with  2S  on  Milwaukee  and 
Racine  cars;  and  in  February  72  flat  wheels  on  interurban 
cars  as  compared  with  24  on  the  city  cars. 
New  Form  of  Transfer. 

At  the  hearing  on  March  20  Mr.  Beggs  said  that  a  new 
form  of  transfer  is  being  prepared  which  will  have  the  full 
date  prmted  upon  them.  The  transfers  which  are  in  use 
now  do  not  bear  the  name  of  the  month. 

A  statement  was  filed  by  the  company  showing  an  in- 
crease in  the  number  of  cars  operated  of  73  from  February 
28,  1906,  to  February  15,  1907.  The  total  number  of  cars 
operated  on  the  latter  date  was  503. 

W.  B.  Tarkington,  the  superintendent  of  transportation, 
explained  the  difficulty  which  the  company  meets  in  providing 
men  with  sufficient  regular  work  to  maintain  a  force  large 
enough  to  operate  all  the  cars  during  the  rush  periods.  On 
March  15  1,062  men  were  employed,  with  40  in  training. 
Three  hundred  had  been  employed  by  the  company  since  1901. 
400  from  1901  to  1905.  inclusive,  and  320  since  1906.  Five 
hundred  and  forty-six  were  employed  in  1906,  of  which  a 
large  number  resigned. 

On  March  21  the  city  attorney  announced  that  he  will 
introduce  testimony  on  the  subject  of  air  brakes  from  Bion 
J.  Arnold  of  Chicago  at  a  subsequent  hearing.  X.  A.  Chris- 
tensen  testified  regarding  air  brakes.  The  commission  will 
hear  the  arguments  in  the  case  at  Madison.  Wis.,  on  April  23. 


BUFFET    SERVICE    OF    THE    FT.    WAYNE    &   WABASH 
VALLEY   TRACTION    COMPANY. 


During  the  past  year  the  Ft.  Wayne  &  Wabash  Valley 
Traction  Company  has  provided  a  buffet  service  on  its  lim- 
ited cars  operating  between  Ft.  Wayne  and  Indianapolis. 
Ind.  The  service  has  heretofore  been  conducted  under  the 
supervision  of  the  operating  officials,  but  on  March  1  of  this 
year  the  buffet  concession  was  let  to  Mr.  E.  J.  Longfield, 
a  Ft.  Wayne  caterer,  who  has  other  similar  concessions  in 
his  home  city.  Under  Mr.  Longfield's  direction  the  service 
will  be  more  elaborate  than  has  heretofore  been  furnished 
and  a  large  and  varied  menu  will  be  provided,  on  the  a  la 
carte  plan.     No  spirituous  liquors  are  to  be  sold. 

The  buffet  compartment  is  located  between  the  parlor 
and  smoking  compartments  of  the  car  and  is  equipped  with 
shelves  and  cupboards  for  the  storage  of  provisions. 
An  alcohol  vapor  stove  is  provided  for  cooking  purposes. 
One  attendant  who  acts  as  cook  and  waiter  accompanies 
the  car.  At  present  only  one  buffet  car  is  operated,  but  it 
is  expected  that  later  in  the  season  another  car  will  be 
added.  "Under  the  present  schedule  the  car  leaves  Ft. 
Wayne  dally  at  9:20  a.  m.  and  returns  from  Indianapoli 
7:40  p.  m.  The  running  time  between  the  two  cities  is  four 
hours  and  20  minutes. 


394 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  12. 


TRAIN    DISPATCHING    ON    THE    LIMA    &    TOLEDO 
RAILWAY. 


The  Lima  &  Toledo  Traction  Company  has  recently 
made  many  changes  in  its  method  of  dispatching  trains 
by  telephone  and  in  the  fixtures  provided  for  the  dispatcher's 
office  at  Lima.  Ohio.  The  movement  of  trains  on  the  sev- 
eral divisions  of  the  railway  operated  by  this  company 
are  now  directed  from  the  office  located  in  the  tower  of 
the  new  office  building  at  the  intersection  of  North  Main 
street  and  Grand  avenue. 

The  dispatcher's  desk  which  is  herewith  shown  was 
made  under  the  directions  of  Mr.  J.  E.  Cochran,  electrical 
engineer  of  the  company.  It  contains  many  original  fea- 
tures designed  to  facilitate  and  simplify  the  dispatching 
of  trains  on  the  several  divisions  operated  by  the  company 
and  to  provide  ample  room  for  the  train-sheets  and  other 
forms   essential   in   recording   the  movement   of  trains. 

The  desk  is  made  of  oak  and  is  so  constructed  that  it 
occupies  but  a  small  space  in  the  corner  of  the  dispatcher's 
room.  The  top,  which  is  30  inches  above  the  floor,  is  L- 
shaped,  the  respective  wings  being  4  feet  long  and  about 
3  feet  wide.  At  the  rear  a  box-shaped  back  is  raised  12 
inches    above    the    surface    of    the    table.      Mounted    on    the 


used  when  the  regular  apparatus  is  out  of  repair,  or  when 
it  is  necessary  to  have  more  than  one  dispatcher  at  the  desk. 
In  addition  to  the  company's  own  telephones  there  are 
provided  in  the  office  two  public  telephones,  the  Bell  and  the 
Home,  which  have  local  and  long  distance  connections.  These 
are  used  only  in  cases  of  emergency  or  when  the  company's 
wires  are  not  in  good  working  order.  Each  substation  is 
also  provided  with  the  long  distance  connections  which  ena- 
ble the  attendants  to  quickly  get  into  communication  with 
the  dispatcher  in  case  of  an  accident  or  other  unusual  occur- 
rence. 

Dispatching    Lines. 

The  dispatching  wires  of  the  Lima  &  Toledo  Traction 
Company  are  about  140  miles  in  length.  These  wires  are 
strung  on  pony-groove  glass  insulators  and  are  transposed 
every  800  feet  on  double-petticoat  transposition  insulators. 
No  lightning  arresters  or  ground  wires  are  used.  The  wires 
are  strung  for  a  greater  part  of  the  distance  within  five  feet 
of  the  high  potential,  33,000-volt  transmission  line  and  less 
than  16  inches  from  the  600-volt  feeder  cables.  The  fact  that 
the  lines  are  seldom  noisy,  are  never  disturbed  by  induc- 
tion and  are  not  interrupted  by  grounds  and  short  circuits 
indicates    that    they    are    firmly    constructed    and    well    insu- 


Lima  &   Toledo  Traction  Company — Dispatcher's  Table  and  Switch- board   in   Office  at   Lima,  O. 


back  are  eight  sets  of  magneto  bells  which  are  used  in 
place  of  the  usual  switchboard  drops  to  indicate  that  a  call 
is  being  made.  Under  these  bells  are  switch-line  taps  by 
which  the  various  lines  can  be  connected.  Inside  of  the  box 
at  the  rear  of  the'  table  are  located  the  batteries,  and  genera- 
tors used  on  the  various  lines  leading  into  the  dispatcher's 
office. 

On  the  surface  of  the  table  and  arranged  along  the  front 
where  the  two  wings  join  are  eight  two-way  cams  and  eight 
plug  taps.  These  from  left  to  right  are  connected  direct 
to  the  line  circuits  respectively  as  follows:  (1)  Ft.  Wayne 
division;  (2)  city  ticket  office;  (3)  general  manager's  office; 
(4)  master  mechanic's  office;  (5  and  6)  future  extension; 
(7)  Columbus  &  Lake  Michigan  (steam)  division;  (8)  Toledo 
division. 

By  the  use  of  the  cams  and  plug  taps  any  two  or  all 
of  these  divisions  can  be  connected  and  communication  be- 
tween the  various  offices  established.  By  means  of  small 
split  switches  either  the  Holtzer-Cabbot  automatic  generator 
or  the  hand  magneto  generators,  both  of  which  are  pro- 
vided, may  be  used  by  the  dispatcher  in  placing  calls.  The 
switchboard  fittings  are  all  of  the  Kellogg  type. 

The  dispatcher  is  provided  with  the  regulation  telephone 
head-gear  and  receiving  trumpet  and  an  adjustable  mouth- 
piece. There  is  also  provided  at  either  side  of  the  dispatcher, 
as  he  sits  at  the  desk,  a  desk  telephone  set  which  may  be 


lated.  At  sidings  and  intermediate  points,  where  jack-boxes 
are  located,  double-pole  switches  are  provided  for  testing 
out  line  troubles  should  they  occur. 

Dispatching    Methods. 

The  Lima  &  Toledo  Traction  Company  operates  electric 
cars  over  three  separate  properties:  (1)  the  Lima  city  divi- 
sion, (2)  the  Ft.  Wayne  division,  (3)  the  Toledo  division,  and 
steam  trains  over  the  Columbus  &  Lake  Michigan  Railroad. 
The  movement  of  trains  over  these  various  divisions  is  di- 
rected by  telephone  from  the  Lima  office. 

All  substations  and  principal  agency  stations  on  the 
electric  divisions  are  connected  by  telephone  with  the  dis- 
patcher's office.  Telephone  jack-boxes  are  stationed  20  poles 
apart  along  the  entire  length  of  the  railways  and  three  addi- 
tional boxes  are  provided  at  switches  where  cars  are  sched- 
uled to  meet.  This  provision  for  the  train  crews  to  get  in 
touch  with  the  dispatcher's  office  at  frequent  intervals  makes 
an  ideal  condition  for  the  operation  of  cars. 

The  method  of  dispatching  cars  as  practiced  on  this 
railroad  does  not  vary  to  any  extent  from  that  of  many 
other  interurban  lines  in  the  central  states.  The  standard 
train-sheet  and  train  order  blanks  are  used. 

Before  leaving  a  terminal  station  the  motorman  obtains 
written  orders  either  to  run  on  his  schedule  or  to  report  for 
orders  at  a  stated  siding.  The  method  of  obtaining  orders 
at   other   than   the   terminal    stations   varies   somewhat   from 


March  23.  1907. 


ELECTRIC     RAILWAY     REVIEW 


395 


that  of  other  railways.  When  a  motorman  gets  into  com- 
munication with  the  dispatcher  he  reports  his  train  number, 
motor  number  and  the  number  of  the  siding  from  which  he 
is  talking.  He  is  then  directed  either  to  take  a  siding,  to 
wait  for  a  train  which  he  is  to  meet  or  to  proceed  on  orders 
that  are  then  given.  In  receiving  running  orders  the  motor- 
man  stands  at  the  telephone  and  the  conductor,  with  an  order 
blank  in  his  hand,  stands  immediately  behind  him.  The 
motorman  repeats  the  orders  as  they  come  to  him  over  the 
wire  and  the  conductor  writes  down  the  orders  as  they  have 
been  repeated.  The  motorman  then  takes  the  train  order 
and  reads  to  the  dispatcher  what  has  been  written.  If  the 
order  as  copied  is  correct  he  is  given  an  "O.  K.,"  the  time, 
and  the  intials  of  the  dispatcher,  all  of  which  are  written 
on  the  order.  The  order  is  then  posted  in  the  cab  and  the 
train  proceeds  in  accordance  therewith. 


SHELTER   SHEDS  ON   THE   ILLINOIS  VALLEY   RAILWAY. 


CENTRAL    ELECTRIC    RAILWAY    ASSOCIATION    COMMIT- 
TEES  APPOINTED. 


President  H.  A.  Nicholl  of  the  Central  Electric  Railway 
Association  has  appointed  the  following  standing  committees 
for  the  current  year: 

Committee  on  "Lighter  Car  for  Interurban  Service":  R.  C. 
Taylor.  Indiana  Union  Traction  Company,  Anderson,  Ind,: 
W.  H.  Evans,  Indianapolis  Traction  Company,  Indianapolis. 
Ind.;  G.  E.  Tracy,  Cleveland  &  Southwestern  Traction  Com- 
pany, Kamms,  O.;  W.  P.  Jackson,  Central  Market  Street 
Railway.    Columbus,    O. 

Committee  on  "Express  Company  Contracts  with  Interur- 
ban Railways":  A.  A.  Anderson,  Indianapolis  Columbus  & 
Southern  Traction  Company,  Columbus,  Ind.;  George  Whysall, 
Columbus  Delaware  &  Marion  Railway,  Marion,  O.;  F.  D. 
Carpenter.  Western  Ohio  Railway,  Lima,  O. 

Subject  Committee:  E.  C.  Spring,  Dayton  Covington  & 
Piqua  Traction  Company.  West  Milton,  O.;  J.  L.  Adams,  Indi- 
ana Columbus  &  Eastern  Traction  Company,  Dayton,  O.;  J 
C.  Rothery,  East  Liverpool  Traction  &  Light  Company,  East 
Liverpool,  O.;  Thomas  Elliott,  Indiana  Columbus  &  Eastern 
Traction  Company,  Cincinnati,  O.;  C.  F.  Smith,  Findlay  Bowl- 
ing Green  &  Southern  Traction  Company,  Findlay,  O. 

Insurance  Committee:  H.  N.  Staats,  Cleveland,  O.;  H.  .!. 
Davies,  Cleveland  Electric  Railway,  Cleveland,  O.;  Harrie  P. 
Clegg,  Dayton  &  Troy   Electric   Railway,  Dayton,  O. 

Finance  Committee:  C.  N.  Wilcoxon,  Cleveland  &  South- 
western Traction  Company,  Kamms,  O.;  George  Whysall. 
Columbus  Delaware  &  Marion  Railway,  Marion,  O.;  Thomas 
McReynolds.  Kokomo  Marion  &  Western  Traction  Company. 
Kokomo,  Ind.;  W.  B.  Wright,  Indianapolis  &  Cincinnati  Trac- 
tion Company,  Rushville,  Ind.;  H.  E.  Vordemark,  Ft.  Wayne 
&  Wabash  Valley  Traction  Company,  Ft.  Wayne,  Ind. 

Standardization  Committee:  R.  C.  Taylor,  Indiana  Union 
Traction  Company,  Anderson,  Ind.;  W.  H.  Evans,  Indianapolis 
Traction  Company,  Indianapolis,  Ind.;  F.  Heckler,  Lake  Shore 
Electric  Railway,  Fremont,  O.;  M.  E.  Baxter,  Western  Ohio 
Railway,  Wapakoneta,  O.;  W.  A.  Gibbs,  Indiana  Columbus  & 
Eastern   Traction   Company,   Newark,  O. 

Publicity  Committee:  F.  D.  Norveil,  Indiana  Columbus 
&  Eastern  Traction  Company,  Indianapolis,  Ind.;  George  Davis, 
Electric  Traction  Weekly,  Cleveland,  O.;  Cale  Gough,  Street 
Railway  Journal,  Chicago,  111.;  L.  E.  Gould,  Electric  Railway 
Review,  Chicago,  111.;  Mr.  Grimes,  Ohmer  Fare  Register  Com- 
pany, Dayton,  O. 

Transportation  Committee:  F.  J.  J.  Sloat,  Cincinnati 
Northern  Traction  Company,  Hamilton,  O.;  F.  T.  Hepburn, 
Lima  &  Toledo  Traction  Company,  Lima,  O.;  F.  J.  Stout, 
Lake  Shore  Electric  Railway,  Norwalk,  O.;  Charles  G.  Loh- 
man,  Chicago  South  Bend  &  Northern  Indiana  Traction  Com- 
pany, South  Bend,  Ind.;  F.  A.  Davis,  Scioto  Valley  Traction 
Company,   Columbus,  O. 


The  Levant  Herald  reports  that  the  Turkish  govern- 
ment has  prolonged  the  concession  of  the  "SociCte  des  Tram- 
ways de  Constantinople"  until  the  year  1993,  and  the  company 
has  undertaken  to  substitute  electric  for  animal  traction,  and 
to  construct  within  five  years  three  new  lines:  To  Pera,  from 
the  Galata-Serai  Tunnel;  from  Pancaldi  to  Tata  via;  to  Stam- 
boul  from  the  Mosque  of  Faith.  It  has  also  undertaken  to 
double-track   the  present  line  from  Galata  to  Ortakeuy. 


The  route  of  the  Illinois  Valley  Railway  is  40  miles  long, 
connecting  the  cities  of  Ladd  and  Seneca,  111.,  and  passing 
through   the  cities   of   Spring  Valley,   Peru,  La  Salle,   Utica, 


Illinois   Valley  Shelter   Shed — General    View. 

Ottawa   and   Marseilles.     The   road   serves   a   thickly   settled 
mining  district  which  affords  good  patronage. 

At  many  of  the  highway  crossings  the  company  has 
erected  shelter  sheds.  The  design  adopted  for  the  construe 
tion.  of  these  sheds  was  obtained  through  a  widely  advertised 


llinois    Valley    Shelter    Shed — Section   Above    Seats. 


competitive  prize  contest  held  some  few  months  ago.  The 
type  of  shed  chosen  is  practical  and  yet  rather  novel.  The 
floor  covers  a  ground  space  10  feet  square  and  the  shed  Is 
11  feet  high  to  the  peak  of  the  roof  and  7  feet  6  inches  high 
to  the  gables.  It  is  constructed  entirely  of  2  x  4-inch  timbers 
and  1  x  12-inch  boards.     There  are  no  side  walls,  but  protec- 


396 


ELECTRIC     RAILWAY     REVIEW 


Vol.   XVII,  No.   12. 


tion  from  the  weather  is  afforded  by  the  arrangement  of  the 
interior  partitions.  The  shed  is  divided  into  four  equal  com 
partments  by  these  partition  walls  which  radiate  from  the 
center  of  the  shed  to  its  four  corners.  In  each  quarter  of 
the  shed  there  is  a  smooth  plank  seat  live  feet  long  and  one 
foot  wide.  Other  details  of  the  construction  arc  shown  in  the 
accompanying  illustrations.  It  will  be  noted  that  in  stormy 
weather  there  are  two  compartments  y.at  will  always  offer 
protection  from  the  rain  or  snow.  The  roof  extends  a  short 
distance  over  the  platform  surrounding  the  shed. 


STANDARD  TRACK   CONSTRUCTION    IN    PAVED  STREETS 
AT   FT.   WAYNE,   IND. 


The  city  council  of  Ft.  Wayne,  Ind.,  has  granted  the  Ft. 
Wayne  &  Wabash  Valley  Traction  Company  permission  to  use 
four  different  types  of  track  construction  in  the  paved  streets 
of  that  city.  The  selection  of  a  desirable  type  of  construc- 
tion to  suit  the  conditions  is  left  to  the  company  as  long  as 
the  standards  are  adhered  to. 

The  types  as  shown  are  to  be  made  standard  for  6-inch 
and  5%-inch  T-rails.  Where  the  grade  of  the  street  is  less 
than  one  per  cent  either  the  sheet  concrete  construction  of 
Plan  A  or  the  crushed  stone  construction  of  Plan  B  may  be 
used.  Where  the  grade  is  greater  than  one  per  cent  the 
concrete  beam  construction  of  Plan  C  may  be  used.     The  bill 


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Standard   Track   Construction   at   Ft.   Wayne,    Ind. 

of  material  per  lineal  foot  of  track  for  these  three  types  of 
construction  is  as  follows: 

Plan  A. 

Concrete,   215  cubic  yards. 

Nose  blocks.  6.6. 

Paving-  blocks.    24. 

Ties.  30  feet  of  5%-inch  rail,    1" 

Ties,  per  30  feet  7-inch  steel,  8 

Plan    B. 

Concrete,    .088  cubic   yards. 

Crushed   stone,   .128  cubic   yards 

Nose  blocks,  Co. 

Paving  blocks.   14. 

Tics  per  30  feet  5%-inch  rail,   1C. 

Tile  30  feet  per  30  feet  of   rail. 


Plac    C. 

Concrete,   ,204   cubic    rard 

Nose  blocks. 

Paving-  block.   30. 

Ties  per  30  feet  5%-inch  rail,  10. 

Ti.-s,   per  30  feet  7-inch  rail.   8. 

As  is  shown   in   the  illustration   either  the   Metropolitan 
ive    or   the   Metropolitan    straight   paving    brick   laid    flat 
may   be  used  next  to  the  rail. 

Plans  D  and  E  show  respectively  the  longitudinal  section 


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Standard    Track   Corstruction   at   Ft.    Wayne,    Ind. 


-inch 


of   track    through    A-B    with    the    suspended    type    of 
joints  and  the  guard-rail  construction  on  curves. 

Plan   F  shows  the   standard    steel-tie  construction   for   6- 
inch   T-rails. 


NEW     POWER      STATION     FOR      ROANOKE      RAILWAY    & 
ELECTRIC     COMPANY. 


The  announcement  has  been  made  by  J.  W.  Hancock, 
general  manager,  Roanoke  Railway  &  Electric  Company,  that 
this  company  soon  will  spend  $225,000  for  a  new  power 
house,  and  $10S,000  for  new  cars  and  improvements  to  the 
roadway  and  equipment. 

The  construction  plans  for  the  new  power  house  have 
been  ready  for  some  time,  but  the  company  has  withheld  any 
announcement  because  it  had  not  found  any  desirable  loca- 
tion for  the  plant. 

A  site  of  about  3V_  acres  in  Roanoke,  Va.,  has  recently 
been  purchased  from  the  Norfolk  &  Western  Railway  Com- 
pany. The  new  plant  will  be  very  favorably  located  on  this 
triangular  plot  between  the  tracks  of  the  Tidewater  Rail- 
road, the  Roanoke  river  and  the  Winston-Salem  tracks  of 
the  electric  company.  This  location,  which  is  near  the  cen- 
ter of  the  city,  affords  excellent  opportunity  for  obtaining 
coal  and  an  ample  supply  of  condensing  water. 

The  power  house  will  be  constructed  of  reinforced  con- 
crete throughout  and  have  a  floor  space  of  approximately  100 
by  150  feet.  The  general  arrangement  of  the  engines  and 
boilers  will  be  similar  to  that  of  many  of  the  large  modern 
stations,  provision  being  made  so  that  the  capacity  of  the 
plant  can  easily  be  increased. 

At  present  five  400-horsepower  boilers  will  be  installed 
and  three  turbine  generating  units.  One  of  these  will  be  a 
1,500-kilowatt  turbo-generator  and  the  others  will  each  have 
a  capacity  of  500  kilowatts,  making  a  total  of  2,500  kilo- 
watts as  the  capacity  of  the  present  plant.  The  turbines 
are  to  run  condensing,  the  Roanoke  river  furnishing  an  un- 
limited  supply  of  water. 

The  present  capacity  of  the  plant,  it  is  believed,  will  be 
more  than  sufficient  to  meet  the  demands  of  the  street  rail- 
way, lighting  and  power  purposes. 

When  the  contemplated  improvements  have  been  com- 
pleted, the  management  believe  that  for  its  size  Roanoke 
will  have  one  of  the  best  equipped  power  houses  and  street 
railways  in  the  country. 


March  23.   1907 


ELECTRIC     RAILWAY     REVIEW 


3b7 


FUEL   TESTS    UNDER   STEAM    BOILERS. 


At  a  meeting  of  the  society  held  March  20.  1907.  Pro- 
fessor L.  P.  Breckenridge  presented  a  paper  entitled,  "A  Re- 
view of  the  United  States  Geological  Survey  Fuel  Tests  Under 
Steam  Boilers."    The  work  of  the  testing  plant  was  outlined, 


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Figure  1. 
Curves  showing  relation  between  combustion  chamber  tempera- 
ture and   the  following: 
No.   1  efficiency,  72*. 

No.  2  CO       in  flue  gases,  samples  taken  in  hood. 
No.  3  per  cent  rated  capacity  of  boiler  developed. 
Classified  on  combustion  chamber  temperature  as  basis. 

and  the  many  curve  sheets  presenting  the  results  of  some 
500  separate  tests  were  carefully  explained.  Walter  T.  Ray 
and   Mr.  Kreisinger,   who   assisted   in  this  work,  also  added 


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COMBUSTION     C«*MB[D       TtMl'lRATURt     ff  ) 

Some  of  the  special  investigations  made  by  the  Boiler 
division  are  given  somewhat  in  detail  in  this  paper.  These 
investigations  are: 

(1)  Observation  of  circulation  of  water  through  the 
water  tubes  of  the  Heine   boiler. 

(2)  Experiments  with  a  small  multitubular  boiler  to  test 
the   theory   of  heat  transmission   through   boiler  tubes. 

(1)     The  observation   of  the  circulation  of  the  water  in 
the  boiler  tubes  was  made  with  a  specially  constructed  cir- 
culation indicator  shown  in  Fig.  3.     This  apparatus  consists 
of   a   four-blade   propeller    revolving   on   an   axis   inside    of   a 
boiler  tube.     To  the  hub  of  the  propeller  is  firmly  attached  a 


>  HANO     HOl-e     COWCR 


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OflOPtLLtR 


Figure    3. 
Assembled    view    showing    location    of    circulation    indicator    in 
boiler. 

glass  commutator  with  a  single  copper  strip  which  has  a  me- 
tallic contact  through  the  axis  of  the  propeller  with  the  boiler. 
Every  revolution  this  copper  strip  makes  an  electrical  contact 
with  a  steel  brush  which  is  insulated  from  the  boiler.  One 
terminal  of  a  low  voltage  battery  is  attached  to  the  brush, 
and  the  other  is  grounded  to  the  boiler.  A  telephone  re- 
ceiver placed  in  the  circuit  enables  an  observer  to  tell  when- 
ever the  brush  and  the  copper  strip  on  the  commutator  com- 
pletes the  circuit,  and  thus  count  the  revolutions  per  minute. 
The  blades  of  the  propeller  make  an  angle  of  30  degrees  with 
the  axis  of  the  propeller,  and  are  1%  inches  wide,  the  distance 
across  the  outside  edges  being  3%  inches.  The  boiler  tubes 
are  ZVs  inches   inside  diameter. 


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Figure   2. 
bowing  relation  between  combustion  chambei    ti 
hire   and    the   following: 

No.   I  per   cent   rated   capacity  developed. 
No.  2  efficiency,  72*. 
Xo.  unaccounted  for  plua  per  cent  loss  up  stack. 

'  siiied  on  combustion  chamber  temperature  CF). 
Using  Illinois  and    Indiana   coals. 

much  of  value  to  the  paper,  and  to  the  discussion  which  fol- 
lowed the  reading  of  the  paper. 

As  the  paper  was  too  long  to  be   reprinted    in    full,  an 

extract   of  the  part  of  greatest  interest  is  presented  herewith 
with  a  few  of  the  man;  instinctive  charts. 


Figure   4. 

Observations    with    circulation    counter.     Propeller    in    back    of 
boiler    middle    lube,    third    row    from    bottom.      Test    No.    379. 


The  velocity  of  water  as  calculated  from  the  dimensions 
Ol  the  propeller  is  11.6  inches  per  revolution,  or  taking  the 
friction  of  the  propeller  into  account  it  may  be  taken  as  one 
fool  per  revolution. 

chart  No.  4  shows  the  effect  of  cleaning  fires  and  of  fir 
ing,  on  the  speed  of  water  circulation  in  a  tube-  of  ihe  boiler, 
as    measured    relatively    by    the    circulation    indicator.      The 
circulation   is  quite   prompt,   ill    ils  changes  and   the    I  I 
tained    vary    considerably.      The    readings    were    taken    by    re- 


398 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.   12. 


cording  the  number  of  revolutions  in  a  15-second  interval 
Ite  time  figures,  and  from  such  data  the  revolutions  per 
minute   were  calculated   and  plotted  on  this   chart. 

The  increased  circulation  of  water  during  and  immedi- 
ately after  each  firing  agrees  well  with  the  optical  pyrometer 
readings. 

An  important  point  observed  is  that  the  circulation  rap- 
idly drops  behind  the  amount  of  steam  made  (per  cent  rated 
capacity  developed),  especially  at  high  rates  of  working. 
Thus  at  70  per  cent  rated  capacity  the  average  rate  of  rev- 
olution of  the  indicator  was  SO  per  minute.  At  105  per  cent 
rated  capacity  the  rate  of  revolution  was  102,  whereas  to  be 
proportional  it  should  have  be^n  120:  the  speed  of  circulation 
fell  about  15  per  cent  short. 

This  is  reasonable,  when  we  consider  that,  so  far  as  one 
can    make   any   speculations,   the   circulating   forces   are   per- 


sec"no^  ON  C  D. 


secTiorM  on  e  r 


Figure    5. 


Apparatus  for  determining  the  rate  of  heat  transmission 
through  boiler  flues. 

haps  roughly  proportional  to  the  amount  of  steam  generated 
and  entangled  with  the  rising  water,  while  the  frictional  re- 
sistance  to  circulation  is  perhaps  proportional  to  the  square 
of  the   average   velocity   of  circulation. 

This  failure  of  circulation  to  keep  up  proportionally  witb 
demands  on  it  must  decrease  the  efficiency  of  the  boiler  at 
higher  rates  of  working,  by  allowing  a  proportionally  larger 
percentage  of  the  water  heating  surface  to  be  covered  witb 
steam  bubbles,  thus  virtually  reducing  the  heating  surface. 

At  a  later  date,  the  same  circulation  indicator  was  put  in 
the  middle  tube  of  the  lowest  row  in  the  rear  end  of  the 
boiler;  this  was  one  of  the  tubes  mostly  enclosed  in  clay 
tiles.  The  numbers  of  revolutions  per  minute  for  various 
capacities  are  given  in  the  following  table: 

Capacity,  horsepower   58.2     91.4     118.2     92.2 

Revolutions  per  minute  217      257        273      291 

Number  of  readings   78  8  7        12 

In  an  earlier  experiment  the  same  circulation  indicator 
was  placed  in  the  third  row  of  tubes  from  the  top  of  the 
boiler  and  it  was  found  that  the  rate  of  revolution  was  very 
slow  indeed.  This  indicates  that  the  bottom  row  of  tubes 
was  doing  far  more  work  than  any  other  row  of  tubes,  and 
that  as  we  go  from  the  bottom  row  up,  the  amount  of  work 
done  decreases  very  rapidly. 

The  probability  is  that  the  bottom  row  of  tubes  absorbs 
a  large  portion  of  the  total  heat,  mostly  on  account  of  con- 
duction through  the  clay  tiles  and  radiation  onto  the  exposed 
portion  of  the  tubes  in  the  rear  over  the  hot  brick-work.  This 
probability  makes  it  easy  to  realize  that  the  efficiency  of  the 
boiler,  as  a  heat  absorber,  may  well  rise  far  more  rapidly 
with  increased  furnace  temperature,  than  is  indicated  by  the 
equation  for  heat  absorption  from  the  gases  due  to  convec- 
tion only. 

(2)  An  apparatus  designed  for  experiments  relating  to 
the  laws  governing  the  rate  of  heat  transmission  from  the 
gases  through  the  boiler  plate,  is  shown  in  Fig.  5.  It  con- 
sists of  an  electric  furnace,  small  horizontal  multitubular 
boiler,  a  small  surface  condenser,  and  a  steam  ejector  for 
producing  draft. 

The  electric  furnace  is  made  of  six  coils  of  No.  13  pure 
nickel  wire  which  is  wound  around  rectangular  pieces  of  as- 
bestos slate  %-inch  in  thickness.  These  coils  are  placed 
vertically  in  a  trough  of  asbestos  slate,  with  a  space  of  about 
%  inch  between  them,  and  baffled  in  such  a  way  that  the  air 
passes  three  times  through  the  furnace  before  it  leaves  it. 

The  boiler  is  S  inches  long  and  the  shell  is  4  inches  in 
internal  diameter.  There  are  ten  copper  flues  of  3-16-inch  in- 
ternal, and  %-inch  external  diameter:  this  making  the  thick- 
ness of  the  metal  1-32  of  an  inch.     The  heads  of  the  boiler 


are  covered  with  a  layer  of  asbestos  paper  about  %-inch 
thick  so  that  only  the  heating  surface  of  the  flues  remains 
effective.  The  boiler  is  equipped  with  a  gauge  glass,  pipe  for 
feeding  in  water,  pipe  tor  pressure  gauge  and  thermometer 
cup  for  getting  the  temperature  of  the  steam.  The  thermom- 
eters used  for  measuring  the  temperature  of  gases  entering 
and  leaving  the  boiler  are  screened  by  perforated  pieces  of 
asbestos  slate  from  the  radiation  of  the  furnace  and  boiler 
and  also  from  radiation  to  the  outside.  The  two  screens  near- 
est to  the  thermometer  have  only  one  square  hole  in  the 
center  so  that  the  stream  of  heated  gas  is  contracted  around 
the  thermometer  bulb.  This  precaution  makes  the  thermom- 
eter reading  represent  more  nearly  the  average  temperature 
of  the  streams  of  gases.  All  the  boiler  connections  and  the 
trough  around  the  boiler  are  covered  with  hair  felt  to  reduce 
the  radiation  losses  to  a  minimum.  It  is  the  intention  to  use 
in  these  experiments  three  boilers  of  different  lengths  and  to 
determine  the  effect  of  the  length  of  flue  on  the  heat  absorp- 
tion, and  also  to  test  flues  of  different  diameters. 

The  surface  condenser  is  made  of  two  concentric  copper 
tubes;  the  inner  of  these  is  for  steam  and  the  outer  one  for 
a  stream  of  cooling  water. 

The  steam  ejector  for  producing  draft  is  a  standard  %- 
inch  pipe,  placed  in  the  center  of  a  contracted  pipe  made  of 
galvanized  sheet  iron  which  takes  the  gas  away  from  the 
rear  end  of  the  boiler. 

Before  a  test  is  started  the  apparatus  is  brought  to  the 
temperature  at  which  the  test  is  to  be  run.  After  starting  a 
test  all  conditions  are  kept  as  nearly  uniform  as  possible. 

Chart  No.  6  shows  the  relation  of  the  velocity  of  air  to 
the  rate  of  heat  transmission.  The  figures  near  each  point 
indicate  the  average  temperature  of  air  entering  boiler  for 
each  test.  The  most  striking  feature  in  the  chart  is  that 
all  the  points  of  nearly  the  same  temperature,  fall  in  the  same 
straight  line.  This  means  that  when  initial  temperature  re- 
mains constant  the  heat  transmitted  per  second  is  directly 
proportional  to  the  velocity  of  air.  Another  striking  feature  is 
that  as  the  temperature  of  gases  entering  the  boiler  rises,  the 
constant  temperature  lines  fall  closer  together.  This  means 
that  when  the  velocity  of  air  is  constant,  the  heat  absorption 
increases  at  a  decreasing  rate,  as  the  temperature  becomes 
higher;  that  is,  the  heat  absorption  is  not  directly  propor- 
tional to  the  temperature  of  the  air.  The  same  increase  at 
low  temperatures  is  much  more  effective  than  at  higher  tem- 
perature. 

There  is  one  objection  that  might  be  brought  against  the 
results   plotted   in   Chart   No.   6,   and    that   is  that  the  water 


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Figure    6. 

condensed  per  second,  was  used  in  calculating  the  velocity 
of  the  air.  This  method  of  calculation  makes  the  velocity 
somewhat  dependent  on  the  rate  of  heat  absorption  and  tends 
to  bring  the  points  into  a  straight  line.  Experiments  are  now 
being  conducted  with  improved  apparatus  in  which  the  elec- 
trical energy  used  in  heating  the  air  is  accurately  measured 
and  will  be  used  in  calculating  the  velocity  of  gases,  which 
velocity  will  then  be  independent  of  the  water  condensed. 
The  fact  that  the  heat  absorption  increases  when  the  velocity 
increases  remains,  although  more  complete  experiments  with 
improved  apparatus  may  show  that  the  relation  between  heat 
absorption  and  velocity  of  gas  deviates  slightly  from  the 
straight  line  function. 


March  23,  1907. 


ELECTRIC     RAILWAY     REVIEW 


399 


OPERATING     FEATURES    OF     REACTION    TURBINES. 


Time    Required   for   Warming    Up. 

One  oC  the  questions  which  have  often  been  asked  re- 
garding the  operation  of  a  steam  turbine  is  regarding  the 
time  required  to  bring  it  up  to  speed  and  put  on  full  load, 
the  turbine  starting  cold.  The  answer  to  this  question  is  in 
general,  that  the  turbine  can  be  started  and  full  load  put  on 
it  in  the  time  required  to  warm  up  and  start  the  air  and  cir- 
culating pumps.  This,  then,  naturally  means  that  a  turbine 
can  be  started  up  more  quickly  than  a  reciprocating  engine, 
as  it  does  not  take  as  long  to  warm  the  small  engines 
driving  the  air  and  circulating  pumps  as  would  be  required 
to  warm  the  main  engines.  To  illustrate,  in  an  emergency 
a  5.500-kilowatt  turbine  was  started  cold,  synchronized  and 
full  load  thrown  on,  in  a  little  more  than  one  minute.  This 
is,  of  course,  not  desirable,  and  may  cause  trouble  because 
of  unequal  expansion  and  contraction,  but  it  shows,  never- 
theless, how  little  time  is  required  in  an  emergency. 

Under  normal  conditions  the  turbine  should  be  warmed 
gradually  and  the  condensation  drained  out  before  sufficient 
steam  is  turned  on  to  turn  it  over,  and  then  the  valve 
should  be  opened  slowly,  and  the  speed  gradually 
increased  just  as  would  be  done  in  the  case  of  a  reciprocat- 
ing engine.  The  normal  time  for  starting  a  turbine  is 
five  to  seven  minutes,  and  if  that  much  time  is  allowed  no 
trouble  need  ever  be  feared.  A  point  which  should  always 
be  remembered  is  that  it  is  better  to  give  plenty  of  time 
for  warming  before  starting,  but  that  should  an  emer- 
gency arise  when  it  is  absolutely  necessary  to  get  a  unit 
under  steam  quickly,  it  is  far  better  to  open  the  throttle  wide 
as  rapidly  as  possible  rather  than  use  only  a  short  time  for 
warming.  The  reason  for  this  will  be  evident  when  the 
expansion  of  the  metal  is  considered.  If  too  short  a  time 
is  allowed  for  warming,  the  parts  entirely  surrounded  by 
steam  naturally  warm_first,  and  the  shell,  which  is  far  heavier 
than  the  rotor  and  is  exposed  to  the  air  on  one  side,  will 
not  become  warm  as  quickly  as  the  rotor,  and  for  this  rea- 
son the  shell  will  heat  locally,  thus  causing  it  to  warp,  which 
is  liable  to  bring  the  blades  in  contact  with  the  spindle  and 
the  shell.  Hence  it  is  better,  if  absolutely  necessary  to 
start  up  quickly,  to  turn  on  full  steam  pressure  as  rapidly  as 
possible,  as  local  heating  is  less  likely  to  occur  and  there- 
fore also  the  danger  of  accidental  contact  of  the  blades. 
Starting   Turbines. 

Before  starting  a  turbine  the  engineer  should  be  sure 
the  water  service  is  in  working  order,  as  it  is  essential  that 
the  oil  shall  be  cooled  and  the  glands  supplied  with  water. 
Otherwise  heating  of  the  bearings  is  likely  to  occur  and  the 
vacuum  will  not  reach  the  maximum  obtainable,  as  air  will 
leak  in  through  the  glands  if  there  is  no  water  service  for 
them.  Besides  reducing  the  vacuum  obtainable,  there  will 
also  be  a  small  loss  due  to  the  increased  work  put  on  the 
air  pump. 

Quality  of  Gland  Water. 

A  point  which  no  doubt  would  not  seem  of  any  serious 
importance  is  the  quality  of  the  gland  water.  Although  the 
quantity  of  gland  water  is  not  large,  if  it  contains  large 
quantities  of  scale-forming  salts  trouble  may  arise  in  time, 
owing  to  the  deposit  of  the  salts  in  the  shell  of  the  turbine. 
The  temperature  of  the  exhaust  steam  is  sufficiently  high 
to  precipitate  some  of  the  scale-forming  salts  on  the  shell, 
low-pressure  dummy  and  low-pressure  end  of  the  spindle. 
While  the  results  of  this  are  not  very  serious,  they  may 
cause  considerable  annoyance.  For  instance,  if  the  scale 
does  not  happen  to  form  evenly  all  around  the  rotor,  or 
some  of  it  should  crack  off  on  one  side,  it  would  probably 
throw  the  spindle  sufficiently  out  of  balance  to  cause  trou- 
ble, and  if  not  attended  to,  might  in  time  cause  the  bear- 
ings   to   wear  or  heat.     Further,   another  way   in   which   the 


formation  of  scale  may  become  apparent  is  by  an  overheat- 
ing of  the  adjustment  thrust  block.  In  a  case  which  recently 
came  to  notice  the  scale  had  broken  off  the  shell  and  be- 
came lodged  in  the  equalizing  pipe  between  the  exhaust 
pipe  and  the  low-pressure  dummy  chamber.  If  this  pipe  were 
entirely  clogged  nearly  the  entire  thrust,  which  is  balanced 
by  the  low-pressure  dummy,  would  be  thrown  on  the  thrust 
block,  which,  not  being  designed  as  a  thrust  block,  but 
simply  to  maintain  the  desired  clearances,  would  no  doubt 
seriously  overheat.  It  is  needless  to  say  that  if  the  water 
contains  any  gritty  material  in  suspension  it  should  be  fil- 
tered, as  it  would  cause  needless  wear  of  the  glands,  thus 
increasing   the   amount  of   gland  water   required. 

Obstructions   in   Strainers  and   Blading. 

As  a  rule  strainers  are  placed  in  the  steam  pipe  to  pre- 
vent small  pieces  of  oxide  scale  or  other  foreign  material 
from  the  inside  of  the  steam  pipes  from  entering  the  tur- 
bine blades,  but  sometimes  in  spite  of  these  strainers  some 
of  the  material  will  work  its  way  through  and  either  be 
lodged  in  front  of  the  first  ring  of  guide  blades  or  pass 
through  the  turbine  without  doing  any  harm,  as  any  object 
which  can  pass  the  small  openings  in  the  first  row  of 
blades  cannot  cause  any  trouble  in  the  rest  of  the  blades. 
The  most  serious  result  of  this  deposit  of  scale  is  the  clos- 
ing of  the  first  ring  of  guide  blades,  so  that  the  required 
volume  of  steam  cannot  pass  into  the  high-pressure  blading. 
The  consequence  is  that  the  auxiliary  overload  valve  opens 
sooner  than  it  normally  should,  and  the  steam  consumption 
per  kilowatt-hour  will  be  increased,  as  the  steam  entering 
the  second  step  through  the  auxiliary  overload  valve  is  not 
expanded  completely.  A  further  effect  which  this  may  have 
is  the  slowing  down  of  the  turbine  on  a  heavy  overload, 
which  might  be  sufficient  to  throw  the  generators  out  of 
step.  As  stated,  the  indications  which  point  to  this  difficulty 
are  the  opening  of  the  overload  valve  before  full  load,  and 
in  an  extreme  case,  slowing  down  seriously  on  overloads. 
The  only  remedy  in  these  cases  is  to  open  the  turbine  case 
and  remove  the  obstructions,  making  sure  that  pieces  of 
waste,  tools,  etc.,  are  not  left  in  the  turbine  when  it  is  closed, 
as  these  might  cause  serious  trouble.  Slowing  down  of  the 
turbine  recently  caused  a  certain  engineer  unlimited  annoy- 
ance and  trouble.  After  examining  the  valve,  blading,  con- 
denser and  nearly  every  conceivable  part  of  the  turbine  he 
accidentally  opened  the  strainer  and  found  it  almost  com- 
pletely closed  with  scale  and  dirt.  If  abnormal  slowing 
down  should  occur,  it  would  therefore  be  wise  to  examine 
the  strainer  first  before  opening  up  the  turbine  and  looking 
for  an  obstruction  in  the  blades.  As  an  obstruction  in  either 
place  will  cause  the  overload  valve  to  open  prematurely,  so 
that  alone  is  not  a  criterion  of  where  the  trouble  is  located. 
Choking  of  the  strainer  is  liable  to  happen  to  any  type  of 
turbine,  as  is  also  to  a  great  extent  the  trouble  from  scale- 
forming  waater,  depending  only  upon  the  arrangement  of 
the  shell  and  rotor. 

The  Effect  of  Priming. 

It  has  been  repeatedly  shown  that  priming  of  the  boilers 
will  not  cause  any  serious  damage  to  a  reaction  turbine,  and 
even  large  slugs  of  water  may  pass  through  a  turbine,  caus- 
ing no  further  inconvenience  than  a  slowing  down  of  the 
turbine  until  the  water  has  passed  out,  yet  care  should  be 
exercised  by  the  attendants  to  avoid  opening  up  any  of  the 
valves  on  the  line  to  the  turbine  before  the  pipes  are  well 
drained.  For,  as  stated,  though  in  general  no  serious  trouble 
is  caused  by  water,  it  has  happened  that  all  the  blades  have 
been  stripped  off  the  rotor  by  a  large  slug  of  water  entering 
the  turbine  at  a  high  velocity,  and  while  not  highly  prob- 
able, such  accidents  can  easily  happen  again  through  care- 
lessness, and  in  such  cases  the  attendant  can  only  consols 
himself  with  the  thought  of  what  would  have  happened  had 
it  been  a  reciprocating  engine  in   place  of  a  turbine. 


400 


ELECTRIC     RAILWAY     REVIEW 


Vol.   XVII.  No.  12. 


PIPING    AND    POWER    STATION    SYSTEMS.— XXXI V. 


I1Y    \V.    1..    MOKKIS,    M.    I-. 


In  nearly  every  case  the  condenser  discharge  line  would 
be  located  at  a  higher  elevation  than  the  intake,  owing  to 
the  variation  in  the  level  of  the  water  supply  at  different 
seasons.  If  this  variation  is  only  four  feet,  and  there  is  two 
feet  of  water  in  the  intake  when  the  water  is  at  its  lowest 
level,  then  the  overflow  from  the  hot  well  should  be  six  feet 
from  the  bottom  of  the  intake,  thus  making  it  possible  for 
the  discharge  waterway  to  cross  the  intake  waterway  and 
leave  at  least  four  feet  under  the  discharge  waterway  for  the 
intake.  Many  plants  are  arranged  with  the  intake  and  dis- 
charge waterway  next  to  each  other,  a  practice  the  ultimate 
economy  of  which  is  doubtful,  there  being  a  slight  saving  in 
construction  cost  which  is  counterbalanced  by  loss  in  opera- 
tion owing  to  the  rise  of  temperature  of  the  intake.  If  a 
surface  condenser  is  to  be  installed  both  waterways  should 
be  kept  at  the  same  level  regardless  of  the  variation  in  the 
height  of  the  water  supply,  and  in  this  case  a  considerable 
saving  in  the  cost  of  construction  would  result  if  the  two 
waterways  are  placed  in  the  same  trench. 

Class  I  9.      Branches  to  and  from  the  Cooling  Tower. 

The  various  makes  of  cooling  tower  are  all  quite  similar 
in  their  general  construction  and  operation.  Details  shown 
in  Fig.  265  (I  9-1)  are  common  to  all  makes.  The  water  is 
distributed  over  the  tower  filling  at  the  top  and  allowed  to 
percolate  through  the  filling  downward  against  the  rising 
current  of  air.  The  different  forms  of  filling  furnished  by 
the  manufacturers  of  water  towers  are  ordinarily  rated  at 
1  to  1.125  square  feet  of  cooling  surface  per  pound  of  steam 
condensed  and  the  cost  of  the  cooling  tower  materials,  not 
including  the  foundations,  brick  lining,  motor  to  drive  the 
Ian  nor  cost  of  erection,  is  generally  from  10  to  14  cents  per 
square  foot  of  cooling  surface.  The  height  of  the  tower  is 
generally  about  32  or  33  feet,  measured  from  the  top  to  the 
bottom  of  the  metal  casing.  The  metal  casing  is  calked  so 
that  the  water  will  not  leak  through  the  seams. 

The  lowest  section  of  the  casing  would  ordinarily  be  not 
less  than   %   inch  and  the  top  section  not  less  than   V8   inch 


I I 


t        f  ' 


V  I  '  ■.Ormiiuin 

nimiiiinmn4     iimniiiiii 


Figure  265-09-1). 

thick.  The  distributor  is  supported  on  hollow  brass  balls 
and  the  bearing  surfaces  of  the  sleeves  at  the  end  of  the 
discharge  pipe  are  of  brass  to  insure  that  the  distributor 
will  revolve  with  but  very  slight  pressure  at  the  nozzles.  The 
I-beams  shown  to  support  the  filling,  rest  on  the  brick  lining. 
The  air  at  the  base  of  the  tower  being  under  a  slight  pres- 
sure, the  water  seal  shown  is  required  where  the  water  is 
discharged  from  the  tower  to  a  storage  basin  as  it  pre- 
vents air  from  passing  through  this  opening.  The  size  of 
fan  required  does  not  appear  to  be  standardized  among  the 
different    manufacturers,    as    those    supplied     vary    from    two 


8-foot  to  two  10-foot  fans  to  supply  the  draft  for  a  tower  for 
30,000  pounds  of  steam  per  hour. 

Different  manufacturers  employ  different  materials  for 
the  cooling  surfaces.  The  most  commonly  used  material  is 
wood,  the  most  satisfactory  wood  for  this  purpose  being 
swamp  cypress,  in  surfaced  boards  1  inch  by  8  inches  set  on 
edge  about  %  inch  apart.  Each  layer  is  laid  at  right 
angles  to  the  one  below  it.  Glazed  tile  is  also  used,  un- 
glazed  tile  being  very  unsatisfactory  due  to  its  moisture  ab- 


Figure  266-(l9-2). 

sorbing  capacity.  This  causes  the  unglazed  tile  to  freeze  and 
crumble  in  cold  weather  when  the  tower  is  not  in  operation. 
Besides  simply  the  loss  of  money  and  inconvenience  of  re- 
placing the  tile,  it  also  damages  the  pumps,  owing  to  the 
grit  carried  along  by  the  water,  and  furthermore  the  pipes 
are  liable  to  become  clogged  with  the  deposit. 

Another  material  which  is  quite  satisfactory  for  filling  is 
galvanized  wire  screening.  These  are  hung  from  the  top  in 
such  a  manner  that  they  can  be  easily  removed  and  replaced 
when  they  are  eaten  out.  The  chief  advantage  of  the  wire 
screen  construction  is  that  it  offers  the  least  possible  resist- 
ance to  the  flow  of  air  through  it,  making  it  possible  to  cool 
the  water  by  natural  air  draft  instead  of  by  the  use  of  a 
fan.  This,  in  itself,  is  quite  a  saving,  as  it  requires  1  horse- 
power for  each  1,000  pounds  of  steam  per  hour  which  is 
condensed,  or  about  2  per  cent  of  the  power  developed  by 
the  main  engine.  For  instance,  about  35  horse-power  is  re- 
quired to  drive  the  fan  for  a  2,000-horsepower  engine.  To 
avoid  the  expenditure  of  this  power  it  would  be  economy  to 
invest  $12.1  for  each  horsepower  saved,  or,  in  other  words, 
for  a  plant  as  stated,  an  expenditure  of  $4,375  additional 
for  a  natural  draft  tower  would  be  justified.  This  would  be 
five  times  the  outlay  required  to  pay  the  difference  in  cost 
of  the  two  systems.  The  saving  in  power  would  unquestion- 
ably pay  the  difference  in  yearly  cost  of  maintaining  wire 
screens  in  good  order.  In  considering  natural  draft  cooling 
towers,  it  should  be  especially  noted  what  duty  would  be 
required  of  the  circulating  pumps  to  determine  whether  they 
would  require  more  or  less  power  owing  to  the  elevation  to 
which  the  water  must  be  pumped. 

The  ideal  system  is,  of  course,  to  raise  the  water  the 
least  possible  distance  and,  at  the  same  time  use  natural 
draft.  Figure  266  (I  9-2)  shows  the  cooling  tower  arranged 
for  natural  draft  and  the  distance,  a,  reduced  to  the  least 
possible.  This  tower  is  shown  of  rectangular  construction 
instead  of  round,  as  in  Figure  265,  as  the  rectangular  form 
would  be  more  suitable  where  it  is  necessary  to  support  't 
on  the  roof.  The  reason  for  placing  this  form  of  tower  on 
the  roof  is  to  insure  a  better  circulation  of  the  air  and 
also  because  the  air  farther  from  the  ground  is  somewhat 
cooler. 

(To  be  Continued.) 


March   23,   1907 


ELECTRIC     RAILWAY     REVIEW 


401 


RECENT   ELECTRIC    RAILWAY    LEGAL   DECISIONS. 


BY   J.   L.   BOSENBERGER,   I.L.B.,   OF   THE   CHICAGO    BAR. 


Burden  of  Proof  Where  Gate  was  Not  Securely  Fastened. 
The  burden  of  proof  is  on  the  carrier,  the  supreme  court 
of  Louisiana  holds,  in  the  case  of  Spurlock  v.  Shreveport 
Traction  Company.  42  Southern  Reporter,  575,  to  show  why 
the  contract  of  safe  carriage  was  not  fulfilled.  Thus,  where 
a  passenger  fell  from  the  platform  of  a  street  car  and 
was  killed,  in  consequence  of  the  gate  not  being  securely 
fastened,  the  question  being  as  to  whether  the  gate  had  been 
insecurely  latched  or  was  unlatched  by  the  passenger  him- 
self, the  burden  of  proof  lies  on  the  car  company.  When  a 
question  arises  as  to  the  working  of  a  mechanical  device, 
for  instance,  as  to  whether  it  was  possible  for  a  certain  link 
to  stay  insecurely  on  a  certain  knob,  the  safer  plan  is  to 
produce  the  device  itself  in  court  and  demonstrate  its  opera- 
tion. 


person  injured  could  recover  such  damages  as  would  compen- 
sate him  for  the  injuries  sustained.  Nor  would  it  be  said  that 
the  injured  party  must  submit  to  extortion  or  unjust  demands 
to  relieve  the  offending  party  of  the  damages  that  he  might 
be  subjected  to  as  a  consequence  of  his  wrongful  act.  And 
this  court  is  unable  to  perceive  why  a  carrier  should  occupy 
a  more  favorable  position  in  this  respect  than  the  ordinary 
citizen. 


Not  Required  to  Do  Any  Paving  Before  Laying  Tracks. 
A  franchise  ordinance  providing  that  an  electric  railway 
company  "shall  keep  paved  and  in  good  repair  S  feet  in 
width  for  single  track  and  16  feet  in  width  for  double 
track  in  the  center  of  the  streets  where  its  track  shall  be 
laid."  the  supreme  court  of  Illinois  holds,  Uhlich's  Estate  v. 
City  of  Chicago,  79  Northeastern  Reporter,  598,  that  the 
provision  that  the  railway  company  shall  keep  paved  a  strip 
in  the  center  of  streets  "where  its  tracks  shall  be  laid"  does 
not  require  the  railway  company  to  pave  any  portion  of  any 
street  before  the  time  when  it  proceeds  to  lay  its  tracks  in 
that  street.  And  it  says  that  it  is  confirmed  in  this  view  by 
the  fact  that  the  company  is  given  a  discretion  whether  to 
construct  a  single-track  or  a  double-track  railway,  for  it  is 
manifest  that,  before  it  exercises  that  discretion,  it  would 
be  impossible  to  determine  what  portion  of  the  roadway  the 
railway  company  is,  by  the  ordinance,  required  to  pave. 

Damages  for  Expulsion  for  Refusal  to  Pay  Fare  Twice. 
There  is  a  wide  difference  in  the  opinions  of  courts  of 
last  resort,  the  court  of  appeals  of  Kentucky  says,  Camden  In- 
terstate Railway  Company  v.  Frazier.  97  Southwestern  Re- 
porter, 776,  as  to  the  measure  of  damages  that  a  passenger 
is  entitled  to  recover  in  case  of  his  wrongful  expulsion  for 
refusal  to  pay  fare  a  second  time.  The  courts  of  a  number  of 
states  hold  that  it  is  the  duty  of  a  passenger  to  pay  the  extra 
fare  demanded  if  he  has  the  money,  thereby  avoiding  expul- 
sion; and  in  such  cases  the  passenger  is  only  entitled  to  re- 
cover the  amount  wrongfully  exacted,  in  the  absence  of  such 
aggravating  conduct  on  the  part  of  the  persons  in  charge  of 
the  train  as  would  entitle  him  to  punitive  damages.  These 
cases  are  placed  upon  the  ground  that  it  is  the  duty  of  the 
person  who  has  been  deprived  of  a  contract  right  to  reduce 
the  damage  as  much  as  possible;  and  that  if  he  has  the  money 
to  pay  the  extra  fare  he  should  do  so,  and  thus  minimize  the 
injury  sustained. 

Other  courts  hold  that  a  passenger  who  has  paid  his  fare 
and  thus  acquired  a  contract  right  to  transportation  to  the 
point  of  destination  may  stand  upon  his  right  and  refuse  to 
pay  the  fare  wrongfully  demanded,  and,  if  ejected,  may  re- 
cover substantial  damages. 

This  court  is  disposed  to  accept  as  correct  the  latter  view. 
When  it  says  a  passenger  has  performed  his  contract 
by  paying  to  the  carrier  the  correct  sum  requested  for  his 
passage,  the  carrier  has  no  right  to  demand  that  he  shall 
again  pay,  and,  if  such  demand  is  made,  a  passenger  is  under 
no  duty  to  minimize  the  damage  that  the  carrier  may  have 
brought  upon  itself  by  its  wrongful  act.  The  carrier  has  no 
more  right  to  wrongfully  exact  money  from  a  passenger  than 
any  other  paity  to  a  contract  has  to  demand  money  without 
legal  right.  If  a  party  to  an  ordinary  contract  should  break 
it,  because  the  other  party  would  not  submit  to  wrongful 
exactions,   there   would   be  no  difference   of  opinion    that    the 


Injury  to  Conductor  Putting  in  Route  Sign. 
A  conductor  being  directed  to  take  out  a  car  for  a  cer- 
tain route  and  finding  that  the  designation  blocks  attached 
to  the  roof  of  the  car  could  not  be  worked  was  told  to  put 
in  slat  signs.  He  climbed  on  the  dashboard,  rested  his  weight 
upon  the  roof  of  the  car  until  he  got  near  enough  to  reach 
the  sign,  and  then  endeavored  to  place  a  slat  under  the 
band  which  held  the  frame.  The  band  came  off,  and  he  fell. 
The  appellate  term  of  the  supreme  court  of  New  York  holds, 
Carroll  v.  Union  Railway  of  New  York  City,  101  New  York 
Supplement,  715,  that  the  coming  off  of  the  band  did  not 
establish  the  negligence  of  the  company.  It  says  that  the 
purpose  of  the  band  was  to  hold  the  slats  or  signs,  and  it 
could  not  be  inferred  ipso  facto  (by  the  act  itself),  in  the 
absence  of  all  evidence,  that  in  getting  upon  the  dashboard 
the  conductor  was  induced  to  rely  to  any  extent  upon  it  for 
support.  The  mere  happening  of  the  occurrence  was  not 
proof  of  liability.  Moreover,  when  it  was  considered  that 
the  band  was  used  only  for  the  purpose  of  keeping  the  sign 
in  place,  was  not  its  breaking  immaterial?  Was  not  the  rea- 
sonable solution  of  the  plaintiff's  own  testimony  upon  this 
point  that  for  some  unexplained  reason  he  lost  his  balance, 
and  in  falling  tore  off  the  band,  which  under  no  circum- 
stances could  have  been  expected  to  resist  the  strain  of  his 
weight? 


Conductor  Dragged  Into  Fit  at  Shop. 

A  conductor  was  walking  behind  a  car  to  guide  the  trolley- 
pole  along  its  wire,  when,  as  he  testified,  all  of  a  sudden  the 
motorman  shot  ahead  into  the  car  shop,  the  pole  came  off. 
the  ropes  twisted  around  his  hand  and  kind  of  lifted  him,  and 
dragged  him  into  a  pit  inside  of  the  car  barn  or  shop,  in- 
juring him.  But  the  second  appellate  division  of  the  supreme 
court  of  New  York  holds,  Dulfer  v.  Brooklyn  Heights  Railroad 
Company.  101  New  York  Supplement,  207,  that  while  the  pit 
was  a  cause  without  which  there  would  have  been  no  injury, 
yet  the  proximate  cause  of  the  injury  was  the  conduct  of  the 
motorman.  who  was  a  fellow  servant  of  the  conductor.  More- 
over, it  thinks  that  it  could  not  be  said  that  the  company  in  the 
exercise  of  due  care  should  have  foreseen  that  in  such  a  sit- 
uation as  was  described  its  motorman  might  have  managed  a 
car  so  as  to  carry  one  in  the  relative  situation  of  the  plain 
tiff  off  his  feet  and  cast  him  down  into  a  pit  ten  feet  within 
the  barn. 

Justice  Gaynor,  concurring,  says  that  the  plaintiff  testi- 
fied that  he  did  not  know  there  were  pits  in  the  repair  shop 
and  was  not  instructed  that  there  were  any,  and  on  this  the 
case  was  sent  to  the  jury.  But  it  is  submitted  that  this  testi- 
mony was  wholly  incredible.  It  is  a  matter  of  common  knowl- 
edge that  pits  are  necessarily  there.  We  all  know  it,  and  yet 
this  court  was  asked  to  credit  a  railroad  employe  who  said 
he  did  not  know  it.  Courts  should  not  allow  themselves  to  be 
imposed  on  by  obvious  falsehoods;  to  do  so  gives  a  false  no- 
tion of  the  administration  of  justice,  and  begets  disrespect  for 
it.  The  belief  that  courts  can  be  fooled  should  be  dispelled. 
Aside  from  this,  the  proximate  cause  was  the  negligent  act 
of  the  motorman,  his  shooting  of  the  car  ahead  so  suddenly 
and  rapidly.  Even  if  the  plaintiff  knew  the  pit  was  there 
he  would  have  been  dragged  into  it  just  the  same  by  the  rope 
which  entangled  his  hands.  It  followed  that  the  failure 
Inform  him  that  pits  were  in  the  shop  was  of  no  Importance 
if  the  court  was  to  accept  his  pretense  that  he  did  not 
know  it. 


402 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  12. 


News  of  the  Week 


Central    Electric   Railway   Association. 

Mr.  H.  A.  Nicholl,  president,  anno  i   the  regular  meet- 

ing of  the  Central  Electric  Railway  Association  will  be  held  at 
the  Algonquin  Hotel.  Dayton,  O.,  on  Thursday.  March  2*.  1907. 
The  meeting  will  assemble  at  10:30  a.  m.  and  after  a  brief  business 
on  the  following  papers  will  be  read:  "Track  Bonding."  by 
Thomas  B.  McMath,  chief  engineer.  Indianapolis  Traction  &  Ter- 
minal Company,  Indianapolis,  Ind.:  "Car  Wheels  for  Interurban 
and  City  Service,"  by  C.  Skinner,  master  mechanic.  Scioto  Valley 
Traction  Company,  Columbus,  O.;  "Trolley  Wheels."  by  M.  M. 
Baxter,  electrical  engineer.  Western  Ohio  Railway,  Lima,  O. ;  "Car 
Inspection."  by  Lees  M.  Jacques,  master  mechanic.  Ft.  Wayne  & 
Wabash  Valley  Traction  Company,  Ft.  Wayne,  Ind.;  and  the  report 
Of  the  committee  on  "Express  Company  Contracts  with  Inter- 
urban Railways."  A  special  car  will  leave  the  Traction  Terminal 
station  at  Indianapolis  promptly  at  6  a.  m.  for  Dayton  and  those 
desiring  to  make  the  trip  are  invited. 

Philadelphia    Traction    Situation. 

By  a  vote  of  77  to  76  the  house  of  representatives  of  the  Penn- 
sylvania legislators  vote!  down  on  March  19  the  Fahey  bill,  which 
was  based  on  the  recommendation  of  the  Retail  Merchants'  Associa- 
tion that  a  new  law  be  enacted  which  would  enable  the  city  of 
Philadelphia  to  enter  into  contracts  with  the  Philadelphia  Rapid 
Transit  Company  in  accordance  with  the  plan  approved  by  the 
directors  of  the  company. 

The  Trades  League  has  received  an  opinion  from  its  counsel. 
J.  C.  Jones,  criticising  the  McNichol  and  Fahey  bills,  which  have 
been  introduced  in  the  Pennsylvania  legislature  for  the  purpose  of 
making  it  possible  for  the  city  of  Philadelphia  to  negotiate  with 
the  Philadelphia  Rapid  Transit  Company.  The  Trades  League  will 
try  to  persuade  other  organizations  which  have  shown  any  oppo- 
sition to  the  Retail  Merchants'  Association  plan  to  join  in  the 
protest  against  the  plan,  which  has  been  approved  by  the  directors 
of  the  Transit  company.  At  the  meeting  of  the  Trades  League 
at  which  this  action  was  decided  upon,  a  resolution  was  offered 
and  passed  commending  the  Rapid  Transit  company  for  its  Market 
street  elevated  structure. 

Both   Car  Gates   Open   in    New   York. 

As  the  result  of  an  ordinance  which  went  into  effect  on  March 
1".  an  order  has  been  issued  by  the  New  York  City  Railway  Com- 
pany directing  that  both  gates  on  the  rear  platform  of  surface 
cars  running  in  upper  Broadway  be  kept  open  between  Fifty-ninth 
and  Manhattan  streets.  The  order  was  brought  about  at  the  re- 
quest of  citizens  of  the  upper  West  Side,  who  stated  that  the 
space  between  the  tracks  betwTeen  the  points  mentioned  is  wide 
enough  to  give  ample  standing  room  for  passengers  getting  on  and 
off  the  cars,  and  it  was  also  maintained  that  the  space  between 
the  tracks  and  the  curb  is  so  narrow  as  to  endanger  the  safety  of 
persons  waiting  to  take  cars  or  leaving  them  hastily,  on  account 
of  the  possibility  of  being  run  down  by  passing  vehicles.  Oren 
Root,  Jr.,  vice-president  and  general  manager  of  the  company,  is 
quoted  with  reference  to  the  new  order  as  follows: 

"Possengers  are  accustomed  to  leaving  the  cars  by  the  right 
gate.  They  are  also  accustomed  to  leaning  against  the  closed  left 
gate.  Tb.3  distance  affected  by  the  new  order  is  so  short  that  pas- 
sengers will  never  get  accustomed  to  the  left  gate  being  open. 
Enough  accidents  happen  now  from  people  falling  from  the  cars. 
The  accidents   along  upper  Broadway  will  be   more   than   doubled." 

Rapid   Transit  Affairs   in    New   York. 

The  rapid  transit  commission  on  March  16  began  advertising 
for  bids  for  the  construction  of  the  Center  street  section  of  the 
bridge  subway  loop,  known  as  route  No.  9.  Bids  will  be  opened 
on  April  11.  The  work  is  to  be  completed  in  21  months  and  the 
successful  bidder  must  give  a  bond  of  $300,000.  A  public  hearing 
on  the  form  of  contract  for  the  Seventh  and  Eighth  avenue  routes 
will  be  held  on  March  25. 

Corporation  Counsel  Ellison  on  March  IS  advised  comptroller 
Metz  that  the  city  is  in  no  way  responsible  for  the  damages  to 
property  along  Park  avenue  caused  by  the  building  of  the  sub- 
way. The  amount  of  damages  was  rixed  by  a  referee  at  $350,000 
and  the  property  owners  brought  claims  against  the  city,  but  the 
corporation  counsel  says  that  the  city  was  not  a  party  to  the  pro- 
ceedings to  fix  the  damages  and  that  the  responsibility  rests  with 
the  contractors  or  the  rapid  transit  commission;  that  the  city  is 
not  liable  for  any  of  the  acts  of  a  commission  appointed  by  the 
state.  The  Interborough  Rapid  Transit  Company  has  expressed 
a  willingness  to  pay  half  the  amount. 

The  Retail  Dry  Goods  Association  has  adopted  the  report  of  a 
committee  appointed  to  investigate  the  transit  problems  of  the  city 
and  has  adopted  resolutions  pledging  the  association  to  take  an 
active  interest  in  the  future  in  all  questions  relating  to  rapid  transit 
facilities.  In  view  of  the  growing  needs  of  the  city,  the  association 
thinks  that  if  the  muncipality  on  the  one  side  and  the  traction 
capital  and  experience  on  the  other,  would  "unite  in  a  common 
purpose  and  eliminate  the  friction  habitually  arising  between  them, 
they  could  bring  about  some  solution  of  this  vexing  problem."  In 
conclusion  it  was  resolved  that  a  committee  be  appointed  from 
the  members  of  the  association,  "whose  duty  it  shall  be  to  take 
up  this  proolem  and  confer  with  all  the  authorities,  state  and 
municipal,  with  all  the  interests  represented  in  the  transportation 
systems  of  New  York  and   with   all   other  local  organizations   and 


civic  bodies  and  with  full  power  to  discuss  and  negotiate,  formulate 
and  report  any  plan  or  plans,  looking  to  that  relief,  of  which  the 
whole  people  of  the  city  stand  greatly  in  need." 

Theodore  P.  Shonts,  the  new  president  of  the  Interborough- 
Metropolitan  Company,  lias  been  conferring  with  the  heads  of 
various  civic  organizations  to  lc-arn  their  ideas  as  to  the  improve- 
ment of  the  street  railway  service.  As  a  result  of  the  conferences 
it  is  stated  that  there  will  be  organized  a  central  civic  organization 
with  representatives  from  53  civic  organizations,  and  that  Mr. 
s  will  take  up  transit  problems  with  this  central  body. 

Officers'   Association   of  the   Ft.   Wayne   &   Wabash    Valley   Traction 
Company. 

The  Ft.  Wayne  &  Wabash  Valley  Traction  Company 
of  Ft.  Wayne.  Ind..  which  operates  an  extensive  system  of 
about  150  miles  of  electric  railways  in  northern  Indiana,  has 
recently  adopted  a  plan  for  promoting  the  general  wel- 
fare of  the  company  and  securing  the  benefits  of  co-opera- 
tion among  the  official  staff,  which  should  be  productive  of 
excellent  results.  The  "Officers'  Association  of  the  Ft.  Wayne  & 
Wabash  Valley  Traction  Company"  has  been  organized,  the  mem- 
bership consisting  of  the  heads  of  the  various  departments  of  the 
company  and  such  other  employes  as  in  the  opinion  of  the  presi- 
dent of  the  association  may  seem  desirable.  The  object  of  this 
organization,  as  stated  by  the  constitution,  is  the  advancement  of 
the  welfare  and  the  best  interests  of  the  Ft.  Wayne  &  Wabash 
Valley  Traction  Company,  the  attainment  of  the  highest  possible 
operative  efficiency  and  through  co-operation  and  the  interchange 
of  ideas,  plans  and  experience  the  mutual  benefit  of  all  members 
of  the  association. 

The  association  has  the  usual  officers,  the  general  manager 
of  the  company,  C.  D.  Emmons,  being  ex-officio  president  of  the 
organization.  Regular  meetings  are  to  be  held  on  the  first  and 
third  Monday  of  each  month  and  an  annual  meeting  is  to  be  held 
on  the  first  Monday  in  March  of  each  year. 

Transfer   Rule   Upheld. 

The  appellate  division  of  the  supreme  court  of  New  York  has 
decided,  in  the  case  of  Ketchum  v.  New  York  City  Railway  Com- 
pany, on  March  15,  1907,  that  the  rule  requiring  the  passenger  to 
ask  for  a  transfer  at  the  time  of  paying  his  fare  is  reasonable 
and  that  the  company  may  refuse  to  issue  a  transfer  if  asked  for 
at  any  other  time.  Justiee  Scott  wrote  the  opinion  of  the  court, 
in  part  as  follows: 

"That  a  common  carrier  of  passengers  not  only  has  the  right, 
but  is  bound,  to  make  rules  and  regulations  to  insure  the  safe, 
effective  and  comfortable  operation  of  its  corporate  business  is 
undoubted,  and  it  is  equally  clear  that  it  is  entitled  to  adopt  and 
enforce  rules  designed  to  protect  itself  against  fraud  and  impo- 
sitions. 

Proceeding  to  discuss  the  specific  regulation  in  question  in  the 
present  case,  Justice  Scott  says  that  the  company  is  clearly  entitled 
to  protect  itself  against  dishonest  passengers  who  might  seek  to 
obtain  more  than  one  transfer.      Continuing.  Justice  Scott  says: 

"The  evidence  shows,  and  common  experience  verifies  the  fact, 
that  at  certain  hours  the  defendant's  cars  are  very  crowded,  and 
it  would  be  an  impossible  task  to  require  a  conductor  to  carry  in 
memory  every  passenger  to  whom  he  had  given  a  transfer  in  the 
course  of  a  long  trip.  Under  this  system  the  only  passenger  likely 
to  be  inconvenienced  because  he  had  not  demanded  a  transfer  upon 
beginning  his  journey  would  be  one  who  started  without  the  in- 
tention of  transferring,  and  then,  during  the  trip,  changed  his 
mind.  We  see  no  reason  to  suppose  that  such  cases  would  be  at 
all  numerous.  We  are.  therefore,  of  the  opinion  that  the  regula- 
tion in  question,  considered  with  respect  to  the  system  now  in 
operation,   is  reasonable   and  lawful." 

The  plaintiff  was  awarded  a  judgment  of  $62  in  the  munici- 
pal court,  which  was  later  confirmed  by  the  appellate  term.  The 
appellate  division  now  reverses  this  judgment. 

Iowa  Street  &  Interurban  Railway  Association. 

Secretary  and  Treasurer  L.  D.  Mathes  has  announced  the  final 
programme  of  the  fourth  annual  convention  of  the  Iowa  Street  and 
Interurban  Railway  Association,  to  be  held  at  the  Lafayette  Inn, 
Clinton,  la.,  on  April  19  and  20.  The  following  papers  will  be 
read:  "The  Steam  Motor  Car — Its  Value  for  Interurban  Service," 
by  W.  G.  Wagenhals,  who  is  the  inventor  of  the  car  to  be  de- 
scribed; "Amusements — How  Should  This  Feature  Be  Handled  by 
Operating  Companies,"  by  H.  W.  Garner,  general  manager  Oska- 
loosa  Traction  &  Light  Company;  "Freight  Handling  by  Electric 
Lines,"  by  H.  H.  Polk,  president  Interurban  Railway;  "Joint  Opera- 
tion of  City  and  Interurban  Cars  Over  City  Tracks."  by  Isaac  B. 
Smith,  traffic  manager  Iowa  &  Cedar  Rapids  Railway  &  Light 
Company;  "Effective  Methods  of  Handling  Peak,  or  Rush-Hour 
Traffic  on  City  Lines,"  by  E.  L.  Kirk,  general  manager  Sioux  City 
Traction  Company;  "Modern  Train  Dispatching  Methods  on  Electric 
Railways,"  by  P.  P.  Crafts,  general  manager  Iowa  &  Illinois  Rail- 
way. 

This  programme  is  one  which  will  be  of  great  interest  and  value 
not  only  to  the  members  of  the  Iowa  association  but  to  the 
street  railway  fraternity  in  general.  The  several  numbers  are  in 
the  hands  of  men  who  are  entirely  capable  of  handling  them 
in  an  able  manner. 

The  local  committee,  consisting  of  Mr.  P.  P.  Crafts.  R.  M. 
Howard  and  Thomas  Crawford,  have  also  announced  the  arrange- 
ments which  have  been  made  for  the  benefit  of  the  guests  both 
to  this  convention  and  to  that  of  the  Iowa  Electrical  Association, 
which  will  also  be  held  at  the  Lafayette  Inn  on  April  IS  and  19. 
As  is  customary  at  conventions,  it  will  be  necessary  for  delegates 
to  double  up  at  the  hotel  rooms.  Rates  at  the  Lafayette  Inn  are 
from   $2.50  to  $3.50  a  day  for  each  person  on  the  American   plan. 


March  23,  1907. 


ELECTRIC     RAILWAY     REVIEW 


403 


Reservations  have  also  been  made  at  the  Revere  House  and  the 
Grand  Hotel  at  the  same  rates.  Space  for  manufacturers'  exhibits, 
also  current  for  light  and  a  limited  amount  of  power  will  be  pro- 
vided in  the  basement  of  the  Lafayette  Inn,  free  of  charge.  The 
current  furnished  will  be  single-phase,  60-cycle,  110  and  220  volt 
alternating,  and  600-volt  direct  current.  Guests  are  requested  to 
advise  the  committee  by  April  15  of  their  space  reservations  and 
the  amount  of  current  required  The  committee  has  provided  for 
several  entertainments  for  the  delegates.  Badges  of  all  delegates 
will  be  accepted  for  transportation  on  the  Clinton  Street  Railway, 
Iowa  &   Illinois  Railway  and  the  Tri-City  Railway. 

Arrangements  have  been  made  with  the  Western  Passenger 
Association  for  a  rate  of  one  and  one-third  single-trip  fare  on  the 
certificate  plan,  from  any  part  of  the  state  of  Iowa  and  from 
Chicago,  St.  Louis  and  Minneapolis,  based  on  a  single-trip  rate  of 
three  cents  per  mile. 

Paralleling   of   Steam    Roads    by    Electric    Lines. 

The  appellate  division  of  the  supreme  court  of  New  York 
recently  gave  a  decision  ordering  the  state  board  of  railroad  com- 
missioners to  grant  a  certificate  of  convenience  and  necessity  to 
the  Rochester  Corning  &  Elmira  Traction  Company  for  building  its 
proposed  line  connecting  the  cities  named.  The  certificate  had 
been  denied  at  the  time  of  the  application  on  the  ground  that  the 
territory  was  already  adequately  served  by  the  Erie  Railroad.  In 
delivering  the  decision  the  court  said: 

"The  question  was  not  whether  the  through  transportation 
facilities  between  termini  or  even  between  the  larger  cities  were 
inadequate,  but  whether  the  people  living  along  the  line  of  such 
steam  railroad  and  between  its  stations  required  additional  facili- 
ties. Indeed,  between  points  a  long  distance  apart  the  trolley 
roads  do  not  compete  with  the  steam  roads.  The  passengers  and 
freight  which  the  former  carry  are  as  a  rule  carried  to  the  station 
of  the  latter.  In  all  essential  respects  the  two  serve  separate 
purposes  each  equally  necessary  to  the  convenience  of  the  public. 

"This  policy  has  been  adopted  by  the  board  of  railroad  com- 
missioners so  uniformly  that  it  may  be  regarded  as  the  settled 
policy  of  the  state,  to-wit:  to  permit  steam  railroads  to  be  par- 
alleled by  trolley  roads,  however  ample  the  facilities  furnished  for 
travel  by  such  steam  roads  between  terminal  points  or  between 
principal  stations,  and  so  notwithstanding  such  trolley  road  may 
reduce  the  earnings  of  the  steam  roads.  The  primary  purpose  of 
a  trolley  road  is  to  convey  people  directly  from  their  homes  to 
the  nearby  villages  or  cities  or  vice  versa." 

The  opinion  further  states  that  facilities  for  through  service 
lietween  Rochester,  Corning  and  Elmira  are  now  reasonably  ade- 
quate, but  the  evidence  demonstrates  that  the  facilities  for  local 
traffic  are  wholly  inadequate;  that  trains  are  run  infrequently; 
that  the  stations  are  comparatively  long  distances  apart,  and  that 
a  considerable  portion  of  the  territory  is  not  accommodated  by  ex- 
isting railroads,  which  will  be  more  closely  paralleled  by  the  pro- 
posed railroad  than  such  railroads  usually  have  been  by  such  con- 
struction in  other  parts  of  the  state.  The  fact  that  the  Erie  pro- 
poses to  electrify  its  line  does  not  alter  the  proposition,  as  elec- 
trification will  not  convert  it  into  a  street  surface  railroad.  The 
opinion  continues: 

"The  passenger  trains  may  run  more  frequently,  but  with  all 
the  changes  suggested,  the  people  along  the  route  will  not  have 
such  facilities  as  is  understood  will  be  afforded  by  a  street  surface 
railroad.  The  evidence  shows  that  the  population  to  whom  the 
line  of  the  proposed  road  would  be  reasonably  accessible  averages 
between  400  and  500  per  mile,  not  including  the  population  of  either 
Rochester  or  Elmira,  and  the  evidence  very  conclusively  shows 
that  such  population  has  at  the  present  time  very  inadequate 
transportation  facilities  along  the  greater  part  of  such  route.  That 
fact  becomes  apjjarent  upon  examination  of  the  time  tables  of  the 
existing  roods." 

Legislation  Affecting   Electric  Railways. 

Iowa. — A  bill  has  been  introduced  in  the  house  which  gives 
automobile  lines  running  on  tracks  the  same  status  under  the 
laws  as  electric  interurban  lines. — Another  bill  before  the  house 
provides  that  city  railways  must  allow  all  interurbans  the  use  of 
their  tracks,  trolley  wires,  power,  depots  and  warehouses  to  enter 
the  city.  It  provides  that  if  the  interurban  and  the  street  railway 
cannot  agree  as  to  the  terms  of  the  compensation  which  the  in- 
terurban is  to  pay  the  street  railway  for  the  use  of  its  tracks  and 
other  property  the  state  railroad  commission  shall  fix  the  com- 
pensation. A  bill  requiring  that  the  vestibules  of  street  cars  shall 
be  enclosed  on  all  sides  for  the  protection  of  employes  has  passed 
both  houses  of  the  legislature. 

Massachusetts. — It  is  reported  that  a  bill  will  be  introduced  in 
the  legislature  to  allow  interurban  electric  roads  to  build  elevated 
structures  on  which  to  enter  cities. 

Minnesota. — A  bill  introduced  by  T.  J.  Brady  of  St.  Paul 
makes  it  unlawful  for  any  street  car  company  or  its  employes  in 
charge  of  the  cars  to  carry  or  permit  to  be  carried  more  than  16 
passengers  in  excess  of  the  seating  capacity  of  the  cars. — Two  bills 
for  reduced  fares  have  been  considered  by  the  committee  on  ex- 
press, telegraph  and  electric  railways,  one  providing  for  a  3-cent 
fare  in  rush  hours  and  another  for  eight  tickets  for  25  cents. — 
Another  bill  provides  that  in  addition  to  any  liability  now  exist- 
ing by  law,  every  street  railway  company  shall  be  liable  to  each 
passenger  of  such  company  for  damages  In  an  amount  to  be  fixed 
by  the  Jury  for  failure  to  perform  any  duty  owing  by  it  to  any 
Of  its  passengers.  The  bill  provides  thru  this  bill  shall  not  affect 
the  liability  of  such  companies  und<r  tin  existing  laws  nor  shall 
it  be  construed  as  in  any  way  limiting  the  right  to  recover  for 
personal  Injuries  as  now  authorized  by  law. 


Missouri. — The  house  has  passed  a  resolution  for  a  constitu- 
tional amendment  authorizing  the  city  of  St.  Louis  to  issue  bonds 
for  the  construction  of  a  municipal  subway. — The  house  has  de- 
feated the  5-cent  fare  street  railway  bill,  which  was  introduced 
to  prevent  the  St.  Joseph  street  railway  from  charging  a  15-cent 
fare  for  a  round  trip  to  its  park  at  Lake  Contrary. — An  ordinance 
introduced  into  the  St.  Louis  city  council  provides  for  3-cent  fares 
within  the  city  and  five  half-fare  tickets  for  10  cents  for  children 
between   the  ages  of  3  and   12  years. 

Nebraska. — A  committee  of  the  senate  has  recommended  for 
passage  a  bill  passed  by  the  house  creating  a  state  railway  com- 
mission, whose  powers  include  Jurisdiction  over  street  railways, 
which   are  declared  to  be  common  carriers. 

New  York. — The  senate  Judiciary  committee  and  the  assembly 
railroad  committee  will  hold  a  Joint  hearing  on  March  27  on  the 
"public  utilities"  bill.  At  the  same  hearing  other  bills  relating  to 
New  York  rapid  transit  will  be  considered,  including  Senator 
Foelker's  bill  providing  for  a  New  York  city  railroad  commission. 
Senator  McCarren's  bill  abolishing  the  present  rapid  transit  com- 
mission and  Senator  Grady's  bill  providing  for  a  public  utilities 
commission  for  New  York  city,  to  have  charge  of  railways,  light- 
ing and  telephone  companies.  Mr.  Grady  has  also  introduced  a  bill 
providing  for  a  5-cent  fare  and  universal  transfers  within  the 
city  limits  on  lines  controlled  by  one  company. — Senator  Saxe  has 
introduced  a  bill  providing  for  the  removal  of  the  New  York  Central 
tracks  from  Eleventh  avenue.  It  provides  for  a  subway  between 
Thirtieth  street  and  Sixty-second  street,  with  accommodations  for 
six  tracks,  all  to  be  constructed  at  the  expense  of  the  company; 
from  Seventy-second  street  to  One  Hundred  and  Twenty-second 
street  and  from  One  Hundred  and  Forty-sixth  street  to  Spuyten 
Duyvil  the  tracks  are  to  be  walled  up  at  the  expense  of  the  rail- 
road company  and  covered  over  at  the  expense  of  the  city  out  of 
the  money  to  be  paid  by  the  railroad  company  for  the  right  of  way 
to  be  granted  west  of  the  present  tracks;  between  One  Hundred 
and  Twenty-second  street  and  One  Hundred  and  Forty-sixth  street 
an  elevated  structure  is  to  be  erected  to  meet  the  grade  and  to 
permit  the  intervening  streets  to  have  a  clearance  to  the  river 
front.     Electricity  is  the  motive  power  provided  for. 

Pennsylvania. — The  bill  introduced  by  Representative  Fahey  to 
permit  the  reorganization  of  the  Philadelphia  Rapid  Transit  Com- 
pany under  the  plan  proposed  by  the  Retail  Merchants'  Associa- 
tion has  been  defeated  by  the  house  of  representatives  by  a  vote 
of  76  to  77.  The  bill  provided  that  any  city,  borough  or 
township  may  enter  into  contracts  with  any  street  railway,  sur- 
face, elevated,  underground  or  motor  power  company,  leasing  and 
operating  the  franchises  and  property  of  such  company,  within  the 
limits  of  the  municipality  or  townships,  affecting,  fixing  and  regu- 
lating the  franchises,  powers,  duties  and  liabilities  of  such  com- 
panies and  the  regulations  and  respective  rights  of  the  contract- 
ing parties. — Another  bill  introduced  by  Mr.  Fahey,  requiring  trac- 
tion companies  to  secure  the  right  of  way  from  local  authorities 
before  being  granted  a  charter,  has  been  amended  so  that  the 
same  provisions  shall  apply  to  existing  companies  desiring  to  make 
extensions. — The  Homsher  bill  giving  the  right  of  eminent  do- 
main to  electric  railways  has  been  recommitted  and  a  substitute 
bill  has  been  introduced  in  the  ;orm  of  an  amendment  to  the  gen- 
eral electric  railway  laws  of  1S99,  providing  that  in  order  to  avoid 
dangerous  curves,  heavy  grades,  streams,  public  bridges  or  grade 
crossings,  companies  shall  have  the  right  to  acquire  and  occupy 
private  property  for  the  laying  of  tracks,  and  shall  be  empowered 
to  divert  their  tracks  from  the  highway  to  the  property,  and  from 
thence  back  to  the  highway  whenever  and  as  often  as  they  may 
deem  it  expedient  to  do  so. — The  strip  which  may  be  condemned 
for  ordinary  trackage  is  not  to  be  more  than  45  feet  wide,  and  the 
right  of  eminent  domain  is  conferred  when  the  owners  of  at  least 
51  per  cent  of  the  foot  frontage  of  the  proposed  route  give  assent 
to  the  construction  of  the  line. 

Tennessee. — A  bill  to  take  the  power  of  assessment  of  street 
railways  from  the  railroad  commission  and  to  give  it  to  the  local 
lax  assessors  has  been  defeated  by  the  senate. — A  bill  has  been 
introduced  in  the  house  which  requires  street  railways  to  equip 
their  cars  with  projecting  fenders  in  front,  made  and  attached 
to  the  car  according  to  the  latest  improvements  and  modern 
methods  of  the  art. 

Texas. — The  so-called  "Jim  Crow"  law,  providing  for  separa- 
tion of  races  on  street  cars,  has  been  passed  by  both  houses.  In 
many  cities  of  the  state  the  provisions  of  this  law  are  already 
enforced  by  city  ordinances. 

Block  Signals  for  Ft.  Wayne  &  Wabash  Valley.— The  Ft. 
Wayne  &  Wabash  Valley  Traction  Company  has  arranged  for  the 
installation  of  manually  operated  block  signals  at  points  where 
the  interurban   cars  enter   the  city  of  Ft.  Wayne. 

Service  Hearing  at  Richmond. — The  Virginia  Corporation  com- 
mission will  hold  a  public  hearing  at  Richmond  on  March  27  to 
hear  complaints  of  the  mayor  of  Portsmouth  against  the  Norfolk 
&  Portsmouth  Traction  Company  on  account  of  alleged  defects  in 
the  service. 

Grand     Rapids     Railway    Increases    Wages. — General     Manager 

B.  S.  Hanchett  of  the  Grand  Rapids  (Mich.)  Railway  Company  has 

ineed    that    at    the    recent    meeting    of    the    directors    it    was 

voted   to  increase   the   wages   of  conductors  and   motormen   10   per 

cent,    effective   on  June  1. 

File    Bills    Against    Yerkes    Estate.— The    North    Chicago    Street 
Railroad  Company  and  the  West  Chicago  Street  Railroad  Company 
Sled  bills  in  the  United  States  circuit  court  In  order  to  si 

ilv   Yerkes   estate   an   accounting  of  the   transactions   of  th>' 

late    Charles    T.    Yerkes    with    the    North    Shore    Electric    Ra 


404 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.   Xo.   12. 


Company  and  the  Chicago  Union  Traction  Company,  and  his  alleged 

pp  op n  ol  funds  thai   belonged  to  the  companies. 

Ask  for  Reduced  Fare.  The  West  End  Improvement  Club  ol 
Council  Bluffs,  la.,  has  filed  a  complaint  with  the  interstate  com- 
merce commissio  'hat  the  Omaha  &  Council  Bluffs  Street 
Railway  be  compelled  to  reduce  Its  present  rate  ol  10  rents  for 
carrying  passengers  from  Council  Bluffs  to  Omaha. 

Pittsburg  Railways  Company  Increases  Wages. — An  increase 
mi'  pay   for  conductors  and   motormen   of   2   rents  an  hour   has  been 

:ed   tn    the  Pittsburg  Railways  Company,  effective  on  April 

l.  Under  the  new  scale  the  men  will  receive  2G  cents  an  hour  for 
the  firsi  two  veins.  26  cents  an  hour  tor  the  third  year  and  27 
cents  an  hour  i  hereafter. 

Butte  Street  Railway  Strike  Settled. — The  strike  of  the  motor- 
men  and  conductors  of  the  Butte  (Mont.)  Electric  Railway,  which 
completely  tied  up  the  street  railway  service  of  the  city  for  two 
days.  March  19  and  20,  was  settled  on  March  20  when  the  com- 
igreed  to  an  increase  of  wages  from  $3.00  to  $3.50  a  day  and 
the  men  agreed  to  return  to  work  on   the  following  day. 

To  Ipstal  Telephone  System. — The  Detroit,  Jackson  &  Chicago 
Railway  has  decided  to  instal  its  own  telephone  system  for  car 
dispatching  instead  of  using  a  leased  line  of  the  Michigan  State 
Telephone  Company  as  at  present.  Fifty-three  instruments  have 
been  ordered  from  the  Stro-nberg-Cailsor  Manufacturing  Company 
of  Chicago  and  a  new  switchboard  will  be  installed  at  Ypsilanti, 
Mich.,   which   will    continue  as   the  dispatching   headquarters. 

Indiana  Columbus  &  Eastern  Mileage  Book. — A  coupon  book 
containing  coupons  for  350  miles  was  placed  on  sale  on  the 
Columbus  &  Zanesville,  Dayton  &  Union  and  Dayton  &  Richmond 
divisions  of  the  Indiana  Columbus  &  Eastern  Traction  Company 
this  week  for  $5.  The  books  are  good  only  on  the  divisions  on 
which  they  are  sold,  and  it  is  expected  that  all  the  divisions  of 
the  company  will  be  supplied  within  the  next  few  weeks.  The 
books  are  good  for  bearer  or  a  party  of  two  or  more,  and  by  use 
of  them  the  rate  is  reduced  to  1  3-7  cents  a  mile.  The  books  also 
contain  coupons  for  checking  baggage. 

Evening  Course  of  Instruction  in  Electrical  Engineering. — It  has 
been  announced  that  the  regular  evening  course  in  electrical  engi- 
neering was  started  on  March  18,  1907.  The  hours  are  from  6 
to  10,  four  evenings  a  week — Monday,  Tuesday,  Wednesday  and 
Thursday.  The  first  year's  course  is  physical  laboratory  work, 
covering'  mechanics,  heat  and  light.  The  second  year's  course 
covers  the  rotary  converter  and  the  alternating  and  direct-current 
generator  and  motor  characteristics.  The  third  year's  course  covers 
alternating  current  generators  and  motors,  over  a  very  complete 
range  of  conditions  and  uses.  The  work  is  in  charge  of  Messrs. 
Woodworth,  Rogers  &  Nies. 

Rental  for  Tunnel  Exits. — The  rapid  transit  commission  of  New 
York  has  filed  a  certificate  to  the  Hudson  &  Manhattan  Railroad 
defining  the  terms  of  the  rental  to  be  paid  to  the  city  of  New 
York  by  the  railroad  company  for  exits  from  its  tunnel,  now  being 
built  under  the  Hudson  river,  to  be  situated  in  Fourteenth  street, 
near  the  westerly  side  of  Sixth  avenue;  Twenty-third  street,  near 
the  westerly  side  of  Sixth  avenue:  two  on  Twenty-eighth  street, 
near  the  easterly  side,  and  near  the  westerly  side  of  Sixth  avenue. 
The  certificate  also  defines  what  space  is  to  he  considered  and 
paid  for  as  vault  space,  and  fixes  payments  to  be  made  for  such 
space  at  4  per  cent  per  annum,  on  the  valuation  of  horizontal  area 
occupied.  The  mode  of  calculating  payments  is  based  on  valuation 
placed  on  the  adjoining  property.  Payments  to  the  city  are  to  be 
begun  on  the  day  when  the  railroad  company  shall  commence  actual 
operations. 

Test  of  Street  Railway  Fenders  and  Wheel  Guards. — A  pamphlet 
has  been  issued  by  the  commonwealth  of  Massachusetts  setting 
forth  the  result  of  about  50  experiments  made  on  10  different 
makes  of  fenders,  under  the  supervision  of  the  board  of  railroad 
commissioners.  The  tests  were  made  on  dummies  for  the  most 
part,  lying  m  different  positions  on  the  ground  between  the  rails, 
and  only  in  a  few  cases  were  the  dummies  supported  in  an  upright 
or  standing  position.  The  speed  of  the  car  was  in  general  from 
3  to  10  miles  per  hour.  While  the  results  of  these  experiments  are 
interesting,  the  value  is.  to  say  the  least,  doubtful,  though  they 
may  possibly  indicate  the  fenders  and  wheel  guards  which  are 
absolutely  worthless  and  possibly  more  a  source  of  danger  than 
a  protection  to  pedestrians.  With  dummies  it  is  certainly  an  im- 
possibility, under  the  most  favorable  circumstances,  to  determine 
their  true  value  in  saving  life,  and  they  will  furnish  absolutely  no 
indication  as  to  the  effect  that  they  will  produce  on  the  limbs  of 
human  beings. 

Dedication  of  Engineering  Societies  Building.— The  preliminary 
plans  for  the  dedication  week  of  the  new  engineering  societies 
building  in  New  York  have  been  announced.  On  Tuesday,  April 
16,  there  will  be  formal  dedication  exercises  in  the  afternoon  and 
a  general  reception  in  the  evening.  On  April  17,  designated  as 
"Founder's  Day,"  there  will  be  addresses  by  representatives  of 
the  founder  societies  and  institutions.  On  the  afternoon  of  April 
IS  there  will  be  a  session  of  the  American  Institute  of  Mining  En- 
gineers, at  which  H.  T.  Hildage  will  present  a  paper  on  "Mining 
Engineering  in  New  York  City,"  describing  the  excavation  and 
tunnel  work  now  being  carried  on  by  the  Pennsylvania.  On  the 
evening  of  April  IS  there  will  be  a  session  of  the  American  So- 
ciety of  Mechanical  Engineers,  at  which  Brig.-Gen.  William  Cro- 
zier  will  make  an  address  on  "The  Ordnance  Department  as  an 
Engineering  Organization."  On  April  19,  there  will  be  a  session 
of  the  American  Institute  of  Mining  Engineers  and  an  Informal 
smoker  for  members  of  all  societies. 


Construction  News 


FRANCHISES. 


Boston.  Mass. — A  franchise  has  been  granted  to  the  Boston 
Elevated  Railway  for  an  electric  line  through  the  Middlesex  Falls 
Parkway  from  Union  Park  in  Somerville  to  Spot  Pond.  The  line 
will  be  4V>  miles  long  and  its  terminal  will  be  near  the  Winchester 
reservoirs   and    Bear   Hill   observatory. 

Davenport,  la. — Application  for  permission  to  build  a  street 
railway  in  Davenport  has  been  made  by  Alfred  Hurst,  Owen  Mc- 
Caffrey and  H.  M.  Tracey.  This  will  be  part  of  an  interurban  line 
which  it  is  proposed  to  build  from  Maquoketa  to  Davenport.  The 
franchise  if  granted  will  give  the  company  the  right  to  use  the 
tracks  of  the  Davenport  &  Suburban  Railway  in  Front  street  be- 
tween Main  and  Perry. 

Decatur,  III. — A  50-year  franchise  to  build  its  line  through 
Decatur  has  been  applied  for  by  the  Decatur  Sullivan  &  Mattoon 
Transit  Company.  It  is  stated  that  arrangements  have  been  made 
for  an  interurban  station  on  East  William  street,  and  that  all 
right  of  way  has  been  secured  along  its  proposed  line. 

Elyria,  O. — The  Cleveland  Southwestern  &  Columbus  Railway 
Company  has  made  application  for  permission  to  lay  additional 
tracks  on  various  streets,  including  a  double  track  on  the  new 
Broad  street  bridge  and  for  a  25-year  extension  of  its  existing 
franchises. 

Janesville,  Wis. — If.  H.  Clough,  Madison,  Wis.,  has  filed 
acceptance  of  the  franchise  recently  granted  to  the  Madison  & 
Janesville  Interurban  Railway,  which  proposes  to  build  a  line 
between  Madison  and  Janesville  by  way  of  Edgerton  and 
Stoughton.  When  this  is  completed  a  continuous  line  between 
Madison   and   Chicago   will  be   in   operation. 

Kansas  City,  Mo. — The  Kansas  City  St.  Joseph  &  Excelsior 
Springs  Railroad  is  seeking  a  franchise  to  cross  two  streets  in 
Kansas  City  with  the  $3,000,000  bridge  which  it  will  build  over  the 
Missouri  river.  It  is  stated  that  provision  has  been  made  for 
three  other  railroad  systems  to  cross  the  bridge,  and  that  a  road- 
way for  pedestrians  and  teaming  traffic  will  be  maintained  by 
means  of  a  toll  system.  Permission  also  is  sought  by  the  com- 
pany to  occupy  certain  streets  in  the  north  end  with  its  tracks, 
and  to  build  a  tunnel  under  Locust  street  from  Fifth  street  to  the 
Belt  Line   tracks. 

Lockport,  N.  Y. — An  application  to  double  track  the  East 
avenue  line  in  Lockport  to  the  city  line  has  been  made  by  the 
International  Railway  Company  of  Buffalo.  This  will  form  a 
connection  with   the   proposed   electric  line  from  Rochester. 

McAlester,  Okla. — A.  40-year  franchise  was  granted  on  March 
11  to  the  Choctaw  Railway  &  Lighting  Company  to  build  and 
operate  an  electric  railway  in  McAlester.  The  franchise  permits 
the  use   of   T-rails. 

Mansfield,  O. — An  ordinance  has  been  passed  by  the  city  coun- 
cil of  Mansfield  permitting  the  Mansfield  Railway,  Light  &  Power 
Company  to  lay  its  tracks  in  certain  streets  of  the  city,  the  fran- 
chise to  be  in  force  until  February.  1925.  The  line  must  be  built 
by   October,    1907. 

Mineola,  L.  I. — The  Mineola  Roslyn  &  Port  Washington  Trac- 
tion Company  has  asked  for  a  franchise  to  construct  its  line  over 
certain  streets  later  to  be  determined  upon  by  mutual  agreement 
between  the  company  and  abutting  property  holders.  The  New 
York  &  Long  Island  Traction  Company  also  will  present  applica- 
tion for  a  franchise  to  operate  its  line  in  Mineola. 

Mt.  Vernon,  O. — A  franchise  has  been  granted  to  the  Mt.  Ver- 
non   Electric    Railway     Company    to    extend    its    lines    on    certain 
streets    for    interurban    purposes.     The    ordinance    recently    intro- 
duced    granting   a   franchise    to    the   Mansfield    Southern    Traction 
•  Company  was  not   passed. 

North  Yakima,  Wash. — A  50-year  franchise  has  been  granted 
to  the  Yakima  Intervalley  Traction  Company  for  a  local  street 
railway  in  North  Yakima  and  for  a  system  of  interurban  lines  in 
the  Yakima  valley;  one  from  North  Yakima  through  Yakima  Oity 
and  the  Moxee  district  to  Zillah,  and  a  branch  from  North  Yakima 
to  Wide  Hollow.  Five  miles  are  to  be  completed  and  in  opera- 
tion within  a  year.  5  miles  completed  each  year  for  two  years 
thereafter,  and  the  entire  system,  60  miles,  to  be  in  operation  in 
five  years.  The  line  ultimately  will  extend  to  Priest  Rapids  on 
the  Columbia  river.  It  is  stated  that  steel  rails  and  other  mate- 
rials are  en  route  from  the  East,  and  that  actual  construction  will 
be  started  by  April  1.     W.  A.   Bell  of  North  Yakima  is  interested. 

Pittsburg,  Pa. — The  Pittsburg  Railways  Company  has  been 
granted  franchises  for  several  extensions  to  its  lines.  The  Federal 
Street  &  Pleasant  Valley  line  will  be  extended  along  Robinson 
and  Lacock  streets,  forming  a  loop.  The  Washington  avenue  bridge 
measure,  which  opens  the  way  for  a  short  line  to  Pittsburg  from 
Avalon  to  Bellevue  over  the  Union  bridge,  has  been  passed  by 
the  council.  The  company  also  was  granted  a  franchise  to  operate 
its  line  in  Woodland  avenue  from  Brighton  road  to  Shady  avenue. 
A  30-day  extension  in  which  to  complete  its  Nunnery  and  Spring 
Hill  lines  was  granted. 

Portland,  Ore.— The  Portland  &  Mt.  Hood  Railway  Company  has 
been  granted  a  franchise  for  terminal  facilities  in  the  east  side  of 
the  city  and  to  lay  tracks  on  the  principal  streets.     This  is  in  con- 


March   33,    1907. 


ELECTRIC     RAILWAY     REVIEW 


405 


nection  with  the  interurban  line  which  will  be  built  to  the  base  of 
MDt.  Hood;  from  there  a  cog  line  will  run  to  the  summit  and  a  hotel 
will  be  erected  on  one  side  of  the  mountain  for  the  accommoda- 
tion of  tourists.  The  estimated  cost  is  about  $2,000,000  and  several 
years  will  be  required  to  finish  the  road.  It  is  stated  that  work  will 
he  started  inside  of  two  months.  Dr.  McCorkle  of  Portland  is  in- 
terested. 

Richmond.  Ind. — The  Richmond  (Ind.)  &  Hamilton  Interurban 
Railway  has  made  application  for  a  franchise  to  build  its  line  from 
Richmond.  Ind..  to  Hamilton,  O.,  through  Boston  and  Darrtown  in 
Butler  county.  Ohio.  It  is  stated  that  the  right  of  way  has  been 
secured  and  financial  backing  assured  by  the  State  Trust  &  Loan 
Company  of  St.  Louis,  Mo.  Herman  Duhme,  Sr.,  Wyoming,  O..  is 
interested. 

St.  Louis,  Mo. — The  ordinance  granting  the  St.  Louis  Electric 
Terminal  Company,  a  subsidiary  of  the  Illinois  Traction  Company. 
a  franchise  for  lines  from  the  Mississippi  river  to  the  heart  of  the 
city,  was  passed  last  week  by  the  city  council.  The  ordinance  is 
now  before  the  house  of  delegates  for  consideration. 

Schofield,  Wis. — The  Wausau  Street  Railroad  Company  has 
been  granted  a  35-year  franchise  in  Schofield  for  the  Wausau- 
Stevens  Point  line. 

Seattle.  Wash. — The  Seattle  Electric  Company  has  applied  for 
franchises  for  the  new  extensions  to  South  Park  and  Ranier  Beach. 
Action  will   be  taken  by  the  county  commissioners  on  April   17. 

Troy,  N.  Y. — The  Trojan  Railway  Company,  incorporated  in 
New  York  on  March  15.  has  applied  for  p.  franchise  to  build  its 
134-mile  line  in  several  of  the  streets  of  Troy.  The  United  Trac- 
tion Company  also  is  seeking  permission  to  extend  its  lines  in 
Troy.  The  board  of  contract  and  supply  has  the  applications  under 
consideration. 

Washington,  Pa. — A  franchise  has  been  granted  to  the  Pitts- 
burg Railways  Company  by  the  East  Washington  borough  council 
to  lay  its  tracks  on  East  Bean  street.  It  is  stated  that  the  road 
will  be  completed  by  the   middle  of  September. 

Yonkers,  N.  Y. — The  Bronx  Yonkers  &  White  Plains  Railroad 
has  been  granted  a  franchise  for  a  line  from  Yonkers  to  White 
Plains.  11  miles.  Practically  all  of  the  necessary  consents  of 
property   holders  have  been   obtained. 


porators       B.    \Y     Griffith,    L.    E.    Rowland,    F.    B.    Guy.    George    C. 
Barnard  and  F.  J.  Jackson,  all  of  Denver. 

Waumandee  Railroad. — Incorporated  in  Wisconsin  to  build  a 
raihoad  from  Waumandee  to  either  Cochrane  or  Fountain  City. 
Wis.,  about  12  milis.  Capital  stock,  $125,000.  Incorporators:  R.  S. 
Cowie,  J.  M.  Smythe.  Whitehall;  F.  C.  Richmond.  Arcadia;  B.  L. 
V.in  Gordon.   Taylor,   and  G.   O.   Lindcrman,   Osseo. 


RECENT    INCORPORATIONS. 


Belt  Line  Street  Railway. — Incorporated  in  Pennsylvania  to 
build  one  mile  of  road  in  Ellwood  City,  Lawrence  county.  Capital 
stock,    $6,000.     George  W.   Young,    president. 

Bolivia  Railway. — Incorporated  in  Connecticut  to  construct  and 
operate  public  uitilities  in  South  America  and  to  build  and  main- 
tain railroads,  steamboat  lines,  telegraph  and  telephone  systems. 
Capital  stock,  $10,000,000.  Incorporators;  Jacob  G.  Metcalf,  Lake- 
wood,  N.  J.,  president;  Edward  W.  Burdick,  Englewood,  N.  J., 
vice-president;  H.  Starr  Giddings,  New  York  City,  secretary  and 
treasurer. 

Georgia  Electric  Railroad. — Incorporated  in  Georgia  to  extend 
the  present  Brookwood  line  of  the  Georgia  Railway  &  Electric 
Company  to  Buckhead,  Ga.  Its  incorporators  include  several  stock- 
holders of  the  latter  company.  It  is  stated  that  as  soon  as  the 
new  bridge  over  the  railroad  at  Brookwood  is  completed  and  the 
present  county  line  to  Buckhead  has  been  widened,  work  on  the 
new  line  will  be  started  and  possibly  cars  be  in  operation  next 
fall.  By  its  completion  a  direct  line  from  Buckhead  to  Atlanta 
will  be  afforded.  Incorporators:  P.  S.  Arkwright,  Thomas  K. 
Glenn,  G.  W.  Brine,  H.  N.  Hurt,  S.  E.  Simmons,  W.  H.  Glenn. 
Atlanta.  Ga.,  and  R.  E.  Oullinane,  W.  B.  Stovall,  F.  M.  Sisk  and 
W.  H.  Wrigh't. 

Index  &  Northern  Railroad. — Incorporated  in  Washington  to 
build  an  electric  line  from  Index  to  Mineral  City,  18  miles.  Cap- 
ital stock.  $1,000,000.  Incorporators:  C.  F.  Naething,  New  York; 
John    S.    Jurey  and   T.    E.   Ellis  of   Seattle. 

Prairie  State  Traction  Company. — Incorporated  in  Illinois  to 
build  an  interurban  electric  line  from  Whitehall  and  Roodhouse  to 
111.,  through  Athensville,  Scottville,  Palmyra  and  Girard. 
Principal  office.  Whitehall;  capital  stock,  $6,000.  Incorporators:  A.  P. 
Grout,  Winchester;  Jett  A.  Kirby,  Jerseyville;  E.  S.  Greenleaf. 
Jacksonville;  H.  C.  Morrow  and  H.  O.  Tunison,  Whitehall;  James 
Walker,  Scottville;  Scott  Etter,  Palmyra;  W.  H.  Bowen,  Alton,  and 
George  Morrow,  Athensville,  111. 

Puget  Sound  Skykomish  <£.  Eastern  Railway. — Incorporated  in 
Washington  to  build  an  electric  road  from  Index  to  Galena,  10 
miles.  Capital  stock,  $500,000.  Incorporators:  Nicholas  Rudibeck, 
E.    H.    Guie   and    S.    P.    Ecki. 

Trojan  Railway. — Incorporated  in  New  York  to  build  and 
ate  an  electric  street  railway  in  Troy,  N.  Y.  The  line  will 
be  double-track  and  will  be  built  in  what  Is  known  as  lie  North 
End.  It  will  traverse  the  following  streets:  Prom  Second  avenue 
on  East  Eighth  street  to  Fourth  avenue,  north  to  Tenth  street. 
east  to  Sixth  avenue,  north  to  Twentieth  street  and  thence  to 
Second  avenue,  about  1  ?;.i  miles.  Incorporators:  Joseph  A.  Powers, 
president;  .1.  Thomas  Dennln,  vice-president;  A.  It.  Joy,  secretary; 
Andrew  L.  Draper,  treasurer;  John  Flynn,  Daniel  J.  Halpln,  Thom- 
Uld  I  A.  Roemer,  all  of  Troy;  II,  in,  \  Fitzsimmons 
of  Waterford,    and   others. 

Walsenburg  &  Western  Railway. — Incorporated  in  Colorado  to 
build  an  electric  railwaj  to  connect  various  points  in  Huerfano, 
Costilla    and    Saguache    counties.     Capita!    stock,    $100,000.     Incor- 


TRACK    AND    ROADWAY. 


Alabama  City  Gadsden  &  Attalla  Railroad. — This  company  is 
reported  to  have  ordered  rails  for  18  miles  of  extensions.  J.  D. 
Gaboury,  general  manager,   Gadsden,  Ala. 

Alfarata  Electric  Street  Railway,  Alexandria  Pa. — This  com- 
pany, which  was  incorporated  last  December  to  build  an  electric 
railway  from  Alexandria  to  Tyrone  Forge,  Pa.,  has  elected  the 
following  officers:  John  Phillips,  president;  Henry  Knode,  vice- 
president;  Samuel  Spyker,  secretary;  W.  G.  Kanaga,  treasurer. 

Algiers  (La.)  Railway  &  Lighting  Company. — It  is  reported 
that  14  carloads  of  T-rails  have  been  delivered  for  the  construc- 
tion of  the  line  from  Algiers  to  Gretna.  La.  The  girder -rails  for 
the  city  lines  are  being  shipped.  The  ties  and  poles,  which  have 
been  treated  by  the  American  Creosote  Works  at  Southport,  La., 
are  on  the  ground,  and  it  is  expected  that  the  line  will  be  com- 
pleted by  June  1.  R.  S.  Stearnes,  222  Elmira  avenue,  New  Orleans, 
general  manager. 

Atlanta  Macon  &  Griffin  Electric  Railway. — This  company  has 
engaged  Arthur  Geister,  29  Broadway,  New  York,  to  investigate 
the  subject  of  water  power  to  furnish  electricity  for  the  opera- 
tion of  the  railway  which  will  connect  the  towns  named  in  the 
title.  It  is  stated  that  work  on  the  construction  will  begin  about 
April  1.      W.   J.   Kincaid  of  Atlanta  is  president. 

Alton  Jacksonville  &  Peoria  Railway. — Work  on  this  line  from 
Alton  to  Peoria  via  Jacksonville,  111.,  has  been  in  progress  for  some 
time  and  track  is  now  being  laid  north  from  Alton.  It  is  the  in- 
tention to  complete  the  line  to  Jacksonville  this  year;  beyond  that 
point  the  route  has  not  yet  been  located.  Eighty-five  pound  rails 
are  being  used,  with  the  intention  of  handling  freight.  A.  O. 
Outten  of  Jerseyville,  111.,  president;  Robert  Curdie  of  Alton,  sec- 
retary. 

Batavia  Medina  &  Ontario  Railway. — The  Orleans  Construc- 
tion Company  of  Buffalo,  N.  Y..  has  a  contract  for  building  a 
single-track  railway  from  Olcott  to  Batavia,  N.  Y.,  via  Somerset, 
Lyndonville  and   Medina. 

Beaumont  (Tex.)  Traction  Company. — It  is  expected  that  the 
construction  of  the  extension  of  the  Park  street  line  to  the 
Joachimi  addition,  about  2  miles,  will  be  completed  in  about  three 
weeks.     The  track  is  all  laid. 

Beloit  Traction  Company. — The  first  carload  of  rails  and  spe- 
cial work  has  arrived  for  the  6-mile  city  system  this  company  is 
to  build  this  spring  at  Beloit,  Wis.  It  is  expected  to  have  the 
road   in  operation   by  July   1. 

Biltmore,  N.  C. — A  corps  of  surveyors  is  now  engaged  in  mak- 
ing a  preliminary  survey  for  an  electric  line  to  run  from  Biltmore 
to  Montreal,  N.  C.  18  miles,  connecting  at  Biltmore  with  a  line 
from  Asheville.  It  is  stated  that  financial  arrangements  have 
been  made  and  that  construction  will  begin  at  once. 

Boston,  Mass. — Bids  will  be  received  by  the  Boston  Transit 
Commission  until  April  4  for  constructing  section  6  of  the  Wash- 
ington street  tunnel. 

Brighton  &  Newcastle  Railway. — This  company  is  now  survey- 
ing the  route  for  an  electric  line  from  New  Brighton  to  New- 
castle, Pa.,  with  a  branch  to  Ellwood  City  and  Wampum. 

Bruce  &  Farish  Interurban  Railroad. — This  company  has  been 
organized  in  Los  Angeles,  Cal..  to  build  an  electric  railway  through 
the  fruit  section  and  will  be  ready  to  let  contracts  some  time 
during  May  or  June.  The  officers  are:  Wainwright  Mollisal,  presi- 
dent; Frank  Ferriss,  vice-president,  and  F.  L.  See,  secretary.  The 
capital  stock  is  $700,000.  Surveys  are  now  being  made,  although 
the  route  has  not  yet  been  announced. 

Brunswick  &  Middletown  Electric  Railway. — This  company,  re- 
cently incorporated  at  Brunswick,  Md.,  to  build  an  electric  line 
from  Brunswick  to  Middletown  via  Petersville,  now  has  a  corps  of 
engineers  making  a  preliminary  survey  of  the  road.  William 
Schnauffer  of  Brunswick  is  one  of  the  incorporators. 

Calgary,  Alta. — It  is  reported  that  the  city  council  has  decided 
in  I  mild  a  municipal  street  railway  12  miles  long  with  an  equip- 
ment   of  12  cars.     W.  L.   Thorold,   city  engineer. 

Canadian  Pacific  Railway. — It  is  reported  that  this  company 
has  become  interested  in  the  West  Kootenay  Power  &  Light 
Company  of  Roslyn,  B.  C,  and  will  utilize  the  power  thus  de- 
veloped in  the  electrification  of  several  of  its  mountain  divisions. 

Canton  &  Youngstown  Railway. — This  company  has  let  a  con- 
tract to  the  Collins  Construction  oCmpany  of  Chicago  for  the  con- 

i  Miction  and  equipment  of  an  electric  single-track  line,  connecting 
I  he  cities  of  Canton  and   Youngstown,  O..  with  a  spur  from  a  point 

Hi  of  Congress  Lake  to  the  city  of  Akron,   in  all  about  65  miles 

of   lie  I.       The  road   lias  three  terminals  with  a  population  of  50,000 

I    upward,   each.     The   average   population   served,   per  mile,   in- 

cludlng  terminals,  Is  over  3,200,  and  the  road  opens  up  between 
Akron    and     SToungStOwn    a    new    country    not    now    having    trolley 

i    i :        \    large  part   of  the   bond   issue  has  been  provided  for. 

ii    rman  C    Raft,  (13-65  Wall  street,  New  York,  is  interested. 


40(5 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  12. 


Chattanooga  Railways.— It  is  stated  that  this  company  will 
t.uild  an  el.    in.     raJIwaj  p   Lookout  mountain.     Surveys  have 

been  made.     D.  J.   Dun.  ....     Chattanooga,    Tenn.,  general  manager. 

Chester  (Pa.)  Traction  Company. — By  a  decision  of  the  Penn- 
sylvania Supreme  Court  this  company  must  depress  its  tracks  on 
the  Chester  and  Darby  pike  for  a  distance  of  about  6  miles  out 
of  Chester,   to  the  level  of  the  highway. 

Chicago  Lake  Shore  <£.  South  Bend  Railway. — President  J.  B. 
Hanna,  South  Bend,  Ind.,  has  announced  the  plans  for  terminal 
arrangements  at  Kensington,  111.,  where  connection  is  to  be  made 
with  the  Illinois  Central  Railroad,  running  into  Chicago.  Both 
roads  will  build  terminal  stations  at  Kensington,  connected  by  a 
subway,  and  through  tickets  will  be  sold.  The  road  is  now  under 
active  construction  from  South  Bend,  Ind.,  and  15  miles  of  track- 
laying  has  been   completed. 

Chicago  South  Bend  &  Northern  Indiana  Railway. — It  is  re- 
ported that  this  company  is  making  arrangements  to  operate  a 
joint  through  limited  cars  from  South  Bend  to  Warsaw,  Ind.,  by 
way  of  the  Winona  Interurban  Railway.  This  will  require  a  change 
in    a   curve  near   Goshen. 

Cincinnati  Bluffton  &  Chicago  Traction  Company. — This  com- 
pany is  now  surveying  a  line  through  Wayne  county,  Indiana, 
which  will  run  from  Bluffton  to  Portland,  Winchester  and  Rich- 
mond, Ind. 

Cincinnati  Northern  Traction  Company. — This  company  is  now 
making  preparations  for  building  a  new  line  over  a  private  right 
of  way  from  Middletown  to  Hamilton,  O.,  which  will  be  1%  miles 
shorter  than  the  present  line.  Surveys  have  been  made  and  work 
is  to  begin  within  10  days.  The  J.  C.  Carland  Construction  Com- 
pany of  Toledo  has  the  contract  and  agrees  to  have  the  work 
completed  by  December.  The  grading  involves  about  200,000  cubic 
yards  of  excavation  and  filling.  The  only  town  to  be  left  out  in 
the  change  of  route  is  Engleside.  C.  A.  Alderman,  chief  engineer, 
Hamilton,    O. 

Columbus  &  Lake  Michigan  Railroad. — Engineers  in  the  em- 
ploy of  the  Schoepf  syndicate  are  engaged  in  making  surveys  for 
the  entrance  of  the  road  into  Defiance,  O.,  preparatory  to  elec- 
trifying the  road  this  summer.  Much  of  the  track  is  to  be  relaid 
and  the   roadbed  is  to  be  improved. 

Consolidated  Railway  Company,  Harford,  Conn. — This  company 
is  said  to  be  contemplating  the  construction  of  an  electric  road 
from  Dayville  through  Allawaugan  and  Ballouville  to  Pineville, 
Conn. 

Dallas  Consolidated  Electric  Street  Railway.— Work  is  now  in 
progress  on  the  Colonial  avenue  extension  of  the  Ervay  street  line 
and  the  first  two  blocks  of  track  have  been  laid  and  several  curves 
installed. 

Davenport,  la. — J.  E.  Voorhies  and  J.  T.  Lannigan  of  Monti- 
cello,  Rev.  M.  S.  Murphy  of  Castle  Grove,  L.  Matthews  of  Man- 
chester, T.  B.  Miller  of  Stanwood,  A.  C.  Cole  of  Olin  and  George 
Escher  of  Tipton,  are  interested  in  a  proposed  line  from  Daven- 
port to  Manchester,  la.,  and  have  secured  a  right  of  way  from 
Davenport  to  Lime  City,  25  miles,  and  a  committee  of  the  Daven- 
port Commercial  Club  has  been  appointed  to  take  steps  toward 
the  formation  of  a  company. 

Eastern  Pennsylvania  Railways  Company. — It  is  announced  that 
this  company  will  soon  begin  the  construction  of  several  extensions, 
including  lines  from  Minersville  to  Branchdale  and  Tamaqua,  and 
possibly  to  Tremont  and  Tower  City;  also  from  St.  Clair  to  Frack- 
ville.  Many  of  the  lines  running  out  of  Pottsville  are  to  be  rebuilt 
and  improved.    W.  E.  Harrington,  general  manager,  Pottsville,  Pa. 

Evansville  Henderson  &  Uniontown  Traction  Company. — This 
company  proposes  to  build  an  electric  railway  about  25  miles  long 
through  Henderson  and  Uniontown,  Ky.,  and  Evansville,  Ind.  T. 
Bethell  of  Henderson,   Ky.,   is  the  promoter. 

Galion  Mt.  Gilead  &  Delaware  Railway.— It  is  reported  that  this 
company  is  meeting  with  success  in  securing  the  right  of  way  for 
its  proposed  line  from  Galion  to  Delaware,  O. 

Glrard  Electric  Coal  Belt  Railway.— A  company  has  been  or- 
ganized at  Pittsburg,  Kan.,  with  the  above  title  to  build  an  elec- 
tric railway  from  Girard  east  to  Mulberry,  Kan.,  through  a  coal 
mining  territory.  President,  James  McFarland;  vice-president,  J. 
A.  Wayland;  secretary,  L.  H.  Phillips;  treasurer,  Howard  C.  Leon- 
ard. 

Goldfield,  Nevada.— It  is  repored  that  Los  Angeles  capitalists, 
including  A.  Benham  of  the  Los  Angeles  &  Santa  Monica  Electric 
Railroad,  are  contemplating  the  construction  of  an  electric  road 
from  Goldfield  to  Tonopah. 

Greenfield,  Mass.— The  construction  of  an  electric  railway  from 
Greenfield  to  Northfield,  Mass.,  is  now  under  consideration  by  the 
citizens  of  this  town.  The  road  will  be  13  miles  in  length,  and 
the  cost  is  estimated  at  $300,000.  C.  H.  Webster  and  F.  W. 
Williams   of  Northfield   are   interested. 

Illinois  Traction  Company.— Bids  are  to  be  opened  this  week 
for  the  grading  on  the  Springfield-Jacksonville  line,  amounting  to 
about  300,000  cubic  yards.  The  contract  will  call  for  finishing  the 
grading  by  August  1.  Surveys  have  been  completed  and  practical- 
ly all  of  the  right  of  way  has  been  secured.  It  is  expected  to  have 
the   line   completed   in   October. 

Indiana  &  Ohio  Traction  Company.— It  is  reported  that  about 
$85,000  has  been  subscribed  of  the  $100,000  capital  stock  of  this 
company,  which  proposes  to  build  a  line  from  Richmond.  Ind.,  to 
Hamilton.  O.,  and  to  secure  entrance  to  Cincinnati  over  the  tracks 


of   the   Cincinnati   Northern    Traction   Company.      A.   C.   Lindemuth 
of  Richmond,  Ind.,  is  Interested. 

Indiana  Columbus  &  Eastern  Traction  Company. — After  a  con- 
ference with  the  city  authorities  of  Richmond,  Ind.,  Hugh  McGowan 
of  Indianapolis,  announced  that  the  company  would  build  a  new 
line  through  the  wholesale  district  for  freight  service  and  that 
the  company  would  also  apply  for  a  franchise  for  the  Dayton  & 
Western   division,   which    has  been   operating   without   one. 

Indianapolis  Crawfordsville  &  Western  Traction  Company. — It 
was  announced  at  a  meeting  of  the  directors  on  March  6  that  work 
on  the  road  is  progressing  rapidly  and  that  the  track  will  be  ready 
for  the  operation  of  cars  between  Indianapolis  and  Crawfordsville 
by  June  1,  the  date  that  was  set  some  time  ago  for  the  opening 
of  the  line.  The  Electrical  Installation  Company  of  Chicago  are 
the  engineers  and  contractors. 

Indianapolis  Huntington  Columbia  City  &  Northwestern  Rail- 
way.— J.  E.  Sweatt  of  Russellville,  Ky.,  superintendent  of  con- 
struction, writes  that  this  line  is  now  in  construction  from 
Huntington  to  Goshen,  Ind.,  06  miles;  that  it  is  expected  to  extend 
the  line  ultimately  to  Indianapolis.  Track  has  been  laid  this 
year  from  Syracuse  to  Vawter  Park,  4%  miles.  The  line  has  been 
surveyed  from  Huntington  to  Goshen,  60  miles,  and  grading  has 
been  completed  from  Vawter  Park  to  Benton,  10%  miles.  M.  V. 
Ryan  of  Utica,  N.  T.,  is  the  contractor;  Thomas  A.  Bell,  St.  Louis, 
Mo.,  president;  D.  L.  Horner,  Upland,  Ind.,  chief  engineer.  The 
headquarters  of  the  company  are  at  Syracuse,  Ind. 

International  Railway,  Buffalo,  N.  Y. — President  H.  J.  Pierce 
in  his  annual  report  states  that  this  company  proposes  to  build 
during  the  present  year  an  extension  through  Elmwood  avenue  and 
Chippewa,  Franklin.  Mirgan,  Genesee,  Pearl  and  Seneca  streets, 
Buffalo;  also  a  1-mile  extension  in  Niagara  Falls  to  Riverdale 
cemetery;  an  extension  of  a  double-track  line  for  a  mile  through 
East  avenue,  Lockport;  an  extension  of  about  %  mile  on  Delevan 
avenue,   Buffalo. 

Inter-Urban  Railway,  Des  Moines,  la. — We  are  officially  ad- 
vised by  Frank  S.  Cummins,  chief  engineer,  that  this  company  is 
not  planning  any  extensions  this  year  which  will  require  the  use 
of  any  new  material,  or  any  contract  work. 

Iowa  City,  la. — The  permanent  right  of  way  survey  for  the 
Davenport-Iowa  City  interurban  has  been  completed.  The  survey- 
ors have  been  working  inside  the  city  limits  of  Iowa  City.  They 
state  that  the  line  of  the  road  is  almost  ideal  for  easy  construc- 
tion work. 

Johnstown,  Pa. — The  Westinghouse  Electric  &  Manufacturing 
Company  is  reported  to  be  preparing  specifications  and  estimates 
for  the  complete  electrical  construction  and  equipment  of  an 
electric  railway  from  Johnstown  to  Westmont,  Pa.  Surveys  are 
now  in  progress. 

Kentucky  Central  Traction  Company. — The  survey  for  the  line 
between  West  Point  and  Elizabethtown,  Ky.,  was  completed  last 
week  and  nearly  all  of  the  right  of  way  has  been  secured.  It  is 
stated  that  the  line  will  be  built  this  year  and  extended  later  to 
Lincoln  Park  and  Bowling  Green.  G.  J.  Lamptoi.  of  Louisville  is 
one  of  the  promoters. 

Lima  &  Toledo  Traction  Company. — C.  F.  Heidley  of  Leipsic 
has  secured  the  right  of  way  for  the  extension  from  Leipsic  to 
Toledo  as  far  as  Waterville  and  is  now  at  work  between  that 
point  and  Toledo.  It  is  reported  that  the  Schoepf  syndicate  is  ne- 
gotiating with  the  Wabash  Railroad  Company  for  the  purchase  of 
a  part  of  that  company's  abandoned  crosstown  right  of  way  into 
Toledo,  which  would  give  the  Lima  &  Toledo  an  independent  en- 
trance to  the  city. 

Little  Rock  &  Hot  Springs  Electric  Railway. — Financial  ar- 
rangements are  being  made  for  building  this  line  from  Hot  Springs 
to  Little  Rock,  Ark.,  and  it  is  stated  that  New  York  men  have 
agreed  to  take  three-fourths  of  the  stock  if  the  remainder  can  be 
subscribed  locally. 

Mansfield  &  Wooster  Electric  Railway. — It  is  reported  that 
financial  arrangements  are  being  made  for  this  line  which  is 
proposed  to  connect  Mansfield  and  Wooster,  O.,  41  miles.  Surveys 
have  not  yet  been  made,  but  a  part  of  the  right  of  way  has  been 
secured.     Samuel  L.  Kinsey  of  Pittsburg,  president. 

Mt.  Hood  Railway  &  Power  Company. — This  company,  which 
is  backed  by  E.  P.  Clark  and  others  of  Los  Angeles,  Cal.,  has  sur- 
veyed several  alternate  lines  from  Portland  to  Mt.  Hood,  Ore.,  and 
men  are  now  engaged  in  securing  right  of  way.  The  success  of 
their  efforts  will  determine  the  route  chosen  to  a  great  extent. 
Plans  are  being  prepared  for  a  $1,000,000  power  plant  on  the  Sandy 
river.  Eighty-pound  rails  will  be  laid.  F.  C.  Finkle,  Los  Angeles, 
consulting  engineer. 

Monterey  Fresno  &  Eastern  Railway. — It  is  reported  that  this 
company  has  let  a  contract  for  the  grading  of  the  entire  line  from 
Monterey  to  Fresno,  Cal.,  140  miles.  Grading  is  to  begin  April  1 
and  be  rushed  to  completion.  An  order  for  18,500  tons  of  steel  rails 
has  been  placed  with  the  Lackawanna  Steel  Company,  Buffalo. 
N.  T.  The  company  will  also  operate  a  steamship  line  between 
Monterey  and  San  Francisco. 

New  York  Northern  Railroad. — This  company  has  been  organ- 
ized with  headquarters  at  Watertown,  N.  T.,  to  build  an  electric 
railroad  from  Watertown  to  Oswego,  56  miles,  through  Hounds- 
field.  Adams,  Henderson,  Ellisburg,  Sandy  Creek,  Richland,  Mex- 
ico, New  Haven  and  Scriba.  It  is  also  proposed  to  extend  the  line 
later  from   Watertown  to   Carthage   and  possibly  north   to   the   St. 


March  23.   1907. 


ELECTRIC     RAILWAY     REVIEW 


401 


Lawrence  river.  The  territory  proposed  to  be  served  is  at  pres- 
ent without  railroad  facilities  Foster  P.  Rhines,  president.  Frank 
Barry  secretary,  Water-town. 

(Northern  Traction  Company. — Two  miles  have  been  graded, 
between  Hibbing  and  Chisholm,  Minn.,  on  this  line,  which  is  to 
run  from  Hibbing  to  Biwabik,  Minn.,  connecting  the  towns  of  the 
Mesaba   range. 

Okanogan  Electric  Railway. — Reports  from  Riverside,  Wash., 
are  that  the  electric  road,  projected  by  A.  M.  Dewey  of  Spokane, 
which  was  to  be  built  from  Nighthawk  to  Brewster,  Wash.,  has 
changed  its  route  and  is  being  surveyed  from  Nighthawk  via 
Loomis,  Fish  lake,  Johnson  Creek  valley,  across  the  government's 
Okanogan  irrigation  project  to  the  new  town  of  Omak,  on  the 
Okanogan  river,  across  the  latter,  through  Omak  pass  on  the 
south  half  of  the  Colville  reserve  to  the  mouth  of  the  Spokane 
river,  and  thence  on  to  a  terminus  in  Spokane. 

Philadelphia  &  Garrettford  Street  Railway. — This  company, 
which  operates  cars  from  Sixty-third  and  Market  streets,  Phila- 
delphia, to  Clifton  Heights,  has  decided  to  continue  its  line  to 
Collingdale.  A  loop  will  be  made  at  Oollingdale.  and  the  cars 
will  return  again  to  Sixty-third  street  and  also  connect  with  the 
elevated  line  at  Sixty-ninth  street.  Work  on  this  extension  will 
be  commenced   shortly. 

Pittsburg  &  Butler  Street  Railway. — The  line  from  Butler  to 
Mars,  Pa.,  is  now  ready  for  operation  and  between  Mars  and  Pitts- 
burg the  work  is  being  completed  so  rapidly  that  it  is  expected 
to  have  the  line  in  operation  by  about  May  1. 

Rochester  Railway. — It  is  reported  that  the  engineering  depart- 
ment has  in  preparation  plans  for  the  construction  of  about  20 
miles  of  additional   track  in  different  sections  of  Rochester,   N.   Y. 

Sacramento  Electric  Gas  &  Railway  Company. — C.  W.  Mc- 
Killip,  assistant  manager,  Sacramento,  Cal.,  writes  that  this  com- 
pany has  recently  completed  an  extension  of  the  Highland  Park 
line  from  Twenty-fourth  and  Bonita  avenue  to  Oak  Park,  via  Cur- 
tiss  Oaks,  6,400  feet.  Sixty-pound  T-rail  is  used,  laid  on  6  by  S 
inch  by  S-foot  ties  on  a  foundation  of  6  inches  of  rock  covered 
with  earth. 

San  Antonio  (Tex.)  Traction  Company. — General  Manager  W. 
B.  Tuttle  has  announced  that  a  2-mile  extension  is  to  be  built 
to  the  North  Flores  street  line,  taking  in  Beacon  Hill,  Treasure 
Hill  and  other  suburbs  in  the  northern  part  of  the  city.  The  rails 
have  been  ordered.  The  company  is  now  awaiting  rails  for  the 
double-tracking  of  the  Hot  Wells  line,  the  extension  of  the  San 
Pedro   line   and   other   smaller   extensions. 

Somerset  Water  Light  &  Traction  Company. — This  company 
has  recently  completed  and  put  in  operation  a  new  line  from 
Somerset  to  Ferguson,  Ky.,  a  new  town  just  south  of  the  city. 
W.  G.  Hunter  of  Somerset,   president. 

Southern  Light  &  Traction  Company,  Natchez.  Miss. — W.  B. 
Moorman,  superintendent,  writes  that  this  company  proposes  to 
build  an  extension  from  Natchez  to  the  National  Cemetery,  %  of  a 
mile. 

Southeastern  Traction  Company. — Surveyors  are  at  work  east 
of  Cambridge,  O..  locating  the  line  which  this  company  proposes 
to  build  between  Wheeling,  W.  Va.,  and  Zanesville,  O. 

Texas  Traction  Company. — An  order  has  been  placed  with 
the  Carnegie  Steel  Company  for  the  SO-pound  steel  rails  for  the 
line  from  Dallas  to  Sherman.  Tex.,  64  miles,  delivery  to  begin  this 
summer.  The  company  has  four  grading  outfits  at  work  be- 
tween Sherman  and  MeKinney,  and  now  that  the  engineers  have 
completed  the  work  of  locating  the  line  south  of  MeKinney. 
grading  forces  will  this  week  be  put  to  work  between  that  point 
and  Dallas,  and  the  grading  pushed  to  completion  by  the  time 
the  rails  begin  to  arrive.  J.  F.  Strickland  of  Dallas  is  president: 
F.   A.   Jones,    Dallas,    chief   engineer. 

The  City  Traction  Company,  Grafton,  W.  Va. — This  company 
has  been  organized  with  John  T.  McGraw  of  Grafton,  president,  to 
build  a  street  railway  2%  miles  long. 

Toledo  &  Chicago  Interurban  Railway. — Orders  have  been 
placed  for  the  rails  and  ties  to  be  used  on  the  extension  from 
Auburn  to  Waterloo,  Ind.,  and  as  soon  as  the  material  is  on  the 
ground  it  Is  expected  to  begin  construction.  Surveys  are  being 
made  from  Waterloo  west  to  Kendallville,  paralleling  the  Lake 
Shore  &  Michigan  Southern  Railway.  It  is  planned  to  build  a 
spur  from  Brimfield  to  Albion  and  Rome  Oity.  F.  B.  Perkins, 
general  manager,   Kendallville,  Ind. 

Toledo  Fostoria  &  Findlay  Railway. — This  company,  which  now 
has  a  line  in  operation  from  Findlay  through  Fostoria  to  Pember- 
ville.  O.  is  now  planning  to  build  on  to  Toledo  this  spring,  a  dis- 
tance of  17  miles.  It  is  expected  to  enter  the  city  over  the  Lake 
Shore  Electric  Railway  tracks,  probably  from  Cronillard's  Corners. 
The  company  has  advertised  for  bids  for  ties  and  is  planning  to 
push  the  work.     J.  E.  Reeves  of  Canal  Dover,  O.,   is  president. 

Tulsa  Street  Railway. — Tracklaying  on  the  street  railway  in 
Tulsa,  I.  T..  has  been  commenced.  It  is  the  intention  to  have 
two  miles  completed  and  in  operation  by  May  1.  C.  H.  Bosler, 
president. 

United  Railways  &  Electric  Company,  Baltimore,  Md. — It  is 
reported  that  this  company  will  erect  a  power  house  near  Bay 
Shore  Park  to  cost  about  $100,000,  and  two  substations,  one  on 
West  Lombard  street  and  the  other  on  Hartford  avenue.  C.  O. 
Vandevauter,   chief  engineer. 

Utah  Light  &.  Railway  Company. — It  is  reporter!  that  this  com- 
pany  la  preparing  plans  for  the  construction  of  a  substation  in 
Salt  Lake  City.     O.  A.   Honnold.  electrical  engineer. 


Walla  Walla  Valley  Traction  Company.— I.  W.  Anderson,  presi- 
dent of  the  Northwestern  Gas  &  Electric  Companv.  which  has 
acquired  the  property,  states  that  the  work  of  erecting  poles  and 
wires  and  laying  the  track  is  progressing  rapidly  and  that  cars 
should  be  operated  over  the  line  from  Walla  Walla  to  Milton  and 
Freewater.    Wash.,    in    60   days. 

Washington  Baltimore  &  Annapolis  Electric  Railway.— Every 
effort  is  being  made  to  have  this  line  completed  between  Baltimore 
and  Washington  by  July  1.  The  main  line  between  Baltimore  and 
Washington,  about  40  miles,  will  be  double-tracked  the  entire 
distance  and  80-pound  rails  will  be  used.  The  Annapolis  Wash- 
ington &  Baltimore  steam  road,  which  extends  from  the  main  line 
at  Odenton.  Md.,  to  Annapolis,  14  miles,  is  being  electrified  and 
the  56-pound  rails  are  being  replaced  with  SO-pound  steel.  Most 
of  the  grading  has  been  completed  and  rapid  progress  is  being 
made  on  the  five  bridges.  There  will  be  no  grade  crossings  on  the 
line  and  few  curves.  Construction  crews  have  been  at  work  night 
and  day  for  about  two  months  on  the  grading  in  several  deep  cuts 
and  on  the  concrete  subways  under  railroad  crossings.  The  Balti- 
more terminus  is  at  Park  avenue.  Marion  and  Liberty  streets, 
where  a  large  terminal  station  is  being  erected.  Power  will  be 
received  from  the  Potomac  Electric  Power  Company  of  Washing- 
ton. The  Roberts  &  Abbott  Company  of  Cleveland  has  the  gen- 
eral contract  for  building  the  road.  The  offices  are  at  801  Mary- 
land Trust  building,   Baltimore. 

Washington  Water  Power  Company,  Spokane,  Wash. — The 
stockholders  have  recently  voted  to  increase  the  capital  stock  from 
$5,000,000  to  $10,000,000,  and  it  is  announced  by  Henry  M.  Richards, 
president,  that  the  money  is  to  be  expended  in  betterments  and 
extensions  of  the  railway  lines.  The  company  operates  72.5  miles 
of  road,  54.5  of  which  are  in  Spokane. 

Winona  Interurban  Railway. — R.  M.  Murray,  chief  engineer. 
Winona  Lake,  Ind.,  writes  that  this  company,  which  has  a  line 
in  operation  from  Warsaw  to  Goshen,  Ind.,  is  now  building  from 
Warsaw  south  to  Peru,  44  miles,  via  Mentone,  Akron,  Gilead  and 
Chili.  The  track  is  laid  and  the  overhead  work  completed  from 
Peru  north  to  Chili,  10  miles,  and  grading  has  been  completed  to 
Gilead,  7  miles  from  Chili.  Grading  is  now  in  progress  between 
Gilead  and  Warsaw.  The  overhead  construction  is  of  the  bracket 
^ype.  The  power  house  at  Winona  Lake  is  completed  and  substa- 
tions will  be  erected  at  Mentone,  Gilead  and  Brownell.  Allis- 
Chalmers-Bullock  power  equipment  is  used.  Contracts  are  to  be 
let  for  34  miles  of  copper  wire.  The  ties  are  being  furnished  by 
the  Standard  Tie  Company,  the  rails  by  the  Carnegie  Steel  Com- 
pany, and  the  overhead  material  by  the  Electric  Service  Supplies 
Company.  The  roadbed  is  16  and  22  feet;  maximum  gradient,  2 
per  cent,  and  maximum  curvature  outside  of  cities  and  towns,  3 
degrees.  The  rails  are  70-pound  A.  S.  C.  E.  section.  The  bridges 
for  the  line  are  nearly  completed.  H.  J.  Heinz,  Pittsburg,  Pa., 
president. 


POWER  HOUSES  AND  SUBSTATIONS. 


Boston  Elevated  Railway. — This  company  will  have  installed 
in  its  Lincoln  wharf  station,  on  Atlantic  avenue,  the  largest  direct- 
current  engine-type  generators  ever  constructed.  These  generators 
will  have  a  capacity  of  2,700  kilowatts  at  600  volts,  when  operated 
at  a  speed  of  75  revolutions  per  minute.  These  machines  will  have 
32  poles  and  the  armatures  will  have  an  open  slot  winding,  with 
the  armature  coils  securely  held  in  place  by  wedges,  which  thus 
facilitate  the  replacing  of  coils  should  any  become  damaged  and 
obviates  the  use  of  band  wires.  The  brushes  will  be  oscillated 
parallel  to  the  shaft  by  the  standard  Allis-Chalmers  oscillator, 
which  prevents  the  wearing  of  ridges  in  the  commutator  face  and 
keeps  it  always  in  perfect  condition. 

Gray's  Harbor  Railway  &  Light  Company. — This  company  will 
spend  about  $250,000  on  improvements  during  the  coming  summer. 
A  large  power  house  will  be  constructed  near  Electric  park,  mid- 
way between  Aberdeen  and  Hoquiam,  Wash.  It  is  stated  that 
work  on  the  new  improvements  will  be  begun  at  once.  Jay  D. 
Crary,  Aberdeen,  Wash.,   is  general  manager  and  purchasing  agent. 

Mount  Hood  Railway  &  Power  Company. — This  company  has 
announced  that  it  will  begin  work  at  once  on  two  power  houses 
which  are  to  have  a  combined  capacity  of  SO. 000  horsepower.  The 
first  plant  to  be  installed  will  have  a  capacity  of  25,000  horsepower 
and  the  cost  is  estimated  at  $1,000,000.  The  work  of  locating  the 
site  of  the  reservoir  and  flume-ways  and  preparing  the  power 
house  site  is  now  progressing.  The  point  of  diversion  of  the  Sandy 
river  to  the  power  house  reservoir  will  be  one  mile  above  Kyler's 
narrows,  near  Marmot.  It  is  intended  to  finally  build  another 
plant  of  30,000  horsepower,  and  increase  the  first  plant  from  25,000 
to  50,000  horsepower.  As  soon  as  the  plans  for  the  first  install- 
ment of  25,000  horsepower  are  completed  the  contracts  for  the 
machinery  will  be  let.  These  power  nouses  will  furnish  power  and 
light,  besides  supplying  the  power  for  a  railroad  up  Mt.  Hood. 
which  it  is  estimated  will  cost  $1,500,000  and  will  be  completed 
in  about  two  years.  The  project,  it  is  said,  has  been  successfully 
financed  and  Is  backed  by  E.  P.  Clark.  Los  Angeles,  R.  C.  Gillls, 
Los  Angeles,  and  A.  P.  Fleming.  Pasadena,  Cal.  Mr.  P.  C.  Finkh' 
is  consulting  engineer  of  the  company. 

Springfield  Street  Railway  Company. — It  is  announced  that  this 
company   will   spend  $150,000   for  improvements   during  the   coming 

ner.     About  $125,000  of  this  will  be  spent  for  a  new  feed 
for   the   Belmont  avenue  line  and  $25,000   for  the   installation   of  a 
private  telephone  system.     Some  minor  improvements  will  also  be 
made    to    the    power    houses.      The    2,000-kw.    generator   v 
burned   out  a  few   days  ago  Is  being  repaired  and  will  soon  be   in 
i    '   '       1 1 .   ' '.   Page,   Springfield,   is  general  manager. 


408 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.   12. 


Personal  Mention 


Financial  News 


Mr.  Alexander  K.  Cuthbert  has  been  appointed  express  agent 
of  the  United  Traction  Company,  Albany,  N.  Y.,  succeeding  Mr. 
Charles  H.   Armatage. 

Mr.  Frank  T.  Edson,  who  has  been  acting  as  tax  agent  for 
the  Ft.  Wayne  Van  Wert  &  Lirr.a  Traction  Company,  has  had  his 
jurisdiction  extended  over  all  of  the  Scheopf  lines. 

Mr.  Allen  Jones  has  been  appointed  superintendent  of  the  Mon- 
roe (La.)  Street  Railway,  which  is  owned  and  operated  by  the 
municipality,  succeeding  Mr.   B.   L.  Jakeway,   resigned. 

Mr.  L.  W.  Harrington,  who  was  recently  appointed  soliciting 
passenger  and  freight  agent  of  the  Columbus  Delaware  &  Marion 
Railway  at  Columbus,  O.,  has  added  to  his  duties  those  of  claim 
adjuster. 

Mr.  A.  J.  J.  Pfeiffer  has  been  appointed  general  manager  and 
chief  engineer  of  the  Calcutta  Tramways  Company,  Limited,  suc- 
ceedine;  the  late  Mr.  Martyn  Wells.  Mr.  Pfeiffer  was  for  a  time 
connected  with  the  Thomson-Houston  Company  and  has  had  charge 
of   the  equipment  of  several  important  roads  in  Europe. 

Mr.  C.  M.  Thomas,  formerly  a  public  accountant  at  Cincinnati, 
O.,  has  accepted  a  position  with  the  accounting  department  of  the 
Indiana  Columbus  &  Eastern  Traction  Company  at  Cincinnati. 
Mr.  Thomas  was  auditor  of  the  Muncie  &  Portland  Traction  Com- 
pany at  Portland,  Ind.,  while  that  line  was  under  construction. 
He  was  also  at  one  time  traveling  auditor  for  the  Chicago  Cincin- 
nati  &   Louisville   Railway   Company. 

The  directors  and  executive  officers  of  the  Public  Service  Cor- 
poration of  New  Jersey  invited  some  of  the  friends  of  Mr.  A.  H. 
Stanley,  the  retiring  general  manager  of  the  street  railway  de- 
partment of  that  corporation,  to  a  farewell  dinner  in  his  honor  at 
the  Waldorf-Astoria,  New  York,  on  Friday  evening,  March  23.  Mr. 
Stanley  leaves  for  London  about  April  1  to  become  general  man- 
ager of  the  United   Underground  Electric  Railways  Company. 

Mr.  Charles  H.  Armatage  has  been  appointed  traffic  manager 
of  the  United  Traction  Company  and  its  subsidiary  companies, 
with  headquarters  at  Albany,  N.  Y. ;  effective  on,  March  14.  The 
duties  of  traffic  manager  heretofore  have  been  combined  with  those 
of  the  operating  department,  but  on  account  of  the  expansion  of 
its  passenger  and  freight  business  the  company  has  deemed  it 
advisable  to  separate  the  two  departments.  Mr.  Armatage  is 
well  known  in  the  local  street  railway  circles  of  Albany,  having 
been  identified  with  the  railway  systems  there  for  several  years. 
and  for  the  past  six  months  has  served  as  superintendent  of  the 
express  department  of  the  United  Traction  Company. 

Mr.  A.  V.  Schroeder  has  resigned  as  division  superintendent 
of  the  Illinois  Traction  System  at  Decatur,  111.,  to  become  general 
manager  of  the  La  Crosse  Water  &  Power  Company,  with  head- 
quarters at  La  Crosse,  Wis.  This  company,  which  is  a  holding 
corporation  for  several  subsidiary  companies,  is  now  building  a 
30-mile  interurban  line  between  La  Crosse,  Wis.,  and  Winona, 
Minn.,  which,  when  completed,  will  form  part  of  an  extensive 
interurban  system  that  is  to  be  developed  in  the  two  states.  It 
also  is  building  a  large  dam  across  the  Black  river  in  Wisconsin, 
which  will  furnish  power  for  its  lines  and  for  commercial  purposes. 
For  some  time  prior  to  his  present  appointment  Mr.  Schroeder 
was  superintendent  of  the  Springfield  (111.)  Light  Heat  &  Power 
Company,  resigning  about  a  year  ago  to  accept  the  position  of 
superintendent  of  the  McKinley  properties  at  Decatur.  He  will 
assume  his  new  duties  on  April  1. 

Obituary. 

John  C.  Reilly,  well  known  as  a  pioneer  street  railway  and 
business  man  of  Pittsburg,  died  of  heart  trouble  at  the  Kirkwood 
hotel,  Camden,  S.  C,  where  he  recently  had  gone  for  his  health, 
aged  63  years.  Mr.  Reilly  was  born  in  Pittsburg  on  February  20, 
1844,  and  received  his  education  in  the  parochial  schools  of  that 
city.  He  entered  the  employ  of  the  Pennsylvania  Railroad  Company 
when  a  young  man,  where  he  remained  for  eight  years.  He  later 
became  identified  with  the  livery  firm  of  Burns  &  Reilly  and 
while  engaged  in  that  business  established  a  line  of  omnibuses 
from  which  has  been  developed  the  present  street  railway  system 
of  Pittsburg.  Mr.  Reilly,  associated  with  Thomas  S.  Bigelow  and 
James  D.  Callery,  built  the  first  street  car  lines  in  that  city,  and 
when  they  later  were  taken  over  by  the  Pittsburg  Railways  Com- 
pany, he  became  a  director  in  the  former  company,  which  position 
he  held  at  the  time  of  his  death.  He  also  was  president  of  the 
Washington  National  Bank,  which  he  organized,  a  director  in  the 
City  Insurance  Company,  and  member  of  several  clubs. 


The  General  Electric  Company,  Schenectady,  N.  Y.,  has  just 
purchased  700  acres  of  land  for  a  factory  site  east  of  the  city  of 
Erie,  Pa.,  and  extending  from  the  Lake  Shore  Railroad  to  the  lake 
front.  As  soon  as  the  weather  permits  the  work  of  erecting  the 
buildings  will  be  started.  Approximately  400  acres  of  the  land  will 
be  set  aside  for  residential  sites  for  the  employes.  It  is  the  inten- 
tion of  the  company  to  inaugurate  and  carry  out  a  systematic  and 
consistent  plan,  which  will  result  in  the  building  of  comfortable 
and  attractive  homes  on  this  portion  of  the  property.  The  com- 
pany does  not  intend  to  abandon  any  of  its  present  plants  or  to 
divert  to  Erie  any  considerable  portion  of  the  work  now  being  done 
by  the  other  factories,  but  the  rapid  growth  of  the  business  and 
the  demand  for  increased  output  requires  additional  manufacturing 
facilities. 


Atlantic  City  (N.  J.)  &  Suburban  Traction  Company. — Holders 
Of  the  securities  of  this  road  have  been  notified  that  an  assess- 
ment of  about  $20,000  is  necessary  and  that  the  bond  interest  must 
be  met   in   script  instead  of  cash. 

Chattanooga  Railways  Company. — Directors  have  been  elected 
as  follows:  Howard  S.  Graham,  John  Graham,  C.  P.  King,  L.  H. 
Parsons,  S.  W.  Foulkes,  F.  H.  Treat,  of  Philadelphia,  and  Frank 
Spurlock  of  Chattanooga.  The  following  officers  have  been  re- 
elected: John  Graham,  Philadelphia,  president;  C.  P.  King.  Phila- 
delphia, vice-president;  W.  H.  Lawton,  Philadelphia,  secretary  and 
treasurer;    and    D.    J.    Duncan,    general    manager. 

Cedar  Rapids  (la.)  &  Marion  City  Railway. — The  capital  stock 
will  be  increased  from  $400,000  to  $450,000. 

Columbus  (O.)  Railway  &  Light  Co. — This  company  has  leased 
from  the  Columbus  Traction  Company  all  the  property  of  the 
Central  Market  Street  Railway  Company  including  track,  rolling 
stock,  stations,  substations,  all  machinery,  etc..  also  all  fran- 
chises, rights  of  way,  etc.,  and  all  property  that  may  be  acquired 
during  term  of  this  lease,  50  years,  renewable  for  50  additional 
years,  and  for  50  additional  years  from  January  1,  1907;  the  lessees 
agree  to  pay  the  interest  upon  $500,000  of  5  per  cent  20  year  first 
mortgage  bonds  to  the  Continental  Trust  Company,  trustee,  and  a 
sum  sufficient  each  year  to  pay  the  dividends  at  the  rate  of  5  per 
cent  upon  $250,000  preferred  capital  stock  of  the  lessor  company, 
and  to  pay  dividends  upon  $500,000  common  stock  as  follows:  1  per 
cent  on  January  1  and  July  1,  respectively,  in  190S,  and  on  Janu- 
ary 1,  1909,  1%  per  cent  on  July  1,  and  January  1,  1910,  2  per  cent 
on  July  1,  1910,  and  January  1,  1911,  1'4  per  cent  on  April  1,  July  1. 
and  October  1,  1911.  and  quarterly  thereafter  on  January  1.  April 
1,  July  1,  and  October  1,  of  each  year  and  to  pay  such  dividends 
respectively  on  5  days  before  they  become  due,  first  installment 
being  payable  December  26,  1907,  and  the  lessee  shall  pay  to  the 
Continental  Trust  Company,  trustee,  a  sum  equal  to  5  per  cent  of 
the  gross  earnings  of  the  railway  to  create  a  sinking  fund  to  se- 
cure  the  payment  of  the  said   $500,000  bonds. 

Columbus  Urbana  &  Western  Traction  Company,  Columbus.  O. 
■ — It  is  reported  that  control  of  this  company  will  be  sold  to  the 
Columbus  Magnetic  Springs  &  Northern  Railway  Company  of 
Delaware,   O. 

International  Traction  Company,  Buffalo. — William  Salomon  & 
Co.  of  New  York,  offer  for  sale  $570,000  of  an  authorized  issue  of 
$600,000  of  4>&  per  cent  car  trust  certificates  dated  June  15,  1906, 
and  maturing  $30,000  semi-annually  on  June  and  December  15,  un- 
til June  15,  1916,  inclusive,  at  prices  yielding  5%  per  cent  interest 
The  bonds  are   secured  by  equipment  valued  at   $S25,000. 

Lincoln  (III.)  Street  Railway. — Control  of  this  company  has 
been  purchased  by  F.  H.  Schott  of  Chicago,  who  will  form  a  new 
corporation,  the  Lincoln  Railway  &  Light  Company,  with  $150,000 
capital  stock. 

Rockland  South  Thomaston  &  Owl's  Head  Street  Railway, 
Rockland,  Me. — The  property  and  franchises  of  this  company  were 
sold  at  receiver's  sale  on  March  S  to  Moses  Well  &  Sons  of  Phila- 
delphia for  $13,925. 

San  Bernardino  Valley  Traction  Company,  San  Bernardino, 
Cal. — At  the  annual  meeting  of  stockholders  on  March  12  the  fol- 
lowing directors  were  re-elected:  A.  C.  Denman,  Jr.,  E.  D.  Rob- 
erts, George  M.  Cooley,  W.  DuB.  Brookings,  J.  S.  Wood,  Henry 
Fisher,  J.  H.  Fisher,  E.  S.  Graham  and  O.  D.  Collins.  A.  C.  Den- 
man, Jr.,  has  been  elected  president;  George  M.  Cooley,  vice- 
president;  J.  S.  Woods,  secretary,  and  E.  D.  Roberts,  treasurer. 

Springfield  (III.)  Consolidated  Railway. — The  following  directors 
were  re-elected  on  March  16:  H.  D.  Walbridge  of  New  York  city; 
C.  M.  Clark  of  Philadelphia;  William  Jarvis  of  Louisvile,  Ky. ; 
Bluford  Wilson,  E.  W.  Payne,  P.  B.  Warren,  Emil  G.  Schmidt, 
William  H.  Brown  and  Charles  Ridgely  of  Springfield.  Officers 
were  elected  as  follows:  President,  H.  D.  Walbridge;  first  vice- 
president,  Bluford  Wilson;  second  vice-president  and  general  man- 
ager, Emil  G.  Schmidt;  secretary  and  treasurer,  William  H.  Brown; 
assistant  secretary  and  assistant  treasurer,  George  E.   Hardy. 

Springfield  (Mass.)  Street  Railway. — An  issue  of  $300,000  addi- 
tional stock  to  liquidate  outstanding  debt  and  to  provide  for  im- 
provements has  been  authorized  by  the  Massachusetts  board  of 
railroad  commissioners.  The  new  stock  is  to  be  sold  at  $170  per 
share. 

Washington    Water    Power    Company,      Spokane,      Wash. — The 

stockholders  have  voted  to  increase  the  capital  stock  from  $5,000,- 
000  to  $10,000,000,  and  it  is  announced  by  Henry  M  Richards,  the 
president,  that  the  money  will  be  expended  in  betterment  of  the 
electric  railway  system  and  the  extension  of  several  lines.  The 
directors  were  re-elected  as  follows:  William  A.  White,  George 
H.  Southard  and  Frank  Lyman  of  New  York;  H.  M.  Richards,  D.  L. 
Huntington,  J.  D.  Sherwood,  Thomas  G.  Thomson,  J.  P.  M.  Rich- 
ards, A.  B.  Campbell,  J.  N.  Glover  and  Huber  Rasher  of  Spokane. 
The  officers  of  the  company  re-elected  for  the  year  are:  President. 
Henry  M.  Richards;  first  vice-president,  A.  B.  Campbell;  second 
vice-president  and  general  manager,  D.  L.  Huntington;  treasurer. 
H.  E.  Perks;  secretary,  H.  L.  Bleeker.  The  corporation  has  72.5 
miles  of  railroad.  54.5  miles  of  which  are  in  Spokane.  Its  power 
transmission  lines  reach  225  miles,  the  longest  being  to  the  Coeur 
d'AIene   Mining   camps,    110   miles. 


March  23,  1907. 


ELECTRIC     RAILWAY     REVIEW 


^09 


Manufactures  and  Supplies 


October,  November  and  December.     The  specifications  call  for  the 
following  details: 

100  Surface   Cars. 


ROLLING   STOCK. 


Topeka  Railway,  Topeka,  Kan.,  is  figuring  on  the  purchase 
of  eight  new  cars. 

International  Railway,  Buffalo,  N.  T.,  expects  to  purchase  dur- 
ing the  present  year  50  additional  cars. 

North  Shore  Electric  Railway,  San  Francisco,  Cal.,  is  reported 
in  the  market  for  20  high-speed  interurban  cars. 

Mississippi  Valley  Elctric  Railway,  Nauvoo,  111.,  now  under 
construction,   is  in  the  market  for  new  equipment. 

Union  Traction  Company  of  Kansas,  Independence,  Kan.,  has 
ordered  two  cars  from  the  American  Car  Company. 

Rockford  &  Interurban  Railway,  Rockford,  111.,  is  building  in 
its  shops  at  Rockford  four  express  cars  for  interurban  use. 

Marion  Bluffton  &  Eastern  Traction  Company,  Bluffton,  Ind., 
is  in  the  market  for  a  large  city  or  a  small  interurban  car  for 
immediate  delivery. 

Southern  Kansas  Railway,  Light  &  Power  Company,  Cherry- 
ville.  Kan.,  is  reported  in  the  market  for  new  equipment.  R.  C. 
Rollings  is  president  of  the  road. 

Cedar  Rapids  &  Marlon  City  Railway,  Cedar  Rapids,  la.,  is 
building  four  30-foot,  S-bench,  open  cars  at  its  own  shops.  The  car 
floors  have  already  been  laid  and  the  work  of  assembling  the  bodies 
is  being  rushed. 

Memphis  Street  Railway,  as  reported  in  the  Electric  Railway 
Review  of  March  16,  has  placed  an  order  with  the  American  Car 
&  Foundry  Company  for  25  high-speed  semi-convertible  cars  for 
September  delivery. 

Pittsburg  McKeesport  &  Greensburg  Railway,  Greensburg,  Pa., 
has  ordered  four  double  truck  cars  from  the  St.  Louis  Car  Com- 
pany. The  length  of  the  car  bodies  will  be  34  feet  and  will  be  46 
feet  2  inches  long  over  bumpers.  They  will  have  a  seating  capac- 
ity of  52  people  and  are  for  interurban  service. 

Columbus  Railway  <£.  Light  Company,  Columbus,  O.,  has  pur- 
chased from  the  G.  C.  Kuhlman  Car  Company  10  double- truck 
cars.  These  will  be  28  feet  in  length  inside,  42  feet  long  over 
all,  equipped  with  longitudinal  seats  and  General  Electric  air 
brakes.     These  cars  are  for  delivery  by  June  1. 

San  Francisco  Vallejo  &  Napa  Valley,  Napa,  Cal.,  as  reported 
in  the  Electric  Railway  Review  of  February  9,  has  placed  an 
order  with  the  Niles  Car  &  Manufacturing  Company  for  eight 
new  cars  of  the  Pullman  type,  two  of  which  will  be  combination 
smoking  and  baggage  cars.  The  cars  will  be  56  feet  long,  9  feet 
wide  over  sheathing  and  will  have  a  seating  capacity  of  64  pas- 
sengers. The  interior  of  the  car  bodies  will  be  finished  in 
mahogany.  They  will  be  equipped  with  Baldwin  trucks  and  the 
entire  electrical  equipment  will  be  supplied  by  the  Westinghouse 
Electric  &  Manufacturing  Company,  including  a  quadruple  equip- 
ment of  No.  132A  motors  (100  horsepower),  air  brakes  and  Gould 
automatic  couplers. 

Meridian  Light  &  Railway,  Meridian,  Miss.,  as  reported  in  the 
Electric  Railway  Review  of  March  16,  has  placed  an  order  with 
the  Southern  Oar  Company  of  High  Point,  N.  C,  for  five  semi- 
convertible  cars  for  May  and  June  delivery.  The  specifications 
and  special  equipment  will  be  as  follows: 
Length—  Weight    18,000    lb. 

Body 20   ft.    8   in.        Wheel  base 7  ft.  6  in. 

Over  vestibule.. 30  ft.  11%   in.        Body    Wood 


Curtain  fixtures  Acme 

Curtain  material Pantasote 

Trucks   Brill  27-E 


Width- 
Inside 7   ft.    5   in. 

Over  all 8  ft.  2  in. 

Seating  capacity 32  persons 

Niagara  Gorge  is  having  two  Brill  semi-convertible  cars  built 
at  the  Collinwood  shops  of  the  J.  G.  Brill  Company,  the  order  for 
which  was  placed  the  latter  part  of  1906.  The  cars  are  for 
delivery  in  May,  and  will  have  a  seating  capacity  of  44  persons. 
The  specifications  and  special  equipment  will  be  as  follows: 

Wheel   base 4   ft.   6   in.        Width,  inside 7  ft.  11%   in. 

Length  of  body 30  ft.  8  in.  Over  all 8   ft.   2   in. 

Over  vestibule. .  .35  ft.  4%   in.        Body   and    underframe. . .  .Wood 

Over  all 40  ft.  1  in. 

Special     Equipment. 

Air  brakes   Westinghouse        Interior  finish   

Brake  rigging.  .Brill  hand  brake  Cherry  and  3-ply  birch 

Curtain  fixtures  Motors... 4   Westinghouse   101-B 


Roofs   Monitor  deck 

Safety   tread    Wood 

Trucks    27    GE-1 


.Acme  spring  roller 
Curtain   material.  .Printed   duck 

Fenders    Philadelpia 

Headlights    

United  States  arc  light 

Brooklyn  Rapid  Transit  Company,  Brooklyn,  N.  Y.,  as  reported 
In  the  Electric  Railway  Review  of  March  16,  has  placed  an  order 
with  The  J.  G.  Brill  Company  for  100  passenger  cars  of  the  semi- 
convertlble  type  for  surface  use,  to  be  built  at  Elizabeth,  N.  J.; 
also  100  semi-convertible  cars  for  elevated  service,  50  of  which 
will  be  built  at  Laconla,  N.  H„  by  the  Laconla  Car  Company,  and 
Newark,  O.,  by  the  Jewett  Cai    Company  for  delivery  during 


Seating    capacity 38  people 

Weight     33,000  1b. 

Wheel   base    19  f t.  5%  in. 

Length  of  body 28  ft. 

Over  vestibule    37  ft.  2  in. 

Over  all   38  ft.  Z%  in. 


Width,    inside    7  ft.  H  in. 

Over    all    s  ft.  %  in. 

Height,    inside   8  ft.  %  in. 

Track  to  trolley  base 

8  ft.  11%  in. 

Body  and  underframe Wood 


Special    Equipment. 


Bolsters    Bar  steel 

Center  bearings Cast   steel 

Curtain  fixtures    Acme 

Curtain  material  ....Pantasote 
Destination    signs    

Co.  standard  block  sign 

Dust    guards .• Wood 

Fenders    Empire 

Gears  and   pinions Steel 

Gongs    Brill   Dedenda 

Hand  brakes 

Co.  standard,  St.  Louis  handle 
Heating  system 

Consolidated   Car  Heating 

Headlights    

Dayton    incandescent 


Interior  finish. .  .Cherry   natural 

Motors    Not   decided! 

Roofs    Monitor 

Safety  tread  Universal 

Sanders    

Silver  &  Co.'s  Reliable 

Seats     

Hey  ward 

Bros.      &      Wakefield— Rattan 

Side  bearings   Cast  steel 

Trolley  poles  Nuttall 

Trucks     

Standard  motor 

true  k — Maximum       traction 

Ventilators    Monitor   sash 

Vestibule.  .Built   in — Open   sides 


100    Elevated    Cars. 


Seating  capacity 54  people 

Weight  

69,000  1b.    (approximately) 

Length  of  body 40  ft.  5  in. 

Over  all   48  ft.  11  in. 

Width,  between  posts.  .7  ft.  6  in. 

Over  sheathing 8  ft.  7  in. 

Height,    inside S  ft.  3%  in. 

Special 

Bolsters,  body Pressed  steel 

Brakeshoes  Cast  iron 

Center   bearings Cast   steel 

Control   system Multiple  unit 

Couplers.  .Van    Dorn    automatic 
Curtain  fixtures.Curtain  Sup.  Co. 

Curtain  material Pantasote 

Destinations  signs   

...Flat  signs  hung  on  railings 

Door  fastenings  

Coburn  tracks  and  sheaves 

Dust  guards Wood 

Gears  and  pinions Steel 

Gongs  and   hand  brakes 

Co.  Standard 


Sill  to  trolley  base.  .9  ft.  4%  in. 

Track  to  trolley  base 

12  ft.  6%  in. 

Body    

Wood  with  steel 

in    corner     and    double     posts 
Underframe   Pressed  steel 

Equipment. 

Heating  system   

Consolidated   Car  Heating 

Headlights Eureka  arc 

Interior  finish  

Cherry  natural — White  ceiling 

Markers   Dresser 

Motors,  type  and  number 

2 — Type  not  yet  decided 

Roofs   Monitor 

Safety  tread Universal 

Seats   Hale  &  Kilburn 

Side  bearings Cast  steel 

Trolley  poles  and  attachments. 

Nuttalt 

Ventilators Monitor  sashi 


SHOPS  AND  BUILDINGS. 


Chicago  City  Railway. — This  company  is  building  a  car  storage 
house  at  Thirty-eighth  street  and  Cottage  Grove  avenue,  which 
will  be  235  by  368  feet  in  area.  The  William  Crilly  Company 
has  the   contract. 

Cincinnati  Traction  Company. — This  company  has  recently  pur- 
chased the  property  and  is  now  preparing  plans  for  the  construc- 
tion of  an  addition  to  the  present  car  barns  on  Vine  street. 

Columbus  Delaware  &  Marion  Railway. — This  company  has 
taken  an  option  on  property  on  Gay  street,  Columbus,  O.,  on. 
which   to  erect  a  freight  station. 

East  St.  Louis  &  Suburban  Railway,  East  St.  Louis,  III. — 
It  is  reported  that  this  company  will  erect  a  1-story  car  shop  at 
Granite  City,  111.,  to  be  of  brick  and  reinforced  concrete  construc- 
tion, composition  roof,  iron  and  steel  work,  skylights,  etc.,  at  an, 
estimated  cost  of  $50,000. 

Georgia  Railway  &  Electric  Company. — This  company  has  se- 
cured the  first  floor  of  the  new  Atlanta  Birmingham  &  Atlantic 
office  building  on  Walton  and  Fairlie  streets,  Atlanta,  to  be  used 
as  a  freight  and  passenger  terminal  station  for  the  suburban  and 
interurban    lines. 

Grand  Rapids  Railway. — This  company  is  negotiating  for  the 
purchase  of  property  on  the  West  Side,  in  Grand  Rapids,  Mich., 
on  which  to  erect  a  $75,000  car  house.  It  is  stated  that  work  will 
be  started  as  soon  as  the  property  is  secured. 

Illinois  Traction  Company. — A  contract  has  been  let  for  the 
construction  of  a  car  storage  house  at  Decatur,  111.  Other  con- 
tracts are  to  be  let  within  a  few  days  for  a  storehouse  of  brick 
and  concrete  construction  150  by  200  feet  in  area,  and  a  general 
repair  shop  of  brick  and  steel  construction  250  by  350  feet  in  area. 
This  building  will  contain  an  armature  room  and  a  machine  shop 
and  will  be  provided  with  12  tracks.  To  the  rear  of  the  repair 
shop  will  be  a  blacksmith  shop  50  feet  square.  An  oil  storage 
house  and  several  smaller  buildings  will  also  be  erected  on  the 
same  site,  which  was  purchased  some  time  ago.  L.  E.  Fisher, 
general   manager,  Decatur,  111. 

International  Railway. — This  company  will  build  this  year  a 
new  car  house  on  Broadway,  Buffalo,  at  a  cost  of  $225,000,  also  a 
car  house  on  Hertel  avenue,  Buffalo,  at  a  cost  of  $130,000. 

Lehigh     Valley    Transit    Company. — This    company    has    let    a 
contract  for  a  new  office  building  and  carpenter  shop  at  All* 
Pa.     The    building    will    be    of    cement    block    and    about    100    feet 


410 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.   U. 


square.  Tin  section  devoted  to  office  purposes  will  be  three 
stories  high.  The  company's  new  car  house  on  Madison  street 
will  be  ready  in  a  few  days. 

Mississippi    Valley    Electric    Railway.    Nauvoo.     III. — This 
pany.  which   was  recently  incorporated  to  build  a  line  from  Keokuk 
and  Ft.   Madison.    la.,    to  Xauvoo,   111.,   is   in    the   market    for   equip- 
ment anj  sup] 

New  Bedford  &  Onset  Street  Railway. — The  Massachusetts 
railroad  commission  has  granted  this  company  a  permit  for  a 
spur  track  in  Marion.  Mass.,  that  will  enable  it  to  build  its  pro- 
posed freight  and  express  station  in  a  central  part  of  the  village. 

Newcastle  &  New  Wilmington  Street  Railway. — This  company 
has  secured   a  site  for  a  terminal  station  at  Newcastle,   Pa. 

Pacific    Electric    Railway,    Los    Angeles,    Cal. — This   company    is 
building   a    carpenter    and    paint    shop    at    Sherman.    Cal.;    a 
passenger  and  freight  station  at  Beverly. 

Toronto  &  York  Radial  Railway. — This  company  lias  purchased 
.a  block  of  land  on  Tonge  street,  Toronto,  Ont,  on  which  to  erect 
a  large  passenger  and  express  station  to  handle  the  large  traffic 
which  is  expected  when  the  new  line  to  Lake  Simcoe  is  opened  in 
a  few   weeks. 


TRADE  NOTES. 


Armin  Schotte  has  recently  accepted  a  position  with  W.  S. 
Barstow  &  Co.,  of  New  York  and  Portland,  Ore. 

Allis-Chalmers  Company,  Milwaukee,  Wis.,  has  opened  a  branch 
office  at  316  Godchaux  building.  New  Orleans,  La. 

F.  P.  Boas  has  been  appointed  superintendent  of  field  work  of 
the    Eureka   Automatic   Signal    Company,    Lamaqua.    Pa. 

General  Electric  Company,  Schenectady,  N.  T..  has  declared 
a  quarterly  dividend  of  $2  a  share  on  the  stock,  payable  April  15. 

E.  M.  Mcllvain.  formerly  president  of  the  Bethlehem  Steel 
Company,  has  been  elected  president  and  general  manager  of  the 
Robins  Conveying  Belt  Company,  Park  Row  building,  New  York. 

Emil  Callman  &  Co..  manufacturers  of  insulating  varnishes 
and  compounds,  formerly  located  at  299  Pearl  street,  have  removed 
to  larger  and  more  convenient  quarters  at  100  Washington  street, 
-New  York. 

Ralph  W.  Bacon,  formerly  suprintendent  of  the  structural 
■  department  of  the  Bethlehem  Steel  Company,  has  resigned  to 
:accept  the  position  of  general  superintendent  of  the  Robins  Con- 
veying Belt  Company  of  New  York. 

C.  W.  Lytle.  superintendent  of  the  Pittsburg  plant  of  the 
American  Steel  Foundries,  has  been  appointed  district  manager 
to  succeed  Harry  Wright,  who  was  recently  elected  president  of 
the  Ohio  Steel  Foundry  Company,  at  Lima,  O. 

Pressed  Steel  Car  Company  has  removed  its  western  office 
from  the  Fisher  building  to  the  fourteenth  floor  of  the  Old  Colony 
building,  Chicago,  where  J.  H.  Mitchell,  manager  of  sales  of  the 
western  district,  will  make  his  headquarters  in  the  future. 

George  K.  Preston,  secretary  to  A.  C.  Dinkey,  president  of 
the  Carnegie  Steel  Company.  Pittsburg,  has  been  appointed  assist- 
ant to  the  first  vice-president  of  the  company  to  succeed  Homer 
J.  Lindsay,   whose  death  was  recently  reported  in  these   columns. 

_  Meredith  Construction  Company,  Terre  Haute,  Ind..  has  been 
incorporated  with  an  authorized  capital  of  $20,000  to  build  steel 
bridges,  viaducts  subways,  steel  structures,  etc.  The  directors  of 
the  company  are  Fred  C.  Meredith,  Lawrence  M.  Stoff  and  Paul  J. 
Meredith. 

W.  J.  Dolan,  who  was  formerly  connected  with  the  Remington 
Typewriter  Company,  and  later  with  L.  P.  Smith  Brothers  of 
Syracuse,  N.  Y.,  has  accepted  a  position  in  the  sales  department 
of  the  Dayton  Pneumatic  Tool  Company,  with  headquarters  in 
Pittsburg,   Pa. 

Allis-Chalmers  Company,  Milwaukee,  has  closed  a  contract 
with  the  New  York  New  Haven  &  Hartford  Railroad  for  all  the 
air-brake  equipments  required  on  the  electric  cars  controlled  by 
this  road.  This  contract  covers  electric  railways  in  thirty  cities 
and  includes  about  4,000  cars. 

W.  S.  Morehouse,  formerly  with  the  A.  S.  Cameron  Steam 
Pump  Works,  New  York,  has  accepted  the  position  of  manager  of 
works  with  the  Green  Fuel  Economizer  Company,  Matteawan. 
N.  Y.  Mr.  Morehouse  is  a  graduate  of  the  Worcester  Polytechnic 
Institute,  is  a  member  of  the  American  Society  of  Mechanical  En- 
gineers and  of  the  American  Foundrymen's  Association. 

J.  G.  White  &  Co..  New  York,  have  increased  their  capital 
stock  from  $3,000,000  to  $5,000,000  to  provide  working  capital  to 
handle  properly  a  largely  increased  business.  At  the  present  time 
the  company  has  $20,470,000  of  contracts  on  its  books,  none  of 
-which  has  been  completed.  The  regular  quarterly  dividend  of  1% 
per  cent  on  the  preferred  stock  has  been  declared,  payable  April  1. 

Yale  &  Towne  Manufacturing,  Company,  9  Murray  street,  New 
York,  has  recently  awarded  contracts  for  building  extensions  to  its 
press  shop  and  cabinet  lock  department  at  Stamford,  Conn.  The 
press  shop  extension  will  be  one  story  high,  approximately  80  by 
150  feet,  resting  on  40-foot  piles,  with  brie  kwalls  and  timber  roof 
with  sawtooth  skylights.  The  floor  will  be  of  reinforced  concrete 
designed  tor  i  live  load  of  250  pounds.  The  cabinet  lock  depart- 
ment extension   will  be  one  story  high  42  by  80  feet  of  wood   con- 


structlon,    with    gravel   roof   and    concrete  foundation  and  retaining 
wall. 

Narragansett  Machine  Company.  Providence.  R.  L,  is  extend- 
ing its  main  building,  which,  when  completed,  will  have  a  ground 
measurement  of  2T50  by  SO  feet.  The  addition  will  he  used  entirely 
by  the  fender  and  steel  locker  department.  Since  the  Consolidated 
Cai  Fender  Company  moved  its  offices  to  the  plant  of  the  Naragan- 
sett  Machine  Company,  the  fender  interests  have  reached  such  pro- 
portion that  an  addition  to  its  plant  was  thought  advisable. 

Columbia  Brake  Shoe  &  Foundry  Company.  Cincinnati.  O..  re- 
ported in  our  issue  of  March  9  as  the  new  name  of  the  Colum- 
bia Foundry'  Company,  will  devote  its  exclusive  attention  to  the 
manufacture  and  sale  of  brake  shoes  for  steam  and  electric  rail- 
ways. The  company  state  that  already  they  have  become  stand- 
aid  on  si  reral  railways  and  that  in  the  near  future  the  foundry 
will  be  doubled,  and  the  capital  stock  of  the  company  increased  in 
to   meet   the  demand   for   its   products. 

Foote.  Pierson  &  Co.,  New  York,  will  about  April  15  move 
their  offices  and  business  from  82-S4  Fulton  street,  where  they 
been  located  for  the  past  twenty-three  years,  to  160-162  Duane 
street,  corner  Hudson  street,  where  they  will  occupy  the  entire 
five  floors.  This  will  provide  room  of  more  than  double  its  present 
quarters.  New  and  improved  machinery  will  be  installed,  enabling 
tin-  company  to  handle  a  much  larger  volume  of  business  than 
heretofore.  The  company  are  well  known  manufacturers  of  tele- 
graph instruments,  fire  alarm  apparatus,  measuring  and  testing 
instruments  and  a  large  variety  of  electrical  specialties. 

B.  F.  Sturtevant  Company,  Boston,  reports  the  following  recent 
sales  of  mechanical  draft  apparatus:  Scranton  Railway  Company, 
Scranton.  Pa.,  for  maximum  output  of  6.000  horsepower;  Lowell 
Gas  Light  Company.  Lowell,  Mass..  for  burning  coke  breeze  in 
connection  with  500  horsepower  marine  boilers;  apparatus  for  Mex- 
ican Central  Railway.  Tampico.  Mex. ;  Washburn  Brothers  Com- 
pany. Glasco.  N.  Y.:  Hitchings  &  Co..  New  York,  and  the  Monarch 
Supply  Company.  Toronto,  Ont.  Among  the  sales  for  its  rotary 
type  high  pressure  blowers  are;  Equipments  for  the  Union  Manu- 
facturing Company.  New  Britain.  Conn.;  John  Russell  Cutlery 
Company,  Turners  Falls,  Mass.;  Greer  Filter  Company,  Hamilton, 
O.;  Riverside  Boiler  Works  Boston.  Mass.;  and  the  Andrew  Mc- 
Lean Company.  Passaic,  N.  J. 

Railway  Steel  Spring  Company.  New  York,  at  the  annual  meet- 
ing of  its  stockholders  held  on  March  7  re-elected  its  retiring 
board  of  directors  with  the  exception  of  George  G.  McMurtry,  who 
was  chosen  to  fill  the  vacancy  of  Charles  Scott.  Jr..  resigned.  The 
income  account  of  the  company  for  the  year  ending  December  31, 
1906,  as  compared  with  1905,  is  as  follows; 

1906.  1905. 

Net    earnings    $  2.341.120.19         $  1,949,993 

Interest    on    Latrobe    plant    bonds 215.5S7.4S  

Balan.e    $  2.125.532.71         $  1.949.993 

Dividend,   preferred    (7   per  cent) 944.979.00  944.977 

Balance    for    common $1,180,553.71         $1,005,016 

Dividend,    common    (4    per    cent) 539.988.00  539,988 

Surplus    $      640.565.71         $      465,028 

Account   Latrobe   plant   purchase 450.000.00  

Final   surplus    $      190.565.71         $      465,028 

Previous   surplus    2.045.S99.16  1.580,871 

Total    surplus    $  2.236,464. S7         $  2.045.899 


ADVERTISING    LITERATURE. 


General  Storage  Battery  Company,  42  Broadway.  New  York. 
has  issued  a  convenient  printed  manuscript  containing  instructions 
for  the  installation  and  operation  of  transportable  batteries.  The 
instructions  are  issued  by  the  operating  department  and  should  be 
of  particular  value  to  all  who  have  the  handling  of  storage  bat- 
teries. 

Kinnear  Manufacturing  Company,  Columbus,  O. —  "Car  Barn 
Doors''  is  the  title  of  a  well-executed  pamphlet  describing  and 
illustrating  the  Kinnear  steel  rolling  fireproof  door  as  used  for  this 
purpose.  A  description  of  the  general  features  of  these  doors 
appeared  in  the  daily  edition  of  the  Electric  Railway  Review  at 
the   time  of  the   Columbus  convention. 

John  B.  Watson.  Drexel  Building,  Philadelphia. — Bulletin  No.  31 
describes  a  great  variety  of  electric  railway  rolling  stock  and  power 
machinery,  some  new  and  some  which  has  been  taken  from  service 
for  various  reasons  and  can  therefore  be  obtained  on  advantageous 
terms.  Each  item  is  fully  described  and  many  cars  are  illustrated 
with  engravings  from  photographs.  The  same  pamphlet  announces 
that  this  dealer  has  on  hand  a  large  number  of  steel  bridges  which 
have  been  removed  from  steam  railways  on  account  of  increased 
weight  of  motive  power  and  rolling  stock. 

American  Conduit  Company,  140  Nassau  Street.  New  York. — 
This  company  has  issued  cards  containing  interesting  information 
concerning  the  insulating  conduits  for  railway  and  power  house 
work  which  it  manufactures,  with  drawings  showing  the  detailed 
construction  of  the  jumper  system  used  by  the  Pennsylvania  Rail- 
road. The  company  has  also  issued  convenient  tables  from  which 
the  cost  of  stone,  sand,  labor  and  cement  per  cubic  yard  of  con- 
crete at  the  various  proportions  in  which  the  materials  are  to  be 
mixed,  can  be  determined  at  a  glance,  with  a  range  of  assumed 
probable  costs  of  these  materials  per  cubic  yard  as  a  basis. 


Chicago:  160  Harrison  Street 


PUBLISHED  EVERY  SATURDAY  BY  THE  WILSON  COMPANY,  CHICAGO 

Entered  at  the  Postoffice.  Chicago,  111-,  as  Second-class  MaiU'r. 
Subscription  in  advance,  including  special  daily  editions  published  from 
time  to  time  in  places  other  than  Chicago,  postage  free.  r~: 
Foreign.  $5;  Single  Copy,  10  cents. 


New  York:  150  Nassau  Street 


Vol.  XVII,  No.  13 


CHICAGO,  MARCH  30,  1907 


Whole  No.  205 


TABLE    OF    CONTENTS. 


Editorial: 

— Central  Electric  Railway  Association 

— Placing  the  Trolley  Wire  Off-Center 

— Effect  of  Scale  on  Heat  Transmission 

— Weighing   Cars   and   Braking 

— The  L'se  of  Feeder  Diagrams 

— The  Paralleling  of  Steam  Railways  by  Electric  Railways.. 

— The  Influence  of  Steam  Pressure  in  Turbine  Operation... 

— Electric  Railway  Express  at   Boston 

— Liability  for  Platform  Areas 

Annual  Meeting  of  the  New  England  Street  Railway  Club 

Meeting  of  the  Central  Electric  Railway  Association 

Indictments  for  New  York  Central  Wreck 

Directory  of  Electric   Railway  Associations 

Ft.  Wayne  &  Springfield  Single-Phase  Railroad.     (Illustrated).. 

Five-Cent  Fares    

Stations  on  the  Brighton  Beach  Line  of  the  Brooklyn  Heights 

Railroad  Company   

Car  Inspection.     By  Lee  W.  Jacques 

Track  Bonding.     By  Thomas   B.  McMath 

Car  Wheels  for  Interurban   and   City   Service.     By   C.    Skinner. 

(Illustrated)    

Trolley  Wheels.     By  M.   Baxter 

Values  of  Ties  of  Different   Materials 

Trials  of  an  Exhaust  Steam  Turbine  Plant 

Records  of  the  Purchasing  Department.  Denver  City  Tramway. 

(Illustrated)    

Long  Through  Routes  Offered   by  Chicago  Traction  Companies. 

i  Illustrated  I    


411 
411 
411 
412 
412 
412 
413 
414 
414 
415 
415 
416 
416 
417 
420 

420 

421 

422 

423 

425 
4  2.: 
426 


430 


Disagreement  on  Valuation  of  Cleveland  Electric  Railway 432 

Brooklyn  Rapid  Transit  Company  Claims  Overtax 433 

Des  Moines  Franchise  Decree  Filed 433 

Milwaukee   Electric   Railway   Service 434 

Answer  to  Petition  for  Reduced  Fare 434 

Form  for  Recording  Pile-Driving  Progress.     (Illustrated) 434 

Piping   and   Power    Station    Systems — XXXV.     By    W.    L.    Mor- 
ris.    (Illustrated)    435 

Recent   Electric    Railway    Legal    Decisions.     By   J.    L.    Rosen- 

berger    436 

News  of  the  Week — 

— Convention  of  Iowa  Associations  at  Clinton 438 

— Rapid  Transit  Affairs  in  New   York 438 

— Legislation  Affecting  Electric  Railways 438 

Construction   News — 

— Franchises    439 

— Incorporations    440 

— Track  and  Roadway 440 

— Power  Houses  and  Substations 442 

Personal  Mention   442 

Financial  News   443 

Manufactures  and  Supplies — 

—Rolling  Stock    444 

— Shops  and  Buildings 444 

— Trade   Notes    444 

-Advertising    Literature    445 

A    Method    for   Preventing    the    Derailment    of    Railway    Trains. 

(Illustrated)     445 

Portable  Motor-Driven  Air  Compressors.     (Illustrated) 446 


The  papers  and  discussions  at  the  meeting  of  the  Central 
Electric  Railway  Association  at  Dayton,  O..  on  Thursday  of 

this  week  were  all  on  subjects  of  the  great- 
Central  est  interest  to  the  practical  men  who  are 
Electric  Railway  directly  responsible  for  proper  operation 
Association.  and   maintenance   of   track   and   equipment. 

Reference  to  the  report  of  this  meeting, 
which  appears  elsewhere  in  this  issue,  will  indicate  a  number 
of  the  questions  to  which  special  attention  is  now  being 
given.  The  exchange  of  data  as  to  the  results  of  tests  and 
the  defects  developed  in  service  shows  that  there  is  need 
of  further  investigation  before  conclusions  of  wide  applica- 
tion can  be  drawn.  The  association  has  an  important  field 
for  its  work  and  the  interest  manifested  by  the  active  mem- 
bers representing  the  shop  and  track  departments  of  the 
electric  railways  is  extremely  gratifying. 


and  its  introduction  here  seems  to  be  warranted  where  double 
service  is  to  be  operated. 


Placing   the 
Trolley  Wire 
Off-Center. 


The  proposed  trolley  location  for  the  new  lines  of  the  Den- 
ver &  Interurban  Railway,  as  described  in  the  Electric 
Railway  Review  of  March  9,  1907,  page  321, 
is  undoubtedly  a  step  in  the  right  direction. 
The  cars  of  this  road  will  take  current 
direct  from  the  trolley  wire  at  11,000  volts 
pressure  and  steam  locomotives  will  draw 
freight  trains  over  a  portion  of  the  route.  By  reason  of  these 
conditions  it.  is  proposed  to  support  the  trolley  wire  (No. 
0000  grooved)  22  feet  above  the  tops  of  the  rails  and  not 
nver  the  center  of  the  track  but  above  a  line  just  outside 
one  rail.  Thus  can  a  short  bracket  arm  be  used  and  the  poles 
still  be  more  than  the  usual  distance  from  the  nearest  rail. 
Tin-   catenary    wires,    Insulators,  and,    in    ract,    the 

trolley    wire  and    all    its    supporting    members    will    lai 

.■■  tli<-  smoke  and  steam  from  locomotive  slacks.  With 
the  trolley  wire  at  one  side,  the  lives  of  trainmen  on  boa 
cars  will  not  be  endangered,  because  even  though  the  win- 
should  sag  for  some  reason  it  would  still  be  out  of  reach  of 
the  employe  unless  he  should  make  a  deliberate  attempt  ic. 
reach  for  it.     This  offset-trolley  construction  is  in  use  abroad 


Effect  of 
Scale  on  Heat 
Transmission. 


One  of  the  most  resourceful  subjects  for  discussion  in  steam 
engine  literature  has  been  that  of  the  reduced  economy  of 
steam  boilers  on  the  heating  surfaces  of 
which  scale  has  formed.  According  to  cir- 
cumstances, and  the  motives  of  the  speaker 
or  writer,  the  loss  in  economy  of  a  boiler 
having  one-sixteenth  inch  of  scale — of  any 
character — has  been  stated  at  anywhere  from  2  to  20  or 
even  30  per  cent;  the  general  opinion,  if  there  has  been  any. 
as  stated  in  the  technical  papers  and  textbooks,  is  probably 
about  15  per  cent  loss  for  each  sixteenth  inch  of  scale.  In 
the  earlier  discussions  of  boiler  scale,  the  effect  on  the  econ-' 
omy  of  the  boiler  has  'always  been  considered  as  affected 
simply  by  the  thickness  of  the  scale  without  any  thought  as 
to  its  composition,  or  structure.  The  tests  made  by  Prof. 
Edward  C.  Schmidt  on  this  subject  are  of  most  vital  interest 
to  all  users  of  steam  boilers,  and,  as  might  be  expected,  from 
a  large  number  of  tests,  it  has  been  found  that  the  loss  in 
economy  of  the  boiler  is  affected  more  by  the  structural  form 
of  the  scale  than  by  its  composition  or  thickness.  The  rea- 
sons for  these  results  should  be  evident  when  the  extremely 
low  conductivity  of  steam  and  water  in  a  stated  condition  are 
considered.  Nearly  all  solids  have  a  fairly  high  conductivity, 
while  the  more  porous  materials,  as  our  knowledge  of  pipe 
covi  rings  should  lead  us  to  infer,  have  a  much  lower  con- 
ductivity.  The  only  criticism  which  might  be  made  of  Pro- 
fessor Schmidt's  experiments  is  that  the  thickness  of  scale 
employed  was  rather  too  slight,  and  the  temperature  range 
ti».  limited.  In  spite  of  these  facts,  however,  the  experi- 
ments are  of  great  value,  as  they  indicate  clearly  that  the 
resistance  to  the  transmission  of  heat  is  dependent  more 
upon  the  structural  formation  of  the  seal'-  than  upon  its 
chemical  composition  and  thickness.  The  indications  are,  so 
Ear,  that  the  lighter  and  more  porous  scale  presents  the 
.■st  resistance  to  the  transmission  of  heat,  as  the  bi 


412 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  13. 


spaces  permit  the  formation  of  small  globules  of  superheated 
steam,  which  is  one  of  the  most  effectual  heat  non-conductors 
known.  The  loss  with  different  thicknesses  of  scale  was  not 
sufficiently  defined  to  permit  of  any  definite  conclusions,  but 
from  the  light  which  has  been  thrown  on  the  subject,  the 
loss  to  be  expected  from  one-sixteenth  inch  of  scale  may 
roughly  be  taken  at,  say,  8  per  cent. 


THE   PARALLELING   OF   STEAM    RAILWAYS   BY    ELECTRIC 
RAILWAYS. 


It  is  not  general   practice  to  ascertain  and  record  the  exact 
weights  of  new  cars.     Especially  is  this  true  when  new  roll- 
ing  stock   equipment   is   assembled    at    the 
Weighing  purchaser's     shops.      There     are     perhaps 

Cars  and  those  who  find  it  satisfactory  to  adjust  and 

Braking.  readjust  the  brake-rigging  on  new  cars  un- 

til the  wheels  do  not  slip  under  a  test 
application  of  the  brakes,  but  a  decidedly  more  accurate  and 
workmanlike  adjustment  could  be  had  if  the  exact  weight 
of  the  car  were  known.  If  the  weight  as  used  in  calculating 
the  lever-arms  of  the  rigging  happens  to  be  inaccurate,  then 
there  results  the  necessary  varying  of  the  air  pressure,  which 
again  confuses  the  solution  of  the  problem  of  correct  brak- 
ing percentage  and  uniform  applications  for  all  the  cars  of 
one  system.  To  those  who  would  consider  accurate  records 
of  the  weights  of  rolling  stock  as  "extra  refinements,"  we 
would  suggest  that  the  saving  in  brake  shoes  and  wheels 
would  undoubtedly  be  a  coveted  item  were  the  cautions 
observed. 


The    preparation    and     maintenance    of   an    up-to-date    set   of 
feeder   diagrams  including  both   positive   and  negative  lines. 

is  of  so  much  consequence  in  the  operation 
The  Use  of  a   large  city  trolley  system  that  it  is  a 

of  Feeder  little    surprising    that    so    many    interurban 

Diagrams.  roads  have  failed  to  realize  the  advantages 

of  doing  the  same  thing.  To  be  sure,  the 
feeder  arrangements  of  most  interurban  lines  are  extremely 
simple,  but  this  very  fact  makes  it  all  the  easier  to  rough 
out  in  a  loose  leaf  book  or  on  tracing  cloth  the  essential  par- 
ticulars of  the  current  supply,  including  the  number,  length 
and  size  of  overhead  and  return  circuits,  the  location  of  sec- 
tion insulators,  switches  or  circuit  breakers,  and  the  positions 
of  adjacent  telephones.  Diagrams  of  this  kind  in  inter- 
urban railway  practice  are  exceedingly  useful  in  more 
ways  than  one,  and  if  they  are  made  up  in  sizes  which 
can  be  comfortably  carried  in  the  pocket,  so  much  the 
better.  Even  In  single  phase  practice  it  is  advantageous  to 
have  diagrams  at  hand  for  ready  reference  showing  the  size  of 
transformer  taps  where  such  exist,  the  location  and  cross 
section  of  copper  return  cables,  the  points  in  the  catenary 
messenger  wire  where  repairs  may  have  been  made,  localiza- 
tion of  trolley  breaks,  etc.  On  direct  current  roads  it  fre- 
quently happens  that  the  growth  of  traffic  requires  the  in- 
stallation of  additional  feeder  capacity  differing  in  size  from 
the  original  layout,  and  it  Is  most  essential  that  an  accurate 
record  be  maintained  of  all  such  changes.  Otherwise,  mis- 
taken conclusions  are  liable  to  be  drawn  in  studying  the 
conditions  of  power  distribution  and  consumption.  Nothing 
short  of  a  complete  and  correct  diagram  showing  the  exact 
number  of  feet,  the  kind  of  wire  and  the  size,  including  the 
trolley,  at  all  points  of  the  road  should  be  sought.  The  line 
and  track  foremen,  the  electrical  engineer's  department  and 
the  superintendent  all  would  find  these  data  time-saving  and 
helpful.  It  would  be  useful  not  only  in  regular  operating 
work,  but  in  placing  quick  orders  for  repairs,  and  in  making 
the  annual  inventory  of  the  road's  physical  property.  The 
arrangement  of  interurban  feeders  may  be  simple,  but  it  is 
surprising  how  many  varieties  of  copper  and  aluminum  some- 
times find  their  way  into  the  overhead  circuits  of  a  single 
road. 


The  decision  of  the  appellate  division  of  the  supreme  court 
of  New  York  state  ordering  the  state  railroad  commission 
to  grant  a  certificate  of  convenience  and  necessity  to  the 
Rochester  Corning  &  Elmira  Traction  Company,  which  was 
reported  in  the  Electric  Railway  Review  of  March  23,  1907, 
page  403,  is  perhaps  most  interesting  and  important  for  the 
strength  of  its  reasoning.  The  certificate  had  been  denied  at 
the  time  of  application  on  the  ground  that  the  Erie  Railroad 
already  met  all  the  transportation  needs  of  the  territory  in 
which  the  electric  company  proposes  to  operate.  In  the  ab- 
stract, there  would  seem  to  be  little  in  the  law  to  prevent  an 
electric  railway  company  from  building  alongside  of  a  steam 
railway  as  well  as  anywhere  else.  But  New  York  has  a 
statute  which  prohibits  a  railroad  corporation  from  construct- 
ing a  road  until  the  railroad  commissioners  certify  that  "pub- 
lic convenience  and  necessity"  require  it.  It  is  this  statute 
which  called  for  this  decision. 

Connecticut  also  has  a  statute,  section  8  of  chapter  169 
of  the  public  acts  of  1893,  which  provides  that  no  street  rail- 
way shall  be  built  or  extended  from  one  town  to  any  other 
in  the  public  highways,  so  as  to  parallel  any  other  street  rail- 
way or  steam  railroad,  without  a  judicial  finding  that  public 
convenience  and  necessity  require  its  construction.  The  su- 
preme court  of  errors  of  Connecticut  says,  in  re  the  applica- 
tion of  the  Shelton  Street  Railway  Company,  69  Connecticut 
Reports  626,  that  in  this  statute  the  "public  convenience  and 
necessity"  sufficient  to  "require  the  construction  of  such  street 
railway,"  means  a  condition  existing  at  the  time  of  the  appli- 
cation, in  respect  to  the  applying  railroad,  the  mode  of  public 
travel,  the  manner  in  which  those  needs  are  to  be  supplied, 
and  the  probable  effect  of  the  proposed  road  upon  the  whole 
question  of  adequately  supplying  those  needs,  as  well  as  in 
respect  to  the  road  proposed  to  be  paralleled,  that,  in  the  judg- 
ment of  the  trier,  will  justify  the  interference  with  private 
rights  involved.  Railroad  companies  chartered  by  the  legis- 
lature have  expended  large  sums  of  money  in  the  construc- 
tion of  their  roads,  which  are  practically  wasted  unless  the 
road  can  be  used  without  loss  for  the  transportation  of  pas- 
sengers and  freight.  It  is  obviously  for  this  reason  that  the 
provisions  of  section  8  were  incorporated  into  the  general  act, 
and  so  a  legal  right  given  to  existing  roads  to  protection 
against  a  certain  kind  of  parallel  road,  when  the  construction 
of  such  road  is  not  shown  to  be,  under  all  the  existing  condi- 
tions, of  public  convenience  and  necessity.  For  the  protection 
of  such  legal  rights  an  existing  road  may  apply  to  the  courts. 

In  the  case  of  the  Chicago  &  Milwaukee  Electric  Railroad 
Company  versus  the  Chicago  &  Northwestern  Railway  Com- 
pany, 211  Illinois  Reports,  352,  5  Street  Railway  Law,  266,  it 
was  conceded  that  a  railroad  company  cannot  appropriate  or 
condemn  a  strip  off  of  the  right  of  way  of  another  railroad 
company  longitudinally.  But  the  court  was  disposed  to  the 
view  that  the  authorities  announcing  the  doctrine  that  one 
railroad  company  cannot  condemn  longitudinally  the  right 
of  way  of  another,  had  reference  only  to  the  right  of  way  of 
the  width  which  the  railroad  company  is  authorized  by  the 
statute  to  condemn.  A  50-foot  strip  of  land  owned  by  the  rail- 
way company  and  adjoining  its  99-foot  strip,  but  being  no  part 
of  it,  was  not  exempt  from  condemnation  on  the  theory  that 
it  was  part  of  the  right  of  way.  If  it  were  within  the  99-foot 
strip,  it  would  be  exempt,  whether  actually  needed  by  the 
owner  for  railroad  purposes  or  not,  so  long  as  the  owner  was 
engaged  in  the  business  for  which  it  was  chartered.  Being 
outside  the  99-foot  strip,  the  question  of  its  exemption  de- 
pended upon  other  considerations.  It  being  evident  that  the 
railway  company  owning  it  did  not  need  it  then,  and  would 
not  need  it  in  the  immediate  future,  while  the  electric  rail- 
road company  needed  it  then  for  a  present  public  purpose,  for 
which  it  had  the  power  to  acquire  a  right  of  way  by  condem- 
nation, the  remote  and  uncertain  needs  of  the  railway  com- 


March  30.  1907.                                              ELECTRIC    RAILWAY    REVIEW  413 

pany  owner  must  yield  to  the  present  and  certain  right  of  the  the  turbine  which  is  most  efficient  and  produces  the  largest 

electric  railroad  company.                               "  results  for  the  least  money. 

These  decisions,  taken  together,  state  pretty  fairly  the  Of  course,  increasing  the  steam  pressure  will  also  de- 
law  on  this  subect,  if  they  do  not  make  it.  They  are  also  crease  the  steam  consumption  of  the  turbine,  for,  with  a  given 
equitable  and  just,  and  leave  comparatively  little  to  be  desired  terminal  pressure,  more  heat  units  are  converted  into  work, 
as  far  as  they  go.  Monopolies,  it  must  be  remembered,  are  but  this  alone  cannot  be  considered,  for  the  relative  economy 
in  general  obnoxious  to  the  law  and  to  the  courts.  But  the  of  the  boiler,  and  the  increased  cost  of  boilers,  piping  and  tur- 
latter  believe,  as  the  supreme  court  of  Illinois  said  in  the  case  bine  must  be  considered  as  well.  The  more  rapid  deteriora- 
of  the  Central  City  Horse  Railway  Company  versus  the  Fort  tion  of  the  boilers  and  piping  under  high  pressure  must  also 
Clark  Horse  Railway  Company,  81  Illinois  Reports,  523,  that  be  borne  in  mind,  though  these  cannot  easily  be  reduced  to 
competition,    an    honest,    healthy    competition,    is    productive  actual  figures. 

of  good.     At   the   same   time,    the  court   adds   that   the    law  An  operating  feature  which  is  worthy  of  the  most  careful 

affords  no  aid  to  that  kind  of  competition  which  claims  the  consideration  is  the  reduced  danger  of  accidental  contact  of 

right    to    crush    a    competitor    in    order    to    advance    a    rival  the  blades  when  low  steam  pressure  is  used,  partly  because 

interest.  of  the  reduced  length  of  the   shell  which  reduces  the  diffi- 

~  culties  experienced  from  unequal  expansion  and  contraction 

THE    INFLUENCE    OF    STEAM    PRESSURES    IN    TURBINE  and  warping,  but  chiefly  because  of  the  greater  stiffness  of 

OPERATION.  the  spindle,  which  materially  lessens  the  "whipping."     As  a 

certain  thickness  of  the  metal  of  the  spindle  is  required  to 

There  are  certain  considerations,  both  in  the  design  and  hold  the  blades,  and  this  thickness  must  be  greatly  exceeded 
operation  of  reaction  steam  turbines,  which  cast  a  doubt  on  in  spindles  of  small  diameter  and  considerable  length  to  give 
the  advisability  of  selecting  the  highest  pressures.  The  tend-  the  desired  stiffness,  the  spindle  will  be  considerably  light- 
ens in  design  has  been  very  much,  for  a  time  at  least,  ened  by  the  use  of  low-pressure  steam,  thus  reducing  the 
toward  the  increasing  of  steam  pressures,  a  practice  which  Pressure  on  the  bearings,  which  will  consquently  be  sub- 
without  question  was  the  natural  result  of  the  experience  Jected  to  less  wear,  and  assist  in  assuring  that  the  shaft 
gained  with  multiple  stage  expansion  in  reciprocating  engines.  always  rests  on  an  oil  film. 

Also,  the  theory  of  the  turbine,  if  not  minutely  investigated,  An   examination   of  all   the  information   available   shows 

leads  to  the  too  broad  conclusion  that  the  steam  turbine  is  that  tne  evaporation  per  pound  of  coal  is  about  7%  per  cent 

particularly  well  adapted  to  the  use  of  extremely  high  pres-  higher  in  a  boiler  operating  at  100  pounds  per.  square  inch 

sures.     This   is,   however,  not  a  fact,   if  all   things   are   con-  S^ge  pressure  than  in  a  boiler  working  at  2S5  pounds  gauge, 

sidered,  the  truth  being  that  the  turbine  is  more  particularly  Provided  that  all  the  other  conditions  except  the  steam  pres- 

adapted  to  the  economical  use  of  low-pressure  steam,  while,  sure  are  tne  same  ln  botn  cases- 

within  reasonable  limits,  the  reverse  is  true  of  the  reciprocat-  In   the  accompanying  table  are  shown   the   comparative 

.        _n„:_„  results  of  turbine  and  boiler  combined  for  pressures  of  100, 

■**-*&      "11  (3  111".  i              j_      •                          -i 

A  statement  which  may  at  first  appear  rather  broad,  and  15°-  225  and  285  ?ounds  Sauge-     Tne  suPerheat  ™  each  case 

at  the  same  time  novel,  is,  that  the  cost  of  construction  of  a  is  10°  deSrees  F-     The  stePs  for  arriving  at  these  figures  are 

,  .                         ,                 ..       ,  .     .,                         .     .  not  given  here  for  lack  of  space,  but  it  will  suffice  to  say  that 

steam  turbine  is  inversely  proportional  to  the  square  root  of  uu'-  >='vc"  "clc  l"'  la^°-  *"■  "''"  "'                                            * 

^.      .   ...   ,                   ,                ,..,,,        „  .           .     .  they  are  based  on  the  principles  set  forth,  and  from  them  they 

the  initial  steam  volume,  and  that  the  efficiency  is  to  a  meas-  LUC->  alc  "a=c"  ""  >-"c  »»«««  v  = 

urable  degree  also  a  function  of  the  volume.     The  reasons  for  can  easily  be  deduced. 

...  .,  ..         ,.  .    ..       ..   .  .     ,,  Gauge    pressure,     pounds 100         150         225         285 

this   are   that   the   diameter   of   the   high-pressure    spindle   is  Relative    evaporation    of    boiler.    Water 

directly  proportional  to  the  square  root  of  the  initial  steam  per  pound  of  coal 1.03       1.00       .97        .955 

,                    ,.,               ,,           .              ,       .           .  .  ,    ,        .      ,.        .,  British       thermal       units,       theoretically 

volume,  and  the  work  done  by  each  ring  of  blades  is  directly  available     in     turbine.    One    pound, 

proportional  to  the  square  of  the  blade  velocity,  and  hence,  absolute,  back  pressure. 317        339        367        381 

.                ,            „                  „,,,.,,,.,                               ,..  Initial    volume    of    one    pound    of    steam 

the  number  of  rows  of  blades  in  the  high-pressure  turbine  is  jn  cubic  feet 4.6       3.2         2.3o      1.85 

inversely    proportional    to    the    initial    volume.     Further,    the  Relative  steam  consumption  of  turbine..     1.04      1.00         .98        .94 

Relative  cost  of  construction  of  turbine.       .90      1.00        1.10      1.20 

cost  in  excess  of  a  certain  fixed  cost  for  the  governor  bearings  Relative      diameter      of      high-pressure 

and   shell   is  nearly   directly   proportional   to  the  number  of  spindle 1.24      1.00         .84       .72 

__  .,       ,                     ,           ...  Relative  length  of  high-pressure  spmdle.       .60      1.00        1.50      2.15 

blades  in  the  turbine.     While  these  are  the  principal  reasons  Relative     stiffness   of   spindle     to   resist 

for  the  statements  made,  there  are  many  others  of  minor  im-  •whipping" 6.4       1.00         .177      .037 

Relative    coal     consumption    of     turbine 
portance   which   would  take  far  more  space  to  explain   than  and  boilers  combined 99      1.00        1.00      1.01 

can  be  given  at  this  time,  and  for  the  present  they  are  not  As  will  be  observed  by  an  examination  of  the  table,  all 
essential  to  the  argument,  though  they  have  been  given  due  results  have  been  compared  with  the  turbine  and  boiler  oper- 
weight  in  the  comparisons  presented  herewith.  ating  at  150  pounds  per  square  inch  gauge  pressure,  as  this  is 
A  glance  at  some  of  the  tendencies  of  reaction  turbine  probably  the  most  generally  used  pressure  at  present.  A 
design  and  practice  bear  out  these  statements,  as,  for  in-  further  examination  shows  that  the  cost  of  the  turbine  de- 
stance,  the  design  of  the  double-flow  turbines,  in  which  the  signed  for  100  pounds  gauge  pressure  would  be  but  approxi- 
high-pressure  spindle  is  entirely  dispensed  with,  and  is  re-  mately  90  per  cent  of  the  150-pound  turbine,  while  the  turbine 
placed  by  a  high-pressure  impulse  turbine,  the  exhaust  of  designed  for  285  pounds  would  cost  about  20  per  cent  more, 
which  is  utilized  in  the  usual  low-pressure  reaction  turbine.  while,  when  all  is  taken  into  consideration,  the  coal  consump- 
In  marine  practice,  a  similar  condition  is  found,  as  well  as  tion  for  the  low-pressure  turbine  would  probably  be  about  2 
in  a  large  part  of  the  European  reaction  turbines  installed  in  per  cent  less  than  that  for  the  turbine  built  for  285  pounds 
stationary  practice.  In  these  cases,  what  is  equivalent  to  pressure.  The  most  vital  point  to  be  observed,  however,  is 
the  employment  of  an  impulse  turbine  is  obtained  by  using  the  relative  lengths  and  stiffness  of  the  spindles,  that  of  the 
low  steam  pressure,  or  throttling  the  high-pressure  steam,  low-pressure  turbine  being  but  about  one-fourth  as  long,  and 
thus  further  superheating  it,  and  causing  the  desired  increase  150  times  as  stiff,  as  that  of  the  turbine  designed  for  285 
in  volume.  Further,  the  fact  that  small  reaction  turbines  are  pounds  pressure.  This  alone  would  be  a  great  inducement 
not  constructed  for  moderate  speeds  is  another  indication  of  to  use  lower  steam  pressure,  as  it  would  permit  slightly 
the  truth  of  the  principles  stated,  for  in  the  latter  case  the  smaller  radial  clearances,  and  at  the  same  time  reduce  the 
cost  of  construction  with  small  steam   volumes  is  prohibitive.  danger  of  accidental  contact. 

In  all  these  cases,  the  chief  object  is  the  reduction  of  the  cost  There  is,  however,  an  increase  in  economy  with  red 

of  construction,  and,  incidentally,  a  small  gain   in  efficiency.  pressure,  not  only  in  coal  consumption,  but  throui 

It  should  be  borne  in  mind  that  it  is  the  low-pressure  end  of  reduction    in    boiler    piping   and   turbine   costs,    which 


414 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  Xo.  13. 


reduced  depreciation  and  maintenance,  while  the  cost  of  re- 
pairs should  also  be  far  less  than  when  high  pressures  are 
employed.  The  reduction  of  maintenance  charges  and  in- 
creased safety  of  operation  of  the  turbine  are  the  principal 
points  of  advantage,  since  the  increase  in  economy  is  not  of 
itself  sufflcienl  to  induce  the  adoption  of  lower  pressures. 
The  only  object  of  going  into  the  cost  and  economy  of  the 
turbine  so  completely  is  to  show  that  there  need  be  no  fear 
of  reduced  economy  by  reduced  steam  pressure.  Low  pres- 
sure and  higher  superheat  are  the  lines  along  which  the  reac- 
tion turbine  should  develop,  and,  in  some  designs  of  turbine. 
an  increase  in  the  degree  of  superheat  will  show  far  greater 
gains  than  indicated  here,  as  the  "water-brake"  action  which 
detracts  from  the  efficiency  at  certain  loads  would  almost  if 
not  wholly  disappear.  It  is  not  intended  in  the  suggestion 
regarding  the  use  of  superheat  to  advocate  the  extremely 
high  temperatures  sometimes  found  in  practice,  but  simply 
as  the  temperature  of  the  saturated  steam  decreases  with 
diminished  pressure,  the  degree  of  superheating  may  be  in- 
creased an  amount  equal  to  the  difference  in  the  saturation 
temperatures. 


ELECTRIC    RAILWAY    EXPRESS    AT    BOSTON. 


The  application  of  the  Boston  Elevated  Railway  Com- 
pany to  the  Boston  city  government  for  the  right  to  carry 
freight  and  express  matter  on  its  system,  points  the  way 
toward  a  general  realization  in  Massachusetts  of  the  possi- 
bilities of  the  electric  roads  in  the  work  of  handling  light 
merchandise.  The  large  urban  systems  of  the  east  have 
been  somewhat  conservative  in  their  attitude  toward  the  ex- 
press business,  perhaps  because  of  the  importance  of  their 
dense  passenger  traffic  and  the  lack  of  uniform  practice  on 
other  roads  doing  a  parcel  business  in  other  parts  of  the 
country.  The  influence  of  local  suburban  express  companies 
has  also  been  hostile  to  this  enlargement  of  scope  by  electric 

roads. 

Experience  in  light   freight   handling  in   the  middle  wes- 

has  shown  how  valuable  such  a  service  can  be  in  the  vicinity 
of  large  cities,  and  in  Xew  England  there  is  now  a  decided 
tendency  toward  the  establishment  of  such  traffic.  In 
Massachusetts  a  number  of  companies  have  applied  to  the 
municipal  authorities  for  consent  to  carry  freight,  and  are 
doing  so  under  the  regulations  of  the  railroad  commission. 
The  Old  Colony  Street  Railway  is  distributing  many  parcels 
in  the  territory  between  Brockton,  Providence.  Fall  River 
and  Xew  Bedford  to  the  great  convenience  of  the  public 
and  the  larger  employment  of  its  equipment.  At  Conway. 
Mass..  an  electric  line  connecting  with  the  Fitchburg  division 
of  the  Boston  &  Maine  Railroad  is  empowered  by  a  special 
charter  to  carry  every  kind  of  freight.  It  has  been  pointed 
out  that  it  is  a  great  saving  to  the  inhabitants  of  that  hilly 
region  to  have  their  coal  and  other  heavy  merchandise  hauled 
by  electricity,  and  there  is  no  doubt  that  in  this  case  the 
public  interest  is  served  by  the  granting  of  the  fullest  trans- 
portation privileges.  In  Maine,  the  Atlantic  Shore  Line  is 
handling  important  electric  freight  service  in  the  region  be- 
tween Portsmouth.  Dover  and  Kennebunkport.  and  the  Bos- 
ton &  Worcester's  grant  of  permission  to  do  a  freight  business 
is  one  of  the  most  recent  developments  in  the  field. 

Obviously  a  freight-carrying  privilege  is  worth  compar- 
atively little  to  an  electric  road  unless  it  can  receive  and  de- 
liver merchandise  at  some  fairly  central  point  in  the  termi- 
nal cities  in  which  its  passengers  are  deposited.  The  atti- 
tude of  the  large  urban  companies  in  large  measure  decides 
the  feasibility  of  express  service  in  any  thickly  settled  local- 
ity. The  objection  that  such  service  is  liable  to  interfere 
with  the  regular  passenger  traffic  does  not  hold  much  weight, 
for  the  reason  that  the  freight  service  can  generally  be  de- 
flected from  the  main  lines  of  city  travel,  and  a  large  part 
of  the  business  can  be  handled  in  the  night  or  early  morn- 
ing.     The  present  methods  of  hauling  farm  and  market  gar- 


den  products   into  cities  in  the  early  morning  by  horses  and 
vragonE   whos<  larallel  the  idle  tracks  of  many  trolley 

lines  are  entirely  out  of  touch  with  the  progressive  spirit  of 
the   times. 

The  private  local  express  company  is  really  a  develop- 
ment of  the  system  whereby  individuals  go  shopping  for 
their  neghbors  and  return  home  laden  with  bundles;  it  is 
relatively  expensive,  infrequent  and  on  the  whole  unequal 
to  the  demands  of  the  times  for  speed.  The  use  of  the 
trolley  lines  as  light  freight  carriers  enables  orders  to  be 
filled  much  more  rapidlv.  and  to  this  extent  cuts  into  the 
i sites  of  the  local  expresses;  but  it  is  certain  that 
the  enlargement  of  facilities  for  freight  handling  by  electric 
cars  is  such  a  public  benefit  that  it  is  poor  policy  to  stifle 
competition  by  refusing  electric  roads  freight-handling  rights 
in  the  interests  of  the  horse-drawn  expresses.  Doubtless 
it  is  wise  in  most  cases  to  limit  the  matter  which  can  be 
handled  to  materials  other  than  explosives  and  bulky  or  very 
low-grade  freight  which  can  always  be  most  profitably  hauled 
on  the  smoother  profiles  of  the  steam  railroads,  but  a  liberal 
elasticity  in  the  list  of  light  merchandise  which  is  permitted 
for  trolley  transit,  works  to  the  lasting  convenience  of  the 
shipping  public. 


LIABILITY    FOR    PLATFORM    AREAS. 


The  full  bench  of  the  supreme  court  of  Massachusetts  re- 
cently ruled  that  the  Boston  Elevated  Railway  Company  is 
liable  for  damages  in  case  of  injury  to  its  passengers  result- 
ing from  crowded  platform  areas,  with  particular  reference 
to  the  Sullivan  Square  terminal.  It  was  claimed  that  the 
platform  was  too  small  for  the  accommodation  of  the  passen- 
who  could  be  and  were  delivered  upon  it.  and  the  com- 
pan]  was  criticized  for  "continuing  to  assemble  on  its  plat- 
forms at  certain  hours  of  the  day  such  large  crowds,  neces- 
sarily going  in  opposite  directions,  that  those  on  the  outside. 
li  spite  of  all  they  can  do.  are  carried  off  the  platform  into 
the  trench  in  which  the  tracks  are  laid." 

Peculiar  rulings  on  transportation  service  have  often 
been  made  by  this  court,  and  this  one  seems  to  be  no  excep- 
tion. The  one  substantial  fact  which  persons  outside  the 
street  railway  business  never  seem  to  be  able  to  grasp  is  the 
physical  impossibility  of  handling  all  the  traffic  of  a  great 
city  in  the  rush  hours  without  crowding  of  streets,  stations 
and  cars.  The  public  as  a  whole  simply  cannot  realize  the 
burden  which  the  common  desire  of  everybody  to  go  home 
within  an  hour  or  two  of  the  same  time  throws  upon  even 
the  best  organized  transportations  systems.  A  company 
may  spend  hundreds  of  thousands  of  dollars  upon  its  extra 
rolling  stock,  its  stations  and  its  operating  organization;  if 
may  employ  scores  of  inspectors  with  police  powers  to  cope 
with  the  avalanche  of  travel  which  chokes  its  lines  between 
5  and  6  p.  m.  on  business  days,  but  no  known  method  exists 
of  enforcing  courtesy  in  the  individual  passenger.  The  Sulli- 
van Square  terminal  is  probably  the  largest  single  electric 
railway  station  in  the  world,  and  its  liberal  dimensions  are 
the  object  of  instant  comment  of  transportation  experts.  If 
it  were  to  be  rebuilt  it  is  doubtless  true  that  the  experience 
of  nearly  six  years  of  operation  would  suggest  the  impor- 
tance of  separating  opposing  streams  of  passenger  move- 
ment— and  the  plans  for  the  Dudley  Street  and  Forest  Hills 
terminal  changes  suggest  this;  but  considering  the  volume 
of  traffic  which  has  passed  through  this  station  in  the  past 
six  years  the  low  accident  record  is  certainly  one  for  con- 
gratulation. Far  more  than  500,000  persons  a  week  pass 
through  Sullivan  Square  terminal,  and  if  a  traffic  of  this 
magnitude  is  at  times  congested  by  the  typical  American 
desire  to  annihilate  the  distance  between  surface  cars  and 
trains  connecting  by  free  bodily  transfer  on  the  same  level, 
the  mere  matter  of  a  few  square  feet  more  or  less  of  platform 
space  is  not  going  to  solve  the  problem. 


.March  30.  1907 


ELECTRIC    RAILWAY    REVIEW 


415 


ANNUAL     MEETING     AND     DINNER     OF    THE     NEW     ENG- 
LAND   STREET    RAILWAY    CLUB. 


One  of  the  most  efficient  and  active  technical  societies 
in  the  country  composed  of  street  railway  men  is  the  New 
England  Street  Railway  Club,  which  held  its  seventh  annual 
meeting  and  dinner  at  the  Hotel  Somerset,  Boston,  on  Thurs- 
day of  the  present  week.  The  club  has  a  membership  of  620 
and  the  attendance  at  the  dinner  reached  the  exceptional 
number  of  400.  Xothing  could  more  certainly  indicate  the 
importance  of  the  industry  and  the  scope  of  its  operations 
than  the  high  character  and  ability  of  the  men  who  were 
gathered  together  on  the  occasion. 

The  business  meeting  of  the  club  was  held  in  the  after- 
noon and  was  devoted  chiefly  to  the  election  of  officers,  which 
resulted  as  follows: 

President — Henry   C.   Page,   Springfield,   Mass. 

Vice-Presidents — M.  C.  Brush,  Newtonville,  Mass.;  Hora- 
tio Bigelow,  Norwich,  Conn.;  J.  Brodie  Smith,  Manchester, 
X.  H.;  P.  H.  Foote.  St.  Albans,  Vt;  D.  F.  Sherman,  Provi- 
dence, R.  I.;   E.  A.  Newman,  Portland,  Me. 

Secretary — John  J.  Lane,  Boston,  Mass. 

Treasurer — N.  L.  Wood,  Boston,  Mass. 

Executive  Committee — Paul  Winsor,  Boston,  Mass. ;  W. 
D.  Wright,  Providence,  R.  I.;  C.  H.  Hile,  Boston,  Mass.;  John 
F.  McCabe,  Worcester,  Mass.;  E.  A.  Sturgis.  Boston,  Mass.; 
Charles  C.  Peirce,  Boston,  Mass.:  George  C.  Ewing,  Boston, 
Mass. 

The  new  president,  Henry  C.  Page,  has  been  engaged 
in  street  and  electric  railway  work  for  many  years.  He  is 
about  43  years  of  age,  and  22  years  ago  went  to  work  for 
the  Lynn  &  Boston  Street  Railway,  running  a:  car  from  Chel- 
sea to  Boston.  He  served  for  three  years  as  conductor,  and 
was  then  rapidly  promoted  until  he  was  placed  in  complete 
charge  of  the  schedule  arrangement  and  car  dispatching  of 
the  company.  He  made  such  a  success  of  this  that,  after  the 
Boston  &  Northern  Street  Railway  Company  was  formed,  tak- 
ing over  many  lines,  he  soon  became  its  general  superin- 
tendent, in  charge  of  450  miles  of  track.  His  particular  suc- 
cess on  this  road  lay  in  his  method  of  handling  employes,  and 
his  arrangements  of  the  schedules.  About  four  years  ago 
he  took  the  position  of  general  manager  of  the  Berkshire 
Street  Railway  Company  at  Pittsfield,  Mass.  He  remained 
there  until  June,  1905,  when  the  Consolidated  Railway  Com- 
pany secured  the  property,  as  well  as  the  Springfield  Street 
Railway,  and  Mr.  Page  was  appointed  general  manager  of  the 
latter  system,  which  position  he  now   holds. 

The  dinner  and  social  features  in  the  evening  were  in 
charge  of  two  committees,  a  committee  of  arrangements,  of 
which  Charles  C.  Peirce  was  chairman,  and  a  reception  com- 
mittee, of  which  M.  C.  Brush  was  chairman.  This  is  equiva- 
lent to  saying  that  matters  were  well  arranged.  Readers  of 
the  Electric  Railway  Review  know  that  Mr.  Peirce  has  no 
equal  in  either  arranging  or  entertaining.  The  efforts  of 
both  committees  were  made  all  the  more  effective  by  the 
assiduous  labors  of  J.  J.  Lane,  the  secretary  of  the  club  and 
the  editor  of  its  publication,  the  Street  Railway  Bulletin. 

The  after-dinner  speaking  was  serious  and  impressive. 
John  I.  Beggs,  president  of  the  American  Street  and  Inter- 
urban  Railway  Association,  discussed  the  relation  of  the  work 
of  the  club  and  similar  bodies  to  that  of  the  American  asso- 
ciation and  its  affiliated  organizations.  He  also  spoke  with 
emphasis  of  the  present  attitude  of  the  public  toward  street 
railway  corporations,  and  of  the  need  which  the  present 
crista  creates  for  the  most  careful  attention  on  the  part  of 
street  railway  managers  to  see  to  it  that  no  cause  should 
be  given   for  dissatisfaction  on  the  part  of  the  public. 

Hon.  George  T.  Blackstock  of  Toronto,  who  made  such 
a  profound  impression  with  the  speech  which  he  delivered 
at  the  Philadelphia  convention  in  1905,  was  the  next  speaker. 
He  delivered  an  oration,  rather  than  a  post-prandial  speech, 
which  was  remarkable  for  its  finished  diction,  wide  range 
of  thought  and  lofty  spirit.  It  dealt  with  the  commercial 
and  political  relations  between  Canada  and  the  Cnited  States 


and  with  the  need  for  the  prosperous  people  on  the  North 
American  continent  to  think  more  of  the  other  things  in  life 
than  mere  money  making  and  pleasurable  dissipations. 

Rev.  Willard  Scott,  D.  D.,  of  Worcester,  Mass.,  showed 
that  he  was  a  witty  man  of  the  world,  as  well  as  an  ear- 
nest teacher  of  religion,  by  a  speech  that  taught  moral  les- 
sons while  at  the  same  time  it  kept  his  auditors  smiling  when 
they  were  not  shaking  with  laughter. 

Guy  Murchie,  of  the  legal  department  of  the  Boston  & 
Worcester,  presided  gracefully  as  toastmaster.  The  evening 
closed  with  a  rising  vote  of  thanks  to  Chairman  Peirce  and 
his  assistants  for  the  successful  manner  in  which  they  had 
provided  for  the  entertainment. 


MEETING  OF  THE  CENTRAL  ELECTRIC   RAILWAY  ASSO- 
CIATION. 


The  regular  meeting  of  the  Central  Electric  Railway 
Association  was  held  at  the  Hotel  Algonquin,  Dayton.  O.,  on 
March  2S.  The  first  session  was  called  to  order  at  11:25 
a.  m.  by  the  president,  H.  A.  Nicholl,  about  70  members  of 
the  association  being  present. 

E.  C.  Spring  made  a  short  address  congratulating  the 
new  president,  to  which  Mr.  Nicholl  made  an  appropriate 
reply,  and  the  association  then  proceeded  to  the  regular  or- 
der of  business.  After  minutes  of  the  meeting  held  at  Indian- 
apolis on  January  24,  last,  had  been  read  and  approved,  T.  B. 
McMath  read  a  paper  entitled  "Track  Bonding."  This  paper 
and  a  summary  of  the  discussion  upon  it  will  be  found  on 
page  4J_. 

The  next  business  was  the  paper  on  "Car  Wheels,"  by 
C.  Skinner.  This  paper  and  an  abstract  of  the  discussion  will 
be  found  on  page  423. 

The  session  was  then  adjourned  until  after  lunch.  On 
again  calling  the  meeting  to  order  at  2:40  p.  m.,  the  chair 
announced  the  appointment  of  committees  as  published  in 
the  Electric  Railway  Review  for  March  23,  1907,  page  395, 
and  also  the  appointment  of  the  following  executive  commit- 
tee: H.  A.  Nicholl,  Indiana  Union  Traction  Company.  Ander- 
son, Ind.;  E.  C.  Spring,  Dayton  Covington  &  Piqua  Traction 
Company,  West  Milton,  O.:  C.  C.  Reynolds,  Terre  Haute 
Indianapolis  &   Eastern,  Indianapolis. 

The  paper  on  "Trolley  Wheels,"  by  M.  Baxter,  was  then 
read.     This  paper  and  the  discussion  will  be  found  on  page 

L.  W.  Jacques  then  read  a  paper  on  "Car  Inspection," 
which,  together  with  the  discussion,  will  be  found  on  page 
421. 

A.  A.  Anderson  ( Indianapolis  Columbus  &  Southern), 
chairman  of  the  committee  on  "Express  Contracts,"  reported 
that  because  of  lack  of  time  only  a  progress  report  could 
be  submitted. 

George  Whysall  (Columbus  Delaware  &  Marion)  stated 
that  his  company  recently  had  made  a  contract  with  the 
Wells-Fargo  Express  Company  on  a  tonnage  basis,  but  with 
an  increased  allowance  according  to  valuation  of  shipments, 
which  gave  his  company  1U  times  local  freight  rates  on 
local  business  and  regular  freight  rates  on  through  business. 
Employes  operating  express  cars  were  paid  by  the  express 
company,  and  wages  of  employes  operating  cars  used  jointly 
were  equally  divided  between  the  express  and  the  railway 
companies. 

R.  C.  Taylor  (Indiana  Union  Traction  Company),  chair- 
man of  the  committee  on  "Lighter  Cars,"  reported  progress, 
and  stated  that  a  request  for  data  as  to  capacity,  weight, 
etc.,  of  cars  now  used  would  soon  be  issued. 

H.  N.  Staats  (Cleveland),  chairman  of  the  committee  on 
"Insurance,"  submitted  the  following  report,  which  was  ac- 
cepted and  ordered  filed: 

During  the  past  two  years  extensive  investigations  have 
been  made  relative  to  the  best  plans  for  promoting  the  inter- 
ests of  traction  companies  and  electric  light  and  power  com- 
panies, along  the  lines  of  insurance. 

As  a  result  of  these  investigations,  the  American   Rail- 


416 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  13. 


way  Insurance  Company  of  Cleveland,  O.,  has  been  incorpo- 
rated and  organized  with  a  capital  and  surplus  of  $500,000. 
The  officers  and  directors  of  the  company  are  men  repre- 
senting railway,  light  and  power  companies,  and  the  busi- 
ness of  the  company  will  be  confined  exclusively  to  these 
interests. 

In  addition  to  the  American  Railway  Insurance  Company 
there  has  been  incorporated  the  Traction  Mutual  Insurance 
Company  and  the  Electric  Mutual  Insurance  Company.  These 
companies  will  co-operate  with  the  American  Railway  Insur- 
ance Company. 

In  the  opinion  of  your  committee,  all  the  members  of 
the  Central  Electric  Railway  Association  may  be  profitably 
consolidated  into  one  organization,  to  the  extent,  at  least, 
of  the  insurance  of  their  properties  against  destruction  or 
damage  by  fire.  We  approve  the  plan  of  insurance  adopted 
by  the  companies  named  and  recommend  the  earnest  co- 
operation of  every  road  connected  with  the  Central  Electric 
Railway  Association. 

The  chair  then  announced  that  the  next  meeting  of  the 
association  would  be  held  at  Indianapolis  on  May  23  next. 

W.  H.  Evans  (Indianapolis  Traction  &  Terminal)  sug- 
gested that  the  association  take  up  for  consideration  the 
proper  standards  for  brakeshoes,  wheel  treads  and  flanges, 
axles,  and  journal  boxes,  and  the  committee  on  "Standardiza- 
tion." of  which  he  is  chairman,  was  instructed  to  report  at 
the  meeting  in  May. 

Adjourned. 


INDICTMENTS    FOR    NEW    YORK    CENTRAL    WRECK. 


The  grand  jury  which  has  been  investigating  the  wreck 
near  Woodlawn  on  the  New  York  Central  &  Hudson  River 
road  on  February  16,  has  voted  three  indictments  for  man- 
slaughter in  the  second  degree  against  the  company,  A.  H. 
Smith,  vice-president  and  general  manager,  and  Ira  A.  Mc- 
Cormack,  general  superintendent  electrical  division.  The 
penalty,  if  found  guilty,  is  15  years  imprisonment  or  a  fine 
of  ?1,000,  or  both,  for  the  officials,  and  a  fine  of  $5,000  for  the 
corporation.  In  its  presentment  the  jury  makes  the  follow- 
ing statements: 

The  wrecked  train  left  the  track  at  the  middle  of  a 
curve  under  the  Woodlawn  bridge,  the  immediate  cause  being 
the  spreading  of  a  rail  on  the  outer  edge  of  the  curve,  follow- 
ing the  shearing  of  the  spikes  on  the  outside  of  said  rail. 

In  the  morning  of  February  16  the  engineer  of  an  elec- 
tric locomotive  train  passing  around  the  said  curve  at  a 
speed  of  about  60  miles  an  hour,  noticed  a  roughness  of  track 
at  the  point  where  the  rail  subsequently  spread,  sufficient  to 
cause  him  to  report  it.  An  ordinary  inspection  by  track  walk- 
ers later  in  the  day  failed  to  locate  the  defect.  Subsequent 
trains  passed  over  the  said  point  of  track  at  normal  speeds 
and  no  roughness  was  observed.  Xo  subsequent  train  seems 
to  have  exceeded  a  speed  of  50  miles  an  hour  at  that  point 
until  the  Brewster  express  arrived. 

The  fatal  train  was  traveling  at  a  speed  which  calcu- 
lations by  the  experts  from  the  company  that  made  the  loco- 
motives (based  on  the  distance  required  to  bring  the  locomo- 
tive to  a  standstill)  show  to  have  been  at  least  60  miles  an 
hour,  and  which  has  been  estimated  by  competent  observers 
as  high  as  70  miles. 

After  more  than  a  month  of  careful  investigation  by  ex- 
perts from  the  New  York  Central  &  Hudson  River  Railroad 
and  other  companies,  no  defect  in  roadbed  or  rolling  stock 
has  been  discovered  which  could  have  caused  a  wreck  at 
normal  speed.  The  evidence  leaves  no  doubt  that  the  disas- 
ter was  directly  due  to  some  combination  of  circumstances 
developed  and  made  disastrous  by  excessive  and  abnormal 
speed. 

The  curve  in  question  was  constructed  and  safe  for  a 
normal  speed  of  about  46  miles  an  hour.  The  company  had 
made  no  calculation  to  ascertain,  and  had  no  definite  knowl- 
edge of,  how  much  higher  speed  could  be  attained  without 
passing  the  limits  of  safety.  There  were  no  rules  in  exist- 
ence to  limit  trains  to  the  speed  known  to  be  normal  and 
safe.  Instead,  reliance  was  placed  on  the  judgment  of  engi- 
neers not  to  exceed  safe  speeds. 

This,  it  is  claimed,  has  been  the  best  railroading  practice 
for  years.  With  steam  locomotives  an  experienced  engineer 
could  easily  estimate  his  speed,  and  readily  feel  when  he  was 
going  around  a  curve  faster  than  the  normal  or  so-called 
equilibrium  speed. 

The  safety  of  this  practice  depends  manifestly  upon  hav- 
ing trained  and  experienced  engineers.  The  new  electric  loco- 
motives have  a  much  lower  center  of  gravity  and  run  with 


greater  smoothness  than  the  steam  locomotives.  On  this  ac- 
count men  not  experienced  with  them  tend  almost  invariably 
to  underestimate  their  speed,  and  their  action  at  excessive 
speed  on  curves  is  much  less  noticeable.  They  are  capable 
of  drawing  trains  at  a  speed  highly  dangerous  on  the  said 
curve. 

If  the  question  of  safety  in  speed  was  to  be  left  as  before 
to  the  engineers,  it  was  essential  that  such  engineers  should 
have  experience  with  their  engines  sufficient  to  train  them 
to  form  a  competent  judgment. 

Prior  to  the  installation  of  a  fast  passenger  electric  loco- 
motive service  between  Xew  York  and  Wakefield,  but  one 
experimental  or  dummy  train  was  run  over  the  route  on 
schedule.  With  the  exception  of  the  engineer  of  that  train, 
it  seems  that  none  of  the  engineers  who  were  to  operate 
the  new  locomotives  had  been  over  the  route  on  schedule 
time  in  an  electric  locomotive  before  being  put  in  charge  of 
a  train  required  to  run  on  schedule  time  and  carrying  passen- 
gers. 

The  course  of  instruction  for  such  engineers  had  required 
only  four  days'  practice  on  a  trial  track  about  2%  miles  in 
length. 

Many  of  the  engineers  had  apparently  never  ridden  on 
an  electric  locomotive  at  a  speed  even  approximating  that 
required  by  the  schedule.  While  all  of  them  had  probably 
had  experience  with  steam  locomotives,  they  were  put  in 
charge  of  fast  trains  carrying  passengers  drawn  by  electric 
locomotives  at  a  time  when  they  knew  nothing,  by  experience, 
of  the  speed  capacity  of  such  locomotives. 

The  engineer  of  the  wrecked  train  had  not  received  suffi- 
cient instruction  to  enable  him  to  form  a  judgment  of  any 
value  as  to  the  speed  at  which  he  was  running  his  train. 
The  disaster  was  a  natural  result  of  such  carelessness.  This 
matter  should  not  have  been  left  entirely  to  the  discretion  of 
the  company. 


DIRECTORY  OF  ELECTRIC  RAILWAY  ASSOCIATIONS. 


American  Street  and  Interurban  Railway  Association.  Secre- 
tary, Bernard  V.  Swenson,  29  West  Thirty-ninth  street,  New  York. 

American  Street  and  Interurban  Railway  Accountants'  Asso- 
ciation. Secretary,  Elmer  M.  White,  assistant  treasurer  Birming- 
ham Railway  Light  &  Power  Company,  Birmingham,  Ala. 

American  Street  and  Interurban  Railway  Engineering  Associa- 
tion. Secretary,  S.  Walter  Mower,  general  manager  Southwestern 
Traction  Company,  London,  Ont. 

American  Street  and  Interurban  Railway  Claim  Agents'  Asso- 
ciation. Secretary,  B.  B.  Davis,  claim  agent  Columbus  Railway  & 
Light  Company,  Columbus,  O. 

American  Street  and  Interurban  Railway  Manufacturers'  Asso- 
ciation. Secretarv,  George  Keegan,  2321  Park  Row  building,  New 
York,  N.  Y. 

Canadian  Street  Railway  Association.  Secretary.  Allan  H. 
Royce,   president  Toronto   Suburban  Railway,   Toronto,   Ont. 

Central  Electric  Railway  Association.  Secretary,  W.  F.  Mill- 
holland,  secretary  and  treasurer  Indianapolis  Traction  &  Termi- 
nal Company,  Indianapolis,  Ind.  Next  meeting,  Dayton,  O., 
March   28. 

Colorado  Electric  Light  Power  &  Railway  Association.  Secre- 
tary, John  F.  Dostal,  Denver  Gas  &  Electric  Company,  Denver, 
Colo. 

Iowa  Street  and  Interurban  Railway  Association.  Secretary, 
L.  D.  Mathes,  general  manager  Union  Electric  Company,  Dubuque, 
la.     Next  meeting,  Clinton,   la.,  April  19  and  20. 

Massachusetts  Street  Railway  Association.  Secretary,  Charles 
S.  Clark,  70  Kilby  street,  Boston,  Mass.  Meetings  held  in  Boston 
on  second  Wednesday  of  each  month,  except  July  and  August. 

Northwestern  Electrical  Association.  Secretary,  R.  N.  Kimball, 
Kenosha.  Wis.     Annual  meeting,  Milwaukee,  Wis.,  January,  1908. 

New  England  Street  Railway  Club.  Secretary,  John  J.  Lane, 
12  Pearl  street,  Boston,  Mass.  Meetings  held  on  fourth  Thursday 
of  every  month. 

Oklahoma  Electric  Light  Railway  and  Gas  Association.  Secre- 
tarv, Charles  W.  Ford,  Oklahoma  City,  Okla.  Next  meeting.  Okla- 
homa City,   April  22  and  23. 

Pennsylvania  Street  Railway  Association.  Secretary,  Charles 
H.  Smith,  superintendent  Lebanon  Valley  Street  Railway,  Lebanon, 
Pa. 

Southwestern  Electrical  and  Gas  Association.  Secretary,  R.  B. 
Stichter.     Annual   meeting,   San  Antonio,   Tex.,   May  14,  15  and  16. 

Street  Railway  Association  of  the  State  of  New  York.  Secre- 
tary, J.  H.  Pardee,  general  manager  Rochester  &  Eastern  Rapid 
Railway,  Canandaigua.  N.  Y. 

Wisconsin  Electric  and  Interurban  Railway  Association.  Secre- 
tary, Clement  C.  Smith,  president  Columbia  Construction  Company, 
Milwaukee,  Wis. 


The  Societe  Anonyme  Westinghouse  of  Paris.  France, 
has  closed  a  contract  for  the  electrification  of  an  important 
portion  of  the  Italian  State  Railways,  the  main  line  from 
Genoa  to  Milan. 


March  30,  1907. 


ELECTRIC    RAILWAY    REVIEW 


417 


FT.  WAYNE  &  SPRINGFIELD   SINGLE-PHASE    RAILROAD. 


The  first  division  of  the  Ft.  Wayne  &  Springfield  Rail- 
way Company's  line  has  been  completed  and  cars  are  now  ope- 
rating between  Ft.  Wayne  and  Decatur.  Ind.  This  company 
was  originally  organized  to  construct  and  operate  an  electric 
railway  from  Ft.  Wayne,  Ind..  to  Springfield,  Ohio,  but  it  was 
later  decided,  because  of  subsequent  railway  development  in 
western  Ohio,  to  build  from  Ft.  Wayne  south  to  Portland, 
Ind..  a  distance  of  50  miles.  Though  the  route  was  changed, 
the  original  name  was  retained,  and  the  line  now  in  opera- 
tion comprises  the  first  division  of  the  railway  as  it  is  to  be 
built  under  the  revised  plans.  The  construction  of  the  sec- 
ond division  will  soon  be  under  way  from  Decatur  to  Port- 
land, where  connection  will  be  had  with  the  Muncie  &  Port- 
land Traction  Company's  new  line,  which  was  described  in 
the  Electric  Railway  Review  for  October.  1906,  page  929. 


of  the  subgrade.  The  upper  dressing  is  composed  of  a  sub- 
stantial gravel  which  was  obtained  from  the  company's  own 
pit  located  about  midway  between  the  present  terminals.  Con- 
crete was  used  exclusively  in  the  bridge  abutment  and 
waterway  construction.  There  are  eight  bridges  of  the  deck 
girder  type  and  one  155-foot  span  truss  bridge  on  the  line. 
The  latter  spans  the  St.  Mary's  river  at  a  point  a  short  dis- 
tance from  the  power  plant.  Each  bridge  is  of  100  tons 
capacity.  « 

The  tracks  are  laid  with  70-pound  A.  S.  C.  E.  section 
steel  rails  on  standard  ties.  The  rails  are  joined  mechani- 
cally by  standard  six-bolt  splice  bars  and  electrically  by  the 
Ohio  Brass  Company's  No.  0000  soldered  bonds. 

Power  House. 
The  power  house  and  car  barns  are  situated  on  a  14%- 
acre   tract   of   ground,   owned   by   the   company,   located  just 


Ft.  Wayne  &  Springfield   Railway — Showing  Cars  Standing  in   Front  of  Power   House. 


The  line  is  operated  electrically  by  single-phase  alternat- 
ing current  with  a  line  pressure  of  6,600  volts.  The  overhead 
work  is  of  the  latest  type  of  catenary  construction  and  the 
line  throughout  is  well  designed.  The  franchises  which  the 
company  holds  run  for  50  years.  The  line  is  located  favor- 
ably for  controlling  a  healthy  freight  and  passenger  traffic. 
The  city  of  Ft.  Wayne,  the  northern  terminus,  with  its  sub- 
urbs has  a  population  of  61.000  and  Decatur  has  a  popula- 
tion of  5,000.  The  estimated  population  adjacent  to  the  right 
of  way  between  Ft.  Wayne  and  Decatur  is  13,000,  making  a 
total  f-stimated  population  of  nearly  80,000  to  be  served  by 
the  Line.  In  addition  to  this,  the  company  is  drawing  a  large 
patronage  from  the  four  other  interurban  lines  radiating 
from   Ft.   Wayne. 

Track  and   Roadway. 

The  completed  section  of  the  Ft.  Wayne  &  Springfield 
Railway,  21.6  miles  long,  parallels  the  old  Piqua  pike  and  Is 
almost  wholly  located  on  private  right  of  way  from  30  feet 
to  100  feet  in  width.  The  maximum  grade  on  the  line  between 
Ft    Wayne  and  Decatur  is  1.8  per  cent  and  the  greatest  curve 


is  five  degrees.  Much  care  was  given  to  the  construction 
north  of  the  city  of  Decatur.  The  east,  north  and  south  walls 
of  the  power  house  are  constructed  of  concrete  blocks 
moulded  in  sections  8  by  12  by  24  inches  in  area  and  are 
provided  with  interior  air  chambers.  There  were  7,200  blocks 
used  in  the  power  house  construction.  These  were  made  by 
day  labor  at  an  average  cost  of  15  cents  each.  They  were 
mixed  in  the  proportion  of  one  part  cement  to  two  parts 
sand  and  were  cast  in  an  Ideal  concrete  block  machine. 
After  the  material  was  delivered  to  the  machine,  which  was 
located  near  the  power  house  site,  it  took  four  men  to  make 
the  blocks  at  the  rate  of  100  a  day.  It  required  about  ten 
days  of  good  weather  to  dry  the  blocks  sufficiently  to  allow 
them  to  be  placed  in  position  in  the  walls  of  the  building. 
They  were  laid  in  cement  mortar.  The  west  wall  of  the 
structure  is  sealed  up  with  sheet  steel,  and  is  designed  to 
allow  for  future  extensions  of  the  building.  All  the  material 
except  the  cement  was  obtained  entirely  from  the  proper' y 
owned  by  the  company. 

The   power   house  occupies   a   floor  area  78   feet  by  103 


IIS 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  13. 


feet   in    dimensions.     The   boil. -i    room    is    42    feet   by   68   feet 
irea    and    the   balance  of   the  building  is  divided  into  an 
engine  and  a  transformer  mom. 

Boiler  Room. 
The  boiler  room  equipment  consists  of  three  Stirling 
boilers  of  227-horsepower  rated  capacity  each.  They  are  ai 
ranged  in  two  banks  and  work  under  a  steam  pressure  of 
150  pounds.  Each  boiler  is  provided  with  an  iron  smoke- 
stack 41'  inches  in  diameter  and  85  feet  high  above  the  grate 
surface.  Two  Piatt  Iron  Works  boiler-feed  pumps.  7  and 
414  by  10  inches,  are  located  between  the  two  banks  of  boil- 
ers. They  receive  supply-water  cither  from  a  3,000-gallon 
storage  tank  or  direct  from  the  heater. 

At  the  rear  of  the  boilers  is  located  a  1,000-horsepower 
Cookson  heater,  a  storage  tank  8  by  10  feet,  and  a  condenser 
pit   t;   bj     I11   bj    J4   feet.     In   the   pit.   the  top  of  which   comes 


dividing  the  building  into  two  fireproof  parts.  The  engine 
room  floor  is  elevated  6  feet  above  that  of  the  boiler  room. 
The  foundations  supporting  the  engines  and  generators  are  of 
concrete.  The  generating  equipment  consists  of  an  18  and 
36  by  36-inch  Buckeye  "tigine  of  675-horsepower  capacity, 
which  is  operated  at  il'.~.  revolutions  per  minute.  It  is  direct 
connected  to  a  Westinghouse  single-phase,  alternating-current 
generator  of  450  kilowatts  capacity.  There  are  also  located 
here  a  belt  and  an  engine-driven  exciter  of  22^  kilowatt  ca- 
pacity each.  The  former  is  driven  by  a  belt  from  the  fly- 
wheel and  the  latter  is  driven  by  a  Westinghouse  junior  en- 
gine. 

Alternating  current  is  generated  at  a  line  pressure  of 
6,600  volts  and  is  fed  direct  into  the  trolley  wire.  No  feeder 
or  auxiliary  wires  have  been  provided  and  as  the  line  loss  is 
Imt   slight    it    is  not   expected   that   they   will  be  necessary  to 


Ft.   Wayne  &  Springfield   Railway —  Catenary   Construction   on   Tangent. 


up  flush  with  the  floor  of  the  boiler  room,  is  located  a  jet 
condenser  and  a  6  and  8%  by  6-inch  service  pump,  which 
supplies  the  storage  tank.  The  water  supply  is  taken  either 
from  the  well  or  from  the  discharge  of  the  condenser. 

Water  is  obtained  from  the  St.  Mary's  river,  about  100 
yards  from  the  power  house.  A  main  service  pipe,  15  inches 
in  diameter,  leads  from  the  river  to  a  well,  25  feet  deep  and 
10  feet  in  diameter,  which  is  located  in  front  of  the  boiler 
room.  An  8-ineh  suction  pipe  leads  from  the  well  to  the  con- 
denser. 

The  main  steam  header,  10  inches  in  diameter,  is  lo- 
cated along  the  dividing  wall  between  the  engine  and  boiler 
rooms.  The  steam  pipes  leading  from  the  boilers  pass  with 
quarter-bends  overhead  direct  into  the  header.  From  the 
header  the  steam  is  led  by  3  and  7-inch  pipes  with  quarter 
bends  to  the  engine.  The  steam  exhaust,  14  inches  in  diam- 
eter, is  arranged  so  as  to  allow  the  engine  to  be  worked 
either  condensing  or  non-condensing.  All  pipes  are  covered 
with  the  Phillip-Carey  85  per  cent  magnesia. 

Between  the  boiler  and  engine  rooms  a  partition  wall, 
built  of  concrete  blocks,  extends  from  the  floor  to  the  roof 


maintain  the  desired  pressure  when  the  road  is  extended  to 
Portland. 

At  the  south  side  of  the  power  house  a  transformer  room 
14  by  30  feet  in  area  has  been  provided.  In  this  room  is 
located  one  Westinghouse  200-kilowatt  step-down  transformer, 
which  is  used  in  reducing  the  line  pressure  from  6,600  to  550 
volts  alternating  current  for  use  on  the  trolley  wire  within 
the  corporate  limits  of  Decatur. 

Overhead   Lines. 

The  overhead  construction  is  of  the  catenary  type  and 
is  composed  of  a  No.  0000  grooved  trolley  wire  suspended 
from  a  7/16-inch  galvanized  iron  wire  cable  which  in  turn 
is  supported  by  T-shaped  iron  brackets.  The  hangers  sup- 
porting the  trolley  are  connected  to  the  catenary  cable  every 
10  feet  by  %-inch  iron  rods  clamped  to  the  trolley  and  cable 
respectively  by  screw  clamps  and  messenger  clips.  Ordinary 
span-wire  construction  is  used.  The  poles  used  in  the  pole 
line  construction  are  in  30,  35  and  40  foot  lengths,  except 
in  towns,  where  they  are  55  and  60  feet  long.  In  addition 
to   the   trolley   wire  these  poles   carry   telephone   and   signal 


March  30,  1907. 


ELECTRIC    RAILWAY    REVIEW 


419 


wires.    The  cars  are  dispatched  by  telephone,  the  dispatcher's 
office  being  located  at  Decatur. 

At  Ft.  Wayne,  where  the  company's  cars  enter  onto  the 
city  tracks  of  the  Ft.  Wayne  &  Wabash  Valley  Traction  Com- 
pany, the  direct  current  of  the  city  line  is  used.  Substantial 
line  circuit  breakers  and  a  dead-line  span  200  feet  In  length 


tion.  After  the  circuit  breakers  have  been  passed  and  the 
switches  are  again  opened,  the  car  is  allowed  to  -continue 
its  journey. 

Car  Barns. 
The  car  barns,  rectangular  in  shape,  occupy  a  floor  space 
31  by  151  feet.      The  walls  are  24  feet  high.      This  building 
is  also  constructed  of  concrete  blocks  and  is  so  designed  that 


BouCR  Pooh 


Ft.  Wayne  &  Springfield  Railway — Car  Barn  and  Power  House. 


are  provided  where  the  connection  is  made.  Westinghouse 
type-A  oil  switches  are  used  for  cutting  the  current  in  or 
out  on  the  dead  piece  of  trolley.  This  precludes  the  danger 
of  the  high  voltage  overlapping  onto  the  low  voltage  direct- 
current  construction.  A  similar  arrangement  is  made  at  De- 
catur, where  the  low  voltage  for  city  operation  is  substituted 


Ft.   Wayne  &   Springfield   Railway — Plan   of   Power   House. 

an  addition  can  be  built  onto  the  west  or  south  sides  with- 
out interfering  with  the  general  layout.  Two  tracks  enter 
the  building  from  the  east  side.  Concrete  pits  are  provided 
under  both  tracks  at  the  front  of  the  building.  The  shops 
are  equipped  with  a  22-inch  lathe,  a  16-inch  shaper,  a  22-inch 


Ft.    Wayne    &    Springfield    Railway — Caternary   Construction   on 
Curves. 


Wayne  <&.  Springfield   Railway — Cut-out   Boxes  and   Line  Circuit 
Breakers. 


for  the  high  voltage.  In  running  in  either  direction  cars  are 
brought  to  a  stop  with  the  trolley  bow  or  wheel  on  some 
part  of  the  dead  section.  After  the  car  circuit  and  the  cur- 
rent collector  have  been  changed  either  for  direct-current 
or  for  alternating-current  operation  (according  to  the  direc- 
tion the  car  Is  going),  current   is  thrown   Into  the  dead  sec- 


back-geared    drill,    and    other    tools   necessary    for   doing   car 
repair   work 

Equipment. 

The  car  equipment  at  present  consists  of  three  three- 
compartment  passenger  cars  53  feet  In  length  and  one  ex- 
press   car   48    feet    in    length   over   all.      The   cars   are   each 


I -'I  I 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  13. 


equipped  with  four  Westinghouse  No.  106  alternating-current 
quadruple  motors,  each  of  which  has  a  rated  capacity  of  75 
horsepower.  They  are  designed  to  operate  successfully  with 
either  alternating  or  direct  current.  The  baggage  car  is 
mounted  on  Peckham  and  the  three  passenger  cars  on  Bald- 
win trucks  of  the  heavy  M.  C.  B.  type.  Westinghouse  air- 
brakes and  multiple-unit  alternating-current  and  direct- 
current  train  control  are  used.  The  cars  are  equipped  with 
the  bow  trolley  for  high  voltage,  alternating-current  opera- 
tion and  with  the  trolley  pole  and  wheel  for  direct-current 
and   low   voltage   alternating-current   operation. 

The  work  of  building  from  Decatur  to  Portland,  the  sec- 
ond division  of  the  railway  system,  will  begin  early  this 
spring.  The  right  of  way  for  this  division  has  already  been 
secured. 

Personnel. 

The  general  offices  are  located  at  Decatur.  Indiana.  The 
organizers  of  the  company  and  the  officers  are:  President 
and  general  manager.  W.  H.  Fledderjohann;  vice-president 
and  general  counsel,  John  H.  Koenig,  St.  Mary's,  O.;  secre- 
tary. B.  A.  Fledderjohann,  New  Bremen,  O.;  treasurer,  M.  H. 
Wilson,  Cleveland,  O.;  general  superintendent,  T.  W.  Shel- 
ton;    superintendent   of    construction,    Edwin    Fledderjohann. 


FIVE-CENT    FARES.* 


The  five-cent  fare  with  universal  transfers  is  virtually 
the  American  idea  of  the  street  car  fare,  and  will  undoubtedly 
prevail  in  this  country  for  many  years  to  come.  The  wage- 
earner  in  America  is  better  able  to  pay  a  five-cent  fare  than 
his  European  brother  is  the  three-cent  fare.  The  use  of  the 
"zone"  system  would  never  be  popular  in  America,  as  it 
tends  to  congestion,  misery  and  disease,  by  breeding  tene- 
ment houses.  In  this  country  the  enterprising  laborer  and 
artisan,  with  his  home  in  the  suburbs  of  the  city,  is  carried 
to  and  from  his  work  regardless  of  distance,  for  five  cents. 
Whereas,  under  the  foreign  zone  system  he  would  have  no 
alternative  than  the  restricted  slum  district  in  the  zone  in 
which  he  worked. 

All  people  do  not  ride  of  necessity.  The  short  ride  may 
be  termed  a  luxury.  The  long  ride  is,  however,  a  necessity. 
Shall  we  reduce  the  price  of  the  luxury  and  raise  the  price 
of  the  necessity?    To  do  so  would  be  un-American. 

Everything  which  enters  into  the  daily  life  of  the  aver- 
age citizen  almost  without  exception,  has  risen  in  value  dur- 
ing the  past  few  years,  excepting  street  car  fares,  which  in 
reality  are  being  reduced  (although  the  fare  may  remain  at 
five  cents),  for  the  reason  that  as  the  city  grows,  the  lines 
are  extended  and  a  longer  haul  is  given  by  the  transporta- 
tion  company. 

The  great  question  of  wages  is  the  basis  of  the  cost  not 
only  of  the  operation  of  the  railway,  but  of  its  construction, 
and  practically,  all  the  materials  and  machinery  which  it 
requires  in  its  equipment. 

Take  by  way  of  comparison  Denver,  Colo.,  and  Glasgow, 
Scotland.  Wages  of  the  trainmen  in  both  of  these  cities  are 
above  the  average  paid  in  their  respective  countries,  being 
as   follows: 

Glasgow  14  cents 

Denver    27  cents 

That  which  is  true  of  the  trainmen  is  true  of  all  other 
forms  of  labor.  The  amount  paid  for  one  hour's  labor  in 
Denver  would  buy  practically  two  in  Glasgow.  (Glasgow  is 
cited  as  it  stands  at  the  head  of  municipally  managed  tram- 
ways of  the  world.) 

Do  the  citizens  of  Glasgow  get  a  corresponding  reduction 
in  fares?  From  the  last  report  it  appears  that  the  average 
rate  of  fare  paid  per  passenger  per  mile  is  0.9  cents.  The 
average  rate  of  fare  charged  in  Denver  during  the  same 
period  is  exactly  the  same  rate. 

The  maximum  ride  in  Denver  for  five  cents  is  15  miles, 
while  in  Glasgow  it  is  hut  5.8  miles.  The  lowest  rate  of 
fare  in  Glasgow  per  passenger  mile  is  0.8  cents,  and  in  Den- 
ver 0.3  cents. 

In  Glasgow  no  transfers  are  issued,  while  in  Denver  the 
universal  transfer  system  prevails,  and  14,000,000  passengers 
availed  themselves  of  them  during  the  past  year. 

In  European  cities  where  lower  fares  prevail  there  are 
fewer  miles  of  railway  for  the  population  served.  Denver 
has  26  different  routes  of  street  car  lines  with  a  population 

*By  John   A.    Beeler.    vice-president  and  general    manager  Den- 
ver City  Tramway  Company,  in   "Public  Service." 


of  200,000,  while  Glasgow,   with   a  population  of  upwards   of 
800,000  has  but   12   lines  of  railway. 

Regarding  the  subject  of.  taxation.  The  city  of  Denver 
is  receiving  more  in  gross  taxes  annually  from  its  street 
railway  than  Glasgow.  The  amount  of  taxes  paid  per  capita 
for  the  population   served  is: 

Denver     90  cents 

Glasgow    17  cents 

Of  course  there  may  be  some  special  lines  here  and 
there  throughout  the  country  where  very  heavy  travel  is 
continuous  and  where  the  haul  is  comparatively  short.  Such 
individual  lines  might  possibly  be  operated  at  a  profit  on  a 
three-cent  fare,  but  these  lines  are  few  and  far  between, 
and  generally  the  company  which  has  one  or  two  such  lines 
have  many  others  which  are  not  nearly  so  profitable,  and 
still  others  which  do  not  pay  expenses,  and  these  lines 
simply   sustain  the  others. 

Therefore  the  writer  does  not  anticipate  the  possibility 
of  any  marked  reduction  in  street  car  fares  in  America  in 
the  near  future  unless  the  owners  are  willing  to  operate 
them  at  a  loss  or  the  scale  of  wages  in  America  falls  to  the 
level   that  prevails   over  the  waters. 


STATIONS    ON    THE    BRIGHTON     BEACH     LINE    OF    THE 
BROOKLYN    HEIGHTS    RAILROAD   COMPANY. 


In  the  December  issue  of  the  Electric  Railway  Review  was 
published  an  illustrated  article  on  the  Brighton  Beach  line 
of  the  Brooklyn  Heights  Railroad  Company,  which  for  a  dis- 
tance of  6.400  feet  from  Church  street  to  Fiske  Terrace  is  be- 
ing reconstructed  as  an  open  cut  between  concrete  retaining 
walls  and  from  Fisk  Terrace  to  Coney  Island  is  being  elevated 
on  an  embankment.  The  reconstruction  work  was  under- 
taken primarily  as  a  problem  in  grade  crossing  elimination. 
Plans  have  now  been  prepared  by  the  company  for  the  vari- 
ous express  and  local  stations  to  be  erected  along  the  re- 
constructed route. 

On  the  open  subway  from  Church  avenue  to  Fiske  Ter- 
race these  stations  will  have  their  platforms  at  track  edge 
and  these  will  connect  by  wide  stairs  with  the  station  struc- 
tures which  are  to  be  bridged  over  the  tracks  and  at  street 
level.  Such  structures  will  include  the  local  stations  at  Bev- 
erly Road  and  Avenue  C  and  the  large  express  and  local 
station  which  will  extend  from  Foster  to  Newkirk  avenues. 
The  buildings  will  be  steel  framed,  copper  sheathed  and 
roofed  in  a  deep  red  Spanish  tile.  Inside  the  stations  will 
be  finished  in  oak,  made  most  commodious  and  equipped  with 
public  toilets,  ticket  offices,  waiting  rooms  and  news  stands. 
Electric  bell  and  light  signals  will  give  sufficient  announce- 
ment of  coming  trains  to  enable  passengers,  to  wait  in  the  sta- 
tions above  the  tracks. 

The  platforms  are  8  feet  wide  and  300  feet  long  to  ac- 
commodate eight-car  trains  without  difficulty.  They  have 
been  built  at  car-floor  level  and  are  reached  by  short  and 
easy  flights  of  stiirs  from  the  waiting  rooms.  A  canopy  pro- 
tection extending  their  entire  length  affords  sufficient  pro- 
tection from  rain  and   bad  weather. 

On  the  south  or  embankment  section  of  the  new  work 
local  stations  are  to  be  built  at  Manhattan  Terrace.  Elm 
avenue.  Avenue  U  and  Neck  Road,  with  express  stations  at 
Kings  Highway  and  Shore  Road.  In  these  cases  the  stations 
are  entered  below  the  tracks,  the  waiting  rooms  and  stations 
proper  being  at  street  level  and  beneath  the  girder  bridges 
that  will  carry  the  railroad  over  the  highway  intersections. 

The  train  platforms  will  be  of  the  same  dimensions  as 
those  along  the  open  subway,  island  platforms  being  used 
for  the  express  stations.  From  each  of  these  stations  broad 
stairs  lead  down  through  the  concrete  retaining  walls  of  the 
dirt  fill  to  the  station  buildings,  which  are  built  of  a  hand- 
some grade  of  repressed  brick  on  the  outside  and  lined  with 
a  decorative  design  of  porcelain  tile  on  the  inside.  Floors 
will  be  tiled  and  the  only  wood  used  in  the  construction  will 
be  that  which  goes  into  ticket  booths  and  news  stands.  The 
entire  building  will  be  clean,  sanitary  and  attractive. 

A  special  design  of  station  is  to  be  built  at  Fiske  Terrace 
where  the  new  road  comes  from  the  open  cut  up  upon  the  em- 
bankment. At  all  stations  passengers  will  pay  their  fare  be- 
fore entering  the  trains,  the  present  system  of  fare  collec- 
tion by  conductors  being  entirely  abolished.  Overhead  wires 
are  to  come  down  and  third-rail  operation  substituted  before 
the  opening  of  the  new  line  early  in  the  coming  summer. 


March  SO,  :90T 


ELECTRIC    RAILWAY    REVIEW 


421 


CAR    INSPECTION.* 


BY  LEE  W.  JACQUES,    MASTER    MECHANIC,  FORT    WAYNE  &  WABASH    VAL- 
LEY   TRACTION    COMPANY. 


Car  inspection,  as  applied  to  street  railway  and  inter- 
urban  service,  is  to  be  considered  one  of  the  most  important 
points  with  which  the  electric  railway  men  have  to  contend. 
It  should  be  considered  from  several  different  standpoints, 
viz.: — Safety  to  the  public,  maintenance  of  proper  schedules 
and  economy  in  maintenance  of  equipment.  Proper  inspec- 
tion is  the  greatest  insurance,  both  to  ourselves  and  to  the 
public,  and  the  only  way  in  which  a  satisfactory  degree  of 
safety  can  be  assured. 

As  regards  the  maintenance  of  proper  schedules,  inspec- 
tion greatly  reduces  the  liability  of  cars  failing  while  in 
service,  and  lessens  the  chances  for  the  public  to  express 
opinions  regarding  the  poor  service  that  electric  railways 
maintain  for  the  different  city  and  interurban  lines.  Poor 
service  has  a  tendency  to  make  the  public,  in  general,  think 
that  electricity  is  not  as  reliable  as  steam,  when  applied  to 
transportation. 

When  inspection,  as  regards  the  maintenance  of  equip- 
ment, is  considered  from  an  economical  standpoint,  the  old 
adage  that  "a  stitch  in  time  saves  nine"  is  expressly  appli- 
cable. Inspection  of  electric  cars  should  be  similar  to  that 
of  locomotives  on  steam  lines,  and  not  like  the  inspection  of 
railroad  cars  or  coaches,  as  each  individual  electric  car  has 
its  own  motive  power,  in  which  a  small  defect  may  cause 
serious  trouble  and  much  expense  and  delay. 

Accidents,  such  as  the  burning  out  of  controllers  and 
derailments  caused  by  broken  flanges,  etc.,  can  generally, 
with  proper  and  thorough  inspection  at  frequent  intervals,  be 
avoided. 

At  the  present  time,  especially  in  the  east  and  the  mid- 
dle west,  electric  lines  handle,  daily,  many  more  people  than 
the  steam  lines;  therefore,  we  should  be  equal,  or  superior, 
to  them  in  the  inspection  and  maintenance  of  equipment, 
and  have  facilities  by  which  each  car  can  have  thorough  and 
complete  inspection  at  frequent  intervals. 

On  many  of  the  city  lines  cars  are  allowed  to  run  several 
days  without  complete  inspection.  This  is  generally  owing 
to  the  crowded  condition  of  shops  and  pit  rooms,  as  many  of 
the  older  city  lines  are  still  using  the  same  shops,  or  portions 
of  them,  that  were  used  when  horse  cars  were  in  service. 
These  shops  are  centrally  located  in  a  majority  of  cases,  and 
floor  space  and  pit  rooms  cannot  be  obtained,  owing  to  the 
excessive  price  of  adjoining  grounds.  Consequently,  the  cars 
cannot  all  be  run  over  the  pit  each  night,  but  have  to  be 
divided  for  inspection  alternately;  and  it  is  sometimes  sev- 
eral nights  or  days  before  all  the  cars  are  inspected.  To  a 
large  extent  this  explains  why  so  many  cars  fail  while  in 
service,  interrupting  schedules  and  giving  great  dissatisfac- 
tion, both  to  the  management  and  the  public. 

Another  point  to  be  considered  is  that  most  of  this  work 
has  to  be  done  at  night  when  it  is  necessary  to  use  torches 
or  extension  lights  while  inspecting  all  parts  under  the  cars, 
and  an  inspector  is  much  more  liable  to  miss  defective  parts 
than  he  would  be  in  daylight.  Most  street  railways,  and  also 
other  industries,  do  not  think  night  work  can  be  carried  on  as 
economically  as  day  work,  which  is  true  to  a  great  extent; 
but  as  most  city  lines  have  only  a  few  extra  cars  and  limited 
room,  an  additional  night  force,  with  a  competent  and  wide- 
awake foreman  and  inspector,  seems  to  be  the  only  solu- 
tion. 

We  believe  the  inspector  should  be  jointly  responsible 
with  the  foreman  for  the  condition  of  the  equipment  and 
also  the  manner  in  which  repairs  are  made.  He  should  be 
thoroughly  familiar  with  the  different  types  of  equipment  he 
is  required  to  inspect,  and  it  should  be  his  duty  to  carefully 
inspect  each  car  underneath  as  soon  as  it  arrives  over  the 
pit;  and.  if  conditions  warrant,  to  complete  the  inspection  of 
controllers  and  car  bodies  afterward,  in  order  to  allow  room 
on  the  pit  for  the  next  car.  After  completing  his  inspection, 
he  should  make  a  report  on  a  blank  form  furnished  for  this 
purpose.  He  should  also  know  that  the  work  has  been  done 
before  the  car  is  allowed  to  enter  service,  and  should  prompt- 
ly report  to  his  foreman  any  errors  made  in  repairs 

Shop  condition  is  another  point  to  be  considered.  When 
building  new  shops,  would  it  not  be  well  to  consider  the  fact, 
that  although  central  location  may  be  sacrificed,  considerable 
advantage  would  be  gained  by  securinL'  plenty  of  room  (or 
storage,  repairs  and  inspection?  Another  Important  fact  that 
is  quite  likely  to  be  overlooked  is  the  advantage  of  complete 
inspection.     The  cars  would  pass  ever  the  pit  each  night  and 

inspector  would  be  allowed  time  to  go  over  them  thor- 
oughly.    One  or  two  pits  could  be  located   in   places     where 


•Read  before  the  Central  Electric  Railway  Association,  Dayton, 
0 ..  March  28,  1907. 


cars  would  pass  over  them.  If  a  car  is  found  to  be  in  good 
condition  it  could  be  taken  to  a  place  for  storage;  and  if  not 
it  could  be  taken  to  a  pit  room  for  proper  repairs.  This  would 
greatly  facilitate  both  inspection  and  repairs;  and  also  save 
much  time  in  shifting  to  get  defective  cars  where  they  can  be 
repaired. 

Interurban  shops  and  barns  are  generally  located  in  small 
towns  where  land  is  not  so  expensive,  but  unless  the  shops 
are  very  modern,  conditions  are  much  the  same  as  in  cities, 
as  the  buildings  in  most  cases  are  too  small  to  accommodate 
the  increase  in  equipment  that  the  business  now  demands.  In 
other  words,  the  present  large  equipment  now  used  for  in- 
terurban service,  has  outgrown  shop  facilities.  However,  as 
these  cars  are  less  in  number  and  not  so  closely  scheduled, 
there  is  much  better  opportunity  to  give  them  necessary  in- 
spection. 

At  the  present  time,  with  the  high  speed  that  is  required 
of  these  cars,  their  frequent  and  careful  inspection  is  of  the 
greatest  importance,  as  there  are  many  defects  that  would 
not  only  delay  schedules,  but  might  result  in  serious  accident 
and  loss  of  life.  Inspection  of  interurban  cars  should  be  the 
same  as  with  the  smaller  equipment,  only,  of  course,  more 
time  would  be  required. 

In  addition  to  shop  inspection  each  night,  I  would  sug- 
gest that  the  motorman  could  be  of  great  service  if  put 
through  a  practical  shop  course  and  taught  where  he  would 
be  likely  to  find  the  defects,  and  the  best  manner  in  which 
to  correct  them.  On  most  interurban  lines  the  schedule  al- 
lows considerable  time  to  lay  over  at  the  end  of  each  trip, 
and  if  the  motorman  was  required  to  inspect  and  to  do  light 
repairs,  he  would  soon  become  quite  proficient.  He  should 
provide  himself,  or  be  provided,  with  suitable  over-clothes  and 
tools  for  this  work,  and  he  might  be  the  saving  of  many  de- 
lays and  possibly  serious  accidents  that  could  be  caused  by 
broken  or  sharp  flanges,  loose  tires,  etc..  which  can  readily 
be  detected  in  daylight.  If  motormen  were  placed  on  the 
same  level  and  held  responsible,  as  locomotive  engineers  are 
in  steam  railroad  service,  and  were  given  the  proper  train- 
ing, there  would  be  many  less  failures  and  interruption  of 
schedules  than  there  are  now;  and  no  doubt,  in  certain  cases, 
accidents  would  be  avoided.  This  should  be  the  motorman's 
duty  as  well  as  handling  the  car;  however,  his  defect  report 
to  the  shop-men  should  in  no  way  interfere  with  their  in- 
spection. 

Many  roads  contend  that  it  is  not  necessary  for  motor- 
men  to  know  too  much  about  electrical  equipment,  and  sim- 
ply teach  them  to  cut  out  motors,  replace  fuses  and  brushes 
and  make  other  minor  rpairs.  There  are  some  good  argu- 
ments in  favor  of  this,  especially  in  city  services  where  mo- 
tormen are  quite  likely  to  attempt  to  make  repairs  of  which 
they  have  little  knowledge  and  thus  to  delay  schedules  and 
damage  the  equipment:  but  in  interurban  service,  more  time 
could  be  given  to  their  training  and  more  shop  experience 
afforded,  so  that  they  would  soon  be  able  to  detect  many 
small  defects  that  are  now  overlooked.  At  the  end  of  the 
runs,  providing  the  schedules  permitted  a  lay-over,  as  most  of 
them  do,  motormen  could  make  a  thorough  inspection  of  all 
parts  of  the  car  that  can  be  easily  reached.  Many  times  a 
motor  brush  will  stick  in  the  brush-holder  or  there  will  be 
broken  brushes,  loose  brush-holders,  etc.,  which  can  be  easily 
detected  and  would  cause  many  unnecessary  interruptions  by 
pulling  the  car  in  for  knocking  the  circuit  breaker  or  blowing 
fuses.  The  damage  to  commutators,  brush-holders,  etc.,  should 
be  considered;  and  in  many  mases  repair  bills  would  be 
greatly  reduced.  There  are  also  many  other  light  repairs, 
such  as  tightening  loose  bolts  on  the  trucks  or  brake  rigging 
which  can  easily  be  accomplished.  Frequently  the  loss  of  a 
cotter  pin  in  certain  parts  of  the  brake  rigging  will  cause  the 
loss  of  a  pin  and  the  result  is.  the  car  has  no  brake.  This  is 
generally  found  out  at  a  point  where  a  stop  is  very  essential, 
and  the  newspapers  publish  an  account  that  the  air  brakes 
tailed  to  work,  giving  full  details  of  the  accident. 

By  a  thorough  system  of  car  inspection  each  time  the 
car  comes  to  the  shop,  and  by  having  motormen  thoroughly 
competent  to  inspect  and  to  make  light  repairs  at  the  end  of 
each  trip,  an  unsafe  or  dangerous  condition  in  cars  would  not 
be  likely  to  occur,  and  we  would  have  the  best  possible  safe- 
guard against  any  liability  of  accident,  either  to  the  public 
or  the  equipment,  thereby  saving  the  claim  and  mechanical 
departments  financially  to  a  great  extent.  The  more  fre- 
quent and  thorough  the  inspection  is  by  thorough  and  compe- 
tent men,  the  less  is  the  liability  to  demage  suits,  and  the 
more  economical  is  the  service. 

Discussion  on  Car  Inspection. 
The   discussion    on    this    paper    turned    largely    upoi 
proper  uniforms  for  the  motormen  of  Interurban  cars. 

F.  A.  Bundy   (Lima  &  Toledo)   said  that  motormen  would 


422 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  13. 


take  an  interest  in  making  careful  inspections  and  were 
willing  and  anxious  to  make  the  light  repairs  that  were  some- 
times necessary,  provided  doing  so  would  not  ruin  their  uni- 
forms. He  believed  that  if  the  motormen  wore  overalls  and 
jumpers  the  best  results  would  be  secured. 

E.  C.  Spring  (Dayton  Covington  &  Piqua)  and  George 
Whysall  (Columbus  Delaware  &  Marion)  opposed  this  on 
the  ground  that  the  repair  shops  should  not  be  spread  over 
the  entire  road,  and  that  with  proper  shop  management  and 
inspection  there  was  no  need  for  motormen  making  repairs 
or  inspections  of  cars  that  would  require  them  to  soil  their 
uniforms;  also,  they  believed  men  in  overalls  do  not  present 
a  good  appearance. 

W.  H.  Evans  (Indianapolis  Traction  &  Terminal),  A.  A. 
Anderson  (Indianapolis  Columbus  &  Southern)  and  C.  Skin- 
ner (Scioto  Valley)  approved  of  overalls  for  motormen  as 
their  experience  had  been  that  the  clothes  question  was  a 
very  important  one;  a  motorman  wearing  a  comparatively 
expensive  uniform  would  not  go  under  a  car  to  make  some 
slight  repair  because  it  meant  the  ruin  of  his  uniform,  a  mat- 
ter of  $20  or  $25  to  him.  Mr.  Anderson  had  introduced  the 
overall  and  jumper  uniform  on  lines  entering  Indianapolis  and 
said  he  believed  the  men  presented  a  better  appearance  in 
neat  washable  clothes  than  in  the  shabby  cloth  uniforms, 
which  cost  12  or  15  times  as  much  and  were  not  renewed  and 
cared  for.  Mr.  Skinner  said  that  the  Scioto  Valley  motor- 
men  considered  their  washable  uniforms  good  enough  to 
wear  any  place. 

In  concluding  the  discussion  Mr.  Skinner  explained  that 
on  his  line  the  motormen  carefully  inspected  their  cars  at 
each  end  of  their  runs.  The  motormen  were  carefully  in- 
structed by  the  inspector  of  air  brakes  and  the  electrician 
and  were  given  practical  lessons  in  assembling  dismantled 
car  equipment. 


TRACK    BONDING.* 


BY    THOMAS    B.    MCMATH,    CHIEF    ENGINEER,    INDIANAPOLIS   TRACTION    & 
TERMINAL    COMPANY. 


The  earliest  track  bonding  that  came  to  my  attention  was 
that  of  old  tram  rails  laid  on  wooden  stringers.  This  was 
done  by  drilling  a  %-inch  hole  in  the  tram  near  the  end  of  the 
rail.  The  bond  used  was  of  No.  4  galvanized  iron  wire.  A 
rivet  was  started  in  the  hole,  about  two  turns  of  the  wire  were 
taken  around  the  rivet,  and  then  the  rivet  was  set.  In  speak- 
ing of  this  work  some  time  ago  a  statement  was  made  that  no 
pains  were  taken  to  get  good  contact.  This  is  the  general 
opinion  of  present  critics.  I  do  not  think  this  was  ever  the 
case.  Frantic  efforts  were  made  to  pour  solder  on  the  wraps 
of  wire  around  the  heads  of  those  rivets.  The  head  of  the 
rivet  was  under  the  rail  with  a  clearance  space  notched  out 
of  the  stringer;  the  end  of  a  rail  was  raised  for  installing 
the  bond.  The  difficulty  of  the  work  was  increased  by  the 
fact  that  a  mule  car  ran  every  10  minutes.  It  might  be 
added  that  the  contempt  of  the  mule  driver  for  new  methods 
of  propulsion  and  the  conceit  of  the  expert  applying  the 
bonds  found  expression  in  plain  language. 

The  next  track  bonding  effort  in  my  knowledge  retained 
the  galvanized  iron  wire  feature,  but  a  wire  was  run  the  full 
length  of  the  track  and  connected  with  each  joint  bond;  but 
even  in  this  type  of  bonding  an  effort  was  made  at  good 
contact,  as  all  wire  splices  were  soldered. 

The  failure  of  bonding  during  these  periods  was  not  hard 
to  explain.  The  entire  track  construction  was  so  weak  that 
the  failure  to  secure  a  proper  return  was  largely  chargeable 
against  the  track  as  well  as  the  defect  in  capacity  of  the  bond. 
At  this  time,  while  the  tram  rail  was  still  in  use,  the  4%- 
inch  girder  rail  was  considered  standard  construction  for 
horse  car  work  and,  it  was  expected,  would  be  satisfactory 
for  electric  cars  if  only  bonded. 

The  channel  pin  was  generally  used  with  wire  bonds  and 
was  the  first  efficient  terminal.  It  was  first  used  with  gal- 
vanized iron  wire  up  to  Xo.  0000. 

This  type  of  bonding  held  its  own  in  popularity  and  effi- 
ciency until  superseded  by  bonds  concealed  under  the  fish 
plate.  The  popularity  of  this  type  was  largely  due  to  the 
possibility  of  using  all  scrap  wire  from  feeders  and  trolley  as 
bonds.     Its   efficiency  was  due  to  its  easy  application  by  un- 

•Read  before  Central  Electric  Railway  Association,  Davton,  O., 
March   28. 


skilled  workmen;   its  failure  due  to  the  ease  with  which  the 
copper  on  exposed  track  could  be  stolen. 

With  the  6-inch  girder  rail,  however,  a  much  better  bond 
was  used,  known  as  the  Chicago  bond.  The  bonds  used  by 
the  writer  were  solid,  with  No.  0  wire  with  a  large  base  at 
the  terminal  end,  and  the  terminal  was  threaded.  After  the 
terminal  was  put  through  the  rail  a  brass  nut  was  put  on  and 
pulled  tight. 

Contact  was  provided  by  milling  the  rail  around  the  hole 
with  a  special  tool,  the  large  contact  being  provided  by  the 
boss  against  the  milling  surface.  Special  pains  were  taken 
to  insure  contact,  as  a  strip  of  solder  was  introduced  under 
this  boss  and,  after  heating  with  a  torch,  the  nut  was  given 
an  extra  turn;  and.  finally,  the  end  of  the  thread  was  riveted 
to  prevent  the  nut  from  coming  loose. 

The  next  bond  which  came  to  my  notice  was  the  No.  00 
Atkinson  Horseshoe,  about  2V2  inches  long.  This  was  presum- 
ably applied  with  a  single  screw  compressor;  but  in  reality  a 
large  majority  of  these  bonds  were  driven  in  and  riveted  with 
a  hammer.  This  bond  gave  a  good  result  on  account  of  the 
increase  in  capacity  and  because  of  the  fact  that  it  was 
used  on  good  firm  joints.  On  loose  joints,  however,  the  short- 
ness of  fength  and  the  lack  of  flexibility  soon  destroyed  the 
contacts.  The  No.  000  and  No.  0000  Washburn  &  Moen 
bond,  known  as  the  Crown  bond,  was  the  next.  This  bond 
had  a  hollow  terminal,  which  was  expanded  after  its  insertion 
in  the  rail  by  a  tapered  steel  plug.  These  bonds  proved  to  be 
good.  The  point  of  failure  was  generally  in  drilling  a  hole 
of  the  exact  size  needed  for  the  terminal,  and  the  limited 
expansion  the  plug  would  give.  The  result  was  loose  ter- 
minals. There  are  bonds  of  this  description  in  track  at  In- 
dianapolis that  test  fair  now  after  six  to  seven  years'  use. 

The  standard  bond  in  use  in  Indianapolis  is  a  No.  0000  10- 
inch  flexible  bond  with  a  %-inch  compressed  terminal.  With 
this  type  of  bond  the  chief  difficulty  is  the  connection  of  the 
flexible  strand  or  ribbon  wire  with  the  terminal.  Each  manu- 
facturer claims  that  his  process  is  the  best.  But  all  are 
affected  by  the  personal  errors  of  workmen  in  manufacture. 
Certain  heat  conditions,  together  with  proper  manipulation 
at  the  exact  moment,  are  essential  to  production  of  the  good 
bond.  Individual  wires  badly  burned,  and  wires  practically 
cut  through  in  the  process  of  forging,  are  frequently  found  in 
all  these  bonds.  I  know  of  no  practical  test  that  can  be  ap- 
plied to  ascertain  conditions  at  the  merging  of  the  strands  into 
the  terminal.  In  sawing  terminals  open  with  a  hack-saw,  the 
condition  of  the  surfaces  exposed  does  not  prove  contacts, 
as  the  drag  of  the  saw  teeth  in  a  material  that  flows  as  read- 
ily as  soft  copper  will  cover  and  smooth  over  irregularities. 

If  the  terminal  is  quartered  by  hack-saw  cuts  down  to 
the  flat  and  these  quarters  are  spread  and  flattened  back  by 
sharp,  heavy  blows  with  a  hammer,  the  test  may  demonstrate 
the  ductility  and  hardness  of  the  material  and  may  show 
some  measure  of  the  contact  between  the  ribbon  wire  and  the 
head  in  cases  where  the  head  was  originally  a  separate  piece. 

For  testing  all  contacts  of  ribbon  or  strand  wire  with  the 
terminal  the  following  is  suggested:  Hold  the  head  firmly 
in  a  vise;  after  cutting  the  sirands  some  two  or  three  inches 
from  the  head  and  bending  them  back  against  the  terminal, 
take  the  individual  wires  and  separate  them  from  the  head  by 
a  strong,  sharp  jerk.  This  will  show  relatively  the  reduction 
in  area,  brittleness  and  possible  defect. 

The  manufacturers  do  not  pay  sufficient  attention  to 
smooth  terminals.  Frequently  terminals  are  so  rough  that  an 
appreciable  flow  of  material  under  compression  will  be  re- 
quired to  bring  cavities  into  contact. 

A  serious  difficulty  in  bonding  is  the  drilling  of  holes  in 
the  rail.  New  twist  drills  will  bore  an  exact  hole,  but  if 
they  are  ground  by  hand  they  will  not  bore  true  holes.  A  tool 
grinder  is  therefore  essential.  A  Yankee  tool  grinder  in  the 
shop,  or  one  of  the  portable  tool  grinders  now  obtainable, 
should  be  used  exclusively  for  bits.  A  portable  grinder  costs 
about  $15  and.  if  fastened  on  a  hand  car.  a  wagon  bed  or  even 
on  a  block  of  wood,  can  be  conveniently  carried.  If  the 
grinder  is  attached  to  a  piece  of  board  and  nailed  to  a  pole  or 
a  tie.  grinding  can  be  accomplished  easily. 

In  one  instance,  after  carefully  bonding  some  three  miles 
of  track,  I  found  at  the  end  of  three  months  that  15  per 
cent  of  the  bonds  were  faulty  and  I  am  convinced  that  defec- 
tively ground  bits  were  responsible.  The  original  holes  were 
drilled  with  a  Ludlow  electric  track  drill  after  the  track 
was  laid,  and  the  holes  were  drilled  dry  so  that  no  oil  or 
dust  could  prevent  contact.  The  bonds  were  immediately  ap- 
plied with  good  compression.  It  was  decided  that  one  of  the 
bits  used  had  evidently,  due  to  defective  grinding,  drilled  a 
hole  nearly  vs  of  an  inch  large.  The  only  defective  bonds 
were  consecutive  along  one  side  of  a  track,  and  the  holes  were 
found  to  be  too  large. 

It  is  necessary  to  insist  on  the  use  of  the  tool  grinder, 
as  men  claim  they  can  grind  better  by  hand.     Investigation 


March  30,  1907. 


ELECTRIC    RAILWAY    REVIEW 


423 


has  shown  that  all  claims  of  better  grinding  by  hand  were 
due  to  a  wire  edge  left  by  the  tool  grinder  which  prevents 
good  cutting.  The  wire  edge  can  be  easily  removed  by  the 
back  of  a  knife  blade.  If  one  man  is  made  responsible  for  the 
field  grinding  he  will  understand  the  necessary  kinds  of  grind- 
ing and  will  take  pride  in  doing  the  work  well. 

The  writer  has  never  personally  used  plastic  bonds.  His 
experience  with  solders  of  low  melting  temperature,  contain- 
ing bismuth  and  mercury,  demonstrated  sufficiently  that  such 
alloys  will  granulate  and  disintegrate  in  time.  Soldered  bonds 
are  a  success  when  carefully  applied.  They  give  good  contact 
and  are  hard  to  remove.  Good  track  with  firm  joints  are 
necessary  for  the  success  of  a  soldered  bond. 

The  use  of  a  bond  brazed  to  the  rails  by  means  of  an  elec- 
tric brazing  device  gives  the  best  contact  that  can  be  ob- 
tained. This  process  of  brazing,  however,  includes  the  merg- 
ing of  the  ribbon  wires  into  a  solid  mass  for  a  terminal,  which 
is  the  most  delicate  part  of  bond  manufacture.  The  forging 
of  a  bond  can  be  entrusted  only  to  a  workman  of  the  highest 
skill.  Railway  companies  will  find  it  difficult  to  do  work  them- 
selves with  such  a  machine  unless  they  are  able  to  find  and  to 
keep  an  operator  who  possesses  the  requisite  skill. 

In  Indianapolis  there  are  40  miles  of  track  with  cast  weld 
joints  which  also  provide  the  electric  contact.  These  joints 
have  been  tested  several  times  and  show  excellent  contact. 
There  is  about  1  per  cent  of  open  joints  which  have  been 
bonded  after  five  to  six  years  of  service. 

It  is  frequently  impossible  to  bond  all  joints  in  special 
work  for  the  reason  that  the  compressor  cannot  be  applied. 
Long  bonds  must  be  used  to  connect  all  pieces  that  would 
leave  open  joints.  In  addition  it  is  best  with  complicated  lay- 
outs to  use  long  bonds  to  jump  the  entire  piece  of  special 
work.  The  size  and  the  number  of  such  long  jump  bonds 
depend  on  the  amount  of  return  current  to  be  carried.  Long 
bonds  can  be  made  with  terminals  spliced  and  soldered  to  the 
wire  or  cable. 

Manufacturers  charge  more  for  two  terminal  ends  than 
for  a  30-inch  cable  bond,  which,  if  cut  in  two,  will  provide  the 
desired  terminals.  The  reason  for  this  is  the  manufacturer's 
secret. 

The  general  rule  in  cross  bonding  is  to  use  a  cross  bond 
every  500  feet  and  at  both  ends  of  all  special  work.  Double 
track  should  be  bonded  across  at  least  every  1,000  feet.  A 
bond  made  66  inches  long  will  suffice  for  both  track  and 
"devil"   strip   cross   bonding. 

Bond  testing  can  be  done  with  very  simple  instruments. 
The  double  voltmeter  is  sufficient.  This  is  wired  to  knife- 
edge  terminals;  one  reading  is  taken  through  the  joint  and  the 
other  through  a  similar  length  of  rail.  A  comparison  of  the 
drops  shown  by  each  meter  will  give  the  relative  conduc- 
tivity of  joint  and  rail.  A  joint  showing  three  times  the 
resistance  of  an  equal  length  of  solid  rail  is  frequently  per- 
mitted. Greater  resistance  indicates  that  the  bond  should 
be  renewed.  The  expense  of  removing  and  replacing  the 
pavement,  however,  frequently  prevents  proper  attention  to 
poor  bonds. 

It  is  a  slow  and  tedious  task  to  go  over  any  length  of  track 
with  a  bond  tester.  Sufficient  attention,  however,  is  not  gen- 
erally given  to  the  condition  of  bonding.  A  bond  supervisor 
should  be  employed  on  all  roads,  and  no  other  duties  should 
be  imposed  which  will  prevent  him  from  making  proper  in- 
spection. A  good  bond  supervisor  will  undoubtedly  be  termed 
a  crank  by  construction  gangs,  thus  proving  his  efficiency. 

A  test  car  for  the  general  inspection  of  bonding  would  be 
a  good  investment  for  roads  with  considerable  length  of 
track.  Such  a  car  has  made  trips  over  Indiana  and  Ohio 
roads.  The  car  gave  the  general  conditions,  but  registered 
more  open  joints  than  actually  existed,  as  any  break  in  con- 
tact between  the  wheel  of  the  car  and  the  rails  will  also  regis- 
ter as  an  open  joint.  In  spite  of  any  local  defect  which  may 
be  missed  or  any  non-existing  defect  which  may  be  registered, 
the  car  would  show  the  conditions  of  bonding  at  a  lower 
expenditure  per  mile  than  any  other  method. 

Discussion   on  Track   Bonding. 

A.  A.  Anderson  (Indianapolis  Columbus  &  Southern) 
asked  as  to  whether  Mr.  McMath  objected  to  the  use  of  oil 
in  drilling  for  bonds. 

Mr.  McMath  replied  that  he  did  not,  provided  the  oil 
were  wiped  off — the  cleaner  the  metal  the  better — and  he 
suggested  the  use  of  emery  cloth  to  cleanse  the  surface  of 
the  hole. 

G.  H.  Kelsay  (Indiana  Union  Traction  i  inn-d  ilmi  < 
installing  bonds  recently  under  the  direction  of  the  manu- 
facturer he  had  used  oil  and  cleaned  the  holes  with  gasoline. 

\V.    H.   Evans    (Indianapolis   Traction    &   Terminal)    sug- 


gested the  use  of  drills  of  high-speed  steel,  which  required 
neither  water  nor  oil  as  a  lubricant. 

In  response  to  a  question  by  Mr.  Kelsay  as  to  efficiency 
of  brazed  bonds,  C.  N.  Wilcoxon  (Cleveland  &  Southwestern) 
stated  that  about  15  months  ago  the  Electric  Railway  Im- 
provement Company  had  installed  bonds  for  one  line  of  rails 
on  two  short  divisions  aggregating  14%  miles  in  length. 
These  were  of  No.  0000  section  and  brazed.  A  recent  inspec- 
tion showed  that  out  of  1,200  bonds  installed  only  7  were 
defective;  of  these  5  had  broken  strands  and  2  had  one 
terminal  loosened.  Later  523  brazed  bonds  had  been  in- 
stalled on  track  in  brick  paved  streets,  where  the  rail  joints 
were  badly  worn,  and  only  27  had  proved  defective  in  a  re- 
cent inspection,  which  the  speaker  considerd  a  very  good 
showing. 

George  Whysall  (Columbus  Delaware  &  Marion)  gave 
the  cost  of  installing  American  Steel  &  Wire  Company's 
double  terminal  bonds  as  from  8  to  10  cents  each.  In  install- 
ing 1.000  of  these  bonds  he  has  experienced  trouble  in  drill- 
ing the  holes  nearer  the  ends  of  rails  without  oil.  In  a 
later  installation  of  1,000  of  these  bonds  pil  had  been  used 
and  the  holes  cleaned  with  a  cheesecloth  swab  dipped  in 
gasoline.  The  speaker  believed  the  principal  difficulty  in 
bond  installation  was  that  mechanics'  work  was  expected 
from  common  laborers. 


CAR    WHEELS    FOR    INTERURBAN    AND    CITY   SERVICE/ 


i:v    C.    SK1NNEB,    MASTER    MECHANIC    SCIOTO    VALLEY    TRACTION 
COMPANY. 


I  wish  first  to  state  that  I  have  interpreted  this  subject 
to  mean.  "Wheels  for  Heavy  Interurban  Cars,  Operated  over 
Both  Interurban  and  City  Tracks,"  and  in  the  treatment  of 
the  matter  at  this  time  I  have  in  mind  only  the  operation  of 
high-speed  equipment  weighing  40  tons  or  over  per  car. 

I  am  fully  satisfied  that  in  the  selection  of  wheels  for 
this  class  of  service,  the  specifications  of  the  Master  Car 
Builders'  Association  should  be  adhered  to  as  nearly  as  pos- 
sible. It  may  be,  and  in  our  ease  was,  necessary  to  reduce  the 
size  of  the  wheel  flanges  somewhat  in  order  to  operate  over 
city  streets,  and  I  believe  the  flange  dimensions  may  be  safely 
reduced  to  1%  or  1  inch  in  depth  and  to  VA  or  1%  inches 
through  the  throat,  but  I  am  firmly  of  the  opinion  that  the 
4-inch  tread  is  essential  to  safe  tracking  and  to  obtain  proper 
efficiency  in  braking,  with  heavy  equipment. 

My  experience  has  been  that  the  flangeless  brake  shoe  is 
best  for  service  in  which  heavy  cars  are  operated  over 
grooved  rail  in  city  streets,  for  the  reason  that  the  flange 
wear,  already  excessive,  should  not  be  increased  by  the  use 
of  a  flanged  shoe.  We  have  demonstrated  by  practical  tests 
that  the  wear  on  the  wheel  flange  by  the  adhering  of  a  brake 
shoe  to  the  flange  of  the  wheel  reduces  the  possible  length 
of  time  between  tire  turnings,  by  nearly  30  per  cent.  There- 
fore, in  the  operation  of  heavy  equipment  at  high  speed,  with 
flangeless  brake  shoes,  we  need  a  fairly  wide  tread  to  obtain 
sufficient  braking  power. 

The  question  of  safety  in  tracking  is  an  extremely  impor- 
tant one.  I  believe  all  will  agree  that  no  system  of  inspection, 
no  matter  how  thorough,  can  be  depended  upon  to  detect  a 
wheel  that  is  loose  and  working  at  the  axle  fit,  at  just  the 
time  it  occurs.  Therefore,  why  reduce  the  factor  of  safety 
from  this  not  unusual  trouble,  especially  when  we  have  to 
meet  a  condition  in  operating  over  city  tracks  that  greatly 
increases  the  liability  of  wheels  to  loosen  on  the  axle  fit? 
Recognizing  the  desire  and  expediency  of  having  interurban 
companies  operate  their  cars  over  the  tracks  of  city  compan- 
ies within  the  limits  of  municipalities,  I  believe  that  in  the 
operation  of  this  same  heavy  equipment  at  high  speeds  out- 
side of  city  limits,  safety  must  be  the  first  consideration.  I 
will  give  a  brief  resume  of  the  experience  of  the  Scioto 
Valley  Traction  Company  with  the  wheel  question.  This 
company  conum-ncrd  opfiaUon  in  .inly.  1D04,  and  until  about 
December  1,  1904,  operated  on  its  own  T-rail  tracks  exclu- 
sively, not  entering  Columbus  over  the  city  tracks  until  the 
latter  date. 

The  records  from  which  data  were  obtained  for  this  report 
cover  ten  60-foot  passenger  cars  of  this  company,  weighing 
1^  ions  each,  and  equipped  with  36-inch  steel  tired  wheels, 
having  M.  C.  B.  tread  with  flange  1  inch  deep  by  1  1-16  inches 
thick  through  the  throat.     (This  was   in I    in   i.<     ■',•• 

i    before    Central    Electric    Railway    Association,    D 
tfarch  28. 


424 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  13. 


mum  size  of  flange  which  could  be  operated  over  the  groove 
rail  tracks  in  the  city  of  Columbus). 

The  accompanying  illustration  shows  the  exact  wear  on 
flanges  of  a  pair  of  wheels  removed  from  one  of  the  cars  on 
March  22,  1907;  this  pair  of  wheels  having  been  placed  under 
this  car  November  8,  1906,  with  tires  newly  turned  to  the  di- 
mensions mentioned  above.  The  mileage  made  by  this  pair  of 
wheels  during  this  interval  was  28,000  miles.  This  wear  was, 
■however,  somewhat  abnormal,  as  we  average  about  eight 
months  between  turnings,  or  about  48,000  miles.  The  first 
five  months  of  our  operation,  you  will  recall,  was  over  T- 
rail.  and  I  would  call  particular  attention  to  the  fact  that 
during  that  time,  our  wheel  flanges  showed  no  perceptible 
wear.  Since  December  1,  1904,  or  during  a  period  of  about 
27  months  we  have  been  obliged  to  remove  and  turn  93  pairs 
of  wheels  for  no  other  cause  than  worn  flanges.  The  distance 
covered  in  going  in  and  out  of  the  city  of  Columbus  is  seven 
miles,  about  one  half  of  which  is  grooved  rail  with  1%-inch 
groove. 

In  looking  at  the  illustration,  you  will  observe  the  ex- 
cessive wear  on  the  inside  of  the  flange.  This  wear,  coming 
at  the  angle  it  does,  shows  a  very  severe  wedging  tendency, 
which  finds  its  weakest  point  at  the  wheel  and  axle  fit.  The 
inertia  from  the  swaying  of  the  heavy  car  and  from  climbing 
the  inside  of  the  groove  where  the  track  is  out  of  alignment, 
make  it  very  difficult  to  maintain  an  immovable  wheel  at  this 
fit.  In  less  than  two  months  after  commencing  operation 
over  the  city  tracks,  we  had  a  large  number  of  loose  wheels, 
that  is  to  say,  they  had  moved  out  of  gauge  on  the  axles  not- 
withstanding that  it  afterward  took  from  45  to  60  tons  hy- 
draulic pressure  to  move  the  same  wheels  in  the  shops.  We 
replaced  these  wheels  at  from  90  to  125  tons  pressure,  and 
■have  been  fairly  successful  in  keeping  them  tight. 

Judging  from  our  experience,  I  should  say  that  wheels 
for  this  class  of  service  should  be  pressed  on  at  about  90 
tons,  with  a  minimum  of  70  tons.  I  have  handled  wheels  of 
■identically  the  same  design  on  steam  railroads  for  a  number 
of  years,  using  40  tons  as  a  maximum  pressure,  with  no 
trouble  from  loosening. 

Although  over  half  of  the  wheels  under  the  cars  covered 
in  this  report  have  been  refitted  on  account  of  becoming 
loose,  we  find  it  necessary  to  maintain  the  most  rigid  in- 
spection of  our  wheels.  We  keep  a  trained  inspector  whose 
principal  duty  it  is  to  gauge  each  pair  of  wheels  each  day  a 
•car  is  in  the  shops,  which  is  every  alternate  day.  The  spread 
is  measured  by  a  solid  immovable  gauge  and  a  written  record 
is  made  of  the  position  of  the  wheels  on  the  axle.  This  re- 
port is  turned  into  my  office,  where  it  is  carefully  checked 
with  the  former  records.  It  is  not  unusual  even  now  to  find 
a  wheel  loosened,  notwithstanding  the  enormous  pressure  at 
which  we  put  them  on. 

Some  idea  of  the  excessive  wear  of  flanges  due  to  the 
cause  mentioned  may  be  shown  by  comparison  with  the  life 
of  I  he  same  wheel  under  equipment  of  equal  weight  on  steam 
railroads:    it   is  not  unusual   to  obtain   a   mileage  on     steam 


baok  to  back  of  wheels  accurate,  and  that  the  minimum  was 
4  feet  6  inches. 

Replying  to  an  inquiry,  Mr.  Skinner  said  he  had  found 
no  marked  difference  in  the  wear  of  wheels  on  the  gear  end 
of  the  axle,  and  that  in  the  drawing  submitted  the  lesser  wear 
was  on  the  gear  end.     This  was  contrary  to  the  experience 


Wheels— M.    C.    B.    Standard    Wheel    Flange— Full    Size. 

of  a  number  of  speakers,  who  stated  that  the  wheel  on  the 
gear  end  of  the  axle  showed  the  greater  wear. 

George  Whysall  (Columbus  Delaware  &  Marion)  attrib- 
uted the  trouble  with  wheel  wear  on  his  road  largely  to  the 
varying  gauges  of  special  work  in  Columbus,  which  were 
from  4  feet  SVi  inches  to  4  feet  9  inches. 

F.  A.  Bundy  (Lima  &  Toledo  Traction)  stated  he 
found  the  principal  wear  on  the  gear  end  of  the  axle,  and 
that  steel  tires  would  not  run  50,000  miles  before  the  flange 
wore  to  %  inch  in  thickness.  In  turning  worn  wheels  he 
made  the  wheel  on  the  gear  end  a  little  large,  and  did  not 
attempt  to  bring  the  flange  up  to  standard  gauge.  The  ques- 
tion of  the  effect  of  cars  riding  on  the  side  bearings  having 
been  raised,  Mr.  Bundy  said  that  this  would  not  account  for 
the  result  on  his  road,  as  there  was  a  clearance  of  3-16  to 
Yi  inch  on  his  cars. 

W.  H.  Evans  (Indianapolis  Traction  &  Terminal)  sug- 
gested that  there  might  be  a   difference  in   wheel   wear  ac- 


Wheels — Flange    as   Worn — Gear    End    of    Axle — Full    Size. 


Wheels — Flange   as   Worn — Non-Gear   End   of  Axle — Full   Size. 


roads  of  about  200,000  miles  between  turnings,  while  our  aver- 
age is  48,000  miles. 

Discussion  on  Car  Wheels. 
T.  B.  McMath  (Indianapolis  Traction  &  Terminal)  called 
attention  to  the  drawing  submitted  by  Mr.  Skinner  and  said 
that  with  grooved  guard  rails  wheels  with  %  by  1%  inch 
flanges  would  wedge,  and  tend  to  produce  the  effect  shown. 
He  considered  it  very   important   to  have  the  gauging  from 


cording  as  the  motors  were  inside  or  outside  hung,  and  that 
the  play  in  pedestals  and  boxes  was  an  important  matter.  He 
also  urged  the  need  of  careful  measurement  of  wheels  to  in- 
sure that  they  are  properly  mated  and  properly  centered  on 
the  axle;  incompetent  or  unreliable  help  should  not  be  em- 
ployed in  this  work.  In  his  practice  tapes  were  used  for 
measuring  wheels,  as  he  considered  calipers  unreliable.  In 
turning  steel  tires  the  gear  end  wheel  was  left  from  3-16  to 


March  30.  1907. 


ELECTRIC    RAILWAY    REVIEW 


425 


%  inch  greater  in  circumference.  The  speaker  considered 
a  vertical  flange  1%  inches  deep  more  dangerous  than  a 
smaller  flange  of  the  proper  contour.  He  believed  a  4-inch 
tread  better  than  narrower  ones  and  stated  that  in  Kansas 
City  no  difficulty  had  been  experienced  in  substituting  3%- 
inch  treads  where  2%-inch  treads  had  been  used  before. 

Mr.  Bundy  replied  that  if  the  equipment  were  uniform 
a  wide  tread  would  cause  no  trouble,  but  that  if  different 
treads  were  used  there  would  be  difficulties  in  running  over 
switches. 


TROLLEY    WHEELS.* 


BY    M.     BAXTER,    ELECTRICAL    ENGINEER,    WESTERN   OHIO   RAILWAY 
COMPANY. 


This  paper  is  intended  to  deal  with  trolley  wheels  for 
interurban  cars.  Much  time  and  expense  can  be  saved  by 
using  trolley  wheels  designed  for  the  particular  service,  and 
it  pays  to  test  them  out  thoroughly. 

When  testing  a  new  wheel  there  should  be  kept  not 
only  car-mileage  record  of  wheel,  spindle  and  bushing,  but 
also  the  record  of  complaints  from  the  conductors.  It  should 
be  known  whether  the  wheel  held  to  the  wire  and  ran  quietly. 
The  wheel  should  be  examined  when  it  comes  off  the  test 
to  learn  whether  it  met  with  accident  or  was  entirely  worn 
out.  Spindle,  lubricant,  bushing  and  the  flange  of  the  wheel 
should  be  examined  especially  to  see  if  the  wheel  wore  true. 

It  pays  to  keep  a  complete  record  of  every  wheel  used, 
and  this  can  be  done  with  little  cost  by  the  barn  man  who 
looks  after  the  trolleys.  Each  wheel  should  be  stamped  and 
a  record  made  of  the  date  when  it  went  into  and  came  out 
of  service,  giving  number  of  the  car  on  which  it  was  placed. 
This  record  can  be  completed  by  the  man  who  takes  care  of 
the  car-mileage. 

If  a  record  of  all  wheels  is  kept  some  of  them  will  not 
be  allowed  to  lie  along  the  right  of  way  to  be  picked  up  and 
sold,  and  we  will  get  them  to  our  own  scrap  pile.  Very 
often  where  an  extra  pole  and  wheel  are  carried  on  a  car 
the  trainmen  in  their  haste  to  make  quick  repairs  and  get 
their  car  back  on  time  after  a  trolley  wheel  accident,  will 
throw  the  old  pole  and  wheel  on  ground,  expecting  the  work 
car  crew  to  pick  it  up  some  day. 

If  a  record  is  kept  the  manager  will  know  if  the  wheel 
manufacturer  is  keeping  his  product  up  to  standard.  If  he 
learns  of  some  other  road,  under  similar  conditions,  which 
claims  good  results  from  a  trolley  wheel  test,  he  will  know 
if  he  cares  to  try  that  wheel. 

Many  delays  on  the  road  from  trolley  wheel  trouble  can 
be  done  away  with  by  having  a  good  man  to  inspect  the 
wheels.  This  inspection  should  be  made  every  day  or  after 
every  500-mile  run.  Much  attention  should  be  paid  to  the 
contacts  and  the  collecting  springs  of  wheels.  These  con- 
tacts and  springs  should  be  kept  clean  and  in  good  shape  so 
that  the  current  will  not  depend  upon  the  spindle  for  a  path 
to  the  trolley  pole.  If  it  does  the  lubricant  will  soon  dry 
out  and  the  spindle  or  hub  will  be  ruined. 

Oftentimes  a  wheel  is  condemned  when  the  real  cause 
of  the  trouble  may  not  be  in  the  wheel.  The  cause  may  be 
in  the  trolley  stand  or  the  adjustment  of  the  wheel  in  the 
harp. 

To  have  the  life  of  a  wheel  increased  where  double  trol- 
ley wires  are  used  and  where  the  wheel  has  a  tendency  to 
wear  only  on  one  side  instead  of  in  the  center,  the  trolley 
stand  should  be  adjusted  so  that  it  will  swing  freely,  but  not 
too  freely,  for  the  high-speed  road  cannot  make  time  with  a 
too  sensitive  trolley  stand.  The  tension  of  the  wheel  on 
the  wire  should  be  watched  closely. 

Many  roads  today  are  making  their  own  trolley  wheels 
from  scrap  that  accumulates  on  their  property.  They  claim 
a  saving  of  about  30  per  cent. 

Discussion    on     Trolley     Wheels. 

After  reading  his  paper  Mr.  Baxter  requested  that  those 
present  who  had  had  experience  with  graphite  bushings,  and 
who  made  their  own  trolley  wheels,  and  also  those  who  had 
had  pxpi-iir-nri-  wiih  sliding  trolleys,  would  give  the  results. 

George  Whysall  (Columbus  Delaware  &  Marion)  stated 
that  with  ordinary  care,  that  is,  lubricating  the  trolley  wheels 
at  night  only,  Kalamazoo  wheels  made  about  2,200  miles; 
lubricating  them  once  during  the  middle  of  the  day  increased 
the  life  to  an  average  of  6,600  miles,  and  in  one  case  he 
bad   got   9,000  miles  out  of  a  wheel.     He  believed,  however, 

*K>-;iri  before  Central  Electric  Rallwa;     Association,  Dayton,  0., 


that  the  cost  of  the  time  required  to  give  the  extra  lubrica- 
tion was  not  compensated  for  by  the  longer  life  of  the  wheel. 
With  the  Hensley  wheel  he  secured  a  mileage  from  3,000  to 
3,500.  Until  about  two  weeks  ago  the  tension  used  with 
these  was  from  40  to  45  pounds  19  feet  above  the  rail.  Con- 
siderable trouble  had  been  experienced  by  the  trolley  wire 
breaking  near  the  ears.  With  the  tension  reduced  to  from 
35  to  40  pounds  the  trolley  wheel  would  leave  the  wire  and 
some  broken  poles  resulted.  A  tension  of  40  to  45  pounds 
would  keep  the  wheel  on  the  wire  at  the  speeds  used,  which 
are  40  miles  on  the  average,  with  a  maximum  of  60. 

Mr.  Baxter  said  that  a  roller  bearing  trolley  stand  obvi- 
ated the  difficulty  in  regard  to  the  wheel  leaving  the  wire. 

F.  A.  Bundy  (Lima  &  Toledo)  said  that  in  applying  oil 
to  lubricate  the  Kalamazoo  wheel  the  graphite  bushing  was 
spoiled  and  that  good  results  from  the  use  of  graphite  could 
not  be  expected  under  this  condition.  He  had  difficulty  in 
keeping  the  Holland  wheel  on  the  wire.  With  the  Hensley 
wheel  twice  the  life  had  been  secured  by  using  a  ball  bearing 
base.  Some  difficulty  had  been  experienced  from  scoring  of 
the  wheel  hub,  which  he  believed  to  be  due  to  the  wheel 
not  being  thoroughly  cleansed'  from  sand.  With  his  average 
conditions,  with  lubrication  every  alternate  day,  Hensley 
wheels  made  from  3,200  to  3,300  miles.  Mr.  Bundy  considered 
that  the  trolley  wheel  question  was  a  very  serious  one  and 
that  the  difficulties  experienced  were  due  to  attempting  to 
pass  500  to  800  amperes  through  a  small  contact  area.  He 
considered  that  a  new  contact  device  was  necessary,  one 
which  would  give  sufficient  area  to  carry  the  current  needed. 
He  had  found  that  even  with  tension  as  high  as  50  pounds 
19  feet  from  the  rail  the  trolley  wheel  would  leave  the  wire 
if  the  retriever  were  not  in  perfect  order,  and  that  a  lighter 
tension,  30  to  35  pounds,  with  a  ball  bearing  base,  kept  the 
wheel  to  the  wire  better  than  the  heavier  tension  and  ordi- 
nary base.  He  suggests  the  use  of  metal  molds  for  casting 
trolley  wheels,  to  insure  cleaner  castings  and  greater  sym- 
metry. 

J.  E.  Cochran  (Lima  &  Toledo)  stated  that  he  had  65 
miles  of  No.  000  trolley  wire  with  clinch  ears  and  had  found 
no  breaks  at  the  ear,  although  there  had  been  a  few  cases  of 
the  wire  breaking  between  the  poles.  Examination  showed 
the  wire  pitted  and  burned  as  badly  12  inches  from  the  ear 
as  at  the  ear.  He  believed  that  the  trolley  wheel,  which 
had  served  very  well  for  transmitting  125  amperes,  was 
entirely  unsuitable  for  transmitting  400  to  800  amperes,  and 
that  with  speeds  from  40  to  60  miles  an  hour  there  was  cer- 
tain to  be  arcing  at  the  trolley  wheel,  which  would  burn 
the  wire. 

Mr.  Wbysall  said  that  much  of  the  trouble  with  trolley 
wheels  leaving  the  wire  was  due  to  track  and  not  to  the 
wheel  or  the  wire.  A  slight  variation  in  the  surface  of  the 
track  caused  a  comparatively  large  movement  at  the  height 
of  the  trolley  wire. 

G.  H.  Kelsay  (Indiana  Union  Traction  Company)  criti- 
cized the  design  of  trolley  wheels,  stating  that  many  of 
them  were  not  well  balanced  and  that  a  wheel  not  perfectly 
balanced  would  cause  pounding  in  the  bearing  and  shorten 
its  life.  He  believed  that  a  light  pole  and  a  light  wheel, 
together  with  a  proper  adjustment  of  the  stand,  would  greatly 
improve  matters.  On  the  Indiana  Union  Traction  lines  there 
were  a  good  many  breaks  in  old  trolley  wire.  This  wire  was 
of  figure  8  section  with  clinch  ears,  4  or  5  inches  long,  and 
the  breaks  occurred  at  the  ears. 

Replying  to  an  inquiry  concerning  experience  with  bow 
trolleys  on  single-phase  lines,  Mr.  Crouch  of  the  Westing- 
house  company  stated  that  aluminum  sliding  trolleys  had 
given  from  4,000  to  5,000  miles  on  3,300  volt  lines,  and  a 
greater  mileage  on  6,600  and  11,000  volt  lines. 

A.    A.   Anderson     (Indianapolis   Columbus    &     Southern) 
stated  that  the  trolley  tension   used   with  the  bow   tro 
when  he  was  on  the  Indianapolis  &  Cincinnati   line,  was  20 
to  25  pounds,  less  pressure   being  necessary  than    with     b 


42G 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  13. 


wheel.  Mr.  Crouch  gave  the  tension  with  the  pantagraph 
type  sliding  trolley  as  from  15  to  20  pounds. 

T.  \V.  Shelton  (Ft.  Wayne  &  Springfield)  stated  that 
his  road  had  been  designed  with  a  view  to  using  the  bow 
trolley,  but  that  it  was  at  present  operated  with  trolley 
wheels,  taking  current  at  6,600  volts.  He  had  no  difficulty 
with  the  wheel.  Mr.  Shelton  considered  that  the  catenary 
suspension  was  the  safest,  but  called  attention  .to  the  need 
of  considering  the  difference  in  the  coefficients  of  expansion 
of  copper  and  steel,  and  stretching  the  copper  wire  tight; 
otherwise  with  higher  temperatures  there  would  be  very 
marked  sags  in  the  copper  wire,  as  it  expanded  more  for  a 
given  rise  in  temperature  than  the  messenger  cable. 

The  discussion  closed  with  some  comments  upon  iron 
trolley  wheels,  Mr.  Bundy  stating  that  he  had  removed  iron 
trolley  wheels  because  he  found  them  covered  with  copper 
and  felt  sure  that  the  trolley  wire  was  being  worn  rapidly. 


VALUES  OF  TIES  OF    DIFFERENT    MATERIALS. 


In  Bulletin  No.  75  of  the  American  Railway  Engineering 
and  Maintenance  of  Way  Association  Mr.  W.  C.  Cushing, 
chief  engineer  of  maintenance  of  way,  Pennsylvania  Lines 
West  of  Pittsburg,  Southwest  System,  gives  a  series  of  tables 
showing  the  cost  delivered  which  a  white  oak  tie,  lasting  10 
years,  must  reach  before  it  will  be  economical  to  use  other 
kinds  of  tie;  how  long  ties  of  different  materials  must  last 
in  order  to  be  as  economical  as  white  oak  costing  70  cents 
and  lasting  10  years;  and  the  first  cost  which  can  be  paid 
for  different  kinds  of  ties  in  order  to  be  as  economical  as 
white  oak  costing  70  cents  and  lasting  10  years.  Mr.  Cush- 
ing states  that  some  of  the  data  used  are  costs  established 
from  actual  practice  and  from  reliable  information  given, 
while  in  other  cases  assumptions  have  been  made  from  the 
best  information  available,  and  from  these  apparently  trust- 
worthy premises  the  following  deductions  have  been  made: 

With  white  oak  ties  costing  70  cents  delivered  on  the 
railroad,  it  is  economical  at  the  present  time  to  buy  in- 
ferior woods  at  a  price  not  to  exceed  50  cents,  have  them 
treated  with  zinc-chloride  or  zinc-tannin,  lay  them  in  the 
tracks  without  the  use  of  tie-plates  (except  where  it  is 
necessary  to  use  them  on  oak  ties)  and  use  a  standard 
railroad  spike.  A  life  of  ten  or  eleven  years  has  been 
found  to  be  a  maximum  for  such  ties  without  the  use  of 
tie-plates  and  better  fastenings,  and  if  the  life  of  10  years 
is  not  attained,  there  will  be  that  much  loss  to  the  company. 
When  a  white  oak  tie  reaches  a  cost  of  86  cents  or  87 
cents  delivered  on  the  railroad,  it  will  be  economical  to  use 
the  zinc-creosote  process,  or  straight  creosote  costing  30 
cents,  if  the  tie  costs  46  cents  delivered  on  the  railroad 
and  will  last  16  years;  or,  it  will  be  economical  to  use 
straight  creosoting  costing  85  cents  for  treatment  if  the 
tie  can  be  made  to  last  30  years,  which  is  French  practice, 
before  the  oak  tie  reaches  a  cost  of  80  cents  delivered  on 
the  railroad.  In  both  of  these  cases,  it  is  assumed  that  tie- 
plates,  wood  screws  and  helical  linings  are  used  because 
ties  cannot  be  made  to  last  more  than  ten  or  twelve  years 
without  the  use  of  proper  fastenings,  since,  otherwise,  the  tie 
will  be  destroyed  by  mechanical  wear.  It  is  necessary, 
therefore,  to  use  improved  fastenings  when  we  expect  to 
obtain  a  life  of  ties  greater  than  ten  or  eleven  years. 

It  will  also  be  economical  to  use  a  steel  tie  costing 
$1.75  delivered,  if  it  will  last  20  years. 

When  the  white  oak  tie  reaches  a  cost  of  90  cents  de- 
livered on  the  railroad,  it  will  be  economical  to  use  either 
ties  of  inferior  woods  treated  with  zinc-tannin  if  a  life  of  14 
years  can  be  obtained,  the  improved  fastenings  being  used; 
or  a  concrete  tie  costing  $1.50  if  it  will  last  20  years. 

When  the  price  of  white  oak  ties  reaches  $1  it  will  be 
economical  to  use  a  steel  tie  costing  $2.50  if  it  will  last 
30  years,  a  concrete  tie  costing  $2.25  if  it  will  last  30  years, 
or  an  inferior  wood  tie  treated  with  zinc-chloride  if  a  life 
of  12  years  can  be  obtained. 

With  ties  of  inferior  woods  costing  46  cents  delivered 
on  the  railroad  we  must  obtain  a  life  of  from  18  to  20  years, 
whether  treated  with  zinc-chloride,  zinc-tannin  or  zinc-creo- 
sote, to  make  them  as  economical  as  white  oak  ties  costing 
70  cents.  It  is  assumed,  of  course,  that  they  must  have 
the  most  approved  fastenings  in  order  to  attain  an  age  as 
great  as  that. 

With  inferior  woods  costing  46  cents  delivered  on  the 


railroad,  and  if  the  creosoting  costs  30  cents,  it  will  be  nec- 
essary for  us  to  obtain  a  life  of  21  years  in  order  to  make 
them  as  economical  as  white  oak  ties  costing  70  cents  de- 
livered. 

With  inferior  wood  ties  costing  46  cents  delivered,  and 
with  the  creosote  treatment  costing  85  cents  as  in  French 
practice,  it  will  be  necessary  for  us  to  obtain  a  life  of  36 
years  from  the  ties  in  order  to  make  them  as  economical 
as  white  oak  ties  costing  70  cents  delivered. 

With  steel  ties  costing  $1.75  each  delivered,  it  will  be 
necessary  for  us  to  obtain  a  life  of  28%  years  in  order  to 
have  them  as  economical  as  white  oak  ties  costing  70  cents 
delivered.  This  price  is  a  little  less  than  the  cost  of  the 
Buhrer  steel  ties  in  the  tracks  at  Emsworth. 

With  concrete  ties  costing  $1.50  each  delivered,  it  will 
be  necessary  for  them  to  last  28  years  before  they  will  be 
as  economical  as  the  white  oak  ties  costing  70  cents  de- 
livered. 

With  steel  ties  costing  $2.50  delivered  and  concrete  ties 
costing  $2.25  delivered,  which  are  approximately  the  prices 
of  the  Seitz  steel  tie  and  the  Buhrer  concrete  tie,  in  the 
tracks  at  Emsworth,  it  is  necessary  for  them  to  last  over 
50  years  each  in  order  to  make  them  as  economical  as  the 
white  oak  ties  costing  70  cents  delivered. 

In  order  to  make  treated  inferior  woods  as  economical 
as  white  oak  costing  70  cents  delivered,  when  the  treated 
ties  are  equipped  with  proper  fastenings  in  order  to  make 
them  last  as  long  as  has  been  found  practicable  by  experi- 
ence, we  can  only  afford  to  pay  for  the  ties  delivered  on 
the  railroad,  10  cents  each  when  treated  with  zinc-chloride; 
20  cents  each  when  treated  with  zinc-tannin,  or  creosoted  at 
30  cents;  23  cents  each  when  treated  with  zinc-creosote, 
and  29  cents  each  when  creosoted  in  accordance  with  French 
practice. 

In  order  to  make  them  as  economical  as  white  oak 
ties  costing  70  cents  delivered,  we  can  only  afford  to  pay 
$1.48  each  for  steel  ties  which  last  20  years,  and  $1.79  each 
when  lasting  30  years. 

In  order  to  make  them  as  economical  as  white  oak 
ties  costing  70  cents  delivered,  we  can  only  afford  to  pay 
as  first  cost  of  concrete  ties  delivered,  $1.15  each,  if  they 
last  20  years,  and  $1.57  each  if  they  last  30  years. 

We  know  nothing  about  the  life  of  concrete  ties,  and  it 
is  at  least  very  desirable  to  experiment  with  them  for 
yard  and  side  tracks  even  though  we  do  not  use  them 
in  the  main  tracks,  because  they  might  lie  undisturbed 
In  yard  tracks  for  many  more  years  than  they  would  in 
main   tracks. 

When  white  oak  ties  are  costing  70  cents  delivered 
(about  present  prices),  we  can  afford  to  buy  inferior  oak 
and  other  hard  woods  at  45  cents  to  50  cents  (present 
prices),  and  have  them  treated  with  the  zinc-tannin  or  zinc- 
chloride  processes,  and  only  use  common  spike  fastenings. 


Trials  of  an  Exhaust  Steam-Turbine  Plant. 


Gliick  Auf.  of  January  19.  reports  the  trials  of  an  exhaust 
steam-turbine  plant  recently  installed  at  the  pits  I.  and  II.  of 
the  Zeche  Zollverein.  in  the  Ruhr  Basin.  About  35.300  pounds 
of  exhaust  steam  are  available  per  hour,  supplied  by  two  haul- 
ing engines  and  by  the  fan  engines,  constructed  respectively 
by  the  Gute  Hoffnungshiitte  and  the  Maschinenfabrik  Hohen- 
zollern.  The  exhaust  turbine  was  also  built  at  the  Sterkrade 
Works  of  the  Gute  Hoffnungshiitte,  and  the  thermal  storage 
tank,  of  the  Rateau  type,  by  the  Maschinenbau  A.  G.  Balcke, 
of  Bochum.  The  steam  feed  in  the  turbine  is  controlled  by  a 
throttle  valve  actuated  by  a  hydraulic  relay  which  is  con- 
nected with  the  oil-pump,  so  that  on  failure  of  lubrication  the 
steam  is  at  once  cut  off.  The  turbine  runs  at  1,500  revolu- 
tions, and  is  coupled  with  a  triphase  generator  for  1,000  kilo- 
watts at  1.000  volts;  it  also  drives  the  exciter,  of  16  kilowatts. 
The  feed-pipe  from  the  thermal  tank  is  joined  by  a  branch 
from  the  boiler  steam  system.  The  trials  were  conducted 
during  night  time,  and  the  small  amount  of  additional  boiler 
steam  used  was  not  especially  determined.  The  figures  of 
the  subjoined  table  of  results  refer  to  the  kilowatts  at  the 
terminals  of  the  triphase  generator;  the  exciter  current  is 
deducted,  and  the  power  absorbed  by  the  condensers  is  not 
included.  The  following  are  the  chief  data  of  the  four  trials, 
which  were  conducted  by  the  Steam-Boiler  Association  of  the 
collieries  of  the  Dortmund  district: 

Number  of  trial.                                                  1.  2.  3.  4. 

Length    of    trial— hours 1%  1  l  i 

Barometer — inches    of    rcury 30.2  30.2  30.2  29.93 

Vacuum— per  cent 93.46  92.24  92.32  S8.29 

Revolutions    1.491  1.499  1,496  1.4S1 

Kilowatts    433  728.4  960  1,112 

Condensed  water — pounds   per  hour 17.730  25.600  31.200  35,180 

Steam     consumption — pounds     per    kilo- 
watt-hour     ! 40.98  35.1  34.7  31.6 


March  30,  1907. 


ELECTRIC    RAILWAY    REVIEW 


427 


RECORDS    OF    THE     PURCHASING     DEPARTMENT,     DEN- 
VER   CITY    TRAMWAY. 


In  the  Electric  Railway  Review  for  January  12.  1907,  page 
40,  there  was  described  the  very  complete  accounting  system 
with  which  the  storekeeping  department  of  the  Denver  City 


whom  we  are  indebted  for  the  information  of  the  records  kept 
by  his  department. 

The  supplies  needed  for  maintaining  in  complete  condi- 
tion the  stock  of  the  storekeeping  department  are  ordered  of 
the  purchasing  agent  by  means  of  the  requisition  blank  shown 
in  Figure  1  of  the  accompanying  series  of  illustrations.     The 


PURCHASING     AGENT    C 

THE  DENVER  CITY  TRAMWAY  COMPANY. 

The  following  supplies  are  needed  in  tlte 

foreman 

Denver,  Colo.. 

15*0 Requisition  No. 

fjuiMTfrr 
XEQUIftEO 

DESCRIPTION 

9UMIITT 

an 

NINO 

gOSUItOM  w*0E  ■< 

OfttCRED  FROM 

HOW 
OROERCO 

OROER  ho. 

oa'E 



1      i 

'      1 — 1      1     T 

1         1 

~~~ 

•ipf  T . 

fttrch  in' 

Purchasing    Department,    Denver    City    Tramway — Figure    1 — Requisition   from   Storekeeper.      (Original    13   by  7   Inches.) 


Tramway  Company  keeps  a  record  of  the  supplies  purchased 
and  used   on   this   property.    During  the  past  year  the   total 


o 


o 


75 


ORDER    NO 


The  Denver  City  Tramway  Company 

PURCHASING    DEPARTMENT, 

r_  —   ;-  -n  majestic   Building 

T         34->s| 


REQUISITION    NO 


DENVER,  COLO  . 


Please  ship  to    THE  DEMUR  C/T7   TRAMWAY  COMPANY.   Denver.  Colorado. 


the  material  described  Mow  and  send  \INWICE  MADE  IN  DUPLICATE]  wtfh  bill  of  lading  attached    for  each 
consignment  direct    to   the   abore-named    Company  [noting   on  your  invoice   order  and  requisition    o:,mher:  1 


fill  kffenna  <r/xf fiyurrt  eneiorerf  /n  rrrra/jy/r  0c/ A      fcww 
to  rrtf  tntrnn  Ortotnaf 


WPLMTC 


i  : 

\ :  - 

!  s  2 

5    o  o 


Purchasing    Department,    Denver   City   Tramway — Figure   2 — Quota- 
tion  Sheet.      (Original  8'/2  by   12  Inches.) 

amount  of  supplies  purchased  for  ordinary  operation  and  re- 
newal purposes  amounted  to  about  $550,000.  The  purchasing 
of  all  such  supplies  Is  In  charge  of  Mr.  C.  F.  Musgrove,  to 


originals  of  these  forms  are  13  by  7  inches  and  printed  in 
purple  copying  ink  on  strong  paper  suitable  for  inserting  in  a 
loose-leaf  binder.  It  will  be  noted  that  the  blank  is  ruled 
for  the  following  information:  Quantity  required,  description, 
quantity  on  hand,  quotations  made  by  (seven  columns),  or- 
dered from,  how  ordered,  order  number  and  date. 

As  supplies  are  needed  by  the  storekeeping  department 
these  requisitions  are  made  and  signed  by  the  storekeeper, 
approved  by  the  general  manager  and  forwarded  to  the  pur- 
chasing agent.  As  soon  as  received  by  the  purchasing  de- 
partment each  requisition  is  marked  with  a  numbering  stamp 


o 

The  Denver  City  Tramway  Company. 


IA     119581 


R»'h    NO. 


DENVER.    COLO., 


Ploatt  hrnith   THE  DEMYEH  CITT  THAHWA7  COUfAKT  wM  tho  matomal  dteribdd  btlow  and  dt/inr 


and  und  \INVQICFS  UiOF  IH  DUPLIC/ITEIdifct  to  Om  ate**  fl.-n*rf   Company,  noting   on  your  tnroic*   ontor 
one  nguitilion  nontowr*. 


Purchasing    Department,    Denver    City    Tramway — Figure   3 — Store- 
keeper's Copy  of  Form  of  Order  Sent  Local   Dealers. 
(Original  8!/2  by  11    Inches.) 

so  that  it  may  be  filed  in  a  vertical  case  in  the  order  of  Its 
receipt.  This  numbering  affords  a  means  for  ready  refer- 
ence at  a  later  date. 

As  received  from  the  storekeeping  department  the  requi- 
sition exhibits  a  list  of  the  materials  required  and  the  quan- 
tities of  each  needed.  From  this  list  the  purchasing  depart- 
ment transfers  to  a  quotation  sheet  (Figure  2,  purple  Ink  on 
thin  paper,  8%  by  12  inches)  all  such  materials  as  might  be 
purchased  from  any  one  firm,  similar  sheets  being  made  out 
for  the  various  manufacturers  and  supply  houses  with  which 
the  company  has  to  deal,  so  that,  in  this  way,  the  purchasing 


428 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  13. 


department  may  get  competitive  prices  on  the  various  sup- 
plies for  which  the  storekeeper  has  made  requisition.  It  will 
be  noted  that  this  quotation  sheet  is  ruled  for  the  following 
information:  Quantity,  description  of  articles,  price,  unit  on 
which  price  is  based,  and  discount. 

When  quotations  have  been  received  they  are  transferred 


FORM   t90 

THE  DENVER  CITY  TRAMWAY  COMPANY. 


OFFICE  OF  PURCHASING  AGENT. 


DENVER,  COLO., 

Please  quote  loivest  prices  on  articles  described  below  and  return  this 

sheet  promptly  to 

Yours  truly. 


I  urchasing  Agent. 


QUANTITY 


DESCRIPTION  OF  ARTICLES 


QUOTATIONS 


THE  DENVER  CITY  TRAMWAY  Co.: 

Above  .find  quotations  us  tequested. 
Da  te 1H0 


Purchasing     Department,     Denver    City    Tramway— Figure    2 — Pur- 
chasing  Agent's  Copy  of   Order   Sent   Foreign    Dealers. 
(Original   8i/2   by   12   Inches.) 

to  the  requisition  blank,  shown  in  Figure  1,  being  entered 
under  the  heading  "Quotations  Made  By."  The  purchasing 
agent  then  completes  the  information  on  the  requisition  blank 
by  designating  from  which  of  the  quoting  firms  the  materials 
are  to  be  ordered,  how  they  are  to  be  shipped,  and  later  the 
order  number  and  its  date  are  transferred  to  this  form. 

The  original  requisition,  exhibiting  all  the  information  for 
which  it  is  ruled,  is  then  given  to  an  office  assistant  who 
makes  out  the  orders  for  the  material. 

When  supplies  are  to  be  purchased  from  local  firms, 
copies  of  whose  price  lists  the  purchasing  agent  has,  a  form 
with  a  heading  as  shown  in  Figure  3  is  used.  Such  orders 
are  made  in  triplicate.  One  copy  (pink)  is  sent  to  the  local 
firm,  which  will  fill  the  order;  another  copy  (yellow,  punched 


red  ink  on  this  order:  "To  insure  prompt  payment  make  all 
invoices  in  duplicate,  give  order  and  requisition  number,  and 
mail  same  day  deliveries  are  made,  if  possible." 

The  form  which  is  forwarded  to  the  storekeeper,  Figure 
3,  exhibits  a  list  of  the  articles  which  are  supplied  by  the 


HUSTLER  SLIP. 

Material  shipped  or  to  be  shipped 

190 

190 

On  our  ordr 

r  F 
190 

of 
Wired            Act  Due       Act  RecM 

Act.  Doc 

Act  Received                Their  letter 

1* 

- 

190 

To  be  ihlppcd 

190 

Will  ship                           Via 

lav.  and  Bill  ot  Lading  Due 

190 

Description: 

"          Rer/d 

190 

Ordered  Shipped  VU 

190 

Shipped  VU 

190 

Due  In  Denver 

190 

Wrote            Act.  Due            Act.  RecM 

190 

- 

190 

Mm 

Purchasing   Department,    Denver  City  Tramway — Figure  5 — Hustler 
Slip  for  Tracing  Foreign  Orders.      (Original  6  by  4  Inches.) 


local  firm,  the  quantity,  cost,  freight,  total  cost  and  cost  per 
unit. 

The  form  which  is  retained  and  bound  in  the  purchas- 
ing department  is  ruled  to  exhibit  the  following  memoranda 
regarding  the  invoice  from 
the  local  firm:  Date,  amount, 
rate  and  amount  of  discount, 
*net  amount,  bill  number  and 
remarks.  These  forms  are 
bound  in  a  loose-leaf  binder 
and  are  not  filed  away  until 
the  purchasing  department 
has  received  an  invoice  for 
all  the  material  included  in 
such  an  order.  When  invoices 
are  received  the  information 
is  entered  under  the  headings 
just  enumerated. 

The  order  blanks  for  ma- 
terials purchased  from  deal- 
ers not  in  the  city  of  Denver 
(foreign)  are  practically  the 
same  as  those  described  for  local  dealers,  except  that  they  ex- 
hibit instructions  as  to  the  method  of  shipment  and  the  office 
copies,   Figure  4,   have   spaces  ruled   for   recording  the   date, 


I   Req'n  No 
Bill  No 

PRICES  CORRECT:- 

Purchasing 

Agent. 

MATERiAL  RECEIVED: 

Store  Keeper. 

Purchasing  Department,  Denver 
City  Tramway — Figure  6 — Im- 
print of  Stamp  Placed  on  In- 
voices.     (Original     1?4    by    1% 

Inches.) 


Folio  No.                                                                                                                                                                                            Account  No. 

Oilr 

•Jutmiity 

p.„« 

viUOlll) 

r„. 

t-'RT  oft  Exp. 

Nut  Cost 

Per 

Order 
Number 

Number 

Bill 
Number 

Pat.    ) 
Cat.    '■No*. 

MEMORANDA 

Dolls. 

Cts 

Dolls. 

Cti 

Doili 

Cta. 

S~\ 

-■           I 

v_y 

. 

Purchasing     Department,     Denver     City     Tramway — Figure    7 — Record  of   Materials  Purchased.      (Original  14  by  13%  Inches.) 


for  binding)  is  retained  by  the  purchasing  agent's  office  and 
the  triplicate  copy  (Figure  3,  white,  punched  for  binding)  is 
forwarded  to  the  storekeeper.  The  form  which  is  mailed  to 
the  local  supply  dealer  is  a  formal  order  exhibiting  only  a 
statement  of  the  material  and  the  quantities  that  it  is  desired 
to  purchase  from  this  firm.    The  following  notice  is  printed  in 


weight  and  amount  of  the  freight  and  the  number  and  initials 
of  the  car  in  which  the  material  is  shipped. 

When  orders  on  foreign  firms  are  sent  a  "hustler"  slip 
as  shown  in  Figure  5  is  made  out.  The  reverse  of  this  slip 
(not  shown)  is  ruled  for  indicating  any  remarks  necessary. 
If  in  due  time  no  acknowledgment  of  the  order  has  been  re- 


March  30,  1907. 


ELECTRIC    RAILWAY    REVIEW 


429 


ceived  a  postal  card  is  mailed  to  the  foreign  firm.     This  card, 
which  is  printed  in  copying  ink,  is  worded  as  follows: 


Denver,  Colo 190..  . 

Gentlemen: 

If  you  have   received  our  Order  No.   F of 

190..,   kindly   acknowledge  receipt   of   same, 

and   state   if    material   ordered    has    been    shipped,   and 
oblige.  Yours   very  truly, 

THE  DENVER  CITY  TRAMWAY  CO. 

By 

Purchasing  Agent. 


The  order  blanks  as  sent  to  both  local  and  foreign  dealers 
request  that  invoices  be  made  in  duplicate.  When  such  in- 
voices are  received  both  the  original  and  duplicate  are 
stamped  with  a  hand  stamp,  a  copy  of  the  imprint  of  which  is 
shown  in  Figure  6.  The  duplicate  invoices  are  filed  in  nu- 
merical order  in  a  vertical  filing  case  so  that  they  may  be 
referred  to  readily.  In  this  system  of  vertical  filing  there  is 
a  complete  index  and  each  firm  is  given  a  number.  In  the 
cabinet  there  are  three  files  having  the  same  number  for 
each  firm.  Each  one  of  these  files  is  of  different  color — manila 
for  correspondence,  blue  for  duplicate  invoices  and  pink  for 
completed  orders. 

When  goods  have  been  ordered  from  a  local  firm  and 
acknowledgment   of  the  order  or  the  invoices   has  not  been 


especially  valuable  record  for  reference  when  later  purchases 
are  to  be  made. 

When  representatives  of  manufacturers  or  supply  dealers 
furnish  the   purchasing  agent  with   quotations,  but  when   no 


COMMODITY 

□trill.  otacnirrioN 

OUOI1TION 

— »*« 

—e< 

m 

1 

T  rm, 

n.ll.MPf 

O  3) 

,So 

m 


Purchasing    Department,    Denver   City   Tramway — Figure   9 — Quota- 
tion  Sheet.      (Original  8'/2   by   5'  2    inches.) 

order  is  given,  the  quotations  are  entered  in  a  record  book 
with  pages  12%  by  IVi  inches  in  size,  ruled  as  shown  in  Fig- 
ure 8.  The  information  contained  in  this  book  often  is  found 
of  particular  use  when  estimating  costs  in  advance.     In  ob- 


O                            O                            D 

Materia! 

Dsm 

FIRM  QOOTINQ 

ADDRESS 

REPRESENTED  OV 

File 
No, 

QUOTATIONS 

DETAIL  DESCRIPTION 

No. 
SIm 

REFERENCES 

REMARKS 

Diio't 

Price 

Par 

P.O.B. 

T»rmt 



^~-~~ 

Purchasing    Department,    Denver    City    Tramway — Figure    8 — Record    of    Quotations    Made.       (Original    12i/2   by   714   Inches.) 


received  promptly,  a  postal  card  bearing  the  following  word- 
ing is  forwarded: 


If  items  noted  below,  which  were  ordered  on   

190..    (our  order  No ),  have  been  delivered,  kindly 

render  invoice  for  same,  made  in  duplicate,  by  return 
mail.  If  material  has  not  been  delivered,  kindly  state 
when  we  may  expect  delivery: 

and  oblige.  Yours  truly, 

THE  DENVER  CITY  TRAMWAY  CO., 

By  

Purchasing  Agent. 
Denver,  Colo  190 .. . 


Figure  7  is  a  reproduction  of  the  headings  of  one  of  the 

pages  from  the  loose-leaf  book  in  which  a  record  is  kept  of 

all  materials  purchased.     Accompanying  this  book  is  a  com- 

index.    The  size  of  the  book  pages  is  14  by  13%  inches. 

The   Information   exhibited   on   the  pages  of  this  book   is  an 


taining  quotations  for  this  book  the  blank  shown  in  Figure 
9  is  used  and  the  information  later  transferred  to  the  "quota- 
tion" book. 


Development  of   Electric    Roads. 


What  is  to  be  the  future  development  of  electric  lines 
can  hardly  be  imagined.  There  are  railroad  men  who  believe 
that  within  another  20  years  the  steam  power  locomotive 
will  be  as  completely  discarded  as  the  horse-drawn  car  has 
been,  and  have  been  consigned  to  the  scrap  heap.  Whether 
this  result  will  be  hastened  or  hindered  by  such  control  of 
both  systems  by  one  company,  as  the  New  York  New  Haven 
&  Hartford  Company  has  obtained  in  Connecticut  and  Rhode 
Island,  is  uncertain.  But  we  may  be  sure  that  if  electric 
power  demonstrates  its  practicability  and  economy  for  doing 
the  large  freight  and  passenger  transportation  business  of 
the  country,  nothing  can  prevent  its  ultimate  general  adoption. 

But  whether  or  not  its  capacity  for  the  long  haul  of  heavy 
traffic  is  approved,  there  is  bound  to  be  an  immense  develop- 
ment of  its  unquestionable  adaptation  to  all  kinds  of  light 
traffic.  Already  there  are  lines  doing  a  freight  and  express 
as  well  as  a  passenger  business,  and  the  number  of  these  will 
increase.  This  form  appears  to  be  especially  available  for 
the  prompt  hauling  of  farm  products  to  market,  and  for  I  he 
distribution  of  merchandise  parcels  from  the  city  to  the 
country.  The  development  of  country  district!  will  lie  a 
ural  consequence,  and  the  word  suburban  will  have  a  gr 
extended  significance. — Boston  Herald. 


130 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  Xo.  13. 


LONG  THROUGH    ROUTES  OFFERED   BY  CHICAGO   TRAC- 
TION COMPANIES. 


The  result  of  the  campaign  which  has  been  carried  on  for 
the  approval  of  the  Chicago  traction  ordinances  has  been  to 
make  the  traction  question  the  vital  issue  of  the  election 
which  is  to  take  place  on  April  2. 

One  of  the  principal  advantages  which  the  people  of  Chi- 
cago will  receive,  if  the  ordinances  are  approved,  will  be  the 
establishment  of  through  routes  which  will  permit  long  rides 
for  one  fare  from  one  part  of  the  city  to  another.  There  is 
published  herewith  a  map  showing  the  proposed  through 
routes.  The  descriptions  of  these  routes,  as  stated  in  the 
ordinances,  are  as  follows. 

Route  No.  1:  Beginning  at  Indiana  avenue  and  Fifty-first 
street:  north  on  Indiana  avenue  to  Eighteenth  street:  west 
on  Eighteenth  street  to  Wabash  avenue;  north  on  Wabash 
avenue  to  Lake  street:  west  on  Lake  street  to  State  street; 
north  on  State  street  to  Division  street;  west  on  Division 
street  to  Clark  street;  north  on  Clark  street  to  Evanston  ave- 
nue; north  on  Evanston  avenue  to  Devon  avenue;  west  on 
Devon  avenue  to  Clark  street;   returning  by  the  same  route. 

Route  No.  2:  Beginning  at  Halsted  street  and  Seventy- 
ninth  street;  east  on  Seventy-ninth  street  to  Vincennes  road; 
north  on  Vincennes  road  to  Went  worth  avenue;  north  on 
Wentworth  avenue  to  Archer  avenue;  east  on  Archer  avenue 
to  Clark  street;  north  on  Clark  street  to  Division  street:  west 
on  Division  street  to  Clybourn  avenue;  north  on  Clybourn 
avenue  to  Belmont  avenue;   returning  by  the  same  route. 

Route  No.  3:  Beginning  at  Lake  avenue  and  Fifty-fifth 
street;  west  on  Fifty-fifth  street  to  Cottage  Grove  avenue; 
north  on  Cottage  Grove  avenue  to  Twenty-second  street;  west 
on  Twenty-second  street  to  Wabash  avenue;  north  on  Wa- 
bash avenue  to  Harrison  street;  west  on  Harrison  street  to 
Dearborn  street;  north  on  Dearborn  street  to  Washington 
street;  west  on  Washington  street  to  La  Salle  street:  north 
on  La  Salle  street  to  Illinois  street;  west  on  Illinois  street 
to  Wells  street:  north  on  Wells  street  to  Clark  street;  north 
on  Clark  street  to  Howard  avenue;  returning  by  the  same 
route. 

Route  No.  4:  Beginning  at  Seventy-fifth  street  on  South 
Chicago  avenue;  north  on  South  Chicago  avenue  to  Cottage 
Grove  avenue;  north  on  Cottage  Grove  avenue  to  Twenty- 
second  street;  west  on  Twenty-second  street  to  Wabash  ave- 
nue: north  on  Wabash  avenue  to  Washington  street;  west  on 
Washington  street  to  La  Salle  street;  north  on  La  Salle  street 
to  Illinois  street;  west  on  Illinois  street  to  Wells  street;  north 
on  Wells  street  to  Chicago  avenue;  west  on  Chicago  avenue  to 
Larrabee  street;  north  on  Larrabee  street  to  Lincoln  avenue; 
north  on  Lincoln  avenue  to  Bowman ville  (Foster  avenue) ; 
returning  by  the  same  route. 

Route  No.  5:  Beginning  at  Seventy-seventh  street  and 
Vincennes  road;  north  on  Vincennes  road  to  State  street; 
north  on  State  street  to  Van  Buren  street;  west  on  Van  Buren 
street  to  Kedzie  avenue;  returning  by  the  same  route. 

Route  No.  6:  Beginning  at  Seventy-seventh  street  and 
Vincennes  road;  north  on  Vincennes  road  to  State  street; 
north  on  State  street  to  Washington  street;  west  on  Wash- 
ington street  to  Desplaines  street;  north  on  Desplaines  street 
to  Milwaukee  avenue;  north  on  Milwaukee  avenue  to  Armi- 
tage  avenue;  west  on  Armitage  avenue  to  Forty-fourth  ave- 
nue;  returning  by  the  same  route. 

Route  No.  7:  Beginning  on  State  street  at  Thirty-ninth 
street;  north  on  State  street  to  Madison  street;  west  on  Madi- 
son street  to  Sixtieth  avenue;  returning  by  the  same  route. 

Route  No.  8:  Beginning  at  Jackson  Park  avenue  and 
Sixty-third  street;  west  on  Sixty-third  street  to  Halsted 
street;  north  *on  Halsted  street  to  Evanston  avenue;  north 
on  Evanston  avenue  to  Graceland  avenue;  returning  by  the 
same  route. 

Route  No.  9:  Beginning  at  Sixty-ninth  street  and  Ash- 
land avenue;  north  on  Ashland  avenue  to  Twelfth  street; 
west  on  Twelfth  street  to  Paulina  street;  north  on  Paulina 
street  to  Lake  street;  east  on  Lake  street  to  Ashland  avenue; 
north  on  Ashland  avenue  to  Clybourn  place;  east  on  Clybourn 
place  to  South  port  avenue;  north  on  Southport  avenue  to 
Clybourn  avenue;   returning  by  the  same  route. 

Route  No.  10:  Beginning  at  Seventy-first  street  and 
Western  avenue;  north  on  Western  avenue  to  Belmont  ave- 
nue; returning  by  the  same  route. 

Route  No.  11:  Beginning  at  North  avenue  and  Clark 
street;    south   on    Clark   street   to    Madison    street;    west   on 


Madison  street  to  Ogden  avenue;  southwest  on  Ogden  ave- 
nue to  Fortieth  avenue;    returning  by  the  same  route. 

Route  No.  12:  Beginning  at  Clark  street  and  North  ave- 
nue; west  on  North  avenue  to  Wells  street;  south  on  Wells 
street  and  Fifth  avenue  to  Adams  street;  west  on 
Adams  street  to  Clinton  street;  south  on  Clinton  street  to 
Harrison  street;  west  on  Harrison  street  to  the  intersection  of 
Halsted  street  and  Blue  Island  avenue;  southwest  on  Blue 
Island  avenue  to  Western  avenue;  returning  by  the  same 
route. 

Route  No.  13:  Beginning  at  Forty-eighth  avenue  and 
Archer  avenue;  northeast  on  Archer  avenue  to  Halsted  street; 
north  on  Halsted  street  to  Evanston  avenue;  north  on  Evans- 
ton avenue  to  Graceland  avenue;  returning  by  the  same 
route. 

Route  No.  14:  Beginning  at  Forty-sixth  avenue  (Forty- 
eighth  avenue  when  the  steam  railroad  tracks  on  Forty-sixth 
avenue  are  elevated)  and  Twelfth  street;  east  on  Twelfth 
street  to  Ogden  avenue;  northeast  on  Ogden  avenue  to  Ran- 
dolph street;  east  on  Randolph  street  to  Fifth  avenue:  north 
on  Fifth  avenue  and  Wells  street  to  Clark  street;  north  on 
Clark  street  to  Diversey  boulevard;  returning  by  the  same 
route. 

Route  No.  15:  Beginning  on  Twenty-first  street  at  Doug- 
las Park;  east  on  Twenty-first  street  to  Halsted  street;  north 
on  Halsted  street  to  Canalport  avenue;  northeast  on  Canal- 
port  avenue  to  Canal  street;  north  on  Canal  street  to  Polk 
street;  east  on  Polk  street  to  Fifth  avenue;  north  on  Fifth 
avenue  and  Wells  street  to  Clark  street;  north  on  Clark 
street  to  Diversey  boulevard;   returning  by  the  same  route. 

Route  No.  16:  Beginning  at  State  and  Thity-ninth 
streets;  thence  north  on  State  street  to  Lake  street;  west  on 
Lake  treet  to  Austin  [Sixtieth]  avenue;  returning  by  the 
same  route. 

Route  No.  17:  Beginning  at  Sixty-third  street  and  Ked- 
zie avenue;  north  on  Kedzie  avenue  to  Chicago  avenue;  east 
on  Chicago  avenue  to  California  avenue;  north  on  California 
avenue  to  Belmont  avenue;   returning  by  the  same  route. 

Route  No.  18:  Beginning  on  Evanston  avenue  at  Grace- 
land  avenue;  south  on  Evanston  avenue  and  Halsted  street 
to  Madison  street;  west  on  Madison  street  to  Sixtieth  avenue; 
returning  by  the  same  route. 

Route  No.  19:  Beginning  on  Chicago  avenue  at  Sixtieth 
avenue;  east  on  Chicago  avenue  to  Milwaukee  avenue;  south 
on  Milwaukee  avenue  to  Lake  street;  east  on  Lake  street  to 
State  street;  south  on  State  street  to  Sixty-third  street;  re- 
turning by  the  same  route. 

Route  No.  20:  Beginning  on  Madison  street  at  Sixtieth 
avenue;  east  on  Madison  street  to  and  around  the  State  street 
loop  [Franklin,  Washington,  State  and  Madison  streets];  re- 
turning by  the  same  route. 

Route  No.  21:  Beginning  on  North  avenue  at  Forty-eighth 
avenue;  east  on  North  avenue  to  Milwaukee  avenue;  south 
on  Milwaukee  avenue  to  Lake  street;  east  on  Lake  street  to 
and  around  the  State  street  loop  [Dearborn,  Randolph,  State 
and  Lake  streets] ;   returning  by  the  same  route. 


CONFERENCE  ON  MUNICIPAL  OWNERSHIP  AND  PUBLIC 
RELATIONS. 


On  March  22  C.  D.  Wyman  of  Boston,  W.  Caryl  Ely  of 
Buffalo  and  Henry  A.  Robinson  of  New  York,  representing  the 
committees  on  "Municipal  Ownership"  and  "Public  Relations" 
of  the  American  Street  and  Interurban  Railway  Association, 
and  B.  V.  Swenson,  secretary  of  the  association,  attended  a 
joint  conference  of  the  corresponding  committees  of  the  asso- 
ciations representing  electric  light,  gas,  telephone  and  rail- 
way interests.  There  was  an  extended  general  discussion  on 
the  subject  of  municipal  ownership  and  the  relations  of  cor- 
porations to  the  public  and  to  the  state.  No  definite  action 
was  taken.  It  is  announced  that  both  of  the  committees  of 
the  American  Association  will  probably  issue  within  the  next 
few  weeks  a  series  of  questions  to  be  answered  by  the  street 
railway  companies  of  the  country.  The  data  obtained  in  this 
way  will  be  used  as  a  basis  for  the  reports  which  will  be 
presented  by  the  committees  at  the  1907  convention. 


The  Northern  Texas  Traction  Company  of  Ft.  Worth, 
Tex.,  which  operates  the  interurban  line  between  Ft.  Worth 
and  Dallas,  as  well  as  city  lines  in  both  cities,  is  equipping 
its  interurban  cars  with  steel  wheels. 


March  30,  1907. 


ELECTRIC    RAILWAY    REVIEW 


431 


Ho  iv  arc/. 


79m  e 


Map  Showing  Through   Routes  Proposed  In  Chicago  Ordinances   Which  Are  to  be. Voted  Upon  April  2. 


432 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  13. 


DISAGREEMENT   ON   VALUATION   OF  CLEVELAND   ELEC- 
TRIC   RAILWAY. 


An  important  crisis  in  the  Cleveland  street  railway  situa- 
tion was  reached  on  Monday,  March  25,  at  the  meeting  of  the 
city  council  when  President  H.  B,  Andrews  of  the  Cleveland 
Electric  Railway  and  President  A.  B.  DuPont  of  the  Munici- 
pal Traction  Company  announced  that  after  two  months  of 
negotiating  they  had  completely  failed  to  agree  on  the  valua- 
tion of  the  property  of  the  Cleveland  Electric  Railway.  Mr. 
Andrews  submitted  an  estimate  placing  the  present  value  of 
the  outstanding  stock  of  the  company  at  $105  per  share,  while 
Mr.  Du  Pont  valued  it  at  $45.10  per  share. 

The  presidents  of  the  rival  companies  have  been  in  almost 
daily  conference,  assisted  by  a  large  force  of  engineers  and 
accountants,  in  the  endeavor  to  determine  upon  the  valuation, 
since  January  10,  when,  following  the  decision  of  the  supreme 
court  that  the  Cleveland  Electric  company's  franchise  in  Cen- 
tral avenue  and  Quincy  street  were  invalid,  the  Municipal 
Traction  Company  offered  to  take  over  the  property  as  a  hold- 
ing company  on  the  same  basis  as  that  on  which  it  now 
operates  the  Forest  City  Railway.  The  plan,  in  brief,  is  to 
lease  the  property  at  a  rental  of  6  per  cent  on  the  actual 
value  of  the  physical  property  and  franchises  plus  one-ninth, 
with  a  provision  for  ultimate  redemption  of  the  stock  at  110. 
The  road  is  to  be  operated  on  a  3-cent  fare  basis  and 
the  Cleveland  Electric  is  to  receive  a  security  franchise  un- 
der which  it  may  operate  its  lines  in  the  event  of  failure  of 
the  holding  company  plan. 

It  became  known  last  week  that  negotiations  had  been 
suspended  owing  to  a  failure  to  agree  and  at  the  council  meet- 
ing on  Monday  night  both  presidents  submitted  reports  con- 
taining their  estimates  of  the  valuation  and  showing  the  basis 
on  which  the  calculations  were  made  and  on  which  they  dis- 
agreed. 

Mr.  Andrews  stated  that  in  making  the  examination  the 
plan  used  by  the  commission  which  recently  appraised  the 
Chicago  street  railways,  of  which  Mr.  Du  Pont  was  a  mem- 
ber, had  been  adopted.    He  said: 

In  preparing  the  preliminary  estimates  of  the  value  of  the 
physical  property,  only  the  cost  of  labor  and  material  was  in- 
cluded, less  depreciation,  with  the  intention  of  adding  later 
the  customery  percentages  for  administration,  engineering, 
carrying  charges,  etc.,  aggregating,  as  an  average  in  the  case 
of  the  Chicago  valuation,  20  per  cent  of  the  cost  of  the  ma- 
terial and  labor. 

The  value  of  the  unexpired  grants  was  arrived  at  in  ac- 
cordance with  a  plan  dictated  by  Mr.  Du  Pont  following 
the  method  used  in  Chicago. 

The  result  for  physical  and  franchise  value  thus  obtained 
aggregated  approximately  $30,500,000,  to  which,  under  the 
proposal  of  the  Muicipal  Traction  Company,  one-ninth  should 
be  added,  making  a  total  of  $33,S8S,S88.S8;  from  this  sum  the 
funded  and  unfunded  debt  of  the  company,  as  of  January  1, 
1907,  should  be  deducted,  leaving  a  net  result  of  $24,547,- 
88S.99,  which,  divided  by  the  number  of  shares  of  stock  of 
the  Cleveland  Electric  Railway  Company  outstanding,  would 
show  a  present  value  approximately  of  $105.00  per  share. 

During  the  last  week  of  the  negotiations,  I  suggested  that 
Mr.  Du  Pont  confer  with  Mayor  Johnson  with  a  view  of  learn- 
ing whether  the  method  of  valuation  adopted  met  with  his  ap- 
proval, and  was  informed  that  it  did  not.  Whereupon,  a  day 
or  two  later,  a  surprising  proposition  was  submitted  in  writ- 
ing by  Mr.  Du  Pont,  providing  that  no  valuation  should  be 
given  long  time  grants  in  Glenville,  Collinwood,  East  Cleve- 
land, Cleveland  Heights,  Newburg,  Newburg  Heights,  South 
Brooklyn  or  Lakewood,  nor  to  certain  grants  in  the  city  of 
Cleveland.  The  proposition  also  contained  an  estimate  of 
physical  value  which  did  riot  include  all  of  the  various  items 
making  up  that  value,  and  particularly  excluded  any  consid- 
eration for  any  charges  for  management,  superintendence, 
engineering,  interest  on  cost  during  construction,  contractors' 
profits,  and  other  items  which  were  included  in  the  Chicago 
estimate,  and  in  the  Detroit  estimate  prepared  by  Professor 
Bemis  and  others,  and  which  are  usual  charges  in  the  con- 
struction of  any  railway,  and  are  as  necessary  to,  and  as 
much  a  part  of,  the  cost  of  construction  as  the  cost  of  rail  or 
any  part  of  its  track  equipment  is. 

We  are  perfectly  willing  to  abide  by  an  arbitration  based 


upon  such  methods  of  valuation  as  were  adopted  in  Chicago 
by  an  impartial  commission,  of  which  Mr.  Du  Pont  was  one; 
but  cannot  consider  any  offer  by  the  Municipal  Traction  Com- 
pany for  a  lease  based  upon  a  value  which  does  not  include 
proper  charges  for  the  items  of  cost  enumerated  above  in 
making  up  physical  value,  and  can  consider  no  adjustment 
which  does  not  contemplate  the  value  of  the  property  oper- 
ated as  a  whole,  as  was  the  assumption  in  Chicago. 

Mr.  Du  Pont's  report  was  as  follows: 

Upon  the  valuation  of  many  items  of  physical  property, 
the  dates  of  expiration  for  most  grants  and  the  method  of 
valuing  physical  property,  we  were  able  substantially  to 
agree.  The  conclusion  here  expressed,  of  course,  includes 
such  agreed  values;  but  neither  Mr.  Andrews  nor  his  com- 
pany are  bound  by  the  conclusion  as  a  whole  nor  the  details 
entering  into  it. 

The  total  value  of  the  physical  property  and  unexpired 
franchises  of  the  company  is  $17,908,314.24.  Adding  to  this 
one-ninth,  we  have  $19,898,126.93,  which  makes  for  the  out- 
standing stock  a  value  of  $45.10  per  share,  redeemable  on  the 
suggested  plan  at  $49.61. 

The  value  here  given  includes  $1,533,566.84  as  the  value 
of  the  street  paving  done  by  the  company,  though  I  am  in- 
formed that  this  paving  is  now  the  property  of  the  city. 

Nothing  is  included  for  contractors'  profits,  brokerage, 
commissions  or  interest  during  construction,  for  two  rea- 
sons: First,  such  items  are  not  properly  a  part  of  the  physi- 
cal property;  and  second,  if  these  items  are  not  adequately 
covered  by  the  bonus  of  21  per  cent,  which  is  the  basis  of 
the  suggested  plan  for  determining  the  redemption  value  of 
the  stock,  any  extra  allowance  on  that  account  should  be 
made  by  the  council. 

The  value  of  the  physical  property  has  been  determined 
independently  of  the  length  of  the  franchises,  and  no  deduc- 
tion has  been  made  from  the  amount  so  determined  by  rea- 
son of  unprofitable  grants.  To  all  franchises  I  have  assigned 
full  value.  Where,  however,  lines  are  composed  of  portions 
having  different  dates  of  expiration,  the  later  in  date  being 
remote  from  the  center  of  the  city,  and  through  unprofitable 
territory,  I  have  assigned  no  value  to  the  outlying  portion 
after  the  expiration  of  the  inlying  connection.  Such  grants 
are  operated  even  now  at  a  loss  and  are,  in  fact,  a  burden  up- 
on the  inside  lines,  and,  of  course,  are  not  susceptible  of 
profitable  operation  after  the  expiration  of  the  inside  connec- 
tion. 

The  conclusions  here  stated  with  detailed  figures  and 
reasons  were  submitted  to  Mr.  Andrews  on  March  13  with  a 
request  that  we  discuss  them  in  detail  and  that  he  suggest 
any  revision  that  he  though  just,  with  his  reasons.  I  sub- 
mitted also  a  schedule  of  disputed  items  now  allowed,  with 
my  estimate  of  their  value  in  dollars  to  the  company  as  a 
basis  for  further  discussion  if  reasons  for  allowing  them 
could  be  advanced,  professing  myself  entirely  willing  to  con- 
sider such  reasons.  I  have  had  no  summary  of  the  conclu- 
sions reached  by  Mr.  Andrews,  nor  of  the  aggregate  of  his 
claims,  and  to  my  report  to  him  I  have  had  no  reply  except 
a  verba!  comment  that  we  were  apparently  too  far  apart  to 
make  further  conferences  useful. 

The  council  took  no  action  but  voted  to  call  a  public 
meeting  for  Wednesday,  March  27,  to  discuss  the  reports,  and 
invited  both  presidents  to  be  present.  A  resolution  was  then 
passed  requesting  the  Cleveland  Electric  company  to  report 
to  the  council  at  its  next  meeting  the  daily  receipts  and 
daily  car  miles  since  January  10  for  the  Central  and  Quincy 
avenue  lines  on  which  the  franchises  have  expired  and  which 
have  been  operated  since  January  10  for  a  three-cent  fare 
under  an  agreement  to  pay  the  city  any  surplus  above  the 
actual   cost   of  operation. 

The  truce  agreed  to  by  the  companies  on  January  11 
under  which  all  active  hostilities  have  suspended,  is  still  in 
force,  although  it  may  be  terminated  by  either  company  on 
24  hours'  notice. 

At  the  public  meeting  on  Wednesday  morning  Mr.  Du 
Pont  submitted  a  communication  to  the  city  council  stating 
that  the  Municipal  company  was  willing  to  enter  into  any 
lease  approved  by  the  council  and  to  operate  the  lines  in 
the  interest  of  the  city  and  without  profit  to  itself.  He  also 
submitted  a  further  explanation  of  the  failure  to  agree  to 
Mr.  Andrews'  valuation.  A  general  discussion  ensued,  in 
the  course  of  which  Mayor  Johnson  made  the  surprising 
statement  that  in  the  event  of  the  holding  company  taking 


March  30,  1907. 


ELECTRIC    RAILWAY    REVIEW 


433 


over  the  Cleveland  Electric  lines  the  city  lines  should  be 
operated  for  a  3-cent  fare,  but  that  on  the  outlying  suburban 
lines  a  5-cent  fare  should  be  charged.  The  mayor  appointed 
a  committee  of  five  to  meet  with  him  and  the  city  solicitor 
to  formulate  some  plan  of  arbitration,  both  companies  having 
favored  such  a  plan.     The  committee  will  meet  on  Saturday. 


BROOKLYN   RAPID   TRANSIT   COMPANY   CLAIMS 
OVERTAX. 


Colonel  T.  S.  Williams,  vice-president  of  the  Brooklyn 
Rapid  Transit  Company,  appeared  before  the  New  York  State 
tax  commission  at  Albany  on  March  22  to  protest  against  the 
amount  of  the  company's  tax  assessment  for  1907.  He  de- 
clared that  the  assessments  on  the  company's  properties  ex- 
ceed, by  $130,000,000  the  normal  value  of  its  securities, 
that  the  increase  in  the  company's  assessment  was  greater 
than  that  of  the  other  New  York  companies,  and  showed 
how  great  increases  had  been  made  in  previous  years. 

Colonel  Williams  submitted  a  statement  in  which  he 
said   in  part:  > 

The  total  assessment  is  $39,436,000,  an  increase  of  $20 
905,000  or  54.26  per  cent  over  the  final  assessment  of  last 
year.  No  other  large  street  railroad  system  in  Greater  New 
York  has  had  its  assessments  so  greatly  increased.  The  in- 
crease in  the  assessment  of  the  Interborough  company  is 
33  1/3  per  cent;  of  the  Manhattan  Elevated  Railroad  Com- 
pany 23  per  cent;  of  the  New  York  City  Railway  Company 
33%  per  cent. 

A  comparison  of  the  increase  of  earnings  of  the  Brook- 
lyn Rapid  Transit  system  for  the  preceding  year,  with  the 
increase  of  the  other  companies,  does  not  reveal  any  justifi- 
cation for  an  increase  in  its  assessments  so  far  out  of  pro- 
portion with  the  increase  in  the  assessments  of  these  other 
companies.  The  net  surplus  of  the  entire  system  showed  an 
increase  of  only  4.45  per  cent  over  that  of  the  previous  year, 
and  this  would  have  been  turned  into  a  decrease  had  the 
full  amount  of  taxes  assessed  been  charged  during  the  year. 

The  increase  in  the  assessment  follows  an  increase  of 
30.35  per  cent  in  the  final  assessment  of  last  year  over  that 
of  1905,  and  of  15.55  per  cent  in  the  assessment  of  1905  over 
that  of  1904.  The  assessment  is  149  per  cent  greater  than 
that  of  the  year  1900.  the  first  assessment  of  Governor  Roose- 
velt's commission  under  the  new  law.  When  the  validity  of 
the  law  was  established  our  corporations  were  the  first  of 
the  large  public  service  corporations  promptly  to  comply 
therewith,  by  paying  up  in  full  the  taxes  assessed,  with  accu- 
mulated penalties,  to  and  including  the  year  1904,  less  such 
deductions  as  the  law  entitled  them  to,  with  the  exception 
of  a  few  assessments  in  the  suburban  districts  which  are  still 
in  litigation,  but  the  amount  of  which  formed  a  small  part  of 
the  total. 

The  direct  assessments,  state  and  local,  against  our  prop- 
erty as  for  the  year  1907  already  made,  are  as  follows: 

Tracks   on    private    rights   of   way $     5.2S5.S00 

Parcels  on  real  estate 9,238,555 

J.oral    capital    stock     89,450.000 

Special    franchises    59.436,000 

Total    $163,410,355 

At  last  year's  tax  rate  this  represents  a  tax  of  $2,512,744. 
But  this  is  by  no  means  the  extent  of  our  burden.  We  must 
pay  in  addition  under  other  laws  a  state  tax  on  our  gross 
receipts,  a  state  tax  on  our  privilege  to  be  corporations,  a 
local  tax  on  our  receipts,  a  state  tax  on  our  cars,  license  fees 
for  conveying  our  passengers  across  the  Brooklyn  and  Wil- 
liamsburg bridges,  our  proportion  of  the  cost  of  maintaining 
the  state  railroad  commission,  the  cost  of  municipal  in- 
spectors, the  cost  of  new  paving,  the  cost  of  carrying  police- 
men and  firemen  free  and  many  other  impositions,  the  aggre- 
gate of  which,  if  no  greater  than  the  amounts  actually  paid 
last  year,  will  be  $1,119,612,  or  a  total  burden  of  taxation  of 
f3.632.356. 

This  is  equal  to  18.69  per  cent  of  our  gross  earnings 
from  all  sources  for  the  last  calendar  year.  It  is  61.09  per 
cent  of  our  net  earnings,  including  in  expenses  only  the 
taxes  paid  and  charged,  not  assessed,  and  excluding  any 
charges  for  capital  expenditures.  No  corporation  ever  has 
carried,  or  ever  can  carry,  such  a  burden. 

In  taxes  $2,362,000  represent  at  last  year's  tax  rate 
$236,000,000  worth  of  property.  That  is,  any  holder  of  $236,- 
000,000  worth  of  taxable  property  would  contribute  $3,362,000 
toward  the  public  revenues,  lint  this  is  $97,000,000  more 
than  the  par  value  of  all  our  outstanding  stocks  and  bonds. 
With  the  exception  of  our  oldest  company's  stock,  all  of 
which   represent   dollar  for  dollar-  of  actual   property  and  has 


never  yielded  more  than  a  fair  return,  this  is  $130,000,000 
more  than  the  market  value  on  Jannuary  1  of  all  our  out- 
standing  stocks   and   bonds. 

As  to  upwards  of  $1,100,000  of  these  taxes,  they  are 
beyond  the  discretionary  power  of  public  officers — fixed  by 
law  or  contract  and  only  changed  by  revision  of  law  or  con- 
tract. As  to  about  $1,000,000  more,  the  lawfulness  of  their 
imposition  is  hedged  about  with  the  safeguards  which  all  real 
estate  and  personal  property  have  for  their  protection,  the 
laws  prescribing  the  method  of  their  assessment  and  assur- 
ing general  uniformity  and  equality,  exceptions  to  which  can 
be  readily  marked. 

But  as  to  the  additional  assessment  of  $59,436,000  which 
your  board  has  imposed — covering  mostly  as  it  does  an  in- 
definite, intangible  property,  already  taxed,  as  we  have 
shown,  to  a  very  large  amount — there  is  no  method  pre- 
scribed by  law  for  its  determination,  no  adequate  standard 
of  comparison  with  the  assessment  of  similar  properties,  no 
rule  of  guidance  except  the  intelligence  and  fairness  of  the 
three  officers  who  constitute  your  hoard. 

We  contend  that  the  assessments  are  excessive  further 
because  your  board  has  failed  to  take  into  consideration  that 
very  large  part  of  the  revenues  of  these  companies  which  come 
from  private  rights  of  way  and  other  sources  than  the  right 
to  operate  cars  on  public  streets  and  places. 


DES    MOINES    FRANCHISE    DECREE    FILED. 

The  final  decree  enjoining  the  city  of  Des  Moines,  la., 
from  tearing  up  the  tracks  of  the  Des  Moines  City  Railway 
Company  or  from  interfering  with  the  company  in  the  enjoy- 
ment of  its  franchise,  which  the  court  holds  is  perpetual, 
has  been  rendered  by  Smith  McPherson,  judge  of  the  United 
States  circuit  court  at  Des  Moines.  The  language  of  the 
decree  is  plain  in  declaring  that  the  rights  vested  in  the  com- 
pany by  the  contract  are  perpetual  except  that  the  exclusive 
feature  of  the  franchise  expired  on  January  1,  1898.  An  ac- 
count of  the  decision  was  published  in  the  Electric  Railway 
Review  of  March  2,  1907.  An  abstract  of  the  final  decree 
rendered  on   March  23  follows: 

The  court  decrees  that  the  complainant,  the  Des  Moines 
City  Railway  Company,  has  succeeded  by  purchase  to  all  the 
rights  granted  under  the  ordinance  of  December  10,  1S66, 
the  said  ordinance  being  one  of  the  said  city  of  Des  Moines, 
entitled,  "An  ordinance  authorizing  the  construction  and 
operation  of  certain  street  railroads  in  and  along  the  streets 
of  the  city  of  Des  Moines,"  and  the  said  ordinance  as  subse- 
quently amended  and  modified,  and  as  ratified  and  confirmed 
by  said  city,  constitutes  and  is  a  valid  and  existing  contract 
between  the  complainant,  its  successors  and  assigns,  and  the 
defendant,  the  city  of  Des  Moines;  and  that  the  rights  vested 
in  the  complainant,  its  successors  and  assigns  by  said  con- 
tract are  perpetual;  except  only  as  set  forth  in  section  10  of 
said  ordinance  by  which  under  said  section  10  the  exclusive 
feature  was  expired  by  limitation  of  time.  And  the  court 
decrees  that  except  as  to  said  exclusive  feature  recited  in  said 
section  10,  that  the  rights  vested  in  complainant,  the  Des 
Moines  City  Railway  Company,  its  successors  and  assigns,  by 
said  contract  are  perpetual. 

It  is  further  decreed  that  the  resolution  passed  by  the 
city  council  on  December  21,  1905,  is  hereby  canceled,  the 
same  being  in  violation  of  the  rights  of  complainant  company 
and  of  the  obligation  of  the  said  contract. 

And  it  is  further  ordered  that  the  defendant,  the  city  of 
Des  Moines,  and  its  city  council,  and  mayor,  and  city  solicitor, 
and  all  officers  of  said  city,  and  those  hereafter  officers  of 
said  city,  and  each  and  all  of  them  now  holding  office  in  said 
city,  and  all  servants,  agents  and  employes,  and  all  succes- 
sors in  office  be,  and  they  are  hereby  perpetually  enjoined 
from  enforcing,  or  attempting  to  enforce,  said  resolution,  and 
from  in  any  manner  disturbing,  impeding  or  interfering  with 
the  free  use  and  comfortable  enjoyment  by  said  Des  Moines 
City  Railway  Company,  its  successors  or  assigns,  of  any 
rights,  privileges  and  franchises  vested  in  complainant  herein, 
and  vested  in  any  corporation  or  company  or  person  from 
whom  complainant  by  purchase  or  otherwise  has  acquired 
rights.  And  the  said  ordinance  of  December  10,  I860,  and  all 
amendments  thereto  save  and  except  the  exclusive  feature 
of  section  10  thereof,  shall  be  preserved  perpetually  to  the 
complainant,  its  successors  and  assigns. 

It  is  reported  in  the  Des  Moines  papers  that  as  the  case 
will   be  appealed   by   the  city  to  the   United   States  supreme 
court  the  company  will  take  no  action  toward  making  lmpot 
tant   improvements   or   extensions    until    a   final    decision    is 
rendered. 


434 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  13. 


MILWAUKEE    ELECTRIC     RAILWAY    SERVICE. 


C.  X  Duffy,  auditor  of  the  Milwaukee  Electric  Railway 
&  Light  Company,  was  one  of  the  witnesses  in  Milwaukee  on 
March  21  when  the  Wisconsin  railroad  commission  heard  evi- 
dence in  the  case  of  the  city  of  Milwaukee  against  the  Mil- 
waukee Electric  Railway  &  Light  Company.  Mr.  Duffy,  in 
showing  the  disadvantages  under  which  the  Milwaukee  com- 
pany labors,  said  as  many  cars  are  being  operated  as  it  is 
practical  to  operate  with  the  present  trackage.  Mr.  Duffy 
testified  that  in  February  the  company  carried  7.134.180  pas- 
sengers and  operated  the  double-truck  cars  916,890  car  miles. 
Only  18.53  per  cent  of  the  car-seat  mileage  was  used.  Mr. 
Duffy  said: 

There  were  only  7.7S  passengers  carried  to  a  car  mile. 
Out  of  397  cars  possessed  by  the  company  37 2  cars  were  put 
In  service.  That  is.  out  of  a  car  capacity  of  100  per  cent 
during  the  month.  93.7  per  cent  was  put  in  use.  No  other 
road  in  the  United  States  can  show  such  a  record.  It  must 
be  remembered  that  when  the  last  75  cars  were  put  in  serv- 
ice, 35  old  cars  had  to  be  taken  off.  This  left  only  about  40 
new  cars  for  service  improvement.  Taking  5:20  to  6:20  at 
night  as  the  busiest  time  of  the  day.  if  372  cars  are  put  in 
service,  and  only  averaged  60  passengers  to  the  car,  it  means 
that  22.320  passengers  are  carried  in  one  hour  or  372  in  one 
minute.  Three  hundred  and  seventy-two  cars  an  hour  means 
six  cars  in  one  minute  and  one  car  in  every  10  seconds.  I 
think  the  capacity  of  the  streets  Is  about  reached. 

Statistics  were  presented  by  Mr.  Duffy  showing  that  dur- 
ing the  congested  period  in  the  evening  it  devolves  upon  the 
company  to  move  22.320  passengers  in  an  hour,  which  means 
one  car  every  10  seconds.  Mr.  Duffy  stated  that  in  all  negotia- 
tions with  the  company  the  city  ought  to  consider  that  the 
franchises  will  expire  on  December  31.  1934.  and  that  proper 
provision  should  be  made  for  depreciation  and  the  changes 
forced  by  evolution.  He  traced  the  evolution  from  the  use  of 
mules  for  cars  to  cables  and  then  electricity,  and  suggested 
that  the  present  power  plant  might  be  superseded  in  time  by 
other  more  useful   methods  of  supplying  power. 

X.  A.  Christensen  testified  for  the  city  of  Milwaukee, 
saying  that  out  of  65.000  cars  in  operation  in  the  United 
States  27.000  are  equipped  with  air  brakes.  Mr.  Christensen 
denied  that  cold  affects  air  brakes  seriously,  stating  that 
air  brakes  are  being  used  in  Stockholm,  Sweden,  and  Mon- 
treal, Canada,  and  that  they  will  be  used  in  Winnipeg.  He 
said  that  it  was  as  easy  to  apply  the  air  as  to  draw  water 
from  a  faucet.  He  stated  that  air  brakes  do  not  get  out  of 
order  easily  and  that  they  do  not  cause  flat  wheels.  The 
ignorance  of  operators  in  adjusting  the  brakes,  he  declared, 
was  responsible  for  the  flat  wheels. 


ANSWER    TO    PETITION    FOR    REDUCED    FARE. 


The  West  End  Improvement  Club  of  Council  Bluffs,  la., 
has  filed  a  complaint  with  the  interstate  commerce  commis- 
sion asking  that  the  Omaha  &  Council  Bluffs  Bridge  Com- 
pany be  compelled  to  reduce  its  present  rate  of  10  cents  for 
carrying  passengers  from  Omaha,  Neb.,  to  Council  Bluffs,  la. 
John  L.  Webster,  attorney  for  the  company,  has  filed  an 
answer  to  the  complaint,  in   which  it  is  claimed  that: 

The  defendant  company  being  a  street  railway'  company 
and  not  a  commercial  railroad  is  not  subject  to  the  pro- 
visions of  the  act  to  regulate  commerce,  and  the  rates  of 
fare  upon  said  line  of  street  railroad  is  not  subject  to  regu- 
lation by  the  interstate  commerce  commission;  that  it  is  not 
at  the  present  time  engaged  in  the  transportation  of  passen- 
gers from  Omaha  to  Council  Bluffs,  as  its  line  is  leased  to 
the  Omaha  &  Council  Bluffs  Street  Railway  Company,  which 
operates  the  line  and  fixes  the  rate  of  fare. 

The  defendant  for  further  answer  avers  that  a  fare  of  10 
cents  from  Council  Bluffs  to  Omaha  is  a  reasonable  and  not 
an  exorbitant  or  extortionate  charge,  and  in  support  whereof 
more  particularly  avers  as  follows: 

That  the  distance  from  the  business  portion  of  the  city 
of  Council  Bluffs  to  the  business  portion  of  the  city  of  Omaha, 
being  the  points  between  which  nearly  all  the  passengers 
arrive  and  depart  who  travel  upon  the  said  line  of  road,  is 


a  distance  of  six  miles,  and  that  a  fare  of  10  cents  for  the 
journey  is  but  1*£  cents  per  mile. 

That  all  passengers  whose  travel  is  limited  to  points 
within  the  corporate  limits  of  the  city  of  Council  Bluffs  only 
pay  five  cents  for  each  ride,  and  the  fare  of  10  cents  is  only- 
charged  to  passengers  who  travel  from  the  corporate  limits 
of  ■  one  city  to  a  point  within  the  corporate  limits  of  the 
other  city,  including  the  transportation  over  the  bridge  be- 
tween Council  Bluffs  and  Omaha. 

That  between  the  business  portion  of  Council  Bluffs  and 
the  Missouri  river,  or  the  east  end  of  the  bridge,  there  is  a 
large  area  of  sparsely  settled  territory  along  which  very  few 
persons  enter  upon  or  depart  from  the  trains,  and  that  the 
distance  from  the  east  end  of  the  bridge  to  the  business  part 
of  Council  Bluffs  is  about  three  miles.  To  reduce  the  fare 
to  five  cents,  including  transportation  over  the  bridge,  would 
mean  that  the  passengers  would  be  permitted  to  travel  from 
the  center  of  the  city  of  Council  Bluffs  to  the  center  of  the 
city  of  Omaha  for  a  gross  fare  of  five  cents,  which  would  be 
less  than  1  cent  per  mile,  and  which  would  not  yield-  suf- 
ficient revenue  to  pay  the  cost  of  operation  and  maintenance. 

That  it  is  usual  and  customary  at  all  points  on  the  Mis- 
souri and  Mississippi  rivers  to  charge  a  fare  of  not  less  than 
five  cents  additional  to  other  charges  for  transportation  to 
cross  bridges  over  said  rivers,  and  that  such  at  all  times  and 
places  has  been  regarded  as  not  excessive,  nor  unreasonable. 

The  defendant  further  denies  that  the  fares  charged  are 
extortionate  or  discriminatory,  and  denies  that  a  fare  of  five 
cents  would  yield  sufficient  remuneration  for  the  entire  trans- 
portation of  a  passenger  from  Council  Bluffs  to  Omaha,  and 
denies  that  the  complainant,  or  any  of  its  members,  or  other 
persons  are  subject  to  the  payment  of  unjust  or  unreasonable 
passenger  fare  for  transportation  over  the  said  line  of  road, 
and  denies  that  the  defendant  is  guilty  of  any  act  of  discrimi- 
nation, prejudice  or  disadvantage  in  violation  of  the  inter- 
state commerce  act.  or  any  of  the  provisions  thereof. 


FORM     FOR     RECORDING    PILE-DRIVING    PROGRESS. 


On  the  new  line  of  the  Winona  Interurban  Railway  be- 
tween Winona  Lake  and  Peru,  Ind.,  a  number  of  waterways 
will  be  crossed  with  the  track  supported  on  pile  bents.  That 
the  engineering  department  may  be  advised  of  the  progress  in 
driving  piles  and  have  available  a  permanent  record  of  the 
details  of  the  work,  the  accompanying  form  has  been  devised 
by  the  chief  engineer.  Mr.  R.  M.  Murray. 

The  original  records  are  made  in  blueprint  form  on  pages 
S   by   13   inches    suitable   for   loose-leaf  binding.     Each   page 


IA/i/vowa  In 

Bridge  /Vo-   \ 

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Form    for    Recording    Pile-Driving    Progress. 

contains  blank  spaces  enough  for  recording  the  necessary 
data  for  six  pile  bents,  each  comprising  four  piles.  The  data 
recorded  are  the  kind  of  piling,  length,  weight  of  the  driv- 
ing hammer,  drop  of  the  hammer  under  the  last  blow,  pene- 
tration with  last  blow,  total  penetration,  height  at  which 
pile  is  cut  off,  and  remarks.  One  blank  is  filled  out  for  each 
trestle  and  forwarded  by  the  piling  inspector  to  the  chief 
engineer's  office,  where  they  are  permanently  filed. 


March  30,  1907. 


ELECTRIC    RAILWAY    REVIEW 


435 


PIPING  AND  POWER  STATION  SYSTEMS.— XXXI V. 


BY  \V.    L.    MORRIS,    M.    E. 


If  a  surface  condenser  is  used,  the  relative  height  of 
the  tower  with  respect  to  the  condenser  is  of  no  importance 
in  determining  the  power  required  to  handle  the  circulating 
water,  as  the  high  suction  and  discharge  columns  balance 
each  other  and  the  power  required  for  circulating  the  water 
is  simply  determined  by  the  distance  a  A  surface  condenser, 
using  water  thus  cooled  would  require  about  40  pounds  of 
circulating  water  per  pound  of  steam  condensed,  and  if  a 
centrifugal  pump  belted  to  the  main  engine  shaft  were 
employed  its  efficiency  would  be  about  40  per  cent.  Hence 
100  foot  pounds  would  be  expended  in  raising  the  required 
volume  of  water  1  foot.  Assuming  the  engine  to  be  using 
18  pounds  of  steam  per  horsepower  per  hour,  the  power 
needed  to  circulate  the  cooling  water  would  be  1.800  foot 
pounds  per  hour,  or  30  foot  pounds  per  minute,  approximately, 
or  .HOI  horsepower  for  each  engine  horsepower,  for  each 
foot  the  water  is  lifted  in  the  distance  a.  This  would  justify 
an  expenditure  of  $0,125  per  horespower  for  each  foot  of  a. 
If  the  plant  had  a  1.000-horespower  unit,  the  expenditure  of 
$125  for  the  reduction  of  each  foot  of  the  distance  a  would 
be  justified. 

A  jet  condenser  can  be  used  with  economy  in  conjunc- 
tion with  a  cooling  tower  only  when  the  tower  is  located 
so  that  the  hot  well  discharge  will  flow  without  any  appreci- 
able loss  of  head  directly  on  to  the  cooling  surface  filling, 
and  the  circulating  pump  raises  the  water  from  the  basin  of 
the  cooling  tower  up  and  into  the  injection  pipe  to  the  lower 
end  of  the  column  of  water  which  the  vacuum  will  support. 
The  design  shown  in  Fig.  265  would  require  about  a 
30-foot  lift  and  the  jet  condenser  about  7  feet,  making  a 
total  of  37  feet  which  the  water  would 
have  to  be  raised.  This  would  require 
approximately  .037  horsepower  per  horse- 
power of  the  main  engine.  If  the  water 
could  be  taken  from  the  cooling  pond  the 
loss  of  head  through  the  tower  would  be 
eliminated,  thus  making  the  power  re- 
quired for  the  condenser  but  0.7  horse- 
power per  100  horsepower  of  the  engine. 
The  surface  condenser  is  better 
suited  for  operation  with  the  cooling 
tower,  as  it  can  be  located  at  almost  any 
elevation  and  avoid  any  head  loss  other 
than  that  required  at  the  cooling  tower 
and  the  friction  head  of  the  piping  sys- 
tem. There  are  many  installations,  how- 
ever, using  elevated  cooling  towers  and 
the  suction  type  of  jet  condenser,  as 
shown  in  Fig.  267  (I  9-3).  This  makes  a 
very  inefficient  installation.  The  head  on 
the  injection  pipe  is  entirely  wasted, 
being  resisted  by  closing  the  injec- 
tion valve  at  the  condenser.  The  distance  from  the 
pump  to  the  outlet  at  the  top  of  the  cooling  tower 
is  Frequently  as  much  as  60  feet.  Assuming  18  pounds 
steam  per  horsepower-hour  of  the  main  engine  and  40 
pounds  of  circulating  water  per  pound  of  steam  condensed. 
and  a  pump  requiring  120  pounds  of  steam  per  horsepower 
hour  and  having  an  efficiency  of  60  per  cent,  we  find 
that  the  circulating  pump  requires  24.2  pounds  of  steam  for 
each  100  pounds  of  steam  delivered  to  the  main  engine.  In 
other  words,  the  condenser  pump  requires  as  much  steam  to 
operate  it  as  is  saved  by  operating  the  engine  condensing. 
It  may  be  that  a  slight  economy  is  secured  in  such  an 
instance,  due  to  the  auxiliary  exhaust  steam  being  delivered 
to  the  feed  water  heater,  but  the  question  is,  why  is  not 
apparatus  which  is  suited  to  each  particular  installation  em- 
ployed?    By   using   a  surface  condenser  and   the   distance  a. 


■2  -//^/sr 


Figure  267-H9-3). 


10  feet,  the  steam  consumption  of  the  condenser  pump  would 
be  but  1-6  as  great  as  in  the  preceding  case,  or  about  4 
pounds  of  steam  for  each  100  horsepower  delivered  to  the 
engine.  This  steam,  however,  would  be  condensed  in  the 
heater  and  the  heat  returned  to  the  boiler,  thus  a  very  good 
return  on  the  investment  in  the  cooling  tower,  condenser, 
•  tc,  would  be  secured. 

The  heat  required  to  operate   the  pump   would   be  about 
four  times  46  British  thermal  units  and  the  engine  100  pounds 

at   913    British    thermal    units,   or.   =.2       British    thermal 

913 

units    for   the   condenser   for   each    100   British   thermal    units 

required   by   the  main   engine. 

The  most  conspicuous  loss  in  the  operation  of  condens 

ing   machinery    in    conjunction   with    cooling   towers    is   that 


Figure  268-09-4). 

occasioned  by  the  long  water  line  between  the  cooling  tower 
and  the  condenser,  these  lines  invariably  having  a  large 
number  of  turns  and  restricted  passages.  In  fact,  this  diffi- 
culty is  also  conspicuous  in  the  condenser,  and  in  receiving 
bids  on  the  condenser,  as  this  point  should  be  given  careful 
consideration,  as  the  difference  in  cost  of  different  apparatus 
may  be  deceiving,  the  higher  price  being  oftentimes  the 
cheaper  when  the  cost  of  operation  is  considered.  If  the 
lines  between  the  cooling  tower  and  the  condenser  are  long, 
it  is  always  good  practice  to  increase  their  size,  as  the  fixed 
yearly  cost  on  the  difference  on  the  investment  is  less  than 
that  saved  in  the  operation.  Pipe  bends  should  be  used  in 
place  of  elbows,  as  each  elbow  in  a  12-inch  line,  for  instance, 
is  equivalent  to  about  40  feet  of  pipe.  The  piping  is  often- 
times made  more  compact  by  using  elbows  of  short  radius, 
etc.,  as  shown  in  Fig.  268  il  9-4)  for  condenser  Xo.  1,  but 
the  resistance  in  the  line  of  piping  is  thereby  increased.  The 
loss  by  friction  of  water  flowing  through  the  system  shown 
in  Xo.  2  is  no  greater  than  that  shown  in  No.  1.  The  losses 
occasioned  by  short  radius  ells  and  square  ends  at  the  pipe 
inlets  and  outlets  makes  the  avoidable  losses  of  No.  1  amount 
to  about  300  feet  of  pipe  if  it  is  12  inches  in  diameter.  This 
saving  is  suftlcient  in  itself  to  permit  running  the  line  to  the 
top  of  the  roof  or  an  outdoor  cooling  tower  and  not  show 
so  great  a  friction  loss  as  that  of  the  short  connected  system 
shown  in   No.  1. 

The  amount  of  water  lost  by  evaporation  in  the  cooling 
operation  varies;  systems  using  cooling  pans  with  air  cir- 
culating under  them  require  less  than  that  necessary  for 
boiler  feeding,  being  as  low  as  %  pound  loss  by  evaporation 
for  each  pound  of  steam  condensed.  This  system  requires 
a  very  large  pan  surface,  as  its  operation  is  dependent  upon 
radiation  only.  Systems  in  which  the  air  is  passed  through 
the  water  require  much  less  surface,  as  the  heat  is  taken  up 
by  evaporation  as  well  as  by  radiation.  This  style  of  water- 
cooling  will  lower  the  temperature  as  much  as  15  degrees 
below  that  of  the  surrounding  atmosphere,  a  reduction  in  the 
temperature  of  the  water  of  as  much  as  50  degrees.  With 
50  degrees  difference  in  temperature  the  amount  of  cooling 
water  required  would  only  be  about  20  pounds  per  pound 
of  sleam  condensed.  If  the  loss  is  7  per  cent,  then  1.4 
pounds  of  cooling  water  would  be  evaporated  for  each  poun  I 
of  steam  condensed.  In  regular  practice  it  has  been  f< 
that  the  water  fed  to  the  boiler  is  sufficient  at  all  tint. 
provide  for  the   evaporation,   this   being  due  possihh    to   the 


436 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  Xo.  13. 


fart  that  when  the  load  is  very  light  the  fans  would  not 
he  used,  thus  reducing  the  loss  by  evaporation,  the  cooling 
by  radiation  to  the  air  passing  through  the  tower  by  its 
natural  draft  being  then  sufficient  to  cool  the  water.  In 
cold  weather  it  is  generally  necessary  to  draw  off  a  portion 
of  the  cooling  water,  as  the  evaporation  is  then  less  than 
the  water  fed  to  the  boiler. 

Class  J1 — Condensation  and  Air  Line  from  Condenser. 

Surface  condensers  and  elevated  jet  condensers  can  easily 
be  arranged  to  separately  remove  the  air  by  what  is  termed  a 
dry  vacuum  pump.  Such  a  pump  is  designed  to  handle  air 
only,  and  the  usual  construction  is  similar  to  the  crank  and 
fly  wheel  type  of  air  compressors.  The  piston  speed  of  this 
type  of  pump  is  generally  high,  400  feet  per  minute  being 
approximately  the  normal  speed.  The  clearance  is  reduced 
to  the  least  possible  amount  and  in  many  other  ways  the 
pump  is  designed  especially  for  compressing  air,  and  if  by 
accident  even  a  small  amount  of  water  is  drawn  into  the  pump, 
it  is  liable  to  be  damaged.  The  total  piston  displacement  of 
a  dry  vacuum  pump  is  generally  greater  than  the  total  dis- 
placement of  the  water  circulating  pumps,  but  seldom  exceed 
it  by  more  than  50  per  cent.  The  amount  of  air  discharged 
by  a  dry  vacuum  pump  is  only  a  small  portion  of  the  piston 
displacement,  and  because  of  the  expansion  of  the  air  con- 
tained in  the  clearance  spaces,  compression,  resistance  of  the 
valves,  ports,  etc.,  the  quantity  discharged  varies  from  10  to 
15  per  cent  of  the  piston   displacement. 

The  different  types  of  condensers  either  permit  of  or 
require  a  different  method  of  handling  the  air  or,  more  cor- 
rectly speaking,  the  non-condensable  vapor.  In  a  jet  con- 
denser, these  vapors  are  mingled  with  the  circulating  water 
and  if  the  water  contains  organic  matter,  the  volume  to  be 
handled  would  be  very  much  greater  than  in  a  surface  con- 
denser. Though  the  elevated  jet  type  of  condenser  would 
have  the  greater  amount  of  air  to  remove,  it  requires  less 
special  provision  for  removing  the  air  than  the  surface 
condenser. 

There  are  many  elevated  jet  condensers  which  are  main- 
taining a  vacuum  of  25  and  26  inches,  which  have  no  provision 
made  for  the  removal  of  air  other  than  that  of  the  downward 
flowing  column  of  cooling  water,  having  only  centrifugal 
pumps  to  maintain  the  vacuum.  Condensers  of  this  type  are 
generally  constructed  the  same  as  an  ejector  with  the  water 
and  the  steam  meeting  in  a  restricted  passage,  both  having  a 
downward  flow  at  the  point  of  meeting.  Owing  to  the  velocity 
of  the  mixture  of  steam  and  water  through  the  restricted 
passage,  the  air  which  reaches  a  condensing  chamber  is  car- 
ried downward  through  the  tail  pipe  together  with  the  circu- 
lating water  and  is  discharged  into  the  hot  well. 

The  velocity  of  the  water  in  the  tail  pipe  varies  from  250 
feet  to  500  feet  per  minute,  being  greater  in  large  than  in 
small  condensers.  By  using  a  dry  vacuum  pump  on  large 
size  condensers,  it  is  possible  to  maintain  a  high  vacuum, 
say,  26  or  27  inches,  and  requires  only  sufficient  water  to 
condense  the  steam,  thus  increasing  the  temperature  of  the 
hot  well  water,  which  is  desirable  if  it  is  to  be  used  for  boiler 
feeding. 

(To  Be  Continued.) 


RECENT    ELECTRIC    RAILWAY    LEGAL    DECISIONS. 


BT    J.    L.    BOSEXBEBCEB,   IX.    B.,    OF    THE   CHICAGO    BAU. 


A  remarkably  long  life  has  been  shown  by  three  boilers 
which  were  installed  in  Xew  York  in  1S63.  When  last  in- 
spected they  were  pronounced  in  good  condition  and  the 
original  pressure  was  allowed.  This  speaks  volumes  for  the 
care  they  have  received. 


Mr.  H.  W.  Hutchinson,  Jr..  whose  technical  work.  "Long- 
Distance  Electric  Power  Transmission,"  has  just  been  pub- 
lished by  the  D.  Van  Xostrand  Company  of  Xew  York,  has 
an  article  in  the  March  issue  of  Public  Service  on  "The 
Question  of  Municipal  Ownership."  Mr.  Hutchinson  is  on  the 
staff  of  the  Xational  Brake  &  Electric  Company  of  Milwaukee. 


Rising  in  Open  Car  to  Get  Conductor's  Attention. 
A  woman  passenger  on  a  small  open  car  occupied  an  end 
seat.  The  evidence  showed  that  she  rose  from  her  seat  to 
attract  the  attention  of  the  conductor  while  the  car  was  in 
rapid  motion  and  swaying  and  rocking  violently,  as  it  had 
been  for  some  time,  and  stood  near  the  side  of  the  car, 
facing  the  rear,  until  she  was  thrown  to  the  ground  when 
the  motion  was  checked  by  the  application  of  the  brakes. 
She  had  one  hand  on  the  back  of  the  seat  on  which  she  had 
been  sitting,  while  the  other  hand  hung  by  her  side.  She 
had  traveled  over  this  portion  of  the  road  before  on  the 
same  day.  and  previously,  and  knew  the  condition  of  the 
track  to  be  uneven,  so  as  to  cause  the  car  to  jolt  and  sway. 
Upon  this  undisputed  evidence  the  supreme  court  of  Rhode 
Island  holds,  Cottrell  v.  Pawtucket  Street  Railway  Com- 
I  any.  65  Atlantic  Reporter.  269.  that  the  woman  was  not  in 
the  exercise  of  due  care,  and  that  a  verdict  for  the  company 
was  properly  directed. 


Construction  of  Franchise  Grants. 
The  supreme  court  of  the  United  States  says,  in  Cleve- 
land Electric  Railway  Company  v.  City  of  Cleveland  and 
Forest  City  Railway  Company.  27  Supreme  Court  Reporter, 
202,  involving  rights  under  city  ordinances,  that  the  rifles  of 
construction  which  have  been  adopted  by  courts  in  cases  of 
public  grants  of  this  nature  by  the  authorities  of  cities  are 
of  long  standing.  It  has  been  held  that  such  grants  should 
be  in  plain  language,  that  they  should  be  certain  and  definite 
in  their  nature,  and  should  contain  no  ambiguity  in  their 
terms.  The  legislative  mind  must  be  distinctly  impressed 
with  the  unequivocal  form  of  expression  contained  in  the 
grant,  "in  order  that  the  privileges  may  be  intelligently 
granted  or  purposely  withheld.  It  is  a  matter  of  common 
knowledge  that  grants  of  this  character  are  usually  prepared 
by  those  interested  in  them,  and  submitted  to  the  legislatures 
with  a  view  to  obtain  from  such  bodies  the  most  liberal  grant 
of  privileges  which  they  are  willing  to  give.  This  is  one 
among  many  reasons  why  they  are  to  be  strictly  construed." 


Choosing  or  Not  Using  Fenders  Under  Ordinance. 
Where,  by  valid  municipal  ordinance,  street  cars  are  re- 
quired to  be  equipped  with  fenders  of  an  approved  make,  the 
supreme  court  of  appeals  of  West  Virginia  holds,  Ashley  v. 
Kanawha  Valley  Traction  Company,  55  Southeastern  Re- 
porter, 1016,  that  it  is  negligence  per  se  (by  itself)  to  ope- 
rate such  cars  without  such  equipment.  At  the  same  time 
the  court  says  in  this  case  that  it  would  not  do  to  show  only 
the  violation  of  the  ordinance.  It  must  be  shown  that  such 
violation  was  the  proximate  cause  of  the  injury — that,  if  the 
car  had  been  equipped  with  fenders,  as  provided  by  the  ordi- 
nance, the  injury  would  not  have  occurred.  This  was  proper 
to  be  shown  to  the  jury.  It  was,  however,  urged  by  the  com- 
pany that  the  evidence  in  this  case  showed  that  there  were 
two  kinds  of  fenders  of  an  approved  make,  one  projecting 
out  in  front  of  the  car  and  the  other  hanging  underneath  the 
front  part  of  the  car,  and  that,  this  being  so,  the  company 
would  have  the  right  to  elect  which  of  the  two  kinds  of  fend- 
ers it  would  use,  and  that,  if  it  should  use  the  last  mentioned, 
the  injury  would  have  occurred  the  same  as  if  no  fender  had 
been  used.  These  were  questions  of  fact  to  be  submitted  to 
the  jury.  If  it  could  be  shown  that  the  accident  would  not 
have  occurred  if  the  car  had  been  equipped  with  such  fender 
as  the  ordinance  prescribed,  and  that  the  car  was  not 
equipped  with  such  fender,  then  this  would  be  negligence 
sufficient  to  charge  the  company.  But,  upon  the  other  hand, 
if  it  could  be  shown  that  the  accident  would  have  happened 
if  the  car  had  been  equipped  with  such  fender,  the  same  as 
it  did   when  not  so  equipped,  then   the  omission  to  provide 


March  30.  1907. 


ELECTRIC    RAILWAY    REVIEW 


437 


such  fender  would  not  be  the  proximate  cause  of  the  injury, 
and  the  company  could  not  be  held  liable  for  failing  to  so 
provide  them.  Evidence  tending  to  show  either  of  these 
theories  was  admissible. 


Statutory  Liability  for  Negligence. 
Section  2864  of  the  revised  statutes  of  Missouri  of  1S99 
reads:  "Whenever  any  person  shall  die  from  any  injury 
resulting  from  or  occasioned  by  the  negligence  of  *  *  * 
any  officer,  agent,  servant  or  employe  whilst  running  any 
*  *  *  car,  *  *  *  the  corporation  *  *  *  in  whose 
employ  any  such  officer,  agent,  servant,  employe  *  *  * 
shall  be.  at  the  time  such  injury  is  committed.  *  *  *  shall 
forfeit  and  pay  for  every  person  *  *  *  so  dying  the  sum 
of  $5,000."  It  was  contended,  in  the  case  of  McQuade 
v  St.  Louis  &  Suburban  Railway  Company,  98  South- 
western Reporter.  552,  that  although  this  section  ap- 
plies to  street  railroads,  the  ground  of  recovery  by  a  person 
not  a  passenger  is  confined  to  common-law  negligence,  and 
does  not  extend  to  an  injury  from  a  failure  to  discharge  a 
duty  imposed  by  municipal  ordinance.  But  the  supreme  court 
of  Missouri,  division  No.  1.  says  that  it  finds  no  such  limita- 
tion in.  the  statute.  It  says  that  the  right  of  action  given  by 
the  statute  is  for  negligence;  not  for  negligence  as  defined 
by  the  common  law.  but  as  well  for  negligence  that  may 
arise  from  a  failure  to  discharge  a  duty  imposed  by  statute 
or  municipal  ordinance.  The  statute  makes  no  distinction, 
and  the  court  can  make  none.  It  contains  no  such  limitation 
as  was  contended  for,  and  the  court  cannot  put  such  a  limita- 
tion upon  its  comprehensive  terms. 


Grants   Expiring   With    Main    Line   and   Consolidation. 

In  the  case  of  the  Cleveland  Electric  Railway  Company  v. 
City  of  Cleveland  and  Forest  City  Railway  Company,  27  Su- 
preme Court  Reporter,  202,  the  supreme  court  of  the  United 
States  says  that,  in  1891.  the  right  was  granted  to  construct 
and  operate  a  second  or  additional  track  upon  a  portion  of 
what  now  appears  to  be  Garden  street.  It  was  provided  in 
that  ordinance  that  the  right  therein  granted  should  be  for 
and  until  the  expiration  of  the  grants  for  the  company's  main 
line.  From  this  the  question  arose,  What  was  the  meaning 
of  the  expression  "main  line"  as  used  in  this  connection? 
The  ordinance  allowed  a  second  or  additional  track  in  a 
street  which  the  company  then  had  the  right  to  use,  and  was 
using  a  single  track.  So  far  as  that  extended  grant  was 
concerned,  the  main  line  was  the  rest  of  the  Garden  street 
branch.  It  could  not  be  possible  that  it  was  intended  to 
limit  the  right  to  use  the  second  or  additional  track,  in  the 
portion  of  the  street  mentioned,  to  a  different  time  than  that 
which  existed  with  relation  to  th.e  first  track  laid  down  by 
the  company  in  the  same  street.  Of  course,  the  two  grants 
were  meant  to  terminate  at  the  same  time. 

Again,  the  court  says  that  at  this  time  the  grant  to  the 
company's  Euclid  avenue  line  had  been  extended  so  that  it 
did  not  expire  until  July  13,  1913.  Can  it  be  supposed  that 
the  council  intended  that  this  short  length  of  road,  in  which 
a  second  or  additional  track  was  to  be  laid,  was  to  be  ope- 
rated with  two  tracks  until  1905  and  after  that  with  one  track 
until  1913?  The  court  thinks  such  a  construction  is  not  per- 
missible, and  that  what  is  meant  by  the  language,  "main  line." 
in  that  ordinance,  means  the  line  which  is  the  main  line  with 
reference  to  the  extension  therein  granted;  namely,  the  Gar- 
den street  branch,  and  not  the  Euclid  avenue  line. 

Of  a  grant  of  1885,  the  court  says  that  it  was  not  made 
to  terminate  with  the  grant  for  the  main  line,  as  that  main 
line  might  thereafter  be  extended,  but  it  referred  to  that 
grant  as  it  then  existed,  and  it  was  to  be  measured  by  such 
existing  grant,  and  not  by  any  subsequent  extension  which 
might  be  granted  to  the  Euclid  avenue  line. 

Xor  does  the  court  think  the  time  for  the  termination  of 
the  Garden  street  branch  was  in  any  degree  affected  by  the 


consolidation  of  the  various  roads  in  1893,  the  communication 
from  the  railway  company,  through  its  vice-president,  stating 
distinctly  that  it  "does  not  claim  any  rights  greater  than  the 
constituent  companies  forming  the  organization,  and  that  it 
intends  to  obey  all  ordinances  to  which  each  and  all  the  con- 
stituent companies  were  subject."  Its  intention  to  issue  trans- 
fer checks,  so  as  to  have  a  continuous  ride  for  one  fare,  gave 
no  greater  rights  to  the  company  than  it  theretofore  had,  nor 
did  the  resolution  of  the  council,  consenting  to  the  consolida- 
tion on  condition  that  but  one  fare  should  be  charged  for  a 
continuous  ride,  give  any  greater  rights  to  the  consolidated 
company  than  each  of  the  constituent  companies  had  thereto- 
fore enjoyed. 


Boys  Not  Excused  from  Looking  for  Cars. 
It  has  been  held  that  a  railroad  track  itself  is  a  sign  of 
danger.  It  has  been  held  that  the  danger  of  going  upon  such 
track  without  looking  at  all  is  one  so  apparent  as  to  be 
within  the  easy  comprehension  of  a  child  of  11%  years  of  age. 
A  boy,  raised  in  a  city  and  living  for  years  in  proximity  to 
steam  and  street  railway  tracks,  knows  as  well  that  a  car 
will  kill  or  maim  him  if  it  strikes  him  as  he  does  that  he 
will  get  burned  if  he  pokes  his  hand  in  the  fire:  so  that  the 
law,  the  supreme  court  of  Missouri,  division  No.  1,  says,  in 
the  case  of  Deschner  v.  St.  Louis  &  Meramec  River  Railroad 
Company,  98  Southwestern  Reporter.  737.  does  not  excuse  a 
boy  of  his  age  in  not  using  his  eyes  in  so  simple  a  matter 
as  looking  for  the  approach  of  a  car  when  he  is  about  to 
enter  upon  a  track  laid  for  cars,  and  on  which  they,  to  his 
knowledge,  run  with  more  or  less  frequency.  But  whether 
he  should  look  twice — that  is,  a  second  time,  after  waiting 
for  one  car  to  pass,  to  see  if  another  is  not  closely  following 
it,  is  a  question  for  the  jury.  The  judgment  of  a  boy  must 
not  be  measured  by  the  same  yardstick  with  which  the  law 
measures  the  judgment  of  a  man.  To  make  a  man  out  of  a 
boy  seems  to  be  the  somewhat  miraculous  work  of  time  and 
nature,  but  the  court  considers  it  beyond  the  power  (and 
should  be  beyond  the  disposition)  of  the  law.  So  that,  if  a 
boy  ll'/i  years  old  acts  with  the  prudence  of  the  ordinarily 
prudent  boy  of  that  age,  under  like  circumstances,  it  is  well 
enough. 


Care  Required  Crossing  Electric  Railways  in  Country. 
In  considering  the  question  of  contributory  negligence 
in  the  case  of  Phillips  v.  Washington  &  Rockville  Railway 
Company  of  Montgomery  County.  65  Atlantic  Reporter,  422, 
where  the  plaintiff  was  injured  while  riding  a  horse  across 
the  defendant's  track,  the  court  of  appeals  of  Maryland  says 
that  it  must  be  borne  in  mind  that  the  injury  did  not  occur 
on  the  streets  of  a  city,  but  in  the  open  country,  where  a 
higher  rate  of  speed  in  the  movement  of  electric  cars  is  per- 
missible than  is  allowable  along  the  more  crowded  thorough- 
fares of  a  town.  More  caution  was  therefore  demanded  of 
a  person  in  crossing  a  track  of  an  electric  railway  in  the 
country  than  would  have  been  necessary  in  the  city.  The 
use  of  no  greater  caution  in  the  open  country  than  would 
have  been  requisite  to  constitute  ordinary  care  and  prudence 
in  the  city  would  not  have  been  due  care  and  caution  on  the 
part  of  the  individual  in  approaching  and  going  upon  an  elec- 
tric railway  crossing  in  the  country.  An  act  which  would  be 
prudent  in  the  city  might  be  glaringly  negligent  in  the  coun- 
try, and  hence  the  standard  by  which  contributory  negligence 
is  to  be  measured  in  the  two  instances  necessarily  varies  with 
the  changed  conditions  existing  in  the  two  dissimilar  locali- 
ties. No  two  ordinary  minds  could  differ  as  to  the  character- 
ization of  the  plaintiff's  act  in  crossing  the  tracks  with  his 
back  turned  towards  the  approaching  car.  It  was  obviously 
negligent,  if  not  reckless,  to  attempt  such  a  thing.  The  re- 
sult that  was  most  likely  to  follow  that  conduct  did  happen, 
and  the  consequences  must  be  borne  by  the  person  so 
of  incaution  or  heedlessness. 


138 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  Xo.  13. 


News  of  the  Week 


Convention   of   Iowa   Associations   at   Clinton. 

The   plans   for   the   annual    convention    of   the   Iowa    Electrical 
lation  and   the  Iowa    -  id  Interurban  Railway  Ass 

tion,   which   are    to   be  hi  u i..   on   April    Is.    19   and   20, 

have  i  with  the  increasing  importance 

of  the  lighting  and  the  railwaj  properties  of  that  state.  In  ad- 
dition to  the  instructive  papers  and  the  discussions,  which  are 
being  prepared   by   itk  the  association,   a   local  committee 

at  Clint. ci  g  elaborate  arrangements  for  thi  'intent 

of  tic  s   and   visitors.     The   manufacturers'    exhibit   will   be 

illustrative  of  the  latest  devices  for  lighting  and   railway  purposes. 

The  local  committee  on  arrangements  consists  of  P.  P.  Crafts. 
general  manager  of  the  Iowa  &  Illinois  Railway  Company:  R.  M. 
Howard,  general  manager  of  the  Clinton  Street  Railway  Company. 
and  Thomas  Crawford,  manager  of  the  Clinton  Gas  Light  &  Coke 
Company.  This  committee  is  giving  much  attention  to  the  minor 
details  of  the  arrangements  which  will  aid  in  making  delegates 
and  visitors  comfortable  during  the  convention.  In  addition  to 
committee  a  citizens'  committee  consisting  of  25  representa- 
tive business  men  has  been  named  to  help  receive  and  entertain 
ruestS. 

Aside  from  the  exhibits  and  business  meetings,  there  will  be 
much  to  interest  railway  men.  The  Elks'  and  the  Wapsie  club 
rooms  will  lie  thrown  open  to  the  visitors  during  the  convention. 
The  following  diversions  are  among  the  events  that  have  been 
arranged   for  by   the   local   committee: 

Thursday  evening,   formal   "smoker"  at  the  Lafayette  Inn. 

Friday  afternoon  and  evening,  association's  inspection  trip  to 
Davenport  over  the  Iowa  &  Illinois  Railway;  the  party  will  visit 
the  power  houses  in  Clinton  and  Davenport  and  the  substations 
on  the  interurban  line.  Lunch  will  be  served  at  the  Commercial 
Club  in  Davenport. 

Good   shows   will   be   provided   at    the   theaters  each    night. 

Boats   will  be  provided  for  trips   up   the   Mississippi   river. 

Many  other  amusement  features  will  he  arranged  during  the 
week  of  the  convention. 

Delegates'  badges  will  he  accepted  for  transportation  on  the 
Clinton  Street  Railway,  the  Iowa  &  Illinois  Railway  and  the  Tri- 
City  Railway. 

stenographic  service,  etc.,  will  be  accorded  the  visitors  at  the 
offices  of  the  local  railways  and  lighting  companies. 

The  headquarters  of  the  association  will  be  at  the  Lafayette 
Inn.,  where  all  meetings  will  be  held.  About  2.000  feet  of  floor 
space  in  the  basement  of  the  inn  has  been  provided  for  exhibitors, 
free  of  charge,  so  that  the  only  expense  to  visitors  will  be  for  fit- 
ting up  booths.  Each  exhibitor  will  attend  to  the  placing  of  his 
display,  though  the  local  committee  will  aid  in  making  arrange- 
ments for  teams  to  be  used  in  hauling  the  exhibits  from  the 
freight  houses  to  the  exhibit  halls.  A  number  of  manufacturers 
and  supply  companies  have  already  made  reservations  and  others 
are  daily  asking  for  them.  All  reservations  should  be  made  before 
April  15.  The  exhibit  halls  are  spacious,  well  lighted  and  well 
ventilated.  The  hotel  accommodations  are  good.  Reservations  can 
be  made  through  Mr.  Crafts,  chairman  of  the  local  committee.  It 
is  expected  that  upward  of  400  people  will  attend  the  convention. 

Rapid   Transit   Affairs   in    New  York. 

The  rapid  transit  commission  on  March  25  approved  and  sent 
to  the  board  of  estimate  and  Corporation  Counsel  Ellison  the  form 
of  contract  for  the  Seventh  and  Eighth  avenue  subway  route. 
Before  taking  this  action  the  commission  held  a  public  hearing  on 
the  terms  of  the  contract,  and  while  there  were  objections  to  some 
of  the  provisions,  and  particularly  to  the  power  reserved  by  the 
board  of  accepting  a  bid  for  an  alternate  route,  which  would  mere- 
ly run  south  to  the  Battery,  from  a  junction  at  Forty-second  street 
with  the  existing  subway,  the  commission  voted  to  make  no 
changes  in  its   original  plans. 

The  contract  has  now  only  to  be  approved  by  the  board  of  esti- 
mate and    the   corporation   counsel   before   bids   are  asked   for. 

Mayor  McClellan  and  the  rapid  transit  commission  are  said  to 
be  anxious  to  carry  out  their  plans  for  the  new  subways,  plans 
upon  which  nearly  three  years'  work  has  been  spent,  before  there 
is  a  possibility  of  interference  by  the  passage  of  Governor  Hughes' 
public  utilities  bill.  Under  the  provisions  of  this  measure  the  new 
commission  which  would  replace  the  rapid  transit  commission 
would  have  to  be  appointed  within  30  days,  and  the  new  body 
would  have  the  power  to  undo  all  that  has  been  mapped  out  by 
the  present  board.  If  a  special  meeting  is  called  this  week,  as  ex- 
pected, the  advertising  of  bids  for  that  subway  and  the  Lexington 
avenue  route  could  begin  on  Saturday  and  the  awards  made  three 
weeks  later. 

Counsel  to  the  commission  also  presented  to  the  board  th  • 
draft  of  the  contract  and  specifications  for  the  construction  of  the 
second  section  of  the  bridge  subway  loops.  This  section  will  ex- 
tend from  Canal  street  to  Broome  street.  The  board  decided  to 
hold  a  public  hearing  on  the  provisions  of  the  contract  as  now 
prepared  on  April  11. 

It  is  expected  that  there  will  be  keen  competition  in  the  bidding 
for  the  construction  for  the  bridge  subway  loop.  Half  a  dozen 
large  contracting  firms  have  staffs  of  men  at  work  in  the  office 
of  the  rapid  transit  commission  on  the  detailed  plans  and  specifi- 
cations. It  is  understood  that  the  commission  expects  to  receive 
bids  from  the  Degnon  Contracting  Company,  the  Cranford  Con- 
tracting Company.  William  Bradley.  John  Shields  and  the  McBean 
Company,   as   well   as  other  concerns.      The   Degnon   and  Cranford 


i  i  mpanies  are  now  employed  in  building  two  sections  of  the  subwaj 
extension  to  Brooklyn. 

There  will  also  be  some  out-of-town  competitors.     An  applica- 
tion   has    also    been    received    from    a    corporation  of    the 
city    for   access    to    the    plans   and   spi                  OS.      The   bids   will   be 
1   on  April  11. 
The   so-called    Steinway    or    Belmont    tunnel,    the    extension    of 
resent   subway  under  the   East  river  at   Forty-second   street. 
will   he  opened   for  traffic                   ist   1.   according   to  a  recent  an- 
ement.     The  air  pressure  in   the   south   tube  is  to  be  shut  off 
this  week,  as  the  tunneling  is  completed  and  the  north  tub,-  is  ex- 
I  to  be  completed  in  30  days. 
After    six    months    of     effort    the    Interborough     Rapid    Transit 
I  ompany.  which  is  to  operate  the  East  River  tunnel  from  the  Bat- 
tery    to    Brooklyn,    lias    1, ought    a    piece    of    property    in    Joralemon 
t,   Brooklyn,   for   the   plant  to  ventilate  the  tunnel.     Work  will 
"■     started   at  once   on   the    shaft    from    the    tunnel    to    the    surface. 
igh  this  the  electric  power  cables  are  to  be  stretched  from  each 
the  tunnel  to  the   transformer  station,   in  Willow  place. 

Legislation    Affecting    Electric    Railways. 

Illinois. — The  senate  has  passed  a  hill  granting  the  right  of 
'tit  domain  to  electric  interurban  railways  and  to  electric 
companies    for   the    stringing   of    high-tension   wires. 

Indiana. — A  law  passed  by  the  legislature  provides  that  inter- 
urban railroads  running  through  a  city  of  35.000  population  or 
more  "shall  provide  and  maintain  in  said  city  suitable  waiting- 
rooms,"  with  closets  and  conveniences,  which  shall  be  kept  open 
"not  less  than  one  hour  next  preceding  the  arrival  of  all  passenger 
ears  or  trains  that  are  allowed  by  schedule."  Another  law  which 
has  been  passed  provides  that  any  one  who  offers  to  tip  the  por- 
ter or  waiter  in  a  dining  car.  Pullman  car  or  interurban  car 
while  a  passenger  thereon,  is  guilty  of  bribery.  The  penalty  is 
a  fine  of  from  $25  to  $100. — The  legislature  has  passed  a  law 
requiring  steam  and  electric  railway  companies  to  pay  a  $1,000 
license  fee  for  selling  liquor  in  buffet  or  dining  cars. — A  law  has 
also  been  passed  which  permits  electric  railway  tracks  to  be 
built  through  the  parks  and  along  the  parkways  and  boulevards 
of  a  city. 

Iowa. — The  house  has  passed  the  senate  bill  providing  that 
the  front  ends  of  all  street  cars  shall  he  equipped  with  vestibules 
covering  three  sides  of  the  platform,  for  the  protection  of  motor- 
men. 

Michigan. — A  bill  has  been  introduced  creating  a  state  railroad 
commission  with  greater  powers  than  those  now  possessed  by  the 
railroad  commission.  The  bill  provides  for  the  control  of  electric 
roads  by  the  commission,  except  lines  wholly  within  the  limits 
of  cities  or  towns,  and  for  the  exchange  of  freight  with  steam 
roads.  The  exchange  of  freight  is.  however,  to  be  only  on  lines 
where  the  electric  equipment  and  facilities  are  up  to  a  fixed  stand- 
ard, to  be  determined  by  the  commission.  The  commission  is 
not  given  authority  to  regulate  the  fares  on  an  electric  line,  be- 
cause to  do  so  would  lie  impairing  franchise  provisions  in  many 
cases. 

Minnesota. — A  bill  has  been  introduced  in  the  bouse  that  pro- 
hibits any  street  railway  from  admitting  to  its  cars  more  than  15 
passengers  above  the  seating  capacity  of  the  car. 

New  York. — Assemblyman  Stern  of  New  York  has  introduced 
a  bill  providing  that  street  car  transfers  may  be  demanded  at  any 
time  after  the  fare  is  paid.  This  is  aimed  at  the  practice  estab- 
lished by  the  New  York  City  Railway  Company  of  giving  transfers 
only  when  the  fare  is  paid.  A  recent  decision  of  the  appellate 
division  of  the  supreme  court  upheld  this  regulation  of  the  com- 
pany. 

North  Carolina. — Th,.-  legislature  has  passed  a  law,  effective 
on  April  1.  requiring  street  railways  to  provide  separate  seats  for 
white  and  colored  passengers,  fixing  a  fine  for  expectorating  on 
the  floors,  and  providing  that  passengers  riding  on  platforms  may 
not    secure    damages   if   injured. 

Pennsylvania. — The  house  has  finally  passed  by  a  vote  of  143 
to  30  the  Fahey  bill  which  was  defeated  last  week  but  was  recon- 
sidered. The  bill  was  drawn  up  by  the  Retail  Merchants'  Associa- 
tion of  Philadelphia  and  is  designed  to  solve  Philadelphia's  trans- 
portation problem  by  providing  a  basis  for  co-operation  between 
the  city  and  the  Philadelphia  Rapid  Transit  Company.  The  bill 
provides  that  "it  shall  and  may  be  lawful  for  any  city,  borough 
or  township,  of  the  one  part,  and  any  street  passenger  railway 
company,  surface,  elevated  or  underground,  or  motor  power  com- 
pany, leasing  and  operating  the  franchises  and  property  of  such 
company  within  the  limits  of  such  cities,  boroughs  or  townships, 
of  the  other  part,  to  enter  into  contracts  with  each  other  affecting, 
fixing  and  regulating  the  franchises,  powers,  duties  and  liabilities 
of  such  companies,  and  the  regulations  and  respective  rights  of 
the  contracting  parties.  Such  contracts  may.  inter  alia,  provide  for 
payments  by  the  companies  to  the  local  authorities  in  lieu  of  the 
performance  of  certain  duties,  or  the  payment  of  license  fees  or 
charges  imposed  in  favor  of  such  city,  borough  or  township,  by  the 
charters  of  the  respective  companies,  or  by  general  law  or  ordi- 
nance for  the  appointment,  by  the  local  authorities,  of  a  certain 
number  of  persons  to  act  as  directors  of  such  company,  in  con- 
junction with  the  directors  elected  by  the  stockholders  of  such 
company;  and.  further,  may  provide  for  the  ultimate  acquisition 
by  the  local  authorities,  upon  terms  mutually  satisfactory,  of  the 
leaseholds,  property  and  franchises  of  the  contracting  companies." 
— The  house  has  also  passed  a  bill  prohibiting  a  railroad  corpora- 
tion from  purchasing  or  guaranteeing  the  stocks,  bonds  or  other 
securities  of.  or  leasing  or  purchasing  the  franchises  of.  any  street 
passenger  railway  owning  or  controlling  a  parallel  or  competing 
line.     Violation  of  the  act  is  made  a  misdemeanor  and  the  officers 


March  30.  1907. 


ELECTRIC    RAILWAY    REVIEW 


139 


or  directors  of  an  offending  corporation  may  be  fined  $5,000  and 
imprisoned  for  three  years. — The  house  lias  passed  on  second  read- 
ing the  Homsher  bill,  giving  to  electric  railway  companies  the  right 
to  carry  light  freight  and  express.  An  amendment  to  make  the 
carrying  of  freight  mandatory  on  the  companies  was  defeated  and 
a  substitute  adopted  which  provides  that  the  transportation  of 
freight  and  express  matter  shall  be  subject  to  such  reasonable 
regulations  as  shall  be  prescribed  by  the  local  authorities. 

Rhode  Island. — A  bill  has  been  introduced  in  the  house  of 
representatives  by  Representative  Rattey.  of  Central  Falls,  which 
provides  that  it  shall  be  unlawful  for  any  electric  railway  com- 
pany operating  cars  in  this  state  to  operate  them  from  October  15 
to  May  1  without  vestibules  so  constructed  as  fully  to  inclos 
platform  of  said  cars,  and  any  railway  company  violating  these 
provisions  will  be  deemed  guilty  of  a  misdemeanor  and  fined  not 
more  than  $200  nor  less  than  $50  for  each  offense.  This  bill  is 
now  before  the  judiciary  committee  of  the  house. — Another  bill 
now  before  the  judiciary  committee  considers  the  cities  of  Paw- 
tucket  and  Central  Falls,  and  the  towns  of  Cumberland  and  Lin- 
coln as  one  town  or  city  transfer  zone  and  permits  a  passenger 
to  ride  between  points  in  this  district  on  the  cars  operated  by  the 
same  corporation  for  a  5-cent   fare. 

South  Dakota. — The  legislature  has  passed  a  law  allowing  the 
extensions  of  charters  of  street  railways  for  a  period  of  30  years 
in  cities  of  10.000  or  more  population,  if  authorized  by  three-fifths 
of  the  voters  of  the  city.  The  normal  charter  life  under  the  laws 
of  the  state  is   20   years. 


Construction  News 


FRANCHISES. 


Annual  Inspection  Trip  of  Purdue  Engineering  Students.— 
Junior  students  of  the  various  engineering  departments  of  Purdue 
university  made  a  trip  of  inspection  to  Chicago  and  vicinity  on 
Mar.h    26    to   28. 

Canadian  Society  of  Civil  Engineers. — At  the  meeting  of  the 
electrical  division  of  the  Canadian  Society  of  Civil  Engineers,  on 
March  14,  a  paper  on  "Effect  of  Armature  Reaction  in  Synchro- 
nous Motors  and  Rotary  Converters"  was  presented  by  B.  T.  Mc- 
Cormick. 

Philadelphia  Traction  Situation. — The  Fahey  bill,  which  will 
enable  the  city  of  Philadelphia  to  contract  with  the  Philadelphia 
Rapid  Transit  Company,  was  reconsidered  by  the  house  of  repre- 
sentatives of  the  Pensylvania  legislature  on  March  2fi.  and  was 
finally  passed  by  a  vote  of  143  to  30. 

Noiseless  Car  Wheels  to  be  Tested  in  Detroit. — F.  W.  Brooks, 
general  manager  of  the  Detroit  United  Railway,  writes  that  the 
reports  that  this  company  is  making  a  test  of  paper  car  wheels 
in  the  endeavor  to  eliminate  noise  are  erroneous.  The  company 
has  arranged  to  make  a  test  of  the  Hogeland  car  wheel,  patented 
by  George  H.  Bryant  and  manufactured  by  the  Hogeland  Noise- 
less Wheel  Company.  Chicago.  The  wheel  is  made  either  steel 
or  cast,  and  between  the  center  and  the  tire  is  placed  a  layer  of 
felt,   which  it  is  claimed   will  lessen  noise. 

Indianapolis  Merchants  to  Cease  Refunding  Fares. — The  In- 
dianapolis Merchants'  Association  has  decided  to  discontinue  the 
•  o  of  refunding  railroad  fares  to  out-of-town  customers  who 
purchase  $25  worth  of  goods  or  more.  In  1900,  when  the  associa- 
tion adopted  the  plan  of  rebating  railroad  fares  in  order  advertise 
the  city  there  was  only  one  interurban  line  entering  the  city. 
Now  there  are  10  interurban  lines  and  1!'  steam  lines  entering  the 
city  and  the  plan  of  refunding  railroad  fare  to  purchasers  of  $25 
worth  of  goods  has  become  so  burdensome  that  the  association 
will  discontinue  the  plan  and  will  seek  to  advertise  the  city  in 
some   other   way. 

Chicago  City  Railway  Offers  Wage  Increase  If  Ordinances  Pass. 
-i'lent  T.  E.  Mitten  of  the  Chicago  City  Railway  Company 
lias  issued  a  notice  to  all  trainmen  of  the  company  promising  a 
substantial  increase  of  wages  immediately  after  the  ratification  of 
the  settlement  ordinances,  to  be  passed  on  by  a  referendum  vote 
at  the  city  election  on  April  2.  The  present  scale  is  19  cents  per 
hour  for  the  first  six  months'  service,  24  for  the  following  six 
months  and  25  cents  thereafter.  The  new  scale,  to  be  effective  on 
April  1.  is  23  cents,  25  cents  and  27  cents.  The  notice  states  that 
the  management  makes  the  announcement  at  this  time  in  order  to 
contradict  statements  now  being  circulated  to  the  effect  that  a 
reduction  in  wages  would  follow  the  ratification  of  the  ordinances 
at  the  polls. 

Increases  in  Wages. — The  Seattle  Electric  Company  has  granted 
Its  conductors,  motormen  and  gripmen  an  increase  of  wages  of 
approximately  10  per  cent,  effective  on  April    1.     This  will  make  an 

oi   Dearly   25   per  cent   ovei    the   wages    paid   a   yeai      § 
According   to   the   new    scale   the   men    will   receive   from   25   to   32 
an    hour,    according    to    length    of    servli  1  .Sacramento 

Railway  Company  has  Ini  reased  the  wages  of  its 
conductors  and  motormen  three  cents  an  hour,  effective  on  April 
1.  The  men  will  thus  receive  from  27  to  30  cents  an  hour.  a. 
ing  to  length  of  service. — The  Pittsburg  Railways  Company  has 
meed  an  increase  of  wages  of  -  ent£  n  hour  for  motormen 
and  conductors,  effective  on  April   i      The  new  scab-  is  from 

rits    an    boor,    according    to    length    of    service. — T.    M.    Ellis, 

•  r  of  the  Rockford  &  Interurban  Railway,   Rockford, 

III.,    has    announced    an    Increase    in    the    wages    of   conductors    and 

ir,  effective  on  May  1.     The  con 
.-ed    the    wages    Of   II  68    last    October.     Prospects    of 

good  business  the  con  ner  and  appreciation  of  the  increased 

cost   of   living   are   given   as    the   reasons   for   the   addition    to    the 
The  men  now  I  rom  16  to  20  cents  per  hour  accord- 

ing to  length  of  service.     Bmplo  Interurban  runs  receive  20 

cents. 


Buffalo,  N.  Y. — An  amended  franchise  for  the  extension  of 
the  Elmwood  avenue  line  of  the  International  Railway  has  been 
passed  by  the  council  correcting  the  description  of  the  route  in 
the  franchise  recently  granted  calling  for  the  widening  of  a 
portion  of  the  Elmwood  avenue  line,  and  other  minor  changes 
The  franchise  is  for  25  years. 

Canyon  City,  Colo. — Permission  to  use  several  of  the  streets 
of  this  city  for  its  proposed  line  has  been  granted  to  the  Canyon 
City  &  Royal  Gorge  Electric  Railway,  which  will  build  an  inter- 
urban line  from  Canyon  City  to  outlying  points  in  Fremont  county 

Eveleth,  Minn. — Application  has  been  made  by  the  Mesaba 
Traction  Company  for  a  franchise  to  build  its  line  through  Eve- 
leth. The  road  as  proposed  will  be  built  from  Biwabik  to  Hibbing, 
Minn.,  about  40  miles,  with  possibly  an  extension  later  to  Duluth. 
A  franchise  already  has  been  granted  in  Virginia,  Minn.,  and  it  is 
planned  to  construct  the  line  betwen  Eveleth  and  Virginia  this 
summer.     F.    B.    Myers,    Biwabik.    is   president. 

Gabon,  O. — The  Galion  Southern  Electric  Railway  has  been 
granted  a  franchise  by  the  council  for  the  construction  of  its 
proposed  passenger  and  freight  line  through  Galion.  The  length 
of  the  line  from  Galion  to  Mt.  Vernon,  O..  will  be  about  35 
miles,  and  it  is  said  that  negotiations  for  the  financing  of  the 
road    are    well    under    way. 

Hamilton,  N.  Y. — The  franchise  applied  for  several  weeks 
ago  by  the  Utica  &  Southern  Railway  for  the  construction  of  its 
line  through  Madison  and  Broad  streets  has  been  granted.  It  is 
stated  that  right  of  way  along  practically  the  entire  route  has 
been  secured  and  that  work  on  the  road  will  be  started  this 
spring. 

Indianapolis,  Ind. — The  state  board  of  forestry  has  granted  to 
the  Indianapolis  &  Louisville  Traction  Company  right  of  way 
through  the  state  forestry  reservation  near  Henryville.  The  grant. 
which  gives  the  company  about  three  and  a  quarter  acres,  will  not 
i  .■  effective  until  the  signatures  of  the  attorney-general,  auditor  of 
state   and   the   governor   have   been  obtained. 

Ligonier,  Ind. — T.  A.  Redmond.  Kendallville,  Ind..  representing 
the  Kendallville  &  Goshen  Traction  Company,  has  obtained  a 
franchise  to  operate  a  line  in  the  city  limits.  This  is  a  part  of 
the  Toledo  &  Chicago  Interurban  Railway  which  will  extend  its 
line  from  Kendallville  to  Goshen.  Work  on  this  road's  extensions 
both  east  and  west  is  to  be  pushed  as  early  as  possible  and  when 
completed  a  through  service  between  Goshen  and  Bryan  will  have 
been  established.  F.  B.  Perkins.  Kendallville,  Ind.,  general  man- 
ager. 

Michigan  City.  Ind. — A  franchise  was  granted  on  March  25 
to  the  Chicago  Lake  Shore  &  South  Bend  Railway  which  is  build- 
ing an  electric  line  from  South  Bend  to  this  city.  Pi  enter  Michi- 
gan  City  with    its   interurban   line. 

Mineola,  L.  I. — The  Mineola  Roslyn  &  Port  Washington  Trac- 
tion Company  has  been  granted  a  franchise  to  build  an  electric 
line  through  Roslyn,  Mineola  and  Port  Washington.  L.  I.  The 
company  which  will  build  the  line  is  composed  of  Cleveland  capi- 
talists. Work  on  the  line  will  commence  in  a  few  weeks  and 
be  pushed  as  rapidly  as  possible.  The  New-  York  AL-  Long  Island 
Traction  Company's  petition  for  a  franchise  was  not  passed. 

Port  Jefferson,  N.  Y. — The  highway  commissioners  have 
granted  a  franchise  to  the  Suffolk  Traction  Company  for  a  line 
from  Ft.  Jefferson  to  Patcliogue,  and  work  is  to  begin  imme- 
diately. 

Portland.    Ore. — The    franchise    granted    some    weeks    ago    by 

1]    to  the  Portland  &  Mt.  Hood  Railway  and  recently 

vetoed   by    tl  or,    was   passed   over   his  veto   on   March   21.     It 

is    stated    that    much    of    the    material    is    on    hand    and    that    work 

will  be  started  about  April  1. 

Sapulpa,  I.  T. — A  franchise  lias  been  granted  to  Tulsa  capi- 
talists fie  an  electric  railway  from  Sapulpa  to  the  oil  fields,  about 
eight  miles.     The  road  will  touch  Keifer  and  the  Glenn  oil  pool. 

South  Bend,  Ind. — The  Goshen  South  Bend  &  Chicago  Railway 
is  seeking  entrance  into  South  Bend  on  Main  street,  and  has  ap- 
plied for  a  25-year  franchise.  It  is  stated  that  the  line  is  financed 
and  that  enough  material  is  on  hand  for  the  construction  of  25 
miles  al  miles  of  line  out  of  La  Porte  already  have 

been  complete  I. 

South  Bend,  Ind. — The  Kalamazoo  Elkhart  &  South  Bend  Trac- 
iiii  Company  has  been  granted  an  amended  franchise  for  its  line 
through  the  city.  It  provides  for  the  construction  of  the  road 
within  two  years  with  the  deposit  of  a  $5,000  bond  and  $2,000 
in    cash    to   guai  'ruction   within    the  specified   time. 

Sulphur,    I.    T. — W.    Lyle    Dickey   of   Tulsa.    I.    T..    representing 

an  eastern  syndicate,  has  '  to  build  and  operate 

railway   system    in    Sulphur.     It    is   stated    that    this    will 

irban  system  covering  Oklahoma  and 

Kansas. 

Toronto,  Can. — The  Hamilton  Grimsby  &  Beamsville  Electric 
Raiiw  a  a  bill  1  the   railway   committee  of  the 

Canadian    legislature,    has    asked    for    a    5-year    e  I     its 


440 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  13. 


franchise    In    order    to    complete    its    line    from    Beamsville    to    St. 
Catherines.     Action   on    t lie   bill  has  been  deferred. 

Troy.  N.  Y. — The  United  Traction  Company  has  been  granted 
a  Franchise  for  an  extension  of  its  street  railway  system  in  Troy. 

Waterloo,  Ind. — The  Toledo  .V-  Chicago  Interurban  Railway  has 
applied  for  a  franchise  in  Waterloo,  it  is  stated  that  work  will 
commence  on  this  extension  about  the  middle  of  April  or  the  first 
of  May.      F.    I  I.    Perkins,   Kendallville,   Ind.,  general   manager. 

Watsonville,  Cal. — The  Ocean  Shore  &  Eastern  Railway,  which 
proposes  to  build  from  Santa  Cruz  to  Watsonville,  has  obtained  a 
franchise  for  a  single-track  line  to  this  city.  J.  D.  Harvey  of  San 
Francisco  is  president. 

Winona,  Minn. — An  amended  franchise  is  now  under  considera- 
ii"ii  by  the  <  ity  council  in  place  of  the  one  applied  for  several 
weeks  ago  by  the  La  Crosse  Water  &  Power  Company,  which 
proposes  to  buil  1  an  extensive  interurban  system  in  Minnesota  and 
Wisconsin.  The  new  franchise  provides  for  the  operation  of  that 
portion  of  the  line  between  Winona  and  Galesville  by  December  1, 
1908,  with  a  clause  protecting  Winona  as  to  rates  between  Winona, 
Galesville  and  La  Crosse.  The  council  also  is  given  power  to 
cause  the  company  to  build  an  additional  mile  of  track  in  Winona 
for  every  2,500  increase  in  population. 

York,  Pa — Since  the  York  Street  Railway  Company  has  re- 
fused to  agree  to  an  amendment  advanced  by  Mayor  McCall  pro- 
posing that  the  company  shall  pay  to  the  city  three  per  cent  of 
one-seventh  of  its  gross  receipts  from  its  county  and  interurban 
business,  the  ordinances  which  would  have  given  the  company 
a  franchise  on  several  streets  of  York  have  been  defeated  at  a 
special  session  of  the  common  council.  The  company,  it  is  said. 
will  make  no  further  move  to  obtain  perpetual  franchises  until 
council   reorganizes    for   the  fiscal   year. 


RECENT   INCORPORATIONS. 


Derry  &  Goff's  Falls  Street  Railway. — This  company  has  ap- 
plied for  a  charter  in  New  Hampshire  to  build  an  electric  line  from 
Derry  to  Goff's  Falls,  N-  H.,  eight  miles,  connecting  at  the  latter 
point  with  the  Goff's  Falls  Litchfield  &  Hudson  Railway.  Capital 
stock,  $50,000.  Incorporators:  Roswell  Annis  and  James  F.  Cava- 
naugh  of  Manchester;  Charles  N.  Greenough  and  Frank  N.  Young 
of  Derry. 

Grand  Central  Traction  Company. — Incorpprated  in  Indiana  to 
build,  equip,  operate,  maintain,  purchase  or  lease  electric  railroads 
between  Indianapolis  and  Evansville,  a  distance  of  172  miles.  The 
articles  provide  for  the  construction  and  operating  of  heating, 
lighting  and  power  plants  and  the  furnishing  of  heat,  light  and 
power  to  the  cities  and  towns  connected  by  said  line;  also,  for  the 
construction  and  operation  of  telegraph  and  telephone  lines  to  be 
used  in  connection  with  operating  the  road.  The  articles  provide 
for  the  construction  of  a  branch  line  from  a  point  on  the  main 
line  east  of  Bloomington  to  Terre  Haute  and  intervening  towns. 
Capital  stock,  $250,.000.  Incorporators:  Ora  W.  Blickenstaff,  M.  P. 
Carter,  W.  D.  Whitney  and  D.  H.  Morgan,  all  of  Indianapolis, 
where  the  offices  of  the  company  are  located. 

Hannaford  Valley  Railway. — This  company  has  filed  an  applica- 
tion for  charter  to  build  an  electric  line  from  Tacoma  to  Centralia, 
Wash.  Preliminary  surveys  have  been  made.  Capital  stock,  $650,- 
000.  Incorporators:  E.  B.  Cox,  president,  Seattle,  Wash.;  A.  W. 
Mackie,  Ballard,  Wash.;  John  Stewart,  H.  W.  Treat,  Alexander 
McLaren  and  P.  H.  Smith. 

North  Dakota  Railway. — Incorporated  in  North  Dakota  to  build 
an  electric  railway  from  the  cement  plant  in  Olga  township  to 
Edinburg,  N.  D..  connecting  with  the  Great  Northern  at  the  latter 
point.  It  is  stated  that  all  of  the  stock  is  held  by  farmers  along 
the  line.  The  road  will  handle  passengers  and  freight  and  it  is 
said  that  a  business  of  $30,000  annually  is  assured  by  its  construc- 
tion.    Capital  stock,  $200,000. 

Southern  Electric  Construction  Company. — Incorporated  in  In- 
diana to  build  a  railway  from  Washington,  Daviess  county,  to  Mar- 
tinsville, Morgan  county;  also  to  construct  and  operate  light  and 
power  plants.  Capital  stock,  $100,000.  Incorporators:  T.  Denoon, 
Chicago;  John  F.  Noel,  South  Bend,  and  Orman  H.  Gabel  ,and 
W.  H.  Clinton,  Indianapolis. 

Tekoa  &  St.  Mary's  River  Railway. — Incorporated  in  Wash- 
ington to  build  an  electric  line  from  Tekoa  to  a  point  on  the 
St.  Mary's  river,  in  Idaho,  a  distance  of  50  miles.  Capital  stock. 
$500,000.  Incorporators:  T.  J.  Mahony,  E.  C.  Dowell  and  William 
Hoare. 

Terre  Haute  Indianapolis  &  Eastern  Traction  Company. — This 
company,  incorporated  recently  with  nominal  capital  stock,  has 
filed  amended  articles  with  the  secretary  of  state  of  Indiana 
whereby  the  capital  stock  is  increased  from  $4,500  to 
$25,000,000.  The  stock  is  divided  into  $250,000  shares  of  par  value 
of  $100  each,  $12,500,000  being  common  stock  and  $12,500,000  being 
preferred  stock.  By  the  filing  of  these  amended  articles  the 
utic  traction  merger  of  the  Indiana  Tines  controlled  by  the 
Dolan-Morgan-McGowan  syndicate,  was  completed.  According  to 
the  articles,  the  merger  embraces  the  Indianapolis  &  Eastern  Trac- 
tion Company,  the  Richmond  Street  &  Interurban  Railway,  includ- 
ing the  Connersville  branch,  the  Indianapolis  &  Martinsville  Trac- 
tion Company,  Indianapolis  &  Northwestern  Traction  Company, 
Indianapolis  t\:  Plainhekl  Traction  Company.  Indianapolis  &  West- 
ern Traction  Company,  and  the  Indianapolis  Coal  Traction  Company. 
The  amende!  articles  also  provide  for  acquiring  other  lines  and 
building  extensions  to  the  lines  already  controlled,  and  the  con- 
sumption  of   several    new    lines.     The    company   will    also    generate 


and  distribute  electricity  for  heat,  light  and  power  purposes  to 
the  130  or  more  towns  and  cities  connected  by  this  system.  The 
extensions  provided  for  in  the  articles  which  the  company  proposes 
to  build  are  a  line  from  Sullivan  to  Vincennes,  a  line  from  Terre 
Haute  to  Danville,  111.,  a  line  from  Terre  Haute  to  Paris,  111.,  a 
line  from  Martinsville  to  West  Baden  via  Bloomington,  a  line 
from  Crawfordsville  to  Williamsport,  a  line  from  Thorntown  to 
Lafayette  and  a  branch  line  from  Bloomington  to  Terre  Haute. 
When  these  extensions  and  the  lines  now  under  course  of  con- 
structlon  are  completed,  the  syndicate  will  control  nearly  400 
miles  of  electric  railroad  in  Indiana.  The  syndicate  has  leased 
for  a  period  of  a!)  years  and  assumed  control  of  the  Terre  Haute 
Traction  &  Light  Company,  including  the  interurban  properties 
between  Terre  Haute  and  Clinton,  Terre  Haute  and  Brazil  and 
Terre  Haute  and  Sullivan,  together  with  the  local  company's  light- 
ing equipment.  The  leasing  company  assumes  all  the  liabilities 
of  the  Terre  Haute  Traction  Company  with  a  guarantee  of  6  per 
cent  on  $500,000  preferred  stock,  assumes  a  mortgage  of  $3,366,000 
with  5  per  cent  bond  security  and  guarantees  2  per  cent  on  $2,000,- 
000  common  stock  for  tliree  years  and  3  per  cent  for  the  succeed- 
ing years.  It  is  understood  that  Hugh  J.  McGowan  will  be  made 
president  of  the  company.  Mr.  McGowan  states  that  the  holding 
company  contemplates  no  action  relative  to  a  consolidation  with 
the  Indiana  Union  Traction  Company,  the  Ft.  Wayne  &  Wabash 
Valley  Traction  Company,  nor  any  of  the  traction  properties 
recently  secured  at  South  Bend  and  Evansville  by  the  Murdock 
syndicate.  The  fee  received  by  the  secretary  of  state  for  the  filing 
of  the  amended  articles  of  association  was  $25,100,  the  largest 
fee  ever  received  by  the  state  for  incorporating  an  interurban 
system. 

Wyandotte  &  Lawrence  Railroad. — Incorporated  in  Kansas  to 
construct  and  operate  an  interurban  railway  between  Lawrence 
and  Kansas  City,  Kan.,  through  Douglas,  Johnson,  Leavenworth 
and  Wyandotte  counties,  about  38  miles.  Steam,  electricity  or 
gasoline  will  be  used.  Capital  stock,  $510,000,  with  $170,000 
preferred  and  $340,000  common.  Incorporators:  Benjamin  Schnierle, 
J.  E.  Wherrell,  F.  K.  Schuepbach,  H.  C.  Downs  and  E.  Y.  Blum, 
all    of   Kansas    City,    Kan. 


TRACK    AND    ROADWAY. 


Akron  Barberton  &  Western  Railway. — It  is  reported  that  this 
company's  line  from  Barberton  to  Wadsworth,  O.,  is  nearly  ready 
for  operation.     The  overhead  work  is  now  being  completed. 

Altoona  &  Logan  Valley  Electric  Railway. — It  is  reported  that 
the  East  Altoona  extension  will  begin  next  month,  and  that  the 
right  of  way  has  been  secured. 

American  Electric  Railroad. — This  company,  which  proposes  to 
build  from  Des  Moines  to  Council  Bluffs,  la.,  has  been  voted  a 
5  per  cent  tax  at  Greenfield.  Work  is  to  begin  by  July  1  and 
be  completed  by  March  1,  1909.  C.  W.  Baker  of  Des  Moines,  presi- 
dent. 

Atlanta  &  Carolina  Railway. — It  is  reported  that  early  in 
April  construction  will  begin  on  this  company's  proposed  line  from 
Atlanta  to  Conyers,  Lithonia  and  West  Point.  The  capital  stock 
has  been  increased  to  $5,300,000.  Franchises  and  right  of  way 
have  been  secured. 

Baton  Rouge  (La.)  Electric  &  Gas  Company. — This  company 
has  been  purchased  by  Stone  &  Webster  of  Boston,  Mass.,  and 
General  Manager  C.  H.  Kretz  recently  appeared  before  the  city 
council  and  announced  that  the  new  owners  would  immediately 
begin  to  reconstruct  and  improve  the  entire  system.  New  6-inch 
rails  are  to  be  laid  over  the  entire  system,  which  amounts  to 
about  four  miles,  and  new  trolley  wire  for  the  entire  line  has 
been  shipped.  Nine  new  cars  are  to  be  placed  in  operation,  which, 
being  longer  than  the  old  ones,  will  necessitate  lengthening  some 
of  the  curves  and  switches.  The  rails  are  to  be  laid  on  ties  em- 
bedded in  concrete.  As  soon  as  the  work  of  rehabilitation  is  com- 
pleted it  is  the  intention  to  apply  for  franchises  for  several  im- 
portant extensions. 

Bellingham,  Wash. — It  is  reported  that  S.  L.  Shuffleton,  engi- 
neer of  construction  for  Stone  &  Webster  of  Boston,  has  com- 
pleted estimates  for  the  construction  of  the  proposed  electric  line 
from  Bellingham  to  Skagit  county  towns. 

Canton  Youngstown  &  Akron  Railway. — The  Collins  Construc- 
tion Company,  92  LaSalle  street.  Chicago,  111.,  is  now  preparing  for 
active  construction  work  on  65  miles  of  electric  railroad  from 
Canton  to  Youngstown,  Ohio.  This  contract  includes  the  con- 
struction and  equipment  complete  in  every  detail.  The  company 
is  now  taking  bids  for  all  classes  of  material  and  equipment  needed 
for  the  complete  construction  and  equipment  of  the  road,  consist- 
ing of  concrete  work,  trestle  work,  drain  pipe,  steel  bridges,  ties, 
steel  rails,  rail  joints,  frogs  and  switches,  boilers,  turbine  gen 
ators  and  accessories,  power  house  building,  car  barn  and  shops, 
poles,  brackets,  trolley  wire,  transformers  and  all  accessories  for 
the  complete  overhead  work;  passenger  coaches,  freight  motors 
and  motor  equipment.      The  estimated  cost  is  $2,000,000. 

Central  Pennsylvania  Traction  Company. — Material  is  being 
distributed  for  the  double-tracking  of  the  Sixth  street  line  from 
Emerald  street  to  Division  street,  Harrisburg.  The  company  will 
also  rebuild  its  line  between  Steel  ton  and  Oberlin,  laying  a  heavier 
rail. 

Chicago  Kenosha  Milwaukee  &  Lake  Geneva  Railway. — Sur- 
veyors are  now  engaged  in  locating  the  right  of  way  through 
Kenosha  for  the  proposed,  line  to  Lake  Geneva  and  preparations 
are  being  made  for  beginning  condemnation  proceedings. 

Chicago    South     Bend    &     Northern     Indiana     Railway.— Jeup    & 


March  30,  1907. 


ELECTRIC    RAILWAY    REVIEW 


441 


Moore  of  Indianapolis  are  making  preparations  for  beginning  the 
survey  of  the  extension  from  Michigan  City,  Ind.,  toward  Chi- 
cago via  Gary.  Work  is  now  in  progress  between  Michigan  City 
and  South  Bend.     Samuel  Riddle,   South  Bend,  general  manager. 

Coos  Bay  Gas  &  Electric  Company. — Seymour  H.  Bell,  treas- 
urer and  general  manager,  Marshfield,  Ore.,  writes  that  this  com- 
pany, which  owns  gas  and  lighting  plants  in  several  cities  on 
Coos  Bay,  is  building  an  electric  line  from  Empire  City  to  Marsh- 
field,  Ore.,  10  miles,  via  North  Bend.  The  route  has  been  sur- 
veyed and  grading  has  been  completed  from  North  Bend  to  Porter. 
Grading  is  now  in  progress  from  North  Bend  to  Marshfield,  four 
miles.  There  will  be  about  two  miles  of  trestle  work  on  the  line. 
The  company  is  in  the  market  for  part  of  the  equipment,  includ- 
ing cars  with  mail  and  express  compartment  and  double-end  con- 
trol. Henry  Hewitt,  Jr.,  of  Tacoma,  president;  Ed  Rigg  of  Marsh- 
field.  chief  engineer. 

Covington  &  Southwestern  Traction  Company. — A  trust  deed 
mortgage  has  been  filed  at  Crawfordsville  and  Covington  by  W.  G. 
Ruhl,  president,  in  favor  of  the  Trust  Company  of  America  of 
New  York,  and  the  Union  Trust  Company  of  Indianapolis  for 
$1,250,000.  The  mortgage  covers  the  property,  rights  of  way,  fran- 
chises, etc..  of  an  electric  line  to  be  constructed  by  this  company 
between  Covington  and  Crawfordsville,  with  a  short  branch  line 
through  the  Green  Creek  coal  mining  district.  President  Ruhl 
states  that  the  road  will  be  constructed  of  heavy  steel,  so  as  to 
.airy  on  the  business  of  transporting  coal  from  the  mines  in 
Park  county  to  adjacent  markets.  The  work  of  constructing  the 
45  miles  of  track  in  the  system  will  begin  on  April  1. 

Dalton  &  Scranton  Railway. — F.  W.  Day,  general  manager, 
has  announced  that  the  first  12  miles  of  the  road  from  Scranton  to 
Lake  Mineola,  Pa.,  would  be  in  operation  by  May  1.  The  track 
is  nearly  all  laid  and   the   overhead   work  is  completed. 

Davenport,  la. — A.  Hurst  of  Hurstville,  la.,  who  is  interested 
in  an  electric  line  from  Davenport  to  Dubuque,  la.,  S3  miles,  writes 
that  the  company  is  not  yet  organized.  Surveys  have  been  com- 
pleted from  Maquoketa  to  Dubuque,  40  miles,  and  the  section  from 
Davenport  to  Maquoketa,  43  miles.  The  route  includes  De  Witt, 
Delmar,  Maquoketa  and  La  Motte. 

Denver  <£.  Interurban  Railroad. — This  company,  which  is  build- 
ing the  Colorado  &  Southern's  electric  line  from  Denver  to 
Boulder,  Colo.,  has  begun  work  on  the  city  lines  to  be  built  in 
Ft.  Collins,  and  it  is  stated  that  seven  miles  are  to  be  put  in 
operation  this  year. 

Evansville  &  Southern  Indiana  Railway. — Manager  R.  R.  Smith 
has  agreed  after  a  conference  with  the  Evansville  (Ind.)  board 
of  public  works  to  relay  the  tracks  on  Main  street  when  the  city 
is  ready  to  repave  the  street.  Seventy-pound  rails  will  be  used, 
laid  on  a  concrete  foundation,  with  a  special  paving  brick. 

Ft.  Dodge  Des  Moines  &  Southern  Electric  Railway. — Grading 
has  been  resumed  on  this  company's  line  from  Ft.  Dodge  to  Des 
Moines,  la.  About  20  miles  at  the  northern  end  remains  to  be 
graded.  The  work  on  the  southern  end  is  nearly  completed,  al- 
though no  wire  has  been  strung,  and  construction  trains  are  now 
in  operation  from  Fraser  to  Flint  Junction,  near  Des  Moines.  J.  L. 
Blake   of  Des   Moines,   general   manager. 

Ft.  Wayne  Toledo  &  Eastern  Railway. — The  residents  along 
the  right  of  way  of  this  proposed  line  between  Ft.  Wayne,  Hicks- 
ville  and  Bryan,  O.,  have  been  asked  to  subscribe  a  bonus  of 
$30,000  before  the  bonds  can  be  underwritten. 

Holyoke  (Mass.)  Street  Railway. — This  company  will  rebuild 
the  Elmwood  and  Oakdale  lines  and  substitute  groove  rails  for 
the  ones  now  used.  The  company  will  also  double-track  the 
Northampton  line  from  Mountain  Park  to  Smith's  Ferry. 

Huntington  Beach  Company. — S.  H.  Finley,  engineer,  writes 
that  this  company  is  now  securing  right  of  way  for  an  electric 
line  from  Santa  Ana  to  Huntington  Beach',  Cal.,  10  miles.  The 
line  has  been  surveyed,  although  no  definite  arrangements  have 
been  made  for  beginning  construction. 

Indianapolis  &  Cincinnati  Traction  Company. — President  Charles 
L.  Henry  of  Indianapolis  has  announced  that  the  proposed  line  to 
Cincinnati  will  run  from  Connersville  by  way  of  Liberty,  College 
■  loi  n   r  and  Oxford. 

Indianapolis  &  Western  Traction  Company. — The  W.  P.  Junclaus 
Company  of  Indianapolis  has  begun  the  construction  of  a  modern 
2-story  terminal  station  for  this  company  at  Greencastle,  Ind. 
The  tracklaying  in  the  city  is  almost  completed  and  the  overhead 
work  is  now  being  pushed  with  a  view  of  putting  the  line  in 
operation  as  soon  as  possible. 

Iowa  &   Missouri  Traction   &  Power  Company. — J.  W.   Andrews, 

Keosauqua,    [a.,   chief  engineer  of  this  company,   which   has  made 

and     proposes    to    build    a    line    from    Fairfield,    la.,     to 

phis,    Mo.,    52    miles,    has   prepared   a   comprehensive   report   as 

nihility    of    extending    the    line    north    through    Jefferson, 

Klota,    Mlllersburg   ami    Marengo   to   Cedar  Rapids,    with   branches 

from    Mlllersburg    to    O  kaloosa    and    from    Marengo    to   Vinton,    a 

total  of  its  miles.     The  report   states  that  the  line  could  be  built 

for    $4,500,000,    01     about     $26,000    pet     mllei    and    includes    data    on 

probable  traffic.     The  report  has  been  submitted  to 

buslni        nen  o  i  ns  In  the  various  (owns.     It  is  stated  that 

tion   ol    '  he    i'ii      set  Ion,    I  rom    Memphis   to   Fairfield, 

is  assured. 

Lancaster   &    Eastern   Street    Railway. — Engineers  of   this   com- 

whlch  is  operated    by   the  Cones  toga   Traction-  Company  of 

aster,  Pa.,  las!    weel    began     inveylng  a  line  from  Christiana 

to   Coatesville,    Pa.,    12    miles.    The    company    now    has   a   line   In 


operation  from  Lancaster  to  Christiana,  20  miles,  and  when  the 
link  to  Coatesville  is  completed,  as  it  is  expected  to  be  by  January 
1,  through  connection  to  Philadelphia  will  be  made  possible.  H.  W. 
Crawford  of  Lancaster,   chief  engineer. 

La  Porte,  Ind. — The  report  that  the  Murdock  syndicate,  which 
owns  the  Chicago  South  Bend  &  Northern  Indiana  Traction  Com- 
pany of  South  Bend,  Ind.,  will  build  a  line  south  from  La  Porte  to 
Logansport,  has  been  denied  by  Samuel  T.  Murdock  of  Lafayette, 
Ind: 

Meadville  Conneaut  Lake  &  Linesville  Electric  Railway. — The 
grading  for  this  line  has  been  completed  from  Meadville  to  Har- 
monsburg,  Pa.,  and  the  rails  are  laid  to  within  one  mile  of  that 
place.     It  is  expected   that  the  road  will  be  in  operation  by  June  1. 

Milwaukee  Northern  Railway. — F.  W.  Walker,  vice-president. 
Port  Washington,  Wis.,  writes  that  this  line  will  extend  from 
Milwaukee  to  Sheboygan  and  Fond  du  Lac,  Wis.,  112  miles.  The 
route  includes  Thiensville,  Cedarburg.  Grafton,  Port  Washington, 
Cedar  Grove,  Sheboygan,  West  Bend,  Barton,  Kaukauna,  Camp- 
bellsport  and  Fond  du  Lac.  The  entire  route  has  been  surveyed, 
and  20  miles  from  Cedarburg  to  Milwaukee  has  been  graded. 
Five  miles  of  track  from  Cedarburg  south  toward  Milwaukee  has 
been  laid  this  year  and  grading  is  in  progress  between  Port  Wash- 
ington and  Cedarburg,  10  miles.  Overhead  work  is  under  construc- 
tion from  Port  Washington  to  Milwaukee,  30  miles.  Overhead  con- 
struction will  be  of  the  bracket  type  on  tangents  and  of  the  span 
type  on  curves.  Substations  are  under  construction  at  Port  Wash- 
ington, Cedarburg,  Browndeer  and  Milwaukee.  The  power  house 
is  under  construction  at  Port  Washington.  The  equipment  will 
consist  of  three  1,000-kilowatt,  3-phase  generators  driven  by  gas 
engines  and  producer  gas.  The  substation  equipment  will  consist 
of  two  400-kilowatt  rotary  converters.  The  equipment  is  to  be 
furnished  by  the  Allis.-Chalmers  Company,  the  Power  Mining  Ma- 
chinery Company,  the  Westinghouse  Electric  &  Manufacturing 
Company,  the  Niles  Car  &  Manufacturing  Company,  New  York 
Car  &  Truck  Company  and  the  American  Locomotive  Company. 
All  bridges  on  the  line  will  be  of  steel  with  concrete  abutments,  and 
the  road  will  be  built  on  private  right  of  way  with  no  grade  cross- 
ings of  railroads.  Seventy-pound  T-rails  will  be  used,  except  in 
Milwaukee,  where  95-pound  T-rails  will  be  used.  W.  A.  Comstock 
of  Alpena,  Mich.,  is  president  and  F.  W.  Walker  of  Port  Wash- 
ington is  vice-president  and   chief  engineer. 

Milner,  Idaho. — Maj.  Fred  R.  Reed  is  said  to  be  interested  in 
a  company  to  build  a  large  power  plant  at  this  place  and  an  electric 
railway  from  Milner  to  Gooding,  about  50  miles,  at  a  cost  of 
about   $1,000,000. 

Newark  Martinsburg  &  Mt.  Vernon  Traction  Company. — Actual 
construction  work  on  this  line  has  begun  and  President  Chilcote 
says  that  oars  will  be  running  next  fall.  The  line  will  connect 
Newark  with  Martinsburg,  Gambier,  Mt.  Vernon,  Londonville  and 
Wooster,  where  it  will  connect  with  the  Cleveland  Southwestern  & 
Columbus,  and  give  a  direct  line  to  Cleveland  from  Columbus  by 
way  of  Newark. 

Ocean  Shore  Railway. — John  B.  Rogers,  chief  engineer,  San 
Francisco,  Cal.,  writes  that  this  company  is  now  building  an 
electric  interurban  line  following  the  coast  line  of  the  Pacific 
Ocean  from  San  Francisco  to  Santa  Cruz,  a  distance  of  SO  miles. 
The  road  is  being  built  for  both  freight  and  passenger  service 
and  will  be  double-tracked  and  of  the  highest  type  of  construction 
throughout.  It  is  expected  to  have  the  first  section  of  the  road 
from  San  Francisco  to  Half  Moon  Bay  ready  for  operation  by 
June  1.  About  70  per  cent  of  the  grading  on  the  entire  line  is 
now  completed  and  85  per  cent  of  the  bridge  work.  About  20 
miles  of  track  have  been  laid  between  San  Francisco  and  Mussel 
Rock  and  from  Santa  Cruz  to  Davenport.  Contracts  for  build- 
ing the  line  have  been  let  to  the  Rialto  Construction  Company 
from  San  Francisco  to  Ocean  View,  eight  miles;  to  Willitt  & 
Burr,  the  Ransome  Construction  Company  and  Mahoney  Brothers 
from  Ocean  View  to  Mussel  Rock,  i%  miles;  to  the  Ransome  Con- 
struction  Company,  Lewis  Moring  and  Antonelli  &  Bandman  from 
Mussel  Rock  to  San  Pedro  Mountain,  eight  miles;  to  the  Ransome 
Construction  Company  from  San  Pedro  Mountain  to  Wadse  Beach. 
41  miles,  and  to  Shattuck  &  Desmond  and  Pratchner  &  Chadwick 
from  Wadse  Beach  to  Santa  Cruz,  21  miles.  Within  city  limits 
the  road  occupies  almost  entirely  private  right  of  way,  with 
overhead  or  subgrade  crossings  at  the  principal  intersecting 
streets.  The  maximum  grade  is  2  per  cent  except  in  a  few 
instances,  which  will  be  eliminated  later.  The  maximum  curva- 
ture is  16  degrees  except  the  entrance  to  the  San  Fraii'  i 
terminal,  which  is  20  degrees.  Seventy-pound  rails  are  used 
There  are  no  bridges  on  the  line  of  importance  except  the  viaducts 
in  San  Francisco  and  Santa  Cruz.  Nearly  all  of  the  cross  drainage 
is  handled  through  semi-circular  tunnels,  running  under  and 
around  high  fills.  The  largest  of  these  fills  contains  220,000  cubic 
yards  of  material,  the  highest  fill  is  93  feet.  Grading  around 
San  Pedro  Mountain  will  cost  $160,000  per  mile.  The  overhead 
construction  will  be  of  the  center-pole  catenary  type.  The  power 
house  is  now  under  construction  and  Genral  Electric  equipment 
of  7,000-kllOW alt  capacity  Will  be  installed.  Franchises  and  land 
for  terminals  have  been  secured  at  both  terminal  cities.  .1.  Dow- 
ney Harvey,  president,  San   Francisco,  Cal. 

Ocean  Shore  &  Eastern  Railway.— E.  V.  Kendall  of  San  Fran- 
cisco, auditor,  writes  that  surveys  are  being   made  for  an  electric 

railway  fr Santa  Cruz   to   Watsonvllle,   Cal.,   via    Soquel,   Aptos, 

I'lea  .mi    \aiie..,    and    h'ree u,   a   distance  of  in   miles,    parall 

the  Pacific  shore  line.    Construction   is  to  begin   In   90  days,     Thi 
company  Is  allied  with  the  Ocean  Shore  Railway,  which  is  now  i  o 
strueting  a  line   from    San    Francisco   to   Santa    Cruz.     J.    Do* 

Harvey,  president;  J.  B.  Rogers/ chief  engineer,  i 52 

si  reel.  San  Francisco,  where  the  offices  of  the  c pany    in 


4  11' 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  Xo.  13. 


Oneonta  &  Mohawk  Valley  Railroad. — It  is  reported  that  this 
company  is  considering  the  extension  of  its  line  from  Richfield 
Springs  to  Springfield  Center,  N.  Y.,  at  the  head  of  Otsego  Lake. 
a  distance  of  about  nine  mi 

Oregon  Electric  Railway. — Surveyors  in  the  employ  of  W.  S. 
Barsto  &  Co.  of  Portland,  Ore.,  are  now  locating  the  line  from 
Garden  Home  to  Forest  Grove.  Ore.,  a  branch  from  the  proposed 
Portland -Salem  line. 

Pacific  Electric  Railway,  Los  Angeles,  Cal. — It  is  reported  that 
the  survey  for  the  extension  of  the  new  Covina  line  to  Pomona. 
Cal.,  has  been  ordered.  The  Covina  line,  which  is  22  miles  long, 
is  expected  to  be  in  operation  in  six  weeks. 

Pacific  Traction  Company. — Several  carloads  of  rails  have 
arrived  for  the  line  from  South  Tacoma  to  Steilacoom  and  Ameri- 
can lakes  and  the  work  is  to  be  rushed  to  completion  this  spring. 
B.   T.  Felt,  general  manager,   Tacoma,   Wash. 

Pasadena  La  Canyada  &  Los  Angeles  Railway. — It  is  reported 
that  this  company  will  soon  make  application  to  the  city  council 
of  Pasadena.  Cal.,  for  a  franchise  for  an  electric  railway,  which 
is  to  connect  the  three  cities  named  in  the  title.  The  company 
was  incorporated  last  year  with  a  capital  stock  of  $100,000,  and 
it  has  the  following  officers:  George  E.  Smith  of  Pasadena  is 
president;  C.  G.  Compton,  Long  Beach,  Cal.,  first  vice-president; 
A.  H.  Green,  Los  Angeles,  second  vice-president;  H.  M.  Orr,  Los 
Angeles,  secretary  and  treasurer. 

Portland.  Ore. — It  is  reported  that  the  Harriman  interests,  who 
recently  purchased  the  Corvallis  &  Eastern  Railroad,  propose  to 
construct   an   electric  instead   of  a  steam   road  from  Portland   into 

Clackamas  county. 

Reno,  Nevada. — It  is  stated  that  surveys  are  being  made  for 
an  electric  line  from  Reno  south  to  Steamboat  Springs,  12  miles. 
Colonel  Hopkins  of  Reno,  who  is  promoting  the  road,  states  it  will 
be  completed  in  four  months,  and  will  be  extended  later  on  to 
Carson  City. 

Rochester  Corning  &  Elmira  Traction  Company. — The  New 
York  railroad  commission,  acting  under  an  order  from  the  appellate 
division  of  the  supreme  court,  has  granted  a  certificate  of  public 
convenience  and  necessity  for  building  the  proposed  line  from 
Rochester  to  Elmira. 

Selma  (Ala.)  Street  &  Suburban  Railroad. — It  is  stated  that 
this  company  has  bought  a  tract  of  land  on  Oakmulgee  Creek,  10 
miles  from  the  city,  upon  which  to  erect  a  power  plant.  It  is  also 
stated  that  the  city  lines  will  be  extended  to  this  point  and  thence 
to  Summerfield,  1"  miles. 

Sparta- Melrose  Electric  Railway  &  Power  Company. — This  com- 
pany, recently  incorporated  to  build  an  electric  railway  from  Sparta 
to  Melrosa,  Wis.,  2S  miles,  has  elected  the  following  officers:  Presi- 
dent, G.  S.  Cromwell;  vice-president,  James  A.  Cole;  secretary. 
Howard  Teasdale;  treasurer.  W.  A.  Sholes.  all  of  Sparta.  Wis.  It 
is  stated  that  construction  will  begin  May  1. 

Tampa  &  Sulphur  Springs  Traction  Company. — The  material 
is  on  the  ground  for  the  $30,000  bridge  which  is  to  be  built  across 
the  Hillsborough  river  connecting  Tampa  and  West  Tampa.  Fla.. 
by  the  Virginia  Iron  &  Bridge  Company.  The  company  is  build- 
ing a  line  from   Tampa  to  Sulphur  Springs. 

Tennessee-Georgia  Interurban  Railway. — Samuel  D.  Divine 
states  that  financial  arrangements  have  been  made  for  building 
this  road  from  Chattanooga  to  Chickamauga  Park,  and  that  sur- 
veys will  be  started   immediately. 

Texas  Traction  Company. — This  company,  which  is  building 
a  line  from  Dallas  to  Sherman,  Tex.,  has  ordered  9,000  tons  of 
rails. 

Toledo  Wabash  &  St.  Louis  Railway. — It  is  reported  that  a 
syndicate  of  Toledo  capitalists  have  formed  a  company  with  $6,000,- 
000  capital  stock  to  build  an  electric  line  from  Toledo  to  St.  Louis. 
It  is  stated  that  the  company  has  been  financed  and  that  the  road 
will  pass  through  Defiance.  Ft.  Wayne,  Indianapolis  and  Terre 
Haute.  Ind.  A  power  plant  at  Miami  has  been  purchased  which 
will  furnish  power  to  operate  the  line  between  Toledo  and  De- 
fiance. The  first  section  from  Toledo  to  Defiance  is  to 
be  finished  within  nine  months.  The  right  of  way  has 
been  secured.  The  second  section  will  be  from  Defiance  to 
Ft.  Wayne  and  the  third  from  Ft.  Wayne  to  Indianapolis 
by  way  of  Muncie.  The  fourth  section  will  be  from  Indianapolis 
to  St.  Louis.  Construction  is  to  be  of  the  highest  class  throughout 
and  70-pound  rails  are  to  be  laid.  The  officers  are:  C.  D.  Whitney, 
president;  George  G.  Metzger,  vice-president;  J.  P.  McAfee,  treas- 
urer, and  F.  D.  McAfee,  secretary. 

Tri-City  Railway. — This  company  has  begun  work  on  the 
extension  of  its  double-track  line  on  Brady  street,  Davenport, 
la.,  from  Central  Park  to  the  city  limits. 

West  Penn  Railways,  Connellsville,  Pa.— W.  E.  Moore,  general 
manager,  writes  that  the  rumor  that  this  company  would  build 
an  extension  from  McKeesport  to  Glassport,  Pa.,  is  unfounded,  as 
the  company  has  never  considered  such  an  extension. 


Personal  Mention 


POWER   HOUSES  AND  SUBSTATIONS. 


Metropolitan  Street  Railway,  Kansas  City,  Mo.— A  contract  has 
been  awarded  to  Turner  Brothers  of  Kansas  City  for  constructing 
a  1-story  brick  substation.  62  by  105  feet,  for  a  power  plant  at 
Electric  Park.  Estimated  cost  $9,000.  C.  N.  Black,  general  man- 
ager. 


.Mi  Charles  Johns  has  resigned  as  manager  of  the  St. 
Thomas  Street  Railway,  which  is  owned  and  operated  by  the 
municipality    of    St.    Thomas,    Ont. 

Mr.    Fred    II.    Heckler,    master    mechanic    of    the    Lake    Shore 
Electric    Railway   at    Fremont.    O..    has    been   appointed    chief   engi- 
I)    place    of    Mr.    F.    B.    Matthews,    resigned. 

Mr.  J.  T.  Mooney,  chief  of  the  construction  department  of 
the  Pottsville  Union  Traction  Company.  Pottsville,  Pa.,  has  been 
appointed  assistant  manager  of  transportation,  and  Mr.  H.  O.  Ellis 
has   been  appointed  chief  of  construction. 

Mr.  E.  L.  Greene,  formerly  foreman  of  the  general  repair 
and  equipment  shops  of  the  New  York  City  Railway  Company, 
has  accepted  a  position  with  the  engineering  department  of  the 
Westinghouse  Electric  &  Manufacturing  Company. 

Mr.  A.  E.  Weist,  Jr.,  formerly  general  manager  of  the  Indian- 
apolis Huntington  Columbia  City  &  Northwestern  Railway,  which 
is  building  a  li'ie  from  Syracuse  to  Goshen.  Ind..  has  resigned  his 
position  and  will  leave  shortly  for  Texas  where  he  is  interested  in 
a    proposed   interurban    liiv . 

Mr.  Oral  A.  Stevens  has  resigned  as  division  superintendent 
of  the  Boston  &  Northern  Street  Railway.  He  is  succeeded  by 
Mr.  W.  E.  Maloney.  who  for  the  past  five  years  has  held  the  office 
of  the  superintendent  of  the  Manchester  Street  Railway,  Man- 
chester, N.  H.  Mr.  Maloney  began  his  railway  career  at  the  age 
of  18,  in  the  offices  of  the  Worcester  Consolidated  Company,  and 
remained  with  that  company  for  12  years,  until  he  was  appointed 
superintendent  of  the  Manchester  company. 

Mr.  Charles  H.  Armatage,  who.  as  announced  in  the  Electric 
Railway  Review  of  March  23,  has  been  appointed  traffic  manager 
of  the  United  Traction  Company  and  the  Hudson  Valley  Railway 
Company,  controlled  by 
the  Delaware  &  Hudson 
Company,  with  office  at 
Albany.  N.  Y..  has  been 
connected  with  the  street 
railways  of  that  city  for 
the  past  six  months  as 
superintendent  of  the  ex- 
press department  of  the 
United  Traction  Com- 
pany. Mr.  Armatage  was 
born  in  Albany  on  Janu- 
ary 30,  1857,  and  has 
lived  there  all  his  life, 
having  occupied  several 
important  public  offices. 
He  received  his  education 
it  the  Albany  Boys' 
Academy  and  after  leav- 
ing school  entered  the 
railway  service.  He  was 
for  several  years  assist - 
int  superintendent  of  the 
Buffalo  division  of  the 
SVest  Shore  Railroad  un- 
ier  D.  B.  McCoy,  now  as- 
sistant general  manager 
Df  the  New  York  Central 
&  Hudson  River  Railroad. 
He  left  that  position  to  enter  the  mercantile  business  in  Albany, 
and  during  1894  and  1895  was  president  of  the  common  council. 
His  present  appointment  became  effective  on  March  14,  1907.  The 
duties  of  traffic  manager,  heretofore,  have  been  combined  with 
those  of  the  operating  department  of  the  companies,  but  on  ac- 
count of  the  expansion  of  the  passenger  and  freight  business  it 
was  deemed  advisable  to  separate  the  two  departments. 

Mr.  J.  T.  Harmer  of  Boston  has  been  elected  to  the  newly 
created  position  of  comptroller  of  the  Worcester  Railways  &  In- 
vestment Company  of  Worcester,  Mass.,  the  holding  company 
of  the  Worcester  Consolidated  Street  Railway  Company.  A  new 
treasurer  of  the  company  also  has  been  elected  in  the  person  of 
Mr.  Leverett  Candee  of  Boston,  who  succeeds  Mr.  E.  E.  Foye. 
Mr.  A.  George  Bullock  of  Worcester  was  elected  president  and 
Mr.  Francis  H.  Dewey  of  Worcester,  president  of  the  Worcester 
Consolidated  Street  Railway  Company,  vice-president.  Mr.  B.  W. 
Warren  of  Boston  was  elected  secretary. 

Mr.  E.  E.  Lillie.  whose  apointment  as  superintendent  of  the 
Spokane  &  Inland  division  of  the  Spokane  &  Inland  Empire 
Railroad  was  noted  in  the  Electric  Railway  Review  of  March 
16,  has  been  associated  in  various  capacities  with  the  railway 
systems  of  the  United  States  and  Canada  for  a  number  of  years. 
He  was  born  in  Gait.  Ontario,  in  1S69,  and  began  his  railroad 
career  as  telegraph  operator  on  the  Canadian  Pacific  Railway  at 
Winnipeg,  Manitoba,  in  1884,  where  he  remained  four  years.  In 
1S88  he  accepted  a  position  at  Superior,  Wis.,  with  the  Eastern 
Minnesota  Railway  (now  a  part  of  the  Great  Northern  system) 
as  timekeeper  and  shop  clerk,  later  becoming  chief  clerk  to  the 
master  mechanic.  In  1S92  he  again  entered  the  telegraph  service 
as  operator  in  the  general  office  of  the  Great  Northern  at  St. 
Paul,  later  serving  as  train  dispatcher,  chief  train  dispatcher  and 
assistant  superintendent  on  the  various  divisions  of  the  road.  In 
1902  he  resigned  to  accept  a  position  with  the  Choctaw  Oklahoma 
&    Gulf    Railway    at    Little    Rock.    Ark.     In    1903    Mr.    Lillie    again 


Charles     H.    Armatage. 


March  '30,  1907 


ELECTRIC    RAILWAY    REVIEW 


443 


entered  the  service  of  the  Great  Northern  as  assistant  to  the 
general  superintendent  of  transportation  at  St.  Paul  and  later 
became  chief  dispatcher  at  the  company's  Spokane  office,  where 
he  remained  until  his  recent  appointment  as  superintendent  of 
the  Spokane  &  Inland   Empire  Railroad  of  that  city. 

Mr.  E.  P.  Wetmore  has  been  appointed  general  manager 
of  the  Augusta  (Ga.)  Railway  &  Electric  Company,  with  head- 
quarters at  Augusta;  effective  at  once.  The  duties  of  this  office 
formerly  were  combined  with  those  of  Mr.  James  U.  Jackson, 
vice-president,  but  on  account  of  extensions  and  improvements 
planned  by  the  company  it  was  decided  to  create  a  separate  head 
for  the  operating  department  in  order  that  Mr.  Jackson's  time 
might  be  given  to  larger  matters.  The  office  of  general  superin- 
tendent, which  has  been  vacant  since  the  resignation  of  Mr. 
Charles  Furbay,  has  been  abolished  and  its  duties  incorporated 
with  those  of  the  general  manager.  Mr.  Wetmore  formerly  was 
connected  with  the  electric  street  railway  systems  of  Liverpool, 
England,  and  other  European  cities,  and  more  recently  with 
some  of  the  larger  systems  of  this  country. 

Mr.  R.  E.  Danforth,  vice-president  and  general  manager  of 
the  Rochester  (N.  Y.)  Railway  Company,  has  resigned  to  become 
general  manager  of  the  Public  Service  Corporation  of  New  Jersey, 
succeeding  Mr.  Albert  H.  Stanley,  who  resigned  recently  to  be- 
come general  manager  of  the  London  LTnderground  Electric  Rail- 
ways. For  the  past  four  years  Mr.  Danforth  has  been  connected 
with  the  Rochester  Railway  Company,  first  as  assistant  manager 
and  later,  on  the  resignation  of  Mr.  T.  J.  Nichol,  as  general  mana- 
ger of  the  company.  He  was  formerly  in  charge  of  the  Inter- 
national Railway  Company's  lines  in  Buffalo,  resigning  his  posi- 
tion there  to  become  connected  with  the  Lake  Shore  Electric 
Railway  when  that  system  was  being  organized.  In  April,  1902, 
he  severed  his  connection  with  this  company  to  become  identified 
witli  the  Rochester  Railway,  where  he  has  remained  until  his 
present  appointment. 

Mr.  \V.  C.  Smith,  whose  portrait  we  present  herewith,  was  re- 
cently appointed  general  superintendent  of  the  Mahoning  &  She- 
nango  Valley  Railway  &  Light  Company,  with  headquarters  at 
Toungstown,  O.,  as  re- 
ported in  the  Electric 
Railway  Review  of  March 
2,  1907,  succeeding  Mr. 
T.  C.  Armstrong,  re- 
signed. Mr.  Smith  was 
born  near  Saxon  Station, 
Butler  county.  Pa.  He 
was  associated  with  the 
street  railway  companies 
of  Pittsburg  for  20  years, 
having  been  assistant 
superintendent  of  the 
Citizens'  Traction  Com- 
pany when  it  was  a  cable 
line,  and  later  having 
served  as  general  super- 
intendent of  the  Central 
Traction  Company.  When 
that  line  was  absorbed 
by  the  Consolidated 
Traction  Company  in 
1896  he  was  appointed 
superintendent  of  trans- 
portation of  that  com- 
pany. In  February,  1902. 
Mr.  Smith  was  appointed 
assistant  general  man- 
ager of  the   Pennsylvania 

&  Mahoning  Valley  Railway  at  Youngstown,  O.,  and  in  November 
of  that  year  he  was  promoted  to  the  position  of  general  manager. 
In  May,  1904,  he  was  mads  manager  of  the  Youngstown  division 
of  that  company  and  in  October  resigned  to  go  to  Pittsburg.  He 
now  returns  to  Youngstown  with  the  Mahoning  &  Shenango  Rail- 
way &  Light  Company,  which  controls  the  Pennsylvania  &  Mahon- 
ing Valley  Company. 

Mr.  C.  A.  Alderman,  for  the  past  two  years  chief  engineer  of 
the  Cincinnati  Northern  Traction  Company,  has  resigned  to  be- 
come associated  with  J.  G.  White  &  Co.,  of  New  York,  effective  on 
April  1.  Mr.  Alderman's  experience  in  railway  construction  has 
been  obtained  by  years  of  service  with  prominent  construction  and 
railway  companies  of  the  middle  west,  both  steam  and  electric. 
Before  entering  the  electric  railway  business  he  was  connected 
with  the  enginering  departments  of  the  Southern  Pacific  and  the 
Duluth  South  Shore  &  Atlantic  railroads  and  at  one  time  was 
city  engineer  of  Eau  Claire,  Wis.  During  1905  he  was  general 
superintendent  of  the  Appleyard  lines  betwen  Dayton  and  Colum- 
bus and  for  eight  years  previous  was  manager  and  chief  engineer 
of  the  Great  Northern  Construction  Company,  which  built  the 
Appleyard  lines  in  Wisconsin  and  Ohio,  as  well  as  a  portion  of 
the  Tucker-Anthony  lines  in  the  latter  state.  Two  years  ago  he 
entered  the  service  of  the  Cincinnati  Northern  Traction  Company, 
with  full  charge  of  Its  extensive  plans  for  reconstructing,  straight- 
ening and  the  placing  on  private  right  of  way  of  its  line  between 
Cincinnati  and  Dayton.  It  was  under  his  supervision  that  the 
26-mile  line  of  the  Lima  &  Toledo  Traction  Company  fn.ni  Lima 
to   Lelpsic,   O.,   was    built   last   year. 

Obituary. 

A.  F.  Ramsey  of  Crawfordsvllle,  Ind.,  president  of  the  In- 
dianapolis Crawfordsville  &  Western  Traction  Company,  died  on 
March  13. 


Financial  News 


W.    C.    Smith. 


Amherst  (Mass.)  &  Sunderland  Street  Railway.— It  is  reported 
that  the  control  of  this  company  has  been  sold  to  William  S 
Loomis,  president  of  the  Holyoke  (Mass.)  Street  Railway  Company 
and  others. 

Coney    Island    &    Brooklyn    Railroad.— Stockholders    have    voted 

to  increase  the  stock  from   $2, 000,000   to  $3,500,000. 

Easton  (Pa.)  Transit  Company. — This  company  has  called  for 
payment  on  April  1,  at  103  and  interest,  its  $300,000  first  mortgage 
5   per  cent  bonds. 

Georgia  Railway  &  Electric  Company,  Atlanta,  Ga.— At  a 
meeting  of  stockholders  on  March  26  the  authorized  common  stock 
was  increased  from  $6,000,000  to  $8,500,000.  Of  the  increase  $2,- 
000,000  will  be  issued  as  a  stock  dividend  to  common  shareholders 
and  the  remaining  $500,000  will  be  held  in  the  treasury  to  be  sold 
from  time  to  time  for  extensions  and  improvements.  Whfu  the 
$2,000,000  stock  is  issued  the  dividend  rate  will  be  reduced  hum 
8   to   6   per  cent. 

Havana    (Cuba)    Electric    Railway.— The    earnings    for   the    year 
ended  December  31,   1906,  compare  as  follows: 
^   .    ,  1906  1905  Increase 

1  "t;il    rcc.-ipts     $1,662,073         $1,542,870         $119  203 

Operating    expenses    and    taxes 1,031,374  776,052  255,322 

Net   earnings    $    630,699         $    766,818       *$136 119 

Interest  funded  debt  398,314  395.897  2.417 

Balance     $    232, 3S5         $    370,921       *$138,536 

Other   charges    100,000  100,000 

Surplus    $     132. 3S5         $    370.921       *$238,536 

Dividends    200,000  200.000 

Deficit    $      67.615  t$370,921         $438,536 

•Decrease.     tSurplus. 

Indianapolis  &  Northwestern  Traction  Company. — This  com- 
pany has  filed  amended  articles  of  incorporation  with  the  secre- 
tary of  state  whereby  the  capital  .  stock  is  increased  $3,550,000. 
The  money  procured  from  the  sale  of  this  stock  is  to  be  used  in 
building  extensions  from  Crawfordsville  to  Williamsport,  the  tak- 
ing over  of  the  Lebanon-Thorntown  Traction  Company  and  build- 
ing an   extension  from   Clarksville   to   Lafayette. 

Interborough  Rapid  Transit  Company,  New  York  City. — The 
company  has  made  public  its  income  account  for  the  year  1906. 
Gross  earnings  increased  14.8  per  cent  over  1905  and  operating  ex- 
penses increased  6.65  per  cent.  The  gain  in  net  earnings  was  21.55 
per  cent.  The  final  surplus  increased  41.57  per  cent.  The  earnings, 
with  comparisons,  are  as  follows: 

1906  1905  Increase 

Gross   earnings    $20,916,147         $1S,218,266         $2,697,881 

Operating   expenses    8.793,486  8.245,004  548,482 

Net    earnings     $12,122,660         $9,973,261         $2,149,398 

Other   income    673, 59S  701,660  *28,061 

Gross  income   $12,796,259         $10,674,922         $2,121,336 

Interest  on   bonds    3,961,991  3,018,166  943,825 

Taxes     1,341,074  1,288,613  52,461 

Total  interest  and  taxes $  5,303,066  $  4.306,780  $    996,286 

Net   income    7,493,192  6,368.142  1,125,050 

7  per  cent  on  Manhattan  Rail- 
way  Company   stock   3,948,000  3,864,000  84,000 

Surplus      $3,545,192         $2,504,142         $1,041,050 

Operating    expenses — per    cent 

of  gross   earnings    42.04  45.26  *3  22 

Passengers   carried    420,302.389         366.174.479         54.127,910 

•Decrease. 

Lewiston  (N.  Y.)  &  Youngstown  Frontier  Railway. — It  is  re- 
ported that  this  road  will  be  acquired  by  the  Niagara  Gorge  Rail- 
road Company,   Niagara  Falls,  N.  Y. 

North  Alabama  Traction  Company,  New  Decatur,  Ala. — The 
capital  stock  of  this  company  will  be  increased  from  $150,000  to 
(300,000. 

United  Railways  Company,  St.  Louis. — The  statement  for  Feb- 
ruary shows  an  increase  in  gross  earnings  as  compared  with  the 
previous  year,  but  a  final  deficit  after  the  payment  of  fixed 
charges.  The  St.  Louis  &  Suburban  system  was  taken  over  as  of 
January  1.  The  figures  for  February,  with  a  comparison,  are  as 
follows: 

1907  1906  Increase 

Gross  earnings  and  other  income $764,680         $713,664         $51,016 

Expenses,    taxes  and   depreciation 548,479  463,041  85,438 

February    net    earnings    $216,201         $250,623       '$34  422 

Charges     231.324  231,991  »667 

February    deficit    $15,123         t$18,632         $33,755 

•Decrease.       fSurplus. 

West  Chester  (Pa.)  Street  Railway  Company. — This  company 
will  acquire  the  property  or  the  CoatesvUle  Traction  Company, 
which  is  now  controlled  by  the  West  Chester  Company.  The 
CoatesvUle  Company  owns  a  road  extending  from  Coatesville  to 
Downlngtown,  Pa.  • 


444 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  13. 


Manufactures  and  Supplies 


ROLLING   STOCK. 


Lexington  Railway,  Lexington.  Ky..  is  reported  to  have  ordered 
six   new   cars. 

Alabama  City  Gadsden  &  Attalla  Railway,  Gadsden,  Ala.,  is 
figuring  on  one  double-truck  car. 

Buffalo  Lockport  &  Rochester  Railway,  Buffalo,  N.  Y.,  is  ask- 
ing prices  on  equipment  for  17  cars. 

New  Berlin  &  Wlnfield  Railroad,  New  Berlin,  Pa.,  is  in  the 
market   for   one   passenger   and    baggage    car. 

Elgin  &  Belvidere  Electric  Company,  Chicago,  is  reported  to 
have  placed  an  order  for  10  new  interurban  cars. 

Philadelphia  Rapid  Transit  Company  has  ordered  60  passenger 
cars  for  elevated  service  from  the  Pressed  Steel  Car  Company  for 
November  delivery. 

Dayton  Covington  &  Piqua  Traction  Company,  Dayton.  O..  has 
ordered  two  15-bench  open  cars  for  summer  service  from  the  Wason 
Manufacturing  Company, 

Oakland  Transit  Company,  Oakland.  Cal..  is  building  in  its 
shops  20  large  city  cars,  each  with  a  seating  capacity  of  56 
passengers.  The  estimated  weight  of  these  cars  is  36,000  pounds 
each. 

Winnipeg  Electric  Railway,  Winnipeg,  Can.,  has  placed  an 
order  with  the  Ottawa  Car  Company  for  20  double-truck  cars,  40 
feet  in  length  over  all,  and  has  ordered  20  similar  cars  from 
its   own   shops. 

Coos  Bay  Gas  &  Electric  Company,  which  is  building  an  electric 
line  from  Empire  City  to  Marshfield,  Ore.,  is  in  the  market  for  a 
number  of  combination  passenger  and  mail  cars,  to  be  equipped 
with  a  controller  on  each  end  of  the  car.  Seymour  H.  Bell,  general 
manager,  Marshfield,  Ore. 


SHOPS  AND  BUILDINGS. 


Denver  Interurban  Railway. — Contracts  have  been  awarded  for 
the  construction  of  a  car  barn,  100  by  140  feet,  of  brick  and  steel 
construction,  at  Ft.  Collins,  Colo.,  in  connection  with  the  street 
railway  to  be  built  in  that  city.  The  building  will  contain  a  machine 
shop,  blacksmith  shop  and  tool  rooms  and  will  have  a  capacity  of 
12  cars.  The  construction  is  in  charge  of  C.  H.  Harpman,  me- 
chanical engineer  of  the  Colorado  &  Southern  Railroad,  of  which 
the  Denver  Interurban  is  a  subsidiary  company,  organized  to  build 
its   electric   lines. 

Evansville  <£.  Southern  Indiana  Traction  Company. — This  com- 
pany has  ordered  plans  and  will  soon  ask  for  bids  for  the  erection 
of  a  2-story  brick  passenger  and  freight  station,  also  a  large  car 
barn,  at  Princeton,  Ind. 

Indiana  Union  Traction  Company. — Bids  are  being  asked  by 
George  H.  Penrose,  quartermaster  U.  S.  A.,  at  Ft.  Benjamin  Harri- 
son, near  Indianapolis,  for  the  construction  and  equipment  of  a 
terminal  station  on  the  government  grounds  for  the  use  of  the 
traction  company.  It  is  understood  that  it  is  the  plan  of  the 
government  to  own  al  lthe  buildings  and  the  railroad  track  laid 
upon   the  government  grounds. 

Syracuse  Rapid  Transit  Company. — This  company  will  erect  a 
■car  barn  and  machine  shop,  to  cost  about  $150,000,  on  Wolf  street, 
Syracuse,   N.   T.     C.   Loomis  Allen,   general  manager. 


TRADE  NOTES. 


H.  B.  Smith  Machine  Company.  Smithville,  N.  J.,  will  soon 
remove  its  Chicago  office  from  110  and  12  North  Canal  street  to 
105-109  Clinton  street. 

J.  H.  Burwell,  with  offices  in  the  Fisher  building.  Chicago,  has 
been  appointed  sales  agent  in  the  middle  west  for  the  Automatic 
Ventilator  Company  of  New  York. 

Arthur  D.  Newton,  manager  electrical  department  of  the  Boston 
branch  of  the  H.  W.  Johns-Manville  Company,  New  York,  died  on 
Wednesday,  March  13,  from  an  attack  of  la  grippe. 

Kilby  Frog  &  Switch  Company,  Biimingham,  Ala.,  has  in- 
creased its  capital  stock  to  $130,000  for  the  purpose  of  enlarging 
the  capacity  of  the  plant  and  for  which  new  machinery  is  now 
Ibeing  installed. 

E.  L.  Greene,  formerly  foreman  of  the  general  repair  and  new- 
equipment  shops  of  the  New  York  Central  Railway,  has  accepted 
a  position  with  the  engineering  department  of  the  Westinghouse 
Electric  &  Manufacturing  Company. 

Standard  Railway  Equipment  Company,  St.  Louis,  Mo.,  dealer 
in  Monarch  pneumatic  tools,  Murphy  inside  and  outside  metal 
roofs,  draft  rigging,  etc.,  has  opened  an  office  in  suite  359-361 
Frick  building  annex,  Pittsburg,  Pa. 

Electric  Storage  Battery  Company.  Philadelphia,  at  its  annual 
meeting  elected  H.  H.  Vreeland  a  director  of  the  company  to 
succeed  Thomas  F.  Ryan.  Mr.  Vreeland  has  for  a  number  of 
years  been  president  of  the  Metropolitan  Street  Railway  of  New- 
York.  All  of  the  retiring  board  of  directors  were  re-elected.  The 
annual  report  of  the  year  ending  December  31,   1906,  showed  gross 


sales  of  $1,331,800,  an  increase  of  $135,687.  The  surplus  for  the 
year,  after  deducting  dividends,  amounted  to  $246,923.  The  total 
surplus  is  now  $3,754,452  and  the  total  assets  of  the  company  are 
placed  at  $22.22:..2Mn,  an  increase  of  $351,866.  Of  the  total  assets 
$13,6C1,625   represent   patents,   etc. 

Dossert  &  Co.,  244  West  Forty-first  street,  New  York,  manu- 
facturers of  solderless  connectors,  have  received  an  order  for  1,000 
Dossert  clamp  joints  from  the  Union  Gas  &  Electric  Company, 
Cincinnati.  O.  These  joints  are  to  be  used  for  connecting  No.  6 
wire  or   ^-inch  pipe  in   the  grounding  of  transformers. 

American  Hoist  &  Derrick  Company,  St.  Paul,  Minn.,  is  erect- 
ing a  foundry  building.  460  by  180  feet,  with  stone  foundation, 
brick  walls  and  steel  roof.  The  foundation  is  well  under  way  ami 
it  is  expected  the  building  will  be  completed  in  August.  The 
cost  of  the  building  will  be  about  $100,000. 

Westinghouse  Lamp  Company,  New  York,  is  the  new  name  by 
which  the  Sawyer-Man  Electric  Company  will  be  known  on  and 
after  April  1.  It  has  been  generally  understood  for  a  number  of 
years  that  the  Sawyer-Man  Electric  Company  was  a  Westinghouse 
interest,  and  the  change  of  name  is  but  a  logical  result  of  changed 
conditions. 

Wason  Manufacturing  Company,  Springfield,  Mass..  as  report-  n 
in    the   Electric   Railway   Review   of  March   16,    has   announ 
purchase  of  its  car  building  plant  by  The  J.  G.  Brill  Compan., 
Philadelphia,  effective  on  April  1.     This  is  one  of  the  oldest  plants 
of  its   kind   in   the   United   States   and   has  an   annual   capacity   of 
about  150  steam  railway  passenger  cars  and  125  electric  cars. 

J.  H.  Wagenhorst  &  Co.,  Youngstown.  O..  report  a  partial  list 
of  their  automatic  electric  blue  printing  machines  as  follows: 
Westmoreland  Coal  Company.  Irwin.  Pa.;  Casey  &  Hedges  Com- 
pany, Chattanooga.  Tenn.;  Norton  Company.  Worcester,  Mass.; 
Eugene  Dietzgen  Company,  San  Francisco,  Cal. ;  U.  G.  Charles, 
Wichita,  Kan.;  Yawman  &  Erbe,  Rochester,  N.  Y. ;  H.  E.  Ahrens 
&  Brother,   Lewiston,  Pa. 

Invincible  Rail  Joint  Company,  Youngstown.  Wash.,  has  been 
incorporated  in  the  state  of  Washington  with  an  authorized  capital 
of  $2,000,000  for  the  purpose  of  manufacturing  a  patent  nut  and 
bole  lock  and  a  rail  joint.  For  this  purpose  the  company  proposes 
to  erect  a  plant  at  a  cost  of  $25,000.  The  officers  of  the  company 
are;  President.  A.  McPhaden;  vice-president.  C.  R.  Arnold,  and 
secretary  and  treasurer,  A.   C.   Shaw. 

Philip  Carey  Manufacturing  Company,  Lockland,  O.,  is  just 
starting  excavation  work  in  preparation  for  the  construction  of 
two  very  large  brick  and  concrete  factory  buildings,  SO  feet  wide 
by  400  feet  long,  which  it  expects  to  have  ready  for  operation  by 
September  1.  We  are  informed  all  orders  for  building  and  equip- 
ment have  been  placed.  These  two  immense  additions  to  its  plant 
are  occasioned  by  the  phenomenal  increase  in  its  business. 

Northern  Engineering  Works,  Detroit,  Mich.,  manufacturer  of 
electric  traveling  cranes  of  all  kinds,  is  completing  extensions  and 
improvements  to  its  plant  that  will  materially  increase  its  output 
capacity  and  enable  the  company  to  make  more  prompt  deliver}'  of 
its  products.  The  additions  include  an  electric  building  for  electric 
crane  trolleys,  50  by  110  feet,  one  story  high  and  equipped  by  a 
10-ton  electric  traveling  Northern  crane;  a  2-story  tool  room  of 
brick  and  steel  construction,  with  saw-tooth  roofs,  to  be  30  by 
50  feet. 

George  W.  Jackson,  Incorporated,  has  taken  over  the  business 
of  Jackson  &  Corbett  Bridge  &  Steel  Works,  Interlocking  Steel 
Sheeting  Company  and  George  W.  Jackson,  consulting  engineer. 
The  new  organization  will  continue  the  business  of  the  former 
companies  as  contractor  for  bridges,  structural  steel,  subways, 
tunnels  and  heavy  foundations.  The  present  location  of  the  offices 
is  on  the  tenth  floor  of  Borland  building,  Chicago.  About  May 
1  permanent  offices  and  warehouse  will  be  open  at  169-179  West 
Jackson  boulevard  and   179-190  Quincy  street. 

Cincinnati  Iron  Store  Company,  Cincinnati.  O.,  is  about  to 
erect  a  new  addition.  113  by  116  feet,  to  its  present  warehouse.  The 
company  represents  the  following  companies  in  and  surrounding 
Cincinnati:  Quincy,  Manchester,  Sargent  Company,  Case  Manufac- 
turing Company.  Long  &  Allstatter  and  the  Hamilton  Machine 
Tool  Company.  The  machinery  and  equipment  department  of  this 
company  is  enjoying  a  prosperous  growth  and  preparations  are 
being  made  to  enlarge  its  facilities.  Among  the  recent  contracts 
recently  received  for  power  punching  and  shearing  machinery  is 
the  equipping  of  the  new  plant  of  the  Cincinnati  Frog  &  Switch 
Company. 

C.  H.  Whall,  Boston,  Mass.,  who  was  the  pioneer  in  the  use  of 
fiber  for  the  insulation  of  rail  joints  for  track  circuits,  has  had 
his  fiber  adopted  as  the  standard  for  rail-joint  insulation  on  a 
number  of  the  large  railway  systems.  The  first  application  of  fiber 
as  insulation  in  a  patented  rail  joint  was  made  by  Mr.  Whall  about 
1S85.  Since  that  time  C.  H.  Whall  &  Co.  have  made  a  special 
study  of  this  method  of  insulation  and  the  Whall  fiber  is  now  in 
extensive  use.  It  is  claimed  that  about  90  per  cent  of  the  fiber 
used  for  insulation  of  track  circuits  is  sold  by  C.  H.  Whall  &  Co., 
of  which  C.  H.  Whall  is  president  and  F.  R.  Whall  general  man- 
ager.    The  company  also  manufactures  fusees. 

Western  Wire  Sales  Company,  Chicago,  has  been  incorporated 
under  the  laws  of  Illinois  to  take  over  the  buiness,  good-will, 
assets,  agencies,  etc.,  of  J.  Allen  Haines,  Incorporated,  324  Dear- 
born street,  Chicago.  The  new  company  has  taken  over  all  the 
agencies  recently  handled  by  Mr.  Haines,  and  in  addition  has 
added  several  new  agencies  and  will  represent  in  the  western  terri- 
tory a  large  eastern  manufacturer  of  German  silver,  nickel  wire, 
resistance    wire,    etc.,    and    the    Tipless    Lamp    Company    of    New 


March  30,  1907 


ELECTRIC    RAILWAY    REVIEW 


445 


York.  The  company  is  publishing  weekly  a  market  letter  which 
it  will  be  glad  to  send  to  parties  interested.  The  offices  of  the 
new  company  will  remain  at  their  present  location. 

Keystone  Equipment  Company,  recently  organized  and  incor- 
porated under  New  York  state  laws,  has  taken  offices  on  the  sixth 
floor  in  the  new  West  Street  building,  90  West  street,  New  York. 
Mr.  Leonard  R.  Winters  is  president  and  Mr.  John  J.  McDonald 
is  secretary  and  treasurer.  The  company  will  represent  the  Key- 
stone Powder  Manufacturing  Company  of  Emporium,  Pa.,  manu- 
facturers of  high  explosives,  and  will  act  as  agents  for  railroad 
and  contractors'  equipment,  new  and  second  hand.  A  bureau  of 
information  will  be  at  the  disposal  of  contractors  and  buyers 
visiting  New  York  desiring  to  purchase  supplies  of  all  description, 
where  mail  can  be  sent  and  letters  written  and  every  facility  pro- 
vided for  their  use  and  convenience. 


ADVERTISING    LITERATURE. 


Railway    Steel-Spring     Company,    71     Broadway,     New     York. — 

This  company  has  issued  a  catalogue  in  the  interests  of  its  steel 
tired  wheel  department  showing  the  various  styles  of  wheels  man- 
ufactured   by   it. 

Association  of  American  Portland  Cement  Manufacturers,  Land 
Title  Building,  Philadelphia,  Pa. — Bulletin  No.  13  is  entitled  "Forms 
for  Concrete  Construction."  The  paper  of  which  it  is  a  reprint 
was  presented  by  Sanford  E.  Thompson.  M.  Am.  Soc.  C.  E.,  be- 
fore the  third  annual  convention  of  the  National  Association  of 
Cement  Users. 

Lane  &  Bodley  Company,  Cincinnati,  O. — Bulletin  No.  101  de- 
scribes the  four-valve  shaft  governor  engine  which  is  manufac- 
tured by  this  company.  This  engine  was  designed  to  fill  the  de- 
mand for  an  engine  with  high  rotative  speeds,  and  economy  in 
the  use  of  steam  comparable  with  releasing  gear  engines  of  slow 
rotative   speed. 

Century  Cement  Machine  Company.  Rochester,  N.  Y. — A  splen- 
didly printed  and  well  bound  catalogue  has  been  issued  by  this 
company  in  the  interests  of  those  concerned  with  the  manufacture 
of  concrete  stone.  It  describes  the  Hercules  cement  stone  ma- 
chine and  the  method  of  its  operation.  The  publication  is  illus- 
trated with  a  large  number  of  engravings  from  photographs. 

Expanded  Metal  &  Corrugated  Bar  Company,  St.  Louis,  Mo. — 
"Tests  of  Bond  Between  Concrete  and  Steel"  is  the  subject  of 
a  reinforced  concrete  bulletin  No.  1  issued  by  this  company.  It 
includes  a  report  of  tests  made  at  Lewis  Institute.  Chicago,  by 
Professor  DePuy.  The  paper  was  originally  read  before  the 
Western  Society  of  Engineers,  at  Chicago,  December  5,  1906,  by 
T.  L.   Condron. 

Niles-Bement-Pond  Company,  111  Broadway,  New  York. — List 
Mo.  13  of  second-hand  metal-working  machinery  has  been  issued. 
It  includes  railroad  machinery,  screw  cutting  lathes,  speed  lathes, 
brass  finishers'  lathes,  chucking  lathes,  screw  machines,  planers, 
shapers,  drills,  multiple  spindle  drills,  bolt  and  nut  machinery, 
milling  machines,  punch  presses  and  shears,  etc.,  and  a  number 
of  other   classes   of  machinery. 

Samson  Cordage  Works,  88  Broad  St.,  Boston,  Mass. — A  con- 
venient pocket  catalogue  designated  as  No.  12  lists  the  products 
of  this  company,  which  include  solid  braided  cord,  sash  cord, 
clothes  lines,  signal  cords,  trolley  cords,  arc  lamp  cords,  rope 
couplings  and  other  cord  appliances.  The  company  has  had  about 
thirty-five  years'  experience  in  the  manufacture  of  solid  braided 
cord   and   its   output   is   favorably   known. 

Arthur  Koppel  Company,  66-68  Broad  Street,  New  York. — This 
company's  new  works  at  Koppel,  Beaver  county,  Pennsylvania,  are 
now  turning  out  their  first  orders.  The  opening  of  the  plant  is 
anonunced  in  a  small  folder  illustrating  the  new  plant  and  inci- 
dentally calling  attention  to  the  stock  on  hand  of  industrial, 
narrow  and  standard  gauge  railway  materials.  The  plant  affords 
facilities  for  the  manufacture  of  cars  of  any  description  and  gauge 
up  to  30  tons  capacity.  This  company  issues  a  useful  notebook 
for  1907,  having  a  detachable  cover  and  containing  leaves  partly 
subdivided  for  each  day  of  the  year  and  partly  blank  for  miscel- 
laneous. There  are  also  a  few  pages  devoted  to  useful  information 
and  a  few  others  describing  some  items  of  shop  and  contractors' 
cars  which  the  company  manufactures  at  its  new  plant  at  Koppel. 
The  book  will  be  sent  on  application. 

Dayton  Manufacturing  Company,  Dayton,  O. — Catalogue  No. 
139  is  devoted  to  the  Silvey  storage  batteries  which  are  made  in 
various  types  suited  to  all  sorts  of  requirements.  Those  having 
to  do  with  railway  train  lighting  will  be  interested  in  the  car 
lighting  storage  battery  with  armored  type  plates.  This  company 
also  manufactures  portable  storage  batteries  for  railway  block  sig- 
nal service  which  are  designed  so  that  the  elements  retain  their 
capacity  for  a  long  period  of  time  without  loss  of  power  due  to 
the  local  action  in  the  cells. 

B.  F.  Sturtevant  Company,  Boston.  Mass. — The  revised  edition 
of  bulletin  No.  125  describes  the  line  of  vertical  forced-lubrica- 
tion enclosed  engines  which  this  company  manufactures  in  eigh- 
teen different  sizes,  ranging  from  5  by  5  to  12  by  10  inches.  A 
sectional  view  shows  the  method  deigned  to  effect  positive  lubri- 
cation. Generating  sets  with  compound  engines  are  subjects  of 
Bulletin  No.  14:.'.  Thi  ting  sets  manufactured  by  this  com- 
pany  consist   or   vertical   compound   engines   directly   conn i    I  i 

•  •r    '-ight   and   ten-pole   types  and  are   specially  designed 


to    fill    the    rigid   specifications    of   the    United    States    navy   depart- 
ment. 

American  Locomotive  Company,  11  Broadway,  New  York. — A 
pamphlet  recently  issued  by  this  company  illustrates  and  de- 
scribes locomotives,  both  steam  and  compressed  air,  adapted  for 
the  use  of  contractors,  mines,  logging  roads,  plantations  and  in- 
dustrial plants  and  for  a  wide  range  of  service  on  light  rails  and 
poor  road  bed.  The  pamphlet  is  a  complete  record  of  the  pro- 
duction   by   this   company  of  locomotives  of  light  power. 

Ferro-Concrete  Construction  Company.  Cincinnati.  O. — This 
company,  which  is  engineer  and  contractor  for  ferro-concrete  con- 
struction has  issued  index  No.  2,  designed  to  put  before  the  archi- 
tect, engineer,  or  owner,  a  list  which  will  show  what  has  been 
done  in  the  modern  form  of  ferro-concrete  fireproof  construction. 
The  index  bulletin  furnishes  an  alphabetical  list  of  owners  with 
the  names  of  the  architects  for  whom  the  Ferro-Concrete  Con- 
struction Company  has  done  work.  The  nature  of  the 
work  is  briefly  outlined,  the  number  is  given  of  the  bulletin  de- 
scribing the  work  in  detail  and  the  subjects  of  the  photographs 
which   can  be  obtained  of  the  same  work. 

General  Electric  Company.  Schenectady.  N.  Y. — Bulletin  Xo. 
4487  describes  small  plant  continuous  current  switchboard  panels. 
It  is  an  eight  page  publication.  Bulletin  No.  4488  is  devoted  to 
the  Thomson  recording  wattmeter,  and  supersedes  Bulletin  No. 
4415.  Portable  gasoline  engine  and  generator  outfits  are  the 
subjects  of  Bulletin  No.  4485.  Crane  wiring  supplies  are  de- 
scribed in  Bulletin  No.  4489  and  a  brief  description  of  a  portable 
air  compressor  set  is  presented  in  Bulletin  No.  4490.  Controllers 
for  power  and  mining  service  are  described  and  illustrated  in 
Bulletin  No.  4491.  Bulletin  No.  4492  describes  small  plant  alter- 
nating current  switchboards  for  1.150  and  2.300  volts.  An  index 
to  the  bulletins,  published  by  the  General  Electric  Company,  has 
been  published  for  the  convenience  of  those  who  make  it  a  prac- 
tice  to   file   the  various   publications  of  the  company. 


A  Method  for  Preventing  the  Derailment  of  Railway  Trains. 


The  number  of  serious  accidents  which  have  taken  place  of 
late  have  generally  been  attributed  to  the  derailment  of  one  or 
more  cars  on  curves.  And  especially  several  derailments  which 
have    taken   place   in    the   subways    throughout    the    country    have 


Device    to    Prevent    Derailment    of    Trains — Side    Elevation    and 
Transverse    Sectional    View    of    Guard    Rails. 


called  attention  to  the  disastrous  effects  which  would  probably 
result  should  one  of  the  trains  in  the  New  York  subway  be  de- 
railed on  a  curve  at  high  speed. 

The  thought  of  what  the  result  of  such  a  derailment  would  be 
has  led  to  the  designing  and  invention  of  the  number  of  devices 
which  would  prevent  the  trains  from  being  completely  demolished 
and  from  tearing  down  the  columns  of  the  subway  which  support 
the  roof  above. 

There  is  presented  herewith  a  transverse  cross  section  of  the 
Van  Dorn  patent  guard  rail,  manufactured  by  the  W.  T.  Van 
Dorn  Company,  1074  Paulina  street.  Chicago,  which,  it  is  stated  by 
the  inventor,  will  absolutely  prevent  the  derailment  of  trains  and 
riding  of  curves   at    ii  t    speed   with   perfect 

safety.     As  It  will  be  seen  by  the  illustration,  the  invention  consists 


hi; 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  13. 


of  T-rails  which  are  inverted  and  supported  by  a  heavy  iron  bracket 
securely  bolted  to  the  end  of  the  ties,  which  are  made  unusually 
long  expressly  for  this  purpose.  On  the  end  of  the  axle  are 
mounted  small  wheels,  which  engage  with  the  guard  rails  when 
there  is  the  least  tendency  for  the  wheels  to  jump  or  climb  the 
rail  or  the  inner  wheel  to  leave  the  track.  The  inventor  claims,  and 
DO  doubt  rightfully  so,  that  the  axle  is  the  only  proper  place  at 
Which  to  apply  a  force  which  is  to  keep  the  wheels  from  jumping 
or  climbing  the  rails.  These  rails,  of  course,  could  easily  be  so 
insulated  that  they  would  at  the  same  time  serve  in  place  of  the 
usual  contact  rail,  and  therefore,  the  additional  expense  of  provid- 
ing this  safeguard  would,  for  electric  lines  at  least,  be  far 
less  than  the  safety  assured   would   warrant. 

On  steam  roads  or  roads  where  the  contact  rail  is  alrt 
installed — and  it  would  entail  considerable  expense  to  make  an 
i.  illation  of  the  guard  rails  the  entire  length  of  the  lines — the  guard 
rail  need  only  be  placed  on  curves  where  the  danger  of  derailment  is 
unusually  great.  The  attention  of  managers  and  companies  operat- 
ing incline  and  scenic  railways  is  particularly  desired  for,  as  is 
well  known,  the  danger  of  derailment  and  the  frequency  of  serious 
accidents  on  these  light  tracks  makes  the  installation  of  some 
device  of  the  nature  of  that  herein  described    absolutely  necessary. 


by  inexperienced  workmen  a  simple  matter  when  it  becomes 
necessary.  The  connecting  rod  holts  are  fitted  with  lock  nuts  and 
splint  pins  and  there  is  absolutely  no  danger  of  their  working 
loose  in  operation.  The  clearances  can  therefore  be  reduced  to 
a    minimum,    which    assures   a    high    efficiency    of    the    compressor, 


PORTABLE    MOTOR-DRIVEN    AIR    COMPRESSORS. 


There  is  probably  no  field  of  industry  which  is  extending  so 
rapidly  as  the  application  of  compressed  air  for  commercial  and 
industrial  purposes.  This  is  especially  true  of  the  application  of 
compressed    air    in    small    quantities    in    the    electric    railway    field. 


Portable   Air   Compressor — Figure   3 — Governor  Open   for   Inspection. 

where  the  sphere  of  usefulness  of  a  small  compressor,  especially 
of  the  portable  or  semi-portable  type,  is  almost  unlimited.  In  the 
power  house  a  small  motor-driven  portable  air  compressor  is  of 
great  value  for  blowing  out  armatures  and  fields  for  running  small 
compressed  air  tools,  such  as  drills,  riveters, 
chippers  and  pneumatic  hammers,  pneumatic 
lifts,  etc.,  the  usefulness  of  which  in  emer- 
gency repair  jobs  would,  as  a  rule,  make  the 
cost  of  such  an  outfit  insignificant.  In  the  ear 
house  the  portable  air  compressor  is  indispen- 
sable for  blowing  out  the  motors,  operating 
pneumatic  tools  and  especially  for  the  cleaning 
of  cars  by  the  use  of  compressed  air,  which  is 
now  acknowledged  to  be  the  only  efficient,  sani- 
tary and  economical  method  of  performing  this 
service.  Another  use  to  which  stationary  air 
compressors  with  water-cooled  cylinders  can 
be  efficiently  applied,  is  to  raise  water  from 
deep  artesian  wells,  as  they  furnish  an  abun- 
dant supply  of  water  with  the  expenditure  of 
comparatively  little  energy  and  are  far  more 
reliable  than  deep  well  plunger  pumps.  An  in- 
teresting demand  for  small  motor-driven  port- 
able air  compressors  has  developed  as  the  re- 
sult of  the  widely  known  reliability  and  com- 
pactness of  the  small  air  compressors  used  in 
the  air  brake  sendee  of  electric  cars.  The  re- 
sult of  this  great  demand  for  these  remarkable 
little  compressors  led  the  National  Brake  & 
Electric  Company  of  Milwaukee,  Wis.,  to 
build  a  complete  line  of  portable  and  stationary 
air  compressors  in  which  are  embodied  all 
the     improvements     and     superior     quality     of 

material  and  workmanship  which  are  so  prominent  in  the  air 
brake  compressors  and  have  established  their  well-known  reputation 
for  high  efficiency,  compactness  and  ability  to  withstand  hard, 
continuous  service  and  the  unusual  amount  of  hard  treatment 
which  is  the  lot  of  all  railway  machinery.  In  Figure  1  is  presented 
an  assembled  view  of  one  of  these  portable  air  compressors, 
mounted  on  a  'strong  cast-iron  base,  which  also  carries  the  storage 
tank  governor,  pressure  gauge,  relief  valve  and  tank  in  which 
100  feet  or  more  of  air  hose  can  be  neatly  coiled  so  that  it  is 
always  ready  for  use  and  protected,  which  insures  the  longest  life 
possible.  A  particular  point  to  which  attention  is  called  in  these 
outfits  is  the  overall  width,  which  has  been  kept  down  to  but  29% 
inches,  which  permits  it  to  be  taken  through  doors  and  openings 
in  shops  and  factories  which  are  far  smaller  in  size  than  the 
average.  The  air  compressor  is  of  the  2-cylinder,  single-acting, 
trunk-piston  variety,  having  the  cylinders  horizontal  and  an  in- 
closed crank  pit  which  readily  permits  of  splash  lubrication  and 
also  protects  the  cylinder,  piston  and  crank  pins  from  dust  and 
grit.  The  connecting  rods,  in  place  of  being  of  the  ordinary 
marine  end  type,  are  constructed  with  a  hinged  cap,  thus  per- 
mitting   adjustment    with    one    bolt,    which    makes    the    adjustment 


Portable   Air   Compressor — Figure   2 — Open   for    Inspection. 

and  to  prevent  leakage  the  pistons  are  fitted  with  JJunbar  piston 
rings,  which  this  company  has  employed  for  over  eight  years 
and  found  to  its  entire  satisfaction.  The  crank  shaft,  which  is 
of  forged  steel,  is  slotted  out  to  form  the  crank  pins,  which  are 
set  ISO  degrees  apart.  A  feature  in  the  design  which  is  worthy 
of  special  attention  is  the  center  bearing  which  is  provided 
between  the  crank  pins,  thus  supporting  the  shaft  at  its  weakest 
point  and  preventing  the  danger  of  fracture.  The  bearings  are 
all  oiled  by  the  splash  of  the  connecting  rod,  which  keeps  them 
constantly  flooded  with  an  abundant  supply  of  clean  oil,  as  the 
bearings  throughout  the  machine  are  entirely  protected  from  dust 
and  moisture.  Another  feature  which  is  of  great  importance  is 
the  design  of  the  gearing,  which  is  of  the  Herringbone  type,  with 
fine  pitch  and  constructed  of  a  medium  steel,  which  insures  long 
life    and    quiet    operation.     The    gear    case    is    cast    integral    with 


Portable   Air   Compressor — Figure   1 — Assembled    View. 


the  cylinders  and  crank  pit,  thus  making  both  a  light  and  sub- 
stantial construction,  which  is  oil  tight  and  permits  open- 
ing the  crank  case  without  having  to  remove  all  the  oil.  The 
motor,  which  is  mounted  directly  above  the  air  compressor,  is  of 
the  standard  4-pole  type  adapted  for  air  brake  air  compressors. 

There  are  two  field  magnet  coils,  which  are  form  wound 
and  heavily  insulated.  A  unique  feature  in  the  construction  of 
the  field  magnet  is  the  manner  in  which  it  is  divided  to  afford 
access  to  the  armature  and  bearings.  This  is  clearly  seen  in 
Figure  2,  which  shows  the  upper  portion  of  the  field  magnet 
and  the  brush  holder  removed  from  the  motor.  The  heavy  in- 
sulating and  large  insulating  surfaces  on  the  brush  holder  can 
be  easily  seen  and  assure  safe  operation  and  little  difficulty  from 
broken  down  insulating  bushings.  The  armature,  which  is  of  the 
drum  type,  has  form-wound  coils  and  a  commutator  of  ample  size 
to  insure  sparkless  operation.  The  compressor  is  controlled  by 
a  governor  shown  in  Figure  3,  which  shows  its  substantial  and 
simple  construction.  A  particular  feature,  which  is  worthy  of 
attention,  is  the  large  diameter  of  the  spring  and  the  short  travel 
of  the  actuating  piston,  which  insures  reliability  and  certainty 
of  action. 


4 


IS.     ° 


ViA 


Chicago:  160  Harrison  Street 


PUBLISHED  EVERY  SATURDAY  BY  THE  WILSON  COMPANY,  CHICAGO 

Entered  at  the  Postofflce,  Chicago,  111.,  as  Second-class  Matter. 
Subscription  in  advance,  including  special  daily  editions  published  from 
time  to  time  in  places  other  than  Chicago,  postage  free,  $2; 
Foreign,  $5;  Single  Copy,  10  cents. 


Vol.  XVII,  No.  14 


New  Yobk:  150  Nassau  Street 


CHICAGO,  APRIL  6,  1907 


Whole  No.  206 


TABLE    OF    CONTENTS. 


Editorial: 

— Traction  Improvements  in  Chicago 447 

— Light  Cars  as  a  Good  Investment 447 

— Motor-Driven   Steam  Valves 447 

— New  York  and  Its  Public  Utilities 448 

— Public  Ownership  Repudiated  at  Chicago 448 

— Car  Dispatching  in  Large  Cities 449 

— Device  for  the  Protection  of  Passengers  at  Denver 449 

Chicago  Traction   Ordinances  Assure  Improvements  on  a  Vast 

Scale   450 

New  14-Ton  Motor  Cars,  Denver  City  Tramway  (Illustrated)....  452 
Testimony  at  Investigation  of  Wisconsin  Commission  Into  Mil- 
waukee  Service   455 

The  LeBlanc  Condenser 457 

Standard  Rail  for  Chicago  (Illustrated) 457 

The  Engineering  Societies'  Building  (Illustrated) 458 

High-Speed  Electric  Line  in  Italy 460 

Public  Utilities  Bill 460 

Protective  Device  for  New  York  Subway 46- 

The  Marion  Bluffton  &  Eastern  Railway  (Illustrated) 463 

Cleveland  Traction  Situation 466 

Tramways  in  France 466 

Piping  and    Power   Station   Systems — XXXVI.     By   W.    L.    Mor- 
ris.    (Illustrated)     467 


Recent    Electric    Railway    Legal    Decisions.     By    J.    L.    Rosen  - 

berger    

News  of  the  Week — 

— North  Jersey  Street  Railway  Company  Indicted 

— Memphis  Court  Sustains  Low-Fare  Ordinance 

— Rapid  Transit  Affairs  in  New  York 

— Legislation    Affecting    Electric    Railways 

— Central    Electric    Railway   Association 

Construction   News — 

— Franchises     

— Incorporations     

— Track    and    Roadway 

— Power  Houses  and  Substations 

Personal  Mention    

Financial    News    

Manufactures  and  Supplies — 

— Rolling  Stock    

— Shops  and  Buildings   

— Trade  Notes   

— Advertising   Literature    

The  Prevention  of  Sulphating  in   Storage  Batteries 

The   Weston   Electroplaters'   Voltmeter    (Illustrated) 

Patten    Ticket    Destroyer    (Illustrated) 

The  Plant  of  the  Danville  Car  Company  (Illustrated ) 


468 

470 
170 

470 

470 

470 

471 
■172 
472 
473 
474 
475 

476 
476 
476 
477 

477 
477 

17s 
ITS 


Traction 
Improvements 
in    Chicago. 


Rehabilitation  of  the  Chicago  traction  properties,  as  planned 
in  the  ordinances  approved  by  voters  on  April  2,  will  involve 
an  estimated  expenditure  of  $40,000,000. 
The  work  of  rehabilitation  will  be  con- 
ducted under  the  direction  of  the  board 
of  supervising  engineers,  of  which  the 
companies  will  appoint  one  member  and 
the  city  another.  Bion  J.  Arnold  is  appointed  in  the  or- 
dinances as  the  third  member.  The  detailed  specifications 
to  which  the  improvements  must  conform  are  published  in 
this  issue  of  the  Electric  Railway  Review.  The  effect  of 
the  ordinances  will  be  to  give  Chicago  a  system  of  electric 
railways  designed  to  meet  the  increasing  needs  of  the  com- 
munity for  several  years.  Whether  the  growth  of  the  city 
will  render  the  lines  inadequate  to  accommodate  the  traffic 
and  the  final  result  will  be  the  construction  of  a  subway  to 
relieve  the  congestion  in  the  central  district,  only  the  future 
will   determine. 


In  designing  the  new  light-weight  motor  cars  of  the  Denver 
City  Tramway  Company,  as  described  elsewhere  in  this  issue, 
it  was  desired  to  obtain  a  substantial  type 
Light  Cars  of    rolling    stock    equipment    which    could 

as  a  Good  carry  48   passengers  and  have  the   lowest 

Investment.  weight  consistent  with  strength  and  rigid- 

ity. The  ever-present  question  of  main- 
tenance was  well  kept  in  mind  and  the  saving  in  weight 
made  by  trimming  only  those  parts  which  experience  had 
shown  to  be  heavier  than  absolute  necessity  demanded.  The 
new  cars,  as  described,  are  of.  the  California  type,  seat  48 
passengers,  have  two  50-horsepower  motors,  straight  air 
brakes,  and  weigh,  ready  to  run,  28,000  pounds.  This  is  a 
total  weight  of  583  pounds  per  unit  of  seating  capacity. 
The  desirability  of  having  cars  of  consistently  low  weight  is 
obvious.  It  has  been  shown  by  extensive  series  of  watt- 
meter readings  that  the  new  cars  consume  less  power  by  1.5 
kilowatts  per  car  mile,  measured  al  Hie  switchboard,  than 
the  four-motor  type  of  the  same  system,  weighing  38,000 
pounds,  Willi  current  costing  0.66  cents  per  unit  at  the 
power  house,  this  difference  represents  the  desirable  saving 
of   approximately   one   cent    per   car   mile.     There   are   other 


Motor-Driven 

Steam 

Valves. 

of   accidents. 


economies,  due  to  light-weight  cars,  such  as  decreased  wear 
on  track  work  and  reduced  expense  for  wheel  and  brakeshoe 
renewals,  which,  when  combined  with  the  remarkable  saving 
in  power  consumption,  open  an  avenue  leading  to  a  possible 
reduction  in  total  operating  costs  that  is  worthy  of  attention 
from  street  railway  organizations  maintaining  and  operating 
heavy  city  equipments. 


While  there  is  apparently  no  end  to  the  number  of  auxiliary 
appliances  which  can  be  installed  in  a  power  house,  experi- 
ence in  actual  operation  shows  that  there  is 
a  limit  beyond  which  it  is  undesirable  to 
go  in  the  failure  to  make  use  of  well-tried 
devices  designed  to  promote  economy  of 
fuel  consumption  or  to  forestall  the  effects 
The  motor-driven  steam  valve  stands  in  the 
latter  class  of  apparatus;  it  has  made  a  good  record  in  the 
few  plants  where  it  has  been  installed,  and  on  the  score  of 
convenience  and  flexibility  its  results  in  service  are  far  be- 
yond the  possibilities  of  hand  operation.  Yet  on  account  of 
the  cost  of  installing  electrically-driven  valves,  or  perhaps 
from  an  inert  appreciation  of  their  advantages,  their  use  has 
not  extended  very  rapidly  in  railway  service,  but  now  and 
then  operating  experience  shows  the  importance  of  such 
control  of  at  least  the  high  pressure  steam  lines.  A  case 
in  point  occurred  recently  in  a  power  plant  supplying 
the  car  service  of  a  city  of  considerably  over  100,000 
inhabitants.  In  the  early  evening  a  tube  burst  in  one  of  the 
boiler  batteries,  a  large  quantity  of  water  was  at  once  let 
loose  on  the  fires  and  the  boiler  room  filled  with  dense  steam. 
It  was  impossible  to  enter  the  room  to  cut  off  the  injured 
boiler  from  the  rest  and  start  the  fires  beneath  the  others; 
there  was  a  complete  shut  down  of  the  generating  units,  and 
for  about  an  hour  every  car  on  the  system  was  at  a  stand- 
still. The  loss  of  earnings  during  this  hour  based  on  the 
average  hourly  income  of  the  system  from  passenger  traffic 
was  something  in  excess  of  $200,  leaving  out  any  considera- 
tion of  wages  and  fixed  charges,  and  the  direct  cost  of  the 
damage  to  the  boiler  room  equipment.  Matters  were  reme- 
died  by  smashing  in  the  skylights  in  the  roof  of  the  station, 


448 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  14. 


which  allowed  the  steam  to  escape  and  made  the  boiler  room 
habitable  again  so  that  the  damaged  boiler  could  be  shut  oft 
and  fires  started  on  cold  water  in  the  others.  If  a  small, 
rugged  induction  motor  had  been  attached  to  the  valve  be- 
tween each  boiler  and  the  main  header  with  remote  control 
in  both  boiler  and  engine  rooms,  the  trouble  would  probably 
have  lasted  but   a   few  moments. 


NEW    YORK    AND    ITS    PUBLIC    UTILITIES. 


To  those  who  examine  critically  the  provisions  of  the  so- 
called  "Public  Utilities"  bill  now  pending  before  the  legisla- 
ture of  the  state  of  New  York,  it  must  seem  that  in  the  form 
of  a  law  it  would  go  far  toward  the  establishment  of  the 
principle  of  government  ownership,  even  though  such  is 
claimed  to  be  foreign  to  the  intention  of  its  chief  promoter. 
The  intention  of  Governor  Hughes  is  doubtless  laudable,  and 
under  the  control  of  an  always  level-headed  executive  it  is 
probable  that  most  of  the  corporations  directly  affected  would 
welcome  the  degree  of  supervision  contemplated  in  the  bill. 
Those,  however,  who  are  responsible  for  the  affairs  of  a 
corporation  for  a  longer  period  than  that  embraced 
by  the  ordinary  tenure  of  office  of  a  state  executive 
are  apt  to  look  with  some  trepidation  upon  the  power 
which  the  passage  of  a  law  in  such  terms  would  place 
in  the  hands  of  a  single  individual.  In  fact,  the  objections 
which  have  been  made  by  those  who  have  already  put  in  an 
appearance  in  opposition  to  the  passage  of  the  present  bill 
make  this  point  perfectly  clear.  It  is  not  especially  to  the 
terms  of  the  bill  in  respect  to  the  abuses  which  it  is  designed 
to  correct  that  objection  is  taken.  It  is  to  the  general  princi- 
ple of  the  establishment  of  a  commission,  responsible  to  the 
one  man  who  may  happen  at  any  time  to  hold  the  position 
of  chief  executive  of  the  state  and  whose  acts  in  this  particular 
respect  are  sought  to  be  withheld  from  the  ordinary  super- 
vision of  the  courts,  that  objection  lies.  It  must  be  acknowl- 
edged, in  view  of  the  ordinary  possibilities  of  political  vicissi- 
tudes in  the  state  of  New  York,  that  the  objectors  have  some 
grounds  for  opposing  hasty  action  of  so  far-reaching  a  char- 
acter. 

Most  of  the  objections  thus  far  urged  against  the  bill  in 
question  relate  each  to  a  single  feature  which  seems  of  vital 
importance  to  the  interest  concerned.  As  undercurrents  to  the 
general  tide  which  developed  at  Albany  at  the  first  public 
hearing  on  the  bill  on  March  27,  the  direction  and  force  of 
which  could  be  discerned  by  the  various  amendments  pro- 
posed, lines  of  opposition  were  developed  relating  to  the  fol- 
lowing features: 

The  absence  of  any  provision  for  a  judicial  review  of  the 
acts  of  the  proposed  commissions; 

Proposed  salaries  of  members  of  the  commission  inade- 
quate to  secure  men  whose  motives  and  intelligence  could  be 
relied  upon  as  unimpeachable; 

The  absolute  power  of  the  chief  executive  of  the  state  as 
to  appointment  and  dismissal; 

The  minuteness  of  the  bill  in  its  provisions  as  to  operat- 
ing methods,  schedules  and  rates; 

The  requirements  as  to  the  purchase  of  new  equipment 
and  the  improvement  of  existing  service  coupled  with  a  with- 
drawal of  power  to  raise  additional  capital  or  acquire  the 
stocks  and  bonds  of  existing  corporations; 

And,  on  the  part  of  the  city  of  New  York,  the  proposition 
to  remove  from  the  financial  department  of  the  city  the  con- 
trol of  the  expenditure  of  the  city's  money  and  vest  it  in  the 
hands  of  a  commission  responsible  to  the  governor  alone  and 
not  to  the  authorities  of  the  city. 

Such,  in  brief,  are  some  of  the  objections  which  have 
been  opposed  to  the  passage  of  the  bill.  Another  objection 
that  is  very  important  to  the  city  of  New  York  is  that 
the  passage  of  the  bill  would  at  once  remove  from  its 
position   the   present    rapid   transit   commission,     which   has 


fairly  earned  the  respect  of  its  constituency  by  its  efforts 
to  solve  the  urban  transportation  problem,  and  that  at  a 
moment  when  the  pressure  of  an  immediate  solution  was 
never  more  fully  appreciated  and  its  possibilities  never  more 
promising.  Presumably,  the  magnitude  of  the  interests  con- 
cerned in  securing  the  retention  of  this  one  item  of  super- 
vision in  the  hands  of  a  tried  body  rather  than  again  reducing 
its  control  to  the  realms  of  experiment,  is  paramount  to  that 
of  any  other  single  item  of  control  involved.  It  may  be  safer, 
therefore,  at  the  present  time,  to  seek  the  middle  of  the 
road. 

It  is  unfortunate  that  the  ardent  supporters  of  the  bill,  in- 
cluding the  governor  himself,  whose  intentions,  as  before 
intimated,  are  beyond  reproach,  should  contend  as  strenu- 
ously as  they  do  against  the  insertion  in  the  bill  of  a  provision 
for  court  review. 


PUBLIC    OWNERSHIP   REPUDIATED   AT   CHICAGO. 


The  result  of  the  city  election  in  Chicago  on  April  2  was 
the  severest  setback  which  the  socialistic  propaganda  for 
public  ownership  and  operation  of  public  utilities  has  ever 
sustained  in  the  United  States.  Both  the  candidates  for 
municipal  offices  who  supported  the  ordinances  to  empower 
the  present  traction  companies  to  go  ahead  and  run  and 
reconstruct  the  street  car  system,  and  the  ordinances  them- 
selves, received  substantial  majorities.  That  the  issue  of 
the.  election  was  an  even  more  emphatic  repudiation  of  the 
principle  of  public  ownership  than  of  the  Dunne  city  ad- 
ministration is  indicated  by  the  fact  that  while  E.  F.  Dunne, 
the  democratic  candidate  for  mayor,  who  opposed  the  or- 
dinances, was  defeated  by  F.  A.  Busse,  the  republican  candi- 
date, who  favored  their  adoption,  by  a  plurality  of  only  about 
13,000,  the  ordinances  were  endorsed  by  a  majority  of  more 
than    33,000. 

The  result  of  the  city  election  in  Chicago  in  1905  was 
hailed  by  persons  of  socialistic  propensities  as  a  triumph 
for  their  cause.  The  people  of  the  city  have  since  had  a 
good  opportunity  to  study  the  question  of  public  ownership 
and  they  have  taken  advantage  of  it.  Mr.  Dalrymple,  the 
traction  expert  whom  Mayor  Dunne  imported  from  Glasgow 
immediately  after  his  election,  taught  the  voters  one  of  their 
most  effective  lessons.  Mr.  Dalrymple,  being  the  manager 
of  a  municipally  operated  tramway  system,  was  invited  to 
this  country  with  the  expectation  that  out  of  the  fullness 
of  his  experience  he  would  give  many  useful  suggestions 
regarding  the  best  means  for  securing  the  adoption  and 
successful  carrying  out  of  the  policy  of  municipal  ownership. 
This  canny  Scotchman  decided,  however,  after  studying  the 
conditions  of  government  in  American  cities,  that  it  would 
be  extremely  unwise  for  Chicago  to  attempt  to  own  and 
operate  its  traction  system.  His  statements  of  his  conclu- 
sions did  not  change  the  views  of  those  who  were  committed 
to  the  advocacy  of  public  ownership,  regardless  of  municipal 
conditions  or  of  the  results  that  it  probably  would  produce. 
It  did,  however,  cause  thousands  of  voters  to  decide  that  they 
had  placed  entirely  too  much  dependence  on  the  roseate  pre- 
dictions which  had  been  made  concerning  the  great  improve- 
ments which  would  be  brought  to  pass  by  the  socialization  of 
public  utilities — predictions  which  had  been  made  chiefly  by 
persons  who  never  had  had  any  practical  experience  of  the 
actual  workings  of  municipal  socialism. 

Revelations  regarding  the  bad  conditions  which  have 
been  brought  to  pass  in  London  under  a  policy  of  municipal 
socialism,  and  the  complete  overthrow  at  the  recent  election 
in  the  British  metropolis  of  those  responsible  for  those  con- 
ditions, also  exerted  some  influence  upon  the  result  of  the 
election  in  Chicago.  These  and  other  developments,  com- 
bined with  a  study  of  the  results  of  public  ownership,  both 
where  it  has  been  tried  in  Chicago  and  in  other  cities,  com- 
bined to  convince  the  people  that  the  dangers  of  the  adop- 


April  6,  1907. 


ELECTRIC    RAILWAY    REVIEW 


449 


tion  of  this  policy  were  greater  than  any  possible  benefits 
which  it  reasonably  could  be  expected  to  confer. 

While  the  terms  of  the  ordinances  are  not  so  favorable 
to  the  companies  as  they  were  justified  in  demanding,  their 
adoption  gives  the  companies  an  opportunity  to  redeem  the 
bad  name  which  the  traction  service  of  Chicago  long  has 
borne;  and  upon  the  service  which  shall  be  given  in  the 
reconstruction  and  operation  of  the  lines  probably  will  de- 
pend largely  the  decision  of  the  people  as  to  whether 
they  shall  adopt  ultimately  a  policy  of  private  or  of  public 
ownership.  Of  course,  nobody  believes  that  the  radical  advo- 
cates of  public  ownership  will  be  convinced  that  they  are 
wrong,  no  matter  what  kind  of  service  may  be  given;  but 
the  majority  of  the  people  are  more  open  to  conviction.  What 
the  great  majority  of  the  people  want  is  good  service.  The 
rehabilitation  of  the  traction  system  has  been  brought  much 
nearer  by  the  vote  in  favor  of  the  ordinances.  The  oppo- 
nents of  the  ordinances  asked  the  people,  in  effect,  to  vote 
for  a  lawsuit;  and  if  it  had  been  decided  to  attempt  to  oust 
the  private  companies  from  the  streets  by  proceedings  in  the 
courts,  the  reconstruction  of  the  lines  would  have  been  post- 
poned for  years.  Meantime,  the  people  would  have  had  to 
tolerate  even  worse  service  than  that  which  has  caused  such 
loud  complaints  for  several   years. 

The  issue  of  the  election  in  Chicago  should  exert  in- 
fluence upon  public  opinion  in  other  American  cities.  This 
is  one  of  the  few  occasions  on  which  the  voters  of  any  popu- 
lous community  in  the  United  States  have  expressed  them- 
selves intelligently  regarding  the  question  of  public  owner- 
ship. The  fact  that  the  people  of  Chicago,  after  mature  con- 
sideration, have  rejected  the  policy  of  municipal  socialism 
should  cause  those  of  other  cities,  large  and  small,  to  hesitate 
long  and  study  carefully  before  committing  themselves  to 
that  policy. 


CAR  DISPATCHING  IN  LARGE  CITIES. 


The  control  of  car  movements  on  large  city  systems  is 
one  of  the  most  important  problems  bearing  directly  upon 
the  efficiency  and  profits  of  the  service.  Transportation  ex- 
penses are  such  a  large  percentage  of  the  total  cost  of  opera- 
tion that  it  is  particularly  desirable  to  study  the  organiza- 
tion of  the  employes'  work  and  hours  from  every  point  of 
view  in  order  to  reduce  delays,  idle  time  and  lost  motion 
of  all  kinds  to  the  minimum.  The  maintenance  of  proper 
discipline  in  the  car  service,  the  adjustment  of  timetables 
to  meet  the  ever-shifting  demands  of  the  traffic,  the  insuring 
of  prompt  departure  and  arrival  of  cars  at  time  points  and 
terminals,  the  checking  of  register  readings  and  oversight 
of  platform  earnings  all  require  constant  attention. 

On  all  systems,  large  and  small,  the  movement  of  cars 
must  be  controlled  by  some  central  authority  if  the  best 
results  are  to  be  secured.  The  exact  form  which  this  con- 
trol should  take  is  a  matter  of  special  interest  as  the  condi- 
tions of  the  service  vary,  but  in  every  case,  from  the  four- 
car  country  road  to  the  urban  system  operating  from  1,000 
to  2,000  cars  at  a  given  moment,  positive  and  authoritative 
superintendence  is  essential.  Starting  with  the  small  road, 
some  form  of  telephone  dispatching  seems  to  meet  the  execu- 
tive requirements  better  than  an  extensive  subdivision  of 
authority,  but  as  systems  grow  in  size  toward  the  complica- 
tion of  perhaps  several  hundred  miles  of  track,  thousands  of 
employes  and  hundreds  of  cars  it  is  a  question  how  far  tele- 
phone dispatching  can  be  profitably  carried.  In  the  Electric 
Railway  Review  of  March  2  Mr.  S.  W.  Cantril  showed  how  a 
telephone  dispatching  system  is  applied  successfully  to  the 
lines  of  the  Denver  City  Tramway  Company,  serving  a  popu- 
lation of  not  far  from  150,000.  The  central  location  of  the 
dispatcher's  office,  the  facility  with  which  cars  are  started 
from  the  ends  of  routes,  extras  thrown  into  service  at  times 
of  heavy  riding  and    Withdrawn   when  the  traffic  is  light,  the 


close  touch  with  weather  conditions,  fires  and  other  emer- 
gencies all  contribute  to  a  flexibility  of  car  movement  which 
could  scarcely  be  improved  under  the  conditions  prevailing 
in  Denver. 

In  cities  where  great  congestion  of  traffic,  or  more  prop- 
erly speaking,  slow  movement,  is  enforced  by  the  narrow- 
ness of  the  streets  and  the  high  density  of  population,  exist- 
ence of  crowded  waterways,  drawbridges,  severe  grades  and 
sharp  curves,  and  particularly  where  the  transportation  sys- 
tems require  an  extensive  divisional  organization  with  scores 
of  motor-men  and  conductors  to  be  directed  at  each  main  car 
house,  it  is  doubtful  if  anything  less  than  the  usual  organiza- 
tion of  division  superintendents  and  starters  will  meet  the 
conditions.  There  are  several  reasons  for  this.  Under  the 
close  headway  which  prevails  on  many  routes  in  such  sys- 
tems, even  the  time  required  for  the  conductor  to  telephone 
his  arrival  at  the  end  of  the  line  to  the  dispatcher  becomes 
a  matter  of  considerable  expense  to  the  company;  and  as  it 
must  virtually  be  added  to  the  setback  allowance  ordinarily 
made  for  the  car  to  complete  its  schedule,  the  multiplied  time 
for  perhaps  hundreds  of  car  crews  to  communicate  with  head- 
quarters, with  due  allowance  for  busy  reports  on  the  tele- 
phone lines,  may  easily  amount  to  a  considerable  sum  annu- 
ally, and  also  require  more  cars  for  maintaining  a  given 
schedule. 

It  is  also  a  difficult  matter  to  enforce  proper  discipline 
over  a  mere  telephone  wire  when  a  large  body  of  assembled 
trainmen  are  to  be  held  together  for  punctual  starting  on 
trips*  On  systems  where  starters  are  employed,  if  the  or- 
ganization is  what  it  should  be,  the  starter's  time  is  likely  to 
be  pretty  well  filled  from  morning  until  night,  picking  out 
regular  and  spare  men  for  different  runs,  taking  register 
records,  checking  mileage,  filling  gaps  in  the  intervals  be- 
tween cars,  and  in  general  adjusting  the  rolling  stock  move- 
ment to  the  traffic  conditions.  Some  of  this  work  can  be 
done  by  the  dispatchers,  but  the  larger  the  number  of  men 
employed  at  any  single  car  house,  the  more  essential  per- 
sonal direction  becomes  by  an  official  on  the  spot.  Where 
telephone  reports  are  relied  upon  it  is  not  always  easy  to 
obtain  a  check  upon  the  leaving  time  of  cars  and  the  regis- 
ters, although  inspection  of  schedule  maintenance  along  the 
different  routes  tends  to  correct  any  abuses. 

The  cost  of  installing  a  telephone  system  which  will 
bring  all  parts  of  a  large  urban  street  railway  into  common 
touch  is  seldom  to  be  weighed  against  the  increased  con- 
venience of  operation  thus  afforded.  Certainly  there  should 
always  be  some  means  of  turning  emergency  calls  at  any 
hour  of  the  day  or  night  to  the  proper  official  of  the  road. 
Wherever  the  operating  headquarters  of  the  road  are  lo- 
cated, whether  at  a  dispatching  office,  at  the  general  man- 
ager's office  or  at  the  company's  private  branch  telephone 
exchange,  the  operating  rules  should  provide  for  the  prompt 
reception  and  transmission  of  all  information  and  orders 
relating   to  the   service. 


Device  for  Protection  of  Passengers  in   Denver. 

Mr.  John  Crosby,  shop  foreman  of  the  Denver  City 
Tramway,  has  developed  and  patented  an  ingenious  device 
for  the  protection  of  passengers,  which  is  now  being  given  a 
trial  on  the  company's  cars.  The  device  consists  of  the  appli- 
cation of  contact  points  to  the  safety  tread  on  the  lower  step 
of  the  cars,  so  that  when  a  passenger  stands  on  this  step 
a  circuit  is  closed  and  a  buzzer  is  caused  to  ring  either  in 
the  motorman's  cab  or  at  the  middle  of  the  car,  where  the 
conductor  can  hear  it.  Favorable  results  as  regards  acci- 
dents and  the  saving  of  the  conductor's  time  are  expected. 
The  Denver  City  Tramway  Company  also  expects  to  equi] 
all  its  motor  cars  with  mirrors  attached  so  that  the  motor- 
man  can  conveniently   wnirh   the  car  door  and  steps 


450 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  No.  14. 


CHICAGO    TRACTION    ORDINANCES    ASSURE     IMPROVE- 
MENTS ON  A  VAST  SCALE. 


The  approval  by  the  voters  of  Chicago  on  April  2  of  the 
Chicago  City  Railway  Company  and  the  Chicago  Railways 
Compan]  i  Union  Traction)  ordinances  paves  the  way  for  com- 
plete rehabilitation  of  the  properties.  The  ordinances  provide 
that  the  companies  must  proceed  at  once  to  reconstruct  por- 
tions of  their  track  and  roadbed  and  put  their  entire  system, 
plant  and  equipment  in  first-class  condition.  The  aggregate 
of  expenditures  which  the  companies  must  make  within  three 
years  is  estimated  at  HO.OOO.umu. 

The  ordinances  give  the  following  general  specifications 
covering  the  materials  and  equipment  which  the  companies 
must    furnish: 

Rails. 

All  new  track  construction  hereafter  laid  in  streets  or 
public  ways  shall  be  laid  with  modern  improved  rails  of  the 
grooved  type,  weighing  not  less  than  129  pounds  per  yard, 
which  shall  in  all  respects  conform  to  the  specifications  for 
grooved  rails  as  contained  in  section  1944  of  the  revised 
municipal  code  of  Chicago,  as  amended  by  ordinance  of  the 
city  council  passed  October  S,  190G:  provided,  that  all  rail 
used  in  the  tunnels  and  on  their  approaches,  and  in  the  sub- 
ways and  on  their  approaches  may  be  T-rail  weighing  not 
less  than  SO  pounds  per  yard. 

Joints. 

All  rail  joints  shall  be  either  cast  welded,  electrically 
welded  or  of  a  type  which  will  give  an  equally  smooth  and 
even  joint,  except  that  the  joint  used  must  be  one  which  will 
provide  a  carrying  capacity  for  the  electric  current  equivalent 
to  the  carrying  capacity  of  the  rail. 

Track  Substructure. 

The  rails  shall  be  laid  upon  concrete  beams,  wooden  ties, 
steel  ties  or  cast-iron  chairs  or  in  some  other  form  of  first- 
class  modern  approved  street  railway  track  construction.  The 
foundation  shall  be  either  of  concrete,  crushed  stone  or  other 
ballast  material  which  in  the  judgment  of  the  board  of  super- 
vising engineers  shall  best  suit  the  conditions  of  soil  and 
drainage.  Said  foundation  to  be  brought  to  the  proper  height 
to  serve  as  a  suitable  foundation  for  the  pavement. 

Bonding. 

In  case  the  rails  are  joined  by  any  other  form  of  joint 
than  a  cast  welded  or  electrically  welded  joint,  there  shall  be 
some  form  of  bond  used  which  will  connect  the  ends  of  the 
rails  in  such  manner  that  the  conductivity  of  the  joints  shall 
be  equivalent  to  the  carrying  capacity  of  the  rail.  The  rails 
of  each  single  track  and  the  inside  rails  of  the  double  track 
of  all  tracks  shall  be  connected  by  cross  bonds  of  No.  2-0  (B. 
&  S.  gauge)  copper  wire  spaced  not  more  than  1,000  feet  apart, 
and  properly  secured  to  the  rails  in  such  manner  that  the  full 
conducting  effect  of  the  wire  may  be  utilized.  The  rails  shall 
be  so  bonded  or  joined  and  such  return  circuits  and  other 
necessary  devices  installed  as  to  prevent  damage  from  elec- 
trolysis as  effectually  as  possible. 

Special   Work. 

At  all  points  of  intersection  of  the  tracks  of  the  com- 
panies with  their  own  tracks  or  with  the  tracks  of  other  com- 
panies, there  shall  be  provided  suitable  steel  special  work  of 
ample  strength  and  weight  to  correspond  with  the  structure 
to  which  it  connects.  The  frogs,  switches  and  mates  shall  be 
provided  with  wearing  plates  of  hardened  steel.  All  special 
work  and  curves  shall  be  laid  in  the  same  general  manner 
required  for  straight-line  track. 

Poles  and  Wires. 

All  new  overhead  construction  shall  consist  of  one  trolley 
wire  suspended  over  each  track  by  span  wires  attached  to 
poles  set  at  the  curb  line  or  suspended  from  brackets  attached 
to  poles.  The  design  of  poles  hereafter  erected  shall  be 
subject  to  approval  of  the  board  of  engineers,  and  shall  be 
of  iron  or  steel,  weighing  approximately  900  pounds  each,  set 
in  concrete  and  kept  thoroughly  painted.  They  shall  be 
spaced  on  an  average  of  from  100  to  115  feet  apart  for  straight 
track,  except  at  street  intersections,  and  so  as  not  to  obstruct 
cross  streets,  alleys  or  private  driveways.  The  location  of 
poles  shall  be  subject  to  the  approval  of  the  commissioner  of 
public  works.  All  material  used  in  the  overhead  construc- 
tion shall  be  of  the  most  modern  type  and  shall  be  capable 
of  sustaining  all  the  weights  and  strains  that  come  upon  it 
under  normal  conditions  of  operation  and  from  wind,  sleet  and 
ordinary  accidents.  The  trolley  wire  shall  be  not  less  than 
No.  2-0   (B.  &   S.  gauge l   hard-drawn  copper,  unless  the  board 


of  supi  r vising  engineers  shall  approve  other  sizes  [or  specific 
Phosphor  bronze,  silicon  bronze  or  other  material 
equal  in  strenglh  may  also  be  used.  Trolley  wires  shall  be 
suspended  not  less  than  1  s i -  feet  above  the  rails,  except  when 
such  wires  are  suspended  under  viaducts,  bridges  and  other 
structures.  There  shall  be  at  least  two  insulations  between 
the  trolley  wire  and  the  supporting  pole.  Span  wires  shall 
be  galvanized  iron  or  steel  or  silicon  bronze. 

Feeders  and  Transmission  Wires. 

All  feeder  and  transmission  wires  in  certain  portions 
of  the  city  shall  be  laid  underground.  To  this  end  authority 
is  conferred  upon  the  companies  to  enter  upon,  excavate  for. 
and  construct  a  system  of  conduits  in  the  streets,  alleys  and 
other  public  ways  of  the  city  of  sufficient  capacity  to  carry 
the  said  wires.  All  feeder  wires  in  any  other  territory  shall 
be  similarly  placed  underground  whenever  the  city  shall 
require  all  other  overhead  public  service  wires  (except  trolley 
wires)  in  such  territory  to  be  placed  underground.  All  trans- 
mission wires  used  by  the  companies  within  the  city  limits, 
carrying  a  pressure  of  1,000  volts  or  more,  shall  be  placed  un- 
derground. Feeder  and  transmission  wires,  not  required  to  be 
placed  underground,  shall  be  suspended  by  insulators  upon 
said  poles  supporting  said  trolley  wires  or  upon  poles  placed 
at  the  side  of  streets,  alleys  or  other  public  ways  in  locations 
to  be  approved  by  the  commissioner  of  public  works.  These 
wires  and  poles  shall  be  so  situated  that  the  companies  may 
conveniently  make  all  the  connections  authorized  by  said 
ordinances  and  the  exhibits  thereto.  The  said  trolley  wires, 
feeder  wires  and  all  other  wires  authorized  by  said  ordinances 
to  be  installed  by  the  companies,  where  located  in  streets,  alleys 
or  other  public  or  private  ways  in,  along  or  across  which 
are  located  railroads  elevated  above  the  surface  of  the  streets, 
may  be  strung  upon  or  from  the  structures  of  such  railroads, 
with  the  consent  of  the  company  owning  or  operating  the 
same.  Said  wires  shall  be  attached  to  said  structures  and 
maintained  under  the  supervision  of  the  city  electrician. 

Conduits. 

Underground  conduits  to  carry  any  of  the  wires  authorized 
by  said  ordinances,  to  be  installed  by  the  companies,  shall 
not  exceed  4  feet  in  width  and  3  feet  in  depth,  and  shall  be 
of  tile,  cement,  iron  or  other  material  impervious  to  moisture 
and  not  subject  to  decay.  All  transmission  and  feeder  wires 
and  cables  laid  underground  shall  be  covered  with  lead  or 
other  impervious  material.  Before  any  cable  containing  such 
wires  shall  be  put  in  use  it  shall  be  tested  by  an  alternating 
current  of  twice  the  working  voltage  of  the  cable.  All  forms 
of  cable  used  by  the  companies  containing  more  than  one 
conductor  shall  be  tested  in  like  manner. 

City    Conduits. 

If  at  any  time  the  city  shall  desire  to  place  conduits  and 
manholes  in  streets  or  public  ways  wherein  the  companies 
are  then  about  to  place  conduits  and  manholes,  a  single 
trench  may  be  used  for  both  conduits,  but  the  manholes  of 
the  companies  shall  be  kept  separate  and  distinct  from  those 
of  the  city.  The  expense  in  such  case  shall  be  divided  be- 
tween the  companies  and  the  city  according  to  the  space 
used  by  each. 

Conductors. 

All  wires  and  conductors  for  the  transmission  of  elec- 
tricity in  and  along  any  street,  alley  or  public  way  (whether 
under  or  above  ground)  shall  be  installed  in  a  substantial 
and  workmanlike  manner,  so  as  to  interfere  as  little  as  possi- 
ble with  the  other  uses  of  said  public  places:  and  all  electric 
work  of  every  kind  and  character  shall  comply  strictly  with 
the  ordinances  of  the  city  applicable  thereto. 

Maintenance  of   Streets. 

The  companies,  as  respects  filling,  grading,  paving,  keep- 
ing in  repair,  sweeping,  sprinkling,  keeping  clean,  or  other- 
wise improving  the  streets  or  parts  of  streets  occupied  by 
their  railways,  shall  fill,  grade,  pave,  keep  in  repair,  sweep, 
sprinkle  and  keep  clean  and  free  from  snow  8  feet  in  width 
of  all  streets  and  public  ways,  or  portions  thereof,  occupied 
by  them  with  a  single-track  railway,  and  16  feet  in  width  of 
all  streets  and  public  ways,  or  portions  thereof,  occupied  by 
them  with  a  double-track  railway. 

Pavement. 

The  companies,  upon  the  order  of  the  commissioner  of 
public  works,  and  approval  of  the  board  of  supervising  engi- 
neers, shall  pave,  repave  or  repair  the  portions  of  the  streets 
and  public  ways  which  by  this  grant  they  are  required  to 
keep  paved  and  in  repair,  whenever  and  as  often  as  the 
same  shall  reasonably  require  paving,  repaying  or  repairing, 
and  shall  at  all  times  keep  the  surface  of  all  of  the  paving 
at  least  up  to  the  top  of  the  rail.  The  pavement  which  the 
companies  shall  be  required  to  lay  down  and  keep  in  repair 


April  6,  1907. 


ELECTRIC    RAILWAY    REVIEW 


451 


in  the  portion  of  any  street  or  way  which  they  are  required 
to  pave  and  keep  in  repair  shall  be  of  the  following  kinds, 
to  wit:  1.  In  all  streets  or  ways  in  which  the  companies  have 
in  place,  at  the  date  of  the  passage  of  this  ordinance,  a  good 
serviceable  pavement,  they  shall  repair  and  maintain  the  same 
while  serviceable  under  the  direction  of  the  commissioner  of 
public  works.  2.  Whenever  any  existing  pavement  of  the 
companies,  in  any  paved  street  or  way.  can  no  longer  be 
made  serviceable  by  repair;  and  whenever  the  portions  of 
any  street  or  public  way  outside  of  the  strip  herein  required 
to  be  paved  by  the  companies  are  newly  paved  or  repaved, 
with  asphalt,  granite,  brick,  creosoted  block  or  other  similar 
material,  and  the  pavement  of  the  companies  therein  does 
not  comply  with  the  following  specifications:  and  whenever 
the  companies  relay  their  rails  in  any  such  paved  street  or 
public  way  in  which  the  pavement  does  not  comply  wjth  the 
following  specifications,  then,  and  in  any  of  such  events,  the 
companies  shall  pave  or  repave  the  portion  of  any  such  street 
or  public  way.  which  they  are  required  to  keep  paved,  with 
granite  paving  blocks  having  a  uniform  grain  and  texture, 
without  lamination  or  stratification,  and  free  from  an  excess 
of  mica  or  feldspar.  Said  blocks  shall  measure  from  3^2  to 
5%  inches  in  width,  from  7  to  11  inches  in  length  (except 
that  shorter  stones  may  be  used  to  break  joints),  and  not  less 
than  5  inches  in  depth.  They  shall  be  so  dressed  as  to  have 
substantially  rectangular  plane  surfaces,  so  that  when  in 
place  the  joints  at  the  ends  and  sides  shall  average  Vi  inch  in 
width.  Soft  or  weather-worn  stones,  obtained  from  the  sur- 
face of  the  quarry,  and  stones  which  wear  to  a  polish  under 
traffic  shall  not  be  used.  All  blocks  shall  be  laid  in  uniform 
courses  across  the  roadway;  and  the  space  between  the 
blocks,  when  in  place,  shall  in  no  case  be  less  than  %  of  an 
inch  nor  more  than  %  of  an  inch  in  width.  Each  course  shall 
consist  of  blocks  of  the  same  width.  They  shall  be  so  laid 
that  all  longitudinal  joints  shall  be  broken  by  a  lap  of  ap- 
proximately 3  inches.  The  spaces  shall  be  immediately  filled 
to  within  2  inches  of  the  top  of  the  blocks  with  dry  gravel 
free  from  loam  or  dirt,  and  the  blocks  rammed  to  a  true  sur- 
face and  firm  bed  with  a  75-pound  rammer  of  approved  shape. 
Xo  cracked  or  chipped  blocks  shall  remain  in  the  pavement. 
After  ramming  the  spaces  between  the  blocks  shall  be  com- 
pletely filled  with  a  paving  pitch  made  by  the  distillation  of 
"straight  run"  coal  tar  and  of  such  quality  and  consistency 
as  shall  be  approved  by  the  commissioner  of  public  works. 
The  pitch  shall  be  used  at  a  temperature  of  not  less  than  280 
degrees  P.  and  be  spread  in  such  quantity  as  to  apply  2 
gallons  to  each  square  yard  of  pavement.  The  spreading 
shall  be  done  in  sections  if  the  commissioner  of  public  works 
so  directs.  Provided,  that,  in  any  ordinance  providing  for 
the  paving  of  such  streets  the  companies  may  be  required  to 
pave  in  like  manner  and  with  like  material  as  specified  for 
other  contiguous  portions  of  said  streets,  except  that  when 
asphalt  is  used  a  layer  of  granite  blocks  shall  be  put  in  next 
to  and  on  both  sides  of  each  rail.  3.  Whenever  any  existing 
pavement  of  the  companies,  in  any  unpaved  street,  or  public 
way,  can  no  longer  be  made  serviceable  by  repairs:  and  when- 
ever the  companies  lay  down  any  track  or  tracks  in  any 
unpaver  street  or  public  way,  then,  and  in  either  of  such 
events,  the  companies  shall  pave  or  repave  the  portions  of 
any  such  street  or  public  way,  which  they  are  required  to 
keep  paved  or  repaved.  with  good  serviceable  granite  blocks. 
4.  In  each  case  whereby  the  companies  are  authorized  and 
required  to  change  a  single  track  to  a  double  track  in  any 
street  or  part  of  a  street,  if  the  roadway  therein  be  not  at 
least  38  feet  in  width,  the  companies  shall,  at  their  own  cost 
(such  cost  to  be  charged  to  capital  account),  widen  said  road- 
way to  said  width,  and  shall  rebuild  the  catchbasins  and  their 
connections  and  curb  and  pave  said  street,  as  may  be  required 
by  the  city  council;  provided,  that  the  companies  shall  not 
be  required  to  pave,  in  addition  to  the  part  of  the  street  occu- 
pied by  their  double-track  street  railway  more  than  8  feet 
in  width  of  such  roadway,  nor  to  acquire  private  property 
in  order  to  secure  the  necessary  width  for  such  roadway 

Power  Houses,  Buildings. 

The  companies  shall  build  such  power  houses  and 
auxiliary  buildings,  together  with  the  necessary  machinery 
and  appurtenances,  as  may  be  determiin  d  upon  by  said  com- 
panies with  the  approval  of  the  board  of  supervising  engi- 
neers to  supply  what"  vi  i  electric  power  may  be  required  (in 
addition  to  such  power  as  the  companies  may  acquire  by 
lease  or  contract  with  such  approval  from  sources  other  than 
its  own  plants)  to  enable  the  companies  to  operate  at  all  times 
their  street  railway  systems  efficiently  and  continuously.  In 
the  construction  of  power  plants,  substations  and  other  build- 
ings, the  companies  shall  comply  with  all  general  ordinance 
of  the  city  in  regard  to  buildings  and  to  the  installation  of 
machinery,  boilers  and  smoke-consuming  appliances.  The 
buildings  of  Bald  pow<  r  plants  shall  be  substantially  fireproof 
and    supplied    with    smokestacks    sufficient   to   carry   off   all 


gases  emitted,  and  the  foundations  for  the  machinery  therein 
shall  be  constructed  in  a  solid  and  substantial  manner.  The 
machinery  and  apparatus  employed  shall  be  selected  and 
installed  with  a  view  of  affording  uninterrupted  operation  of 
the  cars  upon  said  railways,  and  to  attain  this  end  the  ma- 
chinery shall  be  so  arranged  that  a  stoppage  of  one  machine 
shall  not  prevent  the  operation  of  the  remaining  machines, 
and  reserve  machinery  shall  always  be  ready  to  be  thrown 
into  service.  All  boilers,  piping,  valves,  fittings,  steam 
engines,  turbines,  generators,  switchboard  apparatus  and 
other  appliances  used  shall  be  of  the  latest  and  most  approved 
design  and  constructed  and  installed  in  accordance  with  the 
best  engineering  practice.  In  all  dynamos  and  connections 
where  a  high  voltage  current  is  produced  or  used  approved 
methods  for  the  protection  of  human  life  shall  be  employed. 
The  high  tension  switches  shall  be  entirely  inclosed  in  fire- 
proof material,  and  shall  be  operated  by  levers  compressed 
air,  auxiliary  currents  or  by  such  other  means  as  will,  as  far 
as  practicable,  prevent  personal  contact  with  high  tension 
current.  All  feeders  leading  out  of  power  plants  and  sub- 
stations shall  be  provided  with  some  form  of  safety  switches 
or  automatic  circuit  breakers  designed  to  instantaneously 
open  the  circuit  in  case  of  a  short  circuit  occurring  on  the 
feeder  or  on  the  trolley  which  it  feeds.  All  the  foregoing 
specifications  regarding  modern  and  approved  apparatus,  pro- 
tection from  fire,  and  provisions  for  the  protection  of  human 
life,  shall  apply  with  equal  force  to  the  substations  in  case  a 
system  of  transmission  involving  the  use  of  substations  is 
adopted.  In  case  it  is  found  desirable  to  secure  power  from 
any  other  source  than  the  companies'  own  power  plants  no 
contract  for  supplying  such  power  shall  be  entered  into  by 
the  companies  without  the  consent  of  the  board  of  supervising 
engineers. 

Car  Shops  and  Machinery. 

It  is  contemplated  that  the  present  car  shops  and  ma- 
chinery contained  therein  will  remain  as  at  present  installed, 
with  such  additions  thereto  as  may  be  necessary,  and  located 
as  follows:  Complete  plant  east  of  West  Fortieth  avenue, 
extending  from  Washington  boulevard  to  the  Chicago  & 
Xorth western  Railway  for  the  Chicago  Railways  Company. 
Complete  plant  fronting  on  Vincennes  road  at  the  corner  of 
Seventy-eighth  street,  extending  from  Vincennes  road  to 
Wentworth  avenue,  for  the  Chicago  City  Railway  Company. 

Cars. 

Within  one  year  from  the  passage  of  the  ordinances  the 
Chicago  City  Railway  Company  must  acquire  and  place  in 
operation  150  new  cars,  subject  to  delay  by  strikes  or  other 
causes;  and  the  Chicago  Railways  Company  at  least  225  cars. 
These  cars  shall  be  of  the  best  and  most  approved  finish:  they 
shall  have  center  aisles;  they  shall  be  without  running  foot- 
boards along  the  sides,  and  shall  be  equipped  with  sufficient 
motor  capacity.  Cross  seats  facing  forward  shall  be  used,  but 
longitudinal  seats,  each  seating  not  more  than  four  passengers, 
may  be  used  at  the  ends  of  the  cars.  All  closed  cars  shall  be 
vestibuled.  All  new  cars  hereafter  put  in  service  shall  be 
of  the  type  known  as  double-truck  cars,  seating  from  40  to 
50  passengers.  The  cars  shall  be  equipped  with  electric  bells, 
connections  and  push  buttons;  fenders,  headlights  and  sand 
boxes;  two  sets  of  brakes,  "one  of  which  shall  be  a  hand 
brake  and  the  other  an  efficient  power  brake  of  modern  ap- 
proved type;"  the  cars  shall  be  kept  heated  at  50  degrees  F., 
as  nearly  as  practicable,  and  shall  contain  standard  ther- 
mometers; the  cars  shall  be  kept  well  lighted  by  electric  light 
or  other  illuminants  approved  by  the  board  of  supervising 
engineers;  signs  to  indicate  by  day,  and,  through  illumination, 
by  night  the  destination  of  each  car  shall  be  provided:  the 
companies  may  operate  funeral  cars,  and  special  cars  for  mail; 
every  electric  car,  after  one  year,  must  be  operated  singly. 
The  Chicago  City  Railway  Company  may  retain  in  operation 
until  the  board  of  supervising  engineers  directs  otherwise,  251 
of  the  present  single-truck  cars  now  in  service.  The  Chicago 
Railways  Company  may  retain  in  operation  until  the  board 
of  supervising  engineers  otherwise  directs,  486  closed  and  564 
open  cars  of  the  present  single-truck  cars  now  in  service.  All 
the  above  cars  shall  be  equipped  with  sufficient  motor  capaclt] 
to  properly  operate  the  cars  at  the  schedule  speed  required 
by  the  service  over  the  particular  lines  that  they  may  be 
operated  upon.  Electric  or  hoi  water  heaters  or  heaters  of 
other  types  approved  by  the  board  of  supervising  engineers,  of 
sufficient  capacity  to  heat  the  above  cars  as  stipulated  in  the 
accompanying  ordinance,  shall  be  used.  Every  passenger  car 
used  by  the  companies  which  is  not  now-  equipped  with  a 
power  brake  shall,  on  or  before  nine  months  after  the  passage 
or  the  ordinance,  be  equipped  with  a  power  brake  of  a  < 
approved  by  the  board  of  supervising  engineers.  Everj 
senger  car  used  by  said  companies  which  is  not  now  vestibuled 
shall,   on    or   before  nine   months   after   the    passage   of   the 


452 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  14. 


ordinance,  be  vestibuled  in  such  manner  as  may  be  approved 
by  the  board  of  supervising  engineers. 

Rolling   Stock. 

The  companies  shall  provide  all  necessary  snowplows, 
sweepers,  repair  cars,  work  cars,  etc.,  to  properly  take  care 
of  their  systems  and  maintain  them  in  first-class  working 
condition. 

Unnecessary  Property. 

The  companies,  subject  to  the  approval  of  the  board  of 
supervising  engineers,  may  sell  unnecessary  property.  They 
must  remove  all  tracks  which  are  not  expressly  authorized. 

Vote  on  the  Ordinances. 

The  vote  in  favor  of  the  ordinances  was  greater  than  that 
cast  for  the  republican  candidate  for  mayor,  Fred  A.  Busse, 
whose  platform  had  for  its  principal  plank  the  final  settle- 
ment, through  approval  of  the  ordinances,  of  the  10-year  trac- 
tion problem.  The  vote  on  the  traction  ordinances  stood  as 
follows: 

Total    voting:    292,272 

For   the   ordinances    165,846 

Against  the  ordinances    132,720 


NEW    14-TON    MOTOR    CARS.    DENVER    CITY    TRAMWAY. 


Majority   33,126 

Mr.  Busse  secured  12,725  more  votes  than  his  opponent, 
E.  F.  Dunne,  the  present  mayor. 

Statement  from   Mr.   Arnold. 

Bion  J.  Arnold,  who,  by  the  terms  of  the  ordinances 
is  appointed  a  member  of  the  board  of  supervising  engineers, 
made  the  following  statement: 

The  work  to  be  done  within  the  first  three  years  from 
the  date  of  the  passage  of  the  ordinances  is  as  follows: 

To  remove  from  the  streets  all  the  present  cable  tracks, 
slots  and  conduits  and  substitute  therefor  electric  tracks 
of  the  type  described  in  the  ordinances.  This  will  involve 
the  reconstruction  of  34  miles  of  cable  track  and  60  miles 
of  electric  track  of  the  Chicago  City  Railway  system,  and 
48  miles  of  cable  track  and  90  miles  of  electric  track  of  the 
north  and  west  side  systems. 

Also  to  construct  the  necessary  system  of  distribution, 
involving  the  construction  of  all  necessary  conduits,  pole 
lines,  etc.,  with  their  transmission  wires,  for  carrying  the 
electrical  energy  from  the  power  stations  to  the  various  sub- 
stations located  in  different  parts  of  the  city  for  the  proper 
distribution  of  energy  to  the  trains. 

Also  the  furnishing  of  800  new  cars  for  the  south  side 
and  1,200  new  cars  for  the  north  and  west  side  systems 
of  the  new  type  now  in  use  upon  the  Chicago  City  Railway 
Company's  lines. 

In  addition  to  the  above  work  a  decision  soon  will  be 
made  as  to  whether  it  will  be  necessary  to  build  new  power 
houses,  and,  in  case  the  companies  are  unable  to  purchase 
power  at  advantageous  figures,  the  decision  will  be  made 
to  build  these  power  houses.  The  cost  of  these  power 
houses    will    be    approximately    $10,000,000. 

In  this  period  of  rehabilitation  the  public  should  under- 
stand that  there  will  be  more  or  less  inconvenience,  owing 
to  the  tracks  being  torn  up  in  places.  But  the  construction 
work  will  be  done  with  as  little  of  this  as  practicable  in  order 
to  keep  the  cost  of  construction  within  suitable  limits. 

Union  Traction  Reorganization. 
.  Every  effort  will  be  made  to  reorganize  the  Chicago 
Union  Traction  Company  so  that  the  new  corporation,  the 
Chicago  Railways  Company,  which  has  been  formed  to  acquire 
the  Union  Traction  lines,  may  accept  the  ordinance  before 
July  1.  The  plan  of  reorganization  is  under  consideration 
and  will  be  completed  soon.  While  the  reorganization  is  being 
effected  the  reconstruction  of  the  lines  of  the  Chicago  City 
Railway  Company  will  be  begun. 

It  is  possible  that  by  agreement  between  the  companies 
some  of  the  through  routes  provided  in  the  ordinances  may 
be  established  within  a  short  time. 

T.  E.  Mitten,  president  of  the  Chicago  City  Railway 
Company,  has  called  a  meeting  of  the  board  of  directors  for 
April  S,  when  plans  will  be  considered  for  the  purchase  of 
new  equipment,  reconstruction  of  the  old  cable  car  tracks, 
etc.  The  advisability  of  building  power  houses  or  of  pur- 
chasing power  from  outside  companies  will  be  decided  upon. 


There  are  now  being  put  into  service  on  the  lines  of  the 
Denver  City  Tramway  Company  30  new  2-motor  cars  which 
have  an  especially  low  weight  per  unit  of  seating  capacity.  In 
general  the  design  and  appearance  of  these  cars  is  similar  to 
the  standard  4-motor  cars  which  this  company  has  operated 
for  some  years,  but  a  remarkable  difference  exists  between 


New    Light    Motor    Cars,    Denver — Truck    with    Channel    Section 
Members. 

the  total  weights  of  the  two  types.  The  new  cars,  each 
equipped  with  two  50-horsepower  motors  and  seating  48  pas- 
sengers, weigh  less  than  28,000  pounds,  while  the  standard 
4-motor  cars,  as  operated  with  four  37.5-horsepower  motors, 
weigh  38,000  pounds.  The  actual  weight  of  the  first  one  of 
the  new  cars  to  be  operated,  which  was  put  into  service  on 
March  6,  1907,  was  27,850  pounds. 

It  is  not  thought  that  the  design  of  this  car,  even  though 
it  may  be  much  lighter,  is  less  substantial  than  that  of  many 
cars  of  like  capacity  which  weigh  much  more.  With  such 
substantiality  and  the  low  weight,  the  advantages  are  obvious. 


New   Light   Motor  Cars,    Denver — Interior   View   Showing   Types   of 

Seats. 

The  extreme  lightness  of  the  car  has  not  been  obtained  by 
sacrificing  a  good  factor  of  safety  for  any  important  struc- 
tural members,  but  rather  by  judicially  trimming  all  useless 
material  so  that  there  remains  a  mechanical  structure,  of  ac- 
cepted design  necessary  for  carrying  the  desired  number  of 
passengers,  with  the  lowest  possible  weight  of  equipment  per 
passenger. 

Car  Body. 
The  accompanying  engravings  reproduced  from  line  draw- 
ings and  photographs  illustrate  clearly  the  general  appearance 


April  6,  1907 


ELECTRIC    RAILWAY    REVIEW 


453 


and  type  of  construction  of  the  new  motor  cars.  It  will  be 
noted  that  the  company's  California-type  standards  have  been 
observed. 

The  car  body  is  40  feet  3%  inches  long,  over  all,  and  S 
feet  4  inches  wide  at  the  belt.  A  bulkhead  divides  the  body 
into  halves,  one  of  which,  the  smoking  compartment,  has  ash 
seats  and  the  other,  the  main  compartment,  rattan  covered 
seats.     In  all,  there  are  seats  provided  for  48  passengers.     The 


car  the  conductor  is  never  more  than  one-half  the  car's  length 
from  the  entering  and  leaving  passengers.  He  is  at  this  ex- 
treme distance  only  momentarily.  With  the  center  entrance, 
the  load  divides,  part  taking  seats  in  each  half  of  the  car. 
In  unloading,  the  movement  of  passengers  is  the  opposite, 
and  thus  it  is  seen  that  the  passengers  at  the  extreme  ends 
of  the  cars  are  but  one-half  a  car  length  from  the  door.  The 
conductor's  position  is  near  the  door,  and  with  the  center  en- 


New    Light   Motor   Cars.    Denver — Interior  of   Cab   Showing   Control  and   Automatic   Attachments. 


arrangement  of  the  seats  is  shown  in  the  accompanying  plan. 
An  aisle  23  inches  wide  extends  the  full  length  of  the  car, 
the  cross  seats  being  32  inches  long.  The  height  of  the  car 
body  from  the  bottom  of  the  sills  to  the  top  of  trolley  board 
is  9  feet  10  inches. 

The  climate  of  Denver  warrants  the  use  of  a  car  that  is 
practically  open  most  of  the  time.  For  this  reason  the  win- 
dows of  the  new  cars  were  made  as  large  as  possible.  The 
sashes  are  built  to  drop  in  pockets  having  covers.  The  distance 
from  the  top  of  these  covers  to  the  car  floor  is  less  than  usual. 


trance  he  can  maintain  this  position  and  yet  be  the  shortest 
possible  average  distance  from  all  his  passengers. 

This  car  body,  complete  with  electric  heaters,  drawbars 
and  carriers,  hand-brake  rigging,  seats  for  48  passengers  and 
the  other  necessary  fittings,  ready  to  be  run,  weighs  10,150 
pounds.  This  is  a  net  weight  per  unit  seating  capacity  of 
211.5  pounds.  The  Woeber  Carriage  Company  of  Denver  is 
building  these  car  bodies. 

Trucks  and   Equipment. 

The  trucks  on  which  the  new  cars  are  mounted  are  of  an 


New   Light   Motor  Cars,   Denver — Exterior  of   New  Type  of  Car. 


It  is  27  inches,  at  which  height  it  affords  a  convenient  arm 
rest. 

The  front  vestibule  is  provided  with  a  door  on  one  side. 
Normally  this  door  is  closed.  It  is  used  very  infrequently  and 
then  only  by  the  crew.  The  one  other  door,  which  affords 
entrance  and  exit  for  all  passengers,  is  5  feet  2  inches  wide, 
located  at  the  center  of  the  car. 

The  value  of  a  center  side  entrance  for  city  cars  is  quite 
generally   recognized.     With   the   steps  at  the  center  of   the 


entirely  new  design,  evolved  in  the  engineering  department 
of  the  Tramway  company.  It  will  be  noted  from  the  accom- 
panying engraving  that  the  principal  members  are  built  of 
channel  sections.  All  the  parts  of  the  trucks  are  being  con- 
structed from  the  raw  materials  in  the  shops  of  the  Denver 
City  Tramway  Company.  The  design  has  been  carefully  con- 
sidered with  a  view  to  an  extreme  lightness  consistent  with 
the  necessary  strength  to  support  the  car  body  and  the  mo- 
tors.    The  wheel  base  of  the  trucks  is  4  feet  10  inches  and 


4.".4 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  No.  14. 


the  cast-iron  wheels  are  :','■>  inches  in  diameter,  weighing  475 
pounds.  The  driver  axles  are  4>£  inches  and  the  idler  axles  4 
inches  in  diameter.  Without  motors  the  two  trucks  complete 
with  wheels  and  fittings,  ready  to  run,  weigh  9,400  pounds  or 
4,700  pounds  each. 

Each  truck  carries  one  General  Electric  N'o.  53  motor, 
rated  at  50  horsepower.  The  motors  are  outside  hung, 
mounted  on  the  N'o.  2  and  N'o.  3  axles.  This  2-motor  equip- 
ment, including  two  controllers,  resistance  and  wiring  for 
double-end  operation,  weighs  7.300  pounds. 

The  air  brake  equipment  is  of  the  Christensen  AA1  type, 
with    inside-hung   brakeshoes.     This   is   a   straight   air   equip- 


made  for  possible  discrepancy  in  the  weight  of  other  equip- 
ments from  the  particular  one  which  was  weighed,  this  type 
of  car  complete,  seating  48  passengers,  weighs  14  tons.  This 
is  a  weight  of  equipment  of  5S3  pounds  per  unit  of  seating 
capacity. 

Operating  Features. 
By  reference  to  the  view  of  the  interior  of  motorman's 
cab  the  arrangement  of  the  control  apparatus  will  be  seen. 
On  the  right  is  the  hand-brake  handle,  and  near  it  a  fixed 
watch  pocket,  also  the  air  pressure  gauge.  Small  incandes- 
cent lamps  with  reflectors  are  provided  for  illuminating  the 
watch  pocket  and  air  gauge.     As  a  part  of  the  handle  of  the 


New   Light   Motor  Cars.    Denver- — Floor   Plan,   Elevation   and   Section    Through    Floor   Framing. 


ment    installed    for    single-end    operation.     These    particular 

equipments    are    being    transferred    from    an    older    type    of 

4-motor  car  which  is  used  for  train  operation  and  on  which 

the  Westinghouse  SME  type  brake  equipments  are  now  being 

installed.     The  straight-air  brake  equipments  as  installed  on 

the  new  2-motor  cars  weigh  complete  1,000  pounds. 

To  reconsider  the  weights  of  the  parts  of  this  light-weight 

car,  there  appears  the  following: 

Pounds. 

Car  body   10,150 

Double    trucks    9,400 

Two  motors  and  control 

Air  brakes   1,000 

TotaJ    27.S50 

It  is  thus  seen  that  when  an  allowance  of  150  pounds  is 


engineer's  valve  for  the  air  brakes  will  be  noted  a  rib  cast  on 
the  surface  opposite  the  handle  proper.  The  valve  of  the  air- 
sanding  apparatus  is  so  designed  and  located  that  when  the 
brake  valve  is  thrown  to  emergency  position,  this  rib  or  boss 
comes  in  contact  with  the  sanding  valve  and  thus  automatic- 
ally sands  the  track. 

The  drop  fender  is  used  on  all  of  the  cars  of  this  system 
and  to  lessen  the  movements  necessary  on  the  part  of  the 
motorman  a  chain  connects  the  tipping  trigger  of  the  fender 
with  the  reverse  handle  on  the  controller  top.  The  length  of 
the  chain  is  such  that  it  can  be  hooked  to  the  reverse  handle 
only  when  the  handle  is  in  the  "ahead"  position.  Thus,  at  the 
time  of  an  accident,  when  the  motorman  reverses  his  motors, 
he  also  automatically  drops  the  fender. 


April  6,  1907. 


ELECTRIC    RAILWAY    REVIEW 


-too 


TESTIMONY    AT    INVESTIGATION    OF    WISCONSIN    COM- 
MISSION   INTO    MILWAUKEE    SERVICE. 


The  testimony  of  John  I.  Beggs,  president  of  the  Mil- 
waukee Electric  Railway  &  Light  Company,  and  other  officials 
of  that  company,  and  of  electric  railway  officials  from  other 
cities  during  the  investigation  of  the  Milwaukee  service  by 
the  Wisconsin  railroad  commission,  has  brought  out  many 
features  of  the  operation  and  management  of  large  proper- 
ties. The  summary  of  the  testimony  which  follows  supple- 
ments the  previous  articles  in  the  issues  of  the  Electric  Rail- 
way Review  of  March  2,  23  and  30. 

In  his  testimony  on  March  18  Mr.  Beggs  explained  the 
methods  that  are  employed  to  meet  the  estimated  increased 
travel  by  companies  which  make  a  conscientious  effort  to 
anticipate  the  need  for  transportation  facilities.  Two  years 
ago.  looking  forward  to  increased  business,  the  company  or- 
dered 100  of  its  standard  city  cars,  of  which  50  were  to  be 
delivered  during  the  latter  part  of  1905,  and  50  during  the 
latter  part  of  last  year.  In  order  further  to  provide  cars, 
and  if  possible  to  allay  adverse  criticism,  Mr.  Beggs.  in  Janu- 
ary, 1906,  increased  the  allotment  of  new  cars  for  the  year 
1906  from  50  to  75.  The  earliest  of  these  cars  to  be  received 
were  put  in  service  on  September  17,  1906,  and  the  last  on 
January  23,  1907. 

Before  the  investigation  was  started  Mr.  Beggs  reduced 
the  headway  on  the  Wells  street  line  from  5  to  4  minutes. 
In  stating  this  fact  to  the  commission  Mr.  Beggs  said  that 
while  the  reduction  in  headway  on  that  line  was  20  per  cent,  it 
required  an  increase  in  equipment  of  25  per  cent.  Even  with 
the  greatest  care,  he  added,  it  is  not  always  possible  to 
anticipate  needs  and  to  have  new  equipment  before  the  actual 
necessity  for  it  arises. 

Work  of  Transportation    Department. 

Mr.  Beggs  outlined  the  duty  of  the  transportation  depart- 
ment, which  is  held  strictly  accountable  for  the  handling  of 
traffic.  In  this  department,  of  which  W.  B.  Tarkington  is 
general  superintendent,  and  George  Kuemmerlein,  Jr.,  assist- 
ant superintendent,  there  are  six  division  foremen,  who  have 
charge  of  the  six  divisions  of  the  city  and  of  the  car  houses. 
It  is  their  duty  primarily  to  see  that  the  men  in  their  divisions 
are  carefully  trained  and  properly  disciplined  under  broad 
general  orders,  and  that  the  public  is  cared  for  properly. 
These  foremen  patrol  their  divisions,  and  are  assisted  by  six 
supervisors,  who  spend  their  time  on  street  corners  and  at  the 
points  of  congestion.  The  supervisors  are  assisted  by  three 
men  who  patrol  the  lines  and  see  that  the  cars  are  properly 
operated,  and  help  to  relieve  congestion. 

After  describing  how  the  company  tries  to  keep  informed 
of  the  wants  of  the  traveling  public,  Mr.  Beggs  stated  that 
public  needs  change  radically  from  day  to  day.  It  is  not 
possible  at  all  times,  he  said,  to  get  equipment  to  the  spot 
where  it  is  needed  at  just  the  moment  when  it  is  required. 
If  a  shower  comes  at  5:30  p.  m.  it  diverts  immediately  to 
the  cars  crowds  of  people  who  would  otherwise  walk  a  mile 
or  a  mile  and  a  quarter  to  their  homes.  It  was  because  of  the 
service  in  just  such  an  emergency  as  this  that  the  company 
was  notified  to  defend  itself  before  the  state  railroad  com- 
mission. 

An    Ideal    System. 

In  describing  what  new  lines  should  be  undertaken  to 
make  an  ideal  system  for  the  developing  city,  Mr.  Beggs  said 
that  the  conflicting  interests  which  must  be  considered  make 
the  problem  of  extensions  difficult  to  solve.  If  an  attempt  is 
made  to  build  a  line  in  one  street,  protests  result  and  mass- 
meetings  are  held  to  denounce  the  company;  while  if  an 
attempt  is  made  to  withdraw  a  line  after  it  has  been  in 
service,  there  is  a  riot. 

Mr.  Beggs  would  include  in  the  ideal  street  railway  system 
four  large  car  houses  at  outlying  points,  and  the  large  central 
car  house,  which  is  a  part  of  the  company's  present  public 
service  building.  He  believes  these  car  houses  would  make 
the  handling  of  cars  much  more  effective.  The  construction 
of  shops  where  the  company  will  build  its  own  equipment  will 
be  a  step  toward  the  ideal  system.  It  is  Mr.  Beggs'  idea  to 
build  at  least  one  car  a  week  in  these  shops. 

In  reply  to  questions  of  the  city  attorney,  John  T.  Kelly. 
Mr.  Beggs  stated  that  the  service  is  not  better  than  when  the 
complaint  was  filed  with  the  state  railroad  commission,  but 
conditions  have  changed  in  that  the  sun  sets  later  and  rises 
'■arlir-r.  The  greatest  difficulty  in  meeting  the  congestion  is 
experienced  during  the  short  days  of  the  latter  part  of  Novem- 
ber and  during  December.     Mr.  lieges  added: 

Growth  of  Traffic  and  Population. 
"We   have  to   spend   large   amounts   of   money,    but   the 
expenditure  of  this  moni  one  of  my  methods  of  trying 


to  save  this  bankrupt  property  when  it  was  thought  the  prop- 
erty could  not  be  saved.  Our  business  has  grown  on  an 
average  from  9  to  10  per  cent  per  annum — far  in  excess  of  the 
growth  of  population,  which  has  been  at  the  rate  of  only 
4  per  cent.  The  reason  of  that  is  the  greatly  improved  service 
year  by  year.  It  demonstrates  what  I  said  20  years  ago  in 
discussing  the  advisability  of  investing  the  large  amounts  of 
money  that  have  to  be  invested  to  establish  electric  railways 
over  this  country,  that  I  believed  you  could  provoke  the  public 
to  ride.  For  10  years  we  have  had  a  regular  increase  in 
passengers  of  10  per  cent  per  annum,  compounded  each  year, 
and  yet  our  earnings  here  have  been  the  lowest  per  capita 
of  any  large  city  in  the  United  States.  The  growth  in 
traffic  has  been  partially  taken  care  of  by  slight  increases 
in  the  speed  of  cars,  in  order  that  the  cars  may  make  more 
trips,  and  by  increases  in  the  size  of  the  cars  from  time  to 
time.  We  have  to  make  a  great  many  miles  to  cover  a  very 
short  distance.  Instead  of  cutting  across  the  two  points  of 
the  horseshoe,  as  an  engineer  would  do,  we  have  got  to  go 
around  the  horseshoe." 

Proceeds   of   Bond   Sale  Smaller. 

In  referring  to  the  financial  conditions  prevailing  at 
present  Mr.  Beggs  continued:  "Twelve  months  ago  we  sold 
$3,000,000  of  a  new  issue  of  30-year  4%  per  cent  bonds  at  97 
and  accrued  interest.  To  reimburse  us  for  the  expenditures 
made  last  year,  we  sold  within  30  days  $1,000,000  of  these 
bonds  at  90.  You  ask  me  what  we  will  do  in  the  future. 
The  important  point  is  the  raising  of  the  capital;  and  if 
there  is  to  be  this  constant  stirring  up  of  the  public  with 
false  statements  and  misrepresentations,  it  will  be  impossible 
to  raise  the  capital." 

In  two  years  the  company  will  have  reached  its  capacity 
in  power,  and  plans  are  now  being  made  for  a  power  house 
probably  of  100,000  kilowatts  capacity. 

The   Transfer   Question. 

Mr.  Beggs  declared  that  the  company  cannot  reopcu 
the  question  of  giving  transfers  on  transfers.  He  said  that 
thousands  of  fares  are  lost  every  day  now  through  the 
dishonesty  of  people  who  take  transfers  and  hand  them  to 
others  to  use.  To  give  transfers  on  transfers,  Mr.  Beggs 
insisted,  would  train  the  public  in  dishonesty,  because  people 
cannot  realize  that  it  is  petty  larceny  to  take  advantage  of 
the  company.  It  is  a  rule  that  passengers  who  want  trans- 
fers must  ask  for  them  when  the  fares  are  paid.  This  rule, 
inaugurated  by  Mr.  Beggs,  has  been  adopted  in  cities  through- 
out the  country.  Mr.  Beggs  regards  it  as  one  of  the  duties 
of  passengers  to  see  that  their  transfers  are  accurately 
punched.  He  concluded  his  testimony  on  the  subject  of  trans- 
fers by  saying:  "There  is  nothing  that  is  the  subject  of  so  much 
abuse  on  a  street  railway  line  as  the  transfer  slip.  There- 
fore we  protect  the  transfers  with  every  condition  that  can 
reasonably  be  enforced,  simply  to  try  to  reduce  to  some 
extent  the  fraudulent  use  of  them." 

Complaints. 

In  the  10  years  that  Mr.  Beggs  has  been  at  the  head 
of  the  Milwaukee  company  no  complaint  of  the  service  has 
failed  to  reach  him  personally.  He  has  made  it  a  rule 
that  when  a  person  takes  the  time  and  trouble  to  write  a 
letter,  the  company  must  take  the  time  and  trouble  to  investi- 
gate and  to  find  whether  the  complaint  is  well  founded. 

In  response  to  a  question  as  to  the  rules  of  the  company 
with  regard  to  the  cleaning  of  cars  it  was  stated  that  con- 
ductors are  instructed  to  sweep  out  their  cars  at  the  end 
of  the  run.  Mr.  Beggs  said  he  would  admit  that  since  the 
inquiry  began  some  of  the  conductors  had  been  disciplined 
because  they  would  spend  their  time  idly  at  the  end  of  the 
line  and  would  not  begin  sweeping  until  their  cars  started 
on  the  return  trip.  The  cars  are  thoroughly  swept  every 
night,  and  scrubbed  thoroughly  as  often  as  is  necessary.  If 
there  has  not  been  sufficient  fire  in  the  cars  sometimes,  as 
testified  by  witnesses  for  the  city,  it  is  due.  Mr.  Beggs  said, 
to  the  carelessness  of  conductors.  The  question  of  heating 
was  brought  up  and  he  maintained  that  the  use  of  electricity 
for  heating  was,  from  a  financial  standpoint,  absolutely 
impracticable.  He  also  spoke  of  the  great  difficulty  of  venti- 
lating cars  to  the  satisfaction  of  every  one. 

Air    Brakes   Versus    Hand    Brakes. 

ifying  on  the  subject  of  brakes,  Mr.  Beggs  said  that 
the  hand  brake  used  on  the  Milwaukee  cars,  if  all  circum- 
stances are  considered,  is  infinitely  superior  to  any  air  brake 
that  can  be  applied  on  a  city  car.  He  considers  an  air  brake 
, . l u 1 1 ■  I >  unnecessary  in  Milwaukee,  on  account  of  the  low 
:,.,,i,  .in.!  Hi.  lightweight  of  the  cars.  The  cars  weigh  from 
aboui  y.T.ouit  pounds  to  40,000  pounds.  The  present  standard 
car  weighs  about  10,000  pounds.  If  air  brakes  should  b 
placed  on  the  Milwaukee  cars  Mr.  Beggs  believes  the 
of  24  hours  l'u  i" -r  cent  of  the  cars  would  have  to  be  placed 


456 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  Xo.  14. 


in  the  shops  because  the  air  brakes  would  be  out  of  order. 
The  company  purchases  its  wheels  under  ;i  guarantee  of 
10,000  running  miles,  barring  flat  wheels.  On  the  wheels 
removed  in  December  because  they  were  flat  only  20,081 
mil.  .  av<  rage,  bad  been  secured;  and  in  January  the  mileage 
made  by   removed   wheels   was   17..">!il.  average. 

Air  brakes  are  used  on  the  cars  of  the  United  Railways  of 
St.  Louis.  Mr.  lieggs  continued,  because  the  company  there 
was  forced  to  use  them.  He  said,  however,  that  the  St. 
Louis  cars  are  much  heavier  than  Milwaukee  cars  and  are 
long*  r.  and  that  climatic  conditions  in  the  two  cities  are  very 
different.  The  niosi  severe  grade  on  the  Milwaukee  lines 
is  t  3  leer,  and  it  is  only  for  a  distance  of  371  feet. 

To  equip  the  .Milwaukee  cars  with  air  brakes  would  cost, 
Mr.  Hoggs  estimated,  between  $300  and  $400  a  car.  while 
there  would  be  an  additional  expense,  he  testified,  of  at  least 
$150  per  annum  a  car.  The  greatest  disadvantage,  Mr.  Beggs 
thought,  would  result  from  the  inability  to  use  the  cars  on 
account  of  the  repairs  which  the  air  brakes  would  necessitate. 
The  city  cars  are  not  expected  to  run  at  a  maximum  speed 
exceeding  from  12  to  15  miles  an  hour  at  any  point.  The 
average  is  slightly  less  than  nine  miles  an  hour.  Under  these 
cars  is  the  slowest  speed  gear  that  can  be  operated  under 
them  and  still  clear  the  cobblestones.  If  air  brakes  were 
used,  Mr.  Beggs  believes,  there  would  be  five  accidents  by 
collision  where  there  is  one  now.  He  said  that  the  manage- 
ment  which  permitted  the  installation  of  air  brakes  in  St. 
Louis  ran  the  company  into  bankruptcy.  The  storage  system 
is  used  in  St.  Louis,  which,  in  Mr.  Beggs'  judgment,  is  less 
liable  to  derangement  than  the  other  air  brake  systems.  In 
St.  Louis  two  minutes  is  lost  in  taking  air  on  each  trip. 

Difficulty  of  Getting   Men. 

In  speaking  of  the  difficulty  of  getting  men  who  are 
competent  to  handle  air  brakes,  Mr.  Beggs  said  that  wages 
have  been  advanced  in  the  last  two  years  in  order  to  enable 
the  company  to  command  the  services  of  men  of  a  higher 
degree  of  intelligence.  When  he  was  asked  whether  any- 
thing had  been  done  to  lessen  the  damage  to  wheels  caused 
by  sliding,  Mr.  Beggs  replied  that  steel  wheels  have  been 
tried,  and  while  they  may  not  be  injured  as  much  as  the 
present  wheels,  a  flat  place,  or,  to  a  certain  extent,  a  curve 
in  the  rail  might  be  caused.  The  company  is  putting  on 
some  of  the  higher  speed  cars  steel  wheels  costing  between 
$20  and  $30  apiece.  These  have  not  to  the  present  time,  Mr. 
Beggs  stated,  proved  entirely  satisfactory  nor  durable.  The 
company  is  experimenting  constantly  with  wheels,  and  buys, 
he  testified,  the  highest  grade  of  chilled  car  wheels  made. 
These  weigh  slightly  in  excess  of  500  pounds  and  the  price 
now    is    about   $1.85    a   hundred    pounds. 

When  Mr.  Beggs  was  asked  if  the  rattle  of  the  trucks  on 
old  cars  could  be  reduced  he  said  that  as  time  goes  on  the 
bolts  and  bolt  holes  will  wear  a  little,  the  bolts  will  give 
out  and  increasing  rattle  is  inevitable.  In  order  to  reduce 
the  rattle  the  company  reams  out  the  hole  and  puts  in  larger 
bolts  and  keeps  those  renewed. 

Traffic   Arrangements. 

The  company  sends  special  cars  to  every  manufactory  in 
the  city  when  the  factory  employes  are  through  work  for 
the  day;  and  it  is  a  general  rule,  if  knowledge  of  a  special 
entertainment  is  secured,  to  send  cars  to  accommodate  the 
people.  Several  years  ago  Mr.  Beggs  prevailed  upon  the 
managers  of  the  threaters  to  let  the  electric  railway  company 
place  switches  on  their  switchboards  back  of  the  stage  and 
run  a  special  line  to  posts  where  signal  lights  could  be 
installed.  Five  minutes  before  the  final  curtain  drops  the 
theater  management  is  requested  to  turn  the  switch  which 
lights  the  red  lamp.  When  the  lamp  is  lighted  trainmen 
are  instructed  to  hold  their  cars  until  the  crowd  arrives. 
Mr.  Beggs  said  that  the  theatrical  managers  do  not  realize 
that  they  are  rendering  more  comfortable  their  own  patrons 
if  they  give  the  signal  which  holds  the  cars,  but  take  the 
stand  that  they  do  not  see  why  they  should  help  the  business 
of  the  electric  railway  company. 

Accident    Record. 

The  accident  record  of  the  Milwaukee  company,  Mr. 
Beggs  stated,  is  the  best  in  the  United  States.  The  cost  of 
accidents  has  not  reached  quite  3  per  cent  of  gross  earnings, 
on  an  average,  for  10  years.  This  percentage  includes  all 
expense  incident  to  injuries  and  damage.  This  cost,  Mr. 
Beggs  said,  is  the  lowest  of  any  metropolitan  property  in  the 
United  States. 

Chicago    and    Milwaukee    Compared. 

C.  X.  Duffy,  comptroller  of  the  company,  brought  up  in 
his  evidence  the  question  of  depreciation  of  the  plant  and 
the  amortization  of  the  investment.  The  franchise  of  the 
company  will  expire  on  December  31,   1934.     Mr.  Duffy   said 


In-  was  impressed  bj  the  fact  that  the  representatives  of 
the  citj  of  Milwaukee,  in  seeking  expert  information  on 
the  traction  problem,  sent  to  Chicago  "as  the  fountain 
of  knowledge  in  the  street  railway  business."  He  made 
the  point  that  the  Chicago  City  Railway  Company,  of 
which  he  was  secretary  and  auditor  from  1899  till  1906.  had 
three  through  streets  downtown  on  which  its  cars  could  be 
operated,  although  the  feeling  of  the  management  was  that 
the  company  was  very  much  cramped  for  room;  hut  the  Mil- 
waukee company  is  obliged  to  operate  all  the  cars  of  its 
system  over  tracks  in  streets  that  are  practically  crowded 
within  a  quarter  of  a  mile.  All  of  the  east  and  west  cars 
have  to  run  on  Wisconsin  street  and  Grand  avenue:  all  of 
the  north  and  south  cars  on  East  Water  street,  West  Water 
street  and  Third  street.  The  Chicago  City  Railway  had  220 
miles  of  single  track  and  the  Milwaukee  company  12o  miles. 
Mr.  Duffy  said  that  the  greatest  congestion  of  which 
he  has  knowledge  is  at  Broadway  and  Thirty-fourth  street, 
Xew  York  city.  Oren  Root.  Jr.,  vice-president  and  general 
manager  of  the  New  York  City  Railway,  had  told  Mr.  Duffy 
that  he  would  not  undertake  to  operate  more  than  three  cars 
a  minute  each  way,  over  a  double  crossing.  Allowing  for 
north  and  south  bound  cars  on  Broadway  and  east  and  west 
bound  on  Thirty-fourth  street,  this  would  make  12  cars  a 
minute  over  that  crossing,  whereas  the  Milwaukee  company 
operates  nearly  one-half  that  number  of  cars  now  over  the 
crossing  at  Third  and  Grand  avenues,  with  the  turning  in 
and  out  of  cars  three  ways  in  addition. 

Regular   Meetings  are    Held. 

Mr.  Duffy  explained  that  the  Milwaukee  company  holds 
every  Sunday  morning  a  meeting  at  which  the  heads  of 
departments,  and  in  many  instances  the  assistants  and 
subordinates  also,  are  present.  No  one  is  obliged  to  attend 
the  meeting.  Any  one  who  wants  the  day  for  himself  or  for 
religious  duties  is  not  required  to  attend  the  meeting.  At 
these  meetings  complaints,  letters,  newspaper  articles,  hap- 
penings in  other  cities,  trouble  with  the  cars,  power  or  light, 
etc..  are  considered.  Mr.  Duffy  said  that  Mr.  Beggs  takes 
the  position  that  the  company  is  serving  the  public,  and  that 
no  matter  how  unreasonable  people  may  be.  the  departments 
are  held  accountable  to  the  highest  degree;  and  that  Mr. 
Beggs  emphasizes  to  all  those  who  attend  the  meetings  that 
they  are  just  as  responsible  as  he  is,  and  he  is  responsi- 
ble not  only  to  the  owners  of  the  property,  but  to  the 
public. 

In  1906,  Mr.  Duffy  said,  86.3  per  cent  of  the  total  passen- 
gers carried  rode  on  tickets  and  the  balance  paid  five  cents 
cash.  The  company  sells  25  tickets  for  $1.00,  or  6  tickets 
for  25  cents. 

W.  D.  Tarkington,  general  superintendent  of  transporta- 
tion, said  that  when  extra  men  earn  less  than  $50  a  month 
they  leave  the  service.  In  the  last  15  days,  he  testified,  30 
men  quit  for  that  reason.  Large  numbers  of  men  leave,  Mr. 
Tarkington  testified,  because  they  will  not  submit  to  dis- 
cipline. In  1906  of  546  men  who  were  employed  356  resigned 
and  67  were  discharged. 

Evidence  of  Charles   N.   Black. 

Charles  X.  Black,  general  manager  of  the  Metropolitan 
Street  Railroad  Company  of  Kansas  City,  Mo.,  said  that  draw- 
bridges and  grade  crossings  of  steam  railway  tracks  would 
naturally  tend  to  derange  the  schedule  of  street  railways. 
The  Kansas  City  system  has  a  total  of  225  miles  of  single 
track,  of  which,  approximately,  215  miles  are  within  the  city 
limits  of  Kansas  City,  Mo.,  Kansas  City,  Kan.,  Rosedale  and 
Argentina,  two  towns  contiguous  to  Kansas  City.  Kan.  From 
515  to  525  cars  are  operated  at  the  maximum.  The  minimum 
is  315  cars  at  noon. 

William   O.   Wood's  Testimony. 

William  O.  Wood,  assistant  general  superintendent  of 
the  Brooklyn  Rapid  Transit  Company,  was  cross-examined 
by  Mr.  Kelly,  who  endeavored  to  make  him  admit  that  a 
riotous  condition  of  affairs  prevailed  on  the  line  of  his  com- 
pany for  several  days.  Mr.  Wood  denied  Mr.  Kelly's  insinua- 
tion that  the  company  had  to  call  out  the  police  department 
to  assist  in  operating  the  line.  He  said  that  the  paid  em- 
ployes of  the  Xew  York  Journal  and  the  New  York  World 
caused  the  trouble.  Xot  1  per  cent  of  the  regular  people 
riding  on  the  cars  caused  trouble  and  the  ejectments  were 
very  largely  of  the  paid  employes  of  the  newspapers,  who 
sometimes  appeared  in  carloads. 

Mr.  Wood  said  that  until  3%  years  ago  the  hand  brake 
was  used  on  the  Brooklyn  Rapid  Transit  lines  exclusively. 
The  company  placed  the  air  brake  on  451  cars  that  were 
purchased.  After  giving  it  a  trial  and  noting  what  hap- 
pened in  the  way  of  accidents  the  company  discarded  it  as  a 
standard.  Mr.  Wood  said  that  the  company  has  some  cars 
equipped   with   air   brakes   and   hand   brakes   and   some   cars 


April  6.  1907 


ELECTRIC    RAILWAY    REVIEW 


4.-,  7 


with  hand  brakes  alcue.  The  air  brake  is  used  on  the  large 
heavy  cars  weighing  about  4S.000  pounds  convertible  for 
summer  and  winter  purposes. 

John  T.   Funk  on   Brakes. 

John  T.  Funk,  general  superintendent  of  the  Louisville 
i  Ky. »  Railway  Company,  said  that  in  Louisville  the  hand 
brake  is  used  on  twelve  ot  the  lines  and  the  air  brake  on  five. 
He   added: 

"The  agents  for  these  air  brakes  are  the  slickest  men 
that  you  ever  came  in  contact  with:  they  came  to  Louisville 
and  we  believed  the  air  brake  was  a  panacea  for  all  ailments 
and  that  we  would  just  stop  hurting  people,  running  over 
wagons,  horses,  cattle,  etc..  and  that  we  would  simply  be 
kept  out  of  the  courthouse.  But  the  experience  has  been 
just  the  reverse.  The  amount  of  money,  saying  nothing  of 
the  suffering,  that  we  paid  out  in  the  month  of  December, 
which  is  only  one  of  our  average  winter  months,  and  in 
January  was  more  than  double  that  of  any  other  month  or 
months  in  the  history  of  the  road." 

Mr.  Funk  said  he  had  asked  50  to  100  people  what  kind 
of  a  railway  system  they  had  in  Milwaukee;  that  he  was  a 
stranger  and  would  like  to  know.  In  every  case  the  person 
said  the  system  was  excellent.  One  man  said  that  the  news- 
papers and  politicians  had  caused  all  the  trouble. 

The  arguments  in  the  case  are  to  be  heard  by  the  com- 
mission at  Madison,  Wis.,  on  April  23. 


which  takes  less  power  than  reciprocating  pumps;  it  is  pro- 
posed to  use  this  in  conjunction  with  a  centrifugal  pump  for 
extracting  the  water  of  condensation.  This  device  used  with 
existing  surface  condensers  has  allowed  of  an  increased 
vacuum  with  less  mechanical  loss.  It  has  also  been  employed 
with  a  centrifugal  pump  keyed  on  the  turbine  shaft,  and  en- 
closed in  the  same  cover;  the  pump  extracts  the  water,  while 
the  Leblanc  pump  deals  with  the  gaseous  products.  The 
txhaust  steam  enters  a  conical  chamber  into  which  the  in- 
jection water  is  squirted  through  a  number  of  holes  round 
the  periphery.  With  this  apparatus,  under  good  conditions, 
it  is  said  to  be  possible  to  reduce  the  back  pressure  even  be- 
low that  of  water  vapor  at  the  temperature  of  the  exhaust 
steam. — The  Electrical  Review,  London. 


STANDARD   RAIL  FOR  CHICAGO. 


The  accompanying  illustration  shows  the  rail  section 
which  has  been  specified  in  the  traction  ordinances  as  the 
standard  for  new  street  railway  construction  in  Chicago.   This 


THE   LEBLANC  CONDENSER. 


An  account  is  given  in  l'Eclairage  Electrique  for  Decem- 
ber 1  of  a  new  jet  condenser  invented  by  M.  Maurice  Leblanc, 
and  constructed  by  the  French  Westinghouse  Company.  As 
shown   in   the  figures,   the  main  feature  is  the  use  of  a   re- 


Exhaost  Steam  Inlet 


.£ 


-24'- 

74 


-*£ 


A5" 


,    -J   .1,  -3  ■  ■   /J   .1,  ^ 

4      .     8    |     16    J  16 


'£- 


'4' 


Diacharpe 
to  Atmosphere 


Figure 


V 

Dischan?'*  fo  AtmosT>bere 
Figure  2. 

The   Leblanc  Condenser. 


versed  turbine  to  drive  a  spreading  jet  of  water  into  a  cone, 
sweeping  out  the  air  and  water  vapor,  compressing  them  into 
the  convergent  cone  and  allowing  them  to  expand  in  the  di- 
vergent cone,  where  the  velocity  is  checked  and  the  pres- 
sure increased  so  that  the  whole  is  discharged  against  the 
pressure  of  the  atmosphere.  In  Figure  1  a  simple  jet  con- 
denser is  shown;  a  is  the  condensing  chamber,  b  the  con- 
vergent cone,  d  the  divergent  cone,  t  the  turbine  pump,  and  e 
the  inlet  for  steam,  which  is  used  to  start  the  action  of  the 
apparatus.  If  the  water  is  supplied  under  a  slight  head,  the 
condenser  starts  without  the  use  of  a  steam  jet.  With  this 
condenser,  a  vacuum  of  98  per  cent  of  the  absolute  value  can 
be  obtained,  using  25  pounds  of  water  per  pound  of  steam 
and  with  an  expenditure  of  power  to  drive  the  turbine  amount- 
ing to  from  2%  to  3  per  cent  of  the  power  of  the  steam  en- 
gine. There  are  no  valves  at  all,  and  the  cost  of  upkeep 
Is  trifling.     Figure  2  shows  a  dry-air  pump  on   this  system. 


Standard  Rail  for  Chicago — 129  Pounds  per  Yard. 

section  weighs  129  pounds  per  yard  and  was  adopted  on 
the  recommendation  of  the  companies'  engineers  after  the 
city  had  determined  that  120  pounds  should  be  the  minimum 
weight  of  rail  for  the  rehabilitated  Chicago  lines. 


The  losses  due  to  faulty  drainage  or  leaky  drain-cocks 
are  often  a  great  deal  larger  than  is  imagined.  Experiments 
on  a  200-horsepower  triple-expansion  engine  at  Charlotten- 
burg  showed  that  faulty  closing  of  drain-cocks  resulted  in 
losses  amounting  to  :,.s  per  cent  of  the  total  steam  consumD- 

lir.II 


458 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  No.  14. 


THE    ENGINEERING    SOCIETIES    BUILDING. 


The  Engineering  Societies  building  in  New  York,  which 
has  been  built  as  a  home  for  several  of  the  national  technical 
associations  and  which  will  contain  the  general  offices  of  the 
American  Street  and  Intern rhan  Railway  Association,  is  now- 
completed  and.  as  previously  announced,  will  be  dedicated  on 
April  16  and  17,  1907.  The  building  was  made  possible  by 
the  gift  on  February  14,  1903.  by  Andrew  Carnegie  of  one 
million  dollars,  to  which  he  subsequently  added  $500,000,  for 
the  purpose  of  erecting  a  building  which  should  be  a  home 
for  the  American  Institute  of  Electrical  Engineers,  the  Ameri- 
can Society  of  Mechanical  Engineers,  the  American  Institute 
of  Mining  Engineers  and  the  Engineers'  Club.  The  only  limita- 
tion connected  with  the  gift  was  that  it  should  be  devoted  to 


$1,050,000  to  the  Engineering  Societies  building  and  $450,000 
to  the  club  building. 

The  site  for  the  Engineering  Societies  building  is  on 
West  Thirty-ninth  street,  between  Fifth  and  Sixth  avenues. 
The  frontage  covers  five  city  lots,  the  total  front  being  125 
feet.  The  area  occupied  by  the  building  itself  is  115  feet  by 
90  feet.  In  order  that  there  should  be  no  obstruction  in  the 
matter  of  light  and  air  the  committee  purchased  for  its  protec- 
tion a  large  four-story  private  house  of  restricted  height  ad- 
jacent to  the  site  on  the  east.  In  the  preparation  of  the  plans 
six  architects  of  high  reputation  were  invited  to  participate. 
The  unanimous  choice  of  the  committee  awarded  the  work  of 
preparing  the  plans  to  Herbert  D.  Hale  of  Boston  and  Henry 
G.  Morse  of  New  York.  The  contract  for  the  construction  of 
the   building   was   awarded   to   Wells    Brothers   Company   on 


Engineering  Societies  Building — Entrance   Hall. 


the  erecting  of  a  building,  the  associations  interested  purchas- 
ing the  land. 

At  first  it  was  proposed  to  erect  one  building  on  Fortieth 
street,  where  the  Engineers'  Club  had  already  purchased  the 
site,  which  should  serve  the  purposes  of  all  the  organizations 
interested.  Owing  to  difficulties  involved  in  the  purchase  of 
such  land  as  would  be  necessary  and  in  combining  under  one 
roof  the  social  and  technical  functions  exercised  by  these 
organizations,  it  was  decided  to  erect  two  separate  buildings. 
one  for  the  club  on  Fortieth  street  and  one  for  the  three 
professional  societies  on  Thirty-ninth  street,  with  means  of 
connection  between  the  two.  A  joint  committee  of  the  sev- 
eral associations  was  given  in  charge  the  acceptance  of  the 
gift  and  the  erection  of  the  buildings,  and  that  committee  with 
some  changes  has  remained  in  active  existence  up  to  the 
present    time.     The    gift    was    divided    by    the    allotment    of 


July  17,  1905,  and  the  cornerstone  was  laid  by  Mrs.  Carnegie 
on  May  S,  1906.  The  offices  were  ready  for  occupancy  on 
December  15,  1906. 

In  the  construction  of  the  building  advantage  has  been 
taken  of  the  limitation  prescribed  by  the  building  laws  of 
the  city  of  New  York,  that  only  85  per  cent  of  the  lot  area 
shall  be  occupied  by  the  structure,  to  give  the  building  a 
monumental  appearance.  All  four  sides  are  finished.  The 
exterior  is  of  limestone  up  to  the  auditorium  floor  and  of  gray 
mottled  brick  and  terra  cotta  above.  The  building  rises  to 
a  height  of  218  feet  6%  inches,  comprising  13%  stories  above 
the  sidewalk. 

In  excavating  for  the  foundations  rock  was  found  at  from 
27  to  67  feet  below  the  curb  line  and  the  building  rests  upon 
46  concrete  piers  which  descend  to  the  solid  rock.  All  steel 
work  in  the  building  is  covered  with  from  2  to  4  inches  of 


April  6.  1907 


ELECTRIC    RAILWAY    REVIEW 


4.",!  I 


semi-porous  terra  cotta.  The  floors  are  built  of  terra  cotta, 
covered  with  five  inches  of  cinder  concrete.  The  woodwork 
in  the  building  has  been  reduced  to  a  minimum.  The  large 
window  frames  are  built  of  cast  iron  and  other  window  frames 
of  wood,  covered  with  kalamined  iron,  with  only  a  small 
molding  in  place  of  the  usual  wide  trim  and  casing.  The 
doors  are  similarly  protected  and  all  the  woodwork  has  been 
fireproofed.  The  windows  up  to  a  height  of  100  feet  are 
glazed  with  wire  glass  except  on  the  Thirty -ninth  street  front. 
All  the  walls  and  ceilings  are  painted  in  neutral  tint  and  the 
decoration  is  simple  though  carefully  studied,  with  an  idea 
to  later  development  in  the  way  of  mural  paintings. 

The  basement  is  occupied  by  the  boiler  room,  22  feet 
below  the  curb,  and  an  engine  room  16  feet  below.  There  is 
also  ample  coal  storage.     The  entire  basement  and  boiler  room 


designed  with  reference  to  the  uses  of  the  various  societies 
which  will  occupy  the  building. 

One  of  the  most  interesting  features  of  the  building  is 
the  system  of  lighting,  which,  however,  can  be  only  briefly 
described.  The  central  space  in  the  entrance  hall  is  lighted 
by  means  of  individual  lamps  placed  in  recesses  and  concealed 
by  panes  of  ground  glass  in  the  ceiling.  The  result  of  this 
arrangement  here  and  elsewhere  is  to  afford  ample  illumina- 
tion without  glare.  In  the  halls  above  the  fourth  floor  glass 
globes  have  been  provided  for  screening  the  lamps.  The 
lighting  of  the  main  auditorium  is  most  effective.  The  archi- 
tects provided  a  space  of  about  15  inches  between  the  ceiling 
of  the  auditorium  and  the  beams  of  the  floor  above.  A  glass 
septum  was  substituted  for  plaster  panels  in  the  ceiling.  The 
lamps  occupy  this  space  and  the  general  effect  is  very  satis- 


Engineering    Societies    Building — Auditorium. 


up  to  the  level  of  the  curb  have  been  made  thoroughly  water- 
proof. Steam  is  used  for  heating  and  ventilating  purposes, 
and  is  generated  at  low  pressure  by  three  boilers  of  Babcock 
&  Wilcox  manufacture,  with  an  aggregate  of  5,226  square  feet 
of  heating  surface.  The  heating  is  by  low-pressure  steam 
circulating  through  radiators  beneath  the  windows.  All 
radiators  are  controlled  automatically  by  the  Johnson  system 
of  heat  regulation.  An  extensive  blower  system  has  been 
installed  for  ventilation  purposes.  This  comprises  four  Sturte- 
vant  blowers  located  in  the  basement  and  driven  by  C.  &  C. 
electric  motors. 

The  electric  current  supply  for  the  building  is  derived 
from  the  Xew  York  Edison  Company  and  the  United  Electric 
Light  &  Power  Company.     Space  has,  however,  been  provided 

hat  an  electric  generating  plant  may  be  installed  at  any 
time.     The  electric   system   is    unusually   complete  and    well- 


factory.  The  general  illumination  of  the  library  is  obtained 
by  similar  means,  although  light  for  reading  is  obtained  by 
means  of  standard  fixtures  placed  upon  the  tables. 

The  building  is  provided  with  two  Otis  passenger  ele- 
vators and  one  freight  elevator.  The  latter  is  of  sufficient 
capacity  for  use  in  hoisting  safes  and  the  like. 

The  Boor  plana  have  been  so  arranged  as  to  provide  suitably 
fur  the  seating  of  gatherings  of  different  sizes  in  rooms  suited 
i.i  ih.-  numbi  i  of  p.  rsons  >  xpected.  Ample  accommodation  is 
made  for  meetings  of  from  100  to  1,000  persons.  The  main 
auditorium  has  a  seating  capacity  for  1,000  and  is  surrounded 
on  all  sides  by  corridors,  giving  easy  access  to  every  point 
and  assisting  to  maintain  quiet  within  the  hall.  There  are  in 
addition  seven  lecture  rooms  occupying  the  next  two  floors 
immediately  above  the  main  auditorium.  All  of  these  rooms 
have  facilities  for  water,  electrical  connections,  etc.,,  for  dem- 


4C.II 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  14. 


onstration  and  experiment.  Each  of  the  three  founder  so- 
cieties occupies  a  floor  laid  out  in  accordance  with  its  own 
plans.     These    are    devoted    entirely    to    administrative    and 


THE  NEW  YORK   PUBLIC  UTILITIES   BILL. 


Engineering   Societies    Building — Entrance. 

executive  work,  and  the  libraries  of  the  three  societies  are 
concentrated  in  the  two  upper  floors  of  the  building. 


Report   on    Fire-Killed   Timber   and    Effect   of   Soaking   on 
Drying. 


Tests  recently  completed  at  the  timber-testing  laboratory 
at  the  University  of  Washington,  show  the  comparative  values 
of  green  and  fire-killed  timber.  In  the  states  of  Colorado, 
Montana,  Nevada,  Utah,  and  Wyoming  it  is  estimated  that 
nearly  one  billion  feet  of  dead  timber  is  to  be  found  in  the 
national  forests,  and  this  has  led  to  the  study  of  the  problem 
of  saving  this  vast  quantity  of  wood  for  some  practical  use, 
instead  of  allowing  it  to  go  to  waste  or  furnish  fuel  for  con- 
flagrations. 

The  results  of  the  tests  indicate  that  the  killing  of  tim- 
ber by  fire  is  not  in  itself  injurious,  and  that  if  it  is  cut  in 
time  may  simply  be  regarded  as  seasoned  timber,  entirely  fit 
for  lumber.  If  allowed  to  stand  too  long,  however, —  a  year 
is  a  safe  limit — the  wood  is  marred  by  the  opening  up  of 
cracks,  called  "checks"  by  the  lumbermen,  which  lessen  its 
value  for  lumber.  For  such  purposes  as  railroad  ties,  for 
which  checks  are  not  so  important,  timber  may  prove  satis- 
factory after  having  been  dead  50  years. 

The  timber  used  in  the  tests  was  white  fir  from  the 
Pecos  River  National  Forest  in  New  Mexico,  and  the  work 
was  done  under  the  direction  of  the  Forest  Service,  which 
has  one  of  its  testing  laboratories  at  the  University. 

A  moot  question  highly  important  in  the  matter  of  sea- 
soning wood  has  just  been  settled  after  a  long  period  of  un- 
certainty and  many  careful  experiments.  It  is  found  that 
the  process  of  seasoning  wood  can  not  be  materially  hastened 
by  first  soaking  it.  Up  to  this  time  opinion  has  been  divided, 
and  there  were  man;  supporters  of  the  contrary  view,  that  if 
suffered  to  lie  in  water  for  a  certain  period  green  timber  un- 
derwent some  change  from  the  action  of  the  water  which  fa- 
cilitated its  drying  when  afterward  removed  and  placed  in 
the  yard  or  in  the  kiln. 

In  reaching  the  conclusion  that  soaking  has  no  appre- 
ciable effect  in  preparing  wood  for  seasoning,  the  Forest 
Service  worked  up  a  large  amount  of  data  secured  from  the 
seasoning  experiments  which  it  has  been  conducting  upon 
loblolly  pine  crossarms,  chestnut  telephone  poles,  and  hem- 
lock and  tamarack  railroad  ties.  Incidentally  it  was  brought 
out  that  it  doubtless  pays  to  keep  wood  in  water  to  prevent 
damage  from  checking  and  insects  until  it  can  be  nianu- 
factured. 


The  Page-Merritt  bill,  which  has  been  introduced  into 
both  branches  of  the  New  York  state  legislature,  and  known 
as  the  "Public  Service  Commissions,"  or  popularly  as  the 
"Public  Utilities"  bill,  has  been  the  subject  of  much  discus- 
sion by  its  supporters  and  opponents.  This  bill  is  the  out- 
come of  the  recommendation  made  by  Governor  Hughes  in 
his  inaugural  address,  extracts  from  which  were  published 
in  the  Electric  Railway  Review  on  January  5,  1907.  The  prin- 
cipal provisions  of  the  bill  contemplate  the  abolition  of  the 
present  railroad  commission  and  of  the  rapid  transit  commis- 
sion of  the  city  of  New  York,  as  well  as  of  a  similar  board 
having  control  of  gas  and  elctric  service  in  Greater  New 
York  and  the  substitution  therefor  of  two  commissions,  one 
representing  the  city  alone  and  the  other  representing  the 
state  outside  of  the  city,  and  to  have  supervision  and  control 
over  all  of  the  various  utilities  named.  There  have  been 
several  hearings  at  Albany,  at  which  various  amendments  were 
proposed  to  the  original  bill. 

Provisions  of  the   Bill. 

In  substance  the  bill  is  to  provide  for  two  public  service 
districts,  to  be  known  as  the  first  district,  embracing  the 
counties  of  New  York,  Kings,  Queens  and  Richmond,  and 
the  second  district,  including  all  other  counties  in  the  state. 
The  commission  in  each  case  is  to  consist  of  five  members,  to 
be  appointed  by  the  governor  by  and  with  the  advice  and  con- 
sent of  the  senate,  but  subject  to  removal  at  the  will  of  the 
governor.  The  term  of  office  is  to  be  five  years.  The  juris- 
diction of  the  commission  for  the  first  district  is  to  be 
(1)  over  railroads  and  street  railroads  lyng  exclusively  within 
that  district;  (2)  over  street  railroads,  a  portion  of  whose 
lines  lie  within  that  district,  except  that  the  commission  for 
the  second  district  shall  have  jurisdiction  over  such  portion 
of  the  lines  of  said  street  ralroads  as  lie  within  the  second 
district  so  far  as  concerns  the  construction,  maintenance, 
equipment,  terminal  facilities  and  local  transportation  facili- 
ties of  said  street  railroads  within  the  second  district;  (3) 
over  such  portion  of  the  lines  of  any  railroad  as  lie  within 
that  district,  so  far  as  concerns  the  construction,  maintenance 
of  equipment,  terminal  facilities  and  local  transportation  facili- 
ties within  the  district;  (5)  over  any  common  carrier  operat- 
ing or  doing  business  within  the  district;  and  (6)  over  the  manu- 
facture, sale  and  distribution  of  gas  and  electricity  for  light, 
heat  and  power  in  the  district.  Also  the  commission  in  the 
first  district  is  to  have  and  exercise  (7)  all  powers  hereto- 
fore conferred  upon  the  board  of  rapid  transit  commissioners. 

All  jurisdiction  under  the  act  that  is  not  specifically 
granted  to  the  commission  for  the  first  district  is  to  be  exer- 
cised by  the  commission  for  the  second  district;  the  jurisdic- 
tion of  the  commission  for  the  second  district  also  includes 
the  regulation  and  control  of  "interdistrict  commerce"  on  any 
railroad  other  than  a  street  railroad,  subject  to  grant  (4)  to 
the  other  commission. 

The  bill  provides  for  an  annual  salary  of  $10,000  for 
each  commissioner,  and  for  counsel  to  the  commission, 
and  for  a  salary  of  $6,000  to  the  secretary  of  the  commission. 
It  is  provided  that  in  all  investigations  or  hearings  the  com- 
mission or  a  commissioner  or  the  secretary  shall  not  be 
bound  by  the  technical  rules  of  evidence  and  that  no  person 
shall  be  excused  from  testifying  or  producing  books  or  papers 
on  the  ground  that  such  testifying  may  tend  to  incriminate 
or  subject  him  to  penalty  or  forfeiture. 

Article  II  of  the  proposed  bill  relates  especially  to  rail- 
roads, street  railroads  and  common  carriers,  and  in  defining 
the  scope  of  the  article  it  is  specified  that  the  provisions  of 
the  article  apply  (1)  to  the  transportation  of  oil  or  other 
commodity,  except  water  or  natural  or  artificial  gas,  by  means 
of  pipe  lines  or  other  means  of  transportation  from  one  point 
to  another  within  the  state  under  a  franchise  obtained  from 
the  state  or  any  subdivision  thereof,  and  (2)  to  the  trans- 
portation of  passengers,  freight  or  property  from  one  point  to 
another  within  the  state  and  to  any  common  carrier  per- 
forming such  service.  The  bill  gives  to  the  commission 
authority  over  the  class  of  service  and  facilities  for  the  trans- 
portation of  passengers,  freight  and  property,  all  charges 
made  or  demanded  by  such  corporation,  switch  and  sidetrack 
connections  and  the  determination  of  what  switch  and  side- 
track connections  may  be  considered  necessary,  the  publica- 
tion of  schedules  showing  rates  and  charges,  following  in 
this  respect  largely  the  terms  of  the  act  of  congress  approved 
on  June  29,  1906.  The  bill  requires  that  no  changes  in  rates 
or  charges  be  made  except  upon  30  days'  notice  to  the  com- 
mission and  publication  for  30  days,  the  establishment  of 
joint  or  through  rates  for  the  transportation  of  passengers, 


April  6.  1907. 


ELECTRIC    RAILWAY    REVIEW 


401 


freight  or  property  and  that  every  carrier  shall  file  with  the 
commission  sworn  statements  of  every  contract  with  any 
other  common  carrier  relating  in  any  way  to  such  transporta- 
tion. Provisions  similar  to  those  of  the  interstate  commerce 
act  relating  to  discrimination  are  also  included  in  the  bill, 
The  provisions  in  relation  to  the  issuance  of  passes  pre- 
scribe that  no  pass  shall  be  issued  for  free  transportation 
except  that  passes  may  be  issued  to  any  officer  of  the  state 
or  any  division  thereof  to  whom  a  provision  of  statute  directs 
such  issuance,  to  a  necessary  care-taker  of  live  stock,  poultry, 
etc..  during  its  transportation,  to  a  person  actually  an  officer, 
attorney,  agent  or  employe  of  the  company  issuing  the  trans- 
portation and  to  various  other  classes  of  people,  such  as 
employes  of  express,  sleeping  car,  news  companies  or  those 
engaged  in  the  United  States  mail,  customs  or  immigration 
service  and  to  the  military  forces  of  the  state  or  of  the 
United  States. 

Under  the  head  of  distribution  of  cars  the  bill  provides 
that  every  common  carrier  shall  furnish  to  all  persons  and 
corporations  that  may  apply  therefor,  suitable  cars  for  the 
transportation  of  freight  and  shall  have  sufficient  cars  and 
motive  power  to  meet  all  requirements.  The  commission  also 
is  given  power  to  make  reasonable  regulations  for  furnishing 
and  distributing  freight  cars  to  shippers,  for  switching,  load- 
ing, unloading,  etc.  In  the  case  of  any  franchise  to  be  exer- 
cised in  both  districts  the  approval  of  both  commissions  shall 
be  required.  No  franchise  nor  any  right  under  any  franchise 
in  reference  to  a  railroad  or  street  railroad  shall  be  assigned 
or  leased,  nor  is  any  agreement  with  reference  to  such  fran- 
chise valid  unless  approved  by  the  proper  commission.  The 
bill  says  further: 

"No  railroad  corporation  or  street  railroad  corporation, 
domestic  or  foreign,  shall  hereafter  purchase  or  acquire,  take 
or  hold,  any  part  of  the  capital  stocK  of  any  railroad  corpora- 
tion or  street  railroad  corporation  organized  or  existing  under 
or  by  virtue  of  the  laws  of  this  state,  unless  authorized  to  do 
so  by  the  commission  empowered  by  this  act  to  give  such 
consent;  and  save  where  stock  shall  be  transferred  or  held 
for  the  purpose  of  collateral  security  only  with  the  consent 
of  the  commission  empowered  by  this  act  to  give  such  consent, 
no  stock  corporation  of  any  description,  domestic  or  foreign, 
shall  purchase  or  acquire,  take  or  hold,  more  than  10  per- 
centum  of  the  total  capital  stock  issued  by  any  railroad  cor- 
poration or  street  railroad  corporation  organized  or  existing 
under  or  by  virtue  of  the  laws  of  this  state.  Nothing  herein 
contained  shall  be  construed  to  prevent  the  holding  of  stock 
heretofore  lawfully  acquired.  Every  contract,  assignment, 
transfer  or  agreement  for  transfer  of  any  stock  by  or  through 
any  person  or  corporation  to  any  corporation,  in  violation  of 
any  provision  of  this  act,  shall  be  void  and  of  no  effect,  and 
no  such  transfer  or  assignment  shall  be  made  upon  the  books 
of  any  such  railroad  corporation  or  street  railroad  corporation, 
or  shall  be  recognized  as  effective  for  any  purpose.  The 
power  conferred  by  this  section  to  approve  or  disapprove  a 
transaction  relating  to  franchises,  rights  or  stock  of  any 
railroad  corporation  or  street  railroad  corporation,  shall  be 
exercised  by  the  commission  which  is  authorized  by  this  act 
to  approve  the  issue  of  stock  by  such  railroad  corporation  or 
street  railroad  corporation." 

Article  III  further  defines  the  power  of  the  commissions 
in  respect  to  common  carriers  relative  to  the  power  of  the 
commission  to  examine  into  the  capitalization,  franchises,  the 
manner  in  which  the  lines  controlled  or  operated  are  managed, 
not  only  with  respect  to  the  adequacy,  security  and  accom- 
modation afforded  by  their  service,  but  also  with  respect  to 
their  compliance  with  all  provisions  of  the  law.  Each  com- 
mission is  required  to  prescribe  the  form  of  annual  reports 
of  the  common  carriers  and  may  require  such  corporations 
to  file  monthly  reports  of  earnings  and  expenses.  Failure  to 
provide  any  such  report  within  30  days  from  the  time  required 
will  subject  the  corporation  to  forfeit  to  the  state  the  sum 
of  $100  for  each  day  it  is  in  default.  Any  corporation  operat- 
ing a  line  of  railroad  partly  within  the  second  district  and 
partly  within  the  first  district  shall  report  to  the  commission 
for  the  second  district,  but  the  commission  for  the  first  district 
may  upon  reasonable  notice  require  a  special  report.  Simi- 
larly a  street  railroad  corporation  operating  a  line  partly 
within  the  first  district  and  partly  within  the  second  shall 
report  to  the  commission  for  the  first  district,  but  the  com- 
mission for  the  second  district  may  require  a  special  report. 

Power  Is  given  to  the  commission  to  investigate  the  cause 
of  accidents  on  any  railroad  or  street  railroad  and  every  such 
corporation  is  required  to  give  immediate  notice  by  telephone 
or  telegram  and  letter  ix>  the  commission  of  every  accident 
happening  upon  its  lines.  Complaint  may  be  made  to  the 
proper  commission  by  anj  person  or  corporation  in  regard 
to  any  act  done  or  omitted  to  be  done  and  upon  investigation 
the  commission  shall  take  such  action  as  it  deems  proper. 
The  commissions  are  empowered  to  order  repairs  or  changes 
to  any  tracks,  switches,  terminal  facilities    motive  powei    oi 


any  other  property  or  device  used.  Changes  may  be  made  in 
time  schedules  or  the  running  of  additional  cars  or  trains 
required.  Each  commission  is  empowered  to  make  rules  and 
regulations  concerning  the  number  and  efficiency  of  employes 
and  may  prescribe  tests  to  establish  the  competency  of  such 
employes.  They  may  require  the  establishment  of  a  uniform 
system  of  accounts  to  be  used  by  railroad  and  street  railroad 
corporations  or  other  common  carriers  and  when  such  forms 
have  been  prescribed  it  shall  be  unlawful  for  them  to  keep 
any  other  accounts,  records  or  memoranda.  The  penalty  for 
failure  to  comply  with  any  order  made  by  the  commission  is 
a  forfeit  of  $5,000  for  every  offense  and  every  day's  continu- 
ance of  such  violation  is  considered  a  separate  and  distinct 
offense.  Every  officer,  agent  or  employe  of  any  common 
carrier  who  violates  the  orders  of  the  commission  shall  be 
guilty  of  misdemeanor.  Similar  regulations  and  penalties  ap- 
ply to  corporations  other  than  common  carriers. 

Article  IV  of  the  bill  relates  to  the  powers  of  the  com- 
missions in  respect  to  the  manufacture  and  furnishing  of  gas 
for  light,  heat  or  power,  including  natural  gas,  and  the  genera- 
tion, furnishing  and  transmission  of  electricity  for  light,  heat 
or  power.  Under  this  head  they  are  given  authority  to 
investigate  and  ascertain  the  quality  of  gas,  the  standard 
of  iluminating  power,  the  purity  of  gas  and  the  efficiency 
of  electric  lights,  to  appoint  inspectors  of  gas  and  electric 
meters,  etc. 

Article  V  provides  for  the  abolition  of  the  existing  boards 
as  above  referred  to.  the  abolition  of  the  offices  of  inspectors 
of  gas  meters,  for  the  repeal  of  certain  acts  and  parts  of  acts 
in  conflict  with  the  present  proposed  act  and  for  the  appro- 
priation of  $150,000  for  the  use  of  the  commission  of  the 
second  district  under  the  terms  of  the  act. 

Suggested    Amendments. 

At  a  hearing  upon  the  bill  held  in  Albany  on  March  27 
a  large  number  of  railroad  and  other  corporations  were  repre- 
sented. Among  these  were  the  Pennsylvania,  New  York  Cen- 
tral, Erie  and  Baltimore  &  Ohio  railroads,  Adams  Express 
Company,  Brooklyn  Rapid  Transit  Company,  Brooklyn  Union 
Gas  Company  and  Richmond  Light  &  Power  Company.  In 
favor  of  the  bill  appeared  representatives  of  various  political 
clubs  and  citizens'  unions  from  various  cities  in  the  state. 
Various  objections  have  been  urged  to  the  bill — in  general, 
that  the  act  would  be  more  stringent  than  the  federal  inter- 
state commerce  act — and  attention  was  particularly  directed 
to  the  following  points  upon  which  amendments  were  de- 
sired: 

A  judicial  review  of  all  actions  of  the  proposed  public 
service  commissions,  both  as  to  facts  which  may  be  in  dispute 
and  as  to  the  law  involved. 

The  appointment  of  high-class  men  at  a  larger  salary  than 
that  proposed  in  the  measure. 

The  independence  of  the  commissions  of  the  political 
powers  to  be  insured  by  taking  from  the  governor  the  power 
of  absolute  dismissal. 

Omission  of  the  clause  in  the  present  bill  that  would  pro- 
hibit traction  companies  from  acquiring  the  stock  of  other 
traction  corporations  to  the  extent  that  would  render  a 
merger  possible. 

Omission  of  that  portion  which  would  give  the  proposed 
commissions  absolute  control  in  the  matter  of  capitalization 
and  stock  issues  by  public  service  corporations. 

A  general  toning  down  of  those  portions  of  the  proposed 
law  dealing  with  the  financial  supervision  of  the  traction  com- 
panies, as  well  as  with  the  supervision  of  their  operating 
methods,  schedules,  and  rates. 

One  of  the  principal  arguments  made  in  favor  of  amending 
the  bill  was  that  by  Paul  D.  Cravath,  representing  the  Inter- 
borough  Rapid  Transit  Company.  Mr.  Cravath  said  that  any 
amendments  which  his  principal  had  to  suggest  were  not  in- 
tended to  defeat  any  purposes  which  the  framers  of  the  bill 
have  in  view.  On  the  contrary,  they  welcomed  legislative  ac- 
tion, conferring  upon  proper  public  authorities  power  to  deal 
with  the  difficult  problem  of  providing  adequate  traffic  facili- 
ties for  the  city  of  New  York.  He  said  that  the  corporations 
had  quite  as  much  to  gain  as  the  public  from  intelligent 
supervision.  It  was  useless,  he  said,  to  ignore  the  fact  that 
traffic  conditions  in  Greater  New  York  are  unsatisfactory  to 
all  concerned  and  that  for  some  time  they  have  been  grow- 
ing worse  instead  of  better.  He  said  that  the  new  com- 
mission would  not  accomplish  its  purpose  if  its  power  was 
given  only  to  restrict  the  public  service  corporations,  and 
that  the  most  serious  difficulties  in   providing  for  the  traffic 


4G2 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  14. 


requirements  of  New  York  were  in  the  limitations  which 
laws  of  recent  years  had  imposed  upon  the  public  authorities 
and  the  dangers  which  attend  the  investment  of  capital  in 
public  enterprises  under  these  conditions.  The  last  thing 
which  the  commission  should  do  was  to  hamper  corporations 
so  that  they  would  be  unable  to  do  their  share  toward  bring- 
ing the  needed  relief.  He  said  it  was  impossible  for  these 
corporations  to  increase  their  facilities,  buy  new  equipment 
and  improve  the  service  upon  existing  lines,  much  less  build 
new  lines,  without  additional  capital.  They  could  not  raise 
additional  capital  without  issuing  new  securities  and  offering 
the  investors  a  fair  chance  of  return.  Under  this  bill  he 
said  the  principal  company  engaged  in  transportation  in  the 
city  of  New  York  would  be  tied  hand  and  foot.  It  could  not 
acquire  the  balance  of  the  stock  of  the  corporations,  a  majority 
of  which  it  already  controls.  It  could  not  buy  or  guarantee 
further  issues  of  the  stocks  and  bonds  of  these  corporations. 
It  could  not  acquire  the  stocks  and  bonds  of  other  corpora- 
tions which  it  might  be  necessary  to  organize  to  operate  con- 
necting lines  or  extensions. 

Mayor  McClellan  of  New  York  endorsed  the  general 
policy  involved,  but  condemned  the  provision  for  the  metro- 
politan commission  on  the  ground  that  the  power  was  entirely 
in  the  hands  of  the  governor  of  the  state  to  appoint  the  com- 
mission, while  the  city  would  be  compelled  to  bear  the  entire 
expenses.  He  thought  the  power  of  appointment  should  be 
with  the  mayor.  Although  the  city  of  New  York  would  be 
forced  to  pay  all  the  expenses  of  the  commission  for  the  first 
district  out  of  its  own  funds,  it  would  also  be  compelled  to 
contribute  heavily  toward  the  expenses  of  the  commission  of 
the  second  district.  He  could  hardly  imagine  a  more  vicious 
example  of  double  taxation.  The  passage  of  the  bill  would 
negative  the  work  done  by  the  rapid  transit  commission, 
under  which  a  successful  system  of  rapid  transit  has  been 
inaugurated  and  is  now  in  operation  and  the  commissioners 
would  be  supplanted  by  officers  over  whom  the  city  has  no 
control. 

In  defense  of  the  bill  in  an  address  made  at  Utica  on 
April  1,  Governor  Hughes  explained  that  federal  regulation 
is  not  a  substitute  for  state  regulation  and  that  where  con- 
gress has  complete  authority  over  interstate  commerce  the 
state  cannot  interfere  with  the  exercise  of  its  powers  and 
that  on  the  other  hand  over  local  and  domestic  commerce  con- 
gress has  no  power  to  exert  control.  It  is  proper  that  the 
state  in  the  exercise  of  its  authority  should  take  account  of 
the  wise  legislation  of  congress,  but  that  any  state  which 
should  set  a  high  standard  in  its  legislative  supervision  would 
contribute  powerfully  toward  similar  action  in  other  jurisdic- 
tions and  to  the  establishment  throughout  the  country  of 
proper  administrative  standards.  He  then  answered  the  ques- 
tion why  there  should  be  a  public  service  commission  by  the 
explanation  that  every  power  that  a  corporation  has  is  derived 
from  the  legislature  which  creates  it.  The  corporation  is  con- 
stantly subject  to  legislative  control  and  questions  calling  for 
investigations  must  be  examined  and  a  suitable  flexibility  of 
action  be  provided.  The  legislatures  are  in  session  but  a 
portion  of  the  year  and  must  have  some  agent  in  whose  hands 
such  powers  may  be  placed.  The  function  of  such  a  commis- 
sion is  administrative. 

In  answer  to  some  of  the  objections  previously  referred 
to,  relating  to  the  broad  powers  granted  to  the  commissions 
and  referring  to  their  relation  to  the  courts,  Governor  Hughes 
said: 

It  has  been  urged  that  the  granting  of  such  broad  powers 
is  incompatible  with  the  maintenance  of  the  freedom  of  man- 
agement said  to  be  incident  to  the  property  rights  of  the  cor- 
porations. Such  an  objection  has  a  certain  plausibility,  but 
will  not  stand  critical  examination.  The  legislature,  in  safe- 
guarding the  public  interest,  has  the  power  to  require  such 
equipment  and  facilities,  and  such  manner  of  operations,  as 
will  secure  good  service.  It  will  hardly  be  claimed  that  the 
existence  of  this  power  is  inconsistent  with  property  rights. 
The  property  of  a  public  service  corporation  has  been  acquired 
subject  to  this  power.  And  the  power  conferred  upon  the  com- 
mission is  conferred  for  the  purpose  of  securing  the  perform- 


ance of  obligations  to  which  the  right  of  property  is  subordi- 
nate. 

Another  question  is,  What  is  the  relation  of  the  courts  to 
such  a  commission?  As  has  been  said,  the  commission  is  an 
administrative  body.  It  wouid  not  be  proper  for  the  legislature 
to  confer  these  powers  upon  the  appellate  division  of  the 
supreme  court.  It  is  not  in  accordance  with  the  theory  of  our 
government  that  an  attempt  should  be  made  to  convert  the 
court  into  an  administrative  board.  It  is  not  the  proper  func- 
tion of  the  courts  to  fix  rates  or  to  make  orders  as  to  the 
facilities  which  should  be  supplied  or  the  safety  appliances 
which  should  be  used.  This  is  the  function  of  the  legislature, 
or  of  the  administrative  board  which  it  may  create  to  aid  in 
securing  the  performance  of  the  duties  it  has  imposed.  It 
would  be  most  unfortunate  if,  with  the  necessary  extension  of 
state  supervision  of  public  service,  our  courts  should  have  cast 
upon  them  such  burdens  of  administration. 

The  power  of  the  legislature  and  of  the  commission  it 
creates  is  not,  however,  without  limits.  And  where  the  legis- 
lature goes  beyond  its  constitutional  powers,  or  where  the 
administrative  board  exceeds  its  authority  or  passes  its  con- 
stitutional limits,  the  matter  falls  within  the  jurisdiction  of 
the  courts,  who  will  declare  such  action  null  and  void  and  pre- 
vent any  attempt  to  enforce  the  provisions  of  the  obnoxious 
statute  or  order. 

Both  the  state  and  federal  constitutions  prohibit  the  de- 
priving of  any  person  of  property  without  due  process  of  law, 
and  the  taking  of  private  property  for  public  use  without  just 
compensation.  Nor  can  a  state  deny  to  any  person  within 
its  jurisdiction  the  equal  protection  of  the  laws.  Neither  the 
legislature  nor  the  commission  can  escape  these  salutary 
checks  upon  their  authority.  So  that  if  it  be  claimed  that  the 
action  of  the  legislature  or  of  a  commission  in  fixing  a  rate 
operates  as  such  a  deprivation  of  property,  a  judicial  question 
is  presented  and  the  courts  will  take  jurisdiction  and  deter- 
mine that  question. 

It  thus  appears  that  there  is  of  necessity  a  court  review 
where  such  questions  are  presented.  This  court  review  the 
legislature  cannot  curtail. 

To  provide  a  right  of  appeal  to  the  courts  from  every  order 
of  the  commission  not  only  invites  delay  and  an  unnecessary 
multiplicity  of  proceedings,  but  has  for  its  object  the  substi- 
tution of  the  judgment  of  the  court  for  the  action  of  the  com- 
mission. 

What  is  needed  is  a  commission  of  dignity,  of  force,  of 
ability,  representing  the  best  intelligence  of  the  state  available 
for  the  purpose  and  proceeding  in  a  responsible  manner.  It 
should  have  such  an  equipment  and  such  technical  assistance 
as  will  enable  it  to  deal  with  the  matters  before  it  thoroughly 
and  expertly.  With  the  highest  respect  for  the  courts,  I  be- 
lieve that  such  a  commission  can  best  deal  with  the  matters 
which  properly  fall  within  its  province,  and  we  may  be  sure, 
as  has  already  been  stated,  that  in  cases  where  any  doubt 
can  exist  as  to  whether  there  is  an  invasion  of  property 
rights  or  whether  the  matter  does  not  lie  within  the  province 
of  the  commission,  the  courts  will  be  called  upon  to  exercise 
their  admitted  jurisdiction. 

The  power  to  issue  stock  and  bonds  and  to  invest  in  the 
securities  of  other  corporations  is  a  power  derived  from  the 
legislature  and  subject  to  such  conditions  as  it  may  impose. 
No  consolidation  or  merger  of  interests  can  take  place  except 
pursuant  to  legislative  authority.  Evils  that  have  resulted 
from  an  abuse  of  the  freedom  which  has  been  enjoyed  under 
our  corporate  laws  are  patent  to  all.  It  is  not  simply  or  pri- 
marily the  question  of  protection  to  the  investor.  The  para- 
mount demand  is  that  through  the  improper  issue  of  securities 
there  shall  not  be  provided  a  motive  for  crippling  the  public 
service  or  a  basis  for  demanding  extortionate  returns.  The 
power  of  the  state  should  be  exercised  to  compel  respect  for 
the  public  interest. 

A  further  hearing  upon  the  bill  was  had  on  April  3,  ,in 
which  special  attention  was  given  to  lighting  interests. 


Protective    Device   for    New   York   Subway. 


According  to  a  London  newspaper  dispatch  from  Vienna, 
plans  have  for  some  time  past  been  under  consideration  for 
the  future  introduction  of  electric  traction  for  the  Alpine 
railways.  For  the  section  of  line  on  the  Aalberg  Railway 
between  Innsbruck  and  Bregenz,  two  large  hydraulic  powers 
have  been  acquired  on  the  Ache  in  the  Oetztal  and  on  the 
River  Inn.  at  Landeck,  of  which  the  first  will  probably  be 
selected  for  operation.  In  addition  to  this,  supplementary 
power  may  possibly  be  obtained  in  the  Vorarlberg  district. 
In  the  northern  districts  of  the  Alps  many  sources  of  water 
power  are  being  surveyed  for  the  above  purposes. 


April  6,  1907. 


ELECTRIC    RAILWAY    REVIEW 


m:: 


THE  MARION   BLUFFTON  &  EASTERN   RAILWAY. 


The  railway  recently  completed  by  the  Marion  Bluffton 
&  Eastern  Traction  Company  is  an  important  line  among  the 
many  important  interurban  roads  that  are  operating  in  the 
north  central  part  of  Indiana.  This  line  is  31.57  miles  in 
length  and  reaches,  besides  the  terminal  cities  of  Marion  and 
Bluffton.  the  towns  of  Liberty  Center,  Warren.  Van  Buren  and 


rU^ 


Marion    Bluffton   &    Eastern   Traction   Company — Map   of   Route. 

Landessville.     The  population  served  for  each  mile  of  track 
is  1,820. 

At  Marion,  the  western  terminus,  connection  is  made  with 
the  north  and  south  lines  of  the  Indiana  Union  Traction  Com- 
pany and  with  the  line  of  the  Kokomo  Marion  &  Western 
Traction  Company,  which  extends  west  from  Marion  to  Ko- 
komo, Ind.  At  Bluffton,  the  eastern  terminus,  connection  is 
made  with  the  Bluffton  branch  of  the  Ft.  Wayne  &  Wabash 


Marlon    Bluffton    &    Eastern    Traction    Company- 
Near    Warren,    Ind. 


Six-Mile    Tangent 


Valley  Traction  Company  and  with  the  old  Muncie  Hartford 
&  Ft.  Wayne  Railway,  which  is  now  leased  by  the  Indiana 
Union  Traction  Company.  Between  the  terminals  the  line 
parallels  the  Toledo  St.  Louis  &   Western,  a  steam   railwaj 


The  electric  line  is  operated  on  a  2-cent  mileage  basis  and 
charges  for  the  ride  between  Marion  and  Bluffton  60  cents  for 
a  ticket  one  way  or  $1.05  for  a  round-trip  ticket. 

It  is  expected  to  derive  a  large  business  during  the  sum- 
mer months  from  the  traffic  between  Marion  and  Goldthwait 
Park,  located  on  the  line  of  the  Marion  Bluffton  &  Eastern 


Marion   Bluffton  &  Eastern  Traction  Company — Culvert  in   Fill   Near 
Marion,    Ind. 

about  1  mile  from  Marion  and  near  the  Mississenawa  river. 
This  is  a  large  new  park  to  be  opened  for  the  first  time  this 
year,  containing  34  acres  of  ground  especially  suited  for  park 
purposes.  The  park  will  contain  an  especially  complete 
"White  City,"  provided  with  all  the  usual  amusement  resort 
features.  The  railway  company  has  signed  a  contract  with 
the  park  management  agreeing  to  furnish  a  15-minute  serv- 
ice between  Marion  and  the  park  from  June  15  to  September 
15.  Round-trip  tickets,  including  admission  to  the  park,  will 
be  sold  for  10  cents. 

The  officials  of  the  Marion  Bluffton  &  Eastern  Traction 


Marion    Bluffton    &    Eastern    Traction    Company — Culvert    Between 
Warren    and    Van    Buren,    Ind.,   with    Square   Top. 

Company  gave  particular  attention  to  the  substantial  construc- 
tion of  track  and  roadway  in  order  that  they  might  operate 
cars  at  a  high  rate  of  speed.  The  cars  are  now  operated  on 
an  hourly  schedule  and  the  running  time  between  terminals 
is  1  hour  and  20  minutes.  As  soon  as  the  tracks  have  set- 
tled and  the  final  work  is  done  on  the  roadbed,  the  running 
time  will  be  reduced  10  or  15  minutes. 

Track  and   Roadway. 
The   track   is   built   on    private   right   of   way   40   feet   in 
width,  with  a  maximum  grade  outside  of  the  lowns  ol    I 


4 1 ,4 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  No.  14. 


cent.  Then-  is  one  sliort-radius  curve  in  the  track  at  Warren 
where  the  road  enters  the  bridge  across  the  Salimonia  river; 
but.  wiili  this  exception,  long-radius  curves  prevail.  In  the 
31  miles  of  track  there  are  two  6-mile  and  two  5-mile  tangents. 
In  order  to  retain  the  low  grades  and  long  radius  curves 
it  was  necessary,  during  construction,  to  make  extensive  cuts 


Power. 
The  power  for  operating  the  line  is  rented  from  the 
.Marion  Heat  &  Light  Company.  Sixty-cycle,  3-phase  current 
is  carried  on  No.  4  copper  cables  at  a  line  pressure  of  22,000 
volts  from  the  power  house  at  Marion  to  the  substations  at 
Van  Buren  and  Liberty  Center.  In  providing  60-cycle  current 
instead  of  25-cycle  current  the  company   has   departed   from 


Marion     Bluffton    &     Eastern    Traction    Company — Underground 
Passage   Near   Marion,   Ind. 

and  fills  at  several  points  on  the  line.     Just  east  of  Marion  the 
largest  fill  and  the  largest  cut,  20  feet  each,  were  made. 

The  railway  has  three  steel  bridges  of  the  deck-plate 
girder  type.  They  span  the  Mississenewa  and  the  Salimonia 
rivers  and  Rock  creek.  The  bridge  abutments  are  of  concrete 
construction.  There  are  several  concrete  waterways  and  cat- 
tle-passes, which  are  substantially  built.  The  bridges  were 
erected  by  the  Indiana  Bridge  Company.  The  track  and  road- 
way were  built  under  contract  by  the  Moore-Mansfield  Con- 
struction  Company  of  Indianapolis.     The  engineers  were  the 


Marion    Bluffton   &    Eastern   Traction   Company — Liberty   Center 
Substation. 

the  prevailing  custom  in  railway  operation.  This  was  done 
because  the  company  expects  to  secure  a  large  lighting  busi- 
ness in  the  towns  through  which  the  lines  pass. 

The  transmission  lines  are  supported  on  Western  Elec- 
tric triple-petticoat  porcelain  insulators  spaced  2Y2  feet  apart 
on  a  single  9-foot  cross  arm  located  at  the  top  of  the  poles. 
The  pole  line  is  composed  of  40-foot  Idaho  cedar  poles.  A 
copper  feeder  250,000  circular  mils  in  cross  section,  which  is 
tapped  into  the  trolley  every  1,300  feet,  runs  the  length  of 
the  road.     The  trolley  wire  is  No.   000  round  copper  and  is 


Marion   Bluffton   &   Eastern   Traction   Company — Bridge   Over    Mississenawa    River. 


Riggs  &   Sherman   Company   of  Toledo.  O..   who  were  repre- 
sented by  J.  S.  Worlej  - 

The  track  is  laid  with  standard  white  oak  ties,  70-pound 
steel  rails  in  33-foot  lengths.  4  and  6  bolt  splice  bars,  and  is 
bonded  with  the  Ohio  Brass  Company's  solder  bonds.  Two 
thousand  cubic  yards  of  gravel  per  mile  was  used  in  ballast- 
ing the  track 


supported  on   9-foot  tubular  brackets  at  a  height  of  20   feet 

above  the  rails.     The  overhead  work  was  built  by  C.  O.  Scott 

of  Kokomo,  Ind. 

Substations. 

The  Van  Buren  substation  is  located  10  miles  east  of 
Marion.  The  building  is  a  2-story  brick  structure  22  by  1"" 
feet.     A  space  55  feet  Ions  at  the  rear  of  the  building  is  used 


April  6,  1907, 


ELECTRIC    RAILWAY    REVIEW 


465 


for  the  substation  equipment  and  the  balance  of  the  ground 
floor  is  fitted  up  for  an  office  and  waiting  room.  The  second 
story  is  used  as  a  living  room  by  the  station  attendant.  The 
electrical  equipment  of  this  station  consists  of  two  300-kilo- 
watt.  60-cycle,  3-phase  Westinghouse  rotary  converters,  six 
inn-kilowatt.  22.000-400-volt,  oil-cooled  transformers,  and  a 
6-panel   switchboard   with  recording  and  other  necessary  in- 


Marion   Bluffton   &   Eastern   Traction   Company — Combination   Car. 

struments.  In  addition  to  these  railway  units  there  will  be 
installed  for  lighting  purposes  in  Van  Buren  two  37Vi-kilowatt, 
60-cycle.  22. 000-2. 200-volt  transformers,  and  a  25-light  constant- 
current  arc  regulator,  with  two  additional  panels  to  the 
switchboard,  one  for  the  arc  light  line  and  the  other  for  com- 
mercial lighting. 

The  substation  at  Liberty  Center  is  built  of  concrete 
blocks.  The  equipment  is  identical  with  that  provided  for 
the  Van   Buren   station.     The  high-tension  wires  are  carried 


are  provided  under  each  of  the  four  tracks  entering  the  build- 
ing. The  superstructure  of  the  building  is  of  brick  and  the 
roof  is  of  frame  construction. 

Equipment. 

The  car  equipment  consists  of  five  passenger  cars,  one 
work  car  and  one  express  car.  Four  of  the  passenger  cars 
are  of  the  combination  single-end  type  and  the  other  is  of  the 
two-compartment  interurban  type.  They  are  45  feet  in  length, 
weigh  about  30  tons  each,  are  mounted  on  Taylor  trucks  and 
are  equipped  with  four  Westinghouse  93-A  motors,  K-14  con- 
trollers, straight  air  brakes  and  have  steel-tired  wheels.  The 
cars  are  geared  to  run  50  miles  an  hour. 
Personnel. 

The  Marion  Bluffton  &  Eastern  Traction  Company  was 
organized  in  1905.  Four-fifths  of  the  stock  issued  is  owned 
by  residents  of  Bluffton.  The  officers  of  the  company  are: 
L.  C.  Davenport,  president;  R.  F.  Cummins,  secretary  and 
general  manager;  W.  A.  Kunkel,  treasurer.  The  board  of 
directors  is  composed  of  the  president,  the  secretary  and 
treasurer  and  H.  C.  Arnold,  C.  Max  Hofnian,  James  W.  Sale 
and  W.  W.  Edwards.  C.  W.  Clark  is  operating  superintendent 
and  electrical  engineer.  The  operating  office  is  located  at 
Bluffton. 


High-Speed    Electric    Line    in    Italy. 


Consul  James  E.  Dunning,  in  a  report  from  Milan,  says: 
"The  Mediterranean  Line,  one  of  the  two  trunk  systems 
of  steam  railway  in  Italy,  is  seriously  at  work  on  the  plans 
for  the  continuation  of  the  electric  road  now  running  from 
Milan  north  to  Varese  and  Porto  Ceresio,  about  50  miles,  to 
Laveno,  on  Lake  Maggiore,  via  Ponte  Tresa,  on  the  Lake  of 
Lugano.  At  Laveno  this  extension,  which  will  be  operated 
with  the  same  high-speed  express  electric  service  now  in 
use  between  Milan  and  Varese  and  Porto  Ceresio,  will  con- 
nect with  the  existing  steam  branch  to  points  north,  includ- 
ing Luino  and  Bellinzona  on  the  St.  Gothard  main  line;  while 
at  Ponte  Tresa  another  line,  now  projected,  will  start  direct 


Marion   Bluffton  &   Eastern  Traction  Company — Car  House,   Near    Bluffton,   Ind. 


direct    from   the  pole  line  through    12-inch   wall   insulators  to 
the  apparatus  Id  the  rotary  room. 

Car  House. 

The   ear    barns   are   located    just    west   of  the   city    limits 

ol   Bluffton.     The  main  building,  7n  by   125  feet  in   floor  area. 

[vided  Into  a  repair  shop,  2  1  feet  wide,  and  a  car  :;iorage 

The    machine    Shop,    in    which    the    lathes,    drills    and 

.is    needed    for   car    repairing   are    installed,    is    located 

at  the  rear  of  the  bay  set  aside  for  repair  work     Concrete  pits 


for  Lugano,  to  connect  there  with  the  main  line  over  the  St. 
Gothard  pass.  If  the  plan  goes  according  to  present  indi- 
cations, the  new  line — Milan,  Varese,  Ponte  Tresa-Lugano — 
will  be  in  operation  by  the  end  of  1908,  thus  affording  an- 
other direct  route  to  Lugano  and  tapping  the  richest  Indus- 
trial section  of  Lombardy." 


The  Knoxville  Railway  &   Light  C pany  is  now  equip- 
ping Its  cars  with  fenders  as  fast  as  the  work  can  be  done. 


n;i; 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  14. 


CLEVELAND    TRACTION    SITUATION. 


The  prospects  of  a  settlement  of  the  Cleveland  street 
railway  controversy  under  the  holding  company  plan,  by 
which  it  is  proposed  to  lease  the  Cleveland  Electric  Railway 
to  the  Municipal  Traction  Company  on  the  basis  of  an  agreed 
valuation  of  the  property,  have  not  brightened  materially 
during  the  past  week.  Since  President  Andrews  of  the  Cleve- 
land Electric  Railway  and  President  Du  Pont  of  the  Municipal 
Traction  Company  submitted  their  estimates  of  the  valuation 
of  the  property  to  the  city  council  on  March  25,  naming  $105 
and  $45.10  respectively  as  the  value  of  the  company's  shares, 
neither  side  has  been  willing  to  make  any  change  in  the 
method  of  computing  the  valuation,  and  both  have  charged 
each  other  with  bad  faith  in  conducting  the  negotiations. 
The  city  council  on  Tuesday  of  this  week  voted  to  fix  a  price 
of  $60  per  share  for  the  stock  and  the  matter  will  remain 
undecided  until  the  Cleveland  Electric  directors  have  voted 
on  that  proposition. 

At  the  public  meeting  of  the  city  council  on  March  30 
it  became  evident  that  Mr.  Andrews  and  Mr.  Du  Pont  were 
very  far  apart  in  their  ideas  as  to  the  valuation  of  the  Cleve- 
land electric  property,  and  that  they  could  not  agree  as  to  the 
methods  to  be  followed  in  determining  that  valuation.  Mr. 
Andrews  submitted  a  reply  to  Mr.  Du  Pont's  communication 
to  the  council  on  March  27,  in  which  he  explained  the  prin- 
ciples on  which  he  had  calculated  the  value  of  the  physical 
property  and  franchises,  saying  that  he  had  followed  the 
plan  laid  down  by  Mr.  Du  Pont  at  the  beginning  of  the  nego- 
tiations. He  charged  Mr.  Du  Pont  with  bad  faith  in  not 
having  followed  the  principles  agreed  upon.  He  said  that 
in  determining  the  value  of  the  physical  property  he  had 
followed  the  "Chicago  plan"  of  adding  to  the  cost  of  labor  and 
material  20  per  cent  for  the  legal  and  engineering  expenses 
incidental  to  construction,  whereas  Mr.  Du  Pont's  figures 
omitted  all  such  items.  He  said  that  in  computing  the  fran- 
chise values  he  had  estimated  the  value  of  the  outlying 
franchises  on  the  basis  of  average  earnings  per  mile  for  the 
entire  system.  Mr.  Du  Pont  had  estimated  franchise  values 
according  to  the  earnings  of  each  line  and  had  allowed  no 
value  for  the  outlying  franchises  after  the  franchises  on  the 
more  central  connecting  lines  had  expired. 

Mr.  Andrews  also  submitted  in  writing  answers  to  a 
list  of  16  questions  propounded  by  City  Solicitor  Baker  at  the 
meeting  on  March  27,  in  which  he  explained  in  detail  many 
of  the  principles  on  which  the  valuation  was  based.  The 
remainder  of  the  meeting  was  principally  taken  up  by  a  debate 
between  Mayor  Johnson,  City  Solicitor  Baker  and  Presidents 
Andrews  and  Du  Pont  in  regard  to  the  methods  used  in  fixing 
the  valuation.  The  mayor  asked  Mr.  Andrews  to  set  a  price 
on  the  property,  but  Mr.  Andrews  declined,  saying  that  he 
had  supposed  that  they  were  going  to  determine  the  real 
valuation  of  the  property,  instead  of  attempting  to  name  an 
arbitrary  price.  The  mayor  then  wished  to  inform  the  council 
as  to  the  data  used  in  calculating  the  valuation  in  order  that 
it  might  set  a  price,  but  Mr.  Andrews  objected  to  having  the 
data  made  public  as  they  had  been  given  to  Mr.  Du  Pont  in 
confidence. 

At  the  mayor's  suggestion  it  was  then  decided  that  the  spe- 
cial committee  of  five  appointed  on  March  27  to  formulate  a 
plan  of  arbitration  meet  on  Monday  afternoon  to  agree  upon  a 
price  which  could  be  recommended  for  the  Cleveland  Electric 
stock  on  the  holding  plan  basis. 

The  committee  met  in  secret  sessions  on  Monday  and 
Tuesday,  April  1  and  2,  and  at  a  public  meeting  of  the  council 
on  Tuesday  morning  submitted  a  report.  The  committee 
recommended  a  price  of  $60  a  share  for  the  stock,  to  be  re- 
deemable at  a  10  per  cent  increase,  interest  to  be  paid  at  the 
rate  of  3  per  cent  for  the  first  year,  4  per  cnt  for  the  second 
year,  5  per  cent  for  the  third  year  and  6  per  cent  thereafter; 
that  the  company  must  accept  the  offer  by  May  1  or  lose  two 
points  monthly  on  the  valuation  thereafter  until  the  date  of 
acceptance;   that  a  security  franchise  be  given  to  the  Cleve- 


land Electric  Company,  based  on  seven  tickets  for  a  quarter. 
The  council  adopted  the  report  by  a  vote  of  30  to  1. 

Mr.  Andrews  then  said  that  he  wished  to  submit  the 
proposition  to  his  directors  at  once  and  asked  if  the  holding 
company  would  guarantee  a  3-cent  fare  within  the  city  limits 
and  a  5-cent  fare  outside,  with  a  provision  for  the  reversion 
of  the  franchise  to  the  Cleveland  Electric  Company  in  case 
of  failure.  Mayor  Johnson  said  he  would  make  no  such  guar- 
antees to  the  old  company,  but  that  any  contract  as  to  rate 
of  fare  would  be  between  the  city  and  the  holding  company. 
He  said  that  he  was  willing  to  submit  both  the  committee's 
proposition  and  the  Cleveland  Electric  Company's  original 
proposition  to  a  vote  of  the  people. 

Mr.  Andrews  then  agreed  to  submit  the  new  proposition 
to  the  directors  as  soon  as  possible  and  promised  to  inform 
the  mayor  as  soon  as  he  was  ready  to  give  an  answer. 


TRAMWAYS   IN    FRANCE. 


Consul-General  R.  P.  Skinner  forwards  the  following  re- 
port on  the  electrical  transit  system  of  Marseille: 

When  the  city  of  Marseille  contracted  with  the  Com- 
pagnie  Generale  Fram.-aise  de  Tramways,  for  the  construction 
of  a  complete  electrical  transit  system,  the  terms  of  the  con- 
cession attracted  wide  attention,  as  they  provided  for:  First, 
2-cent  fares  (10  centimes);  second,  an  annual  minimum  pay- 
ment to  the  city  of  $19,300  plus  1  per  cent  of  the  annual  re- 
ceipts when  such  receipts  should  exceed  $1,930,000,  this  per- 
centage to  increase  with  each  $1,000,000  of  additional  receipts 
until  the  total  receipts  would  amount  to  $2,316,000,  at  which 
time  the  city's  share  should  remain  stationary  at  3  per  cent; 
third,  reversion  to  the  state  of  all  rights  and  full  proprietor- 
ship as  to  tracks,  wires,  and  other  material  occupying  the 
public  thoroughfares,  at  the  expiration  of  the  concessionary 
period  of  50  years. 

The  company  possesses  similar  concessions  at  Marseille, 
Nancy,  Havre,  Orleans  and  Tunis,  but  the  Marseille  system 
is  by  far  the  most  important.  The  company,  which  was  capi- 
talized at  $4,825,000  in  1891,  has  now  increased  its  capital  to 
$8,106,000,  divided  into  84,000  shares  of  $96.50  each,  and  has 
also  issued  $6,967,300  in  4  per  cent  bonds  and  $205,641  in  3 
per  cent  bonds.  The  4  per  cent  bonds  are  now  worth  in  the 
open  market  $95.44  and  the  3  per  cent  bonds  $81.44.  The 
shares  have  paid  interest  regularly  for  the  past  seven  years 
as  follows:  1900,  $3.86;  1901,  $4.34;  1902,  $4.34;  1903,  $4.82; 
1904,  $5.31;  1905,  $5.31,  and  1906,  $5.31.  There  is  now  some 
talk  of  a  $5.79  dividend  for  1907,  but  this  is  hardly  likely. 
The  shares  are  now  quoted  in  the  open  market  at  $123.52, 
which  shows  that  the  enterprise  has  been  entirely  satisfac- 
tory from  the  investors'  point  of  view. 

The  results  to  the  public  have  been  these:  The  city  en- 
joys the  use  of  a  street  railway  system  which  is  probably  as 
coi  lplete  as  any  in  Europe.  The  rolling  stock  is  by  no 
means  as  elegant  as  in  many  American  cities,  but  the  cars 
ate  substantially  constructed  and  answer  all  practical  pur- 
poses. The  tracks  reach  out  in  every  direction  and  converge 
into  the  heart  of  the  business  district.  While  no  transfers 
are  allowed,  the  fares  are  uniformly  two  cents,  with  the  ex- 
ception of  one  circular  excursion  route  along  the  sea  front, 
upon  which  three  cents  is  collected.  Very  general  use  is 
made  of  the  service,  and,  owing  to  the  low  fares,  cars  are 
taken  for  distances  so  short  that  otherwise  they  would  be 
covered  on  foot.  Electricity  replaced  horse  cars  and  omni- 
buses in  1900,  but  the  new  system  was  not  completed  until 
1902.  I  supply  below  a  table  of  statistics  showing  the  exact 
situation  since  1900,  when  the  2-cent  service  was  partially 
inaugurated: 

Length 

of  lines    Number 

in'exploi-  of  em-       Mileage  Number  of        Gross 

i,;u                  tation.     ployes.       traveled.         passengers.       receipts, 
L900    *44.9S         2,196         5,845,152  42,243,060         $    876,055 

1901    *50.39         2,125         6,730,243  48,581,585  1,019,539 

1902    '62.91         2,047         7,875,289  61,180,191  1,240,995 

1903    *64.70         1,763         8,387,623  64,605,692  1,317,S69 

1904    *65.56         2,170         9,309,421  70,782,479  1,430,959 

1905    »73.00         2,400       10,664,306  77,176,908  1,550,183 

L906    »76.56         2,400       12,016,661  SS,943,150  1,781,994 

♦Miles. 


April  6,  1907 


ELECTRIC    RAILWAY    REVIEW 


467 


PIPING    AND    POWER    STATION    SYSTEMS.— XXXVI. 


BY    W.    h.    MORRIS,    M.    E. 


/?/#/MET. 


Though  this  saving  is  conspicuous  in  the  larger  sizes, 
it  is  doubtful  whether  there  are  any  advantages  attending  the 
use  of  dry  vacuum  pumps  on  condensers  smaller  than  16 
inch  diameter  of  exhaust.  The  service  to  which  this  class 
of  machinery  is  subjected  is  rather  severe  because  of  the 
high  temperature  of  the  air  resulting  from  compression  and 
the  large  quantity  of  oil  entering  the  cylinder.  The  oil  burns 
on  the  valves  due  to  the  high  temperature  and  therefore  re- 
quires considerable  care  and  attention  on  the  part  of  the 
attendant  to  keep  the  pump  in  a  working  condition.  The 
smaller  sizes  of  condensers,  such  as  would  be  operated  with 
out  air  pumps,  may  require  more  steam  for  the  circulating 
pump,  but  as  the  air  pump  also  requires  steam  to  operate  it 

and  an  expenditure  for  oil,  re- 
pairs, attendance,  interest  on 
investment,  etc.,  the  saving  is 
too  slight  to  justify  the  use 
of  additional  apparatus. 

There  is  a  special  design 
of  elevated  jet  condenser 
which  employs  two  tail  pipes, 
one  being  restricted  in  size 
and  designed  for  a  high 
water  velocity  to  eject  the  air 
and  discharge  it  into  the  hot 
well.  The  other  tail  pipe, 
which  is  of  sufficient  size  to 
carry  away  all  the  water 
which  the  ejection  pipe  will 
not  discharge,  has  its  opening 
from  the  condenser  bowl  at 
a  higher  elevation  than  the 
ejection  pipe  opening.  A 
condenser  designed  on  this 
principle  is  shown  in  Fig. 
269  (J  1-1)  and  it  has  been 
claimed  that  a  vacuum  of  26 
and  27  inches  has  been  main- 
tained with  a  high  tempera- 
ture of  the  water  in  the  hot 
well,  and  no  other  means  pro- 
vided for  removing  the  air 
other  than  the  air  ejection 
tail  pipe.  This  being  the 
case,  but  very  little  additional 
machinery  and  apparatus  is 
required  with  this  condensing 
arrangement,  the  circulating 
pump  being  any  one  of  the 
standard  low  pressure  de- 
signs, the  one  which  is  most 
flexible  and  efficient  being  a 
direct  connected  engine  type 


Figure  269— (J1-1). 


centrifugal  pump,  the  exhaust  of  which  is  piped  to  the  feed 
water  heater. 

A  motor  driven  pump  is  quite  attractive  to  operating  engi- 
neers on  account  of  its  simplicity  and  reliability,  but  it  is 
much  less  efficient  than  an  engine  driven  pump,  the  exhaust 
of  which  is  used  for  feed  heating.  A  difficulty  which  is  expe- 
rienced with  motor-driven  centrifugal  pumps  is  that  of  start- 
;  .ii>!' user  without  a  dry   vacuum  pump,  as  the  water 

must  then  be  raised  to  about  twice  its  normal  elevation,  as 
Che  water  in  the  tail  pipe  is  not  there  to  balance  a  column  of 
equivalent  height  in  the  injection  pipe.  The  speed  of  the 
motor  being  fixed,  and  the  centrifugal  pump  not  being  capable 
of  raising  water  much  above  the  bead  lor  which  it  was  de- 
signed, it  is  necessary  to  have  the  motor  constantly  driving 
a  high   lift  pump  for  low  lift  service.     In  the  case  of  engine 


driven  pumps,  however,  it  is  possible  to  temporarily  increase 
the  speed  of  the  engine  sufficiently  to  start  the  condenser  oper- 
ating and  establish  the  vacuum,  after  which  the  speed  may  be 
reduced  to  the  operating  conditions  determined  by  the  amount 
of  water  required. 

An  engine  for  this  service  should  be  economical  in  steam 
consumption,  a  vertical  compound  engine  being  employed  if 
the  condenser  is  of  large  size.  By  using  auxiliaries  which  are 
economical  in  the  use  of  steam,  it  is  possible  to  run  all  the 
auxiliaries  non-condensing  and  use  the  auxiliary  exhaust 
steam  for  heating  the  feed  water.  If  a  dry-air  pump  is  em- 
ployed, it  should  also  be  steam-driven  either  directly  or  com- 
bined with  the  circulating  pump. 

A  geared  motor  driven  pump  is  quite  unsatisfactory  as  a 
power  station  auxiliary  for  any  service,  unless  possibly  the 
small  air  compressor  used  for  blowing  out  armatures,  etc. 
This  machine  is,  however,  not  essential  for  continuous  opera- 
tion and  a  motor  drive  with  an  automatic  controlling  switch 
has  been  found  entirely  satisfactory,  the  outfit  being  generally 
such  as  is  used  for  the  air  brake  system  on  electric  cars. 
Feed  pumps,  and  circulating  and  air  pumps  should  be  driven 
from  a  source  of  power  the  speed  of  which  can  easily  be  va- 
ried. The  motor  drive  is  objectionable  because  it  is  not  easily 
adapted  to  -\ariations  in  speed  and  the  continuous  rumbling 
noise  of  the  gearing  is  very  annoying.  To  insure  the  best 
results  from  the  station  operator  it  is  quite  necessary  that  the 
plant  be  as  quiet  as  possible  so  that  he  can  easily  hear  any 
unusual  sound  and  locate  the  difficulty. 

The  dry  vacuum  pump  is  not  wholly  necessary  with  sur- 
face condensers,  but  unlike  the  elevated  jet  condenser  some 
provision  mast  be  made  for  removing  the  air  with  a  pump, 
either  of  the  wet  or  dry  vacuum  type.  Air  that  accumulates 
in  a  surface  condenser  is  in  the  compartment  together  with 
the  condensation  and  in  no  way  comes  in  contact  with  the  cir- 
culating water.  The  movements  of  the  condensations  are  com- 
paratively slow  and  not  sufficient  to  remove  the  air.  The  air 
may  be  taken  together  with  the  water,  or  separately,  as  shown 
in  Figures  2S  and  29,  Chapter  4.  The  wet  vacuum  pump  is  that 
most  generally  used  and  is  so  termed  because  it  handles  the 
air  together  with  the  condensation.  This  class  of  pump  is 
also  used  for  the  suction  type  jet  condensers  to  remove  the 
air  and  condensation,  and  when  so  used  is  generally  styled 
an  "air  pump."  The  class  of  service  is  practically  the  same 
for  both  condensers,  the  jet  condenser  having  approximately 
thirty  times  as  much  water  to  handle  and  a  correspondingly 
greater  amount  of  air.     The  action  of  this  combined  air  and 


Figure  270— (J1-2). 

water  vacuum  pump  is  somewhat  peculiar,  its  jerky  motion 
not  being  generally  understood.  Figure  270  (J  1-2)  shows 
;lie  wet  vacuum  pump  attached  to  a  condenser.  When  the 
pump  is  in  regular  operation,  but  little  condensation  is  being 
handled,  and  that  is  well  down  in  the  suction  pipe.  When  the 
pump  is  discharging  the  contents  of  the  water  end.  one  side  is 
under  pressure  marked  -f-  and  the  other  side  is  at  the  same 
pressure  as  the  condenser  and  is  marked  — .  The  pressure 
behind  the  steam  cylinder  is  also  under  pressure  marked  +, 
this  pressure  being  maintained  sufficiently  high  to  overcome 


468 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVI 1.  No.   14. 


the  pressure  on  the  water  end  marked  -f.  The  work  per- 
formed in  compressing  the  contents  in  the  water  cylinder 
marked  -f  is  similar  to  compressing  a  spring.  The  air  con- 
tained in  the  water  cylinder  being  the  elastic  body,  as  soon 
as  the  steam  valve  has  crossed  over  the  port  and  allowed  the 
exhaust  port  to  communicate  with  the  end  of  the  cylinder  that 
has  been  under  compression,  the  support  in  the  steam  cylinder 
is  taken  from  the  end  of  the  piston  rod,  and  the  compressed 
air  in  the  water  end  marked  -J-  is  free  to  expand,  thus  caus- 
ing the  quick  recoil  so  conspicuous  in  this  class  of  machinery. 
The  recoil  movement  will  reach  almost  the  full  stroke  when 
the  pump  is  running  above  speed,  and  when  there  is  no  re- 
coil the  pump  is  taking  only  water,  the  air  in  this  case  ac- 
cumulating in  the  condenser  and  by  keeping  the  steam  from 
the  condensing  surfaces,  reduces  its  capacity  and  as  the  ca- 
pacity becomes  less  than  that  required  to  condense  the  steam 
delivered  to  the  condenser,  the  vacuum  drops. 

The  amount  of  air  that  is  being  handled  can  easily  be 
judged  by  the  amount  of  recoil.  The  amount  of  recoil  neces- 
sary for  successful  operation  can  only  be  determined  by 
observing  the  vacuum,  as  the  volume  of  air  is  largely  depend- 
ent upon  the  tightness  of  the  piping,  stuffing  boxes,  etc. 
When  the  amount  of  recoil  of  the  pump  piston  eraches  nearly 
the  full  stroke,  it  is  an  indication  that  there  are  air  leaks 
which  should  be  located  at  once  and  made  air  tight.  This  is 
in  many  cases  a  very  difficult  operation,  both  the  locating  of 
the  leak  as  well  as  to  close  them  after  they  have  been  found. 
One  of  the  most  positive  methods  of  showing  up  the  leaks 
is  to  fill  the  vacuum  system  with  water  and  put  a  slight 
pressure  on  it,  about  10  pounds  to  the  square  inch,  and  while 
the  pipes  are  filled  with  water  make  a  careful  inspection  of 
the  entire  system,  marking  or  drawing  up  all  joints  and 
stuffiing  boxes  where  leaks  are  found.  In  case  the  exhaust 
pipes  are  large,  it  may  be  necessary  to  place  posts  under  the 
pipe  to  support  the  additional  weight,  as  10  feet  of  24-inch 
pipe  will  contain  about  3,000  pounds  of  water.  Another 
method  of  locating  leaks  in  the  system  is  to  create  a  low 
vacuum  on  the  system,  say  five  pounds,  and  with  a  small 
pointed  brush,  shellac  the  joints,  observing  carefully  where 
the  shellac  is  drawn  in.  Many  of  the  small  leaks  can  be 
closed  in  this  manner,  but  where  large  leaks  are  found  it 
may  be  necessary  to  make  a  new  joint.  Another  method,  but 
quite  crude,  is  to  give  all  the  joints  a  heavy  coat  of  pitch, 
while  the  vacuum  is  maintained  on  the  system,  trusting  that 
the  pitch  will  fill  up  the  cracks  and  stop  the  leaks. 

If  gas  is  obtainable  at  the  plant  the  entire  piping  system 
can  be  filled  with  gas  and  leaks  located  by  a  candle  passed 
around  the  joints.  The  quantity  of  gas  necessary  would  not 
be  expensive,  a  thousand  cubic  feet  being  sufficient  to  fill 
a  large  system,  say  140  feet  of  pipe  3  feet  in  diameter.  To 
fill  a  line  with  gas.  it  is  of  course  necessary  to  fill  it  with 
steam  and  then  close  up  the  system,  and  as  the  steam  con- 
denses allow  gas  to  fill  the  pipe. 

(To  be  Continued.) 


RECENT  ELECTRIC  RAILWAY  LEGAL  DECISIONS. 


BY   .1.      ROSENRERGBR,    IX.    B. 


Electric    Railway    Statistics    of    Canada. 


According  to  the  annual  report  of  the  Department  of 
Railways  and  Canals  of  Canada,  there  were  in  operation  at 
the  close  of  the  fiscal  year  ended  on  June  30.  1906,  814  miles 
of  electric  railway,  195  miles  being  double-tracked.  The 
paid-up  capital  amounted  to  $63,857,970.  The  gross  earnings 
aggregated  $10,966,872,  an  increase  of  $1,609,747,  and  the 
working  expenses  $6,675,038,  an  increase  of  $756,844,  leaving 
the  net  earnings  $4,291,S34,  an  increase  of  $S52,903.  The 
number  of  passengers  carried  was  237,655,074.  an  increase  of 
34.187,757,  and  the  freight  carried  amounted  to  506,024  tons, 
a  decrease  of  4,326  tons.  The  car  mileage  was  50,618,836,  an 
increase  of  4,659,735  miles.  The  accident  returns  show  a 
total  of  47  persons  killed  during  the  year  and  1,653  persons 
injured.  Power  was  supplied  in  15  cases  by  water,  and  in 
41  cases  by  steam.  Ontario  has  441  miles,  Quebec  198,  New 
Brunswick  16.  Xova  Scotia  54.  Manitoba  32.  and  British 
Columbia  72  miles.  Returns  were  received  from  47  com- 
panies. 


Rails  and  Fastenings  Not  Fixtures. 
The  landowners  from  whom  a  right  of  way  was  obtained 
for  a  suburban  electric  railway,  the  supreme  court  of  Georgia 
holds,  Georgia  Railroad  &  Banking  Company  vs.  Haas.  ",6 
Southeastern  Reporter,  313,  could  not  successfully  claim  the 
rails  and  fastenings  laid  solely  for  the  purpose  of  operating 
the  road  as  being  fixtures  forming  part  of  the  land  itself,  and 
not  movable  therefrom. 


Passenger  Carried  Beyond  Destination  Leaping  from  Car. 
It  is  certainly  true  as  a  general  proposition,  the  supreme 
court  of  appeals  of  Virginia  says,  Newport  News  &  Old  Point 
Railway  &  Electric  Company  vs.  McCormick,  56  Southeastern 
Reporter,  2S1,  that  the  misconduct  of  the  conductor  in  carry- 
ing a  passenger  beyond  his  destination  can  afford  no  sufficient 
justification  for  his  hazarding  life  or  limb  in  jumping  from 
a  moving  car.  If.  however,  he  should  negligently  persist  in 
doing  so  and  suffers  injury,  he  is  to  be  regarded  as  the  author 
of  his  own  misfortune,  and  his  right  to  recover  is  barred, 
upon  the  principle  that  the  negligence  of  the  company  in 
failing  to  stop  the  car  was  the  remote,  while  the  negligence 
of  the  plaintiff  in  leaping  from  the  car  while  in  motion  was 
the  proximate,  cause  of  the  injury. 


When  One  Car  Meets  Another  Stopped  on  Adjacent  Track. 
When  a  car  has  been  stopped  at  the  usual  place  for  dis- 
charging passengers,  the  court  of  appeals  of  Kentucky  holds, 
Louisville  City  Railway  Company  v.  Hudgins,  98  Southwestern 
Reporter,  275,  it  is  the  duty  of  those  in  charge  of  an  approach- 
ing car  on  the  other  track  to  have  it  under  such  control  that 
it  may  be  stopped  at  a  moment's  notice,  so  that  persons  who 
have  alighted  may  cross  the  track  safely.  It  is  manifestly 
dangerous,  while  passengers  are  alighting  from  a  car,  to 
permit  another  car,  .not  under  perfect  control,  to  run  by  it 
on  the  adjacent  track,  as  the  motorman  cannot  discover  the 
peril  of  the  person  attempting  to  cross  the  track  in  time  to 
prevent  injury,  and  it  must  be  anticipated  that  persons  who 
have  alighted  from  a  standing  car  at  a  street  crossing  may 
cross  the  street  immediately  behind  it.  It  is  said  that  it  is 
the  duty  of  the  passenger  after  alighting  from  a  street  car 
to  stand  in  the  street  until  the  car  has  gone  a  sufficient  dis- 
tance to  enable  him  to  see  an  approaching  car,  and  to  allow 
persons  in  charge  of  the  approaching  car  to  discover  them; 
in  other  words,  that  it  is  the  duty  of  passengers  to  exercise 
ordinary  care  for  their  own  safety.  That  is  true,  but  the 
passenger  is  not  to  be  charged  with  negligence  because  he 
fails  to  anticipate  that  the  company  from  whose  car  he  has 
just  alighted  will  place  him  in  imminent  peril  from  another 
car  before  he  has  had  opportunity  to  reach  a  place  of  safety. 
The  duty  that  persons  operating  street  cars  owe  to  passen- 
gers does  not  end  immediately  when  the  passenger  has 
stepped  safely  to  the  ground.  They  are  required  to.  and 
should,  exercise  ordinary  care  to  prevent  injury  by  their  cars 
to  persons  who  have  left  the  car  while  they  are  attempting 
to  reach  the  street  or  a  place  of  safety. 


Highest  Court  on  Paving  Requirement. 
The  supreme  court  of  the  United  States  says  that  the 
case  of  the  Fair  Haven  &  Westville  Railroad  Company  v.  City 
of  New  Haven,  27  Supreme  Court  Reporter,  74,  involved  the 
validity  of  an  assessment  of  $36,S79.  against  the  company, 
for  the  cost  of  paving  between  its  tracks  and  for  1  foot  on 
each  side  thereof,  and  it  affirms  a  judgment  approving  of 
the  assessment  with  a  deduction  of  $3,590.85  for  the  cost  of 
repair.  It  says  that  by  its  original  charter,  granted  in  1862, 
the  company  was  required  to  keep  the  street  between  its 
tracks,  with  a  space  of  2  feet  on  each  side  of  the  tracks,  in 
good  and  sufficient  repair.  It  was  also  provided  that  the  act 
might    be   altered,   amended,  or   repealed   at   the   pleasure  of 


April  6,  1907. 


ELECTRIC    RAILWAY    REVIEW 


469 


the  general  assembly.  In  the  amendment  of  the  charter  in 
1864  this  obligation  was  retained,  and  also  in  the  public  acts 
of  1893.  In  the  act  of  1S95  the  duty  of  paving  and  repaying 
was  imposed  on  all  railway  companies.  The  court  assumes,  for 
the  purpose  of  its  discussion,  that  the  duty  to  repair  did  not 
include  the  duty  to  pave  and  repave,  although  much  can  be 
said  and  cases  can  be  cited  against  the  assumption.  Did 
the  change  and  increase  of  burden  upon  the  company  come 
within  the  limitations  upon  the' reserved  power  of  the  state? 
Had  it  no  proper  relation  to  the  objects  of  the  grant  to  the 
company  or  any  of  the  public  rights  of  the  state?  Could  it 
be  said  to  he  exercised  in  mere  oppression  and  wrong?  All 
of  these  questions  must  be  answered  in  the  negative.  The 
company  was  given  the  right  to  occupy  the  streets.  It  ex- 
ercised this  right  first  with  a  single  track,  and  afterwards 
with  a  double  track.  Before  granting  this  right  the  state 
certainly  could  have,  and  reasonably  could  have,  put  upon 
the  company  the  duty  of  paving  as  well  as  of  repairing.  Such 
requirement  would  have  been  consistent  with  the  object  of 
the  grant.  It  is  yet  consistent  with  the  object  of  the  grant. 
It  is  not  imposed  in  sheer  oppression  and  wrong,  and  the 
good  faith  of  the  state  cannot  be  questioned.  It  is  imposed 
in  the  exercise  of  one  of  the  public  rights  of  the  state, — the 
establishment,  maintenance,  and  care  of  its  highways.  The 
extent  of  this  right  is  illustrated  by  West  Chicago  Street 
Railroad  Company  v.  Illinois,  201  United  States  Reports.  506, 
and  cases  cited. 


affected  the  situation  or  changed  its  right  so  far  as  the  ques- 
i  'on  of  fares  was  concerned.  Such  change  has  been  author- 
ized under  general  laws,  and,  by  complying  with  the  require- 
ments of  the  statute  with  reference  thereto,  it  may  be  law- 
fully made. 


Need   Not  Transfer  to   Leased   Elevated  or  Steam   Lines. 

Section  78  of  article  3  of  the  New  York  railroad  law  pro- 
vides that  "any  railroad  corporation  or  any  corporation  own- 
ing or  operating  any  railroad  or  railroad  route  within  this 
state,  may  contract  with  any  other  such  corporation  for  the 
use  of  their  respective  roads  or  routes,  or  any  part  thereof, 
and  thereafter  use  the  same  in  such  manner  and  for  such 
time  as  may  be  prescribed  in  such  contract."  The  court  of 
appeals  of  New  York  says,  People  v.  Brooklyn  Heights  Rail- 
road Company.  79  Northeastern  Reporter,  838,  that,  as  it 
understands  the  phrase  "any  railroad  corporation,"  etc.,  it 
refers  to  every  railroad  incorporated  under  the  provisions  of 
the  act.  Such  corporation  "may  contract  with  any  other 
such  corporation."  No  limitation  is  apparent.  A  steam  rail- 
road corporation  can  lease  another  steam  surface  railroad, 
a  street  surface  railroad  or  an  elevated  railroad.  So  with  a 
steet  surface  railroad.  It  may  lease  another  street  surface 
railroad  or  steam  surface  railroad  or  an  elevated  road;  but 
when  one  railroad  corporation  undertakes  to  lease  and  ope- 
rate another  road,  it  assumes  all  the  duties,  obligations,  and 
requirements  imposed  by  the  statute  and  the  character  of 
such  railroad.  Such  duties  and  obligations  in  the  operation 
of  steam  surface  railroads  are  in  many  respects  different 
from  those  imposed  in  the  operation  of  street  surface  roads, 
and  in  the  operation  of  elevated  roads  there  are  still  other 
obligations  assumed  which  are  materially  different. 

The  court  thinks  it  apparent,  therefore,  that  when  the 
legislature  authorized  the  defendant  to  lease  and  operate  the 
elevated  and  steam  surface  roads  here  in  question,  it  not 
only  became  empowered  and  authorized,  but  it  was  also  its 
duty,  to  operate  such  roads  in  accordance  with  the  require- 
ments of  their  respective  characters.  Having  had  cast  upon 
it  the  duty  and  obligation  to  operate  such  roads  in  accordance 
with  the  requirements  of  their  charters  and  the  statute  ap- 
plicable thereto,  as  such  lessee,  it  became  entitled  to  all  of 
the  privileges  and  benefits  authorized  by  their  charter  and 
the  statute,  unless  such  roads  were  brought  within  the  mean- 
ing of  the  sections  in  article  4  in  which  the  defendant  is 
limited  to  the  charge  of  but  one  fare.  The  court  thinks  that 
they  are  not.  As  the  court  construes  those  sections,  they 
have  reference  to  street  surface  railroads  and  no  others. 

Nor  does  the  court  think  that  the  defendant,  in  dispensing 
with   steam   as  a   motive   power  and   substituting   electricity, 


Duty  of  Motorman  Seeing  Person  on  Trestle. 
Where  a  woman  was  walking  on  the  trestle  or  unfloored 
bridge  of  an  interurban  electric  railway,  near  the  city  limits, 
the  court  of  civil  appeals  of  Texas  holds.  Northern  Texas 
Traction  Company  vs.  Mullins.  99  Southwestern  Reporter.  433, 
that,  after  the  discovery  of  her  perilous  position,  it  was  the 
duty  of  the  motorman  to  use  "the  greatest  precaution  to  avoid 
injuring"  her.  In  other  words,  as  supported  by  numerous 
authorities,  in  such  cases,  the  law,  as  well  as  the  dictates  of 
humanity,  imposed  upon  him  the  duty  of  using  every  means 
then  reasonably  within  his  power,  consistent  with  safety  to 
himself  and  others  on  the  car,  to  avoid  running  the  woman 
down.  Such  duty  certainly  demanded  of  the  motorman  prompt 
rejection  of  any  merely  speculative  chance  that  the  woman 
would  "get  off"  the  track  in  time. 


Name   Does   Not   Make   Extension — After  Grant   Ends. 

The  use  of  the  tracks  of  a  line  for  a  short  distance  by 
an  alleged  branch,  the  supreme  court  of  the  United  States 
holds,  in  Cleveland  Electric  Railway  Company  vs.  City  of 
Cleveland  and  Forest  City  Railway  Company,  27  Supreme 
Court  Reporter,  202,  does  not  make  the  latter  a  mere  extension 
of  the  former.  And  because  on  some  occasions  it  has  been 
called  a  branch  does  not  alter  the  weight  to  be  given  the 
facts,  or  turn  the  branch  into  a  mere  extension  where  it  has 
been  otherwise  uniformly  treated.  The  branch  road  certainly 
did  not  become  a  part  of  the  main  road  simply  because  it 
ran  in  connection  with  it,  or  because  it  ran  over  a  small  por- 
tion of  the  tracks  of  that  road.  It  remained  what  it  started 
out  as.  a  road  with  a  separate  route  and  a  different  term  of 
life.  Upon  the  termination  of  the  grant  to  such  branch  the 
title  to  the  rails,  poles  and  other  appliances  for  operating 
that  road,  and  then  remaining  on  the  various  streets,  remained 
in  the  railway  company  which  had  been  operating  the  road. 
Another  company  could  not  avail  itself  of  an  ordinance,  so 
far  as  taking  possession  of  such  property  was  concerned. 


Right  Speed  Cannot  be  Shown  by  Experts  or  Ordinances. 
In  a  case  where  an  electric  car  struck  a  pedestrian  walk- 
ing near  the  outer  edge  of  the  track,  the  court  of  appeals 
of  Kentucky  holds.  Ford's  Administrator  vs.  Paducah  City 
Railway,  99  Southwestern  Reporter.  355,  that  there  was  no 
error  in  refusing  to  permit  a  witness  to  testify  as  to  what 
would  be  a  reasonable  rate  of  speed,  for  the  reason  that 
what  might  be  negligence  in  the  speed  of  a  car  in  one  portion 
of  a  city  might  not  be  negligence  in  another  portion  thereof; 
in  fact,  what  would  be  negligence  in  the  speed  of  a  car  in 
one  square  of  a  street  might  not  be  negligence  in  the  next 
square.  So  it  is  impossible  to  fift  an  arbitrary  rate  of  speed 
at  which  it  would  be  safe  to  operate  a  car  within  the  city 
limits.  It  has  been  held  that  to  move  a  car  at  all  is  per  se 
(by  itself)  dangerous.  The  danger  is  not  confined  alone  to 
the  speed  with  which  the  car  is  moved,  but  to  the  manner 
in  which  it  is  operated  as  well,  and,  when  the  jury  is  told 
how  fast  the  particular  car  in  question  was  moving,  the 
condition  of  the  track  over  which  it  was  moving,  and  the 
use  to  which  the  street  was  put  over  which  it  was  moving, 
they  must  judge  for  themselves  as  to  whether  or  not  the  rate 
ol  speed,  under  the  circumstances  and  conditions  shown  to 
exist,  was  excessive.  Nor  does  the  court  think  that  there 
was  error  in  a  refusal  to  permit  to  be  introduced  in  evidence 
an  ordinance  of  the  city  requiring  street  cars  to  move  in  the 
business  sections  of  the  city  at  a  rate  of  speed  not  exceeding 
eight  miles  an  hour,  and  elsewhere  at  a  rate  not  exceeding 
iles  an  hour.  The  court  says  that  the  violation  of  a  city 
ordinance  is  no  more  evidence  of  negligence  than  obedience 
to  its  provisions  would  be  evidence  of  due  care. 


47(1 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  14. 


News  of  the  Week 


Central   Electric   Railway  Association. 

President  H.  A.  Nicholl  of  the  Central  Electric  Railway  Asso- 
ciation has  appointed  a  supply  men's  committee,  composed  of  the 
following  members:  John  F.  Ohmer,  chairman.  Dayton,  O. ;  L.  J. 
Drake,  treasurer.  Indianapolis,  Ind.;  S.  D.  Hutchins,  Columbus,  O.; 
William  Bloss,  Indianapolis,  Ind.;  R.  W,  Palmer,  Cincinnati,  O. 

North  Jersey  Street   Railway  Company   Indicted. 

The  grand  jury  of  Essex  county,  New  Jersey,  on  March  30  re- 
turned indictments  against  the  North  Jersey  Street  Railway  Com- 
pany, a  subsidiary  of  the  Public  Service  Corporation  of  New  Jersey, 
charging  overcrowding,  poor  equipment,  with  inadequate  fenders, 
and  unsanitary  condition  of  cars. 

Chief  Justice  William  Gummere  of  the  supreme  court  on  March 
27  had  addressed  the  grand  jury,  which  had  been  investigating 
street  railway  conditions  in  the  county,  and  cautioned  them  against 
yielding    to    "public   clamor."     Justice   Gummere    said: 

"It  makes  no  difference  whether  fenders  on  the  cars  are  of  the 
latest,  up-to-date  model,  so  long  as  they  are  fenders  that  will  save 
any  obstacle  from  going  beneath  the  wheels  and  are  fenders 
approved  in  general  by  companies  throughout  the  country. 

"In  the  matter  of  sanitation,  the  company  is  only  expected  to 
have  the  cars  cleaned  at  regular  intervals.  The  company  cannot 
be  expected,  owing  to  the  extent  of  its  service,  to  have  the  cars 
immaculate.  The  amount  of  dust  brought  in  by  the  public  on  rainy 
and  stormy  days  makes  it  a  very  hard  task  for  the  company  to 
keep  the  vehicles  cleaned. 

"Those  are  matters  that  are  left  to  the  common  sense  of  the 
jurors  as  to  whether  they  are  severe  enough  to  menace  the  public 
health  and  warrant  an  indictment.  But  it  is  not  fair  for  the  jury 
or  the  bench  to  swerve  one  iota  from  the  performance  of  a  sworn 
duty  because  of  the  clamor  of  the  public  or  the  influences  of  the 
moment. 

"No  man  can  serve  the  public  no  matter  how  honestly  and  fail 
to  escape  criticism  by  those  who  do  not  appreciate  the  importance 
of  doing  the  right  thing  for  the  public  without  regard  to  appear- 
ances. The  grand  jury  is  just  as  much  derelict  in  the  performance 
of  its  duty  when  it  yields  to.  the  public  clamor  and  indicts  an  inno- 
cent man  as  it  is  when  it  fails  to  indict  a  man  who  is  guilty." 

Memphis    Court    Sustains    Low-Fare    Ordinance. 

Judge  Pittman  of  Memphis.  Term.,  has  decided  in  favor  of  the 
plaintiff  in  the  case  of  William  G.  Byrne  against  the  Memphis 
Street  Railway  Company  in  which  the  plaintiff  seeks  damages  be- 
cause the  company  refused  to  sell  him  six  tickets  for  25  cents,  as 
provided  in  a  city  ordinance.  The  company  based  its  refusal  on 
its  franchise  ordinance,  which  provides  for  a  5-cent  fare.  The 
court  holds  that  this  ordinance  is  invalid  and  does  not  constitute 
a  contract  for  the  reason  that  the  legislature  of  the  state  of 
Tennessee  had  expressly  and  unequivocally  declared  that  no  taxing 
district  should  make  any  contract  of  any  description,  except 
in  writing,  to  be  signed  by  a  majority  of  the  fire  and  police  commis- 
sioners and  a  majority  of  the  board  of  public  works. 

Isidore  Newman  &  Sons  of  New  Orleans,  who  control  the 
Memphis  Street  Railway,    have  given   out   the  following  statement: 

"Before  we  became  interested  in  the  company  our  attorneys 
reported  favorably  on  the  franchise.  The  franchise  provides  for  a 
5-cent  fare  for  a  continuous  ride  but  reserves  the  right  to  the  city 
to  request  the  company  to  sell  11  tickets  for  50  cents.  The  or- 
dinance stipulating  6  tickets  for  25  cents  was  passed  some  months 
ago  during  the  political  turmoil  which  existed  between  the  two 
factions  in  the  management  of  the  city.  When  the  ordinance 
was  first  introduced  w'e  were  advised  by  counsel  that  the  city 
could  not  enforce  the  sale  of  tickets  except  as  provided  in  the 
franchise.  Though  the  city  council  passed  the  ticket  ordinance, 
no  attempt  was  made  to  enforce  it  by  the  city. 

"After  the  passage  of  the  ordinance,  a  citizen  was  ejected 
from  the  car  for  refusal  to  pay  his  fare  because  the  conductor 
would  not  sell  him  tickets.  This  citizen  brought  suit  against  the 
company  for  damages.  The  case  was  tried  in  a  lower  court  and  a 
preliminary  decision  was  rendered  today.  The  company  will  appeal 
this  decision.  We  are  most  confident  that  the  higher  courts  will 
sustain  the  rate  of  fare  provided  in  the  franchise,  for  the  franchise 
constitutes  a  contract  between  the  company  and  the  city. 

"We  are  advised  that  no  other  question  as  to  the  franchise 
is  involved  in  this  decision." 

Legislation   Affecting    Electric   Railways. 

Iowa. — The  Meredith  bill  to  encourage  the  establishment  of 
automobile  railroads  in  Iowa  has  been  passed  by  the  house.  The 
bin  declares  that  any  railroad  operated  over  any  track  other  than 
steel  or  iron  shall  be  known  as  an  "automobile  railway,"  and  con- 
fers on  such  a  road  all  the  rights  and  privileges  now  enjoyed  by 
other  lines  of  transportation  in  Iowa. — The  house  has  also  passed 
by  a  unanimous  vote  a  bill  requiring  street  railways  to  permit  inter- 
urbans  to  use  their  tracks  and  terminal  facilities  and  requiring 
them  to  furnish  power  for  the  interurbans. 

Nebraska. — The  senate  has  passed  a  bill  which  requires  city 
railway  companies  to  permit  interurban  railways  to  use  their  tracks, 
terminals  and  power  facilities.— .The  bill  to  permit  city  railway  com- 
panies to  own  interurbans  has  been  indefinitely  postponed  by  the 
house,  at  the  instance  of  the  sponsors  of  the  bill,  because  of  the 
large  number  of  restrictions  added  by  amendments. 

Pennsylvania. — Senator  Brown   of  Harrisburg   has   introduced  a 


bill  permitting  street  railway  companies  to  enter  into  contracts  for 
the  sale  of  electric  power  to  motor  truck,  express  or  parcel  carrying 
companies  under  such  terms  as  may  be  agreed  upon.  The  object 
of  the  bill  is  to  enable  the  Philadlphia  Rapid  Transit  Company  to 
enter  into  a  contract  with  a  company  which  is  being  organized 
to  run  automobile  express  wagons  on  its  tracks. — The  McNicol- 
Fahey  bill  to  permit  the  city  of  Philadelphia  to  enter  into  a  contract 
with  the  Philadelphia  Rapid  Transit  Company  has  passed  both 
houses  and  has  been  sent  to  the  governor.  The  bill  provides: 
"That  it  shall  and  may  be  lawful  for  any  city,  borough  or 
township  of  the  one  part  and  any  street  passenger  railway  company, 
surface,  elevated  or  underground  or  motor  power  company  leasing 
and  operating  the  franchises  and  property  of  such  company  within 
the  limits  of  such  cities,  boroughs  or  townships  of  the  other  part, 
to  enter  into  contracts  with  each  other  affecting,  fixing  and  regu- 
lating the  franchises,  powers,  duties  and  liabilities  of  such  com- 
panies and  the  regulations  and  respective  rights  of  the  contracting 
parties.  Such  contracts  may  inter  alia  provide  for  payments  by  the 
companies  to  the  local  authorities  in  lieu  of  the  performance  of 
certain  duties  or  the  payment  of  license  fees  or  charges  imposed 
in  favor  of  such  city,  borough  or  township  by  the  charters  of  the 
respective  companies  or  by  any  general  law  or  ordinance  for  the 
appointment  by  the  local  authorities  of  a  certain  number  of  persons 
to  act  as  directors  of  such  company,  and  further  may  provide  for 
the  ultimate  acquisition  by  the  local  authorities  upon  terms  mutu- 
ally satisfactory  of  the  leaseholds,  property  and  franchises  of  the 
contracting  parties." 

Wisconsin. — The  legislature  has  ordered  engrossed  the  Elver 
bill  limiting  the  hours  of  service  for  street  railway  employes  to  10 
hours  a  day  within  a  period  of  12  consecutive  hours. — A  bill  now 
before  the  house  places  the  building  of  new  electric  lines  or  ex- 
tensions of  present  lines  under  the  control  of  the  state  railway 
commission.  The  bill  also  provides  that  no  steam  or  electric  line 
shall  be  built  parallel  to  an  existing  line  within  a  distance  of  30 
miles,  unless  the  commission  decides  that  the  proposed  line  is 
necessary  and  would  prove  a  profitable  investment.  The  bill  also 
requires  all  corporations  operating  in  the  state  to  report  to  the 
commission  on  request  full  lists  of  their  stockholders  and  the 
amount  of  stock  held  by  each. 

Rapid   Transit   Affairs    in    New   York. 

The  rapid  transit  commission  on  April  2  began  advertising  for 
bids  for  the  construction  and  operation  of  the  Lexington  avenue, 
tne  Seventh  avenue,  the  Eighth  avenue  and  the  Jerome  avenue 
subway  routes.  Bids  will  be  opened  on  Thursday,  April  25,  and 
the  board  will  award  the  contract  within  15  days  thereafter.  The 
subways  are  to  be  built  by  sections;  in  the  case  of  Lexington 
avenue  route  there  will  be  11  sections  to  bid  for.  The  operating 
company  will  have  a  contract  for  20  years,  with  the  privilege  of 
renewal  for  20  years  more.  - 

The  board  of  estimate  on  March  28  approved  of  the  form  of 
contract  for  the  Seventh  and   Eight  avenue  routes. 

President  Shonts  and  other  officials  of  the  Interborough-Metro- 
politan  company  held  a  conference  on  March  26  with  Corporation 
Counsel  Ellison  and  representatives  of  various  West  Side  organiza- 
tions, at  which  it  was  agreed  that  the  company  would  remove 
its  unused  tracks  on  Amsterdam  avenue,  from  Seventy-second  to 
One  Hundred  and  Twenty-ninth  streets,  and  on  other  streets.  A 
bill  is  to  be  introduced  in  the  legislature  providing  for  the  removal 
of  the  tracks  without  invalidating  the  company's  franchises. 

"The  result  of  the  agreement  reached  at  the  conference."  said 
Mr.  Shunts,  "will  be  the  clearing  of  Amsterdam  avenue  and  other 
thoroughfares  of  surplus  and  discontinued  car  tracks.  All  that  I 
asked  for  was  that  our  franchises  should  not  be  taken  from  us  be- 
cause of  the  tearing  up  of  the  rails.  There  will  be  nothing  in  the 
bill  validating  any  franchises  which  may  be  defective.  It  will 
merely  provide  that  if  in  the  future  the  needs  of  traffic  should 
require  the  operation  of  the  roads  now  out  of  service  the  company 
shall  be  allowed  to  relay  the  tracks  under  conditions  which  will  be 
acceptable  to  the  board  of  estimate  or  the  rapid  transit  commis- 
sion, or,  if  the  public  utilities  bill  passes,  to  the  commission  which 
will  be  appointed  under  that  act. 

"It  is  apparent  that  we  could  not  consent  to  take  up  the  tracks 
without  some  protection  to  our  interests.  For  instance,  securities 
have  been  issued  on  the  strength  of  the  franchises  held  in  the  case 
of  these  lines,  and  while  we  will  go  on  paying  the  interest  on  the 
securities,  it  w'ould  be  unfair  to  the  stockholders  to  agree  lo  an> 
canceling  of  the  franchises.  Again,  in  the  case  of  some  other  prop- 
erties, we  have  merely  leased  them,  and  it  is  not  in  our  powe,-  to 
consent   to   an   extermination   of   those   roads." 

There  are  about  25  miles  of  disused  car  tracks  in  the  city,-  most 
of  them  being  old  horse  car  lines  in  the  lower  part  of  the  city,  over 
which  one  car  a  day  is  run  in  order  to  keep  the  franchises  alive. 

E.  W.  Winter,  president  of  the  Brooklyn  Rapid  Transit  Com- 
pany, has  refused  to  grant  the  petition  of  patrons  of  the  Brighton 
Beach  division  of  the  Kings  County  Elevated  for  transfers  to  the 
Montague  street  cable  road,  running  from  Court  street  to  Wall 
street  ferry.  Mr.  Winter  said:  "The  company  has  so  increased 
its  transfer  system  that  in  1907  it  will  issue  84  per  cent  more  trans- 
fers than  it  did  in  1906.  To  grant  this  request  for  transfers  would 
complicate  matters  too  seriously." 

The  New  York  State  Board  of  Tax  Commissioners  on  March 
29  reported  the  special  franchise  tax  assessments  for  1907.  The 
assessments  on  New  York  city  corporations  have  been  increased 
from  $361,479,300  to  $466,855,000,  an  increase  of  $105,375,700  over 
1906.  The  assessment  on  the  Brooklyn  Rapid  Transit  Company  is 
554,645,000,  an  increase  of  $16,166,000;  on  the  Manhattan  Elevated 
Railway  the  assessment  is  $74,900,000,  an  increase  of  $12,200,000; 
on  the  Metropolitan  Street  Railway,  $24,600,000,  an  increase  of  $5,- 
797,000,and  on  the  Interborough  Rapid  Transit  Company,  $24,000,- 
000,  an  increase  of  $6,000,000. 


April  6,  1907. 


ELECTRIC    RAILWAY    REVIEW 


171 


St.  Louis  Municipal  Assembly  Defeats  3-Cent  Fare  Bill. — A  bill 
providing  for  3-cent  street  car  fares  in  St.  Louis  was  defeated  in 
the  last  hours  of  the  session  of  the  municipal  assembly  on  March 
28,  after  it  had  been  reported  unfavorably  by  the  railroad  commit- 
tee, by  being  referred  back  to  the  committee. 

Threatens  to  Forfeit  Franchise. — The  city  council  of  Kalamazoo, 
.Mich.,  on  March  2G  passed  a  resolution  demanding  that  the  Michi- 
gan United  Railways  Company  pay  within  10  days  the  sum  of 
$15,921,  said  to  be  due  the  city  for  paving  between  the  company's 
tracks.  The  resolution  states  that  unless  the  money  is  paid  within 
the  time  stated  the  company's  franchise  privileges  will  be  declared 
forfeited  and  the  city  will  take  possession  of  the  streets  and  of  the 
company's  property  as  security.  The  company  has  offered  to  pay 
$10,000  at  once  and  the  rest  this  summer. 

Strike  on  Michigan  United  Railways. — The  motormen  and  con- 
ductors employed  by  the  Michigan  United  Railways  Company,  which 
operates  the  city  systems  of  Lansing,  Kalamazoo  and  Battle  Creek, 
Mich.,  as  well  as  an  interurban  system  connecting  those  and  other 
Cities,  struck  on  the  morning  of  April  3.  About  200  men  are 
affected.  Several  conferences  between  the  men  and  the  officials 
were  held  on  April  2.  The  company  offered  an  increase  of  one 
cent  an  hour  but  the  men  refused  to  accept  it.  demanding  23 
cents  an  hour  on  the  city  lines  and  25  cents  on  the  interurban 
lines.     They   now   receive   IS,    19   and   20   cents   an    hour. 

Strike  at  Montgomery,  Ala. — The  street  car  service  in  Mont- 
gomery, Ala.,  has  been  tied  up  for  several  days.  On  March  27,  125 
employes  of  the  Montgomery  Traction  Company  went  on  a  strike 
because  of  the  refusal  of  the  company  to  accede  to  the  following 
demands:  Recognition  of  the  union;  U-hour  day;  straight  day 
work  with  dinner  and  night  relief;  time  for  meals  so  that  they  will 
not  be  forced  to  eat  on  the  cars;  20  cents  an  hour  for  men  for 
the  first  six  months'  service,  and  after  that  22  cents;  25  cents  an 
hour  for  overtime  for  all  over  12  hours'  work.  Some  cars  have 
been  running  during  the  day,  but  at  night  service  has  been  entirely 
discontinued.     The    company   is    importing   strike-breakers. 

Will  Prosecute  Dishonest  Conductors. — The  Cleveland  Electric 
Railway  has  had  considerable  trouble  of  late  from  embezzlement 
of  fares  by  conductors,  who  have  failed  to  register  the  proper 
number  of  fares.  The  practice  in  the  past  has  been  simply  to 
discharge  such  offenders  when  caught,  but  the  company  last  week 
had  several  conductors  arrested,  who  had  been  caught  "knocking 
down"  fares,  and  will  prosecute  them.  "The  company  proposes  to 
stamp  out  dishonesty  on  the  part  of  conductors  if  it  is  possible  to 
do  so,"  said  G.  L.  Radcliffe.  general  superintendent,  last  night. 
"We  have  come  to  the  conclusion  that  arrests  backed  by  vigorous 
prosecution  will  remedy  an  evil  that  discharges  do  not  seem  to 
reach.  Dishonest  employes  are  to  be  prosecuted  from  now  on. 
The  practice  of  arresting  conductors  who  hold  out  fares  seems  to 
be  very  successful  in  raising  the  standard  of  honesty  on  systems 
in  a  number  of  eastern  cities.  We  will  now  see  how  it  works  in 
Cleveland." 

Committee  Advises  Against  Corporation  Profit-Sharing  Plan. — 
A  commission  named  by  the  governor  of  New  Jersey  to  investi- 
gate the  feasibility  of  requiring  public  utility  corporations  to  share 
their  profits  with  municipalities  in  which  they  operate  made  its 
report  on  March  28.  The  commission  advises  against  the  adoption 
of  such  a  plan  and  recommends  the  continuance  of  the  present  plan 
of  requiring  those  companies  to  pay  a  franchise  tax  based  on 
the  gross  receipts.  Several  reasons  are  given  for  advising  against 
the  profit-sharing  plan,  among  which  are  the  following:  1.  That 
differences  in  capitalization  of  these  companies  would  make  a 
profit-sharing  tax  unequal.  2.  That  the  revenue  that  would  be  re- 
ceived would  be  very  small  in  most  instances  unless  the  dividends 
allowed  to  stockholders  should  be  placed  lower  than  the  dividends 
received  on  most  investments.  3.  That  except  in  populous  centers 
it  would  discourage  the  acceptance  of  franchises  under  the  present 
law  limiting  those  franchises  to  20  years. 

President  Tuttle  on  Electric  Railways. — Replying  to  a  request 
that  the  Boston  &  Maine  Railroad  equip  its  Stoneham  branch 
for  electric  trains,  President  Lucius  Tuttle  has  written  to  Charles 
H.  Hoyt  of  Winchester  as  follows:  "Your  suggestion  is  an  easy 
one  to  make,  but  in  the  present  state  of  the  art  the  substitution  of 
electricity  for  steam  power  on  general  railroad  service  has  not 
passed  beyond  the  experimental  stage,  and  is  not  yet  sufficiently  in 
use  anywhere  to  demonstrate  its  practicability  or  feasibility.  It  is 
true  that  the  New  Sfork  Centra]  and  the  New  York  New  Haven  & 
Hartford  roads  are  completing  plans  for  handling  their  passenger 
traffic  to  and  from  the  Grand  Central  station  in  New  York  by  elec- 
trically equipped  trains,  but  as  there  is  no  freight  traffic  handled 
by  either  of  these  roads  to  and  from  the  Grand  Central  station,  the 
problem  Is  not  with  them  as  difficult  as  it  would  be  if  they  were 
undertaking  to  proviile  <  I. ■  lie  power  for  handling  all  the  road's 
traffic,  both  passenger  and  freight.  In  so  far  as  the  matter  has  yet 
been  worked  out  the  details  of  operating  expenses  are  necessarily 
Incomplete,  hut  there  is  good  reason  for  the  belief  that  because  of 
electric  operation — as  compared  with  that  of  steam  locomotives — it 
is  very  much  greater,  but  how  much  no  one  can  tell.  Again,  in  the 
past  15  years  tin-  introduction  of  rapid  transit  by  electric  railways, 
which  give  greater  convenience  to  suburban  travel  than  can  possibly 
be  furnished  by  steam  railroads,  has  so  diminished  the  volume  of 
railroad  uburban  traffic  that  it  is  upon  the  whole  now  be- 
coming a  qui  lion  whether  there  Is  any  profit  at  all  derivable  by 
the  steam  railroads  from  the  carrying  of  short  distance  suburban 
travel  at  the  existing  low  rates  charged  therefor,  and  not  only  the 
Boston  &  Maine,  but  railroads  carrying  similar  traffic  everywhere, 
are  fast  corning  to  the  belief  that  the  surrender  of  this  kind  of 
travel  to  the  street  railways  unci  interurban  trolley  lines  will  be 
from  every  point  of  view  the  lest  solution  of  the  problem." 


Construction  News 


FRANCHISES. 

Atlanta,    Ga.— The    Georgia    Railway    &    Electric    Company    has 
se  :ured   the  consent  of  the  council  to  lay  a  double  track  from  the 
orner  of  Berne  street  and  South  boulevard,  along  South  boulevard 
to  Confederate  avenue  and  on  Confederate  avenue  to  Little  Switzer- 
land, where  a  new  park  now  is  being  built. 

Brazil,  Ir.d. — The  Indianapolis  &  Western  Traction  Company 
has  made  application  for  permisssion  to  enter  Brazil  with  its 
interurban   line. 

Brunswick,  Ga.— F.  D.  M.  Strachan,  Brunswick,  Ga..  and  asso- 
■  iates  have  been  granted  a  40-year  franchise  for  an  electric  rail- 
way system  and  lighting  plant.  It  is  stated  that  in  return  for 
the  franchise  the  grantees  have  agreed  by  contract  to  purchase 
and  turn  over  to  the  city  the  present  waterworks  plant  at  an  | 
arbitrated  value,  the  city  to  pay  for  the  plant  at  the  rate  of 
$10,000  a  year. 

Fairfield,  la. — A  franchise  lias  been  granted  by  the  city  council 
to  the  Iowa-Missouri  Traction  &  Power  Company  to  operate  its 
line  in  this  city,  the  exact  route  to  be  determined  later. 

Jamestown,  N.  Y. — The  Jamestown  Street  Railway  Company 
has  applied  for  permission  to  run  its  Lakewood  line  under  the 
Erie  Railroad's  tracks  near  the  Crystal  ice  houses.  The  crossing 
will  he  17  feet  high  and  30  feet  wide.  The  application  will  be 
acted  upon  by  the  railroad  commissioners  at  Albany,  X.  V  on 
April   IK. 

Kansas  City,  Mo. — An  application  for  the  extension  of  its 
Prospect  avenue  line  from  Thirty-first  street  to  the  Swope  Park 
line,  a  distance  of  two  miles,  has  been  made  by  the  Metropolitan 
street  Railway  Company.  Action  has  been  referred  to  the  com- 
mittee  on   streets,    alleys   and    grades. 

Kewanee.  III. — The  franchise  of  the  Galesburg  &  Kewanee 
Electric  Railway,  which  was  declared  invalid  some  time  ago  by 
the  Wethersfield  village  board,  because  the  company  had  not  com- 
pleted its  line  according  to  the  terms  of  the  original  franchise, 
has  been  teinstated  by  action  of  the  board  on  March  26. 

Lincoln,  III. — The  Springfield  &  Northeastern  Traction  Company, 
a  line  associated  with  the  Illinois  Traction  System,  which  will  con- 
nect Springfield,  Bloomington  and  Mackinaw,  has  been  granted 
a  50-year  franchise  for  the  right  to  build  its  line  through  Lincoln  on 
Chicago  street. 

Marengo,  la. — The  Marengo  &  Midland  Interurban  Railway 
has  been  granted  a  franchise  for  the  use  of  several  streets  and 
alleys  in  this  city. 

Milwaukee,  Wis. — At  a  meeting  of  the  council  committees  on 
railroads  and  judiciary  favorable  action  was  taken  on  the  applica- 
tion of  the  Chicago  &  Milwaukee  Electric  Railroad  to  operate  its 
cars  on  Wells  street  from  Fifth  to  Second  streets,  provided  that 
other  urban  and  interurban  lines  be  allowed  the  use  of  the  tracks 
upon  payment  of  a  reasonable  rate  for  such  privileges. 

Norwalk,  O. — A  franchise  has  been  granted  by  the  city  council 
to  the  Cleveland  &  Indianapolis  Interurban  Railway,  which  will 
build   a  line   form  this  city  to   Bluffton,   Ind. 

Reading,  O. — The  Cincinnati  Reading  &  Middletown  Street 
Railway,  which  is  building  a  line  from  Cincinnati  by  way  of 
Sharon  to  Middletown.  O.,  has  applied  for  a  franchise  to  enter 
Reading  with  its  interurban  line.  Guy  M.  Mallon  of  Cincinnati 
is    interested. 

Roanoke,  Va. — The  ordinance  recently  introduced  for  the  ex- 
tension of  the  Roanoke  Railway  &  Electric  Company's  line  on 
Genesee  street  from  Thirty-ninth  to  Forty-third  streets,  has  been 
approved. 

St.  Louis,  Mo. — The  bill  authorizing  the  St.  Louis  Electric 
Terminal  Railway  Company,  owned  by  the  Illinois  Traction  Com- 
pany, to  lay  its  tracks  on  streets  in  North  St.  Louis,  has  been 
passed  by  the  house  of  delegates.  A  charter  already  has  been 
granted  by  congress  for  a  bridge  across  the  Mississippi  river  at 
Salisbury  street  and  it  is  stated  that  with  the  signing  of  the  fran- 
chise bill,  work  will  be  started  on  the  line  in  St.  Louis  and  on  the 
bridge.  A  large  passenger  station  will  be  erected  at  Eleventh  street 
and  Lucas  avenue.  Freight  terminals  will  be  erected  on  the  24 
acres  of  ground  purchased  by  the  company  in  North  St.  Louis. 
The  St.  Louis  line  is  intended  to  be  the  terminus  of  the  extensive 
system   of  the  McKinley  interurban  lines  in  Illinois. 

Silver  Creek,  N.  Y. — The  Buffalo  &  Lake  Erie  Traction  Com- 
pany, which  is  building  an  interurban  line  between  Buffalo  and 
Erie,  has  applied  for  a  franchise  to  lay  its  tracks  through  Silver 
Creek.     J.  C.  Calisch,  Buffalo,  general  manager. 

Vincennes,    Ird. — The   Vincennes  Washington   &    Eastern    Trac 
Hon    Company,    which    is    building   a   line    from    Vincennes    to    Loo- 
gootee,   In  I.,   has  been  granted  a  franchise  feci-  its  line  in  this  city, 
it   is   stated    that   work   will   lie  commenced  at  once  and   that   the 

c pany   guarantees   to   have   trains   running   inside   of  one   yeai 

W.   II.  Schott  of  Chicago,  president. 

Waterloo,  Ind. — The  Toledo  &  Chicago  Interurban  Railway  has 
been  granted  a  franchise  to  operate  its  Interurban  line  in  this 
city. 

Wheeling     (W.     Va.)     Traction     Company. — An     ord  now 


472 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  14. 


before  the  city  council  provides  that  this  company  may  construct 
a  second  track  and  make  other  improvements.  B.  \\".  Peterson, 
vice-president. 

York,  Pa. — The  application  of  the  York  Street  Railway  for  a 
franchise  to  operate  its  line  in  several  streets  of  the  city  was  denied 
by  the  mayor  upon  the  company's  refusal  to,  pay  3  per  cent  of 
one-seventh  of  the  gross  receipts  of  its  interurban  business  to  the 
city. 

Youngstown,  O. — A  fraurlii.se  lias  been  granted  to  the  New 
Castle  &  New  Wilmington  Electric  Railway  to  operate  its  line  in 
this  city.  This  company,  which  is  building  an  interurban  line  be- 
tween New  Wilmington,  O.,  and  New  Castle,  Pa.,  already  has 
secured  the  site  for  a  terminal  at  New  Castle. 


Taylorville,  Findlay,  Windsor,  Toledo,  Casey.  Martinsville  and 
Marshall,  nearly  300  miles.  The  line  will  be  built  for  passenger 
and  freight  traffic  and  will  open  up  some  of  the  best  coal  and  oil 
districts  in  Illinois,  which  at  present  are  without  such  service. 
Branch  lines  will  run  to  Carrollton,  Springfield,  Sullivan  and 
Shelbyville.  Capital  stock,  $2,500.  Incorporators:  H.  C.  Simon, 
John  Colderm,  W.  E.  Allenson,  T.  B.  Teney,  Virden;  and  E.  E. 
Barclay,   Springfield,   III. 


RECENT    INCORPORATIONS. 


East  St.  Louis  Southeastern  Railroad. — Incorporated  to  build 
an  electric  railway  between  East  St.  Louis,  Freeburg  and  Mas- 
coutah,  111.  Capital  stock,  $2,500.  Incorporators:  L.  C.  Haynes, 
T.  W.  Gregory,  G.  C.  Pierce,  J.  A.  Farmer  and  Fred  H.  Kruger,  all 
connected  with  the  East  St.  Louis  &  Suburban  Railway. 

Ellwood  City  &  Hazel- Dell  Railway. — Incorporated  in  Pennsyl- 
vania to  build  four  miles  of  electric  line  from  Ellwood  City,  Law- 
rence township,  to  other  points  in  the  county.  Capital  stock, 
$25,000.     C.  J.  D.   Strohecker,   Zelienople,   Pa.,   is  president. 

Greensburg  &  Western  Railway. — Incorporated  in  Pennsylvania 
to  build  and  operate  an  electric  railway  from  Greensburg  to 
Irwin,  Pa.,  about  10  miles.  Capital  stock,  $60,000.  William  S. 
Kuhn.    Pittsburg,    is  president. 

Kansas  Traction  Company. — Incorporated  in  Kansas  to  build 
and  operate  a  standard  gauge  road,  either  steam  or  electric,  from 
Coffey ville  to  Kansas  City,  Mo.,  by  way  of  Topeka,  about  260  miles. 
Capital  stock,  $25,000.  Incorporators:  F.  B.  Shirlev,  E.  C.  Kiddoo, 
S.  D.  Frazier  and  W.  C.  Hall,  all  of  Coffeyville,  Kan. 

Lake  Erie  &  Youngstown  Railroad. — Incorporated  in  Ohio  to 
build  a  gasoline  motor  line  from  Conneaut  south  through  Pierpont 
and  Andover,  O.  Gasoline  motor  cars  only  will  be  used  and  it  is 
stated  that  work  on  laying  out  the  route  and  securing  private 
right  of  way  will  be  started  at  once.  Much  of  the  property  already 
has  been  secured.  Capital  stock,  $10,000.  Incorporators:  G.  M. 
Brown,  Wilbur  F.  Stanley,  George  J.  Chapman,  Conneaut;  Frank  J. 
Cheney,  Toledo;  John  H.  Ruhlman,  Youngstown;  William  Ruhlman, 
North  Lima;  A.   W.  Jones,   Burg  Hill. 

Lawrence  Electric  Transportation  Company. — Incorporated  in 
Kansas  to  build  and  operate  a  trackless  trolley  line  in  Lawrence. 
Large  automobiles  will  be  used,  taking  power  from  an  overhead 
trolley  wire.  The  company  has  a  franchise  to  operate  in  Law- 
rence, and  the  work  of  constructing  the  line  will  be  begun  at 
once.  The  main  line  of  the  system  will  "extend  from  the  Santa  Fe 
depot  to  the  Haskell  Institute.  A  branch  line  will  also  be  run 
to  c.ie  Kansas  University.  Lawrence  has  no  street  cars  at  present. 
Capital  stock.  $200,000.  Incorporators:  O.  W.  Murphy,  J.  A.  Ham- 
lin. W.  W.  Cleland,  F.  W.  Blackmar,  R.  M.  Ridgeway,  W.  E.  Pitts 
and   Harry  Dick,   all  of   Lawrence. 

Lincoln  (III.)  Railway  &  Light  Company. — Incorporated  in  Illi- 
nois to  operate  street  railways  and  light,  heat  and  power  plants. 
Capital  stock.  $2,500.  Incorporators:  Charles  R.  Scott,  M.  O.  Payne 
and  Thomas  Marshall. 

Milwaukee  &  North  Shore  Railway. — Incorporated  in  Wiscon- 
sin to  build  and  operate  an  electric  interurban  line  from  Mil- 
waukee to  Manitowoc,  Sheboygan  and  Fond  du  Lac,  Wis.,  with 
headquarters  in  Milwaukee.  William  C.  Stone  of  Manitowoc  is 
one  of  the   incorporators. 

Missoula- Bitter  Root  Traction  Company. — Incorporated  in  Mon- 
tana to  build  a  proposed  line  from  Missoula  to  Hamilton,  Mont. 
Capital  stock,  $40,000,  about  half  of  which  has  been  subscribed. 
Incorporators:  J.  L.  Humble,  Corvallis;  E.  O.  Lewis,  Stevensville; 
C.  M.  Allen.  Lo  Lo;  J.  P.  Shannon,  Hamilton;  and  P.  M.  Reilly, 
Missoula,  Mont. 

Southern  Wisconsin  Light  &  Traction  Company. — Incorporated 
in  Wisconsin  to  operate  an  electric  line  in  Dane  and  Rock  counties 
which  will  be  part  of  an  interurban  line  from  Madison  to  Janesville, 
Wis.  The  articles  provide  for  a  $2,000,000  bond  issue.  F.  W. 
Montgomery,  12S  Broadway,  New  York,  is  one  of  the  incorporators. 

Toledo  Wabash  &  St.  Louis  Railroad. — Incorporated  in  Maine 
to  build  an  electric  railway  for  freight  and  passenger  service  from 
Toledo,  O.,  to  St.  Louis,  Mo.,  through  Defiance.  O..  and  Ft.  Wayne, 
Muncie  and  Terre  Haute.  Ind.  Present  plans  include  only  the 
construction  of  the  first  section  from  Toledo  to  Defiance,  which  will 
be  built  under  the  name  of  the  Toledo  &  Defiance  Railway.  Capital 
stock,  $6,000,000.  There  are  to  be  no  bonds  or  preferred  stock. 
Officers:  Clarence  D.  Whitney,  president  and  general  manager; 
George  C.  Metzger,  vice-president;  J.  P.  McAfee,  treasurer;  S.  L. 
McAfee,  secretary;  all  of  Toledo.  The  Riggs  &  Sherman  Company 
of  Toledo  has  been  engaged  as  engineers  and  has  made  the  pre- 
liminary survey  for  the  first  section.  President  Whitney  is  quoted 
as  saying  that  arrangements  have  been  made  with  Burr  Brothers 
of  New  York  to  finance  the  first  section  and  that  construction 
will  begin  at  an  early  date.  The  road  will  be  built  on  a  1%  per 
cent  grade  and  70-pound  rails  will  be  used. 

Virden  &  Taylorville  Traction  Company. — Incorporated  in  Illi- 
nois to  construct  an  electric  line  from  Virden,  Macoupin  county,  to 
Taylorville,  Christian  county.  This  will  be  the  first  section  of  a 
projected  line  which  will  ultimately  extend  from  Quincy,  111.,  to 
Terre    Haute.    Ind..    via   Hannibal.    Winchester,    Roodhouse,    Virden, 


TRACK    AND    ROADWAY. 


Abilene,  Tex. — It  is  stated  that  local  capitalists  have  arranged 
to  finance  the  proposed  street  railway  line  for  this  city  and  that 
contracts  will  be  let  in  a  short  time  for  the  first  3%  miles. 

Accomac  Traction  &  Power  Company. — This  company  has  been 
organized  to  build  an  electric  railway  from  Onancock  to  Accomac 
Court  House  via  Tasley,  Va.,  with  a  possible  extension  to  Battle 
Point  on   Matomkin  Bay. 

Anderson  Traction  Company. — Cars  are  now  being  operated 
over  the  first  five  miles  of  the  line  from  Anderson  to  Belton, 
S.  C,  and  as  soon  as  the  trestle  at  Broadway  creek  is  completed, 
as  it  is  expected  to  be  some  time  this  month,  cars  will  run  over 
the  entire  line. 

Asheville,  N.  C. — Surveys  are  now  being  made  for  an  electric 
line  from  Asheville  to  Montreat,  N.  C,  and  it  is  stated  that  con- 
struction will  begin  this  spring. 

Buffalo  Lockport  &  Rochester  Electric  Railway. — It  is  stated 
that  tracklaying  will  begin  within  a  week  in  the  town  of  Gates, 
N.  Y.  The  line  when  completed  will  connect  Buffalo,  Lockport  and 
Rochester,  N.  Y.  J.  G.  White  &  Co.  of  New  York  are  the  con- 
tractors. 

Calgary,  Alta. — The  public  works  committee  has  reported  in 
favor  of  building  a  municipal  street  railway  at  a  cost  of  $250,000. 

Cheyenne,  Wyo. — Negotiations  are  in  progress  for  an  electric 
street  railway  for  Cheyenne  and  Fort  Russell  to  be  installed  this 
summer.  Work  is  to  be  commenced  on  the  power  plant  and  tracks 
not  later  than  May  1.  The  line  will  run  from  South  Cheyenne, 
through  the  city  to  Lake  Minnehaha,  to  Fort  Russell,  and  later 
to  Frontier  Park,   Sloan's  Lake  and  other  resorts. 

Chicago  &  Western  Indiana  Traction  Company. — This  com- 
pany has  filed  notice  with  the  secretary  of  state  of  Indiana  that 
it  will  increase  its  capital  stock  to  $600,000.  This  company  pro- 
poses to  build  a  line  connecting  four  of  the  principal  college 
towns  of  Indiana — Lafayette,  Crawfordsville,  Greencastle  and 
Bloomington — and  is  called  the  "Educational  Route."  Edward  F. 
Barrows,  secretary  and  general  manager,  610  Traction  and  Termi- 
nal building,  Indianapolis,  announces  that  work  will  begin  on 
the  line  in  a  short  time. 

Columbus  (O.)  Urbana  &  Western  Railway. — Control  of  this 
property  has  been  sold  to  capitalists,  who  will  organize  the  Co- 
lumbus &  Northern  Traction  Company  with  $1,400,000  capital  stock, 
of  which  $1,000,000  will  be  common  stock  and  $400,000  preferred 
stock.  The  new  owners  will  extend  the  line  in  a  northwesterly 
direction,  either  to  Lima,  by  way  of  Dublin,  or  to  Bellefontaine, 
by  way  of  Hilliards.  The  new  owners  of  the  property  are  con- 
nected with  the  Columbus  Magnetic  Springs  &  Northern  Rail- 
way, which  was  incorporated  last  October  to  take  over  the  electric 
line  extending  from  Delaware  to  Magnetic  Springs,  and  to  extend 
its   lines. 

Consolidated  Railway  (New  Haven,  Conn.). — President  C.  S. 
Mellen  has  announced  that  this  company  is  ready  to  build  the 
electric  line  from  Hartford  to  Middletown.  Conn.,  which  has  been 
petitioned  for  by  several  towns  along  the  proposed  line.  Plans 
have  also  been  announced  for  building  lines  from  Great  Harrington, 
Conn.,   to   South  Egremont  and  Canaan,   Mass. 

Findlay-Marion  Railway  &  Light  Company. — This  company, 
which  proposes  to  build  an  electric  railway  from  Findlay  to 
Marion,  O.,  47  miles,  has  organized  by  electing  the  following 
officers:  President,  R.  P.  Hankey  of  Detroit;  secretary  and  treas- 
urer, G.  W.  Meeker  of  Columbus;  general  counsel,  E.  W.  Tompkins 
of  Columbus.  The  right  of  way  has  been  secured  and  construction 
is  to  begin   this  summer. 

Ft.  Dodge  Des  Moines  &  Southern  Electric  Railway. — Mana- 
ger J.  L.  Blake,  Des  Moines,  la.,  has  let  a  contract  to  George  M. 
Kepner  of  Des  Moines  for  a  part  of  the  grading  and  tracklaying. 
Mr.  Kepner  agrees  to  complete  the  grading  between  Ames  and 
Kelly  by  June  1.     Tracklaying  is  to  begin  at  once. 

Ft.  Wayne  <£.  Wabash  Valley  Traction  Company. — This  company 
has  put  a  large  force  of  men  to  work  straightening  the  lines  be- 
tween Ft.  Wayne  and  Logansport,  where  numerous  curves  now 
exist.  They  are  also  replacing  decayed  ties  and  reballasting  the 
road  in  many  places  where  the  recent  floods  washed  the  ballast 
away. 

Illinois  Traction  Company. — Two  parties  of  surveyors  have 
started  from  a  point  about  10  miles  south  of  Mackinaw  and  will 
work  in  both  directors  toward  Mackinaw  and  toward  Lincoln,  to 
locate  the  line  which  is  to  connect  the  line  between  Lincoln  and 
East  St.  Louis  with  the  line  from  Bloomington  to  Peoria,  and 
form  a  part  of  the  proposed  through  line  to  Chicago.  Much  of 
the  right  of  way  has  been  promised  and  it  is  the  intention  to 
build  the  line  this  summer.  The  contract  for  grading  the  line 
from  Springfield  to  Jacksonville.  40  miles,  and  the  Springfield  belt 
line  has  been  awarded  to  Tuttle  Brothers  of  Decatur,  the  firm 
that  graded  the  Bloomington-Peoria  line  and  that  now  has  the 
contract    for    the    Champaign-Decatur    line. — It    is    now    announced 


April  6,  1907. 


ELECTRIC    RAILWAY    REVIEW 


473 


that  the  Bloomington-Peoria  line  will  be  opened  for  traffic  on 
April  15.  This  line  has  been  in  operation  between  Bloomington 
and  Danvers,  since  January  1. — Plans  have  been  prepared  for  the 
expenditure  of  about  $5,000,000  in  and  near  St.  Louis  if  the 
franchise  bill  recently  passed  by  the  St.  Louis  city  council  is 
signed  by  the  mayor.  Plans  have  been  prepared  by  Ralph  Modjeska. 
consulting  engineer,  for  a  bridge  across  the  Mississippi  river  from 
near  Salisbury  street,  St.  Louis,  to  Venice.  The  bridge  will  be 
2,365  feet  long,  of  five  spans,  and  will  cost  about  $2,500,000. 
The  other  work  planned  includes  the  lines  into  St.  Louis  and  the 
erection  of  passenger  and  freight  terminals,  for  which  land  has 
already   been   purchased. 

Indiana  Columbus  &  Eastern  Traction  Company. — Contracts 
have  been  awarded  for  the  construction  of  13  concrete  bridges  to 
replace  wooden  structures  along  the  line  of  the  Columbus  &  Lake 
Michigan  steam  road,  in  operation  between  Defiance  and  Lima, 
recently  purchased  by  the  Schoepf  syndicate.  Many  improvements 
are  about  to  be  made  on  the  line  preparatory  to  its  electrification. 
Contracts  have  been  let  for  the  extension  from  Lima  to  Betle- 
fontaine.  and  work  will  commence  on  .April  1.  This  will  give  a 
direct  line  from  Defiance  to  Columbus  via  Lima  and  Bellefontaine. 

Iowa-Missouri  Traction  &  Power  Company. — This  company  has 
filed  a  trust  deed  to  the  Knickerbocker  Trust  Company  of  New- 
York  to  secure  an  issue  of  $1,000,000  20-year  5  per  cent  bonds,  to 
be  used  in  building  the  line  from  Fairfild,  la.,  to  Memphis.  Mo. 
J.  W.  Andrews  of  Keosauqua,  la.,  is  the  promoter  and  chief  en- 
gineer. 

Jackson  (Miss.)  Electric  Railway  Light  &  Power  Company. — 
This  company  expects  to  expend  about  $200,000  in  extensions  and 
improvements  this  year  and  is  only  awaiting  the  arrival  of  rails 
to  begin  work.  A  short  time  since  the  company  announced  its 
intention  to  build  a  line  on  North  Jefferson  street,  and  plans 
are  now  being  considered  for  another  extension  in  the  western 
suburbs.  Instead  of  extending  another  line  to  Duttoville,  the 
plan  is  now  to  build  south  on  Gallatin  street  to  Lynch  and  west 
on  Lynch  to  the  several  new  subdivisions  being  opened  in  the 
vicinity  of  Jackson  College  and  Campbell  College.  Manager  F.  G. 
Proutt  is  confident  that  he  will  have  the  construction  work 
resumed  during  the  early  summer,  and  at  least  four  months  will 
be  required  for  the  completion  of  the  extensions,  including  the 
•double-tracking   on   North    State   and   West   Capitol. 

Maynard,  Mass. — The  Lowell  Acton  &  Maynard  Street  Railway 
is  reported  to  have  announced  that  11  miles  of  track  will  be  con- 
structed this  season. 

Metropolitan  Street  Railway. — This  company  is  relaying  its 
tracks  on  Grand  avenue,  Kansas  City,  with  143-pound  rails. 

Milwaukee  &  North  Shore  Railway. — This  company  has  been 
organized  by  W.  C.  Stone  of  Watertown,  Wis.,  and  others  to  con- 
struct and  operate  an  electric  railway  from  Milwaukee  to  Fond 
■du  Lac  by  way  of  Manitowoc  and  Sheboygan. 

Monticello,  Ky. — It  is  reported  that  an  interurban  line  is  to 
be  built  from  Tateville   to  Monticello,   Ky. 

New  Jersey  <£.  Pennsylvania  Traction  Company. — Surveys  for 
the  line  from  Princeton  to  Somerville,  N.  J..  IS  miles,  have  been 
completed.     Charles  Serfass  of  Yardley,  Pa.,  is  chief  engineer. 

New  Roads,  La. — It  is  reported  that  a  movement  is  now  on 
foot  to  build  an  electric  railway  32  miles  long  from  New  Roads  to 
Glynn,  La.,  along  False  river,  for  both  freight  and  passenger 
service. 

Northern  Ohio  Traction  &  Light  Company. — The  Wadsworth 
extension  of  the  Akron-Barberton  line  has  been  completed  and 
work  trains  have  been  run  over  it.  Regular  passenger  service 
wi..  probably  be  started  on  April  6  or  8.  Manager  Charles 
Currie.  Akron,  O.,  is  quoted  as  saying  that  surveyors  would  soon 
resume  the  work  of  locating  the  line  of  the  proposed  extension 
from  Wadsworth  to  Seville.  Three  alternate  routes  are  to  be 
surveyed,  but  the  line  is  not  to  be  built  this  year. 

Northern  Texas  Traction  Company. — This  company  has  let 
a  contract  for  the  poles  to  be  used  on  the  line  from  Ft.  Worth  to 
Cleburne,   Tex. 

Omaha  &  Council  Bluffs  Street  Railway. — A  large  shipment  of 
rails  and  ties  has  been  received  and  work  is  to  be  rushed  on  a  large 
amount  of  tracklaying  in  Omaha.  Work  has  already  started  on 
the  Twenty-fourth  street  line  from  Vinton  street  to  Leavenworth. 
The  double-tracking  on  the  Bellevue  line  will  be  extended  north 
and  south,  and  the  Lake  street  line  will  be  double-tracked  from 
Twenty-fourth  to  Thirtieth  streets.  The  Ames  avenue  line  will 
also  be  extended,  and  when  the  above  work  is  completed  other 
extensions  will  be  made  as  fast  as  materials  can  be  secured. 

Red  Lion  &  Airville  Traction  Company. — The  survey  for  this 
proposed  line  from  Red  Lion  to  Airville,  Pa.,  has  been  completed. 
The  route  includes  Springvale.  entering  on  South  Main  street. 
A.  K.  Frey  and  others  of  York  county,  Pennsylvania,  are  inter- 
ested. 

Sandusky  Fremont  &  Southern  Railway. — This  company,  which 
is  building  a  line  from  Sandusky  to  Fremont,  O.,  for  the  Lake 
Shore  Electric  Railway,  has  let  a  contract  for  the  construction 
between  Vickery  and  Fremont  to  George  Kinney  of  Fremont. 
According  to  the  terms  of  the  contract  the  line  is  to  be  completed 
by  June  1.  Tracklaying  between  Vickery  and  Sandusky  is  now 
progressing  rapidly. 

Southwestern  Wisconsin  Railway.— F.  W.  Hlld  of  Chicago,  win, 
has  been  promoting  a  line  from  Platteville,  Wis.,  to  Dubuque,  la., 
has    given    up    his   Offices    in    Dubuque,    and   it    Is    slated    has   aban- 


doned   the    project    on    account    of    inability    to    secure    necessary 
franchises. 

Tacoma,  Wash. — It  is  reported  that  the  Dupont  Powder  Com- 
pany, together  with  eastern  capitalists,  has  agreed  to  finance  the 
line  from  Tacoma  to  Seattle,  which  is  being  promoted  by  Merle 
J.    Wightman   of   Tacoma. 

Tri-City  Railway  Company,  Davenport,  Iowa. — It  is  announced 
that  this  company  is  rapidly  extending  its  double  track  on  Brady 
street  from  Central  park  to  the  city  limits.  The  work  is  being 
done  in  two  sections.  As  soon  as  the  Brady  street  section  is 
completed  the  track  from  Locust  street  to  Central  park  will  be 
laid.  The  work  on  the  new  substation  is  progressing  rapidly  and 
the  rotary  converters  will  be  installed  within  the  next  10  days. 

Utah  Light  &  Railway  Company. — A  contract  for  $50,000  worth 
of  frogs  and  switches  has  been  let  to  the  William  Wharton,  Jr., 
Company  of  Philadelphia,  including  the  special  work  for  the  cross- 
ing at  Main  and  South  streets,  where  two  double-track  lines  inter- 
sect. As  soon  as  possible  this  spring  work  will  be  started  on  an 
extension  to  be  built  from  the  intersection  of  Fifth  North  and 
Second  West  streets  to  Fourth  West  street,  thence  north  on  that 
street  to  the  county  road  leading  to  Bountiful,  and  thence  through 
North  Salt  Lake  to  the  Oregon  Short  Line  gravel  pits.  The  line 
will  be  built  primarily  for  carrying  gravel  for  the  reconstruction 
of   the  company's  downtown   lines. 

Washington  Frederick  &  Gettysburg  Electric  Railway. — This 
company  has  awarded  to  Charles  Klipp  the  contract  for  grading 
its  line  on  Fourth  street,  Frederick,  Md.,  along  the  entire  length 
of  which  the  Frederick  end  of  its  line  to  Thurmont  will  run.  The 
roadbed  has  been  graded  a  distance  of  about  three  miles  out  of 
Frederick,  and  tracklaying  will  begin  as  soon  as  the  grading  on 
Fourth  street  is  completed,  so  that  construction  materials  for  the 
balance  of  the  line  may  be  hauled  out  on  the  company's  own  cars. 
A  shipment  of  $20,000  worth  of  rails  is  expected  to  arrive  on 
April   20. 

White  Salmon,  Wash. — It  is  reported  that  a  movement  is  on 
foot  to  build  an  electric  railway  from  White  Salmon  to  Binger, 
Wash. 

Wichita  Railroad  &.  Light  Company. — The  bridge  across  the 
Arkansas  river  near  First  street  in  Wichita,  Kan.,  is  under  con- 
struction and  is  expected  to  be  completed  so  that  cars  may  run 
over  it  some  time  in  May,  when  Wonderland  Park,  with  which 
the   bridge   will   connect,    is   opened. 


POWER   HOUSES  AND  SUBSTATIONS. 


Alabama  City  Gadsden  &  Attalla  Railway  Company. — It  is 
announced  that  the  new  power  house  of  this  company  is  now 
practically  completed  and  was  put  in  operation  on  March  25,  1907. 
The  plant,  as  announced  in  a  previous  issue,  was  tested  some  time 
ago.  but  was  not  put  into  regular  operation.  The  power  house  is 
of  brick,  steel  and  reinforced  concrete  work,  equipped  with  the 
latest  machinery,  at  a  total  cost  of  about  $125,000.  The  contract 
and  material  for  a  $10,000  pumping  station  and  3,600  feet  of 
14-inch  pipe  line  have  been  let,  but  the  work  is  not  yet  com- 
pleted. 

Chester  Traction  Company,  Chester,  Pa. — Two  300-horsepower 
Babcock  &  Wilcox  boilers  have  just  been  installed  in  the  Penn 
street  power  house,  at  right  angles  with  the  original  installation 
of  Berry  boilers,  which  have  been  in  use  in  the  plant  for  some 
time  and  will  still  be  continued  in  service.  The  installation  also 
includes  a  smokestack  117  feet  high.  The  boilers  are  supported 
on  foundations  resting  on  concrete  piles  driven  2S  feet  on  solid 
rock.  It  is  rumored  that  a  line  will  be  constructed  from  Chester 
to  Rockdale,  in  which  case  it  has  been  found  that  it  will  be  neces- 
sary to  install  a  1,000-horsepower  engine  and  generator  to  furnish 
the   extra  power  required  by  this  line. 

Ft.  Wayne  &  Wabash  Valley  Traction  Company. — During  a 
severe  electrical  storm  on  the  evening  of  March  26  the  generators 
in  the  Ft.  Wayne  and  Huntington  power  houses  were  burned 
.nit,  and  the  power  for  operating  the  lights  and  electric  railway 
is  now  transmitted  from  Lima,  O.,  Bluffton,  Ind.,  and  from  the 
Logansport  power  house  of  the  Indiana  Union  Traction  Company. 

Indianapolis  &  Northwestern  Traction  Company. — This  com- 
pany  is  making  an  improvement  to  the  water  cooling  tower  at  its 
Lebanon  power  house.  The  tower  has  been  completely  inclosed 
at  the  sides  and  ends  and  in  the  sides  have  been  placed  four 
S-foot  draft  fans,  two  on  each  side.  These  fans  will  be  operated 
by  a  50-horsepower  engine. 

Northern  Colorado  Power  Company. — This  company  is  build- 
ing a  new  substation  about  half  a  mile  southwest  of  the  Agricul- 
tural college,  which  will  be  used  to  furnish  power  and  light  Coi 
the  electric  cars  in  Ft.  Collins.  The  workmen  are  progressing 
rapidly  with  the  line  from  Longmont  to  Ft.  Collins,  and  it  is 
expected  that  with  favorabe  weather  the  line  will  be  completed 
within  a  few  days.  The  cost  of  the  new  substation  will  be  about 
$15,000. 

Northern  Ohio  Traction  &  Light  Company.— The  work  on  the 
new  Barberton  power  house  is  progressing  rapidly  and  the  me- 
chanical stokers  which  are  being  installed  are  now  practically  com- 

,,i    iei I    will    soon    be   put    In    operation.     It    is    stated    that    the 

operation  ot  those  which  are  completed  has  materially  reduced 
the  smoke  made  by  the  plant.  The  boilers  in  the  old  Barberton 
power  house  have  been  removed  and  will  be  installed  at  the 
Cu   ahoga    power    house.     These   boilers   will    be    put    in   operation 

:,      soon    a       1 H    stack    which    is    being    built    is    Completed.      The 

nlil    phinl    at    Barberton    will   simply   be   used   as   a   rotarj    ci 
,i,  tation,   the  old  generating  machinery  having  been  ren 


474 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  Xo.  14. 


Personal  Mention 


Mr.    Frank   J.    Doyle   has  been   appointed    master  mechanic  of 

i  X.     V.i     Kail.'  eeding    Mr.    L.    I..    Smith. 

resigned. 

Mr.  B.  L.  Vaughan,  nuditor  of  the  Grand  Rapids  Grand  Haven 
&  Muskegon  Railway.  Grand  Rapids,  Mich.,  lias  been  appointed 
traffic   manager. 

Mr.  L.  R.  Gaw  has  resigned  as  master  mechanic  of  the  Toledo 
&  Indiana  Railway  to  accept  a  similar  position  with  the  Ohio 
Central    Traction    Company   at    Galion,    O. 

Mr.  R.  R.  Ray,  claim  agent  of  the  Northern  Indiana  Railway 
at  South  Bend,  bid.,  lias  been  appointed  superintendent  of  trans- 
portation of  the  Southern  Michigan  Railway.  South   Bend. 

Mr.  .T.  A.  Killingsworth  has  been  appointed  manager  of  the 
St.  Thomas  Street  Railway,  which  is  owned  and  operated  by  the 
municipality  of  St.  Thomas,  Ont.,  succeeding  Mr.  Charles  Johns, 
resigned. 

Mr.  Alexander  K.  Cuthbert  has  been  appointed  agent  of  the 
express  department  of  the  United  Traction  Company.  Albany. 
X.  Y..  succeeding  Mr.  Charles  H.  Armatage.  who  has  been  ap- 
pointed traffic  manager. 

Mr.  W.  J.  Krotz,  superintendent  of  the  local  lines  of  the  Illi- 
nois Traction  Company  at  Jacksonville,  111.,  has  been  transferred 
to  a  similar  position  at  Granite  City.  He  is  succeeded  at  Jack- 
sonville by  Mr.   A.   Hopkins. 

Mr.  James  Bowlish  has  been  appointed  superintendent  of  the 
Coeur  d'Alene  &  Spokane  division  of  the  Spokane  &  Inlan  1  Em- 
pire Railroad,  with  headquarters  at  Coeur  d'Alene,  Idaho.  Mr. 
Bowdish  was  formerly  a  trainmaster  on  the  Northern  Pacific 
Railway. 

Mr.  L.  L.  Smith,  master  mechanic  of  the  Schenectady  (X.  T.) 
Railway,  has  resigned,  effective  April  10.  to  accept  a  similar  posi- 
tion with  the  Chicago  &  Milwaukee  Electric  Railroad  with  head- 
quarters at.  Highwood.  111.  Mr.  Smith  has  been  with  the  Sehenec- 
tady    Railway    since    December,    1905. 

Mr.  Clarence  Buckingham  has  resigned  as  president  of  the 
Xorthwestern  Elevated  Railroad  of  Chicago,  and  has  been  elected 
vice-president,  succeeding  Mr.  Walter  B.  Smith,  resigned.  Mr. 
Smith  and  Mr.  Ledyard  Blair  have  resigned  as  directors  and  are 
succeeded  by  Mr.  Mason  B.   Starring  and  Mr.  Samuel  McRoberts. 

Mr.  E.  J.  Davis,  heretofore  assistant  treasurer  of  the  Terre 
Haute  Traction  &  Light  Company,  Terre  Haute,  Ind.,  has  been 
appointed  auditor  of  that  company,  which  is  now  known  as 
the  Terre  Haute  division  of  the  Terre  Haute  Indianapolis  &  Eastern 
Traction  Company.     Mr.  C.  T.  Mordock  will  be  retained  as  manager. 

Mr.  Mason  B.  Starring,  vice-president  and  general  manager  of 
the  Chicago  City  Railway  Company,  has  been  elected  president  of 
the    Northwestern    Elevated    Railroad    of   Chicago,    succeeding   Mr. 

Clarence  Buckingham.  Mr. 
Starring  was  born  in  Chi- 
cago on  May  S,  1S59,  and 
received  his  education  in 
the  public  schools  of  Chi- 
cago. From  1878  to  1885  he 
was  connected  with  the 
o  p  e  r  a  t  ing  departments 
of  the  Burlington  and 
the  Pennsylvania  lines, 
subsequently  engaging  in 
a  general  merchandise 
and  banking  business  in 
Iowa.  In  1SSS  he  became 
connected  with  the  Chi- 
cago City  Railway  Com- 
pany as  clerk  in  the  office 
if  Mr.  C.  B.  Holmes,  presi- 
dent and  superintend- 
ent, where  he  remained 
for  three  years.  Upon  the 
appointment  of  Judge  J. 
S.  Grinnell  as  general 
counsel  for  the  company 
Mr.  Starring  was  placed 
in  charge  of  the  claim  de- 
partment. At  this  time 
he  resumed  the  study  of 
law,      was     admitted     to 


Mason    B.    Starring. 


practice  in  the  courts  of  Illinois  in  February,  1S94,  and  soon  after 
was  appointed  assistant  general  counsel  of  the  company,  which 
position  he  held  in  connection  with  his  duties  as  manager  of  the 
claim  department  until  his  appointment  as  general  solicitor'in  1904. 
On  May  12  of  that  year  he  succeeded  Capt.  Robert  McCulloch  as 
general  manager  of  the  company  and  in  March,  1906,  was  elected 
president  in  addition  to  his  duties  as  general  manager. 
Mr.  Starring's  two  years  of  continuous  service  in  the  manage- 
ment of  an  important  street  railway  organization,  and  his  close1  con- 
nection with  its  operating  managers  through  several  successive 
administrations,  should  qualify  him  to  manage  successfully  the 
affairs  of  the  property  of  which  he  has  just  been  elected  president. 

Mr.  C.  M.  Bange.  master  mechanic  of  the  Detroit  Jackson  & 
Chicago  Railway,  formerly  the  Detroit  Ypsilanti  Ann  Arbor  & 
Jackson  Railway,   has  been  appointed   master  mechanic  and  super- 


intendent of  motive  power  of  the  Northern  Ohio  Traction  &  Light 
Company  at  Canton,  O.,  succeeding  Mr.  William  E.  Ralston,  re- 
signed. ' 

-Mi  John  <;.  Carrol  has  been  appointed  general  foreman  of 
the  Paterson,  South  Orange,  Dunnellen  and  Milltown  shops  of  the 
Public  Service  Corporation  of  New  Jersey,  to  succeed  Mr.  I.  R. 
Nelson,  who  has  resigned  to  engage  in  the  electrical  contracting 
ess.  The  shop  foremen  in  districts  2  and  3  gave  Mr.  Nelson 
a  farewell  banquet  at   Newark  on  March  26. 

Mr.   Henry  C.  Page,  general  manager  of  the  Springfield   (Mass.  i 
i    Railway   Company,    whose   .lection   as  president  of   the   New- 
England    Street   Railway   Club   at  its  annual   meeting   on   March    2S 
was     announced     in     last 
week's  issue  of  the  Elec- 
tric   Railway    Review,    is 
I     43     years    of    age. 

began  his  street  rail- 
wax  career  in  August, 
1883,  as  conductor  on  the 
old  horse-car  line  of  the 
Lynn  &  Boston  Street 
Railway,  running  between 
Chelsea  and  Boston, 
Mass..  and  after  seven 
years  of  service  with  this 
company,  during  which 
time  successive  promo- 
tions had  placed  him  in 
charge  of  the  schedule 
arrangement  and  car  dis- 
patching system  of  the 
line,  he  accepted  a  posi- 
tion with  the  Newbury- 
port  Street  Railway  Com- 
pany as  superintendent. 
During  his  two  years' 
successful  management  of 
this  road  electricity  was 
substituted  for  horse- 
power and  the  line  other- 
wise improved.  In  Octo- 
ber.    1S92.    he    again    en- 


Henry    C.    Page. 


tered  the  service  of  the  Lynn  &  Boston  Company.  This  company 
previously  had  taken  over  the  Xaumkeag  Street  Railway  and  Mr. 
Page  remained  as  superintendent  of  its  Salem  division  for  nearly 
two  years.  In  July,  1900,  he  was  appointed  general  superin- 
tendent of  the  entire  Boston  &  Xorthern  system,  comprising  450 
miles  of  track.  In  1903  he  severed  his  connection  with  this  com- 
pany to  become  general  manager  of  the  Berkshire  Street  Railway 
Company  at  Pittsfield,  Mass.,  and  later.  wdien  this  road  and  the 
Springfield  Street  Railway  Company's  lines  were  taken  over  by 
the  Consolidated  Railway  Company  in  1905,  Mr.  Page,  on  June  IS 
of  that  year,  was  transferred  to  Springfield  as  general  manager 
of  the  latter  company,  which  position  he  now  holds. 

Mr.  Francis  H.  Dewey,  president  of  the  Worcester  Consolidated 
Street  Railway,  has  been  elected  president  of  the  Worcester  & 
Southbridge  and  Worcester  &  Blackstone  Valley  Street  Railway 
companies,  controlled  by  the  Xew  York  Xew  Haven  &  Hartford 
Railroad,  succeeding  Mr.  Charles  S.  Mellen.  resigned.  The 
Won  ester  A:  Webster  and  Webster  &  Dudley  Street  Railways  have 
been  leased  to  the  Worcester  &  Southbridge  company  and  will 
hereafter  be  operated  from  Worcester  in  connection  with  the 
Worcester  Consolidated  Company.  Mr.  E.  G.  Connette,  general 
manager  of  the  Worcester  Consolidated,  will  be  general  manager 
of  the  entire  property.  Mr.  A.  B.  Potter,  now  superintendent  of 
the  Worcester  &  Webster,  Worcester  &  Southbridge  and  Webster 
&  Dudley,  has  been  transferred  to  the  Stamford  (Conn.)  lines  of 
the  Xew  Haven's  electric  system,  and  Mr.  J.  W.  Anderson,  super- 
intendent of  the  Worcester  &  Blackstone  Valley,  has  been  ap- 
pointed superintendent  of  the  enlarged  Worcester  &  Southbridge 
system. 

Obituary. 

Edward  C.  Nichols,  vice-president  of  the  South  Side  Elevated 
Railroad,  died  at  his  home  in  Maywood,  111.,  on  March  2S  of  pneu- 
monia, after  an  illness  of  two  weeks.  Mr.  Nichols  was  born  at 
.Maywood.  111.,  in  1ST0,  and  attended  the  public  schools  of  that 
village  until  he  entered  the  University  of  Michigan,  where  he 
graduated  in  1892.  He  later  entered  the  law  department  of  the 
University  of  Chicago  and  after  finishing  his  course  there  in 
]V4  he  entered  the  service  of  the  South  Side  Elevated  Railroad 
as  attorney.  He  held  this  position  for  12  years  an  1  at  the  annual 
meeting  of  the  company  on  January  31  of  this  year  was  made 
vice-president,  succeeding  Mr.  T.  J.  Lefens.  resigned. 

Henry  W.  Goode,  president  of  the  Portland  (Ore.)  Railway 
Light  &  Power  Company  and  its  several  subsidiary  companies,  died 
at  Atlantic  City.  N.  J.,  on  March  31.  aged  46  years.  For  many 
years  he  had  been  prominently  identified  with  the  electric  traction, 
light  and  water-power  interests  of  the  country.  At  one  time  he 
was  district  director  of  the  Westinghouse  Electric  &  Manufactur- 
ing Company  of  Pittsburg,  subsequently  becoming  president  and 
general  manager  of  the  Northwest  General  Electric  Company.  In 
1S'.i2  he  was  elected  president  of  the  Portland  General  Electric 
Company  and  later,  when  the  Portland  Railway  Light  &  Power 
Company  was  formed  as  a  holding  company  for  the  Portland 
Railway,  the  Portland  General  Electric  and  the  Oregon  Water 
Power  &  Railway  companies,  Mr.  Goode  was  chosen  its  president. 
He  also  was  president  and  director-general  of  the  Lewis  and  Clark 
exposition  at  Portland  in  1905.  and  has  the  rather  unusual  distinc- 
tion of  having  carried  this  extensive  undertaking  through  to  a 
ssful   finish  with  actual  financial  profit  to  stockholders. 


April  6.  1907 


ELECTRIC    RAILWAY    REVIEW 


IT:, 


Financial  News 


Amherst  (Mass.)  &  Sunderland  Railway  Company. — A  large  ma- 

of    the    sto   k    ol    this    companj     has    i n    bought    at    $4.".    a 

share,   par  value   $100,   by   the   leading  stockholders   of  the  Holyoke 
(Mass.)    Street   Railway   Company. 

Atlantic  City  (N.  J.)  &  Suburban  Traction  Company. — At  a  meet- 
ing of  stockholders  on  March  30  the  issue  of  $300,000  preferred 
stock    was   authorized. 

Cleveland  Southwestern  &  Columbus,  Cleveland. — The  following 
have  been  elected  officers  of  this  company:  President,  F.  T. 
Pomeroy:  first  vice-president.  A.  E.  Akins;  second  vice-president, 
F.  E.  Myers,  secretary,  E.  F.  Schneider;  treasurer,  J.  O.  Wilson; 
assistant  treasurer.  H.  B.   Kavanaugh. 

Grand  Rapids  (Mich.)  Railway. — An  additional  $465,000  firsl 
mortgage  5  per  cent  bonds  has  been  listed  on  the  New  York  stock 
exchange,  making  a  total  listed  of  $3,157,000.  The  exchange  has 
also  authorized  the  listing  of  $285,000  additional  bonds  prior  to 
October  1.  1907.  The  total  issue  now  outstanding  has  been  applied 
as  follows:  , 

Retiring  $1,203,500  Consolidated  Street  Railway  5  per  cent 
bonds,  $600,000  Street  Railway  Company  of  Grand 
Rapids  6  per  cent  bonds,  $50,000  North  Park  Street 
Railway  Company  5  per  cent  bonds,  a  floating  debt  of 
s177.2S3.3j,  and  to  provide  $150,000  in  cash  expended  for 
a  new  power  house,  and  remaining  proceeds  for  various 

corporate  purposes    $2,500,000 

For  85  per  cent  of  the  actual  cost  of  extensions  and  perma- 
nent improvements,  consisting  of  additional  track  and 
equipment,  real  estate,  additional  power  house,  ma- 
chinery,  elc 715, ■ 

Less  retired  and  canceled  under  sinking  fund  provision....         51  

The  income  account  of  the  Grand  Rapids  Railway  for  the  year 
1906,   with  comparisons,   follows: 

1906.  1905.  1904. 

Gross     $910,027         $820,469         $760,776 

Expenses   IIT.vi  392,579  434.142 

Net    

-■s.   taxes  and  sinking  fund. 


.$462,136 
l'm-.  (60 


Surplus    $2.,0.670 

Preferred  dividend    75.000 


Balance    .' $181,676 

Common  dividend   10,000 


$427,890 
196,260 

$231,630 

IT,. 

$156,630 


$136,989 

75, 

$  61.9S9 


Si  i  i  |  .his    $141,676 


Metropolitan  West  Side  Elevated  Railway,  Chicago. — The  an- 
nual report  for  the  year  ended  on  February  2S,  with  a  comparison, 
follows: 

Earnings. 

1907.  loot;. 

Passenger    $2,604,366  $2,360,257 

Advertising     58,365  oo.o.-.i; 

Rent     15,909  14,419 

Miscellaneous     IS, 598  16,695 


Gross      $2,697,238 

Operating    Expenses. 

Structure    $  111.430 

Equipment    211.216 

Transportation    792,815 

General     ?8,425 

118.270 

T.  ital    $1,312,156 

Net    1.385,082 

Income. 

Net   from   operation    $1,385,082 

Interest  and   exchange    ::,224 

Rental  of  outside  property    1,665 

Other  income   1.767 


Gross  income   $1,394,738 

Interest    first    bonds    399,189 

Interest  extension   bonds    120,000 

Interest  collateral  loan   34,27a 

Interest  equipment  notes 5,206 

Rental.  Illinois  Trust  &  Savings  Bank,  trustee  4,797 

Rental.    Pennsylvania   Company 11.900 

Rental.    Union  Consolidated   Elevated   Railroad  20,351 

Rental.  Union  Elevated  Railroad   (loop) 238,228 

Taxes,   cat    license  and   special  assessments...  156,33' 


$2,452,327 

$    114,963 

202,220 

692,317 

76.691 

S6.239 

$1,172,430 

1.279.s:i7 

$1,279, SOT 
4.99S 
3.108 
4,530 

$1,292,533 

392.150 

120,00(1 

43,635 


4,797 

11,901) 

20,351 

222,278 

154,790 

$    969,901 
122,632 


Total  charges    $    990,283 

Surplus    104,455 

Mt.    Mansfield    Electric   Railroad,    Stowe,   Vt.— tin    application   of 
the  American  Trust  Company  of  Boston,   trustee  under  the  morl 

ring    tic     5    pei    'cut    I.e. nds   due    in    1928,    Charles   E.    Burt 
of  Stowe   I         i  appointed   receiver  of  this  company.     The  road 

extends  from  Waterbury   to  Slow.-,   a  distance  of  10  miles. 

Philadelphia    Rapid    Transit    Company. — The    syndicate    formed 

two  years  ago  b  rite   the  issue  ol      10, Irst  mortgage 

■  I    I i    i  !.'■    Market   Street    Elevated    Railroad 

i.sidiary  of  the  Philadelphia  Rapid  Transit,  has  been 
It    is   stated    thai    "(   the   entire   Issue  of   bonds 
two-thirds    was 

Portland      (Ore.)      Railway     Company. — An     additional     $245,000 
agi    5  per  cenl    I Is,  due  In    1980,  has  been 

'.'cw     Yoi  k       ice  I      i     i  hnngc.     , g     a     total     listed 

327,000,     Tic  o'-w  bonds  were  issue, i  or   account   of   the   fol 
.     ,  ,  rating    $807,044:     Extension    and    i 


struction   of   tracks,    including  special    won        i  14,078;    slon   of 

overhead    lines,    $'13,242;    new    paving,    $42,091;    new     electric    eai 

trucks    and     motors,     $63,748;     additional    power     I equipment, 

$415;  additional  car  shops,  $51,325;  additional  right  of  way,  I  145 
In  the-  year  ended  December  31,  1906,  the  company's  gross  earn- 
ings were  $1,684,157.  After  deducting  operating  expenses  the 
let  earnings  were  $709,457.  Fixed  charges  ami  taxes  wi 
s:;2.  leaving  a  balance  of  $272,624.  Afer  the  payment  of  hi  idi  n  i- 
of  5  per  cent  on  the  preferred  stock  and  2  per  cent  cm  the imon 

Stuck.     I  lie    Surplus     \\  ;c-     Sli.",,liJ." 

Milwaukee  (Wis.)   Electric  Railway  &  Light  Company. — The   i 
port  for  the  year  1906  compares  as  follows: 

1906.  1905  Lin  I. 

Gross    railway    $2,973,442         $2,669,847         $2,698,641 

Lighting,   etc 549,995  556,688  :.2a.u:,4 

Gross  earnings    $3,523,438         $3,226,53.",         $3,218,695 

Operating  expenses    1,734,587  1.551.463  I    i92,413 

Balance    $1,788,851         $1,675,072         $1,626,282 

Cher    income    155,791  122,161  66.6S3 

Total     $1,944,642  $1,797,233         $1,692,965 

From  the  net  earnings  in  1906  of  $1,944,642  the  sum  of  $509,765 
was  paid  for  interest,  $211,406  for  taxes,  $270,000  for  preferred  divi- 
dends (6  per  cent).  $540,000  for  common  dividends  c  r,  per  cent)  and 
$352,344  was  charged  up  for  depreciation,  leaving  a  surplus  bal- 
ance of  $161,127. 

Trie  Milwaukee  Light,  Heat  ,v:  Traction  C pan,,  which  is  ecu- 
trolled  by  the  Milwaukee  Electric  Railway  &  Light  Company,  re- 
ports the  following  earnings  for  1906: 

( Iross   railway    $605,58  I 

Gross  electric  light   96,638 

Total  gross   $702,222 

Expenses,  railway  and  electric-  light 277,416 

Net   earnings   $424,806 

i  ith.i    in,  ..lie    t 30,826 

Total    $455,632 

Taxes   $42,132 

Depreciation    ..6.1  .  s 

Interest     226.  I  '  I 

324,715 

Balance   $130,917 

Toledo  <£.  Western  Railway  Company,  Toledo.  O. — Control  of 
this  company  has  been  sold  to  the  Toledo  Railways  &  Light 
Company.  The  Toledo  &  Western  was  acquired  last  year  by  a 
syndicate  headed  by  .1.  R-  Nutt.  The  road  extends  from  Toledo 
to  Pioneer,  O.,  on  the  west  and  to  Adrian,  Mich.,  on  the  north. 
C.  F.  Franklin  will  continue  as  president  and  general  manager. 
J.  R.  Nutt  and  Edward  Kelley  have  retired  as  directors  and  are 
succeeded  by  Joseph   S.   Young  and  W.  R.   Hodge. 

United  Railways  Investment  Company. — This  company,  which 
owns  all  but  directors'  qualifying  shares  of  the  stock  of  the  United 
Railroads  of  San  Francisco,  and  72.9  per  cent  of  the  outstanding 
stock  of  the  Philadelphia  Company  of  Pittsburg,  has  made  its 
report  for  the  year  1906.  The  combined  income  account  of  the  two 
companies,  as  compared  with  that  for  the  previous  year,   follows: 

1906.  1905.  Increase. 

Gross   earnings $24,533,603         $24,229,(162         $304,514 

Operating  expenses  and  taxes...    12.746,041  12. .,35.503  210. 538 

Net  earnings  $11,787,562         $11,693,559         $  94,003 

Fixed  charges 6,202,315  5,884,100  318.215 

Balance    $  5.5S5.247         $  5,809,459       »$224,212 

Sinking  funds  dividend  on  Phila- 
delphia company  preferred  and 
Other  stocks 647,235  730,189  "82,954 

Surplus   $4,938,012         $5,079,270       '$141,258 

♦Decrease.  ,  ,.,     .,  ...     , 

This  statement  includes  the  business  done  with  the  public  by 
even  company  connected  with  the  Philadelphia  Company,  but  ch.es 
not  include  intercompany  business,  except  small  transactions, 
which,  if  eliminated,  would  not  affect  the  surplus,  as  shown.  In  his 
report  to  the  stockholders  of  the  United  Railways  Investment  Com- 
pany, Ernst  Thalmann,  the  president,  says:  "The  policy  of  rein- 
vesting the  large  surplus  earnings  of  the  two  subsidiary  companies 
has  given  rise  to  considerable  comment  by  some  of  the  stockholders 
in  the  holding  corporation,  but  in  relation  to  this  complaint  it  must 
be  borne  in  mind  that  with  the  rapidly  increasing  business  in  Pitts- 
burg and  the  n-c. instruction  work  in  San  Francisco  the  cash  expen- 
,  inures  necessarily  are  large,  and  in  view  of  the  present  condition 
of  the  investment  market  it  becomes  necessary  for  the  stockholders 
to  forego  cash  dividends  and  to  continue  to  use  the  cash  to  pay 
for  betterments  out  of  earnings  until  the  mark. -is  permit  the  sale 
of  securities  to  refund  the  treasuries  of  the  respective  companies  for 
the  amounts  expended  for  betterments.  Improvements  and  exten- 
sions which  thej  are  making.  The  financial  condition  of  the  Invest- 
ment company  is  sound,  as.  after  payment  on  April  1  next  for  the 
$2,400,000  bonds  purchased  by  the  syndicate,  the  floating  debt  of  the 
Investment  company  will  be  less  than  $100,000,  and  it  should  receive 
its  regular  dividends  on  the  Philadelphia  Company  stock  on  May  1 
and  August  1  next,  which  will  amount  to,  approximately,  $7 
and  the  total  of  its  obligations,  including  interest  on  its  bonds 
■  1,1,1   the  balance  of  its  floating  debt,  is  less  than  this  amount.     The 

ianj    then   will  have  invested  out  of  its  earnings  in  the  acquisl- 

i  h.  v,     ecurlties  during  the  years  1906  and  1907,  appi tel! 

$1,300,000,  and  no  doubt  these  expenditures  will  later  on    be   ft 
by  an  increased  issue  of  securities,  and  the  scrip  dividend 
p.,   ,.  been   Is  ued   si  HI   be   i  edeeme  1." 


47f, 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  14. 


Manufactures  and  Supplies 


ROLLING   STOCK. 


Aurora  Elgin  &  Chicago  Railway,  Chicago,  is  asking  prices 
on    two   interurban   cars. 

Williamsport  Passenger  Railway,  Williamsport  Pa.,  has  re- 
cently   ordered  new  equipment. 

Camden  Interstate  Railway,  Huntington,  W.  Va..  has  ordered 
Ave  33-foot  closed  cars  from  the  Cincinnati  Car  Company. 

Consolidated  Railway,  Bridgeport.  Conn.,  has  placed  an  order 
With   the  Cincinnati  Car  Company  for  five  30-foot  closed  cars. 

Pittsburg  Railways,  Pittsburg,  at  a  meeting  of  its  directors 
recently  authorized  the  purchase  of  additional  rolling  stock  and 
equipment. 

City  Railway.  Dayton.  O.,  is  reported  to  have  ordered  11  large 
double-truck  cars  from  the  Barney  &  Smith  Car  Company  for 
fall   delivery. 

Eastern  Pennsylvania  Railway,  Pottsville,  Pa.,  has  placed  an 
order  with  the  Cincinnati  Car  Company  for  five  double-truck  semi- 
convertible   cars. 

Scioto  Valley  Traction  Company,  Columbus,  O.,  at  a  recent 
meeting  of  its  board  of  directors  authorized  the  purchase  of  three 
new    freight   cars. 

Union  Street  Railway,  New  Bedford,  Mass.,  expects  to  contract 
during  the  present  month  for  six  30-foot  double-truck  box  cars 
and  one  box  freight  car. 

Sheboygan  Light  &  Power  Company,  Sheboygan,  Wis.,  has 
placed  an  order  with  the  Cincinnati  Car  Company  for  six  lS-foot 
single-truck   cars   and   three   45-foot   interurban   cars. 

Chicago  Union  Traction  Company,  Chicago,  pending  the  reor- 
ganization of  its  company,  will  probably  not  place  orders  for  new- 
cars   for  several   weeks. 

Conneaut  &  Erie  Traction  Company,  Erie,  Pa.,  has  just  ordered 
two  combination  passenger  and  express  cars  from  the  Wilmington 
(Del.)  plant  of  the  American  Car  &  Foundry  Company.  These  will 
be  47  feet  in  length  over  all. 

Trans-St.  Mary's  Traction  Company,  Sault  Ste.  Marie,  Mich., 
has  recently  purchased  from  The  J.  G.  Brill  Company  two  30-foot 
semi-convertible  cars  to  be  equipped  with  GE-67  motors.  Peacock 
brakes.  Consolidated  heaters  and  International  registers. 

Chicago  City  Railway,  Chicago,  we  have  been  officially  advised, 
will  hold  a  meeting  of  its  board  of  directors  the  early  part  of 
next  week,  at  which  time  the  matter  of  new  cars  will  be  decided 
upon. 

Elgin  &  Belvidere  Electric  Company,  Chicago,  has  placed  an 
order  with  the  Niles  Car  &  Manufacturing  Company  for  three 
interurban  cars  instead  of  10  as  previously  reported.  These  will 
be  equipped  with  Baldwin  trucks  and  GE-74  motors  with  type 
M  control. 

Morris  County  Traction  Company,  Morristown,  N.  J.,  has 
ordered  six  cars  from  the  Wilmington  (Del.)  plant  of  the  American 
Car  &  Foundry  Company,  to  be  equipped  with  Westinghouse  motors 
and  air  brakes.  The  company  expects  to  purchase  six  additional 
double-truck  cars  from  the  same  company  in  the  near  future. 

Interborough  Rapid  Transit  Company,  New  York,  has  ordered 
from  the  Wason  Manufacturing  Company  S4  cars  for  elevated  serv- 
ice, from  the  St.  Louis  Car  Company  118  cars  for  elevated  service, 
and  from  the  American  Car  Company  50  all  steel  cars  for  subway 


SHOPS  AND  BUILDINGS. 


Gait  Preston  &  Hespeler  Street  Railway,  Gait,  Ont  —  This  com- 
pany is  making  preparations  for  the  erection  of  new  car  barns 
at  Gait  to  replace  those  destroyed  by  fire  last  summer.  Martin  N. 
Todd  of  Gait,   president  and  general  manager. 

Washington  Baltimore  &  Annapolis  Railway.— This  company  is 
engaged  in  condemnation  proceedings  to  secure  property  on  North 
Liberty  street,  Baltimore,   for  a  large  terminal  station. 

Washington  Frederick  &  Gettysburg  Electric  Railway.— This 
company  expects  to  begin  shortly  the  construction  of  its  car  barn 
at  Frederick.  Md. 

TRADE   NOTES. 


W.  A.  Hughes,  purchasing  agent  for  the  Pullman  Company, 
died   on  March   8. 

Charles  B.  Pear  has  resigned  as  secretary  and  advertising  man- 
ager of  the  Albert  &  J.  M.  Anderson  Manufacturing  Company  of 
Boston,  Mass. 

S.  F.  Bowser  <£.  Co.,  Ft.  Wayne,  Ind.,  have  opened  an  office 
in  Chicago  at  210  Fisher  building,  in  charge  of  James  W.  Runyan, 
assistant  general  manager. 

Ball  Engine  Company,  Erie.  Pa.,  has  opened  a  branch  office  at 
1*13  Chemical  building,  St.  Louis,  Mo.,  in  charge  of  O.  L.  Collins. 
The  company  has  also  opened  an  office  in  New  York  at  39  Cortlandt 


street    innl.  i     the    management    of    Lancelot    Copleston.     The    com- 
pany   Is   a    builder   of   automatic    and    I'orliss    engines. 

Emil  Caiman  &  Co.,  New  York,  have  removed  their  New  York 
offices  from  299  Pearl  street  to  1""  William  street,  instead  of  100- 
Washington  street,  as  previously  teported. 

Quincy  Manchester  Sargent  Company  on  April  1  removed  its 
machinery  sales  department  from  Plainfield,  x.  J.,  to  the  new 
West    street    building,    90   West   street.    New   York. 

Elmer  P.  Morris  Company  has  recently  moved  its  New  York 
Offices  and  store  from  51  Dey  street  to  72  to  7S  Trinity  place,  where 
the  company  has  secured  about  6,000  feet  of  floor  space. 

New  Departure  Manufacturing  Company,  Bristol.  Conn.,  has 
secured  the  rights  to  manufacture  the  Liberty  cushion  trolley  harp 
formerly  owned  by   the   Liberty  Bell   Company,    Bristol,   Conn. 

Wheeler  Condenser  &  Engineering  Company  on  April  1  re- 
moved its  New  York  offices  from  42  Broadway  to  the  10th  floor 
of  the  West  street   building,    corner   West    and    Cedar   streets. 

W.  D.  McMahon,  formerly  assistant  manager  of  the  Michigan 
Malleable  Iron  Company.  Detroit,  Mich.,  has  been  appointed  to  the 
position  of  manager  of  the  Belle  City  Malleable  Iron  Company  of 
Racine,  Wis. 

J.  H.  Wagenhorst  &  Co.,  Youngstown,  O. — The  salient  features 
of  the  Wagenhorst  electric  blue  print  machine  are  set  forth  in  a 
pamphlet,  which  also  presents  a  number  of  references  from  users 
of  the  machine  as  to  its  qualities  an  1   serviceability. 

Joseph  T.  Ryerson  &  Son,  Chicago,  have  been  awarded  the 
contract  for  all  the  heavy  machinery  for  the  new  plant  of  the 
American  Car  &  Foundry  Company  at  Milton,  Pa.,  including  a  com- 
plete hydraulic  equipment,  riveting  machinery,  splitting  shears, 
bevel  shears,  guillotine  shears,  punching  machinery  and  other  tools. 

Brown  &  Sharpe  Manufacturing  Company,  Providence,  R.  I., 
is  having  plans  prepared  by  Treat  &  Alschuler,  Fisher  building, 
Chicago,  for  a  mercantile  building  to  be  erected  at  the  northeast 
corner  of  Washington  and  Desplaines  streets,  Chicago.  It  will  be 
75  by  160  feet,  of  fireproof  reinforced  concrete  construction  and 
from   two  to  eight  stories  in   height. 

Kansas  City  Railway  Foundry  Company,  Kansas  City,  Mo.,  is 
erecting  a  plant  at  that  point  for  the  purpose  of  manufacturing 
lubricating  cups  and  journal  boxes  for  use  on  street  cars.  This 
device  is  the  patent  of  John  Rogers  of  Kansas  City.  The  officers 
of  the  company  are:  President.  A.  F.  Reitz;  vice-president,  O.  M. 
Hunt,   and  secretary  and  treasurer.   R.   H.   Webber. 

Berger  Manufacturing  Company,  Canton,  O.,  has  increased  its 
capital  stock  from  $1,000,000  to  $1,500,000.  The  increase,  of  which 
000  of  7  per  cent  cumulative  preferred  stock  and  $150,000  of  common 
stock  lias  been  issued,  was  authorized  at  a  meeting  of  the  stock- 
holders held  in  February.  The  present  officers  are:  President, 
Edward  A.  Langenbaeh;  secretary,  Charles  A.  Irwin;  treasurer, 
F.   A.    Schwertner. 

Invincible  Rail  Joint  Company,  Youngstown,  Wash.,  whose 
incorporation  was  noted  in  the  Electric  Railway  Review  of  March 
30,  has  just  purchased  two  acres  of  land  at  Edmonds,  Wash.  It 
is  the  intention  of  the  company  to  commence  at  once  the  erection 
of  a  manufacturing  plant  for  the  purpose  of  putting  upon  the 
market  a  patented  nut  and  bolt.  It  is  expected  the  plant  will 
be    in   operation   by   the   first   of   May. 

Warren  Electrical  Manufacturing  Company,  Sandusky.  O.,  has 
purchased  the  plant  and  good-will  of  the  Warren  Electric  Manu- 
facturing Company  of  that  city,  and  in  addition  to  manufacturing 
the  well-known  Warren  alternator,  will  manufacture  a  full  line  of 
revolving  field  type  generators,  also  alternating-current  and  direct- 
current  motors,  transformers,  etc.  The  officers  of  the  new  com- 
pany will  be  Millard  H.  Nason,  president,  who  is  also  vice-presi- 
dent of  the  Brilliant  Electric  Company,  Cleveland,  O.;  Frank 
Warren,  secretary,  who  has  been  secretary  of  the  Warren  Electric 
Manufacturing  Company  for  a  number  of  years;  and  Norman  L. 
Hayden,  general  manager,  who  was  president  of  the  Hayden 
&  Derby  Manufacturing  Company.  New  York  City,  for  several 
years,  and  for  the  past  five  Vears  general  manager  of  the  N.  L. 
Hayden  Manufacturing  Company,   Columbus,   O. 

The  J.  G.  Brill  Company,  Philadelphia,  Pa„  as  previously  in- 
timated by  reports  in  these  columns,  has  acquired  the  car  build- 
ing plant  of  the  Wason  Manufacturing  Company,  at  Springfield, 
Mass.  The  class  of  equipment  manufactured  by  the  Wason  Manu- 
facturing Company  will  be  the  same  as  heretofore  and  no  change 
in  the  name  of  the  company  is  contemplated.  The  new  board 
of  directors  of  the  Wason  Manufacturing  Company  includes 
James  Rawle,  Edward  Brill,  Samuel  L.  Curwen,  H.  S.  Hyde  and 
Henry  Pearson.  Mr.  Pearson  has  been  elected  president  to  suc- 
ceed George  C.  Fisk  resigned.  The  J.  G.  Brill  Company  recently 
increased  its  capital  stock  from  $6,000,000  to  $10,000,000,  divided 
into  $5,000,000  of  7  per  cent  cumulative  preferred  and  $5,000,000  of 
common  stock;  par  value  of  shares  $100.  Part  of  the  increase 
was  to  provide  funds  for  the  purchase  of  the  Wason  Manufacturing 
Company's  plant  and  aside  from  $420,000  of  preferred  stock 
and  about  $100,000  of  common  stock,  which  has  been  held  in  re- 
serve for  the  retirement  of  an  existing  mortgage  on  the  plant  of 
the  John  Stephenson  Company,  the  balance  of  the  increase  will 
be  used  to  add  to  the  working  capital  required  in  the  constantly 
expanding  business  of  the  company.  The  Commercial  and  Finan- 
cial Chronicle  states  that  it  is  understood  that  the  stock  was  sold 
at  par.  the  entire  proceeds  going  into  the  treasury.  The  present 
owners  have  not  only  received  no  money,  but  have  actually  in- 
creased their  interest  in  the  company,  while  the  only  commission 
paid  to  the  bankers  was  in  common  stock.     It  is  understood   that 


April  6,  1907. 


ELECTRIC    RAILWAY    REVIEW 


477 


the  present  earnings  are  sufficient  to  cover  the  dividends  on  the 
preferred  stock  and  leave  a  surplus  largely  in  excess  of  10  per  cent 
on  the  common  stock.  Purchase  of  the  plant  of  the  Wason  Manu- 
facturing Company  was  effective  on  April  1.  The  plant  has  a 
capacity  of  about  150  steam  railway  passenger  cars  and  125  elec- 
tric  railway   cars  annually. 

B.  F.  Sturtevant  Company  of  Boston,  Mass..  has  just  received 
from  the  Interborough  Rapid  Transit  Company  an  additional  order 
for  standard  economizers.  The  previous  order  was  for  the  equip- 
ment of  a  26,000-horsepower  boiler.  The  total  number  of  tubes 
to  complete  both  orders  will  be  11.200.  making  up  approximately 
100  carloads.  The  Williamsburg  plant  of  the  Brooklyn  Rapid 
Transit  Company  and  the  Waterside  plant  of  the  New  York  Edison 
Company  are  also  to  be  equipped  with  economizers  manufactured 
by  this   company. 

Knox  Engineering  Company.  Fisher  building.  Chicago,  is  the 
engineer  and  superintendent  for  an  electric  railway  which  is  build- 
ing a  large  power  house  at  Guthrie,  Okla.  Engines,  generators 
and  boilers  have  already  been  purchased,  but  considerable  addi- 
tional equipment  is  yet  needed,  including  building  pumps,  con- 
densers, piping,  etc.  The  Knox  Engineering  Company  has  also 
been  appointed  operative  engineer  of  the  Peoples  Traction  Com- 
pany, Galesburg,  111.,  and  in  this  connection  it  has  appointed 
Howard  Alton  as  superintendent  in  charge.  Mr.  Alton  was  for- 
merly in  charge  of  equipments  of  divisions  three  and  four,  Seventy- 
seventh  street,  of  the  Chicago  City  Railway.  In  addition  to  these 
the  Knox  Engineering  Company  has  charge  of  the  Green  Bay 
Gas  &  Electric  Company,  Green  Bay  Traction  Company  and  the 
Choctaw   Railway   &    Lighting    Company   of   McAlester,    Okla. 

Alberger  Pump  Company  has  been  organized  to  manufacture 
and  sell  centrifugal  and  turbine  pumping  machinery  designed  espe- 
cially to  meet  the  demand  for  a  higher  class  of  work  and  more 
economical  performance  than  has  heretofore  been  attained.  The 
management  and  works  of  this  company  are  identical  with  those 
of  the  Alberger  Condenser  Company,  whose  principal  offices  are  at 
85  Liberty  street.  New  Tork,  and  branch  office  at  205  La  Salle 
street,  Chicago.  In  order  to  provide  for  the  business  of  the 
Alberger  Pump  Company  a  large  addition  to  the  shops  of  the 
Alberger  Condenser  Company  is  now  being  made.  The  equip- 
ment will  consist  of  special  tools  for  this  particular  class  of 
work  and  elaborate  testing  apparatus  is  being  installed  to  insure 
the  highest  efficiency  of  the  product  before  shipping  to  the  pur- 
chaser. The  company  announces  that  it  is  prepared  to  bull  1 
centrifugal  and  turbine  pumps  of  ail  capacities,  either  steam  or 
electrically  driven  and  for  operation  against  any  head.  The  steam 
turbine  has  shown  that  the  principle  of  dealing  directly  with  rotary 
motion  is  applicable  for  pumping  purposes  and  accordingly  it  is 
proposed  to  build  pumps  employing  this  principle  for  the  specific 
uses  to  which  they  will  be  applied  and  from  new  designs  of  which 
every  point  has  had  mature  consideration.  Announcement  is  mad- 
that  the  line  of  volute  centrifugal  pumps  will  undoubtedly  be 
particularly  adapted  to  the  requirements  of  paper  mills,  sugar 
houses,  steel  mills,  irrigation  and  drainage  projects,  dry  docks, 
filtration  plants  and  to  all  situations  where  a  low  pumping  head 
exists.  The  feature  of  construction  which  will  permit  of  con- 
tinuous service  with  minimum  attention  will  be  given  particular 
consideration.  For  higher  heads  such  as  mine  pumping,  boiler 
feeding,  waterworks  supply,  fire  service,  etc..  improved  multi- 
stage turbine  pumps  of  superior  design  both  in  details  of  con- 
struction and  general  efficiency  will  be  produced.  The  company 
is  prepared  to  make  surveys  of  plants  and  to  furnish  plans,  draw- 
ings, specifications  and  estimates  and  to  contract  for  centrifugal 
and  turbine  pumping  machinery  for  all  services.  The  officers  of 
the  Alberger  Pump  Company,  which  are  identical  with  those  of  the 
Alberger  Condenser  Company,  are  as  follows:  Louis  R.  Alberger, 
president;  George  Q.  Palmer,  vice-president;  B.  W.  Pierson.  secre- 
tary and   treasurer;   Frederick   Ray.   chief  engineer. 


ADVERTISING    LITERATURE. 


Baldwin  &  Rowland  Switch  &  Signal  Company,  New  Haven, 
Conn. — A  multiple  interlocking  recording  block  signal  which  is 
handled  by  this  company  is  the  subject  of  a  brief  illustrated  pam- 
phlet showing  the  type  of  the  semaphore  and  indicating  the  method 
of  operation  of  the  signals. 

Allis-Chalmers  Company,  Milwaukee,  Wis. — Miniature  bulletins 
Nos.  4002,  4003  and  4004,  on  the  subjects  of  "Allis-Chalmers  Direct 
Current  Motors  and  Generators,"  "Electric  Hoists"  and  "Polyphase 
Induction  Motors,"  present  in  condensed  form  information  about 
some  of  the  features  of  these  machines  in  a  manner  designed  to 
attract  the  reader  to  more  elaborate  bulletins  published  on  the  same 
subject. 

Charles  Warner  Company,  Wilmington,  Del. — In  the  interests 
of  its  waterproof  concrete  and  Portland  cement  lime  mortars,  this 
company  has  issued  a  pamphlet  containing  a  report  of  a  series 
■  >f  tests  made  by  the  Henry  S.  Spackman  Engineering  Company 
of  Philadelphia  using  varying  mixtures  of  hydrated  lime  and 
Portland  cement.  These  tests  covered  the  tensile  strength  and 
permeability  of  a  number  of  mixtures,  the  object  being  to  demon- 
strate the  most  economical  mixture  to  be  used  to  meet  any 
particular   requirement   In    building  construction. 

Wallace-Coates  Engineering  Company,  355  Dearborn  Street, 
Chicago. — Catalogue  No.  2.  containing  80  pages,  with  full  descrip- 
tions, drawings  and  photographs  of  Strauss  bridges,  has  just  been 
issued.  Since  October  14,  1905,  when  the  Wheeling  &  Lake  Erie 
bascule  bridge  at  Cleveland  was  placed  in  operation,  a  bridge 
which  Is  the  subject  of  a  number  of  illustrations  In  the  catalogue, 
work  on  eight  other  Strauss  bascule  bridges  has  been  commenced. 
Of  these,  one  for  the  New  Jersey  Short  Line  Railroad  near  Rail- 
way, N.  J.,   has  just  been  finished  and  Is  also  the  subject  of  dis- 


cussion. Other  work  which  is  under  way  and  which  is  considered 
is  the  Baltimore  &  Ohio  bridge  at  Bodine  creek  on  the  New  York 
division  and  the  Missouri  Pacific  bridge  over  the  Black  river, 
which  will  be  completed  this  year,  and  the  monumental  bridges 
at  Copenhagen  and  Camden,  which  are  well  under  way.  A  con- 
tract has  recently  been  received  from  the  Chicago  &  Northwestern 
for  a  double-track,  single-leaf  Strauss  trunnion  bascule  bridge  for 
the  crossing  of  the  Chicago  river  at  Kinzie  street,  Chicago.  The 
award  covers  an  additional  double-track  bridge  of  the  same  kind 
to  be  built  adjacent  to  this  structure  within -five  years.  Strauss 
ribbed-concrete  bridges  are  also  illustrated  and  described  in  the 
catalogue.  The  Elgin-Belvidere  bridge,  successfully  completed,  near 
Belvidere.  III.,  is  given  considerable  attention.  Another  structure 
of  the  same  type  is  a  1,500-foot  concrete  viaduct  for  the  city  of 
Spokane,   Wash. 


WESTON      ELECTROPLATERS'     VOLTMETER 


For  many  years  electroplaters  have  depended  almost  entirely 
upon  the  experience  and  judgment  of  the  operators  in  managing 
the  voltage  regulation  on  the  tanks  with  different  quantities  of 
work  in  the  solutions.  The  result  of  this  has  been  a  great  waste 
of  time  in  the  past  through  imperfect  plating,  caused  either  by 
the  burning  of  the  work  by  too  high  a  current  density  or  too  thin 
a  deposit,  which  would  come  off  under  the  buffing  wheel,  and  thus 
necessitate  the  replating  of  the  work.  With  various  quantities  of 
work  in  a  tank  even  the  most  expert  plater  will  misjudge  the  rate 
of  deposit,  thus  necessarily  resulting  in  loss  of  time,  if  not  of 
the  reputation  of  the  plater.  The  expense  of  installing  separate 
voltmeters  for  each  tank  has  been  so  great  that  platers  have  de- 
pended upon  the  old  methods  in  preference  to  investing  such  a 
large  sum  of  money  in  these  instruments.  To  meet  the  demand 
for  an  instrument  having  a  high  degree  of  accuracy  at  a  low  cost. 


Weston    Electroplaters'   Voltmeter. 

and  for  one  which  can  easily  be  changed  from  one  tank  to  another 
to  determine  the  exact  voltage,  the  Weston  Electrical  Instrument 
Company,  of  Waverly  Park,  Newark,  N.  J.,  has  placed  on  the 
market  a  highly  accurate  standard  Weston  voltmeter,  mounted  on 
a  small  switchboard  having  15  binding  posts,  to  one  of  which  the 
positive  terminal  of  the  line  is  connected.  To  each  of  the  other 
14  posts  may  be  connected  leads  to  any  number  of  tanks,  tip  to 
the  number  of  binding  posts.  By  means  of  a  multiple  point  switch, 
mounted  On  the  instrument  board,  any  one  of  the  tanks  may  be 
connected  to  the  voltmeter  and  its  voltage  thus  easily  and  ac- 
curately determined,  assuring  uniform  and  economical  results  and 
avoiding  the  loss  of  time  through  imperfect  plating.  The  instru- 
ment, which,  as  has  been  stated,  is  of  Weston-D'Arsonval  standard, 
is  enclosed  in  a  neat  airtight  waterproof  case,  which  adequately 
protects  the  internal  mechanism  from  the  action  of  fumes  usually 
present  in  the  plating  room.  This  instrument  will  no  doubt  fulfill 
the  longfelt  want  in  providing  electroplaters  with  a  cheap,  accurate 
and  convenient  instrument. 


THE    PREVENTION    OF    SULPHATING     IN     STORAGE 
BATTERIES. 


One  of  the  most  serious  complaints  which  have  been  brought 
against  storage  batteries  is  the  reduction  of  capacity  as  the  life 
.if  the  battery  is  increased.  The  most  universal  cause  for  this 
falling  off  in  capacity  and  efficiency  is  the  closing  up  of  the 
pores  in  the  negative  element.  This  is  generally  caused  by  the 
deposit  of  sulphate  in  the  pores,  which  prevents  the  liquid  from 
reaching  the  inside  surfaces  of  the  plate  anil  thus,  by  reducing 
the  effective  area  of  the  plate,  the  capacity  is  materially  di- 
minished. A  further  result  of  sulphating  is  the  buckling  of  plates 
and  the  shedding  of  active  material,  due  to  the  swelling  of  the 
active  material  by  the  sulphate  which  has  formed  in  it.  This 
naturally  shortens  the  life  of  the  battery,  not  only  because  of 
reduced  effective  area,  but  also  because  of  short  circuits  which 
are  caused   by  the  buckling  and  shedding  of  material. 

To  overcome  these  difficulties,   Mr.  Joseph  Bijur  of  New  York 

invented    and    patented    a   process    for   making    the   active    material 

of  the  active  plate,  no  matter  how  formed,  porous,  thus  Increasing 

i      ii    the    battery    many    times.     The   invention. 

i   Is  covered  by  patents,  No.  845391— J.   Bijur,    "Negative  Pole 

i  ■- I    mi    February    26,    1:>»1.     The    invention    which    is    ap- 

ii.  to  Plante  and  paste  plates  as  well,  consists  >>f  introducing 
Into  ii"-  material  of  the  plate  a  carbonaceous  material,  preferably 
i„    ii.  a    dilute    sugar    solution,    which    will    thoroughly 


ITS 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  No.  14. 


the  plate  and  rill  the  most  minute  pores 
with  the  liquid,  which,  upon  heating  t<>  a  temperature  of  about 
249  to  300  degrees  C,  will  completely  carbonize  the  sugar 
and    lea  naterlal    tilled    with    a    soft,    pi 

filling  of  pure  carbon,  which   thus  permits  the  electrolite  to  enter 
the    innen  ons   of   the   active    material   and    prevents    the 

Ltlon    <>t    sulphate,    or,    should    a    slight    amount    of    sul] 
form,    it    counteracts    the   difficulties    which    would   arise    with    the 
small  particles  of  carbon   not  tit  in   the  active  material. 

The    Genera]    Storage    Battery    Company,    42    Broadway,    New 
Yovk   City,    controls   the   patents   for   this   pro  usively   and 

has    i  I  he    invention    to    all    the    plates    which    it     has 

manufactured   •luting   the  ibt    this   invention   is 

test   Importance  and   should   rank  in  the  electric  storage 
v    history    as    one   of   the   greatest   improvements   in    st 
batteries  the  day   of  Plante.    It   may  !>e  well   to  add 

that    the    i  s   a    heating    device,    which    protects 

the   grid    when    the    latter    contains    antimony,    which    would    cause 
it  to  melt  at  a  temperature  below  300  degrees  C. 


PATTEN     TICKET     DESTROYER. 

It  has  been  found  that  frequently  when  destroying  old  or  used 
tickets  or  transfers  by  the  burning  process  there  has  been  an 
opportunity  for  dishonesty  of  employes  which  results  in  loss  to 
the  company.  Either  tickets  which  can  be  readily  passed  again 
are  separated  from  the  others  by  the  employes  having  the  burning 
in  charge  and  sold  or  tickets  which  are  incompletely  burned  are 
obtained  by  other  persons  and  used.  In  order  to  do  away  with  this 
possibility  a  machine  was  placed  on  the  market  by  Paul  B.  Patten, 
79  Lafayette  street.  Salem.  Mass..  which  destroys  by  cutting.  The 
machine  can  be  set  up  in  the  auditing  department  so  as  to  be 
ted   under  the  immediate  supervision  of  the  auditor  and  will 


The  Patten  Ticket   Destroyer. 


completely  destroy  tickets  or  transfers.  Two  rolls  do  the  cutting. 
The  frame  of  the  machine  is  cast  iron:  the  bearings  are  babbitted 
and  the  cylinders  are  made  of  crucible  steel.  The  machine  weighs 
395  pounds  when  crated  and  is  strongly  built  and  durable.  It  occu- 
pies only  a  small  space  and  may  be  operated  by  hand  power  if 
necessary.  The  manufacturer  recommends,  however,  that  it  be 
operated  by  a  one-horsepower  motor  or  driven  by  a  two-inch  belt 
from  some  convenient  shaft.  An  accompanying  engraving  from  a 
photograph  shows  the  design  of  the  machine,  which  has  been 
placed  in  service  by  the  auditing  departments  of  the  following  com- 
panies: Boston  &  Northern  Street  Railway  Company,  Old  Colony 
Street  Railway  Company.  Cincinnati  Traction  Company,  Fitchburg 
&  Leominster  Street  Railway  Company.  Toungstown  &  Sharon 
Street  Railway  Company. 


THE     PLANT     OF     THE     DANVILLE     CAR     COMPANY. 


The  plant  of  the  Danville  Car  Company,  which  has  been  rapidly 
nearing  completion,  was  formally  dedicated  on  March  16,  there 
being  a  large  number  of  electric  railway  men  and  others  interested 
in  attendance  for  the  ceremonies.  The  ground  was  broken 
for  the  plant  on  November  17,  1906,  and  in  the  few  months  be- 
tween that  date  and  the  present  time  the  buildings  which  provide 
for  10  distinct  departments  and  cover  160.000  square  feet,  have 
been  erected.  The  machinery  is  now  being  installed.  The  build- 
ings include  an  erecting  shop,  150  by  320  feet;  freight  car  shop. 
90  by  320  feet:  wood  working  department.  60  by  ISO  feet;  cabinet 
shop,  60  by  120  feet;  varnish  and  trimming  room,  60  by  120  feet; 
power  house,  60  by  120  feet;  blacksmith  shop,  which  is  entirely  of 
steel  construction,  S2  by  120  feet;  dry  kilns.  IS  by  160  feet;  office 
building.  130  by  120  feet;  truck  and  machine  shops,  120  by  120 
feet. 

The  plant,  which  is  located  on  the  outskirts  of  Danville,  is 
connected  with  the  tracks  of  the  Wabash.  Cleveland  Cincinnati 
Chicago  &  St.  Louis,  and  of  the  interurban  lines  of  the  Illinois 
Traction  System.  Particular  attention  will  be  paid  to  the  con- 
struction of  cars  for  interurban  electric  lines.  The  equipment  in- 
stalled makes  it  also  possible  to  build  cars  for  steam  lines,  and  at- 
tention  will  be  paid   to   this  feature  of  the   car  building  business, 


mm 

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as  well  as  to  the  construc- 
tion of  trucks  and  freight 
ears,  and  particularly  to  the 
repair   of   steel   cars. 

The  president  and  general 
manager  of  the  Danville  Car 
Company  is  H.  F.  Vogel,  who 
about  a  year  ago  severed  his 
connection  with  the  St. 
Louis  Car  Company  as  vice- 
president  and  general  man- 
ager, and  in  October.  1906, 
organized  the  Danville  Car 
Company  under  the  laws  of 
the  state  of  Illinois,  with  a 
capital  of  $250,000.  Mr.  Vogel 
has  associated  with  him  E. 
H.  Gorse,  formerly  secretary 
of  the  Missouri  Lincoln  Trust 
Company  of  St.  Louis,  who 
holds  the  office  of  secretary 
and  treasurer.  Mr.  W.  L. 
Primm.  formerly  general 
manager  of  the  Merchants' 
Association  of  St.  Louis,  will 
assume  the  position  of  pur- 
chasing agent  and  auditor; 
Mr.  E.  J.  Lawless,  formerly 
with  the  American  Car  Com- 
pany and  the  John  Stephen- 
son Car  Company,  has  been 
appointed  general  sales 
agent;  Mr.  G.  A.  Moffat,  who 
has  been  connected  with  the 
Philadelphia  Traction  Com- 
pany and  the  Metropolitan 
Street  Railway  Company  of 
New  York,  has  been  ap- 
pointed general  superintend- 
ent: Mr.  John  Visser.  for- 
merly with  the  St.  Louis  Car 
Company,  has  been  appointed 
chief  draftsman  and  will 
have  the  assistance  of  Mr. 
Fred  Hussman  and  Mr. 
Charles  Littell,  who  were 
also  connected  with  the  St. 
Louis  Car  Company.  Mr. 
William  Russell.  formerly 
with  the  Cleveland  Electric 
Railway  Company,  will  have 
charge  of  the  mechanical  and 
engineering  department,  with 
the  title  of  mechanical  en- 
gineer. The  other  members 
of  the  operating  staff  are 
equally  well  known  as  suc- 
cessful men  in  their  respec- 
tive departments. 

In  an  accompanying  en- 
graving the  plant  is  shown 
as  it  appeared  at  the  time 
of  the  dedication  on  March 
16.  The  buildings  were 
erected  by  the  H.  F.  Vogel 
Contracting  &  Engineering 
Company,  whose  offices  are 
in  the  Rialto  building,  St. 
Louis,  under  the  immediate 
supervision  of  James  O.  Gor- 
don, formerly  with  the  Goldie 
Construction  Company  of 
Chicago. 


To     Give     Up     Ash-Handling 
Business. 


It  is  stated  that  President 
E.  W.  Winter  of  the  Brook- 
lyn Rapid  Transit  Company 
has  informed  Comptroller 
Metz  that  the  American 
Railway  Traffic  Company,  a 
subsidiary  company,  does  not 
intend  to  bid  again  for  the 
contract  for  removing  ashes 
in  the  borough  of  Brook- 
lyn. The  present  contract 
expires  on  October  2S  and  it 
is  stated  that  the  company 
does  not  want  to  renew  it 
because  the  hauling  of  ashes 
over  its  lines  interferes  with 
the  passenger  traffic.  The 
company's  system  of  han- 
dling ashes  and  street 
sweepings  was  described  in 
the  Electric  Railway  Review 
of  February  23,  1907,  page 
261. 


K    ° 
•to 


ViALk  ii 


Chicago:  160  Harrison  Street 


PUBLISHED  EVERY  SATURDAY  BY  THE  WILSON  COMPANY,  CHICAGO 

Entered  at  the  Postoffice,  Chicago.  III.,  as  Second-class  Matter. 
Subscription  in  advance,  including  special  daily  editions  published  from 
time  to  time  in  places  other  than  Chicago,  postage  free.  $2: 
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Vol.  XVII,  No.  15 


New  York:  150  Nassau  Street 


CHICAGO,  APRIL  13,  1907 


Whole  No.  207 


TABLE   OF   CONTENTS. 


Editorial: 

— Steam  Heating  Versus  Condensing 479 

— Cleveland  Xegotiations  a  Failure 479 

— Tripping  Fenders  and  Sanding  Track 480 

— New  York's  Transit  Problem 480 

— Depreciation  and   Reserves    481 

Annual  Reports  of  Railways: 

— Chicago  &  Milwaukee  Electric  Railroad 482 

— Xew  Orleans  Railway  &  Light  Company 482 

American      Street     and     Interurban     Railway     Association     to 

Meet  at  Atlantic  City  (Illustrated)    483 

Problems  Which  Confront  the  Public  Service  Corporation 484 

The  Lexington  Avenue  Subway,  Xew  Tork  (Illustrated) 486 

Depreciation  and  Reserves.     By  George  Wilkinson 491 

Central    Electric   Accounting    Conference 493 

Communication: 

— The  Future  of  the  Steam  Boiler 493 

Trainmen  Aid  in  Inspection  at  Dubuque.  la 494 

Chicago  City  Railway  Accepts  Xew  Ordinance 494 

Improvements  on  the  Metropolitan  Elevated.   Chicago 495 

Shop  Practice  for  Motormen  at  Cedar  Rapids.  la 495 

Car  House  and  Shops  at  Knoxville,  Tenn.   (Illustrated) 496 

Cleveland  Electric  Railway  Rejects  Holding  Company  Plan 499 

Denies  Bribery  at  San  Francisco 500 


Xews  of  the  W7eek: 

— Iowa  Associations  to  Meet  in  Conventions 501 

—Michigan    Strike    Settled     501 

— Ambassador  Bryce   on  Municipal  Ownership 501 

— Further  Hearing  on   Xew  Tork  Central  Wreck 501 

— Growth  of  Electric   Railways 501 

— Test  in   Connection  with  Woodlawn  Wreck T,mi 

— Report  on  Pittsburg  Subways 501 

— Legislation  Affecting  Electric  Railways 501 

Construction   Xews: 

— Franchises     502 

— Incorporations    503 

— Track   and    Roadway    503 

— Power  Houses  and  Substations 505 

Personal  Mention    506 

Financial  Xews    506 

Manufactures  and   Supplies: 

—Rolling  Stock    507 

— Shops  and  Buildings 5"7 

— Trade   Xotes    •'•"  • 

— Advertising  Literature  ""v 

The    Centrifugal    Oil    Filter    (Illustrated) 

Economizers  for  Water  Gas  Plants  (Illustrated) 

The  Shaw  Lightning  Arrester  (Illustrated) 510 

Ball  Bearing  Roller  Skates  for  Rinks  (Illustrated) 510 


There  are  certain  conditions  under  which  the  cost  of  con- 
densing apparatus  would  not  be  warranted  by  the  gain  in 
economy  which  might  reasonably  be  ex- 
Steam  Heating  pected.  It  is,  therefore,  fortunate  that  elec- 
Versus  trie  railway  and  lighting  companies  can  in 

Condensing.  many   cases   develop  a  very   profitable  ex- 

haust steam  heating  business  if  their  power 
houses  are  not  too  far  from  the  business  district  of  a  city. 
There  was  a  time  when  it  was  thought  that  steam  could  only 
be  sent  a  few  hundred  feet  without  being  totally  condensed. 
Such,  however,  is  not  the  case,  as  has  been  proved  by  a 
large  number  of  successful  heating  installations  having  miles 
of  pipes  under  the  streets,  in  which  it  has  been  found  the 
condensation  is  not  more  than  10  per  cent  in  extreme  cases. 
The  experience  of  one  company,  which  found  it  economical 
to  operate  a  heating  system  in  conjunction  with  a  railway 
and  lighting  plant,  was  reported  recently.  The  plant  is  of 
about  1,000  kilowatts  capacity  and  supplies  a  small  railway 
and  lighting  system  in  a  city  having  a  population  of  about 
28,000.  Exhaust  steam  from  the  engines  is  distributed  to  the 
business  district  and  a  small  portion  of  the  residential  district 
through  about  three  miles  of  pipe  under  a  pressure  of  from 
one  to  seven  pounds.  In  small  quantities,  the  exhaust  sells 
for  50  cents  per  thousand  pounds,  and  on  the  flat  rate  con- 
tracts based  on  the  radiating  surface  the  return  is  about  35 
cents  per  thousand  pounds.  The  total  income  from  the  heat- 
ing system  was  sufficient  to  pay  the  entire  coal  bill  of  the 
plant  and  the  cost  of  repairs  and  maintenance  of  the  heating 
system,  and  to  show  a  balance  of  about  $1,200.  Besides  fur- 
nishing the  heat,  power  for  the  electric  railway  and  street 
lighting  was  supplied  by  the  steam  before  it  was  sold  at  the 
rates  referred  to.  It  would  be  difficult  to  imagine  such  returns 
from  a  condensing  plant.  As  a  further  evidence  of  the  profit 
to  be  derived  from  steam  heating  systems,  it  may  be  stated 
that  there  are  small  electric  plants  within  the  Niagara  dis- 
tribution district  which  are  selling  electric  light  and  power  at 
a  lower  rate  than  the  Niagara  companies  and  are  deriving 
large  profits  from  the  investment  in  the  plant  and  heating 
ems.     Surely  no  more  severe  test  could  be  given  an  enter 


prise  of  this  nature  than  to  operate  it  in  competition  with 
the  cheap  power  from  Niagara  Falls. 


The  developments  of  the  last  week  have  disappointed  hopes 
of  an  early  settlement  of  the  Cleveland  street  railway  problem, 
and  it  is  evident  that  the  controversy  be- 
Cleveland  tween  the  Cleveland  Electric  Railway  Corn- 

Negotiations  pany  and  the  city  of  Cleveland,  or  that  part 

a  Failure.  of  it  which  is  represented  by  Mayor  John- 

son and  the  Municipal  Traction  Company, 
is  to  be  resumed  with  renewed  vigor.  In  the  early  stages  of 
the  recent  negotiations  between  the  presidents  of  the  two 
companies  looking  to  a  lease  of  the  Cleveland  Electric  prop- 
erty to  the  Municipal  Traction  Company  through  the  forma- 
tion of  a  holding  company  it  appeared  probable  that  an  agree- 
ment would  be  reached  which  would  result  in  a  practical  test 
of  3-cent  fares.  The  3-cent  fare  interests,  however,  fixed  a 
valuation  of  the  Cleveland  Electric  property,  which  was  so 
low  that  the  company  could  not  accept  it.  This  valuation 
was  subsequently  increased  by  a  committee  of  the  city  council, 
which  offered  $60  a  share  as  the  basis  of  a  lease  to  the 
proposed  holding  company.  In  a  communication,  of  which  an 
abstract  is  presented  on  another  page  of  this  issue  of  the 
Electric  Railway  Review,  the  company,  in  reply  to  the  com- 
mittee, not  only  refuses  to  accept  any  offer  which  does  not 
provide  an  adequate  valuation  of  its  property,  but  declines  to 
continue  negotiations  with  either  a  city  administration  which 
has  persecuted  it  for  six  years  or  "an  irresponsible  paper 
company."  Two  alternatives  have  been  forced  on  the  com- 
pany—  virtual  confiscation  of  its  property  as  the  price  of  peace 

■  ii i in ued  warfare  with  the  low-fare  companies  backed  by 

>r  Johnson  and  the  city  organization.  The  company  has 
decided  to  fight.  The  people  of  Cleveland  also  have  two 
alternatives    before   them — the   offer   of   the   Cleveland    Elec- 

eompanj  of  seven  tickets  for  25  cents,  good  for  a  ride 
over   a   first-class   system   covering  nearly   200   miles,   or   the 

i   thi    Municipal  Traction  Company  to  give  3-cent 

fares   on  "    which   is  not  yet  built.     The  citizens   of 


180 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  No.  15. 


Cleveland  cannot  decide  until  the  election  next  November.  In 
the  meantime  there  will  probably  be  a  repetition  of  last  year's 
warfare,  with  injunctions  and  midnight  tracklaying,  while 
the  mayor  makes  a  spectacular  campaign  to  attract  the  sav- 
ings of  the  people  to  investment  in  his  low-fare  enterprise. 


The  average  car  has  so  many  separate  devices  in  the  motor- 
man's  cab  that  it  is  little  wonder  he  becomes  confused  and 

makes  mistakes  at  critical  times.  As  a  rule. 
Tripping  when  a  quick  stop  is  necessary  he  must  shut 

Fenders  and  off  current  with  one  hand,  operate  the  air 

Sanding  Track.      brake  valve  with  the  other,  and  at  the  same 

time  by  some  means  he  must  ring  his  gong, 
open  the  sand  valve,  and  in  many  instances  drop  the  fender 
to  the  rails.  In  the  shops  of  the  Denver  City  Tramway  Com- 
pany every  effort  is  encouraged  toward  devising  attachments 
that  will  lessen  the  number  of  independent  movements  neces- 
sary on  the  part  of  the  motorman  when  a  quick  stop  is  de- 
manded. As  a  result,  this  company  has  adopted  two  inter- 
esting and  valuable  attachments,  one  for  tripping  the  fender 
and  the  other  for  opening  the  air  sander.  The  fender  trip, 
as  used  on  the  Denver  cars,  has  a  trigger  at  the  end  of  the 
raising  shaft  in  the  vestibule.  The  top  of  the  trigger  is  about 
level  with  the  controller  top.  A  3-16-inch  twist  chain  is  at- 
tached to  the  trigger  and  in  turn  hooked  to  the  bottom  side 
of  the  reverse  handle  of  the  controller.  This  chain  is  of  such 
length  that  it  can  only  be  hooked  with  the  fender  raised 
and  the  handle  in  the  "ahead"  position.  This  places  the 
chain  near  by  for  quick  tripping  and  adds  the  desirable  fea- 
ture that  the  very  act  of  reversing  the  car  to  make  an  emer- 
gency stop  trips  the  fender.  The  second  "automatic"  attach- 
ment to  relieve  the  motorman  of  some  of  his  many  duties  in 
times  of  emergency,  comprises  the  casting  of  the  air  brake 
handle  with  a  projection  on  its  cylindrical  part.  This  pro- 
jection is  of  sufficient  length  and  at  the  proper  point  on  the 
handle  so  that  when  the  brake  valve  is  thrown  to  the  emer- 
gency position  the  protrudence  on  the  handle  engages  the 
sanding  valve  placed  close  by.  Thus  by  these  simple  devices 
the  motorman  is  relieved  of  two  separate  movements  that  must 
be  made  in  times  of  emergency.  While  there  may  be  a  possi- 
bility of  getting  too  many  so-called  "automatic"  parts,  the  use 
of  such  simple  expedients  as  these  can  in  no  wise  be  ques- 
tioned on  that  score,  and  their  simplicity  and  established  reli- 
ability warrant  due  consideration. 


NEW    YORK'S    TRANSIT    PROBLEM. 


The  electric  traction  companies  in  New  York  city  are 
now  principally  concerned  with  the  necessity  of  providing 
for  the  steady  increase  in  traffic  flowing  toward  the  Bronx 
region.  The  subway  is  now  hauling  twice  as  many  passengers 
as  it  was  intended  for,  and  it  is  running  at  as  full  capacity 
as  its  present  style  of  car  equipment  will  permit.  The  traffic 
on  the  Third  avenue  elevated  line  is  increasing  at  the  rate 
of  one  million  passengers  per  month.  The  surface  lines  run- 
ning north  and  south  are  overcrowded  and  uncomfortable. 
All  these  lines  are  operated  with  a  large  proportion  of  the 
passengers  standing  in  the  aisles,  which  tends  to  restrict  the 
movement  of  egress  and  ingress  and  to  increase  the  length  of 
stops  at  stations.  At  present  the  capacity  of  the  New  York 
traction  lines,  carrying  passengers  to  their  homes  and  back, 
is  one  and  one-half  millions  in   12  hours. 

To  provide  rapid  transit  for  the  abnormal  increase  in  this 
population,  and,  if  possible,  to  furnish  more  comfortable  trans- 
portation, is  the  problem  which  Theodore  P.  Shonts,  the  new 
president  of  the  Interborough-Metropolitan  Company,  is  now 
trying  to  solve.  As  the  result  of  his  studies  thus  far,  Mr. 
Shonts  has  made  a  number  of  suggestions  which  are  pub- 
lished in  Harper's  Weekly  of  April  6.  1907.  In  order  to 
relieve  the  congestion  on  surface  lines,  a  reasonable  but  not 


exclusive  use  of  the  tracks  is  desired;  and  to  accomplish 
this  the  co-operation  of  the  city  authorities  is  requested 
so  that  vexatious  delays  during  the  rush  hours  may  be 
avoided  by  the  proper  regulation  of  the  freight  traffic  hauled 
by  horses.  The  methods  of  handling  freight  and  passenger 
traffic  on  the  streets  of  large  cities  is  barbaric,  but  something 
more  than  police  regulation  is  necessary  to  produce  any  im- 
portant reform.  Real  improvement  can  be  accomplished  by 
the  work  of  the  engineer  in  a  better  design  for  the  construc- 
tion of  the  street  surface.  The  extra  cost  of  moving  freight 
by  wagon  over  the  rough  and  irregular  surface  of  Be'sian 
block  pavement  would  soon  pay  for  the  cost  of  a  smooth  and 
substantial  pavement  having  much  less  resistance.  The 
objection  to  all  forms  of  mineral  surfaces  for  wagon  tracks 
is  that  it  is  soon  disintegrated  by  heavy  pressure  and  be- 
comes worn  in  holes.  The  drivers  of  heavy  drays  always  seek 
the  smooth  surface  of  the  street  car  rails  because  the  wheels 
move  easily  and  require  less  effort  of  the  horses.  Their 
reluctance  to  leave  such  favorable  conditions  continually  de- 
lays the  street  cars  and  the  obvious  method  of  avoiding  such 
delays  is  to  provide  a  pavement  outside  of  the  street  car  lines 
which  has  a  smooth  surface  and  low  resistance.  A  number 
of  streets  in  the  downtown  district  of  New  York  have  been 
paved  with  creosoted  wooden  blocks  set  on  a  solid  foundation 
of  concrete  and  grouted  in  cement.  On  this  pavement,  wagons 
and  drays  heavily  loaded  can  be  moved  as  easily  and  rapidly 
as  on  the  street  car  lines,  and  if  such  pavement  was  built 
alongside  the  car  lines  there  would  be  much  less  obstruction 
to  the  car  traffic. 

Other  improvements  suggested  for  the  surface  cars  relate 
to  the  use  of  wider  platforms  and  doors  for  the  exclusive 
use  of  those  getting  on  and  others  for  passengers  getting  off. 
Early  in  the  investigation,  Mr.  Shonts  noticed  the  slow  move- 
ment of  passengers  at  the  subway  stations  due  to  the  fact 
that  ingress  and  egress  must  be  through  the  same  doors,  and 
although  the  engineers  are  slow  to  admit  that  the  cars  are 
not  properly  designed  in  their  door  arrangement,  it  is  now 
believed  that  side  doors  at  the  center  will  offer  a  partial 
solution  of  the  difficulty.  In  an  editorial  on  the  door  arrange- 
ment of  passenger  cars  in  The  Railway  Age  of  September  1, 
1905,  it  was  pointed  out  that  that  full  benefit  of  an  expensive 
electric  installation,  giving  high  acceleration  and  speed  be- 
tween stations,  will  not  be  realized  if  the  seconds  thus  gained 
are  wasted  in  standing  at  stations,  as  the  result  of  slow 
loading  and  unloading.  The  benefit  of  the  side  doors  was 
there  demonstrated  by  figures  relating  to  the  steel  suburban 
cars  on  the  Illinois  Central,  which  have  numerous  doors  along 
the  side,  to  those  on  the  Boston  Elevated,  which  have  a  wide 
door  at  the  center  of  car,  and  to  the  Interborough  cars, 
which  at  present  have  only  end  doors.  The  times  required  to 
handle  passengers  in  and  out  of  these  cars  in  busy  hours 
were  relatively  as  follows:  Illinois  Central,  1;  Boston  Ele- 
vated, 2%;  New  York  subway.  4.  The  average  time  for  a 
number  of  stops  on  the  Illinois  Central  is  7  seconds;  on  the 
Boston  Elevated  it  is  17  seconds;  and  in  the  New  York  sub- 
way 30  seconds.  In  the  latter  stops  are  frequently  noticed 
in  rush  hours  of  over  a  minute  at  important  stations,  while 
the  minimum  is  10  to  12  seconds.  As  Mr.  Shonts  is  con- 
vinced that  the  use  of  side  doors  on  the  subway  cars  would 
do  much  to  relieve  congestion  and  minimize  delays,  it  is  prob- 
able that  the  experiment  will  be  made,  and  it  will  be  interest- 
ing to  see  how  this  can  be  accomplished  in  the  cars  having 
continuous  steel  side  girders  as  high  as  the  window  sills,  also 
the  degree  of  relief  obtained  from  a  more  rapid  movement 
of  passengers. 

It  is  further  proposed  to  add  two  more  tracks  to  the 
Second  avenue  elevated  lines  and  have  express  trains  connect 
with  these  lines,  thus  diverting  a  great  deal  of  traffic  from  the 
subway  and  Third  avenue  elevated  and  relieve  the  pressure 
of-  the  Bronx  traffic.  These  additional  tracks  could  be  built 
and  the  lines  operated  in  two  years,  while  the  proposed  new 
subways  on  the  east  and  west  side  will  require  four  years  for 


April  13,  1907. 


ELECTRIC    RAILWAY    REVIEW 


481 


their  construction.     The  plans  for  the  new  subways  will  be 
found  on  another  page  of  this  issue. 


DEPRECIATION  AND  RESERVES. 

On  another  page  of  this  issue  of  the  Electric  Railway 
Review  will  be  found  some  extended  extracts  from  a  lecture 
by  Mr.  George  Wilkinson,  C.  P.  A.,  on  the  subject  of  "Deprecia- 
tion and  Reserves." 

The  exposition  of  general  principles  as  applied  to  machin- 
ery and  equipment — the  inanimate  things  that  move  or  are 
moved — is  admirable,  as  are  also  the  brief  comments  on  the 
need  of  provision  for  •'Displacement"  and  the  objections  to 
showing  accrued  depreciation  as  a  reduction  of  the  plant  ac- 
count. 

Emphasis  should  be  laid  on  the  fact  that  the  views  of 
Mr.  Wilkinson  with  regard  to  there  being  no  depreciation  of 
railway  tracks  refer  to  steam  railways  and  have  but  little 
bearing  upon  electric  railways  within  municipalities.  The 
lecturer's  recommendation  seems  to  be  based  upon  the  prac- 
tice of  steam  railways  rather  than  upon  theory,  since  by 
following  the  same  course  of  reasoning  as  is  followed  by  Mr. 
Wilkinson  when  discussing  machinery  and  equipment,  the 
existence  of  a  depreciation  of  track  not  compensated  for  by 
current  repairs  may  be  shown. 

Mr.  Wilkinson  says  that  it  is  neither  customary,  practi- 
cable nor  necessary  to  make  any  charge  specifically  for  de- 
preciation against  earnings  arising  from  the  use  of  piers, 
docks  or  wharves,  railway  tracks,  telegraph  lines,  reservoirs, 
dams,  canals,  locks  and  many  other  properties  of  a  similar 
description.  This  statement,  when  taken  in  connection  with 
the  premises  on  which  it  is  based,  Is  doubtless  true.  The 
premises  are  that  properties  of  this  nature  are  permanent  and 
irremovable,  and  that  those  portions  of  such  properties  as  are 
not  really  permanent  are  renewed  again  and  again  in  the  life 
of  the  property,  and  all  the  replacements  paid  for  out  of  earn- 
ings. As  an  illustration  of  a  permanent  property  upon  which 
it  is  not  customary  or  practicable  to  compute  depreciation,  a 
railway  track  is  taken,  and  in  the  discussion  it  is  assumed 
that  all  renewals  and  replacements  are  paid  for  out  of  the 
current  year's  earnings  and  charged  to  "Maintenance  of  Per- 
manent Way." 

The  trouble  is  that,  in  the  practice  followed  by  elec- 
tric railways,  neither  of  these  premises  is  generally  true.  In 
the  majority  of  states  street  railway  companies  can  secure 
only  short-term  franchises,  and  in  a  great  many  places  inter- 
urban  electric  lines  have  been  built  in  public  highways  under 
short-term  franchise,  and  these  companies,  as  well  as  the  ur- 
ban railway  companies,  are  thus  in  a  position  where  they  can 
never  be  sure  of  securing  that  renewal  of  franchise  grants 
which  is  necessary  to  give  their  properties  even  a  semblance 
of  permanency  in  the  sense  used  by  Mr.  Wilkinson. 

In  the  first  part  of  Mr.  Wilkinson's  lecture  he  defines 
maintenance  as  meaning  repairs,  and  a  depreciation  reserve 
as  the  fund  needed  to  provide  for  renewals,  and  applies  these 
terms  to  what  in  railway  service  would  be  comprised  in 
equipment.  When  discussing  permanent  way  he  assumes  that 
there  is  no  depreciation  because  renewals,  as  well  as  repairs, 
are  included  in  maintenance.  While  a  careful  reading  of  Mr. 
Wilkinson's  statement  of  the  problem  makes  his  views  clear, 
we  believe  that  there  is  needless  confusion  bound  to  result 
from  using  the  term  maintenance  with  different  meanings 
when  applying  that  term  to  different  parts  of  the  same 
property. 

Mr.  Wilkinson's  statement  that  a  charge  for  depreciation 
on  track  is  neither  customary  nor  practicable  probably  had  in 
view  a  limited  application.  The  policy  of  providing  a  depre- 
ciation reserve  for  railway  track  is  considered  both  practi- 
cable and  necessary  by  the  management  of  the  Glasgow  Cor- 
poration Tramways,  which  has  followed  it  for  years.  For  the 
1  year  ending  May  31,  1906,  the  Glasgow  Tramways,  be- 
expending    6391    ($1,905)    per  mile  for  ordinary  repairs 


and  upkeep  of  track,  appropriated   £500  ($2,435)  per  mile  of 
track  to  the  permanent  way  renewals  fund. 

The  subject  of  depreciation  was  discussed  editorially  by 
"The  Engineer"  of  London  in  its  issue  of  March  15  last,  and 
the  general  attitude  of  that  journal  is  shown  in  the  following 
extracts : 

Referring  to  the  "great  railway  companies"  it  is  said: 
"They  never  dream  of  providing  a  depreciation  fund.  Repairs 
and  renewals  come  out  of  revenue  if  the  company  is  doing 
well;  if  not,  they  are  paid  for  by  the  issue  of  fresh  stock." 

Criticizing  the  comments  of  a  contemporary  concerning 
the  policy  of  County  of  London  Electric  Supply  Company, 
"The  Engineer"  says:  "Had  this  [the  appropriation  of  40,000> 
pounds  sterling  for  depreciation]  been  done  for  the  past  year 
the  immediate  result  of  no  dividend  would  have  been  an 
enormous  drop  in  the  value  of  the  company's  shares,  which 
would  represent  a  loss  that  would  far  outstrip  the  value  of 
the  depreciation  fund;  and,  still  worse,  it  would  very 
ffectually  ward  off  all  those  who  might  be  induced  to  supply 
money  for  the  fresh  developments  of  the  company's  business 
which  appear  imminent." 

"The  Engineer"  concludes:  "When  a  company  is  pros- 
perous, there  is  always  money  enough  for  repairs  and  renewals 
available  out  of  revenue.  If  it  be  not,  the  possession  or  not 
of  a  depreciation  fund  will  make  little  difference  in  its  down- 
ward career." 

The  second  of  these  quotations  states  the  view  of  the 
promoter,  who  is  seeking  to  create  an  artificial  value  in  order 
that  he  may  sell  and  secure  his  profit,  and  it  is  not  an  argu- 
ment that  the  permanent  management  can  use.  To  the 
others  it  is  a  sufficient  answer  to  say  that  if  a  business  is  not 
prosperous  the  owners  of  it  should  certainly  endeavor  to 
determine  the  true  state  of  the  case. 

In  a  purely  private  undertaking,  such  as  a  manufactur- 
ing business,  it  may  be  said  that  aside  from  the  limited  num- 
ber of  stockholders  who  suffer  loss,  it  is  a  matter  of  indif- 
ference as  to  how  the  accounts  may  be  kept,  because  improper 
methods  do  not  influence  the  public.  The  manufacturer  can- 
not be  compelled  by  statute  to  sell  his  products  at  a  price 
which  means  a  loss  to  him;  moreover  the  manager  of  a 
purely  private  undertaking  is  always  at  liberty  to  fix  the 
prices  of  his  finished  product  in  accordance  with  the  fluctua- 
tions in  the  cost  of  raw  material,  in  the  price  of  labor,  etc., 
though  limited  by  the  competition  which  he  may  have  to> 
meet. 

It  is  entirely  different  in  the  case  of  railway  companies 
for  transporting  passengers.  The  statutes  provide  the  maxi- 
mum passenger  fares  and  there  is  a  constant  pressure  brought 
to  bear  to  reduce  these  maxima.  Everyone  knows  of  the 
present  agitation  in  this  country  to  secure  lower  freight  rates 
and  a  maximum  of  two  cents  a  mile  for  passenger  fares  on 
steam  railways,  and  for  4-cent  fares,  or  3-cent  fares,  on  urban 
street  railways.  The  rates  at  present  in  force  on  many  steam 
and  on  nearly  all  interurban  electric  lines  are  below  the 
maxima  which  may  be  charged,  so  that  there  is  opportunity  for 
these  companies  to  increase  their  rates  when  it  may  become 
necessary;  but  with  street  railways  this  is  not  possible. 

In  many  cases  street  railway  companies  in  American 
cities  are  now  giving  more  service  than  they  can  afford  for  the 
fare  they  are  authorized  to  charge.  Doubtless  all  of  them 
will  in  time  reach  the  point  where,  through  increase  in  the 
density  of  traffic,  the  fare  received  and  the  cost  of  the  service 
may  be  brought  into  equality,  but  this  point  will  never  be 
reached  if  the  companies  must  yield  to  the  constant  demands 
for  increased  service,  reduced  fares,  contributions  for  street 
paving,  for  street  lighting,  etc.  It  is  therefore  of  the  utmost 
importance  that  the  managers  and  owners  of  street  railway 
properties  should  demonstrate  to  the  public  that  the  demands 
made  upon  the  transportation  companies  are  unreasonable. 
I'll  is  they  can  never  hope  to  do  until  they  cease  trying  to 
di.foive  tlicmsclvi's,  ;md  the  neglect  of  accounting  for  depre- 


4V_ 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  No.  15. 


ciation   is  one  of  the  most   important  and   far-reaching   self 
deceptions  that  is  practiced. 

It  is  comparatively  a  small  matter  that  the  stockholders 
in  any  one  enterprise  should  lose  their  investment;  it  merely 
means  that  they  were  unfortunate  in  undertaking  a  losing 
business.  But  there  should  be  a  strong  protest  against  a 
policy  which,  if  continued,  will  make  it  a  certainty  that  every 
purchaser  of  stock  in  street  railways  will  lose  his  investment 
because  the  companies  engaged  in  this  business  have  under- 
taken to  furnish  transportation  at  too  low  a  rate. 


ANNUAL    REPORTS    OF    RAILWAYS. 


New  Orleans  Railway  &  Light  Company. 
The  annual  report  of  the  New  Orleans  Railway  &  Light 
Company  for  1906  gives  the  following  details  of  maintenance 
expenditures  on  the  property  which  E.  C.  Foster,  the  presi- 
dent, believes  to  have  been  "sufficient  to  maintain  the  prop- 
erty in  its  present  serviceable  condition": 

Maintenance  of  track,  roadway  and  paving.  $957.95  per  mile  for 
the  year. 

Maintenance  of  electric  line.  $261.10  per  mile  for  the  year. 

Maintenance  of  electric  cars,  $207.36  per  car  for  the  year. 

Maintenance  of  electric  equipment  of  cars,  $164.14  per  car  for 
the  year. 

Gross  earnings  averaged  $19,346  per  mile  of  single  track. 
They  increased  13.3  per  cent  over  the  previous  year,  while 
operating  expenses  increased  15  per  cent,  due  largely,  Mr. 
Foster  says,  "to  an  increase  of  5  per  cent  to  employes  and  to 
the  increased  volume  of  business,  necessitating  more  cars 
and  labor  to  conduct  operations;  and  also  to  the  well-known 
fact  that  the  cost  of  material  used  in  making  the  ordinary 
repairs  to  our  property  and  the  various  equipment  has  con- 
siderably increased  over  that  of  the  preceding  year." 

During  the  year  the  company  expended  for  construction, 
betterments  and  improvements  $2,497,822.  Most  of  this  amount 
was  expended  on  power  houses,  substations,  transformers, 
motors,  cars,  equipment  and  real  estate  for  power  purposes. 
The  income  account  for  the  year  compares  as  follows: 

Income. 

1906.  1905.  1904. 

Railroad   earnings    $3,724,271.80     $3,291,960.90     $3,071,929.10 

Electric  and  gas  earnings 1.S75, 400.13       1.705,807.36       1,541,575.19 

Miscellaneous  earnings   173,518.20  95,941.53  60,839.79 

Total   earnings    $5,773,190.13  $5,093,709.79  $4,674,344.08 

Expenses. 

Railroad   operating    $2,225,580.14  $1,901,084.56  $1,753,720.71 

Electric  and  gas  operating...       848,434.95  770,375.79          744,802.22 

Total  operating  expenses. $3,074,015. 09     $2,671,460.35     $2,498,522.93 

Net  earnings  from  operation. $2.699,175. 04     $2,422,249.44     $2,175,821.15 
Interest      on      funded      debt, 

taxes  and  miscellaneous... .   1,900,900.77     $1,784,226.24     $2,149,840.46 

Net  income   $    79S.274.27     $    638,023.20     $      25.980.69 

Dividends  on  preferred  stock.     *500,000.00        *125,000.00     

Surplus     $    29S.274.27     $    513,023.20  $      25,980.69 

"Operating  expenses — percent- 
age of  gross  earnings 53.2                       52.2  5?.. 4 

*The  dividend. in  1905  was  for  three  months,  at  the  rate  of  $1.25 

•per  share  of  preferred  stock,  and  the  dividend  in  1906  was  for  the 
year,  at  $5.00  per  share  of  preferred  stock. 

The  following  traffic  statistics  are  given: 

1906.                  1905.  1904. 

Revenue    passengers    carried 73,606,068         65,021,214  60,696,927 

Transfers  redeemed    7,220,152           6,641,193  5,832,572 

Revenue   mileage    17,718,107        16,753,874  16,354.145 

.Eighteen-hour   cars    10S.637              102,156  99,897 

Chicago  &  Milwaukee  Electric  Railroad  Company. 
The  annual  report  of  the  Chicago  &  Milwaukee  Electric 
Railroad  Company  for  1906  shows  that  the  company  expended 
for  maintenance  $56,8S5,  but  no  details  of  the  application 
of  this  amount  are  given.  This  expenditure  is  equivalent  to 
6.4  per  cent  of  gross  earnings.  Operating  expenses  were  41 
per  cent  of  gross  earnings.  The  report  shows  earnings  and 
expenses  for  1906  as  follows: 

Earnings. 

Passenger  i 

Freight    305,450.77 

Express     13,750.82 

Miscellaneous    14,653.95 

$884,206.80 


Expenses. 

Trainmen    $  68,332.86 

Power  house  and  substation  employes 33."' 

Maintenance    56,885.08 

Fuel    64,549.99 

General  operating  expenses.' 132,046.96 

General  expenses    11,213. S9 


Net  earnings 
Other  income 


Total  net  income  for  the  year  1906 

Interest  on   bonds    $330,000.00 

Taxes  and  insurance   17,996.27 


368,396.96 

$517,809.84 
31,791.63 

$549,601.47 


$347,996.27 


Net  surplus  for  1906 $201,605.20 

Surplus   from   1905 301,333.45 


Net  surplus.  December  31,  1906 $502,938.65 

In  his  address  the  president,  A.  C.  Frost,  gives  the  follow- 
ing information  regarding  the  property,  which  supplements 
the  information  contained  in  the  Electric  Railway  Review  of 
March  9,  1907,  page  339: 

Last  year  the  company  built  a  cut-off  between  Highland 
Park  and  Lake  Forest,  a  distance  of  about  two  miles,  all 
on  private  right  of  way,  for  4-track  construction,  thereby 
eliminating  two  bad  curves  and  greatly  reducing  the  time 
between  the  two  cities.  A  number  of  new  stations  and 
shelters  were  built,  the  capacity  of  the  power  plant  increased, 
and  10  large  interurban  cars  added  to  our  equipment.  The 
company  also  made  other  improvements  along  its  entire  line 
A  total  of  $200,000  was  expended  out  of  surplus  for  perma- 
nent improvements. 

The  Wisconsin  division,  as  far  as  Racine,  was  placed  in 
operation  on  September  2,  1906,  and  the  earnings  from  this 
extension  have  been  very  gratifying.  Nearly  all  the  right  of 
way  from  Racine  to  Milwaukee  has  been  acquired  and  the 
road  constructed  to  within  15  miles  of  Milwaukee.  It  is  ex- 
pected to  have  the  road  completed  and  in  operation  to  Mil- 
waukee about  October  1. 

Active  construction  work  has  been  begun  on  the  United 
States  Naval  Training  Station  and  1,000  men  will  be  em- 
ployed there  this  year.  Already  $2,000,000  has  been  appro- 
priated and  it  is  expected  that  a  total  of  $5,000,000  will  be 
expended  on  the  property.  Extensive  public  and  private  im- 
provements are  being  made  in  all  the  cities  and  towns  along 
our  line. 

The  Chicago  &  Milwaukee  Electric  Railroad  operates  in 
a  territory  which  is  unequaled  anywhere  in  this  country,  con- 
necting Chicago  with  Milwaukee  and  23  other  cities  and  towns 
along  the  line,  serving  a  population  of  3,000,000,  which  is 
rapidly  increasing. 

Earnings  of  the  property  from  1900  to  1906  are  as  follows: 
Gross  Operating  Net 

earnings.        expenses.  earnings. 

1900 $140,684.55         $  59,515.44         $  81,169.11 

1901 171,171.99  74.015.09  97,156.90 

1902 190,110.31  79,364.12  110,746.19 

1903 292,246.76  98,627.07  193,619.69 

1904 464,655.22  179,037.58  2S5.617.64 

1905 594,874.64  244,551.84  350,322.80 

1906 884,206.80  366,396.96  517,809.84 


Weight   of    New   Motor   Cars,    Denver   City   Tramway. 


The  total  weight  of  the  first  of  the  new  2-motor  cars  com- 
pleted by  the  Denver  City  Tramway  Company  is  29.000  pounds. 

distributed  as  follows: 

Pounds. 

Car  body    11,200 

Double  trucks   9,500 

Two  motors  and  control 

Air  brakes 1,000 


Total    29,000 

These  cars  were  described  in  detail  in  the  Electric  Rail- 
way Review  of  April  6,  1907,  page  452,  and  the  estimated 
weight,  as  given  there,  was  27,850  pounds. 


It  is  a  good  plan  to  have  car  washers  keep  some  raw 
linseed  oil  at  hand  to  touch  up  all  damaged  places  before 
washing  and  so  protect  the  wood  till  the  cars  are  revarnished. 
A  little  touch  of  putty  here  and  there  where  it  is  needed  will 
keep  the  moisture  from  penetrating  to  the  inside  of  panels 
and  other  places  where  it  will  work  mischief.  A  very  small 
quantity  of  pulverized  pumice  stone  used  with  the  soap 
will  cut  the  dirt,  but  too  much  will,  of  course,  dull  the 
varnish.  Plenty  of  clean  water  should  be  used  to  rinse  off 
every  trace  of  soap,  as  any  soap  that  remains  on  the  varnish 
will  surely  leave  its  mark.— Brill's  Magazine. 


April  13,  1907 


ELECTRIC    RAILWAY    REVIEW 


183 


THE    AMERICAN    STREET    AND    INTERURBAN    RAILWAY 
ASSOCIATION  TO  MEET  AT  ATLANTIC  CITY. 


The  annual  conventions  of  the  American  Street  and  Inter- 
urban  Railway  Association,  and  the  organizations  affiliated 
with  it,  will  be  held  in  Atlantic  City,  N.  J.,  from  October  14 
to  October  IS,  1907,  inclusive.  The  days  on  which  the  several 
associations  will  hold  their  meetings  have  not  yet  been  defi- 
nitely determined. 

At  a  meeting  of  the  executive  committee  of  the  Ameri- 
can association,  held  in  New  York  on  January  28  last,  it  was 
decided  that  this  year  the  conventions  should  be  held  in  the 
east   and   preferably   on   the   Atlantic   seaboard,    and   a  joint 


ness  sessions  of  the  several  associations.  Atlantic  City  is 
especially  able  to  meet  these  requirements;  In  a  circular 
letter  issued  by  Secretary  Swenson  on  April  9  the  following 
information  concerning  hotels,  exhibit  space  and  convention 
halls  is  given. 

Hotels. 

Practically  the  only  criticism  made  in  connection  with  the 
Columbus  convention  was  the  inadequacy  of  the  hotel  facilities. 
If  any  criticism  of  Atlantic  City  were  made  in  this  particular 
it  would  be  that  there  are  too  many  large,  first-class  and 
thoroughly  modern  hotels.  Atlantic  City  can  provide  without 
difficulty  at  least  3,000  rooms  in  the  large  beach  front  hotels, 
with  from  1,200  to  1,500  private  baths.  In  addition,  there  is 
an  almost  unlimited  number  of  rooms   in   the  best  grade  of 


Atlantic   City   Convention— Steel   Pier   as   Arranged   for   Exhibits. 


committee  representing  the  American  association  and  the 
Manufacturers'  association  was  appointed  to  consider  the 
matter  further.  The  selection  of  Atlantic  City  as  the  place 
for  the  1907  convention  was  made  after  a  careful  investigation 
by  this  committee,  which  reported  that  in  view  of  its  instruc- 
tions only  two  points  could  be  considered,  Norfolk  (Jamestown 
Exposition)  and  Atlantic  City.  While  each  of  these  places 
had  its  particular  advantages  the  opinion  of  the  committee 
was  that  Atlantic  City  would  be  the  more  desirable  location, 
and  its  recommendations  have  been  approved  by  the  executive 
committee. 

In    choosing   the   convention    city   three    points    arc    very 
important:   there  must  be  adequate  hotel  accommodations  of 
the  first  class,  a  sufficient  space  for  the  manufacturer 
hibits  and  suitable  assembly  rooms  in  which  to  hold  the  busi- 


side  street  hotels,  many  of  which  are  provided  with  private 
baths.  The  rates  which  have  been  obtained  from  35  of  tin 
largest  hotels,  of  which  13  are  on  the  ocean  front,  an-  the 
same  as  the  rates  guaranteed  for  the  conventions  of  the 
.Master  Mechanics'  and  Master  Car  Builders'  associations, 
which  will  be  held  in  June  of  this  year.  The  rates  for  one 
person  on  the  American  plan  vary  from  $2.00  to  $4.00  per 
day  without  bath,  and  from  $3.00  to  $6.00  with  bath.  For  two 
persons  occupying  the  same  room  on  the  American  plan,  the 
rates  are  from  $4.00  to  $S.OO  per  day  without  bath,  and  from 
$6.00  to  $10  (in  some  instances  slight)   higher)  with  bath 

Exhibit  of  the   Manufacturers'   Association. 

The  exhibit  of  the  Manufacturers'  association  has  become 
a  very  Important    feature  of  the   annual   conventions.    The 
1907  exhibit  will  be  located  on  the  Steel  Pier,  which  is  « 
a   few   minutes'   walk   from    the   various    beach    hotels.     It   is 
expected    that    the    Manufacturers'    association    will    ha. 


484 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  Xo.  15. 


larger  and  more  attractive  exhibit  than  that  at  the  Columbus 
convention  last  year. 

Convention    Halls. 

A  large  convention  hall,  with  a  seating  capacity  of  800 
people,  will  be  provided  on  the  Steel  Pier  for  the  opening 
of  the  American  association  convention  and  smaller  meeting 
rooms  will  be  available  for  the  various  sectional  meetings  of 
the  American,  the  Accountants',  the  Engineering  and  the  Claim 
Agents'  associations. 

Additional  information  in  regard  to  the  hotel  and  railroad 
facilities,  the  convention  halls  and  the  arrangements  made 
for  the  manufacturers'  exhibits  will  be  issued  from  time  to 
time  from  Mr.  Swensou's  office. 

Reference  to  the  map  herewith  shows  the  relative  loca- 
tion of  the  railroad  stations,  the  principal  hotels  and  the  Steel 


PROBLEMS  WHICH  CONFRONT  THE  PUBLIC  SERVICE 
CORPORATION. 


.  To  l„l»t  %Hil,  £S 


Atlantic   City  Convention — Map   of  Atlantic   City,   Showing    Location 
of    Principal    Points. 


pier  which  is  to  be  the  headquarters  for  the  convention  and 
the  exhibits.  The  accompanying  halftone  engraving  shows 
the  Steel  pier  as  arranged  for  the  convention  exhibits  and 
gives  an  excellent  idea  of  the  pleasing  and  artistic  manner 
in  which  it  is  possible  to  arrange  and  decorate  the  booths. 


The  Utica  &  Mohawk  Valley  Railway  Company  has  for 
some  time  been  making  experiments  to  determine  the  adapt- 
ability of  the  hot  water  system  of  heating  to  the  small  single- 
truck  cars  in  use  on  some  of  its  lines.  Such  a  system  has 
been  in  operation  on  the  interurban  cars  and  has  worked  very 
satisfactorily.  In  the  interurbans  the  heater  is  located  in  the 
motorman's  vestibule.  In  the  small  cars  there  is  no  space 
for  it  in  the  vestibule  and  the  experiments  were  to  determine 
the  feasibility  of  locating  it  in  the  corner  of  the  passengers' 
section.  A  heater  was  recently  installed  in  a  car  that  has 
been  running  in  Utica  much  of  the  time  and  it  has  worked 
satisfactorily. 


Thomas  X.  McCarter  of  Newark,  X.  J.,  president  of  the 
Public  Service  Corporation  of  Xew  Jersey,  delivered  an 
address  before  the  board  of  trade  of  Plainfield,  X.  J.,  on 
February  12  on  "Public  Utilities  in  Xew  Jersey.''  In  explain- 
ing the  situation  which  led  to  the  formation  of  the  Public 
Service  Corporation,  Mr.  McCarter  discussed  the  subject  of 
overcapitalization,  the  prevailing  sentiment  against  public 
service  corporations,  and  the  problems  which  now  confront 
the  company  of  which  he  is  the  president.     He  said  in  part: 

For  the  past  two  years,  during  the  peak — as  we  say  in  the 
electrical  business — of  the  public  feeling  against  corporations 
in  general,  and  quasi-public  corporations  in  particular.  I  have 
conceived  it  to  be  wiser,  in  the  performance  of  my  duty  as 
president  of  the  Public  Service  Corporation,  to  refrain  from 
speechmaking,  and  devote  my  entire  energy  to  the  routine  and 
arduous  duties  of  my  position.  The  public,  rightly  or  wrongly, 
has  not  been  in  a  receptive  frame  of  mind,  and  anything  that 
I.  or  one  similarly  situated  might  have  said,  would  have  had 
little,  if  any.  effect.  The  pendulum  has  swung  so  far.  how- 
ever, that  the  thinking  men  of  the  country  are  beginning  to 
appreciate  the  gravity  of  the  situation,  and  therefore  it  seemed 
to  me.  when  I  received  the  courteous  invitation  of  my  friend, 
your  mayor,  to  come  here  and  speak  on  this  subject,  that 
perhaps  the  time  was  ripe  for  me  to  frankly  discuss  the 
problems  which  confront  me  as  the  head  of  the  large  corpora- 
tion over  which  I  preside,  and  affect  us  all  as  citizens  of 
Xew  Jersey. 

I  was  educated  as  a  lawyer,  and  I  pursued  my  profession 
until  the  formation  of  the  Public  Service  Corporation  and 
my  election  to  its  presidency  in  1903.  The  few  years  prior 
to  1903  had  been  formative  or  constructive  years  of  the  under- 
lying companies  now  in  the  Public  Service  Corporation,  and 
in  my  professional  work  I  had  been  considerably  employed  in 
doing  the  legal  work  involved.  In  several  instances  I  invested 
money  in  the  enterprises  which  I  was  conducting  legally,  out 
of  one  or  two  of  which  I  made  money,  out  of  others  not.  My 
point  is,  that  I  was  not  one  of  the  gentlemen  concerned  in  the 
original  exploitation  of  these  various  enterprises.  Xot  that  I 
am  casting  any  reflection  upon  those  who  were;  that  work 
was  done  by  some  of  the  strongest  men  this  state  has  pro- 
duced. It  was  a  strenuous  undertaking,  and  undoubtedly 
shortened  the  lives  of  Vice-President  Hobart  and  the  late 
B.  M.  Shan'ey  of  Xewark.  There  is  much  to  admire  in  the 
work  of  these  gentlemen  and  their  associates.  They  quickened 
the  growth  and  development  of  our  state,  they  gave  employ- 
ment to  thousands  of  people,  and  they  made  living  more 
comfortable.  But  from  the  present  standpoint  it  is  clear  that 
they  made  mistakes,  too,  in  that  they  overdiscounted  the 
future,  and  overcapitalized  some  of  the  great  properties  they 
constructed.  This  was  all  done,  however,  in  the  open,  under 
due  forms  of  law,  and  without  public  hostility  at  the  time: 
in  fact,  those  who  were  given  an  opportunity  to  "come  in" 
were  regarded  as  highly  fortunate.  In  the  course  of  a  short 
period  these  securities  became  widely  scattered  for  value,  in 
the  hands  of  the  investing  public.  It  is  not  too  much  to  say 
that  they  passed  into  the  possession  of  the  rich  and  the  poor, 
the  corporation  and  the  individual,  the  husband  and  the 
widow.  While  we  all,  I  think,  disapprove  now  of  the  extent 
to  which  this  overcapitalization  was  carried  on,  we  must 
remember  that  the  theory  on  which  it  was  based  was  justified 
at  the  time,  both  by  law  and  public  sentiment,  and  that  with- 
out the  expectation  on  the  part  of  the  promoters  of  some 
profit  above  the  ordinary  interest  return,  these  properties 
with  their  resultant  benefits  would  not  have  been  constructed. 

Obligations  Could  Not  be  Met. 
But  time  was  passing  on,  and  it  gradually  became  appar- 
ent that,  while  in  the  main,  gas  and  electric  properties  were 
profitable,  and  justified  expectations,  the  street  railroads  did 
not.  By  the  winter  of  1902-1903  it  was  evident  to  those  at  all 
in  touch  with  the  situation,  that  without  new  capital  for 
necessary  improvements,  and  for  the  restoration  of  impaired 
credit,  the  railroads  could  not  go  on.  Just  at  this  time  a 
horrible  catastrophe  occurred.  A  carload  full  of  school  chil- 
dren collided  at  a  dangerous  crossing  in  Xewark,  with  a 
Lackawanna  train,  resulting  in  much  loss  of  life,  great  per- 
sonal injury,  and  filling  the  whole  country  with  consternation. 
This  was  the  last  straw,  which,  it  was  quickly  seen,  would 
break  the  camel's  back.  Something  had  to  be  done,  and  that 
quickly,  or  a  great  financial  panic  stared  Xew  Jersey  in  the 
face.  The  railroads  could  not  meet  their  accruing  obliga- 
tions. This  was  becoming  generally  blown,  and  I  knew  it 
professionally,  as  well  as  a  matter  of  general  information. 
While  the  securities  were  held  broadcast,  the  policy  of  the 
constituent  companies  was  shaped  by  a  comparatively  small 


April  13,  1907. 


ELECTRIC    RAILWAY    REVIEW 


485 


number  of  men.  To  these  gentlemen  I  suggested,  as  the  solu- 
tion of  the  problem,  the  formation  of  a  new  company,  with  a 
large  cash  capital,  which  should  acquire,  upon  fair  terms,  all 
the  constituent  properties,  good  and  bad,  represented  by 
them,  the  theory  being  that  during  the  critical  period  the 
strong  and  prosperous  should  carry  the  financially  and 
physically  weak  properties. 

Thus  the  Public  Service  Corporation  was  formed,  with  a 
cash  capital  of  $10,000,000.  fully  paid  up,  without  one  dollar  of 
water.  It  shortly  acquired  all  of  its  gas,  and  many  of  its 
electric,  properties  by  lease.  The  stocks  of  the  financially 
embarrassed  railroads,  and  of  the  United  Electric  Company  of 
Xew  Jersey,  which  served  Essex,  Hudson  and  a  part  of 
Union  counties  electrically,  and  which  was  also  in  a  strug- 
gling condition,  were  exchanged  for  the  obligations — 
not  the  cash — of  the  new  company,  but  in  the  doing  of  it 
approximately  $60,000,000  of  stock  obligation  was  transformed 
into  approximately  $20,000,000  of  new  obligations.  This  trans- 
action was  certainly  free  from  the  injection  of  water. 

At  this  juncture  the  gentlemen  put  up  to  me,  as  the  sug- 
gestor  of  the  enterprise,  its  successful  consummation  as  a 
going  concern,  and  I  withdrew  from  my  profession  to  accept 
its  presidency.  This  fact  is  only  of  importance  as  showing 
the  untrammeled  point  of  view  with  which  I  approached  my 
duties.  At  the  commencement  of  my  administration  I  had, 
and  I  still  have,  three  and  only  three  objects  in  view. 

1.  The  making  good  of  every  dollar  of  all  these  under- 
lying bonds  and  securities  by  whomsoever  held,  and  the 
prevention  of  the  financial  panic  that  would  have  ensued,  and. 
gentlemen,  unless  socialism  and  confiscation  are  to  prevail 
in  this  country,  which  they  are  not,  that  object  has  been 
attained  beyond  peradventure. 

2.  The  giving  of  efficient  and  economical  service  to  the 
people  of  this  state  in  the  three  great  public  utilities  of  gas. 
electricity  and  street  railway  transportation. 

3.  The  assurance  of  an  ultimate  fair  return  to  the  stock- 
holders who  have  invested  their  money  in  the  stock  of  this 
company  at  par,  first  to  the  extent  of  $10,000,000.  subsequently 
increased  by  $2,500,000,  now  making  $12,500,000  in  all.  thus 
far  without  a  cent  of  return  thereon. 

These,  then,  have  been  the  three  objects  before  me.  The 
first,  that  of  safeguarding  the  underlying  securities,  has,  hap- 
pily, as  I  say.  been  accomplished.  What  of  the  second — the 
giving  of  efficient  and  economical  service  to  the  people?  Let 
us  bear  in  mind  that  the  company  operates  all  the  important 
gas,  electric  and  street  railway  properties  in  the  state,  as  far 
south  as  Camden,  with  the  exception  of  the  gas  property  in 
and  about  Elizabeth  and  the  street  railway  system  in  Trenton. 
This  is  a  vast  undertaking,  and  that  it  is  not  done  with  entire 
satisfaction  to  the  public  or  to  ourselves,  no  one  knows  so 
well  as  I.  Remember,  if  you  please,  that  the  Public  Service 
Corporation  came  into  possession  over  night,  as  it  were,  of  a 
vast  number  of  properties  of  different  kinds,  in  all  stages  of 
efficiency  and  decomposition,  and  this  was  only  four  years  ago. 

Rebuilding  the  Railways. 

In  the  railway  department  alone  we  are  in  process  of 
amalgamating  into  one  homogeneous  whole  nine  different 
systems  of  railroads  that  previously  had  no  interdependence. 
Many  of  them  were  in  a  state  of  physical  as  well  as  financial 
collapse,  and  have  had  to  be  rebuilt.  This  work  is  progress- 
ing, but  it  will  take  several  years  to  complete.  We  have  in 
these  four  years  already  spent  upwards  of  $26,000,000  in  the 
improvement,  extension  and  rehabilitation  of  the  properties, 
and  have  appropriated  over  $6,000,000  additional  for  similar 
expenditure  this  year.  This  money,  over  and  above  the  $12.- 
500,000  of  capital  stock,  has  been  raised  by  the  sale  of  securi- 
ties. We  have  built  and  rebuilt  over  110  miles  of  track.  We 
have  purchased  568  new  cars:  we  have  built  new  power  sta- 
tions. The  community  is  growing  so  rapidly  that  it  is  difficult 
to  keep  pace  with  it.  let  alone  to  improve  conditions.  Never- 
theless, they  are  being  improved:  each  year  there  is  a  sub- 
stantial improvement,  and  this  will  continue  if  present  admin- 
istrative policies  prevail,  until  the  time  will  surely  come  when 
this  company  will  give  as  satisfactory  service  as  the  nature 
of  the  business  will  permit.  It  will  never  be  perfect:  it  is 
not  perfect  anywhere. 

The  troubles  of  street  railway  operation  are  legion,  and 
in  winter  time  are  always  with  us.  They  are  caused  by 
difficulties  too  numerous  to  mention,  over  many  of  which  the 
company  has  no  control,  such  as  snow,  vehicular  traffic,  block- 
ing of  cars,  etc.  Of  course  we  are  not  free  from  blame.  No 
concern  handling  over  10,000  employes  in  work  of  this  char- 
acter is  free  from  error,  from  the  president  down  to  the 
humblest  employe.  All  we  can  do  is  to  do  the  best  we  can, 
and  that  is  the  hones'  purpose  of  my  administration. 

As  to  the  second   branch   of  the  subject  of  which   I   am 

treating,  viz.,  the  economy  of  Bervlce,  I  am  proud  of  what   we 

have  accomplished  and  are  doing  for  the  people  of  the  state. 

imniarize  briefly,  a   complete   transfer  system   has   been 


put  into  effect  between  the  nine  railroad  systems  at  all  con- 
necting points,  where  none  formerly  existed,  and  the  5-cent 
fare  zone  has  been  extended  to  the  limits  of  reason,  it  being 
now  possible  to  ride  over  15  miles  for  a  nickel  in  certain 
localities. 

While  all  this  reduction  has  been  going  on,  the  price  of 
nearly  everything  else  has  been  going  up,  taxes,  labor,  coal, 
oil,  manufactured  products  of  every  character  all  advancing, 
while  the  cost  of  the  finished  product — gas,  electricity  or 
transportation,  as  the  case  may  be — has  been  coming  down. 
This  state  of  affairs,  with  its  attendant  results,  if  carried  to 
extremes,  was  commented  on  with  great  force  by  Samuel 
Spencer,  the  late  president  of  the  Southern  Railway,  in  a 
public  address  shortly  before  his  death.  The  public  should 
realize  that  there  is  a  point  beyond  which  these  opposing 
forces  must  not  go,  if  conflict  is  to  be  avoided. 

Extensions   Demand   Capital. 

All  this  is  of  the  very  greatest  importance.  It  has  a 
direct  bearing  on  the  ability  of  corporations  to  raise  the  neces- 
sary capital  to  properly  extend.  If  rates  are  to  be  put  below 
the  point  where  fair  earnings  on  obligations  can  be  secured, 
fresh  capital  cannot  be  secured,  and  stagnation  of  enterprise 
will  result.  It  takes,  and  will  continue  to  take,  for  some 
years,  if  not  indefinitely,  about  $4,000,000  annually  of  new 
money  to  finance  the  new  business  and  extensions  of  the 
Public  Service  Corporation.  This  does  not  include  a  mile  of 
extended  railroad  track.  In  these  troublous  times,  even  this 
comparatively  small  sum  of  money  is  not  easily  acquired. 
This  situation,  so  far  as  new  extensions  are  concerned,  is 
accentuated  by  the  passage,  in  response  to  a  well-defined  but. 
in  my  opinion,  mistaken  public  sentiment  of  the  so-called 
limited  franchise  law,  restricting  the  period  for  which  fran- 
chises may  be  granted  to  20  years,  except  where  by  vote  of 
the  people  the  period  is  lengthened  to  40  years.  This  does 
not  affect  the  Public  Service  Corporation  to  any  extent,  for 
I  am  entirely  satisfied  that  we  have  enough  to  do  to  develop 
the  properties  we  now  have,  without  further  substantial  exten- 
sion. In  a  sense,  it  is  a  direct  benefit  to  the  Public  Service 
Corporation,  for  it  prevents  others  from  obtaining  what  the 
Public  Service  Corporation  already  has.  But  it  will,  in  my 
judgment,  retard  the  development  of  the  rural  sections  of  the 
state.  In  these  times  it  is  utterly  futile  to  consider  the 
financing  of  rural  country  lines  upon  any  such  limited  basis, 
and  we  are  not  attempting  it.  This  is  not  the  manifestation 
of  any  dog  in  the  manger  policy,  but  simply  a  recognition 
of  conditions. 

Stock-Watering  and  Overcapitalization. 

The  third  aim  of  the  Public  Service  Corporation  is  to  earn 
a  fair  return  to  stockholders  upon  their  investment.  We  have 
been  going  four  years.  In  1906,  for  the  first  time,  we  earned 
a  little  over  5  per  cent  on  our  stock,  and  that  on  a  gross 
business  of  $21,000,000  and  a  stock  capital  of  $12,500,000.  I 
think  that  all  will  agree  that  this  is  as  close  a  margin  as  any 
legitimate  business  should  be  conducted  upon.  But  with  the 
enormous  increase  in  the  company's  business  each  year,  unless 
all  conditions  change,  within  a  reasonable  time  the  earnings 
will  substantially  increase.  At  least  this  is  our  hope  and 
belief.  How  then  shall  these  earnings  be  distributed?  The  day 
of  stock-watering  and  overcapitalization  of  properties  of  this 
character  is  over,  and  properly  so.  Governor  Stokes  in  his 
annual  message  of  1906  strongly  inveighed  against  this  evil, 
and  recommended  legislation  to  prevent  it.  In  compliance 
therewith  the  legislature  of  last  year  passed  a  very  drastic 
act,  with  which  I  do  not  think  the  public  are  very  familiar, 
but  which  positively  forbids  public  utility  companies  from 
issuing  their  obligations  for  less  than  par,  except  a  reasonable 
banker's  commission,  and  forbids  the  issuance  of  all  stock, 
except  for  par.  Heavy  penalties  are  attached,  including  the 
rendering  of  the  securities  invalid.  The  governor  will  bear 
me  out.  I  think,  that  because  of  my  familiarity  with  the  sub- 
ject, I,  at  his  request,  prepared  this  bill,  and  I  am  in  hearty 
sympathy  with  his  provisions. 

I  believe  that  we  should  recognize  conditions  as  they  are, 
without  any  attempt  to  undermine  values  or  confiscate  securi- 
ties heretofore  issued  under  forms  of  law;  that  we  should, 
as  above,  prevent  all  further  watering;  that  stockholders  of 
existing  companies  should  be  allowed  to  receive  10  per  cent 
annually — a  fair  business  profit — upon  their  investment  before 
there  is  any  further  restriction  placed  upon  these  companies 
bj  taxation  or  otherwise.  Until  such  time  comes,  the  com- 
panies are  taxed  sufficient  in  all  conscience. 


The  Indianapolis  &  Cincinnati  Traction  Company,  which 
recently  opened  its  Shelbyville  and  Greensburg  division,  has 
instituted  freight  service  on  this  division  a  month  sooner  than 
anticipated  to  meet  the  general  demand  upon  the  part  of  the 
citizens   for  an  interurban   freight  service. 


4S6 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  No.  15. 


THE    LEXINGTON    AVENUE    SUBWAY,    NEW    YORK. 


Bids  for  the  construction  of  the  new  Lexington  avenue 
subway  in  New  York  were  advertised  for  on  April  2,  by  the 
Board  of  Rapid  Transit  Railroad  Commissioners.  The  plans 
which  are  shown  herewith,  and  for  which  we  are  indebted  to 
Mr.  George  S.  Rice,  chief  engineer  of  the  commission,  show 
that  the  new  line  is  intended  to  extend  from  the  Battery  to 
One  Hundred  and  Sixty-fourth  street,  the  Bronx.  The  line 
from  the  Battery  to  the  vicinity  of  Forty-second  street  follows 
somewhat  closely  the  line  of  the  existing  subway,  but  at  a 
short  distance  to  the  west. 

Beginning  from  Battery  Park  the  line  follows  Church 
street  to  Vesey,  where  it  turns  to  the  right  to  Broadway,  unde; 
which  it  proceeds  to  Twenty-fifth  street,  whence  it  deflects 
and  passes  under  Fifth  avenue  to  Thirty-fifth  and  Thirty-sixth 
streets,  under  which  streets  are  to  be  two  lines  which  turn 
three  blocks  east  to  Lexington  avenue.  From  Thirty-sixth 
street  the  line  proceeds  directly  under  Lexington  avenue  as 


L* Ttv07ff/!CK ■**■ 

Lexington  Avenue  Subway.   New  York — Longitudinal  Cross-sections 


maximum  width  of  15  feet  for  each  track,  except  at  stations, 
where  the  width  is  increased.  The  roof  and  sides  of  the 
tunnels  will  he  of  iron  or  steel  and  masonry,  and  the  roof  will 
be  as  near  the  surface  of  the  street  as  street  conditions  and 
grades  will  permit,  but  the  track  will  be  depressed  wherever 
necessary  to  avoid  grade  crossings  and  at  the  approach  to- 
the  Harlem  river. 

In   some  features  the  plans  provide  for  a  different  con- 
struction than  that  which  prevails  in  the  case  of  the  existing 


.S'f 


~f<  *&^o~^y£ 


Lexington  Avenue  Subway.   New  York — Skeleton   Elevation  of  Rapid 
Transit.    Metropolitan    and    Lexington    Avenue    Subways. 


far  as  the  Harlem  river.  Passing  under  the  river  the  line 
continues  under  Park  avenue,  crossing  underneath  the  pres- 
ent subway  at  East  One  Hundred  and  Forty-ninth  street, 
whence  it  turns  to  the  west  along  the  line  of  One  Hundred 
and  Fifty-third  street  to  One  Hundred  and  Sixty-fourth  street. 
From  a  point  between  Thirty-eighth  and  Forty-first  streets, 
where  a  junction  can  conveniently  be  made  with  the  exist- 
ing subway  north  to  One  Hundred  and  Twenty-ninth  street, 
the  road  will  consist  of  four  tracks.  From  One  Hundred  and 
Twenty-ninth  street  north  there  will  be  two  tracks  and  the 


subway.  Entrances  to  stations  will  in  general  be  placed 
within  private  property,  and  stations  are  in  general  located 
midway  between  the  lines  of  two  streets.  Construction  gen- 
erally will  be  carried  on  by  means  of  tunneling  or  excavation 
under  cover,  except  in  cases  in  which  express  permission  for 
an  open  cut  may  be  obtained  from  the  board.  Contracts  for 
the  work  will  be  let  in  seven  different  sections,  which  cover 
the  entire  line  from  Battery  Park  to  One  Hundred  and  Sixty- 
fourth  street. 

At  Chambers  street,  which  is  assumed  to  be  the  southerly 


-  ~*  -  "-  "--. 


Lexington    Avenue    Subway.    New    York — Route    and     Longitudinal   Cross-section. 


loop  at  Park  avenue  between  One  Hundred  and  Fifty-first  and 
One  Hundred  and  Fifty-second  streets  will  be  one  track.  In- 
cluding the  two  lines  at  Thirty-fifth  and  Thirty-sixth  streets 
there  will  be  four  tracks  at  this  point,  and  the  four  tracks 
will  be  continued  as  far  south  as  Chambers  street.  From 
this  point  south  to  Battery  Park  there  will  be  two  tracks 
exclusive  of  the  additional  tracks  required  for  terminal  pur- 
poses under  Battery  Place  and  Battery  Park. 

It  is  provided  in  the  specifications  that  the  tunnels  are  to 
have  a  height  of  not  less  than  13  feet  in  the  clear  and  a 


limit  of  express  service,  there  will  be  located  a  station  accom- 
modating four  tracks,  in  the  form  of  a  double-deck  structure. 
The  two  upper  tracks  will  be  for  express  service  north  of 
Chambers  street  and  will  be  the  continuation  of  the  tracks 
which  come  north  from  Battery  Park.  The  two  lower  tracks 
in  the  station  will  be  for  the  accommodation  of  local  trains 
coming  from  and  going  to  the  north  of  Chambers  street. 
These  two  tracks  will  be  extended  south  under  Broadway  to 
provide  sidings  for  the  housing  and  care  of  local  trains.  From 
Chambers  street  north  the  four  tracks  continue  under  Broad- 


April  13,  1907. 


ELECTRIC   RAILWAY   REVIEW 


487 


way  coming  to  substantially  the  same  level  at  a  point  700  Thirty-first  street.  The  local  tracks  will  then  converge  and 
or  800  feet  north  of  the  station.  They  will  then  continue  come  together  over  the  express  tracks  at  the  south  end  of 
along  Broadway  as  near  the   surface  as  practicable  to   and      the   station,   between   Thirtv-second  and  Thirty-third  streets 


SZ39 


Lexington  Avenue  Subway.   New  York-Plan  and  Skeleton   Elevation   of  Route  on  Thirty-fifth  and  Thirty-sixth  Streets. 


Lexington  Avenue  Subway.   New  York— Plan   and   Elevation  of   Mott   Haven   Loop. 


under  Union  square  and  Broadway  to  Fifth  avenue,  and  thence  which   will   be  built  in   the  form  of  a  double-deck  structure 

to  a  point  between  Twenty-seventh  and  Twenty-eighth  streets,  Just  beyond  the  station   the  northbound   tracks  turn   to   the 

where  the  center  or  express  tracks  will  begin  to  descend  and  east  and  pass  under  Thirty-fifth  street  under  the  present  sub- 

the  outer  or  local  tracks  will  rise  to  about  the  center  line  of  way  at  Park  avenue,  rising  again  as  they  approach  Lexington 


188 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  15. 


avenue.     The  southbound  tracks  from  Fifth  avenue,  at  a  point      street,  where  connection  can  conveniently  be  made  with  the 


between  Thirty-fourth  and  Thirty-fifth  streets,  separate  from 
the  northbound  and  turn  east  under  Thirty-sixth  street  under 
the  present  subway  at  Park  avenue  and  to  Lexington  avenue, 
where  they  join  the  southbound  tracks  as  above  described. 
At  the  point  of  junction  the  four  tracks  will  be  carried  as  a 


present  subway.  The  two  upper  tracks  continue  under  the 
Harlem,  passing  under  the  present  subway  at  One  Hundred 
and  Forty-ninth  street  and  to  a  terminal  station  at  One  Hun- 
dred and  Fifty-sixth  street. 

At  One  Hundred  and  Forty-ninth  street  station  one  track 


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Lexington    Avenue    Subway,    New    York— Section  Through    Subway   Showing   Ventilating  Shaft. 

double-deck   structure,   with   the   local   tracks   on   the   upper  will  rise  and  come  to  a  higher  level  than  the  tracks  which 

level.  lead  to  the  terminus.    It  will  then  curve  to  the  west,  pass 

The  double-deck  structure  is  continued  as  far  as  the  end  over  the  southbound  track  leading  from  the  terminal  under 

of  the  station  at  One  Hundred  and  Twenty-fifth  street.    From  the  tracks  of  the  New  York  Central  Railroad  and  under  One 

the  north  end  of  this  station  the  two  upper  tracks  will  con-  Hundred  and  Fifty-third  street  to  a  point  between  Mott  and 


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Lexington   Avenue  Subway.   New  York — Section   Through   Subways.    Showing    Double-deck   Arrangement   at   Stations. 


tinue  north  on  substantially  the  same  level  to  about  One  Hun-  Walton  avenues,  where  it  is  joined  by  the  southbound  track, 

dred  and  Twenty-ninth  street,  and  the  two  lower  tracks  will  which  has  been  carried  farther  to  the  north  before  diverging 

branch   in   order   to   provide   connections    which   will   be    de-  from  the  lines  leading  to  the  terminal.     A  loop  at  this  point 

scribed  hereafter.     These  two  tracks  will  pass  under  the  Har-  connects  the  south  and  north  bound  tracks.    This  loop  will 

lem  river  and  Morris  avenue  to  One  Hundred  and  Forty-eighth  be  entirely  under  private  property  and  under  the  tracks  of 


April  13.  1907 


ELECTRIC    RAILWAY    REVIEW 


489 


the  New  York  Central.  The  location  and  arrangement  of 
these  tracks,  as  well  as  the  connections  described  at  Thirty- 
fifth  and  Thirty-sixth  streets,  will  be  clearly  understood  by 
reference  to  the  accompanying  engravings,  showing  the  gen- 


the  road  itself.  It  is  provided  that  chambers  for  the  installa- 
ion  of  these  devices  shall  be  built  two  between  every  two  sta- 
tions, one  on  each  side  of  the  track.  Free  air  will  be  secured 
through  gratings  in  the  sidewalks  in  the  roof  of  the  ventilating 


Lexington  Avenue  Subway,   New  York — Plan  and  Section  of  Station. 


eral  plan  of  the  entire  line,  and  these  two  portions  in  consid- 
erable detail. 

As  indicated  in  the  foregoing  description,  on  parts  of  the 
road  which  have  four  tracks  on  substantially  the  same  level, 
the  inside  tracks  will  be  used  for  express  purposes.  When 
the  form  of  construction  provides  a  double-deck  structure,  the 
two  lower  tracks  will  be  used  for  express  service. 

In  view  of  the  difficulty  which  has  been  experienced  in 


chambers.  Also,  in  the  construction  of  the  walls  suitable  pro- 
vision is  required  to  be  made  for  the  piping  of  the  various 
services  which  may  occupy  the  ground  below  the  street  level. 
The  fact  that  Lexington  avenue  is  largely  a  residential 
street,  and  is  comparatively  narrow,  has  been  the  occasion 
for  determining  to  make  the  structure  of  double-deck  charac- 
ter. This  condition  is  also  taken  into  account  in  the  provi- 
sion that  the  contractor  must  be  required  to  maintain  free 


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Lexington   Avenue   Subway,   New   York — Section   Through   Subways   Under   Park   Avenue   and    Forty-second   Street. 


connection   with   the   ventilation  of  the  present  subway,   pro-  access  to  entrances  of  all   buildings  during  the  progress  of 

vision  is  made  in  the  present  plans   for  the  installation  of  the  work. 

necessary  apparatus  for  ventilation  at  the  sides  of  the  road-  In  the  construction  of  the  stations,  the  feature  which  has 

way  to  be  constructed  in  connection  with  the  construction  of  been  found  so  desirable  in  the  present  subway,  that  is,  making 


490 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  Xo.  15. 


the  decorative  features  of  each  station  distinctive,  will  be 
followed.  It  is  provided  that  the  section  of  rail  shall  conform 
to  the  standard  adopted  by  the  American  Society  of  Civil 
Engineers,  and  weigh  not  less  than  100  pounds  per  yard. 
In  determining  the  location  for  the  third  rail,  if  such  is  used. 
the  specifications  provide  that  preference  be  given  to  such 
a  location  as  will  permit'  interchange  of  equipment  with  that 
of  existing  subways. 

The  ties  will  be  of  white  oak  or  long-leaf  yellow  pine,  and 
under  each  rail  at  each  tie  will  be  a  tieplate  with  longitudinal 
ribs.  In  the  matter  of  equipment  it  is  provided  that  the 
amount  shall  be  such  that  during  the  hours  of  maximum  traffic 
trains  of  10  cars  may  be  run  on  local  tracks  at  a  headway 
not  exceeding  one  minute  and  on  express  tracks  similar  trains 
at  a  headway  not  exceeding  two  minutes.  It  is  required  that 
the  motors  have  sufficient  power  to  haul  trains  of  10  cars 
fully  loaded  upon  express  tracks  at  an  average  speed  of 
not  less  than  30  miles  per  hour  and  upon  local  tracks  at  an 
average  speed  of  not  less  than  15  miles  per  hour,  including 
stops.  Exclusive  of  stops  the  motors  must  be  capable  of  mov- 
ing trains  at  not  less  than  40  miles  per  hour  for  long  dis- 
tances.    Cars  are  to  be  of  fireproof  material. 

The  location  of  stations  is  clearly  shown  upon  the  ac- 
companying general  mai).     To  show  the  extent  to  which  the 


necessary  to  the  completion  of  the  Lexington  avenue  route. 
The  section  is  through  Park  avenue  at  Forty-second  street. 

Inasmuch  as  the  construction  of  the  tunnel  and  especially 
of  the  stations  differs  in  many  points  from  that  made  familiar 
by  the  existing  subway,  the  accompanying  engravings  present 


Lexington  Avenue  Subway,   New  York — Transverse  Section  Through 

station. 

a  few  special  sections.  Two  of  the  diagrams  show  the  two 
general  classes  of  stations:  a  local  station  for  four  tracks 
on  the  same  level  and  a  local  station  in  a  double-deck  struc- 
ture. It  will  be  noted  in  the  section  showing  four  tracks  upon 
the  same  level  that  ample  provision  is  made  for  carrying  all 


ESzaT 


Lexington   Avenue   Subway.    New   York — Section   Through    Subways.   Showing  Double-deck  Arrangement. 


ground  below  the  street  level  at  some  points  in  Manhattan  piping  and  the  like  over  the  roof  of  the  station  and  between 
is  perforated  by  existing  and  proposed  tunnels,  a  section  the  roof  and  the  surface  of  the  street.  This  also  shows  the 
through  Park  avenue  is  given,  which  includes  a  section  of  passageway  connecting  the  northbound  and  southbound  tracks, 
the  existing  Metropolitan  tunnel,  the  two  tunnels  of  the  The  details  of  construction  are  clearly  shown  in  typical  sec- 
Rapid   Transit    subway   and   the   two   tunnels   which    will   be  tions  taken  through  the  tunnel  at  different  points. 


April  13,  1907 


ELECTRIC    RAILWAY    REVIEW 


491 


DEPRECIATION  AND  RESERVES.* 


BY    GEOKCiE    WILKINSON, t    C. 


The  accountant,  in  his  investigation  of  the  accounts,  must 
be  careful  to  determine  what  amount  has  been  expended  on 
maintenance  and  current  repairs  of  building  and  machinery. 
and  what,  if  anything,  has  been  charged  against  the  earnings 
with  respect  to  "Depreciation."  If  the  amount  so  charged  is. 
in  his  opinion,  insufficient  to  properly  provide  for  the  replace- 
ment of  the  machinery,  by  the  time  it  is  estimated  such  ma- 
chinery will  be  useless,  it  is  his  duty  to  make  a  specific  al- 
lowance for  depreciation  in  addition  to  what  the  books  may 
show,  before  stating  the  net  profits.  In  such  an  investigation 
the  accountant  should  not  content  himself  by  stating  the 
profits  "before  charging  depreciation." 

The  investigating  accountant  should  also  carefully  exam- 
ine the  accounts  to  determine  what  amount  has  been  expended 
on  renewals  and  to  what  accounts  charged.  If  he  finds  that 
any  considerable  sum  has  been  charged  against  the  earnings 
for  machinery,  to  replace  that  which  has  become  worn  out 
or  obsolete,  he  must  surely  take  such  amount  into  considera- 
tion as  a  deduction  from  the  amount  he  would  otherwise 
charge  as  "Depreciation." 

The  science  of  bookkeeping  has  been  gradually  evolved 
for  the  purpose  of  recording  permanently,  by  the  combined 
use  of  words  and  figures,  the  history  of  a  business  undertak- 
ing. 

Fundamentally,  the  receipt  and  payment  of  money  form 
the  basis  of  commercial  transactions,  money  being  the  means 
of  interchange  between  different  members  of  the  same  com- 
munity, between  the  producer  and  the  consumer.  But  there 
are  certain  facts  to  be  recorded,  in  the  history  of  a  manu- 
facturing enterprise,  which  do  not  affect  anyone  but  the  pro- 
prietor of  the  business,  and  among  these  comes  the  matter 
of  depreciation.  Ultimately  even  this  matter  resolves  itself 
into  a  cash  transaction,  because  some  day  the  property,  upon 
which  the  depreciation  is  today  computed,  will  become  worn 
out  and  have  to  be  renewed,  and  then  money  must  be  spent 
to  renew  it. 

The  question  of  "Depreciation,"  if  taken  as  a  whole,  is 
so  vast,  that  a  lecture  of  one  hour's  duration  must  either  deal 
with  the  subject  superficially  (which  is  never  convincing)  or 
else  its  scope  must  be  narrowed  down  to  dealing  with  a  few 
subjects,  so  that  these  can  be  carefully  considered  and  the 
application  of  certain  rules  determined.  The  latter  is  the  ob- 
ject sought  for  this  evening's  lecture. 

Xo  one,  to  my  knowledge,  was  ever  bold  enough  to  lay 
down  fixed  rates  at  which  depreciation  ought  to  be  charged 
under  all  conditions.  On  the  contrary,  all  agree  that  consid- 
erable diversity  of  opinion  exists,  even  among  those  best  in- 
formed on  the  subject.  Further,  that,  as  no  two  cases  are 
exactly  alike,  fixed  rules  cannot  be  made  to  apply.  It  is 
also  fully  agreed  that  the  question  of  depreciation  comes 
within  the  realm  of  opinion  and  that  the  special  conditions 
under  which  each  property  is  operated  must  be  carefully 
taken  into  consideration. 

"Depreciation"  may  be  defined  as  the  loss  in  value  of 
some  destructible  property  over  and  above  current  repairs. 
The  loss  which  arises  with  respect  to  breakage  and  which 
can  be  replaced  by  repairs  has  nothing  to  do  with  deprecia- 
tion. 

If  any  part  of  a  machine  breaks  or  becomes  worn  out, 
there  is  a  loss.  The  loss  to  the  machine  may  be  readily 
replaced  by  a  new  part  and  the  machine  is  said  to  be  "as 
good  as  new."  This  results  in  an  expense  to  the  owner  of 
the  machine,  which  is  commonly  called  "Repairs,"  or.  more 
technically.  "Maintenance."  The  loss  that  arises  through 
"Depreciation"  is  of  a  different  nature.  It  is  not  accidental, 
but  slow,  gradual,  inevitable.  If  the  owner  of  a  machine  re- 
pairs it  ever  so  well  there  inevitably  comes  a  day  when  it 
can  no  longer  be  kept  in  serviceable  condition.  Its  usefulness 
is  gone.  It  cumbereth  the  shop.  It  is  thrown  on  the  scrap 
heap  or  sold  to  the  junkman.  Its  owner  is  then  face  to  face 
with  the  loss  of  its  value.  This  results  in  a  loss  of  "Capital," 
or  a  loss  of  "Revenue,"  according  to  the  manner  in  which  it 
is  dealt  with.  If  the  necessity  to  make  proper  provision  for 
depreciation  out  of  earnings  is  neglected  (as  ft  often  is)  it 
will  ultimately  assert  itself,  to  the  most  serious  embarrass- 
ment of  the  owner,  as  a  loss  of  capital 

If  the  business  is  a  temporary  one,  or  if  the  process  the 
machine  was  bought  for  is  at  an  end,  then  the  loss  is  part 
of  the  capital  of  the  owner,  and  he  may  be  quite  content  to 
see  It  thrown  on  the  scrap  pile.  But  this  is  very  seldom  the 
case.     In  a  vast  majority  of  instances  the  owner  wishes  to 

•Abstract  of  a  lecture  delivered  at  the  Evening  School  of  Ac- 
counts and  Finance  held  In  connection  with  the  Wharton  School 
of  Finance  and   Commerce. 

tOf  the  firm  of  Wilkinson,  Reckltt,  Williams  &  Co.,  Certified 
Public   Accountants. 


continue  in  business  and  finds  himself  compelled  to  replace 
the  defunct  machine,  generally  with  a  better  one.  Modern 
development  lies  in  the  direction  of  constantly  increasing  the 
efficiency  of  the  machinery  employed  in  all  classes  of  manu- 
facture, and  it  is  seldom  that  a  worn-out  machine  is  replaced 
by  another  its  exact  equal. 

Xow-,  if  he  has  been  wise,  the  manufacturer  will  have 
provided  for  the  replacement  of  the  worn-out  machine  out  of 
the  profits  it  has  earned  for  him  during  its  life  of  usefulness. 

Just  as  a  portion  of  the  proceeds  of  his  finished  product 
is  paid  to  the  mechanic  for  his  labor,  so  a  portion  of  those 
proceeds  should  be  set  aside  to  replace  the  machine  that 
aids  the  mechanic  when  it  shall  be  worn  out. 

It  may  be  that  the  machine  may  never  be  replaced  with 
another  of  its  own  kind,  but  if  the  same  process  is  continued 
another  machine — possibly  ten  times  more  costly — will  even- 
tually be  purchased  to  replace  or  displace  the  old.  It  matters 
little  whether  we  spell  the  word  replacement  or  displacement 
— nothing  lasts — either  a  machine  is  replaced  with  another 
of  its  kind,  or  it  is  displaced  by  a  different  machine  of  much 
greater  capacity.  This  principle  applies  to  any  inanimate 
thing  that  moves  or  is  moved,  be  it  a  windmill,  or  a  traction 
engine  that  pulls  the  machine  it  drives  and  drives  the  ma- 
chine it  pulls. 

Xow,  if  we  have  successfully  argued  that  the  proprietor 
of  a  manufacturing  business  must  provide,  out  of  its  earnings, 
for  the  replacement  of  the  machine  he  uses,  if  he  wishes  to 
continue  in  business,  let  us  see  how  this  may  be  accomplished. 
It  is  impossible  for  him  to  know  for  a  certainty  how  long  a 
machine  will  last,  or  how  much  finished  product  it  will  turn: 
out  during  its  lifetime.  The  best  he  can  do  is  to  estimate 
how  long  a  machine  will  continue  in  active  service.  If.  hav- 
ing estimated  how  long  the  machine  will  last,  he  finds  that 
it  will  have  to  be  thrown  out  of  use  in  a  given  number  of 
years  and  sold  for  scrap,  he  will  know  that  he  must  spread 
the  cost  of  that  machine  over  its  estimated  life,  on  a  per  cent 
basis,  setting  aside  a  certain  amount  of  his  profits  each  year, 
to  provide  for  the  replacement  of  the  machine. 

A  common,  and  I  believe  mistaken,  view  of  depreciation 
is  that  it  is  simply  a  loss  that  the  business  of  a  manufacturer 
suffers  from,  which  should  be  written  off,  just  as  a  bad  debt 
is  written  off.  Under  this  method  the  amount  which  the  pro- 
prietor or  the  directors  determine  to  charge  against  the  earn- 
ings is  credited  to  the  asset  account  and  its  value  thereby- 
reduced.  This  method  makes  an  annual  charge  for  deprecia- 
tion a  detestable  subject,  a  particularly  bitter  pill  for  the 
management  to  swallow;  whereas,  in  reality,  a  reservation 
of  a  portion  of  the  profit  is  merely  a  wise  and  conservative 
provision  for  the  future. 

There  are  other  objections  to  the  method  of  writing  down 
the  asset  account.  In  the  event  of  the  destruction  of  the 
plant  by  fire,  when  it  comes  to  making  an  adjustment  of  the 
loss,  the  diminished  amount  shown  in  "Plant  Account"  will 
certainly  be  considered  by  the  adjusters  in  arriving  at  the 
basis  of  valuation.  Or  again,  if  the  proprietor  of  the  business 
wishes  to  sell  his  property,  the  diminished  value  of  the  plant 
and  machinery,  as  shown  by  the  books,  will  surely  be  urged 
by  the  purchaser.  In  vain  shall  it  then  be  said  that  the  ma- 
chinery had  really  been  kept  up  as  good  as  new,  and  that 
no  such  depreciation  as  has  been  recorded  on  the  books  had 
really  been  suffered.  On  the  method  preferred,  which  we 
will  call  the  "Reserve  Method,"  it  is  easy  to  explain  that  the 
amount  to  the  credit  of  the  "Depreciation  Reserve"  represents 
the  accumulation  of  sums  which  the  directors  had  thought 
fit  to  set  aside,  out  of  the  profits,  to  provide  for  replacement 
of  the  plant  at  some  future  time,  and  did  not  necessarily 
represent  the  measure  of  the  deterioration  of  the  property. 

When  the  proprietor  of  the  business  determines  to  set 
aside  a  certain  portion  of  the  profits  for  the  purpose  of  re- 
placing the  plant,  the  official  historian  (whom  we  call  the 
bookkeeper)  is  called  upon  to  record  the  fact  on  the  official 
record  of  the  business,  namely,  the  books  of  account — and  an 
entry  is  made  charging  "Profit  and  Loss  Account"  and  credit- 
ing an  account  entitled  "Reserve  to  Provide  for  Replacement 
of  Plant." 

Xow  it  may  be  urged  that  this  is  merely  a  piece  of  book- 
keeping, sometimes  disrespectfully  called  "red  tape."  Xot  so. 
Something  more  than  bookkeeping  has  been  accomplished. 
The  official  historian  of  the  business  has  recorded  the  fact 
that  the  proprietor,  or,  if  it  be  a  company,  the  directors  of 
the  company  (those  men  who  have  been  chosen  to  govern 
the  affairs  of  the  company),  have  officially  decided  to  set  aside 
a  certain  portion  of  the  earnings,  ear-marked,  so  to  speak, 
to  provide  for  the  replacement  of  the  plant.  Bear  in  mind 
that  it  is  not  the  making  of  an  entry  on  the  books,  but  the 
action  of  the  board  of  directors,  that  gives  validity  to  this 
action.  Thus  we  know  that,  although  no  sum  of  money 
has  been  taken  out  of  the  business,  a  portion  of  the  earnings 
urely  been  set  aside  for  the  specific  purpose  required. 

We  have  seen    (1)   that  wherever  profits  are  earned  by 


492 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  15. 


a  manufacturing  business  the  use  of  machinery  is  involved; 
(2)  that  machinery  will  last  only  a  limited  time;  (3)  that  a 
sufficient  portion  of  the  profits,  earned  by  the  use  of  such 
machinery,  should  be  conserved  for  the  specific  purpose  of 
replacing  the  same;   (4)  how  to  give  effect  to  these  principles. 

In  a  paper  on  the  subject  of  "Depreciation  of  Water 
Works  Plants,"  Mr.  John  W.  Alvord.  consulting  engineer,  of 
Chicago,  gives  an  interesting  table  showing  the  history  of  32 
horizontal  tubular  boilers  used  in  water  pumping  stations  in 
Illinois.  Iowa  and  Michigan.  The  active  life  of  these  32  boilers 
was  found  to  have  varied  from  6  years  for  two  boilers  at 
Sterling.  111.,  where  artesian  water  was  used,  to  23  years  for 
two  boilers  at  Oskaloosa,  la.,  where  river  water  was  used,  the 
latter  boilers  being  still  in  service.  The  average  life  of  this 
gTOup  of  32  boilers  was  15  years. 

These  data  would  seem  to  indicate  that  the  rate  of  depre- 
ciation charged  on  the  diminishing  value  of  the  boilers  should 
be  20  per  cent  where  artesian  water  is  used,  10  per  cent 
where  lake  water  is  used  and  5  per  cent  where  soft  river 
water  is  used,  other  factors  being  equal.  These  rates  may  be 
subject  to  revision  in  view  of  the  success  with  which  boiler 
compounds  are  used;  also,  in  respect  of  the  duties  the  boilers 
are  called  upon  to  perform  and  whether  they  are  running  easy, 
with  ample  time  for  repairs  and  cleaning,  or  whether  they  are 
crowded  beyond  their  proper  capacity. 

When  an  accountant  comes  upon  the  scene  and  persuades 
the  proprietor  to  begin  making  a  provision  for  the  replace- 
ment of  the  machinery,  after  the  plant  has  been  several  years 
in  use,  and  the  value  has  been  reduced  by  service,  on  what 
basis  will  the  accountant  compute  the  rate  of  depreciation? 

This  is  and  will  remain  a  somewhat  perplexing  problem. 
It  would  manifestly  be  unfair  to  divide  the  entire  cost  of  the 
half-worn-out  boiler  over  the  few  remaining  years  it  has  to 
live.  The  effort  of  the  accountant,  if  acting  as  auditor,  should 
be  exerted  in  the  direction  of  having  a  liberal  amount  charged 
off  each  remaining  year,  so  that  when  the  plant  has  actually 
to  be  replaced,  the  amount  then  to  be  written  off  as  the  cost 
of  replacement  shall  be  reduced  as  much  as  possible. 

If  the  accountant  is  acting  in  the  capacity  of  special 
examiner,  with  the  object  of  stating  the  profits  of  a  manu- 
facturer for  a  given  number  of  years,  he  may  content  himself 
making  a  charge  for  depreciation,  computed  at  what  it  would 
have  been  had  proper  principles  been  followed  through  the 
life  of  the  plant.  That  is  to  say,  he  should  calculate  what  the 
charge  should  have  been  in  each  of  the  preceding  years,  and 
base  his  charge  for  the  period  examined  on  the  diminished 
value. 

It  is  not  always  necessary  or  desirable  to  continue  charg- 
ing depreciation  after  a  sufficient  amount  has  been  accumu- 
lated to  the  credit  of  "Reserve  for  Replacement  of  Plant," 
to  substantially  replace  the  plant  and  machinery.  In  actual 
practice  this  point  is  seldom  reached,  but  it  has  come  plainly 
in  sight  to  some  of  us,  with  the  result  that  we  have  recom- 
mended a  gradual  reduction  of  the  rates  charged,  and  ulti- 
mately we  shall  recommend  that  a  further  charge  will  be 
unnecessary. 

Of  course,  such  a  state  of  affairs  indicates  that  the 
charge  made  in  the  early  .years  was  excessive;  but  if  the 
earnings  arising  from  the  use  of  the  property,  during  the 
early  years,  have  warranted  the  charge,  the  owner  is  just 
that  much  to  the  good,  and  can  enjoy  the  profits  of  the  later 
years,  without  deduction  in  respect  of  depreciation,  albeit  the 
property  may  still  be  declining  in  value. 

This  brings  me,  logically  enough,  to  another  and  not  less 
interesting  phase  of  this  many-sided  subject  of  depreciation — 
its  negative  aspect — when  and  where  not  to  charge  depre- 
ciation. 

It  is  seldom  nowadays  that  we  come  across  a  manufac- 
turing business  where  a  specific  charge  for  depreciation  on 
machinery  ought  not  to  be  made. 

In  the  old  days,  say  15  years  ago,  when  the  great  wave 
•of  company  promotion  first  swept  over  this  country,  and  pub- 
lic accountants  were  employed  to  examine  the  accounts  of 
manufacturing  companies,  with  the  view  of  establishing  the 
average  net  profit  earned  during  a  period  of  years,  it  was 
no  uncommon  thing  to  find  that  the  value  of  new  machinery, 
bought  during  the  period  and  improperly  charged  against  the 
■earnings,  was  sufficient  to  cover  a  reasonable  depreciation 
charge.  In  these  cases  the  accountant's  certificate  stated 
that  the  plant  had  been  adequately  maintained,  but  no  spe- 
cific charge  was  made  for  depreciation. 

This  was  particularly  the  case  in  manufactories  where 
skilled  mechanics  were  extensively  employed.  It  was  cus- 
tomary, under  the  primitive  bookkeeping  methods  in  use  10 
or  15  years  ago,  to  charge  all  materials,  including  lumber, 
iron,  steel,  castings,  hardware,  tool  steel,  and  similar,  to  "Ma- 
terial Account,"  without  keeping  any  record  of  the  use  same 
was  put  to.  It  was  also  quite  customary  to  charge  all  wages, 
including  machinists,  carpenters,  painters  and  all,  to  "Labor 
Account,"  irrespective  of  the  nature  of  their  employment. 


In  those  days  it  was  extremely  difficult,  and  in  some  cases 
absolutely  impossible,  to  determine,  from  the  books  of  ac- 
count, how  much  had  been  spent  for  "Maintenance  and  Re- 
pairs" and  how  much  for  "New  Machinery  and  Betterments 
to  Plant."  In  such  cases  we  had  to  "make  a  stab  at  it."  We 
would  go  carefully  all  over  the  plant  with  the  superintendent, 
who  pointed  out  new  machines  and  improvements  made  during 
the  period,  the  cost  of  which  had  been  charged  against  the 
earnings.     We  were  perforce  obliged  to  be  content  with  that. 

The  refinement  of  modern  bookkeeping  methods  of  today 
has  changed  all  that.  If  a  pound  of  nails  is  used  to  repair 
a  break  in  the  fence.  "Maintenance  Account"  is  surely  charged. 
If  a  new  machine,  however  small,  is  bought  or  made  in  the 
machine  shop,  the  actual  cost,  including  the  freight  and  labor 
and  incidental  expenses  of  installation,  is  all  charged  most 
religiously  to  "Improvement  Account."  All  this  makes  it 
more  than  ever  necessary  to  be  sure  to  make  a  proper  charge 
for  depreciation. 

During  the  first  year  of  the  life  of  a  new  plant  it  is  in- 
advisable to  make  any  charge  for  depreciation,  except  as 
hereinafter  noted.  The  reasons  for  this  view  are:  (1)  While 
the  business  is  new  and  struggling  to  get  on  its  feet,  it  cannot 
afford  to  put  aside  any  portion  of  its  profits  for  the  purpose 
of  rebuilding  the  plant;  (2)  there  are  always  a  large  number 
of  expensive  things  occurring  in  the  infancy  of  a  business — 
the  machinery  doesn't  run  right  and  requires  adjusting,  caus- 
ing a  loss  of  time;  a  great  deal  of  the  time  of  the  proprietor 
or  the  superintendent  must  be  given  to  supervising  the  in- 
stallation of  machinery,  no  charge  for  which  is  made;  corre- 
spondence, telegrams,  and  other  expenses  incidental  to  the 
installation  of  the  plant,  run  high  during  the  infancy  of  a 
manufacturing  business.  When  these  disappear  and  the  plant 
gets  down  to  a  regular  working  basis,  say  during  its  second 
year,  it  will  be  time  enough  to  begin  charging  depreciation. 
New  machinery  added  to  the  plant  should  only  enter  into  the 
calculation  of  depreciation  for  half  of  the  first  year. 

The  exception  is  when  an  operating  company  steps  into 
a  ready-made  business  and  into  the  possession  of  a  ready-to- 
operate  plant,  with  average  earnings  from  the  very  first. 
Then  the  charge  for  depreciation  should  begin  at  once  at 
the  full  rate. 

As  has  been  said  before,  theoretically  there  is  deprecia- 
tion on  everything  that  comes  under  the  head  of  property, 
except  cash  investments  and  land.  But  there  are  many 
classes  of  property  upon  which  there  is  no  practical  way  in 
which  the  depreciation  can  be  handled,  their  nature  making  it 
necessary  to  maintain  them  in  a  state  of  perfect  preservation. 
Let  us  look  at  some  of  these  and  see  how  this  principle  ap- 
plies. 

It  is  neither  customary,  practicable,  nor  necessary  to 
make  any  charge  specifically  for  depreciation  against  the 
earnings  arising  from  the  use  of  piers,  docks,  wharves,  rail- 
way tracks,  telegraph  lines,  reservoirs,  dams,  canals,  locks 
and  many  other  properties  of  a  similar  description. 

These  properties  are  permanent  and  irremovable.  Their 
maintenance  is  a  constant  source  of  expense  and  must  be 
paid  for  out  of  the  earnings  they  yield.  The  nature  of  the 
properties  demands  that  they  be  kept  practically  in  a  state 
of  perfect  preservation.  What  portions  of  these  properties 
are  not  really  permanent  are  renewed  again  and  again  in  the 
life  of  the  property,  and  all  these  replacements  must  be  paid 
for  out  of  the  earnings. 

In  examining  the  accounts  of  companies  owning  any  of 
the  above-mentioned  properties,  the  accountant  must  see  to 
it  that  no  amounts  expended  for  materials  or  labor  usable  for 
repairs  are  charged  to  capital  accounts,  unless  they  represent 
absolutely  new  work,  involving  an  extension  of  the  earning 
power  of  the  property.  It  will  be  possible,  in  this  lecture,  to 
refer  to  only  three  of  these  properties,  which  may  fairly  be 
considered  indicative  of  the  principles  governing  the  others, 
though  the  detailed  considerations  herein  suggested  will  not 
apply  in  each  case. 

Another  illustration  of  a  permanent  property,  upon  which 
it  is  not  customary  or  practicable  to  compute  depreciation,  is 
a  railway  property. 

[In  a  letter  to  the  editors,  Mr.  Wilkinson  says  that  this 
statement  refers  particularly  to  steam  railway  tracks  and  has 
little  bearing  upon  electric  railwavs  within  municipalities. — 
Eds.] 

A  railway  track,  in  all  its  parts,  is  irremovable.  It  is  a 
permanent  structure  and  as  such  must  be  maintained  in  the 
highest  state  of  efficiency  in  order  to  be  effective.  This  is 
such  a  paramount  necessity  that  any  railway  company  which 
does  not  spend  generous  sums  upon  maintenance  of  the 
permanent  roadway,  and  upon  improvements  thereof,  will 
soon  find  the  operation  of  the  road  unduly  expensive  and 
dangerous. 

First,  let  us  look  at  the  roadway  itself.  From  the  very 
first  day  that  operation  begins  there  must  be  spent  large 
sums   for  strengthening   the   roadbed.     Heavy   rains,   melting 


April  13,  1907. 


ELECTRIC    RAILWAY    REVIEW 


493 


snow  and  sliding  banks  necessitate  large  expenditures  for 
additional  culverts,  for  larger  drains,  for  ditching  and  for 
stone  retaining  walls,  while  the  expense  of  heavy  rock  bal- 
lasting appears  to  be  almost  without  end.  There  is  always 
something  to  be  done  in  straightening  out  curves,  reducing 
grades,  filling  in  soft  places,  draining  the  right  of  way  and 
ofttimes  part  of  the  surrounding  country,  all  of  which  must 
be  paid  for  out  of  the  earnings. 

Then  the  bridges  and  trestles,  hastily  huilt  in  construc- 
tion days,  require  strengthening  with  additional  timbers  as 
well  as  new  sills,  caps,  posts  and  stringers  for  replacement 
of  rotten  or  defective  materials.  Even  if  a  wooden  bridge  is 
entirely  rebuilt,  the  cost  must  be  paid  out  of  the  earnings. 

In  five  years  or  less,  the  ties,  especially  those  that  lie 
low  in  the  sand,  are  found  to  be  rotten  or  cut  with  the  chafing 
of  the  rails,  and  have  to  be  replaced  a  few  at  a  time.  It  is 
not  long  before  the  rails  on  the  curves  and  gradients  show 
wear  and  have  to  be  renewed,  the  old  rails  being  retired  to 
service  on  sidetracks.  Switches,  frogs,  track  fastenings,  an- 
glebars  and  all  the  rest  don't  last  long  and  must  be  gradually 
replaced. 

The  cost  of  all  these  renewals  and  replacements  must  be 
paid  for  out  of  the  current  year's  earnings  and  charged  up 
to  "maintenance  of  permanent  way.''  This  charge  is  likely 
to  include  much  that  is  really  in  the  nature  of  a  betterment 
of  the  property,  and  it  is  right  that  it  should.  If  this  is  done 
— and  it  is  done  on  all  properly  managed  railroads — the  ques- 
tion of  depreciation  on  permanent  way  does  not  arise.  On 
the  contrary,  the  railway  is  in  better  physical  condition  each 
year  as  a  result  of  use  and  of  experience  paid  for  out  of 
the  earnings.  Nothing  should  be  added  to  property  account, 
as  an  improvement  to  the  permanent  way,  unless  it  repre- 
sents actually  more  trackage.  Under  this  method  there  is 
absolutely  no  depreciation  whatever,  the  real  value  of  the 
property  being  enhanced  every  year. 

In  time  it  will  be  found  economical,  in  order  to  reduce 
operating  expenses,  to  replace  wooden  bridges  with  steel 
spans,  or  when  possible  with  permanent  stone  structures. 
Retaining  walls  and  fills  will  take  the  place  of  many  a  tres- 
tle. Conservative  management  would  permit  the  cost  of 
these  steel  spans  or  stone  bridges,  which  displace  wooden 
structures,  to  be  carried  in  a  separate  account,  or  preferably 
in  an  individual  account  for  each  structure,  and  would  permit 
the  cost  to  be  spread  over  a  period  of  years  in  equal  instal- 
ments; so  that  in  10  years,  or  even  20  years  for  very  heavy 
improvements,  the  cost  of  these  betterments  would  have  been 
paid  out  of  the  earnings  of  the  road,  the  book  value  of  the 
property  as  a  whole  being  left  intact  at  the  original  cost. 

On  the  other  hand,  it  would  be  wrong  to  add  the  entire 
cost  of  these  improvements  to  property  account  as  additional 
cost  of  the  permanent  way,  although  this  is  frequently  done. 
There  is.  however,  much  to  be  said  in  favor  of  charging  at 
least  a  portion  of  the  cost  of  such  permanent  improvements 
as  steel  bridges  and  stone  wails  to  property,  on  the  ground 
that  the  value  of  the  road  has  been  increased  and  the  cost 
of  maintenance  and  of  operation  reduced. 

Actually  the  value  of  the  road  has  been  enhanced  to  the 
extent  of  the  difference  in  cost  between  the  new  structure 
and  the  old,  and  it  would  be  no  more  than  fair  to  add  this 
difference  to  the  property  account,  if  same  could  be  ascer- 
tained. The  trouble  is  that  in  a  majority  of  cases  it  is  im- 
possible to  determine  just  what  the  original  structure  cost, 
especially  where  the  railway  company  purchased  the  entire 
road  as  a  going  concern,  or  had  the  railway  built  for  it  by 
a  construction  company  at  a  flat  price  per  mile. 

The  "Depreciation  Reserve"  is  sometimes  called  "Reserve 
for  Replacement  of  Plant,"  or  "Reserve  for  Replacement  of 
Machinery."  The  more  definite  the  title  the  better.  A  credit 
balance  to  this  account  represents  a  portion  of  the  earned 
profits  set  aside  to  provide  for  the  replacement  of  the  plant. 
At  the  time  of  setting  aside  these  profits  the  charge  was 
made  against  the  earnings  as  "Depreciation."  This  feature 
of  the  subject  has  been  fully  discussed  in  the  early  part  of 
this  lecture.  It  remains  only  to  repeat  that  profits  set  aside 
for  this  purpose  and  carried  to  "Depreciation  Reserve"  are 
not  available  for  any  other  use. 

It  has  been  urged,  as  an  objection  to  this  method,  that 
directors  have  been  known  to  use  profits,  which  had  been 
reserved  for  replacement  of  plant,  for  other  purposes  within 
their  business.  Such  a  course  is  certainly  bad  business,  but 
it  is  no  argument  that  the  so-called  "Reserve  Method"  is  not 
the  best.  What  the  directors  have  done  they  can  undo.  I  have 
in  mind  a  case  where  the  board  of  directors,  by  a  series  of 
resolutions,  reconsidered  all  the  previously  made  charges  for 
depreciation,  and  set  up  substantially  the  same  aggregate 
amount  on  an  entirely  different  basis. 

Conditions  may  arise  in  the  history  of  a  business  under 
which  the  profits  of  prior  years,  reserved  at  the  time  for  the 
replacement  of  plant  and  machinery,  can  be  used  to  far 
greater  advantage  for  some  more  necessary  purpose. 


The  balance  of  "Depreciation  Reserve"  should  not  be 
shown  on  the  balance  sheet  as  a  liability,  but  should  be  de- 
ducted from  the  assets  affected,  so  that  "Plant  Account," 
while  it  remains  at  the  total  gross  cost  on  the  books,  will 
appear  on  the  balance  sheet  at  its  depreciated  value. 

The  cost  of  machinery,  specifically  purchased  to  replace 
that  which  has  become  worn  out  or  obsolete,  may  legitimately 
be  charged  to  "Depreciation  Reserve  Account,"  but  in  actual 
practice  it  is  found  very  difficult  to  do  this  intelligently,  and 
it  is  regarded  as  a  better  plan  to  keep  both  the  cost  of  ma- 
chinery and  the  amount  reserved  out  of  the  profits  for  the 
replacement  thereof  intact.  The  effect  on  the  balance  sheet 
is  the  same. 


CENTRAL    ELECTRIC   ACCOUNTING   CONFERENCE. 


The  next  meeting  of  the  Central  Electric  Accounting 
Conference  will  be  held  in  Indianapolis  on  June  1.  This  con- 
ference was  organized  at  Dayton,  O.,  on  March  2,  1907,  for 
the  purpose  of  enabling  the  accounting  officers  of  electric  rail- 
ways in  the  central  states  to  meet  from  time  to  time  and 
discuss  matters  of  interest.  It  may  result  in  the  adoption 
of  a  uniform  method  of  accounting. 

The  following  officers  were  elected: 

Chairman — M.  W.  Glover,  auditor  Indiana  Columbus  & 
Eastern   Traction   Company,   Cincinnati,   O. 

Secretary — C.  S.  Baker,  auditor  Western  Ohio  Railway 
Company,  Lima,  O. 

Executive  Committee — Walter  Shroyer.  acting  auditor  In- 
diana Union  Traction  Company.  Anderson,  Ind.;  A.  P.  Elkins, 
auditor  Columbus  Delaware  &  Marion  Railway,  Marion,  O.: 
A.  C.  Henry,  auditor  Lake  Shore  Electric  Railway,  Nor- 
walk,  O. 


COMMUNICATION. 


The   Future   of   the    Steam    Boiler. 


To  the  Editors: 

When  I  returned  to  St.  Louis,  Mo.,  I  found  on  my  desk 
a  copy  of  your  paper  of  the  date  of  March  23,  containing  an 
editorial  on  and  an  abstract  from  Professor  Breckenridge's 
paper  before  the  Western  Society  of  Engineers,  read  on  March 
20,  1907,  entitled:  "A  Review  of  the  United  States  Geological 
Survey's  Fuel  Tests  Under  Steam  Boilers."  The  editorial 
gives  the  impression  that  the  efficiency  of  a  boiler  as  a  heat 
absorber  is  constant  when  reckoned  on  all  of  the  heat  actually 
generated.  This  is  nearly  true,  hut  the  exact  statement  is  that 
the  efficiency  is  constant,  or  very  nearly  constant,  when  reck- 
oned on  the  heat  available  to  the  boiler,  counting  as  available 
that  heat  which  remains  from  the  heat  generated  after  deduct- 
ing out  the  heat  required  to  raise  all  of  the  gases  passing 
through  the  boiler  from  atmospheric  temperature  to  steam 
temperature.  As  an  illustration,  it  is  easy  to  see  that  if  a 
boiler  were  infinitely  long,  thus  having  a  true  boiler  efficiency 
of  100  per  cent,  even  then  it  could  never  cool  the  gases  below 
its  own  steam  temperature.  The  boiler  should  not  be  blamed 
for  not  absorbing  this  remnant  of  heat  which  is  required  to 
heat  the  gases  of  combustion  from  atmospheric  temperature 
to  steam  temperature. 

We  wish  the  public  distinctly  to  understand  that  this  idea 
of  constant  boiler  efficiency  is  as  yet  only  tentative,  and  I 
believe  Mr.  John  Perry  so  considered  it.  The  fact  remains 
that  as  yet  we  have  found  nothing  to  contradict  it  and  dozens 
of  facts  and  experiments  to  substantiate  it. 

Also  please  state  in  the  description  under  Fig.  1,  on  page 
397,  the  fourth  line  should  read  "No.  2.  COj  in  flue  gases" 
instead  of  CO;  the  subscript  i  has  evidently  dropped  out. 

WALTER  T.   RAY. 
Assistant  Engineer,  Boiler  Division.  St.  Louis.  Mo. 

St.  Louis,  Mo..  April  8,  1907. 


Statistics  show  that  between  the  years  of  1895  and  1905 
the  steam  railroads  of  Massachusetts  decreased  their  mileage 
on  main  and  branch  lines  9  miles,  while  electric  railways  in- 
creased their  mileage  by  1,560  miles.  The  electric  railways. 
it  might  be  mentioned,  are  still  reaching  out  their  lines  to 
better  accommodate  the  great  traveling  public. 


494 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  15. 


TRAINMEN  AID  IN  INSPECTION  AT  DUBUQUE.  IA. 


The  Union  Electric  Company  of  Dubuque.  la.,  has  adopted 
a  very  unique  method  of  inspection  which,  in  the  absence  of 
regularly  omployed  inspectors  on  the  system,  materially  aids 
in  the  operation  and  maintenance  of  the  railway  property. 

Each  conductor  on  the  various  divisions  is  required  to  fill 
out  daily  a  report  blank.  These  reports  contain  the  following 
instructions : 

Delays:  Report  all  delays  during  the  day.  stating  place 
and  length  of  time  of  each  delay,  including  time  held  on  turn- 
outs (names  of  conductors  and  motormen  causing  delay),  fail- 
ure of  power,  derailment  or  disability  of  cars,  delays  at  rail- 
road crossings,  fires  and  any  other  causes  of  unusual  interest. 

Accidents:  State  briefly  all  accidents  occurring  on  or 
about  your  car;  also  state  fully  any  trouble  you  may  have  had 
with  passengers,  and  all  disturbances,  of  whatever  nature,  that 
may  have  happened  on  your  car  during  the  day. 

Track:     Report  all  defects  in  track. 

Cars:  Report  anything  that  is  out  of  order  about  your 
car.  Motormen  will  also  report  in  a  book  provided  at  the 
barn.  Urgent  matters  must  be  reported  at  the  end  of  your 
trip  to  the  office,  in  person  or  by  telephone. 

Running  Past  Meeting  Points:  This  is  positively  forbid- 
den under  any  circumstances  other  than  those  stated  in  the 
rules  and  regulations;  report  under  this  heading  all  such  cir- 
cumstances. 

Overhead   Line:     Report  all  defects  in  overhead  line. 

Found  Articles:  Should  be  reported;  also  state  when 
and  where  found. 

Miscellaneous:  Report  all  information,  not  classified  else- 
where, that  you  think  the  company  should  have. 

When  these  blanks,  properly  filled  out  and  signed,  are 
turned  in  to  the  superintendent's  offlce,  written  orders  are 
issued  by  the  superintendent  for  the  repair  of  all  defects  in 
equipment,  tracks  or  lines,  as  reported.  As  soon  as  the  re- 
quired repairs  have  been  made  the  man  in  charge  of  the 
work  places  his  O.  K.  on  the  order  and  returns  it  to  the 
superintendent.  From  these  reports  and  order  slips  the  su- 
superintendent's  daily  report,  which  is  kept  as  an  office  record, 
is  prepared. 

The  superintendent's  report,  which  is  known  as  the  rail- 
way daily  operating  report,  is  printed  in  blank  on  the  obverse 
side,  on  a  good  grade  of  paper,  4%  by  12  inches  in  size.  On 
the  reverse  side  of  the  paper  the  following  instructions  are 
printed: 

Report  fully  by  route  the  cause  of  all  delays. 

Report  briefly  by  route  all  accidents.  Report  fully  all 
disturbances. 

Report  defects  in  track,  overhead  lines  and  other  property 
of  the  company.  State  if  the  same  have  or  have  not  been  re- 
ported to  the  person  in  charge,  and,  if  reported,  the  date  and 
time  of  the  report. 

Report  defects  in  cars  and  car  equipments.  State 
whether  same  have  or  have  not  been  reported  to  person  in 
charge,  and,  if  reported,  date  and  time  of  such  report. 

Report  fully  cases  of  running  past  turn-out  switches,  stat- 
ing route,  time,  place  and  cause  of  same,  and  names  of  men 
in  charge  of  the  car  so  doing. 

Report  the  names  of  all  employes  discharged  or  laid  off 
and  the  reason  for  the  same. 

Report  by  route  the  length  of  time  power  is  off,  giving 
the  time  of  day  of  the  same. 

Report  troubles  with  overhead  lines ;  also  time  same  were 
reported  to  the  repairmen  and  time  repairs  were  completed. 

Report  the  purpose  and  length  of  time  extra  cars  are 
operated  during  the  day. 

Report  all  articles  found  and  turned  into  the  office,  stating 
the  time,  route  and  name  of  conductor  who  found  the  article. 

Report  the  names  of  men  employed  and  place  of  last  em- 
ployment; and  state  what  work  they  are  to  do. 

'  Report  all  extra  teams  and  help  employed  and  extra  work 
ordered  done. 

Report  all  miscellaneous  matters  of  interest  to  the  com- 
pany . 

This  system  of  reporting  all  defects  observed  in  the 
company's  property  has  developed  a  very  thorough  system  of 
inspection  without  extra  expense  to  the  company.  The  train- 
men have  willingly  obtained  and  reported  unusual  occurrences 
and  unusual  conditions;  and  incidentally  they  furnish  to  the 
company  much  valuable  information.  To  increase  the  effect- 
iveness of  the   daily   reports   the   operating   superintendent, 


Mr.  G.  E.  Miller,  holds  informal  conferences  with  the  em- 
ployes once  a  month,  and  encourages  them  to  discuss  the 
operating  features  of  the  railway  and  to  present  their  ideas  as 
to  the  best  methods  of  meeting  unusual  conditions  that  may 
arise. 


CHICAGO  CITY   RAILWAY  ACCEPTS   NEW  ORDINANCE. 


Directors  of  the  Chicago  City  Railway  Company  and  of  a 
new  controlled  company,  the  Chicago  City  Railroad  Company, 
voted  on  April  12  to  accept  the  ordinance  which  was  approved 
on  April  2  by  the  voters  of  Chicago.  The  formal  acceptance. 
it  was  announced  officially,  will  be  filed  with  the  city  clerk 
on  April  15.  Under  the  terms  of  the  ordinance  the  company 
is  allowed  90  days  from  April  2  in  which  to  file  its  acceptance 
and  a  bond  for  $100,000  to  indemnify  the  city  against  damages 
which  may  be  suffered  by  reason  of  the  privileges  granted 
in  the  ordinance.  This  early  acceptance  will  facilitate  the 
improvements  contemplated. 

The  subsidiary  company,  the  Chicago  City  Railroad  Com- 
pany, was  formed  in  January  of  this  year  in  anticipation  of 
the  approval  of  the  ordinances  at  the  April  election.  The 
company  was  formed  in  accordance  with  a  clause  which  pro- 
vides that  the  obligations  of  the  Chicago  City  Railway  Com- 
pany to  construct,  reconstruct,  equip,  re-equip  and  operate 
street  railways,  tunnels  and  subways  may  be  discharged  either 
by  the  company  itself,  or  at  its  election,  either  in  whole  or 
in  part,  through  the  agency  of  the  Chicago  City  Railroad 
Company.  The  Railroad  company  assumes  all  the  obliga- 
tions, assumed  or  imposed,  as  to  street  railways,  tunnels  and 
subways  within  the  north  and  west  divisions  of  the  city:  and 
under  this  clause  will  be  responsible  for  the  operation  of  the 
through  routes  of  the  Chicago  City  Railway  Company  cars 
in  those  two  sections  of  the  city. 

Plan  to  Consolidate  Companies. 

The  Chicago  traction  ordinances  will  lead  to  a  financial 
readjustment  of  the  Chicago  City  Railway  Company.  Those 
who  are  now  in  control  of  this  company  propose  to  authorize 
an  issue  of  $50,000,000  first  mortgage  5  per  cent  bonds. 

When  the  syndicate  offered  to  pay  $200  cash  for  the 
$18,000,000  outstanding  stock  of  the  Chicago  City  Railway 
Company,  it  acquired  about  90  per  cent  of  the  stock.  In  the 
intervening  period,  while  the  outcome  of  the  negotiations  with 
the  city  has  been  in  doubt,  the  stock  has  sold  considerably 
below  this  figure,  and  it  is  stated  on  good  authority  that  the 
syndicate  now  owns  nearly  all  of  the  stock.  While  the  plan 
of  readjustment  has  not  been  officially  announced,  it  is  said 
by  members  of  the  syndicate  to  be  substantially  as  follows: 
For  each  share  of  stock,  par  value  $100,  the  stockholders  of 
the  Chicago  City  Railway  Company  will  receive  $100  in  the 
new  bonds  and  $100  in  stock  of  the  Chicago  Railways  Com- 
pany. The  Chicago  Railways  Company  will  later  acquire  the 
properties  of  the  Chicago  Union  Traction  Company  and  under 
this  plan  will  then  control  the  systems  in  the  three  divisions 
of  the  city.    The  new  bonds  will  mature  in  20  years. 

The  City  Railway  ordinance  stipulates  that  the  property 
of  the  company  shall  be  taken  as  worth  $21,000,000,  as  of 
June  30,  1906.  The  company  has  outstanding  $3,000,000  in 
notes,  which  will  be  redeemed,  but  as  these  represent  addi- 
tions to  the  property,  the  company  would  be  entitled  to  pay 
5  per  cent  on  $24,000,000  before  there  is  any  division  of  net 
profits  with  the  city.  The  view  of  the  syndicate  is  that  these 
bonds,  representing  the  agreed  purchase  price,  should  the 
city  buy  the  property,  will  in  effect  be  guaranteed  by  the  city 
of  Chicago. 

Assuming  that  $18,000,000  will  be  required  by  the  Chicago 
City  Railway  Company  for  rehabilitation  additional  bonds  to 
that  amount  will  be  sold,  leaving  $8,000,000  which  can  be 
used  for  additional  construction.  The  city,  under  the  ordi- 
nance, agrees,  if  it  purchases,  to  pay  the  cost  of  new  improve- 
ments, which  are  charged  to  capital  account.  The  City  Rail- 
way Company  also  will  be  entitled  to  profits  of  10  per  cent 


April  13,  1907. 


ELECTRIC    RAILWAY    REVIEW 


495 


on  construction  and  of  o  per  cent  for  brokerage  on  the  sales 
of  securities.  On  the  estimated  expenditure  of  118.000,000 
this  will  be  $2,700,000  which,  the  syndicate  figures,  the  com- 
pany will  be  able  to  capitalize  and  issue  to  shareholders  as  a 
bonus. 

New  York  holders  of  a  majority  of  the  outstanding  stock 
of  the  Union  Traction  Company  have  united  in  a  declaration 
of  trust,  appointing  five  custodians  of  the  franchises,  which 
are  to  be  deposited  with  the  Central  Trust  Company  of  Illi- 
nois. The  custodians  are:  Chauncey  Keep,  Charles  G.  Dawes, 
A.  C.  Bartlett,  Charles  H.  Hulburd  and  A.  A.  Sprague,  Sr. 
Henry  A.  Blair,  one  of  the  receivers  for  the  Union  Traction 
Company,  believes  that  the  affairs  of  the  company  will  be  in 
such  shape  within  a  month  that  contracts  for  improvements 
can  be  entered  into. 

Board  of   Engineers. 

Bion  J.  Arnold  is  taking  preliminary  steps  which  will 
facilitate  the  work  of  the  board  of  supervising  engineers  when 
the  other  two  members  are  appointed.  It  is  understood 
that  the  engineer  who  is  to  be  nominated  by  the  railway 
companies  will  be  named  very  shortly  after  the  Chicago  City 
Railway  Company  formally  accepts  its  ordinance.  The  first 
step  will  be  the  organization  of  the  working  force.  The  first 
matter  to  be  decided  upon  by  the  engineers  will  be  the  form 
of  track  construction  which  is  essential  in  order  that  the 
necessary  materials  may  be  ordered. 

In  their  work  the  engineers  will  have  in  mind  the  prob- 
ability that  subways  will  be  constructed  eventually  to  lessen 
the  congestion  in  the  central  district.  These  subways  will 
be  so  planned  that  they  will  permit  important  extensions  in 
the  north,  the  south  and  the  west  divisions  of  the  city. 
New   Substation. 

The  Chicago  City  Railway  Company  has  let  contracts 
for  a  new  substation,  which  will  be  built  at  Wabash  avenue 
and  Forty-second  streets.  The  substation  will  have  a  capac- 
ity of  6,000  kilowatts. 

Contracts  for  Cars   and    Rails. 

The  Chicago  City  Railway  Company  has  let  contracts  to 
the  Lorain  Steel  Company  for  5,000  tons  of  rails  of  the 
section  illustrated  in  the  Electric  Railway  Review  of  April 
6,  1907,  page  457,  and  to  The  J.  G.  Brill  Company  for  300 
cars.  These  cars  are  substantially  of  the  company's  standard 
type,  but  the  seats  will  have  steel  pedestals  instead  of  cast- 
iron  pedestals,  and  the  gear  cases  will  be  of  sheet  steel 
instead  of  malleable  iron,  as  in  the  old  cars.  Ventilators 
will  be  installed  in  the  transoms  at  the  ends  of  the  cars. 

The  Chicago  Union  Traction  Company  has  ordered  10,000 
tons  of  rails  from  the  Lorain  Steel  Company.     This  company 
received  on  March  30  the  first  two  cars  of  103  cars  which 
are  under  construction  by  the  St.  Louis  Car  Company. 
The   Non-Partisan  Association. 

The  success  of  the  traction  ordinances  was  due  in  large 
part  to  the  campaign  which  was  conducted  by  the  Citizens' 
Non-Partisan  Traction  Settlement  Association.  This  associa- 
tion represented  88  non-partisan  organizations  of  the  city  with 
an  aggregate  membership  of  more  than  100,000  persons  who 
were  pledged  to  vote  for  the  ordinances. 

The  association  conducted  its  campaign  largely  through 
circulars  which  were  mailed  under  a  1-cent  permit.  The  last 
circular  contained  on  its  face  a  picture  of  an  electric  car 
running  out  of  a  ballot-box.  A  large  hand  was  shown  dropping 
a  slip  marked  "yes"  into  the  ballot-box.  The  association  sent 
with  this  circular  a  map  showing  the  21  through  routes  pro- 
vided in  the  ordinances.  This  circular  said:  "One  of  the 
through  routes  will  give  us  for  five  cents  the  longest  car  ride 
in  the  world  without  changing  cars,  viz.,  from  Jackson  park 
on  the  south  side  to  the  city  limits  (Howard  avenue)  on  the 
extreme  north  side.  For  one  fare  and  by  transferring  once 
you  can  ride  21%  miles  in  one  direction." 

In  a  statement  to  voters  which  was  made  public  on  March 
30  the  association  emphasized  that  the  ordinances  are  not 


"snap"  ordinances  in  any  sense  of  the  word,  but  are  the 
product  of  the  best  legal  and  professional  advice  the  city  of 
Chicago  has  been  able  to  secure.  The  association  said  that 
the  ordinances  conceded  to  each  interest  all  that  is  due  such 
interest  in  law.  and  at  one  stroke  they  clarified  a  situation 
which,  if  the  courts  were  resorted  to,  would  require  years  of 
litigation  to  settle. 

Frederick  A.  Bode,  president  of  the  association,  in  a  state- 
ment said:  "We  are  gratified  because  we  feel  that  we  have 
lifted  the  traction  problem  to  a  plane  above  that  of  party 
politics.  The  victory  shows  that  the  power  of  the  non-partisan 
organization  far  exceeds  that  of  one  political  party,  provided 
the  movement  is  in  the  right  direction." 


IMPROVEMENTS  ON  THE  METROPOLITAN  ELEVATED, 
CHICAGO. 


In  the  annual  report  for  the  year  ended  on  February  28, 
1907.  the  figures  for  which  were  given  in  the  Electric  Railway 
Review  of  April  6,  1907,  H.  G.  Hetzler,  the  president,  speaks 
of  the  following  improvements: 

Rotary  converters  were  installed  and  ready  for  use  at  the 
Robey  street  and  Forty-sixth  avenue  substations  during  Octo- 
ber. Since  that  time  power  has  been  purchased  from  the 
Commonwealth  Electric  Company,  making  it  possible  to  han- 
dle the  heavy  loads  of  the  morning  and  evening  rush  hours 
in  an  efficient  manner,  and  at  the  same  time  relieving  the 
power  house  during  the  night  hours  and  allowing  necessary 
repairs  to  be  made  without  interfering  with  the  service. 

Arc  lights  have  been  installed  at  the  intersection  of  our 
structure  with  public  streets,  in  accordance  with  the  city 
requirements. 

A  sidetrack  connection  has  been  built  between  the  tracks 
of  the  Aurora  Elgin  &  Chicago  Railroad  and  the  Chicago 
Terminal  Transfer  Railroad,  a  short  distance  west  of  Fifty- 
second  avenue,  enabling  your  company  to  effect  quite  a  sav- 
ing and  convenience  in  the  handling  of  material  in  carload 
lots. 

A  loop  has  been  installed  at  Desplaines  avenue,  and  the 
handling  of  trains  at  that  point  greatly  facilitated.  Fifth 
avenue  trains  on  the  Garfield  park  branch  are  now  running 
through  to  Desplaines  avenue  during  the  morning  and  evening 
rush  hours,  and  an  all-night  schedule  is  maintained  on  this 
part  of  the  system. 

On  account  of  the  elevation  of  the  Chicago  Burlington  & 
Quincy.  the  Chicago  &  Northwestern  and  the  Chicago  Ter- 
minal Transfer  railways  at  Sixteenth  street,  on  the  Douglas 
park  branch,  the  tracks  of  your  company  have  been  raised 
approximately  14  feet  without  interruption  to  the  service. 

The  extension  of  the  Douglas  park  branch  to  the  Western 
Electric  Company,  at  Forty-sixth  avenue,  has  been  practically 
completed  and  will  be  ready  for  operation  about  May  1,  1907. 

The  elevated  storage  yard  at  Forty-sixth  avenue,  Garfield 
park  branch,  has  been  abandoned  and  a  new  yard  of  greater 
capacity  has  been  built  on  the  surface  at  Fifty-second  avenue. 

The  increased  earnings  and  satisfactory  physical  condi- 
tion, together  with  a  healthy  growth  in  the  volume  of  busi- 
ness, warranted  your  directors  at  their  January  meeting  in 
placing  your  preferred  capital  stock  on  a  3  per  cent  dividend 
basis. 

The  equipment,  structure,  track  and  buildings  have  been 
maintained  in  good  condition  and  all  requirements  for  safety 
have  received  careful  attention. 


Shop  Practice  for  Motormen  at  Cedar  Rapids,  la. 


The  Cedar  Rapids  &  Iowa  City  Railway  &  Light  Company 
requires  its  motormen  to  spend  four  weeks  out  of  each  year 
in  the  company's  shops  at  Cedar  Rapids.  This  service  is 
divided  into  periods  of  two  weeks  each  and  the  motormen 
are  allowed  the  wages  usually  earned  while  engaged  in  their 
regular  work  at  the  front  end  of  the  car.  This  method  of 
keeping  the  motormen  familiar  with  the  car  equipments  was 
introduced  several  years  ago  and  has  proved  very  gratifying 
in  the  operation  of  cars.  After  having  once  been  employed 
in  the  shops  the  men  become  familiar  with  the  work  required 
of  them  and  render  valuable  assistance  in  the  work  of  repair- 
ing cars. 


The  Detroit  Jackson  &  Chicago  Railway  is  installing  nine 
new  switches  between  Ann  Arbor  and  Detroit,  Mich.,  and  will 
operate  a  half-hour  schedule  beginning  on  May  1. 


4!h; 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  No.  15. 


CAR    HOUSE   AND  SHOPS   AT    KNOXVILLE.  TENN. 


Finding  it  necessary  to  provide  new  quarters  in  which 
to  repair  and  house  its  rolling  stock  the  Knoxville  Railway 
&-  Light  Company  has  recently  constructed  new  buildings  at 
the   corner  of   Magnolia   avenues   and   Jasmine   street.   Knox- 


Each  one  of  these  is  separated  from  the  others  by  corrugated 
iron  partitions  and  all  open  directly  into  the  pit  room. 
Brass  Furnace. 
The  blacksmith  shop  is  one  of  the  interesting  sections  of 
the  building.     In  the  space  provided  for  this  department  is 
located   a  motor-driven   air-forge,  a  brass   and   babbiting   fur- 


Car    House    and    Shops    at    Knoxville — Locker    Room. 


Car    House   and    Shops    at    Knoxville — Brass    Furnace. 


ville.  Tenn..  that  are  in  keeping  with  the  very  interesting 
railway  system  in  operation  in  that  city.  The  new  repair 
shops  and  car  houses  were  occupied  early  in  the  summer  of 
1906  but  were  not  entirely  completed  until  fall. 

In  designing  the  new  buildings  an  effort  was  made  to  use 
construction  materials  of  such  composition  that  the  build- 
ings were  made  as  nearly  fireproof  as  was  possible.  The 
foundation  of  the  buildings  is  of  concrete,  the  superstructure 
is  of  brick,  and  the  roof  design,  which  in  the  shop  is  of  the 
saw-tooth  type,  is  of  lattice-truss  and  purlin  construction. 
Kinnear  steel  rolling  doors  are  used  throughout. 

The  structure  is  not   elaborate   in  design,   though  ample 


nace  and  a  cabinet  for  the  storage  of  the  castings  made  at 
the  shops. 

The  brass  furnace,  shown  in  one  of  the  illustrations,  is 
of  100  pounds  capacity.  It  is  used  in  melting  scrap  metal  for 
casting  gongs,  trolley  wheels,  journal  bearings  and  car  fittings 
of  every  description.  Up  to  this  timo  the  company  has  limited 
the  runs  to  the  amount  of  scrap  metal  accumulated,  but  later 
it  is  expected  that  all  new  fittings  will  be  made  here. 

The  furnace  is  fired  up  every  two  weeks.  The  moulding 
sand  is  kept,  when  not  in  use.  in  a  large  bin  located  at  one 
side  of  the  shops.  The  patterns  are  made  in  the  carpenter 
shop  and  are  stored  in  cabinets  in  the  paint  shop.    The  mould- 


Car   House   and   Shops   at   Knoxville — Exterior   View.   Showing   Saw-tooth    Roof. 


room  is  provided  for  storing  and  repairing  the  entire  num- 
ber of  cars  owned  by  the  company.  The  space  occupied  by 
the  shops  and  the  car  repair  shops  is  ITS  feet  4  inches  by 
95  feet  6  inches  in  area.  The  first  bay.  27  feet  wide,  on  the 
side  of  the  structure  is  set  off  for  the  blacksmith  and 
machine    shops    and    the    armature,    wash    and    store    rooms. 


ing  work  is  superintended  by  a  moulder,  who  at  times  when 
not  engaged  in  his  regular  work  acts  as  helper  to  the  black- 
smith. The  furnace  used  in  heating  babbit  for  journal  bear- 
ings is  also  shown  in  one  of  the  illustrations. 

In  making  its  bearings  this  company  has  obtained  very 
satisfactory   results   from   the  babbiting   device  furnished  by 


April  13.  1907. 


ELECTRIC    RAILWAY    REVIEW 


497 


the  Frank  Ridlon  Company  which,  it  is  claimed,  imparts  a 
desirable  temper  to  the  wearing  surface  of  the  babbit  and 
■does  away  with  the  necessity  of  reaming  out  the  metal  after 
it  has  been  cast. 

Machine  Shop  and  Tools. 
A  space  27  by  40  feet  is  set  aside  for  the  tools  in  the 
machine  shop,  located  just  north  of  the  blacksmith  shop.  The 
tools  installed  here  are  a  40-inch  boring  mill.  100-ton  wheel 
press,  24-inch  drill  press,  McCabe  double  lathe  (24  and  40- 
inch  swings),  engine  lathe  with  a  16-inch  swing,  a  power  saw, 
18-inch  shaper  and  an  emery  grinder.  These  tools  are  ope- 
rated by  line  shafts  driven  by  a  10-horsepower  General  Elec- 
tric motor.  In  the  armature  winding  room,  adjoining  the 
machine    shop,   is   located   a   22-inch   lathe   which  is   used   in 


cupies  the  north  wall  of  the  room.  The  board  is  6  by  8 
feet  in  size  and  contains  220  incandescent  lamps  of  32  candle- 
power  each.  Switches  located  at  the  bottom  of  the  board 
make  it  possible  to  cut  in  any  resistance  desired  for  testing 
purposes.  In  addition  to  these  board  switches  there  are  lo- 
cated on  a  panel,  stationed  to  the  west  of  the  test  board, 
several  knife-blade  switches  which  are  so  connected  with  the 
feeder  wires  that  the  electricians  can  cut  in  as  resistance  all 
(he  lamps  on  the  lighting  circuit  throughout  the  building.  The 
test  board  as  shown  herewith  is  used  in  testing  armatures, 
field  coils  and  car  wiring  in  the  railway  department  and  trans- 
formers in  the  lighting  department. 
Store  Room. 
The  store  room.  27  feet  by  79  feet  6  inches  in  area,  oc- 


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Car   House  and   Shops  at   Knoxville— Plan  of  Car   House. 


banding  armatures.  The  winding  room  is  served  by  an  over 
head  track  on  which  triplex  hoists  are  used. 

The  Knoxville  Railway  &  IJght  Company  operates  27 
cars  on  its  winter  schedule  and  has  in  storage  30  other  re- 
serve and  summer  motor  cars  and  14  trailer  cars.  The  arma- 
r  lii*-  winding  is  done  at  the  shops,  but  the  company  has  not 
found  it  advisable  to  make  its  own  coils.  Though  it  is  be- 
lieved this  work  can  be  done  economically,  nevertheless  the 
number  of  motor  equipments  operated  and  the  amount  of 
motor  troubles,  are  not  sufficiently  great  to  warrant  the  in- 
stallation of  the  apparatus  necessary  to  undertake  this  work. 
The  armature  winding  is  done  by  one  man  who  also  looks 
after  the  transformers  and  other  apparatus  for  the  electrical 
department. 

A  testing  board  with  a  capacity  of  over  200  amperes  oc- 


cupies the  northwest  corner  of  the  shop,  from  which  it  is 
separated  by  a  wire  screen  partition.  The  interior  of  this 
room  is  arranged  conveniently  with  cabinets,  boxes  and  draw 
ers  so  that  the  various  parts  of  like  equipments  can  be  kept 
in  the  same  tier  of  shelves.  In  addition  to  four  cabinets  ex- 
t ending  lengthwise  of  the  room  additional  storage  capacity  is 
obtained  on  a  mezzanine  floor  at  the  rear  and  on  galleries 
arranged  along  the  side  walls.  Supplies  for  both  the  railway 
and  the  lighting  departments  of  the  company  are  stored 
here.  The  office  of  the  purchasing  agent  and  storekeeper  is 
located  at  the  south  end  of  the  room.  A  shop  employes'  room, 
in  which  are  located  toilets,  wash  stands  and  lockers  is  sit- 
uated between  the  store  room  and  the  armature  winding  room. 
Motor  and  Pit  Room. 
The  motor  and  pit  room  which  occupies  the  second  bay 


498 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  15. 


of  the  building  has  a  frontage  of  33  feet  on  Magnolia  avenue 
and  extends  to  the  rear  of  the  building.  Two  tracks  with 
14-foot  centers  pass  through  this  bay.  Pits  3  feet  11<_.  inches 
deep,  starting  at  a  point  13  feet  from  the  front  walls  extend 
under  each  track  a  distance  of  149  feet.  Two  traveling 
cranes  each  of  16,000  pounds  lifting  capacity  have  been  in- 
stalled in  this  department.  The  girders  on  which  the  cranes 
travel  are  composed  of  15-inch  I-beams  which  are  supported 
by  I-beam  braces,  steel  angle  knees  and  lattice  steel  columns. 
The  paint  and  carpenter  shops  occupy  the  third  bay. 
These  are  respectively  33  feet  6  inches  by  79  >£  feet  a 
by  95%  feet  in  area  and  are  separated  from  the  pit  room 
on  the  west  and  from  the  car-storage  house  on  the  east  by 
brick  partition  walls.  The  floor  of  this  bay  is  of  concrete. 
Both  of  these  departments  are  conveniently  arranged  and 
are  equipped  for  prop'erly  handling  the  repair  work  on  the 
car  bodies. 

Car  House. 

The  car  house,  divided  longitudinally  into  two  parts,  has 
a  floor  space  64  feet   4  inches  by  299  feet  4   inches.     Three 


Car    House    and    Shops    at    Knoxville — Testing    Board. 

tracks  enter  each  bay  and  a  pit  90  feet  long  beginning  at 
a  point  22  feet  from  the  •frcc.t  of  the  building  is  built  under 
each  track.  The  space  at  the  front  of  the  pits  has  a  sloping 
concrete  floor  which  is  reinforced  by  strips  of  expanded  metal. 
This  part  of  the  building  is  provided  with  drains  leading  to 
the  sewer  and  serves  as  a  car-washing  floor.  Back  of  the 
concrete  construction  a  floor  of  cinders  has  been  laid. 

On   the  second   floor  and   at  the  front  of  the  car  house 
building  a  conductors'  and  motormen's  room  16  feet  10  inches 
by  32  feet  2  inches  is  provided.,    This  room  has  lockers  and 
other  furnishings  for  the  comfort  of  the  trainmen. 
Pit  Details. 

In  developing  the  pit  details  for  the  shop  and  car  house 
two  kinds  of  construction  were  found  advisable.  In  the  shops 
where  the  heavy  inspection  work  is  performed  concrete  pillars 
spaced  8  feet  apart  and  faced  with  channel-iron  columns  are 
used.  The  iron  facings  are  grouted  and  also  made  secure  by 
fr70  Anchor  bolts  which  extend  into  the  pillars.  The  columns 
are  supported  on  6  by  18  by  %-inch  wrought-iron  plates 
which  rest  on  the  concrete  floor  of  the  pits.  On  the  tops  of 
the  iron  columns  are  wrougbt-iron  plates   to  which  the  rails 


and  the  columns  are  bolted.  In  this  way  the  center  of  each 
rail  is  directly  over  the  center  line  of  the  supporting  pillar. 
The  pillars  are  designed  to  support  safely  a  weight  of  12.000 
pounds  each. 

The  method  of  laying  the  concrete  floor  where  it  joins 
the  rails  of  the  shop  pits  is  novel.  The  concrete  is  only 
brought  up  to  the  base  of  the  rail.    The  edges  of  the  concrete 

[V/ 'Pod MrftTi/f/fai/mtV  L/"7?£/?oo 


3  J 


Car    House   and   Shops   at    Knoxville — Details   of   Track    Pits. 

are  faced  with  two  single  irons  bolted  together  to  make  a  Z- 
shaped  retaining  strip  of  sufficient  height  to  reach  the  ball  of 
the  rail.  These  angle  plates  are  bolted  to  the  face  of  the 
plates  on  the  tops  of  the  wrought-iron  columns.  This  type  of 
construction  is  designed  to  allow  for  future  renewal  of  the 
steel  without  interfering  with  the  platform  between  the  pits. 
In  the  car  house  the  rail  supports  under  the  pits  are  com- 
posed of  6-inch  wrought-iron  pipes  set  three  feet  deep  in  con- 
crete and  filled  with  concrete.     The  upper  ends  of  the  pipes 


Car  House  and  Shops  at  Knoxville — Plan  and  Section  of  Track  Pits. 


are  capped  by  flange  collars  and  rail-plates,  through  which 
bolts  pass  and  anchor  the  rails  to  the  pipes.  The  supports 
are  spaced  6  feet  apart  and  are  anchored  underneath  the  con- 
crete platforms  by  1-inch  tie  rods  which  are  provided  with 
turn-buckles  to  allow  for  future  adjustment.  No  tie  rods  are 
provided  in  the  pits.  This  form  of  pit  construction  has  been 
used  on  several  of  the  other  southern  car  houses  and  shops, 
designed  by  Ford,  Bacon  &  Davis. 

The  shops  and  offices  throughout  the  buildings  are  heated 
bv    an    Evans-Almirall    hot-water   heating    system    which    re- 


April  13,  1907. 


ELECTRIC    RAILWAY    REVIEW 


499 


cently  has  been  installed.  The  offices  of  the  master  mechanic 
and  the  train  dispatcher  are  located  in  a  brick  structure  near 
the  car  houses  and  shops. 

Personnel. 
The  Knoxville  Railway  &  Light  Company  is  one  of  the 
companies  whose  stock  is  controlled  by  the  American  Cities 
Railway  &  Light  Company.  The  officers  of  the  Knoxville 
company  are:  C.  H.  Harvey,  president  and  general  manager; 
W.  S.  Shields,  vice-president;  Leon  Fender,  secretary;  H.  T. 
Bunn.  treasurer  and  auditor;  P.  E.  .Mitchell,  general  super- 
intendent; T.  C.  Kelly,  superintendent;  J.  H.  Drake,  chief 
engineer;  J.  M.  Kington,  master  mechanic.  Ford,  Bacon  & 
Davis  are  engineers  in  charge  of  construction  work,  with  J. 
H.  Drake  as  resident  engineer.  The  above  work  was  con- 
structed under  the  supervision  of  W.  F.  Kelly,  formerly  resi- 
dent engineer  at  Knoxville,  and  now  resident  engineer  for 
the  same  firm  at  Birmingham.  Ala. 


CLEVELAND     ELECTRIC     RAILWAY     REJECTS     HOLDING 
COMPANY    PLAN. 


A  crucial  moment  in  the  long-standing  controversy  be- 
tween the  Cleveland  Electric  Railway  Company  and  the  city 
administration  of  Cleveland  was  reached  on  Friday  morning, 
April  5,  at  a  public  meeting  of  the  city  council  called  for  the 
purpose  of  receiving  the  reply  of  the  company  to  the  resolu- 
tion of  the  council  passed  at  the  meeting  on  April  2.  recom- 
mending that  the  company  lease  its  property  to  the  Municipal 
Traction  Company  on  the  basis  of  a  value  of  $60  per  share 
for  the  stock.  The  reply  of  the  Cleveland  Electric  company, 
after  the  council's  proposition  had  been  considered  in  two 
meetings  of  the  directors  on  Wednesday  and  Thursday,  was 
•expressed  in  the  form  of  a  communication  from  the  board  of 
directors,  in  which  they  flatly  refused  to  accept  the  council's 
offer  and  declined  to  consider  any  off  r  to  lease  the  company's 
property  to  an  "irresponsible  lessee."  The  directors  also  took 
•occasion  to  arraign  Mayor  Johnson  and  the  city  administration 
severely  for  their  persecution  of  the  company  and  to  call 
attention  to  the  unfairness  of  the  municipal  warfare  which 
has  been  waged  against  the  company. 

The  communication  of  the  Cleveland  Electric  Railway  to 
the  city  council  was  in  part  as  follows: 

The  proposition,  which  we  assume  you  make,  acting  upon 
the  advice  of  the  mayor,  briefly  stated,  is  this: 

1.  That  we  lease  the  property  of  the  company  to  a  so- 
called  holding  corporation,  upon  the  agreement  of  such  cor- 
poration to  pay  as  rental,  for  the  first  year  3  per  cent,  the 
second  year  4  per  cent,  the  third  year  5  per  cent,  and  there- 
after at  the  rate  of  6  per  cent  per  year,  upon  a  valuation  of 
the  property  of  the  company  equal  to  $60  per  share  of  its 
present  stock. 

2.  That  you  will   grant   a  franchise  to  the  company  for 
ears,   authorizing  the  rate  of  fare   of  seven   tickets   for 

25  cents. 

:;.  That  the  lease  shall  give  to  the  city  an  option  to  buy 
the  entire  property  of  the  company  for  a  price  equivalent  to 
$66  per  share  for  its  present  stock. 

4.  Your  proposition  does  not  require  the  holding  company 
to  operate  at  three  cents,  and,  under  your  offer,  such  holding 
company  may  charge  the  same  rate  of  fare  now  charged  by 
this  company. 

This  offer  we  respectfully  decline,  and  now  decline  to 
consider  any  offer  to  lease  the  property  of  this  compain  to 
an  irresponsible  lessee:  and  it  seems  to  the  board  of  directors 
appropriate  in  this  connection  to  state  to  you,  and  the  citizens 
of  Cleveland,  its  reason  for  so  doing,  and  to  call  attention  to 
the  unfairness  of  the  proposition  and  of  the  municipal  war- 
fare which,  under  the  present  mayor,  has  been  waged  against 
this   investment  of  Cleveland  capital   for  the  past  six   years. 

The  communication  then  goes  on  to  state  that  the  properl 
of  the  company   is  largely  owned  by  citizens  of  Cleveland, 
that  it  has  been  an  important  factor  in  the  development  of  the 
city,  that  its  service  is  first-class,  and  that  such  an  investment 

should    receive   from    the   city    administration    the   s fair 

treat!  d   protection   thai    are  accorded  to  other  invest- 

Cleveland  cili/.ens,  but  that  for  the  past  six  years 
the  company  has  been  persecuted  by  the  mayor,  using  the 
entire  power  of  the  city  government,  and  the  company's  offi- 
cers and  directors  have  been  criticized  and  maligned. 

H  has  been  charg'-d  that  the  conn  !"•.•> rating 


under  grants  that  authorized  an  unreasonable  rate  of  fare 
and  that  its  system  could  be  operated  at  a  3-cent  fare;  and 
the  mayor  has  caused  to  be  organized  and  has  become 
financially  interested  in  a  company  which  has  offered  to  lease 
the  property  and  operate  it  at  a  3-cent  fare.  The  Cleveland 
Electric  company  has  at  all  times  maintained  that  its  system 
could  not  be  operated  for  a  3-cent  fare,  and  in  1904  made,  at 
the  solicitation  of  the  mayor,  a  two  weeks'  practical  test  at 
that  rate,  which  cost  the  company  about  $25,000  and  which 
showed  practically  no  stimulation  of  traffic,  as  the  mayor  had 
claimed  would  result  from  low  fare.  The  mayor  has  refused 
to  acknowledge  the  fact  publicly  and  has  been  insistent  upon 
the  holding  company  plan.  The  directors,  to  test  the  fairness 
ot  the  mayor's  pretensions,  have  entered  into  negotiations  for 
the  purpose  of  arriving  at  an  agreed  valuation  of  the  com- 
pany's property  and  have  followed  the  basis  fixed  for  deter- 
mining the  valuation  laid  down  by  Mr.  du  Pont.  As  soon 
as  it  became  evident  that  the  valuation  would  exceed  the 
price  publicly  stated  by  Mr.  Johnson  as  the  maximum  at  which 
the  holding  company  arrangement  could  be  made,  the  methods 
prescribed  by  Mr.  du  Pont  were  repudiated  and  Mr.  du  Pont 
reported  a  valuation  which  could  not  be  justified  on  the 
principles  as  laid  down  by  him.  The  original  offer  of  the 
holding  company  was  to  operate  the  system  with  a  3-cent 
fare,  but  when  the  Cleveland  Electric  proposed  to  incor- 
porate such  a  requirement  in  the  lease  to  the  holding  com- 
pany, the  mayor  refused  to  agree,  and  had  admitted  that 
it  was  not  proposed  to  operate  the  entire  system  at  three 
cents,  but  to  charge  five  cents  beyond  the  city  limits.  At  the 
last  meeting  of  the  city  council  the  mayor  was  asked  by 
President  Andrews: 

"Will  you  incorporate  in  your  lease  a  provision  that  the 
rate  of  fare  charged  by  the  holding  company  shall  be  a  3-cent 
fare  inside  of  the  city  and  five  cents  out  of  it,  and  that,  if  it 
charges  more  than  that,  the  franchise  can  revert  to  us?" 

To  which  he  replied  that  he  did  not  think  it  was  any  of 
Mr.  Andrews'  or  his  company's  business,  and  that,  so  far  as 
he  was  concerned,  he  would  not  put  it  in. 

In  regard  to  the  rate  of  fare  upon  which  the  property  of 
the  company  can  be  operated  the  communication  says  that 
after  conducting  an  experiment  since  January  1  with  5-cent 
cash  fares  and  seven  tickets  for  25  cents,  the  company  is  en- 
tirely satisfied  that  the  system  cannot  be  operated  and  main- 
tained and  good  service  rendered,  allowing  reasonable  interest 
upon  the  value  of  the  physical  property  at  a  less  rate,  and 
that  this  is  fully  corroborated  by  a  report  made  by  a  com- 
mittee of  the  chamber  of  commerce  after  an  impartial  investi- 
gation and  an  examination  of  the  books  of  the  company.  The 
company  is  willing  to  have  a  thorough  investigation  made  at 
any  time  by  impartial  experts  and  will  abide  by  the  result 
obtained.  Operation  thus  far  under  this  rate  of  fare  has 
shown  a  decrease  in  gross  receipts  approximating  20  per  cent 
as  compared  with  the  rate  of  fare  authorized  by  the  com- 
pany's franchises.  However,  the  company  has  been  anxious 
to  meet  more  than  half  way  any  reasonable  demand  of  the 
public,  and,  relying  on  the  future  growth  of  the  city,  has 
made  to  the  council  a  proposition  for  a  20-year  franchise  at 
the  present  rate,  namely,  five  cents  cash  and  seven  tickets 
for  a  quarter. 

The  reason  heretofore  given  for  refusing  a  franchise  un- 
der these  terms  has  been  the  mayor's  offer  to  operate  the 
property  at  a  3-cent  fare  and  to  pay  a  rental  of  6  per  cent, 
and  now  the  mayor  having  made  an  arbitrary  valuation,  as 
the  highest  at  which  he  thinks  it  can  be  operated  at  three 
cents,  refuses  to  bind  his  holding  company  to  operate  at  three 
cents. 

To  lease  the  company's  property  to  an  irresponsible  com- 
pany would  give  no  assurance  to  the  public  that  it  would  be 
better  operated  than  now  and,  moreover,  would  put  it  in  a 
position  to  be  mismanaged  and  run  down. 

The  company's  proposition  is  to  surrender  its  present 
franchises  permitting  a  5-cent  fare  and  11  tickets  for  50 
cents  and  to  give  the  public  at  once  the  benefit  of  reduced 
fare  in  return  for  a  new  franchise  which  would  amply  protect 
the  rights  of  the  city.  The  company  desires  to  meet  the 
demands  of  the  public  for  good  service,  and  its  offer  includes 
an  obligation  to  provide  such  service.  To  do  so  would  require 
the  expenditure  of  from  $3,000,000  to  $5,000,000  within  the 
next  two  years  and  $l,niiii,uori  e;ieh  year  thereafter.  Any  com- 
pany managing  the  property  must  be  placed  in  a  position  to 
guarantee  that  such  new  money  may  be  safely  invested  by  its 
stockholders  or  others,  and  that  such  investment  will  receive 
such   adequate  return   as   will   invite  its  being  made  by  con- 

ative  Investors,  and  it  is  not  believed  that  the  irresi» 
ble   holding  company   proposed   can   either  itself  adequately 
Bnance  and  develop  the  property  to  meet  the  city's  needs  or 
to  this  company   any  assurance  that  will  enable  it  to 
do  so. 

In  conclusion  the  communication  says: 
It    is  evident   from  the  experience  of  the  past  few  years 


.-,(111 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  Xo.  15. 


that  this  company  canuot  expect  fair  treatment  in  negotiation 
so  long  as  the  domination  of  the  mayor  is  permitted  to  impose 
upon  the  council  and  the  public  his  impossible  suggestions. 
We  are  now  offered  the  alternative  of  submitting  to  what  is 
a  virtual  confiscation  of  a  large  part  of  our  property  or  to 
further  persecution  and  to  disruption  of  the  system  which 
has  taken  years  of  patient  endeavor  and  millions  of  money 
to  develop,  all  that  one  man's  political  success  may  be  ob- 
tained. The  mayor  forces  this  company  into  the  position  of 
having  to  return  to  the  legal  rate  of  fare,  much  as  it  regrets 
the  necessity  therefor. 

"If  there  can  be  pointed  out  to  us  any  legal  way  by  which 
the  city  and  ourselves  can  submit  the  rate  of  fare  to  be  fixed 
in  a  franchise  to  us  to  impartial  and  experienced  arbitrators, 
or  any  legal  way  in  which  a  referendum  concerning  our 
proposition  can  be  made  that  would  be  binding,  we  shall  be 
very  glad  to  take  action  along  either  of  those  lines. 

Xo  action  was  taken  by  the  council.  Mayor  Johnson  said 
that  he  would  reply  to  the  communication  later,  but  attempted 
to  explain  his  position  on  the  proposition  to  include  in  the 
lease  a  provision  for  a  reversion  of  the  property  to  the  old 
company  in  case  the  holding  company  failed  to  operate  at  a 
3-cent  fare  in  the  city  and  a  5-cent  fare  outside  the  city. 

"I'm  entirely  willing  to  recommend  the  limitation  asked 
by  the  company  if  it  be  framed  in  reasonable  words,"  he  said, 
"that  the  lease  should  be  forfeited  to  the  company  if  the 
holding  company  raise  the  price  over  three  cents  within  the 
city  and  five  cents  outside  the  city.  I  came  here  today  pre- 
pared to  yield  if  all  other  things  were  agreeable,  and  I  will  be 
entirely  willing  that  the  city  put  into  the  lease  that  the  fran- 
chise shall  be  forfeited  if  a  higher  rate  of  fare  be  charged  save 
under  abnormal  conditions." 

Councilman  Haserodt  then  asked  Mr.  Andrews  if  his  com- 
pany would  be  willing  to  consider  the  holding  company  plan 
with  this  stipulation  in  the  lease  or  whether  its  reply  was 
final. 

"The  answer  of  the  communication  is  final,"  Mr.  Andrews 
replied.  "The  rate  of  interest  for  the  first  five  years  is  not 
satisfactory;  the  price  is  not  satisfactory.  The  refusal  to 
consider  the  holding  company  offer  must  be  considered  final." 

Immediately  following  the  close  of  the  meeting  the  Cleve- 
land Electric  company  issued  an  order  stopping  the  sale  of 
the  seven-for-a-quarter  tickets,  and  returned  to  the  old  rate 
of  5  cents  cash  and  11  tickets  for  50  cents,  except  on  the 
Central  avenue  and  Quincy  street  lines,  which  are  operated  at 
a  3-cent  fare  under  a  special  license. 

Another  public  meeting  of  the  council  was  held  on  Mon- 
day morning,  April  8.  The  special  council  committee  pre- 
sented a  communication  in  reply  to  the  communication  of 
the  Cleveland  Electric  Railway,  in  which  the  charges  of 
persecution  by  the  city  authorities  are  mildly  denied,  and  it 
is  stated  that  the  council  has  never  harassed  the  company 
but  has  always  shown  a  disposition  to  deal  fairly  with  it.  The 
committee's  conclusion  is  that  the  company's  refusal  is  in 
reality  based  on  a  disagreement  as  to  price,  and  it  is  ready 
to  confer  with  the  representatives  of  the  company  and  will 
protect  fully  its  legal  rights;  the  council  should  continue  to 
grant  the  right  to  construct  necessary  street  railroads  to 
those  who  will  perform  the  public  service  required  at  the 
lowest  cost  and  with  the  largest  reservation  of  power  in  the 
hands  of  the  council.  The  committee  concludes  by  stating 
that  the  council  has  already  expressed  its  willingness  to  sub- 
mit the  best  offer  of  the  company  and  the  best  proposition 
that  can  be  got  from  any  other  company  to  a  referendum 
vote,  provided  all  parties  ould  agree  to  be  bound  by  the 
results. 

From  the  general  tone  of  the  committee's  communica- 
tion it  is  evident  that  it  does  not  consider  the  company's 
refusal  as  final. 

Mayor    Appeals    to    People. 

Mayor  Johnson,  however,  followed  with  a  statement  which 
indicates  that  he  and  the  3-cent  fare  interests  recognize  that 
a  renewal  of  the  fight  is  imminent.  After  a  brief  general 
reply  to  the  Cleveland  Electric  communication,  which  he 
affected  to  consider  as  a  personal  attack,  he  concluded  by  a 
direct  appeal  for  aid  in  financing  the  liw-fare  movement. 
He  said  that  about  $10.0(10,000  would  be  required  for  building 


the  street  railway  system  and  he  asked  that  it  be  subscribed 
by  the  people,  promising  6  per  cent  interest  on  the  invest- 
ment. It  is  generally  understood  that  the  low-fare  interests 
have  failed  in  several  efforts  to  enlist  capital  in  their  enter- 
prise among  financiers.  The  mayor  announced  that  a  com- 
mittee would  be  organized  to  carry  on  the  campaign  and  that 
plans  would  be  made  for  a  series  of  mass  meetings,  beginning 
about  the  last  of  this  week. 

At  the  regular  meeting  of  the  council  on  Monday  night 
four  ordinances  were  introduced,  all  having  an  important 
bearing  on  the  controversy.  The  first  seeks  to  establish  a 
transfer  point  at  Superior  avenue  and  West  Ninth  street,  and 
provides  that  the  Cleveland  Electric  must  exchange  trans- 
fers with  the  Municipal  Traction  Company.  In  three  ordi- 
nances the  Low  Fare  Railway  Company  asks  franchises  over 
two  lines  now  occupied  by  the  Cleveland  Electric  under  grants 
expiring  next  February,  and  over  a  crosstown  line  on  which 
the  Cleveland  Electric's  grant  does  not  expire  for  several 
years. 

Preliminary  steps  in  the  campaign  for  financing  exten- 
sions of  the  low-fare  system  were  taken  on  Tuesday  afternoon, 
when  the  mayor  and  others  interested  in  the  movement  met 
in  the  offices  of  the  Municipal  Traction  Company  and  formu- 
lated plans.  The  mayor  also  made  a  public  address  on  the 
subject  that  evening  at  a  ward  club,  in  which  he  announced 
that  subscriptions  to  the  stock  of  the  Forest  City  Railway 
Company  would  be  received  in  amounts  from  $10   up. 

An  indication  of  the  campaign  methods  the  mayor  intends 
to  follow  was  given  at  a  meeting  of  the  Sycamore  Club  on 
Wednesday  night,  when  the  mayor  made  another  speech  ask- 
ing for  popular  support  for  his  company.  As  it  was  ladies' 
night  at  the  club,  he  addressed  his  remarks  especially  to  the 
ladies,  saying  that  this  new  campaign  is  one  in  which  they 
should  take  part.  At  this  meeting  Municipal  Traction  Com- 
pany subscription  blanks  were  publicly  distributed  for  the 
first  time.  The  form  circulated  contains  an  agreement  to 
subscribe  for  a  certain  number  of  shares  at  par,  for  which 
the  subscriber  agrees  to  pay  in  weekly  or  monthly  instal- 
ments. 

H.  J.  Davies,  secretary  of  the  Cleveland  Electric  com- 
pany, and  A.  B.  du  Pont,  president  of  the  Municipal  Traction 
Company,  agreed  to  hold  a  meeting  on  Thursday  morning  to 
take  up  the  question  of  the  sum  which  the  Cleveland  Electric 
owes  the  city  for  use  of  the  Central  and  Quincy  lines  since 
the  expiration  of  the  franchises.  Meetings  of  the  Cleveland 
Electric  directors  were  held  on  Wednesday  and  Thursday 
afternoons,  but  nothing  was  given  out. 


DENIES   BRIBERY  AT  SAN    FRANCISCO. 


In  his  annual  report  as  president  of  the  United  Railways 
Investment  Company,  which  controls  the  United  Railroads  of 
San  Francisco  and  the  Philadelphia  Company  of  Pittsburg, 
Ernst  Thalmann  makes  the  following  denial  regarding  the 
charges  of  bribery  at  San  Francisco: 

Interests  identified  with  the  United  Railways  Investment 
Company  state  that  they  have  the  most  positive  assurance 
from  the  officials  of  the  United  Railroads  of  San  Francisco 
that  no  bribery  was  resorted  to  in  order  to  obtain  the 
permit  to  replace  their  cable  roads  with  overhead  trolley. 
In  connection  with  this,  it  is  important  to  bear  in  mind  that 
prior  to  the  earthquake  the  Merchants.'  association  of  San 
Francisco  had  employed  William  Barclay  Parsons  to  advise 
its  members  as  to  what  form  of  motive  power  was  best  in  the 
interests  of  the  city  of  San  Francisco. 

Mr.  Parsons  reported  strongly  in  favor  of  the  overhead 
trolley  system,  and  his  report  carried  such  weight  that  the 
directors  of  the  Merchants'  association,  who  had  been  bitterly 
opposed  to  overhead  trolley  operation,  became  practically 
unanimous  in  its  favor.  This  action  was  followed  by  a  prac- 
tically unanimous  vote  of  the  real  estate  board,  another  im- 
portant organization  in  San  Francisco,  and  the  action  of  these 
and  other  important  associations  had  the  effect  of  creating  a 
public  opinion,  prior  to  the  earthquake,  decidedly  in  favor  of 
the  overhead  trolley  permit.  It  is  claimed  that  even  if  no 
earthquake  and  fire  had  occurred,  the  permit  would  have  been 
granted,  as  public  opinion  was  greatly  in  its  favor. 


April  13.  1907. 


ELECTRIC    RAILWAY    REVIEW 


jO  I 


News  of  the  Week 


Iowa  Associations  to  Meet  in  Convention. 
Everything  will  be  in  readiness  at  Clinton.  la..  Tuesday  night 
for  the  opening  of  the  annual  convention  of  the  Iowa  Electrical 
Association  and  the  Iowa  Street  and  Interurban  Railway  Associa- 
tion. The  electrical  association  will  convene  Wednesday  morning 
and  have  a  continued  session  Thursday,  and  the  railway  association 
will  convene  Thursday  and  close  Friday  evening.  Many  of  the 
manufacturers'  exhibits  have  already  been  placed  in  the  exhibit 
halls  at  the  new  Lafayette  Inn,  where  the  headquarters  of  the 
two  associations  have  been  established. 

Michigan  Strike  Settled. 
The  strike  of  200  employes  of  the  Michigan  United  Railways  on 
the  city  lines  in  Kalamazoo.  Lansing  and  Battle  Creek,  Mich.,  as 
well  as  the  interurban  lines  between  those  cities,  was  declared  off 
on  April  9,  after  the  demands  of  the  men  and  the  offer  of  the  com- 
pany had  been  arbitrated  by  a  committee  of  the  Kalamazoo  Com- 
mercial Club.  The  strike  was  declared  on  April  3  and  the  service 
was  greatly  demoralized,  although  some  cars  were  run.  The  agree- 
ment was  reached  on  a  basis  of  21.  22  and  23  cents  an  hour  on  city 
lines  and  24  and  25  cents  on  the  interurban  lines,  which  was  prac- 
tically what  the  men  had  demanded,  but  with  no  recognition  of  the 
union.  The  company  also  agrees  to  establish  a  mutual  grievance 
committee.     The  men  formerly  received  18,  19  and  20  cents  an  hour. 

Ambassador    Bryce   on    Municipal    Ownership. 

In  addressing  the  Commercial  Club  of  Chicago  on  April  6  Am- 
bassador Bryce  of  Great  Britain  spoke  of  municipal  ownership. 
He  said  in  part: 

"The  precondition  of  municipal  ownership  of  public  utilities 
should  be  the  presence  in  office  of  honest  and  capable  public 
servants.  We  in  England,  where  municipal  ownership  is  some- 
times found,  do  not  experience  the  difficulties  which  might  be  found 
otherwhere.  Our  city  administrations  are  uniformly  honest  and 
efficient.  Politics,  that  is,  specific  party  issues,  enter  very  little 
into  municipal  elections.  But  in  American  cities  I  have  noticed 
that  the  moral  condition  of  muneipal  administrations  is  less  stable 
and  reliable. 

"American  cities  seem  to  be  subject  at  times  to  spasms  of  vir- 
tue in  which  the  ill-intentioned  are  swept  out  of  office,  but  those 
periods  of  reform  are  too  often  followed  by  relapses.  Civic  virtue 
is  indispensable  to  the  economic  and  efficient  administration  of 
the  business  of  public  service  corporations." 

Further  Hearing  on  New  York  Central  Wreck. 
The  New  York  state  railroad  commission  on  April  9  took 
further  testimony  in  its  investigation  of  the  wreck  which  occurred 
on  the  New  York  Central  electric  division  on  February  16.  The  com- 
mission listened  to  an  account  of  the  experience  of  the  motorman, 
Beale,  who  described  the  sensation  experienced  in  going  over  the 
track  on  the  train  preceding  the  one  that  was  wrecked.  After  this 
trip  he  had  reported  the  track  as  very  rough  and  needing  atten- 
tion. Mr.  Beale  said  the  engine  made  a  lurch  from  one  side  to 
the  other  and  then  straightened  up.  He  made  a  jump  for  the 
brake  valve,  but  had  no  occasion  to  use  it.  At  the  close  of  the 
session  the  commission  requested  records  regarding  superelevation 
of  the  track  at  the  curve,  taken  for  as  many  years  back  as  pos- 
sible, and  was  informed  that  the  company  had  compiled  since  the 
wreck  statistics  of  this  nature  covering  a  period  as  far  back  as 
1895,  and  had  verified  them.  Mr.  Hedges  of  the  commission  ex- 
presesd  the  opinion  that  due  to  wear  and  weather  conditions  the 
regular  superelevation  of  4%  inches  might  settle  to  4  inches  unless 
carefully  watched. 

Growth  of  Electric  Railways. 
Charles  N.  Wilson,  president  of  the  American  Engineering  Com- 
pany of  Indianapolis  has  an  article  in  The  Tradesman  for  April  1 
entitled  "Electric  Railway  Construction  in  the  Central  States," 
which  describes  the  wonderful  progress  of  the  electric  railway 
industry  in  those  states.     Mr.  Wilson  points  out  that: 

"On  January  12,  10  years  ago,  the  first  electric  car  was  operated 
in  Indiana,  and  in  the  same  month  and  year  the  first  electric  car 
was  started  in  operation  in  Ohio;  since  that  time  1,650  miles  of 
modern  electric  railroads  have  been  constructed  and  put  in  opera- 
tion in  Indiana,  and  2,240  miles  in  Ohio.  In  addition  to  this  there 
is  now  building  in  the  two  states  I'.oiiii  miles  of  new  road  and  an 
equal   mileage  is  being  promoted. 

'As  soon  as  the  gap  of  30  miles  is  built  between  Crawfoidsville, 
Intl.,  and  Danville.  III.,  and  another  small  gap  between  Ft.  Wayne, 
Ind..  and  Bryan,  O..  it  will  be  possible  to  take  a  car  at  St.  Louis. 
and  by  continuous  electric  road  travel  to  Indianapolis.  Louisville. 
Cincinnati,  Dayton,  Toledo,  Detroit,  Cleveland,  Erie,  Pa.,  and 
Buffalo.  X.  V..  and  at  no  distant  da  to  Pittsburg,  All  this  will 
Dbably  be  a  reality  within  another  y 

ancluslon   the   writer  points  out   thai    Interurbans   build   up 
small  towns,  enhance  the  ,-alue  of  farm  lands  and  agrii  ultural  prod 

Increase  the  attrai ss  of  Farm  and   suburban    lit 

to  solve  the  help  problem  In  rural  communities,  i 

Test  in  Connection  with  Woodlawn  Wreck. 
On  April  4  the  New  York  Central  sent  a  test  train  over  the 
electric  zone,  under  conditions  of  weight  and  speed  similar  to 
that  which  was  wrecked  at  Woodlawn  on  February  16.  The  train 
was  made  up  of  two  electric  locomotives  and  five  old  wooden 
coaches  similar  to  those  which  were  in  the  wreck.  The  train  was 
in  charge  of  W.  C.  Brown,  senior  vice-president,  and  on  board  were 
other  local  operating  officers  of  the  road.     The  state  railroad  com- 


mission was  represented  by  J.  E.  Hedges,  counsel,  and  Charles 
Barnes,  electrical  expert.  W.  J.  Wilgus  represented  the  railroad's 
electric  commission,  W.  E.  Hoyt  the  American  Locomotive  Com- 
pany and  W.  B.  Potter  the  General  Electric  Company.  E.  R. 
Rogers,  who  operated  the  wrecked  train,  was  in  the  cab  of  the 
test  train  directing  the  operation  of  the  speed  controllers  so  as  to 
duplicate,  as  far  as  possible,  the  wreck  conditions.  A  number  of 
invited  guests  were  on  the  train  and  the  total  weight  required 
was  supplied  by  bags  of  sand.  The  locomotives  were  provided  with 
instruments  for  measuring  and  recording  the  speed  and  the  usual 
electric  meters.  On  the  first  run  the  train  approached  the  Wood- 
lawn curve  at  a  speed  of  56  miles  per  hour,  went  on  the  curve  at 
53  miles  per  hour,  and  was  running  48  miles  per  hour  at  the  apex. 
In  the  second  run  the  curve  was  approached  at  60  miles  per  hour 
and  the  apex  was  rounded  at  56  miles  per  hour.  The  test  was 
expected  to  throw  some  light  on  the  cause  of  the  wreck,  but  It 
failed  to  reveal  any  cause  for  the  former  train  leaving  the  track. 

Report  on    Pittsburg   Subways. 

The  executive  committee  of  the  rapid  transit  commission  of  the 
Pittsburg  city  council  on  April  5  submitted  its  report  in  regard  to 
me  construction  of  a  subway  system  for  the  city.  The  committee 
recommends  that  the  subway  be  built  by  a  private  company  and 
its  recommendations  are  included  in  the  provisions  of  an  ordinance 
giving  a  franchise  to  the  Pittsburg  Subway  Company,  whose  ap- 
plication has  been  pending  before  the  council  for  several  months. 

The  ordinance  provides  for  a  sub-surface  line  with  a  downtown 
loop;  option  of  purchase  by  the  city  after  25  years;  universal  trans- 
fers; maximum  fare  of  5  cents  and  a  graduated  payment  to  the  city 
for  the  franchise.  It  is  provided  that  the  franchise  shall  be  limited 
to  50  years.  After  25  years  the  city  may  purchase  the  subway  by 
paying  the  original  cost,  plus  25  per  cent,  and  giving  the  officials  of 
the  subway  one  year's  notice.  No  charge  is  to  be  made  for  the 
franchise  during  the  first  five  years.  The  second  period  of  five 
vears  the  city  is  to  be  paid  2  per  cent  of  the  gross  receipts,  this  to 
be  increased  one-half  of  1  per  cent  each  period  of  five  years,  making 
for  the  last  period  6  per  cent.  It  is  proposed  that  the  subway  shall 
carry  cars  of  any  other  subway  company  and  give  transfers. 

Considerable  discussion  arose  over  whether  the  committee 
should  commit  itself  wholly  to  a  subway,  rather  than  an  elevated, 
and  a  clause  was  inserted  declaring  public  sentiment  to  be  against 
elevated  lines. 

Overcapitalization  is  to  be  prevented  by  a  clause  which  says 
that  no  dividend  shall  be  paid  exceeding  2  per  cent  of  the  price 
fixed  at  which  the  city  may  purchase  the  roads. 

The  commission  decided  to  take  final  action  on  the  report  at  its 
meeting  on  April  15. 

Legislation    Affecting     Electric    Railways. 

Illinois.— The  house  on  April  5  passed  a  bill  limiting  the  hours 
of  labor  for  street  railway  conductors  to  10  hours  a  day.  to  be 
performed  within  12  consecutive  hours.— A  bill  was  also  passed  on 
the  same  day  which  provides  for  modern  air  brakes  and  vestibules 
on  all  cars,  and  closed  vestibules  from  November  to  March,  in- 
clusive; also  for  heating  apparatus  that  will  keep  the  temperature 
at  a  minimum  of  50  degrees.  The  bill  also  provides  that  each  car 
shall  have  center  aisles  and  fenders  and  that  all  cars  over  30  feet 
long  shall  be  double-trucked.     Side  running  boards  are  prohibited. 

Iowa. — The  bill  now  before  the  legislature  in  regard  to  vesti- 
buling  the  front  platforms  of  electric  cars  requires  that  the  plat- 
forms be  enclosed  on  all  four  sides,  instead  of  on  three  sides,  as 
reported  in  the  Electric  Railway  Review  of  March  30,  1907.  The 
present  law   requires   that   three   sides  be   enclosed. 

Michigan.— Senator  Cady  has  introduced  a  bill  which  permits 
an  electric  railway  company  to  acquire  the  property  of  another 
company  on  the  consent  of  a  majority  of  the  stockholders  of 
the  company  to  be  acquired,  instead  of  two-thirds  of  the  stock- 
holders, as  provided  by  the  present  law. 

Minnesota— The  house  has  passed  the  bill  introduced  by  O.  F. 
Christensen  of  St.  Paul  placing  the  regulation  of  electric  railways 
in  the  hands  of  the  state  railroad  and  warehouse  commission.  As 
amended  by  the  committee  on  express,  telegraph  and  electric  lines 
the  bill  provides  that  it  shall  not  take  away  any  powers  of  regu- 
lation now  vested  in  city  councils,  but  shall  give  the  commission 
power  in  cases  where  the  city  council  does  not  act. 

Montana.— The  legislature  has  passed  a  law  requiring  streel 
railway  companies  to  equip  their  cars  with  closed  vestibules  foi 
the  protection  of  the  motormen,  between  November  1  and  April  1. 
The  law  goes  into  effect  on  November  1  of  this  year. 

New  York. — Senator  Saxe  has  introduced  a  bill  to  amend  the 
rapid  transit  act,  Section  36,  by  changing  the  word  "weeks'  to 
'months,"    so    that    the    contracts    for    the    new    subways    must    be 

advertiser three    months    instead    of    three    weeks.     The    rapid 

transit    c mission    has    already   begun   advertising    the    Lexington 

av.-nuc  and  Seventh  and  Eighth  avenue  subway  lines  and  It  is 
f.-urcil    that    these  most   Important   subways  will   be  ore   the 

publi.-  utilities  law  is  in  effort  unless  such  a  bill  as  this  is  passed 
Senator  Saxe  said  In  explanation  of  the  bill:  "Friends  of  the  public 
utilities  bill  are  of  the  opinion  that  If  contracts  for  the  nets 

In   Manhatt pei  nitted   to  be  consummated   before   the 

enactment  of  the  proposed  public  service  commission  law,  th< 
Ion   for  the  city  of  New  York,   to  be  appoint.,!   bj    thi 
ernor,    will    be    seriously    hampered    in    planning   a    comprehenslvi 
rapid   transit   system  for  the  city.     Frankly,  thi    ob  pro 

,,„      ,l     bill    is    I II  ho    time    fur    the    advertlsln " 

often   i    :>     i"  ■    "Mi    rapid    transit    •  ot Ission  bo   I  hal    thi    n 

commission   will  have  a  chanci    I sider  such   proposal     

,,,  i  tlon    wit  h  a   gi  '"  l:l1   Plan  "''  Improvement  of  thi 

Pennsylvania.— The    house    on    April    I    passe, I    i,        


502 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  No.  15. 


vote  the  Homsher  bill,  conferring  on  electric-  railway  companies  the 

right  to  carry  light  freight  and  express  matter.  Local  authorities 
are  empowered  to  make  reasonable  regulations  for  this  traffic: 
questions  of  reasonableness  to  be  decided  by  the  common  pleas  courts. 
An  amendment  to  make  the  carrying  of  freight  mandatory  was 
defeated. — The  Fahey  bill,  which  requites  companies  proposing  to 
build  new  lines  or  extensions  to  file  with  the  secretary  of  state 
copies  of  all  franchises  and  right  of  way  giants  before  a  charter 
shall  be  granted,  was  defeated  in  the  lions  on  April  9. — A  bill  in- 
troduced by  Representative  Kennedy  prohibits  a  fare  of  more  than 
5  cents  for  a  ride  within  the  limits  of  a  municipality. — The  Hom- 
sher eminent  domain  bill  has  passed  the  second  reading  in  the 
house,  with  an  amendment  which  provides  that  all  companies 
availing  themselves  of  the  act  shall  be  common  carriers. — Governor 
Stuart  is  to  give  a  public  hearing  to  the  trades  organizations  of 
Philadelphia  opposed  to  the  plan  of  the  Retail  Merchants'  Asso- 
ciation for  giving  the  city  representation  on  the  board  of 
directors  of  the  Philadelphia  Rapid  Transit  Company,  before  sign- 
ing the  McXichol-Fahey  bill,  which  is  intended  to  make  the  plan 
legal. 

Wisconsin. — The  house  has  passed  a  bill  limiting  the  time  of 
service  for  street  railway  employes  to  10  hours  within  12  con- 
secutive hours. 


Construction  News 


FRANCHISES. 


Municipal  Street  Railway  for  Berlin,  Ont. — The  citizens  of 
Berlin,  Ont.,  on  April  4  decided  by  a  vote  of  863  to  114  to  purchase 
the  Berlin  &  Waterloo  Street  Railway,  which  operated  about  five 
miles  of  track.  The  town  will  pay  $75,200  for  the  property  and 
$1,000  for  supplies  on  hand,  and  will  operate  the  line. 

Meeting  of  New  York  State  Association. — The  Street  Railway 
Association  of  the  state  of  New  York  has  decided  to  hold  its  annual 
meeting  at  Bluff  Point,  on  Lake  Champlain,  on  June  25  and  26. 
Requests  for  hotel  reservations  should  be  made  to  E.  S.  Fassett, 
general  manager  United  Traction  Company.  Albany,  X.  Y.  J.  H. 
Pardee,   secretary,  announces  that  no  spring  meeting  will  be  held. 

Address  at  Worcester  Polytechnic  Institute. — Dr.  George  R.  Ols- 
hausen  of  Cornell  University  addressed  the  Worcester  Polytechnic 
Institute  branch  of  the  American  Institute  of  Electrical  Engineers 
at  the  institute  on  March  25,  his  subject  being  "The  Power  Plant 
of  the  Omaha  &  Council  Bluffs  Street  Railway  Company.''  The 
lecture  was  illustrated  by  stereopticon  views.  Dr.  Olshausen  was 
the  engineer  of  construction. 

American  Institute  of  Electrical  Engineers. — The  board  of  di- 
rectors of  the  American  Institute  of  Electrical  Engineers  has  se- 
lected the  following  nominees  for  the  forthcoming  annual  election: 
President,  Henry  G.  Stott,  New  York;  vice-presidents,  L.  A.  Fergu- 
son, Chicago,  W.  C.  L.  Eglin,  Philadelphia,  J.  G.  White.  New  York: 
managers.  Percy  H.  Thomas.  New"  York.  B.  G.  Lamme.  Pittsburg. 
H.  W.  Buck,  New  York,  Morgan  Brooks.  Urbana,  111.;  treasurer, 
George  A.  Hamilton,  New  York;  secretary,  Ralph  W.  Pope,  New 
York. 

Detroit  Service  Ordinance  Passed. — The  Detroit  city  council 
on  April  9  passed  Mayor  Thompson's  ordinance  providing  for  in- 
creased service  by  the  Detroit  United  Railway.  The  ordinance  pro- 
vides that  the  company  shall  furnish  enough  cars  during  rush  hours 
so  that  no  car  shall  carry  a  greater  number  of  passengers  than 
the  seating  capacity  of  the  car,  plus  one-half.  It  is  also  provided 
that  no  car  shall  pass  by  passengers  without  stopping,  unless  there 
is  another  car  following  within  a  distance  of  200  feet.  These  pro- 
visions are  not  to  apply  on  lines  where  the  cars  are  operated  at  a 
20-second   headway. 

Express  Company  Contracts  with  Electric  Lines. — What  is  con- 
sidered the  first  really  important  alliance  between  steam  and  elec- 
tric lines  will  become  effective  on  May  1,  when  the  Pacific  Express 
Company  will  begin  service  on  several  electric  lines  in  western 
Ohio.  Contracts  have  been  executed  with  the  Dayton  &  Troy, 
the  Springfield  Troy  &  Piqua,  the  Western  Ohio  and  the  Toledo 
Urban  &  Interurban  companies.  This  gives  a  continuous  service 
through  western  Ohio  on  about  250  miles  of  new  line  for  the  Pacific 
Express,  making  a  direct  line  from  Toledo  to  Dayton  and  other 
important  towns.  Fostoria.  Wapakoneta,  Shelby.  Bowling  Green 
and  Sidney  being  reached,  in  addition  to  those  mentioned  above. 

Fire  Destroys  New  York  City  Car  Barns. — Fire  broke  out  about 
2:30  a.  m.  on  April  S  in  the  plant  of  the  New  York  City  Railway 
Company  at  One  Hundred  and  Forty-sixth  street  and  Lenox 
avenue.  Manhattan,  used  as  a  power  house,  car  barn  and  repair 
shop,  causing  almost  complete  destruction,  entailing  a  loss  which 
Oren  Root,  general  manager,  estimates  at  $1,500,000,  and  causing 
the  death  of  a  fire  captain  and  injuries  to  seven  others.  The  north 
and  west  wings  of  the  plant,  occupying  the  entire  block  between 
One  Hundred  and  Forty-sixth  and  One  Hundred  and  Forty-seventh 
streets.  Lenox  and  Seventh  avenues,  with  the  exception  of  a  100- 
foot  strip  on  Seventh  avenue,  were  completely  wrecked,  with  their 
contents,  including  about  300  cars  used  on  Lenox  avenue  and 
Broadway  divisions  of  the  system.  The  fire  is  believed  by  officials 
of  the  company  to  have  been  started  by  an  electric  light  wire 
having  defective  insulation.  The  fire  started  in  the  pits  where  men 
were  engaged  in  repairing  cars  and  which  covered  14  tracks.  The 
floors  above  were  used  for  storage,  carpenter  and  paint  shop. 
South  of  this  was  the  converting  station,  with  six  converters, 
where  alternating  current  from  the  Kingsbridge  station  was  con- 
verted into  direct  current  for  surface  cars  north  of  One  Hundred 
and  Twenty-fifth  street.  The  partition  wall,  of  vitrified  brick. 
crumbled,   and,   though  the  power  plant        -  ►yed,   it  was 

deemed  advisable  to  shut  off  the  current.  It  is  stated  that  the  fire 
will  cause  only  a  brief  delay  and  the  company  has  a  considerable 
surplus   of   equipment. 


Buffalo.  N.  Y. — Mayor  Adam  has  approved  the  Elmwood  av- 
enue franchise  recently  granted  to  the  International  Railway 
Company,  after  an  agreement  by  President  H.  J.  Pierce  to  dis- 
continue certiorari  proceedings  to  secure  a  reduction  of  $51,000 
in  the  company's  franchise  tax  assessment.  President  Pierce  has 
announced  that  work  will  begin  on  the  new  line  as  soon  as  the 
rails  can  be  secured. 

Cicero,  111. — The  town  board  on  April  S  granted  the  Metropolitan 
West  Side  Elevated  Railroad  the  right  to  extend  its  Garfield  Park 
branch  through  the  limits  of  Cicero. 

Frankfort,  Ind. — The  Frankfort  Delphi  &  Northern  Traction 
Company  has  been  granted  a  franchise  to  construct  and  operate 
an  interurban  line  through  Frankfort,  the  road  to  connect  with 
Delphi  on  the  north,  passing  through  Rossville.  The  franchise  is 
for  35  years  and  the  road  is  to  be  completed  and  in  operation  by 
January  1,  1900.  While  the  franchise  is  granted  to  W.  H.  Cohee 
and  others  of  Frankfort,  it  is  known  that  Indianapolis  parties  are 
back  of  the  proposed  road  and  it  is  claimed  that  the  line  has  already 
been  financed  and  that  the  work  of  construction  will  begin  at  once 
on  the  right  of  way  that  was  secured  some  time  ago. 

Index.  Wash. — The  Puget  Sound  Skyhomish  &  Eastern  Railway. 
which  is  building  an  interurban  line  between  Index  and  Galena. 
Wash.,  about  10  miles,  has  secured  a  franchise  to  build  its  line  from 
Index  to  a  point  about  lii  miles  from  that  place.  Work  must  begin 
within   30  days  and  be  completed  within  six   months. 

Kansas  City,  Mo. — The  application  of  the  Metropolitan  Street 
Railway  to  extend  its  Prospect  avenue  line  to  Thirty-ninth  street 
before  next  December  has  been  granted  by  the  upper  house  of  the 
council.  During  1908  the  line  is  to  be  extended  to  connect  with  the 
Swope  park  car  line. 

Lincoln.  Neb. — The  Citizens'  Railway  has  been  granted  a  fran- 
chise to  build  its  line  on  Holdrege  street,  from  Nineteenth  to 
Twenty-seventh  streets.  It  is  stated  that  preparations  are  being 
made  for  its  immediate  construction.  A  question  had  arisen  as  to 
the  validity  of  the  grant  because  of  the  fact  that  franchises  pre- 
viously had  been  granted  to  other  companies.  As  these  include  the 
Home  Street  Railway.  North  Lincoln  Street  Railway,  Lincoln  Elec- 
tric Company,  Capital  Heights  Company  and  the  Lincoln  Rapid 
Transit  Company,  whose  franchises  had  reverted  to  the  city  when 
the  properties  of  these  companies  were  seized  to  satisfy  judgments 
for  taxes,  the  opinion  is  now  held  that  the  present  grant  unques- 
tionably is  valid. 

Laurens.  S.  C. — A  50-year  franchise  has  been  granted  to  X.  B. 
Dial  of  Laurens,  S.  C,  to  build  an  electric  railway  in  and  around 
Laurens.  Work  must  begin  within  one  year  and  be  completed 
within  IS  months  from  the  date  of  the  franchise.  It  is  stated  that 
a  company  soon  will  be  organized  with  a  capital  stock  of  $50,000. 

Mt.  Vernon,  O. — A  25-year  renewal  of  its  franchise  was  granted 
to  the  Mt.  Vernon  Electric  Railway  on  April  2.  This  provides  for 
additional  extensions  on  High  and  other  streets  of  the  city. 

Morrisville,  Pa. — The  borough  council  has  granted  permission 
to  the  New  Jersey  &  Pennsylvania  Traction  Company  to  extend 
its  tracks  west  on  Bridge  street  to  Fallsington.  about  four  miles. 
A  condition  of  the  franchise  is  that  the  company  shall  build  a 
wagon  and  foot  bridge  over  the  canal  and  pave  Bridge  street,  the 
cost  to  be  about  $25,000.  It  is  stated  that  the  employes  of  the 
Pennsylvania  Railroad  will  use  the  line  in  going  to  and  from  their 
work  at  the  West  Morrisville  yards. 

Nauvoo,  III. — The  Mississippi  Valley  Electric  Railway  Company, 
which  proposes  to  build  an  electric  interurban  line  from  Nauvoo  to 
Carthage,  111.,  22  miles,  and  to  Keokuk,  la.,  14  miles,  has  been 
granted  a  franchise  in  this  city.  The  site  for  a  power  house  in 
Nauvoo  also  is  included  in  the  franchise,  and  the  city  is  to  take 
$5,000  in  bonds  for  every  mile  of  road  built  between  Nauvoo  and 
Niota,  about  12  miles.  With  the  completion  of  this  section  the  line 
will  be  extended  to  Carthage  and  later  to  Beardstown.  111.  Another 
route  will  extend  to  Keokuk,  la.  W.  A.  Calhoun,  chief  engineer, 
Buffalo. 

Sandusky.  O. — The  Lake  Shore  Electric  Railway  has  been 
granted  permission  to  lay  a  double-track  line  on  Water  street  from 
Columbus  avenue  to  Jackson  and  from  Fulton  to  Lawrence  streets 
in  order  to  care  for  the  increased  traffic  which  it  is  expected  will 
be  handled  by  the  company  this  summer.  The  street  between 
Jackson  and  Fulton  will  have  only  a  single-track  line.  It  is  stated 
that  work  on  this  improvement  will  begin  at  once. 

St.  Louis,  Mo.— The  bill  recently  passed  by  the  house  of  dele- 
gates authorizing  the  St.  Louis  Electric  Terminal  Railway  to 
operate  a  line  from  its  bridge  across  the  Mississippi  river  to  Salis- 
bury street,  has  been  signed  by  the  mayor.  The  line  will  run  from 
the  foot  of  Salisbury  street,  west  to  Ninth  street,  over  a  private 
right  of  way  between  Farrar  and  Salisbury  streets,  south  on  Ninth 
street  to  Branch  street,  west  to  Twelfth  street  and  south  on  Twelrth 
street  to  Lucas  avenue,  where  the  terminus  of  the  road  will  be 
located.  It  is  stated  that  contracts  for  the  construction  of  the 
bridge,  stations  and  terminal  properties  are  under  consideration. 
Under  the  franchise  granted  by  the  municipal  assembly  of  St. 
Louis  the  road  must  carry  express  at  freight  rates  and  must  reduce 
the  prevailing  freight  charges  40  per  cent.  A  5-cent  fare  across  its 
bridge  to  Granite  City  will  be  charged,  with  a  3-cent  fare  for  foot 


April  13,  1907 


ELECTRIC    RAILWAY    REVIEW 


503 


passengers.  The  city  is  to  receive  $5,000  annually  for  the  first  five 
years  of  the  franchise.  $7,500  annually  for  the  next  10  years  and 
$10,000  annually  for  the  remaining  35  years  of  the  grant. 

Winona,  Minn. — The  50-year  amended  franchise  of  the  La 
Crosse  Water  &  Power  Company,  which  has  been  under  considera- 
tion for  some  time,  has  been  granted  by  the  city  council.  An  elec- 
tric line  from  Winona  by  way  of  La  Crosse  to  Galesville.  Wis.,  must 
be  built  at  once  by  the  company.  A.  V.  Schroeder.  La  Crosse,  Wis., 
is  general  manager. 


TRACK    AND    ROADWAY. 


RECENT    INCORPORATIONS. 


Abilene  (Tex.)  Street  Railway. — Incorporated  in  Texas  to  build 
an  electric  street  railway  system  in  Abilene.  Capital  stock.  $100,000. 
Incorporators:  J.  AT.  Wagstaff.  Austin;  George  L.  Paxton,  W.  C. 
Swenson.  E.  S.  Hughes  and  J.  M.  Cunningham. 

Chicago  Hammond  &  Gary  Electric  Railroad. — Incorporated  ir 
Indiana  to  build  from  Hammond  to  Gary.  Capital  stock.  $100,000. 
Incorporators:  L.  C.  James.  T.  A.  Carstensen  and  H.  L.  Under- 
wood of  Chicago  and  A.  V.  Barton  of  Elgin.  III. 

Denton  Interurban  Railway  &  Power  Plant  Company. — Incorpo- 
rated in  Texas  with  a  capital  stock  of  $100,000.  Incorporators:  H. 
M.    Griffin,    \V.   W.   Wilson,    R.   J.  Wilson  and   Newt  M.   Lee. 

Denver  &  South  Platte  Railroad. — Incorporated  in  Colorado  to 
build  an  interurban  line  from  Englewood  to  Roxborough  park,  a 
point  in  the  foothills  about  three  miles  south  of  Platte  canyon. 
This  park  will  be  developed  as  a  resort  and  plans  for  a  large 
hotel  to  be  built  next  season  are  being  considered.  The  line  will 
be  i'l  miles  long  and  by  its  connection  with  the  Englewood  car 
line  will  make  Denver  accessible  by  about  an  hour's  ride.  An 
order  for  575  tons  of  steel  has  been  placed  with  the  Colorado  Fuel 
i  Iron  Company  and  it  is  stated  that  grading  will  begin  within  10 
■lays.  Right  of  way  has  been  secured  for  its  entire  length  and 
financial  arrangements  made  for  its  construction.  Incorporators: 
Thomas  Doan.  W.  W.  Borst  and  Daniel  Prescott,  Denver;  Walter 
Lyon  and  Jacob  T.   Keil.   Allegheny,   Pa. 

Elkins  Electric  Railway. — Incorporated  in  West  Virginia  to 
build  an  electric  street  railway  in  Elkins.  Capital  stock,  $50,000. 
Incorporators:  J.  C.  McSpadden  and  H.  F.  Berkebile,  Rockwood; 
W.  J.  Taylor,  Pittsburg;  J.  E.  Morgan  and  C.  W.  Maxwell,  Elkins. 
W.  Va. 

Macon  Americus  &  Albany  Electric  Railway. — Incorporated  in 
Georgia  to  build  an  electric  line  from  Macon  to  Albany,  through 
Bibb,  Crawford.  Houston.  Macon,  Sumter,  Lee  and  Dougherty 
counties,  touching  the  towns  of  Byron,  Fort  Valley,  Marshallville, 
Montezuma,  Oglethorpe,  Andersonville.  Americus,  Sumter,  Smith- 
ville  and  Leesburg.  The  line  will  be  199  miles  long,  with  the  prin- 
cipal office  of  the  company  at  Macon.  Capital  stock,  $200,000.  In- 
corporators: W.  J.  Massee,  M.  Felton  Hatcher,  J.  T.  Moore,  M.  H. 
Massee.  M.  J.  Hatcher.  J.  N.  Neel  and  D.  W.  Davis  of  Macon; 
N.  J.  Cruger,  Albany;  J.  C.  Walker.  Marshallville.  and  A.  C.  Riley, 
Ft.  Valley.     X.  J.  Cruger  of  Albany,  Ga.,  is  president. 

Oklahoma  City  El  Reno  &  Southwestern  Electric  Railway.— In- 
corporated in  Oklahoma  to  build  an  electric  interurban  line  from 
Oklahoma  City  to  El  Reno,  Chickasha,  Anadarko,  Hobart,  Lawton 
and  intermediate  towns;  also  from  El  Reno  to  Kingfisher.  Hennes- 
sey. Enid  and  Medford,  and  from  Kingfisher  to  Okeene  by  way  of 
Kiel,  a  total  of  275  miles.  Capital  stock,  $10,000,000.  Incorporators: 
Fred  Ehler.  J.  W.  Smith.  C.  C.  Smith  and  E.  B.  Cockrell  of  Hen- 
nessey, and  W.  R.  Blackburn  of  Kingfisher. 

Oklahoma  City  Rapid  Transit  Railway. — incorporated  in  Okla- 
homa to  build  an  interurban  railway  between  Oklahoma  City  and 
Tecumseh,  through  the  counties  of  Oklahoma.  Cleveland  and  Pot- 
tawatomie,   with    headquarters    at    Oklahoma    City.     Capital    stock. 

' Incorporators:     D.    D.    Klapp,     E.     W.    Millburn,    G.    M. 

.  .1.  H.  Surber,  Henry  Lopp.  G.  A.  Rugsles.  M.  H.  Tennison. 
C.  B.  Connor,  S.  B.  Mitchell  and  W.  E.  Powell.  Tecumseh,  and 
Mr.   Sllsby,   Saginaw,  Midi. 

Perkiomen  Traction  Company. — This  company,  which  proposes 
to  build  an  electric  line  11%  miles  long,  will,  on  April  22,  file  an 
application  for  incorporation.  It  is  stated  that  the  road  will  use 
the  Perkiomen  turnpike  part  of  the  way  and  extend  through  the 
borough  of  Green  Lane  to  a  terminus  at  the  intersection  of  the 
Perkiomen  turnpike  with  the  Sumneytown  turnpike.  Irvin  H. 
Bartman,  Schwenkville;  Henry  T.  Hunsicker,  Ironbridge;  Samuel 
E.  Hughes,  George  Dunn  and  John  H.  Dager,  Norristown,  Pa.,  are 
Interested. 

San  Joaquin  Valley  Western  Railroad. — Incorporated  in  Cali- 
fornia to  build  a  line  from  Fresno  westward  to  Watsonville,  con- 
necting at  the  latter  point  with  the  Ocean  Shore  Railway,  now 
under  construction  south  from  San  Francisco.  Capital  stock,  $6,- 
000,000.  of  which  $225,000  has  been  subscribed.  Incorporators:  C.  G. 
McBride  of  San  Jose,  Philip  McRae  of  Armona,  James  Shaw  Rob- 
ertson of  Hanford.  J.  O.  Hickman  of  Hanford,  A.  P.  May  of 
Coalinga.  W.  M.  Graham,  general  manager  of  the  California  Oil 
Fields,  Ltd.;  Senator  Thomas  Flint  of  San  Juan;  Truman  G.  Hart 
of  Fresno,  and  J.  A.  McClurg,  Jr.,  of  Fresno.  The  company  Is 
closely  associated  with  the  Ocean  Shore  Railway  and  J.  B.  Rogers 
of  San  Francisco  is  chief  engineer  of  both  companies. 

Scioto    Construction    Company. — li build 

tne    extensions    of    th<-    Columbus    Magnetic     Springs    &    Northern 
Ton  ■  i  >!'■  Spring  ■  r  i  *  I   Larue, 

O..    and    the    Columi  I    X-    Western    Railway    north    from 

Capital   stock.    $_'.".. 'him 
p.  H.  Heywood,  W.  H.  Ogan  of  Indl  B    Howard 

Bryan  and  J.  A.  Vandegrlft  of  Philadelphia. 


Alton  Jacksonville  &  Peoria  Railway. — J.  M.  Rhoads.  secretary, 
Jerseyville,  111.,  writes  that  this  company  proposes  to  build  a  line 
from  Alton  to  Jacksonville.  111..  65  miles,  through  Jerseyville.  Car- 
rollton,  Whitehall,  Roodhouse  and  Murrayville.  The  line  has  been 
surveyed  and  three  miles  of  track,  from  Alton  to  North  Alton,  has 
been  laid  this  year.  Grading  and  overhead  work  have  been  com- 
pleted from  Alton  to  Godfrey,  5  miles.  A.  O.  Auten  of  Jerseyville, 
president;  Robert  Curdie  of  Alton,  vice-president;  W.  R.  Heagler 
of  Jerseyville,   chief  engineer.     Headquarters,   Jerseyville. 

Bayou  Teche  Railway  &  Light  Company. — This  company,  in- 
corporated last  year  to  build  a  system  of  electric  railways  radiating 
from  New  Iberia,  La.,  has  given  orders  for  beginning  surveys  some 
time  this  week.     Paul  M.   Schneidau,  president,   New  Orleans,   La. 

Birmingham.  Ala. — The  Alabama  Land  &  Improvement  Com- 
pany is  interested  in  an  electric  line  which  it  is  proposed  to  build 
between  Chattanooga,  Tenn.,  and  Birmingham,  Ala.  Right  of  way 
is  being  secured   and  grading  is  in  progress  at  several  points. 

Carlyle  &  St.  Louis  Electric  Railroad. — A  mass  meeting  was 
held  at  Breese.  111.,  last  week  by  citizens  of  Carlyle.  Beckemeyer, 
Breese,  Aviston,  Trenton  and  Summerfield,  to  consider  plans  for 
building  an  electric  road  through  those  towns  to  Lebanon,  111.,  and 
St.  Louis.  Mo.  It  was  decided  to  incorporate  under  the  above 
name,  with  a  capital  stock  of  $5,000,  and  a  committee  of  12  was 
appointed  to  effect  an  organization.  T.  E.  Ford  of  Carlyle  is  chair- 
man of  the  committee. 

Cartersville,  Ga. — It  is  reported  that  a  route  has  been  surveyed 
and  partially  graded  for  a  line  from  Cartersville  to  Atlanta,  Ga., 
and  that  a  dam  is  to  be  constructed  across  the  Etowah  river,  three 
miles  from  Cartersville,  to  furnish  power  for  the  line. 

Chicago  <£.  Elgin  Electric  Railroad. — It  is  reported  that  this 
company  will  begin  construction  work  this  summer  on  its  line, 
which  is  to  connect  Elgin.  Bartlett.  Bloomingdale,  Addison.  Elm- 
hurst.  Melrose  Park,  Maywood  and  River  Forest.  The  line  when 
completed  will  be  26  miles  long.  The  capital  stock  is  $10,000. 
F.  W.  Kobusch  is  president;  E.  W.  Fischer,  vice-president;  J.  H. 
Roehler,  secretary,  and  Charles  F.  Strauschild,  treasurer.  Office. 
Bloomingdale,  111. 

Chicago  &  Western  Indiana  Traction  Compaiy. —  E  ii  Barrows, 
general  manager,  Indianapolis,  Ind.,  writes  that  the  American  En- 
gineering Company  of  Indianapolis,  which  recently  acquired  this 
company,  incorporated  to  build  from  Chicago  to  Louisville.  332 
miles,  via  Valparaiso.  Lafayette.  Crawfordsville,  Greencastle, 
Bloomington,  and  New  Albany,  now  proposes  to  build  the  section 
between  Greencastle  and  Lafayette.  57  miles,  connecting  at  Craw- 
fordsville with  the  line  of  the  Indianapolis  Crawfordsville  &  West- 
ern Traction  Company,  from  Indianapolis,  which  is  now  nearly 
completed.  This  line,  according  to  Mr.  Barrows,  will  probably  be 
acquired  by  the  Indianapolis  Crawfordsville  &  Western,  which  pro- 
poses to  extend  from  Crawfordsville  to  Kankakee.  111.,  making 
connection  with  the  Chicago  &  Southern  Traction  Company,  und.-r 
construction  between  Chicago  and  Kankakee.  The  Greenoastle- 
Lafayette  line  is  now  being  surveyed,  although  the  date  of  b. -sun- 
ning construction  has  not  been  decided.  Power  will  be  taken  from 
the  power  house   of  the  Indianapolis  Crawfordsville   &   Western   at 

Crawfordsville.     C.  W.  Wilson,  president  of  the  American  Engl r- 

ing  Company,  is  also  president  of  the  Chicago  &  Western  Indiana. 
and  W.  L.  Eckhouse  is  chief  engineer,  witli  offices  at  610  Traction 
Terminal   building,    Indianapolis. 

Chicago  City  Railway. — This  company  has  ordered  5,000  tons  of 
129 -pound  grooved  rails,  of  the  type  described  in  last  week's  issue 
of  the  Electric  Railway  Review,  page  457,  from  the  Lorain  Steel 
Company.  Under  the  general  plan  of  rehabilitation  of  the  prop,  rl 
as  provided  in  the  city  ordinances  passed  on  April  2,  these  rails 
are  to  be  used  to  replace  the  old  ones  now  in  use.  H.  B.  Fleming, 
chief  engineer. 

Chicago  Kenosha  Milwaukee  &  Lake  Geneva  Railroad. — Roger 
C.  Kimball,  210  Wisconsin  street,  Kenosha,  Wis.,  writes  that  this 
company  proposes-  to  build  from  Kenosha  to  Lake  Geneva,  40 
miles,  and  from  Kenosha  to  Waukegan,  16  miles.  The  line  has 
been  surveyed  and  a  right  of  way  100  feet  wide  has  been  purchased 
from  Waukegan  to  Kenosha.  Franchise  applications  are  now 
pending  in  both  Waukegan  and  Kenosha.  The  company  will  con- 
demn a  route  through  Kenosha  if  a  franchise  cannot  be  obtained. 
Construction  will  begin  as  soon  as  terminal  franchises  are  ob- 
tained. The  Illinois  portion  of  the  road  will  be  built  under  the 
name  of  the  Chicago  Waukegan  &  North  Shore  Railway.  George 
Wilcox,  Chicago,  president;  Frank  R.  Grover,  Unity  building,  Chi- 
cago,  vice-president;  R.  I.  Douglas,  Waukegan,   local  manager. 

Chicago   Union   Traction   Company. — This   company    has   ord  (red 
1  tons  of  129-pound  grooved  rails  from  the  Lorain    Steel   Com- 
pany.    These    are    the    standard    rails    prescribed    in    the    city    or- 
rlbed   in   last   week's   issue   of   the    Electric    Railway 
Re  ■  lew. 

Cleveland    Alliance    &     Mahoning    Valley    Railway. — Announce- 
ment   is   made   that   all   of   the   right   of   way   has   been   purchased 
sen    Newton   Falls  and   Warren,   O.,    for   the   proposed   electric 
road   iietween  Warren  and  Ravenna.     The  old  Baltimore  &  Ohio 
line  will   be  used   between   Ravenna  and   Newton  Falls.     This  part 
lie   road   is   financed   and   work   will   be   begun   within   a   week. 
J.  W.   Holcomb  of  Cleveland  is  one  of  the  promoters. 

Columbus  Magnetic  Springs  &  Northern  Traction  Company. — 
This  company,  which  has  acquired  the  Columbus  Urbana  &  West- 
ern  I.  illway,   has  established  offices  in  Columbus  and  will 


'iil-l 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  No.  If,. 


at   once  begin   - ring   iikIii   of  way  for  an  extension  up  the  east 

bank  of  the  Scioto  river  to  Dublin.     W.  II.  Ogan,  general  manager. 

Columbus  Urbana  &  Western  Electric  Railway,  Columbus,  O. — 
li  is  reported  Chat  the  wort  of  relaying  the  tracks  on  Spring  and 
Water  streets  in  ( 'uhimlius  will  begin  as  soon  as  the  <ily  starts 
to  improve  t lie  streets.  Several  carloads  of  grooved  rails  have 
been   received. 

•  Connersville,  Ind. — A  street    railway  system  is  being  promoted  in 

Connersville,  together  with  a  branch  extending  to  Milton,  six 
miles  south.  A  franchise  for  the  system  has  been  granted  to  local 
capitalists,  who  brought  an  agent  from  the  General  Electric  Com- 
panj  to  Connersville  t"  prepare  the  plans  and  estimates  for  the 
lonstruction  of  the  system  and   the  equipment  thereof. 

Denton,   Tex. — Ties  have  been  ordered  and   60-pound   rails   have 

i ii   contracted   for  with  the  Carnegie  Steel  Company  for  delivery 

in  July,  for  use  on  the  street  railwa.v  system  for  which  N.  M.  Lee 
recently  secured  a  franchise.  The  company  has  applied  for  a 
charter  and  has  elected  the  following  officers:  President,  H.  M. 
Griffin:  vice-president,  R.  J.  Wilson:  treasurer,  ('.  M.  Simmons: 
secretary,  Newton  M.  Lee. 

Duluth  Street  Railway. — Preparatory  to  the  construction  of  its 
new  line  on  Twenty-fourth  avenue  east,  from  Superior  to  Fourth 
street,  this  company  will  begin  within  the  next  60  days  to  replace 
the  "Y"  at  Eighth  avenue  west  and  Superior  street,  with  a  loop 
on  which  all  the  East  End.  Lakeside,  Hunter's  Park  and  East  and 
West  Fourth  street  cars  will  be  turned  back.  The  material  has 
been  ordered  and  the  work  of  taking  out  the  "Y"  and  of  con- 
structing the  loop  will  begin  as  soon  as  the  steel  arrives.  J.  Car- 
son.  Duluth,  Minn.,   chief  engineer. 

Eastern  Pennsylvania  Railways.  Lansford,  Pa. — This  company 
has  begun  work  on  the  construction  of  an  extension  from  Tamaqua 
to   .Middletown.   Pa. 

Fargo,  N.  D. — It  is  stated  that  Fargo  capitalists,  including 
L.  B.  Hanna.  are  interested  in  a  plan  to  build  an  electric  line  about 
two  miles  long,  connecting  Wahpeton  and  Breckenridge,  N.  D., 
although   the  plans  have  not  yet  taken  definite  shape. 

Ft.  Wayne  &  Springfield  Railway. — This  company  has  placed 
a  large  construction  force  on  the  Decatur-Portland  division,  with  a 
view  of  a  speedy  completion  of  the  extension  between  Decatur  and 
Portland.  Ind.  When  this  road  is  completed  to  Portland  it  will 
make  connection  with  the  Muncie  &  Portland  line  and  will  thereby 
constitute  a  third  through  line  between  Ft.  Wayne  and  Indianapolis. 

Franklin  &  Towamensing  Street  Railway. — A.  P.  Berlin  of 
Statington,  Pa.,  states  that  preliminary  surveys  will  be  made  this 
month  for  t lie  company's  proposed  line  to  connect  North  Weissport 
and  Milport,  Pa.,  about  10  miles,  and  that  the  road  will  be  built 
this    summer. 

Girard  Coal  Belt  Electric  Railway. — The  engineers  have  com- 
pleted the  survey  for  this  company's  proposed  line  from  Girard 
to  Mulberry.  Kan.,  and  construction  is  to  begin  in  about  a  week. 
The  line  passes  through  a  rich  coal  territory.  L.  H.  Phillips,  secre- 
tary, writes  the  company's  offices  are  located  at  Girard,  Kan., 
instead  of  at  Pittsburg,  Kan.,  as  reported.  James  McFarland  is 
president. 

Grand  Central  Traction  Company. — This  company,  recently  in- 
corporated, has  issued  a  prospectus  announcing  its  plans  for  build- 
ing a  line  from  Indianapolis  to  Eyansville,  Ind..  172  miles,  with  a 
branch  through  Saline  City.  Patricksburg  and  Spencer,  to  Terre 
Haute,  66  miles,  and  city  systems  in  Bedford  and  Bloomington.  It 
is  estimated  that  the  line  will  cost  $7,000,000.  Surveys  have  been 
started  and  the  right  of  way  is  being  secured.  The  capital  stock 
has  been  increased  to  $5,000,000  and  it  is  proposed  to  issue  $7,000,000 
bonds.  The  officers  are:  President.  W.  D.  Whitney,  Muncie,  Ind.: 
vice-president  and  general  manager,  Ora  W.  Blickenstaff,  Lafay- 
ette-; secretary  and  general  counsel.  David  H.  Morgan.  Brazil: 
treasurer.  Nathan  P.  Carter.  Indianapolis:  chief  engineer.  Will 
Duncan.  Bedford;  chief  electrician,  Horatio  A.  Morgan.  Brazil. 
The  company  has  general  offices  in  room  304  State  Life  building. 
Indianapolis. 

Illinois  &  Indiana  Traction  Company. — E.  E.  Barclay,  repre- 
senting J.  H.  Fertig  &  Co.  of  New  York,  states  that  this  company 
has  been  organized  to  build  an  electric  line  from  Quincy.  111.,  to 
Terre  Haute,  Ind.,  via  Hannibal,  Pittsfield,  Roodhouse,  Virden, 
Clarksdale,  Taylorville,  Assumption.  Windsor,  Neoga  and  Casey, 
and  that  a  franchise  will  he  applied  for  in  Taylorville  in  a  few 
days.  According  to  Mr.  Barclay  surveyors  will  begin  at  once  to 
locate  the  line  and  right  of  way  will  be  secured. 

Indiana  Columbus  &  Eastern  Traction  Company. — It  is  an- 
nounced that  the  route  of  the  extension  from  Lima  to  Bellefontaine, 
O.,    will    be   via   Huntsville.    Lakeview,    Lewistown   and   Waynesfield. 

Jacksonville  (Fla.)  Terminal  Company. — Bids  will  be  received 
until  April  20  for  the  construction  of  a  double-track  subway,  about 
47fi  feet  long,  including  approaches.  .1.  W.  Richardson,  engineer, 
Jacksonville,    Fla. 

Johnstown  (Pa.)  Passenger  Railway. — It  is  reported  that  this 
company  proposes  to  expend  about  $140,000  in  improvements  in 
Johnstown  this  summer.  Work  has  already  been  started  on  the 
double-tracking  of  the  line  through  the  Eighth  ward  out  to  Luna 
part,  at  a  cost  of  $36,000.  Other  improvements  are  as  follows 
Complete  rebuilding  and  double-tracking  of  the  road  through  the 
Fourth  and  Seventh  wards  and  Dale  borough  to  Walnut  grove,  at  a 
cost  of  $40,000;  the  reconstruction  of  the  lines  in  Broad  street. 
Fifteenth  and  Sixteenth  wards,  at  an  estimated  cost  of  $34,000;  the 
purchase  of  12  new  open  cars  for  summer  use,  the  cost  being 
$13,000.    These  cars  will  be  delivered  on  April  20.    Improvements  about 


the  car  bains  will  cost  $7. mm  and  the  installation  of  new  machinery 
in  the  Baumer  street  power  house  will  cost  $13,000. 

Junction  City  (Kan.)  Electric  Railway  Light  &  Ice  Company. — 
This  company  has  let  a  contract  to  Cook  &  Devine  for  grading  an 
extension  8,000  feet  long  to  the  military  reservation  near  Junction 
City.     The   work  involves  about  40,000  cubic  feet  of  grading. 

Kent  Traction  Company. — It  is  reported  that  this  company  will 
soon  begin  construction  on  its  line  from  Tolchester  to  Chester- 
town.    Md..    via    Fairlee,    11    miles.     A.    A.    Lamkin    of    Baltimore, 

president. 

Lancaster  &  Eastern  Railway. — H.  W,  Crawford,  Lancaster, 
Pa.,  chief  engineer,  writes  that  this  company,  which  Is  operated  by 
the  Conestoga  Traction  Company  of  Lancaster,  Pa.,  proposes  to 
build  an  extension  from  Christiana  to  Coatesville,  Pa.,  10.3  miles, 
via  Parkesburg,  which  is  now  being  surveyed  and  upon  which 
grading  will  begin  as  soon  as  the  right  of  way  is  secured.  The 
overhead  construction  will  be  of  the  span  type.  The  company  now 
has  a  line  in  operation  from  Lancaster  to  Christiana,  20  miles. 
W.   W.  Greist.  Lancaster,   is  president. 

Lima  &  Toledo  Traction  Company. — The  work  on  the  construc- 
tion of  the  extension  from  Leipsic  to  Toledo,  47  miles,  for  which 
J.  C.  Carland  of  Toledo  has  the  contract,  has  been  progressing 
rapidly  during  the  past  two  weeks.  Grading  is  now  practically 
completed  between  Leipsic  and  Deshlar  and  100  teams  and  125 
men  are  now  engaged  on  the  grading  between  Leipsic  and  the 
Maumee  river.  From  Deshlar  the  route  is  via  Weston  and  Tonto- 
gany  to  Maumee.  11  miles  from  Toledo.  From  Maumee  the  route 
has  not  yet  been  announced.  The  Maumee  river,  5  miles  south 
of  Maumee,  is  to  be  crossed  by  a  large  bridge.  It  is  estimated 
that  the  construction  of  this  line  will  cost  about  $35,000  per  mile. 
F.  T.  Hepburn  of  Lima,  O.,  is  general  manager. 

Litchfield  &  Torrington  Street  Railway. — It  is  reported  that 
construction  will  begin  this  summer  on  this  company's  line  from 
Torrington  via  Lake  Bantam  to  Litchfield,  Conn.,  10  miles.  W.  F. 
Dowd  of  Litchfield,   president. 

Louisville  &  Northern  Railway  &  Lighting  Company. — The  in- 
terurban  line  between  New  Albany,  Ind..  and  Louisville,  Ky., 
known  as  the  "Daisy  Line,"  which  has  been  leased  by  the  Louis- 
ville &  Northern  Railway  &  Lighting  Company  from  the  Kentucky 
&  Indiana  Bridge  Company,  will  be  extended  to  the  business  center 
of  New  Albany,  Ind.,  within  a  short  time,  according  to  representa- 
tives of  the  company.  Since  the  line  was  established,  nearly  20 
years  ago,  its  terminus  has  been  near  the  end  of  the  Kentucky  & 
Indiana  bridge  on  Vincennes  street.  Under  the  new  system  passen- 
gers will  not  be  required  to  change  to  city  cars.  The  company 
has  selected  a  route  for  its  line  from  New  Albany  to  Corydon  and 
French  Lick  and  West  Baden  Springs,  and  the  first  four  miles 
is  to  be  built  at  once. 

Ludington  Southern  Railway. — It  is  stated  that  the  right  of  \\.i\ 
has  been  secured  for  this  road  from  Ludington  to  Grand  Rapids, 
Mich.,  and  that  construction  will  begin  shortly.  N.  W.  Gifford  of 
Chicago  is  interested.  Thomas  J.  David,  Fremont,  Mich.,  is  chief 
engineer. 

Macon  (Ga.)  Railway  &  Light  Company. — As  soon  as  material 
that  has  been  ordered  by  the  company  reaches  the  city  work  will 
begin  upon  many  changes  in  the  present  street  railway  system  in 
Macon.  Council  has  granted  permission  to  the  company  to  make 
several  changes  in  the  tracks.  Some  of  the  streets  are  to  be 
double-tracked,  several  new  switches  are  to  be  placed  and  a  loop 
around  the  Brown  house  is  to  be  placed.  J.  T.  Nyham,  general 
manager. 

Minneapolis  Rochester  &  Dubuque  Traction  Company. — -William 
P,  Mason  of  Minnneapolis,  secretary  and  general  manager,  writes 
that  this  company  will  build  a  third-rail  line  from  Minneapolis  to 
Dubuque,  246  miles,  of  which  165  are  in  Minnesota.  Bids  for  the 
construction  of  the  first  90  miles  are  to  be  advertised  for  at  once. 
Officers  have  recently  been  elected  as  follows:  President.  M.  Wr. 
Savage;  vice-president,  W.  D.  Boutell;  treasurer,  E.  W.  Murphy; 
secretary,  William  P.  Mason,  ah  of  Minneapolis.  Robert  Baldwin 
of  Minneapolis   is   chief   engineer. 

New  York  &  Long  Island  Traction  Company. — This  company 
has  organized  by  electing  the  following  officers:  President,  George 
A.  Stanley  of  Cleveland;  vice-president,  C.  S.  Thrasher  of  Cleve- 
land; treasurer,  Joseph  Nutt  of  Cleveland;  secretary,  J.  A.  MacEl- 
hinney,  120  Broadway,  New  York.  The  company  plans  to  build  first 
to  connect  Mineola,  Roslyn  and  Port  Washington,  N.  Y.  Later 
from  Roslyn  a  line  will  be  built  to  Manhassett  and  Great  Neck, 
and  eventually  to  the  New  York  city  line  at  Little  Neck.  All 
franchises  have  been  secured  and  there  are  on  deposit  a  bond  for 
$5,000  and  $5,000  in  cash  to  insure  the  construction  of  the  line. 
The  contract  for  building  has  been  placed  with  the  Cleveland  Con- 
struction Company  and  work  will  be  begun  at  once.  The  plan  is 
to  rush  construction  and  it  is  hoped  to  have  the  Mineola,  Roslyn 
and  Port  Washington  line,  10  miles  long,  completed  and  in  opera- 
tion by  September  1.  The  company  has  arranged  with  the  Nassau 
Electric  Light  &  Power  Company  for  securing  power  from  that 
company's  plant  at   Glen  Cove. 

Oakland  (Cal.)  Traction  Company. — It  is  stated  that  this  com- 
pany  will   build   40  miles  of  various  extensions   this  season. 

Omaha  <£.  Nebraska  Central  Railroad. — Secretary  J.  H.  Rodgers 
has  announced  that  grading  on  the  proposed  line  from  Omaha 
to  Hastings,  Neb.,  will  begin  on  May  1,  at  the  Hastings  end. 
W.  H.  Fuller,  chief  engineer,  will  begin  this  week  placing  the 
grade  stakes. 

Pacific    Electric    Railway.    Los    Angeles,    Cal. — This    company   is 


April  13,  19D7 


ELECTRIC    RAILWAY    REVIEW 


505 


now    making    surveys    for   a    line    from    Los  Angeles   to   Huntington 
Beach,  Cal. 

Portland  Railway  Light  &  Power  Company. — F.  I.  Fuller,  vice- 
president,  writes  that  this  company  proposes  to  expend  about 
$1,000,000  the  coming  season  in  extensions,  reconstruction,  new  spe- 
cial work,  new  equipment,  etc.  The  company's  standard  rail  for 
residence  city  sections  is  a  6-inch,  72-pound  high  T-rail.  On  hard 
surfaces  this  rail  is  laid  on  a  6-inch  gravel  ballast,  with  concrete 
between  the  ties.  A  stone  block  pavement  is  laid  between  the 
rails  and  for  one  foot  outside,  on  a  1-inch  sand  cushion.  The  fill- 
ing between  the  rails  is  sometimes  cement  grouted  and  at  other 
times  hot  paving  pitch  is  poured  in.  On  main  city  streets  a  7-inch 
grooved  rail  is  used.  On  suburban  lines  60  and  70  pound  standard 
T-rails  are  used  for  ordinary  construction. 

San  Jose  (Cal.)  Railway. — This  company,  it  Is  reported,  pro- 
poses to  rebuild  about  16   miles  of  track  this  year. 

Shore  Line  Electric  Railway. — A.  William  Sperry,  engineer  of 
this  company,  which  proposes  to  build  from  Stony  Creek  to  Say- 
brook,  Conn.,  states  that  rails  have  been  ordered  and  contracts  for 
the  power  house  equipment  have  been  placed  with  the  Westing- 
house  company.  Twelve  miles  of  the  right  of  way,  from  Essex 
to  Westbrook.  have  been  purchased.  P.  B.  Learned  of  New  Lon- 
don.  Conn.,   is  president. 

South  Dakota  Gas- Electric  Railway. — This  company,  of  which 
Mayor  J.  A.  Cleaver  of  Huron.  S.  D.,  is  president,  is  making  sur- 
veys for  a  line  from  the  Northwestern  depot  to  the  state  fair 
grounds,  in  Huron.  This  portion  of  the  line  is  to  be  opened  on  Sep- 
tember 1  and  several  extensions  are  planned.  Each  car  will  carry 
a  250  -horsepower  motor. 

Springfield  Clear  Lake  &  Rochester  Interurban  Railway. — J.  E. 
Meliek,  president  and  chief  engineer,  writes  that  this  company, 
which  is  now  building  a  line  from  Springfield  to  Clear  Lake  and 
Rochester,  111.,  about  IS  miles,  also  proposes  to  build  a  line  to 
Hillsboro,  53  miles,  and  is  making  surveys  for  an  extensive  system 
connecting  Springfield  with  various  surrounding  towns  under  the 
name  of  the  Sangamon  Valley  Electric  Railway.  The  United 
States  Construction  Company  of  Springfield,  which  is  affiliated 
with  the  Springfield  Clear  Lake  &  Rochester  and  the  Sangamon 
Valley  companies,  is  doing  the  construction  work.  The  line  to 
Clear  Lake  has  been  completed  for  four  miles  out  of  the  center 
of  Springfield  and  cars  were  operated  over  this  line  on  March  11. 
The  cars  will  enter  the  city  over  the  tracks  of  the  Springfield  Con- 
solidated Railway  and  power  will  be  rented  from  that  company. 
Grading  on  the  line  to  Hillsboro  is  to  begin  about  June  1. 

Tacoma  Railway  &  Power  Company. — Bids  have  been  asked 
for  the  construction  of  four  200-foot  bridges  for  the  Puyallup  line. 
Rails  for  the  line  have  been  delivered  and  one  mile  of  track  has 
been  laid.  Rapid  progress  is  being  made  on  the  grading.  Arrange- 
ments are  being  made  for  an  extension  of  the  American  Lake  line 
to  Murray.  2%  miles. 

Terre  Haute  &  Western  Railroad. — It  is  reported  that  a  large 
force  of  men  is  now  at  work  near  Sandford,  111.,  on  the  grading  for 
this  proposed  line  from  Terre  Haute,  Ind.,  to  Paris,  111.  James 
Stewart.  Paris.  111.,   is  interested. 

Texas  Traction  Company,  Dallas,  Tex. — Several  additional  grad- 
ing outfits  are  to  be  employed  on  the  Sherman-Dallas  interurban 
line  and  the  construction  of  the  line  pushed  to  completion  at  an 
earlier  date  than  was  originally  contemplated.  President  J.  F. 
Strickland  said  on  April  6:  "Arrangements  have  been  made  for  a 
large  force  to  begin  grading  just  north  of  Dallas  next  week.  We 
shall  also  more  than  double  the  force  on  construction  within  the 
next  30  days.  The  factories  inform  us  that  they  are  going  to  be 
able  to  deliver  our  material  considerably  earlier  than  they  thought 
they  could  at  the  time  we  placed  our  contracts  with  them,  and  it 
is  now  conservative  to  say  that  the  road  will  be  completed  before 
the  end  of  the  year.  With  the  exception  of  the  Cotton  Belt  at 
Piano,  we  shall  have  either  overhead  or  underground  crossings 
of  all  steam  tracks  intersecting  our  route.  We  shall  cross  the 
Frisco  overhead  just  outside  of  Sherman,  run  under  the  Houston  & 
Texas  Central  at  Caruth's  Switch  and  go  above  the  Katy  at  a  point 
from  which  we  will  connect  with  the  Bryan  street  line  of  the  Dallas 
Consolidated   Electric  Railway  Company." 

Toledo  Wabash  &  St.  Louis  Railroad. — C.  D.  Whitney  of  Toledo. 
O.,  president,  writes  that  this  company  proposes  to  build  an 
electric  line  from  Toledo  to  St.  Louis,  via  Defiance,  O.,  and  Ft. 
Wayne.  Indianapolis  and  Terre  Haute,  Ind.  Surveys  have  been 
completed  from  Toled"  to  Ft.  Wayne.  35  miles,  and  a  power  house 
at  Miami,  O.,  has  been  purchased.  George  G.  Metzger,  vice-presi- 
dent; J.  P.  McAfee,  treasurer;  s.  L.  McAfee,  secretary,  all  of 
Toledo. 

United  Railways,  Portland,  Ore. — It  is  stated  that  rapid  prog- 
ress is  being  made  in  this  company's  lines  in  Portland.  The  rails 
are  being  laid  on  reinforced  concrete  stringers  with  steel  ties. 
Twenty  carloads  of  rails  are  being  shipped.  L.  B.  Wickersham, 
chief   engineer. 

Wausau  (Wis.)  Street  Railway. — Work  on  the  street  railway 
line  In  Wausau  was  resumed  last  week.  Last  year  three  miles  of 
track  was  laid  and  this  year  It  is  proposed  to  lay  several  more. 
The  line  Is  to  be  extended  north  to  Brokaw,  five  miles,  and  possibly 
to  Merrill.     Neal  Brown  of  Wausau,  president. 


POWER    HOUSES  AND  SUBSTATIONS. 


Black  Hills  Traction  Company. — It  Is  announced  that  tests 
have  Just  been  completed  on  the  hydraulic  power  installation  in  the 
power  house  of  this  company,  located  at  Redwater,  about  10  miles 


from  Spearfish,  S.  D.  The  tests  are  reported  to  be  highly  satis- 
factory to  the  officials  of  the  company,  as  well  as  the  manufac- 
turers. The  generating  capacity,  which  is  1,500  horsepower,  is 
said   to  be  the  largest  in  the  Black  Hills. 

Bristol  &  Plainville  Tramway,  Bristol,  Conn. — This  company 
has  purchased  a  250-horsepower  boiler,  to  be  installed  in  the  new 
extension  to  the  boiler  room,   to  be  built  shortly. 

Consolidated  Railway. — This  company,  it  is  reported,  will  build 
a  new  brick  substation  at  Middletown,  Conn.,  about  36  by  70  feet. 

Cumberland  &  Westernport  Electric  Railway. — It  is  reported 
that  this  company  has  begun  construction  of  a  power  house  at 
Claryville,  Md.,  which  will  be  of  brick,  concrete  and  steel  con- 
struction, 30  by  90  feet,  in  which  will  be  installed  a  550-kilowatt 
generator  and  650-horsepower  boiler.  J.  E.  Taylor  of  Frostburg, 
Md..   is  superintendent,  and  Daniel   Shumm  electrical  engineer. 

Evansville  Princeton  &  Vincennes  Interurban  Railway. — It  is 
announced  that  this  company  will  enlarge  the  reservoir  at  the  Ft. 
Branch  (Ind.)  power  house  to  permit  operating  the  station  during 
dr-  seasons.  The  reservoir  will  be  about  300  feet  long,  200  feet 
wi  e  and  about  12  feet  deep,  which  is  expected  to  furnish  a  capacity 
su    cient  for  all  emergencies. 

Hudson  Valley  Railway  Company. — It  has  been  officially  an- 
nounced that  the  work  of  constructing  the  power  plant  to  be  erected 
on  the  property  recently  purchased  by  the  Delaware  &  Hudson 
Company  on  the  bank  of  the  Hudson  river,  just  south  of  Mechanics- 
ville,  will  be  begun  at  once  by  the  Hudson  Valley  Construction 
Company,  to  whom  the  contract  has  been  awarded.  It  is  proposed 
to  build  a  steam  turbine  power  plant  for  generating  electric  power 
for  the  Hudson  Valley  Railway  Company,  including  large  buildings 
and  an  elaborate  system  of  tracks,  trestles  and  coal  storage 
grounds.  Spurs  from  the  main  line  of  the  Delaware  &  Hudson 
Company  will  run  to  the  property  from  both  north  and  south,  and 
according  to  the  plans  prepared  by  the  architects,  J.  G.  White  & 
Co.,  the  power  station  will  be  erected  about  1,000  feet  north  of 
the  dam  of  the  Hudson  River  Electric  Power  Company.  The  en- 
gineers of  the  Hudson  Valley  Construction  Company  have  been 
making  measurements  at  the  property  and  the  company  will  begin 
soon  to  make  excavations  for  building  and  intake  canal  from  the 
river  through  the  site  of  the  big  power  station.  This  canal  will  be 
ISO  feet  long  and  12  feet  wide  and  will  furnish  water  for  the  con- 
densing plant.  The  engine  room  to  be  constructed  will  be  about 
180  by  70  feet  and  the  boiler  room  about  ISO  by  75  feet.  The  Dela- 
ware &  Hudson  Company  will  expend  between  $500,000  and  $600,000 
in  the  construction  of  the  plftnt.  It  is  expected  to  have  a  part  of 
it  ready  for  operation  in  August  of  this  year.  A.  Eckstrom  is  con- 
sulting electrical  engineer,  Delaware  &  Hudson  Company,  Albany; 
Charles  P.  Boland  is  general  manager  of  the  Hudson  Valley  Con- 
struction Company,   Times  building,   Troy. 

Lexington  &  Interurban  Railway,  Lexington,  Ky. — It  is  re- 
ported that  this  company  will  erect  its  central  power  house  at 
Valley  View,   Madison  county,   Kentucky,   on  the  Kentucky  river. 

Mahoning  &  Shenango  Valley  Railway  &  Light  Company.— 
It  is  reported  that  this  company  will  install  a  complete  coal  and 
ash  handling  conveyor  in  its  North  avenue  power  station.  When 
this  work  has  been  completed  and  other  improvements  and  exten- 
sions which  are  now  under  way  are  completed  the  plant  at  West 
Federal  street  and  at  Niles  and  Edenburg,  Pa.,  will  be  abandoned 
and  dismantled. 

Milwaukee  Electric  Railway  &  Light  Company. — One  of  the  300- 
kilowatt  direct-current  generators  at  the  Commerce  street  power 
house  of  this  company  was  burned  out  on  Monday  evening,  April 
S,  1907.  The  accident  caused  a  delay  to  traffic  for  about  half  an 
hour  and  necessitated  switching  the  current  from  one  line  to  an- 
other in  order  to  keep  all  the  lines  in  operation. 

San  Francisco  Gas  &  Electric  Company. — The  power  station  of 
the  San  Francisco  Gas  &  Electric  Company,  which  supplies  cur- 
rent to  several  of  the  interurban  roads  radiating  from  San  Fran- 
cisco, Cal.,  was  severely  damaged  by  fire  last  week,  the  loss  being 
estimated  at  $2,500,000. 

Seattle  Electric  Company. — It  is  announced  that  the  3,000-kilo- 
watt  turbine  ordered  by  this  company  has  been  shipped  from  the 
General  Electric  works  at  Schenectady,  N.  Y.,  and  will  soon  be  in 
operation.  This  is  the  first  unit  to  be  installed  and  will  be  imme- 
diately followed  by  an  8,000-kilowatt  turbine,  which  will  make  the 
total  capacity  of  the  plant  about  17,000  horsepower.  The  boilers 
and  piping  for  the  new  unit  are  being  rapidly  erected  and  it  is  ex- 
pected that  they  will  be  complete  by  the  time  the  turbines  are  in- 
stalled. 

Utah  Light  &  Railway  Company. — It  is  reported  that  J.  H. 
Babcock,  supervising  electrical  engineer  of  all  the  Harriman  rail- 
road lines,  is  in  Salt  Lake  conferring  with  W.  H.  Bancroft,  presi- 
dent of  the  Utah  Light  t\i  Railway  Company,  regarding  the  details 
mi  i  lie  plans  now  being  prepared  for  a  15,000-horsepower  railway 
stat'on,  to  be  erected  at  Salt  Lake.  The  new  power  house,  which 
when  completed  will  have  cost  approximately  $1,000,000,  will  be 
of  sufficient  capacity  to  furnish  all  the  power  required  for  the  elec- 
tric car  service  should  the  water-power  plant  break  down.  No  de- 
i.ni:  of  the  construction  have  as  yet  been  completed,  but  it  is 
definitely  announced  that  work  is  being  rushed  and  operations 
will  be  commenced  as  soon  as  plans  can  be  completed. 

Winnipeg  Street  Railway. — This  company  has  ordered  all  ma- 
chlnery  and  electrical  equipment  for  the  Winnipeg  Selkirk  &  Lake 
Winnipeg  Railway,  which  will  be  installed  as  rapidly  as  possible, 
and  there  will  also  he  two  booster  substations  along  the  route  to 
compensate  for  the  drop  which  would  otherwise  occur  on  such  a 
long  line. 


506 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  Xo.  15 


Personal  Mention 


Financial  News 


Mr.  J.  A.  Pierce  has  resigned  as  superintendent  of  traffic  of 
the  Mexico  Electric   Tramways,   Limited. 

Mr.    ll.    E.   Chubbuck,    gene:  il    nager   of   the    Illinois    Valley 

Railway,  has  removed  hia  office  from  La  Salle  to  Ottawa,  ill. 

Mr.  R.  C.  Thurston  has  been  appointed  supervisor  of  electric 
service  of  the  Erie  Railroad,  with  headquarters  at  Avon,  N.  Y. 

Mr.  Fred  Ikes  of  Rushville,  Ind.,  has  been  appointed  chief 
engineer  of  the  Indianapolis  &  Louisville  Traction  Company  at 
Scottsburg,   Ind. 

.Mr.  Alexander  Mclver  has  resigned  as  mastei  in.  chanii  i  f  the 
Chicago  &  .Milwaukee  Electric  Railroad,  effective  on  April  12,  to 
join    the    staff   of   the   New   York   City   Railway. 

Mr.  Morris  Hacker  of  Washington,  D.  C,  has  been  appointed 
principal  asisstant  engineer  of  the  Schoepf  syndicate  lines  and 
will  have  headquarters  at  Lima,  O..  in  charge  of  the  construction 
work   between   Lima  and   Bellefontaine. 

Mr.  J.  H.  Bennett,  formerly  auditor  of  the  Northern  Electric 
Company,  Chico,  Cal.,  has  been  appointed  general  passenger  and 
freight  agent  of  its  interurban  lines,  with  headquarters  at  Chico, 
effective  on  April  S.  Mr.  H.  L.  Gibson  will  succeed  Mr.  Bennett  as 
auditor. 

Mr.  R.  E.  Danforth,  heretofore  vice-president  and  general  man- 
ager of  the  Rochester  Railway,  Rochester.  N.  Y.,  as  announced 
in  the  Electric  Railway  Review  of  March  30,  1907,  has  been  ap- 
pointed general  manager 
of  the  street  railway  de- 
partment of  the  Public 
Service  Corporation  of 
New  Jersey,  to  succeed 
Mr.  A.  H.  Stanley,  re- 
signed. Mr.  Danforth, 
whose  portrait  is  pre- 
sented herewith.  was 
horn  at  Buffalo,  N.  Y.,  in 
1868,  and  was  educated 
at  Cornell  University.  In 
1S91  he  entered  the  serv- 
ice  of  the  Buffalo  Rail- 
wax-  Company,  in  the 
mechanical  department. 
From  1891  to  1901  he  held 
various  positions,  includ- 
ing that  of  superintend- 
ent. In  1901  he  was  made 
general  manager  of  the 
Lake  Shore  Electric  Rail- 
way Company  at  Cleve- 
land,  O..    and   on  April    1. 

1902.  resigned  to  become 
assistant  general  mana- 
ger of  the  Rochester 
Railway.       In     December, 

1903.  he  was  made  gen- 
eral manager  of  the  Rochester  Railway  Company  and  in  December, 
1906,  was  given  the  additional  title  of  vice-president.  Mr.  Dan- 
forth will  assume  charge  as  general  manager  of  the  Public  Service 
Corporation  on  May  1.  Mr.  Danforth  was  president  of  the  Street 
Railway  Association  of  the  State  of  New  York  during  the  yeai 
1905-1906. 

Mr.  P.  P.  Crafts,  general  manager  of  the  Iowa  &  Illinois  Rail- 
wax-  at  Clinton,  la.,  who  was  recently  appointed  manager  of  the 
electrical  department  of  the  Ft.  Dodge  I 'es  Moines  &  Southern 
Electric  Railway,  Des  Moines.  la.,  has  decided  not  to  accept  the 
new  position,    hut   will   retain    his   position    at   Clinton. 

Mr.  F.  W.  Casler,  superintendent  of  the  Manchester  street 
power  station  of  the  Rhode  Island  Company,  Providence,  R.  I., 
has  resigned  to  take  charge  of  the  Lincoln  street  power  station  of 
the  Boston  Elevated  Railway,  Boston,  Mass.  Mr.  G.  W.  Hawley 
of  Providence  has  been  appointed  to  succeed  Mr.   Casler. 

Mr.  C.  S.  Young,  who  has  been  chief  engineer  of  the  New 
'ii  l.ans  &  Baton  Rouge  Electric  Railway,  with  office  at  New  Or- 
leans, since  that  company  was  acquired  by  Stone  A  Webster  of 
Boston,  Mass..  has  been  appointed  general  superintendent  of  con- 
struction of  the  Stone  &  Webster  lines  in  Texas,  with  offices  al 
Dallas. 

Mr.  F.  L.  Fuller,  vice-president  and  general  manager  of  the 
New  York  &  Queens  County  Railway  and  the  Long  Island  Electric 
Railway,  was  elected  president  of  the  former  company  at  a  meet- 
ing of  the  directors  held  in  New  Y'ork  city  on  April  3,  succeeding 
Mr.  Arthur  Turnbull,  who  is  at  present  in  Europe.  Mr.  Fuller  has 
been  connected  with  the  New  Tone  properties  since  1903.  Prior  to 
1893  he  had  charge  of  the  St.  Paul  (Minn.)  street  railways,  resign- 
ing his  position  there  to  become  assistant  superintendent  and  later 
general  superintendent  of  the  West  Chicago  Street  Railroad  Com- 
pany. In  1S99  he  was  offered  and  accepted  the  position  of  president 
and  general  manager  of  the  Interstate  Railway  Company,  Phila- 
delphia, where  he  remained  until  1903,  when  he  resigned  to  become 
vice-president  and  general  manager  of  the  New  York  &  Queens 
County  Railway,  which  position  he  has  held  until  his  present  ap- 
pointment. 


Danforth. 


Atlantic  City  (N.  J.)  &  Suburban  Traction  Company. — The 
creditors'  committee,  composed  of  John  L.  Clawson  of  Philadelphia, 
H.  von  H.  Stoerer  of  Chester,  Pa.,  and  A.  C.  Stamm  of  Harrisburg. 
Pa.,  prior  to  the  meeting  of  shareholders  on  March  30,  at  which 
It  was  decided  to  issue  $30,000  preferred  stock,  issued  a  circular 
letter,  an  abstract  of  which  follows:  The  company  defaulted  in 
the  interest  due  February  1.  1907,  upon  its  $750,000  outstanding 
bonds.  The  company  has  a  floating  debt  of  about  $100,000:  has  is- 
sued $27,000  car  equipment  bonds,  and  has  entered  into  a  contract 
to  pave  Florida  avenue,  Atlantic  City,  at  a  cost  of  about  $15,000. 
The  plan  of  readjustment  which  it  seems  best  to  adopt  to  accom- 
plish the  desired  end  is  to  defer  the  payment  of  the  interest  due 
on  February  1,  and  August  1,  1907,  on  the  first  mortgage  bonds; 
negotiable  scrip  will  be  issued  for  this  interest  payable  with  in- 
terest at  the  rate  of  5  per  cent  per  annum  from  the  date  of  each 
coupon,  the  principal  to  be  paid  at  the  option  of  the  company  with- 
out impairment  of  the  lien.  The  refunding  mortgage  bondholders 
are  asked  to  agree  that  the  interest  for  two  years  upon  their  bonds 
shall  be  deferred  upon  the  same  conditions,  and  also  to  purchase  at 
par  6  per  cent  non-cumulative  preferred  stock  in  amounts  equal  to 
12  per  cent  of  their  holdings  of  the  bonds.  The  unsecured  creditors 
are  asked  to  accept  preferred  stock  as  full  payment  of  their  claims, 
as  of  March  1,  1907,  amounting  to  $50  and  upwards.  The  taxes,  as 
well  as  debts  of  less  than  $50,  must  be  paid  in  cash;  but  if  the 
plan  is  to  succeed  and  the  property  be  saved  from  a  receivership, 
unsecured  creditors  for  advances,  supplies,  machinery,  etc.,  must 
accept  preferred  stock. 

Birmingham  (Ala.)  Railway  Light  &  Power  Company. — Gross 
earnings  for  the  year  ended  February  28,  1907,  are  reported  as 
$1,998,270.  Net  earnings,  after  the  payment  of  operating  expenses 
and  taxes,  were  $808,925.  After  the  payment  of  bond  interest, 
amounting  to  $406,322,    the  surplus  was   $402,603. 

Chicago  &  Milwaukee  Electric  Railroad  Company,  Chicago. — 
Joseph  E.  Otis  and  George  M.  Seward  have  resigned  as  directors 
and  are  succeeded  by  P.  G.  Beach  and  G.  L.  Francis. 

Chicago  General  Railway  Company. — Amy  Bonney  has  filed  a 
hill  in  the  circuit  court  at  Chicago  alleging  that  Edward  F.  Bry- 
ant is  incompetent  to  administer  the  trust  of.  50  persons  in- 
terested in  this  company.  She  asks  to  have  returned  to  her 
$2i,000  bonds  of  the  Chicago  Midland  Transit  Company  and  700 
shares  of  the  Chicago  '4eneral  Railway  Company,  the  value  of 
which,  she  declares,  has  been  reduced  to  practically  nothing  by 
the  transactions  of  Mr.  Bryant  and  his  associates.  In  1904  Mr. 
Bryant,  the  bill  says,  agreed  to  act  as  trustee  for  the  holders  of 
stocks  or  bonds  of  the  Chicago  General  Railway  Company,  the 
Chicago  Midland  Transit  Company  and  the  West  &  South  Towns 
Street  Railway  Company,  and  to  reorganize  the  properties.  The 
hill  charges  the  fraudulent  issue  of  receivers'  certificates  and 
asks  the  appointment  of  a  receiver  to  take  charge  of  all  the 
securities  and  interests  involved  in  the  trust,  and  also  that  Mi- 
Bryant    be    compelled    to    render    an    accounting. 

Humboldt  Transit  Company,  Eureka,  Cal. — Control  of  this  com- 
pany, it  is  reported,  has  been  purchased  by  George  Heazleton  of 
San  Francisco.     The   company  has  10   miles  of  track  in   Eureka. 

Indianapolis  Huntington  Columbia  City  &  Northwestern  Trac- 
tion Company,  Indianapolis. — The  appointment  of  a  receiver  for 
this  road  has  been  requested  by  Frank  M.  Dell  in  court  proceedings 
at  Indianapolis.  It  is  reported  that  the  McGowan  interests  may 
acquire  the  property. 

Lincoln  (Neb.)  Traction  Company. — A  semi-annual  dividend  of 
4  per  cent  has  been  declared  on  the  common  stock,  placing  it  on  an 
8  per  cent  annual  dividend  basis.     In  1906  the  rate  was  6  per  cent. 

Philadelphia  Rapid  Transit  Company. — The  directors  on  April  4 
issued  a  call  of  $5.00  a  share  on  the  600,000  shares  of  stock  of  the 
company,  par  value  $50,  of  which  $30  has  been  paid  in.  The  assess- 
ment is  payable  on  or  before  May  6. 

United  Railways  &  Electric  Company,  Baltimore. — The  report 
for  the  year  1906  compares  as  follows: 

1906.  1905.                  1904. 

Gross  earnings   $6,853,102  $6,023,698        .>.".. 44". '.uj 

Operating  expenses    3.220.942  3,765,292          2,876,538 

Net  earnings   $3,632,160        $2,258,406        12,664,404 

Other   income    4.725  2,725  10,238 

Total   income    $3,636,885         $2,261,131         $2,574,642 

Fixed   charges   2,365,581  2,230,067  2.244. 578 

Surplus     $1,271,298         $      31,064         S    330. 064 

Extraordinary  expenditures   980,000        

Balance    *    291,298         $      31,064         $    330,064 

Since  the  fire  in  1904  the  company  lias  spent  for  betterments 
and   improvements  $6,891,734.21. 

West  End  Street  Railway,  Boston. — The  Massachusetts  railroad 
commission  has  authorized  this  company  to  issue  $420,000  additional 
common  stock  at  $S5  a  share,  par  value  $50,  to  meet  the  cost  of 
additions  and  improvements. 


April  13,  1907. 


ELECTRIC    RAILWAY    REVIEW 


..ii, 


Manufactures  and  Supplies 


ROLLING    STOCK. 


New  York  &  Queens  County  Railway.  Long  Island  City,  N.  T., 
is  in  the  market  for  40  cars. 

Henderson  City  Railway,  Henderson,  Ky..  is  in  the  market  for 
three  car  bodies  of  the  closed  type. 

Chicago  City  Railway,  Chicago,  has  just  placed  an  order  for 
300  cars  with  The  J.  ''..   Brill  Co  npany. 

Puget  Sound  Electric  Railway,  Tacoma,  Wash.,  has  ordered  six 
cars  from   the  American   Car  Company. 

Chester  Traction  Company,  Chester,  Pa.,  has  purchased  seven 
35-foot  semi -convertible  cars  from  The  J.  G.  Brill  Company. 

Meadville  Conneaut  Lake  &  Linesville  Electric  Railway.  Mead- 
ville. Pa.,  has  placed  an  order  with  the  St.  Louis  Car  Company 
for   five   cars. 

Erie  Cambridge   Union  &  Corry  Railway,  Eric,  Pa.,  is  preparing 

-  and  specifications  for  new  ears  and  equipment  and  will  make 
purchases  about  July  1. 

Union  Street  Railway,  New  Bedford.  Mass.,  according  to  official 
advice  lias  ordered  one  double-truck  ft  eight  car  and  six  box  passen- 
ger ears  from  J.  M.  Jones'  Sons.  These  will  be  equipped  with  Tay- 
lor trucks  and  Westinghouse  101B  motors 

Spokane  &  Inland  Railway,  Spokane.  Wash.,  has  ordered  from 
the  Westinghouse  Electric  &  Manufacturing  Company  eight  single- 
phase  electric  locomotives,  to  weigh  144,000  pounds  each.  They 
will   be   equipped   with   four   motors   of   250   horsepower   each. 

Rhode  Island  Company,  Providence,  R.  I.,  has  placed  an  order 
for  20  vestibule  cars  for  delivery  next  fall.  The  company  placed 
orders  some  time  ago  for  21  cars  for  delivery  in  April  and  for  14 
cars  which  are  now  ready  to  be  put  into  service.  It  is  understood 
all  the  cars  will  be  built  by  the  Cincinnati  Car  Company. 

Dallas  Consolidated  Street  Railway,  Dallas.  Tex.,  recently  or- 
dered six  double-truck  closed  cars  from  the  American  Car  Com- 
pany. These  are  for  city  service,  will  be  40  feet  long  over  vestibule. 
8  feet  4  inches  wide  and  will  be  equipped  with  Brill  27-G  trucks 
and  two  motors  on  each  car,  with  a  capacity  of  50  horsepower  each. 

Oakland  Traction  Company,  Oakland,  Cal.,  as  reported  in  the 
Electric  Railway  Review  of  January  19,  has  arranged  for  the  build- 
ing of  considerable  new  equipment  in  its  own  shops  during  1907. 
This  will  include  60  motor  cars,  20  of  which  will  be  50-foot,  double- 
truck  cars  and  20  double-truck  cars  55  feet  in  length;  also  10 
coaches  and  10  standard -gauge  flat  cars. 

Northwestern  Elevated  Railroad.  Chicago,  is  preparing  plans 
specifications  for  4ii  coaches  and  will  place  the  order  in  about 
two  weeks.  They  will  be  of  the  same  dimensions  as  the  35  com- 
bination motor  and  trailer  cars  ordered  last  fall  from  the  Jewett 
Car  Company,  which  are  now  being  delivered.  All  the  new  cars 
will  be  equipped  with  45-ineh  sliding  doors  and  it  is  the  intention 
of  the  company  to  remodel  the  vestibules  and  doors  of  all  its  old 
equipment  to  conform  with  that  now  being  put   into  service. 

Morris  County  Traction  Company,  Morristown,  X.  J.,  as  re- 
ported in  the  Electric  Railway  Review  of  April  6,  placed  an  order 
on  March  12  with  the  Jackson  &  Sharpe  plant  of  the  American  Car 
&  Foundry  Company,  Wilmington,  Del.,  for  six  semi-convertible 
for  November  delivery.  These  will  have  a  seating  capacity 
of  :;<;  passengers,  length  of  body  30  feet  9  inches,  length  over 
vestibule,  40  feet  9  inches,  widtli  over  sills  S  feet,  will  have  under- 
frame  and  body  of  wood  and  will  be  equipped  with  American  Car 
&  Foundry  Company's  type  C  trucks. 

Beloit  Traction  Company,  Beloit,  Wis.,  as  reported  in  the  Elec- 
tric Railway  Review  of  February  23,  has  placed  an  order  with  the 
St.  Louis  Car  Company  for  six  closed  cars  for  delivery  on  July  1. 
The  company  expects  to  place  an  order  this  fall  for  four  open  cars 
for  1908  delivery.  The  specifications  on  the  closed  cars  call  for  the 
following  details: 
Seating  capacity  .  .32  passengers       Width — 

Wheel  base   9  ft.  Inside 7  ft.  8  in. 

Length —  Over  all  8  ft. 

Body  22  ft.       Body    Wood 

Over  all  30  ft.       Underframe    Steel 

Brakes  Hand  power 

Camden  Interstate  Railway,  Huntington,  W.  Ya..  as  reported  In 
the  Electric  Railway  Review  of  March  2,  has  placed  an  order  with 
the  Nlles  Car  &  Manufacturing  Company  for  eight  lnterurban  cars. 
for  delivery  on  June  15.  The  specifications  call  for  the  following 
details: 

Width,   over  all 8   ft.   4   in.       Height,      track      to      trolley 

Length,  over  vestlbule.47  ft.  8  In.  base    13   ft. 

Weight 27. mm  lb.       Wheel  base   6  ft. 

Seating  capacity.. 62  passengers 

Special   Equipment. 

Air  brake   General  Electric       Seats   Hale  &   Kllburn 

Couplers     Brill       Trucks    Baldwin 

Motors   4  GE-80 

Conneaut  &  Erie  Traction  Company,  Erie,  Pa.,  as  reported  In 
the  Electric  Railway  Review  of  April  6,  has  placed  an  order  with 
the  Jackson  &  Sharpe  plant  of  the  American  Car  &  Foundry  Com- 
pany, Wilmington,  Del.,  for  two  combination  passenger  and  express 


cars.     These  cars  were  ordered  about  February  1   and   are  for  de- 
livery about  May  1.     The  specifications  call  for  the  following  details: 

Seating  capacity.. 4S   passengers       Width,   inside 8  ft. 

Wheel  base,  each  truck. 4  ft.  6  in.  Over  all    8  ft.  4  in. 

Length  of  body 35  ft.       Height,  track  to  trolley  base 

Over  vestibule 43  ft.  12  ft.   4   in. 

Over  all   47  ft.        Body  and  underframe Wood 

Special    Equipment. 

Air   brakes    Christensen        Journal     bearings Bronze 

Brakeshoes     Journal    boxes    Peckham 

Am.   Brake  Shoe  &  Fdy.        Motors     4    GE-57 

Couplers    Radial   type       Paint    Tuscan   red 

Curtain     material Pantasote       Roofs   Steam  road  type 

Fenders    Co.    standard        Safety  tread .  .Am.  Safety  Tread 

Gears  and   pinions Nuttall       Seats    Hale  &  Kilburn 

Gongs    Brill    Dedenda       Trolley     poles     and     attach- 

Hand    brakes Am.    C.    &    F.  ments    Nuttall 

Headlights    Wagenhal       Trucks    Peckham 

Interior    finish    Oak 

City  Railway,  Dayton,  O.,  as  reported  in  the  Electrii  Railway 
Review  of  April  >:.  placed  an  order  on  March  1*  with  the  Barni  i  & 
Smith  Car  Company  for  11  closed  ears  for  delivers  in  October. 
1907.     The  specifications  call  for  the  following  details 

Seating  capacity.  .32  passengers        Width,  inside 7  ft     I  in 

Wheel  has,- 6  ft.  6  in.  I  (ver  all 8  ft     2  in 

Length,  inside  body.. 20  ft.  7  in.        Height,  inside s  ft.   3  in 

Over  vestibule 24  ft.  7  in.  Sill  to  trolley  base. .8  ft.  9  in 

1  'vei   all   2S  ft.   ,  in.  Track  to  trolley  base. 11  ft.  1  in. 

Body  and  underframe Wood 

Special    Equipment. 

Curtain   fixtures National       Headlights   Dayton   Mfg.   Co 

Curtain   material Pantasote        Interior  finish .... 

fenders    Journal  boxes  and  bearings. 

.Co.  stand. — Crawford  pattern  Barney   &   Smith 

'  (ears  and  pinions. General  Elec.        Motors GE-67 

Gongs Dayton  Mfg.  Co.        Varnish   Flood   &   Conklin 

Hand    brakes Kling        Trolley    poles    and    attach 

I  bating   system General    Electric 

Cooper  hot  water        Trucks. Barney  &  Smith  class  G 


SHOPS  AND  BUILDINGS. 


Albany  &  Hudson  Railroad. — This  company  has  leased  a  five- 
story  brick  building  at  24  State  street,  Albany,  N.  Y.,  and  will 
remodel  it  and  use  a  part  of  it   as  a   station. 

Cleveland  &  Southwestern  Traction  Company.— It  is  reported 
that  the  new  car  barns  at  Elyria  will  be  ready  for  occupation  about 
the  latter  part  of  April. 

Dayton,  O.— Representatives  of  the  various  interurban  lines 
radiating  from  Dayton  conferred  recently  with  the  city  council, 
which  met  as  a  whole,  to  discuss  the  erection  of  a  traction  depot! 
A  number  of  sites  have  been  suggested,  and,  besides  learning  the 
wishes  of  the  council  on  that  point,  a  number  of  other  matters  were 
discussed. 

Georgia  Railway  &  Electric  Company,  Atlanta,  Ga. — At  a  recent 
meeting  of  the  directors  it  was  decided  to  greatly  enlarge  and 
improve  the  car  building  and  repair  shops  as  soon  as  the  plans  can 
be  prepared  by  the  architects,  Morgan  &  Dillon.  All  of  the  new 
construction  is  to  be  of  brick  and  steel  and  will  be  fireproof.  A 
new  car  barn  is  also  to  be  built.  238  feet  long  by  102  and  22  feet 
wide.  New  additions  are  also  to  be  made  to  the  paint  and  car- 
penter shops,  respectively,  50  by  110  feet  and  68  by  98  feet.  The 
carpenter  shop  will  be  enlarged  and  an  entirely  new  blacksmith 
siiop   will   be   built. 

Indiana  Union  Traction  Company. — This  company  is  making  ar- 
rangements for  the  construction  of  a  passenger  station  at  the 
Marion  Country  Club,  Marion,  Ind. 

Inter-Urban  Railway,  Des  Moines,  la. — It  is  reported  that  this 
company  will  erect  a  large  interurban  station  on  the  northeast 
corner  of  West  Second  and  Grand  avenues  this  summer  or  fall. 

San  Diego  (Cal.)  Electric  Railway. — This  company  has  secured 
a  building  permit  for  the  construction  of  an  addition  to  its  present 
car  house  at  San  Diego,  which  will  cost  about  $10,000. 

San  Jose  (Cal.)  Railway. — This  company,  it  is  reported,  pro- 
poses to  erect  a  new  car  house,  shops  and  offices  this  year. 

United  Railways  &  Electric  Company,  Baltimore,  Md. — Will- 
iam A.  House,  acting  president,  has  awarded  a  contract  to 
David  E.  Evans,  Jr.,  &  Co.,  Baltimore,  for  construction  of  a 
car  barn  at  North  avenue  and  Gay  streets,  Baltimore;  one  story, 
124  by  356  feet;  reinforced  concrete  construction  throughout,  steel 
rolling  doors,  slag  roof,  fire  doors,  metal  frames  and  sashes,  gal- 
vanized Iron  skylights,  metal  lockers,  sprinkler  system,  electric 
wiring  and  fixtures,  sanitary  plumbing,  steam  heating  system. 
Simonson    &   Pietsch,    Baltimore,    architects. 

Worcester  Consolidated  Street  Railway.— It  is  reported  that 
this  company  will  build  a  $65,000  extension  to  its  Market  street 
car  house  in  Worcester,  Mass.,  to  be  constructed  entirely  of  brick 
and  steel. 


TRADE   NOTES. 


Carbonlte  Wheel  &  Abrasive  Tool  Company,  Townson,  Md.,  has 
been  Incorporated  with  an  authorized  capital  stock  of  $25,000,  for 
the  purpose  of  manufacturing  a  patented  device  for  improvement 
In  compositions  for  polishing  and  grinding.     The  incorporators  are: 


508 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  No.  15. 


Charles    H.    Snyder.    John    J.    Dotterweioh,    Charles    Schlatter    and 
others. 

Pantasote  Company  has  moved  its  Chicago  offices  from  the 
Monadnock  block  to  707  Fisher  building. 

Browning  Engineering  Company,  Cleveland,  has  removed  Its 
Chicago  offices  from  the  Monadnock  block  to  Room  100G  Fisher 
building. 

The  J.  G.  Brill  Company.  Philadelphia,  lost  by  fire  on  April  I 
its  new  foundry  at  Sixtieth  street  and  Woodland  avenue,  Phila- 
delphia,   estimated    at    $20,000. 

N.  H.  Emmons  on  April  1  assumed  charge  of  the  Boston  office 
of  the  Heine  Safety  Boiler  Company,  St.  Louis,  Mo.,  succeeding 
W.  E.  Muse,  who  resigned  a  short  time  ago  on  account  of  ill 
health. 

Baldwin  &  Rowland  Switch  &  Signal  Copmany,  New  Haven, 
Conn.,  has  received  an  additional  order  from  the  Norfolk  <v  South- 
ern Railway  of  Norfolk,  Va.,  for  four  recording  block  signals  and 
one  Acme  traction  switch. 

Charles  E.  Irwin,  recently  in  the  sales  department  of  the  Hukill- 
lltmter  Company,  Pittsburg,  has  been  appointed  general  sales  agent 
for  the  Fort  Pitt  Spring  &  Manufacturing  Company,  with  offices 
in   the  Farmers'   Bank  building.  Pittsburg. 

Continental  Engineering  Constructing  Company  (Inc.),  50 
Broadway.  New  York,  announces  the  election  of  Shirley  B.  Johnson, 
recently  with  Fisk  &  Robinson,  bankers,  as  vice-president  of  the 
company.  Charles  M.  Meeker  is  president  and  W.  L.  Wheeler 
secretary. 

Theodore  D.  Buhl,  president  of  the  Buhl  Malleable  Iron  Works 
of  Detroit.  Mich.,  died  suddenly  of  apoplexy  near  the  Waldorf- 
Astoria  hotel  in  New  York.  He  was  also  president  of  the  Detroit 
National  Bank  and  was  connected  with  tne  firm  of  Parke,  Davis 
&   Co.  of  Detroit. 

Scioto  Construction  Company,  Columbus,  O.,  lias  been  in- 
corporated with  a  capital  stock  of  $25,000,  for  the  purpose  of 
doing  a  general  contracting  business.  The  incorporators  are: 
Barton  Griffith.  Fred  H.  Heywood.  W.  H.  Agan,  C.  B.  Howard 
and    E.    E.    Bryan,    all   of   Columbus. 

Goldschmidt  Thermit  Company,  New  York,  on  April  1  removed 
its  offices  from  43-49  Exchange  place  to  the  new  West  Street 
building,  90  West  street.  At  the  same  time  a  San  Francisco  office 
was  opened  at  432  Folsom  street,  under  the  management  of  L. 
Heynemann,  for  handling  the  business  of  California,  Oregon,  Wash- 
ington and  Nevada. 

Drummond's  Detective  Agency,  New  York,  is  offering  special 
inducements  to  electric  railways  having  periodical  inspections  of 
their  roads.  The  company  believes  better  results  can  be  obtained 
under  this  method,  and  has  accordingly  arranged  a  cheaper  rate 
schedule.  No  charge  is  made  by  the  company  for  consultations  and  all 
inquiries  will  be  properly  handled. 

Dossert  &  Co.,  242  West  Forty-first  street,  New  York,  have 
received  an  order  from  the  Chicago  City  Railway  for  900  Dossert 
solderless  cable  taps;  also  from  the  New  York  Central  &  Hudson 
River  Railroad  for  150  of  these  tap  joints  in  addition  to  100  straight 
two-way  connectors.  The  use  of  these  taps  for  tapping  off  feed 
wires  is  becoming  more  general  among   traction  companies. 

Blake  Signal  Manufacturing  Company,  Boston,  Mass.,  has  re- 
cently completed  the  installation  of  the  Blake  electric  block  signal 
system  on  the  line  of  the  Chautauqua  Traction  Company  of  West- 
held.  N.  Y.,  which  operates  between  Jamestown  and  Chautauqua, 
N.  Y.  This  system,  which  was  described  in  the  Street  Railway  Re- 
view of  April,  1906,  page  190,  was  installed  on  a  part  of  the  James- 
town &  Chautauqua  line  several  months  ago. 

Clinton  Wire  Cloth  Company,  Clinton,  Mass.,  will  on  May  1 
remove  its  New  York  office  from  33  Park  place  to  261  Broadway. 
At  the  same  time  the  Chicago  office  will  be  removed  from  237  Lake 
street  to  30-32  River  street.  For  over  half  a  century  this  concern 
has  been  manufacturing  wire  cloth  of  every  description,  embracing 
woven  wire  fence,  electrically  welded  wire  fabrics  for  concrete  con- 
struction,  wire  lath,   hexagonal  netting,   perforated  metals,    etc. 

General  Supply  Company,  Railway  Exchange  building,  Mil- 
waukee, Wis,  has  recently  been  incorporated  to  deal  in  building 
materials,  the  company  making  a  specialty  of  selling  to  the  dealer 
all  kinds  of  building  supplies  direct  from  the  manufacturer.  The 
company  has  arranged  for  every  facility  for  prompt  delivery  and 
purchasers  of  this  class  of  equipment  are  invited  to  send  inquiries 
to  the  company.     Julius  H.  Kirl  is  interested  in  the  new  concern. 

William  S.  Johnson,  for  the  past  twelve  years  assistant  en- 
gineer of  the  Massachusetts  state  board  of  health,  announces 
that  he  has  opened  an  office  at  101  Tremont  street,  Boston,  for 
the  practice  of  civil  engineering.  Special  attention  will  be  given 
to  design  and  construction  of  systems  of  water  supply  and  sewer- 
age, valuation  of  water  works  and  of  water  power,  treatment  of 
manufacturing  wastes  and  other  matters  relating  to  sanitary  and 
hydraulic    engineering. 

J.  M.  Gallagher  has  recently  be.  n  appointed  manager  of  the  sales 
department  of  the  Electric  Railway  Improvement  Company  of 
Cleveland,  O.  This  company  is  manufacturing  and  installing  rail 
bonds  under  the  Wherry  patents  for  copper  welding  and  the  Elihu 
Thompson  patents  for  electric  brazing.  Mr.  Gallagher  was  for 
:il  years  located  at  Chicago  as  the  western  representative  of 
the  Mayer  &  Englund  Company  of  Philadelphia,  Pa.,  and  the  Pro- 
tei  ted  Rail  Bond  Company,  and  since  the  organization  of  the  Elec- 


tric  Service   Supplies  Company   has   been   associated   with    it   until 
forming  his  present  connection. 

Invincible  Rail  Joint  Company,  mentioned  in  our  issues  of 
March  30  and  April  6,  has  opened  offices  at  54.  55  Ziegler  building, 
Spokane,  Wash.  As  previously  stated,  the  company  is  building 
a  plant  for  the  purpose  of  manufacturing  and  putting  on  the 
market  the  J.  B.  Climo  rail  joint  and  the  Owen-Shaw  nut  and 
bolt  lock  and  track  bolts  and  nuts. 

Lake  Construction  Company  has  filed  articles  of  incorporation 
in  the  state  of  Ohio,  capitalized  at  $100,000.  It  is  the  purpose  of 
the  company  to  do  a  general  engineering  and /construction  busi- 
ness along  lines  identified  with  the  building  of  electric  railways- 
ami  also  to  manufacture  building  material,  supplies  and  ac- 
cessories used  upon  electric  roads.  S.  H.  White,  H.  D.  Watson 
and  Frank  G.  Frink  are  interested.  The  offices  of  the  company 
are  at  Hammond,   Ind. 

Crocker-Wheeler  Company,  Ampere,  N.  J.,  manufacturer  and 
electrical  engineer,  has  opened  an  office  in  the  Woodward  building, 
Birmingham,  Ala.,  in  charge  of  B.  A.  Schroder,  formerly  repre- 
sentative of  the  company  in  the  New  Orleans  territory.  For  some 
time  the  company  has  found  it  difficult  to  handle  from  its  New 
Orleans  and  Baltimore  offices  its  rapidly  increasing  business  in 
electric  motors  and  generators  at  Birmingham  and  to  meet  this 
demand  was  obliged  to  establish  headquarters  at  that  point. 

Western  Electric  Company,  Chicago,  has  awarded  contracts  for 
the  construction  of  a  2-story  factory  building,  120  by  16"  feet,  to 
be  built  on  the  property  of  the  company  at  Hawthorne.  111.,  to  be 
used  in  the  manufacture  of  black  enameled  wire.  It  will  have  a 
tile  roof,  metal  skylight,  and  will  cost  $50,000.  The  company  has 
also  contracted  for  a  1-story  pump  house,  16  by  16  feet,  to  be 
erected  at  Hawthorne.  It  will  be  of  pressed  brick  construction. 
concrete  foundation,  tile  roof,  and  to  cost  $1,800. 

Milloy  Electric  Manufacturing  Company,  manufacturer  of  the 
Milloy  base,  automatic  trolley  retriever  and  the  Milloy  automatic 
signal,  has  moved  from  Cleveland,  where  it  was  formerly  located, 
to  Bucyrus,  O.,  and  has  taken  offices  in  the  American  Clay  Machin- 
ery Company's  building  in  that  city.  An  extension  to  the  plant 
of  the  American  Clay  Machinery  Company  of  Bucyrus  will  be  made 
to  handle  the  business  of  the  Milloy  Electric  Manufacturing  Com- 
pany. These  extensions  include  an  addition  to  the  pattern  storage 
building,  a  70-foot  addition  to  the  foundry  and  considerable  new 
special  machinery. 

Allis-Chalmers  Company,  Milwaukee,  Wis.,  has  received  an 
order  from  the  Light  Heat  &  Power  Corporation  of  Northampton, 
Mass.,  for  a  375-kilowatt  Allis-Chalmers  engine  type  alternating- 
current  generator  and  a  17% -kilowatt  excitor;  also  from  the  Gould 
Storage  Battery  Company  of  New  York  for  an  Allis-Chalmers  600- 
ampere,  140-volt  induction  motor-driven  generator  set  for  the  El- 
mira  Water  Light  &  Railroad  Company  of  Elmira,  N.  Y.  The  set 
will  be  composed  of  an  interpole  shunt-wound  generator,  designed 
for  a  normal  rating  of  600  amperes  at  140  volts,  mounted  on  a. 
combination  base  with  a  60-cycle,  3-phase  standard  Allis-Chalmers 
induction  motor. 

New  Departure  Manufacturing  Company  of  Bristol.  Conn., 
manufacturers  of  automobile  and  bicycle  specialties,  as  mentioned 
in  the  Electric  Railway  Review  of  April  6,  has  purchased  the  busi- 
ness and  factory  of  the  Liberty  Bell  Company  of  Bristol.  Conn., 
and  will  use  the  Liberty  factory  building  as  a  branch  of  its  fac- 
tory, continuing  the  manufacture  of  the  well-known  Liberty  bells. 
Among  other  things  secured  by  this  purchase  was  the  Liberty 
cushion  trolley  harp,  which  for  some  time  has  been  marketed  by 
the  Liberty  Bell  Company  and  has  given  good  service  on  many 
important  electric  railway  lines.  This  harp  will  be  manufactured 
and  sold  by  the  new  owners. 


ADVERTISING    LITERATURE. 


Kinnear  Manufacturing  Company,  Columbus,  O. — Wood  roll- 
ing doors  constructed  with  special  reference  to  the  requirements 
of  roundhouses  and  other  buildings  where  sulphurous  fumes  prove 
deleterious  to  steel  work  are  the  subject  of  an  illustrated  pamph- 
let issued  by  this  company. 

Allis-Chalmers  Company,  Milwaukee,  Wis. — A  new  index,  cor- 
rected up  to  April  1,  has  been  issued  to  show  the  catalogues,  bul- 
letins, instruction  books,  etc.,  at  present  obtainable.  This  shows 
a  list  of  135  publications,  each  treating  of  a  separate  product  or 
group  of  products  of  the  Allis-Chalmers  Company. 

Paragon  Concrete  Fence  Post  Company.  417  Portsmouth  Build- 
ing, Kansas  City,  Kan. — A  small  booklet  sets  forth  the  merits  of 
Paragon  concrete  posts  as  compared  with  those  of  wood  posts, 
rough  hewn  stone  posts  and  iron  posts,  and  snows  the  form  of 
the  concrete  post,  together  with  the  method  of  attaching  woven 
wire  to  it. 

B.  F.  Sturtevant  Company,  Hyde  Park,  Mass. — Bulletin  143 
describes  Sturtevant  generating  sets  with  horizontal  engines.  Gen- 
erators of  the  horizontal  sets  are  of  the  eight-pole  type,  direct- 
connected  to  the  engines  by  flange  couplings.  Each  generator 
has  a  capacity  for  a  momentary  50  per  cent  overload  without 
shifting  of  brushes  or  destructive   sparking   at   the   commutator. 

Goldschmidt  Thermit  Company.  90  West  Street,  New  York 
City,  N.  Y. — A  handsome  booklet,  illustrating  the  various  manners 
in  which  the  Thermit  process  may  be  employed  for  effective 
welding  purposes,  has  been  published  under  the  title  of  "Thermit 
Welding  Process  and  What  It  Offers  to  Transportation  Companies." 
The  adaptability  of  Thermit  to  railway  repairing  provides  the 
subject  for  a  large  portion  of  the  book. 


April  13,  1907. 


ELECTRIC    RAILWAY    REVIEW 


509 


THE    CENTRIFUGAL    OIL    FILTER. 


OIL  VALVE  f 


FILTERED 
OIL 


DRIP  COCK 
AIN 
EP  BEARING 


Turbine  Oil    Filter. 


One  of  the  most  frequent  sources  of  waste  in  all  industries  in 
which  machinery  is  required,  and  one  which  is  generally  the  least 
thought  about  and  considered,  is  the  loss  of  oil  through  leakage  and 
throwing  away  oil   which   has   been    used   once   and    becomes   dirty. 

The  tendency  of  modern 
times,  however,  which 
forces  the  greatest  econ- 
omy to  be  practiced  in 
even  the  smallest  depart- 
ments of  an  industry  has 
extended  so  that  it  is  no 
longer  the  custom  to 
waste  oil  which  has  been 
once  used,  but  to  thor- 
oughly filter  the  oil  and 
carefully  remove  impuri- 
ties so  that  the  oil  may 
be  used  over  again. 

Possibly  one  reason 
why  oil  filters  were  not 
generally  introduced  some 
time  ago  was  that  the 
older  forms  operated  by 
gravity  filtered  so  slowly 
and  prohibited  the  use  of 
a  sufficient  thickness  and 
fineness  of  the  filter  bed 
to  effectively  remove  all 
the  foreign  matter.  To 
overcome  this  difficulty 
and  provide  a  filter  which 
will  operate  rapidly,  oc- 
cupy the  minimum  of 
space,  and  permit  easy 
cleansing  and  cheap  op- 
eration, the  Oil  &  Waste  Saving  Machine  Company,  1307  Real 
Estate  Trust  building,  Philadelphia,  has  developed  an  interesting 
little  turbine  centrifugal  oil  filter,  a  vertical  cross  section  of  which 
is  illustrated  herewith. 

As  will  be  seen  from  the  illustration,  the  filter  consists  essen- 
tially of  a  series  of  conical  shaped  bowls  set  one  within  the  other 
and  between  which  is  placed  the  filtering  material  through  which 
the  oil  is  passed.  The  oil,  it  will  be  observed,  passes  into  the  hollow 
turbine  shaft  and  enters  the  bottom  of  the  innermost 
cone,  from  which  it  is  thrown  by  centrifugal  force  out- 
ward through  the  filtering  material,  which  because  of 
the  great  pressure  created  at  a  high  speed  can  be  made' 
sufficiently  fine  to  remove  even  the  microscopic  particles 
of  dirt  which  may  be  held  in  suspension  in  the  oil.  The 
filtering  action  is  further  assisted  by  the  centrifugal 
force  in  that  it  increases  the  apparent  difference  in  the 
specific  gravity  of  the  oil  and  the  foreign  matter  which 
thus  readily  separates  from  the  oil  and  is  deposited  on 
the  inner  surfaces  of  the  cones. 

The  centrifugal  machine  is  revolved  at  a  high  rate 
of  speed  by  a  small  steam  turbine,  also  shown  in  the 
section,  which  consists  simply  of  a  single  row  of  impulse 
blades  mounted  on  the  circumference  of  the  base  of  the 
centrifugal.  Steam  from  a  small  nozzle  forces  these 
buckets  around  and  causes  the  machine  to  revolve  at  a 
high  rate  of  speed.  As  the  entire  rotating  part  is  light 
and  rests  on  oil  films  in  the  step  bearing  the  amount  of 
power  required  to  revolve  the  machine  is  insignificant, 
so  that  an  exhaust  pipe  is  not  necessary,  the  small 
amount  of  steam  necessary  to  rotate  the  filter  being 
easily  condensed  within  the  turbine  and  discharged 
through  a  small  drain  shown  in  the  illustration. 

The  only  care  needed  for  the  machine  is  simply  to 
open  the  steam  valve  when  using  the  filter  and  close  it 
when  finished.  The  step  bearing  is  made  of  laminae, 
which  reduces  the  relative  surface  velocity  of  the  bearing 
surfaces  which  are  also  separated  by  an  oil  film,  and  thus 
the  friction  is  reduced  to  a  minimum  and  the  wear  of 
the  step  bearing  is  inappreciable  for  an  indefinite  period. 
The  filter  itself  is  so  arranged  that  it  can  be  easily 
taken  apart  by  lifting  off  the  cover,  which  thus  makes 
the  filtering  material  easily  accessible,  so  that  it  can  be 
removed,  cleaned  and  replaced.  A  feature  which  is  of 
i  ill  interest  is  that  the  filter  is  so  arranged  that 
should  the  first  cone  of  the  filtering  material  become 
clogged  so  that  the  oil  cannot  pass  through  it,  the  oil  will 
go  over  the  top  of  the  partition  and  go  through  the  second 
layer  of  material.  The  filter  paper  which  is  used  in  this 
filter  is  such  an  inexpensive  item  that  when  new  paper 
Mi'-  old  is  simply  thrown  away  instead  of  being 
cleaned  and  replaced. 


ECONOMIZERS     FOR     WATER-GAS     PLANTS. 

Theoretically  24  pounds  of  anthracite  coal  or  coke  is  required 
Cor  the  manufacture  of  1,000  cubic  feet  of  water-gas,  but  owing  to 
the  great  waste  of  heat  which  occurs  during  the  "blowing  up" 
period,  both  through  the  escape  of  CO  formed  during  the  process 
of  blowing  up  and  the  loss  of  heat  contained  in  the  products  i>f 
combustion,  the  actual  amount  of  coal  required  for  the  manufacture 
of  1.000  cubic  feet  of  gas  is  generally  from  40  to  50  pounds.  The 
efficiency  of  the  system  is,  therefore,  in  general  only  appro  n 
50  per  cent  under  normal  conditions  of  operation.  For  many 
since  the  introduction  of  the  water-gas  process,  this  heat  contained 
in  the  products  of  combustion  of  the  generator,  and  the  heat 
formed  at  the  base  of  the  stack  by  the  burning  of  the  CO  to  COj 
has  been  thoughtlessly  allowed  to  escape,  with  the  result  that 
improvements  which  have  been  made  in  the  retort  process  havi 
again  widened  the  field  and  caused  many  gas  companies  to  return 
to  the  retort  method   because  of  its  greater  economy. 

The  Green  Fuel  Economizer  Company  of  Matteawan,  N,  V.. 
realized  these  shortcomings  of  the  water-gas  process  and  started 
a  series  of  experiments  to  determine  what  saving  could  be  produced 
by  utilizing  a  large  part  of  the  heat  which  was  formerly  allowed 
to  go  to  waste.  The  method  adopted  in  these  experiments  was 
the  placing  of  a  Green  economizer  and  air  heater  in  a  brick 
setting,  through  which  the  products  of  combustion  from  the  gas 
generator  were  caused  to  pass.  This  was  accomplished  by  Leading 
off  a  flue  from  the  hood  over  the  generator,  which  catches  the  gases 
that  escape  and  leads  them  to  the  economizer,  from  which  they 
are  discharged   into  the   atmosphere  by  an   auxiliary   stack. 

The  result  obtained  by  the  use  of  the  economizer  in  tests 
which  have  been  made  clearly  demonstrates  that  the  saving  of 
the  heat  not  only  reduces  the  coal  consumption  of  the  generator 
by  15  or  more  per  cent,  but  reduces  the  coal  consumption  of  the 
boiler  and  the  amount  of  oil  needed  for  enriching  the  gas  as  well. 
The  reduction  in  the  generator  coal  required  is  accomplished  by 
forcing  the  air  from  the  blower  through  the  air  heater,  thus  increas- 
ing the  temperature  of  the  air  used  for  "blowing  up"  the  generator. 
This  results  in  a  more  complete  union  of  the  oxygen  with  the 
coal,  thus  reducing  the  amount  of  air  which  need  be  supplied  and 
very  materially  increasing  the  temperature  of  the  generator,  which 
therefore  requires  a  shorter  "blowing  up"  period.  Hence  the  loss 
of  heat  during  the  "blowing  up"  process  is  very  much  reduced. 

The  reduction  in  the  amount  of  coal  supplied  to  the  boiler 
is  the  result  of  heating  the  feedwater  up  to  the  temperature  of 
the  steam  in  the  boiler,  with  a  consequent  higher  evaporation,  per 
pound  of  coal.     The  increased  temperature  of  the  generator,  owing 




ii)i     in 


'n,.    Pagi  -Merritt  bill  in  the  .New   York   legislature,   in 
the    provisions    of   which    and     healings    thereupoi nl 

erable    space    was    devoted    in    the    iss r    last     week, 

lias    been    undei    careful    consideration    for    the    past    week 
uggestlone     foi     amendments    having     been     received 

April   10,   when   it  was  taken    up   for  conslderai i      the   commit 

tees   of   the    two   houses   having    it    in    charge.     It    seems   probable 
that  amendments  providing  a    larger  salary  for  the   commissioners, 

a    division    of    tb .1    maintaining    the    metropolita i 

and  some  modification  of  the  clause  prohibiting  railroads  from 

investing  in  the  stock  of  other  railroad  companies  will  be  adi ed 

by  the  supporters  of  the  bill. 


Economizer    for    Water    Gas    Plants. 


I"  i  he  hoi  blast,  so  greatly  increases  the  temperature  of  the 
vaporizer  that  the  oil  Is  more  thoroughly  vaporized  and  "fixed," 
which     accounts     fur     the     reduced     ana. ant     of     oil     needed      lor     the 

•lll'lcli  in:       | iSS. 

The     economizer     is     of       In       usual     lil'eeh      type,      made     ol      high 

quality  cast  iron  throughout.     Tic  east-iron  tubes  Of  the  ec no   i 

and  air  heater  have  slightly  tapered  ground  ends,  which  are  forci 

Into   correspondingly   ground    holes   in    ti ast-lron   headi  n 

pressed    ft1     is    made    by    a    hydraulic    press,    which    insures    a      i    111 


mi 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  No.  15. 


joint,  which  \\  ill  not  cause  trouble  from  leakage.  Bach  section 
when  complete  is  tested  under  a  hydrostatic  pressure  of  350  pounds 
to   the   square   inch,    and    is    therefore   amply   strong   to   resist    the 

highest     pressures      The    effectiveness    of    an    econ Izer    or    air 

heater  depends  solely  upon  the  condition  of  the  surfaces,  as  the 
average  temperature  existing  between  the  water  or  air  in  tin*  tubes, 
and  the  Hue  gases  surrounding  them,  is  so  small  that  even  a  very 
thin  coating  of  soot  would  prevent  the  transfer  of  heat.  In  ordet 
therefore  to  keep  the  surfaces  of  the  economizer  or  air  beater  al- 
ways in  a  perfectly  clean  condition  they  are  equipped  with  the 
Green  automatic  scrapers,  which  constantly  work  up  and  down 
the  tubes.  The  scraper  may  be  operated  by  a  small  engine  or 
motor,  or  from  a  line  shaft  conveniently  situated.  An  important 
point  which  is  worthy  of  careful  attention  is  the  use  of  metal 
to  metal  joints  throughout,  which  avoids  the  difficulty  experi- 
enced from  leakage  in  the  usual  "made"  joints.     Although  these  air 

heaters    have    been    es| ially    designed    for   water-gas    plants,    they 

may  be  advantageously  employed  in  power  plants  in  general,  as  the 
more  perfect  combustion  and  resultant  gain  in  economy  from  the 
use  of  preheated  air  in  the  furnace  is  a  well  established   fact. 


THE   SHAW    LIGHTNING   ARRESTER. 


The  principles  underlying  the  present  design  of  the  Shaw  non- 
:i  ing  lightning  arrester  are  based  upon  results  obtained  from  the 
various  models  heretofore  placed  on  the  market  by  the  Lord  Elec- 
tric Company,  213  West  Fortieth  street,  New  York.  A  careful  study 
has  been  made  by  representatives  and  engineers  of  the  company 
•  it  .i  great  number  of  plants  where  this  arrester  lias  been  installed. 
The  data  thus  obtained  have  been  utilized  in  the  present  construc- 
tion to  meet  the  latest  requirements  of  central  station  and  rail- 
way protection.  Obviously  the  purpose  of  a  lightning  arrester  is 
to  offer  a  path  of  large  capacity  and  relatively  low  static  resist- 
ance from  the  transmission  line  to  the  earth.  This  has  been  found 
to  be  most  easily  accomplished  by  the  use  of  conducting  or  semi- 
conducting parts  separated  by  a  series  of  spark  gaps  of  higher 
electrical  resistance.  The  Shaw  patents  are  claimed  to  cover  the 
basic  principle  of  this  construction.  The  low  resistance  conductors 
•  insist  of  rings,  made  in  accordance  with  a  special  formula  and  hav- 
ing the  outward  appearance  of  carbon.  These  are  treated  by  various 
processes.  Each  ring  is  so  formed  as  to  maintain  an  equal  spacing 
between  its  periphery  and  that  of  the  next  succeeding  ring.  The 
cross  section  has  the  form  of  an  elipse  and  thus  provides  an  internal 
as  well  as  an  external  discharge  path.  Mica  washers  separate 
these  rings  from  each  other  and  these  are  constructed  according 
to  the  service  for  which  the  particular  arrester  is  intended.  The 
ability  of  mica  to  carry  static  current,  its  high  insulating  qualities 
ami  non-absorbative  nature,  indicate  this  material  as  superior  for 
forming  spark  gaps.  The  rings  and  mica  discs  are  mounted  upon 
porcelain  arbors  especially  vitrified  and  so  constructed  as  to  give 
great  mechanical  strength.  These  arbors  are  inserted  into  the 
bore  of  the  rings  and  discs,  leaving  the  periphery  exposed  for  the 
transmission  of  static  discharges  over  large  surfaces.  For  railway, 
electric  light  and  power  work  the  arresters  are  mounted  in  porcelain 
housings  which  have  been  subjected  to  high  insulation  test.  For 
voltages  of  1,000  and  under,  the  housings  arc  mounted  on  a  sup- 
porting base  made  of  seasoned  hard  wood,  while  instruments  for 
over  1,000  volts  are  furnished  with  bases  of  white  Italian  marble. 

The  arresters  are  claimed  to  be  absolutely  water-tight  and  dust- 
proof  and  will  not  be  affected  by  changes  in  temperature  or  any 
outside  influence.  For  protection  from  accident  they  are  furnished 
with  wooden  cases  constructed  of  seasoned  lumber  so  treated  as 
not  to  be  affected  by  moisture.  The  arrester  is  made  in  various 
models,  designed  for  voltages  from  60  to  66,000. 

In  connection  with  the  mounting  of  these  arresters  the  company 
offers    a    number    of    suggestions.      Emphasis    is    placed    upon    the 


be  placed  in  such  a  position  that  the  path  from  the  line  to  the 
ground  through  the  arrester  is  a  straight  one.  In  these  connections 
bends,  curves  and  sharp  angles  should  be  avoided  if  possible,  but 
when  impossible  the  bend  should  be  made  in  the  form  of  a  curve 
of  long  radius.  The  ground  connection  is  recommended  to  be  of  a 
bronze,  brass  or  copper  casting  or  plate  of  at  least  four  square  feet 
in  area  and  weighing  not  less  than  20  pounds.  This  should  be 
packed  well  with  powdered  charcoal  or  coke.  In  case  wires  are 
run  in  iron  pipe  or  conduit  the  wires  should  be  soldered  to  the  pipe, 


The    Shaw    Lightning    Arrester. 

otherwise   soft    wood    molding   treated   with    creosote   is   preferable. 
The  accompanying  illustration  will  show  both  the  exterior  and 
interior  construction  of  this  device. 


BALL    BEARING    ROLLER    SKATES    FOR    RINKS. 


Ball   Bearing   Roller  Skate  for   Rinks. 


difficulty  liable  to  arise  from  cutting  down  the  initial  expense  of 
making  proper  ground  connections,  as  a  large  percentage  of  light- 
ning arrester  troubles  have  been  traced  to  this  source.  The  con- 
nection from  the  line  to  the  arrester  and  from  the  arrester  to 
the  ground  should  be  as  direct  as  possible  and  the  arrester  should 


During  the  past  three  or  four  years  there  has  been  developed 
a  steadily  increasing  interest  in  indoor  roller  skating,  which  was 
so  popular  about  20  years  ago,  and  from  the  interest  which 
pleasure-seekers  throughout  the  country  have  exhibited  in  this 
healthful  and  enjoying  pastime,  there  is  every  evi- 
dence that  it  will  become  more  popular  during  the 
coming  summer  and  succeeding  years  than  it  has 
been  at  any  previous  time.  It  is  expected  that  this 
will  be  especially  true  of  roller  skating  in  the  open 
rinks,  which  are  operated  in  the  parks  of  electric  com- 
panies because  they  are  situated  out  in  the  open,  where 
all  the  enjoyment  of  skating  can  be  associated  with 
an  abundance  of  fresh  air.  The  introduction  of  high- 
class  skates  fitted  with  metal  or  composition  wheels 
mounted  on  ball  bearings  no  doubt  has  had  much  to 
do  with  the  increasing  interest  in  roller  skating,  and 
it  is  certain  that  the  pleasure  which  is  derived  from 
this  exercise  depends  greatly  upon  the  quality  of  skates 
which  are  furnished  by  the  rink  management.  In  order 
to  supply  the  demand  of  rink  managers  for  skates 
of  high  quality  which  are  light  yet  strong  in  con- 
struction, the  Union  Hardware  Company  of  Torrington, 
Conn.,  has  designed  and  is  manufacturing  a  complete 
line  of  skates  of  superior  merit.  An  illustration  of 
the  half  clamp  rink  skates  for  men  is  presented,  show- 
ing one  of  the  latest  designs,  fitted  with  ball  bearing 
"Hemaeite  rolls."  A  peculiar  point  in  the  construction 
of  this  skate,  which  is  worthy  of  especial  attention,  is 
the  bracing  of  the  foot  plate  by  means  of  a  miniature 
angle  iron  riveted  to  the  under  side  of  the  plate,  which 
thus  stiffens  it  very  materially.  The  trucks,  which  are 
of  pressed  steel,  are  mounted  on  pivots  so  that  they 
can  oscillate  and  permit  turning  in  a  3-foot  circle,  a 
point  much  appreciated  by  fancy  skaters.  The  high 
heel  band  and  strap  attached  will  also  be  an  attraction 
to  most  skaters,  as  the  average  individual  has  pretty 
weak  ankles.  The  material  used  throughout  is  of  the  highest 
quality  and  the  clamps  which  are  so  constructed  that  they  take  a 
firm  grip  on  the  soles  of  the  shoe  are  easily  adjusted  and  are 
very  durable.  These  skates  and  a  large  variety  of  other  designs 
are  manufactured  by  this  company. 


llM 


Chicago:  160  Harrison  Street 


PUBLISHED  EVERY  SATURDAY  BY  THE  WILSON  COMPANY,  CHICAGO 

Entered  at  the  Postoffice,  Chicago,  111.,  as  Second-class  Matter. 
Subscription  In  advance,  including  special  daily  editions  published  from 
time  to  time  in  places  other  than  Chicago,  postage  free,  $2: 
Foreign,  $5;  Single  Copy,  1U  cents. 


New  York:  150  Nassau  Street 


Vol.  XVII,  No.  16 


CHICAGO,  APRIL  20,  1907 


Whole  No.  208 


TABLE    OF    CONTENTS. 


Editorial — 

— Electric    Railway    Earnings 511 

— Ownership   Plan    in    Chicago    Now    LTndone 511 

— Three-Cent    Fart-    Experiment    a    Failure 511 

— The    Corrugation    of    Rails .".l- 

— Maintenance    and     Depreciation 513 

Annual    Meeting    of    the    Iowa    Street   and    Interurban    Railway 

Association     511 

Manufacturers'    Exhibit    at    Clinton.    la 515 

Amusements:  How  Should  This  Feature  be  Handled  by  Operat- 
ing  Companies?     By    H.    W.    Garner 51i> 

Freight   Handling   by   Electric   Lines.     By   P.    P.    Crafts 518 

Steam    Motor:    Its    Value    in    Interurban    Service.     By    W.    G. 

Wagenhals     520 

Modern  Train  Dispatching  Methods  on   Electric   Railways.     By 

H.     H.     Polk 521 

[owa     Electrical     Association 522 

Electric  Freight  Handling  at  New  Bedford   (Illustrated) 523 

Electricity   at    Jamestown    Exposition 525 

Sale    of    Controlling    Interest    in    Chicago    &    Southern    Traction 

i  tompany     525 

Discussion  on   "Depreciation"  Before  the  Accountants'  Associa- 
tion     526 

Artistic   Trolley   Poles   in    Denver    (Illustrated) 531 

Electrification    of   the    Long    Island    Railroad 531 

Dedication  of  the  Engineering  Societies  Building 532 


Plan   for   Settlement   of   Interline-   Accounts 533 

Cleyeland    Electric    I  delivers    Ultimatum .".:::: 

Mueller    Certificates    Would    Exceed     Chicago's    Constitutional 

Debt    Limit     :.:;i 

American    Street    and    Interurban    Railway    Association    Com- 
mittees       ■"■::  I 

News  of  tlic   Week— 

— Philadelphia    Enabling    Act    Approved 535 

— Seeks   Interchange  of   Freight   With   Steam    Roads 535 

— Chicago   Employes   Refuse   Wage    Increase 535 

— Rapid    Transit  Affairs   in    New    York 535 

Construction  News — 

— Incorporations     ■ ■ 536 

— Franchises     .  .* 536 

— Track    and    Roadway. 536 

— Power    Houses   and    Substations 538 

Personal    Mention     538 

Financial    News    539 

Manufactures    and    Supplies — 

—  [lolling    Stock     540 

— Shops    and    Buildings 540 

—Trade    Notes    :'l" 

— Advertising     Literature     541 

The    Tomlihson    Automatic    Car   Couplers    (Illustrated) -"'11 

Fountain    Wash    Brushes    (Illustrated) 542 

The    Cooper   Car    Heater    ( Illustrated  I 542 


Gross  earnings  of  181  electric  and  street  railways  in  1906,  as 
compiled  by  the  Commercial  and  Financial  Chronicle,  reached 

the  total  of  $215,153,525,  an  increase  of 
Electric  11.67    per   cent   over  the   figures    for    1905, 

Railway  while  net  earnings  amounted  to  $92,442,309, 

Earnings.  a  gain  over  the  previous  year  of  11.54  per 

cent.  The  compilation  also  gives  the  gross 
and  net  earnings  of  85  roads  for  the  fiscal  year  ended  on 
September  30  last,  $23,708,187  and  $6,798,100,  respectively, 
and  of  202  roads  for  the  fiscal  year  ended  on  June  30,  1906. 
amounting  to  $61,71)5.741  and  $27,339,786,  respectively.  The 
total  gross  earnings  of  the  468  roads  in  the  different  periods 
increased  11.49  per  cent,  and- the  increase  in  net  earnings  was 
11.01  per  cent,  or  only  a  slight  variation  from  the  record  of 
the  181  roads  in  the  last  calendar  year.  The  combined  experi- 
ence of  these  roads,  which  are  located  in  all  sections  of  the 
country  and  include  both  street  and  interurban  lines,  shows  a 
striking  increase  of  corresponding  size  in  gross  and  net  earn- 
ings. 


the  court  recognizes  the  right  of  the  city  to  purchase  prop- 
erty and  to  bond  it  for  the  payment  of  the  indebtedness; 
Imt  under  the  plan  contemplated  in  the  Mueller  certificates 
the  city  would  extend  the  mortgage,  not  only  over  the  tangible 
property  which  was  purchased,  but  also  over  an  entirely 
new  franchise.  The  municipal  ownership  furor  has  died 
out  in  Chicago,  and  the  new  city  administration,  elected  for 
four  years,  is  opposed  to  the  purchase  of  the  street  railway 
properties.  In  the  recent  election  and  the  present  decision 
the  designs  of  those  who  would  have  plunged  the  city  into 
a  costly  experiment  have  received  an  effective  quietus. 


Three-Cent  Fare 
Experiment 
a  Failure. 


Ownership  Plan 
in  Chicago 
Now  Undone. 


The   Illinois   supreme   court   rendered  a  decision   on   April   18 
that  the  city  of  Chicago  cannot  issue  $75,000,000  of   Mueller 
certificates    for  the    purpose   of   acquiring 
street  railways  without  creating  an  indebt- 
ness  which  would  carry  it  beyond  the  con- 
stitutional limit.    The  effect  of  this  decision 
is  that,  unless.sonie  other  means  of  raising 
iiK.ii.-     are  devised,  the  city   will  be  effectually  barred,  under 
the  now  ordinances  approved  on  April  2,  from  purchasing  the 
propert]  of  the  Chicago  City  Railway  Company  and  the  Chi- 
cago Railways  company   (Union  Traction   lines).    The  fran- 
.'..<■.  |, i    m  the  evenl   of  purchase  bj   the  city,  are  for 
20  years.    The  contention  of  the  immediate  municipal  owner- 
ship advocates  was  that  the  city  could  issue  the  certificates 

181    the  street    railway   property  alone  and    without    regard 
he    existing    outstanding    City    debt,    which     is    limited     b\ 

law  to  5  per  cent   of  the  assessed   valuation  oi    property   In 

the   city,     in   discussing   the   plan    to   give   holders   of   these 

flcates,  If  foreclosure  took  place,  a  franchise  Cor  20  years, 


The  most  important  development  in  the  Cleveland  street  rail- 
wax  controversy  during  the  last  week  is  the  announcement 
of  the  Cleveland  Electric  Railway  Company 
that  its  test  of  3-cent  fare  operation  on  the 
Central  avenue  and  Quincy  street  lines  for 
the  last  three  months  proved  unprofitable. 
Since  January  7,  when  the  supreme  court 
declared  thai  the  franchises  for  those  lines  had  expired,  the 
company  has  been  operating  the  lines  at  a  3-cent  fare  under 
a  temporary  agreement  to  pay  the  city  any  surplus  after 
operating  expenses,  depreciation  and  taxes  had  been  deducted 
from  gross  earnings.  In  a  communication  to  the  council  on 
April  15,  which  Will  be  found  on  another  page  of  this  issue 
of  the  Electric  Railway  Review,  the  company  states  that  not 
only  has  there  been  no  surplus  bill  that  operation  of  the 
Hues  lias  actually  resulted  in  a  loss.  This  announcement  is 
Of  (Special    interest   in   view  of  the   fact    that    the   entire   issue 

in    the  Cleveland   controversy   is   between   a   3-cen1    fare,   as 

advocated   by  Mayor  Johnson  and  the  Municipal  Trad  ion  Ceiu 

pany,  and  a  3%-cen1  fare  as  offered  by  the  Cleveland  Electric 
m    return    for   a    new    franchise,     since    November     1     the 

Municipal  Traction  Companj  has  I n  operating  the  lines  of 

the  Knrosi  Citj   Railway  on  a  3-cent  fare  basis,  but,  alt] gh 

the  company  claims  to  have  earned  a  small  surplus  over  the 
6  per  cent  rental  on  the  property,  the  accuracy  of  its  accoun! 

ing    thodS    has    been    questioned.       The    Cleveland     Electrii 

Company  is  evidently  ready  and  willing  to  have  the  accui  > 


.-.l: 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  No.  16. 


Of  ils  results  proved,  lor  il  lias  announced  its  intention  of 
discontinuing  the  operation  of  the  Central  avenue  and  Quincy 
street  lines  on  April  23.  This  action  will  give  the  Forest  Citj 
company  an  opportunity  to  exercise  its  franchises  on  those 
streets.  In  case  no  purchaser  is  found  for  the  tangible  prop- 
erty of  iii<  Cleveland  Electric  Company  In  those  two  streets. 
the  compan]  States  thai  11  will  proceed  at  once  to  remove 
its  tracks.  If  that  is  done  the  Forest  City  company  will  have 
an  opportunity  to  demonstrate  whether  it  can  finance  the 
construction  of  new  lines  on  the  basis  of  3-cent  fare  revenue. 


THE    CORRUGATION    OF    RAILS. 


There  are  few  questions  connected  with  electric  railways 

which  have  been  the  subject  Of  more  unsatisfactory  discussion. 
or  upon  which  more  contradictory  evidence-  has  been  pre- 
sented  than  the  cause  of  rail  corrugation.  This  objection- 
able feature  results  in  uncomfortable  riding,  the  frequent 
renewal  of  rails,  and  the  more  rapid  wear  of  rolling  stock, 
and  it  is  therefore  one  which  justly  deserves  the  continued 
attention  of  railroad  engineers.  A  vexed  and  complicated 
problem  of  this  kind  is  perhaps  best  approached  by  the  col- 
lection of  all  possible  facts  bearing  on  the  subject  in  the 
effort  to  find  the  cause,  and  the  best  remedy  can  then  be 
more   easily  worked  out. 

The  street  railways  of  England  appear  to  have  experienced 
more  trouble  from  corrugated  rails  than  those  in  the  United 
States;  at  least,  they  have  given  more  attention  to  the  sub- 
ject and  have  developed  machines  for  grinding  off  the  high 
spots  from  rails  in  the  track.  The  cause  of  corrugated  rails 
may  be  found  in  some  peculiar  defect  in  the  trucks,  the  rails 
or  the  track,  and  it  is  quite  probable  that  it  is  due  in  some 
instances  to  a  combination  of  these  causes.  In  a  paper  on 
"Rail  Corrugations,"  read  at  a  meeting  of  the  Institution  of 
Electrical  Engineers  (London)  on  March  21,  1907,  J.  A. 
Panton  has  attempted  to  prove  that  the  trouble  lies  entirely 
in  the  car  trucks.  His  explanation  is  that  the  corrugations 
are  caused  by  the  lateral  play  of  the  wheels  and  axles  in 
weak  trucks  and  by  the  un symmetrical  thrust  of  the  gear 
motor  on  the  axle.  This  causes  the  wheels  to  skew  in  the 
track,  the  flanges  to  bind  in  the  narrow  grooves,  especially  at 
guard  rails  on  curves,  and  the  wheels  are  constantly  tending 
to  climb  the  rail  and  fall  back,  all  this  causing  the  irregular 
surface  wear  of  the  rail.  While  the  trucks  may  be  in  some 
instances  the  cause  of  corrugations,  it  is  too  much  to  claim 
that  they  are  the  sole  or  principal  cause,  as  there  are  many 
tramways  with  ordinary  trucks  which  are  not  troubled  with 
this  defect. 

It  was  pointed  out  in  the  discussion  of  Mr.  Pauton's  paper 
that  the  axles  could  not  be  deflected  from  their  natural  radial 
position  by  the  gear  wheels,  as  their  shafts  are  held  rigidly 
in  the  motor  frame,  which  takes  the  reaction.  The  general 
opinion  of  tramway  managers  in  England  is  that  the  action 
of  trucks  of  different  types  is  much  alike  in  its  effect  on  the 
rail  and  that  none  has  any  marked  effect.  The  Tramway  and 
Railway  World  i  London)  has  collected  the  opinions  of  over 
50  tramway  engineers  and  managers,  who  are  practically 
unanimous   upon  this   point. 

The  testimony  in  regard  to  the  rail  itself  is  equally 
C  n fusing  and  unsatisfactory  to  cue  seeking  the  cause  of 
corrugations.  On  solid  track  and  with  slow  speeds  the  corru- 
gations may  have  a  pitch  as  small  as  2  to  ?,  inches.  On 
elevated  lines  over  bridges,  where  a  speed  of  30  miles  pet- 
hour  is  attained,  the  pitch  is  often  10  to  12  inches,  while  under 
other  forms  of  track  the  pitch  may  be  as  long  as  24  or  Mb 
inches.  The  corrugations  have  also  a  different  wave  length 
in  the  same  rail,  being  shorter  at  the  joints  than  at  the 
middle  of  the  rail.  The  wave  length  also  varies  with  the 
speed  and  track  elasticity.  For  these  reasons  it  is  not  rea- 
sonable to  conclude,  as  some  engineers  have,  that  rail  corru- 
gations are  due  to  periodic  chatter  of  the  rolling  mill.  Others 
believe  that  girder  rails  are  rolled  at  too  high  a  temperature 
and  the  web  cools   first  and  is  distorted   by  the  subsequent 


contraction  of  the  top  and  bottom  flanges.  It  is  difficult  to 
understand  how  a  rail  should  wear  uniformly  for  several 
years  and  then  develop  corrugations  as  the  result  of  an 
irregular  web.  It  is  a  strange  fact,  and  one  which  has  not 
received  satisfactory  explanation,  that  when  a  rail  has  once 
hi  to  show  corrugations  the  state  is  incurable  and  the 
fault  will  reappear  even  if  the  rail  head  is  ground  off  level. 
It  is  often  found  also  that  if  a  corrugated  rail  is  relaid  in 
another  pari  of  the  track  which  is  free  from  the  trouble,  the 
surface  will  become  smooth  again.  The  opposite  result  will' 
obtain  if  a  rail  from  smooth  track  is  transferred  to  an  infected 
location,  lor  then  the  corrugations  will  appear.  This 
uiony  appears  to  be  the  best  that  could  be  offered  to  prove 
thai  the  methods  of  manufacture,  composition  or  hardness 
are  not  to  blame  for  corrugation,  but  it  points  rather  stro 
io  the  track  as  the  cause. 

The  standard  specification  for  tram  rails  used  in  England 
calls  for  a  rather  soft  rail,  and  although  soft  rails  wear  most 
rapidly  under  heavy  rolling  stock,  they  do  not  necessarily 
wear  irregularly,  and  rails  from  different  makers,  of  various 
degrees  of  hardness,  have  shown  corrugations  in  one  place 
or  another.  It  is  found  also  that  corrugations  occur  on  steam 
lines  when  the  rails  are  quite  hard.  From  this  showing  it 
would  appear  that  the  rail  itself  has  little  to  do  with  the 
strange  phenomenon  we  are  considering  and  the  prospect 
for  a  valid  explanation  will  be  more  encouraging  if  that  be 
eliminated  in   the  further  search. 

The  managers  of  English  tramways  are  generally  agreed 
on  the  fact  that  corrugations  usually  make  their  first  appear- 
ance on  the  outer  rails  of  curves,  particularly  those  of  large 
radius,  and  the  explanation  offered  to  account  for  this  is  that 
the  wheel  flange  is  continually  commencing  to  climb  and 
then  falling  back,  and,  while  falling,  the  wheel  might  jump 
forward  and  allow  the  axle  to  assume  its  position  radial  to 
the  curve.  It  is  this  slipping  which  is  supposed  to  be  the 
cause  of  the  corrugation,  and  as  it  is  common  to  all  trucks,  no 
particular  type  of  truck  can  be  regarded  as  defective  in 
this  respect.  The  fact  that  the  corrugations  develop  soonest 
on  easy  curves  is  due  to  the  practice  of  running  faster  on 
such  portions  of  the  track  and  slower  on  sharp  curves.  But 
corrugated  rails  are  not  confined  to  curves  and  some  lines  are 
entirely  free  from  them  on  curves  and  straight  track.  On 
the  Leicester  tramways  the  irregular  wear  is  confined  to 
straight  track,  more  especially  in  the  down-grade  rails.  On 
the  London  surface  lines  the  corrugations  are  found  on  both 
straight  and  curved  track,  but  the  up-grade  rails  are  most 
affected.  At  Portsmouth.  England,  the  grades  are  free  from 
corrugation,  but  they  are  found  on  the  level  curves  of  that 
system.  At  Sheffield  the  grades  are  comparatively  free,  but 
the  few  corrugations  are  about  equally  divided  on  up  and 
down  grades.  With  different  kinds  of  track  and  rolling  stock 
on  these  lines  it  is  difficult  to  draw  any  conclusions  from 
these  reports.  It  might  be  thought  that  the  quality  of  track 
has  much  to  do  with  this  irregular  rail  wear,  but  an  English 
engineer  who  made  a  study  of  the  tramway  question  in  the 
United  States  reported  to  the  London  county  council  that 
neither  the  trucks  nor  the  roadbed  is  responsible  for  corru- 
gated rails  and  that  increased  elasticity  of  the  roadbed  has 
no  effect  on  the  trouble. 

Other  engineers  are  equally  positive  that  the  rigidity  of 
the  track  is  the  main  cause  of  corrugations.  At  Liverpool 
experiments  have  been  made  with  rails  laid  on  concrete, 
wood,  and  tar  asphalt,  and  the  corrugations  are  found  with 
each  kind,  of  track.  Some  American  engineers  have  thought 
that  rail  corrugations  are  due  to  the  vibration  or  lateral 
bending  of  the  web  of  the  rail,  and  frequent  cross  braces 
have  been  suggested.  Others  think  that  corrugations  may  be 
due  to  the  rails  being  loose  on  their  support,  or  the  ties  loose 
in  their  foundation,  or  that  there  is  a  movement  of  the  track 
foundation  or  substructure. 

These  various  experiences  and  opinions  relating  to  corru- 
gated rails  are  here  presented  as  a  preliminary  study  of 
the   subject    for   the   benefit   of   future   investigators,    and   to 


April  20,  1907 


ELECTRIC    RAILWAY    REVIEW 


513 


show  the  difficulties  which  the  problem  involves.  It  will 
probably  be  found  that  there  are  a  number  of  causes,  some 
of  them  peculiar  to  certain  lines,  and  that  the  best  remedy 
will  be  found  by  a  careful  investigation  of  local  condi- 
tions, rather  than  the  development  of  a  general  theory 
applicable  to  all  lines  where  the  trouble  exists.  The  improve- 
ments which  are  being  made  in  roadway  and  rolling  stock 
should  lessen  the  evil,  and  the  most  substantial  track  should 
be  found  the  most  economical  when  the  expense  for  rail 
renewals  is  considered. 


MAINTENANCE    AND    DEPRECIATION. 

The  proceedings  of  the  American  Street  and  Interurban 
Railway  Accountants'  Association,  just  published,  include  a 
report  of  the  executive  session  held  at  Columbus.  O.,  on 
October  18,  1906.  and  elsewhere  in  this  issue  will  be  found 
the  paper  of  Mr.  R.  X.  "Wallis  on  the  subject  of  depreciation 
and  an  abstract  of  the  discussion  which  followed.  The 
remarks  of  a  number  of  the  speakers  were  interesting  and 
instructive,  but  the  discussion  was  to  some  extent  hampered 
because  of  the  narrowness  of  the  text  and  because  of  the 
failure  properly  to  define  the  terms  used  before  proceeding 
to  the  discussion. 

The  question  was:      "Does  the  maintenance  of  an  electric 


for  depreciation  sufficient  for  all  practical  purposes.  .Mr. 
Xeal,  however,  showed  that  if  a  property  is  replaced  grad- 
ually and  all  renewals  charged  to  maintenance,  the  value  at 
any  given  time  would  be  but  little  more  than  half  of  the 
original  cost,  and  therefore  to  keep  the  value  of  a  property 
intact  it  is  necessary  to  provide  a  depreciation  reserve  In 
addition  to  charging  all  renewals  to  the  maintenance 
accounts. 

The  conclusion  of  the  Accountants'  association  was  that  in 
order  to  obviate  the  need  of  a  charge  for  depreciation,  "mainte- 
nance'' must  include  "a  sufficient  charge  set  aside  for  future 
replacements  of  depreciated  property.''  On  reflection  this 
will  be  found  to  be  a  much  broader  interpretation  of  mainte- 
nance than  that  of  the  standard  classification  which  merely 
includes  the  expenditures  for  renewals  as  they  occur.  The 
unexpended  balance  of  the  "charge  set  aside''  would  cover 
the  deficit  referred  to  by  Mr.  Xeal.  or.  as  stated  by  Mr.  Da  vies. 
the-  balance  of  the  renewal  reserve,  together  with  the  value  of 
the  property,  would  at  any  time  be  equal  to  the  capital  ex- 
penditure, which  is  the  ideal  condition. 

In  connection  with  this  review  of  the  ideas  expressed 
by  electric  railway  accountants  as  to  the  proper  course  to 
be  followed  in  regard  to  repairs  and  renewals,  it  will  be 
interesting  to  compare  the  theory  and  practice  of  the  electric 
and  the  steam  railways.     It  has  already  been   said  that  the 


Charges  for   Maintenance   and    Depreciation   in   Per  Cent  of   "Operating   Expenses. 


Steam  railways  of  United  States  as  reported  to  interstate  commerce  commission     

Ditto    if    renewals    were    not    charged    in    operating    expenses    (estimated)    

Ditto  if  Stillwell  and  Putnam's  estimated  saving  by  electrical  operation  I*  accepted    ... 
Street  surface,  elevated  and  subway  railways  of  state  of  New  York  as   reported    to    rail- 
road commission    

Street  railways  of  state  of  Connecticut  as  reported  to  railroad  commission    

Street  railways  of  state  of  Massachusetts  as  reported  to  railroad  commission     

Ditto    

Chicago  Union  Traction  Company 

United  Railways.  St.  Louis 

Milwaukee  Electric  Railway  &  Light  Company  ( railway  department)    

Twin   City   Rapid   Transit    Company 


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railway  at  a  high  standard  of  efficiency  eliminate  the  necessity 
of  a  charge  for  depreciation?" 

The  answer  finally  given  to  this  question  was:  "The 
maintenance  of  an  electric  railway  at  a  high  standard  of 
efficiency  does  not  eliminate  the  necessity  for  depreciation 
unless  the  word  maintenance'  is  construed  to  cover  a  suffi- 
cient charge  set  aside  for  future  replacements  of  depreciated 
property."  The  association  is  to  be  congratulated  upon  thus 
officially  recognizing  the  fact  of  depreciation  and  the  new] 
of  making  suitable  provision  for  it. 

The  Street  Railway  Accountants'  Association  at  its  first 
regular  meeting,  at  Xiagara  Falls  in  1S97.  discussed  the 
"Standard  Classification  of  Operating  Expense  Accounts."  sub- 
mitted to  the  convention,  wherein  it  was  provided  that  each 
item  under  the  heads,  "'A — Maintenance  of  Way  and  Struc- 
and  "is — Maintenance  of  Equipment,"  should  embrace 
the  cos1  of  repairs  and  renewals.  At  the  next  meeting  of  the 
Accountants'  association,  at  Boston  in  1898,  the  standing 
committee  on  "Classification  of  Accounts"  submitted  a  revised 
report,  in  which  some  minor  changes  were  made,  but  each 
paragraph  tinder  maintenance  began  :  '<  lharge  to  this  account 
all  expenditures  tor  repairs  and  renewals  of."  etc.  This 
revised  report  was  adopted  by  the  association. 

This  direction  thai  renewals  be  included  in  maintenance 

oday  the  recommendation  of  the  American  Street  and 
Intel-urban  Railway  Accountants'  Association,  as  it  has  been 
since  the  adoption  of  the  repori  on  classification  ni 
'.perilling  expenses  by  the  association  in  1898,  and  may  be 
the  theoretical  standard  of  the  association.  In 
the  case  ol  a  companj  having  a  perpetual  franchise  a  strict 
conforming  to  this  I  might  b<    regarded  as  a  provision 


Standard  Classification  of  Operating  Expense  Account 
recommended  for  the  electric  lines  provides  that  renewals 
shall  be  charged  to  the  maintenance  accounts.  This  is  also 
the  standard  prescribed  for  the  steam  railways  by  the  inter- 
state commerce  commission  in  accordance  with  the  federal 
statute  known  as  the  act  to  regulate  commerce.  The  theory 
being  the  same  for  both  classes  of  roads,  the'figures  in  the 
accompanying  table  are  cited  to  show  the  practice. 

Comparisons  of  this  kind  are  most  generally  made  in 
terms  of  gross  earnings  or  of  gross  receipts,  but  it  is  believed 
that  a  comparison  on  that  basis  is  too  much  affected  by  traffic 
conditions  to  bring  out  the  point  it  is  desired  to  make.  For 
instance  one  of  the  reports  cited  shows  two  companies  with 
ratios  of  operating  expenses  to  total  income  of  51  per  cent  and 

i  per  cent,  respectively.  The  total  charges  to  the  mal 
nance  accounts  are  4.4  per  cent  and  10.5  per  cent,  respecti- 
<>l  the  total  income.  When  expressed  as  percentages  of 
operating  expenses  the  figures  for  maintenance  are  8.5  and 
1  1.7.  instead  of  4.4  and  10.5,  which  gives  a  better  idea  of  what 
these  lines  are  doing  toward  keeping  up  the  property.  The 
table  herewith  has  been  compiled  to  show,  in  terms  of  the 
money  spent,  how  much  has  been  spent  for  maintenance  and 
bow  much  has  been  spent    lor  reserved)   for  depreciation. 

The  statistics  of  the  interstate  commerce  commission 
show  that  the  steam  railways  of  the  United  States  In  1905 
charged  40.52  per  cent  of  "Operating  Expenses"  on  account  of 

.Maintenance."    in    which    are   included    renewals.     Inasmuch 
as  the  steam   railways  include  renewals  as  part   of  operating 

expenses,  the  Charge  for  maintenance  is  a  smaller  proi 

of  operating  expenses   than   it   would   he   were   only   current 
repairs  so  charged,     Analysis  of  the  maintenance  and  depre- 


iU 


ELECTRIC    RAILWAY    REVIEW 


Vol    XVll.  No.  16. 


ciation  charges  of  the  Chicago  Union  Traction  Company  and 
the  Glasgow  Corporation  Tramways,  both  of  which  are  ad- 
mitted  to  be  attempting  to  make  adequate  reserves  tor 
renewals,  shows  thai  renewals  amount  to  about  one-third 
more  than  current  repairs.  Applying  this  correction  to  the 
maintenance  charges  reported  bj  steam  railways  for  1905  the 
amount  would  be  52.73  per  cent  of  "Operating  Expenses"  on 
the  electric  railway  basis  of  Computation.  In  a  paper  read 
before  the  American  Institute  of  Electrical  Engineers  on 
January  25,  1907,  Messrs.  Lewis  R.  Stillwell  and  Henry  St. 
Clair  Putnam  estimated  that  were  the  steam  railways  oper- 
ated by  electricity  maintenance  charges  would  lie  nearly  1.", 
tier  cent  less  than  at  present.  Admitting  all  these  claims 
and  making  the  correction,  the  maintenance  charges  of  stean. 
railways  in  the  United  States  for  1905  would  have  been  45.0J 
per  cent  of  "Operating  Expenses."  if  the  lines  were  operated 
by  electricity.  The  electric  railways  in  Connecticut,  in  Mass;. 
chusetts  and  in  New  York  are  expending  from  22  to  25  per 
cent  of  total  operating  expenses  for  maintenance,  and  the 
reports  show  no  reserves  for  renewals. 

While  it  is  probable  that  the  maintenance  charges  of  tht 
steam  railways,  which  are  twice  as  great  as  those  of  the 
electric  railways,  are  to  some  extent  swelled  by  expenditures 
for  betterments,  all  of  the  difference  is  not  due  to  this.  When 
the  figures  for  Connecticut.  Massachusetts  and  New  York 
electric  roads  are  compared  with  those  for  the  few  American 
electric  railways  that  are  making  partial  or  complete  provision 
for  depreciation  in  the  way  of  reserves  for  renewals,  the 
conclusion  to  be  drawn  is  that  electric  railways  in  general 
are  diverting  an  amount  equal  to  lb  or  12  per  cent  of  their 
gross  earnings  from  operating  expenses,  and  making  it  avail- 
able for  dividends,  that  is.  provided  it  is  not  required  for 
bond   interest. 

It  is  recognized  that  there  is  a  depreciation  of  railway 
property  not  made  good  by  current  repairs.  The  extent  of 
this  depreciation,  the  best  method  of  providing  for  it,  and  the 
most  convenient  way  of  handling  the  accounts  relating  to  it 
are  debatable  matters  which  should  receive  the  earnest  atten- 
tion of  the  Accountants'  association.  There  are  some  points 
which  seem  clear:  (1)  If  the  difference  between  the  theory 
and  practice  of  the  electric  railways  is  to  continue,  the 
"Standard  Classification  of  Operating  Expense  Accounts" 
should  be  revised.  (2)  To  avoid  excessive  fluctuations  in 
expenses,  renewal  reserve  funds  should  be  created  by  charges 
made  at  regular  intervals.  1 3)  It  is  desirable  to  have  the 
total  of  the  repair  or  up-keep  accounts  and  the  total  of  the 
renewal  or  depreciation  reserves  shown  together,  so  that  it 
may  be  seen  whether  the  repair  account  is  being  favored  at 
the  expense  of  the  renewal  reserve. 

These  various  questions  are  of  especial  interest  now 
because  the  interstate  commerce  commission  has  been  examin- 
ing into  the  practice  of  the  steam  railways  in  accounting  for 
repairs,  renewals,  replacements,  betterments,  improvements, 
additions  and  construction,  and  has  invited  from  the  railways 
a  full  statement  of  views  on  the  methods  of  accounting  for 
depreciation,  and  we  understand  the  matter  is  to  be  discussed 
at  the  meeting  of  the  Association  of  American  Railway 
Accounting  Officers  at  Atlantic  City  on  April  24  next.  The 
interstate  commerce  commission  in  its  "Accounting  Circular 
No.  8,"  just  issued,  submits  a  tentative  plan  for  the  considera- 
tion of  the  railway  accountants.  It  is  the  purpose  of  the 
commission  for  the  first  year,  beginning  on  July  1,  1907,  to 
have  the  accounting  department  of  each  road  determine  what 
charge  should  be  made  for  depreciation,  and  submit  the  rea- 
sons leading  to  the  determination  adopted.  It  is  planned  to 
make  later  a  careful  investigation  to  determine  the  useful 
lite  of  various  classes  of  material  and  equipment. 


The  Peoria-Bloomington  line  of  the  Illinois  Traction  Sys- 
tem was  opened  on  April  15,  when  a  car  carrying  a  party  of 
officials  made  the  trip  from  Bloomington  to  East  Peoria,  at  a 

.1  of  about  40  miles  per  hour.  It  is  expected  to  begin 
regular  service  about   April   20 


ANNUAL   MEETING   OF  THE    IOWA   STREET   AND   INTER- 
URBAN    RAILWAY    ASSOCIATION. 

The  fourth  annual  convention  of  the  Iowa  Street  and 
Inti  lurban  Railway  Association  was  held  at  the  Lafayette 
Inn.  Clinton,  la.,  on  Friday  and  Saturday,  April  19  and  20, 
1907.  Thanks  to  the  untiring  efforts  of  the  secretary,  L.  D. 
Mathes,  and  of  the  entertainment  committee,  of  which  P.  P. 
Crafts  is  chairman,  all  was  in  readiness  for  the  meeting  and 
exhibits  before  the  delegates  from  the  railway  companies 
arrived.  The  business  meetings  were  held  in  the  parlors  of 
the  headquarters  hotel 

The  first  session  was  called  to  order  by  the  president, 
F.  J.  Hanlon  of  .Mason  City,  vice-president,  secretary  and 
auditor  Mason  City  &  Clear  Lake  Railway,  at  lie  in  on  the 
morning  of  April  19. 

Hon.  H.  U.  Crockett,  mayor  of  Clinton,  made  a  short 
address  of  welcome,  the  response  to  which  was  made  by 
C.  D.  Cass  of  Waterloo,  general  manager  of  the  Waterloo 
Cedar  Falls  &  Northern  Railway  Company.  The  president 
then  read  his  annual  address,  as  follows: 

President's   Annual   Address. 

It  gives  me  great  pleasure  to  open  the  fourth  annual  meet- 
ing of  this  association.  It  is  not  often  that  one  meets  as 
strong  a  body  of  men  as  the  electric  railway  men  of  Iowa. 
a  body  of  which  1  am  proud  to  be  a  part.  It  seems  but  a  few- 
months  since  the  first  call  was  made  for  organization  and  at 
that  time  no  one  knew  but  that  the  infant  would  "die  a 
bornin'."  but  we  have  prospered  because  there  was  a  real  need 
and  a  broad  field  for  such  a  body  as  ours,  and  this  year  I 
think  the  owners  of  all  electric  railway  properties  have  seen 
the  association  justified,  and  the  wisdom  of  the  founders  has 
been  commended  on  every  side. 

To  our  friends,  the  supply  men,  we  owe  a  generous 
amount  of  praise  for  our  success,  and  I  speak  for  every 
member  of  this  bodly  when  I  say  they  are  doubly  welcome. 
Very  little  is  sold  at  our  convention,  but  when  a  man  calls 
on  me  in  my  office.  1  like  to  think  I  saw  him  at  the  last 
meeting. 

We  are  living  in  a  record-making  epoch  and  in  fact  will 
be  looked  upon  in  a  few  short  years  as  pioneers  in  the  electric 
railway  business,  when  operating  men  will  be  joking  in  their 
meetings  about  the  times  when  it  was  hard  for  an  electric 
line  to  get  a  joint  freight  tariff,  and  we  old-timers  will  be 
relating  real  experiences  and  swapping  real  stories  about  the 
hardships  of  the  first  10  years  of  the  twentieth  century. 

The  most  important  work  this  year  has  been  concerning 
legislation,  which  at  one  time  threatened  to  overwhelm  us.  and 
I  am  proud  to  say  that  at  every  call  a  goodly  number  of  out- 
members  were  quick  to  respond  and  exert  their  influence  in 
opposition  to  proposed  legislation  that  would  have  been  injuri- 
ous to  electric  railway  interests.  I  cannot  commend  too 
highly  both  branches  of  the  legislature  for  their  very  evident 
desire  not  to  embarrass  the  electric  railways  with  hostile  legis- 
lation,  when  the  harmful  effects  of  proposed  acts  were  ex- 
plained. Among  the  most  important  work  was  the  defeat  of 
the  limning  board.  Sunday  closing  and  wire  regulation  bills 
and  the  securing  of  a  10-cent  minimum  on  the  2-cent  fare  bill. 

In  these  days  of  anti-corporation  agitation,  amounting 
almost  to  fanaticism,  it  seems  to  me  that  we  have  emerged 
almost  unscathed  and  already  we  see  signs  that  the  movement 
has  reached  the  crest  and  has  begun  to  recede.  These  periods 
have  come  and  gone  in  the  past,  and  we  may  only  expect  a 
repetition  of  history. 

The  work  of  your  secretary  in  this  connection  is  worthy 
of  the  highest  praise  and  to  his  watchful  diligence  and  energy 
may  be  ascribed  a  goodly  portion  of  our  success.  Not  only 
in  this  matter  but  in  all  others  he  has  been  faithful,  and  I 
t  rust  the  members  will  in  all  instances  show  their  apprecia- 
tion of  his  efforts  to  protect  your  interests  by  prompt  replies 
to  all  correspondence.  He  gets  no  salary  and  renders  valu- 
able service  and  needs  encouragement  instead  of  having  to 
wait  for  "the  letter  that  never  came." 

The  value  of  the  papers  to  be  read  in  this  meeting  will 
be  greatly  enhanced  by  a  free  discussion  and  the  programme 
has  been  so  arranged  that  ample  time  is  allowed  for  everybody 
to  ask  questions  and  give  his  experience.  The  officers  of  the 
association  ask  and  urge  every  member  to  express  his  views 
on  all  the  topics  and  I  am  confident  you  will  be  benefited  if 
you  bring  your  knotty  problems  before  the  association.  Very 
likely  your  neighbor  has  had  to  unravel  the  same  tangles. 

in  conclusion,  gentlemen,  let  us  consider  that  the  field 
of  electric  railways  is  just  commencing  to  broaden.  Let  us 
take  care  of  our  association,  nurture  it  and  not  only  keep  it 
the   lusty   infant   it   now   is.   but   make  it  the  full-grown   man. 


Apr.l  20,  1907 


ELECTRIC    RAILWAY    REVIEW 


515 


All  we  need  is  the  enthusiasm  and  the  support  heretofore 
given  to  maintain  our  fame,  which  has  gone  far  beyond  the 
borders  of  Iowa,  as  being  the  best,  if  not  the  largest,  state 
association  in  the  field. 

L.  D.  Mathes.  manager  and  purchasing  agent  Union  Elec- 
tric Company,  Dubuque,  read  his  annual  report  as  secretary 
and  treasurer.  The  report  recited  the  work  of  the  executive 
committee,  and  gave  a  financial  statement  showing  the  pros- 
perous condition  of  the  association. 

Mr.  Mathes,  the  secretary,  read  the  paper  by  H.  W. 
Garner  on  "Amusements:  How  Should  This  Feature  be 
Handled  by  Operating  Companies?"  This  paper  and  an  ab- 
stract of  the  discussion  which  followed  it  will  be  found  on 
page  ">16  of  this  issue. 

Afternoon    Meeting. 

The  afternoon  session  was  called  to  order  at  2:10  o'clock. 

J.  M.  S.  Waring,  of  the  Electric  Storage  Battery  Com- 
pany, gave  an  informal  talk  on  the  application  of  the  storage 
battery,  in  the  course  of  which  he  described  interesting 
examples  of  storage  battery  installations  to  equalize  fluctuat- 
ing loads  on  alternating  current  systems  through  the  medium 
of  suitable  transforming  apparatus.  Replying  to  an  inquiry, 
Mr.  Waring  said  that  the  maintenance  on  storage  batteries 
was  not  above  5  per  cent  per  annum,  and  this  included 
renewals  and  provided  for  depreciation,  as  the  only  deprecia- 
tion was  in  the  plates. 

Mr.  .Mathes  announced  that  there  would  be  a  discussion 
on  depreciation  at  an  executive  session  on  Saturday. 

H.  H.  Polk  read  a  paper  on  "Modern  Train  Dispatching 
MeThods  on  Electric  Railways."  This  paper  will  be  found  on 
page  521   of  this  issue. 

A  paper  on  "Freight  Handling  by  Electric  Lines,"  read 
by  P.  P.  Crafts,  concluded  the  afternoon  session.  This  paper 
will  be  found  on  page  ols  of  this  issue. 

Entertainments. 

All  arrangements  of  the  convention  details  and  for  the 
entertainment  of  delegates  at  the  Clinton  meetings  of  the 
Iowa  Electrical  Association  and  the  Iowa  Street  and  Inter- 
urban  Railway  Association  were  in  charge  of  a  committee 
comprising  P.  P.  Crafts,  general  manager  Iowa  &  Illinois 
Railway,  chairman;  Thomas  S.  Crawford,  general  manager 
Clinton  Gas  Light  &  Coke  Company;  and  R.  M.  Howard, 
general  manager  Clinton  Street  Railway.  Associated  with 
this  committee  and  constituting  a  local  committee  to  assist 
in  the  entertainment  of  guests  were  a  number  of  the  leading 
business  men  of  Clinton,  including  G.  E.  Lamb,  president  Iowa 
&  Illinois  Railway;  C.  H.  Young,  president  Clinton  Street 
Railway;  F.  W.  Ellis,  C.  C.  Coan.  \V.  F.  Coan,  C.  B.  Mills, 
Dr.  L.  M.  Ellis.  R.  C.  Langan,  Dr.  J.  C.  Langan,  E.  T.  Boyle, 
H.  E.  Oates,  W.  J.  Young.  E.  A.  Young,  C.  C.  Ewing,  H.  W. 
Seaman,  W.  S.  Gardner,  F.  I  ten.  Val  Bonney.  F.  A.  Perkins, 
B.  Bahnser. 

The  programme  arranged  included  the  following: 

An  excursion  on  the  Mississippi  river  on  the  afternoon 
of  Friday.  G.  E.  Lamb,  president  of  the  Iowa  &  Illinois  Rail- 
way, placing  his  houseboat,  "The  Chaperone,"  at  the  disposal 
of  the  convention  for  this  purpose. 

A  Dutch  lunch  and  smoker  at  the  Lafayette  Inn  on  the 
evening  of  Friday,  features  of  which  were  music  and  an 
amateur  vaudeville  entertainment. 

An  excursion  to  Davenport,  Rock  Island  and  Moline,  the 
party  leaving  Clinton  on  the  afternoon  of  Saturday  in  a 
Bpeclal  car  of  the  Iowa  «i  Illinois  Railway,  and  transferring 
to  a  special  car  of  the  Tri-City  Railway  at  Davenport.  After 
inspection  of  the  government  power  house  on  Rock  Island 
and  the  plant  of  the  Tri-City  Railway  at  Moline  and  a  supper 
at  the  Commercial  Club,  Davenport,  the  party  to  return  1" 
i  linton. 

'I  he  Clinton  Street  Railway,  the  Iowa  K-  Illinois  and  the 
Tri-City  companies  all  extended  the  Courtesy  Of  free  trans- 
portation to  the  delegates  and  representatives  of  manufac- 
turers in  attendance- 


List  of  Delegates. 
Tin'  street   railway  men  who  had  registered  on  Thursday 
night  and  the  companies  they  represented  wi 

R.   M.   Howard.  Clinton   Street  Railway   Company.  Clinton. 
P.  P.  Crafts.  Iowa  &  Illinois  Railway  Company,  Clinton 
F.  A.  Perkins.  Iowa  &   Illinois  Railway  Company. 

B.  .Johnson,  Clinton  Street  Railway  Company. 

C.  F.  Hillman.  Iowa  &  Illinois  Railway  Company. 

W  C.  Waters.  Tama  &  Toledo  Electric  Railway  A:  Light 
Company.  Toledo. 

A.  E.  Park,  Des  Moines  Wintered  &  Western  Railway 
Company. 

L.  D.  Mathes.  Union  Electric  Company,  Dubuque. 

C.  O.  Elbert,  Ft.  Dodge  Des  Moines  &  Southern  Railway 
Company,  Boone. 

F.  J.  Hanlon.  Mason  City  &  Clear  Lake  Railway  Company, 
Mason  City. 

John  A.  Highbee.  Howell  X.  Highbee  and  Charles  E 
Caster,  Peoples  Gas  &  Electric  Company,  Burlington. 

C.  E.  Fahrney,  Ottumwa  Railway  &  Light  Company, 
Ottumwa. 

W.  A.  Stockfleld,  Citizens'  Railway  &  Light  Company, 
Muscatine. 

E.  Moore,  J.  C.  Federsen  and  .1.  Widerman,  Iowa  &  Illinois 
Railway   Company. 

John  Reynolds,  Boone  Electric  Company.  Boone. 

II.  W.  Garner,  Oskaloosa  Traction  Company.  Oskaloosa. 

Mr.  (J.   W.  Bissell,  Ames  College.  Ames. 

L.  Sincere.  Toledo. 

H.  H.  Polk.  G.  B.  Hippee.  Des  Moines  City  Railway. 

R.  A.  Leussler,  Omaha  and  Council  Bluffs  Street  Railway 
Company,  Omaha. 

H.  B.  Noyes,  Omaha  &  Council  Bluffs  Street  Railway 
Company.  Omaha. 

L.  Charles  Xash.  Omaha  &  Council  Bluffs  Street  Railway 
Company.  Omaha. 

E.  L.  Kirk.  Sioux  City  Traction  Company.  Sioux  City. 

C.  M.  Cheney.  W.  C.  Breckenridge.  L.  E.  Knowles.  C.  D. 
Cass,  L.  H.  Breckenridge,  Waterloo  Cedar  Rapids  &  North- 
ern Railway  Company.  Waterloo. 

T.  L.  Cole.  Davenport. 

F.  Marron.  Rock  Island. 
J.  E.  Hayde,  Boone,  la. 

T.  B.  Terry.  Cedar  Rapids. 

C.  D.  Cass,  Waterloo  Cedar  Falls  &  Northern  Railway, 
Waterloo. 

H.  R.  Longanecker.  Centerville  Light  &  Traction  Com- 
pany. Centerville. 

L.  E.  Knowles,  Waterloo  Cedar  Falls  &  Northern. 

H.  G.  Laurence.  Chippewa  Valley  Electric  Railroad,  Fan 
Claire.  Wis. 


MANUFACTURERS'    EXHIBIT    AT    CLINTON,    IA. 


At  the  annual  conventions  of  the  Iowa  Street  and  Inter- 
urban  Railway  Association  and  the  Iowa  Electrical  Associa- 
tion, held  at  Clinton,  la.,  on  Thursday.  Friday  and  Saturdaj 
April  is.  19  and  21).  the  basement  of  the  Lafayette  Inn  was 
set  aside  for  the  manufacturers'  display  of  electric  lighting 
and  railway  supplies.  The  space  available  was  about  2,000 
square  feet.  The  booths,  which  were  S  by  10  and  7  by  10 
feet  in  size,  were  arranged  so  as  to  show  to  the  best  advantage 
the  working  models  and  other  exhibits  on  display.  The  room 
was  wired  for  both  alternating  and  direct-current  circuits. 
and  current  for  power  and  lighting  was  furnished  with  the 
compliments  of  the  local  railway  and  lighting  companies. 

Among  the  manufacturers  and  dealers  in  electrical  ap- 
paratus and  supplies  represented  at  the  conventions  were: 

Allis-Chalmers  Company,  Milwaukee.  Wis. — Represented 
by  K.   Dryer  and  D.  K.  Chadbourne. 

American  Steel  &  Wire  Company,  Chicago.  111. — Double 
twin  spindle  track  drills,  rail  bonds,  trolley  wire  and  insulated 
cables.  Represented  by  George  Long,  George  Quigley  and 
Frank  Conklin. 

Atlas  Railwa]  Supply  Company.  Chicago.  111. — Rail  joints. 
braces  and  tleplates.     Represented  by  Q-.  M.  Huber. 

Benjamin  Electric  Manufacturing  Company,  Chicago.  111. — 
Electric  lighting  supplies  and  car  lighting  specialties.  Repre- 
sented by  II.  K.  Watson  and  W.  L.  Rogers. 

Brillianl  Electric  Company.  Cleveland.  O.— E.  Y.  Hen 
necke. 

Viscosity  oil  Company,  Chicago.  [11.— Represented  by  E.  R. 

Hlnblis  anil  S.  .1.   Ross. 

Buckeye   Electric   Company,    Cleveland,    O. — Repres' 
by  A.  J.  Bchram. 

Buda  Foundrj  k-  Manufacturing  Company  and  Paigi 


516 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  No.  L6. 


Works,  Chicago.  111. — Hilda  track  specialties,  consisting  of 
track  jacks  and  drills,  spring  switches  and  tool  grinders. 
Represented  by  V.  A.  Sweit  and  E.  S.  Nethercut. 

Central  Electric  Company,  Chicago,  111. — Electrical  sup- 
plies.    Represented  by  F.  R.  Bryant. 

Electric  Appliance  Company.  Chicago,  111. — San  gam  o 
meters,  electric  laundry  Irons.  Represented  by  P.  R.  Boole 
and  .1.  K.  Alline. 

Electric  Service  Supplies  Company,  Philadelphia,  Chi- 
cago and  Keokuk. — Electric  railway  supplies.  Represented  by 
Thomas  H.  Henkle  and  E.  R.  Mason,  of  the  Porter  &  Berg 
department. 

Electric  Storage  Battery  Company.  Philadelphia,  Pa. — 
Represented  by  G.  W.  Aktin  and  J.  M.  S.  Waring. 

Evans,  Almirall  &  Co..  New  York,  N.  Y. — Central  station, 
heating.     Represented  by  Benjamin  Kauffman. 

Everstick  Anchor  Company.  St.  Louis,  Mo. — Everstick  guy 
anchor  and  auger  handle.     Represented  by  Jasper  Blackburn. 

Federal  Electric  Company,  Chicago.  111. — Electric  signs. 
Represented  by  G.  T.  Otis. 

Ft.  Wayne  Electric  Works,  Ft.  Wayne,  Ind. — Single  and 
multiphase  meters,  arc  lights,  motors,  wattmeters,  calibrators 
and  transformers.  Represented  by  F.  S.  Wiemever  and  A.  L. 
Pond. 

Fostoria  Incandescent  Lamp  Company,  Fostoria.  O. — 
Repres  nted  by  J.  Rice. 

Fox-Callahan  Company.  Milwaukee.  Wis. — Terminal  hood. 
Represented  by  E.  M.  Clark. 

VV.  R.  Garton  Company,  Chicago,  111. — Porcelain  insulators, 
lighting  arresters,  solder  hands,  Heaney  fireproof  wire,  Wapax 
anchors,  trolley  cords  and  overhead  railway  materials.  Repre- 
sented by  W.  R.  Garton  and  C.  C.  Ewing. 

General  Electric  Company.  Schenectady.  X.  Y. — Electric 
kitchen  utensils,  luminous  radiators,  railway  supplies  and 
electric  lamps.  Represented  by  E.  L.  Callahan,  R.  E.  Keller, 
F.  M.  Vogel,  Darwin  Ulke,  G.  A.  Seabury  and  J.  D.  A.  Cross. 

Gould  Storage  Battery  Company,  New  York,  N.  Y. — Repre- 
sented by  E.  M.  Hervey. 

Illinois  Electric  Company,  Chicago,  111. — Electrical  sup- 
plies.    Represented  by  C.  C.  Dawson. 

H.  W.  Johns-Manville  Company,  New  York,  N.  Y. — "No- 
ark"  inclosed  fuses,  overhead  line  materials,  insulators,  meters 
and  friction  tape.  Represented  by  J.  W.  Hardy  and  W.  B. 
Roberts. 

Kalamazoo  Railway  Supply  Company.  Kalamazoo,  Mich. — 
Root  railway  spring  scrapers  and  fenders.  Represented  by 
Fred  N.  Root. 

McClintock  Manufacturing  Company,  St.  Paul,  Minn. — 
Railway  signals.     Represented  by  Charles  H.  Decker. 

Monarch  Electric  &  Wire  Company,  Chicago,  111. — Monarch 
wire  and  flaming  arc  lamps.     Represented  by  H.  E.  Mason. 

National  Brass  &  Metal  Company.  Minneapolis,  Minn. — 
Represented  by  A.  M.  Nelson. 

National  Carbon  Company,  Cleveland,  O. — Represented  by 
C.  W.  Wilkins. 

National  Conduit  &  Cable  Company,  New  York,  N.  Y. — 
Represented  by  F.  B.  Snitzer. 

National  Lead  Companv,  New  York,  N.  Y. — Represented 
by  C.  T.  Clark. 

Ohio  Brass  Company,  Mansfield,  O. — Railway  supplies. 

Ohmer  Fare  Register  Company,  Dayton,  O. — Fare  and 
recording  registers.     Represented  by  C.  W.  Ketteman. 

John  A.  Roebling's  Sons  Company,  Trenton,  N.  J. — Repre- 
sented by  H.  N.  Black. 

St.  Louis  Car  Wheel  Company,  St.  Louis,  Mo. — Repre- 
sented by  F.  O.  Grayson. 

Shelby  Electric  Company,  Shelby,  O. — Represented  by 
R.  P.  Bricker. 

Standard  Electric  Manufacturing  Company.  Naperville, 
111. — Represented  by  R.  W.  Loose. 

Standard  Underground  Cable  Company,  Pittsburg,  Pa. — 
Weatherproof,  trollev  and  magnet  wires.  Represented  by 
J.  E.  O'Neill. 

Tri-City  Electric  Company,  Davenport,  la. — Represented 
by  Edward  Kunkel  and  I.  N.  Butterworth. 

W.  T.  Van  Dorn  Company,  Chicago,  111. — Drawbar  and 
automatic  couplers.     Represented  by  N.  P.  Moerdyke. 

Wagner  Electric  Manufacturing  Company,  St.  Louis,  Mo. — 
Electrical  instruments.  Represented  by  Frank  N.  Jewett  and 
C.  C.  Warner. 

Westinghouse  Electric  &  Manufacturing  Company,  Pitts- 
burg, Pa. — Alternating-current  electric  fans,  electric  meters. 
Represented  by  A.  M.  Miller,  H.  H.  Caughlan  and  W.  R. 
Pinckard. 

Western  Electric  Company.  Chicago,  111. — Insulators, 
motors,  arc  lights,  fans  and  electric  railway  supplies.  Repre- 
sented by  D.  C.  Guest.  W.  E.  Myers,  O.  B.  Duncan,  H.  E. 
Griffin  and  M.  R.  Last. 


AMUSEMENTS:    HOW   SHOULD  THIS   FEATURE   BE    HAN- 
DLED   BY    OPERATING    COMPANIES?* 


BY     II.     W.    GAKNER,   GENERAL   MANAGER  0SKAI.O08A  TRACTION   A 
LIGHT  COMPANY,    OSKALOOSA,    [A. 


It  is  not  to  be  within  the  bounds  of  this  article  to  bring 
before  you  in  review  the  opinions  and  observations  of  any 
great  number  of  persons  who  are  engaged  in  devising,  con- 
structing and  operating  amusement  parks  and  resorts,  and 
catering  to  the  amusement  whims  of  the  public.  Every  rail- 
way manager  has  only  to  read  the  excellent  articles  appearing 
regularly  in  railway  publications  and  reviews,  descriptive 
of  amusement  parks  and  their  operation,  to  keep  advised  of 
the  extent,  development  and  constant  progress  along  the  lines 
of  fostering  and  building  up  outdoor  amusements. 

It  has  been  reliably  stated  that  this  country  presents  the 
greatest  industry  and  the  greatest  prosperity  in  the  way  of 
outdoor  amusements  in  the  world;  and  in  this  connection  it 
is  safe  to  assume  that  without  electricity  the  summer  park, 
as  we  know  it,  would  never  have  been  evolved  or  brought  to 
its  present  state  of  development.  This  article  will  endeavor 
to  present  to  you: 

1.  What  the  electric  railway  companies  of  this  state  have 
accomplished  in  the  way  of  furnishing  or  promoting  amuse- 
ments as  a  feature  of  their  operation  and  for  the  purpose 
of  inducing  traffic. 

2.  To  determine  as  nearly  as  possible  to  what  extent  the 
companies  can  invest  conservatively  and  profitably  in  main- 
taining amusement  resorts  or  in  assisting  in  enterprises 
intended  to  provide  pleasure  for  the  public. 

3.  To  point  out  in  a  general  way  the  best  methods  to 
pursue,  as  shown  by  experience  and  observation. 

The  actual  management  and  various  features  of  amuse- 
ment parks  and  resorts  certainly  present  as  varied  and 
diverse  sides  as  those  of  the  transportation  business  itself, 
and  today  we  find  millions  of  dollars  invested  in  this  generally 
profitable  business. 

I  feel  safe  in  saying  that  the  railroads  in  this  state,  as  well 
as  in  other  states,  find  themselves,  in  a  way,  the  originator  or 
sponsor  for  amusement  resorts  now  in  operation  or  con- 
templated. Evidently  in  only  a  very  few  of  the  larger  cities 
of  this  state  has  the  amusement  park  taken  its  place  in  the 
business  world  and  passed  from  the  hands  of  the  street  rail- 
way company  into  those  of  private  investors  and  managers. 
However,  in  every  instance  the  street  railways  are  absolutely 
essential  to  the  development  of  amusement  parks;  their  inter- 
est and  that  of  the  park  operators  are  mutual. 

The  electric  railway  interests  of  this  state  are  now  repre- 
sented by  23  separate  companies,  operating  a  total  of  over  500 
miles  of  electric  street  and  interurban  track,  and  serving  an 
approximate  population  of  500,000.  For  convenience  the  com- 
panies are  divided  as  follows: 

Companies  serving  population  of  40,000  to  100,000  —  6. 

Companies  serving  population  of  20,000  to  40.000  =  6. 

Companies  serving  population  of  10,000  to  20.000  =  7. 

Companies  serving  less  than  10,000  =  4. 

To  a  certain  extent  every  company  appears  to  have 
engaged  in  the  amusement  business  and  every  man  apparently 
retains  some  distinct,  if  not  comforting,  memories.  The  writer 
remembers  when  it  was  one  of  his  duties  several  years  ago 
to  preside  over  the  ticket  office  of  a  summer  vaudeville  theater, 
and,  after  each  performance  of  a  colored  minstrel  troop,  to 
lock  up  the  band  instruments  for  safe-keeping,  these  instru- 
ments being  referred  to  in  a  certain  chattel  mortgage  given 
to  secure  railroad  fare  advanced.  At  the  end  of  a  rainy  week 
the  minstrel  troop  had  faded  away,  but  the  instruments 
adorned  the  company's  office  for  some  time  afterward. 

Reports  from  the  various  cities  show  that  the  railway 
companies  of  this  state  are  well  advanced  in  the  provision 
of  amusement  parks  for  the  patrons  of  their  lines,  and  in 
several  of  the  cities  the  companies  have  established  and  are 
now  maintaining  creditable  and  valuable  amusement  facilities. 

To  what  extent  the  various  cities  have  engaged  in  this 
departure  it  is  not  the  purpose  of  this  article  to  disclose.  I 
find,  however,  that  three  companies  own  outright  their  parks 
and  operate  them  under  their  direct  control.  Eight  companies 
derive  benefits  from  amusement  parks  operated  either  privately 
by  the  cities  or  leased  by  the  companies.  The  remaining  11 
companies  derive  no  benefits  from  and  do  not  have  amuse- 
ments or  pleasure  parks  on  their  lines.  The  three  companies 
first  referred  to  guarantee  the  expenses  of  the  parks,  and 
none  of  these  companies  reports  a  profit  on  the  actual  opera- 
tion of  the  park,  from  which  it  might  be  inferred  that  as  a 
separate  financial  undertaking,  apart  from  the  profit  derived 
from  increased  railway  traffic,  the  summer  park  in  this  state 
has  not  proved  to  be  a  paying  investment. 

With  very  few  exceptions  the  entrance  to  all  parks  is 
free,  and  it  is  a  question  whether  the  possible  benefit  that 

♦Read  before  the  Iowa  Street  and  Interurban  Railwav  Associa- 
tion,   Clinton,    la.,    on    April    19.    1007. 


April  20.  1907 


ELECTRIC    RAILWAY    REVIEW 


517 


might  be  secured  in  making  au  admission  charge  and  enabling 
the  management  to  provide  a  better  grade  of  attractions 
might  not  be  offset  by  a  decrease  in  patronage  due  to  the 
admission  charge. 

Every  manager  reports  music  and  band  concerts  as  the 
feature  most  attractive  and  best  enjoyed  by  the  park  patrons, 
when  furnished  in  congenial  surroundings,  with  forest  trees, 
flowers,  greensward  and  plenty  of  shade.  Every  manager  who 
sets  out  to  furnish  summer  amusements  must  hold  ever  before 
him  the  fact  that  mankind  never  ceases  to  love  and  to  take 
pleasure  in  the  open  air,  the  beauties  of  nature  and  the  rest- 
fulness  of  music. 

He  was  a  clever  man  who  named  a  park  "sans  souci," 
which  means  "without  care."  The  railway  manager  whose 
duty  and  interest  it  has  become  to  provide  for  this  side  of 
man's  nature,  knows  well  from  observation  that  his  park  or 
his  amusements  are  successful  and  lasting  only  when  they 
cater  to  this  desire  to  be  merry  and  care-free. 

Other  attractive  features  which  have  been  provided  by 
the  companies  of  this  state  for  their  patrons  include  vaude- 
ville and  summer  theatrical  and  operatic  performances,  mov- 
ing pictures,  merry-go-rounds,  balloon  ascensions,  and  aerial 
acts,  boating  and  bathing  facilities,  figure  eights  and  various 
other  amusement  devices. 

Sunday  is  universally  the  best  day  for  parks  and,  as 
near  as  the  writer  can  ascertain,  the  amusements  furnished 
and  intended  to  be  provided  at  every  park  operated  in  the 
state,  directly  or  indirectly  under  the  control  or  patronage 
of  street  railway  companies,  are  absolutely  clean  and  moral 
in  nature,  and  free  from  objectionable  features.  The  only- 
parks  or  amusement  resorts  that  have  stood  the  test  of  time 
and  are  recognized  today  as  legitimate  and  permanent  invest- 
ments are  the  respectable  parks. 

Certain  members  of  this  association  will  remember  dis- 
tinctly a  bill  which  was  introduced  in  the  last  legislature, 
governing  Sunday  amusements.  It  was  a  significant  fact  that 
in  the  debate  on  this  bill,  which  took  place  before  the  com- 
mittee, the  attractions  and  music  furnished  at  parks  operated 
by  street  railway  companies  were  not  specifically  designated 
by  the  supporters  of  this  measure  as  the  objectionable  amuse- 
ments which  were  considered  a  desecration  and  obnoxious. 
Nevertheless,  every  man  who  was  present  at  this  hearing 
knows,  and  developments  proved  later,  that  if  this  measure 
had  become  a  law  practically  every  park  now  being  operated 
by  street  railway  companies  would  have  closed  its  gates,  and 
this  measure,  which  was  aimed  to  strike  at  a  supposed  exist- 
ing evil,  would  have  embraced  in  its  jurisdiction  every  park 
and  pleasure  resort;  and  the  great  public,  the  people  who 
ride,  would  have  been  deprived  of  what  is  perhaps  the  greatest 
free  blessing  that  comes  to  the  weary,  the  restfulness 
of  beautiful  shady  parks,  the  diversion  of  pleasing  innocent 
amusement,  the  refreshing  stimulus  of  music.  What  railroad 
company  could  operate  its  park  without  the  traffic  on  Sunday, 
the  one  day  in  the  week  for  which  the  park  is  made?  This 
bill  did  not  become  a  law  because  the  street  railway  men 
of  the  state  convinced  their  representatives  that  the  parks 
were  created  for  the  people  and  that  no  man  had  yet  openly 
presented  any  convincing  arguments  why  the  parks  should 
close.  The  laws  for  two  years  are  made,  but  it  behooves 
every  street  railway  company  operating  or  interested  in  any 
park  or  amusement  resort  which  is  patronized  by  the  public 
on  Sunday,  so  to  operate  that  park  that  no  man  can  support 
a  measure  which  may  close  the  park  because  it  is  a  nuisance 
or  because  it  is  objectionable  to  any  great  class  of  men  and 
permits  a  desecration  of  the  Sabbath. 

The  majority  of  the  railway  companies  of  this  state  en- 
courage financially,  in  nearly  every  instance,  baseball  games; 
and.  in  fact,  if  the  truth  were  told,  the  national  games  could 
hardly  flourish  without  the  boosting  hand  of  the  street  railway 
company.  Circuses  are. welcomed  and  in  many  instances  fur- 
nished free  grounds  adjacent  to  car  facilities.  Chautauqua 
meetings  have  generally  proved  to  be  good  traffic  producers. 
Street  fairs  and  carnivals  are  somewhat  out  of  date  and  rail- 
wax  companies  have  apparently  not  suffered  any  great  loss. 
County  fairs,  race  meets,  conventions  and  football  games  are 
all  worthy  of  encouragement. 

Harvest  days  for  the  street  car  companies  are  not  without 
their  burdensome  conditions.  Chief  among  these  in  the 
handling  of  summer  traffic  are:  The  restriction  of  single- 
track  roads;  regular  schedules  which  are  not  maintained 
on  account  of  increased  traffic;  increased  liability  to  accident 
because  of  extra  traffic;  inability  to  secure  competent  and 
trained  men  for  short  periods  of  summer  traffic;  and  last,  but 
not  least,  sufficient  reserve  capacity  in  cars,  and  the  peak 
load  problems.  These  so-called  "necessary  evils"  must  be 
encountered,  carefully  considered,  and  then  provided  for  by 
every  manager;  and  to  attempt  to  standardize  the  remedies 
for  these  conditions  would  be  as  impracticable  as  to  attempt 
to  reduce  to  an  exact  science  the  design  and  operation  of 
amusement   parks.     Local   conditions  must  be  recognized   in 


each  particular  case,  but  to  these  can   be  added  the  known 
experience  of  the  past. 

To  many  of  the  street  railway  companies  of  this  state, 
the  extent  to  which  they  are  warranted  in  establishing  or 
investing  in  amusement  resorts  is  a  perplexing  question.  On 
one  hand  you  are  told  by  the  experienced  successful  park 
manager:  "If  you  go  in,  get  in  strong."  The  writer  knows  of 
several  instances  when  we  "got  in  strong."  On  the  other 
hand  a  too  conservative  policy  may  be  depriving  your  com- 
pany on  every  bright  summer  day  of  traffic  that  is  waiting  to 
be  invited.  With  at  least  one-half  of  the  companies  operating 
in  this  state  the  writer  believes,  "from  his  observations,  that 
it  is  financially  impossible  to  maintain  regularly  during  the 
summer  season  a  park  theater,  presenting  attractive  and 
entertaining  features.  In  the  remaining  cities  it  may  be 
possible,  although  reports  received  from  the  companies  do 
not  indicate  flattering  returns  on  the  venture  itself. 

In  nearly  every  city,  however,  in  which  a  street  railway 
line  is  in  operation,  it  appears  to  be  practicable  and  eminently 
desirable,  according  to  the  size  of  that  city  and  the  resources 
of  the  company,  to  secure  either  directly  or  indirectly  by  lease 
or  purchase,  park  grounds,  distant,  from  the  center  of  the 
city  and  provided  with  good  car  facilities.  In  the  smaller 
cities  the  assistance  of  the  city  council  and  the  people  is 
almost  necessary  to  the  establishment  of  a  public  park. 

The  writer,  in  presenting  this  article,  assumes  that  the 
majority  of  the  managers  at  this  meeting  are  not  vitally 
interested  or  affected  in  a  consideration  of  this  subject  by  the 
practices  and  conditions  existing  with  street  railway  com- 
panies in  cities  of  over  100,000  population. 

In  preparing  this  article  the  writer  is  indebted  for  several 
excellent  letters  received  in  response  to  requests  for  sug- 
gestions. Among  these  is  a  letter  from  Paul  D.  Howse,  gen- 
eral manager  of  White  City,  Chicago,  modestly  designated  as 
the  "finest  amusement  park  in  the  world."  It  may  be  of 
interest  to  learn  from  Mr.  Howse  that  the  fire  show  was  the 
greatest  single  attraction  ever  placed  in  White  City.  The 
scenic  railway  has  had  the  longest  life  and  drawing  power. 
Free  attractions  are  maintained  at  all  times  when  White 
City  is  open.  In  Mr.  Howse's  opinion,  street  railway  parks 
have  been  unsuccessful  most  frequently  because  no  money  was 
spent  for  free  attractions. 

I  believe  that  no  better  advice  can  be  given  to  the  mem- 
bers of  this  association  on  the  question  of  how  amusement 
features  are  to  be  handled  and  considered  than  that  which 
has  come  to  me  through  the  courtesy  of  E.  C.  Boyce,  vice- 
president  of  what  is  really  orie  of  America's  most  beautiful 
scenic  resorts.  Dreamland,  Coney  Island.  Although  Mr.  Boyce 
has  been  interested  in  building  many  of  the  largest  amuse- 
ment resorts  of  this  country,  his  suggestions  are  equally  valu- 
able for  the  guidance  of  managers  who  are  interested  in 
smaller  enterprises.     Mr.  Boyce  writes: 

"In  cities  of  from  5,000  to  65,000  population,  I  would  advise 
street  railway  companies  to  keep  clearly  in  mind  the  fact  that 
an  amusement  resort  should  be  considered  solely  as  an  in- 
direct means  of  creating  traffic  for  the  railway.  In  this  con- 
nection I  append  the  following  list  of  things  that  may  be 
profitably  undertaken:  1.  The  erection  of  a  band  stand  and 
maintenance  of  free  music  during  the  summer  season,  the 
cost  of  the  music  to  be  governed  entirely  by  the  income  from 
traffic.  2.  Free  fireworks  weekly  or  bi-weekly.  An  excellent 
exhibition  can  be  had  for  an  expense  of  $50.  3.  The  building 
of  a  roller  coaster  or  so-called  figure  eight.  This  is  one  of 
the  two  amusement  devices  that  can  be  profitably  operated 
for  an  indefinite  period  and  whose  first  cost  is  comparatively 
low.  The  other  device  is  the  merry-go-round  or  carrousel. 
4.  Free  outdoor  attractions,  aerial  acts,  animal  shows,  etc., 
are  particularly  attractive  where  prizes  are  given  to  children. 
"Aside  from  the  things  above  enumerated,  I  would  not 
advise  street  railway  companies  to  invest  in  any  other  form 
of  amusement  or  entertainment.  The  most  practical  method 
is  for  the  company  to  lease  or  purchase  a  suitable  tract  of 
ground,  located  preferably  between  20  and  60  minutes'  ride 
from  the  city;  to  make  the  ground  reasonably  attractive  by 
means  of  bunting,  electric  lights,  etc.,  and  plan  to  sublet 
concessions  either  on  a  percentage  or  for  a  flat  rental,  prefer- 
ably to  local  people,  for  any  and  all  wholesome  forms  of 
amusement.  The  rental  thus  obtained  always  returns  a  large 
percentage  of  profit  to  the  owners  of  the  land. 

"It  is  always  possible  to  find  sufficient  concessionaries 
to  make  a  resort  as  attractive  as  the  business  will  warrant. 
In  this  way  a  railway  company  cannot  possibly  lose  money 
on  the  venture,  and  it  is  always  enabled  to  control  generally 
the  conduct  of  the  resort,  this  being  a  very  desirable  feature. 
Under  no  circumstances  is  it  wise  to  charge  an  admission 
fee  to  such  a  resort,  and  the  policy  of  the  railroad  company 
should  be  liberal  in  the  matter  of  supplying  and  charging  for 
electric  light,  power  concessions,  space,  etc." 

Mr.  Boyce's  suggestions,  in  my  mind,  are  conservativo 
and  are  well  worth  following,  either  by  the  company  already 


518 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVI 1.  No.  16. 


engaged  in  the  amusement  business  or  bj  one  aboul  to  venture 

in  the  field. 

Discussion  on  Amusements. 

Mr.  earner's  paper  was  discussed  at  considerable  length. 
G.  B.  Hippee  il>es  Moines  City  Railway)  believed  that  local 
conditions  should  govern  railway  amusement  enterprises  and 
that  it  is  important  for  companies  In  proceed  cautiously.  At 
Des  .Moines,  lie  said,  the  attractions  of  the  present  park,  with 
its  large  theater,  had  been  increased  gradually.  Admission 
to  the  park  is  free,  but  chaises  are  made  for  theater  seats 
Visitors  may  reserve  seats  for  the  park  theater  at  the  Des 
.Moines  office  of  the  company.  The  park  itself  lost  money.. 
.Mr.  Hippee  staled,  but  traffic  on  the  park  line  had  increased 
50  per  cent. 

P.  P.  Crafts  I  Iowa  &  Illinois  Railway.  Clinton)  said  that 
he  had  found  their  park  successful  in  increasing  traffic.  Spe- 
cial features  ai  the  park  are  a  refreshment  pavilion  and 
swings  and  tables  in  the  woods.  The  profits  of  the  restaurant 
paid  all  the  expenses  of  the  park  except  those  for  music. 
Round-trip  rates  of  -10  cents,  and  for  children  of  25  cents,  are 
made  to  the  park,  which  is  located  IS  miles  from  Davenport 
and  Clinton. 

L.  D.  Mathes  (Union  Electric  Company.  Dubuque)  had 
found  that  the  park  at  Dubuque  is  an  aid  in  creating  favorable 
public  sentiment  because  the  park  has  a  good  moral  influence. 
The  park  was  open  three  months  and  increased  railway  re- 
ceipts over  $20,000,  with  expenses  of  $12. nun.  .Mr.  Mathes 
believed  that  a  mistake  had  been  made  in  having  the  park 
f  i>  e. 

Mr.  Hippee  believed  that  every  electric  railway  could 
make  money  by  having  a  park  on  its  line,  but  thought  that 
the  best  results  were  generally  obtained  by  leasing  con- 
cessions. One  of  the  greatest  attractions  had  been  the  bath- 
ing of  the  Hagenback  circus  elephants  in  the  park  lake. 

C.  D.  Cass  i  Waterloo  Cedar  Rapids  &  Northern  Railway) 
stated  that  his  road  was  taxed  to  its  capacity  in  handling  the 
traffic  at  the  Chautauqua  meetings,  which  now  last  four  weeks. 
Last  summer  the  national  conventions  of  various  societies  had 
been  held  at  Chautauqua  park  during  the  months  preceding 
and  following  Chautauqua  meetings.  The  Chautauqua  asso- 
ciation had  the  Thomas  orchestra  at  Waterloo  last  summer 
for  a  week:  and  although  the  association  suffered  a  loss,  it 
is  to  have  a  similar  feature  this  year. 

All  speakers  agreed  that  the  roller  coaster  was  the  most 
profitable  attraction,  with  the  merry-go-round  second. 


FREIGHT    HANDLING    BY    ELECTRIC    LINES.* 


BY    P.    P.   CRAFTS,   GENERAL    MANAGER     IOWA    A-    ILLINOIS  RAILWAY 
COMPANY,    CLINTON,    LA. 


It  was  not  so  many  years  ago  that  projectors  of  an  inter- 
urban  railway  were  shown  the  exit  if  they  approached  capi- 
talists with  a  proposition  in  which  the  earnings  from  freight 
handling  were  to  be  considered  as  a  part  of  the  road's  in- 
come. Now  the  situation  has  reversed  and  the  investor 
gives  very  careful  consideration  to  that  part  of  the  business 
which   he   formerly  scorned. 

What  has  brought  about  this  change  of  front?  Simply 
the  faith,  locked  in  the  breasts  of  interurban  managers,  that 
freight  haulage  would  sooner  or  later  become  profitable  and 
a  strong  influence  in  the  earning  power  of  properties  under 
their  charge.  These  managers  have  continued  to  hammer 
away  until,  in  the  western  section  of  the  central  west,  par- 
ticularly, the  results  have  been  generally  satisfactory  and 
in  some  cases  astonishing. 

You  may  ask.  why  should  not  eastern  roads  have  devel- 
oped their  freight  business  in  the  same  proportions?  A 
number  of  roads  have  met  with  considerable  success,  but, 
owing  principally  to  physical  and  franchise  conditions,  due 
to  lack  of  experience  and  foresight  of  the  earlier  builders, 
the  freight  business  has  been  greatly  restricted,  interurban 
roads  which  have  been  constructed  recently,  however,  have 
drawn  a  lesson  from  the  earlier  roads  and  now  build  with 
proper  regard  to  that  traffic. 

It   is  now  customary,  wherever  possible,  to  organize  in- 

•Uead  before  the  Iowa  Street  and  Interurban  Railway  Associa- 
tion.   Clinton,    la..    April    19.    1907 


iei urban  roads  under  tbf  general  railway  laws,  to  build  on 
ample  right  of  way  and.  when  building  through  small  towns 
under  franchis.  lights,  to  obtain  the  right  to  transact  a 
general  railway  business,  including  freight,  and  to  locate 
ibe  line  in  such  towns  at  some  other  point  than  on  the  main 
Street  When  conditions  warrant,  steam  rights  are  obtained. 
The  character  ol  roadway  construction  also  is  changing,  not 
only  for  the  maintaining  of  high-speed  passenger  service, 
but  also  for  the  operation  of  heavy  freight  trains,  with  steam 
locomotives   if  necessary. 

It  is  impossible  to  give  here  an  estimate  of  the  propor- 
tion of  freight  to  total  gross  earnings  which  might  be  ex- 
pected of  a  new  road,  for  that  is  governed  purely  by  local 
conditions,  some  of  which  I  shall  enumerate:  1.  The  popu- 
lation served  outside  of  the  main  terminal  and  its  depend 
ence  upon  that  terminal  as  a  trading  center.  2.  The  prox- 
imity of  other  trading  centers  to  the  population  served  out- 
side of  the  main  terminal,  and  the  railway  facilities  tending 
to  attract  business  away  from  the  main  terminal.  3.  Steam 
trunk  line  connections  leading  to  the  main  arteries  of  com- 
merce and  the  ability  of  interurban  roads  to  establish  joint 
rates  with  them. 

The  inter-Urban  Railway  of  Des  Moines  and  the  Iowa  & 
Illinois  Railway  of  Clinton,  respectively,  provide  examples 
of  the  first  and  second  conditions.  Des  Moines,  being  located 
at  a  great  distance  from  a  city  of  superior  class,  is  the  nor- 
mal trading  center  for  the  towns  reached  by  the  Inter-Urban 
Railway:  consequently  the  current  of  freight  traffic  to  the 
smaller  towns  is  principally  from  Des  Moines. 

In  the  case  of  the  Iowa  &  Illinois,  however,  although  the 
tri-cities — Davenport.  Rock  Island  and  Moline — would  seem 
to  be  the  normal  trading  centers  for  Clinton,  owing  to  the 
difference  in  population,  yet  Clinton  is  only  13S  miles  from 
Chicago,  and  as  a  consequence  divides  its  business.  The 
trading  of  Clinton  with  the  tri-cities  is  constantly  increasing, 
but  it  will  continue  to  be  divided  to  a  greater  or  less  degree, 
depending  largely  on  the  business-getting  methods  of  the 
tri-city  merchants,  jobbers,  etc.  The  examples  just  illus- 
trated bear  more  particularly  on  the  package,  or  less  than 
carload,   traffic. 

A  full  exposition  of  the  third  condition  cannot  be  given 
without  consuming  too  much  time.  In  general,  however,  an 
interurban  road  with  proper  freight  handling  and  terminal 
facilities,  which  offers  quick  and  efficient  service,  together 
with  joint  rates  with  some  trunk  line,  in  competition  With 
other  trunk  lines  operating  between  competitive  points,  may 
reasonably  expect  a  fair  division,  or  a  greater  portion,  of 
the  freight  traffic.  Shippers  desire  the  best  service  with  low- 
est rates,  but.  assuming  rates  to  be  even,  shippers  are  gen- 
erally favorable  to  the  roads  which  provide  good  passenger 
accommodations:  consequently  the  interurban  roads  reap 
the  reward  of  frequent  passenger  service. 

The  proportion  of  freight  to  total  gross  earnings  varies 
in  this  state  from  5  per  cent  to  an  amount  in  excess  of 
passenger  earnings,  depending  upon  the  foregoing  conditions. 
Interurban  freight  traffic  may  be  properly  divided  into  the 
following  classes: 

1.  Strictly  light  packages,  transported  only  in  baggage 
rooms  of  passenger  coaches,  at  express  rates  or  at  a  fixed 
charge  per  package  or  per  hundred  pounds,  regardless  of 
class,  and  generally  termed   express  business. 

2.  Less  than  carload  freight  transported  on  fast  bag- 
gage cars  at  regular  freight  or  special  tariffs  under  regular 
or  special  classifications,  generally  the  former. 

3.  A  combination  of  class  2  and  the  haulage  of  a  few- 
local  carload  shipments  daily  at  regular  tariffs  and  classifi- 
cation. 

4.  Regular  carload  traffic  hauled  by  steam  or  heavy 
electric  freight  locomotives  at  regular  tariffs  and  classifica- 
tion.    Or  any  combination  of  the  above-mentioned  classes. 

A  freight  business  of  class  1  may  be  conducted  at  small 
expense  and  is  of  material  assistance  in  the  earnings  of  a 
road.  The  freight  carried  consists  generally  of  packages 
that  are  easily  transported  in  the  baggage  compartments  of 
passenger  cars,  which  are  usually  empty  except  for  a  very 
few  trips  per  day.  Usually  no  extra  office  force  is  required 
the  only  expense  being  for  stationery,  books  and  possibly  a 
small  storage  space  at  the  main  terminal.  In  some  cases. 
when  the  charges  are  a  certain  rate  per  package,  regardless 
of  weight  within  reasonable  limitations,  a  proper  system  of 
tickets  dispenses  with  waybills,  expense  bills,  etc. 

Inasmuch  as  the  majority  of  freight-handling  interurban 
roads  of  the  middle  west  come  under  the  head  of  class  2,  and 
that  part  of  the  paper  will  probably  be  of  interest  to  the 
greater  number  of  electric  railway  managers.  I  shall  enter 
into  greater  detail  in  handling  the  subject.  Interurban  roads 
which  conduct  their  freight  business  under  the  head  of 
class   2   more   nearly   approach    operating  conditions   parallel 


April  20,  1907. 


ELECTRIC    RAILWAY    REVIEW 


519 


to  the  time  freight  business  of  steam  railways.  The  ability 
of  the  interurban  roads  to  make  fast  time  and  to  deliver  at 
highways,  farm  crossings  and  warehouse  or  store  doors  is 
an  inducement  to  either  the  shipper  or  the  receiver,  which 
assists  in  obtaining  the  business.  Being  usually  restricted, 
however,  to  a  narrow  ear  similar  in  appearance  to  a  passen- 
ger car.  due  to  operating  over  city  streets,  an  interurban 
road  has  limitations  on  its  freight-earning  capacity. 

The  profits  of  such  a  business  depend  largely  upon  the 
opportunity  of  the  management  to  secure  combined  freight 
and  passenger  depots  at  the  termini  and  in  the  larger  local 
towns,  so  that  extra  labor  in  billing  and  handling  at  stations 
may  be  avoided,  upon  the  charges  of  terminal  city  railways 
for  the  right  to  haul  freight  over  their  tracks,  and  upon  the 
hour  of  day  when  freight  may  be  delivered  to  receivers. 

Generally  speaking,  the  margin  of  profit  in  this  class  is 
close  and  only  careful  management  will  produce  a  profit, 
particularly  during  the  first  few  months  after  the  business 
is  started.  Expenses  must  be  carefully  watched  and  attrac- 
tive freight  houses  and  convenient  handling  facilities  at 
terminals  sacrificed  for  something  which  costs  less  to  main- 
tain. 

Damage  claims  must  be  very  carefully  handled,  and  to 
that  end  it  is  advisable  to  adopt  some  system  of  billing  and 
accounting  which  permits  a  shipment  to  be  easily  traced 
from  its  origin  to  the  final  destination.  Some  interurban 
:oads  have  adopted  simple  billing  systems,  requiring  only 
one  writing  to  make  the  receipt,  waybill,  expense  bill  and 
office  copy.  Such  a  system,  however,  does  not  permit  of 
proper  checking,  particularly  if  merchandise  is  transported 
over  more  than  one  road. 

After  an  interurban  road  enters  class  2.  a  good  local 
commercial  agent  is  a  necessity.  The  business,  consisting  of 
■  i  great  number  of  small  shipments,  requires  constant  devel- 
opment and  care,  particularly  if  competition  exists.  A  live 
commercial  agent,  who  is  a  good  street  man,  and  not  a  desk 
man.  earns  his  salary  many  times  over,  particularly  if  he 
understands  how  to  deal  with  shippers.  The  business  ob- 
tained depends  considerably  on  the  personality  of  the  com- 
mercial agent. 

A  few  interurban  roads  make  team  deliveries,  either 
adding  to  the  tariff  to  cover  the  expense  of  optional  deliv- 
eries, or  maintaining  an  express  tariff  covering  team  deliv- 
ery. In  all  cases  that  I  have  personally  investigated  I  dis- 
covered that  the  cost  of  operating  teams  consumed  a  large 
portion  of  the  profits  derived  from  the  car  service.  As  an 
illustration,  the  rates  of  one  50-mile  interurban  road  were 
based  on  express  tariffs  and  its  freight  earnings  amounted 
to  nearly  $13,000  per  year,  but  its  net  earnings  were  only 
$2,600.  I  believe  the  advantages  of  frequent  service  com- 
pensate for  any  advantage  gained  by  making  team  deliveries. 

I  fear  that  many  managers,  in  charging  expenses  to  the 
freight  business,  do  not  give  proper  consideration  to  such 
items  as  additional  clerks,  printing  and  stationery,  insurance 
on  goods  in  freight  houses,  a  proper  percentage  of  the  re- 
ceipts  to  cover  loss  and  damage,  power  for  freight  cars,  pro- 
portion of  track  and  line  maintenance,  telephone  service,  in- 
terest  on  the  freight-handling  investment,  etc.  Neglect  of 
these  items  deceives  the  manager  as  well  as  his  stockhold- 
ers, and  unless  receipts  grow  beyond  the  safe  point  the 
awakening  will  be  painful  and  embarrassing. 

An  average  interurban  road  operating  30  to  50  miles  of 
track,  serving  a  total  population  of  130,000  to  200,000,  should 
not  enter  the  freight  field  unless  its  receipts  from  freight 
will  exceed  $10,000  a  year,  beginning  with  the  second  year. 
If  the  receipts  are  below  that  figure,  the  margin  of  profit  will 
be  too  small  for  consideration  or  the  expenses  will  exceed 
the  receipts. 

Perhaps  a  brief  description  of  the  freight  business  con- 
ducted   by  the  Iowa  &   Illinois  may  be  of  interest  as  illustrar- 

i  he  point  brought  out  in  the  foregoing.  We  went  into 
the  freight  business  in  a  very  tentative  manner.  In  fact,  it 
considerable  time  for  us  to  decide  whether  or  not  there 
was  sufficient  business  in  less  than  carload  lots  to  warrant 
the  purchase  of  a  freight  car  and  the  expense  of  operating  a 
freight  business. 

The   next   grave   question    was   that   of   tains,    and     after 

tiering  tor  some  time  a  reduction  of  the  rate  below  that 
permitted  by  the  Iowa  slate  laws  for  class  "A"  roads,  we 
finally  concluded  to  adopt  the  maximum  tariff  and  to  con- 
sider  the    business    as    freight    and    not 

At  first  our  old  passenger  depot  in  Davenport  served  also 
as  a  freight  depot,  but   within  a  very  few  months  we  outgrew 
the  capacity  of  the  space  allowed  to  freight   and   were  to 
to  take  our  passenger  business  to  a  new  location,     in  Clii 

Till     nave    sufficient    space    to    handle    the    business,     but 

within  a  very  few  months  we  will  be  compelled  to  seek  addl 
tional  storage  room. 


Immediately  upon  starting  the  business  we  engaged  a 
commercial  agent,  and  the  quick  growth  of  the  receipts  to 
the  point  where  we  were  paying  expenses  showed  our  wis- 
dom. Within  one  year,  with  one  freight  car  engaged  in  the 
business  and  the  use  of  passenger  coaches  to  carry  some 
freight,  the  business  grew  to  a  gross  figure  exceeding  $10,000 
a  year.  During  the  summer  and  fall  of  1906  we  were  com- 
pelled to  operate  our  freight  car  two  round  trips  per  day 
for  nearly  75  per  cent  of  the  time,  and  after  the  contract 
with  the  American  Express  Company  was  put  into  effect  we 
purchased  and  placed  in  service  a  trailer  freight  car  with 
the  same  capacity  as  the  motor.  The  improved  facilities 
which  we  have  been  able  to  offer  shippers  since  purchasing 
the  second  car  have  increased  the  business  at  a  very  rapid 
rate,  and  we  are  now  considering  the  purchase  of  a  third 
car. 

We  make  a  specialty,  on  less  than  carload  business,  of 
beating  the  time  of  the  steam  railroads  24  hours  between 
Davenport  and  points  on  the  Chicago  &  Northwestern  Rail- 
way in  the  western  part  of  the  state.  For  this  reason  we 
obtain  considerable  business  which  is  transferred  to  that 
road. 

The  schedule  of  our  freight  cars  is  as  follows:  The 
trailer  express  car.  attached  to  one  of  the  passenger  motors. 
leaves  Clinton  at  5:15  a.  m..  arriving  in  Davenport  about 
6:30  a.  m.  This  trip  accommodates  the  southbound  American 
Express  and  such  freight  business  as  is  offered  for  early  de- 
livery. The  motor  express  car  leaves  Clinton  at  8:45  a.  m.. 
doing  all  of  the  local  work  and  arriving  in  Davenport  about 
11  o'clock.  Returning  in  the  afternoon  the  trailer  car  leaves 
Davenport  at  3  p.  m.,  attached  to  a  regular  passenger  mo- 
tor, and  carries  nothing  but  goods  for  transfer  to  the  Chi- 
cago &  Northwestern,  local  goods  to  Clinton,  and  American 
Express,  no  intermediate  local  freight  being  accepted  for  this 
trip.  The  motor  car  leaves  Davenport  about  3:45  p.  m..  car- 
rying local  freight  and  such  Clinton  local  freight  as  cannot 
be  handled  by  the  trailer  car.  Besides  this,  rush  shipments 
in  small  quantities,  milk,  cream,  butter,  eggs.  etc..  from  cer- 
tain stations  are  handled  in  the  baggage  rooms  of  the  pas- 
senger coaches.  Our  passenger  schedule,  however,  is  ex- 
tremely close  and  permits  of  very  little  freight  handling.  The 
northbound  American  Express  is  handled  on  three  successive 
passenger  cars,  leaving  Davenport  at  6.  7  and  S  p.  m..  re- 
spectively. We  anticipate  having  in  a  very  short  time  a  third 
car  to  handle  the  northbound  American  Express  and  such 
freight  as  is  offered  to  us  after  3:45  p.  m.  This  car  will  leave 
Davenport  at  7  p.  m.  We  find  that  a  trailer  freight  car  is 
much  cheaper  to  operate  than  a  motor,  but  of  course  it  can 
handle  only  through  business.  It  does  not  seriously  delay 
the  passenger  motor  to  which  it  is  attached. 

When  the  freight  business  was  started  we  adopted  what 
we  considered  to  be  a  very  simple  set  of  forms  for  billing 
and  accounting,  but  we  soon  ascertained  that  the  tracing  of 
damaged  and  stray  shipments  was  very  difficult,  and  after 
carefully  looking  over  the  field  we  finally  adopted  the  forms 
that  are  used  by  the  Chicago  &  Northwestern  Railway.  These 
forms  appeared  at  first  to  be  very  complicated,  but  a  short 
acquaintance  with  them  indicated  their  simplicity  and  the 
ease  of  tracing  damaged  and  stray  shipments. 

We  make  a  specialty  of  rush  orders  by  telephone  via 
our  private  line.  Often  a  merchant  in  Clinton  who  finds  him- 
self short  of  some  particular  article  telephones  to  our  Clinton 
office,  and,  through  our  Davenport  office  and  our  private  line. 
we  transmit  the  fact  to  the  shipper  in  Davenport.  Shipments 
so  ordered  are  frequently  in  Clinton  within  two  hours  from 
the  time  we  were  called  up  at  the  Clinton  office. 

Wherever  possible  we  deliver  from  the  cars  to  the  store 
doors,  which  saves  drayage  and  naturally  brings  busines 
us.  a  number  of  small  platforms  at  which  we  stop  our  local 
express  cars  have  been  built  by  the  shippers  between  towns 
We  constantly  endeavor  to  ptease  our  shippers  and  to 
show  a  spirit  of  co-operation,  which  has  a  great  influence  on 
the  growth  of  our  business.  We  endeavor  to  be  conservati\e 
in  charging  off  expenses  against  the  freight  business  and 
work  into  it  anything  which  rightfully  belongs  to  it.  We  go 
so  far  as  to  charge  off  monthly  3  per  cent  of  the  gross  freight 
receipts.  This  is  piling  up  a  tidy  fund,  but  we  propose  to 
allow  the  account  to  grow,  for  at  any  time  we  may  hav. 
meet  heavy  height  damages  due  to  Ore,  water  or  wreckaf 

At    the   present   time   the   gross   earnings   from   this   busi- 
ness amount    to  practically   15  per  cent    of    the    total  gross 
earnings,  and   we  hope  to  see  it  reach  20  on  the  same  basis. 
i     e.    while    our    freight    business   comes    under    the   head   of 
2. 
Referring  again   to  the  main   subject  in  hand,  very   little 
can   be   said   about   interurban    roads   coming  under  cla 
and  4.    Their  business  is  merely  a  further  developme 
class  I     The  earnings  from  freight  then  become  a  larg 


520 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  16. 


centage  of  the  total,  and  in  class  4   may  equal  or  exceed  the 
passenger  earnings. 

Joint  tariffs  are  desirable  either  with  steam  trunk  lines 
or  a  system  of  interurban  roads,  particularly  the  former,  in 
order  that  the  carload  business  may  prove  profitable.  Owing 
to  the  antagonistic  attitude  of  the  steam  railways,  however, 
joint  tariffs  are  difficult  to  establish,  except  where  competi- 
tive conditions  are  such  as  will  induce  one  of  the  steam  roads 
to  join  with  the  interurban  road.  Let  us  hope  that  before 
long,  under  rulings  of  the  national  and  state  railway  commis- 
sions, interurban  roads,  irrespective  of  the  fact  that  electric- 
ity is  used  as  motive  power,  will  be  given  the  same  rights 
to  establish  joint  rates  with  the  steam  railways  as  are  en- 
joyed among  the  steam  railways. 

Interurban  roads  coming  generally  under  classes  3  and  4 
must  of  necessity  have  steam  railway  terminals  and  yards, 
and  the  experience  of  our  steam  friends  should  teach  us  how 
far  we  can  go  in  the  development  of  such  yards  and  termi- 
nals. It  is  a  very  easy  matter  to  become  seriously  overloaded 
with  yard  and  terminal  maintenance  and  fixed  charges,  which 
are  not  warranted  by  the  traffic  handled.  Such  matters 
should  therefore  be  very  carefully  watched. 

Another  point  which  has  been  discussed  by  interurban 
roads  for  several  years  is  as  to  the  best  and  cheapest  motive 
power,  steam  or  electricity,  for  hauling  heavy  trains.  It  is  my 
opinion  that  unless  a  road  is  equipped  for  very  heavy  traffic  in 
its  power  house,  substations,  overhead  wiring,  etc.,  the  opera- 
tion of  heavy  trains  by  electricity  involves  too  great  an  invest- 
ment and  that  it  is,  therefore,  much  cheaper  to  operate  by 
steam  locomotives.  Taking,  as  an  example,  the  ordinary  in- 
terurban road  of  30  to  50  miles  in  length,  its  power  generating 
equipment,  substations  and  overhead  lines,  particularly  the 
latter  two,  have  not  sufficient  capacity  to  successfully  operate 
heavy  locomotives.  Consideration  of  the  investment  neces- 
sary for  the  increased  capacity  against  the  higher  operating 
expense  of  a  steam  locomotive  as  compared  with  an  electric 
locomotive  will  favor  steam  operation. 

The  development  of  the  freight  business  upon  electric 
railways  in  Iowa  has  been  very  healthful  for  the  past  few 
years  and  promises  to  continue  its  growth  in  reasonably  high 
percentages  from  year  to  year.  We  have  all  gained  consider- 
able experience  in  this  part  of  our  business  and,  looking  into 
the  future,  can  readily  see  the  benefits  which  our  properties 
will  derive.  The  development  of  the  freight  business  also  has 
been  particularly  strong  in  the  states  of  Ohio,  Indiana,  Michi- 
gan, Wisconsin,  Illinois  and  Missouri,  that  is,  in  that  section 
of  the  country  generally  termed  the  "middle  west." 

As  an  example  of  the  growth  of  freight  business  on  inter- 
urban roads  in  Iowa,  I  will  enumerate  the  present  and  guar- 
anteed prospective  roads  which  will  make  freight  haulage  a 
feature  of  their  business: 

The  Inter-Urban  Railway,  operating  from  Des  Moines  to 
Colfax  on  one  division,  and  to  Perry  and  Woodward  on  a 
recently  constructed  second  division,  is  an  excellent  example 
of  the  development  and  growth  of  freight  traffic  on  interurban 
roads.  It  conducts  both  a  fast  less  than  carload  and  a  car- 
load business  upon  Iowa  distance  tariff  and  classification.  An 
operating  and  joint  rate  agreement  with  some  of  the  steam 
trunk  lines  is  of  assistance  to  the  road  and  to  the  territory 
served  by  it.  Both  electric  and  steam  locomotives  are  em- 
ployed as  motive  power. 

The  Waterloo  Cedar  Falls  &  Northern,  one  of  the  first 
roads  in  Iowa  to  enter  the  freight  field,  conducts  practically 
the  same  class  of  business  and  under  like  conditions  relating 
to  joint  rates  and  motive  power  as  the  Inter-Urban  Railway. 
The  Mason  City  &  Clear  Lake  Railway  conducts  consid- 
erable carload  business  between  Mason  City  and  the  Chi- 
cago &  Northwestern  at  Clear  Lake,  operating  under  an 
agreement  with  the  latter  road.  All  freight  is  hauled  by  elec- 
tricity. Its  carload  business  is  of  considerable  magnitude 
on  that  account. 

The  roads  above  mentioned  may  be  included  under 
classes  3  and  4.  Beginning  on  a  comparatively  small  scale. 
the  growth  of  traffic  has  been  steady  and  substantial  until 
their  receipts  from  freight  haulage  now  constitute  a  large 
proportion  of  the  total  gross  earnings. 

The  Cedar  Rapids  &  Iowa  City  Railway  &  Light  Com- 
pany commenced  operating  in  1904'  and  immediately  entered 
the  freight  field,  conducting  both  a  less  than  carload  busi- 
ness in  a  baggage  car  and  hauling  carload  business  by  an 
electric  locomotive. 

The  Iowa  &  Illinois  Railway  commenced  operating  in 
1904,  carrying  at  first  packages  on  passenger  coaches  and 
starting  a  baggage  car  in  1905.  A  very  small  local  carload 
business  is  conducted,  an  electric  locomotive  or  the  baggage 
car  being  used  as  motive  power. 

Neither  of  the  two  roads  last  mentioned  has  joint  tariff 
agreements  with  any  of  the  trunk  lines,  but  the  Iowa  &  Illi- 
nois  Railway   does   considerable   less   than   carload   business. 


The  Cedar  Rapids  &  Marion  City  Railway,  the  Tama  & 
Toledo  Electric  Railway  and  the  Oskaloosa  Traction  &  Light 
Company  conduct  a  local  business  partly  in  baggage  rooms 
of  passenger  coaches  and  partly  in  baggage  cars.  These 
roads  are  examples  of  classes  1  and  2. 

The  Ft.  Dodge  Des  Moines  &  Southern  Electric  Railway, 
now  under  construction,  connecting  Ft.  Dodge,  Boone,  Ames 
and  several  smaller  towns  with  Des  Moines,  will  be  the 
greatest  example  within  this  state  of  combined  electric  and 
steam  operation  and  the  development  of  this  road  will  un- 
doubtedly be  w-atched  with  great  interest  by  the  electric 
railway  men.  This  road  is  really  a  combination,  physically 
at  least,  with  the  present  Newton  &  Northwestern  steam 
line,  inasmuch  as  approximately  40  miles  of  the  latter  road 
will  be  electrified  to  complete  the  connections  between  the 
branches  touching  the  towns  above  mentioned.  It  is  pro- 
posed to  operate  electric  passenger  and  fast  freight  service 
combined,  with  steam  locomotives  for  heavy  freight  service. 
The  combined  mileage  of  the  roads  involved  will  be  nearly 
160  miles. 

Backed  by  our  experience  in  the  past  and  the  present,  I 
believe  we  can  feel  assured  that  any  average  interurban  road, 
the  investment  in  which  is  warranted  by  the  prospective  pas- 
senger business,  has  a  successful  freight  business  practically 
assured,  which  within  a  very  few  years  will  become  an  im- 
portant factor  in  its  earnings. 


STEAM    MOTOR:    ITS  VALUE   IN   INTERURBAN   SERVICE. 


BY     W.     G.     WAGEXHAI.S.     OF     TI1F.      KOKISCH-WAGKN  II  A  Is     8TEAJI 
MOTOR    CAR    COMPANY.     ST.     LOUIS,    MO. 


While  considerable  advancement  has  been  made  in  steam 
motor  cars  by  English,  Austrian  and  French  inventors,  the 
field  has  practically  been  neglected  in  this  country.  The 
only  real  effort  to  develop  a  steam  motor  car  of  any  size  was 
made  in  1S9S  by  the  Baldwin  Locomotive  Works,  which  built 
a  car  on  the  order  of  the  Cincinnati  Hamilton  &  Dayton  Rail- 
way Company  for  use  between  the  cities  of  Middletown  and 
Hamilton.  O..  which  was  to  be  run  in  competition  with  the 
interurban  electric  line  of  which  I  was  general  manager.  I 
paid  very  little  attention  to  the  details  of  this  machine,  but 
after  repeated  trials,  it  was  placed  out  of  commission,  and 
the  Baldwin  people  made  no  effort  to  revive  the  steam  motor 
car  business.  Since  that  time  I  know  of  no  effort  to  design 
a  steam  motor  car  for  railroad  service. 

About  three  years  ago  I  built  a  steam  railroad,  24  miles 
in  length,  from  Ripley  to  Sardinia.  O..  and.  finding  that  the 
passenger  receipts  did  not  justify  the  operation  of  a  train  serv- 
ice, I  endeavored  to  find  some  form  of  a  self-propelled  car 
which  would  reduce  the  expense  of  operation,  as  our  fran- 
chise obligated  us  to  run  three  trains  each  way  per  day.  I 
took  the  matter  up  with  Mr.  Kobusch.  president  of  the  St. 
Louis  Car  Company,  and  he  advised  me  that  there  was 
nothing  in  the  market  which  would  fill  these  conditions.  At 
that  time  I  had  under  contract  the  24  miles  of  steam  road 
and  50  miles  of  electric  road  and.  after  talking  the  matter 
over  with  Mr.  Kobusch.  we  formed  a  partnership  for  the 
construction  of  a  motor  car  for  this  service,  I  agreeing  to  give 
up  the  construction  business,  and  to  devote  my  entire  time 
to  the  perfection  of  a  motor  car  along  the  lines  which  I 
presented  to  him  at  that  time.  After  nine  months  of  work 
in  this  direction,  we  have  produced  the  largest  self-propelled 
motor  car  which  has  ever  been  built. 

This  car  has  a  total  length  of  82%  feet  with  a  seating 
capacity  of  64  people;  the  weight  on  the  driving  wheels  is 
115,600  pounds,  with  62,960  pounds  on  rear  trucks,  or  a  total 
weight  of  17S.560  pounds.  This  car  has  a  greater  fractional 
weight  than  the  largest  6-wheel  locomotive.  This  car  under 
repeated  tests  has  handled  22  loaded  freight  cars  on  level 
track  at  a  speed  of  5  miles  per  hour,  which  gives  its  maximum 
pulling  capacity.  It  has  developed  a  speed  of  45  miles  per 
hour  on  0.5  to  1  per  cent  grades,  at  which  speed  it  would 
easily  be  able  to  handle  one  or  two  trailers.  The  car  has  a 
water  carrying  capacity  of  2,000  gallons,  sufficient  for  a  45- 
mile  run,  and  an  oil  tank  capacity  of  1.000  gallons,  sufficient 
for  a  500-mile  run. 

This  car  has  been  operated  over  the  Chicago  Burlington 
&  Quincy  Railroad  out  of  St.  Louis  in  the  presence  of  me- 
chanical men  and  general  superintendents  of  the  largest 
steam  railroads  in  the  country,  and  no  criticism  has  been  of- 
fered by  them  as  to  its  design  or  performance.  No  altera- 
tions have  been  made  in  the  original  design  of  the  car,  as 
every  detail  of  the  operating  mechanism  has  worked  out  as 
originally  designed. 

The  engine  is  built  entirely  of  steel  castings,   with   the 

•Read  before  the  Iowa  Street  and  Interurban  Railway  Associa- 
tion, Clinton.  la..  April  19.   1907. 


April  20,  1907. 


ELECTRIC    RAILWAY    REVIEW 


521 


exception  of  cylinders  and  valve  chambers,  which  are  of  cast 
iron.  The  frames  of  the  engine  are  so  designed  that  they 
form  at  the  same  time  an  oil  tight  case  for  the  cranks  and 
cross  head;  the  forward  end  of  the  case  is  extended  to  form 
an  axle  bearing  to  hold  the  engines  in  line  with  the  driven 
or  truck  axle.  The  arrangement  is  identical  with  the  present 
method  of  mounting  motors  in  an  electrically  propelled  car. 
All  bearings  are  provided  with  removable  brass  shells  which 
make  the  repairs  of  the  wearing  parts  practically  the  same 
as  in  an  electric  motor  car. 

The  success  of  the  car  can  be  attributed  to  the  com- 
bination of  both  steam  and  electric  railroad  practice,  as  far 
as  ihe  general  mechanical  design  is  concerned,  the  duplex 
steam  engine  displacing  the  motor,  and  the  power  house  (or 
boiler)  being  carried  in  the  car  itself,  avoiding  the  transmis- 
sion of  electrical  energy  over  a  trolley  line,  as  is  the  prac- 
tice today. 

The  engine  on  the  forward  truck  is  connected  to  the  body 
of  the  car  through  a  flexible  steam  connection,  consisting 
of  two  ball  and  one  expansion  joints,  which  have  been  dem- 
onstrated to  be  perfectly  tight  under  300  pounds  pressure. 
The  boiler  is  of  a  marine  water  tube  type,  tested  to  500 
pounds  cold  water  pressure  with  an  allowed  running  pressure 
of  250  pounds  per  square  inch.  This  type  of  boiler  is  in 
service  on  a  number  of  United  States  government  torpedo 
planting  boats,  and  after  five  years  of  continued  service  has 
shown  that  a  minimum  of  repairs  is  required:  and,  owing  to 
the  rapidity  of  the  circulation,  very  little  scale  is  formed. 

The  boiler  has  demonstrated  its  rapid  steaming  quali- 
ties, and  has  a  greater  number  of  square  feet  of  heating  sur- 
face for  its  size  than  any  other  boiler  in  the  market  today. 

In  a  space  of  S  feet  square  and  8  feet  high,  we  have 
over  1,215  square  feet  of  heating  surface  with  a  total  grate 
area  of  43%  square  feet.  This  compares  favorably  with  the 
largest  6-wheel  locomotive  of  today. 

Steam  is  generated  by  crude  oil.  atomized  through  a 
steam  jet  burner  of  special  design,  which  sprays  or  atomizes 
the  oil  in  the  fire  box  and.  although  we  have  five  of  these 
burners,  it  has  never  been  necessary  to  use  more  than  two 
of  them  with  the  car  exerting  the  maximum  effort  in  speed 
or  pulling  capacity. 

In  one  of  the  tests  over  the  Burlington  railroad,  on  a 
1%  per  cent  grade.  S  miles  long,  at  a  speed  of  35  miles  per 
hour,  the  car  started  the  grade  with  ISO  pounds  pressure  and 
mounted  the  top  with  250  pounds,  with  the  engine  running 
at  Yt  cut  off.  This  performance,  in  the  presence  of  a  num- 
ber of  Burlington  officials,  was  declared  by  them  superior  to 
any  performance  of  their  locomotives. 

The  engines  used  on  this  car  are  specially  designed,  with 
cylinders  11  by  12  inch  stroke.  The  valves  are  of  the  piston 
type,  and  were  furnished  by  the  American  Balance  Valve 
Company,  which  has  recently  furnished  to  the  Pennsylvania 
Railroad  over  1,200  pairs  of  valves  of  the  same  type.  The 
valves  have'  shown  perfectly  tight  under  pressure  of  300 
pounds  per  square  inch  and,  owing  to  their  design,  there  is 
very  little  friction,  and  they  can  be  moved  by  hand  under 
this  pressure. 

The  valve  gear  is  a  standard  type  of  Stephenson  link, 
as  is  used  in  the  ordinary  locomotive.  All  bearings  are  amply 
large  to  withstand  the  different  strains,  and  as  noted  here- 
tofore, the  engines  are  so  designed  that  they  are  self-lubricat- 
ing, the  frames  forming  the  crank  case.  The  cylinders,  while 
small  in  comparison  with  locomotive  practice  under  the  pres- 
sure used,  develop  275  horsepower  at  the  rail. 

The  connection  between  the  car  body  and  truck  for  the 
control  of  the  link  is  made  through  an  arc  of  a  circle  with  an 
arrangement  similar  to  that  used  with  the  brake  system  for  an 
ordinary  double-truck  interurban  car.  This  allows  of  curva- 
ture of  the  truck  without  affecting  the  position  of  the  links 
in-  the  throw  of  the  valves. 

The  exhaust  of  the  engine  passes  through  the  center 
plate,  through  a  metallic  packed  joint,  which  also  allows  for 
curvature,  the  exhaust  ending  in  the  stack  of  the  boiler.  The 
car  is  heated  by  both  exhaust  and  live  steam. 

Now,  as  to  its  practicability  and  uses:  The  car  was 
originally  designed  to  displace  train  service  on  branch  lines 
of  steam  railroads  where  the  ordinary  train  service  would 
not  pay.  With  a  locomotive  and  one  or  two  cars,  four  or  five 
men  are  necessary  for  the  operation  of  the  train — an  engineer, 
fireman,  brakeman,  conductor  and  flagman — without  taking 
into  account  hostlers  and  repair  men  at  the  terminals.  This 
type  of  car  is  operated  by  two  men,  an  engineer  and  con- 
ductor. The  same  service  can  be  obtained  with  the  en- 
gineer doing  his  own  repair  work  and  also  supplying  Ihe  car 
with  fuel  oil,  when  necessary,  as  the  only  labor  involved  is 
the  connection  of  a  hose  from  the  storage  tank  to  the  tank 
under  the  car,  and  the  opening  Of  a  valve,  Compare  this 
with  the  unloading  of  coal  from  a  car  in  tin-  hoisting  bucket, 


the  operation  of  a  crane,  and  the  removal  of  cinders  necessary 
where  coal  is  used  for  fuel.  We  claim  a  saving  in  labor 
which  will  pay  the  interest  on  the  investment. 

I  do  not  claim  that  the  car  can  be  operated  in  competi- 
tion with  electric  power  where  the  service  is  hourly  or  less, 
in  which  case  operation  by  electricity  is  superior  to  any  other 
power,  but  for  interurban  service,  where  a  service  of  one  or 
two  hours  is  all  that  is  necessary,  the  steam  car  can  be  oper- 
ated for  less  money  than  the  power  house.  Take  as  exam- 
ples, short  lines  from  10  to  20  miles,  extending  from  county 
seats  to  small  distant  towns  which  have  no  railroad  connec- 
tions. This  car  opens  a  field  where  it  can  have  no  competi- 
tion. The  expense  of  construction  lies  only  in  the  road  bed 
and  the  equipment  of  one  or  more  cars. 

All  freight  and  express  matters  cam  be  handled  with  the 
same  equipment,  as  the  car  is  able  to  pull  several  trailers 
at  its  maximum  speed.  Repeated  tests  have  shown  a  con- 
sumption of  oil  of  about  2  gallons  per  mile  run.  Figuring 
oil  at  3  cents  per  gallon  gives  running  expenses  per  mile 
which  compare  very  favorably  with  the  gasoline  type  of  mo- 
tor car  or  steam  generated  with  coal. 


MODERN  TRAIN   DISPATCHING  METHODS  ON    ELECTRIC 
RAILWAYS.* 


BY    11.    II.    POLK,    PRESIDENT    AND   GENERAL    MANAGED  INTERURBAN 

RAILWAY    COMPANY,    DES    MOINES.    IA. 


Until  recently  the  managers  of  electric  railways  have 
given  but  very  little  attention  to  that  most  important  part 
of  train  operation,  the  dispatching  of  trains.  However,  they 
have  at  last  come  to  realize  that  it  is  just  as  important  to 
safely  dispatch  electric  trains  as  steam  trains.  Both  should 
be  dispatched  in  much  the  same  manner.  Even  today  the 
dispatching  systems  on  most  electric  railways  are  crude,  go- 
as-you-please  propositions. 

There  are  three  important  factors  in  train  operation  to 
be  taken  into  consideration: 

1.  First  and  above  all  others  is  safety  both  to  passen- 
gers and  property.     This  must  be  obtained  regardless  of  cost. 

2.  The  speedy  operation  of  trains  over  the  road,  giving 
all  possible  dispatch  commensurate  with  safety. 

3.  The  economical  operation  of  trains,  keeping  them 
on  the  "go"  all  of  the  time  and  not  lying  "dead"  on  some 
side  track  waiting  to  be  passed  by  something. 

In  order  to  obtain  these  very  important  results  it  is 
absolutely  necessary  that  trains  be  operated  on  train  orders 
issued  from  a  central  office,  directing  train  movements  in 
addition  to  the  movements  provided  for  in  the  rules  and 
timetables.  If  the  printed  timetables  showing  the  meeting 
places  and  time  of  all  regular  trains,  and  the  rules  directing 
how  these  trains  are  to  proceed  with  relation  to  each  other. 
are  studied  by  all  trainmen,  thoroughly  understood  by  all 
alike,  and  faithfully  carried  out,  collisions  will  be  prevented. 
If,  however,  it  becomes  necessary  to  issue  special  orders  for 
trains  not  on  the  timecard,  then  the  train  order  is  absolutely 
necessary.  These  orders  must  be  clearly  expressed  and  the 
form,  and  even  the  paper  on  which  they  are  written,  must 
be  such  that  they  may  be  easily  and  quickly  understood  by 
all  those  whose  duty  it  is  to  read  them.  Conductors  and 
motormen  must  know  that  the  orders  are  given  by  compe- 
tent authority  and  that  all  concerned  have  corresponding 
orders.  Only  one  dispatcher  must  issue  orders  on  a  division 
at  a v  time.  "This  is  one  of  the  few  cases  where  one  head 
is  better  than  two."  For  two  dispatchers  to  issue  train 
orders  on  the  same  division  involves  very  serious  risks,  and 
also  contributes  largely  to  the  lack  of  confidence  on  the  part 
of  all  trainmen.     Never  let  two  men  dispatch  a  train. 

When  a  timecard  is  issued  a  receipt  should  be  taken 
therefor  from  all  persons  concerned,  thereby  making  cer- 
tain that  it  has  been  received.  In  issuing  train  orders  it  is 
more  difficult  to  be  assured  that  they  have  been  received  and 
understood  by  all  concerned.  After  the  order  has  been  pre- 
pared by  the  dispatcher  it  is  then  transmitted  to  the  desired 
persons  either  by  the  telegraph  or  telephone. 

The  telephone  is  used  almost  universally  by  interurban 
roads  for  train  dispatching,  while  the  telegraph  is  used  by 
steam  railways:  however,  in  my  opinion  the  telephone  is  far 
aperior  lor  transmitting  train  orders  on  interurban  lines. 
All  stations  and  sidings  can  be  equipped  with  telephones, 
where  a  train  crew  may  communicate  with  the  train  dis- 
patcher at  any  lime,  thus  avoiding  serious  delays. 

The  system  now  in  use  on  the  line  I  represent  follows 
the  standard  dispatching  systems  of  steam  railroads,  some 
modifications    being   necessary   to   adapt  it  to  our   use.     All 


•Reel    before    the   Iowa   Street    and    Interurban   Railway 
cial Clinton,  la..  April  n>.   1907. 


a-  ,,,, 
—  - 


ELECTRIC   RAILWAY    REVIEW 


Vol.  XVII,  No.  16. 


trains  leaving  the  central  waiting  station  of  the  Des  Moines 
City  Railway  Company  are  under  its  jurisdiction  while  run 
nlng  on  its  tracks,  and  receive  their  first  order  from  the 
Inter-Urban  Railwaj  Company  dispatcher  at  Heaver  Valley 
Junction  on  the  Beaver  Valley  division  and  at  Grand  View 
Park  on  the  Colfax  division.  At  these  points  are  located 
telephones,  a  pad  of  standard  No.  31  train  order  blanks,  and 
a  locked  box  in  which  to  deposit  a  third  copy,  of  which  I 
will  say  more.  One  of  these  booths  is  also  located  at  each 
siding  on  the  line. 

The  conductor  of  an  out-bound  train,  on  arrival  at  one 
of  these  points,  steps  into  the  booth  and  calls  up  the  dis- 
l  i tihcr.  saying.  "Jones  train  No.  96  at  Beaver  Valley  Junc- 
tion." The  dispatcher  reads  to  him  the  order  which  he 
wishes  to  issue,  the  conductor  writing  it  himself  verbatim 
as  given  and  making  three  copies  by  the  use  of  carbon  sheets, 
one  copy  to  be  given  to  his  motorman.  one  to  lie  retained 
by  himself  and  the  third  to  be  deposited  in  the  box,  to  be 
used  in  case  of  any  misunderstanding  of  orders,  as  a  means 
of  placing  the  blame  upon  the  proper  person.  After  the 
oiiler  is  written  by  the  conductor,  he  reads  it  back  to  the 
dispatcher,  who  checks  it  with  his  copy  and.  if  correct,  says 
"Complete;"  the  conductor  then  writes  "Complete,"  together 
with  the  time  the  order  is  made,  and  signs  his  name.  He 
then  goes  to  the  motorman's  cab,  giving  him  a  copy,  which 
the  motorman  in  turn  repeats  to  him.  The  conductor  is 
thi  a  permitted  to  board  his  train.  He  gives  two  bells  and 
the  train  starts. 

We  are  very  particular  to  have  the  conductor  deliver 
the  order  to  his  motorman  before  boarding  his  train  in  order 
to  absolutely  avoid  any  start  without  a  thorough  understand- 
ing on  the  part  of  the  motorman.  With  us  it  is  a  very  seri- 
ous offense  to  violate  this  rule.  A  few  years  ago  we  had  a 
very  serious  accident  because  the  crew  disobeyed  this  rule. 
The  conductor,  after  receiving  his  order,  stepped  on  the  rear 
platform,  signaled  his  motorman  to  go  ahead,  and  was  walk 
ing  through  the  car  to  give  the  motorman  his  copy  when  the 
collision  occurred.  The  order  in  this  case  was  a  "hold  order." 
A  conductor  is  required  to  report  at  all  stations  where 
agents  are  located,  and  should  his  train  become  delayed  be- 
tween stations,  he  must  call  the  dispatcher  from  the  nearest 
telephone  booth,  thus  giving  the  dispatcher  the  opportunity 
to  change  the  order  if  desirable.  Our  sidings  are  about 
two  miles  apart,  but  trains  must  report  at  only  such  sidings 
as  are  designated  on  the  timecard,  and  must  never  leave 
those  sidings  without  a  clearance  or  train  order. 

In-bound  trains  must  report  their  arrival  at  Beaver  Val- 
ley Junction  and  Grand  View  Park,  and  also  at  the  central 
waiting  station  in  Des  Moines. 

Our  dispatcher  issues  daily  an  average  of  120  train  or- 
ders. On  the  Beaver  Valley  division  we  operate  36  passen- 
ger trains,  two  package  express  cars  and  two  freight  trains 
between  5  a.  m.  and  12:40  p.  m.,  making  a  total  of  1,303 
miles  per  day.  On  the  Colfax  division  we  run  34  passenger 
trains,  four  package  express  cars,  and  freight  trains  when 
necessary,  making  1,065  miles  per  day. 

The  telephone  line  as  installed  consists  of  two  No.  9 
galvanized  iron  wires  carried  on  cross  arms  in  the  usual 
manner  on  the  same  poles  and  underneath  the  high-tension 
transmission  lines,  and  transposed  every  ten  poles  to  pre- 
vent interference  from  parallel  power  and  feeder  line.  The 
dispatcher's  switchboard  was  made  by  the  Stromberg-Carlson 
Telephone  Manufacturing  Company.  The  telephone  instru- 
ments are  of  standard  make  and  of  the  bridging  type. 

By  reason  of  the  almost  constant  use  of  the  telephone 
line  by  the  dispatchers,  it  became  impossible  to  transact  any 
company  business  without  seriously  interfering  with  the  safe 
dispatching  of  trains.  It  therefore  became  necessary  either 
to  build  a  second  telephone  line  or  to  install  what  is  known 
as  a  composite  system.  We  chose  to  do  the  latter;  it  is 
much  the  cheaper,  involving  only  the  cost  of  installing  tele- 
graph instruments.  By  this  change  we  have  doubled  the 
rapacity. 

In  the  installation  of  the  telegraph  we  had  the  choice  of 
two  general  methods,  one  being  what  is  known  as  the  Euro- 
pi  an  or  open-circuit  method,  the  other  being  the  American 
or  closed-circuit  method.  The  former  of  these  two  systems 
was  adopted  upon  the  advice  of  Mr.  Cunningham,  our  elec- 
trical superintendent,  as  it  has  many  advantages  over  the 
latter,  especially  for  the  composite  system.  The  European 
or  open-circuit  system  is  essentially  a  multiple  system,  while 
the  American,  or  closed  circuit,  is  a  series  system.  With  the 
European  open  circuit  no  power  is  used  except  when  the 
instruments  are  actually  in  use.  Another  advantage  is  that 
in  case  the  line  should  break  instruments  could  be  used  on 
b  side  of  the  break.  As  no  switches  are  used  on  the  keys 
it  is  impossible  for  the  operator  to  go  away  and  leave  the 
line  open  by  leaving  his  key  open. 

Both  sides  of  the  telephone  line  are  used  as  one  side  of 


the  telegraph  line.  The  telegraph  instrument  is  connected 
between  both  sides  of  the  telephone  line  and  the  ground  by 
means  of  a  suitably  balanced  super-wound  impedence  coil, 
'wound  and  connected  in  such  a  manner  as  to  offer  impedence 
to  the  alternating  telephone  current  and  signaling  cur- 
rent passing  from  one  side  of  the  line  to  the  other,  but  offer- 
ing little  impedence  to  the  direct-current  telegraph  current 
passing  from  both  sides  of  the  telephone  line  through  the 
telephone  instruments  to  the  ground. 

The  success  of  the  composite  system  depends  upon  both 
sides  of  the  telephone  line  having  the  same  resistance,  im- 
pedence, capacity  and  inductance.  In  other  words,  the  tele- 
phone  line  must  be  perfectly  balanced,  preventing  the  double- 
current  intermittent  telegraph  current  impulses  from  passing 
from  one  side  of  the  telephone  line  to  the  other  through  the 
receivers.  In  a  perfectly  balanced  line  there  is  no  disturb- 
ance or  interference  between  the  telegraph  and  telephone 
instruments. 

The  use  of  the  telegraph  on  the  telephone  line  does  not 
necessitate  any  more  care  than  would  be  necessary  for  a 
satisfactorily  operating  telephone  circuit  paralleling  high- 
tension  lines.  The  energy  used  to  operate  the  telegraph  in- 
struments is  obtained  at  each  station  direct  from  the  600- 
volt,  double-current  feeder  by  shunting  one  16-candlepower 
lamp  in  a  series  of  five. 

A  composite  system  not  only  doubles  the  amount  of 
business  that  can  be  handled  over  a  single  line,  but  is  much 
more  reliable  and  convenient  than  either,  a  telephone  or 
telegraph  line  alone.  The  telephone  and  telegraph  are  not 
affected  by  the  same  cause;  that  which  would  knock  out  or 
disable  one   might  not   affect   the  other. 


IOWA    ELECTRICAL    ASSOCIATION. 

The  seventh  annual  meeting  of  the  Iowa  Electrical  Asso- 
ciation was  held  at  Clinton,  la.,  on  April  18  and  19,  the  head- 
quarters being  at  the  Lafayette  Inn.  On  the  first  day  the 
papers  presented  were  as  follows: 

"Cost  of  Operation  per  Dollar  of  Income,"  by  Prof.  L.  B. 
Spinney,  Iowa  State  College.  This  paper  was  based  on  some- 
what incomplete  returns  from  the  electric  lighting  plants  of 
Iowa  and  brought  out  the  fact  that  there  is  great  need  of  adopt- 
ing a  uniform  system  of  accounitng.  In  discussing  this  paper 
L.  D.  Mathes  (Dubuque)  urged  the  importance  of  sound  ac- 
counting methods,  and  especially  the  recognition  of  and  provi- 
sion for  depreciation;  he  believed  that  it  would  be  only  a 
short  time  until  electric  lighting  companies  would  be  subject 
to  regulation  by  state  commissions,  and  pointed  out  the  im- 
portance of  having  complete  and  accurate  accounts  when 
opposing  requests  for  reductions  of  rates. 

"Central  Station  Economies,"  by  Gus  Lundgren,  Cherokee, 
la.  This  paper  dealt  with  practical  points  of  the  business 
and  emphasized  the  need  of  weighing  and  measuring  devices 
in  the  station  in  order  that  the  management  might  have 
accurate  knowledge  of  what  the  plant  is  really  doing. 

"Increasing  the  Central  Station  Day  Load,"  by  E.  S. 
Callahan,  General  Electric  Company.  The  paper  considered 
various  applications  of  electricity  for  domestic  and  especially 
kitchen  use. 

"Manufacture  of  Ice,"  by  Rufus  Lee,  Clarinda,  la. 
"Co-operation,"  by  J.  R.  Crouse,  Cleveland.  O.  Mr.  Crouse 
was  unable  to  attend  the  meeting  and  sent  copies  of  a  paper 
on  "Profitable  Commercial  Co-operation,"  read  before  the 
National  -Electric  Light  Association,  together  with  a  letter 
inviting  the  Iowa  association  to  appoint  a  committee  of  two 
to  act  with  the  Co-operative  Electrical  Development  Associa- 
tion, which  is  intended  to  secure  the  co-operation  of  all  elec- 
trical interests  in  a  campaign  of  education  to  encourage 
greater  use  of  electricity. 

The  programme  for  Friday's  meeting  included  the  follow- 
ing papers: 

"Central  Station  Advertising."  by  Curtis  Advertising  Com- 
pany. 

"Central  Station  Lighting— Steam  and  Hot  Water,"  by 
W.  H.  Schott,  Chicago. 

"Selection  of  Steam  Engines,"  by  H.  E.  Chase,  Des  Moines. 
la. 

"Producer  Gas  Engines,"  by  Prof.  G.  W.  Bissell,  Iowa 
State  College,  Ames,  la. 

"Electric  Distribution  Systems."  by  Prof.  A.  H.  Ford, 
Iowa  State  University,  Iowa  City.  la. 


April  20.  1907. 


ELECTRIC    RAILWAY    REVIEW 


ELECTRIC   FREIGHT   HANDLING  AT   NEW    BEDFORD. 


About  three  and  a  half  years  ago  an  electric  express 
service  was  inaugurated  with  New  Bedford,  Mass.,  as  a 
center  by  the  interests  controlling  the  Union  Street  Railway 
Company  of  Xew  Bedford.  The  business  then  begun  in  a  small 
way  has  now  been  extended  to  through  service  between  New 
Bedford  and  Providence.  R.  I.,  a  distance  of  34  miles,  and 
between  Xew  Bedford  and  Monument  Beach,  Mass.,  26.75 
miles.  In  New  Bedford  the  cars  are  operated  on  the  tracks 
of  the  Union  Street  Railway  Company;  while  the  Dartmouth 
&  Westport  Street  Railway  and  the  Providence  &  Fall  River 
Street  Railway  companies  handle  the  service  between  New 
Bedford  and  Providence.  In  the  streets  of  the  latter  city  the 
traffic  is  under  the  auspices  of  the  Rhode  Island  Company. 
Eastward  from  New  Bedford  the  Union  Street  Railway  Com- 
pany operates  the  cars  as  far  as  the  Fairhaven  and  Matta- 
poisett  line;  the  New  Bedford  &  Onset  continues  the  service 
to  Onset,  and  the  Taunton  &  Buzzards  Bay  completes  the 
run  to  Monument   Beach. 

We  present  herewith  a  view  of  the  original  freight  station 
in  New  Bedford,  which  was  established  in  the  basement  of 
an  old  house.  A  spur  track  of  the  local  system  served  one 
side  of  a  platform,  which  extended  at  right  angles  around  a 
corner  of  the  building.  Express  wagons  and  trucks  received 
and  delivered  freight  at  the  further  end  of  the  platform  from 
the  spur  track.  The  capacity  of  the  terminal  was  limited, 
and  the  company  secured  half  the  basement  of  an  old  cracker 
factory  at  the  corner  of  William  and  Bethel  streets,  and 
equipped  it  for  a  general  express  business.  This  terminal 
is  located  within  three  minutes'  walk  of  the  most  crowded 
part  of  the  business  district  in  New  Bedford  and  is  thus  easily 
accessible  from  all  the  important  stores,  hotels  and  mercantile 
houses. 

The  present  freight  terminal  in  New  Bedford  receives 
express  matter  and  freight  at  five  doors  on  the  west  side 
of  the  building  from  trucks  and  wagons.  From  the  wagons 
it  is  trucked  across  a  platform  in  the  interior  of  the  building 
to  the  express  cars  which  stand  on  a  spur  track  in  the  middle 
of  the  station.  The  track  has  a  capacity  of  two  cars,  and  it 
is  surrounded  on  both  sides  by  the  platform,  so  that  both 
sides   of  the   cars   can   be   loaded   or   unloaded   at  once.     An 


Electric    Freight    Handling    at    New    Bedford,    Mass. — Map    Showing 

Through    Routes    of    Electric    Freight    Service 

Centering   in    New   Bedford. 

office  for  the  use  of  the  'Manager  and  clerks  of  the  freight 
department  is  located  on  the  aide  of  the  building  nearesi 
street  corners,  as  shown  in  one  of  the  engravings,  as  an 
extension  of  the  receiving  shed.  The  outside  of  the  shed  is 
effectively  lighted  by  three  groups  of  five  16-candlepower 
incandescent  lamps,  each  group  being  mounted  in  an  old 
wooden  tub,  which  is  painted  white  inside  and  serves  as  a 
reflector. 

The  freight  handling  business  is  conducted  by  a  separate 


department  of  the  Dartmouth  &  Westport  Street  Railway, 
under  the  management  of  Mr.  Edward  F.  Nicholson.  E.  E. 
Potter,  general  superintendent  of  all  the  electric  lines  center- 
ing in  New  Bedford,  has  oversight  of  the  freight  business  in 
addition  to  his  other  duties,  but  the  operating  details  are 
handled  by  Mr.  Nicholson,  who  gives  his  whole  time  to  the 
express  traffic.  The  classification  of  express  matter  and 
freight   is   based   largely   upon   the  standard   classification   of 


Electric   Freight  Handling  at   New  Bedford.   Mass. — Original   Freight 
Station   in    New   Bedford. 

steam  railroad  freight  as  used  by  the  Pennsylvania  and  other 
companies,  although  in  cases  where  the  merchandise  cannot 
be  handled  profitably  at  the  regular  steam  rates  or  there- 
abouts, a  special  charge  is  made  for  the  prompt  service  of 
the  trolley  express.  In  general  the  company  handles  all  mer- 
chandise which  can  be  brought  to  its  terminal  by  wagon,  and 
the  variety  of  articles  transported  is  very  great,  ranging  from 
prescriptions  to  furniture  and  beef.  Explosives  are  not  han- 
dled by  the  company. 

Daily  service  is  maintained  as  follows  in  the  freight  de- 
partment: Cars  leave  the  Rhode  Island  Company's  freight 
station  in  Providence  for  Fall  River  at  10  a.  m„  3  p.  m.  and 
5  p.  m..  and  for  New  Bedford  at  12  noon  and  5  p.  m.  Cars 
leave  Fall  River  for  Providence  at  8:30  a.  m.  and  12:30,  3 
aid  5:30  p.  m..  and  for  New  Bedford  at  8:30  and  10:15  a.  m., 
1:15,  3  and  4:45  p.  m.  Cars  leave  New  Bedford  for  Providence 
at  0:10  a.  m.  and  1  p.  m.,  and  for  Fall  River  at  8  and  10:15 
a.  m..  and  3:15  p.  m.  In  Providence  connections  are  made  for 
all  points  reached  by  the  freight  service  of  the  Rhode  Island 
Company.  Cars  leave  New  Bedford  for  Onset  at  8:30  a.  m. 
and  2:30  p.  m.  In  the  summer  season  afternoon  trips  are 
made  to  Buzzards  Bay,  Bourne  and  Monument  Beach.  Be- 
tween New  Bedford  and  Fall  River  the  line  is  double-tracked. 

Table  I  gives  the  rates  charged  on  the  different  classes  of 
merchandise  handled  by  the  service  beween  New  Bedford 
and  Providence. 

Table    I. — Rates   in    Cents   per    Hundred    Pounds. 

Class 

New    Bedford   to—  1.  2.         3.  4.         5.    Miles. 

Smith  Mills   S  7  6  6  6  3.5 

Westport   Factory    S  7  7  6  6  6.5 

Beulab    9         8         «         7         6 

North    Westport    10         9         8         7         6 

Kail    River    10  9  S  7  6        15 

Swansea    Center    14         12         11 

Barn       L«        "        l-        1°,         ?. 

Seekonk    "        14         13  0  9 

Providence    11        14        18        10         9        34 

The  running  time  to  Ka:l  River  is  about  1  hour  and  the 
iimning  time  from  Fall  River  to  Providence  V&  hours.  A 
considerable  portion  of  the  traffic  between  Fall  River  and  New 
Bedford  consists  of  cloth  shipments  from  the  cotton  mills. 
Beef  is  handled  over  thl  vithout  the  necessity  of  icing 

it   In  transit. 


524                                                                ELECTRIC    RAILWAY    REVIEW  Vol.  XVH,  No.  16. 

Tabic   II   gives   the   rates   in   force  between   New   Bedford  bill  Dumber,  leaving  time,  shipper,  consignee  and  destination, 

and  Monument  Beach  local  points.  description    of    articles    and    charges.     At    the    office    of    the 

Table  II.— Rates  in  Cents  per  Hundred   Pounds.  freight   department    in    New    Bedford   receipts,   cash,   bills   and 

Class ■  reports  are  kept  with  the  usual  ledger  accounts. 

FaiihavVenBedf0nl .''.'..                      .5         5'        |         .'"         B^!?'  Six  cars  are  available  for  express  service,   four  being  in 

Mattapolseti 7          7          6          5         s        6.75  use  constantly.     One  of  the  illustrations   is  an   exterior  view 

Marion    S  8  7  G  5       12 

Wareham     11        10         9          s          7      17.5  or  one  ot  the  through   cars  running  to  Fall   River  and  Provi- 

■Onlet  Wareh.an'. .                                !i        12        li        10         9      20.6  dence.     All  the  cars  are  double  trucked,  with  four-motor  equip- 

Bourne    .... ..16        13        12        10         9      24  nients.   and  they  are  geared   for  a   maximum   speed  of  about 

Buzzards    Bav    15         13         12         10  9       25 

Monument   Beach    17        n        13        ll        10      ^'6.75  20  miles  per  hour.     The  car  bodies  are  30  feet  long,  and  vesti- 

The  running  time  to  Wareham   is  1:,   hours  and  to  Onset  bales  are  provided  at  each   end.     Fenders,   wheel   guards,  air 


Electric   Freight   Handling   at   New   Bedford.   Mass. — Electric   Freight 
Station,    William    and    Bethel    Streets. 

2V4  hours.  In  the  summer  season  the  population  of  the  Buz- 
zards and  Narragansett  Bay  territories  is  very  much  enlarged, 
and  the  electric  express  service  has  proved  to  be  a  great 
convenience.  Even  in  the  winter  season  persons  living  in  the 
districts  served  can  telephone  orders  to  New  Bedford  in  the 
morning  and  receive  their  goods  the  same  afternoon  by  3:30 
or  J:  3l>.  A  sketch  map  of  the  lines  traversed  by  the  through 
express  cars  is  shown.  Warehouses  for  the  temporary  stor- 
age of  goods  are  located  at  Westport,  Fall  River.  Mattapoisett. 
.Marion.  Wareham.  Onset  and  Bourne.     Agents  of  the  company 


Electric   Freight  Handling  at  New   Bedford,   Mass. — Express  Car. 

brakes  and  double  trolleys  are  installed.  The  motors  are 
mainly  General  Electric  67  or  Westinghouse  51,  and  the  freight 
capacity  of  each  car  is  from  12  to  14  tons.  The  crew  consists 
of  a  motormau  and  a  conductor,  who  handle  the  freight 
together  with  the  assistance  of  local  agents  when  it  is  neces- 
sary. The  use  of  four  motors  greatly  increases  the  reliability 
of  the  service  and  enables  the  cars  to  make  a  good  schedule 
speed.  Although  the  maximum  speed  is  not  as  high  as  that 
of  the  passenger  cars,  the  absence  of  as  frequent  stops  and 
the  greater  ability  of  the  express  cars   to  coast  enables  the 


Electric    Freight    Handling    at    New    Bedford,    Mass. — Offices    of   the 
Union    Street    Railway.    New    Bedford. 


Electric  Freight  Handling  at  New  Bedford.   Mass. — Interior  of  Wait- 
ing   Room.    Union    Street    Railway.    New    Bedford. 


tire  located  at  all  the  important  centers  and  at  Marion  the 
agent  gives  practically  his  whole  time  to  the  electric  freight 
husiness.  Orders  are  handed  to  agents  by  the  public  in 
sp<  i  ial  heavy  manila  envelopes,  3%  by  6  inches.  Accounts 
of  freight  received  and  shipped,  cash  and  charges  are  kept 
in  much  the  same  general  way  as  on  a  steam  road.  Each  car 
<anies  a  waybill  of  its  contents  showing  the  car  number,  way- 


freight  traffic  to  be  handled  at  speeds  which  keep  the  equip- 
ment well  out  of  the  way  of  the  passenger  cars.  The  company 
handles  mail  regularly  between  Fall  River  and  New  Bedford 
in  a  special  mail  car,  which  has  greatly  facilitated  the  arrival 
of  postal  matter,  especially  in  the  first  morning  delivery. 

The  general  offices  of  the  Union  Street  Railway  Compan; 
are  located  in  an  attractive  building  at  the  corner  of  Purchase 


April  20,  1907 


ELECTRIC    RAILWAY    REVIEW 


*V/ ////// A^^//7777. 


V 


M 


and  William  streets,  New  Bedford.  The  waiting  room  is  about 
50  feet  long  by  IS  feet  wide,  and  it  is  provided  with  com- 
fortable seats  throughout  the  length  of  one  side  and  in  the 
large  bay  window  which  faces  the  intersecting  streets.  At 
one  side  of  the  room  is  a  large  soda  fountain,  which  is 
operated  under  a  concession.  The  waiting  room  is  admirably 
lighted  by  10  inclosed  arc  lamps,  and  it  is  provided  with 
standard  time  service,  a  telephone  pay  station,  cigar  and 
souvenir  postcard  stand,  photographs  of  scenery  along  the 
company's  lines.  United  States  mail  service,  and  steam  radi- 
ators mounted  high  enough  on  the  walls  to  be  well  out  of  the 
reach  of  patrons.  The  room  is  finished  in  light  oak  with  an 
ornamental  tile  flooring,  and  the  company  maintains  an  office 
at  one  end  where  tickets  are  sold,  timetables  given  out  and 
parcels  checked.  The  gen- 
eral superintendent's  office  is  _  -t- 
also  readily  accessible  on  the 
street  floor,  and  the  other 
general  offices  are  located  at 
the  head  of  a  flight  of  stairs 
leading  to  the  second  story. 
The  modern  design  of  the 
waiting  room  is  a  pleasing 
contrast  to  the  trolley  sta- 
tions found  in  many  cities, 
in  which  the  conditions  are 
far  from  attractive.  Passen- 
gers  who  desire  to  wait  out 
of  doors  for  their  cars  are 
protected  from  the  weather 
by  a  large  glass  awning  in 
the  front  of  the  bay.  The 
company's  private  branch  ex- 
change is  located  at  this  sta- 
tion, which  is  the  operating 
center  of  the  system. 

All  the  express  cars  as 
well  as  the  passenger  cars 
are  maintained  at  the  prin- 
cipal shops  of  the  company, 
which  are  located  about  a 
mile  and  a  half  from  the 
center  of  the  city.  In  the 
shops  the  practice  in  hoisting 
facilities  and  motor  driving 
is  of  particular  interest.  All 
the  tools  in  the  machine  de- 
partment  are  driven  by  a 
single  motor  on  the  group 
plan,  the  motor  being  a  shunt 

machine    of    modern    design. 

_.  .,    Electric    Freight    Handling    at    New 

The  company  turns  down  its     Bedford,    Mass.-Flexible   Lamp 

worn-out  axles  into  armature  Banks, 

.shafts,    makes    it    own    jour- 
nal    bearings,    armature    and    field    coils.     A    new    mail    car 
i.s    now    being    built    in    the   carpenter    shop,    which    is    fitted 
up     with     electrically     driven      tools..     Special     care     has 

i  taken  to  protect  the  workmen  by  inclosing  any  low- 
running  belts  in  wooden  housings.  Worn-out  pinions  having 
22  t>-eth  are  milled  down  to  17-tooth  pinions,  the  holes,  stock 
and  key  ways  remaining  unchanged.  The  equipment  includes 
a  large  wheel  press,  a  boring  mill  and  a  wheel  grinder  for  the 
removal  of  flat  spots  as  well  as  lathes,  shapers,  coil  winders, 
drying  oven  and  a  number  of  traveling  air  hoists.  The  tracks 
in  the  paint  shop  are  provided  with  a  crossover  to  facilitate 
the  movement  of  cars  in  and  out,  and  heavy  fire  doors  are 
installed  between  all  departments.  A  valuable  feature  of  the 
i-lcftric  express  cars  is  a  special  box  in  the  vestibule  which 
has  a  hinged  cover  held  in  place  horizontally  by  chains  when 
the  box  is  unlocked.  This  serves  as  a  desk  for  the  conductor, 
who  would  otherwise  be  somewhat  at  a  loss  to  handle  his 
papers. 

a  special  contrivance  in   use   iii   the  paint   shop   li    an 


arrangement  for  securing  light  at  any  point  where  it  is 
needed  in  concentrated  form.  Two  5-lamp  circuits  of  incan- 
descent lamps  are  mounted  at  the  bottom  of  a  rod  about  15 
feet  long,  which  can  be  hung  by  two  hooks  across  the  trolley 
wire  and  across  a  special  overhead  ground  wire,  run  through 
the  paint  shop.  The  two  circuits  are  controlled  by  a  special 
snap  switch  on  the  pole,  and  the  device  can  be  taken  any- 
where without  the  least  trouble  from  dangling  wires  or  the 
annoyance  of  disconnecting  and  connecting  circuits. 

ELECTRICITY    AT    JAMESTOWN    EXPOSITION. 


Electric  illuminating  effects  have  now  become  one  of  the 
most  important  attractions  at  large  expositions,  and  this  will 
be  still  further  exemplified  in  the  illuminating  effects  which 
are  being  planned  for  the  Jamestown  exposition.  The  princl 
pal  lighting,  as  in  the  case  of  the  Pan-American  exposition 
will  be  by  incandescent  lamps,  and  the  illumination  for  the 
police  will  be  by  constant-current  series  arc  lamps.  A  feature 
which  will  probably  attract  a  great  deal  of  attention  will  be 
the  illumination  furnished  by  a  large  number  of  searchlights 
on  land  and  searchlights  on  the  large  fleet  which  will  be 
assembled  in  Hampton  Roads.  No  doubt  this  will  be  a  great 
attraction. 

All  the  current  necessary  for  operating  the  motors  which 
will  be  distributed  throughout  the  grounds  for  running  ex- 
hibits, and  current  for  the  lighting,  will  be  furnished  by  Curtis 
steam  turbines  located  in  the  power  house  of  the  Xorfolk 
Railway  &  Light  Company,  which  is  about  seven  miles  from 
the  exposition  grounds.  The  current  will  be  transmitted  from 
there  by  the  high  tension  over  a  model  transmission  line  from 
the  power  house  to  the  transformer  station,  which  will  form 
one  of  the  exhibils  in  Machinery  Hall.  This  substation  will 
be  arranged  on  the  same  general  plans  as  the  high-class  sub- 
stations found  in  practice.  Here  will  be  located  large  air- 
cooled  transformers  and  a  number  of  small  type  H  trans- 
formers for  the  general  illumination,  and  there  will  also  be 
supplied  a  number  of  constant-current  transformers  for  the 
series  arc  lighting  system.  The  direct-current  service  for 
the  grounds  will  be  furnished  by  motor-generator  sets  of 
ample  capacity.  The  switchboard  for  controlling  the  various 
circuits  throughout  the  exposition  grounds  is  located  in  a 
gallery  and  is  representative  of  a  modern  switchboard  in 
large  central  stations.  The  switchboard  and  electrical  equip- 
ment of  the  substation  throughout  will  be  furnished  by  the 
General  Electric  Company,  which  will  also  supply  the  lamps. 


SALE  OF  CONTROLLING    INTEREST    IN  THE  CHICAGO  & 
SOUTHERN   TRACTiON    COMPANY. 


\\ '.  S.  Reed  of  Chicago,  president  of  the  Chicago  &  South 
i 'in  Traction  Company,  has  announced  that  he  has  sold  a 
controlling  interest  in  the  property  to  a  Detroit  syndicate, 
composed  of  C.  J.  Reilly,  C.  A.  Black,  Matthew  Slush  and 
J.  M.  Mulkey,  and  that  the  company  has  increased  its  capital 
stock  from  $^.000,000  to  $5,000,000  and  the  bonded  deW  from 
$2,000,000  to  $5,000,000. 

The  company  operates  the  Chicago  Electric  Traction  Com- 
pany, now  in  the  hands  of  a  receiver,  Charles  Henrotin,  which 
has  a  line  from  Sixty-third  street  and  South  Park  avenue, 
Chicago,  to  Morgan  Park,  Blue  Island,  West  Harvey  and 
Harvey.  The  Chicago  &  Southern  also  has  a  line  from  Harvej 
south  to  Kankakee,  111.,  which  is  now  in  operation  as  far  as 
Crete.  Between  Crete  and  Kankakee  the  track  is  laid  and 
the  overhead  work  is  completed,  and  it  is  expected  to  begin 
operation  in  about  six  weeks.  With  the  increased  capital 
Stock  and  bonds  it  is  the  intention  to  extend  from  tin-  present 
main  line  to  several  points  outside  the  southern  limits  of 
Chicago  anil  also  to  extend  the  line  to  Lafayette,  Ind..  con 
necting  there  with  the  Indiana  and  Ohio  systems.  Two  sub- 
sidiary companies  were  incorporated  last  year  to  build  ii 
extensions,  the  Chicago  Blue  Island  &  Joliet  Traction  Com- 
pany to  build  lo  Joliet.  ill.,  and  the  Chicago  Kankakee  La- 
tayette  &•  Southeastern  Railway  i"  build  the  line  i"  Kankakee. 


526 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  16. 


DISCUSSION     ON     "DEPRECIATION"     BEFORE     THE     AC- 
COUNTANTS'   ASSOCIATION.* 


The  president,  W.  B.  Brockway,  announced  that  the  pur- 
pose of  the  concluding  session  of.  the  American  Street  and 
Interurban  Railway  Accountants'  Association  at  Columbus  was 
to  give  the  accountants  of  American  street  railways  a  better 
idea  of  the  meaning  of  "Depreciation."  He  said  the  executive 
committee  believed  the  peculiar  opinion  held  regarding  "De- 
preciation" was  that  depreciation  was  right  in  principle,  but 
the  longer  its  consideration  could  be  postponed  the  better. 
This  had  raised  a  feeling  in  the  minds  of  street  railway  men 
that  they  were  criminally  neglecting  the  subject,  and  has  also 
raised  a  spirit  of  antagonism  in  the  mind  and  action  of  the 
public  because  it  had  assumed  the  railways  to  be  in  very  much 
better  condition  and  making  far  more  money  than  they  really 
were.  The  companies  seemed  to  have  gone  upon  the  principle 
that  so  long  as  they  deferred  the  question  of  "Depreciation" 
just  so  long  could  the  companies  pay  10  per  cent  in  dividends 
instead  of  perhaps  5.  or  5  per  cent  instead  of  nothing  at  all. 
The  chair  then  introduced  Mr.  R.  X.  YVallis,  treasurer  Fitch- 
burg  &  Leominster  Street  Railway,  Fitchburg.  Mass.,  who 
read  the  following  paper: 

Depreciation  as  Applicable  to  Electric  Railways. 

BY    R.  N.    WALLIS. 

Accounting  recognizes  three  methods  of  treating  deprecia- 
tion. The  first  provides,  by  an  annually  increasing  fund  or 
account  or  a  periodical  charge,  an  amount  to  represent  the 
decrease  in  value  which  cannot  be  met  by  ordinary  mainte- 
nance. The  second  assumes  that,  by  including  betterment 
charges  as  expense,  values  will  be  kept  in  correct  proportion. 
The  third  ignores  the  presence  or  possibility  of  a  deteriora- 
tion which  the  ordinary  maintenance  expense  does  not  cover. 
Factories  and  similar  undertakings  most  commonly  adopt  the 
first;  American  railroads  the  second;  while  street  and  electric 
railways — particularly  in  America — have  been  quite  prone  to 
follow  the  third.  This  is  not  strange,  since  the  history  of 
accounting  shows  that  in  the  development  period  of  an  indus- 
try, when  all  is  new,  when  the  life  of  apparatus  is  unknown, 
when  funds  are  enthusiastically  tossed  into  the  property 
without  investigation,  little  attention  is  ever  given  to  depre- 
ciation. As  the  industry  settles  on  a  firm  basis,  however,  the 
need  for  a  proper  settlement  of  the  problem  appears. 

Roughly,  15  years  of  electric  railroading  have  passed, 
during  which  time — in  this  country — there  has  obtained  very 
little  practice  of  accounting  for  depreciation  as  such.  Some 
few  roads  have  established  funds  or  accounts  to  provide  for  it. 
Some  are  charging  betterments  against  income  to  a  greater  or 
less  extent.  Some  have  "charged  off  for  depreciation"  through 
the  profit  and  loss  account.  Undoubtedly  a  considerable 
proportion  of  the  older  undertakings  have  already,  consciously 
or  unconsciously,  looked  to  the  future  in  this  matter  and 
have  so  ordered  their  finances  as  to  be  on  a  safe  basis  when 
they  come  face  to  face  with  the  problem;  many  of  more  recent 
beginnings  will  do  so  as  they  grow  older.  Not  to  have  estab- 
lished a  fund  or  a  bookkeeping  account  for  depreciation  does 
not  necessarily  mean  that  no  provision  has  been  made. 

Whether  or  not  the  industry  needs — as  manufacturers 
do — to  establish  some  practice,  within  reasonably  elastic 
limits,  of  allowing  in  its  accounting  for  this  ultra  wear  and 
tear  is  a  question  for  debate.  Our  brethren  across  the  water 
almost  universally  consider  a  fund  or  account  providing  for 
renewals  a  necessity.  This  subject  was  discussed  in  1904 
at  the  International  Tramways  Union,  comprising  many  Euro- 
pean companies.  The  replies  to  questions  indicate  that  prac- 
tically all  anticipate  depreciation  by  annual  payments  to  a 
fund  (the  most  common  method)  or  charges  to  an  account. 
Of  41  companies  replying  only  2  expressed  the  slightest 
doubt  of  the  necessity  of  providing  renewal  funds.  Of  the  39 
M.  Haselmann  found  that  22  gave  sufficiently  complete  replies 
to  admit  of  classification  as  to  their  methods  of  maintaining 
a  fund.  Twelve  turned  annually  into  a  renewal  account  or 
fund  certain  percentages  of  the  cost  of  installation,  varying 
as  follows: 

For   tracks,    etc from  1        to  10  per  cent 

For  line   construction    from  1        to     8  per  cent 

For  rolling  stock   from  1.25  to  10  per  cent 

For  power  station  equipment from  2.5     to  10  per  cent 

Six  companies  based  the  percentage  upon  the  capital 
invested,  varying  from  1.5  per  cent  to  3.5  per  cent,  while  four 

•Abstract  of  the  proceedings  of  the  executive  session  of  the 
American  Street  and  Interurban  Railway  Accountants'  Association, 
Columbus,  O.,  October  18,   1906. 


companies  took  as  a  basis  the  gross  receipts,  varying  from  5 
per  cent  to  10  per  cent.  After  a  careful  study  of  practices, 
M  Haselmann,  quite  tentatively,  suggested  that  the  following 
percentages  of  first  cost  value  be  set  aside  annually  as  a 
renewal  fund: 

Rails,   ties,  switches,   crossings,   etc 1.9  per  cent 

Poles  (presumably  iron)   1.0  per  cent 

Wires,  feeders,  etc 4.0  per  cent 

Cars    1.7  per  cent 

Engines,  generators,  batteries,  etc 4.0  per  cent 

After  some  discussion,  during  which  it  appeared  that  the 
German  association  was  studying  the  question  of  standard 
percentages,  it  was  decided  to  await  action  until  another  con- 
vention and  secure  the  benefit  of  the  studies  of  that  associa- 
tion. Since  then  the  latter  body  has  abandoned  the  attempt 
to  fix  any  uniform  percentage,  holding  that  dissimilarity  of 
the  undertakings  precludes  any  definite  action.  The  English 
association  has  reached  much  the  same  conclusion. 

At  the  last  meeting  of  the  Municipal  Tramways  Associa- 
tion of  Great  Britain  in  1902  Mr.  James  Dalrymple,  in  his 
report  on  a  standard  classification  of  accounts,  suggested  de- 
preciation credits  to  asset  accounts,  aggregating  18  per  cent  of 
the  gross  expense  or  13  per  cent  of  the  gross  receipts.  The 
details  were  as  follows: 

Per  car-mile    Percentage  of 
(in  pence).        cost  value. 

Permanent   way    .... 

Electrical  equipment  of  line 30  4 

Ground    .... 

Buildings   and   fixtures 17 

Power  station  and  substation  plant 35  6 

Workshop  tools  and  sundrv  plant 035  2 

Cars    23  8 

Electrical    equipment    of   cars 23  8 

Miscellaneous  equipment   02  5 

Office   furniture    008  16 

The  latest  schedule  from  Mr.  Dalrymple  does  not  mate- 
rially differ,  although  he  has  added  $2,182  per  mile  of  track 
for  its  renewals.  Against  the  amounts  so  credited  to  asset 
accounts  all  large  renewals  would  be  charged. 

In  the  discussion  which  follow-ed  the  report  the  question 
of  depreciation  rates  was  declared  out  of  order  and  it  is  im- 
possible to  determine  the  sentiment  of  the  others  present. 
There  was  some  disposition  shown,  however,  to  criticize  the 
rates,  though  there  was  no  dissension  from  his  view  of  the 
need  of  depreciation  accounts,  discussion  on  that  subject  being 
in  order. 

The  fixing  of  exact  rates  must  be  regarded  as  impossible. 
What  holds  in  one  climate  or  in  one  class  of  construction,  or 
under  one  frequency  of  service,  or  under  one  management,  or 
under  one  policy  regarding  repairs,  does  not  in  another.  Each 
company  must  settle  that  problem  for  itself  after  careful  study 
of  its  circumstances. 

That  the  foreign  practice  is  to  establish  a  renewal  fund 
or  account  does  not  prove  that  it  is  necessary  for  American 
companies.  This  method  contemplates  the  growth  of  a  fund 
or  account  large  enough  to  care  for  any  heavy  renewals,  such 
renewals  to  be  paid  from  the  fund  or  charges  to  the  account, 
the  amount  received  for  worn-out  materials  being  credited. 
The  amount  or  percentage  to  be  set  aside  annually  should, 
strictly  speaking,  be  large  enough  to  provide  for  supplanting 
patented  devices  on  account  of  new  inventions  and  other  such 
contingencies. 

Now  if  all  the  track  or  line  or  cars  are  to  be  replaced  at 
one  time,  obviously  it  becomes  necessary  to  provide  through 
a  series  of  years  for  the  payment.  If,  however,  an  equal 
proportion  of  the  renewals  is  made  each  year,  then  deprecia- 
tion is  provided  for  automatically.  Somewhere  between  these 
two  limits  lie  the  actual  facts  of  our  industry.  Depreciation 
of  power  plant  in  many  roads  or  other  forms  of  investment 
concentrated  in  one  or  two  parcels  may  well  be  considered 
separately,  since  the  ultimate  determination  of  life  means 
wiping  out  the  whole  of  that  part  of  the  investment.  Part 
cannot  be  replaced  each  year. 

A  balance  sheet  should  be  a  statement  of  fact.  Theoretic- 
ally it  should  show  the  exact  state  of  the  investment  at  the 
time  it  is  issued.  Any  method  that  contributes  to  this  condi- 
tion may  rightfully  be  adopted:  anything  which  causes  mis- 
representation should  be  rejected.  The  ideal  balance  sheet 
puts  in  figures  the  actual  value,  at  the  time  of  its  casting,  of 
each  item  it  contains.  Tracks,  line  construction,  cars  installed 
today  and  in  constant  use  are  not  as  valuable  after  a  year's 
wear.  Theoretically  their  actual  value  at  the  end  of  the  year 
should  be  set  down.  Hence  a  reduction  should  be  made  either 
by  reducing  the  amount  of  the  asset  accounts,  by  offsetting  on 
the  liabilities  side  an  account  or  accounts  which  shall  provide 
for  this  reduction  in  value  or  by  payment  from  the  earnings 
to  a  fund  to  keep  pace  with  this  depreciation.  In  the  last  two 
cases  this  account  or  fund  should  care  for  the  amount  spent 
for  replacing  when  the  old  shall  have  worn  out  and  this 
replacing  should  be  charged  to  such  account  or  fund  and  not 
to  expense. 


April  20,  1907. 


ELECTRIC    RAILWAY    REVIEW 


.-,1-7 


A  reserve  account  has  this  superiority  over  a  reserve  fund 
in  providing  for  depreciation — that  stockholders  may  consider 
the  fund  which  exists  in  cash  or  securities  as  an  actual  profit 
or  asset,  whereas  it  merely  represents  a  loss  or  something 
which  is  gone.  As  a  liability  the  reserve  account  represents 
exactly  what  it  should.  Whatever,  if  any,  accounting  for 
deterioration  is  adopted,  the  rate  shouiu  be  subject  to  frequent 
revision  as  to  its  accuracy,  the  most  accurate  way  being  by 
revaluation  of  assets. 

In  fact,  however,  the  method  in  the  electric  railway  has 
been  more  often  to  charge  down  such  asset  accounts  as  are 
subject  to  depreciation  according  to  the  profit — if  good,  a 
large  charge:  if  little,  a  small  charge;  if  the  profits  are  none, 
no  charge.  This  is  a  haphazard  way  and  yields  far  from  a 
truthful  balance  sheet,  the  accounts  representing  neither  cost, 
actual  value,  nor  a  reasonable  depreciation  charge.  The  only 
way  this  may  be  considered  fair  is  to  make  the  charge  smaller 
in  one  exceptionally  hard  year  to  be  offset  by  an  extra  charge 
in  the  next  year.  If,  however,  a  fair  percentage  of  receipts 
to  "'charge  off"  be  determined  upon,  the  method  of  charging 
to  various  asset  accounts  is  questioned,  as  tending  to  confuse 
and  misrepresent,  inasmuch  as  it  does  not  show  the  cost 
value  of  the  various  assets.  Putting  this  to  the  credit  of  a 
general  reserve  account  is  considered  better.  The  method 
suggested  by  Mr.  James  Dalrymple  of  Glasgow  may  overcome 
the  objection  to  crediting  to  asset  accounts,  namely,  to  show 
on  the  report  or  statement  the  amount  of  the  actual  capital 
investment,  deducting  what  has  been  allowed  for  depreciation, 
showing  the  net  in  a  separate  column. 

Again,  in  the  railway  business  there  are  indications  that 
the  surplus  account  is  built  up  or  kept  at  a  high  level  in  many 
cases  through  the  failure  to  write  off  sufficiently  from  the 
capital  value,  or  failure  to  keep  the  capital  value  at  a  proper 
figure  by  charging  betterments  to  expense  or  against  net 
income.  This,  of  course,  cannot  last  without  introduction  of 
new  capital  with  resulting  fictitious  balance  sheets.  That  this 
tendency  is  fast  decreasing  is  evidenced  by  the  discussion 
which  the  general  question  is  evoking  from  our  managers  and 
accountants. 

Experience  in  other  industries  suggests  that,  except  small 
roads,  railways  may  properly  charge  renewals  to  expense — 
with  proper  allowance  for  value  of  the  replaced — in  such  de- 
partments as  need  a  steady  replacement  from  year  to  year 
l  such  as  tracks,  poles,  wires,  cars) ;  while  in  departments 
which  require  replacement  only  occasionally  (such  as  engines, 
generators,  boilers,  buildings),  a  depreciation  charge  should 
be  made.  On  very  small  roads  obviously  the  renewal  of  two 
or  three  cars  in  one  year  would  cause  a  serious  drain  on  net 
income,  and  should  not  be  provided  for  in  any  one  year. 
There  is  more  need,  therefore,  for  depreciation  reserve  or 
fund  with  the  small  road  than  the  large. 

The  practice  of  having  big  power  station  units  requires 
more  attention  to  depreciation  of  machinery  on  all  roads  than 
would  be  necessary  if  the  units  were  small.  It  is  undoubtedly 
the  first  department  to  receive  consideration  in  deciding  where 
to  begin  with  depreciation. 

A  new  corporation  has  more  need  of  meeting  depreciation 
than  one  well  established.  In  its  first  years  the  wear  and  tear 
is  going  on  with  very  little  or  no  expense  for  repairs  or 
renewals.  As  it  becomes  well  established,  the  expenditures 
for  repairs  and  renewals  become  more  nearly  equal  from 
year  to  year,  and,  by  applying  proper  amounts,  both  repairs 
and  deterioration  may  be  provided  for  by  the  actual  expendi- 
tures. 

In  case  depreciation  has  been  ignored  until  expenditures 
must  be  made  for  some  large  renewal,  there  may  be  estab- 
lished a  suspense  account  which  should  then  be  reduced  as 
rapidly  as  possible.  This  method,  while  legitimate,  should  not 
be  used  unless  necessary,  since  manifestly  it  treats  unfairly 
owners  or  stockholders  before  and  after  the  establishment  of 
the  account,  to  the  advantage  of  those  before  and  to  the  dis- 
advantage of  those  after. 

If  any  other  individual  or  corporation  is  financially  inter- 
ested in  the  cost  of  anything  produced  by  the  electric  railway, 
for  example,  a  concern  buying  power,  the  price  determined 
should  certainly  allow  a  reasonable  amount  for  deterioration. 

The  public  should  allow  sufficient  rates  for  a  fair  return 
upon  the  investment  and  enough  over  to  maintain  an  ample 
surplus  alter  keeping  the  asset  accounts,  by  depreciation  or 
otherwise,  at  a  figure  equal  to  the  value  of  the  assets  they 
represent.  Any  corporation  selling  groceries,  or  one  manu- 
facturing clothing,  for  example,  may  do  this  without  question, 
but  through  some  peculiarity  of  the  public  mind  a  public 
service  corporation  which  succeeds  in  doing  it  is  regarded  as 
luxuriously  rich.  The  public  altitude  only  too  common  toward 
electric  railways  is  to  demand  more  than  it  is  willing  to  pay 
for.      Clearly  this  leads  to  poor  service  ;is  well   ;is   loss   for  the 

many  investors,  owners  of  the  corporation.  Electric  railway 
officials  have  been  too  prone  to  bend  to  this  attitude  of  the 
public  without  attempt  to  show  it  the  unreasonableness  of  its 


position.  We  should  use  more  care  to  give  the  people  the 
exact  facts  to  enable  them  to  see  the  truth.  The  public  is 
reasonable  if  it  understands.  Any  audit  or  appraisal  to  be 
just  must  allow  a  fully  reasonable  amount  for  depreciation 
of  property  as  shown  by  its  actual  value.  This  should  be  done 
regardless  of  what  policy  the  company  may  have  pursued  with 
reference  to  depreciation. 

A  fund  to  meet  the  loss  resulting  from  a  suspension  of 
privileges  of  a  short  time  franchise  should  be  independent  of 
any  depreciation  fund  or  account.  For  this  purpose  a  sinking 
fund  of  actual  cash  or  securities  should  be  established,  suffi- 
cient payments  being  made  to  it  to  secure  the  return  of  their 
investment  to  the  stock  and  bond  holders  at  the  termination 
of  the  franchise. 

The  question  of  appreciation  must  also  be  considered. 
The  authorities  on  accounting  regard  it  as  inadvisable  to 
appreciate  because  of  increase  in  the  value  of  assets.  "Mark- 
ing up"  assets  is  sufficiently  rare  as  to  be  almost  disreputable. 
The  failure  to  consider  depreciation  in  the  electric  railway 
business  would  have  caused  worse  results  had  not  the  value 
of  nearly  all  the  materials  it  uses  increased  in  value.  For 
instance  a  modern  car  fully  equipped,  built  five  or  six  years 
ago,  is  worth  as  much  today,  despite  wear  and  tear,  as  when 
.it  was  bought.  And  so  with  other  items.  The  reason  account- 
ing authorities  discourage  taking  advantage  of  appreciation 
is  that  fluctuation  of  prices  may  wipe  out  the  appreciation. 
If  it  has  been  allowed  for,  when  prices  fall  the  resulting  loss 
must  be  charged  off;  if  it  is  not  allowed  for,  it  stands  as  an 
actual  surplus — a  "hidden  profit." 

Discussion. 

The  chair  then  announced  as  the  subject  for  discussion : 
"Does  the  maintenance  of  an  electric  railway  at  a  high 
standard  of  efficiency  eliminate  the  necessity  of  a  charge  for 
depreciation?" 

C.  N.  Duffy  (Milwaukee  Electric  Railway  &  Light l  in- 
quired whether  "maintenance"  as  used  in  this  question 
included  "replacement"  or  "renewal." 

Mr.  Wallis  said  that  in  his  opinion  it  did  not. 

Mr.  Neal  (Boston  Elevated)  said  he  construed  the  ques- 
tion to  include  the  matter  of  keeping  up  the  property,  whether 
it  had  been  depreciating  seven  or  eight  years  or  not,  and 
perhaps  exclude  an  item  like  the  replacement  of  a  large  engine 
by  one  of  a  different  character,  etc.  He  would  construe 
"maintenance"  very  much  more  broadly  and  say  that  unless 
there  is  a  difference  in  the  value  and  character  of  the  equip- 
ment everything  is  maintenance.  He  considered  that  to  keep 
a  high  standard  of  efficiency  it  was  necessary  to  renew  the 
materials  and  different  parts,  and  believed  that  "maintenance" 
should  be  considered  in  a  broad  sense,  although  excluding 
actual  betterments. 

F.  R.  Henry  (United  Railways  of  St.  Louis)  said  he  be- 
lieved that  if  maintenance  charges  covered  all  renewals  there 
would  be  no  need  for  a  depreciation  fund,  but  maintenance 
as  generally  understood  did  not  include  a  charge  for  replace- 
ment and  that  no  matter  how  efficiently  the  property  was 
maintained  it  would  be  necessary  to  provide  a  reserve  for 
depreciation.  His  company  had  such  a  fund  to  provide  for 
renewals  and  replacement  and  to  enable  it  to  proportion  the 
cost  properly.  He  considered  that  a  replacement  or  deprecia- 
tion fund  was  necessary  in  order  that  the  books  should  show 
the  actual  statement  of  the  business  and  that  it  was  not  fair 
to  the  stockholders  or  to  the  public  to  make  two  statements, 
one  for  stockholders  which  showed  no  depreciation  and  a 
second  one  for  the  taxing  bodies  wherein  depreciation  was 
shown.  Mr.  Henry  cited  the  practice  that  generally  obtained 
among  street  railways  of  capitalizing  the  cost  of  reconstruc- 
tion and  said  he  believed  that  there  must  be  an  end  to  Ibis 
continuous  capitalization  of  expenditures  to  take  care  of  the 
depreciation  of  the  property,  and  that  the  conservative  man 
agement  of  the  future  would  require  that  a  reasonable  charge 
for  depreciation  be  made.  In  his  opinion  the  depreciation 
charge  should  be  set  up  monthly  and  based  on  a  percentage 
of  the  gross  earnings,  as  thereby  each  month  and  year  would 
be  charged  with  the  proportion  of  this  reserve  which  it  could 
best  stand. 

W.  l'\  Mam  (Washington  Electric  Railway  &  Light  Com- 
pany) said  he  could  argue  the  question  from  only  one  stand- 


528 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  16. 


point.  He  considered  that  maintaining  the  property  at  its 
highest  efficiency  meant  to  spend  upon  the  property  all  that 
could  be  spent  in  keeping  it  up  to  the  best  standard  known 
to  the  art.  At  the  end  of  10  years  there  would  not  have  been 
spent  upon  the  property,  assuming  it  to  have  been  new  to 
begin  with,  an  amount  representing  the  actual  deterioration. 
Such  an  amount  could  not  be  spent  because  the  property  was 
not  worn  out.  At  any  period  there  would  exist  as  a  liability 
the  value  of  the  wear  or  reduced  life  which  had  resulted  from 
the  use  of  the  property  and  which  could  not  be  replaced  by 
maintenance,  and  for  the  purpose  of  meeting  this  liability  a 
depreciation  fund  should  be  provided.  Mr.  Ham  distinguished 
between  the  physical  property  and  the  value  of  the  franchise 
and  believed  it  would  be  desirable  to  keep  these  two  assets 
separate  on  the  books. 

John  I.  Beggs  (Milwaukee  Electric  Railway  &  Light  Com- 
panj  and  United  Railways  of  St.  Louis)  addressed  the  con- 
vention and  gave  some  account  of  the  policy  which  had  been 
followed  by  him  since  his  connection  with  the  street  railways 
of  Milwaukee  and  St.  Louis.  He  indorsed  the  position  taken 
by  Mr.  Ham.  Mr.  Beggs  said  that  the  method  followed  by  him 
in  creating  a  reserve  fund  charged  against  earnings  was  not 
popular  with  the  financiers  or  managers  because  it  did  not 
p<  rniit  a  good  showing  of  earnings  to  be  made,  at  least  in  the 
first  few  years.  Many  persons  were  in  the  electric  railway 
business  not  with  the  intention  of  keeping  the  properties  as 
permanent  investments,  but  for  the  purpose  of  making  a  good 
showing  from  operation  and  then  unloading.  To  do  this  to 
advantage  it  is  necessary  to  show  earning  capacity,  as  the 
larger  the  earning  capacity  the  more  profit  the  promoter  could 
make.  He  agreed  with  Mr.  Ham  as  to  the  need  of  providing 
for  the  wear  that  commences  with  the  first  turn  of  the  wheel 
over  the  rail  and  which  was  imperceptible  at  first  and  might 
continue  to  be  imperceptible  for  several  years.  Mr.  Beggs 
said  further  that  in  making  replacements  he  had  not  added 
anything  to  the  capital  accounts  and  consequently  had  suc- 
ceeded in  getting  rid  of  some  of  the  water,  which  had  been 
injected  into  these  properties  in  their  early  days,  by  a  process 
of  gradual  evaporation.  He  cited  as  an  example  the  replacing 
'  of  single-truck  cars  by  double-truck  cars  in  Milwaukee.  The 
modern  cars  he  considered  worth  three  times  as  much  for 
transportation  purposes  as  the  old  cars,  but  the  cost  of  the 
large  car  was  very  little  more  than  the  original  cost  of  the 
old  single-truck  car.  In  answer  to  a  question  by  Mr.  Duffy 
Mr.  Beggs  said  that  if  "replacements"  or  "renewals"  were 
construed  as  "maintenance"  or  "up-keep"  of  the  property  there 
was  no  need  of  a  further  allowance  for  depreciation,  and  that 
he  did  not  consider  that  the  up-keep  of  the  property  required 
an  independent  open  account  on  the  books,  such  as  appeared 
on  the  books  of  his  companies.  Continuing.  Mr.  Beggs  men- 
tioned the  need  of  an  amortization  fund  which  he  said  should 
not  be  confused  with  the  up-keep  of  the  property. 

Mr.  Ham  asked  what  Mr.  Duffy  meant  by  "providing"  for 
maintenance,  to  which  Mr.  Duffy  replied  that  if  track  and 
'  equipment  were  maintained  by  the  replacing  or  supplanting 
of  worn-out  portions  the  mere  physical  performance  of  having 
replaced,  or  restored,  or  substituted,  kept  the  property  good 
and  there  was  no  necessity  for  any  further  provision  for  the 
depreciation  of  the  tangible  property. 

Mr.  Ham  stated  that  he  believed  Mr.  Beggs  had  mis- 
understood Mr.  Duffy's  question  because  Mr.  Beggs  had  said 
first  that  in  the  case  of  a  new  property  it  was  absolutely 
impossible  to  make  sufficient  expenditures  on  account  of 
maintenance  to  equal  the  deterioration  that  accrued,  and 
that  upon  Mr.  Duffy's  putting  the  question  in  a  different 
form  Mr.  Beggs  had  said  that  if  the  property  is  maintained 
it  is  not  necessary  to  provide  for  depreciation. 

Mr.  Duffy  replied  that  if  property  was  replaced  or 
restored  at  the  end  of  a  given  period  when  worn  out  then 
that  kind  of  maintenance  of  it  had  removed  the  necessity 
for  depreciation. 


Mr.  Neal  read  a  letter  from  H.  L.  Wilson,  auditor  of 
the   Boston    Elevated   Railway    Company,    as    follows: 

Xo  matter  how  well  property  is  kept  up  there  must  be 
a  certain  lessening  of  value  going  on  all  the  time.  Of 
course  the  better  the  property  is  maintained  the  less  rapidly 
does  this  loss  occur.  The  equipment  that  is  well  taken  care 
of  may  be  used  for  a  much  longer  period  and  if  disposed 
of  will  realize  a  much  better  price. 

Some  roads  need  a  depreciation  account  more  than 
others.  Those  that  need  it  most  are  those  that  have  taken 
the  poorest  care  of  their  equipment. 

I  have  in  mind  two  large  cities,  in  one  of  which  the 
equipment,  is  kept  up  to  a  high  degree  of  efficiency;  in  the 
other  some  of  the  equipment  has  been  abused  by  both  the 
public  and  the  company's  employes.  The  first  one  has  not 
only  kept  its  property  in  excellent  condition,  but  has  laid 
by  something  for  depreciation;  the  second  one  has  done 
neither.  Both  pay  dividends;  the  first  earns  them  and  a 
little  more;  the  second  is  running  up  a  nice  deficit,  as  the 
rate  of  dividend  is  guaranteed.  One  is  honestly  capitalized 
and  has  charged  its  expenses  conservatively,  the  other  is 
well  irrigated  and  has  treated  expenses  in  a  very  liberal 
manner.  It  will  be  very  hard  to  make  both  managements 
look  at  this  question  of  depreciation   in   the  same  light. 

Take  a  new  company  that  starts  out  with  everything 
new;  for  the  first  year  the  maintenance  expenses  are  very 
light,  everything  is  in  excellent  condition,  but  there  is  cer- 
tainly  a  depreciation  going  on,  and  it  is  during  this  time 
thai  a  certain  sum  should  be  set  aside.  This  is  desirable 
for  several  reasons.  An  important  one  is  that  the  owners 
may  get  an  inflated  idea  of  what  a  success  the  road  is  from 
the  showing  of  net  earnings,  and  later  on  when  the  expenses 
begin  to  run  up  may  be  disappointed.  Naturally,  a  new 
road  should  increase  its  business  as  time  goes  along,  and 
the  management  might  say  that  in  this  way  the  maintenance 
charges  can  be  provided  for.  This  may  be  partially  true, 
but.  if  the  business  increases,  the  amount  of  equipment 
must  increase,  and  the  wear  and  tear  on  the  property  will 
be  greater. 

Suppose  during  the  first  10  years  a  substantial  sum  is 
set  aside  for  depreciation,  the  road  prospers  and  all  its 
property  is  kept  up  to  a  high  degree  of  perfection,  and  after 
the  10  years  it  is  able  to  pay  for  all  renewals  and  sub- 
stitutions out  of  earnings;  in  a  case  of  this  kind  the  de- 
preciation charges  might  stop  and  the  sum  already  pro- 
vided be  allowed  to  remain  as  it  stands. 

Unfortunately  we  cannot  always  start  with  a  new 
proposition,  and  the  question  is  what  can  we  do  with  the 
older  companies  who  have  never  provided  for  the  day  of 
reckoning.  The  larger  part  of  such  companies  have  made 
no  provisions  for  the  rainy  day,  and  too  many  of  them 
have  suddenly  realized  that  they  were  in  a  precarious  con- 
dition and  did  not  know  which  way  to  turn  for  assistance. 
Several  have  reorganized  or  scaled  down  their  stock,  and 
others  ought  to  have  done  so.  but  they  hope  they  may 
weather  the  gale  and   are  struggling  along. 

The  impression  that  was  prevalent  a  short  time  ago 
that  an  electric  railway  could  not  help  but  be  a  paying 
investment  anywhere,  has  proved  in  many  instances  to  be 
a  mistaken  idea,  and  in  practically  all  instances  the  busi- 
ness must  be  handled  in  the  same  way  that  any  manufactur- 
ing plant  must  be  treated.  Years  of  practice  have  shown 
thai  organizations  of  this  latter  kind  that  have  not  charged 
off  a  depreciation,  but  have  been  satisfied  to  keep  their 
equipment  in  good  repair,  have  finally  got  into  difficulties, 
and  there  is  no  reason  to  think  that  electric  railways  can 
escape  a  similar  fate. 

There  is  another  way  that  a  certain  amount  of  deprecia- 
tion may  be  provided  for  other  than  to  take  out  a  sum  from 
earnings  from  time  to  time  and  transfer  to  an  account  with 
this  title,  and  that  is  by  charging  out  direct  to  expenses  the 
total  cost  of  new  equipment  purchased  to  take  the  place  of 
that  disposed  of  or  the  cost  of  reconstruction  where  the 
cost  of  new  property  exceeds  the  cost  of  that  which  it 
replaces.  I  think  in  most  cases  where  new  property  costs 
more  than  that  which  it  replaces  cost  when  it  was  new,  it 
has  been  the  practice  to  capitalize  the  excess  cost. 

In  fact,  there  are  many  instances  where  betterments 
are  charged  that  exist  only  for  the  reason  that  it  is 
desired  to  make  a  good  showing.  I  know  of  one  instance 
where  cars  were  rebuilt  and  90  per  cent  of  the  amount 
expended  was  charged  to  equipment  and  10  per  cent  to 
operation.  If  these  charges  had  been  reversed  it  would 
have  been  only  a  fair  division,  and  it  would  have  been 
perfectly  proper  to  have  charged  the  entire  expense  to 
operation. 

There  is  another  company  (not  a  railway  company) 
that    makes    a    very    fine    showing    each    year    by    charging 


April  20,  1907. 


ELECTRIC    RAILWAY    REVIEW 


529 


replacements  at  cost  and  crediting  what  is  removed  at 
second-hand  value.  Thus  they  show  a  small  operating  ex- 
pense, and  then  they  turn  about  and  charge  out  a  fairlj 
liberal  sum  to  a  depreciation  account.  This  makes  a  very 
handsome  report,  and  they  point  with  pride  to  the  liberal 
fund  they  have  created. 

Mr.  Xeal  said  that  this  letter  showed  that  Mr.  Wilson  be- 
lieved in  the  establishment  of  a  depreciation  fund  no  matter 
how  great  the  state  of  efficiency  secured  by  maintenance. 
As  an  example  he  took  a  case  where  it  is  assumed  that  the 
entire  equipment  of  a  road  is  eliminated  in  10  years  and 
that  the  policy  is  adopted  of  renewing  one-tenth  of  that  road 
every  year.  There  would  be  one  piece  of  road  that  was 
brand  new.  another  that  was  nine  years  old.  another  eight,  etc. 
If  at  any  time  the  actual  condition  be  computed  the  road 
would  be  found  to  have  bul  55  per  cent  of  its  new  value. 
He  considered  that  without  question  something  more  than  a 
high  degree  of  maintenance  was  necessary  to  provide  for 
the  other  4.".  per  cent  of  the  physical  property.  Each  item 
of  equipment  or  construction  had  a  different  life  in  service 
and  it  required  good  judgment  in  making  estimates  of  life 
for  different   kinds  of  equipment. 

A.  H.  Ford  I  Ford.  Bacon  &  Davis)  said  that  he  wished 
to  congratulate  the  Accountants'  association  in  taking  up 
the  question  of  depreciation,  which  was  one  that  had  been 
begged  from  the  beginning.  Financiers  would  not  discuss 
it  because  a  reserve  for  depreciation  might  and  in  many 
cases  would  interfere  with  dividends.  He  considered  that 
the  statements  such  as  those  made  by  Mr.  Beggs  were  of 
the  kind  needed  to  secure  proper  action  by  those  who  had 
to  decide  concerning  depreciation.  The  statements  of  the 
properties  with  which  he  was.  connected  showed  mainte- 
nance charges  equal  to  about  10  per  cent  of  the  gross  earn- 
ings. This  charge  was  not  sufficient  to  provide  for  renewals 
and  the  properties  were  wearing  out,  and  the  time  would 
come  when  the  present  physical  equipment  would  have  to 
be    replaced. 

Mr.  Edwards  (New  York  Edison  Company)  at  the 
request  of  the  chair  gave  a  summary  of  the  method  followed 
by  his  company  in  providing  for  depreciation.  He  said 
that  when  the  subject  was  first  taken  up  it  soon  grew 
beyond  any  preconceived  ideas.  After  the  management  had 
had  some  years'  experience  and  had  made  comparative 
records,  it  was  found  that  the  electric  lighting  properties 
were  disappearing.  The  ordinary  wear  and  tear  incident  to 
the  electric  lighting  business  was  but  a  portion  of  the 
decrease  in  value.  The  important  thing  in  the  electric  light- 
ing business  Mr.  Edwards  designated  as  "supersessioual  de- 
preciation:" that  is,  the  depreciation  in  value  which  comes 
from  the  necessity  of  superseding  unexhausted  machinery 
by  new  and  improved  types.  Mr.  Edwards  stated  that  since 
lie  had  been  connected  with  electric  lighting  work  he  had 
six  different  systems  thrown  on  the  scrap  heap.  He 
believed  that  when  renewals  exceed  in  value  the  things 
renewed  the  excess  should  be  charged  to  capital  account, 
because  the  capital  account  should  show  the  facts,  and  an 
increase  in  value  was  as  much  a  fact  as  a  decrease  in  value 
would  be.  He  indorsed  the  policy  of  providing  reserve  funds 
to  care  for  damages,  fire  losses,  etc.  Mr.  Edwards  said  that 
his  company  did  not  use  the  word  "maintenance."  as  it  was 
believed  that  the  term  "repair  and  renewal"  was  more  ex- 
pressive.  He  urged  the  need  of  including  depreciation  in 
the  statements  of  corporations.  A  statement  in  which  de- 
preciation is  neglected  invites  agitation  to  secure  a  reduc- 
tion in  rates  charged  for  the  service  rendered,  because 
state  legislatures  and  Other  rate  regulating  bodies  take  the 
position  that  the  company  is  earning  too  much  money;  and 
in  some  instances  it  had  been  found  that  they  object  to 
admitting  the  propriety  of  a  charge  for  depreciation  that 
has  not  been  shown  in  the  regular  statements  of  tin-  liusi- 
nesfl 

Mr.  Edwards  stated  thai  his  company  charged  to  ope'ral 
ing  expenses  one  cent   per  kilowatt-hour  for  a  reserve  fund. 


The  debit  was  made  to  "Contingent  Expense"  account  and 
the  credit  to  "Contingency  and  Renewal"  account.  This 
one  cent  per  kilowatt-hour  was  the  result  of  experience  and 
was  intended  to  include  damages  such  as  might  be  incident 
to  an  earthquake  or  a  great  conflagration,  ordinary  wear 
and  tear,  and  supersessional  depreciation;  therefore,  the 
term  "contingency  and  renewal"  was  used  as  being  broader 
than  maintenance  or  depreciation. 

H.  J.  Davies  (Cleveland  Electric  Railway  I  stated  that 
his  company  had  had  to  confront  two  propositions  at  the 
same  time.  The  first  was  a  suggestion  from  Mayor  John- 
son that  the  company  name  a  price  at  which  the  Cleveland 
Electric  Railway  would  lease  or  sell  its  property  to  a  hold- 
ing company  until  the  time  came  when  the  laws  of  Ohio 
should  authorize  municipalities  to  own  and  operate  street 
railways;  the  price  to  be  the  present  value  of  the  physical 
property  and  the  estimated  worth  of  its  future  net  earnings 
during  the  life  of  its  franchises.  The  second  was  an  in- 
vestigation of  the  property  by  a  committee  of  the  Cleveland 
chamber  of  commerce  to  ascertain  what  it  had  cost  in  the 
past  to  carry  passengers,  and  at  what  rate  the  present  com- 
pany could  afford  to  carry  passengers  in  consideration  of  a 
2D  or  L'.".  \ear  franchise  grant.  Mr.  Davies  said  that  condi- 
tions as  to  street  and  interurban  railway  investments  in 
Ohio  were  very  serious.  A  number  of  interurban  companies 
had  been  placed  in  the  hands  of  receivers — some  of  them 
more  than  once — and  others  would  follow  the  same  course 
to  the  disappointment  of  investors.  These  financial 
troubles  were  because  of  the  failure  to  provide  for  renewal 
of  the  property  as  it  wore  out.  making  it  necessary  to  assess 
stockholders  or  sell  bonds  when  the  time  for  renewal  came. 
In  cities  where  the  fare  had  been  five  cents  or  thereabouts, 
managers  and  directors  of  companies,  with  a  view  rather 
to  the  effect  of  their  reports  upon  the  stock  market  than 
to  the  preservation  of  their  properties,  had  put  out  state- 
ments showing  operating  expenses  to  be  about  50  per  cent 
of  gross  earnings,  from  which  the  public  could  easily  and 
logically  argue  that  since  a  company  was  making  'l\i>  cents 
profit  per  passenger  it  could  afford  to  carry  passengers  for 
:>  cents.  Mr.  Davies  quoted  extracts  from  his  last  report 
to  the  president  of  his  company  as  follows: 

DEPRECIATION    OR    RENEWAL    RESERVES. 

Track  Depreciation. — Following  the  suggestion  made  in 
my  last  annual  report,  a  charge  has  been  made  each  month 
to  expense,  and  a  corresponding  credit  to  a  number  of 
reserve  accounts,  which  we  have  called  "Depreciation  Re- 
serves." for  wear  and  tear  of  track,  equipment,  etc..  in 
addition  to  the  ordinary  repair  charges.  The  rule  of  the 
Street  Railway  Accountants'  Association,  as  expressed  in 
the  Standard  Classification  of  Operating  Expense  Accounts 
1 1  re  >\  id.  -s  i  hat  all  expenditures  for  repairs  and  renewals  shall 
be  charged  to  maintenance  (expense)  accounts.  This  rule, 
if  not  incorrectly  expressed,  is  likely  to  be  misinterpreted 
and  misapplied.  The  rule  should  provide  that  there  be 
charged  to  expense  all  expenditures  for  repairs  as  dis- 
tinguished  from  renewals,  and,  in  addition,  each  month.  In 
waj  "I  reserve,  a  sum  large  enough  to  take  care  of  or  pro- 
vide for  the  wear  of  the  month,  this  sum  to  be  such  a 
proportion  or  percentage  of  the  cost  of  renewal  as  the 
month  hears  to  the  probable  life  of  the  property;  so  thai 
when  a  piece  of  track  or  equipment  is  entirely  worn  out 
and  replacement  must  be  made,  a  reserve  sufficient  to  pay 
for  the  replacement  will  appear  on  the  books.  The  reserve 
and  the  value  of  the  property  ought  to  equal  at  any  time  the 
cost  of  replacement.  It  would  be  still  more  accurate  and 
scientific  to  charge  to  maintenance  expense  a  certain  sum 
per  car-mile  run  in  each  month,  large  enough  to  cover  both 
ordinary  maintenance  charges  and  the  month's  proportion 
of  the  probable  cost  of  renewals,  crediting  this  sum  to  a 
"Renewal   Reserve"  account. 

To  follow  strictly  the  rule  of  the  association  would 
require  that  the  cost  of  renewals  be  charged  to  expense  in 
the  year  or  month  in  which  the  renewals  are  made,  throwing 
an  abnormal  burden  on  the  summer  months,  when  track- 
laying  is  done,  whereas  the  wear  on  the  track  is  as  great  per 
Car-mile  run  In  the  winter  months  as  in  summer.  If.  instead 
Of  Charging  t ho  cost  of  renewal  to  expense  at  the  time  the 
expenditures    are    made,    the    cost    be    spread    ovei 

future    months    or    \ears.    as    was    our    custom    until    recently, 


530 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  Xo.  16. 


the  subsequent  periods  will  show  a  much  larger  maintenance 
expense  than  the  period  immediately  following  construc- 
tion. The  first  few  years  after  construction,  if  no  charge 
is  made  for  renewal,  will  show  very  low  maintenance  cost; 
the  first  few  years  after  renewal,  if  the  cost  of  renewals 
is  made  and  spread  over  a  term  of  years,  will  show  very 
high  cost  of  maintenance.  This  method  of  accounting  has 
deceived  stockholders  and  the  public  as  to  the  earnings  of 
street  railway  companies,  and  as  to  the  cost  of  carrying 
passengers.  Xo  provision  having  been  made  in  the  early 
years  of  operation  for  renewal  reserves  or  funds,  the  owners 
of  street  railway  properties  have  had  to  provide  additional 
capital  for  renewals;  and  this  had  led  in  many  cases  to  over- 
capitalization. And  this  process  of  renewing  from  new  capi- 
tal  has  been   repeated  by  some  companies  several  times. 

Provisions  should  be  made  from  the  current  earnings 
of  the  company  for  depreciation  of  its  property  by  reason 
of  wear  for  depreciation  by  reason  of  progress  and  improve- 
ments in  the  arts  of  manufacture  and  in  methods  of  opera- 
tion, and  for  decrease  in  the  value  of  franchises  due  to 
lapse  of  time.  There  is  less  excuse  for  neglecting  this 
provision  on  the  part  of  companies  possessing  short-time 
franchises  than  on  the  part  of  those,  like  the  Xew  York  and 
Pennsylvania  companies,  that  have  franchises  running  for 
99  or  999  years.  But  I  know  of  no  railway  company  in  the 
country  that  is  making  adequate  provisions  for  this  de- 
terioration and  depreciation. 

Depreciation  of  Cars. — We  own  876  passenger  cars.  If 
they  were  all  of  our  new  convertible  type,  we  might  be 
able  to  do  the  present  business  with  800.  Eight  hundred 
convertible  cars,  with  trucks,  motors,  air  brakes  and  other 
accessories,  would  cost  us  now,  new,  nearly  four  million 
dollars.  Their  life  would  probably  not  exceed  10  years. 
To  provide  funds  for  800  new  cars  when  these  wear  out,  we 
should,  therefore,  charge  to  expense,  in  addition  to  expendi- 
tures for  ordinary  maintenance,  or,  at  least,'  should  deduct 
from  income  in  some  way  and  put  in  a  renewal  reserve  for 
cars  and  motors,  nearly  $400,000  per  year.  As  before  stated, 
we  charged  off  $20,000  for  this  purpose  last  year. 

Our  total  depreciation  charges  amounted  to  1.24  per 
cent  of  our  capitalization  of  $31,426,000;  to  2.6  per  cent  of 
$15,000,000,  Mayor  Johnson's  estimate  of  the  cost  of  repro- 
ducing   the    entire    property. 

Mr.  Davies  said  that  2.6  per  cent  on  this  valuation 
would  indicate  a  life  of  between  30  and  40  years,  which 
was   a    ridiculously    long   estimate. 

Mr.  Davies  discussed  two  methods  in  the  accounting  of 
depreciation  for  wear  and  tear  and  for  renewal  of  ma- 
chinery or  other  property  that  had  been  worn  out  by  use 
or  had  become  obsolete.  One  of  these  was  to  set  aside  from 
earnings  a  fund  for  renewal  or  replacement,  and  the  other 
was  to  put  aside  nothing  for  this  purpose,  but  to  divide  all 
surplus  earnings  among  stockholders  and  then  put  up  new 
capital  for  the  reconstruction  of  the  plant.  If  in  the  case 
of  a  street  railway  with  a  short-term  franchise  the  latter 
method  had  been  followed  and  within  the  life  of  its  fran- 
chise the  company  had  earned  good  dividends  and  had  also 
returned  to  the  stockholders  the  entire  amount  of  their 
investments  less  the  value  of  the  physical  property,  at  the 
end  of  the  term  the  company  ought  not  to  expect  the  public  to 
be  eager  to  make  a  new  contract  under  which  the  company 
might  earn  good  dividends  not  only  upon  the  cost  of  a  new 
plant  but  also  upon  the  cost  of  the  worn-out  plant,  in  addi- 
tion to  getting  back  the  cost  of  the  new  plant  from  year 
to  year  as  it  depreciated.  He  considered  that  it  was  not 
fair  to  the  public  to  renew  the  plant  by  the  investment  of 
new  capital  and  to  expect  to  earn  dividends  upon  double 
capital,  unless  there  has  been  a  failure  to  earn  upon  the 
original  investment.  Also,  it  was  not  fair  to  one  manage- 
ment to  charge  to  maintenance  the  cost  of  renewing  a 
plant  which  had  been  worn  out  or  partially  worn  out  by 
another  management  which  had  not   provided   for  renewals. 

Mr.  Davies  considered  the  better  plan  to  be  to  provide 
from  curreut  earnings  for  renewals  that  must  be  made 
within  the  life  of  the  company's  franchise.  While  renewal 
charges  probably  should  be  less  in  the  earlier  years  than 
in  the  later  years,  because  the  business  was  less,  a  renewal 
charge  proportional  to  the  work  done  by  the  plant  should 
be  made.  He  considered  that  the  charging  of  depreciation 
to  expense  was  in  accordance  with  the  standard  classifica- 
tion  of  expense   accounts   recommended   by   the   association, 


and  drew  an  analogy  between  the  method  followed  by  most 
companies  in  creating  accident  reserves  by  charges  to  ex- 
pense account  No.  33  l Damages).  He  believed  that  a  charge 
to  provide  for  repairs  and  renewals  based  on  a  unit  of 
service  or  output — the  car-mile,  the  car-hour  or  the  kilowatt- 
hour,  for  instance — was  better  than  a  charge  based  on  the 
inventory  of  value  and  the  estimated  life.  According  to  the 
classification  of  accounts  recommended  by  the  association 
there  should  be  charged  to  maintenance  each  month  the  cost 
per  unit,  not  alone  of  keeping  the  track  and  cars  in  running 
order,  but  also  the  cost  of  renewing  track  and  equipment, 
the  amount  so  charged  to  maintenance  accounts  to  be  cred- 
ited to  a  depreciation  reserve.  All  expense  of  ordinary 
repair  and  renewals  should  be  charged  to  the  depreciation 
or  reserve  account,  the  balance  to  the  credit  of  the  account 
representing  all  that  portion  of  the  property  that  had  disap- 
peared by  wear  or  rust  or  otherwise.  That  balance  of  the 
depreciation  reserve  account  and  the  value  of  the  property 
at  any  time  should  equal  the  original  capital  cost.  Mr. 
Davies  suggested,  in  lieu  of  this,  that  ordinary  repairs 
might  be  charged  to  the  appropriate  expense  accounts  and 
then  enough  additional  charged  to  these  accounts  to  bring 
them  up  to  the  several  sums  per  unit  which  had  been 
determined  to  be  the  cost  of  repairs  and  renewals,  deprecia- 
tion being  then  one  of  the  subdivisions  of  each  maintenance 
account. 

Mr.  Wallis  spoke  of  the  effect  of  the  Massachusetts  law 
which  required  that  the  railroad  commissioners  fix  a  price, 
in  their  opinion  the  market  value  of  the  stock,  at  which 
new  stock  might  be  issued,  and  suggested  that  in  case  a 
company  in  this  way  sold  stock  at  a  premium  of  $40  or  $50 
a  share,  this  premium  could  be  used  to  provide  for  depre- 
ciation. 

Mr.  Davies  called  attention  to  two  recent  publications 
on  depreciation,  references  to  which  he  desired  to  have 
included  in  the  record.  These  were  a  paper  by  G.  W.  Bissell, 
professor  of  mechanical  engineering,  Iowa  State  College,  on 
"The  Depreciation  of  Electrical  Properties,"  read  before  the 
Iowa  Electrical  Association  and  published  in  the  Electrical 
Age  for  June,  1906,  and  an  editorial  in  the  Electric  Railway 
Review   for  August,   1906. 

C.  L.  S.  Tingley  (American  Railways  Company)  said 
that  the  necessity  for  a  depreciation  account  or  reserve — 
that  is,  some  provision  other  than  the  current  charge  for 
maintenance — is  more  apparent  with  a  small  property  than 
with  one  in  a  large  city,  because  on  the  smaller  road  a 
larger  proportion  of  track  and  of  equipment  would  reach 
the  limit  of  usefulness  at  the  same  time.  He  considered 
it  imperative  that  small  companies  provide  month  by  month 
and  year  by  year  for  taking  care  of  the  contingency  of 
renewal   when   it   should   arrive. 

After  considerable  discussion  as  to  the  language  in 
which  the  sense  of  the  meeting  should  be  recorded,  the  fol- 
lowing resolution  was  adopted: 

"That  the  maintenance  of  an  electric  railway  at  a  high 
standard  of  efficiency  does  not  eliminate  the  necessity  of  a 
charge  for  depreciation  unless  the  word  'maintenance'  is 
construed  to  cover  a  sufficient  charge  set  aside  for  future 
replacements  of  depreciated  property." 


An  especially  handsome  private  car  is  now  being  turned 
out  by  the  Cincinnati  Car  Company  for  W.  Kesley  Schoepf, 
president  of  the  Indiana  Columbus  &  Eastern  Traction  Com- 
pany. The  car  will  be  finished  in  solid  mahogany  and  will 
have  a  combination  parlor  and  dining-room,  library,  kitchen, 
lavatory  and  observation  platform,  the  latter  to  be  inclosed 
in  glass.  The  car  will  be  60  feet  long  over  all,  8  feet  S  inches 
wide  and  13  feet  4  inches  high,  and  will  weigh  40  tons. 


It  is  estimated  that  100,000  people  visited  Coney  Island 
last  Sunday,  April  14,  most  of  them  traveling  over  the  lines 
of  the  Brooklyn  Rapid  Transit  Company.  The  regular  season 
at  the  resort  will  not  begin  until  May  11,  when  Dreamland 
and  Luna  Park  will  open. 


April  SO,  1907. 


ELECTRIC    RAILWAY    REVIEW 


531 


ARTISTIC  TROLLEY  POLES  IN   DENVER. 


The  trolley  poles  which  are  used  on  Sixteenth  street. 
Denver,  were  designed  in  accordance  with  the  ideas  of  the 
Art  Commission  of  the  City  and  County  of  Denver.  The  plan 
to  use  combination  ornamental  trolley  and  light  poles  was 
first  suggested  by  Robert  W.  Speer,  mayor  of  Denver.  His 
idea  was  to  have  ornamental  poles  support  both  arc  lights 
and   trolley   wires      Mr.   Speer  requested   the  art  commission 


Artistic   Trolley   Poles   in    Denver — Effect   of    New    Poles. 

elect  iIh-  inosi  graceful  and  artistic  design  available 
which  would  fill  the  desired  purpose. 

The  Denver  City  Tramway  Company  removed  the  old 
trolley  poles  and  furnished  the  steel  tubular  poles  which  are 

,11  concrete  on  the  curb  lines.  The  city  furnished  and 
placed  the  outside  ornamental  cases  and   the  Denver  Gas  & 

Electric   Company   furnished   the   electric   lights   and    win-s    foi 

the  lights.     The  poles  are  attractive  and  the  effect  is  pleas- 
ing,  both   by   night   and  da 

For  the  following  description  and  the  accompanying  illus- 


trations, we  are  indebted  to  Henry  Read,  the  chairman  of  the 
art  commission. 

The  standard  trolley  pole  consists  of  an  inner  wrought- 
iron  pole  with  an  outer  cast-iron  casing.  This  construction 
was  necessary  because,  on  account  of  the  strain  of  the  span 
wire,  the  Tramway  company  was  unwilling  to  be  responsi- 
ble for  a  complete  cast-iron  standard.  The  strain  and  the 
resulting  curvature  were  carefully  measured  on  existing 
poles.  The  Tramway  company  was  obliged  to  have  the  poles 
set  at  a  slight  angle  and  these  conditions  compelled  the  use 
of  a  more  cumbersome  casing  than  was  at  first  contemplated. 
All  inner  poles  were  of  the  same  height,  but  heavier  poles 
were  used  at  street  intersections  to  provide  for  the  addi- 
tional strain  at  the  curves.  The  following  are  the  specifica- 
tions for  the  two  styles  of  poles: 

Street  intersection  poles — One  piece  8-inch  extra  heavy,  21  feet 
long;  one  piece  7-inch  extra  heavy.  12  feet  long,  swedged  24 
inches  at  joint;  one  piece  fi-inch  standard.  5  feet  long,  swedged  36 
inches   at   joint. 

Inner  poles— One  piece  7-inch  extra  heavy,  21  feet  long;  one 
pii  e  6-inch  extra  heavy.  11  feet  long,  swedged  24  inches  at  joint; 
one-piece  5-inch  standard.  5  feet  long,  swedged  36  inches  at  joint. 
The  third  section  in  each  case  is  designed  for  the  double 
purpose  of  providing  a  receptacle  over  which  the  casting  that 
supports  the  wire  can  slip,  and  for  reinforcing  the  pole  down 
far  enough  to  permit  the  insertion  of  eye-bolts  through  the 
double  thickness  at  a  point  21  feet  from  the  sidewalk  for  a 
straight  line  span  wire.  The  other  point  of  attachment  for 
wires  on  curves,  etc.,  is  24  feet  from  the  sidewalk  and  this 
attachment  passes  through  the  double  thickness. 

The  inside  poles  are  set  in  the  ground  7  feet  below  the 
sidewalk   and   the  others  are   set   6   feet   below   the   sidewalk. 


I 


■r-76L~  -90-  —  -90'-~ ~-90'--~-76'-~-90'--T-9o'-~±-90--:~-76'-~ 

=n  ^=)P=n  n=iF=n  if 

Artistic    Trolley    Poles    in    Denver — Showing    Location    of    Poles    on 

Street. 

The  manner  in  which  the  standards  were  set  is  shown  in 
the  accompanying  plan.  Eight  standards  in  each  block  are 
set  on  the  curb,  and  those  which  are  placed  at  street  inter- 
sections are  2  feet  outside  of  the  lot  line  of  the  transverse 
streets.  The  blocks  are  286  feet  in  length,  including  16-foot 
alleys.  The  streets,  including  the  sidewalks,  are  80  feet  In 
width.  Multiple  alternating-current  enclosed  arc  lights  are 
used.  Only  the  outer  light  is  used,  so  that  a  single  line  of 
lights  is  presented.  No  other  poles  are  used  now  on  Six- 
teenth street  in  Denver.  The  installation  has  been  entirely 
successful. 


ELECTRIFICATION  ON  THE  LONG   ISLAND    RAILROAD. 


In  the  annual  report  of  the  Long  Island  Railroad  Com- 
pany for  1906.  the  president,  Ralph  Peters,  refers  as  follows 
to  the  progress  of  improvements  and  electrification: 

The  section  of  your  line  between  Springfield  Junction  and 
Valley  Stream  was  electrified,  thus  completing  a  loop  service 
from  the  Par  Rockaway  branch  to  the  Old  Southern  road, 
which  is  the  short  line  between  Jamaica  and  Springfield  Junc- 
tion. This  makes  a  total  of  about  100  miles  of  single  track 
now  operated  by  electric  third  rail.  Its  workings  during  the 
year  have  been  very  successful  and  the  service  has  been 
reliable  and  efficient  in  every  respect;  and,  while  it  has  not 
yet  been  economical,  owing  to  the  fact  that  your  power  is  not 
fully  employed,  it  has  materially  increased  your  passenger 
traffic. 

Plans  are  being  prepared  for  the  electrification  of  your 
lines  from  Long  Island  City  to  Port  Washington  and  to 
Whitestone  Landing;  and  as  soon  as  the  tunnels  under  the 
Bast  river  are  completed,  your  lines  will  be  electrified  to 
Jamaica  and  to  Woodhaven  Junction,  via  the  Glendale  cutoff,  a 
connection  between  the  main  line  of  your  company,  the 
Montauk  division  and  the  Rockaway  Beach  division.  Plans 
are  also  being  made  for  an  enlarged  terminal  at  Jamaica, 
where  the  change  from  steam  to  electric  locomotives  will 
be  made. 

The   Long  Island  Consolidated  Electrical   Company  has 


532 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  Xo.  16. 


completed  the  acquisition  of  a  one-half  interest  in  the  New 
York  &  Long  Island  Traction  Company  and  in  the  Long 
Island  Electric  Railway  Company,  and  has  also  purchased 
during  the  year  the  Babylon  Railroad,  a  small  line  in  the 
village  of  Babylon.  The  company  has  also  planned  the  con- 
struction of  a  cross-island  line  from  Huntington  to  Babylon 
via  Farmingdale  and  Amityville,  and  the  necessary  franchises 
for  this  extension  have  been  secured.  It  is  proposed  to  obtain 
the  funds  for  this  purpose  through  the  sale  of  the  electrical 
companies'  bonds,  guaranteed  by  your  company. 


the  several  societies.  Presentation  of  the  John  Fritz  gold 
medal  to  Alexander  Graham  Bell  was  made  by  Charles  S. 
Scott,  chairman  of  the  John  Fritz  medal  board  of  award. 
Dr.  James  Douglas,  past  president  of  the  American  Institute 
of  Mining  Engineers,  delivered  an  oration  upon  the  subject 
of  "Ethics   of   Secret   Processes   in    the   Arts." 


DEDICATION    OF   THE    ENGINEERING    SOCIETIES 
BUILDING. 


The  building  of  the  Engineering  Societies,  the  gift  of 
Andrew  Carnegie,  at  29  West  Twenty-ninth  street.  Xew  York. 
was  dedicated  during  the  present  week.  The  exercises  began 
on  Tuesday.  April  16.  The  proceedings  were  opened  by  a 
prayer  by  the  Rev.  Dr.  Edward  Everett  Hale,  chaplain  of  the 
United  States  senate.  Communications  were  read  from  the 
president  of  the  United  States,  the  president  of  the  republic 
of  Mexico  and  the  governor-general  of  Canada.  Charles  F. 
Scott,  president  of  the  American  Institution  of  Electric  Engi- 
neers and  chairman  of  the  conference  and  building  committee, 
gave  a  historical  address,  in  which  he  related  how  the  gift 
had  been  made  by  Mr.  Carnegie  and  the  steps  which  had 
been  taken  leading  to  the  construction  of  the  building,  which 
was  now  for  the  first  time  turned  over  to  the  three  societies — 
the  American  Society  of  Mechanical  Engineers,  the  American 
Institute  of  Electrical  Engineers  and  the  American  Institute 
of  Mining  Engineers.  On  behalf  of  the  United  Engineering 
Societies,  which  is  the  holding  organization,  E.  E.  Olcott. 
president,  accepted  the  building.  He  was  followed  in  an 
address  by  Mr.  Carnegie,  in  which  he  referred  to  the  good 
results  which  were  brought  about  by  the  co-operation  of 
societies  devoted  to  associated  lines  of  work.  He  said  that 
whenever  men  unite  and  try  to  do  good,  unification  takes 
place,  but  wherever  they  conspire  against  the  public  good  they 
find  themselves  unable  to  trust  each  other  and  they  therefore 
fail.     In  this  he  saw  great  hope  for  the  future. 

An  oration  was  delivered  by  Dr.  Arthur  T.  Hadley,  presi- 
dent of  Vale  University,  who  had  chosen  for  his  subject 
"The  Professional  Ideals  of  the  Twentieth  Century."  I,i  the 
course  of  this  he  said: 

A  serviceable  public  opinion  can  only  be  formed  when 
intelligent  people,  technically  trained  for  different  lines  of 
life,  seriously  try  to  find  out  how  their  work  can  be  made  to 
meet  the  public  needs.  They  are  the  only  ones  who  can  do 
this  well.  If  it  is  done  by  anybody  else  it  will  be  done  badly. 
If  the  lawyers  as  a  class  try  to  keep  the  law  in  line  with  the 
demands  of  intelligent  public  opinion  we  can  get  good  law. 
But  if  lawyers  are  content  to  see  the  law  perverted  to  private 
ends  and  judges  take  refuge  in  technical  construction  of 
precedents  without  full  regard  to  the  needs  of  the  existing 
situation  legislatures  will  step  in  to  create  a  chaos  of  con- 
flicting laws  which  are  worse  than  no  law  at  all. 

If  our  engineers  get  their  own  minds  clear  and  get  the 
public  mind  clear  as  to  the  political  economy  of  the  properties 
intrusted  to  their  charge  and  the  ethics  of  their  management 
they  can  forestall  those  conflicts  which  now  threaten  to 
break  out  at  every  moment.  There  are  three  professions 
today  which  do  not  regard  themselves  as  servants,  but  as 
masters — the  financier,  the  journalist  and  the  politician.  If 
the  engineer  and  the  lawyer  accept  positions  as  servants  it 
is  not  simply  a  confession  of  inferiority,  it  is  a  dereliction 
of  public  duty. 

In  the  evening  a  joint  reception  was  held,  the  receiving 
parties  consisting  of  the  presidents  of  the  three  societies 
and  later  each  society  held  a  reception  in  the  rooms  which 
had  been  assigned  to  them.  The  entire  building  was  open 
for  inspection. 

On  April  17  the  exercises  were  continued,  consisting  of 
addresses  by  Dr.  Samuel  Sheldon,  president  of  the  American 
Institute  of  Electrical  Engineers;  Dr.  F.  R.  Hutton,  president 
of  the  American  Society  of  Mechanical  Engineers;  and  Dr. 
J.  Hays  Hammond,  president  of  the  American  Institute  of 
Mining  Engineers.  Medals  for  distinguished  services  were 
presented  to  Ralph  W.  Pope,  Frederick  R.  Hutton  and 
Rossiter    W.    Raymond,    secretaries    and    past    secretary    of 


PLAN  FOR  SETTLEMENT  OF  INTERLINE  ACCOUNTS. 


The  Central  Accounting  Conference  has  adopted  a  plan 
for  the  settlement  of  interline  freight  and  ticket  accounts.  It 
is  provided  that  settlement  for  all  interline  way-bills  shall 
be  made  by  the  receiving  road. 

In  a  report  of  the  initial  meeting  which  was  held  in  Day- 
ton, O..  on  March  2.  received  from  Mr.  C.  B.  Baker,  freight 
auditor  of  the  Western  Ohio  Railway  Company,  Lima,  O.. 
who  is  secretary  of  the  conference,  it  is  stated  that  it 
was  thought  best  to  use  the  word  conference  in  the 
title,  rather  than  association,  as  the  latter  might  be  misun- 
derstood and  the  purpose  of  the  gatherings  misconstrued. 
The  secretary  was  directed  to  request  auditors  and  other  ac- 
counting officers  of  all  electric  lines  in  the  territory  which 
were  not  represented  at  the  meeting,  to  become  members  of 
the  conference  and  to  attend  the  next  meeting  in  Indianapolis 
on  June  1.  It  is  not  expected  that  the  meetings  will  last  longer 
than  one  day  and  as  they  are  to  be  held  in  centrally  located 
points  the  time  spent  in  attending  them  will  not  be  great. 

The  conferences  are  intended  to  be  informal  gatherings 
for  the  purpose  of  interchanging  thoughts  on  accounting 
matters  and  to  discuss  the  best  methods  of  handling  the  ac- 
counts of  electric  lines  in  the  hope  that  a  uniform  method 
may  prevail.  It  is  believed  that  many  of  the  differences  be- 
tween the  various  lines  can  be  adjusted  to  advantage  through 
the  meetings  of  the  conference. 

The  plan  for  settlement  of  interline  freight  accounts  and 
ticket  accounts,  which,  it  is  expected,  will  be  followed  by  all 
lines  wherever  practicable,  is  as  follows: 

Interline  Freight  Accounts. 

Interline  billing  shall  cover  the  movement  of  freight  and 
express  shipments  between  such  points  and  over  such  lines 
as  may  be  agreed  upon  between  the  accounting  departments 
of  the  respective  lines. 

It  is  understood  that  when  shipments  covered  by  inter- 
line billing  move  over  more  than  two  lines  the  forwarding 
line  shall  furnish  to  the  intermediate  line  or  lines,  daily, 
copies  of  all  way-bills  moving  over  such  lines  or  line. 

Settlement  for  all  interline  way-bills  shall  be  made  by 
the  receiving  line. 

A  report  of  all  interline  way-bills  received  shall  be  ren- 
dered by  the  receiving  line  on  or  before  the  fifteenth  day  of 
the  succeeding  month  and  shall  include  all  way-bills  received 
during  the  month  for  which  the  report  is  rendered;  the  orig- 
inal report,  accompanied  by  a  division  statement  showing 
the  apportionment  of  earnings  between  all  lines  interested, 
shall  be  mailed  to  the  forwarding  line,  and  legible  copies  of 
such  reports  and  division  statements  shall  be  mailed  to  all 
intermediate  lines  interested.  The  report  and  division  state- 
ment as  rendered  by  the  receiving  line  shall  be  accepted  as  a 
basis  for  settlement  and  all  errors  or  omissions  shall  be  taken 
up  by  correspondence  with  the  receiving  line  and  adjust- 
ment shall  be  made  in  the  succeeding  month's  report. 

The  receiving  line  is  responsible  for  the  collection  of 
proper  revenue  on  all  way-bills  received  and  shall  correct 
the  freight  earnings  on  all  way-bills  to  the  basis  of  current 
rates  and  divisions  and  should  issue  correction  sheets  to  all 
lines  at  interest,  reporting  the  way-bill  on  monthly  abstract 
at  corrected  figures;  but  no  changes  may  be  made  in  the  ad- 
vanced charges  or  total  prepay  of  any  way-bill  received,  until 
authority  for  the  change  is  obtained  from  the  forwarding 
line. 

If  errors  occur  in  the  advanced  charges  or  total  prepay- 
ment shown  on  way-bills,  the  receiving  line  should  make  a 
request  to  the  forwarding  line  for  authority  to  correct  and. 
as  soon  as  authority  is  received,  issue  correction  sheets  to  all 
lines  at  interest  accordingly. 

As  soon  as  interline  abstracts  have  been  exchanged  be- 
tween lines  for  each  month,  and  not  later  than  the  twenty- 
fifth  day  of  the  succeeding  month,  the  debtor  line  shall  for- 


April  20.  1907 


ELECTRIC    RAILWAY    REVIEW 


533 


ward  a  voucher  in  favor  of  the  creditor  line  for  the  balance 
due  on  interline  billing  for  Che  previous  month. 

It  is  understood  that  the  debtor  line  shall  not  wait  for 
any  bill  or  notice  from  the  creditor  line  before  making  the 
voucher. 

It  is  desirable  to  settle  interline  billing  each  month  and 
the  voucher  should  show  the  month  for  which  settlement  is 
made.  If  more  than  one  month's  interline  billing  is  set- 
tled by  one  voucher,  the  balance  for  each  month  should 
be  shown  separately  on  voucher,  so  that  the  creditor  line  may 
properly  handle  the  amount  in  its  accounts. 

It  is  expected  that  all  lines  will  promptly  reply  to  all 
communications  relating  to  differences  in  interline  abstracts. 
so  that  adjustment  of  all  errors  may  be  made  whenever  pos- 
sible in  the  following  month's  account. 

Interline  Ticket  Accounts. 

Ticket  reports  shall  be  rendered  monthly  covering  all 
ticket  sales  over  foreign  lines  and  the  line  selling  tickets  shall 
apportion  earnings  to  all  lines  at  interest. 

Ticket  reports  shall  be  rendered  as  soon  after  the  close 
of  each  month  as  possible,  not  later  than  the  fifteenth  day 
of  the  succeeding  month,  and  the  reports  as  rendered  shall 
be  accepted  and  all  differences  handled  by  correspondence 
and  included  in  the  subsequent  report. 

As  soon  as  ticket  reports  for  any  mouth  have  been  ex- 
changed, and  not  later  than  the  twenty-fifth  day  of  the  suc- 
ceeding month,  the  debtor  line  shall  forward  a  voucher  in 
favor  of  the  creditor  line  for  the  balance  due  on  interline 
tickets  for  the  month  for  which  the  report  is  rendered,  with- 
out waiting  for  a  bill  or  notice  from  the  creditor  line. 

It  is  desirable  to  settle  interline  ticket  accounts  monthly. 
but  if  more  than  one  month  is  included  in  the  voucher,  the 
amount  for  each  month  should  be  specified  to  enable  the 
creditor  line  to  properly  handle  the  payment. 

It  is  understood  that  interline  excess  baggage  will  be 
included   in  ticket  reports  and   setttlements. 


CLEVELAND  RAILWAY  DELIVERS  ULTIMATUM. 


The  Cleveland  Electric  Railway  Company  has  formally 
thrown  down  the  gantlet  to  Mayor  Johnson  and  the  3-cent 
fare  promoters.  At  the  meeting  of  the  city  council  on  Mon- 
day night.  April  15.  the  company  presented  a  communication 
signed  by  President  H.  E.  Andrews  by  order  of  the  board  of 
directors,  in  which  it  is  declared  that  the  company  will  cease 
'>:nrating  over  the  Central  avenue  and  Quincy  street  lines 
at  midnight  on  April  23  and  unless  a  purchaser  approved  by 
the  council  takes  over  the  fixed  property  on  those  lines  be- 
fore that  date  it  will  proceed  forthwith  to  tear  up  its  tracks. 
Since  January  7.  when  the  decision  of  the  supreme  court  de- 
clared that  the  franchises  on  those  lines  had  expired  on  March 

22,  1905.  the  company  has  been  operating  under  a  temporary 
agreement  by  which  the  city  was  to  receive  any  surplus  over 
cost  of  operation  at  3-cent  fares.  The  company  now  states 
that  operation  at  3-cent  fares  has  resulted  in  a  loss.  The 
communication  to  the  council  follows: 

The  operation  of  these  lines  under  the  temporary  arrange- 
ment made  with  the  city,  under  which  a  fare  of  three  cents 
has  been  charged  and  transfers  given,  has  not  returned  to 
the  company  the  cost  of  operation,  taxes  and  depreciation. 
but  has  subjected,  and  is  now  subjecting,  the  company  to  an 
actual  loss  in  operation.  This  being  the  situation,  the  com- 
pany cannot   longer  consent   to  operate  upon   these  terms. 

In  this  connection,  we  remind  your  honorable  body  that 
the  decision  of  the  supreme  court  determining  that  the 
franchises  of  this  company  had  expired  upon  Central  avenue 
and  Quincy  street  was  rendered  January  7.  1907 — more  than 
three  months  ago.  The  object  of  the  temporary  arrangement, 
which  was  made  to  operate  at  three  cents,  was  for  the  ac- 
commodation of  the  public,  to  the  end  that  you  might  have 
a  reasonable  time  to  determine  what  the  public  interests  re- 
quired as  to  a  permanent  arrangement  with  reference  to 
the  operation  of  these  "tines.  \'\i  to  this  time.  we  are  not 
advised  of  any  disposition  on  your  part  to  make  a  grant  to 
this  company  upon  these  lines,  but,  as  we  understand  your 
attitude,  you  propose  turning  over  these  routes  to  sonic 
other  company,  not  giving  to  us  even  an  opportunity  to  bid 
upon  the  same.  We  beg  to  advise  you  tb.it  this  compan} 
cannot  longer  afford  to  operate  the  I im-s  at  t hi'  present  rate 
of  fare  thereon  charged,  and  that  it  will,  ai   midnight  Of  April 

23,  1907.  discontinue  such  operation. 

We  beg  also  further  to  advise  you  thai  this  company  is 


willing  to  turn  over  its  fixed  investment  in  these  lines  to  a 
purchaser  approved  by  the  council,  at  a  reasonable  valuation 
provided  such  purchaser  accepts  this  offer  and  makes  pay 
ment  for  such  property  on  or  before  said  April  23,  1907.  t'n- 
less  the  property  can  be  so  transferred  by  that  date,  we  ask 
permission  of  the  city  to  remove  the  property  of  the  i 
pany   from   these  streets. 

The  council  will  please  understand  that  this  action  is 
taken  only  because,  in  the  judgment  of  the  board  of  directors 
of  the  company,  it  seems  the  only  course  of  conduct  proper 
for  the  company  in  the  circumstances:  but  it  is  not  intended 
as  in  any  way  modifying  the  offer  which  this  company  has 
heretofore  made  to  accept  a  renewal  of  its  franchises  on  these 
streets  with  a  rate  of  fare  of  seven  tickets  for  a  quarter, 
including  liberal  transfer  privileges  to  cross-town  and  other 
lines.  This  offer,  which  has  heretofore  related  to  the  entire 
system,  we  now  renew  as  to  the  Central  avenue  and  Quincy 
street  lines  in  question. 

This  action  of  the  company  was  entirely  unexpected. 
The  mayor  immediately  urged  the  passage  of  a  resolution 
requesting  the  company  to  name  at  once  a  valuation  of  the 
property  so  that  the  council  could  proceed  to  find  a  purchase! 
He  insinuated  that  the  Cleveland  Electric  had  purposely  made 
the  operating  expenses  on  the  lines  in  question  as  high  as 
possible,  by  putting  on  too  many  cars  to  permit  the  showing 
of  an  earning. 

The  council  then  adopted  a  resolution  taking  a  recess  until 
10  a.  m.  on  Tuesday  and  requesting  the  Cleveland  Electric 
to  attend  the  meeting  by  an  accredited  representative,  pre- 
pared to  inform  the  council  what  the  property  consists  of 
that  it  desires  to  sell  and  what  it  deems  the  fair  value  of 
such  property.  Another  resolution  was  passed  calling  upon 
the  Forest  City  Railway  Company  "to  proceed  at  once  to  pre- 
pare to  operate  its  street  railroad  in  Central  and  Quincj 
avenues  in  accordance  with  its  grant,  and  to  operate  at  once 
upon  the  suspension  of  operation  by  the  Cleveland  Electric 
Railway  Company." 

At  the  council  meeting  on  Tuesday  morning  the  Cleve- 
land Electric  presented  a  communication  signed  by  Presi- 
dent Andrews,  refusing  to  deal  with  the  city  council  in  regard 
to  the  price  of  the  property.  The  communication  was  as 
follows: 

After  passing  a  resolution  designating  the  Forest  City  as 
the  proper  company  to  negotiate  with  the  Cleveland  Electric, 
and  giving  the  Cleveland  Electric  permission  to  remove  its 
tracks,  in  case  no  agreement  is  reached,  under  the  direction 
cf  the  board  of  public  service,  the  council  adjourned  until 
Thursday   morning. 

In  the  afternoon  Mr.  du  Pont  conferred  with  Mr.  An- 
drews and  endeavored  to  make  the  latter  name  a  price  and 
specify  just  what  property  the  company  would  sell.  Mr 
Andrews,  however,  refused  to  open  negotiations  until  the 
Forest  City  Railway  Company  furnished  the  directors  with  a 
satisfactory  guarantee  of  its  financial  ability  to  pay  for  the 
property.  Mr.  du  Pont  then  sent  to  the  Cleveland  Electric 
directors  a  communication  protesting  against  the  action  of 
Mr  Andrews  and  offering  in  behalf  of  the  Forest  City  Rail- 
way Company  to  buy  the  tracks,  poles,  trolley,  span  and  f I 

wires  in  place  on  Quincy  avenue,  Central  avenue,  east  of 
Bast  Ninth  street,  and  East  Ninth  street  from  Central  avenue 
to  Prospect  avenue  for  the  sum  of  $119,993.19  cash,  to  be 
paid  on  April  23  at  12  o'clock  at  the  Citizens'  Savings  &  Trust 
Company  on  delivery  of  a  good  marketable  title  to  the  prop- 
erty and  an  agreement  of  the  Cleveland  Electric  not  to  harass 
or  interfere  with  the  enjoyment  of  it  for  street  railway  pur- 
poses directly  or  indirectly.  He  also  offered  to  buy  a  car 
house  and  cars  if  a  price  could  be  agreed  upon  and  request.. 1 
an   answer  by  noon   on  Friday,  April  19. 

The  Cleveland  Electric  directors  on  Wednesday  refused 
the  offer  of  the  Forest  City  company  of  approximately  $150.- 
000  tor  the  property  on  Central  and  Quincy  avenues,  promising 
to  designate  later  a  price  at  which  it  would  sell. 

President  du  Pont  on  the  same  day  issued  orders  to  make 
preparations  for  the  operation  of  the  lines  by  the  Municipal 
Traction  Company.     The  Low  Fare  Railway  also  began  );< 
tracks  on   Sunnier   avenue   in   accordance   with   a    not) 
sent  in  iintb  .it  the  other  companies  on  April  it. 


534 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  No.  16. 


MUELLER    CERTIFICATES    WOULD    EXCEED    CHICAGO'S 
CONSTITUTIONAL   DEBT    LIMIT. 


A  decision  against  the  Mueller  law,  which  provided  for 
an  issue  of  $75,000,000  certificates  for  the  purchase  of  the 
property  of  the  Chicago  street  railways,  was  rendered  by  the 
Illinois  supreme  courl  at  Springfield  on  April  IS.  The  court 
holds  that  the  issue  of  these  certificates  would  make  the 
indebtedness  of  the  city  exceed  the  constitutional  limitation, 
t'nless  a  new  plan  [or  raising  money  is  devised,  the  city  will 
therefore  be  unable  to  purchase  the  Chicago  City  Railway 
and  Chicago  Railways  i  Union.  Traction  l  properties,  as  pro- 
posed in  the  new  ordinances. 

The  decision  has  raised  the  question  whether  the  new 
Chicago  charter,  which  is  under  consideration  by  the  Illinois 
legislature,  should  contain  the  provision  giving  the  city  the 
right  to  issue  public  utility  certificates  to  "be  payable  solely 
out  of  the  revenues  or  income  to  be  derived  from  the  public 
Utility  property  for  the  acquisition  of  which  they  were  issued." 

The  decision,  which  was  rendered  by  Justice  John  P. 
Hand,  states  in   part : 

Without  the  right  to  those  who  purchase  at  foreclosure 
sale  to  operate  the  street  railways  for  20  years  from  the  date 
of  purchase  the  certificate  holder  would  have  only  a  lien  on 
the  rails  in  the  street  and  other  equipment  of  the  street  rail- 
way, which  would  be  of  little  value  without  the  right  to 
operate  said  street  railways  in  the  streets  of  the  city.  By 
the  trust  deed  or  mortgage  proposed  to  be  executed  by  the 
city  to  secure  the  payment  of  said  street  railway  certificates, 
in  case  of  its  foreclosure  and  a  sale  under  the  foreclosure 
decree,  the  city  would  lose  the  right  itself  or  through  its 
grantees  or  licensees  to  use  its  streets  for  the  period  of  20 
years  from  the  date  of  the  foreclosure  sale  for  street  railway 
purposes,  and  also  the  compensation  which  it  receives,  as 
license  fees  or  otherwise,  from  their  tracks,  the  surrender  of 
which  rights  would  entail  upon  the  city  not  only  the  loss 
of  the  control  of  its  streets  for  street  railway  purposes  for 
2u  years,  but  would  deprive  it  of  many  hundred  thousands 
of  dollars  which  would  be  paid  into  the  treasury  during  that 
period  by  street  railways  as  compensation  for  the  use  of  its 
streets  upon  its  streets  upon  which  they  operate  their  street 
car  lines. 

The  supreme  court   therefore  reverses  the  decree  of  the 
circuit  court  and  remands  the  case  to  that  court  with  direc- 
tions to  overrule  the  demurrer  to  the  bill  of  complaint. 
Progress  of   Reorganization. 

George.  W.  Wickersham  and  Lewis  C.  Krauthoff.  attor- 
neys for  the  New  York  stockholders  in  the  Chicago  Union 
Ti action  Company,  have  been  in  Chicago  in  consultation  with 
the  local  interests.  The  plan  for  reorganization  which  they 
have  drafted  has  been  submitted  to  P.  S.  Grosscup.  judge  of 
the  United  States  Court  at  Chicago.  When  the  plan  has  been 
approved  by  the  various  interests  concerned  its  details  will 
be  made  public.  It  is  announced  that  as  the  reorganization 
of  the  company  is  so  near.  Judge  Grosscup  will  not  appoint 
a  successor  to  James  H.  Eckels,  one  of  the  receivers  of  the 
Union  Traction  Company,  who  died  on  April  la. 

The  New  York  stockholders  of  the  company  have  been 
requested  to  deposit  their  shares  with  the  Central  Trust 
Company  of  that  city.  The  committee  is  composed  of  J.  X. 
Wallace,  president  of  the  Central  Trust  Company,  Alfred 
Skitt,  John  W.  Castles.  James  Jourdain,  Robert  M.  Galloway 
and  H.  B.  Hollins.  The  call  states  that  the  benefits  of  the 
new  ordinance  are  available  through  a  deposit  of  stock,  both 
common  and  preferred,  to  an  amount  specified  in  the  ordi- 
nance; and  that  a  plan  of  reorganization  is  to  be  formulated, 
and  prompt  action  is  essential  to  secure  proper  representa- 
tion and  consideration  of  the  rights  b£  stockholders  in  the 
preparation  and  adoption  of  the  plan.  Deposits  will  be  re- 
ceived up  to  and  including  May  15,  1907. 

Beginning  on  April  IS  transfers  were  exchanged  between 
the  Chicago  City  Railway  Company  and  the  Chicago  General 
Railway  Company.  The  latter  company  operates  a  line  in 
Twenty-second  street  from  Cottage  Grove  avenue  west  to 
Crawford  avenue,  with  feeder  lines  in  Kedzie  and  Ashland 
avenues,  Throop  street  and  in  Lawndale.     The  new  ordinance 


requires  the  use  of  part  of  the  Chicago  General  lines  for 
through  routes  and  the  Chicago  City  Railway  Company  con- 
ceded the  transfer  privilege.  The  Chicago  General  company 
is  making  plans  for  new  equipment  with  the  idea  that  its 
traffic  will  be  largely  increased  by  the  new  arrangement. 

Bion  J.  Arnold  has  been  in  New  York  City  this  week  and 
no  announcement  as  to  the  two  other  members  of  the  board 
of  supervising  engineers  has  been  made.  The  new  cars  which 
are  to  be  used  on  the  Chicago  City  Railway  and  the  Chicago 
Railways  (Union  Traction)  lines,  are  so  much  wider  and 
larger  than  the  cars  which  were  in  use  when  the  present 
tracks  were  constructed  that  in  the  plan  for  the  new  track 
the  space  between  the  tracks  will  be  increased. 

Formal  acceptance  of  the  ordinance,  together  with  a 
bond  for  $100,000,  was  filed  with  the  city  clerk  by  the  Chi- 
cago City  Railway  Company  and  the  Chicago  City  Railroad 
Company  on  April   15. 


AMERICAN   STREET  AND  INTERURBAN   RAILWAY  ASSO- 
CIATION   COMMITTEES. 

In  addition  to  the  committees  of  the  American  Street  and 
Interurban  Railway  Association  for  carrying  on  the  work 
during  the  present  year,  which  have  already  been  published 
in  previous  numbers  of  the  Electric  Railway  Review,  the 
following  have  been  appointed: 

Promotion  of  Traffic. 

W.  E.  Harrington,  president  Pottsville  Union  Traction 
Company,  Pottsville,  Pa.,  chairman. 

Howard  F.  Grant,  manager  Seattle  Electric  Company. 
Seattle.  Wash. 

H.  E.  Reynolds,  assistant  general  manager  Boston  & 
Northern  Street  Railway  Company.  Lynn,  Mass. 

H.  J.  Crowley,  general  manager  American  Railways  Com- 
pany. Philadelphia,  Pa. 

G.  W.  Parker,  general  express  and  passenger  agent  De- 
troit United  Railway,  Detroit.  Mich. 

Subjects. 

Richard  McCulloch,  assistant  general  manager  United 
Railways  of  St.  Louis.  St.  Louis.  Mo.,  chairman. 

Ernest  Gonzenbach,  general  manager,  Sheboygan  Light 
Power  &  Railway  Company.  Sheboygan.  Wis. 

R.  E.  Danforth.  general  manager  Public  Service  Corpora- 
tion, Newark.  N.  J. 

C.  L.  S.  Tingley.  second  vice-president  American  Rail- 
ways Company.  Philadelphia.  Pa. 

H.  H.  Adams,  superintendent  shops  United  Railways  & 
Electric  Company,  Baltimore,  Md. 

B.  B.  Davis,  claim  agent  Columbus  Railway  &  Light  Com- 
pany. Columbus.  O. 

Car   Wiring. 
John    W.    Corning,    electrical   engineer   Boston    Elevated 
Railway  Company,  Boston,  Mass..  chairman. 

C.  B.  King,  general  manager  London  Street  Railway 
Company.  London,  Can. 

L.  P.  Crecelius.  superintendent  Public  Service  Corpora- 
tion. Newark,  N.  J. 

Hugh  Hazelton,  electrical  engineer,  32  Park  place.  New 
York. 

I.  D.  Shipper.  The  J.  G.  Brill  Company.  Philadelphia.  Pa. 

Insurance. 

H.  J.  Davies.  secretary  Cleveland  Electric  Railway  Com- 
pany. Cleveland,  O..  chairman. 

A.  H.  Ford,  vice-president  Birmingham  Railway  Light  & 
Power  Company,  New  York.  .v.  Y. 

R.  B.  Stearns,  general  manager  Chicago  &  Milwaukee 
Electric  Railroad,  Highwood,  111. 

Charles  O.  Kruger.  second  vice-president  Philadelphia 
Rapid  Transit  Company,  Philadelphia,  Pa. 

G.  L.  Estabrook.  secretary  and  treasurer  East  St.  Louis  & 
Suburban  Railway,  Philadelphia,  Pa. 

Public  Relations. 

John  B.  Parsons,  president  Philadelphia  Rapid  Transit 
Company.  Philadelphia.  Pa. 

W.  Caryl  Eh,  president  Ohio  Valley  Finance  Company, 
Buffalo.  N.  Y. 

Jere  C.  Hutchins.  president  Detroit  United  Railway,  De- 
troit. Mich. 

Henry  A.  Robinson,  general  solicitor  New  York  City  Rail- 
way Company.  New  York. 

E.  C.  Foster,  president  New  Orleans  Railway  &  Light 
Company.  New  Orleans.  La. 


April  20.  1907. 


ELECTRIC    RAILWAY    REVIEW 


535 


News  of  the  Week 


Philadelphia    Enabling    Act    Approved. 

Governor  Stuart  of  Pennsylvania  has  approved  the  Fahey  bill, 
an  art  enabling  the  city  of  Philadelphia  to  enter  into  contracts 
with  the  Philadelphia  Rapid  Transit  Company,  which  was  passed 
by  the  legislature  at  the  instance  of  the  retail  merchants'  asso- 
ciation of  Philadelphia.  Before  Governor  Stuart  sinned  the  bill 
■■.nil  members  of  the  Trades  League  of  Philadelphia  in  opposi- 
tion to  the  measure.  The  league  representatives  charged  thai  the 
provisions  of  the  enabling  act  were  in  direct  conflict  "with  the  vital 
and  fundamental  principles  of  modern  municipal  progress"  and 
would  place  the  city  of  Philadelphia  at  a  serious  disadvantage  with 
other  American  cities  for  999  years.  The  Trades  League  is  in 
clanger  of  disruption  because  of  its  attitude  on  the  traction  situa- 
tion. In  the  last  month  13  influential  organizations,  including  bank- 
business  houses  and  manufacturers,  have  withdrawn  from  its 
membership. 

Seeks  Interchange  of  Freight  with  Steam  Roads. 
Tin-  Grand  Rapids  Grand  Haven  &  Muskegon  Railway  of  Grand 
Rapids,  Mich.,  an  electric  line  operating  between  the  towns  named 
in  its  title,  and  handling  through  freight  for  Chicago,  under  an 
arrangement  with  the  Goodrich  Transportation  Company,  which 
operates  in  the  great  lakes,  is  seeking  to  make  prorating  agree- 
ments with  the  steam  roads.  Mr.  S.  L.  Yatlghan.  traffic  manager, 
advises  us  that  he  has  written  to  the  several  trunk  lines  west  of 
Chicago  asking  them  to  concur  in  tariffs  he  was  about  to  publish, 
naming  the  all-rail  rates  and  all-rail  percentages  as  a  basis. 
Several  lines  notified  him  that  they  had  genera!  concurrences  tiled 
with  the  interstate  commerce  commission  covering  the  issuance  of 
such  tariffs.  Later  on.  evidently  discovering  that  the  Grand  Rapids 
line  was  an  electric  line,  some  of  the  roads  wished  to  lie  eliminated 
from  such  tariffs,  but  the  concurrence  in  a  tariff  is  effective  for  I" 
days  before  a  non-concurrence  takes  effect.  Mr.  Vaughan  was 
advised  that  at  a  recent  meeting  of  the  Western  Trunk  Line  Asso- 
ciatlon  it  was  agreed  not  to  participate  in  such  through  rates.  The 
company  then  tiled  an  informal  complaint  with  the  interstate  com- 
merce commission.  The  Grand  Rapids  shippers  are  anxious  for 
through  service  and  at  a  recent  meeting  of  the  transportation  com- 
mittee of  the  board  of  trade  a  resolution  was  passed  asking  the 
interstate  commerce  commission  to  give  the  company's  complaint 
careful  attention. 

Chicago  Employes  Refuse  Wage  Increase. 
The  motormen  and  conductors  of  the  Chicago  City  Railway 
Company,  which  operates  the  south  side  lines  of  the  city,  have 
refused  to  accept  the  increase  of  wages  promised  by  the  company 
before  the  election  in  case  the  settlement  ordinances  should  pass 
and  which  the  company  on  April  12  announced  that  it  was  willing 
to  make  effective  as  of  April  1.  Division  260  of  the  Amalgamated 
Association  of  Street  Railway  Employes  of  America  held 
a  mass  meeting  on  Saturday  night,  April  13,  and  decided  nut 
to  make  a  new  contract  with  the  company,  in  place  of  the  present 
contract,  expiring  on  June  31,  unless  the  employes  of  the  elevated 
roads  of  the  city  and  of  the  Chicago  Union  Traction  and  Consoli- 
dated Traction  companies,  operating  on  the  north  and  west  sides 
of  the  city,  are  assured  a  similar  increase.  The  rate  of  wagi  3 
under  the  present  contract,  which  was  made  after  the  strike  of 
1903,  is  19  cents  per  hour  for  the  first  six  months'  service.  24  cents 
per  hour  for  the  following  six  months,  and  25  cents  per  hour  there- 
after. On  .Manh  29  tic  company  offered  an  increase,  conditional 
on  the  passage  of  the  ordinances,  to  T.\  cents  for  the  first  three 
months,  IT,  cuts  fur  the  following  nine  months,  and  L'7  cents  there- 
after, and  on  April  11'.  after  the  election.  President  Mitten  an- 
nounced that  the  company  stood  reads-  to  grant  the  increase. 
effective  as  of  April  1.  with  an  extension  of  the  contract  to  July  31. 
lie-  Increases  wen-  also  offered  to  men  employed  on  cinder,  supply 
and  sprinkler  cars,  wIhi  wete  nut  Included  in  the  original  promise. 
Tin-  conference  board  of  the  Union  Traction  employes  met  mi 
April  IT  and  decided  to  demand  a  scale  of  33  1  -::  cents  an  hour 
md  a  nine-hour  day.  The  Union  Traction  and  the  City  Railway 
companies   have   both    paid    the   same    set]-'   since    the    men    organized 

six   years  ago 

Rapid  Transit  Affairs  in  New  York. 
The  rapid  transit  commission  on  April  11  received  two  bids  for 
the  construction  of  the  first  section  of  the  subway  loop  to  conned 
tie  Brooklyn  and  Williamsburg  bridges,  the  section  between  Canal 
and  pearl  streets,  about  one-half  mile  long.  Tin-  i  legnon  Contract- 
lompany  submitted  a  hid  of  (2,952, tor  the  subway  construc- 
tion   and    $83,000    for    the    pipe   galleries.     The    hid    of    l  he    Cranford 

Contracting    Company    of    P.rooklyn    was    $::,77.~,. I    for    the    subway 

and   $50,000   In,    the  pipe  galleries.     This  section   will   take  two  years 
lild   and    work    is    to    begin    within    60   days    from    the   awarding    of 

the  contract,  The  contract  would  have  been  awarded  to  the  Degnon 
company,  hut  for  the  fact  that  there  wen  only  four  members  of 
the  commission  present   at   the  meeting,   while  six  votes,  or  a   ma- 

ot   the  hoard,   were  i .led.     Action  was  therefore  postponed 

until  Thursday,   April   18. 

A  flow  of  water  in  the  subway  at  One  Hundred  ami  Fifteenth 
i  Lenox  avenue,  although  combated  energetically  bi  the 
Intel  borough  Rapid  Transit  Company  tor  weeks,  has  assumed  more 
dangerous  proportions  than  ever  ami  on  April  15  it  became  neces- 
sary to  shift  the  noil  111 ml  trains  In  the  sunt  hhouml  tracks  be- 
tween One  Hundred  and  Tsnth  ami  One  Hundred  ami  Twenty-flfth 
streets,  which  resulted  In  a  serious  congestion,     In  the  construct 

of    the    subway    under    LenOX    avenue,    trouble    was    met     in    the    form 

of  an  underground  sti which  ran  out  "t  Me-  Harlem  Bdere  in  a 

westerly   direction.     Light    feet    of   concrete,    heavllj    covered    with 


waterproofing  ami  tarred  paper,  wen-  laid  to  protect  tin-  tracks, 
hut  they  kept  the  subway  dry  only  for  a  time      Water  began  to  seep 

in    several    months    ago      Serious    trouble    has    been    avoided    by    the 

use  of  pumps,   but   no  method   of  rest  raining    the   Mow   has  yet    1 n 

ascertained. 

Legislation    Affecting     Electric    Railways. 

Missouri. — Bills  substantially  alike  have  i n  introduced  in  both 

houses  to  provide  for  the  regulation  of  public  service  corporations 
by  the  state  railroad  ami  warehouse  commission.  The  principal 
provision  is  as  follows:  That  all  cities,  towns  and  villages  in  this 
state  shall  have  power  and  authority,  by  ordinance,  to  regulate  ami 
lix.  within  the  city  limits,  the  rates  and  charges  for  their  respective 

service,    commodity   or   other   thing   of   value   of   all    telephone    

panics,  telegraph  companies,  street  railway  companies,  electrii 
light  companies,  gas  companies,  water  companies,  refrigerating 
companies,  heating  companies,  subway  or  conduit  companies,  tun- 
nel and  viaduct  companies  and  all  other  companies,  corporations 
and  persons  owning  or  operating  any  public  utility  or  utilities 
under  franchise  granted  by  the  state  or  any  municipality  thereof, 
and  to  provide  and  enforce  penalties  and  lines  for  the  violation 
thereof.  Provided,  however,  that  any  such  rate  or  charge  so  fixed 
must  be  a  reasonable  one  and  shall  not  be  changed  oftener  than 
once   in   every   12   months." 

New  York. — A  hill  introduced  by  Assemblyman  Sheridan  pro- 
rides  that  any  street  surface  railroad  company  may  remove  its 
Hacks  from  a  street  provided  the  board  of  railroad  commissioners 
•  citify  that  the  tracks  to  be  removed  are  not  required  for  the  con- 
venience of  the  public.  The  bill  further  provides  that  such  a  com 
pany  may  also,  witu  the  consent  of  the  mayor,  discontinue  the 
operation  of  cars  over  any  portion  of  its  road  whenever  the  rail- 
road commissioners  shall  certify  that  the  operation  of  cars  thereof 
is  unnecessary  for  the  convenience  of  the  public  by  reason  of  the 
operations  of  other  lines.  It  is  also  provided  that  such  removal  of 
Hacks  shall  not  impair  the  validity  of  the  company's  franchise 
The  bill  is  intended  to  enable  the  New  York  City  Railway  to  re- 
move some  of  its  unused  tracks,  which  have  been  a  subject  lor 
complaint. 

Pennsylvania. — The    house   on    April    la    voted    to    reconsider    the 

Fahey  hill,  which  it  had  defeated  the  day  bef -     The  bill  makes 

ii    necessary,   before  a  charter  can  be  granted   for  a   new  line  of   an 

extension,    for   the   company    to    first   obtain    the    rigid    of   wav     H 

Hi.  municipalities  through  which  it  proposes  to  build.  The  bill  is 
in  the  hands  of  the  committee  on  electric  railways.— The  Homshei 
bill,  granting  the  right  of  eminent  domain  to  electric  railways,  was 
passed  by  the  house  on  April  11.  As  amended  on  second  reading 
I  he  hill  provides  that  all  companies  taking  advantage  of  the  law- 
shall  be  common  carriers  of  express  matter  ami  light  freight.— 
Governor  Stuart  on  April  15  signed  the  McNicol-Fahey  bill,  which  is 
intended  to  make  possible  the  retail  merchants'  plan  for  reorganiz- 
ing the  Philadelphia  Rapid  Transit  Company,  by  enabling  munici- 
palities to  make  contracts  with  electric  railway  companies  operating 
within  their  limits  for  the  purchase  of  the  lines  at  an  agreed  price, 
ami  to  secure  representation  on  the  directorates  of  such  companies. 
The  committee  on  municipal  corporations  has  reported  a  bill 
which  empowers  common  pleas  courts  to  declare  the  forfeiture 
of  the  rights  and  privileges  of  public  service  companies  for  failure 
to  keep  agreements  with  the  city  or  to  perform  any  of  their  cor- 
porate functions  or  obligations.— The  Homshei'  trolley  freight 
bill  was  passed  by  the  senate  on  April  16  by  a  vote  of 
Hi  to  0  and  sent  to  the  governor.  The  bin  provides:  "That  the 
right  and  privilege  to  do  an  express  business,  and  to  transport  and 
carry  farm  produce,  garden  truck,  milk,  merchandise  and  other 
light  freight  and  property  upon,  along  ami  over  all  street  railways, 
and  to  charge  and  collect  a  reasonable  compensation  therefor,  is 
hereby  extended  to.  and  confererd  upon,  all  street  railway  com- 
panies, including  every  kind  of  street  railway,  suburban  street  rail- 
way, or  interurban  street  railway,  whether  their  lines  of  railway 
are  to  be  and  an-  maintained  either  at  the  surface  or  above  or 
below  the  surface  .,1  the  earth,  and  bv  whatever  power  their 
vehicles    are    to    he    ami    air    transported,    and    upon    all    companies. 

duly  authorized  to  1 nine  the  lessees  or  operators  of  such  railways, 

heretofore  or  hereafter  incorporated,  under  the  laws  of  this  com- 
monwealth, even  though  the  said  street  railway  companies  may 
have  been  heretofore  restricted  as  to  the  kind  of  power  to  be  em- 
ployed, or  in  stub  transportation  or  may  have  been  forbidden  to 
transport  freight  or  other  property."  in  c ilusion  the  bill  pro- 
vides   that    the    transportation   of   express   matter   by   trolley - 

panics  shall  be  subject  to  reasonable  regulations  of  the  local  author- 
ities, ami  that  these  regulations  shall  be  subject  lo  the  supervision 
of  the  courts. 


Electric    Freight    Rights   Granted.— The    .Massachusetts    railroad 
commission    has    granted    certificates    of    public    necessity    and    con- 
venience for  the  carrying  of  freight   t..  the   Blue   Hill   Street    Rail 
way.    the   Newton   .v.    Huston    Street    Railwav    and    the   Newton   Street 

Railway. 

Wage  Increases. — Tin-  Chicago  South   Bend  X-   Northern   Indiana 

Railway  of  South    Bend,    1ml..    has  announced   an    increase   in    wage: 

lor  c luctors  and    motorinen   from   1  7  r.   to   P.i   cents  per  hour.     Tin 

Grand    Rapids   (Mich.)    Street    Railway   has   increase  1   the  wages  of 

its    nlurtors    and     uinl  orineii     from     IS.     p.i    and    20    cents    per    hour 

to   I'M.    :.'l    and    22  cents  per  hour.   : rdiim    lo   length   of  service-    The 

ColumbUS  Railway  &  Light  Company  has  increased  the  wages  of 
its  conductors  ami  moloiim-ii  '  .±  cent  per  hour.  The  Louisville  a: 
Southern  Indiana  Traction  Company  ami  the  Louisville  ,vl-  Northern 
llailvvav    &    Lighting  Couipanv    have  announced   an    increase  of   wages 

foi  conductors  and  motormen,  effective  on  May  I.     'rim  n  on  the 

interurban    and    suburban    lines    will    receive    :'il    cents    per    h 

the   first    two   years   and    22   cents   per   hour   thereafter.     Tin     men 

employed  mi  the  city  lines  will  receive  17',_.  cents  tier  hour  lor  the 
first    I  wo    rears   and    19%    'ents    thereafter. 


53G 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  Xo.  16. 


Construction  News 


finish    laying    the    tracks   after   acceptance   of    the    franchise.     The 

rails  already   have  arrived   in   readiness  to  begin  construction  work. 


TRACK    AND    ROADWAY. 


RECENT   INCORPORATIONS. 


Blue  Valley  Railway  Company. — Incorporate, i  in  Missouri  to 
build  and  operate  an  electric  railway.  Capital  stock.  $100,000.  In- 
corporators: Alexander  Massey,  John  Georgen,  Edwin  L.  Browne, 
Joseph  s.  Chick.  Jr.,  and  Wlllard  E.  Winner. 

Carlyle  &  St.  Louis  Railway. — Incorporated  in  Illinois  to  extend 
the  East  St.  Louis  ,<  Suburban  Railway  system  from  Lebanon,  ill., 
eastward  to  ('atiyle.  Clinton  county.  25  miles.  The  road  will 
parallel  the  Baltimore  ,x-  Ohio  Southwestern  from  East  St.  Louis 
to  Carlyle,  with  principle  office  at  Carlyle.  capital  stock,  $s.ooo. 
incorporators:  Thomas  E.  Ford,  Carlyle;  .1.  c.  Elsenmayer,  Tren- 
ton; It.  II.  lleimann.  Aviston;  August  .1.  Ivluthe  and  Henry  Hu- 
nH'it,    Breese,   ill. 

Greenfield  Bernardston  &  Northfield  Street  Railway. — Incor- 
porated in  Massachusetts  to  build  an  electric  railway  from  Green- 
field to  Northfield.  Capital  stock,  $75,000.  Incorporators:  John 
Wilson.  Lester  A.  Luey  and  Archibald  D.  Flower  of  Greenfield; 
John  W.  Chapin  and  Kverett  E.  Benjamin  of  Bernardston;  and 
Charles  H.  Webster  of  Northfield. 

Tampa  &  West  Coast  Railway. — Incorporated  in  Florida  to 
build  a  railway,  probably  an  electric  one,  from  Tampa  to  Clear- 
water and  St.  Petersburg.  Fla.,  about  40  miles.  A  franchise  has 
been  secured  from  the  county  commissioners.  Capital  stock.  $300,- 
000.  Incorporators:  J.  N.  Holmes,  C.  B.  Ware  and  J.  Craig  Phillips 
of  Tampa,  Fla. 

Waterbury  &  Milldale  Tramway  Company. — Incorporated  in 
Connecticut  with  $300,000  capital  stock  to  build  an  electric  railway 
through  Waterbury,  Wolcott,  Cheshire  and  Southington. 

Windsor  Locks  &  Western  Street  Railway.  — Incorporated  in 
Connecticut  with  $100,00(1  capital  stock  to  build  an  electric  railway 
from   Windsor   Locks  to  East  Granby. 


FRANCHISES. 


Cheyenne,  Wyo.— Parks  Bros.,  bankers,  of  Kansas  City,  Mo., 
have  applied  for  a  franchise  to  build  an  electric  street  railway 
system  through  the  business  section  of  Cheyenne.  They  agree  to 
have  the  line  in  operation  inside  of  90  days  and  have  deposited 
a  certified  check  of  $10,000  as  a  guarantee  to  carry  out  the  agree- 
ment. 

Decorah,  la. — The  Minneapolis  Rochester  &  Dubuque  Traction 
Company,  at  a  special  election  on  April  12.  was  granted  a  franchise 
for  the  use  of  several  streets  in  Decorah.  The  line  must  he  in 
operation  within  two  years.  William  P.  Mason,  secretary,  Minne- 
apolis,  Minn. 

Elkins,  W.  Va. — The  city  council  has  granted  a  franchise  to 
the  Elkins  Electric  Railway,  which  proposes  to  build  a  street 
railway  in  Elkins.  The  company  has  deposited  a  bond  of  $5,000 
to  insure  the  completion  of  the  line  in  12  months.  C  W.  Maxwell 
of    Elkins   is   interested. 

Galena,  Kan. — The  Southwest  Missouri  Railroad  of  Webb  City, 
Mo.,  through  A.  H.  Rogers,  president,  has  applied  for  a  franchise 
for  an  outlet  from  Galena  for  a  line  to  Baxter  Springs,  Kan. 

Hamilton,  O. — The  Cincinnati  Northern  Traction  Company  has 
secured  a  franchise  from  the  county  commissioners  to  take  up  its 
old  tracks  between  Hamilton  and  Middletown  and  lay  a  new 
double-track  line  between   the   two  cities. 

Kansas  City  Springfield  &  Southern  Traction  Company. — This 
company,  which  proposes  to  build  an  interurban  line  from  Nevada 
to  Springfield  and  other  points,  is  seeking  right  of  way  from 
Carthage  to  the  county  line,  about  20  miles. 

Lima,  O. — A  franchise  has  been  granted  by  the  county  commis- 
sioners to  the  Indiana  Columbus  &  Eastern  Traction  Company  for. 
the  operation  of  its  Lima-Bellefontaine  extension   in   Allen   county. 

Milwaukee.  Wis. — A  franchise  has  been  granted  to  the  Chicago 
,xr  Milwaukee  Electric  Railroad  for  the  use  of  Wells  street  as  fat- 
east  as  Second  street  for  the  operation  of  its  cars.  This  is  an 
amended  franchise  to  one  granted  to  the  company  about  a  year  ago 
and  some  opposition  was  raised  on  the  ground  that  the  "exclusive 
right"  clause  in  the  franchise  would  bar  other  companies  from 
entering  Milwaukee  over  the  viaduct.  As  the  railroad  company  will 
pay  $80,000  for  the  construction  of  the  viaduct  it  refused  to  accede 
to  the  demand  that  a  competing  company  be  allowed  to  use  the 
same  tracks.  The  franchise  finally  was  passed  with  two  amend- 
ments regarding  the  opening  of  two  streets  to  other  lines,  provided 
these  lines  give  the  Chicago  &  Milwaukee  company  reciprocal 
lights  or  pay  a  reasonable  sum  for  the  use  of  the  tracks. 

Mt.  Vernon,  O. — The  25 -year  extension  to  the  franchise  of  the 
Hi  Vernon  Electric  Railway,  which  recently  was  granted  by  the 
city  council,  has  been  vetoed  by  the  mayor  on  the  ground  that 
provision  regarding  payment  by  the  company  to  the  city  for  this 
privilege  has  been  omitted  in   the  instrument. 

Sapulpa,  I.  T. — Schmidt  &  Reynolds  have  been  granted  a  fran- 
chise tor  an  electric  line  from  Sapulpa  to  the  oil  fields,  eight  miles. 

Silvis,  III. — A  50-year  franchise  has  been  granted  to  the  Moline 
Rock  Island  &  Eastern  Traction  Company  for  a  single  or  double 
track    line    in    Silvis.     Four    months'    time    is    allowed    in    which    to 


Ardmore  Street  Railway. — Work  has  begun  on  the  construction 
oi  i he  street  railway  in  Ardmore,  I.  t. 

Asheville  &  Hendersonville  Railroad. — C.  K.  White.  Skyland, 
X.  ('..  writes  that  this  company  proposes  to  build  an  electric  rail- 
way from  Asheville  to  Hendersonville,  N.  C,  22  miles.  Surveys 
are  being  made.  C.  E.  Van  Bibber.  i;ii  Wall  street.  New  York. 
chief    engineer. 

Atlanta  Buford  &  Gainesville  Railway. — H.  D.  Jaqulsh  of 
Gainesville,  Ga.,  president,  states  that  work  will  begin  this  sum- 
mer, probably  in  June,  on  the  proposed  line  to  connect  Atlanta, 
Noreross,  Buford,  Cumming  and  Gainesville.  Ga.,  which  will  be 
about   80   miles   long. 

Augusta  &  Columbia  Railway. — .lames  IT.  Jackson,  vice-presi- 
dent, states  that  the  surveys  for  this  line  from  Aiken,  Ga.,  to 
Columbia,  S.  C,  59  miles,  have  been  completed  and  it  is  proposed 
to  begin  construction  at  once.  J.  A.  Wills  of  Augusta  is  chief 
engineer. 

Barberton  Doylestown  &  Orrville  Railway. — It  is  reported  that 
Cleveland  capitalists  have  signed  a  contract  to  finance  and  build 
this  proposed  line  from  Barberton  to  Orrville.  O.  The  cost  is  esti- 
mated at  $400,000  and  the  work  is  to  be  completed  in  18  months. 

Bath  Branchport  &  Hornell  Electric  Railroad. — A  hearing  on  the 
application  for  a  certificate  of  necessity  to  build  this  road  from 
Bath  to  Branchport.  N.  Y.,  was  held  on  April  9  before  the  New 
York  railroad  commission.  Among  the  witnesses  were  John  F. 
Tuerk.  president,  and  Fred  Hastings  of  Bath,  secretary.  Several 
business  men  of  towns  on  the  proposed  route  testified  as  to  the 
necessity  of  the  road.     The  hearing  was  adjourned  until  April  23. 

Baton  Rouge  Electric  &  Gas  Company. — Work  on  the  recon- 
struction of  this  property  has  been  started  by  Stone  &  Webster 
of  Boston,  Mass.  The  entire  line  of  about  four  miles  is  to  be  re- 
built with  90-pound  rails  and  several  extensions  will  be  built. 

Bayou  Teche  Railway  <£.  Light  Company,  New  Orleans,  La. — 
Surveys  have  begun  for  the  street  railway  in  New  Iberia,  La.,  and 
the  interurban  line  to  Jeanerette.  H.  R.  Fine  of  New  Orleans,  who 
will  have  charge  of  the  construction  work,  has  announced  that  all 
of  the  construction  material  has  been  ordered  and  that  work  will 
begin  at  once.     P.  M.   Schneidau,   New  Orleans,   is  president. 

Beaumont,  Tex. — An  engineer  named  Sanders,  representing  Ft. 
Worth  interests,  is  reported  to  have  completed  surveys  for  an  elec- 
tric line  from  Beaumont  to  Port  Arthur,  Tex.,  19%  miles. 

Belmont  Electric  Railway. — The  Riggs  &  Sherman  Company  of 
Toledo  has  been  engaged  to  make  surveys  and  estimates  for  this 
proposed  line  from  St.  Clairville,  O.,  to  Wheeling,  W.  Va. 

Buffalo  &  Rochester  Traction  Company. — The  application  of 
this  company  for  a  certificate  of  public  necessity  for  its  line  from 
Buffalo  to  Batavia  and  Rochester.  N.  Y.,  has  been  denied  by  the 
state  railroad  commission,  on  the  ground  that  the  territory  is  now 
adequately  provided  with  transportation  facilities.  The  company 
has  already  secured  much  of  the  right  of  way  for  the  line  and,  it  is 
stated,  will  probably  appeal  to  the  appellate  division  of  the  supreme 
court. 

Buffalo  Lockport  &  Rochester  Railway. — Paul  Iglehart.  division 
superintendent  for  J.  G.  White  &  Co.,  who  has  a  contract  for 
building  this  road  between  Rochester  and  Lockport,  N.  Y.,  54  miles, 
writes  that  two-thirds  of  the  roadbed  has  been  completed  and  10 
miles  of  track  laid.  The  route  includes  South  Greece.  Spencerport, 
Brockport.  Holley.  Albion,  Knowlesville.  Medina  and  Middleport. 
The  overhead  construction  will  be  of  the  span  type  in  towns  and 
of  the  center  pole  type  outside  of  towns.  Five  substations  and 
one  car  barn  are  now  under  construction.  The  power  house  will 
be  of  3,200  kilowatts  capacity,  generating  60,000-volt,  3-phase,  25- 
cycle  current.  Maximum  grade,  \yz  per  cent:  maximum  curvature, 
7  degrees;  weight  of  rails,  70  pounds.  All  contracts  have  been  let. 
C.  B.  Hill,  Buffalo.  N.  Y.,  president;  Edmund  Wragge,  Toronto. 
Can.,  chief  engineer.     The  headquarters  are  at  Toronto,  Can. 

Charleston  &  Summerville  Electric  Railway. — The  first  15  miles 
of  the  grading  on  this  line  from  Charleston  to  Summerville',  S.  C, 
has  been  graded  ready  for  tracklaying.  The  site  for  the  power 
house  has  been  selected  and  work  on  the  foundations  is  to  begin 
in  a  few  days. 

Chicago  &  Milwaukee  Electric  Railroad. — The  MacArthur 
Brothers  Company  of  Chicago  has  been  awarded  a  contract  for 
some  very  heavy  steam  shovel  work  near  Milwaukee,  Wis.  The 
work  is  being  commenced  and  is  expected  to  last  all  season. 
Thomas  Dixon,  Lake.  Wis.,  is  superintendent  for  the  contractors. 

Chicago  South  Bend  &  Northern  Indiana  Railway. — It  is  re- 
ported that  Henry  Schaal,  right  of  way  agent,  has  secured  about 
three-fourths  of  the  right  of  way  for  the  line  between  South  Bend 
and  Michigan  City,  Ind.  The  route  as  finally  selected  runs  about 
five  miles  north  of  Laporte. 

Cincinnati  Northern  Traction  Company. — Judge  Murphy  of 
Hamilton,  O.,  has  handed  down  two  decisions  in  suits  brought  to 
determine  the  manner  in  which  the  company  shall  cross  the  tracks 
of  the  Pennsylvania  and  the  Cincinnati  Hamilton  &  Dayton  at 
Coke  Otto  and  north  of  Trenton  on  its  new  route  between  Hamil- 
ton and  Middletown,  O.  The  court  decided  that  overhead  crossings 
should  he  built  and  ordered  that  the  expense,  amounting  to  $40,000, 


April  20,  1907 


ELECTRIC    RAILWAY    REVIEW 


537 


be    divided    equally    between    the    companies    affected,    but    assessed 
the   cost  of  maintenance   on   the   traction   company. 

Citizens'  Railway,  Lincoln,  Neb. — This  company  expects  to 
build  about  seven  miles  of  extensions  within  the  city  limits  of  Lin- 
cold,  Neb.,  besides  an  interurban  line  to  Havelock,  about  41,&  miles. 
Work  on  the  city  lines  has  already  been  started. 

Columbus  &  Northern  Traction  Company. — This  company, 
which  has  purchased  the  Columbus  Urbana  &  Western  Electric 
Railway,  which  has  a  line  about  eight  miles  long,  running  north 
out  of  Columbus,  C,  will  soon  begin  making  surveys  for  an  exten- 
sion north  to  Lima  or  Bellefontaine.  W.  H.  Ogan  of  Indianapolis 
is   interested. 

Columbus,  O. — Work  has  been  started  on  the  electric  road 
which  S.  B.  Hartman  is  building  from  South  Columbus  to  his  stock 
farm,  south  of  the  city.  A  large  force  of  men  has  been  put  to 
work  and  it  is  expected  that  construction  will  proceed   rapidly. 

Corbin  &  Nashville  Railroad,  Somerset.  Ky. — It  is  reported  that 
this  company  has  let  contracts  for  building  the  line  from  Tateville 
to  Monticello,  25  miles,  and  that  work  will  start  in  the  near  future. 

Denver,  Colo. — It  is  reported  that  St.  Louis,  Mo.,  capitalists 
are  interested  in  a  proposed  road  to  connect  Denver  and  Colorado 
Springs,  Colo.,  and  that  as  soon  as  arrangements  can  be  made 
for  a  connection  with  the  Denver  City  Tramway  a  franchise  will 
be  applied  for. 

Des  Moines  Winterset  &  Creston  Electric  Railway. — It  is  now 
stated  that  90  per  cent  of  the  right  of  way  has  been  secured  for  this 
line  from  Des  Moines  to  Creston,  la.,  and  that  financial  arrange- 
ments are  being  made  with  the  expectation  of  beginning  construc- 
tion by  June  1.     B.   Schreiner,   Des  Moines,   chief  engineer. 

Duluth,  Minn. — It  is  reported  that  an  electric  railway  is  being 
promoted  to  connect  Duluth  with  Ft.  Frances,  New  Ontario,  on  the 
Rainy  river. 

East  Shore  &  Suburban  Electric  Railway,  Martinez,  Cal. — This 
company  has  commenced  the  extension  of  its  line  along  the  Bay 
shore  to  Point  Orient.  It  is  stated  that  the  road  will  be  in  opera- 
tion within  90  days. 

Ellwood  City  &  Hazel  Dell  Railway. — C.  J.  D.  Strohecker,  presi- 
dent, Zelienople,  Pa.,  writes  that  this  company,  recently  incorpo- 
rated, proposes  to  build  an  electric  line  from  Beaver  Falls  to 
Ellwood  City  and  New  Castle,  Pa.,  20  miles.  The  preliminary  ar- 
rangements are  now  being  made.  George  B.  Nye  of  Zelienople, 
secretary. 

Elmira  Corning  &  Waverly  Railroad. — G.  Tracy  Rogers  of  Bing- 
hamton.  N.  Y..  president,  is  quoted  as  saying  that  the  line  will 
be  completed  between  Elmira  and  Waverly  by  June  1  provided 
the  company  is  successful  in  securing  the  remainder  of  the  right 
of  way.  Work  on  the  line  between  Elmira  and  Corning  has  been 
discontinued,  for  the  reason,  it  is  stated,  that  the  status  of  public 
service  corporations  under  the  proposed  "public  utilities"  bill 
is  too  uncertain  to  permit  of  further  expenditures  of  capital. 

Enumclaw.  Wash. — Surveys  are  being  made  for  an  electric  line 
from  Enumclaw  to  Auburn.  Wash.  S.  Knickerbocker  and  J.  .1. 
Smith  are  interested. 

Evansville.  Ind. — Tillman  Bethell  of  Henderson.  Ky.,  is  said 
to  be  interested  in  two  proposed  lines  from  Evansville,  one  to 
Uniontown,   Ky.,  and  one  to  Owensboro,   Ky. 

Ft.  Smith  (Ark.)  Light  &  Traction  Company. — This  company 
has  recently  completed  an  extension  on  Catholic  avenue  to  Haw- 
thorne place. 

Fresno  Traction  Company. — This  company  is  reported  as  plan- 
ning to  build  five  or  six  miles  of  extensions  in  different  parts  of 
Fresno,    Cal. 

Helena    Light    &    Railway    Company. — A    carload    of    steel  rails 

has  arrived  from  the  Carnegie   Steel  Company,   which  will  be  used 

in  extensions  on  State  and  Lawrence  streets,   Helena,   Mont.  This 
is  the  first  shipment  of  a  large  order  of  rails. 

Henderson  Traction  Company. — This  company,  recently  incor- 
porated to  build  street  railways  in  Henderson,  Ky.,  has  organized 
by  electing  the  following  officers:  President,  Henry  P.  Barret; 
irice-presldent,  J.  Henry  Lyne,  and  secretary  and  treasurer,  Charles 
E.  Dallam,  all  of  Henderson.  The  directors  are:  Henry  P.  Barret. 
J.  Henry  Lyne,  C.  E.  Dallam  and  B.  G.  Witt  of  Henderson;  C.  C. 
Tennis,  Pittsburg;  C,  A.   I  (inch  and  W.  F.  Boyd,  Cincinnati. 

Honesdale  &  Hawley  Electric  Railway. — Surveys  arc  being  made 
for  this  line  from  Honesdale   to   Hawley,  Pa.,  via  White  Mills. 

Illinois  Traction  Company. — Tuttle  Brothers  of  Decatur,  111.. 
who  recently  were  awarded  the  contract  for  the  Springfield- 
Jack.sonvillc  hue,  have  also  been  awarded  a  contract  for  the  grad- 
ii  the  Decatur  belt  line,  which  is  to  be  built  this  summer.  The 
first  of  the  material  for  the  new  bridge  over  the  Sangamon  river 
:itii],  en  the  <  'h;i  ru|,:i  imi-i  n-e;ii  in*  line.  h;ls  been  delivered 
by  the  Deeatur  Bridge  Company.  The  bridge  will  have  font  spans. 
each  45  feet  in  length,  and  two  spans,  each  20  feel  in  length.  A 
deep  cut  win  i,e  made  between  the  bridge  and  Decatur.— General 
Manager  L,  lv  Fischer  of  Danville  has  announced  that  the  line 
between  Lincoln  and  Mackinaw  will  be  built  next  ami  will  be 
completed  by  fall. — It  is  expected  that  a  meeting  of  the  directors 
will  be  held  at  an  early  date  to  determine  upon  plans  for  the  bridge 
aeroifs  the  Mississippi  to  st.  Louis,  The  plans  for  the  location  have 
not  yet  been  approved  by  the  secretary  of  war.  It  has  been  per- 
sistently reported  during  the  past  few  days  throughout  the  state 
that  the  company  was  planning  a  line  from  St.  Louis  to  Kansas 
City.  We  are  officially  advised  that  the  company  has  taken  no 
action  in  regs rd  to  such  a  line. 


Indiana  Columbus  &  Eastern  Traction  Company. — Vice-presi- 
dent Norman  McD.  Crawford  and  General  Manager  .1.  I,.  Adams 
recently  inspected  the  route  of  the  Bellefontaine -Lima  extension 
and  Mr.  Crawford  stated  that  construction  would  begin  on  May  1. 
All  of  tin'  right  of  way  lias  been  secured  and  surveys  have  been 
completed.     .1.   ('.   Carland  of  Toledo  has  the  contract. 

Indianapolis  Newcastle  &.  Toledo  Elective  Railway. — E.  E. 
Stevens,  secretary,  announces  that  the  exceptionally  fine  weather 
has  advanced  the  completion  of  the  line  between  Indianapolis  and 
Newcastle  at  least  one  month.  The  roadbed  is  now  ready  for 
the  ties  and  rails  and  the  power  house  is  almost  completed.  If 
equal  progress  is  made  during  the  next  month  the  line  will 
be  in  operation  between  Indianapolis  and  Newcastle  by  June  1. 
This  line  is  being  very  carefully  and  substantially  built  and  it  is 
the  purpose  of  the  company  to  handle  a  heavy  freight  traffic. 

Lewiston  Augusta  &  Waterville  Street  Railway. — This  company 
has  let  a  contract  to  Gore  Brothers  of  Boston,  Mass,  for  the  con- 
struction of  nine  miles  of  electric  road  from  Sabattus  to  Mechanic 
Falls,  Me.,  of  21  miles  from  Sabattus  to  Gardiner,  and  21  miles 
from  Augusta  to  Waterville,  the  construction  of  the  last  line  to  be 
conditional  on  the  success  of  the  company  in  securing  right  of  way. 
The  entire  contract  calls  for  the  expenditure  of  about   $800,000. 

Milwaukee  Northern  Railway,  Port  Washington,  Wis. — W.  A. 
Comstock  of  Detroit,  president,  states  that  the  company  expects 
to  open  its  line  between  Milwaukee,  Port  Washington,  Cedarburg 
and  Grafton,   Wis.,   on  July  4. 

Minster  Loramie  &  Southern  Railway. — The  Riggs  &  Sherman 
Company  of  Toledo  has  been  engaged  to  make  surveys  and  esti- 
mates for  this  proposed  line  from  Minster  to  Versailles,  O..  16 
miles.     R.  B.  Anderson  of  Wapakoneta,   O.,  is  interested. 

Mississippi  Southern  Railway,  New  Albany,  Miss. — This  com- 
pany has  employed  a  corps  of  engineers  to  make  a  survey  of  the 
proposed  road  from  Gulfport  to  West  Point. 

Missouri  Interurban  Railway,  Sedalia,  Mo. — A  contract  has 
been  awarded  to  the  Bell  Construction  Company  of  Indianapolis, 
Ind..  for  building  this  line  from  Sedalia  to  Jefferson  City,  Mo., 
about  SO  miles.  Work  is  to  begin  on  May  15  at  Otterville  and 
will  be  pushed  in  both  directions.  J.  D.  Starke  of  Saleville,  Mo., 
is  president,    and   B.   W.    Colby,    St.   Louis,    chief  engineer. 

Mountain  Copper  Company. — This  company  has  just  completed 
the  construction  of  an  electric  railway  line  from  Boulder,  Colo.,  to 
the  Hornet  mine  for  the  transportation  of  ore. 

Niagara  St.  Catharines  &  Toronto  Railway. — This  company's 
extension  from  St.  Catharines  to  Fonthill.  Ont.,  12  miles,  was 
opened  for  traffic  on  April  15.  The  line  will  probably  be  extended 
to  Welland  and  Ridgeville  during"  the  summer.  E.  F.  Seixas,  gen- 
eral manager,   St.   Catharines. 

Northern  Ohio  Traction  &  Light  Company. — The  Barberton- 
Wadsworth  line  was  formally  opened  on  April  13. 

Northwestern  Ohio  Electric  Railway. — It  is  repotted  that  pre- 
liminary agreements  for  the  financing  and  construction  of  this 
line  from  Defiance  to  Montpelier,  O..  via  Bryan,  have  been  made 
and  that  contracts  will  be  signed  in  a  few  days.  The  line  will  be 
34  miles  long  and  it  is  estimated  will  cost  $30,000  per  mile.  Con- 
struction is  to  begin  on  May  1.  It  is  proposed  to  issue  $1,000,000  of 
bonds.  The  road  is  being  promoted  by  E.  C.  Bell  and  J.  W.  Wead- 
cox  of  Toledo;  Mayor  John  Crowe.  Dr.  R.  A.  Rigrish  and  J.  H. 
Hockman  of  Defiance.  The  home  offices  of  the  company  will  be 
at  Defiance. 

Omaha  Lincoln  &  Beatrice  Electric  Railway. — Fifty  carloads 
of  rails  are  now  being  delivered  for  the  tracklaying  between  South 
Omaha  and  Sarpy  City.  Neb.  The  grading  on  this  section  has 
already  been  completed. 

Parkersburg  Marietta  &  Interurban  Railway. — It  is  reported 
that  this  company,  which  now  connects  Parkersburg,  W.  Va., 
and  Marietta,  O.,  proposes  to  extend  its  line  this  summer  up  the 
Muskingum  river,  from  Rainbow  to  Beverly.  Surveys  are  being 
made.     J.  P.   Horstman,   chief  engineer,   Parkersburg. 

Petersburg,  Va. — A  movement  is  on  foot  and  a  committee  has 
been  appointed  to  secure  funds  for  building  an  electric  railway 
connecting  the  Norfolk  &  Portsmouth  Traction  Company's  lines 
with  the  Richmond  &  Petersburg  Electric  Railway. 

Philadelphia  &.  Western  Railroad. — It  is  stated  that  arrange- 
ments are  being  made  to  turn  over  this  road  to  the  operating  de- 
partment about  May  1.  The  road  extends  from  a  connection  with 
the  Philadelphia  Rapid  Transit  Company's  elevated  line  at  Sixty- 
third  and  Market  streets,  Philadelphia,  to  Wayne,  .Pa. 

Pittsburg  &  Butler  Street  Railway. — This  line  was  completed 
from  Butler  as  far  as  Etna,  Pa.,  on  April  12.  The  road  will  soon 
lie   in   operation    between   Pittsburg  and   Butler. 

Puyallup  Valley  Northern  Transit  Company. — The  Continental 
Engineering-Constructing  Company,  BO  Broadway,   New   York,   has 

ii   awarded    the  contract  for  building  this  line   from   Tac< I    to 

Seattle,  Wash.  Tin-  officers  of  the  company  are:  President,  Fred 
.1.  Chamberlain;  secretary,  John  Mills,  both  of  Puyallup,  Wash., 
where  t tfflcea  of  the  company  are  located. 

Rochester  Corning  &  Elmira  Traction  Company. — President 
Lieders  has  announced  that  work  on  this  line  from  Rochester  to 
Elmira,  N.  Y.  will  begin  in  60  days.  It  is  now  planned  to  build 
a  branch  from  Dansville  to  iiorneli. 

Salem  Street  Railway. — Judge  Harter  of  Salem.  O.,  has  denied 
an    Injunction    applied    for    by    property    owners    on    Broadway    to 


,-.::s 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  No.  in 


restrain  the  Salem  Street  Railway  from  operating  cars  on  Broad- 
way  under  a  franchise  owned  by  tlie  Youngstown  £  Ohio  River 
Railro  state. l  that  the  case  will  be  appealed  to  the 

ined  the  Salem  Street  Railway  will 
form  a  link  in  tlie  Youngstown  &  Ohio  River  line  from  Youngs- 
town to  East   Liverpool. 

Schenectady    (N.   Y.)    Railway. — This   ipanj    expects   to   01 

its  line  betwi        S  Ballston.  N.  V..  on  June  1. 

Silver  Belt  Electric  Railway. — This  company  has  been  organized 
at  Monti, .a].  Que.,  ami  proposes  to  build  an  electric  line  from 
Liatchford  t"  Cobalt,  Haileybury  and  New  Liskeard.  Branches  will 
also  be  run  into  various  mining  camps.  Harvey  Graham  is  presi- 
dent and   Mr.   A.  .1.   Y  of  the  directors. 

South  Bethlehem  &  Saucon  Street  Railway. — This  company, 
which,  it  is  state,],  will  soon  begin  work  on  its  line  from  South 
Bethlehem  to  Center  Valley.  Pa.,  has  elected  officers  as  follows: 
President,  Charles  P.  Hoffman  of  South  Bethlehem;  and  directors. 
William  H.  Lauer  Of  South  Bethlehem.  O.  H.Wieand.  Thomas  Mul- 
ligan, P.  F.  Cannon  of  Allentown.  and  C.  P.  Hoffman  of  South 
Bethlehem. 

Southern   Illinois  Traction  Company. — This  company,  which  has 
trie    railway    from    Murphysboro,    111.,    through    the 
coal    helt.     touching    Carbondale,     Herrin    and    Johnson    t'ity,    has 
awarded  a  contract   for  building  the  line  between  Herrin  and  John- 
son   City    i"  MeCann    Brothers.     Work   is   to  begin   May    1 

Springfield  (Mass.)  Street  Railway. — It  Is  reported  that  this 
company  will  spend  {60,000  in  laying  double  tracks  and  making 
other  Improvements  in  Long  Meadow.  Mass 

Toledo  &   Indiana    Railway. — The  circuit  court  at   Auburn.   Ind., 
on  April  9  decided   a   suit   involving  a   dispute   between   this  •  im- 
pany  and   the  Tol.-d,,  &   Chicago  Interurban   Railway  Company,   in 
regard    to   the  ownership  of  a   right   of  way   between    Waterlo  i 
Butler,    Ind..    in    favor   of    the    Toledo    &    Chicago.     Following    this 
decision    it    is    reported    that    the   company    has   made   arrangements 
with    the    St.    Joe    Valley    Railway,    a    projected    road     which 
secured    a    right    of   way    from    Butler    to    Robinson    Park,    about    10 
miles    north   of  Ft.    Wayne,    whereby   the   latter  company   will  build 
the  road  and   make  a  traffic  agreement   with   tlie  Toledo  &   In 
Railway. 

Union    Traction    Company    of    Kansas. — Work    has    been    corn- 
ed on   the  stringing  of  the  trolley  wire  between   Independence 
and   Coffeyville,    Kan.,   and   only  about   six   miles   of  rails   remain   to 
be  laid.     Tlie  line  is  expei  ted   to  be  in  operation  by  June  I.     D.    II. 
Siggins.    president.    Independence,    Kan. 

United  Railways  of  St.  Louis. — This  company  has  started  work 
on  20  miles  of  proposed   reconstruction   work   in   St.    Louis. 

Washington  Railway  &  Power  Company. — This  company  has 
ordered  rive  miles  of  60-pound  rails  for  the  tirst  part  of  the  street 
railway  in  Vancouver,  Wash.  The  company  also  proposes  to  build 
an  extensive  system  in  the  vicinity  of  Vancouver,  including  lines 
to  Washougal  and  to  Proebstel.  which  are  to  he  built  as  soon  as 
the  >ity  line  is  complete  1.     W.  II.  Moore  of  Portland,   president. 

West  Chester  (Pa.)  Street  Railway. — This  company  will  re- 
build all  of  the  overhead   work  on   its  line  through  Coatesville,   Pa., 

and   work   is   to  begin   at   once.     The  material   is  on   hand. 

Winona  Interurban  Railway. — The  Whitley  (Ind.)  county  com- 
missioners have  authorized  an  election  for  May  7  for  the  purpose 
of  voting  on  a  subsidy  of  $30,000  for  the  projected  line  from  Winona 
to  Ft.   Wayne. 

York  County  Traction  Company. — Plans  have  been  completed 
for  the  construction  of  the  proposed  extension  from  York  to 
Hanover.  Pa.,  about  20  miles.  The  contract  for  building  the  line 
from  Bear's  Station  to  Hanover.  1.",  miles,  has  been  let  to  Dodge 
&  Day  of  Philadelphia,  and  for  the  section  from  Car's  Station 
to  York,  rive  miles,  to  John  L.  Doubling  of  York.  W.  F.  Bay  Stew- 
art of  York  is  president.  L.  c.  Mayer  of  York,  chief  engineer. 


Personal  Mention 


POWER   HOUSES  AND  SUBSTATIONS. 


Bay  City  (Mich.)  Traction  &  Electric  Company. — It  is  an- 
nounced that  this  company  will  spend  about  #125.000  to  build  a 
new  power  house,  which  will  be  litted  with  steam  turbines,  boilers 
and  all  necessary  auxiliary  machinery. 

Denver  City  Tramway. — This  company  has  placed  an  order  with 
the  Westinghouse   Electric   &  Manufacturing  Company  for  a    i 
kilowatt   turbine  unit,    to  be  erected  about  July  1. 

Grays  Harbor  Railway  &.  Light  Company. — It  is  announced  that 
this  company  began  the  work  of  clearing  the  site  for  its  new  power 
house  at  Hoquiam,  Wash.,  on  April  lo.  The  cost  of  the  powei 
house  will  be  about  $200,000.  Details  of  the  equipment  have  been 
gUen  in  a  previous  issue. 

Indiana  Columbus  &  Eastern  Traction  Company. — It  is  reported 
that  this  company  is  preparing  to  build  two  new  substations,  one 
at    Etna.   Ind..   and   the  other  on   Licking  switch. 

Montreal  Street  Railway  Company. — This  company,  it  is  an- 
nounced, has  placed  an  order  with  tlie  Canadian  General  Electric 
Company  for  tbr.-e  storage  battery  units,  to  be  installed  at  the  St. 
Henri.  St.  Denis  and  Maisonneuve  substations.  These  batteries 
are  at  present  being  installed  and  it  is  believed  that  they  will  have 
a  marked  influence  on  improving  the  street  railway  facilities,  as 
well   as   reducing   the   cost   of  operation   of  the  plants. 


Mr.   W.    K.    Ball    has  resigned   as  superintendent  of  shops  of  the 
Tacoma    Railway    &    Power   Company,    Tacoma.    Wash.,    to   ene    _ 
in    other   busin  — 

Mr.  A.  J.  Connelley  has  been  appointed  chief  inspector  of  the 
Louisville  <Ky.i  Railway  Company,  succeeding  Mr.  Frank  M. 
Tucker,  resigned  on  account  of  ill  health. 

Mr.  J.  F.  Heyward  has  resigned  as  manager  of  the  Cincin- 
nati Traction  Company  to  become  president  and  general  manager 
of  the  citizens'   Traction  Company,   'hi   City,   Pa. 

Mr  J.  W  Parker,  who  lias  been  connected  with  the  Springfield 
Troy  &    Piqua    Railway.    Springfield,   O.,   since  its  organization,    has 

resigned  his  position  as  superintendent  to  engage  in  other  business 

Mr.  William   11.   Brown,   secretary  and  treasurer  of  the  Spring- 
Consolidated    Railway,    Springfield,    111.,    has    been    appointed 
•tary  of  the  Peoria   (111.)   Gas  &    Electric  Company,  succeeding 
Mr.  J.  M.  Robb,  resigned. 

Mr.  Samuel  Cross  has  resigned  as  superintendent  of  repairs 
and  tests  of  the  [nterborough  Rapid  Transit  Company.  New  York, 
to  devote  his  time  to  the  Cross- Lachance  Electric  Company,  of 
which   he  is  president  and  general  manager. 

Mr.    S.    L.    Vaughan,    whose    photograph   is   presented    herewith. 

-     been    appointed    tiattic    manager    of    the    Grand    Rapids    Grand 

Haven   &    Muskegon    Railway,    with   headquarters  at  Grand   Rapids. 

Mich.,  as  reported  in  the 
Electric  Railway  Review 
of  Apiil  6.  1907.  Mi 
Vaughan.  who  is  now  42 
years  of  age,  is  a  gradu- 
ate of  the  Plattsburg.  X. 
Y..  high  school.  In  1881 
he  removed  to  Michigan. 
and  after  learning  tele- 
graphy, became  an  em- 
ploye of  the  Chicai 
West  Michigan  Railway, 
with  which  company  he 
remained  in  various  ca- 
pacities for  2"  years.  In 
1901  h,  was  appointed 
Michigan  agent  for  the 
Barry  Transportation 
Company,  operating  a  line 
of  steamers  on  Lake 
Michigan,  between  Mus- 
kegon. Grand  Haven  and 
Chicago,  with  office  at 
Grand  Rapids.  Mich.  In 
the  spring  or  1902  he  was 
appointed  general  freight 
and  passenger  agent  of 
that  company,  with  office 
in  Chicago.  In  April. 
1906.  he  was  app 
auditor  and  general  accountant  of  the  Grand  Rapids  Grand  Haven 
&  Muskegon  Railway,  which  operates  a  system  of  about  50  miles. 
connecting  the  cities  named  in  the  title,  and  handles  through 
freight  to  Chicago  in  connection  with  the  Goodrich  Transportation 
Company.  His  appointed  as  traffic  manager  becomes  effective 
on   April    15. 

Miss  R.  Boydland  has  been  appointed  general  accountant  for  the 
Grand  Rapids  Grand  Haven  £  Muskegon  Railway.  Grand  Rapids. 
Mich.,  succeeding  Mr.  S.  L.  Vaughan.  recently  appointed  traffic 
manager.     Miss  Boydland  entered  the  service  of  the  company  about 

three  years  ago  as  stenographer. 

Mr.  E.  V.  McGrath  has  resigned  as  assistant  general  pas- 
senger and  freight  agent  of  the  Toledo  L'rban  &  Interurban  Rail- 
way, with  headquarters  at  Bowling  Green.  O.  Until  October. 
Mr.  McGrath  was  soliciting  freight  and  passenger  agent  of 
the  Indiana  Columbus  &  Eastern  Traction  Company  at  Spring- 
Held.    O. 

Mr.  Blaine  Gavett  of  Saginaw.  Mich.,  effective  on  April  1",. 
was  appointed  superintendent  of  the  Kalamazoo  Lake  Shore  &  Chi- 
cago Railway  of  Kalamazoo.  Mich.  Mr.  Gavett  formerly  was 
connected  with  the  passenger  department  of  the  Pere  Marquette 
at  Detroit  and  more  recently  with  the  Saginaw  division  of  that  road 
as  trainmaster. 

Mr.  Frank  M.  Tucker  has  resigned  his  position  as  chief  in- 
spector of  the  Louisville  i  Kv.  I  Railway  on  account  of  ill  health. 
effective  on  April  1.  Mr.  Tucker  has  been  connected  with  the 
company  for  more  than  30  years.  20  of  which  have  been  spent  ag 
inspector  and  chief  inspector.  Mr.  Charles  C.  Ostrander.  formerly 
assistant   to  Mr.   Tinker,  will  be  his  successor. 

Obituary. 

James  H.  Eckels,  one  of  the  receivers  of  the  Chicago  Union 
Traction  Company,  died  in  Chicago  on  April  14.  At  the  time  of  his 
death  Mr.  Eckels  was  president  of  the  Commercial  National  Bank 
of  Chicago,  a  director  of  the  Chicago  L'nion  Traction  Company 
and  of  the  Allis-Chalniers  Company,  besides  being  prominently 
connected  with  various  financial  institutions.  In  1893  he  was 
appointed  comptroller  of  the  currency  of  the  L'nited  States  under 
President  Cleveland. 


S.    L.    Vaughan. 


April  20,  1907 


ELECTRIC    RAILWAY    REVIEW 


539 


Financial  News 


Boston    Elevated    Railway. — This    company    has    riled    a    petition 
with  the  Massachusetts  railroad   commissioners   for  approval   of  an 

issue  of  J5.800.000   bonds.     The   pr ieds  of   the   bonds   will   provide 

funds  for  construction,  equipment  and  the  purchase  of  real  estate. 
The  company  has  also  asked  for  authority  to  issue  $8,000.1 addi- 
tional capital  stock  to  meet  tie-  cost  of  construction  and  equipment 
of  the  new  Cambridge  subway. 

Central  California  Traction  Company.  San  Francisco. — The  Cali- 
fornia    Safe    Deposit    .^-    Trust    Company    of    San    Francisco    offers 

the  first  mortgage  5  per  cent  bonds  ol  this  company  at  97%  and 
interest.     The  bonds  are  due   on    April    I,    1936.     Of  the   total    issue 

Of   $1,500,000   there   have  been    issued    $500, and    the    balance   are 

reserved  for  further  extensions  and   improvements.     A  sinking  fund 

is    provided    of    $15, annually    for    the    first    10    years.    $30, a 

year  for  the  ensuing  In  years  and   $45,1 a    year  for  the  remaining 

four  years.  The  company  was  organized,  the  circular  says,  to 
struct  and  operate  an  interurban  system  for  passenger  and 
freight  traffic  in  tiie  central  valleys  of  California,  having  as  its 
initial  point  the  city  of  Stockton,  thence  extending  north  about  50 
miles  to  Sacramento,  forming  the  first  division  of  the  system. 
Franchises  in  the  cities  of  the  system  run  for  50  years.  All  rights 
of  way,  other  than  those  obtained  in  the  cities,  are  the  company's 
private  property.  The  company's  line  in  Stockton  is  finished  and 
in  operation,  and  consists  of  10  miles  of  track,  with  65-pound  steel 
rails,  power  houses  and  car  barns.  About  a  mile  of  track  has  been 
graded    in    a    northerly    direction    toward    Lodi.    outside    of   the    city 

limits.     This  has  been  installed  at  an  approximate  cost  of  ssiiil. 

paid  for  by  stockholders.  The  company  now  proposes  to  construct 
the  road  to  Lodi,  14  miles  from  Stockton.  The  cost  of  this  work 
and  equipment  will  be  about  $350,000.  The  electric  power  is  fur- 
nished by  the  American  River  Electric  Company,  which  is  installed 
in  Stockton  and  in  Sacramento.  It  is  expected  by  the  company 
that  freight  and  passenger  traffic  connections  will  be  made  with 
the  Western  Pacific  Railway  and  the  Atchison  Topeka  &  Santa  Fe. 

Cincinnati  Northern  Traction  Company.  Cincinnati. — The  annual 
report  for  1906  compares  as  follows: 

1906.  1905  1904. 

Gross   earnings    $1,027,728         $847,229         S7n::.7'n, 

Expenses,    construction,   etc 799,603  764,819  655,864 


Net   earnings    $    228.1ij         $  82,410         $  47,932 

Other  income    163  122  9 3 

Total    $    228,588         *  82,532         $  4S.IU5 

Charges    95,892  77.m;h  79,926 

Surplus. $    132,696         $     4.671'         *$31,901 

•Deficit. 

Cleveland  (O.)  Electric  Railway. — The  directors  have  declared 
a  quarterly  dividend  of  three-fourths  of  1  per  cent  on  the  $23,400,000 
capital  stock.  In  1906  quarterly  dividends  of  1'4  per  cent  were  paid. 
From  1901  to  1905  the  rate  was  i  per  cent  per  annum.  The  reduc- 
tion is  attributed  to  the  decrease  in  earnings  resulting*  from  the 
company's  experiment  in  selling  seven  tickets  for  25  cents,  which 
abandoned. 

Columbus   Delaware  &    Marion    Railway.   Columbus. — At   the  an- 
nual  meeting  of  stockholders  at    Columbus   on    April   16   the   follow  - 
lirectors   were  elected:    John  G.  Webb  of  Springfield,  O. ;  George 
H.   Holzbog  of  Jeffersonville,   fad.;  O.  M.  Gottschall  of  Dayton,  <>: 
X.   .1.   Catrow  of  Miamisburg,   ■>..   and   II     B.    Han.    of  Marion.   O. 

Coney  Island  &  Brooklyn  Railroad. — The  New  York  railroad 
mission,   in   -  authority  to  this  company   to  increase  its 

tl    stock    from    $2,( 1    to    $3,500, I,    stipulated    that    only 

",>»ii>   of   the   new   stock    may    be    issued   without    further   action 

of  the  commission.     Tin-  proceeds  of  the  new    issue  will  be  applied 

to   improvements. 

Galveston    (Tex.)    Electric  Company. — The  annual   report  of  this 

company,    which   has   been   filed   with   the  secretary   of   the  city   ol 

that  the  gross  receipts  in  L906  from  fares  and  sale 

of   tickets   were    $274,459.     Prom    light    there    was    received    s::o.in7; 

from   power,    $3,668.    and    from    oiler    inc., me.    $900.     The    ag ni 

between  the  company  and  the  city  of  Galveston  provides  that  when- 
.  e  i  ompany   from   passengei    fa  r<  - 

tickets  shall  amount   to  $3 tei    annum  or  over,   tl ity  shall 

i!..    right   to  pass  appropriate  ordinances  requiring  the  railway 
irnish   transfers  to  passengers   who   maj    be   comp 
two     m     o  pany  in  order  to  reach  their  destinal 

Hudson    (N.    H.)    Pelham   &   Salem    Electric   Railway. — A    decn 
of  foreclosure  and  sale  against   this  company  under  a  suit  started 

he  New   York  Trust   Comp: i    'he  firs!    mortgage 

wa-  entered  at  Concord,   N.   H.,  on  April  5  bj    Edgar  Aldrich, 

••    United    States   circuit    rl      Th ni i    Is   con- 

the  New  Hampshire  Electric  Rallwa       i        ,    nj 

Kalamazoo  Lake  Shore  &  Chicago  Railway.  Kalamazoo.   Mich.— 
This  company  has  le;  i     Pi        Marquette   Railroad     o 

from  April  15  the  South  Haven  &  Easl 

South   Haven   to   Lawton,    Mil  i  The 

rental 

talance  of  the  term      1 

charges.     Tie-  Kalamazoo  Lake  SI pleted 

Paw    Paw     Mich. 

Lewiston   (N.  Y.)  &  Youngstown   Frontier  Railway. — A    rll 


of  the   $134, capital     tocl    ol  this  road  has  beei [uired   b 

Niagara    Gorge    Railroad    Company    of    Niagara     Falls      whlcl 

operated    the  road    under  a  short-term   leas, 

Louisville    (Ky.)    Traction   Company. — At    the   meeting   ol 

holders  of   this pain    in   Jersey  City  on   April   13  an    increase  in 

the  c mon  capital  stock  from  $12, to  $15,000,000  was  author- 
ized. 

Pittsfield  (Mass.)  Electric  Street  Railway.— This  eompanj  has 
been  given  authority  by  the  Massachusetts  railroad  commissio 

issue  $100, first   mortgage    i  per  cent   bonds,  due  on  July   i 

The    pi eeds    will    be    used    to    retire    floating    debt    and   for   new 

s!  met  Ion. 

Puget    Sound    Electric    Railway.    Tacoma.    Wash. — A    new    issue 

of   $1, ,000   convertible   5   per   cent   notes,   dated   on   February   1, 

1907,   and   due   February   1,    1912,   has   been  authorized,    and    $500, I 

ci  the  notes  arc  offered  by  Boston  bankers  at  94%  and  interest, 
yielding  about  c.',  per  cent.  The  notes  are  convertible  at  par 
from  February  1.  1909,  at  the  option  of  the  holder  into  i;  per  -  ent 
preferred  stock. 

Rutland  (Vt.)  Railway,  Light  &  Power  Company.— The  follow- 
ing report  is  made  of  operations  for  the  year  ended  on  March  31, 
1907,    of    Hie    Rutland     Street     Railway,    which    is    controlled    by    this 

pany: 

-March  31,     March  31, 

1907.  1906.      In.  rea  - 

Gross  earnings   $105,154        $93,726        $11,428 

Operating   expenses    56,003  55.::;..  633 

Net  earnings   J  4:'. 151         $38,356        $10,795 

Terre  Haute  Indianapolis  &  Eastern  Traction  Company.  In- 
dianapolis.— This  company  has  given  a  trust  deed  to  the  Fidelity 
Tust   Company  of  Philadelphia,   trustee,   to  secure  an    issue  of  $10,- 

■ bonds,     maturing    on    April    1.     1932.         The    company     has 

formally  acquired  the  property  of  several  of  the  constituent  com- 
panies, as  contemplated  in  the  plan  outlined  in  the  Electric  Railway 
Review  of  March  30,  1907,  page  440.  The  property  of  the  Indian- 
apolis Coal  Traction  Company,  the  Indianapolis  &  Western  Railwax 
and  the  Indianapolis  it  Eastern  Railway  was  purchased.  The  prop- 
erty of  the  Indianapolis  &  Northwestern  Traction  Company  and  the 
Indianapolis  &  Martinsville  Rapid  Transit  Company   was   leased   foi 

999  years.     The  Indianapolis  &  Northwestern  Traction  C pany  has 

outstanding  $2,470,000  bonds  out  of  $3,000,000  authorized,  and   $450,- 

preferred  stock  out  of  $1,000,000  authorized.     The  new   company 

assumes  the  payment  of  5  per  cent  interest  on  bonds,  and  also  i;  pel 
cent  dividends  on  the  preferred  stock,  payable  quarterly,  beginning 
in  June.  190S.  On  the  $750,000  outstanding  bonds  of  the  Indianapolis 
*  Martinsville  Rapid  Transit  Company  the  new  company  guarantees 
5  per  cent  interest. 

United  Railroads  of  San  Francisco. — The  Wall  Street  Journal 
publishes  the  following  statement  concerning  the  cost  of  better- 
ments and  improvements:  "Telegraphic  advices  from  the  United 
Railroads  of  San  Francisco  state  that  the  company  has  had  t.. 
face  an  expenditure  due  to  the  earthquake  and  strike  and 
betterments  and  improvements  from  March  1,  1906,  to  March  1. 
1907,  amounting  to  $4,294,271.  This  had  ail  been  provided  for. 
so  that  the  company  on  March  1.  1907,  had  current  liabilities 
amounting  t..  $2,310,209,  against  which  it  had  current  assets  ..' 
$2,177,410.  In  addition  to  this  it  had  sold  securities  which  were 
delivered  in  March  that  netted  it  an  amount  in  excess  of  $900,000, 
and  still  left  in  its  treasury  over  $2,500,000  of  its  4  per  cent  con- 
solidated bonds.  It  is  claimed  that  by  the  sale  of  securities  the 
$4,294,271  above  mentioned  has  been  provided  at  a  cost  not  ex- 
ceeding   .".   per   cent   interest." 

West  Shore  Traction  Company. — The  New-  York  state  railroad 
commission  has  given  authority  to  this  company  to  increase  its  cap- 
ital   stock    from    $2,500,1 to    $5,000,000   and   to   issue    $! .huh    first 

i gage    bonds.     The    company    will    build    an    electric    road    from 

Carteret,    N,   J.,   to  Tompkin's  Cove,   N.   Y. 

Winnipeg  (Man.)  Electric  Railway. — The  earnings  for  the  yeai 
1906,   with  a   comparison,  are  as  follows 

1906.  1905. 

Gross    earnings     $1,416,305  $1,119,768 

.Net     earnings     714,341  544,021 

Fixed    charges    251,03  149,570 

Dividends     248,668  200, 

Balam  e     21  1,6  I'M.  151 

Total    surplus     761,538  546,052 

I 'ass.  i                    ried    17,229,554  13,081,249 

Capital  stock  outstanding  on   D — mbei    :i      ..$4,375,200  I  

Bonds  outstanding         5.  urn. i  

I  mi.  Bank  ol   Montreal       334,912  918  9i 


Dividends    Declared. 


Cleveland    tO  .  Electric    Railway,   quarterly,    three-fourt! 
pei   cent, 

Col bus    CO.)  Railway,   preferred,   quarterly,    I',    pei    cenl 

Bast   St.   Louis  (111.)  &  Suburban,   preferred,  quarterly,   I 

i    Rapids    i  Mi.-h  i    Rallwa       i I     quarter!]        ■      pet 



Mllwaukei    Eleetrl.    Rallwaj   &   L-ighi  Companj    preferred,  quar- 

1     i io 

.ii       Rapid     Prai    II    Company    i  Minneapolis  i.    

terl       i  '  i    pet    cent. 
West     I  '.-nil     Rallwa  ■       [PItl   burg)      prefern        q   arterly,     I '  i 

"I 


540 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  Xo.  16. 


Manufactures  and  Supplies 


a    fireproof    brick    and    concrete    car    house    to    cost    $25,000.    The 
ii nsions  of  the  building  are  to  be  120  by  L60  feet. 


TRADE   NOTES. 


ROLLING    STOCK. 


Southern   Street   Railway.   Chicago,    is   figuring   on   a   number  of 

new   ears. 

Iowa  &  Illinois  Railway.  Clinton,  [a.,  is  considering  the  pur- 
chase of  one  additional  freight  car, 

Schenectady  Railway,  Schenectady,  N.  v..  is  reported  as  con- 
templating Hi"  purchase  of  16  large  cars. 

Sacramento  Electric  Gas  &  Railway  Company,  Sacramento,  Cal., 
[a  building  1  1  cars  at  its  Sacramento  shops. 

Waterloo  Cedar  Falls  oi.  Northern  Railway.  Waterloo,  [a.,  is 
asking  prices  on  six  new  open  cars  for  eany  delivery. 

El  Paso  Electric  Railway,  El  Paso,  Tex.,  has  placed  an  order 
[or  four  interurban  cars  and  four  open  cars  for  delivery  about 
June   1. 

Douglas  Street  Railway,  Douglas,  Ariz.,  recently  placed  an 
order  with  the  American  Car  Company  for  two  38-foot  semi- 
.  on  v  1  1 1  tble  cars. 

Southeastern  Ohio  Railway  Light  &  Power  Company,  Zanes- 
ville,  O.,  lias  ordered  one  work  car  from  the  Jewett  Car  Com- 
pany.    This   will   have  a   4-motor  equipment. 

Oregon  Water  Power  &  Railway  Company.  Portland.  Ore.,  has 
under  construction  at  its  Portland  shops  10  box  oars,  to  be  40  feet 
in   length  and   with   a   capacity  of  50,000  pounds. 

Sioux  City  Traction  Company,  Sioux  City,  la.,  as  reported  in 
the  Electric  Railway  Review  of  February  9,  is  erecting  six  summer 
cars  at  its  shops.  They  are  to  have  20-foot  bodies,  5-foot  9-inch 
vestibules  and  arc  to  be  S  feet  wide.  .The  cars  will  be  mounted  on 
Taylor   trucks. 

Gulfport  &  Mississippi  Coast  Traction  Company,  Gulfport,  Miss., 
has  ordered  three  25-foot  vestibule  semi-convertible  ears  and  two 
10-foot  trailers  from  the  American  Car  Company,  for  delivery 
about  June  15.  The  trailers  will  contain  15  seats  and  all  cars  will 
be  mounted  on  Brill  27-GI  trucks. 

San  Antonio  Traction  Company,  San  Antonio,  Tex.,  has  placed 
an  order  with  the  G.  C.  Kuhlman  Car  Company  for  10  semi- 
convertible  cars.  40  feet  long  over  vestibule,  with  a  seating  capacity 
of  40  passengers,  to  be  equipped  with  4  GE-64  motors,  to  be  used 
lor  city  service  and  for  delivery  on   August    1. 

Erie  Cambridge  Union  &  Cory  Railway,  Erie,  Pa.,  as  reported 
in  the  Electric  Railway  Review  of  April  Hi,  is  preparing  plans  and 
specifications  for  new  cars  and  equipment,  and  will  make  pur- 
chases about  .Inly  1.  The  building  and  equipping  of  this  road  is 
being  handled  by  the  Van  Bibber  Company,  on  Wall  street,  New 
York. 

Omaha  &  Council  Bluffs  Street  Railway  is  building  at  its  Omaha 
shops  eight  summer  cars  for  use  on  its  lines.  These  cars,  which 
have  already  been  framed,  are  46  feet  0  inches  over  bumpers  and 
T  feet  10Vo  inches  wide  over  sills.  The  body  of  the  cars  an-  ::  I 
feet  6  inches  long.  The  cars  will  replace  the  open  ears  Inning 
side  steps  formerly  used  by  the  company.  They  are  to  be  inclosed 
by  18-inch  sides,  above  which  wire  screens  3  feet  high  will  be 
fastened.  Entrance  to  the  car  will  be  made  at  the  ends.  This  is 
the  first  efforl  the  company  has  made  at  manufacturing  its  own 
i  ii  rs 

Trans-St.  Mary's  Traction  Company,  Sault  Ste.  Marie.  Out.,  as 
reported  i"  the  Electric  Railway  Review  of  April  6,  has  ordered 
from  The  J.  G.  Brill  Company  two  semi-convertible  type  ears,  to 
have  bodies  3S  feet  S  inches  long  and  41  feet  !i  inches  over  all. 
These  will  be  equipped  with  type  GE-67  motors  and  with  the 
General  Electric  Company's  type  K-2S  controllers.  The  trucks  will 
be  of  the  Brill  type  2T-G.  Providence  fenders,  and  will  be 
heated  with  the  Consolidated  Car  Company's  system  of  electric 
heating.  The  ears  are  designed  for  city  service  and  will  be 
equipped   with  double  trolleys. 

Chicago  Lake  Shore  &  South  Bend  Railway,  South  Bend,  lnd.. 
has  just  placed  an  order  with  the  Niles  Car  &  Manufacturing 
Company  for  24  heavy  interurban  coaches,  to  be  .",7  feet  long  over 
all  and  10  feet  wide.  Fifteen  of  the  cars  are  the  exclusive  pas- 
senger type,  with  passenger  and  smoking  compartments,  and  nine 
ins  are  combination  passenger,  smoking  ana  baggage  cars.  These 
ears  will  be  equipped  with  Baldwin  class  90-35  heavy  trucks,  with 
38-inch  M.  C.  B.  section  steel-tired  wheels  and  Westinghouse  No. 
I  In  A.  C.  motors,  geared  to  75  miles  per  hour.  The  passenger  ears 
mi  lor  delivery  in  the  spring  of  1908  and  the  combination  cars 
for  delivery  this  fall.  An  interesting  feature  of  the  cars  is  their 
dimensions,   which  fit  them  for  operation  over  steam  roads. 


SHOPS   AND  BUILDINGS. 


Coal  Belt  Electric  Railway,  Marion,  III. — The  city  council  of 
lien  in.  111.,  has  passed  an  ordinance  vacating  some  property  on 
East  Walnut  street  so  that  the  company  may  erect  thereon  an 
interurban    passenger   station. 

Fresno  Traction  Company. — It  is  reported  that  this  company 
will  erect  a  ear  house  with  a  capacity  for  about  30  cars,  also  a 
paint  and  machine  shop,  at  Fresno,  Cal, 

Shreveport  Traction   Company. — This  company   is  now   building 


Lackawanna  Steel  Company  occupied  ils  new  offices  on  the 
eighteenth  Boor  of  the  United  stales  Express  building,  2  Rector 
street.    New    York,   on   Saturday,    April  13. 

Browning      Engineering      Company.      Cleveland,      has      re ved 

its    Chicago    offices    from     the    Monadnoek    block    to    room     1506 
Fisher  building,    instead  of   room    looo.  as   previously   reported.' 

Green  Engineering  Company  will  on  May  1  move  its  Chicago 
office  from  the  Western  Union  building  to  the  Commercial  National 

Bank    building.     The    Pittsburg    office    has    hen    moved    from    the 
Lewis  building   to   the  Farmers-   Bank   building. 

L.  F.  Purtill,  who  has  tor  many  years  represi  nted  the  Westing- 
house  Air  Brake  Company  at  Buffalo,  ,\\  v..  has  been  appointed 
representative  of  the  New  Fork  Belting  &  Packing  Company,  with 
headquarters  at  61-63  Chambers  street,   New  York. 

Ohmer  Fare  Register  Company  of  Dayton,  <  >..  which  recently 
enlarged  the  output  capacity  of  its  plant,  reports  a  very  large  and 
rapidly  growing  increase  in  its  business,  and  wishes  to  announce 
that  every  effort  is  being  made  to  till  orders  promptly. 

Lord  &  Burnham  Company,  1133  Broadway,  New  York  City, 
has  received  an  order  from  the  Norfolk  &  Western  Railway  for 
the  installation  of  its  sash  operating  device  in  the  Roanoke  (  Va  i 
shops   of   the   company.     The   order   calls   for   '. feet    and    is    for 

op, .intiiig   monitor   and   clear   story   sashes. 

Brig. -Gen.  Eugene  Griffin,  lirst  vice-president  and  general 
sales  manager  of  the  General  Electric  Company,  died  very  sud- 
denly on  the  evening  of  April  10  at  Schenectady.  N.  Y.,  of  apoplexy. 
With  his  wife  and  daughter  he  had  gone  to  Schenectady  to  witness 

an  amateur  play  given  by 
a  local  club,  of  which  his 
son,  Hancock  Griffin,  was 
a  leading  member.  Gen- 
eral Griffin  was  born  at 
Ellsworth,  Me.,  on  Octo- 
ber, 13,  1855,  and  was  a 
little  over  51  years  of  age. 
After  receiving  a  prepara- 
tory school  education  he 
entered  West  Point  and 
graduated  in  1S75  with 
high  honors.  Following 
his  graduation  he  entered 
the  engineer  corps  and 
obtained  the  rank  of  cap- 
tain. From  1883  to  1SS5 
he  was  professor  of  civil 
and  military  engineering 
and  the  art  of  war  at 
West  Point.  He  was 
then  aide-de-camp  on  the 
staff  of  Maj.-Gen.  Win- 
Beld  Scott  Hancock  and 
later  until  the  close  of  the 
year  1SSS  was  chief  of  the 
engineering  division  of 
tlm  Atlantic  and  the  de- 
partment of  the  East. 
In  1SS9  he  resigned  from 
with  the  Thomson  Hous- 


Brigadier-General    Eugene    Griffin. 


i  he  army  to  take  up  electric  engineerin, 

ton  Electric  Company  as  second  vice-president.  In  1881,  when  the 
Thomson  Houston  Company  was  consolidated  with  the  General 
Elei  trie  Company,  he  was  elected  first  vice-president  of  the  Gen- 
eral Electric  Company.  In  189:;  he  was  elected  president  of  the 
Thomson  Houston  International  Electric  Company,  and  was  also 
director  of  that  company.  At  the  outbreak  of  the  Spanish-Ameri- 
can war.  General  Griffin  offered  his  services  to  the  United  States 
and  organized  the  first  regiment,  United  States  volunteer  engi- 
neers, of  which  he  became  colonel.  In  January,  1899,  he  was  pro- 
moted to  brigadier-general,  which  rank  he  held  to  the  end  of  the 
war.  He  was  a  prominent  member  of  several  clubs  in  New  York 
City  and  was  also  a  member  of  the  Metropolitan  Club  of  Washing- 
ton, the  Somerset  of  Boston,  and  the  City  Liberal  Club  of  London. 
He  held  a  membership  in  the  more  prominent  of  the  engineering 
and  army  clubs. 

Union  Hardware  Company,  Torrington,  Conn.,  has  awarded  the 
contract  to  Tracy  Brothers  Company,  52  Benedict  street.  Water- 
bury.  Conn.,  for  the  election  of  a  new  factory  building.  The  main 
building  will  tie  100  by  150  feet,  two  stories  high  and  will  have 
a  three-story  ell,  40  by  75  feet.  The  building  was  designed  by 
Richard  P.  Jenks.   Providence,   R.  I. 

W.  J.  McBride.  for  the  past  seven  years  first  vice-president  ami 
general  manager  of  the  American  Car  &  Foundry  Company,  has 
i  esigned  to  accept  the  active  management  of  the  Haskell  &  Barker 
I'm  Company  of  Michigan  City,  lnd.  Mr.  McBride  will  assume  his 
new  duties  on  June  1.  Edward  F.  Carry,  second  vice-president  and 
manager  of  the  Chicago  office  of  the  company,  has  been  appointed 
first  vice-president  and  genera]  manager  to  succeed  Mr.  McBride. 
effective  about  May  1. 

Green  Fuel  Economizer  Company  has  removed  its  New  York 
offlces  from  74  Cortlandt  street  to  the  new  West  Street  building,  90 
West  street.  The  new  offlces  of  the  company  will  be  considerably 
larger  and  will  enaole  the  company  to  handle  promptly  its  increas 
ing  business  in  economizers,  fans,  blowers  and  exhausters.  Since 
entering  the   fan   business   this  company  has  built  many  large  fans 


April  20.  1907. 


ELECTRIC    RAILWAY    REVIEW 


for  mechanical  draft,  including  several  with  over-hung  wheels. 
The  New  York  office  will  be  represented  as  heretofore  by  William 
Downs. 

National  Brake  &  Electric  Company  of  Milwaukee,  "Wis.,  reports 
that  as  a  result  of  the  passing  of  the  recent  traction  ordinance  in 
Chicago,  the  Chicago  City  Railway  has  given  instructions  to  pro- 
ceed at  once  with  the  filling  of  an  order  for  300  of  the  new  National 
air  brake  equipments,  which  had  been  placed  some  time  ago.  This 
is  one  of  the  largest  recent  orders  for  air  brake  equipments  for 
electric  cars,  and  brings  the  total  number  of  National  equipments 
in  service  on  the  Chicago  City  Railway  to  the  imposing  total  of 
nearly    1,000. 

Blake  Signal  &  Manufacturing  Company.  L'tii  Summer  street, 
Boston.  Mass..  is  in  receipt  of  an  unsolicited  testimonial  from  Mr. 
Arthur  Bessey  Smith  of  the  department  of  telephone  engineering  at 
Purdue  University  with  regard  to  the  soldering  tube  flux  manu- 
factured by  the  Blake  Signal  &  Manufacturing  Company.  Inas- 
much as  this  testimonial  comes  from  a  man  of  recognized  standing 
in  telephone  engineering  and  one  who  has  a  practical  knowledge  of 

telephone  work  as  well,   having  filled   every  position  from  telepl 

lineman  and  repair  man  tit  manager,  the  testimonial  is  considered 
effective  evidence  of  the  practical  usefulness  of  the  tube  flux. 


ADVERTISING    LITERATURE. 


Columbia  Foundry  Company,  Cincinnati,  O. — Columbia  brake- 
shoes  of  various  types  'to  meet  the  needs  of  railways,  both  steam 
and  electric,  are  illustrated  and  briefly  described  in  a  20-page 
pamphlet. 

Trussed  Concrete  Steel  Company.  Detroit,  Mich. — An  elaborate 
brochure,  entitled  ■'The  Typical  Factory,"  describes  in  detail  the 
new  plant  of  the  George  N.  Pierce  Company,  manufacturers  of 
automobiles  at  Buffalo.  N.  Y.  The  plant  is  a  large  one.  with  sev- 
eral buildings  which  exemplify  reinforced  concrete  construction 
under  the   Kahn   system, 

Weston  Electrical  Instrument  Company,  Waverly  Park.  Newark, 
N.  J. — Bulletin  No.  6  is  a  four-page  leaflet  devoted  to  the  Weston 
multimeter,  model  5S.  which  is  designed  to  quite  accurately  serve 
.the  purposes  of  a  direct-current  voltmeter,  milli-voltmeter,  am- 
meter, mil-ammeter,  ohmmeter,  ground  detector  and  wheatstone 
bridge. 

Allis-Chalmers  Company,  Milwaukee.  Wis. — Bulletin  Xo.  1423 
describes  Gates  rock  and  ore  breaker  with  a  short  head  and  con- 
caves, for  fine  crushing  and  designed  particularly  to  meet  the  de- 
mand for  a  crusher  which  will  utilize  screenings  and  other  tin.' 
material  to  advantage.  Bxilletin  No.  1057  is  devoted  to  the  Allis- 
Chalmers  type  K  direct-current  motors  and  generators  and  pro- 
vides a  number  of  illustrations  of  motor  driving  as  applied  to  heavy 
shop   machinery. 


THE    TOMLINSON    AUTOMATIC    RADIAL    CAR    COUPLER. 


With  the  advent  of  the  electric  railway,  where  train  operation 
of  ns  is  of  frequent  occurrence,  and  in  connection  witli  the  opera- 
tion of  two  or  more  cars,  the  necessity  soon  became  apparent  for 
in  automatic  coupler  to  fulfill  the  new  requirements,  which  are 
different  from  those  of  steam  road  practice. 

The  latest  development  in  the  line  of  automatic  couplers  for 
electric  railway  operation  is  the  Tomlihson  automatic  radial  coupler, 


Tomlinson    Automatic   Car   Coupler — Figure   1. 

:ed    on    the    market    by    the    Ohio    Brass    Company,    and 

which   is  the   only  coupler  absolutely  ant atic   in   action. 

In  operating  the  Tomlinson  coupler  no  adjustment   whatever  is 
requli  pi  the  alignment  of  drawbars,  ami  it   Is  nevei   m 

sary  to  entei   between  the  ears  when  coupling.     If  is  only  > ssary 

to    back    the    ears    together,    which    engages    and     lirinly    locks    the 

ers.     Moreover,  there  are  no  loose  parts  to  be  Inserted  in  the 

coupler  to  put  it  in  readiness  for  a.  Hon;  therefore  a  car  cannot   be 

left,  through  negllgenc itherwlse,  with  the  coupler  in  an  inopi 

condition.     Aftei  uncoupling,  which  is  accomplished  by  slmpl 

pulling   a   chain,    the   parts    return    automaticallj     to    the    normal    posl 

tion.  ready  for  Instant  coupling     It     con  traction  is  such  as  to  give 
,gth  for  minimum  weight. 

Mr.   C.    H.   Tomlinson   originated    the   idea   of   this   i plet    and 

patents  were  Issued  to  him  full     covering  this  Invention.     The  fol 
lowing  description  will  be  of  Interest,   tot    the  Tomlinson  system  Is 
thoroughly   practical    In   ever-     particular. 

The  Tomlinson  coupler  is  made  In  two  sizes,  known  as  numbers 

2  and   .:      Size   i bei    !   i     designed   I I    the   requirements  oi 

all  els  elt      and  light   Interurba and  size  number  3 


is  adapted  to  elevated  ami  subway  service,  also  heavy  interurban 
service  and  for  all  places  where  it  is  desired  to  intercouple  with 
steam   road   cars. 

Besides   the    variation    in    size,    the    couplers    also   differ    as    to 
draft-gear    connection.     They    are    made    in    four    forms — for    ri 
angular-bar  draft   gears,    for  channel-bar  gears,    for   80-pound    rail- 
section  gears  and  for  drop  gears — the  principle  of  the  couplet  ai  I 

being   the   same   in   all. 

The  coupler  consists  essentially  of  a  strong  malleable  iron  head- 
piece, which  is  hollow  and  contains  an  arrow-pointed,  drop-forged 
coupler  hook,   with  sufficient  play   in  a   horizontal  direction    to  allow 


Tomlinson    Automatic   Car   Coupler — Figure   2. 

the  coupler  hooks  of  two  engaging  couplers  to  slide  past  each 
other  and  become  Locked.  This  hook  is  shown  plainly  in  Figures  1 
and  2. 

The  hook  in  each  coupler  is  prevented  from  moving  past  the 
center  of  the  coupler.  It  may,  however,  move  toward  the  side 
of  the  coupler  in  opposition  to  the  action  of  a  spring.  Thus,  when 
the  opposing  coupler  hooks  meet,  they  are  forced  apart  against 
the  action  of  the  springs  sufficiently  to  allow  the  hooks  to  slide  past 
each  other,  the  shoulders  interlocking.  The  arrangement  is  such, 
however,  that  should  the  spring  in  one  of  the  couplers  break  and 
allow  the  hook  to  move  to  one  side,  there  still  would  not  be  suffi- 
cient clearance  to  allow  the  couplers  to  unlock.  The  spring  is 
under  tension  only  at  the  instant  of 
coupling  or  uncoupling  and  gets  no 
strain  of  the  train  load,  either  push- 
iti    or   pulling. 

In  uncoupling  the  hooks  are  forced 
apart  by  a  lever  cam.  To  this  lever 
cam  is  connected  a  chain,  a  slight  pull 
on  the  chain  of  either  coupler  being 
sufficient  to  disengage  the  hooks. 

An  Important  feature  of  the  Tom- 
linson couplv,  and  one  which  effectu- 
ally prevents  lateral  movement  of  the 
coupler  heads,  is  the  form  of  the 
coupler  face  used.  The  faces  of  the 
couplers  are  serrated,  as  shown  in 
Figures  1  and  2.  and  fit  together  ac- 
curately. The  faces  have  large  bear- 
ing surfaces  and  the  serrations  pre- 
vent any  movement  in  a  lateral  direc- 
tion. When  once  coupled.  there- 
fore, the  connection  between  the  cars 
is  practically  rigid,  and  surging  of  the 
cars  is  prevented.    This  feature  greatly 

facilitates  the  control  of  the  train  ami  does  away  with  the  

of  buffing  platforms,  now  used  to  take  the  slack  out  of  Othei 
couplers,  and  which  cannot  be  used  successfully  on  cars  which 
travel  short-radius  curves.  It  is  also  impossible  for  flu-  ears  to 
become   uncoupled    when    rounding  curves. 

The  Tomlinson  coupler  will  intercouple  with  all  standard  radial 
ear  couplers  now  in  use.  without  removing  or  even  deranging  anj  01 
its  parts  By  the  addition  of  an  emergency  knuckle  (Figure  I)  it 
will    couple    automatically    with    all    M.    C.    B.    couplers,    as    used    on 


Tomlinson   Automatic   Car 
Couplet — Figure  3. 


Tomlinson    Automatic   Car   Coupler — Figure   4. 

steam  roads,  A  wedge-shaped  extension  of  the  knuckle  is  iii. el. 
of    the    right    dimensions    to    til    into    the    space    in    the    Tomlinson 

coupler,   which  ordinarily  receives  the  coupler  I b  of  tin-  opposing 

coupler.     'Phis  knuckle  is  made  only  for  the  number  3  couplers, 

Figure  Illustrates    tin-    spring    hanger    attachment,    which    is 

used  where  unduly  sharp  variations  in  the  grade  \in^  make  i 

::nv  some  allowance  for  vertical  play  of  the  coupler  ami  draft 
gear.  The  hanger  consists  of  a  rectangular  easling  through  whieli 
I  he  draft  gear  passes,  being  supported  b.\  a  yoke  Which  resls  on 
springs,    allowing    vertical    movement,    either    up   or   down.     Thesi 

oi  Ing s  carry  the  weight  of  tin-  coupler  ami  draft  gear  ami  normall; 

hOld     the     for f     ill     a     position     parallel     tO     tile    ear    SlIlS.        Tl I  ■■• 


r,42 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  No.  16. 


however,  allows  vertical  movement  through  considerable  range 
so  thai  the  coupled  i  n  can  conform  to  anj  Budden  breaks  of 
as  caused  bj  viaducts,  subways,  etc.  The  carrier  Is  sup- 
ported by  a  radial  slide  bar  under  the  car  sills,  the  slide  bar  being 
formed  In  thi  arc  ot  the  circle,  around  which  the  hanger  is  free  to 
when  going   around   curv< 

The  fact  thai  these  couplers  are  absolute!}  automatic  makes 
it  only  necessary  to  align  the  drawbars  and  bring  the  cars  togethei 

feel   instant  coupling.     This  is  of  particular  advantage  in  case 

is.  tor  instance,  a  car  barn  Are.  One  man  could, 
in  such  an  emergency,  hack  a  motor  car  Into  e  line  of  cars  standing 
in  the   ham  and  bring  out   the  whole  train   without   assistance. 

It  is  apparent  that  this  coupler  is  not  only  strictly  automatic 
111  coupling  with  itself,  but  also  wfll  intercouple  with  all  ether  types 
.a  radial  couplers  and  automatically  couple  with  M.  C.  B.  couplers: 
even  a  push-bar  can  be  used  with  it  successfully,  Heretofore,  in 
making  couplers,  no  such  provision  has  been  made  for  intercoupllng 
with  foreign  cars. 


FOUNTAIN    WASH    BRUSHES. 

One  of  the  departments  of  electric  and  steam  railways  which 
receives  toe  little  attention,  considering  the  saving  in  time  and 
money  which  could  he  produced  If  properly  managed,  is  that  con- 
trolling Hi.  cleaning  of  cars.  The  old  custom  of  cleaning  car  win- 
dows and  exteriors.  Moors,  etc.,  with  sponges,  mops  and  buckets 
of  water  is  not  only  an  expensive  method  of  having  the  work  done 
and  keeps  the  ears  off  the  road  longer  than  necessary,  but  it  is 
also  not  sanitary  and  is  a  very  unsatisfactory  method  of  perform- 
ing this  service,  as  the  cleaners  do  not  renew  the  water  often 
enough,  and  therefore  the  work,  when  finished,  is  really  only  half 
done. 

Realizing  the  advantages  of  having  an  ample  supply  of  clean 
water  supplied  to  the  brush  or  spouse  while  the  work  is  being 
done,  the  Baumruk's  fountain  Brush  Company  of  Chicago,  111.. 
has    devised    a    fountain    cleaning    brush    and    fountain    sponges,    a 


line,  a  heater  which  ii  is  believed  is  highly  efficient,  simple. 
durable  and  safe,  has  been  devised  by  the  Cooper  Heater  Com] 

An  illustration  ami  description  of  the  heater  is  herewith  presented, 
i  in-  of  the  most  important  features  in  the  design  of  this  heater 
is  the  remarkably  small  floor  space  which  it  occupies,  varying  from 

l_':Li     by    Ilea     ill'  lies    in    lie-    smallest    size,    adapted    for    city    cars,    to 

17  by  18  inches  in  the  lamest  size,  adapted  to  the  heating  of  the 
i  interurban  cars.  The  heighl  of  these  heaters  is  from  t-  to 
it;  inches,  which  also  includes  the  space  occupied  by  the  ash  pan 
and  c,,al  hunker  of  sufficient  size  to  provide  fully  for  24  hours  in 
the   coldest    winter   weather 

Referring  to  the  illustration,  it  will  he  seen  that  the  healer 
consists  essentially  of  a  firebox  formed  of  a  cast-iron  water  wall, 
which  is  connected  to  a  vertical  water  wall  placed  above  it.  As 
seen  from  the  illustration,  the  vertical  water  wall  contains  numer- 
ous tithes  of  large  diameter,   giving  a   g i   circulation  ami  a  very 

large  heating  surface,  compared  to  the  grate  area,  a  drum  is  also 
connected  at  right  angles  to  the  water  wall  at  the  top  and  from 
this  the  hot  water  connection  is  taken.  The  states  ate  of  the 
locking  type,  very  substantially  built  to  withstand  the  abuse  which 
sut  h  i.ivis  naturally  set  m  tin-  hands  of  careless  conductors.    They 


Fountain  Cleaning   Brush. 

typical  illustration  of  which  is  presented  herewith.  The  advantages 
of  these  cleaning  brushes  will  !»■  self-evident,  as  a  fresh  supply 
of  water  is  constantly  being  discharged  through  the  bristles  of  the 
brush   while   it    is   being   used. 

A  hose,  which  is  attached  to  the  handle,  may  he  supplied  with 
hoi.  cold  or  warm  water,  depending  upon  the  service  for  which  it 
is  required.  It  is  hardly  necessary  to  say  that  one  man  can  do  the 
work  of  several  men  if  furnished  with  one  of  these  brushes,  as  it  is 
unnecessary  for  him  to  stop  to  refill  his  pail  or  to  wash  out  his 
sponge  or  mop  while  at  work,  consequently  the  exterior  and  interior 
ii  ,i  car  can  he  washed  as  rapidly  by  one  man  with  one  of  thesi 
brushes  as  by  several  using  the  old  method.  Consequently,  not 
only  is  the  cost  of  labor  reduced,  but  the  time  required  for  the 
ears  to  he  out  of  service  is  likewise  reduced,  which  is  a  feature  of 
great    importance   in    railway   work,    and    represents   an    important 

sa\  mil;. 


THE    COOPER    CAR    HEATER. 


Probably  the  earliest  attempt  at  heating  piihlh  conveyances 
was  the  placing  of  hot  stones  in  the  early  stag.'  coaches,  on  which 
passengers  could  place  their  feet  and  thus  make  the  trip  a  little 
ion  comfortable  than  would  otherwise  have  hen  the- case.  This 
insignificant  attempt  at  heating  was  necessarily  supplemented  by 
frequent  stops  at  taverns  along  the  road,  where  warmth  could  he. 
both  externally  and  internally,  applied.  With  the  introduction 
of  steam  railways  and  longer  trips  it  soon  became  evident  that 
some  more  effective  way  of  heating  must  he  devised,  and  soon 
stoves,  generally  using  wood  for  fuel,  were  installed  in  the  .ars 
This  was  also  inadequate  and  was  soon  abandoned  and  steam  heat 
ins  coils,  furnished  with  steam  from  the  locomotive,  ware  in- 
stalled in  the  car,  which  furnished  a  uniform  heat  throughout 
the  ear  and  was  a  heating  system  considerably  less  expensive  to 
ie.  This  was  perfectly  satisfactory  on  trains  operated  by 
steam  locomotives,  hut  with  the  introduction  of  electric  cars  it 
was  necessary,  when  heating  was  desired,  to  return  to  the  stoves. 
which,  owing  to  their  inadequate  local  healing,  were  soon  to  be 
replaced  by  electric  heaters.  These,  however,  were  expensive  to 
operate  and  required  increased  size  of  feeders,  generators  and 
boilers  to  supply  the  extra  current  demanded  by  them,  and  further- 
witl  tin  old  types  ol  electric  heaters  much  difficulty  was 
experienced    because    of    the    intense    local    heat,    which    caused    the 

engers  no  end   oi    discomfort   and    tsionally   Injury   because 

oi    their  clothing  having   taken   fire.     These  conditions  soon   i 

ttroduction  of  hot   water  heaters,  which  could  he  placed   in  the 
i      and  the  heat  from  them  distributed  evenly  throughout  tie    cat 
ie    means  of  .oils  of  pipe  placed  along  giving  a  more  ■    ■ 

distributi t    heat    at    a    low.i    cost. 

From  the  primitive  attempt  of  heating   bj    means  of  stones  the 
demand   for  comforts  furnished   bj    adequate   heating   lias   incri 

until  now   the  problem   of  car   hi  as   become  on.    o         i     si 

important  and  si         -        ich  faces  thi    managei   ol  a  transportation 


Cooper    Hot-Water    Heater. 

are  easily   shaken  and  will  not  burn  out  easily,  as  the  fire  required 

for  keeping  the  water  at  its  maximum  temperature  is  not  hot 
enough  to  even  damage  the  grates,  which  obviates  on,-  of  the  great 
difficulties  which  has  been  experienced  with  hot  water,  steam  and 
Stove  heaters  The  lower  portion  of  the  stove  is  enclosed  in  a 
neatly  decorated  cast-iron  .-as.-  and  the  upper  portion  is  constructed 
of  double  walls  with  asbestos  insulating  material  between  them. 
thus  preventing  great  radiation  of  heat  and  a  consequent  over- 
heating of  tin-  vestibule.  It  is  stated  that  the  tire  when  started  in 
the  fall  can  he  maintained  throughout  the  entire  heating  season 
without  relighting  the  lire.  The  construction  of  the  ash  pan  and 
coal  hunker  is  of  sufficient  size  for  24  hours'  fuel,  a  point  of  great 
importance,  as  it  avoids  stopping  at  car  barns  to  replenish  coal 
and  empty  the  ashes,  which  always  causes  great  annoyance  to  pas- 
sengers and    provokes   unfavorable   comment   on   the   managen 

ighout  the  design  of  this  heat.-r  compactness,  durability  and 
efficiency  hav<  been  sought,  ami  it  should  he  a  great  satisfactioi 
designer  to  note  tie  degree  of  success  attained. 
It  is  stated  from  actual  test  that  it  has  been  found  that  during 
weather  ranging  from  In  to  20  degrees  above  zero,  and  coal  at  (6  " 
per  ton,  the  cost  of  fuel  for  heating  a  i'l  by  8  by  8  foot  ear  tinsid. 
dimensions)    was   found   to   he   only   l nts,   and   only   12%   cents 

pel      L'4     hours     when     the     weal  lei      was    belOW     zero. 


Chicago:  160  Harrison  Street 


PUBLISHED  EVERY  SATURDAY  BY  THE  WILSON  COMPANY,  CHICAGO 

Entered  at  the  Postofflce,  Chicago.  111.,  as  Second-class  Matter. 

Subscription  in  advance,  including  special  daily  editions  published  from 

time  to  time  in  places  other  than  Chicago,  postage  free.  t2; 

Foreign.  15;  Single  Copy,  10  cents. 


New  York:  150  Nassau  Street 


Vol.  XVII,  No.  17 


CHICAGO,  APRIL  27,  1907 


Whole  No.  209 


TABLE    OF   CONTENTS. 


Editorial: 

— Freight  Handling  in  Pennsylvania 513 

— Models  in  Station  Design 543 

— L'sefulness  of  Station  Models 543 

—Novel  Car  Step  Signal oil 

— Graphite  Trolley  Bushings   544 

— Economy  of  Pooling  Repairs  on  Small  Roads 54  1 

— Lessons  from  a  Car  House  Fire 54." 

Annual    Report.    L'nited    Railways    &    Electric    Company 546 

Report  of  Bion  J.  Arnold  on  Street  Railway  Problems  in  Toronto  546 
The    Pittsburg    4t    Butler    Street    Railway.     By    H.    O.    Reagan 

(Illustrated )     547 

a    Suction   Track   Sander    (Illustrated) 554 

Trainmen    Withdrawing    Wages    from    Daily    Collections    (Illus- 
trated)        554 

Concluding  Session  of  the  Iowa  Street  and  Interurban  Railway 

Association     555 

Joint  Operation  of  City  and  Interurban  Cars.   By  I.   B.   Smith 

Handling  Crowds  lamestown   Exposition 

Developments  in  the  Cleveland  Traction  Controversy 557 

The    Berlin    Electric    Railways 

nents  Heard  on  Milwaukee  Service  (Illusl 

Henry  J.  Pierce  Shows   the  Xeed  of  Co-operation 5i9 

Annual  Report  of  the  Ok]  i  tion 

tit  Service  Ordinance  Enjoined 

Indiana   Tax    Hearing    561 

Rehabilitation    and    Reorganization    in    Chicago 


Piping  and  Power  Station  Systems.    XXXVII.    By  W.  L.  Morris, 

M.    E.    (Illustrated)    

Xews  of  the  Week: 

— Interborough  Company  Refuses  to  Bid  for  Xew  Subways. 

— Summer  School  for  Artisans  at  the  University  of  Wis- 
consin      

— Legislation  Affecting  Electric   Railways 

Construction  News: 

— Incorporations     

— Franchises    

— Track    and    Roadway 

— Power  Houses  and  Substations   

Personal    Mention     

Financial    X*-ws    

Manufactures  and  Supplies 

— Rolling    Stock     

— Shops   and    Buildings    

— Trade    Notes     

— Advertising    Literature    

Track-Cleaning    Brooms    (Illustrated  i 

The   Victor  Pm  table   Combination   Voltmeter   (Illustrated  i 

Xew    Alternating-Current   Fan    Motors    (Illustrated) 

The    Kearney   Cable    Clamp    (Illustrated  i 

Xew  Plant  of  the  O.  M.   Edwards  Company   (Illustrated) 

A  Multiple  Recording  Block  Signal    ( Illustrated  i 

Indesti  ii   tible    Fiber    (Illustrated  i 

New    Standard   Portable   Multimeter    (Illustrated) 


563 

563 

563 

564 
564 

566 
56T 
568 

I 
57" 

" 
57" 
5! 

all 

574 
51 


Freight 
Handling  in 
Pennsylvania. 


The  Homsher  freight  bill,  giving  street  and  interurban  rail- 
ways the  right  to  carry  light  freight  and  to  do  a  general 
express  business,  which  was  passed  unani- 
mously by  both  houses  of  the  Pennsylvania 
legislature  and  was  signed  by  Governor 
Stuart  on  April  22,  will  undoubtedly  prove 
an  important  factor  in  the  development  of 
the  electric  railway  industry  in  that  state.  This  law.  which 
goes  into  effect  at  once,  opens  for  the  companies  a  field  that, 
in  states  with  more  favorable  laws,  has  been  a  profitable 
source  of  income,  producing  in  many  instances  a  large  per- 
centage of  the  entire  gross  earnings.  In  Iowa,  where  freight 
handling  by  electric  lines  is  of  great  importance,  the 
proportion  of  freight  receipts,  as  stated  in  the  paper  read  by 
P.  P.  Crafts  before  the  Iowa  Street  and  Interurban  Railway 
Association,  which  was  published  in  last  week's  issue  of  the 
Electric  Railway  Review,  varies  from  5  per  cent  of  the  earn- 
ings from  all  sources  to  an  amount  in  excess  of  passenger 
earnings.  Besides  conferring  a  great  benefit  on  the  rural 
population  by  providing  increased  facilities  and  cheap  and 
speedy  transportation  of  farm  products  to  the  cities,  this  law 
should  give  a  strong  impetus  to  the  construction  of  additional 
lines  in  a  state  in  which  the  building  of  short  connecting  lines 
has  already  attained   remarkable  development. 


In    the    design    of     stations    for     rapid    transit     service    it    is 

frequently  a  difficult  matter  to  show  various  schemes  clearly 

(in    plans    and   elevation    drawings.     If    the 

Models  in  situation    is    complicated    by    the    need    of 

Station  showing  tracks   and   platforms   at   different 

Design.  levels,   it  is  a  help  even  to  the  eye  of  the 

neer  to  have  a  perspective  view  of  the 

proposed  design  at  hand  for  reference.     The  fact   thai   one  is 

-tomed  to  reading  drawings  does  not  lessen  the  value  of 

the    picture    or    isometric    sketch    of    the    completed    layout. 

The    perspective    method    of   analysis    has    been    worked    out 

nicely    by    the   Boston    Elevated    Railway    Company    In 

Ctlon    with    recent  tunnel   and   terminal   station   studies 

made  by  Its  chief  engineer  of  '-levated  and  subway  construc- 


tion. George  A.  Kimball.  In  this  work  the  usual  drawings 
were  prepared,  but  in  addition  a  number  of  complete  paste- 
board models  of  the  stations  were  made  to  a  scale  of  one- 
eighth  of  an  inch  to  the  foot.  All  the  physical  features  of 
the  stations  were  shown  clearly,  including  stairways,  plat- 
forms, depressed  tracks,  entrances,  exits,  news-stands,  win- 
dows and  ticket  offices.  The  relations  of  various  foot  pas- 
sages to  the  platforms  and  sidewalks  were  especially  well 
indicated  in  studies  for  the  modification  of  the  Old  State 
House  station  of  the  East  Boston  tunnel,  in  the  proposed 
terminal  changes  at  Dudley  street  and  in  the  new  Washington 
street  tunnel.  In  the  studies  made  of  land  takings  and  build- 
ing removals  at  the  incline  entrance  of  the  Washington  street 
tunnel  the  dimensions  on  the  reduced  scale  were  worked  out 
with  great  care,  so  that  the  precise  changes  proposed  could 
be  understood  readily  even  by  the  layman. 


Some  of  the  models  of  stations  have  been  used  in  connection 
with   the   submission   of  plans   to   commissions,   at   directors' 

meetings  and  wherever  it  has  been  thought 
Usefulness  advisable   to   avoid    the    long   and    difficult 

of  Station  study    of    detailed    plans.     Their    construc- 

Models.  tion   was  naturally  a  painstaking  piece  of 

work,  but  by  using  stiff  pasteboard,  glue 
and  small  tacks  the  models  when  completed  were  found 
to  be  strong  enough  to  withstand  pretty  severe  handling. 
In  the  study  of  station  designs  it  is  usually  desirable 
to  consider  various  locations  of  ticket  offices,  and  this 
was  provided  for  in  a  flexible  manner  by  building  separate 
models  of  these  booths  about  an  inch  high,  which  could 
he  moved  about  at  will  or  fastened  in  place.  As  far  as  possi- 
ble drawings  were  made  in  the  interior  of  the  models  to  show 
tracks  and  the  individual  risers  of  stairways.  It  was  not 
considered  necessary  to  construct  the  separate  risers,  but 
stairways  were  represented  by  an  inclined  plane  of  cardboard 
of  the  proper  width,  with  parallel  lines  ruled  thereon  to 
represent  the  risers.  In  connection  with  these  studies  small 
bed  wire  netting  was  used  to  represent  fencing,  and  in 
lluloid  templates  of  the  cars  in  plan  were  con- 


544 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  Xo.  17. 


structed  on  a  small  scale  to  facilitate  the  study  of  terminal 
arrangements.  All  these  graphic  methods  of  bringing  com- 
plicated conditions  into  comprehensive  focus  were  found  to 
be  valuable  aids  to  a  broad  study  of  the  station  problems  at 
issue. 


As  a  means  of  preventing  accidents  and  facilitating  traffic 
an  automatically  controlled  electric  buzzer  is  being  tested 
on  some  cars  of  the  Denver  City  Tram- 
Novel  way  Company.  On  the  lower  car  step 
Car  Step  contacts  are  placed  between  the  step 
Signal.  proper  and  a  safety  tread.  Springs  are 
also  interposed  here  so  that  normally  the 
contacts  are  separated.  However,  if  a  passenger  steps  on 
the  safety  tread  his  weight  compresses  the  springs,  closes 
the  contacts  and  causes  a  buzzer  to  ring  either  in  the  motor- 
man's  vestibule  or  near  the  center  of  the  car.  At  present 
buzzers  are  being  tried  in  both  locations,  so  that  the  most 
serviceable  place  may  be  determined.  There  are  several 
reasons  why  such  a  system  for  signaling  the  presence  of  a 
passenger  on  the  lower  step  should  be  of  value:  If  a  pas- 
senger steps  off  the  car  while  it  is  in  motion  and  an  acci- 
dent occurs,  the  motorman,  who  in  the  meantime  has  heard 
the  buzzer  and  tried  to  stop  the  car,  will  be  an  excellent 
witness  for  the  company.  The  same  reasons  hold  in  the 
event  of  a  prospective  passenger  being  hurt  by  trying  to 
board  a  moving  car  and  falling  off.  The  presence  of  a  pas- 
senger on  the  step  will  signal  the  motorman  that  he  should 
stop  at  the  next  crossing,  even  though  the  conductor  may 
have  forgotten  to  ring  the  bell.  In  a  crowded  car,  where 
the  conductor  is  unable  to  see  the  step,  he  is  notified  by  the 
buzzer  whether  or  not  a  passenger  is  getting  on  or  off 
the  car  and  thus  some  little  time,  ordinarily  lost,  may  be 
saved.  At  railroad  crossings  or  other  places  where  the  con- 
ductor must  leave  the  car  the  motorman  is  notified  by  the 
buzzer  when  the  conductor  again  boards  the  car.  These  few- 
reasons  would  seem  to  justify  a  careful  test  of  this  ingenious 
scheme  for  lessening  the  work  of  the  claim  department  and 
assisting  in  maintaining  better  schedules. 


GRAPHITE  TROLLEY  WHEEL  BUSHINGS. 

Periodically  since  the  introduction  of  graphite  trolley 
wheel  bushings,  the  question  of  whether  or  not  oil  should  be 
used  on  them  has  been  the  subject  of  heated  discussions 
among  the  master  mechanics  of  different  systems.  Most  of 
these  discussions  have  been  more  confusing  than  beneficial, 
for  the  testimony  presented  seemed  about  equally  balanced, 
and  the  arguments  equally  reasonable  and  convincing.  The 
result  has  been  that  those  seeking  information  were  com- 
pelled to  experiment  and  settle  the  question  for  themselves. 

As  a  matter  of  fact,  the  graphite  bushing  was  originally 
intended  to  be  run  without  oil  and  thus  do  away  with  the 
possibility  of  the  wheels  being  ruined  by  lack  of  lubrication. 
Graphite  is  itself  one  of  the  best  lubricants  known  when  it 
is  used  under  the  proper  circumstances.  For  the  conditions 
for  which  the  graphite  bushed  trolley  wheel  was  originated 
it  was  perfectly  satisfactory.  Immediately  after  its  introduc- 
tion, however,  the  speed  of  electric  cars  was  greatly  increased, 
and  likewise  the  capacity  of  the  motors,  consequently  neces- 
sitating a  much  greater  current  to  be  collected,  which  greatly 
increased  the  arcing  between  the  bearing  and  the  axle  on 
which  the  wheel  turns.  This  and  the  high  speed  naturally 
cause  the  bearings  to  wear  more  rapidly  and  become  rough 
and  pitted  from  the  constant  high  current  arcing.  The  natu- 
ral result  is  that  in  the  roughened  state  of  the  wearing  sur- 
faces graphite  alone  is  not  a  sufficient  lubricant. 

Furthermore,  if  even  the  least  play  exists  between  the 
wheel  and  the  axle,  the  vibratory  blows  on  the  graphite  and 
metal  of  the  wheel,  due  to  the  centrifugal  force  of  slightly 
unbalanced  masses  in  the  wheel  when  running  at  speeds  of 


from  3,000  to  even  10,000  revolutions  per  minute,  will  cause 
the  graphite  to  crumble.  The  bearing  will  therefore  wear 
rapidly  if  not  lubricated  with  oil  or  grease. 

These  considerations  as  well  as  practical  experience  sug- 
gest the  advisability  of  using  oil  for  lubricating  trolley  wheels, 
as  the  oil  dampens  the  vibrations,  and  acting  as  an  insulator 
reduces  the  arcing  between  the  bearing  and  the  axle.  Hence 
practically  all  of  the  current  is  taken  from  the  wheel  by  the 
springs  on  the  sides  of  the  wheel,  and  thus  also  prolongs  the 
life  of  the  bearings  by  preventing  the  roughening  and  scor- 
ing of  the  surfaces,  which  is  the  inevitable  result  of  un.- 
dampened  vibrations  in  journals. 

The  question  may  be  asked  why  graphite  bushings  are 
any  better  than  ordinary  bearing  if  oil  must  be  used.  The 
answer  to  this  is,  that,  while  it  is  necessary  to  use  oil  on 
graphite  bushings  to  obtain  the  best  results  and  greatest 
mileage,  the  life  of  the  wheel  is  not  so  seriously  impaired  if 
the  oil  supply  fails  or  if  the  barn  men  neglect  to  oil  them,  as 
would  be  the  case  with  ordinary  bushings,  as  graphite  bush- 
ings can  be  operated  without  oil.  If  the  oil  supply  fails  on  ordi- 
nary trolley  wheel  bushings,  the  general  result  is  a  hot  box 
and  a  sliding  of  the  wheel,  which  soon  wears  through  and 
catches  in  the  overhead  work  with  disastrous  results. 

To  sum  up,  it  may  be  said  that  the  graphite  bushing  was 
designed  for  far  less  severe  conditions  than  are  met  in  modern 
practice.  They  served  the  conditions  for  which  they  were 
designed  well  without  the  use  of  oil.  The  changed  conditions 
of  today  are  far  more  severe.  In  the  case  of  city  service 
the  difficulty  arises  through  dragging  the  wheels  through  a 
mass  of  special  work,  and  on  interurban  lines  the  more  severe 
conditions  arise  through  high  speed,  and  these  conditions  can 
only  be  properly  met  by  an  unfailing  oil  supply. 


THE  ECONOMY  OF  POOLING  REPAIRS  ON  SMALL  ROADS. 


When  scattered  groups  of  electric  railways  are  consoli- 
dated into  a  single  operating  organization  the  concentration 
of  power  plant  capacity  into  a  few  stations  or  perhaps  a 
single  modern  installation  follows  as  a  matter  of  course.  It 
would  seem  feasible  for  the  same  general  idea  to  be  carried 
out  with  reference  to  repair  shop  practice  in  some  instances 
where  the  adjacent  roads  are  friendly,  but  where  no  actual  con- 
solidation of  property  has  taken  place.  The  cost  of  repairs 
per  car  on  a  small  system  is  seldom  as  low  as  that  on  a  large 
road,  because  the  small  company  cannot  as  a  rule  afford  the 
refinements  of  the  large  company  in  the  way  of  specialized 
machinery  and  processes.  We  find  in  recent  practice  that 
a  road  owning  3,325  cars  paid  $247  per  car  for  repairs  in  one 
year;  a  road  with  1,130  cars  paid  $283;  a  line  having  719 
cars  paid  $257;  one  with  310  cars,  $300;  one  with  26  cars. 
$358;  one  owning  16  cars,  $294;  and  one  with  7  cars,  $414. 
Allowing  for  differences  in  conditions,  there  is  a  definite 
tendency  toward  a  higher  cost  of  maintenance  per  car  on  the 
smaller  lines. 

By  the  erection  of  a  central  and  thoroughly  modern  shop 
in  a  territory  occupied  by  a  number  of  small  roads,  it  is  prob- 
able that  great  economies  could  be  enjoyed.  The  shops,  in 
the  first  place,  could  be  of  fireproof  construction.  The  shops 
could  be  equipped  with  a  thoroughly  up-to-date  system  of  keep- 
ing stock  and  cost  records;  the  tools  could  be  direct  driven 
by  individual  motors,  and  a  brass  foundry  could  be  a  promi- 
nent feature.  Practically  all  the  advantages  of  the  large  city 
shop  could  be  afforded,  and  the  work  could  pass  through  in  a 
far  more  regular  volume  than  obtains  on  a  single  road  with 
a  few  cars,  tending  to  lower  the  cost  of  production.  Emer- 
gency and  light  repairs  could,  of  course,  be  handled  at  local 
car  houses.  By  the  consolidation  of  interests  there  would 
be  no  necessity  for  the  small  roads,  individually,  to  purchase 
expensive  machine  tools,  which  stand  idle  perhaps  80  per  cent 
of  the  time;  and  the  union  of  financial  strength  applicable  to 
repairs  would  permit  the  payment  of  higher  wages  in  some 


April  27.  1907. 


ELECTRIC    RAILWAY    REVIEW 


545 


cases  than  a  struggling  road  can  possibly  afford  in  its  shops 
under  the  other  method. 

It  is  true  that  there  would  be  disadvantages  in  pooling 
repairs.  The  lack  of  standardization  of  equipment  on  differ- 
ent roads  would  make  the  spare  parts  rather  extensive,  and 
there  is  no  doubt  that  lack  of  harmony  among  the  different 
managements  would  make  the  work  of  the  centralized  shop 
very  difficult.  Dead  mileage  in  some  cases  would  be  large. 
But  after  these  points  are  weighed,  it  is  hard  to  see  why  some 
scheme  of  this  kind,  if  entered  into  in  a  broad  spirit  of  co- 
operation, might  not  be  feasible.  A  large  amount  of  capital 
is  at  present  tied  up  in  duplicated  supplies  and  tools  in  small 
street  railway  shops  in  the  same  territory;  the  "load  factors" 
of  the  employes  are  irregular  and  the  equipment  stands  idle 
a  good  part  of  the  time.  The  master  mechanic  of  the  central- 
ized shop  would  have  to  be  a  man  of  first-class  caliber,  worth 
certainly  from  two  to  four  times  the  salary  which  a  single 
road  of  small  means  could  pay.  There  is  certainly  need  of 
rolling  stock  standardization,  when  a  single  road  operates 
from  six  to  ten  different  styles  of  cars  on  its  tracks.  Co-opera- 
tion and  centralization  of  industrial  functions  are  the  spirit 
of  the  times,  and  the  policy  of  annually  spending  large  sums 
of  money  for  the  sake  of  maintaining  a  limited  number  of 
cars  in  an  inferior  shop  that  is  one's  own  is  open  to  question 
in  the  face  of  what  has  been  done  by  legally  consolidated  com- 
panies to  decrease  their  operating  costs  per  unit  of  rolling 
stock. 


LESSONS   FROM   A   CAR    HOUSE   FIRE. 

Every  disaster  has  its  lessons,  and  the  destruction  of  the 
One  Hundred  and  Forty-fifth  street  car  house  of  the  Metro- 
politan Street  Railway  Company  of  New  York,  a  brief  account 
of  which  was  given  in  the  Electric  Railway  Review  of  April 
13,  1907.  raises  several  points  which  it  may  be  of  benefit  to 
mention. 

It  seems  hardly  necessary  to  state  that  the  construction 
of  a  car  house  of  above  one  story  in  height,  which,  on  account 
of  the  high  price  of  property,  was  apparently  necessary  in 
this  instance,  is  deplorable  unless  conditions  are  such  that 
the  floors  may  be  entered  independently  from  different  street 
levels  or  from  the  street  level  and  an  elevated  structure,  as 
otherwise  an  elevator  is  required  to  lift  the  cars  to  the  floors 
above;  and  an  elevator  shaft  becomes  a  dangerous  fire  hazard. 

The  car  house  of  the  Metropolitan  Street  Railway  Com- 
pany was  a  4-story  structure  and  cars  were  hoisted  through 
an  open  elevator  shaft.  The  pits  were  on  the  first  floor. 
The  second  floor  was  used  as  a  general  storage  and  repair 
room  for  service  cars,  and  the  third  and  fourth  floors  con- 
tained the  paint  shop,  where  inflammable  paints,  oils,  etc..  were 
necessarily  kept.  With  conditions  of  this  kind  it  is  plain 
that  only  extraordinary  precautions  in  preventing  dust  and 
oily  waste  from  collecting  in  and  about  the  elevator  shaft  and 
among  the  first  floor  pits,  and  great  care  to  avoid  sparks  or 
flame  of  any  origin,  could  forestall  the  possibility  of  a  sudden 
fire,  which,  having  once  gained  headway,  would  sweep  up  the 
elevator  shaft  and  spread  to  all  floors. 

The  exact  origin  of  the  fire  which  occurred  may  never  be 
known.  One  theory  is  that  it  was  caused  by  defective  insula- 
tion of  an  electric  light  wire;  another,  that  a  short  circuit 
in  a  conduit  carrying  a  conductor  rail  caused  sparks  to  fly 
from  the  plow  of  a  car,  and  to  set  fire  to  oily  waste  What- 
ever the  origin  may  have  been  the  elevator  shaft  served  as  a 
flue  which  carried  the  flames  to  the  explosive  and  inflammable 
oils  on  the  upper  two  floors. 

The  car  house  of  the  Metropolitan  Street  Railway  Com- 
pany was  built  a  good  many  years  ago  before  it  was  gen- 
erally thought  necessary  to  provide  concrete  fire  protection 
for  steel  construction.  An  examination  of  the  tangled  wreck- 
age of  steel  work  in  the  ruins  indicates  that  the  members 
buckled  under  the  Intense  heat,  dropping  large  areas  of  floor. 
What    the   damage   would   have   been   had   the  all-steel    work 


been  incased  in  concrete  is,  of  course,  a  matter  of  conjecture. 
Those  who  have  had  charge  of  the  disposition  of  old  car 
bodies  know  that  they  burn  so  furiously  as  to  destroy  all 
wood,  even  the  heavy  timbers,  in  about  half  an  hour.  The 
burning  of  a  large  number  of  cars  between  floors  would  fur- 
nish a  severe  test  even  for  steel  carefully  incased  in  concrete, 
and  the  material  burned  would  be  greater  in  proportion  to 
floor  area  than  has  probably  been  burned  in  any  concrete 
building  which,  after  passing  through  a  fire,  has  been  cited 
up  to  this  time  as  an  argument  recommending  the  use  of 
concrete.  Where  cars  are  stored  on  several  floors,  of  which 
one  or  more  contain  a  paint  shop,  it  might  be  found  to  be 
impossible  to  provide  a  structure  sufficiently  fireproof  to 
present  a  good  insurance  risk,  but  the  subject  should  certainly 
receive  the  most  exhaustive  attention  of  engineers  whenever 
it  is  found  impracticable  to  store  cars  and  provide  shop 
facilities  on  one  floor. 

The  appearance  of  the  ruins  of  the  Metropolitan  Street 
Railway  Company  building  also  makes  plain  the  fact  that  a 
fire  wall  between  the  power  house  and  any  other  structure 
which  is  subject,  as  this  car  house  was,  to  possible  sudden 
destruction  by  fire,  is  not  to  be  regarded  as  a  sufficient  safe- 
guard for  the  power  plant.  Although  the  dividing  wall  be- 
tween the  power  house  and  the  car  house  ruins  in  New  York 
still  stands,  one  or  two  large  apertures  were  caused  by  the 
falling  steel  work,  and  the  walUwas  cracked  so  badly  that 
the  company  found  it  necessary  to  close  the  power  house, 
fearing  that  the  vibration  of  the  engines  and  generators 
would  cause  the  wall  to  collapse. 

It  will  be  of  interest  to  see  how  the  Metropolitan  Street 
Railway  Company  will  solve  the  problem  of  fire  risk  in  recon- 
structing its  building. 


ANNUAL  REPORTS  OF  RAILWAYS. 


United    Railways   &    Electric    Company    of    Baltimore. 

The  annual  report  of  the  United  Railways  &  Electric  Com- 
pany of  Baltimore  says  that  the  most  important  event  of  the 
year  1906  was  the  adoption  of  the  new  financial  plan.  This  • 
plan  comprised  the  funding  of  coupons  on  the  income  bonds, 
and  the  formation  of  the  Maryland  Electric  Railways  Com- 
pany. The  funding  of  these  coupons  made  available  the 
income,  above  interest  requirements  on  the  first  mortgage 
bonds,  for  track  reconstruction  and  repair,  improvement  of 
power  houses  and  general  improvements  and  betterments.  In 
addition  to  this  surplus  an  amount  will  be  realized  from  the 
sale  of  property  which  is  no  longer  needed. 

At  the  end  of  the  year  the  holders  of  $13,584,000  income 
bonds,  out  of  a  total  of  $13,940,000  outstanding,  had  accepted 
the  plan  which  provides  for  the  issue  of  5  per  cent  30-year 
coupon  bonds  dated  June  1,  1906,  at  par,  for  the  income 
coupons  from  June  1,  1904,  to  June  1,  1906,  inclusive.  Upon 
these  coupons  and  upon  those  dated  December  1,  1906,  to 
December  1.  1910,  inclusive,  and  also  upon  the  income  bonds, 
there  was  stamped  a  reference  to  an  agreement  whereby  the 
company  is  bound  to  issue  on  the  dates  of  these  coupons  to 
holders  thereof  its  5  per  cent  funding  bonds  or  scrip  at  par. 
As  under  this  funding  agreement  money  is  available  for 
Improvements  only  as  earned,  it  was  deemed  expedient  to 
anticipate  the  company's  income  and  facilitate  improvements 
by  increasing  the  floating  debt  and  retiring  it  at  convenient 
periods. 

In  addition  to  the  betterment  of  the  existing  property 
the  company  needed  new  stations,  car  houses,  equipment. 
extensions,  excursion  resorts  and  other  improvements.  Asso- 
ciated interests  therefore  secured  the  charter  of  the  Mary- 
land Electric  Railway  Company.  The  property  of  this  com- 
pany and  of  l  he  Baltimore  &  Annapolis  Short  Line  were 
acquired  by  the  Maryland  Electric  Railways  Company,  which 
authorized  an  issue  of  $8,000,000  5  per  cent  first  mortgage 
bonds,  the  proceeds  of  which  are  to  be  used  only  for  acquir- 
ing  new   additions    and    new    facilities.     The   entire   property 


"'*i                                                            ELECTRIC    RAILWAY    REVIEW  Vol.  xvn,  No.  17. 

is  leased  to  the  United  company  at  an  annual  rental  equal  to  REPORT    OF    BION    J.    ARNOLD    ON    STREET    RAILWAY 

6   per  cent    upon   the  actual   cost,   and,   beginning  in    1910,   an  PROBLEMS   IN   TORONTO. 

additional  \y2  per  cent  per  annum.    The  United  company  also  

agreed  to  purchase  the  property  at   maturity  of  the  bonds  by  Bion  J-  Arnold  of  Chicago  has  submitted  a  report  to  C.  H. 

paying  an  amount  sufficient  to  retire  them.     The  money  paid  Rust,   city  engineer  of  Toronto,   based  on   a  study  of  street 

as  a  sinking  fund,   including  increment,  is  to  be  applied   to-  railway  conditions  which  was  made  for  the  city  authorities, 

ward  the  purchase  price.     A  special  sinking  fund  is  provided  An    abstract    of    Mr.    Arnold's    report    follows: 

for  purchases  of  rolling  stock,  the  lease  of  which  is  limited  I  have  made  a  study  of  the  street  railway  transportation 

to   10   years.  problem  of  the  city  of  Toronto,  giving  particular  attention  to 

rr.1.                                                 i,                          ^     .,        j   .  'he  following  subjects: 

The  report  discusses  many  other  matters.     On  the  advice  The  ceute,.  of  population   referrea  to  a  north  and  south 

of  expert  accountants  an  account  for  extraordinary  expendi-  line. 

tures  was  opened,  and  there  was  expended  during  the  year  The  future  growth  of  the  population  by  general  observa- 

for  rehabilitation  purposes  $1,436,692.     The  total  amount  paid  'ion  only. 

for   taxes    increased    16    ner   cent  The  lwsslbIe  direction  of  such  future  growth  with  refer- 

ioi    taxes   increased   lb    per   cent.  ence  to  the  present  north  and  south  center  iine  of  population 

The    report    gives    in    detail    the    work    of    improvement.  The  operation  of  the  cars  of  the  Toronto  Railway  Com- 

During  the  year  over  31.6  miles  of  single  track  were  recon-  pany  with  special  reference  to  traffic  during  the  "rush-hour" 

structed.     A  total  of  8.6  miles  of  new  track  was  constructed.  period. 

„,                               „    ..                                              „   ,.         , ,        .  ,  Immediate  remedies  to  applv  to  relieve  congestion. 

The   conversion    of   the   remaining   portion    of   the   old   cable  Immediate  track  extensions. 

system    to    electricity    was    completed.     The    company    now  From   statistics  furnished  me  by  the  assessment  depart- 

operates    394    miles    of    main    track,    of    which    172    miles    of  raent  of  the  city  of  Toronto,  I  find  the  north  and  south  center 

suburban  lines  are  laid  with  T-rails,  and  172  miles  are  laid  line  of  Population  to  be  west  of  Yonge  street,  coinciding  ap- 

...    „  .     ,      .    ,          .,        „,                                    ..  .,             ,  proximately  with  McCaul  street. 

with  9-inch  girder  rails.     The  reconstruction  of  the  car  house  It   seen]s   evjdent  that  the   population  o£  Toromo  snouId 

on   Lignt  street,   near   Heath,   and  the  extension   which   was  gr0w  by  a  steady  annual  substantial  rate  of  increase.     While, 

begun   in   1905   were  completed  during  the  year.  owing  to  the  unusual  activity  that  seems  to  prevail  in  your 

The  Maryland  Electric  Railwavs   has  awarded   contracts  country  at  present,  the   rate  of  increase  may   remain   about 

*„..  11  „  ,  „„»•„       i                  I         1               1  •  i       -.i  v.     1         j  uniform    for   several    years,   or   might   possibly   increase,    sta- 

for  the  erechon  of  one  new  car  house  which  will  be  leased  tistics  show  that  the  average  rate  *f  ^mml  increase  of  popu- 

to  the  United  company.  It  will  also  erect  four  other  car  lation  of  all  cities  is  a  decreasing  one.  and  the  rate  of  popula- 
houses,  one  of  which  will  contain  an  office  and  a  passenger  tion  increase  of  your  city  will,  therefore,  probably  be  a  de- 
station.     The  Marvland  Electric  Railwavs  acquired  Bay  Shore  creasing  rate   of  increase,   particularly   after   the   passing  of 

,    .     ^.   .   ,          ~,  .          ,   ,                       ,     ,          ,          .  .     ..  abnormal  conditions. 

park  m  October.     Tins  park  had  previously  been  leased  to  the  In  makjng  m  examination  of  the  evident  growth  of  your 

Inited  company.  city  jn   the  immediate  past,  and  the  building  activity   to  be 

The  main   figures  of  the   report,   with  comparisons   with  observed  at  present,  it  would  seem  that  the  future  building 

two  preceding  years,  were  as  follows:  m  tbe  city  will  probably  be  more  to  the  north  and  west  than 

1906                lg05                     ,  otherwise,  thus  tending  to  move  the  north  and  south  center 

Gross  earnings  $6,583,102       $6,023,69S        $5,440,942  Iine  of  Population  in  a  westerly  direction,  rather  than  easterly. 

Operating  expenses  and   mainte-  Exhaustive   observations   have   been    made   of   the   traffic 

nance    *4, 200, 942         3,765,292         2,876,539  conditions,  with  particular  attention  to  headway  of  cars  and 

the  congesion  of  cars  upon  the  streets. 

Net  earnings  $2,3S2,160       $2,25S,406       $2,564,403  From    these   observations    it   was   learned    that   car   con- 
Fixed  charges,  taxes,  etc 2,365,587         2,230,066         2,244.579  gestion   in   your  city   is   confined   to   Youge   street,   and   this 

~     77777      ~       :    77      ~  congestion  obtains  to  that  part  of  Yonge  street  between  Front 

oM^ncome°r  >ea1' $      till       *     Till       *     lUli  street  and  Queen   street,  and  in  a  measure  affects  the  cars 

'                    "'           ^_  on  Front  street,  King  street  and  Queen  street,  in  the  vicinity 

Balance    $     21,298       $     31,065       $   330,062  of  Yonge  street,  but,  outside  of  this  Yonge  street  congestion. 

Car-mile   runs    26,035,327       25,431,376       23,397,515  objectional  congestion  is  not  yet  apparent. 

Revenue  passengers  133,785,601      122,31S,438      109,526,908  In  my  judgment  immediate  relief  should  be  furnished  to 

Transfers   53,413,492       49,292,821       43,932.219  Yonge  street  by  the  construction   of   additional  tracks   upon 

some  north  and  south  street  adjacent  to  Yonge  street.     From 

-Includes  $980,000  credited  to  extraordinary  expenditures.  the  fact  that  the  present  north  and  south  center  line  of  popula- 

Operating  expenses  amounted  to  48.93  per  cent  of  gross  tion  is  west  of  Yonge  street,  and  from  the  fact  that  the  future 

earnings,   as   compared   with   47.05   per  cent  in   the   previous  s'"owth  of  th°  °H  seem.s  fto  *a™r  a  westwar<l  m°?r«ne,*t  of 

„,                       .                         .                  „  „„  this  center  line,   the  relief  of  Yonge  street  should   be   by   a 

year.     The  increase  m  gross  earnings  was  9.29  per  cent,  and  street  west  of  Yonge   street,  and  this  without  further  argu- 

the  increase  in  operating  expenses,  after  allowing  for  extraor-  ment   suggests   Bay   street   as   being   the   logical   street   upon 

dinary  expenditures  of  $929,761  in  1905,  was   13.59  per  cent  which    to    build    additional    tracks,    and    this    construction    is 

This  large  advance  was  due  to  increased  car  service,  to  the  recommended.     This  new  track  should  extend  north  of  Queen 

.  .  .  .                      .  street  and  should  reach  as  far  north  as  Bloor  street  in  order 

payment  of  higher  wages   in   every   department,   and  to   the  to  distribute  the  cars  to   the  west  upon   the  east  and   west 

increased  cost  of  materials  and  supplies.     The  frequent  and  lines. 

heavy  rains  in  1906  greatly  interfered  with  excursion  travel  In   niy   judgment,  in   order  to  develop  the  entire  system 

The  report  states:     "It  should  be  borne  in  mind  that  Balti-  |n  such  a  manrLer ™  to,at  a11  times  haTe  ^  greatest  capacity, 

.                            „,,,_.,  I  recommend  that  tracks  be  now  constructed  as  follows:     On 

more  has  a  comparatively  small   floating  population.     Street  Bay  street  from  Pront  to  Queeu   street;    on   Terauley   street 

railways   in   New   York,    Philadelphia,    Washington,    New    Or-  from  Queen  to  College  street,  and  then  through  Queen's  park 

leans    and    some     other    cities     have    an    advantage    in     this  from  College  to  Bloor  street. 

respect;   hence  the  increase  in  gross  earnings  of  the  system  ,  lt  would  see™  to  me'  after  astud>'  o£  p°p"latiou, '^'  Wards' 
,                 ,    ,  and  an  examination  of  the  existing  lines,  that  ward  five  Elai- 
ne   De  regarded   as   permanent.  require  in  the  immediate  future  an  additional  north  and  south 

line,  possibly  in  the  vicinity  of  Claremont,  Clinton  and  Christie 

It  is  announced  that  the  Indiana  Union  Traction  Com-  streets, 
pany  and  the  Ft.  WTayne  &  Wabash  Valley  Traction  Company  I  understand  that  the  Toronto  Railway  Company  is  re- 
have  made  arrangements  with,  and  will  undertake  to  trans-  guesting  the  right  to  construct  connecting  tracks  at  several 
.  ,,  '  _  points  in  the  downtown  district.  These  tracks  are  asked  for 
port  the  visitors  to  the  annual  G.  A.  R.  encampment  at  bv  the  COmpanv  to  facilitate  the  handling  of  cars  during  the 
Ft.  Wayne  on  May  21-23  at  a  rate  of  $3.00  for  the  round  trip  rush  hours  and  to  make  the  system  more  flexible.  I  do  not  see 
from  Indianapolis.  A  rate  of  one  cent  a  mile  has  hereto-  aQy  serious  objection  to  the  granting  of  these  requests.  In 
fore  been  granted  the  old  soldiers  bv  the  steam  lines,  but  my  judgment  the  people  should  be  willing  to  grant  any  reason- 
,..,..  ^  .  •  '  able  concessions  to  the  company  the  acquirement  of  which 
they  declined  to  do  so  this  year  because  of  the  2-cent  law  will  tend  to  facilitate  the  handling  of  the  cars  in  a  manner 
recently  passed  by  the  legislature.  to  benefit  the  public.     The  necessity  for  and  the  objections 

against  these  last  named   extensions   should  be   apparent  to 

The   new   anti-pass   law    passed   by   the   Iowa   legislature  those  in   daily   contact  with   the  actual   conditions   upon  the 

goes  into  effect  on  July  4  and  applies  to  electric  as  well  as  ground,  but  were  the  decision   left  to  me  I  should  authorize 

steam  railroads.  their  construction. 


April  27,   1907 


ELECTRIC    RAILWAY    REVIEW 


.147 


THE    PITTSBURG   &    BUTLER   STREET    RAILWAY. 


II.   C!    REAGAN,    KI.ElTKIc  AI.   ENGINEER. 


The  Pittsburg  &  Butler  Street  Railway,  as  its  name  im- 
plies, connects  the  cities  of  Pittsburg  and  Butler.  It  traverses 
a  territory  which  contains  valuable  oil  and  mineral  resources 
and  is  well  populated.  Between  Pittsburg,  one  terminal,  and 
Butler,  the  county  seat  of  Butler  county,  in  the  oil  district 
of  western  Pennsylvania,  the  road  passes  through  attractive 
suburbs  of  Pittsburg  and  important  oil  and  coal  centers.  The 
line  was  designed  to  provide  safe  and  speedy  service  between 
the  two  terminal  cities. 

The  Pittsburg  &  Butler  railway  will  connect  at  Etna,  a 
suburb  of  Allgheny,  with  the  Pittsburg  Railways  Company 
lines.  The  route  is  shown  on  the  accompanying  map.  The 
road  extends  northward  from  Etna,  going  through  Glenshaw, 
Gibsonia.  Bakerstown.  Valencia.  Mars.  Renfrew,  McCalmont 
and  Lyndora  on  the  way  to  Butler.     The  Butler  terminal  is  at 


stone  ballast  the  entire  length  of  the  line.  The  gauge  of 
the  tracks,  5  feet  2y2  inches,  was  adopted  to  conform  with 
that  of  the  Pittsburg  Railways  Company,  as  the  cars  of 
the  Pittsburg  &  Butler  will  use  the  Pittsburg  Railways 
Company  tracks  in  entering  Pittsburg.  Thirty-three-foot 
A.  S.  C.  E.  section  steel  rails,  weighing  75  pounds  per 
yard,  are  used.  They  are  joined  together  mechanically  bj 
4-bolt  fishplates,  and  electrically  by  M.  E.  concealed  bonds 
The  cross  bonds  which  are  used  at  intervals  between  the 
tracks  and  the  special  bonds  at  switches  are  of  No.  0000 
copper.  Guard  rails  are  used  on  all  curves  greater  than  9 
degrees.  These  guard  rails  are  raised  seven-eighths  inch 
above  the  running  rails  by  means  of  rail  blocks  which  are 
inserted  under  the  rail  on  every  third  tie.  Between  the  guard 
rail  and  the  main  rail  is  an  irregular  shaped  casting  three 
inches   long.     This  was  designed  by  Mr.   Layton. 

Bridges. 
In   the  bridge  construction  concrete  and  steel  were   used 


Pittsburg   &    Butler   Street    Railway — Bridge   over   Thorn   Creek. 


Alain  street  and  connection  is  made  with  the  Butler  Passen- 
ger Railway. 

In  planning  the  route  for  the  road  it  was  the  desire  of 
f'harles  Gibson,  the  general  manager,  and  Hudson  F.  Layton, 
the  chief  engineer,  to  follow  the  most  direct  line  possible 
between  the  two  terminal  cities,  and  yet  to  keep  close  to 
the  centers  of  population.  In  carrying  out  this  plan  many 
obstacles  were  met,  as  the  country  through  which  the  road 
passes  is  generally  mountainous  and  presents  varied  and 
'■usily  engineering  problems.  On  the  line  as  constructed  the 
grades  are  reduced  to  the  minimum,  permitting  high  speed 
and  economical  operation,  and  the  curves  are  of  long  radius. 

The  roadway  was  constructed  in  accordance  with  stand- 
ard steam  road  practice.  All  dirt,  fills  are  made  around 
trestle  bents,  insuring  a  solid  foundation  and  a  minimum 
amount  of  shrinkage  in  the  roadway.  The  ties,  7  by  8  inches 
by  8  feet,  are  spaced   24   inches  on   centers   and  are  laid  on 


throughout.  The  principal  steel  bridge  was  built  over  the 
Baltimore  &  Ohio  Railroad  at  Bryant.  A  feature  of  this 
bridge  which  is  of  interest  is  the  economical  abutment  con- 
st ruction.  Another  important  bridge,  which  is  shown  in  one 
of  the  accompanying  illustrations,  was  constructed  over  Thorn 
creek,  near  Renfrew.  This  bridge  is  S00  feet  long  and  the 
highest  point  above  the  water  is  85  feet,  while  the  main  span 
between  towers  is  118  feet  long.  The  piers  and  abutments 
are  of  concrete  construction.  Sawed  oak  ties  are  used  and 
guard  rails  are  provided  on  the  sides  and  in  the  middle  of 
the  track.  On  the  viaduct  which  was  constructed  where 
the  road  enters  Butler  concrete  was  used  for  the  piers  and 
abutments.  Straight  through  girders  were  used  over  the 
streets.  This  viaduct  contains  one  girder  115  feet  long  with 
a  depth  of  9  feet.  Another  girder  is  GO  feet  long  with  a  depth 
of  5  feet.  The  towers  are  well  braced  with  lateral  and 
diagonal  braces.     All  of  the  bridges  on  the  line  were  designed 


548 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  17. 


to  support  a  standard  steain  railway  train.  The  bridges 
were  designed  by  J.  H.  Liarrett.  bridge  engineer,  under  the 
direction  of  Mr.  Lay  ton. 

Power  Plant. 
The  power  plant  is  located  in  Renfrew,  about  seven  miles 
from  Butler,  and  at  the  junction  of  Conoquenessing  and  Thorn 
creeks.     This   point   was   selected   on   account   of  the   volume 


and  of  the  turbine  room  51  feet  5  inches.  The  foundations 
of  the  building  are  concrete  with  an  average  thickness  of  24 
inches,  and  with  the  footing  course  varying  from  3  to  6  feet 
at  the  pilasters.  A  point  which  was  carefully  considered  in 
designing  the  boiler  room  was  the  provision  of  sufficient  room 
over  the  boilers  to  facilitate  the  repairing  of  valves  and  the 
repacking    of    valve    glands,    pipe    joints,    etc.,    which    occa- 


Pittsburg    &    Butler    Street    Railway — Showing    Concrete    Abutment 
of   Thorn    Creek    Bridge. 


Pittsburg    &     Butler    Street    Railway — Showing     Bridge    at     Bryant 
Under    Construction. 


of  water  available  for  condensing  purposes.  The  plant  is 
on  the  line  of  the  Baltimore  &  Ohio  Railroad  and  on  a  siding 
of  the  Bessemer  &  Lake  Erie  Railroad,  providing  good  trans- 
portation facilities  for  coal.  The  power  house  is  105  feet  10 
inches  by  98  feet  7  inches. 

The   building   is    divided   into   boiler   and   turbine   rooms. 


sionally  becomes .  necessary  and  is  many  times  neglected 
because  of  the  difficulty  of  working  in  the  cramped  space 
above  the  boilers,  where  the  heat  may  be  intense.  The  ashes 
are  removed  from  under  the  boilers  by  means  of  an  ash  car, 
which  is  run  on  a  track  in  a  concrete  tunnel  built  under  the 
firing  floor  from  a  point  immediately  in  front  of  the  fireboxes 


Pittsburg    &    Butler    Street    Railway — Private    Car    and    Standard    Equipment. 


A  monitor  ventilator,  extending  over  each  section  of  the 
building,  provides  ample  ventilation.  The  building  is  well 
lighted.  The  doors  of  the  power  house  are  of  the  Wilson 
roller  steel  pattern.  The  frame  of  the  roof  is  of  steel  and 
the  roof  is  shingled  with  Bangor  slate. 

The  interior  width  of  the  boiler  room  is  48  feet  5  inches 


to  a  hydraulic  lift,  which  raises  the  loaded  car  to  the  boiler 
room  level,  whence  it  can  easily  be  run  to  the  ash  dump. 
The  boiler  room  equipment  consists  of  four  Babcock  &  Wil- 
cox boilers,  which  are  arranged  into  two  batteries.  The 
boilers  are  rated  at  350  horsepower  each.  They  are  of  the 
double-deck    type    and    have    4-inch    tubes    and    superheaters 


April  27.  1907 


ELECTRIC    RAILWAY    REVIEW 


549 


capable  of  superheating  the  steam  to  125  degrees  F.  A 
Ford  damper  regulator  and  water  regulator  is  fitted  for  each 
boiler,  and,  while  the  boilers  are  fired  by  hand  at  present,  they 
have  been  arranged  so  that  stokers  can  be  installed  in  the 
future.  The  blow-off  valves  are  arranged  with  one  plug 
cock  and  a  standard  B.  &  \V.  valve,  the  plug  cock  being 
next  to  the  boiler,  so  that  the  blowing  is  always  done  bv  the 


Pittsburg     &     Butler    Street     Railway — Viaduct    on     Line     Entering 

Butler. 

first  valve.  This  insures  a  tight  valve  in  the  plug  cock,  as  it 
is  not  subjected  to  wear.  The  boilers  are  connected  to  the 
feed  pumps  by  duplicate  feed  water  pipes  in  such  a  way  that 
if  one  of  the  pipes  should  break  the  other  can  supply  the 
water  to  the  boilers.  In  one  of  tfee  lines  there  has  been 
installed  a  Worthington  duplex  piston  type  hot  water  meter. 
The  stack  is  of  brick,  125  feet  high  and  stands  on  a  solid 
concrete  base  16  feet  in  diameter  and  16  feet  deep.  The 
diameter  of  the  stack  base  above  ground   is  14   feet  with   an 


and  for  superheated  steam.  The  superheated  steam  lines 
connect  the  boilers  with  the  turbines.  The  saturated  steam 
lines  connect  the  auxiliaries  and  condensing  engine  pumps 
and  dry  vacuum  pump  to  the  steam  drums  of  the  boilers. 

The  superheated  steam  lines  are  of  heavy  steel  piping 
and  are  fitted  with  screw- 
flanges.  At  the  rear  of  the 
boilers  and  suspended  on 
brackets  are  two  header 
lines,  one  10  inches  in  diam- 
eter, which  is  used  for  su- 
perheated steam,  and  the 
other  6  inches  in  diameter, 
which  is  used  for  saturated 
steam.  The      superheated 

steam  passes  from  the  boil- 
ers to  the  header  through  a 
6-inch  line,  which  rises  ver- 
tically from  the  superheated 
pipes  to  an  automatic  stop 
and  check  valve,  thence 
runs  by  easy  curves  to  the 
header.  There  are  four  of 
these  pipes.  Expansion  and 
contraction  of  the  steam 
piping  is  taken  up  by  long 
radius  bends  and  the  pipe 
lines  are  carried  on  lower 
bearings  to  permit  free  ex- 
pansion without  causing  un- 
due   strains    on    the    piping,,...  .  -  _  „      ...      ."*_  ., 

f  t-     a  Pittsburg  &    Butler   Street   Railway 

The  exhaust  pipes  to  the  at-  — Map  of  Route, 

mosphere    from    the    turbine 

are  connected  with  a  30-inch  exhaust  line  and  the  branches 
from  each  turbine  are  IS  inches  in  diameter  and  are  fitted 
with  check  valves.  The  main  exhaust  pipe  is  fitted  with  a 
30-inch  atmospheric  relief  valve.  The  piping  is  extra  heavy. 
The  valves   used   are  of   Chapman  manufacture. 

One  2,000-horsepower  Bonar  vertical  open  heater  has 
been  installed  in  the  boiler  room  near  the  pumps.  The  ex- 
haust steam  from  the  auxiliaries  passes  into  this  heater,  as 
does  also  the  steam   from   the  turbines   when  operated   non- 


Hi 

* 

L_&i;jMiiflii_ii 

5*<3    ^S                         *"■  "«<      Vh^Ji 

Pittsburg   &   Butler   Street   Railway— Turbine   Room. 


Pittsburg   &    Butler   Street   Railway — Power   House   at   Renfrew.   Pa. 


inside  diameter  of  10  feet  6  inches  and  a  flue  opening  9  feet 
6  inches.  The  wall  at  the  top  of  the  base  is  24  inches 
thick,  and  the  stack  has  a  thickness  of  8  inches  at  the  point 
where  it  corbells  out  for  the  top.  The  top  is  surmounted  by 
a  cast-iron  cap  and  a  two-piece  lightning  rod,  which  is  con- 
nected by  a  copper  rod  to  a  large  ground  plate. 

The  piping  system  consists  of  separate  lines  for  saturated 


condensing.  The  piping  is  so  arranged  that  the  steam  can 
be  by-passed  around  the  heater  when  it  is  necessary  to 
clean  or  repair  the  heater. 

There  are  two  Carpenter  service  pumps,  7V6  and  8%  by 
10  inches,  installed  in  the  condenser  room.  These  supply 
water  to  the  heater  or  to  the  storage  tank  and  take  their 
supply  either  from  the  discharge  tunnel  of  the  condenser  or 


550 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  Xo.  17. 


from  the  Intake  tunnel.  These  pumps  also  furnish  the  gland 
water  for  the  turbines  and  the  jacket  water  for  the  dry 
vacuum  pumps.  The  boilers  are  fed  by  two  Epping-Carpenter 
duplex  outside  packed  plunger  pumps.  12  and  7  by  12  inches. 
ICach  of  the  feed  pumps  is  of  sufficient  capacity  to  supply  the 
boilers  and  discharge  into  a  duplicate  feed  system,  which 
eliminates  the  possibility  of  a  shut-down  in  case  of  accident 
to  the  piping  or  pumps.  The  pumps  are  all  equipped  with 
Ford  regulators. 

The  water  for  condensing  and  for  boiler  feed  purposes  is 
taken  from  the  two  creeks  that  join  at  the  power  house.  A 
concrete  dam  was  erected  below  the  junction  of  the  two 
streams,  having  a  weir  and  sluice  valve  in  the  breast.  The 
water  enters  an  intake  above  the  breast,  which  is  designed 
as  a  settling  basin.  This  intake  is  square  and  the  stream 
side  is  constructed  with  3-inch  tile  placed  in  the  concrete 
walls,  a  movable  screen  being  over  the  face  of  the  tile.  This 
basin  is  filled  with  coke,  which  thoroughly  filters  all  the  water 
before  it  enters  the  mouth  of  the  tunnel  leading  to  the  con- 
denser. The  tunnel  is  made  of  concrete  and  extends  from 
the  well  to  the  power  house,  thence  under  the  condenser  room 
floor  to  the  pumps.  There  is  also  a  discharge  tunnel  running 
the  length  of  the  building,  and  extending  down  to  the  lower 


to  a  750-kilowatt  3-phase  generator  of  the  standard  West 
inghouse  turbo  type,  with  a  35-kilowatt  exciter  mounted  on 
the  same  shaft. 

The  foundations  for  the  turbines  are  built  up  in  the  form 
of  piers  with  intervening  arches.  These  piers  form  a  double 
row  for  each  side  of  the  bed  plate,  the  center  being  open 
around   the   foundations.     Resting  on   the   foundations   is   the 


Pittsburg    &    Butler    Street    Railway — Boiler    Room. 

frame  of  the  turbine,  which  extends  to  the  floor  level.  The 
construction  of  the  foundations  in  this  manner  enables  em- 
ployes to  pass  from  one  end  of  the  condenser  room  to  the 
other  without  going  around  the  end  of  the  foundations,  and 
also  permits  the  condensing  apparatus  to  be  seen  from  any 
point  in  the  condenser  room  and  from  the  engine  room  floor 
The  main  steam  pipe  to  the  turbines  is  provided  with  a 
thermometer  so  that  the  exact  degree  of  superheat  can  be 
ascertained  instantly,  and  thermometers  are  also  fitted  to  the 
bearings  and  oil  pipes  so  that  the  operator  can  tell  at  a 
glance  whether  the  bearings  are  running  warm  or  if  the  oil 
is  not  being  cooled. 

The  generators  are  wound  so  that  either  3,300  or  6,600 
volt  current,  single  or  3-phase.  can  be  generated.  The  re- 
volving field  of  the  generators  is  of  the  two-pole  type,  and  the 
field  winding  is  laid  in  slots  and  retained  by  non-magnetic 
wedges.     The  generators  are  entirely  inclosed  and  are  venti- 


Pittsburg    &    Butler    Street    Railway — Interior    View    of    Rotary 
Substation. 

side  of  the  dam,   w7here  two  30-inch   gate  valves  control   the 
discharge. 

The  condensers,  which  are  of  the  jet  suction  type,  were 
made  by  the  Alberger  Condenser  Company.  The  condensers 
are  served  by  a  volute  centrifugal  pump,  driven  by  a  6% 
by  8  inch  Westinghouse  junior  engine,  direct  connected  by 
means  of  a  flexible  coupling.  The  use  of  the  pump  makes  it 
possible  to  place  the  condenser  below  the  turbine  and  thus 
avoid  extending  the  exhaust  pipes  above  the  engine  room 
floor.  The  exhaust  pipe  connection  from  the  turbine  to  the 
condenser  is  by  means  of  a  30-inch  ell.  The  condensers  are 
served  by  two  stage  rotative  dry  vacuum  pumps,  one  for 
each  unit,  and  with  condensing  water  at  a  temperature  of  70 
degrees  F.  They  are  capable  of  maintaining  a  vacuum  of  28 
inches  of  mercury.  The  dry  vacuum  pumps  are  fitted  with 
rotary  valves  with  flash  ports,  and  the  cylinder  heads  and 
barrels  are  water  cooled.  The  pumps  are  8  by  16  by  16  by  12 
inches.  The  condensers  have  each  a  capacity  of  15,000 
pounds  of  steam  per  hour.  All  piping  except  the  steam  and 
air  discharge  line  is  located  below  the  turbine  room  floor. 
Turbines,   Generators  and   Transformers. 

The  generating  units  consist  of  two  Westinghouse  Par- 
sons 750-kilowatt  turbo-generators,  designed  to  operate  at 
1,500  revolutions  per  minute,  with  steam  at  160  pounds  pres- 
sure and  100  degrees  superheat,     The  turbines  are  connected 


Pittsburg    &    Butler    Street    Railway — View    of    Rotary    Substation. 

lated  by  ducts  suspended  under  the  turbine  room  floor.  The 
intakes  to  the  air  ducts  are  provided  with  screens  to  prevent 
foreign  material  from  entering  the  generators.  The  wind- 
ings of  the  generators  can  be  easily  inspected  by  removing 
the  end  bells. 

The  Bonar  continuous  oiling  system  has  been  installed  in 


April  27,  1907. 


ELECTRIC    RAILWAY    REVIEW 


551 


connection  with  the  turbine  oiling  system.  The  apparatus  is 
located  in  the  condenser  room  and  is  composed  of  two  filters 
and  one  oil  tank  and  a  steam  pump  for  raising  the  oil  to 
the  storage  reservoir  on  the  gallery  in  the  turbine  room.  The 
storage  tank  is  also  connected  to  the  oil  tanks  of  the  turbines. 
When  it  is  desired  to  change  the  oil  of  the  turbines  the  valve 
is  opened  to  the  filters  and  the  oil  (lows  into  them  by  gravity. 


Pittsburg    &     Butler    Street    Railway — Transmission     Lines. 

When  the  oil  is  all  out  the  valve  is  closed  and  the  valve  to 
the  storage  tank  is  opened. 

The  gauge  board  has  mounted  on  it  one  pressure  gauge, 
one  pyrometer,  two  vacuum  gauges  and  one  recording  steam 
pressure  gauge,  draft  gauge  and  mercury  column  for  checking 
the  vacuum  gauge. 

The  transformers  are  located  in  a  room  provided  at  the 
north  end  of  the  building.  This  room,  which  is  40  feet  6 
inches  long  by  16  feet  wide  and  12  feet  6  inches  high,  is  suffi- 
ciently large  for  six  500-kilowatt  oil  cooled  transformers,  of 
which  four  are  now  installed.  A  feature  worthy  of  attention 
is  the  mounting  of  all  the  transformers  on  wheels.  This 
arrangement  permits  the  ready  removal  of  any  transformer 
in  case  of  accident  and  the  substitution  of  a  new  one  in  its 
place.  The  roof  of  this  room  forms  the  gallery  upon  which 
are  mounted  the  stick  type  circuit-breakers,  barriers,  choke 
coils  and  lightning  arresters.     The  transformers  as  at  present 


Pittsburg   &    Butler   Street    Railway — Switchboard    in    Power    House. 

installed  are  connected  two  in  delta   tor  the  3-phase  line  '" 
•r,    which    operates    th<       o    I        converter.     Two    trans- 
formers are  connected  in  multiple  tor  the  single-phase  nans- 
mission    between    Butler    and    Pittsburg.     The    low    ten 
windings  take  current    from   the   bus   bars  at    a   pressure  of 


1  volts  and  step  it  up  to  22,000  volts.  The  outgoing  lines 
pass  upward  and  through  the  concrete  roof  through  the  trans- 
former room  to  the  rack  and  circuit-breakers,  and  from  there 
through  10-inch  tile  to  the  exterior  lines. 

Transmission   Lines. 

Outside  of  the  terminal  cities  the  road  is  to  be  operated 
by  single-phase  alternating  current,  with  a  line  pressure  of 
either  3,300  or  6,600  volts.  Within  the  corporate  limits  of 
Pittsburg  and  Butler  direct  current  will  be  used. 

There  are  two  transmission  lines  leading  from  the  power 
house  at  Renfrew.  One  of  these  is  composed  of  No.  4  wire 
and  is  to  be  used  in  transmitting  single-phase  current  to 
Bryant  at  22,000  volts  pressure.  The  other  line  extends 
3-phase  from  the  power  house  to  the  substation  at  Butler, 
which  supplies  current  for  operating  cars  within  the  city 
limits. 

The  trolley  line  is  of  the  Westinghouse  type  of  catenary 
cable  construction.  No.  000  grooved  trolley  wire  is  used,  and 
is  suspended  on  a  7-16  inch  steel  messenger  cable  by  clip 
hangers,  spaced  10  feet  apart.  The  catenary  cable  is  sup- 
ported by  insulators  on  the  bracket  arms.  On  curves  the 
trolley  wire  is  held  in  line  by  strain  arms,  which  are  carried 
on  large  corrugated  insulators.     The  cross-arms  used  are  of 


Pittsburg    &    Butler    Street    Railway — Circuit- Breakers    and    Light- 
ning    Arresters. 

oak  and  are  3  feet  10  inches  long.  The  pole  line  is  of  rigid 
construction.  The  poles,  which  are  of  native  grown  chestnut, 
are  35  feet  in  height,  and  have  minimum  8-inch  tops.  The 
poles  are  spaced  generally  100  feet  apart  except  on  curves, 
where  the  spacing  is  50  feet.     Each  pole  is  guy  anchored. 

The  trolley  is  divided  into  three  sections  by  line  breakers, 
which  break  the  catenary  cable  as  well  as  the  trolley  circuit. 
One  of  these  section  breakers  is  placed  at  the  power  house 
and  one  at  each  of  the  two  static  substations.  The  ends  of 
the  trolley  wire  are  connected  to  disconnecting  switches  in 
ill.'   power  plant   and  substations,  so  that   either  seevton   may 

i,,'  cm  il  trouble  occurs,  or  the  substations  may  be  cut  out 

and  the  current  passed  directly  from  one  section  of  the  trolley 
wire  to  the  other.  The  trolley  wire  is  carried  over  bridges 
on  span  wire  construction,  the  span  wires  being  sup- 
ported  by  steel  poles.  These  poles  are  fitted  with  cross- 
arms,  which  carry  the  high  tension  lines.  The  insulator 
used  lor  the  high  tension  lines  is  of  the  Knowles  Xo.  9373 
pen,  lain  triple  petticoat  type,  and  is  carried  on  an  iron  pin 
set  in  cement.  The  diameter  of  the  insulator  is  8%  lm 
and  i  he  height  above  the  cross-arm  is  15  inches.  The  insu 
iaced  on  the  arm  36  inches,  center  to  cent  r,  am! 
-I  to  withstand  76,000  volts.  Where  the  ::-phase  line 
is    used,    i be    top    insulator    is   carried   on   a   galvanized    iron 


552 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  17. 


saddle,  which  spans  the  top  of  the  pole  and  is  fastened  to  it 
by  lag  screws. 

Switchboard  and  Wiring. 

The  switchboard  is  composed  of  seven  panels  of  blue 
Vermont  marble,  six  panels  being  mounted  and  one  being  left 
blank  for  the  future  generator  installation.  All  panels  have 
the  instrument  lights  at  the  top  of  the  board.  All  instru- 
ments are  finished  in  black.  The  swing  bracket  at  the  top 
has  mounted  on  it  two  4,500-volt  meters,  one  for  each  gen- 
erator, and  one  synchroscope. 

The  wiring  from  the  generators  to  the  switchboard  is 
suspended  from  the  under  side  of  the  turbine  floor  on  racks 
and  insulators  and  passes  up  through  the  floor  at  a  point 
back  of  the  switchboard.     The  cables  are  lead  covered  and 


breakers.     The  bus  lines  and  choke  coils  and  lightning  arrest- 
ers are  located  back  of  the  framing. 

The  two  static  stations,  used  to  furnish  current  to  the 
single-phase  trolley  line  between  Butler  and  Etna,  are  located 
at  Mars  and  at  Bryant,  about  11  miles  apart.  A  line  from 
the  power  plant  supplies  current  directly  from  the  generators 
to  the  trolley  at  3,300  volts.  In  each  station  is  installed  one 
500-kilowatt  oil-cooled  static  transformer  of  the  shell  type. 
These  transformers  receive  current  at  22,000  volts  and  step  it 
down  to  3,300  volts,  at  which  it  passes  out  to  the  trolley  line. 
Each  station  is  provided  with  the  usual  stick  type  circuit- 
breakers  and  barriers  with  choke  coils  and  lightning  arresters. 
The  line  from  the  low-tension  side  of  the  transformer  to  the 
trolley   is    provided   with   a   type   "F"    double-pole   oil   circuit- 


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Pittsburg    &    Butler    Street    Railway. — Diagram    of    Car    Wiring. 


pass  through  camp  tile  under  the  transformer  room  to  the 
outlet  in  front  of  the  transformers.  The  high-tension  bus  lines 
are  located  above  the  transformers  in  the  transformer  room. 
The  single-phase  transformers  can  be  disconnected  from  each 
other  at  the  bus  by  disconnecting  switches.  The  single-phase 
current  is  taken  from  the  middle  and  outside  phase  at  the 
bus  bars  on  the  back  of  the  board. 

Substations. 
There  are  one  rotary  substation  and  two  static  substa- 
tions. The  rotary  substation  is  used  to  supply  current  to  the 
Butler  City  Passenger  Railway  Company,  and  contains  at 
present  one  500-kilowatt,  550-volt  rotary  converter  and  three 
200-kilowatt  oil-cooled  transformers,  which  supply  current  to 
the  rotary.  These  receive  current  at  22,000  volts  from  the 
power  station.  The  high-tension  circuit-breakers  are  mounted 
on  the  framing  directly  over  the  transformers.  Upon  this 
framing  are  also  mounted  the  barriers  between  the  circuit- 


breaker  switch.  There  is  a  choke  coil  and  lightning  arrester 
on  the  outgoing  trolley  circuit.  The  ground  return  from  the 
rail  to  the  switch  enters  the  station  through  a  tile.  The  Mars 
station,  which  is  half  way  between  the  power  plant  and  the 
station  at  Bryant,  is  provided  with  circuit-breakers  in  the 
high-tension  transmission  line  which  passes  through  the  sta- 
tion, so  that  the  section  beyond  Mars  can  be  cut  out  in  case  of 
trouble.  The  general  style  of  these  stations,  which  are  built 
of  brick,  is  shown  herewith. 

Car  Equipment. 
The  cars  for  the  road  were  manufactured  by  the  Niles 
Car  &  Manufacturing  Company,  Niles,  O.  The  cars  are  51 
feet  3  inches  long,  over  all,  8  feet  1%  inches  wide,  and  9  feet 
5  inches  high.  The  lumber  used  in  the  construction  of  the  car 
bodies  was  well  seasoned.  The  sills  and  bottom  framing 
were  made  strong,  so  as  to  carry  safely  the  heavy  equipment. 
The  outside  sills  are  composed  of  yellow  pine  timbers,  4%  by 


April  27,  1907. 


ELECTRIC    RAILWAY    REVIEW 


553 


734  inches.  The  two  center  sills  are  composed  of  6-inch  I- 
beams  and  yellow  pine  fillers.     The  end  sills  are  oak. 

The  windows  of  the  cars  are  of  the  Pullman  style,  with 
the  upper  sash  made  stationary.  The  main  compartments 
of  the  cars  are  provided  with  15  reversible  seats  and  four  end 
seats,  all  of  which  are  upholstered  in  mohair  plush.  The 
smoking  compartments  contain  four  reversible  and  four  end 
seats.     These  are  upholstered  in  leather. 

The  interiors  of  the  passenger  cars  are  finished  in  ma- 
hogany. The  ceilings  are  of  the  full  empire  type  and  are 
painted  a  light  green.  The  cars  are  heated  by  the  Peter 
Smith  hot-water  heating  system.  Each  car  is  equipped  with 
two  trolley  poles  and  a  pantagraph  current  collector,  the  latter 
being  used  for  alternating-current  operation. 

The   trucks    were    built    by   the    Standard    Motor    Truck 


jSO 


v 


Pittsburg   &    Butler   Street    Railway — Section   of    Rotary   Substation. 

Company.  They  are  solid  forged  from  low-carbon,  open-hearth 
steel  and  are  designed  to  carry  a  load  of  64,000  pounds  at 
the  king  pin.  They  weigh  17,200  pounds  and  have  a  wheel 
base  of  6  feet  8  inches.  Rolled  steel  wheels,  36  inches  in 
diameter,  and  forged  steel  axles,  6  inches  in  diameter,  are 
used.  The  brake  rigging  is  suspended  from  the  equalizing 
bars.  Peacock  hand  brakes  and  Westinghouse  air  bral 
are  used  on  the  cars. 

The  cars  are  equipped  with  the  Westinghouse  alternating- 
current  and  direct-current  multiple-unit  electro-pneumatic  con- 
trol. Each  truck  has  mounted  on  it  two  No.  132  100-horse- 
power  alternating-current  ;md  direct-current  motors.  The  gen- 
eral scheme  of  wiring  ol  the  ears  is  shown  in  the  aceomi> 
ing  diagram. 

The  electrical  mechanism  installed  under  the  car  body  is 
one  200-kilowatt  air-cooled  auto-transformer,  two  sets  of  unit 


switches,  one  for  the  alternating-current  and  one  for  the 
direct-current  control,  the  grid  resistance,  one  combined  alter- 
nating-current circuit-breaker  and  limit  switch  with  pneumatic 
reset,  which  is  operated  from  the  platform,  one  reciprocating- 
type  reverser  switch,  one  commutating  switch,  for  changing 
over  from  direct  current  to  alternating  current,  one  emergency 
change  switch  by  which  current  can  be  taken  for  the  alternat- 
ing-current operation  by  trolley  wheel  to  operate  the  car  in 
case  the  pantagraph  becomes  disabled.  When  in  the  normal 
position  the  switch  is  set  to  use  current  in  the  direct-current 
operation.     There  is  one  relay-light  switch,  which  changes  the 


Pittsburg    &     Butler    Street     Railway— Track    and     Roadbed 
Construction. 


lights  from  direct  current  to  alternating  current  when  the 
car  passes  from  one  to  the  other.  The  auto-transformer  is 
kept  cool  by  a  small  motor-driven  fan  placed  in  one  end  of 
the  transformer  casing.  The  air  is  taken  from  openings  in 
the  cable  duct  and  driven  through  the  transformer  coils  and 
out  at  the  other  end.     This  motor  is  constantly  in  circuit. 

The  wiring  for  the  pneumatic  control  is  all  in  loricated 
conduit  with  junction  boxes  for  distribution  to  the  various 
points  of  connection.  The  main  cables  are  also  carried  in  a 
cable  duct  provided  in  the  center  of  the  car  floor  by  the  car 
builders.  All  cables  to  and  from  the  reverser  to  the  motors 
are  carried  in  cable  ducts.  There  are  two  trolley  leads  from 
the  emergency  switch,  one  alternating-current  and  one 
direct-current.  The  alternating-current  lead  passes  from  the 
pantagraph  in  the  center  of  the  car  in  loricated  pipe  and  is 
connected  to  an  oil  circuit-breaker.  The  two  trolley  circuits 
for  direct-current  operation  merge  into  one  lead,  which  passes 
down  at  the  corner  post  of  the  car  to  the  emergency  switch, 
a  fuse  being  provided  in  this  circuit  to  take  care  of  the  over- 


- 
Pittsburg   &    Butler   Street    Railway — Plan   of    Power   House. 

load  or  short  circuits.  The  air  pump  change-over  switch  is 
placed  on  the  platform,  so  that  the  change  from  one  system 
to  the  other  can  be  made  without  getting  off  the  car.  The 
air  pump  motor  is  of  the  alternating-current  and  direct-current 
compensated  type.  When  operating  by  direct  current  the 
fields  are  all  in  series  and  when  operating  by  alternating  cur- 
rent the  fields  are  in  multiple. 

Motor  Operation. 
When  using  direct  current  the  motors  1,  2,  3,  4  are  In 
series,  with   all  resistance   in  on   the  first   point  of  the  con- 


55 1 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  17. 


troller.  The  resistance  is  graduall]  cut  out  on  points  2,  :'.  and 
4.  and  on  point  5  all  resistance  is  cut  out.  The  current  passes 
through  the  entire  winding  of  motors  1  and  2  to  the  reverser, 
then  through  the  armatures  and  the  compensated  field  winding 
of  motors  1  and  l'.  then  through  the  reverser  to  the  ground 
The  current  lakes  a  similar  course  in  passing  through  motors 
numbers  3  and  4. 

When  operating  on  alternating  current  the  motors  are 
operated  two  in  series,  forming  a  unit,  and  the  two  units  are 
operated  in  parallel.  .Motors  2  and  4  have  ground  connec- 
tions. The  auto-transformer  has  three  taps  brought  out  to 
the  unit  switches.  When  starting,  the  lowest  voltage  tap  is 
put  in  circuit  by  the  unit  switch,  and  each  successive  point 
in  the  master  control  increases  the  voltage.  Before  passing 
from  one  tap  to  the  other  a  reactive  resistance  is  put  in  series 
with  the  circuit,  the  resistance  being  a  part  of  the  grid  resist- 
ance used  in  the  direct-current  control.  The  number  of  steps 
on  the  master  controller  is  the  same  for  both  currents,  the 
fifth  point  being  the  maximum  speed  position.  It  will  be 
seen  that  with  these  motors  the  reversing  is  done  in  the  field 
winding  instead  of  in  the  armature,  as  is  usual  in  direct-cur- 
rent practice. 

The  Pittsburg  &  Butler  Street  Railway  Company  was 
promoted  by  Charles  Gibson.  Jr.,  of  Pittsburg,  and  was  financed 
by  the  Pittsburg  Trust  Company,  which  is  now  operating  the 
property.  The  road  was  designed,  located  and  constructed 
by  Hudson  F.  Layton  of  Pittsburg  as  chief  engineer,  who, 
since  turning  the  finished  road  over  to  the  operating  depart- 
ment, has  been  retained  as  consulting  engineer.  Mr.  Gibson 
acted  as  general  manager  during  the  construction  period  and 
since  has  been  retained  as  vice-president  and  a  director.  Mr. 
Gibson  and  Mr.  Layton  are  well  known  in  railroad  circles 
as  designers  and  constructors.  The  future  extensions  of  this 
road  will  give  one  of  the  longest  electric  lines  in  the  country, 
forming,  according  to  plans,  the  shortest  line  between  Pitts- 
burg. Erie,   Lake  Chautauqua  and  Buffalo. 


A   SUCTION   TRACK-SANDER. 


A  suction  track-sander  designed  along  original  lines  by  Mr. 
H.  H.  Buchanan,  master  mechanic  of  the  Louisville  &  South- 


branches  of  a  cross  by  a  l-inch  pipe.  A  Vi-inch  pipe  con- 
nected to  the  compressed  air  reservoir  is  reduced  to  y8-inch 
at  the  cross  and  enters  one  of  the  horizontal  openings  and 
■  xtends  a  little  beyond  the  center  line  of  the  sand-pipe.  This 
prevents  the  sand  from  being  blown  out  of  the  sand-box  when 
pressure  is  applied.  From  the  opening  opposite  the  air  pit 
inch  pipe  leads  the  sand  directly  on  the  rails  under  the 
wheels.  The  branch  of  the  cross  below  the  sand-pipe  is 
plugged  to  facilitate  cleaning  A  valve  on  the  air  line  located 
near  the  airbrake  serves  to  control  the  sanding 


ToRai/s 


A  Suction   Track  Sander. 

ern  Indiana  Traction  Company,  New  Albany.  Ind.,  is  presented 
in  the  accompanying  illustration. 

As  shown,  the  sand-box  is  connected  to  one  of  the  vertical 


TRAINMEN     WITHDRAWING    WAGES    FROM     DAILY 
COLLECTIONS. 


The  following  corrections  /, 

■      i,c.iur  I  urn -in  for  above  dsitc 


Tu  A.r. 


The  novel  practice  of  allowing  conductors  to  withdraw 
each  night  from  money  collected  during  the  day  sufficient 
amounts  for  their  own  and  their 
motorman's  wages  has  been  in 
successful  use  by  the  Denver 
City  Tramway  for  the  past  In 
years.  The  accompanying  repro- 
ductions of  some  of  the  blank 
forms  used  by  this  company's 
auditing  department  will  serve 
to  illustrate  the  simplicity  of  this 
method  of  payment. 

The  daily  trip-sheet,  as 
shown,  exhibits  blank  spaces  for 
the  usual  information  and  also, 
at  the  lower  right-hand  corner, 
bears  a  blank  receipt  for  the 
day's  wages  of  the  car  crew. 
At  the  end  of  his  day's  service 
the  conductor,  having  properly 
filled  out  the  main  portion  of 
the  trip  sheet,  withdraws  from 
his  fares  the  proper  amount  of  money  with  which  to 
pay  his  motorman  and  himself.  He  indicates  the  rates 
per  hour,  amounts  of  wages  withdrawn,  punch  mark 
and  the  badge  numbers  in  the  proper  spaces  and  then  signs 
the  formal  receipt  on  the  blank.  This  receipt  is  also  signed 
by   the   motorman. 

It    is    stated   that    by    this    method    of    paying   there    are 
practically   no  misunderstandings   regarding   wages   and   that 


dutymi.. 

■     ,  .. 


Denver    City    Tramway — 
Correction    Notice  Given 
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Denver   City  Tramway — Trip  Sheet  with   Blank   Receipt. 

the  errors  are  remarkably  few.  Whenever  the  auditing  de- 
partment does  find  errors  a  correction  notice,  as  illustrated, 
is  handed  the  conductor  who  is  responsible.  Thus  the  error 
is   adjusted   at   once   and   friction   avoided. 


April  27,  1907. 


ELECTRIC    RAILWAY    REVIEW 


55n 


CONCLUDING   SESSION   OF   THE    IOWA   STREET   AND    IN- 
TERURBAN    RAILWAY   ASSOCIATION. 


Before  adjourning  the  fourth  annual  convention  at  Clin- 
ton, la.,  on  Saturday,  April  20,  the  Iowa  Street  and  Interurban 
Railway  Association  re-elected  officers  for  the  ensuing  year. 
An  account  of  the  proceedings  at  the  opening  session  on 
Friday,  April  19,  with  four  papers  which  were  read  before 
the  association,  and  other  information  relating  to  the  meet- 
ing, was  published  in  the  Electric  Railway  Review  of  last 
week.     The  following  officers   were  elected: 

President — F.  J.  Hanlon  of  Mason  City,  vice-president, 
secretary  and  auditor  Mason  City  &  Clear  Lake  Railway. 

Vice-President — P.  P.  Crafts  of  Clinton,  general  manager 
Iowa  &  Illinois  Railway. 

Secretary  and  Treasurer — L.  D.  Mathes  of  Dubuque, 
manager  and  purchasing  agent  Union  Electric  Company. 

At  the  invitation  of  the  Des  Moines  City  Railway  and 
the  Inter-Urban  Railway,  Des  Moines  was  selected  as  the 
meeting  place  for  the  next  annual  convention.  It  was  decided 
that  the  papers  and  discussion  during  one-half  day  of  the  1908 
convention  shall  be  devoted  to  the  consideration  of  operating 
problems. 

The  association  passed  a  vote  of  thanks  to  the  railways 
and  citizens  of  Clinton  for  the  entertainment  afforded  the 
delegates  during  the  convention.  At  the  session  on  Saturday 
morning  Isaac  B.  Smith  read  a  paper  on  the  "Joint  Operation 
of  City  and  Interurban  Cars  over  City  Tracks."  This  paper 
and  an  abstract  of  the  discussion  which  followed  it  will  be 
found  on   page  556  of  this  issue. 

Handling    Peak    Load    Traffic. 

E.  L.  Kirk  (Sioux  City  Traction  Company)  gave  an  in- 
formal talk  on  effective  methods  of  handling  peak  or  rush- 
hour  traffic  on  city  lines.  He  said  he  believed  that  the 
easiest  and  the  most  logical  way  to  handle  peak  load  traffic 
is  through  the  use  of  trailers.  His  company  had  gone  to 
extremes  in  using  trailers  and  had  developed  trailer  cars 
that  will  seat  90  people.  These  are  handled  by  motor  cars 
having  a  seating  capacity  of  68  people  and  are  usually  used 
on  the  long-haul  park  runs.  In  handling  the  night  peak  load 
some  cars  are  sent  out  betwen  scheduled  cars  as  trippers. 
During  the  three  years  that  trailers  have  been  used  at  Sioux 
City  not  a  person  has  been  injured  through  their  use  and 
not  a  derailment  has  been  reported.  The  cars  are  equipped 
with  hand  brakes. 

J.  G.  Huntoon  (Tri-City  Railway  &  Light  Company)  said 
that  his  company  operates  trailers  on  the  arsenal  division,  but 
had  not  been  so  fortunate  in  avoiding  accidents  as  the  Sioux 
City  Traction  Company. 

G.  E.  Miller  (Union  Electric  Company,  Dubuque)  ap- 
proved of  the  use  of  trailers.  His  company  has  used  trailers 
on  the  park  line  for  four  years  without  an  accident.  In  caring 
for  peak  loads  he  had  developed  the  bellows  schedule,  which 
closes  up  as  the  travel  increases.  After  the  peak  of  traffic 
has  been  reached  an  inspector  sees  that  all  cars  resume 
their  regular  schedule.  He  believed  that  the  successful  opera- 
tion of  trailers  depends  almost  entirely  on  the  care  of  motor- 
men  and  conductors. 

A  short  discussion  followed  the  reading  of  the  paper 
on  the  "Steam  Motor:  Its  Value  in  Interurban  Service,"  which 
was  published  in  the  Electric  Railway  Review  of  last  week, 
page  520.  As  the  author  of  the  paper,  W.  G.  Wagenhals,  was 
not  present  to  explain  the  questions  that  came  up  no  satis- 
factory conclusions  were  reached.  H.  H.  Polk  (Inter-Urban 
Railway,  Des  Moines)  said  he  believed  that  many  small  lines 
would  eventually  be  built  and  would  adopt  as  a  standard  a  car 
similar  to  the  one  described. 

On  Saturday  afternoon  the  delegates,  accepting  the  invi- 
tation of  the  Iowa  &  Illinois  Railway  and  the  Tri-City  Rail- 
way, inspected  the  government  power  house  at  Rock  Island 
and  the  Tri-City  Railway  &  Light  Company's  power  station 
at    Moline.    Eighty   of   the    members   of   the    association    and 


representatives   of  manufacturers   attended   a   dinner   at   the 
Commercial  Club,  Davenport,  on  Saturday  evening. 
Discussion  on  Train  Dispatching. 

Following  the  reading  by  H.  H.  Polk  of  the  paper  on  "Mod- 
ern Train  Dispatching  Methods  on  Electric  Railways,"  which 
was  published  in  the  Electric  Railway  Review  of  last  week, 
page  521,  a  discussion  of  the  relative  merits  of  the  various 
systems  of  dispatching  took  place.  Mr.  Polk  said  that  running 
cars  on  train  orders  as  well  as  on  the  timecard  schedules 
gives  a  double  check  on  all  trains,  thereby  reducing  the  dan- 
gers of  collisions. 

Mr.  Crafts  favored  the  issuing  of  orders  only  when  un- 
usual conditions  prevail  and  advised  the  regular  operation  of 
cars  on  timecard  schedules.  He  had  made  this  the  practice 
on  the  Iowa  &  Illinois  Railway  and  had  obtained  excellent 
results.  When  cars  are  more  than  three  minutes  late  con- 
ductors must  obtain  orders  from  the  dispatcher  before  pro- 
ceeding. Such  cars  are  held  at  sidings  so  that  all  other  cars 
may  run  on  their  regular  schedule.  By  this  system  only  the  late 
car  loses  its  schedule  time.  When  all  cars  are  running  late 
some  confusion  results,  but  it  is  offset  by  the  elimination  of 
the  dangers  incident  to  the  issuing  of  orders  at  each  station. 
Mr.  Crafts  believed  the  frequency  with  which  electric  cars 
are  run  makes  electric  railway  operation  different  from  steam 
railway  operation. 

Mr.  Hanlon  said  he  favored  the  issuing  of  orders  at  given 
points,  but  believed  that  no  railroad  maintaining  a  fast  sched- 
ule of  cars  can  successfully  have  orders  issued  at  all  stations. 

The  discussion  turned  upon  the  merits  of  oil  versus  elec- 
tric lamps  for  markers,  switch  lamps  and  crossing  signals. 
Mr.  Polk  said  that  his  company  pays  $75  a  month  for  mainte- 
nance of  oil  lamps  on  its  line.  He  is  now  experimenting  with 
electric  lights,  which,  he  believes,  can  be  kept  lighted  day  and 
night  at  a  lower  expense.  He  thought  that  lights  which  are 
worked  automatically  by  a  trip  on  the  trolley  wire  would  never 
be  a  success,  as  the  danger  that  the  trolley  wheel  would  leave 
the  wire  at  the  critical  point  would  make  the  system  un- 
reliable. 

C.  D.  Cass  (Waterloo  Cedar  Falls  &  Northern)  stated  that 
his  company,  which  owns  both  a  steam  and  an  electric  railway, 
follows  steam  railway  practices  in  the  operation  of  cars.  He 
believed  that  if  companies  would  make  their  sidings  of  the 
stub-end  type  they  would  have  no  trouble  at  those  points. 

Mr.   Crafts   said  he  thought  stub-end   switches  were   too 
slow  for  use  on  a  railway  operating  on  a  fast  schedule 
Discussion    on    Freight    Handling. 

In  discussing  the  paper  of  Mr.  Crafts  on  "Freight  Han- 
ding by  Electric  Lines,"  which  was  published  in  the  Electric 
Railway  Review  of  last  week,  page  518,  Mr.  Polk  said  the 
Inter-Urban  company  derives  30  per  cent  of  its  gross  receipts 
from  freight  traffic. 

G.  B.  Hippee  (Des  Moines  City  Railway)  believed  the 
Iowa  electric  railways  are  far  in  advance  of  the  railways  of 
the  east  in  the  handling  of  freight.  He  said  the  eastern  com- 
panies do  not  realize  that  the  freight  business  can  be  de- 
veloped as  it  has  been  developed  in  the  west. 

Mr.  Crafts  said  he  believed  an  interurban  railway  which 
was  built  for  the  operation  of  cars  at  high  speed  was  neces- 
sarily of  substantial  construction,  and  he  knew  of  no  reason 
why  it  should  not  be  safe  for  freight  carrying  in  carload  lots. 

In  answer  to  a  question  by  A.  E.  Park  (Des  Moines 
Winterset  &  Creston)  Mr.  Polk  said  that  the  question  of 
handling  freight  should  be  considered  in  building  a  new  line. 
He  had  never  obtained  data  on  the  comparative  cost  of 
handling  freight  in  large  and  small  quantities  by  steam  and 
electric  railways.  However,  he  was  positive  that  up  to  8  or 
10  cars  in  a  train  the  cost  of  handling  freight  on  electric 
railways  was  less  than  on  steam  railways. 

Mr.  Hanlon  said  that  his  company's  track  was  built 
60-pound  steel  rails  and  there  had  been  no  difficulty  in  han- 
dling  coal    in    carload    lots.     He   said   that   electric    rai' 


556 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  Xo.  17. 


should  adhere  to  steam  railway  practices  and  by  maintaining 
■the  rates  on  freight  work  in  harmony  with  the  steam  rail- 
ways. 


THE    JOINT     OPERATION     OF    CITY     AND     INTERURBAN 
CARS    OVER    CITY    TRACKS.* 


BY    Isaac     B.    SMITH,    TRAFFIC     MANAGER    CEDAR     RAPIDS    .v    IOWA    CIT1 

l:\ll  \VA\    a    l  I. .11  l    COMPANY,    CEDAR    RAPIDS,    IA. 


Since  the  assignment  by  the  association  of  this  subject,  an 
Iowa  law  has  been  passed  fixing  the  rights  and  duties  of  elec 
trie  railway  companies  with  respect  to  the  joint  use  of  city 
facilities.  The  law  is  now  in  full  force  and  effect  and  a 
treatment  of  the  subject  is,  therefore,  practically  limited  to 
the  law  and  its  application.  I  assume  that  only  electric  rail- 
ways were  intended  to  be  considered  and  that  the  term  "city 
tracks"  means  the  tracks  within  the  corporate  limits  of  a 
city  that  belong  to  a  street  railway  company  or  an  interurban 
railway  company  or  to  a  company  performing  both  classes 
of  service. 

Section  1  of  the  statute  provides,  in  substance,  that  any 
person,  firm  or  corporation  owning  or  operating  an  electric 
street  railway  in  any  city  in  Iowa  is  authorized  and  required: 
i  i  To  permit  the  use  of  its  terminals  (except  car  houses 
and  approaches  thereto),  tracks,  poles  and  wires  located 
within  such  city,  by  the  passenger  and  combination  baggage 
cars  of  interurban  railway  companies  when  used  for  inter- 
urban business  only  and  not  for  local  street  railway  business, 
i  2 1  To  furnish  electric  power  for  interurban  cars  over  city 
tracks  so  used;  but  only  during  the  hours  when  street  cars 
are  operated,  and  provided  the  capacity  of  the  power  house 
is  ample.  In  the  use  of  tracks  and  power  the  grantor 
company  is  to  have  the  preference,  in  order  to  avoid  delays 
in  service.  Interurban  companies  shall  pay  reasonable 
compensation  for  all  facilities  and  power  furnished;  and,  in 
•case  of  disagreement,  questions  involving  compensation  and 
■conditions  under  which  facilities  shall  be  furnished,  used  and 
■operated,  shall,  on  petition,  be  heard  and  determined  by  the 
hoard  of  railroad  commissioners  of  Iowa.  An  order  of 
the  commissioners,  or  court  of  appeal,  shall  be  subject  to 
judicial  modification  and  review. 

Section  2  provides:  (1)  The  manner  of  perfecting  an 
appeal  from  an  order  of  the  board  of  railroad  commissioners. 
(2)  That  an  order  of  the  commissioners  from  which  an  appeal 
has  been  made  shall  not  be  suspended  during  review,  pro- 
vided the  interurban  railway  company  gives  an  indemnity 
bond  satisfactory  to  the  court  or  judge  appealed  to,  and  pro- 
vided the  compensation  as  awarded  is  made  or  secured  to 
the  grantor  company. 

The  law  gives  no  rights  to  a  street  railway  company  as 
against  an  interurban  railway  company  already  occupying 
city  streets.  But  such  a  condition  is  unusual.  The  street 
railway  is  almost  always  the  forerunner  of  the  interurban 
railway,  and  it  seems  inadvisable  to  take  up  the  consideration 
of  the  details  of  a  contract  that  would  be  used  so  little,  even 
though  it  should  logically  be  included  in  the  discussion.  The 
passage  of  the  law  removes  the  necessity  of  securing  a  special 
grant  from  a  city  to  authorize  and  permit  the  use  of  city 
tracks  for  interurban  cars,  which  might  be  necessary  in  many 
cases.     This  is  a  most  important  feature  of  the  law. 

Xo  single  instrumentality  brings  constantly  more  orders 
to  a  city  or  more  passengers  for  street  railways  than  inter- 
urban lines,  which  are  undoubtedly  a  great  benefit  to  the  city 
they  enter;  and,  if  local  competition  is  eliminated,  are  an 
equal  benefit  to  any  system  of  city  railway  operating  in  such 
city.  Interurban  railways  deserved  encouragement,  but  street 
railways  owning  grants  to  important  city  streets  were  in  a 
position  legally  to  impose  burdensome  conditions  upon  them. 
Such  anomalous  conditions  were  no  doubt  the  cause  of  the 
enactment  of  the  statute  in  question. 

It  would  seem  that  the  question  of  compensation  will  be 
met  by  requiring  a  payment  to  the  grantor  company  of  a 
reasonable  sum  based  upon  the  cost  of  terminals,  their  mainte- 
nance and  operations,  such  compensation  to  be  proportioned 
'on  car  mileage,  wheelage  or  some  other  equitable  and  estab- 
lished custom. 

Looking  at  the  proposition  as  a  whole  it  would  seem 
that  the  passage  of  our  recent  statute  has  very  much  simpli- 
fied the  matter  of  arranging  for  the  joint  use  of  city  tracks 
by  city  and  interurban  cars.  The  rights  and  duties  of  con- 
tracting parties  are  well  recognized  and  established,  and  it 
•would  seem  that  fair,  reasonable  and  uniform  regulations 
governing  the  joint  use  of  city  tracks  by  city  and  interurban 
cars  are  bound  to  result. 

With  regard  to  the  actual  details  of  operation,  it  would 
seem  that  current  should  be  furnished  by  the  company  owning 

•Read  before  the  Iowa  Street  and  Interurban  Railway  Ass  icia- 
tion,  Clinton.  la.,  on   April   80,   1907, 


the  tracks,  otherwise  legal  and  electrical  difficulties  might  be 
encountered  by  the  erection  and  use  of  an  individual  trans- 
mission system  over  a  track  used  in  common. 

If  the  line  over  which  joint  operation  is  to  be  performed 
is  long  or  service  is  frequent,  a  double  track  will  be  necessary 
to  give  satisfactory  service.  An  interurban  car  entering  a 
city  alter  a  long  run  cannot  be  operated  as  close  to  schedule 
as  city  cars  and  delays  at  meeting  points  on  a  single  track 
would  certainly  result.  If  the  schedule  of  interurban  and  city 
cars  either  leaving  or  entering  the  city  is  the  same  lor  nearly 
so),  the  interurban  cars  should  precede  the  city  cars.  The 
former  should  do  but  little  or  no  city  business,  and  hence 
will  not  impede  traffic  by  frequent  stops.  The  delays  inci- 
dent to  the  following  of  a  city  car  by  an  interurban  car  are 
vexatious  to  interurban  passengers,  and.  if  there  is 
active  competition  with  some  steam  roads,  such  delay  might 
seriously  affect  interurban  revenues. 

The  Iowa  law  affecting  joint  use  of  city  terminals  abso- 
lutely forbids  competition  in  city  business.  There  is  another 
statute,  which,  in  the  absence  of  any  other  provision  to  the 
contrary,  enables  interurban  companies  to  charge  a  greater 
fare  than  five  cents.  These  two  features  should  serve  to 
effectively  prevenl  city  passengers  from  using  interurban  cars 
and  hence  should  do  away  with  the  necessity  of  recording  city 
fares  and  providing  extra  crews. 

The  company  seeking  the  privileges  of  using  the  tracks 
of  another  should,  and  I -think  would,  be  obliged  to  follow 
the  operating  rules  of  the  grantor  company  so  far  as  ap- 
plicable. With  regard  to  the  question  of  damages,  either  to 
the  public  or  as  between  companies.  I  believe  they  should  be 
assessed  to  the  company  responsible,  as  determined  by  the 
facts  in  each  case. 

In  conclusion  and  in  the  face  of  the  law  and  the  facts  it 
would  seem  that  a  contract  covering  joint  use  and  operation 
over  city  tracks  should  be,  and,  indeed,  must  be,  approached 
in  the  spirit  that  the  street  railway  and  interurban  railway 
are  not  competitive  but  complementary  and  are  beneficial  to 
each  other. 

Discussion  on  Joint  Operation  over  City  Tracks. 
In  the  discussion  which  followed  Mr.  Smith's  paper,  Mr. 
Hippee  said  that  interurban  lines  should  use  as  few  miles 
of  city  track  as  possible  and  should  have  a  separate  loop  and 
terminal  station  at  some  point  away  from  the  center  of  the 
city.  He  said  the  Des  Moines  company  will  put  this  arrange- 
ment into  practice  as  soon  as  it  is  possible  to  do  so,  as  the  plan 
will  enable  both  city  and  interurban  cars  to  operate  with  less 
delay. 

Mr.  Crafts  believed  interurban  cars  should  be  given  the 
precedence  in  operation  over  city  streets,  as  they  are  usually 
compelled  to  run  on  a  fast  schedule  and  if  delayed  on  the  city 
tracks  may  find  it  difficult  to  make  up  lost  time  He  agreed 
with  Mr.  Hippee  that  the  city  tracks  should  be  used  as  little 
as  possible  in  large  cities,  but  believed  it  was  impracticable 
to  consider  this  point  in  the  smaller  cities.  Interurban  cars 
should  be  given  the  right  of  way  and  interurban  stations 
should  be  situated  on  the  outgoing  line.  This,  he  said,  de- 
creased the  confusion  on  busy  days,  as  a  large  number  of 
the  incoming  passengers  would  leave  the  car  before  it 
reached  the  station. 


Arrangements  for   Handling   Crowds  at  the   Jamestown 
Exposition. 


President  R.  Lancaster  Williams  of  the  Xorfolk  &  Ports- 
mouth Traction  Company,  Xorfolk,  Va.,  is  quoted  as  saying 
that  the  company  is  spending  nearly  $3,500,000  to  improve 
its  properties,  and  within  a  short  time  will  have  in  operation 
one  of  the  finest  power  plants  in  the  country,  which  has  cost 
about  $1,000,000.  The  company  is  spending  from  $1,500,000 
to  $2,000,000  for  betterments  in  Xorfolk  and  Portsmouth,  which 
includes  extensions  and  modern  equipment.  Concerning  the 
arrangements  for  handling  the  crowds  of  visitors  to  the  James- 
town exposition  he  is  reported  as  saying: 

"We  will  be  able  to  handle  10,000  people  an  hour  each 
way  during  the  exposition.  That  means  a  schedule  of  two 
and  a  half  minutes  on  each  line.  Taking  both  lines,  we  will 
have  a  schedule  of  one  and  a  quarter  minutes.  Cars 
will  be  operated  with  trailers.  The  cars  will  go  over  a 
belt,  so  that  no  time  will  be  lost  in  switching.  During 
the  rush  hours  of  the  morning  and  evening  we  will  run  cars 
at  intervals  of  a  minute  and  a  half  on  each  line.  That  will 
make  a  car  from  Xorfolk  to  the  exposition  grounds  each  45 
seconds." 


April  27,  1907. 


ELECTRIC    RAILWAY    REVIEW 


557 


DEVELOPMENTS    IN    THE    CLEVELAND    TRACTION    CON- 
TROVERSY. 


The  street  railway  situation  in  Cleveland  has  developed 
rapidly  in  the  last  few  days.  The  Cleveland  Electric  Railway 
on  Tuesday  night  ceased  operation  on  its  Central  avenue  and 
Quincy  street  lines,  on  which  its  franchises  have  been  de- 
clared invalid  by  the  supreme  court,  but  by  securing  injunc- 
tions prevented  any  of  the  low-fare  companies  from  operating 
the  lines.  The  peace  agreement  made  on  January  11  was 
broken  on  Monday  and  the  injunction  restraining  the  Mu- 
nicipal Traction  Company  from  operating  over  Cleveland  Elec- 
tric tracks  was  put  in  force,  but  the  low-fare  interests 
evaded  it  by  turning  over  the  operation  of  the  cars  to  the 
Low  Fare  Railway,  which  was  incorporated  for  just  such 
a  purpose,  to  nullify  the  effect  of  the  claim  that  the  Forest 
City  franchises  are  invalid  on  account  of  Mayor  Johnson's 
financial    interest. 

All  negotiations  for  a  sale  of  the  Cleveland  Electric 
Railway  property  in  Central  avenue  and  Quincy  streets  were 
declared  off  on  April  19.  The  Cleveland  Electric  Railway 
offered  to  sell  the  property  for  $448,473  instead  of  about  $150 
000  as  offered  by  the  Forest  City  on  April  17,  as  reported  in 
the  Electric  Railway  Review  of  April  20.  The  company  also 
reserved  the  right  to  dispute  any  attempt  of  the  Municipal 
Traction  Company  to  operate  from  the  western  end  of  the 
Central  avenue  line  to  the  Public  Square.  The  company 
stated  that  in  fixing  the  price  it  had  followed  the  method  sug- 
gested by  Mr.  du  Pont  and  that  if  this  was  unsatisfactory  it 
was  ready  to  abide  by  the  results  of  an  impartial  arbitration. 
This  offer  was  at  once  refused  by  the  Forest  City  directors, 
who  stated  that  their  objection  was  against  the  terms  of  the 
offer  and  not  the  price. 

On  April  19  the  Cleveland  Electric  Railway  applied  for- 
mally to  the  board  of  public  service  for  permission  to  remove 
its  poles  and  wires  from  the  streets  in  question.  This  permit 
was  granted  the  following  day,  but  with  many  restrictions 
calculated  to  prevent  the  interruption  of  service  until  the 
Forest  City  Railway  could  lay  its  tracks  and  begin  operation. 
It  was  provided  that  the  track  should  be  removed  in  sections 
in  a  prescribed  order  and  that  crossovers  should  be  built  so 
as  to  permit  operation  during  the  progress  of  the  work  of 
removal.  The  Forest  City  forces  put  in  an  active  day  on  Sat- 
urday setting  poles  and  stringing  wire  to  bring  power  from  the 
West  Side  power  house  for  the  operation  of  the  Central- 
Quincy  lines. 

On  Monday.  April  22,  the  Cleveland  Electric  Railway, 
through  its  attorneys,  sent  a  notice  to  the  Municipal  Traction 
Company  and  the  Forest  City  Railway  Company,  stating  that 
they  had  violated  the  provisions  of  the  peace  agreement  as 
entered  into  on  January  11  and  renewed  on  February  8,  and 
that  consequently  it  would  consider  the  agreement  termi- 
nated. It  was  further  stated  that  the  temporary  injunction 
against  the  use  of  the  Cleveland  Electric  Railways  tracks 
by  the  Municipal  Traction  Company,  which  was  suspended 
during  the  peace  agreement,  was  again  in  force,  and  the  low- 
fare  companies  were  notified  to  cease  at  once  the  operation 
of  cars  from  Fulton  road  to  and  around  the  Public  Square. 
Another  notice  was  sent  to  the  board  of  public  service  stating 
that  the  company's  franchise  contract  with  the  city  provided 
for  the  removal  of  the  tracks  upon  the  expiration  of  the 
contract,  that  the  board  of  public  service  had  no  authority 
to  impose  restrictions  as  to  how  the  work  should  be  done  and 
that  the  company  refused  to  accept  the  board's  permit  and 
would  proceed  to  remove  its  property  in  accordance  with  the 
terms  of  its  contract. 

On  Tuesday,  April  23,  the  Municipal  Traction  Company 
made  a  lease  to  the  Low  Fare  Railway  whereby  the  latter 
company  may  operate  its  cars  between  Detroit  avenue  and 
West  Twenty-eighth  street  and  the  Public  Square.  The  object 
of  the  arrangement  was  to  prevent  the  operation  of  the  injunc- 
tion   against   the   Forest   City   company   on    account   of   the 

■  >r's  alleged  financial  interest.     To  indicate  the  transfer  of 


the  property  under  the  lease  a  10-foot  crossover  connecting 
the  Forest  City  and  the  Cleveland  Electric  tracks  at  Superior 
avenue  and  West  Twenty-eighth  street  was  removed  and  then 
replaced  in  the  presence  of  witnesses.  Operation  was  then 
resumed  under  the  name  of  the  Low  Fare  Railway.  The 
Cleveland  Electric  Railway  then  applied  to  Judge  Ford  for 
injunctions  against  the  Municipal  Traction  Company,  the 
Forest  City  Railway  Company  and  the  Lowr  Fare  Railway 
Company,  on  the  ground  that  Mayor  Johnson  is  financially 
interested,  to  prevent  any  of  them  from  operating  the  Central- 
Quincy  lines  after  the  Cleveland  Electric  Railway  should 
cease  operation  at  midnight.  Judge  Ford  granted  a  temporary 
restraining  order  and  called  a  hearing  on  a  permanent  injunc- 
tion for  9:30  the  next  morning,  saying  that  he  would  not 
permit  the  interruption  of  service  on  those  lines  for  a  longer 
period  unless  he  was  convinced  that  the  legal  points  involved 
were  of  more  importance  than  the  public  convenience. 

Promptly  at  midnight  on  Tuesday,  April  23,  the  Cleveland 
Electric  Railway  ceased  operation  on  Central  avenue  and 
Quincy  street,  and  turned  off  the  power,  as  it  had  announced 
it  would  do  in  a  communication  to  the  city  council  on  April  15. 
Xo  attempt  was  made,  however,  to  remove  the  tracks.  About 
200  policemen  were  stationed  all  along  the  lines  to  prevent 
any  violation  of  the  restrictions  imposed  by  the  board  of 
public  service  and  the  company  decided  not  to  attempt  any 
clash  with  the  city.  The  company  announced  that  it  would 
increase  the  service  on  several  parallel  routes  in  order  to 
make  up  partially  for  the  lack  of  service  on  the  Central- 
Quincy  lines. 

At  the  council  meeting  on  Wednesday  night  an  ordi- 
nance was  introduced  and  given  its  first  reading  to  give  the 
Low  Fare  Railway  a  franchise  over  the  entire  Central-Quincy 
route,  as  an  extension  of  its  East  Fourteenth  street  and 
Sumner  avenue  lines.  It  was  planned  to  give  the  ordinance  its 
second  and  third  readings  on  Thursday  and  Friday  so  that 
the  company  might  begin  operation  at  once.  The  Forest  City 
Railway  already  has  a  franchise  for  this  route,  the  validity  of 
which  is  disputed  because  of  the  mayor's  alleged  financial 
interest.  As  it  will  probably  take  a  long  time  to  settle  the 
financial  interest  suit  now  pending  in  Judge  Phillips'  court,  it 
is  planned  to  have  the  Low  Fare  Railway  take  over  the 
operation  of  the  3-ceut  lines.  The  temporary  injunction 
cases  restraining  the  three  low-fare  companies  from  operat- 
ing over  the  Central-Quincy  routes,  which  Judge  Ford  was  to 
have  heard  on  Wednesday  morning,  were  held  over  until 
Thursday,  nearly  all  of  Wednesday  having  been  taken  up  in 
attempting  to  decide  before  what  court  the  cases  should  be 
heard. 


The    Berlin    (Germany)    Electric    Railways. 


It  has  been  found  necessary  to  remodel  the  entire  system 
of  the  Berlin  Metropolitan  Railways.  It  is  understood  that  the 
system  will  be  modeled  after  the  lines  now  being  built  be- 
tween Hamburg  and  Altona,  and  will  be  operated  with  single- 
phase  alternating  current.  The  third  rail  is  considered  im- 
practicable and  an  overhead  line  carrying  a  10,000-volt  alter- 
nating current  will  be  used.  Two  new  power  stations  will 
be  erected,  one  at  Westend  and  the  other  at  Rummelsburg, 
each  containing  six  5,000-kilowatt  turbo-dynamos.  In  the  new 
system  it  is  expected  that  trains  will  be  run  on  an  interval  of 
every  100  seconds  and  that  each  train  will  accommodate  475 
passengers.  The  trains  will  consist  of  four  motor  carriages 
and  three  or  four  trailers.  The  cost  of  converting  the  system 
is  estimated  at  £11,000,000,  and  the  capacity  will  be  increased 
from  200,000,000  passengers  a  year  to  about  300,000,000.  The 
annual  receipts  are  estimated  at  £1,333,000  and  the  profits 
at  about  £333,000.  On  account  of  the  heavy  expense  in- 
volved it  is  expected  that  the  fares  will  be  increased  about 
50  per  cent.  This  vast  project  is  expected  to  require  about 
four  years  for  completion,  during  which  the  whole  of  the 
present  Stadt,  Ring,  and  Vorortbahn  systems  will  be  changed 
in  use  the  single-phase  alternating  current. 


558 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  17. 


ARGUMENTS    HEARD    ON    MILWAUKEE    SERVICE. 


In  connection  with  the  investigation  by  the  Wisconsin 
railroad  commission  into  the  railway  service  provided  by  the 
.Milwaukee  Electric  Railway  &  Light  Company.  John  I.  Beggs, 
president   of  the   company,   presented   with   his   testimony   on 


crimination  and  said  that,  compared  with  St.  Francis,  Tippe- 
canoe and  other  suburban  points,  gross  discrimination  was 
practiced  against  Wauwatosa.  He  said  that  the  suburban 
business  should  be  considered  as  city  business. 

C.   N.   Duffy,   comptroller   of   the   company,   testified   that 
there   is   no  separation   of  investments   on   the  books   of   the 


Note- Indicates lines  in  operation  or  considered  necessara  Jo  complete  on  /deal 'system  iy/ffj/n  reasonable  Pine 

//      Contemplated  extensions. 

//     Municipal  Poundories. 


Plan   for    Ideal    Street   Railway   System    in    Milwaukee   as   Submitted   to  Wisconsin   Railroad   Commission   by  John   I.   Beggs. 


March  19  a  map  showing  a  plan  for  an  ideal  street  railway 
system  in  Milwaukee.  The  principal  features  of  the  plan  are 
shown  in  the  accompanying  illustration. 

Testimony  Before  Wisconsin  Commission. 
Hearings  were  held  by  the  Wisconsin  railroad  commission 
at  Madison,  Wis.,  on  April  22  and  23  in  the  cases  of  Wauwa- 
tosa and  Milwaukee  against  the  Milwaukee  company.  L.  S. 
Pease,  who  represented  Wauwatosa  in  its  demand  for  a  5-cent 
fare  to  Milwaukee,  based  his  argument  on  the  ground  of  dis- 


company  which  would  determine  the  value  of  the  Wauwatosa 
lines   alone. 

Edwin  S.  Mack,  one  of  the  attorneys  for  the  company, 
said  that  the  complainants  in  the  case  had  applied  every  test 
except  the  right  one.  This,  he  said,  was  the  legal  obligation 
of  the  company  under  its  various  franchises  and  the  state's 
policy  of  regulating  the  use  of  streets.  Mr.  Mack  said: 
"This  is  a  question  of  classification  and  distinction,  not  one 
of  discrimination.     It   is  the  established   policy   of  the   state 


April  27,  1907 


ELECTRIC    RAILWAY    REVIEW 


559 


that  local  governing  bodies  shall  control  the  terms  and  condi- 
tions under  which  street  railway  companies  may  use  the 
streets.  Consequently  it  is  a  fact  that  conditions  that  apply 
in  Wauwatosa  do  not  apply  in  West  Allis,  St.  Francis  or  Tip- 
pecanoe." 

Mr.  Mack  said  that  if  an  attempt  is  made  to  lower  the 
rates  of  fare  at  any  point  the  company  will  insist  upon  its 
contract  rights  as  defined  in  its  franchises.  "This  is  a  diffi- 
cult constitutional  question,"  he  said,  "and  I  prefer  not  to  go 
into  it  until  we  have  reached  the  reasonableness  of  fares. 
This  question  is  not  involved  now,  and  cannot  be  unless  the 
commission  determine  that  there  has  been  discrimination 
against  Wauwatosa." 

George  P.  Miller,  attorney  for  the  Milwaukee  company,  in 
referring  to  a  statement  of  Mr.  Pease  that  single  fare  limits 
are  fixed  arbitrarily  by  the  company,  said  that  as  the  com- 
munity has  grown  settlements  have  developed  beyond  the  city 
limits.  As  favors  to  the  people  living  there,  the  single  fare 
limit  has  gradually  been  extended.  But  there  must  be  a  line 
drawn;  otherwise  in  the  course  of  time  the  company  would 
be  carrying  passengers  to  Madison  for  one  fare. 

John  Barnes,  a  member  of  the  commission,  asked  if  Mr. 
Miller  contended  that  a  franchise  grant  limiting  the  rate  of 
fare  to  "not  to  exceed  five  cents"  gave  the  company  the 
absolute  right  to  charge  five  cents.     He  replied  "yes." 

John  T.  Kelly,  city  attorney  of  Milwaukee,  in  his  argu- 
ment on  April  24.  said  that  he  would  be  satisfied  with  an 
order  which  would  insure  continuance  of  the  present  service 
on  the  Milwaukee  city  lines.  He  asked  that  the  commission 
order  the  company  to  have  its  cars  swept  out  in  the  barns 
during  the  night  and  sent  out  in  the  daytime  with  fires  lighted. 

Mr.  Barnes  of  the  commission  said  that  on  the  question  of 
brakes  the  duty  of  the  railroad  commission  is  merely  to  deter- 
mine whether  the  hand  brake  is  a  reasonably  adequate  con- 
trivance to  control  cars.  Air  brakes  may  be  superior  to  hand 
brakes,  but,  if  the  latter  are  reasonably  adequate,  the  com- 
mission cannot  order  their  abandonment.  If  the  safety  of  the 
public  and  the  rapid  operation  of  the  cars  demand  the  use 
of  air  brakes,  the  adequacy  of  the  service  is  involved  and 
the  commission  may  order  their  substitution  for  hand  brakes. 

Mr.  Miller  said  that  the  company  had  been  preparing 
for  improvement  in  its  service  for  over  a  year  and  that  the 
new  cars  were  ordered  over  a  year  ago.  He  said  that  an 
order  relating  to  the  sweeping  of  cars  would  be  an  unjust 
reflection  on  the  company,  because  all  complaints  which  had 
been  based  on  the  lack  of  sweeping  were  caused  by  failure 
of  employes  to  obey  orders. 

Mr.  Miller  agreed  to  file  with  the  company  a  brief  prov- 
ing that  the  company  has  the  right  to  operate  construction 
trains.  An  order  is  not  necessary,  he  said.  The  commission 
has  no  jurisdiction  over  this  question  because  there  is  no 
evidence  to  show  that  the  construction  trains  inconvenience 
the  public. 

As  to  the  substitution  of  air  brakes  for  hand  brakes 
Mr.  Miller  said  that  the  duty  of  the  commission  was  to 
protect  the  traveling  public  and  enforce  reasonable,  adequate 
service. 

"The  company  has  had  many  years  of  experience,"  Mr. 
Miller  said,  "but  no  person  has  ever  been  injured  on  our 
cars  because  of  the  lack  of  air  brakes.  Under  present  condi- 
tions people  on  our  cars  are  much  safer  than  other  people 
using  the  streets." 

Mr.  Miller  said  he  hoped  the  commission  would  recom- 
mend what  changes  and  extensions  it  deems  advisable,  and 
said  that  the  company  would  be  glad  to  follow  the  recom- 
mendations to  the  best  of  its  ability. 

The  commission  has  taken  the  cases  under  advisement. 


HENRY  J.  PIERCE  SHOWS  THE  NEED  OF  CO-OPERATION. 


The  Chicago  &  Milwaukee  Electric  Railroad,  which  is 
extending  its  line  from  Kenosha  north  to  Milwaukee,  Wis., 
is  employing  both  a  day  and  a  night  force  on  the  construc- 
tion, arc  lamps  furnishing  the  light.  More  than  600  men  are 
now  employed. 


Henry  J.  Pierce,  president  ol  the  International  Railway 
Company  of  Buffalo,  made  an  address  before  the  Buffalo  cham- 
ber of  commerce  on  April  IS,  in  which  he  spoke  of  the  need 
of  settling  wisely  the  questions  which  confront  the  country, 
and  suggested  a  plan  for  co-operation  between  the  public  and 
the  corporations.     Mr.  Pierce  said  in  part: 

The  bulwark  of  the  nation  is  its  people  and  their  property, 
which  has  been  built  up  by  years  of  toil.  The  protection  of 
the  person  and  his  property  is  the  purpose  for  which  all  gov- 
ernment exists.  Any  proposed  measures  of  government 
that  may  strike  at  this  fundamental  reason  for  the  very  exist- 
ence of  government  are  wrong.  Every  citizen  should  uphold 
the  law.  But  no  law  should  wrongfully  hold  up  the  citizen. 
Government  is  not  intended  to  be  the  arbitrary  despot  of  the 
people  and  their  property.  Property,  accumulated  through 
years  of  thrift,  should  not  be  endangered  by  an  impulse  for 
experiment.  Every  man  to  his  trade,  gentlemen!  In  a  matter 
of  interpreting  the  law,  let  the  lawyers  be  heard.  In  a  matter 
of  business,  let  the  business  men  be  heard. 

Commerce  has  come  to  mean  corporate  transaction  of  the 
great  bulk  of  business.  The  merchant,  the  miller,  the  manu- 
facturer, the  dealer,  have  incorporated  for  the  better  handling 
of  their  business,  and  today  we  find  the  world  of  business  peo- 
pled with  corporations  large  and  small.  They  represent  a  vast 
volume  of  the  nation's  wealth.  Prominent  among  them  are 
the  public  service  corporations.  Their  real  owners  are  not 
the  few,  but  the  many.  Here  or  there  a  man  momentarily 
may  rise  only  to  end  in  acknowledging  that  the  people,  the 
thrifty  citizens  who  have  accumulated  more  or  less  money 
and  invested  much  of  it  in  large  and  small  amounts  in  stocks 
and  bonds,  the  great  body  of  the  nation,  are  the  owners  of 
the  nation's  wealth.  The  builders  of  great  things  must  bor- 
row the  money  to  build.  The  people  have  no  wish  or  time  to 
listen  to  demagogues.  Especially  they  have  no  confidence 
in  any  who  in  sheer  wantonness  or  selfishness  may  attack 
the  business  institutions  in  which  the  money  of  the  people  is 
invested.  The  people  expect  every  representative  business 
body,  which  undertakes  to  voice  their  views,  to  turn  its  back 
upon  malign  clamor  designed  to  undermine  the  commercial 
welfare  of  the  country.  Honest  criticism  is  always  welcome; 
dishonest  criticism  is  despicable. 

In  a  matter  of  making  the  laws  let  us  not  leave  it  to  the 
lawyers  alone,  especially  in  laws  that  pertain  well-nigh  wholly 
to  business.  This  I  mention  not  with  reference  to  any 
individual,  but  because  more  than  60  per  cent  of  the  members 
of  our  national  congress  and  our  state  legislatures  are  law- 
yers. Let  us  hear  what  the  business  men  have  to  say.  Let 
them  be  consulted;  let  them  be  advised  with;  let  their  point 
of  view  be  considered  and  their  information,  suggestions  and 
experience  be  utilized  in  the  framing  of  legislation  which 
affects  the  business  interests  of  the  country.  These  are  no 
times  for  experiments  with  our  prosperity. 

It  is  a  time  for  sincere  counsel  and  not  for  insincere 
controversy.  Above  all,  in  this  impending  crisis  it  is  a  time 
for  wise  and  careful  consideration  of  whatever  may  tend 
toward  governmental  action.  I  believe  it  would  be  of  tre- 
mendous benefit  if  during  the  session  or  after  the  adjourn- 
ment of  the  legislature  in  each  state  the  governor  of  the 
state  should  call  a  second  assemblage  to  meet  at  the  capitol, . 
and  this  second  gathering  should  be  composed  of  representa- 
tives of  every  chamber  of  commerce  in  the  state.  It  should 
not  meet  for  a  day,  but  for  weeks  if  necessary.  It  should 
discuss  every  question  of  interest  or  at  issue  in  any  way 
affecting  the  public  service  of  the  people.  Its  members 
should  aid  to  bring  about  a  thorough  understanding  of  cor- 
poration business  from  the  business  standpoint.  It  would 
result  in  a  better  understanding,  and  during  that  time,  if  later 
the  laws  needed  to  be  amended,  the  state's  chief  executive 
and  other  officials  would  ascertain  the  practical  business 
side,  apart  from  the  technical  legal  side,  for  subsequent  use 
in  such  amendment,  if  any,  as  might  be  found  necessary.  Let 
i his  second  assemblage  have  regular  sessions,  let  there  be 
no  hesitancy  in  presenting  any  problem  or  question  pertain- 
ing to  the  business  welfare  of  the  country,  the  commonwealth 
or  the  corporation.  Let  it  be  all  open  and  above  board,  so 
that  every  citizen  of  the  land  may  know  what  occurs.  Let  its 
sessions  be  controlled  by  a  spirit  of  sincerity  and  fairness 
and  a  true  desire  for  co-operation  among  all  the  elements  of 
our  national  business  life.  The  convening  of  such  second 
assemblages  would  mark  a  new  era  in  our  country's  develop- 
ment. Certainly  no  harm  can  come  from  hearing  all  sides 
of  every  question.  Then  we  could  ascertain  just  what  charges 
of  corruption,  if  any,  in  public  service  corporations  are  true, 
and  just  what  accusers  and  accusations  are  untrue.  Then 
we  could  hear  in  open  discussion  any  allegation  that  the  head 
of    any    public    service    corporation    does    not    know    how    to 


-Ill  I 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  No.  17. 


manage  his  own  business  or  that  he  is  an  oppressor  and  a 
cheat.  Instead  of  reckless  assault  or  irresponsible  defama- 
tion there  could  be  sincere  discussion  and  thoughtful  con- 
sideration. If  a  dozen  or  if  only  one  of  the  foremost  states 
of  the  union  would  lead  off  with  such  gatherings,  officially 
called,  others  would  follow,  and  within  a  year  the  benefits  to 
business  and  to  the  country  would  be  seen  and  felt  through- 
out the  entire  land. 

In  what  I  have  s;iid  I  have  spoken  with  a  freedom  born 
of  the  feeling  that  every  man  here  tonight  is  equally  sincere 
with  myself  in  desiring  that  every  pending  problem  may  have 
a  happy  solution.     Nothing  is  settled  until  it  is  settled  right. 


DETROIT    SERVICE     ORDINANCE     ENJOINED. 


ANNUAL    MEETING    OF    THE    OKLAHOMA    ASSOCIATION. 


The  first  annual  convention  of  the  Oklahoma  Electric 
Light,  Railway  and  Gas  Association  was  held  at  Oklahoma 
City  on  April  22  and  23.  The  following  officers  were  elected 
tor   the  ensuing  year: 

President.  F.  H.  Tidnani.  general  manager  Oklahoma  Gas 
&  Electric  Company.  Oklahoma  City;  first  vice-president,  Ed- 
ward Reynolds.  Tulsa.  I.  TV;  second  vice-president,  J.  H.  Mer- 
rill, general  manager  Choctaw  Railway  &  Lighting  Company. 
South  McAlester,  I.  T.;  third  vice-president.  Fred  Bentley; 
secretarv,  Galen  C.  Crow,  general  manager  Guthrie  Electric 
Light  &  Power  Company,  Guthrie,  O.  T.:  treasurer,  W.  J.  Dib- 
bens,  manager  Guthrie  Gas.  Light,  Fuel  &  Improvement  Com- 
pany. Guthrie,  Okla. 

Executive  committee:  (For  two  years)  H.  C.  Stetmund, 
Chandler,  O.  T.:  C.  T.  Mercer,  Geary.  O.  T.;  (for  one  year) 
Clarence  Klein.  Tulsa.  I.  T.;  and  J.  E.  Turner,  Elk  City,  Okla. 

Committee  on  finance:  Charles  W.  Ford,  general  superin- 
tendent Oklahoma  City  Railway;  R.  Wonderlich,  Sulphur 
Springs,  I.  T.;  and  W.  \Y.  Balington,  Okmulgee,  I.  T. 

Advisory  committee:  H.  H.  Stephens,  El  Reno,  O.  T.; 
J.  J.  Patterson,  Ada,  I.  T.;  and  E.  M.  Cooper,  Wilburton,  I.  T. 

J.  H.  Merrill,  general  superintendent  of  the  Choctaw  Rail- 
way &  Lighting  Company,  South  McAlester,  I.  T„  read  a 
paper  on  "Interurban  Railways."  Mr.  Merrill  spoke  of  the 
development  of  interurban  roads.  He  urged  members  who 
are  constructing  new  roads  to  avoid  cheap  rates  which 
would  overload  the  equipment  and,  considering  the  cost  of 
maintenance  and  new  equipment,  would  not  yield  fair  profits. 
Mr.  Merrill  also  advised  against  the  establishment  of  a  service 
that  would  be  unprofitable,  saying  that  a  four-hour  service 
was  often  as  profitable  as  an  hourly  service,  and  would  not 
require  so  large  an  outlay  of  money. 

In  his  annual  address,  the  president,  F.  N.  Tidnam, 
reviewed  the  organization  of  the  association,  told  of  the 
work  of  the  officers  during  the  last  four  months  in  pre- 
paring the  constitution  and  by-laws,  in  answering  the 
questions  of  members  and  assisting  them  with  data  on  rates 
and  franchises,  and  in  keeping  in  touch  with  legislation  per- 
taining to  public  utilities.  Mr.  Tidnam  urged  the  opening  of 
a  question  box  and  that  a  committee  be  formed  to  obtain 
answers  from  the  most  reliable  sources,  and  also  that  a  com- 
mittee be  appointed  to  report  on  legislation  adverse  to  the 
railway,  gas  and  electrical  interests.  He  suggested  the  ap- 
pointment of  a  business  committee  to  report  on  better  meth- 
ods of  increasing  the  use  of  electric  cars,  light,  heat,  power 
and  gas  as  offered  by  large  and  small  properties  and  sug- 
gested that  this  committee  have  the  power  to  assist  con- 
tractors and  to  supply  means  of  introducing  new  appliances. 

J.  Cliff  Leavitt  of  Oklahoma  City  read  a  paper  on  "Car 
Painting  and  Other  Uses  of  Paint."  Mr.  Leavitt  gave  advice 
as  to  the  use  and  durability  of  different  paints  and  discussed 
all  the  parts  of  cars  to  which  paint  is  applied. 

E.  L.  Callahan  of  Chicago,  of  the  General  Electric  Com- 
pany, read  a  paper  on  "Increasing  the  Central  Station  Day 
Load."  He  showed  the  members  how  to  develop  interest  in 
beating  and  cooking  by  electricity. 


The  Nebraska  railway  commission  has  addressed  a  letter 
to  the  Lincoln  Traction  Company,  the  Citizens'  Railway  of 
Lincoln,  the  Omaha  Lincoln  &  Beatrice  Electric  Railway  and 
the  Omaha  &  Council  Bluffs  Street  Railway  notifying  them 
that  they  are  subject  to  the  terms  of  the  new  anti-pass  law 
and  will  be  expected  to  obey  it. 


The  Detroit  United  Railway  on  April  24  secured  from 
Judge  Swan  of  the  United  States  circuit  court  a  temporary 
injunction  restraining  the  city  of  Detroit  from  enforcing  the 
provisions  of  the  city  ordinance  introduced  by  Mayor  Thomp- 
son and  approved  on  April  16,  which  requires  the  company 
to  increase  greatly  its  service  during  rush  hours.  The  com- 
pany has  tiled  a  bill  of  complaint,  stating  that  to  provide  all 
the  cars  required  and  to  carry  out  all  of  the  provisions  of 
the  ordinance  would  force  it  into  bankruptcy.  Section  1  of 
the  ordinance  provides: 

Thai  every  person,  firm  or  corporation  operating  cars 
upon  the  streets  of  the  city  of  Detroit  shall,  between  the 
hours  of  5  and  S:30  a.  m..  11:30  a.  m.  and  2  p.  m.  and  4:30 
and  6:30  p.  m..  except  on  Sundays,  provide  a  sufficient  number 
of  cars  of  sufficient  capacity  to  accommodate  and  provide  for 
the  transportation  of  passengers,  so  that  no  car,  in  conse- 
quence of  the  failure  to  so  provide,  shall  carry  a  greater 
number  of  passengers  than  the  seating  capacity  of  said  car 
and  one-half  as  many  more;  provided,  that  it  shall  not  be 
lawful  for  any  car.  when  it  is  filled  with  passengers  to  or 
in  excess  of  the  number  herein  specified,  to  pass  by  without 
stopping  for  additional  passengers  or  decline  to  receive  pas- 
sengers, whenever  so  signaled,  unless  another  car  on  said 
line  and  following  in  its  rear  is  within  a  distance  of  200 
feet;  and.  provided,  further,  that  the  terms  hereof  shall  not 
apply  to  any  extraordinary  condition  that  could  not  with 
reasonable  care  have  been  foreseen;  and,  provided,  further, 
that  this  section  shall  not  apply  to  any  line  that  is  maintain- 
ing continuously,  during  the  time  herein  named,  a  service 
where  the  cars  are  20  seconds  apart;  or  on  any  line  that 
traverses  any  street  upon  which  there  is  maintained  con- 
tinuously during  the  time  herein  named  a  service  where  the 
cars  are  20  seconds  apart. 

Certain  outlying  lines  are  exempted  from  these  provi- 
sions.    A  fine  of  $100  for  each  violation  is  imposed. 

The  company,  in  its  complaint,  says  that  to  comply  with 
the  ordinance: 

Instead  of  less  than  1,000  cars  now  owned  the  company 
would  have  to  have  7,847  cars  on  the  tracks  during  the  hours 
of  20-second  service,  and  to  allow  for  breakdowns  and  re- 
pairs the  company  would  have  to  keep  on  hand  9,600  cars. 

It  would  be  necessary  to  increase  the  force  of  conductors 
and  motormen  from  1,400  to  19,075  to  man  the  cars  and  allow 
for  sickness,  etc. 

An  increase  of  11,300  employes  in  other  departments  of 
the  service  would  be  necessary  as  follows:  Mechanical  de- 
partment, 3,500;  transportation.  500;  track,  6,400;  power,  400; 
miscellaneous,  500. 

The  total  number  of  employes  would  have  to  be  brought 
up  to  34,000,  an  increase  of  29,035  men. 

The  company  asks  the  court  to  declare  the  ordinance 
unconstitutional  and  void  and  of  no  force  or  effect  whatever, 
and  that  the  city,  the  mayor  and  the  corporation  counsel  be 
temporarily  and  permanently  enjoined  from  enforcing  or  at- 
tempting to  enforce  the  ordinance  either  by  suits  or  prosecu- 
tions or  otherwise. 

The  company  says  that  it  is  now  providing  more  than  a 
sufficient  number  of  cars  for  the  comfortable  carriage  of  all 
passengers  if  the  passengers  would  wait  for  the  short  period 
of  time  between  cars  and  not  all  rush  on  the  first  cars.  It  is 
said  that  every  passenger  could  have  a  seat  by  waiting  a  few 
minutes,  the  seating  capacity  of  the  cars  run  at  all  hours  of 
the  day  being  in  excess  of  the  number  of  passengers  carried 
during   those  hours. 

The  order  for  the  city  to  show  cause  why  the  injunction 
should  not  be  made  permanent  is  returnable  on  May  13. 


Mr.  C.  C.  Cokefair  of  Duluth  and  Mr.  A.  S.  White  of  New 
York  have  made  application  to  the  courts  of  Minneapolis 
for  the  condemnation  of  tracts  of  property  along  the  Missis- 
sippi river  that  are  required  in  connection  with  the  water- 
power  rights  secured  by  them  for  the  power  development 
between  St.  Cloud  and  Minneapolis.  The  distance  by  the  river 
is  125  miles,  although  the  railroad  route  between  St.  Cloud 
and  Minneapolis  is  only  65  miles.  The  available  fall  in  this 
portion  of  the  river  is  100  feet,  and  the  only  points  along 
this  route  where  water  power  is  available  are  at  Otsego, 
Clearwater  and  Monticello,  which  are  those  now  held  by  the 
company  in  which  Mr.  Cokefair  is  interested.  It  is  intended 
to  use  the  water  power  available  by  the  installation  of  a 
large  electric  plant  for  lighting  and  power  purpopes,  and  is 
also  intended  to  furnish  power  for  the  street  railways  from 
the  new  power  house  when  it  is  completed. 


April 


1907. 


ELECTRIC    RAILWAY    REVIEW 


561 


INDIANA    TAX    HEARING. 


The  Indiana  state  board  of  tax  commissioners  on  April  22 
began  a  series  of  hearings  for  representatives  of  traction 
companies  of  the  state  who  desire  to  present  arguments 
showing  why  their  tax  asessments  should  be  reduced  or  at 
least  not  increased.  In  the  course  of  the  hearing  testimony 
was  presented  giving  interesting  facts  in  regard  to  the  condi- 
tion of  Indiana  traction  lines. 

J.  Levering  Jones,  president  of  the  Ft.  Wayne  &  Wabash 
Valley  Traction  Company,  did  not  ask  for  a  reduction,  but 
thought  there  ought  to  be  no  increase.  An  abstract  of  his 
statement  follows: 

The  road  is  spending  much  money  in  bettering  its  prop- 
erty, straightening  out  the  curves  and  similar  work;  it  is 
also  building  a  line  from  Logansport  to  Lafayette,  which  is 
not  in  operation.  When  this  is  completed  the  company  will 
have  lines  from  Ft.  Wayne  to  Lafayette  and  from  Ft.  Wavne 
to  Blufftou. 

The  line  showed  a  net  increase  in  its  earnings  this  year 
over  last  year  of  about  S  per  cent.  Hut  even  this  did  not 
provide  a  surplus.  They  had  sold  no  bonds  in  the  last  six 
months  because  of  the  condition  of  the  money  market.  If  an 
increase  of  S  per  cent  in  the  net  earnings  of  the  company 
would  not  provide  a  surplus,  then  it  is  plain  to  see  what  a 
shrinkage  of  S  per  cent  would  mean.  If  the  net  earnings 
of  any  of  these  roads  were  to  shrink  8  per  cent  it  would 
mean  that  they  would  be  forced  into  a  receivership.  They 
could  not  stand  it. 

So  when  a  road  shows  a  small  increase  it  is  not  a  sign 
that  it  is  already  prosperous.  Wages  have  increased  in  the 
last  few  years — in  the  last  year  5  per  cent.  Material  is  high. 
The  Indiana  interurban  roads  are  just  now  going  through  the 
transition  from  their  infancy  to  maturity,  and  this  is  an 
expensive  process.  They  were  built  independently  and  in 
pieces,  each  little  line  with  its  own  management  and  adminis- 
tration. Each  had  to  have  its  own  power  house,  and  the 
business  was  not  large  enough  to  make  these  individual  lines 
profitable.  Now.  however,  they  are  being  taken  into  combina- 
tions and  the  management  and  administration  are  being  sim- 
plified. This  will  be  the  salvation  of  the  roads  and  for  the 
greater  convenience  of  the  public. 

Mr.  Jones  said  there  was  no  profit  in  the  freight  and 
express  business  that  is  now  done  by  the  interurban  railroads. 
Interurban  roads,  he  said,  were  essentially  passenger  roads. 
Therefore  freight  and  express  cars  must  be  delayed  and  side- 
tracked so  as  not  to  interfere  with  the  regular  operation  of 
passenger  cars.  But  when  these  lines  were  extended  into 
trunk  lines  so  that  cars  might  be  run  long  distances,  many 
of  the  difficulties  in  the  way  of  freight  and  express  traffic 
would  be  eliminated  and  that  branch  of  the  business  would 
produce  a  profit. 

Mr.  Jones  said  that  his  company  had  a  traffic  agreement 
by  which  through  cars  were  run  between  Ft.  Wayne  and 
Indianapolis  over  the  lines  of  his  company  and  those  of  the 
Indiana  Union  Traction  Company  by  way  of  Peru.  He  said, 
however,  that  he  had  under  consideration  the  idea  of  chang- 
ing the  route  of  those  cars  so  as  to  run  them  through  Blufftou. 
Muncie  and  Anderson  and  abandon  the  present  route. 

F.  L.  Welsheimer,  secretary  of  the  Toledo  &  Chicago 
Interurban  Railway,  thought  the  assessment  of  last  year, 
$5,000  a  mile,  should  be  reduced  to  $3,000  a  mile.  He  said 
the  road  was  in  bad  condition  and  that  the  company  had  had 
a  great  deal  of  trouble  from  a  sink  hole.  A  piece  of  200 
feet  of  track  sank  during  the  night  into  a  hole  35  feet  deep 
and  full  of  water. 

Hugh  J.  McGowan.  president  of  the  Indianapolis  Traction 
&  Terminal  Company  and  the  Indianapolis  &  Western  Rail- 
way, said: 

The  Indianapolis  &  Western  or  Danville  line  is  a  new 
line  and  has  never  been  assessed.  It  is  capitalized  at  $2,500,- 
000  so  as  to  cover  the  extension  to  Terre  Haute.  The  prop- 
erty has  been  under  construction  for  two  years.  We  have 
paying  6  per  cent  on  the  money  obtained  for  the  building 
of  the  line  and  will  get  no  benefit  from  our  investment  except 
from  the  two  cars  now  running  until  we  get  the  line  into 
Brazil  and  Terre  Haute.  It  is  now  our  intention,  however,  to 
continue  the  Plainfield  line  instead  of  the  Danville  lino  into 
Terre  Haute  because  of  the  expensive  fills  that  would  have 
to  be  made.  We  hope  to  get  into  Terre  Haute  by  next  Christ- 
mas. The  Danville  line,  compared  with  the  Plainfield  line,  is 
a  spur  and  will  continue  such  until  we  can  get  a  connection 
between  Danville  and  Atno.  We  hope  to  make  a  loop,  extend- 
ing the  Plainfield  line  to  Terre  Haute  and  connecting  with 
the  Danville  extension    by   way  of  Amo.     This  will  give  two 


routes  to  Terre  Haute,  some  of  the  cars  running  by  Danville 
and  some  by  way  of  Plainfield. 

Mr.  McGowan  complained  of  the  assessment  against  the 
Indianapolis  Traction  &  Terminal  Company  for  last  year, 
saying  that  it  was  unfair  and  entirely  too  high.  The  company 
was  assessed  last  year  at  about  $9,000,000.  Mr.  McGowan 
said  that  the  assessment  last  year  increased  the  company's 
taxes  $85,000,  the  whole  tax  being  $230,000,  including  the 
$30, paid  to  the  city. 


REHABILITATION    AND    REORGANIZATION    IN    CHICAGO. 


Bion  J.  Arnold  of  the  board  of  supervising  engineers  of 
Chicago  is  planning  a  system  of  accounting  to  be  followed  by 
the  Chicago  traction  companies  during  the  period  of  rehabili- 
tation. Mr.  Arnold  said  that  the  board,  after  its  organization. 
will  probably  appoint  an  auditing  company  to  establish  the 
system.  When  the  system  has  been  established  different 
auditors  will  probably  be  appointed  to  represent  the  city  and 
the  companies. 

Mr.  Arnold  wants  to  accept  an  offer  to  act  as  chief  con- 
sulting engineer  for  the  railways  of  Victoria.  Australia,  if  he 
can  do  so  without  interference  with  his  duties  in  Chicago. 
Mr.  Arnold  said  he  might  receive  some  suggestions  for  the 
Chicago  work  from  a  study  of  conditions  in  Melbourne.  Mr. 
Arnold  will  address  the  graduating  class  of  the  Armour  Insti- 
tute of  Technology  on  June  13  in  the  Auditorium  on  the  sub- 
ject, "The  Reorganization  of  the  Traction  System." 

A  call  was  issued  on  April  20  for  the  stock  of  the  North 
Chicago  Street  Railroad  Company  and  the  West  Chicago  Street 
Railroad  Company  in  order  that  the  reorganization  of  Ihe 
Union  Traction  lines,  as  provided  in  the  new  ordinance,  may 
be  completed.  The  call  was  issued  by  a  committee  composed 
of  Frederick  H.  Rawson.  William  N.  Eisendrath,  Wallace 
Heckman,  Edmund  D.  Hulbert,  Azariah  T.  Gait.  R.  Floyd 
Clinch,  George  E.  Adams.  Charles  L.  Raymond.  R.  W.  Hosmer, 
Charles  W.  Leland  and  George  E.  Matey. 

The  call  directed  the  attention  of  stockholders  to  the  pro- 
vision of  the  Chicago  Railways  Company  ordinance  that  within 
165  days  after  the  passage  of  the  ordinance — that  is,  on  or 
before  July  26 — there  must  be  deposited  with  the  Chicago 
Title  &  Trust  Company  a  majority  of  the  stock  of  the  two 
companies,  excluding  the  stock  held  by  the  Illinois  Trust  & 
Savings  Bank  as  trustee.  In  order  that  the  stock  which  is 
outstanding  may  be  assembled  for  this  purpose  stockholders 
are  asked  by  the  committee  to  deposit  their  holdings  with 
the  Union  Trust  Company  of  Chicago,  which  will  issue  certifi- 
cates promising  to  return  the  stock  in  case  the  general  deposit 
with  the  title  and  trust  company  is  not  made.     The  call  says: 

As  to  the  terms  of  the  deposit  agreement,  it  is,  perhaps, 
sufficient  to  say  that  the  title  and  trust  company  is  author- 
ized to  dispose  of  the  shares  of  stock  deposited  with  it  there- 
under according  to  the  terms  of  a  plan  of  reorganization,  to  be 
approved  by  Peter  S.  Grosscup  and  Prof.  John  C.  Gray  of  Har- 
vard University,  as  being  based  on  the  legal  rights  of  the 
depositors  as  of  the  date  of  the  passage  of  the  ordinance  and 
as  being  fair  and  just  to  each  class  of  depositors  relatively 
to  the  treatment  of  every  other  class  of  stocks,  securities  and 
judgments.  The  intention  of  the  ordinance  in  this  regard  is 
to  provide  that,  in  the  purchase  of  said  property  by  the  new 
company,  such  class  of  securities  of  the  old  companies,  includ- 
ing stock,  should  receive  fair  and  just  treatment. 


Protective     Device    for    New    York     Subway. 


A  new  and  simple  device  to  protect  travel  in  the  New 
York  subway  and  Incidentally  to  protect  the  subway  itself  is 
now  being  installed  in  the  shape  of  steel  strips  connecting 
the  supporting  pillar  on  the  sides  next  to  the  tracks,  both 
express  and  local.  These  steel  strips  safeguard  the  cars 
in  ease  a  train  is  derailed  from  being  raked  by  the  pillars 
and  wrecked  by  the  impact.  It  is  a  danger  which  has  long 
been  perceived  anxiously,  and  its  obviation  by  this  simple 
device,  though  involving  heavy  expense  to  the  comi 
comes  none  too  soon. 


562 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  17. 


PIPING   AND    POWER    STATION    SYSTEMS— XXXVII. 


HY    \V.     I..    MOKKIS,    M.     E. 


Considerable  trouble  is  experienced  with  the  use  of 
metallic  packing  for  piston  rods,  valve  stems,  etc.,  on  account 
of  the  air  leaking  past  them.  The  piston  rod  packing  can 
be  improved  by  carefully  removing  it  from  the  stuffing  box 
and  marking  the  parts  so  they  will  go  back  in  place.  The 
high  spots  should  then  be  carefully  scraped  so  that  they 
exactly  fit  the  rod  and  thus  assist  the  packing  to  wear  down 
to  a  perfect  bearing.  The  motion  of  the  parts  of  the  packing 
is  quite  slight,  and  as  they  are  made  to  wear  slowly  an  air 
tight  fit  may  not  be  secured  for  a   considerable  time  if  the 


J. 


& 


fen      f-a 


L 


aT  Id 

Figure  271— (J2-1). 

operator  waits  for  it  to  wear  to  a  perfect  fit,  and  if  the  leak 
is  very  serious,  it  would  probably  never  wear  tight,  as  the 
wear  caused  by  the  leakage  would  exceed  that  of  the  rod  and 
therefore  the  leak  would  become  larger  instead  of  smaller. 
The  low-pressure  cylinders  are  subjected  to  such  low  tempera- 
tures that  almost  any  form  of  fibrous  packing  may  be  used 
for  them  successfully.  Fibrous  packing  may  require  more 
frequent  attention  and  renewal  and  may  eventually  cost  more 
than  metallic  packing,  but  since  the  loss  of  vacuum  is  often 
two  inches  in  the  case  of  metallic  packings,  which  are  ap- 
parently in  good  condition,  the  fibrous  packing  will  probably 
be  the  most  economical  unless  the  packing  manufacturers  will 
guarantee  to  install  and  maintain  the  packing  so  that  it  will 
remain  as  tight  as  fibrous  packing. 

Each  inch  of  vacuum  loss  is  equivalent  to  about  1  per  cent 
increase  in  the  cost  of  operation,  which  would  amount  to 
about  $440  a  year  in  the  case  of  1,000-horsepower  engine 
operating  12  hours  a  day.  The  cost  of  packing  and  expense 
of  keeping  it  in  good  condition  is  small  compared  to  the  loss 
caused  by  a  drop  in  the  vacuum.  Stuffing  boxes  should  be, 
if  possible,  arranged  so  that  either  fibrous  or  metallic  packing 
can  be  used,  and  the  pump  should  preferably  be  so  arranged 
that  the  change  from  metallic  to  fibrous  packing  and  the 
renewal  of  packing  can  be  made  without  dismantling  the  pump 
or  interrupting  its  operation.  If  so  arranged,  the  loss  occa- 
sioned may  be  readily  ascertained  and  avoid  the  possibility 
of  the  packing  manufacturers  shifting  the  responsibility  for 
air  leaks  on  to  the  pipe  lines,  etc.  It  is  invariably  good  prac- 
tice to  provide  the  operator  with  every  means  possible  for 
determining  the  efficiency  of  apparatus  so  that  any  difficulty 
may  be  easily  located  in  the  least  possible  time  and  at  the 
least  possible  expense. 

Class  J  2,  3,  4  and  5 — Dry  Vacuum  Mains  and  Branches. 
A  dry  vacuum  main  is  necessary  where  there  is  more  than 
one  condenser  and  more  than  one  dry  vacuum  pump,  as  it 
permits  the  use  of  one  pump  on  one  or  both  condensers.  The 
mains  should  be  tapped  at  the  top  for  branches  from  the  con- 
denser and  the  pump  connection  should  be  taken  from  the 
bottom.  This  detail  is  quite  important  to  insure  the  draining 
of  all  condensation  to  be  removed  from  the  main  through  the 
air  pumps  in  a  small  continuous  volume.  There  is  no  ob- 
jection to  passing  the  condensation  through  the  pump  if  it 


is  in  the  form  of  mist,  as  it  aids  in  reduction  of  the  com- 
pression temperature  in  the  air  pump  cylinder,  but  it  is  unsafe 
to  allow  the  condensation  to  enter  the  air  pump  in  slugs, 
for  the  air  pump  would  undoubtedly  be  seriously  damaged,  as 
the  piston  speed  is  high  and  the  clearances  small.  The  prob- 
able result  would  be  a  broken  cylinder  head,  valves,  connect- 
ing rod  or  crank  pin. 

The  dry  vacuum  main  should  have  a  slight  uniform  pitch 
toward  the  air  pump  opening  to  prevent  the  accumulation 
of  condensation  in  pockets  and  a  valve  on  the  pump  suction 
should  be  located  directly  below  the  main  as  shown  in  Fig. 
271  (J  2-1).  This  arrangement  avoids  the  possibility  of  the 
branch  filling  with  condensation  down  to  the  valve,  a  detail 
which  will  not  permit  of  draining  on  account  of  the  line  being 
under  less  pressure  than  the  atmosphere.  The  valve  between 
the  pump  branches  is  necessary  so  that  repairs  can  be  made 
to  the  main  while  the  condenser  on  the  other  side  of  the 
valve  is  in  operation.  The  valves,  a,  located  close  to  the  air 
pump,  should  not  be  less  than  one-fourth  the  diameter  of 
the  pump  suction,  and  they  should  be  of  the  globe  form  to 
insure  tightness.  These  valves  are  necessary  in  starting  the 
pump,  to  permit  it  being  brought  up  to  speed  before  the  full 
vacuum  is  put  on  it.  After  the  pump  is  in  operation  the 
branch  line  valves  should  be  opened  slowly  so  as  to  permit 
the  water  which  has  accumulated  above  them  to  leak  slowly 
past  and  through  the  pump.  The  temperature  of  the  air  enter- 
ing the  pump  is  generally  about  120  degrees,  which  is  in- 
creased considerably  by  the  compression  in  the  pump  cylinder, 
so  that  water  jackets  are  necessary  to  keep  the  cylinder  cool, 
as  previously  stated,  under  the  heading  Class  H  6.  The  dis- 
charge from  the  pump  is  quite  dry,  due  to  the  heating  in  the 
cylinder,  and  may  be  discharged  over  an  open  sewer  or  the 
like,  with  some  prvision  for  getting  rid  of  the  oil  and  grease 
carried  over  by  the  air.  As  this  air  is  objectionable  in  the 
engine  room,  it  can  be  discharged  into  the  atmospheric  ex- 
haust line,  as  there  would  be  practically  no  saving  in  heat 
units,  the  temperature  of  the  feedwater  in  the  heater  being 
nearly  as  high  as  the  air. 

The  dry  vacuum  main  and  branches,  as  illustrated  in 
Fig.  271,  may  be  used  for  either  an  elevated  jet  or  a  surface 
condenser,  the  details  being  the  same  in  either  case.  The 
elevated  jet  condenser  discharges  air  together  with  the  tail 
water  whether  a  dry  vacuum  pump  is  used  or  not,  the  dry 
vacuum  pump  simply  being  more  effective,  keeps  the  con- 
densing chamber  freer  from  air  and  thus  permits  a  higher 
vacuum  to  be  maintained.  The  air  which  is  discharged 
through  the  tail  pipe  into  the  hot  well  tends  to  form  vapor, 
hence  if  the  hot  well  is  located  in  the  engine  room  it  should 
be  ventilated,  as  this  hot  vapor  is  generally  very  foul,  being 
largely  the  gas  liberated  by  the  decomposed  matter  carried  in 
the  injection  water.    Fig.  272  (J  2-2)  shows  a  well  ventilated 


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Figure   272— (J2-2). 


Figure   273—  (J2-3). 


by  an  air  duct  which  is  carried  to  the  outside  of  the  building 
above  the  grade  line.     The  manhole  cover  and  the  tail  pipe 
should  have  an  air  tight  fit  at  the  top  of  the  well  to  prevent 
the  discharge  of  gases  and  vapor  into  the  engine  room. 
(To  Be  Continued.) 


The  Schenectady  Railway  Company  expects  to  open  its 
line  between  Saratoga  and  Ballston,  N.  Y.,  on  June  1. 


April  27,  1907. 


ELECTRIC    RAILWAY    REVIEW 


:,<;:: 


News  of  the  Week 


Tests  of  the    New    Haven    Electric    Locomotives. 

The  New  York  New  Haven  &  Hartford  Railroad  began  on 
April  19  a  series  of  experimental  runs  of  trains  pulled  by  the  new 
single-phase  electric  locomotives,  between  Larchmont  and  New 
Roehelle.  The  tests  of  the  locomotives,  as  well  as  of  the  over- 
head work,  supplied  by  current  from  the  company's  new  pov 
house  at  Cos  Cob,  Conn.,  are  said  to  have  proved  remarkably  sui  - 
cessful  and  to  have  demonstrated  that  trains  operated  by  the  new 
system  will  be  capable  of  a  speed  of  100  miles  an  hour  with  safety. 
The  tests  are  to  be  continued. 

Plans  for  Ordinance   in    Philadelphia. 

An  ordinance  which  will  authorize  the  city  of  Philadelphia  to 
enter  into  an  agreement  with  the  Philadelphia  Rapid  Transit  Com- 
pany is  in  process  of  preparation  and  may  be  ready  for  presentation 
at  the  next  meeting  of  councils  on  May  2. 

George  H.  Earle,  Jr.,  a  director  of  the  Philadelphia  Rapid 
Transit  Company,  said  that  the  progress  of  the  city  greatly  de- 
pended upon  the  passage  of  an  ordinance  which  would  restore  the 
confidence  of  investors  and  give  the  Transit  company  the  financial 
means  to  proceed  with  the  needed  improvements  and  extension  of 
its  lines. 

The  Trades  League  of  Philadelphia  has  withdrawn  its  opposition 
to  the  plans  for  a  new  arrangement  between  the  Philadelphia 
Rapid  Transit  Company  and  the  city  of  Philadelphia. 

Peoria-Bloomington    Line  of  the   Illinois  Traction   Company  Opened. 

The  first  car  was  operated  over  the  new  line  of  the  Illinois 
Traction  Company  from  Peoria  to  Bloomington,  42  miles,  on  April 
21,  and  a  regular  two-hour  service  was  begun  on  the  following  day. 
The  Illinois  Traction  Company  first  built  a  line  from  Danville  to 
Decatur.  Later  the  line  was  extended  to  Springfield  and  St.  Louis 
from  Springfield  to  Lincoln,  and  from  Decatur  to  Bloomington. 
The  company  is  now  preparing  to  build  from  Lincoln  to  Mackinaw 
to  connect  with  the  Peoria  line.  In  addition  contracts  have  been  let 
for  another  line  from  Springfield  to  Jacksonville.  Next  year  it  is 
also  planned  to  build  from  Champaign  to  Bloomington  and  from 
Bloomington  to  Joliet,  thus  completing  the  line  from  Chicago  to 
St.  Louis,  paralleling  the  steam  line  of  the  Chicago  &  Alton. 

The  construction  of  the  line  from  Peoria  to  Bloomington  is 
■especially  noteworthy  from  the  fact  that  the  company  was  com- 
pelled to  build  a  bridge  across  the  Illinois  river  at  Peoria  at  an 
expense  of  $200,000,  the  first  important  bridge  work  yet  contracted 
by  that  company.  It  is  asserted  that  the  Illinois  Traction  Com- 
pany connects  the  most  profitable  belt  of  inland  cities  of  any  in 
the    west. 

Interborough   Company   Refuses   to   Bid   on    New   York   Subways. 

No  bids  were  received  for  the  Seventh  and  Eighth  avenue  and 
Lexington  avenue  subway  routes  at  the  meeting  of  the  New 
York  rapid  transit  commission  on  April  25,  the  date  set  for  receiv- 
ing bids.  The  Interborough-Metropolitan  Company,  which  operates 
the  present  subways  and  practically  all  of  the  city  railways  in 
Manhattan,  was  expected  to  submit  a  bid  either  for  operation  or 
construction  and  operation  of  the  new  routes,  but  instead  President 
Shouts  sent  a  long  letter  to  the  commission  pointing  out  the  rea- 
sons why  the  Interborough  did  not  bid.  He  stated  that  there  would 
be  no  profit  in  operating  the  proposed  subway  because  of  the  re- 
striction of  the  length  of  lease  to  20  years  imposed  by  the  Elsberg 
law  and  because  of  tin-  conditions  of  construction  and  operation 
imposed  by  the  commission.  The  commission  is  in  a  quandary. 
is  the  four  years'  work  spent  in  preparing  plans,  securing  consents 
and  in  complying  with  the  legal  formalities  necessary  before  adver- 
tising for  bids  is  apparently  wasted.  Some  of  the  plans  for  the 
Lexington  avenue  subway,  as  prepared  by  George  S.  Rice,  chief 
engineer  of  tin-  commission,  were  published  in  the  Electric  Railway 
Review  of  April   13. 

The  rapid  transit  commission,  at  its  meeting  on  April  IS,  awarded 
the  contract  for  the  Brsl  section,  from  Canal  to  Pearl  streets,  of  the 

subway  loop  to  con I    I  lie    1-irooklyn   and  Williamsburg  bridges  to 

the  Degnon  Contracting  Company,  whose  bid  was  $2,952,000  for 
the  subway  and  $8.1.000  for  the  pipe  galleries.  The  contract  calls 
for  the  completion  of  the  work  in  21  months.  Four  other  con- 
•  for  the  other  sections  of  the  same  loop  are  to  be  advertised 
at  once.  The  board  fixed  Hay  9  as  the  date  for  public  hearing  on 
the  form  of  contract.  The  route  of  the  loop  was  shown  in  the 
ric   Railway   Review  of   February  16,   1907,   page  221. 

Summer    School    for    Artisans    at    the    University   of    Wisconsin. 

The  seventh  annual  session  of  the  summer  school  for  artisans, 

tier  thi    dlrectii I   thi    College  of  Engineering  of  the  Uni- 

ty  of  Wisconsin,  begins  on  June  24,  and  continues  for  a   i 
weeks.    Courses  of  study  are  offered   in   the  following  sub- 

l.  Engines  and    Boilers.     Lectures  and  laboratory  courses  covet 
ing   I  instru   tion     management    and    testing   of    - 

engin  sines  and  gas  producers,  refrigerating  ma- 

chine! 

_•    Applied   Electricity.     Lectures  and  laborat ir» 

Ing    the    tnei  id    alternating    current    dynamos    and 

motors,  tbe  operation   and  eating  electrical 

is    and    other    apparatus,     photometry     and 

ation    of    instruments. 

::.  Mechanical   Drawing  and   Machine  Design. — Elements 


plied    mathematics,    courses    in    mechanical   drawing    and    machine 
design  adapted  to  the  preparation  of  the  students. 

4.  Materials  of  Construction.  Fuels  and  Lubricants. — Lectures 
on  the  properties  of  materials  accompanied  by  laboratory  tests; 
lei  tores  on  fuels  and  lubricants  with  laboratory  tests  on  the  heat- 
ing value  of  coals  and  efficiency  of  lubricants. 

5.  Shop  Work. — Practii  e  with  hand  tools,  wood  and  metal 
working  machinery,  and  in  blacksmithing  and  pattern  making. 

6.  Manual  Training. — Lectures  and  laboratory  courses  adapted 
to   the  requirements  of  manual   training  teachers. 

The  entire  laboratory  and  shop  equipment  belonging  to  the 
College  of  Engineering  is  used  by  the  students  in  the  summer 
school.  The  requirements  for  admission  do  not  extend  beyond  a 
working  knowledge  of  English  and  arithmetic,  but  the  policy  is  to 
allow  a  large  amount  of  individual  work,  so  that  the  student  may 
take  advantage  of  all  the  preparation  he  has  obtained.  This  school 
offers  to  those  unable  to  take  a  regular  four  years'  course  an  oppor- 
tunity of  obtaining  a  working  knowledge  of  the  methods  of  testing 
and  the  use  of  instruments,  together  with  such  theoretical  prin- 
ciples in  each  case  as  the  nature  of  the  subject  and  the  preparation 
of  the  student  may  permit.  Correspondence  students  have  found 
this  school  of  value  in  giving  an  opportunity  for  laboratory  prac- 
tice along  the  lines  in  which  they  have  had  theoretical  instruction. 

A  bulletin  describing  the  work  of  the  school  for  artisans  in 
detail  will  be  sent  on  application  to  Frederick  E.  Turneaure.  dean. 
College  of  Engineering,   Madison,  Wis. 

Legislation    Affecting    Electric    Railways. 

Connecticut. — Several  bills  affecting  the  electric  railway  in- 
terests have  been  considered  before  the  legislature,  most  of  them 
relating  to  a  reduction  of  fare  to  six  tickets  for  25  cents.  General 
Manager  J.  F.  Punderford  appeared  before  the  legislature  recently 
to  oppose  any  reduction.  He  made  the  point  that  everything  is 
going  up  except  car  fares.  Even  wages  are  going  up,  for  there 
are  two  applications  before  the  company  for  increases.  Cars  cost 
$500  more  apiece,  rails  and  copper  are  more  expensive.  Merchants 
can  raise  prices  to  meet  conditions,  but  fares  cannot  be  raised.  Tin- 
alternative  is  to  curtail  the  service  and  that  the  company  does 
not  want  to  do. — House  bill  No.  632  gives  to  electric  railway  com- 
panies added  power  in  condemning  right  of  way  without  the  ap- 
proval of  the  state  railroad  commission.  Corporation  Counsel  Ship- 
man  has  introduced  a  substitute  bill,  providing  that  no  street  rail- 
way shall  condemn  land  for  a  private  route  until  the  railroad 
commissioners  shall  so  authorize. — A  bill  requiring  that  all  appli- 
cants for  electric  railway  charters  shall  be  bonded  to  build  within 
a   certain   time   has  been   considered    in   the   house. 

Illinois. — The  house  committee  on  corporations  has  reported 
bills  providing  that  upon  petition  of  25  per  cent  of  the  voters  of  a 
city  or  village,  any  franchise  ordinance  passed  by  the  council 
or  hoard  of  trustees  granting  a  corporation  the  use  of  the  streets 
must  be  submitted  to  a  vote  of  the  people  for  ratification  or  rejec- 
tion, requiring  that  in  cities  of  100,000  population  or  over  all  electric 
wires  carrying  100  volts  or  over  shall  be  placed  underground;  pro- 
viding that  in  cities  of  100.000  or  over  all  electric  trolley  wires  shall 
be  placed  underground  before  July  1.  1909;  requiring  that  all  live 
third  rails  shall  be  thoroughly  guarded. 

Massachusetts. — Tin-  senate  is  considering  a  bill  to  permit  the 
joint  use  of  tracks  and  cars  by   electric   railway  companies. 

Michigan. — The  senate  has  passed  the  Cady  bill  which  allows 
interurban  railways  to  refuse  to  make  more  than  one  stop  in  cities 
and    villages    under   20,000    population. 

Minnesota. — The  house  on  April  19  defeated  the  Dalzell  bill. 
which  provided  that  electric  railways  should  have  the  right  of 
eminent  domain  through  unplatted  portions  of  cities  and  villages 
and  through  platted  portions  if  no  franchise  could  be  secured.  Sev- 
eral amendments  were  offered  in  order  to  secure  the  passage  of 
the  bill  but  were  defeated. 

New  York. — The  assembly  on  April  25  passed  the  Wagner  five- 
cent  fare  bill,  which  will  compel  the  Brooklyn  Rapid  Transit  Com- 
pany to  charge  only  a  five-cent  fare  for  a  ride  to  Coney  Island. 
The  bill  provides  that  no  corporation  controlling  or  operating  a  rail- 
road of  any  kind  within  this  state  shall  charge  any  passenger  more 
than  five  cents  for  one  continuous  ride  from  any  point  on  its 
line  or  branch  operated  by  it  or  under  its  control  by  leas,  or 
otherwise  within  the  limits  of  any  incorporated  city  or  village  to 
any  other  point  on  such  road,  line  or  branch  operated  by  it  or  under 
its  control  by  lease  or  otherwise.  If  the  bill  becomes  a  law  it  will 
nullify  the  effect  of  the  decision  of  the  court  of  appeals  on  January 
8,  which  permitted  the  Brooklyn  Rapid  Transit  Company  to  charge 
a  10-cent  fare  to  Coney  Island  on  the  ground  that  some  of  its  lines 
were  owned  by  leased  corporations  chartered  as  elevated  and  steam 
loads,  and  which  consequently  did  not  conic  under  the  law  requiring 
a  single  fare  over  a  continuous  tine  of  street  surface  railroad  oper- 
ated  by  one  company. 

Pennsylvania. — Governor  Stuart  signed  on  April  22  the  Hoi 
"trolley     freight''     bill,     permitting    electric    railway     companies    to 
carry   light  freight   and   do   a   general   express   business   subject    to 
the   regulations  of  the  local  authorities.     The  bill  goes  Into  effect 
ice. 

Tennessee. — The  legislature  has  passed  and  the  governor  signed 
on  .March   12  a  bill  providing  thai   electric  railway  companies 

acquire  land  for  park  purposes  by  condemnation  prnc lings,  iii  the 

ol   Inability  to  purchase,  and   that   the  present  laws  role 
ne  ni  domain  shall  apply. 


Electrification   on    the    New    Haven    Road. — T.    E.    Byrnes,       li 
president   of  the   New    fork   New    Haven   &    Hartford    Railroad,    is 

ted  as  follows      "The  Stamford,  Conn.,  electrified  zone  wl 

iloiilitedly   be   In    working  order  by  June   15.     Until    it   has    i 

-i,.i    bj    practical   demonstration    whether  or  not   the 

ss,   we  will  not  think  abc 


564 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  No.  17. 


so   far  as  the   proposed   system   from    Boston   to  Providence  is  con- 
cerned." 

Cannot  Carry  Mail  Carriers  at  Reduced  Rate. — The  railroad 
commission  lias  interpreted  the  anti-pass  law  passed  by  the  legis- 
lature, which  affects  electric  as  -team  roads,  as  prohibiting 
street  railway  compai  policemen,  mail  carriers  or 
firemen,  or  any  other  persons  not  exempted  by  the  law,  at  a  rate 
lower  than  that  open  to  the  g  iei  il  |  ublli  This  opinion  was  given 
in  reply  to  a  question  by  the  Lincoln  Traction  I  oi  pa  .  which  has 
a  contract  with  the  -                           carry  mail  carriers  at 

which    can    only   be    terminated    after   June    1    upon   SO 

Court  Upholds  Elevated  Platform  Connecting  with  Store. — The 
Illinois  supreme  court  on  April  L9,  in  the  case  of  the  city  of  Chi- 
cago against  the  Union  Elevated  Railroad  Company,  which  owns 
the  Chicago  "Union  Loop."  upheld  the  right  of  the  company  to 
maintain  the  platform  and  passageway  connecting  the  elevated 
loop  station  at  state  and  Van  Buren  streets  with  the  store  of 
A.  XI.  Rothschild  &  Co.  The  city  had  taken  the  position  that  the 
platforms  built  for  this  purpose  were  an  encroachment  on  the  street, 
but  the  court  says  this  is  not  true.  On  the  contrary,  the  decision 
says  the  exits  are  public  convenience! 

Davenport  Commercial  Club  to  Aid  Interurbans. — The  Com- 
ae ivial  Club  of  Davenport.  la.,  has  appointed  a  committee  to  lay 
.•m  a  route  on  which  interurban  roads  may  come  into  the  city. 
The  suggestion  was  made  by  Henry  Vollmer.  who  moved  that  the 
ittee  be  appointed  and  that  the  result  of  its  work  be  laid 
the  city  council.  The  committee  will  also  suggest  the 
amount  the  roads  should  pay  for  the  use  of  the  streets  and  an 
effort  will  be  made  to  have  the  council  embody  these  suggestions 
in  an  ordinance.  Several  interurban  roads  desire  to  enter  the 
city,  but  it  is  stated  that  they  cannot  finance  the  projects  unless 
they    are    provided    with    an    independent    entrance. 

Indiana  Railroad  Commission  to  Enforce  Safety  Appliance 
Laws. — The  Indiana  railroad  commission  has  directed  the  attention 
of  the  steam  and  electric  railroads  to  13  provisions  of  the  state  rail- 
road law.  relating  to  the  requirements  in  regard  to  safety  appliances 
and  the  prohibitions  against  dangerous  structures.  The  require- 
ments include  the  following:  Power  brakes,  grab-irons,  hand-holds, 
standard  drawbars,  automatic  couplers,  safety  appliances  for  pas- 
senger  trains,  air  brakes  on  motor  cars,  overhead  bridges  with 
sufficient  clearance  above  the  track.  The  law  provides  that  the 
commission  may  send  out  inspectors  to  look  for  the  violation  of 
these  different  provisions  and  the  companies  are  required  to  carry 
the   inspectors    free   of   charge. 

Pittsburg  Railways  Forbids  Gambling.  Liquor  and  Cigarettes. — 
The  Pittsburg  Railways  Company  has  issued  an  order  directed 
against  gambling  and  the  use  of  intoxicating  liquors  or  cigarettes 
by  its  employes.  The  order,  which  is  signed  by  Superintendent 
Murphy  and  approved  by  President  Callery,  reads  as  follows:  "For 
the  betterment  of  the  service  and  the  safety  of  the  public  it  will 
from  this  date  (April  20,  1907)  be  the  policy  of  this  company  not  to 
retain  in  its  employ  men  who  use  intoxicating  liquors  or  cigarettes 
or  are  in  the  habit  of  gambling.  While  it  is  the  privilege  of  each 
individual  to  eat,  drink  and  smoke  what  he  pleases,  It  becomes  the 
duty  of  this  management  to  have  in  the  service  only  men  of  sober 
and  temperate  habits,  physically  and  mentally  able  to  perform  the 
duties  to  which  they  may  be  assigned." 

New  York  Central  Will  Not  Electrify  Adirondack  Lines. — The 
New  York  Central  Railroad,  through  Chairman  Chauncey  M.  Depew, 
of  its  board  of  directors,  has  notified  J.  S.  Whipple,  state  commis- 
sioner of  forest,  fish  and  game,  that  it  will  not  be  possible  to  con- 
sider this  year  a  suggestion  offered  by  the  commissioner  that  the 
railroad  should  electrify  its  lines  running  through  the  Adirondacks, 
in  order  to  further  guard  against  forest  fires.  Mr.  Depew  says  he 
considers  the  suggestion  of  Commissioner  Whipple  a  valuable  one, 
and  adds  that  his  own  personal  interest  in  Adirondack  preserva- 
tion is  very  great,  but  announces  that  the  railroad  has  too  much 
other  work  on  hand  at  the  present  time  to  take  up  with  the  change 
suggested.  He  declares  the  work  of  electrifying  railroad  lines  is 
very  expensive,   and  that  it  is  yet  in  an  experimental  stage. 

Buffalo  Seeks  Amendment  of  Utilities  Bill. — The  Buffalo  cham- 
ber of  commerce  on  April  22  passed  resolutions  against  the  enact- 
ment in  its  present  form  of  the  public  utilities  bill  pending  in  the 
Xew  York  legislature  and  appointed  a  committee  of  five  to  secure 
the  co-operation  of  other  chambers  of  commerce  in  opposing  the 
bill  until  it  shall  be  amended  in  several  important  features.  One 
objection  which  Buffalo  commercial  interests  make  to  the  bill  is 
that  it  does  not  make  proper  provision  for  review  by  the  courts  of 
the  findings  of  the  proposed  public  utilities  commissions.  The  reso- 
lution adopted  states  that  the  "purpose  of  the  proposed  bill  is 
commendable  and  that  a  measure  to  accomplish  the  ends  it  aims 
at  is  desirable,  but  that  the  passage  of  the  bill  in  its  present  form 
would  be  unjust  and  seriously  harmful  to  the  business  interests  in- 
volved." 

New  Brooklyn  Rapid  Transit  Transfer  Rules. — The  Brooklyn 
Rapid  Transit  Company  will  on  May  1  institute  a  new  transfer 
system.  Present  transfer  privileges  at  all  junctions  will  remain 
unchanged,  but  no  more  than  two  transfers  w7ill  be  issued  on  a 
single  fare.  The  main  purpose  of  the  change  is  to  eliminate,  if 
possible,  the  principal  abuses  that  have  characterized  the  operation 
of  the  transfer  system  since  the  privilege  was  accorded,  on  March 
30,  1906,  of  a  transfer  on  a  transfer.  The  new  arrangement  will 
only  affect  the  passengers  who  have  availed  themselves  of  these 
privileges  and  abused  them  to  ride  indefinitely  on  the  lines  of  the 
and  such  passengers  as  have  manipulated  transfer  tickets 
in  order  to  make  a  round  trip  for  a  single  fare.  Under  the  new 
system  a  passenger  will  be  limited  to  three  separate  and  distinct 
rides  for  a  single  fare,  except  that  at  feeder  lines  an  additional 
or  fourth  ride  may  be  obtained  upon  a  conductor's  ticket,  or  a 
transfer  agent's  ticket,   without   the  payment  of  an  extra  fare. 


Construction  News 


FRANCHISES. 


Albia,  la, — A  franchise  for  an  electric  line  in  Albia  and  an  inter- 
urban route  to  Hocking,  la.,  has  been  granted  to  Calvin  Manning 
of  Ottumwa  and  others,  who  are  interested  in  a  system  of  inter- 
urban railways  serving  the  coal  fields  and  farming  districts  in  this 
section. 

Fresno,  Cal. — The  Monterey  Fresno  &  Eastern  Railroad,  which 
proposes  to  build  from  Monterey  to  Fresno,  Cal.,  has  secured  a 
franchise  to  enter  Fresno  on  F  street. 

Montreal,  Can. — A  subcommittee  of  the  road  committee  of  the 
city  council  lias  submitted  a  report  on  the  franchise  application 
of  the  Montreal  Street  Railway  made  last  June,  for  several  exten- 
sions. The  subcommittee  recommends  the  granting  of  franchises 
for  most  of  the  extensions  applied  for,  involving  a  large  amount  of 
double  and  single  track  lines,  but  opposes  some  routes  on  residential 
streets.     No  action   has  yet  been  taken  on  the  report. 

Owatonna.  Minn. — The  Minneapolis  Rochester  &  Dubuque  Trac- 
tion Company,  which  proposes  to  connect  Minneapolis,  Minn.,  and 
Dubuque.  la.,  has  secured  a  franchise  for  a  line  through  this  city. 
Preliminary  work  on  the  survey  has  been  started  and  it  is  stated 
that  the  line  will  touch  Grand  Meadow  instead  of  Spring  Valley,  as 
was  the  original  intention.  The  junction  of  the  main  line  and  the 
Rochester  branch  will  be  at  a  point  midway  between  Oslo  and  Dell 
River.  Right  of  way  from  Oslo  to  a  point  in  Mower  county  already 
has  been  secured.  The  franchise  provides  that  the  road  must  be  in 
operation  within  two  years  and  the  company  must  accept  the  fran- 
chise within  30  days. 

Salamanca,  N.  Y. — A  franchise  has  been  granted  to  the  Western 
New  York  &  Pennsylvania  Traction  Company  to  operate  its  inter- 
urban line  over  Broad  and  Main  streets  to  the  West  Salamanca 
village  limits.  It  is  stated  that  franchises  covering  its  entire  exten- 
sion to  Little  Falls  have  been  secured  by  the  company  with  the 
exception  of  Little  Falls  itself,  application  for  which  is  now  pending 
before  the  village  board.  Work  on  the  line  will  be  started  as  soon 
as  possible  and  continued  until  completed. 

Seattle,  Wash. — The  Seattle  Electric  Company,  in  exchange  for 
a  franchise  on  Twenty-fourth  avenue,  has  agreed  to  remove  its 
car  tracks  on  Twenty-third  avenue  south,  from  Jackson  to  Dear- 
born, and  on  Dearborn  from  Twenty-third  avenue  south  to  Twenty- 
fourth  avenue  south. 

Summit.  N.  J. — The  ordinance  granting  a  40-year  franchise  to 
the  Morris  County  Traction  Company  for  the  operation  of  its  in- 
terurban line  in  Summit  has  passed  the  final  reading  and  on  May  21 
the  final  public  hearing  will  be  given. 

Troy,  N.  Y. — The  Troy  Renssalaer  *  Pittsfield  Railway,  which 
proposes  to  build  a  line  from  Troy,  N.  Y.,  to  Pittsfield,  Mass..  has 
applied    for   a    franchise   in    Troy. 


RECENT   INCORPORATIONS. 


Chicago  Indianapolis  &.  Terre  Haute  Railroad. — Incorporated  in 
Indiana  to  build  an  interurban  line  through  the  counties  of  Benton, 
Fountain.  Hendricks.  Jasper.  Lake.  Marion.  Montgomery.  Xewton. 
Park.  Putnam.  Tippecanoe,  Vermillion.  Vigo  and  Warren,  connect- 
ing Indianapolis.  Lafayette.  Terre  Haute.  Bainbridge,  Covington. 
Danville.  Gary.  Rockville.  Sheffield  and  Williamsport.  Capital 
stock,  $50,000,  of  which  $10,000  has  been  subscribed.  Incorporators: 
Daniel  W.  Bolen.  Charles  M.  Kiler,  Frederick  M.  Strong.  Romus 
F.  Steward  and   Simeon  Loftin. 

Chicago  Ottawa  &  Peoria  Railway. — Incorporated 'in  Illinois  to 
build  an  interurban  railway  as  a  part  of  the  Illinois  Traction  Sys- 
tem from  Chicago  through  the  counties  of  Cook,  Will,  Grundy, 
La  Salle,  Marshall.  Woodford  and  Tazewell,  to  Peoria,  and  from 
Ottawa,  through  the  counties  of  La  Salle  and  Bureau,  to  Prince- 
ton. The  principal  offices  will  be  at  Champaign.  Capital  stock. 
$500,000.  Incorporators:  H.  E.  Chubbuck,  Ottawa.  111.,  and  W.  H. 
Carnahan,  C.  A.  Wright,  Charles  Zilly  and  George  Mattis.  all  of 
Champaign. 

El  Paso  Suburban  Railway. — Incorporated  in  Texas  with  a  cap- 
ital stock  of  $10,000.  Incorporators:  Frank  R.  Tobin.  John  D. 
Tobin  and  Windham  Camp. 

Galveston-Houston  Electric  Railway. — Incorporated  in  Texas  to 
construct  an  interurban  line  between  Galveston  and  Houston,  about 
45  miles.  Stone  &  Webster  of  Boston,  owners  of  the  street  railway 
systems  in  Galveston.  Houston,  Dallas.  Ft.  Worth,  San  Antonio  and 
El  Paso,  Tex.,  own  the  controlling  interest  in  the  new  interurban 
project.  The  principal  office  will  be  in  Houston.  Capital  stock. 
$3,000,000.  Incorporators:  M.  M.  Phinney.  Dallas;  David  Daly.  C. 
R.  Wharton,  W.  B.  Chew.  Jesse  H.  Jones.  William  A.  Wilson  and 
Jesse  A.  Baker,  Jr.,   Houston,  Tex. 

Inland  Electric  Company. — Incorporated  in  Oregon  to  construct 
an  electric  line  from  Klamath  Falls  to  Bomaza,  Yonna  and  Merrill. 
Capital  stock,  $25,000.  Incorporators:  W.  H.  Mason.  E.  J.  Murray 
and  H.  L.  Holgate.  all  of  Klamath  Falls.  Ore. 

Lake  Champlain  &  Lake  Placid  Traction  Company,  Ausable 
Forks.  N.  Y. — Incorporated  in  Xew  York  to  build  an  electric  rail- 
road in  Essex  county,  from  Westport.  on  Lake  Champlain,  to  LaKe- 
Placid,  and  also  to  Ausable  Forks.  X.  Y..  49  miles.  Capital  stock, 
$1,500,000.    Incorporators:    Albert  L.  Washburn,  Xorman  C.  Spencer, 


April  27,  1907. 


ELECTRIC    RAILWAY    REVIEW 


Wilbur  T.  Halliday,  Elizur  S.  Goodrich.  Henry  F.  Smith.  Hartford. 
Conn.:  George  S.  Raley.  William  L.  Kiley.  Thomas  D.  Trumbull. 
Glens  Falls,  N.  Y.;  Richard  L.  Trumbull,  Ausable  Forks,  N.  T. 

Peoria  Lincoln  <£.  Springfield  Traction  Company. — Incorporated 
in  Illinois  to  build  a  branch  of  the  Illinois  Traction  System  from 
Lincoln,  Logan  county,  to  Mackinaw,  Tazewell  county,  Illinois. 
This  line  will  connect  Springfield  and  the  line  south  to  East  St. 
Louis  with  Peoria  and  the  proposed  line  to  Chicago.  Capital  stock, 
$400,000.  Incorporators:  Charles  Zilly,  W.  H.  Burke,  B.  E.  Bram- 
ble,  G.  A.  Wright  and  George  M.  Mattis. 

Plum  Valley  Railway. — Incorporated  in  South  Dakota  to  build  an 
electric  railway.  22  miles  long,  from  Plum  City  to  Pepin.  Wis.  Cap- 
ital stock.   $500,000. 

St.  Louis  Terre  Haute  &  Quincy  Traction  Company. — Incorpo- 
rated in  Illinois  to  construct  an  electric  line  from  a  point  in  Illinois 
opposite  Terre  Haute,  Ind..  through  the  counties  of  Adams,  Pike. 
Scott,  Greene,  Macoupin,  Sangamon.  Montgomery,  Shelby,  Coles. 
Cumberland,  Clark,  Fayette,  Bond  and  Madison  to  Venice  and 
Quincy,  111.  Capital  stock,  $25,000.  Incorporators:  Edward  Yates. 
Pittsfield;  Peter  Chase,  Decatur;  H.  T.  Wilson  and  H.  C.  Simons, 
Virden;    E.    E.    Barclay,    Springfield,    111. 

Sonoma  &.  Lake  County  Railway. — Incorporated  in  California 
to  build  an  interurban  line  from  Cloverdale  to  Lakeport.  with  a 
branch  to  Kelseyville.  Surveys  have  been  made  from  Lakeport  to 
Cloverdale,  about  27  miles.  The  maximum  grade  will  be  about  3 
per  cent.  It  is  stated  that  one  tunnel  will  be  built,  the  exact  loca- 
tion of  which  is  not  announced.  Work  will  begin  as  soon  as  the 
weather  permits.  Capital  stock.  $1,000,000,  of  which  $36,000  has 
been  subscribed.  Incorporators:  President,  M.  C.  Dickinson,  Ukiah, 
Cal.:  vice-president.  J.  E.  Fulton:  secretary,  W.  S.  Fry;  treasurer, 
J.  R.  Garner;  J.  W.  Preston,  J.  A.  Sparks.  D.  F.  Mclntire,  W.  P. 
Merideth  and  W.   N.   Johnson. 

Toledo  &  Ft.  Wayne  Electric  Railway,  Ft.  Wayne,  Ind. — Incor- 
porated in  Indiana  to  build  an  electric  railway  from  Ft.  Wayne, 
Ind.,  to  Bryan,  O.  The  company  also  proposes  to  manufacture  and 
sell  electricity  for  light,  heat  and  power  purposes.  This  line  when 
completed  will  give  a  through  line  from  Toledo  to  Ft.  Wayne.  Cap- 
ital stock,  $100,000.  Incorporators:  John  H.  Zimmerman,  Ira  Grubb, 
Thomas  Hood,  Scott  Swaine,  E.  G.  Hoffman  and  Granville  A. 
Reeder. 


TRACK   AND    ROADWAY. 


Brownsville  Masontown  &  Smithfield  Street  Railways. — This 
company,  which  was  recently  incorporated  to  build  an  electric  rail- 
way from  Brownsville  to  Smithfield,  Pa.,  20  miles,  has  organized 
by  electing  the  following  officers:  President,  W.  J.  Sheldon;  vice- 
president.  M.  H.  Cloud;  treasurer,  C.  S.  Crawford;  secretary.  John 
Lueckhert. 

Calais  Electric  Railway. — It  is  reported  that  this  company  will 
extend  this  road  from  Calais  to  Woodland  and  Robinson,  Me.,  the 
coming  summer. 

Catawissa  &  Numedia  Street  Railway. — This  company  has  ap- 
plied to  the  commissioners  of  Columbia  county,  Pennsylvania,  to 
occupy  all  the  bridges  in  the  public  road  between  Catawissa  and 
Numedia   for   its   proposed    line. 

Denton  Interurban  Railway  &  Power  Plant  Company. — H.  M. 
Griffin,  president.  Battle  Creek,  Mich.,  writes  that  this  company, 
recently  incorporated,  proposes  to  build  six  miles  of  electric  line 
in  Denton,  Tex.,  surveys  for  which  have  been  completed.  Con- 
struction is  expected  to  begin  in  July,  or  as  soon  as  the  rails  arrive. 
Work  on  the  power  house  has  been  started.  The  equipment  will 
consist  of  Atlas  engines  and  boilers  and  the  generating  equipment 
will  be  of  Allis-Chalmers  manufacture,  including  Bullock  gen- 
erators and  complete  electrical  equipment.  Headquarters,  Denton, 
Tex. 

Eastern  Pennsylvania  Railways. — F.  A.  Hewitt,  superintendent, 
writes  that  this  company  will  probably  begin  construction  this 
summer  on  an  extension  from  Middleport  to  Tamaqua,  eight  miles, 
via  Tuscarora  and  Newkirk.  The  line  has  been  surveyed.  W.  E. 
Harrington,    Pottsville,    Pa.,    is    president. 

Evansville   &    Eastern    Electric    Railway. — It   is  announced    that 
the   extension    to    Rockport,    Ind.,    will   be   in   operation   by   June   1. 
Tracklaying   will    be    completed    in    about    a    week    and    the    po 
house  at  Hatfield  will  be  finished  soon  afterward. 

Florence,    Colo. — The    Florence    Business    Men's    Assoi  iation    is 
ting   stuck    subscriptions    for   a    company    to    be    organized    to 
build  an  electric  motor  line  to  several  surrounding  coal  towns,  in- 
cluding  Coal    Creek.    Rockvale.    Williamsburg   and    several    smaller 
coal  camps. 

Ft.  Wayne  &  Springfield   Railway,   Decatur,   Ind. — It  is  reported 
that  surveys  are  being  made  for  an  extension   south   fro 
through  Portland  and  Winchester   to   Richmond,    Ind. 

Fresno,  Cal. — Surveys  are  being  made  for  an  electric  railway 
from  Fresno  to  the  Yosemitc  valley.  • 

Girard    Coal    Belt    Electric    Railway. — I.     II.    Phillips 
Glrard,    Kan.,    writes    that    tin                                               to    build    from 
Girard  to  Mulberry,  of  16  miles,  tin  I  ter- 

ritory, Including  the  towns  of  Dunkirk.  Bradley,  w  i 
Curranvllle  and  Fuller,  besides  a  number  of  coal  camps.  The  en- 
tire route  n  surveyed  and  grading  Is  In  progress  between 
Girard  and  Dunkirk,  six  miles.  The  date  of  letting  contracts  has 
not  :  I  James  McFarland.  president;  F.  P.  Daniels,  chief 
engineer.     Headquarters.  Girard,   Kan. 


Grand  Central  Traction  Company. — D.  W.  Morgan,  secretary, 
writes  that  this  company,  recently  incorporated,  will  build  from 
Indianapolis  to  Evansville,  Ind.,  with  a  branch  from  Bloomington 
to  Terre  Haute.  251  miles  in  all.  Surveys  have  been  completed 
from  Indianapolis  to  Bedford  and  from  Bloomington  to  Patricks- 
burg  and  surveys  are  now  under  way  from  Bedford  to  Evansville. 
Construction  will  begin  soon.  The  third -rail  system  will  be  used. 
W.  D.  Whitney,  Muneie,  president:  Will  Duncan,  Bedford,  chief 
engineer.     Headquarters     (03    state    Life   building,    Indianapolis. 

Gray's  Harbor  Railway  <£.  Light  Company,  Aberdeen.  Wash. — 
It  is  reported  that  this  company  will  soon  begin  the  construction 
of  a  new  line  from  Aberdeen  to  Montesano,  Wash.  E.  A.  Bradner. 
Aberdeen,   chief  engineer. 

Hartford   &   Springfield    Street    Railway. — This  company   is   sur- 
veying an  extension  of  the  Somers  branch  to  West  Stafford.  M 
four  miles,  to  connect  with  the  line  under  construction  from   Staf- 
ford Springs  to  Rockville. 

International    Railway,    Buffalo,    N.    Y. — This    company    expc 
to    contract,    during   the    present   summer,    for   about    four   miles   of 
new  single-track  extension  on  its  lines  in  Buffalo  and  vicinity. 

Interurban  Railway,  Des  Moines,  la. — H.  H.  Polk,  president, 
has  denied  the  reports,  founded  on  his  recent  visit  to  Council 
Bluffs,  that  this  company  contemplates  building  a  cross-state  line 
to  connect  with  the  lines  of  the  Omaha  &  Council  Bluffs  SI 
Railway.  The  company  has  purchased  the  Colfax-Newton  line  of 
the  Newton  &  Northwestern  Railroad,  which  will  be  electrified  and 
used  in  connection  with  the  Interurban  company's  Colfax  line  for 
through  service  between  Des  Moines  and  Newton.  The  Newton  & 
Northwestern  retains  trackage  rights  for  steam  service. 

Jackson  Ann  Arbor  &  Detroit  Railroad. — Several  carloads  of  ties 
have  been  delivered  for  the  construction  of  this  line  through  Dear- 
born, Wayne  and  River  Rouge,  Mich.  About  100  men  are  engaged 
in  grading  near  Dearborn. 

Johnstown  Ebensburg  &  Northern  Railroad.  Johnstown.  Pa. — 
C.  R.  Frederick  has  been  elected  vice-president  and  general  man- 
ager of  this  company,  which  is  promoting  an  electric  railway  to 
connect  Johnstown  and  Ebensburg,  Pa.,  succeeding  W.  E.  Hilde- 
brand.  Another  effort  will  be  made  to  secure  a  franchise  in  Johns- 
town. If  this  fails  it  is  stated  that  an  arrangement  can  be  made 
with  the  Johnstown  Passenger  Railway  to  enter  the  city  over  its 
tracks. 

Lafayette  &  Logansport  Traction  Company. — It  is  reported  that 
the  tracklaying  on  this  extension  of  the  Ft.  Wayne  &  Wabash 
Valley  Traction  Company  from  Lafayette  to  Logansport,  Ind.,  has 
been  completed,  with  the  exception  of  a  few  short  stretches  aggre- 
gating about  one-fourth  of  a  mile.  The  workmen  are  now  engaged 
in  stringing  the  high-tension  and  telephone  wires  and  it  is  ex- 
pected the  line  will  be  open  for  traffic  shortly  after  May  1. 

Lima  &  Toledo  Traction  Company. — It  is  reported  that  a  con- 
tract has  been  let  for  a  reinforced  concrete  bridge  over  the  Maumee 
river,  just  south  of  Waterville,  O..  on  the  extension  from  Leipsic 
to  Toledo.  The  bridge  will  be  1,400  feet  in  length  and  is  expi 
to  be  completed  about  the  time  the  line  into  Lima  is  finished. 
F.   T.   Hepburn,   general  manager,   Lima,   O. 

Los  Angeles  &  Owens  Valley  Railroad. — It  is  reported  that  con- 
struction work  on  this  line  will  begin  in  about  three  months.  The 
line  is  proposed  to  connect  Los  Angeles,  Brandeburg,  Independence, 
Big  Pine  and  Bishop.  The  company  is  capitalized  at  $10,000,000 
and  has  the  following  officers:  President,  S.  P.  Jewett;  vice-presi- 
dent, George  Chaff ey;  secretary  and  treasurer,  A.  M.  ChafEey,  and 
electrical  engineer,  F.  B.  Jewett,  all  of  411  South  Main  street,  Los 
Angeles,   Cal. 

Louisville  &  Eastern  Railroad. — Regular  operation  has  been 
started  on  the  new  line  between  Louisville  and  Lagrange,  Ky.. 
over  which  cars  have  been  running  as  far  as  Beard  for  several 
months.  General  Manager  Percival  Moore  of  Louisville  states 
that  by  January  1  cars  will  be  operated  from  Louisville  to  Frank- 
fort,  via   Shelbyville. 

Marengo  &  Midland  Railway. — D.  M.  Rowland,  secretary  and 
treasurer,  Marengo,  la.,  writes  that  surveys  are  about  to  commence 
on  this  proposed  road  from  Fairfield  to  Cedar  Rapids,  la.,  96  miles, 
with  branches  from  Millersburg  to  Oskaloosa  and  from  Marengo  to 
Midland,  78  miles  additional.  H.  H.  Brimmer,  Marengo,  president; 
J.  W.  Andrews,  Fairfield,  chief  engineer. 

Missouri   Central    Electric   Railway.— This  company  proposes  to 

build    an    electric    railway    from    St.    Louis    to    Kansas    City,    Mo.. 

through  St.  Charles,  New  Florence,  Fulton,  Columbia,  Marshall  and 

Uisville.     The   route   has  been  surveyed   and   grading   has   been 

Dieted  for  25  miles  between  Glasgow  and  Higginsville.  George 
B,  Harrison.  Glasgow,  president,  W.  B.  Cawthorne,  Columbia,  chief 
engineer.     Headquarters,    Glasgow. 

Missoula-Bitter    Root    Traction    Company. — This    company,    re- 
cently   Incorporated    to   build   from   Missoula    to   Hamilton,    Mont, 
has  organized   by  electing  the   following  officers:     President,   J.    L. 
nble   of  Corvallis;   vice-president,   P.   J.    Shannon   of   Hamilton; 
i.i,.    i:    <>.  Lewis  of  Stevensville;   treasurer,  O.  C.  Cooper  of 
llton.     One-third   of  the  right  of  way  has  been  secured. 

Monroe    (La.)    Street   Railway. — The  city  council  has   passed  an 
ordinance  authorizing   the  Jackson  street  extension  of  the  Monroe 
municipal  street  railway.     The  property  owners  along  the  line  are 
to  loan  the  city  $25,000  for  10  years,  without  interest,  for  bul 
the  111  lias  been  decided  to  ask  for  bids  for  construction  in 

hort  time. 

Monterey  Fresno  &  Eastern  Railway. — II.  H.  Sanborn,  assistant 
io  th,    president,   writes  that  this  company  proposes  to  build  a  line 


566 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  Xo.  17. 


!  to   Fresno,    Cal.,    I  I"    miles,    via    Salinas.    San    Juan. 

it   ii     B    branch   to   Watsonville,    1"    miles. 
The  Monterey   to   !  le,  80  miles, 

and   surveys   are  in   propi  Panoche   to   J'  miles. 

Grading   bi  ompleted   from  is   river,   10 

miles,   and   work  will   be   resun  May   1.     Contracts  are  to 

be    let    shortly.     A.  San    Francisco,    president;    F.    M. 

Fairchild,  Monti  Headquarters,  San   Frai 

New  Jersey  &  Pennsylvania  Traction  Company. — It  is  an- 
nounced that  this  company  will  build  an  electric  line  from  Prince- 
ton to  Somerville.  X.  J.  a  distance  of  IS  miles,  during  the  coming 
summer.  T.  G.  Kitchen,  the  engineer  in  charge  of  the  surveys,  says 
that  part  of  the  railway  will  be  on  private  right  of  way  from 
50  to  100  feet  wide  and  some  distance  from  the  public  roads. 
There  will  be  no  grade  crossings  at  any  railroad.  The  road  will 
carry  freight  at  night,  and  freight  and  passenger  stations  will 
be  established  in  all  towns  along  the  line.  There  will  be  numerous 
bridges  along  the  line,  the  largest  being  across  the  Raritan  river, 
where    the    bridge    and    i' -  lies    will    exceed    1,800    feet    in 

length.  Charles  Serfass  of  Yardley.  Pa.,  chief  engineer.  The  com- 
pany now  has  a  line  in  operation  between  Newtown,  Pa.,  and 
Trenton,    Is'.    J. 

Oklahoma  City  Railway. — John  W.  Shartel,  vice-president,  has 
announced  that  this  company  has  appropriated  $665,000  for  im- 
provements and  extensions  to  be  built  this  year  to  its  Oklahoma 
City  system. 

Pacific  &  Oregon  Railway.  Falls  City,  Ore. — This  company  is 
reported  in  the  market  tor  60-pound  steel  rails,  locomotive,  cars  and 
other  materials  and  supplies  for  about  50  miles  of  new  electric  and 
steam  railway.     C.  A.  Barnum.  general  manager. 

Pittsfield  (Mass.)  Electric  Street  Railway. — This  company  is 
planning  to  build  four  miles  of  new  track,  using  75-pound  T-rail. 

South  Shore  Traction  Company. — This  company,  which  is  build- 
ing an  electric  line  on  Long  Island,  connecting  Islip,  Babylon, 
Amityville  and  other  towns,  has  been  enjoined  from  proceeding 
with  its  work  in  Islip,  pending  a  settlement  of  a  right  of  way  dis- 
pute with  the  Suffolk  Traction  Company.  The  New  York  railroad 
commission  will  this  week  hold  a  hearing  for  both  companies  in 
regard  to  applications  for  certificates  of  necessity.  The  South 
Shore  and  Cross  Island  Traction  companies  have  been  reorganized 
under  the  name  of  the  latter  and  at  a  meeting  in  New  York  last 
week  elected  James  T.  Wood  of  Say vi lie,  L.  I.,  president,  and  James 
A.  Hawes  vice-president. 

Spokane    &    Inland  Empire    Railroad. — It    is   reported    that   this 

company    will    make    a  preliminary    survey    of    the    branch    line    to 

Roekford  and  through  Rock  Creek  Valley  into  the  Coeur  d'Alene 
reservation. 

Spokane,  Wash. — F.  A.  Blackwell.  formerly  general  manager  of 
the  Spokane  &  Inland  Empire  Railroad,  is  reported  to  have  begun 
the  construction  of  a  railroad  from  a  junction  with  the  Spokane 
International,  at  or  near  Rathdrum.  Idaho,  to  Spirit  Lake,  thence 
to  Newport  and  a  considerable  distance  down  the  Pend  Oreille  river. 

Springfield  Troy  <£.  Piqua  Railway,  Springfield,  O. — It  is  reported 
that  this  company  expects  to  build  a  branch  line  to  St.  Paris,  O., 
about    Ave   miles. 

Texas  Traction  Company. — This  company  has  put  an  additional 
grading  outfit  at  work  on  the  line  between  Sherman  and  Dallas. 
Tex.  There  are  four  grading  outfits  now  at  work  on  the  Sherman- 
Dallas  interurban.  One  of  the  outfits  is  operating  between  Sher- 
man and  Howe;  one  between  Howe  and  Van  Alstyne,  another  be- 
tween Anna  and  Melissa,  and  the  fourth  between  Melissa  and 
McKinney.  The  fifth  will  establish  camp  at  Caruth  Switch  and 
work  northward.  Rapid  progress  is  being  made  on  the  grading 
and  the  ties  are  being  delivered.  Rails  will  be  delivered  in  July, 
by  which  time  it  is  expected  to  begin  tracklaying.  The  apparatus 
for  the  power  plant  at  McKinney  will  be  delivered  in  July. 

Toledo  Bucyrus  &  Columbus  Electric  Railway. — An  engineering 
corps  in  the  employ  of  this  company  has  begun  making  surveys 
for  a  line  from  Bucyrus  to  Tiffin.  O..  via  Oeeola,  Benton,  Plank- 
ton and  Melmore,   25  miles. 

Toledo  Fostoria  &  Findlay  Electric  Railway. — It  is  announced 
that  this  company  expects  to  extend  its  line  north  from  Pember- 
ville  to  Toledo.  O.,  17  miles,  this  summer.  The  company  will  also 
make  improvements  to  Reeves  Park,  a  resort  between  Fostoria 
and   Findlay.     J.  E.  Reeves  of  Canal  Dover  is  president. 

Tri-City  Railway,  Davenport,  la. — President  J.  F.  Porter  and 
Manager  J.  F.  Lardner  have  made  a  compromise  with  the  city  coun- 
cil whereby  an  ordinance  will  be  introduced  permitting  the  sale  of 
the  Davenport  &  Suburban  Railway  to  the  Tri-City  company,  re- 
leasing the  company  from  building  certain  extensions  required  by 
the  D.  &  S.  ordinance,  and  giving  the  company  the  right  to  do 
away  with  the  six  ti<  ikets  for  25  cents  on  the  D.  &  S.  line.  In 
return  the  company  is  to  extend  the  D.  &  S.  line  from  Eleventh 
and  Le  Claire  streets  to  Eastern  avenue  and  provide  increased 
service  in  several  particulars. 

Union  Street  Railway.  New  Bedford.  Mass. — This  company  is 
planning  to  build  one  and  one-half  miles  of  track  extension  this 
spring,  in  addition  to  rebuilding  considerable  track.  The  new 
Arnold  street  line  will  be  in  operation  this  summer. 

United  Railways,  Portland.  Ore. — C.  E.  Loss  of  Los  Angeles, 
president,  has  dispos<  I  ol  his  hoi, lings  in  this  company  to  C.  G.  H. 
MacBride  of  San  Francisco,  who  proposes  to  carry  on  the  work 
to  completion.  It  is  stated  that  the  Front  street  line  in  Portland 
will  be  completed  within  30  days  and  that  work  will  then  begin 
on    the   line    to   Hillsboro. 


Wagner    Lake    Shore    &    Armour    Traction    Company,    Wagner, 
S.   D. — It   is  reported   that  this  company  expects  to  begin  grading 
l  for  a  line  25  miles  long  to  connect  Wagner  and  Ar- 
mour.   S.    D.     A   summer  resort  will  be  established  at  Andes. 

Walla    Walla    Valley   Traction    Company,   Walla   Walla.    Wash.— 
The  first  car  was  operated  over  this  line  from  Walla  Wall 
Milton,   Ore.,   on  April   17. 

Washington  Spa  Springs  &  Gretta  Railroad. — This  company, 
recently  incorporated  to  build  from  the  Maryland-District  of  Co- 
lumbia line  near  Bladensburg  to  Gretta,  Md.,  has  organized  by 
electing  the  following  officers:  President,  B.  D.  Stephen;  vice- 
president,  S.  S.  Yoder;  secretary.  Fillmore  Beall;  treasurer,  R.  N. 
Ryon,  and  general  counsel,  James  C.  Rogers.  These  officers  and 
William  W.  Poultney,  William  P.  Magruder,  J.  Enos  Ray,  Jr..  and 
J.   Harris  Rogers  will  constitute  the  board  of  directors. 

Washington  Water  Power  Company. — This  company  is  building 
a  double-track  line  to  connect  its  Maple  street  line  and  Pacific 
avenue   line  on  Maple  street,   Spokane,   Wash. 

Winnipeg  Selkirk  &  Lake  Winnipeg  Railway. — This  company  is 
now  building  an  electric  line  between  Winnipeg  and  Selkirk.  Man.. 
22  miles.  Power  will  be  derived  from  the  plant  at  Lac  du  Bonnet. 
Equipment  is  being  furnished  by  the  Canadian  General  Electric 
Company. 

Yakima  Intervalley  Traction  Company. — This  company,  which 
was  incorporated  last  year  and  has  secured  several  franchises  for 
the  use  of  the  county  highways,  proposes  to  build  about  60  miles 
of  line  this  year,  radiating  from  Yakima,  Wash.,  according  to  a 
recent  announcement  by  E.  M.  Kenly,  chief  engineer.  Gasoline 
electric  motor  cars  will  be  used.  It  is  stated  that  the  full  capital 
stock  of  $250,000  has  been  subscribed..  The  officers  of  the  company 
are:  President.  H.  B.  Scudders;  vice-president.  W.  A.  Bell,  and 
treasurer,  W.  L.  Steinweg,  all  of  Yakima,  Wash. 

Yellville,  Ark. — Several  business  men  of  this  city  are  raising 
subscriptions  and  securing  the  right  of  way  for  an  electric  line  to 
run  from  Yellville  to  the  mouth  of  Cedar  Creek,  along  the  Buffalo 
river,    about  20   miles  south   of  Yellville. 

Youngstown  &  Ohio  River  Railroad. — Actual  construction  on 
this  line  between  West  Point  and  East  Liverpool,  O.,  is  to  begin 
at  once  and  is  expected  to  be  completed  this  year.  The  grading 
between  Washingtonville  and  West  Point  will  probably  be  com- 
pleted by  June  1.  In  connection  with  the  Youngstown  &  Southern 
this  company  will  connect  Youngstown  and  East  Liverpool. 


POWER    HOUSES  AND  SUBSTATIONS. 


Consolidated  Railway  Company. — It  is  announced  that  this  com- 
pany is  considering  plans  for  the  construction  of  a  power  house 
at  Thamesville,  Conn.,  to  furnish  power  for  operating  the  electric 
railways  in  New  London,  Montville,  Norwich  and  Willimantic.  It 
has  not  been  definitely  announced  when  work  will  be  begun  on  the 
power  house. 

Frederick  (Md.)  &  Middletown  Electric  Railroad. — It  is  an- 
nounced that  this  company  will  probably  build  a  new  power  house, 
located  at  some  point  in  Frederick,  during  the  coming  summer,  to 
avoid  the  expense  of  hauling  coal  to  the  present  power  house  in 
Middletown  Valley.  The  system  has  outgrown  the  capacity  of  the 
present  plant  and  the  new  plant  will  be  built  with  a  view  to  meet- 
ing the  requirements  of  future  extensions,  which  the  company  has 
under   consideration,   but   has  not  yet  determined   upon. 

Galveston-Houston  Traction  Company. — It  is  announced  that 
Stone  &  Webster  of  Boston  have  practically  completed  plans  for 
this  line  and  all  surveys  of  all  possible  routes  and  entrances  into 
Galveston  and  Houston  have  been  completed,  but  the  exact  location 
of  the  power  house  has  not  yet  been  determined,  as  fuel  is  high 
and  it  is  desirable  to  have  a  power  house  located  on  deep  water,  so 
that  the  coal  can  be  unloaded  directly  from  schooners  into  the  coal 
hoppers.  The  locations  which  have  been  examined  for  the  power 
house  are  Texas  City  and  Harrisburg.  Tex.,  and  one  or  two  other 
points. 

Kansas  City  <$.  Olathe  Electric  Railway. — It  is  announced  that  this 
company  has  received  a  grant  of  two  acres  of  land  from  Benjamin 
Earnshaw  of  Shawnee,  Kan.,  which  is  to  be  used  for  the  erection 
of  a  power  house.  The  entire  community  through  which  this  line 
runs  is  anxious  to  have  the  line  completed,  and  it  is  probable  that 
work  on  the  new  power  house  will  begin  at  an  early  date. 

Norfolk  &  Portsmouth  Traction  Company. — This  company  has 
announced  that  power  was  first  generated  in  its  new  $1,000,000 
power  plant  at  Brambleton,  Va„  on  April  10.  Only  one  generator 
was  started  at  that  time,  but  it  is  expected  that  the  remaining 
portion  of  the  plant  will  be  in  operation  in  the  near  future. 

Toronto  Railway  Company. — It  is  announced  that  this  com- 
pany has  ordered  a  chloride  accumulator  from  the  Canadian  Gen- 
eral Electric  Company,  which  will  have  a  capacity  of  about  1,500 
horsepower  for  two  hours.  This  battery  will  be  installed  to  take 
of  the  peak  from  5  to  7  p.  m..  and  thus  the  installation  of  the 
new  genyating  machinery  has  been  avoided  and  a  very  much 
higher   load    factor   will   result. 

Wilmington  (Del.)  City  Railway  Company. — The  engines  and 
generators  at   the  power  house  of  this  company  have  been  nearly 

ted  and  as  soon  as  the  machinery  of  the  Brandywine  plant  is 
1  in  regular  operation  the  Delaware  avenue  plant,  which  ad- 
joins the  main  power  house  of  the  company,  will  be  dismantled  and 
the  power  house  converted  into  additional  quarters  for  the  storage 
of  oars.  This  change  will  permit  the  company  to  store  all  its  cars 
under  cover. 


April  27.  1907. 


ELECTRIC    RAILWAY    REVIEW 


.-,C,7 


Personal  Mention 


Mr.  E.  R.  Gilbert  has  resigned  as  manager  of  the  New  York 
&  Port  Chester  Railway,  Port  Chester,  N.  Y. 

Mr.  J.  M.  Atkinson  has  resigned  as  vice-president  of  the  Chi- 
cago &   Southern   Traction   Company  of  Chicago,   111. 

Mr.  George  A.  Murch  has  resigned  as  superintendent  of  the 
Atlantic   Shore  Line  Railway,   with  office  at  Kennebunkport,   Me. 

Mr.  E.  J.  Rauch  has  been  appointed  superintendent  of  car 
repairs  of  the  Old  Colony  Street  Railway,  with  office  at  Fall  River, 
Mass. 

Mr.  A.  R.  Piper  has  been  appointed  general  freight  agent  of 
the  Brooklyn  Heights  Railroad,  Brooklyn,  N.  Y.,  effective  on 
April   15. 

Mr.  Uriah  Foss  lias  resigned  as  superintendent  of  transporta- 
tion of  the  Connecticut  Railway  &  Lighting  Company,  New  Britain, 
Conn.,  and  that  position  has  been  abolishel. 

Mr.  Bertram  E.  Wilson,  park  manager  of  the  Rochester  Rail- 
way Company  and  the  Rochester  &  Suburban  Railway,  has  been 
appointed  general  passenger  agent  of  the  Rochester  &  Eastern 
Railway.    Ro   hester.    X.    V. 

Mr.  William  H.  Dunkerley,  heretofore  connected  with  the 
accounting  department  of  the  Utiea  &  Mohawk  Valley  Railway, 
Utica,  N.  Y..  has  resigned  to  become  auditor  of  the  Rockford  &  In- 
terurban  Railroad  of  Rockford,   111. 

Mr.  E.  J.  Wilcoxen,  superintendent  of  transportation  of  the 
Rochester  (X.  Y.)  Railway  Company,  has  been  appointed  general 
superintendent  and  will  take  over  many  of  the  duties  of  the  gen- 
eral  manager,    Mr.   R.    E.   Danforth.    resigned. 

Mr.  M.  H.  .  Brondson,  chief  engineer  power  stations  of  the 
United  Railroads  of  San  Francisco,  has  been  appointed  chief  en- 
gineer of  the  Rhode  Island  Company,  Providence,  R.  I.,  succeeding 
Mr.  Fred  N.  Bushnell,  who  resigned  some  time  ago. 

Mr.  Matthew  Slush  of  Detroit  has  been  elected  president  of 
the  Chicago  &  Southern  Traction  Company  of  Chicago,  succeeding 
Mr.  W.  S.  Reed,  who  has  been  elected  vice-president.  Mr.  C.  J. 
Reilly  of  Detroit  has  been  elected  secretary  and  treasurer. 

Mr.  Samuel  P.  Hunt,  heretofore  connected  with  the  electrical 
engineering  department  of  the  Boston  &  Northern  Street  Railway. 
Boston,  Mass.,  has  been  appointed  assistant  general  manager  of 
the  Manchester  Light  &  Power  Company,  Manchester,  N.   H. 

Mr.  Clement  C.  Smith,  president  of  the  Columbia  Construction 
Company  of  Milwaukee.  Wis.,  and  a  director  of  the  Sterling  Dixon 
&  Eastern  Electric  Railwray.  has  been  elected  a  director  of  the 
Fidelity  Trust  Company  of  Milwaukee  and  president  of  the  Citi- 
zens' Gas  Company  of  Kankakee.  111. 

Mr.  Louis  Russell  Gaw,  formerly  master  mechanic  of  the 
Toledo  &  Indiana  Railway,  resigned  his  position  on  March  15,  to 
become  master  mechanic  of  the  Ohio  Central  Traction  Company  at 

Galion,  O.,  as  noted  in 
the  Electric  Railway  Re- 
view of  April  6.  Mr.  Gaw 
was  horn  in  187:1  and  at 
the  age  of  18  years  en- 
tered the  shops  of  the 
Toledo  Consolidated  Street 
Railway,  where  he  re- 
mained for  several  years, 
mastering  the  details  of 
the  different  departments 
until  qualified  to  fill  the 
nore  important  position  of 
master  mechanic,  which 
was  offered  to  him  by 
the  Toledo  Traction  Com- 
pany. He  held  this  posi- 
ii'in    until    1899,    when    he 

resigned  '"  I ome  master 

mechanic    and    chief  elec- 
trician    of     the     Atlantic 
Coast  Electric  Railroad  at 
Asl.ury    Park,    N.    J.      He 
remained    with    this    com- 
pany   for   four   years,    re- 
signing, in   1903  to  accept 
a     similar     position     with 
Hi.      Toledo     &     Indiana 
Railway        Company        at 
I  lelta,  I 1.    I  Hiring  the  last 
rears   of   his   service   with    this   company    Mr.   daw   supervised 
the    installatif.il    of   its    rotary-converter   subtsations   an. I    was    given 
entire  charge  of  the  power  house,  substations,  line  and  cars.     The 
Ohio  Central   i  Company   is   now   controlled   by   the  Cleve- 

rn  S   Columbut   Railway  and  operated  as  a  division 
of  that  company. 

.\li.    William    A.    lions.-,    who    has    been    acting    president   and 

general   manager  of   tin-   United   Railways  St   Electric  Compai 

I'.altiinoic.    Md..    since    the   death    of    Gen,    John    M.    Hood    last    fall, 

.1  president  of  the  company.     Mr.  Thomas  A.  Cross, 

superintendent  of  overhead  construction,  has  i,.-cn  .-i.-<-t ...i   general 


L.   R.   Gaw. 


E.  G.  Connette. 


manager  to  succeed  Mr.  House.  Mr.  Prank  A.  Furst  has  been 
elected  first  vice-president,  succeeding  Mr.  George  C.  Jenkins,  re- 
signed, and  Mr.  William  Early  has  bi  ed  secretary,  succeed- 
ing Mr.   H.   C.   McJilton. 

Mr.  D.  H.  Sawyer,   heretofore  lent  of  the  Springfield 

&  Northeastern  Traction  Company,  at  Decatur,  111.,  has  been  ap- 
pointed superintendent  of  the  Peoria  Bloomington  .v.-  Champaign 
Railway,  the  new  line  of  the  Illinois  Traction  System  between 
Peoria  and  Bloomington.  with  headquarters  at  Peoria,  effective 
on   April    13. 

Mr.    Edward   G.   Connett.-.    general    manager  ot   the   Wot 
.Mass. i    Consolidated   Street    Railway   Col  is    had    his 

diction  extended  over  the  Worcester  &  Southbridge  Street  Rail- 
way, the  AVorcester  & 
Webster  Street  Railway 
and  the  Webster  &  Dud- 
ley Street  Railway,  which 
have  been  consolidated 
with  tie  Worcester  Con- 
solidate,] Company,  as 
noted  in  the  Electric  Rail- 
way Review  of  April  ii. 
1907.  Mr.  Connette's  early 
railroad  experience  was 
obtained  in  the  engineer- 
ing and  transportation 
departments  of  various 
steam  railroads.  About  17 
years  ago  he  became 
identified  with  the  street 
railway  industry,  when  he 
was  appointed  general 
manager  of  the  street 
railways  of  Nashville, 
Tenn.,  where  he  remained 
for  eight  years.  When  the 
street  railway  and  the 
lighting  systems  of  this 
city  were  merged  Mr. 
Connette  retained  his  po- 
sition as  general  manager 
of  the  combined  proper- 
ties,   resigning    after    two 

years  of  service  with  the  merge. I   companies  t<>  become  vice  i 
.l.nt  and  general  manager  of  the   Syracuse   (X.   Y.  i   Rapid   Transit 
Company.     During    his    five    and    one-half    years'    management    ..r 
this   system    several    important    extensions    were   planned    and    built 
and    tiie    service    and    equipment    noticeably    improved.     During    his 
connection  with  this  company  Mr.   Connette  served  for  one  year  as 
president    of   the    New    York    State    Street    Railway    Associatioi 
the   State   of  New    York.     In   June.    L905,    he    was   offered    the   posi- 
tion of  general  manager  of  the  Worcester  Consolidated  Street  Rail 
way    and    on    October    1    of    that    year    assumed    active    chargi 
the    property. 

The   following   appointments    \\    itly    announced    by    the 

Boston  Elevated  Railway:  George  R.  Tripp,  superintendent  of  di- 
vision 6,  is  appointed  superintendent  of  transportation,  in  phi.  • 
of  Julius  E.  Rugg,  who  is  appointed  superintendent  of  emploj 
ment  and  discharge.  Mr.  Karl  S.  Barnes  is  appointed  superin- 
tendent of  division  4  and  Mr.  Lemuel  T.  .Tames  is  appointed  acting 
superintendent  of  division  1.  succeeding  Mr.  Tripp. 

Mr.    A.    B.    Reynolds  of  Crawfordsville,    Ind.,    heretofore    - 
manager    of    the    Indianapolis    Crawfordsville    &    Western    Tin 
Company,    has    been    elected    president,    succeeding    A.    F.    Rain- 
who    died    recently.     James    Lucas    of    Frankfort,    Ind.,     has    been 
elected    a    director    to    succeed    Mr.    Ramsey.     Mr.    A.    M.    Hewes, 
secretary   and   treasurer   of  the    Electrical    Installation   Company   of 
Chicago,    has   been   elected   general    manager   in   place   of   Mr.    Rey- 
nolds. 

.Mr.  B.  I.  Budd,  heretofore  purchasing  agent  of  the  Metropolitan 
West  Side  Elevated  Railway  of  Chicago,  has  been  appointed  gen- 
eral manager  of  that  company,  effective  on  April  15,  with  head- 
quarters at  Chicago.  Mr.  Budd  will  have  direct  charge  of  all  mat 
ters  pertaining  to  operation,  including  the  purchase  of  supplies. 
The  office  of  purchasing  agent  has  been  discontinued.  Since  the 
resignation  of  Mr.  H.  M.  Brinckerhoif  as  general  manager,  in  Sep- 
tember, 1905.  most  of  the  duties  of  that  office  have  been  conducted 
l,v  Mi  II.  G.  Hetzler,  president.  Mr.  Budd  has  been  eoni 
with  the  Metropolitan  company  for  14  years,  starting  as  a  clerk  in 
the  storekeeper's  office.  For  rive  years  he  was  storekeeper  and  in 
1898  was  appointed  purchasing  agent,  which  position  ho  has  held 
until    his   present  appointment. 

Mr.   W.  M.  Kessler,  who  r mtly  was  appointed  chief  dispatchei 

and  assistant  superintendent  of  the  Pittsburg  &  Butler  Street  Rall- 
ies   .    as    previously    note!    in    the    Electric    Railway    Review 

bora    in    Kessler,   O.,   in   1876.     At    the   eg !  22  years   he   entered 

in.    service  Of   the  Cincinnati   Hamilton   ,v.-    Dayton   Railway  as   tele- 

;i   operator,   where   he   remained    for    I1,-   years.    In   190-.    cor 
.linling   that   the  electric   traction   held   offered  better  opportunities, 
he   became   connected   with   the   Dayton   &   Troy  Electric   Rail 
lust    as   motorman   and   conductor,    then   as  dispatcher   and    lat 
chief    dispatcher  of   this   road,    with    entire    charge   of   all    train 
and  of  the  operating  department  of  the  system.     While  Ben  It 
this    capacity    he    organized    a    complete    system    of    operation    win, 
written    train  orders,   timetables  and    book   of  rules  similar   to 
used    on    steam    reals.     During    the    last    year    of    his    servi.  . 
this  company  he  was  assistant  superintendent,  resigning  th 

IllMI     lo     heroine     .    I  I  i .  ■  1"    .  1  i  S  ]  HI  I  I    1 1  e  V    ,111.1     1 1  ,  1-  1  -  t  .  I  I  I  I      BUpi    rf 

Pittsburg    &    Kutler   Street   Railway. 


568 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  Xo.  IT. 


Financial  News 


Anderson    (S.    C.)    Traction    Company. — It    is    reported    that    la- 
sts identified  with  the  Columbia  (S.  C.)  Electric  Street  Railway 

Light    &   Power   Company   have   secured    control   of    the   Anderson 

Traction  Company. 

Boston  Elevated  Railway. — Shareholders  will  meet  on  April  30 
in  authorize  the  proposed  issue  of  $8,000,000  stock  and  $5,800,000 
bonds,   referred  to  in  the  Electric  Railway  Review  of  April  20  last. 

Calumet  Electric  Railway,  Chicago. — The  following  officers  and 
directors  have  been  elected:  President,  Ira  M.  Cobe;  vice-president, 
I  YV.  McKinnon;  secretary  and  treasurer,  Frank  H.  Murray;  di- 
rectors. L.  E.  Meyers,  B.  F.  Harris,  G.  F.  Shaw,  J.  W.  McKinnon 
and  Ira  M.  Cobe. 

Chicago  &  Southern  Traction  Company,  Chicago. — At  the  annual 
meeting  of  shareholders  on  April  19  Matthew  Slush,  C.  J.  Reilly  and 
John  M.  Mulkey  of  Detroit  and  W.  S.  Reed.  W.  H.  Conrad  and*  Fred 
G.  Marhous  of  Chicago  were  elected  directors.  Matthew  Slush  was 
elected  president,  W.  S.  Reed  vice-president  and  C.  J.  Reilly  secre- 
tary and  treasurer. 

Chicago  Subway  Company. — Plans  are  said  to  be  under  way  for 
the  formation  of  the  holding  company  which  will  acquire  the  prop- 
erties of  the  Chicago  Subway  Company  and  -the  Chicago  Edison 
Company. 

Cleveland  Southwestern  &  Columbus  Railway,  Cleveland. — It  is 
announced  that  the  securities  of  this  company  will  be  listed  on  the 
New  York  stock  exchange. 

Illinois  Traction  Company,  Champaign. — A  press  dispatch  from 
Montreal  says  that  a  Montreal  syndicate  has  offered  the  Sun  Life 
Insurance  Company  $65  a  share  for  the  $6,359,500  outstanding  com- 
mon stock  of  the  Illinois  Traction  Company  and  that  the  offer  was 
refused. 

Montreal  (Que.)  Street  Railway. — Earnings  of  this  company 
for   the  six  months   ended   March   31,    with   a  comparison,    follow: 

Six  months —  1907.  1906.  Increase. 

Passenger    earnings     $1, 568,204. SS         $1,390,915.29         $177,289.59 

Miscellaneous    earnings 30,843.57  15,407.10  15,436.47 

Total    $1,599,048.45         $1,406,322.39         $192,786.06 

Operating   expenses 1,073,656.96  928,631.56       145,021.40 

Net  earnings $  525,391.49  $    477.690.S3  $47,700.66 

Rent  of  leased  lines 1,019.88         1,019.88 

City  percentage  of  earnings  69,788.36  58,686.72  11.101.64 

Interest  on  bonds  and  loans  8S,326.99  85.590.54  2,736.45 

Contingent  for  renewals...  79,743.19  34,347.65  45,395.54 

Total  charges    $  238.S78.42  $    178,624.91  $60,253.51 

Surplus     286,513.07  *299, 065.92  

Expenses,   per  cent   of   car 

earnings    67.14  66.03  


•Decrease,   $12,552.85,  equal  to  4.20  per  cent. 

Philadelphia  &  Western  Railroad,  Philadelphia.— A  plan  of  re- 
organization is  announced,  which  is  designed  to  permit  expansion 
and  the  admission  of  new  interests  into  a  one-third  ownership  in 
the  property.  Announcement  that  the  property  will  be  sold  at 
West  Chester,  Pa.,  on  May  20,  has  been  made  by  the  Trust  Com- 
pany of  North  America,  Philadelphia,  which  was  recently  appointed 
trustee  under  the  mortgage.  It  is  stated  that  George  J.  Kobusch  of 
St.  Louis,  the  president  of  the  company,  will  dispose  of  his  interests 
to  a  banking  firm  which  represents  capitalists  who  are  largely 
interested  in  electric  railways  in  Indiana.  .Virginia  and  other  states, 
it  is  reported  that  George  R.  Sheldon  of  New  York  will  be  elected 
!"•  >i, lent   and    that   William    H.    Sims,    the   superintendent    of   con- 

tion,    will    be    made    general    manager    of    the    road.     The    sale 

will  not  conflict  with  the  proposed  opening  of  the  road  on  May  1. 
The  road  is  completed  from  Sixty-ninth  and  Market  streets, 
Philadelphia,    to   Strafford,    12V4    miles.     The   company   holds    fran- 

hises  permitting  it  to  extend  its  line  from  Parkesburg,  and  also 
to  construct  a  line  from  Philadelphia  to  Norristown.  Regarding 
the  reorganization  Joseph  S.  Clark,  second  vice-president  of  the 
Company  of  North  America,  said:  "All  the  members  of  the 
old  company  will  be  in  the  new,  but  the  company  will  be  larger 
and  broader.  This  foreclosure  is  merely  a  matter  of  form  in  con- 
nection with  a  reorganization  scheme.  We  are  expanding,  and  this 
step  is  a  formal  necessity.  The  reorganization  syndicate  is  in  pos- 
session of  all  the  bonds  and  stock  of  the  old  company.  Of  the 
authorized  issue  of  $15,000,000  first  mortgage  bonds,  $2,149,000  are 
outstanding.  Besides  this,  there  are  debts  of  $1,500,000.  The  com- 
pany's capital  stock  is  $900,000.  This  will  be  increased  to  between 
$3,000,000  and  $4,000,000.  About  the  same  amount  of  the  proposed 
authorized  issue  of  $50,000,000  bonds  will  be  actually  issued.  Owing 
to  certain  peculiar  provisions  in  the  laws  of  this  state,  the  fore- 
closure plan  is  the  most  advantageous  method  of  attaining  the 
results  at  which   we  aim." 

Rutland  (Vt.)  Railway  Light  &  Power  Company.— Supplement- 
ing the  figures  given  in  last  week's  issue  of  the  Electric  Railway- 
Review,  the  following  information,  contained  in  a  report  of  G.  T. 
Rogers,  the  president,  to  the  underwriters  and  bondholders,  is 
presented:  "The  combined  properties  are  at  present  earning  suffi- 
cient to  pay  interest  not  only  upon  the  present  bond  issue,  but  upon 
the  prospective  increased  bond  issue  of  $300,000,  for  the  completion 
of  the   purchase    of   the   electric    light    company,    leaving   a    surplus 


ol  (15,000  in  net  earnings  to  bi  applied  upon  the  capital  stuck  of 
the  consolidated  companies.  The  consolidation  of  the  various 
public  utilities  of  Rutland  with  the  electric  light  company  is  well 
under  way  and  will  soon  be  consummated.  The  bond  market  still 
-ins  in  an  unsettled  and  somewhat  uncertain  condition;  there- 
fore no  determined  effort  has  been  made  to  dispose  of  the  bonds, 
we  believing  it  to  be  to  the  advantage  of  all  parties  concerned  to 
await  the  coming  of  a  more  settled  and  active  market,  thereby 
assuring  a  more  advantageous  price  for  the  securities  when 
offered." 

Schenectady  (N.  Y.)  Railway. — The  report  of  this  company  for 
the  quarter  ended  March  31,  with  a  comparison,  shows: 

Quarter  ending  March  31 —  1907.  1906.        Increase. 

Gross   $230,056         $192,187         $37,869 

Expenses    182,494  140,925  41,569 

.Net    $47,562         $51,262         '$3,700 

Other  income  1,933  615  1,318 

Total   income    $49,495         $51,877         »$2,382 

Fixed   charges    29,881  55,056         »25,175 

Surplus     $19,614         t$  3,179         $22,793 

•Decrease.     tDeficit. 

United  Railways  Company  of  St.  Louis. — This  company  has 
listed  on  the  New  York  stock  exchange  $4,000,000  additional  5 
per  cent  cumulative  preferred  stock,  making  a  total  outstanding 
of  $16,983,200.  The  additional  preferred  stock  -was  used  in  the 
purchase  of  the  St.  Louis  &.  Suburban  Railway,  which  was 
acquired  by  a  deed  of  conveyance  dated  December  31,  1906.  The 
St.  Louis  &  Suburban  stock  was  deposited  with  the  Mississippi 
Valley  Trust  Company,  as  trustee  for  the  St.  Louis  &  Suburban 
shareholders.  The  trust  will  continue  until  January  15,  1908.  The 
stock  in  the  hands  of  the  trustee  is  not  to  accumulate  or  accrue 
dividends  until  after  that  date,  unless  the  Suburban  Railway  Com- 
pany's shareholders  deposit  with  the  trustee  cash  to  the  amount 
of  dividends  that  would  accrue  to  January  1,  1908,  and  thereupon 
receive  a  certificate  of  stock  which  will  be  on  a  parity,  when 
registered,  with  all  the  preferred  stock  of  the  United  Railways 
Company  of  St.  Louis  previously  outstanding.  The  report  of  the 
St.  Louis  &  Suburban,  including  constituent  companies,  for  the 
year  1906,   was  as  follows: 

Gross    earnings     $1,141,540 

Operating   expenses  and   taxes 833,577 

Net  earnings    $    307,963 

Charges    404,772 

Deficit   for   year %     96,809 

The  report  for  the  quarter  ended  March  31,  with  comparisons, 
follows: 

Three  months—  1907.  1906.  1905. 

Gross  earnings    $2,494,162         $2,286,291         $1,843,022 

Expenses,  taxes,  etc 1.722,595  1,475,738  1,298,702 

Net  earnings    $    771,567         $    810,553         $    544,320 

Charges    693,734  695,521  59S.472 

Surplus    - $      77.833         $    115,032         •$    54,152 


•Deficit. 

For  the  purpose  of  comparison  the  figures  Tor  1906  also  include 
earnings  of  the  St.  Louis  &  Suburban  Railway,  acquired  by  the 
United  Railways  Company  in  October,  1906.  Gross  earnings  also 
include  the  item  "other  income,"  amounting  to  $2,190  in  1907  and 
$4,546  in  1906. 

United  Railways  Investment  Company. — This  company  has  is- 
sued $2,400,000  additional  5  per  cent  collateral  trust  bonds,  making 
a  total  outstanding  of  $18,150,000.  The  additional  bonds  were  is- 
sued in  exchange  for  stock  of  the  Philadelphia  Company  of  Pitts- 
burg. 

United  Traction  Company,  Albany. — Authority  has  been  given 
to  this  company  by  the  New  York  state  railroad  commission  to 
issue  $500,000  additional  consolidated  mortgage  4%  per  cent  bonds, 
to  provide  for  improvements  and  additions.  This  will  increase  the 
outstanding  bonds  to  $1,729,000,  exclusive  of  the  $3,912,000  which 
are  reserved  to  retire  underlying  bonds  at  maturity.  There  are 
still  available  for  future  improvements  $859,000  of  the  total  issue 
of  $6,500,000  bonds. 


Winnipeg  (Man.)  Electric  Railway 
published  in  the  Electric  Railway  Revi 
report   for  1906   gives   the   followin 


— In  addition  to  the  figures 
ew  of  last  week,  the  annual 


1906. 


1905 


1904. 


Operating     expenses,     per     cent     of 

earnings   49.56  51.42              51.47 

Average  capital   $4,144,480  $4,000,000     $2,099,723 

Net  income,  per  cent  of  capital 11.17  9.86             12.77 

Transfers   3,109,094  1.682,685       2,497,952 

Railway  earnings  per  capita,  on  basis 

of  90,000,  as  against  SO, 000 8.30  6. SO                5.51 

William  Mackenzie,   the  president,  said:     "The  roadbed,  rolling 

stock,    buildings  and   other   properties   of   the  company   have   been 

efficiently  maintained." 


Dividends   Declared. 


Central   Traction  Company,   Pittsburg,   1%   per  cent. 
Consolidated    Traction    Company,    Pittsburg,    preferred,    3    per 


April  27,  1907. 


ELECTRIC    RAILWAY    REVIEW 


569 


Manufactures  and  Supplies 


ROLLING  STOCK. 


Columbus  Railroad.  Columbus.  Ga.,  has  ordered  three  12-bench 
open  cars  from  The  J.   G.   Brill  Company. 

International  Railway.  Buffalo.  X.  Y..  has  placed  an  order  with 
the   G.    C.   Kuhlman   Car  Company  for  50  cars. 

Dallas  Consolidated  Electric  Street  Railway.  Dallas.  Tex.,  has 
ordered   five   12-bench  open   cars  from   The  J.   G.    Brill  Company. 

Indianapolis  &  Cincinnati  Traction  Company,  Indianapolis,  Ind., 
is  having  one  express  car  built  by  the  Cincinnati  Car  Company. 

Pittsburg  &  Westmoreland  Railway.  Pittsburg,  Pa.,  is  reported 
to  have  placed  orders  for  a  number  of  cars  for  delivery  on 
June   15. 

Lafayette  &  Logansport  Traction  Company.  Ft.  Wayne,  Ind..  is 
having  six  city  and  five  interurban  cars  built  by  the  Cincinnati 
Car  Company. 

Consolidated  Railway,  New  Haven.  Conn.,  has  placed  an  order 
for  20  double-truck  vestibule  cars  for  use  on  the  Providence  & 
Burrillville    Street   Railway. 

Springfield  Railway  &  Light  Company,  Springfield,  Mo.,  expects 
to  place  an  order  shortly  with  the  St.  Louis  Car  Company  for  four 
closed  ears  and  two  open  cars. 

Sarnia  Street  Railway,  Sarnia,  Ont.,  has  recently  placed  an 
order  with  the  Ottawa  Car  Company  for  one  double-truck  car. 
It  will  be   equipped   with  Taylor  trucks  and  Westinghouse   motors. 

Radford  Water  Power  Company,  Radford,  Vs.,  has  placed  an 
order  with  The  J.  G.  Brill  Company  for  one  new  semi-convertible 
car.  to  be  37  feet  5  inches  long  over  all,  and  to  be  equipped  with 
four  Westinghouse  101-B  motors. 

York  Street  Railway,  York,  Pa.,  has  under  consideration  the 
purchase  of  four  large  combination  passenger  cars  with  smoking 
compartment  and  one  snow  plow  and  baggage  car.  We  are  advised 
that  no  bids  have  yet  been  asked. 

Mineral  Wells  Electric  System,  Mineral  Wells,  Tex.,  has  placed 
an  order  for  six  semi-convertible  cars  with  the  St.  Louis  Car  Com- 
pany. This  road  is  being  built  and  its  equipment  purchased  by 
the   Howard -Burke   Engineering   Company  of   Xew   York. 

Columbus  Traction  &  Light  Company,  Columbus.  Miss.,  will 
place  contracts  within  the  next  few  weeks  for  two  combination 
summer  and  winter  cars,  three  trailers,  double-truck  equipment  for 
three  3S-foot  cars,  shades  for  six  summer  cars,  and  other  equip- 
ment. 

New  York  &  Queens  County  Railway,  Long  Island  City.  X.  Y  . 
as  reported  in  the  Electric  Railway  Review  of  April  13.  will  soon 
ask  bids  on  40  all-steel  cars.  These  cars  are  to  be  38  feet  in 
length,  equipped  with  automatic  air  brakes  and  cross  seats  and  to 
accommodate   40   passengers. 

Chicago-New  York  Electric  Air  Line  Railroad,  Chicago,  has 
purchased  from  the  Niles  Car  &  Manufacturing  Company  two 
combination  passenger,  baggage  and  express  cars.  These  cars 
are  49^  feet  in  length,  seats  upholstered  in  leather,  weigh  about 
35  tons  and  will  be  put  into  service  at  once  upon  the  track  west 
of  La  Porte,  Ind. 

Pittsburg  Railways.  Pittsburg,  Pa.,  was  reported  in  the  Elec- 
tric Railway  Review  of  April  6  as  having  been  authorized  by  its 
board  of  directors  to  purchase  additional  rolling  stock.  We  under- 
stand that  this  company  has  placed  an  order  for  100  semi-converti- 
ble double-truck  cars  with  the  St.  Louis  Car  Company.  They  will 
be  50  feet  in  length  and  equipped  with  high-speed  motors  and 
air  brakes. 

Consolidated  Railway.  New  Haven.  Conn.,  as  reported  in 
the  Electric  Railway  Review  of  April  6,  has  placed  an  order 
with  the  Cincinnati  Car  Company  for  five  double-truck  closed  cars 
with  30-foot  bodies  and  41  feet  in  length  over  all.  to  be  equipped 
with  Brill  27-E1  trucks,  four  Westinghouse  101-B  motors.  Christen- 
sen  AA4  air  brakes.  Providence  fenders.  Sterling-Meaker  No 
registers   and    Consolidated    Car    Heating   Company's    heaters 


SHOPS   AND    BUILDINGS. 


Cincinnati  Georgetown  &  Portsmouth  Railroad. — The  car  barns 
at  Cincinnati.  O  ,  were  totally  destroyed  by  fire  on  the  night  of 
April  23.  The  loss,  which  is  fully  covered  by  insurance,  is  esti- 
mated at  $80,000. 

Duluth  (Minn.)  Street  Railway. — This  company  has  applied 
for  a  building  permit  for  a  two-story  brick  office  building,  40  by  80 
feet,  to  cost  $17,000,  to  be  erected  on  Twenty-sixth  avenue  west, 
and  a  contract  has  been  awarded  to  Alexander  Roberts.  The  struc- 
ture is  to  be  ready  for  occupancy  by  October  1.  The  present  offices, 
located  in  the  power  station  at  Eleventh  avenue  west,  will  be  re- 
moved to  the  new  building,  where  facilities  will  be  had  for  all 
departments.     T  my    now   owns    the   entire   block   bounded 

by  Twenty-sixth  and  Twenty-seventh  avenues  west  and  Superior 
and  First  streets,  and  Intends  to  assemble  its  entire  plant,  with 
the  exception  of  the  Eleventh  avenue  west  power  station,  on  the 
west  end  block.     Between   the  office  building  and   First  street  will 


be  constructed  a  long  one-story  building  with  an  extension  roof 
on  the  inner  side,  covering  the  work  car  track.  In  this  building 
will  be  located  a  waiting  room,  blacksmith  shop,  stables,  wagon 
room,  etc.  Between  the  office  building  and  the  woodworking  shop 
will  be  constructed  nine  new  storage  tracks  running  the  entire 
length  of  the  block.  These  tracks  will  have  sufficient  length  to 
accommodate  about  50  cars. 

Illinois  Traction  Company. — This  company  has  purchased  a 
tract  of  land,  100  by  120  feet,  at  Carlinville,  111.,  upon  which  will 
be  erected  a  combination  passenger  and  freight  station,  with  office 
rooms. 

Los  Angeles- Pacific  Electric  Railway. — Surveys  have  been  com- 
pleted and  plans  accepted  for  the  combination  passenger  and  freight 
station  which  will  be  erected  at  Los  Angeles,  Cal.  Work  will  com- 
mence at  once.  The  company  is  also  making  extensive  improve- 
ments at  Sherman,  Cal.,  including  the  erection  of  a  new  repair 
shop  of  brick,  one  story  high  and  140  feet  square,  which  is  nearly 
completed.  A  brick  car  shed,  100  by  350  feet,  is  also  in  the  course 
of  erection. 

Utah  Light  &  Railway  Company,  Salt  Lake  City,  Utah. — Plans 
have  been  prepared  for  completely  renovating  the  old  Tribune 
building  on  West  Temple  street,  Salt  Lake  City,  and  converting 
it  into  an  office  building  for  all  departments.  It  is  expected  that 
the  offices  may  be  moved  in  three  or  four  months. 

Vallejo  Benicia  &  Napa  Valley  Railroad. — It  is  reported  that 
this  company  has  decided  to  erect  a  new  $10,000  car  barn  and  repair 
shop  at  East  Xapa,   Cal.     L.  J.  Perry,   Xapa,  general  manager. 


TRADE  NOTES. 


American  Mason  Safety  Tread  Company,  Lowell,  Mass,  will 
soon  begin  the  erection  of  a  three-story  factory  building.  50  by  100 

feet. 

Ford.  Bacon  &  Davis,  engineers,  now  located  in  the  Blair  & 
Co.'s  building,  24  Broad  street.  New  York,  on  May  1  will  move 
their  offices  to  115   Broadway. 

Wendell  &  MacDuffie,  26  Cortlandt  street,  Xew  York,  have 
been  appointed  eastern  sales  agents  for  the  Russell  Car  &  Snow 
Plow    Company,    Ridgway,    Pa. 

Westinghouse,  Church,  Kerr  &  Co.,  Xew  York,  has  been  in- 
corporated in  Canada  under  the  name  of  Westinghouse,  Church, 
Kerr   &   Co.   of   Canada,    Limited. 

C  &  C  Electric  Company,  of  Xewark,  X.  J.,  has  been  incor- 
porated in  Chicago,  with  a  capital  stock  of  $25,000.  The  capital 
stock  of  the  Xewark  company  is  $1,400,000. 

Stone  &  Webster  Engineering  Corporation.  St  State  street.  Bos- 
ton, announces  the  opening  of  its  Chicago  office  on  May  1  in  the 
First  Xational  Bank  building,  in  charge  of  Arthur  J.  Veitch. 

The  J.  G.  Brill  Company,  Philadelphia,  has  declared  its  first 
dividend  of  1%  per  cent  on  its  new  preferred  stock,  payable  on  May 
1,  and  1  per  cent  on  its  new  common  stock,  payable  on  June  1. 

Green  Fuel  Economizer  Company.  90  West  street.  Xew  York, 
has  removed  its  Chicago  office  from  the  Monadnock  block  to  the 
Old  Colony  building,  where  larger  quarters  have  been  secured. 

Security  Register  &  Manufacturing  Company,  42  Broadway.  Xew 
York,  has  moved  its  offices  from  the  ninteenth  floor  of  this  build- 
ing to  the  fourth  floor,  where  it  has  secured  rooms  better  fitted  to 
its  needs. 

Clarence  E.  Delafield  has  resigned  as  St.  Louis  manager  of 
the  Wagner  Electric  &  Manufacturing  Company  and  has  been 
appointed  manager  of  the  high-tension  insulator  department  of 
the  Ohio  Brass  Company  of  Mansfield,   O. 

Chicago  Pneumatic  Tool  Company  has  removed  its  Philadelphia 
office  to  820  Arch  street.  G.  A.  Barden,  who  is  in  charge  of  the 
Philadelphia  branch,  reports  splendid  business  and  the  necessity 
for  larger  quarters  as  determining  the  change. 

Wagner  Electric  Manufacturing  Company.  St.  Louis.  Mo.,  an- 
nounces the  appointment  of  F.  Johnson  as  district  manager  of  the 
St.  Louis  territory,  with  headquarters  in  the  Frisco  building.  Mr. 
Johnson  was  formerly  connected  with  the  sales  department  of  the 
General    Electric    Company    at    St.    ^_ouis. 

McLeer  Engineering  Company.  338-340  Pearl  street.  Xew  York, 
dealer  in  electric  railway  supplies  and  equipment,  both  new  and 
second-hand,  reports  that  it  has  had- a  large  sale  this  season  for 
second-hand  cars  and  has  disposed  of  all  of  its  stock  in  this  line 
with  the  exception  of  a  few  S,  !>  and  10  open-bench  cars,  which 
may   be  used  as   trailers  or   may   be   fully   equipped  as    motor   ears. 

Blake  Signal  &  Manufacturing  Company,  246  Summer  street, 
Boston,  announces  the  establishment  of  the  following  agencies  for 
its  Blake  tube  flux:  George  F.  Schoen,  108  South  Forsyth  street, 
Atlanta.  Ga.;  Syles  R.  Fralick.  269  South  Canal  street,  Chicago; 
U'.s.  i.  Supply  Company,  St.  Louis;  Brooks-Follis  Electric  Cor- 
poration. 212  First  street,  San  Francisco,  and  the  Xorton  System 
Telephone   Company,   Toronto,   Can. 

B.  F.  Sturtevant  Company  of  Boston,  Mass.,  reports  recent  sales 
of  generating  sets  to  the  Alton  Paving,  Building  &  Fire  Brick  Com- 
pany, Alton,  111.;  Minneapolis  St.  Paul  &  Sault  Ste.  Marie  Railway, 
Minneapolis,  Minn.;  Votey  Organ  Company,  Garwood,  X.  J.;  Her- 
mann Manufacturing  Company.  Bvansville,  Ind.;  H.  J.  Kunzig. 
Philadelphia,  Pa.,  and  Poison  Iron  Works,  Toronto,  Ont.  Sales  are 
reported    of    Sturtevant    high-pressure    rotary    type    blowers    to    the 


570 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XV11,  Xo.   17. 


OUa  Elevator  Company.  Chicago,  [11.;  Macallan  Company,  South 
Boston.  Mass.;  Uniteil  Oil  &  Refining  Company,  Beaumont,  Tex.; 
Lumsden  &  Van  Stone  Company.  Boston,  Mass.;  Johnson  &  Blan- 
ding,  Providence.  R.  I.,  and  Sharpless  Separator  Company,  West 
Chester,  Pa. 

John   w.  Seaver.  one  of  the  Founders  ol  the  Wellman-Seaver- 

Uorgan   Compain    <>i   ■  :.  > . i    n     ■  ■•       ■    •  i  ■  <i     m     •   t  >         mnec- 

i ..Hi     the   lany   and    has   opened   offices  as   consulting  en- 

al  519  Caxton  building,  Cleveland.  Mr.  Seaver  will  devote 
his  personal  attention  i"  the  design  and  construction  of  manufac- 
turing and  power  plants,  iron  and  steel  foundries,  buildings  and 
specie  .ad  appliances  for  handling  machinery. 

Westinghouse  Companies.  Pittsburg,  have  been  awarded  the 
contract  by  the  United  States  government  for  the  complete  elee- 
trlca]  equipment  for  the  new  power  station  to  ' rected  in  con- 
nection with  Hi ngressional  buildings  at  Washington,  D.  C.     The 

contract   calls   for   four  Westinghouse-Parsons   and    four   Westing- 

is,  all  of  3,000-horsepowei   capacity;     All  of  the  ma- 

chinerj    is  now    under  construction  and  will  be  deliverefl   before  the 
i  ear. 

Chicago  Pneumatic  Tool  Company.  Chicago,  lias  issued  a  state- 
of  profits  for  the  quarter  ending  on  March  31,  which  shows  an 
earning  "n  the  stock  "t'  2.8  per  cent.  The  profit  for  the  first  quarter 
was  $285,528.82  which  after  deducting  cost  of  depreciation,  develop- 
ment of  new  tools  and  bonded  Interest,  the  profit  available  for 
dividends  was  $171,561.45.  A  quarterly  dividend  amounting  to 
$61,087.88  was  paid.   leaving  a   balance  of  $110,473.62  to  be  added  to 

i  revious  surplus,  making  a  total  surplus  to  be  carried  forward 
ol    $988,883.06. 

Noiseless    Car    Wheel    Company    has    been    incorporated    with    a 

apital  stock  of  si, ,000  for  the  purpose  of  manufacturing  a  noise- 

less  car  wheel  for  street  railways.  The  directors  of  the  company 
are;  George  H.  Bryant,  August  Ziesling,  Bethune  Duffield,  J.  L. 
ston  and  Fred  M.  Delano.  The  officers  are:  President,  George 
H.  Bryant,  at  present  western  representative  of  the  Kiupp  Com- 
pany; vice-president,  August  Ziesling.  president  of  the  American 
Bridge  Company;  treasurer.  Bethune  Duffield,  Detroit,  and  secre- 
tary,  W.   F.   McCorkle,  Detroit. 

Central  Inspection  Bureau.  New  York,  lias  received  an  order 
from  the  Newburg  &  South  Shore  Railway  for  the  inspection  of  100 
all-steel  gondola  cars,  which  will  be  built  by  the  Pressed  Steel 
Car  Company.  An  order  has  also  been  received  from  J.  G.  White  & 
Co.  for  the  inspection  of  a  large  number  of  dump  cars  for  export 
shipment  and  an  order  from  the  Philadelphia  Rapid  Transit  Com- 
pany for  the  inspection  of  a  large  amount  of  lumber.  The  com- 
pany has  thoroughly  equipped  itself  with  competent  inspectors  for 
the  inspection  of  all  classes  of  railroad  and  builders'  equipment. 

Allis-Chalmers  Company,  Milwaukee,  has  received  an  order 
from  the  Klkins  <'<>al  &  Coke  Company  of  Morgantown,  W.  Va., 
for  new  machinery,  comprising  a  300-kilowatt  Allis-Chalmers  alter- 
nator, a  200-kilowatt  rotary  converter,  three  75-kilowatt  trans- 
formers, a  27%-kilowatt  exciter,  standard  induction  motors  of  20 
to  150  horsepower  capacity,  with  switchboard  equipment.  An  order 
has  also  been  received  from  the  Jones  &  Laughlin  Steel  Company 
of  Pittsburg  for  two  direct-current  generators,  with  a  capacity  of 
1,000  kilowatts  each,  for  installation  in  its  Aiiquippa   (Pa.)   plant. 


TRADE    PUBLICATIONS. 


Allis-Chalmers  Company.  Milwaukee,  Wis. — Leaflet  No.  2002 
consists  entirely  of  illustrations  of  the  valve  gear,  piston  details  and 
go    '  r  of  the  Reynolds  Corliss  engine. 

Alliance  Machine  Company,  Alliance,  O. — An  imposing  list  of 
users  of  electric  cranes  who  placed  orders  with  Alliance  Machine 
Company  in  1906  has  been  published  in  pamphlet  form. 

Sprague  Electric  Company.  527  West  Thirty-fourth  Street,  New 
York.  N.  Y. — Catalogue  No.  315  is  a  36-page  publication  listing  a 
large  number  of  types  of  electric  fans  for  both  direct  current  and 
alternating  current. 

C.  W.  Leavitt  &  Co..  220  Broadway,  New  York. — A  four- 
page  leaflet  offers  advice  regarding  the  deoxidation  of  brass  and 
bronze  alloys  by  the  use  of  magnesium  and  states  how  this  de- 
oxidizing agent  should  be  handled  as  dstinguished  from  other 
deoxidizers. 

Wickes  Brothers.  Saginaw,  Mich. — This  company  issues  monthly 
stock  lists  of  boilers,  engines,  dynamos,  motors  and  machinery.  The 
list  of  April  15  shows  a  large  stock  on  hand  of  tubular,  water-tube 
and  upright  boilers,  Corliss  engines,  and  other  horizontal  automatic 
engines,  vertical  engines,  throttling  governor  engines  and  gasoline 
engines.  Pumps,  condensers,  feed-water  heaters,  locomotives  and 
metal-working  machinery  are  also  listed. 

General  Electric  Company,  Schenectady,  N.  Y. — An  extensive 
Hi.  .>f  fan  motors,  both  alternating  and  direct  current,  are  the  sub- 
jects of  an  illustrated  catalogue.  Bulletin  No.  4393C  is  devoted  to 
small,  moderate-speed,  engine-driven,  revolving-field  alternators. 
Electric  pumping  plants  are  the  subject  of  Bulletin  No.  4496,  which 
describes  the  25,000,000-gallon  municipal  plant  at  Buffalo,  N.  Y.. 
and  the  172,000-gallon  electric  pumping  plant  recently  completed 
for  the  village  of  Scotia,  N.  Y. 

Western  Electric  Company,  Chicago.— A  pamphlet  which  should 
il  interest  to  those  having  to  do  with  the  installation  and 
maintenance  of  telephone  machines  is  that  published  by  the  West- 
ern Electric  Company  under  date  of  April  11,  1907.  The  various 
features  of  installation  are  considered  and  are  conveniently  indexed 
for    reference.     Another    recent    publication    of    the    company    is    a 


pamphlet   giving  facts  regarding   thi    immensity  of  its  organization 

and    plants.     Two    mailing   cards  call    attentioi lillni    fans   and 

ventilating  fans. 

Browning    Engineering   Company.    Cleveland.   O. — An   eight-page 

pamphlet  lias  been  issued  to  introduci    in  investors  $250, f  7  per 

cent  cumulative  preferred  stock.     This  increase  in  stock  is  to  pro- 
vide for  He-  rapid  increase  in  tin-  business  of  the  company. 

Hill    Publishing   Company,   505    Pearl   Street.    New  York,    N.   Y. — 
This  company  has  Jusl  issued  a  book  catalogue  of  168  pages,  :;iL.  bj 
i;  inches,  containing  a  comprehensive  list  of  books  on  civil,  me 
ical  ami  electrical  subjects  and  si  ientific  winks  of  every  des  iriptlon 
The  book  is  conveniently  arranged,  enabling  tic    location  of  s 
in  any  class  an  easy  matter. 


TRACK-CLEANING    BROOMS. 

The  equipment   of   a    wagon    as   employed   on   street   an. 

urban   railways   for   i  rai  i     01 -  sists   o'l 

a  steel  win:  broom,  a  corn  broom  ami  a  can  of  nil.    The  steel  la- a  is 

in  cleaning  out  refuse  and  ohstruc- 
tions  which  have  become  tightly 
impacted  in  grooves  by  the  passage 
n!  many  wheels,  the  corn  broom  for 
finishing  touches  and  the  can  of 
oil  for  administering  lubricant  upon 
the  rail  on  curves.  The  J.  W.  Pax- 
son  Company,  1021  North  Delaware 
avenue,  Philadelphia,  manufactures 
lb,  wire  broom  illustrated  herewith 
and  makes  the  claim  that  this 
broom  is  an  indispensable  part  of 
such  an  outfit.  The  broom,  as 
shown,  is  made  of  such  a  width  as 
to  lit  into  the  groove  on  frogs  and 
curves  and  the  wire  is  of  sufficient 
stiffness  to  remove  any  ordinary 
obstruction  even  when  solidly 
packed.  The  corn  broom  will  not 
do  this;  hence  the  claim  for  the 
indispensability  of  the  wire  broom 
as  made  by  the  manufacturer. 

It  is  of  interest  to  note  that  the 
use  of  the  wire  broom  for  this  pur- 
pose w:as  suggested  by  its  efficiency 
in  the  foundry  for  cleaning  sand 
from  casting's,  the  Paxson  company 
also  manufacturing  foundry  fac- 
ings, supplies  and  equipment.  The 
brooms  are  inexpensive  and  dur- 
able 


Wire  Track-Cleaning   Broom. 


THE     VICTOR     PORTABLE     COM- 
BINATION    METER. 

The  desirability  of  being  abli  ti 
tell  at  a  glance  exactly  the  kilowatt 
or  horsepower  output  of  a  gen 
erator  is  well  recognized  by  most 
engineers,  as  it  saves  the  trouble 
of  making  mental  calculation  re- 
quired in  multiplying  the  volts 
[ft}:  ^        pressure    by    the   ampere   output    to 

obtain   kilowatts  and  then  dividing 
by  74i;  to  obtain  the  horsepower  of 
in  electric  circuit.    The  convenience 
of    being    able    to    read    the    horsepower    and    kilowatts    directly    is 
shown   by   the   favorable   reception    which    was    given    to   the    Victoi 
combination    switchboard    power    meter,    introduced    a    year    or    so 
ago.     The  combination   meter,  an   illustration   of  which  is  presented 
herewith,    consists    of    two    separate    instruments,    a    voltmeter    and 
ammeter  mounted  within  the 
same    case.     The    scales    for 
reading  the  two  instruments 
are      so      located      that      the 
needles    of    the    two    instru- 
ments   cross    each   other.      It 
is  evident  that  no  matter  in 
what       position        the       two 
needles  may  be,  the  point  lo- 
cated   by    their    intersection 
may    be    taken    to    represent 
the   product   of   the   volts   by 
the  amperes,   or  the  product 
of  the  volts  by   the  amperes 
divided   by   716.     The   instru- 
ments,  after   being   carefully 
calibrated    by    hand    to    read 
volts     and     amperes      accu- 
rately,   are    then    calibrated 
for     the     central     triangular 
graduations,    w'hich    give   the 
power  readings  direct.    These 
are  clearly  shown  in   the  ac- 
companying illustration.    The 
horsepower       readings       are 

taken  from  one  side  of  the  triangular  scale  and  the  kilowatt  read 
ings   from    the   other.     The    instrument,    therefore,    serves    the    pur- 
pose of  voltmeter,    ammeter  and   wattmeter  and    has  an   additional 
advantage   of  giving   the   reading   reduced    to    horsepower. 

To   meet   the   great   demand   for   a   portable    instrument   of   this 
type    the    H.    W.    Johns-Manville    Company    of    100   William    street. 


Portable     Combination     Meter. 


April  27.  1907 


ELECTRIC    RAILWAY    REVIEW 


571 


New  York,  has  placed  a  portable  Victor  meter  on  the  market, 
which  has  all  the  advantages  of  the  station  type  meter,  combined 
with  portability.  These  instruments  are  particularly  useful  for 
making  such  tests  as  in  calibrating  recording  wattmeters  and 
lamps,  and  are  particularly  useful  and  convenient  for  the  testing 
of  electric  cars  and  electric  elevators.  The  advantage  of  being 
able  to  read  the  power  direct  in  making  elevator  tests  and  car 
tests  where  the  current  consumption  fluctuates  rapidly  will  be 
evident,  and  in  cases  where  it  is  desirable  to  read  both  the  volt 
and  ammeters  separately  the  convenience  of  having  the  two  read- 
ings on  the  same  dial,  which  facilitates  the  rapidity  with  which 
readings  can  be  taken,  will  no  doubt  also  be  found  of  value  in 
testing  work.  As  shown  in  the  illustration  the  volt  and  ammeter 
scales  are  provided  with  mirrors  directly  below  the  scale,  which 
permit  obtaining  accurate  readings.  Extra  shunts  and  multipliers 
can  he  furnished  with  these  instruments,  which  extend  the  range 
of   the   readings. 


either  direct   or  alternating   current.     It    is   therefore    unnecessary 

to  purchase  a  new  motor  should  the  service  he  changed  from  direct 
to  alternating,  or  alternating  to  direct   current. 

It  is  stated  that  the  blades  are  of  new  construction,  following 
specially  designed  lines,  thereby  furnishing  maximum  breeze  with 
minimum  current  consumption. 


NEW      ALTERNATING-CURRENT      FAN      MOTOR. 


There    is   probably   no   piece   of   electrical    machinery   which   so 
thoroughly    illustrates    the   great    advance    made   in   the   design    and 


THE  KEARNEY  CABLE  CLAMP. 

One  of  the  great  difficulties  which  has  been  experienced  in 
constructing  overhead  lines  with  heavy  cables  has  been  that  of 
making  turns  and  fastening  up  the  dead  ends  of  cables.  To  over- 
come the  difficulty  experienced  at  these  troublesome  points  TV".  N. 
Matthews  &  Brother,  217  North  Second  street,  St.  Louis.  have  de- 
signed the  Kearney  cable  clamp,  which  is  of  extreme  simplicity 
and  of  highly  satisfactory  construction. 

The  Kearney  cable  clamp  is  designed  to  supplant  the  extra 
joints  and  fastenings  necessary  in  the  ordinary  methods  of  cable 
suspension  at  angle  poles  and  dead  ends.  As  will  be  seen  from  the 
accompanying  illustration,  which  shows  it  applied  in  making  a 
right  angle  turn  of  heavy  wire  cable,  the  clamp  consists  essentially 
of  two  wrought-steel  plates  with  four  clamping  bolts.  The  two 
parts  of  the  clamp  are  designed  to  fit  the  bare 
surface  of  the  cable  and  when  the  nuts  on  the  four 
bolts  joining  the  two  parts  are  tightened  the  clamp 
grips  the  bare  cable  so  that  the  strain  is  trans- 
mitted through  the  upper  plate  to  a  globe  strain 
.a  similar  insulator  fastened  to  the  pole  at  tin- 
curve.  By  the  use  of  two  of  these  clamps,  one 
holding  the  cable  in  either  direction  from  an  angle 
pole,  the  curved  portion  of  tin  cable  between  the 
two  clamps  may  be  made  short  and  relieved  of 
any  great  amount  of  strain.  This  method  of  con- 
struction does  away  with  the  necessity  tor  serving 
Hie  heavy  cable  about  an  insulator  at  an  angle 
pole,  ami  then  making  a  joint  to  continue  the  cable 
after  it  has  turned  the  angle.  Tin-  Kearney  cable 
.-lamp  is  made  in  but  one  size,  suitable  for  cables 
ft  "in  000  to  J. irrular  mills.  The  great  ad- 
vantage of  using  these  clamps  is  that  they  do  away 
witll  cutting  the  cable-  at  angle  poles,  and  thus. 
should  it  at  any  time  be  decided  to  change  the  loca- 
tion   of    the    pole    or    remove    the    cable,    the    cable 

ran  be  made  as  g 1   as  new   by  Simply  taping  the 

portion  of  Ha-  cable  where  the  insulation  was 
removed  to  attach  the  clamps.  As  compared  with 
the  old  method  of  constructing  corner  turns  it  is 
claimed  that  these  clamps  save  cable,  time,  labor 
and   material. 


New  Alternating-Current  Fan   Motor 
Used    as   a    Desk    Fan. 


New   Alternating-Current   Fan   Motor   Used 
as   a   Wall    Fan. 


manufacture  of  electrical  apparatus  as  does  the  fan  motor,  which 
has  been  developed  from  the  crude,  inefficient  toy  to  a  highly 
efficient  piece  of  machinery,  being  in  detail  of  design  and  manu- 
facture the  counterpart  of  the  larger  motors.  The  latest  develop- 
ment and  improvement,  marking  one  of  the  greatest  steps  of  ad- 
vancement in  the  fan  motor  industry,  are  shown  in  the  alternating- 
current  commutating  fan  motor  of  high  efficiency,  with  great 
starting  torque  and  sparkless  commutation,  recently  developed  and 
placed  on  the  market  by  the  Western  Electric  Company  of  Haw- 
thorne.  111. 

This  fan  motor  is  illustrated  in   the  accompanying  view,  show- 
tie  of  its   unique   features,   a   diagonal  joint,    which    permits   it 


Savannah  Blow  Pipe  Company,  Savannah  Ga.. 
has  been  awarded  a  contract  for  the  blow  pipe  sys- 
tem for  the  new  shops  of  the  Atlantic  Coast 
Line  at  Way.  loss.  Ga.  This  company,  during 
the  past  few  years,  has  equipped  many  of  the  large  planing  mills 
and  woodworking  plants  in  the  south,  and  was  awarded  the  eon- 
tract  for  equipping  the  Waycross  plant  over  many  of  the  leading 
manufacturers  of  blow  pipes  in  the  United  States. 

Heine  Safety  Boiler  Company,  St.  Louis,  has  recently  received 
a  large  number  of  orders  for  boilers,  a  partial  list  of  which  is  as 
follows:  Asano  Cement  Company.  Tokio.  Japan,  four  boilers  aggre- 
gating 900  horsepower;- Atlantic  Gulf  &  Pacific  Company,  four  200 
horsepower  boilers,  to  be  installed  on  two  hydraulic  dredges: 
American  La  France  Fire  Engine  Company,  Elmira,  X.  Y.,  two 
230-horsepower  boilers:  American  Locomotive  Company,  Richmond, 
Va..     four     400-horsepower     boilers:      Bridgeport     Forge     Company, 


The   Kearney   Cable   Clamp. 


hang.  an.i    with    i  ery    littli     t  rouble 

from  •  ik  t..  a  wall  fan  or  vice  i 

Western  Electric  high-standard  con 

tloi        i       io  teel  field  magnet .    ind 

the 

■park It  .,i  .i ion  In  ler  typ. 

mutating  attentat  motors. 

The  -  motoi    I      rtmllai    to  that   oi    an   ord 

ound  din    t-current    - olgh     tart  Ing   torque 

which  n  ...lily  as  :m 

it    lias    thl 


Bridgeport,  Conn.,  three  150  horsepower  boilers;  Crown  Cotcon 
Hills  Dalton,  Ga.,  two  100-horsepower  boilers:  Home  Brewery, 
Columbus,  O..  three  200-horsepower  boilers;  Hudson  Companies,  two 

118  horsepower   boilers,    making   a    total   to   this   npany   of  4,513 

hoi   spov         nil  orders;  Independence  (Kansas)  Cement  Company, 
Independence,   Kan.,  three   100-horsepower  bolers;  James  S.   Kl 
Co.,  Chicago,  two  SOO-horsepower  boilers;  Joseph  .r.  Little  but 

New   York,   Mir,-,-  275-horsepowei    boilers;   Q Hoi        I  al 

Carrying  Company,  Qulncy,   111.,  three  816-horsepowei   ' 

of   New    fork,    for    Etldgewood    pumping    s( n     el 

owei    boilers. 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  17. 


NEW    PLANT    OF    THE    O.    M.    EDWARDS   COMPANY. 


The  O.  M.  Edwards  Company  has  recently  erected  a  new  plant 
at  the  corner  of  Plum  ami  Solar  streets,  Syracuse,  N.  Y.  The 
location   Is  within  the   half-mile  circle  from  the  business  center  of 


The  main  entrance  and  reception  room  Coi  visitors,  which  is  16 
by  18  feet,  is  handsomely  finished  and  furnished.  A  main  corridor  con- 
nects the  offices  and  the  stock  room.  This  is  SO  feet  in  length  and  8 
feet  wide.  The  main  office  is  of  gein-rniis  proportions,  being  55  by 
40   feet.     Adjoining   this   office   is   a    fireproof   vault,    24    by   12   feet, 


O.    M.    Edwards    Company's    Plant — Machine    Shop. 


O.    M.    Edwards   Company's    Plant — Main    Office. 


the  city,  which  has  at  the  present  time  a  population  of  about 
130,000.  No  expense  has  been  spared  in  the  building  and  equip- 
ment and  the  result  is  a  model  in  the  matter  of  efficiency. 

The   buildings  are  located  upon  a  plot  of  ground  consisting  of 
four   acres,   with   a  frontage  of  575   feet  upon  Plum   street  and   350 


which  contains  safe  deposit  vaults  and  is  also  occupied  by  the 
filing  systems.  The  private  office  of  O.  M.  Edwards,  president  of 
the  company,  is  1C  by  IS  feet  and  is  a  handsome  and  well-furnished 


O.     M.     Edwards    Company's     Plant — Main     Building. 


O.    M.    Edwards    Company's    Plant — Private   Office. 


feet  upon   Solar  street.     The   factory  building  stands   20   feet  from  apartment      Connecting    with    the    private    office    is    the    reception 

the  line  of  each  of  the  streets.     The  main  factory  building  is  211  feet  r00m.     Tne  finish  Df  the  offices  throughout  is  in  weathered  oak  and 

long,   55  feet  wide  and  is  five  stories  in  height.     A  wing,  which  is  the    walIs   are    nandsomeiy    decorated    in    oil    finish.     The    drawing 

used    for   woodworking   purposes,    is   SO   by   40   feet,    and    the   wing  room  ig  a  weli_]jgnted  apartment,   28  by  32  feet.     Connecting  with 


O.    M.   Edwards  Company's   Plant — Woodworking    Department. 


O.   M.    Edwards  Company's   Plant— Brass   Foundry. 


devoted  to  the  brass  foundry  is  also  SO  by  40  feet.  There  is  also 
connected  with  the  plant  a  detached  building,  55  by  115  feet,  one 
end  of  which  is  used  as  a  stable  for  trucks  and  the  opposite  end 
for  tinning  and  tempering  work.  The  central  portion  is  occupied 
by  dry  kilns. 


this  room  is  a  fireproof  vault,   8  by  12  feet,   for  the   safe   keeping 
of  tracings  and  other  drawing  room  records. 

An  interesting  part  of  the  plant  is  the  model  or  sample  room, 
the  walls  of  which  are  surrounded  with  mahogany  models,  showing 
the   various   designs   of   windows,    platform    trap    doors   and    other 


April  27.  19ii7 


ELECTRIC    RAILWAY    REVIEW 


573 


parts  manufactured  by  the  company.  The  size  of  this  room  is  16  by 
2S  feet.  The  main  stock  room  is  88  by  55  feet  and  has  an  addi- 
tional room  adjacent,  SO  by  40  feet.  One  of  the  accompanying 
illustrations  shows  a  portion  of  one  of  the  woodworking  rooms. 
This    is    devoted    almost    exclusively    to    the    making    of    exhibition 


nished  by  a  "Straight-Line"  engine  direct-connected  to  a  gen.  ra] 
electric  generator  having  a  direct-connected  exciter.  The  power  is 
transmitted  to  the  various  line  shafts  by  means  of  motors,  driving 
groups  of  machines.  In  the  principal  machine  rooms  there  are  four 
line    shafts,    each    run    independently    by    a    separate    motor.     The 


O.     M.     Edwards    Company's     Plant — General     View. 


models  and  sample  parts,  which  are  sent  out  in  the  interests  of  the 
salesmen's  department.  This  room  is  SO  by  40  feet.  The  first  floor 
of  the  main  building  is  used  for  manufacturing  purposes.  The 
size  of  the  room  is  I'll  by  55  feet.  The  third  floor  is  of  the  same 
dimensions,  211  by  55  feet,  and  is  arranged  for  machine  work.  The 
brass  foundry.  S'i  by  40  feet,  lias  in  connecton  a  fireproof  vault  for 
the  safe  storage  of  patterns.     This  vault  is  24  by  12  feet. 

As  shown  in  the  general  illustrations,  the  plant  is  substantially 
built  and  well  arranged  for  its  intended  purposes.  The  electric 
wiring    throughout    the    building    is    in    iron    conduits    and    was    in- 


generator  is  three-phase  alternating  current  and  furnishes  124  volts 
for  the  lighting  system  and  220  volts  for  the  power  circuits. 

The  accompanying  illustrations  will  give  a  satisfactory  idea  of 
the  general  appearance  of  the  plant  and  a  few  of  the  more  interest- 
ing features  of  the  interior  arrangement  and  equipment. 


A     MULTIPLE     INTERLOCKING     RECORDING     BLOCK     SIGNAL. 


The  Baldwin  &  Rowland  multiple  interlocking  block  signal  is 
both  a  position  and  light  signal.  As  the  name  suggests,  it  is 
capable  of  protecting  any  number  of  cars  passing  in  the  same 
direction  through  the  block  up  to  17  in  number,  The  first  car  sets 
the    signal    and    automatically   locks    it,    so    that   a   car   approaching 


Multiple    Interlocking     Recording     Block    Signal — Signal     Movement. 


Multiple     Interlocking     Recording     Block    Signal — Semaphore 
Arrangement. 


ed  by  the  Wheeler-Green  Electric  C pany  of  Rochester,  N.  Y. 

The  plant  is  equipped  throughout  wiih  an  automatic  sprinkler 
system  and  steam-heating  apparatus,  belli  of  which  were  installed 
by  B.  I*.  Hates  of  Syracuse.  The  pi  >  iie  miens  im  the  power  plant 
drawn  by  Prof.  John  E.  Sweet  of  the  Straight  Line  Kngine 
Company,  Syracuse,  and  the  engine  and  boiler  rooms  are  a  model 
in  the  matter  of  appointmente  and   equiprr   nt.     The  power  is  fur- 


in  the  opposite  direction  and  disregarding  the  signal  cannot  change 
the  signals  that  are  set,  neither  can  it  set  a  signal  of  Its  own. 
Every  succeeding  car  entering  the  block  is  recorded  and  protect'  tl 
by  signals  set  by  the  first  car,  while  the  last  car  leaving  the 
litoek  clears  the  signal  and  unlocks  it.  The  signals  are  all  equipped 
with  auxiliary  lights,  so  that  if  the  active  light  burns  out  the  s< 
light   lakes  up  the  work  of  the  first.     They  are  also  equipped   with 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.   Xo    V( 


a  fusible  link  that  opens  the  circuit  b  harm  van  be  done  t'1 

magnets  should  a  live  wire  i ome  crossed  with  the  Blgnal  circuit. 

All  n.  I  in  this  mechanism  are  of  the  BOlenoid  type,  made 

of  large  size  wire,  automatically  wound,  put  up  In  Sterling  Insulat- 
ing varnish  and  Incat  on  shells.  While  all  parts  are 
perfectly  protected  from  weather  conditions,  the  case  can  be  re- 
moved  so  thai  access  to  all  parts  is  easy.  Provision  is  mad.-  on 
resistance    tubes    to    accommodate    varying    voltages    of    the    line. 

and    snow    are   no.    liable    to   cover   the   semaphon 
that  light  or  arm  is  hidden. 


same  strength  for  the  same  thickness.  This  is  not  fireproof,  but 
Blow-burning,  and  is  susceptible  to  the  same  degree  as  is  wood 
veneer.  It  is  capable  of  a  high  finish  and  the  cost  of  decorating 
is  the  same  as  on  wood  veneer. 

Kantlite  is  especially  Intended  for  steel  cars  and  marine  work, 
partitions  and  panels  of  steamboats,  where  fireproofing  qualities  are 
required.  The  fireproofing  ingredients  are  applied  to  the  raw  wood 
pulp  before  the  material  is  worked  into  boards,  and  it  is  said  that 
the  fireproofing  qualities  are  retained  almost  indefinitely.  It  is 
claimed    that    it    will   not   retain    a    flame   and    that   under   the    hea« 


Multiple    Interlocking    Recording    Block    Signal — Overhead    Contact. 


Realizing   the  absolut  --■  ssful  operation  of 

contact  that  will  not  only  be  absolutely  re- 
liable but  capable  of  operating  under  a  high  rate  of  speed,  without 
liability  of  throwing  the  trolley  or  be  subject  to  mechanical  in- 
jury, the  company,  after  a  working  experience  of  two  years,  lias 
adopted  the  contact  illustrated,  which  is  guaranteed  to  meet  all 
requirements.  This  is  made  in  three  different  lengths  to  ai 
modate  different  speeds,  it  is  reported  to  have  w 
fully  for  a  year  on  roads  that  maintain  a  speed  of  .">">  miles  an 
-   -  rating    on    the    following    named 

solidated     Railwaj     Company,     New    Haven.    Conn.; 
Rochi  -                  use  &  Eastern;  Auburn  &  Syracuse  Electric;  Syra- 
Sapid    Transit;    Alt Da    &    Logan    Valley;    Central    Pennsyl- 
vania   Traction;    Farmington    Street    Railway.    Hartford,    Conn.;    In- 
itional    of    Buffalo.    X.    T.;    Bay    Shore    Terminal    and    Norfolk 
.v    Portsmouth   Traction  of  Norfolk,  Va. 


of  the  severest  tests  it  will  not  carbonize.     The  several  brands  are 
made  up  in  sheets  of  various  sizes  and  thickness    - 


NEW    STANDARD    PORTABLE    MULTIMETER. 


INDESTRUCTIBLE     FIBER. 


Three  varieties  of  indestructible  fiber,  known  as  "Fibrite." 
"Durite"  and  "Kantlite."  for  use  in  steam  and  street  railway  ear 
headlinings,  steamboat  panels  and  partitions,  are  manufactured 
by  the  Indestructible  Fibre  Company,  the  sole  agents  of  which  in  the 
transportation  field  are  Wendell  &  MacDuffie,  26  Cortlandt  street. 
New  Tork.  The  very  satisfactory  appearance  of  this  material 
when  used  for  car  headlinings  is  shown  in  the  accompanying  en- 
graving   of    the    interior    of    a    car    built    by    the    American    < 


Indestructible    Fibei — Interior   of    Long    Island    Railroad    Coach    with 
Indestructible  Fiber  Headlining. 

Foundry  Company  for  the  Long  Island  Railroad.  The  material  is 
light,  strong  and  durable  and  it  is  claimed  that  it  is  economical 
to  decorate  and  finish  and  will  not  blister  or  splinter.  Fibrite  is 
iered  especially  adapted  for  the  headlinings  of  old  cars 
which  have  become  leaky,  because  it  is  not  liable  to  blister  under 
the  severest  conditions.  The  material  is  as  light  as  ordinary  soft 
wood  veneer  and  its  strength  is  claimed  to  be  ?."  per  cent  of  that 
of  hard  wood  of  the  same  thickness.  It  is  said  to  retain  its  shape 
perfectly  and  can  be  made  to  conform  to  any  contour  specified. 

Durite  is  not  recommended  for  marine  work  on  account  of  its 
weight,  which  is  10  per  cent  greater  than  that  of  oak  and  is  of  the 


As  electric  railways  are  becoming  more  and  more  extensive 
and  are  reaching  into  the  field  formerly  occupied  by  steam  rail- 
roads, the  demand  for  the  utmost  refinement  in  all  matters  per- 
taining to  the  operation  and  testing  of  materials  and  machinery 
:iming  daily  of  greater  importance,  so  that  it  is  now  the  cus- 
tom on  even  the  smallest  roads  to  carefully  test  all  new  apparatus 
which  is  purchased  and  that  which  is  already  in  operation,  in 
order  to  furnish  the  management  with  exact  knowledge  of  its 
efficiency  and  condition. 

On  many  of  the  smaller  roads,  no  doubt,  the  testing  of  elec- 
trical apparatus  has  been  considerably  neglected  because  the  num- 
ber of  instruments  re- 
quired to  cover  the  field 
of  electrical  testing  has 
been  so  great  that  many 
of  the  smaller  companies 
could  not  afford  to  pur- 
chase all  the  instruments 
necessary;  but  in  spite  of 
the  large  investment  re- 
quired when  separate  in- 
struments were  needed 
for  each  test,  it  is  a  ques- 
tion whether  even  on 
small  roads  it  was  not 
near-sighted  economy  to 
hesitate  to  make  the  in- 
vestment in  instruments! 
necessary  for  carrying  out  | 
thorough  tests  on  all  elec- 
trical apparatus  at  regu- 
lar and  frequent  intervals. 
The  obstacle  of  so  large  an 
investment  in  a  great 
number  of  instruments 
has  been  almost  com- 
pletely surmounted  by  the 

Weston  Electrical  Instrument  Company  of  Newark.  X.  J.,  in  plac- 
ing upon  the  market  a  new  instrument — the  Weston  multimeter — 
which  is  illustrated  in  the  accompanying  engraving.  This  instru- 
ment should  receive  a  hearty  welcome  from  street  railway  man- 
agements in  that  it  combines  in  practically  one  instrument  all 
the  instruments  necessary  for  making  electrical  tests.  It  may  be 
used  as  a  voltmeter,  milli-voltmeter.  ammeter  or  mil-ammeter, 
ohmmeter,  ground  detector  and  wheatstone  bridge.  The  range  of 
the   instrument     is  as  follows 

Volt;:  Ammeter, 

volt  "  ampere 

volts  1.5      amperes 

volts  15.        amperes 

T50.        volts  150.        amperes 

The  bridge  with  three  dials  measures  to  999  ohms,  with  even 
ratio  arms.  Inside  of  the  case  there  are  also  contained  12  silver 
chloride  cells,  bridge  resistance  coils  and  shunts  for  the  volt  and 
ammeter. 

A  special  feature  which  has  been  carefully  considered  in  the 
construction  of  this  instrument  is  the  insulation,  which  is  of  highest 
type,  and  is  so  constructed  that  the  rubber  is  not  exposed  to  the 
deteriorating  effects  of  light,  dirt  and  moisture.  This  instrument, 
which  is  thoroughly  portable,  is  well  adapted  for  making  practically 
all  the  tests  required  in  electrical  railway  work.  The  manufac- 
turers, however,  call  special  attention  to  the  fact  that,  while  this 
instrument  combines  a  number  of  separate  instruments,  and  is 
capable  of  a  very  high  degree  of  accuracy,  it,  of  course,  cannot 
embody  the  same  degree  of  accuracy  for  each  separate  part  as 
could  be  secured  by  the  use  of  the  separate  Weston  instruments 
covering  the  same  range  of  operation,  but  for  practical  street  rail- 
way work  it  is  sufficiently  accurate. 


Weston    Portable    Multimeter. 


Chicago:  160  Harrison  Street 


PUBLISHED  EVERY  SATURDAY  BY  THE  WILSON  COMPANY,  CHICAGO 

Entered  at  the  Postoffice,  Chicago,  111.,  as  Second-class  Matter. 
Subscription  In  advance,  including  special  daily  editions  published  from 
time  to  time  in  places  other  than  Chicago,  postage  free,  $2: 
Foreign,  $5;  Single  Copy,  10  cents. 


Vol.  XVII,  No.  18 


Xew  York:  150  Nassau  Street 


CHICAGO,  MAY  4,  1907 


Whole  No.  210 


TABLE   OF  CONTENTS. 


Editorial: 

— Timber  Lands  Aid  Railway  Revenue  575 

— Producer  Gas  Plants  575 

— Must  Profit  on  Subway  Contract 576 

— Advantages  of  Trailer  Operation 576 

— Specific  Heat  of  Superheated  Steam 576 

— The  Protection  of  Life  and  Property 577 

The  Successful  Operation  of  Trail  Cars  in  Denver  (Illustrated)..  578 
Guard  Rail  .Construction  on  the  Pittsburg  &  Butler  Street  Rail- 
way  (llustrated)    5S3 

Status  of  Electric   Railway  Cases  Before   Interstate   Commerce 

Commission 583 

Onerous   Conditions  Make  Construction   of  Proposed   Xew  York 

Subways    Unprofitable    5S4 

Car  Painting  and  Other  Uses  of  Paint.     By  J.  C.  Leavitt 585 

Proposed  1,200- Volt  Third-Rail  Line  in  California  (Illustrated)..  586 
New  Cars  for  the  Philadelphia  &  Westchester  Traction  Com- 
pany   (Illustrated)    5S7 

Communication — Wrong  Motor  Connections    587 

Construction  of  the  Lafayette  &  Logansport  Railway.     By  R.  M. 

Feustel   (Illustrated)    5SS 

Cut  Rates  by  Steam  Road  Competing  with  Electric  Railway...   591 

Freight  Handled  by  the  Toledo  &  Western  Railroad 592 

H.  B.  Fleming  on  Board  of  Supervising  Engineers,  Chicago 592 

Hearings  Before  Indiana  Tax  Commissioners 592 

Plan  for  Xew  Philadelphia  Franchise 593 

Cleveland  Traction  Situation  593 


Meeting  of  Standardization  Committee,  Central  Electric  Railway 
Association    

Piping  and  Power  Station  Systems.  XXXVIII.     By  W.  L.  Morris 

(Illustrated)    594 

Chicago  Elevated  Traffic  595 

Recent  Electric  Railway  Legal  Decisions.    By  J.  L.  Rosenberger    595 

News  of   the   Week: 

■ — Decision    Against   City    of   Toronto   in    Service    Regulation 

Suits    597 

—Salt  Lake  City  Strike  Settled 597 

— Michigan     Supreme     Court     Decides     Against     Municipal 

Ownership  for  Detroit  591 

— Labor  Troubles  in  San  Francisco '■'■'' 

— Xew  England  Street  Railway  Club 

— Legislation  Affecting  Electric  Railways 597 

Construction  News: 

, — Franchises    598 

— Incorporations    598 

— Track  and  Roadway  598 

— Power  Houses  and  Substations 600 

Personal  Mention    600 

Financial    Xews    602 

Manufactures  and  Supplies: 

—Rolling  Stock    603 

— Shops  and  Buildings   603 

—Trade   Notes    603 

— Advertising    Literature    604 


In  acquiring  rights  of  way  when  the  Puget  Sound  Electric 
Railway  was  built  the  company  purchased  considerable  tim- 
ber land.  To  utilize  this  timber  the  corn- 
Timber  Lands  pany  erected  a  sawmill,  which  has  been 
Aid  Railway  in  operation  for  the  last  three  years,  cut- 
Revenue,  ting  timber  for  commercial  purposes.  As 
this  mill  is  located  near  the  line  of  the 
company  the  shipments  of  lumber  have  formed  a  part  of  the 
freight  business  of  the  road,  but  only  a  comparatively  small 
part.  Ownership  of  the  land  and  mill,  therefore,  gives  an 
additional  source  of  revenue  to  the  company  and  adds  to  its 
receipts  from  freight. 


Recent  progress   in   the   development  of   large   producer   gas 
engines    has    brought    the    status    of    these    engines    to    a 

point  that  units  of  even  6,000  horsepower. 
Producer  suitable    for    electric    railway    service    are 

Gas  operating  satisfactorily  with  a  reduced  cost 

Plants.  of  maintenance  over  that  of  prime  movers 

of  the  same  power  operated  by  steam.  One 
of  the  disadvantages  for  city  plants,  however,  of  a  producer 
gas  plant  and  gas  engines  is  the  large  floor  space  required. 
and  when  this  is  taken  into  consideration  it  may  be  questioned 
whether  the  saving  of  one-half  the  fuel  required  by  a  steam 
plant  will,  in  the  case  of  cities  where  land  is  of  great  value,  be 
sufficient  to  counterbalance  the  difference  in  interest  deprecia- 
tion and  taxes  on  the  extra  ground  and  increased  size  of 
building  required  by  the  producer  gas  plant.  At  a  regular 
meeting  of  the  Western  Society  of  Engineers,  held  on  Wednes- 
day, May  1,  1907,  an  exceptionally  interesting  paper  on  "The 
Present  Status  of  the  Producer  Gas  Power  Plant  in  the  United 
States,"  was  presented  by  R.  H.  Fernald,  who  is  in  charge 
of  the  producer  gas  test  of  the  United  States  geological  survey 
fuel  testing  plant.  Mr.  Fernald's  paper  presented  the  results 
of  a  large  number  of  tests  on  producers  and  comparisons  with 
a  non-condensing  Corliss  engine  of  practically  the  same  power 
ami  showed  the  coal  consumption  of  the  producer  engim 
practically  only  one-third  of  that  of  the  steam  engine.     Another 


interesting  part  of  Mr.  Fernald's  paper  was  the  result  shown 
in  burning  various  kinds  of  low-grade  fuel,  including  peat, 
lignite  and  low-grade  coals,  many  of  which  it  would  be  prac- 
tically impossible  to  burn  in  an  ordinary  furnace.  Although 
the  test  showed  that  it  is  at  present  impossible  to  burn  certain 
grades  of  fuel  in  the  gas  producer  the  number  of  different 
fuels  which  could  not  be  burned  in  the  furnace  and  could  be 
used  in  the  producer  is  much  greater  than  the  number  of 
fuels  which  can  be  burned  on  the  grate  and  cannot  be  burned 
in  a  producer,  and,  as  Mr.  Fernald  stated,  had  the  producer 
employed  by  the  geological  survey  been  specially  designed, 
there  is  no  doubt  that  even  those  fuels  which  were  unsuc- 
cessfully tried  could  have  been  successfully  and  economically 
employed. 


The    Interborough-Metropolitan    Company    of    New    York    has 
wisely   refused   to  construct  the   proposed   Lexington   avenue 
and   Seventh   and   Eighth   avenue   subways 
Must  Profit  under  the  conditions  imposed  by  the  rapid 

on  Subway  transit  board.     In   taking  this   step,  which 

Contract.  was  not  wholly  unexpected  by  the  city  repre- 

sentatives, the  company  shows  that  before 
entering  into  an  irrevocable  enterprise,  it  has  counted  the 
cost  of  construction  and  the  chances  of  adequate,  interest 
and  the  return  of  principal.  The  weakness  of  some  com- 
panies in  ignoring  these  fundamental  facts  contributes  to  the 
public  fallacy  that  street  railways  in  large  cities  will  gladly 
accept  franchises  founded  on  any  rigorous  terms  that  may 
be  framed.  The  tendency  of  municipalities  in  this  day  is  to 
exact  much  and  to  concede  little,  and  it  is  refreshing  to 
find  one  company  with  sufficient  courage  to  withstand  the 
temptation  to  build  for  present  revenue  and  to  let  the  future 
take  care  of  itself.  A  franchise  which  does  not  provide  for 
proper  allowance  for  depreciation  and  amortization  of  invest- 
ment is  elusive  and  deceptive;  but  municipalities  will  con- 
tinue to  grant  such  franchises  so  long  as  companies  can  be 
found  to  accept  them.  In  his  letter  Mr.  Shonts  made  it  plain 
that  the  company  desires  to  construct  the  subway,  if  accept- 


57G 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  Xo.  18. 


able   conditions    can    be   arranged.     Among   other    things,   he 
points  out  the  need  for  provision  for  depreciation. 


ADVANTAGES   OF  TRAILER   OPERATION. 


The  problem  of  properly  handling  rush-hour  traffic  de- 
mands the  best  energies  of  any  operating  organization.  How 
to  carry  the  excessive  passenger  increase  each  morning  and 
evening  and  how  to  supply  not  only  the  equipment  but  the 
men  and  power  to  operate  the  cars  comprise  the  essential 
demands.  The  trackage  facilities  are  usually  ample  if  the 
cars  can  be  kept  moving.  This  requirement  for  comparatively 
excessive  seating  capacity  during  the  short  periods  is  met  in 
different  ways.  The  usual  practice  is  to  have  extra  motor 
cars  and  arrange  the  runs  so  that  crews  will  be  available  to 
operate  part  of  the  cars  during  the  day  and  practically  all  the 
equipment  at  rush  hours.  The  labor  conditions  and  crowded 
streets  in  some  localities  warrant  the  operation  of  some  cars 
in  multiple  units.  This  practice  is  observed  by  the  Columbus 
(O.)  Railway  &  Light  Company.  Still  another  method  of 
providing  for  rush-hour  traffic  and  one  which  has  been  widely 
discussed,  pro  and  con,  is  the  use  of  trail  cars  attached  to 
the  regular  motor  cars. 

The  latter  method  of  employing  trail  cars  has  been  de- 
veloped to  a  successful  stage  by  the  Denver  City  Tramway 
Company,  as  is  evidenced  by  the  description  of  this  company's 
methods  of  operation  described  elsewhere  in  this  issue. 
Compared  with  the  practice  of  providing  separate  motor  car 
units  for  handling  rush-hour  traffic  the  use  of  trail  cars  of 
suitable  design  offers  several  advantages. 

The  question  of  idle  investment  is  always  an  interesting 
one.  The  type  of  motor  car  used  for  single-unit  operation 
during  the  middle  of  the  day  and  for  hauling  trailers  during 
rush  hours  seats  52  passengers  and  weighs  3S,000  pounds  as 
equipped  with  four  43-horsepower  motors.  The  cost  of  such 
cars  is  about  $6,000.  The  trail  cars  seating  46  passengers  and 
weighing  13,000  pounds  cost  but  $2,000.  Thus  it  is  seen  that 
if  sufficient  motor  cars  are  provided  to  handle  the  midday 
loads  the  idle  investment  for  rolling  stock,  which  is  seldom, 
if  ever,  called  into  use  except  for  rush-hour  traffic,  is  a  con- 
siderable amount.  Trailers  not  having  motors  to  be  affected 
by  severe  changes  of  weather  may  safely  be  stored  in  open 
yards.  The  insurance  rates  on  trailers  thus  stored  and  with 
no  electrical  equipment  should  afford  a  considerable  saving 
when  compared  with  similar  charges  for  motor  cars  of  like 
seating  capacity.  A  secondary  advantage  is  exhibited  in  the 
increased  motive  power  available  for  use  during  the  middle 
of  the  day  when  speeds  may  be  increased  and  fewer  units 
used. 

The  expense  of  maintaining  a  trail  car  which  has  prac- 
tically no  apparatus  on  it  except  the  brakes  is  said  to  be 
less  than  one-tenth  that  for  motor  cars  of  the  same  size. 
The  low  weight  per  unit  seating  capacity  of  the  Denver  type 
of  trailer,  which  is  282.6  pounds,  demands  but  light  service 
from  the  wheels  and  brakes,  therefore  the  repair  and  mainte- 
nance of  these  parts  is  slight.  The  low  weight  has  another 
desirable  resultant  in  the  reduced  wear  and  tear  on  track 
structures. 

As  regards  the  details  of  operation  when  trail  cars  are 
used,  there  are  several  features  afforded  which  are  quite 
desirable.  The  presence  on  the  streets  of  only  a  uniform 
number  of  trains  or  units  assures  that  accidents  will  be  less 
frequent  than  when  the  number  of  units  is  doubled  during 
rush  hours.  It  is  more  economical  to  move  the  crowds  on 
the  same  number  of  units  with  normal  headway  than  with 
an  increased  number  of  units  and  decreased  headway.  And 
the  adding  of  trailers  need  in  no  way  interfere  with  the 
regular  schedules  which  obtain  throughout  midday,  thus 
relieving  the  transportation  department  of  the  duty  of  supply- 
ing competent  motormen  for  rush-hour  work  on  single  units. 

The  changing  of  a  large  number  of  runs  and  sending  out 
"trippers"   is   done  away  with  when,  as  traffic   demands,   a 


nailer  is  coupled  to  a  motor  car  whose  crew  has  been  operat- 
ing during  the  hours  of  light  traffic.  The  addition  of  the 
trailer  requires  but  one  extra  man  qualified  to  act  as  a 
conductor.  Thus  it  is  seen  that  but  50  per  cent  is  added  to 
the  labor  cost  for  handling  approximately  100  per  cent  more 
passengers. 

Xext  to  the  saving  in  platform  labor  the  greatest  direct 
financial  saving  appears  in  the  reduced  current  consumption. 
It  has  been  found  at  Denver  that  wattmeter  readings  on  a 
large  number  of  cars,  observed  for  several  months,  show 
the  additional  power  consumption  required  for  doubling  the 
load  by  adding  a  trail  car  to  be  only  35  per  cent  of  that 
required  to  operate  the  motor  car  as  an  independent  unit 
during  the  day.  In  the  descriptive  article,  earlier  referred 
to,  the  results  of  wattmeter  readings  taken  during  the  month 
of  January  are  exhibited  in  detail.  For  a  railway  system  that 
is  now  demanding  the  highest  available  overload  capacity  of 
its  generating  station,  this  method  of  reducing  the  peak  loads 
by  the  use  of  trailers  is  very  desirable.  Thus  the  purchase 
of  additional  electrical  machinery  may  be  postponed. 

It  is  our  opinion  that  the  near  future  will  see  many  street 
railways  equipped  for  train  operation.  Not  perhaps  as  is 
practiced  at  Denver  with  trail  cars  in  the  strictest  sense 
of  the  word,  but  with  multiple  unit  control,  mounted  either 
on  all  motor  cars  so  that  they  may  be  coupled  for  operating 
in  the  heavily  traveled  streets  or  on  motors  and  trail  cars,  so 
that  the  latter  may  serve  as  a  control  equipment  and  be 
operated  ahead,  thus  doing  away  with  the  necessity  for  loops 
in  the  centers  of  business  districts.  Such  careful  study  as  is 
being  given  the  subject  by  the  management  of  the  Denver 
City  Tramway  Company  must  result  in  substantial  advance- 
ments. 


SPECIFIC  HEAT  OF  SUPERHEATED  STEAM. 


From  the  time  Regnault  made  his  classic  experiments  on 
the  properties  of  steam  until  recently  the  specific  heat  of 
superheated  steam  as  determined  by  him  was  accepted  as 
correct  almost  without  question.  Though  some  investigators 
doubted  the  correctness  of  Regnault's  experiments,  and 
though  later  experiments  were  made,  the  question  was  not 
seriously  taken  up  till  it  was  found  that  steam  turbines 
operated  with  superheated  steam  showed  a  greater  increase 
in  economy  than  theory  demanded.  The  same  had,  it  is  true, 
been  found  to  be  the  case  in  reciprocating  engines,  but  this 
was  easily  explained  by  considering  the  reduced  cylinder  con- 
densation. In  the  turbine,  however,  where  there  is  not  the 
constant  heating  and  cooling  of  the  parts,  the  gain  in  economy 
exceeding  that  demanded  by  theory  could  not  be  so  easily 
explained.  Even  granting  that  the  skin  friction  was  reduced 
was  not  sufficient  to  satisfy  engineers  with  an  investigating 
turn  of  mind. 

It  is  interesting  to  note  how  the  viewpoint  of  the  user 
affects  the  specific  heat,  now  that  it  is  definitely  known  that 
it  is  not  constant.  On  the  one  hand,  the  manufacturer  of 
boilers  with  superheaters,  in  stating  the  results  of  tests, 
assumes  a  value  ranging  from  0.7  to  0.8,  while,  on  the  other 
hand,  the  engine  and  turbine  manufacturers  assume  values 
suitable  to  their  purposes,  generally  from  0.48  to  0.55,  and 
between  the  two  extremes  are  found  the  values  of  disinter- 
ested investigators.  At  first  thought  the  question  may  be 
asked  why  there  should  be  such  a  difference  of  opinion  as 
between  the  manufacturers  of  boilers  and  manufacturers  of 
engines,  and  the  answer  is  simply  that  it  is  a  matter  of 
personal  interest. 

The  assumption  of  a  high  value  for  the  specific  heat  of 
superheated  steam  favors  the  manufacturers  of  superheaters, 
in  that  the  efficiency  of  the  boiler  and  superheater  is  ap- 
parently higher  than  it  actually  is.  A  low  specific  heat  favors 
the  prime  mover,  in  that  apparently  a  greater  proportion  of 
the  heat  is  being  turned  into  work  than  is  actually  the  case. 

The   determination   of  the   specific  heat   of  superheated 


May  -4.  1907. 


ELECTRIC    RAILWAY    REVIEW 


577 


steam  is  very  difficult,  and.  so  far,  judging  from  the  great 
variation  of  the  values  obtained  by  different  experimenters,  it 
seems  evident  that  the  question  is  far  from  being  definitely 
settled.  One  of  the  greatest  difficulties  in  such  experiments 
is  the  accurate  determination  of  the  temperature,  and  in  many 
methods  the  sight  inaccuracies  of  the  steam  tables  make 
it  impossible  to  gt  t  accurate  results  no  matter  how  carefully 
and  accurately  the  tests  may  be  carried  on.  Methods  which 
have  been  tried  are  the  cooling  of  the  steam  by  the  injection 
of  a  known  weight  of  water,  passing  superheated  steam 
through  a  condenser  and  measuring  the  heat  taken  up  by  the 
water,  throttling  steam  from  one  superheated  condition  to 
another  (thus  avoiding  inaccuracies  of  the  steam  tables)  and 
heating  the  superheated  steam  to  a  still  higher  temperature 
by  a  measured  amount  of  electrical  energy. 

The  latter  method,  it  seems,  should  give  the  most 
accurate  results  and  least  difficulty  of  manipulation.  A 
method  which,  to  our  knowledge,  has  not  been  tried  and  seems 
to  offer  certain  advantages,  is  the  determination  of  the  ratio 
of  the  specific  heats  at  any  given  temperature  and  pressure 
by  finding  the  velocity  of  sound  in  the  superheated  steam. 
If  the  ratio  of  the  specific  heats  and  the  density  are  known, 
the  specific  heat  at  constant  pressure  can  be  easily  calculated. 
This  method  has  the  advantage  that  a  slight  error  in  the 
temperature  readings  would  not  affect  the  results  appreciably. 
and  the  velocity  of  sound  in  the  steam  as  well  as  its  density 
can  be  more  easily  determined  than  the  heat  measurements 
of  the  present  methods  can  be  made. 

All  of  the  more  recent  experimenters  agree  that  the 
:fic  heat  at  constant  pressure  increases,  and  nearly  all 
agree  that  it  varies  practically  directly  as  the  pressure  varies. 
A  great  difference  of  opinion  is.  however,  shown  regarding 
the  specific  heat  at  constant  pressure  with  varying  degrees 
of  superheat.  Some  experimenters  found  from  their  tests  that 
the  temperature  does  not  influence  the  value  of  the  specific 
heat.  Others  found  that  the  specific  heat  increases  with  in- 
crease of  temperature,  while  still  others  find  that  it  decreases 
with  an  increase  in  temperature. 

The  latest  experiments  by  Messrs.  Knoblauch  and  Jakob 
show  that  the  specific  heat  increases  with  the  pressure,  and 
that  it  first  decreases  and  then  increases  with  rising  tempera- 
ture. Further,  they  have  shown  by  extrapolation  that  the 
specific  heat  at  zero  pressure  is  not  constant,  but  increases 
with  increasing  temperature.  If  this  is  true,  as  indications 
tend  to  show,  the  widely  divergent  results  of  nearly  all  the 
investigators  agree  fairly  well. 

The  average  specific  heat,  according  to  the  results  ob- 
tained by  Knoblauch  and  Jakob,  at  pressures  of  100  to  200 
pounds  per  square  inch  absolute  and  a  range  of  200  degrees  P. 
superheat,  would  lie  about  0.59,  and  the  average  specific  heat 
for  all  pressures  from  0  to  200  pounds  and  200  degrees  super 
heat  would  be  about   0.5 

In  support  of  the  general  trend  of  their  experimental 
values.  Messrs.  Knoblauch  and  Jakob  advance  the  considera- 
tions that,  in  monatomic  gases,  the  specific  heat  should  be 
independent  of  the  pressure  and  temperature,  while  in 
polyatomic  gases  the  specific  heat   should  increase  with  rising 

perature,  as  work  is  done  in  separating  the  atoms 
before  disassociation  begins  to  lake  place.  Change  of  pressure 
in  this  case  should  ool  effect  the  specific  heat,  in  monatomic 
vapors,  however,  both  pressure  and  temperature  should 
influence  the  specific  heat,  as  the  molecules  in  easily 
condensed  vapors  must  exert  a  considerable  attraction  for 
each  other.  As  the  force  of  attraction  varies  inversely  as  the 
square  of  the  distance  between  the  molecules,  the  force  of 
attraction  increases  directly  with  density,  and  hence  ih- 
ciflc  heat  should  increase  with  the  pressure,  and  decrease  with 
the  temperature  when  the  pressure  remains  constant 

Tlii-  behavior  of  polyatomic  vapors,  such  as  water,  is  the 
complex  effect  resulting  from  the  combination  of  the  character- 
istics of  the  monatomic  gas  and  vapor,  and  the  resultant 
would  depend  entirely  upon  which  predominated.  In  general, 
the   tendency   is    for   the   specific   heat   to   increase   with   the 


pressure  and  decrease  with  temperature  until  the  disassocia- 
tion  effect  exerts  the  prepondering  influence,  after  which  the 
specific  heat  again  increases  till  disassociation  has  completely 
taken  place,  after  which  the  fluid  approaches  the  condition  of 
a  perfect  gas  and  the  specific  heal   remains  constant. 

These  facts  explain  the  divergence  which  is  found  in  the 
results  obtained  by  different  experimenters,  and  may.  in  a 
small  measure,  be  of  value  in  interpreting  the  results  which 
have  been  published.  At  present  it  seems  hardly  advisable 
to  accept  any  of  the  results  as  final,  but.  if  properly  con- 
sidered, they  will  serve  reasonably  well  until  more  accurate 
information  is  available. 


THE  PROTECTION  OF  LIFE  AND  PROPERTY. 


Almost  daily  our  attention  is  called  to  the  unnecessary 
loss  of  life  and  the  destruction  of  property  by  accidents  in  power 
plants,  the  most  common  accidents  being  the  explosion  of 
boilers  and  the  bursting  of  flywheels.  There  are  also  many 
others  of  such  frequent  occurrence  that  it  seems  time  that 
both  the  designers  and  owners  of  power  houses  should  stop 
and  consider  the  subject  carefully,  with  a  view  to  making 
every  effort  to  prevent  the  occurrence  of  accidents,  and,  what 
is  far  more  important,  to  protect  the  men  who  would  be  endan- 
gered by  them.  How  often,  for  instance,  are  seen  plants 
which  have  been  so  arranged  that  in  case  of  a  break  in  the 
main  steam  pipe,  escape  in  time  to  avoid  serious,  if  not  fatal, 
injury  would  be  impossible.  Or,  again,  men  are  sent  to  work 
in  a  boiler  which  is  to  be  cleaned  and  repaired,  and  no  safe- 
guard is  provided  to  prevent  steam  from  other  boilers 
being  turned  in  on  the  men  who  are  at  work  inside  the  boiler. 

Likewise,  engines  are  seldom  provided  with  automatic  stops 
to  prevent  a  flywheel  bursting  from  overspeeding.  True,  the 
engine  is  provided  with  a  governor  which  may  itself  have  a 
safety-stop  attachment,  but  if  the  safety  of  life  and  property 
is  duly  regarded,  those  who  are  responsible  will  not  depend 
upon  the  governor — the  duty  of  which  is  to  regulate  the  speed 
of  the  engine — to  act  as  a  safety  stop  as  well.  Unguarded 
flywheels,  connecting  rods,  high-tension  lines,  etc.,  are  other 
frequent  sources  of  danger  which  could  be  easily  eliminated. 

The  dangers  to  which  engineers,  firemen  and  other  employes 
of  a  power  house  are  constantly  necessarily  exposed,  under  the 
most  favorable  circumstances,  when  all  possible  precautions 
have  been  taken,  are  so  great,  that  no  reasonable  expense 
should  be  spared  which  would  tend  to  reduce  the  possibility 
of  accidents.  In  many  cases  the  safety  of  employes  could  be 
assured  without  the  expenditure  of  money  if  sufficient  fore- 
thought were  given  to  the  subject.  For  example,  it  would 
cost  no  more  to  provide  swinging  doors  opening  outward  from 
the  fire  room,  than  to  provide  heavy  sliding  or  lifting  doors 
which   it    is   impossible  to   open    quickly    in    an    emergency. 

Neither  would  it  in  general  be  more  costly  to  arrange  the 
N  piping  so  that  the  steam  could  be  shut  off  in  the  engine 
room  from  the  boiler  room,  and  vice  versa,  non-return  stop 
valves  on  the  boilers  and  a  sufficient  number  of  generous 
sized  exits  from  the  boiler  and  engine  rooms  could  do  much 
to  lessen  the  danger  to  employes  when  an  accident  happens, 
and  their  presence  would  be  of  no  avail.  When  men  are 
compelled  to  work  in  a  boiler  that  is  connected  to  others 
which  are  in  operation,  the  valve  should  be  fastened  down 
with  a  chain  and  lock  to  prevent  the  steam  from  being  acci- 
dentally or  thoughtlessly  turned  into  the  boiler  undergoing 
as  so  often  happens.  There  are  many  accidents 
which  could  be  as  easily  prevented  as  those  here  mentioned, 
which  are  cited  to  call  attention  to  the  needless  sacrifice  of  life 
and  loss  of  property  which  is  constantly  occurring,  largely 
through  thoughtlessness  in  design  and  unwillingness  to  spend 
a  small  amount  of  mote 


Fuel    containing  excessive  quantities  of  sulphur  can 

used   in   producer  gas  engine  plants  absolutely  without  in 

cylinder,  provided  they  are  kept  free  from  moisture. 


5  i  8 


ELECTRIC    RAILWAY    REVIEW 


Vo!.   XVII.  Xo.   18. 


THE    SUCCESSFUL    OPERATION    OF    TRAIL    CARS    IN 
DENVER. 


The  operation  of  trailers  during  the  hours  of  heavy  traffic 
has  been  shown  to  be  economical  by  the  Denver  City  Tramway 
Company.  John  A.  Beeler.  general  manager  of  this  company, 
and  his  assistants  have  developed  types  of  trail  and  motor 
cars  designed  particularly  for  combined  operation  during  a 
part  of  the  day.  which  form  a  train  unit  affording  especially 
satisfactory  results  as  regards  the  service  offered  the  public 
and  financial  returns.  It  is  the  purpose  of  this  article  to  de- 
scribe the  types  of  motor  and  trail  cars  used  in  this  service 
at  Denver.  The  article  also  includes  detail  statements  of 
the  current  consumption  of  the  two  types  of  cars  when  oper- 
ated singly  and  as  train  units.     It  is  thought  that  these  data 


a  motorman  who  is  well  acquainted  with  his  work,  the  plan 
of  regular  meets  and  stops  is  not  interfered  with  and  there 
is  only  one  train  unit,  consisting  of  two  cars,  to  negotiate  its 
way  through  a  crowded  street,  in  contrast  with  two  units,  the 
extra  one  of  which  is  frequently  manned  with  an  inexperienced 
crew. 

The  original  investment  for  rolling  stock  is  considerably 
lessened  when  trail  cars  of  an  acceptable  design  are  used. 
In  Denver,  the  4-motor  cars,  seating  52,  which  are  standard, 
cost  about  $6,000  each,  and  the  trailers,  which  seat  46  passen- 
gers, cost  $2,000  each.  It  is  thus  seen  that  if  a  property  has 
a  sufficient  number  of  motor  cars  to  handle  its  mid-day  traffic, 
a  considerable  original  investment  for  rolling  stock  is  avoided 
if  preparation  for  the  handling  of  the  rush-hour  traffic  is 
made  by  the  purchase  of  properly  designed  trail  cars,  which 


Trail  Cars  in   Denver — Motor  Car  and  Trailer  in  Service. 


will  be  found  of  especial  interest  at  this  time  when  such  thor- 
ough consideration  is  being  given  the  problem  of  train  service 
for  rush-hour  traffic  in  metropolitan  districts. 

Advantages  of  Train  Operation. 

The  apparent  advantages  which  are  to  be  gained  by  the 
use  of  motor  cars  hauling  trailers  during  the  hours  of  rush- 
hour  traffic,  and  which  advantages  have  shown  themselves 
to  the  management  of  the  Denver  City  Tramway  Company  as 
worthy  of  careful  consideration,  may  be  enumerated  briefly. 
There  appears  a  marked  advantage  as  regards  freedom  from 
accidents  to  passengers  and  employes.  Probably  this  freedom 
results  from  the  use  of  a  uniform  number  of  car  units  on  the 
streets  during  the  entire  day.  This  uniformity  is  especially 
noticeable  at  the  rush-hour  periods  in  contrast  with  the  plan 
of  single-unit  operation,  when  the  downtown  districts  in  most 
cities  are  well  crowded  with  single  cars  on  much  shorter 
headways  than  exist  during  the  middle  part  of  the  day.  With 
the  use  of  trailers  to  accommodate  the  extra  night  and  morn- 
ing traffic  the  daily  service  can  be  offered  with  a  constant 
number  of  train  units.  Thus  it  is  seen  that  the  same  head- 
way exists  ddring  the  entire  day;   all  cars  are  operated  with 


can  be  operated  in  train  units,  including  the  same  motor  cars. 
With  such  cars  for  handling  the  rush-hour  traffic  a  consider- 
able amount  is  saved  in  insurance  charges,  which  amount, 
combined  with  the  saving  in  interest  charges  on  the  idle  in- 
vestment, makes  a  sum  worthy  of  consideration. 

As  regards  the  repair  and  maintenance  of  the  trail  cars 
used  in  Denver,  which  will  be  described  later,  it  is  stated  that 
although  these  cars  when  in  service  are  practically  always 
fully  loaded  and  at  other  times  are  stored  out  of  doors,  the 
average  charge  for  repairs  is  less  than  one-tenth  that  for 
motor  cars.  There  are  very  few  of  the  usual  repairs  that 
are  necessary.  It  is  found  that  practically  nothing  on  the 
car  is  subject  to  wear  or  disorder  except  the  brakes  and 
wheels.  Owing  to  the  especially  low  weight  per  unit  of  seat- 
ing capacity  of  these  Denver-type  trailers,  282.6  pounds,  the 
wear  on  the  wheels  and  brakes  is  very  light. 

Another  advantage  of  using  light  trail  cars  for  handling 
the  rush-hour  traffic  is  the  increased  acceleration  of  the  motor 
cars  which  is  available  for  maintaining  close  schedules  during 
the  middle  of  the  day,  when  trailers  are  not  used. 

As  will  be  shown  later,  the  results  of  wattmeter  readings 
taken  over   extended   periods  and   on   a  generous  number   of 


May  4,   19C7 


ELECTRIC    RAILWAY    REVIEW 


579 


cars,  prove  that  the  increased  power  consumption  necessary 
to  haul  almost  double  the  load  carried  by  the  motor  car 
ranges  from  27  to  41  per  cent.  Therefore  it  is  easily  seen 
how  effective  the  use  of  trailers  may  be  in  reducing  the  peak 
loads  on  a  power  generating  equipment.  This  necessarily  re- 
sults in  one  of  two  things:  if  in  originally  designing  the  road 
the  use  of  trailers  were  considered,  then  the  fixed  charges  for 
the  power  plant  installation  could  have  been  reduced;  and. 
secondly,  if  trailer  operation  is  begun  at  a  later  date,  when 
the  power  equipment  is  fully  loaded,  it  will  be  found  that  by 
the  reduction  of  peak  loads  the  existing  plant  is  made  capable 
of  handling  a  heavier  average  service. 

The  labor  question,  which  is  usually  more  or  less  a  deli- 
cate one  when  considering  the  handling  of  rush-hour  traffic,  is 
more  easily  solved  by  the  use  of  trailers  since  they  require 
but  one  additional  man,  a  conductor.  In  Denver  the  average 
cost  for  platform  labor  on  a  motor  car  is  50  cents  per  car 
hour,  and  therefore  the  addition  of  a  trailer  makes  possible 


sengers  never  have  to  walk  more  than  one-half  car  length  to 
reach  the  door.  The  forward  end  of  the  car  may  easily  be 
set  apart  for  non-smokers  and  the  rear  part  for  smokers,  the 
bulkhead  in  the  middle  of  the  car  forming  a  positive  division 
between  the  two  classes  of  passengers. 

These  cars  are  mounted  on  two  substantial  trucks  with 
33-inch  cast-iron  wheels  and  5-inch  axles.  The  electrical 
equipment  consists  of  four  motors,  each  of  a  rated  capacity  of 
43  horsepower.  To  facilitate  safety  in  train  operation  both 
the  motor  cars  and  trailers  are  equipped  with  the  Westing- 
house  SME  schedule  straight  air  brakes  provided  with  emer- 
gency features.  To  permit  the  saving  of  time  and  afford  a 
freedom  from  accidents  when  cars  are  being  coupled  for  the 
rush-hour  service  all  motor  and  trailer  units  are  provided  with 
Tomlinson  automatic  couplers.  The  air  hose  is  brought  out 
from  under  the  car  attached  to  the  drawbar,  so  that  the 
operation  of  coupling  may  be  made  a  simple  one. 

This  type  of  motor  car,  seating  52  passengers  and   pro- 


Trail  Cars 


Denver — Exterior  Standard    Four-Motor   Car. 


the  doubling  of  the  passenger  carrying  capacity  at  an  increase 
of  but  25  cents  per  car  hour. 

Types  of  Motor  Cars  and  Trailers. 

The  accompanying  illustrations  reproduced  from  photo- 
graphs and  drawings  will  serve  to  show  the  general  appear- 
ance and  construction  details  of  the  standard  motor  cars  and 
trailers  of  the  Denver  City  Tramway  Company.  By  reference 
to  the  illustrations  of  the  motor  car,  it  will  be  noted  that  the 
car  body  is  43  feet  long  over  all  and  8  feet  4  inches  wide  at 
the  belt.  The  seating  capacity  is  sufficient  for  52  passengers, 
the  seats  being  arranged  as  shown  in  the  plan  view.  It  will 
also  be  noted  that  this  car  is  provided  with  a  center  entrance 
on  the  right-hand  side.  This  entrance  is  5  feet  2  inches  wide, 
the  width  of  two  window  sashes. 

There  are  several  advantages  claimed  for  the  center  side 
entrance,  among  which  may  be  enumerated  the  following: 

As  the  entrance  is  at  the  middle  of  the  car  the  conductor 
is  at  all  times  within  one-half  car  length  of  the  door  and  thus 
more  able  to  keep  close  watch  of  his  passengers.  The  con- 
ductor's station  is  normally  at  the  door,  where  he  can  best 
watch  the  loading  and  unloading.  It  is  thought  that  with  a 
center  entrance  the  time  of  stops  is  greatly  shortened,  be- 
cause in  contrast  with  cars  having  but  one  end  door  the  pas- 


vided  with  172  horsepower  of  motor  capacity,  weighs  complete, 
ready  to  operate,  either  as  a  single  unit  or  hauling  a  trailer 
of  like  seating  capacity,  43,000  pounds. 

Trail  Cars. 

The  trail  cars,  which  have  been  developed  along  indi- 
vidual lines,  suggested  as  suitable  for  use  in  Denver  and  cities 
demanding  similar  service,  are  of  an  especially  interesting 
design,  as  will  be  noted  by  reference  to  the  illustrations.  The 
standard  car  is  38  feet  long  over  all  and  8  feet  2  inches  wide 
over  all;  the  center  entrance  has  the  width  of  three  window 
sashes,  8  feet  2  inches  in  all.  This  extra  width  over  that  of 
the  motor  car  entrance  is  given  the  trailer  with  a  view  to 
facilitating  the  loading  so  that  when  stops  are  made  the 
trailer  will  not  delay  the  starting  of  the  train.  It  will  be 
noted  that  the  car  has  a  roof  without  deck,  thus  saving  greatly 
in  the  weight.  The  seating  capacity  of  this  standard  trailer 
is  sufficient  for  46  passengers,  and  when  equipped  with  air 
and  hand  brakes  the  car  complete  weighs  but  13,000  pounds. 

Current  for  lighting  the  trailer  is  obtained  by  means  of 
a  bus  wire  connected  to  the  motor  car  through  a  plug  and 
socket.  It  is  stated  that  no  trouble  has  ever  been  occasioned 
by  this  method  of  lighting.  The  bell  cord  on  the  trailer  is 
arranged  to  ring  a  signal  bell  at  the  rear  end  of  the  motor 


580 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  18. 


car  so  that  the  starting  and  stopping  signals  for  the  motor- 
man  at  the  head  of  the  train  must  be  given  by  both  conductors. 
The  accompanying  drawings  of  the  trailer  car  truck  illus- 
trate how  particular  care  has  been  taken  to  design  a  truck 
having   sufficient   mechanical    strength    and   yet    carrying   no 


and  connecting  the  bell  cord,  are  performed  by  one  man  who 
has  these  tasks  as  his  regular  duty. 

When  a  motor  car  has  taken  one  trailer  from  the  waiting 
line  Ihe  remaining  trailers  are  moved  ahead  with  the  switch- 
ing car  so  that  the  end  trailer  is  in  readiness  for  the  next 


idle  metal.     This  same  principle  is  exhibited  throughout  the      coupling.     At  one  of  the  car  houses  the  sidetracks  are  on  a 


Trail  Cars  in  Denvei — Tomllnson  Automatic  Couplers  Used  on  Cars. 


Trail    Cars    In    Denver — Interior    Standard    Four-Motor    Car. 


entire  car,  and  all  material  not  absolutely  necessary  has  been 
left  out  of  the  design. 

Methods  of  Operation. 

Under  normal  operation  the  schedules  of  the  Denver  City 
Tramway  Company  during  the  rush  hours  require  the  use  of 
23  trailers.  During  the  middle  of  the  day  these  cars  are 
stored  in  yards  at  the  car  houses,  which  are  situated  at  about 


grade,  so  that  the  entire  number  of  trailer  equipments  can  be 
let  down  by  gravity  to  the  coupling  track  and  the  use  of  a 
switching  car  dispensed  with,  except  after  the  rush  hour, 
when  the  trailers  are  to  be  uncoupled  and  again  stored  in  the 
yard.  It  is  found  that  by  these  methods  trailer  cars  can  be 
attached  to  motors  on  lines  having  4-minute  service,  and  no 
time  allowance  be  included  in  the  schedule  for  the  coupling. 
The  methods  for  uncoupling  the  cars  after  the  rush-hour  pe- 


Trall    Cars    in    Denvei — Exterior   of   Standard    13,000-Pound    Trailer. 


the  middle  of  the  lines  on  which  trailers  are  used.  When 
in  the  yards  the  cars  are  coupled  in  trains  so  that  just  before 
the  rush-hour  periods  a  train  of  trailers  may  be  taken  to  a 
siding  close  to  the  main  line  on  which  the  motor  cars  are 
operating.  When  the  loads  on  the  motor  cars  begin  to  in- 
crease instructions  are  given  for  certain  of  these  cars  to 
pick  up  trailers  as  they  pass  the  car  houses.  As  a  motor 
car  reaches  the  siding  on  which  the  trailers  stand  it  backs 
in  on  the  siding  and  couples  with  the  first  car  of  the  string 
of  trailers  standing  there  in  readiness.  The  regular  train 
crew  is  not  called  upon  to  do  this  coupling,  but  all  the  details 
of  joining  the  two  cars  ready  for  train  operation,  such  as 
coupling  the  air  hose,  inserting  the  plug  of  the  lighting  bus 


riod  are  exactly  the  reverse  of  those  used  when  making  up 
the  train  units. 

Interurban   Cars  with   City   Trailers. 

An  advantageous  feature  of  this  system  of  trailer  opera- 
tion is  illustrated  by  the  method  pursued  in  handling  city  traf- 
fic with  the  interurban  cars  that  reach  the  center  of  the  city 
during  the  rush-hour  periods.  There  are  three  such  lines 
which  operate  from  nearby  towns  to  a  terminal  loop  in  the 
center  of  Denver.  The  route  of  two  of  these  lines  of  cars  as 
they  enter  the  city  is  past  the  "North  Division"  car  barns, 
located  well  toward  the  edge  of  the  city.  When  an  interurban 
car  reaches  these  barns  on  a  trip  that  will  take  it  to  the  busi- 


May  4,  1907. 


ELECTRIC    RAILWAY    REVIEW 


581 


Trail  Cars  in   Denver — Elevation  and  Seating   Plan  of  43-Foot  Four-Motor  Car. 


Trail  Cars  In   Denver— One-half  Vertical  Section  and   Elevation,  Seating    Plan    and    Framing    Plan,    Showing    Standard    Trail    Car    on 

35-Foot   Radius   Curve. 


582 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  Xo.  IS. 


ness  district  during  a  rush-hour  period,  a  standard  trailer  is 
coupled  to  the  rear  of  the  interurban  car,  so  that  it  may  be 
loaded  there  for  the  return  trip.  In  this  way  service  is  offered 
to  city  passengers  in  the  trailer  and  to  suburban  passengers 
in  the  interurban  motor  car.  Before  this  method  was  put 
into  practice  the  passengers  who  rode  between  the  edge  of 
the  city  and  the  business  district  crowded  the  interurban  cars 
during  the  rush  hours,  but  since,  they  have  found  it  to  their 
advantage  to  use  the  trailer,  which  practice  is  also  to  the  ad- 
vantage of  the  railway  company.  These  trailers  are  drawn 
by  the  interurban  cars  only  as  far  as  the  edge  of  the  city, 
where  a  man  is  stationed  who  disconnects  them  from  the  out- 


An  accompanying  illustration  is  a  reproduction  of  tha 
blank  form  on  which  the  motorman  records  the  period  during 
which  he  operated  a  car,  the  particular  line  over  which  the 
car  was  run  and  the  instrument  readings  at  the  beginning 
and  end  of  his  service  on  that  car.  Under  the  blank  spaces 
set  aside  for  these  records  are  spaces  to  be  filled  in  by  the 
auditing  department.  The  latter  exhibits  totals  for  the  power 
consumed  during  the  period,  the  mileage  performance,  and 
the  average  number  of  kilowatt-hours  used  per  mile. 

During  the  year  1906  the  average  power  consumption  per 
car-day  for  the  entire  system,  including  all  equipments,  was 
405  kilowatt-hours.     The  average  power  consumption  for  the 

— T      _#  I 

t-,-  - ->'- 


The  Denver  City  Tramway  Co. 


Trail  Cars  In   Denver — Details  of  Light  Truck  for  Trail  Car. 

going  interurban  cars  and  connects  them  with  the  next  incom- 
ing car,  leaving  them  ready  for  a  similar  duty. 

On  some  of  the  long  city  lines  the  motor  cars  haul  trail- 
ers for  only  a  portion  of  their  routes,  and  on  one  line  in  par- 
ticular by  thus  adjusting  the  service  to  satisfy  the  needs  of 
the  traffic  six  trailer  cars  are  found  sufficient  to  operate  in 
connection  with  10  motor  cars. 

It  is  specially  interesting  to  note  that  although  trail  cars 
were  operated  under  these  various  methods  of  service  during 
the  past  year,  the  actual  speed  for  all  the  cars  of  the  entire 
Denver  City  Tramway  system  averaged  9.85  miles  per  hour 
throughout  the  year  1906.  This  commendable  average  speed 
included  all  lay-overs  at  the  ends  of  lines  and,  in  fact,  all  de- 
lays of  any  sort  to  any  equipment  throughout  the  year. 

Power  Consumption  of  Cars. 

Believing  that  there  are  advantages  in  knowing  the  cur- 
rent consumption  of  individual  rolling  stock  equipments  the 
Denver  City  Tramway  Company  has  equipped  13  of  its  motor 
cars  with  wattmeters  and  systematically  records  the  power 
consumption  as  measured  by  the  meters. 


same  period  was  at  the  rate  of  2.32  kilowatt-hours  per  car- 
mile,  and  the  cost  of  current  at  the  power  station  switchboard 
was  0.66  cent  per  kilowatt-hour. 

It  has  been  found  that  the  approximate  load  at  the  switch- 
board for  the  three  standard  types  of  cars  is  as  follows: 

Kw.-h.  per  car-mile. 

Two-motor   car,    seating   48   passengers 2.0 

Four-motor  car.   seating  52   passengers 3.5 

Trailer  car,  seating  46  passengers 1.25 

The  wattmeter  records  for  the  month  of  December,  1906, 
showed  that  the  consumption  at 
the  car  for  a  4-motor  equipment, 
rated  at  172  horsepower,  on  a 
car  weighing  43,000  pounds,  was 
3.24  kilowatt-hours  per  car-mile. 
The  consumption  for  this  same 
car,  during  the  same  period, 
when  hauling  a  13,000-pound 
trailer  seating  46  passengers, 
was  4.56  kilowatt-hours  per  car- 
mile.  This  is  an  increase  of  38.6 
per  cent  in  the  power  consump- 
tion, at  a  cost  for  which  there 
is  obtained  seating  capacity  for 
46  passengers. 

Tables  I  and  II  exhibit  the 
results  of  wattmeter  readings 
on  nine  cars  operating  during 
the  month  of  January,  1907, 
over  two  runs  in  Denver  known 
as  "Short  Broadway"  and  "South 
Broadway." 

The  following  information  pertains  to  these  runs: 

Short    Broadway. 

Length   of  run 3  miles 

Mean  average  gradient 0.26  per  cent 

Schedule  speed,  without  trailer 10  miles  per  hour 

Schedule  speed  with  trailer 9  miles  per  hour 

Average  number  stops s  per  mile 

South    Broadway.* 

Length   of   run 6.8  miles 

Mean    average    gradient 0.22  per  cent 

Schedule  speed  without  trailer 10.3  miles  per  hour 

Schedule  speed  with  trailer 10.3  miles  per  hour 

Average   number  of  stops 5-6 

•Includes  run  over  Short  Broadway. 

Both  of  these  runs  serve  the  business  district  for  about 
seven  blocks  of  their  lengths.  The  motor  cars  on  which  the 
readings  shown  in  the  tables  were  taken  seat  48  passengers, 


tftOW  Of  EUCIK  CIKREH  (OKSUftD. 

Trail    Car  .Vo. . 

Time  off  cv         .... 

Time  WIMT           .... 

jr. 

Bart    meter    reading.    elcMg    .Vo.    . 
Watt  meter  reading.  commencing  ,Vo 

S    1     l^Mcwrrtt  utiwmt 

1  *  ■ 

fcI     m  ,„  „„„.,.„ 

«*  1    imvlllndBrit                

_m 

Trail    Cars    in    Denver — Blank 

Form   Used  for  Recording 

Current  Consumption. 


May  4,  1907 


ELECTRIC    RAILWAY    REVIEW 


583 


weigh  38,000  pounds,  and  are  equipped  with  four  37.5-horse- 
power  motors,  G.  E.  58.  The  trailers  weigh  13,000  pounds 
and   seat   46   passengers.     During   the   month   of   January   in 

Table    I. 

Statistics   on    Power    Consumption   on    South    Broadway. 

Month   of  January,   1907. 


Motor  Onlv 

—With  Trailer- 

Kw.-h. 

Kw.-h. 

Mile-       Av.  kw.-h 

Mile-      Av.  kw.-h. 

used 

used 

Motor  car    age  of        per  car 

age  of       per  car 

above 

below 

number.          car.             mile. 

car.            mile. 

average. 

average. 

36                     203.7                2.69 

89.1               3.50 

62.4 

37                   140.1               2.76 

116.2               5.63 

189.6 

40                     48.4               2.85 

135.8              4.89 

129.6 

46                2,517.1               2.94 

929.7               4.03 

426.6 

48                   738.5               2.97 

510.4               4.28 

293.9 

51               3.464.8               2.82 

1,338.6               3.73 

225.6 

52                 1.119.3                2.79 

386.4               3.62 

116.4 

54               3.476.8               2.75 

1.768.5               3.97 

138.4 

55                1,036.5               2.60 

599.6               3.68 

369.1 

General    average.  .2.80  3.95 

which  these  records  were  taken  the  heaters  in  the  cars 
were  not  used.  The  weather  was  clear,  with  but  little  snow. 
However,  the  rails  were  slippery  each  morning  due  to  a  preva- 

Table   II. 

Statistics  on   Power  Consumption  on   Short   Broadway. 

Month   of  January,   1907. 


-Motor  Only- 


Motor  car 
number. 


36 
37 
40 
46 
48 
51 
52 
54 
55 


Mile- 
age of 
car. 


2.540.7 

3,018.9 

2,998.8 

1,039.8 

1,178.0 

272.1 

521.2 

384.4 

148.3 


Av.  kw.-h. 
per  car 
mile. 
3.37 
3.38 
3.65 
3.40 
3.72 
2.68 
3.12 
2.49 
2.96 


— With  Trailer- 
Mile-      Av.  kw. 


age  of 
car. 
S46.4 
1,254.0 
990.4 
529.9 
430.7 
343.4 
300.2 
323.9 
168.8 


per  car 
mile. 
4.58 
4.58 
5.10 
4.85 
5.15 
4.14 
4.05 
4.67 
4.08 


Kw.-h. 

used 

above 

average. 


1,105.6 

69.2 

555.8 


Kw.-h. 

used 

below 

average. 

211.6 

247.3 


356.7 
345.4 
360.6 
169.4 


General    average.  .3.42  4.68 

lence  of  frosts.  The  average  number  of  passengers  carried  per 
trip  may  be  taken  as  30,  not  including  the  2  and  3  man 
crews,  nor  children  and  holders  of  passes.     It  is  considered 


Table   III. 

Statistics   on 

Power    Consumption 

on   South 

Broadway. 

Month 

of  January 

1907. 

Kw.-h. 

used 

Kw.-h. 
used 

Motor  Only — 

With  T 

railer 

above 

below 

Motormen. 

Mileage. 

Av.kw.-l 

.  Mileage.  Av. kw.-h. 

average. 

average. 

J.    E.    H.. 

.     164.8 

2.35 

141.7 

3.18 

183.2 

W.  C 

83.1 

2.60 

75.5 

3.88 

21.8 

W.   J.   P.. 

.      60.2 

3.07 

16.2 

W.    C.    ... 

i'.Si 

73.8 
108.7 

3.88 
3.90 

5.1 

A.   M.   E.. 

68.0 

2.7 

W.   E.   O. . 

.    178.3 

3.07 

236.9 

3.88 

31.5 

C.   P 

48.4 

2.13 

32.4 

W.  F.  P.. 

.     224.9 

2.51 

46.7 

4.66 

32.1 

O.    P.    B.. 

.     143.5 

2.65 

7.6 

3.89 

21.9 

R.   E.   H.. 

.      83.2 

3.07 

87.3 

4.08 

34.5 

Wm.   E.   E 

.    164.7 

2.98 

27.2 

4.03 

31.7 

W.   F.    S.. 

40.8 

2.34 

7.6 

3.93 

18.8 

C.  F.   S... 

48.8 

2.22 

34.8 

4.58 

6.1 

J.    K 

81.6 

2.26 

67.9 

5.10 

34.0 

F.    W.    M. 

.    123.9 

2.51 

7.6 

3.63 

38.3 

C.    B 

.    323.4 

2.88 

149.5 

3.74 

5.5 

R.    L.    B.. 

.    110.4 

3.30 

27.2 

2.04 

3.3 

G.   H.    McA 

.1,423.3 

2.71 

971.6 

3.76 

312.6 

J.    J.    F.... 

1,669.6 

2.95 

562.9 

4.05 

291.6 

F.    B 

.     943.2 

2.74 

468.4 

3.90 

79.9 

W.  A.  R... 

.    837.5 

2.84 

163.6 

3.75 

.8 

T.  W.  C... 

.    700.0 

2.76 

161.5 

3.87 

40.9 

O.    A.    G... 

34.8 

2.32 

27.2 

3.04 

51.4 

W.    J.    S... 

.     164.7 

2.94 

73.9 

4.70 

78.4 

P.   J.    S.... 

.    134.2 

3.29 

75.6 

3.71 

47.6 

H.  J.  O.... 

.    157.0 

2.50 

75.6 

3.59 

74.3 

F.   D.   ON. 

.    193.5 

2.89 

141.8 

3.38 

63.4 

T.   K 

.    689.8 

3.02 

4U3.6 

3.47 

42.1 

G.   F.    S.... 

.    386.3 

2.93 

211.4 

3.94 

48.1 

J.   E.  W... 

.1,816.1 

2.71 

849.5 

4.17 

23.4 

J.    P.   J.... 

.    393.1 

2.93 

339.9 

4.03 

78.2 

CM 

.    184.1 

2.57 

34.8 

4.04 

29.2 

W.    H.    B.. 

.    256.3 

2.93 

33.3 

H.    B.    G... 

.      34.8 

2.62 

27.2 

3.12 

28.9 

T.  C.  W... 

.    196.0 

2.97 

63.6 

5.07 

104.5 

W.    H.    H.. 

54.4 

2.80 

54.3 

4.75 

43.4 

R.  B.  S.... 

.     116.3 

2.81 

7.6 

4.13 

2.4 

P.  J.  P.... 

2.19 

33.1 

4.74 

6.9 

E.   D.   K... 

.    213.8 

2.72 

17.1 

C.    C 

2.77 

1.6 

J.  D.  C   ... 

.       27.2 

2.70 

2  7 

F.   D.   M... 

48.4 

2.17 

11.34 

171.:: 

C.   E.   C.... 

46.7 

2.80 

Even 

Ei-en 

P.  E.  McM 

.       67.9 

3.07 

18.3 

General   av.  kw.-h.. 2.80  3.95 

that  the  average  length  of  ride  was  two-thirds  of  the  run. 

It  will  be  noted  from  Table  I  that  the  average  power  con- 
sumption per  car-mile,  for  motor  car  only,  on  South  Broadway 
was  2.80  kilowatt-hours.     With  trailer  this  consumption  was 


3.95  kjlowatt-hours,  an  increase  of  41.1  per  cent.  In  Table  II, 
for  Short  Broadway,  the  results  show  the  consumption  for 
the  motor  car  only  to  be  3.42  kilowatt-hours  per  car-mile 
and  for  motor  car  with  trailer  4.68  kilowatt-hours  per  car-mile, 
an  increase  of  36.9  per  cent,  due  to  the  trailer. 

A  comparison  of  these  results  for  the  two  runs,  identical 
for  half  the  length  of  the  longer  one,  shows  that  due  to  the 
infrequency  of  stops  on  that  portion  of  the  South  Broadway 
run  not  included  in  Short  Broadway,  there  was  a  decrease 
in  the  average  power  consumption,  for  motor  cars  only,  of 
0.60  kilowatt-hours  per  car-mile,  and  for  motor  cars  with 
trailer  0.73  kilowatt-hours  per  car-mile  on  the  longer  run. 

In  Table  III  are  shown  the  mileage  and  wattmeter  records 
of  the  individual  motormen.  This  tabulation  is  interesting  be- 
cause it  serves  to  illustrate  how  the  personal  equation  enters 
into  the  operation  of  the  ordinary  controller.  In  the  course 
of  the  month  various  motormen  handle  the  different  cars  on 
different  runs  so  that  any  variation  from  the  average  can 
hardly  be  said  to  have  been  caused  by  inequalities  in  the 
equipments  or  wattmeters. 


GUARD  RAIL  CONSTRUCTION  ON  PITTSBURG  &  BUTLER 
STREET   RAILWAY. 


On  the  line  of  the  Pittsburg  &  Butler  Street  Railway 
Company,  which  was  described  in  last  week's  issue  of  the 
Electric  Railway  Review,  guard  rails  are  used  on  all  curves 


1 

•> 

« 

1 

i 

•*±l 

Guard    Rail    Construction.    Pittsburg    &    Butler    Street    Railway. 

greater  than  9  degrees.  In  developing  a  substantial  guard 
rail  construction,  Hudson  F.  Layton,  chief  engineer,  designed 
the  raising  block  and  filler  as  shown  in  the  accompanying 
illustration.  The  block  and  filler  are  inserted  at  every  third 
tie.  The  guard  rail  used  is  of  the  same  cross  section  and 
weight  as  the  main  rails  of  the  track,  above  which  it  is 
elevated  seven-eighths  of  an  inch. 


STATUS    OF     ELECTRIC     RAILWAY    CASES    BEFORE     IN- 
TERSTATE   COMMERCE    COMMISSION. 


We  have  received  from  James  S.  Harlan,  member  of  the 
interstate  commerce  commission,  a  statement  giving  the 
status  of  the  formal  complaints  by  or  against  electric  rail- 
ways which  are  pending  before  the  commission,  as  follows: 

Cedar  Rapids  &  Iowa  City  Railway  &  Light  Company 
versus  Chicago  &  Northwestern  Railway  Company.  Refusal 
to  join  in  through  routes  and  joint  rates.  Case  heard  and 
to  be  argued  at  a  time  to  be  hereafter  fixed. 

West  End  Improvement  Company  versus  Omaha  &  Coun- 
cil Bluffs  Railway  &  Bridge  Company  and  others,  trea- 
sonable passenger  fare  over  bridge  between  Omaha  and 
Council  Bluffs.  March  8,  1907,  complaint  filed.  March  27. 
1907.  answer  filed.  April  22,  1907,  order  entered  bringing  in 
additional  defendant.     Case  at  issue.  May  12,  1907. 

Chicago  &  Milwaukee  Electric  Railroad  versus  Illinois 
Central  Railroad  Company  and  others.  Cancellation  of  joint 
freight  tariff  formerly  in  effect,  thereby  depriving  shippers 
of  the  benefits  of  competitive  rates.     Case  at  issue. 


584 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  No.  18. 


ONEROUS   CONDITIONS    MAKE   CONSTRUCTION    OF   PRO- 
POSED NEW  YORK  SUBWAYS  UNPROFITABLE. 


In  his  letter  to  the  New  York  rapid  transit  commissioners, 
presented  on  April  25,  Theodore  P.  Shouts,  president  of  the 
Interboroiigh-Metropolitan  Company  of  New  York,  explained 
the  refusal  of  his  company  to  bid  on  the  construction  and 
operation  of  the  proposed  Lexington  avenue  and  Seventh  and 
Eighth  avenue  subway  lines,  as  reported  briefly  in  the  Electric 
Railway  Review  of  last  week.  As  there  were  no  other  bid- 
ders the  plans  upon  which  the  commission  has  been  so  long 
engaged  may  have  to  be  abandoned  or  else  the  legislative 
and  proposed  contractural  restrictions  imposed  upon  the  con- 
structing and  operating  company  will  have  to  be  modified 
considerably.  An  abstract  of  the  letter  of  Mr.  Shonts,  which 
is  addressed  to  Alexander  E.  Orr,  president  of  the  board  of 
commissioners,  under  date  of  April  24,  follows: 

Ever  since  the  opening  of  the  existing  subway  this  com- 
pany has  hoped  that  it  would  have  an  opportunity  of  com- 
pleting the  system  of  municipal  rapid  transit  subways  by 
continuing  the  east  side  line  north  of  Forty-second  street  to 
the  Bronx,  and,  by  continuing  the  west  side  line  south  from 
Forty-second  street  to  the  Battery,  so  that  there  would  be,  as 
originally  planned  by  your  board,  two  complete  longitudinal 
rapid  transit  lines,  connected  by  a  cross-town  line  under  Forty- 
second  street.  The  increasing  congestion  in  the  subway, 
particularly  on  the  express  trains  during  the  rush  hours,  has 
emphasized  the  need  of  these  additional  lines,  and  this  com- 
pany has  fully  intended  to  submit  a  bid  for  their  construction 
and  operation. 

It  is,  therefore,  with  great  regret  that  I  have  now  to 
advise  you  that,  after  very  careful  study  by  our  engineers  and 
officers  of  the  plans  and  specifications  and  the  proposed  form 
of  contract  for  their  construction  and  operation,  the  directors 
of  our  company  have  concluded  that  the  building  of  the 
proposed  4-track  double-deck  Lexington  avenue  subway,  north 
of  Forty-second  street,  and  the  4-track  west  side  subway  south 
of  Forty-second  street,  and  the  operation  of  those  lines  in  con- 
nection with  the  existing  subway  under  the  burdens  imposed 
by  your  proposed  contract  and  the  existing  law  are  financial 
impossibilities. 

Our  engineering  advisors,  including  William  Barclay  Par- 
sons and  John  B.  McDonald,  agree  in  the  conclusion  that  the 
proposed  extensions  (exclusive  of  pipe  galleries),  built  in 
conformity  with  the  plans  and  specifications,  would,  under 
existing  conditions,  cost  (including  an  allowance  for  ease- 
ments and  interest  during  construction)  not  less  than  $64,000,- 
000,  without  equipment,  and  that  the  necessary  equipment, 
including  tracks,  rolling  stock,  power  plant,  etc.,  would  involve 
an  additional  expenditure  of  not  less  than  $24,000,000,  making 
the  aggregate  cost  of  building  and  equipping  about  39  miles 
(single  track)  approximately  $S8,000,000,  as  compared  with 
$71,000,000  for  building  and  equipping  the  existing  rapid 
transit  lines  (including  the  extension  to  the  Battery),  com- 
prising about  63  miles  of  single  track. 

This  increase  in  cost  is  due  partly  to  the  requirements  of 
the  present  law,  the  increase  in  the  price  of  materials  and 
labor,  and  the  fact  that  about  14  miles  (single  track)  of  the 
existing  line  is  on  an  elevated  structure,  while  all  the  new 
lines  are  underground;  but  the  increase  in  cost  is  chiefly  due 
to  onerous  provisions  (not  required  by  the  existing  law)  of 
the  new  contract,  and  of  the  new  plans  and  specificatons 
which  provide,  first,  for  unnecessary  increase  of  cost  of  con- 
structon:  second,  for  adding  the  cost  of  all  easements  to  the 
cost  of  the  subway;  third,  for  the  purchase  of  private  property 
for  station  entrances;  fourth,  for  a  greatly  increased  responsi- 
bility for  damages;  and,  fifth,  for  an  increase  in  the  diameter 
ot  the  tunnels — an  increase  which  will  be  of  no  value  for 
extensions  to  the  existing  subway  system.  The  fact  that  the 
express  and  local  tracks  on  Lexington  avenue  are  upon  dif- 
ferent levels  also  adds  materially  to  the  cost.  The  result  is 
that  our  engineers  estimate  that  the  cost  of  the  new  subways 
fully  equipped  will  be  at  the  rate  of  $2,250,000  per  mile  of 
single  track  as  compared  with  the  cost  of  $1,130,000  per  mile 
for  the  existing  rapid  transit  lines. 

Under  the  proposed  form  of  contract  and  the  existing 
law,  the  expenses  which  must  be  provided  out  of  income 
are  very  much  increased  as  compared  with  tne  original  sub- 
way contract.  It  may  be  assumed  that  the  interest  upon 
city  bonds  issued  for  the  cost  of  the  proposed  subways  will 
be  from  one-half  to  three-fourths  of  1  per  cent  higher  than 
in  the  case  of  the  original  rapid  transit  bonds,  and  this  con- 
clusion is  based  on  the  supposition  that  the  city  can  sell  its 
bonds  on  a  4  per  cent  basis.  In  the  second  place  the  entire 
investment  in  the  new  subway,  including  the  lessee's  prop- 
erty in  the  streets  and  equipment,  will  be  subject  to  taxation. 
In  the  third  place,  various  advantages  conferred  by  the  origi- 


nal contract  are  now  eliminated;  and,  finally,  the  lease  is 
limited  to  20  years  (subject  to  a  renewal  upon  a  revaluation, 
the  terms  of  which  cannot  be  fixed  in  advance),  making  it 
necessary  to  increase  the  annual  charges  by  an  amount  suffi- 
cent  to  provide  for  the  difference  between  the  original  cost 
of  such  of  the  equipment  and  other  property  as  may  be 
taken  over  by  the  city  at  the  expiration  of  the  lease  and 
the  probable  value  at  which  such  property  will  be  appraised 
at  the  end  of  the  20  years. 

Another  important  consideration  is  the  exceptionally 
broad  power  conferred  by  your  form  of  contract  upon  the 
public  authorities  to  require  from  time  to  time  any  changes 
in  the  construction  of  the  subway  and  in  the  equipment  and 
other  appliances  used  therein,  as  shall  to  them  seem  proper. 
Such  a  requirement,  especially  in  the  case  of  a  subway 
operated  under  a  lease  for  only  20  years,  creates  a  serious 
liability  for  additional  expenditures  for  which  adequate  allow- 
ance would  have  to  be  made. 

If  we  were  to  build  the  proposed  extensions  in  conformity 
with  your  plans  and  specifications  and  the  proposed  con- 
tracts, using  the  city's  credit  for  the  entire  cost  of  construc- 
tion under  the  contract,  and  outside  investment  capital  in  the 
equipment,  etc.,  and  assuming  that  the  new  lines  received  all 
the  traffic  which  it  would  be  feasible  for  them  to  carry  under 
the  limitations  imposed  by  traffic  conditions  in  New  York,  it 
would  not  be  possible  to  make  net  earnings  above  operating 
and  maintenance  expenses,  sinking  fund  payments  and  taxes, 
sufficient  to  provide  the  interest  upon  the  city's  bonds  and 
5  per  cent  upon  the  additional  capital  invested.  Indeed,  a 
study  of  the  reports  of  the  Interborough  Rapid  Transit  Com- 
pany on  file  in  your  office  will  demonstrate  that  a  subway 
costing  twice  as  much  per  mile  as  the  existing  rapid  transit 
lines,  operated  under  a  lease  less  than  half  as  long,  subject 
to  much  higher  taxation,  and  operated  under  a  distinctly  less 
liberal  contract,  would  not  earn  even  the  rate  of  interest 
payable  upon  the  city's  bonds. 

We  are  prepared  to  enter  into  a  contract  for  the  con- 
struction, at  actual  cost,  of  two  extensions  of  the  existing 
municipal  subway,  one  upon  the  west  side  extending  south 
from  Forty-second  street  to  the  Battery,  the  other  upon  the 
east  side  extending  north  from  Forty-second  street  into  the 
Bronx,  and  for  the  equipment  and  operation  of  such  exten- 
sions, provided  the  cost  of  construction  can  oe  brought  within 
the  city's  borrowing  capacity,  and  provided  the  terms  of  the 
contract  are  such  that  we  may  reasonably  expect  the  earnings 
from  these  additional  subways  to  he  sufficient  to  cover  the 
interest  and  sinking  fund  upon  the  bonds  of  the  city  issued 
for  their  cost,  a  proper  annual  charge  for  depreciation  in 
equipment  and  other  property  which  the  city  may  take  over 
at  an  appraised  value  at  the  end  of  the  20  years'  lease,  and 
interest  upon  our  additional  investment  for  which  city  bonds 
would  not  be  issued.  In  other  words,  we  are  willing  to  com- 
plete the  existing  rapid  transit  system  so  that  there  shall 
be,  as  originally  planned  by  your  board,  two  complete  longi- 
tudinal lines,  one  upon  the  east  side  and  the  other  upon  the 
west  side  of  the  city,  without  any  prospect  of  profit  beyond 
a  fair  rate  of  interest  upon  the  additional  investment  in- 
volved; and  obviously  without  an  expectation  of  such  a  return 
no  capital  could  be  secured  for  additional  subway  con- 
struction. 

The  estimated  cost  by  the  engineers  of  $64,000,000  for 
construction  was  divided  as  follows:  Construction,  $56,200,- 
000;  easements,  $2,500,000;  terminals,  $1,300,000;  interest  dur- 
ing construction,  $4,000,000. 

George  S.  Rice,  chief  engineer  of  the  rapid  transit  com- 
mission, said  that  at  the  hearings  held  by  the  commission 
on  the  form  of  contract,  the  representatives  of  the  company 
had  never  raised  any  of  the  objections  outlined  in  the  letter 
of  Mr.  Shonts. 

Annual    Report    of   Chief    Engineer    Rice. 

Mr.  Rice  has  just  submitted  his  annual  report  to  the 
rapid  transit  commission,  which,  in  view  of  the  foregoing,  is 
of  especial  interest.  This  report,  of  which  only  a  part  has 
been  made  public,  treats  exhaustively  of  the  traffic  condi- 
tions in  New  York,  with  figures  regarding  the  daily  carriage 
of  passengers  on  all  transit  lines  in  the  city  and  on  the 
remarkable  increase  in  population  and  traffic,  together  with 
recommendations  as  to  future  requirements  in  the  way  of 
transportation  facilities  which  will  strongly  emphasize  the 
seriousness  of  the  situation  due  to  the  non-appearance  of 
bidders  for  the  new  subways.  With  reference  to  the  increase 
of  passenger  traffic  Mr.  Rice  says: 

Considering  all  the  boroughs  grouped  into  one  great 
population    center,    it    appears    that    during    the    four    years 


May  4.  1907. 


ELECTRIC    RAILWAY    REVIEW 


585 


ended  June  30.  1905,  the  total  number  of  paid  passengers 
traveling  on  all  street  railways— surface,  elevated  and  sub- 
way roads— increased  practically  in  a  straight  line.  During 
1906  however,  there  was  a  sudden  marked  increase  in  the 
traffic.  While  the  average  increment  for  the  four  Preceding 
years  was  only  about  63.000,000  a  year,  during  1906  it 
amounted  to  nearly  110,000,000.  No  census  of  the .popula- 
tion of  the  greater  city  was  made  in  1906.  It  is  theietoie 
impossible  to  determine  whether  this  large  additional  num- 
ber of  riders  is  due  to  a  corresponding  increase  in  the  popu- 
lation or  to  an  increase  in  the  number  of  riders  per  capita, 
but  an  increase  in  the  population  is  the  most  probable  cause. 

Mr.  Rice  draws  six  important  conclusions  as  the  result 
of  his  investigation  and  statistics  compiled  from  present 
ticket  sales  and  population  estimated.     They  are: 

That  the  population  of  the  territory  comprising  greater 
New  York  has  practically  doubled  itself  each  25  years  dur- 
ing  the    last    half   century,    and    will    probably   double    itself 

BaIThatXthe   total    paid    passenger    traffic    is    increasing    at 
such  a  rate  that  it  will  probably  about  double  itself  within 

6  That  to°bring  about  the  discontinuance  of  the  notorious 
overcrowded  and  indecent  conditions  now  prevailing  on  all 
transportation  lines  in  the  greater  city,  it  is  imperative  that 
the  following  additional  subways  be  constructed  and  put  in 

^Within  the  next  five  years,  or  by  1911,  as  follows:  For 
Brooklyn,  two  4-track  subways,  in  which  10-car  trams  can 
be  operated,  providing  for  eight  additional  tracks  crossing 
East  river  either  in  tunnels  or  on  bridges  and  traversing  the 
boiough:  for  Manhattan  and  the  Bronx,  three  4-track  sub- 
ways     for     operating     10-car     trains,     traversing     the     two 

b0r°Within  the  second  five  years,  or  by  1916,  as  follows:  For 
Brooklyn,  two  more  4-track  subways;  for  Manhattan  and 
the  Bronx,  three  more  4-track  subways.  , 

Or  within  the  next  decade  altogether,  for  Manhattan,  the 
Bronx  and  Brooklyn  ten  4-track  subways. 


CAR   PAINTING  AND  OTHER   USES  OF   PAINT.* 

BY    I.  C.   LEAYITT,    OF   OKLAHOMA    CITY,  WITH   SHEKWIN-WILLIAMS  COM- 
PANY,    CLEVELAND,     O. 


The  rapid  development  of  the  street  railway  business  m 
the  United  States  has  naturally  caused  a  correspondingly 
rapid  development  in  finishing  materials,  particularly  paints 
and  varnishes,  for  use  on  the  rolling  stock  and  equipment 
necessary  for  this  particular  class  of  trade.  Of  course,  in  a 
general  way,  the  paints  and  varnishes  suitable  for  use  on 
steam  railroads  are  suited  for  use  on  the  equipment  of  elec- 
tric railways,  but  the  very  fact  that  the  motive  power  used 
by  electric  railroads  is  essentially  different  from  the  motive 
power  of  steam  railroads  has  necessitated  a  rapid  develop- 
ment along  such  lines  as  insulating  varnishes,  semi-solid 
impregnating  compounds  for  use  on  dynamos  and  field  coils 
and  similar  varnish  products  especially  desired  for  electrical 

work 

While  the  painting  and  varnishing  of  street  railway  cars 
follow  the  general  rules  applicable  for  the  painting  ot  pas- 
senger coaches  on  steam  railroads,  yet  a  successful  paint  tor 
street  railwav  use  must  be  used  with  particular  reference  to 
beautv  of  finish,  durability  and  economy  of  maintenance,  and 
to  this  should  be  added  the  rather  rare  but  equally  important 
factor  of  uniformity.  It  is  now  customary  for  each  street 
railwav  company  to  adopt  standard  color  shades  for  use  not 
onlv  on  its  rolling  stock,  but  also  on  its,  equipment.  The 
painting   and   proper   finishing  of   street  car   bodies   is   most 

"in^he  exterior  painting  of  car  bodies  the  best  colors 
and  the  most  expert  workmanship  count  for  nothing  unless 
the  foundation  coats  or  those  coats  that  are  between  the 
wood  and  the  first  coat  of  color  are  absolutely  without  fault. 
For  this  reason,  for  the  initial  priming  coat  on  such  bodies,  a 
material  should  be  used  in  which  the  pigment  is  ground  ex- 
ceedingly fine  and  in  which  the  binding  vehicle  is  as  elast C 
and  at  the  same  time  as  tough  as  can  possibly  be  had.  This 
jhouM  be  followed  with  a  surfacer  but  it  should  be  so 
made  that  it  can  be  rubbed  down  to  a  splendn 1  surface  to r 
receiving  the  coats  of  color.  This  surface  should  dry  lathei 
slowly  so  as  to  give  the  fullest  measure  of  durability,  and  it 
should  present  a  tough  and  elastic  surface  which  will  tor 
the  longest  time  hold  out  the  colour  and  varnish  coats,  lhe 
car  body  colors  adopted  for  use  by  a  street  railway  company 
should  be  of  such  shades  as  will  give  the  host  service:  by 
this   I   mean  they  should   be  shades  which  are  permanent  as 

•Heart  before  Oklahoma   Kl-.-trl.-  MkI.I.   Railway  and  Gas  Asso- 
ciation.  Oklaho         'i'       on   April    '  I 


to  color  and  which  combine  brilliancy  of  tone  with  great 
durability.  The  varnishes  used  over  the  color  coats  should 
be  hard  gum  varnishes  and  should  be  of  that  class  known 
as  straight  wood  linseed  oil  and  turpentine  varnishes;  for 
they  must  withstand  extremely  hard  usage  and  should  be  of 
such  a  character  as  to  stand  repeated  washing  and  scrubbing. 
The  following  are  specifications  for  the  finishing  of  the  out- 
side of  cars  as  used  by  the  larger  car  builders: 

First  day,  one  coat  car  primer.  (Let  stand  two  days.) 
Where  the  condition  of  weather  or  surface  makes  it  necessary 
the  primer  should  be  thin. 

Second  day,  putty.  (If  preferred,  putty  on  first  coat  of 
surfacer.) 

Third  day,  one  coat  of  surfacer. 
Fourth  day,  one  coat  of  surfacer. 
Fifth  day.  one  coat  of  surfacer. 
Sixth  day,  rub  out. 

Then  apply  two  or  three  coats  of  car  body  color.  All 
lettering  ornamenting  and  color  stripes  should  be  laid 
directly  on  the  last  coat  of  flat  color.  Next  apply  two  or 
three  coats  of  a  durable  railway  body  varnish. 

The  use  of  rubbing  varnish  has  been  almost  discarded 
by  all  the  large  car  shops,  for  the  reason  that  more  durable 
results  are  obtained  without  it.  It  will  give  a  more  glossy 
and  sometimes  smoother  appearance  at  the  start,  but  after  a 
month  or  two  in  service  a  car  usually  shows  very  plainly  the 
difference  in  value  of  the  two  methods,  the  difference  being 
in  favor  of  the  use  of  the  finishing  varnish  only. 

Most  companies  allow  but  two  coats  of  varnish.  A  car 
should  be  re-varnished  every  year.  If  this  policy  is  not 
adopted  true  economy  would  demand  the  use  of  a  third  coat 
of  varnish  at  the  start. 

I  have  been  speaking  of  the  exterior  body  of  the  car,  but 
the  careful  painting  of  such  parts  of  the  car  as  the  roof, 
the  floor  and  the  vestibule  also  should  be  carefully  looked 
after  It  is  particularly  desirable  that  for  the  roofs  a  pamt 
should  be  used  that  is  impervious  to  moisture  and  which 
combines  with  great  elasticity  the  quality  of  drying  very 
hard-  for  roof  paint  is  subjected  to  very  hard  usage  owing 
to  the  necessity  of  employes  climbing  on  the  roof  to  adjust 
the  trolleys,  etc.  In  selecting  a  color  for  roof  pamt  due 
regard  should  be  had  for  the  color  tone  of  the  body  so  that 
the  two  shades  will  harmonize  well. 

For  the  car  floors  it  is  important  that  the  pamt  shall  be 
what  is  known  as  a  varnish  paint,  which  means  a  pamt  that 
contains  in  it  some  varnish  gum  and  which  will  dry  very 
quicklv  and  at  the  same  time  very  hard.  The  colors  should 
be  such  as  will  not  easily  show  dirt  and  which  will  not  clash 
with  the  other  interior  finishing. 

The  fenders  of  the  cars  should  be  painted  with  a  good 
grade  of  fender  paint,  not  only  for  the  sake  of  appearance, 
Diit  also  to  preserve  the  life  of  the  iron.  The  handrails 
should    be    painted    with    a    lustral    varnish    paint    m    colors 

SUThe  interior  finishing  of  the  car  is  a  matter  largely  of 
individual  taste,  but  it  is  the  custom  nowadays  to  stain  the 
interior  woodwork  with  such  shades  as  weathered  oak,  flemish 
oak,  brown  oak,  mahogany,  etc.,  and  then  to  apply  over  this, 
first  a  coat  of  rubbing  varnish  and  then  two  coats  of  finishing 
varnish.  This  results  in  giving  very  beautitul  effects  for  the 
interior  of  cars  and  at  the  same  time  leaves  a  surface  that 
will  stand  a  great  deal  of  hard  wear. 

Where  the  seats  in  cars  are  ot  cane  or  rattan  thej  should 
be  finished,  if  new,  with  a  coat  of  transparent  seat  enamel 
and  if  old,  they  should  be  re-finished  with  a  coat  of  seat 
enamel  of  the  same  shade  as  the  original  color  of  the  rattan 
A  seat  enamel  of  this  character  dries  up  very  quickly  and 
presents  a   very   hard   surface   and   one  that  will  not   soften 

UndThettyat!ons'of  shelter  houses  along  the  lines  of  electric 
railways  usually  are  painted  with  an  oil  paint  of  a  shade  that 
will  harmonize  well  with  the  body  colors  used  on  the  rolling 
stock  The  poles  along  the  right  of  way  also  should  be 
painted  a  standard  uniform  color.  For  this  purpose  a  special 
pole  paint  should  be  used  which  will  not  only  serve  to  im- 
prove the  appearance  of  the  poles,  but  should  be  ot  such  a 
character  as  will  serve  to  protect  the  poles  against  decay 

In  certain  sections  of  the  west  where  the  soil  is  full  ot 
alkali  it  is  customary  to  paint  the  rails  with  a  special  alkali 
resisting  rail  paint,  which  serves  the  double  purpose  ot  pre- 
venting the  steel  from  being  affected  by  the  alkali  and  also 
of  protecting  it  from  rust. 

In  the  power  house  there  is  a  multiplicity  of  uses  for 
paints  On  the  engines  and  dynamos  it  is  necessary  occa- 
sionally to  re-paint  with  an  especially  prepared  machine 
i  ,,amei,  and  the  leading  manufacturers  now  furnish  this  mate- 
rial in  any  shade  desired.  The  enamel  is  composed  ot  pig- 
ment, ground  in  a  tough  wear-resisting  varnish,  and  ca: 

used  with  entire  satisfaction  over  work  that  has  been  painted 

For  the  steam  pipes  and  radiators  an  aluminum  or  gold 
bronze  painl    is  usually  used,  and  on  smokestacks  and  stand- 


586 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  Xo.   18 


pipes    a    good    metal    protective    paint   which    is    intended    to 
withstand  the  extreme  heat  and  cold. 

I  have  touched  only  briefly  on  the  many  paints  and  var- 
nishes used  in  connection  with  railroads  and  street  railways, 
but  what  I  have  said  will  indicate  in  a  general  way  the 
special  line  and  some  of  the  characteristics  of  paints  and 
varnishes  that  are  regularly  used  in  street  railway  work. 


PROPOSED  1,200-VOLT  THIRD-RAIL  LINE  IN  CALIFORNIA. 


Preliminary  work  is  now  well  advanced  toward  the  con- 
struction of  the  California  Midland  Railroad.  The  new  line 
will  include  70.5  miles  of  roadway,  connecting  Marysville, 
Auburn  and  Nevada  City.  It  is  proposed  to  operate  the  cars 
with  1,200-volt  direct  current,  distributed  by  an  underrunning 
third  rail. 

Roadway. 

Marysville  will  be  the  western  terminus  of  the  present 
lines.  This  city  has  a  population  of  5,500.  Here  the  new 
route  will  connect  with  the  65  miles  of  operating  lines  of  the 
Northern  Electric  Company.  From  Marysville  the  new  road 
will  extend  34  miles  east  to  Limekiln  Junction.  From  here  one 
branch  will  be  built  almost  directly  south,  17  miles,  to  Au- 
burn on  the  Southern  Pacific  Railway.     A  second  branch  will 


Proposed    Lines   of   tne   California    Midland    Railroad. 

extend  from  Limekiln  Junction  northeast  to  Grass  Valley  and 
Nevada  City,  12  miles.  There  is  now  a  line  of  the  Nevada 
County  Traction  Company  operating  between  the  two  latter 
named  towns.  From  the  main  line  at  Marygold,  8  miles  from 
Marysville,  a  spur  1.5  miles  long  will  be  built  to  the  mining 
center,  Hammond.  The  total  length  of  route  as  now  planned 
is  70.5  miles.  Sidings,  each  1,000  feet  long,  will  be  placed  4 
miles  apart. 

As  the  locality  to  be  served  by  the  new  line  is  in  the 
mountains,  heavy  earthwork  and  several  large  bridges  will  be 
necessary.  Near  Marysville  a  trestle  9,000  feet  long  will 
cross  the  Yuba  river  and  a  marsh.  The  earthwork  quan- 
tities for  the  entire  project  have  the  following  totals:  Excava- 
tion, 519,000  cubic  yards;  embankment,  1,128,000  cubic  yards. 
The  maximum  rate  of  curvature  is  16  degrees  and  the  most 
severe  grade  will  be  one  of  3  per  cent  for  7  miles.  The  track- 
work  will  be  of  standard  dimensions  with  60-pound  rails. 

1,200-Volt  Third  Rail. 

Direct  current  will  be  distributed  between  the  substations 
through  an  inverted  contact  rail.  The  operating  potential  will 
be  1,200  volts.  It  is  proposed  to  use  a  special  low-carbon 
steel  rail  weighing  22.4   pounds   per  yard.     The  section   will 


have  the  form  of  the  letter  "T,"  and  it  will  be  inverted,  being 
supported  by  channel-section  brackets,  spaced  12  feet  apart. 
These  channel-iron  brackets  will  be  spiked  to  the  ties,  and 
each  will  support  a  porcelain  insulator,  from  which  will  hang 
a  wrought-iron  stirrup.  The  stirrups,  in  turn,  will  be  keyed 
to  the  web  of  the  inverted  T-section. 

It  is  estimated  that  with  this  light  rail  section,  permissible 
on  account  of  the  high  voltage,  there  will  be  a  weight  of  but 
100  pounds  to  be  supported  by  each  insulator.  The  inverted 
T-section  may  carry,  if  necessary,  four  No.  0000  auxiliary  cop- 
per feeders.  Owing  to  the  peculiar  shape  of  the  rail,  it  may 
easily  be  protected  by  covering  with  three  narrow  strips  of 
wood,  normally  held  in  place  by  gravity. 

With  low-carbon  steel,  having  a  relative  conductivity  of 
one-eighth  that  of  the  same  cross-section  of  copper,  the  equiva- 
lent cross-section  of  the  underrunning  rail,  without  supple- 
mentary feeders,  will  be  345,000  circular  mils,  and  the  con- 
ductor will  offer  a  resistance,  including  bonds,  of  0.16  ohm 
per  mile. 

Substations. 

Current  for  the  operation  of  the  new  road  will  be  pur- 
chased from  the  California  Gas  &  Electric  Corporation,  which 
has  hydraulic  generating  plants  and  60,000-volt  transmission 
lines  in  this  territory.  There  will  be  four  substations  of  rein- 
forced concrete  construction,  each  equipped  with  a  400-kilo- 
watt  capacity  motor-generator  set,  and  the  necessary  step- 
down  transformers.  The  motor-generator  sets  will  each  com- 
prise one  60-cycle  motor,  direct  connected  to  a  1,200-volt,  400- 
kilowatt  generator.  The  substations  are  located  at  the  points 
marked  1.  2,  3  and  4  on  the  map. 

Rolling  Stock. 

The  standard  passenger  cars  for  the  California  Midland 
will  be  of  the  combination  type,  52  feet  long.  The  motive 
power  will  comprise  quadruple  equipments,  of  75  horsepower, 
600-volt  motors,  connected  two  in  series  for  1,200-volt  opera- 
tion. To  prevent  any  disastrous  effects  from  the  slipping  of 
one  motor  of  a  pair,  potential  relays  will  be  shunted  across 
the  motor  terminals. 

Each  car  will  have,  in  addition  to  four  underrunning  col- 
lector shoes,  a  pantagraph  trolley  for  operation  on  city  streets 
where  there  is  trolley  wire.  These  pantagraph  collectors  will 
be  pneumatically  controlled  from  the  motorman's  cabs. 

It  is  proposed  to  erect  a  telephone  line  for  dispatching  pur- 
poses, and  there  is  a  possibility  of  further  improving  the  train 
dispatching  system  by  the  introduction  of  the  telautograph. 
A  complete  block  signal  system  also  will  be  installed. 

The  president  of  the  California  Midland  Railroad  is  Mr. 
John  Martin,  who,  it  will  be  remembered,  is  now  or  has  been 
interested  in  the  following  California  electric  lines:  North 
Shore  Railroad  Company;  Sacramento  Electric,  Gas  &  Rail- 
way Company;  San  Jose  &  Santa  Clara  Railway  Company; 
Santa  Cruz  Union  Traction  Company. 

The  design  of  the  electrical  system  is  being  executed  un- 
der the  care  of  Mr.  C.  C.  Manker,  electrical  engineer,  925 
Franklin  street,  San  Francisco,  Cal. 


The  steam  railroads  and  electric  railways  doing  business 
in  Indiana  have  been  notified  by  the  Indiana  railroad  com- 
mission that  inspectors  will  soon  be  sent  out  to  examine  the 
car  equipment,  track,  rolling  stock,  etc.,  of  each  road,  in 
accordance  with  the  recent  law  passed  by  the  legislature. 
The  commission  also  notified  the  companies  that  blanks 
would  soon  be  furnished  them  for  accident  reports.  The  law 
provides  that  railroad  companies  shall  make  two  reports  of 
every  accident;  one  a  preliminary  report  to  be  made  within 
five  days  after  the  accident,  which  shall  state  the  date  of 
the  accident,  the  probable  cause,  the  number  of  persons 
killed  or  injured,  etc.  Within  the  next  20  days  a  second 
and  complete  report  of  said  accident  must  be  sent  in  to  the 
commission,  showing  whether  the  accident  was  due  to  a 
collision,  derailment  or  whatsoever  cause,  on  what  road  and 
division,  and  near  what  station,  the  number  of  train  or  car, 
the  names  of  the  engineer,  firemen,  motormen  and  conductors, 
the  exact  tim^  .f  the  accident,  etc. 


May  4,  1907. 


ELECTRIC    RAILWAY    REVIEW 


587 


NEW  CARS   FOR  THE   PHILADELPHIA  &  WESTCHESTER 
TRACTION    COMPANY. 


The  Philadelphia  &  Westchester  Traction  Company  has 
just  received  seven  new  cars  from  the  Jewett  Car  Company 
of  Newark.  O.  These  cars  have  the  same  general  appearance 
as  the  cars  previously  built  for  the  road  by  The  J.  G.  Brill 


Philadelphia    &    Westchester    Traction    Company — New    Car. 

Company,   but  are  4   feet  2%   inches  longer  and  have  wider 
vestibules.     The  cars  have  seats  for  50  persons. 

The  new  cars  are  48  feet  6%  inches  long  over  all  and 
8  feet  SVz  inches  wide  over  all,  the  length  of'  the  body  being 
38  feet  10%  inches.  The  bottom  framing  is  of  extra  heavy 
construction,  the  side  and  center  sills  consisting  of  6-inch  steel 
I-beams  reinforced  on  each  side  with  wood  fillers.  Inter- 
mediate sills  are  4  by  6  inch  yellow  pine.  The  bolster  is  of 
the  steam  coach  type,  made  up  of  10  by  1  inch  steel  plates. 


Philadelphia    &    Westchester    Traction    Company — Interior    View    of 
New    Car. 

The  buffer  is  made  of  6-inch  steel  channel  and  the  entire 
bottom  is  covered  with  steel  plate  %  inch  thick.  The  under 
truss  is  1%-inch  round  iron.  The  body  framing  throughout 
is  of  white  ash,  except  the  long  plates,  which  are  of  yellow 
pine  in  one  continuous  piece.  The  roof  is  strengthened  by 
12%  by  %  inch  steel  car  lines.  The  cars  are  equipped  with 
Baldwin  trucks  with  34-inch  steeled  wheels.  The  wheel  base 
Is  6  feet  and  the  gauge  5  feet  2V2  inches.  The  cars  are 
designed  to  round  a  35-foot  curve.  The  drawbars  are  the 
Van  Dorn  type,  28  inches  from  the  rail. 

The    new    equipment    is    designed    for   operation    by    the 


General  Electric  type  multiple-unit  control,  if  the  traffic  shall 
demand  it,  and  each  car  has  four  G.  E.  73  motors  of  75  horse- 
power each.  The  cars  are  equipped  with  the  Westinghouse 
automatic  air  brakes.  End  doors  have  been  placed  in  the 
vestibule  so  as  to  permit  passage  from  one  car  to  another 
when  the  cars  are  operated  in  trains. 

The  interior  finish  of  the  car  is  a  very  handsome  design 
and  is  of  vermillion  wood,  inlaid  with  neat  marqueterie  lines 
and  ornaments.  The  ceiling  is  of  full  empire  type,  painted 
light  green  with  gold  decorations.  The  floor  side  windows 
are  made  to  raise  to  any  height  with  the  ratchet  stops  and 
locks.  The  gothic  lights  and  deck  lights  and  the  transom 
lights  present  a  very  pleasing  appearance  and  are  of  the 
leaded  type  with  colored  glass.  The  cars  have  been  provided 
with  seats  of  the  Heywood  Bros.  &  Wakefield  Company  walk- 
over type  with  head  roll  backs  and  corner  grab  handles,  and 
are  upholstered  in  green  leather.  Each  car  has  a  smoking 
room  with  a  seating  capacity  for  12  passengers  and  this  room 
has  the  same  finish  and  seats  as  the  main  compartment.  The 
trimmings  of  the  car  are  of  solid  bronze  throughout.  Heat 
is  provided  by  the  Consolidated  Car  Heating  Company's  truss 
plank  heaters.  The  windows  are  equipped  with  pantasote 
curtains. 

The  cars  are  provided  with  arc  headlights  and  pilots  of 
locomotive  type.  The  exterior  of  the  car  is  of  very  pleasing 
design  and  the  railroad  company  and  the  builders  should  be 
given  credit  for  having  given  prominent  attention  to  the  ques- 
tion of  artistic  outline. 

We  are  indebted  to  A.  M.  Taylor,  president  of  the  Phila- 
delphia &  Westchester  Traction  Company,  for  the  privilege 
of  publishing  this  description  and  the  accompanying  illus- 
trations. 


COMMUNICATION. 


Wrong  Motor  Connections. 


To  the  Editors: 

Some  time  ago  I  had  some  difficulty  with  a  car,  the  details 
of  which  I  present  herewith.  The  car  was  direct  from  the 
shops  and  it  seemed  there  could  be  no  possible  chance  of 
wrong  cable  connections. 

The  car  was  of  single-ended  construction,  with  a  new 
K-6  controller  and  four  new  1,000  motors.  There  was  a 
separate  cable  to  each  motor,  which  made  grounds  and  wrong 
connections  seemingly  impossible,  and,  further,  the  cables 
when  tested  out  were  found  clear.  The  symptoms  of  the 
trouble  with  the  car  were  as  follows:  With  all  four  motors 
in,  numbers  1  and  4  would  work,  number  2  would  roll  along, 
but  number  3  would  lock  its  pair  of  wheels  on  both  forward 
and  reverse.  With  numbers  1  and  3  in  on  the  ahead,  number 
1  would  work,  but  number  3  would  still  be  locked.  Reversing 
the  direction  with  numbers  1  and  3  in,  the  car  would  not 
move  and  the  circuit-breaker  opened.  With  numbers  2  and 
4  in,  number  4  did  all  the  work,  forward  and  reverse.  The  E' 
and  E3  wires  were  in  this  case  run  from  their  motors  to  the 
controllers  and  joined  in  the  E1  binding  post  in  the  controller. 
When  the  E8  wire  was  disconnected,  number  3  motor  would 
unlock  its  wheels. 

If  any  of  the  readers  of  the  Electric  Railway  Review 
can  tell  me  what  the  trouble  was  and  what  was  wrong  that 
caused  this  behavior  of  the  car,  I  would  be  greatly  pleased 
to  have  the  answer  appear  in  the  paper. 

Chicago,   May   3,   1907. 

CAR  TROUBLE. 


S.  C.  Dickey,  general  manager  of  the  Winona  Interurban 
Railway  and  the  Winona  &  Warsaw  Railway,  controlled  by 
the  Winona  assembly,  has  issued  an  official  statement  to  the 
effect  that  under  no  circumstances  will  any  car  be  operated 
on  these  lines  on  the  Sabbath  day  during  the  summer.  This 
decision  has  brought  about  a  considerable  disappointment  be- 
cause of  the  thousands  of  people  who  depend  wholly  upon 
the  interurban  line  for  transportation  between  the  towns  in 
the  vicinity  of  Winona  Lake. 


588 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  18. 


CONSTRUCTION  OF  THE  LAFAYETTE  &  LOGANSPORT 
RAILWAY. 


in     R.    \l.    FEl'STEL,    ASSISTANT    ENGINEER,     FT.  WAYNE  *  WABASH 
VALLE1     TRACTION    COMPANY. 


In  the  fall  of  190.".  the  Ft.  Wayne  &  Wabash  Valley  Trac- 
tion Company,  which  operates  an  interurban  line  between  Ft. 
Wayne  and  Logansport.  Ind.,  a  distance  of  76  miles,  decided 
to  extend  its  line  from  Logansport  to  Lafayette  to  connect 
with  the  city   properties  which   it  controls   in   Lafayette.     A 


Lafayette   &    Logansport    Traction    Company — Rock   Creek    Viaduct, 
394    Feet    Long. 

construction  company  was  organized  under  the  name  of  the 
Lafayette  &  Logansport  Traction  Company  for  the  purpose 
of  carrying  the  project  to  completion. 

After  much  preliminary  work  it  was  decided  to  parallel 
the  Wabash  Railroad  between  the  two  cities.  This  route 
reaches  the  following  cities  and  towns:  Logansport.  Clymers, 
Burrows,  Rockfield,  Delphi,  Colburn,  Buck  Creek  and  La- 
fayette. The  road  connects  with  the  Pittsburg  Cincinnati 
Chicago  &  St.  Louis,  the  Wabash  and  the  Vandalia  railroads 
at  Logansport,  the  Vandalia  at  Clymers,  the  Monon  at  Delphi, 


Lafayette    &    Logansport    Traction    Company — Trestle    Approach    to 
Wild    Cat     Bridge. 

the  Cleveland  Cincinnati  Chicago  &  St.  Louis,  the  Monon  and 
Lake  Brie  &  Western  at  Lafayette,  Ind.  Connections  are  also 
made  with  the  Ft.  Wayne  &  Wabash  Valley  Traction  Com- 
pany and  the  Indiana  Union  Traction  lines  at  Logansport 
and  with  the  Indianapolis  &.  Northwestern  and  the  Battle 
Ground  line  at  Lafayette.  The  territory  through  which  the 
road  passes  is  the  wrell  settled  Wabash  valley  country,  and 
the  outlook  for  a  large  business  in  both  the  passenger  and 
express  departments  is  bright. 

The  location  for  the  entire  space  between  the  terminal 
points  was  chosen  with  regard  to  its  adaptability  for  high- 
speed service,  as  the  maximum   curvature  of  4  degrees   and 


a  maximum  grade  of  1.5  per  cent  were  rigidly  adhered  to. 
One  special  feature  of  the  alignment  was  the  route  obtained 
through  the  city  of  Delphi  entirely  on  private  right  of  way 
and  with  a  maximum  curvature  of  4  degrees.  This  is  con- 
sidered an  exceptional  feat,  as  Delphi  is  a  county  seat  with  a 
population  of  over  5,000.  The  passenger  station  is  located 
only  two  blocks  from  the  business  portion  of  the  city. 

Features  of  the  Construction. 

Another  feature  of  the  location  is  the  route  by  which 
the  line  passes  out  of  Logansport.  The  junction  of  the  Little 
Wabash  and  the  Eel  rivers  at  this  point  to  form  the  Wabash, 
and  the  number  of  railroads  which  run  into  the  city,  make  an 
entrance  to  the  city  rather  difficult.  The  alignment  which 
was  chosen  met  with  a  great  deal  of  opposition  at  first,  but 
after  the  company  made  known  its  intentions  of  installing 
substantial  construction  in  a  first-class  manner,  tending  to 
beautify  instead  of  detracting  from  the  appearance  of  the 
locality,  the  permission  of  the  board  of  public  works  was 
obtained.  The  track  is  on  Third  street,  crossing  the  four 
tracks  of  the  Pittsburg  Cincinnati  Chicago  &  St.  Louis  Rail- 
road on  a  curve  and  running  upon  two  144-foot  through  truss 


Lafayette  &   Logansport  Traction   Company — South   Bridge  over  the 
Wabash     River. 

spans  across  the  north  branch  of  the  Wabash  river.  From 
there  the  line  continues  across  Biddle  island  under  the  Wabash 
Railroad,  which  is  elevated  at  that  point.  It  was  necessary 
to  move  the  abutment  of  the  Wabash  Railroad  bridge  a  dis- 
tance of  about  12  feet.  In  addition  to  this,  the  high  water 
level  of  the  river  made  it  necessary  for  the  company  to  con- 
struct a  200-foot  concrete  tunnel  and  retaining  wall.  This 
wall,  coming  next  to  a  public  street,  was  topped  with  a  suit- 
able iron  railing,  and  a  cement  walk  and  combined  curb  and 
gutter  was  constructed  along  its  entire  length.  The  bottom  of 
the  tunnel  consists  of  a  layer  of  concrete  12  inches  thick,  the 
ties  being  concreted  in  place  as  in  a  paved  street.  A  12-inch 
Palmer  non-return  drain  valve  was  placed  in  the  lowest  point 
in  the  tunnel  and  a  drain  carries  the  water  to  the  north  branch 
of  the  Wabash  river.  Continuing  across  Biddle  island  the 
line  crosses  the  south  branch  of  the  Wabash  river,  using  two 
100-foot  through  truss  spans  and  one  4S  and  one  58  foot  through 
girder  span.  Both  bridges  across  the  river  were  constructed 
on  substructures  formed  by  building  concrete  extensions  to 
the  piers  and  abutments  of  the  highway  bridges  at  these 
points. 

The  alignment  in  the  main  consists  of  stretches  of  tangent 
ranging  from  5  to  11  miles  in  length,  with  only  light  curves 
in  and  out  of  the  smaller  towns.  The  Wabash  Railroad  is 
crossed  twice,  once  at  Logansport  with  an  underway  and  once 


May  4,  1907. 


ELECTRIC    RAILWAY    REVIEW 


at  Delphi  with  an  underway.  The  Monon  Railroad  also  is 
crossed  at  Delphi  with  a  subway.  The  only  railroad  grade 
crossing  outside  of  the  city  of  Logansport  is  over  the  Vandalia 
Railroad  at  Clymers,  where  an  interlocking  switch  will  be 
operated  jointly  with  the  Vandalia  and  Wabash  from  a 
tower. 

Materials  of  Construction. 

Siding  connections  with  the  Wabash  Railroad  were  ob- 
tained at  Buck  Creek.  Colburn,  Rockfield  and  Burrows.  The 
shipments  of  all  material  were  distributed  at  these  four 
material  yards.    The  unloading  of  material  was  assumed  by  a 


^-^■^   *  tbs/r.o* 


Section  /J-3 
/flckv St. 


mi  ffv*ro*C'M6 

ro*3£'ft>L£ 


was  still  incomplete  in  the  fall  of  1906,  the  company  put  its 
own  men  on  the  grading  and  started  to  complete  the  work 
on  force  account.  A  steam  shovel  equipment  was  put  in  the 
34-foot  cut  at  the  Lafayette  end  and  locomotives  with  Roger 
dump  cars  were  used  to  haul  the  material.  Gravel  of  a 
quality  fit  for  ballasting  was  found  in  this  cut  and  the  strip- 
pings  were  used  to  make  some  of  the  high  fills  along  the 
line  where  temporary  trestles  had  been  built.  These  trestles, 
with  the  exception  of  the  decking,  had  been  constructed  of 


Lafayette   &    Logansport   Traction    Company — Details   of    Reinforced 
Concrete    Trolley    Poles. 

separate  contractor.     The  distribution  of  the  material   along 
the  line  was  facilitated  by  the  use  of  these  four  storage  yards. 

Track  and   Roadway. 

The  railway  is  built  on  private  right  of  way  throughout 
except  at  the  two  terminal  cities.  The  width  of  the  right 
of  way  varies  from  40  t.:  as  the  cuts  and  fills  required. 

'I  he  average  width  is  about  50  feet.     The  line  is  laid  21 
outside  tin-  right  of  way  lino  of  the  Wabash   Railroad,  thus 
allowing  for  any  future  necessity  for  double-tracking. 

roadbed   is  constructed    16   feet    wide  oil    fills   and   22 

Wide  in  cuts,  with  a  shrinkage  allowance  on  all  fills  over 

et.    The  i  on  fills  Hid  one-half  to  one 

while  those   in   the  cuts  are  one  to  one.     The  d  !it.  is 

::i    feet    and    the   highest   fill    i      about    10    feet,   both   of   tl 

being  just   outside  of  the  citj    of  Lafayette. 

Contracts  for  the  grading  were  let  in  four  p  .bout 

nine    miles    each,    and    payment    was    made    onlj     as    one-way 
work,    with    a    special    allowance    for   overhi  'he    work 


Lafayette     <&.      Logansport     Traction      Company — Section      Through 
Standard   Cuts   and    Embankments. 

timber  cut  on  the  right  of  way.     In  this  manner  a  considerable 
savin  complished,  as  no  materials  were  wasted.   When 

the  gravel  was  of  such  quality  that  it  was  unfit  for  ballasting 
it   was  used  to  make  these  fills. 

The  rails  are  70-pound  A.  S.  <\  I-;.,  purchased  from  the 
Pennsylvania  Steel  Company.  A  4-hole  continuous  joint  is 
used   throughout   and  these   were   full  time  the 

track  was  laid,  as  brazed  bonds  were  to  be  used      All  sidings 
tub  ends  ami  are  spaced  about  three  miles  apart,  being 
i  ed  with  upright  switch  stands  and  electric  signal  li. 
The  all    first-class    southern    white   oak.    shipped 

Standard  Tie  Companj  from  Joppa,  111.  In  laying  the 
rails,  which  was  di  nc  as  force  account  work,  the  best  results 
wen-  obtained  b;  distributing  with  teams  only  half  the  num- 
ber o  eeded.  The  rail.--  wire  placed  upon  these 
and  tie-  remaining  ties  were  hauled  out  b>  the  work  train. 
lip.  rail  •  Ij    of  a  h"  and  a  nui 

irdinary   flat    cars,   two  of  which   were  equipped   with   a 

the   rails 


590 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  18. 


lowered.     With  this  simple  equipment,  however,  and  a  force 
of  40  men  an  average  of  6,000  feet  of  track  a  day  was  laid. 

Bridges  and   Culverts. 

All  bridge  work  was  let  by  contract,  the  Lafayette  Engi- 
neering Company  obtaining  all  the  steel  work,  while  the 
concrete  substructures  were  let  to  local  contractors  along  the 
line.  The  bridges  were  all  designed  for  a  loading  of  a  stand- 
ard 100-ton  electric  locomotive.  Of  the  steel  bridges  there 
were  five  of  importance.  The  first  of  these  was  that  required 
by  the  north  branch  of  the  Wabash  river,  where  two  144-foot 
through  trusses  were  used.  The  south  branch  of  the  Wabash 
river  required  two  100-foot  trusses,  and  one  48  and  one  58  foot 
through  girder.  Rock  creek  at  Rockfield  required  a  394-foot 
deck  girder  viaduct  with  a  height  of  40  feet  above  the  water 
level.  Two  75-foot  through  girder  spans  were  used  across 
Deer  creek  at  Delphi  at  the  point  where  the  Wabash  Railroad 
uses  a  200-foot  deck  truss.  Wildcat  creek,  at  Lafayette,  re- 
quired three  100-foot  deck  trusses,  with  pile  trestle  approaches 
500  and  600  feet  long,  respectively. 

In   the   substructures   crushed   stone   concrete   was    used 


the  pin  for  the  high  tension  line.  Reinforcement  for  the  poles 
consisted  of  eight  %-inch  twisted  bars  running  the  entire 
length  of  the  pole.  The  increased  cost  of  these  poles  was 
not  excessive  and  if  no  unexpected  accidents  occur  to  increase 
the  cost  of  maintenance  they  will  easily  demonstrate  their 
superiority  over  the  cypress  poles.  The  overhead  work  was 
all  constructed  by  the  company  as  force  account  work.  The 
overhead  material  was  furnished  by  the  Ohio  Brass  Company 
of  Mansfield,  O. 

Stations  and  Buildings. 

There  are  three  substations  between  the  terminal  points, 
one  at  Burrows,  one  at  Delphi,  and  one  at  Buck  Creek,  divid- 
ing the  line  into  about  four  equal  stretches  of  nine  miles  each. 
These  substations  were  constructed  after  the  pattern  of  the 
standard  combined  substation  and  waiting  room  of  the  com- 
pany. They  are  42  by  44  feet  and  are  constructed  mainly  of 
brick  and  concrete.  Concrete  is  used  for  floors,  pits  and  roof. 
The  substation  proper  is  absolutely  fireproof  and  is  cut  off 
from  the  rest  of  the  building  by  a  12-inch  brick  wall  and  a 
good  substantial   fire  door.     The  man   in  charge  of  the  sub- 


Lafayette   &    Logansport   Traction    Company — Standard    Shelter 
Station. 

except  in  the  Rock  Creek  viaduct,  where  suitable  gravel  was 
obtained  at  the  site  of  the  structure.  In  the  smaller  culverts 
preference  was  given  to  the  flat  rail  top  arch  form,  which 
was  found  to  be  the  most  economical  for  spans  up  to  12  feet. 
This  type  of  culvert  was  reinforced  with  old  low  T-rails,  of 
which  the  company  had  large  quantities  on  its  other  lines. 

Two  of  the  three  subways  were  constructed  of  concrete 
and  one  of  sandstone  and  steel.  A  great  assistance  in 
the  subway  work  was  the  hearty  co-operation  which  came 
from  the  officials  of  both  the  Monon  and  the  Wabash  railroads. 
The  latter  road  constructed  both  of  its  subways  complete. 
In  all  three  of  the  subways  the  general  clearance  dimensions 
were  16  feet  from  the  top  of  the  rail  to  the  trolley  and  14 
feet  wide  in  the  clear. 

Overhead  Construction. 

The  overhead  construction  consisted  merely  of  the  ordi- 
nary type  of  trolley  bracket  supports  on  alternating  33  and 
45  foot  poles.  These  poles  were  placed  every  100  feet  and 
the  high  tension  line  was  carried  on  the  45-foot  pole,  giving 
it  a  200-foot  span.  This  high  tension  line  is  a  part  of  the  con- 
tinuous line  from  Ft.  Wayne  to  Lafayette,  and  is  constructed 
according  to  the  standard  6-foot  triangle  position  adopted  by 
the  company.  The  special  feature  of  the  overhead  work  was 
concrete  poles,  which  were  erected  for  a  mile  as  an  experiment 
in  the  use  of  concrete  for  this  purpose.  These  poles  were 
built  in  lengths  of  32  and  42  feet,  being  12  inches  square  on 
the  bottom  for  the  42-foot  pole  and  10  inches  for  the  32-foot 
pole,  and  tapering  to  a  6-inch  square  on  top.  Bolt  holes  were 
left  for  the  brackets,  cross-arms  and  steps,  and  a  galvanized 
iron  socket  was  placed  in  the  top  of  the  long  pole  to  carry 


Lafayette  &  Logansport  Traction  Company — Standard  Waiting  and 
Substation. 

station  also  takes  care  of  the  ticket  office  and  baggage  room. 
Each  substation  contains  one  300-kilowatt  rotary  of  the  G.  E. 
type,  and  three  100-kilowatt  transformers.  The  complete 
equipment  was  furnished  by  the  General  Electric  Company. 
The  high  tension  voltage  is  33,000,  while  that  of  the  trolley 
is  550. 

In  addition  to  these  larger  stations  provision  was  made 
in  the  way  of  smaller  waiting  rooms  to  be  placed  at  such 
road  crossings  as  the  expected  traffic  would  warrant. 
These  smaller  stations  were  all  built  after  the  plan  of  the 
Ft.  Wayne  &  Wabash  Valley  standard  shelter  shed.  They 
consist  of  a  substantial  frame  structure  inclosed  on  four  sides 
and  provided  with  two  screened  windows  and  a  door.  Con- 
crete or  wooden  floors  are  used  at  the  discretion  of  the  engi- 
neer and  benches  are  provided  for  the  accommodation  of 
passengers.  Another  convenient  feature  of  the  station  is  the 
sign  on  each  end  giving  the  name  of  the  stop  and  the  mileage 
distance  from  the  terminal  point.  About  20  of  these  build- 
ings were  erected,  ranging  in  size  from  8  by  8  feet  to  12 
by  14  feet. 

The  operating  headquarters  of  the  new  line  will  be 
located  for  the  present'  at  Huntington,  Ind.,  on  the  old  line, 
although  it  is  probable  that  the  permanent  headquarters 
may  be  moved  nearer  the  center  of  the  division  at  some  later 
date.  The  Central  Union  telephone  system  of  dispatching 
will  be  used  as  on  the  other  lines  of  the  company,  and  will 
be  taken  care  of  by  the  company's  men.  The  rolling  stock 
will  be  a  part  of  the  new  equipment,  which  is  now  being  oper- 
ated on  the  old  line.  The  cars  are  of  the  new  type  of  com- 
bination baggage,  smoking  and  general  passenger  compart- 
ment cars    built  by  the  Cincinnati  Car  Company.    They  are 


May  4,  1907. 


ELECTRIC    RAILWAY    REVIEW 


591 


61  feet  in  length  over  all  and  are  equipped  with  four  75-horse- 
power  motors  and  a  Westinghouse  pneumatic  multiple  control. 
They  are  geared  up  to  65  miles  an  hour,  although  the  sched- 
ule to  be  operated  will  not  call  for  more  than  an  average 
of  35  miles  an  hour. 

The  construction  work  was  all  supervised  from  the  chief 
engineer's  office  located  at  Ft.  Wayne,  the  work  being  directly 
in  charge  of  H.  L.  Weber,  chief  engineer,  under  the  direction 
of  C.  D.  Emmons,  general  manager. 


CUT   RATES   BY  STEAM    ROAD  COMPETING   WITH    ELEC- 
TRIC RAILWAY  HELD  DISCRIMINATION. 


The  Ohio  railroad  commission  has  rendered  a  decision 
holding  that  the  Hocking  Valley  Railway  Company  has  prac- 
ticed unjust  and  unreasonable  discrimination  against  certain 
localities  on  its  line  because  of  the  fact  that  the  company 
reduced  rates  between  some  points  in  order  to  meet  the 
competition  of  the  Scioto  Valley  Traction  Company. 

The  case  was  brought  before  the  commission  by  Aaron 
B.  Price  of  Athens,  O.,  who  represented  that  the  Hocking 
Valley  Railway  charged  $1.55  for  a  ticket  from  Athens  to 
Columbus,  a  distance  of  76.3  miles,  or,  for  a  round  trip,  $3.10. 
The  Hocking  Valley  sells  "twin"  tickets  good  for  a  round 
trip  between  Co'umbus  and  Logan,  a  round-trip  distance  of 
99.2  miles,  for  $1.60,  or  from  Lancaster  to  Columbus,  a  round- 
trip  distance  of  63  miles,  for  75  cents.  One  of  these  "twin" 
tickets  will  pay  the  fare  of  two  passengers  on  the  same  train 
from  one  point  to  the  other.  The  complainant  charged  that 
in  making  this  arrangement  the  Hocking  Valley  Railway  was 
showing  undue  and  unreasonable  preference  to  Lancaster  and 
Logan,  and  was  subjecting  Athens  and  the  immediate  locality 
surrounding  it  to  undue  and  unreasonable  prejudice  and  dis- 
advantage and  was  thereby  violating  the  laws  of  the  state 
of  Ohio. 

In  its  answer  to  this  petition  the  Hocking  Valley  Railway 
stated  that  on  or  before  May  13,  1905,  to  meet  electric  inter- 
urban  and  suburban  competition  between  Marion  and  Lan- 
caster and  to  preserve  its  local  passenger  business  between 
those  points,  it  made  a  schedule  of  commutation  rates  be- 
tween Columbus  and  Marion  and  Columbus  and  Logan,  and 
to  encourage  suburban  residence  and  travel,  it  reduced  its 
rates  for  a  radius  of  50  miles  north  and  south  of  Columbus, 
and  to  meet  the  business,  which  had  thus  become  highly 
competitive,  put  on  additional  trains.  When  the  Scioto  Val- 
ley Traction  Company's  line  was  opened  it  established  a 
passenger  rate  of  approximately  two  cents  per  mile  when 
the  maximum  legal  rate  of  passenger  fare  was  three  cents 
per  mile,  which  rate  the  Hocking  Valley  Railway  had  been 
charging  on  this  division.  Soon  after  the  opening  of  the 
Scioto  Valley  line  the  Hocking  Valley  reduced  its  fare  be- 
tween Columbus  and  Lancaster  to  two  cents  a  mile  and  sub- 
sequently cut  this  rate  below  that  established  by  the  electric 
line,  making  it,  as  at  the  present  time,  1.2  cents  per  mile 
between  these  points,  while  the  rate  on  the  electric  line  has 
remained  practically  unchanged,  being  now  the  maximum 
legal  rate.  Subsequent  to  the  change  in  the  Lancaster  rate 
the  Hocking  Valley  road  also  reduced  the  rate  of  fare  be- 
tween Logan  and  Columbus  and  return  to  approximately  1.6 
cents  per  mile.  The  Hocking  Valley  contended  that  it  had 
the  right  to  reduce  its  fares  to  meet  competition.  In  its 
decision  the  commission  states: 

It  is  just  as  essential  that  citizens  living  in  one  locality 
along  the  line  of  the  defendant's  railroad  should  be  given 
the  same  proportionate  rate  in  passenger  fare  to  and  from 
that  particular  point,  as  it  is  that  shippers,  at  that  particular 
point,  should  be  given  the  same  proportionate  freight  rate  by 
the  defendant  company.  In  fact,  it  is  more  essential  that 
passenger  rates  to  and  from  different  points  along  the  line  of 
any  railroad  company  should  be  uniform,  for  a  uniformity  in 
passenger  rates,  or  a  discrimination  against  a  locality,  or  the 
citizens  of  a  locality,  in  passenger  rates,  affects  more  people 
than  a  discrimination  in  freight  rates  to  and  from  the  same 
point. 

The  policy  of  the  law  Is,  as  it  should  be,  that  a  carrier 
serving,   as   It  Is   compelled   to   serve,   the   people   and   that 


portion  of  the  state  through  which  the  line  of  railroad  runs, 
shall  give  proportionately  equal  facilities,  fares  and  service, 
and  when  the  fares  and  services  are  out  of  proportion,  then 
one  locality  is  being  discriminated  against  and  the  other  is 
receiving  an  undue  preference,  which  the  law,  if  it  is  intended 
to  be  effectual  and  enforced  as  intended,  certainly  does  in- 
hibit. It  is  the  policy  of  the  law,  especially  at  the  present 
time,  that  common  carriers  shall  not  create  any  inequalities, 
nor  seek  to  make  equal,  persons  and  communities  not  simi- 
larly situated.  Wherever  conditions  are  similar,  it  is  the 
policy  of  the  law  that  rates  and  fares  shall  be  similar. 

What  the  act  creating  this  commission  seeks  to  do  is  to 
give  each  individual  and  each  locality  a  "square  deal,"  and 
not  to  permit  the  carrier,  obligated  alike  to  the  several  locali- 
ties along  its  line,  an  opportunity  to  build  up  one  at  the 
expense  of  another,  to  give  one  a  service  and  deny  another 
the  same  service,  or  to  give  one  an  undue  preference  "in 
any  respect  whatsoever,"  over  a  locality  or  a  person,  firm 
or  corporation  along  the  line  of  its  rqad. 

The  Scioto  Valley  Traction  Company  is  a  competitor  of 
the  defendant  only  in  one  branch  of  defendant's  business,  viz., 
the  carrying  of  passengers.  It  is  true  the  traction  company 
does  a  light  freight,  or  express  business,  but  only  in  a  com- 
paratively small  way,  and  does  not  compete  with  the  defend- 
ant in  its  heavier  and  more  important  freight  transportation; 
the  traction  company  depending  entirely  upon  its  passenger 
receipts.  The  contrary  is  the  case  with  respect  to  the  de- 
fendant railway,  its  principal  receipts  and  dependence  being 
the  revenue  from  the  freight  traffic.  Thus  while  the  traction 
line  must  have  its  passenger  receipts  to  live  upon,  the  steam 
line  does  not  depend  upon  its  passenger  receipts  to  the  same 
degree,  but  having  two  sources  of  revenue — freight  and  pas- 
senger— may  sacrifice  a  portion  of  the  lesser,  if  need  be,  with- 
out any  appreciable  diminution  in  its  revenue  in  order  to 
destroy  its  strictly  passenger  competitor. 

Again,  the  traction  company  has  but  a  limited  line  of 
road,  one  division  extending  from  Chillicothe  to  Obetz  Junc- 
tion, where  it  is  joined  by  the  Lancaster  division,  passing  on 
to  Columbus,  making  in  all  but  70  miles.  The  defendant,  on 
'the  other  hand,  has  a  mileage,  including  branch  lines,  of  347 
miles,  traversing  Ohio  from  Pomeroy  to  Toledo,  via  Co- 
lumbus. 

The  steam  road,  therefore,  being  the  much  larger  system, 
with  valuable  connections,  might,  if  permitted,  sacrifice  its 
passenger  business  between  the  competing  points  in  order  to 
wreck  and  destroy  its  competitor  and  render  its  property 
valueless  while  it  makes  up  the  loss  elsewhere  on  its  line. 
To  permit  such  practice  is  contrary  to  public  policy.  The 
public  concern  is  paramount.  Public  interest  is  injured  by 
the  destruction  of  proper  competition  in  carriers,  not  to  take 
into  account  the  loss  and  injury  which  stockholders  and 
investors  in  securities  may  suffer  by  reason  of  a  policy  which 
would  permit  the  stronger  corporation  to  use  its  facilities 
and  franchises  in  wiping  out  its  competitor.  It  is  not  the 
purpose  of  the  law  to  require  the  state  to  act  in  a  paternal 
manner  toward  its  creatures,  but  it  should  be  the  policy  of  the 
state  to  prevent  the  destruction  of  one  public  service  concern, 
which  exercises  a  part  of  the  sovereign  power,  at  the  hands 
of  another  and  stronger  competitor. 

Competition  is  a  natural  right  but  when  exercised  by  a 
corporation  enjoying  a  part  of  the  sovereign  power,  limits 
must  be  set  to  this  right  that  no  ultimate  injury  be  done  to 
the  public.  Healthful  and  proper  competition  is  not  denied. 
Such  competition,  however,  must  not  disregard  the  rights  of 
those  whom  it  would  serve;  nor  can  it  be  permitted  to  destroy 
a  competitor  in  whom  the  public  has  a  vital  interest.  Service 
is  the  end  desired,  and  when  competition  in  rates  and  fares 
has  reached  the  degree  which  prudence  indicates  is  the 
proper  limit  in  a  compensatory  sense,  improved  service  and 
facilities  are  the  means  with  which  to  court  patronage.  The 
public  does  not  want  destructive  competition.  It  does,  how- 
ever, demand  service. 

The  commission  therefore  orders  that  the  Hocking  Valley 

road  cease  from  the  "unjust  and  unreasonable  discrimination," 
which  is  "found  to  exist." 


The  Des  Moines  (la.)  City  Railway  Company  obtained 
gratifying  results  last  year  by  setting  aside  certain  days  dur- 
ing the  park  season  at  Ingersoll  park  as  bargain  days.  No 
admission  fee  to  the  park  is  charged,  but  seats  in  the  pavilion 
are  sold  for  10,  15  and  25  cents.  On  certain  days  during  the 
park  season  last  year  it  was  advertised  that  $25  would  be  dis- 
tributed among  the  patrons  of  the  park.  This  money  was 
divided  into  eight  packages,  one  containing  a  $10  bill,  two 
containing  $5  bills  and  five  containing  $1  bills.  With  every 
admission  ticket  sold  was  given  a  ticket  which  gave  the 
holder  a.  chance  of  winning  a  part  of  the  prize  money.  The 
scheme  proved  very  successful  and  attracted  a  large  number 
of  people  who  otherwise  would  not  have  patronized  the 
attractions. 


592 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No,  is. 


FREIGHT    HANDLED    BY    THE    TOLEDO    &    WESTERN 
RAILROAD. 

Figures  showing  the  tons  of  freight  delivered  to  connect 
tag  roads  by  the  Toledo  &  Western  Railroad  Company,  the 
tons  received  from  connecting  lines  anil  the  tons  of  local 
freight  carried  in  the  years  1905  and  1906  have  been  received 
through  the  courtesy  of  C.  F.  Franklin,  president  of  the 
eoni  pan.','. 

On  account  of  car  shortage  the  amount  of  freight  de- 
livered to  connections  in  1906  was  smaller  than  in  1905.  The 
principal  commodities  interchanged,  the  carrying  of  which 
originated  on  the  Toledo  &  Western  road,  are  as  follows: 
drain,  hay,  sugar,  live  stock,  stone,  logs,  slaves,  heading,  paper 
and  merchandise.  The  principal  commodities  delivered  to 
the  Toledo  &  Western  road  by  connecting  lines  were:  Flour, 
sugar  beets,  live  stock,  coal,  stone,  sand,  lumber,  machinery, 
tile,  cement,  plaster  and  merchandise.  The  figures  are  as 
follows: 

1906.  1905 

Total   freight    revenue    $87,296.28  $86,008.23 

Total  number  of  carloads 4.77::  -1.47s 

Tons.  'I',  his. 

Local   freight    29,120  10,919 

Freight  delivered  to  connecting  lines 17,087  30,336 

Total     freight     originating    on     Toledo     & 

Western    46,207  71,2jB 

Freight  received  from  connecting  lines 89,830  66,706 

Total    freight    handled 136,037  137,960 


bailiff  Hi  the  municipal  court,  Chicago,  said:  "It  must  be  a 
gr  at  satisfaction  to  know  that  the  traction  question  has 
now  been  entirely  taken  out  of  polities.  I  am  convinced  that 
if  municipal  ownership  is  ever  to  be  realized  in  your  city 
and  the  i ■  I h !  r  cities  of  the  United  States  the  step  which 
you  have  taken  is  the  right  one  to  bring  about  that  result." 


H.  B.  FLEMING  ON  BOARD  OF  SUPERVISING  ENGINEERS, 
CHICAGO. 


Harvey  B.  Fleming,  chief  engineer  of  the  Chicago  City 
Railway  Company,  has  been  appointed  a  member  of  the  board 
of  supervising  engineers  created  by  the  new  Chicago  ordi- 
nances. Under  the  ordinances  Bion  J.  Arnold  becomes  chair- 
man and  the  city  of  Chicago  selects  a  member  of  the  board. 
The  Chicago  Union  Traction  Company  will  also  probably  be 
represented  in  the  organization  of  the  board.  Mr.  Fleming 
has  been  with  the  Chicago  City  Railway  Company  since  1900. 

Plans  for  Subways  in  Chicago. 

A  conference  which  was  attended  by  Thomas  E.  Mitten, 
president,  and  John  P.  Wilson,  counsel  of  the  Chicago  City 
Railway  Company,  Bion  Arnold,  Walter  L.  Fisher,  special 
traction  counsel  for  the  city,  and  representatives  of  the  Com- 
mercial Club,  was  held  in  Chicago  on  May  1.  Plans  for 
relieving  congestion  on  the  downtown  streets  and  for  beauti- 
fying the  city  were  discussed. 

Mr.  Arnold  explained  the  plan  of  double-deck  subways 
which  he  has  developed  for  the  central  district.  He  said 
that  it  was  his  intention  to  urge  upon  the  city  and  the  com- 
panies the  immediate  construction  of  the  smaller  subway 
system  contemplated  by.  the  settlement  ordinances.  This  will 
consist  of  two  east  and  west  and  two  north  and  south  tunnels 
in  the  loop  district,  and  will  be  so  constructed  as  to  be  incor- 
porated in  the  larger  plan  at  a  later  date.  The  smaller  sys- 
tem   will   cost   $5,000,000. 

It  was  stated  after  the  meeting  thai  both  Mr.  Arnold  and 
Mr.  Mitten  said  that  a  comprehensive  system  of  subways 
would  Ik  a  necessity  in  Chicago  within  ihe  next  in.  certainly 
within  20,  years.  They  declared  that  construction  plans  are 
being  made  with  the  view  eventually  of  running  cars  under- 
ground   throughout    the    business    district. 

A  committee  of  stockholders  of  the  Chicago  West  Divi- 
sion Railway  Company,  an  underlying  company,  has  issued 
a  call  for  deposit  of  the  stock  with  the  Chicago  Title  &  Trust 
Company,  as  pari  of  the  reorganization  of  the  Chicago  Union 
Traction    Company. 

New  offices  have  been  opened  for  the  Chicago  Union 
Traction  Company  in  the  Borland  block,  in  the  downtown 
district. 

James  Dalrymple,  manager  of  the  corporation  tramways 
of   Glasgow.    Scotland,    in    a    letter    to    Thomas    Hunter,    chief 


HEARINGS   BEFORE    INDIANA  TAX   COMMISSIONERS. 


The  hearings  before  ihe  Indiana  state  board  of  tax  com- 
missioners for  representatives  of  traction  companies  who  wish 
to  present  arguments  in  regard  to  their  tax  assessments,  which 
were  begun  at  Indianapolis  on  April  22,  were  concluded  on 
April  25.  An  abstract  of  some  of  the  testimony  was  presented 
in  the  Electric  Railway  Review  of  April  27,  1906,  page  561, 
and  we  present  herewith  extracts  from  some  of  the  statements 
made  on  April  25. 

Arthur  W.  Brady,  president  Indiana  Union  Traction 
Company,  said  that  the  equipment  now  used  by  his  com- 
pany and  other  lines  in  the  state  which  use  the  direct-current 
system  is  depreciating  rapidly  since  the  advent  of  the  more 
modern  electrical  machinery,  such  as  that  used  in  the  single- 
phase  alternating  current  and  similar  systems.  At  the  same 
time,  he  said,  the  prices  on  the  new  equipment  are  so  high 
thai  it  is  a  serious  question  with  the  roads  to  get  sufficient 
capital  to  install  the  more  modern  machinery  so  as  to  compete 
properly  with  the  other  electric  roads  and  the  steam  roads. 
While  ne  admitted  that  the  gross  earnings  of  his  company 
were  greater  in  1906  than  in  1905,  he  said  that  the  surplus  for 
that  year  was  much  less,  due  to  the  expense  of  taking  over 
additional  lines,  taxation  and  other  causes.  He  said  that  his 
company  is  having  difficulty  in  raising  funds  for  improving 
its  lines,  and  he  believed  that  the  interurban  companies  will 
soon  find  it  necessary  to  set  aside  special  renewal  funds  in 
order  to  obtain  capital  with  which  to  renew  their  equipment. 
He  said  that  the  city  line  in  Alexandria  and  the  line  between 
Jonesboro  and  Gas  City  were  operating  at  a  loss,  and  that 
practically  all  of  the  company's  earnings  in  1906  were  turned 
back  into  the  property.  The  stockholders,  he  said,  have  taken 
out  practically  nothing.  The  Indiana  Union  Traction  Com- 
pany was  assessed  last  year  at  $9,600  per  mile.  He  said  the 
company  had  339  cars  of  all  kinds.  These  he  valued  at 
$312,285  in  1906  and  $2S5,310  this  year.  He  said  it  cost  about 
$105,000  a  year  to  maintain  these  cars  and  their  equipment. 
The  gross  earnings  of  the  company  during  the  last  year  were 
$1,940,000,  and  out  of  this  there  was  created  a  surplus  of 
$115,000.  He  asked  that  the  assessment  of  the  road  be  not 
raised. 

George  F.  McCulloch.  president  Muncie  &  Portland  Trac- 
tion Company,  Muncie,  said  it  is  the  intention  of  the  company 
to  extend  the  road  from  Portland  to  Celina,  O..  and  make  it 
a  part  of  a  through  line  from  Indianapolis  to  Toledo,  Cleve- 
land and  Detroit,  but  the  high  price  of  material  made  it 
inadvisable  to  build  the  extension  this  year.  Poles  that  cost 
$7.s:>  each  last  year  are  now  worth  $9.40;  ties  that  were  56 
cents  each  are  now  75  cents.  Copper  wire  for  the  line  would 
have  cost  $30,000  more  this  year  than  last.  Common  labor 
would  cost  $2.00  a  day  this  year.  Last  year  it  cost  from 
$1.25  to  $1.75.  He  asked  that  the  company  be  assessed  at  a 
minimum  figure,  because  the  heavy  cost  of  coal,  due  espe- 
cially to  the  heavy  tariff  fixed  by  the  railroads,  will  make  it 
doubtful  whether  the  Muncie  &  Portland  line  will  pay  the 
interest  on  its  bonds  during  the  first  year. 

In  speaking  of  the  Indiana  Union  Traction  Company, 
which  he  also  represented,  he  said  he  believed  the  road  was 
assessed  too  high.  Last  year  the  board  placed  the  assess- 
ment at  $9,600  a  mile  for  the  entire  335  miles  of  track.  This 
includes  all  the  lines,  interurban  and  local.  He  said  the  rate 
was  all  right  for  the  Indianapolis-Muncie  and  the  Indiana- 
polis-Kokomo  lines,  but  was  too  high  on  the  others. 

"The  interurban  business,"  he  said,  "has  grown  beyond 
expectations.  We  didn't  expect  to  have  stations,  to  sell  tickets 
or  to  have  freight  houses.  But  competition  with  the  steam 
lines  brought  them  and  the  business  has  grown  and  will 
continue  to  grow.  In  fact,  1  don't  think  we  are  yet  in  the 
beginning  of  it.  The  interurban  people  of  today  are  living 
on  hope.  Improvements  and  changes  in  the  equipment  of 
interurbans  are  coming  so  rapidly  that  a  road  can  scarcely 
keep  abreast  of  the  times.  Under  such  circumstances  a  road 
soon  becomes  antiquated  and  must  be  rebuilt  and  re-equipped, 
and  all  this  costs  enormous  sums  of  money.  This  constant 
change  and  improvement  represents  the  water  in  the  stocks 
of  ihe  interurban  companies.  People  may  talk  all  they  please 
about  the  water  in  the  stock  of  the  Indiana  Union  Traction 
Company,  bul  without  this  water  the  road  could  not  have  lived 
and  been  developed. 

"When   it,  comes   to   fixing  the  assessment  of  interurban 


May  4,  1907. 


ELECTRIC    RAILWAY    REVIEW 


593 


railroads  this  board  should  bear  in  mind  that  very  few  roads 
earn  $S,000  a  mile  a  year.  This  represents  the  'excellent 
figure'  in  earnings:  $6,000  is  fine,  $5,000  is  good,  $4,000  is 
fair.  $3,000  permits  existence,  and  $2,500  or  less  means  a 
receivership." 

W.  G.  Irwin,  president  Indianapolis  Columbus  &  Southern 
Traction  Company,  Columbus,  said  that  his  company  is  satis- 
fled  with  its  last  year's  assessment  of  $9,000  per  mile,  and 
asked  that  it  be  not  increased.  He  said:  "Our  company  will 
be  running  cars  into  Seymour  within  three  months.  Good 
progress  is  being  made  with  the  extension  north  from  Louis- 
ville to  Scottsburg,  and  it  will  be  readl  for  operation  by  the 
first  of  June.  North  of  Scottsburg  the  workmen  are  com- 
pelled to  use  dredge  boats  in  building  10  miles  of  line  through 
the  swamps.  However,  we  expect  to  be  running  cars  through 
from  Indianapolis  to  Louisville  by  the  end  of  the  year." 


PLAN    FOR    NEW    PHILADELPHIA    FRANCHISE. 


The  Retail  Merchants'  Association  of  Philadelphia  pre- 
sented to  Mayor  Reyburn  on  April  26  the  plan  for  settlement 
of  the  traction  situation.  The  important  features  of  the 
plan  are: 

A  contract  for  50  years  is  to  be  entered  into  between 
the  city  of  Philadelphia  and  the  Philadelphia  Rapid  Transit 
Company,  at  the  end  of  which  the  city  may  possess  itself  of 
the  leases,  franchises  and  property  of  the  company  without 
cost.  During  the  50  years  the  company  is  to  maintain  a  sink- 
ing fund  which  shall  extinguish  its  $30,000,000  of  capital. 
The  mayor,  the  president  of  the  Rapid  Transit  company  and 
the  president  of  the  board  of  city  trusts  are  to  compose  the 
sinking  fund  commission. 

The  mayor,  the  president  of  the  board  of  education  and 
the  president  of  the  board  of  city  trusts  are  to  compose  the 
rectors  of  the  company  with  the  right  to  vote,  but  they  incur 
no  liabilities  for  themselves  or  the  city.  The  city  and  the 
company  are  to  share  equally  the  net  profits  after  a  6  per 
cent  dividend  is  paid  on  the  stock. 

A  fixed  sum  is  to  be  paid  yearly  to  the  city  for  car 
licenses,  snow  removal,  street  paving,  taxes  and  the  like, 
which  shall  be  equal  to  the  present  cost  of  these  items.  This 
sum  is  to  be  fixed  by  the  city  every  year. 

Xo  contracts  are  to  be  made  by  the  company  extending 
beyond  50  years,  and  in  this  period  the  company  shall  have 
the  right  to  build  elevated  and  subway  lines  as  they  may  be 
needed,  issuing  securities  for  no  greater  amount  of  money 
than  is  actually  needed.  The  city  is  also  to  join  with  the 
company  to  have  the  present  route  of  the  Prankford  elevated 
line  changed  so  as  to  make  its  construction  possible. 

The  ordinance  of  1857  giving  the  city  the  right  to  take 
existing  railway  lines  at  their  appraised  value,  and  the  ordi- 
nance requiring  the  company  to  put  wires  under  ground 
when  directed  to  do  so  by  the  authorities,  are  to  be  repealed. 

The  company  is  to  call  the  remaining  $9,000,000  still 
assessable  on  its  stock,  and  the  money  is  to  be  used  in  im- 
proving the  service. 

During  the  term  of  the  contract  the  city  comptroller  or 
experts  in  the  employ  of  the  city  shall  have  the  right  to  audit 
the  company's  accounts. 


MEETING  OF  STANDARDIZATION  COMMITTEE,  CENTRAL 
ELECTRIC   RAILWAY  ASSOCIATION. 


The  standardization  committee  of  the  Central  Electric 
Railway  Association  held  meetings  on  April  25,  26  and  27  at 
the  offices  of  the  association  in  Indianapolis.  The  matter  of 
standardization  of  equipment  for  electric  railway  cars  and 
other  equipment  was  carefully  considered  and  certain  recom- 
mendations were  agreed  upon. 

The  committee  selected  the  following  subjects  to  be  con- 
sidered by  subcommittees,  members  of  which  will  be  appointed 
by  the  chairman  of  each  subcommittee. 

1.  Standard  height  of  drawbars  for  interurban  and  city 
cars;  also  standard  form  of  coupler  for  interurban  and  city 
cars.     R.    C.    Taylor,    superintendent    motive    power    Indiana 

in  Traction  Company.  Anderson.  Ind.,  chairman. 

2.  Standard  form  of  trolley  base;  standard  length  of  irol 
ley  poles;  standard  form  of  trolley  harp  and  wheel.  M.  Baxter, 
elctrical  engineer  and  master  mechanic  Western  Ohio  Rail- 
way Company,  Wapakoneta,  O.,  chairman. 

Standard  classification  lights  and  signals  and  location 
of  same  on  car.  W.  A.  Gibbs,  general  miinager  eastern  divi- 
sion, Indlat  tins  &  Kastern  Traction  Newark. 
O.,  chairman. 

4.     Standard   foundation     brake  gear,    brake    jaws,    pins 


levers  and  brake  rods.  Fred  Heckler,  superintendent  motive 
power  and  cars  Lake  Shore  Electric  Railway,  Fremont,  O., 
chairman. 

5.  Car  painting.  Fred  Heckler,  superintendent  motive 
power  and  cars  Lake  Shore  Electric  Railway,  Fremont,  O., 
chairman. 

6.  Standardization  of  electric  equipment.  Motors  recom- 
mended for  ton-mile  speed  car:  detail  dimensions  of  electric 
equipment  and  supplies  which  enter  into  the  maintenance  of 
electric  car  service  supplies.  R.  C.  Taylor,  superintendent 
motive  power  Indianapolis  Union  Traction  Company,  Ander- 
son, Ind.,  chairman. 

A  report  was  formulated,  to  be  presented  at  the  meeting 
of  the  Central  Electric  Railway  Association,  which  will  be 
held  at  Indianapolis  on  May  23,  on  the  following  subjects: 
Brakeshoes,  axles,  journals  and  journal  boxes,  tread  and  flange 
of  wheels,  rails  for  street  and  interurban  railways. 


CLEVELAND    TRACTION    SITUATION. 


Following  the  introduction  in  the  city  council  on  April 
25  of  an  ordinance  granting  a  franchise  on  Central  avenue 
and  Quincy  streets,  on  which  the  Cleveland  Electric  Railway 
had  ceased  operation  on  April  23,  to  the  Low  Fare  Railway, 
the  controversy  between  the  Cleveland  Electric  Railwav  and 
the  3-cent  fare  companies  took  the  form  of  a  vigorous  contest 
for  the  consents  of  the  property  owners  on  those  streets. 
Both  companies  sent  solicitors  among  the  property  owners, 
the  Cleveland  Electric  Railway  offering  $4  per  front  foot  for 
consents  to  a  renewal  of  its  franchise  or  revocations  of  previ- 
ous consents  to  the  Forest  City  Railway.  The  Forest  City 
company,  although  it  already  claimed  to  have  sufficient  con- 
sents, also  made  strenuous  efforts  to  secure  additional 
consents,  offering  $3.00  per  foot.  It  was  claimed  that  city 
employes  were  used  as  solicitors  for  the  Forest  City  consents. 
At  the  council  meeting  on  Friday  night  the  Cleveland  Electric 
Railway  filed  several  hundred  consents  and  revocations  with 
the  city  clerk,  claiming  to  have  enough  to  make  inoperative 
any  grant  to  the  Low  Fare  Railway. 

The  Low-Fare  franchise  was  passed  at  a  special  meeting 
of  the  council  on  Saturday  morning  by  a  vote  of  21  to  9, 
having  been  railroaded  through  its  first  and  second  readings 
on  Wednesday  and  Friday  nights.  An  amendment  requiring 
a  bond  to  insure  the  construction  of  the  lines  was  defeated. 
The  Cleveland  Electric  Railway  immediately  secured  a  permit 
to  remove  its  tracks  without  restrictions. 

At  the  meeting  on  Monday  night  a  resolution  requesting 
the  Cleveland  Electric  Railway  to  resume  service  on  its 
abandoned  lines  was  defeated  and  a  resolution  was  passed 
authorizing  the  Low  Fare  Railway  to  begin  laying  tracks 
under  a  temporary  permit  to  be  issued  by  the  board  of  public 
service,  as  soon  as  the  Cleveland  Electric  Railway  should 
remove  its  tracks.  Councilman  Felton  introduced  an  ordi- 
nance granting  the  Cleveland  Electric  a  franchise  over  the 
Central-Quincy  route  on  the  basis  of  seven  tickets  for  a 
quarter.  Several  ordinances  granting  extensions  to  the  Low 
Fare  Railway  were  also  introduced. 

At  Tuesday  night's  meeting  Mr.  Felton  and  the  repub- 
lican councilmen  attempted  to  pass  the  Cleveland  Electric 
ordinance.  Mr.  Felton  declared  that  the  residents  of  Central 
avenue  and  Quincy  street,  whom  he  represented,  objected  to 
being  made  martyrs  to  the  3-cent  fare  cause.  The  ordinance 
was  maae  sport  of  by  the  administration  party  and  after  be- 
ing loaded  down  with  amendments  which  would  make  it 
impossible  of  acceptance,  it  was  tabled. 

The  Cleveland  Electric  Railway  on  Tuesday  morning, 
April  30,  began  the  work  of  removing  its  tracks  in  Central 
avenue  and  Quincy  street.  The  work  of  tearing  out  the 
special  work  of  the  crossing  at  Central  avenue  and  East 
Fifty-fifth  street  was  stopped  by  the  police,  but  was  allowed 
to  be  resumed  after  midnight. 

The  Low  Fare  company  on  Tuesday  secured  from  the 
board  of  public  service  a  permit  to  lay  tracks  in  place  of 
(liose  removed  by  the  old  company. 

The  hearings  on  the  several  temporary  injunction  suits 
brought  by  the  Cleveland  Electric  against  the  low-fare  com- 
panies were  taken  up  before  Judge  Chapman  on  Tuesday  and 
resumed  on  Wednesday.  Judge  Phillips  had  made  several 
efforts  to  induce  the  companies  to  determine  upon  a  suit 
which  would  finally  settle  the  principal  points  of  difference, 
as  the  public  interest  was  being  interfered  with  by  the  con- 
tinual  state  of  unrest,  but  the  attorneys  could  not  reach  an 
agreement. 

The  Low  Fare  company  on  Wednesday  began  laying 
racks   in  Central  avenue,  where  the  Cleveland  Electric  had 

n  red  Iti    rails  the  day  before,  and  was  Immediately  notified 

bj    the    attorneys   of   the   latter   company   that   an    in 
would  be  applied  for  to  stop  the  wor] 


594 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  18. 


PIPING    AND    POWER    STATION    SYSTEMS— XXXVIII. 


BY  \v.   i..   Minnas,   m. 


A  strong  and  inexpensive  method  of  constructing  the 
floor  over  the  hot  well  is  to  embed  rods  in  cement,  thus 
making  a  reinforced  concrete  cover  over  the  hot  well.  The 
condenser  is  carried  on  the  I-beams  as  shown,  this  construc- 
tion being  necessary  to  permit  the  installation  of  the  condenser 
before  the  floor  is  put  down. 

As  previously  stated  the  dry  vacuum  pump  is  a  much 
more  efficient  device  for  removing  the  air  from  the  condenser 
than  the  wet  vacuum  pump  because  of  the  small  clearance 
spaces  which  are  permissible  at  the  cylinder  ends.  In  addi- 
tion to  this  they  have  mechanically  operated  suction  valves, 
usually  of  the  form  shown  in  Figure  273  (J  2-3)  .*  This  valve  is 
of  the  well-known  Trick  design,  having  a  "flash  port"  passing 
through  it.  The  object  of  this  port  is  to  reduce  the  pressure 
of  the  air  which  remains  in  the  clearance  space  immediately 
after  the  completion  of  the  compression  stroke  and  by  com- 
municating with  the  opposite  end  of  the  cylinder  increase  the 
pressure  on  the  other  side  of  the  piston  shown  at  b,  which 


Zy/z  P/ps 


mechanically  operated  to  avoid  the  resistance  offered  by  the 
poppet  valve.  The  area  of  this  type  of  valve  must  be  about 
6%  times  that  of  the  discharge  poppet  valves  to  avoid  throt- 
tling on  the  suction  stroke.  A  back  pressure  of  one  pdund  would 
hardly  be  noticed  in  the  discharge,  but  such  a  drop  through 
the  suction  valves  would  materially  reduce  the  capacity  of 
the  pump.  The  capacity  of  the  pump  would  be  reduced  fully 
one-half  and  would  necessitate  a  2-inch  higher  vacuum  in  the 
pump  than  in  the  condenser  to  overcome  the  resistance 
through  the  valves.  By  employing  mechanically  operated 
valves  the  area  of  the  ports  can  be  made  sufficiently  large  and 
tight  to  avoid  slippage,  which  would  occur  in  large  poppet 
valves  closing  slowly  when  lightly  loaded.  If  a  high  vacuum, 
say  28  inches,  is  desired,  it  is  necessary  to  use  a  dry  vacuum 
pump  or  at  least  a  pump  with  mechanically  operated  suction 
valves. 

A  type  of  pump  which  is  now  being  quite  extensively 
installed  for  high  vacuum  service,  which  is  designed  to  handle 
air  and  water  mixed,  is  that  termed  the  suction  valveless 
pump,  of  which  the  Edwards  design  is  shown  in  Figure  275 
(J  2-5).  In  this  design  the  piston  is  pointed  so  that  it  strikes 
the  water  without  shock  and  drives  the  water  of  condensation 
under  the  piston  out  through  the  ports  of  the  cylinder  at  a 
high  velocity,  which  carries  the  air  with  it  on  the  same  prin- 
ciple as  an  injector.     The  movement  of  the  piston  closes  the 


Figure  272— (J2-2). 

is  about  to  be  compressed,  so  that  the  air  can  be  discharged 
into  the  atmosphere  through  the  poppet  valves  shown  in 
detail  in  Figure  274  (J  2-4).* 

These  poppet  valves  should  be  securely  held  in  place,  but 
in  such  a  manner  that  they  will  not  be  burned  in,  as  would 
be  the  case  if  threaded  and  screwed  into  the  cylinder.  The 
valve  proper  should  be  as  light  and  as  strong  as  possible. 
The  best  material  to  use  for  the  valves  is  bar  steel  or  steel 
castings  machined  so  as  to  reduce  the  weight,  the  shell  of  the 
moving  part  being  about  1-16  of  an  inch  thick.  The  bridges 
shown  in  the  section  AB,  Figure  274  (J  2-4)  should  have  at 
least  Y*  of  an  inch  bearing  to  guide  the  steel  poppet  valve.  By 
making  the  poppet  of  steel  the  valve  faces  will  wear  better 
than  if  both  parts  of  the  valve  are  made  of  brass.  The  set  screw 
in  the  cap  should  be  set  firmly  against  the  valve  and  secured 
from  movement  by  a  lock-nut  set  up  tight,  this  construction 
taking  the  strains  without  endangering  the  small  bridges  in 
the  air  port.  The  usual  construction  is  to  place  the  valve  at 
the  side  of  the  cylinder  lying  horizontally.  A  better  construc- 
tion is  to  place  the  valve  at  the  bottom  of  the  cylinder  in  a 
vertical  position,  thereby  reducing  the  wear  of  the  valves  and 
also  insuring  the  pump  against  injury  from  water,  as  the 
valves  located  in  this  position  will  keep  the  cylinder  drained 
of    water.    The    admission    valve    shown    in    Figure    273    is 


Figure  275— (J2-5). 


■-■     I 

Figure  276—  (J2-6). 


•By   an   error   Figures    273   and    274    were   inserted    in   Chapter 
XXXVII,  page  562,  and  numbered  incorrectly  272  and  273. 


ports  and  the  air  and  water  are  discharged  through  the  head 
valves  after  compression.  On  the  downward  stroke  of  the 
pump  a  higher  vacuum  is  formed  in  the  cylinder,  a,  than 
exists  in  the  condenser  at  the  same  instant,  and  the  air  there- 
fore rushes  into  the  cylinder  as  soon  as  the  ports  are  un- 
covered by  the  piston,  and  this  is  further  assisted  by  the 
injector  action  of  the  water  which  follows  immediately,  and 
as  the  piston  is  moving  very  rapidly  the  ports  would  probably 
be  covered  before  any  backflow  from  the  cylinder  had  a 
chance  to  occur.  Be  that  as  it  may,  however,  the  high  effi- 
ciency and  successful  operation  of  this  type  of  pump  is  fully 
established  and  demonstrates  its  ability  to  remove  air  and 
condensation  under  a  vacum  of  28  inches. 

There  are  several  other  designs  of  suction  valveless 
pumps,  among  which  may  be  mentioned  the  Bailey  and  the 
Mullins,  which  are  also  well  adapted  to  handle  air  and  water 
in  the  same  cylinder.  The  special  advantages  of  the  suction 
valveless  pump  are  that  it  has  no  bucket  or  foot  valves,  which 
constantly  need  care  and  renewal,  and  are  generally  very 
difficult  to  get  at  for  repair. 

It  is  possible  to  use  poppet  suction  valves,  but  in  such 
cases  they  should  be  mechanically  operated,  as  shown  in 
Figure  276  (J  2-6).  Both  suction  and  discharge  valves  are 
mechanically  operated  in  this  pump,  the  operation  of  the 
valves  being  accomplished  by  the  friction  packing  rings  inside 
of  the  discharge  valves.  In  the  accompanying  illustration  the 
suction  valves  are  shown  open  on  the  upstroke,  the   valve 


Hay  4,  1907 


ELECTRIC    RAILWAY    REVIEW 


59e 


rods  being  drawn  upward  by  the  friction,  which  likewise  closes 
the  discharge  valves  when  the  piston  is  on  the  upstroke.  On 
the  downstroke  the  friction  of  the  packing  pushes  the  valve 
rods  down,  thus  closing  the  suction  valves  and  opening  the 
discharge  valves.  The  friction  of  the  packing  rings  must 
always  be  maintained  sufficient  to  sustain  the  weight  of  the 
valves  and  valve  rods.  This  arrangement  of  valves  permits 
the  air  and  water  to  be  discharged  and  drawn  into  the  pump 
without  any  appreciable  loss  of  head. 

When  the  piston  starts  on  the  downward  stroke  the  dis- 
charge valves  will  not  be  seated  until  the  pressure  under  the 
piston  is  nearly  equal  to  that  above  it,  the  rods  slipping 
through  the  friction  or  packing  rings.  The  suction  valves 
are  closed  as  soon  as  the  piston  has  traveled  a  distance  equal 
to  the  travel  of  the  valves.  This  arrangement  may  be  used 
for  either  the  suction  or  discharge  valves  and  as  all  the  valves 
are  kept  in  perfect  alignment,  insures  perfect  valve  faces. 
The  wear  on  the  packing  rings  is  similar  to  that  of  any 
metallic  piston  packing.  The  packing  rings  are  split,  alter- 
nate   rings    closing   against    the    case    and    rod    respectively. 

The  air  pumps  shown  in  Figures  275  and  276  are  oper- 
ated with  suction  jet  condensers  taking  the  injection  water 
and  air  from  the  condenser  bowl.  These  may  also  be  used 
in  connection  with  surface  condensers  as  they  are  capable  of 
handling  air  and  water.  The  pump  shown  in  Figure  276  may 
also  be  applied  as  a  dry  vacuum  pump  if  the  cylinder  is 
water  jacketed.  If  a  counter  current  condenser  is  used,  as 
shown  in  Chapter  IV.  Figure  28,  then  it  is  necessary  to 
handle  the  air  and  water  separately,  the  air  pump  being  in 
this  case  a  dry  vacuum  pump  and  the  condensation  pump 
handling  solid  water,  and  part  of  the  time  with  air  and  water 
mixed,  as  a  certain  amount  of  air  would  at  times  be  taken 
in  its  suction. 

It  sometimes  becomes  necessary  to  place  the  dry  vacuum 
pump  in  the  engine  room  when  the  condensers  are  located  in 
the  basement.  This  makes  an  inclined  pipe  line  necessary. 
Such  a  line  can  be  successfully  operated  if  the  piping  is  laid 
out  in  such  a  manner  that  it  will  be  impossible  for  water  to 
accumulate  in  it.  "When  the  pump  is  in  operation  the  water 
will  be  constantly  carried  in  small  particles  and  cause  no 
difficulty  in  operation,  but  when  the  pump  is  out  of  service 
the  pipe  line  should  be  drained  of  all  water  which  may  collect 
in  it  by  drips  properly  located.  The  pitch  of  the  pipe  line 
should  be  such  that  the  water  will  drain  back  to  the  pump 
when  the  latter  is  not  in  operation.  The  more  regular  the 
pitch  is,  the  less  liability  there  will  be  for  water  to  collect 
in  pockets  at  the  bottom  of  the  steep  grades,  which  is  then 
liable  to  be  picked  up  in  large  quantities  and  discharged  into 
the  pump  when  it  is  again  put  in  operation. 
(To  Be  Continued.) 


RECENT    ELECTRIC    RAILWAY    LEGAL    DECISIONS. 


BY   J.      ROSEXBERGER,    LL.    B. 


Chicago   Elevated  Traffic. 

The  figures  for  the  daily  number  of  passengers  carried 
by  the  elevated  railroads  of  Chicago  for  the  first  four  months 
of  the  year  all  show  gratifying  increases  over  the  correspond- 
ing months  of  last  year.  The  Metropolitan  made  a  new  record 
for  the  month  of  March,  with  an  increase  of  13.67  per  cent. 
The  figures  for  three  of  the  companies  follow: 

Metropolitan    West    Side    Elevated    Railway. 

Per 

1907.            1906.      Increase,  cent. 

January    150,165         129,720         20,445  15.76 

ary    154.444         135.570         18.874  13.91 

March    154.790         138,169         16,621  12.02 

April    156,275         137,477         18.79S  13.67 

Northwestern   Elevated  Railroad. 

January    88,632  81,204  7,428 

February    88,435  83,572  4,863           5.81 

March    89,344  85,154  4,190           4.92 

April    99,134  84,244  5,890           6.99 

South  Side  Elevated  Railroad. 

January    92.411          92,406  5  0.00 

February    96,094           95.077  1,017  1.06 

March    100,226           95,466  4,760  4.9S 

April    103,152           '.«:,,?;;>;  7.396  7.72 


Equipment  of  Car  with  Powerful  Searchlight. 
It  is  no  evidence  of  negligence,  the  supreme  court  of 
errors  of  Connecticut  says,  Garfield  v.  Hartford  &  Springfield 
Street  Railway  Company,  65  Atlantic  Reporter,  598,  that  a 
street  railway  car  is  equipped  with  a  powerful  searchlight, 
but  it  may  be  evidence  of  negligence  if  a  car,  thus  equipped, 
is  run  at  an  unlawful  rate  of  speed,  in  a  narrow  road,  with 
no  proper  lookout  for  travelers  upon  the  tracks  whose  eyes 
may  be  so  dazzled  by  such  a  light  as  to  prevent  them  from 
seeing  which  way  to  turn  in  order  to  escape  injury. 

Liability  for  Road  Officer  Who  Causes  Wrongful  Arrest. 
A  road  officer  who  is  shown  to  be  the  superior  officer  of  a 
conductor  and  to  have  the  right  to  take  charge  of  his  car  at 
any  point  on  the  road,  the  St.  Louis  court  of  appeals  holds, 
Carmody  v.  St.  Louis  Transit  Company,  99  Southwestern  Re- 
porter, 495,  has  the  same  authority  as  the  conductor  to  order 
the  arrest  of  a  passenger  on  the  car,  who  refuses  to  pay  his 
fare,  or  for  other  statutory  causes,  and  the  company  will  be 
liable  if  he  wrongfully  causes  the  arrest  of  a  passenger  by 
a  police  officer. 


May  Secure  Use  of  Tracks  Without  Exchange  of  Transfers. 
In  the  absence  of  an  ordinance  requiring  street  railroads 
in  a  city  generally  to  exchange  transfers,  the  supreme  court  of 
Ohio  holds,  Interurban  Railway  &  Terminal  Company  v.  City 
of  Cincinnati,  79  Northeastern  Reporter,  240.  that  neither 
section  2505c  of  the  revised  statutes  of  that  state,  nor  section 
3443-11  thereof,  makes  the  power  it  confers  upon  urban  and 
interurban  street  railroad  companies  to  agree  as  to  the  use 
by  the  latter  of  so  much  of  the  tracks  and  other  property  of 
the  former  as  may  be  necessary  or  desirable  to  enable  it  to 
enter  or  pass  through  the  municipality  conditional  upon  an 
exchange  of  transfers. 


Drinking  Water  on  Cars  Not  Required  by  Statute. 
Section  5368  of  the  Alabama  code  of  1896  provides  that 
railroad  companies  must  keep  a  sufficiency  of  good  drinking 
water  on  all  trains,  and  that  every  conductor,  who  runs  any 
train  without  water,  as  required  by  this  section,  must,  on 
conviction,  be  fined,  etc.  The  supreme  court  of  Alabama 
holds.  Dean  v.  State,  43  Southern  Reporter,  24.  that  the 
statute  does  not  apply  to  street  railways,  or,  for  that  matter, 
to  an  electric  railway  operated  between  cities  14  miles  apart 
by  a  street  railway  company,  it  being  said  that,  in  the  absence 
of  some  affirmative  evidence  to  the  contrary",  it  will  not  be 
presumed  the  road  was  not  a  street  railroad. 


Power  to  Compel  Removal  of  Unauthorized  Railway. 

The  supreme  court  of  Michigan  says,  in  the  case  of  Ban- 
gor Township  vs.  Bay  City  Traction  &  Electric  Company,  110 
Northwestern  Reporter,  490,  that  the  defendant  purchased  a 
street  railway  constructed  in  a  highway,  within  the  township 
of  Bangor.  The  latter  filed  a  bill  in  chancery  to  have  the 
railway  removed,  alleging  that  it  was  built  without  the  con- 
sent, and  against  the  repeated  protests,  of  the  township  au- 
thorities, and  had  been  so  maintained  and  operated  ever  since. 
The  defendant  maintained,  among  other  things:  (1)  That 
the  court  had  no  jurisdiction  of  this  cause,  because  there  was 
an  adequate  remedy  at  law,  if  the  complainant's  claim  was 
valid;  (2)  that  it  was  estopped  from  asking  the  relief  sought, 
because  of  the  acquiescence  of  its  officers  in  the  building  and 
maintenance  of  the  road.  But  the  supreme  court  holds 
against  these  contentions.  It  says  that  a  railway  which  is 
built  in  a  highway  without  authority  of  law  is  not  rightfully 
there,  and  the  public  has  a  right  to  have  it  removed,  whether 
it  be  called  an  encroachment,  an  obstruction,  or  a  nuisance. 

The  defendant  appeared  to  contend  that  this  was  neither 
an  obstruction  nor  a  nuisance,  for  the  reason  that  this  court 


596 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  Xo.   IS. 


has  held  that  the  use  of  public  highways,  by  street  railway 
companies,  is  a  legitimate  use  of  the  highway,  aud  does  not 
create  an  additional  servitude  upon  the  land  of  the  adjoining 
proprietor,  and  that  it  must,  therefore,  be  an  encroachment  or 
a  trespass;  if  the  former,  not  the  subject  of  equitable  relief; 
and,  if  the  latter,  waived  by  the  conduct  of  the  officers.  How- 
ever, while  a  railroad  lawfully  constructed  on  a  highway,  and 
rightfully  there,  cannot  be  held  to  be  an  unlawful  obstruction 
of,  or  encroachment  upon,  the  highway,  it  is  an  obstruction 
in  the  sense  that  any  structure  or  new  use  may  be  an  obstruc- 
tion to  its  use  by  the  public  generally  to  a  greater  or  less 
extent. 

This  defendant  was  not  an  adjacent  land  owner,  and 
has  no  color  of  right  to  occupy  the  street,  except  such  as  the 
statutes  then  in  force  conferred,  and,  in  building  its  line, 
placed  an  obstruction  in  the  way.  of  which  the  township 
authorities  had  a  right  to  complain  and  to  take  measures  to 
remove,  and  the  court  hesitates  to  say  that  it  may  not  have 
been  a  nuisance  which  they  might  ask  equity  to  abate,  for  it 
thinks  that  it  does  not  follow,  from  the  recognition  of  a  law- 
ful street  railroad,  as  a  proper  adjunct  to  a  highway,  that 
an  unlawfully  constructed  one  cannot  be  a  nuisance.  If  it 
was  so  claimed,  equity  had  jurisdiction  to  try  the  question, 
and  the  township  might  bring  the  suit. 

The  defendant's  alleged  estoppel  could  not  be  sustained. 
If  private  persons  can  create  easements  by  estoppel,  under 
the  statute  of  frauds  and  decisions  of  the  state,  or  if  a  license 
may  be  implied  from  the  acquiescence  of  a  private  person, 
who  stands  by  and  sees,  without  protest,  his  land  used  for  a 
railway,  the  same  cannot  be  said  of  township  officers,  who 
have  no  authority  except  such  as  the  statute  gives. 


Rights  as  to  Switch  to  Haul  for  Express  Company. 
The  primary  purpose  of  the  bill  in  the  case  of  Dulaney 
and  others  v.  United  Railways  &  Electric  Company,  65  At- 
lantic Reporter,  45,  the  court  of  appeals  of  Maryland  says  was 
to  procure  an  injunction  restraining  the  said  United  Railways 
Company,  of  Baltimore,  from  constructing  and  maintaining 
a  switch  from  its  main  track  across  a  sidewalk  to  a  ware- 
house owned  and  used  by  a  city  and  suburban  express  com- 
pany. But  the  court  holds  that  the  city,  in  permitting  the 
United  Railways  Company  to  lay  and  maintain  the  proposed 
switch  to  connect  its  lines  by  a  curved  track,  as  shown  on  a 
plat  referred  to  in  the  ordinance,  with  the  express  company's 
warehouse,  to  facilitate  conducting  an  express  business  by 
hauling  freight  and  express  only  in  cars  used  for  the  busi- 
ness of  such  express  company,  was  appropriating  the  public 
street  to  legitimate  uses  for  the  benefit  of  the  community  at 
large,  and  that  it  did  not  exceed  its  powers  in  so  doing.  As- 
suming that  the  United  Railways  Company  was  authorized 
to  transact  an  express  business  on  the  street  in  question  and 
other  lines  formerly  operated  by  the  Baltimore  Consolidated 
Railway  Company,  there  was  good  authority  for  holding  that 
it  would  have  the  right  to  limit  the  express  business  on  its 
lines  to  a  single  express  company,  if  it  thereby  afforded  to 
the  public  reasonable  express  facilities. 

When  the  proposed  switch  is  constructed,  neither  the 
United  Railways  Company  nor  the  express  company,  the  court 
says,  will  have  any  exclusive  or  superior  right  to  use  or  oc- 
cupy the  portions  of  the  street  or  sidewalk  over  which  the 
switch  runs.  The  right  of  the  complainants  as  property  own- 
ers in  that  connection,  as  well  as  those  of  persons  passing 
along  the  street,  will  be  the  same  after  the  switch  is  made 
that  they  were  before.  The  railway  company  and  the  prop- 
erty owners  have  equal  rights  to  the  use  of  the  public  streets, 
which  each  must  exercise  reasonably  with  respect  to  the  right 
of  the  other.  Cars  cannot  be  permitted  to  so  stand  upon  the 
switch  as  to  prevent  other  vehicles  from  passing.  The  por- 
tion of  the  ordinance  imposing  a  penalty  for  hindering  or  de- 
laying the  cars  by  the  use  of  other  vehicles  on  the  switch 
must   be   construed   to   relate  only   to   an   unreasonable  hind- 


rance or  delay,  and  cannot  be  held  to  have  been  intended 
to  prevent  or  punish  the  reasonable  use  by  adjacent  prop- 
erty owners  or  persons  having  business  with  them  of  the 
public  streets  in  front  of  their  premises. 

Both  the  railway  company  and  the  express  company  must 
so  use  the  switch,  when  constructed,  as  not  to  unnecessarily 
or  improperly  interfere  with  the  rights  of  the  public  or  the 
adjacent  property  holders,  and  if  they  fail  to  do  so,  and  in- 
jury results  from  such  failure,  the  proper  tribunals  will  afford 
relief  to  the  injured  persons.  But  the  court  cannot  antici- 
pate defaults  or  acts  of  negligence  or  abuse  on  the  part  of  the 
companies  in  maintaining  and  using  the  switch,  or  in  the 
storage  or  handling  of  such  inflammable  or  explosive  sub- 
stances as  may  be  lawfully  committed  to  them  for  transporta- 
tion. 


Liability  for  Injury  by  Crowd  at  Subway  Station. 

While  attempting  to  enter  one  of  the  defendant's  cars 
at  a  subway  station  the  plaintiff  in  the  case  of  Kuhlen  v. 
Boston  &  Northern  Street  Railway  Company,  79  Northeastern 
Reporter,  815,  was  injured  by  the  pushing  of  the  crowd  at 
the  station.  The  supreme  judicial  court  of  Massachusetts. 
in  overruling  exceptions  to  a  verdict  for  damages  in  her  favor, 
holds  that  an  instruction  could  not  have  been  given  that,  if 
it  was  not  practicable  for  the  defendant  to  carry  on  its  busi- 
ness without  the  crowding  of  its  platforms  and  cars  at  cer- 
tain hours  of  the  day,  it  was  not  negligence  on  its  part  to  fail 
to  employ  a  large  force  of  men  at  those  hours  to  prevent 
jostimg  and  crowding  at  the  entrance  to  the  cars.  It  was  for 
the  jury  to  say  whether  or  not.  if  the  crowding  of  its  plat- 
forms and  cars  at  certain  hours  of  the  day  was  unavoidable 
in  carrying  on  its  business,  that  the  high  degree  of  care 
which  it  was  bound  to  exercise  called  for  the  employment  of 
an  increased  number  of  men  to  prevent  such  jostling  and 
crowding  at  the  entrance  of  the  cars  as  would  involve  danger 
to  passengers,  and  whether  or  not  it  was  reasonable,  in  view 
of  the  nature  and  extent  of  the  defendant's  business,  to  re- 
quire this  precaution  to  be  taken. 

It  could  not  have  been  said  as  a  matter  of  law  that  the 
plaintiff  herself  was  not  in  the  exercise  of  due  care,  or  that 
she  had  assumed  the  risk  of  the  injury  that  was  done  to  her. 
She  had  been  in  similar  crowds  before,  and  the  circumstances 
were  important  to  be  considered  by  the  jury  in  passing  upon 
the  question  of  her  due  care.  But  they  were  not  conclusive 
against  her  as  a  matter  of  law.  The  jury  might  say  that 
in  spite  of  the  failure  of  the  defendant's  servants  and  agents 
to  control  the  crowd  on  previous  occasions  she  might  depend 
somewhat  on  the  hope  that  they  would  not  continue  to  fall 
short  of  their  duty. 

Instructions  could  not  have  been  given  the  jury,  as  the 
defendant  requested,  that,  on  all  the  evidence,  the  plaintiff 
was  not  entitled  to  recover;  that  the  plaintiff  was  not  in 
the  exercise  of  due  care;  the  plaintiff  assumed  the  risk  of 
being  jostled  and  all  danger  and  inconvenience  incident  there- 
to when  she  entered  the  crowd  endeavoring  to  get  upon  the 
car;  that  in  choosing  to  travel  on  a  street  car  when  the  same 
was  crowded,  the  plaintiff  assumed  the  risk  of  injury  incident 
to  such  crowding. 

Furthermore,  in  view  of  the  fact  that  the  defendant  held 
this  out  as  the  proper  place  for  its  passengers  to  come  for 
the  purpose  of  taking  its  cars,  so  that  its  passengers  had  a 
right  to  regard  themselves  as  having  come  thither  by  its 
invitation,  the  court  does  not  see  that  the  defendant  was  in- 
jured by  the  exclusion  of  the  agreement  showing  the  condi- 
tions of  its  occupation  of  the  subway.  The  general  principle 
has  been  established  that  one  who,  though  not  strictly  in  con- 
trol of  a  defective  thing  or  dangerous  place,  yet  uses  it  for 
his  own  benefit  and  for  his  own  purposes  invites  another 
to  enter  it,  may,  if  the  other  elements  of  liability  concur, 
be  held  responsible  for  an  injury  caused  by  the  defect  or 
danger. 


May  4.  1907 


ELECTRIC    RAILWAY    REVIEW 


597 


News  of  the  Week 


Decision   Against   City   of   Toronto   in   Service    Regulation   Suits. 

The  judicial  committee  ot  the  privy  council  of  Great  Britain  on 
April  26  gave  a  decision  in  the  cases  of  the  city  of  Toronto  versus 
the  Toronto  Railway  Company,  appealed  from  the  supreme  court, 
and  the  Toronto  Railway  Company  versus  the  city,  appealed  from 
the  court  of  appeal  for  Ontario.  The  decision  states  that  under 
the  agreement  between  the  city  and  the  company  neither  party  has 
any  street  railway  powers  over  the  streets  within  new  territorial 
additions  to  the  city;  that  to  grant  privileges  to  new  companies  is 
the  only  remedy  the  city  has  for  failure  of  the  company  to  build 
extensions  and  extend  its  service;  that  it  is  for  the  company,  not 
the  city  engineer  with  the  approval  of  the  city  council,  to  determine 
what  routes  shall  be  adopted  by  the  company;  that  it  is  for  the 
company,  not  the  city  engineer,  to  determine  where  cars  shall  be 
stopped;  and  that  the  city  is  to  pay  the  company  the  costs  of 
these  appeals. 

Salt   Lake   City  Strike   Settled. 

The  strike  of  motormen  and  conductors  of  the  Utah  Light  it- 
Railway  Company,  Salt  Lake  City,  which  was  declared  on  Sun- 
day morning.  April  2S,  was  settled  late  Monday  night  and  service 
was  resumed  on  Tuesday  morning.  The  strike  affected  about  450 
men  and  caused  nearly  a  complete  tie-up  of  the  street  railway 
service  of  the  city  while  it  was  in  progress.  Scenes  of  disorder 
were  numerous.  The  strike  was  caused  by  the  refusal  of  the 
company  to  grant  the  demands  of  the  men  for  a  wage  scale  of 
25  cents  an  hour  for  the  first  year  and  30  cents  an  hour  there- 
after, recognition  of  the  union,  plan  for  arbitration  of  grievances, 
10  per  cent  increase  for  barn  and  shop  employes,  and  several 
other  minor  matters,  and  followed  several  attempts  at  arbitra- 
tion. After  the  strike  was  declared  the  company  gave  former 
Congressman  Brigham  H.  Roberts  full  powers  to  effect  a  settlement 
and  an  agreement  was  reached  whereby  the  men  were  granted  the 
wage  scale  they  had  asked  for  and  the  other  matters  were  to 
be   arbitrated. 

Michigan     Supreme    Court     Decides    Against     Municipal     Ownership 
for    Detroit. 

The  Michigan  supreme  court  on  May  1  decided  by  a  vote  of 
5  to  3  that  the  city  of  Detroit  has  no  constitutional  right  to  build 
a  street  railway  line  to  be  leased  to  an  operating  company.  The 
case  is  the  outcome  of  the  municipal  ownership  agitation  several 
years  ago.  The  city  council  on  October  31,  1905,  ordered  the  de- 
partment of  public  works  to  lay  tracks  on  several  streets  and 
appropriated  $10,000  for  beginning  the  work.  This  step  was  taken 
as  a  part  of  the  fight  against  the  Detroit  United  Railway,  and  was 
begun  as  an  experiment,  the  idea  of  the  city  being  that  if  it  could 
build  tracks  to  be  leased  to  a  competing  company  or  to  the  Detroit 
United  Railway  as  its  franchises  expired,  it  could  more  effectually 
contend  for  a  reduced  fare.  The  circuit  court  enjoined  the  city 
from  putting  its  scheme  into  operation  and  the  city  appealed  to 
the  supreme  court.  The  case  was  argued  before  the  full  bench 
and  the  circuit  judges  granted  the  petition,  but  recommended  that 
the  supreme  court  be  given  an  opportunity  to  pass  on  it.  The 
case  was  argued  before  five  of  the  supreme  court  judges  last  spring 
and  before  .he  full  bench  in  December,  and  the  decision  now  handed 
down  is  the  result  of  that  hearing. 

Labor    Troubles    in    San    Francisco. 

A  strike  of  conductors  and  motormen  of  the  Lmited  Railroads 
of  San  Francisco  is  said  to  be  threatening.  On  April  19  President 
Calhoun  of  the  company  announced  that  the  scale  recently  decided 
upon  by  the  arbitration  committee  of  $3.10  per  10-hour  day  for 
the  men  in  their  first  year's  service,  $3.20  for  the  second  year  and 
$3.30  for  the  third  year,  which  took  effect  as  of  September  5, 
1906.  would  be  continued  for  the  year  beginning  on  May  1,  although 
this  scale,  which  represented  an  increase  of  about  20  per  cent 
over  the  previous  scale,  was  based  on  the  extraordinary  condi- 
tions of  last  year.  On  April  27  the  executive  committee  of  the  car 
men's  union  tailed  upon  President  Calhoun  and  presented  a  de- 
mand for  an  eight-hour  day  at  a  flat  rate  of  $3.00  per  day,  with 
one  and  one-half  times  the  regular  rate  for  overtime.  President 
Calhoun  has  announced  the  determination  of  the  company  not  to 
recede  from  the  position  taken  in  the  announcement  of  April 
19,  pointing  out  that  a  further  increase  is  financially  Impossible. 
He  states  that  materials  and  labor  are  now  higher  than  ever,  that 
the    tir.     tin     number   of   fares   has   decreased,    and   that   the 

pany  is  now  paying  higher  wages  than  are  paid  in  any  large 
m  the  country.  The  men  have  not  yet  decided  what  action 
shall  be  taken  on  the  company's  refusal  and  the  company  is 
making  preparations  to  meet  a  strike. 

New    England    Street    Railway   Club. 

James    F.    Jackson,    chairman    of    tin-    Massachusetts    railroad 

mission,  gave  the  members  of  the  New    England   Street    Kail 

way   club  an   informal   talk  at   the   monthly   meeting   "I    the   club 

loston,   on  April   30,     President    ii     C.  Page  of  Springfield   pre-; 

Ini  is  in-'  ting  followed  tin-  usual  dinner  at   the 

i 

Mi    Jackson's  subject  had  to  do  with  the  public  service  aspects 

of   the    street   railway    business.      Ih-    emphasized    the    cordial    rela- 

Ich   nave  existed    between    i ■■•■n    ami   ihe  street  railway 

officials  of  Massuchasetts  during  his  Beven   years'   te 'e  ol   office, 

-.ill    and    recenl    methods    of    street    railway    ope 

advanced    two      iggestions   in    the    way   "'    Improving   present 


conditions.  It  was  pointed  out  that  it  is  most  essential  to 
ideal  railway  service  that  all  officers  and  subordinate  employ 
transportation  companies  shall  realize  the  distinction  between  an 
ordinary  private  business  and  their  own.  In  steam  railroad  circles 
particularly  this  appreciation  is  not  always  in  evidence,  although 
the  courts  have  held  over  and  over  again  that  a  railroad  is  a 
public  highway.  Mr.  Jackson  urged  that  a  broader  attitude  than 
that  which  looks  upon  transportation  as  merely  something  to  be 
sold,  like  any  other  merchantable  commodity,  is  desirable.  Com- 
plaints may  be  avoided  in  some  degree  by  improved  equipment,  but 
more  is  likely  to  result  from  tactful  and  courteous  work  by  con- 
ductors and  other  employes  than  from  mere  machinery. 

The  concluding  suggestion  favored  a  dominant  personality  in 
each  of  the  executive  chairs  of  street  railway  companies,  which 
will  foster  increased  efficiency,  loyalty  and  pride  in  the  service  by 
the  individual  employe.  Men  prefer  to  work  for  a  man  rather  than 
a  board  of  directors  or  a  system.  The  realization  of  the  brother- 
hood feeling  in  street  railway  work  is  most  desirable. 

Legislation   Affecting    Electric   Railways. 

New  York. — Governor  Hughes  on  April  29  signed  the  Miller 
bill,  which  prohibits  electric  railway  companies  operating  wholly 
or  in  part  in  cities  of  1,000,000  population,  from  collecting  fare  from 
a  passenger  more  than  once  during  a  continuous  ride  on  a  single 
car,  except  that  a  fare  may  be  collected  once  within  the  city  and 
once  outside. — Senator  Cassidy  has  introduced  a  resolution  provid- 
ing for  the  appointment  of  three  senators  and  three  members  of 
the  assembly  for  the  purpose  of  making  an  investigation  into  the 
merger  of  the  New  York  City  street  railways  by  the  Interborough- 
Metropolitan  Company. 

Pennsylvania. — The  senate  committee  on  city  passenger  rail- 
ways on  April  30  decided  to  report  favorably  on  the  Homsher 
eminent  domain  bill  for  electric  railways,  in  the  form  in  which  the 
bill  was  passed  by  the  house.  This  action  was  taken  after  a  hear- 
ing in  which  representatives  of  the  Property  Owners'  Association 
of  Philadelphia  presented  numerous  amendments  to  the  bill,  im- 
posing restrictions,  and  members  of  the  Temporary  Street  Railway 
Association,  composed  of  75  electric  railway  companies  of  the  state, 
presented  arguments  for  the  passage  of  the  bill  in  its  present  form. 

Missouri. — The  senate  has  passed  a  bill  giving  cities  the  right 
the  regulate  rates  for  public  service  corporations.  The  bill  was 
amended  to  provide  for  a  court  review  of  the  legality  of  proceedings 
and  the  reasonableness  of  the  rates  fixed. 


Rhode  Island  Company  Increases  Wages. — General  Manager  A. 
B.  Potter  of  the  Rhode  Island  Company  of  Providence,  R.  I.,  which 
controls  most  of  the  electric  lines  of  the  state,  has  announced  a 
10  per  cent  increase  in  wages,  based  on  a  10-hour  day,  for  trainmen, 
effective  on  April  2S.  The  increase  affects  615  motormen  and  598 
conductors. 

T-Rail  Hearing  in  Columbus. — The  new  board  of  public  service 
of  Columbus,  O.,  on  April  26  held  a  hearing  for  the  purpose  of 
listening  to  arguments  on  the  subject  of  T-rail  construction  in  the 
city  streets.  The  old  board  refused  to  permit  the  use  of  T-rail 
but  many  of  the  merchants  of  the  city  who  are  interested  in 
securing  as  many  electric  railways  as  possible  for  the  city  are 
seeking  to  induce  the  new  board  to  favor  the  T-rail,  which  is  de- 
sired by  the  interurban  companies.  The  hearing  was  asked  for 
by  the  Interurban  Loop  Association,  an  organization  of  business 
men.  and  several  members  spoke  in  favor  of  the  T-rail. 

Detroit  United  Railway  in  Court. — The  Detroit  United  Railway 
was  found  guilty  on  20  charges  of  violations  of  the  city  ordinances, 
by  Judge  Conolly  in  the  recorder's  court  on  May  2.  The  cases  are 
a  part  of  the  campaign  which  Mayor  Thompson  has  been  waging 
against  the  company  for  several  months.  Thirteen  cases  were  for 
violation  of  the  ordinance  requiring  the  company  to  post  time 
schedules  in  its  cars,  which  has  never  been  enforced,  five  were 
f.u-  failing  to  maintain  certain  red  lights  and  two  were  for  failure 
to  file  with  the  city  treasurer  quarterly  reports  on  the  company's 
freight  traffic.  The  matter  of  sentences  was  taken  under  advise- 
ment  by  the  court. 

Twin  City  Trolley  Trips. — A.  W.  Warnoek,  general  passenger 
agent  of  the  Twin  City  Rapid  Transit  Company,  Minneapolis. 
Minn.,  has  recently  issued  the  1907  edition  of  its  well-known  book- 
let, "Twin  City  Trolley  Trips,"  which  describes  and  illustrates  the 
many  interesting  trips  which  may  be  taken  on  its  suburban  lines 
and  contains  much  useful  information  in  regard  to  the  numerous 
amusement  resorts  in  the  vicinity  of  Minneapolis  and  St.  Paul. 
The  booklet  has  24  pages  and  contains  excellent  maps,  timetables, 
rates  of  fare  and  a  large  number  of  halftone  illustrations  of  beauty 
spots  reached  by  the  company's  lines.  The  company  has  also 
issued  another  excellent  folder  describing  and  illustrating  the 
attractions  of  Big  Island  Park,  the  company's  new  amusement 
resort  tit   Lake   Minnetonka. 

Trolley    Trip   Story   Contest. — The    report    of    the   judges   in    tin- 
prize   trolley  trip  story  contest,   which    was   conducted    by    tin     |..i 
senger  department  of  the  Boston  &  Northern  and  Old  Colony  Street 

Railway  companies  during  the  winter  months,  has  been  am need 

The  department  offered  a  prize  of  $25  in  cash  for  the  best  storj 
Of  the  best  trolley  trip  taken  on  the  lines  of  either  of  these  two 
companies,  $15  for  the  second  best  and  $10  for  the  third  best.  The 
response  i-i  iliis  offer  was  very  genera],  a  large  number  of  exci 
lent  and  Interesting  stories  being  received  by  the  department  from 
all  over  the  district  covered  by  these  lines.  The  first  prize  has 
been  awarded  to  Catherine  Keife  of  Danvers,  Mass.;  the  second 
in   Mars    I.   Coggeshall  pf  Melrose,   Mass.,  ami  the  third  to   Kllen    ,\i 

Dole  Of  Salem,  Mass.     The  winning  story  is  printed  In  this  m I 

issue  of  the  Trl-State  Tourist,   the  nthlj   publication  of  the  pe 

senger  department. 


598 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  18. 


Construction  News 


FRANCHISES. 


Battle  Creek,  Mich. — The  Michigan  United  Railways  Company 
has  applied  for  a  30-year  franchise,  and  it  is  stated  will  apply  for 
a  similar  franchise  in  Kalamazoo.  The  company's  present  fran- 
chises in  those  cities  run  for  17  or  18  years  more,  but  it  is  desired 
to  float  a  new  30 -year  bond  issue. 

Bridgeport,  Ala. — A  franchise  has  been  granted  to  T.  W.  Pratt, 
Huntsville,  Ala.,  to  build  and  operate  an  electric  railway,  light  and 
power  plant  in  Bridgeport.  The  line  also  will  connect  Bridgeport 
with  Copenhagen  and  South  Pittsburg,  and  ultimately  will  be 
extended  to  Jasper,  Ala.,  on  the  north  and  Huntsville,  Scottsboro 
and  Stevenson  on  the  south,  with  Bridgeport  as  headquarters  for 
the  company.  Work  is  to  begin  within  six  months  and  must  be 
prosecuted  continuously  until  completed. 

Detroit,  Mich. — The  Detroit  United  Railway,  through  its  gen- 
eral manager,  F.  W.  Brooks,  has  applied  for  a  franchise  to  build 
a  line  from  the  city  limits  to  the  site  of  the  Ford  Motor  Company's 
new  plant  in  Highland  Park  and  a  cross  track  on  some  street  near 
the  Ford  site  to  "Woodward  avenue  in  order  to  allow  the  Oakland 
avenue  cars  to  make  the  Palmer  park  run.  A  20-year  term  is 
asked  for  the  Woodward  avenue  franchise  in  Highland  Park,  which 
would  overlap  the  Oakland  avenue  franchise  about  four  years. 
The  Oakland  avenue  line  is  a  part  of  the  so-called  "3-cent  system," 
on  which  tickets  at  the  rate  of  eight  for  a  quarter  are  good  the 
greater  part  of  the  day,  with  six  tickets  for  a  quarter  the  rest  of 
the  time.     The  application  has  been  referred  to  a  committee. 

Fairfield,  la. — A  franchise  has  been  granted  to  the  Iowa-Mis- 
souri Traction  &  Power  Company,  which  proposes  to  build  from 
Memphis,  Mo.,  to  Iowa  City,  la.  J.  W.  Andrews  of  Fairfield  is  the 
promoter. 

Lawrence,  Kan. — The  city  council  has  granted  a  franchise  to  the 
Lawrence  Electric  Transportation  Company,  which  is  to  build  a 
trackless  trolley  line  in  this  city.  O.  W.  Murphy  of  Lawrence  is  in- 
terested. 

Salt  Lake  City,  Utah. — The  Utah  Light  &  Railway  Company  has 
applied  for  an  amended  franchise  in  place  of  the  present  blanket 
franchise,  under  which  it  is  operating.  The  principal  feature  of  the 
new  grant  is  the  provision  permitting  the  company  to  use  a  large 
number  of  streets  and  portions  of  streets  not  now  covered  by  a 
franchise.  Another  feature  is  that  all  wires  must  be  placed  under- 
ground by  1910.  As  amended  the  franchise  also  provides  that  the 
company,  in  addition  to  its  present  right  to  haul  gravel  and  crushed 
stone,  may  haul  freight  between  the  hours  of  midnight  and  6 
o'clock  a.  m.,  or  at  any  other  hours  which  may  be  specified  later 
by  the  council.     No  action  has  been  taken. 

Seattle,  Wash. — The  Seattle  Renton  &  Southern  Railway  has 
been  granted  a  franchise  for  the  extension  of  its  line  to  the 
northern  part  of  the  city.  The  company  is  to  pay  2  per  cent  of  the 
gross  receipts  of  the  line  to  the  city  until  1920  and  3  per  cent  from 
1920  until  the  expiration  of  its  franchise.  W.  R.  Crawford,  Seattle, 
president. 

Syracuse,  N.  Y. — The  Syracuse  Rapid  Transit  Company  has 
applied  for  a  franchise  for  extensions  to  its  present  system,  includ- 
ing the  laying  of  additional  track  in  Court  and  Butternut  streets 
and  Cortland  avenue;  also  commencing  at  Gifford  and  West  streets, 
through  South  West  street,  south  one  block,  connecting  with  the 
present  tracks  at  that  point.  The  petition  has  been  referred  to 
the  highway  committee. 


RECENT   INCORPORATIONS. 


Buffalo  Rochester  &  Eastern  Railroad. — Incorporated  in  New 
York  to  operate  a  standard-gauge  railroad  by  steam,  electricity  or 
gasoline.  The  road  will  run  from  Buffalo  to  Rochester  and  Troy, 
about  300  miles.  The  principal  office  will  be  at  Rochester  and  the 
line  will  pass  through  Erie,  Gennesee,  Orleans,  Monroe,  Wayne. 
Cayuga,  Onondaga,  Madiosn,  Oneida,  Herkimer,  Montgomery,  Scho- 
harie, Schenectady,  Albany  and  Rensselaer.  Capital  stock,  $3,500,- 
000,  of  which  $1,835,000  has  been  subscribed  by  Ralph  D.  Gillett  of 
Westfield,  Mass.  Incorporators:  Ralph  D.  Gillett,  Henry  W.  Ely, 
Archie  D.  Robinson,  Westfield,  Mass.:  Arthur  W.  Eaton,  Pittsfield; 
Franklin  Weston,  Dalton:  Harry  W.  Bowman,  Fred  L.  Ley,  Spring- 
field; Joseph  O.  Skinner,  Holyoke;  James  H.  Caldwell,  Troy;  John 
J.  Whipple,  Brockton;  James  F.  Shaw,  Manchester,  Mass. 

Columbus  Marysville  &  Bellefontaine  Railway. — Incorporated  in 
Ohio  to  build  a  line  from  Columbus  to  Marysville  and  Bellefontaine, 
O.  The  route  will  parallel  the  Toledo  &  Ohio  Central  steam  road 
and  interests  identified  with  the  Findlay-Marion  Railway  &  Light 
Company  are  interested  in  the  project.  Capital  stock,  $25,000.  In- 
corporators: R.  P.  Hankey,  Detroit;  G.  W.  Meeker,  Columbus;  Em- 
mitt  Tompkins,    Eugene  Gray  and  W.   A.   France. 

Mentor  Street  Railway. — Incorporated  in  Pennsylvania  to  con- 
struct 10  miles  of  electric  road  in  Elizabeth,  Pa.  Capital  stock, 
$60,000.  Incorporators:  D.  B.  Neagley,  president;  F.  L.  Kern, 
J.  K.  Neagley,  George  McKain  and  N.  F.  Bicking,  all  of  Pittsburg. 

Perkiomen  Valley  (Pa.)  Traction  Company. — Incorporated  in 
Pennsylvania  to  build  a  line  from  Collegeville  to  Schwenksville,  Pa. 
The  line  will  be  11%  miles  long,  from  Collegeville  to  Green  Lane, 
via  Schwenksville  and  Perkiomenville,  and  will  use  the  Perkiomen 


turnpike  part  of  the  way.     I.  H.  Bardman,  Schwenksville,  is  presi- 
dent. 

Redlands  Central  Railway. — Incorporated  in  California  to  build 
25  miles  of  electric  railway  from  Redlands  east  to  Craftonville  and 
from  Redlands  west  to  Riverside.  This  is  the  company  which  re- 
cently obtained  franchises  in  Redlands.  Capital  stock,  $25,000.  In- 
corporators: A.  G.  HubDard,  J.  H.  Fisher,  O.  T.  Higgins,  E.  S. 
Graham  and  F.  E.   Sanford. 

Sand  Mountain  Electric  Company. — Incorporated  in  Alabama, 
with  offices  at  Montgomery,  to  build  a  hydro-electric  plant  on 
Short  creek,  in  Marshall  county,  and  build  a  railway  from  Gadsden 
to  Scottsboro,  Ala.  Capital  stock,  $50,000.  Incorporators:  Edgar 
O.  McCord,  Rena  B.  McCord,  Leon  C.  McCord,  G.  M.  E.  Mann, 
W.  E.  Snead,  J.  B.  Roberts  and  the  Albertville  Realty  Company. 

Tri-City  Traction  Company,  Champaign,  III. — Incorporated  in 
Illinois  to  build  a  line  from  Edwardsville  to  a  point  on  the  Missis- 
sippi river  near  Venice,  where  the  proposed  bridge  of  the  Illinois 
Traction  Company  to  St.  Louis  is  to  be  located,  and  from  Granite 
City  to  East  St.  Louis.  Capital  stock,  $1,000,000.  Incorporators: 
Charles  Zilly,  B.  E.  Bramble,  C.  A.  Wright  and  George  M.  Mattis, 
all  of  Champaign,  111.,  and  all  associated  with  the  Illinois  Traction 
Company. 


TRACK   AND   ROADWAY. 


Albany  &  Hudson  Railroad,  Hudson.  N.  Y. — It  is  reported  that 
this  company  is  considering  the  construction  of  a  line  from  Nassau 
to  Brainard  Station,   N.   Y. 

Allentown  &  Reading  Traction  Company,  Allentown,  Pa. — It  is 
reported  that  this  company  is  planning  to  build  an  extension  from 
East  Texas  to  Emaus  and  Lyons,  Pa. 

Atlantic  City  &  Ocean  City  Railroad,  Philadelphia,  Pa. — An 
official  report  from  this  company  states  that  it  is  now  building  an 
extension  of  the  Atlantic  City  &  Shore  Railroad  from  Somers  Point 
to  Ocean  City,  N.  J.,  about  two  miles.  The  line  passes  across  the 
Great  Egg  Harbor  bay;  about  half  is  trestle  work  built  of  creosoted 
piles,  with  two  steel  drawbridges  and  one  fixed  span.  The  remainder 
of  the  line  passes  across  several  islands  in  the  bay,  on  which 
embankments  have  been  formed  by  pumping  in  beach  sand.  Cur- 
rent for  the  operation  of  the  line  will  be  taken  from  the  substation 
of  the  Atlantic  City  &  Shore  Railroad  at  Somers  Point,  and  the 
latter  company's  cars  will  be  used.  The  Atlantic  City  &  Shore 
now  connects  Atlantic  City,  Pleasantville  and  Somers  Point. 

Atlantic  Northern  &  Southern  Railroad. — J.  W.  Cuykendall  has 
been  elected  president  of  this  company,  which  proposes  to  build  an 
electric  line  from  Atlantic  to  Villisca,  la.,  72  miles,  succeeding  J.  A. 
McWaid,    resigned.     Headquarters,   Atlantic. 

Belmont  Electric  Railway. — We  are  officially  advised  that  the 
Riggs  &  Sherman  Company  of  Toledo,  O.,  is  making  preliminary 
surveys  for  an  electric  line  from  Bellaire  to  St.  Clairsville,  O.,  12 
miles,  via  Neff.     J.  F.   Anderson  of  Bellaire  is  president. 

Canandaigua  Southern  Electric  Railroad. — This  company  has 
completed  the  preliminary  surveys  for  its  line  from  Canandaigua 
south  to  Atlanta,  N.  Y.,  via  Centerfield,  South  Bloomfield,  Bristol 
Center  and  Naples,  33%  miles.  George  H.  Switzer,  42  Broadway, 
New  York,  is  president  and  chief  engineer. 

Center  &  Clearfield  Street  Railway,  Phillipsburg,  Pa. — It  is  re- 
ported that  this  company  expects  to  place  contracts  within  the 
next  few  weeks  for  the  construction  of  about  4%  miles  of  track 
from  Phillipsburg  to  Osceola,  Pa. 

Central  Texas  Traction  Company.  Corsicana,  Tex. — It  is  re- 
ported that  the  rails  have  been  ordered  for  the  line  from  Corsicana 
to  Palestine,  Tex.,  52  miles,  and  that  contracts  are  to  be  let  at 
once  for  the  ties.  It  is  the  intention  to  begin  construction  in 
June.  T.  J.  Galvin,  superintendent  of  construction;  M.  P.  Taret, 
chief  engineer. 

Chambersburg  &  Southern  Railway,  Chambersburg,  Pa. — This 
company  has  completed  surveys  for  its  proposed  road  from  Cham- 
bersburg to  Marion  and  Greencastle,  Pa.,  and  it  is  stated  that 
contracts  will  be  awarded  soon.  T.  M.  Nelson,  president;  William 
McGowan,  chief  engineer. 

Chicago  Ottawa  &  Peoria  Railway. — This  company,  whose  in- 
corporation was  noted  in  the  Electric  Railway  Review  of  April  27. 
1907,  page  564,  will  build  to  connect  the  Peoria  lines  of  the  Illinois 
Traction  Company  with  the  Illinois  Valley  Railway,  and  will  give  a 
Chicago  connection  for  the  Illinois  Traction  system.  W.  B.  McKin- 
ley  is  president  and  H.  E.  Chubbuck  general  manager  of  the  Chi- 
cago Ottawa  &  Peoria. 

Duquoin  Belleville  <&.  St.  Louis  Electric  Railway. — It  is  reported 
that  this  company  has  made  all  of  the  preliminary  arrangements 
for  building  its  electric  line  from  Zeigler  to  Belleville,  111.,  and  St. 
Louis,  Mo.,  via  Benton  and  Duquoin.  The  following  officers  have 
been  elected:  President,  William  R.  Hayes;  vice-president,  Thomas 
H.  Davison;  secretary,  Thomas  J.  Howell;  treasurer,  Harry  E.  Ross; 
general  manager,  J.  Henry  Ward.  Surveys  for  the  line  have  been 
completed,  and  it  is  expected  to  enter  St.  Louis  over  the  tracks  of 
the  East  St.   Louis  &   Suburban   Railway. 

Evansville  &  Southern  Indiana  Traction  Company,  Evansville, 
Ind. — This  company  has  nearly  completed  the  work  of  rebuilding 
and  improving  its  track  between  Evansville  and  Princeton.  Con- 
siderable regrading  is  being  done  to  eliminate  steep  grades  so  as  to 
permit  of  faster  time  and  it  is  expected  to  make  the  run  to  Prince- 
ton, 28  miles,   in  one   hour. 

Falkenau    Construction    Company.    Chicago,    III. — This    company 


May  4,  1907 


ELECTRIC    RAILWAY    REVIEW 


599 


has  secured   the   right   of  way   and   will  build   an  electric  line   from 
Benton  Harbor  to  Coloma  and  Paw  Paw  Lake,   Mich. 

Fayetteville  (N.  C.)  Street  Railway  &  Power  Company. — The 
James  D.  Lalor  Company,  Washington,  D.  C  is  preparing  plans 
and  specifications  for  the  construction  and  equipment  of  this  com- 
pany's 20-mile  line  at  Fayetteville,  including  a  power  house. 

Georgia  Railway  &  Electric  Company,  Atlanta,  Ga. — This  com- 
pany has  filed  an  amendment  to  its  charter  authorizing  the 
building  of  the  extension  from  East  Point  to  Hapeville,   Ga. 

Hanover    &    York    Street    Railway,    York,    Pa. — A    charter    has 
'been   granted    this    company   for  an   extension    of    1U    miles    in    the 
township  of  Penn  and  the  borough  of  Hanover,  which  was  author- 
ized  at  a  meeting  of  the   stockholders  on   April   20.     L.   C.   Mayer 
chief  engineer,   York,   Pa. 

Indiana  Columbus  &  Eastern  Traction  Company. — J.  C.  Carland 
of   Toledo,    O.,    the   general    contractor  for    the    construction    of    the 

Lima-Bellefontaine   line,    has   sublet   the  work   to  W.    F.    Gibson   of 
Toledo. 

Indianapolis  &  Louisville  Traction  Company,  Louisville,  Ky. — 
It  is  now  stated  that  the  line  between  Indianapolis  and  Louisville, 
which  will  be  operated  by  this  company,  the  Indianapolis  Colum- 
bus &  Southern  Traction  Company  and  the  Louisville  &  Northern 
Railway  &  Lighting  Company,  will  be  opened  for  traffic  about 
August  1.  The  Louisville  &  Northern  is  now  operating  as  far 
north  as  Sellersburg.  Between  Sellersburg  and  Scottsburg  the 
track  is  practically  completed,  but  the  power  house  at  Scotts- 
burg is  not  yet  ready  for  operation.  The  construction  force  be- 
tween Scottsburg  and  Seymour  is  to  be  doubled  this  week  and 
the  track  should  be  completed  in  July.  The  Indianapolis  &  Louis- 
ville is  building  the  line  from  Sellersburg  to  Seymour  and  the 
Indianapolis  Columbus  &  Southern,  which  has  a  line  in  operation 
from  Indianapoils  to  Columbus,  is  extending  south  to  Seymour, 
IS  miles.  Of  this  distance  track  has  been  laid  and  the  rails 
bonded  for  seven  miles  south  of  Columbus  and  nearly  all  the 
grading   is   completed.  — 

Ithaca  <£.  Seneca  Falls  Interurban  Railway. — This  company, 
which  was  incorporated  in  January,  is  making  preparations  for 
beginning  construction  in  July  on  its  proposed  line  from  Ithaca  to 
Seneca  Falls,  X.  T.,  47  miles.  The  power  station  and  repair  shops 
will  be  located  at  Ithaca.     Jacob  Rothschild  of  Ithaca  is  president. 

Kansas  City  St.  Joseph  &  Excelsior  Springs  Electric  Railway. — 
The  city  council  of  Kansas  City,  Mo.,  on  April  25  voted  a  franchise 
to  the  Kansas  City  St.  Joseph  &  Excelsior  Springs  Electric  Railway 
for  the  construction  of  its  railway,  wagon  and  foot  roadway  bridge 
across  the  Missouri  river  at  Kansas  City,  with  a  south  approach 
on  Locust  street,  which  will  serve  as  an  entrance  to  the  city  for 
the  company's  proposed  double-track  line  to  St.  Joseph  and  Excel- 
sior Springs.  The  company  was  also  granted  franchises  for  the  use 
of  certain  streets  in  order  to  connect  the  interurban  tracks  with 
those  of  the  Metropolitan  Street  Railway.  The  company  has  a 
permit  from  the  federal  government  for  the  construction  of  the 
bridge,  with  a  provision  that  work  must  be  started  by  May  16. 
The  company  has  already  secured  the  right  of  way  for  the  line 
and  is  ready  to  begin  work  both  on  the  bridge  and  on  the  roadbed 
at  once.  A  contract  for  the  four  piers  of  the  bridge  was  let  some 
time  ago  to  the  Kansas  City  Construction  Company.  Plans  have 
also  been  prepared  for  a  subway  under  Locust  street,  from  Fourth 
to  Twentieth  streets.  Ira  G.  Hedrick,  Kansas  City,  is  consulting 
engineer. 

Kansas  Traction  Company. — S.  D.  Frazier,  secretary  and  treas- 
urer, Coffeyville,  Kan.,  writes  that  this  company  has  been  incorpo- 
rated to  build  an  electric  line  from  Coffeyville  to  Lawrence,  Kan., 
with  branches  from  the  latter  point  to  Topeka  and  Kansas  City,  a 
total  distance  of  225  miles.  The  route  includes  Coffeyville,  Parsons, 
Chanute,  Iola,  Colony,  GarneU,  Ottawa,  Lawrence,  Rosedale  and 
Argentine.  Final  surveys  are  to  be  commenced  by  May  1  and 
contracts  are  to  be  let  as  soon  as  surveys  are  completed.  It  is 
intended  to  build  a  road  ot  the  highest  type  of  construction  for 
high-speed  passenger,  freight,  mail  and  express  service.  Eighty- 
pound  rails  will  be  used.  The  power  house  is  to  be  located  at 
Coffeyville.     F.    B.    Shirley,    president,    Coffeyville. 

Lake  Erie  &  Youngstown  Railroad,  Youngstown,  O. — This  com- 
pany, recently  incorporated  to  build  an  electric  or  gasoline  motor 
railway  between  Conneaut.  Ashtabula  and  Youngstown,  O.,  has 
organized  by  electing  the  following  officers:  President,  John  H. 
Ruhlman;  vice-president.  George  J.  Chapman;  second  vice-presi- 
dent, W.  F.  Stanley;  secretary,  W.  H.  Ruhlman;  treasurer.  G.  M. 
Brown;  general  counsel,  A.  W.  Jones.  Surveys  have  already  been 
started. 

Lake  Shore  Electric  Railway. — This  company  is  reballasting  its 
entire  road  between  Cleveland  and  Toledo,  O.,  in  preparation  for 
the  expected  heavy  summer  t raffle-.  It  Is  announced  that  the  San- 
dusky-Fremont cut-off  will   l»-  p-ady  for  operation  by  June  1. 

Louisville  &  Southern  Indiana  Traction  Company,  New  Albany, 
ind. — it  is  reported  that  (his  company  is  considering  an  extension 
from  Jeftersonville  to  Madison,  Ind.,  via  Charli    town  or  Scottsburg 

Macon  Amerlcus  &  Albany   Electric   Railway,   Macon,  Ga.— This 
company,  recently  Incorporated  to  build  from  Macon  to  Atlanta,  Q 
has  organized  by  electing  the  following  officers;     President,  Jo 
S.  Davis;  Bret   vice-president,   \V.  .1.  Kln<aid;  second  vlce-i>> 

i    ,  N.  J.  Cruger;  l  ei     W.  J.  Ma 

assistant  secretary   and    treasurer,    Stuarl    C.    Davis,  ,and    general 

el,  M,  Felton  Hatcher.    The  surveying,  engineering  and  othei 

which    ha   t    beer    going  on   as   rapidly 

as  possible   for   the   last    si--    mon  now    nearlng    a     tate   ol 


completion   ami   at   an   early   date    the   actual    construction   of   the 
railway   will   be  begun. 

Marion- Logansport  Traction  Company. — It  is  reported  that 
this  company  has  secured  mosl  of  the  right  of  way  for  its  line 
between  Marion  and  Logansport,  Ind.  J.  O.  Wilson  of  Marion  is 
secretary  of  the  company. 

Maryland  Electric  Railways,  Baltimore.  Md. — This  company, 
acting  for  the  United  Railways  &  Electric  Company  of  Baltimore, 
has  closed  a  contract  with  J.  < ;.  White  &  Co.  of  New  York  for 
preparing  plans  and  supervising  the  work  of  electrifying  the 
Baltimore  &  Annapolis  Slant  Line  between  Baltimore  and  An- 
napolis. 

Mexico  Perry  &  Santa  Fe  Traction  Company. — This  company, 
which  proposes  to  build  an  electric  railway  from  Mexico  to  Perry, 
Mo.,  has  organized  by  electing  the  following  officers:  President 
and  general  manager.  S.  L.  Robinson.  Belleville.  111.;  first  vice- 
president,  C.  W.  Gaither.  St.  Louis.  Mo.;  second  vice-president, 
W.  W.  Mundy,  Mexico,  Mo.:  third  vice-president,  J.  D.  Bates, 
Centralia,  111.;  secretary  and  treasurer.  H.  D.  Ahlbrandt,  St.  Louis. 
It  is  stated  that  work  on  the  line  will  begin  shortly.  The  power 
house  is  to  be  located  at  Mexico. 

Mineral  Wells  Electric  Railway. — The  Howard-Burke  Engineer- 
ing Company,  Mineral  Wells,  Tex.,  has  the  contract  for  building 
this  company's  10-mile  street  railway  system  in  Mineral  Wells, 
also  car  barns,  power  house  and  ice  plant  for  the  company. 

Nit.  Hood  Railway  &  Power  Company,  Portland,  Ore. — F.  C. 
Finkle,  consulting  engineer,  Portland,  writes  that  construction  will 
begin  about  July  1  on  this  proposed  line  from  Portland  to  Bull 
Run,  Ore.,  25  miles,  via  the  most  direct  route.  Surveys  are  now 
in  progress,  with  the  first  20  miles,  from  Portland  to  Sandy,  com- 
pleted. Bids  have  been  received  for  a  power  house  and  substation. 
E.    P.    Clark,    Los  Angeles,    president. 

Nashville  Interurban  Railway. — H.  H.  Mayberry,  president, 
Nashville,  Tenn.,  writes  that  this  company's  proposed  line  will 
extend  from  Nashville  via  Franklin,  Spring  Hill  and  Columbia  to 
Mt.  Pleasant,  Tenn.,  a  distance  of  approximately  60  miles,  through 
an  excellent  territory,  with  a  population  of  45,000,  exclusive  of 
Nashville.  The  maximum  grade  will  be  1%  per  cent  and  there  will 
be  few  curves,  as  the  line  is  to  be  built  for  high-speed  service.  The 
Interurban  Company,  Patrick  Hirsch,  managei,  25  Broad  street, 
New  York,  has  the  contract.  The  final  surveys  and  the  work  of 
securing  the  right  of  way  are  expected  to  be  completed  by  May  10 
and  May  25  has  been  announced  as  the  date  of  beginning 
actual  construction.  The  officers  of  the  railway  are:  Presi- 
dent, H.  H.  Mayberry;  vice-president,  Nat  Baxter,  Jr.;  secretary, 
C.  R.  Cockle;  treasurer,  Joseph  Frank,  and  chief  engineer.  D.  A. 
Proctor,  all  of  Nashville,  where  the  company's  offices  are  located 
in  the  First  National  Bank  building. 

Northwestern  Ohio  Electric  Railway. — E.  C.  Bell,  Toledo,  O., 
a  director  of  this  company,  writes  that  it  is  proposed  to  build  an 
electric  railway  from  Defiance  to  Montpelier,  O..  34  miles,  via 
Bryan  and  Evansport.  Surveys  have  been  made  and  contracts  for 
the  construction  are  to  be  let  at  once.  Grading  is  to  begin  on 
May  20.  President,  G.  A.  Rigrisb;  chief  engineer,  M.  Steinberg, 
Defiance,    O. 

Omaha  &  Council  Bluffs  Street  Railway,  Omaha,  Neb. — This 
company  has  been  authorized  by  the  city  engineer  of  Omaha  to 
build  a  double-track  line  on  Fortieth  street,  from  Dodge  street  to 
Cummins  street,  and  work  is  to  begin  at  once.  Work  is  also  to 
begin  on  a  new  line  from  Thirteenth  to  Fifteenth  streets,  on 
Davenport  street. 

Omaha  <£.  Nebraska  Central  Railway. — The  contract  for  grading 
this  road  between  Omaha  and  Hastings,  Neb.,  has  been  let  to  C.  D. 
Conover  of  Omaha  and  work  is  to  begin  at  the  Hastings  end  of  the 
line  at  once. 

Philadelphia  &  Western  Railroad. — The  first  train  was  operated 
over  this  road  on  Saturday,  April  27,  from  the  terminal  station  at 
Sixty-third  and  Market  streets,  Philadelphia,  to  Strafford,  Pa.. 
12%  miles,  carrying  a  party  of  officials.  The  current  was  turned 
into  the  third  rail  on  Thursday  and  it  is  the  intention  to  run 
trains  each  day  for  the  purpose  of  training  the  crews  and  testing 
the  equipment.  Work  is  now  in  progress  on  the  station  at  Beech- 
wood  Park,  a  large  new  amusement  resort,  which  will  be  opened 
about  the  time  the  road  is  completed.  It  is  now  announced  that 
regular  operation  will  probably  be  started  about  the  last  of  the 
month. 

Pittsburg  &  Butler  Street  Railway. — This  new  line  between 
Pittsburg  and  Butler,  Pa.,  which  was  described  at  length  in  the 
Electric  Railway  Review  of  April  27,  11)07,  Is  expected  to  be 
opened  I'm'  traffic  on  May  2.  The  first  oar  was  operated  over  the 
road   on  April   24,   carrying  a  party  of  officials. 

Puget   Sound    Electric    Railway,   Tacoma,   Wash. — It   Is  reported 

thai    Si •  &   Webster  of   Huston    propose    in  double-track   Ibis  line 

between    Tacoma    and    Seattle,    Wash.     W.    S.    Dlmmock,    manager, 
Tacoma, 

Rockford  Oregon  &  Southern  Railway. — This  company  is  now 
making  a  preliminary  survey  from  Rockford  to  Oregon,  111.,  for  the 
proposed  line  which  Is  to  connect  those  towns  with  Dixon,  111.  F.  G. 
Jones  ot  i  iregon  is  interested. 

Rock  Island  Southern  Railroad,  Monmouth,  III. — It  has  been  an- 
nounced  that    this  company  has  decided  not  to  build  the  proj 

llni     between    Rock    island    ami    Monmouth,    in.,    this   summei 
account  of  the  high  prices  of  construction  materials.    The  pi 


lino 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  18. 


has   not   been   abandoned,    but   will   be   postponed   until   the   fall   or 
next  spring. 

San  Francisco  Vallejo  &  Napa  Valley  Railway. — General  Man- 
ager L.  J.  Perry,  Napa,  Cal.,  states  that  this  extension  of  the 
Vallejo  Benicia  &  Napa  Valley  Railroad  from  Napa  to  St.  Helena, 
Cal.,  18  miles,  will  probably  be  in  operation  by  the  end  of  summer. 
A  shipment  of  900  tons  of  rails  is  expected  from  the  east  this 
month  and  a  shipment  of  Japanese  oak  ties  is  expected  daily. 
Work  on  the  grading,  bridges  and  culverts  is  progressing  rapidly 
and   the  poles  and  wires   have   been   ordered. 

Shore  Line  Street  Railway. — This  company  has  been  organized 
at  New  Bedford,  Mass.,  to  build  an  electric  railway  to  Horse  Neck 
Beach  and  Westpoint,  Mass.,  13  miles.  Capital  stock,  $75,000.  The 
directors  are  the  following:  Charles  F.  Parkerm  of  Woonsocket, 
R.  L;  A.  C.  Ralph  of  Taunton;  Andrew  H.  Sowle  of  Westport;  B.  W. 
Gleason  of  Boston;  J.  M.  Shorrocks  of  Westport;  Jeffers  F.  Rich- 
ardson of  Albany,  N.  Y. ;  N.  L.  Sheldon  of  Boston. 

Southwest  Missouri  Railroad,  Webb  City,  Mo. — Surveyors  have 
been  locating  a  change  of  route  on  the  Lakeside  Park-Carthage 
line  north  of  Lakeside  Park,  in  order  to  avoid  two  sharp  curves 
at  a  crossing  over  the  Missouri  Pacific  tracks.  The  steam  road 
would  only  permit  a  right-angle  crossing  when  the  line  was  built. 
The  new  line  will  pass  under  the  Missouri  Pacific  tracks  and  by 
straightening  the  line  will  save  a  considerable  distance  between 
Webb  City  and  Carthage.     A.  H.  Rogers,  president,  Webb  City. 

South  Texas  Traction  Company. — James  T.  Sanford,  J.  T.  Gos- 
sett,  O.  B.  Greeves  and  I.  D.  Polk  of  Beaumont,  Tex.,  are  interested 
in  the  construction  of  an  electric  line  from  Beaumont  to 
Port  Arthur,  Tex.,  19%  miles,  which  has  been  surveyed  by  Mr.  San- 
ford. The  promoters  recently  made  a  trip  of  inspection  over  the 
line  and  it  seems  probable  that  the  construction  will  begin  at  an 
early  date. 

Terre  Haute  Indianapolis  &  Eastern  Traction  Company,  Indian- 
apolis, Ind. — H.  J.  McGowan  has  announced  that  the  line  will  be 
extended  from  Danville  to  Amo,  Ind.,  as  originally  planned,  but  that 
instead  of  extending  the  Danville  line  to  Brazil,  where  connection 
can  be  made  for  Terre  Haute,  the  Plainfield  line  will  be  extended 
to  Brazil  and  also  connected  later  with  the  Danville  line  at  Amo, 
making  a  loop,  so  that  there  will  be  two  entrances  to  Indianapolis 
from  Terre  Haute,  one  via  Danville  and  the  other  via  Plainfield. 
Work  has  been  started  between  Danville  and  Amo,  seven  miles,  in 
preparing  the  grade  for  tracklaying. 

Utica  Southern  Railroad. — The  New  York  railroad  commission 
has  granted  this  company  a  certificate  of  necessity  for  its  line 
from  Clinton  to  Hamilton,  Norwich  and  Waterville,  N.  Y.,  26  miles. 
At  a  recent  hearing  it  was  shown  that  the  road  is  generally  desired 
by  the  citizens  of  the  towns  througli  which  it  will  pass.  Practically 
all  of  the  right  of  way  has  been  obtained.  Frank  H.  Baxter  of 
Utica,  N.  Y.,  is  chief  engineer. 

Vincennes  Washington  &  Eastern  Traction  Company,  Vin- 
cennes,  Ind. — This  company  lias  filed  copies  of  a  mortgage  for 
$1,250,000  on  its  property,  right  of  way,  etc.,  between  Vincennes 
and   Washington,   Ind.     W.   H.   Schott   of   Chicago   is  president. 

West  Penn  Railways,  Pittsburg,  Pa. — A  contract  will  soon  be 
let  for  the  construction  of  the  last  five  miles  of  the  Brownsville 
extension,    from   Orient    to    Brownsville. 

Yakima  Intervalley  Traction  Company. — This  company,  which 
proposes  to  build  -a  system  of  electi-ic  railways  radiating  from 
North  Yakima,  Wash.,  has  begun  grading  at  that  point,  under  tho 
direction  of  E.   M.   Kenly,    chief  engineer. 


Personal  Mention 


POWER   HOUSES  AND  SUBSTATIONS. 


Indianapolis  &  Cincinnati  Traction  Company. — It  is  reported 
that  this  company  is  installing  a  1,000-kilowatt  turbine  at  its 
power  house  in  Rushville,  Ind.  This  will  produce  sufficient  addi- 
tional  power  for  the  operation  of  all   the  divisions  of  this  road. 

Indianapolis  Columbus  &  Southern  Traction  Company  has  de- 
cided  to  build  two  substations,  one  at  Columbus,  Ind.,  and  one  at 
Redding,  six  miles  south,  and  will  construct  an  addition  to  the 
Edinburg   power   plant. 

Kokomo  Marion  &  Western  Traction  Company. — This  company 
has  recently  installed  a  new  2,000-horsepower  turbine  in  its  power 
plant  at  Kokomo,  Ind.,  and  another  of  the  same  capacity  has  been 
ordered. 

Omaha  &  Council  Bluffs  Street  Railway. — It  has  been  an- 
nounced that  this  company  has  been  authorized  to  spend  about 
$300,000  in  improvements  to  its  power  house  at  Omaha,  Neb.  The 
contract  for  laying  the  new  underground  conduit  and  high-voltage 
cables  for  transmitting  energy  from  the  new  plant  to  outlying 
stations  has  been  awarded  to  James  Jensen. 

Portland  (Ore.)  Railway  Light  &  Power  Company. — It  is  stated 
that  this  company  has  secured  a  right  of  way  for  a  transmission 
line  to  Salem  and  another  right  of  way  to  the  Oregon  Electric 
Railway  in  order  to  supply  the  latter  railway  with  current  for 
operating   its   cars. 

Tri-City  Railway  &  Light  Company,  Davenport,  la. — It  is  an- 
nounced that  work  on  the  erection  of  a  new  substation  for  this 
company  has  progressed  favorably  and  the  concrete  floor  of  the 
station  has  now  been  put  down  and  machinery  is  being  installed. 

Twin  City  Rapid  Transit  Company. — This  company  has  recently 
installed  in  its  substation  at  College  avenue  and  Wabasha  street, 
St.  Paul,  Minn.,  one  complete  battery,  consisting  of  two  oil  switches, 
three  transformers  and  one  rotary  converter. 


Frank  J.   Doyle. 


Mr.  John  F.  Rutherford  has  been  elected  president  of  the 
Citizens'  Light  &  Transit  Company  of  Pine  Bluff,  Ark.,  to  succeed 
Mr.   J.   B.   York,   resigned. 

Mr.  Robert  Dunbar  has  resigned  as  superintendent  of  the 
Haverhill  and  Salem  divisions  of  the  New  Hampshire  Electric 
Railways.   Haverhill,   Mass.,   to  engage  in  other  business. 

Mr.  Frank  J.  Doyle,  whose  appointment  as  master  mechanic 
of    the    Schenectady    Railway    Company    was    noted    in    the    Electric 

Railway  Review  for  April 
6,  1907,  was  born  in 
Buffalo.  N.  Y.,  and  re- 
ceived his  education  in 
the  public  schools  of  that 
city.  In  1894  he  entered 
the  service  of  the  General 
Electric  Company  at 
Schenectady,  where  he 
remained  for  seven  years, 
receiving  practical  train- 
ing in  its  armature,  rail- 
way motor-testing  and 
experimental  third-rail 
track  departments.  In 
1901  he  became  connected 
with  the  Schenectady 
Railway  as  instructor  of 
motormen;  was  later  barn 
foreman  and  more  re- 
cently general  foreman  of 
the  operating  barns  and 
repair  shops.  Upon  the 
resignation  of  Mr.  L.  L. 
Smith  as  master  me- 
chanic, Mr.  Doyle  was 
appointed  his  successor 
and  assumed  the  duties 
of  this  office  on  April  10, 
as  previously  announced. 
Mr.  C.  C.  Long,  manager  of  the  Tazewell  Street  Railway,  has 
been  appointed  superintendent  of  the  Aceomac  Traction  &  Power 
Company,  organized  to  build  a  line  from  Ocancock  to  Occomac 
Court  House,  Va.,  with  office  at  Ocancock.  Mr.  Long  will  also 
retain  his  position  with  the  Tazewell  Street  Railway,  with  office 
at  Tazewell,  Va. 

Mr.  Edwin  J.  Wilcoxen.  heretofore  superintendent  of  trans- 
portation of  the  Rochester  Railway,  the  Rochester  &  Suburban 
Railway  and  the  Rochester  &  Sodus  Bay  Railway,  has  been  ap- 
pointed general  superin- 
tendent  of  those  com- 
panies, with  headquarters 
at  Rochester,  N.  Y.  Mr. 
Wilcoxen  was  born  in 
Seneca  Falls,  N.  Y.,  on 
April  27,  1871.  and  was 
educated  in  the  public 
schools  of  that  city.  In 
1S8S,  after  completing  a 
course  in  the  Mynderese 
Academy  and  the  Taylor 
Business  College  at  Roch- 
ester, he  entered  the  car 
service  department  of  the 
Buffalo  Rochester  & 
Pittsburg  Railway,  hav- 
ing headquarters  at  Brad- 
ford. Pa.,  and  later  at 
Buffalo,  N.  Y.  He  was 
afterward  given  a  posi- 
tion in  the  office  of  the 
superintendent,  but  re- 
signed to  become  con- 
nected with  the  Wagner 
Palace  Car  Company  of 
Buffalo,  as  secretary  to 
the  assistant  manager. 
Edwin  J.  Wilcoxen.  In  1S96  he  was  appointed 

general  passenger  agent 
of  the  Geneva  &  Cayuga  Lake  Railroad.  During  his  connection 
with  this  road  it  was  converted  from  steam  to  electricity  and  it  was 
here  that  he  obtained  his  first  experience  in  electric  railway  work, 
devoting  the  years  1S9S  and  1899  to  the  study  of  electrical  opration 
in  the  company's  shops  and  power  house.  In  1900  he  was  appointed 
assistant  superintendent  of  construction  of  the  Rochester  &  Sodus 
Bay  Railway  and  after  its  completion  was  successively  assistant 
superintendent  and  general  freight  and  express  agent.  Two  years 
later  he  was  made  general  superintendent  of  this  company,  then 
division  superintendent  of  the  Rochester  Railway  and  more  recently 
superintendent  of  transportation,  which  position  he  has  held  for 
about  a  year. 

Mr.  F.  T.  Buchanan,  heretofore  superintendent  of  the  railway 
and  amusement  department  of  the  Key  West  (Fla.)  Electric  Com- 
pany, has  resigned,  effective  on  May  1.  and  will  return  to  his 
former  home  at  Woburn.  Mass..  in  the  hope  of  regaining  his  health. 
He  was  formerly  general  superintendent  of  the  Cape  Breton  Elec- 
tric Company  at  Sydney.  N.  S.,  which  is  managed  by  the  Stone  & 
Webster  interests   of  Boston.   Mass.,   but   more  recently  was   trans- 


May  4,  1907. 


ELECTRIC    RAILWAY    REVIEW 


601 


Hanlon. 


ferred,  for  the  benefit  of  his  health,  to  the  Key  West  property  ot 
the  company.  Mr.  N.  B.  Rhoads  of  Savannah,  Ga..  has  been  ap- 
pointed  his  successor. 

Mr.  F.  J.  Hanlon.  whose  portrait  Is  presented  herewith,  is  well 
known  to  the  street  railway  circles  of  the  middle  west  by  reason 
of  his  long  service  with  the  Mason  City  &  Clear  Lake  Railway,  and 
by  his  connection  with  the 
Iowa  Street  and  Interur- 
ban  Railway  Association 
since  it  was  first  organ- 
ized. At  its  third  annual 
meeting  Mr.  Hanlon  was 
elected  president  and  that 
his  successful  manage- 
ment of  the  association 
during  his  term  of  office 
was  appreciated  by  his 
associates  is  evidenced  by 
his  re-election  as  presi- 
dent of  that  body  at  its 
fourth  annual  meeting, 
held  at  Clinton,  la.,  on 
April  19  and  20,  1907.  Mr. 
Hanlon  was  born  on  Au- 
gust 12.  1876,  and  at  the 
age  of  15  years  he  entered 
the  general  freight  de- 
partment of  the  old  Ma- 
son City  &  Ft.  Dodge 
Railway,  now  a  part  of 
the  Chicago  Great  West- 
ern system.  After  two 
years  of  service  with  this 
road  he  resigned  to  be- 
come chief  clerk  in  the 
general      superintendent's 

office  of  the  Iowa  Central  Railway  at  Marshalltown,  la.,  where  he 
remained  for  four  years.  At  this  time,  like  other  well-known 
managers  of  electric  railway  properties  whose  early  experience 
was  obtained  in  the  service  of  steam  roads.  Mr.  Hanlon  became 
convinced  of  the  great  opportunities  afforded  in  electric  railway 
work,  and,  in  1897,  resigned  his  position  to  become  connected  with 
the  Mason  City  &  Clear  Lake  Railway,  then  under  construction. 
This  road  operates  in  Mason  City  and  reaches  Clear  Lake  Park, 
a  resort  about  nine  miles  from  Mason  City,  and  under  his  efficient 
management  has  developed  into  one  of  the  important  inter- 
urban  properties  of  the  state  of  Iowa.  In  connection  with  his 
duties  as  vice-president  and  secretary  Mr.  Hanlon  also  has  entire 
charge  of  the  traffic  department,  which  the  rapid  growth  of  the 
company's  interurban  freight  business  has  recently  made  neces- 
sary. 

Mr.  L.  D.  Mathes,  who  was  re-elected  secretary  and  treasurer 
of  the  Iowa  Street  and  Interurban  Railway  Association  at  its 
fourth  annual  meeting,  held  at  Clinton,  la.,  on  April  19  and  20,  has 
held  this  office  since  the 
association  was  first  or- 
ganized, and  has  con- 
tributed in  no  small 
measure  to  its  rapid 
growth  from  a  new  and 
necessarily  small  organ- 
ization to  its  present  size 
and  standing  among  the 
street  railway  associa- 
tions of  the  country.  Mr. 
.Mathes  is  about  35  years 
of  age  and  is  a  native  of 
the  south.  After  gradu- 
ating from  the  University 
of  Tennessee  he  entered 
the  shops  of  the  Memphis 
&  Charleston  Railroad  at 
Mi  aphis,  Tenn.  He  left 
this  company  shortly  after 
i"  take  up  electrical 
work  with  the  Edison 
General  Electric  Company 
("now  the  General  Elei  trii 
Company)  and  later  with 
the  Westinghouse  Elec- 
trlc  &  Manufacturing 
Company,  with  which 
companies  he  was  en- 
gaged in  the  construi  tloi 
and  equipment  of  electric  railways  In  various  sections  of  the  coun 
try  for  about  five  years.  Deciding  to  familiarize  himself  with  the 
details  of  operation  hi  position  ;is  general  foreman  of 
the  Buffalo  &  Niagara  Falls  Electric  Railway,  later  resigning  to 
become  superintendent  ol  thi  Norfolk  (Va.)  &  Ocean  View  Rail- 
way, then  in  the  hand     •          Iver.     During  his  two  and  one-half 

years   of   service   with    lliis    company,    during   which    hi-    developi'd 
considerable   freight    business,    his    successful    financial    policy    re- 
sulted  In   the  restoration   of   the   road    to   thi    original   owners  and 
the  placing  of  Its  finances  on  a  sound  basis.     He  subsequent!     bi 

superintendent  of  the  Charleston  (S.  C.)  &  Seashore 
Railway,  resigning  al  the  end  of  a  year  to  accept  a  Blmilar  position 
with  the  Norfolk  &  Atlantic  Terminal  Company,  which.  In  addition 

to    its    freight    and    i £ei     business,    also    opi  rat   i    a    line    of 

triers.     Deciding    later,    however,     thai     re    Important    work 

his    wide    i    i all    branches   of    i  he 

KB     .  led    in    thi     wi    i     Mr.   Mathes  si--  ■  i  ■  ■■ 

his  connection   with  thli   propi  rl      and  is  now  general  tnanagei    ol 


L.    D.    Mathes. 


the  Union  Electric.  Company  of  Dubuque,  la.,  which  position  he  has 
held  for  several  years. 

Mr.  O.  D.  Collins,  superintendent  of  the  Home  Gas  &  Electric 
Company.  Redlands,  Cal..  has  resigned  to  become  superintendent 
of  the  Redlands  &  Yucaipe  Railroad  at  Redlands,  Cal.  Mr.  Collins 
was  formerly  superintendent  of  the  San  Bernardino  Traction  Com- 
pany. 

Mr.  N.  B.  Rhoads,  formerly  with  the  Savannah  Electric  Com- 
pany at  Savannah,  Ga..  has  been  appointed  superintendent  of  the 
railway  and  amusement  department  of  the  Key  West  (Fla.)  Elec- 
tric Company,  succeeding  Mr.  F.  T.  Buchanan,  recently  resigned  on 
account  of  ill  health. 

Mr.  Edwin  E.  Johnson  has  been  appointed  to  the  newly  created 
position  of  manager  of  the  publicity  department  of  the  Georgia 
Railway  &  Electric  Company.  Atlanta,  Ga.  Mr.  Johnson  is  well 
known  in  newspaper  circles  in  Atlanta,  having  been  connected 
with  local  papers  for  about  six  years. 

Mr.  A.  R.  Whaley.  superintendent  of  the  New  York  division  of 
the  New  York  New  Haven  &  Hartford,  has  resigned  to  accept 
a  position  with  the  New  York  Central  &  Hudson  River  as  manager 
of  the  Grand  Central  station  and  general  superintendent  of  the 
electric  zone,   succeeding  Mr.  I.  A.  McCormick. 

Mr.  E.  W.  Robertson  of  Columbia,  S.  C,  has  been  elected 
president  and  treasurer  of  the  Anderson  Traction  Company,  Ander- 
son, S.  C.  Mr.  William  Elliott,  Jr.,  has  been  elected  vice-presi- 
dent and  general  manager.  Mr.  J.  A.  Brock,  heretofore  president 
of  the  Anderson  company,  has  resigned  to  devote  his  attention 
to  his  cotton  mill  interests. 

Mr.  Dewitt  C.  McMonagle  has  been  appointed  general  manager 
of  the  Wallkill  Transit  Company,  Middletown,  N.  Y.,  succeeding 
Mr.  E.  C.  Folsom,  who  has  gone  to  Bay  City.  Mich.,  as  general 
superintendent  of  the  Saginaw-Bay  City  Electric  Railway  &  Light 
Company.  Mr.  William  N.  Gould  has  been  appointed  superin- 
tendent, succeeding  Mr.  J.  P.  Beale,  who  has  been  appointed 
superintendent  under  Mr.   Folsom   at  Bay   City. 

Obituary. 

L.  P.  Huntoon  of  Ft.  Wayne,  Ind.,  died  in  that  city  on  April 
16.  He  had  been  connected  with  railway  engineering  work  in  the 
central  states  for  several  years  and  at  the  time  of  his  death  was 
chief  engineer  of  the  Ft.  Wayne  &  South  Bend  Railway. 

Thomas  Whinston  Peoples,  formerly  for  many  years  chief  en- 
gineer of  the  Manhattan  Elevated  Railway,  New  York,  died  at  his 
home  in  East  Orange.  N.  J.,  on  Saturday,  April  2S,  after  a  brief 
illness,  aged  77  years.  He  was  born  in  Harrisburg  in  1830  and 
at  the  early  age  of  nine  years  entered  the  shops  of  the  Penn- 
sylvania Railroad,  where  he  remained  until  his  appointment  12 
years  later  as  master  mechanic  of  the  Harrisburg  division  of  the 
road.  At  the  opening  of  the  civil  war  he  organized  a  company 
of  volunteers  from  among  his  railroad  associates  and  accompanied 
it  to  the  front. 

David  Willcox  of  New  York,  N.  Y.,  who  resigned  on  April  9 
as  president  of  the  Delaware  &  Hudson  Company,  committed  sui- 
side  on  April  24  on  board  the  North  German  Lloyd  steamship  Bar- 
barossa,  while  returning  from  a  trip  abroad  for  his  health.  Mr. 
Willcox  was  also  president  of  two  prominent  electric  railway  com- 
panies controlled  by  the  Delaware  &  Hudson  Company,  the  United 
Traction  Company  of  Albany,  N.  Y.,  and  the  Hudson  Valley  Rail- 
way of  Glens  Falls,  N.  Y.  He  was  succeeded  as  president  of  the 
I  telaware  &  Hudson  by  Mr.  L.  F.  Loree,  formerly  president  of  the 
Baltimore  &  Ohio  and  the  Chicago  Rock  Island  &  Pacific  railways. 


Electric    Railways    in    New    Jersey    for    1906. 

The  annual  statement  of  the  New  Jersey  state  board  of  as- 
sessors for  the  year  1906  shows  an  increase  in  the  gross  receipts 
of  the  6S  companies  reporting,  of  $2,171,81",  over  the  previous  year. 
The  aggregate  figures  of  all  the  companies  reporting  show  the  fol- 
lowing: Trackage,  1,060.982  miles;  capitalization,  $9S,377,860;  funded 
debt,  $97,152,0S7;  other  debts,  $28,132,749;  cost  of  roads  and  equip- 
ment, $178,420,733;  cost  of  repairs  and  operation,  $7,289,409;  gross 
receipts,  $12,209,738.  Only  nine  of  the  68  companies  which  filed 
reports  paid  dividends  last  year,  the  total  payments  under  this 
item  amounting  to  $885,890.  The  tax  is  based  on  the  gross  receipts 
of  each  company.  Under  the  Voorhees  franchise  tax  law  the  tax 
was  2  per  cent,  but  under  the  act  of  1906  the  amount  is  increased 
one-half  of  1  per  cent  each  year  until  it  reaches  5  per  cent  in  1912. 
ri  reafter  it  is  to  remain  at  that  figure.  This  year  the  total  tax 
in  the  state  will  be  $305,243. 

Service    on    Ft.    Dodge    Des    Moines    &    Southern. 

J.  L.  Blake,  manager  of  the  Ft.  Dodge  Des  Moines  &  Southern 
Electric  Railway  has  completed  the  preliminary  schedule  for  the  in- 
terurban service  on  the  new  line.      The  Boone-Des  Moines  line  will  be 
in   operation    during   the   first   week    In   June,    the   AmeS-Des    Moines 
.     will    start    about    July    1    and    the     Ft.     I  ">dge-Des    Moines 

i  about  August  1.  In  the  Boone-Des  Moines  service  cars 
will  leave  I '.none  and  Des  Moines  every  hour  and  50  minutes,  start- 
ing at  0:55  In  the  morning  and  continuing  until  11:30  at  night. 
The  Ames-Des  Moines  service  will  consist  of  eats  leaving  each  town 
about  every  hour  and  30  minutes  between  6:65  a.  m.  and   11:30  p.  m. 

n   i     e   id   to  have  ears  leave-  Ft.  Dodge  and   Des  Moines  every 

two   hours.     The  Boone  and  Ames  services   will   be   kept  separate, 

that  Is,  cars  will   run  direct   from  Boone  to  Des  Moines  and   return 

i       in     i  to  Des  Moines  and   return.     This  will  make  double 

it  ween  I  >ea  Moim  a  and  thi    lunct  Ion  when    the  I  '■ 

\,„,  lines  meet,  ai  present  2  cents  per  mile  will  be  oharged  on 
one-way  tickets,  but  a  rate  of  i ' l.-  cents  will  be  madi  on  round 
trip  tickets,    Mileage  I ks   will   be  Bold  al   a   \o\ 


602 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  No.  18. 


Financial  News 


Berkshire  (Mass.)  Street  Railway. — Authority  has  been  given 
to  this  company  by  the  Massachusetts  railroad  commission  to  issue 
$250,000  additional  capital  stock,  which  will  be  offered  to  stock- 
holders at  $100  a  share.  The  proceeds  will  be  used  for  retiring 
floating  debt  and  for  the  purchase  of  additional  property. 

Cleveland  Southwestern  &  Columbus  Railway,  Cleveland. — This 
company  has  filed  a  mortgage  securing  the  issue  of  $10,000,000  of 
5  per  cent  bonds.     The  Cleveland  Trust  Company  is  trustee. 

Columbus  (O.)  Railway  &  Light  Company. — David  E.  Put- 
nam, vice-president  of  the  Commercial  National  Bank  of  Columbus, 
has  been  elected  a  director  to  succeed  Charles  rj.  Lindenberg,  re- 
signed. 

Consolidated  Railway  Company,  New  Haven,  Conn. — It  is  an- 
nounced that  about  $12,000,000  of  the  $21,000,000  outstanding  4  per 
cent  debenture  bonds  have  been  exchanged  for  the  stock  of  the 
New  York  New  Haven  &  Hartford  Railroad  Company.  The  prop- 
erty owned  by  the  Consolidated  company,  it  is  stated,  will  be  for- 
mally acquired  by  the  New  York  New  Haven  &  Hartford  road. 

Detroit  United  Railway. — Earnings  of  this  company  for  the 
three  months  ended  March  31,  with  comparisons,  are  as  follows: 

Quarter  ended  March  31 —  *1907.  *1906.  1905. 

Gross  earnings    $1,437,727         $1,235,164         $1,048,018 

Expenss   and    taxes    941,542  760,084  676.453 

Net  earnings    $    496. 1S5         $    475, 0S0         $    371,565 

Other    income    13,624  11.2S5  12,077 

Total     $    509.S09         $    486,365         $    3S3.642 

Fixed    charges    332,677  288,314  276.693 

Surplus    $    177,132         $    198,051         $    106,949 


•Figures  for  1907  and  1906  include  operations  of  the  Rapid  Rail- 
way System,  the  Sandwich  Windsor  &  Amherstburg  Railway  and 
the  Detroit  Monroe  &  Toledo  Short  Line  Railway. 

Duquoin  (III.)  Belleville  &  St.  Louis  Electric  Railway. — This 
company  has  given  a  mortgage  to  the  Carnegie  Trust  Company  of 
New  York,  as  trustee,  to  secure  an  issue  of  $2,000,000  of  20-year  5 
per  cent  bonds,  dated  February  1,   1907. 

International  Railway  System.  Buffalo. — The  earnings  for  the 
quarter  ended  March  31  were  as  follows: 

Quarter  ended  March  31—  1907.  1906.  1905. 

Gross    earnings    $1,173,170         $1,065,546         $933,169 

Operating    expenses     764.S31  686,609  5S9.74S 

Net    earnings    $    40S.339         ?    37S.937         $343,421 

Other  income   13,064 

Total     $    40S,339         $    378,937         $356,485 

Fixed    charges    295,054  2S5.430  402.S2S 

Surplus     $    113.2S5         $      93,507         '$46,343 


♦Deficit. 

Eastern  Ohio  Traction  Company.  Cleveland. — An  order  permit- 
ting the  sale  of  the  property  of  this  company  was  entered  by  Judge 
Ford  in  the  common  pleas  court  at  Cleveland  on  April  30. 

Ft.  Wayne  &  Wabash  Valley  Traction  Company,  Ft.  Wayne. 
Ind. — Hugh  J.  McGowan  of  Indianapolis  has  been  elected  second 
vice-president  to  succeed  W.  Kelsey  Schoepf  of  Cincinnati.  Other 
officers  were  elected  as  follows:  President,  J.  Levering  Jones  of 
Philadelphia;  first  vice-president,  Charles  Murdock  of  Lafayette, 
Ind.;  secretary,  S.  B.  Fleming,  Ft.  Wayne,  and  treasurer.  H.  C. 
Paul,  Ft.  Wayne.  The  officers,  together  with  Randal  Morgan, 
Bayard  Henry  and  H.  H.  Kingston  of  Philadelphia,  form  the  board 
of  directors. 

Kenosha  (Wis.)  Electric  Railway  Company. — This  company  has 
increased  its  capital  stock  from  $150,000  to  $1,000,000. 

La  Crosse  (Wis.)  City  Railway  Company. — This  company  has 
increased  its  capital  stock  from  $250,000  to  $500,000. 

Lewiston  (Me.)  Augusta  &  Waterville  Street  Railroad. — This 
company  has  purchased  control  of  the  Augusta  Winthrop  &  Gard- 
iner Railway  of  Augusta,  Me.,  and  is  negotiating  for  the  purchase 
of  control  of  the   Lewiston  Brunswick  &  Bath   Street  Railway. 

London  (Ont.)  Street  Railway  Company. — It  is  reported  that 
negotiations  are  under  way  for  the  purchase  of  this  company  by  the 
city  of  London.  The  property  is  controlled  by  the  Everett-Moore 
syndicate.     The    London    company    has    $550,000    capital    stock    and 

,000    bonds    outstanding,    and    operates   33%    miles   of   road.     It 

controls  the  Springbank  Park  Railway  and  Springbank  park. 

Memphis  (Tenn.)  Street  Railway. — The  earnings  for  1906,  with 
comparisons,  were  as  follows: 

1906.  1905.  1904. 

Gross    $1,428,93.)         $1,114,022         $979,513 

Expenses  and   taxes S3S.227  57S.2S9  483,781 

Net    $    590.708         $    535,733         $495,732 

Interest,    etc 372,783  349,154  311,451 

Surplus    $    217,925         $    1S6.579         $1S4,2S1 


After  allowing  for  the  3  per  cent  dividend  on  the  $2,500,000  pre- 
ferred stock,  the  balance  of  surplus  shows  0.72  per  cent  earned  on 
the  $2.."."". common  stock  outstanding. 

Milwaukee  Northern  Railway  Company. — This  company  has 
given  a  trust  deed  to  the  Fidelity  Trust  Company  of  Milwaukee  to 
secure  an  issue  of  $4,000,000  bonds,  maturing  in  30  years.  The 
road  is  projected  from  Milwaukee  i><  Sheboygan  and  Fond  du  Lac, 
and  construction  is  now  in  progress  between  Milwaukee  and  Port 
Washington. 

Northern  Ohio  Traction  &  Light  Company,  Akron.  O. — Ear:.  T- 
for  the  three  months  ended  March  31  compare  as  follows: 

Quarter  ended  March  31 —  1906.       Increase. 

Gross   earnings    $375.S82         $334,607         S41.275 

Operating  expenses    235,506  224.371  11,135 

Net    earnings    $140,376         $110,236         $30,140 

Fixed  charges    124,029  119,841  4,188 

Surplus     $16,347         •$  9,605         $25,952 


•Deficit. 

Philadelphia  Company.  Pittsburg. — Earnings  of  the  company 
for  the  .nree  months  ended  March  31  were  as  follows:  Gross  earn- 
ings from  operatons,  $5,102,113. S9;  expenses  and  taxes.  $2,947,214.74; 
net  earnings  from  operations,  $2,134,899.15;  miscellaneous  income, 
$S9,077.71;  total  earnings  and  income,  $2.243,976.S6;  fixed  charges, 
$1,072,574.82;  balance,  $1,171,402.04;  dividend  on  preferred  stock, 
$75,000;  surplus,  $1,096,402.04;  proportion  due  to  other  owners  of 
common  stock  of  affiliated  corporations.  $13,012.92;  available  for 
Philadelphia   Company,    $1,0S3,3S9.12. 

Philadelphia  Rapid  Transit  Company. — The  recent  call  of  $5.00 
per  share  upon  the  capital  stock  will  net  $3,000,000  approximately. 
Upon  payment  of  the  present  call  a  total  of  $21,000,000  will  have 
been  paid  in  on  the  600,000  shares  of  the  company.  Each  assess- 
ment since  organization  of  the  company  has  been  $5.00  per  share. 
The  various  dates  upon  which  they  have  been  made  are  given 
below: 

Date  Total 

of  call —  assessment. 

July,   1902   $3,000,000 

July,  1903    3,000,000 

January,  1904    3,000,000 

January,  1905   3,000,000 

July,  1906   3,000,000 

December,   1906    3,000,000 

April,   1907    3,000,000 

$21,000,000 

Portland  (Ore.)  Railway  Light  &  Power  Company. — This  com- 
pany has  given  a  mortgage  to  the  Trust  Company  of  North  America 
of  Philadelphia,  as  trustee,  to  secure  an  issue  of  $15,000,000  general 
mortgage  bonds,  of  which  $1,500,000  will  be  issued  at  present.  The 
$1,500-,000  bonds  will  be  used  as  collateral  security  for  an  issue 
of  $1,000,000  of  3-year  5  per  cent  notes  dated  March  1,   1907. 

Rochester  Corning  &  Elmira  Traction  Company. — This  company, 
which  has  been  given  authority  by  the  New  York  railroad  commis- 
sion to  construct  a  road  from  Rochester  to  Elmira.  has  asked  the 
commission   for  authority   to  issue   $8, first   mortgage  bonds. 

Twin  City  Rapid  Transit  Company.  Minneapolis. — Earnings  for 
the  quarter  ended  March  31,  with  comparisons,  were  as  follows: 

Quarter   ended   March   31—  1907.  1906.  1905. 

Gross   earnings    $1,355,941         $1,206,500         $1,034,303 

Operating    expenses     694.296  592,418  518,361 

Net    earnings    $    661. «:.         $    614.082         $    315.942 

Charges,   taxes,  etc 345.773  329,125  291.975 

Surplus     $    315.S70         $    2S4.957         $    223,967 

United  Railroads  of  San  Francisco. — Ernst  Thalmann  of  New 
York,  president  of  the  United  Railways  Investment  Company, 
which  controls  the  United  Railroads  of  San  Francisco,  denies  that 
it  is  proposed   to  sell  the   San   Francisco  properties. 

West  Penn  Railways  Company.  Pittsburg. — The  report  for  the 
year  ended  March  31,  1907,  compares  as  follows: 

1907.        1906.       1905. 

Gross    earnings    $1,449.40S         $1,116,333         $934,917 

Expenses  and    taxes 806, 51o  600,535  522.645 

Net    earnings $    642.893         $    515.7f-S         $412,272 

•Charges    326.675  325,625 

Balance     $    260,297         $    189,123         $  S6.647 

Dividends     137,500  137,500         

Surplus    $    122.7M7         $      51.623         $86,647 

•Charges  include  subsidiary  company's  charges  and  interest  on 
West  Penn  Railways  Company  bonds. 


Dividends    Declared. 


Ohio  Traction  Company,  Cincinnati,  preferred,  quarterly.  I'm 
per  cent. 

Union  Street  Railway  Company.  New  Bedford,  Mass.,  quarterly. 
2  per  cent. 


May  4.  1907. 


ELECTRIC    RAILWAY    REVIEW 


603 


Manufactures  and  Supplies 


ROLLING  STOCK. 


Topeka  Railway.  Topeka.  Kan.,  will  soon  purchase  eight  new 
cars. 

Cincinnati  Georgetown  &  Portsmouth  Railroad,  Cincinnati.  O., 
is  in  the  market  for  10  new  cars. 

Louisville  &  Eastern  Railroad.  Louisville,  Ky..  is  in  the  market 
for  new  equipemnt  on  one  work  car. 

Jacksonville  Electric  Company,  Jacksonville.  Fla.,  has  ordered 
eight  additional  cars  for  deliver}"  by  July  1. 

Danville  Car  Company.  Danville.  111.,  has  contracted  with  A.  S. 
Partridge   for  rebuilding   twelve   12-bench   open   cars. 

Indiana  County  Railways  Company,  Indiana.  Pa.,  is  in  the 
market  for  four  50-foot  double-truck  cars  and  one  gravel  car. 

Bellaire  Southwestern  Traction  Company.  Bellaire.  O..  recently 
purchased  five  semi-convertible  cars  from  The  J.  G.  Brill  Com- 
pany. 

Nashville  Interurban  Railway,  Nashville,  Tenn.,  is  reported 
to  be  placing  orders  for  a  number  of  interurban  cars,  a  chair  car 
and  dining  car. 

Chicago  &  Milwaukee  Electric  Railroad,  Chicago,  has  ordered 
two  switching  locomotives  of  the  0-6-0  type,  with  cylinders  17   by 

24  inches,  from  Hicks  Locomotive  &  Car  Works. 

Portland  Railway  Light  &  Power  Company,  Portland,  Ore.,  is 
reported  to  have  placed  an  order  for  40  flat  cars  of  60,000  pounds 
capacity  with  the  American   Car  &  Foundry   Company. 

Anaconda  Copper  Mining  Company.  Anaconda,  Mont.,  is  in 
the  market  for  one  motor  car,  to  be  equipped  with  four  50-horse- 
power  motors  and  to  weigh  approximately  60,000  pounds. 

Tampa  Electric  Company,  Tampa,  Fla.,  has  ordered  twelve 
12-bench  open  cars  from  The  J.  G.  Brill  Company.  These  are 
double-truck  cars  and  will  be  equipped  with  two  GE-67  motors. 

Amarillo  Street  Railway,  Amarillo.  Tex.,  has  placed  an  order 
with  the  Danville  Car  Company  for  four  22-foot  car  bodies,  to  be 
equipped  with  Brill  21-E  trucks.     The  cars  are  for  August  delivery. 

Illinois  Traction  System.  Champaign,  111.,  has  placed  an  order 
witn  the  American  Car  &  Foundry  Company  for  six  motor  express 
cars,  20  trailers  for  express  service  and  four  refrigerator  cars. 
This  road  has  also  placed  an  order  with  the  Xiles  Car  &  Manu- 
facturing   Company    for    two    cars. 

Pennsylvania  Railroad  has  placed  an  order  for  200  all-steel  pas- 
senger cars  as  follows:  With  the  American  Car  &  Foundry  Com- 
pany. 90  coaches,  75  feet  in  length;  with  the  Pressed  Steel  Car  Com- 
pany for  60  coaches,  75  feet  long.  20  baggage  and  5  combination  cars 
60  feet  in  length,   and  with   the  Altoona  shops  of  the  company  for 

25  coaches,  to  be  75  feet  in  length. 


SHOPS   AND    BUILDINGS. 


for    car    sheds,    waiting    rooms,    offices    and    a    depot    for    handling 
freight  and   express.     R.   D.    Smith,    manager,    St.   Louis. 

Toledo  Railways  &.  Light  Company. — The  city  council  has  re- 
fused to  grant  a  permit  for  the  tracks  required  for  the  proposed 
interurban  terminal  station  on  Huron  and   Superior  streets. 

United  Railways  &  Electric  Company.  Baltimore.  Md. — This 
company  has  commissioned  Baldwin  &  Pennington,  architects, 
Baltimore,  to  prepare  plans  and  specifications  for  a  car  barn,  to 
be  erected  at  the  corner  of  Fulton  and  Druid  Hill  avenues.  Balti- 
more; one  story,  576  feet  frontage,  reinforced  concrete  construc- 
tion, sprinkler  system,  metal  frames  and  sashes,  electric  wiring 
and  fixtures,  sanitary  plumbing,  heating  system,  steel  rolling  doors. 

Utica  &  Mohawk  Valley  Railway.  Utica.  N.  Y. — Plans  are  being 
considered  for  the  erection  of  an  express  depot  and  storehouse  at 
the  corner  of  Broadway  and  Lafayette  streets. 

Washington  Baltimore  &  Annapolis  Railway. — This  company 
has  commissioned  Simonson  &  Pietsch,  architects,  Baltimore,  to 
prepare  plans  and  specifications  for  a  railway  station,  to  be  erected 
at  the  corner  of  Park  avenue  and  Liberty  and  Marion  streets, 
Baltimore;  two  stories,  75  by  100  feet,  brick  with  stone  and  orna- 
mental terra  cotta  trimmings,  electric  wiring  and  fixtures,  sanitary 
plumbing,    heating   system. 


TRADE  NOTES. 


Detroit  United  Railway. — This  company  is  said  to  be  preparing 
plans  for  a  new  terminal  station  in  Highland  Park,  on  North 
Woodward  avenue,   on  property  purchased  three  years  ago. 

Indiana  Columbus  &  Eastern  Traction  Company. — It  is  reported 
that  this  company  has  secured  an  option  on  property  at  Wayne  and 
Second  streets,  Defiance,  O.,  and  will  purchase  it  for  a  site  for 
an    interurban   passenger   station. 

International  Railway,  Buffalo,  N.  Y.— This  company  has  begun 
work  on  the  new  car  house  on  Broadway,  east  of  Bailey  avenue. 
Buffalo,  the  preliminary  plans  for  which  were  announced  in  the 
Electric  Railway  Review  of  March  16,  1907.  The  new  car  house 
will  be  of  concrete  and  steel  construction.  561  feet  long  and  14S 
feet  deep,  and  will  accommodate  108  46-foot  cars.  The  storage 
yard  along  the  south  side  of  the  building  will  accomodate  135  46- 
foot  cars.  Work  is  also  to  be  started  soon  on  the  remodeling  of 
the  Hertel  avenue  barns.     New  trad  be  constructed  which 

will  give  a  total  storage  capacity  of 

Interstate  Traction  Company.  Duluth,  Minn. — It  is  reported 
that  this  company  will  erect  a  car  house  to  cost  about  $10,000. 
O.   C.   Hartman,   general   manager. 

Portland  Railway  Light  &  Power  Company. — F.  I.  Fuller,  vice- 
president,  writes  that  the  plans  for  the  new  terminal  station  and 
office  building  to  be  erected  at  Portland,  Ore.,  are  not  yet  fully 
prepared  and  consequently  no  details  are  available  at  the  present 
time.  The  general  plan  is  for  a  building  which  will  include  a 
steam-heating  plant,  distributing  and  transformer  station,  union 
depot  for  suburban  lines,  with  waiting  rooms  and  accessories,  the 
of  the  company  and  several  doors  for  general  office  purposes. 
The  building  will  be  200  by  200  feet  and  probably  six  or  seven 
stories  In  height. 

St.    Louis   Electric  Terminal   Railway. — This  company,   which  Is 
ing   terminal   facilities   In    St.    Louis   for   the   Illinois   Traction 
fi  soon  proposes  to  build  a  bridge  across  the  Missis- 
sippi river  from  Venice,  has  complete,!  the  purchase  of  the  property 
at  the  northeast  corner  of  Twelfth  street  and  Lucas  avenue,  with  a 
100-fi  terminal  station.    The  sit  used 


Pressed  Steel  Car  Company  has  declared  its  regular  quarterly 
dividend  of  1»4  per  cent  on  its  preferred  stock,  payable  on  May  22. 

Nathan  C.  Grover,  formerly  assistant  chief  hydrographer  of 
the  United  States  geological  survey,  has  been  appointed  assistant 
hydraulic  engineer  of  J.  G.  White  &  Co.,  New  York. 

Seattle  Frog  <£.  Switch  Company.  Seattle.  Wash.,  has  been  in- 
corporated in  the  state  of  Washington  with  a  capital  stock  of 
$20,000   by  Martin  J.   Henehan  and  James  McDonough. 

Warren  Electrical  Manufatcuring  Company.  Sandusky.  O..  is  in 
the  market  for  about  $8,000  worth  of  machine  tools,  including  a 
boring  mill,  radial  drill,  grinders,  35-inch  lathe  and  a  shaper. 

Electric  Storage  Battery  Company,  Philadelphia,  announces  the 
removal  of  its  sales  office  from  Oakland,  Cal.,  to  11  Hawthorne 
street.  San  Francisco.  Cal.,  where  it  will  occupy  temporary  quarters. 

Blake  Signal  &  Manufacturing  Company,  246  Summer  street, 
Boston,  announces  that  it  has  appointed  the  Erner  &  Hopkins 
Company  of  Columbus,  O.,  agents  in  the  state  of  Ohio  for  the  sale 
of  its  Blake  tube  flux. 

Northern  Engineering  Works,  builder  of  cranes,  Detroit.  Mich.. 
has  furnished  the  plant  of  the  Edison  Sault  Electric  Company. 
Sault  Ste.  Marie,  Mich.,  with  a  second  15-ton  alternating-current 
electric  traveling  Northern  crane. 

C.  W.  J.  Neville,  formerly  engineer  for  the  Expanded  Metal 
Fireproofmg  Company,  has  been  appointed  manager  of  the  southern 
district  of  the  General  Fireproofing  Company  of  Toungstbwn.  O., 
with  headquarters  at  409  Hennen  building,  New  Orleans,  La. 

Railway  Traction  Construction  Company.  New  York,  has  been 
incorporated  with  an  authorized  capital  stock  of  $100,000  to  do  a 
general  contracting  business.  Trie  incorporators  are:  Robert  Ger- 
bracht,  Jr..  S5  Taylor  street;  Martin  A.  Sehenek.  50  Willow  street, 
both    of    Brooklyn,    and    Kenneth   R.    Shand,    Montclair.    N.    J. 

The  J.  G.  Brill  Company,  Philadelphia,  which,  as  reported  in 
the  Electric  Railway  Review  of  April  13,  lost  its  foundry'  building, 
located  at  Sixtieth  street  and  Woodland  avenue.  Philadelphia, 
has  awarded  the  contract  to  Henry  E.  Baton  for  the  erection 
of  a  new  building  at  that  place.  It  will  have  ground  dimensions 
of  109  by  240  feet  and  will  be  a  steel  frame  and  galvanized  iron 
structure. 

Indianapolis  Switch  &  Frog  Company,  Springfield,  O.,  lost  by 
fire  on  April  23  the  main  building  of  its  machine  shop.  This  build- 
ing, which  was  400  by  225  feet,  will  be  rebuilt  at  once  as  a  nre- 
proof  structure.  The  company  has  made  arrangements  to  finish 
all  unfilled  orders  and  will,  upon  the  completion  of  its  new  build- 
ing, install  new  machinery  and  facilities,  resuming  operations  on  a 
much  larger  scale. 

C.  C.  Long,  general  manager  of  the  Tazewell  Street  Railway 
Company,  Tazewell,  Va.,  who  has  also  been  appointed  superin- 
tendent of  the  Accomac  Traction  &  Power  Company,  with  offices 
at  Onancock,  Va..  desires  to  have  manufacturers  of  street  railway 
equipment  and  appliances  send  him  advertising  literature.  The 
Accomac  Traction  &  Power  Company  has  recently  been  organized 
to  build  a  line  from  Accomac  to  Onancock. 

Allison,   Campion,    McClellan   Company,  successors  to   the  John 
\V.  Allison  Company,  has  been  organized  to  engage  in  general  en- 
gineering work,  with  offices  at  1629   Land  Title  building,  Philadelphia, 
and    !'05    West    Street    building,    New    York.     The    members    of    the 
ire:     H.  T.  Campion,  William  McClellan  and  H.  N.  Twells. 
i  any   announces   that    it    is   prepared    to   carry   a   project 
through   the  periods  of  design,   construction  and  successful  opera- 
National  Railway  Equipment  Company,  1  Exchange  place,  Jer- 
sey City,  N.  J.,  baa  been  Incorporated  under  the  laws  of  New  Jer- 
sey, with  a  capital  stock  of  $10,000,  for  the  purpose  of  manufactur- 
nd  freight  cars  for  steam  roads  and  street  cars  for 
!  kinds  of  steel  castings,  journals,  bearing 


604 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  IS. 


brakes  and  safety  appliances.  The  incorporators  are:  Charles  R. 
Barnes  of  Rochester,  N.  Y.,  and  P.  Anthony  Brock  and  Howard 
C.   Griffith  of  Jersey  City. 

Atha  Steel  Casting  Company  of  Newark,  N.  J.,  manufacturer 
of  railway  steel  castings,  has  recently  opened  several  branch  sales 
offices.  An  office  has  been  opened  in  the  Board  of  Trade  building, 
Boston,  in  charge  of  George  T.  Paraschos  as  New  England  sales 
agent.  R.  N.  Barrows,  southern  sales  agent,  is  in  charge  of  the 
Richmond,  Va.,  office,  located  in  the  American  National  Bank 
building,  and  C.  W.  Gennet,  Jr.,  is  western  sales  agent,  with  offices 
in  the  New  York  Life  building,  Chicago. 

J.  M.  Carpenter  Tap  &  Die  Company,  Pawtucket,  R.  I.,  has 
commenced  work  on  a  new  factory  building  that  will  add  24,000 
square  feet  of  floor  space  to  its  present  plant.  It  will  be  a  brick 
fireproof  structure  and  will  increase  its  manufacturing  facilities 
75  per  cent.  This  company,  whose  products  have  been  standard  for 
nearly  half  a  century,  is  the  pioneer  machine  screw  tap  maker 
in  this  country,  and  upon  completion  of  its  new  building  will  be  in 
a  position   to  serve   its  patrons   promptly. 

J.  H.  Wagenhorst  &  Co.,  Youngstown,  O.,  manufacturers  of 
the  Wagenhorst  electric  blue-printing  machine,  announce  a  partial 
list  of  recent  sales  as  follows:  S.  M.  Green,  Holyoke,  Mass.;  Monon- 
gahela  River  Consolidated  Coal  &  Coke  Company,  Pittsburg;  George 
S.  Mills,  Toledo,  O. ;  Eugene  Dietzgen  Company,  New  York;  Babcock 
&  Wilcox,  Barberton,  O.;  J.  W.  Gaddis,  Vincennes,  Ind.;  Multicolor 
Copying  Company,  Detroit,  Mich.;  American  Steel  &  Wire  Com- 
pany, Joliet,  111.;  Thomson  Stationery  Company,  Vancouver,  B.  C. 

James  Ohlen  &  Sons  Saw  Manufacturing  Company,  Columbus, 
O.,  is  building  an  addition  to  its  plant,  125  by  140  feet,  to  be  two 
stories  in  height  and  of  fireproof  construction.  It  will  be  equipped 
with  new  machinery  for  the  manufacture  of  band  and  cross-cut 
saws.  The  demand  for  saws  manufactured  by  this  company  has 
been  rapidly  increasing  and  the  company  is  now  contemplating 
the  erection  of  additional  buildings  during  the  coming  year  for  the 
purpose  of  providing  more  floor  space  to  be  devoted  to  the  manu- 
facture of  band  saws. 

Paterson  Brass  Foundry  has  been  incorporated  under  the 
laws  of  the  state  of  New  Jersey,  with  a  capital  stock  of  $25,000. 
as  manufacturer  and  furnisher  of  brass  castings  for  general  use 
and  mixers  of  metals  for  special  requirements,  including  brass, 
bronze,  babbitt,  composition  and  aluminum.  The  eastings  works 
and  general  office  will  be  located  at  12  Van  Houten  street.  Pater- 
sun.  X.  J.,  and  the  New  York  office  at  10  Wall  street.  The  officers 
of  the  company  are:  President,  P.  O.  Dixon;  vice-president  and 
general  manager,  Samuel  Hart;  secretary  and  treasurer,  O.  O. 
Dixon. 

Bidwell  Electric  Company,  133-139  South  Clinton  street,  Chi- 
cago, has  purchased  property  at  Chicago  Heights,  111.,  upon  which 
it  proposes  to  erect  a  new  plant.  The  main  building  will  be  80  by 
500  feet,  equipped  with  a  15-ton  electric  traveling  crane  and  in 
which  new  machinery  will  be  installed.  An  office  building  and  a 
large  blacksmith  and  forge  shop  will  also  be  erected.  In  addition 
to  this  the  company  will  erect  in  the  near  future  another  building, 
approximately  150  by  500  feet,  and  will  also  equip  it  with  new 
machinery  suitable  for  the  manufacture  of  electric  machinery 
and   supplies. 

General  Electric  Company,  Schenectady,  announces  that  its 
San  Francisco  office  is  now  permanently  located  in  the  Union 
Trust  building,  San  Francisco,  Cal.  The  company  has  recently 
received  an  order  from  the  Chicago  City  Railway  for  1,200  direct- 
current  railway  motors  with  controlling  apparatus,  to  be  used  for 
the  operation  of  300  new  cars.  Power  for  the  new  rolling  stock 
will  be  supplied  by  additional  electrical  generating  machinery 
aggregating  6,000  horsepower.  Each  car  will  be  equipped  with 
four  motors  of  40-horsepower  capacity  each,  this  size  of  motor 
being  the  standard  for  urban  railways. 

Allis-Chalmers  Company,  Milwaukee,  during  the  month  of 
March  received  more  contracts  for  turbo-generator  units  than 
for  any  similar  period  since  the  building  of  turbines  was  begun 
by  the  company.  As  a  result  of  this  increased  volume  of  business 
every  effort  is  being  put  forth  by  the  company  to  insure  prompt 
delivery.  Some  of  the  orders  received  for  turbo-alternator  units 
include  the  following:  Virginia  Passenger  &  Power  Company, 
Richmond,  Va.,  one  of  3,250  kilowatts  capacity;  Citizens'  Light 
Heat  &  Power  Company,  Johnstown,  Pa.,  one  of  1,000  kilowatts 
capacity;  Delaware  Lackawanna  &  Western,  one  turbine  unit  of 
2,000  kilowatts  capacity  for  the  Hampton  Collieries,  Scranton,  Pa. 

Si  Hiker    Car    Works,    Limited,    Halifax.    N.    S..    which    has    been 

incorporated    with    a    capital    stuck    ui    x.'.imp, for    the    purpose   of 

manufacturing  street  cars,  has  prepared  plans  for  the  erection  of 
•llowing  buildings:  Woodworking  shop,  75  by  200  feet,  with 
dry  kiln,  paint  shop  and  warehouse;  ear  shop,  80  by  160  feet;  ma- 
chine shop.  75  by  150  feet;  blacksmith  shop,  75  by  125  feet;  molding 
shop.  75  by  200  feet;  erecting  shop.  100  by  300  feet,  ana  a  central 
power  house.  These  buildings  will  be  equipped  with  modren  tools 
and  all  machinery  will  he  motor  driven.  As  reported  in  the  Electric- 
Railway  Review  of  March  16,  the  plant  will  he  erected  on  a  site  of  25 
teres  recently  purchased  in  Halifax,  and  will  cost  w-hen  completed 
about  $200,000. 

Westinghouse  Machine  Company,  Pittsburg,  completed  its  third 
fiscal  year  on  March  31  as  a  regular  business  organization  market- 
ing and  selling  its  own  product.  Until  1004  the  Westinghouse  Ma- 
chine Company  was  a  manufacturing  concern,  its  product  being 
made  for  another  company.  It  is  interesting  to  note  that  during 
the  last  three  years  the  business  of  the  company  has  been  trebled 
in  orders  and  output.  Many  additions  to  the  plant  have  been  made 
and    the    manufacturing    facilities    have    been    repeatedly   increased 


to  meet  the  growing  demands  for  its  product.  The  greatest  impetus 
to  th.-  company's  business  was  given  when  the  Westinghouse-Par- 
sons  steam  turbine  was  placed  upon  the  market  and  when  the  com- 
panj  entered  upon  the  manufacture  of  gas  engines  in  large  units. 
The  orders   winch   the  company  has   secured   during  the   first   three 

i tths  of    the   present  year  ex led    by   far   the  aggregate  of   the 

business  for  the  same  period  of  last  year  ami  there  is  every  indi- 
cation i!mi  the  Westinghouse  .Machine  Company's  business  during 
1907  will  show  a  steady  increase. 

Underfeed  Stoker  Company  of  America,  manufacturer  of  the 
Jones  stoker,  Marquette  building,  Chicago,  desires  to  announce  the 
appointment  of  Paul  M.  Chamberlain.  M.  E.,  as  chief  engineer. 
Mr.  Chamberlain  was  graduated  in  engineering  at  the  Michigan 
Agricultural  College  in  1S8S  and  at  Cornell  University  in  1S90. 
After  several  years  spent  in  practical  work  with  the  Brown 
I  hasting  &  Machinery  Company  of  Cleveland,  O. ;  the  Frick 
Company,  engineers,  of  Waynesboro.  Pa.,  and  the  Hercules  Iron 
Works  of  Aurora,  111.,  he  accepted  the  assistant  professorship  of 
mechanical  engineering  at  the  Michigan  Agricultural  College.  At 
the  opening  of  the  Lewis  Insttiute  in  Chicago  he  took  charge  of 
the  engineering  work  and  brought  it  up  to  its  well-known  degree 
of  excellence.  During  his  connection  with  the  Lewis  Institute  he 
carried  on  much  consulting  and  testing  work,  with  special  refer- 
ence to  power  production.  For  the  last  year  he  has  devoted  his 
time  to  consulting  work  in  Los  Angeles,  Cal.,  from  where  he 
comes  to  accept  his  present  position.  Mr.  Chamberlain  is  a  mem- 
ber of  the  American  Society  of  Mechanical  Engineers,  also  of  the 
American  Society  for  the  Advancement  of  Science.  His  wide  ex- 
perience in  both  the  practical  and  theoretical  sides  of  his  pro- 
fession qualifies  him  in  every  respect  to  fill  his  new  position  with 
great  credit,  and,  because  of  his  wide  acquaintance  in  the  en- 
gineering fraternity  the  Underfeed  Stoker  Company  considers  him 
a   valuable   acquisition   to   its   working   force. 

Heine  Safety  Boiler  Company,  St.  Louis,  Mo.,  reports  the  fol- 
lowing recent  sales:  Asano  Cement  Company,  Tokio,  Japan,  four 
boilers,  aggregating  900  horsepower;  Atlantic  Gulf  &  Pacific  Com- 
pany, four  200-horsepower  boilers  for  two  hydraulic  dredges,  fifth 
order;  American  La  France  Fire  Engine  Company,  Elmira,  N.  Y.. 
two  230-horsepower  boilers;  American  Locomotive  Company,  Rich- 
mond, Va.,  four  400-horsepower  boilers;  Bridgeport  (Conn.)  Forge 
Company,  three  250-horsepower  boilers;  Crown  Cotton  Mills,  Dalton, 
Ga.,  two  400-horsepower  boilers;  Home  Brewery,  Columbus,  O.. 
three  200-horsepower  boilers;  Hudson  Companies,  two  316-horse- 
power  boilers,  making  a  total  to  this  company  of  4,513  horsepower 
on  11  orders;  Independence  (Kan.)  Cement  Company,  three  400- 
horsepower  boilers,  second  order;  James  S.  Kirk  &  Co..  Chicago, 
two  500-horsepower  boilers;  Joseph  J.  Little  building,  New  York, 
three  275-horsepower  boilers;  Quincy  Horse  Railway  &  Carrying 
Company,  Quincy,  111.,  three  316-horsepower  boilers;  City  of  New 
York  for  Ridgewood  pumping  station,  eight  300-horsepower  boilers; 
Pueblo  &  Suburban  Traction  &  Lighting  Company,  Pueblo,  Colo., 
one  378-horsepower  boiler;  Denver  (Colo.)  Gas  &  Electric  Com- 
pany, three  524-horsepower  boilers:  Texas  Company,  Beaumont, 
Tex.,  thirty-two  200-horsepower  boilers  for  eight  pipe-line  oil- 
pumping  stations  in  Texas;  Victor  Talking  Machine  Company, 
Camden,  N.  J.,  two  316  and  two  27a  horsepower  boilers;  Warren 
(It.  I.)  Manufacturing  Company,  one  ::2:; -horsepower  boiler,  making 
a  total  of  2, SSI  horsepower  on  six  orders;  Willamette  Pulp  & 
Paper  Company,  Oregon  City,  Ore.,  one  250  and  two  366  horse- 
power boilers,  third  order;  United  States  navy  department,  for 
Norfolk  Navy  Yard,  two  428-horsepower  boilers  and  four  350-horse- 
power  boilers:  United  States  navy  department,  for  Charleston 
Navy  Yard,  through  Muralt  *  Co..  New  York,  four  350-horsepower 
boilers:  Philadelphia  House  of  Refuge.  Glens  Mills,  Pa.,  four  250- 
horsepower  boilers. 


ADVERTISING    LITERATURE. 


Allis-Chalmers  Company.  Milwaukee.  Wis. — Construction 
Book  No.  5009  contans  directions  for  the  installation  and  operation 
of  Allis-Chalmers  direct   current    motors  and   generators,   type   "K." 

W.  N.  Matthews  &  Brother,  St.  Louis.  Mo. — A  conveniently  ar- 
ranged catalogue,  well  printed  in  two  colors,  gives  the  net  prices 
on  the  line  of  electric  specialties  handled  by  this  company.  The 
line  includes  the  Stombaugh  guy  anchor,  Kearney  cable  clamp, 
which  was  described  in  tin  Electric  Railway  Review  of  April  27, 
1907,    Lima  jack  box   and   plug   and   other  well-known  devices. 

Massachusetts  Chemical  Company.  Walpole.  Mass. — A  sub- 
stantial catalogue,  arranged  in  loose-leaf  style  for  future  additions, 
lias  been  issued  to  describe  the  long  line  of  insulating  materials 
manufactured  by  tins  company,  The  company  advocates  the 
liquid  ami  heat  method  of  impregnating  armature  and  field  coils 
ami  offers  a  comparative  treatise  of  that  method  of  impregnation, 
as    compared    with   the   vacuum    impregnation   system. 

Indestructible  Fibre  Company.  45  Broadway,,  New  York,  N.  Y. — 
Wendell  &-  MacDuffie.  26  I  '  irtlandt  street.  New  York,  sole  selling 
agents  for  this  company,  have  just  issued  a  4-page  pamphlet 
describing  the  material  manufactured  by  it  for  car  headlinings  and 
marine  work.  There  are  three  grades  made  up  in  various  qualities 
for  these  classes  of  work  and  sold  under  the  trade  names  of 
Durite,  Fibrite  and  Kantlite. 

Western  Electric  Company,  Hawthorne,  III. — Bulletin  No.  4007 
is  devoted  to  the  line  of  fan  motors  manufactured  by  this  com- 
pany. It  shows  the  good  things  included  in  the  1906  line  and 
embodies  descriptions  of  motors,  showing  a  number  of  new  points 
of  construction.  The  line  includes  alternating-current  and  direct- 
curret  wall  bracket  and  desk  fans;  ceiling  fans,  for  both  alternat- 
ing and  direct  current,  the  Hawthorne  Universal  fan  and  a 
number   of   fan-motor   accessories. 


Chicago:  160  Harrison  Street 


PUBLISHED  EVERY  SATURDAY  BY  THE  WILSON  COMPANY,  CHICAGO 

Entered  at  the  Postofflce,  Chicago,  III.,  as  Second-class  Matter. 
Subscription  in  advance,  including  special  daily  editions  published  from 
time  to  time  in  places  other  than  Chicago,  postage  free,  $2; 
Foreign,  $5;  Single  Copy,  10  cents. 


Vol.  XVII,  No.  19 


New  York:  150  Nassau  Street 


CHICAGO,  MAY  11.  1907 


Whole  No.  211 


TABLE    OF    CONTENTS. 


— Publicity  for  Rules  of  Operation 605 

— Keeping  Busy  in  Substations 605 

— Lamps   over   Ca*    Steps 605 

— Labor  Conditions  in  San  Francisco 606 

— Municipal  Ownership  607 

izadero  Generating  Station  of  the  Portland  Railway  Light 

&  Power  Company   (Illustrated  > 608 

Municipal   Ownership    613 

Provisions  of  New  Philadelphia  Ordinance 615 

Producer  Gas  Engines.     By  G.   \V.    Bissell   (Illustrated) 616 

Xew  Shops  for  San  Francisco  I  Illustrated) 617 

Board  of  Supervising  Engineers,  Chicago  Railways  (Illustrated).   61S 
New  All-Steel    Cars   for   the   Brooklyn   Rapid    Transit   Company 

(Illustrated  I   620 

Annual  Reports  of  Railways   620 

Car  Inspection  at  Wheaton    (111.)   Shops  of  the  Aurora  Elgin  £ 

Chicago  Railway  (Illustrated)   622 

How  to  Insulate  Armature  Coils 622 

Tests  of  a  500-Kilowatt  Turbo-Generator    (Illustrated) 623 

Recommendations  of  Wisconsin    Railroad   Commission 624 

The  Cleveland  Situation  624 

Municipal  Ownership  Commission  Preparing  Report 624 

Rules    and    Regulations    of    the    Operating    Department    of    the 

Denver   City  Tramway   Company *J24 

London  Underground  Railways  624 

Pipine:  and  Power  Station   Systems,  XXXIX.     By  W.   L.  Morris 

(Illustrated  i    625 


Bridge   Decking    Record    Used    on    Winona   Interurban    Railway 

(Illustrate.!  >    62£ 

Recent    Electric    Railway    Legal    Decisions.       By    J.    L.    1:> 

berger   

News  of  the  Week: 

— Legislation  Affecting   Electric   Railways 628 

— Commission   Report  on  Woodlawn  Wreck t:i'^ 

— Rapid   Transit   Affairs  in   New   York 628 

— American    Railway    Insurance   Company 628 

— Chicago-New  York  Air  Line  Called  to  Account 628 

— Wage  Increases   628 

Construction  News: 

— Franchises 629 

— Incorporations    62ft 

— Track  and  Roadway    630 

— Power  Houses  and  Substations 631 

Personal  Mention    632 

Financial   News   633 

Manufactures  and  Supplies 

—Rolling   Stock    634 

— Shops  and   Buildings    634 

— Trail.-    Notes    634 

— Advertising  Literature   635 

Noiseless  Car  Wheels   (Illustrated )    635 

The  Acheson  Effect   636 

Patten   Motor   Lift    (Illustrated)    636 


Failure  on  the  part  of  the  public  to  appreciate  the  difficulties 
which   continually   harass   operating  officials   of  electric   rail- 
ways is  responsible  for  much  of  the  unwar- 
Publicity  ranted  criticism  of  companies  that  is  cur- 

for  Rules  rent     in     large     cities.     In     places     where 

of  Operation.  unjustified    criticism    prevails    it    might   be 

advisable  for  companies  to  give  the  fullest 
publicity  to  the  rules  which  have  been  formed  as  a  result  of 
the  experience  of  many  years  to  lead  conductors,  motormen 
and  other  employes  to  treat  the  public  with  courtesy  and  to 
do  all  in  their  power  to  prevent  accidents.  People  who  are 
not  familiar  with  the  inner  workings  of  street  railways  do  not 
always  realize  that  stringent  rules  exist  to  prevent  incon- 
venience to  the  public,  and  that  if  all  rules  were  followed  at 
all  times,  many  happenings  which  are  now  the  cause  of  com- 
plaint would  never  occur.  Such  rules  as  directly  affect  the 
relations  of  employes  with  patrons  could  be  brought  to  public 
attention  in  different  ways.  The  daily  newspapers  might  con- 
sider the  information  of  sufficient  interest  to  justify  publica- 
tion. It  is  doubtful  if  anyone  could  read  thoughtfully  the  rules 
of  the  Denver  City  Tramway  Company,  which  are  referred  to 
mother  page  of  this  issue,  without  feeling  convinced  that 
ibis   i  aiive  company  is  doing  all  it  can  to  assure  the 

safet  omfori  til'  those  who  travel  on  its  lines. 


'ii.  -nine  Interurban  railways,  and  especially  those  built  more 

than   Ave  years  ago,  the  duties  of  the  substation  attendants 

lude   only    the   operation    of   the   rotary 

Keeping  erters   and   their  auxiliary   machinery. 

Busy  in  Unless    a    substation    attendant    has,    as    a 

Substations.  part    of  his   work,   some   duties   other  than 

these,  he  must  be  idle  a  large   portion   <>!' 

his  time.     It  frequentlj    Is  the  practice  to  have  a  substation 

'tor  or   repair  in.ui    who  may   be   called   upon    by   sub- 

'.n   attendants   to    put    in    operating    condition    damaged 

apparatus  in  any  station.     The  Pacific  Electric  Railway     I 

Angeles,  Cal.,  with  a   view  to  ec m      and  to  the   keeping 

of   its   employes   interested    in    their   work,    hires    for   its   sub- 


station operation  only  men  who  are  competent  or  can  soon 
learn  to  repair  any  of  the  apparatus  in  the  substations.  The 
employes  in  each  substation  are  held  responsible  for  the 
good  operating  condition  of  their  equipment,  and  additional 
help  is  called  for  only  when  time  is  an  important  element. 
This  practice  seems  to  appeal  to  the  employes,  as  is  shown  by 
their  desire  not  only  to  learn  to  operate  the  apparatus  so 
that  it  will  give  the  least  trouble,  but  to  know  its  construc- 
tional details  so  that  they  can  make  the  repairs  in  the  cheap- 
est and  best  way.  There  is  also  the  additional  and  very 
desirable  feature  that  the  attendant's  time  is  more  fully 
occupied  and  he  therefore  does  not  become  anxious  to  leave 
substation   work. 


The  cars  of  the  San  Francisco  Oakland  &  San  Jose  Railway, 
known  as  the    "Key  Route."  are  of  the  large  interurban  type, 
hut   differ  from  the  more  usual  high-speed 
Lamps  car  in   that  the  platforms  are   longer  and 

over  the    steps    wider.     This    change    of   design 

Car  Steps.  was  required  on  account  of  the  quick  load- 

ing and  unloading  necessary  at  the  ferry 
terminal  common  for  all  of  the  radiating  lines.  The  sched- 
ules are  arranged  so  that  trains  from  each  of  the  several 
lines  arrive  at  the  ferry  terminal  at  about  the  same  time. 
mei  mi-,  it  ere  one  of  the  company's  large  ferry  boats  which 
transfer  the  passengers  across  the  bay  between  Oakland  and 
San  Francisco.  Directly  after  a  boat  has  left  for  San  Francisco 
another  lands  its  passengers  coming  from  across  the  bay,  and 
it  is  necessary  quickly  to  reload  the  same  trains.  As  a  means 
of  lessening  the  accidents,  which  it  is  well  recognized  occur 
most  frequently  al  the  steps.  Incandescent  lamp:-  are  used  to 
illuminate  the  grab  handles  and  the  steps.  One  lfi-candle- 
power  lamp  wiiii  a  reflector  is  supported  above  the 
in.  second  lamp  is  placed  under  Hie  supporting  framework 
h  divides  the  length  of  the  steps  in 
half.  The  bulb  is  thus  protected  from  injurj  and  illuminates 
the  up:  ni.l  .h-  ground  near  the  car.  It  has  been  found 
that    this    special    illumination    is    highly    appreciated    by    pas- 


606 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  19. 


sengers,  as  it  affords  on  dark  and  rainy  nights  a  well-lighted 
area  on  the  street  surface  within  which  they  may  alight. 
The  commendation  from  the  public,  together  with  the  ten- 
dency of  well-lighted  steps  and  platforms  to  prevent  acci- 
dents, should  warrant  consideration  of  this  simple  scheme 
not  only  for  other  interurban  roads,  but  for  cars  operating 
in  suburban  and  city  service. 


LABOR    CONDITIONS    IN    SAN    FRANCISCO. 


After  firmly  refusing  to  grant  the  very  extraordinary  and 
seemingly  unwarranted  demands  of  the  labor  unions  the 
United  Railroads  of  San  Francisco  now  faces  a  very  serious 
strike  condition.  The  management  has  announced  that  it 
will  no  longer  recognize  the  unions  and  will  attempt  to  operate 
its  cars  peaceably;  but  that  if  this  is  not  possible  the  rights 
of  the  company  will  be  defended  by  force.  Much  credit  is 
due  the  management  of  the  United  Railroads  for  the  firm 
stand  it  has  taken  against  the  exorbitant  demands  of  the 
unions. 

The  various  controversies  between  the  labor  organiza- 
tions and  the  United  Railroads  led  to  the  appointment  on 
September  18,  1906,  of  a  board  of  arbitration.  The  board 
considered  the  grievances  of  the  several  unions  separately 
and  listened  to  a  very  considerable  amount  of  testimony.  The 
hearing  was  commenced  on  October  31,  1906,  and  was  not 
completed  until  January  9.  1907.  As  the  result  of  the  evi- 
dence presented,  both  by  the  unions  and  by  the  railway 
company,  the  arbitrators  made  the  following  awards,  effective 
September  6,  1906,  to  May  1,  1907:  Armature  winders  and 
electrical  machinists  to  receive  $4-00  per  day;  station  operat- 
ors, $96,  $102  and  $108  per  month;  dynamo  tenders,  $2.50  per 
day;  linemen,  $4.00  per  day;  car  barn  and  truck  men,  $100 
and  $85  per  month.  Except  in  the  case  of  the  station  oper- 
ators, eight  hours  was  defined  as  a  day's  work  and  the  men 
working  overtime  were  to  receive  time  and  a  half  up  to  12* 
o'clock  midnight,  and  double-time  wages  after  midnight.  Work 
on  holidays  was  to  be  paid  for  at  double-time  rates.  In  the 
case  of  the  station  firemen  an  8-hour  day  was  decided  upon 
and  water-tenders  and  wipers  were  to  receive  $3.00  and  $2.50 
per  day,  respectively.  The  grievances  of  the  street  railway 
construction  men,  whose  union  included  those  engaged  in 
track  work,  were  adjusted  by  awarding  day  laborers  $2.25 
per  day  during  the  first  month  of  their  employment  and  $2.50 
per  day  afterward;  pavers,  $3.50  per  day,  and  night  watch- 
men, $2.50  per  day.  In  each  of  the  classes  of  workmen  just 
referred  to,  all  three  arbitrators  concurred,  but  in  the  case 
of  the  members  of  the  street  railway  and  electric  employes' 
organization,  which  demanded  an  8-hour  day  and  a  flat  wage 
of  $3.00  for  the  platform  men,  with  a  proportionate  advance 
amounting  to  40  per  cent  for  all  other  employes  who  were 
members  of  the  union,  the  board  disagreed. 

Briefly  stated,  the  award  of  the  majority  of  the  board, 
which  was  binding  for  the  period  between  September  6,  1906, 
and  May  1,  0.907,  was  as  follows:  Platform  men  were  to  be 
paid  at  the  rate  of  31  cents  per  hour,  with  37.2  cents  per 
hour  for  overtime  during  the  first  year;  the  same  employes 
were  to  receive  32  cents  per  hour,  and  38.4  cents  per  hour 
for  overtime  during  the  second  year;  for  the  third  and  follow- 
ing years  of  service  the  same  employes  were  to  receive  33 
cents  per  hour  and  for  overtime  39.6  cents  per  hour.  No 
changes  were  made  in  the  existing  arrangements  based  on 
the  10,-hour  division  of  the  day.  These  agreements  as  to 
wages  and  hours  terminated  on  May  1,  1907,  and  the  unions 
again  demand  from  the  United  Railroads  of  San  Francisco  an 
8-hour  day  and  a  flat  wage  of  $3.00  for  all  platform  men. 

The  testimony  before  the  board  of  arbitration  which 
temporarily  settled  the  last  dispute  brought  out  several  in- 
teresting facts.  It  will  be  remembered  that  there  were  two 
questions,  which,  as  regards  the  operation  of  the  road,  were 
to  be  considered  by  the  board:  (1)  The  employes'  claim  that 
the  work  required  of  them  had  very  materially  increased  since 


the  fire  of  April,  1906;  (2)  the  earlier  mentioned  demand  for 
a  day  of  eight  hours  and  a  wage  of  $3.00. 

In  reply  to  the  first  claim  Mr.  E.  D.  Hibbs,  general  super- 
intendent of  the  United  Railroads,  introduced  in  his  testimony 
some  interesting  statistics  comparing  conditions  before  and 
after  the  earthquake.  During  the  period  from  March,  1906, 
to  July,  1906,  the  trackage  had  been  reduced  from  257  to  182 
miles,  a  reduction  of  about  29  per  cent.  The  track  destroyed, 
however,  represented  the  lines  most  heavily  traveled.  In 
March,  1906,  the  number  of  passengers  per  car-mile  was  10.69, 
while  after  the  earthquake,  in  July  of  the  same  year,  the 
average  was  12.42  passengers  per  car-mile,  or  an  increase  of 
1.73  passengers.  This  increase  of  an  average  of  less  than 
two  passengers  per  car-mile  undoubtedly  afforded  a  strong 
argument  against  the  claim  of  the  employes  that  their  work 
had  been  much  more  severe  since  the  fire. 

Comparing  still  further  the  conditions  before  and  after 
the  fire  it  was  noted  that  the  concentration  of  traffic  on  a 
few  of  the  lines  now  operated  has  been  caused  by  the  shift- 
ing of  the  centers  of  population,  brought  about  by  the  mov- 
ing of  the  shopping  district.  Before  the  earthquake  the 
average  increase  in  seating  capacity  necessary  to  accommo- 
date the  rush-hour  traffic  was  53.19  per  cent  and  since  the 
earthquake,  owing  to  the  lack  of  equipment,  the  number  of 
extra  cars  available  has  permitted  an  increase  of  but  12.46 
per  cent  in  the  seating  capacity  during  the  time  of  rush 
traffic.  It  was  pointed  out  to  the  arbitration  board  by  rep- 
resentatives of  the  railway  that  since  April,  1906,  the  class 
of  passengers  handled  consisted  of  a  larger  proportion  of 
mechanics  and  laborers  than  before  and  that  at  least  90  per 
cent  of  these  classes  persist  in  riding  on  the  platforms.  This, 
it  is  seen,  will  give  a  crowded  appearance  to  a  car  when  there 
may  be  seats  available  inside.  The  regularity  of  operation 
also  is  greatly  hampered,  first,  by  the  conditions  of  the  streets 
in  general,  a  large  proportion  of  which  are  as  yet  impassable, 
except  on  the  railway  company's  tracks,  and  second,  by  the 
character  of  the  teaming  in  the  burned  district,  which  con- 
sists largely  of  heavily  loaded  trucks  conveying  building  ma- 
terials. 

The  testimony  which  tended  to  show  the  unreasonable- 
ness of  the  wage  demand  of  the  platform  men  also  included 
some  interesting  comparisons  and  other  information.  As  a 
basis  for  the  arguments  it  was  stated  that  no  large  electric 
railway  system  in  this  country  operates  on  a  flat  S-hour  basis. 
The  reasons  for  this  are  various  and  apply  largely  to  cities 
of  a  class  in  which  the  traffic  increases  considerably  during 
the  rush  hours.  The  normal  car-day  in  San  Francisco  is  20 
hours,  which  may  conveniently  be  divided  into  two  periods 
of  10  hours  each.  If  the  S-hour  day,  as  demanded,  were 
granted,  it  would  mean  dividing  the  car-day  into  two  periods 
of  eight  hours  ,each  and  one  4-hour  period.  This  in  turn 
would  result  in  so  many  short  runs  that  even  at  the  exces- 
sively high  wage  scale  demanded  it  would  be  impossible  for 
a  part  of  the  men  to  earn  living  wages.  To  illustrate  how 
different  an  organization  would  be  required  to  operate  the 
equipment  of  the  United  Railroads  of  San  Francisco  on  an 
S-hour  as  compared  with  a  10-hour  basis,  maintaining  the 
same  headway,  running  time,  trips,  etc.,  it  was  stated  that 
under  such  conditions  an  increase  of  57  per  cent  in  the  num- 
berber  of  employes  would  be  necessary. 

Compliance  with  the  demand  for  a  flat  wage  of  $3.00  per 
day  for  all  platform  men,  it  is  thought,  would  work  greatly 
to  the  disorganization  of  any  large  body  of  men  such  as  that 
employed  by  the  United  Railroads  for  operating  its  cars.  On 
the  lines  of  this  company  almost  66  per  cent  of  the  car 
employes  have  been  in  service  for  more  than  two  years  and 
the  gradual  increase  in  the  rate  of  pay  is  an  inducement  for 
them  to  remain  permanently  with  the  company.  Another 
logical  reason  for  a  graduated  scale  is  that  the  company  pro- 
vides penalties  for  offenses  against  good  discipline,  and  it  is 
only  fair  that  the  employe  should  have  a  reward  for  good 
service,  which  would   be  offered  him  if  the  wage  scale  in- 


May  11.  1907. 


ELECTRIC    RAILWAY    REVIEW 


fHM 


eluded  the  raising  of  his  pay  after  a  certain  length  of  con- 
tinued service. 


MUNICIPAL    OWNERSHIP. 


The  members  of  the  committee  on  municipal  ownership 
of  the  American  Street  and  Interurban  Railway  Association 
are  under  no  illusions  regarding  the  extent  of  the  sentiment 
in  the  United  States  in  favor  of  public  ownership.  This  is 
shown  by  their  able  report  presented  at  the  meeting  of  the 
association  in  Columbus  in  October,  1906,  extracts  from  which 
are  published  on  another  page.  Out  of  159  replies  which 
the  committee  received  to  its  circular  letter  of  inquiry  to 
members  of  the  association  regarding  municipal  ownership, 
only  27  stated  that  there  was  agitation  for  municipal  owner- 
ship in  the  localities  of  the  writers.  Of  these  21  indicated 
that  the  agitation  was  but  "slight."  But  figures  such  as 
these,  as  the  committee  evidently  recognized,  are  apt  to  be 
misleading.  Every  person  who  keeps  his  finger  on  the  public 
pulse  knows  that  there  has  grown  up  in  this  country  within 
the  past  decade  a  widespread  sentiment  for  public  owner- 
ship. This  sentiment  has  developed  into  actual  agitation  in 
only  a  comparatively  few  communities,  because  in  only  a  few 
have  there  occurred  expirations  of  franchises  or  other  events 
which  have  afforded  opportunity  for  those  favoring  municipal 
ownership  to  attempt  to  crystallize  their  theoretical  views 
in  practical  political  and  economic  changes.  These  facts 
must  be  candidly  recognized  if  the  growth  of  the  sentiment 
for  public  ownership  is  to  be  arrested. 

The  replies  to  the  committee's  question  as  to  the  causes 
of  the  agitation  leave,  much  to  be  desired.  It  is  not  surpris- 
ing that  none  of  the  58  companies  responding  held  itself 
responsible  for  the  municipal  ownership  sentiment  in  its 
community.  Corporations,  like  men,  usually  feel  that  they 
safely  can  leave  to  others  the  task  of  pointing'  out  their 
faults  and  mistakes.  But  no  intelligent  and  candid  person 
will  deny  that  for  the  public  opinion  adverse  to  private 
ownership  of  public  utilities  which  exists  the  managements 
of  public  utility  corporations  are  themselves  in  considerable 
degree  responsible.  A  large  majority  of  these  corporations 
have  been  conducted  honestly  and  with  a  view  no  less  to  the 
best  interests  of  their  stockholders  than  to  the  rights  of  the 
public.  But  here  and  there  corrupt  bargains  have  been 
driven  with  city  councils  and  legislatures  anxious  to  be  de- 
bauched. Here  and  there  poor  service  has  been  given.  Bad 
financial  methods,  involving  in  some  instances  excessive 
capitalization,  and  in  many  more  the  payment  of  excessive 
dividends  and  failure  to  charge  proper  sums  to  depreciation, 
have  tended  to  cripple  the  companies  and  to  give  the  public 
an  exaggerated  idea  as  to  their  earnings. 

But,  while  these  and  other  mistakes  of  public  utility  cor- 
porations unquestionably  have  helped  foment  the  agitation 
for  municipal  ownership,  it  is  equally  indubitable  that  in  the 
main,  and  fundamentally,  this  agitation  has  its  roots  in  the 
socialistic  sentiment  which  within  recent  years  has  spread 
so  rapidly  throughout  the  United  States.  The  most  marked 
characteristic  of  the  socialistic  propaganda  is  its  tendency 
utterly  to  ignore  practical  facts  and  conditions;  and  doubt- 
less there  would  have  been  agitation  for  municipal  owner- 
ship, although  it  would  not  have  grown  so  widespread  and 
dangerous  if  every  public  utility  corporation  in  this  country 
had  been  managed  as  faultlessly  as,  humanly  speaking,  was 
possible. 

The  committee's  recommendations  regarding  the  best 
methods  to  adopt  i<>  arrest  the  growth  of  sentiment  for  mu- 
nicipal ownership  are  excellent.  Giving  the  best  service 
practicable  and  wiser  methods  of  financiering  will  contribute 
potently  toward  this  end.  The  contrast  between  the  pro- 
gressive and  efficient  methods  of  private  management  and 
the  slothful  and  inefficient  methods  of  public  officialdom 
should  be  made  so  great  and  so  conspicuous  that  the  least 
1   cannot  fail  to  be  Impressed.     The  policy  of  giving 


entire  publicity  to  the  facts  as  to  the  operation  and  position 
of  the  various  companies,  which  many  corporations  favor, 
may  then  be  adopted  with  the  confident  expectation  that  it 
will  produce  beneficial  results  from  the  standpoint  of  both 
the  stockholder  and  the  public. 

The  vital,  fundamental  need  in  the  United  States  now, 
however,  as  the  committee  on  municipal  ownership  evidently 
recognizes,  is  a  thorough  campaign  of  education  on  the  sub- 
ject of  socialism  in  all  its  phases.  From  the  time  of  the 
foundation  of  American  institutions  until  within  recent  years 
the  keynote  of  economic  policy  in  this  country,  national,  state 
and  municipal,  was  encouragement  to  private  initiative  and 
enterprise.  It  was  believed  that  the  true  interests  of  both 
individuals  and  the  public  would  be  best  subserved  in  the 
long  run  if  governments  refrained  from  entering  the  fields 
of  production  and  transportation  except  for  the  purpose  of 
compelling  the  private  individuals  engaged  in  cultivating 
those  fields  to  do  justice  to  one  another.  The  wonderful 
industrial  progress  which  America  has  made — a  progress 
which,  both  in  its  rapidity,  and  in  the  material  blessings 
which  it  has  brought  to  all  classes,  is  without  precedent  or 
parallel  in  the  history  of  mankind — should  be  ample  vindica- 
tion of  this  policy.  That  it  is  not  accepted  as  such  the 
widespread  agitation  for  governmental  interference  with  and 
regulation  of  businesses  of  all  kinds,  for  public  ownership 
and  operation  of  public  utilities  of  many  kinds,  and  even  for 
socialism  in  its  most  revolutionary  form,  makes  only  too 
clear.  So  far  as  reason  and  the  entire  experience  of  the 
human  race  are  capable  of  demonstrating  anything,  they 
demonstrate  that,  while  unfettered  private  initiative  and 
enterprise  promote  the  economic  welfare  of  both  individuals 
and  the  public,  governmental  management  of  industry,  and 
excessive  governmental  interference  with  private  manage- 
ment of  industry,  produce  economic  stagnation  or  paralysis. 
The  check  which  would  surely  be  caused  to  the  development 
of  the  traction  business  in  this  country  by  the  general 
adoption  of  municipal  ownership  is  indicated  by  statistics 
given  by  Prof.  H.  R.  Meyer  in  his  work  on  "Municipal  Owner- 
ship in  Great  Britain."     Professor  Meyer  says: 

"In  the  United  States  in  the  year  1902.  in  a  total  of  530' 
cities,  groups  of  cities  and  towns,  and  groups  of  towns,  there 
was,  in  24.7  per  cent  of  the  cases,  more  than  one  mile  of 
street  railway  track  for  each  1,000  people;  in  32  per  cent  of 
the  cases,  one  mile  of  street  railway  track  for  each  1,000  to1 
1,499  people;  in  21.9  per  cent  of  the  cases,  one  mile  of  track 
for  each  1,500  to  1,999  people;  in  10.7  per  cent  of  the  cases, 
one  mile  of  track  for  each  2,000  to  2,599  people.  In  the 
United  Kingdom,  on  the  other  hand,  there  was,  in  1903,  no 
case  of  one  mile  of  track  for  each  1,500  people  or  less.  The 
most  common  ratios  between  street  railway  trackage  and 
population  were  one  mile  of  track  for  each  5,000  to  5,999 
people,  and  one  mile  for  each  7,000  to  7,999  people.  The 
next  most  common  ratios  were  one  mile  of  track  for  each 
4,000  to  4,999  people,  and  each  13,000  to  19,999  people.  The 
third  most  common  ratio  was  one  mile  for  each  3,000  to 
3,999  people,  and  the  fourth  most  common  ratio,  one  mile 
for  each  11,000  to  11,999." 

The  managers  of  public  utility  corporations  who  shall 
contribute  through  educational  and  other  legitimate  means 
to  stay  the  spread  of  socialistic  sentiment  will  have  the 
satisfaction  of  feeling  that  they  not  only  are  protecting  the 
rights  and  interests  of  their  stockholders,  but  also  are  per- 
forming a  patriotic  duty  as  citizens;  for  the  growth  of  this 
sentiment  is  the  most  serious  menace  today,  not  only  to  the 
continued  prosperity  and  progress  of  the  United  States,  but 
to  the  very  existence  of  modern  civilization. 


The  Kokomo  Marion  &  Western  Traction  Company, 
Kokomo,  Ind.,  is  making  extensive  improvements  on  both  its 
city  and  Interurban  lines.  The  tracks  in  Kokomo  will  be 
entire];,  rebuilt,  and  the  interurban  line  will  be  straightened 
and  ballasted   with   stone  between   Kokomo  and   Marion. 


6(18 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  No.  19. 


a  dam  across  the- 
1.7  miles  long,  the 
from   the   latter,    a 


THE    CAZADERO    GENERATING   STATION    OF  THE    PORT- 
LAND  RAILWAY   LIGHT  &   POWER  COMPANY. 

The  Portland  Railway  Light  &  Power  Company  of  Port- 
land. Ore.,  has  recently  placed  in  operation  a  large  water- 
power  generating  station  at  Cazadero  on  the  Clackamas  river. 
The  new  station  is  near  the  terminus  of  one  of  the  company's 
interurban  lines  and  40  miles  from  the  center  of  the  city. 
This  interesting  installation  comprises 
Clackamas  river,  a  flume  and  waterway 
generating  station  and,  across  the  river 
step-up  transformer  station. 

Water  Supply. 

The  watershed  of  the  Clackamas  river  and  its  tributaries 
includes  about  900  square  miles.  An  abundant  supply  of  water 
during  the  summer  months  is  assured  by  the  melting  snows 
of  the  Cascade  mountains,  near  which  is  the  main  source 
of  the  river. 

As  originally  built  for  a  former  plant  the  dam  consisted 
of  a  wedge-shaped  structure  of  rough  logs,  each  about  two  feet 
in  diameter,  laid  across  and  in  the  line  of  the  stream.  This 
structure  inclosed  vertical  pockets  approximately  15  feet 
square,  which  were  filled  with  clay  and  broken  stone.  During 
the  summer  of  1906  the  old  dam  was  strengthened  by  a  rock 
fill  and  additional  crib  work.  The  reinforcement  also  included 
five  rows  of  steel-capped  piles  across  the  stream  at  the  upper 
edge  of  the  dam.  The  dam  is  now  230  feet  long  and  176  feet 
wide  on  the  base,  and  has  a  total  length  of  400  feet.  A  spill- 
way 153  feet  wide  is  provided,  its  crest  being  51  feet  above 
low  water  below  the  dam.  An  accompanying  illustration 
shows  a  view  of  the  crest  of  the  dam  and  the  four  headgates 
of  the  flume. 

Leading  from  the  gates  at  the  dam  is  an  open  timber 
flume  which  follows  the  contour  of  the  river  bank  for  a  dis- 


large  a  volume  should  afford  a  valuable  factor  for  continuous 
operation  at  such  times  as  repairs  must  be  made  to  the  flume, 
ditch  or  dam. 

The    forebay    gates    which    control    the    supply    of   water 


'let'J 


Cazadero   Station   of   the    Portland    Railway — Vertical   Cross   Section, 
Showing  Arrangement  of  Turbine  Wheels  and  Generators. 


'9-/0 
Cazadero    Station    of   the    Portland    Railway — Plan    of    That    Part   of    Station     Now     Utilized. 


tance  of  2,622  feet,  where  it  empties  into  a  ditch  2,898  feet 
long,  which  in  turn  discharges  water  into  a  storage  lake 
near  the  power  station.  At  the  inlet  and  outlet  of  both  flume 
and  ditch  are  protecting  walls  and  aprons  of  concrete.  The 
lake,  into  which  the  supply  water  discharges  and  from  which 
water  is  taken  through  steel  penstocks  to  the  wheels,  covers 
an  area  of  50  acres,  and  when  filled  as  under  normal  operat- 
ing conditions  has  an  average  depth  of  20  feet.  The  volume 
of  water  thus  stored  close  to  the  power  station  is  sufficient 
to  operate  the  plant  for  six  hours  after  the  headgates  at  the 
dam  have  been  closed.     This  immediate  supply  of  water  of  so 


at  the  top  of  the  penstocks  are  set  in  a  heavy  reinforced 
concrete  wall  on  the  river  bluff.  An  accompanying  illustra- 
tion shows  the  forebay  side  of  this  wall  before  the  gates  were 
placed.  At  the  left-hand  side  of  the  wall  will  be  noted  the 
sectional  openings  for  the  spillway  gates,  by  which  the  water 
level  in  the  reservoir  may  be  regulated.  The  concrete  wall, 
which  retains  the  lower  end  of  the  reservoir  and  the  penstock 
and  spillway  gates,  is  290  feet  long,  20  feet  thick  at  the 
bottom,  8  feet  thick  at  the  top  and  33  feet  high.  The  wall 
itself  rests  on  a  foundation  47  feet  wide,  built  into  the  sand- 
stone bedrock.     This  foundation  extends  as  an  apron  27  feet 


May  11,  1907 


ELECTRIC    RAILWAY    REVIEW 


l '.II!  i 


Cazadero    Station    of   the    Portland    Railway — Interior   of    Power    House.   Showing   Generators   and   Water   Wheels. 


C  azadero   Station   of  the    Portland    Railway — General   View   from   Opposite   Bank  of  River. 


'61(1 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  19. 


upstream  from  the  gates.  The  fine  penstock  gates,  protected 
by  iron  gratings,  are  interconnected  by  gears  and  shafting 
so  designed  that  the  gates  may  be  operated  by  hand  from  a 
runway  above  or  by  a  motor  controlled  from  the  power  station 


Niles  traveling  crane,  motor-operated  and  having  a  span  of 
47  feet,  serves  the  interior  of  the  entire  building. 

The  penstocks  leading  from  the  intakes  above  enter  the 
building  from   the  land  side  and,  as  shown   in  the  sectional 


Cazadero    Station    of    the     Portland     Railway — Forebay     Wall     and    Penstock    Openings    During    Construction. 


below.     There  are  five  gate  openings  and  five  penstocks,  but 
three  of  which  are  now  in  use. 

Each  of  the  forebay  gates  controls  the  entrance  of  water 
to  a  steel  penstock  eight  feet  in  diameter  leading  down  at 
an  angle  of  approximately  45  degrees  to  the  wheels  in  the 
power  station   below.     The  steel  penstocks  are  supported  at 


elevation,  connect  with  the  under  side  of  the  wheels.  At 
present  there  are  in  operation  three  Victor  turbines,  each 
comprising  two  41-inch  wheels  on  one  shaft.  These  pairs  of 
turbines  are  rated  to  develop  5,000  horsepower  each,  with  a 
head  of  125  feet.  However,  as  now  installed,  there  is  an 
available  head  of  13S  feet  at  low  water,  with  the  lake  full,  or 


~'--'\    ■%.      *       .-A 

fe-  1 

TY*' 

■ 

.. 

:' 

^^BB»^™*r~***~^;*rrii   ■     ■""     _Sl"J""-": 

1 1  zn 

^=s^ 

__ ' 

Cazadero     Station     of    the     Portland     Railway — Open     Flume     Along    River    Bank. 


frequent  intervals  by  concrete  piers  resting  on  bedrock  under 
the  bluff. 

Power  Station. 

The  power  station  building  has  a  brick  superstructure  180 
feet  long  and  50  feet  wide  resting  on  concrete  foundations 
extending  to  bedrock.  An  accompanying  illustration  taken 
from  across  the  stream  shows  the  power  house  close  to  the 
stream  and  the  penstocks  extending  up  the  bluff  to  the  retain- 
ing wall  of  the  reservoir. 

The  buildings  is  well  lighted  by  13  arched  windows 
8  by  14   feet,  on  the  stream   side  and   lower   end.     A   20-ton 


13  feet  greater  head  than  that  for  which  the  units  were  de- 
signed. Each  pair  of  wheels  is  controlled  and  regulated  by 
a  Lombard  governor,  and  is  protected  against  severe  water- 
hammer  by  a  Lombard  relief  valve  discharging  in  a  line 
with  the  entering  penstock.  The  waterwheel  governors  are 
driven  by  belts  over  the  main  shaft  and  are  also  controlled 
electrically  from  one  of  the  main  switchboard  panels. 

Each  pair  of  wheels  is  direct  connected,  as  shown  in 
the  accompanying  illustration,  to  one  Allis-Chalmers-Bullock 
3-phase,  33-cycle,  10,000-volt  generator,  operating  at  330  revo- 
lutions per  minute,  and  having  as  its  rated  normal  load   131 


May  11,  1907. 


ELECTRIC    RAILWAY    REVIEW 


611 


amperes   at   the    stated    voltage.     Exciting   current   for   each  The  output   of  the   generators,   which   is   at   11,000   volts 

generator   is   furnished   by   a   120-volt,   625-ampere   generator,  potential,   is  taken   through   cables   to   busbar  compartments 

with  its  armature  mounted  on  an  extension  of  the  main  gen-  made  of  concrete.     A  portion  of  this  structure  is   shown  at 

erator  shaft.    The  present  building  includes  ample  space  and  the  rear  of  the  switchboard.    Here  there  are  two  sets  of  buses 


Cazadero    Station    of   the    Portland    Railway — Crest   of    Dam    Across   Clackamas    River. 


L_ 


m   v< 


tlsi 


/ 

/ 

i-t-JLJ 

-=V- 

Cazadero    Station    of    the    Portland    Railway — View    of    Incomplete      Switchboard,    Showing    Busbar    Compartment    at    the    Left    and    Oil 

Switches   Above. 


the  penstocks  and  foundations  have  been  placed  for  two 
additional  units. 

The  bearings  of  the  waterwheel,  generator  and  exciter 
are  piped  for  lubrication  with  oil  circulated  under  pressure. 
A  supply  of  oil  is  furnished  by  a  triplex  pump,  belt  driven 
from  the  main  shaft.     The  suction  for  each  of  these  oil  pumps 

iken  direct  from  a  closed  storage  reservoir  standing  on 
the  machine  floor  near  the  water  wheels. 


so  interconnected  with  remote-control,  oil-break  switches 
and  air-break,  hand-throw  switches  that  either  or  all  of  the 
machines  may  be  connected  with  either  bus.  Connecting  with 
each  set  of  buses  is.  a  line  switch.  From  these  line  switches 
there  are  two  3-wire  transmission  lines,  which  span  the 
river  and  enter  a  brick  transformer  station  on  the  opposite 
side.  In  Lliis  building  are  nine  850-kilowatt  oil  and  water  cooled 
Stanley  transformers,  which  raise  the  potential  from  that  of 


612 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  19. 


generation,  10,000  volts,  to  that  of  transmission,  30,000  volts. 
From  this  transformer  station  there  are  two  30,000-volt  trans- 
mission lines  on  individual  pole  lines  leading  to  Portland.  40 
miles  distant. 

There   is    also    a    third    transmission    line     which    is    fed 
through    a   line    switch    from    the   machine   buses.     This    line 


Cazadero     Station     of     the     Portland      Railway — Gates     Leading     to 
Penstocks    and    Spillway. 

follows  the  railway  track  to  Portland,  serving  the  substations 
of  the  railway. 

The  main  switchboard  of  the  power  station,  illustrated 
herewith,  presents  a  very  neat  appearance.  The  board  com- 
prises three  generator  panels,  three  exciter  pauels,  one  house 
panel,   one   high-tension   control   panel   for   10,000-volt   line   to 


Cazadero    Stati 


the     Portland     Railway — Step-up    Transformer 
Station. 


intermediate  substations  along  the  railway  line  to  Portland 
and  two  control  panels  for  10,000-volt  lines  across  the  river 
to  the  step-up  transformer  station.  There  are  also  five  blank 
panels  to  accommodate  the  switches  and  instruments  for  new 
generating  units.  At  the  rear  of  the  switchboard  and  behind 
the  busbar  compartments  are  General  Electric  curve  drawing 
wattmeters  and  recording  wattmeters  for  each  outgoing  line. 
P.  G.  Sykes,  general  manager  of  the  light  and  power  de- 
partment of  the  Portland  Railway  Light  &  Power  Company, 
has  been  in  general  charge  of  the  entire  work,  and,  with  the 
engineers  in  direct  charge  of  the  various  features  of  construc- 
tion, has  assisted  in  carrying  to  completion  the  plans  of  the 


entire  plant  at  Cazadero.  T.  W.  Sullivan,  hydraulic  engineer 
of  the  Portland  Railway  Light  &  Power  Company,  has  had 
charge  of  the  construction  of  the  dam,  reservoir,  and  all 
hyraulic  work  connected  with  the  new  plant.  The  electrical 
construction  and  operation  of  the  plant  are  in  charge  of  O.  B. 
Coldwell,  operating  engineer  of  the  company,  while  the  work 
of  constructing  the  lines  for  the  transmission  of  current  to 
Portland  was  executed  by  H.  S.  Sladen,  transmission  engineer 
of  the  company. 


STRIKE     IN     SAN     FRANCISCO. 


A  strike  of  the  conductors  and  motormen  of  the  United 
Railroads  of  San  Francisco  was  declared  early  on  Sunday, 
May  5,  after  the  company  had  repeatedly  refused  to  grant 
the  demands  of  the  men  for  a  flat  wage  scale  of  $3.00  for  an 
8-hour  day.  This  is  the  same  demand  that  precipitated  the 
strike  of  last  summer,  which  lasted  from  August  26  to  Sep- 
tember 5,  and  which  was  settled  by  the  appointment  of  a 
board  of  arbitration.  The  board  reported  on  February  28, 
1907.  in  favor  of  a  scale  of  $3.10,  $3.20  and  $3.30  per  10-hour 
day,  for  the  first,  second,  third  and  following  years  of  service, 
respectively.  This  scale  was  put  into  effect  as  of  September 
5,  1900,  and  on  April  19,  1907,  President  Calhoun  of  the 
United  Railroads  offered  to  continue  the  rate  for  the  year 
beginning  on  May  1,  although  it  was  based  on  the  unusual 
conditions  of  last  year  following  the  earthquake.  This  offer 
has  been  refused  by  the  men,  who  have  repeated  their  de- 
mands of  last  year  for  a  flat  $3.00  scale  for  eight  hours. 
Several  conferences  have  been  held  between  representatives 
of  the  carmen's  union  and  the  officers  of  the  company,  but 
the  company  has  declined  to  make  any  further  concessions 

The  strike  has  completely  tied  up  the  street  railway 
service  of  the  city,  whose  situation  is  further  complicated  by 
strikes  of  the  telephone  operators,  stationary  firemen  and 
structural  iron  workers.  No  attempt  was  made  by  the  com- 
pany to  run  cars  on  Monday,  May  6,  but  that  night  President 
Calhoun  issued  an  order  for  all  the  men  to  return  to  work  at 
S  o'clock  on  the  following  morning  or  to  consider  themselves 
discharged.  In  anticipation  of  a  strike  the  company  had 
imported  several  hundred  non-union  men  and  on  Tuesday 
seven  cars,  mianned  by  armed  guards,  were  run  out  of  the  car 
house  at  Turk  and  Fillmore  streets.  These  cars  were  imme- 
diately attacked  by  the  strikers  with  bricks  and  stones 
and  the  guards  fired  several  shots  into  the  crowd.  The  riot- 
ing lasted  several  hours  and  two  men  were  killed  and  several 
injured.  The  guards  were  arrested  by  the  police,  acting 
under  instructions  from  Mayor  Schmitz  to  arrest  any  one 
carrying  arms.  The  cars,  badly  wrecked,  were  finally  allowed 
to  return  to  the  car  house.  On  the  following  day,  Wednesday. 
two  cars  were  sent  out  and  operated  over  about  six  miles  of 
track  in  the  residence  district  and  the  protection  of  the  police 
was  sufficient  to  prevent  serious  violence  or  bloodshed,  al- 
though the  cars  were  attacked  by  the  mobs  several  times. 
The  men  on  the  cars  were  not  armed.  Mayor  Schmitz  has 
given  orders  to  the  chief  of  police  to  swear  in  more  officers 
if  such  a  step  is  found  necessary  and  special  reserves  of 
police  have  been  stationed  near  the  car  barns.  The  mayor 
has  declined  to  call  upon  the  governor  for  state  troops  or  to 
station  policemen  on  the  cars,  stating  that  their  presence 
would   only   inflame   the   rioters. 

The  company  has  announced  through  Thornwell  Mulally, 
assistant  to  the  president,  that  it  would  no  longer  recognize 
the  union.  President  Calhoun  issued  a  statement  that  the 
company  would  attempt  to  operate  its  cars  peaceably,  but  that 
it  would  not  hesitate  to  defend  its  rights.  Mayor  Schmitz  on 
Wednesday  declared  that  he  would  appoint  a  committee  of 
50  citizens  to  pass  upon  the  questions  at  issue.  This  state- 
ment was  made  following  a  conference  between  the  mayor. 
President  Calhoun  and  President  Cornelius  of  the  carmen's 
union.  Neither  side  would  agree  to  abide  by  a  decision  of 
the  committee. 


May  11.  1907. 


ELECTRIC    RAILWAY    REVIEW 


G13 


MUNICIPAL    OWNERSHIP.* 


Report    of    the    Committee    on    Municipal    Ownership    of    the 
American   Street  and    Interurban    Railway   Association. 

Out  of  164  companies,  we  find  that  the  franchises  under 
which  they  are  operating  are  derived  as  follows: 

51         9 

United  States  government   l 

City    44 

City  and  state  36 

Government  ami  city  l 

City  ami  county  44 

Stat-,   city  ami  county 23 

Total   15S 

The  bearing  of  this  mixed  parentage  with  reference  to  a 
possible  attempt  on  the  part  of  cities  to  take  over  the  busi- 
ness  of  the  companies   is   obvious. 

In  answer  to  the  question.  "What  municipally-owned 
utilities  are  now  in  operation  in  your  city  or  field  or  opera- 
tion?" 158  replies  were  received  as  follows: 

None   58 

Wat.  rworks   "1 

Electric   lighting    14 

Waterworks  and  electric  lighting 21 

Electric  lighting  and  gas 1 

Waterworks  and  gas  1 

Waterworks  and   sewer* 2 

Waterworks,  electric  lighting  and  gas 4 

Waterworks,  electric  lighting,  gas,  sewer  and  electric  railway..       1 

Waterworks,   electric  lighting  and  electric  railway 1 

Waterworks,   electric  lighting  and  sewer 1 

Ferry    1 

Bath    houses    1 

Waterworks,  ferry,  subways  and  tunnel 1 

Total   15S 

The  municipal  electric  street  railways  reported  in  the 
above  list  are  one  in  West  Seattle,  Wash..  1%  miles  long 
with  2  cars,  and  the  other  in  Guelph,  Ont.,  with  7^2  miles  of 
track  and  operating  11  cars.  Within  the  last  month  the 
electric  railway  at  West  Seattle  has  been  sold  to  the  Seattle 
Electric   Company,   a  privately  owned   corporation. 

One  hundred  and  fifty-nine  answers  were  received  to  the 
question,  "Has  there  been  any  agitation  in  your  locality  for 
the  municipal  ownership  of  street  railroad  properties?"  as 
follows: 

No    ' 132 

Yes    6 

Slight    21 

To  the  question,  "What  have  been  the  causes  of  such 
agitation?"  the  companies  apparently  found  difficulty  in  re- 
plying, since  out  of  164  only  58  responded.  Of  these  33 
asserted  that  there  was  no  definite  cause,  and  the  others 
assigned  as  reasons,  socialistic  movements,  the  general  mu- 
nicipal ownership  wave  in  the  country,  political  and  news- 
paper agitation,  and  disagreements  growing  out  of  attempts 
at  franchise  renewal. 

In  answer  "To  what  extent  does  this  movement  prevail 
today?"  75  companies  replied  as  follows: 

Xo  agitation  at   present .ri4 

Slight     15 

Growing     2 

e     3 

To  the  question  as  to  the  sentiment  of  the  local  press 
in  regard  to  the  movement,  116  companies  answered  that  the 
movement  was  nol  receiving  support  by  the  newspapers.  10 
that  it  was  advocated  to  some  slight  extent,  and  S  that  the 
press  in  their  vicinity  was  pronouncedly  in  favor  of  the 
doctrine. 

One  hundred  and  fourteen  companies  stated  that  the  mu- 
nicipal ownership  movement  was  not  a  feature  in  the  politics 
of  their  city  or  town,  two  that  it  entered  into  same  to  some 
slight  extent,   while   by   six   it  was  pronounced   a   prominent 

or  in  the  work  of  political  organizations. 

One  hundred  and   thirty-one  replies  were  received  to  the 

i.  that  there  had  been  no  expression  regarding  the  doc- 
trine by  the  voters  or  taxpayers  of  the  city  or  county,  one 
that  it  had  been  quite  openly  advocated  and  three  that  it  had 
made   a    subject    el'   referendum. 

To  the  question  as  to  whether  the  city  charters  or  any 
legislative  enactment  required  a  referendum  of  the  question 
of  the  municipalities  acquiring  or  owning  and  constructing 
street  railways,  ou1  of  103  answers  ii  appeared  that  about 
one-half  of  the  munlc  palitii     01   towns  are  required  to  refer 

a   question   to  the  TOters,  and  the  others  tire  free  to  fake 
the  civil  a ut ho ri lii      ma      desire,  subject,  of  Course, 
to  general  restrictions  with  reference  to  the  issue  df  securi- 
tor  municipal    undertakings. 

•At. st  i  ■  resented  at  i  tolumbus,   1 1     on  I  Ictober   19, 


One  hundred  and  thirty-two  of  the  companies  stated  that 
there  had  at  no  time  been  anj  verj  complete  discussion  of 
the  question  of  municipal  ownership  in  their  locality,  and 
Unit  no  presentation  of  the  arguments  for  or  againsi  to 
proposition  had  been  made  in  the  local  press  by  am 
body  or  in  any  public  assembly;  while  eight  replied  thai  the 
matter  had  been  the  subject  of  popular  discussion.  From 
Halifax,  N.  S.,  it  was  reported  that  the  conclusion  of  a  gen- 
eral and  public  consideration  of  the  subject  in  that  city  had 
resulted  adversely  to  its  trial. 

To  the  question  "Has  your  company  made  any  public 
statement  of  its  position,  either  in  the  papers  or  otherwise, 
in  regard  to  the  question?"  132  companies  replied,  "No,"  and 
3,  "Yes." 

It  will  be  interesting  to  carefully  note  the  answers 
received  te  the  following  question:  "What,  in  your  opinion, 
is  the  best  method  of  meeting  and  controverting  the  senti- 
ment for  municipal  ownership?"  Of  the  110  replies,  five 
methods  were  especially  emphasized: 

(1)  Education.  (2)  Good  service.  (3)  Publicity  as  to 
facts  of  company's  operation  and  position.  (4)  A  liberal 
policy  in  the  matter  of  extensions,  rates,  etc.  (5)  Square 
treatment  of  everybody. 

From  these  replies,  it  is  evident  that  as  regards  the 
electric  street  railroads  in  this  country  the  movement  for 
their  municipalization  has  not  as  yet  assumed  any  very 
grave  proportions,  but  we  cannot  be  blind  to  the  fact  that  a 
strong  sentiment  in  that  direction  has  developed  which  will 
sooner  or  later  threaten  our  investments  and  as  well  our 
rights  as  citizens  and  taxpayers,  as  we  hold  them.  If  we 
concede  that  this  condition  exists,  the  most  important  answer 
to  the  questions  submitted  to  the  companies  would  seem  to 
be  that  last  cited,  namely,  "What  is  the  best  method  of  meet- 
ing and  opposing  this  sentiment  of  municipal  ownership?"  and 
we  cannot  do  better  than  to  take  for  discussion  in  this  report 
the  suggestion  embodied  in  the  replies  received  from  the 
members  of  the  association,  which,  in  brief,  is  covered  by 
the  term  "education"  or  the  phrase  "public  enlightenment 
upon  the  subject." 

We  may  utter  only  a  truism  when  we  say  that  he  who 
would  ascertain  the  truth  or  falsity  of  a  proposition  or  in 
the  study  of  one  that  is  complex  accurately  separate  the  true 
from  the  false,  the  material  from  the  immaterial,  must  needs 
as  a  precedent  to  any  permanent  and  safe  result  be  fur- 
nished with  an  open  mind,  an  honest  purpose  and  a  coura- 
geous resolve,  but  especially  is  such  an  attitude  on  our  part 
absolutely  essential  in  the  present  instance,  for  if  we  be- 
lieve the  discoverable  truth  as  to  this  question  of  the 
municipal  ownership  of  public  and  quasi-public  utilities,  such 
as  transportation,  both  as  to  facts,  methods  and  results,  will 
lead  to  the  safeguarding  of  the  business  interests,  we  repre- 
sent and  our  own,  as  citizens  and  taxpayers,  we  ought  heartily 
to  urge  our  fellow  citizens  to  join  with  us  in  a  patient, 
comprehensive  and  honest  study  of  the  question  and  the 
conditions  which  have  given  it  life  and  force.  Invective  and 
violent  declamation  will  not  prevail  to  stop  its  progress;  its 
promoters  cannot  be  frightened  from  their  purpose  by  super- 
ficial criticism  or  political  strategy.  We  must  meet  them  in 
the  field  of  open  discussion  and  argument,  prepared  to  reason 
together  honestly  and  fairly  as  to  the  merits  of  the  proposi- 
tion. 

When  equilibrium  is  delicately  poised  a  minute  and  per- 
haps an  unobserved  change  of  a  few  ounces  of  weight  nun 
precipitate  an  avalanche,  so  in  a  society  like  ours,  moving 
with  unprecedented  rapidity,  unintelligent  conservatism  is 
dangerous,  and  in  these  days  we  cannot  afford  to  be  super- 
ficial observers  of  the  progress  of  this  socialistic  question, 
pregnant  as  it  is  for  good  or  evil. 

The  proximate  causes  of  this  socialistic  agitation  in 
our  land  are  conspicuous  and  easy  to  name — the  underlying 
and  more  permanent  reasons  may  possibly  escape  the  notice 
of  an  unthoughtful  observer.  The  former  find  their  most 
clamorous  exponent  in  the  political  demagogue  or  profes- 
sional agitator  who  shouts,  "Down  with  corporations,"  "Death 
to  monopoly,"  "Smash  the  trusts."  Of  the  same  class  and 
kind  is  the  newspaper  that  in  chromo  type  and  with  cartoon 
and  caricature  holds  up  to  calumny  and  ridicule  the  fortunate 
and  prosperous  and  declares  that  capital  is  the  implacable 
foe  of  labor. 

But  state  and  municipal  socialism  also  derive  stimulus 
and  support  from  a  class  of  good  citizens,  sane  and  conserva 
tive,  who  in  ibis  land  of  equal  political  rights  view  with 
alarm  the  inequality  of  social  conditions  and  note  with  resent 
ment  and  dissatisfaction  the  open  abuses  of  great  wealth 
and  corporate  power,  so  that  without  a  clear  idea  of  the  true 
reasons  for  the  prevalence  of  these  conditions  or  of  proper 
methods  for  the  amelioration  of  the  evils  of  our  complex 
society,  they  are  well  disposed  to  change  iti  governmental 
relations  as  a  panacea  lor  ail  these  ills.  To  these  proponents 
of  the  socialistic  movement  must   he  added  the  taxpayer  who 


614 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  Xo.  19. 


believes  under  municipal  or  state  ownership  his  taxes  would 
be  lowered  and  his  outgo  for  service  would  be  cheapened,  and 
also  the  laborer  who  imagines  that  state  or  municipal  owner- 
ship of  public  utilities  will  provide  more  opportunities  for  the 
sale  of  his  labor,  and  that,  too,  at  a  higher  rate  measured 
by  wage  or  hours  of  work. 

Modern  industrialism,  despite  its  sins  and  mistakes,  was 
the  crowning  glory  of  the  last  century,  and  properly  guided 
and  controlled  will  extend  its  blessings  and  repeat  its 
triumphs  in  this  one.  To  estop  individual  initiative  and 
stimulus  to  genius  and  industrial  development  is  to  call  a  halt 
in  state  or  municipal  progress,  and  we  contend  rather  that 
to  multiply  the  opportunities  for  individual  effort  and  to  safe- 
guard the  results  of  same  should  be  an  important  work  of 
government  and  society. 

We  believe,  then,  that  a  safe  and  defensible  position  for 
us  to  take  in  the  discussion  of  this  question  is  that  so  clearly 
put  by  President  Eliot  of  Harvard,  who  declares:  "If  the 
government  enters  a  field  which  individuals  or  a  voluntary 
association  of  individuals  could  till,  it  diminishes  by  so  much 
the  range  or  reach  of  the  great  school  of  self-governing  free 
men,  namely,  the  school  of  creative  and  constructive  industry 
under  liberty  and  with  responsibility." 

The  more  popular  and  usual  reasons,  aside  from  the 
general  statement  that  corporations  are  acquiring  too  great 
control  and  political  power,  given  by  political  orators  and 
socialistic  propagandists  in  support  of  the  extension  of  mu- 
nicipal functions  to  cover  water,  light  and  transportation,  are 
that  these  public  utilities  are  natural  monopolies,  and  as 
such  belong  to  all  the  people  for  their  use  and  convenience. 
The  sanest  and  clearest  statement  made  on  this  point  we 
have  seen  is  that  of  Samuel  Chisholm,  lord  provost  of  Glas- 
gow. He  says:  "In  my  opinion  there  are  three  conditions 
wrhich  should  meet,  or  at  least  two  of  which  should  meet, 
before  a  municipal  corporation  should  be  authorized  to  take 
over  any  public  enterprise:  (1)  That  it  is  more  or  less  prac- 
tically a  necessity.  (2)  That  it  is  practically  a  monopoly. 
(3)   That  it  requires  the  use  of  the  streets." 

As  to  the  element  of  necessity,  is  light  or  transportation 
any  more  a  necessity  to  the  people  of  a  city  than  bread, 
clothes  or  boots?  Why  should  the  supplying  of  the  latter 
be  given  over  to  private  enterprise  and  the  former  be  taken 
in  hand  by  the  city? 

But  these  public  utilities  are  natural  monopolies  and 
use  the  public  streets.  Is  it  true  that  our  rights  under 
charter  in  the  cities  of  this  country  have  protected  us  from 
competition?  Do  not  the  major  portion  of  our  franchises 
distinctly  state  they  are  not  exclusive?  Appeals  to  courts 
on  the  question  of  exclusive  franchises  have  resulted  in  de- 
cisions to  the  effect  that  it  is  "ultra  vires"  for  a  common 
council  to  grant  an  exclusive  privilege  in  a  public  street.  Our 
critics  argue,  however,  that  our  occupancy  of  a  city  street 
with  our  tracks  prevents  of  necessity  the  incoming  of  a 
competing  line.  If  one  consults  the  maps  of  the  cities  of 
the  United  States,  he  will  find  that  there  are  but  few  in 
which  a  competing  line  of  street  railroad  could  not  find  un- 
occupied streets  upon  which,  from  the  centers  of  the  busi- 
ness section  to  the  residential  quarters,  a  line  might  be  laid 
with  some  fair  degree  of  prospective  profit.  But  a  few  years 
have  elapsed  since  the  present  apostle  of  municipal  owner- 
ship. Mayor  Johnson  of  Cleveland,  was  granted  a  franchise 
in  the  streets  of  Buffalo  for  approximately  100  miles  of  track, 
and  was  only  prevented  from  construction  by  the  railroad 
commissioners  of  the  state,  who,  after  a  careful  investigation 
of  the  matter,  refused  Mr.  Johnson  such  a  right  on  the 
ground  that  the  new  road  was  uncalled  for,  as  the  local  com- 
pany was  already  giving  all  the  service  and  facilities  the 
city's  needs  required.  Evidence  of  the  presence  of  competi- 
tion is  to  be  seen  in  not  a  few  of  our  cities  today  where 
applications  are  before  the  councils  for  new  and  competing 
lines. 

But  if  we  are  monopolizing  the  surface  of  the  streets 
we  cannot  lay  claim  to  the  space  above  or  below  such  streets, 
and  neither  in  Xew  York  nor  Chicago  did  the  averred  occu- 
pancy of  the  streets  prevent  the  competition  of  elevated  or 
subway  lines,  a  kind  of  competition  that  is  not  far  distant 
in  many  otner  cities. 

Last  of  all  we  are  exposed  to  the  threatening  competi- 
tion of  the  cities  themselves  engaging  in  the  business  by  the 
building  of  municipal  lines,  and  with  the  strong  arm  of  legis- 
lation compelling  "joint  user"  clauses  in  any  new  extensions 
granted,  giving  them  the  right  to  run  their  cars  over  parts. 
at  least,  of  our  lines  already  built. 

But  distrust  of  so-called  exclusive  proprietorship  of  pub- 
lic utilities  lies,  we  are  often  told,  in  the  belief  that  they 
are  immensely  profitable,  and,  therefore,  that  the  state  or 
municipality,  in  granting  charters  for  the  private  ownership 
and  conduct  of  public  utilities,  have  improperly  parted  with 
a  valuable  asset  which  they  should  in  some  way  recover. 
This  statement  is  notably  the  favorite  allegation  of  agitators, 
and  demagogues,  but  it  is  as  well  a  part  of  the  faith  of  many 


people  who  have  never  taken   the  time  to  study  the  matter 
with  any  degree  of  care  or  accuracy. 

From  the  United  States  census  bureau"s  special  report 
on  street  and  electric  railways  for  1902.  some  interesting 
and  instructive  statistics  bearing  on  this  matter  of  the  value 
of  our  franchises  may  be  obtained.  By  the  report  in  ques- 
tion it  appears  that  the  total  amount  of  dividends  and  interest 
actually  going  to  stockholders  and  bondholders  of  the  street 
and  electric  railways  in  the  country,  as  a  whole  represents 
less  than  the  current  rate  of  interest  on  an  amount  equal 
to  the  face  value  of  their  outstanding  securities.  Of  S17 
operating  companies  in  1902  with  22.576  miles  of  track,  and 
60.290  cars  carrying  4.774.211.904  fare  passengers,  but  2S6 
paid  any  dividend  on  any  or  all  classes  of  stock  securities. 
The  total  ratio  of  dividends  paid  to  total  capital  stock  was 
2.6  per  cent:  the  ratio  of  total  dividends  to  total  dividend 
bearing  stock  was  5.1  per  cent.  The  full  amount  of  divi- 
dends paid  during  the  year  was  $33,039,171,  and  the  same 
year  the  companies  distributed  in  interest  to  bondholders 
aud  creditors  $46,462,470.  paid  to  wage  earners,  $S0.770.449. 
and  to  the  commonwealths  in  taxes  $13,366,335.  If  to  this 
latter  item  be  added  the  personal  taxes  assessed  against  the 
individual  holders  of  street  railway  securities,  on  the  low 
basis  of  three-fourths  of  1  per  cent  on  the  face  value  of  their 
securities,  the  item  of  taxes  turned  into  the  state  and  mu- 
nicipal treasury  during  the  year  amounts  to  approximately 
$20,562,516.  The  rate  of  net  return  to  stockholders  would 
not  indicate  any  especially  great  profit  at  present  being 
derived  from  the  chartered  rights  the  companies  possess,  and 
the  rate  of  return,  considering  the  menaces  and  hazards  of 
the  business,  surely  cannot  be  regarded  as  excessive.  It  is 
notable  as  indicating  the  estimate  of  value  placed  upon  street 
railroad  securities  that  the  stock  issues  of  a  comparatively 
few  of  the  companies  represented  in  this  association  sell  at 
par.  The  bonds  of  our  companies  are  not  permitted  as  in- 
vestments by  savings  banks,  and  in  the  list  of  investments 
by  banks,  trust  companies  and  insurance  companies  few  if 
any  street  railroad  securities  are  to  be  found. 

To  a  statement  of  our  dividend  paying  results,  our  mu- 
nicipal ownership  friends  may  reply  that  our  security  issue 
is  inflated,  and  thus  good,  divisible  earnings  are  precluded. 
Meeting  this  allegation,  we  point  to  the  facts  as  they  appear 
in  Massachusetts,  an  old  and  populous  commonwealth  and 
one  in  which,  by  law.  the  security  issue  of  a  company  must 
not  exceed  the  actual  cash  invested.  Everett  W.  Burdett  in 
his  admirable  recent  address  on  "Municipal  Ownership." 
points  out  that  "The  state  of  Massachusetts  has  9S  electric 
railways,  operating  2.6SS  miles  of  track,  transporting  over 
500,000,000  passengers  by  the  use  of  7,341  cars,  and  that  only 
about  one-third  of  them  paid  a  dividend  in  1905.  Sixty-three 
paid  no  dividends  at  all.  while  the  other  35  paid  from  2  to  10 
per  cent  with  an  average  dividend  of  4%  per  cent,  which,  if 
applied  to  the  capital  of  all  the  companies  in  operation,  would 
have  yielded  an  average  dividend  of  less  than  2*->  per  cent. 
At  the  same  time  these  companies  paid  into  the  public  treas- 
ury in  the  form  of  taxes  nearly  $2,000,000.  It  thus  appears 
the  tax  gatherer,  the  employe  and  the  general  public  have 
each  and  all  reaped  rewards  much  greater  than  have  been 
realized  by  the  stockholders  in  these  enterprises."  Verily 
the  monopoly  we  enjoy  is  neither  to  be  feared  nor  greatly  to 
be  envied. 

Giving  further  consideration  of  this  monopoly  cry.  we 
may  point  out  that  the  great  danger  of  monopoly  is  the 
absence  of  the  stimulating  and  controlling  power  of  competi- 
tion. In  the  granting  of  our  franchises,  both  the  state  and 
city  authorities  seemed  to  have  this  fear,  for  not  only  in 
these  charters,  but  by  ordinances  of  constant  and  regular 
sequence  we  are  required  to  do  this  or  that,  or  refrain  from 
sundry  and  imaginary  actions,  with  elaborate  legal  refine- 
ment. We  are  directed  as  to  opening  the  streets,  the  kind 
of  rails  and  crossings  which  shall  be  employed,  the  style  of 
overhead  construction  we  shall  use.  the  kind  of  cars  we  may 
provide  and  how  they  shall  be  run.  the  signals  to  be  used, 
the  time  to  put  on  vestibules,  when  to  take  them  off.  where 
we  shall  stop  to  take  on  or  let  off  passengers,  the  fare  we 
may  charge  and  the  transfers  we  must  give;  how  we  must 
adapt  our  business  to  other  users  of  the  street;  these  and  a 
hundred  other  regulations  are  duly  set  forth  for  our  guid- 
ance. Xo  other  public  utility  is  regulated  and  controlled  to 
a  similar  extent.  Xor  do  we  complain  of  this  careful  and 
watchful  supervision — a  supervision  the  penal  clause  of 
which  reads  nullification  of  privileges  or  severe  fines. 

To  turn  over  such  a  regulated  and  controlled  monopoly 
to  an  uncontrolled  one,  as  would  be  the  case  were  the  city  to 
assume  the  ownership  and  operation  of  its  street  railroads, 
would,  to  put  it  mildly,  be  open  to  great  question.  All  the 
evils  laid  at  the  doors  of  monopoly  of  indifference  to  public 
wishes  and  comfort  and  the  like,  would  surely  be  heightened 
and  aggravated  by  such  a  transfer,  and  a  little  study  of  the 
usual  conduct  of  public  and  municipal  affairs  would,  we  think. 


May  11.  1907. 


ELECTRIC    RAILWAY    REVIEW 


615 


evoke  a  decided  negative  to  the  proposition,  unless,  we  are 
sometimes  promised,  vital  changes  are  made  in  the  usual 
make-up  of  municipal  responsibility. 

As  to  the  point  that  as  our  roads  in  using  the  public 
streets  thus  trench  on  the  proper  sphere  of  municipal  func- 
tions, we  answer  that  as  we  construct  our  lines  and  operate 
them  in  accordance  with  and  under  the  rule  of  the  city's 
agents,  the  municipality  could  do  no  better. 

Evidently  back  of  a  programme  of  municipal  activity 
stands  the  question  of  taxes  and  their  equalization  in  such 
way  as  that  they  shall  bear  justly  upon  the  rich  and  the  poor, 
the  capitalist  and  the  laborer,  the  professional  man  and  the 
tradesman,  with  such  equal  weight  that  none  may  complain 
of  his  apportionment. 

If  the  city,  therefore,  engages  in  a  business  for  the 
service  of  which  charge  is  to  be  made  to  users,  and  further,  if 
this  city  business  is  instituted  in  the  face  of  offers  on  the 
part  of  private  corporations  to  assume  all  risk  and  under 
regulation  by  the  proper  authorities  to  give  the  service  for 
a  specific  charge,  justice  to  taxpayers  and  respect  for  fair 
business  conditions  demand  that  from  the  income  of  said 
business  all  charges  should  be  paid.  In  other  words,  such 
business  should  be  self-supporting,  and  this  is  manifestly  true 
in  consideration  of  the  advantage  which  is  claimed  by  the 
proponents  of  municipal  ownership,  that  no  dividends  should 
be  distributed  by  a  municipally-owned  enterprise  of  any 
sort. 

That  such  should  be  the  basis  of  the  financiering  of  a 
city's  remunerative  public  utilities  is  becoming  generally 
recognized  and  has  been  adopted  in  the  case  of  municipal 
waterworks.  The  mayor  of  Chicago,  in  his  scheme  for  the 
municipal  ownership  of  the  street  railroads  of  that  city,  pro- 
poses to  issue  bonds  or  certificates  of  indebtedness  against 
the  properties  and  their  earnings  and  against  these  alone. 
The  citizens  of  Seattle,  Wash.,  were  recently  called  upon  to 
vote  upon  a  scheme  for  the  construction  of  a  system  of 
municipal  street  roads  in  that  city.  The  financial  basis  of 
the  proposition  is  set  forth  in  the  ordinance  authorizing  the 
same,  as  follows:  "To  ratify  or  reject  the  proposition  of 
incurring  a  general  bond  indebtedness  bearing  interest  not 
exceeding  4  per  cent  per  annum  in  the  sum  of  $1,272,000, 
together  with  the  proposition  of  incurring  a  special  bond 
indebtedness  bearing  interest  not  exceeding  5.  per  cent  per 
annum  in  the  sum  of  $3,000,000,  to  be  an  obligation  against 
not  to  exceed  20  per  cent  of  the  gross  revenue  or  proceeds 
to  be  derived  from  the  plan  or  system."  This  rather  unique 
financial  scheme,  while  it  smacks  very  strongly  of  a  mu- 
nicipality trading  on  margins,  evidently  recognizes  the  in- 
justice, in  part  at  least,  of  loading  the  general  taxpayer  of  a 
city  with  the  burden  of  a  municipal  public  utility. 

A  city,  therefore,  establishing  a  business  on  such  a  basis 
has  no  advantage  over  that  of  a  private  corporation  in  the 
matter  of  securing  capital,  and  public  service  utility  bonds 
and  certificates  of  indebtedness  secured  by  mortgage  on  the 
property  and  its  revenues  will  not  sell  in  the  open  market 
at  any  higher  prices  than  those  of  a  private  corporation.  In 
fact,  we  believe  it  can  be  demonstrated  that  capitalists,  by 
reason  of  having  less  confidence  in  the  progressiveness,  ac- 
curate accounting  and  the  skill  of  municipal  management, 
would  regard  less  favorably  such  a  security  of  a  city  road 
than  they  would  that  of  a  corporation. 

As  to  the  partnership  of  the  people  in  the  enterprise,  it 
is  but  fair  to  say  that  the  average  man  desires  the  liberty 
to  choose  for  himself  as  to  the  investment  of  his  money  and 
business  associates,  and  for  every  taxpayer  in  the  city, 
whether  he  will  or  no,  to  be  compelled  to  take  shares  in  a 
business  over  which  he  has  no  control,  and  especially  man- 
aged by  men  of  whose  capacity  he  has  no  proof,  is  a  proposi- 
tion which,  while  it  may  from  a  sentimental  point  of  view 
have  sonic  force,  surely  from  a  business  one,  is  of  no  weight. 

As  it  is  a  notorious  fact  that  private  enterprise  is  am- 
bitious and  progressive,  ever  seeking  extension  for  its  efforts 
and  multiplying  its  activities,  while  business  interests  in  the 
bands  of  the  government  are  quite  the  reverse  in  their 
policy,  the  suggestion  that  the  municipalization  of  our  street 
railroad  systems  would  in  the  long  run  increase  the  oppor- 
tunities for  the  working  classes,  is  evidently  untrue. 

It  is  hardly  necessary  for  us  to  take  time  to  discuss  the 
claim  of  the  municipal  ownership  promoters  that  the  city- 
owned  road  could  be  managed  cheaper  than  is  that  of  the 
private  corporation;  so  universally  is  it  acknowledged  that 
public  work  of  all  kinds  is  less  economically  handled  than 
that  of  corporations  where  responsibility  is  directly  traceable 
and  the  directors  or  managers  of  which  can  be  readily 
brought   to  book   for  negligence  or  incapacity. 

As  we  have  before  stated  in  this  report  a  considerable 
number  of  those  advocating  the  municipal  ownership  of 
public  utilities  have  been  led  to  do  so  by  their  distrust  and 
ist  at  the  relations  which  have  existed  between  legis- 
lators having  in  their  power  the  granting  of  public  franchises, 
the  officials  and  promoters,  or  political  bosses,  who  have 


acted  as  the  henchmen  of  public  service  corporations.  Your 
committee  hold  no  brief  for  the  defense  of  corporations  who 
have  debauched  councils,  and  by  the  use  of  bribes  in  the 
shape  of  securities  or  of  cash  have  secured  privileges,  even 
though  the  request  for  such  privileges  in  and  of  itself  was 
often  entirely  proper.  But  we  aver  that  graft  is  confined 
to  no  department,  no  locality,  no  party,  no  corporation  or  no 
individual.  In  the  public  revelations  which  have  been  made 
of  late  of  the  existence  of  this  evil  in  this  country,  it  ap- 
pears in  the  federal  government,  in  the  city  governments, 
in  the  postoffice  department  at  home  and  in  the  consular 
service  abroad,  in  public  and  private  business  circles;  and 
wherever  it  is  seen  it  is  revolting  to  honest  business  enter- 
prise, and  injurious  in  the  extreme  to  all  our  interests  and 
desires.  It  is  an  evil  which  must  be  extirpated,  or  reduced 
at  least  to  its  lowest  terms,  and  we  believe  we  may  say  that 
no  class  of  business  men  or  business  interests  would  be  more 
pleased  to  see  this  evil  uprooted  than  would  the  street  rail- 
road companies,  their  managers  and  directors.  If  the  inner 
history  of  the  companies  represented  by  this  association  could 
be  accurately  written  and  spread  in  full  upon  the  public 
books,  it  would  cover  a  list  of  refusals  to  purchase  privi- 
leges, or  rather,  in  many  instances,  permission  to  do  that 
which  was  altogether  advantageous  to  the  city  in  which  the 
company  operated  and  to  the  people  whom  it  desired  to 
serve,  even  at  the  risk  of  attack,  misunderstanding  and  un- 
popularity, that  would  be  surprising  in  number,  and  well- 
nigh  continuous.  We  go  farther  and  aver  that  the  street 
railroad  companies  of  the  country,  as  a  body,  are  honestly 
conducting  their  enterprises.  They  have  no  reason  to  be 
ashamed  of  the  business  in  which  they  are  engaged,  or  of 
the  ser.vice  which  they  give.  They  have  played  no  unimpor- 
tant part  in  the  wonderful  growth  of  urban  life  and  what 
opportunities  in  this  country  during  the  past  25  years,  and 
what  they  have  accomplished  in  the  introduction  of  electric- 
ity and  its  uses  for  public  transportation  is  a  source  of  pride 
and  of  self-congratulation.  The  use  of  improper  or  under- 
handed methods  in  the  securing  of  rights  or  the  enforcement 
of  privileges  already  granted  is  as  distasteful  to  the  street 
railroad  manager  as  it  is  to  any  citizen  or  business  man:  and 
we  are  sure  that  we  will  join  hands  most  gladly  in  every 
movement  looking  toward  the  extirpation  of  such  a  practice 
of  evil. 


PROVISIONS    OF    NEW    PHILADELPHIA    ORDINANCE. 


The  new  ordinance  for  the  Philadelphia  Rapid  Transit 
Company,  which  was  framed  by  the  Retail  Merchants'  Asso- 
ciation of  Philadelphia,  was  presented  to  city  councils  on 
May  2.     The  main  provisions  of  the  ordinance  are  as  follows: 

Fifty-year  profit-sharing  contract,  to  take  effect  on  July 
1,  1907,  between  city  and  Rapid  Transit  company,  supersed- 
ing and  canceling  all  existing  contracts,  agreements  and 
bonds  between  them  or  between  the  city  and  the  subsidiary 
companies. 

Company  to  establish  a  sinking  fund  to  extinguish  its 
present  capital  stock  of  $30,000,000  at  the  end  of  50  years. 

Company  to  call  in  within  30  days  its  unpaid  capital 
stock  by  $5.00  instalments  so  that  the  whole  shall  be  paid  up 
by  December  31,  1908.  Proceeds  to  be  expended  upon  com- 
pletion of  present  transportation  projects,  and  upon  addi- 
tional improvements  and  betterments. 

City  reserves  right  to  purchase  all  the  property  of  the 
company,  subject  to  all  indebtedness  now  existing  or  here- 
after lawfully  created,  upon  July  1,  1957,  or  upon  any  July  1 
thereafter  by  serving  six  months'  notice  and  paying  an 
amount  equal  to  par  for  the  capital  stock  of  $30,000,000,  plus 
any  additional  capital  stock  which  may  be  issued  with  the 
consent  of  the  city. 

Nothing  in  the  contract  is  to  make  the  city  liable  for 
any  of  the  debts,  obligations  or  liabilities  of  the  company. 

Broad  street  subway  franchise  is  canceled.  Frankford 
elevated  franchise  confirmed  and  time  for  construction  ex- 
tended for  three  years  from  June  1,  1907. 

Underground  trolley  and  other  regulating  ordinances 
repealed,  but  the  city  retains  the  right  to  make  all  rules 
and  regulations  for  operation  and  management  of  the  lines 
necessary  for  public  health  and  s;i 

When  the  sinking  fund  reaches  $5,00u.uuu  the  company 
is  required  to  pay  the  money  to  the  city  treasury,  and  it 
is  to  become  the  property  of  the  city. 

In  lieu  of  car  licenses,  the  company  is  to  pay  a  fixed 
amount  to  the  city  annually;  and  is  also  to  pay  a  fixed  sum 
per  square  yard  of  streets  occupied  by  track  in  lieu  of  paving 
and  repairing  such  streets. 

The  company  is  prohibited  from  assuming  further  leases, 
obligations  or  guarantees,  or  parting  with  any  of  its  stocks, 
leaseholds  or  franchises  without  consent  of  the  city. 

Councils    may    determine    upon    routes    of    new    surface, 


616 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  19. 


elevated  or  subway  lines,  and  if  the  company  fails  to  accept 
them  within  90  days  the  city  may  offer  the  franchises  to  any 
who  will  undertake  their  fulfillment. 

The  mayor,  the  president  of  the  board  of  city  trusts  and 
the  president  of  the  board  of  education,  without  incurring 
any  liability  as  directors,  are  to  be  members  of  the  company's 
board  of  directors. 

City  to  receive  an  mount  equal  to  one-half  of  all  divi- 
dends paid  by  the  company  in  excess  of  6  per  cent  per  annum 
on  the  actual  amount  of  capital  paid  into  the  company's 
treasury. 

City  comptroller  to  have  access  to  the  company's  books, 
accounts  and  vouchers  in  order  to  verify  its  financial  state- 
ments by  examination  and  report   the  result  to  councils. 

The  company  is  to  be  prohibited  from  further  increasing 
its  capital  stock  or  funded  indebtedness  without  the  consent 
of  councils. 

All  certificates  of  stock  and  leases  held  by  the  company 
to  be  stamped  across  the  face  that  they  are  held  subject  to 
the  terms  of  the  contract. 

Morris  L.  Clothier,  president  of  the  association,  said  in 
a  letter  which  accompanied  the  draft  of  the  ordinance:  "We 
are  assured  of  its  acceptance  by  the  company." 

.Mayor  Reyburn  will  hear  the  opinions  of  citizens  repre- 
senting various  interests  on  the  bill. 

PRODUCER    GAS    ENGINES.* 


W.    B1SSELL. 


Attention  is  invited  to  certain  tests  made  by  the  United 
States  geological  survey  during  the  period  of  the  Louisiana 
Purchase  Exposition  and  at  the  government  testing  plant 
established  there. 

Table   I. 

British  thermal 

units  Average        Dry  coal 

per  pound       k.w.  hours  at        per 
dry  coal.       switchboard,    k.w.  hour. 


a; 


<y 


samp,es-       !i   !i   $i  it  $i  it  U 

tec.  ft  a  tfl  a  ft  a  xri  a  ft  a  U  a 

Alabama,   No.   2 12,555  13,365  158  148  5.50  2.21  2.48 

Colorado,   No.   1 12.577  12,245  115  148  6.51  2.30  2.83 

Illinois,    No.   3 12.S57  13.041  147  148  5.85  2.41  2.43 

Illinois.    No.  4 12,459  12,834  145  148  6.47  2.37  2.73 

Indiana,    No.    1 13,377  13,037  163  148  5.56  2.60  2.14 

[ndiana,    No.    2 12.452  12.95:;  142  149  5.85  2.08  2.81 

Indian  Territory.  No.  1.12.834  13.455  143  152  5.44  2.46  2.21 

Kentucky,   No.   3 13.036  13,226  155  148  5.68  2.57  2.21 

Missouri,    No.   2 11,500  11,882  152  12S  6.62  2.30  2.88 

W.st   Virginia,    No.   1. .14,198  14,396  140  148  5.25  2.12  2.48 

West  Virginia,   No.    4. .14,002  14,202  157  148  4.87  1.74  2.80 

West   Virginia,    No.    9. .14,616  14,580  154  149  4.66  2.14  2.18 

West  Virginia,    No.    12.15,170  14,825  LSI  148  4.75  2.02  2.35 

Wyoming,   No.   2 10,897  10,656  135  149  7.94  2.7S  2.85 

Averages     13,037     13,192  5.71     2.29         2.49 

In  Table  I  is  shown  the  principal  results  of  steam  and 
producer  gas  engine  tests  of  certain  soft  coals,  some  of  which 
are  comparable  with  Iowa  coals.  Fourteen  tests  are  here 
quoted.  The  favorable  showing  of  the  producer  gas  engine 
in  these  tests  is  significant.  While  it  is  true  that  the  steam 
engine  used  was  a  simple  non-condensing  engine  having  a 
water-rate  of  23.6  pounds,  it  is  also  true  that  the  gas  engine 
in  the  large  sizes  is  still  in  an  experimental  stage,  especially 
in  those  features  of  its  design  and  operation  which  affect  its 
utility  in  plants  where  only  ordinary  skill  can  be  expected 
to  be  exercised. 

Of  the  coals  listed  in  Table  I,  Missouri  No.  2  resembles 
most  closely  the  Iowa  coals — its  principal  properties  being: 

Average  of 

Missouri  No.  2.  towa  coals 

Moisture    11.60  13.16 

bon,  volatile  ;;, 

fixed   39.69 

Ash    14.84  13.76 

Sulphur   4.56  4.65 

ific   value    11,500  to  11, SS2  10,019  to  11,027 

The  lack  of  correspondence  between  the  relative  values 
of  the  several  coals  in  Table  I  for  steam  and  producer  tests 
indicates  that  a  given  producer  may  be  better  adapted  for 
handling  a  wide  variety  of  coals  than  is  a  given  boiler  furnace. 

•Abstract  of  a  paper  read  before  the  Iowa  Electrical  Association. 
Clinton,  la.,  on  April  19.  1907. 

tProfessor    of    Mechanical     Engineering,    Iowa     State     College, 

Am"?.  la. 


The  table  also  shows  that  for  these  tests  and  conditions 
the  percentage  of  saving  in  fuel  of  the  producer  over  the 
steam  plant  is  greater  for  the  poorer  coals,  and  this  is  an 
entirely  resonable  view  because  the  volatile  constituents  of 
the  coal  in  the  producer  escape  only  through  the  engine  cylin- 
der in  which  their  combustion  is  completely  effected;  whereas, 
with  steam  generation  with  volatile  fuels  under  a  boiler,  vari- 
ous and  large  proportions  of  the  volatile  matter  escape  to  the 
chimney  unburned. 

The  tests  above  quoted  were  largely  in  the  nature  of 
preliminary  tests  and  considerable  difficulties  were  met  with 
in  obtaining  reliable  results. 

In  the  year  following  the  exposition,  viz..  1905,  better 
arrangements  were  available  for  the  tests,  and  the  matter  was 
again  entered  into  much  more  thoroughly.  A  notable  change 
in  the  conditions  surrounding  the  second  series  of  tests  was 
in  their  length.  It  was  possible  to  secure  continuous  periods 
of  operation  for  each  test  of  from  40  to  60  hours,  which  was 
not  possible  in  the  earlier  tests. 

Table    II. 
British 
thermal 

units  Dry  coal 

per  pound  per  k.w.  hour, 

Samples —       dry  coal.  Ash.      Sulphur,     steam  producer.     Ratio. 

Illinois,  No.  9... 12, 438  11.5             4.92             7.00             2.38             2.94 

Illinois,  No.  19.  .13,000  9.4             0.53             5.65             1.79             3.16 

Indiana,  No.  5..  12. 600  11.50           5.00             6.41             2.20             2.92 

Wyoming   10.51S  15.3             7.36             7.96             2.40             3.31 

Brazil    9,900  23.4             2.94             8.85             3.12             2.84 

Average   ...  2.92 

Table  II  gives   a  comparative   summary  of  a  number  of 

soft  coals   tested   in   1905,   both  on   the  steam   plant  and   the 


10 
60 
50 


j- 

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JS 

-i 

: 

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1 

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t 

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L 

Jl- 

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h 

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BH  "^T 

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10 


5    6   1    8    9    10  //   12    /  2     3    4    J   6    7 
P.M.  fl-M. 

Curve   Showing    Day    Load   on   Steam   and    Producer   Gas   Plants. 


producer  plant.  The  results  are  very  interesting  and  confirm 
in  a  general  way  the  advantages  of  the  producer  plant  indi- 
cated by  the  earlier  tests.  In  the  earlier  tests,  as  shown  in 
Table  I,  the  ratio  of  economy  of  the  producer  to  the  steam 
plant  was  2.49.  In  the  tests  of  1905,  the  average  ratio  for 
the  Illinois  coals  was  2.92,  and  for  sundry  other  coals  used, 
2.99,  and  for- the  19  coals,  as  shown  in  Table  II,  the  average 
was  2.93. 

As  it  was  found  that  purifiers  are  useless  when  the  sulphur 
in  the  coal  exceeds  about  1  per  cent,  purifiers  were  discarded. 
In  spite  of  the  fact  that  some  of  the  coal  contained  over  8 
per  cent  of  sulphur,  it  has  been  found  after  several  months' 
operation  that  no  ill  effects  were  discernible  in  the  engine 
cylinders. 

Additional  data  are  herewith  presented,  being  the  principal 
results  of  a  test  of  a  hard  coal  producer  gas  engine  made 
under  the  direction  of  the  writer  in  the  spring  of  1906.  The 
engine  was  a  3-cylinder,  vertical,  Fairbanks-Morse  engine, 
using  gas  generated  from  anthracite  pea  coal  in  a  suction  gas 
producer,  also  manufactured  by  Fairbanks,  Morse  &  Co. 
The  unit  is  rated  at  150  brake  horsepower  at  250  revolutions 
per  minute,  and  was  guaranteed  to  give  one  brake  horsepower- 


May  11,  1907. 


ELECTRIC    RAILWAY    REVIEW 


617 


hour  for  not  to  exceed  lx2  pounds  o£  anthracite  pea  coal  for 
all  loads  above  75  brake  horsepower. 
Table    III. 

Revolutions    per    minute 250  250 

Brake-load    horsepower    40.1  S2.T  156.9 

Pounds    coal     (as    fired)     per    brake 

horsepower   per   hour    1.511  1.157  0.999 

Cost    per   brake    horsepower-hour    at 

$6.00   per   ton $0.00453         $0.00347         $0.00299 

Two  tests  were  also  made  on  this  engine  under  service 
conditions,  viz..  belted  to  a  75-kilowatt  alternating  current 
generator.  In  addition  to  the  lighting  load,  electrically  driven 
pumping  machinery  can  he  operated  from  this  generator. 

Figure  1  shows  the  load  curve  (A)  during  a  service  run 
with  lighting  load  only,  and  the  load  curve  (B)   for  the  corn- 


type  of  prime  mover  is  destined  to  be  a  formidable  rival  of 
the  steam  engine,  and  as  the  price  of  fuel  increases  the  field 
for  the  producer  gas  engine  will  enlarge.  At  present  there 
is  a  question  whether  it  will  pay  to  install  a  producer  gas 
engine  where  coal  is  cheap.  The  only  advantage  would  be  the 
compliance  with  the  smoke  regulation,  but  as  a  financial 
proposition  it  may  be  stated  that  owing  to  the  fact  that  a 
producer  gas  engine  installation  costs  probably  from  50  per 
cent  to  60  per  cent  more  than  a  steam  engine  plant,  which 
would  be  its  alternate,  it  will  not  pay  to  consider  the  installa- 
tion of  the  gas  producer  plant  with  coal  costing  $1.50  or  less 
per  ton. 

The  question  of  the  mechanical  and  operative  advantages 
and  disadvantages  of  the  gas  engine  will  not  be  discussed 
here  except  to  say  that  there  is  no  reason  why  the  gas  engine 


t5>A'  t/c?,S£" 


r  ;*  ^ 
ii 

United    Railroads  of  San   Francisco — General    Layout  of   New  Shops. 


bined  load,  the  usual  operating  conditions,  stand-by  losses 
included. 

At  $6.00  per  ton  the  cost  of  fuel  per  kilowatt-hour  at  the 
switchboard  for  the  load  A  was  $0.01207,  including  fuel  for 
banking  and  starting,  and  for  the  load  B  was  $0.00639,  includ- 
ing also  the  stand-by  losses. 

Soft  coal  from  Illinois,  which  was  used  for  a  Corliss  engine 
unit  in  the  same  plant,  cost  $3.40  per  ton. 

A. — Load  curve  of  Algona  producer  gas  engine,  on  March  15-16, 
1906.  Fourteen-hour  test.  Output,  409  kilowatt-hours.  An- 
thracite pea  coal  per  kilowatt-hour=4.10  pounds.  Fuel  cost  per 
kilowatt-hour=$0.0123.     Load  factor,  18  per  cent. 

B. — Load  curve  of  Algona  producer  gas  engine,  on  March  16-17, 
Twelve-hour  test.  Output,  589  kilowatt-hours.  An- 
thracite pea  coal  per  kilowatt-hour=2.23  pounds.  Fuel  cost  per 
kllowatt-hour= $0.00699.     Load  factor,   27  per  cent. 

For  the  purpose  of  comparison  with  this  test,  we  may 
consider  the  case  of  a  simple  Corliss  engine  similar  to  that 
used  in  the  government  tests  at  St.  Louis.  The  average  coal 
consumption  of  that  engine,  according  to  Table  I,  was  5.71 
pounds  per  kilowatt-hour.  If  this  coal  cost  $3.00  per  ton  the 
cost  of  the  coal  per  kilowatt-hour  would  be  $0.008565,  which 
can  be  compared  directly  with  the  values  given  in  connection 
with  the  Algona  test. 

It  is  difficult  at  this  time  to  predict  the  immediate  future 
of  the  producer  gas  engine,  but  the  writer  believes  that  this 


cannot  be  used  satisfactorily  for  the  generation  of  electrical 
current  for  light  and  power. 


NEW   SHOPS   FOR   SAN    FRANCISCO. 


The  United  Railroads  of  San  Francisco  have  recently  com- 
pleted the  general  designs  for  an  extensive  shop  layout.  By 
reference  to  the  accompanying  general  arrangement  drawing 
it  will  be  noted  that  the  buildings  will  comprise  two  groups 
with  a  transfer  table  track  between  them.  The  drawing  also 
exhibits  the  horizontal  dimensions  of  the  various  shops.  As 
yet  the  construction  details  for  the  entire  shops  and  their 
equipment  are  not  complete.  At  first  some  of  the  buildings 
will  be  of  temporary  construction,  but  as  fast  as  conditions 
warrant  permanent  structures  of  either  concrete  or  mill  con- 
struction will  be  erected.  The  present  demand  for  shop  facili- 
ties necessitates  the  immediate  erection  of  some  of  the  build- 
ings, this  being  a  result  of  the  losses  to  shops  and  equipment 
resulting  from  the  earthquake  and  fire  of  April,  1906. 


A  mono-rail  car  holding  a  vertical  position  by  two  gyro- 
ii        lias  been  invented  by  L.  Brenuan. 


61S 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  19. 


BOARD   OF   SUPERVISING    ENGINEERS,   CHICAGO 
RAILWAYS. 


Bion   J.   Arnold. 


Charles  V.  Weston  was  appointed  by  Mayor  Busse  on  May 
6  as  the  third  member  of  the  board  of  supervising  engineers 
which  will  have  charge  of  the  rehabilitation  of  the  traction 
properties  in  Chicago.  The  board  comprises,  in  addition  to 
Mr.  Weston,  Bion  J.  Arnold,  who  was  named  in  the  ordinances 
as  chairman,  and  Harvey  B.  Fleming,  who  was  appointed  to 
represent  the  Chicago  City  Railway  Company. 

The  ordinances  pro- 
vide that  the  chairman 
shall  receive  $15,000  per 
a  d  n  u  m  compensation 
and  shall  also  act  as 
chief  engineer  of  the 
work  of  rehabilitation, 
for  which  he  shall  re- 
ceive an  additional  com- 
pensation of  $15,000  per 
annum.  Each  of  the 
other  two  members  of 
the  board,  according  to 
the  ordinances,  shall  at- 
tend monthly  meetings 
and  such  other  meet- 
ings as  may  be  called 
by  the  chairman,  and 
shall  be  paid  for  his 
services  at  the  rate  of 
$100  per  day,  and  travel- 
ing and  living  expenses  while  away  from  home  and  engaged 
upon  the  work,  the  total  compensation  to  be  not  less  than 
$3,600  nor  more  than  $10,000  a  year. 

Bion   J.   Arnold. 

Bion  J.  Arnold,  president  of  The  Arnold  Company  and 
well-known  authority  on  engineering  and  traction  matters,  was 
born  in  Casnovia,  Mich.,  on  August  14,  1861.  In  1880  he  en- 
tered Hillsdale  (Mich.)  College,  where  he  graduated  in  1884 
with  the  degree  of  bachelor  of  science,  and  later,  after  a  post- 
graduate course,  with  the  degree  of  master  of  science  and 

master  of  philosophy. 
Mr.  Arnold's  ex- 
perience in  engineer- 
in  g  and  mechanical 
work  covers  practically 
every  branch  in  these 
lines.  In  1886  he  en- 
tered the  service  of  the 
Edward  P.  Allis  Com- 
pany of  Milwaukee, 
Wis.,  where  he  re- 
mained one  year  as 
draughtsman.  In  1887 
he  accepted  the  position 
of  engineer  in  charge 
of  the  Dubuque  (la.) 
Iron  Works,  and  while 
with  this  company  de- 
signed and  built  many 
steam  engines.  He  then 
became  connected  with 
the  civil  engineering  department  of  the  Chicago  Great  West- 
ern Railway,  and  later,  as  mechanical  engineer  of  this  com- 
pany, he  redesigned  some  of  its  locomotives  and  prepared 
drawings  for  new  equipment. 

At  this  juncture,  recognizing  the  rapid  growth  of  elec- 
tricity and  its  ultimate  destiny  as  the  probable  solution  to 
many  problems,  Mr.  Arnold  entered  Cornell  University  for  the 
purpose  of  specializing  in  this  particular  line  of  work,  remain- 
ing there  for  one  year.    Immediately  upon  leaving  college  he 


Charles  V.   Weston. 


accepted  a  position  as  manager  of  the  Thomson-Houston  Elec- 
tric Company's  St.  Louis  office,  and  for  three  years  acted  as 
consulting  engineer  for  this  company.  During  this  time  he 
also  acted  as  consulting  engineer  for  the  elevated  road  con- 
structed at  the  Columbian  exposition  in  Chicago  in  1893.  In 
1893  he  opened  an  office  as  an  independent  consulting  engineer 
and  in  1894  built  the  St.  Charles  Street  Railway,  New  Orleans, 
La.  One  of  his  earlier  successes  in  electric  railway  work 
was  the  equipment  in  1897-98  of  the  Chicago  &  Milwaukee 
Electric  Railroad.  Since  1901  Mr.  Arnold  has  served  upon 
the  electric  transit  com- 
mission of  the  New 
York  Central  &  Hudson 
River  Railroad.  In  1902 
Mr.  Arnold  was  com- 
missioned by  the  city 
of  Chicago  to  make  an 
exhaustive  study  and 
report  upon  the  trac- 
tion system  of  the  city. 
H  i  s  recommendations 
have  been  followed  and 
form  the  basis  of  a  com- 
prehensive system  of 
surface,  elevated  and 
underground  railways 
now  being  developed. 

Aside  from  his  ex- 
tensive work  on  electric 
railway     problems    Mr.  Harvey  B.  Fleming. 

Arnold   is  the   inventor 

of  a  number  of  valuable  devices  in  connection  with  the 
magnetic  clutch  and  storage  battery  for  electric  railway 
work.  He  also  has  achieved  some  highly  satisfactory  results 
from  a  series  of  experiments  conducted  at  Lansing,  Mich., 
from  1900  to  1904,  upon  an  electro-pneumatic  system  of  his 
own  invention.  These  experiments  have  given  an  impetus 
to  the  development  of  the  single-phase  motor  and  have  re- 
sulted, by  reason  of  a  material  reduction  in  the  cost  of  build- 
ing electric  railways,  in  its  successful  application  to  electric 
railway   operation. 

The  Arnold  Company,  of  which  Mr.  Arnold  is  the  presi- 
dent, does  a  large  engi- 
neering and  construc- 
tion business  with  both 
steam  and  electric  rail- 
ways throughout  the 
United  States.  This 
company  built  the  re- 
cently completed  Elgin 
&  Belvidere  Electric 
Railway,  described  in 
the  Electric  Railway 
Review  of  March  9. 
1907.  Mr.  Arnold  is  the 
principal  owner  of  this 
road  and  is  the  vice- 
president  and  half 
owner  of  the  Kentucky 
Valley  road.  He  is  a 
consulting  engineer  for 
many  steam  railroads 
and  is  now  acting  in  a 
similar  capacity  for  the  Wisconsin  state  railroad  commission 
and  for  the  city  of  Toronto,  Can.,  both  of  which  are  engaged 
in  the  readjustment  of  municipal  arrangements  with  street 
railway  companies. 

Mr.  Arnold  is  a  member  of  the  American  Society  of  Civil 
Engineers,  the  American  Society  for  the  Promotion  of  En- 
gineering Education,  the  American  Institute  of  Electrical 
Engineers  and  the  Western  Society  of  Engineers.  In  1903 
and    1904    he    was    president    of    the    American    Institute    of 


George   Weston. 


May  11,  1907. 


ELECTRIC    RAILWAY    REVIEW 


Gl'J 


Electrical  Engineers,  as  well  as  first  vice-president  and  chair- 
man of  the  executive  committee  of  the  International  Electrical 
Congress  of  St.  Louis. 

Charles   V.   Weston. 

Charles  V.  Weston  is  chief  engineer  of  the  South  Side 
Elevated  Railroad  of  Chicago,  a  position  which  he  has  held 
since  1903.  Mr.  Weston  is  50  years  old  and  has  been  a  civil 
engineer  throughout  his  business  career.  Early  in  the 
eighties  he  was  chief  engineer  of  various  railroads  in  Texas 
and  Kansas,  and  came  to  Chicago  later  as  engineer  for  the 
Chicago  &  Northwestern  road.  Shortly  after  coming  to  this 
city  he  constructed  the  Lake  View  intake  crib  and  water 
tunnel.  In  1894  he  completed  the  Van  Buren  street  tunnel  for 
the  West  Chicago  Street  Railroad,  and  later  became,  in  turn, 
chief  engineer  for  the  Northwestern  and  the  Lake  Street  Ele- 
vated roads  and  the  Union  Loop.  Mr.  Weston  is  a  member 
of  the  American  Society  of  Civil  Engineers,  the  Western 
Society  of  Engineers  and  the  American  Railway  Engineering 
and  Maintenance  of  Way  Association. 

Harvey   B.   Fleming. 

Harvey  B.  Fleming,  who  has  been  appointed  as  repre- 
sentative of  the  Chicago  City  Railway  Company  on  the  board 
of  supervising  engineers,  is  chief  engineer  of  that  road. 
Mr.  Fleming  was  born  in  Newburgh,  N.  Y.,  in  1873,  and 
received  his  early  education  in  New  York  state.  He  received  a 
bachelor's  degree  in  engineering  from  Washington  University 
in  1896  and  an  honorary  degree  in  engineering  from  the  same 
university  in  1903.  He  was  assistant  engineer  in  the  United 
States  government  testing  laboratory  in  St.  Louis  under  J.  B 
Johnson,  and  was  also  assistant  engineer  in  the  water  depart- 
ment in  St.  Louis.  During  the  time  Mr.  Fleming  was  in  St. 
Louis  he  was  engineer  for  the  National  Railway  Company 
and  the  St.  Louis  Transit  Company  of  that  city.  In  1900  he 
came  to  Chicago  to  accept  the  position  of  superintendent  of 
ways  and  structures  of  the  Chicago  City  Railway  Company. 
Mr.  Fleming  is  a  member  of  the  Western  Society  of  Engi- 
neers and  the  executive  and  the  standardization  committees 
of  the  American  Street  and  Interurban  Railway  Association. 

George    Weston. 

George  Weston  has  been  appointed  assistant  chief  engi- 
neer of  reconstruction  and  will  have  general  charge  of  re- 
habilitating the  tracks  and  properties  and  will  report  to  Mr. 
Arnold.     All  other  engineers  will  report  to  Mr.  Weston. 

George  Weston  was  born  in  Kalamazoo,  Mich.,  on  January 
30,  1861.  After  finishing  the  high  school  course  in  Kala- 
mazoo he  took  special  courses  in  chemistry,  higher  mathe- 
matics and  mechanical  drawing.  In  1880  he  joined  the  en- 
gineering corps  of  the  Missouri  Kansas  &  Texas  road  as 
'Odman,  and  assisted  in  the  work  of  construction  on  the 
line  extending  south  from  Ft.  Worth,  Tex.  Between  1882 
and  1885  he  was  engaged  in  mercantile  business,  but  in  the 
fall  of  the  latter  year  he  entered  the  employment  of  the 
Gulf  Colorado  &  Santa  Fe  Railway  as  rodman  with  the  en- 
gineering corps.  While  with  this  company  he  was  advanced 
to  instrument  man  and  assistant  engineer  in  charge  of  con- 
struction, remaining  in  the  employment  of  the  company  until 
the  spring  of  1887,  when  he  resigned  to  come  to  Chicago, 
where  he  entered  the  service  of  Charles  T.  Yerkes,  who  had 
then  begun  the  work  of  constructing  the  north  side  cable 
lines.  Mr.  Weston  had  entire  charge  of  the  construction  of 
the  Clybourn  avenue,  the  Milwaukee  avenue,  the  Blue  Island 
avenue  and  the  Halsted  street  cable  lines.  Under  his  super- 
vision, 75  miles  of  horse-car  lines  of  the  West  Chicago  Street 
Railway  were  rebuilt  into  electric  lines. 

Mr.  Weston  retired  from  the  street  railway  company  in 
July,  1896,  and  took  a  position  as  manager  of  the  construc- 
tion department  of  Naugle,  Holcomb  &  Co.,  promoters  and 
builders  of  electric  and  steam  railroads.  While  he  was  asso- 
ciated with  this  firm  in  1896  and  1897  he  had  charge  of  con- 
struction of  the  Suburban  Railroad.     This  work  involved  the 


electrical  equipment  of  several  miles  of  steam  road,  besides 
a  long  line  of  heavy  electric  road  of  street  railway  type.  Mr. 
Weston  also  had  charge  of  the  operation  of  this  road,  and 
while  engaged  in  its  construction  he  had  charge  of  the  subur- 
ban passenger  service  to  Oak  Park  and  Harlem  of  the  old 
Chicago  Terminal  Transfer  Railway,  the  greater  part  of  which 
was  changed  at  that  time  from  steam  to  an  electric  road.  In 
1S9S  Mr.  Weston  was  given  the  general  management  for 
Naugle,  Holcomb  &  Co.  of  all  construction  work  of  the  Ten- 
nessee Central  Railway,  which  was  completed  in  Monterey, 
Tenn.,  in  October,  1900.  Since  completing  that  work  he  has 
been  engaged  principally  as  a  consulting  engineer,  and  for 
the  last  two  years  has  been  continuously  identified  with  Mr. 
Arnold's  work.  Mr.  Weston  was  engineer  in  charge  during 
the  work  of  the  traction  valuation  commission,  which  made 
a  report  to  the  committee  on  local  transportation  of  the  Chi- 
cago city  council  on  the  values  of  properties  of  the  Chicago 
City  Railway  Company  and  the  Chicago  Union  Traction  Com- 
pany. This  commission  was  composed  of  Bion  J.  Arnold, 
Mortimer  E.  Cooley  and  A.  B.  du  Pont.  He  is  chief  elec- 
trical inspector  of  the  Wisconsin  state  board  of  assessment, 
which  is  now  engaged  in  valuing  the  properties  of  the  Mil- 
waukee Electric  Railway  &  Light  Company  and  the  Mil- 
waukee Light  Heat  &   Traction  Company. 

Work  of  the   Board. 

Various  departments  will  be  created  by  the  board  in 
order  to  carry  out  the  work  planned.  Separate  divisions 
will  be  formed  to  take  charge  of  the  subjects  of  track,  cars, 
operation,  power,   power  house  construction   and  accounting. 

Robert  W.  Hunt  &  Co.  have  been  engaged  as  inspectors 
of  the  first  5,000  tons  of  rails  to  be  used  in  the  reconstruction. 

F.  K.  Parke  has  been  appointed  accountant  to  formulate 
the  new  system  of  accounting,  and  Marwick,  Mitchell  &  Co. 
are  the  general  auditors. 

The  Chicago  City  Railway  Company  will  keep  in  a  sepa- 
rate bank  account  the  funds  which  are  to  be  used  in  rehabili- 
tation of  the  property.  The  company  has  already  placed 
$5,000  to  the  credit  of  the  board,  which  will  be  used  for  the 
immediate  needs  of  the  organization.  Headquarters  have 
been  established  on  the  tenth  and  eleventh  floors  of  the  Bor- 
land building. 

New  Equipment  Ordered. 

During  the  past  week  the  Chicago  Union  Traction  Com- 
pany has  secured  options  for  considerable  new  equipment  for 
the  rehabilitation  of  its  lines  representing  an  expenditure  of 
approximately  $2,000,000.  These  include  an  option  with  the 
General  Electric  Company  on  1,600  motors  of  40  horsepower 
each,  to  be  used  in  equipping  400  new  cars,  options  upon 
which  have  been  secured  from  the  St.  Louis  Car  Company. 
The  contract  with  the  Lorain  Steel  Company  for  10,000  tons 
of  grooved  steel  rails  provides  for  delivery  early  next  fall. 
The  additional  electric  power  necessary  will  be  purchased 
from  the  Chicago  Edison  Company  at  the  rate  of  6,000  kilo- 
watts per  day. 

Types  of  Track  Approved. 

One  of  the  first  acts  of  the  board  was  to  approve  the 
different  types  of  track  which  had  previously  been  prepared 
by  Mr.  Arnold  in  order  to  facilitate  the  work  of  rehabilita- 
tion.    The  three  types  which  were  approved  are  as  follows: 

1.  With  steel  ties  four  feet  center  to  center  in  concrete. 

2.  With  wood  ties  four  feet  center  to  center  in  concrete. 

3.  With  wood  ties  two  feet  center  to  center  on  broken 
stone. 

The  first  two  types  will  be  used  for  permanent  roadway, 
the  location  of  the  respective  types  to  be  determined  by 
local  conditions.  The  third  type  is  intended  for  use  as  a 
Corm  of  semi-temporary  track  where  permanent  Improve- 
ments beneath  the  surface  of  the  street  have  not  yet  been 
made.  The  structure  of  the  track  has  been  divided  into  two 
parts,  the  lower  part  to  be  permanent  and  the  upper  renew- 


620 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  19 


able.  With  the  steel  type  construction,  in  order  to  permit 
the  relaying  of  rails  without  disturbing  the  permanent 
foundation,  clips  and  tieplates,  which  have  been  specially 
designed,  will  be  used. 

With  the  wood  tie  construction  flat  tieplates  will  be  used 
and  will  be  held  in  place  by  small  lag  screws,  while  the  rails 
will  be  fastened  by  screw  spikes. 


NEW  ALL-STEEL  CAR    FOR    BROOKLYN. 


The  Brooklyn  Rapid  Transit  Company  has  just  received 
from  the  Pressed  Steel  Car  Company,  for  use  on  the  surface 
lines,  the  first  all-steel  car  to  be  purchased  by  the  company. 
This  car  is  of  the  same  type  as  the  especially  designed  semi- 
convertible  wood  and  steel  car  adopted  by  the  company  as  a 
standard.  The  steel  car  has  a  total  weight  of  50,800  pounds, 
or  considerably  less  than  wooden  cars,  designed  for  condi- 
tions of  traffic  similar  to  those  in  Brooklyn.  The  car  is  42 
feet  6  inches  long  over  all  and  the  car  body  is  31  feet  5% 
inches  long.  The  length  inside  is  30  feet  7%  inches  and  the 
car  has  a  total  width  of  8  feet.  The  seats  were  manufac- 
tured by  Heywood  Brothers  &  Wakefield.  The  car  has  a 
seating  capacity  for  4S  persons. 

In  adopting  a  standard  for  rolling  stock  the  congestion 
of  traffic  and  the  limited  headway  made  it  necessary  to  design 
cars  with  as  great  capacity  as  could  be  operated  on  the  city 
streets  in  Brooklyn,  while  at  the  same  time  providing  com- 
fort. The  cars  were  designed  on  the  basis  of  rush-hour 
conditions  and  are  therefore  larger  and  more  costly  to  oper- 
ate than  is  required  by  the  traffic  during  the  greater  part 
of  the  time.  The  cross  seat  and  center  aisle  arrangement 
was  adopted  with  a  view  to  the  comfort  of  passengers  riding 
considerable  distances.  For  summer  use  the  car  does  not 
unload  so  quickly  as  the  ordinary  open  car,  but  this  disad- 
vantage is  offset  by  the  greater  safety  and  comfort  of  the 
new  car  for  use  under  congested  traffic.  The  determination 
of  the  maximum  practical  size  of  car  also  required  a  great 
deal   of   engineering   investigation   on    account   of   the   extent 


Ail-Steel   Surface  Car,   Brooklyn — Exterior. 

of  the  system,  the  presence  of  elevated  structures,  short 
radius  curves  and  intricate  interconnections  of  lines,  etc. 
These  dimensions  have  been  followed  in  constructing  the 
steel  car,  for  which  no  elaborate  plans  have  been  made,  as 
the  car  is  more  or  less  an  experiment.  The  car  is  framed 
with  cross  framing  of  5-inch  standard  channel  beams  with 
steel  side  plates  18  inches  by  5-16  inch,  fastened  to  the  chan- 
nel beams  with  3%  by  7-16  inch  angles.  The  flooring  con- 
sists of  steel  plates  fastened  to  the  cross  framing  and  these 
in  turn  are  covered  by  %-inch  wooden  flooring  with  the  cus- 
tomary center  aisle  rack.  The  car  is  mounted  on  standard 
M.  C.  B.  trucks  with  33-inch  rolled  steel  wheels  on  4%-inch 
axles,  having  journals  3%  by  7  inches.  The  motor  equip- 
ment includes  four  Westinghouse  101-B2  motors,  each  of  40 


horsepower  capacity,  and  Westinghouse  multiple-unit  control 
The  car  also  has  the  Westinghouse  traction  brake  with  cylin- 
ders 8  by  12  inches  in  diameter.  The  equipment  of  the  car 
includes  the  Dressel  headlight,  Empire  fender,  Consolidated 
192-W  heaters  and  Pantasote  curtains.  The  car  is  lighted 
with  27  incandescent  lamps. 

The  car  is  painted  in  accordance  with  the  Brooklyn 
Rapid  Transit  practice  for  standard  cars.  In  order  to  avoid 
so  far  as  possible  the  interior  appearance  resulting  from  the 
use  of  steel,  the  interior  has  been  finished  in  mahogany  effect 
in    accordance    with    the   company's    standard    practice.     The 


All-Steel    Surface    Car.    Brooklyn — Interior,    Without    Seats. 

ceiling  is  finished  a  light  coior.  which  presents  an  attractive 
appearance. 

The  Brooklyn  Rapid  Transit  Company  will  give  the  new 
all-steel  car  a  thorough  trial  on  the  surface  lines  and  will 
also  have  an  all-steel  car  built  for  test  purposes  on  the 
elevated   lines. 


ANNUAL    REPORTS    OF     RAILWAYS. 


United    Railways  Investment  Company. 

The  principal  announcement  in  the  annual  report  of 
this  holding  company  for  1906  is  the  statement  that  an  issue 
of  $5,000,000  of  first  preferred  stock  has  been  authorized  by 
the  United  Railroads  of  San  Francisco.  This  stock  will  bear 
dividends  at  the  rate  of  not  less  than  6  per  cent  per  annum, 
and  $1,500,000  of  the  issue  will  be  taken  by  the  United  Rail- 
ways Investment  Company.  The  latter  company  owns  all 
the  stock  of  the  United  Railroads  of  San  Francisco  and  a 
controlling  interest  in  the  Philadelphia  Company  of  Pitts- 
burg. 

The  income  account  of  the  United  Railroads  of  San 
Francisco  for  the  year,  with  a  comparison,  makes  the  fol- 
lowing showing: 

1906.        1905.        1904. 

Gross  earnings   $5,955,786         $7,066,892        $6,652,630 

Operating  expenses  and   taxes...   3,114,590  3.617,821  3,676,438 

Net    earnings    $2,841,196         $3,449,071         $2,976,192 

Other   inc 89,360  43,757  30,670 

Total    income     $2,930,556         $3,492,S2S         $3,006,S62 

Charges,  etc 1,617,933  1,805,348  1,790,467 

Net  earnings    $1,312,623         $1,687,480         $1,216,395 

Improvements,  betterments,  sink- 
ing  fund    requirements,    etc..      435,478  353,345  249,339 

Surplus    $    877,145         $1,334,135         $    967,056 

Operating   expenses    and    taxes — 

percentage  of  gross  earnings.  52.2  51.1  55.2 

The    president,    Ernst    Thalmann,    discusses    the    great 

loss   which   the   United  Railroads   of  San   Francisco   suffered 

in  the  earthquake,  which  caused  the  destruction  of  the  cable 

power  houses  and  severe  injury  to  the  cable  conduits.    The 

balance    sheets    of    the    United    Railroads    of    San    Francisco 


May  11.  1907. 


ELECTRIC    RAILWAY    REVIEW 


621 


show  that  between  December  31,  1905,  and  March  1,  1907. 
there  had  been  expended  in  the  restoration  and  reconstruc- 
tion of  its  lines  and  plant,  including  improvements  and  bet- 
terments and  the  physical  loss  resulting  from  the  earthquake 
and  fire,  a  total  of  over  $4,000,000.  Over  91  per  cent  of  the 
mileage  of  the  company  is  now  in  operation,  and  the  officers 
of  the  company  expect  to  place  the  balance  of  9  per  cent  in 
operation  as  rapidly  as  the  city  completes  certain  necessary 
street  improvements.  All  expenditures  for  betterments  and 
improvements  made  to  March  1,  1907,  had  been  financed  by 
that  company,  and  its  current  liabilities  did  not  on  that  date. 
Mr.  Thalmann  says,  exceed  the  amount  usually  carried.  The 
strike  of  the  employes  of  the  United  Railroads  occasioned, 
both  directly  and  indirectly,  considerable  financial  loss  to 
the   company. 

The  annual  report  of  the  Philadelphia  Company,  cover- 
ing the  operations  for  the  year  ended  March  31,  1907,  gives 
the  income  account  of  the  Pittsburg  Railways  Company  for 
that  year,   as   follows: 

Gross   earnings   from   operations $10,232,619.88 

Operating  expenses — 

General   expenses    $  851,908.59 

Conducting  transportation    3,243,327.51 

Maintenance  of  way  and  structures  511,057.46 

Maintenance   of   equipment    632,981.99 

Park    expenses    132,237.96 


Total  operating  expenses    $5,371,513.51 

Bridge  tolls   108,732.98 

Taxes    291,711.11 


Total    operating    expenses     and 
taxes     


Net    earnings    

Other  income — 

Rent  of  buildings  and  real  estate. 

Interest   and   discount    

Miscellaneous    


47,875. SS 

5,013.68 

31,013.36 


Total   other   income 


Total   income    

Deductions — 

Rentals  of  leased  properties $2,178,252.86 

Miscellaneous  interest  and   discount      27S.514.60 
Tenement  expenses   2,693.37 


Total  deductions 


Balance 

Fixed    charges 


Balance    

Extraordinary  maintenance  expendi- 
tures     .- $    300,131.26 

Car    trust    notes     issued    December     1, 

1905,   retired    40,000.00 


5,771,957.60 
$  4,460,662.28 


83,902.92 
$  4,544,565.20 


2,459, 460.S3 

$  2,085,104.37 
1,734,199.71 

$      350,904.66 


340,131.26 


Surplus     $  10,773.40 

Passengers  carried    203,411,809 

Car-miles    36,125,014 

Earnings    per    car-mile $0.2791 

Expenses  per  car-mile  (including  taxes) 0.1552 

Xet  earnings  per  car-mile 0.1239 

Operating  expenses— percentage  of  gross  earnings 52.4 

J.  H.  Reed,  president  of  the  Philadelphia  Company, 
states  in  the  report  of -that  company  that  there  were  sold 
during  the  fiscal  year  230  second  mortgage  bonds  and  64,800 
shaies  of  the  common  capital  stock.  The  proceeds  were  ap- 
plied in  retiring  the  one-year  collateral  gold  notes,  issued  on 
October  1,  1906,  in  payment  for  the  Beaver  Valley  Traction 
Company  capital  stock,  the  purchase  of  the  Washington  & 
Canonsburg  Railway  Company  capital  stock,  and  in  advances 
to  the  underlying  companies  to  be  used  for  improvements 
and   extensions. 

The  income  account  of  the  Philadelphia  Company  and 
affiliated  operating  companies  for  the  year  ended  March  'M, 
1906,  shows  gross  earnings  of  $18,538,606.  Operating  ex- 
penses and  taxes  were  $9,340,325,  leaving  net  earnings  of 
$9,198,281. 

The  combined  statement  of  earnings  of  the  United  Rail- 
roads of  San  Francisco  and  the  Philadelphia  Company  for 
the  calendar  year  1906,  which  is  the  period  covered  in  the 
report,  of  the   United  Railways   Investment  Company,   shows 


gross  earnings  of  $23,785,596.  The  net  earnings  were  $11,- 
404,529,  and  the  balance  after  the  payment  of  fixed  charges 
and  other  deductions,  including  $1,595,627  for  sinking  funds, 
Improvements  and  betterments,  and  after  the  payment  of 
dividends  on  the  preferred  stock  of  the  Philadelphia  Com- 
pany, was  $3,548,615.  Of  this  sum  $877,145  represented  earn- 
ings of  the  United  Railroads  of  San  Francisco,  and  $2,671,469 
earnings  of  the  Philadelphia  Company.  The  proportion  of 
earnings  applicable  to  the  Investment  company  on  the  basis 
of  its  present  holdings  of  Philadelphia  Company  stock  was 
$2,821,975. 

In   his   report   as   president   of   the   Investment   company 

Mr.    Thalmann    speaks    of    the    purchase    of    $24,200, i    par 

value  of  the  common  stock  of  the  Philadelphia  Company,  or 
approximately  72. S  per  cent  of  the  amount  outstanding.  Of 
this  stock  $21,000,000  was  deposited  by  stockholders  in  the 
Philadelphia  Company  under  the  plan  ratified  on  April  5, 
1906.  These  shares  were  then  deposited  under  the  agree- 
ment securing  the  5  per  cent  prior  lien  collateral  trust  bonds 
of  the  Investment  company.  The  remaining  stock,  amount- 
ing to  $3,200,000,  was  acquired  later  in  the  year.  Before  the 
end  of  the  year  $2,690,000  of  this  latter  amount  had  been 
paid  for,  and  the  balance  was  paid  for  in  January,  1907. 
The  money  required  for  the  purchase  of  this  stock  was 
derived  in  part  from  the  sale  of  $2,400,000  of  the  5  per  cent 
bonds  of  the  Investment  company  at  90,  and  the  balance 
was  paid  from  earnings  and  other  available  cash  assets. 
This  change  accounts  for  an  increase  in  funded  debt  to 
$1S,150,000,  as  compared  with  $15,750,000  in  the  previous  year. 

According  to  the  report  the  floating  debt  amounted  at 
the  close  of  the  year  to  $2,090,000,  but  this  has  since  been 
repaid,  and  the  floating  debt  when  the  report  was  presented 
amounted  to  approximately  $135,000,  which  will  be  increased 
presently,  as  the  directors  have  arranged  to  provide  funds 
which  will  enable  the  United  Railroads  of  San  Francisco 
to  continue  the  reconstruction   and  improvement  work. 

The  book  value  of  the  investments  of  the  Investment 
company  amounted  at  the  end  of  the  year  to  $53,126,482,  of 
which  approximately  one-half  represented  the  company's  in- 
terest in  the  United  Railroads  of  San  Francisco  and  the  other 
half  the  holdings  of  Philadelphia  Company   stock. 

Of  the  prospects  for  stockholders  of  the  Investment 
company  in  the  future  Mr.  Thalmann  said: 

When  it  is  considered  that  in  the  course  of  the  year  1906 
the  earnings  of  the  United  Railroads  of  San  Francisco  have 
been  subjected  to  the  earthquake,  the  resulting  conflagration 
and  all  its  consequences,  the  strike  of  its  employes,  and  the 
consequent  general  demoralization,  they  offer  a  most  encour- 
aging promise  for  the  future,  and  justify  the  hope  that  at  no 
distant  date  payment  of  cash  dividends  may  be  resumed. 


Some   Interesting  Facts. 


It  is  estimated  that  about  six  billion  passengers  were 
carried  by  the  trolleys  of  the  country  last  year,  about  four 
or  five  billion  more  than  traveled  by  steam.  This  means  that 
at  this  rate  every  man,  woman  and  child,  white,  black, 
yellow  and  brown,  might  have  had  three  rides  or  more  each 
during  the  year.  An  average  of  something  like  17  millions 
of  people  were  carried  daily.  Nearly  a  third  of  a  million  peo- 
ple have  their  names  on  the  payrolls  of  the  trolley  companies 
of  the  country.  In  spite  of  the  rapid  development  of  the 
electric  street  railways,  there  are  still  operated  in  this  coun- 
try 260  miles  of  horse  car  lines  and  240  miles  of  cable  lines. 

In  view  of  the  talk  prevalent  today  about  the  dangers  inci- 
dent to  travel,  it  is  interesting  to  note  that  statistics  show 
that  on  the  street  railways  but  one  person  is  killed  in  26,000,- 
000,  and  but  one  person  is  hurt  in  900,000  of  those  carried. — 
Trolley  Talks. 


The  Los,  Angeles-Pacific  Company,  operating  electric  rail- 
ways to  several  beach  resorts  near  Los  Angeles,  Cal.,  has 
imported  60,000  ties  from  Formosa.  These  are  of  hardwood, 
most  of  them  being  of  narra,  a  wood  much  used  in  the  orient 
for  interior  work.  The  cost  of  the  ties  at  Los  Angeles  after 
tariff  duty  is  paid  is  reported  to  be  but  slightly  in  excess  of 
Oregon  pine. 


622 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  19. 


CAR    INSPECTION   AT   WHEATON    (ILL.)    SHOPS  OF  THE 
AURORA   ELGIN   &  CHICAGO   RAILWAY. 


James  Doyle,  master  mechanic  of  the  Aurora  Elgin  & 
Chicago  Railway,  has  developed  several  unique  practices  in 
car  inspection  and  in  keeping  records  of  the  same.  The  shops 
in  which  the  car  inspection  and  repair  work  are  done  are 
located  at  Wheaton,  111. 

The  Aurora  Elgin  &  Chicago  Railway  Company  has  an 
equipment  of  47  cars,  which  are  used  in  maintaining  the 
schedule  on  its  third-rail  system.  About  30  of  the  cars  are 
in  regular  service  and  are  operated  on  an  average  about  300 
miles  daily.  Each  car  is  given  a  thorough  inspection  every 
other  night. 

The  master  mechanic  keeps  a  complete  record  of  the 
miles  traveled  by  each  car.  Every  night  cards  are  posted 
in  the  shop  designating 
the  cars  that  should  be 
placed  over  the  pits. 
One  of  these  cards  is 
reproduced  herewith.  It 
contains  the  date,  the 
car  number,  the  date 
and  time  the  car  was 
taken  from  its  run,  and 
the  respective  heads  un- 
der which  the  various 
car  equipments  are 
grouped.  After  an  in- 
spector has  thoroughly 
inspected  and  repaired 
the  equipments  for 
which  he  is  responsible, 
he  signs  his  name  in 
the  blank  space  pro- 
vided on  the  card  oppo- 
site the  general  head 
under  which  his  work 
is  classed.  He  is  then 
held  responsible  for  the 
work. 

The  cards  are  gath- 
ered up  each  morning 
and  sent  to  the  master 
mechanic's  office,  where 
they  are  recorded.  If  for  any  reason  a  car  is  not  inspected 
after  having  run  600  miles,  the  card  bearing  its  number  is 
filled  out  in  red  ink,  which  indicates  that  the  equipment  should 
be  inspected  more  thoroughly  than  usual. 

This  company  has  found  it  profitable  to  overhaul  the 
triple,  engineer's  and  feed  valves  of  its  cars  every  GO  days. 
The  journal  boxes  are  thoroughly  cleaned  and  repacked  every 
45  days.  When  the  valves  or  journals  have  been  in  service 
the  allotted  time  a  cross  is  placed  on  the  inspection  card  in 
the  square  opposite  the  respective  parts,  which  indicates  to 
the  repairman  that  the  part  of  the  equipment  thus  marked 
should  be  overhauled  or  replaced  by  new  parts.  After  the 
work  has  been  done  the  employe  places  a  circle  around  the 
cross. 

The  inspectors  are  divided  into  six  classes.  The  men  of 
each  class  have  their  duties  definitely  arranged  according  to 
a  bulletin  of  instruction  that  is  posted  in  the  shop.  The 
substance  of  the  bulletins  is  as  follows: 

Whenever  it  is  necessary  to  adjust  or  change  triple 
valves,  engineer's  valves  and  feed  valves,  a  cross  will  be 
marked  on  the  card  in  the  square  opposite  the  name  of  the 
respective  part.  Should  a  valve  be  reported  as  defective  on 
the  trainmen's  daily  car  report  or  by  an  inspector,  the  valve 
so  reported  may  be  changed  by  an  employe,  who  must  indi- 
cate the  same  by  marking  a  circle  in  the  space  provided  on 
the  card.     At  no  other  time  are  the  valves  to  be  changed. 

The  employe  who  inspects  and  repairs  controllers,  con- 
troller circuit  wires,  switches  and  fuses,  light  circuits,  switches 
and  fuses,  heaters,  heater  circuits,  switches  and  fuses,  com- 


24    Hrs.    ending 
a!   6  p.m     on 

A    E  A  «■    torr. 

Car 

■.»    3m    KMH    W 

DATE 

TIME 

OUT  SERVICE 

M 

IN  SERVICE 

„ 

TRIFLE  VALVE 

EN/CNBS    **               1 

FEED 

CONTROLLERS 
ETC 

CONTACTORS 
ETC 

BRAKES. 

MOTORS. 

ETC 

COMPRESSORS. 
TROLLEYS. 
ETC 

JOURNALS 

AXLES 

ARMATURES 

REMARKS: 

Form   for   Recording   Car   Inspection. 


pressor  governors,  air  gauges,  signal  bells,  emergency  valves, 
train  line  and  bus  line  sockets,  motor  and  bus  line  fuses,  and 
who  looks  after  all  carpenter  and  trimming  work,  must  sign 
his  name  in  the  space  allotted  on  the  inspection  card  provided 
for  each  car.  This  will  indicate  that  he  has  completed  the 
necessary  inspection  and  repairs  to  each  of  the  above  car 
parts. 

The  employe  who  inspects  the  contactors  and  reversers 
must  sign  his  name  in  the  proper  space  on  the  card  provided 
for  each  car.  This  will  indicate  that  he  has  done  the  neces- 
sary work  on  the  parts  coming  under  his1  supervision. 

The  employe  who  inspects  and  repairs  motors,  commu- 
tators, brush  holders,  motor  leads,  grid  and  control  rheostats, 
gear  cases,  brakes  and  brake  rigging,  air  hose  and  piping, 
reservoirs,  drawbars,  trucks,  wheels  and  safety  chains,  will 
sign  his  name  in  the  allotted  space  on  the  card  provided  for 
each  car,  thus  signifying  that  he  has  thoroughly  inspected 
and  adjusted  the  respective  parts. 

The  employe  who  inspects  and  repairs  air  compressors, 
trolley  stands,  poles  and  wheels,  third-rail  shoes,  fuses  and 
brake  release  springs,  will  sign  his  name  in  the  space  allotted 
therefor  on  the  inspection  card  provided  for  each  car,  thus 
indicating  that  he  has  done  the  necessary  work. 

The  employe  who  inspects  and  oils  armature,  axle  and 
journal  bearings,  sector  bars,  chafing  plates  and  gearing  will, 
when  he  has  completed  his  work  on  each  car,  sign  his  name 
in  the  allotted  space  on  the  card  provided  for  each  car. 
When  the  bearings  are  to  be  repacked,  the  inspection  card 
will  be  marked  with  a  cross  in  the  square  opposite  the 
name  of  the  bearing  requiring  attention.  No  bearing  will  be 
repacked  otherwise  unless  in  bad  order.  Armature  clearance 
will  be  taken  whenever  bearings  are  to  be  replaced. 


HOW    TO     INSULATE    ARMATURE    COILS.* 


Armature  coils  are  made  in  so  many  different  varieties 
that  several  different  methods  of  varnishing  are  necessary 
in  order  to  secure  the  best  results  with  each  different  kind. 
For  the  insulation  of  direct-current  motor  and  dynamo  arma- 
ture coils,  it  is  advisable  to  use  what  is  known  as  the 
"double-dipping"  method,  as  all  coils  of  this  kind  are  usually 
form-wound  and  are,  therefore,  readily  adapted  for  this 
treatment. 

The  treatment  is  as  follows: 

After  the  coils  are  formed,  they  are  clipped  together 
at  the  corners,  and  dipped  right  into  the  varnish  compound, 
and  then  allowed  to  dry.  When  the  coils  are  thoroughly 
dry.  they  should  then  be  taped  and  again  dipped  in  the 
varnish  compound — and  dried.  To  get  the  best  results  on 
this  class  of  work,  particularly  when  handled  in  quantities, 
the  varnish  must  have  great  plasticity,  and  good  insulating 
and  quick-drying  properties. 

The  varnish  should  also  be  a  combined  baking  and  air- 
drying  varnish,  as  quick-drying  varnish  is  often  an  absolutely 
necessary  factor — in  many  cases,  the  varnish  must  be  thor- 
oughly dry  from  one  to  two  hours  after  baking. 

The  varnish  which  has  great  plasticity  is  also  of  vital 
importance  on  this  class  of  work,  because  in  making  up  the 
standard  types  of  machines,  it  is  often  desirable  and  eco- 
nomical to  make  up  at  one  time  enough  coils  to  provide  for 
the  entire  output  of  each  size  machine  for  a  long  while 
ahead — in  many  cases,  for  six  months  or  even  a  whole  year. 

Great  plasticity  is,  in  this  way,  of  great  value  to  the  coil 
manufacturer,  as  it  enables  him  to  make  up  a  big  lot  of  coils 
and  stock  them,  without  any  fear  that  the  coils  will  harden, 
or  that  the  insulation  will  break  when  the  coils  are  finally 
assembled  in  an  armature  later  on,  as  so  often  happens  when 
a  hard-drying  varnish  is  used  on  the  coils. 

On  armature  coils  of  street  railway  motors,  the  great 
essential  is  durability  and  water-proofing  qualities.  The  test 
of  time  has  shown  that  the  varnish  which  best  accomplishes 
the.  desired  results  is  a  varnish  of  hydrocarbon  base,  which 
dries  quickly  and  remains  indefinitely  soft  and  plastic.  This 
quality  enables  a  varnish  to  withstand  the  contraction  and 
expansion  always  present  in  a  street  railway  motor,  and  pre- 
vents the  breaking  of  the  insulating  film  from  vibration  and 
heat,  thus  absolutely  and  indefinitely  repelling  moisture, 
which,  in  a  majority  of  cases,  is  the  direct  cause  of  short 
circuits  and  burn-outs.  The  "double-dipping"  method  de- 
scribed above  is  absolutely  essential  in  the  treatment  of 
street  railway  motor  armature  coils. 

In  street  railway  work  it  is  also  essential  that  a  finish- 
ing coat  of  varnish  be  given  the  armature  after  the  coils  are 
assembled,  as  very  often  injury  to  the  insulating  film  results 
from  placing  the  coils  into  the  slots.  This  coat  of  varnish 
not  only  serves  to  remedy  any  defects  of  this  nature,  but  also 

*[Prom  "The  Insulator,"  published  by  the  Standard  Varnish 
Works.] 


Mav  11.  1907. 


ELECTRIC    RAILWAY    REVIEW 


623 


provides  an  additional  waterproof  coating  to  the  whole  arma- 
ture. A  varnish  of  this  nature  to  be  successful  should  bav« 
in  a  great  degree  the  qualities  of  dipping  varnish,  such  ai 
ability  to  withstand  long  continued  heat  and  vibration  with- 
out becoming  brittle  and  absolute  water-proofing  qualities. 


TESTS    OF    A    500-KILOWATT    TURBO-ALTERNATOR. 


As  the  results  of  comparatively  few  tests  of  turbo-gen- 
erator units  have  been  published,  those  recently  conducted 
by  H.  L.  Rice,  general  manager,  and  W.  M.  Willett,  electrical 
engineer  of  the  Western  United  Gas  &  Electric  Company  of  a 
standard  500-kilowatt  turbine  and  generator  in  the  com- 
pany's plant  at  Aurora,  111.,  will  no  doubt  be  of  interest. 

Description  of  the  Unit. 
The  steam  end  of  the  unit  is  an  Allis-Chalmers-Parsons 
horizontal  turbine,  designed  to  operate  with  dry  saturated 
steam  at  140  pounds  pressure  per  square  inch,  gauge,  at  the 
turbine  throttle,  and  a  vacuum  of  28  inches  of  mercury, 
referred  to  a  30-inch  barometer,  at  the  exhaust  nozzle.  With 
steam  under  these  conditions  the  unit  is  designed  to  carry 
an  overload  of  50  per  cent,  the  power  factor  being  100  per 


Turbo-Alternator   Tested   at   Aurora. 

cent.  The  turbine  and  generator  operate  at  3,600  revolu- 
tions per  minute,  the  generator  being  of  the  2-pole,  2-phase 
turbo  type,  generating  60-cycle  current  at  2,200  volts.  The 
normal  current  per  phase  is  114  amperes.  The  turbine  is 
served  by  a  standard  Allis-Chalmers  turbo  jet  condenser. 

Conditions  of  the   Test. 

The  time  during  which  the  turbine  could  be  spared  for 
test  was  limited  from  midnight  Saturday  to  midnight  Sun- 
day: it  was  therefore  decided  to  run  only  two  tests,  viz., 
one  at  10  to  15  per  cent  overload,  and  one  at  three-fourths 
full  load.  As  the  turbine  is  provided  with  a  jet  condenser, 
the  steam  consumption  had  to  be  determined  by  weighing 
the  feedwater,  and  to  correct  this  it  was  necessary  to  make 
a  boiler  leakage  test  during  the  time  available  for  test  pur- 
poses. 

To  determine  the  amount  of  feedwater  used,  two  barrels 
were  placed  on  a  platform  and  connected  with  each  other 
by  a  short  horizontal  pipe  introduced  into  the  sides  of  the 
barrels  near  their  tops.  A  water  supply  pipe  with  valves 
was  brought  over  these  barrels  for  the  purpose  of  filling 
them  alternately.  Each  barrel  was  provided  with  a  large  plug 
lock  in  its  bottom.  The  barrels  were  carefully  calibrated, 
and  when  filled  so  that  the  water  would  just  enter  the  con- 
necting pipe  above  mentioned,  they  were  found  to  contain 
113  pounds  and  391.25  pounds  of  water  respectively  at  58 
degrees  F.  As  the  feedwater  during  the  test  was  at  a  higher 
temperature,  a  correction  was  made  for  the  difference.  Un- 
der the  platform  two  receiving  barrels  were  placed;  Into 
these  the  upper  barrels  emptied  through  the  plug  cocks  men 


tioned.  The  lower  barrels  were  connected  with  each  other 
by  a  large  horizontal  pipe  near  their  bottoms,  and  the  suction 
pipe  of  the  feed  pump  was  brought  into  one  of  the  barrels. 

Two  Stirling  boilers  of  250  boiler  horsepower  each  sup- 
plied steam  to  the  turbine  during  the  test.  Each  of  the  six 
drums  of  the  two  boilers  was  provided  with  a  gauge  glass 
and  readings  of  the  water  levels  in  all  six  drums  were  taken 
at  the  commencement  and  end  of  the  test,  and  also  during 
the  test.  The  blow-off  pipes  were  blanked  off,  as  were  also 
the  feed  connections  to  the  other  two  boilers  in  the  station. 

The  auxiliary  steam  header  for  the  feed  pumps,  etc., 
was  disconnected  from  the  main  header.  That  portion  of 
the  main  header  receiving  steam  from  the  two  boilers  not 
used  during  the  test  was  separated  from  the  portion  receiv- 
ing steam  from  the  two  boilers  which  furnished  steam  to 
the  turbine  during  the  test  by  means  of  a  gate  valve,  which 
was  closed  tightly  during  the  test.  In  order  that  there  might 
be  no  leakage  of  steam  through  this  valve,  the  pressure  on 
all  boilers  was  maintained  about  the  same  throughout  the 
test,  so  that  both  sides  of  the  valve  were  under  approxi- 
mately the  same  pressure. 

The  condensed  steam  from  the  steam  header,  and  also 
that  from  the  steam  separator  near  the  turbine  throttle,  was 
discharged  into  barrels  filled  with  a  weighed  quantity  of 
cold  water.  As  the  water  accumulated  it  was  taken  out  and 
weighed,  and  when  the  water  in  the  barrel  became  suffi- 
ciently hot  to  vaporize,  a  weighed  quantity  of  cold  water 
was  added.  At  the  end  of  each  test  the  water  in  the  barrel 
was  brought  back  to  its  original  quantity.  The  feed  pump 
for  supplying  the  measured  feedwater  to  the  boilers  was  a 
duplex  outside-packed  plunger  pump.  The  leakage  from 
this  pump  was  caught  and  returned  to  the  lower  feedwater 
supply  barrels.  It  was  not  necessary,  therefore,  to  keep 
records  of  this  leakage. 

The  steam  gauges  were  checked  by  an  inspector's  test 
gauge,  which  had  been  verified  shortly  before.  The  quality 
of  the  steam  during  the  test  was  determined  by  a  throttling 
calorimeter  introduced  into  the  steam  pipe  just  below  the 
separator  at  the  turbine.  A  water  rheostat  was  used  for 
loading  the  turbo-unit.  Electrical  readings  were  taken  from 
the  regular  switchboard  instruments  in  the  station,  and  also 
from  a  set  of  calibrated  instruments. 

Between  the  overload  and  three-fourth  load  tests,  the 
boilers  were  tested  for  leakage.  To  determine  this,  all  valves 
were  closed  after  the  boilers  had  been  filled  to  marks  on  the 
gauge  glasses,  and  the  boilers  were  kept  under  a  steam  pres- 
sure of  150  pounds  per  square  inch  for  four  hours.  A  meas- 
ured quantity  of  water  was  then  put  into  the  boilers  to  bring 
the  water  level  back  to  the  original  marks. 

Results  of  Tests—                                               Underload.  Overload. 

Average  load,   kilowatts    385.8  570.S 

Per  cent  of  rated  load 77.5  114 

Duration  of  test,   hours 4  4 

Steam  pressure  at  turbine  throttle,  gauge 142.4  143.3 

Steam  pressure  at  turbine  inlet,  gauge 87.0  12.!. 02 

Vacuum  turbine  exhaust,   inches 27.57  26  77 

Barometer,    inches    29.45  29.5 

Vacuum       at      turbine       referred       to      30-inch 

barometer,    inches    2S.08  27.22 

Revolutions    per    minute 3,600  3,600 

Total    water    used,    corrected    for    temperature, 

degrees    F 34.552.0  78.8 

Drips  from  steam  header,  pounds 397.0  485.44 

Drips  from  separator,  pounds 91.5  318.75 

Temperature  of  feed  water,   degrees  F 83.16  68.25 

Boiler  leakage,  pounds   1,927  1,927 

Moisture  in  steam  by  calorimeter,   per  cent....          4.48  5.12 
Actual   weight  of  water  chargeable   to  turbine, 

pounds     30,612.01  43,878.23 

Actual  consumption  dry  steam  per  kilowatt  per 

hour,    pounds    19.83  19.21 


At  the  annual  meeting  of  the  National  Association  of  Cot- 
ton Manufacturers,  held  on  April  24  at  the  Massachusetts 
Institute  of  Technology,  the  association  medal  was  presented 
to  Mr.  Charles  B.  Burleigh  in  acknowledgement  of  the  merits 
of  a  paper  read  before  the  association  at  its  fall  meeting  on 
September  13,  1906,  entitled  "The  Curtis  Vertical  Steam 
Turbine." 


624 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  Xo.  19. 


RECOMMENDATIONS     OF     WISCONSIN     RAILROAD     COM- 
MISSION. 


The  first  biennial  report  of  the  railroad  commission  of 
Wisconsin,  reviewing  its  operations  from  the  organization  of 
the  commission  to  June  30,  1906,  and  opinions  to  December  1, 
1906,  has  been  issued.  The  commission  recommends  a  num- 
ber of  changes  in  the  laws.  In  the  list  of  recommendations 
is  the  following: 

The  jurisdiction  of  the  commission  over  street  railways 
should  be  either  increased  or  diminished.  Under  the  con- 
struction placed  upon  the  law  by  the  attorney-general  and 
by  the  commission,  it  confers  jurisdiction  upon  the  commis- 
sion to  regulate  any  street  railway  company  whose  lines  pass 
beyond  the  limits  of  the  city  in  which  it  is  operating.  This 
right  of  regulation  extends  to  the  urban  business  of  the 
company  as  well  as  to  the  business  of  the  company  outside 
of  the  limits  of  the  city.  As  a  result  the  commission  appears 
to  have  a  right  to  regulate  the  entire  business  of  a  street 
railway  company  where  any  of  its  lines  extend  beyond  the 
city  limits,  but  it  has  no  right  to  regulate  the  business  of  a 
street  railway  company  whose  lines  are  entirely  within  the 
limits  of  the  city  in  which  it  is  operating.  It  would  appear 
to  the  commission  that  it  should  either  have  power  to  regu- 
late the  urban  business  of  all  street  railway  companies  operat- 
ing in  the  state  or  that  such  power  should  not  extend  to  any 
of  them. 

The  commission  also  recommends  that  every  corporation 
doing  business  in  the  state  should  be  required  to  furnish  a 
verified  list  of  its  stockholders -upon  demand  from  the  com- 
mission. 

The  report  gives  figures  of  operations  of  the  street  and 
interurban  railways  in  Wisconsin  for  the  calendar  years  1904 
and  1905.  In  the  year  1905  the  total  gross  receipts  from  the 
railway  business  of  20  companies  reporting  were  $4,321,876, 
as  compared  with  $4,144,267  in  the  previous  year.  The  total 
amount  applied  for  "depreciation  or  reserve"  was  $409,133  in 
1905  and  $373,932  in  1904.  Other  items  of  expense  in  the 
two  years  were  as  follows: 

1905.  1904. 

Conducting   transportation    $1,272,132         $1,273,783 

Maintenance  of  way  and   structures 172,054  1.92,073 

Maintenance    of   rolling    stock 207.8S9  206.989 


THE  CLEVELAND  SITUATION. 


Both  the  Cleveland  Electric  Railway  and  the  low-fare 
interests  are  making  preparations  for  extensive  publicity 
campaigns  to  secure  the  favor  of  the  citizens  for  their  re- 
spective sides  of  the  controversy.  In  the  meantime  the 
Cleveland  Electric  Railway  has  nearly  completed  the  work 
of  removing  its  property  on  the  Central-Quincy  lines  and  has 
so  far  been  successful  in  preventing  operation  over  those 
lines  by  its  rivals. 

Judge  Chapman  of  the  common  pleas  court  on  May  4 
granted  two  temporary  injunctions  applied  for  by  the  Cleve- 
land Electric  Railway,  one  restraining  the  Forest  City  Rail- 
way and  the  Municipal  Traction  Company  from  interfering 
with  the  property  of  the  Cleveland  Electric  in  Central  avenue 
and  Quincy  street,  and  the  other  enjoining  further  progress 
in  those  streets  under  the  grant  of  the  Forest  City  Railway, 
on  the  ground  that  the  mayor's  alleged  financial  interest  in 
the  company  has  invalidated  the  franchise. 

At  the  council  meeting  on  Monday  night  Councilman 
Felton  attempted  to  have  some  action  taken  on  his  ordinance 
granting  to  the  Cleveland  Electric  Railway  a  6-year  fran- 
chise on  Central  avenue  and  Quincy  street  on  the  basis  of 
seven  tickets  for  a  quarter,  but  the  ordinance  was  tabled. 
The  Cleveland  Electric  filed  with  the  city  clerk  several  hun- 
dred revocations  of  consents  to  the  Forest  City  Railway  for 
the  Central-Quincy  lines,  which  are  intended  to  operate 
against  the  pending  ordinances  to  the  Low  Fare  Railway. 
Three  ordinances  were  passed  giving  the  Low  Fare  Railway 
franchises  on  all  of  the  lines  now  occupied  by  the  Cleveland 
Electric  Railway,  whose  franchises  expire  in  February  next, 
according  to  the  city's  claim.  Fifteen  ordinances  were  also 
introduced  giving  the  Low  Fare  company  franchise  extension 


rights  over  15  cross  strei is  between  Central  avenue  and 
Quincy  street.  The  manifest  object  is  to  keep  the  Cleveland 
Electric  guessing  as  to  which  street  the  company  intends  to 
use  so  that  it  cannot  block  the  work  by  preventing  the  secur- 
ing of  consents.  A  resolution  was  also  passed  directing  the 
Cleveland  Electric  to  repair  its  St.  Clair  avenue  tracks  by- 
June  15  under  penalty  of  forfeiture  of  its  franchise.  The 
company  has  refused  to  lay  new  groove  rails  and  to  pave 
between  the  tracks  on  its  Detroit  avenue  line,  where  the  city- 
is  repaying  the  street,  because  of  the  city's  claim  that  the 
franchise  on  that  street  expires  next  February.  A  resolution 
was  introduced  requiring  the  company  to  proceed  with  the 
work  at  once,  under  the  same  penalty  as  provided  in  the 
previous  resolution.  It  was  referred  to  the  committee  on 
street  railways. 

The  suit  of  the  Cleveland  Electric  Railway  to  enjoin 
the  Low  Fare  company  from  laying  track  or  -operating  on 
the  Central-Quincy  lines,  on  account  of  the  lack  of  a  sufficient 
number  of  consents,  has  been  given  several  hearings  before 
Judge  Phillips  and  is  expected  to  be  decided  the  latter  part 
of  this  week.  In  the  meantime  the  Low  Fare  company  is 
temporarily  restrained  from  doing  any  work  under  its  permit 
from  the  board  of  public  service. 


Municipal    Ownership   Commission    Preparing    Report. 


At  a  meeting  of  the  Municipal  Ownership  Commission  of 
the  Xational  Civic  Federation,  held  in  New  York  City  on  May 
6,  a  number  of  subcommittee  reports  were  received  and  a 
special  committee  consisting  of  Walton  Clark,  Edward  E. 
Bemis.  Milo  R.  Maltbie  and  J.  W.  Sullivan,  was  appointed  to 
undertake  the  work  of  assembling  and  compiling  the  mass 
of  material  and  of  incorporating  therewith  the  special  contri- 
butions of  an  economic  character  made  by  recognized  authori- 
ties. This  committee  will  prepare  two  reports  for  publica- 
tion, one  being  a  synopsis  of  the  more  important  matter  for 
use  by  the  press  and  the  other  a  pretentious  volume  contain- 
ing all  of  the  statistics,  records  and  contributions  which  have 
resulted  from  the  committee's  extensive  investigation  of  mu- 
nicipal ownership  at  home  and  abroad.  It  is  expected  that 
the  former  report  will  be  ready  for  distribution  about  June  10. 


Rules    and    Regulations   of   the    Operating    Department    of   the 
Denver  City  Tramway  Company. 


The  1907  edition  of  the  rules  of  the  Denver  City  Tramway 
Company,  revised  to  March  15,  1907,  has  just  been  received. 
The  rules  are  remarkably  complete  and  show  the  attitude 
of  the  company,  not  only  to  its  employes  but  to  its  patrons 
as  well,  to  be  that  of  co-operation  and  a  desire  to  do  all  within 
its  power  to  give  its  passengers  the  best  service  possible  and 
a  foresight  for  the  welfare  of  its  employes.  Throughout  the 
little  book  useful  hints  are  given  to  the  motorman  and  con- 
ductor, and  city  ordinances,  relating  to  the  operation  of  electric 
cars  and  conduct  of  employes  of  electric  railway  companies, 
are  inserted  to  aid  the  conductors  and  motormen  to  under- 
stand the  rules  and  to  improve  the  service. 


London    Underground    Railways. 


It  is  stated  on  good  authority  that  the  greater  part  of  the 
tube  railways,  the  construction  of  which  has  been  undertaken 
by  the  Underground  Electric  Railways  Company  of  London— 
about  22  miles  in  all — will  be  open  for  operation  before  July 
1,  1907.  The  construction  of  these  lines  has  been  delayed 
much  beyond  the  expectation  of  the  promoters,  so  that  at  the 
present  time  there  are  only  about  12  miles  open  for  traffic, 
namely,  about  3%  miles  of  the  Baker  Street  &  Waterloo 
Railway,  opened  in  March,  1906,  and  about  8  miles  of  the 
Great  Xorthern  Piccadilly  &  Brompton  Railway,  opened  in 
December,  1906.  The  earnings  of  the  uncompleted  system 
scarcely  enable  the  formation  of  a  final  opinion  as  to  the 
possibilities,  but  the  Wall  Street  Journal  is  informed  that 
the  portions  which  have  been  opened  are  showing  weekly  in- 
creases at  the  present  time.  The  American  expert  and  prac- 
tical street  railway  man,  who  recently  visited  the  city  to  look 
over  the  whole  London  situation  and  the  properties  of  the 
Underground  Electric  Railways,  is  stated  to  have  expressed 
the  belief  that  the  enterprise  will  in  due  time  work  out  with 
good  results. — Wall  Street  Journal. 


May  11.  1907 


ELECTRIC    RAILWAY    REVIEW 


625 


PIPING    AND    POWER    STATION    SYSTEMS— XXXIX. 


UV    W.    I..    MORRIS,    M.    E. 


Condensation   Main  and  Branches — Class  (J6-7-8  and  9). 

This  class  of  service  pertains  to  surface  condensers  only. 
The  condensation  alone  or  with  the  air  contained  in  it  may 
be  delivered  to  an  open  heater  by  the  pump  running  con- 
tinously  at  a  fixed  speed,  or  the  pump  may  be  regulated  by  a 
float  if  the  pump  handles  the  condensation  only.  If  the  con- 
densation pump  is  governed  by  a  float  it  cannot  handle  air 
mixed  with  condensation.  In  this  case  the  water  of  condensa- 
tion may  be  delivered  directly  to  the  boilers,  as  shown  in 
Figure  (Gl-2),  through  a  closed  heater,  the  condensation 
pump  in  this  case  being  that  employed  for  feeding  the 
boiler.  With  this  arrangement,  though  extremely  simple,  it 
is  necessary  that  the  pump  be  located  at  a  sufficient  distance 
below  the  condenser  discharge,  so  that  the  weight  of  the 
column  of  water  in  the  pump  suction  pipe  will  be  sufficient 
to  raise  the  valves  of  the  pump  and  completely  fill  the  pump 
cylinder  without  the  necessity  of  maintaining  a  greater 
vacuum  in  the  pump  cylinder  than  in  the  condenser. 

The  details  shown  in  Figure  276  would  not  be  suitable 
tor  high  pressure  such  as  would  be  required  in  boiler  feed- 
ing, though  as  a  matter  of  fact  this  detail  could  not  be  em- 
ployed, as  the  diameter  of  the  pump  necessary  for  boiler 
feeding  would  be  far  less  than  is  necessary  for  the  type  of 
valve  construction  there  shown.  For  high  pressures  the  out- 
side packed  plunger  pump  is  better  suited,  as  it  is  at  all  times 
possible  to  ascertain  exactly  what  the  leakage  is  and  the 
condition   of  the  packing.     In  Figure  277    (J2-7)    is  shown  an 


Figure   277— (J2-7). 

outside  packed  plunger  pump,  which  is  packed  by  removing 
the  cover  plate  over  the  suction  chamber,  a.  The  suction 
valves  in  this  pump,  as  will  be  seen  from  an  examination  of 
the  drawing,  are  mechanically  operated  by  the  movement  of 

plunger  rod,  upon  which  the  valves  are  mounted.  The 
discharge  valves  are  of  the  usual  heavy  type  employed  for 
boiler  feed  pumps.  The  two  brass  plungers,  which  are  free 
to  slip  on  the  rod  within  the  limit  set  by  the  collars,  bb,  have 
valve  seats  turned  on  them  at  their  outside  ends.  In  opera- 
tion the  motion  of  the  pump  rod  is  transmitted  to  the  plunger 
through  the  suction  valve,  which  causes  the  valve  to  be  firmly 
seated  and  kept  tiglii  by  the  pressure  against  the  end  of  the 
hollow  rams,  and  being  mechanically  opened,  give  free  access 
for  the  water  through  Hie  suction  end.  A  feature  which  will 
idint   from  an  examination  of  the  drawing  is  the  large 

■  in  valve  area  presented  by  this  type  of  construction. 
This  type  of  pump  is  especially  suited  for  direct  steam  drive 
with  the  steam  cylinder  at  the  other  end  of  the  piston  rod. 
Prom  its  construction  it  will  be  easily  seen  that  this  pump 
is   well   adapted    to   handle   air  and    water,  together,    but    is   not 

tor  use  as  a  dry  vacuum   pump  on   account   of  the 

To  insure  a  high  efficiency  the  design  of  a  dry  vacuum 
pump  should  be  of  the  crank  and  flywheel  type,  so  that  the 
clearances  may  be  reduced  to  the  least   possible  amount,  as 

shown  in  Figures  (.12-5  anil  6).  This  type  of  pump  shown 
In   Figure   (J2-7)    would   be  more  efficient    for  handling  air  and 

combined  if  the  valves  on  the  piston  rod  closed  against 
the  other  end  of  the  ram    closing  against  the  ram  from  the 


same  side  as  shown,  the  valves  being  located  inside  of  the 
ram.  The  air  pump  shown  in  Figure  (J2-5-6  or  7)  cannot  be 
used  if  located  a  considerable  distance  below  the  condenser, 
as  shown  in  Figure  (Gl-2).  For  these  types  of  pump  the 
suction  lines  should  be  carried  from  the  bottom  of  the  con- 
denser to  the  suction  chamber  of  the  pump  along  practically 
a  level  line,  giving  the  air  a  free  path  to  the  air  pump  over 
the  surface  of  the  water  in  the  suction  line.  If  it  is  neces- 
sary to  place  a  wet  vacuum  pump  a  considerable  distance 
below  the  condenser,  owing  to  the  use  of  spring  loaded  suc- 
tion valves,  it  is  then  necessary  to  keep  all  the  water  pumped 
out  of  the  suction  pipe  in  order  to  permit  the  air  to  flow 
freely  to  the  pump  cylinder.  This  necessitates  the  pump 
being  run  at  a  higher  speed,  and  by  keeping  the  water  out 
of -the  pump  its  capacity  for  handling  air  is  decreased  as  the 
water  is  not  present  to  fill  the  celarance  spaces.  The  greatest 
capacity  for  handling  air  is  obtained  when  the  water  taken 
at  each  stroke  is  just  sufficient  to  fill  the  clearance  spaces. 

The  condensation  pump  is  oftentimes  located  in  an  out 
of  the  way  place  owing  to  the  position  of  the  condenser, 
and,  in .  fact,  it  is  sometimes  necessary  to  set  other  pumps 
in  positions  where  it  is  impossible  to  provide  ready  means 
for  observing  their  operation.  The  most  necessary  operating 
condition  to  be  observed  is  the  speed  at  which  the  pump  is 
running.  This  can  be  easily  ascertained  by  arranging  an 
indicator  at  a  point  readily 
observed  by  the  operator. 
A  simple  detail  for  such  an 
indicator  and  one  which 
permits  the  indicator  to  be 
placed  in  almost  any  loca- 
tion is  shown  in  Figure  278 
(J2-8).  The  indicator  pip- 
ping is  attached  to  one  end 
of  the  steam  cylinder  or 
water  cylinder  and  the 
change  of  pressure  is  noted 
by  the  rise  and  fall  of 
the     water     in     the     gauge 

glass,  there  being  one  movement  for  each  stroke.  The 
upper  valve,  a,  is  kept  closed  while  in  operation,  the  lower 
one  being  open.  The  quantity  of  air  in  the  glass  can  be 
increased  by  manipulating  the  different  valves,  closing  c, 
opening  b,  closing  b,  opening  a,  and  drawing  of  the  water 
through  e.  To  raise  the  water  line  have  c  open,  draw  air  at 
d  and  close  b,  open  a  and  discharge  contents  of  glass  as 
much  as  required  through  e.  The  operation  of  this  device  is 
due  to  the  air  confined  in  the  upper  part  of  the  gauge  glass, 
the  volume  changing  as  the  pressure  on  it  changes.  Not 
only  can  the  speed  be  observed  with  this  gauge,  but  also  the 
regularity  of  motion.  The  liquid  in  the  glass  may  be  colored, 
but  for  continuous  service  it  is  better  to  use  clear  water, 
as  nearly  all  colored  liquids  mark  the  glass  where  the  liquid 
and  air  come  in  contact.  It  will  be  better  to  use  galvanized 
iron  or  brass  pipe  and  fittings,  as  they  would  reduce  the 
danger  of  the  glass  becoming  soiled  and  therefore  make  it 
possible  to  observe  the  motion  of  the  water  more  easily. 

City    Water    Main— Class    K  1. 

Plants  that  are  provided  with  their  own  water  supply 
soon  become  very  careful  in  the  distribution  and  use  of  city 
water.  It  is  only  a  plant  in  which  no  other  than  city  water 
is  obtainable  in  which  the  employes  of  the  plant  become 
wasteful  in  its  use.  The  operator  becomes  so  accustomed 
to  seeing  large  quantities  of  water  used  in  regular  work  thai 
what  he  wastes  appears  quite  immeasurable. 

In  laying  out  the  piping  system  of  the  plant  which  is 
io  be  operated  entirely  with  city  water  main  different  meth- 
ods can  be  introduced  which  will  reduce  or  avoid  the  use  of 
water.  For  example,  instead  of  using  hydraulic  turbine  tube 
cli  am  re,  power  cleaners  should  be  employed,  as  they  are  suc- 
cessful in  any  plain  and  especially  so  in  plants  which  use 
only     Clt>     water.      Instead     of    using    furnaces    having    water 


7777777777777777777777/7777/ 
Figure  278— (J2-8). 


626 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  19. 


cooled  parts  some  other  type  should  be  used  to  save  the 
continuous  loss  of  water.  Instead  of  the  bearings  being  water 
cooled  they  should  be  made  sufficiently  large  to  run  cool  with- 
out water.  Instead  of  ashes  being  dropped  into  metal  hoppers 
or  other  receptacles  which  necessitates  their  being  wetted 
they  should  discharge  into  a  masonry  hopper,  allowing  air  to 
the  grate  to  carry  off  the  heat. 

If  the  water  contains  a  considerable  quantity  of  scale- 
forming  salts  it  should  be  treated  chemically  in  a  purifier  in 
order  to  reduce  to  a  minimum  the  quantity  of  water  wasted  in 
blowing  off.  Little  has  been  accomplished  in  the  design  of 
an  exhaust  condenser,  a  device  which  would  save  practically 
all  the  water  fed  to  the  boilers  by  condensing.  Such  a  con- 
denser would  in  all  probability  be  constructed  on  the  same 
general  principles  as  an  ejector,  the  ejector,  however,  having 
the  greatest  amount  of  work  to  perform,  as  it  takes  water 
from  a  state  of  rest  and  at  a  lower  pressure. 

An  exhaust  ejector  would  take  air  at  practically  the  same 
pressure  as  the  air  it  would  discharge  against.  One  cubic 
foot  of  air  requires  0.0686  heat  units  to  increase  its  tempera- 
ture 1  degree  F.,  or,  if  air  is  taken  at  65  degrees  and  delivered 
at  205  degrees,  the  increase  in  temperature  would  be  140  de- 
grees, which  would  require  9.6  heat  units  per  cubic  foot. 
Exhaust  steam  would  have  965.7  latent  heat  units  per  pound, 
and  as  the  volume  at  atmospheric  pressure  is  26.36  cubic  feet 
per  pound  the  exhaust  steam  would  contain  36.6  latent  heat 
units  per  cubic  foot.  To  condense  1  cubic  foot  of  steam 
therefore  would  require  3.8  cubic  feet  of  air. 
(To  Be  Continued.) 


RECENT    ELECTRIC    RAILWAY    LEGAL    DECISIONS. 


BRIDGE-DECKING     RECORD     USED    ON     WINONA     INTER- 
URBAN    RAILWAY. 


In  the  Electric  Railway  Review  for  March  30,  1907,  page 
434,   there  was   reproduced   a   record   blank   which   was   used 


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Bridge    Decking     Record,    Winona     Interurban     Railway. 

by  the  Winona  Interurban  Railway,  Winona  Lake,  Ind.,  in 
recording  the  progress  of  pile  driving  on  the  Peru  division. 
Accompanying  this  record  is  a  bridge-decking  record  blank 
which  has  been  compiled  by  R.  M.  Murray,  chief  engineer. 
It  is  shown  herewith.  This  blank  is  intended  to  serve  as  a 
permanent  record  of  the  material  used  in  the  construction 
of  the  deck  of  the  bridge. 


BY  J.  L.  ROSENBKRGER,  I.L.B.,  OF  THE  CHICAGO  BAR. 

May  Require  Taking  Out  Permit  to  Do  Work. 
An  ordinance  of  a  city  which  requires  street  railway 
companies  and  other  corporations  holding  franchises  to  use 
the  streets  of  the  city  to  file  an  application  for  a  permit  before 
entering  upon  and  obstructing  the  streets,  and  which  requires 
the  applicant  to  file  specifications  of  the  manner  in  which  the 
work  is  to  be  constructed  and  to  fix  the  location  thereof,  and 
requires  it  to  give  bond  to  hold  the  city  harmless  for  damages 
caused  by  the  proposed  work,  and  which  gives  the  city  council 
power  to  grant  or  refuse  such  permit,  the  supreme  court  of 
Nebraska  holds,  State,  on  the  relation  of  the  Lincoln  Traction 
Company,  v.  Frost,  110  Northwestern  Reporter,  986,  is  not 
invalid,  as  interfering  with  or  violating  the  franchise  rights  of 
the  company  in  the  streets.  The  court  will  not  presume  that 
under  such  an  ordinance  the  city  authorities  will  act  arbi- 
trarily or  abuse  their  discretion,  but  will  presume  that  the 
ordinance  will  be  construed  according  to  its  legal  effect,  and 
that  if  the  proper  conditions  are  met  the  permit  will  not  be 
refused. 


Duty  Created  by  "Run  Slow"  Sign. 
In  an  action  against  a  street  railway  company  for  injuries 
received  by  a  foot  passenger  struck  by  a  car  of  the  defendant 
while  crossing  a  public  street,  it  was  established  that  when 
and  where  the  accident  occurred  there  was  a  sign,  placed  over 
the  tracks  by  the  defendant  corporation,  requiring  cars  to 
"run  slow."  The  court  of  errors  and  appeals  of  New  Jersey 
holds,  Hayward  v.  North  Jersey  Street  Railway  Company,  65 
Atlantic  Reporter,  737,  that  this  requirement,  adopted  by  the 
defendant  corporation  previous  to  the  accident,  for  the  guid- 
ance of  its  servants  in  matters  relating  to  the  safety  of  the 
public,  and  made  public,  created  a  duty  as  to  such  persons  as 
would  be  likely  to  be  injured  by  a  failure  to  observe  the 
precautions  prescribed.  Proof  of  a  violation  of  such  require- 
ment by  the  motorman,  directly  resulting  in  injury  to  the 
plaintiff,  is  evidence,  although  not  conclusive,  from  which  the 
jury  would  be  warranted  in  finding  the  motorman  negligent 
and  the  defendant  therefore  liable. 


Company  Entitled  to  Have  Bill  of  Particulars. 

In  the  case  of  Ferris  v.  Brooklyn  Heights  Railroad  Com- 
pany, 102  New  York  Supplement,  463,  an  action  for  an  alleged 
assault  by  the  defendant's  servants  upon  the  plaintiff  when  a 
passenger  on  one  of  its  cars,  the  second  appellate  division  of 
the  supreme  court  of  New  York  approves  of  an  order  for 
a  bill  of  particulars.  It  says  that  it  thinks  a  bill  of  par- 
ticulars proper  in  this  case  to  reach  justice  and  to  afford  the 
defendant  fair  opportunity  for  preparation  to  meet  the  issue. 
The  defendant  is  a  corporation  which  works  many  cars  and 
employs  a  large  number  of  men.  An  allegation  that  on  or 
about  a  certain  day.  when  the  plaintiff  was  a  passenger  on  a 
car  on  a  specified  line  on  a  specified  street,  he  was  assaulted 
by  the  defendant,  its  conductor,  agents,  servants  and  employes 
in  charge  of  said  car,  is  indefinite  to  the  extent  that  it  leaves 
the  defendant  in  the  dark  as  to  the  day,  the  time  of  day,  the 
car,  or  the  servants,  and  requires  a  minute,  searching  and 
laborious  investigation  by  the  defendant  before  it  can  throw 
any  light  upon  the  alleged  occurrence. 

There  is  nothing  unreasonable,  the  court  says,  in  re- 
quiring the  plaintiff  to  name  "the  place  and  exact  time  of  day 
that  the  accident  (sic)  happened,  and  also  the  direction  the 
car  was  going."  The  information  not  only  serves  to  locate 
and  specify  the  occurrence,  but  also  the  car,  and  consequently 
those  in  charge  of  it,  as  it  is  common  knowledge  that  the  de- 
fendant keeps  a  record  of  its  cars,  their  trips,  and  the  particu- 
lar servants  in  charge  of  each  of  them. 

With  regard  to  the  bill  requiring  the  number  of  the  car, 
line  and  badge  number  of  the  motorman  and  conductor,  the 


May  11,  1907 


ELECTRIC    RAILWAY    REVIEW 


627 


court  says  that  this  was  but  to  specify  the  car  among  the 
many  worked  by  the  defendant,  and  to  identify  the  servants 
out  of  the  many  employed  by  it.  If  the  plaintiff  knew  the 
names  of  the  servants  he  could  be  required  to  give  them.  Of 
course,  it  was  not  essential  to  complaint  or  recovery  that  the 
plaintiff  should  give  the  numbers  of  the  servants,  or  their 
names;  but  that  was  not  the  question.  If  he  knew  the  num- 
bers there  was  no  good  reason  why  he  should  not  furnish  the 
information. 

The  requirements  of  a  setting  forth  of  the  length  of  time 
the  plaintiff  was  confined  to  bed  and  house,  the  amounts  paid 
for  doctor's  bills  and  medicines,  the  nature  of  his  business, 
average  earnings,  and  the  time  of  his  detention  from  work, 
were  proper.  But  the  court  thinks  that  the  plaintiff  should 
not  be  required  to  give  the  "exact  statement  of  injuries 
claimed  to  have  been  sustained"  by  him,  or  "the  nature,  ex- 
tent and  effects  of  same";  there  being  no  allegation  of  per- 
manent injuries. 


Valid  Ordinance  as  to  Railroad  Crossing  by  Cars. 
A  city  ordinance  intended  to  regulate  the  manner  of  cross- 
ing steam  railroads  by  street  cars  in  the  city,  provided  that 
it  should  be  unlawful  for  any  conductor,  in  charge  of  any 
street  car  using  the  streets  of  said  city  for  the  purpose  of 
carrying  passengers  or  freight,  to  permit  such  cars  to  cross 
or  enter  upon  the  track  or  tracks  of  any  steam  railroad  in 
said  city  until  such  conductor  should  have  first  fully  crossed 
on  foot  to  the  opposite  side  of  the  farthest  track  of  said 
steam  railroad  from  his  car,  and  it  should  be  unlawful  for 
any  motorman.  gripman  or  engineer,  in  charge  of  such  car, 
to  run  into  or  upon  the  track  or  tracks  of  any  such  steam 
railroad  until  the  conductor  in  charge  of  such  car  had  first 
crossed  on  foot  to  the  opposite  side  of  the  farthest  track  of 
said  steam  railroad  from  said  car,  and  from  said  point  had 
signaled  such  motorman,  gripman  or  engineer  to  proceed  with 
his  car.  The  appellate  court  of  Indiana,  division  No.  2,  while 
not  basing  its  decision  upon  the  validity  of  the  ordinance, 
states,  Indianapolis  Traction  &  Terminal  Company  v.  Romans, 
79  Northeastern  Reporter,  106S,  that  it  deems  the  ordinance 
valid.  The  court  says  that  it  was  not  necessary  to  pass  upon 
the  question  of  the  validity  of  the  ordinance,  because  the 
uncontradicted  evidence,  without  reference  to  the  ordinance, 
showed  the  company's  negligence,  the  evidence  showing  that 
the  car  in  question  was  run  upon  the  track  of  a  steam  rail- 
road, directly  in  front  of  an  approaching  train,  without  any 
effort  to  stop  the  car.  and  without  any  attempt  by  the  con- 
ductor to  ascertain  whether  the  way  was  clear. 


Right  to  Transfer  from  Short  to   Long  Service  Car. 

A  passenger  on  a  car  bearing  in  a  conspicuous  place  the 
sign,  "Fourth  street  only,"  was  ordered  off  when  the  car 
'  reached  that  street,  the  conductor  stating  that  the  car  did  not 
go  any  farther.  The  passenger  demanded  a  transfer  entitling 
him  to  a  continuation  of  his  trip  to  his  place  of  destination, 
which  was  refused. 

It  appeared  that  the  company,  in  regulating  its  traffic, 
provided,  over  the  route  this  passenger  desired  to  travel,  two 
classes  of  cars  upon  the  same  tracks,  viz.,  long  and  short 
service  cars.  What  he  demanded  was  a  transfer  from  a 
short-service  car  to  a  long-service  car  upon  the  same  line. 

The  appellate  term  of  the  supreme  court  of  New  York 
holds,  Baron  v.  New  York  City  Railway  Company,  102  New 
York  Supplement,  746,  that  the  refusal  of  a  transfer  was  a 
violation  by  the  company  -of  section  104  of  the  New  York 
railroad  law,  which  provides  that  upon  the  refusal  of  a  street 
car  company  to  Issue  a  transfer  to  a  passenger,  entitling  the 
passenger  to  a  continuous  trip  from  the  point  of  embarkation 
to  another  point  on  the  railroad  operated  by  such  company, 
the  company  shall  forfeit  $50  to  the  aggrieved  party. 

The  court  does  not  agree  with  the  contention  that  the 
plaintiff  failed  to  establish  a  cause  of  action  on  the  ground 
that  there  was  no  proof  that  the  transfer  demanded  by  him 
was   to   a   leased   line.    It   says   that   the    legislature   never 


intended  that  the  obligation  imposed  by  said  section  should 
be  limited  to  leased  roads. 

Nor  does  the  court  consider  that  it  was  an  excuse  for  a 
refusal  of  a  transfer  to  the  plaintiff  to  say  that  the  giving 
of  a  transfer  would  confer  upon  him  the  privilege  of  stopping 
over.     This  argument  could  be  urged  against  all  transfers. 

The  court  says  that  it  may  properly  take  notice  of  the 
fact  that  the  region  of  the  city  through  which  the  car  under 
consideration  passed  was  largely  a  congested  business  section, 
where  the  traffic  was  much  heavier  than  in  the  extreme 
northerly  or  southerly  parts  of  the  city.  The  running  of 
short-service  cars  between  the  long-service  cars  through 
crowded  avenues  is  a  reasonable  regulation,  well  within  the 
powers  of  the  company  in  the  management  of  its  railroads, 
when,  as  in  this  case,  reasonable  notice  is  given  of  the  condi- 
tions of  operation.  However,  the  company  cannot  lawfully 
refuse  a  transfer  to  a  passenger  whose  continuous  trip  carries 
him  beyond  the  terminal  point  of,  the  short  line.  The  court 
concedes  to  the  company  the  right  to  establish  lines  of  short- 
service  cars,  but  it  can  find  no  authority  that  permits  the 
company,  no  matter  how  conspicuous  and  complete  the  notice, 
to  arbitrarily  require  passengers  desiring  to  make  a  con- 
tinuous trip  beyond  the  place  of  destination  of  the  short-service 
car  to  board  only  a  long-service  car.  If  the  company  pos- 
sessed such  authority  it  might  avoid  the  giving  of  many  trans- 
fers by  establishing  numerous  short  routes  in  various  parts 
of  the  city  and  by  operating  thereon  mainly  short-service  cars. 


Right  to  Transfers  Not  Limited  to  One  Direction. 

A  passenger  boarded  a  southbound  car,  paid  his  fare,  and 
asked  for  and  received  a  transfer.  He  then  left  the  car  and 
boarded  a  westbound  one  on  an  intersecting  street.  On  a 
car  going  northerly  from  this  latter  street  he  was  refused  a 
transfer,  and  was  obliged  to  pay  another  fare  to  enable  him 
to  reach  his  destination.  The  appellate  term  of  the  supreme 
court  of  New  York  holds,  Kelly  v.  New  York  City  Railway 
Company,  102  New  York  Supplement,  742,  that  he  was  entitled 
to  recover  the  statutory  penalty  for  refusal  of  transfer. 

Section  104  of  the  New  York  railroad  law  provides  that 
"every  such  corporation  entering  into  such  contract,"  refer- 
ring to  one  of  lease,  shall  carry  "between  any  two  points," 
and  "shall  upon  demand,  and  without  extra  charge,  give  to 
each  passenger  paying  one  single  fare  a  transfer  entitling 
such  passenger  to  one  continuous  trip  to  any  point  or  portion 
of  any  railroad  embraced  in  such  contract."  The  court  says 
that  when  the  passenger  pays  for  the  right  to  ride  it  is  upon 
an  agreement  between  the  parties  that  he  shall  have  a 
continuous  ride  for  the  one  fare  to  his  point  of  destination. 
Such  a  ride  under  the  circumstances  disclosed  in  this  case 
was  guaranteed  to  the  plaintiff  by  the  statute. 

The  court  is  unable  to  find  legal  support  for  the  de- 
fendant's claim  that  it  has  the  right  to  impose  a  limitation 
upon  the  giving  of  transfers  by  refusing  them  to  passengers 
desiring  to  continue  their  journey  upon  lines  not  running  in 
the  same  longitudinal  direction.  It  was  the  contention  of 
the  defendant  that  "when  a  trip  becomes  southerly  it  shall 
not  thereafter  become  northerly,  and  vice  versa,  without  the 
payment  of  an  additional  fare." 

The  court  thinks  such  a  rule  is  a  violation  of  the  statute. 
It  is  not  an  excuse  to  show  that  such  a  rule  is  neeessary  to 
prevent  a  fraudulent  use  and  abuse  of  the  defendant's  transfer 
system.  The  question  of  the  reasonableness  of  such  a  rule 
and  its  effect  upon  the  defendant's  earnings  affords  no  support 
for  said  contention.  The  reasonableness  of  the  rule  is  not 
involved  here.  The  statute  gives  to  the  public  specifically 
and  in  unmistakable  language  the  right  to  "one  continuous 
trip  to  any  point  or  portion"  of  the  roads.  The  application 
of  ordinary  intelligence  to  the  consideration  of  this  question 
indicates  at  once  to  an  impartial  mind  an  unobscured  and 
definite  meaning  in  the  words  of  the  statute.  The  court  has 
no  right,  under  the  claim  of  construction,  to  add  to  or  take 
from  that  meaning.  It  can  see  no  relief  for  the  defendant 
except  in  additions  on. 


<;2S 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  19. 


News  of  the  Week 


Legislation    Affecting    Electric    Railways. 

Florida.— The  senate  has  passed  a  bill  requiring;  both  steam 
and  electric  railways  to  provide  separate  accommodations  for  the 
white  and  negro  races. 

Missouri. — The  senate  on  May  3  concurred  in  a  house  amend- 
ment to  Senator  Cooper's  bill  enabling  cities  to  regulate  the 
charges  of  public  utility  companies  by  ordinance,  and  the  bill 
has  gone  to  the  governor,  who  is  expected  to  sign  it  without  delay, 
as  it  is  along  lines  recommended  by  him.  Tin-  bill  contains  a 
court  review  provision  and  cities  are  empowered  to  provide  for  com- 
missions to  ascertain  facts  in  regard  to  public  utilities. 

Pennsylvania.— The  Fahey  bill,  requiring  electric  railway  com- 
panies to  secure  local  franchises  before  applying  for  state  charters, 
was  passed  by  the  house  on  May  1.  by  a  vote  of  129  to  52. — The 
Homsher  eminent  domain  bill  was  reported  favorably  by  the  house 
committee  on  city  passenger  railways  on  May  1. — The  house  has 
defeated  a  bill  permitting  railroads  with  less  than  40  miles  of 
track  to  charge  5  cents  a  mile  passenger  fare. 

New  York. — President  E.  W.  Winters  and  Vice-President  T.  S. 
Williams  of  the  Brooklyn  Rapid  Transit  Company  appeared  before 
the  senate  railroad  committee  on  May  7  and  asked  that  before  the 
committee  acts  upon  the  Wagner  5-cent  fare  bill  a  subcommittee 
be  appointed  to  investigate  the  conditions.  The  bill,  which  was 
recently  passed  by  the  house,  provides  that  no  more  than  5  cents 
shall  be  charged  for  a  continuous  ride  within  the  limits  of  a 
municipality  over  the  lines  operated  or  controlled  by  one  company, 
and  would  compel  the  Brooklyn  Rapid  Transit  Company  to  reduce 
its  fare  to  Coney  Island,  which  is  now  10  cents.  The  officials  de- 
clare that  the  passage  of  the  law  would  work  a  serious  injustice. 

Commission   Report  on  Woodlawn  Wreck. 

The  New  York  state  board  of  railroad  commissioners  on  May 
6  made  public  its  findings  in  regaru  to  the  New  York  Central 
wreck  near  Woodlawn  on  February  16,  in  which  24  persons  were 
killed  and  143  injured.  The  commission  eliminated  from  the  list 
of  probable  causes  obstruction  on  the  track,  broken  parts  of 
equipment  and  defects  inherent  in  the  locomotives,  limiting  the 
probable  causes  to  two — character  of  track  and  high  speed.  The 
commission  finds: 

"That  the  accident  was  caused  by  a  condition  of  weak  track, 
which  was  discovered  and  reported  by  the  engineer  of  train  5, 
which  left  the  Grand  Central  station  on  the  morning  of  February 
16  at  9:03  a.  m.  Also  that  this  bad  spot  became  worse  by  reason 
i if  the  pounding  it  received  from  numerous  passing  engines,  hold- 
ing, however,  until  subjected  to  the  unusual  and  abnormal  pres- 
sure exerted  by  the  impact  of  the  two  powerful  electric  loco- 
motives running  at  a  very  high  rate  of  speed  striking  it  in  quick 
-succession,  shearing  the  spikes  and  causing  the  rail  to  spread. 
The  accident,  therefore,  was  the  result  of  a  track  condition,  plus 
speed,  plus  again  the  neglect  to  locate  and  remedy  conditions 
that  had  been  reported  on  the  morning  of  the  accident. 

"The  board  is  further  of  the  opinion  that  on  the  day  of  the 
ai  i  ident  in  question  no  trains  should  have  been  allowed'  to  run 
over  the  Harlem  division  on  track  3,  even  at  the  schedule  rate, 
until  the  track  supervisor  on  that  division  had  reported  affirma- 
tively to  the  superintendent  or  the  general  manager  even  that  the 
track  in  question  was  right  in  every  respect.  The  testimony 
adduced  by  the  board  fails  to  show  that  any  such  affirmative 
report  was  made,  and  the  officials  of  the  railroad  when  given  an 
opportunity  to  offer  evidence  on  tin's  subject  likewise  failed  to 
produce   any   testimony   to   that   effect." 

Tlie  commission  also  recommends  extra  strong  tie  plates  and 
double-spiking  on  curves,  close  inspection  of  track  and  train 
equipment  and  a  change  in  the  rules  of  the  company  to  enable  a 
more  ready  location  of  responsible y. 

Rapid   Transit   Affairs   in    New   York. 

The  rapid  transit  commission  at  its  meeting  on  May  2.  after  a 
hearing  on  the  application  of  the  Interborough-Metropolitan  Company 
for  permission  to  build  a  third  track  on  the  Second  and  Third 
avenue  elevated  lines  for  express  trains,  adopted  a  resolution  intro- 
duced by  John  H.  Starin  to  the  effect  that  the  board  would  nego- 
tiate with  the  company  for  the  granting  of  a  franchise  for  the 
additional  elevated  trackage,  provided  that  company  will  enter 
into  a  contract  with  the  city  to  construct  and  operate  those  por- 
tions of  the  Seventh  and  Eighth  avenue  and  Lexington  avenue 
roads,  referred  to  in  Mr.  Shonts'  letter  to  the  board  on  April  25, 
using  entirely  its  own  capital  in  construction  and  equipment,  and 
provided,  farther,  that  it  will  also  agree  to  arrange  for  a  system  of 
universal  transfers  between  subways,  elevated  structures  and  sur- 
face lines  on  all  its  lines  in  the  boroughs  of  Manhattan  and  the 
Bronx.  President  Shonts,  after  reading  the  resolution,  stated  that 
it  would  be  impossible  under  present  conditions  for  the  company 
to  construct  the  subways  with  its  own  money,  and  that  it  would 
not     it  present  consider  any  system  of  universal  transfers. 

George  L.  Rives,  counsel  to  the  commission,  submitted  a  report, 
dealing  with  the  objections  made  by  Mr.  Shonts  to  the  form  of  con- 
tract drawn  for  the  new  subways.  The  substance  of  Mr.  Rives' 
report  was  that  the  stipulations  complained  of  by  Mr.  Shonts  were 
not  due  to  any  arbitrary  action  by  the  commission,  but  to  the 
obligations  placed  on  the  commission  by  the  changes  in  the  rapid 
transit  act  in  1905,  and  by  the  Elsberg  bill,  which  was  passed  last 
year. 

The  commission  gave  a  hearing  on  the  application  of  F.  B. 
Behr  for  a  franchise  to  build  a  monorail  line  from  the  foot  of 
Atlantic  avenue  to  Coney  Island.  Mr.  Behr  stated  that  the  plan 
of  construction  contemplates  a  double-track  road  on  elevated  pillars 


16    feet    above    the   street    surface.     The    speel    will   be    SO    miles    an 
hour,  exclusive  of  sto]  s. 

It  is  probable  that  the  commission  will  take  no  further  action 
until  the  fate  of  the  public  utilities  bill  is  decided.  It  has  been 
suggested  that  the  city  might  build  the  subways  in  sections,  as  its 
borrowing  powers  will  not   permit   of  its  building  them  outright. 

American    Railway    Insurance   Company. 

The  inspection  and  survey  bureau  of  the  American  Railway 
Insurance  Company  of  Cleveland,  O..  which  was  organized  on 
January  10  at  Cleveland,  as  noted  in  the  Electric  Railway  Review 
of  January  12,  page  57,  by  27  leading-  traction  and  power  com- 
panies, for  the  purpose  of  carrying  their  own  fire  insurance,  has 
sent  out  a  book  of  55  pages  describing  the  work  the  company- 
proposes  to  do  and  offering  many  helpful  suggestions  for  the  ade- 
quate  protection   of   electric   railway   properties   against   fire. 

The  object  of  the  company,  as  previously  stated  in  the  Review, 
is  to  carry  the  companies'  insurance  at  actual  cost.  The  plan  was 
worked  out  principally  by  Henry  N.  Staats  of  Cleveland,  who  is 
manager  of  the  company,  and  was  outlined  in  the  report  of  the 
"Insurance"  committee  of  the  American  Street  and  Interurban 
Railway  Association  at  Columbus  last  fall.  The  company  is  now 
ready  to  carry  a  part  at  least  of  the  insurance  of  the  companies 
represented,  and  is  the  first  of  a  series  of  companies  to  be  or- 
ganized, including  the  Traction  Mutual  Insurance  Company,  the 
Electric  Railway  Insurance  Company  and  the  Associated  Railways 
Insurance  Company,  which  will  carry  both  sprinkled  and  un- 
sprinkled  risks.  The  idea  of  the  formation  of  the  several  companies 
is  to  scatter  the  risks,  the  aim  being  to  bring  the  various  com- 
panies eventually  to  a  position  where  they  can  carry  all  of  the 
insurance  of  any  electric  railway  company.  Horace  E.  Andrews, 
president  of  tne  Cleveland  Electric  Railway,  who  was  largely  in- 
strumental in  the  formation  of  the  American  Railway  Insurance 
Company,    is    its   president. 

The  book  just  issued,  besides  outlining  the  plan  to  obtain  in- 
surance at  actual  cost,  contains  the  report  of  the  "Insurance"  com- 
mittee, submitted  at  the  Columbus  convention  and  the  discussion 
on  and  approval  of  that  report,  which  were  published  in  the  Daily 
Electric  Railway  Review  of  October  IS,  1906,  and  two  chapters  de- 
voted to  automatic  sprinkling  of  electric  railway  properties.  It  also 
contains  a  large  number  of  halftone  illustrations  of  the  buildings 
of  the  Cleveland  Electric  Railway,  which  are  equipped  with  auto- 
matic   sprinklers,    and    of   several    tests   of  sprinklers. 

Chicago-New    York    Air    Line    Called    to    Account. 

The  Chicago-New  York  Electric  Air  Line  Railroad,  the  much 
advertised  company  which  proposes  to  build  an  electric  railroad 
from  Chicago  to  New  York,  and  promises  to  carry  passengers  over 
its  750-mile  air  line  in  10  hours  for  $10,  will  probably  be  called  into 
court  to  account  for  its  expenditure  of  the  amounts  derived  from 
its  large  sales  of  stock.  Theodore  Nemoyer,  a  former  employe  of 
the  company,  has  filed  a  suit  in  the  circuit  court  of  Cook  county, 
Illinois,  asking  for  an  injunction  restraining  the  company  from 
doing  business  in  Illinois,  for  a  thorough  accounting  and  for  the 
appointment  of  a  receiver  in  case  in  the  progress  of  the  hearing 
it  should  be  demonstrated  that  the  company  can  be  more  econom- 
ically administered   by  officers  of   the   court. 

After  giving  a  history  of  the  development  of  the  concern  and 
the  acts  of  its  officers  the  plaintiff  asks  the  court  to  enter  an  order 
nullifying  a  number  of  contracts.  President  Alexander  C.  Miller 
and  other  officers  of  the  company  are  charged  with  mismanage- 
ment and  with  wasting  securities  of  the  company,  with  misrepre- 
senting facts  concerning  the  company's  assets  and  hazarding  its 
treasury  through  depositing  funds  in  weak  depositories.  The  peti- 
tioner further  avers  that  the  charter  is  liable  to  forfeiture  because 
the  capital  stock  of  the  Air  Line  was  increased  without  authority 
of  the  stockholders  and  that  the  officials  are  giving  away  two 
shares  of  stock  to  every  one  they  sell.  He  charges  the  ofhvials, 
headed  by  the  president,  with  voting  themselves  excessive  salaries. 
He  states  that  the  entire  proceeds  from  the  sale  of  the  capital 
stock  is  turned  over  to  the  Co-operative  Construction  Company  of 
Chicago,  of  which  Jonathan  D.  Price  is  president,  and  that  both 
Miller  and  Price  receive  $25,000  a  year  salary  in  addition  to  large 
blocks  of  stock.  He  also  states  that  the  officers  have  no  knowledge 
of  the  cost  of  constructing  the  line,  as  no  surveys  have  been  made 
east  of  the  eastern  part  of  Ohio  and  no  profiles  have  been  made 
between  there  and  Tolleston,  Ind. 

President  Miller  has  issued  a  statement  denying  the  claims  of 
Nemoyer,  who,  he  says,  is  a  disgruntled  employe,  and  stating  that 
contracts  have  been  let  and  deliveries  of  materials  partly  made  for 
the  first  20  miles  of  the  line  from  Laporte,  Ind.,  toward  Chicago. 
Work  is  now  in  progress  at  Laporte  and  a  3-mile  spur  track  has 
been  built  from  Laporte  to  the  construction  camp. 

Wage   Increases. 

The  Twin  City  Rapid  Transit  Company  of  Minneapolis,  Minn., 
operating  in  Minneapolis,  St.  Paul,  Stillwater  and  vicinity,  has  an- 
nounced that  the  wages  of  all  its  trainmen  will  be  increased  on  June  1. 
Tliis  is  a  voluntary  action  on  the  part  of  the  company  and  comes  as 
a  complete  surprise  to  the  men.  At  present  the  men  receive  22  cents 
an  hour  after  the  first  six  months  of  service;  under  the  new  scale 
they  will  receive  21,  22  and  23  cents  an  hour  for  the  first,  second 
and  third  years,  respectively,  24  cents  for  the  fourth  and  fifth  years, 
and  25  cents  thereafter.  All  trainmen  appointed  during  the  past 
year  will  receive  the  ^.2-cent  rate  during  the  second  six  months  of 
service.  This  means  that  a  large  percentage  of  the  company's  em- 
ployes will  immediately  receive  the  maximum  rate  of  25  cents  an 
hour. 

The  Omaha  &  Council  Bluffs  Street  Railway  of  Omaha,  Neb., 
on  May  1  put  into  effect  a  new  scale  of  wages,  as  follows;  For 
the  first  year  of  service,  21  cents  an  hour;  for  each  succeeding  year, 
including  the   fifth,   an   increase   of   1   cent  an  hour;   fifth  to   ninth 


May  11,  1907. 


ELECTRIC    RAILWAY    REVIEW 


629 


years.  25  cents  an  hour,  and  after  the  ninth  year,  26  cents.  This 
is  an  increase  of  1  and  2  cents  for  the  S00  employes  affected. 

The  Tacoma  Railway  &  Power  Company,  Tacoma,  Wash.,  has 
announced  a  new  scale,  effective  at  once,  which  amounts  to  an 
increase  of  2  and  3  cents  an  hour.  The  new  rates  for  conductors 
and  motormen  are:  First  six  months,  23  cents:  second  six  months, 
24  cents;  second,  third  and  fourth  years,  23  cents;  fifth,  sixth  and 
seventh  years.  26  cents;  eighth,  ninth  and  tenth  years,  27  cents: 
nth  and  twelfth  years.  i'S  cents;  thirteenth,  fourteenth  and 
fifteenth  years,  29  cents,  and  after  fifteenth  year.  30  cents.  Grip- 
men  will  receive  1  cent  an  hour  above  this  scale. 

The  Duluth  Street  Railway,  Duluth,  Minn.,  has  announced  a 
new  scale,  effective  on  June  1,  of  21  cents  an  hour  for  the  first 
vear,  with  an  increase  of  1  cent  an  hour  for  each  year,  including 
the  fifth. 

The  St.  Thomas  (Ont.)  Street  Railway,  owned  and  operated  by 
the  city,  has  announced  a  new  schedule  of  wages  for  its  trainmen 
as  follows:  For  the  first  six  .months.  15  cents  an  hour,  for  the  next 
2':   years.   IT  cents  an  hour,  and  thereafter  18  cents  an  hour. 


Construction  News 


FRANCHISES. 


Congress  of  Manufacturers. — The  twelfth  annual  congress  of  the 
National  Association  of  Manufacturers  of  the  United  States  will 
be  held  at  the  Waldorf-Astoria,   New  York,   on  May  20,   21  and  22. 

Extension  of  Time  in  Which  to  Comply  with  Safety  Appliance 
Law. — The  Indiana  railroad  commission  has  granted  the  Angola 
Railway  &  Power  Company,  Angola,  Bid.,  which  operates  a  three- 
mile  electric  line  from  Angola  to  Angola  lake,  an  extension  of 
time  until  May  1.  190S.  to  equip  its  line  according  to  the  provisions 
of  the  safety  appliance  law. 

Express  Deal  Completed. — It  is  reported  that  the  deal  has 
finally  been  completed  whereby  the  Pacific  Express  Company  has 
arranged  to  take  over  the  express  business  between  Toledo  and 
Dayton,  ee.  now  handled  by  the  Toledo  Urban  &  Interurban  Rail- 
way, the  Western  Ohio  Railway  and  the  Dayton  &  Troy  Electric 
Railway.  It  is  expected  that  the  new  service  will  go  into  effect 
about  June  1. 

Hospital  Annex  for  Railway  Employes. — The  Georgia  Railway 
&  Electric  Company  of  Atlanta,  Ga.,  and  the  Southern  Railway 
bave  proposed  to  build  and  equip  an  annex  to  the  Grady  Hospital 
in  Atlanta  for  the  accommodation  of  employes  of  the  company. 
The  facilities  of  the  hospital  are  often  overtaxed  and  the  companies 
desire  a  separate  ward  for  their  patients,  where  they  may  receive 
immediate  attention,  under  the  control  of  the  companies'  physicians. 

Ft.  Wayne  &  Wabash  Valley  Adopts  Merit  System. — The  Ft. 
Wayne  &  Wabash  Valley  Traction  Company,  Ft.  Wayne,  Ind.,  has 
announced  that  it  has  adopted  the  merit  system  of  disciplining 
employes,  beginning  on  May  1.  Under  this  system  an  employe 
will  receive  a  certain  number  of  demerit  marks  for  each  violation 
of  the  rules  and  merit  marks  for  efficient  service.  Efficient  service 
for  a  certain  period  will  cancel  the  demerits.  Cash  prizes  are  to 
be  given  all  employes  who  have  a  clean  record  up  to  July  1.  The 
operation  of  the  system  will  be  in  charge  of  J.  B.  Crawford,  super- 
intendent  of   transportation. 

Joliet  Strike  Averted. — A  strike  of  the  119  conductors  and 
:  men  employed  by  the  Chicago  &  Joliet  Electric  Railway. 
Joliet.  111.,  which  was  threatened  last  week,  was  averted  on  May  8, 
when  an  agreement  was  reached  between  the  men  and  the  com- 
pany on  the  basis  of  an  increase  of  two  cents  an  hour,  extra  pay  for 
overtime,  recognition  of  the  union  and  a  plan  for  arbitration  of 
future  differences.  The  men  held  a  meeting  on  April  30  and  voted 
to  strike  if  their  demands  were  not  granted.  The  men  employed  on 
the  Joliet  city  lines  have  been  paid  20  and  21  cents  an  hour,  while 
those  on  the  Joliet-Chicago  run  were  paid  24  cents.  They  de- 
manded 25  and  27  cents  for  the  city  lines  and  30  cents  for  the 
Chicago    run. 

Convention    of    the    Southwestern    Electrical    and    Gas    Associa- 
tion.— President    H.    S.    Cooper  of  Galveston,    Tex.,   announces    that 
the    third    annual    convention    of    the    Southwestern    Electrical    and 
Gas    Association    will    be    held    at    San   Antonio,    Tex.,    on    May    14, 
15  and  16.     It  is  earnestly  desired  to  make  this  the  banner  conven- 
tion   of    the    association,    and    every    effort    is    being    made    by    the 
officers    and    executive    committee   to   make   it   such.     An   excellent 
list   of   practical    papers   on    live    subjects   for   every   branch    of    the 
iation   will  be  presenled.    and   an   interesting  question  box   has 
prepared.     San  Antonio  is  an  interesting  and  hospitable  city 
mple  accommodations,   both  for  guests  and  for  exhibits,   have 
arranged.     Special   entertainments  will   be   given   by   the   San 
Ant., mi,   Tin  i  urn   Company  ami   the  San  Antonio  Gas  and   Electric 
'  tomps 

New  England  Street  Railway  Guide. — Robert  H.  Derrah  of  Bos- 

,1  formerly    general    passenger   agent   of   the    Boston    £ 

Northern    and    Old    Colony    Street    Railway   companies,    has    issued 

."iT  edition  of  Derrah's  Official  Street  Railway  Guide   to  New 

England.     This,  the  eleventh  edition  of  this  well-known  guide,  con- 

!  ol       eful  and  Interesting  information  about  the  clec- 

rallway  systems  of  New   England,    in   a  suitable  size  for  the 

pocki  inches.     This    year    a    new    arrangement    Iras    been 

,d  all  towns  reached  by  electric   railways  an-  placed   in 
e  classifications,  giving  in  alphabetical  order  all  towns  reached 
Boston,  Providence  and  Worcester.     The  mileage,   fare,   run- 
ning time,   route  and   points  of  change  for   each   town. 

The   book    contains         i  I    ma] I    descriptions   of   trips 

to    li.  points   oi    Interest    which    are   reached    by    the    New 

England    111  belli      exceedingly   useful   to   tin-    travi  li  i 

this    guide  :       ial    Interest    to   any    one-    interested    in    electric 

railways  as  illustrating  the  remarkabli     i        opmenl  of  tie    electric 
railways    In    Us  Rhode    Island,    Connectlcul    ami    New 


Baker  City,  Ore. — A  30-year  franchise  has  been  granted  to- 
William  l'ollman  and  associates  of  Baker  City  to  build  and  operate 
an  electric  line  in  this  city.  It  is  stated  that  rails  and  cars  have 
been  ordered  and  that  work  will  be  started  as  soon  as  the  materials 
arrive.  The  promoters  promise  to  have  1%  miles  of  line  in  opera- 
tion by  the  end  of  the  year  and  later  to  extend  it  to  points  outside 
of  the  city. 

Bennettsville,  S.  C. — J.  J.  Matheson,  Warren  Moore  and  Vann 
Livingston,  Bennettsville,  S.  C.  have  applied  for  a  franchise 
build  and  operate  a  street  car  system  in  Bennettsville.  which  will 
connect  with  interurban  lines  to  be  built  in  Marlboro  county.  One 
of  these  will  run  from  Bennettsville  to  Blenheim  and  another  from 
McColl  to  Gibson  and  Laurinsburg,  S.  C.  It  is  stated  that  arrange- 
ments for  financing  the  project  are   about   completed. 

Champaign,  III. — The  Corn  Belt  Traction  Company  has  been 
granted  a  franchise  to  build  its  interurban  line  over  Walnut  street 
from  the  north  city  limits  to  Main  street.  Cars  are  to  be  m 
operation   within   one  year  from   the  granting  of  the   tram  his, 

Dubuque,  la. — The  Eastern  Iowa  Traction  Company  has  applied 
for  a  franchise  to  enter  Dubuque  with  its  interurban  mad. 

Gary,  Ind. — A  petition,  signed  by  150  of  the  5,000  residents  of 
Gary,  has  been  filed  with  the  board  of  that  village,  asking  that  it 
pass  franchise  ordinances,  granting  to  subsidiary  companies  of  the 
United  States  Steel  Corporation  the  exclusive  right  to  supply  light. 
water,  heat,  power,  telephone  and  traction  service  inside  the  cor- 
porate   limits. 

Hanover,  Pa. — The  Hanover  &  York  Street  Railway  Conn 
has  applied  for  a  franchise  to  enter  Hanover  with  its  18-mile 
double-track  line  between  Hanover  and  Y'ork.  In  exchange  for  the 
franchise  the  company  agrees  to  pay  the  borough  3  per  cent  of 
the  gross  receipts,  based  on  the  pro  rata  length  of  the  line,  and 
to  pave  between   the  rails  and  keep  same   in   repair. 

Silver  Creek,  N.  Y. — The  Buffalo  &  Bake  Erie  Traction  Company 
lias  been  granted  a  franchise  to  enter  Silver  Creek  with  its  inter- 
urban line.  The  road  will  enter  from  the  east  over  private  right 
of  way  and  leave  at  the  southwestern  limits  by  way  of  Main  street. 
The  road  is  to  be  completed  within  IS  months  from  the  date  of  the 
franchise. 

Westfield,  N.  Y. — A  99-year  franchise  has  been  granted  to  the 
Buffalo  &  Lake  Erie  Traction  Company  to  build  a  double-track 
line  through  Westfield  from  the  eastern  limits  to  Portage  and 
Main  streets  and  on  Main  street.  The  franchise  also  provides  for 
the  construction  of  a  viaduct  over  the  creek  at  the  western  end 
of  the  village  of  sufficient  width  to  accommodate  a  roadway  and 
sidewalk  in  addition  to  the  trolley  tracks.  The  cost  is  estimated 
to  be  between  $90,000  and  $100,000,  of  which  the  village  will  pay 
$35,000.  A  special  election  will  be  held  to  ratify  this  portion  of 
the  franchise.  It  is  stated  that  the  line  will  be  in  operation  within 
In  months  from  the  date  of  the  franchise. 


RECENT   INCORPORATIONS. 


Bahia  Tramway  Light  &.  Power  Company. — This  company  has 
been  incorporated  in  Maine  with  $3,500,000  capital  stock  to  build  a 
system  of  electric  railways  in  Bahia.  Brazil,  South  America.  The 
company  has  an  authorized  issue  of  $7,500,000  50-year  5  per  cent 
bonds,  of  which  $3,500,000  have  been  offered  in  London  and  Brussels 
at  90%.  Some  of  the  financing,  it  is  said,  will  be  undertaken  in 
New  York,  and  among  the  New  Yorkers  mentioned  as  interested 
in  the  enterprise  is  W.  L.  Bull,  who  lias  already  large  interests 
in  South  America. 

Columbus  Kenton  &  Lima  Railway. — It  is  reported  that  this 
company  will  soon  Hie  incorporation  papers  as  a  consolidation  of 
the  Columbus  Urbana  &  Western  Electric  Railway  of  Columbus, 
O.,  the  Lima  Kenton  &  Marion  Traction  Company  and  the  Dela- 
ware Magnetic  Springs  &  Northern  Traction  Company,  which 
are  controlled  b3  J.  A.  Vandegrift  of  New  York  and  W.  II.  Ogan 
of  Columbus. 

Kansas  City  &  Olathe   Electric   Railroad.— 1 rporated    in    Ivan 

sas  to  build  an  electric  railroad  20  miles  long   from   Rosed  ale  south- 
west to  Olathe,  through  Wyandotte  and  Johnson  counties,  in  Kai 
Capital  sto,         L76  incorporators;     D.  B.  Johnson,  K.  O.  Larser 

C-orge  llolsingcr.  .1.  A.  Stewart,  F.  P.  Dickson  and  It.  \Y.  Hocker. 

Lake  View  Traction  Company. — Incorporated  in  Mississippi  to 
build  and  operate  an  electric  railway  between  Memphis,  Tenn., 
and  Ciarksdale,  Miss.  Principal  office,  Clarksdale;  capital  stock, 
$500,000.    Incorporators:     G.  W.  Agee,  It.  F.  Tate,  Anthony  Walsh, 

\V    A,  Percy,  H.  E.  Craft  and  others. 

Syracuse   &   Chittenango    Railway. — Incorporated    In    New    Vmi, 
to   build   an   electric   line   from   Syracuse     to   Chittenango,    Mai 
county,    about     10    miles.     Capital    stock.    $500,000.     Incorporators 
\\  .  ii.  Dowe,  Q.  s.  Terry,  New  York  City;  C.  G.  Everson.  Syrai 
x.   v. 

Twin    City   &    Lake    Superior    Railway,    Minneapolis,    Minn. — In- 
corporated   in    Maim-    to    build    a    double -track    high-speed    11m 
freight  and   passenger  service   from   Minneapolis  and    SI     Paul   to 
Duluth  and   Superior,  Minn..   129  miles,     II    Is   proposed    


630 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  19. 


the  line  by  steam  at  first,  but  later  to  use  the  Farnham  inverted 
protected  third-rail  system.  Seventy-pound  rails  are  to  be  laid. 
Two  surveying  crews  are  at  work  at  present  locating  the  line  and 
it  is  expected  to  begin  construction  in  a  short  time  from  both  ends. 
Capital  stock,  $7,000,000.  Officers:  President,  E.  W.  Farnham, 
Chicago;  vice-president.  W.  H.  Crossland,  Minneapolis;  treasurer, 
F.  B.  Kidder,  Minneapolis;  secretary,  S.  A.  Carlisle,  Wyoming,  Minn. 

Wagner  Lake  Shore  <£.  Armour  Railway. — Incorporated  in  South 
Dakota  to  build  an  electric  line  from  Wagner  to  Mitchell,  S.  D., 
65  miles,  with  a  branch  to  the  shore  of  Lake  Andes.  The  road 
will  conduct  a  general  freight  and  passenger  business  and  also 
will  furnish  electric  power  for  commercial  purposes  along  its  route. 
Capital  stock,  $1,000,000.  Incorporators:  A.  H.  Pease,  John 
Steransky  and  John  Absher,  Wagner;  Albert  Amundson,  Lake 
Andes;  E.  P.  Wanzer,  Armour. 

West  Point  (Va.)  Traction  Company. — Incorporated  in  Virginia 
to  build  an  electric  line  in  West  Point.  Capital  stock,  $10,000.  In- 
corporators: J.  W.  Marshall,  president;  J.  W.  Owens,  secretary 
and  treasurer,  and  W.  C.  Dunham,  all  of  West  Point,  Va. 


TRACK   AND   ROADWAY. 


Albany,  N.  Y. — The  New  York  railroad  commission  has  author- 
ized the  construction  of  the  following  electric  railways:  Canan- 
daigua  Southern  Railway,  running  from  Canandaigua,  Ontario 
county,  to  Atlanta,  Steuben  county,  a  distance  of  33  1-3  miles;  TJtica 
Southern  Railway,  from  Clinton  through  Deansboro,  Waterville, 
Oriskany  Falls  and  Madison  to  Hamilton,  in  the  counties  of  Oneida 
and  Madison,  a  distance  of  26  miles;  One  Hundred  and  Forty-fifth 
Street  Railway,  starting  at  the  corner  of  One  Hundred  and  Forty- 
fifth  street  and  Lenox  avenue,  and  running  along  One  Hundred 
and  Forty-fifth  street  to  Broadway,  in  New  York  City;  Queens  Bor- 
ough Street  Railway,  from  the  junction  of  Franklin  and  Van  Alst 
avenues,  along  Van  Alst  avenue  to  Winthrop  avenue,  in  the  first 
ward  of  the  borough  of  Queens. 

Atlantic  Shore  Line  Railway,  Kennebunkport,  Me. — Work  was 
started  last  week  on  the  connection  between  York  Beach  and 
Kennebunkport,  Me.,  15  miles,  which  is  expected  to  be  opened 
some  time  in  June,  and  which  will  connect  the  eastern  and  western 
divisions  of  the  company's  system.  Rails  and  other  materials  are 
on  hand  for  the  construction  of  the  first  three  miles  and  the  re- 
mainder is  being  delivered.  W.  G.  Meloon,  general  manager, 
Portsmouth,  Me. 

Bay  City,  Mich. — It  is  reported  that  E.  W.  Mills  of  Detroit  is  the 
promoter  of  a  new  company  that  proposes  to  connect  Bay  City  and 
Port  Huron,  Mich.,  through  Caro,  Vassar,  Memphis,  Richmond, 
Sanilac  and  Capac.  Mayor  Johnson  of  Cleveland  is  reported  as 
interested  in  the  project. 

Bay  Counties  Electric  Railroad. — It  is  reported  that  this  com- 
pany will  in  a  few  weeks  break  ground  for  a  new  line  from  Bel- 
videre  to  Lakeport,  Cal.,  via  Corte  Madera,  Greenbrae,  Point  San 
Pedro  and  Novate  Representatives  of  an  eastern  syndicate  have 
gone  over  the  route  of  the  proposed  line  and  are  said  to  have 
reported  favorably  on  a  proposition  to  underwrite  the  bonds. 
Richard   Hotaling  is   president. 

Broadway,  Va. — The  United  States  Leather  Company  of  Phila- 
delphia, which  owns  several  tanneries  in  this  region,  is  making 
surveys  for  an  electric  line  from  Broadway  to  Lost  City,  Va.,  30 
miles. 

Chillicothe,  Mo. — A.  W.  Carpenter  of  Columbus,  O.,  J.  T.  Car- 
penter of  Toledo,  O.,  and  J.  W.  Andrews  of  Fairfield,  la.,  are  pro- 
moting an  electric  railway  from  Chillicothe,  Mo.,  to  Newton  and 
Marshalltown,  la.,  and  are  seeking  to  raise  subscriptions  for  the 
preliminary   work. 

Corinth  &  Shiloh  Electric  Railway,  Corinth,  Miss.— -It  is  reported 
that  this  company  will  soon  let  contracts  for  its  line  from  Corinth 
to  Shiloh,  Miss.,  22  miles.  Right  of  way  has  been  secured  and  a 
survey  has  been  made.     Abe  Rubel  is  president. 

Gallatin,  Mo. — It  is  reported  that  C.  F.  Alt  of  Warren,  Pa.,  is 
interested  in  a  project  to  build  an  electric  railway  from  Gallatin  to 
Excelsior  Springs,  Mo.,  about  40  miles. 

Grand  Junction,  Colo. — Surveys  are  being  made  for  an  electric 
railway  to  connect  several  towns  in  the  fruit  belt,  including 
Fruita,   Grand   Junction,   Palisades  and   Plateau   City. 

Grand  Rapids  (Mich.)  Electric  Railway. — President  J.  W.  Boyn- 
ton  is  sending  out  a  prospectus  and  personal  letters  in  the  interest 
of  the  company's  extensive  plans  for  construction  of  new  lines 
radiating  from  Grand  Rapids.  The  company  has  planned  about 
500  miles  of  new  railways,  including  six  different  lines,  as  follows: 
1.  From  Grand  Rapids  to  or  near  Rockford,  thence  to  Greenville, 
Langston,  Edmore,  Clare,  Gladwin,  West  Branch,  Rose  City,  and 
thence  to  Alpena  on  Luke  Huron.  2.  From  Grand  Rapids  to 
Belding,  thence  to  Palo,  Hubbardston,  Maple  Rapids,  and  other 
towns  to  Saginaw.  3.  From  Grand  Rapids  to  Battle  Creek,  Cold- 
water,  Coldwater  Lake,  California,  Mountgomery  and  Camden  in 
Michigan,  thence  to  southern  state  line,  thence  to  Pioneer  and 
Montpelier,  thence  to  Napoleon,  Weston,  Bowling  Green  and  other 
cities  to  Fostoria,  O.  4.  From  Grand  Rapids  to  Freeport,  Grand 
Ledge,  and  thence  to  Lansing.  5.  From  Grand  Rapids  to  Kala- 
mazoo. 6.  From  Grand  Rapids  to  Grand  Haven  harbor  on  Lake 
Michigan.  All  of  these  routes  have  been  fully  surveyed  and  located 
except  the  line  from  Belding  to  Saginaw,  and  the  engineers  are 
surveying  that.  Of  these  different  lines  40  miles  of  right  of  way 
100  feet  wide  through  private  lands  has  been  conveyed  by  deed 
or  contract  to  the  company.  Two  hundred  miles  is  graded  and 
ready  for  cross  ties  and  rails. 


Illinois  Traction  Company,  Champaign,  III. — General  Manager 
L.  E.  Fischer  of  Danville,  111.,  announced  recently  to  a  delegation 
of  Fairmount  citizens  that  the  company  would  build  an  extension 
of  the  line  out  of  Danville,  from  Catlin  to  Fairmount.  Preparations 
are  being  made  for  double-tracking  the  line  from  East  St.  Louis 
to  Staunton. 

Kansas  City  &  Olathe  Electric  Railroad. — This  company  has  be- 
gun construction  at  South  Park,  Kan.,  on  its  proposed  line  to 
Shawnee,  Kan.  Tracklaying  was  completed  several  years  ago 
between  Rosedale  and  South  Park,   three  miles. 

Knoxville  (Tenn.)  Railway  &  Light  Company. — This  company 
is  now  building  a  3,000-foot  extension  of  the  Lonsdale  line. 

Kokomo,  Ind. — It  is  reported  that  a  company  is  being  or- 
ganized to  build  an  electric  line  from  Terre  Haute  to  Kokomo, 
Ind.,   through  Crawfordsville  and  Frankfort. 

Lake  Erie  &  Youngstown  Railroad. — An  official  report  from 
J.  H.  Ruhlman,  president,  Youngstown,  O.,  states  that  this  com- 
pany is  now  making  surveys  for  its  proposed  electric  line  from 
Conneaut  to  Youngstown,  O,  60  miles.  Contracts  are  to  be  let 
July  15  and  grading  is  to  begin  this  summer.  George  Tod,  Jr., 
chief  engineer. 

Lewiston  Augusta  &  Waterville  Street  Railway,  Lewiston,  Me. — 
Fred  S.  Gore  writes  that  the  Fred  S.  &  A.  D.  Gore  Corporation  of 
Boston,  Mass.,  has  the  contract  for  building  this  company's  pro- 
posed lines  from  Auburn  to  Mechanic  Falls,  Me.,  nine  miles;  from 
Sabattus  to  Gardiner,  20  miles,  and  from  Augusta  to  Waterville,  21 
miles.  Construction  is  to  begin  at  once.  The  overhead  work 
will  be  of  the  bracket  type.  There  will  be  three  125-foot  steel 
bridges  on  the  line  with  concrete  abutments.  John  R.  Graham, 
Bangor,  Me.,  is  president;  E.  D.  Reed,  Lewiston,  Me.,  general 
manager. 

Lima  &  Toledo  Traction  Company,  Lima,  O. — A  contract  has 
been  awarded  to  the  National  Bridge  Company  of  Indianapolis, 
Ind.,  for  the  construction  of  a  1,400-foot  reinforced  concrete  bridge 
over  the  Maumee  river  at  Roche  de  Boeuf,  O.,  on  its  line  from 
Leipsic   to  Toledo. 

Little  Rock  &  Hot  Springs  Electric  Railway,  Little  Rock,  Ark. — 
The  Electrical  Installation  Company  of  Chicago  has  the  contract 
for  building  this  line  from  Little  Rock  to  Hot  Springs,  Ark.,  56 
miles,  including  several  bridges.  Surveys  have  been  made  and 
most  of  the  right  of  way  secured.  C.  J.  Kramer,  president;  J.  R. 
Van  Franks,  chief  engineer. 

Madison     &     Interurban     Traction     Company,     Madison,     Wis. — 

President  F.  W.  Montgomery  of  New  York,  N.  Y.,  states  that  sur- 
veys have  been  made  for  an  extension  from  Madison  to  Janesville, 
Wis.,  but  that  it  has  not  yet  been  decided  whether  the  line  will  be 
built  this  year,  on  account  of  the  high  price  of  materials. 

Marion,  O. — F.  M.  Ohl  of  Toledo  and  associates,  who  are  in- 
terested in  a  project  for  an  electric  line  from  Marion  to  Tiffin,  O., 
via  Wyandot,  Nevada  and  Sycamore,  recently  went  over  the  route 
of  the  proposed  line,  securing  data.  They  stated  that  financial 
arrangements  have  been  made  for  building  the  line  this  summer. 

Maryland  Electric  Railways,  Baltimore,  Md. — J.  G.  White  & 
Co.  of  New  York  are  now  engaged  in  the  work  of  converting  the 
Baltimore  &  Annapolis  Short  Line,  which  has  been  absorbed  by 
the  Maryland  Electric  Railways  Company,  for  electrical  operation 
between  Baltimore  and  Annapolis.  The  wire  for  the  overhead 
work  has  been  ordered  and  is  expected  within  a  few  weeks.  Power 
will  be  obtained  from  the  Westport  power  house  of  the  Consolidated 
Gas  Electric  Light  &  Power  Company.  Between  Cliffords  and 
Camden  the  Baltimore  &  Ohio  tracks  are  used.  Negotiations  are 
pending  for  a  lease  of  one  of  the  tracks  for  the  exclusive  use 
of  the  electric  road,  and  the  line  is  being  straightened  so  as  to 
reduce  the  distance  between  Cliffords  and  Camden  from  6  to  4 
miles,  thus  reducing  the  distance  between  Baltimore  and  Annapolis 
from  28  to  26  miles.     J.  W.  Brown,  president. 

Nazareth,  Pa. — It  is  reported  that  a  company  has  been  or- 
ganized to  build  an  electric  road  between  Nazareth  and  Bath,  Pa., 
for  the  accommodation  of  employes  of  the  cement  companies,  and 
that  seven-eighths  of  the  right  of  way  has  been  secured.  Conrad 
Miller  of  Nazareth  is  president. 

New  Castle  &  New  Wilmington  Street  Railway,  New  Castle,  Pa. — 
G.  B.  Zahniser,  chief  engineer,  states  "that  surveys  have  been  made 
and  a  private  right  of  way  acquired  for  this  company's  proposed 
line  from  New  Castle  to  New  Wilmington,  Pa.,  10  miles,  and  that 
contracts  for  construction  will  probably  be  let  this  summer. 

Newell  (W.  Va.)  Street  Railway. — This  company  is  said  to  be 
contemplating  the  extension  of  its  lines  to  New  Cumberland, 
W.  Va.     Frederick  Lawrence,   general  manager. 

Northern  Electric  Railway,  Chico,  Cal. — H.  A.  Butters,  presi- 
dent, San  Francisco,  is  quoted  as  saying  that  the  line  from  Marys- 
ville  to  Sacramento,  Cal.,  will  be  completed  by  August  1.  Cars 
are    now    running    regularly    between    Chico    and    Yuba    City    and 

Marysville. 

Northern  Ohio  Traction  &  Light  Company,  Akron,  O. — It  is  an- 
nounced that  this  company  will  build  an  extension  from  West 
Brookfield  to  East  Greenfield,  O.,  this  summer.  Charles  Currie, 
general  manager. 

Ogden  (Utah)  Rapid  Transit  Company. — The  double-tracking 
of  the  line  from  Washington  avenue  to  Glenwood  Park,  in  Ogden, 
has  been   completed. 

Ohio  &  Southern  Railroad.  Columbus,  O. — Rapid  progress  is  ijow 


May  11,  1907. 


ELECTRIC    RAILWAY    REVIEW 


631 


being  made  on  this  line  from  South  Columbus,  O.,  south  to  the 
Hartman  stock  farm,  7  miles.  It  is  reported  that  the  line  will 
be  extended  farther  south  to  Washington  Court  House. 

Omaha  &  Nebraska  Central  Railroad. — It  is  announced  that 
the  contract  for  grading  this  line  between  Omaha  and  Hastings, 
Neb.,  has  been  let  to  C.  D.  Conover  of  Omaha  and  that  actual  con- 
struction work  will  be  started  within  a  few  days.  Contracts  for 
grading  the  remainder  of  the  line  are  now  in  hand  and  will  be  let 
within  the  next  few  weeks.  W.  H.  Fuller,  chief  engineer.  J.  C. 
Knisler  of  Omaha  is  interested. 

Peninsula  Railway,  Barstow,  Fla. — E.  C.  Stuart,  president, 
writes  that  contracts  are  to  be  let  this  week  for  the  grading  of 
this  line  from  Barstow  to  Tampa,  Fla.,  50  miles,  via  Mulberry, 
Nichols,  Plant  City,  Collinstown  and  Thonotosassa,  and  that  con- 
struction is  to  begin  on  June  1.  The  Bvers  Engineering  Company 
of  Cleveland.  O.,  has  charge  of  the  engineering  work.  Sixty-pound 
rails  will  be  laid. 

Peoples  Street  Railway,  Nanticoke,  Pa. — It  is  reported  that  this 
company  will  extend  its  line  to  Benton,  Columbia  county,  Pennsyl- 
vania, via  Shickshinny  and  Huntington  Mills.  K.  M.  Smith,  presi- 
dent, Alden,  Pa. 

Philadelphia  &  Garrettford  Street  Railway,  Philadelphia. — A 
contract  has  been  let  for  the  extension  of  this  line  from  Alden  to 
Collingdale,  Pa.  The  road  is  controlled  by  the  Philadelphia  & 
Westchester  Traction  Company  and  passengers  will  have  access 
over  the  latter's  lines  to  Philadelphia,  connecting  with  the  Phila- 
delphia Rapid  Transit  Company's  elevated  line  at  Sixty-third  and 
Market  streets.    W.  A.  Hall,  chief  engineer,  Llanerch,  Pa. 

Philadelphia  Rapid  Transit  Company. — This  company  has 
opened  a  new  extension  in  Philadelphia  from  Sixty-fifth  street  and 
Kingsessing  avenue  to  Fortieth  and  Market  streets,  connecting  at 
the  latter  point  with  the  new  Market  street  elevated  line. 

Portland,  Ore. — The  United  Railways  Company,  which  has  built 
about  two  miles  of  track  on  Front  street,  under  the  franchise 
of  the  Oregon  Traction  Company,  is  applying  for  an  extension  of 
time  in  which  to  complete  the  work.  It  states  that  the  Front  street 
belt  line  will  be  completed  in  30  days,  and  that  the  line  will  be 
extended  to  Hillsboro.  The  company  has  been  delayed  by  the  non- 
arrival  of  construction  material.  The  application  is  contested  by 
the  Oregon  Electric  Railway,  which  claims  a  prior  right  to  the 
Front  street  franchise,  and  which  is  building  a  line  to  Salem. 

Rochester  Corning  &  Elmira  Traction  Company,  Rochester, 
N.  Y. — This  company,  which  is  seeking  a  certificate  of  necessity  for 
its  line  from  Rochester  to  Corning  and  Elmira,  N.  T.,  will  be  given 
a  hearing  on  May  20  on  its  application  for  permission  to  issue  $8,- 
000,000  of  bonds.  The  commission  was  enjoined  last  week  from 
granting  the  permission,  at  the  instance  of  the  Erie  Railroad.  The 
application  of  the  company  for  a  certificate  of  necessity  was  opposed 
before  the  board  of  railroad  commissioners  by  the  Lehigh  Valley 
Railroad,  Delaware  Lackawanna  &  Western  Railroad,  Erie  Railroad, 
Elmira  Corning  &  Waverly  Railway,  Elmira  City  Railway  and  Corn- 
ing &  Painted  Post  Street  Railway.  The  board  of  railroad  commis- 
sioners refused  to  grant  the  certificate,  it  being  shown  among  other 
things  that  the  road  would  be  unprofitable,  and  that  there  was  not 
sufficient  business  for  the  lines  now  existing.  The  appellate  division 
reversed  the  decision,  and  directed  the  board  to  grant  the  certificate 
of  necessity.  An  appeal  was  taken  to  the  court  of  appeals,  and  an 
undertaking  filed,  which  had  the  effect  of  staying  proceedings  on 
the  part  of  the  board  and  on  the  part  of  the  applicant.  The  board, 
however,  through  a  misunderstanding,  issued  the  certificate  of 
necessity,  and  the  railroads  which  appeared  in  opposition  obtained 
a  writ  of  certiorari  to  review  the  action  of  the  board  in  so  doing, 
and  obtained  an  order  from  the  court  staying  the  proceedings  of 
the  applicant  railroad  company.  Until  the  matter  is  finally  dis- 
i  of  by  the  court  of  appeals  the  proceedings  of  the  company 
are  stayed. 

Rumford  Falls  &  Bethel  Street  Railway,  Rumford  Falls,  Me. — 
The  Maine  railroad  commission  has  given  this  company  its 
approval  of  location  of  its  line  connecting  Mexico,  Rumford,  Han- 
over. Newry  and  Bethel,  Me.,  30  miles.  Elliott  W.  Howe,  O.  J. 
Gonya,  E.  K.  Day,  William  H.  Rae  and  Dennis  J.  McCoy  of  Rum- 
Falls  are  the  directors. 

St.  Joseph  Valley  Traction  Company,  Elkhart,  Ind. — The  first 
>;n  was  operated  over  this  company's  new  line  from  Lagrange  as 
far  as  Orland,  Ind.,  on  April  29.     H.  E.  Bucklen,  Chicago,  president. 

San   Diego  (Cal.)    Electric   Railway. — It  is  stated  that  this  com- 
pany  will   this   year  place  contracts  for  several  extensions  as  fol- 
lows:    Adams  avenue  line,  about  three  miles;  University  line,   two 
miles:  Third  street  line,  three  miles,  and  Ocean  Beach  lines,  about 
!es.     Charles   McLagan,    chief   engineer,    Coronado,    Cal. 

Snohomish  Valley  Railroad. — The  Snohomish  Construction  Corn- 
has   been    Incorporated    for   the   purpose   of  building   the    first 
16-mlle  section  of  this  road,   projected  to  extend   from   Snohomish 
ittle  and  Tacoma,  Wash.     Work  is  to  begin. in  a  few  weeks  on 
•nstructlon  of  the  first  section,  which  extends  from  Snohomish 
to    a    point    in    Cherry    valley,    seven    miles    beyond    Monroe.     The 
officers    of    the    company    are:     President,  Edward    Wright;    vice- 
president,    Charles    H.    Lamprey;    secretary    and    treasurer,    J.    F. 
Taylor,  all  nish. 

Sioux  Falls  (S.  D.)  Traction  System.— F.  M.  Mills,  formerly 
treasurer  of  th.:  Benton  Harbor-St.  Joe  Railway  &  Light  Company, 
Benton  Harbor,  Mich.,  has  Issued  a  circular  stating  that  he  has 
been  granted  a  franchise  for  a  street  railway  system  for  Sioux 
Falls,  S.  D.,  ami  that  he  proposes  to  organize  a  company  to  build 
in  the  streets  of  that  city,  to  be  extended  as  fast  as  the 
age   will   justify.     The   franchise   requires   that   five   miles   of 


track  shall  be  constructed  by  July  1,  1908,  and  includes  a  provision 
for  the  use  of  the  line  by  interurban  railways.  Mr.  Mills  states 
that  he  expects  to  begin  construction  in  the  spring  of  1908  and  that 
he  will  be  pleased  to  receive  estimates  on  all  material  necessary  for 
electric  railway,  light  and  power  purposes. 

Southwest  Missouri  Railroad,  Webb  City,  Mo. — Surveyors  are 
now  locating  an  extension  of  this  line  from  Webb  City  to  Colum- 
bus, Kan.,  where  connection  will  be  made  with  the  line  of  the 
Pittsburg  Railway  &  Light  Company.     E.  J.  Pratt,  engineer. 

Springfield  (III.)  Consolidated  Railway. — This  company  is  plan- 
ning to  begin  work  at  an  early  date  on  the  construction  of  an  ex- 
tension of  the  North  Eighth  street  line  to  the  Zoo  park,  north  of 
the   city,   at  a  cost  of  about  $20,000. 

Titusville  (Pa.)  Electric  Traction  Company. — The  directors  have 
decided  to  extend  the  company's  lines  to  Cambridge  Springs  and 
Oil  City  via  Cherrytree.     E.  J.  Robertson,  chief  engineer. 

Washington  Frederick  &  Gettysburg  Electric  Railway,  Fred- 
erick, Md. — This  company  has  filed  a  trust  deed  to  the  Baltimore 
Trust  &  Guarantee  Company  to  secure  an  issue  of  $400,000  of 
bonds  for  the  construction  and  equipment  of  its  line  from  Frederick 
to  Emmitsburg,  Md.,  via  Thurmont,  about  25  miles.  The  section 
between  Frederick  and  Thurmont,  17  miles,  is  now  under  construc- 
tion, with  six  miles  gTaded.  It  is  expected  to  have  the  line  between 
Frederic*  and  Lewistown  in  operation  by  August  1. 

Washington,  N.  C. — The  Washington  Investment  Company  of 
this  city  has  engaged  the  James  D.  Lalor  Company  of  Washington. 
D.  C,  to  build  an  electric  railway  system  in  Washington,  N.  C,  and 
to  Washington  Heights,  a  suburb.     Surveyors  are  now  at  work. 

Waterloo  Cedar  Falls  &  Northern  Railway,  Waterloo,  la. — 
Chief  Engineer  M.  L.  Newton  is  preparing  plans  and  specifications 
for  an  extension  of  the  Commercial  street  line  to  the  site  of  the 
proposed   driving  park,   about   two   miles. 


POWER   HOUSES  AND  SUBSTATIONS. 


Atlantic  Shore  Line  Railway,  Kennebunkport,  Me. — This  com- 
pany has  awarded  a  contract  for  the  erection  of  a  new  rotary  sub- 
stations at  Ogunquit,  Me.  The  contract  was  awarded  to  the  firm 
of  Jones  &  Clark  of  Kennebunk.  » 

Chicago  Lake  Shore  &  South  Bend  Railway,  South  Bend,  Ind. — 
This  company  has  just  closed  a  $2,500,000  contract  for  electrical 
equipment  with  the  Westinghouse  Electric  &  Manufacturing  Com- 
pany of  East  Pittsburg.  Pa.,  for  the  equipment  of  its  power  house, 
substations  and  line.  The  Westinghouse  single-phase  alternating- 
current  system  will  be  installed.  The  power  house  at  Michigan 
City,  Ind.,  will  contain  three  3,000-horsepower  Westinghouse  steam 
turbines  and  generators  and  a  switchboard  of  similar  capacity. 
Thirty-one  cars  will  each  be  equipped  with  four  100-horsepower 
single-phase  motors.  The  Chicago  terminus  of  the  road  will  be  at 
Kensington,  where  connections  for  downtown  parts  of  the  city  will 
be  made  with  the  trains  of  the  Illinois  Central  Railroad.  J.  B. 
Hanna,   South  Bend,   president. 

Georgia  Railway  &  Light  Company,  Atlanta,  Ga. — This  com- 
pany has  just  completed  the  erection  of  a  new  substation  at  East 
Point,  Ga.,  which,  with  the  property  on  which  it  stands,  costs  about 
$25,000.  The  new  station  will  be  used  to  furnish  current  for  the 
district  from  East  Point  to  College  Park  and  to  furnish  the  power 
for  the  trolley  line  to  Hapeville.  The  building,  which  is  externally 
designed  similar  to  the  Carnegie  Library  at  Atlanta,  Ga.,  faces  a 
small  park,  and  from  external  appearances  it  is  impossible  to  tell 
that  it  is  a  substation.  It  is  a  2-story  building  and  is  equipped 
with  the  most  modern  electrical  machinery. 

Northern  Texas  Traction  Company,  Ft.  Worth,  Tex. — It  has 
been  announced  that  this  company  is  introducing  a  novel  method 
of  preventing  delays  caused  by  breakdowns  in  its  substations.  A 
small  substation  has  been  mounted  on  wheels  and  left  at  a  siding 
between  Arlington  and  Grand  Prairie,  and  is  connected  by  telephone 
to  the  other  substations,  so  that,  in  case  of  a  breakdown  or  acci- 
dent to  the  machinery,  it  can  be  rushed  to  any  of  the  substations. 
When  not  needed  for  emergency  service  it  is  not  left  idle,  however, 
but  is  connected  to  the  line  and  helps  to  take  the  load  from  the 
regular  stations. 

Tacoma  (Wash.)  Railway  &  Power  Company. — This  company 
has  announced  that  it  will  build  a  new  substation  at  the  northern 
end  of  the  city  of  Tacoma,  near  the  terminus  of  the  Point  Defiance 
line.  This  additional  substation  was  necessitated  by  plans  which 
have  been  made  for  giving  a  one-minute  service  on  this  line. 

Tri-City  Railway  &  Light  Company,  Davenport,  la. — It  is  stated 
that  the  tests  made  of  the  Cheatham  electric  switch,  which  has 
been  installed  at  Second  and  Grady  streets,  has  given  perfect  satis- 
faction, and  if  further  trial  proves  equally  satisfactory  it  will  be 
adopted  over  the1  entire  railway  systems  of  the  three  cities.  The 
working  parts  of  the  switch  consist  of  an  overhead  contact  on  the 
trolley  wire,  which  is  connected  to  a  solenoid  magnet,  the  plunger 
of  which  operates  the  switch.  The  switch  is  set  for  straight  ahead 
or  to  take  the  siding,  according  as  the  motorman  does  or  does  not 
leave  the  power  turned  on  while  passing  under  the  overhead 
contact. 

West  Jersey  &  Seashore  Railroad. — Owing  to  the  great  increase 
in  traffic  this  company  has  found  it  necessary  to  install  a  6,600-volt 
Curtis  steam  turbo-generator  and  Increase  the  boiler  capacity  of 
its  plant  at  Westville,  N".  J.  A  small  horizontal  Curtis  turbo- 
generator of  76-kilowatt  capacity  has  also  been  ordered.  Six  1,000- 
kilowatt    rol  erters   and   18   air-blast   transformers   wi 

installed  in  the  substations  at  South  Camden.  Glassboro,  Newfield, 
Mlzpah,  Atlantic  City  and  West 


C3I 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  19. 


Personal  Mention 


Mr.  .1.  II.  White,  general  manager  of  the  Winona  (Minn.) 
Railway  &  Light  Company,  has  resigned,  effective  on  July  l. 

^Ir  D.  1  >.  Price  of  Frostburg,  Md.,  has  been  appointed  master 
Illmi  of  the  Cumberland  &  Westernport  Electric  Railway  Cum- 
berland, Md.,  succeeding   Mr    C    K.   Definbaugh,  resigned. 

Mr.  Aha  Reynolds,  heretofore  roadmaster  of  the  Hoosac  Val- 
ley Street  Railway,  North  A. lams.  Mass..  has  accepted  a  similar 
position  with  the  Pittsfleld  Electric  Street  Railway,  Pittsfield 
Mass. 

Mr.  Frank  M.  Welch  has  been  promoted  from  assistant  claim 
agent  to  claim  agent  of  the  electric  railway  lines  controlled  by  the 
New  York  New  Haven  iV-  Hartford  Railway,  with  office  at  New 
Haven,    Conn. 

Mr.  C.  F.  Bryant  has  resigned  as  auditor  of  the  Connecticut 
Railway  &  Lighting  Company.  Bridgeport,  Conn.,  on  account  of 
the  consolidation  of  that  company  with  the  Consolidated  Railway 
of  New   Haven,    Conn. 

Mr.  V.  R.  Hughes,  recently  chief  engineer  of  the  Pueblo  & 
Suburban  Traction  &  Lighting  Company,  Pueblo.  Colo.,  has  resigned 

to  take  a  similar  position  with  the   Northern  Colorado  Power  Com- 
pany at  Lafayette.  Colo. 

ilr.  A.  It.  Whaley.  heretofore  division  superintendent  of  the 
New  York  New  Haven  &  Hartford  at  New  York,  has  been  appointed 
manager  of  the  Grand  Central  station  ami  general  superintendent 
of  the  electric  zone  of  the 
New  York  Central  rail- 
road, effective  on  May  1. 
Mr.  Whaley  was  born  hi 
1861  at  Coventry,  R.  I.. 
and  received  his  early 
education  in  the  common 
schools.  He  entered  rail- 
way service  in  1877  as  a 
freight  brakeman  on  the 
Providence  &  Worcester 
Railroad.  On  this  road  he 
performed  almost  every 
duty,  from  freight  and 
passenger  brakeman  to 
conductor,  baggageman, 
station  master  and  gen- 
eral yard  master;  in  1891 
he  was  appointed  assist- 
ant trainmaster.  On  the 
consolidation  of  the  New 
York  Providence  &  Bos- 
ton with  the  New  Haven 
and  the  leasing  of  the 
Old  Colony  system,  thus 
bringing  together  five 
roads,  Mr.  Whaley  was 
given  charge  of  all  crews 
on    three    divisions,    with  A.    R.    Whaley. 

headquarters  at  Provi- 
dence. In.  1S9S  he  was  made  general  agent  of  terminals  at  Provi- 
dence and  in  1S99,  upon  the  death  of  the  superintendent  of  the 
Worcester  division,  that  division  was  added  to  his  territory  and 
he  received  the  title  of  superintendent.  About  the  same  time  all 
docks  and  coal  piers  of  the  New  England  Navigation  Company 
were  placed  in  his  charge  and  in  1900  the  central  division  was 
abolished  and  added  to  his  territory.  It  was  due  largely  to  the 
efforts  of  Mr.  Whaley  that  the  Providence  Warren  &  Bristol, 
which  was  formerly  a  steam  road,  became  an  efficiently  operated 
high-S] d  electric  line.  In  December.  190J,  Mr.  Whaley  was  ap- 
pointed superintendent  of  the  New  York  division  of  the  New- 
York  New  Haven  &  Hartford,  with  headquarters  at  New  York 
City,  and  he  has  been  the  responsible  official  in  charge  of  this 
division  during  the  electrification  of  this  line  between  YVoodlawn 
and  Stamford  and  has  had  charge  of  all  of  the  operating  difficulties 
which  would  naturally  arise  in  handling  a  heavy  traffic  during  the 
progress  of  t lie  electrification  and  erection  of  the  catenary  con- 
struction by  the  Westinghouse  company,  as  well  as  the  added  diffi- 
culties involved  in  maintaining  schedules  while  the  New  York 
Central  electrification  was  in  progress  at  the  Grand  Central  sta- 
tion. Mr.  Whaley  is  recognized  as  a  good  disciplinarian,  who 
lakes  pleasure  in  solving  difficult  operating  problems.  His  ex- 
perience with  electric  operation  and  electrification  work  makes 
him  especially  fitted  to  fill  the  position  to  which  has  has  now  been 
appointed. 

Mr.  W.  W.  Griest  has  resigned  as  president  of  the  Lancaster 
County  Railway  ,v  Light  Company,  Lancaster,  Pa.  Mr.  Griest  has 
been  president  of  this  company  since  it  was  first  organized  to  take 
over  all  of  the  electric  lines  and  lighting  systems  of  the  county, 
comprising  about  200  miles  of  railway  and  several  electric  and  gas 
plants.  Mr.  Griest  will  be  succeeded  by  Mr.  George  Bullock,  presi- 
dent of  the  United  Gas  &  Electric  Company.  New  York.  Another 
change  in  the  personnel  of  the  company,  due  to  its  recent  purchase 
by  the  Bertron  Storrs  &  Griscom  banking  firm  of  New  Y'ork.  is  the 
election  of  Mr.  R.  E.  Griscom  of  Philadelphia  as  vice-president,  to 
succeed  Mr.  Charles  B.  Keller,  who  also  has  resigned  the  vice- 
presidency  of  the  subsidiary  companies.  Mr.  M.  E.  Hodge  of  New- 
York    has    been    chosen    treasurer.     Mr.    Edgar    C.    Titzel,    formerly 


William    A.    House. 


superintendent  of  the  Conestoga  Traction  Company,  a  subsidiary 
of  the  Lancaster  County  Traction  &  Light  Company,  has  been 
chosen  general  manager  of  all  of  the  electric  lines  and  lighting 
systems.  Mr.  Griest  will  retain  the  presidency  of  this  company: 
Mr.  George  Bullock  has  been  elected  vice-president,  and  Mr.  John 
S.  Graybill,  Jr..  has  been  re-elected  secretary  and  treasurer. 

Mr.  William  A.  House,  whose  formal  election  as  president  of 
the  United  Railways  ,v  Electric  Company.  Baltimore.  Md.,  was  an- 
nounce.! in  an  earlier  issue  of  tin-  Ele  trii  Railway  Review,  has 
been  associate, l  with  the 
company  in  various  ca- 
pacities for  about  28 
■  ears,  in  1879  be  eni 
the  accounting  depart- 
iient  of  the  old  People's 
l-'asscnger  Railway  Com- 
pany, serving  in  this  and 
Other  departments  until 
1SS3.  when  the  road  was 
reorganized  with  Mr.  T. 
E.  Hambleton  as  presi- 
dent and  Mr.  House  as 
secretary  and  general  su- 
perintendent. In  lss:t  this 
company  was  taken  over 
by  the  Baltimore  Traction 
Company  and  Mr.  I  loose 
became  general  manager 
of  the  combined  proper- 
ties. Under  his  managi 
ment  the  lines  of  the 
company  ir>  lsoj  were 
converted  for  electrical 
operation  and  other 
noticeable  improvements 
made.  In  1895  he  was 
elected  vice-president  in 
addition  to  his  duties  as 
general  manager,  and  one 

year  later  succeeded  ex-Governor  Frank  Brown  as  president.  In 
1897,  when  a  second  consolidation  of  the  properties  was  effected, 
including  the  merging  of  the  City  &  Suburban  and  the  Baltimore 
Traction  companies  into  the  Baltimore  Consolidated  Railway  Com- 
pany. Mr.  House  again  became  vice-president  and  general  manager, 
with  Mr.  Nelson  Perin  as  president.  Two  years  later  there  occurred 
the  merging  of  all  the  traction  properties  in  Baltimore  into  the 
United  Railways  &  Electric  Company,  with  Gen.  J.  M.  Hood  as 
president  and  Mr.  House  as  second  vice-president  and  general 
manager.  Upon  the  death  of  Mr.  Hood  Mr.  House  became  acting 
president,  and  in  April  last,  as  earlier  announced,  was  formally 
elected  president  of  the  company. 

Mr.  Charles  H.  Clark,  for  the  past  four  years  engineer  of 
maintenance  of  way  with  the  Cleveland  Electric  Railway  at  Cleve- 
land, O..  has  resigned  to  accept  a  similar  position  with  the  Inter- 
national Railway  Com- 
pany at  Buffalo.  N.  Y.. 
effective  on  June  1.  He 
was  born  in  Rochester. 
N.  Y..  in  1SG9,  and  re- 
ceived his  education  in 
the  public  schools  of 
Canastota,  where  he 
graduated  in  1SS7.  His 
appointment  as  time- 
keeper for  T.  William 
Harris  in  1SSS,  at  that 
time  engaged  in  street 
railway  construction 
work  in  Syracuse,  N.  Y.. 
marks  the  beginning  of 
his  extensive  experience 
in  this  branch  of  street 
railway  work.  He  later 
entered  Cornell  Univer- 
sity, where  he  graduated 
as  civil  engineer  in  the 
class  of  1S92.  After  lei, 
ing  college  he  entered  the 
draughting  department  of 
William  Wharton.  Jr..  **,- 
Co.  of  Philadelphia,  where 
he  remained  until  it  was 
decided  to  change  the  old 
Gray's    Ferry    road    from 

horse  power  to  electricity,  when  he  was  appointed  superintendent 
of  construction  of  this  undertaking.  At  the  ,  ompletion  of  this  work 
he  again  became  associated  with  T.  William  Harris  in  the  building 
and  reconstruction  of  street  railways  in  Syracuse.  Oswego.  Troy 
and  Oneonta,  N.  Y..  Norristown  and  Scranton,  Pa.,  and  Washington, 
P.  C,  later  being  given  charge  of  the  construction  of  a  60-foot 
which  was  built  at  Trenton  Falls.  N.  Y.  From  1901  to  1903.  as  chief 
engineer  of  the  Utica  &  Mohawk  Valley  Railway,  which  is  com 
by  the  Andrews-Stanley  interests.  Mr.  Clark  had  entire  chargi  oi 
us  various  improvements  and  extensions  in  and  around  Utica.  In 
1903  he  was  transferred  to  the  Cleveland  property  of  this  syndicate 
with  the  position  of  engineer  of  maintenance  of  way,  where  he  has 
remained  until  his  present  appointment. 

Mr.  R.  E.  Danforth. Who  was  recently  appointed  general  man- 
ager of  the  street  railway  department  of  the  Public  Service  Cor- 
poration   of   New   Jersey,    at    Newark,    N.   J.,    succeeding  Mr.    A.    H. 


Charles   H.   Clark. 


.May  11.  1907 


ELECTRIC    RAILWAY    REVIEW 


633 


Stanley,    assumed    Ins    new    duties    cm    .May    l.     Mr.    Danforth    will 
i    hi?  time  between  Rochester  and  Newark  for  the  present,  until 
his  successor  his  been  appointed  as  general  manager  of  the  Roches- 
tor  Railway. 

Mr.  Burton  B.  Pierce  has  resigned  as  superintendent  and  chief 
engineer  of  the  Mansfield  Railway  Light  &  Power  Company,  Mans- 
field, O.,  to  become  chief  engineer  of  the  Washington  Portland  Ce- 
ment   Company.    Concrete,    Wash. 

Mr.  Clarence  P.  Hayden,  superintendent  of  the  eastern  division 
of  the  New  Hampshire  Electric  Railways,  Haverhill.  Mass..  has 
been  appointed  superintendent  of  the  Haverhill  and  Salem  divisions, 
succeeding  Mr.   Robert   Dunbar,   resigned. 

Mr.    John   G.    Phillips,    heretofore   purchasing    agent   and   super- 
intendent   of    rolling    stock    of    the    Hudson    Valley    Railway,    Glens 
Falls.  N.  Y.,  has  been  appointed  assistant  general  manager,  effective 
■  in  May  1.     He  succeeds  Mr.  John   H.  Cain,  who  has  been  appointed 
rintendent  in  place  of  Mr.   F.  W.   Kinmouth,  resigned. 

Mr.  William  Gettys.  for  several  years  master  car  builder  of 
the  Tacoma  (Wash.)  Railway  &  Power  Company,  has  resigned 
his  position  and  the  car  building  department  will  hereafter  be  in 
charge  of  Mr.    W.    G.    Denny,    who    was    recently   appointed   master 

hanic  of  the  company  in  place  of  Mr.  William  Glenn,   resigned. 

Mr.  Walter  A.  Draper  has  been  elected  secretary  of  the  Cin- 
cinnati Traction  Company,  succeeding  -Mr.  S.  C.  Cooper,  resigned 
on  account  of  ill  health.  Mr.  Cooper  has  held  his  present  position 
for  about  six  years  and  had  previously  been  connected  with  various 
Schoepf  properties  in  Washington  and   Baltimore  for  about  15  years. 

Mr.  C.  M.  Bange,  whoso  photograph  is  presented  herewith,  was 
recently  appointed  superintendent  of  motive  power  of  the  Northern 
Ohio  Traction  &  Light  Company,  with  headquarters  at  Canton,  O.. 
succeeding  Mr.  William 
E:  Ralston,  resigned,  as 
previously  reported  in  the 
Electric  Railway  Review. 
To  accept  his  present  po- 
sition Mr.  Bange  resigned 
.as  master  mechanic  of  the 
Detroit  Jackson  &  Ctai- 
Railway,  formerly 
the  Detroit  Ypsilanti  Ann 
Arbor  &  Jackson  Railway 
of  Detroit.  Mich.,  which 
was  recently  absorbed  by 
the  Detroit  United  Rail- 
way. Mr.  Bange.  who  is 
ears  of  ag<-.  was  born 
in  Pontiac,  Mich.,  and  has 
een  engaged  in  electrical 
work  for  the  past  22 
years.  For  12  years  he 
was  employed  in  the  tele- 
phone field  and  later  in 
•electric  light  construc- 
tion. He  has  been  con- 
nected with  electric  rail- 
way work  for  about  10 
years,  first  as  master 
mechanic  of  the  old  De- 
troit Rochester  Rome  & 
Lake        Orion        Railway, 

•which  is  now  a  part  of  the  Detroit  United  Railway  system,  and 
later  in  a  similar  position  with  the  Detroit  Ypsilanti  Ann  Arbor 
■&  Jackson   Railway. 

.\li.  F.  W.  McAssey,  heretofore  auditor  of  the  Rockford  & 
Cnterurban  Railway,  Rockford,  111.,  has  been  appointed  general 
superintendent.  Mr.  C.  C.  Lines,  heretofore  superintendent  of 
track  and  lines,  has  been  appointed  superintendent  of  construction 
•of  the  Beloit  (Wis.)  Traction  Company,  controlled  by  the  officers 
of  the  Rockford  &  Cnterurban.  Mr  E.  Main  has  been  appointed 
I    Mr.   Lim-s  at    Rockford. 

Mr.  C.  M.  Clark,  chairman  of  the  executive  committee   "f  the 

"Jre.)   Railway  Light  &  Powei    Coi y,   Which   is  a  con- 

the   Portland   Railway,    the   Portland   General   Electric 
i  n-egon    Water    Power    &    Railway    companies,    has    been 

•electa  il    ' I  thi    late  Henry  W.  <; le,  formerly  of 

Ore.     it    is   stated    thai    i rding    i<>    present    plans    Mr. 

Clark  will  admii  ties   ' Mi..  Philadelphia  offli 

■  ■■ 


Financial  News 


Bange. 


Reduced  Rate  for  G.  A.  R.  Encampment. — Official  announcement 

Frank  lo  Norvlel,  general  passenger  agent  •■!'  the  Terre 

-lion  Company,   comprising  the 

i n<l -trip   rate   of   $3. on   lias 

.01    Indlanapolh    to    Ft.    Wayne    because    of    the    state 

■  I    in    Fl  .    \V:i    ii.-   on    May.    21,    22   and 

.viii  i.o  accepted 

■    ii  or  limited  •  ai   wit !  >ayment  of  ■  and 

will   '  ,[U.   ,||,   ,,,   .ul,|    including   .May   25.     The    t 

will   i  .  tidlana  Union    Tract  Ion    Company 

from  Indianapoll  I  thi    Fl     Wayni    &  Wabash 

ghout 
the   trip.     When    the  s  •  ■!    Indiana    refused,   in    retaliation 

for    t  i  e    for 

Phi  d,  but   the  $3.0n  rati 

Indianapolis  to    I  i.     As   the   dl    I  Is   Lin 

'miles,  the  $3.00  far'    Is  ]  t  8   mile,  pin 


Boston    Elevated    Railway  Company. — The   following   particulars 

ding    the    pany's    probable    cash    requirements,    as    stated 

during    the    hearing   before    the   Mas-  railroad    commission 

on  April  18,  when  approval  was  requested  for  the  issue  of  $8,0' 
additional  stink  and  $5,800,000   bonds,   are  published   by  the  Boston 
News  Bureau: 

I  •ml, able  cost  of  East  Cambridge   extension   and   subway,    $12,- 

: as  follows: 

Elevated  railway.  Union  station  to  Lechmere  square $4,450,000 

Cambridge  subway  6.000,000 

Connection  in  Boston 450,000 

i  lars  for  Cambridge  subway 1,00 

I  'ower  and  fenders l. ,i 

Expenditures    from    organization    to    February    1.    1907,    and    re- 
nin, menis  for  construction  and  equipment: 

Expend".!     Estim 
Construi  tion  and  Equipment  to  February    balance 

Expenditures—  1.  1907.         needed.  Total. 

Deposited    with    state $      500, s      : 

Engineers  and  general  expenses...         832,008     $    858,300         1,690,308 

Structures    4,822,268  778,350        5,600,618 

Construction      and      equipment      of 

powerhouses   1.616,444       1,852,000         3,468,444 

Terminals    and    other   stations,  ex- 
clusive of  land 1,496,795       1,070,000         2,566,795 

Equipment  of  subway 165,463     165,463 

Real  estate   S,SS5,S35       2,698,700       11,584,535 

Rolling  stock    1,810,904       1,S22,000         3,632,904 

Machinery  and    tools    114,465  50,000  164,465 

Equipment  of  tunnel    243,712  170,000  413,712 


Totals    $20,487, S94     $9,299,350     $29,787,244 

An  additional  statement  shows  that  $6,S95,344  cash  would  be 
required  for  the  above  outlay,  even  if  the  $2,091,900  premium  re- 
ceived from  the  sale  of  stocks  and  bonds  and  held  on  deposit  were 
applied  thereto.  This  estimate  is  made  on  the  assumption  that 
the  elevated  structure  does  not  go  beyond  Forest  Hills  square.  If 
it  does.  $1,500,000  would  have  to  be  added  to  the  above,  making  a 
total  of  $8,395,344  new  cash  required,  plus  the  use  of  all  premium 
funds  on  deposit. 

California  Midland  Electric  Railroad,  San  Francisco. — The  stock- 
holders of  this  company  have  authorized  the  issue  of  $3,000,000  of 
5  per  cent  40-year  bonds. 

Coney  Island  <&.  Brooklyn  Railroad  Company. — This  company  has 
passed  the  dividend  due  on  May  1.  In  1903  and  1904  the  company 
paid  16  per  cent  in  dividends,  in  1905  it  paid  10  per  cent,  and  in 
1906  the  dividends  aggregated  8  per  cent.  The  earnings  will  be 
applied  to  improvements  if  the  $1,500,000  of  new  stock  which  has 
been  authorized  and  is  to  be  offered  to  stockholders  at  par  does 
not  provide  enough  money  to  meet  the  cost  of  the  improvements 
which  are  considered  necessi 

Consolidated  Railway  Company,  New  Haven,  Conn. — The  report 
for  the  eight  months  ended  February  2s,  i:ui7,  makes  the  following 
showing: 

Total  gross  earnings  from  operation   $4,027,135 

Less  operating  expenses   2,516,371 


Not   earnings    $1,510,764 

Add  income  from  other  sources 682,828 


Total   income    $2,193,592 

Charges,    taxes    etc 1,966,534 


Xet  in.  out.        $    227.05S 

Against  this  net  income  there  was  charged  $200,000  for  the  six 
months'  dividend,  paid  on  December  31,  1906,  and  $66,666  for  the 
i'i  ued  dividend   for  January  and    February.    1907. 

Electric    Properties   Company. — Directors  of  the   Electric   Prop- 
erties  Company  have  declared  a  dividend  of  2  per  cent  on  the  com- 
mon stock  for  tb.    year  ending  April  30,  payable  on  June  10.     They 
tared   a    dividi  ad   on    the   preferred   stork  at  the  rate  of  6 
" I   pei   annum  to  April  30,  1907,  from  the  date  of  the  last  divi- 
dend on  January  31,  and  from  the  date  subsequent  payments  were 
reci  ived,  payabli   on  May  in  to  preferred  stockholders  and  subscrip- 
tion receipt   holders  d  on  May  4.     The  company,  which  was 
iz,"l  in  Mm,    L906    on'  the  purpose  "t  acquiring,  financing  and 
developing    properties,    especially    those    in    which   electricity   plays 
art,  and  win.  i.  a]  ed  the  ownership  of  West- 
inghouse,  Church,  Ken   .\   Co.,  through  which  it  conducts  a  g> 
engineering    and    construction    business,    completed    its   first 

.u    April    30,    L907.     T  pany   has   paid   dividends   for   the 

first    o  ■"    thi     pi  of   0   per  cent 

Gainesville    (Tex.)     Electric    Railway    &    Light    Company. — This 

Mi.-  Gainesville  Traction  Com- 
pany. 

Hammond     (Ind.)     Whiting    &     East    Chicago    Electric    Railway 

Company. — A i   the  annual   .  —  tin     "         ii  kholders  on  May  T   IF  C. 

"'i    ,i     hi',  i"!    to     ucceed    v.   Shaw   Kennedy. 

The   other   director!     wen     n    eleel  id.     The   following   offlo 

.    elected      Pn    Ident,   I  >.   F.  Cameron;  trli      pri    Ident,   D.  M    Cum- 

1  ■ 


634 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  19. 


Havana  Central  Railroad  Company. — Speyer  &  Co.  of  New  York 
announce  that  they  will  receive  deposits  of  the  common  stock  and 
the  first  mortgage  5  per  cent  bonds  of  this  company  in  accordance 
with  the  plan  announced  by  J.  Henry  Schroder  &  Co.  of  London 
for  the  sale  of  the  property  to  the  United  Railways  of  the  Havana 
and  Regla  Warehouses,  Ltd. 

Interstate  Railways  Company,  Philadelphia. — Charles  W.  Welsh, 
of  Robert  Glendinning  &  Co.  of  Philadelphia,  has  been  elected  a 
director  to  succeed  Joseph  L.  Caven. 

Maryland  Electric  Railways  Company,  Baltimore.- — This  com- 
pany has  sold  $750,000  Baltimore  &  Annapolis  Short  Line  5  per  cent 
bonds  to  New  York  bankers.  Prior  to  the  absorption  of  the  Balti- 
more &  Annapolis  Short  Line's  property  by  the  Maryland  Electric 
Railways  the  Short  Line  had  authorized  the  issue  of  $1,000,000 
bonds  to  meet  the  cost  of  electrifying  the  road. 

New  Orleans  Railway  &  Light  Company. — Earnings  for  the 
three  months  ended  March  31,  1907,  with  a  comparison,  were  as 
follows: 

Quarter  ended  March  31—  1907.  1906. 

Gross  earnings,   all  sources $1,595,713.39        $1,491,331.60 

Operating  expenses    767,294.79  765,759.14 

Net    earnings    $    S2S.418.60         $    725,572.46 

Fixed  charges   489,717.92  447,348.30 

Net    income    $    338,700. 6S         $    278,224.16 

Other   deductions    9,723.74  8,809.01 

Surplus    $    32S.976.94         $    269,415.15 

New  York  City  Interborough  Railway  Company. — Theodore  P. 
Shonts,  president  of  the  Interborough-Metropolitan  Company,  has 
been  elected  a  director,  to  succeed  Arthur  Turnbull. 

Rochester  (N.  Y.)  Railway  Company. — Earnings  for  the  quarter 
ended  March  31,  with  comparisons,  were  as  follows: 

Quarter  ended  March  31—  1907.  1906.  1905. 

Gross  earnings    $561,758         $487,281         $416,19S 

Expenses    35S.486  289,573  250,101 

Net    earnings    $203,272         $197,70S         $166,097 

Other  income    8,640  3,229  1,325 

Total    income    $211,912         $200,937         $167,422 

Charges    106,003  93,746  89,541 

Surplus     $105,909         $107,191         $  77.SS1 

South  Chicago  City  Railway  Company,  Chicago. — H.  C.  Salton- 
stall  was  elected  a  director  at  the  annual  meeting  of  stockholders 
on  May  7  to  succeed  V.  Shaw  Kennedy.  The  other  directors  were 
re-elected.  The  following  officers  were  re-elected:  President,  D.  F. 
Cameron;  vice-president,  D.  M.  Cummings;  secretary  and  treasurer, 
O.  S.  Gaither. 

Terre  Haute  Indianapolis  &  Eastern  Traction  Company,  Indian- 
apolis.— The  board  of  public  works  of  Indianapolis  has  approved 
the  lease  by  this  company  of  the  Indianapolis  &  Northwestern 
Traction  Company  and  the  Indianapolis  &  Martinsville  Rapid 
Transit  Company  and  its  purchase  of  the  Indianapolis  &  Eastern 
Railway  and  the  Indianapolis  &  Western  Railway.  The  consent  was 
necessary  in  order  that  the  new  company  might  operate  in  Indian- 
apolis. 

Western  Massachusetts  Street  Railway  Company,  Westfield, 
Mass. — The  Massachusetts  railroad  commission  has  approved  the 
purchase  by  this  company  of  the  property  of  the  Woronoco  Street 
Railway  Company,  and  has  authorized  for  that  purpose  the  issue 
of  $250,000  additional  capital  stock  in  exchange  at  par  for  the  stock 
of  the  Woronoco  company.  The  Western  Massachusetts  company 
operates  12  miles  of  track  from  Westfield  to  Huntington.  The 
Woronoco  company  operates  17  miles  of  track  from  Westfield  to 
Holyoke  and  West  Springfield.  The  entire  capital  stock  of  the 
Western  Massachusetts  company  is  owned  by  the  New  England 
Investment  &  Security  Company. 

Western  Railways  &  Light  Company. — It  is  reported  that  a 
company  has  been  formed  with  the  above  title  to  consolidate  the 
Illinois  Traction  Company  of  Champaign,  111.,  which  is  controlled 
by  W.  B.  McKinley  of  Champaign,  and  interests  associated  with  the 
Sun  Life  Insurance  Company  of  Montreal,  Can.,  with  the  Gales- 
burg  Railway  &  Light  Company  of  Galesburg,  111.,  the  Illinois  Val- 
ley Railway  of  La  Salle,  111.,  and  the  Quincy  Horse  Railway  & 
Carrying  Company  of  Quincy,  111.,  which  are  controlled  by  Mr. 
McKinley  and  Portland,  Me.,  capitalists,  represented  by  G.  F. 
Duncan.     Mr.  McKinley  is  to  be  at  the  head  of  the  new  company. 


Manufactures  and  Supplies 


Dividends    Declared. 


Rochester  Railway  Company,   common,  quarterly,   1  per  cent. 


Accident  on  the  Toledo  Urban  &  Interurban  Railway. — A  serious 
accident  on  the  Toledo  Urban  te  Interurban  Railway  occurred  on 
the  night  of  May  5,  when  the  southbound  Dayton-Toledo  limited 
car  met  in  a  head-on  collision  with  the  northbound  local  car  from 
Findlay,  about  a  mile  south  of  Bowling  Green,  O.  Both  cars  were 
late  and  were  running  at  a  high  speed.  It  is  stated  that  from  30 
to  50  persons  were  injured,  three  of  them  fatally.  The  cars  were 
telescoped  and  were  totally  wrecked.  The  accident  seems  to  have 
been  caused  by  a  misunderstanding  of  orders.  The  company  has 
appointed  a  committee  of  superintendents  of  other  lines  to  make 
an  investigation. 


ROLLING  STOCK. 


New  York  &  Queens  County  Railway,  Long  Island  City,  N.  Y., 
has  placed  an  order  with  the  American  Car  &  Foundry  Company 
for  40  all-steel  cars. 

Interborough  Rapid  Transit  Company,  New  York,  has  ordered 
40  motor  trucks,  class  84-30,  and  60  trailer  trucks,  class  66-30  T, 
from  the  Baldwin  Locomotive  Works. 

Chicago  Union  Traction  Company,  Chicago,  has  secured  an 
option  from  the  St.  Louis  Car  Company  on  600  new  cars.  These 
will  be  equipped  with  four  General  Electric  Company  motors  each. 

United  Railways  Company  of  St.  Louis,  St.  Louis,  Mo.,  is  re- 
ported to  have  ordered  the  building  of  100  new  cars  at  its  own 
shops.  These  will  be  equipped  with  four  50-horsepower  motors  each 
and  will  be  built  at  the   rate  of  three  cars  a  week. 

Texas  Traction  Company,  Dallas,  Tex.,  has  placed  an  order 
for  15  interurban  cars,  58  feet  in  length,  with  passenger  and 
smoking  compartments  and  a  seating  capacity  of  60  passengers. 
The  cars  are  for  delivery  on  December  1.  We  understand  the  order 
was  placed  with  The  J.  G.  Brill  Company. 

Pennsylvania  Railroad  has  ordered  for  the  West  Jersey  &  Sea- 
shore Electric  Line  10  motor  coaches  from  the  American  Car  & 
Foundry  Company  and  7  motor  coaches,  2  combination  passenger 
and  baggage  cars  and  2  baggage  cars  from  the  Wason  Manufac- 
turing Company.  The  coaches  will  have  a  seating  capacity  of  58 
passengers  and  the  combination  cars  a  seating  capacity  of  38 
passengers,  with  a  baggage  compartment  15  feet  7%  inches  in 
length.  All  of  the  cars  are  55%  feet  in  length  and  are  for  delivery 
on  June  1. 

Baton  Rouge  Electric  &  Gas  Company,  Baton  Rouge,  La.,  as 
reported  in  the  Electric  Railway  Review  of  May  4,  has  purchased 
nine  semi-convertible  cars  from  the  St.  Louis  Car  Company  for 
delivery  about  May  13.  The  specifications  call  for  the  following 
details: 

Seating  capacity. .  .32  passengers       Wheel  base 7  ft.  6  in. 

Length  of  body 21  ft.       Width,  over  all S  ft.  8  in. 

Over  all  31  ft.       Body  and  underframe Wood" 

Special    Equipment. 

Brakeshoes  Diamond       Interior   finish    Mahogany 

Couplers   ■ .'. Journal  bearings    Spiral 

. . .  .St.  Louis  radial  draw  bars       Motors   2  GE-S0 

Curtain  fixtures   Forsythe       Roofs   Monitor  full  length 

Curtain     material Pantasote       Sanders  ...  .Standard  air  sander 

Gongs    12-inch  steel       Seats   ..Rattan — cross,   type  L-3 

Headlights    Kranshaar       Trucks Dupont  No.   46 


SHOPS  AND    BUILDINGS. 


Atlantic  Shore  Line  Railway,  Kennebunkport,  Me. — This  com- 
pany has  let  a  contract  to  Jones  &  Clark  of  Kennebunk  for  the 
construction  of  a  car  barn  at  Ogunquit,  Me. 

Illinois  Traction  Company. — It  has  been  decided  to  build  a 
passenger  station,  containing  business  offices,  ticket  rooms  and 
dispatcher's  office  at  Granite  City,  111.,  on  the  corner  of  Twenty- 
second   and   Niedringhaus   avenues. 

Ft.  Dodge  Des  Moines  &  Southern  Electric  Railway,  Boone,  la. — 
This  company  and  the  Newton  &  Northwestern  Railroad  have  let 
a  contract  to  S.  J.  Webster  of  Boone  for  the  erection  of  an  $1S,000 
joint  passenger  station  and   office  building  at  Boone. 

Omaha  &  Council  Bluffs  Street  Railway,  Omaha,  Neb. — This 
company  has  acquired  title  to  a  tract  of  ground  between  Tenth 
and  Eleventh  streets,  south  of  Arbor  street,  Omaha,  and  proposes 
to  build  a  large  new  car  house  for  the  Farnam,  Dodge  and  Harney 
lines. 

Willamette  Valley  Traction  Company,  Portland,  Ore. — This  com- 
pany is  reported  to  have  purchased  land  at  Springfield,  Ore.,  for 
car  houses,   repair  shops,   yards  and  a  passenger  station. 


TRADE  NOTES. 


Borne  Scrymser  Company  has  removed  its  New  York  offices 
from  135  Front  street  to  SO  South  street. 

Rossiter,  MacGovern  &  Co.  have  removed  their  New  York 
offices  from   17   Battery  place   to   90  West  street. 

Niles-Bement-Pond  Company  has  declared  its  regular  quarterly 
dividend  of  1%  per  cent  on  the  preferred  stock,  payable  on  May  15. 

Pratt  &  Whitney  Company  has  declared  its  regular  quarterly 
dividend  of  1%  per  cent  on  the  preferred  stock,  payable  on  May  15. 

Electric  Service  Supplies  Company,  Philadelphia,  announces  the 
removal  of  its  New  York  office  from  85  Liberty  street  to  the  United 
States  Express  building,  2  Rector  street. 

Buell  &  Mitchell,  New  York,  contractors  and  experts  in  steel 
for  building  and  bridge  construction  and  for  manufacturing  pur- 
poses, announce  the  opening  of  a  branch  office  at  70  Kilby  street, 
Boston,   in   charge  of   Henry  W.   Nutt  as   manager.     The   company 


May  11.  1907. 


ELECTRIC    RAILWAY    REVIEW 


635 


has  appointed  as  its  New  England  representative  the  Rogers  Shear 
Company  of  Warren,  Pa.,  for  the  exclusive  sale  of  its  output  of 
high  elastic  limit  round,  square  and  twisted  concrete  steel  bars. 

McClintic-Marshall  Construction  Company,  Pittsburg,  has 
opened  an  office  in  Room  923,  Columbus  Savings  and  Trust  build- 
ing, Columbus,  O.,  in  charge  of  P.  C.  Lewis. 

Gould  Storage  Battery  Company  announces  that  on  June  1  it 
will  remove  its  New  York  offices  from  1  West  Thirty-fourth  street 
to  341-347  Fifth  avenue,  corner  of  Thirty-fourth  street. 

B.  F.  Sturtevant  Company,  Boston,  has  removed  its  New  York 
offices  from  131  Liberty  street  to  the  Engineering  building,  114 
Liberty  street,  where  larger  quarters  have  been  secured. 

Northern  Engineering  Works,  Detroit,  has  received  an  order 
from  the  International  railway  at  Buffalo,  N.  Y.,  for  four  3-motor 
electric  northern  traveling  cranes  of  10  tons  capacity;  also  one 
overhead   electric   track   and    trolley. 

Barrett  Manufacturing  Company,  17  Battery  place,  New  York, 
is  having  plans  prepared  by  Ballinger  &  Perrot,  engineers,  for  a 
new  plant  to  be  erected  at  Thirty-sixth  and  Wharton  streets,  New 
York.  The  building  will  be  78  by  124  feet,  two  stories  in  height 
and  of  reinforced  concrete  construction. 

F.  I.  Cordo  has  been  appointed  purchasing  agent  of  the  Griffin 
Wheel  Company,  Chicago,  to  fill  the  vacancy  caused  by  the  death 
of  P.  J.  Geraghty.  S.  L.  Prest,  formerly  comptroller  of  the  com- 
pany, has  been  elected  treasurer  and  G.  F.  Griffin,  manager  of  the 
review   department,    has   been   made   secretary. 

Joseph  W.  Lowry,  purchasing  agent  of  the  Westinghouse  Air 
Brake  Company,  died  on  Monday,  May  6,  at  his  residence  in 
Pittsburg  of  heart  failure,  following  an  illness  of  five  months.  He 
was  born  in  Pittsburg  in  1S66.  He  was  also  president  of  the  Du- 
quesne  Manufacturing  Company,  of  which  he  was  one  of  the  or- 
ganizers. 

Lupfer  &  Remick  is  the  name  of  a  recently  formed  co-part- 
nership to  do  a  general  engineering  business.  Edward  P.  Lupfer, 
a  member  of  the  American  Society  of  Mechanical  Engineers,  has 
resigned  as  constructing  engineer  between  Wellsville  and  Buffalo 
on  the  Buffalo  &  Susquehanna  Railway,  to  devote  his  time  to  this 
business.  Frederick  N.  Remick  was  also  formerly  connected  with 
the  Buffalo  &  Susquehanna  Railway.  The  offices  of  the  company 
are  located  at  590  Ellicott  square,    Buffalo,    N.   Y. 

Under-Feed  Stoker  Company  of  America,  Marquette  building, 
Chicago,  has  recently  received  a  fourth  order  from  the  Georgia 
Railway  &  Electric  Company  of  Atlanta,  Ga.,  for  Jones  stokers. 
The  first  order  received  from  this  railway  was  for  four  stokers 
in  July,  1904,  which  has  been  added  to  at  intervals  until  the  fourth 
order  now  in  hand  makes  a  total  of  36  Jones  stokers  in  its  Butler 
street  station,  and  providing  for  the  equipment  of  7,200  horsepower 
of  Babcock  &  Wilcox  boilers.  The  installation  of  18  stokers  under 
the  third  order  given  in  May,  1906,  necessitated  the  removal  of 
another  type  of  stoker  heretofore  installed  in  that  plant. 

F.  V.  L.  Smith  has  been  appointed  representative  in  the  south 
of  the  Sprague  Electric  Company,  New  York,  with  headquarters 
at  New  Orleans,  La.  Mr.  Smith  lias  had  a  wide  experience  in  the 
electrical  field,  having  been  electrical  inspector  of  the  Pan-Ameri- 
can exposition  in  1901  and  afterward  electrical  inspector  for  the 
National  Board  of  Fire  Underwriters  in  New  York  City  until  De- 
cember, 1904,  when  he  became  chief  electrical  inspector  for  the 
Louisiana  fire  prevention  bureau,  with  headquarters  in  New  Or- 
leans. Owing  to  his  extensive  knowledge  of  electrical  work  and  his 
acquaintance  in  the  south,  Mr.  Smith  is  well  fitted  to  represent 
the  Sprague  Electric  Company  in  that  section. 

Allis-Chalmers  Company,  Milwaukee,  has  received  an  order 
from  the  Bristol  Tramways  &  Carriage  Company,  Limited,  of 
London,  Eng.,  for  an  Allis-Chalmers  vertical  cross-compound 
Reynolds  Corliss  engine,  with  cylinders  26  and  66  by  48  inches. 
This  unit  will  be  installed  in  the  central  power  station  at  Bristol 
to  drive  a  1,000-kllowatt  direct-coupled,  direct-current  generator. 
The  engine,  operating  under  140  pounds  steam  pressure,  will  de- 
velop approximately  1,700  indicated  horsepower.  The  Bristol  sta- 
tion now  contains  four  Allis-Chalmers  vertical  cross-compound 
engines,  which  are  somewhat  smaller  than  the  new  unit  just  pur- 
chased. They  have  cylinders  22  and  44  by  42  inches  and  are  used 
to  drive  550-kilowatt  generators.  The  engines  now  in  this  station 
have  been  in  continuous  operation  for  eight  years.  It  was  doubt- 
less due  largely  to  their  good  record  that  the  purchase  of  the  new 
American-built  unit  was  made. 

General  Fireproofing  Company  announces,  coincident  with 
establishing  a  branch  office  at  82  Second  street,  San  Francisco, 
the  appointment  of  W.  W.  Thurston  as  district  manager  in  that 
territory.  The  company  is  well  and  favorably  known  on  the  coast 
through  large  sales  in  the  past  of  herringbone  expanded  sceel  lath 
and  expanded  metal.  Mr.  Thurston  will  devote  especial  attention  to 
exploiting  pin-connected  girder  frames  and  cold  twisted  lug  bars, 
two  advanced  types  of  reinforcement  in  which  engineers  recognize 
unique  points  of  merit.  Another  recent  acquisition  by  the  Gen'  ral 
Fireproofing  Company  is  W.  E.  Ramsey,  engineer,  a  graduate  of 
the  University  of  Illinois,  and  formerly  with  the  Expanded  Metal 
Fireproofing  Company  at  Chicago.  Mr.  Ramsey  is  at  present  witli 
the  home  office  at  Youngstown.  Jesse  Briegel  has  been  engaged 
by  the  Chicago  offl"  nan.     Through   his  previous  connec- 

tions as  adjuster  with  liability  Insurance  companies,  most  recently 
with  the  accident  liability  department  of  the  Aetna  Life  Insurance 
any  of  Hartford,  Conn.,  Mr.  Briegel  has  formed  an  extensive 
acquaintance  among  contractors,  factory  owners  and  employers, 
which  should  be  of  advantage  In  Introducing  the  General  Fireproof- 


ing Company's  system  of  reinforced  concrete.     The  main  offices  of 
the  company  are  at  Youngstown,  O. 


ADVERTISING    LITERATURE. 

John  Ruscoe  &  Co.,  Limited,  Albion  Works,  Hyde,  Manchester, 
Eng. — This  company  is  circulating  a  pamphlet  in  the  interests 
of  its  one-horse  drum  carriage,  designed  for  the  handling  and 
laying  of   electric   cables. 

Western  Electric  Company,  Hawthorne,  III. — This  company  is 
about  to  issue  its  1907  supply  catalogue.  The  publication  will  be 
a  large  volume  of  700  pages,  listing  a  very  complete  line  of  elec- 
trical supplies.  The  previous  catalogues  which  have  been  issued 
by  this  company  in  recent  years  have  been  in  great  demand  by 
dealers  and  those  interested  in  electrical  supplies  because  in  addi- 
tion to  furnishing  a  complete  list  of  all  material  handled  by  the 
Western  Electric  Company,  they  have  embodied  many  features  of 
general  interest  to  the  electrical  trade.  The  edition  for  this  year, 
which  is  now  in  the  press,  we  are  advised,  will  be  more  complete 
and  instructive  than  anything  issued  heretofore  by  this  company. 
The  advertising  department  of  the  Western  Electric  Company, 
as  previously,  mentioned  in  these  columns,  has  been  reorganized 
and  placed  under  the  charge  of  Howard  M.  Post,  who  at  one  time 
successfully  handled  the  advertising  for  the  Kellogg  Switchboard 
&  Supply  Company,  manufacturers  of  telephone  apparatus,  and 
the  Quincy-Manchester-Sargent  Company,  manufacturers  of  rail- 
way supplies.  Mr.  Post  was  also  associated  with  the  Lord  & 
Thomas    Company  for   a   period. 


Noiseless    Car    Wheels. 


One  of  the  continuous  annoyances  which  confront  the  man- 
agement of  electric  railways  operating  in  cities  or  through  resi- 
dential districts  is  the  constant  list  of  complaints  which  are  charged 
against  the  companies  because  of  the  noise  made  by  cars  operated 


Noiseless  Car   Wheel. 

at  high  speed.  Further,  a  source  of  loss  which  is  experienced  by 
railway  companies  is  that  caused  by  the  great  cost  of  renewing  and 
turning  down  car  wheels  which  have  developed  flats,  and  renewing 
wheels  with  broken  flanges.  With  standard  solid  cast  wheels  or 
those  fitted  with  rolled  steel  tires,  considerable  delay  is  caused 
in  the  shops  because  it  is  necessary  to  remove  wheels  and  axles 
in  order  to  turn  down  the  wheels  or  to  replace  steel  tires.  This 
consequently  increases  the  number  of  cars  which  are  out  of  service 
because  of  repairs  being  made,  thus  adding  greatly  to  the  cost  of 
operating  cars.  A  further  element  in  the  cost  of  replacing  worn 
or  damaged  wheels  is  that  with  the  solid  wheel  or  those  fitted 
with  steel  tires  it  is  necessary  to  put  them  in  a  press  and  force 
the  tires  on  the  wheel  centers  or  the  wheels  on  to  the  axles.  Hence 
there  is  a  chance  that  the  gauge  of  the  wheels  may  not  be  correct 
and  undue  strain  and  excessive  wear  are  the  inevitable  results. 

In  order  to  obviate  these  difficulties,  the  "Noiseless"  wheel, 
shown  in  the  accompanying  engraving,  was  designed.  Though  it  is 
called  a  noiseless  wheel,  the  name  is  not  intended  by  the  manu- 
facturers to  convey  the  idea  that  it  absolutely  prevents  all  noise, 
as  that  is  an  impossibility,  but  it  is  claimed  that  its  construction 
reduces  the  amount  of  noise  very  materially,  especially  in  round- 
ing curves. 

As  will  be  seen  from  the  illustration  the  wheel  consists  of  a 
cast-iron  center,  on  which  a  chilled  cast-iron  or  rolled-steel  tire  is 
forced,  the  latter,  however,  being  separated  from  the  cast-iron 
center  by  heavy  cloth  cardboard  packing.  The  tire  Is  securely 
held  in  position  on  the  cast-iron  center  by  numerous  countersunk 
bolts.  It  Is  claimed  that  the  cardboard  packing  reduces  the  shock 
on  the  wheel  and  by  dampening  the  vibration  reduces  the  noise. 

An  advantage  of  the  sectional  wheel  Is  that,  the  cast-Iron 
center  not  having  to  be  chilled,  the  metal  is  of  more  uniform  struc- 
ture, and,  the  different  parts  of  the  casting  being  more  nearly  of 
equal  thickness,  they  can  be  cast  entirely  free  from  strain,  which 
distorts  and  locally  weakens  the  metal  in  solid  cast-Iron  wheels. 
By  making  the  wheels  in  this  manner  It  is  possible  to  easily  replace 
a   rim    without   taking   the    wheels   and    axles    from    the    car,    thus 


036 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  Xo.  19. 


greatly  reducing  the  time  that  a  car  is  out  "i  commission  for  the 
turning  down  of  win-els  or  replacements. 

As  it  is  unnecessary  to  disturb  the  center  and  unnecessary  to 
us--  a  wheel  press  the  tires  can  be  put  in  place  while  the  Wheel 
is  on  the  car  and  gauging  is  unnecessary,  as  the  tires  are  held  in  a 
definite  position  by  the  flanges  on  the  cast-iron  centers.  It  is 
stated  that  the  cloth  cardboard  packing  can  be  used  continuously 
without   having  to  be   replaced. 

The  cost  of  the  cast-iron  centers  and  cast-iron  tires  of  tin- 
noiseless  wheel  is  about  three  times  that  of  an  ordinary  cast-iron 
wheel  and  the  cost  of  those  fitted  with  rolled  steel  tires  is  a  trifle 
less  than  built-up  wheels  with  steel  tires.  The  results  of  actual 
tests  which  have  been  made  on  these  wheels  have  shown  the  mile- 
age to  be  approximately  200,000  to  250,000  for  the  cast-iron  tires 
and  250,000  to  300.000  for  the  rolled  steel  tires,  whereas  the  mileage 
of  the  ordinary  cast-iron  wheel  will  not  greatly  exceed  25.000.  It 
follows,  therefore,  that  since  the  cost  is  three  times  as  great,  and 
the  mileage  seven  or  eight  times  as  great  as  that  of  tin-  cast-iron 
wheels,  they  actually  cost  but  half  as  much  when  the  mileage  is 
■considered. 

The  wheel  is  manufactured  and  sold  by  the  Noiseless  Car  Wheel 
Company,  whose  incorporation  with  a  capital  of  $1,000,000  was  re- 
cently noticed  in  these  columns.  The  headquarters  of  the  company 
are  now  located  in  Detroit,  but  it  is  intended  to  establish  the  gen- 
eral sales  office  in  Chicago.  The  company  is  now  represented  at 
the  latter  point  by  George  H.  Bryant,  president,  1055  Old  Colony 
building.  The  other  officers  are:  Vice-president.  August  Ziesing, 
president  of  the  American  Bridge  Company:  treasurer,  Bethune 
Duffield,  Detroit,  and  secretary,  W.  F.  MeCorkle.  Detroit.  The 
directors  are:  George  H.  Bryant,  western  representative  for 
Thomas  Prosser  &  Son,  August  Ziesing,  Bethune  Duffield,  J.  L. 
■Carleton   and   Fred   M.   Delano. 


The   Acheson    Effect. 


BY   ORRIN   E.   DUNLA1'. 


E.  G.  Acheson  of  Niagara  Falls,  N.  Y„  has  invented  a  process 
for  suspending  graphite  in  water  or  oil,  where  it  remains  perma- 
nently suspended,  thus  adding  largely  to  the  possibilities  of  graphite 
as  a  lubricant,   and,   strange   to  say,   when  so  suspended   in   water 
the   graphite   possesses   the   remarkable   power   of   preventing   rust 
or  corrosion   of  iron   or   steel.     This   latest   process   will   be   known 
to  the  scientific  world  as  the  "Acheson  Effect,"  and  when  suspended 
the   product   is   called   deflocculated   graphite.     In   the  defiocculated 
condition   produced   by   Mr.    Acheson   graphite    has   a    condition    of 
fineness  far  beyond  that  attainable  by  mechanical  means.     In  fact 
its   condition    resembles,    if   not   wholly   approaches,    the    molecular 
state.     The  "effect,"  for  such  it  must  be  termed,  is  produced  with 
water  and  a  comparatively  small  quantity  of  gallotannic  acid,  and 
when    thus    treated    the    graphite    remains    suspended    in 
the  water,  showing  not  the  slightest  disposition  to  settle. 
The  black  liquid  passes  with  ease  through  the  finest  filter 
paper.     Severe  tests  have  demonstrated   that  it   is  an  ad- 
mirable  lubricant,    and    there   is   every   reason    to    believe 
that  deflocculated  graphite  with  and  without  oil  will  suc- 
ceed oil  as  a  popular  agent  for  all  classes  of  lubrication. 

Graphite  has  been  known  for  years  to  be  an  excellent 
lubricating  body,  not  especially  in  a  dry  state,  but  when 
associated  with  a  liquid,  oil.  fats  or  water.  Strenuous 
efforts,  extending  over  a  Ions  period,  have  been  made  to 
suspend    graphite   in    a    liquid    to    be   used    as    a    lubricant 

but   all   these   efforts   have    1 n    unsuccessful.     It    is   well 

recognized  that  plain  water  lias  many  advantages  as  a 
lubricant  if  it  had  sufficient  body  to  withstand  the  pres- 
sures brought  to  bear  and  to  which  lubricants  are  sub- 
jected. Its  very  high  specific  heat  would  be  of  great  ad- 
vantage to  keep  down  the  temperatures  of  bearings,  while 
its  low  viscosity  would  reduce  friction,  but  unfortunately 
it  has  not  sufficient  body  to  withstand  the  pressure  of  an 
ordinary  bearing.  It  also  has  the  fatal  quality  of  rusting 
and  corroding  metals.  The  "Acheson  Effect"  makes  it 
possible  not  only  to  reduce  graphite  to  practically  the 
molecular  state  and  to  cause  it  to  remain  suspended  in 
water  for  an  indefinite  period  of  time,  but  it.  as  stated, 
prevents  rust  or  corrosion  while  associated  with  water, 
thus  enabling  the  taking  advantage  of  water  as  to  its 
high  specific  heat  and  low  viscosity,  making  of  the  new 
product  a  lubricant  seemingly  unite  superior  to  any 
heretofore  used. 

About  six  years  ago  Mr.  Acheson  engaged   in   a    series 
of  experiments   having   as    their  object   the   production    of 
crucibles    from     artificial    graphite.     This    led     him     to    a 
study    of    Clay,    and    he    learned    that    American    manufac- 
turers   of    graphite    crucibles    import    from    Germany    the 
lay     used     by     them     as     a     binder     of     the     graphite 
entering   into    the   crucibles;    also   that   the  German   clays   are   more 
plastic   and    have   a  greater   tensile   strength    than   American   clays 
of  very    similar    chemical    constitution,    while    residual    clays — those 
found  at  or  near  the  point  at  which  the  parent  felds  pathic  rock 
was   decomposed — are    not    in    any    sense    as    plastic    or    as    strong 
as  the  same  clays  when  found  as  sedimentary  clays  at  a  distance 
from    their   place   of   origin.     Chemical    analysis    failed    to    account 
for   these   decided   differences. 

It  was  under  these  conditions  that  Mr.  Acheson  reasoned  that 
the  greater  plasticity  and  tensile  strength  were  developed  during 
the  period  of  transportation  from  the  place  of  their  formation 
to  their  final  bed,  thinking  possibly  it  might  be  due  to  the  presence 
of  extracts  from  vegetation  being  in  the  waters  which  carried 
them.  He  made  several  experiments  on  clay  with  vegetable  ex- 
tracts, tannin  being  one  of  them,  and  found  a  moderately  plastic, 
weak  clay,  when  treated  with  a  dilute  solution  of  gallotannic  acid 
or  extract  of  straw,  was  increased  in  plasticity.     Being  acquainted 


willi  tiie  record  of  how  the  Egyptians  had  the  children  of  Israel 
use  straw  in  the  making  of  bricks,  and  believing  it  was  used  not 
for  any  benefits  derivable  from  the  weak  fibers,  but  for  the  ex- 
tract,  he  calls  clay  so   treated  Egyptianized   clay. 

Last  year  Mr.  Acheson  discovered  a  process  for  producing  a 
fine,  pure,  unctuous  graphite,  and  undertook  to  work  out  the 
details  of  its  application  as  a  lubricant.  In  the  dry  form,  or  mixed 
with  grease  or  oil,  it  was  easy  to  handle,  but  he  wished  it  to 
enter  the  entire  field  of  lubrication  as  occupied  by  oil.  In  his  early 
efforts  to  suspend  it  in  oil,  he  met  the  same  troubles  encountered 
by  his  predecessors  in  this  line  of  work.  It  would  quickly  settle 
out  of  the  oil.  His  unctuous  graphite  was  just  plain,  simple 
graphite,  and  obeyed  the  same  laws  governing  the  natural  product. 
Such  was  the  condition  of  things  in  the  latter  part  of  1906,  when 
the  thought  occurred  to  Mr.  Acheson  that  tannin  might  have  the 
same  effect  on  graphite  that  it  did  on  clay.  He  tried  it  with 
satisfactory  results.  The  writer  has  seen  most  interesting  and 
successful  experiments  made  with  unctuous  graphite  of  Mr.  Ache- 
son's  manufacture,  which  might  properly  be  termed  disintegrated 
unctuous  graphite.  It  may  be  added  that  Mr.  Acheson  has  ob- 
tained his  "effect"  with  amorphous  bodies  generally,  alumina, 
lampblack,  clay,  graphite  and  siloxicon,  the  only  exception  being 
magnesia,    which   needs   further   tests. 

Mr.  Acheson's  success  in  deflocculating  graphite  and  causing 
it  to  remain  suspended  in  water  was  most  gratifying.  However, 
he  realized  that  the  people  of  the  world  had  been  educated  to  the 
use  of  oil  as  a  lubricant,  and  that  it  might  be  difficult  to  re- 
educate them  to  the  use  of  water  and  graphite  for  a  similar 
purpose  until  they  better  understood  what  he  has  accomplished. 
It  was  with  such  convictions  that  he  undertook  to  solve  the 
problem  of  replacing  the  water  used  as  a  conveyor  of  the  defloc- 
culated graphite  with  petroleum.  His  first  experiment,  and  prob- 
ably the  simplest  and  most  rational,  was  to  diminish  the  quantity 
of  water  by  evaporation,  leaving  the  graphite  in  a  dry  state,  to 
be  rubbed  up  later  in  oil.  While  this  method  produced  what 
seemed  to  be  an  ideal  result,  it  was  soon  discovered  that  in  a 
comparatively  short  time  the  graphite  had  settled  out  of  the  oil, 
having  lost  its  defiocculated  condition  and  returned  to  its  original 
flocculated  state.  Consequently  it  was  not  in  condition  to  remain 
suspended  in  oil,  nor  indeed  was  it  possible  to  again  suspend  it 
in  water.  Notwithstanding  this  apparent  failure,  the  desired 
result  eventually  was  accomplished,  and  it  may  be  accepted  as 
fact  that  the  "Acheson  Effect"  permits  the  suspension  of  graphite 
in  water  or  oil  at  will,  there  to  remain  permanently  suspended. 


Patten    Motor    Lift. 


Considerable  time  and  money  can  often  be  saved  by  providing 
proper  menus  for  handling  heavy  weights  in  the  repair  pit.  Owing 
to   the  cramped    space   in   which   men   are   compelled   to  work   much 


The    Patten    Motor    Lift. 

time  is  lost  if  proper  facilities  for  handling  motors,  armatures,  etc., 
are  not  provided.  Realizing  the  convenience  and  the  demand  for 
an  efficient  motor  lift  which  can  easily  be  operated  by  hand,  Mr. 
Paul  B.  Patten,  TS  Lafayette  street,  Salem.  Mass.,  has  designed  and 
placed  upon  the  market  a  compact,  well-made  motor  lift. 

As  will  be  seen  by  examining  the  accompanying  illustration  the 
lift  comprises  a  solid  cast-iron  base,  mounted  on  wheels.  Supported 
upon  this  base  are  four  telescoping  legs,  which  act  as  guides  to  a 
platform.  ::  feet  r.u  inches  by  24  inches.  The  platform  is  moved 
up  and  down  by  a  2%-inch  square-threaded  steel  screw  of  Vi-inch 
pitch.  Tiie  nut.  which  is  circular  and  has  a  bevel  gear  cut  upon  it, 
is  turned  upon  seventy-two  ri-inch  steel  balls  by  a  hand  wheel 
and  gear.  The  gear  ratio  is  3%  to  1.  It  will  thus  be  seen  that  the 
heaviest  load  can  easily  be  handled  by  one  man  with  the  aid  of  this 
lift.  The  height  of  the  machine  when  closed  is  32>£  inches  and 
when  open  it  is  56  inches  high.  The  weight  of  the  complete  ma- 
chine is  about  1,000  pounds. 


Chicago:  160  Harrison  Street 


PUBLISHED  EVERY  SATURDAY  BY  THE  WILSON  COMPANY,  CHICAGO 

Entered  at  the  Postofflce,  Chicago,  III.,  as  Second-class  Matter. 

Subscription  in  advance,  including  special  daily  editions  published  from  time 

to  time  in  places  other  than  Chicago,  postage  free: 

United  states  or  Mexico.  $2: 

Canada,  i'3.50;  Postal  I'nion  Countries.  $5;  Single  Copy,  10  cents. 


New  York:  150  Nassau  Street 


Vol.  XVII,  No.  20 


CHICAGO,  MAY  18,  1907 


Whole  No.  212 


TABLE    OF    CONTENTS. 


Steam    Railways  and   Electric   Roads 637 

Individual    Transformer    Compartments    637 

The   Telephone   and    Train    Dispatching    637 

W len   Floor  in   the   'Wheel   Shop    638 

Wh.  re    the   Money   Goes    63S 

Experiments    Aid    Instruction    638 

Handling  Cars  in  the  Paint   Shop 638 

Permanent   Trolley  Poles    639 

Pooling  Motors  on  City   Systems 

Annual  Reports  of  Railways   640 

Traction  Mergers  and  Federal  Control    640 

New  Substation  of  the  Portland  Railway  Light  &  Power  Com- 
pany   (Illustrated)    641 

New   Camden   Shops  of  the  Public   Service   Corporation    (Illus- 
trated)      643 

A  New  Type  of  Tracklaying  Machine  (Illustrated) ■  ;  IS 

-Standard  M.  C.  B.  Couplers  for  Interurban  Cars 646 

Freight  Handling  at  Birmingham  (Illustrated) 648 

Rehabilitation  of  the  Brooklyn  Rapid  Transit  Company 650 

Book  Table    651 

Selecting  and  Locating  Trolley  Frogs  (Illustrated) 653 

The.  Cleveland    Situation    653 

The   Lafayette    &   Logansport   Railway 653 

Electrical  Equipment  of  the  Detroit  River  Tunnel 6",4 

Piping     and     Power     Staton     Systems — XL.      (Illustrated).     By 

W.   L.  Morris.   M,   E 655 


Recent    Electric    Railway    Legal    Decisions.     By    J.    L.    Rosen  - 

i  lerger,  LL.B 

Projected  Line  from  Milan  to  Genoa   

News  of  the  Week: 

— Central   Electric   Railway  Association    

— Henry   Clews  on   Municipal   Ownership 

— Purchase  of  Supplies  Authorized  in  Chicago 

— The  San  Francisco  Strike 

— Legislation   Affecting  Electric   Railways 

— Rapid   Transit   Affairs   in    New    York 

Construction  News 

— Franchises    

— Incorporations     

— Track  and  Roadway    

— Power  Houses  and  Substations   

Personal  Mention   

Financial  News   

.Manufactures  and  Supplies: 

— Rolling   Stock    '. 

— Shops  and  Buildings    

— Trade  Notes    

— Advertising  Literature   

Plastic  Rail  Bonds   (Illustrated)    

The  National  Trolley  Guard  (Illustrated) 

Portable  Air  Compressors  and  Their  Uses   (Illustrated) 

Useful  Tools  for  Overhead  Construction  (Illustrated) 


16 
656 

65S 
658 

658 
658 
658 
658 

659 
660 
660 
662 
662 
663 

664 

664 
665 
666 
666 


66s 


The  statement  which  was  made  public  on  May  9  by  E.  H. 
Harriman,  president  of  the  Southern  Pacific  Company,  shows 
that  of  the  floating  debt  of  that  corpora- 
Steam  tion,  for  which  provision  is  to  be  made 
Railways  and  through  the  issue  of  stock,  $16,234,336  was 
Electric  Roads.  incurred  in  the  purchase  of  electric  rail- 
ways, principally  around  Los  Angeles,  Cal., 
and  Salt  Lake  City,  Utah.  This  figure  illustrates  the  extent 
of  the  recent  investments  of  this  company  in  electric  railways. 
In  the  last  year  steam  railroad  companies  have  been  large 
purchasers  of  electric  roads,  both  urban  and  interurban,  and 
by  these  investments  have  acquired  valuable  feeders  and 
protected  their  own  properties.  That  these  investments  will 
increase  steadily  seems  to  be  an  undoubted  tendency  of  the 
times. 


There  are  many  good  reasons  for  housing  high-potential  trans- 
formers in  individual  compartments.     It  is  also  desirable  that 
provision  be  made  for  handling  them  easily 
Individual  when   repairs  are  necessary.     In  the  large 

Transformer  substation   of  the   Portland   Railway   Light 

Compartments.         &  Power  Company,  described  in  this  issue, 
the    transformers    are    single-phase    water- 
ed   units,    each   of   S50    kilowatts   capacity,    lowering    the 
potential  from  that  of  the  transmission  line,  33,000  volts,  to 
11,000  volts,  the  distribution  pressure  tor  this  and  other  sub- 

ons  la  the  city.  There  are  six  such  transformers,  eac 
placed  in  a  fireproof  room  having  no  connection  with  the 
main  part  of  the  station.  There  is  only  one  entrance  to  each 
.former  room  and  that  is  normally  closed  by  ;i  steel  door. 
I'nder  operating  conditions  the  units  are  positivelj  inde- 
pendent o)  each  other,  except  through  the  electrical  connec- 
tions, and  each  is  in  a  compartment  of  such  construction  Hun 
it  would  hardly  seem  possible  for  Are  in  ; 1 1 1 \-  electrical  disturb 
ance  in  one  compartment  to  be  transferred  to  its  neighbors 
To  facilitate  repairs  the  transformer  casi  lounted  on 

small  trucks  which   permit,  of  the   units   being  rolled  through 
doors  on  to  a  large  concrete  platform  built  at  the 


elevation  as  the  floors  in  the  transformer  compartments. 
This  type  of  construction  should  fully  meet  the  requirements, 
both  mechanical  and  electrical,  for  plants  operating  at  high 
potential  and   for  service  demanding  continuity  of  operation. 


The  Telephone 
and  Train 
Dispatching. 


The  subject  for  discussion  at  the  coming  meeting  of  the  Cen- 
tral Electric  Railway  Association  is  "Modern  Methods  of  Train 
Dispatching."  This  is  a  fertile  topic  and 
one  that  should  be  productive  of  interest- 
ing arguments.  While  the  conditions  on 
electric  railways  vary  so  greatly  that  it 
hardly  would  be  wise  to  adopt,  at  the  pres- 
ent time,  a  standard  method  for  dispatching  trains,  neverthe- 
less there  are  essential  requirements  for  a  good  train-dispatch 
ing  system  that  can  wisely  be  considered  for  general  adoption 
With  the  rapid  growth  of  interurban  lines  and  the  consequent 
shortening  of  the  headway,  it  becomes  more  and  more  desir- 
able to  use  a  dispatching  system  which  includes,  as  one  of  its 
essential  factors,  some  method  for  permanently  recording  all 
train  orders  delivered  to  crews.  Some  roads  have,  for  this 
and  commercial  reasons,  entered  into  contracts  with  telegraph 
companies,  employing  operators  as  station  agents  and  requir- 
ing them  to  handle  the  train  dispatching  by  telegraph.  It  will 
not  be  questioned  that  the  telegraphic  order  offers  a  high  de- 
gree of  accuracy;  but,  differing  from  the  conditions  on  steam 
roads,  electric  trains  run  on  such  short  headway  that  the 
element  of  the  delay  in  running  time  required  to  ask  for  and 
receive  orders  by  telegraph  would  seem  to  be  a  disadvanl 
that  should  be  considered.  Other  high-speed  lines  nave 
adopted  a  method  which  provides  the  security  of  the  telegraph 
and  yet  saves  a  considerable  amount  of  time  in  transmitting 
orders.  This  system  includes  a  copying  device  which  me- 
chanically deposits  in  a  locked  receptacle  an  exact  carbon 
copy  of  Ihe  order  which  is  issued  and  received.  There  also 
Is  the  commendable  feature  that  this  duplicate  cannot  in- 
seen  bj  the  crew.  This  system  also  assures  that,  there  shall 
available,  for  the  use  of  the  superintendent  alone,  carbon 
copies   of  every   order   issued    by   the   dispatcher   and    reci 


i;::s 


ELECTRIC   RAILWAY    REVIEW 


Vol.  XVII,  No.  20. 


by  the  crew,  together  with  the  proper  marks  to  identify  the 
man  who  transmitted  the  order  over  the  telephone.  The  tele- 
phone is  unquestionably  the  most  satisfactory  medium  now 
available  for  transmitting  train  orders,  but  its  use  requires 
more  thaa  ordinary  carefulness.  For  this  reason  all  efforts 
are  to  be  welcomed  that  tend  toward  the  elimination  of  mis- 
takes due  to  carelessness  in  giving  or  receiving  train  orders. 


Improved  operating  conditions  in  the  power  plant  have  be- 
come so   important  within   the   last   few   years   in   the  minds 

of  street  railway  managers  that  in  some 
Where  the  quarters  the  attention  given  to  this  topic 

Money  has    been    criticized    as    excessive.     Doubt- 

Goes,  less   it   is    true   that   on   many    roads   the 

actual  money  cost  of  delays  in  the  car 
service,  of  protracted  rolling  stock  repairs,  and  of  low  stand- 
ards of  efficiency  in  platform  work  have  not  been  prop- 
erly appreciated,  but  in  view  of  the  sums  expended 
on  modern  systems  simply  to  keep  the  cars  in  motion 
it  is  clear  that  the  power  question  was  never  a  more 
lively  issue  than  it  is  today.  During  the  last  year,  for  ex- 
ample, the  street  railways  of  Massachusetts  expended  nearly 
$20,000,000  in  operating  expenses.  Of  this  the  cost  of  rolling 
stock  repairs  aggregated  $2,300,000;  transportation  wages 
came  to  $7,500,000,  and  the  cost  of  power  was  $3,000,000.  The 
magnitude  of  these  figures  proves  their  importance.  Taken 
with  repairs  to  roadbed  and  track,  $1,750,000,  and  damages  for 
injuries,  $1,400,000,  these  five  items  comprise  about  75  per 
cent  of  the  cost  of  operation,  and  to  decry  the  need  of  saving 
every  possible  dollar  in  each  item  is  to  talk  without  wisdom. 


Although  experience  has  demonstrated  the  practicability  of 
using  concrete  for  shop  floors,  there  appears  to  be  a  doubt  as 

to  the  advisability  of  using  this  material  in 
Wooden  Floor  the  wheel  room,  where  the  wheel  presses, 

in  the  boring  mill  and  wheel  lathes  are  installed. 

Wheel  Shop.  The  handling  of  wheels  over  the  concrete 

floor  soon  chips  the  surface  of  the  con- 
crete, with  the  result  that  the  floor  not  only  becomes  uneven 
and  thus  unsatisfactory  for  handling  the  work,  but  presents 
a  very  bad  appearance.  The  question  of  the  thickness  of  the 
concrete  or  of  reinforcement  does  not  enter  into  the  problem 
or  present  any  means  of  overcoming  the  difficulty.  In  the 
case  of  the  new  Camden  shops  of  the  Public  Service  Corpora- 
tion it  has  been  decided  to  use  creosoted  wood  blocks  placed 
on  a  concrete  bed  and  the  experience  of  this  company  at  its 
main  plant,  the  new  Plank  Road  shops,  has  been  such  that 
it  has  even  been  decided  to  replace  the  concrete  floor  of  the 
wheel  room  there  with  the  creosote  blocks.  The  cost  of 
blocks  on  a  concrete  bed  is  about  45  cents  a  square  foot,  as 
compared  with  about  15  cents  a  foot  for  plain  concrete,  but 
the .  space  to  be  paved  in  any  wheel  room  is  so  small  in 
comparison  with  the  general  floor  area  that  the  question  of 
cost  does  not  present  itself  for  serious  consideration. 


Many  technical  students  receive  their  first  experience  in 
handling    tools    and   machinery   in     the   engineering    college 

laboratories.  It  is  thought  that  one  of  the 
Experiments  most  important  factors  in  the  education  of 

Aid  an   engineer  is   practical   experience   with 

Instruction.  the  handling  of  apparatus   similar  to  that 

which  he  will  be  called  upon  to  take  in 
charge  after  his  graduation.  Believing  this,  strong  efforts 
are  now  being  made  by  the  faculties  of  our  prominent  engi- 
neering schools  to  enlarge  the  capacities  of  their  mechanical 
departments  so  that  students  may  become  better  acquainted 
with  the  handling  of  machinery  and  the  details  of  its  manu- 
facture. An  experiment  which  was  performed  in  the  labora- 
tory of  the  University  of  Illinois  on  a  recent  visit  of  the 
Western  Society  of  Engineers  serves  to  illustrate  the  method 
pursued  by  the  technical  instructors  with  a  view  to  familiariz- 
ing young  engineers  with  operating  machinery.  This  experi- 
ment was  performed  to  show  a  method  of  synchronizing  two 


alternators  without  regard  to  their  phase  relation.  It  is  ac- 
complished by  inserting  in  the  circuit  of  the  incoming  machine 
a  coil  of  wire  without  an  iron  core.  The  coil  used  experi- 
mentally in  synchronizing  a  45-kilowatt  2-phase  generator 
with  a  125-kilowatt  unit,  consisted  of  30  pounds  of  No.  8  wire 
wound  on  a  cylinder  two  feet  in  diameter.  The  cost  of  such 
a  coil  is  Pbout  $12,  or,  roughly,  1  per  cent  of  the  cost  of  the 
machine  to  be  synchronized.  The  effect  of  the  coil  is  like 
that  of  a  spring,  preventing  any  serious  jar.  It  is  connected 
in  but  one  phase  and  is  cut  out  of  circuit  when  both  phases 
are  thrown  together.  The  machines  may  be  synchronized 
without  waiting  for  them  to  be  adjusted  in  step,  and  it  is 
stated  that  the  results  are  no  more  severe  than  with  the  best 
possible  manipulation  without  the  coil.  While  such  experi- 
ments as  these  may  or  may  not  have  an  actual  commercial 
value  thev  do,  however,  afford  a  means  for  training  a  student 
so  that  he  becomes  well  acquainted  with  the  design,  use  and 
possibilities  of  machinery,  and  therefore  can  make  better  use 
of  the  excellent  store  of  fundamental  knowledge  given  him 
by  his  alma  mater. 


HANDLING   CARS   IN   THE   PAINT   SHOP. 


Improved  methods  of  handling  cars  in  the  paint  shop  are 
desirable  on  many  electric  roads.  The  use  of  stub  tracks 
in  shops  is  largely  responsible  for  the  lack  of  flexibility  in 
car  movement  within  doors  which  at  present  hampers  repair 
and  storage  work  in  so  many  instances.  Local  conditions 
often  impose  the  necessity  of  a  track  layout  which  is  far 
from  satisfactory,  but  when  a  shop  is  built  on  cheap  land 
unrestricted  by  adjoining  buildings  or  streets,  it  is  a  mistake 
not  to  consider  the  possibilities  in  the  way  of  through  tracks 
and  cross-overs,  a  transfer  table,  traveling  crane  or  even  a 
roundhouse  design.  The  new  shops  of  the  Elgin  &  Belvidere 
Electric  Railway  at  Marengo,  111.,  which  were  described  in 
an  article  in  the  Electric  Railway  Review  of  March  9, 
1907,  illustrate  in  an  interesting  way  the  flexibility  of  a 
through  track  arrangement  in  the  repair  and  storage 
sections;  not  only  can  cars  be  moved  in  and  out  of 
the  building  with  a  minimum  of  obstruction  to  one 
another,  but  the  enlargement  of  the  shops  in  the  future  can 
be  effected  along  symmetrical  lines,  which  will  permit  the 
present  ease  of  transfer  to  be  enjoyed  on  a  larger  scale.  The 
value  of  cross-overs  in  the  paint  shop  was  thoroughly  appre- 
ciated in  the  construction  of  the  new  repair  plant  of  the 
Union  Street  Railway  Company  of  New  Bedford,  Mass. 

A  plain  stub  track  layout  in  the  paint  shop  opens  the 
door  to  no  little  confusion  and  extra  expense  in  handling 
the  cars  if  the  road  is  not  large  enough  to  be  relatively 
independent  in  the  time  required  for  repairs.  In  the  work 
of  painting,  the  first  car  entering  any  one  of  the  tracks  would 
be  the  first  one  to  leave  the  shop  ready  for  service;  and,  in 
order  to  accomplish  this,  the  cars  in  front  of  it,  in  case  the 
track  is  fully  occupied,  would  have  to  be  moved  out  into  the 
yard  and  hauled  out  of  the  way.  Otherwise  the  first  car  in 
must  be  held  idle  after  it  is  ready  for  service,  causing  a  loss 
in  earnings,  which  is  liable  to  amount  to  a  good  many  hundred 
dollars  a  year. 

It  often  happens  that  one  or  more  cars  will  be  wet  with 
varnish  or  paint  at  the  time,  and  will  be  in  no  condition  to 
be  hauled  into  the  dust  and  blowing  dirt  of  the  yard  or  street. 
In  case  the  paint  shop  doors  lead  directly  into  the  open,  the 
cars  which  are  being  painted  on  parallel  tracks  are  liable  to 
be  exposed  to  dusty  drafts  every  time  a  car  is  moved,  and 
actual  instances  have  occurred  where  the  wet  varnish  was 
ruined  by  these  conditions.  Additional  time  and  expense  are 
also  entailed  when  car  bodies  are  jacked  up  without  trucks 
if  these  have  to  be  moved  out  of  the  way  before  work  upon 
them  is  completed. 

Liberal  shop  areas  with  cross-overs  will  be  found  very 
helpful  in  reducing  the  amount  of  idle  movement.  The  provi- 
sion  of  through   tracks   and   doors   at  each   end  of  the   shop 


May  18.  1907. 


ELECTRIC    RAILWAY    REVIEW 


639 


enables  the  work  to  be  passed  through  progressively,  and  the 
cost  of  the  necessary  extra  special  track  work  is  a  small 
matter  in  relation  to  the  convenience  afforded.  At  the 
Marengo  shops  the  first  car  in  becomes  the  first  car  out. 
The  shop  in  such  a  case  is  a  way  station  instead  of  a  terminal. 
On  account  of  the  relatively  infrequent  movements  of  cars 
in  paint  shops  it  seldom  pays  to  install  elaborate  hoisting 
facilities.  When  the  land  is  limited  in  area  by  surrounding 
buildings  the  roundhouse  scheme  of  tracks  can  sometimes  be 
used  effectively.  The  transfer  table  also  has  its  place  in  large 
shops,  but  in  general  the  use  of  either  cross-overs  or  through 
tracks  is  the  least  expensive  method,  all  points  considered,  of 
facilitating  the  movement  of  rolling  stock  in  the  paint  shop. 
Incidentally  the  location  of  this  department  with  reference  to 
the  carpenter  and  machine  shops  is  worth  studying  carefully. 
The  woodworking  and  painting  departments  are  in  such  close 
relation  that  their  separation  is  a  great  disadvantage  because 
of  time  and  labor  lost. 


stated  that  the  cost  of  the  concrete  poles  is  not  excessive, 
and,  if  actual  service  shows  that  they  are  not  mechanically 
weak,  the  total  cost  when  considered  for  a  number  of  years 
should  demonstrate  their  economy. 


PERMANENT    TROLLEY    POLES. 


The  increasing  scarcity  of  timber  and  the  necessity  for 
nvquent  replacement  of  wooden  poles  have  encouraged  ex- 
perimental work  on  the  construction  of  poles  of  a  perma- 
nent character.  A  type  of  reinforced  concrete  pole  which 
promises  long  life  is  used  for  supporting  the  overhead  con- 
struction along  one  mile  of  track  of  the  Lafayette  & 
Logansport  Traction  Company.  The  constructional  details 
of  these  concrete  poles  were  illustrated  and  described 
by  R.  M.  Feustel,  assistant  engineer  of  the  Ft.  Wayne  & 
Wabash  Valley  Traction  Company,  in  the  Electric  Railway 
Review  of  May  4,  1907,  page  589.  The  new  poles  are  32 
and  42  feet  long,  each  length  being  set  8  feet  in  the  ground. 
The  shorter  pole  is  10  inches  square  in  section  at  a  point 
8  feet  from  the  bottom,  and  tapers  to  a  section  at  the  top  6 
inches  square.  It  is  reinforced  by  eight  %-inch  twisted 
square  bars,  32  feet  long,  placed  close  to  the  surface.  The 
42-foot  pole  is  12  inches  square  in  section  at  a  point  8  feet 
from  the  base  and  is  reinforced  with  %-inch  bars.  The 
shorter  poles  carry  the  trolley  bracket  and  a  single  cross- 
arm  for  supporting  telephone  and  direct-current  feed  wires. 
The  42-foot  poles  are  similarly  fitted  and  in  addition  carry 
a  7-foot  cross-arm  and  the  pole-top  pin,  thus  affording  sup- 
ports for  the  three  wires  of  a  high-tension  line.  Wrought- 
iron  steps  are  embedded  in  the  longer  poles  at  a  height 
affording  a  lineman  a  convenient  footing  when  it  is  necessary 
tor  him  to  work  on  the  high-tension  wires  at  the  top  of  the 
pole.  The  concrete  mixture  used  comprised  one  part  cement, 
three  parts  sand  and  three  parts  gravel  or  fine  crushed  stone. 
The  materials  were  mixed  wet.  All  poles  have  a  facing  of 
one  part  cement  to  three  parts  sand.  The  approximate 
weight  of  the  32-foot  pole,  which  has  a  volume  of  22.5  cubic 
feet  and  contains  122  pounds  of  steel,  is  3,286  pounds.  The 
42-foot  pole  has  a  volume  of  29  cubic  feet  and  contains  242 
pounds  of  reinforcing  steel  and  21  pounds  of  wrought  iron  in 
the  steps,  giving  a  total  weight  of  4,323  pounds.     The  design 

tie  longer  pole  is  considered  sufficiently  safe  to  support 
th»-  high-tension  wires  in  spans  of  200  feet.  For  this  reason 
an  economy  in  first  cost  was  obtained  by  alternating  a  short 
and  a  long  pole  with  a  spacing  between  adjacent  poles  of 
100  feet.  Thus  the  trolley  wire  is  supported,  as  usual,  on 
Hi  xible  brackets  100  feet  apart,  and  the  high-tension  wires 
hang  in  spans  of  200  feet. 

Experimenting  with  a  more  permanent  type  of  pole  prob- 
ably is  brought  about  not  so  much  by  the  growing  scarcity 
of  wooden  poles  as  the  desire  to  obtain  a  type  of  overhead 
tare  which  will  require  less  expense  for  maintenance  In 
good  operating  condition.  With  untreated  or  even  treated 
wooden  poles  replacement  becomes  necessary  after  a  very 
few  years  of  service;  and,  other  than  the  cost  for  new  poles, 
these  replacements  result  In  delays  to  traffic,  which  undoubt- 
edly  appear   in    the   net    financial   results  of  operation.     It    is 


POOLING   MOTORS    ON   CITY    SYSTEMS. 


The  practice  of  pooling  locomotives  on  steam  railroads 
has  shown  such  satisfactory  results  under  modern  specialized 
operating  organizations  that  it  is  important  for  electric  rail- 
ways operating  a  large  number  of  cars  in  city  service  to 
consider  how  far  it  may  be  profitable  to  pursue  the  same 
policy  in  the  use  of  motors.  Closely  allied  with  this  problem 
is  that  of  interchanging  cars  for  service  on  different  divisions, 
but  here  the  practice  of  companies  with  regard  to  painting 
rolling  stock  settles  the  question  without  much  delay.  If  all 
the  cars  of  a  system  are  painted  the  same  color,  with  de- 
tachable signs,  there  need  be  little  difficulty  in  satisfactorily 
pooling  them,  provided  the  attempt  is  not  made  to  force 
small  single-truck  cars  to  do  the  work  of  large  ones,  and  vice 
versa.  When  the  policy  of  the  management  and  the  demands 
of  the  public  require  the  use  of  separate  colors  as  an  aid  to 
route  classification,  the  question  of  pooling  at  large  drops  out 
of  sight  in  the  cost  of  repainting,  including,  of  course,  time 
lost  in  earning  nothing  while  each  car  is  in  the  shops. 

On  roads  operating  but  a  few  cars  each  it  is  a  simple 
matter  to  interchange  motors  or  to  draw  upon  reserves  as 
the  occasion  dictates.  Many  small  roads  are  today  using 
several  types  and  makes  of  motors,  but  there  is  little  real 
necessity  for  the  use  of  more  than  two  sizes.  It  is  safe  to 
say  that  in  the  majority  of  cases  a  single  type  of  motor 
can  be  found  which,  will  be  capable  of  handling  all  the  busi- 
ness on  a  small  road,  and  if  4-motor  equipments  of  this  type 
are  used  on  double-truck  cars  for  the  faster  and  heavier  runs, 
the  results  ought  to  be  thoroughly  satisfactory  on  the  score 
of  flexibility,  economy  of  operation  and  reduced  investment 
in  spare  parts. 

As  the  size  of  the  system  increases,  however,  the  require- 
ments of  motive  power  become  more  complex.  In  proportion 
to  the  track  mileage,  the  street  railways  operate  many  more 
routes  than  is  the  case  in  steam  railroad  practice,  and  only 
in  cities  exceptionally  favored  geographically  are  these  routes 
to  any  great  extent  alike  in  physical  characteristics.  The 
traffic  conditions  vary  on  almost  all  routes,  and  with  these 
the  number  and  duration  of  stops,  which  are  such  vital 
factors  in  motor  performance.  Different  sizes  of  motors  be- 
come necessary  for  different  classes  of  service,  the  smaller 
motors  going  to  the  easier  runs  with  the  smaller  cars. 

In  such  systems  it  is  possible  to  set  aside  a  certain  number 
of  motors  for  use  in  each  division,  holding  a  few  in  reserve 
at  each  car  house  where  a  division  superintendent  has  head- 
quarters. Special  hoisting  facilities  are  then  required  in  order 
to  rapidly  substitute  for  a  burned  out  motor  one  in  good  condi- 
tion; storage  space  must  be  charged  off;  one  or  more  me- 
chanics maintained  at  the  car  house,  and  probably  several 
thousands  of  dollars'  worth  of  motors  held  against  time  of 
need.  It  may  often  pay  to  do  this,  especially  in  car  houses 
located  far  from  the  shops,  but  the  full  advantages  of  pooling 
all  the  motors  at  a  common  center  and  drawing  upon  that 
stock  as  occasion  arises  ought  to  be  realized  before  the  other 
policy  is  settled  upon.  The  whole  problem  is  rather  one  of 
fitting  motors  to  given  routes  rather  than  of  assorting  them 
by  divisions,  on  most  large  systems.  It  is  usually  the  case 
that  a  car  traverses  several  divisions  in  part  as  it  covers 
its  route,  and  it  is  as  probable  that  a  breakdown  will  occur 
near  a  centralized  shop  as  in  close  proximity  to  the  division 
car  house  where  the  car  is  stored  in  times  of  light  traffic. 
Motors  cannot  be  transferred  from  route  to  route  in  a  large 
city  without  discrimination,  and  the  maintenance  of  the 
reserves  at  the  central  shops  insures  a  minimum  extra  invest- 
ment. When  a  division  includes  several  complete  routes  of 
distinguished  physical  and  traffic  characteristics  in  compari- 


040 


ELECTRIC    RAILWAY    REVIEW 


Vol.  xvn,  No.  20. 


son  with  the  balance  of  the  system  it  may  well  pay  to  hold 
a  few  motors  in  reserve  at  the  central  car  house  of  that 
division,  but  in  general  the  pooling  of  motors  at  a  central 
shop  with  special  regard  to  routes  and  service  is  the  better 
plan.  Motors  can  be  ordered  as  needed,  by  telephone,  in- 
stalled at  the  division  car  house,  or,  if  the  management  prefers, 
the  car  can  be  run  to  the  central  shops  for  the  change-over. 
Local  conditions  will  determine  the  best  place  for  changing 
motors,  but  most  car  house  foremen  should  be  capable  of 
overseeing  such  work.  Free  interchange  of  motors,  trucks 
and  cars  is  desirable  on  similar  route  conditions,  but  it  is 
certain  to  lead  to  inefficient  operating  results  if  practiced  on 
a  large  system  in  the  way  which  is  usually  feasible  on  a 
small  one. 


ANNUAL  REPORTS  OF  RAILWAYS. 

Ohio  River  Electric  Railway  &  Power  Company. 
In  the  annual  report  for  1906  of  Percy  M.  Chandler, 
president  of  the  Ohio  River  Electric  Railway  &  Power  Com- 
pany. Pomeroy,  O.,  many  details  of  the  operation  of  the  prop- 
erty are  discussed.  The  results  for  the  year,  with  compari- 
sons, were  as  follows: 

1906.  1905.  1904. 

Gross  earnings    $68,981.10         $53,196.61         $45,591.67 

Operating   expenses    36.224.77  30,125.57  29,362.10 

Net    earnings     $22,756.33         $23,071.04         $17,229.57 

Fixed    charges   and    taxes 17,808.97  17,790.18  16,377.43 

Net  income   $4,947.36  $5,280.86  $      852.14 

Operating    expenses — percentage 

of  gross  earnings  61.4  56.6  64.4 

Motor    car-miles    290,557  285,633  277.743 

Freight    car-miles    12,702  12,956  9,447 

An  abstract  of  the  statement  of  John  Blair  MacAfee, 
the  vice-president  and  general  manager,  contained  in  the 
report,  follows: 

The  company  continues  to  have  more  coal  freights  offered 
than  can  be  accommodated  by  reason  of  the  impossibility 
of  obtaining  sufficient  car  equipment  from  the  Hocking  Valley 
Railway. 

Owing  to  the  increased  cost  of  operation,  cost  per  car- 
mile  has  increased  as  well  as  the  operating  ratio.  Your  com- 
pany's track  and  roadway  has  reached  an  age  at  which  con- 
siderable renewal  is  required. 

During  the  year  1905  the  sum  charged  to  this  Item  was $1,481.43 

Whereas  during  the  year  just  past  there  has  been  charged..  4,584.07 

Being  an   increase  of    .( $3,102.64 

In  the  item  of  maintenance  of  equipment  an  increase  is 
shown  of  $1,100.96.  Under  the  headings  of  operation  of  power 
plant,  operation  of  cars  and  general  expenses,  a  total  increase 
Is  shown  of  $1,895.60. 

During  the  past  year  we  have  abandoned  the  contract  for 
carrying  United  States  mail.  An  arbitrary  ruling  of  the  gov- 
ernment imposed  conditions  which  made  the  contract  un- 
profitable. The  government  paid  us  $200  per  year  for  seven 
deliveries  per  day.  Under  a  new  arrangement,  recently  made 
hy  the  government  with  an  individual  carrier,  certain  of 
these  deliveries  have  been  abandoned  and  the  department 
pays  $240  per  year  to  the  individual. 

We  are  still  able  to  report  no  unsettled  accident  claims 
against  your  company.  The  total  amount  of  damages  paid 
on  account  of  accidents  for  the  past  year  was  $139.05. 

Certain  paving  has  been  done  in  the  different  towns  along 
the  line  of  your  road  during  the  year  1906.  The  total  charge 
against  your  company  incident  to  this  paving  is  $3,852.82.  By 
arrangement,  however,  with  the  civic  authorities,  your  com- 
pany will  pay  for  that  paving  in  the  following  manner: 
There  will  be  paid  $994.25  during  the  year  1907,  and  the 
balance  will  be  liquidated  by  semi-annual  payments,  the  final 
payment  being  due  on  June  20,  1916. 

During  the  year  two  new  Brill  semi-convertible  cars  have 
been  purchased  and  delivered  to  the  company.  These  cars 
are  equipped  with  General  Electric  motors  and  air  brakes, 
the  total  cost  of  the  cars  being  $8,818.95.  Of  this  sum  there 
has  been  paid  $4,974.51.  The  balance  is  being  liquidated  m 
deferred  payments. 

I.  L.  Oppenheimer,  the  superintendent,  furnishes  further 
details  in  the  report.  Of  the  gross  receipts  $46,516  was  re- 
ceived from  passenger  business,  while  freight  receipts  were 
$6,012.57.  divided  as  follows:  Sale  of  parcel  tags,  $1,202.95; 
delivery   local  freight  Hocking  Valley  Railway,   $463.92;    car- 


load freight  to  and  from  Hocking  Valley  Railway,  $4,345.70. 
An   abstract  of  Mr.   Oppenheimer's   statement  follows: 

In  my  last  year's  report  I  ventured  the  statement  that 
this  year  would  be  the  largest  the  company  ever  had.  While 
the  increase  has  been  substantial  it  would  have  been  still 
larger  except  for  a  diphtheria  epidemic,  which  caused  the 
closing  of  schools,  churches  and  all  places  of  public  gather- 
ing in  Pomeroy  and  Middleport.  During  September,  when 
we  expected  to  reap  unusually  large  returns  by  reason  of  a 
varied  number  of  amusements  planned,  the  epidemic  was  at 
its  worst,  a  portion  of  the  amusements  were  suppressed,  and 
those  that  were  allowed  to  take  place  were  failures,  causing 
a  loss  in  our  passenger  receipts  of  fully  $1,000.  In  the  freight 
department  we  have  suffered  a  loss  in  the  carload  business 
by  reason  of  the  car  famine,  which  was  considerably  worse 
this  year  than  last.  With  ample  car  supply  this  business 
should  have  shown  a  splendid  gain,  as  our  local  way  freight 
and  parcel  tag  receipts  will  partially  testify  by  showing  a 
gain  of  24.7  per  cent.  With  the  increase  of  our  receipts  has 
come  an  unusually  heavy  operating  expense  and  maintenance 
cost,  due  to  the  increased  price  of  all  the  materials  and  the 
heavy  repairs  necessary  to  the  roadbed,  which,  I  regret  to 
say,  is  not  in  as  good  condition  as  I  would  like  to  report,  and 
considerable  money  will  have  to  be  spent  in  maintaining  this 
part  of  the  property,  and  if  the  cost  is  within  reason  a  better 
ballast  should  be  used  than  has  been  employed  heretofore. 
Four  thousand  three  hundred  and  eighty-eight  new  ties  were 
used,  being  2,600  less  than  my  recommendation  of  last  year. 
The  rapid  advance  in  the  price  of  ties  has  made  this  work 
expensive. 

The  overhead  line  is  in  good  condition,  and  has  involved 
no  expensive  maintenance  cost;  78  pole  renewals  were  made, 
all  of  first-class  Michigan  white  cedar. 

Rolling  stock  is  all  in  the  best  condition.  The  cars  have 
been  kept  well  painted,  seven  repainted  and  two  retouched 
in  the  past  year;  their  electrical  equipment  has  been  care- 
fully and  well  maintained,  and  with  the  acquisition  of  the  two 
splendid  new  cars  we  are  well  prepared  to  meet  all  traffic 
requirements. 


TRACTION    MERGERS    AND    FEDERAL   CONTROL. 


Fourteen  of  the  larger  cities  of  Indiana  connected  by 
interurba  l  traction  lines  are  involved  in  an  extensive  merger 
project.  The  controlling  interests  have  been  concentrated  in 
the  hands  of  five  syndicates  which  own  all  but  two  interurban 
lines  of  the  state.  Their  holdings  are  such  as  to  admit  of 
almost    immediate    consolidation. 

The  completion  of  the  merger  thus  proposed  would  con- 
nect the  extreme  southern  towns  of  Indiana  with  those  on 
Lake  Michigan  in  Indiana  and  Illinois,  and  also  with  some 
of  the  towns  of  Ohio.  Holders  of  interurban  lines  in  Ohio 
seem  to  be  working  with  those  in  Indiana,  so  that  consolida- 
tion in  the  eastward  direction  is  likely.  It  is  also  not  im- 
probable that  developments  in  the  direction  of  St.  Louis  may 
soon  be  made.  In  fact,  the  whole  territory  north  of  the  Ohio, 
east  of  the  Mississippi  and  south  of  the  lakes,  seems  to  be 
destined  sooner  or  later,  from  present  indications,  to  pass 
under  one  gigantic  system  of  traction  control. 

Traction  unification  in  the  central  states  has  already 
passed  far  beyond  state  limits,  and  must  in  due  time  receive 
attention  as  interstate  commerce.  The  federal  commission 
has  in  a  few  cases  reminded  western  traction  companies  that 
they  are  subject  to  its  jurisdiction.  Within  the  scope  of  this 
territory  there  are  probably  70,000  miles  of  steam  railways. 
The  adjustment  of  traction  with  steam  business  is  a  widening 
problem.  As  traction  business  develops  it  must  add  enor- 
mously to  the  amount  of  work  which  will  fall  to  the  federal 
commission  to  take  care  of.  and  must  render  the  rate  problem 
still  more  complex. 

The  first  decision  of  the  interstate  commerce  commission 
on  express  company  rates  has  just  been  handed  down,  requir- 
ing a  considerable  reduction  in  charges  on  powers  to  New 
York  City.  This  opens  still  another  field  of  rate  regulation 
over  which  federal  control  has  hitherto  had  no  authority. — 
Wall  Street  Journal. 


It  is  estimated  that  about  200,000  people  visited  Coney 
Island  last  Sunday,  May  12,  most  of  them  traveling  over  the 
lines  of  the  Brooklyn  Rapid  Transit  Company.  Luna  Park 
opened  Saturday  night  and  Dreamland,  the  other  big  park, 
was  expected  to  be  opened  the  latter  part  of  this  week. 


May  18,  1907. 


ELECTRIC    RAILWAY    REVIEW 


041 


NEW  SUBSTATION  OF  THE  PORTLAND  RAILWAY  LIGHT 
&    POWER    COMPANY. 

The  lower  supply  for  the  Portland  Railway  Light  & 
Power  Company  of  Portland,  Ore.,  is  obtained  from  three 
steam-driyen  plants  and  three  water  power  plants.  The  most 
recently  built  hydro-electric  plant,  known  as  the  Cazadero 
station,  was  described  and  illustrated  in  the  Electric  Railway 
Review  of  May  11,  page  60S.  This  station  is  about  40  miles 
from  the  city  of  Portland.  The  power  is  transmitted  over 
two  33,000-volt  transmission  lines,  which  have  as  their  ter- 
minus the  large  modern  substation  described  in  this  article. 
The  machine  equipment  of  this  station  includes  two  1,000- 
kilowatt  railway  rotary  converters,  one  1,000-kilowatt  phase- 
changing  set.  and  eleven  44-kilowatt  magnetic  arc  rectifier 
sets,  together  with  transformers  and  auxiliary  apparatus  of 
the  most  recent  design. 

Building. 

The  substation  building  of  brick  with  stone  trimmings  is 
located  near  the  load-center  of  the  city  and  forms  a  structure 
of  pleasing  design.  The  floor  area  of  the  building  is  41  by 
136  feet  in  dimensions.  All  the  foundations,  floors  and  in- 
terior divisions  are  of  concrete.  The  roof  is  supported  In- 
structural  steel  girders  and  interior  pilasters  support  runways 
for  a  20-ton  Pawling  &  Harnischfeger  motor-operated  crane. 
Accompanying  engravings  illustrate  the  interior  arrangement 
of  the  building  and  disposition  oi  the  apparatus.  It  will  be 
noted  that  at  the  end  of  the  machine  room  is  an  independent 
portion  of  the  building  16  feet  wide.     This  part  of  the  struc- 


in  the  concrete  of  a  series  of  barriers  which  separate  the 
phases  of  each  of  the  two  lines.  Mounted  on  line  insulators, 
supported  on  the  wall  directly  below  the  high-tension  en- 
trances,  are   two   hand-operated   disconnecting   switches   with 


3 

; 

<J 

- 

J      j 

Portland      Railway — Substation.      Showing      Outside      Entrance      to 
Transformer    Compartment. 

their  upper  terminals  connecting  in  common  with  the  incom- 
ing wire.  One  of  these  switches  connects  through  a  kicking 
coil  with  the  bank  of  lightning  arresters,  which  is  supported 


Portland     Railway — Interior     of     New     Substation,     Showing     1,000-Kilowatt    Rotaries    and    Phase-Changing    Set. 


ture  is  three  stories  high  and  houses  the  high-tension   trans- 
formers and  all  33,000-volt  switches  and   buses. 

High-Tension  Tower. 

The  two  Incoming  33,000-voll   3-phase  transmission   lines 
enter  the  third  Btorj  ol  the  wlr<    tower  through  24-inch  vitri- 
fied  tiles.     The  bare   wire  of  each    phase  takes   I  lie   following 
e   through    the   lower   to   the   main    bus:      The   Incoming 
wire  is  dead-ende.1  nn  a  line  Insulator,  whose  pin  Is  embedded 


directly  below  il  and  in  the  second  story  of  the  tower.  The 
lead  Iron'  the  other  switch  passes  through  and  under  the  floor 
ol  the  third  story  to  connect  with  a  current  transformer  sup- 
ported in  a  saddle  below  this  floor.  From  the  transformer 
the  line  passes  to  the  terminal  of  a  type  F  60,000-volt  remote- 
control  oil  switch  of  General  Electric  manufacture.  From  the 
opposite  t(  rniinal  of  lliis  switch  which  stands  over  a  hole  in 

the  third  I '.  the  33,000-voll  cm-rent   is  taken  through  a  dis- 

connecting  switch  to  connect   with  tour  33,000-volt  bus  wires 


642 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  No.  20. 


mounted  horizontally  in  concrete  septums  opposite  the  second 
story  of  the  wire  tower.     The  lower  hus  is  neutral. 

The  common  bus  wires  afford  a  means  for  interconnecting 
in  various  ways  the  incoming  transmission  lines  with  the  trans- 
former equipment.     The  leads   from   the  buses  to  the  trans- 


the  center  and  leads  are  taken  from  both  ends  and  carried 
through  the  basement  of  the  substation  to  feed  the  phase 
changing  set  and  the  rotary  converters. 

The  11,000-volt   distribution  buses  are  supported  on  line 
insulators  in  concrete  septums  and  the  circuit   is  so  looped 


Portland     Railway — General 


formers  are  also  bare  wire,  mounted  on  line  insulators  and 
protected  by  concrete  barriers.  From  each  phase  in  the  bus 
compartments  connections  are  made  through  hand-operated 
disconnecting  switches  with  S50-kilowatt  single-phase  trans- 
formers, which  lower  the  potential  from  33,000  volts  to  11,000 
volts. 

Transformer   Arrangements. 

By  reference  to  the  sectional  views  of  the  wire  tower  the 
special  arrangement  of  the  transformers  may  be  noted.     Each 


with  disconnecting  switches  that  either  half  may  be  dead 
and  the  transformers  and  phase-changing  set  still  have  their 
current  supply  uninterrupted.     As  the  switchboards  stand  on 


fikjr Floor  Rjin 

Portland     Railway — Sections    and     Plans    of    High-Tension    Tower,  Showing   Transformer   Sections  and   Connections. 


transformer  unit  is  housed  in  a  brick  and  concrete  com- 
partment which  can  only  be  entered  through  steel  fire  doors 
opening  on  to  a  concrete  platform  at  the  rear  of  the  substa- 
tion, as  shown  in  the  exterior  view  of  the  building.  The  six 
step-down  transformers  are  of  the  oil-insulated  water-cooled 
type,  mounted  on  trucks  so  that  they  may  easily  be  drawn 
on  to  the  platform  outside  the  building  for  repairs. 

From  the  secondary  side  of  the  step-down  transformers 
current  is  taken  by  wires  leading  through  a  partition  wall 
and  connecting  through  knife  switches  with  an  11,000-volt, 
3-phase  set  of  buses  extending  parallel  with  the  row  of  trans- 
formers.    These   buses   are   provided   with   knife   switches   at 


the  machine  floor  directly  above  the  bus  lines  the  wiring 
connections  are  comparatively  simple  for  such  a  large  sta- 
tion. 

Switchboard   and    Machines. 

The  switch  equipment  includes  seven  Form  H  300-ampere 
General  Electric  switches,  six  of  which  control  the  input  to 
six  air-cooled  step-down  transformers  of  367  kilowatts 
capacity  each.  These  transformers  lower  the  potential  from 
1,000  volts  to  430  volts  for  the  operation  of  two 
1,000-kilowatt  capacity.  33-cycle.  600-volt  General  Elec- 
tric   rotary    converters.     The    rotaries   have    starting    motors 


May  18.  1907. 


ELECTRIC    RAILWAY    REVIEW 


643 


mounted  on  the  common  shaft.  Current  for  starting  is  fur- 
nished by  a  starting  set  comprising  a  125-volt,  640-ampere 
generator,  driven  by  a  100-horsepower,  220-volt,  33-cycle  in- 
duction motor. 

Through    the   seventh   of   the   oil   switches,   earlier   men- 


Portland    Railway — Cross   Section   of   Machine   Room   and    Basement. 


I 


Portland    Railway- 


-Transformer   Compartment   with    Entrance   from 
Outside    of    Building. 


tioned,  11,000-volt  current  is  fed  direct  to  a  1,400-horsepower 
synchronous  motor,  driving  a  2,300-volt,  60-cycle  generator, 
these  two  units  forming  the  phase-changing  set. 


There  are  five  switchboards  for  controlling  the  various 
classes  of  apparatus,  including  the  lighting  transformers  and 
mercury  arc  rectifiers.  This  well-designed  substation  is  of 
ample  dimensions  to  accommodate  three  additional  phase- 
changing  sets  and  one  additional  rotary  converter  of  the 
capacities  now  used. 


NEW    CAMDEN    SHOPS    OF    THE    PUBLIC    SERVICE    COR- 
PORATION. 


A  new  shop  plant  for  the  South  Jersey  division  of  the 
Public  Service  Corporation  is  now  under  construction  at 
Camden,  X.  J.  The  shop  site  is  at  the  corner  of  Border 
street  and  Xewton  avenue,  and  is  of  the  shape  indicated  in 
the  accompanying  engraving  showing  the  layout  of  the  build- 
ings.    The  main  building,  which  is  now  completed,  so  far  as 


Camden    Shops.    Public 


Service    Corporation- 
and    Tracks. 


■Layout    of    Buildings 


the  external  structure  is  concerned,  is  arranged,  as  shown, 
for  a  machine  shop,  carpenter  shop  and  paint  shop,  with  the 
boiler  room  and  shop  storeroom  at  one  end.  The  building  is 
255  feet  4  inches  long  and  130  feet  S  inches  wide,  and  the 
space  devoted  to  the  machine  shop,  carpenter  shop  and  paint 
shop  respectively  is  72  feet  in  each  case.  There  are  five  pit 
tracks  allotted  to  each  section,  all  tracks  being  served  by  the 
transfer  table.  The  length  of  each  pit  is  about  74  feet,  or 
long  enough  to  accomodate  a  car  body  and  provide  space 
for  running  out  two  pairs  of  trucks. 

The  paint  shop  is  separated  from  the  carpenter  shop  by 
a  fire  wall  having  one  5-foot  opening  on  the  side  opposite  the 
pits.  A  similar  fire  wall  divides  the  machine  shop  from  the 
boiler  room  shop,  storeroom  and  wheelroom,  each  with  open- 
ings into  the  machine  shop.  Between  the  machine  shop  and 
carpenter  shop  are  placed  steel  columns  on  concrete  founda- 


64J 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  20. 


tions,  spaced  16  feet  apart  on  centers.  These  serve  instead 
of  a  wall  to  support  two  sections  of  the  steel  truss  roof.  The 
roof  stresses  are  calculated  independently  for  each  section  of 
the  building,  thus  constituting  three  main  bays.  The  roof 
has  a  pitch  of  one  in  five.  The  building  is  of  brick,  the  walls 
12  inches  thick  with  pilasters  placed  16  feet  apart  on  centers. 
All  foundations,  including  the  pits,  are  of  concrete.  Fully  40 
per  cent  of  the  exterior  wall  space  is  devoted  to  windows, 
affording  excellent  lighting  in  the  shops.     The  window  allot- 


23,  1907,  page  3S0.  There  will  be  five  jib  cranes  and  one 
wall  crane  with  air  hoists,  similar  to  those  illustrated  and 
described  in  the  Electric  Railway  Review  of  March  23.  The 
air  pressure  used  on  the  shop  tools  will  be  supplied  by  a 
compressor  plant,  consisting  of  a  Westinghouse  twin  elec- 
trically driven  set.  The  five  pits  in  the  machine  shop  will 
be  fitted  with  car  hoists,  similar  to  those  in  the  Plank  Road 
shops,  each  set  made  up  of  four  jack  screws,  driven  by  a 
motor  in  the  forward  end  of  the  pit.     One  pit  will  be  fitted 


Camden    Shops.    Public   Service    Corporation — Section    Across   Shops. 


ment  is  shown  clearly  in  the  accompanying  engraving  from 
a  photograph  of  the  exterior  of  a  building.  The  entire 
interior  of  the  building  will  be  finished  above  the  window 
sills  in  white,  in  order  to  give  the  best  possible  reflection 
of  light.  The  roof  on  each  of  the  four  bays  is  capped  with 
a  louvre  of  galvanized  iron  and  glass  running  the  entire 
length  of  the  bay. 

The  complement  of  tools  in  the  machine  bay  is  very 
complete,  including  jib  cranes  in  front  of  the  machine  pits. 
The  small  shoproom  in  the  corner  of  the  building  at  the  end 
of  the  small  section    or  bay  devoted  to  the  boiler  room    will 


uii  with  the  wheel  grinder  designed  by  tin-  company  and 
previously  described.  The  toolroom  will  be  located  in  the 
carpenter  shop  bay  near  the  compressor  plant.  The  tool- 
room will  be  of  structural  steel  frame,  covered  with  wire 
netting  of  2-inch  mesh,  and  the  office  will  be  located  above  it. 
The  latter  will  have  a  concrete  floor  between  beams  finished 
with  %-inch  yellow  pine.  The  ceiling  of  the  office  will  be 
on  a  level  with  the  bottom  cord  of  the  roof  truss,  and  will 
be  built  of  iron,  supporting  adamant  block. 

It  will  be  noted  that  the  tracks  in  the  paint  shop  are  of 
sufficient  length  to  hold  two  cars  on  each  track,  thus  giving 


Camden    Shops,    Public    Service    Corporation — General    View   of    Buildings- 


be  equipped  with  a  wheel  press,  boring  mill  and  wheel  lathe. 
This  room  is  separated  from  the  machine  shop  by  a  fire  wall 
with  a  5-foot  passageway  and  has  a  9-foot  exit  to  the  outside, 
where  a  wheel  platform  is  to  be  built.  The  equipment  of  the 
machine  shop  consists  of  two  Buffalo  down-draft  forges,  one 
small  babbitting  forge,  Bradley  power  hammer,  bolt  cutter, 
three  drills,  shaper,  milling  machine  and  two  lathes.  The 
machinery  will  be  driven  from  line  shafting. 

In  the  armature  section  will  be  installed  two  winding 
machines  and  an  armature  bander.  These  will  be  similar  to 
the  machines  designed  by  the  company  for  the  Plank  Road 
shops,   described   in   the   Electric   Railway   Review   of   March 


the  shop  a  capacity  of  10  cars.  This  bay  will  be  arranged 
with  a  washstand,  so  that  the  cars  may  be  washed  for  paint- 
ing. It  is  the  ultimate  purpose,  if  the  growth  of  the  system 
demands  it,  to  build  a  new  plant  shop  on  the  opposite  side 
of  the  transfer  table,  in  which  event  more  space  could  be 
devoted  in  the  present  building  to  the  machine  shop.  The 
boiler  house  will  be  served  by  a  steam  road  track  to  enable 
the  company  to  deliver  coal  cars  so  that  coal  can  readily  be 
unloaded.  The  power  house  chimney  is  a  circular  brick  struc- 
ture on  an  octagonal  base,  and  is  85  feet  in  height  and  4S 
inches  in  diameter. 

The    toiler   room    equipment    will    consist    of   two    return 


May  IS.  1907. 


ELECTRIC    RAILWAY    REVIEW 


(14.-, 


tubular  boilers  of  250  horsepower  capacity.  The  general 
storeroom  and  offices  will  be  heated  from  the  boiler  room, 
the  pressure  from  the  boiler  being  reduced  by  valves  in  the 
feed  line  near  the  heaters,  so  as  to  give  about  five  pounds  of 
pressure  to  the  coils  and  radiators.  Condensation  will  be 
cared  for  by  the  vacuum  system.  The  shop  building,  except 
where  painting  is  done,  will  be  heated  by  the  fan  system,  and 
air  will  be  distributed  through  galvanized  iron  pipes  hung 
from  roof  trusses.  The  paint  shop  is  to  be  heated  to  80 
degrees  F  in  zero  weather  by  direct  radiation,  placed  on  the 
floor  near  the  windows. 

The  operating  barns  shown  in  the  general  layout  plan 
-will  be  built  in  four  bays,  each  separated  by  a  fire  wall  with 
space  in  one  bay  for  a  wareroom.     The  building  is  156  feet  4 
inches  wide  and  353  feet  8  inches  long.     Each  bay  has  three 
tracks  and  in  addition  there  are  three  storage  tracks  outside 
the   building.     The   building   will   have   concrete   foundations 
and  brick  walls  and  will  have  a  roof  of  heavy  mill  construc- 
tion.    Each  track,  for  a  distance  of  100  feet  in  the  forward 
part  of  the  building,  will  have  inspection  pits  of  open  con- 
struction, consisting  of  piers  placed  8  feet  apart  on  centers 
and  supporting  7-inch   Trilby  rails.     Angle-bar  cover  braces 
will  be  riveted  between  the  tracks  every  four  feet  to  support 
a  cast-iron  walk  36  inches  wide  and  %  inch  thick.     The  build- 
ing will  be  painted  white  on  the  inside  and  will  be  ventilated 
with  36-inch  ventilators  placed  50  feet  apart  in  the  skylights. 
On  Newton  avenue  a  2-story  brick  office  building  70  feet 
by  42  feet  will  be  erected.     The  first  floor  will  be  devoted  to 
the   office   of   the    general    superintendent,    chief    dispatcher, 
superintendent  of  tracks,  starters  and  receivers,  men's  room, 
storeroom  and  locker  and  toilet  accommodations.     The  second 
floor  will  be  left  as  a  hall  and  will  be  utilized  as  a  club  room, 
library  and  entertainment  center  for  employes  of  the  South 
Jersey  division.     It  is  intended  to  build  a  general  storeroom 
building,  line  stable  and  an  oil  house  as  a  part  of  the  general 
layout. 

As  was  noted  in  the  description  of  the  Plank  Road  shops, 
the  Public  Service  Corporation  fully  appreciates  the  necessity 
of  providing  an  adequate  fire  protection,  and  the  Camden 
shops  will  be  provided  with  a  dry  pipe  automatic  sprinkling 
system  with  a  steel  tank  and  tower  to  supply  water  reserve 
and  an  electric  motor-driven  centrifugal  pump  to  supply  the 
proper  pressure,  similar  to  the  system  installed  at  the  Plank 
Road  shops.  The  Camden  shops  will  also  have  an  auxiliary 
fire  alarm  system  and  will  be  equipped  with  chemical  fire 
«xtinguishers  and  other  paraphernalia  for  fighting  fire  in  an 
effectual  manner.  The  work  on  the  new  plant  began  under 
the  direction  of  A.  H.  Stanley,  then  general  manager  of  the 
street  railway  department  of  the  Public  Service  Corporation, 
and  the  designs  are  in  charge  of  Martin  Schreiber,  engineer 
maintenance  of  way.  The  contract  for  the  shop  building  was 
let  to  J.  S.  Rogers  Company  of  Stanwick,  N.  .1. 


is  operated  by  a  donkey  engine  carried  on  the  floor  of  the 
car  next  to  the  locomotive.  This  car  also  carries  a  supply 
of  miscellaneous  tools  and  extra  equipment,  such  as  may  be 
needed  in  the  progress  of  the  work.  The  second  car  in 
front  of  the  engine  carries  500  standard  ties  and  the  angle 
plates  necessary  to  lay  1,000  feet  of  track.  The  car  imme- 
dately  in  the  rear  of  the  tracklayer  is  loaded  with  a  sufficient 
number  of  33-foot  rails  to  lay  1,000  feet  of  track.  These  rails 
are  carried  on  skids  elevated  above  the  car  floor  so  that  they 
can  be  dropped  on  to  a  conveyor,  which  will  carry  them 
along  the  middle  of  the  cars  and  directfy  over  the  tie  con- 
veyor, from  where  they  are  slid  to  opposite  sides  of  the  car. 
While  the  rails  for  one  rail  length  of  track  are  being 
placed,  the  tie  conveyor  is  operated  by  the  donkey  engine 
in  the  rear,  and  ties  are  brought  forward  to  be  placed  ahead 
of  the  tracklayer.  Meanwhile  two  rails  from  the  rail  storage 
car  are  slid  to  a  point  under  the  bridge  of  the  tracklayer 
and  directly  over  the  car  wheels  below.  The  rails  are  then 
lifted  by  tongs  connected  through  cables  with  the  air  cylin- 
ders and  carried  ahead  to  the  extremity  of  the  bridge,  as 
shown  in  the  illustration.     Then  by  the  releasing  of  the  air 


A    NEW    TYPE    OF   TRACKLAYING    MACHINE. 


The  machine  illustrated  herewith  is  being  used  for  lay- 
ing the  track  of  the  Pacific  Traction  Company  between 
Tacoma  and  American  Lake,  Wash.  This  new  line  will  be 
12  miles  long  and  a  considerable  portion  of  the  track  is  being 
laid  on  an  abandoned  steam  railroad  embankment.  The 
tracklayer  was  recently  designed  and  patented  by  C.  O. 
Wescott,  Puyallup,  Wash.  The  equipment  necessary  for  lay- 
ing track  comprises  a  light  locomotive,  which  pushes  four 
flat  cars. 

On  the  forward  car  is  a  structural  steel  bridge  which 
extends  in  front  of  the  car  for  a  distance  of  about  18  feet,  or 
enough  to  allow  a   rail   supported  by   longs  in  the  center  to 

,,wered  from  the  end  of  the  bridge.     On  the  framework 

ne  bridge,  as  shown  in  the  illustration,  are  four  air  cylin- 

'ders,  the  pistons  of  which  operate  steel  cables,  which  in  turn 

control  the  handling  of  the  steel  rails.     A  conveyor  by  which 

-      from   the  rear  car  to  the  front  end  of  the 

bridge  '-xt. .mis  along  the  door  of  all  the  cars     Tin    cod 


Wescott   Track-Layer   in    Operation. 

in  the  operating  cylinders,  which  movements  are  controlled 
by  a  man  standing  on  the  elevated  bridge,  the  two  rails  are 
lowered  directly  in  front  of  those  already  spiked  in  place. 
Temporary  clamps  are  next  placed  to  hold  the  rails  to  gauge 
so  that  the  entire  tracklaying  equipment  may  move  forward 
and  the  spiking  be  postponed  until  after  the  engine  has 
passed  the  rails  already  laid.  In  this  way  the  process  is 
continuous,  the  ties  being  brought  ahead  and  placed,  the 
rails  being  lowered  directly  in  line  and  gauge  and  the  spik- 
ing gang  following  the  locomotive,  which  pushes  the  train 
from  the  rear.  When  the  several  incomplete  details  in  the 
preliminary  design  of  the  tracklayer  have  been  perfected,  it 
is  anticipated  that  the  work  of  placing  the  ties  and  rails  can 
be  carried  on  with  a  crew  of  seven  men  other  than  the 
necessary   spikers   which   will    follow    the  train. 


According  to  the  figures  compiled  by  the  forest  service 
of  the  United  States  Department  of  Agriculture  in  Circular 
97,  which  has  just  been  issued,  this  country  as  a  whole  con- 
sumes even  year  between  three  and  four  times  more  wood 
than  all  the  forests  of  tin-  United  States  grow  in  the  mean- 
jinK.  The  average  acre  of  forest  lavs  up  a  store  oi  only  in 
CUbiC  feet  annually,  whereas  it  ought  to  be  laying  lip  at  least 
■;i)  cubic  fed  in  order  to  furnish  the  products  taken  OUl  "I  II 
Sine   ISsn  more  Ihan   Tun. nun. nun, ( feet  of  timber  til 

cut  for  lumber  alone 


646  ELECTRIC    RAILWAY    REVIEW 

STANDARD  M.  C.  B.  COUPLERS  FOR  INTERURBAN  CARS 


Vol.  XVII,  No.  20. 


It  is  very  desirable  that  a  large  interurban  system  han- 
dling freight  in  foreign  cars  as  well  as  operating  its  passenger 
equipment  in  trains,  have  all  its  rolling  stock  provided  with 
a  coupler  designed  according  to  the  master  car  builders' 
standard  contour  lines  and  capable  of  intercoupling  with  all 


burn  Steel  Castings  &  Coupler  Company,  Minneapolis,  and 
delivered  to  the  St.  Louis  Car  Company  for  the  new  equip- 
ment. The  coupler  as  now  perfected  and  adopted  for  the 
extensive  system  of  the  Pacific  Electric  Railway  Company  has 
a  standard  M.  C.  B.  contour  for  the  head  which  will  inter- 
couple  with  any  similar  equipment  as  used  on  the  Pacific 
Electric  or  the  foreign  freight  cars  handled  over  its  line. 


M.   C.    B.   Couplers — Train   of   18   Cars    En    Route   from    St.    Louis   to   Los  Angeles. 


M.    C.    B.    Couplers — Train    Moving    Around    50-Foot    Radius    Yard    Curve. 


rolling  stock  of  that  or  any  other  system.  These  conditions 
so  impressed  the  management  of  the  Pacific  Electric  Railway, 
Los  Angeles,  Cal.,  that  some  time  ago  steps  were  taken  to 
provide  a  type  of  coupler  that  would  fulfill  the  desired  re- 
quirements. 

The  type  of  coupler  shown  under  various  conditions  in 
the  accompanying  illustrations  is  the  result  of  a  consider- 
able amount  of  careful  designing  and  experimental  work 
carried  on  by  the  Pacific  Electric  Railway  and  Edwin  C. 
Washburn.     The  couplers  were  manufactured  by   the  Wash- 


It  will  be  noted  from  the  illustrations  that  the  coupler 
and  draft  rigging  are  mounted  so  that  they  can  swing  radially 
about  a  pin  connecting  them  to  a  standard  radial  drawbar 
anchor  bolted  to  the  center  sills  of  the  car  by  %-inch  bolts. 
The  drawbar  is  provided  with  a  spring  yoke  draft  box  and  a 
spring  sufficient  for  handling  five  or  six  large  interurban  cars. 
To  prepare  the  bumpers  of  the  cars  for  the  accommodation 
of  the  radial  couplers  it  was  necessary  to  bolt  on  the  timber 
extension  as  shown  in  the  line  drawings.  Other  than  increas- 
ing the  rigidity  of  the  framing  of  the  car  this  extension  pro- 


May  IS.  1907. 


ELECTRIC    RAILWAY    REVIEW 


647 


vides  a  support  for  the  radial  guide  bolted  under  its  front. 
It  will  be  noted  that  a  collar  having  an  I-section  at  the  top 
rides  in  the  radial  guide  and  supports  the  drawbar  at  a  point 
about  12  inches  back  of  the  knuckle  pin.  This  arrangement 
of  the  coupler  carriage  provides  for  the  couplers  a  firm  sup- 
port no  matter  in  what  position  the  two  cars  may  be  on  any 
curve  of  more  than  40-foot  radius. 

To  meet  the  requirements  for  uncoupling  from  the  sides 


Couplers — Type     of     Head     and     Attachment 
Pacific   Electric   Railway. 


Used     by 


of  the  cars  when  they  stand  on  curves  an  uncoupling  lever 
bent  to  the  same  radius  as  the  buffer-plate  on  the  front  of  the 
car  is  mounted  so  that  the  handles  on  its  two  ends  may  be 
convenient  under  all  conditions  of  the  track.  A  single  link 
sliding  over  this  rod  forms  a  means  of  lifting  the  uncoupling 
pin  of  the  M.  C.  B.  head.  This  link  is  of  such  dimensions 
that  while  it  may  slide  along  the  rod  from  one  side  of  the  car 


M.    c. 


B.    Couplers — Position    of    Couplers    When     Cars    Stand     on 
50-Foot    Radius   Curve. 


to  the  other,  it  still  provides  a  means  of  uncoupling  no  matter 
what  position  the  two  couplers  are  forced  to  take  by  reason 
of  the  curvature  of  the  track  on  which  the  cars  are  standing. 
The  details  which  have  been  mentioned  are  illustrated 
by  the  several  reproductions  from  photographs  shown  here- 
with. One  of  the  views  shows  car  No.  415  coupled  with  car 
No.  412  standing  on  a  track  having  a  center  radius  of  50  feet. 
Under  such  conditions  the  cars  can  be  coupled  and  uncoupled 
safely  and  with  ease.  Another  view  shows  a  train  of  three 
cars   moving  around   a   curve   of   50-foot   radius   in    the   shop 


yards.  Under  these  conditions  in  normal  operation  cars  are 
being  coupled  and  uncoupled  and  are  either  pushed  or  pulled 
around  the  curves  by  motor  cars  or  locomotives.  The  Pacific 
Electric  Railway  Company  operates  these  50-foot  cars,  as 
shown  in  trains  made  up  of  from  two  to  six  units.  It  is  neces- 
sary in  the  cities  for  such  trains  to  back  around  the  ordinary 
street  special  work  and  yet  the  type  of  coupler  as  described 
will  couple  and  uncouple  no  matter  where  the  train  may  stop. 
One  of  the  illustrations  shows  a  train  of  18  cars  of  an 
order  of  52  standard  passenger  equipments,  as  it  arrived  in 
the  yards  of  the  Southern  Pacific  Railway  at  Los  Angeles 
after  a  trip  of  2,717  miles  via  the  Illinois  Central  Railway, 
St.  Louis  to  New  Orleans,  710  miles,  and  Southern  Pacific 
Railway,  New  Orleans  to  Los  Angeles,  2,007  miles.  This  long 
route  was  specified  by  the  purchaser  so  that  the  climb  over 
the  mountains  would  be  avoided.  It  is  interesting  to  note  that 
the  purchaser  secured  a  short-line  rate  of  18  cents  per  car- 
mile,  which  made  the  freight  charges  per  car  amount  to  but 
$297.70.     The  cars  in  these  three  similar  trains  were  provided 


Couplers — Details    of    Anchor    and    Drawbar    Support. 


with  the  Washburn  couplers,  as  described,  and  no  trouble 
was  experienced  en  route,  although  the  train,  as  shown  in  the 
photograph,  exclusive  of  engine,  had  a  total  length  of  954  feet 
and  comprised  18  cars  with  standard  Westinghouse  freight 
brake  equipments,  each  car  weighing  approximately  23  tons. 


Sound  copper  castings  of  high  electrical  conductivity  can 
be  obtained  by  adding  about  two  ounces  of  stick  magnesium 
to  each  100  pounds  of  pure  Lake  copper.  This  can  most  easily 
be  done  by  making  an  amalgam  of  magnesium  and  copper  in 
the  following  manner:  Melt  45  pounds  of  pure  Lake  copper 
under  a  good  layer  of  charcoal,  and  when  at  a  good  red  heat 
add  five  pounds  of  pure  stick  magnesium  and  stir  well  with 
a  plumbago  rod.  The  magnesium  must  be  forced  under  the 
surface  of  the  melted  copper  or  it  will  float  on  the  surface 
and  burn.  Pour  the  amalgam  out  into  small  strip  ingots 
which  are  easily  cut.  To  add  two  ounces  of  magnesium  to 
loo  pounds  of  copper,  melt  the  copper  and  add  20  ounces 
of  the  amalgam.  This  avoids  errors  in  weighing  small  quan- 
tities, and  the  foundryman  is  more  sure  of  the  amount  of 
magnesium  which  actually  enters  the  copper. 


648 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  20. 


FREIGHT    HANDLING    AT    BIRMINGHAM. 


In  the  development  of  a  freight  service  between  Birming- 
ham, Ala.,  and  the  suburban  districts  of  that  city,  the  Birming- 
ham Railway  Light  &  Power  Company  has  adopted  some  in- 
teresting billing  and  other  forms  necessary  to  facilitate  the 
handling  of  shipments. 

During  the  past  five  years  this  company  has  given  much 
attention  to  the  building  up  of  its  freight  traffic,  which  now 
produces  receipts  of  practically  $5,500  gross  per  month.  The 
operating  expense  of  this  department  is  about  60  per  cent  of 
the   receipts. 

In  the  Street  Railway  Review  of  April,  1904,  and  of  May, 
1905,  were  published  data  on  the  freight  handling  methods  of 
this  company.  Since  these  articles  appeared  the  service  has 
been  extended  to  better  accommodate  the  suburban  towns 
and  a  very  thorough  system  of  records  has  been  adopted. 

Ten  regular  daily  freight  trains  leave  the  First  avenue 
station  at  Birmingham  en  route  for  the  suburbs.  The  first 
two  trains  in  the  morning,  known  as  the  "Meat  Specials,"  are 


BIRMINGHAM  RAILWAY,  LIGHT  &  POWER  CO. 

FREIGHT   TRAFFIC    DEPARTMENT 
•""""^N                                    DRAY    TICKET 
I     D.K.    \  Birmingham.  Mn...   Station 790 

U&p.cy 

^*-      -^    Received  from «_ 

the  property  described  below  in  apparent  good  order,   except  as  noted, 
to  be  forwarded   to _ 

Marks:.... - 

This  Is  only  a  receipt  lor  the  properly  hereon  described.  II  is  not  a  Bill  ol  Lading  or  con* 
tract  lo  transport  such  property.  This  receipt  can  be  exchanged  lor  a  regular  DIU  ol  Lading  at  the 
freight  oflice  ot  Ibe  Company  at  the  station  where  this  receipt  was  given. 

NO.  OF  PACKAGES  DESCRIPTION  WEIGHT 


.  Agent: 


Freight  Handling   at   Birmingham — Dray  Ticket,  Substitute  for  Bill 
of   Lading. 

usually  laden  with  meats,  fruits  and  other  perishable  goods. 
One  of  these  trains  departs  for  Bessemer  at  6:15  a.  m.  and 
the  other  leaves  at  6:30  a.  m.  for  Ensley,  Pratt  City,  Thomas 
and  way  stations.  So  well  do  these  trains  serve  the  rural 
districts  that  cold  storage  houses  have  been  abandoned  and 
the  residents  now  depend  on  the  electric  road  for  their  day's 
supply  of  meats  and  provisions.  The  other  regular  freight 
trains  leave  Birmingham  for  Bessemer  at  10:30  a.  m.  and 
2:30  p.  m.:  for  Ensley  at  10:00  a.  m.  and  3:30  p.  m.;  for  points 
on  the  North  Birmingham,  Gates  City  and  East  Lake  divisions 
at  8:30  and  11  a.  m.  and  at  3  p.  m.,  and  for  Boyles,  North 
Birmingham,  at  2  p.  m.  Each  freight  train  is  composed  of 
from  one  to  six  35-foot  box  cars  hauled  by  one  of  the  com- 
pany's standard  express  motor  cars. 

The  motor  car  is  utilized  in  carrying  freight  to  be  dis- 
tributed at  way  stations.  The  box  cars,  so  far  as  possible,  are 
loaded  with  carload  shipments  for  one  of  the  13  established 
agency  stations.  In  the  latter  case  the  car  is  locked  and 
set  in  on  a  siding  and  left  to  be  unloaded  at  pleasure.  The 
freight  traffic  has  been  so  uniformly  developed  that  it  is  sel- 
dom necessary  to  haul  empty  cars  in  any  direction. 


The  company's  freight  equipment  consists  of,  besides  the 
motor  cars,  18  box  and  7  flat  cars.  Other  equipment  is  now 
being  built  at  the  company's  shops. 

Track  connections  are  made  at  Bessemer  with  the  Louis- 
ville &  Nashville,  Alabama  Great  Southern,  Southern,  Frisco, 
Birmingham  Southern,  and  with  the  Seaboard  Air  Line;  at 
East  Birmingham  with  the  Union  Track  and  Birmingham 
Belt;  at  Pratt  City  with  the  Birmingham  Southern;  and  at 
Woodlawn  with  the  Louisville  &  Nashville.  Cars  carrying 
freight  to  be  delivered  at  points  on  the  electric  lines  are 
picked  up  at  the  connecting  points  and  set  out  on  the  siding 
nearest  the  delivery  point.     The  company  has  also  an  inter- 


/^\                             BIRMINGHAM  RAILWAY,  LIGHT  CS,  POWERj  CO 

UtPCy                                                                                        TRAFFIC    DEPARTMENT 

CONDUCTOR'S    DAILY    REPORT    OF    CAR    MOVEMENTS. 

Mufnr  Cat  Nn 

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buui      1       e"  "•• 

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,... 

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list 
'■■•■'  i  . 

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INSTRUCTIONS 

Conductors  of  local  express  trains   wilt   forward 
(his  report  daily  to  the  Auditor.                                                                                                                                                                 , 

t  onducior*  of  ewitcn  trains  will  forward  tills  re- 
port to  Freight  Traffic  Winagei  with  way    bills   afto 
■lag  tickets  dally.                                                                                                                                                                                       Brakemani 

Freight  Handling  at  Birmingham — Conductor's  Dally  Report  Blank. 

change  agreement  with  the  Southern  Express  Company 
whereby  express  is  carried  between  Birmingham  and  the 
suburban  points  where  express  offices  are  not  maintained. 

As  a  usual  thing  all  freight  and  express  shipments  are 
delivered  to  the  consignee  at  the  station.  At  Woodlawn,  a 
town  located  three  miles  distant  from  Birmingham,  however, 
a  free  city  delivery  is  maintained.  This  free  delivery  was 
found  advisable  on  account  of  the  wagon  competition  by 
means  of  which  goods  hauled  from  Birmingham  were  deliv- 
ered at  the  doors  of  the  consignees.  The  free  delivery  of 
goods  costs  the  company  an  average  of  about  2  cents  per  100 


©BIRMINGHAM  RAILWAY, 
LIGHT  AND  POWER  COMPANY 


TRAFFIC  DEPARTMENT. 


Conductor's  Train  Book. 

I      Datt 190 

Timeout  M.   Timlin M. 


Freight  Handling  at  Birmingham — Conductor's  Train   Book. 

pounds,  but  as  the  practice  attracts  a  large  amount  of  extra 
business,  it  produces  satisfactory  results. 

The  freight  rates  as  established  by  this  company  are 
based  on  the  Southern  classification  and  with  but  few  ex- 
ceptions the  tariffs  adopted  by  the  steam  railways  for  the 
Birmingham  district  are  used.  A  minimum  charge  of  10 
cents  is  made  for  packages  weighing  50  pounds  or  less  and  15 
cents  for  packages  from  50  to  150  pounds.  Special  rates  are 
made  on  commodities  essential   for   household  purposes. 

The  forms  used  in  billing,  checking  and  forwarding 
freight  have  been  perfected  with  a  view  to  simplifying  the 
office  work  necessary  for  properly  recording  the  business 
done.  When  goods  are  received  for  shipment,  three  carbon 
uopies   are   made   of    the    freight    bill.     The   original   goes   to 


May  is.  lsii.i;. 


ELECTRIC    RAILWAY    REVIEW 


649 


the  consignee.  ;he  duplicate  is  signed  by  the  consignee  and 
kept  as  an  office  receipt,  the  triplicate  is  sent  to  the  auditor 
and  the  fourth  copy  is  kept  in  the  billing  station  as  an  office 
file.  This  system  relieves  the  agent  at  destination  of  the 
arduous   duty  of  making  his  freight  •bills   from   the  waybills 


take  is  made  in  billing  the  shipment.  In  order  that  such  mis- 
takes may  be  rectified  at  once  a  waybill  correction  notice 
blank  is  provided  for  furnishing  notice  of  such  discrepancy 
to  the  freight  traffic  manager.  When  the  error  is  traced  to  its 
source  the  agent  is  advised  that  the  correction  is  approved. 


Form  154— lLM9-'06—  5M. 


Birmingham  Railway,  Light  &  Power  Co. 

AGENTS'  RECAPITULATION   AND  SETTLEMENT. 


This  report  must  be  made  on  the  7th,  14th,  21st  and  last  day  of  each  month  to  include  business  done  1st  to  7th 
inclusive,  8th  to  14th  inclusive,  15th  to  21st  inclusive,  22nd  to  last  day  of  month  inclusive. 

Bring  forward  to  this  report  the  totals  of  each  daily  report,  Forms  66  and  67,  and  each  day's  remittance.  For- 
ward to  Auditor  Promptly.     Take  impression  copy. 


STATEMENTS— FORM  67 

■ 

ABSTRACTS— FORM  66 

REMITTANCES 

Advances 

FREIGHT 

Date 

,    Advances 

FREIGHT 

Date             Amount 

Collect 

Prepaid 

Collect 

Prepaid 





1 

Freight    Handling    at    Birmingham — Recapitulation    and    Statement  Sheet. 


after  a  car  is  set  to  his  station  and  within  about  ten  minutes 
after  the  train  arrives  the  agent  is  ready  to  make  deliveries. 
On  account  of  the  large  number  of  small  shipments,  it 
has  been  found  inadvisable,  because  of  the  large  expense  of 
printing,  to  furnish  bills  of  lading  indiscriminately  to  ship- 
pers. Instead  of  the  regular  bill  of  lading,  however,  a  dray- 
ticket  is  provided.     This  ticket  is  really  a  receipt  to  the  ship- 


If  goods  are  "over,"  "short,"  damaged  in  transit  or  are  "un- 
claimed" another  form  is  used  for  conveying  such  informa- 
tion to  the  freight  traffic  manager.  Failure  to  submit  these 
forms,  properly  made  out.  immediately  makes  the  local  agent 
personally  responsible  for  the  goods. 

Mileage  made  by  the  local  freight  trains  is  reported  daily 
to  the  auditor  and  the  work  done  by  the  switch  trains  is  rev 


FORM  CT. 

Shed  No. 

At  the 

Foot  tl 
dates  as  pc 

'Birmingham  T^ailtoay,  Light  &  PoWer  Co. 

Statement  of  Way  "Bills  Received  and  "Proceeds. 

top  of  column  show  billing  station  and  under  that  head  list  all  of  the  Way  Bills  received  from  that  station  in  numerical  order, 
e  columns  and  where  necessary  carry  forward  the  footings.     Carry  the  totals  of  this  statement  to  form  153  on  the  settlement 
r  instruction  on  that  form. 

Station.        Dale 190                                                                      aaenl. 

Way  Bill  No. 

Date 

Advances 

Freight 

Leave  blank 

Way  Sill  No. 

Dale 

Advances 

Freight 

leave  blank 

Collect 

Prepaid 

Colled 

Prepaid 

— — 1 



i — = 

— 

Freight    Handling    at    Birmingham — Statement   of    Proceeds    and    of   Way   Bills   Received. 


per,  which,  if  desired,  may  be  exchanged  for  a  regular  bill 
of  lading.  The  freight  traffic  officials,  however,  consider  the 
dray-tlcket  equally  as  binding  as  the  regularly  printed  form. 
The  ticket  Is  5%  by  8%  inches  in  size  and  is  printed  at  a 
nominal  expense. 

Freight  received  at  any  station  up  to  16  minutes  before 
the  arrival  of  any  train  is  dispatched  on  the  first  train.  In 
hastening  the  departure  of  freight  it   is  often  that  some  mis- 


ported  to  the  manager  of  the  freight  traffic.  The  concise 
form  used  in  making  these  reports  contains  headings  for  the 
car  number,  the  time  out,  time  in,  cars  transferred  and  con- 
tents of  the  same,  waybill  number,  origin  and  destination  of 
car,  time  it  is  picked  up  and  time  set  out.  These  report* 
are  made  by  the  conductors  from  the  train-books  with  which 
each  Is  supplied. 

The  method  adopted  for  keeping  station  records  of  bus! 


650 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  20. 


ness  done  at  the  several  agencies  has  been  carefully  devel- 
oped. The  agents  make  daily  statements  to  the  freight  traffic 
manager  of  all  waybills  and  money  received  and  forward 
an  abstract  of  the  same  to  the  auditor  of  the  company.  On 
the  7th,  14th,  21st  and  last  day  of  each  month  a  recapitula- 
tion and  settlement  sheet,  which  is  a  verification  of  the  daily 
reports  and  a  general  statement  of  the  condition  of  the  agen- 
cies, is  forwarded  to  the  auditor.  Records  of  all  freight  and 
moneys  received  are  kept  in  station  books  from  which  the 
reports  are  compiled. 

The  tonnage  moved  daily  by  this  department  is  upwards 
of  275,000  pounds  and  at  closing  time  at  night  no  freight  Is 


REHABILITATION    OF   THE    BROOKLYN    RAPID   TRANSIT 
COMPANY. 


At 
Bate 
Car  X>i. 


BIRMINGHAM  RAILWAY.  LIGHTS  POWER  CO. 


FREIGHT     TRAFFIC     DEPARTMENT 


REPORT    OF    GOODS 
OVER-SHORT-DAMAGED-UNCLAIMED 


SttilioJi.  JVo. 

190        Train  .Xn Couth-.     .. 


From 
JVo. 

Shipper  ... 
Artirn..  .. 
Consign?* 
Weight 


WAY    BILL    REFERENCE 


Date  . 


190.. 


HERE   SHOW   NATURE  OF    REPORT  AND   DISPOSITION   OF  GOODS 


Agent. 


Note— This  report  roust.be  forwarded  by  first  mail  to  Freight  Traffic  Manager. 
Agents  will  be  held  responsible  for  failure  to  promptly  make  this  report. 


Freight   Handling   at   Birmingham — Way   Bill   Correction    Notice. 

on  hand  at  stations   to  be  forwarded  except  that   which  has 
been  received  after  the  last  train  has  departed. 

The  character  of  the  freight  movement  is  aptly  expressed 
In  the  advertising  motto  used  in  all  advertisements  of  this 
department:    "Express  service  at  freight  rates." 


The  traffic  managers  of  steam  and  interurban  railroads 
in  Indiana  have  declined  to  grant  reduced  rates  to  the  public 
for  public  occasions  during  the  present  summer.  The  steam 
line  men  say  that  in  view  of  the  recent  adverse  legislation 
and  the  2-cent  law,  concessions  of  this  kind  are  to  be  with- 
held. On  the  other  hand,  the  traction  men  say  it  is  unneces- 
sary for  them  to  reduce  rates  because  their  equipment  is 
inadequate  to  handle  the  large  crowds  that  desire  to  be  carried 
on  these  various  special  occasions.  They  argue  that  it  is 
inadvisable  to  offer  additional  inducements  for  travel  when 
they  know  they  must  leave  large  crowds  at  the  stations  along 
the  lines  on  such  occasions  because  of  the  lack  of  cars  to 
carry  them. 


Iu  1902.  when  Mr.  Winter  undertook  the  rehabilitation  of 
the  Brooklyn  Rapid  Transit  Company,  he  faced  a  trying  and 
complex  situation.  The  citizens  'were  hostile,  the  municipal 
government  was  antagonistic,  and  the  property  was  a  wreck. 
The  first  undertaking  was  to  provide  money  for  the  extensive 
improvements  which  were  absolutely  and  immediately  neces- 
sary. This  was  done  through  a  new  refunding  mortgage  for 
$150,000,000,  the  proceeds  to  be  used  in  retiring  the  securities 
of  some  of  the  constituent  companies,  and  the  remainder  as 
required  for  improvements.  The  next  work  was  to  effect  a 
complete  reorganization  and  consolidation  of  the  personnel 
and  duties  of  the  subordinate  officers.  Having  the  money  and 
the  men  to  carry  out  his  plans,  Mr.  Winter  began  the  far- 
reaching  reconstruction  whose  progress  thus  far  is  outlined 
in  these  two  articles. 

Depending  on  results  rather  than  on  promises  and  smooth 
words,  Mr.  Winter  has  been  content  for  the  most  part  to  let 
the  people  form  their  own  conclusions  as  to  w-hether  or  not 
the  company  was  making  a  conscientious  effort  to  remedy 
the  evils  so  long  suffered  by  the  community  and  to  provide  a 
modern  and  efficient  transit  system.  Shortly  after  he  was 
made  president  a  contract  was  made  with  the  city  for  dispos- 
ing of  ashes  in  Brooklyn,  and  over  $600,000  was  invested  in 
plant  and  equipment  for  removing  the  refuse.  At  that  time 
the  company  was  openly  accused  in  some  quarters  of  using 
unfair  means  in  obtaining  the  contract.  There  have  since 
been  complaints  that  the  collecting  stations  and  incinerator 
plants  constituted  a  public  nuisance,  and  that  the  ash  cars 
caused  delays  to  cars  carrying  passengers.  The  contract  is 
soon  to  expire,  and,  more  because  it  has  aroused  public 
hostility  than  because  it  has  not  been  profitable,  the  company 
has  notified  the  city  that  it  will  not  again  bid  on  the  job. 
It  will  give  up  the  business  and  write  off  on  its  books  the 
investment  of  $692,000.  There  is  some  question  as  to  when 
the  contract  expires.  The  company  claims  that  it  expires 
in  1907,  but  in  spite  of  all  the  clamor  about  its  having  ob- 
tained the  contract  on  unduly  favorable  terms,  the  company 
has  been  threatened  with  mandamus  proceedings  if  it  does 
not  continue  the  collection  of  refuse  until  November,  1908. 

Results  of  the  improvement  policy  were  not  apparent  at 
first,  and  the  new  administration  came  in  for  quite  as  much 
condemnation  as  the  old,  but  the  attitude  of  the  public  has 
been  gradually  changing.  The  innumerable  civic  organiza- 
tions in  Brooklyn  no  longer  hold  frequent  meetings  to  de- 
nounce the  company;  only  occasionally  is  an  attempt  made 
to  make  political  capital  out  of  it ;  the  newspapers  are  ready 
and  willing  to  give  praise  where  praise  is  due.  From  a 
financial  and  operating  standpoint  the  results  of  the  improve- 
ments have  been  even  more  clearly  marked.  For  the  year 
ended  June  30,  1902,  the  gross  earnings  were  $12,510,622,  net 
earnings  $4,301,225,  and  net  income  after  fixed  charges  $103,- 
321.  For  the  year  ended  June  30,  1906,  gross  earnings  were 
J18.473.328,  net  earnings  $8,031,951,  and  net  income  $2,742,952. 
With  an  increase  of  4S  per  cent  in  gross  earnings,  net  earn- 
ings increased  86  per  cent  and  net  income  2,450  per  cent. 
The  1902  surplus,  after  deducting  $84,428  for  improvements, 
was  only  $18.S93.  In  1906,  after  deducting  $1,652,113  for  bet- 
terments and  special  appropriations,  the  surplus  was  $2,075,- 
563.  The  operating  ratio  in  1902  was  65.5  per  cent,  and  in 
1906  had  been  reduced  to  56.5  per  cent. 

The  value  of  these  improvements  to  the  company  is  per- 
haps more  strikingly  illustrated  in  other  ways,  less  important 
in  the  aggregate,  but  more  vital  as  really  typifying  the 
changes  which  have  been  wrought.  Five  years  ago  the  insur- 
ance rate  on  the  property  of  the  Brooklyn  Rapid  Transit  Com- 
pany, including  shops,  stations,  car  barns,  power  houses  and 
rolling  stock,  averaged  $1.65  per  $1,000.  Today  it  is  $0.85, 
and  this  in  spite  of  the  fact  that  three  years  ago  an  arbitrary 
advance  of  20  per  cent  was  made  in  the  basis  rate  on  all 
Brooklyn  risks.  The  saving  in  yearly  premiums,  large  as  it 
is,  is  nowhere  nearly  so  important  as  the  reduction  in  the 
risk  of  destruction  by  fire  of  some  important  element  of  the 
transportation  machine,  which  it.  indicates. 

In  the  year  ended  June  30,  1901,  8.28  per  cent  of  the  gross 
earnings  was  paid  out  in  settlement  of  such  claims.  This 
percentage  has  been  steadily  lowered  until  for  the  year  ended 
June  30.  1906,  it  was  3.71  per  cent;  this  notwithstanding  the 
big  increase  in  number  of  passengers  carried.  In  1906  the 
damages  paid  were  over  $300,000  less  than  in  1901,  and  less 
than  in  any  year  in  the  history  of  the  Brooklyn  Rapid  Transit 
Company  since  it  took  over  the  lines  which  it  now  operates. — 
The  Railroad  Gazette. 


May  18,  1907 


ELECTRIC    RAILWAY    REVIEW 


65] 


BOOK    TABLE. 


Roadmasters  and  Maintenance  of  Way  Association  of  America. — 
Proceedings  of  the  Twenty-fourth  Annual  Convention.  Pub- 
lished by  the  association.  Walter  E.  Emory.  Chicago  &  North- 
western Railway,  Chicago,  111.,  secretary.  Paper,  136  pages, 
5ai  by  S%  inches. 
This  volume  comprises  the  verbatim  report  of  the  annual 

convention  held  at  Chicago  on  November  13-15,  1906. 

American  Street  and  Interurban  Railway  Claim  Agents'  Asso- 
ciation.— Proceedings  of  the  third  annual  convention.  Pub- 
lished by  the  association,  B.  B.  Davis,  secretary,  Columbus,  O. 
Paper,  -53  pages,  6  by  9  inches. 

This  book  contains  a  complete  report  of  the  proceedings 

of  the  convention  held   at   Columbus.   O.,  on  October  15,   16 

and  17.  1906. 

American  Society  for  Testing  Materials.  Proceedings  of  the  ninth 
annual  meeting.  Published  by  the  society.  Philadelphia,  1906. 
Cloth,  712  pages,  6  by  9  inches. 

This  volume  contains  the  report  of  the  annual  meeting 
of  the  society,  which  was  held  at  Atlantic  City  on  June  21  to 
23,  1906,  and  in  addition  to  the  committee  reports  and  dis- 
cussions there  are  included  in  this  volume  memoirs  of  a  num- 
ber of  deceased  American  investigators  who  have  contributed 
largely  to  the  advance  of  the  testing  of  materials.  These 
memoirs  were  prepared  by  Gautano  Lanza. 

Locomotives:  Simple,  Compound  and  Electric.  By  H.  C.  Reagan, 
New  York,  1907.  John  Wiley  &  Sons.  Cloth,  494  pages,  5%  by 
S  inches.     Price,   $3.50. 

The  fifth  edition  of  this  popular  treatise  on  locomotives 
is  revised,  enlarged  and  brought  up  to  date,  by  including  an 
account  of  the  recent  developments  of  the  compound  locomo- 
tive, the  electric  locomotive  and  the  motor  car.  The  number 
of  pages  is  increased  from  617  to  946.  The  book  is  almost 
entirely  descriptive  and  has  little  to  do  with  principles  or 
design.  It  is  dedicated  to  locomotive  engineers  and  firemen 
and  should  prove  to  be  a  satisfactory  volume  for  their  enter- 
tainment and  instruction. 

The  Peabody  Atlas  of  Coal  Mines  and  Coal  Railways.  By  A. 
Bement.  C.  E.  Published  by  the  Peabody  Coal  Company. 
Chicago.    1906.      Cloth,    149   pp.,    16sixlS   in.      Price,    $5.00. 

This  publication  contains  colored  maps  showing  the  loca- 
tion of  the  coal  fields  of  Illinois,  Indiana,  Ohio,  Michigan, 
western  Kentucky,  Iowa  and  Missouri.  The  text  gives  much 
technical  information  in  regard  to  coal,  including  a  brief  de- 
scription of  the  geology  of  each  coal  field;  names  and  num- 
ber of  the  various  coal  seams,  with  their  relative  impor- 
tance, and  chemical  analyses,  showing  the  relative  composi- 
tion of  fuel  from  the  different  states.  Information  is  given 
in  regard  to  the  economical  use  of  coal,  with  hints  as  to  the 
manipulation  and  management  of  fires  so  as  to  render  the 
combustion  of  bituminous  coal  smokeless,  and  there  are 
various  illustrations  of  the  latest  types  of  smokeless  boiler 
furnaces. 

Hamlin's  Index-Digest  of  the  Interstate  Commerce  Acts. — By 
Charles  S.  Hamlin.  Boston,  1907.  Little,  Brown  &  Co.  Buck- 
ram. 480  pages,  6Vi  by  9%  inches.     Price,  $3.50  net. 

Mr.  Hamlin,  who  is  corporation  counsel  of  the  Boston 
chamber  of  commerce,  and  a  member  of  the  law  committee  of 
the  National  Board  of  Trade,  has  given  to  the  public  in  this 
book  a  work  of  much  importance.  The  volume  contains  the 
text  of  the  important  laws  of  the  United  States  relating  to 
railways,  shippers,  etc.,  as  officially  printed  by  the  interstate 
commerce  commission,  including  the  original  interstate  com- 
merce act,  approved  on  February  4,  1887,  and  amendments; 
the  Hepburn  act,  approved  on  June  29,  1906;  the  acts  In 
relation  to  testimony  before  the  commission ;  the  acts  con- 
cerning the  Immunity  Of  witnesses;  the  act  to  expedite  hear- 
ings; the  so-called  Elkins  act;  the  act  approved  on  August  7, 
1888,  as  to  government-aided  railroad  and  telegraph  lines;  the 
safety  appliance  laws;  the  resolutions  providing  for  the 
investigation  of  block  signal  systems  and  of  railway  discrimi- 
nations and  alleged  monopolies  of  the  coal  and  oil  businesses; 
the  act  approved  on  June  1,   1898,  providing  for  arbitration 


between  carriers  and  their  employes;  the  Sherman  anti-trust 
act;  the  unrepealed  provisions  of  the  Wilson  tariff  act,  relat- 
ing to  trusts  in  import  trade,  and  the  act  approved  on  June  3, 
1906,  relating  to  the  liability  of  railways  to  their  employes. 
To  these  are  added  an  index  of  the  principal  words  and 
phrases  used  in  these  laws,  a  concise  digest  of  the  laws  and 
citations  of  all  uses  of  the  same  words  and  phrases  in  the 
different  acts.  Changes  in  the  earlier  laws  are  indicated  on 
the  margin  of  the  text.  The  work  will  be  of  special  value  to 
lawyers,  shippers,  railway  officials  and  students  of  railway 
subjects. 

Boiler-Waters — Scale,  Corrosion,  Foaming.  By  William  Wallace 
Christy.  New  York,  1906,  D.  Van  Nostrand  Company,  23  Mur- 
ray street.     Cloth,   235   pages.    6  by  9  inches.     Price,  $3.00. 

This  is  a  good  general  treatise  on  boiler  waters,  although 
the  portion  relating  to  water  softening  occupies  only  one 
chapter  of  40  pages.  The  book  contains  little  that  is  new  or 
original,  but  is  a  good  collection  of  recent  articles  from  techni- 
cal papers,  contains  a  great  deal  relating  to  quality  and  purifi- 
cation of  feed  waters  for  locomotives  and  is  probably  one  of 
the  best  books  of  the  kind  for  the  use  of  the  railway  master 
mechanic.  The  practice  of  publishing  an  almost  complete 
catalogue  of  scientific  books  at  the  end  of  a  volume  of  this 
kind  is  a  reprehensible  one  and  should  be  avoided  by  pub- 
lishers who  have  any  regard  for  space  in  office  libraries. 

Encyclopedia  of  Engineering.  Treatise  on  boilers,  steam  engines, 
locomotives,  electricity,  automobile  motors,  refrigeration,  etc. 
Published  by  Calvin  F.  Swingle  with  the  co-operation  of  me- 
chanical and  electrical  engineers.  New  York  and  Chicago,  1907. 
Cree  Publishing  Company.  Seven  volumes,  clotb,  3,500  pages, 
5M>   by  8%   inches.     Price,   $24. 

This  Encyclopedia  consists  of  seven  large  volumes  each 
2Yz  inches  thick.  It  has  been  compiled  from  the  papers  of 
the  International  School  of  Engineering  and  is  intended  to 
furnish  practical  instruction  for  those  who  are  not  in  posi- 
tion to  take  up  the  correspondence  course  or  to  attend  a 
school  of  engineering.  A  number  of  practical  examples  are 
given  in  each  volume,  which  help  to  bring  out  the  funda- 
mental principles  involved  and  also  to  fix  the  essential  points 
in  the  reader's  mind.  This  Encyclopedia  will  he  of  special 
benefit  to  those  who  are  not  in  a  position  to  obtain  a  regu- 
lar technical  education  at  a  school  or  university. 

The  Engineering  Index,  Volume  IV — Five  Years,  1901-1905.  Edited 
by  Henry  Harrison  Suplee  and  J.  H.  Cuntz  in  co-operation 
with  Charles  Buxton  Going.  New  York.  1906,  The  Engineer- 
ing Magazine.  Cloth,  1,234  pages,  6>4  by  9Vi  inches.  Price, 
$7.50. 

The  fourth  volume  of  The  Engineering  Index  is  a  continu- 
ation of  the  work  originally  begun  by  the  late  Professor 
J.  B.  Johnson  in  the  Journal  of  the  Association  of  Engineering 
Societies  in  1884  and  turned  over  by  that  association  to  The 
Engineering  Magazine  at  the  close  of  1895.  The  previous 
volumes  published  respectively  in  1892,  1896  and  1901  cover 
very  thoroughly  the  field  of  technical  periodical  literature, 
and  in  the  present  volume  care  has  been  taken  to  maintain 
and  advance  the  high  standard  already  adopted.  The  classifi- 
cation used  is  the  same  as  that  introduced  in  Volume  III. 
It  includes  all  branches  of  engineering  and  contains 
more  than  50.000  entries  as  compared  with  40,000  in 
the  previous  volume.  The  list  of  periodicals  indexed  in- 
cludes 250  technical  engineering  journals  in  six  different  lan- 
guages, about  one-fourth  of  these  being  in  languages  other 
than  English.  In  every  case  a  brief  extract  is  given  showing 
the  scope  and  purpose  of  the  article  sufficient  for  the  investi- 
gation without  further  reference.  It  can  be  used  as  a  con- 
venient guide  to  the  vast  mass  of  information  buried  in  the 
files  of  engineering  publications  in  reference  libraries,  and 
the  index  thus  becomes  the  master  key  by  which  this  In- 
formation is  made  available.  The  volume  is  especially  valu- 
able at  the  present  time  as  it  can  be  used  by  the  engineer 
in  the  new  Engineering  building  in  New  York  City,  where 
the  invaluable  technical  libraries  of  the  mining,  mechanical 
and  electrical  engineers'  societies  are  now  collected.     Catch 


652 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  No.  20. 


words  and  cross  references  as  here  used  are  probably  the  re- 
sult of  a  long  experience,  but  in  glancing  over  the  volume  it 
would  seem  that  there  is  a  too  frequent  use  of  large  capitals 
in  the  text  for  cross  references  which  tend  rather  to  confuse 
than  to  assist  in  the  rapid  use  of  the  book.  This  is  simply 
a  suggestion  and  it  may  be  there  is  good  reason  for  the 
practice  indicated. 

Handbook  of  Timber  Preservation.  By  Samuel  W.  Rowe.  Chicago. 
1906.  Pettibone,  Sawtell  &  Co.  Leather.  202  pages.  3%  by 
6    inches. 

The  handbook  on  "Timber  Preservation,"  by  Mr.  Rowe, 
was  first  issued  in  1900,  and  the  increased  demand  for  in- 
formation on  the  practical  side  of  this  subject  has  justified 
another  edition,  which  has  been  revised  and  somewhat  ex- 
tended in  its  scope.  The  primary  purpose  of  the  book  is  to 
furnish  information  as  to  the  practical  workings  of  timber 
preserving  plants,  so  as  to  enable  the  operator  to  fully  un- 
derstand the  philosophy  and  principles  involved  and  to  serve 
as  a  guide  during  the  construction  of  the  works  and  their 
operation.  In  a  general  way  the  book  is  an  epitome  of  the 
experience  and  observation  of  the  author  and  gives  the  re- 
sults of  much  labor  and  study.  It  contains  an  account  of  the 
various  methods  of  treating  timber  and  the  results  obtained 
and  is  quite  fully  illustrated  with  drawings  of  the  apparatus 
used  in  timber  treating  plants,  much  of  it  in  detail.  This 
hand  book  will  be  found  of  great  convenience  and  much  in- 
terest to  all  those  connected  with  the  operation  of  timber 
treating  plants,  and  it  will  also  be  found  a  convenient  refer- 
ence book  by  the  railroad  superintendent  and  other  officers 
who  have  charge  of  such  plants. 

Graphical  Handbook  for  Reinforced  Concrete  Design.  By  John 
Hawkesworth.  New  York,  1906,  D.  Van  Nostrand.  Cloth,  64 
pages,  8%  by  11  Inches.     Price,  $2.50. 

This  book  is  intended  for  the  use  of  architects  and  engi- 
neers whose  work  in  reinforced  concrete  design  does  not 
warrant  the  steady  employment  of  a  concrete  engineer.  The 
use  of  such  a  graphical  handbook  should  render  it  unnecessary 
to  call  in  expert  assistance  to  solve  most  of  the  problems 
ordinarily  presented  in  the  design  of  reinforced  concrete  struc- 
tures. The  book  contains  a  series  of  plates,  showing  graphic- 
ally by  means  of  plotted  curves  the  required  design  for  slabs, 
beams  and  columns,  under  various  conditions  of  external  load- 
ing, together  with  practical  examples  explaining  the  methods 
of  using  each  plate.  The  design  of  most  of  the  common  forms 
of  concrete  construction  may  be  ascertained  directly  from 
these  plates,  without  performing  any  of  the  computations 
ordinarily  required.  While  an  inspection  of  the  plates  is  all 
that  is  needed  to  select  the  design  for  the  given  conditions, 
nothing  is  sacrificed  in  the  way  of  flexibility  by  the  graphical 
method,  but  a  wide  range  of  choice  is  afforded  to  the  relative 
proportions  of  steel  and  concrete  to  be  used.  The  plates  are 
drawn  to  a  large  scale  and  have  plain  figures,  so  that  they 
can  be  easily  read  for  comparatively  small  values,  and  al- 
though the  page  is  large,  where  necessary  the  plates  occupy 
a  full  double  sheet.  They  are  printed  on  heavy  paper.  The 
unit  stresses  described  by  the  building  code  of  New  York 
city  have  been  adopted  throughout  as  a  standard,  and  the 
methods  are  those  sanctioned  by  the  best  practice  at  the 
present  time. 

Combustion  and  Smokeless  Furnaces.  By  Joseph  W.  Hays.  New 
York.  1906,  Hill  Publishing,  Company.  Cloth,  104  pages,  5Vi 
by   9%   inches;   price,   $1.50. 

This  volume  has  special  reference  to  the  smoke  nuisance, 
and  as  such  it  is  a  welcome  addition  to  the  literature  of  com- 
bustion and  smokeless  furnaces.  The  subject  is  treated  In  a 
popular  manner  and  is  intended  largely  for  the  owners  of 
boilers  in  cities  and  the  engineers  in  charge  of  them,  with  a 
view  of  giving  them  intelligent  advice  as  to  the  best  methods 
of  arranging  boilers  in  order  to  prevent  smoke  and  to  com- 
ply with  the  smoke  ordinances  of  large  cities.  The  author 
has  obtained  much  information  from  the  standard  authorities, 
and  it  will  be  of  use  in  presenting  sound  advice  to  the  general 


reader  on  a  subject  which  is  thoroughly  understood  only  by 
the  skilled  engineers.  One  of  the  most  valuable  parts  of  the 
volume  is  that  relating  to  steam  jets,  where  it  is  shown  that 
this  is  the  favorite  method  of  attempting  to  prevent  smoke 
and  75  per  cent  of  the  patents  issued  in  the  last  17  years  on 
smoke  consuming  appliances  have  been  founded  on  modifica- 
tions of  the  steam  jet.  The  author  states  that  it  is  not  pos- 
sible to  give  any  views  favorable  to  the  use  of  the  steam  jet 
and  quotes  a  number  of  authorities  who  are  in  agreement 
with  respect  to  its  undesirability.  The  steam  jet  has  proba- 
bly done  more  than  anything  else  to  prevent  the  radical 
changes  in  boiler  settings  which  are  necessary  for  the  proper 
suppression  of  smoke,  and  this  explosion  of  the  fallacy  and 
uselessness  of  the  steam  jet  we  regard  as  the  most  important 
protest  against  its  further  use  to  be  found  in  technical  litera- 
ture. In  the  conclusion  the  author  points  out  some  other  un- 
desirable features  which  are  continually  being  presented  un- 
der the  guise  of  smokeless  furnaces  and  shows  that  by  the 
use  of  the  most  of  them  damage  will  result  to  the  boiler  and 
no  improvement  made  in  the  matter  of  smoke. 

Concrete  Factories.  Compiled  by  Rob't  W.  Wesley.  Published  for 
the  Cement  Age  Company,  by  Bruce  &  Banning,  No.  1  Madi- 
son avenue.  New  York.  Boards.  152  pages,  6%  by. 10  inches. 
Price,   $1.00. 

This  contribution  to  the  literature  of  cement  comprises  a. 
series  of  papers  descriptive  of  the  use  of  cement  and  con- 
crete is  applied  to  construction  at  industdial  plants.  It 
offers  in  condensed  form  what  is  believed  to  be  the  most 
complete  review  of  the  principles  underlying  reinforced  con- 
crete construction.  The  method  of  the  treatment  was  in- 
tended to  present  the  matter  in  such  form  that  it  would  be 
understood  by  the  layman  as  well  as  the  engineer.  The  book 
contains  the  report  of  the  United  States  advisory  board  on 
"Fuels  and  Structural  Materials,"  the  report  of  the  sub-com- 
mittee on  "Tests,"  the  only  translation  of  the  French  rules 
on  reinforced  concrete,  which  have  just  been  issued  by  the 
ministry  of  public  works  in  France,  and  a  number  of  pro- 
fusely illustrated  articles  showing  the  methods  of  rein- 
forced concrete  construction  including  all  the  well  known 
reinforcing  systems.  "Reinforced  Concrete  Construction,"  a 
chapter  by  Walter  Mueller,  is  a  concise  description  of  the 
many  concrete  reinforcing  systems  now  in  the  market,  and 
"Concrete  in  Factory  Construction,"  by  E.  A.  Trego,  re- 
views the  work  that  has  been  done  with  concrete  in  the  con- 
struction of  industrial  plants  during  the  past  few  years.  This 
book  also  contains  "A  Surface  Finish  for  Concrete."  by 
Henry  H.  Quimby,  and  a  symposium  of  articles  on  the  use 
of-  concrete  in  constructional  work  by  eminent  authorities  on 
this  subject. 

Street  Railroad  Accident  Law.  By  Andrew  J.  Nellis.  Albany, 
N.  Y.,  1904.  Matthew  Bender.  850  pp.,  6  by  9  inches.  Price, 
law  sheep,  $6.00. 

In   this    publication     the    author   has     given    a     complete 

treatise  on  the  principles  and  rules  of  law  by  the  courts  of 

the  states  and  territories  of  the  United  States  and  Canada  in 

determining   the   liability   of   street   railroads   for   Injuries   to 

the  person  and  property  by  accidents  to  passengers,  employe* 

and  travelers  on  the  public  streets  and  highways,  and  on  the 

pleading  and   practice   in  the   various   jurisdictions   in   street 

railroad  accident  litigation. 

Street  railway  law  itself  has  been  recognized  as  a  sub- 
ject for  separate  text-book  treatment  but  a  comparatively  short 
time.  That  a  single  branch  of  it.  namely,  street  railroad  acci- 
dent law,  should  now  be  so  treated  indicates  the  sudden  pro- 
digious development  of  the  latter  through  the  enormous 
amount  of  litigation  relative  to  it,  and  it  is  to  be  borne  in 
mind  that  the  cases  which  reach  the  courts  of  last  resort  are 
but  a  small  fraction  of  those  occurring,  for  it  is  the  boast  of 
the  claim  departments  that  they  settle  out  of  court  most  of 
the  accident  cases  arising;  yet  102  pages  are  here  required 
for  the  table  of  cases  alone. 

The  author   does  not  venture    far    into    the    domain    of 


May  18,  L907                                              ELECTRIC    RAILWAY    REVIEW  653 

theory,   but   confines   himself  almost   altogether   to   succinctly  THE  CLEVELAND  SITUATION. 

stating  and  orderly  arranging  the  principles  he  has  found  laid  

down  in  the  cases  cited.     Comparatively  little  space  specific-  The  principal  interest  in  the  Cleveland  controversj   aur- 
ally   is    given    to   matters   purely   electrical   or    designated    as  in«  'll"  Pas1  week  ha*  centered  in  the  suit  of  Edward  L.  Isom. 
being   peculiar   to   electric   railways,  but   the  rules   developed  a  l11'"!"'.'./  holder,  backed  by  the  Cleveland  Electric  Railway, 
are  for  the  most   part  as  applicable  to  electric  railways  as  If  to   elljoin    ,ne   Low  Fare  Railway    from   proceeding   with   con- 
rhat   term  had   been   used  instead  of  "street  railroads,"  with  ^ruction   work  on   the  Central-Quincy   route,   which   is  being 
which,  in  most  cases,  it  may  be  said  to  be  practically  inter-  heard  befure  JudSe  PnilliDS  of  the  common  pleas  court.     The 
changeable  matters  at  issue  are  the  legality  of  property  owners'  consents 
The  book  is  clearly  written  and  thoroughly  practical  and  lo  the  low-fare  lines'   later  revoked  b*  agreements   with    the 
unquestionably  is  one  'that  will  urove  valuable  to  street  rail-  <'lp"'la»d    E1ectric   the   legality   of   the   revocations   and   the 
...                       ,.,           ...                                  .  validity   of   the   unrevoked   consents   as   applying   to   the   par- 

wav  attorneys  and  claim  agents  alike,   while  many  points   of  .          ■                    .                        ,                         ' p  J     6                  yaL 

..      _          .  ,        .     ..         -         ,         ,        ,         .       t       .,  ticular  construction  contemplated  by  the  Low  Fare  Railway, 

value  to  the  financial  and  other  departments  of  a  street  rail-  __         .   .     ,                                   ... 

...  The  original  consents  were  obtained  by  the  Forest  Citv  corn- 
way  are  discussed  m  its  pages.  .                  ,.                 .  .  .    ..      _,       ,._,_... 

pany,  under  an  ordinance  which  the  Cleveland  Electric  attor- 

SELECTING  AND  LOCATING  TROLLEY  FROGS.  nevs  declare  giants  only  the  right  to  construct  an  extension 
of  an  existing  line.     The  greater  part  of  last  week  was  taken 

In  the  selection  of  trolley  frogs  proper  importance  is  sel-  up  by  the  attorneys  of  both  sides  in  the  effort  to  agree  on  a 

dom  given  to  the  divergence  angles.    It  is  not  generally  recog-  statement   of   facts,    and   the   real   hearing   began   on   Friday 

nized  that  divergence  angles  and  other  details,  when  particu-  morning.  May  10.     It  was  continued  on  Monday  and  Tuesday 

larly  suited  to  the  operating  conditions,  will  not  only  increase  of  this  week  and  no  decision  is  expected  before  the  end  of 

the  reliability  of  overhead  construction  but  will  add  greatly  next  week. 

to  its  life.    For  this  reason  the  General  Electric  Company  has  President   W.    B.   Colver   of   the   Low   Fare   Railway   has 

issued  a  pamphlet  which  contains  instructions  for  the  proper  begun  negotiations  with  the  Cleveland  Electric  Railway   for 

choice  of  trolley  frogs.  the  use  of  the  latter's  tracks,   power,  etc.,  in  the  streets  in 

For  ordinary  city  service,  with  turnout  radii  not  exceed-  which  the  former  holds   franchises,  as   provided  in  the  ordi- 

ing  about  50  feet,  the  20-degree  frogs  are  suitable,  but  with  nances.     As   the  Cleveland   Electric  has   practically   removed 

the  longer  radii  introduced  by  suburban  and  interurban  work  its   property   in  Central  avenue  and  Quincy   street,   the  only 

smaller  divergence  angles  are  necessary.   The  introduction  of  street  by  the  Cleveland  Electric  Railway,  and  to  operate  cars 

higher   speeds   has   necessitated    the   use   of   longer   pans   to  East  Fifty-fifth  street.     President  H.  E.  Andrews  of  the  Cleve- 

overcome  the  inertia  of  the  trolley  wheel  in  passing  between  land  Electric  Railway  left  for  the  east  on  Saturday  afternoon. 

the  inner  ends  of  tongues.  promising  to  give  the  Low  Fare  company  an   answer  on  his 

The  following  table  gives  the  range  of  distance  from  track  return, 

switch    point   to   track   frog  with   which   each   set    of    trolley  At  the  meeting  of  the  council  on  Monday  night,  May  13, 

frogs  may  be  most  satisfactorily  used:  the  Low  Fare  Ra»way  presented  a  communication  in  which 

b  Frog  Distai Divergence  Angle  of  Trolley  Frog.  il  offered  to  restore  immediately  at  its  own  cost  all   tracks. 

t'p  to  22  feet   20  degrees  poles   and   wires   removed   from   Central   avenue   and  Quincv 

From    20    to    30    feet    15  degrees  .                                                       "* 

Above  2S  feet  s  degrees  street  by  the  Cleveland  Electric  Railway,  and  to  operate  cars 

»                The  minimum  frog  distance  given  in  the  table  with  which  on  those  lines,  paying  to  the  city  the  balance  after  deduct- 

the    l.">-degree   frogs   may   be   used   to   best   advantage   corre-  ing  from  gross  receipts   operating  expenses   and  G   per  cent 

on  the  investment.     Or.  the  company  offered  to  restore  the 

—  tracks,  etc.,  and  to  permit  the  use  of  the  restored  tracks  by 

~~~-^  the  Cleveland  Electric  Railway  free  of  charge,  with  no  stipu- 

^*S,                   ^^  lation  as  to  rate  of  fare,  until  a  final  settlement  shall  be  had 

in  the  courts,  and  to  accept  transfers  of  the  Cleveland  Elec- 
tric Railway  whether  that  company  accepts  transfers  from 
the  Low  Fare  company  or  not. 

An    ordinance    granting    a    franchise    to    the    Cleveland 
Electric  Railway  for  the  Central-Quincy  route  was  introduced. 

The   Cleveland   Electric   Railway  has   begun   a   campaign 

Diagram    to    Assist    In    Locating    Trolley    Frogs.  „                 ,                         ,      -  .,        „          -                 ..  ,     .      _ 

for  popular  approval  of  its  offer  of  seven  tickets  for  a  quarter 

sponds  to  a  turnout  radius  of  40  feet,  but  when  suburban  cars  in  return  for  a  franchise,  by  circulating  throughout  the  city 

using  high-speed  trolley  wheels  run  over  city  tracks  it  is  ad-  an   endless  chain   letter  signed  by  President  Andrews.     The 

visable  to  use  15-degree  rather  than  20-degree  frogs  throughout  letter  requests  the  recipient  to  write  or  call  upon  the  council- 

the  city  construction,  even  where  the  minimum  frog  distance  man  from  nis  ward  and  tne  editor  o£  his  newspaper,  urging 

is  less  than  20  feet.     The  20-degree  frogs  are  especially  de-  au   immediate  acceptance  of  the  company's  proposition,   and 

signed  for  use  with  No.  0  and  00  wire,  but  will  admit  the  use  also  to  write  to  ten  of  his  friends  and  acquaintances,  asking 

Of  No.  000  round  or  grooved  wire.  tnem  ,0  do  "kewise. 

The   15-degree  and   8-degree  frogs  are  designed  for  wire  TH£    LAFAYETTE   &    LOGANSPORT    RAILWAY. 
up  to  and  including  No.  0000  round  or  grooved. 

The  accompanying  diagram  shows  an  excellent  method  of  In  the  article  on  the  construction  of  the  Lafayette  & 
properly  placing  the  frogs  on  the  line,  and  while  certain  Logansport  railway  in  the  Electric'  Railway  Review  of  May 
variables,  such  as  superelevation  of  the  outer  rail  on  the  4,  1907,  page  588,  it  was  stated  that  the  Lafayette  &  Logans- 
curve,  length  of  wheel  base  and  projection  of  trolley  pole  port.  Traction  Company  was  organized  for  the  purpose  of 
rearward  from  center  of  car  may  necessitate  slight  variation  constructing  a  road  between  Lafayette  and  Logansport.  The 
of  setting,  this  location  will  be  found  so  nearly  correct  that  a  general  counsel  of  the  company,  Messrs.  Barrett  and  Morris, 
very  small  alteration,  which  must  be  determined  by  experi-  desire  to  have  it  stated  that  the  Lafayette  &  Logansport 
ment,  will  compensate  for  the  variable  conditions.  The  dia-  Traction  Company  is  a  corporation  organized  under  the  laws 
gram   may  be  used  as  follows:  of  the  state  of  Indiana  for  the  purpose  of  owning,  construct- 

From  switch  point  A  draw  a  line  to  center  point,  D,  of  ing,  operating  and  maintaining  an  electric  interurban  railway 

track  frog  distance,  BO.     From  switch   point  It  draw  a   line  between  the  terminal  cities  of  Lafayette  and  Logansport;  the 

to  center  point,  E.  of  ar<    \i:c.   The  Intersection  of  these  two  railwaj   to  be  operated  in  conjunction  with  the  Ft.  Wayne  & 

lines  at  /'  will  be  the  proper  location  of  the  frog.  Wabash  \  alley  company's  line  from  Ft.  Wayne  to  Logansport. 


G54 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  Xo.  20. 


ELECTRICAL    EQUIPMENT   OF  THE    DETROIT    RIVER 
TUNNEL. 


A  tunnel  is  being  built  under  the  Detroit  river  for  the 
transference  of  both  the  freight  and  passenger  trains  of  the 
-Michigan  Central  Railroad.  The  tunnel  will  replace  the 
present  ferry  service  between  Detroit  on  the  American  shore 
and  Windsor  on  the  Canadian  side  of  the  river.  Two  tracks 
will  be  laid  in  separate  iron  tubes  65  feet  beneath  the  surface 
of  the  river.  These  iron  tubes  will  rest  on  beds  of  concrete 
and  will  be  flanked  by  concrete  walls.  The  electrified  zone 
will  be  4.6  miles  in  length  and  will  comprise  with  the  yards 
some  15  miles  of  single  track. 

Electric  locomotives  for  operating  through  the  tunnel 
were  decided  upon  because  they  would  not  only  permit  of 
greater  celerity  in  handling  traffic  but  also  afford  a  complete 
solution  of  the  ventilation  problem.  Six  100-ton  direct-current 
locomotives  of  the  swivel  truck  type,  with  geared  motors,  will 
comprise  the  initial  equipment  for  hauling  both  freight  and 
passenger  trains.  Each  locomotive  will  be  capable  of  hauling 
a  900-ton  train  up  a  2  per  cent  grade  at  a  speed  of  10  miles 
per  hour.  Four  280-horsepower  motors  will  be  mounted  on 
each  locomotive,  two  motors  being  placed  on  each  of  the  two 
swivel  trucks.  The  Sprague-General  Electric  multiple  unit 
control  system  will  be  furnished,  enabling  the  locomotives 
to  be  operated  singly  or  in  train.  Current  for  operating  the 
motors  will  be  taken  from  a  third  rail  by  means  of  contact 
shoes.  Automatic,  high-speed  air  brakes  will  form  a  neces- 
sary part  of  the  equipment.  The  electrical  equipment  for  the 
locomotives  as  well  as  for  the  tunnel  in  general  will  be  fur- 
nished by  the  General  Electric  Company. 

Current  for  operating  the  system  will  be  purchased  from 
the  Detroit  Edison  Company  and  will  be  delivered  to  a  sub- 
station at  Detroit  at  a  potential  of  4,400  volts,  and  at  a  fre- 
quency of  60  cycles.  At  the  substation  two  1,000-kilowatt 
synchronous  motor-generator  sets  will  be  installed  for  supply- 
ing direct  current  to  the  third  rail  at  650  volts.  A  15-kilowatt. 
125-volt  exciter  for  the  synchronous  motor  will  be  mounted 
on  a  shaft  extension  of  each  of  the  motor-generator  sets. 

A  very  complete  electric  lighting  and  electric  pumping 
equipment  forms  a  part  of  the  project.  The  yards  and  ap- 
proaches to  the  tunnel  will  be  lighted  by  arc  lamps,  while 
the  tunnel  itself  will  be  illuminated  by  incandescent  lamps 
arranged  on  duplicate  circuits.  Alternating  current  from  the 
main  power  supply,  at  a  frequency  of  60  cycles,  will  be  used 
on  the  lighting  circuits.  To  insure  an  uninterrupted  lighting 
service  the  lighting  circuits  in  the  tunnels  are  so  arranged 
that  half  the  lamps  in  both  tunnels  will  burn  if.  by  chance, 
either  of  the  lighting  circuits  in  the  tunnels  should  be  broken. 
A  single  3-phase  distributing  circuit  will  run  through  each 
tunnel  and  from  these  circuits  suitable  connections  will  be 
made  to  step-down  transformers.  The  secondaries  of  the  step- 
down  transformers  will  be  interconnected  with  duplicate  cir- 
cuits for  half  the  lamps  in  each  of  the  tunnels. 

For  keeping  the  tunnel  dry  five  sumps  will  be  provided, 
each  sump  drained  by  induction  motor  centrifugal  pumps 
arranged  in  duplicate.  The  motors  on  the  pumps  will  operate 
directly  at  4,400  volts  and  the  controlling  circuits  with  com- 
pensators will  be  centralized  in  the  substation.  For  indicat- 
ing the  amount  of  water  in  each  sump,  a  float  system  will  be 
provided  having  both  visible  and  audible  indicating  devices 
in  the  substation. 

At  the  substation  a  regulating  storage  battery  will  be 
provided  to  carry  the  fluctuations  of  the  load.  If  the  main 
power  supply  from  the  Detroit  Edison  mains  should  be  inter- 
rupted this  storage  battery  will  have  suflficient  capacity  to 
operate  the  entire  system  for  half  an  hour.  In  such  an  emer- 
gency the  lighting  and  pumping  alternating  current  equip- 
ment will  be  energized  by  60  cycle,  alternating  current  from 
a  50-kilowatt  motor-generator  set,  the  driving  motor  being 
supplied  with  current  from  the  storage  battery.  Flexible 
switching  arrangements  will  be  installed  to  enable  this  inter- 
change of  power  supply  to  be  easily  and  quickly  made. 


NEW    STYLE    OF   TRANSFER    FOR    MONTREAL. 

The   Montreal   Street   Railway    Company   has    adopted   a 
new  style  of  transfer,  as  shown  in  the  accompanying  illustra- 
tion,    which     is 


Montreal  Street  R'y 


CONDITIONS 

This  Transfer  is 
Xor  a  Stob-Ovek, 
and  is  Not  Trans- 
ferable, and  only 
pood  if  passenger 
takes  first  car  leav- 
ing junction  where 
transfer  is  made. 
Passengers  must  sco 
that  transfer  bears 
proper  date  and  that 
the  Time  and  Direc- 
tion" are  correctly 
punched,  otherwise 
it  is  void.  In  case 
of  dispute  passen- 
gers are  requested 
to  pay  fare  and  refer 
to  Superintendent. 

w.  a  ross. 

Man.  Dix. 


P.M 


AMHERST 

WED.     I   J 


APR. 


much  less  com- 
plicated than  the 
old  form  and  is 
expected  to  sim- 
plify consider- 
ably the  work  of 
the  conductor  as 
well  as  to  avoid 
possible  incon- 
venience to  pas- 
s  e  n  g  e  r  s.  The 
transfer  is 
punched  with 
the  direction 
from  which  the 
passenger  start- 
ed and  with  the 
time  at  which 
he  is  due  at  the 
transfer  point. 
Passengers  are 
required  to  ask 
for  transfers  at 
the  time  of  pay- 
ing their  fare 
and  to  see  that 
they  are  prop- 
erly       punched. 

New    Transfer    Used    in    Montreal — Obverse    and    The  transfer 
Reverse.      (Original  138  by,  4  inches.)  sljps  are  1%    fcy 

4  inches  in  size  and  are  printed  in  various  colors  on  standard 
transfer  paper. 


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5 

10 

20 

30 

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20 

30  40 

50 

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20 

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20 

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C  «  P0BTEUR  \AI 
B          WENT  DE         WW 

9802 


CONSTRUCTION    OF    THE    MILWAUKEE    NORTHERN 
RAILWAY. 


Such  excellent  progress  has  been  made  during  the  fall 
and  winter  months  on  the  construction  work  of  the  Milwaukee 
Xorthern  Railway,  which  will  open  up  communication  between 
the  eastern  Wisconsin  towns  of  Sheboygan.  Port  Washington, 
Fond  du  lac.  West  Bend  and  numerous  others  in  this  populous 
district  and  Milwaukee,  that  it  will  probably  be  ready  for 
operation  on  at  least  one  division  by  early  summer. 

Except  for  short  distances  in  the  centers  of  some  of  the 
larger  towns,  the  Milwaukee  Xorthern  roadbed  is  located  on 
its  own  right  of  way,  and  in  almost  a  straight  line.  The 
entire  absence  of  grade  crossings  is  a  feature  which  will 
permit  of  a  high  speed  schedule.  Where  the  road  crosses 
twice  both  the  Xorth western  and  St.  Paul  tracks,  subways  of 
steel  bridging  and  masonry  abutments  or  viaducts  are  used. 
At  Grafton  the  line  passes  over  a  steel  viaduct  765  feet  long 
over  the  St.  Paul  tracks  and  again  over  a  viaduct  of  similar 
construction  454  feet  long  at  Mequon. 

The  complete  power  equipment  was  purchased  from  and 
built  by  the  Allis-Chalmers  Company  of  Milwaukee.  Three- 
phase  alternating  current  will  be  generated  at  405  volts  by 
three  direct-connected  alternators,  each  of  1,000  kilowatts 
normal  capacity,  driven  at  107  revolutions  per  minute  by 
Allis-Chalmers  twin  tandem  gas  engines,  each  with  a  rated 
capacity  of  1,500  horsepower.  It  is  stated  that  this  equipment 
when  in  operation  will  enjoy  the  distinction  of  being  the 
largest  installation  in  America  of  gas  engine  driven  electric 
generating"  units  used  exclusively  for  traction  purposes. 

The  main  power  house  is  located  at  Port  Washington,  and 
eight  sites  for  substations  have  been  provided. 

W.  A.  Comstock,  Alpena,  Mich.,  is  president  of  the  com- 
pany, and  F.  W.  Walker  of  Port  Washington  is  vice-president 
and  chief  engineer. 


May  18,  1907. 


ELECTRIC    RAILWAY    REVIEW 


65S 


PIPING    AND    POWER    STATION    SYSTEMS— XL. 


BY    W.    L.    MORRIS.    U.    E. 


A  svstem  for  condensing  the  exhaust  steam  by  means  of 
atmospheric  air  is  shown  in  Figure  279  (KM).  The  exhaust 
pipe  is  shown  in  the  center  of  the  air  flue,  the  object  being 
to  increase  the  temperature  of  the  air  to  create  a  draught.  The 
air  would,  however,  be  drawn  through  the  flue  by  the  flow 
of  steam  through  the  ejector  flights.     The   upper  section   is 

shown   as   a   water   and   air 


Hot  fli'r 


Figure   279   (KI-1). 


separator. 

In  the  arrangement  of  a 
condenser  of  this  character, 
it   must   be   noted   that  the 
exhaust    travels    at    a    high 
velocity,  possibly  5,000  feet 
per  minute,  and   the  air  at 
1,000   per  minute,  which   is 
quite   rapid,   about   that  ob- 
tainable by  a  high  stack.  To 
what  extent   the   air  would 
be    accelerated    by    the    ex- 
haust ejector  is  quite  prob- 
lematical and  to  secure  the 
greatest  difference  in  weight 
of  air  in  the  chimney,  and 
that  without,  it  may  be  ad- 
visable   to    place    the    con- 
denser at  the  base  of  the 
chimney,  causing  the  entire 
column  of  air  to  be  at  the 
highest     possible     tempera- 
ture.   If  the  capacity  of  the 
chimney  is  less  than  the  ex- 
haust    blower     or     ejector, 
then  the  increased  length  of 
stack  would  simply  offer  re- 
sistance to  the  flow  of  air, 
as    is    the    case    of    a    high 
smokestack  placed  over  the 
fan   of  an   induced   draught 
plant.     It  is  quite  probable 
that  the  air  chimney  would 
have    to    be    fully     twenty 
times    the   area   of   the    ex- 
haust,   or    about    four    and 
one-half  times  the  diameter 
of    the    exhaust    pipe.     The 
air  can  be  supplied  from  a 
blower,  but  it  is  very  doubt 


mitted  to  the  boiler.  A  saving  of  fuel  and  water  in  electrical 
plants  using  city  water  can  easily  be  obtained  by  using  motor 
driven  auxiliaries  instead  of  steam  driven  auxiliaries.  The 
greatest  difficulty  experienced  with  motors  for  this  service 
has  been  that  only  one  speed  was  obtainable,  but  there  are 
now  a  large  number  of  different  types  of  variable  speed  motors 
on  the  market,  which  have  a  wide  range  of  speed  with  nearly 
a  constant  efficiency.  These  motors  are  principally  used  to 
drive  machine  tools,  some  of  them  having  a  range  of  5  to  1, 
that  is,  the  speed  is  variable  from  full  speed  to  one-fifth 
the  full  speed. 

Plants  which  have  their  own  water  supply  and  are  within 
reach  of  city  waterworks  should  have  a  connection  to  the 
city  main  of  sufficient  size  to  supply  the  boilers.  Invariably 
the  city  connection  is  so  made  that  it  is  a  source  of  loss  to 
the  waterworks.  The  most  common  method  is  to  connect 
the  city  water  to  fire  hydrants  and  install  a  meter  at  the  point 
where  the  city  water  enters  the  building,  as  shown  in  Figure 
280   (Kl-2).     The  system  as  shown  is  primarily  laid  out  for 


-Suction 


ful  if  the  saving  in  water  expense  would  justify  or  equal  the 
interest  depreciation  and  operating  cost  of  such  an  arrange- 
ment. A  plant  equipped  with  an  exhaust  condenser  would 
not  require  an  exhaust  heater,  as  it  is  possible  to  feed 
the  cold  make-up  water  into  the  exhaust  condensing  chamber, 
thereby  aiding  the  process  of  condensation  and  heating  the 
water.  To  use  more  water  for  the  purpose  of  condensing 
would  be  just  so  much  water  wasted,  as  there  would  be  no 
use  for  it  and  it  would  therefore  be  discharged  into  the  sewer. 
The  amount  of  water  added  to  take  the  place  of  that  lost  in 
the  form  of  vapor  would  be  close  to  10  per  cent  of  that  fed 
into  the  boilers.  To  prevent  an  exc'ess  of  air  passing  through 
the  chimney,  shown  in  Figure  279,  it  is  possible  to  provide  a 
thermostat  in  the  return  drip  pipe,  which  could  operate  a 
damper  or  series  of  dampers,  controlling  the  quantity  of  air 
passing  through  the  chimney.  This  would  be  necessary  to 
maintain  the  condensation  at  a  high  temperature  for  boiler 
feeding. 

One  objection  to  such  a  condenser  is  the  increase  of 
difficulties  arising  from  cylinder  oil,  as  all  the  oil  is  returned 
to  the  boiler  feeding  system,  but  it  has  the  advantage  of 
materially   decreasing   the   amount  of  scale-forming   salts   ad- 


/  1-^    nerer- 


=GL 


Hudrant? 


City  Water 


=o 


Figure   280    (Kl-2). 

station    convenience    and    reliability.     The   fire   hydrants   are 
taken  from  a  fire  system  located  on  the  outside  of  the  build- 
ing, fitted  with  a  valve  a.  which  admits  the  city  water  to  it. 
There  is  no  meter  placed  between   the  city  mains   and   the 
hydrants,  partly  on  account  of  the  liability  of  the  meter  be- 
coming damaged  under  severe  working  speeds  and  thus  shut- 
ting off  the  flow  of  water.     As  the  hydrants  are  a  protection 
against   fire  the   city   is   expected   to   furnish   water   for   this 
service.     The    valves    b    and    c    close    all  connections    into 
the  building  to  prevent  loss  of  pressure  in  case  of  fire  and 
damage  to  the  inside  piping.     In  regular  operation  it  is  as- 
sumed that  the  valve  a  is  closed,  b  open,  c  open,  d  closed 
and    h    and    t    open.      This    places    the    outside    fire    lines 
and   inside   boiler   and   miscellaneous   service   line   g   on   the 
station    water   system    and   its   fire   pump   shown  in  the  illus- 
tration,  the  only   city   water  being  that  taken   for   drinking 
purposes  and  wash  basins  through  the  valve  f.     The  assump- 
tion is  that  the  city  water  would  be  used  for  fire  service  only, 
in  case  the  fire  pump  is  thrown  out  of  service,  or.  if  the  water 
supply  of  the  power  plant  fails,  city  water  could  be  run  into 
the  lines  through  the  valve  d.     The  plan  looks  honest,   and 
if  used   as   stated   it   would   be.     The   chief   engineer  of  the 
plant  knows  how  much  water  has  been  used,  and  if  at   any 
it  becomes  necessary  to  stop  the  fire  pump  and  use  city 
ter,  the  assistant  is  liable  to  be  reprimanded  and  conse- 
quently to  obviate  this  he  would  open  valve  a  and  cut  off 
the  pump  at  h,  thus  allowing  the  city  water  to  flow  around 
through  the  fire  mains  back  to  the  general  main   to  supply 
the  boilers  without  registering  on  the  meter.     From  the  oper- 
ator's standpoint  there  can  be  no  objection  to  this  plan  except 
that  it  makes  possible  the  presentation  of  an  excessive  water 
hill   in  case  the  waterworks   inspector  should  find  the  valve 
a  open.    If  the   station    operator    is   perfectly    honest  and 


656 


ELECTRIC   RAILWAY   REVIEW 


Vol.  XVII,  No.  20. 


does  not  want  to  place  a  means  of  obtaining  city  water  with- 
out passing  through  the  meter  in  the  hands  of  his  employes, 
he  can  employ  the  following  system:  The  valve  a  should 
be  sealed  to  prevent  its  being  moved  without  breaking  the 
seal.  The  valve  b  should  be  open  and  valve  d  closed 
under  ordinary  conditions.  The  check  valve  i  prevents  sta- 
tion pressure  from  backing  into  the  city  lines.  In  this  case 
it  would  be  necessary  to  make  arrangements  with  the  water- 
works regarding  the  valve  a,  some  predetermined  damage 
being  agreed  upon  which  can  be  collected  in  case  the  valve 
a  is  found  open  at  any  other  time  than  immediately  after 
a  fire,  the  seal  being  the  property  of  the  waterworks.  The 
valves  a,  b  and  c  should  be  located  sufficiently  distant 
from  the  building  to  permit  operating  them  in  case  of  a  fire, 
and  if  against  a  wall  they  should  be  a  considerable  distance 
from  windows  or  door  openings  to  permit  access  to  them.  An 
excellent  arrangement  for  placing  valves  a  and  b  would 
be  to  have  a  hose  at  the  Are  department  house  about  50  feet 
from  the  building  with  the  valve  posts  inside,  or  along  the 
side  of  the  building.  Fire  service  is  seldom  or  never  needed 
and  to  familiarize  the  employes  with  its  location  and  operation 
it  is  generally  a  good  plan  to  have  the  parts  of  the  fire  system 
exposed  so  that  they  are  constantly  in  sight  of  the  employes. 
Ordinarily  but  one  meter  is  placed  in  a  station,  one  that 
is  large  enough  for  the  ultimate  emergency  requirement,  as 
shown  in  Figure  2S0.  If  the  city  waterworks  is  satisfied  with 
this  arrangement  it  should  be  satisfactory  to  the  station 
operator.  The  small  line  f  is  oftentimes  but  %  or  %  inch 
piping  and  the  meter  a  3  or  a  4  inch,  with  nothing  flowing 
through  it  except  the  water  passing  through  the  small  line. 
The  leakage  past  a  large  meter  is  sufficient  to  supply  all  or  a 
large  part  of  that  used  from  the  small  line,  and  to  get  the 
correct  reading  a  smaller  meter  should  be  installed  for  ordi- 
nary use  and  the  large  one  for  emergency  service. 
(To  be  continued.) 


RECENT    ELECTRIC    RAILWAY    LEGAL    DECISIONS. 


l.Y    3.    I.    K08ENBERGER,    LL.  H..    OF    THE    CHICAGO    BAR, 


PROJECTED  ELECTRIC  LINE  FROM   MILAN  TO  GENOA. 


United  States  Consul  J.  E.  Dunning  reports  that  an  elec- 
tric railroad  85  miles  in  length  and  to  cost  $47,000,000  is  to 
be  built  between  Genoa  and  Milan,  Italy. 

The  electrical  current  will  be  generated  by  water  power 
by  three  engines  of  24,000  horsepower.     To  complete  the  line 

19  tunnels  will  have  to  be  built,  the  most  important  being 
12  miles  long,  which  will  require  six  years  in  its  construction. 
The  cost  of  the  road  will  be  about  $500,000  per  mile,  accord- 
ing to  the  estimate.  The  line  will  have  a  double  track,  the 
trains  being  hauled  by  electric  locomotives.  The  latter  will 
be  combined  with  baggage  cars,  with  two  sets  of  trucks,  hav- 
ing four  motor  axles,  each  axle  of  300  horsepower,  and  will 
weigh  45  tons.  With  this  force  of  1,200  horsepower  per  loco- 
motive they  will  be  able  to  operate  at  a  speed  of  about  54 
miles  an  hour  for  parts  of  the  line  having  a  grade  of  8  feet 
per  thousand  and  at  a  speed  of  80  miles  an  hour  on  the 
level.  The  trains  will  be  run  in  three  cars,  each  car  carry- 
ing 50  persons — the  whole  train  weighing  160  tons.  These 
figures  are  for  the  express  and  local  trains.  The  plan  is  to 
have  them  running  from  4  o'clock  in  the  morning  till  mid- 
night. The  express  trains  will  run  every  two  hours.  The 
locals  will  run  much  oftener,  and  will  collect  passengers  from 
the  smaller  towns  and  take  them  to  the  express  station 
farther  along  the  line,  where  passengers  can  transfer.  All 
locals  will,  after  leaving  Milan,  take  all  passengers  collected 
from  the  smaller  stations  to  the  station  of  Tortona — the  only 
express  station — as  well  as  those  locals  starting  from  Genoa. 
The  express  trains  will  take  passengers  from  Milan  to  Genoa, 
or  vice  versa,  in  one  and  one-half  hours,  while  the  locals  will 
require  two   and  one-half  hours.     In  this  way  there  will   be 

20  trains  per  day,  carrying  an  average  of  6,000  persons. 

The  70  to  100  freight  trains  to  run  each  24  hours  will 
have  combination  locomotive  and  baggage  cars  of  the  same 
size  and  power  as  those  of  the  passenger  trains,  and  will  pull 
30  freight  cars,  each  car  weighing  22  tons,  which  includes  12 
tons  of  goods  on  each  car,  so  that  the  train  will  pull  in  all 
700  tons.  These  trains  will  run  at  the  speed  of  20  miles  an 
hour  on  the  inclines,  and  about  35  miles  an  hour  on  the  level. 

To  prevent  accidents,  there  will  be  no  grade  crossings 
along  the  line,  and  372  bridges  must  be  built.  The  principal 
tunnel  will  be  perforated  from  both  ends  at  once,  and  at  the 
same  time  in  eight  places  along  the  lines,  boring  holes  from 
above.  In  all,  this  tunnel  will  be  constructed  from  10  borings 
at  the  same  time.  By  the  time  this  tunnel  is  ready  the 
whole  line  will  be  finished. 


Motorman  Must  Know  Whether  Headlight  is  Burning. 
It  was  urged  in  Indianapolis  Street  Railway  Company  v. 
Taylor,  80  Northeastern  Reporter,  436,  the  appellate  court  of 
Indiana  says,  that  there  was  no  evidence  to  show  that  the 
motorman  knew  that  his  headlight  was  not  burning.  But  the 
evidence  was  that  he  stood  in  the  front  vestibule  of  the  car, 
where  he  could  see  in  front  of  the  car,  and  it  followed  from 
natural  laws  that,  if  there  was  no  headlight  on  his  car,  he 
knew  it. 


Need   Not   Change  $10   Bills — Rule    Upheld. 

A  man  and  his  wife  boarded  a  car,  and,  upon  being 
approached  by  the  conductor  of  the  car  for  fare,  tendered  to 
him  a  $10  bill,  all  the  money  the  man  had,  for  change  and 
payment  of  their  fare,  which  was  five  cents  each.  The  con- 
ductor declined  to  accept  the  bill,  upon  the  ground  that  he 
was  unable  to  make  the  change,  and  required  the  two  to 
leave  the  car;  no  other  offer  of  payment  being  made.  This 
action  of  the  conductor  was  charged  to  have  been  unlawful, 
oppressive,  and  in  violation  of  the  right  of  the  parties  to  be 
transported  by  the  company  upon  its  car  to  their  destination. 
The  company,  in  defense,  relied  upon  a  rule,  theretofore  made 
by  it,  requiring  all  conductors  of  cars  to  he  provided  with 
currency  or  fractional  coins,  or  both,  to  the  amount  of  $5.00, 
and  to  change  bills  or  coins  of  that  denomination  or  less 
when  tendered  in  payment  of  car  fare,  and,  upon  failure  of 
passengers  to  tender  bills  or  coins  of  that  sum  or  less,  to  put 
them  off  the  car.  There  was  no  publication  of  this  rule,  nor 
did  it  appear  that  these  parties  had  actual  notice  of  it. 

The  supreme  court  of  Tennessee  holds,  Knoxville  Trac- 
tion Company  v.  Wilkerson,  99  Southwestern  Reporter,  992, 
that  the  rule  of  the  company  invoked  in  this  case  was  rea- 
sonable, one  which  it  had  a  right  to  enforce,  and  that  its 
conductor  had  the  right  to  refuse  to  change  the  bill  tendered 
him  by  the  parties,  and.  upon  his  failure  to  otherwise  pay  the 
fare,  to  require  them  to  leave  the  car.  It  also  holds  that  it 
was  immaterial  that  this  rule  was  unknown  to  the  parties 
It  was  so  reasonable  in  its  terms  and  so  necessary  to  the 
convenience  of  the  company  in  the  collection  of  fares  that 
the  public  was  charged  with  notice  of  it.  Where  the  fare  to 
be  paid,  as  in  this  case,  is  so  small,  and  the  number  of 
passengers  so  numerous,  any  one  proposing  to  take  passage 
upon  one  of  the  cars  of  the  company  is  bound  to  know  the 
necessity. of  providing  himself  with  change  reasonably  near 
the  amount  of  fare  to  be  paid,  and  of  the  inconvenience  and 
probable  impossibility  of  the  conductor  furnishing  change  in 
large  amounts. 

The  court  does  not  think  the  company  has  the  right  to 
require  the  exact  fare  charged  to  be  tendered,  but  it  certainly 
may  fix  a  limit  upon  the  amount  of  change  it  will  undertake 
to  furnish  its  patrons. 


Lack  of  Cars  and  Shortening  Run  on  Public  Occasions. 
Where  a  franchise  is  sought  and  granted  to  operate  a 
street  railway,  upon  the  condition  that  enough  cars  will  be 
run  to  serve  the  public  convenience,  the  court  of  appeals  of 
Kentucky  says,  Frankfort  &  Versailles  Traction  Company  v. 
Marshall,  98  Southwestern  Reporter,  1035,  an  action  brought 
by  the  latter  party,  that  it  may  be  doubted  whether  the 
grantee  of  the  franchise  can  excuse  its  failure  to  comply  with 
the  condition  upon  the  fact  that  it  had  not  supplied  itself 
with  cars  enough  to  meet  the  requirements  of  travel  on  public 
and  festival  occasions.  The  court  is  not  prepared  to  say  that 
they  are  not  usual,  customary,  and  reasonably  to  be  expected, 
although  at  irregular  intervals,  though  it  does  not  mean  to 
decide  the  question  here,  because  unnecessary  to  do  so. 

In   this   case   the   traction   company — which  owned  only 
four  trolley  cars  and  one  trailer,  and  the  regular  schedule  of 


May  IS.  1907. 


ELECTRIC    RAILWAY    REVIEW 


fir.  7 


which  was  to  run  all  of  them,  except  the  trailer,  through  the 
city  of  Frankfort,  across  the  bridge,  and  through  South  Frank- 
fort, as  that  part  of  the  city  south  of  the  Kentucky  river  is 
called,  and  back  again  to  the  points  of  starting — on  the  occa- 
sion of  a  circus  outside  the  city  limits  changed  its  schedule 
temporarily,  because  of  the  extraordinary  demand  made  upon 
it  by  the  great  crowd  at  the  circus  grounds,  and  ran  only  one 
car  to  South  Frankfort,  stopping  all  the  others  after  they 
had  got  well  into  the  city,  where  there  were  pavements  and 
street  lights,  where  the  passengers  were  disembarked,  and 
the  cars  returned  to  the  circus  grounds  for  another  load. 
The  plaintiff,  with  his  wife  and  brother-in-law  were  at  the 
circus,  and  took  passage  on  one  of  the  cars,  intending  to  go 
to  their  home  in  South  Frankfort,  which  was  on  or  near  the 
company's  line.  The  fares  were  paid.  When  the  car  reached 
the  corner  in  North  Frankfort  where  the  company  had  been 
discharging  its  passengers,  it  was  announced  that  all  passen- 
gers should  get  off,  as  that  car  was  going  back  to  the  circus 
grounds.  It  was  then  near  11  o'clock  at  night.  The  con- 
ductor in  charge  of  the  car  told  the  plaintiff  to  get  off,  and 
declined  to  carry  him  and  his  party  farther,  informing  him 
that  he  would  have  to  walk  home,  or  to  wait  for  another 
car  and  pay  his  fare  again.  Thereupon  the  plaintiff  refused 
to  get  off  the  car,  when  the  conductor  seized  him,  and  jerked 
him  from  the  car. 

The  court,  in  affirming  a  judgment  for  the  plaintiff,  says 
that,  if  he  was  a  passenger  the  carrier  was  bound  to  fulfill  its 
contract  with  him  by  carrying  him  to  his  destination,  either 
upon  that  or  some  other  car,  and  its  failure  and  refusal  to 
transfer  him  to  another  car,  entitled  him  to  complete  his 
journey  upon  that  one.  That  the  carrier  wanted  to  use  the 
car  in  going  back  after  other  people,  who  had  not  yet  become 
passengers  was  no  excuse  for  not  complying  with  its  con- 
tract obligations  to  its  passengers. 


holders,  participated  in  both  the  enterprise  and  interpretation 
of  the  contract.  Having  thus  induced  the  contractor  to  incur 
the  expense  incident  to  the  construction  of  the  building  in 
accordance  with  the  contract  which  he  was  also  thus  caused 
id   make,   it  was   bound  to  him  therefor. 


Company  Liable  as  Partner  in  Amusement  Enterprise. 
A  street  railway  company  entered  into  a  contract  with 
parties  who  had  leased  a  tract  of  land,  reciting  that  it  was 
the  intention  of  said  lessees  to  conduct  upon  said  ground 
various  amusements,  in  the  conduct  of  which  business  it  was 
presumed  that  certain  benefits  would  accrue  to  the  street 
railway,  that,  in  order  to  procure  funds  for  the  establishment 
and  conduct  of  said  business,  it  was  necessary  that  aid  and 
assistance  be  extended  said  lessees  by  said  company,  and 
that  it  was  agreed,  among  other  things,  that  said  amusements 
should  be  carried  on  under  the  name  of  "Electric  Park,"  that 
when  patrons  walked  to  the  park  and  paid  10  cents  admission, 
said  amount  should  accrue  wholly  to  said  lessees,  but  when 
patrons  rode  to  the  park  and  paid  15  cents  for  transportation 
and  admission,  T  cents  per  passenger  should  go  to  said  lessees 
and  8  cents  to  the  company. 

This  contract  was  read  by  the  contractor  who  con- 
structed the  park,  under  a  contract  with  one  of  said  lessees, 
and  who  thereafter  sought  to  hold  the  company  liable  there- 
for as  a  partner.  The  appellate  court  of  Indiana  holds, 
Breinig  v.  Sparrow,  80  Northeastern  Reporter,  37,  that,  under 
all  of  the  circumstances  of  the  case,  it  was  so  liable. 

The  court  says  that  it  holds  without  hesitation  that  one 
who  causes  a  contract  to  be  so  prepared  as  that  a  person 
of  ordinary  understanding  reading  it  is  thereby  induced  to 
believe  that  a  partnership  exists,  and  whose  conduct,  extrinsic 
to  the  writing,  accords  with  such  conclusion,  cannot  subse- 
quently, after  a  third  party  has  parted  with  value  upon  the 
strength  of  the  belief  thus  induced,  be  permitted  to  deny 
liability.  The  practical  interpretation  placed  upon  this  con- 
tract by  its  officers  justified  the  contractor  in  relying  upon  it 
as  evidencing  the  responsibility  of  the  railway  compan; 
During   ii  transaction   its   president  was   treated   by 

the  corporation  so  as  to  indicate  that  such  contract  was  sub- 
ject to  the  Interpretation  which  he  might  place  upon  it.  Its 
board  of  directors,  its  officers,  and  the  majority  of  its  stock 


Liability   in   Putting  Child  Off  Car  for  Want  of   Fare. 

A  young  woman  put  a  small  child  six  years  of  age,  her 
cousin,  on  an  electric  car.  in  charge  of  the  conductor,  one 
cold  January  afternoon,  telling  the  conductor  to  put  the  child 
on  a  connecting  car  in  another  city.  It  seemed  that  the 
young  woman  thought  the  child  had  a  5-cent  piece,  the  amount 
which  would  be  due  as  her  fare;  but.  in  point  of  fact,  she 
did  not  have  it. 

On  proceeding  to  the  outskirts  of  the  city  in  which  this 
took  place,  where  houses  were  few  and  none  was  occupied 
for  the  distance  of  a  block  or  more,  the  conductor  put  the 
child  off  the  car  and  left  her  by  the  side  of  the  track.  He 
said  that  after  he  started  on  he  looked  back  and  saw  the 
child  following  after  the  car,  instead  of  going  back  in  the 
direction  of  where  she  was  put  aboard.  He  went  on  to  a 
passing  point,  not  a  very  great  distance,  for  cars  going  in 
opposite  directions,  and  there  told  the  conductor  of  the  car 
going  back  that  if  he  saw  her  he  had  better  pick  her  up  and 
take  her  back.  That  car  met  her,  and  took  her  aboard.  She 
semed  very  cold  and  much  frightened,  and  two  woman  pas- 
sengers took  her  in  charge. 

The  Kansas  City  court  of  appeals  affirms  a  judgment 
for  damages,  Harless  v.  Southwest  Missouri  Electric  Railway 
Company.  It  says  that  the  instructions  for  the  plaintiff  per- 
mitted a  recovery  for  fright,  mental  suffering  and  anguish. 
The  defendant  assailed  the  propriety  of  such  instructions  on 
the  ground  that,  where  there  is  no  bodily  hurt,  mental  anguish 
and  fright  are  not  elements  of  damage.  That  is  the  law  in 
cases  of  mere  negligence.  But  in  cases  where  the  wrongful 
act  is  acompanied  by  offensive,  insulting  and  humiliating 
conduct,  or  where  the  act  itself  is  wilful  and  inhuman,  such 
elements  enter  into  the  damages  which  may  be  recovered. 

The  court  holds  that  the  conduct  of  the  conductor  must 
be  considered  inhuman  in  the  circumstances  developed  by  the 
evidence.  It  says  that  the  first  of  these  circumstances  was 
that  the  plaintiff  was  not  a  passenger,  and  therefore  was  not 
entitled  to  consideration  from  the  standpoint  of  a  passenger. 
But,  being  on  the  car  wrongfully,  and  though,  notwith- 
standing her  tender  years,  the  court  charged  her  with  re- 
sponsibility for  that  wrong,  yet,  on  considerations  which  arise 
outside  the  relations  of  carrier  and  passenger,  she  was  en- 
titled to  humane  treatment. 

There  are  certain  acts  where  circumstances  must  deter- 
mine their  character. 

It  would  not  have  been  inhuman,  nor  even  improper  to 
have  put  off  a  person  of  mature  years  at  the  place  where 
the  plaintiff  was  left  ,who  was  aboard  the  car  wrongfully;  but 
the  plaintiff  was  not  of  an  age  to  care  for  herself.  She 
was  tender  in  body  as  well  as  mind,  and  consequently  easily 
made  to  suffer  with  cold,  and  to  be  distressed,  confused  and 
terrorized.  To  a  little  girl  of  that  age,  an  unfamiliar  house, 
even  though  no  more  than  300  or  400  feet  away,  was  a  long 
distance  off;  and  who  is  it,  with  capacity  sufficient  to  be  a 
conductor,  who  should  not  have  known  that  the  strange  place, 
the  cold  wind  and  bleak  day  would  frighten  and  perhaps 
freeze  so  small  a  child?  The  court  cannot,  and  does  not, 
suppose  that  he  affirmatively  wanted  to  injure  the  plaintiff; 
but  it  must  judge  of  the  character  of  his  act  by  the  act  itself, 
and,  so  judged,  it  showed  him  to  have  been  so  wholly  indif- 
ferent to  the  result  of  his  conduct  as  to  characterize  11  as 
wilful  and  malicious  'as  those  terms  are  known  to  the  lav 
The  court  therefore  holds  that,  notwithstanding  no  bodily 
harm  was  Inflicted  in  putting  the  plaintiff  off  of  the  car.  yel 
she  was  entitled  to  have  her  fright,  menial  suffering  ami 
anguish  considered  as  elements  of  damage. 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  Xo.  20. 


News  of  the  Week 


Central    Electric    Railway   Association. 

A  regular  meeting  of  the  Central  Electric  Railway  Associa- 
tion will  be  held  at  the  Claypool  hotel,  Indianapolis,  on  Thursday. 
May  23.  Several  papers  will  lie  presented  on  the  subject  of 
"Modern  Train  Dispatching."  As  this  topic  is  an  important  one 
it  should  induce  the  presence  of  a  large  attendance  and  an  espe- 
cially interesting  discussion.  At  this  meeting  the  Standardization 
committee  and  the  Express  committee  will  report  on  these  subjects 
of  much  interest.  H.  A.  Xicholl.  president,  and  W.  F.  Milholland. 
secretary-treasurer,  announce  the  following  programme  for  the 
one  day's   session: 

10:30  a.   m. — Order  of  business 

11:30    a.     m. — "Modern     Train     1  lis  J.     K.     Gray, 

trainmaster  Western  Ohio  Railway.  Lima.  O. :  M.  C.  Stern.  General 
Systems  Company.  Dayton.  O.;  J.  B.  Crawford,  superintendent  of 
transportation.  Ft.  Wayne  &  Wabash  Valley  Traction  Companv. 
Ft.  Wayne,   Ind. 

Demonstration.  Chauncy  P.  Button,  general  manager  Telegraph 
Signal   Company.    Rochester,    X.    Y. 

12:30    p.    m. — Adjourn    for    lunch. 

2:00  p.  m. — "Issuing  of  Supplies— How  to  Prevent  Leaks,"  by 
S.  R.  Dunbar,  purchasing  agent  Indiana  Union  Traction  Company. 
Anderson.   Ind. 

3:00  p.  m. — Report  of  committee  on  "Standardization";  report 
of  committee  on   "Express  Contra.  ;ts 

Henry   Clews   on    Municipal    Ownership. 

Henry  Clews,  in  an  address  on  "Individualism  versus  Social- 
ism."   in   the   Columbia   theater,    Brooklyn,   on    May   12   said: 

"Let  us  take  a  lesson  from  England  in  this  respect,  where 
public  ownership  has  been  tried  on  a  larger  scale  and  under  more 
favorable  conditions  than  elsewhere.  In  a  few  instances  the  run- 
ning of  street  railways  or  city  lighting  plants  has  been  success- 
ful, but  exceptions  do  not  always  prove  the  rule,  and  the  conditions 
under  which  these  enterprises  have  been  operated  there  must  be 
taken  into  consideration. 

"Many  of  these  enterprises  in  English  cities  have  proved 
unprofitable.  The  accounts  have  been  juggled,  and  expenses  that 
should  be  charged  against  the  plant  were  often  transferred  to  city 
a>  counts.  Not  a  few  of  the  English  cities  have  so  run  into  debt 
as  to  injure  their  credit  and  impair  the  sale  of  their  securities. 
Already  the  British  taxpayer  is  beginning  to  complain  about  the 
costliness  of  these  municipal  ownership  schemes,  and  a  decided 
reaction  against  them  is  setting  in.  The  London  county  council 
has  launched  heavily  into  these  ventures,  many  of  which  have 
proved  losing  ventures,  and  some  prominent  experts  have  gone  so 
far  as  to  predict  that  London  will  be  bankrupt  before  long,  unless 
present  tendencies  are  reversed.  If  municipal  ownership  has 
failed  under  the  highly  favorable  conditions  which  exist  in  England, 
how    'an   it  succeed   here? 

"American  railroads  under  private  ownership  perform  the  best 
and    cheapest  service   in   the   world." 

Purchase  of  Supplies  Authorized   in   Chicago. 

The  Chicago  City  Railway  has  been  granted  permission  by  the 
board  of  supervising  engineers  t.>  place  contracts  for  Portland 
cement  to  be  used  in  the  work  of  reconstructing  the  company's 
lines.  Options  will  be  asked  on  30,000  barrels  of  cement  and  at 
least  20,000  barrels  will  be  ordered.  The  Chicago  City  Railway 
has  also  been  authorized  to  purchase  2.400  new-  car  wheels.  For 
experimental  purposes  400  of  these  wheels  will  be  of  solid  steel 
and  the  remaining  2.000  will  be  cast-iron  spoke  wheels.  A  small 
quantity  of  new  machinery  to  facilitate  the  handling  of  material 
in  the  storage  yards  of  the  company  will  also  be  purchased. 

The  board  of  supervising  engineers,  in  charge  of  traction  re- 
habilitation in  Chicago,  will  have  about  100  employes.  Chairman 
Arnold  has  been  authorized  to  appoint  and  to  fix  the  salaries  of 
all  the  employes  except  the  six  assistant  engineers,  who  will  have 
charge  of  separate  divisions  of  the  work  and  will  be  chosen  by 
the  board   as   a   whole. 

Track  reconstruction  by  the  Chicago  City  Railway  Company 
will  be  begun  at  once  at  three  points  in  the  city.  The  board  of 
supervising  engineers  decided  that  the  reconstruction  work  should 
be  begun  at  Wallace  street,  on  the  Root  street  line:  at  Grand 
sing,  on  the  South  Chicago  avenue  line,  and  at  Indiana  avenue 
and   Fifty-first    street. 

A  petition  for  the  rehearing  of  the  Mueller  case  has  been 
filed  with  the  supreme  court  of  Illinois  by  the  attorneys  of  the 
city  of  Chicago.  The  petition  alleges  that  the  issue  of  certificates 
would  not  constitute  an  indebtedness  of  the  city,  since  the  statute 
states  that  "under  no  circumstances  shall  the  certificates  become 
an   obligation  or  liability   of   the   city," 

In  the  supreme  court  of  the  United  Stat.-s  at  Washington  there 
has  been  docketed  a  petition  for  a  writ  of  certiorari  to  bring  before 
that  tribunal  the  record  of  the  case  of  the  Xorth  and  the  West 
Chicago  Street  Railroad  companies  against  the  Chicago  Union 
Traction  Company,  in  which  the  petitioners  seek  the  setting  aside 
of  the  merger  of  the  lines.  The  prayer  was  refused  by  the  trial 
court,  and  the  United  States  circuit  court  of  appeals. 

It  is  stated  that  the  plan  of  reorganization  of  the  Union  Trac- 
tion company  has  been  about  completed.  The  time  limit  for 
deposits  of  stock  of  the  underlying  companies  has  been  extended 
until   May   22. 

W.  W.  Gurley,  general  counsel  for  the  Union  Traction  companv, 
said  that  98,000  of  the  total  120,000  shares  of  Union  Traction  pre- 
ferred  stock   had   been   deposited   with    the    Xew   York   committee. 


Only  S0.000  were  necessary.  Of  the  200,000  shares  of  common, 
139,000  had  been  deposited,  or  5,666  more  than  required.  It  is 
stated  that  with  the  stock  which  has  been  deposited  and  with  the 
additional  stock  which  has  been  pledged  the  interests  controlling 
the  underlying  companies  will  have  more  than  a  majority  when 
the  negotiations  with  the  L'nlon  Traction  representatives  are 
opened. 

The    San    Francisco    Strike. 

The  strike  of  the  conductors  and  motormen  of  the  United 
Railroads  of  San  Francisco,  which  was  declared  on  May  5,  as 
reported  in  the  Electric  Railway  Review  of  May  11,  1907.  page  612, 
has  continued  throughout  the  past  week  without  any  immediate 
prospects  of  a  settlement.  Xeither  side  shows  any  disposition  to 
recede  from  its  position  and  the  company  has  issued  statements 
that  it  would  no  longer  recognize  the  union.  The  company  has 
imported  several  hundred  non-union  men.  who  are  quartered  in 
the  various  car  houses,  where  every  preparation  has  been  made 
both  for  caring  for  the  men  and  for  protection  from  attack.  On 
May  11  the  company  operated  cars  for  passenger  traffic  for  the 
first  time  since  the  opening  of  the  strike.  Twenty-five  cars  were 
run  on  the  Sutter  and  Eddy  street  lines  late  in  the  afternoon, 
carrying  about  1,000  passengers,  and  on  the  following  day  30 
cars  were  operated,  carrying  about  20,000  passengers.  The  cars 
were  protected  by  about  500  policemen  and  there  was  little  disorder. 
On  Tuesday  the  protection  of  the  police  was  somewhat  relaxed 
and   there   was   considerable   rioting   throughout   the  day. 

On  Thursday  of  this  week  about  130  cars  were  operated 
on  eight  lines  of  the  system.  Xo  important  developments  have 
taken  place  this  week  and  the  officers  of  the  United  Railroads 
have  expressed  themselves  as  entirely  satisfied  with  the  present 
situation. 

The  men  are  striking  for  a  flat  scale  of  $3.00  per  day  for  eig 
hours'  work,  in  place  of  the  present  scale,  which  the  company  has 
offered  to  continue  for  a  year.  .  :  >r  the  first, 

second,    third    and    following   years    of    service. 

Legislation   Affecting    Electric   Railways. 

Illinois. — The  legislature  has  passed  a  bill  requiring  elevated 
railroad  companies  to  erect  guard  railings  for  the  protection  of 
passengers  along  the  edges  of  the  station  platforms,  with  gates 
to    correspond    with    the    platform   gates   of   the    cars. 

Massachusetts. — The  house  has  passed  a  bill  requiring  fenders 
on  street  cars.  The  legislature  last  year  appropriated  money  for 
an  investigation  of  various  fenders  by  the  railroad  eomnii-- 
which  has  been  in  progress  since  January  IT,  and  the  companies 
have  been  directed  to  submit  types  of  fenders  for  approval  by 
May    15. 

New  York. — The  assembly  on  May  15  passed  the  Page-Merritt 
public  utilities  bill,  which  has  been  advocated  by  Governor 
Hughes.  An  abstract  of  the  provisions  of  the  bill  was  given 
in  the  Electric  Railway  Review-  of  April  6,  1907.  The  bill  con- 
templates the  abolition  of  the  present  state  railroad  commission 
and  the  rapid  transit  commission  of  the  city  of  New  York  and 
the  substitution  therefor  of  two  commissions,  one  for  the  city 
alone  and  one  for  the  state  outside  of  the  city,  to  have  jurisdic- 
tion over  public  utility  corporations. — Assemblyman  Hackett  has 
introduced  a  bill  prohibiting  electric  railways  from  putting  strike- 
breakers on  their  cars. 

Pennsylvania. — The  senate  on  May  13  passed  the  Homsher 
bill,  giving  to  electric  railway  companies  the  right  of  eminent 
domain.  The  bill  now  goes  to  the  house  for  concurrence  in  the 
senate  amendments.  One  of  these  provides  that  companies,  be- 
fore taking  property  for  proposed  lines,  must  file  two  separate 
bonds  as  surety  for  damages. — The  senate  on  May  14  passed  the 
bill  requiring  electric  railw-ay  companies  to  file  with  the  secre- 
tary of  state  the  consents  of  the  cities  or  towns  through  which 
a  proposed  line  or  extension  is  to  run,  at  the  time  of  application 
for  a  charter. — The  Dunsmore  commission  bill  was  finally  passed 
on  May  15  and  sent  to  the  governor.  The  bill  provides  for  the 
appointment  by  the  governor  of  a  commission  of  three  members 
with  complete  power  to  investigate  railroads,  street  railways  and 
other  public  utilities,  in  such  matters  as  rates,  management,  dis- 
tribution of  cars,  crossings  of  one  railroad  by  another,  bond 
issues  and  facilities  for  transportation,  but  with  no  power  to 
enforce  their  recommendations.  If  its  recommendations  are  not 
carried  out  it  may  petition  the  secretary  of  internal  affairs  and 
the  attorney-general  to  proceed  against  the  corporation.  The  com- 
mission is  empowered  to  examine  the  books  of  any  railroad. — The 
senate  on  May  15  passed  the  Kennedy  bill  fixing  five  cents  as  the 
maximum  street  car  fare  within  the  limits  of  cities  of  the  second 
class. 

Texas. — The  senate  has  passed  the  "gross  receipts"  bill,  which 
imposes  a  tax  of  three-fourths  of  1  per  cent  of  the  gross  receipts 
of  street  and  interurban  railways  operating  in  or  connecting 
towns   of   over   20,000   population. 

Rapid   Transit   Affairs    in    New   York. 

At  the  meeting  of  the  rapid  transit  commission  on  May  9 
Chief  Engineer  George  S.  Rice  submitted  a  report  recommending 
the  construction  by  the  city  of  a  part  at  least  of  the  so-called 
triborough  subway  route,  in  view  of  the  fact  that  the  Inter- 
borough-Metropolitan  Company  has  refused  to  bid  for  the  new 
subways.  The  report  contained  a  full  outline  of  the  proposed 
route,  beginning  at  Pelham  Bay  park,  running  through  West- 
chester avenue.  Southern  boulevard  and  under  the  Harlem  river, 
thence  down  Third  avenue  and  the  Bowery,  across  the  new  Man- 
hattan bridge  and  then  proceeding  through  the  Flatbush  avenue 
extension,  Ashland  place  and  Fourth  avenue  to  Fortieth  street. 
South  Brooklyn,  but  recommended  the  present  construction  of 
only  such  portions  as  could  be  built  for  $40,000,000,  conceded  to 
be  available  by  the  city  for  use  in  the  extension  of  rapid  facilities. 
The  entire   route  would   cost   $60,000,000.     Mr.   Rice   estimated   that 


May  IS,  1907. 


ELECTRIC    RAILWAY    REVIEW 


659 


the  essential  portions  of  the  subway  .mid  be  built  in  three  or 
four  years.  The  line  would  be  operated  as  an  independent  route 
and  would  provide  a  very  complete  transit  system  between  the 
boroughs  of  the  Bronx  and  Brooklyn,  with  connections  to  Man- 
hattan. The  matter  was  referred  to  the  committee  on  plans 
and  contracts. 

At  the  same  meeting  the  report  of  the  plans  and  contracts 
committee  on  the  application  of  F.  B.  Behr  for  permission  to 
build  a  monorail  system  between  Brooklyn  and  Coney  Island  was 
considered.  A  resolution  was  adopted  that  before  the  board 
should  lay  out  a  route  and  advertise  for  bids  Mr.  Behr  should  be 
required  to  give  assurance  that  he  would  bid  for  the  construc- 
tion of  the  road  and  to  deposit  $25,000  to  guarantee  the  expenses 
of  surveys,  etc.  It  is  said  that  Mr.  Behr  already  has  consents 
of  three-fourths  of  the  property  owners  along  the  proposed  route. 

On  May  11  President  Shonts  of  the  Interborough-Metropolitan 
Company  sent  to  the  commission  a  communication  in  reply  to  the 
proposition  of  John  H.  Starin  that  the  company  be  given  fran- 
chises for  third  tracks  on  its  elevated  lines,  provided  it  would 
build  the  Lexington  and  Seventh  and  Eighth  avenue  subways 
with  its  own  money,  as  reported  in  the  Electric  Railway  Review 
of  May  11.  page  «2v.  Mr.  Shouts  said  that  it  would  be  impossible 
for  the  company  to  build  the  subways  under  the  conditions  of  the 
proposed  contract,  and  repeated  the  offer  contained  in  his  letter 
of  April  24.  to  complete  the  rapid  transit  system  provided  the 
terms  of  the  contract  are  such  as  to  cover  interest,  sinking 
fund  and  depreciation.  As  the  company  regards  the  Starin  propo- 
sition as  tantamount  to  a  refusal  of  this  offer  it  is  evident  that 
the  transit  situation  is  deadlocked  until  the  fate  of  the  public 
utilities  bill  is  decided,  unless  some  action  is  taken  on  Mr.  Rice's 
triborough  plan. 

On  May  13  Mr.  Shonts  addressed  a  communication  to  the 
Retail  Dry  Goods  Association,  which  has  interested  itself  in  the 
subway  question,  inviting  a  thorough  inspection  of  the  company's 
books  and  accounts  for  the  purpose  of  determining  the  cost  of  the 
it  subway  and  of  making  an  analysis  of  the  company's 
estimates    of    the    cost    of    the    new    subways. 

Bids  were  received  on  May  14  for  the  construction  of  the 
second  section  of  the  bridge  subway  loop.  The  Cranford  Company 
of  Brooklyn  bid  $2,150,000  for  the  subway  and  $60,000  additional 
for  the  pipe  galleries.  The  Degnon  Contracting  Company,  which 
has  the  contract  for  the  first  section,  bid  $2,800,000  and  $75,000 
additional  for  the  pipe  galleries.  Chief  Engineer  Rice  said,  after 
seeing  the  bids,  that  the  system  would  cost  $8,000,000  or  $9,000,000, 
instead  of  $6,500,000  as  estimated. 


Construction  News 


FRANCHISES. 


Western  Society  of  Engineers. — On  May  11  about  100  members 
and  guests  of  the  Western  Society  of  Engineers  of  Chicago  visited 
the  University  of  Illinois  at  Champaign.  The  day  was  spent  in 
inspecting  the   university  buildings   and   experimental   laboratories. 

Philadelphia  Traction  Situation. — The  special  committee  of  the 
Trades  League  of  Philadelphia,  which  has  been  opposing  the  plan 
of  the  Retail  Merchants'  Association  for  settlement  of  the  traction 
question,  has  been  dissolved.  Directors  of  the  league  were  con- 
vinced that  the  opposition  to  the  plan  did  not  have  the  approval 
of  the  members  of  the  league. 

Chicago  City  Railway  Refuses  Wage  Demand. — Representatives 
of  the  union  of  the  motormen  and  conductors  employed  by  the 
Chicago  City  Railway  Company  met  with  President  Mitten  on 
May  11  and  presented  their  demand  for  25  cents  an  hour  for  the 
first  six  months'  service  and  33  1-3  cents  thereafter,  with  a  9-hour 
day.  in  place  of  the  company's  offer  of  23  cents  for  the  first  three 
months.  20  cents  for  the  ensuing  nine  months,  and  27  cents  there- 
after, which  was  recently  refused  by  the  men.  Later  in  the  day 
President  Mitten  sent  a  letter  to  the  officers  of  the  union,  stating 
that  the  company  could  not  comply  with  the  demands  and  repeat- 
ing the  former  offer.  A  committee  has  been  appointed  to  see  Mr. 
Mitten   again    in    the    effort    to    secure    a    compromise. 

Indiana  Interurbans  Not  Affected  by  2-Cent  Fare  Law. — Attor- 
ney-General James  Bingham  of  Indiana,  at  the  request  of  the 
state  railroad  commission,  has  rendered  an  opinion  that  the  2-cent 
fare  law,  passed  at  the  last  session  of  the  legislature,  does  not 
apply  to  interurban  railways.  The  commission  has  received  many 
inquiries  on  this  point.  The  attorney-general  states  that  steam 
and  interurban  railways  are  regarded  as  two  separate  classes  of 
transportation  facilities;  thai  the  rates  on  the  interurban  roads 
below  -  cents  a  mile  at  the  time  the  law  was  passed,  and 
that  the  history  of  the  legislation  shows  that  while  the  bill  was 
before  the  legislature-  amendments  were  introduced  seeking  to 
extend  the  law  to  interurban  roads,  indicating  that  the  law  in 
its  present  form  was  not  Intended   to  apply  to  such  roads. 

Atlantic  City  Conventions. — George  Keegan,  secretary  of  the 
rican  Street  and  Interurban  Railway  Association,  has  issued 
a  circular  in  regard  to  the  October  conventions.  As  announced  in 
the  circular  issued  on  April  '■'.  1907,  by  the  secretary  of  the 
American  Street  and  Interurban  Railway  Association,  the  special 
committee  consisting  of  members  of  the  American  association  and 
the  Manufacturers'  association,  appointed  to  decide  on  the  location 
for  the  1907  convention,  has  decided  on  Atlantic  City,  where  the 
next  convention  will  be  held  on  October  14,  15,  16,  17  and  18,  1907. 
The  many  good  features  about  Atlantic  city  for  a  convention  city 
too  well  known  by  all  manufacturers  to  dwell  upon.  Contract 
has  Just  been  closed  for  the  use  of  the  steel  pier  for  the  exhibits, 
and,  with  the  most  excellent  hot,  I  faculties  which  Atlantic  City 
provides,  this  convention  is  sure  to  be  admirably  taken  care  of. 
After  the  next  meeting  of  the  executive  committee,  which  will 
take  place  on  .May  I'M.  1907,  another  circular  containing  more  de- 
tailed information  will  be  laau 


Adel,  Ga. — A  franchise  has  been  granted  to  William  Scandrett, 
J.  Z.  Jackson,  J.  J.  Parish,  Jr.,  and  others,  to  build  a  street 
railway  system  in  Adel.  It  is  stated  that  preliminary  work  is 
well   under  way  and   that  the   company  will  soon  be  incorporated. 

Astoria.  Ore. — A  franchise  has  been  granted  to  E.  B.  McFarland 
and  S.  D.  Adair  for  a  street  railway  from  the  corner  of  Eleventh 
and  Commercial  streets  to  Young's  Bay  Bridge,  to  be  part  of  an 
interurban  line  from  this  city  to  Xew  Astoria.  One  thousand  dol- 
lars will  be  forfeited  by  the  company  in  case  the  road  is  not  in 
operation  within  one  year. 

Aurora,  Ind. — The  Indiana  Southern  Railway,  recently 
rated  with  a  capital  stock  of  $10,000,  is  seeking  a  franchise  to 
operate  a  freight  and  passenger  line  in  Aurora.  This  is  the  revival 
of  a  project  agitated  several  years  ago  for  the  building  of  an  elec- 
tric line  between  this  city  and  Rising  Sun,  Ind..  by  a  company 
organized  and  known  as  the  Southern  Indiana  Railway.  This 
project  was  abandoned  when  the  Big  Four  was  built  through  this 
section  and  it  is  now  revived  by  Garry  Hermann.  J.  R.  Wymond, 
W.    V.   Webber,   C.  W.   McMullen   and   E.   W.   Swarthout. 

Bennettsville,  S.  C. — Application  for  a  street  railway  franchise 
has  been  made  to  the  town  council  by  J.  J.  Matheson,  Warren 
Moore  and  Vann  Livingston. 

Brazil,  Ind. — The  Terre  Haute  Indianapolis  &  Eastern  Traction 
Company  has  secured  a  50-year  franchise  from  the  board  of  county 
commissioners  to  operate  its  interurban  line  in  Clay  county  and  in 
Liberty  street.  Harmony,  Ind.,  for  a  distance  of  1,000  feet. 

Canton,  O. — The  Canton-Akron  Consolidated  Railway  Company 
has  secured  a  franchise  from  the  Stark  county  commissioners  for 
an  electric  railway,  to  be  known  as  the  Dalton  &  Wooster  line, 
through  the  western  portion  of  the  county  from  Mansfield  to  East 
Greenville,  O.  The  line  must  be  completed  not  later  than  De- 
cember 1. 

Detroit.  Mich. — The  Highland  Park  council  has  renewed  the 
franchise  of  the  Detroit  United  Railway  on  Woodward  avenue  for 
21  years,  making  it  coexistent  with  the  life  of  the  present  franchise 
of  the  company.  The  grant  includes  the  building  of  a  loop  on  its 
20-acre  tract  of  land  opposite  the  Ford  Motor  Company's  new 
site;  a  "T"  at  the  power  storage  station  at  Woodward  and  Court- 
land  avenues,  and  four  sidetracks  into  the  loop  tract  and  to  a 
freight  shed.  The  company  will  extend  the  Oakland  avenue  line  to 
a  point  near  the  Ford  Motor  Company's  site  and  across  to  Wood- 
ward avenue.  Also,  it  is  provided  that  should  the  city  fares  in 
Detroit  be  readjusted  the  same  schedule  is  to  apply  to  the  Highland 
Park  territory  when  it  is  annexed  to  Detroit.  It  is  stated  that  work 
on  the  Oakland  avenue  extension  will  be  started  as  soon  as  the 
material  can  be  assembled  and  that  when  completed  the  congestion 
of  traffic  on  the  Woodward  avenue  line  during  the  state  fair  in  the 
fall  will  be  considerably  relieved.  The  connecting  point  for  the 
Oakland  and  Woodward  avenue  lines  will  be  at  the  new  car  barn 
site. 

Gary,  Ind. — The  United  States  Steel  Corporation,  which  is  build- 
ing the  town  of  Gary,  has  now  secured  50-year  franchises  for  all  its 
public  utilities,  including  a  street  railway  system,  gas.  water  and 
electric  plants.  The  street  railway  franchise  was  granted  to  the 
Gary  Electric  Railway. 

Goldfield,  Nev. — The  board  of  county  commissioners  has  re- 
ceived a  number  of  applications  for  franchises  to  build  an  <-lectric 
street  railway  system  in  and  to  points  outside  of  Goldfield.  Offers 
of  payment  for  these  privileges  range  in  price  from  $2,000  to  $25,000. 
It  is  stated,  however,  that  no  action  will  be  taken  pending  negotia- 
tions with  the  chamber  of  commerce  which  insists  that  the  fran- 
chise shall  be  granted  only  to  the  company  agreeing  to  give  a  por- 
tion of  its  earnings  to  the  city  and  which  will  concede,  among  other 
demands,  the  right  of  the  municipality  to  take  over  the  system  at 
the  expiration  of  the  franchise. 

Oakland,  Cal. — The  Oakland  Traction  Company  has  applied 
for  a  franchise  to  operate  its  line  in  Lake  Shore,  Lake  Park  and 
Pleasant  Valley  avenues.  This  will  be  an  extension  of  its  present 
line  now   ending  at  Grand  avenue. 

Pana.  HI. — A  franchise  has  been  granted  to  the  Springfield  & 
Southeastern  Traction  Company,  which  is  to  build  a  line  from 
Springfield  to  Pana  by  way  of  Assumption  and  Taylorville.  Work 
must  be  begun  within  six  months  and  completed  within  two  years 
from  the  date  of  the  franchise.     J.  J.  Finn.  Decatur,  111.,  president. 

Riverside,  Cal. — The  Crescent  City  Railroad  has  applied  for  a 
franchise  to  build  an  electric  railway  which  will  connect  Riverside 
with  tin  ni  w  .  ement  plant  now  being  built  by  the  Southern  Cali- 
fornia Cement  Company  at  West  River- 
Toledo,  O. — The  Lima  &  Toledo  Traction  Company.  Lima.  O., 
which  is  building  an  extension  to  Toledo,  has  applied  for  a  fran- 
chise to  enter  the  city  at  the  southern  limits,  near  the  Miami  & 
Erie  canal,  following  the  canal  and  crossing  several  of  the  streets 
at  grade.  The  franchise  provides  for  a  terminal  near  the  corner 
of  Belmont  and  Michigan  avenues,  but  it  is  stated  that  the  com- 
pany later  will  ask  for  permission  to  enter  the  business  district  of 
the  city  and  erect  an  interurban  station. 

Waycross,     Ga. — A     franchise    has     been     gram  irdette 


660 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  Xo.  20. 


Loomis  of  Hartford.  Conn.,  George  W.  Dean  of  Waycross.  Ga.,  and 
F.  H.  Elmore  of  Jacksonville,  Fla.,  to  build  and  operate  a  street 
railway  system  in  this  city.  The  petitioners  agree  to  commence 
work  within  six  months  and  to  have  the  line  completed  within 
three   years  from   the  date   of  acceptance. 

Wichita,  Kan. — An  ordinance  granting  to  the  Wichita  Railroad 
&  Light  Company  the  right  to  build  and  operate  a  single-track 
street  railway  in  Waco  avenue,  from  Ninth  street  north  to  the  city 
limits,  has  been  passed  by  the  council.  The  ordinance  calls  for 
passenger  service  only  and  the  line  must  be  in  operation  from 
Ninth  to  Seventeenth  streets  within  15  months  from  date  of 
ptance  of  the  franchise. 

York,  Pa.— The  city  council  and  the  Hanover  &  York  Street 
Railway  Company  have  finally  readied  an  agreement  on  the  terms 
of  a  franchise  for  the  use  of  the  streets  in  York  for  the  company's 
proposed  line  to  Hanover,  and  after  several  ordinances  had  been 
introduced  tae  council  on  May  12  granted  the  company  a  franchise, 
under  which  the  company  is  to  build  a  line  on  Market  street,  the 
main  thoroughfare  of  the  city. 


RECENT   INCORPORATIONS. 


Chenango  Valley  Electric  Railway. — Incorporated  to  build  and 
operate  electric  railways  in  New  Jersey.  Capital  stock,  5100,000. 
Incorporators:     H.  O.  Coughlan,  L.  H.  Gunther  and  John  R.  Turner. 

Deodate  &  Hershey  Street  Railway. — Incorporated  in  Pennsyl- 
vania to  construct  an  electric  railway  in  the  southern  portion  of 
Dauphin  county.  Capital  stock.  $30,000.  M.  S.  Hershey,  Lan- 
caster, Pa.,  president. 

Duff  &  Eastern  Railway,  Duff.  Tex. — Incorporated  in  Texas  to 
construct  an  electric  line  in  Duff.  Capital  stock,  $25,000.  In- 
corporators: George  W.  Curry.  Charles  C.  Curry.  P.  D.  Hammett 
and  William  P.   Mollette. 

Eugene  &  Eastern  Railway. — Incorporated  in  Oregon  to  build 
an  electric  railway  from  Eugene  to  Springfield  and  from  the 
McKenzie  river  valley  to  Prineville.  Ore.  Frank  W.  Waters  of 
Salem,  Ore.,  vice-president  of  the  company,  is  quoted  as  saying 
that  surveys  for  both  routes  have  been  made  and  right  of  wax- 
acquired  over  the  greater  portion  of  the  distance.  The  lines  will 
develop  rich  timber  and  mineral  districts  in  the  east  central  part 
of  the  state  and  provide  an  outlet  to  the  market  for  these  products. 
It  is  the  intention  to  complete  the  lines  during  the  summer,  pro- 
vided rails  and  other  materials  can  be  procured.  Capital  stock, 
51,000,000.  Incorporators:  A.  Welch,  president,  Portland;  Frank  W. 
Waters,  vice-president,  Salem;  E.  W.  Hall,  secretary-treasurer, 
Portland;  James  R.  Thompson,  constructing  engineer,  Portland; 
Charles  A.  Hardy,  attorney,   Eugene,  Ore. 

Fremont  Street  Railway. — Incorporated  in  Ohio  to  take  over 
the  present  street  railway  system  in  Fremont  and  to  extend  and 
improve  the  property  for  interurban  traffic.  The  present  line,  about 
two  miles  long,  is  owned  by  the  Kerlin  interests  of  Toledo.  In- 
corporators: Hon.  A.  H.  Jackson,  Hon.  James  Hunt,  J.  M.  Sher- 
man, J.  J.  Anderson,  Fremont;   and  R.   G.  Kerlin,   Toledo,   O. 

Fremont  Tiffin  Marion  &  Southern  Railroad. — Incorporated  in 
Ohio  to  build  an  electric  railway  from  Fremont  through  Sandusky 
to  Tiffin  and  Marion,  O.,  with  such  branches  as  may  be  needed. 
Capital  stock,  $10,000.  Incorporators:  Donald  McKenzie,  William 
H.  Kiklon,  Alexander  Kiskadden,  James  D.  Watson  and  W.  W. 
Weller. 

Garrettford  &  Delaware  County  Railway. — Incorporate!  in 
Pennsylvania  to  build  an  electric  road  from  the  Garrettford  station 
of  the  Philadelphia  &  Westchester  Traction  Company  to  the  cross- 
ing of  the  Philadelphia  Wilmington  &  Baltimore  Railroad  on  the 
public  highway  between  Chester  Heights  and  Llewellyn,  about  10 
miles.  Capitai  stock.  $100,000.  Incorporators:  George  K.  Powell, 
Wilkesbarre,  president;  John  M.  Carman,  A.  H.  Bloom,  B.  C. 
Allen.  E.  J.  Doyle,  Thomas  W.  Haines  and  L.   E.  Waller. 

Inland  Electric  Railway. — Incorporated  in  Oregon  to  build  an 
electric  line  from  Klamath  Falls  to  Bomaza,  Yonna  and  Merrill. 
Ore.  Capital  stock.  $25,000.  Incorporators:  E.  J.  Murray  and 
H    L.   Colgate. 

Jefferson  City  (Tenn.)  Electric  Railway  Light  &  Power  Com- 
pany.— Incorporated  in  Tennessee  with  $15,000  capital  stock.  In- 
corporators: W.  T.  Russell,  J.  B.  Huff.  A.  A.  Galbraith.  J.  T.  Wat- 
kins   and   Frank   Galbraith. 

Mankato  Electric  Traction  Company. — Incorporated  in  Minne- 
sota to  build  an  electric  street  railway  in  Mankato.  Principal  office. 
Mankato.  Capital  stock,  $200,000,  of  which  $2,003  is  paid  in.  In- 
corporators: A.  J.  Whipple,  Glencoe.  111.;  C.  C.  H.  Fynee.  A.  M. 
Hewes,    E.   D.   Adcock,   M.   J.   Porter.   Chicago. 

Oklahoma  City  Electric  Railway  Terminal  Association. — In- 
corporated in  Oklahoma  to  build  two  electric  lines  in  Oklahoma 
i  me  of  the  lines  will  extend  from  the  south  side  of  Capital 
Hill  north  through  the  city;  the  other  will  start  from  the  junction 
Of  the  Chicago  Rock  Island  &  Pacific  and  the  St.  Louis  &  San 
Francisco  railways,  cross  the  city  and  terminate  at  a  point  near 
Main  street  and  the  North  Canadian  river.  Capital  stock.  $1,000,- 
tors:  Guy  \  .  McClure,  Warren  F.  Moore,  C.  Combs, 
Fred   S.   Combs  and   J.  J.   Johnson,   all  of   Oklahoma   City. 

Panhandle  Electric  Railway  <&.  Power  Company. — Incorporated 
in  Washington  to  build  and  operate  an  electric  line  with  head- 
quarters at  Spokane.  Wash.  Capital  stock,  $1,000,000.  Incorpo- 
rators: Amasa  J.  Smith,  Harry  W.  Wallace,  Spokane;  John  R. 
Jones,   Hillyard,   Wash.;   W.   Payne   and   Andrew   Coolin. 


Pittsburg,  Pa. — It  is  announced  that  the  promoters  of  two  new 
electric  lines  to  be  built  in  Allegheny  county,  Pennsylvania,  will, 
on  May  2S,  apply  for  charters  for  this  purpose.  One  will  be  known 
as  the  Crucible  Street  Railway  and  will  operate  in  a  number  of 
streets  and  highways  of  West  Elizabeth  borough,  beginning  at 
State  street  and  running  to  the  Allegheny  county  boundary  line, 
returning  by  the  same  route.  The  other  is  the  Bellebridge  Street 
Railway  and  will  be  built  in  Elizabeth  borough,  beginning  at  the 
Monongahela  river  road  and  ending  at  Short  street,  returning  by 
the  same  route. 

Rockford  Oregon  &  Southern  Railway. — Incorporated  in  Illinois 
to  construct  a  line  from  Rockford  through  Winnebago,  Ogle  and 
Lee  counties  to  Dixon,  III.  Principal  office,  Oregon,  111.  Capital 
stock,  $10,000.  Incorporators:  Frederick  C.  Jones,  Charles  D. 
Etnyre,  Arthur  F.  Herbert.  Oregon,  111.;  Louis  C.  Wachsmuth  and 
Fred   H.   Wachsmuth,    Chicago. 

Terre  Haute  &  Merom  Traction  Company. — Incorporated  in  In- 
diana to  build  an  interurban  line  from  Terre  Haute  to  Merom, 
about  30  miles.  It  is  stated  that  surveys  have  been  completed  and 
practically  all  the  right  of  way  has  been  secured.  Work  will  be 
started  in  about  two  months.  Capital  stock,  $750,000.  Incorpo- 
rators: Lafayette  Brown.  H.  L.  Bartlett,  J.  F.  Oldbuck,  J.  T.  Bar- 
rett. Frank  S.  Lewis.  A.  E.  Hays  and  Virgil  Pounds.  Headquarters, 
Indianapolis.    Ind. 


TRACK   AND   ROADWAY. 


Amityville,  L.  I. — The  village  board  has  granted  a  2-year  ex- 
tension to  the  franchise  of  the  South  Shore  Traction  Company. 

Baltimore  Frederick  &  Hagerstown  Railway. — Westinghouse, 
Church,  Kerr  &  Co.  of  New  York  have  recently  completed  surveys 
for  this  proposed  line  from  Baltimore  to  Frederick  and  Hagerstown. 
Md..  78  miles,  and  it  is  announced  that  construction  will  begin 
shortly.  It  is  expected  to  enter  Baltimore  from  the  southwestern 
side,  over  the  tracks  of  the  United  Railways  &  Electric  Company. 
The  company  was  chartered  several  years  ago  and  has  an  author- 
ized capital  stock  of  $15,000,000.  James  E.  Ingram  of  Baltimore  is 
president. 

Boston  &  Eastern  Railway.  Boston.  Mass. — This  company,  which 
is  seeking  the  approval  of  the  Massachusetts  railroad  commission 
for  its  line  from  Boston  to  Lowell.  Mass..  has  filed  a  new  set  of 
plans  through  Chelsea,  whereby  the  tracks  will  pass  under  the 
streets.  The  hearing  before  the  commission  has  been  postponed 
until  June  3.     John  H.  Bickford,  chief  engineer. 

Buffalo  &  Lake  Erie  Traction  Company,  Buffalo,  N.  Y. — This 
company,  which  is  building  from  Dunkirk,  N.  Y.,  west  along  the 
shore  of  Lake  Erie,  is  making  rapid  progress  with  the  work  and 
*  expects  to  have  cars  running  as  far  as  Westfield  by  the  middle  of 
the  summer.  The  Dunkirk  &  Fredonia  Railway,  which  has  been 
acquired,  has  been  rebuilt,  and  about  a  mile  of  track  has  been 
laid  from  Dunkirk  east.     J.   C.   Calisch.   Buffalo,   general   manager. 

Chattanooga  (Tenn.)  Railways  Company. — It  is  reported  that 
the  directors  have  recently  considered  plans  for  building  an  electric 
line  from  Chattanooga  to  the  summit  of  Lookout  Mountain  and 
have  decided  to  build  the  line  if  the  property  owners  will  grant  the 
right  of  way. 

Columbia  &  Manor  Electric  Railway,  Columbia,  Pa. — This  com- 
pany, which  proposes  to  build  an  electric  railway  from  Millersville 
to  Columbia,  Pa.,  with  several  short  branches,  about  12  miles  in 
all,  has  elected  officers  as  follows:  President,  Henry  Wertz,  Wash- 
ingtonboro,  Pa.;  vice-president.  H.  M.  Herr.  Lancaster.  Pa.;  secre- 
tary and  treasurer,   E.   K.   Hirshey,   Creswell,   Pa. 

Columbia  &  Walla  Walla  Traction  Company. — J.  H.  Morrow, 
general  manager,  Waitsburg,  Wash.,  states  that  this  company  will 
in  the  near  future  begin  surveys  for  an  extension  up  the  Snake 
river   to   Clarkston,    Wash. 

Columbus  <£.  Lake  Michigan  Railway.  Lima,  O. — Rapid  progress 
is  being  made  by  the  engineers  in  the  employ  of  the  Schoepf  syn- 
dicate on  the  work  preliminary  to  extending  the  line  to  Defiance 
for  electrical  operation  between  Lima  and  Defiance.  Work  is  being 
pushed  on  several  of  the  13  concrete  arches  and  bridges;  70,000 
ties  have  been  purchased  and  delivery  is  to  begin  this  week; 
poles  for  the  Defiance  end  of  the  line  are  to  be  delivered  soon  and 
rails  have  been  ordered. 

Columbus  Marion  &  Bucyrus  Railway,  Delaware,  O. — It  is  an- 
nounced that  grading  on  this  extension  of  the  Columbus  Delaware 
&  Marion  Railway  from  Marion  to  Bucyrus,  O.,  which  was  stopped 
last  fall,  will  be  resumed  this  week.  George  Whysall,  general 
manager. 

Consolidated  Railway,  New  Haven,  Conn. — This  company  has 
applied  to  the  street  board  of  Hartford.  Conn.,  for  permission 
to  double-track  its  Trinity  street  line,  from  Pearl  street  to  Capitol 
avenue. 

Cortland  &  Auburn  Railroad. — This  company  has  been  granted 
a  certificate  of  necessity  by  the  New  York  railroad  commission 
for  a  line  from  Cortland  to  Auburn,  N.  Y.  Surveys  are  in  progress 
and  contracts  are  to  be  let  shortly.  W.  L.  Webb  of  Philadelphia, 
chief  engineer. 

Dayton  &  Troy  Electric  Railway,  Dayton,  O. — This  company  has 
agreed  to  elevate  its  double  track  at  Dayton  between  the  corpora- 
line  and  the  old  channel  of  the  Miami  river,  at  the  request  of 
the  county  commissioners. 

Ft.  Wayne  &  Toledo  Traction  Company. — Surveys  have  been 
started  for  this  proposed  road  from  Toledo,  O.,  to  Ft.  Wayne.  Ind. 


May  is.  L907. 


ELECTRIC    RAILWAY    REVIEW 


661 


The  Eldenbell  Construction  Company  of  New  York  are  the  engineers 
and  Francis  B.  Morgan  of  Cleveland  and  C.  M.  Pierce  of  New  York 
are  interested. 

Ft.  Wayne  &.  Wabash  Valley  Traction  Company,  Ft.  Wayne. 
Ind. — It  is  now  announced  that  the  Lafayette  &  Logansport  exten- 
sion, which  was  described  in  the  Electric  Railway  Review  of  May 
4.  1907,  page  5SS,  will  be  opened  for  traffic  on  June  1. 

Gait  (Ont.)  Preston  &  Hespeler  Street  Railway. — It  is  an- 
nounced   that    plans    are    practically    completed    for    about    $1 

worth    of    improvements    to     this    company's    system.     These    will 
include  new  car  barns,  the  installation  of  a  750-horsepower  engine. 
*    for   new  rolling  stock   and   the   double-tracking   of   the    line. 
Martin   X.   Todd,   Gait,  Ont.,   is  president  and  general  manager. 

Hummelstown  &  Campbellstown  Street  Railway,  Hershey.  Pa. — 
Thomas  J.  Humphreys,  who  has  the  contract  for  grading  the 
remaining  2%  miles  of  this  company's  extension  west  of  Camp- 
bellstown, now  has  a  large  force  of  men  employed  on  the  work. 
The  present  terminus  of  the  line  is  at  Palmyra.  There  still  remain 
n;  miles  to  be  graded  between  Deny  Church  and  Hershey,  lor 
which  a  separate  contract  will  be  let. 

Illinois  Traction  Company,  Champaign,  III. — This  company  last 
week  succeeded  in  laying  the  crossing  over  the  tracks  of  the  St. 
Louis  .Merchants'  Bridge  Terminal  Railway  at  Venice,  111.,  and 
laid  the  150  feet  of  track  necessary  to  complete  the  line  to  the 
Mississippi  river  at  the  site  of  the  proposed  bridge  to  St.  Louis. 
The  crossing  was  placed  at  night  in  spite  of  the  opposition  of  the 
Terminal  Railway  men  and  an  injunction  was  secured  to  prevent 
interfering  with  the  work  after  it  was  finished. — Tuttlc  Brothers, 
who  have  the  contract  for  grading  the  Lincoln-Mackinaw  line,  are 
making  preparations  for  beginning  work  at  once,  and  a  large  num- 
ber of  men  will  he  put  to  work  in  the  endeavor  to  complete  the  2S 
miles  by  August  1.  The  Helm  Contracting  Company  of  Pontiac  has 
been  awarded  a  contract  for  six  miles  of  the  grading. — Tuttle 
Brothers  have  also  announced  that  if  the  weather  is  favorable  the 
Decatur-Champaign  line  will  be  completed  this  month. 

Indianapolis  &  Louisville  Traction  Company,  Louisville,  Ky. — 
Master  Mechanic  W.  H.  Palmer  has  announced  that  with  the  ex. tep- 
tion  of  a  small  section  of  overhead  work  this  line  is  now  completed 
from  Sellersburg  to  Scottsburg,  Ind.,  and  that  this  section  will  be 
put   in  operation   as  soon  as  the   new   cars  arrive. 

Indianapolis  Columbus  &  Southern  Traction  Company.  Colum- 
bus, Ind. — It  is  reported  that  as  soon  as  the  extension  from  Colum- 
bus to  Seymour  is  completed  the  line  from  Indianapolis  to  Green- 
wood, Ind..  will  lie  double-tracked.  Right  of  way  is  now  being 
secured. 

Indianapolis  Newcastle  <£.  Toledo  Electric  Railway,  Newcastle. 
Ind. — This  company  has  completed  surveys  during  the  past  week 
for  a  branch  line  from  Newcastle  to  Greenfield,  Ind.,  and  the  right 
of  way   is  now  being  secured. 

International  Railway.  Buffalo,  N.  Y. — President  Henry  J.  Pierce 
announces  that  he  has  placed  an  order  for  $75,000  worth  of  steel 
rails   to  be  laid  in  Chippewa,   Pearl  and  Franklin  streets. 

Jefferson  City.  Tenn. — A  company  has  been  organized  to  build 
an  electric  railway  from  Jefferson  City  to  Dandridge.  for  both 
freight  and  passenger  service.  James  H.  Bundren  of  Jefferson 
City   is    interested. 

Kansas  Traction  Company.  Coffeyville.  Kan. — This  company, 
recently  incorporated  to  build  an  electric  railway  from  Coffeyville 
to  Lawrence,  Topeka  and  Kansas  City,  Kan.,  is  now  securing  stock 
subscriptions  in  the  towns  along  the  route  for  the  preliminary 
work.  A  sit.  tor  a  power  house  has  been  donated  at  Coffeyville. 
F.    B.    Shirley,    Coffeyville.    president. 

Lima.  O. — It  is  reported  that  the  Lucas  Construction  Company 
of  Toledo,  ii  is  reviving  the  old  Bartholomew  project  to  build  an 
electric  line  between  Lima  and  Bellefontaine,  O.,  via  Westminster, 
Roundhead  and  other  villages.  Bartholomew  graded  seven  miles 
of  the  line  bi  ton    abandoning  the  plan  about  a  year  ago. 

Little  Rock  &  Hot  Springs  Electric  Railway. — We  are  ad\  ised 
by  the  Electrical  Installation  Company  of  Chicago  that  tie  state- 
ment published  in  the  Electric  Railway  Review  of  May  11  that  that 
company    lias   thi      ontract    for   building   the   line   front    Little    Rock 

ol  Springs,  Ark.,  is  Incorrect,  as  that  company  has  i 

with  the  l. iii],    Rock  &  Hut  Springs  Blectrtc  Railway. 

Marengo  &.  Midland  Railway,  Marengo,  la. — Surveys  have  been 
line  from  Marengo  to  Midland,  la.,  which  is  to  be 
a  branch  of  the  proposed  system  of  the  Iowa  &  Missouri  Traction  & 
Power  Company,  which  will  extend  from  Fairfield  to  Cedar  Rapids. 
la.,  otj  miles.  H.  II.  Brimmer  of  Marengo,  president;  .1  W.  Andrews 
of  Fairfield,  chief  engineer. 

Minneapolis  Kansas  City  &  Gulf  Electric  Railway.  Minneapolis. 
Minn. — Th.  pa  ■     has  been  organized  by  Minneapolis  men  and 

has  Issued  a  pro  toi   mi  electric  line  from  Minneapolis 

through  Albert   Lea.   Minn.,  to  Des  Moil  as  tie-  first   set 

Mississippi    Valley    Electric    Railway,    Nauvoo.    III. — W.    A.    Cal- 

ultlng    engineer,    states    that    SO-pound    steel    rails    havi 

ordered    from    tie-    Lackawanna    Steel    Compar,  building 

posed  lines  from  Nauvoo  >"  Nlota,  Carthage  and  Hamilton, 

ill.,  and   that  they  aie   I.,   be  delivered   In   August   and   .September. 

''out:  rading  are  i -  let  about  June  15      Franchise) 

ired   in   N.i 

New   York.    N.    Y.— It    i 

I  man:       r  ol 


ration  of  New  Jersey  to  become  general  manager  of  the  London 
Underground  Electric  Railways  Company,  is  president  of  a  com- 
pany organized  to  build  an  electric  railway  from  a  point  on  the 
Hudson  river,  opposite  Grant's  tomb,  in  New  York,  to  Nyack, 
N.  Y.,  a  distance  of  JS  miles.  Detroit  capitalists  are  said  to  be 
associated   with   him. 

Northwestern  Elevated  Railroad.  Chicago,  III. — The  Ravens- 
wood  elevated  extension,  from  Clark  street  junction,  in  Lake  View, 

to   Ravensw I,    ?.i ..    miles,    is   to   be   opened   for   traffic  on   Sunday, 

May   19. 

Okanogan  Electric  Railway,  Spokane,  Wash. — An  official  report 
from  this  company  states  that  work  is  expected  to  begin  about 
June  1  on  the  proposed  electric  line  from  a  junction  with  the  Vic- 
toria Vancouver  &  Eastern  Railway  near  Nighthawk  to  Brewster. 
Wash.,  about  60  miles,  via  Loomis,  Conconully,  Okanogan  and  sev- 
eral mines.  Surveys  have  been  completed  as  far  as  Okanogan. 
Contracts  have  not  been  let.  President.  A.  M.  Dewey.  Spokane: 
chief  engineer,   G.   H.   Wheeler,   Conconully. 

Owensboro  (Ky.)  City  Railway. — It  is  reported  that  this  com- 
pany will  expend  $50,000  this  summer  on  improvements. 

Parkersburg    (W.    Va.)    Marietta    &    Interurban    Railway. — J.    F. 
Carr  of  Marietta.   O..    has  been   aw-arded   the  contract  for 
struction  of  the  Muskingum  extension    to  this  company's  lire 
work   is   now   under  way.     Five   miles  yet   remain    to  be 
between    Marietta    and    Lowell.    O.     C.    H.    Shattuck,    Parkersburg. 
W.  Va..  is  general  manager. 

Rochester  Corning  &  Elmira  Traction  Company,  Rochester. 
N.  Y. — The  most  serious  obstacle  to  the  construction  of  this  road 
from  Rochester  to  Corning  and  Elmira,  X.  Y.,  has  been  withdrawn. 
General  Manager  George  A.  Engert  of  the  Rochester  &  "Southern 
Construction  Company,  which  is  t<»  build  the  road,  has  received 
notice  from  the  Erie  Railroad  that  it  has  withdrawn  its  appeal  to 
the  court  of  appeals  to  stay  proceedings  under  the  certificate  of 
necessity  granted  by  the  state  railroad  commission  by  direction  of 
the  appellate  division. 

Russell  Fork  Railway,  Ashland,  Ky. — This  company  has  been 
organized  for  the  purpose  of  constructing  an  interurban  electric 
line  in  Dickinson  and  Buchanan  counties.  Kentucky,  to  the  Ken- 
tucky state  line.  The  road  will  tap  valuable  timber  lands  and 
mineral   deposits  of   that  section. 

St.  Lours  St.  Charles  &  Western  Railroad,  St.  Louis.  Mo. — It  is 
stated  that  the  work  of  laying  new  steel  rails  on  this  company's 
line  between  St.  Charles  and  St.  Louis.  Mo.,  is  now  in  progress. 
Robert    McCulloch.    general    manager,    St,    Louis. 

Seattle,  Wash. — Jacob  Furth,  president  of  the  Seattle  Electric 
Company,  owned  by  Stone  &  Webster  of  Boston,  Mass.,  is  quoted 
as  saying  that  the  surveys  now  being  made  for  -electric  lines 
radiating  from  Bellingham.  Wash.,  through  Whatcom  and  Skagit 
counties,  will  be  the  nucleus  of  a  line  to  be  built  by  Stone  & 
Webster  from  Bellingham  to  Seattle,  via  Sedro-Woolley,  Mt.  Vernon, 
Burlington,  La  Conner,  Snohomish  and  Everett,  about  100  miles. 
An  extension  north  to  Vancouver,  B.  C.  is  also  said  to  be  a  possi- 
bility. 

Seattle.  Wash. — P.  P.  Carroll  of  Seattle  represents  a  syndicate 
which,  he  -says,  proposes  to  expend  $40,00u,0<in  in  the  construction 
of  electric  railways  and  power  development  in  Washington.  The 
electric  railway  projects  include  the  Puyallup  Valley  Northern 
Transit  Company  of  Puyallup,  Wash.,  for  which  the  Continental 
Engineering-Construction  Company  of  New  York  has  the  contract 
to  build  from  Seattle  to  Tacoma;  the  Snohomish  Valley  Railroad, 
which  proposes  to  build  from  Snohomish  to  Cherry  Valley  and 
later  to  Seattle  and  Tacoma;  and  the  Seattle-Chelan-Spokane  Rail- 
way, which  intends  to  build  from  Puget  Sound  to  Renton  and 
Spokane.  The  men  who  are  backing  these  enterprises  have  de- 
cided they  can  build  and  profitably  operate  the  lines  in  connection 
with  numerous  power  plants  to  be  operated  by  water  power.  The 
plants  will  be  located  at  towns  along  the  lines  of  railway,  and  wil' 
furnish  power  for  commercial  ami  municipal  uses  as  well  as  foi 
the  operation  of  the  railways. 

South  Dakota  Gas  Electric  Company,  Huron,  S.  D. — J.  A 
Cleaver,  president,  writes  that  contracts  for  grading  are  to  be  let 
soon  for  this  proposed  line  from  Huron  to  Spink  county.  South 
Dakota,  49  miles.  Surveys  have  been  completed  to  Irving  and  Car- 
penter,  10  miles.  The  road  is  to  be  for  freight  and  passengei 
service.     Sixty-pound   rails  will  be  used. 

Spokane  &  Big  Bend  Railway.  Spokane.  Wash. — W.  H.  Plummei 
of  Spokane  has  been  re-elected  president  of  this  company,  which 
proposes  to  build  a  line  from  Spokane  to  Crystal  City,  Wash.,  70 
miles.  Work  has  recently  been  started  at  the  Spokane  end  ol 
the  line.  Entrance  to  the  city  will  be  had  over  the  tracks  ut"  the 
Spokane  &  Inland  Railway. 

Spokane  Pend  d'Oreille  Rapid  Transit  Company,  Spokane. 
Wash. — A  court  decision  has  confirmed  the  claim  of  the  Prairie 
Development  Company,  which  consists  of  the  hackers  of  the  rail- 
wax-  project,  to  the  ownership  of  1,600  at  res  it"  land  on  the  si 
of  Lake  Pend  d'Oreille.  Idaho.  J.  Grier  Long,  who,  together  with 
AI.  F.  Mendenhall,  D.  K.  McDonald  and  R.  A.  Hutchinson,  is  in- 
apanles,  states  that  tin  paves  the  way 

imediate  construction  of  the   proposed   line   from   Spokani 
the  lake.   16  miles. 

Springfield  Wilmington  &  Cincinnati  Traction  Company,  Spring- 
field.  O. — Tl  Ich   proposes   t"   build   from   Springfield 

!•■  Cincinnati,  O.,  '-  miles,  lias  filed  •■<  i •  ■■  $4,000,000 

the  count  Eldenbel  <  tons!  i  uction  i  tompanyt  01 

York   has  the  contract   and  work  is  to  begin  al   once. 


662 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  20 


Tampa  &  Sulphur  Springs  Traction  Company,  Tampa,  Fla. — 
This  company's  new  line  from  Lafayette  street  and  Florida  avenue, 
Tampa,  to  Sulphur  Springs,  about  five  miles  northeast  of  Tampa, 
lias  been  completed  and  an  experimental  trip  was  made  on  May  9. 
The  power  house  and  car  sheds  are  located  on  the  Hillsboro  river. 
H.  H.  Kirkpatrick,  general  manager. 

Texas  Traction  Company,  Dallas,  Tex. — It  is  now  reported  that 
approximately  30  miles  of  grading  has  been  completed  on  the 
Sherman-Dallas  interurban  line,  which  will  be  64  miles  long.  Seven 
grading  camps  are  now  located  at  different  points  along  the  route 
and  another  is  soon  to  be  established.  The  SO-pound  rails  will 
be  delivered  in  monthly  instalments,  beginning  in  July.  F.  A. 
Jones,  chief  engineer. 

Toledo  Urban  &  Interurban  Railway,  Toledo,  O. — This  company 
has  notified  the  city  council  of  Toledo  that  it  is  ready  to  co-operate 
with  the  municipality  in  building  a  new  bridge  over  the  canal  at 
South  street,  in  place  of  the  present  wooden  truss  structure,  which 
has  been  condemned.  It  is  estimated  that  the  bridge  would  cost 
$22,500. 

Twin  City  &  Lake  Superior  Railway. — W.  H.  Crossland,  vice- 
president.  Minneapolis,  writes  that  this  company,  whose  incorpora- 
tion was  noted  last  week,  will  build  a  double-track  third-rail  electric 
line  from  Minneapolis  and  St.  Paul,  Minn.,  to  Duluth,  Minn.,  and 
Superior.  Wis.,  130  miles,  of  which  91  are  in  Minnesota  and  39  in 
Wisconsin.  The  road  will  be  practically  an  air  line  and  will  Inter- 
sect no  present  towns  or  villages.  Surveys  have  been  made  and 
grading  is  to  begin  on  June  1.  No  general  contracts  are  to  be  let. 
The  road  is  to  handle  both  freight  and  passengers.  Maximum 
grade,  0.5  per  cent;  maximum  curvature,  1%  degrees;  weight  of  rail, 
70  pounds.  About  4,500  feet  of  steel  will  be  required  for  the  five 
principal  bridges,  although  the  company  is  not  at  present  in  the 
market  for  equipment.  E.  W.  Farnham  of  Chicago,  president;  J.  H. 
Thomas.  Minneapolis,  chief  engineer.  Headquarters,  345  Railway 
building.  Minneapolis. 

United  Traction  Company,  Albany,  N.  Y. — The  appellate  di- 
vision of  the  supreme  court  of  New  York  has  given  a  decision 
confirming  the  favorable  report  of  a  commission  to  determine 
the  necessity  of  an  extension  of  the  Western  avenue  line  from 
Madison  avenue  and  Allen  street  to  a  point  about  1,500  feet  west 
and  General  Manager  E.  S.  Fassett  has  announced  that  the  work 
will  begin  at  once.  The  material  for  the  extension  of  the  Broad- 
way line   is  expected  about   June   1. 

Wagner  Lake  Shore  &  Armour  Railway,  Wagner,  S.  D. — 
A.  H.  Pease  writes  that  this  company,  recently  incorporated,  is  now 
making  surveys  for  its  proposed  line  from  Wagner  to  Mitchell, 
S.  D„  75  miles,  by  way  of  the  east  shore  of  Lake  Andes,  Armour 
and  Hillside.  Contracts  for  grading  are  to  be  let  and  grading  is 
to  begin  in  60  days.  The  company  will  operate  electric  lighting 
plants  at  the  terminals  and  at  several  intermediate  points.  A  tract 
of  106  acres  of  ground  has  been  secured  for  a  summer  resort  at 
Lake  Andes.  Fifty-six-pound  rails  will  be  used.  The  powerhouse 
will  be  located  at  Wagner  and  substations  at  Armour  and 
Mitchell.  The  Minneapolis  Steel  &  Machinery  Company  will  furnish 
the  power  equipment.     John  Absher  of  Wagner  is  president. 

West  Jersey  &  Seashore  Railroad,  Philadelphia,  Pa. — This  com- 
pany is  now  lowering  its  tracks  on  Atlantic  avenue,  Atlantic  City, 
N.  J.,  to  the  new  paving  grade.  The  work,  which,  it  is  esti- 
mated, will  cost  $360,000,  is  expected  to  be  completed  by  June  1. 
The  company  has  paid  to  the  city  treasurer  $150,000  for  the  cost 
of  paving  on  Atlantic  avenue,  under  the  terms  of  its  perpetual 
franchise.  This  sum,  together  with  $5,000  per  annum  which  the 
company  is  to  pay  for  the  next  10  years,  will  completely  relieve 
the  company  thereafter  from  responsibility  for  the  maintenance 
of  the  street. 

Whatcom  County  Railway  &  Light  Company,  Bellingham, 
Wash. — Manager  L.  H.  Bean  has  announced  that  construction  work 
on  the  Bellingham-Skagit  county  line  will  begin  in  about  a  week. 
Materials  have   been  ordered. 

Winona  Interurban  Railway,  Winona,  Lake,  Ind. — At  elections 
held  last  week  in  five  townships  along  the  route  of  the  proposed 
Warsaw-Ft.  Wayne  line  subsidies  were  voted  to  the  company  in 
Columbia,  Richland  and  Union  amounting  to  $50,370,  and  subsidies 
amounting  to  $21,500  were  defeated  in  Lake  and  Washington. 


Personal  Mention 


POWER  HOUSES  AND  SUBSTATIONS 


Georgia  Railway  &  Electric  Company,  Atlanta,  Ga. — It  has 
been  announced  that  a  large  gas  engine  is  being  installed  in  the 
Davis  street  plant  of  this  company  and  will  be  ready  for  service 
as  soon  as  the  generator  winding  is  finished.  It  will  serve  as  an 
emergency  power  supply  in  case  of  a  shutdown  of  the  Bull  Sluice 
powerhouse. 

Long  Acre  Electric  Light  &  Power  Company. — It  is  announced 
that  this  company  has  purchased  a  plot  of  ground  on  which  to 
build  a  power  plant  capable  of  developing  100,000  horsepower.  It 
is  stated  that  about  $500,000  was  paid  for  the  plot  of  land,  which 
is  located  at  One  Hundred  and  Twentieth  street  and  East  river, 
New  York  City. 

Mount  Hood,  Ore.,  Railway  &  Power  Company.- — It  is  stated 
that  work  on  the  15,000-horsepower  generating  station  of  this  com- 
pany has  been  started.  During  the  past  week  bids  have  been  re- 
ceived by  the  company  from  electrical  manufacturing  companies 
for  supplying  and  installing  the  electrical  apparatus  in  the  station. 
It  has  not  been  announced  to  whom  the  contract  has  been  awarded. 
It  is  said  that  the  present  contract  on  which  bids  have  been  re- 
ceived will  amount  to  about  $28u,000. 


Mr.  J.  B.  Livingstone,  heretofore  auditor  of  the  Oregon  Water 
Power  &  Railway  Company  at  Portland,  Ore.,  has  resigned  to  be- 
come associated  with  the  Jersey  Central  Traction  Company  at 
Keyport,   N.   J. 

Mr.  A.  C.  Murray,  heretofore  assistant  to  General  Manager 
L.  E.  Fischer  of  the  Illinois  Traction  Company,  has  been  appointed 
assistant  general  superintendent  of  the  southern  division,  with 
headquarters  at  Staunton,  111. 

Mr.  E.  W.  Poole,  formerly  assistant  treasurer  of  the  Con- 
necticut Railway  &  Lighting  Company,  Bridgeport,  Conn.,  has 
resigned  to  become  associated  with  the  United  Gas  Improvement 
Company,   with   headquarters  at  Philadelphia. 

Mr.  William  G.  Evans,  president  of  the  Denver  (Colo.)  City 
Tramway  Company,  has  moved  his  headquarters  from  Denver  to 
New  York  City,  where  he  will  represent  the  Denver  Northwestern 
&  Pacific  Railway  and  other  interests  with  which  he  is  identified. 
Mr.  Evans  is  vice-president  of  the  latter  company. 

Mr.  Hector  W.  Mackay  has  resigned  his  position  as  division 
superintendent  of  the  Boston  &  Worcester  Street  Railway,  to 
accept  a  similar  position  with  the  northern  division  of  the  New 
Hampshire  Electric  Railways,  with  headquarters  at  Hampton,  N.  H. 
He  will  be  succeeded  by  Mr.  Edwin  C.  Whitney,  whose  headquarters 
will  be  at  Marlboro,   Mass. 

Mr.  C.  Edgar  Titzel,  who,  as  announced  in  the  Electric  Rail- 
way Review  of  May  11,  1907,  has  been  appointed  manager  of  the 
Lancaster  County  Railway  &  Light  Company,  with  office  at  Lan- 
caster, Pa.,  was  born  at 
Irwin  Station,  Westmore- 
land county,  Pennsyl- 
vania, on  May  4,  1875. 
His  parents  moved  to  Al- 
toona  in  1880,  and  from 
there  to  Lancaster  in 
18S5.  He  was  educated  in 
the  public  schools  of  Al- 
toona  and  Lancaster; 
later  he  attended  Frank- 
lin and  Marshall  Academy 
for  two  years  and  Frank- 
lin and  Marshall  College 
for  one  year.  He  entered 
the  employ  of  the  Edison 
Electric  Illuminating 
Company  of  Lancaster  in 
1892  and  was  made  super- 
tendent  of  this  company 
in  1S96.  In  1901  he  was 
appointed  superintendent 
of  the  Lancaster  Gas 
Light  &  Fuel  Company, 
and  the  Columbia  Electric 
Light  Heat  &  Power 
Company.  In  1903  he  was 
appointed  superintendent 
C.    Edgar   Titzel.  0f  the  Conestoga  Traction 

Company  of  Lancaster, 
succeeding  Mr.  Frank  S.  Given.  Since  that  time  he  has  been 
superintendent  of  all  the  above  companies,  which  are  owned  by 
the  Lancaster  County  Railway  &  Light  Company.  On  March  i. 
1907,  the  controlling  interest  of  the  Lancaster  County  Railway  & 
Light  Company  was  sold  to  Bertron,  Storrs  &  Griscom  of  40  Wall 
street,  New  York  City,  and  on  May  1,  1907,  Mr.  Titzel  was  ap- 
pointed manager  of  the  above  companies,  being  locally  in  charge 
of  all  the  properties  owned  by  the  Lancaster  County  Railway  & 
Light  Company. 

Mr.  Frank  Steinhart,  United  States  consul-general  at  Havana, 
Cuba,  and  a  director  in  the  Havana  Electric  Railway,  which  was 
recently  reorganized,  as  announced  in  the  Electric  Railway  Re- 
view of  March  16,  1907,  has  been  appointed  general  manager  of  this 
company.  His  resignation  as  consul-general,  which  was  tendered 
about  three  months  ago,  will  be  effective  on  June  1,  at  which 
time  he  will  assume  his  new  duties. 

Mr.  Edward  Raver,  heretofore  superintendent  of  the  Logans- 
port  division  of  the  Ft.  Wayne  &  Wabash  Valley  Traction  Com- 
pany, has  been  appointed  superintendent  of  the  local  street  railway 
lines  in  Ft.  Wayne,  Ind.  Mr.  Raver  entered  the  service  of  the 
company  in  1891  as  motorman.  Former  Assistant  Superintendent 
Rider  of  the  Ft.  Wayne  local  lines  will  be  transferred  to  Logans- 
port  to  succeed  Mr.   Raver  as  superintendent. 

Mr.  Walter  A.  Draper,  who,  as  announced  in  last  week's  issue 
of  the  Electric  Railway  Review,  has  been  elected  secretary  of  the 
Cincinnati  Traction  Company,  succeeding  Mr.  S.  C.  Cooper,  re- 
signed, was  born  at  Portsmouth.  O.,  and  graduated  from  the  Ohio 
Wesleyan  University  in  1883.  For  about  five  years  he  has  been 
secretary  and  treasurer  of  the  Cincinnati  Zoological  Garden  Com- 
pany, which  is  controlled  by  the  Cincinnati  Traction  Company  and 
allied    interests. 

Mr.  A.  S.  Richey  has  been  appointed  professor  of  electric 
railway  engineering  at  Worcester  (Mass.)  Polytechnic  Institute. 
He  was  formerly  in  charge  of  the  mechanical  and  electrical  depart- 
ments of  the  Citizens'  Railway,  Muncie,  Ind.,  and  more  recently 
held  the  same  position  with  the  Marion  (Ind.)  City  Railway.    Prior 


May  IS.  1907. 


ELECTRIC    RAILWAY    REVIEW 


r,c,:; 


to  going  to  Worcester  he  was  chief  engineer  of  the  Indiana  Union 
Traction  Company  at  Muncie,  Ind.,  resigning  in  1905  to  become  an 
instructor  in  the  electric  railway  engineering  department  of 
Worcester  Polytechnic  Institute,  where  he  has  remained  as  assist- 
ant professor  until  his  present  appointment.  He  will  be  succeeded 
by  Dr.   George   Olshausen  of   St.   Louis,    Mo. 

Mr.  Charles  M.  Crawford,  secretary  and  treasurer  of  the 
Hartford  (Conn.)  Paving  &  Construction  Company,  has  been  ap- 
pointed chief  engineer  of  the  Cincinnati  Northern  Traction  Com- 
pany, Cincinnati,  O..  to  succeed  Mr.  C.  A.  Alderman,  who  resigned 
some  time  ago  to  become  associated  with  J.  G.  White  &  Co.  of 
New  York.  Mr.  Crawford  has  had  a  long  experience  in  steam  rail- 
road engineering  and  was  formerly  assistant  engineer  of  the  Penn- 
sylvania  Railroad. 

Mr.  Benjamin  F.  Tilton  of  Newburgh,  N.  T.,  has  been  appointed 
engineer  of  maintenance  of  way  for  the  Cleveland  Electric  Rail- 
way, effective  on  May  20,  succeeding  Mr.  Charles  H.  Clark,  whose 
resignation  to  take  a  similar  position  with  the  International  Rail- 
way at  Buffalo,  N.  T..  was  announced  in  our  issue  of  last  week. 
Until  his  present  appointment  Mr.  Tilton  was  in  charge  of  the 
elimination  of  grades  for  the  Cleveland  &  Pittsburg  division  of 
the  Pennsylvania  Lines. 

Mr.  R.  F.  Kelker.  Jr.,  has  resigned  as  engineer  of  the  Gold- 
schmidt  Thermit  Company  of  New  York  to  become  connected  with 
the  board  of  supervising  engineers  in  charge  of  the  reconstruction 
of  the  Chicago  street  railway  systems.  Mr.  Kelker  is  to  have 
charge  of  the  track  work,  a  position  for  which  his  previous  expe- 
rience in  the  track  departments  of  the  Brooklyn  Rapid  Transit 
Company,  the  International  Railway  Company  of  Buffalo  and  the 
Baltimore  &  Ohio  Railroad   renders  him  especially  fitted. 

Mr.  F.  W.  Johnson  has  resigned  his  position  as  claim  agent 
of  the  Connecticut  Railway  &  Lighting  Company,  Bridgeport.  Conn., 
to  become  assistant  general  claim  agent  of  the  Philadelphia  Rapid 
Transit  Company.  Mr.  Johnson  was  formerly  a  member  of  the 
claim  department  of  the  old  Boston  &  Lynn  Street  Railway. 
Shortly  after  the  consolidation  of  this  company  with  the  Boston 
&  Northern  Railroad  he  accepted  the  position  of  claim  agent  with 
the  Connecticut  Railway  &  Lighting  Company,  where  he  has  been 
for  the  past  five  years.  He  is  a  member  of  the  executive  commit- 
tee of  the  American  Street  and  Interurban  Railway  Claim  Agents' 
Association. 


Financial  News 


Directory  of  Electric  Railway  Associations. 


American  Street  and  Interurban  Railway  Association.  Secre- 
tary, Bernard  V.  Swenson,  29  West  Thirty-ninth  street,  New  York. 
Annual  meeting,  Atlantic  City,  N.  J.,  October  14-18. 

American  Street  and  Interurban  Railway  Accountants'  Asso- 
ciation. Secretary,  Elmer  M.  White,  assistant  treasurer  Birming- 
ham Railway  Light  &  Power  Company,   Birmingham,  Ala. 

American  Street  and  Interurban  Railway  Engineering  Associa- 
tion. Secretary,  S.  Walter  Mower,  general  manager  Southwestern 
Traction  Company,  London,  Ont. 

American  Street  and  Interurban  Railway  Claim  Agents'  Asso- 
ciation. Secretary,  B.  B.  Davis,  claim  agent  Columbus  Railway  & 
Light  Company,  Columbus,  O. 

American  Street  and  Interurban  Railway  Manufacturers'  Asso- 
ciation. Secretary,  George  Keegan,  2321  Park  Row  building,  New 
York,   N.  Y\ 

Canadian  Street  Railway  Association.  Secretary,  Allan  H. 
Royce,   president  Toronto  Suburban  Railway,   Toronto,   Ont. 

Central  Electric  Railway  Association.  Secretary,  W.  F.  Mill- 
holland,  secretary  and  treasurer  Indianapolis  Traction  &  Termi- 
nal Company,  Indianapolis,  Ind.  Next  meeting,  Indianapolis,  Ind., 
May  . 

Colorado  Electric  Light  Power  &  Railway  Association.  Secre- 
tary, John  F.  Dostal,  Denver  Gas  &  Electric  Company,  Denver, 
Colo. 

Iowa  Street  and  Interurban  Railway  Association.  Secretary, 
L.  D.  Mathes,  general  manager  Union  Electric  Company,  Dubuque, 
la. 

Massachusetts  Street  Railway  Association.  Secretary,  Charlee 
S.  Clark,  70  Kilby  street,  Boston,  Mass.  Meetings  held  In  Boston 
on  second  Wednesday  of  each  month,  except  July  and  August. 

Northwestern  Electrical  Association.  Secretary,  R.  N.  Kimball, 
Kenosha,  Wis.     Annual  meeting,  Milwaukee,  Wis.,  January,  1908. 

New  England  Street  Railway  Club.  Secretary,  John  J.  Lane, 
12  Pearl  street,  Boston,  Mass.  Meetings  held  on  fourth  Thursday 
of  every  month. 

Oklahoma  Electric  Light,  Railway  and  Gas  Association.  Secre- 
tary, Galen  C.  Crow,  general  manager  Guthrie  Electric  Light  & 
Power  Company,  Guthrie,  Okla. 

Pennsylvania  Street  Railway  Association.  Secretary,  Charles 
H.  Smith,  superintendent  Lebanon  Valley  Street  Railway,  Lebanon, 
Pa. 

Southwestern  Electrical  and  Gas  Association.     Secretary,  R.  B. 

Street  Railway  Association  of  the  State  of  New  York.  Secre- 
tary, J.  H.  Pardee,  general  manager  Rochester  &  Eastern  Rapid 
Railway,  Canandalgna,  N,  ST.  Next  meeting,  BlufI  Point,  N.  Y., 
June  25  and     '• 

Wisconsin  Electric  and  Interurban  Railway  Association.  Secre- 
tary, Clement  C.  Smith,  president  Columbia  Construction  Company, 
Milwaukee,  Wis. 


Atlantic  City  &  Suburban  Traction  Company,  Pleasantville, 
N.  J. — On  the  application  of  Grey  &  Archer,  attorneys,  of  Camden, 
N.  J.,  Vice-Chancellor  Learning  of  the  court  of  chancery  in  Cam- 
den appointed  John  L.  Clawson  of  Philadelphia  receiver  for  this 
company.  The  application  was  made  on  behalf  of  C.  L.  Leland  and 
Robert  Wetherill.  Mr.  Clawson  tried  as  chairman  of  a  reorganiza- 
tion committee  to  secure  the  acceptance  by  creditors  of  preterred 
stock  for  their  claims. 

Bennington  &  North  Adams  Street  Railway. — The  New  York 
state  railroad  commission  has  approved  the  issue  by  this  company 
of  $450,000   first  mortgage  bonds. 

Chicago  Lake  Shore  &  South  Bend  Railway  Company,  South 
Bend,  Ind. — This  company  has  increased  its  capital  stock  from 
$250,000  to  $6,000,000,  of  which  $1,000,000  will  be  preferred  stock 
and  $5,000,000  common  stock. 

Cleveland  Southwestern  &  Columbus  Railway,  Cleveland,  O. — 
The  Commercial  and  Financial  Chronicle  contains  the  following 
statement  of  earnings  of  the  roads  which  have  been  acquired  by 
this  new  company: 

1906.  1905.  1904. 

Gross  earnings    $645,849         $543,226         $475,361 

Operating  expenses    363,856  314,253  293,615 


Net    earnings    $281,993         $228,973         $181,746 

Interest,   taxes,  etc 179,252  152,693  128,746 


Net  income   $102,741 


76,280         $  53,000 


Consolidated  Railway  Company,  New  Haven,  Conn. — The  annual 
report  of  the  United  Gas  Improvement  Company  of  Philadelphia 
contains  the  folowing:  "The  property  of  the  Connecticut  Railway 
&  Lighting  Company  has  been  leased  for  999  years  from  August  1, 
1906,  and  the  capital  stocks  of  the  Housatonic  and  New  Milford 
Water  Power  companies  and  of  the  Meriden  Southington  &  Com- 
pounce  Tramway  Company  have  been  sold  to  the  Consolidated  Rail- 
way Company,  a  corporation  controlling  all  the  important  trolley 
properties  of  Connecticut.  The  New  York  New  Haven  &  Hartford 
Railroad  owns  most  of  the  stock  of  the  Consolidated  company  and 
has  guaranteed  the  fulfillment  of  the  conditions  of  the  lease  and 
payment  of  the  principal  and  interest  of  the  debentures  issued  to 
buy  the  stocks  of  the  water  power  companies  and  the  Meriden 
Southington  &  Compounce  Tramway  Company.  The  rentals  under 
the  lease  supplemented  by  the  sum  of  $10  per  share  on  their  stock 
paid  by  the  owners  of  the  common  stock  to  the  Colonial  Trust  Com- 
pany of  New  York,  as  trustee,  will  be  sufficient  to  pay  interest  and 
sinking  fund  charges,  the  cost  of  maintaining  the  corporate  or- 
ganization, and  dividends  at  the  rate  of  4  per  cent  per  annum  on 
the  preferred  and  common  stock  of  the  Connecticut  Railway  & 
Lighting  Company.  Simultaneously  with  the  above  transaction 
there  were  sold  to  the  Providence  Securities  Company,  which  made 
payment  in  its  4  per  cent  50-year  debenture  bonds,  guaranteed 
.is  to  principal  and  interest  by  the  New  York  New  Haven  & 
Hartford  Railroad,  all  of  the  bonds  and  floating  debt  and  practically 
all  of  the  capital  stock  of  the  Rhode  Island  Securities  Company, 
and  paid  to  the  Providence  Securities  Company  cash  to  the  amount 
of  $10  per  share  of  the  stock  so  sold.  By  these  transactions  we 
have  transferred  the  responsibility  of  managing  and  financing 
these  properties  to  the  New  York  New  Haven  &  Hartford  Railroad, 
and  insured  an  income  to  the  United  Gas  Improvement  Company 
from  its  investments  in  Connecticut  and  Rhode  Island  of  $1,000,000 
per  annum,  being  4  per  cent  on  securities  of  the  par  value  of 
$25,000,000." 

Denver  City  Tramway  Company  and  Denver  &  Northwestern 
Railway. — The  gross  earnings  of  this  system  for  the  last  eight  years 
have  been  as  follows: 

1906 $2,652,218.60         1903 $1,977,854.78        1900 $1,302,289.91 

1905 2,412,129.30        1902 1.702,958.39         1899 1,230,161.57 

1904 2.040.146.06  1901 1.507.752.17 

Delaware  &  Hudson. — J.  Rogers  Maxwell  and  Frank  E.  Smith 
were  elected  members  of  the  board  of  managers,  succeeding  Fred- 
eric Cromwell  and  Alexander  E.  Orr,  at  the  annual  meeting  of 
stockholders  on  May  14.  Rufus  B.  Cowing  criticized  the  purchase 
of  electric  railway  properties  by  the  company,  especially  that  of 
the  Hudson  Valley  Railway,  which  he  said  was  not  worth  $2,000,000, 
while  the  company  had  paid  for  it  $5,000,000.  He  also  criticized 
the  purchase  of  coal  lands  and  said  that  the  Delaware  &  Eastern, 
now  under  construction,  would  compete  with  the  Delaware  &  Hud- 
son. L.  F.  Loree,  the  president,  answering  these  criticisms,  said 
that  he  has  recommended  that  $1,500  be'set  aside  each  month  for 
the  purpose  of  examining  coal  lands  south  of  Wilkesbarre,  and 
that  he  thinks  it  is  prudent  for  the  company  to  purchase  additional 
coal  lands.  Regarding  the  purchase  of  traction  properties  Mr. 
Loree  spoke  of  the  purchase  of  electric  railways  by  the  New  York 
New  Haven  &  Hartford  and  the  New  Y"ork  Central  &  Hudson 
River.  He  believed  that  it  remains  to  be  seen  whether  the  Dela- 
ware &  Hudson  made  a  mistake  in  buying  the  Hudson  Valley 
property,  and  said  it  was  his  impression  that  the  people  from  whom 
the  road  was  purchased  would  take  it  back  if  such  a  step  was  found 
advisable.  Mr.  Loree  said  there  was  some  doubt  about  the  ad- 
visability of  giving  out  detailed  information  about  the  Hudson  Val- 
ley purchase  until  the  transaction  is  closed.  The  Delaware  & 
Hudson  now  holds  between  80  and  90  per  cent  of  the  Hudson 
Valley  stock.  President  Loree  said  that  he  had  not  made  up  his 
i i    how   much  money  the   company  will  need   and   that  another 


664 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  20. 


meeting  of  stockholders  will  be  necessary  to  approve  a  plan  for 
financing.  He  said  he  believed  the  earnings  would  continue  at  a 
sufficient  rate  to  meet  present  dividend  payments. 

Interborough  Rapid  Transit  Company,  New  York. — At  the  an- 
nual meeting  of  the  stockholders  on  May  8  the  following  directors 
were  re-elected  to  serve  for  three  years:  Gai-dner  M.  Lane,  John 
Peirce,   George  W.   Young  and  Alfred   Skitt. 

Jackson  Consolidated  Traction  Company,  Jackson,  Mich. — It  is 
announced  that  control  of  this  property  has  been  purchased  by  the 
Michigan  United  Railways  Company  of  Lansing.  The  latter  com- 
pany now  operates  local  systems  in  Lansing,  Kalamazoo  and  Battle 
Creek,  and  interurban  roads  between  Lansing  and  St.  Johns,  be- 
tween Jackson  and  Battle  Creek,  and  between  Kalamazoo  and 
Battle  Creek.  The  ownership  of  the  Jackson  road  will  add  30 
miles  of  road  to  the  153  miles  which  had  previously  been  operated 
by  the  Michigan  company. 

Marion  Bluffton  &  Eastern  Traction  Company,  Bluffton,  Ind. — 
A  mortgage  securing  an  issue  of  $850,000  first  mortgage  5  per  cent 
bonds  has  been  recorded  in  Bluffton.  Of  this  issue  $130,000  of  the 
bonds   will    be    reserved    for   future    requirements. 

Milwaukee  Light  Heat  &  Traction  Company. — A  trust  deed  to 
secure  an  issue  of  $30,000,000  refunding  and  extension  mortgage 
bonds  has  been  recorded.  The  Metropolitan  Trust  Company  of 
New    York   and   Randolph    Radman   are    trustees. 

Norfolk  &  Portsmouth  Traction  Company,  Norfolk,  Va. — Earn- 
ings for  March  and  for  the  three  months  ended  March  31  compare 
as  follows: 

March —  1907.  1906.      Increase. 

Gross    earnings    $163,135         $123,173         $39,962 

Operating   expenses    106,029  SI, 035  24,994 

Net    earnings    $57,106  $42,138  $14.96S 

Three  months — 

Gross    earnings     $447,204  $366,966  $S0,238 

Operating    expenses     293.971  237,404  56,567 

Net    earnings     $153,233         $129,562         $23,671 

Scioto  Valley  Traction  Company,  Columbus,  O. — At  the  annual 
meeting  of  the  stockholders  the  following  directors  were  elected: 
Frank  A.  Davis,  E.  R.  Sharp.  E.  K.  Stewart,  W.  S.  Courtright  and 
Theodore  Rhoades  of  Columbus:  George  Eustis  and  A.  B.  Voorheis 
of  Cincinnati:  J.  C.  Hoover  of  Hamilton.  O.;  and  H.  B.  Peters  of 
Lancaster,  O.  Officers  were  re-elected  as  follows:  President  and 
manager,  Frank  A.  Davis:  vice-president,  W.  S.  Courtright;  secre- 
tary and  treasurer,  Edwin  R.  Sharp;  superintendent,  L.  C.  Bradley. 

Trenton  Lakewood  &  Atlantic  Railway  Company. — Peter 
Schlicher  filed  in  the  court  of  chancery,  Trenton,  N.  J.,  on  May  14, 
a  petition  for  the  appointment  of  a  receiver  for  this  company. 

Washington  Traction  Company,  South  Charleston,  O. — Stacy  B. 
Rankin  was  appointed  receiver  of  this  road  on  May  7  by  Judge 
A.  H.  Kunkle.  The  receiver  was  appointed  at  the  request  of  the 
Guaranty  Title  &  Trust  Company  of  Pittsburg. 

West  Jersey  &  Seashore  Railroad. — The  annual  report  of  this 
road  for  1906  shows  gross  earnings  of  $5,206,2S4,  as  compared  with 
$4,652,405  in  1905.  Operating  expenses  were  $3,959,914  in  1906,  and 
$3,388, 72S  in  1905.  The  aggregate  amount  of  construction,  equip- 
ment and  real  estate  expenditures  during  the  year  was  as  follows: 
Electrification,   Camden   (Haddon  avenue)    to  Atlantic  City 

via  Newfield  and  Newfield  to  Millville $4,460,296 

Connection    between    Atlantic    City    division    and    Atlantic 

City  Railroad  at  Winslow  Junction 1S3.174 

New   lines,   etc.,   in  Camden.   N.   J 522,780 

Double-track  freight  line,  Westville  to  Haddonfield  Junction.      244,910 

Miscellaneous    122,739 

Electric  railway  and  other  equipment 559,719 

Real   estate    19,193 

In  his  report  the  president,  James  McCrea,  says:  "You  will 
note  from  the  foregoing  statement  that  the  construction  expenditure 
for  the  year  was  mainly  in  the  electrification  of  your  railroad  from 
Camden  to  Atlantic  City  via  Newfield  Junction,  and  from  the  latter 
point  to  Millville.  This  required  an  independent  terminal  and 
various  other  changes  and  improvements  in  Camden.  As  the  re- 
sult of  these  expenditures  the  company  has  one  of  the  most  com- 
pletely equipped  long-distance  electric  lines  in  the  country,  but 
as  the  line  could  not  be  put  in  operation  until  September  IS,  1906, 
the  close  of  the  season  for  heavy  summer  passenger  traffic,  and 
the  complete  service  was  not  inaugurated  until  a  month  later,  your 
company  did  not  derive  any  material  benefit  from  its  earnings 
during  the  remaining  portion  of  the  year.  Other  important  im- 
provements, still  under  way,  are  the  new  freight  line  from  West- 
ville to  Haddonfield  Junction  and  the  new  overhead  connecting 
line  from  Spruce  street,  on  the  Atlantic  City  division,  to  Van  Hook 
street,  on  the  Cape  May  division,  in  Camden.  In  connection  with 
the  electricfication  of  the  Somers'  Point  branch  and  its  use  under 
the  contract  by  the  Atlantic  City  &  Shore  Railroad  Company,  it  was 
necessary  to  double-track  that  branch  from  Pleasantville  to  Somers' 
Point,  for  which  we  shall  receive  a  satisfactory  increase  in  the 
rental." 


Manufactures  and  Supplies 


Dividends    Declared. 


ROLLING  STOCK. 


Houston  Electric  Company,  Houston,  Tex.,  has  placed  an  order 
for  10  double-truck  cars. 

Puget  Sound  Electric  Railway,  Tacoma,  Wash.,  has  ordered 
five  additional    double-truck   cars. 

Public  Service  Corporation  of  New  Jersey,  Newark.  N.  J.,  has 
ordered   200  cars  from  Cincinnati  Car  Company. 

Aurora  Elgin  &  Chicago  has  ordered  two  interurban  cars  from 
the  McGuire-Cummings  Manufacturing  Company. 

San  Diego  Electric  Railway.  San  I'iego,  Cal.,  will  build  dur- 
ing the  present  year  50  cars  for  city  and  interurban  service. 

Pittsburg  &  Westmoreland  Railway.  Pittsburg.  Pa.,  expects 
to  be  in  the  market  soon  for  four  convertible  double-truck  cars. 

Seattle  Electric  Company,  Seattle.  Wash.,  has  ordered  one 
sprinkler  car  from  McGuire-Cummings  Manufacturing  Company. 

Union  Electric  Company,  Dubuque,  la.,  has  placed  an  order 
with  the  McGuire-Cummings  Manufacturing  Company  for  one 
sprinkler  car. 

Lacroze  Tramway  Company,  Lacroze,  Buenos  Aires.  S.  A., 
has  ordered  50  single-truck  and  6  double-truck  cars  from  The  J.  G. 
Brill  Company. 

Washington    Railway   <£.    Electric   Company.   Washington,    D.   C., 

expects    to    purchase    soon    25    closed    cars    with    bodies    28     fei 
inches    in    length,    to    be    equipped    with    maximum    traction    truck 
and  two  motors  of  60  horsepower  each. 

Virginia  Passenger  &  Power  Company,  Richmond.  Va.,  has 
recently  purchased  20  semi-convertible  cars  from  The  J.  G.  Brill 
Company.  These  will  have  38-foot  bodies  and  will  be  equipped 
with  Detroit  type  platforms,  Brill  trucks  and  General  Electric 
motors. 

Nashville  Railway  &  Light  Company,  Nashville,  Tenn.,  as  re- 
ported in  the  Electric  Railway  Review  of  March  9,  placed  an  order 
on  March  4  with  The  J.  G.  Brill  Company  for  15  double-truck 
motor  cars  for  August  10,  1907,  delivery.  The  specifications  include 
the  following  details: 


Seating  capacity.. 44  passengers 

Wheel   base 4  ft.  6  in. 

Length    of   body 30  ft.  6  in. 

Over   vestibule    40  ft.  6  in. 

Over   all 42  ft. 

Width,    inside 7  ft.  7  in. 

Over   all S  ft.  IVi  in. 


Height,    inside 7  ft.  S  in. 

Sill   to  trolley  base. S  ft.  8%  in. 

Track  to  trolley  base 

11  ft.  4  in. 

Body   and    underframe 

Wood   and   metal 


Special    Equipment. 


Air  brakes    National 

Bolsters,    body    Steel 

Bolsters,    truck    Brill 

Brake  rigging   ....Hand  and  air 
Control  system. General  Electric 

Curtain    fixtures 

Curtain  Supply  Co. 

Curtain  material    Pantasote 

Destination   signs Hunter 

Door    fastenings     Bronze 

Fenders Company  standard 

Gongs    Dedenda 

Hand    brakes Peacock 

Heating    system  .  .  .  .Consolidated 


Headlights  Arc- 
Interior  finish    Cherry 

Journal  boxes  and  bearings... 

Brill 

Motors     4  GE-90 

Paint    Sherwin-Williams 

Roofs    Canvas 

Safety    tread Universal 

Seats     

..Heywool  Bros.  &  Wakefield 
Side  bearings  and  springs.  .Brill 

Trucks    Brill 

Varnish    Murphy 

Ventilators    Monitor 


SHOPS   AND   BUILDINGS. 


Georgia  Railway  &  Electric  Company,  Atlanta,  common,  quar- 
terly, 1%  per  cent. 

Washington,  D.  C.  Railway  &  Electric  Company,  preferred, 
2%  per  cent. 


Indiana  Columbus  &  Eastern  Traction  Company. — It  is  re- 
ported that  this  company  has  taken  options  on  a  site  for  a  large- 
new  union  station  at  Lima,   O..   to  cost  $150,000. 

Marion  Bluffton  &  Eastern  Traction  Company,  Bluffton,  Ind. — 
This  company  has  purchased  a  piece  of  land,  20  by  66  feet,  in  War- 
ren, Ind.,  on  which  will  be  erected  a  concrete  passenger  station. 

Minneapolis  Rochester  &  Dubuque  Traction  Company,  Minne- 
apolis, Minn. — M.  W.  Savage,  president,  who  is  connected  with  the- 
International  Stock  Food  Company,  has  made  arrangements  to  con- 
vert the  ground  floor  of  the  exposition  building  owned  by  that 
company  into  a  terminal  station  for  the  railway  company,  which 
expects  to  begin  construction  on  its  proposed  line  from  Minne- 
apolis to  Rochester,  Minn.,  and  Dubuque,  la.  The  building  occupies 
222,400  square  feet  of  ground  space,  and  is  expected  to  contain, 
besides  car  storage  space,  a  waiting  room,  ticket  offices,  restaurant 
and  offices.  The  permanent  survey  for  the  line  is  being  made  and 
most  of  the  right  of  way  has  been  secured,  according  to  the  state- 
ments of  its   officers. 

Pacific  Traction  Company,  Tacoma.  Wash. — A  contract  has 
been  awarded  to  Miller  &  Bischu  for  the  erection  of  a  brick  car 
house,  103  by  113  feet,  at  South  Sixty-fourth  street  and  Union  av- 
enue, in  South  Tacoma.  A  permit  for  the  erection  of  the  building 
has  been  secured  and  work  has  been  started. 

Puget  Sound  Electric  Railway,  Tacoma.  Wash. — Work  has  bei  n 
commenced    on   the   construction    of   large   freight    sheds,    yards   and 


May  18,  i     7 


ELECTRIC    RAILWAY    REVIEW 


665 


a  supply  depot  for  the  use  of  this  company  and  the  Tacoma  Rail- 
way &  Power  Company  on  Puyallup  avenue,  Tacoma.  The  freight 
business  is  increasing  rapidly  and  the  present  accommodations  are 
inadequate.  The  freight  warehouse  will  be  200  by  50  feet  and 
will  have  tracks  through  the  center  of  the  building  and  on  either 
side. 

Spokane  <£.  Inland  Empire  Railroad,  Spokane,  Wash. — Work 
has  been  started  "n  a  passenger  and  freight  station  at  Hayden 
architecture  and  will  contain  a  waiting  room,  30  by  30  feet,  an 
Lake.  Wash.  The  building  will  be  of  the  Swiss  chalet  type  of 
office.  12  by  12  feet,  and  a  baggage  room.  11  by  20  feet.  The  cost 
is  estimated   at   $20,000. 

Susquehanna  Railway  Light  &  Power  Company,  Lancaster. 
Pa. — This  company,  which  has  acquired  the  Lancaster  County 
Railway  Light  &  Power  Company,  is  planning  extensive  improve- 
ments to  the  system,  including  an  addition  to  the  car  house  at 
Lancaster,    to   cost   $35,000. 

Willamette  Valley  Traction  Company,  Portland,  Ore. — It  is 
stated  that  work  on  the  car  shops  and  barns  for  this  road  will  be 
started  within  the  next  10  days.  The  company  recently  purchased 
2.",  lots  in  North  Springfield,  Ore.,  on  F  street,  between  Third 
and  Seventh,   for  this  purpose.     , 


TRADE  NOTES. 


Wolff  Truck  Frame  Company,  Chicago,  has  removed  its  office 
from   Room   :>06   to  Room   529   Railway   Exchange  building. 

H.  P.  Walden  has  been  appointed  purchasing  agent  of  the 
Pullman  Company  to  succeed  the  late  W,  A.  Hughes. 

Taylor  Electric  Truck  Company,  Troy,  N.  Y.,  has  moved  its 
Chicago  office  from  the  eleventh  floor  of  the  Great  Northern 
building   to    Room    1139   First    National    Bank    building. 

D.  F.  Holman  Railway  Tracklayer  Company  has  moved  its 
Dffli  es  from  the  Railway  Exchange  to  1103  Ellsworth  building. 
Chicago. 

Pittsburg  Pneumatic  Company,  Canton,  O..  manufacturer  of 
pneumatic  riveters,  drills,  etc.,  has  opened  an  ofTiee  in  the  Fidelity 
building,   Pittsburg,   in   charge  of  Charles   S.    Rea. 

Berthold  &  Jennings,  St.  Louis,  Mo.,  dealers  in  timber,  poles 
and  ties,  have  moved  their  office  from  the  Chemical  building  to 
Suite  1302-5  in  the  new  Lumbermen's  building. 

Imperial  Pneumatic  Tool  Company,  Athens,  Pa.,  has  prepared 
plans  for  an  addition  to  its  plant,  84  by  144  feet,  to  provide  addi- 
tional floor  space  and  manufacturing  facilities  to  meet  the  de- 
mands of  its  rapidly  increasing  business. 

Electric  Automatic  Railroad  Safety  Signal  Company,  New  York, 
has  been  incorporated  witli  an  authorized  capital  of  $1,000,000. 
The  directors  of  the  company  are  Mark  Birmingham,  C.  A.  Reed 
and  D.  W.   Birmingham,  all  of  New  York. 

General  Electric  Company,  Schenectady,  N.  Y.,  at  the  annual 
meeting  of  its  stockholders  on  May  14  elected  Marsden  J.  Perry 
to  succeed  the  late  Gen.  Eugene  Griffin  as  first  vice-president  and 
H.  L.  Henderson  to  succeed  T.  W.  Henderson,  resigned.  All  the 
old  directors  were  re-elected. 

Atha  Steel  Casting  Company,  Newark,  N.  J.,  announces  the 
appointment  of  C.  W.  Owston,  Jr.,  as  sales  agent,  with  headquarters 
at  Newark.  Mr.  Owston  was  formerly  manager  of  the  Washing- 
ton, Pa.,  and  East  St.  Louis  plants  of  the  Railway  Steel-Spring 
Company  and  chief  inspector  of  the  American  Steel  Foundries  at 
St.  Louis. 

Sarco  Company,  906  Sixth  avenue,  New  York,  has  appointed 
Syles  R.  Fralick,  269  South  Canal,  Chicago,  its  representative  in 
that  territory.  Mr.  Fralick,  who  was  formerly  connected  with  the 
Benjamin  Electric  Company,  of  Chicago,  has  an  extensive  acquaint- 
ance in  this  field  and  will  keep  on  hand  a  full  supply  of  the  prod- 
ucts of  the  company. 

American  Machine  &  Manufacturing  Company,  Charlotte,  N.  C, 
has  been  incorporated  with  a  capital  stock  of  $300,000  to  manu- 
facture and  sell  electric,  hydraulic  and  steam  power  transmission 
machinery.  The  incorporators  are:  D.  A.  Tompkins,  S.  B. 
Sargent  and  J.  W.  Conway.  Mr.  Tompkins,  a  large  manufacturer 
in  the  south,   will   be  consulting  engineer  of  the  company. 

American  General  Engineering  Company,  manufacturer  of  spe- 
cialties such  as  self-contained  armature  heading  and  banding  ma- 
chines. Perfect  armature  and  field  coil  winding  machines,  handy 
armature    buggy,    fact  ature   ami    field   coil    forms,    car   pit 

jacks,    power    coil    taping    machines,    quick-break    fuse    boxes    and 
ips,    has   remove,  I    Its    "dices    from    132    Liberty    street    to    25?. 
■Iway,    Xew    York. 

Omaha  Mobile  Sign  Company,  Omaha,  Neb.,  has  been  Incorpo- 
apital  stock  of  $100,000,  to  manufacture  and  sell  a 
device  by  whlcb  street  ear  advertising  will  travel  from  one  end  of 
the  car  to  the  other,  instead  of  remaining  stationary.  The  Incorpo- 
rators are.  c.  II.  Enowles,  w.  B.  Morris,  A.  A.  Patzman,  P,  C 
Wreath,   J.    B.   Dahlman,    G.   A  i,   William    William,    C.   H. 

■Griffith,    A.    L.    I  i  Kharas,    the   latter    being    thi 

!  |C| 

Wells  Brothers  Company,  Greenfield,  Mass.,  well-known   manu 
facturer  of   "Little  *'>>      I      tap      dl  or        plat*  .    etc., 

has  just   o]  ai    :,  i    West    Washington   street,   Chicago, 

In  ei,.  ordwell  &  Barton  Company.     The  company  will 

plati         nd       ti will 


add  other  tools.  The  New  V"ik  store,  which  is  in  i  aargi  ol  A.  Z. 
Boyd,  has  been  removed  from  56  Reade  street  to  126  Chamber 
street.  The  other  store  of  tie-  company  is  located  at  149  Queen 
Victoria  street,  London,  Eng.  The  company  does  a  large  business 
in  all  of  these  branch  stores,  and  in  each  carries  a  complete  stock 
of  its  products. 

General    Electric   Company,    Schenectady,    N.    Y.,    has   issued    its 
fifteenth  annual  report,   covering  the  year  ending  January  31,   I'm; 
The   total   earnings  for  the  company  amounted   to   $61,608,831.7 
$16,924,981    more   than   the   previous  year,   an   increase   of   about   4" 
per    cent.     The    earnings    and    expenses    of    the    company    are    ai 
follows: 

Earnings. 

Sales  billed   $60,071,882.99 

Royalties,     dividends,    interest    and    dis- 
counts            532,246.19 

Profits  on  sales  of  stocks  and  bonds 329,702.55 

Profits  of  security  holding  companies....         675,000.00 

Total  earnings $61,608,821   ... 

Expenses. 
Cost  of  sales  and  depreciation  of  plants.  .$53,106,594.04 
Interest  on  debentures   74,395.01 

Total  expenses   $53,180.9  ■ 

Profits. 

Profits,    less    patent    and     miscellaneous 

expenses   $  8,427,842.68 

Paid   in  dividends   4, 344, 342. On 


$  4,083,500.68 

Written    off.    lor    patents,    good    will    ac- 
count,   etc 999,999.00 

Surplus     $  3,083, 501. 68 

Previous  surplus    12,027,295.09 

Total    surplus    $15,110,796.77 

The    balance   sheet    of   the   company   of  January   31,    1907,    is   as 
follows: 

Assets. 

Patents,  fralichises  and  good  will $  1.00 

Cash    3.910,708.85 

Stocks  and  bonds $20,086,790.08 

Real  estate  (other  than  factory  plants) . .        347,488.93 

Notes   and   accounts   receivable 22,863,788.76 

Advances   to  affiliated   companies 2,922,675.57 

Work    in    progress    3,853,321.23 

50,074,064.57 

Merchandise  inventories — 

At  factories    $19,680,242.89 

At  general  and  local  offices 2,672,152.60 

Consignments    241,511.64 

72,667,971.70 

Discounted   paper    666,607.65 

Factory     plants     (including     all     lands. 

buildings  and  machinery)    9,000,000.00 


$86,245,289.20 
Liabilities. 

Three  and  one-half  per  cent  gold  coupon 

debentures    $  2,047,000.00 

Five  per  cent  gold  coupon  debentures...  55,000.00 

Accrued  interest  on  debentures 458.34 

Accounts   payable    4,010,410.58 

Unclaimed  dividends    1,465.86 

$  6,114,334.78 

Capital  stock   issued    63,572,800.00 

Subscriptions   on   account  of  capital   stock,    an   equal 

amount  being  payable  April.    1907 780,750.00 

Endorsements    666,607.65 

Surplus    15,110,796.77 

$86,245,289.20 

Luring  the  past  year  turbo-generators  of  an  aggregate  capacity 
of  more  than  350,000  horsepower  have  been  sold.  Sales  of  supplies 
and  small  apparatus,  such  as  meters,  direct  and  alternating  motors, 
etc.,  have  increased  35  per  cent  over  the  previous  year.  Stationary 
motors  to  the  number  of  40,365,  and  aggregating  565,000  horse- 
power, were  sold.  An  average  of  783  supply  orders  were  received 
each  working  daj'  throughout  the  entire  year,  as  compared  with 
094  the  previous  year.  The  New  York  Central  &  Hudson  River 
Railroad  and  the  West  Jersey  &  Sea  Shore  branch  of  the  Pennsyl- 
vania Railroad  were  equipped  electrically  in  the  fall  of  1906  with 
apparatus  manufactured  by  the  General  Electric  Company.  Ex- 
penditures aggregating  $3,834,123.80  have  been  made  during  the 
year  for  real  estate,  erection  of  new  factories,  extensions,  addi- 
tional machinery,  etc.  The  sales  billed  for  the  first  two  months 
oi'  the  present  fiscal  year  are  more  than  50  per  cent  greater  than 
al  b  corresponding  time  last  year.  President  C.  A.  Coffin  makes 
the  statement  that  should  this  growth  in  business  continue,  addi- 
tional capital  will  be  required. 

Crocker-Wheeler    Company,     Ampere,    N.    J.,    has    received    an 
from   the  Tennessee  Coal   Iron  &  Railroad   Company  for  the 
complet     electrical   equipment    of    its    new   steel   rail   mill   at   Blr- 
mlngham,    Ala.     The   order  Includes   15   Crocker-Wheeler    ton 
rolling    mill    motors,    aggregating  about  575   horsepower.     The    II 
W   motors   is  designed   for   the  arduous   service   of   ro 


666 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  20. 


mills,  and  has  attracted  very  favorable  attention  in  the  steel  world 
for  its  ruggedness  and  simplicity  of  design.  Among  the  other 
purchasers  and  users  of  the  form  W  rolling  mill  motor  are  the 
following:  Alliance  Machine  Company.  Bethlehem  Steel  Company, 
Carnegie  Steel  Company,  Illinois  Steel  Company,  Lorain  Steel  Com- 
pany, Mineral  Point  Zinc  Company,  Morgan  Engineering  Company, 


PLASTIC    RAIL    BONDS. 


Railway  engineers  now  well  recognize  the  absolute  necessity  of 
properly  and  amply  bonding  all  rail  joints,  to  reduce  the  current 
loss  to  a  minimum.  In  many  cases,  however,  rails  are  not  properly 
bonded    because  of  the  expens-    involved   in   tearing  up   the  streets 


Brown   Plastic   Rail    Bond — View   Showing    Method  of   Drilling   Holes. 


Brown    Plastic   Rail    Bond — Sectional   View 

Showing   Position   of   Holes 

and   Bonds. 


National  Tube  Company.  Pennsylvania  Steel  Company,  Shelby  Steel 
Tube  Company,  United  Engineering  &  Foundry  Company  and 
Toungstown  Sheet  &  Tube  Company. 

General  Fireproofing  Company,  Youngstown,  O.,  has  about  com- 
pleted additions  to  its  plant  at  Youngstown.  which  will  double  the 
capacity  of  the  all-steel  furniture  factory  and  provide  for  the  lug 
bar  and  girder  frame  departments,  as  complete  an  equipment  as 
has  been  possessed  for  some  years  past  by  the  herringbone  ex- 
panded steel  lath  and  expanded  metal  shops.  For  the 
manufacture  of  pin-connected  girder  frames  a  shop  85  by 
200  feet  has  been  erected,  with  a  railroad  spur  running 
through  the  entire  length  of  the  building.  Adjoining  the 
girder  frame  shop  is  the  steel  yard,  with  stock  lengths  of  cold- 
twisted  lug  bars  and  the  square  bars  used  in  fabricating  the  girder 
frames.  This  bar  yard  is  covered  by  an  electric  crane,  having  100 
feet  span  and  320  feet  long,  which  has  just  been  erected  and  which, 
because  of  its  unusual  size,  creates  great  interest.  To  accommo- 
date the  steady  growth  of  the  all-steel  furniture  department  a 
reinforced  concrete  building,  00  by  180  feet,  and  two  stories  high 
has  been  erected  adjoining  the  old  factory.  The  office  building  has 
been  enlarged  to  accommodate  the  reinforced  concrete  department 
by  the  erection  of  a  2-story  and  basement  addition,  36  by  36  feet. 
Cement  plaster  applied  over  the  herringbone  expanded  steel  lath  is 
used  for  the  exterior  finish,  and  instead  of  woodwork  in  the  addi- 
tion, all-steel  baseboards,  moldings,  window  and  door  casings  and 
doors,  finished  like  mahogany,    have  been  used. 


to  get  at  the  web  of  the  rail,  and,  for  some  types  of  bonds,  removing 
the  fish  plates.  Further,  in  many  cases,  no  doubt,  engineers  have 
been  discouraged  from  installing  new  bonds  because  of  the  rapid 
depreciation  in  their  conductivity.  Engineers  will  therefore  appre- 
ciate the  great  advantage  in  favor  of  a  bond  which  can  be  installed 


ADVERTISING    LITERATURE. 


Concrete-Steel  Retaining  Wall  Company.  805  Traction  Building. 
Cincinnati,  O. — The  Bone  system  of  retaining  walls,  bridge  abut- 
ments, sea  lock  and  area  walls,  in  which  this  company  is  interested 
in  the  capacity  of  engineer,  is  described  in  a  pamphlet  which  pre- 
sents illustrations  from  photographs  and  from  drawings. 

Frank  Ridlon  Company.  200  Summer  Street,  Boston,  Mass. — 
A  pamphlet  calls  attention  to  the  facilities  of  this  company  for 
handling  electrical  and  mechanical  work  of  all  kinds,  including  the 
repair  and  rebuilding  of  dynamos  and  motors  and  the  manufac- 
ture of  spare  parts.  The  pamphlet  also  includes  a  list  of  second- 
hand dynamos  and  motors  which  are  on  hand  for  sale. 

Allis-Chalmers  Company,  Milwaukee,  Wis. — Bulletins  Nos.  1059 
and  1060  are  devoted  respectively  to  Allis-Chalmers  generators  for 
direct-current  and  Allis-Chalmers  belted  alternators,  type  "AB." 
The  direct-current  generators  are  designed  for  general  lighting 
wherever  machines  suitable  for  direct  connection  to  steam,  gas  or 
oil  engines  are  required.  The  alternators  described  in  Bulletin 
1060  are  suitable  for  lighting  and  power  plants  in  small  towns, 
factories,   public   and   private   institutions   and   offices. 

Falk  Company,  Milwaukee,  Wis. — This  company  has  just  issued 
a  new  general  catalogue  which  is  a  publication  finely  illustrated 
from  photographs.  It  shows  a  large  number  of  castings  turned 
out  in  the  company's  steel  department,  some  of  which  are  ex- 
ceedingly large,  one  of  them  reaching  84,480  pounds  in  weight. 
The  castings  made  by  the  company  which  are  particularly  ap- 
plicable fcr  electric  railway  use,  include  gears  and  pinions.  The 
company  is  also  interested  in  special  track  work  and  cast-welded 
rail  joints.     The  publication   is  designated   as  Catalogue   No.   9. 


Brown    Plastic    Rail    Bond — View    Showing    Clamp    and    Lamps    for 
Night    Work. 

without  disturbing  the  pavement  or  rail  joints,  and  can  be  in- 
stalled in  nearly  all  kinds  of  weather,  without  interrupting  traffic, 
and  which  is  said  to  be  equal  in  conductivity  to  five  No.  0000 
copper  bonds  and  also  to  have  shown  a  conductance  depreciation 
of  only  5  per  cent  in  nine  years. 

We  present   herewith   illustrations   showing   the   process   of   in- 
stalling  bonds   which    fulfill    the   conditions   previously   enumerated 


May  18,  1907. 


ELECTRIC    RAILWAY    REVIEW 


667 


and  a  section  of  the  rail  joint  showing  the  position  of  the  bonds 
installed.  The  plastic  rail  bond  shown  in  these  illustrations  is 
manufactured  by  Harold  P.  Brown,  electrical  engineer,  120  Liberty 
street,  New  York.  As  will  be  seen  from  the  illustrations,  these 
bonds  cannot  be  sheared  off,  and,  when  placed  in  the  tram  of  the 
rail,  every  wagon  that  passes  over  them  tends  to  increase  the  con- 
ductivity of  the  joint.  Bonds  installed  in  exposed  T-rails  are  placed 
in  a  hole  bored  through  the  flange  of  the  angle  plate  and  into,  but 
not  through,  the  base  of  the  rail. 

A  special  magnetic  clamp  with  shoes  to  fit  any  standard  rail 
has  been  designed  to  facilitate  the  drilling  of  the  holes  required 
without  removing  the  pavement.  The  magnet  coils  of  the  clamp 
are  fully  protected  against  moisture  and  injury,  and  the  whole  is 
mounted  on  wheels,  so  that  it  may  easily  be  moved  from  one 
joint  to  another.  Lamps  are  mounted  on  the  clamp  to  permit 
work  being  carried  on  at  night.  Current  for  energizing  the  clamp 
magnet  coils,  operating  the  drill  motor  and  electric  lamps  is  taken 
from  the  trolley  wire  or  contact  rails  by  means  of  a  contact  arm 
readily  removed  upon  the  approach  of  a  car.  Special  tungsten 
steel  drills  are  provided  for  boring  the  required  holes,  which  are 
capable  of  drilling  1,000  holes  without  the  use  of  a  lubricant  and 
without  regrinding. 

After  the  holes  have  Deen  drilled  it  is  only  necessary  to  insert 
the  amalgam  composition,  which  comes  put  up  in  convenient,  her- 
metically sealed  packages,  put  the  protective  cap  in  place  and  the 
work  is  finished.  One  mechanic  and  two  laborers  can,  it  is  stated, 
install  from  70  to  100  of  these  bonds  per  day,  which  indicates  the 
small  cost  of  installation. 


PORTABLE    AIR    COMPRESSORS    AND    THEIR    USES. 


THE     NATIONAL    TROLLEY    GUARD. 


The  number  of  accidents  which  have  taken  place  at  railroad 
crossings  because  of  the  trolley  leaving  the  wire  has  caused  the 
legislatures  of  several  states  to  enact  laws  advising  the  installation 
of  some  device  which  will  effectually  prevent  the  loss  of  power  when 
the  trolley  wheel  leaves  the  wire.  Many  home-made  devices  have 
been  installed  for  this  purpose,  but  most  of  them  have  serious  faults 
which  make  them  useless  in  times  of  emergency.  A  simple  guard 
which  effectually  prevents  cars  becoming  stalled  from  loss  of  power 
on  railroad  crossings  has  therefore  been  introduced  by  The  National 
Railroad  Trolley  Guard  Company,   11  Pine  street,   New  York. 

One  of  the  guards  manufactured  by  this  company  is  presented 
in  the  accompanying  illustration,  which  shows  it  to  consist  of  a 
wire  mesh  shaped  in  the  form  of  an  inverted  V,  extending  over 
and  along  the  trolley  wire.  An  advantageous  feature  of  this  guard 
is  is  extreme  lightness,  those  of  aluminum  weighing  13  ounces  and 
those  of  copper  and  galvanized  iron  weighing  but  18  ounces  per 
running  foot.  On  account  of  this  low  weight  it  is  unnecessary  to 
provide  extra  heavy  poles  and  guys  to  support  the  guards.  To 
insure  perfect  contact  and  durability  the  meshes  are  made  of  No.  10 
galvanized  and  copper  wire  and  No.  9  aluminum  wire.  They  are 
fitted  with  substantial  hangers  spaced  five  feet  apart.  This  protec- 
tion can  easily  be  installed  without  changes  to  the  present  overhead 
equipment. 

The  construction  of  the  National  guard  affords  ample  strength 


The    National    Trolley    Guard. 


and  high  electrical  conductivity.  The  use  of  the  wire  net  reduces 
the  wind  resistance  to  a  minimum  and  effectually  prevents  the 
accumulation  of  ice,  which  otherwise  might  weigh  down  the 
wire  and  cause  the  poles  or-  guys  to  fail.  The  width  of  the  single 
i  for  one  wire  is  10  inches  and  the  depth  of  the  trough 
lies.  Provision  has  been  made  In  the  design  to  accommodate 
two  trolley  wires.  Such  guards  are  made  15  Inches  wide,  and  space 
the  trolley  wires  G  inches  between  centers,  the  depth  of  the  guard 
being  5  inches.  The  hangers  provided  with  this  guard  are  drilled 
and  tapped  to  take  any  standard  ear.  thus  maintaining  standard- 
ization of  the  overhead  work. 

The  National  trolley  guard,  consisting  simply  of  wire  not  with 
suitable  hangers.  Is  easily  Installed  and  shipped,  a  guard  consisting 
simply  at  a  roll  01  patent  wire  netting  cut  to  the  proper  length 
and  a  set  of  bangers  for  each  five  feet  of  length.  Therefore  this 
guard  can  easily  be  Installed  by  a  regular  line  force. 


The  introduction  of  compressed  air  has  had  a  great  Influence 
in  changing  methods  of  manufacture.  Some  of  the  operations  for 
which  compressed  air  may  be  used  are,  for  operating  pneumatic 
riveters,  hammers,  chipping  and  calking  tools,  lifts,  and  also  for 
the  cleaning  of  cars,  blowing  out  armatures,  generator  fields  and 
switchboards.  Besides  these  operations,  which  are  mostly  con- 
fined to  the  engine  room  or  car  shops,  compressed  air  finds  a  large 
sphere  of  usefulness  in  mines  for  operating  drills,  hoisting  engines, 
pumping  engines,  etc.  Compressed  air  may  further  be  advan- 
tageously used  for  raising  water  from  artesian  wells.  For  many 
of  these  uses,  however,  if  stationary  air  compressors  are  employed, 
long  pipe  lines  are  required,  which  are  costly  to  install  and  main- 
tain in  an  air-tight  condition,  and  further,  the  loss  in  transmission 
through  long  pipe  lines  is  considerable.  Therefore,  for  many  pur- 
poses which  require  only  a  small  amount  of  air,  from  10  to  50 
cubic  feet  of  free  air  per  minute,  it  is  much  less  expensive  to 
have  a  small  portable  compressor  operated  by  electricity,  which 
can  easily  be  brought  to  the  point  where  the  air  is  required, 

Small  portable  air  compressors  having  these  advantages  are 
built  in  capacities  of  11,  16,  20  and  50  cubic  feet  per  minute, 
arranged  as  shown  in  the  accompanying  illustration.  The  Christen- 
sen  air  compressor  herewith  presented  is  manufactured  by  tin 
Allis-Chalmers   Company  of  Milwaukee,   and   from  the  general  ap- 


Christensen    Portable    Air    Compressor. 

pearance  the  reader  will  at  once  recognize  the  design  to  I" 
identical  with  that  of  the  compressors  of  Christensen  air  brake 
equipments,  which  have  given  such  satisfactory  and  reliable  service 
under  the   most   unfavorable  conditions. 

The    Compressor. 

The  compressor  is  of  the  single-acting  2-cylinder  trunk  piston 
enclosed  type,  with  splash  lubrication  of  all  the  moving  parts.  The 
cranks  are  set  at  an  angle  which  gives  the  best  balance  of  the 
moving  parts.  The  connecting  rods  are  of  drop-forged  steel,  the 
wrist-pin  end  being  solid,  bushed  witli  bronze,  and  the  crank-pin 
end  is  of  the  marine  type,  split  diagonally,  thus  relieving  the  con- 
necting-rod bolts  of  the  greater  part  of  the  strain,  and  also  facili- 
tating easy  access  to  the  nuts  for  adjustment  and  for  tightening 
them.  The  nuts  are  prevented  from  backing  off  by  split  pins, 
which   are   inserted   in   the   ends  of  all   bolts. 

The  crank  shaft  is  of  forged  steel,  ground  to  the  exact  diameter, 
and  carries  a  double  helical  gear  attached  to  it  by  means  of  two 
feather  keys  set  at  right  angles  to  each  other  and  by  a  nut  ami 
split  pin.  The  helical  gear,  which  is  built  up  of  two  separate 
wheels  accurately  machined,  is  mounted  on  the  crank  shaft  by  a 
taper  fit  which  permits  it  to  be  easily  removed.  The  use  of  two 
keys  at  right  angles  permits  turning  the  gear  through  90  degrees 
and  thus  causes  the  gear  to  wear  evenly  all  around,  whereas. 
were  this  provision  not  made,  the  year  would  hen. me  worn  at  two 
points  ISO  degrees  apart.  curr  ■spimdinc.  to  tile  end  of  tile  com- 
press!.in  stroke  when  the  pressure  between  the  teeth  of  the  geai 
and  pinion  is  a  maximum.  These  gears  operate  noiselessly  and 
witit  a  minimum  of  wear.  The  valves  are  made  of  solid  drawn 
steel  tubing,  ground  accurately  to  a  perfect  fit,  and  will  operate 
continuously  without  the  use  of  oil  and  will  remain  tight  In- 
definitely. These  are  easil>  examined  .n  replaced  h\  ininn  iii.l: 
the  small  screw  plugs  covering  the  valve  chambers  should  replace- 
ment become  necessary.  The  compressor  case  forms  a  convenient 
and  substantial  base  for  the  motor,  which  Is  located  directly 
above  it. 

The    Electric    Motor. 

The  electric  motor  Is  of  the  series  type  with  form-wound 
armature  and  field  colls  with  insulation  of  the  highest  quality  ob- 


668 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  20. 


tainable.  The  motor  frame,  wnich  also  forms  the  cover  of  tin- 
air  compressor  crank  chamber,  is  made  of  low-carbon  steel  of  high 
magnetic  permeability.  The  field  magnet  is  of  the  2-eoil  4 -pole 
type,  having  two  consequent  poles,  as  is  usual  in  motors  for  this 
class  of  service.  The  field  coils  are  held  firmly  in  position  by  two 
hook  bolts,  which  pass  through  the  field  magnet  frame.  The 
armature  is  built  up  of  varnished  mild  steel  laminations,  keyed 
on  the  shaft  between  two  end  plates.  The  form-wound  coils  are 
held  firmly  in  their  respective  slots  by  means  of  insulating  wedges 
driven   into   the   slots  and    by   three  sets  of  band   wires. 

The  commutator  is  of  ample  si:'..-  with  mica  insulation.  The 
armature  winding  is  of  the  4-pole  cross-connected  type,  requiring 
only  two  sets  of  brush  holders.  The  brush  holders  are  provided 
with  an  adjustment  for  the  brushes  in  the  form  of  square  blocks 
arranged  so  that  the  tension  can  be  increased  or  decreased  while 
the  motor  is  running.  The  double  helical  gear  pinion  is  fastened 
to  the  armature  shaft  with  a  taper  fit  and  nut.  A  special  tool  is 
provided  for  removing  the  pinions  from  the  armature  shaft,  thus 
preventing  them  from  being  damged  by  the  use  of  hammers  or 
wedges   In   attempting   to   remove   them. 

The  bearings  for  the  armature  shaft  are  of  the  ring  oiling 
type,  constructed  in  such  a  manner  that  no  oil  is  wasted  or  leaks 
■over  the  joints  between  the  motor  frame  and  the  cap.  Special 
oil  guards  are  also  fitted  on  the  armature  shaft,  which  prevents 
oil  from  reaching  the  commutator  or  armature.  These  motors 
are  designed  so  that  they  can  be  started  without  the  use  of  resist- 
ance,  it  being  simply  necessary  to  close   the  motor  circuitf 

The   Automatic    Pressure    Governor. 

The  governor  used  in  connection  with  the  Christensen  air 
compressor  for  controlling  the  pressure  within  very  narrow  limits 
consists  of  a  Bourdon  pressure  gauge,  the  indicating  needle  of 
which  is  carefully  insulated  from  the  remainder  of  the  gauge.  One 
•end  of  this  needle  is  electrically  connected  by  a  flexible  cord  to 
the  source  of  current.  Two  adjustable  contacts  connected  with  the 
solenoids  which  operate  the  motor  circuit  switch  are  mounted  on 
the  gauge  dial. 

Its  method  of  operation  is  as  follows:  Should  the  pressure  in- 
crease beyond  the  predetermined  limit  the  indicating  needle  of 
the  gauge  comes  in  contact  with  the  upper  contact  point;  the 
current  thus  passes  through  one  of  the  solenoids  pulling  the 
plunger  forward  and  opening  the  motor  circuit.  Should  the  pres- 
sure decrease  the  indicating  pointer  comes  in  contact  with  the 
lower  contact  point,  sending  the  current  through  the  other  solenoid, 
pulling  the  plunger  back,  thus  closing  the  motor  circuit.  All  of 
these  parts  are  accessible  for  inspection  and  a  magnetic  blow-out 
is  provided  which  effectually  prevents  the  burning  of  the  contact 
points. 

Reservoir. 

The  reservoir  is  seamless,  cold-drawn  steel,  made  in  one  piece, 
with  the  bottom  pressed  in,  and  the  end  of  the  reservoir  shell 
beaded  over  to  form  a  joint,  which  is  afterwards  made  solid  and 
tight  by  brazing  and  tinning.  These  reservoirs  are  tested  at  300 
pounds  hydraulic  pressure. 


USEFUL    TOOLS    FOR    OVERHEAD    CONSTRUCTION. 

In  the  construction  of  an  overhead  line  many  of  the  seemingly 
simple  steps  in   the  process  of  stringing  and   fastening  up  the  wires 


saving  of  time  that  may  be  accomplished  with  these  simple  tools 
is  surprising,  and  to  the  saving  of  time  is  to  be  added  the  saving 
in  "wear  and  tear"  on  the  lineman's  nerves  and  the  reduction 
in  the  number  of  lacerated  knuckles,  which  tend  materially  to 
lessen    the  efficiency   of   the   crew. 

One  of  the  most  useful  devices  mentioned  is  the  throw-in 
hanger  wrench  shown  in  Figure  1.  for  placing  trolley  wire  hangers 
in  position  on  the  span  or  suspension  wire.  The  hanger  is  first 
placed  on  the  span  wire,  the  span  wire  passing  through  the  lip 
of  one  of  the  suspension  arms  and  around  one  side  of  the  hanger. 
The  wrench  is  then  placed  over  the  hanger,  as  shown,  two  lugs 
on  the  under  side  pressing  on  opposite  sides  of  the  suspension 
arms.  The  handles  of  the  wrench  are  then  twisted  around  parallel 
to  the  span  wire,  bringing  the  other  lip  of  the  hanger  near  to  the 
wire.  The  throw-in  lever,  which  is  shown  projecting  downward 
in  the  cut,  is  then  thrown  forward,  bringing  the  span  wire  forward 
and  upward  into  the  lip.  The  process  is  simple  and  is  accomplished 
in  less  time  than  is  necessary  to  describe  it.  The  wrench  is  made 
in  various  styles  adapted  to  the  different  types  of  hangers  manu- 
factured  by   the   Ohio   Brass   Company. 

Figure  2  illustrates  the  cap  and  cone  hanger  wrench,  for  tight- 
ening caps  on  hangers  of  the  cap  and  cone  form  when  installing 
them  on  the  line.  The  wrench  consists  of  a  pair  of  tongs  with 
jaws  adapted  to  fit  over  the  hanger  and  hold  it  against  turning 
while   the    trolley   ear  or   clamp    is   being   screwed    into   place. 

The  type  D  hanger  wrench,  shown  in  Figure  3,  is  of  the  alli- 
gator type,  made  of  drop-forged  steel.  It  will  fit  interchangeably 
tin-  hexagonal  nuts  on  the  various  types  of  insulated  bolts,  hanger 
caps,   etc. 

For  dead-ending  or  anchoring  trolley  wires  and  for  temporary 
splicing  the  trolley  wire  screw  clamp,  illustrated  in  Figure  4,  will 
be  found  effective.  The  two  halves  of  the  clamp  are  brought 
together  by  two  screws  and  it  may  be  used  interchangeably  with 
round,  figure  8  and  grooved  wires,  from  Nos.  0  to  4-0,  Brown  & 
Sharp  wire  gauge. 

Splicing  of  trolley  wires  may  be  greatly  facilitated  by  the  use  of 
the  trolley  wire  tightener  shown  in  Figure  5,  which,  like  the  screw- 
clamp,  may  be  used  interchangeably  with  Nos.  0  to  4-0  round, 
figure  S  and  grooved  wires.  The  jaws  of  the  tightener  hold  the 
two  ends  of  the  wire  securely,  and  as  the  two  turnbuckles  on  the 
sides  are  screwed  up,  the  ends  of  the  wires  are  brought  together, 
so  that  the  splice  may  be  readily  made. 

More  or  less  difficulty  is  encountered  in  removing  ears  from  the 
trolley  wire  if  a  proper  instrument  is  not  used  to  pry  open  the 
lips  of  the  ear.  This  operation  may  be  quickly  and  easily  performed 
by  the  aid  of  the  stripping  tool  showrn  in  Figure  6,  which  is  adapted 
to  various  forms  of  clinch  ears  for  round  wire.  The  pointed  end  of 
the  tool  is  placed  between  the  lips  of  the  ear  and  the  trolley  wire, 
after  which  a  few  blows  of  a  hammer  on  the  end  of  the  tool  will 
open  the  lips  sufficiently  to  strip  the  ear  from  the  wire. 

A  trolley  terminal  clamp  for  round  or  grooved  wires  is  shown 
in  Figure  7.  It  is  made  of  bronze,  in  halves,  which  are  clamped 
together  by  steel  screws.  The  inside  of  the  clamp  and  the  outer 
edge  of  one  end  are  grooved  for  the  reception  of  the  trolley  wire. 

A  "come-along"  clamp  of  more  than  ordinary  strength  and  com- 
pactness is  illustrated  in  Figure  8.  This  wedge  clamp  may  be  used 
with  round,  figure  8  and  grooved  wires.  It  secures  a  powerful  grip 
on  the  wire,  and  the  greater  the  stress  the  greater  the  gripping 
effect.  A  blow  with  a  hammer  releases  the  clamp  when  the  wire 
has  been  fastened. 

In  stringing  heavy  feeder  wires  or  cables,  after  the  poles  and 
cross  arms  are  up.  the  friction  of  the  wire  may  he  greatly  reduced 


Figure    1. 


Figure    2. 


Figure    3. 


Figure   4. 


Figure    5. 


Figure    6. 


Figure   7. 


Figure   8. 


Figure    9. 


become  arduous  tasks  without  the  use  of  proper  tools.  A  number 
of  special  devices  which  greatly  lighten  the  lineman's  work  are 
being  manufactured  by  the  Ohio  Brass  Company  of  Mansfield,  O. 
These  devices  were  designed  primarily  for  the  installation  of  the 
company's  own  overhead  equipment,  but  most  of  them  may  be 
used  with  equal  success  with  any  standard  equipment.     The  actual 


by  using  the  Cook  feeder  wire  sheave,  shown  in  Figure  9.  This 
sheave  is  slipped  over  an  insulator  pin  and  the  wire  passed  over 
the  pulley.  By  using  one  of  these  sheaves  to  each  pole  a  heavy 
wire  may  be  drawn  over  a  number  of  cross  arms  at  a  time  with 
ease.  The  groove  in  the  pulley  will  take  wires  up  to  1%  inches 
in  diameter. 


Chicago:  160  Harrison  Street 


PUBLISHED  EVERY  SATURDAY  BY  THE  WILSON  COMPANY,  CHICAGO 

Entered  at  the  Postofflce,  Chicago,  111.,  as  Second-class  Matter. 

Subscription  in  advance,  including  special  daily  editions  published  from  time 

to  time  in  places  other  than  Chicago,  postage  free: 

United  States  or  Mexico.  $2; 

Canada,  $3.60;  Postal  Union  Countries.  $5;  Single  Copy,  10  cents. 


New  York:  150  Nassau  Street 


Vol.  XVII,  No.  21 


CHICAGO,  MAY  25,  1907 


Whole  No.  213 


TABLE    OF   CONTENTS. 


Editorial: 

— Securing  Foremen  from  Steam  Roads 669 

— Exchange  of  Freight   with   Steam  Roads 669 

— Prosecuting    Dishonest    Conductors 669 

— Electricity  on  Long  Island   Road 670 

— Car  Axles  from  Scrap  Iron 670 

— Concrete    Trolley    Arches     670 

— Cars  Without  Monitors   670 

— The  Doubtful  Adequacy  of  Urban  Fares 671 

The  Ft.   Dodge  Des  Moines  &   Southern  Railway   (Illustrated)..   672 
Indianapolis  Meeting  Central   Electric   Railway  Association    (Il- 
lustrated)         675 

Standardizing    Brakeshoes    (Illustrated)- 679 

Modern  Train  Dispatching.     By  J.   K-.   Gray   (Illustrated) 680 

The    Issuing    of    Supplies — How    to    Prevent    Leaks.     By    S.    R. 

Dunbar    (Illustrated)     6S2 

Train   Dispatching  by  Modern   Methods.     By  C.   M.    Stern 684 

Convention  of  the  Southwestern  Electrical  and  Gas  Association  6S5 

Electric  Trunk  Line  Operation    685 

Reinforced  Concrete  Trolley  Arches    (Illustrated) 687 

Hearing  of  the  Interstate  Commerce  Commission  on  Chicago  & 

Milwaukee    Electric    Railroad    Case 687 


Committee  Meetings,  American  and  Engineering  Associations.. 
Recent  Electric  Railway  Legal  Decisions.  By  J.  L.  Rosenberger 
News  of   the  Week: 

— Increases   of   Wages    

—New  York  Public  Utilities  Bill  Passed 

— Strike  at   Evansville,    Ind 

— Decisions  on   Toronto   Service    

— The  Cleveland   Situation    

Construction  News: 

— Franchises     

— Incorporations     

— Track  and   Roadway    

— Power   Houses   and    Substations    

Personal  Mention    

Financial    News    

Manufactures  and   Supplies: 

— Rolling   Stock    

— Shops    and    Buildings    

— Trade    Notes    

— Advertising    Literature    

Reed   Track   Drills   (Illustrated)    

The  Milloy  Trolley  Base  and  Retriever 


688 
690 

691 
691 
691 
69] 
691 

693 
693 
693 
695 
696 
696 

699 

699 
699 

Tim 
700 
700 


With    the   gradual    improvement   of   roadbed,    leading   to   the 
adoption  of  steam  road  standards,  it  is  not  unnatural  to  find 

managers    of    interurban    lines    depending 
Securing         ■  largely    upon   neighboring   steam    lines    for 

Foremen  from  trackmen,  and  especially  for  foremen.     The 

Steam  Roads.  possibilities  of  competing  for  this  class  of 

special  labor  have  probably  not  been  sug- 
gested in  more  interesting  manner  than  in  the  words  of  the 
superintendent  of  a  high-speed,  rock-ballasted  interurban  line 
in  the  east,  who  was  asked  what  particular  steps  he  had  taken 
to  bring  about  the  high  operating  efficiency  of  his  line.  He 
laid  especial  stress  upon  the  track  work,  and  said  that  the 
admirable  track  work  of  the  line  was  due  to  the  fact  that  the 
road  had  been  able  to  secure  its  pick  of  the  foremen  from  a 
parallel  steam  line  by  the  simple  plan  of  offering  $5.00  more 
each  month  than  its  steam  competitor.  He  knew  of  no  place 
where  $5.00  would  go  so  far.  He  was  of  the  opinion  that 
many  interurban  lines,  from  short-sighted  economy,  merely 
drew  the  disgruntled  and  incompetent  men  from  steam  roads 
when  a  slight  increase  over  the  prevailing  salaries  paid  to 
foremen  would  be  productive  of  marked  improvement  in  road- 
bed and  hence  in  operating  results. 


The  hearing  before  representatives  of  the  interstate  commerce 
commission  in  Chicago  this  week  of  the  charges  filed  by  the 

Chicago  &  Milwaukee  Electric  Railroad 
Exchange  of  against  the  Illinois  Central  Railroad,  which 

Freight  with  is   reported  on  another  page  of  this  issue, 

Steam  Roads.  disclosed    some    important    facts.     Charles 

W.  Merrllles,  traffic  manager  of  the  Chicago 
fc  Milwaukee  Electric  road,  stated  that  satisfactory  traffic 
arrangements  are  held  with  the  Wisconsin  Central  Railway, 
under  which  freight  is  shipped  in  carload  lots  from  Chicago 
to  Minneapolis.  Responding  to  the  question  why  the  road  did 
not  consign  in  its  own  cars  the  cabbage  which  it  sought  to 
have  the  Illinois  Central  road  haul.  Mr.  Merrllles  stated  that 
his  road,  which  owns  three  box  cars,  relied  upon  the  arrange- 
ment that  the  railway  having  the  long  haul  furnishes  the  cars. 
Oneot  the  principal  points  which  was  relied  upon  to  strengthen 


the  case  of  the  Chicago  &  Milwaukee  Electric  road  was  that 
the  Illinois  Central  road  promulgated  the  joint  tariff,  but 
almost  immediately  canceled  it.  Mr.  Merrllles  charged  this 
cancellation  to  the  influence  of  the  Chicago  &  Northwestern 
Railway.  There,  are  now  two  cases  of  this  character  before 
the  interstate  commerce  commission,  in  which  the  questions 
at  issue  are  similar.  The  thorough  manner  in  which  the  com- 
mission is  proceeding  in  securing  evidence  in  these  cases 
indicates  that  electric  railways  will  have  every  opportunity 
to  demonstrate  why  they  should  be  permitted  under  the  law 
to  exchange  freight  with  steam  railways. 


The  practice  on  the  part  of  some  conductors  of  holding  or 
•knocking  down"  a  part  of  the  fares  collected  is  a  problem 

which  practically  every  operating  company 
Prosecuting  has  been  called  upon  to  face  and  one  which 

Dishonest  has  caused  a  great  deal  of  trouble  to  the 

Conductors.  managements,  as  well  as  no  small  pecuniary 

loss  to  the  companies.  While  it  is  believed 
that  most  of  the  conductors  are  honest  it  is  known  that  some 
of  them  are  not,  and,  although  the  question  of  how  to  deal  with 
the  offenders  has  been  given  much  careful  thought,  no  method 
has  yet  been  devised  which  has  had  the  desired  effect.  Five 
cents  is  so  small  a  sum  that  it  is  easy  for  a  man  to  take  a 
few  nickels  now  and  then,  and,  on  account  of  the  compara- 
tive security  from  detection,  to  let  the  habit  grow  on  him 
before  he  fully  realizes  that  he  is  a  thief.  Moreover,  the 
general  practice  of  simply  discharging  dishonest  conductors 
when  detected— which  is  probably  due  to  the  difficulty  of 
securing  evidence  sufficient  to  convict— has  not  proved  suffi- 
ciently severe  to  prevent  others  from  following  their  example. 
The  East  St.  Louis  (111.)  &  Suburban  Railroad  has  recent 1> 
suffered  from  the  dishonesty  of  some  of  its  conductors  and 
has  found  thai  the  practice  of  discharging  them  when  de- 
tected has  not  been  sufficiently  severe  to  eliminate  the  evil 
Consequently  the  company  resolved  to  adopt  harsher  meas- 
ures tor  the  sake  of  example,  and,  after  securing  evidence 
thai   a  certain   conductor  Mad  been   holding  back   fares,   bad 


670 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  No.  21. 


him  arrested  and  prosecuted  him  in  the  circuit  court  at 
Edwardsville,  on  the  specific  charge  of  embezzlement  of  $1.20. 
The  man  was  fined  $1.00  and  costs,  and  given  a  nominal 
sentence  of  one  day  in  the  county  jail.  Although  the  penalty 
was  a  light  one  it  is  believed  that  the  precedent  thus  estab- 
lished will  have  a  salutary  effect  in  preventing  a  recurrence 
of  the  act.  Another  company,  the  Cleveland  Electric  Rail- 
way, has  recently  announced  its  intention  of  adopting  similar 
measures.  Of  course  it  is  in  most  cases  difficult  to  secure 
evidence  sufficient  to  convict,  but  an  occasional  example  could 
be  made  and  the  fear  of  a  jail  sentence  should  operate  more 
strongly  to  keep  men  with  dishonest  tendencies  in  the  right 
path  than  the  simple  prospect  of  losing  a  job. 


special  track  work.  While  this  economical  practice  is  not 
new  in  steam  railway  shop  work,  its  successful  adoption  by 
one  large  interurban  road  proves  it  at  least  to  be  worthy  of 
thoughtful  consideration  by  others. 


In  his  annual  report  for  1906  Ralph  Peters,  president  of  the 
Long  Island  Railroad,  says  that  a  total  of  about  100  miles  of 

single   track   is   now   operated   by   electric 
Electricity  third  rail.     "Its  workings  during  the  year," 

on  Long  Mr.  Peters  says,  "have  been  very  success- 

Island  Road.  ful,  and  the  service  has  been  reliable  and 

efficient  in  every  respect;  and  while  it  is 
not  yet  economical,  owing  to  the  fact  that  your  power  is  not 
fully  employed,  it  has  materially  increased  your  passenger 
traffic."  The  company  is  continuing  its  heavy  expenditures 
for  improvements,  and  among  the  charges  to  capital  account 
during  the  year  were  the  following  items:  Electrification  of 
lines.  $531,887,  and  Atlantic  avenue  trolley  line,  $198,485.  The 
statistics  of  traffic  for  the  year  show  an  increase  of  18.8  per 
cent  in  the  number  of  passengers  carried,  of  22  per  cent  in 
the  passenger  mileage  and  of  16.4  per  cent  in  the  passenger 
train  mileage.  Passenger  earnings  increased  from  $5,076,103 
in  1905  to  $5,831,453  in  1906,  a  gain  of  $755,350.  There  was  a 
slight  decrease  in  the  earnings  per  passenger  per  mile,  due 
to  a  lowering  of  rates  on  commutation  and  excursion  business; 
the  average  rate  per  mile  was  1.522  cents,  a  decrease  of  0.082 
cent  from  the  preceding  year.  The  improvement  which  is 
set  forth  in  the  foregoing  figures  is  of  especial  significance 
when  it  is  recalled  that  in  the  previous  annual  report,  covering 
the  operations  for  1905,  it  was  stated  that  the  decrease  in  the 
number  of  passengers  carried  in  that  year,  as  compared  with 
1904,  was  caused  by  a  loss  of  local  business  due  to  competition 
from  trolley  lines. 


The  Master  Car  Builders'  Association  recommends  that  "axles 
be  made  of  double-worked  fagoted  scrap,  16  per  cent  of  new 

bar  iron  worked  into  the  center  of  the  axles 
Car  Axles  being  allowed  if  desired."     The  process  of 

from  axle  manufacture  at  the  Los  Angeles  shops 

Scrap  Iron.  of  the  Pacific   Electric   Railway   serves  to 

illustrate  how  thoroughly  some  electric  rail- 
ways are  executing  their  shop  work  and  meanwhile  advan- 
tageously economizing  in  the  purchase  of  raw  materials  by 
reworking  scrap  iron  and  steel.  New  axles  are  manufactured 
from  scrap  material  in  this  company's  repair  shops,  and  a 
very  serviceable  product  is  obtained.  When  an  old  car  is 
broken  up  the  scrap  wrought  iron  and  steel  are  carefully 
sorted  and  turned  into  the  company's  storeroom,  their  value 
being  credited  to  the  destroyed  car.  The  storekeeper  receives 
this  material  at  scrap  value,  and  sells  it  on  work-order  requisi- 
tions to  the  blacksmith  shop  at  an  increase  of  2  per  cent  in 
the  cost  for  handling.  Here  the  scrap  wrought  iron  is  cut 
into  pieces  about  16  inches  long  and  bound  into  packs  weigh- 
ing 175  pounds  each.  These  bundles  of  fagots  are  placed 
in  an  oil  furnace  and  later  worked  under  a  power  hammer 
until  a  homogeneous  billet  is  formed  from  each.  Three  such 
billets  of  reworked  wrought  scrap  are  required  in  making  a 
4%-inch  finished  axle  and  seven  bars  for  a  6-inch  axle.  The 
metal  thus  obtained  is  considered  very  desirable  for  use  in 
axles.  The  large  amount  of  working  necessary  to  form  the 
billets  assures  a  very  tough  fiber  and  a  high  elastic  limit.  In 
this  same  way  the  scrap  steel  is  fagoted  and  worked  into 
shapes  suitable  for  filler  blocks,  such  as  are  used  in  building 


The    idea    of    using    reinforced    concrete    arches    instead    of 
wooden  or  iron  poles  for  catenary  trolley  suspension,  as  de- 
scribed and  illustrated  on  another  page  of 
Concrete  this  issue  of  the  Electric  Railway  Review, 

Trolley  is   an    original   one   which   should    be   pro- 

Arches,  ductive  of  the  best  results.     This  system, 

which  has  been  developed  by  E.  Darrow, 
general  manager  and  chief  engineer  of  the  Toledo  &  Indiana 
Railway,  and  which  it  is  proposed  to  adopt  on  the  company's 
extension  from  Bryan,  O.,  to  Waterloo,  Ind..  consists  of  arches 
40  feet  high,  spaced  650  feet  apart,  supporting  a  %-inch  steel 
messenger  cable,  from  which  the  trolley  wire  is  suspended 
in  the  ordinary  manner.  On  account  of  the  long  distance 
between  points  of  suspension,  the  trolley  wire  is  braced 
against  swaying  by  bridle  guys  anchored  to  short  concrete 
poles  placed  midway  between  the  arches  and  by  additional 
bridle  guys  and  sway  braces  attached  to  the  arches.  The 
high-tension  wires  are  arrarfged  on  insulators  on  the  outside 
of  the  arch  columns.  Although  the  first  cost  of  this  form 
of.  construction  is  slightly  higher  than  that  of  the  ordinary 
wooden  pole  construction,  the  figures  as  given  by  Mr.  Darrow 
being  $107  per  section  for  the  arches,  ready  for  wires,  as 
against  $90  for  poles  with  brackets,  the  greatly  increased 
length  of  life  of  concrete  as  compared  with  wooden  poles  is 
expected  to  result  in  a  very  large  ultimate  saving.  The  life 
of  an  ordinary  wooden  pole  is  only  about  10  years,  whereas 
concrete  is  supposed  to  last  indefinitely.  Another  advantage 
of  concrete  arches  is  the  comparative  freedom  from  possi- 
bility of  destruction  by  lightning. 


CARS    WITHOUT    MONITORS. 


In  th?  design  of  modern  rolling  stock  there  still  remains 
at  least  one  relic  of  stage-coach  days — the  monitor  deck.  In 
keeping  with  other  advancements  in  car  building  considera- 
tion might  well  be  given  the  problem  of  designing  a  car 
without  the  deck.  It  exists  only  as  an  unnecessary  orna- 
mental appendage,  increasing  the  weight  and  decreasing  the 
strength  and  cubical  capacity  of  the  car. 

It  is  well  known  that  the  first  requirement  of  good  venti- 
lation is  a  large  cubical  capacity  per  passenger,  and  it  is  equally 
well  known  that  the  monitors  on  cars  furnish  very  little 
ventilation,  as  the  air  blows  in  one  side  and  out  the  other 
without  being  properly  mixed  with  the  other  air  in  the  car. 
It  is  suggested,  therefore,  that  the  use  of  monitors  be  dis- 
pensed with,  and  the  entire  width  of  the  car  be  carried  up  to  the 
same  height  as  the  top  of  the  monitors  on  cars  now  in  use. 
thus  materially  increasing  the  volumetric  capacity  of  the 
car  per  passenger.  Besides  furnishing  better  ventilation  it 
would  create  a  feeling  of  relief  from  congestion,  for,  though 
a  car  or  hall  may  be  actually  crowded,  a  high  ceiling  has  the 
psychological  effect  of  eliminating  the  cramped  feeling  always 
present  in  places  with  low  ceilings. 

The  most  important  gain  from  an  economic  standpoint  is, 
however,  the  reduction  in  the  weight  of  the  car  roof  framing. 
This  is  made  possible  by  the  more  advantageous  disposition 
of  the  material,  accompanied  by  an  increase  in  the  distance  be- 
tween the  upper  and  lower  members  of  the  truss.  Besides 
a  slight  saving  in  power  and  reduced  wear  on  the  wheels  and 
rails  in  braking,  there  also  appears  a  considerable  saving  in 
the  cost  of  constructing  cars  in  this  manner.  The  lower 
cost  of  construction  results  from  avoiding  the  expensive  tran- 
som work  on  the  monitor,  and  especially  is  this  true  of  the 
all-steel  construction,  for,  if  made  of  steel,  the  fitting  of  so 
many  small  parts  is  very  costly,  and,  if  composite,  the 
wooden   parts  soon  rot  and  cause  the  iron  work  to  corrode. 


May  25,  1907 


ELECTRIC    RAILWAY    REVIEW 


071 


From  the  maintenance  standpoint,  there  are  a  number  of  ad- 
vantages in  favor  of  abandoning  the  monitor.  Among  these 
are,  that  without  the  monitor  the  roofing  is  more  easily  con- 
structed and  maintained  in  a  water-tight  condition,  the  ex- 
pense of  replacing  broken  monitor  lights  is  eliminated,  and 
the  trolley  pole  base  can  be  more  rigidly  supported,  thus 
greatly  reducing  the  wear  and  tear  on  the  roofing  and  the 
number  of  leaks. 

An  interesting  example  of  reduction  in  weight  is  clearly 
presented  in  the  trail  cars  of  the  Denver  City  Tram- 
way, described  and  illustrated  in  the  Electric  Railway  Review 
of  May  4,  1907.  The  weight  of  these  cars  per  unit  of  seat- 
ing capacity  is  2S5  pounds,  compared  with  approximately 
twice  this  weight  per  unit  of  seating  capacity  of  the  old  type 
trail  cars  of  similar  capacity.  Another  example  of  new  con- 
struction which  shows  the  good  appearance  obtained  by  omit- 
ting the  monitor  is  illustrated  by  the  gasoline  motor  car 
No.  8  of  the  Southern  Pacific  Railroad  Company. 

Ventilation  of  cars  built  without  monitors  can  be  easily 
furnished  by  ventilators  fitted  with  deflectors  placed  in  the* 
turn  of  the  roof  at  the  front  and  the  rear  of  the  car,  similar 
to  those  fitted  on  the  cars  of  the  Chicago  City  Railway. 

Increasing  the  height  of  the  side  of  the  car  should  be  of 
advantage  in  the  design  of  semi-convertible  cars,  since  it  would 
permit  the  use  of  larger  windows,  thus  making  them  practically 
as  desirable  as  open  cars.  This  would  avoid,  to  a  great  ex- 
tent at  least,  crowding  of  open  cars  by  passengers  who  allow 
the  closed  cars  to  pass  only  partly  filled  because  of  the 
better  ventilation  of  the  open  cars. 


THE  DOUBTFUL  ADEQUACY  OF  URBAN  FARES. 


While  the  main  encouragement  for  the  3-cent  fare  and 
analagous  movements  comes  from  persons  of  socialistic  or 
other  undesirable  tendencies,  it  can  scarcely  be  doubted  that 
they  have  been  aided  in  their  campaigns  by  a  showing  of  profits 
by  some  urban  railways  which  are  unreal  and  excessive  be- 
cause of  improper  accounting  methods.  Wide  recognition  of 
this  fact  is  deserved,  and  it  should  lead,  so  far  as  possible. 
to  a  correction  of  previous  error  where  mistakes  have  been 
made  and  to  the  adoption  of  clear  accounting  systems  by 
managements  which  have  not  yet  taken  up  important  ques- 
tions involved  in  issuing  reports  about  the  integrity  of  which, 
owing  to  plain  provision  for  depreciation  and  renewals,  there 
can  be  no  justified  criticism. 

It  should  be  borne  in  mind  by  those  who  have  studied 
the  situation  that  the  public'  has  never  been  taught,  or  had 
proved  the  fact  that,  except  possibly  in  a  few  instances, 
the  5-cent  fare  in  urban  communities  does  not  permit  ex- 
cessive profits  if  adequate  provision  for  depreciation  and 
amortization  is  continued  through  the  life  of  a  limited  fran- 
chise. It  behooves  those  who,  after  all,  are  really  most  con- 
cerned in  the  success  or  failure  of  these  low-fare  movements, 
which  at  times  assume  dangerous  proportions  in  different 
parts  of  the  country,  to  show  that  the  true  result  of  a  radical 
low  fare  would  be  confiscation  of  the  properties  of  the  com- 
panies. Convincing  evidence  of  the  insufficiency  of  low  fares 
can  be  produced  only  by  conclusive  figures  compiled  by  the 
companies  showing  the  true  relation  of  operating  expenses 
and  depreciation  and  fixed  charges  to  revenue. 

To  continue  to  operate  without  provision  for  depreciation 
or  amortization  is  to  prepare  for  a  penalty  that  is  as  in- 
evitable as  the  coming  of  night  following  day.  Demonstra- 
tion of  the  fact  that  after  these  just  charges  the  earnings 
remaining  for  distribution  to  stockholders  are  normal,  or 
less  than  normal,  will  constitute  an  argument  against  reduced 
fares  which  cannot  seriously  be  denied. 

The  growth  of  the  fallacy  that  3-cent  fares  are  adequate 
illustrates  the  vital  need  of  educating  the  public  on  this 
important  matter.  Throughout  the  years  when  excessive 
dividends  have  been  paid  on  some  street  railway  properties 
ihrre   has    been    but    slight    recognition    of    the    principle    of 


depreciation.  Companies  have  assumed  either  that  their  fran- 
chise rights  could  not  be  questioned  or  that  there  would  be 
no  difficulty  in  procuring  new  ordinances. 

The  5-cent  fare  has  been  the  maximum  rate  of  trans- 
portation per  passenger  for  so  long  a  time  that  custom  and 
law  now  sanction  it,  and  any  advance  at  this  late  day  would 
be  difficult  if  not  impossible  to  effect.  Emphasis,  however) 
should  be  laid  on  the  urgent  necessity  for  insisting  that  if  the 
5-cent  fare  is  maintained  as  the  maximum  rate,  it  should  be 
regarded  also  as  the  minimum  rate. 

While  it  is  doubtful  if  any  cure  for  the  3-cent  fare 
mania  would  be  so  swift  and  certain  as  a  sudden  reduction 
to  a  3-cent  basis  of  urban  street  railway  fares,  with  a  corre- 
sponding decline  in  employes'  wages,  quality  of  equipment 
and  appurtenances,  and  the  inevitable  resultant  poor  service, 
the  bankruptcies  that  would  follow  would  be  so  grave  anil 
serious  that  it  is  the  plain  duty  of  the  companies  to  endeavor 
by  all  rightful  means  to  maintain  existing  fares. 

The  low-fare  injustice  is  generally  founded  on  hatred  of 
wealth,  selfish  political  hopes  or  other  unworthy  motives. 
For  its  champions  no  policy  is  too  radical,  no  course,  even 
confiscation,  improper.  To  discourage  these  movements, 
which,  if  successful,  will  strip  street  railway  revenue  to  the 
point  of  despair,  companies  will  undoubtedly  be  obliged  to 
do  more  than  explain  patiently  the  inadequacy  of  3-cent 
fares.  It  is  no  less  sane  and  reasonable  to  advocate  7-cent 
fares  than  it  is  to  urge  3-cent  fares.  In  many  communities 
there  would  be  more  merit  in  an  argument  for  6-cent  fares 
than  in  the  clamor  for  4-cent  fares.  Is  there  not  too  little 
agitation  on  one  side  of  this  question  as  well  as  too  much 
on    the   other? 

The  facts  epitomizing  the  effect  of  the  times  on  street 
railways  may  be  stated  as  follows:  Xot  only  have  labor  and 
materials  increased  in  cost,  but  taxes  are  continually  grow- 
ing larger.  The  length  of  ride  for  one  fare  is  constantly 
increasing  through  the  construction  of  extensions  and 
through  the  transfer  system.  Because  of  the  enlarged  invest- 
ments necessary  in  plant  and  equipment  on  account  of  the 
demands  and  needs  of  the  public,  fixed  charges  are  increasing. 
At  present,  on  account  of  the  disturbance  in  the  money 
markets  and  the  difficulty  of  selling  securities  on  advantageous 
terms,  either  increased  interest  rates  or  other  concessions 
are  essential  in  order  to  attract  capital  for  improvements. 
Besides  all  these  questions,  there  is  now  developing  a  recog- 
nition of  the  virtue  of  provision  for  depreciation  of  property 
and  amortization  of  the  investment. 

The  exactions  of  the  public  are  insistent  in  these  days 
Companies  must  provide  finer  cars  and  must  equip  them  with 
new,  costly  appliances  designed  to  assure  comfort,  health 
and  safety  to  passengers;  seats  are  demanded  for  each  per- 
son who  chooses  to  board  a  car  at  any  time  of  the  day: 
motive  power  must  be  of  modern  type;  cars  must  be  kept 
clean  and  well  heated  and  ventilated. 

The  street  railway  company  is  so  completely  helpless 
in  the  city  in  which  its  investment  is  made  that  periodical 
presentation  of  some  of  the  foregoing  facts  should  be  made 
in  those  cities  where  the  low-fare  movement  is  rampant. 
The  fact  that  every  street  railway  can  so  readily  be  made  the 
subject  of  abuse,  public  and  political,  is  an  additional  reason 
why  the  company  side  of  this  vital  fare  question  should  be 
presented  forcefully  and  ably  in  every  large  community  when- 
ever a  good  oportunity  is  offered. 

If  the  task  of  providing  for  the  transportation  needs  and 
whims  of  the  populace  of  great  cities  is  to  remain  thankless, 
there  is  no  good  reason  why  it  should  also  be  made  un- 
profitable. 


The  Metropolitan  West  Side  Elevated  Railway  on  May  22 
opened  an  extension  of  its  Douglas  Park  branch  from  Fortieth 
avenue  to  Forty-sixth  avenue  and  Twenty-second  street.  Lo- 
cal trains  will  be  run  every  five  minutes  throughout  the  day 
and  during  the  evening  rush  hours  express  trains  will  be  run. 


672 


ELECTRIC     RAILWAY     REVIEW 


/ol.  XVII,  No.  21. 


THE    FT.    DODGE    DES    MOINES    &   SOUTHERN    RAILWAY. 


The  Newton  &  Northwestern  Railway  Company  has  been 
operating  as  a  steam  road  between  the  terminal  cities  of 
Newton  and  Rockwell  City,  a  distance  of  101.7  miles,  since 
1903.  In  February,  1906,  the  officers  decided  to  electrify  a 
part  of  the  existing  line,  purchase  several  small  street  railway 


Ft.    Dodge    Des    Moines   &    Southern    Railway — Map. 

systems,  and  construct  branch  lines.  In  accordance  with 
this  decision  the  Ft.  Dodge  Des  Moines  &  Southern  Railway 
Company  was  formed.  Soon  thereafter  preliminary  surveys 
for  proposed  lines  were  made,  private  right  of  way  was 
secured  and  the  work  of  electrifying  the  old  line  and  con- 
structing the  new  lines  was  begun.  The  first  division  of  the 
electric   line,   from   Des   Moines   to   Ames,   will   be   ready   for 


Des  Moines  Junction,  a  distance  of  about  25  miles,  where 
connection  is  made  with  the  main  line  of  the  Newton  & 
Northwestern.  From  this  junction  point  electric  cars  are  to 
be  run  over  the  tracks  of  the  steam  railway  to  Ft.  Dodge 
Junction,  a  distance  of  37.7  miles.  At  Kelley,  3%  miles  west 
of  Des  Moines  Junction,  a  branch  line  seven  miles  long  has 
been  built  to  Ames.  The  company  has  recently  been  granted 
a  franchise  to  build  a  street  railway  on  the  principal  streets 
of  Ames  and  to  electrify  the  existing  steam  railway  that  is 
now  operating  between  Ames  and  the  state  college  grounds 
near  that  city.  From  Ft.  Dodge  Junction,  the  point  where 
the  electric  line  leaves  the  right  of  way  of  the  Newton  & 
Northwestern,  the  tracks  again  run  in  a  northerly  direction 
to  Ft.  Dodge,  a  distance  of  22.2  miles,  where  physical  con- 
nection is  made  with  the  street  railway  system  of  that  city, 
which  is  owned  by  the  company.  The  distance  from  Des 
Moines  to  Ft.  Dodge,  exclusive  of  the  Ames  branch,  is  85.5 
miles,  and  from  Des  Moines  to  Ames  is  35.9  miles. 

Electrification  of  Steam   Railway. 

The  work  of  electrifying  the  steam  railway  between  Des 
Moines  Junction  and  Ft.  Dodge  Junction  has  practically  been 
completed.  This  consisted  principally  of  bonding  the  rails, 
erecting  a  pole  line  and  stringing  the  trolley  and  high-tension 
wires.  However,  in  anticipation  of  the  operation  of  the 
electric  cars  at  high  speed,  it  has  been  found  advisable  to 
ease  many  of  the  curves  and  to  reduce  the  grades. 

Track  and  Roadway. 

The  track,  supported  by  an  excellent  roadbed,  is  laid  with 
70-pound  rails.  Between  Des  Moines  and  Des  Moines  Junc- 
tion the  track  work  is  practically  completed.  The  steel  is 
now  being  laid  between  Kelley  and  Ames  and  between  Ft. 
Dodge  Junction  and  Ft.  Dodge.  The  line  from  Des  Moines  to 
Kelley  and  from  Kelley  to  Ames  will  probably  be  completed 


Ft.  Dodge  Des  Moines  &  Southern  Railway — Timber  Trestle  800  Feet   Long   and   165   Feet   High. 


operation  by  electricity  on  July  1,  1907,  and  the  entire 
system,  85.5  miles  in  length,  will  be  opened  for  traffic  on 
September  1. 

In  the  accompanying  map  the  lines  of  the  Newton  & 
Northwestern  and  the  Ft.  Dodge  Des  Moines  &  Southern  are 
shown.  The  electrified  portion  of  the  steam  railway  is  be- 
tween Des  Moines  Junction  and  Ft.  Dodge  Junction.  The 
Ft.  Dodge  Des  Moines  &  Southern  has  for  its  southern  ter- 
minus Des  Moines,  the  capital  city  of  the  state  of  Iowa. 
Entrance  to  this  city  is  made  over  the  tracks  of  the  Des 
Moines  City  Railway  Company. 

From  Des  Moines  the  line  extends  almost  due  north   to 


before  July  1  and  the  entire  line  completed  before  Septem- 
ber 1.  The  steel  on  the  Ft.  Dodge  division  is  now  laid.  On 
account  of  the  proposed  dual  operation  of  steam  and  electric 
trains  the  trolley  wire  is  being  hung  21  feet  6  inches  above 
the  rails.  Tubular  iron  brackets  and  No.  0000  trolley  wire 
are  being  used. 

One  of  the  accompanying  engravings,  that  of  the  deck 
steel  truss  bridge  over  the  Des  Moines  river,  five  miles 
south  of  Ft.  Dodge,  illustrates  the  substantial  character  of 
the  roadbed  structures  being  erected.  This  bridge  comprises 
two  70-foot  deck  spans  20  feet  deep,  designed  for  Cooper's 
E45    loading.     The    bridge    abutments    are    of    concrete    con- 


May  25,  1907 


ELECTRIC    RAILWAY     REVIEW 


673 


struction.  The  timber  trestle  approaches  to  the  river  spans 
have  a  total  length  of  760  feet.  Another  illustration  shows 
the  trestle  spanning  one  of  the  canyons,  west  of  Boone,  on 
the  electrified  portion  of  the  Newton  &  Northwestern.     This 


paratus.  The  generating  equipment  is  in  duplicate,  either 
set  of  machines  being  of  sufficient  capacity  to  handle  the 
load  under  normal  conditions. 

Coal  is  to  be  delivered  to  the  boiler  room  by  coal  chutes 


Ft.    Dodge    Des    Moines    &    Southern    Railway — Car    Equipment. 


trestle,  S00  feet  long,  is  165  feet  high  over  the  ravine  which 
it  crosses. 

Power   Plant. 

The  generating   station   is   situated   on   the   bank   of   the 

Des   Moines   river   at   Fraser,   which    is   practically   the   load 

center  of  the  Ft.  Dodge  Des  Moines  &  Southern  Railway.     In 

addition   to   being  admirably   located   for  obtaining   feed   and 


from  an  elevated  track.  The  coal  will  be  hauled  from  the 
mines  in  bottom-dump  cars  and  delivered  to  the  boilers  with- 
out rehandling.  Along  the  front  of  the  ash  pits  is  a  12-inch 
spiral  ash  conveyor,  which  carries  the  ashes  and  cinders  from 
the  boiler  room  to  a  vertical  bucket  elevator,  which  loads 
them  in  cars. 

The   boiler   equipment   consists   of   three   Aultman-Taylor 


Ft.    Dodge    Des    Moines    &    Southern    Railway — Interior    of    Engine    Room. 


condensing  water  and  for  the  economical  distribution  of 
electricity,  the  powerhouse  is  within  1,000  feet  of  a  coal 
mine,  from  which  the  coal  supply  is  received. 

The  building,  which  is  of  brick  and  steel  construction 
throughout,  is  90  feet  square  and  25  feet  high  to  the  roof 
trusses.  It  la  divided  longitudinally  Into  two  rooms,  one  of 
which  is  used  for  the  boilers  and  auxiliaries  and  the  other  for 
the    turbo-generators,    transformers    and    other   electrical    ap- 


horlzontal  water-tube  boilers,  equipped  with  extended  fur- 
naces, which  allow  them  to  burn  slack  coal,  such  as  is  mined 
In  the  vicinity  of  the  station.  Each  boiler  has  a  rated 
capacity  of  400  horsepower  and  is  worked  under  a  steam 
pressure  of  175  pounds.  Space  is  provided  for  a  fourth 
boiler.  The  stack  is  a  concrete-steel  structure  180  feet  high 
and  8  feet  in  diameter.  Boiler  feed  water  is  supplied  by  two 
Eppiag-Carpenter  duplex   plunger  pumps   (7%   and  5  by   10) 


674 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  Xo.  21. 


which  receive  water  by  gravity  from  a  Harrison  open  heater 
The  generating  equipment  consists  ot  two  Westinghouse- 
Parsons  1.250-kilowatt.  3-phase,  2,300-volt,  25-cycle  turbo-gen- 
erators. The  turbines  are  to  be  operated  condensing  and  at 
a  speed  of  1,500  revolutions  per  minute.  However,  provision 
is  made  in  the  installation  so  that  in  case  of  accident  to  the 
condensing  apparatus,  which  has  a  cooling  surface  of  2,000 
square  feet,  or  in  case  of  low  water,  the  turbines  may  be 
operated  non-condensing.  Circulating  water  for  the  con- 
densers is  drawn  from  the  river  through  a  20-inch  cast-iron 
pipe  by  Wheeler  steam  driven  centrifugal   pumps.     The  con- 


Ft.    Dodge    Des    Moines  &   Southern    Railway — Timber   Truss    Bridge 
Across    Des    Moines    River.  ■ 


densation  is  returned  from  the  turbines  to  the  heater  in  the 
engine  room  by  an  Edwards  steam-driven  (6  by  14  inch)  air 
pump. 

Located  in  the  engine  room  are  two  steam-driven  110-volt 
exciter  sets,  a  400-kilowatt  600-volt  rotary  converter,  three 
300-kilowatt  and  three  150-kilowatt  water-cooled  transformers 
and  a  5-panel  switchboard,  which  is  equipped  with  necessary 
recording  and  measuring  instruments.  A  general  view  of  the 
interior  of  the  powerhouse  is  shown  in  an  accompanying  en- 
graving. 

Substations. 

It  is  planned  to  have  six  400-kilowatt  substations  on  the 
line,  but  for  the  present  only  five  will  be  built.  Other  than 
the  converter  equipment  at  the  powerhouse,  similarly  de- 
signed substations  have  been  erected  at  Ankeny.  Kelley.  Ft. 
Dodge  and  Otho.  and  another  will  later  be  installed  at  Boone 
in  connection  with  a  general  office  building  that  is  being 
planned. 

Current  is  generated  at  the  powerhouse  at  2.300  volts,  is 
stepped  up  to  22.000  and  ted  3-phase  east  and  west  to  the  sub- 
stations. The  substations  are  each  equipped  with  a  West- 
inghouse  400-kilowatt  rotary  converter  and  three  150-kilowatt 
water-cooled  transformers. 

The  car  equipment  which  has  already  been  received  con- 
sists of  ten  3-compartment  single-end  passenger  cars.  The6e 
cars  are  53  feet  3%  inches  long  over  buffers  and  are  9  feet 
4  inches  wide  over  sill  plates.  Each  car  has  13  reversible 
seats  upholstered  in  leather  in  the  main  compartment  and  S 
rattan-covered  seats  in  the  smoking  compartment.  The  sec- 
tion at  the  front  end  of  the  car,  set  aside  for  baggage,  is  10 
feet  6  inches  long  and  is  provided  with  a  3%-foot  sliding  door 
on  either  side.  The  motorman's  cab.  3  by  3  feet  6  inches,  is 
located  at  the  left-hand  side  of  the  forward  end  of  the  car. 

The  car  body  is  mounted  on  Baldwin  trucks,  with  36- 
inch  steel  wheels.  There  are  four  Westinghouse  Xo.  112 
motors.  , 

Entrance  to  the  car  is  had  through  the  sides  of  the  rear 


vestibule.  In  addition  to  the  usual  doors,  single  doors  are 
provided  at  the  ends  for  passage  from  one  car  to  another 
when  they  are  coupled  into  trains.  In  addition  to  the  passen- 
ger cars  an  express  car  47  feet  6  inches  long  over  end  sills 
has  been  received.  The  rolling  stock  was  furnished  by  the 
Xiles  Car  &  Manufacturing  Company. 

In  electrifying  a  section  of  the  Xewton  &  Xorthwestern 
Railroad  care  has  been  taken  in  the  reconstruction  work,  so 
that  the  regular  traffic  of  steam  trains  on  this  railway  will 
not  be  interrupted  by  the  electrical  installation  or  later  by 
the  running  of  electric  cars.  It  is  proposed  by  Mr.  J.  L. 
Blake,  general  manager  of  both  companies,  to  maintain  with- 
out interruption  the  present  schedule  of  passenger  and  freight 
trains  over  the  entire  length  of  the  steam  line.  The  steam 
railway  passenger  trains  will  be  given  the  right  of  way  over 
the  electric  cars. 

Dispatching. 

The  running  of  the  electric  cars  will  be  directed  by  tele- 
phone from  the  main  office  at  Boone  by  a  dispatcher  who  will 
also  have  charge  of  the  operation  of  the  steam  trains  over  the 
track  to  be  used  jointly  by  the  steam  trains  and  the  electric 
cars.  The  details  of  the  operation  have  not  yet  been  per- 
fected. It  is  expected,  however,  that  cars  will  be  operated 
under  60-minute  headway  between  Des  Moines  and  Ames 
and  under  90-minute  on  other  parts  of  the  system. 

The  general  offices  of  the  company  and  the  car  barns  are 


Ft.   Dodge   Des   Moines  &  Southern   Railway — Steel   Deck   Bridge. 

at  Boone.  For  the  present  the  car  equipment  will  be  repaired 
in  the  shops  of  the  Xewton  &  Xorthwestern.  A  temporary- 
building  for  the  storage  of  the  cars  has  been  erected  near  the 
shops. 

The  organization  of  the  Ft.  Dodge  Des  Moines  &  Southern 
Railway  is  the  same  as  that  of  the  Xewton  &  Xorthwestern. 
The  officials  are:  President,  Homer  Loring.  Boston;  vice- 
president  and  treasurer,  F.  A.  Farrar.  Boston;  secretary,  C.  A. 
Cushman,  Boston;  auditor.  W.  Chamberlain,  Boone,  la.;  gen- 
eral manager,  J.  L.  Blake.  Boone.  la. 

The  powerhouse  construction  and  all  electrical  installa- 
tions were  made  under  the  supervision  of  J.  G.  White  &  Co., 
engineers,  of  Xew  York. 


May  25,  1907. 


ELECTRIC    RAILWAY    REVIEW 


G75 


INDIANAPOLIS     MEETING,     CENTRAL     ELECTRIC     RAIL- 
WAY   ASSOCIATION. 


The  last  regular  meeting  before  fall  of  the  Central  Elec- 
tric Railway  Association  was  held  on  Thursday  of  the  present 
week  at  the  Claypool  hotel,  Indianapolis,  Ind..  with  President 
Xicholl  in  the  chair.    There  were  about  100  members  present. 

The  president  announced  that  the  next  meeting,  after  a 
summer  recess,  will  be  held  at  Columbus,  O..  on  September  26. 
The  finance  committee  reported  a  substantial  balance  to  the 
credit  of  the  association  and  that  comparatively  good  progress 
was   being  made   in   collecting  the  dues   from   the  members. 

On  motion  of  E.  C.  Spring  the  president  was  instructed 
to  represent  the  association  at  the  Atlantic  City  meeting  of 
the  American  Street  &  Interurban  Railway  Association  and 
to  appoint  one  other  member  to  accompany  him. 

J.  K.  Gray,  trainmaster  Western  Ohio  Railway  Company. 
Lima.  O..  read  a  paper  on  "Modern  Train  Dispatching."  (This 
paper  appears  in  this  issue  on  page  680. 

When  questioned  regarding  the  operation  of  work  trains, 
Mr.  Gray  stated  that  the  rules  of  his  company  require  that 
such  trains  run  as  extras  and  must  have  orders  for  all  move- 
ments. When  they  desire  to  run  on  the  main  line,  having 
obtained  orders,  they  must  wait  for  a  regular  train  and  run 
as  its  second  section.  The  regular  is  required  to  carry  green 
signals  for  the  work  train  as  its  second  section,  and  not  to 
remove  these  signals  until  sure  that  the  work  train  is  in  the 
clear.  The  Western  Ohio  frequently  operates  as  many  as 
10  or  12  extras  at  one  time,  including  local  freight,  work  and 
line  cars. 

Several  members  entered  into  discussion,  regarding  which 
one.  the  motorman  or  the  conductor,  should  handle  train 
orders.     Xo  definite  conclusions  were  reached. 

The  matter  of  providing  orders  for  operating  cars  if  the 
company's  telephone  lines  were  disabled  was  considered.  Mr. 
Gray  stated  that  when  there  was  trouble  on  all  the  railroad 
telephone  lines,  it  was  possible  for  station  agents  by  means  of 
properly  located  cut-out  switches  to  sectionalize  the  telephone 
line  and  get  into  communication  with  some  other  agent  who 
in  all  probability  would  be  able  to  get  the  dispatcher  on  a 
long-distance  telephone. 

F.  D.  Xorviel  outlined  the  essential  requirements  of  a 
train  dispatching  system.  These  comprise  simple  and  brief 
rules  and  a  well-made  timetable.  With  these  two  require- 
ments fulfilled  the  government  of  trains  will  be  found  more 
simple.  Tn  his  estimation  there  is  no  department  that  needs 
standardization  and  uniform  methods  more  than  train  dis- 
patching, and  there  seemed  to  be  no  reason  why  train  dis- 
patching methods  could  not  be  standardized.  In  closing  Mr. 
Norviel  emphasized  the  great  need  for  thorough  organization 
in  the  train  operating  department  and  assurance  of  the 
execution  of  orders.  With  this  last  and  greatest  require- 
ment fulfilled  a  large  number  of  the  delays  and  dangers 
sometimes  incident  to  high-speed  interurban  operation  dis- 
appear. 

In  relation  to  standardization,  Mr.  Spring  stated  that  the 
books  of  rules  adopted  by  the  American  Street  and  Interurban 
Railway  Association  and  the  Street  Railway  Association  of 
the  State  of  Xew  York  were  formulated  more  especially  by 
and  for  representatives  of  city  railways,  and  therefore  are  not 
wholly  applicable  to  interurban  operating  conditions  in  the 
middle  west.  On  motion  of  Mr.  Spring  the  association  in- 
structed the  chair  to  appoint  a  committee  of  five  to  report 
to  the  association  recommending  a  set  of  rules  for  the  "Opera- 
tion of  Trains."  This  is  understood  to  mean  not  only  rules  for 
the  conduct  of  employes  connected  with  the  operation  of 
trains  but  also  recommendations  for  a  uniform  method  of 
train  operation.  The  committee  later  appointed  comprises 
P.    D.    Carpenter,    general    manager   Western    Ohio    Railway 

any.  chairman;   C.  X.  Wilcoxon,  general  manager  Cl< 
land   Southwestern    k   Columbus   Railway   Company;    F.   J.   J. 
Sloat,   general    manager  Cincinnati    Xorthern    Traction   Com- 
C    D    ijnmons,  general  manager  Fort  Wayne  &  Wabash 


Valley  Traction   Company;    C.   A.   Baldwin,   superintendent   of 
transportation  Indiana  L'nion  Traction  Company. 

Mr.  M.  C.  Stern,  General  Systems  Company,  Dayton,  O., 
read   a   paper   on   "Train   Dispatching   by    Modern    Methi 
(This  paper  appears  in  this  issue  on  page  684.) 

The  association  then  adjourned  for  lunch  and  to  inspect 
an  exhibit  of  the  Telegraph  Signal  Company,  Rochester,  X.  Y. 
This  demonstration  of  an  entirely  new  method  for  controlling 
train  movements  and  signals  was  in  charge  of  Chauncy  P 
Button. 

This  very  ingenious  mechanism  for  attachment  to  tele- 
phone or  telegraph  systems,  when  installed  at  each  station, 
automatically  closes  the  circuit  in  from  15  to  20  seconds  after 
a  telegraph  operator  has  allowed  his  key  to  remain  open; 
it  enables  the  dispatcher  to  quickly  clear  the  wire  of  a 
"ground"  at  any  station  when  an  operator  along  the  line  has 
carelessly  failed  to  remove  the  ground  plug  from  switch- 
board; it  enables  the  dispatcher  to  sound  an  alarm  bell  at 
any  office  or  in  the  living  apartments  of  any  operator  along 
the  line  and  it  also  enables  him  to  throw  any  semaphore  signal 
on  his  district  from  a  position  of  clear  to  danger  in  a  period 
of  from  25  seconds  to  two  minutes,  the  operation  for  each 
station  taking  two  seconds  longer  than  the  one  preceding  it. 
When  the  dispatcher  has  thrown  the  semaphore  from  clear 
to  danger,  there  is  automatically  repeated  to  the  dispatcher 
the  number  of  signal  that  has  been  thus  controlled. 

If  the  dispatcher  is  in  doubt  as  to  whether  an  operator 
has  thrown  his  semaphore  signal  to  danger,  he  can  quickly 
ascertain  in  less  than  two  minutes  by  operating  the  device. 
He  will  receive  an  answer  from  that  particular  station,  the 
same  as  though  he  had  operated  the  semaphore  signal  him- 
self. Then  if  the  operator  has  failed  to  throw  the  signal  the 
dispatcher,  of  course,  by  using  the  device,  will  throw  the 
signal  to  danger. 

Another  marked  feature  is  that  by  using  this  device. 
bridging  the  keys  and  also  bridging  the  ground  wires,  it  abso- 
lutely makes  it  impossible  for  an  operator,  who  is  so  inclined, 
to  interfere  with  the  calling  of  an  operator  by  an  alarm  bell 
or  in  placing  a  signal  at  danger,  at  any  station,  as  the  only 
method  of  interruption  would  be  by  cutting  the  wire. 

This  device  works  as  successfully  on  telephone  as  tele- 
graph lines,  and  when  applied  to  a  telephone  circuit,  permits 
a  train  dispatcher  to  throw  any  semaphore  signal  on  his  dis- 
patching district  to  a  stop  position  in  a  few  seconds'  time, 
the  first  signal  operating  in  five  seconds,  the  second  in  seven, 
and  so  on.     The  device  was  invented  by  S.  R.  Wright. 

The  first  paper  of  the  afternoon  session  was  read  by 
S.  R.  Dunbar,  purchasing  agent  Indiana  Union  Traction  Com- 
pany, Anderson,  Ind.,  and  will  be  found  in  this  issue  on 
page  682. 

There  followed  a  general  discussion  on  storekeeping  with 
special  regard  to  the  handling  of  "scrap"  accounts  and  main- 
taining the  stores  within  predetermined  maximum  and  mini- 
mum   limits. 

W.  H.  Evans,  chairman  of  the  "Standardization  Commit- 
tee," read  his  report  as  follows: 

Report  of   Standardization    Committee. 

Your  committee  appointed  to  investigate  the  subject  and 
recommend  standards  for  adoption  of  this  association,  as 
they  apply  to  traction  railroads,  held  meetings  at  Indianapolis 
on  April  25,  26  and  27.  and  investigated  the  subject  of  stand- 
ards, principally  on  the  line  of  the  recommendations  which 
were  made  by  our  association  in  convention  assembled  at 
Ft.  Wayne  on  September  27,  1906,  and  with  particular  refer- 
ence to  the  following  subjects:  Brakesboes,  axles,  journals 
and  journal  boxes,  tread  and  flange  of  wheels  and  rails  for 
street  and  interurban  railways. 

After    carefully    considering    the    various    subjects,    your 

i j  ittee  would  deem  it  advisable  to  make  a  partial  report 
;i i  this  time,  in  order  that  this  can  come  before  the  associa- 
tion   lor  consideration   at   this  meeting. 

In  the  discussion  of  the  advisability  of  standards  it  was 
evident  that  it  would  not  be  possible  to  arrive  at  any  happy 
medium   between   the   various   types   and  classes  of  material 
now   iii   UBe  by   the  different  traction  companies  servinu 
purpose  for  which  we  desire  to  adopt  standards,  but  rath 


676 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  Xo.  21. 


would  be  necessary  to  arbitrarily  select  a  standard  and  deter- 
mine the  dimensions  which  we  consider  advisable  tor  these 
different  parts.  Any  slight  variation  in  the  dimensions  would 
necessarily  interfere  with  the  interchangeability  of  the  parts 
and  prevent,  to  a  large  extent,  the  object  to  be  accomplished 
by  standardization,  that  is,  the  selection  of  material  and 
parts  which  would  be  of  the  same  pattern  and  dimensions 
and  common  to  the  different  roads  forming  this  association. 

Brakeshoes. 

It  was  decided   to  recommend  the  use  of  a  brake  head 
and  shoe  similar  to  the  one  which  is  now   standard  on   the 


capacity  motors  reducing  the  variety  of  axles  to  four  sizes, 
as  indicated  bv  the  axle  journals,  3%  by  7,  4%  by  8,  5  by  9 
and  5V2  by  10. 

The  various  dimensions  as  given  on  these  axles  were  the 
subject  of  considerable  discussion  by  your  committee,  and 
while  these  dimensions  very  nearly  approach  those  of  axles 
already  in  service  on  the  various  types  of  motor  trucks,  it  is 
the  opinion  of  your  committee  that  these  dimensions  can  be 
faithfully  followed  to  advantage  in  remodeling  or  rebuilding 
trucks  already  in  service  and  to  cover  all  future  orders  for 
equipment. 

We  would  particularly  recommend  the  advisability  of  re- 


Standardization     Committee     Report — Controlling     Dimensions     for    Pedestals   and    Pedestal   Jaws. 


steam  railroads,  but  adapted  to  a  wheel  tread  three  inches 
wide  and  consequently  the  shoe  will  be  2%  inches  wide,  as 
shown  in  the  attached  drawings.  (See  illustrations.)  Your 
committee  is  decidedly  in  favor  of  the  shoe  without  the  flange 
where  it  is  possible  to  use  these  shoes  with  trucks  which 
permit  the  use  of  brakebeams,  since,  in  our  opinion,  much 
greater  economy  can  be  effected  with  the  use  of  this  type 
of  shoe  than  with  the  flange  shoe,  and  it  is  necessary  to  scrap 
a  considerably  smaller  portion  of  the  shoe.  This  shoe  can 
also  be  reversed  on  the  same  wheel  and  requires  but  one 
pattern  for  all  types  of  trucks,  and  can  also  be  used,  should 
occasion  require,  on  wheels  with  the  steam  railroad  standard 
width  of  tread. 

However,    we    consider    it    advisable    to    include    in    our 


during  the  journals  to  these  standards,  and  also  consider  it 
very  desirable  to  inaugurate  a  standard  for  gear  fits  and 
also  for  motor  axle  bearings,  and  while  it  may  be  necessary 
to  vary  from  the  dimensions,  as  recommended,  for  some 
particular  style  of  motors  or  trucks,  if  these  particular  dimen- 
sions referred  to  above  are  adhered  to,  a  decided  benefit  will 
be  obtained. 

Journal  Boxes. 

In  connection  with  the  axles  already  recommended  we 
recommend  the  adoption  of  journal  boxes  which  conform  in 
detail  to  the  dimensions  commonly  used  with  axles  with  jour- 
nals of  the  dimensions  as  recommended  and  which  have  be- 
come standard  on  the  various  equipments  on  the  steam  roads. 


-i$- 


f- 


Sec  ton  of  Sfandard  Tread  and  flange  ror 
Ctfy  ant/ Inferur&ar?  Whee-fs 


Sechcn  of  Sforiddra'  70  /6  T-fPai/offhe 
American  <Soc/efy  of  Ciwf  £yrgineerv. 
Znferurban  JL/nes 


/Fecf/on  of  Sfandard '  P- '9/ '/6  l^rrai/  for  C/ft/  L/nes 
Standardization     Committee     Report — Recommended     Wheel    Tread   and    Flange    and    Standard     Rails    for    Street    and     Interurban     Use. 


recommendations  a  flange  shoe  which  fits  the  same  brakehead 
and  can  be  used  where  desired  in  place  of  the  shoe  above 
recommended. 

Your  committee  makes  no  recommendations  as  to  the 
attachment  of  brakehead  to  the  brakebeam,  as  this  portion  of 
the  head  will  necessarily  take  the  form  of  the  various  types 
of  beams  to  which  it  is  to  be  attached. 

We  would,  however,  recommend  that  with  3-inch  tread 
wheels  the  center-to-center  of  brakeheads  on  the  same  beam 
shall  measure  59%  inches.  . 

The  attached  drawings,  covering  the  brakeheads  and 
brakeshoes,  are  respectfully  submitted.     (See  illustrations.) 

Axles,  Journals  and  Journal   Boxes. 

We  would  respectfully  submit  the  attached  drawings, 
covering    axles    for   the     various    weight    cars    and     different 


The  dimensions  of  these  various  parts  of  journal  boxes,  jour- 
nal bearings  and  bearing  keys  are  generally  familiar,  and 
your  committee  has  not  considered  it  advisable  at  this  time 
to  prepare  detail  drawings  covering  the  dimensions  of  these 
parts.  However,  we  desire  to  call  particular  attention  to  the 
dimensions  of  the  boxes  where  they  fit  the  pedestal  jaws,  as 
it  is  principally  in  this  particular  that  the  motor  journal  box 
differs  from  that  commonly  used  in  other  trucks.  We,  there- 
fore, submit  the  drawings  attached,  showing  the  dimensions 
where  the  journal  boxes  for  the  different  axles  fit  the  pedestal 
jaws.  It  will  be  noted  that  the  dimensions  of  the  boxes  at  the 
pedestal  jaws  are  the  same  for  the  journal.  Z%  by  7  inches,  as 
for  the  iVi  by  8  inches,  as  it  is  found  that  this  can  very 
readily  be  accomplished,  and  it  would,  no  doubt,  be  an  ad- 
vantage, as  it  frequently  occurs  that  it  is  desirable  to  put  in 
a  4%  by  f>  inch  axle  in  place  of  one  3%  by  7.     These. dimen- 


May  25,  1907. 


ELECTRIC    RAILWAY    REVIEW 


r.77 


sions  for  the  5  by  9  and  5'/£  by  10  inch  journal  boxes  are 
what  have  usually  been  the  practice  on  trucks  where  these 
axles  have  already  been  used. 

Tread  and  Flange  of  Wheels. 

We  would  respectfully  submit  herewith  a  drawing  of  the 
tread  and  flange  of  wheels  of  dimensions  which  conform   to 


Rails  for  Street   and    Interurban    Railways. 

We  would  recommend  the  adoption  as  standard  of  what 
is  known  as  the  T-section  rail  for  both  city  and  interurban 
work. 

For  city  tracks  we  would  recommend  what  is  known  as 
the  7-inch  T-rail  section.  91  pounds  to  the  yard,  as  shown  in 


Standardization  Committee   Report — Recommended   Brakeshoes,   Key   and    Center-to-Center   Dimensions. 


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Standardization     Committee     Report — Axles     Recommended     for    Various   Loadings. 


recommendations  made  a1   Ft.  Wayne  on  September  27,   1906.  the  attached  drawings,    This  section  of. rail  and  others  very 

In  the  opinion  of  the  committee  this  tread  and  Bange  can  be  similar  to  ii  have  been  used  successfully  on  man]  of  the  large 

d   equally   well   on   city   and   Interurban    tracks,   and   was  systems  in  the  country,  and  in  our  opinion  can  well  be  adopted 

selected  after  a  careful  Investigation  of  the  types  of  wheels  as  standard. 

-.  man;  of  the  largest  traction  companies  in  the  country.  For  interurban   tracks  we  would,  recommend  the  Ameri 


678 


ELECTRIC    RAILWAY     REVIEW 


Vol.  XVII,  No.  21. 


can  Society  of  Civil  Engineers' 
standard  section,  70  pounds  to 
the  yard,  as  shown  in  the  at- 
tached drawing.  This  rail  is 
commonly  used  on  interurban 
lines  in  the  territory  covered  by 
our  association,  and  so  far  as  we 
have  any  information  it  has 
given  very  good  satisfaction  and 
appears  to  be  of  sufficient 
weight  to  amply  take  care  of 
the  interurban  traction  car  re- 
quirements. 

Respectfully  submitted:  W. 
H.  Evans  (chairman),  R.  C.  Tay- 
lor, Fred  Heckler,  M.  E.  Baxter, 
W.  A.  Gibbs. 

In  introducing  the  report 
Mr.  Evans  explained  that  several 
subcommittees  with  chairmen 
had  been  appointed  to  handle 
the  various  phases  of  the  work, 
as  follows:  Standardization  of 
height  of  drawbar  and  coupler, 
R.  C.  Taylor,  superintendent  of 
motive  power  Indiana  Union 
Traction  Company;  standardiza- 
tion of  trolley  base,  wheel  and 
parts.  M.  E.  Baxter,  electrical 
engineer  and  master  mechanic 
Western  Ohio  Railway  Company; 
standardization  of  classification 
lights  and  signals,  W.  A.  Gibbs, 
general  manager  Indiana  Colum- 
bus &  Eastern  Traction  Com- 
pany; standardization  of  founda- 
tion brake  rigging  and  parts, 
Fred  Heckler,  superintendent  of 
motive  power  and  cars  Lake 
Shore  Electric  Railway  Com- 
pany; standardization  of  elec- 
trical equipment.  R.  C.  Taylor, 
superintendent  of  motive  power 
Indiana  Union  Traction  Com- 
pany. 

It  was  decided  not  to  adopt 
at  this  meeting  the  report  of  the 
'Standardization  Committee," 
but  to  distribute  copies  in 
printed  form  and  thoroughly  dis- 
cuss the  subject  at  the  next 
meeting. 

Messrs.  McAdam  and  Woods 
of  the  Indiana  railroad  commis- 
sion spoke  regarding  the  rela- 
tions between  the  state  and  the 
interurban  railways.  It  was  cited 
that  whenever  the  freight  earn- 
ings of  a  road  become  more  than 
33  per  cent  of  that  road's  total 
earnings,  then  the  board  of  rail- 
road commissioners  has  jurisdic- 
tion over  its  operations.  This 
commission  has  ready  for  im- 
mediate distribution  on  request 
a  late  and  accurate  map  of  the 
railroads  and  interurban  lines 
in  Indiana. 

On  account  of  the  lateness 
of  the  hour  it  was  decided  to 
postpone  hearing  the  report  of 
the  committee  on  "Express  Con- 
tracts" until  the  next  meeting 
of  the  association,  after  the  sum- 
mer recess,  at  Columbus  in  Sep- 
tember. 


Present     Equipment 

Peckhkm  Truck 


Proposed  Equipment 

Brill  Truck 


Present  Equipment 
Brill  p?-C     Truck 


Proposed     Equjpmen  t 
Brill  '£?&  Truck 


Proposed-     Equipment 
8rill&~F-I    Truck 


Presemt  Equipment  Proposed  Equipment 

Dupont  Truck  Dupont  Truck 

Standardizing   Brakeshoes — Present  and   Proposed   Equipment  with  Standard    Shoes. 


May  25,  1907. 


ELECTRIC    RAILWAY    REVIEW 


679 


STANDARDIZING    BRAKESHOES. 


The  report  of  the  standardization  committee  of  the  Cen- 
tral Electric  Railway  Association,  which  was  presented  before 
the  meeting  at  Indianapolis  on  May  23,  recommended  the 
adoption  of  a  standard  brakeshoe  for  all  equipments.     It  was 


Traction'  &  Terminal  Company,  has  considered  for  the  use 
of  this  company's  equipment,  new  attachment  details  for  the 
various  types  of  shoes  now  used  in  Indianapolis.  Reference 
to  the  accompanying  illustrations  will  aid  in  the  explanation 
of  how  it  has  been  found  feasible  to  adopt  a  standard  shoe, 
thus  dispensing  with  10  different  patterns  for  brakeheads  and 


Standardizing    Brakeshoes — Present    Shoe    and    Head    at    the    Left,     with   Flanged   Shoe   and   Attachment   Conforming   to   Recommended 

Practice  at  the  Right. 


proposed  to  use  a  brakehead  and  shoe  similar  to  those  now 
standard  for  steam  railroads.  As  the  wheel  tread  also  recom- 
mended was  3  inches  wide,  the  shoe  would  be  designed  2% 
inches  wide  and  in  detail,  as  shown  in  the  illustrations  ac- 
companying the  report  presented  elsewhere  in  this  issue. 
While  the  committee  recommended  the  use  of  a  shoe  without 
flange  it   also  included   in   its   report   a  recommended   design 


replacing  these  by  one  which  would  be  designed  to  hold  the 
recommended  standard  shoe.  It  also  should  be  noted  that 
this  shoe  is  interchangeable  with  the  type  adopted  by  the 
Master  Car  Builders'  Association  and  now  universally  used 
on  steam  railway  equipments,  the  attachment  features  of  these 
being  the  same.  The  illustration  presented  on  the  opposite 
page,     and     which     was     reproduced      from     a      line     draw- 


standardizing    Brakeshoes — Present    Practice   Shown    at   the    Right,  with  Flanged  Shoe  and  Attachment  Conforming  to  Recommendation 

at    the    Left. 


of  shoe  with  (lunge  for  use  on  trucks  without  brakebeams. 
There  wus  no  recommendation  made  as  lo  the  attachment 
of  the  brakehead  to  the  brukebeam.  since,  necessarily,  this  por- 
tion of  the  head  must  take  the  form  of  the  various  types  of 
beams  which  will  support  it.  The  committee,  however,  did 
recommend  that  with  the  3  inch  tread  wheels  the  center-to- 
center  distance  between  brakeheads  on  the  same  beam  should 
measure  59 '  i  inches. 

\\\    ii.    Evans,    master    mechanic    of    the     Indianapolis 


ing,  shows  10  combinations  of  brakeshoes  and  heads.  The 
five  combinations  on  the  left-hand  side  of  the  illustration  are 
brakeheads  with  shoes,  each  of  which  requires  both  right 
and  left  handed  patterns,  and  none  of  which  is  interchangeable 
willi  the  others.  It  also  should  be  noted  that  none  of  the  shoes 
on   the  left-hand  side  of  the  illustration  is  reversible 

The  five  combinations  shown  on  the  right-hand  side  of 
the  illustration  include  various  brakeheads,  each  carrying  a 
shoe    of    the    recommended    standard    dimensions.      Thus    at- 


680 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  Xo.  21. 


tached  these  brakeshoes  are  both  reversible  and  interchange- 
able. The  various  heads  are  designed  so  that  when  attach- 
ing no  changes  need  be  made  in  the  present  beam  arrange- 
ment and  yet  very  desirable  features  of  interchangeability 
and  reversibility  are  provided. 

It  is  well  known  that  the  present  design  of  shoe,  such 
as  used  on  many  interurban  roads,  can  only  be  worn  to  about 
half  its  original  weight,  so  that  50  per  cent  of  the  metal 
purchased  must  be  sold  as  scrap.  This  undesirable  feature 
has  been  well  taken  care  of  in  the  recommended  standard 
shoe,  since  it  so  closely  approaches  the  steam  railroad  practice 


MODERN  TRAIN   DISPATCHING.* 


BY     .1.     K.     GRAY,     TRAINMASTER     WESTERN     OHIO   RAILWAY    COMPANY, 

LIMA,     O. 


Not  until  recently  have  the  managers  of  electric  railways 
given  very  much  attention  to  the  most  important  part  of  train 
operation,  the  dispatching  of  trains.  They  have,  however. 
lately  come  to  realize  that  it  is  just  as  important  to  safely 
dispatch  electric  trains  as  steam  trains.  Both  should  be  oper- 
ated as  nearly  in  the  same  manner  as  conditions  will  permit. 
There  are  still  some  electric  roads  that  operate  without  a 
train  dispatcher,  but  use  the  barn  foreman  or  some  centrally 


Standardizing    Brakeshoes — Present   Shoe    and    Head    Shown    at   the   Right.      Flanged    Shoe    at    the     Left    Conforming    to     Recommended 

Practice. 


and  permits  a  minimum  amount  of  scrap.  Such  a  shoe  weigh- 
ing 20  pounds  when  new  should  wear  to  about  four  or  five 
pounds   for  scrap. 

Much  credit  is  due  to  those  who  have  taken  the  initiative 
and  thus  far  carried  on  the  details  tending  toward  a  standard- 
ization of  electric  railway  rolling  stock. 


Steel    Cars  for   Cement. 


The  United  States  Steel  Corporation  is  ordering  200  all- 
steel  box  cars  for  it's  cement  business  in  the  Pittsburg  and 
Chicago  districts.  The  corporation  made  2,076,000  barrels 
of  its  Universal  Portland  cement  in  1906,  against  1,735.343 
barrels  in  1905.  These  all-steel  box  cars  will  have  sides  of 
steel  plates,  %  inch  thick,  which  will  be  amply  reinforced. 
The  total  weight  will,  it  is  expected,  run  about  3,000  pounds 
less  than  the  weight  of  comparable  wooden  box  cars.  There 
is  not  the  advantage  there  formerly  was  in  owning  private 
cars,  as  concessions  allowed  by  the  railroads  are  very  small. 
The  Steel  corporation  in  this  move  is  actuated  chiefly  by  its 
desire  to  foster  this  new  branch  of  the  steel  car  business  by 
setting  a  good  example.  It  will  be  recalled  that  the  Carnegie 
Steel  Company  was  the  first  to  use  all-steel  hopper  cars,  its 
example  being  followed  by  the  regular  railroads.  At  one 
time  the  company  contemplated,  so  it  was  understood,  the 
erection  of  a  complete  plant  for  the  manufacture  of  steel 
cars,  but  desisted  in  connection  with  the  famous  contract  for 
plates  with  the  Pressed  Steel  Car  Company,  by  which  the 
latter  was  given  plates  on  a  sliding  scale,  based  on  the  ascer- 
tained average  selling  price  of  bessemer  pig  iron. — Industrial 
World. 


located,  trusted  employe,  who  does  this  as  a  kind  of  a  side 
line  along  with  his  regular  duties.  This  system  seems  to  work 
very  well  where  trains  run  slowly.  When  a  train  arrives  at  a 
given  meeting  point,  in  most  cases  the  motorman  calls  up 
the  barn  or  shops  and  says  to  the  acting  dispatcher.  "This 
is  Brown  at  Siding  Xo.  4;  Jones  is  not  in  sight";  the  acting 
dispatcher  will  say,  "Jones  left  Yorkville  15  minutes  late: 
stay  there  until  he  comes,"  which  they  do.  making  a  collision 
impossible;  or  if  the  telephone  is  not  in  working  order  the 
crew  just  sits  down  and  waits  for  the  opposing  train. 

The  modern  dispatching  system  is  handled  by  a  trust- 
worthy man,  preferably  taken  from  the  train  service,  where 
he  has  been  for  a  period  of  time  long  enough  to  acquaint 
himself  with  every  inch  of  the  property,  and  to  be  thoroughly 
competent  to  hold  a  position  where  safety  to  both  passengers 
and  property  must  be  assured  regardless  of  cost  and  the 
speedy  operation  of  trains,  at  the  same  time  giving  all  possible 
dispatch  with  safety. 

The  dispatcher's  office  should  be  in  a  large,  well  ventilated 
room  with  plenty  of  light,  and  the  door  locked  to  all,  for  the 
presence  of  any  person  in  the  dispatcher's  office  is  liable  to 
distract  his  attention  and  cause  him  to  make  a  mistake. 

His  office  should  be  centrally  located  as  nearly  as  possible 
so  he  can  communicate  with  the  trainmen  distinctly,  directing 
the  movement  of  trains  in  addition  to  the  movements  pro- 
vided for  in  the  rules  and  timecard. 

When  the  printed  timetables,  showing  the  meeting  and 
passing  points,  and  the  time  of  all  scheduled  trains,  and  the 
rules  directing  how  these  trains  are  to  proceed  with  relations 
to  each  other,  are  studied  by  all  concerned,  thoroughly  under- 
stood by  all,  and  faithfully  observed,  collisions  will  not  occur. 

There  should  be  a  good  desk  set  where  the  telephone  line 
is  on  the  same  poles  on  which  the  high-tension  transmission 
line  is  carried,   for  it  has  happened  that  a  live  high-tension 

♦Read  before  the  Central  Electric  Railway  Association.  Indian- 
apolis, on  May  23. 


May  25.  1907. 


ELECTRIC    RAILWAY    REVIEW 


68] 


wire  has  fallen  on  the  telephone  line  and  had  no  bad  effect 
whatever  on  a  desk  set;  where  the  telephone  line  is  on  a 
separate  line  of  poles,  a  cordless  telephone  board,  equipped 
with  2-way  cams  and  numbered  drops,  will  give  excellent  serv- 
ice, but  a  live  high-voltage  wire  falling  on  a  line  connected 
with  this  box  will  render  the  same  unfit  for  service  at  once. 
A  regular  train  sheet  must  be  kept,  and  all  train  move- 
ments recorded,  just  as  soon  as  any  train  reports  or  is  re- 
ported, and  when  one  dispatcher  relieves  another  all  orders 


THE    WESTERN    OHIO    RAILWAY    CO.— TRAIN    ORDER. 

Order  No 

To  Motorman   ami   Conductor.  Date 

No Motor at    Siding 

1   Meet    No Motor at    Siding 

_•  Meet    X.i Motor at    Siding 

:i  Meet    No Motor s..at    Siding 


.".  Report  at  Siding 

6  Proceed  to  Siding against  No and  report. 

7  No of  this  date  is  annulled  between and 

8  X.. will   run  ahead  of  No to 

9  Run  as Section  No from to 

10  Will  run  Extra  from to and  return  to 

Complete   at M  Despatches 

Form    of   Train    Order.    Western    Ohio    Railway. 

must  be  written  on  the  prescribed  form  and  placed  in  a  con- 
spicuous place  so  there  will  be  no  misunderstanding. 

There  should  be  three  dispatchers  daily,  each  working  an 
S-hour  trick,  to  produce  good  results. 

In  order  to  obtain  good  results  from  trainmen  the;  are 
first  required  to  pass  the  examinations  specified  by  the  com- 
pany, which  include  eye,  ear  and  physical,  stripped;  if  they 
qualify  they  are  given  a  rule  book  and  timecard  with  instruc- 


double  check.  The  train  order  is  In  n  placed  in  a  clip  fastened 
on  the  window  sash  directly  in  front  of  the  motorman : 
conductor  places  his  copy  in  a  clip  in  the  rear  end  provided 
for  him;  thus  both  orders  are  in  plain  sight  until  fulfilled, 
superseded  or  annulled.  We  prefer  the  motorman.  but  permit 
either  the  motorman  or  conductor  to  receive  orders  from  the 
dispatcher,  for  the  purpose  of  causing  the  least  possible  delay; 
our  telephone  booths  are  located  at  the  switchpoint  of  sidings 
so  that  when  the  conductor  opens  the  switch  to  allow  his  train 
to  take  siding  he  is  right  at  the  telephone  booth,  while  the 
motorman  is  on  the  car  probably  100  feet  from  the  booth;  thus 
by  having  the  conductor  report  and  receive  the  train  order  \\.- 
save  a  delay  of  possibly  two  or  three  minutes.  In  towns  or 
cities  the  motorman  invariably  takes  the  orders,  as  the  con- 
ductor is  busy  at  the  rear  platform  while  at  stations. 

The  telephone  is  used  altogether  for  train  dispatching  on 
our  road  and  excellent  service  is  obtained;  80  miles  con 
of  two  No.  9  galvanized  iron  wires  carried  on  cross-arms  in 
the  usual  manner,  on  the  same  poles  underneath  the  high- 
tension  transmission  lines  and  transposed  every  10  poles  to 
prevent  interference  from  parallel  power  and  feeder  lines; 
'■'/I  miles  consists  of  two  No.  12  copper  lines,  constructed  the 
same  as  the  iron  line  with  the  exception  of  the  transposing, 
which  is  lolling  every  10  poles. 

On  this  line  all  the  dispatching  and  commercial  conversa- 
tions are  carried,  keeping  the  line  very  busy  at  times:  but 
if  proper  attention  is  given  to  the  telephones  and  telephone 
line,  good  results  will  be  obtained.  There  are  28  telephones 
on  the  line  at  all  times  and  38  telephones  located  in  telephone 
booths  that  have  cut-out  switches.  By  connections,  using  just 
the  ordinary  1-way  switch,  the  dispatcher  can  communicate 
with  Dayton,  a  distance  of  60  miles:  also  with  Toledo  city 
limits,  a  distance  of  94  miles;  also  with  New  Haven.  Ind..  a 
distance  of  72  miles:  also  with  Springfield,  a  distance  of  7" 
miles. 

This   road   is   divided   into   three   divisions,    viz.,   Findlay- 


Train     Dispatching,    Western    Ohio    Railway. — Telephone    Booth    at 

Siding. 


*"*^J 

Wi   fisn 

4 

1 
I. 

■ 

i 

r      '  \ 

Train    Dispatching.    Western   Ohio    Railway — Dispatcher's   Office. 


tions  to  study  carefully;  the  student  is  then  placed  on  a  train 
with  a  competent  man  who  teaches  him  everything  possible 
pertaining  to  his  division.  After  the  new  recruit  has  learned 
a  division,  he  is  called  to  the  office  and  examined  thoroughly, 
especially  on  train  orders;  after  he  has  learned  all  the  divi- 
sions he  is  again  subjected  to  an  examination.  If  he  under- 
stands the  rules  and  train  orders  thoroughly  he  is  then  per- 
mitted to  operate  a  train  with  an  old  trainman,  either  motor- 
man  or  conductor,  as  the  case  may  be. 

To  obtain  orders  from  the  dispatcher,  on  the  road  I  repre- 
sent, the  motorman  or  the  conductor,  as  the  case  may  be, 
Into  a  telephone  booth  3  by  3  by  8  feet  with- a  window 
In  >ach  side  IS  by  21  inches,  giving  one  short  ring,  which 
calls  the  dispatcher,  giving  his  train  number  and  siding  num- 
ber to  the  dispatcher,  who  gives  such  orders  as  are  necessary; 
the  conductor  or  motorman,  as  the  case  may  be,  repeats  the 
order  as  it  is  given  and  writes  the  same  on  the  prescribed 
form,  making  two  copies  by  the  use  of  carbon  paper.  He 
then  repeats  the  order  back  to  the  dispatcher,  who  checks 
it  from  the  original  order  just  given  and  if  the  same  is  correct 
the  dispatcher  will  complete  the  same  by  giving  the  time  and 
his  initials.  The  motorman  retains  one  order  and  gives  the 
other  to  the  conductor,  who  reads  the  order  over  to  the  motor- 
man  before  the  train   is  allowed  to  proceed,  thus  causing  a 


Celina  division,  a  distance  of  68  miles,  operating  7S  passenger 
trains  and  8  freight  trains;  the  Wapak-Piqua  division,  a 
distance  of  32  miles,  operating  50  passenger  trains  and  4 
freight  trains:  and  the  St.  Marys-Minster  division,  a  distance 
of  12  miles,  operating  24  passenger  trains  and  4  freight 
trains.  Besides  the  above  trains  we  operate  a  line  car  and 
work  train  daily  except  Sunday. 


A  novel  feature  in  tunnel  design  devised  by  Charles  M. 
Jacobs,  the  chief  engineer  of  the  Pennsylvania  Railroad  tun- 
nels under  the  Hudson  river,  is  found  in  the  screw  piles,  which 
will  be  placed  at  intervals  of  15  feet  throughout  the  length 
of  the  tunnels.  While  the  silt  forming  the  bed  of  the  river 
is  sufficiently  tenacious  to  hold  the  tunnels  in  perfect  align- 
ment during  construction,  ii  was  not  considered  firm  enough 
to  do  so  when  the  tunnels  are  in  use.  To  forestall  this  possi- 
ble danger  screw  piles  will  be  sunk  to  a  solid  foundation,  and 
upon  them  the  tunnel  proper  will  rest.  The  piles  will  be  27 
inches  outside  diameter,  and  the  shell  will  \>r  1  '4  inches  thick 
The  sections  will  be  7  feet  in  length,  and  will  be  bolted  to- 
gether through  internal  flanges.  The  lowest  section  will  be 
cast  with  one  turn  of  a  screw  4  feet  8  inches  in  diameter. — 
Scientific  American. 


682 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  Xo.  21. 


THE    ISSUING    OF    SUPPLIES— HOW    TO    PREVENT 
LEAKS.* 


B.      S.     It.    W  N'fAt.      Pl'RCRASINIi       IGEXT      I X 1  >  I A  N  \      IM.iV     THAI 
c  OMPANV,    ANDERSON,    INI). 


A  railroad,  more  than  any  other  concern,  it  seems  to  me. 
must  trust  a  great  deal  of  valuable  property  to  the  hands 
of  its  employes.  It  places  as  many  safeguards  as  possible 
about  the  handling  of  its  cash  and  its  cars,  but  is  everything 
done  which  could  be  dene  to  insure  a  proper  use.  as  well  as 
a    proper  issuing,   of  its   material? 

The  cash  is  the  heaviest  problem,  of  course.  What  we 
do  not  ger  might  pay  for  an  accident  or  two.  with  a  little 
material  thrown  in.  but  what  fails  to  reach  the  treasury  has 
to  accomplish  its  disappearance  before  the  eyes  of  at  least  a 
few  people.  When  a  car  is  put  on  the  road  with  its  load  of 
humanity  or  freight,  a  great  deal  of  property  and  life  is 
entrusted  to  the  crew  and  the  dispatcher.  They  cannot  dis- 
appear with  it.  but  they  can  cause  great  loss.  Unlike  either 
of  the  foregoing,  material  can  disappear  and  no  one  know 
where. 

Preventing    Leaks    After    Issuance. 

The  possibilities  of  loss  do  not  stop  with  the  issue  of 
supplies  from  the  storeroom,  by  any  means,  and  if  the  title 
of  this  paper  does  not  limit  me  to  consideration  of  leaks 
before  and  at  issuance  I  might  suggest  that  one  of  the  biggest 
problems  is  the  care  of  material,  tools  and  supplies  after  they 
leave  the  storeroom.  The  only  ways  to  prevent  leaks  and 
waste  after  supplies  are  issued  require  continual  vigilance 
on  the  part  of  the  heads  of  departments  and  a  policy  of  hold- 
ing each  employe  strictly  and  individually  responsible  for  all 
company  property  which  may  come  into  his  hands. 

Nowadays  the  concern  which  does  not  know  just  what 
its  product  should  and  does  cost  will  not  live  to  bother  its 
competitors  long.  In  order  that  the  cost  may  be  known,  some- 
one must  know  just  how  much  material  and.  time  are  neces- 
sarv  to  accomplish  the  work  in  hand.  We  know  that  a  rail- 
road, with  many  of  its  workers  away  from  any  possibility  of 
strict  supervision,  is  up  against  difficulties  which  are  hard- 
some  of  them  impossible — to  overcome,  but  a  system  of  re- 
ports can  be  devised  which  will  prevent  excessive  waste  or 
loss. 

Railroads  generally  supply  most  of  the  inhabitants  in 
their  territory  with  a  complete  set  of  tools  before  construc- 
tion is  over,  but  afterward  1  believe  that  absolutely  no  tool 
should  be  issued  until  the  old  one  has  been  turned  in,  or 
additional  tools  are  shown  to  be  necessary. 

As  has  been  implied,  there  are.  in  my  opinion,  fewer 
difficulties  in  the  way  of  properly  issuing  supplies  than  there 
are  in  the  wav  of  a  proper  use  and  care  of  them.  There  is 
an  impersonality  about  a  railroad  which  has  its  effect  upon 
all  who  are  employed  by  it:  what  loyalty  there  is  more  often 
is  felt  toward  the  head  of  a  department,  rather  than  toward 
the  company  itself.  As  the  storeroom  is  concerned  with  all 
the  departments,  this  -impersonality"  has  less  effect,  and. 
partly  for  that  reason,  the  storeroom  can  be  dealt  with  more 
strictly  and  exactly.  The  proper  use  and  care  of  supplies 
will,  I  believe,  always  be  more  or  less  of  an  unsolved  problem, 
but  to  mv  mind  that  is  not  the  case  with  a  storeroom.  Leaks 
in  the  issuing  of  supplies  can  be  prevented.  The  problem 
is  solved  bv  merely  having  a  good  system  and  sticking  to 
that  svstem.  It  is  possible  to  do  both,  but,  necessarily,  as 
in  all  kinds  of  work,  good  tools  (in  this  case  a  good  system) 
should  be  in  good  hands.  Good  men  are  needed  in  the  store- 
room just  as  much  as  on  any  other  part  of  the  road.  In 
fact  I  would  rather  have  enough  good— that  is,  accurate  and 
careful— men  and  a  poor  system,  than  cheap  help  and  a  good 

svstem. 

The   Storeroom. 

The  storeroom  serves  two  purposes,  that  is.  the  holding 
of  material  in  stock  for  use  as  needed  and  serving  as  a 
suspense  account,  so  that  charges  are  not  made  to  the  operat- 
ing and  other  accounts  until  the  material  is  actually  used. 
Both  are  important,  equally  so  as  far  as  the  storekeeper  is 
concerned,  although  the  auditor  and  the  master  mechanic  may 
not  agree  as  to  which  is  the  more  important.  I  shall  prob- 
ably be  unable  to  keep  the  stock  and  the  accounting  entirely 
separate  because  what  affects  the  one  affects  the  other,  but 
that  there  are  two  objects  to  be  served  should,  nevertheless, 
be  borne  in  mind.  And  as  the  subject  is  partly  "How  to 
Prevent  Leaks,"  I  shall  not  try  to  describe  the  leaks,  but 
possibilities  of  one  or  more  leaks  will  be  found  lurking  some- 
where near  each  suggestion  that  follows. 

The  starting  points— the  very  foundation  of  our  system, 
and  without  which  there  can  be  no  system  at  all,  but  every- 

•Paper   read   before    the   Central   Ele.tric   Railway  Association, 
;ananolis.   fold.,    on  May   23,    1907. 


thing  left  wide  open  for  all  kinds  of  leaks — should  be  a 
locked  storeroom  with  big  "Keep  Out"  signs  over  the  inside 
gates,  and  well  understood  rules  to  the  effect  that  nothing 
can  be  obtained  from  the  storeroom  without  proper  written 
authorization.  The  material  and  supplies  in  the  storeroom 
represent  cash  to  the  company,  are  handled  as  cash  in  the 
accounting,  and  should  be  safeguarded  the  same  as  cash. 

Requisitions. 

To  go  with  a  locked  storeroom  must  be  rules  that  only 
someone  of  the  storeroom  force  can  give  or  take  out  material. 
The  storekeeper  cannot  be  held  responsible  unless  he  can 
prevent  supplies  from  being  stolen,  or  from  being  improperly 
issued  or  taken  out. 

The  written  authorization  to  obtain  supplies  should  be 
on  a  specified  form,  generally  known  as  a  requisition,  num- 
bered if  possible.  As  the  requisition  serves  as  the  basis  for 
the  charges  to  the  different  accounts,  as  well  as  the  authority 
on  which  the  supplies  are  issued,  the  auditor  should  be  at 
least  concerned  in  getting  up  the  form  and  in  the  instructions 
to  be  given  in  regard  to  its  use. 

The  requisition  is  the  cornerstone  of  any  storeroom  sys- 
tem. After  the  material  has  been  issued  on  it.  it  takes  the 
place  of  the  material,  so  far  as  the  accounts  go,  and  must  be 
treated  as  carefully  as  a  voucher  for  a  cash  payment  would  be. 
If  lost,  or  if  misappropriated  by  the  guardian  of  some  source 
of  expense  because  his  accounts  have  been  running  high,  no 
charge  can  be  properly  made,  and  the  storeroom  will  be 
"short."     It  is  important,  therefore,  that  requisitions  not  only 


ORIGINAL 


Indiana  Union  Traction  Company. 

PURCHASING  DEPARTMENT. 

Anderson.  Ind., 


_f.  o.  b. 


Ship  items  as  shown,  by 

upon  conditions  named  below,  to 

Mail  Invoice  In  duplicate  lor  each  shipment  to  General  Offices.  Andersen.  Ind. 
Render  Monthly  Statement  of  Account  promptly  on  first  of  each  month 
iV.-itirely  no  allowance  for  Boainc  or  Cartage. 

NOTE'     Shipment  on  this  order  will  be  considered  as  an  acceptance 
'.    tbereol  open  the  conditions  slated  herein. 


Prepay  all  Freight  Charges. 

PLEASE  ACKNOWLEDGE  ORDER  BV  RETURN  MAIL. 


Mtkw  Intan 

ot  lattices. 
Snipping  leno's 
mil  Pictifes. 

—  ».  5350 


INDIANA  UNION  TRACTION  COMPANY. 


•reaper      leHU      WiuiK      Lite:     v*ii"« 

Indianapolis,   fold.,   on  May   :".   1907. 


Triplicate    Order    Blank    (Original   8   by   9    Inches). 

be  kept  in  a  safe  place,  protected  from  fire  if  possible,  until 
charges  and  stock  records  have  been  made  from  them,  but 
that  no  one  outside  the  storekeeper  and  his  stock  or  charge 
clerks  should  have  access  to  them.  One  lost,  mislaid  or  mis- 
appropriated requisition  does  not  mean  much,  perhaps,  but  a 
few  of  them  for  big  charges  would  make  a  large  shortage 
at  the  next  inventory,  which  would  have  to  be  charged  against 
profit  and  loss. 

The  storekeeper  must  of  course  issue  material  whenever 
a  properly  signed  requisition  is  presented.  He  cannot  have 
any  discretion  in  the  matter  except  as  between  proper  and 
improper  requisitions.  He  should,  therefore,  receive  definite 
instructions  as  to  what  and  whose  requisitions  to  honor  at 
the  same  time  that  heads  of  departments  are  instructed  as  to 
how  requisitions  should  be  made  and  signed.  There  are  many 
possibilities  for  leaks,  or  an  improper  issuing  of  material,  if 
requisitions  are  allowed  to  be  made  without  being  approved, 
or  at  least  being  seen,  by  the  heads  of  the  different  depart- 
ments. 

The  requisition  should  contain  columns  in  which  to  enter 
the  prices  of  the  articles  named  and  the  accounts  to  which 
charges  are  to  be  made,  as  well  as  space  for  date,  quantity 
of  the  article  on  hand,  quantity  required,  quantity  delivered, 
description  and  purpose  for  which  intended. 

A  good  system  does  not  stop  with  the  locked  storeroom 
and  the  requisition.  The  more  complete  the  system  the  fewer 
chances  there  are  for  leaks.  The  requirements  of  the  auditing 
department  and  the  necessities  which  exist  for  keeping  an 
ample  stock  of  all  supplies  on  hand  at  all  times,  as  well  as 
the  amount  of  money  the  management  is  willing  to  allow  for 


May  25.  1907 


ELECTRIC    RAILWAY    REVIEW 


running  the  storeroom,  determine  the  details  of  the  system  to 
be  maintained.  One  of  the  first  details  to  he  affected  by  the 
considerations  referred  to  is  the  stock  record.  This  should 
be  kept,  preferably,  on  cards,  arranged  in  the  manner  usual 
to  a  card  index,  or  in  loose-leaf  ledgers,  the  sheets  being  large 
enough  and  arranged  to  accommodate  several  items  of  the 
same  class. 

On  the  stock  record  should  be  shown,  by  dates  and  in  as 
much  detail  as  desired,  the  quantities  issued  and  received, 
as  they  are  issued  and  received,  and  deductions  and  additions 
made  from  day  to  day.  so  that  the  amount  of  a  given  article 
on  hand  may  be  ascertained  at  a  glance.  I  shall  refer  to 
this  feature  again. 

Leaks  from  an  incomplete  or  ill-kept  stock  record  may 
not  show  up  very  big  until  an  inventory  is  taken,  or  there  is 
a  fire,  when  someone  is  likely  to  inquire,  "What's  the  matter 
with  the  storeroom?''  In  case  of  fire  a  complete  stock  record, 
if  intact  from  having  been  properly  protected,  would  enable 
the  company  to  show  clearly  to  the  insurance  adjusters  just 
what  its  loss  had  been.  That  is,  it  could  show  just  what  had 
been  in  the  storeroom  when  the  fire  occurred,  and,  after  de- 
ducting the  value  of  the  mess  that  is  left,  the  difference,  or 
the  loss,  could  not  be  questioned.  It  would  be  difficult  to  say 
what  the  saving  might  be  in  such  a  case. 

An  incomplete  stock  record,  as  well  as  incompetent  men 
on  the  floor,  means  leaks  in  other  directions,  that  is,  outside 
of  the  storeroom.  I  refer  to  "low  stock."  One  side  of  the 
leaks  from  low  stock  is  the  expense  of  express,  telephones 
and  telegrams,  and  the  time  of  the  purchasing  agent  consumed 
in  getting  material  in  a  hurry:  the  other  side  is  the  expense, 
trouble  and  inconvenience  of  waiting  for  material,  or  of  mak- 
ing something  else  do,  or  of  running  risks  with  the  equipment. 
I  venture  to  assert  that  if  the  condition  of  "low  stock"  could 
have  been  avoided  on  almost  any  road  in  Ohio  or  Indiana 
during  say  the  past  year,  a  good  extra  stock  record  clerk 
would  have  been  a  minor  expense. 

The  expense  of  maintaining  a  storeroom  is  borne  for  the 
purpose  of  keeping  material  and  supplies  on  hand  at  all 
times,  and  the  end  in  view  is,  therefore,  partially  defeated 
if  there  are  frequent  or  even  infrequent  cases  of  "low  stock." 
So.  I  claim,  a  complete  stock  record  is  necessary,  because  it 
is  unfair  to  presume  that  the  floorman  can  always  remember 
when  to  report  that  a  certain  item,  out  of  perhaps  several 
thousand,  is  running  low.  There  may  be  several  men  wait- 
ing with  requisitions  to  be  filled,  or  there  may  be  any  one  of 
several  circumstances  to  distract  his  mind  and  cause  his 
failure  to  notice  that  the  supply  of  a  certain  article  should 
be  replenished.  Then,  again,  he  may  think  there  is  ample 
stock,  whereas  it  may  take  weeks  or  even  months  to  re- 
plenish. 

Replenishing   Stock. 

The  stock  record  clerk  should  have  before  him  on  each 
of  his  cards,  or  sheets,  the  minimum  amount  of  stock  it  is 
safe  to  carry;  that  is,  the  point  at  which  the  supply  should 
be  replenished,  which  should  be  determined  by  the  time  it 
takes  to  get  delivery  and  the  relative  importance  of  the  mate- 
rial in  question.  Only  in  this  way  can  items  be  ordered  in 
ample  time.  No  one's  memory  is  trusted.  In  making  his 
entries,  the  stock  clerk  can  easily  get  into  the  habit  of  refer- 
ring to  his  "minimum."  and  the  importance  of  showing  the 
amount  on  hand  after  each  entry,  in  order  that  the  minimum 
may  be  recognized  when  it  is  reached  can  readily  be  seen. 

To  prevent,  so  far  as  possible,  any  item  so  important 
as  "low  stock"  being  overlooked,  a  printed  form  called,  say, 
"Memorandum  of  Stock  Required."  of  an  individual  shape, 
should  be  used.  In  this  way  such  items  will  not  escape  at- 
tention as  they  might  if  miscellaneous  slips  of  paper  were 
used.  These  forms  should  be  used  both  by  the  stock  clerk 
and  by  the  man  issuing  the  material.  Two  chances  of  catch- 
ing low  stock,  therefore,  are  at  hand;  that  is,  from  the  records 
and  from  the  stock  itself,  and  it  will  frequently  happen  that 
the  stock  clerk  and  the  floorman  will  make  out  slips  on  the 
same  items  at  the  same  time. 

Perpetual   Inventory. 

Ih'  complete  stock  record  may  be  made  to  serve  still 
another  purpose,  namely,  that  of  the  "perpetual  inventory." 
The  annual  inventory,  with  its  attendant  expense  and  con- 
fusion, is  a  nightmare  to  all  concerned.  Errors  will  creep 
in  during  a  year's  transactions,  so  that  besides  the  actual 
work  of  an  inventory,  which  may  have  to  be  made  by  a  force 
already  overcrowded,  a  difference  will  probably  be  found  to 
exist  between  the  actual  value  of  the  stock  on  hand  and  the 
book  value,  which  means  affecting  an  adjustment  unwelcome 
to  someone  or  everyone. 

The  "perpetual  inventory,"  as  I  understand  the  term,  is 
a  stock  record  so  exact  that  it  coincides  strictly  with  the 
actual  quantities  of  material  on  hand  each  day,  and  is,  in 
fact,  a  complete  inventory.  The  perpetual  inventory  is 
strongly   advocated    by   a    large   number   of   accountants,   and 


an  approach  to  it  is  in  vogue  in  numbers  of  establishm- 
I  would  not  recommend,  however,  the  theoreticallv  perfect 
perpetual  inventory,  as  it  is  expensive,  bur  a  near  approach 
to  it  is  practicable,  and  a  complete  count  will  be  necessarv 
only  once  in  several  years.  With  this  system  frequent  counts 
are  made  of  the  different  items  as  new  stock  is  ordered,  and 
these  counts  compared  with  the  records.  Where  a  discrepancv 
is  found  to  exist,  an  apportionment  of  the  charge  or  credit 
can  be  made  to  the  accounts  affected,  after  possible  causes 
for  the  error  have  been  investigated.  In  order  to  help  locate 
the  errors,  and  serve  as  an  additional  check,  some  systems 
go  so  far  as  to  provide  a  card,  kept  in  a  rack  at  each  bin,  on 
which  the  store  man  enters  the  quantity,  date  and  requisition 
number  each  time  material  is  removed.  This  really  makes 
two  stock  records. 

Where  these  frequent  counts  are  made,  more  time  is  re- 
quired from  day  to  day.  but  leaks  and  errors  are  discovered 
and  adjusted  more  readily,  and  the  extra  clerical  expense 
is  distributed  over  the  entire  year,  instead  of  at  the  time  of 
the  annual  inventory.  Besides,  possible  thefts  are  more 
easily  detected. 

Price   Records. 

Intimately  concerned  with  the  stock  record  are  the 
methods  of  checking-in  material,  entering  bills,  and  other- 
wise handling  the  storeroom  accounts  so  as  to  prevent  leaks. 
In  this  era  of  advancing  prices  it  is  particularly  important 
that  the  price  record  should  be  kept  always  up  to  date,  what- 
ever system,  or  lack  of  system,  is  pursued.  This  includes  the 
prompt  entering  of  bills  as  they  are  passed.  Otherwise  the 
charges  may  be  distributed  to  the  various  accounts  at  im- 
proper prices,  and  the  store's  account  be  the  loser  or  the 
gainer,  as  the  case  may  be — an  undesirable  situation. 

Checking  Materials. 

Material  should  be  checked-in  when  it  is  received,  and 
not  after  the  hill  comes  in.  This  applies  to  all  departments,  as 
well  as  to  the  storeroom.  If  there  is  no  record  from  which  to 
approve  bills,  then  they  have  to  be  approved  from  someone's 
memory,  or  by  guess;  either  way  furnishing  chances  for 
error.  In  order  to  approve  bills  properly  the  department  for 
which  the  material  is  ordered,  say  the  storeroom,  should 
have  knowledge  in  advance  of  the  receipt  of  material,  as  to 
just  what  is  to  be  expected,  and  from  whom  it  is  to  come: 
and  blanks  should  be  provided  for  recording  exactly  what 
comes  in.  The  most  serviceable  form  for  this  purpose  is  a 
triplicate  of  the  order  placed  by  the  purchasing  department. 
It  serves  as  a  notice  of  the  placing  of  the  order,  and  can  be 
arranged  for  recording  the  dates  and  quantities  of  material 
received  on  the  order.  If  the  record  and  the  bills  do  not 
agree,  there  is  a  fair  claim  against  or  in  favor  of  the  shipper. 
A  permanent  record  of  material  received  at  the  storeroom 
each  day  is  advisable  for  various  reasons,  which  I  shall  not 
take  the  time  to  go  into  here. 

Distribution. 

A  distinct  phase  of  the  issuing  of  supplies,  and  one  which 
touches  closely  both  parts  of  the  title  of  this  paper,  is  the 
distribution  of  supplies  from  headquarters  to  the  various 
points  on  the  road  at  which  they  are  required.  There  are 
more  opportunities  for  loss  here,  it  seems  to  me,  than  in  any 
other  one  direction.  There  are,  of  course,  practically  only 
two  means  of  distribution,  the  regular  freight  and  passenger 
cars,  or  the  supply  car.  If  there  are  any  objections  to  the 
supply  car,  someone  else  can  urge  them  probably  better  than 
I.  so.  as  the  subject  is  "How  to  Prevent  Leaks."  I  say  take 
the  deadhead  stuff  off  the  regular  service,  so  far  as  possible, 
and  put  it  on  a  supply  car,  unless  the  freight  business  is  very 
light  and  the  road  be  altogether  too  short  in  mileage. 

It  might  be  shown  by  investigation  that  a  supply  car 
would  not  be  so  much  of  an  expense  as  an  actual  saving. 
Xo  matter  how  much  care  is  taken,  or  how  many  rules  there 
may  be.  it  seems  to  be  almost  impossible  to  have  deadhead 
material  handled  with  as  much  attention  as  it  should  be. 
Supplies  are  lost  and  never  found;  there  are  unavoidable  de- 
lays in  delivery;  the  freights  must  take  time  out  to  make 
special  side  trips  to  the  company's  property:  and.  frequently. 
cars  are  so  crowded  that  a  choice  has  to  be  made  as  to 
whether  to  leave  paid  freight  or  deadhead  stuff.  One  is  as 
bad  as  the  other,  or  a  good  deal  worse,  to  readjust  the  Irish- 
man's remark.  Company  shipments  should  be  billed  out  the 
same  as  any  other  freight.  This  takes  time  on  the  part  of 
the  freight  department  force,  and  time  is  valuable  there  as 
well  as  at  the  storeroom,  where  the  billing,  tagging,  boxiim 
ill  have  to  be  carefully  attended  to.  The  boxing,  wrap- 
ping, etc.,  are  necessary  on  account  of  transfers,  rough  han- 
dling and  misappropriations.  So  much  for  a  few  of  the  ob- 
jections to  the  regular  service. 

The  supply  car  can  be  loaded  at  or  in  the  storeroom, 
and  much  time  be  saved  that  department  from  that  clrcum- 


684 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  21. 


stance,  as  well  as  others.  The  regular  trips  of  the  ear  can 
be  utilized  by  the  mechanical,  roadway  and  electrical  depart- 
ments for  the  delivery  of  all  kinds  of  supplies  and  material 
belonging  to  each,  and,  many  times,  a  special  trip  of  some 
work  car  could  be  saved.  Especially  valuable  would  be  the 
return  trips  of  the  supply  car,  bringing  into  headquarters 
shipments  which  now  burden  the  freights  or  make  necessary 
the  use  of  a  separate  car.  Valuable  scrap,  for  instance,  and 
from  which  there  are  many  leaks,  could  be  better  taken  care 
of  and  classified.  Last,  and  most  important,  supplies  would 
be  promptly,  properly  and  surely  delivered. 

Briefly,  in  closing,  I  would  recommend  for  the  issuing  of 
supplies,  properly  and  with  as  few  leaks  as  possible,  a  locked 
storeroom,  governed  by  strict  rules  as  to  the  taking  out  of 
material;  a  well-considered  system;  enough  good  men  to  carry 
out  the  system  completely;  facilities  for  the  men  to  handle 
their  work  without  confusion,  that  is,  an  adequate  storeroom, 
both  as  to  size  and  arrangement;  the  distribution  of  supplies 
through  the  medium  of  a  supply  car;  and  the  inculcation  in 
the  minds  of  everyone  on  the  road  of  a  wholesome  respect 
for  the  storeroom  and  for  company  property. 


TRAIN     DISPATCHING     BY     MODERN     METHODS. 


BY    M.    (.     BTERN,    GENERAL     MANAGER     GENERAL     SYSTEMS     COMPANY, 
DAYTON,    O. 


Train  dispatching.  I  contend,  by  proper  methods,  is  as 
important  as  the  very  rails  over  which  your  cars  are  run,  and 
the  more  thorough  that  system  may  be,  which  must  be  freed 
from  unnecessary  red  tape,  the  better  the  service,  the  greater 
the  results.  Since  double-tracking  is  an  expensive  luxury,  the 
dispatching  of  trains  on  single  tracks  should  certainly  be  so 
well  designed  as  to  protect  life  and  property,  also  to  improve 
time  schedule,  for  the  greater  number  of  trips  a  car  can 
make  daily,  the  greater  the  earning  power  it  assumes. 

The  peopte  are  not  unjust  when  they  demand  safe  travel, 
and  there  is  not  a  single  railway  official,  to  my  mind,  who 
aims  to  refuse  that  demand,  for  all  books  of  rules  contain 
severe  and  pointed  instructions  regarding  the  safety  of 
passengers  and  the  protection  of  property. 

Still  further,  when  we  consider  the  fact  that  as  carriers 
of  passengers,  the  greatest  of  responsibility  rests  upon  the 
officials,  since  all  are  desirous  of  reaching  safely  the  point 
of  destination,  and  consequently  expect  every  precaution  to  be 
exercised,  beyond  the  question  of  doubt.  Man  is  not  infallible, 
and  methods  should  be  adopted  not  only  to  improve  condi- 
tions, but  also  to  prevent  errors,  thus  increasing  the  re- 
sponsibility that  rests  upon  the  shoulders  of  those  con- 
nected with  the  operation  of  trains,  from  the  dispatcher  to  the 
crew. 

Responsibility  should  be  imposed  upon  all  men,  for  the 
man  so  held  will  develop  his  mental  powers  to  their  proper 
capacity,  thereby  making  him  more  reliable,  hence  more 
valuable;  at  the  same  time  it  improves  him  morally,  it 
teaches  him  to  abstain  from  drink,  from  excessive  habits  that 
would  tend  to  weaken  the  mind  and  sight,  and  by  their 
development  physically  betters  him  in  power,  -strength  and 
purpose. 

Now  what  constitutes  the  fundamental  basis  of  a  perfect 
dispatching  system?  First,  I  would  say  responsibility,  as  ex- 
plained; second,  elimination  of  verbal  messages;  third,  con- 
venient and  frequent  means  for  receiving  messages;  fourth, 
proper  erection,  correct  installation  and  maintenance  of  sig- 
nals, telephones  and  records;  and,  fifth,  judicious  economy. 

In  train  dispatching,  wherever  the  verbal  message  method 
is  in  vogue,  there  exist  these  possible  means  of  escaping  re- 
sponsibility, or  shifting  of  blame.  Verbal  messages  are  entirely 
void  of  any  security,  are  lacking  in  product  of  search.  It  is 
an  easy  matter  to  shift  blame  from  one  to  another,  when 
no  evidence  can  be  brought  forward  to  substantiate  either 
one  way  or  the  other.  And  written  messages,  singly  or  in 
duplicate  only,  are  likewise  failing  in  their  respective  com- 
pleteness, since  it  surely  would  be  an  easy  matter  to  destroy 
such  orders,  thereby  darkening  the  search  for  the  party  re- 
sponsible or  the  cause,  and  that  course  would  be  followed,  I 
dare  say,  in  99  cases  out  of  100,  should  an  accident  occur,  or 
there  may  be  any  possibility  of  a  reprimand. 

The  triplicate  secret  method  is  a  step  forward  and  I 
suggest  the  issuance  of  three  distinct  copies  on  the  auto- 
graphic dispatching  registers,  which  may  be  placed  in  booths, 
on  cars,  or  wherever  messages  are  received.  These  machines 
produce  three  full  copies  of  each  train  order — one  for  the 
conductor,  one  for  the  motorman  and  the  third  to  be  retained 
in  a  private  receptacle  under  lock  and  key  for  auditing  and 
checking  by  the  proper  official  of  the  road. 

♦Paper  read  before  the  Central  Electric  Railway  Association, 
Indianapolis,   Ind..   on  May   23,   1907. 


The  dispatcher,  having  a  machine  at  his  desk,  records  in 
duplicate  each  message  that  he  issues.  One  is  discharged 
from  the  machine,  the  other  retained  in  a  locked  receptacle. 
The  conductor  writes  the  order  as  he  receives  it,  repeating  it 
to  obtain  dispatcher's  "complete."  signs  his  name  to  the 
order,  declaring  thereby  his  full  understanding  thereof.  A 
like  course  may  be  followed  by  the  motorman  reading  and 
repeating  the  message,  signing  his  name  with  like  declara- 
tion of  that  of  the  conductor.  Thus  we  have  the  signatures 
of  the  dispatcher,  conductor  and  motorman,  stamping  indelibly 
upon  their  memories  the  responsibility  that  rests  upon  them. 
I  want  to  impress  upon  you  the  fact  that  so  much  depends 
upon  these  orders  that  the  utmost  care  must  necessarily  be 
taken  so  that  they  may  be  absolutely  correct. 

For  obtaining  orders  at  booths  the  conductor  as  a  rule 
should  call  the  dispatcher,  who  in  turn  will  give  such  orders 
as  are  necessary,  whereupon  the  conductor  should  write  the 
same  plainly,  without  any  abbreviation  ( this  is  quite  im- 
portant), on  the  dispatching  register,  reading  and  repeating 
them,  and  possibly  the  motorman  should  also  read  and  re- 
peat. At  stations  the  agent  should  call  the  dispatcher  upon 
approach  of  car,  to  ascertain  if  any  orders  are  to  be  given. 
If  so,  the  conductor  is  signaled,  or  the  order  may  be  taken  by 
the  agent,  read  and  repeated  to  the  dispatcher  for  his  O.  K., 
signed  in  a  space  provided,  given  to  conductor  upon  his  read- 
ing, repeated  and  signed,  both  original  and  duplicate — one  for 
himself  and  the  other  for  the  motorman — taking  a  signature 
from  the  motorman  on  his,  the   conductor's,  copy. 

If  portable  telephones  are  carried  on  cars,  jack  boxes  are 
installed  at  proper  points  or  turn-outs,  switches,  etc.  In  such 
cases  the  motorman  usually  calls  the  dispatcher,  giving  neces- 
sary information  as  to  car  number,  time,  etc.;  while  the  dis- 
patcher gives  the  order,  both  the  motorman  and  himself 
write  it  as  given  over  the  register.  The  message  is  read  and 
completed,  then  reread  and  repeated  by  the  conductor. 

The  motorman's  copy  should  be  placed  on  a  clip  directly 
in  front  of  him,  serving  thus  as  a  notice  and  a  most  excellent 
reminder.  The  third  or  secret  copy  is  beyond  reach,  but 
ready  for  momentary  inspection.  This  operation  does  not 
occupy  unnecessary  time,  it  works  with  clock-like  precision 
and  the  men  readily  become  accustomed  to  its  operation. 

The  triplicate  form  of  train  orders  provides  great  security, 
and  the  retaining  of  the  third  copy,  securely  locked,  where  it 
cannot  be  tampered  with,  gives  an  additional  element  of  pre- 
caution and  tends  to  increase  the  factor  of  safety. 

The  dispatcher's  office  should  be  entirely  separate  from 
all  other  offices.  The  switchboard  that  I  find  very  highly 
recommended  is  of  the  cordless  type,  since  the  desk  is  entirely 
clear  for  the  dispatcher's  sheets.  As  the  telephone  provides 
immediate  and  direct  communication,  it  is  far  prefarable 
to  the  telegraph.  The  lines  may  be  single  or  duplicate,  the 
latter  preferable.  The  rules  regarding  the  use  of  telephones 
should  be  clear,  limiting  it.  on  the  dispatch  lines,  to  strictly 
dispatching  business. 

The  standard  steam  road  train-sheets  seem  exceedingly 
well  adapted  for  the  interurban  work.  The  train  order  form 
should  be  so  arranged  as  to  avoid  unnecessary  rewriting  and 
so  worded  as  to  be  clearly  understood  by  all.  Avoid  all  ab- 
breviations. 

It  may  be  regarded  as  well,  in  the  use  of  triplicate  copies, 
to  have  a  white  sheet  for  the  motorman,  a  yellow  sheet  for 
the  conductor,  while  the  record  copy  should  be  white  to  assure 
clear  carbon  work. 

The  question  of  booths  is  solved  in  the  octagonal  shape 
covered  with  corrugated  iron,  with  a  peaked  roof.  This  booth 
should  be  securely  anchored  by  lag  bolts  into  posts  driven  into 
the  earth.     Furthermore,  they  should  be  well  lighted. 

Let  your  telephones  be  of  the  best  type,  fastened  to  the 
wall  of  the  booth,  while  on  a  shelf  place  the  dispatching 
register  in  a  position  to  take  orders  with  perfect  ease.  Let 
not  the  first  cost  of  installation  play  any  too  important  part, 
for  once  installed  the  best  always  produces  results. 


The  reason  that  single  lamps  are  preferable  to  electroliers 
for  the  dome  of  a  car  is  that  they  distribute  the  light  better 
and  have  not  the  disadvantage  of  electroliers  of  bringing  into 
a  small  space  wires  of  different  potentials.  This  feature  of 
electrolier  wiring  can  hardly  be  avoided;  often  the  highest 
potential  light  and  the  lowest  will  be  in  the  same  cluster  and 
if  anything  goes  wrong,  the  entire  circuit  is  affected.  The 
same  potential  enters  and  leaves  sngle  lamps  and  the  wiring 
for  the  circuit  is  safer  and  better  in  every  particular.  Speci- 
fications frequently  call  for  the  lamps  to  be  placed  under  the 
ventilator  rails,  or  elsewhere  in  a  vertical  position.  Before 
the  use  of  anchored  filaments  in  lamps  the  vertical  position 
lengthened  the  life  of  the  lamps,  but  as  all  car  lamps  now 
have  anchored  filaments  no  advantage  is  gained;  in  fact, 
lamps  on  lower  ventilator  rails  should  be  placed  horizontally 
to  be  out  of  the  way  of  hand-rail  straps  and  signal  cords. — 
Brill's  Magazine. 


May  25,  1907. 


ELECTRIC    RAILWAY    REVIEW 


685 


CONVENTION     OF    THE     SOUTHWESTERN     ELECTRICAL 
AND  GAS  ASSOCIATION. 

The  third  annual  convention  of  the  Southwestern  Elec- 
trical and  Gas  Association  was  held  at  the  Menger  hotel,  San 
Antonio.  Tex.,  on  May  14.  15  and  16.  In  point  of  attendance, 
work  and  exhibits  the  convention  was  the  most  successful 
ever  held  by  the  association.  The  first  session  was  opened  at 
10:30  a.  m.  on  Tuesday,  May  14,  by  an  address  of  welcome 
by  Reagan  Houston.  This  was  followed  by  the  election  of  new 
members  and  the  address  of  the  president.  H.  S.  Cooper,  gen- 
eral manager  of  the  Galveston  Electric  Company. 

H.  M.  Moore  then  read  a  paper  on  "Education  of  Legis- 
lators with  Reference  to  Public  Service  Corporations."  The 
paper  pointed  out  the  necessity  for  keeping  the  good-will  of 
the  people  who  elect  the  legislators  by  giving  the  best  possi- 
ble service  and  the  advantage  of  having  exact  figures  and 
facts  ready  for  presentation  as  arguments,  especially  such 
figures  as  records  of  payments  for  taxes,  licenses  and  other 
public  expenditures.  Mr.  Moore  suggested  the  appointment 
of  a  committee  on  "Statistics"  to  obtain  figures  and  informa- 
tion from  the  various  companies  to  be  compiled  at  certain 
intervals  for  circulation.  The  "Question  Box"  was  next  taken 
up  and  various  subjects  relating  to  street  railway,  electric  and 
gas  plants  were  discussed.  At  the  afternoon  session  a  paper 
on  "Labor-Saving  Tools  and  Devices  for  Central  Stations  and 
Car  Barns"  was  read  by  V.  W.  Berry.  Mr.  Berry  discussed 
a  number  of  labor-saving  devices  with  the  uses  to  which  they 
may  be  put  and  advocated  their  installation  as  a  matter  of 
economy.  This  was  followed  by  another  "Question  Box"  dis- 
cussion. 

The  Wednesday  morning  session  was  devoted  to  papers. 
David  Daly,  manager  of  the  Houston  Electric  Company,  was 
to  have  presented  a  paper  on  "The  Best  Car  for  Urban  Use," 
but  as  he  was  suddenly  called  to  Boston  on  business  the 
paper  was  not  written.  Arthur  C.  Scott,  professor  of  electrical 
engineering  at  the  University  of  Texas,  read  a  paper  on  "The 
Value  of  Scientific  Tests  to  Public  Service  Corporations," 
pointing  out  the  rapid  advances  made  in  the  field  of  public 
utilities  by  the  application  of  scientific  discoveries  to  practical 
engineering  knowledge,  and  the  value  of  research  laboratories 
and  scientific  tests.  He  called  attention  to  the  meagerness 
of  the  facilities  for  obtaining  reliable  tests  at  the  disposal 
of  American  engineers  as  compared  with  those  obtainable 
abroad  and  after  discussing  what  has  been  done  in  that  direc- 
tion in  this  country  advocated  a  greater  interest  in  and  co- 
operation with  the  technical  schools  on  the  part  of  public 
corporations.  F.  C.  Randall  read  a  paper  on  "The  Getting  Up 
and  Trying  Out  of  Forms."  He  discussed  the  requisites  of 
a  good  blank  form  for  the  purpose  of  securing  or  imparting 
information,  with  suggestions  as  to  the  systematic  methods 
of  getting  up  such  a  form.  The  afternoon  session  was  occu- 
pied by  "Question  Box"  discussions.  The  evening  was  devoted 
to  the  "Rejuvenation  of  the  Sons  of  Jove." 

The  entire  Thursday  morning  session  was  given  over  to 
the  supply  men  and  was  deemed  such  a  success,  both  by  the 
association  and  by  the  supply  interests,  that  the  latter  have 
requested  that  it  be  made  a  permanent  institution.  At  the 
afternoon  session  a  paper  on  "The  Application  of  Gas  to 
Mechanical  and  Industrial  Uses,"  by  an  official  of  the  San 
Antonio  Gas  &  Electric  Company,  was  presented.  This  was 
followed  by  a  discussion  on  the  remaining  sections  of  the 
"Question  Box,"  reports  of  committees,  reports  of  the  secre- 
tary and  treasurer,  and  the  election  of  officers.  The  new 
officers  chosen  were  as  follows: 

President — H.  T.  Edgar,  vice-president  and  manager 
Northern   Texas  Traction   Company,   Ft.   Worth. 

First  Vice-President—  VV.  B.  Tuttle,  manager  San  Antonio 
Traction   Company,  San   Antonio. 

Second  Vice-President— .1.  P.  Crerar,  president  and  gen- 
eral manager  Ix.-nison-Sherman  Interurban  Railway,  Denl- 
son. 


Third  Vice-President— J.  F.  Strickland,  president  Dallas 
Securities  Company,  Dallas. 

The  office  of  secretary  was  filled  by  re-electing  the  pres- 
ent incumbent,  R.  B.  Stichter,  of  the  Dallas  Securities  Com 
pany,    Dallas;    and   the   office   of   treasurer   was    filled    h 
electing  for  the  third  time  A.  E.  Judge,  president  and  gen 
manager  of  the  Tyler  Electric  Light  &  Power  Company,  Tyler. 

An  especial  feature  of  the  convention  was  the  excellence, 
both  in  matter  and  manner,  of  the  "Question  Box,"  edited  1>\ 
Samuel  Kahn,  resident  engineer  of  the  San  Antonio  Traction 
Company,  which  was  found  of  the  greatest  interest  in  the 
convention  and  aroused  very  thorough  discussions. 

For  the  diversion  of  the  guests  the  San  Antonio  Traction 
Company  on  Wednesday  evening  gave  an  excursion  to  various 
points  of  interest  and  an  entertainment  at  Electric  Park, 
which  was  followed  by  a  Mexican  supper  tendered  by  the 
San  Antonio  Gas  &  Electric  Company. 


ELECTRIC    TRUNK     LINE    OPERATION. 


At  a  meeting  of  the  American  Institute  of  Electrical 
Engineers,  held  on  May  21,  Frank  J.  Sprague  presented  a 
paper  entitled  "Some  Facts  and  Problems  Bearing  on  Electric 
Trunk  Line  Operation."  The  paper  treated  the  subject  at 
great  length,  covering  90  printed  pages,  and  necessarily  only 
a  brief  abstract  can  be  given  Jiere. 

The  author  started  out  by  a  quotation  of  E.  H.  Harriman, 
to  the  effect  that  the  development  of  railway  systems  was 
dependent  upon  the  use  of  electricity,  and  said  that  the 
keynote  of  all  prophecies  for  the  future  was  the  word  "capac- 
ity." This  he  interpreted  to  mean  economy  in  its  highest 
sense,  that  is,  saving  in  passenger  and  ton  mile  operation, 
reduced  train  crews,  higher  operating  schedules,  better  dis- 
tributed service,  less  dead  time  on  sidings,  less  interruptions 
to  schedule  and  greater  freedom  from  accidents.  He  referred 
to  the  fact  that  15  years  ago  he  had  expressed  a  fervent 
hope  for  a  "single-circuit  alternating-current  motor,"  and  stated 
that  his  attitude  on  the  broad  question  of  trunk  line  operation 
is  the  same  now  as  it  had  been  consistently  since  that  time. 

In  reference  to  the  general  problem  of  electrification,  the 
author  believes  that  the  financial  question  is  ever  the  domi- 
nant one,  and  in  reference  to  the  matter  of  equipment  he 
expressed  his  dissent  with  views  which  had  been  presented 
at  a  recent  meeting  of  the  New  York  Railroad  Club,  in  which 
it  was  stated  that  the  general  question  of  the  adoption  of 
electricity  should  be  determined  by  a  railroad  quite  inde- 
pendently of  any  details,  and  that  systems,  equipment  and 
methods  of  operation  could  then  be  safely  determined.  He 
did  not  believe  that  a  change  of  motive  power  could  safely 
be  determined  except  after  the  presentation  of  a  compre- 
hensive report  and  a  general  plan  of  equipment  and  operation 
based  upon  an  investigation  of  previous  practice  and  an 
analysis  of  important  features  and  details.  He  then  sum- 
marized certain  conclusions  which  he  believed  would  bear 
the  test  of  time,  as  follows: 

1.  Of  the  two  broad  lines  on  which  electrification  can 
be  considered,  if  increased  economy,  that  is,  reduction  of 
operative  expenses  by  replacing  the  steam  locomotive  by 
an  electric  one,  with  concentration  of  prime  power  and  per- 
haps the  use  of  water  power,  be  deemed  the  dominant  reason 
for  change  of  motive  power,  then  every  wheel  in  an  elec- 
trified division  should  be  turned  electrically;  and  the  savings 
effected  should  pay  not  only  a  fair  rate  of  depreciation  of 
the  total  equipment,  but  a  satisfactory  rate  of  interest  on 
the  new  capital  expended,  in  fact  a  better  rate  than  if  spent 
in  some  other  way. 

2.  Increase  of  capacity,  both  in  locomotive  haulage,  sched- 
ule speeds,  motor  car  trains  and  terminal  facilities,  of  a 
character  Impossible  to  steam  service — all  resulting  in  aug- 
mented traffic,  and  increased  use  and  capacity  of  the  dead 
part  of  the  systems,  the  tracks  and  roadbed — will  ordinarily 
be  the  more  potent  influence  in  leading  to  the  adoption  of 
electric  operation,  and  will  often  warrant  heavy  capital  ex- 
pendltures. 

3.  Every    large   road   is   a    problem    which    must   be   con- 


686 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  Xo.  21. 


sidered  financially  and  technically  on  its  own  merits,  and  in 
most  features  other  than  those  which  without  effort  can  be 
harmonized  its  decision  will  be  of  little  practical  concern 
to  other  roads. 

4.  The  adoption  of  electricity  will  ordinarily  begin  with 
those  diyisions  where  traffic  is  comparatively  dense,  and  once 
adopted  the  territory  over  which  it  can  be  extended  will 
naturally    increase. 

5.  Terminal  properties  in  great  cities,  underground  and 
tunnel  sections,  and  heavy  mountain  sections  where  duplica- 
tion of  tracks  because  of  extra  heavy  construction  cost  is 
prohibitive,  offer  an  immediate  field  for  the  serious  considera- 
tion of  electrification. 

6.  There  cannot  now  be  safely  established  any  final  stand- 
ard, or  any  single  system  selected  as  the  only,  or  in  all  cases 
the  best  for  all  roads.  What  is  the  best  for  "one  might  easily 
be  less  advantageous  for  another,  and  there  is  no  valid  reason 
why  any  road  should  adopt  something  fitting  to  a  less  degree 
its  particular  requirements  because  of  the  action  of  some 
foreign  road. 

7.  Extraordinary  advances  have  been  and  are  being- 
made,  and  new  discoveries  are  always  possible.  The  limits 
of  none  of  the  systems  now  in  use  are  clearly  defined,  and 
it  would  seem  both  natural  and  wise  that  the  various  manu- 
facturing, technical  and  inventive  activities  should  pursue 
every  lead  to  its  logical  conclusion — for  the  best  will  be  none 
too  good. 

The  author  then  continued  with  a  running  comment  upon 
vai.ous  phases  of  the  problem,  gave  comparative  facts  as 
developed  up  to  the  present  time  and  illustrated  in  some  de- 
tail features  characteristic  of  three  equipments  which  are 
now  attracting  considerable  attention.  Under  this  head  he 
discussed  motor  equipments,  limitation  of  design,  behavior  of 
conductors,  etc. 

Under  the  head  of  types  of  motors  the  author  considered 
the  four  types  which  are  now  being  exploited,  namely: 
Polyphase  alternating-current  motor  without  commutator  sin- 
gle-phase alternating-current  motor  without  commutator, 
single-phase  alternating-current  motor  with  commutator  and 
direct-current  motor  wth  commutator.  He  believed  that 
the  single-phase  motor  was  at  a  disadvantage  in  comparison 
with  other  types  of  motors  because  it  has  an  intermittent  and 
variable  rate  of  energy  input  and  combines  two  distinct  func- 
tions, those  of  a  motor  and  a  transformer.  He  then  discussed 
at  some  length  the  comparative  weights  of  direct-current 
and  25-cycle  single-phase  alternating-current  motors,  and  con- 
cluded that  a  pair  of  alternating-current  motors  could  handle 
only  about  one-half  the  total  load  of  the  direct-current  motors 
with  all  the  disadvantage  of  higher  armature  speed  and 
smaller  air  gaps.  He  said  that  the  direct-current  motor  offers 
a  most  effective  machine  to  meet  the  conditions  of  railway 
service  because  of  its  high  average  weight  efficiency,  sim- 
plicity of  construction,  ease  of  control,  automatic  response 
in  torque  and  speed  to  varying  grades  of  curvatures  and 
great  sustained  capacity  at  low  speed.  He  referred  then  at 
some  length  to  recent  improvements  in  direct-current  motors 
and  sumamrized  the  differences  between  direct-current  and 
single-phase  alternating-current  motors,   as  follows: 

1.  The  input  of  current  in  one  is  continuous;  in  the 
other  intermittent. 

2.  One  has  a  single  frame,  the  electrical  and  mechanical 
parts  being  integral;  the  other  has  a  laminated  frame  con- 
tained within  an  independent  casing.  Hence  there  is  not 
equal  rigidity,  or  equal  use  of  metal. 

3.  One  has  exposed  and  hence  freely  ventilated  field 
coils;  the  other  has  field  coils  embedded  in  the  field  magnets. 

4.  One  has  a  large  polar  clearance,  and  consequently 
ample  bearing  wear;  the  other  has  an  armature  clearance  of 
about  only  one-third  as  much,  and  hence  limited  bearing  wear. 

5.  One  is  operated  with  a  high  magnetic  flux  and  conse- 
quently high  torque  for  given  armature-conductor  current: 
the  other  has  a  weak  field,  and  consequent  lower  armature 
torque. 

6.  One  has  a  moderate-sized  armature  and  commutator, 
and  runs  at  a  moderate  speed;  the  other,  with  equal  capacity, 
has  a  much  larger  diameter  of  armature  and  commutator,  and 
runs  at  a  much  higher  speed. 

7.  One  permits  of  a  low  gear  reduction,  and  consequently 
a  large  gear  pitch;  the  other  requires  a  higher  gear  reduction 
and  a  weaker  gear  pitch. 

8.  The  windings  of  one  are  subject  to  electrical  strains 
of  one  character;  in  those  of  the  other  the  strains  are  of 
rapidly  variable  and  alternating  character. 

9.  The   mean   torque   of   one   is   the   corresponding  maxi- 


mum;  the  mean  torque  of  the  other  is  only  about  two-thirds 
of  the  maximum. 

10.  The  torque  of  one  is  of  continuous  character;  that 
of  the  other  is  variable  and  pulsating,  and  changes  from  noth- 
ing to  the  maximum  fifty  times  a  second. 

11.  One  has  two  to  four  main  poles  only,  two  paths  only 
in  the  armature,  and  two  fixed  sets  of  brushes;  the  other  has 
8  to  14  poles,  as  many  paths  in  the  armature,  leading 
to  unbalancing,  and  as  many  movable  sets  of  commutator 
brushes. 

12.  One  can  maintain  a  high  torque  for  a  considerable 
time  while  standing  still;  the  other  is  apt  to  burn  out  the 
coils,    which    are    short-circuited    under   the    brushes. 

13.  In  one,  all  armature-coil  connections  are  made  directly 
to  the  commutator;  in  the  other,  on  the  larger  sizes  resist- 
ances are  introduced  between  the  coils  and  every  bar  of  the 
commutator,  some  of  which  are  always  in  circuit,  and  the 
remainder   always   present. 

14.  In  one  the  sustained  capacity  per  given  weight  is 
within  the  reasonable  requirements  of  construction;  in  the 
other  it  is  only  about  half  as  much. 

15.  Finally,  the  gearless  type,  with  armature  and  field 
varying  relatively  to  each  other,  is  available  for  one,  but  this 
construction  is  denied  to  the  other. 

Consideration  was  also  given  in  detail  to  the  matter  of 
electric  braking.  In  connection  with  this  branch  of  the  sub- 
ject he  arrived  at  the  conclusion  that  it  seemed  wise  to  divide 
the  matter  of  braking  between  electric  power  and  air.  The 
paper  then  continued  with  a  description  of  numerous  illus- 
trations which  were  presented  to  the  audience  by  means  of 
a  stereopticon  of  various  types  of  working  conductors.  In 
this  connection  he  called  attention  to  the  erroneous  im- 
pression that  direct-current  systems  are  essentially  and  neces- 
sarily dependent  upon  the  third  rail,  and  that  the  overhead 
trolley  has  been  developed  for  alternating-current  operation 
only.  Description  was  given  at  some  length  of  the  installa- 
tion of  working  conductors  for  the  New  York  Central  Electric 
Zone  and  for  the  electrical  work  of  the  New  York  New  Haven 
&  Hartford  Railroad.  This  was  followed  by  a  general  com- 
parison of  working  conductors  and  a  comparison  of  direct- 
current  potentials  in  overhead  trolley  and  third  rail. 

The  paper  then  took  up  the  matter  of  motor  and  locomo- 
tive construction  and  illustrated  and  described  various  types 
of  electric  locomotives  designed  and  in  use  in  this  country 
and  abroad.  Most  of  this  matter  has  been  previously  pub- 
lished. After  making  a  general  comparison  of  cost  of  direct- 
current  and  single-phase  alternating-current  systems,  the 
author  summed  up  his  position  in  the  statement  that  the 
present  principal  hope  of  usefulness  of  the  single-phase  sys- 
tem is  on  roads  of  considerable  extent  which  operate  an 
irregular  and  sparse  traffic  and  where  only  a  moderately  ex- 
pensive or  second-class  overhead  construction  which  will  keep 
down  the  ratio  of  line  investment  to  that  of  the  balance  of 
equipment  is  tolerable.  In  departing  from  this  condition  and 
adopting  more  permanent  construction  in  connection  with  the 
problems  of  denser  current  and  higher  capacities,  any  ad- 
vantages of  the  single-phase  system  will  disappear  and  the 
superiority  of  direct-current  equipment  become  manifest.  Any 
present  claim  for  it  for  congested  service  demanding  sched- 
ules of  great  capacity  he  believed  not  worth  a  moment's 
thought. 

The  paper  was  discussed  by  \Y.  J.  Wilgus.  vice-president 
New  York  Central;  L.  B.  Stillwell,  consulting  engineer;  W.  J. 
Potter,  railway  department  General  Electric  Company;  C.  F. 
Scott  and  N.  W.  Storer,  Westinghouse  Electric  &  Manufac- 
turing Company;  G.  R.  Henderson,  consulting  engineer;  and 
William   McClellan,  electrical  engineer. 


It  is  interesting  to  note  that  auxiliary  poles  are  being 
used  with  practically  every  type  of  direct-current  commutator 
machine  on  the  market  at  the  present  time,  including  constant 
potential  and  variable-voltage  generators  for  high  speed  and 
low  speed;  constant-speed  and  variable-speed  generators  for 
low  and  high  voltage;  constant-speed  and  variable-speed  shunt 
and  compound-wound  motors  and  series-wound  motors  for  low 
and  high  voltage.  The  last  few  months  have  witnessed  the 
introduction  of  the  auxiliary-pole  motor  for  railway  work,  and 
many  interesting  developments  are  promised  in  connection 
with  railway  motors  having  high  efficiency  over  a  verj  large 
range  of  speed  both  for  low  and  high  voltages. — Electrical 
World. 


May  25,  1907. 


ELECTRIC    RAILWAY    REVIEW 


REINFORCED  CONCRETE  TROLLEY  ARCHES. 


E.  Darrow.  general  manager  and  chief  engineer  of  the 
Toledo  &  Indiana  Railway.  Toledo,  O..  has  developed  an  origi- 
nal idea  for  catenary  direct-current  trolley  suspension,  consist- 
ing of  reinforced  concrete  arches  instead  of  the  ordinary  wood 
or  iron  poles.  This  new  construction,  which  is  illustrated  in 
the  accompanying  engravings  from  sketches  furnished  by  Mr. 
Darrow.   will   be   adopted   on    the   company's   extension    from 


687 

HEARING  OF  INTERSTATE  COMMERCE  COMMISSION  ON 
CHICAGO  &  MILWAUKEE  ELECTRIC  RAILROAD  CASE. 


Concrete    Trolley    Arches — Details. 


Bryan,  o..  to  Waterloo,  Ind..  and  will  probably  be  used  to 
replace  the  present  wooden  pole  construction  on  the  original 
line  from  Toledo  to  Bryan  as  the  pole  construction  requires 
renewal. 

The  arches  will  be  set  9  feet  in  the  ground  and  will  ex- 
tend 40  feet  above  the  ground.  They  will  be  12  inches  square 
at  the  base  and  taper  to  9  inches  at  the  top.  The  vertical 
columns  will  be  reinforced  by  eight  and  the  bent  by  seven 
%-inch  steel  bars,  arranged  as  shown  in  the  drawing.     Midway 


Commissioners  James  S.  Harlan  and  E.  K  ciark  of  the 
interstate  commerce  commission  took  testimony  in  Chicago  on 
-May  21  in  the  proceeding  begun  by  the  Chicago  &  Milwaukee 
Electric  Railr.oad  to  compel  the  Illinois  Central  Railroad  to 
resume  traffic  relations  which  had  been  canceled.  The  Chi- 
cago &  Milwaukee  road  secured  from  the  Elgin  Joliet  & 
Eastern  Railway,  a  belt  railway  at  Chicago,  and  the  Illinois 
Central  road,  a  joint  tariff  on  cabbage  in  car  lots  from  Wis 
consin  points  to  Vicksburg,  New  Orleans,  Natchez  and 
Memphis,  the  tariff  being  filed  with  the  interstate  commerce 
commission  on  November  1,  1906.  Five  carloads  of  cabbage 
were  shipped  under  this  tariff.  The  electric  road  later  secured 
a  consignment  of  25  carloads  of  cabbage  for  lower  Mississippi 
points  and  asked  the  Illinois  Central  company  to  deliver  cars 
at  Rondout  to  transport  it.  Instead  of  complying  with  this 
request  the  Illinois  Central  road,  on  November  19.  gave  notice 
that  the  through  traffic  arrangement  had  been  canceled. 

The  Chicago  &  Milwaukee  Electric  company  was  repre- 
sented at  the  hearing  by  Fayette  S.  Munro,  and  the  Illinois 
Central  road  by  Blewett  Lee,  general  attorney.  Mr.  Monro, 
in  his  opening  statement,  said  that  the  Chicago  &  Milwaukee 
road  was  organized  under  the  general  railroad  acts  of 
Illinois  and  Wisconsin,  and  was  equipped  to  handle  a  general 
freight  business.  He  stated  that  2,000  carloads  of  cabbage 
were  shipped  over  the  road  in  1906  from  Racine,  Wis.  Mr. 
Lee  stated  that  the  contention  of  the  Illinois  Central  company 
was  that  the  shippers  in  the  territory  through  which  the 
Chicago  &  Milwaukee  road  runs  are  already  well  served  by 
existing  steam  lines  and  had  nothing  to  do  with  the  question 
of  whether  an  electric  line  was  a  railroad  within  the  meaning 
of  the  interstate  commerce  act. 

Charles  W.  Merrilies.  traffic  manager  of  the  Chicago  & 
Milwaukee  road,  told  in  detail  of  the  traffic  arrangement 
with  the  steam  roads.  Asked  why  the  electric  line  did  not 
consign,  in  its  own  cars,  the  cabbage,  for  the  transportation 
of  which  it  complained  that  the  Illinois  Central  had  failed 
to  furnish  cars,  he  replied  that  his  road  had  but  three  box 


Concrete   Trolley   Arches— General    Design    of   Catenary    Suspension. 


between  the  arches,  which  will  be  spaced  650  feet  apart,  will 
be  placed  two  concrete  poles  to  support  the  %-inch  bridle 
guys,  which  are  anchored  to  steel  eye-bolts  in  the  concrete. 
The  trolley  will  be  also  braced  by  bridle  guys  and  sway  braces 
anchored  to  the  sides  of  the  arches,  as  shown  in  the  drawings. 
A  %-inch  steel  cable  will  be  used  for  the  messenger  wire 
which  supports  the  No.  0000  trolley  wire.  The  high-tension 
wires,  of  No.  i  hard-drawn  copper,  are  suspended  on  insulators 
on  the  outside  of  the  columns,  as  shown,  spaced  36  inches  be- 
tween centers  at  the  points  of  suspension. 

The  cost  of  one  section  of  the  above  construction,  ready 
for  wires,  is  $107,  as  compared  with  about  $90  for  the  orrlu 
wood  pole  construction,  with  bracket  fixtures. 


The  Philadelphia  &  Western  Railroad  was  expected  to 
be  openei  for  traffic  from  Philadelphia  to  Strafford.  Pa.,  on 
Friday  or  Saturday  of  this  week. 


cms  and  that  it  had  relied  upon  the  usual  practice  of  rail- 
ways, according  to  which  the  line  which  is  to  get  the  long 
haul  furnishes  the  cars. 

Mr.  Merrilies  stated  that  his  line  had  provided  platforms 
and  rooms  at  most  of  its  stations  for  the  handling  of  freight 
and  express,  the  latter  of  which  it  handles  for  the  United 
States  Express  Company.  Mr.  Merrilies  stated,  in  response 
to  questions  by  Mr.  Lee,  that  the  electric  line  came  into 
competition  at  most  points  with  either  the  Chicago  &  North- 
western Railway  or  the  Chicago  Milwaukee  &  St.  Paul  Rail- 
way, or  both.  He  said  that  he  had  seen  a  letter  from  V.  D. 
Fort,  assistant  general  freight  agent  of  the  Illinois  Central 
road,  to  the  traffic  manager  of  the  Elgin  Joliet  &  Eas 
road,  stating  that  the  Chicago  &  Northwestern  Railway  had 
1  such  pressure  upon  the  Illinois  Central  road  that  it 
iM  have  to  cancel  its  traffic  arrangement  with  the  Chi- 
cago   &    Milwaukee     company.     .Mr.     Merrilies     stated     that 


688 


ELECTRIC     RAILWAY     REVIEW 


vol.  xvir,  xo.  si. 


the  electric  line  has  a  traffic  arrangement  with  the 
Wisconsin  Central  Railway,  under  which  it  is  handling  freight 
in  car  lots  from  Chicago  to  .Minneapolis,  and  had  sought 
similar  arrangements  with  the  Chicago  Indianapolis  &  Louis- 
ville Railway,  the  Chicago  Rock  Island  &  Pacific  and  the 
Wabash  Railroad,  but  without  success. 

W.  E.  Keepers,  general  freight  agent  of  the  Illinois  Cen- 
tral road,  stated  that  at  the  time  his  road  had  refused  to 
furnish  the  electric  road  with  freight  cars  it  was  suffering 
severely  from  a  shortage  of  equipment  and  was  unable  to 
allot  the  electric  line  cars,  in  view  of  the  fact  that  this  line 
had  no  cars  which   it  could  furnish  in   return. 

The  hearing  was  continued  until  some  future  date.  In 
the  meantime  the  Elgin  Joliet  &  Eastern  road  will  be  brought 
into    the    proceeding. 


COMMITTEE    MEETINGS   OF   THE    AMERICAN    AND    ENGI- 
NEERING   ASSOCIATIONS. 


A  meeting  of  the  executive  committee  of  the  American 
Street  and  Interurban  Railway  Association  was  held  in  New 
York  on  Monday,  May  20.  The  members  of  the  executive 
committee  who  were  present  were  the  following:  President. 
John  I.  Beggs,  president  Milwaukee  Electric  Railway  &  Light 
Company.  Milwaukee,  Wis.:  second  vice-president,  James  F. 
Shaw,  president  Boston  &  Worcester  EleGtric  Companies, 
Boston,  Mass.:  third  vice-president.  Arthur  W.  Brady,  presi- 
dent Indiana  Union  Traction  Company.  Anderson,  Ind. :  C.  L. 
S.  Tingley,  second  vice-president  American  Railways  Com- 
pany. Philadelphia,  Pa.:  H.  H.  Adams,  superintendent  of  shops 
the  United  Railways  &  Electric  Company,  Baltimore,  Md.: 
secretary  and  treasurer,  B.  V.  Swenson. 

It  was  announced  that  letters  had  been  received  from 
Messrs.  Calvin  G.  Goodrich  of  Minneapolis  and  H.  C.  Bradley, 
acting  president  of  the  Claim  Agents'  Association,  that  they 
would  be  unable  to  be  present  at  the  meeting. 

The  past  presidents  of  the  association  had  been  invited 
to  attend  the  meeting  and  five  of  them  were  present.  These 
were  the  following:  Mr.  Joel  Hurt  of  Atlanta.  Ga..  president 
during  1894-1895;  Mr.  H.  M.  Littell  of  New  York  City,  presi- 
dent during  1S95-1896;  Mr.  Albion  E.  Lang  of  Toledo,  presi- 
dent during  1S97-1S98:  Mr.  C.  S.  Sergeant  of  Boston,  president 
during  1898-1899;  Mr.  Jere  C.  Hutchins  of  Detroit,  president 
during  1902-1903. 

Two  of  the  other  past  presidents  of  the  association. 
H.  H.  Vreeland,  president  of  the  New  York  City  Rail- 
way   Company,    president    of    the    association    during    1901- 

1902,  and  Hon.  W.  Caryl  Ely.  president  of  the  Ohio  Valley 
Finance   Company,   and    president    of   the   association   during 

1903,  1904,  1905  and  1906,  intended  to  be  present,  but  were 
prevented  by  important  business  at  the  last  moment.  The 
secretary  presented  a  report,  in  which  were  considered  a  num- 
ber of  matters  relating  to  the  association  work.  The  active 
membership  has  increased  from  200  companies  on  October  1, 
1906,  to  242  companies  at  the  present  day.  The  associate 
membership  has  increased  from  113  companies  on  October  1. 
1906,  to  164  companies  at  the  present  time.  A  financial  state- 
ment was  presented  which  showed  that  the  association  had 
received  more  money  from  a  larger  number  of  active  and 
associate  members  than  had  been  received  up  to  May  20, 
1906.  The  secretary  stated  that  the  annual  reports  of  the 
four  associations  containing  the  proceedings  of  the  Columbus 
convention  had  been  published  and  sent  out  to  the  various 
member  companies  and  to  associate  members.  Five  hundred 
copies  of  the  report  of  each  of  the  four  associations  were 
bound  in  paper  covers  and  each  member  company  was  sup- 
plied with  one  set  of  these  paper  covered  reports.  They  are 
all  of  uniform  style  and  octavo  size. 

The  American  Association  report  contains  472  pages,  the 
Accountants'  352  pages,  the  Engineering  255  pages  and  the 
Claim  Agents'  253  pages.  In  addition  to  the  paper  covered 
volumes,  the  four  annual  reports  have  been  placed  in  two 
cloth  bound  volumes.     Volume  I.  containing  the  proceedings  of 


the  American  and  Engineering  associations  and  Volume  II 
those  of  the  Accountants'  and  Claim  Agents'.  This  arrange- 
ment of  the  volumes  was  made  because  associate  members 
receive  the  reports  of  both  the  American  and  Engineering 
associations,  whereas  the  reports  of  the  Accountants'  and 
Claim  Agents'  associations  are  reserved  for  member  com- 
panies only. 

Reprints  have  been  made  of  the  addresses  of  the  presi- 
dents before  the  various  associations,  of  the  report  of  the 
committee  on  "Municipal  Ownership"  and  of  the  report  on 
"Standard  Code  of  Rules." 

The  executive  committee  considered  a  number  of  matters 
relating  to  the  association  work  and  the  plans  for  the  1907 
convention  were  given  particular  attention.  The  report  of  the 
committee  on  subjects  was  presented  by  the  chairman. 
Richard  McCulloch  of  St.  Louis,  and  accepted.  This  commit- 
tee has  provided  for  a  number  of  most  interesting  and  valu- 
able papers  relating  to  many  of  the  most  important  problems 
which  are  now  before  the  street  and  interurban  railway  peo- 
ple. It  was  decided  to  make  a  departure  at  the  1907  Ameri- 
can association  convention  from  the  custom  of  recent  years 
of  having  two  sessions  a  day.  It  is  proposed  that  the  Ameri- 
can association  have  but  one  session  a  day  on  Wednesday. 
Thursday  and  Friday,  these  sessions  being  from  9:30  a.  m. 
to  1:30  p.  m.  It  is  expected  by  this  arrangement  that  there 
will  be  a  large  attendance  at  all  sessions  and  that  ample 
opportunity  will  be  given  to  all  to  examine  the  eshiblts  of  the 
manufacturers  during  the  afternoon  hours  of  these  days. 

The  question  as  to  whether  or  not  there  should  be  a 
banquet  was  discussed  at  some  length,  and  the  general  senti- 
ment expressed  was  that  a  banquet  should  be  given  at  the 
1907  convention. 

A  meeting  of  the  executive  committee  of  the  Manufac- 
turers' association  was  held  on  the  afternoon  of  Monday.  May 
20,  and  a  dinner  was  given  in  the  evening  by  this  committee 
to  the  executive  committee  and  past  presidents  of  the  Ameri- 
can Street  and  Interurban  Railway  Association.  The  members 
of  the  committees  on  "Subjects"  and  "Standardization,"  which 
committees  also  met  on  Monday,  were  invited.  This  dinner 
was  held  in  a  private  dining  room  of  the  Engineers'  Club  and 
proved  to  be  a  most  pleasant  occasion,  30  people  being  present. 

Committee   on   Subjects.   American   Association. 

The  general  committee  on  "Subjects"  of  the  American 
Street  and  Interurban  Railway  Association  consists  of  one 
representative  from  each  of  the  affiliated  associations  and  an 
equal  number  of  representatives  from  the  American  associa- 
tion. This  committee  is  in  charge  of  the  general  arrange- 
ments of  the  programmes  for  the  Atlantic  City  convention. 
In  addition  to  this  general  committee  on  "Subjects,"  each  asso- 
ciation has  its  own  committee  which  has  direct  charge  of  its 
specific  convention  programme,  including  the  reports  of  the 
committees,  the  papers  to  be  read.  etc.  The  meeting  of  the 
general  committee  on  "Subjects"  was  held  at  the  association 
headquarters.  Engineering  Societies  building,  29  West  Thirty- 
ninth  street.  New  York,  on  the  morning  of  Monday.  May  20. 

Those  present  were:  Richard  McCulloch.  St.  Louis,  Mo., 
chairman;  Ernest  Gonzenbach.  Sheboygan.  Wis.,  represent- 
ing the  American  association:  C.  L.  S.  Tingley.  Philadelphia. 
Pa.,  representing  the  Accountants'  association;  H.  H.  Adams. 
Baltimore.  Md..  representing  the  Engineering  association; 
Peter  C.  Nickel.  Xew  York,  representing  the  Claim  Agents' 
Association. 

Among  the  matters  discussed  were  the  following: 

Meeting  days  of  the  different  associations;  committee  re- 
ports and  papers  to  be  presented  at  the  various  conventions; 
convention  halls  to  be  used  by  the  different  associations: 
number  of  sessions  to  be  held  by  the  various  conventions  and 
the  general  arrangement  of  these  sessions. 

A  bulletin  will  be  issued  in  the  near  future. 
Committee  on  Car  House  Construction,  American  Association. 

A  special  committee  on  car  house  construction  appointed 
by   President   Beggs   of  the  American   Street  and  Interurban 


May  25,  1907. 


ELECTRIC    RAILWAY    REVIEW 


us'i 


Railway  Association  for  the  purpose  of  formulating  a  set  of 
rules  and  regulations  governing  the  construction  and  equip- 
ment of  modem  car  houses,  held  a  meeting  in  New  York 
on  May  21.  The  committee  consists  of  the  following:  H.  H. 
Adams,  superintendent  of  shops  United  Railways  &  Electric 
Company,  Baltimore.  Md..  chairman;  E.  J.  Cook,  chief  engi- 
neer Cleveland  Electric  Railway  Company,  Cleveland.  O.; 
Charles  F.  Ferrin,  architect  Twin  City  Rapid  Transit  Com- 
pany, Minneapolis.  Minn.:  L.  H.  Parker,  engineering  depart- 
ment Stone  &  Webster  Engineering  Corporation,  Boston, 
Mass.:  A.  V.  Porter,  architect.  New  York  City  Railway  Com- 
pany. New  York.  N.  Y.,  and  Thomas  Pumfrey,  civil  engineer 
International  Railway  Company,  Buffalo,  N.  Y. 

A  conference  with  the  committee  of  the  National  Fire 
Protection  Association  was  held  first,  which  continued  through 
the  greater  part  of  the  forenoon.  At  this  conference  a  tenta- 
tive set  of  rules  was  discussed  in  a  general  way  by  the  mem- 
bers of  both  committees. 

After  the  first  conference  the  committee  of  the  American 
association  held  a  separate  meeting,  which  continued  over 
until  the  middle  of  the  afternoon.  At  this  meeting  the  pro- 
posed rules  for  the  construction  of  car  houses  was  the  subject 
under  discussion.  Later  in  the  afternoon  a  second  conference 
was  held  between  the  two  committees  and  an  agreement  was 
arrived  at  concerning  the  rules  which  had  been  formulated 
to  govern  the  construction  of  modern  car  houses.  It  was  the 
understanding  that  these  rules  would  be  placed  before  the 
convention  of  the  National  Fire  Protection  Association  on 
Thursday,  May  23,  for  approval.  If  approved  at  that  meet- 
ing, they  will  also  be  brought  up  for  approval  at  the  annual 
convention  of  the  American  Street  and  Interurban  Railway 
Association  next  October. 

Standardization   Committee.    Engineering   Association. 

A  meeting  of  the  "Standardization  Committee"  of  the 
American  Street  and  Interurban  Railway  Engineering  Asso- 
ciation was  held  at  the  office  of  the  American  Street  and 
Interurbau  Railway  Association  on  May  20  and  21. 

There  were  present  Messrs.  Wallerstedt,  Larned,  Fair- 
child  and  Blake.  Mr.  Adams  attended  several  of  the  meet- 
ings as  president  of  the  Engineering  association.  Messrs. 
George  C.  Fowler  and  F.  W.  Lane  of  New  York  were  present 
by  invitation. 

The  chairman  of  the  committee  announced  that  a  num- 
ber of  previous  meetings  had  been  held  by  the  New  York 
members  of  the  committee  and  that  several  tables  of  sta- 
tistics had  been  drawn  up  containing  the  information  obtained 
in  the  data  sheets  received  from  the  member  companies. 
These  tables  showed  in  complete  form  the  data  on  rails,  brake- 
shoes,  wheels,  etc.,  supplied  by  those  answering  the  inquiries. 
The  flanges  and  treads  of  wheels,  brakeshoes,  journals  and 
rails  were  taken  up.  In  the  latter  investigation  the  committee 
will  receive  the  assistance  of  the  "Maintenance  of  Way  Com- 
mittee." 

A  long  communication  was  received  from  Mr.  Evans  of 
Indianapolis,  a  member  of  the  committee  on  "Standardiza- 
tlon,"  outlining  the  work  up  to  date  of  the  committee  on 
"Standardization"  of  the  Central  Electric  Railway  Association. 

Very  valuable  work  was  done  and  the  chairman  an- 
nounced that  another  meeting  of  the  committee  would  be 
called  next  month,  the  place  and  exact  date  to  be  announced 


GASOLINE-DRIVEN    EMERGENCY    TOWER    WAGON. 


The  new  Ravenswood  extension  of  the  Northwestern  Ele- 
vated Railroad  of  Chicago  was  opened  for  traffic  on  Saturday, 
.May  is.  The  extension,  which  is  about  3%  miles  long,  leaves 
i In-  main  line  at  Clark  and  Roscoe  streets  and  extends  to 
Lincoln  and  UVstii  wood.     Ground  was  first 

broken  for  the  road  in  November,  L905,  and  the  first  steel 
construction  was  started   in   September,   L906.     it   is  planned 

to  build  a  surface  extension  from  the  end  of  the  line  to  Kim- 
ball and  West  Wilson  avenues.  All  trains  are  to  run  as 
expresses,  from  G  a.  m.  to  12  p.  m.,  and  the  schedule  time 
from  Ravenswood  to  tin-  Union  Loop  is  30  minutes.  The  line 
runs  over  a  private  right  of  way  through  a  populous  and 
rapidly  growing  ten*! 


About  a  year  ago  the  Pacific  Electric  Railway  purchased 
an  Oldsmobile  commercial  wagon  designed  for  trucking  in 
city  streets.  Under  the  guidance  of  S.  H.  Anderson,  chief 
electrician,  the  engines  and  framework  of  this  equipment 
nave  been  rebuilt  and  strengthened.  As  shown  in  the  illus- 
tration, the  automobile  has  been  fitted  with  a  substantial 
telescoping  tower  for  trolley  work.  At  the  rear  of  the 
driver's  seat  is  a  large  tool  box  with  a  second  seat  provided 
on  top  of  it.  In  this  box  are  kept  all  the  tools  necessary 
for  the  ordinary  emergency  work.     There  are  also  two  mate- 


Pacific     Electric     Railway — Automobile    Trolley     Wagon. 

rial  boxes  along  the  sides  of  the  tower.  Supported  from  the 
rear  is  a  box  in  which  is  carried  a  supply  of  rope,  and  ladders 
are  placed  under  the  tower.  Since  this  wagon  has  been  in 
use  it  is  estimated  that  with  one  crew  it  has  satisfactorily 
performed  the  service  of  two  tower  wagons  driven  by  horses. 


Station  log  books,  or  records  in  some  form,  of  fuel  and 
water  consumption,  hours  of  labor  and  times  of  putting  ma- 
chines in  and  out  of  service  are  kept  in  all  well-operated 
power  plants,  but  the  usefulness  of  an  engineer's  diary  is  less 
generally  appreciated.  Many  engineers  may  not  favor  such 
extra  clerical  work,  but  where  the  habit  of  recording  important 
happenings  day  by  day  is  not  a  serious  burden,  the  operating 
company  is  likely  to  find  it  of  value.  The  larger  the  plant 
the  more  important  it  is  to  keep  on  file  the  dates  of  various 
repairs,  arrival  of  fuel  and  supplies,  conferences  with  officials. 
accidents,  shutdowns,  unusual  overloads,  the  construction  of 
additions  to  the  equipment  and  buildings,  labor  of  contractors, 

visits  of  supply  men  anil  oilier  similar  incidents.  When  the 
company's  busim  ss  is  carried  into  the  courts  such  records 
may  be  Invaluable;  in  the  ordinary  course  of  operation  they 
may  settle  many  disputed  points  quickly,  and  the  keeping  of 
;i  power  plan!  diary  only  involves  a  tew  moments'  work  each 
day  by  the  chief  engineer. — The   Iron   Age. 


690 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  No.  21. 


RECENT    ELECTRIC    RAILWAY    LEGAL    DECISIONS. 


BY   .1.    L.    ROSENBERGER,    LL.    B.,    OF   THE   CHICAGO    BAH. 


Freight  Carrier  Not  a  Street  Railway. 
Spalding  v.  Macomb  &  Western  Illinois  Railway  Com- 
pany, 80  Northeastern  Reporter.  327.— The  supreme  court  of 
Illinois  says  that  street  railroads  are  generally  understood 
to  be  only  such  as  are  constructed  and  operated  in  the  streets 
of  a  city  for  the  purpose  of  conveying  passengers,  with  ordi- 
nary hand  luggage,  from  one  point  to  another  along  the  line 
thereof.  Whether  the  road  be  a  street  railroad  or  not  will 
depend  upon  the  character  of  its  traffic.  It  was  alleged  that 
this  road  was  carrying  not  only  passengers  with  ordinary 
hand  luggage,  but  practically  freight  of  all  kinds,  from  one 
point  to  another  on  the  street  and  from  town  to  town  along 
the  entire  line  of  the  road.  Under  these  allegations,  admitted 
to  be  true,  it  could  not  be  held  to  be  a  street  railway. 

No    Road   in    Street  for   Private    Party. 

Hatfield  v.  Strauss.  102  New  York  Supplement.  934. — The 
first  appellate  division  of  the  supreme  court  of  New  York 
holds  that  there  is  no  power  lodged  in  any  local  authority  to 
grant  a  permit  for  the  construction  in  a  street  of  spur  surface 
railroad  tracks  to  be  operated  by  the  underground  electric 
system  solely  for  the  transportation  of  the  goods  of  a  private 
firm.  It  says  that  the  only  ground  upon  which  surface  railroads 
were  ever  permitted  to  be  laid  in  the  public  streets,  the  only  au- 
thority conferred  upon  a  corporation  to  occupy  for  the  purpose 
of  making  money  for  itself  a  portion  of  the  public  streets, 
was  that  it  was  a  legitimate  street  use  for  the  benefit  of  all 
the  traveling  public.  But  the  moment  such  a  right  is  given 
for  the  exclusive  use  of  a  private  individual  there  has  been 
a  taking  of  public  property  for  private  use  which  cannot  and 
ought  not  to  be  justified. 


As  to  Seeing  Where  Passenger  is  Before  Starting  Car. 

Millmore  v.  Boston  Elevated  Railway  Company.  SO  North- 
eastern Reporter,  445.— The  supreme  judicial  court  of  Massa- 
chusetts says  that,  on  the  one  hand,  the  rule  is  not  that  the 
conductor  of  a  street  car,  after  -waiting  a  reasonable  time  for 
a  passenger  to  get  on  or  off,  as  the  case  may  be,  may  start 
without  taking  any  pains  to  see  whether  the  passenger  is 
either  on  or  off.  The  conductor  has  not  performed  his  duty 
when  he  has  simply  waited  a  reasonable  time.  He  must 
exercise  reasonable  care  to  see  that  the  passenger  is  on  or 
off  the  car.  On  the  other  hand,  the  rule  is  not  that  the 
conductor  must  absolutely  see  whether  the  passenger  is  on  or 
off.  In  this,  as  in  every  other  detail,  there  is  resting  upon 
him  the  same  degree  of  care,  namely,  the  highest  care  con- 
sistent with  the  proper  transaction  of  the  business;  and,  if 
•he  has  exercised  that  degree  of  care,  he  has  not  been  neg- 
ligent. 

What    Makes   a    Passenger? 

Alabama  City  Gadsden  &  Attalla  Railway  Company  v. 
Bates,  43  Southern  Reporter,  98. — The  supreme  court  of  Ala- 
bama says  that  a  passenger  may  be  defined  to  be  one  who 
undertakes,  with  the  consent  of  the  carrier,  to  travel  in  a 
conveyance  furnished  by  the  latter,  otherwise  than  in  the 
service  of  the  carrier  as  such.  The  relation  of  carrier  and 
passenger  is  dependent  upon  the  existence  of  a  contract  of 
carriage,  express  or  implied,  between  the  carrier  and  pas- 
senger, made  by  themselves  or  their  respective  agents;  and 
this  relation  begins  when  a  person  puts  himself  in  the  care 
of  the  carrier  or  directly  within  its  control,  with  the  bona 
fide  intention  of  becoming  a  passenger,  and  is  accepted  as 
such  by  the  carrier.  There  is,  however,  seldom  any  formal 
act  of  delivery  of  the  passenger's  person  into  the  care  of  the 
carrier,  or  of  acceptance  by  the  carrier  of  one  who  presents 
himself  for  transportation;  hence,  the  existence  of  the  relation 


is  generally  to  be  implied  from  the  attendant  circumstances. 
But  it  is  undoubtedly  the  rule  that  these  circumstances  must 
be  such  as  will  warrant  the  implication  that  one  has  offered 
himself  to  be  carried  and  the  offer  has  been  accepted  by  the 
carrier.  And  this,  of  course,  necessarily  involves  the  exist- 
ence of  the  fact  that  the  person  must  signify  his  intention  to 
take  passage  either  by  words  or  conduct,  and  those  in  charge 
of  the  car  must  assent  by  words  or  conduct  to  his  becoming 
a  passenger. 


With  Fencing  Law  Danger  to  Animals  Deemed  Imaginary. 

Indianapolis  &  Cincinnati  Traction  Company  v.  Larrabee, 
80  Northeastern  Reporter,  413. — The  supreme  court  of  Indiana 
says  that  in  view  of  the  statute  of  1903.  imposing  upon  inter- 
urban  railroads,  traction  lines,  etc.,  the  duty  of  constructing 
and  maintaining  fences  on  both  sides  of  their  right  of  way 
"sufficient  and  suitable  to  turn  and  prevent  cattle,  horses, 
mules,  sheep,  hogs  or  other  stock  from  getting  on  such  road, 
except  at  crossings  of  public  highways,"  etc..  the  danger  or 
peril  of  exposure  to  stock  kept  on  the  premises  through  which 
it  is  sought  to  condemn  a  right  of  way  will  be  nothing  more 
than  speculative  or  imaginary,  and  should  not  be  considered 
by  the  jury  in  determining  the  diminution  of  the  market  value 
of  the  remainder  of  the  lands  unappropriated. 


Where   Runaway    Horse   Collides   with   Car. 

Demonte  v.  Patton,  43  Southern  Reporter.  153. — The  su- 
preme court  of  Louisiana  holds  that  where  a  runaway  horse 
hitched  to  a  cart,  without  lights,  on  a  dark  rainy  night,  dashes 
along  the  track  of  a  street  railway  and  collides  with  an  elec- 
tric car  coming  from  the  opposite  direction,  with  the  result 
that  the  motorman  is  knocked  off  and  injured,  the  owner 
will  be  held  liable;  it  appearing  from  the  evidence  that  the 
motorman  could  not  avoid  the  collision.  Where  in  such  a  case 
the  motorman  was  running  his  car  on  schedule  time,  he  is 
not  chargeable  with  negligence  for  not  anticipating  and  being 
prepared  for  the  unexpected  and  improbable  appearance  on 
the  track  of  a  runaway  horse,  at  large  through  the  negligence 
of  his  driver,  and  in  contravention  of  police  ordinances. 


Liability  for   Inspector  Wrongfully   Examining   Wounds. 

South  Covington  &  Cincinnati  Street  Railway  Company  v. 
Cleveland.  100  Southwestern  Reporter.  283. — The  court  of  ap- 
peals of  Kentucky  says  that  the  jury  were  instructed  that 
if  they  believed  from  the  evidence  that  the  inspector  in  enter- 
ing the  room  where  the  plaintiff  (Cleveland)  was,  acted  in 
the  scope  of  his  employment,  and  without  the  request  or  con- 
sent of  the  plaintiff,  placed  his  hands  upon  her  person  and 
examined  her  wounds,  they  should  find  for  her  in  such  sum 
as  would  fairly  compensate  her  for  the  mental  suffering,  if 
any.  and  for  her  sense  of  shame  or  humiliation  or  wounded 
pride,  if  any,  resulting  from  such  action  and  indignity  or  insult 
to  which  she  was  thereby  subjected.  The  argument  was 
pressed  that  if  the  inspector  did  lay  his  hand  on  the  plaintiff, 
in  so  doing  he  was  acting  entirely  without  the  scope  of  his 
employment,  and  the  company  could  not  be  held  responsible 
for  his  conduct.  But  it  was  entirely  within  the  scope  of  the 
inspector'^  duty  to  see  and  converse  with  injured  persons,  to 
ascertain  their  wants,  learn  how  the  accident  occurred,  and 
inquire  as  to  the  extent  of  the  injury  inflicted:  and,  in  the 
performance  of  this  duty  the  inspector  did  go  into  the  room 
where  the  plaintiff  was  lying.  It  is  evident  that  in  approaching 
the  plaintiff  the  inspector  was  acting  in  the  interest  of  the  com- 
pany, and  in  laying  his  hand  upon  her  person  he  was  attempt- 
ing to  ascertain  the  extent  of  her  injuries  for  its  benefit.  The 
law  under  circumstances  like  these  will  not  undertake  to  make 
any  nice  distinctions  fixing  with  precision  the  line  that  sepa- 
rates the  act  of  the  servant  from  the  act  of  the  individual. 
When  there  is  doubt,  it  will  be  resolved  against  the  master, 
upon  the  ground  that  he  set  in  motion  the  servant  who  com- 
mitted the  wrong. 


May  25.  1907. 


ELECTRIC    RAILWAY     REVIEW 


691 


News  of  the  Week 


Increases    of    Wages. 

The  International  Railway  of  Buffalo.  N.  Y..  has  announced 
a  new  scale  of  wages  for  its  conductors  and  motormen.  effective  on 
June  1.  For  the  first  year  of  service  the  men  will  receive  22% 
cents  an  hour,  with  an  increase  of  %  cent  an  hour  for  each  suc- 
ceeding year,  including  the  seventh.  They  now  receive  21  cents 
an  hour  for  the  first  year  and  25  cents  after  10  years. 

The  St.  Joseph  (Mo.)  Railway  Light  Heat  &  Power  Company 
lias  made  a  new  3-year  agreement  with  its  motormen  and  con- 
ductors  whereby  they  will  receive  an  increase  of  10  per  cent  in 
wages,   the  average  pay  being  23   cents  per  hour. 

New   York   Public    Utilities    Bill    Passed. 

The  so-called  "public  utilities  bill"  was  passed  by  the  New 
York  senate  on  May  22.  It  already  had  been  passed  by  the  house. 
It  is  now  in  the  hands  of  Mayor  McClellan  of  New  York  City. 
Mayor  McClellan.  it  is  understood,  will  veto  the  measure,  and  it 
will  be  passed  over  his  head.  The  only  amendments  made  to  the 
bill  by  the  senate  provide  that  companies  which  already  have 
secured  permission  for  extensions  and  improvements  may  make 
them  without  the  approval  of  the  commissions  which  the  act 
creates,  and  that  the  present  employes  of  the  rapid  transit  commis- 
sion shall  be  retained  under  the  new  New  York  City  commission. 
These  amendments  have  been  assented  to  by  Governor  Hughes. 

Strike    at    Evansville.    Ind. 

A  strike  of  the  conductors  and  motormen  employed  on  the 
Evansville.  Ind..  city  lines  of  the  Evansville  &  Southern  Indiana 
Traction  Company  was  declared  on  May  15  by  the  newly  organized 
union  and  took  effect  on  Thursday.  May  16,  when  about  120 
men  walked  out.  The  reason  was  the  refusal  of  the  company  to 
grant  the  demands  of  the  union  for  a  flat  wage  scale  of  20  cents 
per  hour  and  a  9-hour  day,  with  30  cents  per  hour  overtime,  in 
place  of  the  present  scale  of  15  to  18  cents  an  hour,  according 
to  length  of  service,  and  a  12- hour  day.  The  strike  had  been 
anticipated  and  the  company  has  been  able  to  continue  the  opera- 
tion of  some  of  its  cars  every  day,  although  service  has  been 
discontinued  at  night.  Several  riots  have  taken  place  and  many 
people  have  been  injured.  The  cars  have  been  operated  by  non- 
union  men  imported  from  other  cities. 

Chicago    Traction    Reorganization    Assured. 

Announcement  was  made  on  May  22  that  the  necessary  number 
of  shares  of  the  Chicago  Union  Traction  Company,  common  and 
preferred,  and  of  the  North  Chicago  and  the  West  Chicago  Street 
Railroad  companies,  to  insure  acceptance  of  the  Chicago  Railways 
Company  ordinance  have  been  deposited.  The  amount  of  stock  of 
the  Chicago  West  Division  Railway  Company  required,  and  the  nec- 
essary number  of  shares  of  the  North  Chicago  City  Railway  Com- 
pany, except  a  small  number,  the  deposit  of  which  had  been  prom- 
were  on  deposit  as  consenting  to  the  reorganization. 

The  deposit  of  the  stocks  of  the  Union  Traction  Company  and 
the  underlying  companies  was  essential  to  formulation  of  the 
reorganization  plan.  The  distribution  of  the  stocks  of  the  reor- 
ganized company  will  now  be  arranged.  The  Chicago  Railways 
Company,  the  new  company,  will  distribute  its  stock,  pro  rata, 
among  holders  of  the  securities  of  the  underlying  companies.  Ac- 
cording to  the  terms  of  the  ordinance,  the  plan  of  distribution  is 
to  be  approved  by  P.  S.  Grosscup,  judge  of  the  United  States 
Circuit  court  at  Chicago,  and  Prof.  John  C.  Gray  of  Harvard  Uni- 
versity. 

The  board  of  supervising  engineers  will  co-operate  with  the 
board  of  local  improvements  in  order  that  the  work  of  paving 
streets  may  be  confined  first  to  localities  where  there  is  the  most 
urgent  need  of  improvement. 

Decisions    on    Toronto    Service. 

The  Ontario  railway  and  municipal  board  has  given  judgments 
in   three  cases  brought  by  the  city  of  Toronto  against  the  Toronto 
Railway  Company  in  regard  to  improvements  to  the  service  on  the 
company's    lines.     These    decisions     have    been    rendered    after     a 
series  of  hearings   at   which    the   city   engineer  and    the   company's 
representatives     presented     arguments.     The     most    important    de- 
cision  is  in   the  so-called    "overcrowding"   case.     The  board   states 
that   the   population   of   the    city   will    probably   increase   during   the 
next   10  years  at  the  rate  of  15,000  a  year  and  finds  that  the  com- 
pany has  been  putting  on  more  cars  in   the  attempt   to  relieve  the 
rowding.  but  cannot  agree  with  the  city's  contention  that  more 
operating  on   existing  lines   would   solve   the   problem,   as   this 
I    endanger   the   pedestrian   and   vehicle    traffic.     Consequently 
•  mpany  is  ordered  to  build,  with  reasonable  dispatch,  between 
10  and   15   additional   miles  of  double  track  and   100   new   cars,    the 
to  be   finished   in  time  to  be  distributed   and  put   in   operation 
on   the  system  as  soon  as  the  new  lines  are  built.     Tin     matter  of 
a    is    left    to   the   company   and    the   city.     The    company    has 
already    applied    for    franchises    for    additional    lines    and    Bion    J. 
Arnold  of  Chicago,  acting  as  an  expert  for  the  city,  has  subn 

nending  certain  routes  as  required  by  the  conditions. 
An    abstract   of   Mr.    Arnold's    report    was   published    in    II 
Railway  Review  of  April  2T. 

The  other  two  cases  refer  to  regulations  for  passengers  and  to 

•f    snow    from    the    company's    tracks.     Tl  pany    Is 

ted    to    close    the    front   vestibules   of    its  doors,    from 

May,    making  arrangements  for   passengers   to   enter 

■  r   platform    and    to    leave    by   the   front    platform,    and    is 

■r>t    regulations   to   prevent   the    "end   seat   hog" 


nuisance  anil   the  crowding  of   tin-   i  rm  by  smokers.     The 

company   is   required    to   remove   and   carry   away    the   snow   on   its 
tracks  when  the  snowfall  amounts  to  six  inches  or  over,  and    « 
after  successive  sweepings  from  the  tracks,   the  snow  has  accumu- 
lated on  the  adjoining  roadway  and  attained  a  depth  of  six   i 
the  company  is  required   to  earn    away   any   further  snow   it   may 
swc.p  from  the  tracks. 

The   Cleveland    Situation. 

On  Wednesday  of  this  week  Judge  Phillips  of  the  common  pleas 
court  gave  his  long  looked  for  decision  in  the  Central  avenue-Quincy 
street    franchise    ease.     The    case    was    that    of    a    proper! 
backed   by   the   Cleveland   Electric   Railway,    against    the   Low   Fare 
Railway  Company.     The   court   held   that   the   hitter's   franchis 
those  streets  was  invalid,  in  that  the  council  had  lacked  jurisdiction 

to  grant  the  franchise,   because  the   i ssarj    number  of  consents 

from  abutting  property  owners  had  not  been  secured.     This 
is  a  sreat  victory  for  the  Cleveland  Electric  Railway,  which  recently 
ceased   operating   in   those   streets  and   tore   up    its    tracks,    as    pre- 
viously   reported    in    the    Electric    Railway    Review,    and    has 
been    endeavoring    to    block    the    efforts    of    the    rival    company    to 
operate    in    those    streets    while    it    has    tried    to    secure    a    ren 
of  its  own  franchises. 

This  was  the  only  important  development  of  the  week.  On 
May  16  the  Cleveland  Electric  refused  the  Low  Fare  company's 
offer,  published  in  last  week's  Review,  to  negotiate  for  the  use 
of  the  former's  property  in  Central  avenue  and  Quincy  street,  and 
sent  a  communication  to  the  council  offering  to  resume  its  sei 
in  those  streets  if  the  council  would  grant  a  new  franchise  on  the 
basis  of  seven  tickets  for  25  cents.  On  the  following  day  the 
pany  refused  an  offer  of  the  Low  Fare  company  of  $13,500  cash  for 
the  privilege  of  joint  operation  over  its  tracks  in  Euclid  avenue, 
from  the  public  square  to  East  Fourteenth  street.  On  Saturday 
afternoon  about  20  Low  Fare  cars  were  operated  over  this  line,  hut 
were   stopped   by   an   agreement   of   the   attorneys. 

Mayor  Johnson,  several  of  the  city  officers  and  President 
du  Pont  of  the  Municipal  Traction  Company  on  May  21  addressed 
a  large  tent  meeting  in  the  interest  of  3-cent  fares,  and  Forest 
City  stock  subscription  blanks  were  circulated. 


Two-Cent  Fare  for  Passengers  Without  Seats. — The  Civic  Union 
of  Seattle.  Wash.,  has  passed  a  resolution  calling  upon  the  city 
council  to  pass  an  ordinance  prohibiting  the  Seattle  Electric 
Company  from  charging  more  than  a  2-cent  fare  when  the  passen- 
ger is  unable  to  secure  a  seat. 

New  York  Loop  Bill  Passes. — The  Xew  York  senate  on  May  21 
passed  the  Dowling  loop  bill,  which  enables  the  New  York  City 
authorities  to  take  the  initiative  toward  the  erection  of  an  ele- 
vated loop  through  the  east  side  streets,  to  connect  the  Manhattan 
tunnels  of  the  Brooklyn  and  Williamsburg  bridges. 

Pennsylvania  Strike  Averted. — A  threatened  strike  of  the  em- 
ployes of  the  Eastern  Pennsylvania  Railways  Company  for  an  in- 
crease of  wages  was  averted  on  May  20  by  an  agreement  to 
submit  the  differences  to  a  board  of  arbitration,  composed  of  a 
representative  of  the  company  and  one  of  the  men.  If  they  cannot 
agree  they  will  choose  a  third  party. 

Municipal  Ownership  Experiment  in  San  Francisco. — It  is  re- 
ported that  the  board  of  supervisors  of  San  Francisco  has  decided 
to  take  over  the  Geary  Street  Park  &  Ocean  Railroad  and  besides 
operating  it.  convert  it  from  a  cable  to  an  electric  road.  The 
company's     franchise     has     expired.     The     board     will     appropriate 

$400,000    to    purchase    the    property,     in    addition     to    the    $350, 

already  set  aside  for  the  purpose. 

Employes'  Clubroom  Planned  at  Ft.  Worth. — The  Northern 
Texas  Traction  Company  of  Ft.  Worth,  Tex.,  is  considering  plans 
for  the  construction  of  a  clubroom  for  employes,  to  be  built  as  a 
second  floor  of  the  car  house  on  East  Front  street.  If  the  plan  is 
carried  out  it  is  stated  that  a  local  organization  of  the  Street 
Railway  Young  Men's  Christian  Association  will  be  formed  and  the 
clubroom   placed   under  the  supervision  of  that  body. 

Installing  Underground  Conduit  in  Omaha. — The  Omaha  & 
Council  Bluffs  Street  Railway  is  now  installing  several  mile 
underground  conduit  to  carry  its  high-tension  wires  through  the 
downtown  district  in  Omaha,  Neb.  The  present  contract  calls 
for  four  miles  of  conduit,  from  Fifth  and  Jackson  streets  to 
Twenty-seventh  and  Lake  streets.  Another  conduit  will  be  laid 
from  the  central  power  station  to  South  Omaha,  where  a  new 
substation   is  to  be  located. 

Decision  in  Favor  of  T-Rails  at  New  Albany,  Ind. — Judge  W.  C. 
of  the  circuit  court  at  New  Albany,  Ind..  has  decided 
brought  by  the  city  against  the  New  Albany  Street  Railroad  to 
compel  the  use  of  a  girder  rail,  in  favor  Of  tin npanv.  The  com- 
pany's franchise  ordinance  granted  several  years  ago  permitted 
the  use  of  the  T-rail.  but  a  later  ordinance  requires  the  use  of  a 
girder  rail.  The  court  holds  that  the  fust  ordinance  Is  a  con 
that  cannot  be  annulled  without  the  consent  of   loin    parties. 

Street  Railway  Strike  at  Birmingham,  Ala. — The  street  railway 
men  employed  by  the  Birmingham  (Ala.)  Etailwaj  Light  &  Tower 
Company,  who  have  recently  formed  a   lo  union, 

triki     OX    May'    2ii.    because    Of    the    refusal    of    the 
tilze   the  union.     The   n  offered   by   the 

pany'  the  alternative  of  surrendering  their  union  cards  or  returning 
their  badges  of  employment  and  the  majority  of  them  immediately 
returned  their  cars  to  the  barns  and  left  the  company's  service. 
On   'I'  n    sent    io    Robert    Ji  n  I  on,    on    Ident    of   the 

rm   of  agn m    under    which    they   would   return 

to   work,    involving  complete   reinstatement    Ol  recognition 

of   the   union,   an  of   future  The    question 


692 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  21. 


of  wages  does  not  enter.  President  Jemison  replied  to  the  com- 
munication, stating  that  he  would  not  employ  union  men.  About 
2o  cars  were  operated  on  Wednesday.  The  mayor  has  ordered  all 
saloons  closed,  the  police  haw  been  put  on  double  time  and  special 
deputies  have  been  sworn  in.  No  attempt  at  violence  has  been 
made  and  the  company  has  operated  a  few  cars  each  dav.  although 
at   long   intervals. 

Opinion  on  Louisville  Franchises. — City  Attorney  A.  E.  Rich- 
ards of  Louisville.  Ky..  has  submitted  to  a  special  committee  of 
the  city  council,  appointed  to  investigate  the  franchise  rights  oi 
the  Louisville  Railway  Company,  a  lengthy  opinion,  which  com- 
pletely upholds  the  rights  of  the  company  in  the  streets.  The  re- 
port reviews  the  legislation,  both  state  and  municipal,  affecting 
the  roads  now  merged  into  the  Louisville  Railway,  and  finds  that 
the  company's  franchises  are  valid,  and  except  for  a  few  short 
lines,  have  been  extended  by  the  legislature  for  99  vears  from 
1890. 

New  York  Rapid  Transit  Affairs. — The  rapid  transit  commis- 
sion did  not  award  the  contract  for  building  the  second  section 
of  the  bridge  subway  loop,  as  expected,  because  the  necessary  six 
votes  were  not  present,  and.  as  one  of  the  members  is  expected 
to  be  kept  away  by  ill  health  for  some  time,  it  was  evident  that 
if  any  action  was  to  be  taken  before  the  public  utilities  bill  became 
a  law  it  would  be  necessary  to  appoint  a  new  member  to  succeed 
Lewis  Cass  Ledyard.  who  resigned  several  months  ago.  Conse- 
quently Mayor  MeClellan  on  May  17  appointed  William  S.  Hurlev 
to  fill  the  vacancy. 

Waterloo  Strike  Settled.— The  strike  of  the  trainmen  of  the 
Waterloo  Cedar  Falls  &  Northern  Railway,  Waterloo,  la.,  which 
has  been  in  progress  for  about  two  months,  was  settled  on  May  9, 
by  agreement  between  the  company  officials  and  the  union  leaders. 
Cars  have  been  operated,  but  trouble  has  been  frequent  and  union 
men  have  refused  to  patronize  the  cars.  The  company  agrees 
to  recognize  the  union,  but  will  hire  union  or  non-union  men,  in- 
discriminately, and  will  receive  a  grievance  committee  of  the  union 
at  any  time.  No  man  is  to  be  discharged  without  being  furnished 
with  the  reason   for  his  dismissal. 

Electrical  Engineers  Elect  Officers. — At  a  meeting  of  the  Ameri- 
can Institute  of  Electrical  Engineers,  held  in  New  York  City  on 
May  21,  the  following  officers  were  elected:  President  (for  one  year), 
H.  G.  Stott;  vice-presidents  (for  two  years),  L.  A.  Ferguson,  J.  G. 
White,  W.  C.  L.  Eglin:  managers  (for  three  years),  B.  G.  Lamme. 
H.  W.  Buck,  P.  H.  Thomas,  Morgan  Brooks;  treasurer  (for  one 
yi-ari.  George  A.  Hamilton;  secretary  (for  one  year),  Ralph  W. 
Pope.  Certain  amendments  to  the  constitution  were  proposed  and 
adopted  by  the  institute,  and  the  new  officers  will  hold  office  in 
accordance  with    the   provisions   of  the  amended   constitution. 

Hearing  on  Philadelphia  Ordinance. — It  is  expected  that  the 
finance  and  the  street  railways  committees  of  Philadelphia  city 
councils  will  hold  a  joint  meeting  at  which  arguments  on  the 
proposed  new  ordinance  for  the  Philadelphia  Rapid  Transit  Com- 
pany will  be  heard.  An  ordinance  has  been  introduced  in  councils 
by  Councilman  Robert  M.  Fry,  providing  that  the  city  shall  take 
possession  of  the  property  and  franchise  of  the  Citizens'  Passenger 
Railway  Company  under  authority  of  the  ordinance  of  July  7, 
1857,  and  lease  it  to  a  company  which  offers  to  provide  the  pur- 
chase money,  give  2  per  cent  of  the  gross  earnings  to  the  city 
and  grant  4-cent  fares.  A  resolution  has  also  been  introduced 
providing  for  the  appointment  of  a  commission  by  the  mayor  to 
investigate   the   traction'  situation. 

Fender  Tested  by  Chicago  City  Railway. — It  is  announced  that 
this  company  has  installed  a  new  fender  on  one  of  its  cars  and 
is  testing  it  in  regular~service.  The  fender,  which  was  invented 
by  George  De  Clement  of  Kalamazoo.  Mich.,  consists  of  a  buffer 
mounted  on  the  front  of  the  ear,  and  a  scoop  fender  mounted 
under  the  car,  directly  in  front  of  the  wheels.  This  scoop  is 
normally  held  6  or  S  inches  clear  of  the  track,  but  is  automatically 
released  and  dropped  to  the  ground  should  a  person  be  struck 
by  the  car  and  fall  on  the  track.  The  scoop  fender  under  the 
ear  is  automatically  released  by  a  special  releasing  fender,  which 
is  thrown  upwards  when  it  comes  in  contact  with  any  object  on 
the  track.  The  inventor  has  great  confidence  in  the  efficiency 
of  the  new  fender  and  a  company  will  be  formed  to  manufacture  it. 

Reports  of  the  American  Street  Railway  Association. — Secre- 
tary B.  V.  Swenson  of  the  American  Street  and  Interurban  Rail- 
way Association  has  issued  a  complete  summary,  index  and  price 
list  of  the  reports  of  the  American  Street  Railway  Association, 
together  with  a  circular  offering  for  sale,  at  prices  ranging  from 
50  cents  to  $1.50.  copies  of  the  reports  for  all  of  the  24  years  of 
the  existence  of  the  association,  except  five,  of  which  two  are  out 
of  print  and  three  are  reserved  to  make  up  bound  sets.  The  entire 
series  consists  of  24  reports,  covering  the  period  from  the  or- 
ganization meeting  in  1882  to  and  including  the  reorganization 
meeting  in  1905.  These  reports  contain  the  complete  proceedings 
of  the  conventions  of  the  association,  including  papers,  committee 
reports,  addresses,  discussions,  banquet  speeches  and  much  other 
material  of  great  interest  and  value  to  the  street  railway  fraternity. 
More  than  5.600  pages  octavo  are  contained  in  these  reports. 
Each  has  a  frontispiece,  consisting  of  a  steel  engraving  of  the 
president  for  the  year  of  the  report.  During  these  24  years  the 
business  has  passed  through  various  stages.  In  18S2  there  were 
no  interurban  railways  and  the  street  railway  business  of  the 
country  was  confined  principally  to  the  small  horse-car  roads  in 
the  larger  cities.  During  the  first  eight  or  ten  years  of  the  asso- 
ciation work  occurred  the  early  attempts  to  propel  the  cars 
mechanically  or  electrically,  the  adoption  of  cable  systems  in  the 
larger  cities  and  the  successful  application  of  electric  power.  This 
was  followed  by  a  wonderful  development  of  the  business,  espe- 
cially after  the  interurban  railway  proved  to  be  a  success.  The 
reports    of    the    American    Street     Railway    Association    cover    the 


entire  period  of  time  from  the  old  horse-car  days  to  the  present. 
They  are  paper-covered  octavo  volumes,  averaging  about  250 
pages  each.  Several  complete  sets  (except  the  first  and  second 
reports)  have  been  bound  in  six  volumes  to  the  set.  These  will  be 
sold  at  $25  a  set  for  cloth  binding  and  $30  for  half  morocco.  A  few 
additional  sets  (except  the  first,  second  and  third  reports)  will 
be  bound  in  six  volumes  to  the  set.  These  will  be  sold  at  $20 
a  set  for  cloth  binding  and  at  $25  a  set  for  half  morocco. 

Seek  to  Annul  Charter  of  Philadelphia  Company. — Both 
branches  of  the  Pittsburg  city  councils  on  May  21  passed  resolu- 
tions authorizing  the  mayor  to  ask  the  governor  to  instruct  the 
attorney-general  to  institute  quo  warranto  proceedings  against 
the  Philadelphia  Company,  with  a  view  to  annulling  its  charter. 
The  Philadelphia  Company,  which  is  controlled  by  the  United 
Railways  &  Investment  Company  of  San  Francisco,  controls  the 
Pittsburg  Railways  Company  and  several  gas  and  electric  com- 
panies in  and  near  Pittsburg.  This  step  is  part  of  a  general 
agitation  against  the  company  and  is  said  to  have  been  influenced 
by  the  recent  action  of  the  company  in  raising  the  price  of  natural 
gas  from  25  to  30  cents  per  1.000  cubic  feet.  Bills  have  recently 
been  presented  against  the  Pittsburg  Railways  Company  by  the 
city,  aggregating  over  $600,000.  for  street  cleaning,  and  an  attempt 
is  being  made  to  secure  a  reduction  of  the  night  fare  of  10 
cents  on   the  street  cars. 

Indiana  Tax  Commissioners  Lenient  with  Electric  Railways. — 
The  Indiana  state  board  of  tax  commissioners,  which  closed  its 
first  session  on  May  20.  has  increased  the  assessed  valuation  of 
the  corporate  property  in  the  state  from  $224,377,446,  the  1906 
figure,  to  $236,790,754.  Although  the  assessment  of  steam  roads 
was  increased  from  $183,670,955  to  $191,337,619,  there  was  prac- 
tically no  increase  in  the  assessments  of  the  interurban  railways, 
the  figures  being  $20,616,599  in  1906  and  $20,990,004  for  the  present 
year.  Various  representatives  of  the  interurban  railway  com- 
panies appeared  at  the  preliminary  hearings  of  the  board,  on  April 
22-25.  as  reported  in  the  Electric  Railway  Review  of  April  27  and 
May  4.  and  argued  that  their  assessments  should  not  be  increased 
because  the  roads  were  still  in  a  period  of  development.  The  tax 
board  appars  to  have  taken  this  view  of  the  matter.  Another 
session  will  be  begun  on  July  2  for  the  purpose  of  hearing  appeals, 
after  which  the  final  assessments  will  be  fixed. 

Butte  Cars  Being  Equipped  with  Vestibules. — The  Butte 
(Mont.)  Electric  Railway  Company  is  equipping  all  its  winter  cars 
with  vestibules  completely  enclosing  the  platforms,  in  accordance 
with  a  law  recently  passed  by  the  legislature.  One  side  of  the 
platform  will  be  built  up  solidly,  the  other  is  to  be  provided  with 
doors,  which  will  be  closed  while  the  motorman  occupies  this  plat- 
form, and  will  be  locked  open  on  the  return  trip  when  he  changes 
platforms.  This  will  leave  only  one  entrance  to  the  car  and  that 
on  the  opposite  side  from  the  double  track,  thus  doing  away  with 
the  danger  of  passengers  stepping  from  one  car  into  the  path  of 
another.  Manager  Wharton  says  that  for  many  years  the  com- 
pany opposed  the  use  of  the  closed  vestibules  in  Butte;  the  motor- 
men  were  protected  by  windows  in  front  of  them,  but  while  the  old 
conditions  of  smoke  and  fog  prevailed  it  was  necessary  for  them 
to  depend  upon  hearing  any  sound  that  might  give  warning  of 
danger,  and  the  sides  were  left  open.  These  conditions  have  passed 
now,  and  there  is  no  longer  any  need  to  sacrifice  fullest  protection 
to  safety. 

American  Society  of  Mechanical  Engineers. — The  semi-annual 
meeting  of  the  American  Society  of  Mechanical  Engineers,  to  be 
held  in  Indianapolis,  Ind..  on  May  28  to  31,  promises  to  be  of 
especial  interest  to  mechanical  engineers.  A  wide  range  of  sub- 
jects will  be  taken  up  and  discussed,  among  which  will  be  reports 
of  committees  on  standard  proportions  for  machine  screws;  standard 
tonnage  basis  for  refrigeration,  and  papers  on  pumping  engines,  the 
heating  of  storehouses,  and  kilns  for  Portland  cement.  There  will 
be  special  sessions  for  papers  and  discussions  of  superheated  steam. 
including  papers  on  its  specific  heat,  its  flow,  furnace  and  super- 
heat relations,  the  determination  of  entropy  lines  for  superheated 
steam,  the  performance  of  Cole  superheaters,  superheated  steam  in 
an  injector;  the  use  of  superheated  steam  on  locomotives  in 
America,  analysis  of  locomotive  tests,  and  material  for  the  control 
of  superheated  steam.  An  automobile  symposium  has  been  planned 
for  the  Wednesday  evening  (May  30)  session,  at  which  papers, 
illustrated  by  lantern  slides,  on  ball  bearings  in  general  and  their 
use  on  automobiles  in  particular,  air-cooling  of  automobile  engines, 
materials  for  automobiles,  special  automobile  steel,  and  the  railway 
motor  car  will  be  read  and  discussed.  These  papers  have  been 
prepared  by  authors  who  have  made  important  investigations  in 
their  particular  lines  of  work.  Accommodations  for  transportation 
and  Pullman  car  service  can  be  arranged  for  by  addressing  the 
secretary  of  the  society.  Several  excursions  have  been  arranged 
to  different  plants  and  points  of  interest  in  and  around  Indianapolis. 
One  of  the  professional  sessions  devoted  to  superheated  steam  will 
be  held  at  Purdue  University,  and  an  opportunity  will  be  given  the 
guests  after  the  session  of  going  over  the  university.  The  local 
committee  at  Indianapolis  is  endeavoring  to  secure  reserved  seats 
for  those  attending  the  convention,  upon  the  occasion  of  President 
Roosevelt's  speech  at  Indianapolis  on  Decoration  Day.  On  Wednes- 
day afternoon.  May  29.  a  visit  will  be  made  in  special  cars  to  the 
Atias  Engine  Works,  and  to  the  plant  of  the  National  Motor 
Vehicle  Company.  Another  excursion  on  the  same  afternoon  has 
been  arranged  for  the  works  of  the  D.  N.  Parry  Manufacturing 
Company  and  to  those  of  the  Nordyke  &  Marmon  Company.  An 
attractive  booklet  describing  Indianapolis  and  its  industries  for 
the  benefit  of  the  association  has  been  executed  and  issued  by 
Russell  M.  Seeds.  The  book  is  well  illustrated  by  halftones  and 
contains  a  small  map  and  guide  to  the  city  of  Indianapolis,  show- 
ing which  cars  to  take  to  get  to  the  various  manufacturing  plants 
in  the  city  of  interest  to  members  of  tic  American  Society  of 
Mechanical   Engineers. 


May  25,  1907. 


ELECTRIC     RAILWAY    REVIEW 


693 


Construction  News 


FRANCHISES. 


Anderson.  S.  C. — O.  W.  Kelsey,  representing  the  South  Caro- 
lina Public  Service  Corporation,  which  was  incorporated  in  Janu- 
ary of  this  year  to  build  a  system  of  interurban  electric  lines  in 
North  and  South  Carolina  and  Georgia,  has  applied  for  a  franchise 
to  enter  Anderson  and  to  operate  its  line  in  several  of  the  streets. 
A  committee  of  three  aldermen  has  been  appointed  to  report  on 
the  proposition.  A  franchise  also  will  be  applied  for  in  Greenville, 
S.  C.  Joseph  J.  Timmes.  president,  52-53  Broad  street.  New 
York    City. 

Ensley,  Ala. — The  city  council  has  granted  a  franchise  to  H.  S. 
Meade.  R.  E.  Meade.  J.  J.  Walker,  B.  R.  PegTam  and  others  of 
this  city  to  operate  an  electric  street  railway  from  Avenue  E  and 
Twentieth  street  to  the  city  limits  and  back  through  Ensley  High- 
lands. Work  must  be  begun  within  six  months.  The  line  will 
develop  a  large   tract  of  land   adjoining  the  highlands. 

Ft.  Worth,  Tex. — A  franchise  has  been  granted  to  the  Northern 
Texas  Traction  Company  for  the  extension  of  its  lines  in  North 
Ft.  Worth.  Work  is  to  begin  within  90  days  and  be  completed 
within  nine  months. 

Girard.  Kan. — A  franchise  has  been  granted  to  the  Girard  Coal 
Belt  Electric  Railway  to  build  its  interurban  line  in  Crawford 
county.  The  line  will  extend  from  Girard  to  Mulberry,  about  16 
miles,   with  headquarters  at  Girard.     J.   B.  McFarland,   president. 

Great  Falls.  Mont. — The  Great  Falls  Street  Railway  Company 
has  been  granted  a  franchise  to  use  the  north  bridge  on  First 
avenue  for  a  period  of  five  years,  the  privilege  to  be  extended  at 
the  end  of  that  time  unless  city  traffic  shall  have  increased  suffi- 
ciently to  demand  the  construction  of  a  new  bridge  for  street 
railway  service.  The  company  will  pay  one-half  of  the  repairs 
on  the  bridge  after  it  has  laid  its  tracks  across  it.  It  is  stated 
that  the  line  may  be  extended  to  the  west  side  of  the  river. 

High  Point,  N.  C. — Additional  franchise  rights  have  been 
granted  to  Dee  Allen,  W.  T.  Van  Brunt  and  others,  associated  in 
■the  proposed  electric  line  which  will  connect  High  Point  with 
Greensboro,  N.  C,  and  it  is  stated  that  the  Greensboro  Electric 
Company  and  its  holdings  have  been  acquired  by  these  interests. 
Practically  all  of  the  right  of  way  has  been  secured  in  High  Point 
and  to  the  point  connecting  with  the  Greensboro  line,  and  work 
is   said   to   have  been   started. 

Laurel,  Miss. — Application  for  a  franchise  to  build  an  electric 
street  railway  in  Laurel  has  been  made  by  the  Gulf  States  In- 
vestment Company  with  a  provision  that  the  city  may  have  the 
privilege  of  taking  over  the  property  at  the  expiration  of  the 
franchise  in  1930,  if  desired.  The  petitioners  agree  to  have  one 
mile   in  operation   within    IS   months. 

Moscow,  Idaho. — The  Spokane  &  Inland  Empire  Railroad  has 
been  granted  a  franchise  to  build  and  operate  its  line  in  this  city. 

Phoenixville.  Pa. — A  franchise  has  been  granted  to  the  Phila- 
delphia Interurban  Railway  Company  to  build  an  electric  line  in 
this  city.  This  is  said  to  be  part  of  an  interurban  line  which 
the  promoters  agree  to  build  between  Sanatoga  and  Phoenixville 
within  a*  year. 

Port  Angelus,  Wash. — F.  A.  Ballin,  H.  B.  Kennedy  and  others 
of  Seattle,  Wash.,  have  applied  for  permission  to  build  an  electric 
street    railway   system    in    this    city. 

Port  Jefferson,  N.  Y. — A  franchise  has  been  granted  to  the 
Suffolk  Traction  Company  to  build  an  electric  line  from  Port 
Jefferson  to  Patchogue,  L.  I.  The  line  is  to  be  in  operation  within 
two  years. 

Tacoma,  Wash. — The  Pacific  Traction  Company  has  applied  for 
a  franchise  to  build  a  new  line  to  the  West  End,  which  will  serve 
the  thickly  settled  district  lying  between  two  of  the  Tacoma 
Railway  &  Power  Company's  lines.  The  motive  power  will  be 
either  cable  or  electricity  and  it  will  connect  with  the  line  now 
under  construction.  The  application  lias  been  referred  to  the  fran- 
Chi8<  i    has   passed   an   ordinance   providing 

for  joint  operation  by  the  Pacific  Traction  Company  and  the  Tacoma 
Railway  &  Power  Company  over  the  latter's  tracks  on  Pacific 
avenue. 

Whitehouse.  O. — The  Toledo  &  Defiance  Railway  has  mad.  ap- 
plication for  a  franchise  in  St.  Louis  avenue.  The  line,  if  built, 
will  afford   i  nnection   with  Toledo. 


RECENT   INCORPORATIONS. 


Clark's   Summit  &    Lake   Winola   Street    Railway. — Encorpt 
In    Pennsylvania   to  build   an   8-mile   electric   line   from   Chinchilla, 
Lackawanna   county,    t<>    Lake    Winola,    Wyoming    county.    Capital 
$48,000.    Thorns  president,  Scranton,  Pa. 

Galveston-Houston    Electric    Company. —  I  I    in    Maine 

with  stock  of  $6,000, to   build   an   Interurban   line   be- 

B a,    Tex.     incorporators:     William    K. 

Neal,    Richard    E3.    Hai  i  I  Bi  E3.    Noble, 

Albert    E.    Neal,    Fred    D.    ii  John    ll.    Rii  Di     Id   W. 

Snow. 

Palmyra    &    Campbelltown    Electric    Street    Railway,    Campbell- 


town,  Pa. — It  is  announced  that  incorporation  papers  will  soon  he 
filed  in  Pennsylvania  by  this  company  for  the  purpose  of  building 
an  electric  line  five  miles  long,  from  Palmyra  to  Campbelltown, 
Pa.  Incorporators:  Harry  Baum,  R.  F.  Dissinger  and  1.  M. 
Reigert. 

Philadelphia  Valley  Forge  &  Suburban  Railroad. — incorporated 
in  Pennsylvania  to  build  an  electric  line  from  the  Sixty-ninth  street 
station  of  the  Philadelphia  Rapid  Transit  Company's  elevated 
road  to  Valley  Forge  and  Phoenixville.  Pa.  It  is  stated  that  all 
the  surveys  have  been  made,  although  the  exact  location  of  the 
route  has  not  been  determined  upon.  Capital  stock,  $600,000.  In- 
corporators: L.  Knowles  Perot.  Bala.  Pa.,  president:  A.  D.  Whit- 
ing, David  Rumbold.  Jr..  Edward  W.  Johnson.  Philadelphia:  James 
A.  Bunting,  Secane:  Morris  H.  Wetherill,  Haverford,  and  Robert 
C.    Selden,    Norristown,    Pa. 

Piedmont-Carolina  Railway. — Incorporated  in  North  Carolina  to 
build  an  electric  railway  in  Salisbury,  N.  C.  Capital  stock,  $100,000. 
Incorporators:     T.  H.  Vanderford,  W.  F.  Snider  and  J.  H.  Horah. 

Port  Orange  &  Santa  Ana  Railway. — Incorporated  in  California 
to  build  a  broad-gauge  electric  line,  which  will  form  the  connect- 
ing link  between  the  seashore  and  Santa  Ana  and  will  provide  a 
direct  connection  by  way  of  that  city  with  all  the  principal  cities 
of  southern  California,  as  well  as  with  the  three  transcontinental 
steam  roads.  It  will  afford  communication  with  a  harbor  IVz 
miles  long  and  1  mile  wide,  at  which  point  is  the  proposed  site  of 
Port  Orange,  named  in  the  title.  A  large  hotel,  to  be  built  at 
Creston  Point,  on  the  seashore,  is  one  of  the  projects  named  in 
connection  with  the  enterprise.  It  is  stated  that  much  of  the 
material  has  been  purchased  and  that  work  will  commence  as 
soon  as  possible.  Capital  stock,  $500,000,  of  which  $50,000  has 
been  subscribed.  Incorporators:  Frank  F.  Johnson,  Walter  G. 
Hopkins.  A.  F.  Lijeal.  Joseph  M.  Fletcher.  Eugene  Germain,  C.  L. 
Fredericks,   Harry  P.  Vandeveer  and  G.   H.  McCarthy. 

Portland  <£.  Northern  Railroad. — Incorporated  in  Oregon  to 
build  an  electric  line  from  Portland  to  Bridgton.  Ore.  The  line 
will  be  standard  gauge  to  admit  of  interchanging  freight  with 
steam  roads,  and  may  be  operated  by  third  rail.  It  will  he  about 
40  miles  long  and  will  pass  through  Windham,  Raymond.  Casco 
and  Naples.  As  now  planned  the  road  will  start  from  Portland 
at  some  point  near  Morrill's  Corner,  in  the  Deering  district,  and 
proceed  by  the  old  stage  line  to  the  terminus  in  Bridgton.  Capital 
stock,  $160,000.  Incorporators:  William  M.  Sturges.  N.  D.  Sturges, 
Scranton,  Pa.:  Tracy  W.  Holland.  New  York  City;  Howard  Wins- 
low,  Henry  L.  Forham,  Llewellyn  Barton.  Portland;  S.  O.  Hancock, 
Casco.   Ore. 

Seymour  &  Brownstown  Interurban  Motor  Line  Railway,  Sey- 
mour, Ind. — Incorporated  in  Indiana  to  build  an  interurban  line  be- 
tween Seymour  and  Brownstown,  Ind.  Capital  stock,  $10,000.  In- 
corporators: Joseph  I.  Irwin,  L.  I.  Sweeney,  N.  I.  Sweeney  and 
Z.    T.    Sweeney,   all  of  Columbus,    O. 

Tanwax  (Wash.)  &  Western  Railway. — Incorporated  in  Wash- 
ington to  build  a  35-mile  electric  line  from  Tanwax  Junction  to 
Olympia.  It  is  stated  that  construction  work  is  to  be  started  at 
once.  Capital  stock,  $100,000.  Henry  S.  Royce,  Tacoma.  Wash., 
is  president. 

Waynesburg  (Pa.)  <£.  Monongahela  Street  Railway. — Application 
for  a  charter  has  been  filed  by  this  company,  which  is  planning  to 
build  an  electric  line  from  Waynesburg,  Pa:,  to  East  Waynesburg, 
Morrisville.  Jefferson.  Clarkesville.  East  Bethlehem  and  Millsboro. 
Thomas  S.  Crago,  Waynesburg,  and  H.  R.  Myers,  Washington,  Pa., 
are  interested. 

Western  Railways  &  Light  Company. — This  company  has  been 
incorporated  and  will  be  the  holding  company  for  the  McKinley 
light  and  traction  properties  in  northern  Illinois,  including  the 
Galesburg  Railway  &  Light  Company,  the  Quincy  Horse  Railway 
&  Carrying  Company,  the  Illinois  Valley  Railway  Company  and 
the  Citizens'  Light  Company  of  La  Salle  and  Peru,  and  the  Chi- 
cago Ottawa  &  Peoria  Railway.  The  officers  are:  W.  B.  McKinley, 
president;  George  Duncan,  vice-president;  Edward  Woodman, 
treasurer;  T.  H.  MeCauley,  secretary;  H.  E.  Chubbuck,  general 
manager. 


TRACK   AND    ROADWAY. 


Albuquerque  (N.  M.)  Traction  Company. — This  company  is 
planning  an  extension  of  its  Railroad  avenue  line  to  the  High- 
lands;  also  the  construction  of  one  or  twi  ross-town   lines. 

Anderson,  S.  C. — W.  L.  Hodges  of  Hartwell,  S.  C,  is  Intel 
in   a   project    ti.    build   an   electric    railway    from    Athens.    Ga.,    to 
Andersen,    s     i '..    67    miles,    passing    through    either    Camesville    or 
Isvllle,   Ga.,   and   Royston  and   Hartwell.   S.    C. 

Asheville  Rapid   Transit  Company.  Asheville,   N.   C. — It  is  stated 

i    large   consignment   of   trolley   poles   and   cross   ties   for   this 

comp:  ■  nsion  to  Overlook  Park  hat  eceived  and   that 

:,    portion   01    He    rails  is  expected  shortly.     Work  on  the  grading  of 

i  he  he     i     pi  ogi  essing  rapidly. 

Bay  City,  Mich. — It  is  reported   thai    Handy  Brothers,  who  own 
nlni     near     Ucron,    Mich.,    will    build    an    electric    railway    (rom 
1 1   possibly   through   to  Caro,  Mich. 

Bennington  &    Hoosick    Valley    Railway.    Bennington,    Vt.— This 
il   ii  was  recently  acquired  by  the  Bennln  North 

a. lams  Street    Railway,   c rolled   by   the  Consolidated    R 

.New   ll.-ivn.   Conn.,   is  reported  to  h  tred   the   righl    i 

i  toa  Ii  l   Palls  i"  Troy    N.   v.,  -■■  i  i 

Bridge,     Busklrk,    Johnsonvllle,    Valley    Falls    arw     A 


694 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  No.  21. 


paralleling  the  Boston  &  Maine  Railroad;  also  branches  from 
Hoosick  Falls  to  Cambridge,  N.  Y..  and  Pownal,  Vt.  The  road  now 
has  a  line  in  operation  from  Bennington  to  Hoosick  Palls,  16.5 
miles. 

Boise  &  Interurban  Railway. — Chief  Engineer  F.  H.  Knox  is 
quoted  as  saying  that  all  but  six  miles  of  track  have  been  laid  on 
the  line  from  Boise  to  Caldwell,  Idaho,  and  that  the  poles  have 
been  set  as  far  as  Middleton.  The  substations  at  Park  and  Middle- 
ton  are  practically  completed  and  it  is  probable  that  cars  will  be 
operated  by  June  15. 

Boston  &  Worcester  Street  Railway. — Plans  involving  the  ex- 
penditure of  about  $300,000  have  been  completed  by  this  company 
for  the  widening  of  Worcester  street  in  South  Framingham,  Mass". 
to  permit  of  the  double-tracking  of  its  line  from  Central  square. 
Framingham.  to  the  Southboro  line.  A  year  or  more  will  be  re- 
quired  in  which  to  complete  the  work. 

Buffalo  &  Lake  Erie  Traction  Company,  Buffalo,  N.  Y. — This 
company  has  purchased  right  of  way  for  its  crossing  under  the 
tracks  of  the  New  York  Chicago  &  St.  Louis.  Dunkirk  Allegheny 
Valley  &  Pittsburg  and  Pennsylvania  railroads  in   Dunkirk,   N.   Y. 

Buffalo  Rochester  &  Eastern  Railroad. — We  are  officially  advised 
that  this  company,  whose  incorporation  was  noted  in  the  Electric 
Railway  Review  of  May  4,  proposes  to  build  a  steam  instead  of  an 
electric  road,  from  Buffalo  to  Rochester  and  Troy,   N.  Y. 

Chicago  Great  Western  Railroad. — L.  S.  Cass,  third  vice-presi- 
dent, St.  Paul,  Minn.,  is  reported  to  have  announced  that  the 
branch  line  from  Rochester  to  Winona,   Minn.,   is  to  be  electrified. 

Chicago  Lake  Shore  &  South  Bend  Railway,  South  Bend.  Ind. — 
It  is  reported  that  tracklaying  on  this  line  has  now  been  completed 
from  South  Bend  to  Hudson  Lake,  Ind.,  and  that  rails  have  been 
delivered  at  Michigan  City  sufficient  to  build  50  miles  of  the  re- 
maining distance  to  the  Indiana-Illinois  state  line,  where  a  con- 
nection will  be  made  with  the  Illinois  Central  Railroad.  The  Illi- 
nois Central  has  built  four  miles  of  track  from  Kensington  to  the 
state  line  to  meet  the  electric  road.  Grading  is  now  in  progress  at 
Michigan  City.     J.   B.  Hanna,   president. 

Chicago  South  Bend  <£.  Northern  Indiana  Railway,  South  Bend. 
Ind. — It  is  announced  that  contracts  will  soon  be  let  by  this  com- 
pany for  the  reconstruction  of  its  line  between  Laporte  and  Michi- 
gan   City,    Ind. 

Cincinnati  Reading  &  Middletown  Street  Railroad. — Surveyors 
are  now  locating  this  company's  proposed  line  from  Sharon  to 
Middletown,  O.  A  franchise  has  been  secured  in  Reading  and  it  is 
stated  that  90  per  cent  of  the  right  of  way  has  been  secured. 

Cleveland  Southwestern  &  Columbus  Railway,  Cleveland,  O. — 
It  is  stated  that  work  on  the  Cleveland  Ashland  &  Mansfield  divi- 
sion of  this  company's  line  between  Mansfield  and  Ashland  is 
progressing  rapidly  and  may  be  completed  by  September  1.  An 
effort  also  will  be  made  to  have  the  line  between  Seville  and  Mans- 
field completed  by  the  first  of  the  year.  W.  H.  Abbott,  consulting 
engineer,  Cleveland,  O. 

Columbus  Kenton  &  Lima  Railway. — Engineers  are  at  work 
on  this  company's  line  between  Columbus  and  Magnetic  Springs. 
O.,  and  it  is  stated  that  the  construction  work  between  Columbus 
and  Kenton  will  be  finished  this  year.  The  extension  from  Kenton 
to  Lima  and  from  La  Rue  to  Marion  will  not  be  completed  until 
some  time  next  year.     W.  H.  Ogan  of  Columbus  is  interested. 

Columbus  (Ind.)  Street  Railway  &  Light  Company. — Prepara- 
tions are  being  made  to  resume  work  on  the  extension  from 
Columbus  to  East  Columbus.  It  is  hoped  to  have  the  line  in 
operation  in  two  months. 

Corinth  &  Shiloh  Electric  Railway,  Corinth,  Miss. — Abe  Rubel, 
president,  writes  that  this  company  proposes  to  build  an  electric 
railway  from  Corinth,  Miss.,  to  the  United  States  National  Park 
at  Shiloh,  Tenn.,  or  Pittsburg  Landing,  on  the  Tennessee  river. 
Surveys  have  been  made  and  right  of  way  secured.  Special  per- 
mission to  run  over  the  park  property  has  been  granted  by  con- 
gress. The  road  will  extend  along  the  top  of  a  ridge  and  no 
trestles  will  be  required  on  the  entire  line. 

Cortland  County  Traction  Company,  Cortland,  N.  Y. — This  com- 
pany has  been  authorized  by  the  state  railroad  commission  to  issue 
a  mortgage  for  $2,000,000  and  to  increase  its  capital  stock  from 
$320,000  to  $1,000,000.  A  part  of  the  new  funds  is  to  be  used  for 
the  construction  of  a  double-track  extension  to  Syracuse,  23  miles, 
three  miles  of  track  in  Syracuse  and  two  miles  in  Cortland.  W.  C. 
Pearce,   chief  engineer. 

Denver  &  South  Platte  Railroad. — Joseph  A.  Osner,  Denver, 
has  the  contract  for  building  this  electric  railway,  which  is  financed 
by  H.  W.  Hartman,  Thomas  B.  Doane  and  others  of  Denver,  from 
Englewood  to  Roxborough  Park,  Colo.,  21  miles,  via  Littleton.  Sur- 
veys have  been  completed  and  grading  was  begun  last  week.  Power 
will  be  obtained  from  the  Denver  City  Tramway  Company  and 
connection  with  Denver  will  be  had  over  that  company's  lines. 
Roxborough  Park  is  to  be   developed  as  a  summer  resort. 

Duluth  (Minn.)  Street  Railway.— This  company  has  filed  plans 
with  the  board  of  public  works  for  its  approval  of  an  extension 
of  its  Nemadji  line  to  Allouez. 

East  Hampton,  Conn.— A  company  has  been  organized  to  build 
an  electric  line  from  East  Hampton  to  Moodus,  Conn.  George  F. 
Marshall  of  Maiden,  Mass.,  is  president  and  Fred  M.  Hoadley  of 
Providence,  R.  I.,  secretary  and  treasurer. 

Edmonton,  Alberta. — Contracts  have  been  awarded  for  the  con- 
struction   of    the    proposed    municipal    railway    to    W.    H.    Harvey, 


Vancouver,    B.    C,    and    the    Bitulithic    Company,    Ltd.,    Winnipeg, 
Man. 

Fairchance  &  Smithfield  Traction  Company. — This  company's 
new  line  from  Fairchance  to  York  Run,  Pa.,  about  two  miles,  was 
opened  for  traffic  last  week.  When  completed  the  line  will  connect 
Uniontown  and  Smithfield,  a  distance  of  seven  miles.  Owen  Jones 
is  superintendent  in  charge  of  both  operation  and  construction. 

Findlay-  Marion  Railway  &  Light  Company. — It  is  announced 
that  grading  on  this  company's  47-mile  line  from  Findlay  to 
Marion,  O.,  will  begin  the  first  week  in  June  at  Marseilles,  O., 
and  will  be  continued  on  to  Marion.  It  is  stated  that  the  people 
of  this  section,  which  hitherto  has  been  without  electric  railway 
service,  have  promised  the  company  400  carloads  of  freight  per 
year.     R.   P.   Hankey   of  Detroit,   Mich.,   is   president. 

Fremont  (O.)  Street  Railway. — George  Champe,  chief  engineer, 
has  announced  that  this  company  will  begin  at  once  the  work  of 
rebuilding  its  tracks  on  Front  and  Tiffin  streets,  and  that  the 
line  to  Ballville  will  be  extended  about  one  mile  to  the  Oakwood 
cemetery. 

Gainesville  Whitesboro  &  Sherman  Railway. — John  King,  presi- 
dent, Gainesville,  Tex.,  states  that  grading  will  probably  be  re- 
sumed about  June  on  this  line  from  Gainesville  to  Sherman,  Tex., 
which  was  graded   last  year  from  Gainesville  to  Callisburg. 

Galveston-Houston  Electric  Railway. — The  directors  of  this  com- 
pany, which  is  controlled  by  Stone  &  Webster  of  Boston,  Mass., 
have  authorized  an  issue  of  $5,000,000  bonds  for  the  purpose  of  con- 
structing the  line  from  Galveston  to  Houston,  Tex.  M.  M.  Phinney 
of  Dallas  is  interested. 

Georgia  Railway  &  Electric  Company,  Atlanta,  Ga. — The  work  of 
double-tracking  west  Peachtree  street,  Georgia  avenue  and  the  three 
main  trunk  lines  reaching  Ponce  de  Leon  springs,  has  been  com- 
pleted and   the  line  is  now  in  operation. 

Grafton  (W.  Va.)  Traction  Company. — It  is  announced  that 
the  contract  for  the  construction  this  company's  2^-mile  line  in 
Grafton  has  been  let  to  Tolbert  Brothers  of  Fairmont  and  it  is 
stated  that  a  large  force  of  men  will  be  put  at  work  at  once. 
The  contract  provides  that  the  work  must  be  completed  six  weeks 
from  May  28.  After  the  completion  of  the  present  proposed  line, 
which  it  is  now  planned  to  have  in  operation  by  early  fall,  the 
company  is  said  to  be  planning  for  further  extensions.  A  power 
plant  is  to  be  built  and  will  be  equipped  with  General  Electric 
apparatus. 

Indianapolis  &  Louisville  Traction  Company,  Louisville,  Ky. — 
We  are  officially  advised  that  this  company,  which  is  now  build- 
ing a  line  from  Seymour  to  Sellersburg,  Ind.,  41  miles,  expects  to 
begin  operating  from  Louisville,  Ky.,  to  Scottsburg,  Ind.,  by 
June  15,  using  the  tracks  of  the  Louisville  &  Northern  Railway 
&  Lighting  Company  as  far  as  Sellersburg.  By  August  1  it  is 
expected  to  begin  operating  from  Louisville  to  Indianapolis,  using 
the  tracks  of  the  Indianapolis  Columbus  &  Southern  Traction 
Company  from  Seymour  north.  The  latter  company  is  building 
an  extension  from  Columbus  south  to  Seymour,  10  miles,  of  which 
17  have  been  graded,  with  8  miles  of  track  laid.  A.  A.  Anderson 
of  Columbus,  Ind.,  general  manager  of  the  Indianapolis  Columbus 
&  Southern,  has  also  been  appointed  general  manager  of  the 
Indianapolis  &  Louisville  and  the  two  lines  will  be  operated  as 
one  system.  A  power  house  and  car  house  have  been  erected  at 
Scottsburg.  The  line  is  to  be  operated  with  direct-current  at 
1,200  volts.  John  C.  Mayo  of  Paintsville,  Ky.,  is  president  and 
W.   H.   Cost,    chief   engineer. 

Indianapolis  Columbus  &  Southern  Traction  Company,  Colum- 
bus, Ind. — The  contract  for  building  this  company's  interurban 
station  at  Reddington,  Ind.,  which  is  on  the  line  of  its  extension 
to  Seymour,  has  been  let  to  Dunlap  &  Co.  A.  A.  Anderson,  Colum- 
bus, Ind.,   is  general  manager. 

Indianapolis  Columbus  &  Southern  Traction  Company,  Colum- 
bus, Ind. — A.  A.  Anderson,  general  manager,  writes  that  eight 
miles  of  track,  from  Seymour  to  near  Azalea,  have  been  laid 
on  the  extension  from  Columbus  to  Seymour,  Ind.,  19.01  miles, 
and  that  grading  has  been  completed  from  Seymour  to  near  Co- 
lumbus, a  distance  of  17.5  miles.  Poles  have  been  set  for  15 
miles.  The  overhead  construction  is  of  the  bracket  type.  Sub- 
stations, each  containing  one  200-kilowatt  Stanley  rotary  con- 
verter and  three  air-cooled  transformers,  are  under  construction 
at  Reddington  and  Columbus.  The  company  is  doing  the  con- 
struction work.  This  line  will  be  operated  from  Indianapolis 
to  Louisville,  Ky..  in  connection  with  the  Indianapolis  &  Louis- 
ville Traction  Company,  which  is  building  from  Sellersburg  to 
Seymour.  The  tracks  of  the  Louisville  &  Northern  Railway  & 
Lighting  Company  will  be  used  from  Sellersburg  to  Louisville. 
Through  operation  is  expected  to  begin  by  August  1.  Joseph  I. 
Irwin,    president. 

Interborough-Metropolitan  Company,  New  York,  N.  Y. — This 
company  has  issued  $15,000,000  of  short-term  notes,  a  part  of  the 
proceeds  of  which  is  to  be  used  in  installing  the  underground 
trolley  system  on  the  cross-town  lines  of  the  Metropolitan  Stieet 
Railway,    which    are    now    operated    by    horse-power. 

International  Railway,  Buffalo,  N.  Y. — A  new  line  on  Fillmore 
avenue,  from  Main  street  to  Abbott  road,  six  miles  long,  connecting 
with  the  steel  plant  district,  has  been  completed  and  will  be  opened 
for  traffic  on  May  30. 

Indiana  Southern  Railway.  Aurora,  Ind. — C.  M.  McMullen,  sec- 
retary, writes  that  this  company  proposes  to  build  an  electric  rail- 
way from  Aurora  to  Rising  Sun,  Ind.,  a  distance  of  eight  miles. 
Construction  will  be  commenced  as  soon  as  a  franchise  can  be 
secured   in  Aurora.     E.   W.   Swarthout  of  Aurora  is  president. 


May  25,  1907 


ELECTRIC    RAILWAY    REVIEW 


695 


Jackson  (Mich.)  Consolidated  Traction  Company. — It  is  stated 
that  following  the  sale  of  this  property  to  the  Michigan  United 
Railways  several  important  improvements  are  planned  for  this 
company's  lines  and  that  rails  have  been  ordered  for  an  extension 
3%   miles  long. 

Jackson  (Miss.)  Electric  Railway  Light  <£.  Power  Company. — 
An  amendment  to  its  charter,  permitting  it  to  construct  and 
operate  interurban  and  suburban  lines,  has  been  secured  by  this 
company.     F.  G.  Proutt.  Jackson,  general  manager. 

Jefferson  City  (Tenn.)  Electric  Railway  Light  &  Power  Com- 
pany.— J.  H.  Bundren  writes  that  this  company,  recently  incorpo- 
rated, proposes  to  build  an  electric  railway  from  Jefferson  City 
to  Dandridge,  Tenn.,  10  miles.  A  contract  is  to  be  let  for  a  dam 
and  construction  of  the  road  is  to  begin  shortly.  The  company 
also  expects  to  do  a  general  light  and  power  business.  The  or- 
ganization has  not  yet  been  perfected. 

Kansas  Southern  Electric  Railway. — Frank  V.  Crouch  of  Iola. 
Kan.,  who  is  promoting  an  electric  railway  from  Pittsburg  to 
Girard,  Erie  and  Iola.  Kan.,  is  now  securing  the  necessary  right 
of  way.  Surveys  are  now  being  made  and  Mr.  Crouch  states  that 
the  line  has  been  financed. 

Long  Island  Railroad. — According  to  the  annual  report  of  Presi- 
dent Ralph  Peters,  plans  are  being  prepared  for  the  electrification 
of  the  lines  from  Long  Island  City  to  Port  Washington  and 
to  Whitestone  Landing,  and  as  soon  as  the  tunnels  under  the  Bast 
river  are  completed,  the  lines  will  be  electrified  to  Jamaica  and 
to  Woodhaven  Junction,  via  the  Glendale  cut-off,  a  connection 
between  the  main  line,  the  Montauk  division  and  the  Rockaway 
Beach  division.  Plans  are  also  being  made  for  an  enlarged 
terminal  at  Jamaica,  where  the  change  from  steam  to  electric 
locomotives  will  be  made.  It  is  reported  that  this  company  has 
abandoned  the  plan  for  an  extension  from  Wading  River  to  River- 
head  and  will  build  instead  an  extension  from  Wading  River  to 
Manor.     Surveys   have   been   started. 

Louisiana  Bowling  Green  &  St.  Charles  Interurban  Railway. — 
W.  F.  Manzke  of  Bowling  Green,  Mo.,  is  interested  in  an  attempt 
to  promote  an  interurban  line  to  run  from  Louisiana,  Bowling 
Green,  St.  Clements.  Ashley,  New  Hartford,  Marling,  Olney,  Mill- 
wood,  Silex,   Old  Monroe  and  to  St.   Charles. 

Ludington,  Mich. — Work  is  now  in  progress  on  the  electric 
railway  between  Pentwater  and  Ludington,   Mich. 

Marshfield,  Ore. — A  project  is  on  foot  to  build  an  electric  rail- 
road from  Roseburg  to  Coos  Bay  and  Marshfield,  Ore.,  about  75 
miles.  Citizens  of  Roseburg  have  agreed  to  subscribe  $500,000  if 
a  proportionate  amount  is  subscribed  in  North  Bend  and  Marsh- 
field. It  is  estimated  that  the  road  would  cost  from  $1,100,000  to 
$2,000,000. 

Marquette  County  Gas  &  Electric  Company,  Ishpeming,  Mich. — 
This  company  is  planning  a  number  of  important  extensions  and 
changes  of  route  on  its  city  lines  in  Marquette,  Mich. 

Monroe,  Mich. — It  is  reported  that  a  project  is  on  foot  to  build 
an   electric   railway   from   Monroe   to  Dundee,   Mich. 

New  York,  N.  Y. — The  shields  in  the  north  tube  of  the  Bel- 
mont tunnel,  from  Manhattan  Island  to  Long  Island  City,  met  on 
May  16.  It  is  now  expected  to  operate  trains  through  the  tunnel 
by  August  1.  The  other  tube  is  not  expected  to  be  cut  through 
before    that    time. 

Northwestern  Ohio  Electric  Railway. — It  is  reported  that 
Jerome.  Hunter  &  Co.  of  Philadelphia  have  been  awarded  a  con- 
tract for  the  construction  of  the  line  from  Defiance  to  Montpelier, 
O.,  34  miles,  via  Bryan  and  Evansport.  Construction  will  begin 
at  Bryan  and  proceed  in  both  directions.  M.  Steinberg  of  Defiance, 
chief  engineer. 

Peoria  Bloomington  &  Champaign  Traction  Company,  Bloom- 
Ington,  III. — This  company,  which  has  recently  completed  its  line 
from  Peoria  to  Bloomington,  111.,  and  proposes  to  build  to  Cham- 
paign, as  a  part  of  the  Illinois  Traction  System,  has  filed  notice 
of  an  increase  of  capital  stock  to  $500,000. 

Pontiac  Oxford  &  Northern  Railroad,  Pontiac,  Mich. — It  is  re- 
ported that  Robert  Oakman  and  Detroit  capitalists  have  secured 
an  option  on  80  per  cent  of  the  capital  stock  of  this  company,  which 
is  now  in  receiver's  hands,  and  will  convert  the  steam  road,  operat- 
ing between  Pontiac  and  Caseville,  Mich.,  about  100  miles,  to  an 
it     railway. 

Puget   Sound   Skykomish   &    Eastern    Railway,    Everett,   Wash. — 

This  company  is  making  rapid  progress  on  the  surveying  of  its  line 

from  Index  to  Galena,  Wash.,  10  miles,  and  shipments  of  rails  have 

been  delivered.    Grading  is  to  begin  at  once.     Nicholas  Rudebeck  is 

the  promoters. 

Puget  Sound  Electric  Railway,  Tacoma,  Wash. — W.  S.  Dim- 
mock,  manager,  writes  that  the  Seattle-Tacoma  interurban  line 
has  Just  been  double-tracked  fur  12  miles  out  of  Seattle  and  the 
company  is  now  undertaking  the  construction  of  the  second  track 
from   Kent  to  Pi  ,   nine  miles,  and  for  two  or  three  miles 

out  of  Tacoma.  leaving  about  12  miles  of  single  track  through  the 
hills  and  at  points  where  a  double  track  Is  not  necessary  at  pres- 
ent, but  which  will  probably  be  double-tracked  within  the  next 
year  or  two.  Seventy-pound  rail  is  being  used  for  the  running 
rail  and  100-pound  rail  for  the  third  rail,  and  the  road  is  ballasted 
with  gravel  in  the  best  possible  manner. — The  new  line  from  Ta- 
coma  to  Ortlng,  via  Puyallup,  21  miles,  Is  expected  to  be  opened 
for  traffic  i'  the  las)  of  the  summer.  Construction  ma- 
terlal  being    delivered    along    the    line    and     the    right    of 


way  purchases  are  being  completed.  About  one  mile  of  the 
lino     has     been     built. 

Redlands  Central  Railway,  Redlands,  Cal. — John  H.  Fisher, 
chief  engineer,  writes  that  surveying  is  in  progress  on  this  pro- 
posed line  from  Redlands  to  Riverside,  Cal.,  18  miles,  via  Red- 
lands  Junction,  Loma,  Linda  and  Highgrove.  Overhead  work  is 
now  in  progress  on  the  line  across  the  city,  3.67  miles.  Ohio 
Brass  Company's  No.  00  grooved  trolley  wire  is  used.  Grading  is 
to  begin  on  the  interurban  line  on  June  15.  The  rails  will  be 
60-pound  A.  S.  C.  E.  section,  using  Abbott  rail  joint  plates.  The 
power  house  will  contain  a  200-kilowatt  General  Electric  motor 
generator.  The  car  equipment  will  consist  of  two  37-foot  Brill 
convertible  cars,  equipped  with  Westinghouse  air  brakes  and 
GE-90    motors.     A.    G.    Hubbard,    president. 

Rockford     Oregon     &     Southern     Railway,     Oregon,     III. — F.     G. 

Jones,  one  of  the  incorporators,  writes  that  this  company  will 
build  an  electric  railway  from  Rockford  to  Dixon,  111.,  44  miles, 
via  Stillman  Valley,  Oregon  and  Grand  Detour.  The  organization 
of  the  company  is  not  yet  completed  and  no  contracts  have  been 
let. 

Rockville  <£.  Stafford  Springs  Street  Railway. — It  is  reported 
that  this  company  has  secured  the  land  necessary  for  its  entrance 
to  Rockville,  Conn.,  and  has  secured  options  for  land  for  car 
barns. 

Russellville,  Ark. — It  is  reported  that  plans  are  being  made  for 
the  construction  of  an  electric  railway  from  the  Arkansas  river 
through  Atkins,  Economy  and  Appleton,  Wis.,  with  probable  ex- 
tensions to  Hattiesville,  Cleveland,  Pottsville  and  other  points. 
Local  capital  is  said  to  be  backing  the  project. 

St.  Louis  Decatur  &  Champaign  Railway,  Champaign,  III. — 
This  company,  which  is  now  constructing  a  line  from  Champaign 
to  Decatur,  111.,  as  a  part  of  the  Illinois  Traction  System,  has  filed 
a  notice  of  increase  of  its  capital  stock  from  $100,000  to  $500,000. 

Southwestern  Traction  Company,  London,  Ont. — The  extension 
to  Port  Stanley  is  expected  to  be  in  operation  about  July  1.  The 
entire  line  is  graded,  tracklaying  is  completed  to  within  a  mile  of 
Port  Stanley  and  poles  have  been  erected  for  a  large  part  of  the 
distance.     C.   P.   Raikes,   chief  engineer. 

Springfield  (Ml.)  Belt  Railway. — This  company  has  increased 
its  capital  stock  from  $5,000  to  $500,000. 

Springfield  (Mass.)  Street  Railway. — The  work  on  the  Brimfield 
extension  line  to  Palmer  and  Fiskdale  is  progressing  so  rapidly 
that  it  is  believed  the  line  may  be  operated  by  the  middle  of 
June.  There  still  remains  the  erection  of  two  100-foot  span  bridges 
over  the  Quobaug  river. 

Stafford  Springs  Street  Railway. — This  company  is  surveying 
a  new  route  into  Rockville,  Conn.,  using  Hale  and  Grove  streets. 

Syracuse  &  South  Bay  Railway,  Syracuse,  N.  Y. — This  company 
has  been  authorized  by  the  New  York  railroad  commission  to  issue 
a  first  mortgage  for  $1,000,000  for  the  construction  of  its  line  from 
Syracuse  to  South  Bay,  N.  Y.     William  Nottingham  is  interested. 

Texas  Traction  Company,  Dallas,  Tex. — H.  K.  Payne,  repre- 
senting the  Fred  A.  Jones  Company,  which  has  the  contract  for 
building  this  line  from  Dallas  to  Sherman,  Tex.,  65  miles,  states 
that  one-fifth  of  the  roadbed  is  completed  and  that  it  is  expected 
to  have  the  grading  finished  by  October  1.  Rails  and  equipment 
have  been  ordered. 

Toledo  Wabash  &  St.  Louis  Railroad,  Toledo,  O. — It  is  reported 
that  the  Riggs  &  Sherman  Company,  Toledo,  is  making  surveys 
for  this  proposed  line  between  Defiance,  O.,  and  Ft.  Wayne,  Ind. 
The  line  between  Toledo  and  Defiance  is  already  surveyed.  L.  A. 
Chenoweth  is  in  charge  for  Riggs  &  Sherman.  W.  D.  Whitney  of 
Toledo,   president. 

Tri-City  Railway,  Davenport,  la. — This  company  expects  to 
begin  work  at  once  on  the  proposed  construction  work  for  the 
season  in  Rock  Island,  111.  The  Bridge  line  on  Third  avenue,  be- 
tween Fifteenth  and  Twentieth  streets,  will  be  double-tracked  and 
rebuilt.  The  Moline  avenue  line  will  be  rebuilt  and  the  Red  line 
will  be  rebuilt  and  possibly  double-tracked  for  a  part  of  its  length. 
Parts  of  several  other  lines  are  to  be  rebuilt  and  the  double-tracking 
will  be  extended. 

West  Virginia  Interior  Railroad.— Judge  T.  P.  Jacobs  of  New 
Martinsville,  W.  Va.,  is  interested  in  a  proposition  to  build  an  in- 
terurban road  from  either  Sistersville  or  New  Martinsville  to 
Middlebourne,  W.  Va. 


POWER  HOUSES  AND  SUBSTATIONS. 


Capital    Traction    Company,    Washington,    D.    C— This    c panj 

has  contracted  with  James  L.  Parsons  to  build  an  addition  to  its 
eleetrie  plant  at  Grace  street,  near  Potomac  street,  Washington. 
i>  i'.  II  is  stated  the  improvements  to  the  electric  plant  will  cost 
about  $25,000  and  are  to  be  begun  at  once. 

Choctaw   Railway  &   Lighting   Company,   McAlester,    I.   T. — This 
company   has   recently    purchased    through    the    Knox    Engineering 

Company,  Chicago,  one  500-kilowalt  .lire,  t  connected  unit  from 
the  Allls-Chalmers  Company. 

Illinois    Traction    Company. — It    lias    been    announced    thai    this 
company  will  install   mechanical  stokers  in.  its  power  house,   ami 

•  .ill    bunkers    having   a    capacity    of    1,000    pounds.     Tl itrad 

for  the  coal  bunkers  will  also  include  the  Installati I  i  com- 
plete asii  i  coal  handling  conveyor. 


696 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  No.  21. 


Personal  Mention 


Financial  News 


Mr.  B.  R.  Kelsey  of  Toledo,  O.,  has  accepted  the  position  of 
manager  of  the  publicity  department  of  the  Toledo  Railways  & 
Light  Company. 

Mr.  William  W.  Tracy,  formerly  general  manager  of  the  Whit- 
man Electric  Railway  &  Power  Company,  Colfax.  Wash.,  has  re- 
signed to  engage  in  other  business  at  Butte,  Mont. 

Mr.  C.  Faller,  superintendent  of  the  Carlisle  &  Mt.  Holly 
Railway,  Carlisle,  Pa.,  has  been  appointed  superintendent  of  the 
Carlisle  Gas  &  Water  Company,  vice  Mr.  Charles  Ramsey,  re- 
signed. 

Mr.  David  C.  Young,  Newark,  N.  J.,  one  of  the  directors  of 
tlie  Lehigh  Valley  Transit  Company.  Allentown,  Pa.,  at  a  meet- 
ing of  the  board  of  directors  on  May  21,  was  elected  president  of 
the  company,  succeeding  Col.  H.  C.   Trexler,   resigned. 

Mr.  E.  W.  Moore  of  Cleveland,  O.,  president  of  the  Lake  Shore 
Electric  Railway,  has  been  elected  president  of  the  Cleveland 
Painesville  &  Eastern  Railroad  of  Willoughby,  O.,  succeeding  Mr. 
Charles  W.  Wason,  resigned  on  account  of  ill  health. 

Mr.  F.  A.  Bailey  has  been  appointed  superintendent  of  the 
Camden  lines  of  the  Public  Service  Corporation  of  New  Jersey, 
effective  on  May  20.  Mr.  Bailey  has  been  connected  with  the 
Columbus   (O.)   Railway  &   Light  Company  as  foreman. 

Mr.  W.  J.  Achelpohl  will  henceforth  have  charge  of  the  auditing 
department  of  the  Illinois  Valley  Railway,  Ottawa,  111.,  and  the 
street  railway  systems  in  Galesburg  and  Quincy,  111.,  controlled 
by  the  McKinley  interests,  with  headquarters  at  Ottawa. 

Mr.  John  Powers  on  May  21  resigned  as  superintendent  of  the 
.Sterling  Dixon  &  Eastern  Electric  Railway  and  Lee  County  Light- 
ing Company  of  Dixon,  111.  He  will  take  a  position  with  the  Gales- 
burg  (111.)   Railway  &  Light  Company,   in  its  lighting  department. 

Mr.  William  S.  Hurley  has  been  appointed  by  Mayor  McClellan 
of  New  York  as  a  member  of  the  board  of  rapid  transit  railroad 
commissioners,  succeeding  Mr.  Lewis  Cass  Ledyard,  who  resigned 
several  months  ago.  Mr.  Hurley  is  president  of  the  Borough  Bank 
of  Brooklyn. 

Mr.  L.  K.  Burge,  heretofore  superintendent  of  the  Lake  Shore 
Electric  Railway  and  the  Lorain  Street  Railroad,  at  Norwalk,  O., 
was  on  May  22  appointed  general  superintendent  of  the  Lake 
Shore  Electric  Railway  and  all  properties  controlled  by  that  com- 
pany. 

Mr.  B.  E.  Van  Vliet,  treasurer  of  the  Rapid  Transit  Railway 
and  park  manager  of  the  Dallas  Consolidated  Electric  Street  Rail- 
way, Dallas,  Tex.,  controlled  by  Stone  &  Webster  of  Boston,  has 
been  transferred  to  the  home  offices  of  the  company  in  Boston. 
Mr.  Van  Vliet  formerly  was  identified  with  the  street  railway  in- 
terests  of   Des   Moines,    la. 

Mr.  J.  H.  Crawford,  heretofore  master  mechanic  of  the 
Wheeling  Traction  Company,  Wheeling,  W.  Va.,  has  resigned, 
effective  on  May  1,  to  become  superintendent  of  mines  for  the 
Empire  Coal  Mining  Company,  Bellaire,  O.  Mr.  Frank  O'Brien, 
formerly  with  the  Public  Service  Corporation  of  New  Jersey, 
will  succeed  Mr.   Crawford. 

Mr.  L.  C.  Bradley,  superintendent  and  purchasing  agent  of 
the  Scioto  Valley  Traction  Company,  Columbus,  O.,  has  resigned 
to  accept  a  position  with  J.  G.  White  &  Co.  of  New  York.  Mr. 
Calvin  Skinner,  heretofore  master  mechanic,  has  been  appointed 
to  succeed  Mr.  Bradley  as  superintendent.  Mr.  W.  S.  V.  Robb, 
heretofore  chief  clerk  to  the  general  manager,  has  been  appointed 
purchasing   agent. 

Mr.  Frederick  W.  Hild,  who  has  just  been  appointed  general 
manager  and  chief  engineer  of  the  Havana  Electric  Railway,  was 
married  on  May  22  to  Georgia  Marion  Halstead  at  Dueskirk,  O., 
and  will  reside  at  Havana,  Cuba.  Mr.  Hild  was  formerly  construc- 
tion engineer  for  the  General  Electric  Company,  in  charge  of  the 
installation  of  machinery  on  the  Aurora  Elgin  &  Chicago  Railway, 
and  was  recently  chief  engineer  of  the  Southwestern  Wisconsin 
Railway,    with    headquarters    at    Dubuque,    la. 

Mr.  Charles  H.  Bigelow.  who  lias  been  superintendent  of  con- 
struction for  the  Stone  &  Webster  Engineering  Corporation,  in 
charge  of  the  recently  completed  power  plant  at  Dallas.  Tex.,  has 
resigned  to  accept  a  positon  with  L.  B.  Stillwell  of  New  York,  in 
connection  with  power  station  construction  of  the  United  Railways 
&  Electric  Company  at  Baltimore,  Md.  Mr.  Bigelow  is  a  graduate 
of  the  Massachusetts  Institute  of  Technology  and  since  1S92  has 
had  charge  of  several  extensive  electric  and  power  plant  installa- 
tions in  various   sections   of   the   country. 

Mr.  W.  H.  Evans,  master  mechanic  of  the  Indianapolis  Trac- 
tion &  Terminal  Company,  has  resigned  to  uecome  superintendent 
of  motive  power  of  the  International  Railway  Company  of  Buffalo, 
effective  on  June  1.  Air.  Evans  began  his  street  railway  service 
several  years  ago  with  the  Twin  City  Rapid  Transit  Company  of 
Minneapolis,  Minn.,  and  was  later  for  a  short  time  with  the 
Chicago  City  Railway  Company.  He  has  held  his  present  position 
at  Indianapolis  for  about  two  years.  Mr.  Evans  has  been  promi- 
nently identified  with  .the  standardization  work  and  besides  being 
a  member  of  the  standardization  committee  of  the  American  Street 
and  Interurban  Railway  Association,  lie  is  also  chairman  of  the 
standardization  committee  of  the  Central  Electric  Railway  Asso- 
ciation. 


American  Cities  Railway  &  Light  Company,  New  York. — A.  H. 
Ford,  the  president,  makes  the  following  statement:  "In  accordance 
with  the  proposition  dated  June  20,  1906,  the  company  has  proceeded 
to  acquire  a  majority  of  the  common  and  preferred  stocks  of  the 
Birmingham  Railway  Light  &  Power  Company,  the  Memphis  Street 
Railway  Company,  the  Little  Rock  Railway  &  Electric  Company, 
the  Knoxville  Railway  &  Light  Company,  and  the  Houston  Light- 
ing &  Power  Company,  upon  the  basis  of  the  purchase  price  set 
forth  in  that  proposition.  The  offer  to  purchase  the  stocks  of  the 
Nashville  Railway  &  Light  Company  was  withdrawn,  and  no 
stocks  of  that  company  have  been  purchased.  On  August  23,  1906, 
sufficient  stocks  of  the  five  local  companies  mentioned  had  been 
deposited  to  warrant  the  directors  in  declaring  the  plan  operative, 
which  action  was  taken.  The  company  has  since  acquired  addi- 
tional shares  of  the  same  companies,  sp  that  as  of  December  31, 
1906,  it  owned  64,910  shares  out  of  77,500  shares  of  preferred 
stock  of  the  five  local  companies,  and  84,357  shares  out  of  94,919 
shares  of  common  stock,  equivalent  to  83.7  per  cent  and  88.8  per 
cent  of  the  total  respective  issues.  The  income  account  of  the 
company  for  the  six  months'  period  ended  December  31,  1906,  is 
shown  below.  The  undivided  surplus  net  earnings  of  the  local  com- 
panies are  not  taken  into  account  in  this  statement,  which  includes 
only  the  dividends  actually  paid;  as  a  matter  of  fact,  dividends 
were  paid  on  the  common  stocks  of  the  Birmingham,  the  Little 
Rock  and  the  Houston  companies  only.  For  the  year  ended  De- 
cember 31,  1906,  had  the  entire  surplus  earnings  of  the  five  local 
companies,  less  sinking  funds,  been  declared  as  dividends,  after 
payment  of  preferred  dividends  in  full,  the  amount  of  the  common 
stock  now  held  by  the  American  Cities  Railway  &  Light  Company 
would  have  been  entitled  to  $477,635,  which  is  equivalent  to  earnings 
of  4.44  per  cent  upon  the  common  stock  outstanding  on  December 
31,  1906.  The  surplus  earnings,  however,  have  been  invested  in 
betterments  and  new  property,  which  new  construction,  together 
with  that  obtained  from  the  sale  of  the  securities  of  the  local  com- 
panies, is  showing  its  value  by  the  large  increases  which  are  being 
obtained  in  both  gross  and  net  earnings."  The  income  account 
of  the  company  shows  dividends  received  during  the  six  months 
ended  December  31,  1906,  of  $309. 90S  and  $152  interest  on  bank 
balances,  a  total  of  $310,060.  General  expenses  amounted  to  $1,968, 
and  payment  of  a  dividend  of  3  per  cent  on  the  preferred  stock  to 
$203,371,  leaving  a  surplus  of  $104,721.  The  combined  income  state- 
ment of  the  five  local  companies  for  the  year  ended  December  31, 
1906,  follows: 

Gross  income,  all  sources   $4,710,638 

Operating    expenses    and    taxes 2,675,104 

Net  earnings $2,035,534 

Deduct  interest  charges  $993,157 

Sinking  funds  and  reserve  funds 148,315 

Dividends  paid    674,014 

1,815,486 

Undivided  surplus  for  year ' $    220,048 

Auburn  &  Turner  Railroad,  Lewiston,  Me. — Justice  A.  R.  Savage 
of  the  supreme  court  at  Lewiston  appointed  A.  L.  Cavanaugh  of 
Lewiston  and  John  T.  Burnett  of  Boston  receivers  of  this  road  on 
May  13. 

Belton  &  Temple  Traction  Company,  Temple.  Tex. — At  the  an- 
nual meeting  of  stockholders  of  this  company  on  May  16  the  fol- 
lowing directors  were  elected:  Samuel  Watts.  Calvin  Greene, 
A.  C.  Mays.  H.  E.  Ahrens,  G.  K.  Watson.  J.  A.  McDonald,  L.  F. 
Treaster,  W.  H.  Taylor,  J.  C.  Houser.  W.  R.  Barefoot,  W.  C. 
Davies,  A.   F.   Bentley  and   George  W.   Tyler. 

Brooklyn  Rapid  Transit  Company. — A  plan  for  financing  im- 
provements and  extensions  and  funding  the  floating  debt  of  the 
Brooklyn  Union  Elevated  Railroad  and  the  Nassau  Electric 
Railroad,  subsidiary  companies,  was  announced  on  May  18  by 
Charles  D.  Meneely,  secretary  and  treasurer  of  the  Brook- 
lyn Rapid  Transit  Company.  The  amount  needed  is  $25.- 
000,000,  of  which  $20,000,000  is  for  the  Brooklyn  Union  ele- 
vated road  and  $5,000,000  for  the  Nassau  Electric  road.  In 
following  the  plan  special  meetings  of  stockholders  of  the  Brook- 
lyn Union  company  and  the  Nassau  Electric  company  will  be 
held  on  June  10  and  11,  respectively,  to  authorize  mortgages  in 
the  amounts  named.  These  mortgages  will  secure  certificates 
of  indebtedness  which  have  been  issued  or  will  be  made  by  those 
companies  to  reimburse  the  Brooklyn  Rapid  Transit  Company  for 
cash  advances.  Mr.  Meneely  says  in  his  statement:  "The  Brook- 
lyn Rapid  Transit  Company  has  entered  into  agreement  with  most 
of  its  constituent  companies  to  furnish  from  time  to  time  within 
tie  next  10  years  such  moneys  as  each  of  these  companies  shall 
require  for  extensions,  improvements,  additions,  etc.,  up  to  a 
maximum  amount,  and  to  take  in  exchange  therefor  the  cer- 
tificate of  indebtedness  of  such  company  payable  on  demand.  The 
board  of  railroad  commissioners  has  already  authorized  such 
mortgages  by  the  Sea  Beach  Railway  Company,  the  Canarsie  Rail- 
road Company  and  the  South  Brooklyn  Railway  Company,  and 
after  the  approval  by  the  stockholders  of  the  Nassau  Electric 
and  Brooklyn  Union  Elevated  Railroad  companies,  will  be  asked 
to  give  its  consent  also  to  the  mortgages  to  be  issued  by  those. 
The  mortgages  for  which  consent  is  requested,  to  the  extent  that 
they  secure  past  expenditures,  do  not  add  one  dollar  to  outstanding 
capital  charges;  to  the  extent  that  they  secure  expenditures  here- 
after to  be  made,  they  carefully  limit  such  expenditures  to  the 
actual   cost    of    additions,    improvements   and    extensions.     The    cer- 


May  25,  1907. 


ELECTRIC    RAILWAY     REVIEW 


697 


tificate  of  indebtedness  shall  not  be  issued  at  less  than  par  and 
must  represent  such  actual  cost.  Under  the  terms  of  the  Brook- 
lyn Rapid  Transit  Company  mortgage,  bonds  issued  under  that 
mortgage  must  be  issued  at  par  for  the  par  of  such  certificates 
of  indebtedness,  and  any  deficiency  arising  from  the  sale  of 
Brooklyn  Rapid  Transit  bonds  at  less  than  par  must  be  made  up 
out  of  the  earnings  of  the  company."  Reports  of  the  principal 
operating  lines  of  the  Brooklyn  Rapid  Transit  Company  for  the 
quarter  ended  March   '■'!   were  as  follows: 

Brooklyn    Heights    Railway. 
January  1  to  March  31—  1907.  1906.  1905. 

Gross  earnings. $2,621,999         $2,999,661  $2,6S5.164 

Expenses    1.685,669  1,837,234  1.786,936 

Net  earnings    $    939,330         $1,162,427         $    898,228 

Other    income    33.84S  52,342  23,666 

Total  income    $    973,178         $1,214,769         $    921,894 

Charges    1,025,597  1,170,629  988,666 

Surplus    •$      52,419  $      44.140       *$       66,772 

•Deficit. 

Brooklyn   Queens   County   &   Suburban  Railroad. 

January    1    to   March    31—  1907.  1906.  1905. 

Gross  earnings    $356,402  $334,139         $267,506 

Expenses    238,216  191,253  187,118 

Net  earnings    $118,186         $142, SS6         $  80,388 

other    income 5,500  3,647  1,150 

Total    income    $123,686         $146,533         $  81,538 

Charges    111,821  105,520  103,455 

Surplus    $11,865  $41,014       *$  21,917 


•Deficit. 

Nassau    Electric    Railroad. 

January    1    to    March    31—  1907. 

Gross  earnings   $670,1.",7 

Expenses    510.290 

Net  earnings   $159,867 

Other   income    23.4U1 

Total  income   $183,268 

Charges    217,333 

Surplus    *$  34,065 


1906. 

$709. 5S1 

451,580 

$25S,001 
55,976 

$313,977 
216, 04S 

$  97,929 


1905. 

$554,444 

413,076 

$141,368 
18,934 

$160,302 
200,706 

•$   -111.4114 


•Deficit. 

Brooklyn    Union    Elevated. 

Quarter   ended   March   31,    1907 — 

Gross  earnings    $550,029 

Expenses    311,892 

Net  earnings    $238,137 

Other  income  6,882 

Total  income    $245,019 

Charges    137.436 

Surplus    $107,583 

Cleveland  Painesville  &  Eastern  Railroad,  Willoughby,  O. — 
it  is  reported  that  control  of  this  company  will  be  purchased  by 
the   Northern   Ohio  Traction   &   Light   Company. 

Conway  (Mass.)  Electric  Street  Railway  Company. — Governor 
Guild  of  Massachusetts  signed  on  May  16  the  bill  giving  approval 
to  the  purchase  of  control  of  this  company  by  the  Fitchburg 
Railroad,  which  is  controlled  by  the  Boston  &  Maine  Railroad.  An 
account  of  the  hearing,  at  which  the  motive  for  the  transaction  was 
issed,  was  published  in  the  Electric  Railway  Review  of  March 
_',  1907,  page  287.  The  Conway  company  was  chartered  to  carry 
freight,  passengers,  United  States  mail,  and  to  do  a  general  railroad 
business.  The  road  connects  the  railroad  station  on  the  Fitch- 
burg line  at  South  river  with  the  town  of  Conway.  There  are 
no  houses  at  the  South  river  terminus  and  no  residences  other 
than  the  railroad  station  occupied  by  the  railroad  people.  There 
is  no  other  entrance  to  South  river  save  by  the  Fitchburg  rail- 
road, and  there  is  no  other  railroad  connection  for  Conway  except 
this  electric  railroad.  There  are  only  six  houses  for  the  entire 
distance  of  five  miles  along  the  line. 

Cortland  County  Traction  Company,  Cortland,  N.  Y. — The  New 
York  tate  railroad  commission  has  given  approval  to  the  issue 
by  this  company  of  a  first  and  refunding  mortgage  of  $2,000,000 
and  an  Increase  in  the  capital  stock  from  (320,000  to  $1,000,000. 
Tin-  proceeds  will  be  used  for  the  retirement  of  outstanding  bonds, 
the  payment  of  floating  debl   and  extensions. 

Interborough -Metropolitan  Company,  New  York. — This  company 
has  authorized    the   Issue   of   $15,000,000  of  3-year  5   per   cent   col- 
li   trust    notes,     The    company    has    recently    borrowed    from 

various  banks  and    trust    companies  about    $3, ,000   on   its  6  per 

•  ••tit  notes  running  i tnths,  and   these  notes,  and  whatever 

bi    Issued  meanwhile,  will  be  taken  up  "111  of  the 

1  when    Issued.     The    $15,000,000    issue 

be   taken   b       1    eral    largi     banks  and   trust   companies.     The 

iril     foi   I oti      -.ill  I"-  Metropolitan  Street   Railway  3  ceai 

npro      "    "     notet    to   the  amount  of  $8, 000, 000,   to  be 


issued;    59,700    shares   of   stock   of   the    Third    avenue    company,    430 

share  of  the  Forty-second  street  and  Grand  sti I  ferry  stock,  5,028 

shares  (the  Metropolican  Street  Railway  Company's  entire  hold- 
ing) of  Central  Crosstown  Railroad  stock,  1,507  shares  of  stock  of 
the  Second  avenue  railroad  and  6,955  shares  of  stock  of  the  Electric 
Storage  Battery  Company.  The  report  of  the  combined  operations 
of  the  Interborough  Rapid  Transit  Company  and  the  New  York 
City  Railway  for  the  year  ended  March  31,  1907,  compares  as  fol- 
lows: 

L907,  1906.  Increase. 

Gross  earnings    $43,353,841     $40,693,671     $2,660,170 

Expenses    21.s41.S84       21,044,516  797,368 

Net  earnings    $21,511,957     $19,649,155     $1,862,802 

Other   income    1,187,464        1,215,781     •      28,317 

Total  income    $22,699,421     $20,864,936     $1,834,485 

Interest  and  rentals   15.412,229       14,254,959       1,157,270 

Balance    $7,287,192     $6,609,977     $    677,215 

Taxes        (excluding        Metropolitan 

franchise  tax)    2,544,323         2.511,967  32,356 

Balance     $4,742,869     $4,098,010     $    644,859 

Interest,  4y2  per  cent  on  $70,000,000 

Interborough-Metropolitan  bonds     3,150,000     t  2,800,000  350,000 

Applicable   for  dividends $  1,592,869     $  1,298,010     $    294,859 

Dividend,  7  per  cent  on  Metropolitan 

Street    Railway   stock 666,368         3,639,888     *2, 973,520 

Balance    $      926,501     •$2,341,878     $3,268,379 

Dividend,    5    per    cent    on    Interbor- 
ough-Metropolitan   preferred...     2,273.990     2,273,990 

Deficit   $  1,347,489     $  2,341,878     •$  994,389 

•Decrease.     tDividend  on  Interborough  stock. 

The  New  York  City  Railway  reports  for  the  quarter  ended 
March    31: 

Quarter  ended  March  31—            1907.  1906.                  1905. 

Gross  earnings    $3,S00.559  $3,960,771         $3,639,467 

Operating  expenses   2,600.564  2,398,45S           2,467.374 

Net  earnings    $1,199,995         $1,562,313         $1,172,093 

Other  income  261,605  301,043  282,571 

Total  income    $1,461,600         $1,863,356         $1,454,664 

Charges    2.863,010  2,789,724  2,777,074 

Deficit    $1,401,410         $    926.36S         $1,322,406 

Gross  earnings  of  the  subway  division  of  the  Interborough 
Rapid  Transit  Company  in  the  first  quarter  of  1907  were  $2,408,921, 
as  compared  with  $2,052,641  in  the  corresponding  period  of  1906. 
Gross  earnings  of  the  Manhattan  division  were  $3,622,978,  as  com- 
pared   with   $3,266,088. 

Jackson  (Mich.)  Consolidated  Traction  Company. — Following 
the  purchase  of  control  of  this  company  by  interests  identified  with 
the  Michigan  United  Railways,  Bird  S.  Coler,  the  president,  has 
retired  from  that  office.  He  is  succeeded  by  Myron  W.  Mills,  presi- 
dent of  the  Michigan  United  Railways.  The  directors  now  are  as 
follows:  Myron  W.  Mills.  Bird  S.  Coler.  James  R.  Elliott.  John  C. 
Tomlinson,    Charles   B.    Hole  and   Henry   L.    Haviland. 

Liverpool  Corporation  Tramways. — The  total  revenue  for  the 
year  1906  was  £583,619,  as  compared  with  £566.628  in  1905.  Operat- 
ing expenses,  including  rental  of  leased  lines,  amounted  to  £391,282, 
or  67  per  cent  of  the  total  revenue,  in  1906,  as  compared  with 
£381,378  and  67.3  per  cent  in  1905.  From  the  balance  of  £192,337 
in  1906,  and  £185.250  in  1905,  there  were  deducted  for  interest  and 
sinking  fund  £109,580  and  £109,291  in  1906  and  1905,  respectively, 
leaving  a  balance  in  1906  of  £82,757,  and  in  1905  of  £75.950.  Of  this 
balance  £55,lil  was  applied  to  reserve,  renewal  and  depreciation 
in    l'.MMi,    as   against     tutl.639    ill    1905. 

Long  Island  Railroad. — In  the  annual  report  for  1906  Ralph 
Peters,  the  president,  makes  the  following  statement:  "In  the 
report  for  1905,  attention  was  called  to  the  organization  of  the 
Long  Island  Consolidated  Electrical  Companies.  That  company 
Electric  Railway  Company,  and  has  also  purchased  during  the 
year  the  Babylon  railroad,  a  small  line  in  the  village  of  Babylon. 
The  company  has  also  planned  the  construction  of  a  cross-island 
line  from  Huntington  to  Babylon,  via  Farmingdale  and  Amityville, 
and  the  necessary  franchises  for  this  extension  have  been  secured, 
it  is  proposed  to  obtain  the  funds  for  this  purpose  through  the  sale 
of  the   Electrical  companies'   bonds,  guaranteed  by  your  company." 

Mansfield  (O.)  Railway  Light  &  Power  Company. — It  is  an- 
nounced that  a  majority  of  the  $1,000,000  capital  stock  of  this  com- 
pany has  been  purchased  by  J-',  L.  Puller  &  <'<•.  of  Cleveland.  It  is 
stated  thai  the  stuck  was  acquired  on  behalf  of  the  Cleveland 
Southwestern   &    Columbus   Railway   Company. 

Milwaukee  Light  Heat  &.  Traction  Company. — of  the  new  Issue 
of  $80,000,000   refunding  and   extension   mortgage  5   per  cent  bonds 

about  $7. 5011. bonds  are  Immediately  available,   but    ii   Is  stated 

that  none  will  be  sold  in  the  immediate  future.  The  $5,000,000 
first  mortgage  bonds  are  subject  to  call  at  110,  and  ^■"•.500,000 
of   the   new   issue  are  reserved   to   ref 1    these   bonds. 

Nashville    (Tenn.)    Railway    &    Light    Company. — The    col 

has    complete,!    the    ae,|iiisit  ion    of    a    one-half    interest     in     the    New 

viiii:   &    Long   island   Traction    Company   and    In    the    1 1    Island 


698 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  21. 


has  filed  a  trust  deed  covering  the  issue  of  $15,000,000  of  5  per  cent 
refunding  and  improvement  mortgage  bonds,  dated  July  2,  1906, 
and  due  on  July  1,  1956.  Of  the  authorized  amount  $6,000,000  bonds 
are  reserved  to  retire  underlying  bonds,  $7,000,000  are  reserved  to 
be  issued  at  the  rate  of  $1,000  for  each  $1,250  expended  for  future 
improvements  and  equipment,  and  $2,000,000  are  available  for  cor- 
porate purposes. 

New  York  New  Haven  <£.  Hartford  Railroad. — Charles  S.  Mellen, 
president  of  this  company,  was  questioned  on  May  15  by  Dana 
Malone,  attorney-general  of  Massachusetts,  regarding  the  interests 
of  the  road  in  Massachusetts  electric  lines.  Mr.  Mellen  said  that 
the  New  Haven  Railroad  of  Connecticut  owns  the  stock  of  the 
Consolidated  Railways  Company,  and  that  the  stock  is  voted  once 
a  year  in  order  to  elect  directors  of  the  Consolidated  company. 
These  directors  vote  stock  to  elect  trustees  in  voluntary  asso- 
ciations, who  in  turn  elect  trustees  of  a  second  series  of  volun- 
tary associations.  The  latter  trustees  elect  directors  of  the  indi- 
vidual street  railway  companies.  For  instance,  he  said,  the  New 
England  Investment  &  Security  Company,  a  voluntary  association, 
which  is  controlled  by  the  Consolidated  Railways,  owns  the  shares 
of  the  Springfield  Railways  Company,  a  voluntary  association,  which 
in  turn  owns  control  of  the  Springfield  Street  Railway  Company, 
the  Western  Massachusetts   Street   Railway   Company,   etc. 

North  American  Company. — Redmond  &  Co.  and  Lee,  Hig- 
ginson  &  Co.  have  purchased  $2,500,000  of  an  issue  of  $5,000,000  of 

5  per  cent  5-year  collateral  trust  notes.  The  following  official 
statement  was  made:  The  subsidiary  companies  are  largely  in 
debt  to  the  North  American  Company  and  besides  need  large 
sums  to  meet  the  rapidly  increasing  business.  There  is  prac- 
tically no  market  for  the  bonds  of  the  subsidiary  companies  except 
at  ruinous  prices,  and  the  directors  believe  that  it  is  better 
financing  to  sell  short  time  notes  in  order  to  help  the  subsidiary 
companies  than  to  sell  the  long  time  bonds  of  these  companies 
at  low  prices.  The  bonds  of  the  subsidiary  companies  will  be 
held  in  the  treasury  of  the  North  American  Company  until  such 
time  as  the  market  for  investment  bonds  may  assume  normal  con- 
ditions. 

Omaha  &  Council  Bluffs  Street  Railway,  Omaha. — Application 
lias  been  made  to  list  $10,000,000  common  stock,  $5,000,000  preferred 
stock  and  $7,350,000  first  mortgage  5  per  cent  bonds  of  this  com- 
pany on  the  Cincinnati  stock  exchange. 

Philadelphia  <£.  Western  Railroad,  Philadelphia. — The  property 
of  this  company  was  sold  under  foreclosure  at  Westchester,  Pa.,  on 
May   20,   to   Frank   H.    Brewster,    representing  William    C.    Sheldon 

6  Co.  and  Mackay  &  Co.  of  New  York,  who  held  practically  all  of 
the  stocks  and  bonds  of  the  company.  Joseph  S.  Clark,  general 
counsel  for  the  company,  made  the  following  statement:  "William 
C.  Sheldon  &  Co.  and  Mackay  &  Co.  will  be  the  new  syndicate 
managers  and  will  reorganize  the  company  as  soon  as  the  legal 
formalities  have  been  completed.  This  will  require  about  three 
weeks.  The  new  company  will  put  out  about  $4,000,000  of  bonds 
and  bring  the  capital  stock  more  on  a  parity  with  the  bond  issue 
than  it  is  at  the  present  time.  George  J.  Kobusch  of  St.  Louis, 
while  having  disposed  of  the  major  portion  of  his  holdings  to  the 
syndicate,  will,   however,   retain  a  minority  interest." 

St.  Joseph  (Mo.)  Railway  Light  Heat  &  Power  Company. — The 
earnings  for  the  year  1906  and  for  the  four  months  ended  April  30. 
1907,   were  as  follows: 

Four  months 
Tear  ended  April 

1906.  30,  1907. 

Gross    $834,438  $261,289 

Expenses     426,803  141,479 

Net    $407,635  $119,810 

Charges   236,454  79,017 

Surplus    $171,181  $40,793 

Dividends    38,000  26,000 

San  Bernardino  Valley  Traction  Company,  San  Bernardino, 
Cal. — It  is  announced  that  H.  E.  Huntington  has  acquired  control 
of  this  company. 

Springfield  &  Eastern  Street  Railway,  Palmer,  Mass. — This  com- 
pany has  petitioned  the  Massachusetts  railroad  commissioners  to 
approve  the  issue  of  $750,000  stock  for  building  an  extension  to 
Fiskdale,  acquiring  additional  real  estate  and  rolling  stock,  and  for 
paying  floating   debt. 

Syracuse  (N.  Y.)  Rapid  Transit  Company. — Earnings  for  the 
quarter  ended  March  31,   1907,   follow: 

Quarter  ended  March  31—  1907.  1906.  1905. 

Gross   $2S9,636         $252,130  $218,379 

Expenses   162,253  144,304  130,411 

Net    $127,383         $107,826         $  87,968 

Other  income  104  1.501  1,555 

Total  income   $127,547         $109,327         $  89,523 

Charges   92,452  66,237  61,116 

Surplus   $  35,095         $  43,090         $  28,407 

Toledo  (O.)  Railways  &  Light  Company. — The  shareholders  will 
vote  on  June  15  on  the  recommendation  to  increase  the  capital  stock 
of  the  company  from  $12,000,000  to  $15,000,000,  and  to  purchase  all 
the  property  and  franchises  of  the  Toledo  Gas  Electric  &  Heating 
Company. 


United  Traction  Company,  Albany,  N.  Y. — Earnings  for  the 
quarter  ended  March  31  were  as  follows: 

Quarter  ended  March  31—                     1907.               1906.  1905. 

Gross    $456,644         $411,910  $401,420 

Expenses    292,621           250,317  234,813 

Net     $164,023         $161,593         $166,607 

Other  income   37,641  3,520  1,317 

Total  income   $201,664         $165,113         $167,924 

Charges   87,481  86,581  106,241 

Surplus   $114,1S3         $  78,532         $  61,683 

United  Railways  Company,  Portland,  Ore. — It  is  reported  that 
control  of  this  company  has  been  purchased  by  E.  E.  Lytle,  presi- 
dent of  the  Pacific  Railway  &  Navigation  Company. 

Utica  &  Mohawk  Valley  Railway,  Utica,  N.  Y. — Earnings  for  the 
quarter  ended  March  31  follow: 

Quarter  ended  March  31—  1907.  1906.  1905. 

Gross    $231,206         $198,727         $172,724 

Expenses   148,581  123,901  126,776 

Net   $  82,625         $  74,826         $  45,948 

Other  income 385  1,117  901 

Total  income  $  S3, 010         $  75,943         $  46,849 

Charges    77,079  44,964  44,104 

Surplus   $     5,931         $  30,979         $     2,745- 

The  balance  sheet  shows  cash  on  hand  of  $40,104  and  a  profit 
and  loss  surplus  of  $657, 55S. 


Dividends    Declared. 


American   Railways   Company,   quarterly,    1^4   per   cent. 

Citizens'   Traction  Company,   Pittsburg,   3   per  cent. 
Columbus    (O.)    Railway    Company,    common,    quarterly,    l'i    per 
cent. 

Grand   Rapids    (Mich.)    Railway   Company,    common,    quarterly, 
1  per  cent. 

Kansas   City   Railway   &   Light  Company,   preferred,   quarterly, 
\y±   per   cent. 

Northern   Ohio   Traction   &   Light   Company,    Akron,    O.,    quar- 
terly, one-half  of  1  per  cent. 

Paducah    (Ky.)    Traction    &    Light    Company,    preferred,    1   per 
cent. 

Pensacola    (Fla.)    Electric   Company,   preferred,   3   per  cent. 


Directory  of  Electric  Railway  Associations. 


American  Street  and  Interurban  Railway  Association.  Secre- 
tary, Bernard  V.  Swenson,  29  West  Thirty-ninth  street,  New  York. 
Annual  meeting,  Atlantic  City,  N.  J.,  October  14-18. 

American  Street  and  Interurban  Railway  Accountants'  Asso- 
ciation. Secretary,  Elmer  M.  White,  assistant  treasurer  Birming- 
ham Railway  Light  &  Power  Company,  Birmingham,  Ala. 

American  Street  and  Interurban  Railway  Engineering  Associa- 
tion. Secretary,  S.  Walter  Mower,  general  manager  Southwestern 
Traction  Company,  London,  Ont. 

American  Street  and  Interurban  Railway  Claim  Agents'  Asso- 
ciation. Secretary,  B.  B.  Davis,  claim  agent  Columbus  Railway  & 
Light  Company,  Columbus,  O. 

American  Street  and  Interurban  Railway  Manufacturers'  Asso- 
ciation. Secretary,  George  Keegan,  2321  Park  Row  building,  New 
York,  N.  Y. 

Canadian  Street  Railway  Association.  Secretary,  Allan  H. 
Royce,   president  Toronto  Suburban  Railway,   Toronto,   Ont. 

Colorado  Electric  Light  Power  &  Railway  Association.  Secre- 
tary, John  F.  Dostal,  Denver  Gas  &  Electric  Company,  Denver, 
Colo. 

Iowa  Street  and  Interurban  Railway  Association.  Secretary, 
L.  D.  Mathes,  general  manager  Union  Electric  Company,  Dubuque, 
la. 

Massachusetts  Street  Railway  Association.  Secretary,  Charles 
S.  Clark,  70  Kilby  street,  Boston,  Mass.  Meetings  held  in  Boston 
on  second  Wednesday  of  each  month,  except  July  and  August. 

Northwestern  Electrical  Association.  Secretary,  R.  N.  Kimball, 
Kenosha,  Wis.     Annual  meeting,  Milwaukee,  Wis.,  January,  1908. 

New  England  Street  Railway  Club.  Secretary,  John  J.  Lane. 
12  Pearl  street,  Boston,  Mass.  Meetings  held  on  fourth  Thursday 
of  every  month. 

Oklahoma  Electric  Light,  Railway  and  Gas  Association.  Secre- 
tary, Galen  C.  Crow,  general  manager  Guthrie  Electric  Light  & 
Power  Company,  Guthrie,  Okla. 

Pennsylvania  Street  Railway  Association.  Secretary,  Charles 
H.  Smith,  superintendent  Lebanon  Valley  Street  Railway,  Lebanon, 
Pa. 

Southwestern  Electrical  and  Gas  Association.  Secretary,  R.  B. 
Stichter,  Dallas,   rex. 

Street  Railway  Association  of  the  State  of  New  York.  Secre- 
tary, J.  H.  Pardee,  general  manager  Rochester  &  Eastern  Rapid 
Railway,  Canandaigua,  N.  Y.  Next  meeting,  Bluff  Point,  N.  Y.. 
June  25  and  26. 

Wisconsin  Electric  and  Interurban  Railway  Association.  Secre- 
tary, Clement  C.  Smith,  president  Columbia  Construction  Company, 
Milwaukee,  Wis. 


May  25,  1907 


ELECTRIC    RAILWAY    REVIEW 


609 


Manufactures  and  Supplies 


line   between   Albright   and   Ft.    Crook,    Neb.,    and    is   preparing 
build    a    passenger    station    at    Bellevue. 


ROLLING  STOCK. 


Chippewa  Valley  Electric  Railroad,  Eau  Claire,  Wis.,  is  in  the 
market  for  six  cars. 

St.  Thomas  Street  Railway,  St.  Thomas,  Ont.,  has  placed  an 
order  for  12  cars  with  the  Ottawa   Car  Company. 

Jackson  Consolidated  Traction  Company,  Jackson.  Mich.,  is 
reported  as  about  to  purchase  five  new  motor  cars. 

Aurora  Elgin  &  Chicago  Railway,  Chicago,  has  placed  an  order 
for  two  interurban  cars  with  the  Hicks  Locomotive  &  Car  Works. 

Louisville  &  Eastern  Railroad,  Louisville,  Ky..  has  ordered  two 
express  cars  from  the  McGuire-Cummings  Manufacturing  Com- 
pany. 

Peekskill  Lighting  &  Railroad,  Peekskill.  X.  T.,  has  ordered 
one  car  from  the  McGuire-Cummings  Manufacturing  Company  and 
one  from  the  Russell  Car  &  Snow  Plow  Company. 

Indianapolis  Columbus  &  Southern  Traction  Company,  Colum- 
bus, Ind.,  is  having  three  cars  built  by  the  Niles  Car  &  Manu- 
facturing Company.  These  will  be  equipped  with  Baldwin  trucks 
and  are  for  use  over  the  line  between  Indianapolis  and   Seymour. 

Chicago  <£.  Milwaukee  Electric  Railroad,  Chicago,  has  ordered 
two  locomotives  from  the  American  Locomotive  Company  and 
two  from  the  Baldwin  Locomotive  Works,  in  addition  to  the  two 
ordered  from  the  Hicks  Locomotive  &  Car  Works,  reported  in 
the  Electric  Railway  Review  of  May  4. 

Georgia  Railway  &  Electric  Company,  Atlanta,  Ga.,  is  building 
at  its  own  shops  10  single-truck  and  20  double-truck  cars.  To 
equip  these  cars  the  company  has  purchased  from  the  General 
Electric  Company  ten  2-motor  No.  SO  and  five  4-motor  No.  80 
equipments  and  from  the  Westinghouse  Electric  &  Manufacturing 
Company  fifteen   4-motor  No.   101   equipments. 

Tri-City  Railway,  Davenport,  la.,  has  purchased  10  new  2-motor 
Xi>.  SO  equipments  from  the  General  Electric  Company,  to  be  in- 
stalled under  10  new  cars  which  have  just  been  built  at  the  shops 
of  the  company.  The  car  bodies  are  21  feet  in  length,  mounted 
on  Peckham  trucks.  This  will  make  a  total  of  20  new  cars  put 
service  on  this  line  during  the  present  year. 

Hudson  Valley  Railway,  Glens  Falls.  X.  Y.,  has  just  received 
three  51-foot  interurban  cars,  mounted  on  Baldwin  high-speed 
trucks,  equipped  with  four  Westinghouse  93A  motors,  from  the 
Xiles  Car  &  Manufacturing  Company.  The  company  has  also 
ordered  from  the  General  Electric  Company  12  GE-S7  4-motor 
equipments  with  type  M  control,  and  from  the  American  Loco- 
motive  Company  12  sets  of  high-speed   trucks. 

El  Paso  Electric  Railway,  El  Paso,  Tex.,  as  reported  in  the 
Electric  Railway  Review  of  April  20,  has  placed  an  order  with  The 
J.  G.  Brill  Company  for  four  lo-bench  Narragansett  open  cars,  to 
be  mounted  on  Brill  27-GI  trucks,  for  August  delivery,  and  with 
the  St.  Louis  Car  Company  for  four  29-foot  closed  cars,  mounted  on 
St.  Louis  No.  47  trucks.  The  open  cars  will  be  40  feet  4  inches 
in  length  over  crown  pieces,  7  feet  9%  inches  wide  over  sills  and 
8  feet  7U  indies  over  posts.  These  cars  will  be  finished  in  cherry 
and  ash,  will  be  equipped  with  Monitor  deck  roof,  full  length  of 
car.  will  have  18-inch  vertical  brake  wheels,  Peacock  brakes,  Wil- 
son trolley  catchers,  Brill  gates,  United  States  headlights,  Pfingst 
fenders.  International  registers,  Westinghouse  air  brakes  and  four 
GE-81  motors.  The  closed  cars  will  have  a  length  over  bumpers 
of  40  feet,  with  a  width  over  all  of  8  feet  S  inches.  They  will  have 
11  windows  on  each  side,  platforms  on  each  end  of  the  car  and 
cross  seats  upholstered  in  rattan.  The  interior  finish  of  these 
cars  will  be  the  best  quality  of  mahogany  in  natural  color,  trimmed 
with  nickled  bronze.  The  cars  will  be  equipped  with  four  GE-81 
motors,  Wood  gates,  Pfingst  fenders.  United  States  headlights. 
International  registers,  with  rod  operation,  Pantasote  curtains  and 
Westinghouse  air  brakes.  Push  buttons  have  been  specified  on 
the  side  posts. 


SHOPS  AND    BUILDINGS. 


British  Columbia  Electric  Railway,  New  Westminster,  B.  C. — 
It  is  reported  that  this  company  has  made  plans  for  extensive 
improvements  to  its  property,  including  an  expenditure  of  ?100,000 
for  new  buildings.     D.   J.   McQuarrie,    manager. 

Consolidated  Railway,  New  Haven,  Conn. — This  company  Is 
purchasing  property  for  a  car  house  at  Rockville.  Coi 

La  Crosse  (Wis.)  City  Railway. — Several  changes  are  to  be 
made  at  once  in  the  building  now  used  as  a  car  house,  power  house 
and  office  building  at  La  Crosse.  The  office  rooms  at  the  south 
.f  the  building  are  to  be  removed  to  make  room  for  two  addi- 
tional tracks  and  the  offices  will  be  removed  to  an  adjoining  resi- 
dence building,  which  will  be  remodeled  for  the  purpose. 

Oklahoma  City  Railway. — It  is  announced  that  the  object  of 
this  company,  which  was  incorporated  last  week,  is  to  build  a  large 
office  building  and  terminal  station  at  the  •    Grand  avenue 

and   Harvey  street.  Oklahoma  City,  for  the  Oklahoma  City  Railway. 

Omaha  &  Council  Bluffs  Street  Railway,  Omaha,  Neb. — This 
company   has   built   seven    new   shelter   stations   on    Its   interurban 


TRADE  NOTES. 


C.  H.  Rockwell  has  been  appointed  a  representative  of  the 
O.  M.  Edwards  Company  of  Syracuse.  X.  V.  Mr.  Rockwell  was 
formerly    general    car    inspector    of    the    Delaware    Lackawanna    & 

Western. 

Northern  Engineering  Works.  Detroit,  has  received  an  order 
from  the  Edison  Illuminating  Company  for  a  25-ton  electric  Xorth- 
ern  crane,  which  has  been  installed  in  the  Beecher  avenue  (Detroit) 
substation  of  the  company. 

Cowing  Engineering  Company  will  soon  move  its  offices  from 
the  Citizens'  Bank  building.  Cleveland,  to  Collinwood.  a  suburb 
of  Cleveland,  where  the  company  is  erecting  a  new  plant,  the  main 
building  of  which  will  be  100  by  450  feet. 

G.  P.  Blackiston,  for  the  past  eight  years  connected  with  the 
Crucible  Steel  Company  of  America,  has  resigned  to  take  a  more 
active  interest  as  president  and  general  manager  of  the  Pittsburg 
Automatic  Vise  &   Tool  Company  of  Pittsburg.   Pa. 

Electric  Service  Supplies  Company,  Philadelphia,  has  had  plans 
prepared  by  Stearnes  &  Castor,  architects.  Stephen  Girard  build- 
ing. Philadelphia,  and  has  awarded  the  contract  to  Lynch  Brothers 
for  a  new  3-story  factory  building.  57  by  152  feet,  to  be  built  at 
Ambler,   Pa. 

John  A.  Mead  &  Co..  manufacturers  of  coal  crushing,  weighing 
and  conveying  machinery,  the  sole  manufacturers  of  the  MeCaslin 
overlapping  gravity  bucket  conveyor,  have  moved  their  offices  from 
11  Broadway  to  the  twentieth  floor  of  the  new  L'nited  States  Ex- 
press building.  New  York. 

Frank  H.  Shipe,  for  the  past  two  years  representative  in  the 
railway  department  of  the  Acme  White  Lead  &  Color  Works  ,,f 
Detroit.  Mich.,  has  been  appointed  manager  of  the  Richmond 
branch  of  the  Philip  Carey  Manufacturing  Company,  with  head- 
quarters at  Richmond,  Va. 

Recording  Fare  Register  Company,  New  Haven.  Conn.,  has 
just  closed  a  2-year  contract  with  the  Consolidated  Railway  Com- 
pany, with  headquarters  at  New  Haven,  whereby  Recording  fare 
registers  will  be  used  on  all  cars  built  for  this  road  or  any  of  its 
lines  controlled  or  leased  by  it. 

Cross- Lachance  Electric  Company,  New  York,  has  opened  offices 
at  253  Broadway  and  has  equipped  a  machine  shop  at  155  West 
street,  for  the  manufacture  of  field  and  armature  coils,  commuta- 
tors and  switchboards,  rewind  armatures  and  do  a  general  repair 
business.     Samuel  Cross  is  engineer  in  charge  of  the  shop. 

Neil  S.  Buckbee.  engineer,  of  Lake  George,  X.  Y..  has  been 
engaged  by  the  General  Fireproofing  Company  and  is  at  present 
connected  with  the  home  office  at  Youngstown,  O.  Mr.  Buckbee 
graduated  in  April  from  the  Thayer  School,  Dartmouth  College. 
He  formerly  was  with  Durkee,  White  &  Towne,  engineers  and 
contractors,    Springfield,    Mass. 

J.  G.  Piatt,  who  recently  resigned  his  position  as  master 
mechanic  of  the  American  Steel  Foundries,  Franklin  works,  on 
account  of  his  health,  has  accepted  a  position  as  mechanical 
representative  with  the  Hunt-Spiller  Manufacturing  Corporation. 
Prior  to  Mr.  Piatt's  connection  with  the  American  Steel  Foun- 
dries he  was.  for  many  years,  engineer  of  tests  on  the  Erie 
Railroad. 

American  Nut  &  Bolt  Fastener  Company,  Allegheny,  Pa.,  al- 
though manufacturing  about  one  million  nut  and  bolt  fasteners  a 
month,  finds  the  demand  for  its  products  increasing  so  rapidly 
that  it  has  purchased  a  tract  of  land  near  its  present  factorv.  upon 
which  the  company  will  erect  a  new  building,  80  by  180  feet  The 
new  addition  will  have  a  capacity  of  about  three  million  nut  and 
bolt  fasteners  a  month. 

Dossert  &  Co.  have  received  another  large  order  from  the  New 
York  Central  for  cable  taps  and  2 -way  connectors,  to  be  used  in 
the  electrical  installation  between  New  York  City  and  White  Plains. 
X.  Y.  They  have  an  order  from  the  same  road  for  their  emergency 
jumper  clamp  connector,  to  be  used  on  the  third  rail.  They  have 
also  received  another  order  from  the  Pennsylvania  Railroad  (or 
160  two-way  connectors. 

J.  H.  Wagenhorst  &  Co.,  Youngstown,  O..  manufacturers  of 
electric  blue  printing  machines,  report  the  following  sales:  Thom- 
son Stationery  Company,  Vancouver,  B.  C. ;  department  of  forestry. 
Ottawa,  Ont.;  New  Jersey  Zinc  Company.  Xew  York;  James  Clark] 
Jr..  ,v  Co..  St.  L.uis.  Mo.l  Howe  Engineering  Company,  New  York! 
Great  Western  Sugar  Company,  Ft.  Collins.  Colo.:  Builders'  Ex- 
change Company,  St.  Paul,  Minn.;  C.  N.  Dunham,  Philadelphia.  Pa. 

E.  H.  Symington,  western  manager  of  sales  of  the  T.  H. 
Symington  Company,  Chicago,  while  riding  in  Lincoln  park  on 
Saturday,  May  IS,  threw  his  horse  in  an  attempt  to  save  a  boy 
from  being  run  down.  The  horse  fell  on  Mr.  Symington's  head, 
injuring  Mr.  Symington  so  severely  that  for  a  time  his  life  was 
seriously  in  danger.  As  we  go  to  press  Mr.  Symington's  physician 
reports  that  he  is  gradually  regaining  consciousness,  and  unless 
unforeseen   complications   develop,   he   will  doubtless   recover. 

Preston  Car  &  Coach  Company,  Limited,  Preston.  Ont.,  has 
recently  been  incorporated  by  Don  M.  Campbell  and  Charles  s. 
Wright  for  the  purpose  of  manufacturing  electric  cars,  automobile 
bodies,  railway  cars,  etc.  Mr.  Campbell  was  formerly  chief  engineer 
of  the  Cleveland   plant  of  The  J.   G.   Brill  Company  and  later  was 


700 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  21. 


superintendent  of  the  Ottawa  Car  Company.  Mr.  Wright  has  for 
the  past  12  years  been  superintendent  of  the  carriage  department 
of  the  Ottawa  Car  Company.  Work  on  the  construction  of  the  plant 
has   been   commenced. 

F.  H.  Brown  Machinery  Company  has  opened  an  office  at  1102 
Park  building,  Pittsburg,  Pa.,  as  a  representative  of  a  number  of 
machine  tool  manufacturers.  The  company  will  make  a  specialty 
of  buying  and  selling  second-hand  machinery. 

Nathan  Manufacturing  Company,  416  East  One  Hundred  and 
Sixth  street,  New  York,  is  building  an  addition,  25  by  100  feet,  to 
its  foundry  building.  Some  new  machinery  will  be  purchased  and 
when  installed  will  greatly  add  to  the  capacity  of  the  plant. 

Pawling  &  Harnischfeger,  Milwaukee,  announce  that  their 
Chicago  sales  office  is  now  located  at  1241  Monadnock  block,  in 
charge  of  W.  E.  Kreamer  as  manager.  Mr.  Kreamer  was  formerly 
connected  with  the  Denver  office  of  the  company  and  is  succeeded 
by  H.  N.  Steinbarger.  The  company  was  formerly  represented  in 
Chicago  by  G.  P.   Nichols  &   Brother. 

R.  W.  Marshall  &  Co.  have  moved  into  their  new  quarters  on 
the  eleventh  floor  at  95  Liberty  street,  New  York,  where  they  have 
more  room  for  carrying  on  their  business  in  railway  materials  and 
second-hand  machinery  and  equipment.  The  company  have  just 
closed  a  contract  for  equipping  the  Ashville  Loop  Line  Railway 
with  two  double-truck  and  two  single-truck  cars,  having  50-horse- 
power  motors,  and  have  also  sold  three  single-truck  cars  having 
45-horsepower  motors  to  the  Pittsburg  &  Westmoreland  Railway 
Company    of   Irwin,    Pa.  ■ 

Consolidated  Equipment  Company,  17  Battery  place,  New  York 
City,  has  been  appointed  selling  agent  for  the  Emerson  pump.  This 
company's  well-known  triple  vertical  cylinder  contractor's  pump 
will  be  supplemented  by  a  new  product,  the  Emerson  junior.  This 
latter  is  made  with  but  a  single  cylinder,  weighs  but  219-  pounds, 
and  has  a  capacity  of  100  gallons  per  minute  against  a  25-foot 
head,  and  about  half  of  this  capacity  on  a  100-foot  head.  A  stock 
of  regular  and  junior  Emerson  pumps  will  be  kept  on  hand  in 
New  York  and  at  the  factory  in  Alexandria,  Va.,  which  is  to  be 
enlarged  to  accommodate  this  new  design. 

Abner  Doble  Company,  engineers,  San  Francisco,  Cal.,  has 
appointed  Mitsui  &  Co.  to  act  as  its  sole  agents  in  Japan  and  its 
territories,  Korea,  China  and  Manchuria,  for  the  sale  of  Doble 
tangential  water  wheels  and  hydraulic  apparatus.  The  industrial 
development  that  is  now  taking  place  in  the  orient,  and  the  in- 
creasing demand  for  high-grade  water  wheel  machinery  will  make 
this  co-operative  arrangement  an  advantageous  one  for  both  parties. 
Mitsui  &  Co.  are  a  large  and  progressive  engineering  house  and 
with  their  35  branch  offices  are  in  a  particularly  good  position  to 
handle  the  water  wheel  products  of  the  Abner  Doble  Company. 

AMis-Chalmers  Company.  Milwaukee,  has  recently  been  awarded 
what  is  said  to  be  the  largest  contract  ever  placed  for  alternating- 
current  generators.  This  order  was  received  from  the  United 
States  Steel  Corporation  and  includes  32  gas-engine-driven  electric 
generators,  aggregating  68,000  kilowatts,  16  of  which  are  to  be  in- 
stalled in  the  new  plant  at  Gary,  Ind.,  now  in  course  of  construc- 
tion by  the  steel  corporation.  The  other  16  units  are  for  the  Home- 
stead plant  of  the  Carnegie  Steel  Company,  the  South  Chicago  and 
Bay  View  (Milwaukee)  works  of  the  Illinois  Steel  Company,  and 
for  the  central  furnaces  of  the  American  Steel  &  Wire  Company 
at  Cleveland,  O.  These  are  Allis-Chalmers  standard  type,  25-cycle, 
3-phase  alternators,  and  will  be  direct-connected  to  twin  tandem 
gas  engines,  operated  on  blast  furnace  gas. 

Northwest  Engineering  Company,  153  Lasalle  street,  Chicago, 
has  recently  completed  its  organization  and  has  arranged  the  per- 
sonnel of  its  engineering  forces  witli  reference  to  doing  particularly 
effective  work  as  constructing  and  contracting  engineers  in  all 
branches  of  the  business.  The  company  will  undertake  surveys, 
estimates  and  reports  on  existing  and  projected  electric  and  steam 
railways,  the  construction  and  superintendence  of  power  plants 
and  central  tations,  also  the  erection  of  bridges  and  buildings  and 
structures  of  reinforced  concrete.  Water  supply,  sewers  and  sew- 
age disposal  and  kindred  problems  will  be  handled  by  specialized 
engineers.  The  engineering  talent  and  experience  that  has  be- 
come associated  in  the  management  of  this  company  gives  promise 
of  thorough  and  economical  methods  in  the  handling  of  its  con- 
tracts, the  first  of  which  are  now  being  vigorously  pushed.  R.  C. 
Canterbury  is  secretary  and  managing  engineer  of  the  company, 
with  headquarters  at  the  Chicago  office. 


ADVERTISING    LITERATURE. 


The  Arnold  Company,  181  La  Salle  Street,  Chicago. — Bulletin 
No.  17  describes  the  Elgin  &  Belvidere  Electric  Railway.  The 
matter  contained  in  the  bulletin  is  a  reprint  of  much  of  the 
matter  describing  the  railway,  which  appeared  in  the  Electric 
Railway  Review  of  August  1006.  and  March  9,  1907,  and  the  Rail- 
way  and    Engineering   Review   of   March    9,    1907. 

Joseph  Dixon  Crucible  Company,  Jersey  City,  N.  J. — This  com- 
pany has  recently  issued  an  interesting  pamphlet,  the  nature  of 
which  is  sufficiently  described  by  its  title.  "Philosophy  of  Pro- 
tective Paint."  Linseed  oil  is  first  considered  and  its  method  of 
manufacture  and  drying  properties  by  which  it  is  converted  into 
a  tough  and  elastic  substance.  The  pamphlet  shows  the  reason 
for  the  addition  of  the  pigment,  and  the  reasons  arc  given  why 
the  pigment  must  be  inert  and  not  subject  to  chemical  change.  An 
interesting  feature  of  the  pamphlet  is  the  mathematics  of  the  paint 
skin,  and  attention  is  called  to  the  importance  of  proper  application 
and  the  fallacy  of  purchasing  paint  on  account  of  its  great  cover- 
ing capacity.  Finally,  the  pamphlet  contains  a  discussion  of  the 
physical  properties   of   protective   paint   pigments   and   the   reasons 


why   flake   graphite   with   silica  is   the    ideal   pigment   for  protective 
paint. 

Marion  Incline  Filter  &  Heater  Company,  Marion,  O. — This 
company,  which  is  the  manufacturer  of  feed-water  heaters,  heaters 
and  receivers  and  chemical  reagent  systems,  has  completely  de- 
scribed its  feed-water  heaters  and  purification  in  catalogue  G-l. 
The  economy  of  feed-water  heaters  is  quite  generally  conceded 
and  the  matter  of  the  most  economical  type  of  heater  is  accordingly 
a  matter  of  interest.  It  is  believed  that  the  heaters  and  purifiers 
described  in  this  publication  are  of  the  most  modern  type. 

General  Electric  Company,  Schenectady,  N.  Y. — Bulletin  No. 
4394-B  deals  with  Form  P  belt-driven  alternators  of  a  design  to 
meet  the  demand  for  small  alternators  to  be  able  to  carry  a  load 
of  mixed  character.  Bulletin  No.  4494  deals  with  the  Edison 
"Gem"  high  efficiency  incandescent  units  with  bowl  holophanes. 
Bulletin  No.  4497  describes  the  security  snap  sockets  for  incan- 
descent lamps.  Current  transformer  panels  are  described  in  Bul- 
letin No.  4500,  which  supersedes  a  previous  bulletin  dealing  with 
the  same  subject  and  published  as  No.  4293.  Price  list  No.  5164 
covers  the  existing  quotations  on  Thomson  recording  wattmeters 
and  supersedes  a  previous  list.  Price  list  No.  5163  furnishes  quota- 
tions on  Gem  regular  incandescent  units  and  Gem  meridian  units. 
Bulletin  No.  3556  furnishes  an  approximate  rule  for  size  of  wires 
for  3-phase  transmission  lines  and  a  table  of  distances  to  which 
3-phase  current  can  be  transmitted  over  different  sizes  of  wire  at 
different  potentials,  assuming  an  energy  loss  of  10  per  cent  and  a 
power  factor  of  85  per  cent. 


Reed   Track   Drills. 


The  Francis  Reed  Company,  43  Hammond  street,  Worcester, 
Mass.,  has  recently  brought  out  a  new  track  drill,  which  is  manu- 
factured in  two  sizes.  That  known  as  No.  18  is  provided  with  two 
extension  cranks  located  near  enough  together  so  that  one  man  can 
use  both  arms  in  operating  the  drill.  They  are  so  placed  as  to  be 
given  direct  motion  from  the  body  and  the  cranks  may  be  so  ad- 
justed that  two  men  can  operate  them  if  required.  The  drill  is 
provided  with  automatic  friction  feed,  which  can  be  adjusted  to 
fast  or  slow  movement.  This  is  utilized  to  secure  a  quick  return 
of  the  spindle  in  reversing  the  cranks,  the  drill  thus  being  backed 
out  at  a  higher  rate  of  speed.  The  drill  is  adjustable  in  every 
manner  required   for  a   track  drill.     The  socket  is  bored   for  41-64- 


The    Reed   Track    Drill. 


inch  straight  shank  drills  and  there  is  also  provided  a  sleeve  which 
will  enable  the  use  of  drills  with  %-inch  straight  shank.  One  revo- 
lution of  the  crank  gives  one  revolution  of  the  drill.  If  required 
the  top  yoke  can  be  removed  and  one  crank  mounted  upon  the 
upright  shaft,  by  which  a  speed  of  one  revolution  of  the  crank  to 
two  revolutions  of  the  drill  is  obtained. 

The  drill  known  as  No.  19  is  heavier  than  that  just  described. 
It  was  designed  to  meet  the  demand  for  an  efficient  track  drill  to 
drill  %-inch  holes  in  heavy  rails  for  bonding.  This  drill  is  designed 
to  be  operated  by  two  men  standing,  thus  enabling  the  work  to  be 
done  to  the  best  advantage.  The  adjustments  are  similar  to  those 
described  in  connection  with  No.  18.  The  drill  weighs  1S5  pounds 
and  is  easily  handled  by  two  men.  A  recent  addition  to  both  types 
of  drill  is  a  cast-iron  gear  casing  to  protect  the  lower  gears 
from  dust  or  other  obstruction. 


THE    MILLOY   TROLLEY    BASE    AND    RETRIEVER. 


Uniform  tension  between  the  trolley  wheel  and  the  trolley  wire 
is  one  of  the  vital  requisites  for  the  successful  operation  of  street 
and  interurban  cars.  To  obtain  this  uniformity  it  is  necessary  to 
provide  a  substantial,  well-designed  trolley  base.  The  Milloy  Elec- 
tric Company,  Bucyrus.  O.,  has  been  developing  the  details  of  the 
Milloy  trolley  base  and  now  announces  that  it  is  filling  the  want 
along  this  line  for  cars  used  in   electric   railway  operation. 

The  company  has  recently  equipped  its  own  factory  at  Bucyrus 
and  is  now  prepared  to  manufacture  the  trolley  base  and  the  Milloy 
trolley  retriever  in  all  sizes.  The  company  claims  that  the  base,  by 
furnishing  uniform  tension,  gives  longer  life  to  both  the  trolley 
wheel  and  the  trolley  wire.  It  has  a  double  roller  bearing,  has  no 
center  post,  no  fulcrum  developer,  no  friction  and  requires  no  lubri- 
cation to  keep  it  in  good  condition.  The  cable  connection  is  under 
cover  out  of  the  weather.  All  parts  of  the  base  are  interlocking  and 
can   lie  assembled   or  dissembled   without   tools. 

The  Milloy  retriever  aids  in  making  high  speed  safe.  It  is  self- 
adjusting  and  is  operated  by  compressed  air.  When  installed  for 
use  the  retriever  occupies  a  position  on  the  roof  of  the  car,  where 
it  cannot  be  tampered  with  and  where  the  suction  dust  does  not 
reach.     The  maintenance  expense  of  the  retriever  is  nominal. 

Efforts  to  prevent  the  manufacture  of  the  Milloy  trolley  base 
have  been  defeated  by  a  sweeping  decision  of  the  United  States 
court  of  appeals  in  favor  of  the  Milloy   Electric  Company. 


Chicago:  160  Harrison  Street 


PUBLISHED  EVERY  SATURDAY  BY  THE  WILSON  COMPANY,  CHICAGO 

Entered  at  the  Postofflce,  Chicago,  111.,  as  Second-class  Matter. 

Subscription  in  advance,  including  special  daily  editions  published  from  time 

to  time  in  places  other  than  Chicago,  postage  free: 

United  States  or  Mexico,  $2; 

Canada,  I3.5U;  Postal  Union  Countries,  $5;  Single  Copy,  1U  cents. 


New  York:  150  Nassau  Street 


Vol.  XVII,  No.  22 


CHICAGO,  JUNE  1,  1907 


Whole  No.  214 


TABLE    OF   CONTENTS. 


Editorial: 

— The  Value  of  Comprehensive   Forms 701 

— New  Track  Substructure  in  San  Francisco 701 

— Better  Service  in   a   Nutshell 701 

— Prime  Movers  and  Economy  Curves 701 

— Announcing  Changes  in  Routes 702 

— The  Telautograph  and  Train  Dispatching 702 

— Three-Phase    Versus    Single-Phase    Transformers 702 

— Operations  of  Stone  &  Webster  Properties 703 

Track  Reconstruction  in  San  Francisco  (Illustrated) 704 

New  England  Street  Railway  Club 708 

Operating   Accounts   as   Denned    by    the   Interstate    Commerce 

Commission    708 

Rapid  Transit  in  Boston  and  Vicinity.     By  Edward  Hungerford 

(Illustrated)     709 

Armature   Clearance   Testing  Device    (Illustrated) 712 

Communications : 

— An  Automatic  Oil  Cup  (Illustrated)   712 

— Wrong  Motor  Connections   (Illustrated)    712 

— The  Value  of  Discussing  Blank  Forms  (Illustrated) 713 

Improvements  of  the  Ottumwa  (la.)  Railway  &  Light  Company 

(Illustrated)    714 

Depreciation.     By  Robert  Hammond 716 

Discussion  of  Transformers  by  American  Institute  of  Electrical 

Engineers   717 


A  Portable  Spring  Seat  (Illustrated)   717 

The  Railway  Track  of  the  Past  and  Its  Possible  Development 

in  the  Future.     By  J.  W.  Schaub  (Illustrated) 718 

Motive  Power  for  Electric  Trunk  Line  Operation  (Illustrated)..  719 

Boiler  Room  Records.     By  R.  W.  Parry   (Illustrated) 721 

Regulation  of  Trains  at  Meeting  Points  (Illustrated) 721 

"Question  Box"  of  the  Southwestern  Association 722 

A  Flexible  Trolley  Wheel  (Illustrated) 722 

Training  Motormen  for  Car  Repair  Work 723 

Piping    and    Power    Station    Systems — XLI.     By    W.    L.    Morris 

(Illustrated)     723 

Recent  Electric  Railway  Legal  Decisions.     By  J.  L.  Rosenberger  724 

News  of  the  Week 726 

Construction  News: 

— Franchises    728 

— Incorporations    728 

— Track  and  Roadway    728 

Personal    Mention    730 

Financial    News    732 

Manufactures  and  Supplies: 

—Rolling  Stock   732 

—Trade  Notes    733 

Changes  in  the  Review-  Staff  734 

Red    "E"    Soldering   Flux '. 734 

Hawley  Down  Draft  Furnace    (Illustrated) 734 


The  value  of  comprehensive  forms  is  emphasized  in  a  paper 
read  last  month  by  F.  C.  Randall  of  Galveston,  Tex.,  at  the 

annual  meeting  of  the  Southwestern  Elec- 
The  Value  of  trical  and  Gas  Association  at  San  Antonio, 

Comprehensive  Tex.  Mr.  Randall  spoke  of  the  desirability 
Forms.  of  reducing  the  number  of  forms  used  by  a 

company  to  a  minimum,  and  expressed  the 
opinion  that  if  many  managers  would  look  over  the  forms 
in  use  they  would  find  many  that  could  have  been  eliminated 
by  the  judicious  wording  or  combining  of  forms  designed  for 
similar  purposes.  In  preparing  or  revising  forms  it  is  most 
essential  to  avoid  practices  which  will  exact  a  maximum  of 
clerical  time  and  yield  only  a  minimum  of  satisfaction  or 
help  to  the  managers  or  executives  of  properties. 


The  new  track  laid  by  the  United  Railroads  of  San  Francisco 
during  the  past  year,  as  described  in  this 
New  Track  issue  of  the  Electric  Railway  Review,  con- 

Substructure  in  forms  to  tried  and  well  established  prac- 
San  Francisco.  tice.  There  appears,  however,  an  innova- 
tion in  subgrade  construction  by  the  placing 
of  concrete  between  the  ties  in  the  form  of  two  interrupted 
beams,  one  under  each  rail.  The  broken  stone  subgrade  on 
which  the  wooden  ties  rest  is  placed  in  the  trench  as  usual 
and  the  rails  are  lined  and  surfaced.  This  ballast  is  tamped 
under  the  ties  and  filled  up  to  the  general  level  of  their  upper 
surface  except  for  a  space  between  the  ties  and  15  inches  on 
either  side  of  the  rails.  In  this  space,  under  each  rail,  an  in- 
terrupted girder  of  concrete  is  placed.  The  use  of  this  concrete 
filler  between  the  ties  has  apparent  advantages.  It  assures  a 
continuous  firm  base  for  the  rails  to  rest  upon,  anchors  the  ties 
to  the  ballast  below  and,  uniting  with  the  floor  of  concrete 
above  the  ties,  it  firmly  anchors  the  rail  to  the  substruc- 
ture. There  is  in  this  design  of  track  a  combination  of 
the  concrete  girder  and  the  more  common  tie-and-ballast  types 
of  substructure.  Each  of  these  has  its  advocates.  Thus  the 
engineers  of  the  United  Railroads  seem  to  have  wisely  chosen 
for  standards  not  only  a  form  of  tie  construction  heretofore 


found  serviceable  on  their  own  lines,  but  also  meritorious 
features  of  girder  construction  that  elsewhere  have  been 
demonstrated  as  valuable. 


Better  Service 
in  a 
Nutshell. 


The  "Question  Box"  of  the  Southwestern  Electrical  and  Gas 
Association  as  presented  at  the  recent  meeting  of  that  body 
was  well  prepared.  Among  the  large  num- 
ber of  answers  to  queries  the  following  one 
is  easily  remarked  for  the  brevity  with 
which  its  author  sums  the  various  meth- 
ods available  for  lessening  accidents.  The 
editor  of  the  "Question  Box"  asks:  "What  are  you  doing,  or 
what  have  you  done  since  the  last  meeting  of  the  association 
to  lessen  your  accident  risk  or  cost?"  The  reply  follows: 
"Made  fewer  settlements  and  more  vigorous  fight  against 
damage  suit  attorneys;  increased  number  of  air  brakes  on 
the  rolling  stock;  better  car  barn  inspection;  reconstructed 
and  better  maintained  track  and  overhead;  safety  stops  at 
points  of  crossings  with  automobiles  on  paved  roads;  formed 
an  instruction  department  with  traveling  instructor,  and 
reduced  speed  at  congested  points."  Such  steps  are  an  index 
of  the  advancement  of  any  railway  operating  management. 


It  is  well  known  that  the  comparative  economy  of  engines, 
turbines   and   gas   engines    cannot   be   judged   by    the   steam 
economy  at  full  load  alone,  and  especially  is 
Prime  this  true  when  it  is  necessary  to  compare 

Movers  and  prime   movers    intended   for   variable   load 

Economy  Curves,  work.  Neither  would  a  comparison  at  un- 
der or  overload  be  correct,  unless  the  form 
of  the  economy  curves  of  the  engines  being  compared  are 
identical.  The  correct  method  of  determining  the  relative 
values  of  several  prime  movers  is  to  compare  the  average 
steam  consumption  taken  over  the  entire  range  of  loading 
under  which  they  are  expected  to  operate.  Since,  however, 
the  economy  lines  are  curved,  the  arithmetical  average  cannot 
be  employed.  The  simplest  method  of  obtaining  the  true 
average  economy  is  to  find  the  area  under  the  curves  between 


702 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  22. 


two  ordinates,  drawn  through  the  minimum  and  maximum 
loads,  respectively.  Dividing  the  areas,  in  square  inches,  by 
the  distance  in  inches  between  the  maximum  and  minimum 
load  ordinates,  and  multiplying  by  the  number  of  pounds  of 
steam,  or  coal  per  hour  per  inch  of  the  ordinates,  gives  the 
true  mean  economy.  If  the  relative  economies  alone  are  re- 
quired, it  is  only  necessary  to  compare  the  areas  under  the 
curves,  provided  the  diagrams  are  all  drawn  to  the  same 
scales. 


One  of  the  loose  ends  of  operation  frequently  found  in  surface 
car  service  in  large  cities  is  the  failure  of  conductors,  motor- 
men  and  inspectors  to  announce  temporary 
Announcing  changes   in  routes   to  passengers  about  to 

Changes  board  cars  bound  for  definite  destinations 

in  Routes.  ordinarily    reached    in    a    known    schedule 

time.  It  is  natural  for  a  management  to 
feel  that  it  has  done  its  duty  by  the  public  when  it  has  ar- 
ranged for  the  delivery  of  passengers  to  the  desired  points  by 
a  roundabout  journey  on  a  single  fare,  but  it  often  occurs 
that  considerable  inconvenience  arises  when  passengers  are 
deflected  from  their  usual  routes  without  notification.  In  large 
systems  a  suburban  passenger  may  board  a  car  far  from 
the  center  of  the  city,  planning  to  connect  with  some  impor- 
tant in-town  railroad  station  in  entire  ignorance  of  the 
blockade,  parade  or  other  obstruction  ahead  which  will  neces- 
sitate a  deflection  from  the  usual  route  when  the  car  reaches 
the  congested  district.  Unless  the  conductor  announces  the 
fact  that  the  car  will  be  diverted,  as  soon  as  he  knows  it,  the 
passengers  counting  on  traversing  the  line  as  usual  may  be 
greatly  distributed  in  their  schedules  and  put  to  much  un- 
necessary delay.  The  exact  route  which  a  diverted  car  will 
follow  is  often  unknown  to  its  motorman  and  conductor  except 
as  the  diversions  follow  one  another  in  successive  steps  sig- 
naled by  switchmen  or  street  inspectors,  but,  so  far  as  the 
route  is  known,  it  ought  to  be  announced.  The  failure  to  do 
this  is  not  a  grave  dereliction;  but  it  contributes  to  the  per- 
fection of  the  service  and  costs  the  company  nothing  to  make 
known  so  far  as  possible  to  its  passengers  all  temporary 
changes  in  routes.  Prom  the  passenger's  standpoint  the 
interests  at  stake  are  sometimes  serious. 


About  20  years  agu  Elisha  Gray  invented  the  telautograph, 
an  ingenious  instrument  for  electrically  transmitting  hand- 
writing. During  the  years  which  have 
The  Telautograph  passed  since  its  invention,  the  telautograph 
and  Train  has,     through     constant     effort,     been     de- 

Dispatching,  veloped   from   a  complicated  experimental 

curiosity  into  a  simple  commercial  com- 
modity. Though  six  wires  were  required  to  operate  the  first 
telautograph  invented  by  Elisha  Gray,  and  it  was  necessary 
to  keep  the  pencil  constantly  on  the  paper,  thus  making  the 
writing  difficult  to  read,  the  telautograph  of  today  operates 
with  but  two  wires,  and  permits  using  the  pencil  in  the  usual 
manner.  The  telautograph  is  no  longer  an  experimental 
instrument:  it  is  a  practical  device  of  great  importance  for 
use  where  it  is  imperative  that  orders  should  be  properly 
received,  without  chance  of  misunderstanding,  and  where  it 
is  essential  to  fix  the  blame  if  orders  are  not  properly  received 
or  executed.  Because  it  fulfills  these  conditions,  is  not 
affected  by  vibrations,  and  noise  does  not  prevent  its  operation 
or  introduce  the  danger  of  misinterpretation  of  messages, 
the  telautograph  has  been  adopted  by  the  United  States  war 
department  for  communicating  between  the  stations  of  the 
range  finders  of  our  coast  defense.  As  considerable  current 
is  required  to  operate  the  telautograph,  it  is  not  easily  affected 
by  induced  currents  and  by  static  discharges  as  is  the  tele- 
phone. From  these  considerations  it  would  almost  seem  as 
if  it  had  been  especially  designed  for  issuing  train  orders 
on  interurban  railway  lines,  as  it  meets  all  the  conditions  of 
this   service   perfectly.     It  has   the  advantage  over  the   tele- 


phone, in  that  the  train  dispatcher  can  issue  the  orders  before 
the  trains  get  to  the  boxes,  thus  all  that  is  necessary  is  for 
the  motorman  or  conductor  to  get  off,  unlock  the  box  and  tear 
off  the  order,  which  is  in  the  train  dispatcher's  own  hand- 
writing and  bears  a  facsimile  of  his  signature.  A  carbon  copy 
could  be  made  and  deposited  in  a  box  where  the  crew  could 
not  see  it.  Thus  there  would  be  three  copies  of  each  order 
issued — the  original,  a  carbon  deposited  in  the  signal  station 
boxes  and  the  one  taken  by  the  motorman.  It  is  obvious  that 
this  system  removes  the  possibility  of  misunderstanding  train 
orders  because  of  line  disturbances,  of  noise  of  the  wind,  etc., 
as  well  as  the  errors  possible  in  the  telegraphic  system  due 
to  careless  operators.  A  very  effective  system  could  be  had 
by  combining  the  telautograph  and  telephone,  making  the  one 
receiving  the  orders  repeat  them  to  the  dispatcher  by  tele- 
phone, thus  putting  him  verbally  in  touch  with  the  operator 
to  report  accidents  or  delays. 


THREE-PHASE  VERSUS  SINGLE-PHASE  TRANSFORMERS. 


A  careful  examination  of  the  relative  advantages  obtained 
by  using  one  3-phase  or  three  single-phase  transformers,  would 
indicate  that  at  present  the  location  and  the  transportation 
facilities  are  among  the  most  important  points  to  be  con- 
sidered. Owing  to  the  phase  relation  in  a  3-phase  circuit, 
the  copper  and  core  of  a  3-phase  transformer  can  be  made 
lighter  in  weight  than  the  cores  and  copper  of  three  single- 
phase  transformers  of  equivalent  capacity.  Further,  only  one 
casing,  which  is  also  of  lighter  weight  than  the  casings  of 
the  single-phase  transformers,  is  required.  A  3-phase  trans- 
former for  a  given  service  does,  however,  weigh  more  than 
each  of  the  1-phase  transformers  for  the  same  service,  and 
for  this  reason  it  may  sometimes  be  advantageous  to  use 
three  single-phase  transformers  in  stations  not  properly 
equipped  to  handle  heavy  pieces  of  machinery,  or  where  it  is 
necessary  to  haul  them  by  wagon.  The  question  of  weight 
also  enters  into  the  repair  problem.  The  lighter  weight  single- 
phase  transformers  are  cheaper  to  repair  because  of  the 
greater  facility  with  which  they  can  be  handled.  When  trans- 
formers must  be  mounted  on  poles,  the  advantages  are  in 
favor  of  the  3-phase  transformers  because  of  the  reduced 
weight  and  also  because  of  their  appearance. 

The  3-phase  transformer  has  the  advantage  of  higher 
efficiency  and  simplicity  of  connections  and  station  wiring. 
All  the  connections  can  be  made  inside  of  the  transformer 
case,  it  being  necessary  only  to  bring  out  the  three  high  and 
the  three  low  tension  leads.  Consequently,  besides  the  re- 
duced first  cost  of  the  3-phase  transformer,  there  is  also  a 
considerable  saving  on  the  cost  of  cable  for  making  the  con- 
nections, accompanied  by  a  lower  labor  cost. 

There  is  a  slight  disadvantage  accompanying  the  use 
of  3-phase  transformers  in  instances  where  it  is  necessary  to 
bring  out  a  large  number  of  taps  for  different  voltages.  This 
complicates  the  wiring  within  the  case,  but  such  instances 
are  comparatively  rare  and  unimportant.  As  the  radiating 
surface  of  a  3-phase  transformer  is  less  than  that  of  three 
single-phase  transformers  of  equal  normal  capacity,  self- 
cooled  3-phase  transformers  cannot  be  designed  (for  any 
allowable  temperature  rise)  for  so  great  a  normal  capacity 
in  one  unit  as  can  three  single-phase  transformers,  but  the 
gain  in  efficiency  and  in  the  reduced  danger  of  breakdown 
when  oil  or  water  cooling  is  employed  should  settle  this 
question. 

One  disadvantage  of  the  3-phase  transformer  is  that  in 
case  of  failure  of  one  of  the  coils,  it  is  highly  probable  that 
the  remaining  coils  would  be  injured,  and  that  it  is  therefore 
necessary  to  keep  available  a  complete  unit  for  emergency 
purposes.  In  the  case  of  the  single-phase  transformers  only 
a  third  of  the  total  capacity  need  be  kept  in  reserve.  As  the 
art  of  designing  and  manufacturing  transformers  progresses, 
however,  the  force  of  this  argument  diminishes,  for  break- 
downs are  becoming  less  frequent. 


June  1.  1907 


ELECTRIC    RAILWAY    REVIEW 


ro3 


As  the  cost  of  a  3-phase  transformer  is  approximately  but 
80  per  cent  of  the  cost  of  three  single-phase  transformers 
of  equivalent  output,  the  investment  in  emergency  units  will 
only  be  greater  for  the  3-phase  transformer  when  but  one 
transformer  is  installed,  and  will  probably  be  less  than  the 
investment  required  for  the  three  single-phase  transformers 
if  the  installation  consists  of  a  number  of  units. 

In  cities  where  real  estate  is  valuable  the  great  saving 
in  floor  area,  and  in  a  slightly  reduced  height,  furnishes  a 
strong  argument  in  favor  of  the  3-phase  units.  This  point 
deserves  especial  consideration  when  transformers  are 
installed  in  subcellar  substations,  where  in  many  cases  only 
a  certain  amount  of  space  is  available,  and  additional  room, 
without  consideration  of  the  cost,  is  practically  unavailable. 
The  regulation  of  the  3-phase  and  three  1-phase  transformers 
is  equally  good  with  changes  of  load  or  power  factor  and 
need  not,  therefore,  be  considered. 


OPERATIONS   OF   STONE  &   WEBSTER    PROPERTIES. 


The  statistical  book  which  is  published  annually  by 
Stone  &  Webster  of  Boston.  Mass.,  contains  in  the  last 
edition  the  main  financial  results  for  1906  of  20  companies 
which  operate  electric  railways  either  as  their  principal  busi- 
ness or  as  part  of  their  operations.  These  companies  operate 
in  a  wide  range  of  territory,  extending  from  Ponce,  Porto 
Rico,  on  the  south  to  Sydney,  Nova  Scotia,  on  the  north,  and 
from  Massachusetts  in  the  east  to  the  Washington  coast  in 
the  west. 

While  the  figures  of  the  operations  of  these  companies 
are  not  given  in  sufficient  detail  to  enable  a  comparison  to  be 
made  which  would  indicate  the  sources  of  the  variation  in 
their  operating  results,  the  percentage  of  gross  earnings  used 
in  operating  expenses  may  be  presented  in  order  to  indicate 
in  a  general  way  the  difference  in  the  expenditures  charged 
to  operation  of  the  various  properties  in  the  year. 

The  following  table  shows  the  gross  earnings  and  per- 
centage of  operating  expenses  in  1906,  and  the  percentage 
of  increase  in  gross  earnings  over  1905: 

Operating  Increase 

expenses,  in  gross 

1906 —  earnings 

percent-     in  1906 

Gross  age  of  over  1905 

earnings.  gross        — per- 

1906.  earnings,  centage. 

Blue  Hill  St.  Ry.  Co.,  Canton.  Mass..?      89,041.34  75.9  5.85 

Brockton    &    Pymouth    St.    Ry.    Co., 

Plymouth,  Mass 111,775.03  63.4  9.4 

•Cape  Breton  Electric  Co..  Ltd.,  Syd- 
ney,   N.    S 258,416.80  59.7  21.9 

Columbus    (Ga.)    Electric    Co 291,244.01  53.5  

Dallas    (Tex.)    Electric   Corporation.  1,023,135.91  68.3  9.4 

El  Paso  (Tex.)    Electric  Co 391,655.96  70.3  35.6 

Galveston   (Tex.)   Electric   Co 315,135.35  60.7  t61.9 

Houghton  County  St.  Ry.  Co.,  Han- 
cock,   Mich 229,244.76  63.7  37.2 

Houston    (Tex.)    Electric   Co 591,351.37  64.2  14.3 

Jacksonville   (Fla.)   Electric  Co 326,468.29  61.8  6.S 

Northern     Texas     Electric     Co.,     Ft. 

Worth,     Tex 854,135.52  64.0  29.2 

Paducah  (Ky.)   Traction  &  Light  Co.      227.27S.52  65.9  

'Porto  Rico)   Electric  Co 107,326.95  55.6  21.1 

Puget   Sound    Electric    Ry.,    Taroma, 

Wash 663,206.02  52.8  29.6 

Savannah    (Ga.)   Electric  Co 611,215.19  62.0  4.2 

Seattle   (Wash.)   Electric  Co 3,101,385.77  63.2  20.8 

Tacoma   (Wash.)   Ry.   &  Power  Co..      727,432.79  72.2  21.2 

Tampa   fFla.)    Electric    Co 469.:  59.6  13.9 

Terre     Haute      (Ind.)     Traction     & 

Light    Co 823,162.54  56.9  30.7 

Whatcom   County   Ry.    &    Light   Co., 

Belllngham,    Wash 279,469.45  66.2  43.3 

•Includes  one-half  of  Sydney  &  Glace  Bay  Railway  Company. 
Ltd..   earnings.     tFlgures  for  1905  were  for  eight  months  only. 

A  glance  at  this  table  will  indicate  how  greatly  the  ex- 
pense of  operation  and  the  increase  in  earnings  varied  in 
the  different  properties.  It  is  found  that  the  lowest  operating 
expense  (expressed  in  percentage  of  gross  earnings)  is 
reported  by  the  Puget  Sound  Electric  Railway,  52.8  per  cent, 
while  the  highest  is  the  Blue  Hill  Street  Railway  Company 


of  Canton,,  Mass..  75.9  per  cent.  Operating  expenses  of  the 
Columbus  (Ga.)  Electric  Company,  the  Ponce  (Porto  Rieot 
Electric  Company,  the  Puget  Sound  Electric  Railway  and  the 
Terre  Haute  Traction  &  Light  Company  were  relatively  near 
together. 

While  the  greatest  discrepancy  in  the  percentage  of  gross 
revenue  applied  to  operating  expenses  is  shown  in  the  results 
of  the  Blue  Hill  Street  Railway  and  the  Puget  Sound  Electric 
Railway,  it  should  be  borne  in  mind  that  these  companies 
operate  under  conditions  that  are  hardly  comparable,  and 
attention  is  called  especially  to  them  only  because  they  hap- 
pen to  show  the  most  striking  differences  of  the  20  companies 
reporting.  The  Blue  Hill  Street  Railway  is  located  in  a 
territory  in  which  the  available  business  is  not  at  all  de- 
veloped and  it  terminates  in  Boston  under  traffic  agreements 
that  add  greatly  to  the  cost  of  operation.  Furthermore,  the 
operating  expenses  are  affected  by  climatic  conditions  in 
winter.  The  Puget  Sound  Electric  Railway,  on  the  other 
hand,  serves  a  territory  in  which  the  available  business  has 
been  developed  rapidly  and  the  conditions  of  operation  are 
very  favorable.  It  has  near  at  hand  inexpensive  water  power, 
and,  as  there  is  very  little  snow  to  contend  with  in  winter. 
the  climatic  conditions  ordinarily  are  favorable.  Another 
factor  which  affects  materially  the  proportion  of  gross  earn- 
ings indicated  as  required  for  operating  expenses  is  that  the 
Puget  Sound  railway  derives  an  income  on  the  securities  of 
the  Tacoma  Railway  &  Power  Company  which  it  owns.  Xo 
expense  is  incurred  on  account  of  these  securities. 

That  similar  striking  differences  occurred  in  the  gains 
of  the  respective  companies  in  gross  earnings  is  a  matter  not 
of  management  but  of  local  conditions  peculiar  to  the  various 
territories  served.  For  instance,  the  revenue  of  the  Whatcom 
County  Railway  ii  Light  Company,  which  showed  a  gain  in 
gross  earnings  of  43.3  per  cent  over  the  previous  year, 
reflected  the  remarkable  growth  that  has  taken  place  in  the 
cities  of  the  northwest,  and  especially  in  Bellingham.  In  this 
instance  no  large  extensions  of  track  were  made  during 
and  the  increase  represents  greater  density  of  travel. 

The  smallest  increase  reported  by  those  companies  in 
which  comparison  is  possible  was  that  of  the  Savannah  (Ga.l 
Electric  Company,  which  gained  but  4.2  per  cent  over  1905. 
This  small  increase  is  due  to  a  boycott  to  which  the  company 
has  been  subjected  by  negroes  since  September,  1906,  owing 
to  the  passage  of  a  "Jim  Crow"  law  by  the  city  of  Savannah, 
requiring  the  separation  of  races  on  the  cars.  The  boycott 
conditions  have  improved  materially  this  year  and  it  is  hoped 
that  the  earnings  will  soon  assume  their  normal  increases. 

The  increase  of  37.2  per  cent  in  gross  revenue  of  the 
Houghton  County  Street  Railway  Company,  Hancock.  Mich., 
is  due  in  part  to  the  fact  that  in  1905  the  company  suffered 
from  the  effect  of  a  strike  and  boycott. 

The  foregoing  figures  show  how  the  financial  results  of 
different  electric  properties  may  be  affected  by  local  condi- 
tions, notwithstanding  the  advantages  of  affiliated  control 
and  executive  management. 


According  to  the  Brooklyn  Rapid  Transit  Company  offi- 
cials the  new  transfer  system  put  in  service  on  the  surface 
lines  of  the  company  a  few  weeks  ago  is  working  as  well  as 
was  expected.  The  public  for  the  most  part  has  accepted  the 
new  system  willingly  and  complaints  against  its  operation 
come  almost  entirely  from  those  who  had  abused  the  privi- 
leges given  under  the  old  plan.  It  is  too  soon  as  yet  to  ascer- 
tain just  bow  much  the  company  will  be  benefited  financially 
by  the  new  system,  but  the  officials  believe  the  benefit  will  be 
considerable.  The  last  reports  of  statistics  of  New  York  City 
traffic  published  by  the  state  board  of  railroad  commissioners 
showed  that  during  the  nine  months  ended  September  30, 
the  Brooklyn  Rapid  Transit  Company's  cash  fares  in- 
creased only  9.57  per  cent,  as  conipard  with  the  correspond- 
ing period  of  1905.  during  which  the  number  of  transfer? 
increased  58.63  per  cent.  Since  September  30  the  number 
of  transfers  increased,  until  a  month  ago  the  com] 
management  reported  that  it  was  issuing  approximate 
per  cent  more  transfers  than  a  year  previous., 


704 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  22. 


TRACK    RECONSTRUCTION    IN    SAN    FRANCISCO. 


At  the  time  of  the  earthquake  and  fire  of  April,  1906,  the 
United  Railroads  of  San  Francisco  had  250  miles  of  single 
track.    Of  this  trackage  there  were  84  miles  in  the  burned 


ods  for  tearing  up  the  old  substructure  were  tried.  It  is  the 
purpose  of  this  article  to  describe  the  standard  track  that  is 
now  being  built,  and  some  of  the  labor-saving  methods  that 
have  been  employed  in  the  work. 

The  standard  track  construction  for  electrical  operation, 


San   Francisco  Track — New  Track  Ready  for  Concrete  Under  Rails, 
Showing  Space  Left  for  Concrete. 

district,  comprising  25  miles  of  cable  track,  57  miles  of  elec- 
tric track  and  two  miles  of  track  over  which  horse  cars  were 
operated.  The  fire  left  in  operating  condition  none  of  this 
total  of  84  miles  of  track,  but  steps  were  immediately  taken 
toward  rebuilding  and  electrifying  a  large  proportion  of  the 


San    Francisco  Track — Condition   of   New   Unpaved   Track  in   Street 
After   Earthquake  and    Fire. 

cross  sections  of  which  are  shown  in  the  accompanying  illus- 
trations, is  of  a  single  type  with  variations  in  the  weight  of 
rails  according  to  the  service  required.  The  substructure 
might  be  designated  as  a  combination  of  ties  and  concrete 
stringers.    The   ties   are   of   standard   dimensions,    spaced   2 


■  •  -^.:\.-  3 

y 


San    Francisco   Track — Breaking   Off   Old    Cable   Yokes   and    Rolling   Bed  for   New  Track. 


cable-operated    tracks  and  the  rehabilitation  of  that    track 
which  had  previously  been  built  for  electrical  operation. 

During  the  past  year  there  has  been  approximately  40 
miles  of  single  track  torn  up  and  replaced  by  an  entirely 
new  structure  of  accepted  permanent  design.  Two-thirds  of 
the  track  that  has  been  reconstructed  was  formerly  used  for 
cable  cars,  and  in  the  reconstruction  several  interesting  meth- 


feet  6  inches  apart,  resting  on  6  or  S  inches  of  broken  stone 
or  broken  concrete  ballast.  This  ballast  is  brought  up  to 
the  bottom  of  the  ties.  Under  each  rail  and  between  the 
ties  there  is  a  mass  of  concrete  6  inches  thick  and  30  inches 
wide.  These  masses  of  concrete,  filling  in  a  part  of  the 
space  betwen  the  ties,  are  a  part  of  the  floor  of  concrete 
which  covers  both  the  ballast  and  the  ties,  and  is  brought 


June  1,  1907. 


ELECTRIC    RAILWAY     REVIEW 


705 


up   about   the  rails   to  a  height  sufficient  to   afford   an   even 
surface  for  supporting  the  paving. 

In  general  there  are  two  types  of  paving  between  rails, 
one  comprising  9-inch  Belgian  blocks  and  the  other  being  an 
asphalt  surface.  A  cushion  of  two  inches  of  sand  is  provided 
for  the  blocks.  The  asphalt  rests  directly  on  the  concrete. 
The  dimensions  of  these  two  types  of  construction  for  differ- 
ing street  surfaces  are  shown  in  one  of  the  accompanying 
illustrations. 

Standard  Track. 

The  sections  of  rail  used  under  various  conditions  of 
traffic  include,  for  the  main  trunk  lines  bearing  the  heaviest 
traffic,  a  9-inch  grooved  girder  rail  weighing  141  pounds  per 
yard,  or  221.57  gross  tons  per  mile  of  single  track.  For  the 
lines  of  average  travel  the  rail  section  is  likewise  nine  inches 


mil   bonds.     The   terminals   of   the   bonds   are   all    screw-com- 
pressed  to  place. 

Special    Track    Work. 

The  special  work  at  all  intersections  is  the  Lorain 
Steel  Company's  hard  and  renewable-center  construction 
built  of  9-inch  rails.  Uniform  standards  have  been 
adopted  for  all  special  track  work.  In  the  older  portions  of 
the  town,  north  of  Market  street,  where  the  streets  are 
narrow,  the  curves  have  a  42-foot  7%-inch  center  radius,  and 
south  of  Market,  in  the  wider  streets,  the  standard  radius  is 
50  feet  1%  inches.  In  designing  the  special  track  work 
the  integral  sections  are  made  to  conform  to  standard  dimen- 
sions so  that  it  is  possible  to  interchange  parts  of  one  layout 
with  those  of  another.  Each  section  of  any  layout  is  known 
by   a   designating   letter   and    all    pieces   of   the   same    letter 

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San    Francisco   Track — Rebuilt   Cable   Tracks,   Showing   Slot   Yokes  and   Parts   Removed. 


high  and  of  a  similar  contour.  This  latter  rail,  however, 
weighs  109  pounds  per  yard.  For  curved  tracks,  serving  the 
same  traffic  as  the  latter  mentioned  rails,  a  119-pound  guard 
section  is  used.  These  three  rail  sections  just  mentioned 
are  illustrated  herewith,  and  are  rolled  by  the  Lorain  Steel 
Company.  The  drilling  of  rail  ends  for  joints  in  these  sec- 
tions is  also  illustrated.  Tie  rods  are  spaced  from  8  feet  4 
inches  to  10  feet  4  inches  apart  and  3  inches  below  the  tread 
of  the  rail,  depending  upon  the  section  used. 

For  the  reconstructed  cable  lines  a  4-inch  81-pound  Trilby 
rail  was  used,  its  low  height  permitting  it,  on  some  streets,  to 
be  installed  above  the  old  cable  yokes.  On  other  track,  in 
asphalt  paved  streets,  not  subject  to  heavy  teaming,  a  9-inch 
rail  of  Pennsylvania  Steel  Company  section  No.  201,  weigh- 
ing 85  pounds  per  yard,  was  used. 

The  track  rails  are  connected  with  36-inch  12-bolt  "Con- 
tinuous" rail  joints,  and  these  joints  are  bonded  for  the 
9-inch  rails  with  four  No.  0000  10-inch  by  %-inch  bonds  and 
for  the  81 -pound  rails  with  24-incb  by  1-inch  400,000-circular- 


throughout  the  city  are  identical.  The  value  of  this  scheme 
for  any  large  company  whose  mileage  is  rapidly  growing  is 
easily  recognized. 

Paving. 

After  the  ballast  in  the  trench  has  been  thoroughly  rolled 
with  a  steam  roller  the  steel  is  spiked  to  the  ties  and  put 
in  line  and  surface;  then  the  concrete  mixture  which  com- 
prises cement,  sand  and  unscreened  rock  in  the  proportions 
of  1-2-6  is  tamped  between  and  above  the  ties,  as  earlier 
described.  The  peculiar  shape  of  the  concrete  stringer,  com- 
bined with  the  larger  mass  of  concrete,  assures  that  the  ties 
and  the  rails  will  form  a  unit,  distributing  all  stresses  over 
the  surface  of  the  subgrade. 

Generally  speaking,  the  paving  is  of  asphalt  or  .stune 
blocks,  such  blocks  being  of  basalt  and  six  inches  thick.  The 
asphalt  streets  have  a  2-inch  surface  of  that  material.  The 
city  requires  the  railroad  company  to  pave  and  maintain  the 
streets,  not  only  between  the  tracks  but  for  two  feet  outside 
the  rails.     It  should  here  be  noted  that  the  track  centers  of 


706 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  22. 


the  United  Railroads  are  especially  wide,  the  dimensions  be- 
ing 11  feet  Vz  inch  in  the  residence  portion  and  12  feet  % 
inch  in  the  business  portion.  The  toothing  blocks  used  are 
of  basalt,  alternating  8  and  5  inches  in  length.  All  block 
paving   >"s   done   by   the   railroad,    the   blocks   being   quarried 


the  steel  work  being  so  strong  that  it  remained  unbroken. 
The  second  type  of  yoke  would  not  stand  the  strain  attendant 
on  tearing  it  from  the  concrete.  The  rivets  would  shear 
before  the  iron  could  be  pulled  away  from  the  solid  mass 
of  concrete.     For  this  reason  it  was  found  advisable  to  leave 


San     Francisco     Track — Lifting     Cable     Yokes     and     Concrete     with 
Derrick    Car. 


The  asphalt  paving  is 


about  50  miles   from   San   Francisco, 
done  by  contract. 

Reconstruction    Methods. 
In  tearing  up  the  old  cable  tracks  preparatory  to  rebuild- 
ing for  electrical  operation,  two  types  of  substructure  were 
encountered.     These  are  roughly  shown  in  one  of  the  accom- 


San     Francisco    Track — Breaking     Brick    Cable    Conduit    with 
Battering     Ram. 

the  old  cable  substructure  with  its  concrete  bed  in  the  ground, 
only  cutting  down  the  yoke  far  enough  to  permit  of  placing 
the  pavement.  As  the  track  center  dimension  was  increased 
at  the  time  of  reconstruction  the  substructure  took  the  ap- 
pearance shown  in  the  lower  views  of  the  accompanying 
illustration   depicting  the  disposition  of  the  cable  yokes.     In 


San    Francisco   Track — Motor -Driven    Rock   Crusher    Plant   on    Flat  Car. 


panying  illustrations  depicting  the  track  structure  as  rebuilt 
and  showing  those  parts  of  the  old  structure  left  intact.  One 
of  the  types  of  cable  yoke  comprised  a  60-pound  T-section, 
bent  to  a  V-shape,  and  braced  with  structural  sections.  The 
second  type  was  built  up  entirely  of  straight  structural  iron 
members.  When  attempting  to  tear  up  these  two  types  of 
cable  tracks  it  was  found  that  the  first-mentioned  type  of 
yoke  could  be  lifted   from   the  concrete  with   a  derrick   car, 


this  case  the  cable  conduit  was  filled  with  miscellaneous 
material. 

Early  in  the  reconstruction  a  scheme  was  tried  for  plac- 
ing the  rails  directly  on  chairs  supported  on  the  old  cable 
yokes,  but  as  this  necessitated  conforming  the  surface  of  the 
track  quite  rigidly  to  that  of  the  old  cable  structure,  it  was 
abandoned. 

Several  methods  were  tried  for  breaking  up  the  old  cable 


June  1,  1907. 


ELECTRIC    RAILWAY    REVIEW 


HIT 


structure  on  various  streets.  One  of  the  illustrations  shows 
the  method  used  for  breaking  up  brick  cable  conduits  with 
a  ram.  This  ram  consisted  of  a  piece  of  heavy  rail  section 
about  15  feet  long,  supported  upon  a  temporary  and  portable 
tower,  made  of  structural  steel.  The  tower  was  mounted  on 
a  truck  so  that  it  could  easily  be  rolled  along  on  the  opposite 
track. 

An  attempt  was  made  to  break  up  the  old  cable  structure, 


<$j>  <t>  <K  ->4> — TTfJ 


San    Francisco    Track — Rail    Drilling. 

comprising  the  structural  iron  yokes  embedded  in  concrete, 
by  using  hydraulic  bridge  jacks.  These  were  placed  under 
the  ends  of  the  yoke  and  the  entire  yoke,  with  its  clinging 
concrete,  tipped  over.  The  results,  however,  were  not  satis- 
factory on  account  of  the  slowness  of  the  process.  In  the 
first  place,  it  was  difficult  to  get  the  jacks  to  take  a  firm  hold 
on  the  ends  of  the  yokes.  It  was  also  impracticable  to  use 
the  large  jacks  in  the  sand  on  which  the  substructure  rested. 
For  these  reasons  the  practice  was  abandoned.  Another 
scheme  tried  was  that  of  driving  wedges  in  the  slots  and  thus 


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San    Francisco    Track — Dimensions    of    New    Track    in    Asphalt   and 
Block    Paving. 

breaking  apart  the  concrete  and  yokes,  but  this,   too,   was 
found   impracticable. 

Crane  Cars. 

As  a  result  of  these  and  other  unsuccessful  attempts  the 
crane  car  shown  in  an  accompanying  illustration  was  used. 
This  car  was  electrically  operated  and  had  a  lifting  capacity 
of  five  tons  at  the  end  of  the  boom.  The  hook  on  the  large 
swivel  block  was  passed  through  a  ring  in  the  end  of  a 
section  of  109-pound  rail,  this  rail  taking  the  position  shown 
in  the  engraving.  Connection  with  the  end  of  the  cable 
yoke  was  made  with  a  loose  link  slipping  over  the  section 
of  rail  and  hooking  under  the  end  of  the  yoke.  By  the  use  of 
this  crane  it  was  possible  to  tear  up  about  1,000  feet  of 
single  track  in  a  working  day  of  10  hours. 

Ballast. 

To  save  excessive  haulage  and  cost  the  concrete  from  the 
old  cable  structure  was  first  broken  with  hammers  and  then 
crushed  for  a  second  use  as  ballast.     Two  portable  crushing 


plants  were  used  for  this  work;  each  consisted  of  a  9  by  15 
inch  jaw  crusher  mounted  on  a  flat  car,  as  shown  in  one  of 
the  illustrations.  The  discharge  from  the  crusher  is  through 
the  floor  of  the  car  on  to  the  ties.  An  electric  motor  for  driv- 
ing the  crusher  was  mounted  on  the  car  and  boxed  in  to 
protect  it  from  rock  dust.     With  this  outfit  both  the  old  con- 


San    Francisco    Track — Rail    Section    for    Trunk    Lines    (Left);    for 
Standard    Track    (Center);   Guard    Rail    Section    (Right). 

Crete  and  also  damaged  paving  blocks  were  rendered  fit  for 
new   ballast. 


THE    MANUFACTURE    OF    ELECTRICAL    APPARATUS 
IN    1905. 

The  bureau  of  the  census  of  the  department  of  com- 
merce and  labor  has  issued  Bulletin  73,  which  is  a  report  on 
the  manufacture,  according  to  the  census  of  1905,  of  elec- 
trical machinery,  apparatus  and  supplies,  by  Thomas  Com- 
merford  Martin,  expert  special  agent. 

In  1905  there  were  784  establishments  engaged  primarily 
in  the  manufacture  of  electrical  machinery,  apparatus  and 
supplies.  Their  capital  was  $174,066,026;  the  average  num- 
ber of  wage-earners  employed,  60,466,  and  their  wages,  $31,- 
841,521;  the  cost  of  materials  used,  $66,836,926;  and  the  value 
of  products,  $140,809,369.  The  percentages  of  gain  are  as 
follows:  In  number  of  establishments,  34.9  per  cent;  in 
capital,  108.1  per  cent;  in  number  of  wage-earners,  43.9  per 
cent;  in  amount  of  wages  paid,  54.7  per  cent;  in  cost  of 
materials,  35.1  per  cent;  and  in  value  of  products,  52.3  per 
cent. 

In  addition  to  the  products  reported  by  these  establish- 
ments, there  was  an  output  of  electrical  machinery  and  sup- 
plies, valued  at  $18,742,033,  from  128  establishments  engaged 
primarily   in  other  lines  of  manufacture. 

The  general  well-being  of  the  industry  must  be  attributed 
to  the  prosperity  of  the  great  public  service  corporations, 
private  and  municipal — street  railway  companies,  lighting 
plants,  telegraph  and  telephone  systems,  etc. — by  which  the 
great,  bulk  of  electrical  machinery  is  purchased. 

The  total  value  of  dynamos  and  motors,  which  constitute 
the  largest  single  class  of  electrical  apparatus  manufactured 
in  the  census  year,  was  $33,454,860.  A  slight  increase  in  the 
value  of  al  dynamos  (from  $10,472,576  in  1900  to  $11,084,234 
in  1905)  was  associated  with  a  very  large  increase  in  number 
(from  10,527  to  15,080)  and  in  capacity  (from  770,832  horse- 
power to  1,328,243  horsepower).  It  is  obvious  that  a  rela- 
tively small  increase  in  the  average  size  of  machines  was 
accompanied  by  a  large  decrease  in  the  cost  per  horsepower 
to  the  purchaser. 

Of  the  total  number  of  dynamos  13,756,  having  a  capacity 
of  853,800  horsepower  and  a  value  of  $6,973,130,  were  direct 
current  and  1,324,  with  a  capacity  of  474,443  horsepower 
and  a  value  of  $4,111,104,  were  alternating  current.  The 
number,  horsepower  and  value  of  the  direct-current  dynamos 
were  greater  in  1905  than  in  1900,  whereas  the  alternating- 
current  dynamos  increased  in  capacity  only. 

Closely  associated  with  the  dynamo  class  is  the  group 
comprising  double-current  generators,  dynamotors,  motor 
generators,  boosters  and  synchronous  converters,  of  which 
there  were  in  all  2,135,  having  a  combined  capacity  of  279,552 
horsepower  and  a  value  of  $1,740,534.  The  value  of  motors 
built  was  $22,370,626,  twice  as  great  as  that  of  the  dynamos. 

In  1905,  66,698  transformers  were  manufactured,  having 
a  capacity  of  970,908  horsepower  and  a  value  of  $4,468,567. 
The  value  of  switchboards  intended  for  electric  light  and 
power  and  electric  railway  work  has  advanced  from  $1,846,- 
62  1    in  1900  to  $3,766,044   in    1905.     Batteries  and   their   pari 


708 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  22. 


and   supplies  manufactured  in   1905   had   an   aggregate  value 
of  $4,243,593,   as  compared  with  $3,679,045  in   1900. 


OPERATING    ACCOUNTS    AS    DEFINED    BY    INTERSTATE 
COMMERCE    COMMISSION. 


NEW    ENGLAND    STREET    RAILWAY    CLUB. 

P.  P.  Sullivan,  president  of  the'  Boston  &  Northern  Street 
Railway  and  the  Old  Colony  Street  Railway,  was  the  speaker 
of  the  evening  at  the  monthly  meeting  of  the  New  England 
Street  Railway  Club  at  the  American  House,  Boston,  on  May 
23.  The  meeting  was  the  last  before  the  fall  season.  Presi- 
dent Henry  C.  Page  introduced  the  speaker,  who  discussed  the 
public  relations  and  capital  interests  of  electric  railways. 

Considering  public  relations,  Mr.  Sullivan  sketched  the 
gradual  acquirement  of  jurisdiction  over  locations  and  changes 
in  location  by  the  railroad  commission  as  a  desirable  step 
away  from  a  much  broadened  power  on  the  part  of  local  au- 
thorities. The  same  principle  has  been  applied  in  the  freight 
and  express  law  of  1907.  Mr.  Sullivan  called  special  attention  to 
the  burdensome  excise  tax  which  was  inserted  in  the  bill  of 
1898  at  a  time  when  the  cost  of  maintenance  was  getting  high. 
Last  year  the  street  railways  of  Massachusetts  paid  $3,550,000 
in  dividends  and  $1,923,000  in  taxes. 

In  Massachusetts  there  is  one  mile  of  trolley  track  to 
every  three  square  miles  of  area,  as  compared  with  15  square 
miles  in  Pennsylvania  and  17  square  miles  in  New  York. 
Between  1865  and  1885,  in  the  era  of  horse  traction,  the  street 
railway  mileage  of  Massachusetts  increased  174  per  cent, 
from  137  to  376  miles,  and  the  income  increased  233  per  cent. 
In  this  period  the  investment  increased  200  per  cent.  The 
income  per  mile  of  track  showed  improvement.  Electric 
motive  power  was  adopted  soon  after  1885,  with  subsequent 
development  along  new  lines,  and  between  1885  and  1905 
the  miles  of  tracks  increased  from  376  to  2,777,  or  640  per 
cent,  income  increased  420  per  cent,  indicating  lower  earn- 
ings per  mile  of  track,  and  investment  increased  900  per  cent. 

Mr.  Sullivan  denned  the  ratio  of  capital  to  income  as  the 
investment  required  to  secure  $1.00  of  income  and  stated 
that  this  ratio  was  as  $3.00  to  $1.00  in  the  horse  traction 
period,  but  the  ratio  had  increased  to  $5.50  to  $1.00  between 
1S95  and  1905.  The  change  from  horses  to  electricity 
required  financial  risks,  especially  by  Whitney  and  his  con- 
freres in  the  West  End  system  of  Boston.  Although  elec- 
tricity means  the  use  of  60  to  65  per  cent  of  gross  earnings  in 
operating  expenses  as  compared  with  80  per  cent  on  the 
horse  basis,  the  investment  needed  to  effect  this  running 
economy  is  often  overlooked.  Earnings  per  car-mile  are  not 
the  only  figures  which  tell.  If  the  cars  are  run  at  high  speeds, 
the  cost  of  operation  is  bound  to  go  up,  with  the  exception  of 
car  men's  wages.  High  speed  means  more  power  and  more 
capital  to  be  supported  for  the  purchase  of  this  power. 

To  compare  the  working  of  two  Massachusetts  companies 
of  large  size,  Mr.  Sullivan  cited  the  following  figures: 

Company  1.  Company  2. 

Investment  per  car  operated $55,000  $236,000 

Power  station  investment  per  car  operated....     8,400  37,000 
Operating  expenses — percentage  of  gross  earn- 
ings               71  51 

Dividends,   per   cent    7  to  8  showing  6 

Maintenance — percentage    of    income 22  13 

Track  maintenance — percentage    of    income...  14  3 

Ratio   capital   to  income    $4  to  $1  $7.50  to  $1 

The  cost  of  power  in  the  case  of  Company  2  was  2.5 
times  that  of  Company  1,  though  the  price  of  coal  was  sub- 
stantially the  same  in  each  case.  There  was  no  water  in 
the  stock  in  either  instance. 

The  ratio  of  capital  to  income  in  46  Massachusetts  com- 
panies operating  760  miles  of  track  is  $8.35  to  $1.00.  This  is 
a  danger  signal,  and  when  the  ratio  climbs  to  $20  to  $1.00 
and  thereabouts,  receiverships  are  inevitable.  Massachusetts 
has  dense  traffic  and  populous  territory,  but  the  difference  in 
conditions  from  those  prevailing  in  the  west  is  not  often 
realized.  Electric  railway  service  in  the  east  calls  for  a  large 
investment,  and  there  is  danger  that  facilities  may  be  need- 
lessly duplicated  by  interurban  lines  built  without  regard  to 
the  special  conditions  of  the  state,  and  intended  to  operate 
on  a  plan  only  suited  to  infrequent  service  in  an  open  country. 


Prof.  Henry  C.  Adams,  in  charge  of  statistics  and  ac- 
counts for  the  interstate  commerce  commission,  has  issued  a 
circular  defining  in  a  general  way  the  objects  and  scope  of 
the  operating  revenue  and  operating  expense  accounts  which 
are  to  be  followed  by  railways  subject  to  the  jurisdiction  of 
the  commission  in  the  new  system  of  accounting  to  be  followed 
after  July  1  in  accordance  with  the  Hepburn  law.  Other  cir- 
culars will  be  issued  defining  the  scope  of  "outside  opera- 
tions," "train,  engine  and  car  miles"  and  "construction  and 
equipment  expenditures." 

Operating  revenues  are  defined  as  covering  revenues  de- 
rived from  the  transportation  of  traffic,  including  mail  and 
express,  for  which  a  specific  rate  or  charge  is  made,  and 
revenues  derived  from  operations  other  than  the  transporta- 
tion of  traffic,  the  expenses  of  which  cannot  be  accurately 
determined  and  separated  from  operating  expenses.  Reve- 
nues from  operation  are  consequently  divided  into  two  gen- 
eral accounts,  revenues  from  transportation  and  revenues 
from  operations  other  than  transportation.  The  aggregate  of 
revenues  from  operations  will  produce  "total  operating  reve- 
nue," which  reduced  by  "operating  expenses,"  leaves  "net 
operating  revenue."  From  this  balance  taxes  are  to  be 
deducted  and  the  remainder,  called  "operating  income,"  will 
be  carried  to  the  income  account.  It  will  be  noted  that  the 
phrase  "total  operating  revenue"  is  adopted  as  a  substitute 
for  gross  earnings,  which  is  now  employed  generally  by  steam 
railways. 

Operating  expenses,  as  defined,  cover  costs  to  maintain 
the  integrity  of  the  property  operated  from  which  operating 
revenues  are  derived,  and  the  costs  incident  to  transporta- 
tion and  administration  incurred  in  performing  the  services 
incident  to  the  production  of  the  revenues  enumerated  in 
the  classification  of  operating  revenue  accounts.  These 
operating  expenses  must  not  be  burdened  with  expenditures 
for  additions,  such  as  new  and  additional  equipment,  tracks, 
buildings,  ballast,  etc.,  the  purposes  of  which  are  to  improve 
the  property;  with  expenditures  for  maintaining  and  operat- 
ing property,  the  operations  of  which  are  classified  under 
outside  operations;  or  with  expenditures  for  earnings  of 
property  used  in  operation,  such  as  tracks,  yards,  terminals 
and  equipment.  Neither  should  they  be  reduced  by  rents 
received  for  tracks,  yards,  terminals  and  equipment;  nor 
for  buildings  and  other  property,  the  operating  costs  of 
which  can  be  separated  from  other  costs  of  maintenance  and 
operation. 

Operating  expenses  are  divided  into  five  general  accounts: 

1.  Maintenance  of  way  and  structures. 

2.  Maintenance  of  equipment. 

3.  Traffic  expenses. 

4.  Transportation   expenses. 

5.  General  expenses. 

The  revenue  drawn  from  and  expenses  incident  to  the 
hire  of  equipment  are  to  be  dealt  with  through  the  income 
account  rather  than  through  the  operating  accounts. 

It  is  intended  to  make  a  subject  of  special  investigation 
the  extent  to  which  the  rule  of  depreciation  shall  be  applied 
to  maintenance  of  way  and  structure  accounts. 


Postpones  Purchase  of  Electric  Lines. 


Plans  for  the  purchase  of  several  additional  traction  lines 
in  the  northern  part  of  New  York  state  which  were  to  have 
come  before  a  meeting  of  the  directors  of  the  Mohawk  Valley 
Company,  a  subsidiary  of  the  New  York  Central  &  Hudson 
River  Railroad,  were  not  acted  upon.  It  was  learned  after 
the  meeting  that  the  reason  no  action  was  taken  in  the  matter 
was  that  the  difficulty  which  the  New  York  Central  road,  in 
common  with  other  railroads,  has  experienced  in  raising  new 
capital  even  for  necessary  improvements,  deterred  the  man- 
agement from  carrying  out  its  plans  for  the  acquisition  of 
these  electric  lines  at  this  time.  It  is  understood  that  these 
purchases,  which  had  been  practically  agreed  upon,  have  been 
allowed  to  go  over  indefinitely. — New  York  Times. 


June  1,  1907. 


ELECTRIC    RAILWAY    REVIEW 


709 


RAPID   TRANSIT    IN    BOSTON    AND    VICINITY. 


BY    EDWARD    HUXGERFORD. 


Boston,  with  an  elaborate  and  practical  plan  of  subway 
and  elevated  loops  already  in  successful  operation,  and  more 
elevated  and  subway  lines  under  construction,  is  now  not  only 
planning  to  facilitate  transit  within  the  most  congested  sec- 
tion, but  also  is  following  out  a  definite  plan  to  bind 
outlying  communities  more  closely  to  the  business  center. 
Boston  has,  from  the  first,  reduced  its  transit  problem  to  a 
scientific  basis.  It  has  been  decided  that  the  only  good 
theory  of  passenger  operation  for  a  large  city  is  to  collect 
surface  car  passengers  at  points  outside  of  the  business  and 
congested  residence  districts  and  then  to  carry  them  in 
trains  with  few  stops  in  the  residence  districts,  and  these 
only  to  exchange  passengers  with  other  surface  lines.  In  the 
business  heart  of  the  city  there  would  be  many  stations  which 
would  be  the  theoretical  terminals.  For  convenience  of  opera- 
tion trains  would  be  sent  directly  across  the  business  center 
and,  serving  a  second  purpose,  out  into  the  residence  districts 
again  until  they  reached  an  outer  terminal  for  physical  ex- 
change of  passengers  with  surface  and  suburban  trolley 
lines.  A  supplemental  idea  provided  for  collecting  surface 
car  lines  that  approached  the  center  of  the  city  and  bringing 
them  through  its  most  congested  portion  by  tunnel  or  subway 
to  a  convenient  loop  terminal. 

It  was  this  last  idea  in  Boston  that  brought  the  larger 
transit  plans  in  the  end.  Tremont  street  was  and  is  the  city's 
showiest  business  street,  largely  devoted  to  hotels,  cafes, 
theaters  and  the  best  class  of  retail  shops.  It  was  so  insuffer- 
ably crowded  with  surface  trolley  tracks  that  some  sort  of 
relief  was  found  an  absolute  necessity.  Out  of  manifold 
schemes  an  elaborate  plan  of  relief  was  found  and  carried 
out,  surface  car  tracks  torn  from  Tremont  street  and  general 
transit  quickened. 

The  Plan  for  Transit  Relief. 

Briefly,  the  original  plan  was  this:  A  transfer  station 
was  built  at  Sullivan  square,  Charlestown,  the  northerly  end 
of  the  transit  relief  scheme,  which  was  then  and  now  is  the 
largest  electric  railroad  station  in  the  world.  This  station 
gathered  passengers  from  Maiden,  Melrose,  Everett,  Chelsea, 
Revere  Beach,  Lynn  and  many  other  suburban  and  outlying 
districts  to  the  north  and  gave  them  free  physical  transfer  to 
an  elevated  railroad  which  crosses  the  Charles  river,  sweeps 
around  the  water  front  of  old  Boston,  past  the  South  terminal 
station  of  the  New  York  New  Haven  &  Hartford  and  Boston 
&  Albany  railroads,  and  after  two  turns  continues  south  to 
Dudley  street,  where  a  terminal  station,  smaller  but  similar 
to  that  at  Sullivan  square,  distributes  passengers  to  surface 
trolleys  continuing  out  to  Brookline,  Forest  Hills,  Hyde  Park 
and  Mattapan. 

In  addition  to  this  line  through  the  business  part  of 
downtown  Boston  another  line  forked  from  it  at  the  south  end 
of  the  bridge  across  the  Charles  river,  passed  in  front  of  the 
North  terminal  station,  used  by  the  many  lines  of  the  Boston 
&  Maine  Railroad,  dipped  beneath  the  surface  at  Haymarket 
square,  followed  a  devious  course  beneath  Tremont  street  and. 
finally  rising  to  an  elevated  structure  again  a  little  south 
of  Boylston  street,  joined  the  elevated  track  again  in  Wash- 
ington avenue.  The  supplementary  plan,  which  was  the  sur- 
face relief  of  Tremont  street,  consisted  of  bringing  surface 
trolley  cars  from  Cambridge,  the  fashionable  and  highly  popu- 
lous West  End  with  Newtown  and  portions  of  Brookline  out- 
lying, by  an  incline  through  extra  tracks  in  the  elevated  sub- 
way to  a  terminal  loop  under  Tremont  street  at  the  Park 
street  intersection.  Similarly  surface  cars  from  Charlestown, 
East  Cambridge  and  outlying  points  were  brought  beneath  the 
surface  at  Haymarket  square  and  looped  around  a  city  block 
from  Adams  square  to  Scollay  square,  where  they  were  given 
a  terminal.     Surface  car  passengers  wishing  to  go  from  the 


Park  street  terminal  of  south  and  west  bound  cars  to  the 
Scollay  square  terminal  of  north  and  east  bound  cars  were 
enabled  to  so  do  without  the  payment  of  an  additional  fare 
by  use  of  the  elevated  trains  running  through  the  Tremont 
street  subway. 

Elevated  Roads. 
The  elevated  train  operation  was  threefold.  The  first 
operation  consisted  of  the  trains  sent  from  the  Sullivan  square 
terminal,  which  took  the  Tremont  street  subway  and  Wash- 
ington street  elevated  cars  through  to  the  Dudley  street  termi- 
nal, returning  by  the  same  route.  The  second  operation  was  of 
trains  starting  from  Sullivan  square,  taking  the  Atlantic  ave- 
nue line  along  the  water  front  and  returning  to  Sullivan 
square  by  the  way  of  the  Tremont  street  subway,  with  a 


Hest  Med  ford 


fhfer's ///// 

Ros//ndo/e 


#0r£.  £, INDICATES  £W/ir£D  /m/LROffD. 


Rapid   Transit  in   Boston — Location   of   Proposed    Extensions. 

reverse  movement  also.  The  third  operation  consisted  of 
trains  starting  from  Dudley  street,  continuing  along  Atlantic 
avenue  and  returning  through  the  Tremont  street  subway, 
without  ever  crossing  the  Charles  river,  to  Dudley  street. 

This  system  of  operation  was  found  nearly  ideal.  It  kept 
an  even  service  from  both  Dudley  street  and  Sullivan  square 
terminals,  and  yet  gave  Tremont  street,  the  place  of  theaters, 
retail  stores  and  hotels,  the  location  of  two  important  subway 
surface  car  terminals,  a  much  better  service  than  was  re- 
quired to  handle  business  on  the  Atlantic  avenue  section  of 
elevated  railroad.  Yet,  as  time  wore  on,  conditions  were 
found  less  ideal.  Boston,  like  every  other  large  American 
city,  was  growing  rapidly  and  her  transit  relief  plan  began 
to  be  overtaxed.  Tremont  street  was  a  bad  one  to  operate 
trains    through.     The    physical    limitations    that    have    ham- 


710 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  22. 


pered  all  plans  for  transit  facilities  in  Boston  from  the  outset 
were  here  present  in  great  numbers.  The  narrow  streets  and 
their  many  twistings  made  the  Tremont  street  subway  a 
series  of  sharp  and  difficult  curves,  while  the  dips  and  curves 
made  necessary  in  the  profile  to  accommodate  the  auxiliary 
feature  of  surface  car  operation  brought  in  one  case  an 
8  per  cent  grade  on  a  descending  track  and  several  ascending 
grades  of  more  than  5  per  cent.  Then  the  surface  car  terminals 
began  to  be  badly  overcrowded.  Cambridge  people  at  times 
almost  monopolized  the  surface  car  platforms  at  Park  street. 
It  was  obvious  that  some  relief  would  have  to  be  obtained 
at  once. 

Washington    Street    Tunnel. 

To  obtain  first  relief  it  was  decided  to  place  a  tunnel 
under  Washington  street  from  near  the  Castle  street  inter- 
section, where  the  existing  elevated  now  makes  right-angled 
turns  right  and  left;  on  the  right,  to  the  incline  that  leads 
to  the  Tremont  street  subway;  on  the  left,  eventually,  to  the 
Atlantic  avenue  section.  The  tunnel  would  be  reached  by  an 
incline  from  near  this  elevated  junction  and  would  terminate 
on  the  north  at  the  Haymarket  square  station  and  incline  of 
the  present  system.  When  dug  and  completed  the  Washington 
street  subway  will  be  completely  substituted  for  the  Tremont 
street  subway  as  far  as  train  operation  is  concerned.  Tremont 
street  subway  will  then  be  given  entirely  over  to  surface  car 
operation,  which  will  be  divided  into  three  classes:  surface 
cars  crossing  the  city  on  the  present  elevated  tracks,  and,  as 
at  present,  surface  cars  terminating  at  Park  street  station 
and  surface  cars  terminating  at  Scollay  square  station. 


Rapid   Transit  in    Boston — Concreted   Steel   Columns   in   Washington 
Street  Tunnel. 

Washington  street  had  once  before  been  suggested  as  a 
tunnel  or  subway  route  when  it  was  first  proposed  to  take 
the  trolley  tracks  up  from  Tremont  street.  The  city  passed 
It  by  for  the  time  being,  built  the  elevated  and  subway 
loop  as  above  described,  and  even  dug  a  deep  tunnel  under 
the  harbor  to  East  Boston — a  separate  and  distinct  operating 
proposition  and  designed  for  surface  cars  only — before  it 
finally  began  operations  in  Washington  street.  The  narrow- 
ness of  that  busy  thoroughfare  was  a  serious  obstacle  to  all 
subway  plans.     But  the  tunnel  builders  of  Boston  have  had 


experience  and  their  experience  has  resulted  in  a  most  suc- 
cessful adaptation  of  their  limited  space  in  at  least  one  point 
in  Washington  street,  the  station  platforms  in  the  neighbor- 
hood of  School  and  of  Milk  streets. 

It  was  necessary,  close  to  this  point,  to  depress  the  Wash- 
ington street  tunnel  to  pass  beneath  the  East  Boston  tunnel, 
which  runs  through  State  street  from  Scollay  square  .to  the 
harbor,  the  bottom  of  the  tunnel  here  being  from  30  to  48  feet 
below  the  street.     The  feature  of  interest  is  that  the  north- 


Rapid   Transit   in    Boston — Uncompleted    Platform   Over   East  Track, 
Washington    Street    Tunnel. 

bound  track  has  been  brought  beneath  the  platform  of  the 
southbound  track,  and  the  passageway  leading  from  that  plat- 
form to  the  State  street  entrance  of  the  tunnel.  Even  with 
this  radical  economy  of  space  the  westerly  wall  of  the  tunnel 
for  more  than  100  feet  lies  directly  beneath  the  front  walls  of 
the  buildings  above. 

The  stations,  profiles  and  sections  of  the  Washington  street 
tunnel  were  shown  in  the  Electric  Railway  Review  for  August, 
1906,  page  463.  Illustrations  here  reproduced  for  the  first  time 
give  an  idea  of  some  of  the  details  of  its  construction.  In  one 
the  device  is  shown  by  which  an  extra  large  number  of  pipes 
have  been  located  where  the  roof  of  the  tunnel  is  close  to 
the  surface  of  the  street.  By  bringing  the  roof  down  in  a 
sharp  curve  at  the  outer  edge  of  the  bore,  accommodation  is 
given  to  many  pipes  and  conduits  without  taking  away  from 
the  material  dimensions  of  the  interior  of  the  tunnel. 

The  other  illustration  shows  how  the  steel  columns  are 
encased  in  concrete  in  this  Boston  construction  instead  of 
being  left  exposed,  as  in  New  York,  Philadelphia  and  older 
Boston  subways.  This  form  of  construction  has  so  won  the  favor 
of  the  Boston  transit  commission  at  the  outset  as  to  make  it  a 
probable  feature  of  the  new  Cambridge  subway,  to  which 
reference  is  made  hereafter. 

Four   Years   of    Excavation. 

After  four  years  of  slow  excavation — the  city  only  per- 
mitted open-cut  work  to  proceed  between  6:45  p.  m.  and  7:15 
a.  m.,  the  excavation  being  temporarily  paved  with  planking 
during  heavy  business  hours — the  Washington  street  tunnel 
is  practically  dug.  save  for  a  stretch  of  about  150  feet  in  the 
neighborhood  of  School  street  and  certain  station  approaches 
and  exits.  Placing  the  tracks,  contact  rails,  wiring  and  station 
fixtures  is  the  business  of  the  Boston  Elevated  Railway  Com- 
pany, which  is  to  operate  this  in  addition  to  the  other  transit 
facilities  of  the  central  portion  of  the  city.  It  will  take  a 
year  to  place  these  appurtenances  in  position,  and  it  is  ex- 
pected that  Washington  street  tunnel  will  be  completed  and 
ready  for  business  in  June,  1908. 

Once  the  change  is  made  and  Washington  street  thus 
becomes  for  its  entire  length  a  route  for  high  speed  elevated 


June  1.  19H7. 


ELECTRIC    RAILWAY    REVIEW 


711 


trains,  the  Tremont  street  subway  will  quickly  be  adapted  for 
exclusive  surface  car  operation  along  the  lines  heretofore 
suggested.  The  spur  of  subway  extending  under  Tremont 
street  from  Boylston  street  to  Pleasant  street,  about  1,000 
feet,  will  not  become  absolutely  useless  after  the  change  is 
made,  for  the  transit  commission  has  figured  that  surface  cars 
from  outer  Tremont  street  and  Shawmut  avenue  can  easily 
be  brought  down  an  incline  on  the  site  of  the  present  Pleasant 
street  elevated  station  and  so  through  the  old  subway  to 
Haymarket  square  out  upon  the  incline  there  and  to  outlying 
districts  to  the  north  of  Boston.  But  for  the  1,000  feet  of 
elevated  structure  extending  from  the  incline  at  Pleasant 
street  station  to  Washington  street  no  operating  use  is 
planned  after  the  change,  it  is  probable  that  it  will  be  torn 
down. 

Track  Arrangement  at   Haymarket  Square. 

At  Haymarket  square  there  is  at  present  a  4-track  dip 
into  the  Tremont  street  subway.  Two  outer  tracks  carry  the 
elevated  trains  and  the  two  inner,  surface  cars  from  Charles- 
town  and  outlying  points  to  the  Scollay  square  terminal.  In 
order  to  accommodate  the  Washington  street  tunnel,  which 
also  has  its  terminal  at  Haymarket  square,  two  additional 
tracks  must  be  built  upon  the  incline  so  that  the  six  tracks 
when  completed  will  be  divided  as  follows:  The  two  tracks 
to  the  east  will  be  given  wholly  to  elevated  trains  passing 
from  the  structure  in  Causeway  street  to  the  new  Washington 
street  tunnel.  The  other  four  tracks  will  be  given  exclusively 
to  surface  cars,  cars  which  have  Scollay  square  for  a  terminal 
using  the  two  middle  of  these  two  tracks,  and  cars  bound 
for  Park  street.  Pleasant  street  and  outlying  points  using  the 
two  outer.  The  present  Haymarket  square  subway  station 
is  to  be  remodeled  for  exclusive  surface  car  use,  the  Wash- 
ington street  tunnel  building  a  new  Haymarket  square  station 
at  lower  level. 

To  make  these  changes  with  the  heavy  Haymarket  square 
traffic  in  constant  progress  will  involve  some  engineering 
niceties.  Fortunately  for  the  engineers,  there  is  spare  space 
on  each  side  of  the  present  incline.  That  structure  was 
built  on  the  site  of  the  former  passenger  station  and  yard 
of  the  Haymarket  square  terminal  of  the  Boston  &  Maine 
Railroad,  which  was  of  more  than  ample  size.  It  is  planned 
first  to  build  the  two  additional  tracks  needed,  then  transfer 
the  elevated  route  into  Washington  street,  and  finally  to 
adjust  the  various  surface  car  tracks  to  meet  the  situation. 

The   Cambridge   Subway. 

Before  the  Washington  street  tunnel  is  ready  for  business, 
work  on  Boston's  next  move  toward  transit  relief,  the  subway 
to  Cambridge,  will  be  well  under  way.  This  structure  will 
afford  a  needed  relief  to  the  overtaxed  surface  lines  leading 
to  the  college  town.  On  the  Boston  side  of  the  Charles  river 
the  subway  will  be  built  by  the  Boston  transit  commission 
and  operated  by  the  Boston  Elevated  Railway  Company  as  its 
predecessors  have  been  built  and  operated.  It  will  cross  the 
Charles  river  on  a  center  and  reserved  section  of  the  new 
West  Boston  bridge,  an  elaborate  structure  rapidly  approach- 
ing completion.  Through  Cambridge  the  line  becomes  sub- 
way after  crossing  the  river  and  will  be  both  built  and 
operated  by  the  Boston  Elevated  Railway  Company.  It  will 
extend  through  to  Harvard  square,  where  many  surface  lines 
will  have  their  terminals  and  reach  for  long  distances  out  into 
the  country.  One  station  will  be  built  at  Central  square, 
where  a  number  of  other  surface  lines  intersect,  but  many 
persons  in  Cambridge  are  pleading  for  two  more  subway 
stations.  One  station  at  the  Cambridge  end  of  the  West 
Boston  bridge  the  railway  company  is  not  disposed  to  grant 
in  any  event,  holding  that  passengers  from  a  section  so  closely 
adjacent  to  Boston  itself  can  find  both  quick  and  convenient 
transit  on  existing  surface  lines.     The  other  station,  which  is 

-nded  on  Massachusetts  avenue,  half  way  between  Cen- 
tral and  Harvard  squares,  the  railroad  company  is  opposed 
to,  because  of  its  desire  to  make  the  new  Cambridge  subway  a 


genuinely  high-speed  line  for  long-distance  passengers,  letting 
the  surface  lines  take  care  of  short-haul  and  short-distance 
passengers. 

No  unique  types  of  construction  are  planned  in  the  Cam- 
bridge structure,  but  the  subway  as  it  passes  through  Boston 
to  Tremont  street  will  be  unusual  in  several  ways.  It  was 
originally  planned  to  bring  it  through  Cambridge  and  Court 
streets  to  Scollay  square,  as  was  shown  upon  the  map  pub- 
lished in  connection  with  the  article  to  which  previous  refer- 
ence has  been  made,  but  the  extreme  narrowness  of  these 
thoroughfares,  with  their  many  turnings,  led  to  an  ultimate 
abandonment  of  this  idea  and  a  decision  to  turn  the  road 
under  Beacon  hill  and  bring  it  through  a  third  of  a  mile  of 
private  right  of  way  and  under  a  corner  of  the  Common  to 
a  stub-end  terminal  directly  under  Park  street  station  of  the 
present  Tremont  street  subway.  Property  is  being  rapidly 
acquired  by  the  Boston  transit  commission  in  the  fulfillment 
of  this  plan  and  after  tlu  subway  has  been  dug  structures 
can  be  erected  and  leased  for  a  variety  of  purposes  over  its 
right  of  way.  Light  and  air  openings  can  be  secured  at  shor. 
intervals  by  this  style  of  construction. 

Unfortunately  this  new  Cambridge  road  will  have  no 
track  conne-ctions  with  the  other  subway  or  elevated  lines  in 
Boston  so  as  to  render  an  interchange  of  train  equipment 
possible.  Yer  already  the  plan  is  being  pressed  in  the  Massa- 
chusetts legislature  for  an  enactment  to  enable  the  Cambridge 
subway,  through  Winter  and  Summer  streets  to  the  South 
terminal,  with  an  elevated  extension  into  South  Boston,  left 
for  a  vague  and  distant  future.  There  is  no  direct  route 
from  the  hotel  and  theater  district  to  South  station   by  ele- 


Rapid    Transit    in    Boston — Washington    Street   Tunnel    Under 
Construction. 


vated  or  subway  as  yet  and  such   a   line  would   render  itself 
popular  from  the  outset. 

Contemplated    Elevated    Extensions. 

At  the  north  end  of  the  Boston  metropolitan  district  two 
ated  extensions  are  now  contemplated  from  the  Sullivan 
squari  terminal.  One  of  these  will  turn  toward  the  northeast 
and  run  along  Broadway  until  it  reaches  South  Everett,  where 
it  will  turn  north  again  and  be  built,  according  to  present 
plans,   past    Everett   and  Into   Vlalden,  along  the  marsh  land 


712 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  22. 


which  reaches  back  from  the  Maiden  river  and  Maiden  canal. 
At  Maiden  connection  will  be  made  with  more  outlying  surface 
lines  of  the  Boston  Elevated  Railway  as  well  as  with  the 
suburban  lines  of  the  extensive  Boston  &  Northern  system 
which  stretch  north  to  Lynn,  Salem  and  Newburyport. 

The  other  arm  north  from  Sullivan  square  will  reach  more 
toward  the  west  and  will  follow  the  short  straight  stretch  of 
old  Mystic  avenue  into  Melrose,  where  it  will  also  have 
extensive  ramifications  by  means  of  suburban  surface  car 
lines.  Each  of  these  arms  will  be  approximately  three  miles 
long. 

From  the  Dudley  street  terminal  at  the  south  of  the  present 
elevated  system  construction  has  progressed  steadily  through- 
out the  hard  winter  on  an  elevated  extension  south  two  miles 
in  Washington  street  to  Forest  Hills.  The  matter  of  terminal 
facilities  at  this  last  point  is  still  a  matter  of  doubt  and 
discussion  and  the  Boston  Elevated  Railway  Company  seems 
now  to  favor  extending  its  structure  south  of  the  heart  of 
Forest  Hills  and  building  a  loop  terminal  in  private  right 
of  way. 

When  these  arms  are  complete  Sullivan  square  and  Dud- 
ley street  will  be  retained  as  part  terminals.  "Short  line" 
trains  will  continue  to  be  turned  on  tne  loops  at  each  of  these 
points  and  a  large  number  of  suburban  lines  will  continue 
using  them  as  their  downtown  terminals. 

Other   Plans  Tentative. 

Other  transit  relief  plans  in  Boston  are  still  tentative. 
The  most  definite  of  these  is  the  building  of  an  elevated 
structure  from  the  existing  elevated  and  incline  at  Haymarket 
square  through  Causeway  street,  past  the  North  station  and 
across  the  Charles  river  into  East  Cambridge  for  surface  car 
operation.  Owing  to  the  existence  of  nearby  freight  terminals 
and  the  extreme  narrowness  of  Causeway  street  it  is  often 
badly  congested  with  trucks  and  other  street  traffic,  causing 
much  delay  in  surface  car  operation.  Such  an  elevated 
structure  for  a  little  more  than  half  a  mile  would  greatly 
relieve  the  situation. 

An  elevated  railroad,  of  ornamental  design  and  archi- 
tectural appropriateness,  has  also  been  suggested  for  the 
Charles  river  bank  extending  from  the  existing  system  out 
toward  Newton.  This  road  will  undoubtedly  follow  the  others 
in  due  time.  At  present  it  is  a  vague  suggestion  of  the 
indefinite  future. 


ARMATURE   CLEARANCE   TESTING   DEVICE. 


Charles  Munson,  master  mechanic  of  the  Cedar  Rapids  & 
Iowa  City  Railway  Company,  has  devised,  at  the  company's 
Cedar  Rapids  (la.)  shops,  a  gauge  that  has  proved  very  useful 


S^f 


f 

Gauge    for    Accurately    Determining    Armature    Clearance. 

in  taking  and  recording  the  clearance  between  the  armatures 
and  pole  faces  of  motors. 

The  gauge  is  marked  out  in  detail  so  as  to  show  a  varia- 
tion of  the  sixty-fourth  part  of  an  inch  in  the  clearance.  It 
is  made  of  steel  and  is  10  inches  long,  5-16  inch  wide  and  3-16 
inch  thick.  One  side  of  the  scale  has  a  straight  edge  and  the 
reverse  side  tapers  from  a  point  at  one  end  to  the  full  thick- 
ness of  the  bar  at  a  distance  of  three  inches  from  the  end. 
On  the  straight  edge  a  sliding  scale,  which  has  a  %-inch  lip 
at  the  lower  end  and  a  circular  band  finger  clip  at  the  other, 


is  attached  by  a  screw  which  fits  in  a  slot,  2%,  inches  long,  cut 
lengthwise  of  tire  slide. 

In  testing  motors  for  armature  clearance  the  hand-hole 
plates  are  removed  as  usual  and  the  gauge  is  inserted  so 
that  the  lip  of  the  slide  engages  with  the  pole  piece,  while 
the  tapering  end  of  the  gauge  is  inserted  as  far  as  possible 
between  the  pole  and  the  armature.  By  carefully  removing 
the  gauge  the  relative  positions  of  the  slide  and  the  gauge 
proper  indicate  the  exact  clearance.  The  taper  given  to  the 
end  of  the  gauge  is  such  that  a  variation  of  a  sixty-fourth  part 
of  an  inch  in  the  clearance  is  marked  by  a  longitudinal  varia- 
tion of  one-fourth  of  an  inch  on  the  straight  edge. 


COMMUNICATIONS. 


An  Automatic  Oil  Cup. 


Adjusting 
Sere* 


To  the  Editors: 

There  are  many  operations  in  the  car  shop  and  barns 
which  require  intermittent  power,  conveniently  supplied  by 
means  of  small  electric  motors.  For  such  service,  however, 
unless  the  bearings  are  of  the  ring  oiling  type  or  special 
provision  is  made  to  oil  the  bearings,  they  are  very  apt  to  be 
neglected.  Particularly  is  this  true  of  motors  operated  by  a 
number  of  different  employes.  If  the  motor  is  in  an  out  of 
the  way  place,  each  man  assumes  that 
the  motor  was  oiled  the  last  time  it 
was  used,  and  if  located  where  it  is 
easily  reached,  each  man  using  it  gives 
it  a  little  oil,  with  the  result  that  the 
oil  overflows  from  the  bearings,  soils 
the  floor  and  works  its  way  into  the 
armature  and  field  coils.  Ordinary  oil 
cups  are  not  very  satisfactory  for  such 
service,  as  they  are  apt  to  be  turned  on 
and  forgotten,  resulting  in  flooding  the 
bearings  and  surrounding  floor. 

To  obviate  these  difficulties  which 
presented  themselves  to  the  writer  in 
the  operation  of  a  small  portable  air 
compressor,  the  automatic  oil  cup  illus- 
trated herewith  was  designed  by  him. 
The  operation  and  construction  of  this 
oil  cup  are  clearly  shown  in  the  cut. 
The  solenoid  A  was  taken  from  an  old 
Mosher  arc  headlight  and  rewound  with 
wire  of  the  same  size  as  that  on  the 
armature  of  the  motor.  The  support- 
ing brackets,  B,  are  made  of  1-16  by  %  inch  phosphor 
bronze.  The  lower  portion  of  the  solenoid  plunger,  C,  is  iron 
and  the  upper  part  is  brass.  The  solenoid  plunger  was  in  thfl 
case  attached  to  the  needle  valves  of  standard  Lunkenheimer 
Sentinel  snap-lever,  sight-feed,  glass  oil  cups. 

The  solenoid  coils  are  connected  in  series  with  the  arma- 
ture, hence  when  the  current  is  turned  on  the  solenoids  are 
energized,  pull  up  the  needle  valves  and  supply  the  bearings 
with  oil.  When  the  current  is  turned  off  the  springs  and 
weight  of  the  plungers  force  them  down  and  shut  off  the 
oil  supply.  The  oil  cup  attachments  are  easily  made  and 
work  perfectly.  SHOP  KINK. 

Lexington,  Ky.,  May  22,  1907. 


Automatic  Oil  Cup. 


Wrong    Motor   Connections. 


To  the  Editors: 

I  noticed  a  communication  in  the  May  4,  1907,  issue  of 
the  Electric  Railway  Rview,  from  "Car  Trouble,"  stating  the 
symptoms  of  some  motor  trouble  experienced  by  him.  I  in- 
close a  diagram  showing  controller  and  motor  connections  for 
a  K-6  controller  and  four  G.E.-1,000  motors.  As  will  be  seen 
by  reference  to  this  diagram,  the  difficulty  in  your  corre- 
spondent's case  probably  arose  through  the  crossing  of  the 
A3  with  the  A'  and  the  AA*  with  the  AA=  wires  on  or  near 


June  1.  1907. 


ELECTRIC    RAILWAY     REVIEW 


713 


the  controller  panel  board.  The  motor  wiring  diagram  is 
given  to  facilitate  following  through  the  circuits,  and  it  will 
be  found  by  an  examination  of  this  diagram   that  the  crossing 

(Forrrorg/y      f/lereroe- 


i  •  ■  I  •  ■ 


Z,       Wiring  crossed  here 
R6 

Wrong    Motor    Connections — Diagram     Showing     Location    of 
Crossed    Wires. 

of  these  wires  will  give  rise  to  the  symptoms  stated  by  "Car 
Trouble."  SHOP  KIXK. 

Lexington.    Ky..    May   29,   1907. 


The  Value  of  Discussing   Blank  Forms. 


To  the  Editors: 

In  your  valued  issue  of  May  18  I  am  pleased  to  see  pub- 
lished reproductions  of  blank  forms  used  by  the  Birmingham 
Light  &  Power  Company  in  its  freight  department. 

It  appears  to  me  that  an  exchange  of  views  in  relation  to 


WASHINGTON    RAILWAY   AND   POWER   C 

omp; 

MEMO  HO 

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WASHINGTON  RAILWAY  A  POWER  COMPANY. 


|  TO  OREGON  TRUST  AND  SAVINGS  SANK 

PORTLAND    OREGON 


Washington    Railway   &    Power    Company — Inside    of    Folding 
Voucher-Check   (Original  7  by  9   Inches). 

the  work  of  the  several  departments  and  the  methods  em- 
ployed by  the  various  electric  railway  companies,  and  occa- 
sionally the  publication  of  forms  used,  showing  the  system 
of  reporting  and  checking,  and  sometimes  portions  of  book- 
ktfping  used  by  one  or  the  other,  might  lead  to  helping  some 
of  us  to  improve  our  methods  in  one  branch  or  another.     The 


discussion  of  reasons  for  using  one  form  of  blank  or  one 
system  of  bookkeeping  or  auditing  in  preference  to  another  is 
almost  sure  to  lead  some  of  us  to  see  the  advantage  of  one 
over  the  other,  hence,  I  thank  you  for  the  help  already 
afforded  us  and  ask  you  to  encourage  the  managements  of  the 
various  railway  companies  to  send  you  for  reproduction  in 
the  Electric  Railway  Review  such  forms  as  in  their  opinions 
are  best  adapted  and  will  serve  the  best  purposes  in  the 
proper  administration  of  the  business  and  affairs  of  an  electric 
railway. 

To  follow  this  suggestion,  I  inclose  (see  illustrations)  a 
copy  of  voucher-check  used  by  the  Washington  Railway  & 
Power  Company,  Portland,  Ore.     It  is  designed  to  be  simple, 


Washington  Railway  &  Power  Co. 

606    McKay  Building 

PORTLAND,      -       •       -      OREGON 

VOUCHER  CHECK 

No.                                      $ 

PAYABLE  TO 

DlltPUUTION 



1 

TOTHl 

-  I 


RECEIPT  ma  ENDORSEMENTS 

Received  of  the  WASHINGTON  RAILWAY  4 
POWER  COMPANY,  the  within  amount  in  set- 
ttetnent  of  account  as  stated. 


Washington    Railway   &   Power   Company — Outside   of   Folding 
Voucher-Check. 

as  well  as  complete.    It  serves  our  purpose,  and  we  believe 
such  a  voucher-check  to  be  useful  and  comprehensive. 

Thanking  you  for  the  assistance  we  have  already   had 
from  your  valued  publication.        ARTHUR  LANGGTJTH, 
Secretary  Washington  Railway  &  Power  Company, 

Portland,  Ore.,  May. 24,  1907. 


Tall  concrete  towers  have  been  built  by  the  West  Penn 
Railways  Company  at  a  1,014-foot  crossing  of  the  Monongahela 
river  by  its  transmission  line.  The  main  tower  rises  115 
feet  above  its  foundations  as  close  to  the  river  bank  as  prac- 
ticable, and  was  designed  to  take  a  maximum  load  only  of 
the  wind  stress  on  the  tower  itself  and  the  weight  of  the 
wires.  A  shorter  tower  was  then  built  about  230  feet  back 
of  the  main  tower,  and  the  transmission  cables  were  brought 
down  to  anchor  upon  it.  On  the  other  side  of  the  river  the 
cables  were  anchored  at  a  local  substation.  Both  structures 
are  self-sunporting.  The  main  tower  is  8  feet  2  inches  square 
at  the  base  and  has  a  uniform  batter  up  to  the  top  where  the 
section  is  practically  1  foot  square.  The  lower  portion  is 
hollow,  with  walls  1  foot  thick  up  to  an  elevation  S4  feet 
above  the  base,  where  the  remainder  of  the  section  becomes 
solid.  The  anchorage  tower  is  4  by  10  feet  at  the  base,  is 
solid  throughout  and  batters  up  to  a  section  1  foot  square 
at  an  elevation  41  feet  1  inch  above  the  base.  Above  this 
point  it  Is  of  uniform  section  up  to  its  full  height  of  55  feet. 
Both  towers  are  reinforced  with  old  rails. — Cornell  Civil 
neer. 


714 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  Xo. 


IMPROVEMENTS    OF   THE    OTTUMWA    (IA.)    RAILWAY    & 
LIGHT    COMPANY. 

During  the  last  year  the  properties  of  the  Ottumwa  (la.) 
Railway  &  Light  Company  have  been  rebuilt  and  they  are 
now  among  the  best  equipped  railway  and  lighting  properties 
of  the  state  of  Iowa. 

Ottumwa  is  a  city  of  about  22,000  people  and  is  located 
in  a  prosperous  farming  and  mining  community  in  the  south- 
western part  of  the  state.  Early  in  1906  the  electric  railway 
and  lighting  interests  were  purchased  by   H.  M.  Byllesby  & 


Ottumwa    Railway    <£.    Light    Company — Exterior    of    Power    House. 

Co.  of  Chicago  and  the  following  officers  were  elected: 
President,  A.  S.  Huey,  Chicago;  secretary,  R.  J.  Graf.  Chicago; 
treasurer,  J.  J.  O'Brien;  general  manager,  W.  P.  Raber.  Since 
the  new  management  has  had  control  of  the  properties  a  new 
power  house,  car  barn  and  machine  shop  and  office  building 
have  been  constructed,  the  overhead  lines  and  the  railway 
tracks  have  been  rebuilt  and  several  new  cars  have  been 
added  to  the  rolling  stock. 

The  company  operates  cars  over  12  miles  of  track,  which, 
for  convenience  in  operation,  is  divided  into  six  divisions. 
Cars  are  operated  on  a  10-minute  headway.  The  rolling  stock 
equipment  consists  of  35  cars,  30  feet  in  length,  of  which  14 
are  required  to  maintain  the  schedule  on  the  various  divisions. 

The  Office  Building. 
The  office  building,  containing  the  general  offices  of  the 
company,  the  public  waiting  room,  trainmen's  quarters  and 
other  apartments  essential  for  the  comfort  of  the  employes, 
is  situated  at  Second  and  Market  streets,  approximately  the 
traffic  center  of  the  city.  At  this  point  all  cars  are  started 
on  their  outgoing  runs  and  all  transfers  of  passengers  are 
made.  The  office  building  is  of  brick  construction.  It  has  a 
frontage  of  67  feet  7  inches,  is  64  feet  2  inches  deep,  and 
three  stories  high.  On  the  first  floor  are  the  waiting  room 
and  the  general  offices.  The  basement  is  furnished  for  the 
use  of  trainmen.  The  second  and  third  floors  of  the  building 
are  to  be  leased  for  public  office  purposes. 

The  main  public  waiting  room,  located  in  the  corner  of 
the  building,  has  large  plate  glass  windows,  which  allow  an 
unobstructed  view  of  all  cars  as  they  approach  the  transfer 
corner.  A  door  connects  this  room  with  the  public  lobby, 
which  is  used  as  a  waiting  room  for  patrons  who  have  busi- 
ness to  transact  at  the  company's  offices.  Doors  open  from 
the  lobby  into  the  general  manager's  and  the  superintendent's 
offices,  and  windows  open  into  the  cashier's  and  treasurer's 
offices  at  the  north  side  of  the  room.  The  offices  are  all 
finished  in  nut  brown  color  and  are  designed  after  the  mission 
style  of  architecture. 

Car  House  and   Repair  Shops. 

The  new  car  house  and  repair  shops  are  located  on  a 
tiiangular  plat  of  ground  on  West  Second  street.     They  cover 


a  floor  space  155  and  190  feet  long  by  107  feet  wide.  At  the 
side  of  the  main  building  there  is  an  addition,  26  feet  deep 
by  85  feet  long,  which  is  divided  into  rooms  designed  re- 
spectively for  the  storage  of  coal,  sand,  salt,  tools,  oil  and 
general  supplies.  The  car  house  and  storeroom  buildings 
are  constructed  of  brick  and  are  one  story  high.  The  floors 
are  of  concrete.  The  armature  winding  room  occupies  a  space 
immediately  at  the  rear  of  the  machine  shop,  which  is  shown 
in  the  accompanying  car  house  layout. 
The  Power  House. 

In  the  rehabilitation  of  the  Ottumwa  property  much 
thought  was  given  to  the  arrangement  of  the  power  house. 
The  new  building  is  150  feet  long,  80  feet  wide  and  25  feet 
nigh.  The  walls  are  of  brick,  the  floors  of  concrete  and  the 
roof  is  of  tar  and  gravel  construction. 

The  engine  room  equipment  consists  of  two  Pulton  Iron 
Works  engines,  each  20  and  40  by  48  inches,  which  are  direct 
connected  to  a  Western  Electric  500-kilowatt,  2,300-volt,  60- 
cycle  alternator  and  a  500-kilowatt,  550-volt,  direct-current 
generator.  These  engines  have  17-foot  flywheels.  The  other 
generating  units  are  a  30-kilowatt,  125-volt  steam-driven 
exdcer,  which  is  used  in  starting  the  alternator,  and  a  General 
Electric  induction  motor  direct  connected  to  a  125-volt  direct- 
current  generator.  In  addition  to  these  units  the  company 
has  installed  for  a  reserve  equipment  the  following  machines 
which  were  formerly  in  service  in  the  old  power  station:  Ed- 
ward Allis  engine,  16  by  42  inches,  belt  connected  to  a  Western 
Electric  100-kilowatt,  2,300-volt,  60-cycle,  3-phase  alternator;  a 
Hamilton-Corliss  engine,  24  by  48  inches,  belt  connected  to  a 


Ottumwa    Railway    &    Light    Company — Office    Building. 

300-kilowatt.  2,300-volt  alternator;  a  Ball  engine.  20  by  18 
inches,  belt  connected  to  a  200-kilowatt,  550-volt  generator; 
an  Edison-General  Electric  bi-polar  100-kilowatt,  500-volt  motor 
and  generator,  which  is  used  in  supplying  current  for  the  city 
metallic  circuit. 

The  switchboard  has  27  panels,  which  are  divided  as  fol- 
lows :  Seven  for  the  railway  circuits,  two  for  stationary  motor 
circuits,  two  for  the  exciter  sets,  three  for  synchronizing, 
seven  for  incandescent  lighting,  two  for  3-phase  power,  four 
for  arc  circuits. 


June  1,  1907. 


ELECTRIC    RAILWAY     REVIEW 


TIT, 


The  switchboard  panels  are  made  of  blue  marble  and 
are  equipped  with  the  necessary  recording  and  measuring 
apparatus.  A  space  9  feet  wide  and  40  feet  long  is  provided 
between  the  switchboard  and  the  west  wall  of  the  building 
for  the  oi1  switches,  busbars  and  cable  connections.  The 
cables  are  carried  overhead  in  order  that  there  may  be  free 
passage  around  the  board.  The  floor  at  the  rear  of  the 
switchboard  is  three  feet  lower  than  the  floor  of  the  balance 
of  the  engine  room.  The  kicking  coils,  lightning  arri'sters. 
etc..  are  arranged  along  the  west  wall  of  the  building,  where 


'    A   NOTEWORTHY  SAVING    IN   OIL. 


l90'-0  - 


Ottumwa    Railway    &     Light    Company — Layout    of    Car    Barn    and 

Shops. 

the  main  cables  leave  the  structure.  The  lighting  circuits 
throughout  the  building  are  laid  in  lead  covered  conduits. 

A  gravity  oiling  system  has  been  installed  in  the  engine 
room.  This  consists  of  a  100-gallon  tank,  which  is  near  the 
roof,  and  a  Turner  oil  purifier  in  the  basement.  Oil  from 
the  tank  is  fed  by  gravity,  first  to  all  parts  of  the  engines 
requiring  a  lubricant,  then  to  the  purifier,  and  finally  returned 
to  the  tank. 

The  boiler  room  is  equipped  with  five  Stirling  boilers, 
three  of  which  have  a  rated  capacity  of  410  horsepower  and 
two  of  300  horsepower.  These  are  arranged  in  three  banks 
and  are  worked  under  a  steam  pressure  of  150  pounds.  Be- 
tween the  first  and  second  banks  of  boilers  are  located  two 
Blake  duplex  feedwater  pumps,  each  10  and  6  by  10  inches, 
and  a  Hoppes  exhaust  heater. 

The  feedwater  is  obtained  from  the  Des  Moines  river  at 
a  point  about  100  yards  from  the  boiler  room.  The  suction 
pumps.  6  and  5%  by  6  inches,  are  of  the  Worthington  manufac- 
ture. The  suction  pipe  is  4  inches  and  the  exhaust  pipe  is  3 
inches  in  diameter.  The  pumps  are  at  the  south  end  of  the 
boiler  room  in  a  pit  10  feet  deep.  Between  the  pumps  and 
the  heater  is  a  Kennicott  water  softener,  which  has  given 
satisfactory  service.       * 

Along  the  east  side  of  the  boiler  room  is  a  bin  12  by  100 
feet,  which  is  used  for  storing  coal.  By  the  use  of  a  Hunt 
conveyor  coal  is  carried  overhead  in  spouts  from  the  coal 
hopper  located  beneath  the  coal  track  at  the  south  side  of  the 
building  to  the  coal  bins  in  front  of  the  boilers.  Before  enter- 
ing the  spouts  the  coal  passes  through  a  crusher.  An  ash 
elevator  carries  the  cinders  from  the  boiler  room  to  a  bin 
located  above  the  coal  track,  and  the  cinders  are  dumped  into 
a  car  and  drawn  away.  The  coal  and  ash  conveyors  and  the 
coal  crusher  are  driven  by  separate  motors. 


A  number  of  fire  exits  opening  into  the  ventilating  shafts 
have  recently  been  installed  in  the  New  York  subway  for 
the  use  of  passengers  as  a  means  of  escape  in  case  of  a  fire 
or   blockade   without  the  necessity   of  groping   their   way   to 

Ions.  Signs  marking  the  points  by  which  escape  may  be 
made  are  five  feet  long  and  a  foot  high  and  bear  the  word 
"Exit"  in  white  on  a  ground  of  blue  enamel.  Shaded  electric 
lights  are  placed  over  them.  Near  the  illuminated  legend  is  a 
door  which  opens  into  the  air  chambers  at  the  side  of  the 
tracks.     An  iron  ladder  with  a  rail  leads  to  the  top  of  the  pit. 


Although  the  value  of  an  automatic  oil  feeder  system  for 
power  houses  is  recognized,  the  first  cost  of  installation  is 
often  considered  too  great  for  adoption  in  the  smaller  plants 
used  in  supplying  current  for  railway  or  lighting  purposes. 
Some  time  ago  Levi  Paxson,  chief  engineer  of  the  Fort  Branch 
(Ind.)  power  house  of  the  Evansville  &  Princeton  Traction 
Company,  installed  an  oil  feeder  system  that,  because  of  its 
initial  cost,  and  the  oil  and  labor-saving  features  which  it 
has  developed,  is  worthy  of  comment. 

Exclusive  of  the  oil  filters  the  system  referred  to  cost 
but  a  trivial  amount  to  install  and  has  for  nearly  a  year 
reduced  the  engine  room  expense  more  than  $140  a  month. 
Previous  to  its  installation  an  oiler  was  employed  on  both  the 
day  and  night  shifts  and  the  quantity  of  oil  used  was  unusually 
large.  At  present  no  oiler  is  necessary  and  the  oil  consump- 
tion has  been  reduced  to  40  gallons  of  engine  oil  and  30 
gallons  each  of  high  and  low  pressure  cylinder  oil  per  month. 

In  installing  the  oiling  device  old  gas  pipe  and  other 
second-hand  materials  were  utilized.  The  main  storage  tank, 
60  gallons  capacity,  is  located  near  the  roof  of  the  plant.  Lead- 
ing from  this  to  the  basement  is  a  1-inch  pipe  which  passes 
up  to  the  engine  and  is  reduced  to  %  inch  where  it  enters 
the  oil  cups.  The  oil  supply  is  furnished  to  the  cups  by 
gravity.  The  waste  oil  from  the  engine  passes  by  gravity 
through  another  pipe  line  to  a  tank  in  the  basement,  from 
where  it  is  forced  by  a  small  air  pump  to  two  Acme  filters 
located  in  an  oil  room  adjoining  the  engine  room.  From  these 
filters  the  oil  is  returned  to  the  storage  reservoir  by  air 
pressure.  The  air  pipe  in  this  case  is  attached  to  the  top 
of  the  filter  reservoir.  When  it  is  desired  to  fill  the  storage 
tank  the  air  cock  between  the  filter  and  the  filter  reservoir 
is  closed  and  the  oil  is  forced  to  the  top  of  the  structure 
through  a  %-inch  pipe,  which  completes  the  circuit  of  the  oil. 

As  a  precautionary  measure  a  small  air  whistle  has  been 
placed  in  the  pipe  leading  from  the  filter  to  the  storage  tank. 
When  the  oil  supply  in  the  filter  tank  has  been  exhausted 
the  air  in  passing  through  the  pipes  blows  the  whistle,  which 
is  a  signal  to  stop  the  air  compressor. 

The  machinery  supplied  by  this  automatic  oiling  device 
consists  of  two  (18  and  36  by  42)  engines,  direct  connected  to 
a  400-kilowatt  generator;  two  high-speed  engines  direct  con- 
nected to  exciters,  and  a  300-kilowatt  rotary  converter. 


The  Wastefulness  of  Chimney  Draft. 

In  a  discussion  of  the  methods  for  the  utilization  of 
waste  heat,  the  wastefulness  of  the  usual  method  of  produc- 
ing draft  by  the  ascent  of  heated  air  in  a  chimney  must 
be  considered. 

Taking  the  boiler  as  the  wasteful  member  in  a  steam 
plant,  its  efficiency  varies  from  60  per  cent  in  a  bad  boiler 
to  SO  per  cent  in  a  very  good  one,  these  proportions  of  the 
heat  produced  by  the  combustion  of  the  coal  being  realized 
in  steam  available  for  the  engine  in  each  case. 

The  difference  may  be  said,  without  greatly  stretching  the 
truth,  to  go  up  the  chimney.  It  is  not  to  be  disputed  that 
much  of  the  waste  heat  might  be  caught  and  utilized;  but 
there  are  reasons  why  it  is  not  so  caught.  In  the  first  place, 
the  gases  must  be  hot  when  they  go  into  the  chimney,  or 
there  will  not  be  a  draft. 

As  a  matter  of  fact,  a  draft  obtained  in  this  way  is 
the  most  expensive  possible,  save  one.  The  exception  is  a 
steam  jet  in  the  chimney.  A  fan  can  be  run  for  about  one- 
tenth  of  the  power  represented  by  the  waste  heat  required 
to  command  a  good  draft.  A  tall  chimney  will  cost  from 
$5,000  to  $25,000,  very  much  more  than  will  a  fan  plant.  But 
the  fan  is  not.  used  and  the  chimney  is — largely  because  it 
is  essential  to  discharge  the  products  of  combustion  high  up 
in  the  air  over  the  roofs  of  surrounding  houses.  This  neces- 
sity must  be  taken  into  consideration  in  so  far  as  factories 
are  concerned,  yet  it  is  believed  that  in  some  cases  a  chimney 
stack  100  feet  high  would  be  sufficient,  because  with  a  fan 
combustion  could  be  more  easily  controlled  than  is  possible 
with  a  chimney,  to  the  end  of  preventing  the  giving  off  of 
smoke. 


716 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  22. 


DEPRECIATION.* 


BY    ROBERT    HAMMOND. 


The  object  of  the  present  paper  is  to  invite  the  members 
of  the  institution  to  consider  the  question  of  depreciation  in 
all  its  bearings  as  applicable  to  electricity  supply  undertak- 
ings, in  the  hope  that  some  definite  conclusion  may  be  arrived 
at  as  to  the  proper  provision  which  should  be  made  in  the 
case  of  undertakings  owned,  whether  by  companies  or  by 
local  authorities. 

The  word  "depreciation"  is  used  in  a  wide  sense,  and  it 
is  desired  to  include  in  the  inquiry  -not  only  the  considera- 
tion of  the  provision  which  should  be  made  to  cover  the 
depreciation  in  value  of  the  assets  of  an  undertaking,  but 
also  as  to  what  other  charges  beyond  the  ordinary  working 
costs  should  be  debited  to  the  revenue  account  before  arriv- 
ing at  the  net  profits  of  the  undertaking. 

Following  these  lines,  we  have  first  to  consider  the  ques- 
tion of  depreciation  proper,  then  the  advisability  of  creating 
a  reserve  fund  to  provide  for  unforeseen  expenses  which 
may  be  incurred  owing  to  accident  or  other  emergency,  and, 
lastly,  the  provision  of  a  further  fund  to  cover  antiquation  of 
machinery,  apparatus  and  mains,  thereby  preparing  for  the 
possible  necessity  of  scrapping  machinery,  etc.,  which  may  be 
in  good  working  order,  but  which  may  have  become  obsolete 
owing  to  improvements  introduced  in  methods  of  generation 
and  distribution. 

Companies. 

Whether  the  undertakings  are  owned  by  companies  or 
by  local  authorities,  the  conditions  governing  their  working 
are  such  that  in  order  to  give  a  continuous  supply  of  elec- 
tricity it  is  essential  that  machinery,  apparatus  and  mains 
should  be  kept  in  a  high  state  of  efficiency. 

The  cost  of  so  maintaining  the  piant  is,  of  course,  re- 
garded as  part  of  the  working  costs,  and  is  assumed  to  be  so 
dealt  with.  Plant,  well  maintained  as  it  may  be,  must,  how- 
ever, gradually  depreciate,  and  a  time  will  come  when  the  fre- 
quency and  extent  of  repairs  and  renewals  necessitate  so 
heavy  an  item  of  annual  expenditure  that  it  is  preferable  to 
replace  it  with  entirely  new  plant. 

In  order  to  arrive  at  the  amount  with  which  the  gross 
profits  should  be  debited  annually  in  order  to  cover  this 
depreciation,  it  is  necessary  to  settle  the  number  of  years 
which  will  elapse  before  the  various  classes  of  plant  and 
apparatus  in  use  will  arrive  at  the  scrapping  stage  and  will 
require  entire  renewal. 

At  the  outset  we  are  confronted  with  the  difficulty  that 
the  life  of  machinery  so  largely  depends  upon  the  way  in 
which  it  is  maintained,  that  a  definite  period,  at  which  any 
particular  class  of  machinery  or  apparatus  would  in  the  or- 
dinary course  be  entirely  worn  out,  can  hardly  be  taken  as  of 
universal  application. 

On  the  basis,  however,  that  all  plant  would  be  carefully 
maintained  and  faulty  parts  renewed  out  of  revenue,  it  is 
suggested  that  the  periods  named  below  represent  a  fair 
approximation  of  the  life  of  the  various  classes  of  machinery 
and  apparatus,  etc.,  named: 

Estimated  Years  of  Life. 


Tears. 

Land  and  buildings   ,60 

Machinery  and  plant- 
Boilers    20 

Pumps  and  pipework 25 

Conveyors    10 

Engines    25 

Turbines    20 

•    Dynamos  and  alternators. .   25 
Motors    20 


Tools  and  sundries 10       Ducts 


Tears. 

Accumulators    15 

Transformers,   static   15 

Converters,   rotary    20 

Switching  apparatus  and  in- 
struments      20 

Meters    10 

Mains — 

Armored    25 

Solid  system    30 


30 


The  "lives"  set  forth  will  doubtless  provoke  some  criti- 
cism, but  it  is  repeated  that  the  "life"  largely  depends  upon 
the  degree  of  thoroughness  with  which  the  plant  is  main- 
tained. 

With  accumulators,  for  instance,  it  seems  sanguine  at  first 
sight  to  give  a  life  of  15  years.  Further  consideration  shows, 
however,  that  for  all  practical  purposes,  with  careful  upkeep, 
the  life  given  is  merely  that  of  the  boxes  containing  the  plates, 
connections,  etc.  There  is  no  reason  why  a  battery  of  accumu- 
lators should  not  last  considerably  longer  than  15  years  if 
the  plates  are  regularly  renewed  out  of  revenue. 

If  the  above  periods  be  accepted,  it  becomes  a  simple  cal- 
culation as  to  the  amount  which  must  annually  be  written  off 
or  set  aside  to  a  sinking  fund. 

So  far,  the  formation  of  a  depreciation  fund  in  the  narrow 
sense  of  the  word  has  alone  been  dealt  with.  The  formation 
of  such  a  fund,  apart  from  the  method  of  accountancy  adopted, 

•Abstract  of  paper  read  before  the  Institution  of  Electrical 
Engineers  of  Great  Britain  April  25. 


appears  to  be  essential  whether  the  company  is  working  at  a 
profit  or  a  loss.  In  the  event  of  its  working  at  a  loss  for,  let 
us  suppose,  the  first  few  years,  it  seems  only  sound  that  before 
any  moneys  are  distributed  as  dividends,  not  only  should  the 
trading  losses  be  made  good,  but  the  contributions  to  the 
depreciation  fund  which  otherwise  would  have  been  set  aside 
should  also  be  made. 

General  Reserve  Fund. 

As  regards  the  second  item,  to  which  reference  has  al- 
ready been  made  as  coming  within  the  purview  of  the  paper, 
namely,  the  provision  of  a  general  reserve  fund,  it  seems  to 
the  author  that,  however  wise  the  formation  of  a  general 
reserve  fund  might  be  for  the  purpose  of  equalization  of  divi- 
dends, it  nevertheless  does  not  rank  as  a  strict  necessity  as 
does  a  depreciation  fund.  Further,  he  does  not  agree  with 
those  who  hold  that  such  a  fund  is  necesary,  not  only  for  the 
equalization  of  dividends,  but  for  the  purpose  of  providing 
against  extraordinary  expenditure  due  to  unforeseen  emer- 
gencies. 

Such  emergencies  are  caused  by  accident  in  one  form  or 
another  and  such  risks  should  be  fully  insured  against  and 
the  premiums  regarded  as  part  of  the  ordinary  working  costs. 

Antiquation. 

Lastly,  there  is  to  be  considered  whether  a  fund  to  cover 
antiquation  should  be  deemed  obligatory. 

It  has  been  urged  on  the  one  hand  that  no  provision  what- 
ever need  be  made  under  this  heading.  Those  who  hold  this 
view  contend  that  any  great  revolution  in  engineering  methods 
which  would  cause  their  present  plant  to  become  obsolete 
would  necessarily  carry  with  it  its  own  advantages  either  in 
the  direction  of  a  great  improvement  in  efficiency  or  in  an 
extension  of  the  uses  to  which  electricity  might  be  put.  They 
contend  that  these  advantages  if  really  extensive  would  in 
themselves  more  than  pay  for  their  adoption,  and  that  unless 
a  company  could  see  its  way  to  larger  dividends  by  adopting 
an  improvement,  it  would,  of  course,  continue  on  the  old  lines. 

On  the  other  hand,  many  hold  the  view  that  an  antiquation 
fund  is  of  vital  importance,  and  they  point  out  that  a  radical 
improvement  might  arise  which  would  entirely  supersede  the 
existing  methods  of  generation  and  distribution,  and  while 
such  an  improvement  would  entirely  take  the  field  in  oppo- 
sition to  the  present  methods,  nevertheless,  the  improvement 
might  not  carry  with  itself  a  sufficient  margin  of  profit  to  cope 
with  the  dead  weight  of  interest  on  capital  expended  upon 
superseded  plant.  A  company  which  was  without  an  antiqua- 
tion fund  would  then  be  faced  by  the  possible  competition  of  a 
new  concern  not  so  overburdened  with  capital  charges,  which 
could  completely  relieve  it  of  its  business. 

The  author  does  not  share  the  latter  view  to  the  full 
extent,  but,  on  the  other  hand,  he  thinks  that  no  electricity 
supply  undertaking  can  be  regarded  as  in  a  thoroughly  sound 
position  unless  some  provision  has  been  made  in  the  direction 
of  an  antiquation  fund.  At  the  same  time  this  provision  is,  in 
his  opinion,  not  one  which  would  rank  on  the  same  footing  as 
a  depreciation  fund  per  se,  but  is  one  which  might  wisely  be 
contributed  to  out  of  profits  as  a  sort  of  nest  egg  for  the 
future. 

The  distinction  which  he  desires  to  draw  between  the  con- 
tributions to  a  depreciation  fund  and  contributions  to  an 
antiquation  fund  is  practically  that  the  former  should  be  built 
up  whether  the  undertaking  is  working  at  a  loss  or  not,  while 
contributions  to  the  latter  fund  need  only  be  regarded  as 
advisable  when  a  concern  is  in  a  flourishing  condition. 

Residual  Value. 

To  arrive  at  an  absolutely  accurate  amount  of  annual  con- 
tribution to  a  depreciation  fund  it  would  be  necessary  to  de- 
termine the  residual  value  of  the  machinery,  apparatus,  etc.,  at 
the  end  of  their  respective  lives.  In  the  case  of  land  it,  of 
course,  remains,  and  the  scrap  value  of  machinery,  apparatus, 
mains,  etc.,  containing  a  fair  amount  of  copper  and  other 
metals,  is  appreciable.  As,  however,  a  depreciation  fund  must 
in  its  nature  be  based  upon  an  estimate,  it  has  seemed  to  the 
author  wise  to  regard  the  residual  value  as  an  item  which  the 
undertaking  would  have  to  the  good  at  the  end  of  the  respec- 
tive lives,  and  one  which  to  that  extent  would  be  in  hand  as 
a  contribution  toward  the  cost  of  new  plant. 


An  auto-car  line  in  Pennsylvania  was  opened  on  May  20. 
Cars  seating  20  passengers  are  operated  between  Picture 
Rocks  and  Montgomery,  via  Muncy,  a  distance  of  20  miles. 


A.  E.  Reynolds,  president  of  the  Indianapolis  Crawfords- 
ville  &  Western  Traction  Company  on  May  24  drove  the  last 
spike  at  Crawfordsville,  Ind.,  in  the  track  connecting  In- 
dianapolis and  Crawfordsville.  The  new  cars  from  the  Jewett 
Car  Company,  Newark,  O.,  are  to  be  delivered  on  June  1  and 
regular  passenger  traffic  started  very  soon  thereafter. 


June  1.  1907. 


ELECTRIC    RAILWAY     REVIEW 


DISCUSSION    OF  TRANSFORMERS    BY   AMERICAN    INSTI- 
TUTE   OF    ELECTRICAL    ENGINEERS. 


A  special  meeting  of  the  Chicago  branch  of  the  Ameri- 
can Institute  of  Electrical  Engineers  was  held  on  May  24, 
1907.  The  meeting  was  attended  by  about  175  members  and 
guests.  H.  W.  Tobey.  engineer  with  the  General  Electric 
Company,  Schenectady,  X.  Y.,  presented  a  paper  entitled 
"Relative  Merits  of  Three-Phase  and  One-Phase  Transform- 
ers." John  S.  Peck,  electrical  engineer  with  the  British  West- 
inghouse  Electric  &  Manufacturing  Company,  read  a  paper 
on  "Relative  Advantages  of  Single-Phase  and  Three-Phase 
Transformers."     These  papers  were  discussed  together. 

In  the  discussion  it  was  stated  that  the  Commonwealth 
Electric  Company  of  Chicago  had  adopted  the  3-phase  trans- 
former about  six  years  ago.  and  now  has  about  45,000-kilo- 
watt  capacity  in  these  units  and  6,000-kilowatt  capacity 
in  single-phase  transformers.  Less  trouble  had  been  experi- 
enced with  the  former  total  installation  than  with  the  6,000- 
kilowatt  capacity  of  three  1-phase  transformers.  Some  allow- 
ance must  be  made  for  the  three  1-phase  transformers,  as 
they  have  been  in  use  considerably  over  six  years,  and,  there- 
fore, the  design,  insulation,  material  and  workmanship  cannot 
be  considered  equal  to  those  of  the  later  3-phase  trans- 
formers. 

The  patent  situation  has  had  much  to  do  with  the  slow 
progress  of  the  3-phase  transformer;  competition  being  barred 
by  the  patents,  the  financial  advantages  of  the  3-phase  trans- 
former did  not  materialize,  and  the  manufacturers  did  not 
wish  to  sell  3-phase  transformers,  as  there  is  more  profit 
in  three  1-phase  transformers. 

It  was  suggested  by  one  speaker  that  in  the  smaller  com- 
panies at  least,  which  do  a  combined  power  and  lighting 
business,  the  three  1-phase  transformers  have  the  advantage 
over  the  one  3-phase  transformer,  in  that  the  same  trans- 
formers can  be  used  either  for  lighting  or  power  work,  and 
hence  it  is  necessary  to  carry  less  than  one-third  the  emer- 
gency capacity  of  various  transformers,  than  is  the  case  with 
3-phase  transformers. 

A  paper  on  "Potential  Stresses  as  Affected  by  Overhead 
Grounded  Conductors,"  was  read  by  R.  P.  Jackson,  West- 
inghouse  Electric  &  Manufacturing  Company.  Overhead 
grounded  conductors  were  said  to  be  of  considerable  value 
in  reducing  the  strain  on  the  insulators,  especially  with  the 
steel  tower  construction.  Mr.  Jackson  suggested  that  by  the 
use  of  a  ground  wire  the  static  strain  on  the  insulators  on 
metallic  poles  or  towers  would  be  reduced  one-half.  If  the 
maximum  strains  to  which  insulators  are  subjected  is  four 
or  five  times  the  normal  strain,  then  a  reduction  of  one-half 
would  not  be  of  much  avail,  but  on  the  other  hand,  if  the 
maximum  strain  only  exceeds  the  normal  strain  by  half,  a 
reduction  to  half  the  maximum  amount  would  no  doubt  almost 
eliminate  the  breaking  of  insulators. 

It  was  also  pointed  out  that  the  value  of  the  overhead 
grounded  conductor  is  not  so  great  if  wooden  poles  are  used 
as  in  the  case  of  steel  poles  or  towers.  As  concrete  is  a 
better  insulating  material  than  wood  (when  wet)  the  over- 
head grounded  conductors  should  be  of  less  value  on  concrete 
poles  than  on  wooden  poles. 

Prof.  Morgan  Brooks  of  the  University  of  Illinois  dis- 
cussed the  rise  of  pressure  accompanying  the  closing  of 
transformer  circuits  and  the  breakdown  effect  on  the  insu- 
lators. He  cited  the  results  of  some  experiments  which  are 
being  made  at  the  University  of  Illinois,  which  showed  a  rise 
of  potential  from  50,000  to  about  71,000  volts  in  cases  where 
the  switch  was  closed  at  the  "peak"  of  the  pressure  wave. 
W.  J.  Andree,  a  student  of  the  University  of  Illinois,  described 
these  experiments,  saying  that  they  showed  conclusively  that 
the  surge  following  the  closing  of  a  transformer  circuit  could 
be  entirely  eliminated  if  the  switch  were  closed  at  the  proper 
instant,  that  is,  when  the  generator  pressure  wave  is  passing 
through  zero.  His  experiments  also  showed  that  residual 
magnetism  in  the  transformer  had  no  effect  upon  the  value 


of  the  surge  electro-motive  force,  the  same  rise  in  pressure 
being  noted  whether  the  transformer  core  was  demagnetized 
or  magnetized  in  a  positive  or  negative  direction,  provided 
always,  that  the  circuit  was  closed  at  the  same  point  of  the 
pressure  wave.  He  then  described  how  the  same  result  was 
obtained  by  inserting  a  coreless  reactance  in  the  generator 
circuit  between  the  generator  and  transformer.  Though  the 
reactance  coil  does  not  entirely  prevent  the  surge,  it  reduces 
it  by  about  90  per  cent.  After  three  or  four  cycles,  the  core- 
less  reactance  coil  is  shunted  and  cut  out  of  the  circuit. 

C.  C.  Chesney,  chief  engineer  Stanley  Electric  &  Manufac- 
turing Company,  read  a  paper  on  'Forced  Oil  and  "Water  Cir- 
culation for  Cooling  Oil  Insulated  Transformers."  The  paper 
was  freely  discussed  by  a  number  of  members,  after  which 
P.  O.  Blackwell's  paper,  "Open  Versus  Inclosed  High-Voltage 
Station  Wiring,"  was  read. 

The  entertainment  features  of  the  meeting  included  a 
visit  to  the  Fisk  street  station  of  the  Commonwealth  Electric 
Company  in  Chicago  and  an  excursion  to  the  Grand  Rapids- 
Holland  substations  across  Lake  Michigan  from  Chicago. 


A    PORTABLE    SPRING    SEAT. 


The  Los  Angeles  Railway  Company  provides   its  motor- 
men  with  seats  built  after  the  design  shown  in  the  aecom- 


Los   Angeles   Railway — Portable   Spring   Seat  for   Motormen. 

panying  drawing.  One  seat  is  provided  for  each  car  and  is 
moved  from  the  front  to  the  rear  platform  when  the  trolley 
is  turned.  The  stool  socket,  6  inches  in  diameter,  is  counter- 
sunk in  the  platform  floor,  and  by  means  of  the  collar  and 
set  screw  the  height  of  the  standard  seat  can  be  varied  by 
moving  an  adjustable  collar  up  and  down  the  pipe.  A  bronze 
spring,  as  shown,  provides  elasticity  to  the  upper  part  of  the 
stool.  To  prevent  motormen  from  habitually  riding  with  their 
shoes  on  the  varnished  dashboard  special  foot  rests  are  fas- 
tened at  a  convenient  height,  one  on  either  side  of  the  cen  er 
of  the  dash. 


71S 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  22. 


THE    RAILWAY    TRACK    OF    THE    PAST    AND    ITS    POSSI- 
BLE  DEVELOPMENT   IN   THE   FUTURE.* 


BY    .1.     \V.    SCII.UB. 


Xo  concerted  effort  has  been  made  to  analyze  the  rail 
problem,  other  than  to  blame  the  rail  manufacturer  for  the 
poor  quality  of  the  rails,  but  there  is  another  side  to  this 
question  that  has  not  received  proper  consideration.  To 
begin  with,  is  the  difficulty  due  entirely  to  the  poor  quality 
of  the  rail?  We  have  heard  much  of  the  speed  with 
which  rails  are  rolled,  and  of  the  high  temperature  of  the 
steel  when  on  the  cooling  bed.  This  may  account  for  some 
of  the  difficulty;  but,  on  the  other  hand,  is  the  structure 
upon  which  the  rail  rests  free  from  blame? 

Let  us  see  what  are  some  of  the  defects  of  the  present 
crosstie  system  of  rail  support:  In  the  first  place  it  is  not  me- 
chanical. Given  a  line  of  rails  which  have  to  carry  moving 
loads  reaching  20,000  or  30,000  pounds  and  more  per  wheel, 
the  loads  which  they  carry  must  be  distributed  over  large 
areas.  The  crosstie  system  accomplishes  this  by  inserting 
16  to  20  independent  supports  under  each  30  feet  of  rail,  and 


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it  finds  a  reaction.  The  equation  tells  us  that  in  order  to 
reduce  the  work  done  by  the  rail  it  will  be  necessary  to 
reduce  the  deflection.  In  other  words,  make  the  ballast  and 
substructure  as  unyielding  as  possible  so  that  the  rail  will 
be  relieved  from  a  duty  which  it  is  not  qualified  to  perform, 
and  which  it  should  never  have  been  called  upon  to  perform. 
The  usual  argument  against  an  unyielding  roadbed  is 
offered  oy  the  railroad  manager  about  as  follows:  He  says 
the  track  must  be  elastic,  otherwise  the  rails  would  be 
destroyed  or  broken,  and  therefore  the  present  form  of  track 
must  be  maintained.  Yet  this  same  manager  will  order  the 
heaviest  rails  to  be  placed  in  the  track,  to  be  supported  on 
the  heaviest  ties  that  he  can  procure  and  laid  on  the  deepest 
ballast,  to  make  a  firm  and  unyielding  roadbed  as  near  as 
can  be  made  by  such  devices.  If  a  rail  could  be  laid  on  a 
solid  bed  uniform  throughout  its  entire  length,  so  that  every 


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Railway   Track   in   the    Future — Figure    1 — Diagram    Showing    Stress 
in   Rails  of  Various  Weights  for  a   Given    Deflection. 

upon  the  track  department  is  placed  the  impossible  task  of 
so  adjusting  these  supports  that  each  shall  bear  an  equal 
part  of  the  load.  This  is  the  real  secret  of  the  enormous 
amount  of  labor  spent  on  surfacing  a  track,  in  order  to  carry 
trains  at  high  speed,  and  it  is  a  work  that  goes  on  forever. 
Moreover,  assuming  a  joint  has  not  been  kept  up  to  surface, 
what  happens  when  a  wheel  passes  over  it?  Within  certain 
limits  the  ends  of  the  rail  will  deflect  until  the  tie  receives 
a  firm  bearing;  and  all  track  shows,  more  or  less,  the  effect 
'of  the  lack  of  continuity  in  the  rail  by  the  dip  of  the  rail 
at  every  joint.  This  happens  in  an  instant,  when  the  opera- 
tion is  repeated  by  the  next  wheel,  and  so  on.  In  Figure  1, 
assuming  the  deflection  of  the  end  of  the  rail  to  be  "delta" 
when  the  tie  reaches  a  firm  bearing,  the  equation  shows  that 
for  a  given  deflection  of  a  rail  the  fiber  stress  varies  directly 
with  the  distance  of  the  outer  fibers  from  the  neutral  axis,  and 
nothing  else.  In  other  words,  if  the  rail  deflects  until  the 
tie  brings  up  on  a  firm  bearing,  regardless  of  the  wheel  load, 
then  the  stiffer  the  rail  the  more  work  it  will  be  called  upon 
to  do,  and  consequently  the  higher  the  fiber  stress  on  the 
steel  will  be.  Now,  is  this  not  approximately  what  takes 
place  under  ordinary  conditions?  The  load  comes  on  the 
rail,  and  if  the  rail  lacks  a  firm  bearing  it  will  deflect  until 


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Railway   Track    in   the    Future — Figure   2- — Design   for   Rigid    Perma- 
nent   Way,    by    Gustav    Lindenthal. 

part  is  supported  exactly  the  same  as  every  other  part,  where 
will  the  rail  break? 

But  how  shall  a  roadbed  be  built  that  will  meet  such 
conditions?  In  the  first  place,  the  substructure  upon  which 
it  is  to  be  laid  must  be  absolutely  unyielding,  and  its  founda- 
tion must  be  free  from  all  moisture  or  below  the  action  of 
frost.  In  some  cases  concrete  walls  must  be  built  upon  which 
the  superstructure  is  to  rest.  In  other  cases  piles  must  be 
driven,  each  case  being  treated  as  the  conditions  require. 
Upon  this  the  superstructure  must  be  laid.  This  must  be 
some  departure  from  the  crosstie  laid  on  ballast.  Nothing 
can  be  expected  from  any  longitudinal  support  laid  on  ballast, 
for  it  can  be  shown  that  unless  some  transverse  support  is 
given  to  the  longitudinals,  it  will  be  impossible  to  keep  such 
a  track  in  surface. 

But  how  can  this  be  accomplished?  Take  the  present 
form  of  track,  with  crossties  sawed  to  dimensions  and  surfaced 
on  one  side  to  uniform  thickness,  laid  on  a  rock  ballast  at 
least  16  inches  deep.  Insert  steel  I-beams  temporarily  under 
the  ends  of  the  ties,  so  that  each  tie  will  have  a  full  bearing 
on  the  beam  at  each  end  (see  Figure  2).  The  steel  beams 
are  to  be  of  the  "Special"  type,  with  broad  flanges  as  rolled 
by  the  Bethlehem  Steel  Company.  The  beams  are  tied  to- 
gether by  tie  rods  spaced  two  feet  on  centers,  so  as  to  confine 


Railway     Track 


in     the     Future — Figure     3 — Proposed     Design     for 
Track   in   the    East   River  Tubes. 


•Abstract  of  a  paper  read   before  the  Western   Society  of  En- 
gineers, Chicago,  on  May  29,  1907. 


the  ballast  between  the  beams.  On  the  ends  of  the  ties 
previously  laid,  place  a  bond  timber,  notched  over  the  ties  at 
least  one  inch,  and  hold  it  down  by  means  of  hook  bolts, 
passing  through  the  tie,  and  anchored  to  the  inside  flanges 
of  the  beams.  An  angle  iron  nosing  on  the  inside  of  the 
bond  timber  serves  as  a  guard  rail.  After  all  is  in  place,  the 
extraneous  ballast,  that  outside  of  the  beams,  is  removed. 
No  part  of  this  operation  need  interfere  with  traffic.  In 
bringing  such  a  track  to  surface,  the  entire  structure  is  to 
be  lifted  by  means  of  track  jacks  placed  under  the  flanges 
of  the  beams.  After  the  ballast  is  once  in  place,  very  little 
work  should  be  necessary  to  keep  such  a  track  in  surface. 
The  ballast  is  confined  between  the  beams,  so  that  an  arch 
action  can  take  place,  with  the  thrust  of  the  arch  taken  up 
by  the  tie  rods.  This  assumption  makes  it  possible  to  find 
the  tension  on  the  rods  and  properly  proportion  them. 

But,  how  does  this  form  of  track  offer  any  advantage 
over  the  present  form  of  track?  Solely  in  the  introduction 
of  the  longitudinal  beams.  These  beams  are  to  perform  two 
distinct  functions.     First,  the  special   beam,  with  a  moment 


June  1,  1907 


ELECTRIC    RAILWAY    REVIEW 


'l!i 


of  inertia  equal  to  five  times  that  of  an  80-pound  rail,  should 
do  just  five  times  the  work  done  by  the  rail  when  both  are 
working  together  under  the  same  conditions,  neglecting  the 
work  done  between  the  cross  ties  in  either  case.  The  work 
done  bv  the  rail  would  then  be  principally  to  distribute  the 
load  over  the  ties,  and  not  to  make  up  for  the  deficiencies  in 
the  substructure,  as  it  does  now.  Second,  in  confining  the 
ballast,    and    thereby    preventing    the    track    structure    from 


Railway     Track     of     the     Future— Figure     A — Proposed     Design     for 
Track    in    the    East    River    Tubes. 

working  its  wav  down  through  the  ballast  as  it  does  now 
in  the  present  form  of  track.  After  this  form  of  track  has  been 
proved  bv  experiment  to  be  correctly  designed,  the  timber 
should  ue  removed,  and  the  ballast  replaced  by  concrete 
flush  with  the  tops  of  the  beams,  forming  a  permanent  sub- 
structure, upon  which  the  superstructure  is  to  be  placed.  At 
the  same  time  the  steel  beams  can  be  removed.  This  super- 
structure should  be  some  form  of  longitudinal  support  bedded 
in  concrete,  so  as  to  distribute  the  loads  over  large  areas, 
offer  perfect  drainage  and  be  absolutely  imperishable  and 
unyielding. 

MOTIVE    POWER    FOR    ELECTRIC    TRUNK    LINE    OPERA- 
TION   DISCUSSED. 


In  the  Electric  Railway  Review  for  May  25,  page  685, 
there  appeared  in  abstract  a  paper  on  electric  trunk  line 
operation  by  Frank  J.  Sprague.  The  statements  of  the  author 
were  the  subject  of  an  especially  interesting  discussion,  an 
abstract  of  which  follows: 

Discussion  by  W.  J.  Wilgus. 

With  respect  to  the  conditions  that  will  justify  the  use 
of  electricity  as  a  motive  power  in  trunk  line  operation,  I 
believe  that  evolution  will  govern  rather  than  revolution. 
R  now  looks  as  if  the  first  movement  in  this  process  of 
evolution  is  the  substitution  of  electricity  for  steam  in 
congested  passenger  terminals  at  large  centers  of  popula- 
tion, where  the  public  demands  a  cessation  of  nuisances 
incident  to  steam  locomotives,  and  where  the  increas- 
ing volume  of  traffic  requires  increased  capacity  that  cannot 
be  secured  by  present  motive  power.  The  success  of  the 
New  York  Central  installation  in  both  of  these  particulars  is 
an  illustration  of  what  can  be  accomplished,  and  imitation 
will  surely  ensue  at  other  places  where  like  conditions  exist. 

With  a  start  in  the  substitution  of  electricity  for  steam 
in  the  operation  of  congested  terminals,  connecting  lines  be- 
tween large  centers  of  population  and  long  pusher  grades 
with  heavy  freight  traffic,  we  may  look  with  confidence  to  a 
gradual  expansion  of  the  use  of  the  new  motive  power  in 
other  directions.  For  example,  in  the  case  of  the  New  York 
Central  the  primary  object  of  the  use  of  electricity  was  to 
abate  the  smoke  nuisance  in  the  Park  avenue  tunnel  and 
increase  the  capacity  of  the  Grand  Central  terminal.  When 
this  decision  was  reached  it  became  self-evident  that  the 
use  of  the  motive  power  should  extend  to  the  end  of  the 
suburban  territory  at  Croton  on  the  Hudson  division,  a  dis- 
tance of  about  thirty-five  miles.  While  the  northerly  ter- 
minus of  the  main  line  is  thus  planned  for  the  present  at 
Croton,  it  is  probable  that  just  as  soon  as  the  developments 
in  the  electrical  field  will  warrant  such  action,  the  electric 
zone  will  be  extended  as  far  as  Albany,  a  total  distance  of 
142  ml 

This  brings  up  the  question  of  the  respective  merits 
of  the  three  electrical  systems  now  warmly  advocated  by 
their  respective  friends — the  direct  current,  the  single-phase 
alternating   current    and     the     3-phase    alternating    current. 

If.  instead  of  blindly  teaching  the  merits  of  one  sys- 
tem to  the  exclusion  of  others,  the  electrical  engineers 
could  unite  upon  the  axiom  that  each  special  condition  should 
be  carefully  studied  and  the  system  best  suited  to  it  adopted, 
I  feel  certain   that  the  cause  will  be  further  advanced 

Entirely  apart  from  any  arguments,  pro  and  con,  of  the 
relative  merits  of  the  two  systems,  it  will  be  seen  that  the 
physical  and  legal  conditions  prevented  the  adoption  of  anj 
other  system  than  the  direct  current.     The  question  of  relia- 


bility is  much  more  important  with  a  trunk  line  steam  railroad 
carrying  passengers  from  remote  points  as  well  as  suburb- 
anites, and  mail  and  express  from  all  over  the  country,  than 
with  local  street  car  systems.  The  New  York  Central  to 
secure  reliability  has  not  only  provided  storage  batteries,  but 
it  has  also  provided  duplicate  power  stations  with  access  for 
fuel  by  both  rail  and  water.  Duplicate  transmission  lines 
have  been  adopted  for  like  reasons. 

Further  commenting  on  the  necessity  for  a  study  of  local 
conditions,  I  have  recently  had  in  my  charge  the  adoption 
of  an  electric  system  for  operating  combined  freight  and 
passenger  service  through  a  double-track  tunnel  now  under 
construction.  In  view  of  the  claims  made  by  the  advocates 
of  different  systems  it  seemed  wise  to  prepare  the  specifica- 
tions so  as  not  to  cramp  or  restrict  the  best  judgment  of  the 
competitors,  but  leave  the  widest  latitude  for  ingenuity  and 
exercise  of  skill,  consistent  with  the  accomplishing  of  the 
desired  object.  The  invitation  to  domestic  and  foreign  com- 
panies, in  addition  to  asking  for  bids,  also  requested  the 
filling  in  of  blanks  to  show  the  annual  costs,  including  inter- 
est charges,  depreciation,  taxes  and  operation.  The  result 
showed  conclusively  that,  for  that  particular  installation,  the 
direct-current  system  was  the  cheapest  in  both  first  cost  and 
annual  cost,  to  the  extent  of  being  from  20  to  25  per  cent 
less  than  its  nearest  competitor. 

We  are  often  told  that  the  overhead  single-phase  system 
should  be  used  because  of  the  advantage  of  requiring  no 
substations  and  substation  attendance,  but  nothing  at  the 
same  time  is  said  about  the  higher  cost  of  alternating-cur- 
rent locomotives  for  performing  the  same  service,  nor  the 
higher  cost  of  overhead  construction  as  compared  with  the 
third  rail. 

I  do  not  know  of  any  important  question  of  the  day 
that  so  much  requires  absolute  openness  and  frankness,  with 
a  careful  examination  of  all  sides  of  the  case,  as  the  adapta- 
tion of  electricity  to  trunk  line  practice.  Any  concealment 
of  the  facts  sooner  or  later  reacts  to  the  detriment  of  those 
responsible  therefor  and  to  the  financial  embarrassment  of 
the  suffering  company. 

In  making  a  selection  between  the  rival  electric  systems, 
relative  acceleration  should  be  compared  not  only  in  connec- 
tion with  the  movement  of  suburban  trains  but  also  with 
through  trains  hauled  by  electric  locomotives.  Some  recent 
observations  have  demonstrated  to  me  the  marked  difference 
of  acceleration  between  the  two  principal  electric  systems. 

Always  having  in  mind  the  primal  elements  of  safety  and 
reliabilitv.  all  the  inventive  genius  of  the  great  manufacturing 
corporations  should  be  bent  on  devising  means  of  accom- 
plishing a  desired  result  at  less  cost,  as  this  will  mean  in  the 
end  such  an  increase  in  the  use  of  electricity  as  a  motive 
power  as  to  more  than  compensate  for  the  comparatively 
small  loss  in  decreased  unit  prices  of  apparatus.  One  of  the 
promising  movements  in  this  direction  is  the  hints  that  have 
been  given  of  the  possibility  of  substituting  for  the  expensive 
rotary  converters  and  substation  attendance  with  the  direct- 
current  system  a  very  simple  device  which  will  cost  very 
little  and  require  no  attendance. 

Discussion   by   N.  W.   Storer. 

When  it  comes  to  statements  in  regard  to  single-phase 
equipments,  I  desire  to  take  issue  with  the  author  of  the 
paper,  as  information  I  have,  based  on  the  present  practice 
of  the  Westinghouse  Electric  &  Manufacturing  Company,  is 
entirely  inconsistent  with  what  appears  in  the  paper.  In 
the  first  place,  there  are  given  15  so-called  differences  be- 
tween direct-current  and  the  alternating-current  single-phase 
motors.  These  might  have  been  headed  "the  advantages  of 
direct-current  motors  as  compared  with  single-phase  motors," 
as  this  is  what  they  are  made  to  appear.  Although  many 
of  these  are  of  little  consequence  they  will  nevertheless  be 
considered  in  order. 

Comparison    of    Direct    and    Alternating    Systems. 

1.  "The  input  of  current  in  one  is  continuous,  in  the 
other,  intermittent."  Quite  true,  but  the  drawbar  pull  is  quite 
as  effective  in  one  case  as  in  the  other. 

2.  The  direct-current  motor  has  a  solid  frame  like  the 
single-phase  motor.  It  has,  further,  two  or  more  laminated 
poles  bolted  in  and  if  the  interpole  construction  is  used  has 
as  many  more  relatively  small  and  delicate  poles.  The  alter- 
nating-current motor  as  built  by  the  Westinghouse  company 
has,  in  all  sizes  up  to  a  diameter  of  38  inches,  field  punchings 
made  in  a  single  piece  and  built  up  and  keyed  in  the  frame, 
making  it  as  solid  a  construction  as  an  armature  on  its  spider. 
A  claim  for  less  rigidity  in  the  single-phase  motor  is  hardly 
sustained. 

?,.  "One   has   exposed   and    hence   freely   ventilated    field 
coils,  the  other  has  field  coils  embedded  in  the  field  magnets. 
It  is  known  to  most  motor  designers  that  coils  in  contact  with 
iron  will  dissipate  heat  much  faster  than  when  in   the  open 
air.     This  is  especially  true  of  coils  in  an  inclosed  motor.     I 


720 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  22. 


have  repeatedly  noticed  that  motor  field  coils  which  have 
been  removed  on  account  of  roasting  out  have  shown  the 
insulation  in  contact  with  the  pole  pieces  to  be  in  good  condi- 
tion, while  other  sides  were  badly  roasted.  I  therefore  know 
that  in  respect  to  ventilation  of  field  coils  the  single-phase 
motor  is  superior  to  the  direct-current  motor.  Smaller  cross 
section  of  coils  also  allows  the  heat  to  be  radiated  better 
with  the  single-phase  motors,  and  the  fact  that  a  large  part 
of  the  loss  in  the  motor  is  concentrated  in  the  field  iron 
will  enable  the  motor  to  dissipate  a  much  larger  amount  of 
heat  for  a  given  temperature  rise  than  a  direct-current  motor. 

4.  Concerning  "polar  clearances."  Many  thousands  of 
direct-current  motors  are  today  in  operation  with  a  clearance 
of  Vs  to  3-16  inch  between  poles  and  armatures  and  in  prac- 
tically all  cases  where  more  than  3-16  inch  clearance  is  used 
tt  is  for  electrical  reasons.  Further,  while  the  smaller  air 
gap  used  for  single-phase  motors  was  at  first  much  feared, 
the  fears  have  proved  to  be  without  foundation,  and  the 
present  clearances  of  from  0.1  to  0.15  inch  have  proved  to  be 
ample  and  fully  as  good  as  0.15  to  0.25  inch  on  direct-current 
motors  because  there  is  no  unbalanced  magnetic  pull. 

5.  Concerning  "torque."  The  torque  of  an  armature  is 
the  pull  it  will  exert  at  1-foot  radius.  It  therefore  makes 
no  difference  in  the  result  whether  it  is  obtained  with  large 
flux  and  few  armature  conductors,  or  vice  versa. 

6.  "Much  larger  diameter  of  armature  and  commutator 
and  much  higher  speed."  This  is  a  very  general  statement; 
what  are  the  facts?  The  armature  diameters  ordinarily  run 
from  5  to  15  per  cent  larger  than  for  direct-current  motors 
of  corresponding  output.  It  is  undoubtedly  true  that  the 
armature  speeds  of  the  earlier  single-phase  motors  were  much 
higher  than  the  speeds  of  corresponding  direct-current  motors. 
At  present,  however,  the  speed  at  the  nominal  rating  of  the 
motor  is  practically  the  same  as  that  of  direct-current  motors 
and  the  maximum  operating  armature  speeds  are  within  the 
safe  limits  set  for  direct-current  motors. 

7.  Concerning  "gear  reduction  and  gear  pitch."  The  gear 
reduction,  of  course,  depends  upon  the  speed,  and  as  far  as 
gear  pitch  is  concerned,  the  same  gear  pitch  is  used  for 
single-phase  motors  as  for  direct-current  motors  of  the  same 
capacity. 

8.  Windings  of  one  subject  to  electrical  strains  of  one 
character;  in  those  of  the  other  strains  of  rapidly  variable 
and  alternating  character.  No  conclusion  is  drawn  from  this. 
It  may  be  of  interest  to  know  that  there  have  been  a  number 
of  instances  where  the  single-phase  motor  has  broken  down 
in  service  on  a  direct-current  section  of  the  line,  necessitating 
cutting  it  out  of  the  circuit,  but  when  the  car  reached  the 
alternating-current  section  of  the  line  it  has  been  again  con- 
nected in  circuit  and  operated  satisfactorily,  thus  indicating 
that  the  electrical  strains  on  alternating  current  are  less 
severe  than  with  direct  current. 

9-10.  Concerning  the  "variable  torque  of  the  single-phase 
motor."  No  comment  is  made  as  to  the  relative  merits  of 
uniform  or  pulsating  torque.  In  a  recent  discussion  before 
the  institute,  Mr.  Potter  called  attention  to  certain  character- 
istics of  the  torque  exerted  by  an  alternating-current  motor, 
especially  when  it  reached  the  slipping  point  of  the  wheels. 
It  was  stated  that  there  was  an  apparent  advantage  in  the 
pulsating  torque,  because,  when  the  motor  starts  to  slip  it 
does  not  immediately  decrease  its  mean  torque  as  is  does 
in  the  case  of  the  direct-current  motor,  but  slips  in  a  series 
of  jerks,  apparently  regaining  the  hold  on  the  rail  at  every, 
pulsation. 

11.  Concerning  the  "number  of  poles."  The  paper  states 
that  the  direct-current  motor  has  "two  or  four  main  poles 
only."  No  direct-current  motors  built  in  the  last  15  years 
except  these  on  the  New  York  Central  locomotives  have  less 
than  four  poles.  The  paper  states  that  the  alternating-cur- 
rent motor  has  "8  to  14  poles."  The  single-phase  motors 
built  by  the  Westinghouse  Electric  &  Manufacturing  Com- 
pany have  four  poles  for  all  sizes  up  to  and  including  125 
horsepower.  The  largest  single-phase  motor  thus  far  built 
has  a  capacity  of  500  horsepower.    It  has  but  12  poles. 

12.  Concerning  "a  high  torque  while  standing  still."  As 
we  understand  the  matter,  railway  motors  are  designed  to 
move  a  train  rather  than  hold  it  at  rest.  At  the  same  time 
we  know  that  the  single-phase  motor  is  amply  protected 
against  mistakes  of  motormen  in  leaving  the  current  on  the 
motor  for  a  half  minute  or  so  with  brakes  set. 

13.  Concerning  "resistance  in  commutator  leads."  It  is 
well  known  that  the  resistance  leads  which  are  used  in  single- 
phase  armatures  are  used  for  the  purpose  of  reducing  the  loss 
due  to  the  transformer  action  in  the  short-circuited  coil  to  a 
minimum.  Their  presence  is  fully  justified  and  the  efficiency 
is  higher  than  it  would  be  if  they  were  not  used. 

14.  This  refers  to  relative  weights,  concerning  which  we 
shall  have  something  to  say  further  on. 

15.  On  this  point  I  agree  absolutely  with  the  author. 
There  is  one  type  of  construction  to  which  the  single-phase 


motor   is   not   adapted.     This   is   so   far   employed   in    only    a 
single  case. 

More  or  less  has  been  said  in  the  paper  concerning  the 
lower  efficiency  of  the  single-phase  motor  and  inference  might 
be  drawn  that  it  is  about  10  per  cent  lower  than  that  of  the 
corresponding  direct-current  motor.  Just  to  show  what  mod- 
ern motors  are  capable  of  doing,  I  give  below  in  parallel 
columns  the  efficiencies  of  corresponding  sizes  of  direct  and 
alternating  current  motors  at  different  percentages  of  their 
full  load  torque. 

Per  cent  of  full  load  torque   125      100      SO        60        40        25 

Direct-current  90-horsepower  motor.S6.25  86. 8     87        86.5     85        S2 
Alternating-current      25-cycle      100- 

horsepower   motor    82        85        86        86.8     86        82.5 

Direct-current   200-horsepower 

motor     88.8     89        89.2     88.8     87        84 

Alternating-current     15-cycle      200- 
horsepower   motor    S7.3     88        88.3     87.7     S5        82 

From  this  it  does  not  appear  that  within  the  ordinary 
range  of  tractive  efforts  exerted  by  railway  motors  the  single- 
phase  motor  is  so  far  deficient.  In  fact,  it  comes  remarkably 
close  to  that  of  the  direct-current  motor. 

Mr.  Storer  attacked  the  comparison  between  direct-cur- 
rent and  single-phase  motors  made  by  Mr.  Sprague  on  the 
ground  that  it  was  unfair.    In  conclusion  he  said: 

Now,  concerning  the  use  of  high-voltage  direct  current. 
Motors  can  certainly  be  built  to  commutate  satisfactorily  on 
1,200  volts  direct  current.  Such  motors,  however,  must 
restrain  the  voltage  between  bars  to  a  safe  limit  and  have 
extra  space  for  insulation.  The  construction  of  this  motor 
would,  therefore,  put  it  on  a  par  with  the  15-cycle  single-phase 
motor  both  in  weight  and  dimensions.  Moreover,  it  would 
have  practically  the  same  air  gap  in  moderate  sizes  of  motors 
and  might  possibly  have  to  be  designed  with  the  same  style 
of  compensating  winding  on  the  field  as  is  now  used  for 
single-phase  motors.  It  would  have  in  addition  the  disad- 
vantage of  a  high  voltage  always  present  on  the  windings 
and  brush  holders..  If  it  were  not  for  the  greater  possibilities 
of  the  single-phase  system  there  is  no  question  but  that  the 
high-voltage  direct-current  motor  would  be  quite  attractive. 

General    Discussion. 

L.  B.  Stillwell,  consulting  engineer,  thought  the  author's 
comparisons  were  defective  for  various  reasons,  among  which 
are  that  it  compares  two  motors  of  equal  weight,  that  the  com- 
parison is  made  with  a  direct-current  motor  weighing  only  23 
pounds  per  horsepower,  while  the  latest  motors  offered  weigh 
28  and  30  pounds  per  horsepower  on  one  hour  rating,  and  that 
the  comparison  is  between  a  direct-current  and  an  alternating- 
current  motor  operating  at  25  cycles  and  not  at  15  cycles, 
which  was  the  efficiency  suggested  by  the  speaker  and  Mr. 
Putnam.  In  conclusions  as  to  capacity,  attention  should  not 
be  limited  to  the  motor,  but  should  be  given  to  the  compara- 
tive methods  of  transmitting  power  to  trains. 

W.  B.  Potter,  General  Electric  Company,  said  that  it  was 
not  the  intention  of  the  company  which  he  represented  to  be 
the  advocate  of  any  particular  system  for  the  sake  of  the 
system  itself.  In  nearly  every  case  there  are  controlling 
conditions  which  determine  which  particular  form  of  opera- 
tion is  best  suited.  Within  the  past  few  years  there  has 
been  made  a  distinct  and  radical  improvement  in  respect  to 
the  mechanical  features  of  the  direct-current  motor.  One 
of  the  particular  difficulties  with  the  single-phase  motor  has 
been  in  the  matter  of  commutation.  Since  the  presentation  at 
a  previous  meeting  of  the  paper  by  Messrs.  Stillwell  and 
Putnam,  such  improvements  had  been  made  in  the  single- 
phase  motor  that  the  armature  speed  would  not  be  more 
than  15  per  cent  higher,  and  with  a  larger  air  gap  than  had 
been  used  heretofore.  He  believed  that  these  improvements 
would  make  that  motor  much  more  nearly  comparable  to  the 
direct-current  motor  than  anything  that  had  been  seen  thus 
far,  and  in  which  the  weights  would  still  be  in  the  neighbor- 
hood of  25  per  cent  more  than  those  of  the  direct-current 
motor  of  the  same  horsepower.  He  suggested  that  in  con- 
sideration of  higher  voltages,  the  step  should  be  made  from 
600  to  1,200  volts  at  once  and  not  by  successive  stages,  which 
would  introduce  great  complication. 

Charles  F.  Scott,  Westinghouse  Electric  &  Manufactur- 
ing Company,  indorsed  the  view  of  Mr.  Potter,  that  it  was 
not  the  function  of  the  engineer  to  advocate  a  particular  sys- 


June  1,  1907. 


ELECTRIC    RAILWAY    REVIEW 


721 


tern  for  all  cases.  He  questioned  the  data  upon  which  the 
author  of  the  paper  had  arrived  at  his  conclusions.  It  seemed 
to  him  that  a  number  of  points  made  by  Mr.  Sprague  had 
been  upon  comparisons  upon  a  particular  basis,  and  that  he 
had  not  considered  fully  the  different  methods  or  conditions 
under  which  the  two  motors  may  operate.  Under  the  control 
of  a  motorman  the  alternating-current  motor  may  have  dif- 
ferent characteristics  of  acceleration.  It  may  accelerate  to 
a  high  point,  or  it  may  have  the  same  mean  acceleration 
from  start  to  maximum  speed  with  a  less  maximum  rate  of 
acceleration.  With  the  alternating-current  motor  any  increas- 
ing voltage  applied  to  the  motor  allows  an  increased  output 
with  the  same  current  going  through  its  armature. 

William  McClellan,  Westinghouse,  Church,  Kerr  &  Co., 
was  disappointed  in  the  paper,  that  no  definite  information 
had  been  given  with  regard  to  the  1,200-volt  system.  He  was 
also  sorry  that  the  author  had  thought  wise  to  take  up  the 
question  of  the  motor  only.  The  real  question  is  on  the 
general  system. 

A.  H.  Armstrong,  General  Electric  Company,  referred  ap- 
provingly to  the  statements  made  by  Mr.  Wilgus.  He  could 
not  feel  the  same  confidence  in  the  future  of  any  one  type 
of  equipment  as  expressed  by  Mr.  Sprague  and  Mr.  McClellan. 
Some  previous  impressions  which  he  had  had  of  the  alternat- 
ing-current motor  had  been  badly  broken  up. 

Prof.  C.  P.  Steinmetz  agreed  with  Mr.  Wilgus  that  the 
great  problem  was  to  replace  the  steam  locomotive  by  electric 
motors  in  those  cases  where  conditions  of  service  have  grown 
beyond  the  capacity  of  steam  locomotives  to  handle,  and  the 
question  whether  alternating  or  direct  current  motors  had 
the  advantage  was  a  secondary  one. 


BOILER    ROOM    RECORDS. 


HY    R.    W.    PARRY. 


A  novel  form  of  boiler  room  log  is  shown  in  the  accom- 
panying illustration.  Its  use  would  no  doubt  materially  re- 
duce the  work  of  keeping  records  of  the  repairs  made  to 
boilers.  A  further  advantage  of  this  form  of  log  is  that  the 
time  required  to  find  any  desired  information  about  any  of 
the  boilers  is  much  less  than  in  the  case  of  a  card  index 
system,  or  where  the  records  have  been  kept  in  a  book,  and, 


REGULATION   OF  TRAINS  AT    MEETING   POINTS. 


The  operating  department  of  the  Lima  &  Toledo  Trac- 
tion Company  has  given  much  attention  to  the  regulation 
of  trains  and  trainmen  at  car  meeting  points.  On  the  Ft. 
Wayne  division  of  this  railway  iron-clad  rules  have  been 
made  which  are  designed  to  prevent  east  and  west  bound 
cars  from  approaching,  on  the  same  track,  nearer  than  500 
feet  from  each  other. 

The  sidings  at  meeting  points  are  all  of  the  stub-end  type 
and  are  laid  with  the  switch  point  to  the  east.  Unless  other- 
wise directed  from  the  dispatcher's  office  eastbound  cars  are 


—  WEST 

I  Jock  Box 


500 


Eff5T- 

-300 4 

Jack  Box  ^ 


Snitch 


'Jack  Box. 
Lima    &    Toledo     Traction     Company — Location     of     Positive     Stops 
at   Sidings. 

given  the  right  of  way  and  westbound  cars  are  required  to 
get  into  clear.  In  working  out  a  system  of  operation  whereby 
the  dangers  of  head-on  and  "side-swipe"  collisions  at  meeting 
points  are  reduced  to  a  minimum  three  positive  stop  points 
have  been  designated,  as  shown  in  the  accompanying  illus- 
tration. These  are  located  respectively  500  feet  to  the  west 
and  300  feet  to  the  east  of  the  switch  point  and  100  feet 
back  of  the  switch  point  on  the  siding.  At  each  of  these 
points  a  telephone  jack-box  which  connects  with  the  dis- 
patcher's wires,  has  been  located.  As  each  car  is  equipped 
with  a  portable  telephone  communication  is  readily  estab- 
lished with  the  train  dispatcher.  If  both  "meeting"  cars  are 
running  on  their  schedule  the  westbound  car  is  switched  to 
the  siding  without  special  orders  from  the  dispatcher,  but  If 
either  of  the  cars  is  running  behind  the  schedule  the  "stop" 
points  are  not  passed  until  orders  to  proceed  are  received. 
When  a  westbound  car  has  entered  a  siding  the  eastbound 
car  does  not  leave  its  "stop"  point  until  the  conductor  of  the 
car  on  the  siding  signals  that  the  track  is  clear.  Before 
doing  this,  however,  it  is  necessary  that  he  ascertain  that 
his  car  has  reached  a  point  at  least  100  feet  back  of  the 
switch  stand.  He  must  then  lock  the  switch  and  step  to  the 
opposite  side  of  the  track,  after  which  he  can  flag  ahead  the 


•sets*  T^/vssfvp 


OCTOSEf? 


MOVS/ISE/? 


0£C£/43E/r' 


••-••-■ ';  --■■  ;i- .=:^>..~:*'.ft^ 


ri 


^'.  itej.t^j  a. 


1  jSm  Ajezit a  . 


Form   for   Keeping   Boiler   Room   Records. 


moreover,  a  glance  at  the  log  diagram  gives  a  graphical  In- 
dication of  the  proportion  of  the  total  time  each  boiler  has 
been  in  use.  The  paper  used  for  this  diagrammatic  log  is  the 
ordinary  "contractor's"  cross-section  paper  ruled  in  %-inch 
squares.  This  paper  can  be  obtained  easily  for  a  few  cents 
a  sheet.  The  sheets  are  cut  into  strips  wide  enough  to 
receive  a  record  of  all  the  boilers  in  a  plant  and  are  suffi- 
ciently long  to  accommodate  about  a  four  months'  log,  addi- 
tional strips  being  pasted  to  the  first,  so  as  to  have  the  whole 
year's  record  in  one  piece. 

The  writer  has  also  used  this  same  graphical  system  for 
keeping  a  record  of  the  repairs  and  running  hours  of  the 
engines  and  has  found  it  to  give  entire  satisfaction  in  both 
Instances. 

Once  or  twice  a  year  this  record  is  copied  into  the  log 
book  to  avoid  losing  the  record  should  the  graphical  log  be 
lost. 


eastbound  car.  In  taking  and  leaving  sidings  the  rule  that 
a  conductor  must  always  lock  the  switch  and  step  to  the 
opposite  side  of  the  track  before  signaling  his  motorman 
is  adhered  to.  This  prevents  an  accidental  opening  of 
switches  and  the  resulting  damage  to  track  and  car  equip- 
ment. 

This  system  of  operation  at  car  meeting  points  has  been 
used  successfully  for  more  than  a  year  and  it  is  now  proposed 
to  adopt  the  same  regulations  on  the  other  divisions  of  the 
company's  lines. 

Successful  trial  trips  have  been  made  on  the  line  of  the 
Indianapolis  &  Louisville  Traction  Company  between  Scotts- 
burg  and  Henryville,  Ind.  It  is  now  believed  that  regular 
service  will  be  started  as  far  as  Scottsburg  in  a  few  days  and, 
wiiliin  a  few  weeks  thereafter,  the  Seymour-Columbus  divi- 
sion of  the  Indianapolis  Columbus  &  Southern  Traction  Com- 
pany will  be  completed  and  service  between  Louisville  ami 
I ii diana polis  commenced. 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  Xo.  22. 


'QUESTION    BOX"    OF    THE    SOUTHWESTERN    ASSOCIA- 
TION. 


An  especially  interesting  feature  of  the  third  annual  con- 
vention of  the  Southwestern  Electrical  and  Gas  Association 
which  was  held  at  San  Antonio,  Tex.,  on  May  14,  15  and 
16,  and  was  briefly  reported  in  the  Electric  Railway  Review 
of  last  week,  was  the  "Question  Box,"  edited  by  Samuel 
Kahn,  resident  engineer  of  the  San  Antonio  Traction  Com- 
pany. The  "Question  Box"  forms  a  book  of  75  pages,  bound 
in  cloth,  with  an  index  of  contributors  and  of  topical  head- 
ings, and  is  well  gotten  up.  The  list  of  questions  and 
answers  is  large  and  varied  and  provoked  some  very  interest- 
ing discussions  at  the  convention,  the  latter  part  of  each 
session  and  one  entire  afternoon  session  being  devoted  to  the 
discussion  of  the  "Question  Box." 

The  questions  and  answers  are  arranged  under  headings, 
each  indexed  by  a  letter  of  the  alphabet  and  numbered  in 
series  under  each  heading.  The  subjects  taken  up  include 
practically  every  branch  of  gas,  electric  lighting  and  railway 
work,  but  are  especially  concerned  with  the  mechanical  and 
engineering  departments.  It  was  the  plan  of  the  editor  to 
make  the  "Question  Box,"  a  publication  of  general  interest 
to  every  individual,  ranging  from  the  president  and  manager 
to  the  fireman,  in  order  to  bring  forth  every  phase  of  man- 
agement and   operation. 


TRAINING    MOTORMEN    FOR    CAR     REPAIR    WORK. 


In  the  successful  operation  of  an  electric  railway  the  hir- 
ing and  training  of  motormen  are  among  the  most  vital  prob- 
lems that  confront  operating  officials.  As  the  speed  of  cars 
and  the  travel  increase  and  as  the  construction  of  car  equip- 
ment becomes  more  complicated,  these  problems  become 
more  intricate. 

The  Scioto  Valley  Traction  Company  of  Columbus,  O., 
has  given  much  attention  to  the  training  of  motormen  and 
is  obtaining  gratifying  results  from  the  stringent  rules 
adopted  for  training  new  men  who  are  to  serve  as  motormen. 
For  the  account  of  the  practice  of  this  company,  as  herewith 
given,  we  are  indebted  to  C.  Skinner,  superintendent  of  the 
company.  The  account  supplements  Mr.  Skinner's  remarks 
on  the  subject  at  the  March  meeting  of  the  Central  Electric 
Railway  Association  at  Dayton,  O. 

The  company  requires  that,  to  be  employed  as  a  motor- 
man,  a  man  must  have  had  at  least  four  years'  experience  in 
the  operation  of  trains  on  a  steam  railway  and  must  pass 
a  rigid  examination  on  the  rules  for  train  service  adopted  by 
the   American   Railway   Association. 

After  the  examination  has  been  passed  and  the  man  has 
been  accepted  as  a  desirable  employe  he  is  required  to  spend 
two  or  three  weeks  in  learning  the  road  and  the  company's 
method  of  handling  cars  He  is  then  sent  into  the  company's 
shops  and  is  given  practical  work  in  caring  for  motors  and 
tracing  out  the  causes  of  trouble  that  develop  in  cars.  After 
he  has  become  moderately  efficient  in  this  work  he  is  trans- 
ferred to  the  car  electrician  for  three  or  four  days,  during 
which  he  is  shown  the  different  car  wiring  circuits  and  is 
instructed  as  to  the  results  of  too  rapid  acceleration  and  as 
to  the  improper  use  of  the  controller.  A  shop  record  is  kept 
of  all  troubles  that  have  arisen  in  the  car  equipment  and  the' 
student  is  taught  how  to  make  the  requisite  repairs. 

He  is  then  taken  to  the  air  brake  inspector  who,  for 
two  or  three  days,  instructs  him  in  air  brake  operation.  After 
this  the  man  is  given  an  examination  by  the  master  me- 
chanic or  shop  foreman  and  is  required  to  reassemble  and 
connect  up  parts  and  wires  that,  without  his  knowledge,  have 
been  disassembled  and  disconnected.  To  fit  the  man  better 
for  his  work  the  wire  circuits  are  often  broken  by  removing 
the  fuses  and  by  substituting  blank  fuses  in  their  places; 
the  wires  are  tampered  with  at  points  where  troubles  have 
previously    been    found;    the    air    pipes    are   opened    and    the 


compressor  governor  is  blocked;  and  the  compressor  brushes 
are  insulated  so  as  to  break  the  circuit. 

The  candidate  is  then  taken  to  the  car  and  asked  to  make 
the  necessary  repairs,  beginning  with  the  air  compressor,  as 
this  part  of  the  equipment  should  always  be  in  working  order 
before  the  car  is  set  in  motion. 

After  the  air  apparatus  is  in  good  condition  the  student 
is  allowed  to  make  the  other  repairs  in  his  own  way.  If  he 
proves  himself  competent  to  do  the  work  expected  he  is 
placed  on  the  motormen's  list,  but  if  he  has  not  yet  become 
efficient  he  is  kept  in  the  shops  until  he  can  satisfy  the  master 
mechanic  that  he  is  capable  of  tracing  and  repairing  almost 
any  troubles  that  may  arise  in  the  equipment  of  a  car. 


A   FLEXIBLE  TROLLEY  WHEEL. 


The  accompanying  illustration  is  reproduced  from  a 
photograph  of  a  trolley  wheel,  patents  for  which  have  been 
obtained  by  Edward  S.  Cobb,  consulting  engineer,  Los  Ange- 
les, Cal.  The  design  of  this  wheel  is  novel,  in  that  the 
flanges  are  made  of  stiff   spring  metal,   but  so   divided   into 


Flexible  Trolley  Wheel. 

sections,  all  riveted  to  a  common  center,  that  the  wheel 
when  in  position  against  the  wire  offers  an  increased  contact 
surface  and  elasticity  which  prevent  it  from  jumping  at 
sharp  angles  in  the  wire.  The  principle  involved  in  making 
the  flanges  of  the  wheel  flexible  and  in  providing  spring  con- 
tact surface  between  the  flanges  is  novel. 


The  first  consignment  of  15  new  cars  ordered  by  the 
Lake  Shore  Electric  Railway  has  arrived.  They  will  cost 
about  $10,000  each.  They  are  furnished  with  Westinghouse 
automatic  air  brakes.  They  are  also  equipped  to  run  in 
trains.  The  cars  are  geared  for  75  miles  per  hour  in  actual 
service.  One  new  feature  is  the  all-glass  partitions,  enabling 
a  passenger  in  any  part  of  the  car  to  see  ahead  of  the  car 
and  thereby  enjoy  a  better  view  of  the  scenery.  The  lavatory 
is  tile  finished  and  modern  in  every  particular.  All  of  the 
15  cars  ordered  will  be  put  into  the  limited  service  on  the 
main  line  as  soon  as  they  are  delivered. 


June  1,  1907. 


ELECTRIC    RAILWAY    REVIEW 


72Z 


PIPING   AND   POWER   STATION    SYSTEMS— XLI. 


BY    \V.    L.    MOKR1S,    M.    E. 


Many  large  power  stations  are  either  located  in  small 
towns  or  have  feeder  lines  running  through  them.  Such 
towns  generally  have  waterworks  and  lighting  systems  that 
are  both  expensive  to  operate  and  frequently  out  of  service. 
A  suburban  railway  will  invariably  find  that  it  can  profitably 
sell  a  considerable  amount  of  current  to  such  customers  along 
its  lines.  The  lighting  load  generally  occurs  at  times  when 
the  traffic  load  is  lightest,  and  the  pumping  load  should  be 
arranged  so  that  it  can  be  thrown  on  when  the  station  load 
is  light. 

Owing  to  the  loss  of  economy  of  steam  engines  operat- 
ing under  light  loads  that  steam  turbines  are  able  to  make 
such  a  favorable  showing,  the  best  economy  of  the  steam 
turbine  being  considerably  less  than  the  best  economy  of  a 
reciprocating  engine,  but  the  economy  of  the  turbine  is  not 
affected  to  such  a  great  extent  by  load  variation.  The  highest 
economy  possible  in  the  operation  of  a  railway  power  station 
would  be  obtained  from  units  having  an  auxiliary  load,  which 
increases  or  decreases  as  the  railway  load  decreases  or  in- 
creases, thus  keeping  the  load  constant.  This  result  can  be 
accomplished  by  the  use  of  storage  batteries,  but  the  fixed 
charges  and  depreciation  on  this  system  are  a  large  item 
of  loss. 

To  secure  the  highest  economy  by  the  use  of  a  water- 
works load  it  would  perhaps  be  necessary  to  use  a  separate 
feeder  system  from  the  power  station  to  the  different  pumping 
stations,  this  feeder  being  fed  with  current  of  variable  fre- 
quency depending  upon  the  railway  load.  Either  synchronous 
or  induction  motors  could  be  used  to  operate  the  pumps.  The 
waterworks  pumps  might  then  run  at  full  speed  and  in  a  frac- 
tion of  a  minute  the  speed  might  be  reduced  nearly  to  zero, 
and  vice  versa,  the  speed  varying  constantly  with  changes 
in  the  railway  load.  This  service  may  appear  to  be  severe 
on  the  motors,  but  it  should  be  no  more  so  than  the  variable 
speed  at  which  railway  motors  are  operated.  The  engines 
that  drive  the  railway  generator  would  also  have  to  drive  the 
generator  carrying  the  pumping  load  either  on  the  same  shaft 
or  by  means  of  a  motor  generator.  A  separate  engine  for  the 
waterworks  load  run  at  varying  speed  would  be  a  readily 
developed  detail,  but  this  arrangement  would  merely  keep  a 
constant  load  on  the  boiler  plant  and  not  maintain  a  uniform 
load  on  the  railway  generating  engine.  To  secure  the  highest 
possible  efficiency  with  such  a  system  there  should  be  but 
one  set  of  feeders,  and  possibly  a  controller  circuit  of  small 
carrying  capacity  running  from  the  power  plant  to  all  the 
pumping  stations,  this  controller  circuit  operating  magnets  or 
small  motors  which  lengthen  or  shorten  the  stroke  of  the 
pump,  the  pump  motors  in  this  case  being  run  at  a  constant 
speed.  This  combined  traction  and  pumping  load  could 
be  supplied  with  power  in  so  many  different  ways  that  it  is 
quite  possible  a  satisfactory  method  can  be  developed  to 
control  the  water  discharge. 

Railroad  operators  are  inclined  to  look  upon  the  water- 
works scheme  as  merely  an  additional  consumer  of  current 
and  do  not  give  proper  consideration  to  the  economy  which 
results  from  keeping  the  units  in  the  station  properly  loaded. 
The  fact  that  the  total  load  of  the  station  is  large  is  no  indi- 
cation that  more  load  is  not  wanted.  A  1,500-kilowatt  average 
load  may  be  the  full  load  of  the  station  if  there  is  but  one 
1,500-kilowatt  generator  in  service,  and  a  3,500-kilowatt  aver- 
age may  be  a  light  load  if  three  units  are  in  operation.  This 
feature  of  underload  and  overload  is  known  only  at  the  gen- 
erating station.  A  difference  of  six  to  eight  pounds  of  steam 
per  kilowatt-hour  is  possible  with  these  extreme  load  condi- 
tions, and  this  is  equivalent  to  about  one  pound  of  coal  per 
kilowatt-hour.  A  5,000-horsepower  plant  will  deliver  about 
50,000  kilowatt-hours  per  day,  and  if  the  load  could  be  kept 
practically  constant  a  saving  of  nearly  25  tons  of  coal  per  day 
would  be  possible. 


City  Water  Connections  to  and  from  the   Meter — Class  K  2. 

A  suitable  location  for  the  water  meter  is  sometimes  diffi- 
cult to  find.  The  meter  in  any  case  should  be  properly  pro- 
tected from  frost.  If  located  in  the  basement  of  the  building 
it  is  liable  to  be  subjected  to  low  temperatures  which  injure 
the  meter,  and  in  such  cases  the  meter  should  be  placed  in 
a  brick  well  outside  of  the  building  with  a  tight  cover  over  it, 
and  a  small  drain  run  from  the  bottom  of  the  well  to  a  sewer 
or  to  low  ground.  To  further  protect  the  meter  from  ex- 
tremely low  temperatures  straw  should  be  placed  over  it  to 
prevent  air  from  circulating  in  the  well.  These  meter  pits 
are  objectionable,  as  they  are  generally  damp  and  cause  the 
iron  parts  of  the  meter  to  become  rust  eaten,  and  are  in 
inconvenient  places  to  get  into  to  read  or  make  repairs. 
Ordinarily  a  well-constructed  wooden  box  around  the  meter 
would  protect  it  from  the  lowest  temperatures  found  in  the 
basement,  and  if  arranged  so  that  the  well  can  readily  be 
removed  repairs  are  more  easily  made.  To  prevent  freez- 
ing it  is  first  necessary  to  confine  the  air  surrounding  the 
part  to  be  protected,  and,  second,  to  prevent  the  air  from 
circulating  as  far  as  possible. 

If  the  meter  is  placed  inside  of  a  building,  proper  means 
should  be  provided  for  shutting  off  its  and  all  other  inside 
piping  to  prevent  waste  of  water  in  case  of  fire.  Such  an  ar- 
rangement is  illustrated  in  Figure  280,  in  which  a  valve  is 
shown  outside  of  the  building.  If  the  water  lines  from  the 
meter  carry  only  city  water  and  have  no  connection  with 
any  other  water  supply  system,  then  the  check  valve  and  stop 
valve  on  the  discharge  side  of  the  meter  is  unnecessary.  If 
the  meter  is  constantly  in  service  there  should  be  a  by-pass 
around  it  with  a  valve  in  it  which  can  be  sealed  by  the  water 
department  to  prevent  water  being  drawn  from  the  system 
without  registering  on  the  meter.  A  by-pass  is  necessary  to 
permit  uninterrupted  service  while  repairs  or  adjustments  are 
being  made  to  the  meter.  Before  making  such  provisions, 
however,  the  details  of  the  arrangement  with  a  sketch  should 
be  submitted  to  the  city  water  department  for  approval. 

City  Water  to  Plumbing   Fixtures — Class  K  3. 

Ordinarily  this  service  presents  no  unusual  features,  the 
most  conspicuous  feature  being  that  the  city  water  enters  the 
building  quite  cool,  and,  if  the  lines  pass  through  warm  base- 
ments, the  course  of  the  pipe  line  is  generally  outlined  along 
the  floor  by  the  constant  dripping  from  the  cold  pipe.  This 
difficulty  can  be  overcome  by  burying  the  pipe  line,  but  in 
power  plant  work  the  pipe  lines  are  wherever  possible  kept 
out  of  the  ground  to  facilitate  repairs,  etc.  By  encasing  the 
pipe  with  a  cheap  wool  felt  covering,  the  annoyance  of  sweat- 
ing is  overcome  and  at  the  same  time  the  water  is  thus  kept 
at  a  lower  temperature.  The  different  wrought-iron  pipe  lines 
used  for  conveying  water  to  and  from  the  plumbing  fixtures 
should  be  galvanized  to  avoid  as  far  as  possible  the  stain 
caused  by  rust  from  black  pipes,  which  gives  the  plumbing 
fixtures  a  very  untidy  appearance.  This  point  should  be  ob- 
served both  for  cold  and  hot  water  lines  to  the  plumbing 
fixtures. 

Before  determining  what  faucets  are  to  be  used  for  Ihe 
city  cold  water  it  would  be  advisable  to  ascertain  what  water  is 
to  be  used  for  hot  water  service,  since  it  may  be  found  simpler 
to  use  high  pressure  valves  and  take  hot  water  from  the  feed 
main  under  boiler  pressure.  This  point  is  more  fully  ex- 
plained under  Class  D 10.  The  washstands  in  power  plants 
would  become  exceedingly  dirty  if  some  care  were  not  exer- 
cised over  the  men  using  them,  and  although  white  enamel 
basins  are  difficult  to  keep  clean  they  are  the  only  kind 
that  should  be  used.  Their  untidy  appearance  assures  that 
greater  care  will  be  taken  in  keeping  them  clean. 

City  Water  to   Low  Pressure   Water  System — Class  K  4. 

This  service  is  shown  in  Figure  2S0  and  would  ordinarily 
onh  be  an  emergency  connection,  Ihe  regular  service  being 
taken  from   the  station   water  supply.     Such   connections  as 


724 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  22. 


this  are  quite  necessary  to  insure  continuous  operation,  and 
how  to  avoid  the  abuse  of  these  provisions  is  oftentimes  a 
serious  problem.  It  is  a  well-known  fact  in  station  operation 
that  systems  having  two  or  more  means  supplied  for  meet- 
ing an  emergency  are  not  as  carefully  looked  after  as  those 
having  no  reserve  supplied.  The  result  is  that  where  city 
water  is  connected  to  the  station  system  for  emergency 
service  it  is  generally  quite  extensively  used,  even  though  it  be 
at  a  loss  to  the  company  and  could  to  a  great  extent  be 
avoided. 

Possibly  as  effective  a  method  as  can  be  followed  for  re- 
ducing the  waste  of  city  water  is  to  have  the  water  meter 
reading  placed  on  the  daily  station  log,  showing  from  day  to 
day  the  amount  of  water  used;  also  a  line  from  the  operator 
to  state  the  reason  why  the  valve,  d,  in  Figure  280,  was  open. 
The  most  satisfactory  method  of  taking  these  readings  is  to 


S  - :  * : 


RECENT    ELECTRIC    RAILWAY    LEGAL    DECISIONS. 


print  the  dials  on  the  record  sheet  and  let  the  operator  mark 
the  position  of  the  pointers,  as  shown  in  Figure  (281)  K  4-1, 
from  which  the  chief  engineer  can  figure  the  water  consump- 
tion instead  of  entrusting  it  to  an  assistant.  Mistakes  are 
easily  made  in  reading  meters,  and  if  the  chart,  as  shown, 
were  used  it  would  reduce  the  possibility  of  error  to  a  mini- 
mum. 

The  reason  dials  are  confusing  is  due  to  the  incor- 
rect registering  of  the  pointer,  caused  by  the  wear  or  inac- 
curate workmanship.  If  this  inaccuracy  allows  the  pointer 
to  be  on  a  graduation  when  the  pointer  of  the  next 
lower  dial  is  on  5,  then  the  meter  can  be  read  in  two  ways 


9^0 


9^-f^l 


2      8 


m  •»  m 

V^><  K-L-V  V^UX 


5 
2 
or    I 


5  "     5 

O  O 

9  9 

Figure  282    (K4-2). 


o 

9 


and  with  no  certainty  that  either  reading  is  correct.  For 
example,  if  the  unity  dial  shows  5  as  indicated  at  a,  then  the 
meter  can  be  read  105  or  95,  the  assumption  being  that  it  is 
7105,  as  the  pointer  of  the  fourth  dial  has  passed  7.  There 
are  two  different  methods  of  reading  a  meter,  that  of  placing 
the  unit  figure  first  being  the  most  direct  and  least  liable 
to  cause  errors  on  the  part  of  those  who  have  not  become 
skilled  in  reading  meters.  If  the  high  figure  (on  the  left 
dial)  is  to  be  put  down  first,  note  must  be  taken  of  the  next 
lower  dial  as  to  the  position  of  its  pointer;  if  the  next  lower 
dial  has  its  pointer  at  some  other  point  than  zero,  then  it  is 
known  whether  the  number  is  approaching  or  following  the 
higher  number.  In  case  the  unit  dial  is  between  divisions 
the  reader  would  have  to  assume  one,  the  variation  or  inac- 
curacy being  negligible.  Figure  (282)  K  4-2  shows  two  read- 
ings, either  being  correct,  as  the  unit  pointer  is  half  way 
between  9  and  10. 

(To  be  continued.) 


BY   J.    h.    ROSENBERGEK,    LL.B.,    OF  THE   CHICAGO    BAR. 


Right  of  Action  of  Passenger  Given  Wrong  Transfer. 

Montgomery  Traction  Company  v.  Fitzpatrick,  43  South- 
ern Reporter,  136. — The  supreme  court  of  Alabama  says  that 
while  it  may  be  admitted  that  the  weight  of  authority  is  that 
the  conductor  must  rely  entirely  on  the  ticket  in  determining 
his  action,  and  one  could  not  be  guilty  of  a  wrong  for  ejecting 
a  passenger  who  did  not  produce  a  proper  transfer,  yet  all 
of  the  authorities  recognize  that,  while  in  such  case  there 
may  not  be  a  right  of  recovery  on  the  ground  of  a  wrongful 
ejection,  yet  there  can  be  a  recovery  for  the  failure  to  fulfill 
the  contract  to  carry,  or  for  the  negligence  of  the  agent  in 
giving  the  wrong  ticket  or  transfer. 

Running-Time  Orders  and  Care — Uniform  Spacing. 

McGahan  v.  St.  Louis  Transit  Company,  100  Southwest- 
ern Reporter,  601. — The  supreme  court  of  Missouri,  Division 
No.  2,  holds  that  whatever  order  a  motorman  might  have  been 
given  respecting  the  running  time  of  the  car,  that  would  in 
no  way  release  him  from  the  duty  of  exercising  due  care 
in  the  handling  or  operation  of  the  car,  and  avoiding  the 
danger  of  collisions  with  cars  or  other  obstructions  which 
might  be  on  the  track. 

The  court  also  says  that  no  such  thing  as  a  uniform 
spacing  of  cars  is  practicable  on  a  street  railway,  as  it  is 
matter  of  common  knowledge  that  blockades  frequently  occur 
on  the  streets  which  the  operators  of  the  lines  are  powerless 
to  prevent. 


Immunity  as  to  Paving  Not  Transferred. 

Rochester  Railway  Company  v.  City  of  Rochester,  27  Su- 
preme Court  Reporter,  469. — The  supreme  court  of  the  United 
States  says  that  in  this  case  the  city  sued  the  railway  com- 
pany to  recover  $18,274.02,  the  expense  of  making  new  pave- 
ments of  two  streets  within  the  space  between  the  tracks,  the 
rails  of  the  tracks,  and  two  feet  in  width  outside  the  tracks 
of  the  railroad. 

The  Rochester  Railroad  was  incorporated  for  the  purpo.se 
of  acquiring  the  property  of  the  Brighton  Railroad,  which  was 
accomplished  by  a  lease  of  the  property,  franchises,  rights 
and  privileges  of  the  Brighton  Railroad,  followed  by  the  pur- 
chase of  its  capital  stock.  This  was  done  under  the  authority 
of  a  statute  which  provided  that  a  railroad  corporation,  being 
the  lessee  of  the  property  of  another  railroad  corporation, 
might  acquire  the  whole  of  the  capital  stock  of  the  latter, 
and  in  such  a  case  its  "estate,  property,  rights,  privileges  and 
franchises  should  vest  in  and  be  held  and  enjoyed  by"  the 
purchasing  corporation.  It  was  contended  that  the  effect  of 
the  transfer  under  this  law  was  to  vest  in  the  Rochester 
Railroad  the  exemption  from  the  expense  of  street  pavement 
which  the  Brighton  Railroad  enjoyed  through  a  contract  with 
the  state  of  New  York.  But  the  court  holds  against  the  com- 
pany. 

The  court  says  that  it  thinks  it  is  now  the  rule,  not- 
withstanding earlier  decisions  and  dicta  to  the  contrary, 
that  a  statute  authorizing  or  directing  the  grant  or  trans- 
fer of  the  "privileges"  of  a  corporation  which  enjoys  im- 
munity from  taxation  or  regulation  should  not  be  inter- 
preted as  including  that  immunity.  It,  therefore,  concludes 
that  the  words,  "the  estate,  property,  rights,  privileges  and 
franchises"  did  not  embrace  within  their  meaning  the  im- 
munity from  the  burden  of  paving  enjoyed  by  the  Brighton 
Railroad   Company. 

The  requirement  of  permanent  repair  includes  the  fluty 
of  laying  new  pavements. 

Nor  does  the  court  agree  with  the  contention  that  this 
was  not  a  case  of  transfer  of  an  exemption;  that  the  rules 
governing  transfer  were  not  applicable  here;  that  the  Brigh- 
ton Railroad  had  not  ceased  to  exist  as  a  corporation;   that 


June  1,  1907. 


ELECTRIC    RAILWAY     REVIEW 


725 


it  had  been  merely  joined  by  merger  with  the  Rochester 
Railroad,  which  controlled  it  by  stock  holdings,  and  operated 
it  by  virtue  of  its  franchises;  and  that,  therefore,  the  Roches- 
ter Railroad  might  claim  and  enjoy  the  exemption  of  the 
Brighton  Railroad  in  its  behalf  in  respect  of  its  property. 

The  court  says  that  the  Rochester  Railroad  first  took 
a  lease  of  the  Brighton  Railroad,  apparently  for  the  purpose 
of  bringing  itself  within  the  provisions  of  the  act  of  1S79. 
Then  all  the  stock  of  the  latter  corporation  was  acquired 
by  exchange  of  shares  of  stock  of  former  corporation.  Then 
a  certificate  of  the  transfer  of  stock  was  filed  with  the  secre- 
tary of  state.  Thereupon,  by  operation  of  the  law,  the 
"estate,  property,  rights,  privileges  and  franchises"  of  the 
Brighton  Railroad  vested  in  the  Rochester  Railroad,  to  be 
thereafter  controlled  by  the  Rochester  Railroad  in  its  own 
corporate  name.  The  law  does  not  expressly  dissolve  the 
selling  corporation,  but  it  leaves  it  without  shareholders, 
property  or  franchises.  A  corporation  without  shareholders, 
without  officers  to  manage  its  business,  without  property 
with  which  to  do  business,  and  without  the  right  lawfully 
to  do  business,  is  dissolved  by  the  operation  of  the  law 
which  brings  this  condition  into  existence. 


Interurban   Roads  Not  Subject  to  Grade-Crossing  Act. 

Commissioners  of  Ross  County  v.  Scioto  Valley  Traction 
Company,  80  Northeastern  Reporter,  176.- — The  supreme  court 
of  Ohio  says  that  the  question  presented  in  this  court  was 
whether  the  company  was  within  the  act  of  April  25,  1901,  "to 
provide  how  railroad  and  highway  crossings  may  be  con- 
structed," its  construction  being  for  the  operation  of  its  cars 
by  electricity  conducted  upon  a  third  rail,  and  its  cars  being 
in  fact  so  operated.  The  scope  of  the  act  is  indicated  by  its 
first  section,  which  provides  that,  "except  as  in  this  act  else- 
where provided,  all  crossings  hereinafter  constructed,  whether 
of  highways  by  railroads  or  of  railroads  by  highways,  shall 
be  above  or  below  the  grade  thereof."  The  conclusion  is 
that  an  interurban  railroad  for  the  operation  of  cars  by 
electricity  and  by  the  tractive  friction  resulting  from  their 
own  weight  is  not  within  the  act  of  April  25,  1901.  Obviously 
the  word  "railroad"  needs  not  to  be  used  in  a  strained  or  un- 
natural sense  to  include  an  interurban  road  operated  by  elec- 
tricity. But  the  court  thinks  that  in  the  provisions  which 
the  legislature  has  made  for  the  safety  of  those  who  are  par- 
ticipating in  the  common  use  of  crossings  and  highways  and 
the  tracks  of  common  carriers  it  has  preserved  a  distinction 
on  account  of  the  motive  power  or  the  tractive  methods  em- 
ployed by  the  carriers.  A  substantial  basis  for  such  distinc- 
tion is  found  in  the  greater  weight  and  momentum  of  trains 
drawn  by  locomotives  in  comparison  with  cars  for  whose 
propulsion  reliance  is  had  upon  the  tractive  friction  produced 
by  their  own  weight,  and  the  promptness  with  which  the  latter 
may  be  stopped. 


Duty   and    Liability   Arising   from    Muddy   Step. 

San  Antonio  Traction  Company  v.  Flory,  100  Southwest- 
ern Reporter,  200. — The  court  of  civil  appeals  of  Texas  does 
not  think  an  instruction  erroneous  which  told  the  jury  that 
if  they  believed  from  the  evidence  that  the  step  or  platform, 
or  both,  was  muddy  and  slippery,  that  the  conductor  failed  to 
assist  the  plaintiff's  wife  to  alight,  that  his  failure  to  assist 
her  from  the  car  was  negligence,  that  it  was  the  proximate 
cause  of  the  accident  to  the  plaintiff's  wife,  and  that  she  was 
injured  thereby,  then  the  jury  must  find  a  verdict  for  the 
plaintiff. 

The  court  thinks  it  is  safe  to  say  that,  when  the  carrier 
sees  fit  to  maintain  a  place  of  exit  that  is  dangerous,  such 
duties  then  become  entailed  upon  it  as  warning  or  assisting 
the  passenger,  in  the  exercise  of  proper  care  due  to  that 
situation.  What  omissions,  in  such  a  situation,  would  amount 
to  negligence,  are  questions  of  fact  for  the  jury. 

Take  the  case  of  a  young  and  robust  person,   unencum- 


bered wjth  luggage,  who  is  about  to  alight  from  a  car.  If 
the  exit  is  a  safe  one,  there  is  nothing  either  in  respect  to 
the  exit,  or  to  the  person  alighting,  to  present  or  suggest 
the  appearance  of  danger  to  the  mind  of  the  conductor.  In 
such  a  case  there  would  be  no  such  issue  to  submit  as  the 
necessity  of  warning  or  assisting  such  person,  because  clearly 
no  duty  in  that  regard  could  be  said  to  have  arisen. 

The  rule,  upon  principle,  is  the  same  whether  the  appear- 
ance of  danger  arises  from  the  condition  of  the  passenger  or 
from  the  condition  of  the  means  of  egress.  The  rule  has 
frequently  been  applied  in  cases  where  the  car  was  stopped 
so  that  the  descending  passenger  would  step  into  a  dangerous 
place,  where  such  danger  was  known,  or  should  have  been 
known,  to  the  carrier.  It  is  obvious  that  whether  the  dan- 
gerous agency  is  upon  the  ground  or  upon  the  car  step  is 
immaterial. 


Injury  to  Bystander  by  Runaway  Car — Risks  Taken  in  Opera- 
tion   of   Cars    in    Hilly   Country — Bad    Weather. 

Small  v.  Pittsburg  Railways  Company,  66  Atlantic  Re- 
porter, 76. — The  supreme  court  of  Pennsylvania  says  that  at 
the  foot  of  a  slope  where  the  company's  street  railway  runs 
for  a  distance  of  a  mile  and  a  quarter  upon  a  grade  of  6  per 
cent  the  tracks  terminate  directly  across  the  street  from  a 
railroad  station.  On  an  evening  in  January,  shortly  before 
S  o'clock,  the  plaintiff,  who  was  standing  on  the  station  plat- 
form, was  struck  by  a  piece  of  wood  broken  from  a  near-by 
telephone  pole.  A  car  of  the  company  had  gotten  beyond 
control  while  going  down  the  hill,  and  had  left  the  track 
at  the  terminus,  crossed  the  street,  and  collided  with  the 
telephone  pole,  breaking  it  and  running  against  the  wall  of 
the  railroad  station.  A  fragment  of  the  broken  pole  was 
thrown  against  the  plaintiff,  and  inflicted  serious  injuries. 

The  testimony  showed  that  the  car  escaped  from  control 
while  going  down  the  hill  by  reason  of  the  slippery  condi- 
tion of  the  tracks  upon  the  grade.  Rain  had  fallen,  which 
froze  to  the  rails  as  it  fell.  The  car  was  in  good  condition 
and  properly  equipped  with  brakes,  and  was  provided  with 
sand;  but  the  tracks  were  so  incased  in  ice  that,  when  the 
motorman  attempted  to  apply  the  sand,  the  wheels  would 
not  take  hold,  even  when  reversed.  In  consequence  the  car 
slid  down  the  grade. 

A  judgment  for  the  plaintiff  is  reversed,  the  court  feeling 
that  the  facts  of  this  case  negatived  any  inference  of  negli- 
gence arising  out  of  the  mere  attempt  upon  the  part  of 
the  motorman  to  operate  the  car,  proceeding-  as  he  did, 
slowly  and  cautiously,  feeling  his  way,  as  it  were,  until 
unfortunately  he  found  by  trial  that  the  conditions  were  so 
unusual  that,  contrary  to  his  expectation,  based  upon  long 
experience,  the  sand  would  not  enable  him  to  control  his  car. 

The  sole  fault  which  could  be  imputed  to  the  motorman, 
under  the  evidence,  the  court  says,  was  that  he  erred  in  his 
judgment  when  he  started  his  car  down  the  grade.  As  the 
sequence  showed,  he  underestimated  the  difficulty  caused 
by  the  presence  of  ice  on  the  rails.  The  motorman  of  the 
car  immediately  ahead  of  him  made  the  same  mistake.  But 
the  exercise  of  judgment — even  though  it  be  mistaken  judg- 
ment— is  not  negligence.  He  occupied  the  place  of  greatest 
danger  on  the  front  platform,  and  regard  for  his  own  safety 
would  naturally  quicken  his  instinct  to  anticipate  danger  if, 
in  his  judgment,  there  had  been  any  real  occasion  for  it. 

Negligence  is  not  to  be  presumed  upon  the  happening 
of  an  occurrence  which  is  the  result  of  exceptional  and 
extraordinary  conditions.  It  must  be  presumed  that  in  a 
hilly  country,  such  as  that  in  the  region  of  Pittsburg,  some 
risks  must  be  taken  in  the  operation  of  street  cars.  It  will 
not  do  to  stop  them  at  every  change  in  the  weather.  The 
public  need   for  them  is   greatest  in  bad  weather. 

Hindsight  is  better  than  foresight,  no  doubt,  and  it  is 
easy  to  criticize  after  the  event;  but  the  law  holds  men 
responsible  only  for  such  consequence  as  can,  in  the  exercise 
of  reasonable  prudence,  be  foreseen. 


72C 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  22. 


News  of  the  Week 


Cambridge  Subway  Stations. 

William  Barclay  Parsons  of  New  York,  the  expert  employed  by 
Mayor  Wardwell  of  Cambridge,  Mass.,  to  advise  with  him  and  City 
Engineer  Hastings  in  regard  to  the  construction  of  the  new  Cam- 
bridge subway,  has  submitted  his  report  as  to  the  number  of  sta- 
tions needed  from  and  including  Charles  river  and  Harvard  square. 
He  gives  it  as  his  opinion  that  four  is  the  proper  number,  and  that 
these  should  be  located  at  Harvard  square.  Dana  street,  Central 
square  and  Sixth  street.  Mr.  Parsons  anticipates  that  with  the 
institution  of  the  subway  the  traffic  is  likely  to  increase  beyond  ex- 
pectation, because  of  additional  population.  In  different  localities 
in  upper  New  York  the  travel  has  increased  from  60  to  300  per  cent 
as  a  result  of  the  subway's  operation,  and  it  is  to  be  expected  that 
this  experience  will  be  repeated  in  Cambridge,  with  an  additional 
traffic  of  between  40  and  50  per  cent  inside  of  six  months  after  the 
opening  of  the  subway.  Mr.  Parsons  regrets  that  the  subway  is 
not  to  be  a  four-track  line,  and  agrees  with  the  Boston  Elevated 
Railway  Company  that  Kendall  square  is  an  undesirable  location 
for  a  station  on  account  of  the  grade. 

Legislation  Affecting    Electric   Railways. 

New  York. — Mayor  McClellan  of  New  York  City  on  Tuesday  of 
this  week  sent  the  public  utilities  bill  back  to  the  legislature  with- 
out his  signature.  The  bill,  which  was  passed  by  the  legislature  on 
May  22,  provides  for  the  appointment  by  the  governor  of  two  com- 
missions to  have  jurisdiction  over  public  service  corporations,  one 
for  New  York  City  and  one  for  the  remainder  of  the  state.  In  a 
memorandum  accompanying  the  measure  the  mayor  explains  that, 
while  he  is  in  accord  with  the  general  principles  embodied  in  the 
bill,  it  is  as  a  whole  so  destructive  of  the  principle  of  home  rule 
that  but  one  course  was  open  to  him.  This  was  his  basic  objec- 
tion, but  the  mayor  adds,  in  effect,  that  such  legislation  would 
result  inevitably  in  the  appointment  of  partisan  commissioners,  who 
in  times  of  party  stress  would  use  their  power  to  coerce  the  trans- 
portation companies  into  furnishing  funds  with  which  to  corrupt 
the  electorate.  It  is  considered  probable  that  the  bill  will  be 
passed  over  this  veto,  as  only  a  majority  in  the  legislature  is 
required.  As  the  bill  was  formulated  by  Governor  Hughes,  and  as 
the  amendments  have  met  his  approval,  there  is  no  doubt  as  to 
its  becoming  a  law.  The  bill  was  submitted  to  Mayor  McClellan 
for  approval  because  it  provides  for  a  commission  for  the  city 
alone,   to  supersede  the  present  rapid  transit  commission. 

Illinois. — Governor  Deneen  has  signed  a  bill  providing  that  no 
steam  or  electric  road  shall  cross  the  tracks  of  another  without 
permission  of  the   state  railroad   and  warehouse  commission. 

StocKholders  of  Underlying  Chicago  Roads  Ask  Representation. 

Stockholders  of  the  Chicago  West  Division  Railway  Company 
and  the  North  Chicago  City  Railway  Company,  underlying  com- 
panies of  the  Chicago  Union  Traction  Company,  have  asked  Judge 
P.  S.  Grosseup  of  the  United  States  circuit  court  to  direct  that 
an  attorney  representing  them  be  permitted  to  participate  with 
G.  W.  Wickersham  and  L.  C.  Krauthoff,  attorneys  for  the  New 
York  interests  in  the  property,  in  the  reorganization  plan  which  is 
now  being  framed.  The  request  was  made  by  Cyrus  H.  McCormick, 
representing  a  committee  of  stockholders  of  these  two  underlying 
companies.  The  members  of  the  committee  are  Cyrus  H.  McCor- 
mick, Thomas  Templeton,  Charles  W.  Ware  and  John  F.  Bass  for 
the  West  Chicago  company  and  Leon  Mandel,  Charles  A.  Mair, 
James  F.  Porter,  John  A.  Chapman  and  John  F.  Bass  for  the 
North  Chicago   company. 

Certificates  of  deposit  representing  the  stock  of  the  Chicago 
Union  Traction  Company  which  has  been  placed  with  the  Central 
Trust  Company,  New  York,  have  been  listed  on  the  New  York 
stock  exchange.  These  certificates  show  the  deposit  of  $14,168,200 
of  common  stock  and  $10,044,300  of  preferred  stock,  or  50. S  and  84 
per  cent,   respectively,   of  the  outstanding  issues. 

The  United  States  supreme  court  denied,  on  May  27,  the  peti- 
tion for  a  writ  of  certiorari  in  the  cases  of  the  North  Chicago 
Street  Railroad  Company  and  the  West  Chicago  Street  Railroad 
Company  versus  the  Chicago  Consolidated  Traction  Company,  the 
effect  of  which,  if  granted,  would  have  been  to  take  the  cases  to 
that   court   for   review. 

The  cases  involved  charges  against  the  methods  of  the  late 
Charles  T.  Yerkes  in  bringing  about  the  consolidation  of  Chicago 
street   railroads. 

Rapid   Transit  Affairs   in    New   York. 

The  rapid  transit  commission  on  May  23  began  advertising  for 
bids  for  the  construction  of  the  last  three  sections  of  the  bridge 
subway  loop,  from  Delancey  to  Norfolk  streets,  from  Center  street 
to  the  Bowery,  and  from  Pearl  street  to  Park  Row.  Bids  will  be 
opened  on  June  13.  The  contract  for  the  second  section  was 
awarded  to  the  Cranford  Company.  Several  property  owners  on 
Broadway  and  Fifth  avenue  are  seeking  to  enjoin  the  commission 
from  accepting  bids  for  the  construction  of  section  5  of  the  Lex- 
ington avenue  route  by  the  open  cut  method.  No  bids  have  been 
received. 

F.  B.  Behr,  who  is  seeking  a  franchise  for  a  monorail  line  from 
Brooklyn  to  Coney  Island,  has  accepted  the  terms  imposed  by  the 
commission  and  has  agreed  to  deposit  $25,000  to  insure  the  con- 
struction of  the  road  if  the  plans  are  approved. 

The  New  York  Tunnel  Company,  which  has  a  subcontract  for 
the  actual  boring  of  the  tunnel  under  the  East  river,  from  the  Bat- 
tery to  Brooklyn,  was  placed  in  the  hands  of  a  receiver  on  May  23. 
It  was  stated  at  the  offices  of  the  Rapid  Transit  Subway  Construc- 


tion Company,  however,  that  this  would  in  no  way  affect  the 
progress   of   the   tunnel   work. 

Justice  Fitzgerald  of  the  supreme  court  has  decided  that  the 
city  and  the  board  of  rapid  transit  commissioners  are  entitled  to 
an  injunction  to  restrain  the  Interborough  Rapid  Transit  Company, 
which  operates  the  subway  under  lease  from  the  city,  from  de- 
livering to  the  New  York  City  Railway  the  use  of  electric  currents 
through  certain  ducts  or  masonry  chambers  built  In  the  walls  of 
the  subway.  The  court  also  enjoined  the  New  York  City  Railway 
Company  from  receiving  the  electricity  from  the  Interborough  Rapid 
Transit  Company.  The  court  also  holds  that  the  railroad  companies 
mentioned  must  account  to  the  city  for  the  electricity  already  used. 
In  this  decision  Justice  Fitzgerald  said  that  the  ducts  are  the 
property   of    the    city. 

Mayor  McClellan  on  May  28  vetoed  the  public  utilities  bill, 
because  of  its  violation  of  the  home  rule  principle. 

Chicago    Employes    Accept    Wage    Increase. 

The  differences  between  the  Chicago  City  Railway  Company 
and  its  motormen  and  conductors  in  regard  to  wages  were  settled 
on  Tuesday  of  this  week  when  the  men  voted  to  accept  the 
company's  offer  of  approximately  two  cents  an  hour  increase. 
Previous  to  the  recent  city  election,  at  which  the  "general  settle- 
ment" ordinances  were  approved  by  the  voters,  the  company 
offered  to  make  a  new  agreement  with  the  men,  if  the  ordinances 
passed,  for  a  new  wage  scale,  effective  as  of  April  1,  of  23  cents 
an  hour  for  the  first  three  months,  25  for  the  following  nine 
months  and  27  cents  thereafter,  instead  of  the  old  scale  of  19,  24 
and  25  cents,  which  has  been  paid  under  an  agreement  expiring 
July  31,  1907.  The  union  met  on  April  13  and  voted  not  to  accept 
the  increase  unless  a  similar  one  were  granted  to  the  employes 
of  the  Chicago  Union  Traction  Company.  Later  a  demand  was 
made  for  25  cents  an  hour  for  the  first  six  months'  service  and 
33  1-3  cents  thereafter,  with  a  9-hour  day,  which  President  Mitten 
last  week  finally  refused  to  grant.  On  May  28  a  general  ballot 
was  held  and  the  men  voted  by  a  majority  of  more  than  two  to  one 
to  accept  the  company's  offer. 

The  executive  committee  of  the  union  met  with  President  Mit- 
ten on  Wednesday  and  signed  an  agreement  on  this  basis  running 
to  July  31,  1908.  The  company  also  agreed  to  make  the  same 
scale  effective  for  car  house  employes,  to  increase  the  pay  of  men 
employed  on  snowplows  and  sweepers  from  30  to  35  cents  an  hour, 
and  that  in  the  event  of  a  strike  on  the  other  lines  of  the  city 
the  men  should  not  be  forced  to  work  as  strikebreakers. 

The  employes  of  the  Chicago  Union  Traction  Company  have 
made  similar  demands  to  those  of  the  south  side  men  and  an 
answer  is  expected  early  next  week  on  the  return  of  General 
Manager  J.   M.   Roach   from  New  York. 

Tests    of    Reinforced    Concrete. 

The  results  of  important  tests  on  reinforced  concrete  beams 
which  have  been  carried  on  in  the  testing  laboratories  of  the  Uni- 
versity of  Wisconsin  for  the  past  four  years  have  been  published 
in  a  bulletin  prepared  by  E.  A.  Moritz  of  the  college  of  engineer- 
ing entitled  "Tests  on  Reinforced  Concrete  Beams."  The  bulletin 
calls  attention  to  the  fact  that  to  Rudolph  Hartman,  formerly  in- 
structor in  the  testing  laboratory,  belongs  the  credit  of  discovering 
several  years  ago  the  fact,  now  commonly  recognized,  that  the  con- 
crete in  a  beam  really  cracks  much  earlier  than  is  shown  on  the 
surface.  The  tests  have  included  investigation  of  the  efficiency 
of  different  methods  of  reinforcing  and  preventing  inclined  tension 
failures,  and  other  interesting  matters  connected  with  these  beams. 

The  investigation  showed  that  the  concrete  cracks  before 
evidences  of  the  break  can  be  detected  with  the  eye,  and  that  after 
it  has  cracked,  though  only  minutely,  its  strength  in  tension  is 
zero.  Comparative  tests  of  reinforced  and  plain  concrete  beams 
show  that  the  first  indications  of  cracking  appear  on  the  reinforced 
beams  at  about  the  same  load  at  which  the  plain  beams  fail.  It  is 
evident,  therefore,  that  concrete  reinforced  with  steel  will  not 
stretch  more  before  cracking  than  plain  concrete,  and  that  con- 
sequently the  tensile  resistance  of  concrete  should  not  be  taken 
into  consideration  in  reinforced  concrete  design. 

When  reinforced  concrete  first  came  into  general  use  it  was 
thought  that  horizontal  bars  of  steel  were  sufficient,  and  the 
peculiar  failures  which  often  occurred  were  usually  ascribed  to 
the  rods  pulling  out.  The  latter  idea  led  to  the  invention  of  various 
forms  of  deformed  bars  now  on  the  market.  It  has  been  found 
that  even  beams  reinforced  with  deformed  bars  often  fail  along 
inclined  cracks,  and  something  besides  horizontal  rods  is  necessary 
to  prevent  such  failures.  Stirrups  have  been  used  extensively  to 
overcome  the  difficulty,  but  although  they  assist  in  carrying  internal 
stresses  to  some  extent,  their  use  will  not  always  prevent  inclined 
tension   failures. 

Various  tests  were  made  in  the  laboratory  as  to  the  best  form 
of  steel  reinforcement  for  concrete.  The  anchoring  of  the  rods  at 
the  ends  of  the  beams,  which  has  been  advocated  heretofore,  did 
not  seem  to  strengthen  them  materially.  The  experiments  appar- 
ently demonstrated  that  the  cracking  in  the  plane  of  reinforce- 
ment is  not  due  to  the  pulling  out  of  the  rods,  but  rather  to  the 
pulling  of  the  concrete  upward  away  from  the  rods,  and  that  it 
therefore  cannot  be  prevented  by  anchoring  the  rods  at  the 
ends.  In  most  reinforcement  with  bent  rods,  the  angle  of  these 
rods  with  the  horizontal  has  been  too  large,  and  consequently  the 
adhesive  area  of  the  rods  has  been  too  small.  Numerous  tests  on 
both  large  and  small  beams  made  in'  connection  with  this  work 
have  shown  that  these  methods  are  not  effective  in  preventing  in- 
clined tension  failures. 


Accident  on  the  Grand  Rapids- Muskegon  Line. — A  passenger 
car  running  from  Muskegon  to  Grand  Rapids,  Mich.,  on  the  line 
of  the  Grand  Rapids  Grand  Haven  &  Muskegon  Railway,  on  May 
24    collided    head-on   with   a   westbound    baggage    and    express    car 


June  1,  ISWT 


ELECTRIC    RAILWAY     REVIEW 


i_i 


and  the  two  motormen  were  killed  and  five  passengers  were  in- 
jured.    The  two  cars  were  wrecked. 

"Jim  Crow"  Law  Declared  Unreasonable. — The  city  court  at 
Montgomery,  Ala.,  has  annulled  the  city  ordinance  requiring  separate 
street  cars  for  white  and  black  passengers,  holding  that  it  is  not 
reasonable  or  .iust  to  the  street  railway  company. 

Accident  on  the  Cleveland  &  Southwestern. — Four  persons  were 
killed  and  13  injured,  according  to  newspaper  reports,  in  a  rear- 
■end  collision  on  the  Cleveland  &  Southwestern  Traction  Com- 
pany's line  at  Elyria,  O.,  on  Thursday  evening  of  this  week. 

Flood  Suspends  Traffic  in  Salt  Lake  City.  Several  of  the  street 
railway  lines  of  the  Utah  Light  &  Railway  Company  in  Salt  Lake 
City.  Utah,  were  obliged  to  suspend  operations  last  week  on  account 
of  a  flood  caused  by  molting  snow  in  City  Creek  Canyon,  which 
overflow.. 1  the  ditch  on  North  Temple  street,  leading  to  the  Jordan 
river. 

Mail  Carriers  Ask  to  Ride  Free. — The  United  States  mail  car- 
Tiers  of  Buffalo,  N.  Y..  have  submitted  a  request  to  the  International 
Railway  Company  that  they  be  allowed  to  ride  free  on  the  street 
cars  while  off  duty.  This  privilege  is  granted  to  the  policemen 
and  firemen.  The  mail  carriers  are  now  given  free  tickets  good 
only  while   they   are   on   duty. 

Attractive  Folder  Issued  for  Jamestown  Visitors. — The  Newport 
News  &  Old  Point  Comfort  Railway  &  Electric  Company  of  Hamp- 
ton. Va..  has  just  issued  an  especially  attractive  16-page  folder  ad- 
vertising the  service  which  it  affords  in  the  vicinity  of  the  James- 
town exposition  grounds.  The  folder  is  largely  made  ut>  of  half- 
tones and  colored  maps,  thus  presenting  a  very  attractive  appear- 
ance. 

Accident  on  East  St.  Louis  &  Suburban  Railroad. — A  passenger 
ear  on  the  East  St.  Louis  &  Suburban  Railroad  was  struck  on  a 
crossing  near  Brooklyn,  two  miles  from  East  St.  Louis,  111.,  by  a 
Toledo  St.  Louis  &  Western  switch  locomotive  running  light  and 
12  passengers  were  injured,  one  probably  fatally,  on  May  27.  Differ- 
ent versions  of  the  story  vary:  the  car  had  partly  passed  the  cross- 
ing and  the  motorman  was  unable  to  get  it  entirely  across  after 
he  saw  the  engine. 

Evansville  Strike  Settled. — Most  of  the  motormen  and  conduc- 
tors of  the  Evansville  &  Southern  Indiana  Railway,  who  declared 
a  strike  on  May  15,  as  reported  in  last  week's  issue  of  the  Electric 
Railway  Review,  returned  to  work  on  Sunday  of  this  week.  By 
the  terms  of  the  settlement  the  men  get  platform  time,  an  11-hour 
day  instead  of  12  hours,  and  will  be  paid  16,  17  and  IS  cents  an 
hour,  instead  of  15.  16,  17  and  18  as  formerly.  The  men  struck  for 
a  flat  scale  of  20  cents  an  hour  and  a  9-hour  day. 

Terminal  Station  Planned  for  South  Bend. — Samuel  Murdock, 
president  of  the  Chicago  South  Bend  &  Northern  Indiana  Traction 
Company,  together  with  a  party  of  interurban  men,  inspected 
the  traction  terminal  station  at  Indianapolis  during  the  past  week 
with  a  view  to  building  a  similar  station  in  South  Bend.  The 
station  in  South  Bend,  while  not  on  so  large  a  scale  as  the  In- 
dianapolis station,  w'ill  be  artistically  finished  and  provided  with 
all  the  late  improvements  and  equipment  desired  for  an  up-to-date 
terminal   station. 

Strike  at  Oil  City,  Pa. — The  motormen  and  conductors  of  the 
Venango  Traction  &  Power  Company,  controlling  the  electric  rail- 
ways in  Oil  City  and  Franklin,  Pa.,  with  other  lines  in  Venango 
county,  declared  a  strike  on  May  24,  tying  up  service  on  32  miles 
of  track.  About  75  of  the  men  had  formed  a  branch  of  the  Street 
and  Electrical  Railway  Employes  the  night  before.  The  reason 
for  declaring  a  strike  is  said  to  have  been  the  dismissal  of  seven 
men  by  the  company  and  because  the  men  objected  to  paying 
fare  wrhen  not  in  uniform.     No  disorder  has  resulted. 

Vote  to  Strike  in  Detroit. — The  motormen  and  conductors  em- 
ployed by  the  Detroit  United  Railway  on  Monday  of  this  week 
voted  to  strike  for  higher  wages.  The  vote,  which  was  taken  by 
secret  ballot,  was  1,002  to  235.  The  men  are  asking  for  2S  cents  an 
hour,  time  and  a  half  for  overtime  and  holidays,  and  pay  while 
waiting  for  "trippers."  The  present  wage  scale,  under  an  agree- 
ment i  June,  is  23  cents  an  hour  for  the  first  year,  24 
cents  foi  the  second,  and  25  thereafter.  The  matter  has  been 
placed  In  the  hands  of  W.  D.  Malum,  president  of  the  National 
of  Street    Railway  Employes, 

Chicago  City  Railway  Offices  Moved. — The  general  offices  of 
the    CI  i       Railway    Company,    which    arc    now     located    at 

202"  State  street,  as  well  as  the  offices  of  the  legal  and  claim 
i  in.  nis.  now  located  In  the  Ashland  block  and  those  of 
President  T.  E.  Mitten  ami  I'uniiasing  Agent  R.  B.  Hamilton,  on 
the  seventh  floor  of  the  First  National  Hank  building,  are  to  be 
i  on  June  1  to  the  sixteenth  floor  of  the  First  National 
Bank  building.  The  vacated  State  street  offices  are  to  be  used 
as  headquarters  for  the  rehabilitation  work  and  will  be  turned 
over    to    the    engineers    and    the    construction    department. 

Willow  Grove  Park. — A  1  pagi  booklet,  describing  Willow 
Grove  park,  which  is  owned  by  the  Philadelphia  Rapid  Transit 
Company,  ainl  which  is  located  on  that  company's  lines.  13  miles 
north  from  the  center  ol  Philadelphia,  has  just  been  issued.  The 
pamphlet  Is  filled  with  attractive  halftone  illustrations  of  views  of 
the  park,  one  .,  in  the  country,  which  contains  130  acres 
of  land,  whose  natural  beauties  and  picturesque  surroundings  make 
It  an  Ideal  outing  place.  Besides  a  large  number  of  attractions  of 
the  usual  |  ark  contain  who  i    piazzas  accommo- 

date alio  guests,  the  Lakeside  cafe,  with  tables  for  750  persons,  and 
many  unique  forms  of  entertainment,  which  are  all  described  and 
Illustrated.     The   ehli  I    dl  and   most  popular  feature  of 

the  park  Is  the  super! ler  of  band  and  orchestral  music  that 

Is  provided  for  tl  ent  ol   thi    pari    patrons.    For  the  season 


of  1907  this  form  of  entertainment  will  be  furnished  by  Walter 
Damrosch  and  the  New  York  Symphony  Orchestra,  Arthur  Pryor 
and  his  band.  Victor  Herbert's  orchestra  and  Sousa  and  his  band. 

Views  of  the  Twin  City  Lines. — A.  W.  Warnock.  general  pas- 
senger agent  of  the  Twin  City  Rapid  Transit  Company.  Minne- 
apolis, Minn.,  has  issued  a  series  of  handsomely  illustrated  litho- 
graph postal  cards,  containing  a  large  number  of  different  views 
of  beauty  spots  on  the  company's  suburban  lines,  which  reach 
many  lakes  and  other  points  of  interest  and  attractiveness,  in- 
cluding the  company's  magnificent  amusement  resort,  Big  Island 
park,  at  Lake  Minnetonka.  Interior  and  exterior  views  of  the  type 
of  cars  used  and  of  the  excursion  boats  on  Lake  Minnetonka  are 
also   included. 

Judgment  Against  Manhattan  Railway. — The  appellate  division 
of  the  New  York  supreme  court  has  affirmed  the  report  of  Referee 
Hamilton  Odell  in  regard  to  a  judgment  of  $275,538  against  the 
Manhattan  Railway  Company  in  favor  of  the  city  of  New  Y'ork. 
The  amount  is  due  under  a  law  passed  in  1867,  authorizing  the  West 
Side  &  Yonkers  Patent  Railway  to  construct  an  elevated  railroad 
in  Manhattan  on  the  condition  that  it  should  pay  the  city  5  per  cent 
of  the  net  income  from  passenger  traffic.  The  company  has  been 
acquired  by  the  Manhattan  Railway  Company  and  the  litigation 
was  caused  by  a  dispute  as  to  what  items  constituted  the  net 
income. 

Officials  of  United  Railroads  of  San  Francisco  Indicted. — -The 
grand  jury  at  San  Francisco  on  May  21  returned  true  bills  against 
four  officials  of  the  United  Railroads  on  the  charge  of  bribing 
fourteen  members  of  the  board  of  supervisors  to  grant  a  franchise 
permitting  the  company  to  operate  its  lines  by  the  overhead  trolley 
system.  The  four  officials  indicted  are:  Patrick  Calhoun,  presi- 
dent; Thornwell  Mulally,  assistant  to  the  president;  Tirey  L.  Ford, 
general  counsel,  and  W.  M.  Abbott,  attorney.  President  Calhoun 
has  issued  a  long  statement  denying  the  charges  and  claiming  the 
entire  affair  to  be  the  result  of  a  conspiracy  by  Rudolph  SpreckelS 
and  the  labor  party. 

Exception  to  Fellow-Servant  Principle. — The  Indiana  supreme 
court  has  decided  that  the  Ft.  Wayne  &  Wabash  Valley  Traction 
Company  is  liable  for  the  injury  to  a  conductor  occasioned  by  the 
running  into  his  car  from  the  rear  of  another  car  under  the 
charge  of  a  motorman  who  had  gone  to  sleep  by  reason  of  long 
hours  of  labor.  The  court  said  that  an  electric  railroad  company 
that  negligently  required  a  motorman  to  operate  a  car  after  he 
had  been  continuously  working  without  sleep  for  more  than  24 
hours,  cannot  take  advantage  of  the  fellow-servant  principle  if 
his  omission  of  duty  by  reason  of  the  resultant  physical  condition 
causes  an  injury  to  the  conductor  on  another  car. 

Sight-Seeing  Car  for  Omaha. — Beginning  on  June  1  the  Omaha 
&  Council  Bluffs  Street  Railway  Company  will  operate  a  sight- 
seeing car  from  Omaha  to  South  Omaha,  Benson,  Florence  and 
Council  Bluffs.  The  arrangements  are  now  for  two  trips,  one  in 
the  forenoon  and  one  in  the  afternoon  of  each  week  day.  One  of 
the  larger  cars  from  the  Council  Bluffs  line  will  be  fitted  especially 
for  this  service  and  a  lecturer  will  accompany  the  car  on  all  trips 
to  point  out  the  places  of  interest  along  the  route.  Each  trip  is 
expected  to  consume  about  three  hours  and  to  cover  between  35 
and  40  miles.  A  photographer  will  take  the  picture  of  the  people 
as  they  start  and  will  have  the  photos  ready  for  delivery  upon 
the   return   from   the   trip. 

Electric  Railways  in  the  Central  West. — The  series  of  three 
articles  on  "Electric  Railroads  as  a  Factor  in  Twentieth  Century 
Transportation,"  by  Charles  N.  Wilson,  president  of  the  American 
Engineering  Company  of  Indianapolis,  which  recently  appeared  in 
The  Tradesman  of  Chattanooga,  Tenn.,  has  been  reprinted  and 
issued  in  pamphlet  form,  together  with  some  of  the  comments  and 
commendations  from  the  newspapers  and  others.  The  articles  out- 
line the  history  of  the  development  of  the  electric  railway  industry 
in  the  central  west  and  discuss  some  of  the  benefits  which  have 
been  made  possible  by  this  comparatively  new  form  of  transporta- 
tion. Some  especially  interesting  information  is  given  with  regard 
to  the  progress  of  the  electric  railways  of  Indiana. 

San  Francisco  Union  Leaders  Arrested. — Three  officials  of  the 
street  railway  employes'  union  of  San  Francisco  were  arrested  on 
May  29  on  a  charge  that  they  were  responsible  for  an  explosion  on 
the  line  of  the  United  Railroads  about  a  week  ago,  by  which  a 
switchboard  in  the  main  station  was  destroyed  and  the  entire  plant 
put  out  of  commission.  Two  of  the  men  arrested  are  members 
of  the  executive  committee  of  the  union.  While  there  appears 
no  immediate  prospect  of  a  cessation  of  the  strike,  the  United  Rail- 
roads has  been  able  to  operate  many  of  its  cars  with  non-union 
men.  On  Friday  of  last  week  200  cars  were  in  service  on  28 
lines,  covering  about  200  miles  of  track,  or  about  25  miles  loss  than 
the  total  mileage  within  the  city  limits.  About  125,000  passengers 
a  .lay  were  carried  last  week.  Each  day  fewer  disturbances  caused 
by  the  strikers  are  reported. 

New  Suit  Against  Air  Line. — Certain  stockholders  of  the  Chi- 
cagO-New  York  Electric  Air  Line  Railroad  Company  on  Wednesday 
of  this  week  filed  a  bill  of  complaint  against  the  company  before 
Judge  Windes  of  Chicago,  reiterating  the  charges  of  mismanage- 
ment made  in  the  recent  suit  of  Theodore  Nemoyer,  as  reported 
in  the  Electric  Railway  Review  of  May  11,  and  petitioning  lor  an 
injunction  against  the  practices  complained  of,  an  accounting 
and  the  appointment  of  a  receiver.  Mr.  Nemoyer's  motion  for  an 
injunction  and  the  appointment  of  a  receiver  in  Judge  Honore's 
court  was  withdrawn  last  week,  when  the  court  declined  to  appoint 
a  receiver  or  grant  an  Injunction  without  a  full  hearing.  The 
pany    has    filed    a    general    demurrer    to    Nemoyer's    allegation 

oyei    charged   that   the  proceeds   from   the   sale  of  stock   were 
being  wasted  ami  thai   the  officers  were  drawing  large  salaries. 


r^s 


ELECTRIC    RAILWAY    REVIEW 


vol.  xvn,  Xo.  22. 


Construction  News 


FRANCHISES. 


Bucyrus.  O. — The  Columbus  Marion  &  Bucyrus  Railway,  which 
is  building  an  extension  of  the  Columbus  Delaware  &  Marion  Rail- 
way from  Marion  to  Bucyrus,  has  been  granted  a  franchise  to 
enter  this  city.  The  council  also  granted  a  franchise  to  the  Toledo 
Bucyrus  &  Columbus  Electric  Railway,  a  proposed  interurban  line 
from  Fremont  to  Bucyrus,  via  Tiffin  and  Melmore,  O.  It  is  stated 
that  surveys  have  been  completed  and  franchises  secured  by  the 
latter  road.  When  completed  these  two  lines  will  afford  a  con- 
nection  between   Toledo   and    Cincinnati. 

Chicago,  III. — An  ordinance  was  introduced  into  the  city  council 
on  May  27  to  permit  the  Chicago  Milwaukee  &  St.  Paul  Railway  to 
operate  by  the  electric  trolley  system  from  a  connection  with  the 
Northwestern  Elevated  Railroad  at  Wilson  avenue,  north  to  the 
city  limits,  and  to  build  an  additional  track.  The  electric  tracks 
are  to  be  used  by  the  Northwestern  Elevated  and  possibly  by  the 
Chicago  &  Milwaukee  Electric  Railroad.  The  ordinance  was  re- 
ferred   to    the    committee    on    local    transportation. 

Coffeyville,  Kan. — The  Union  Traction  Company  of  Kansas  has 
been  granted   a  franchise  on   North  Penn  avenue. 

Cleburne.  Tex. — W.  L.  Martin  has  applied  for  a  franchise  to 
build  an  electric  line  in   this   city. 

Granite  City,  III. — A  franchise  has  been  granted  to  the  Danville 
&  Edwardsville  Terminal  Railroad,  a  part  of  the  Illinois  Traction 
System,  for  a  new  single-track  line  through  the  city  on  G  street, 
which  will  give  the  system  two  lines  to  the  proposed  bridge  across 
the  Mississippi  river  to  St.  Louis. 

Menominee,  Mich. — C.  O.  Johnson  of  the  Hydro-Electric  Water 
Power  Company,  Oshkosh,  Wis.,  is  seeking  a  franchise  for  an 
electric  railway  to  connect  Menominee,  Mich.,  with  Marinette, 
Wis.,  in  connection  with  the  company's  proposed  power  plant  on 
the    Peshtigo    river. 

Middletown,  O. — The  Cincinnati  &  Middletown  Traction  Com- 
pany has  applied  for  a  franchise. 

Napoleon,  O. — The  Toledo  Wabash  &  St.  Louis  Railroad  has 
applied   for   a  franchise. 

New  York,  N.  Y. — A  franchise  has  been  granted  to  the  Ft. 
George  Street  Railway  to  build  an  electric  line  from  the  Dyckman 
street  station  of  the  Interborough  Rapid  Transit  Company,  along 
St.  Nicholas  avenue,  to  West  One  Hundred  and  Ninetieth  street. 

Oakland,  Cal. — The  Oakland  Traction  Company  has  secured  a 
50-year  franchise  for  the  extension  of  its  line  on  Over  street,  Allen- 
dale, Glen,  Boulevard  Park  and  Leise  avenues.  The  bid  of  this 
company  of  $500  for  the  privilege  was  the  only  one  received  by 
the  board  of  supervisors. 

Olympia.  Wash. — The  Pacific  Traction  Company  of  Tacoma, 
Wash.,  has  applied  for  a  franchise  on  several  streets  for  its  pro- 
posed line  from  Tacoma. 

Phlllipsburg,  N.  J. — The  Easton  Transit  Company,  under  the 
charter  of  the  Phillipsburg  Horse  Car  Railroad,  has  been  granted 
a  20-year  franchise  for  the  construction  of  five  miles  of  additional 
track  through  the  Fifth  and  Sixth  wards.  Harrison  R.  Fehr.  presi- 
dent and  general   manager.   Easton,   Pa. 

Richmond.  Va. — At  a  special  meeting  of  the  common  council 
the  ordinance  recently  passed  by  the  board  of  aldermen  granting 
consent  to  the  transfer  of  all  rights,  franchises  and  privileges  of 
the  Citizens'  Rapid  Transit  Company  to  the  Richmond  &  Henrico 
Railway  Company,  was  ratified,  with  the  provision  that  a  bond 
for  $5,000,  together  with  acceptance  in  writing  by  the  company, 
be   filed   within   30   days. 

Russellville,  Ark. — A  50-year  franchise  has  been  granted  to 
the  Southern  Engineering  Construction  Company  to  build  an  inter- 
urban line  between  Russellville  and  Dover,  Ark.  The  company 
also  will  operate  a  light  and  water  plant  in  Russellville.  Adam  J. 
Robinson,  Pine  Bluff,  Ark.,  president;  J.  C.  Wilson.  St.  Louis,  Mo., 
secretary. 

South  Bend,  Ind.— The  Chicago  Lake  Shore  &  South  Bend 
Railway,  which  is  building  from  South  Bend,  Ind.,  to  Kensington, 
HI.,  has  secured  an  extension  of  time  under  its  franchise  until 
July  1,  1908,  in  which  to  have  its  line  completed,  although  the 
promoters  say  the  line  will  be  in  operation  by  January  next. 
J.   B.   Hanna,  president,   South  Bend,  Ind. 

Summit,  N.  J. — The  Morris  County  Traction  Company  has 
been  granted  a  40-year  franchise  for  its  extension  from  Elizabeth 
to  Summit,  which  is  now  built  to  within  a  mile  of  the  latter  place. 

Tenino,  Wash. — Janson  M.  Averill,  Seattle,  Wash.,  has  applied 
for  a  franchise  to  build  an  electric  railway  in  this  city. 


RECENT   INCORPORATIONS. 


Buffalo  Genesee  &  Rochester  Railway. — Incorporated  in  New 
York  to  build  a  60-mile  interurban  electric  line  from  Buffalo  to 
Rochester.  N.  Y.  The  line  will  follow  practically  the  same  route 
as  that  laid  out  by  the  Buffalo  &  Rochester  Traction  Company, 
whose  application  early  in  the  year  for  a  certificate  of  public 
necessity  was  refused  in  April  by  the  state  railroad  commission, 
on  the  ground  that  the  territory  was  sufficiently  provided  with 
transportation  facilities.  It  is  stated  that  the  main  line  of  the  new 
company  will  not  touch  Le  Roy,  as  was  the  intention  when  the 
Buffalo  &  Rochester  Traction  Company  was  incorporated,  but  will 
reach  it  by  a  branch  line,  which  will,  in  part,  overcome  one  of  the 
objections  raised  by  the  state  railroad  commission  to  the  Buffalo 
&  Rochester.  The  latter  road,  after  the  refusal  of  its  petition 
to  the  railroad  commissioners,  obtained  an  order  from  the  appellate 
division  of  the  supreme  court  requiring  the  commissioners  to 
show  cause  why  a  certificate  should  not  be  granted,  but  as  the 
law  allows  no  proceedings  within  one  year  after  the  refusal  of  a 
certificate  by  the  commission,  the  incorporation  of  the  Buffalo 
Genesee  &  Rochester  was  resorted  to  in  order  to  avoid  delay  in 
the  work  already  started.  Capital  stock,  $7,500,000.  Incorporators: 
Henry  H.  Kingston,  Jr.,  Samuel  Welch,  Philadelphia;  John  Baker, 
Herbert   P.    Bissell,   Buffalo,    N.   Y. 

Joplin  &  Pittsburg  Railroad. — Application  for  a  charter  has 
been  filed  by  this  company  at  Topeka,  Kan.,  and  Jefferson  City. 
Mo.,  for  permission  to  construct  and  operate  an  SO-mile  interurban 
railway  in  southwest  Missouri  and  eastern  Kansas.  The  line  will 
connect  Joplin  and  Webb  City  in  Jasper  county,  Missouri,  extend- 
ing to  Baxter  Springs  and  Pittsburg,  Kan.,  and  to  the  Quapaw 
Indian  reservation.  The  charter  also  empowers  the  new  company 
to  take  over  the  Pittsburg  Railway  &  Light  Company,  now  operat- 
ing from  Columbus  to  Pittsburg,  Kan.,  and  the  new  Heim  street 
railway  system,  now  under  construction  in  Joplin.  Mo.  Capital 
stock.  $5,000,000,  of  -which  $2,800,000  is  paid  in.  J.  J.  Heim,  Kan- 
sas City,  Mo.,  is  interested. 

Ohio  Electric  Railway,  Cincinnati,  O. — Incorporated  in  Ohio 
with  power  to  build,  own,  operate  and  acquire  electric  railways 
from  Zanesville  to  the  Indiana  state  line,  near  New  Paris,  and  from 
there  to  Richmond,  Ind.,  Cincinnati.  Columbus,  Washington  Court 
House,  Springfield,  Dayton,  Defiance,  Lima,  O.,  and  Ft.  Wayne. 
Ind.  Capital  stock,  $100,000.  As  the  incorporators  are  all  em- 
ployes in  the  office  of  W.  Kesley  Schoepf,  it  is  stated  that  the 
object  of  the  company  is  to  effect  a  merger  of  all  of  the  Schoepf- 
McGowan  properties  in  the  state,  which  now  operate  in  the  cities 
and  towns  named,  and  which  include  the  Indiana  Columbus  & 
Eastern  Traction  Company,  the  Lima  &  Toledo  Traction  Com- 
pany and   the   Cincinnati   Northern   Traction   Company. 

Philadelphia  Valley  Forge  &  Suburban  Railroad. — Incorporated 
in  Pennsylvania  with  a  capital  stock  of  $60,000  to  build  a  link 
in  the  system  of  electric  railway  lines  projected  by  the  Public 
Service  Investment  Company,  a  holding  company,  to  connect  Phila- 
delphia with  Lower  Merion,  East  and  West  Conshohocken.  Norris- 
town,  Valley  Forge,  Phoenixville,  Royersford  and  Pottstown.  With 
this  charter  there  has  also  been  granted  for  the  system  other 
charters  for  the  following  railways:  Valley  Forge,  Colonial  Springs 
&  Phoenixville,  Cynwyd  Fairview  &  Ardmore,  Fairview  &  Merion 
Square,  Merion  Square  &  Barren  Hill  and  the  Audubon  Lower 
Merion  Bala  &  Wynnefield.  All  of  these,  financed  by  L.  Knowles 
Perot  of  Bala  and  others,  are  included  in  the  holding  corporation. 
Mr.  Perot  is  president.  The  other  incorporators  are:  A.  D.  Whit- 
ing, Da%nd  Rombold,  Jr.,  and  Edward  W.  Johnson,  Philadelphia: 
James  A.  Bunting.  Secans:  Morris  H.  Wetherill.  Haverford.  and 
Robert  C.  Seldon,   Norristown. 

Portland  (Me.)  &  Northern  Railroad. — We  are  officially  advised 
that  this  company  has  been  incorporated  in  Maine,  instead  of 
Oregon,  as  incorrectly  reported  in  last  week's  issue  of  the  Electric 
Railway  Review,  and  will  build  an  electric  line  40  miles  long  from 
Portland  to  Bridgton.  Me.,  through  Windham,  Raymond,  Casco 
and  Naples.  Capital  stock,  $160,000.  Incorporators:  William  M. 
Sturges,  N.  D.  Sturges.  Scranton.  Pa.:  Tracy  W.  Holland.  New 
York  City;  Howard  Winslow.  Henry  L.  Forham,  Llewellyn  Barton, 
Portland;   S.   O.   Hancock,   Casco,   Me. 

Putnam  (Conn.)  <£.  Rhode  Island  Street  Railway. — Incorporated 
in  Connecticut  with  a  capital  stock  of  $200,000.  to  build  an  electric 
railway  from  Putnam  to  Gloucester.  Mass.,  using  the  old  Hartford 
and  Providence  turnpike  road. 

S.  E.  Jackman  Railway.  Seattle.  Wash. — Incorporated  in  Wash- 
ington, with  $40,000  capital  stock.  Incorporators:  A.  Warren 
Gould,  E.  E.  Carpenter,  C.  E.  Patton  and  Charles  A.  Spirk. 

Windsorville  &  East  Hartford  Railway. — Governor  Woodruff  of 
Connecticut  has  vetoed  the  house  resolution  incorporating  the 
above  company. 


TRACK   AND   ROADWAY. 


Bridgeport  &  Danbury  Electric  Railway. — Incorporated  in  Con- 
necticut to  build  an  electric  railway  20  miles  long,  connecting  the 
towns  of  Bridgeport,  Trumbull,  Monroe.  Newtown,  Bethel  and 
Danbury,  Conn.,  covering  a  section  at  present  without  electric 
railway  service.  Capital  stock,  $2,000,000.  Incorporators:  John  T. 
King.  Henry  E.  Reilly  and  William  H.  Marigold. 


Accomac  Traction  &  Power  Company.  Onancock,  Va. — It  is 
reported  that  Umberhauer  &  Co.  of  Philadelphia  have  arranged 
to  underwrite  this  company's  issue  of  $100,000  5  per  cent  bonds, 
which  will  make  possible  the  construction  of  the  proposed  line 
from  Onancock  to  Tasley,  Accomac  Courthouse  and  Metompkin 
Bay.   Va..  nine  miles. 

Barberton  Doylestown  <£.  Orrville  Railway. — The  Cleveland  En- 
gineering Company,  which  has  the  contract  for  making  plans, 
specifications  and  profiles  for  this  proposed  line  from  Barberton 
to  Orrville,  O.,   has  begun  the  work  of  surveying  the  line. 

Buffalo  Batavia  &  Rochester  Electric  Railway. — Owing  to  the 
failure  of  this  company  to  cancel  the  mortgage  for  $3,500,000,  and 
the   $117,500  bonds  issued   by  the   Buffalo   &   Williamsville   Electric 


June  1,  1907. 


ELECTRIC    RAILWAY    REVIEW 


729 


Railway,  the  New  York  board  of  railroad  commissioners  has  with- 
drawn its  consent  to  the  issuance  of  a  first  mortgage  for  $3,500,000 
by  the  Buffalo  Batavia  &  Rochester  company. 

Chicago  <£.  Milwaukee  Electric  Railroad,  Highwood,  III. — This 
company  has  begun  condemnation  proceedings  to  secure  a  right 
of  way  in  the  southern  part  of  Milwaukee,  Wis. 

Chicago  South  Bend  &  Northern  Indiana  Railway,  South  Bend, 
Ind. — Seven  carloads  of  rails  have  been  delivered  at  Rolling 
Prairie.  Ind..  to  be  used  for  the  construction  of  the  track  from 
that  point  to  La  Porte.  Options  have  been  secured  on  two  routes. 
S.  Riddle.   South  Bend,  general  manager. 

Cleveland  Ashland  &  Mansfield  Railway. — Work  on  the  grading 
of  this  company's  line  near  Mansfield  will  be  begun  in  the  near 
future  by  William  E.  Burke  &  Son,  South  Akron,  O.  This  firm 
also  has  the  contract  for  grading  the  line  between  West  Salem 
and  Seville,  O.,  about  four  miles. 

Cleveland  Southwestern  &  Columbus  Railway.  Cleveland,  O. — 
This  company  is  said  to  be  considering  the  construction  of  a  line 
from  Wellington   to   Medina,   O. 

Cortland  &  Auburn  Railroad. — The  New  York  railroad  com- 
mission has  consented  to  an  issue  of  a  first  mortgage  for  $1,000,000. 
The  company  proposes  to  build  from  Cortland  to  Auburn,  N.  Y. 
W.   L.   Weber  of  Philadelphia,    chief  engineer. 

Covington  &  Southwestern  Traction  Company. — This  company 
has  filed  a  mortgage  for  $275,000  in  favor  of  the  Collins  Construc- 
tion Company  of  Chicago  to  secure  payment  on  a  contract  for 
building  the  first  eiglit  miles  of  this  road,  which  is  to  be  operated 
by  gasoline  power,  from  Covington  to  Coal  Creek,  Ind.  President, 
W.  G.  Ruhl,  Chicago,  states  that  this  section  will  be  in  operation 
in  six  months.     It  is  intended  to  extend  later  to  Crawfordsville. 

Edmonton  (Alberta)  Electric  Railway. — Surveys  have  been 
made  for  the  municipal  street  railway  on  Jasper  avenue,  Pirst  and 
Strathcona  streets,  seven  miles.  Track  and  power  house  will 
be  built  by  the  city.     R.   R.   Keely,   chief  engineer. 

El  Paso,  Tex. — It  is  reported  that  Chicago  capitalists  are 
planning  to  build  an  electric  railway  from  El  Paso,  Tex.,  to 
Las  Cruces.  N.  M..  and  that  they  will  apply  for  franchises  within 
the  next  few  days. 

Eugene  &  Eastern  Railway,  Portland,  Ore. — A.  Welch,  presi- 
dent of  this  company,  writes  that  surveys  are  being  made  from 
Eugene  to  Blue  River,  Ore.,  the  terminals  of  the  line,  and  that 
grading  will  commence  next  September.  The  line,  which  will  be 
operated  by  both  steam  and  electricity,  will  be  52  miles  long 
and  will  serve  the  intermediate  towns  of  Corvallis,  Springfield 
and  Wendling.  Power  for  the  electrical  operation  of  the  road 
will  be  generated  at  the  power  house  in  Springfield,  now  being 
built.  Six  miles  of  the  overhead  construction  work,  which  is  of 
the  single-phase  type,  already  has  been  completed  from  Eu- 
gene to  Springfield,  with  three  miles  now  under  construction 
in  Eugene.  The  electrical  equipment  of  the  power  house  and 
substations  will  be  furnished  by  the  General  Electric  Company. 
The  J.  G.  Brill  Company  has  the  contract  for  furnishing  the  cars. 
A.  Welch,  president  and  chief  engineer,  502  Fenton  building,  Port- 
land, Ore.;  E.  W.  Hall,  secretary. 

Evansville  &  Southern  Indiana  Traction  Company,  Evansville. 
Ind. — A  large  force  of  men  is  engaged  in  rebuilding  the  line  of 
the  Evansville  Princeton  &  Vincennes  Interurban  Railway,  which 
has  been  absorbed  by  this  company,  from  Evansville  to  Prince- 
ton, Ind.,  2S  miles.  The  line  was  built  about  four  years  ago.  and 
has  some  very  steep  grades  and  several  short-radius  curves. 
When  the  work  now  in  progress  is  completed  the  maximum  curva- 
ture will  be  4  degrees  and  the  maximum  grade  2  per  cent.  This 
involves  the  rebuilding  of  about  half  the  line.  R.  H.  Cole,  chief 
engineer. 

Fairfield,  Me. — It  is  reported  that  arrangements  for  an  electric 
railway  to  Shawmut.  Me.,  together  with  plans  for  the  construction 
of  a  car  house,  24  by  90  feet,  have  been  completed  by  A.  F.  Gerald. 
Surveys  are  now  completed  and  the  route  decided  upon. 

Grand  Valley  Railway. — The  Grand  Valley  Railway  and  the 
Brantford  Street  Railway  of  Brantford,  Ont.,  and  the  Woodstock 
&  Ingersoll  Railway  have  arranged  for  a  consolidation  under  the 
name  of  the  former  company,  which  will  be  headed  by  M.  A. 
Verner  of  Pittsburg,  and  several  important  improvements  have 
been  planned.  The  track  mileage  In  Brantford  will  be  doubled 
and  Colborne  street  double-tracked.  The  system  will  be  extended 
to  Cainsville  on  the  east  and  a  new  line  will  be  constructed  on 
the  private  right  of  way,  via  Burford  and  Cathcart,  to  Woodstock, 
there  connecting  with  the  Woodstock  &  Ingersoll  line,  which  will 
be  extended  to  London.  It  is  also  planned  to  build  by  private 
right  of  way  to  Port  Dover,  via  Mt.  Pleasant,  Boston.  Waterford 
and  Simcoe. 

Greenfield  Bernardston  &  Northfield  Street  Railway,  Greenfield, 
Mass. — This  company,  which  was  recently  incorporated  to  build 
an  electric  railway  from  Greenfield  to  Northfield,  Mass.,  13  miles, 
has  elected  C.  H.  Webster  of  Northfield  president  and  A.  D.  Flower 
of  Greenfield  secretary  and  treasurer.  It  has  been  decided  to 
enter  Greenfield  on  Chapman  street  and  to  proceed  to  Northfield 
via  Bernardston  and  past  the  Country  Club  golf  links. 

Greensboro  (N.  C.)  Electric  Company. — It  is  reported  that  this 
property,  Including  an  electric  line  from  Greensboro  to  White 
City,  and  electric  lighting  and  gas  plants,  has  been  purchased  by 
W.  T.  Van  Brunt  and  associates  of  New  York,  who  will  extend 
the   line   to  High   Point,    N.   C. 

Hattlesburg    (Miss.)    Traction    Company. — H.    A.    Camp,    presi- 


dent, states  that  this  company  will  begin  operating  cars  over  its 
new  line  by  August  1.  Five  miles  of  track  has  already  been  laid 
and  the  remaining  two  miles  will  be  completed  by  the  time  the 
cars  arrive. 

Helena  &  Butte  Electric  Railway. — Surveys  are  being  com- 
pleted for  this  line  from  Helena  to  Butte.  Mont.,  which  will  connect 
these  two  cities  with  the  pleasure  resorts  at  Lake  Hauser  and  the 
Broadwater  natatorium,  and  will  run  through  a  rich  mining 
district.  It  is  estimated  that  the  line  can  be  built  with  80-pound 
rails  for   $40,000   per   mile.     H.   G.   Pickett,   president. 

Helena  (Mont.)  Light  &  Railway  Company. — The  Eighth  street 
line  in  Helena  has  recently  been  rebuilt  and  work  is  to  begin  soon 
on  the  reconstruction  of  the  Harrison  street  and  other  lines.  The 
State  street  line  is  to  be  extended. 

Illinois  Traction  Company,  Champaign,  HI. — Work  on  the  Lin- 
coln-Mackinaw line  was  begun  last  week.  The  Crescent  Construc- 
tion Company,  subcontractors  under  Tuttle  Brothers  of  Decatur, 
has  pitched  a  camp  six  miles  south  of  Mackinaw,  where  there  is 
some  of  the  heaviest  work  on  the  line.  Work  is  also  in  progress 
between    Lincoln    and    Congerville. 

Indianapolis  &  Western  Traction  Company. — Chief  Engineer 
Hohn  of  the  Keystone  Construction  Company  announces  that  the 
track  from  Indianapolis  to  Plainfield.  Ind..  will  be  completed  this 
week.  This  will  enable  the  operation  of  a  through  service  between 
Greencastle  and  Indianapolis. 

Indiana  Union  Traction  Company,  Anderson,  Ind. — Several  im- 
portant improvements  are  to  be  made  on  the  Muncie-Union  City  di- 
vision. The  roadbed  is  to  be  improved  and  widened  and  the  overhead 
work  is  being  overhauled.  New  rails  are  being  laid  on  several 
of  the   city  lines   in   Muncie. 

Jackson  (Mich.)  Consolidated  Traction  Company. — This  com- 
pany has  begun  the  work  of  constructing  an  extension  of  the 
Vandercook  lake  line  to  Wolverine  park,  where  several  new  amuse- 
ment devices  are  being  installed. 

Kalamazoo  Lake  Shore  &  Chicago  Traction  Company,  Kala- 
mazoo, Mich. — It  is  stated  that  the  construction  of  this  company's 
proposed  branch  line  from  Toquin  to  Paw  Paw  Lake  has  been  de- 
cided upon.     James  Grant,  general  manager,   Kalamazoo,  Mich. 

Kansas  City  Springfield  &  Southern  Railway,  Nevada,  Mo. — 
C.  C.  McFaun,  general  manager,  states  that  a  change  in  the  com- 
pany's route  ras  delayed  the  date  of  beginning  construction.  It 
was  originally  planned  to  build  the  road  from  Springfield  to 
Stotesbury,  Mo.,  94  miles,  but  it  has  now  been  decided  to  build 
to  a  terminus  at  Nevada  by  a  shorter  route,  which  will  necessitate 
making  new  right  of  way  contracts.  Construction  is  to  begin  at 
Carthage. 

Lewisberry  &  Strinestown  Street  Railway. — Governor  Stuart 
of  Pennsylvania  has  approved  this  company's  application  for  an 
extension  of  its  chartered  route  from  New  Market  to  New  Cumber- 
land and  Harrisburg,  Pa.  It  is  stated  that  the  company  will  soon 
apply  for  franchises  on  several  streets  in  Harrisburg. 

Mexico  Perry  &  Santa  Fe  Traction  Company,  Mexico,  Mo. — 
An  officer  is  reported  to  have  stated  that  contracts  are  to  be  let 
this  month  for  building  this  proposed  electric  line  from  Mexico 
to  Perry,  Mo.,  via  Molino  and  Santa  Fe,  27  miles.  The  work  will 
include  two  steel  bridges  and  three  trestles.  S.  L.  Robinson,  presi- 
dent, Mexico;  C.  O.   Thon,   chief  engineer,   Brileville. 

Mineral  Wells  (Tex.)  Electric  Railway. — It  is  reported  that 
this  company's  new  street  railway  line  in  Mineral  Wells  will 
be   in   operation   in   about   two   weeks. 

Mississippi  Valley  Electric  Railway,  Nauvoo,  III. — Between  the 
dates  of  June  1  and  June  15  this  company  will  let  contracts  for 
grading  its  45-mile  interurban  line  between  Carthage  and  Nauvoo, 
111.,  and  is  now  ready  to  receive  bids  on  ties,  poles  and  other 
electric  railway  equipment.  T.  R.  Smith,  principal  assistant  en- 
gineer,  1034   Rookery   building,    Chicago,   111. 

Nashville  (Tenn.)  Interurban  Railway. — President  H.  H.  May- 
berry  has  announced  that  actual  construction  work  on  the  inter- 
urban line  from  Nashville  to  Mt.  Pleasant,  Tenn.,  will  be  started 
some  time  during  the  present  week.  Surveys  have  been  completed 
and  the  deals  for  right  of  way  are  being  closed  up.  The  Interurban 
Company  of  New  York  has  the  contract.  D.  A.  Proctor,  chief 
engineer,   Nashville. 

Negaunee,  Mich. — Work  on  the  proposed  14-mile  interurban 
electric  line  from  Negaunee  to  Marquette,  Mich.,  has  been  post- 
poned until  next  fall.  Right  of  way  has  been  secured  and  surveys 
are  being  made  by  the  Lake  Superior  Construction  Company, 
Cleveland,  O.,  which  has  the  letting  of  the  contracts  for  the 
road.  T.  F.  Laist,  Lennox  building,  Cleveland,  O.,  is  chief  en- 
gineer. 

Nipissing  Central  Railway,  Cobalt,  Ont. — It  Is  reported  that 
this  company  is  considering  the  construction  of  an  electric 
railway  from  Cobalt  to  New  Liskeard. 

Oklahoma  City  El  Reno  &  Southwestern  Interurban  Railway, 
Oklahoma  City,  Okla. — It  is  reported  that  this  company  expects 
to  begin  work  in  about  90  days  on  the  electric  line  to  connect 
Oklahoma  City,  El  Reno  and  Shawnee,  and  that  G.  W.  Martin, 
representing  the  company,  has  closed  a  contract  with  the  Okla- 
homa City  Railway  for  the  use  of  its  terminals  and  tracks  within 
the   city. 

Oregon  Electric  Railway,  Portland,  Ore. — This  company  is  now 
securing  right  of  way  from  Beaverton  to  Hlllsboro,  Ore.,  for  its 
proposed  line  from  Portland. 


rso 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  22. 


Philadelphia  &  Western  Railroad. — Regular  operation  over  this 
company's  new  elevated  line  from  Sixty-ninth  and  Market  streets, 
Philadelphia,  Pa.,  was  started  on  May  22.  A  half-hour  schedule 
will  be  maintained  for  a  short  time,  but  it  is  expected  to  install  a 
15-minute   schedule   later.     W.    H.    Simms,    general   superintendent. 

San  Bernardino  Valley  Traction  Company,  San  Bernardino, 
Cal. — It  is  stated  that  the  Arrowhead  extension  will  be  opened 
for  traffic  by  June  7.  The  rails  have  been  laid  and  the  ballasting 
is  being  completed  this  week.     F.   R.   Harris,   chief  engineer. 

San  Joaquin  (Cal.)  Power  Company. — It  is  reported  that  sur- 
veys have  been  completed  for  this  company's  proposed  line  to 
the  Tosemite  valley,  through  Wawona,  Crane  valley  and  Pollasky, 
and  that  financial  arrangements  are  being  made  for  the  construc- 
tion of  the  line.     A.  C.  Balch  of  Los  Angeles  is  president. 

Seymour  <£.  Brownstown  (Ind.)  Interurban  Motor  Line  Railway 
Company. — This  company,  incorporated  to  build  a  traction  line  be- 
tween the  two  cities  named,  is  to  be  constructed  of  concrete  upon 
which  to  operate  automobiles  and  motor  cycles  as  common  carriers. 
Joseph  I.  Irwin  of  the  Indianapolis  Columbus  &  Southern  Traction 
Company  and  Z.  T.  Sweeny  of  Columbus,  Ind.,  are  back  of  the 
project. 

Sioux  City  Traction  Company. — Material  for  building  three  miles 
of  additional  track  has  been  ordered  by  this  company  and  six  new 
cars  and  four  trailers  are  now  being  built.  E.  L.  Kirk,  manager, 
Sioux  City,  la. 

Spokane  &  Inland  Empire  Railroad,  Spokane,  Wash. — Passen- 
ger and  freight  service  is  expected  to  be  started  within  a  few 
days  between  Oakesdale  and  Garfield,  Wash.  The  line  has  been 
operating  between  Spokane  and  Spring  Valley  Junction  for  several 
months  and  service  was  recently  extended  to  Oakesdale.  The 
poles  are  up  as  far  as  Garfield  and  the  overhead  work  is  nearly 
completed.  Track  is  laid  between  Garfield  and  Palouse  and  when 
the  electric  operation  is  extended  to  Garfield  it  is  expected  to 
run  the  trains  into  Palouse  by  steam  temporarily.  Rapid  progress 
is  being  made  on  the  grading  between  Palouse  and  Moscow,  Idaho. 

Springfield  (111.)  Consolidated  Railway.— This  company  has 
started  grading  on  the  extension  to  the  Zoo  park,  north  of  the  city, 
and  it  is  expected  to  have  cars  running  some  time  this  summer. 
Several  of  the  city  lines  are  being  relaid  with  73-pound  rails. 

Suitman,  Ark.— It  is  reported  that  R.  L.  Kane  and  W.  T. 
Hammock  are  interested  in  a  project  to  build  an  electric  railway 
to    Conway. 

Syracuse,  N.  Y. — It  is  understood  that  the  street  railway  in- 
terests headed  by  Mr.  C.  D.  Beebe  of  Syracuse  have  decided  to 
construct  a  new  line  from  Auburn  to  Seneca  Falls,  N.  T.,  14 
miles.  This  line  will  necessitate  a  2-mile  bridge  or  viaduct  over 
Cayuga   lake.     Preliminary   surveys   have  been   completed. 

United  Traction  Company,  Albany,  N.  Y—  Michael  F.  Dollard 
has  the  contract  for  grading  an  extension  from  Madison  avenue 
and  Allen  street,   1,500  feet  west  to   the  city  limits. 

Washington  (D.  C.)  Railway  &  Electric  Company.— This  com- 
pany has  decided  to  build  an  extension  of  the  Washington  &  Rock- 
vine  Railroad,  a  subsidiary  company,  from  Rockville  to  Gaithers- 
burg,  five  miles.  The  Rockville  &  Gaithersburg  Railroad  will 
be  incorporated  to  build  the  new  line,  it  is  stated,  and  right  of 
way  will  be  acquired  at  once.  Surveys  have  been  started  and 
construction  is  to  begin  as  soon  as  the  preliminaries  can  be  ar- 
ranged.    H.   W.   Fuller,   general  manager. 

West  Shore  Railroad. — The  first  electric  car  was  operated  over 
the  newly  electrified  road  between  Utica  and  Syracuse,  N.  Y.,  on 
May   21,    to   test   the   new   electrical   equipment. 


Personal  Mention 


POWER   HOUSES  AND  SUBSTATIONS 


Claremont  (N.  H.)  Railway  &  Lighting  Company.— This  com- 
pany will  build  an  extension  to  its  power  plant,  in  which  a  Deisel 
oil  engine  of  1,000  horsepower  and  a  Fort  Wayne  generator  of 
600-kilowatts  capacity  will  be  installed.  Material  for  a  17-mUe 
11.000-volt  transmission  line  will  also  be  purchased.  I.  N. 
Wheelock,   Claremont,   N.   H.,   is  manager. 

Edmonton  (Alberta)  Municipal  Railway. — Contracts  have  been 
let  to  the  Allis-Chalmers  Company  of  Milwaukee  for  gas  engines 
and  to  the  Power  &  Mining  Machinery  Company  of  Milwaukee 
for  producers  for  the  power  house  of  the  new  municipal  street 
railway  system.     The  power  house  is  to  be  built  by   the   city. 

Hattiesburg  (Miss.)  Traction  Company. — This  company  an- 
nounces that  work  on  a  new  power  house  will  be  begun  at  once. 
H.   A.   Camp,   president. 

Ontario  Light  &  Traction  Company,  Canandaigua,  N.  Y. — It  is 
announced  that  this  company  will  spend  about  $30,000  on  over- 
hauling its  plant.     J.  H.  Pardee  is  general  manager. 

Springfield  (Mass.)  Street  Railway  Company.— This  company  is 
planning  to  improve  its  power  house  at  Goulds  Mills,  Mass.  During 
the  coming  summer  the  height  of  the  dam  will  be  increased  one 
foot,  giving  a  fall  of  24  feet,  which  can  be  increased  to  25  feet 
by  flash  boards  when  necessary.  A  pair  of  waterwheels,  driving  200- 
kilowatt  General  Electric  generators,  will  be  installed.  This  work 
will  be  done  by  the  Black  Company,  Keene,  N.  H. 

Western  New  York  &  Pennsylvania  Traction  Company,  Olean, 
N.  Y. — This  company  has  let  a  contract  for  building  a  substation 
at  East  Bradford,  Pa. 


Mr.  Eugene  V.  Maling  has  resigned  as  superintendent  of  the 
Sheburne  Falls  &  Colerain  Street  Railway,  Sheburne  Falls,  Mass., 
effective   on   June   1. 

Mr.  F.  L.  Reed  has  been  appointed  superintendent  of  the  Shel- 
burne  Falls  (Mass.)  &  Colerain  Street  Railway,  succeeding  Mr. 
A.  V.  Maling,   resigned. 

Mr.  Wade  Watterson,  assistant  superintendent  of  the  Illinois 
Traction  System  at  Carlinville,  111.,  has  been  appointed  superin- 
tendent of  terminals  at  Springfield,  111.,  and  St.  Louis,  Mo. 

Mr.  W.  A.  Satterlee,  assistant  general  manager  of  the  Kansas 
City  Railway  &  Light  Company,  has  been  appointed  assistant  to 
the  sales  manager  of  the  Ohio  Brass  Company  at  St.  Louis,  Mo. 

Mr.  H.  F.  Scott,  formerly  with  the  New  Jersey  &  Pennsylvania 
Traction  Company.  Trenton,  N.  J.,  has  been  appointed  master 
mechanic  of  the  Roanoke   (Va.)   Railway  &  Electric  Company. 

Mr.  Frank  Shorton  has  accepted  a  position  with  the  Evans- 
ville  (Ind.)  Electric  Railway  as  superintendent  of  its  recently 
completed  line  between  Evansville  and  Rockport,  Ind.  The  line 
will  be  formally  opened  on  June  1. 

Mr.  P.  Barnard,  Jr.,  has  resigned  his  position  as  superintendent 
of  the  Central  Kentucky  Traction  Company  to  become  secretary 
and  general  manager  of  the  New  Tuscarawas  County  Electric  Light 
&  Power  Company,  New  Philadelphia,  O. 

Mr.  C.  E.  Flynn,  second  vice-president  of  the  Conneaut  &  Erie 
Traction  Company.  Erie,  Pa.,  has  resigned,  effective  on  June  30, 
and  Mr.  B.  E.  Walker,  now  superintendent  and  engineer  of  the 
power  station,  has  been  appointed  to  succeed  him. 

Mr.  Joseph  Burdreau.  heretofore  superintendent  of  the  Hart- 
ford (Conn.)  lines  of  the  Consolidated  Railway,  and  associated  with 
this  road  for  the  past  13  years,  has  resigned  to  become  superin- 
tendent of  the  Scranton  Railway,  with  headquarters  at  Scranton. 
Pa. 

Mr.  S.  K.  Holland,  formerly  of  Springfield,  111.,  has  been 
appointed  traffic  manager  of  the  Peoria  Bloomington  &  Champaign 
Traction  Company,  a  part  of  the  Illinois  Traction  System,  which 
recently  opened  its  line  from  Peoria  to  Bloomington,  111.  Mr.  Hol- 
land will   have  headquarters  at  Peoria. 

Mr.  E.  L.  Schmock,  who  resigned  in  February  as  auditor  of  the 
Kokomo  Marion  &  Western  Traction  Company,  to  become  assistant 
secretary  of  the  Cleveland  Painesville  &  Eastern  Railroad,  has  been 
appointed  purchasing  agent  of  that  company,  with  headquarters- 
at  Willoughby,   O.,   effective  on  May  20. 

Mr.  C.  F.  Bryant,  heretofore  auditor  of  the  Connecticut  Rail- 
way &  Lighting  Company,  Bridgeport,  Conn.,  has  resigned  to  be- 
come assistant  to  Mr.  A.  L.  Linn,  Jr.,  auditor  of  the  Mohawk  Valley 
Company,  the  holding  company  for  the  electric  properties  of  the 
Andrews  syndicate  and  the  New  York  Central  &  Hudson  River 
Railroad.     Mr.   Bryant's  headquarters  will  be  in  New  York  City. 

Mr.  A.  L.  Gillette  has  resigned  as  superintendent  and  electrical 
engineer  of  the  Escanaba  (Mich.)  Electric  Street  Railway  to- 
accept  a  similar  position  with  the  Sterling  Dixon  &  Eastern  Elec- 
tric Railway  at  Sterling.  111.,  succeeding  Mr.  John  Powers,  who  re- 
signed recently,  as  noted  in  the  Electric  Railway  Review  of  May  25, 
to  become  connected  with  the  Galesburg  Railway  &  Light  Com- 
pany. 

Mr.  John  Hanf  has  resigned  as  master  mechanic  of  the  Inter- 
national Railway  Company,  Buffalo,  N.  Y.,  on  account  of  ill  health. 
Previous  to  his  appointment  with  the  International  Railway  in 
1900  Mr.  Hanf  was  connected  with  the  Wilmington  (Del.)  City 
Railway  and  still  earlier  with  the  Philadelphia  Rapid  Transit  Com- 
pany and  the  Hestonville  Mantua  &  Fairmont  Park  Railway.  He 
also  at  one  time  was  connected  with  The  J.  G.  Brill  Company  of 
Philadelphia.  Mr.  W.  H.  Evans,  master  mechanic  of  the  Indian- 
apolis Traction  &  Terminal  Company,  has  been  appointed  to  suc- 
ceed Mr.  Hanf,  as  noted  in  the  Electric  Railway  Review  of  May  25. 

Mr.  C.  V.  Wood,  formerly  superintendent  of  the  Pittsburg 
and  Cleveland  divisions  of  the  Wheeling  &  Lake  Erie  Railroad, 
the  Wabash-Pittsburg  Terminal  Railway  and  the  West  Side  Belt 
Railroad  at  Canton,  O.,  has  been  appointed  general  freight  and 
passenger  gent  of  all  the  electric  lines  in  Massachusetts  under  the 
control  of  the  New  York  New  Haven  &  Hartford  Railroad,  with 
headquarters  at  Worcester,  Mass.  This  appointment  marks  the 
first  definite  step  in  the  inauguration  of  through  passenger,  freight 
and  express  business  on  the  lines  controlled  by  this  company  in 
Massachusetts.  Mr.  Wood  is  well  qualified  to  fill  the  position, 
having  had  an  extensive  steam  railway  experience  dating  from 
1881,  when  he  entered  the  service  of  the  Grand  Trunk  Railway  as 
telegraph  operator.  Since  that  time  he  has  filled  important  posi- 
tions on  various  steam  roads  of  the  east  and  middle  west.  In 
1899  he  became  general  manager  of  an  electric  freight  line  in 
Pittsburg,  where  he  remained  until  October,  1902,  when  he  was 
appointed  superintendent  of  the  West  Side  Belt  Railroad  at  Pitts- 
burg, and  later  division  superintendent  of  the  Wheeling  &  Lake 
Erie,  as  noted  above.  Mr.  Wood's  jurisdiction  will  extend  over 
the  Worcester  Consolidated,  the  Worcester  &  Southbridge, 
Worcester  &  Blackstone  Valley  railways  and  the  Springfield  and 
Berkshire  systems,  and  will  include  entire  charge  of  the  excursion 
as  w'ell  as  the  through  passenger  and  parcels  express  business  of 


June  1,  1907. 


ELECTRIC    RAILWAY    REVIEW 


7:!1 


the  company.  He  will  be  assisted  by  Mr.  A.  B.  Smith,  general 
traffic  manager  of  the  New  England  Investment  &  Security  Com- 
pany. 

Mr.  Cabin  Skinner,  heretofore  master  mechanic  of  the  Scioto 
Valley  Traction  Company.  Columbus.  O.,  has  been  appointed 
superintendent,  succeeding  Mr.  L.  C.  Bradley,  resigned,  as  reported 
in  last  week's  issue  of  the  Electric  Railway  Review.  Mr.  Skin- 
ner's experience  in  mechanical  -work  covers  a  period  of  27  years. 
most  of  which,  until  his  connection  with  the  Scioto  Valley  com- 
panv.  was  spent  in  steam  railway  work.  He  was  born  on  August 
22.  1S55.  near  Zanesville.  O..  and  obtained  his  first  experience  with 
the  Pittsburg  Cincinnati  &  St.  Louis  Railway,  where  he  remained 
until  1890.  serving  consecutively  as  apprentice  machinist,  loco- 
motive fireman  and  locomotive  engineer.  From  1S90  to  1891  he 
was  road  foreman  of  engines  with  the  Chicago  &  Erie  Railroad: 
from  1891  to  1S94  master  mechanic  of  the  Ohio  &  Mississippi 
Railway,  serving  in  the  same  capacity  with  the  Alabama  Great 
Southern  from  1894  to  1899.  Since  that  time  he  has  served  on 
several  other  steam  roads,  among  them  the  Chicago  &  Alton  and 
the  Peoria  division  of  the  Cleveland  Cincinnati  Chicago  &  St. 
Louis.  He  has  been  connected  with  the  Scioto  Valley  company 
since  its  reorganization  in  1903. 

Mr.  J.  X.  Shannahan  has  resigned  as  general  superintendent 
of  the  Fonda  Johnstown  &  Gloversville  Railroad,  and  as  president 
of  the  Adirondack  Lakes  Traction  Company  of  Gloversville,   N.  Y., 

to  become  general  man- 
ager of  the  Washington 
Baltimore  &  Annapolis 
Electric  Railway  of  Balti- 
more. Md.,  now  under 
construction  between  the 
cities  mentioned  in  its 
title,  and  soon  to  be 
placed  in  partial  opera- 
tion. Mr.  Shannahan 
was  graduated  from 
Rensselaer  Polytechnic 
Institute  in  1894.  Enter- 
ing the  employ  of  the 
government  he  worked  for 
nine  months  as  a 
draught  sman  at  the 
Watervliet  arsenal.  This 
position  he  resigned  to 
enter  the  service  of  the 
New  York  Central  & 
Hudson  River  Railroad  at 
Rochester.  X.  Y.,  as  in- 
spector of  signals.  After 
several  years'  service  with 
this  company  he  became 
connected  with  the  Fonda 
Johnstown  &  Gloversville 
Railroad  as  chief  en- 
gineer. This  was  in  1899, 
and  just  about  the  time  the  Fonda  Johnstown  &  Gloversville 
Railroad  was  being  partially  equipped  for  electrical  operation.  In 
this  way,  during  the  next  four  years  Mr.  Shannahan  had  charge 
of  building  the  double-track  electric  line  between  Gloversville  and 
Schenectady,  X.  Y..  and  the  single-track  line  between  Amsterdam 
and  Hagaman.  On  January  1,  1903,  Mr.  Shannahan  was  made 
general  superintendent  of  the  company,  in  charge  of  both  steam 
and  electrical  operation,  and  at  the  same  time  was  elected  man- 
ager of  the  Edison  Electric  Light  &  Power  Company  of  Amster- 
dam, X.  Y.  Early  in  1904  he  was  elected  president  of  the  Adiron- 
dack Lakes  Traction  Company.  For  several  years  Mr.  Shannahan 
has  taken  an  active  interest  in  the  affairs  of  the  Street  Railway 
Association  of  the  State  of  New  York,  of  which  body  he  is  at  the 
present  time  president,  having  been  elected  to  that  office  in  June, 
1906.  Mr.  Shannahan  also  is  an  associate  member  of  the  Ameri- 
can Society  of  Civil  Engineers  and  during  1905  and  1906  served  as 
president  of  the  Rensselaer  Society  of  Engineers.  He  will  be 
succeeded  on  the  Fonda  Johnstown  &  Gloversville  Railroad  by 
Mr.   W.   H.    Collins,    master  mechanic  of  the  company. 

The  directors  of  the  Scioto  Valley  Traction  Company  have 
re-elected  Mr.  F.  A.  Davis  president  and  general  manager,  Mr.  W.  S. 
Courtright  vice-president,  and  Mr.  E.  R.  Sharp  secretary  and 
treasurer.  The  directors  also  accepted  the  resignation  of  Mr.  L.  C. 
Bradley  and  passed  the  following  resolution:  "Whereas,  Mr.  L.  C. 
Bradley,  who  has  been  the  superintendent  of  this  company  since 
it  began  operation,  has  tendered  his  resignation,  to  accept  a  posi- 
tion with  J.  G.  White  &  Co.;  be  it  resolved  by  the  board  of  directors 
of  this  company  that  the  resignation  of  Mr.  Bradley  be  accepted 
with  regret  and  that  in  accepting  said  resignation,  this  board 
takes  the  opportunity  to  express  its  appreciation  of  the  careful, 
faithful  and  efficient  service  which  Mr.  Bradley  has  rendered  to  the 
company,  with  notable  ability  and  capacity.  Be  it  further  resolved 
that  we  extend  to  Mr.  Bradley  our  best  wishes  for  his  future  suc- 
cess, and  commend  him  to  his  new  employes  as  a  capable  and 
efficient  operator  of  electric  railways."  At  the  close  of  the  directors' 
meeting  Mr.  Davis,  on  behalf  of  the  officers  and  employes  of  the 
company,  presented  Mr.  Bradley  with  a  Patek  Philllpe  watch.  In 
accepting  the  watch  Mr.  Bradley  expressed  his  regret  at  leaving 
■mpany  and  spoke  of  the  pleasant  relations  which  had  existed 
between  the  company,  Its  officers  and  himself.  Mr.  Davis  has 
Issued  the  following  circular:  "The  resignation  of  Mr.  L.  C.  Brad- 
ley as  superintendent  of  this  company  will  become  effective  on  May 
25.  Effective  on  May  26  the  following  appointments  are  hereby 
made:  Mr.  W.  V.  S.  Robb,  purchasing  agent  and  chief  clerk  to 
general  manager,  with  authority  to  use  the  name  and  signature  of 
the    general    manager    In    matters    of    operation.     Mr.    C.    Skinner, 


J.   N.  Shannahan. 


superintendent  in  charge  of  transportation,  mechanic  idway 

departments;  trainmaster,  shop  foreman  and  roadmaster  will  re- 
port to  and  receive  instructions  from  him.  Mr.  L.  K.  Leggett. 
trainmaster:  dispatchers  and  trainmen  will  report  to  and  receive 
instructions  from  him.  Mr.  George  A.  Stiles,  shop  foreman;  all 
employes  of  the  mechanical  department  will  report  to  and  r> 
instructions  from  him.  Mr.  P.  Maloney,  roadmaster;  all  employes 
of  the  roadway  department  will  report  to  and  receive  Instructions 
from  him.  Mr.  J.  O.  Bradfield,  general  freight  agent,  in  charge  of 
the  freight  traffic  department:  all  local  agents  and  station  employes 
will  report  to  and  receive  instructions  from  him.  Mr.  C.  Skinner. 
superintendent,  and  Mr.  J.  O.  Bradfield,  general  freight  agent,  will 
report  to  the  general  manager.  Mr.  F.  K.  Young,  auditor;  Mr 
Julian  Griggs,  chief  engineer;  Mr.  R.  Fullerton.  chief  electrician;  Mr. 
R.  W.  Parry,  chief  engineer  power  house;  Mr.  X.  E.  Rees,  passen- 
ger and  claim  agent;  and  Mr.  R.  E.  Wood,  storekeeper,  will  con- 
tinue in  charge  of  their  respective  departments  and  will  report 
to  the  general  manager." 

Mr.  L.  C.  Bradley,  for  the  past  three  years  superintendent 
of  the  Scioto  Valley  Traction  Company  at  Columbus.  O..  has 
resigned  his  position,  effective  on  May  25,  to  become  associated 
with  J.  G.  White  &  Co.  of  New  York  City.  Mr.  Bradley  was 
connected  for  a  number  of  years  with  Stone  &  Webster  of  Boston, 
Mass.,  serving  in  an  engineering  capacity  on  some  of  the  im- 
portant western  properties  of  this  company.  For  several  years 
previous  to  his  connection  "with  the  Columbus  property  he  was 
superintendent  of  the  Puget  Sound  Electric  Railway,  formerly 
the  Seattle-Tacoma  Interurban  Railway,  resigning  in  May,  1904. 
to  accept  a  similar  position  with  the  Scioto  Valley  Traction  Com- 
pany. This  company,  which  has  the  distinction  of  being  the 
first  in  Ohio  to  operate  its  interurban  lines  by  the  third  rail,  has 
since  become  one  of  the  most  important  of  the  third-rail  systems 
of  the  country,  and  to  Mr.  Bradley  is  due,  in  large  measure,  the 
rapid  development  to  its  present  high  state  of  efficiency.  His 
familiarity  with  third-rail  operation  has  led  to  his  present  appoint- 
ment, although  a  more  extended  range  of  work  covering  the 
supervision  of  the  reorganization  details  and  actual  operation  of 
properties  will  be  included  in  his  new  duties  and  will  afford  a 
wider  scope  for  his  executive  ability.  He  will  be  succeeded  by 
Mr.  Calvin  Skinner,  master  mechanic  of  the  Scioto  Valley  company. 

Mr.  Edward  W.  Moore  of  Cleveland.  O.,  president  of  the 
Lake  Shore  Electric  Railway,  the  Lorain  Street  Railroad  and  the 
Sandusky  Fremont  &  Southern  Railway,  has  recently  been  elected 
president  of  the  Cleve- 
land Painesville  &  East- 
ern Railroad  of  Wil- 
loughby,  O.,  as  announced 
in  last  week's  issue  of  the 
Electric  Railway  Review, 
succeeding  Mr.  Charles 
W.  Wason,  resigned.  Mr. 
Moore  was  born  in  Ohio 
on  July  3,  1864,  and  was 
educated  in  the  public 
schools.  He  began  his 
career  with  Everett, 
Weddell  &  Co.,  bankers, 
with  whom  he  remained 
from  1880  to  1S83.  and 
w-as  later  with  the  con- 
struction company  that 
built  the  New  York  Chi- 
cago &  St.  Louis  Railway. 
From  18S3  to  1888  he  was 
in  the  treasury  depart- 
ment of  the  railway. 
From  1888  to  1890  he  was 
with  the  East  End  Sav- 
ings &  Banking  Company 
and  was  one  of  the  or- 
ganizers and  the  first 
treasurer,  from  1891  to 
1899,  of  the  Dime  Savings 
&  Banking  Company.  From  1899  to  1901  he  was  vice-president 
of  this  company.  He  was  also  one  of  the  organizers  of  the 
Western  Reserve  Trust  Company.  He  is  a  director  in  numerous 
electric  traction  and  telephone  companies  in  and  around  Cleve- 
land. Toledo  and  Detroit,  many  of  which  he  helped  organize,  and 
now  devotes  his  whole  time  to  looking  after  his  large  financial 
interests.  Mr.  Moore  has  long  been  connected  with  the  develop- 
ment of  electric  railways  and  it  is  estimated  that  since  he  made 
his  first  street  railway  investment  in  the  East  Cleveland  Railroad 
in  1889  he  has  been  interested  in  traction  lines  aggregating  about 
3,000  miles.  The  more  important  properties  in  the  promotion  of 
which  he  has  been  Interested  include  the  Aurora  Elgin  &  Chicago 
Railway,  the  Scioto  Valley  Traction  Company,  the  Washington 
Baltimore  &  Annapolis  Electric  Railway,  the  Montreal  Street 
Railway  and  the  Syracuse  Rapid  Transit  Company.  He  is  at  pit-s- 
ent largely  interested  and  a  director  in  the  Detroit  United  Rail- 
way, the  Toledo  Railways  &  Light  Company,  the  Northern  Ohio 
Traction  &  Light  Company,  the  London  Street  Railway,  the 
Cleveland  Painesville  &  Eastern  Railway,  the  Lake  Shore  Electric 
Railway  and  the  Eastern  Ohio  Traction  Company.  He  was  elected 
president  of  the  Lake  Shore  Electric  Railway  In  January.  1906.  An 
extended  biography  of  Mr.  Moore  was  published  in  the  Street 
Railway  Review  of  March  15,   1906. 

Obituary. 

George    F.    Chapman,    vice-president    and    general    maim 
the  United  Railroads  of  San  Francisco,   died   in   that  city  on  May 
23,  after  a  brief  Illness  resulting  from  a  cold   contracted   the  pre- 
vious   Saturday,     which    rapidly    developed    Into    pneumonia.    - 


Edward   W.    Moore. 


732 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  22. 


Financial  News 


Manufactures  and  Supplies 


Barre  <£.  Montpelier  Power  &  Traction  Company,  Barre,  Vt. — 
Control  of  this  company  has  been  sold'  to  a  syndicate  represented 
by  Frank  M.  Corey,  president  of  the  First  National  bank  of  Mont- 
pelier, Vt.;  Edward  H.  Devitt.  Vermont  state  treasurer;  and  J.  M. 
Frost,  electrical  engineer.  The  company  operates  9.2  miles  of 
road,  extending  between  Barre  and  Montpelier. 

Detroit  United  Railway  Company. — It  is  announced  that  this 
company  has  purchased  the  property  of  the  Jackson  Ann  Arbor 
&  Detroit  Electric  Railway  Company,  which  has  done  some  con- 
struction  work   in   the   vicinity   of  Dearborn,   Mich. 

Ft.  Wayne  &  Wabash  Valley  Traction  Company,  Ft.  Wayne, 
Ind. — Gross  earnings  for  March  amounted  to  $92,500.22  as  compared 
with  $79,991. S2  in  March,  1906.  Operating  expenses  were  $58,844.24 
in  March,  1907  and  $51,472.90  in  March,  1906,  leaving  net  earnings  of 
$33,655.98  and   $28,518.92,  respectively. 

Grand  Rapids  Grand  Haven  &  Muskegon  Railway  Company, 
Grand  Rapids,  Mich. — At  a  meeting  of  stockholders  on  May  21  the 
following  directors  were  elected:  George  C.  Smith  of  Pittsburg, 
Pa.;  Wallace  Franklin  of  Detroit,  Thomas  F.  Carroll  of  Grand 
Rapids,   Sydney  E.  Junkins  and  Carl  M.  Vail  of  New  York  City. 

Grand  Valley  Radial  Railway,  Brantford,  Ont. — It  is  announced 
that  this  company  will  be  formed  to  acquire  the  properties  of 
the  Brantford  Street  Railway  Company,  the  Grand  Valley  Radial 
Company  and  the  Woodstock  &  Ingersoll  Railway  Company. 

Hudson  Valley  Railway,  Glens  Falls,  N.  Y. — Earnings  for  the 
quarter  ended  March  31  were  as  follows: 

Quarter  ended  March  31 —                       1907.            1906.  1905. 

Gross     $107,884         $96,69S  $80,993 

Expenses     103,602          73,453  72,821 

Net     $     4,282         $23,245         $  8,172 

Other  income    1.78S  2,664  3,969 

Total  income   $     6,070        $25,909        $12,141 

Charges    50,029  64,178  63,171 

Deficit     $  43,959         $38,269         $51,030 

North  American  Company. — In  offering  for  sale  the  new  issue 
of  short-time  notes  of  this  company,  Lee,  Higginson  &  Co.  and 
Redmond  &  Co.  give  the  following  statement  of  earnings:  "The 
surplus  earnings  for  1906  of  the  principal  companies  in  which  the 
North  American  Company  is  interested,  after  deducting  all  operat- 
ing expenses,  reserves,  interest  charges  and  dividends  paid, 
amounted  to  $1,193,9S4.66,  of  which,  if  distributed,  the  share  of  the 
North  American  Company  would  have  been  $886,518.58.  The  net 
cash  income  of  the  company  for  the  fiscal  and  calendar  year  1907 
is  estimated  at  $1,850,000,  or  $1,600,000  in  excess  of  the  total  interest 
charges  upon   the  entire  authorized   issue  of  notes. 

St.  Joseph  (Mo.)  Railway  Light  Heat  &  Power  Company. — 
The  New  York  stock  exchange  has  listed  $58,000  additional  5  per 
cent  first  mortgage  bonds  of  this  company.  These  bonds  were 
issued  on  account  of  the  following  expenditures  for  improvements  to 
the  property: 
Extension  and  reconstruction  of  tracks,   Including  special 

work    $  3,377.52 

Extension  of  overhead  lines — railway 561.50 

New  paving    17,326.86 

New  electric  cars,  trucks  and  motors 9,654.93 

Construction  of  tunnel  4,650.83 

Power  house  equipment   26,265.91 

New  car  shops  563.64 

Extension   of   overhead   lines,   new   transformers   and   new 

meters,  light  and  power  department 6,819.52 

Extension  of  steam  heat  lines   5.00 

Total   $69,225.71 

Western  Railways  &  Light  Company. — We  are  officially  advised 
that  this  company  has  been  organized  as  a  holding  company, 
which  will  take  over  the  following  properties,  controlled  by  W.  B. 
McKlnley  of  Champaign,  111.,  and  W.  B.  Duncan  of  Portland,  Me.: 
Quincy  (111.)  Railway  Company,  Galesburg  (111.)  Railway  &  Light 
Company,  Citizens'  Lighting  Company  of  La  Salle  and  Peru,  111., 
Illinois  Valley  Railway  Company,  La  Salle,  111.,  and  Wichita  (Kan.) 
Railway  &  Light  Company.  The  Western  Railways  &  Light  Com- 
pany will  have  no  connection  with  the  Illinois  Traction   Company. 

Wilmington  New  Castle  &  Southern  Railway  Company,  New 
Castle,  Del. — Wilmer  Palmer  and  J.  Chester  Gibson  of  Wilmington, 
Del.,  were  appointed  receivers  of  this  road  on  May  23.  The  com- 
pany operates  16  miles  of  road  between  Wilmington,  New  Castle 
and  Delaware  City. 


ROLLING  STOCK. 


Dividends    Declared. 


Tramway  Rural,  Buenos  Aires,  S.  A.,  is  reported  in  the  market 
for  75  electric  cars. 

Eugene  &  Eastern  Railway,  Portland,  Ore.,  now  under  con- 
struction, has  placed  an  order  with  The  J.  G.  Brill  Company  for  a 
number  of  cars.     E.  W.   Hall,   secretary,  Portland,   Ore. 

Waupaca  Electric  Light  &  Railway  Company,  Waupaca,  Wis., 
expects  to  purchase  soon  one  double-truck  closed  car,  with  a  seat- 
ing capacity  of  48  passengers. 

Sioux  City  Traction  Company,  Sioux  City,  la.,  is  building  four 
trailer  cars  at  its  own  shops,  in  addition  to  the  six  summer  cars 
reported  in  the  Electric  Railway  Review  of  February  9. 

Delta  Electric  Light  Power  &  Manufacturing  Company,  Green- 
ville, Miss.,  is  in  the  market  for  two  closed  vestibuled  cars,  having 
cross  seats,  with  a  seating  capacity  of  28  to  32  passengers. 

Whatcom  County  Railway  &  Light  Company,  Bellingham, 
Wash.,  is  building  an  electric  locomotive  and  one  express  car  at 
its  own  shops  and  has  also  placed  an  order  for  three  passenger  cars. 

Worcester  Consolidated  Street  Railway,  Worcester,  Mass.,  is 
receiving  bids  on  five  large  closed  suburban  cars  and  will  award 
the  contract  in  a  few  days.  The  cars  are  for  use  on  the  Clinton 
Hudson  &  Leominster  Railway. 

Mexico  Santa  Fe  &  Perry  Traction  Company,  a  projected  line 
from  Perry  to  Mexico,  Mo.,  a  distance  of  27  miles,  will  be  in  the 
market  for  rolling  stock  in  about  30  days.  S.  L.  Robinson,  presi- 
dent,  Mexico.   Mo. 

Wagner  Lake  Shore  &  Armour  Traction  Company,  recently  in- 
corporated to  build  a  new  line  in  South  Dakota,  it  is  reported  will 
purchase  new  rolling  stock  in  about  90  days.  A.  H.  Pease,  Wagner, 
S.  D.,  may  be  addressed. 

Indianapolis  &  Eastern  Railway,  Indianapolis,  Ind.,  has  placed 
an  order  with  the  Cincinnati  Car  Company  for  five  combination 
passenger,  smoking  and  baggage  cars,  to  be  61  feet  6  inches  in 
length,  in  addition  to  the  the  10  similar  cars  previously  reported. 

Pittsburg  &  Westmoreland  Railway,  Pittsburg,  Pa.,  will  soon 
place  an  order  for  four  or  seven  semi-convertible  cars,  to  be 
equipped  with  Monitor  roofs  and  four  50-horsepower  motors  each. 
R.  W.  Marshall  &  Co.,  95  Liberty  street.  New  York,  will  place  the 
order. 

Chicago  South  Bend  &  Northern  Indiana  Railway,  South  Bend, 
Ind.,  as  reported  in  the  Electric  Railway  Review  of  March  9,  has 
placed  an  order  with  the  Cincinnati  Car  Company  for  10  interurban 
cars  61  feet  6  inches  in  length.  These  will  be  the  same  width  as 
standard  steam  passenger  coaches  and  will  be  mounted  on  Baldwin 
M.  C.  B.  trucks. 

Virginia   Passenger  &   Power  Company,  Richmond,   Va.,   as  re- 
ported in  the  Electric  Railway  Review  of  May  18,   has  ordered   20 
semi-convertible  cars  from  The  J.  G.  Brill  Company.    The  specifica- 
tions call  for  the  following  details: 
Seating  capacity.. 42  passengers       Height,   track  to  trolley  base. 

Wheel  base   4  ft.   6  in.  11  ft.   11  in. 

Width  over  all 8  ft.  4  in.       Body    Wood 

Underframe   . . .  .Wood  and  steel 

Special    Equipment. 


Headlights     12-inch — Dash 

Interior  finish   Cherry 

Motors    4  GE-90 

Retrievers    Knutson 

Trucks     Brill 

Platform    Detroit 


Chattanooga  (Tenn.)  Railways  Company,  preferred,  quarterly, 
H4  per  cent. 

Metropolitan  Street  Railway,  New  York,  quarterly,  1%  per  cent. 

Metropolitan  West  Side  Elevated  Railway,  Chicago,  preferred, 
quarterly,  three-fourths  of  1  per  cent. 

Norfolk   (Va.)  Railway  &  Light  Company,   1  per  cent. 


Air  brakes   Westinghouse 

Curtain    fixtures    

Curtain   Supply  Co. 

Curtain  material Pantasote 

Destination    signs... Four — glass 

Fenders    Providence 

Heating  system   Electric 

Sacramento  Electric  Gas  <£.  Railway  Company,  Sacramento,  has 
placed  an  order  for  44  closed  cars,  to  be  built  at  the  Sacra- 
mento shops  of  the  company.  These  cars  are  now  under  construc- 
tion and  will  be  put  into  service  by  the  Union  Traction  Company 
at  Santa  Cruz,  Santa  Clara  Interurban  Railway  at  Palo  Alto.  San 
Jose  &  Santa  Clara  County  Railroad  at  San  Jose,  and  the  Sacra- 
mento Electric  Gas  &  Railway  Company.  The  specifications  call 
for  the  following  details: 

Seating  capacity.. 44  passengers       Height,  inside   8  ft.  6  in. 

Weight    62,500    lb.  Sill  to  trolley  base. .  .9  ft.  7  in. 

Wheel  base   4  ft.  Track   to    trolley   base 

Length,  body  20  ft.  6  in.  11  ft.   11  in. 

Over  vestibule    39  ft.   5  in.       Body    Wood 

Width,  inside   7  ft.  6  in.       Underframe    Steel 

Over  all   8  ft.  6  in. 

Special    Equipment. 

Fenders    Clark       Seats Hale  &  Kilburn 

Gears  and  pinions. General  Elec.        Trolley      poles      and      attach- 

Headlights    ments   General  Electric 

Boesch  Lamp  &  Reflector  Co.       Trucks  Builders'  standard 

Interior  finish   Varnish    Valentine's 

Ash — natural  wood       Ventilators Deck  sash 

Motors    2  GE-54       Vestibule    California   type 

Paint    Valentine's       Couplers    ....Builders'    standard 

Roofs   Heavy  duck 


June  1.  19HT 


ELECTRIC    RAILWAY    REVIEW 


733 


SHOPS   AND    BUILDINGS. 


Buffalo  &  Lake  Erie  Traction  Company.  Buffalo.  N.  Y.— This 
company's  car  house  at  Blaisdell.  N.  V..  was  destroyed  by  fire  on 
May   22.    together   with    25    cars. 

Grand  Rapids  Grand  Haven  &.  Muskegon  Railway,  Grand 
Rapids.  Mich. — The  directors  at  the  recent  annual  meeting  decided 
to  erect  a  new  freight  depot  and  car  house  at  Muskegon  at  once. 

Kalamazoo  Lake  Shore  &  Chicago  Traction  Company.  Kala- 
mazoo, Mich. — This  company  is  planning  the  construction  of  a 
passenger  station  and  freight  yards  at  Kalamazoo  and  South 
Hayen.    Mich. 

Omaha  &  Council  Bluffs  Street  Railway,  Omaha.  Neb.— This 
company  has  completed  a  deal  for  the  purchase  of  a  piece  of  land, 
262  by  6S5  feet,  on  the  corner  of  Tenth  and  Dorcas  streets,  Omaha, 
on  which  will  be  erected  a  car  house,  150  by  450  feet,  for  the 
accommodation    of   the    Harney,    Farnani   and   Dodge   street   cars. 


TRADE  NOTES. 


Patrick  H.  Joyce,  president  of  the  Illinois  Bolt.  Xut  &  Forging 
Company.   Chicago,  died  suddenly  of  apoplexy  on  May  24. 

Francis  Ludlow  Clark,  chief  engineer  of  the  Westinghouse  Air 
Brake  Company.  Pittsburg,  died  on  May  26  from  paralysis.  He  was 
65  years  of  age. 

Lord  Electric  Company.  New  York,  has  been  incorporated 
with  a  capita!  stock  of  »100,000,  by  Frederick  W.  Lord,  Thomas  P. 
Curtis    and    Robert    H.    Hallowell. 

Fred  A.  Daley,  formerly  treasurer  and  manager  of  the  Under- 
feed Stoker  Company  of  America,  Marquette  building.  Chicago,  has 
been  elected  president  and  treasurer  of  the  company,  effective  on 
May   24. 

Fairbanks.  Morse  &  Co.,  Chicago,  have  leased  for  20  years  the 
property  on  the  southwest  corner  of  Eldridge  court  and  Wabash 
avenue,  upon  which  the  company  will  erect  an  8-story  building  of 
brick  and  steel  construction,  with  ground  dimensions  of  42%  by 
165%    feet. 

Interurban  Construction  Company  lias  been  incorporated  in 
Colorado  with  a  capitalization  of  $150,000,  for  the  purpose  of  con- 
ducting a  general  contracting  and  engineering  business.  George 
S.  Van  Law  of  Denver.  Henry  P.  Dickinson  and  Eben  X.  Reaser 
are  interested. 

E.  H.  Symington,  western  sales  manager  of  the  T.  H.  Syming- 
ton Company,  who  was  seriously  hurt  on  May  18  while  riding  in 
Lincoln  park,  is  slowly  recovering.  Although  he  has  not  entirely 
regained  consciousness,  there  is  a  marked  improvement  in  his  con- 
dition since   our  issue  of  last   week. 

Columbia  Metal  Supply  Company.  Brooklyn.  X.  Y..  has  been 
incorporated  for  the  purpose  of  manufacturing  engines,  boilers, 
machinery,  tools,  etc.  The  incorporators  are:  Charles  A.  Wessell. 
300  Carlton  avenue.  Brooklyn:  F.  H.  Wessell.  and  Burnham  W. 
King.    31S   West   Eighty-fourth    street,    Xew    York. 

Stanley-G.  I.  Electric  Manufacturing  Company.  Pittsfleld, 
Mass..  has  had  plans  prepared  for  a  3-story  foundry  building.  A 
portion  of  this  will  he  the  main  casting  room  for  generator 
frames.  beds.  etc..  while  another  department  will  be  used  to  cast 
small  parts  of  machinery-  The  structure  will  cost  approximately 
$300,000,  and  a  large  amount  will  be  expended  for  new  machinery, 
including    cranes,    pattern    making    and    casting    machinery. 

Joseph  H.  Berry,  prominent  in  industrial  affairs  and  the  head 
of  Berry  Brothers,  manufacturers  of  varnishes,  Detroit,  Mich.,  died 
on  May  22  from  inflammatory  rheumatism.  He  was  born  in  Eliza- 
beth. X.  J.,  in  1839,  and  went  to  Detroit  at  the  age  of  17  years. 
He  was  the  projector  of  the  Detroit  Terminal  Railroad  and  carried 
its  construction  forward  until  it  was  purchased  by  other  roads.  He 
was  president  of  the  Dwight  Lumber  Company  and  of  the  Detroit 
Heating  &  Lighting  Company,  and  was  actively  interested  in 
numerous  other  companies,  with  lines  of  manufacture  covering 
car  wheels,  pressed  steel  barrels,  pig  iron  and  sugar.  He  was  also 
a  director  of  the  Commercial  National  bank  of  Detroit. 

Sirocco  Engineering  Company  has  recently  been  incorporated 
in  Xew  Jersey  for  the  purpose  of  the  American  manufacturing 
rights  of  the  Sirocco  Engineering  Works  of  Belfast,  Ireland.  The 
company  has  been  capitalized  at  $500,000  and  has  opened  offices 
in  the  new  West  Street  building.  140  Cedar  street.  New  York.  A 
temporary  plant  will  be  erected  at  the  Bush  Terminal  stores, 
South  Brooklyn,  and  later  on  permanent  works  will  be  built  near 
Xew  York  City.  The  plant  is  to  be  devoted  to  turning  out 
ventilating  fans,  blowers,  engines,  pumps  and  other  apparatus 
made  at  the  Belfast  works.  Samuel  C.  Davidson  of  Davidson  & 
Co.,  owner  of  the  Belfast  works,  is  president  of  the  company. 
The  vice-president  is  William  C.  Redfleld,  formerly  president  of 
J.    H.    Williams    .>;    Co.    of   Brooklyn. 

Industrial    Engineering    &    Supply    Company,    S.    A.,    of    Mexico 

M     :  .   has  recently  been  organized  to  do  a  general  machinery 

■apply   business,    and    for   this   purpose   has  acquired   a   4-story 

building    at    Alcanceria    Xo.    27.    where    the    company    will    keep    in 

sto<  k   a  large   portion  Is   and   where  the   headquarters   of 

the  company  will  be  located.  The  president  of  the  company, 
W.  W.  Wheatly.  was  formerly  president  and  general  manager 
of  the  Mexico  City  Tramway.  James  A  Pierce,  general  man- 
ager, was  formerly  general  superintendent  of  the  Mexico  Train- 
at     on,-     ii  til     with     Rossiter. 


McGovern  Jk  Co.  of  .\ew  York.  The  general  sales  agent  is 
William  C.  Benbow.  who  for  many  years  has  been  in  Mexico  en- 
gaged in  selling  mining,  milling  and  manufacturing  machinery 
and  electrical  supplies.  Mr.  Benbow  will  represent  in  the  future 
the  Wellman-Seaver-Morgan  Company  of  Cleveland,  as  well  as 
the  Industrial  Engineering  &  Supply  Company,   S.  A. 

Under-Feed  Stoker  Company  of  America.  Marquette  building, 
Chicago,  reports  among  recent  sales  one  to  the  Amoskeag  Manu- 
facturing Company,  operating  the  largest  cotton  mill  in  the  United 
States,  which  has  placed  its  fourth  ord.er  for  28  Jones  stokers, 
making  a  total  of  an  even  100  purchased  by  that  company  and  its 
allied  interests.  Sixty  of  this  number  have  been  in  operation  for 
some  time  past  in  the  Manchester  mills,  controlled  by  the  Amos- 
keag Manufacturing  Company,  and  12  in  the  Amoskeag  plant  since 
1902,  where  the  fourth  order  for  2S  will  be  installed.  The  York 
Manufacturing  Company,  Saco,  Me.,  now  operating  21  Jones 
stokers,  the  result  of  three  orders,  the  first  of  which  was  placed 
in  September,  1902,  has  contracted  for  an  additional  12  stokers, 
which  will  make  a  total  of  33  in  its  plant. 

G.  U.  G.  Holman  has  been  appointed  manager  of  the  electrical 
department  of  the  Boston  branch  of  the  H.  W.  Johns-Manville 
Company,  New  York,  and  has  already  entered  upon  his  new  work. 
Mr.  Holman  is  well  known  in  electrical  circles.  After  graduating 
from  the  Massachusetts  Institute  of  Technology,  he  was  for 
several  years  with  the  Thomson-Houston  and  General  Electric 
companies  in  Lynn,  Mass.,  Xew  York  City  and  also  in  Minnesota. 
He  left  the  General  Electric  Company  in  1892  to  become  railway 
engineer  of  the  Mather  Electric  Company  of  Manchester,  Conn., 
and  later  was  engaged  in  the  lighting  field  in  Philadelphia  for  five 
years.  In  the  last  few  years  he  has  been  connected  with  the 
construction  and  operation  of  electrical  enterprises  in  New  York, 
Philadelphia  and  Canada,  and  is  ably  qualified  to  make  the  most  of 
the  opportunities  offered  him  in  his  new  field. 

Electric  Service  Supplies  Company,  Philadelphia,  manufacturer 
of  electrical  and  mechanical  supplies,  announces  that  Willis  V. 
Sweeten,  formerly  with  the  Elmer  P.  Morris  Company,  X'ew  York, 
has  been  appointed  to  a  position  with  the  Electric  Service  Supplies 
Company.  Mr.  Sweeten  will  travel  through  Xew  York  state  and 
will  make  his  headquarters  at  the  Xew  York  office  of  the  com- 
pany. 2  Rector  street.  F.  C.  Peck,  formerly  real  estate  agent 
for  the  Delaware  &  Hudson,  is  now  connected  with  this  company 
in  Philadelphia,  covering  the  Philadelphia  trade.  T.  F.  McKenna, 
who  for  some  years  has  been  traveling  for  Machado  &  Roller  of 
Xew  York  City,  is  now  traveling  in  Pennsylvania  for  the  Electric 
Service  Supplies  Company,  making  his  headquarters  at  the  Mayer 
&  Englund  department  in  Philadelphia.  This  company  is  the  gen- 
eral sales  agent  for  the  Xational  trolley  guard,  which  was  described 
in  the  Electric  Railway  Review  of  May  18.  on  page  667.  • 

John  A.  Walker,  vice-president,  treasurer  and  a  director  of 
the  Joseph  Dixon  Crucible  Company,  of  Jersey  City,  N.  J.,  died  of 
heart  disease  on  May  23,  at  his  home  in  that  city.  He  was  born 
in  New  York  City  on  Sep- 
tember 22,  1837.  He  en- 
tered the  employ  of  Jo- 
seph Dixon  &  Co.  in  1867 
and  in  the  following  year 
became  secretary  of  the 
newly  organized  Crucible 
company.  Since  that  time 
he  has  spent  his  business 
life  in  official  capacities 
directing  the  interests  of 
the  company.  His  ability 
and  foresight  as  a  man- 
ager and  his  knowledge 
of  industrial  and  com- 
mercial conditions  made 
him  the  recipient  of  many 
honors.  At  the  convention 
of  the  National  Associa- 
tion of  Stationers  and 
Manufacturers  at  St. 
Louis,  in  October,  1905,  he 
was  elected  first  vice- 
president.  He  was  ap- 
pointed by  the  governor 
of  New  Jersey  as  a  rep- 
resentative delegate  to 
the  national  convention 
for  the  extension  of  the 
foreign  commerce  of  the 
United  States,  held  in  Washington,  in  January,  1907.  He  was 
first  vice-president  of  the  Colonial  Life  Insurance  Company  and  a 
director  of  the  Title  Guarantee  &  Trust  Company.  He  was  a 
member  of  the  board  of  trade,  the  Union  League  Club,  the  Cosmos 
Club,  the  Carteret  Club  and  the  Twilight  Club  of  New  York  City. 

Tweedy- Randolph    Company,    dealer    in    railway    supplies,    with, 
offices  in  the  Fisher  building.  Chicago,  was  incorporated  in  Novem- 
ber,   1906,  with  the  following  officers:    President,  S.  F.  Randolph,  Jr.; 
treasurer.  O.   S.   Tweedy;  secretary  and  manager.  P.  W.  Hood.     Mr. 
ii l  was  for  four  years  manager  of  the  western  railway  depart- 
ment  of   i1  nd    Rubber   Company  of  Akron.   O.,    with    head- 
quarters in  Chicago.     The  company  is  railway  representative  in  Chl- 
of   the   Gutta   Percha  &    Rubber   Manufacturing   Company   of 
New    York    City,    manufacturer    of    air    brake,    steam,    water,    car- 
Ing  and   tender  hose;   also  packings,   mattings,   etc.     The  com- 
presentatlve    of    the    Washburn    Steel    Castings 

,v     Coup) mpany     of   Minneapolis,     Minn.,     manufacturer    of 

couplets  for  locomotives,  locomotive  tenders,  freight  and  passenger 


John   A.   Walker. 


734 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  Xo.  22. 


cars,  as  well  as  steel  couplers  for  interurban  and  city  electric 
cars;  also  for  J.  H.  Gautier  &  Co..  Jersey  City.  N.  J.,  manufac- 
turers of  crucibles.  In  addition  to  these  cited  the  company 
handles  hard  rubber  battery  .iars  for  train  lighting,  rubber  and 
leather  belting,  cedar  and  cypress  poles  and  seat  springs  for  rail- 
way coaches,  etc.,  the  latter  article  being  manufactured  by  the 
company   at   its   Jackson,    Mich.,    factory. 

Union  Electric  Company  and  the  General  Railway  Supply 
Company,  both  of  Pittsburg.-  have  consolidated  their  interests  and 
will  be  operated 'hereafter  under  the  name  of  the  Union  Electric 
Company.  The  new  company  is  capitalized  at  $250,000.  The  fol- 
lowing officers  have  been  elected:  George  Yv.  Provost,  president; 
Percy  R.  Frost,  vice-president  and  manager  of  lighting  depart- 
ment; J.  P.  Provost,  treasurer;  L.  H.  Keller,  secretary.  Thomas 
M.  Cluley  has  been  appointed  manager  of  the  railway  department. 
The  new  company  will  continue  the  sale  of  railway,  power,  marine 
and  telephone  supplies  and  will  also  continue  the  agencies  carried 
by  the  General  Railway  Supply  Company,  namely,  R.  D.  Nuttall 
Company,  gears,  pinions  and  trolleys:  International  Register  Com- 
pany's products;  General  Electric  line  material  and  rail  bonds: 
Crouse-Hinds  arc  headlights;  Locke  high-tension  insulators,  and 
Wilson  trolley  clutches;  also  motor  and  controller  parts  for  West- 
inghouse  and  General  Electric  apparatus. 


furnace  to  the  boiler.  This  is  especially  valuable  in  the  Scotch 
marine  type  of  boiler,  largely  used  in  electric  railway  and  pumping 
stations,  since  by  connecting  the  down-comers  to  the  shell  of  the 
boiler  directly  beneath  the  furnaces,  a  rapid  positive  circulation 
is  established  in  that  portion  of  the  boiler  in  which  ordinarily 
the  circulation  is  almost  totally  missing. 

A  further  gain  resulting  from  the  use  of  the  Hawley  furnace  is 
an  increased  heating  surface.  This  materially  adds  to  the  capac- 
ity of  the  plant  without  the  installation  of  further  boilers,  and  is 
a  point  of  considerable  importance  in  plants  working  beyond  their 
norma]   capacity. 

This  system  of  combustion  is  installed  by  the  company  under 
rigid  guarantees  of  performance  which  insure  the  customer  against 
risk  of  any  kind,  and  the  better  operation  of  the  furnaces  effects  a 
large  economy  in  fuel  consumption.  The  furnaces,  it  is  stated, 
practically  earn  their  cost  in  less  than  two  years.  During  the  past 
17  years  of  the  company's  existence  over  6,000  furnaces,  with  an 
aggregate  horsepower  of  about  1,650,000,  have  been  installed,  both 
in  this  country  and  abroad. 


RED    "E"    SOLDERING    PASTE. 


CHANGES   IN   THE    REVIEW   STAFF. 


Mr.  John  B.  Bennett,  formerly  connected  with  the  Street 
Railway  Journal  and  more  recently  manager  of  the  Munici- 
pal Journal  and  Engineer,  has  joined  the  business  staff  of  the 
Electric  Railway  Review  as  eastern  manager,  with  office  at  150 
Nassau  street,  New  York  City.  Mr.  Bennett's  strong  individuality, 
his  wide  acquaintance  in  the  street  and  electric  railway  field  and 
his  large  practical  experience  in  the  business  of  publishing  tech- 
nical journals  make  him  a  strong  addition  to  our  already  strong 
organization. 

Mr.  C.  R.  Mills,  who  has  for  several  years  been  advertising 
representative  of  The  Railway  Age,  has  been  appointed  western 
advertising  manager  of  the  Electric  Railway  Review,  with  head- 
quarters at  the  general  offices  in  Chicago. 

Mr.  E.  J.  Hunt  has  been  transferred  from  the  circulation  to 
the  advertising  department  and  will  be  district  manager  in  charge 
of  advertising  in  the  central  territory,  with  office  at  Cleveland,  O. 

Mr.  William  Padget.  who  has  hitherto  represented  the  Review 
in  the  east,  has  been  appointed  district  manager  of  The  Railway 
Age,    with   office   at   Cleveland. 


The  desirability  of  securing  a  soldering  flux  put  up  in  such 
form  as  to  be  convenient  and  cleanly  to  handle,  easily  and  quickly 
applied  and  at  the  same  time  achieve  satisfactory  results  and 
"keep"  indefinitely,  is  realized  by  electricians,  linemen  or  repair 
or  shop  men  having  use  for  a  preparation  of  this  nature  in  either 
large  or  small  quantities.  The  demand  for  a  combination  of  these 
desirable  features  also  has  been  recognized  by  manufacturers  and 
from  time  to  time  there  have  been  placed  upon  the  market  pastes 
designed  to  meet  these  requirements. 

A  soldering  flux  which,  although  new  to  the  public,  has  been 
tested  and  said  to  have  proved  satisfactory  in  every  way  is  known 
as  the  Red  "E"  soldering  paste  and  is  a  product  of  the  Chase- 
Shawmut  Company  of  Newburyport,  Mass.  This  paste  is  put  up 
in  collapsible  tubes  of  sizes  convenient  for  carrying  in  the  pocket 
or  the  tool  bag,  the  smaller  size  being  %  by  4  inches  and  the 
larger  1  by  6  inches.  It  is  said  to  be  non-corrosive  and  there- 
fore does  not  eat  into  but  cleans  the  surfaces  to  which  it  is  applied, 
thus  allowing  the  solder  to  run  freely  and  affording  more  satis- 
factory results.  The  paste  also  is  said  to  be  but  little  affected  by 
temperature,  weather  or  the  material  with  which  it  comes  in  con- 
tact, and  therefore  will  keep  indefinitely. 

The  combination  of  these  desirable  qualities,  together  with  the 
low  price  for  which  it  is  sold,  should  serve  to  make  this  product  of 
considerable  value. 


HAWLEY    DOWN    DRAFT    FURNACE. 


At  no  time  during  the  history  of  the  steam  engine  and  boiler 
has  there  been  carried  on  such  a  lively  crusade  as  that  which  is 
now  being  prosecuted  by  municipalities  against  factories,  lighting 
and  railway  plants  which  are  producing  smoke.  With  ordinary 
grates  it  is  well  know'n  that  it  is  an 
absolute  impossibility  to  prevent  the 
formation  of  smoke.  It  is  quite  im- 
possible to  secure  firemen  who  will 
properly  work  the  fires  so  as  to  coke 
the  coal  and  to  regulate  the  upper 
draft  so  that  the  volatile  gases  which 
are  distilled  from  the  green  fuel  are 
properly  mixed  with  the  required  vol- 
ume of  air  at  a  sufficiently  high  tem- 
perature to  insure  complete  combus- 
tion. 

There  are  practically  no  engineers 
who  do  not  recognize  the  coking 
method  as  the  only  satisfactory  and 
proper  method  of  obtaining  complete 
combustion,  and  as  this  method  is 
acknowledged  superior  to  all  others, 
it  has  been  adopted  as  the  operating 
basis  of  the  improved  Hawley  down 
•draft  furnace,  manufactured  by  the 
Hawley  Down  Draft  Furnace  Com- 
pany of   New   York  and   Chicago. 

These  furnaces,  as  it  will  be  seen 
from  the  illustration,  consist  of  an 
ordinary  grate,  above  which  is  located 
a  second  grate  formed  of  water  tubes 
expanded  into  front  and  back  headers, 
which  are  connected  respectively  with 
the  lower  and  upper  portion  of  the 
boiler,  the  exact  location  of  the  con- 
nections depending  upon  the  type  and 
the  design  of  boiler  to  which  the  fur- 
nace  is  fitted. 

The  operation  of  the  grate  is  as  follows:  The  fire  on  the  upper 
grate  distills  the  volatile  matter  from  the  green  coal  as  it  is  fired, 
which  is  then  drawn  downward  and  mixed  with  the  proper  amount 
of  air  directly  above  the  incandescent  coke,  thus  maintaining  the 
temperature  of  the  gases  sufficiently  high  to  insure  perfect  com- 
bustion and  preventing  the  formation  of  at  least  90  per  cent  of 
the  smoke.  The  coke,  formed  by  the  distillation  process  on  the 
upper  grate,  gradually  falls  onto  the  lower  grate,  where  it  burns 
freely  with  an  intense  heat;  the  two  processes  (being  thus  separate) 
are   carried   out   under  the  most  favorable  conditions. 

The  green  coal  may  either  be  charged  onto  the  water-tube 
grate  automatically  through  chutes  from  overhead  bunkers  or  may 
be  charged  by  hand  through  the  upper  firing  doors.  It  is  self- 
evident  that  besides  insuring  complete  combustion,  further  econo- 
mies are  assured  by  the  use  of  this  grate,  because  of  tiie  materially 
increased   circulation,   resulting  from  the  method  of  connecting   the 


Electric    Railway   Guide   for   Chicago   and    Vicinity. 

The  Chicago  and  Interurban  Trolley  Guide  Company  of  Chi- 
cago has  issued  an  electric  railway  guide  to  Chicago  and  vicinity, 
a     booklet    of    40    pages    containing   schedules    of    the    cities,    towns, 


Hawley    Downdraft    Furnace. 

villages,  suburbs  and  amusement,  summer  and  fishing  resorts  which 
may  be  reached  by  electric  railways,  giving  maps,  fares,  time 
and  mileage  to  such  points.  Chicago  is  now  well  provided  with 
electric  railways,  both  trolley  and  third  rail,  which  put  the  residents 
of  the  city  within  easy  reach  of  the  many  points  of  interest.  The 
lines  out  of  Chicago  include  the  Aurora  Elgin  &  Chicago  Railway, 
the  Chicago  &  Joliet  Electric  Railway,  the  Chicago  &  Southern 
Traction  Company,  the  South  Chicago  City  Railway,  the  Chicago  & 
Milwaukee  Electric  Railroad,  the  Calumet  Electric  Railway  and 
the  Chicago  Riverside  &  Lagrange  Suburban  Railroad. 

Joseph  T.  Ryerson  &  Son,  Chicago,  have  had  plans  prepared 
by  Ritter  &  Mott,  204  Dearborn  street.  Chicago,  for  a  warehouse 
and  office  building,  to  be  built  at  Rockwell  and  Fifteenth  streets. 
The  building  will  be  one  and  three  stories  in  height,  of  fireproof 
construction,   with   brick   exterior  and   concrete  foundation. 


4 


(M1W 


Chicago:  160  Harrison  Street 


PUBLISHED  EVERY  SATURDAY  BY  THE  WILSON  COMPANY,  CHICAGO 

Entered  at  the  Postoffice,  Chicago,  111.,  as  Second-class  Matter. 

Subscription  in  advance,  including  special  daily  editions  published  from  time 

to  time  in  places  other  than  Chicago,  postage  free: 

United  States  or  Mexico,  $2; 

Canada,  $3,511;  Postal  Union  Countries,  $5;  Single  Copy,  10  cents. 


New  York:  150  Nassau  Street 


Vol.  XVII,  No.  23 


CHICAGO,  JUNE  8,  1907 


Whole  No.  215 


TABLE   OF   CONTENTS. 


Editorial: 

— Key  Seats  in  Axle  Gear-Fits 735 

— Adjusting  the  Trolley  Springs    735 

— Well   Built   Portable    Substations 735 

— Forms  in  Freight  Accounting   736 

— New  York  Public  Utilities  Law   736 

— A  Good  Roadbed  and  Track   736 

— Permanence  in  Power  House  Design    7::" 

Defrauding  with  Duplicate  Registers   7:!7 

The  Northern  Electric  Railway   (Illustrated) 7::n 

Second     Meeting     of     the     Central     Electric     Accounting     Con- 
ference        7-1  i 

Public  Utilities  Law  in  New  York 7  1", 

Turbo-Generating  Plant  of   the   Potomac   Electric   Power   Com- 
pany.  Washington.   D.    C.    (Illustrated) 747 

Personality  in  Handling  Employes.     By  H.  H.  Vreeland 750 

An  Air-Operated  Yard  Crane   (Illustrated) 751 

Extension  of  the  Southwestern  Traction  Company 751 

Valves    of    Reduced    Dimensions    (Illustrated) ,.    752 

Important  Consolidation  Desired  in  Massachusetts 752 

Temporary  Hoods  for  Open  Platforms    (Illustrated) 753 

Fiesta  Floats  at  Los  Angeles   (Illustrated) 753 

A  One-Man  Drum  Carriage   (Illustrated)    753 

Book  Table  734 


Piping   and    Power   Station    Systems— XLII.     By   W.    L.    Morris, 

M.  E.   (Illustrated )    755 

Recent  Electric  Railway  Legal  Decisions.  By  J.  L.  Rosenberger.  756 

News  of  the  Week: 

— Electric  Railway  Accidents   758 

— Chicago  Traction  Reorganization    758 

— Brooklyn    Subway   Authorized    758 

— Hearing  on  Philadelphia   Ordinance    758 

—Labor    Affairs    758 

— Indianapolis  Meeting  of  the  American  Society  of  Mechan- 
ical  Engineers    758 

Construction  News: 

— Franchises    759 

— Incorporations     759 

— Track  and  Roadway   . . . , 759 

— Power  Houses  and  Substations   ~Q- 

Personal   Mention    762 

Financial  News    763 

Manufactures  and  Supplies: 

—Rolling   Stock    764 

— Shops  and  Buildings   764 

— Trade   Notes    764 

— Advertising  Literature   765 

The  National  Crossing  Signal   (Illustrated) 76 3 


In  the  designs  for  axles  recommended  by  the  standardization 
committee  of  the   Central  Electric   Railway  Association   and 

presented  in  the  Electric  Railway  Review 
Key  Seats  for  May  25,  page  677,  it  will  be  noted  that 

In  Axle  the  key  seat  in  the  gear-fit  is  shown  with 

Gear-Fits.  its  bottom  surface  rounded  at  the  ends  to 

a  1%-inch  radius  and  not  made  as  usually, 
by  drilling  two  holes  in  the  shaft  and  slotting-out  the  metal 
between  these  holes.  Experience  has  shown  that  when  key 
seats  are  cut  by  the  latter  method  breaks  in  the  shaft  fre- 
quently start  with  a  crack  originating  at  the  end  of  the  key 
seat  where  one  of  the  holes  has  been  drilled  and  where  a 
sharp  angle  exists.  To  remove  this  weak  point  it  is  sug- 
gested that  the  key  seats  for  the  gears  be  made  with  a  mill- 
ing cutter  instead  of  a  key-seating  machine.  This  will  pro- 
vide a  fillet  at  either  end  of  the  seat,  sloping  from  the  inner 
surface  to  the  gear-fit.  Trouble  might  be  expected  from  the 
round-end  keys  not  staying  in  place  while  the  gears  were 
being  pressed  on.  This  difficulty,  however,  can  be  overcome 
by  using  a  collar  that  will  fit  closely  over  the  shaft  and  one 
end  of  the  key  during  the  pressing-on  process,  and  which,  in 
turn,  will  be  pressed  off  as  the  gear  assumes  a  permanent 
position. 


The  desirability  of  keeping  tension  springs  on  trolley  poles 
properly  adjusted  is  generally  recognized.     Various  methods 

are  adopted  for  performing  this  task.  On 
Adjusting  some  roads  where  a  uniform   pressure  be- 

The  Trolley  tween    the    wheel    and    the    wire    assures 

Springs.  satisfactory     operation     for     all     cars,     a 

weight  is  provided  equal  to  the  number  of 
pounds  pressure  required.  This  weight  can  quickly  be  hung 
on  the  trolley  harp  and  the  condition  of  the  springs  ascer- 
tained. With  such  a  weight,  equal  to  the  trolley  pressure 
desired,  hung  from  the  harp,  the  springs  can  be  regulated 
to  just  hold  the  wheel  against  the  wire.  Then  with  the 
weight  removed  it  is  known  that  the  tension  in  the  springe 
is  adjusted  correctly.  On  other  systems  it  is  found  desirable 
for  different  cars  to  operate  over  different  divisions  with  tin 


tensions  in  the  trolley-pole  springs  adjusted  to  suit  the  par- 
ticular requirements  of  each  division  or  car.  To  permit  of 
such  adjustments  one  extensive  system  in  Indiana  uses  a 
spring-balance  which  by  means  of  the  trolley  rope  can  be 
hooked  to  the  end  of  the  pole.  When  the  pole  is  drawn  down 
to  the  proper  height  above  the  roof  the  rope  can  be  tied 
and  the  tension  springs  in  the  trolley  base  adjusted  until 
the  spring-balance  shows  on  its  scale  that  the  proper  tension 
will  exist  between  the  trolley  wheel  and  the  wire.  These 
two  practical  methods  are  outlined  here,  not  so  much  to 
suggest  how  the  details  should  be  carried  out,  but  rather 
to  emphasize  the  recognized  need  for  a  careful  consideration 
of  the  desirability  of  thoroughly  inspecting  car  equipments. 


There  are  many  interesting  details  included  in  the  design  of 
the    portable    substations   of   the   Northern    Electric   Railway 

described  elsewhere  in  this  issue.  The  de- 
Well-Built  sirability  of  using  portable  substations  is 
Portable  well  recognized  by  companies  which  have 
Substations.              rapidly  extending  mileages  and  which  desire 

to  operate  new  track  as  rapidly  as  it  may 
be  laid.  The  type  of  substation  adopted  for  the  Northern 
Electric  lines  does  not  differ  in  general  from  other  portable 
substations,  but  it  is  noticeable  for  the  thoroughness  with 
which  the  details  of  construction  have  been  executed.  For 
example,  portable  jacks  and  rail  clamps  are  hung  under  the 
car  sills  to  permit  of  quickly  leveling  the  car  body  so  that  no 
undue  stresses  will  be  thrown  on  the  electrical  apparatus  sup- 
ported by  the  car  floor.  The  proper  adjustment  of  the  jacks 
is  ascertained  by  the  inspection  of  level  bubbles  recessed  in 
the  sheathing  of  the  car  and  protected  by  glass.  To  permit 
of  greater  freedom  of  movement  inside  the  car  body  all  the 
low-tension  wiring  carrying  both  direct  and  alternating  cur- 
rent is  placed  in  a  conduit  below  the  car  floor.  Over  this 
conduit  the  floor  is  made  usable  by  placing,  as  a  cover  for 
the  boxes  containing  the  wiring,  a  removable  wooden  grille- 
work  strong  enough  to  bear  the  weight  of  the  occupants  of 
l  lii'  car  and   yet  light  enough   for   portability.     The  openings 


736 


ELECTRIC    RAILWAY     REVIEW 


Vol.   XVII,   No.   23. 


in  the  grating  provide  ventilation  and  means  for  observing 
whether  or  not  the  cables  -are  all  in  normal  operating  condi- 
tion. The  transformers  receive  current  at  60,000  volts  poten- 
tial. It  is  thought  that  these  portable  equipments  are  the 
only  ones  now  operating  under  such  a  high  transmission  volt- 
age. The  entrances  to  the  car  for  the  transmission  wires  are 
made  through  large  glass  plates.  This  satisfactory  method 
not  only  affords  sufficient  insulation,  but  amply  serves  to  light 
the  transformer  end  of  the  car  body.  Where  it  is  feasible 
to  use  portable  substations  as  auxiliaries  to  the  permanent 
equipment  and  where  it  is  known  that  such  stations  will  be 
required  for  some  time,  it  would  seem  wise  that  special  care 
should  be  taken,  as  exemplified  in  the  Northern  Electric  Rail- 
way substations,  to  provide,  by  careful  construction,  an  assur- 
ance of  as  few  possibilities  of  breakdown  as  might  be  ex- 
pected from  the  types  of  permanent  substations  now  in  gen- 
eral use. 


weakened  had   there   been   included   a   provision    for   a   court 
review  in  the  event  of  unwarranted  decisions. 


Discussion  on  the  subject  of  freight  accounting  forms  and 
methods  at  the  Indianapolis  meeting  of  the  Central  Electric 

Accounting  Conference  on  June  1  revealed 
Forms  in  the    entire    absence    of    uniformity    in    the 

Freight  forms  used  by  the  various  roads  for  han- 

Accounting.  tiling  freight  accounts.     As  the  interchange 

of  freight  between  connecting  roads  in 
Ohio  and  Indiana  will  increase  steadily  in  the  natural  course 
of  events,  the  adoption  of  uniform  forms  by  the  various  lines 
will  facilitate  the  work  of  the  accounting  departments.  Al- 
though the  requirements  of  the  different  lines  may  vary,  the 
committee  which  has  been  appointed  to  consider  the  subject 
will  endeavor  to  frame  standard  forms  which  will  meet  the 
needs  of  each  road.  The  exchange  of  ideas  and  considera- 
tion of  forms  now  in  use  may  point  the  way  to  improvement 
in  the  practice  of  different  lines  even  if  the  preparation  of 
uniform  forms,  on  account  of  different  conditions  of  business, 
should  prove  difficult.  The  committee  will  undoubtedly  bear 
in  mind  in  its  work  the  patent  fact  that  the  handling  of 
freight  on  interurban  roads  contains  promise  of  great  growth, 
and  will  recommend  forms  which,  viewed  in  the  future  with 
heavier  traffic  conditions,  will  be  found  satisfactory. 


Though  the  New  York  public  utilities  law  may  do  no  more 
harm    under   an   able,   well-meaning   governor   than   to   incon- 
venience  and   harass   the   railways   and  to 
New  York  bring  about  a  gradual   reduction   of  enter- 

Public  prising      construction      and      improvement 

Utilities  Law.  work,  which  would  assist  in  upbuilding  the 

state,  its  possibilities  for  evil  in  the  hands 
of  demagogic  authorities  are  enormous.  No  one  can  read 
thoughtfully  the  abstract  of  the  new  law,  which  is  printed  in 
another  part  of  this  issue  of  the  Electric  Railway  Review, 
without  a  full  realization  of  the  extreme  limits  which  the  pub- 
lic agitation  against  corporations  has  reached.  Fares,  rates, 
schedules,  equipment,  appliances,  capitalization,  franchises, 
accidents,  reports,  improvements,  terminals,  tracks,  invest- 
ments, new  issues  of  securities — all  these  and  many  other 
essential  matters  in  the  operation  of  street  railroads  are 
hereafter  to  be  supervised.  The  soul  of  the  new  law  is  super- 
vision run  riot.  Hereafter  the  people  who  are  most  familiar 
with  local  conditions  and  requirements  are  not  to  decide 
how  roads  shall  be  operated;  commissions  which  may  be 
removed  by  the  governor  on  10  days'  notice  have  the  fullest 
power  in  the  decision  of  important  questions  which  the  law 
can  give.  Stockholders  may  continue  to  elect  directors,  and 
directors  to  choose  officers;  but  the  commissions,  and  not 
these  officers,  may  be  supreme  in  the  management  of  the 
properties.  The  companies  may  petition  for  a  rehearing  on 
any  question,  but  the  bill  has  become  a  law  without  any 
provision  for  a  court  review  of  the  findings  of  the  commis- 
sions. The  endeavor  to  be  fair  to  the  public  stirred  the 
framers  of  this  law  intensely,  but  the  law  would  not  have  been 


A  GOOD  ROADBED  AND  TRACK. 

The  maintenance  of  track  in  satisfactory  condition  is  so 
essential  to  perfect  service  and  such  a  large  proportion  of 
the  total  operating  expenses  of  a  road  are  spent  for  this 
purpose  that  more  consideration  of  the  subject  may  well 
be  given.  At  the  outset  it  should  be  remembered  that  the 
expense  of  maintaining  track  in  surface  is  greatly  reduced  if 
a  proper  and  solid  foundation  is  provided  for  the  ties  and 
ballast.  Only  the  soundest  and  hardest  material  should  be 
used  to  form  a  satisfactory  foundation  upon  which  the  track 
may  be  built.  Spongy  or  water-holding  clay  and  quicksand 
should  never  be  used,  and  where  the  roadbed  is  built  on 
such  soils  at  least  three  or  four  feet  of  some  solid  material 
should  be  placed  on  top  of  the  surface.  In  grading  through 
cuts,  any  spongy  clay  or  quicksand  should  be  removed  to  a 
sufficient  depth  to  allow  placing  three  or  four  feet  of  proper 
ballast  under  the  ties.  These  considerations  of  proper  foun- 
dation are  intimately  related  to  the  drainage  problem,  which 
is  one  of  the  most  important  in  the  proper  and  economical 
maintenance  of  track. 

The  first  essential  of  a  good  roadbed  is  that  it  should 
be  kept  well  drained.  If  the  roadbed  is  built  of  material 
which  will  hold  water,  frequent  cross  drains  should  be  pro- 
vided, say,  every  500  feet.  To  maintain  surface  ditches  in  an 
efficient  condition  the  shrubs  and  growth  should  be  removed 
at  least  once  a  year.  It  is  likewise  important  that  all  ditches 
should  have  a  free  outlet  to  prevent  any  obstruction  to  the 
flow  of  water  from  them.  Difficulty  may  be  experienced  in 
maintaining  the  drainage  ditches  in  cuts  if  the  proper  slope 
is  not  maintained. 

The  short-sighted  policy  of  making  the  top  of  fills  barely 
wide  enough  to  support  the  ties  has  been  followed  by  a 
goodly  number  of  railway  companies,  with  the  result  that 
a  large  amount  of  money  is  spent  yearly  for  reclaiming  ties, 
ballast  and  rails  which  have  rolled  down  high  banks.  When 
this  needless  expense  is  considered,  the  wisdom  of  a  slightly 
increased  first  investment  in  a  sufficiently  wide  roadbed  will 
be  evident. 

The  depth  of  ballast  on  new  roadbeds  should  be  at  least 
12  inches.  Hard  stone  ballast  is  a  good  investment,  for  not 
only  does  it  materially  reduce  the  cost  of  maintenance  of  the 
track,  but  a  uniform  and  even  surface  can  be  maintained, 
resulting  in  smooth  riding  at  high  speeds,  and  the  absence 
of  dust  is  a  point  which  receives  the  most  favorable  con- 
sideration of  the  passengers.  When  gravel  ballast  is  em- 
ployed, if  possible,  it  should  be  washed  to  remove  dust  and 
clay,  for  if  this  is  not  done  it  becomes  soft  in  wet  weather, 
and  in  spite  of  the  most  careful  precautions  to  properly  drain 
the  roadbed  it  will  soon  heave  out  of  surface.  We  recall  a 
western  road  that  obtains  excellent  gravel  ballast  from  gold- 
dredger  tailings.  Stone  ballast  has  an  advantage  over  gravel 
in  that  it  can  be  worked  in  wet  weather. 

In  selecting  ties  particular  attention  should  be  given  to 
uniformity  of  dimensions,  as  an  equal  extension  of  the  tie 
beyond  the  rail  on  both  sides  is  of  considerable  importance 
in  maintaining  track  in  true  surface.  When  ties  are  to  be 
renewed,  if  permissible  to  make  a  general  renewal  of  the 
track,  the  best  results  are  obtained  by  raising  the  rails  with 
jacks  to  a  sufficient  height  to  remove  the  ties  without  dis- 
turbing the  roadbed  under  them;  new  ties  can  then  be  put 
in  place  and  the  track  carefully  resurfaced.  The  ballast 
under  the  ties  should  be  carefully  tamped,  the  best  method 
for  surfacing  being  to  raised  one  end  of  the  tie,  tamp  the 
ballast  under  it  and  then  raise  the  other  end  and  tamp  the 
ballast  until  the  rails  are  in  true  surface.  The  tamping 
should  be  hardest  near  the  end  of  the  ties  and  comparatively 
light  near  the  center,  since  this  will  prevent  the  ties  from 
becoming  centerbound.     To  obtain   a  thorough  job   when   re- 


June   S.    1907 


ELECTRIC    RAILWAY    REVIEW 


surfacing  is  done,  the  tamping  the  first  day  should  be  com- 
paratively light,  and  then  for  the  two  or  three  days  following 
the  track  should  be  carefully  tamped  and  resurfaced.  This 
prevents  the  track  from  sagging,  due  to  the  natural  settling 
which  will  occur  for  the  first  few  days  after  the  track  has 
been  resurfaced. 

It  is  hardly  necessary  to  comment  on  the  absolute  neces- 
sity of  perfect  gauging  and  having  the  track  absolutely 
straight  on  tangents.  On  curves  the  gauge  of  the  track 
should  be  increased  slightly,  depending  upon  the  radius,  the 
general  increase  of  gauge  on  curves  for  steam  railroad  prac- 
tice being  from  %  .to  about  1%  inches.  Breaks  of  grade  in 
the  track  may  make  it  impossible  to  line  up  long  tangents 
without  the  use  of  instruments.  The  value  of  using  survey- 
ing instruments  for  correctly  lining  up  tracks  and  for  properly 
locating  the  center  line  of  long  curves  should  not  be  over- 
looked. 

While  these  essential  requirements  for  a  good  roadway 
may  read  like  an  elementary  treatise  of  the  subject,  it  is 
well  to  remember  that  the  traveling  public  forms  its  opinion 
of  any  service  largely  from  the  relative  degree  of  comfort 
which  it  is  afforded.  With  a  smooth  track,  comfortable  riding 
is  assured,  and  together  with  that  desirable  feature  is  the  one 
of  lower  cost  of  rolling  stock  maintenance  which  is  assured 
by  not  "rattling"   good  cars  over  a  poor  roadway. 


PERMANENCE    IN    POWER    HOUSE    DESIGN. 


One  of  the  most  notable  features  of  modern  power-house 
design  is  its  substantial  and  lasting  character.  In  very  few 
of  the  later  stations  is  there  any  evidence  of  temporary  or 
uncertain  work,  and  this  is  why  each  new  installation  com- 
pleted by  responsible  engineers  and  built  along  progressive 
lines  is  of  so  much  interest  as  representing  the  most  modern 
tendencies  of  practice.  Thus,  the  keynote  of  the  design  of 
the  new  railway  lighting  and  power  plant  of  the  Potomac 
Electric  Power  Company  near  Washington,  D.  C,  is  perma- 
nence and  solidity  of  construction.  The  plant  represents 
standard  practice  in  many  features  of  the  cycle  between  the 
coal  pile  and  the  outgoing  feeder  system,  but  in  its  large 
capacity,  liberal  use  of  concrete  in  walls  and  foundations,  and 
provision  for  continuous  service  it  is  of  special  interest. 

The  use  of  concrete  piles  in  power-house  construction  is 
a  marked  tendency  of  the  times  in  the  later  installations. 
The  extensive  applications  of  concrete  in  the  field  of  power- 
plant  building,  both  reinforced  and  plain,  contribute  to  the 
permanence  of  the  construction  and  tend  to  reduce  the  first 
cost  of  the  station  as  well.  By  the  use  of  concrete  piles 
there  has  already  resulted  in  not  a  few  cases  a  decided  sav- 
ing in  the  investment  for  foundations,  and  this  without  much 
regard  to  the  condition  of  the  soil.  For  a  given  load  fewer 
concrete  piles  are  required,  and  less  excavation  and  a  smaller 
amount  of  masonry  are  needed  than  when  wooden  piles  are 
used.  The  first  cost  of  the  concrete  pile  itself  is  generally 
much  higher  than  that  of  its  wooden  competitor,  often  from 
50  to  100  per  cent  more  per  foot,  but  the  concrete  pile  has 
a  much  larger  bearing  surface  in  proportion  to  its  cost. 
In  average  practice  the  area  of  the  concrete  pile  at  the  top 
may  be  2.5  or  3  times  as  great,  and  the  greater  amount  of 
tapering  possible  enables  a  much  less  quantity  of  lineal  piling 
to  be  used  than  when  the  wooden  pile  of  small  taper  is  driven. 
The  speed  with  which  concrete  piles  can  be  driven  is  another 
favorable  point;  in  a  single  day  from  twenty  to  thirty  can 
be  sunk  under  average  conditions  of  driving.  Of  course,  the 
driving  must  be  properly  done — and  thus  far  there  has  not 
been  much  success  in  the  driving  of  concrete  piles  after  they 
have  been   built.     This   is  a  matter  of  arranging  a  suitable 

itit.ee  in  the  contract  with  the  pile  makers,  for  at.  present 
the  processes  of  concrete  pile  driving  are  rather  closely  con- 
trolled. The  larger  the  plant  the  more  likely  it  is  that  the 
use  of  the  concrete   piles   will   pay,  though   in   all  cases  ensls. 


results  and  material  should  be  carefully  figured  in  advance 
of  deciding  whether  or  not  wood  shall  be  used.  In  a  plant  as 
large  as  the  Potomac  station,  which  is -designed  for  a  nor- 
mal rating  of  19,000  kw.,  the  advantages  of  concrete  pile 
construction  should  be  easily  demonstrated.  The  reinforce- 
ment of  the  foundations  of  the  main  generating  units  with 
steel  rails  and  the  tying  together  of  all  the  foundations  to 
prevent  uneven  settlement  and  to  distribute  the  load  properly 
is  an  excellent  feature  of  the  construction.  In  street  rail- 
way work  there  is  often  no  need  of  buying  expensive  pat- 
ented reinforcing  steel  bars  of  special  shapes  when  old 
rails  are  available. 

In  compactness,  the  Potomac  plant  makes  a  good  show- 
ing, even  in  comparison  with  recent  gas  engine  stations.  To 
develop  a  kilowatt  on  1.52  square  feet  of  total  floor  area  is 
doing  better  than  the  reciprocating  steam  and  high-class  gas 
engine  plants  of  the  day  show,  though  the  latter  type  are  as 
yet  installed  in  such  small  sizes  that  perhaps  a  fair  balanc- 
ing must  come  later.  It  is  impossible,  however,  to  study  the 
layout  of  the  Potomac  station  without  being  impressed  with 
the  concentration  of  equipment,  which  allows  straightfor- 
ward production  of  power  with  very  little  doubling  back  of 
main  steam  lines  or  auxiliaries.  The  double-aisle  arrange- 
ment of  the  boiler  room  is  not  objectionable  from  the  stand- 
point of  ease  of  control,  particularly  as  mechanical  stokers 
are  used,  but  in  all  such  cases  there  is  little  doubt  that  all 
the  steam  gauges — or  one  extra  set — should  be  produced  on 
a  single  central  tablet  or  panel,  so  that  the  boiler  room 
foreman  can  at  all  times  be  instantly  acquainted  with  the 
situation.  It  may  pay  to  duplicate  the  water  columns,  too. 
where  the  attendance  is  small,  though  the  low-water  column 
and  fusible  plug  ordinarily  are  enough  to  prevent  trouble 
of  any  serious  nature. 

The  use  of  equalizer  pipes,  long-radius  bends,  concen- 
tration of  auxiliary  piping  in  the  basement  and  the  installa- 
tion of  two  feed-water  heaters  all  make  for  continuous  serv- 
ice, and  the  control  of  the  feed  supply  from  two  points  is  an 
economical  feature.  The  removal  of  the  auxiliary  machinery 
from  the  more  or  less  unskilled  supervision  of  the  boiler 
house  is  also  commendable,  as  is  the  use  of  dull  finish  on 
the  switchboard  instead  of  the  trying  glaze  of  older  practice. 

Economy  of  operation  should  be  well  served  by  the  choice 
of  two  sizes  of  generating  units,  enabling  the  station  to  be 
run  with  highly  efficient  combinations  as  to  lighting,  railway 
and  power  loading.  In  a  plant  of  this  kind  the  load  factor  is 
so  much  more  flexible  than  in  a  pure  and  simple  railway 
station  that  the  use  of  two  sizes  of  generators  ought  to  be 
thoroughly  satisfactory  in  relation  to  the  efficient  production 
of  current.  The  relatively  large  heating  surface  of  each 
boiler — 6,040  square  feet — should  also  tend  toward  economy 
in  the  consumption  of  fuel.  Superheated  steam  in  such  an 
installation  is  a  matter  of  course. 


Defrauding  with   Duplicate   Registers. 


An  ingenious  conspiracy  by  which  two  employes  have 
been  systematically  robbing  the  Calumet  Electric  Street  Rail- 
way Company  of  Chicago  out  of  a  large  portion  of  their  col- 
lections of  fares  was  discovered  by  officials  of  the  company 
last  Saturday,  June  1.  The  two  men.  one  a  motorman  and 
the  other  a  conductor,  had  taken  a  fare  register  of  the  remov- 
able type  from  the  storeroom  at  the  car  house  and  had  been 
using  it  during  rush  hours  in  place  of  the  official  register. 
The  stolon  register  was  used  on  the  trip  out,  and  at  the  end 
of  the  line,  or  whenever  it  could  be  done  unobserved,  tin- 
official  register  was  replaced  and  the  fares  registered  on  the 
"dummy"  register  were  pocketed  by  the  men.  The  attention 
of  the  company  was  first  called  to  the  practice  through  the 
auditor's  trip  reports,  which  showed  an  abnormal  decrease 
at  times,  and  detectives  were  employed  to  watch  the  men. 
The  detectives  caught  one  of  the  men  last  Saturday  in  ib 
act  of  changing  the  registers  and  they  were  arrested  on 
charges  of  embezzlement. 


7:18 


ELECTRIC     RAILWAY     REVIEW 


Vol.   XVII,   NO.   23. 


THE    NORTHERN    ELECTRIC    RAILWAY. 


On  April  25,  1906,  regular  service  was  started  on  the 
portion  of  the  new  line  of  the  Northern  Electric  Railway  Com- 
pany between  Chico  and  Oroville,  Cal.  On  December  3,  1906, 
this  service  was  extended  to  Marysville,  35  miles  south  of 
Oroville.  Reference  to  the  accompanying  map  will  serve  to 
show  the  geographical  location  of  the  present  operating  line 


surveyed,  right  of  way  has  been  secured  and  grading  camps 
have  been  established,  so  that  roadbed  construction  work 
can  be  started  in  the  near  future. 

Other  than  this  extensive  interurban  system  with  a 
straightaway  mileage  of  131.5  miles  of  main  track  and  38.1 
miles  of  branch  line,  the  Northern  Electric  Railway  Company 
operates  local  service  in  Chico  and  Marysville.  There  are 
5.5  miles  of  track  in  the  latter  town. 


Northern     Electric    Railway — Standard    Trestle    and     Bridge    Spans. 


■of  this  company,  the  mileage  now  under  construction  and  the 
proposed  extensions.  The  towns  which  the  new  road  will 
serve  derive  a  substantial  support  from  the  exceedingly  fertile 
valley  of  the  Sacramento  river,  along  which  the  route  of  the 
new  line  extends. 

Routes. 

The   new    road    is    now    in    complete    operation    between 
Chico  and  Marysville,  48.8  miles.    Near  the  middle  point  of  this 


The  topography  of  the  valley  through  which  the  new  line 
is  built  is  such  that  an  excellent  roadbed  suitable  for  high- 
speed operation  has  been  obtained. 

Roadway. 

The  tracks  outside  of  the  towns  are  built  along  a  fenced 

private  right  of  way,  varying  in  width  from  SO  to  100  feet.     In 

Sacramento  this  private  right  of  way  extends  to  the  center 

of  the  city.     There   are   few   curves  and   one  9-mile  tangent. 


^^                                               ■■■!  ^   -    -m    m       ■■ 

1 

1 

111 

■ 

(     .     ■■/ 

Northern     Electric     Railway — Locomotive    with     Freight     Train. 


section  of  the  line  is  a  branch  5.5  miles  long  to  Oroville. 
South  from  Marysville,  41  miles  to  Sacramento,  grading  has 
been  completed  and  service  is  planned  for  September  1  of 
this  year.  From  Marysville  west  to  Colusa,  a  distance  of  21.6 
miles,  a  right  of  way  has  been  purchased  and  preparations 
have  been  made  for  early  construction.  From  Chico  west  11 
miles  to  Hamilton,  all  preparations  have  been  made  for  im- 
mediate construction  of  a  branch  line.  The  route  of  an 
extension  north  from  Chico  41.7  miles  to  Red  Bluff  has  been 


The  ruling  grade  and  curvature,  which,  however,  are  com- 
paratively light,  occur  on  the  Chico-Oroville  division.  The 
curve  of  shortest  radius  is  one  of  6  degrees,  this  occurring 
near  Oroville,  on  the  branch  line.  In  the  48. 8  miles  of  route 
between  'Chico  and  Marysville  there  are  only  three  curves 
outside  of  the  city  limits,  and  none  of  these  is  sharper  than 
3  degrees.  The  maximum  grade  of  the  entire  road  is  0.5  per 
cent. 

The  track  construction  is  of  standard  dimensions,  using 


June  8,    1907. 


ELECTRIC    RAILWAY     REVIEW 


r.:'.t 


60-pound  rails  bonded  at  the  joints  with  two  500,000-cireular- 
mil  Chase-Shawmut  soldered  bonds.  This  track  is  gravel 
ballasted  from  an  excellent  supply  obtained  in  the  company's 
pits  at  Oroville.  near  the  middle  of  the  route.  The  company 
also  is  establishing  a  rock-crusher  plant  and  will  use  part  of 
its  output  as  ballast,  selling  the  rest  for  commercial  purposes. 
Sidings  are  approximately  five  miles  apart. 

Except   in    towns   where   standard   overhead    trolley   con- 
struction is  necessary,  and  here  the  Brown  pantagraph  trolley 


side  walls  are  covered  with  a  cement  plaster  supported  on 
metal  lath.  The  gable  ends  have  metal  lath  on  both  sides 
and  are  covered  with  cement  mortar,  thus  forming  a  double 
wall.     The  roof  structure  is  supported  on  a  timli  with 

iron  rods  as  tension  members.  The  weather  surface  com 
prises  Xo.  24  corrugated  galvanized  iron,  laid  with  10  inches 
lap.  Inside  the  building  the  roof  is  ceiled  with  No.  28  painted 
corrugated  iron.  Accompanying  illustrations  will 
show  the  interior  arrangement  of  the  structure  and  the  dis- 
position of  the  apparatus. 

The  equipment  for  each  standard  substation  c;mpr:i 


Northern    Electric    Railway — Track    and    Third    Rail    Measurements. 

is  used,  current  will  be  distributed  to  the  cars  through  a  60- 
pound  third  rail.  Thirty-five  miles  of  the  route  is  now  so 
equipped.  The  third  rail  is  bonded  at  the  joints  with  two 
250,000-circular-mil  Chase-Shawmut  soldered  bonds.  At  road 
crossings  the  ends  of  the  third  rail  on  opposite  sides  of  the 
highway  are  connected  with  a  copper  conductor  of  500,000- 
circular-mils  cross  section  inclosed  in  a  bituminized  fiber  con- 
duit and  buried.  The  ends  of  this  conduit  are  filled  with 
insulating  compound  to  keep  out  water.  One  of  the  accom- 
panying illustrations  shows  the  general  arrangement  of  track 
and  third  rails  at  a  switch.  It  will  be  noted  that  a  variation 
from  the  usual  practice  occurs  in  the  omission  of  the  drop 
rail  opposite  the  switchpoint. 

Substations. 

Current  for  the  operation  of  the  entire  line  is  purchased 
from  the  Pacific  Gas  &  Electric  Corporation,  being  delivered 
to  the  substations  at  60,000  volts  potential  from  the  Bay  Coun- 
ties transmission  system,  which  is  fed  by  numerous  hydro- 
electric   plants.     The    selling    company    owns    the    step-down 


HI 


Northern    Electric    Railway — Map   of    Lit  es   in    Operat'on   and    Under 
Construction. 

three-phase  60-cycle  2,200-volt  induction  motor,  direct-con- 
nected to  a  400-kilowatt  600-volt  railway  generator,  both  ma- 
chines of  this  unit  being  of  Westinghouse  manufacture.  Three 
transformers,  each  of  150-kilowatt  capacity,  oil-insulated  and 
water-cooled,  step  down  the  line  pressure  from  60.000  volts 
to  that  of  the  motor-generator  set,  2,200  volts.  The  switch- 
board comprises  the  following  panels:  Starting,  induction 
motor,  railway  generator  and  two  feeder  panels. 

Opposite  each  substation  a  circuit-breaker  sectionalizes 
the  third  rail.  Current  is  taken  from  the  feeder  panels  under- 
ground through  fiber  conduit  to  the  track. 

Portable  Substations. 
The  Northern  Electric  Railway  now  has  in  operation  two 
60,000-voIt  portable  substations,  each  of  400-kilowatt  capacity, 
that  were  designed  and  built  at  its  shops  in  Chico.  These 
substations,  illustrations  of  which  are  shown,  are  believed  to 
be  the  only  portable  stations  in  existence  which  receive  cur- 
rent at  60,000  volts  potential.  The  equipment  in  each  sub- 
station is  similar  to  that  in  the  permanent  substations  earlier 


Qn/txf/b,  i 


f  2.500. 


15-OJmfch A-Z'OA ^/0L0— 

500.O0O.c.m.  cables  toidmyribrz  conduit  pipe* 


Northern    Electric    Railway — General    Arrangement    of    Track    and    Third    Rails   at   Switches. 


transformers  in  the  substations  and  delivers  current  to  the 
Northern  Electric  Company  at  2,200  volts  pressure. 

There  an  live  substations  of  the  type  shown  in  the 
accompanying  illustration,  located  along  the  route  adjacent 
to  the  right  of  way.  The  equipment  in  all  these  stations  is 
similar  except  in  one  instance,  where  there  is  a  duplication  of 
the  standard  apparatus.  The  substations  are  approximately 
1"   miles   apart. 

The  construction  of  the  substation  buildings  differs  some- 
what in  appearance  and  materials  from  the  type  used  on  east- 
ern roads.  The  building  frame  is  of  timber  supported  on 
concrete  foundations.     The  floor  is  made  of  concrete  and  the 


described,  except  that  the  three  150-kilowatt  transformers  are 
oil-cooled.  The  high-potential  current  is  led  to  the  trans- 
formers, which  are  mounted  oxer  one  pair  of  trucks  through 
entrance  windows  insulated  with  large  sheets  of  glass.  All 
the  2,200-volt  wiring  is  carried  in  ducts  below  the  level  of 
the  car  floor.  Above  the  ducts  the  floor  is  made  of  wooden 
grating,  so  that  any  disturbance  below  can  quickly  be  noted. 
Repairs  are  thus  facilitated  and  ventilation  provided.  All 
potential  and  current  coils  and  the  autostarter  for  the  induc- 
i  ion  motor  are  also  carried  under  the  car  floor. 

The  cars  which  conlain  the  portable  substation  apparatus 
were  built  especially  for  this  purpose.     Each  Is  40  feet  long 


r-m 


ELECTRIC    RAILWAY     REVIEW 


Vol.   XVII,   No.   23. 


over  all,  10  feet  wide  and  14  feet  from  rail  to  roof.  It  will 
be  noted  from  the  illustration  that  special  means  are  pro- 
vided for  leveling  the  car.  On  each  side  of  the  car  body, 
recessed  in  the  sheathing,  is  a  level  tube  with  its  glass  and 
bubble  unobstructed  to  view  from  the  outside.  Underneath 
the  car,  hanging  from  special  anchors  bolted  to  the  bottom 
of  the  sills,  are  eight  portable  screw  jacks.  These  jacks  con- 
nect with  their  anchors  by  through  pins,  so  that  while  the 
car  is  being  moved  they  may  be  hooked  up  close  to  the  floor. 
When  it  is  desired  to  place  a  car  for  operation  the  jacks  are 
let  down.  Next,  portable  tongs  are  clamped  over  the  rail  and 
then  the  jacks  are  manipulated,  the  level  bubbles  being  ob- 
served meanwhile,  until  the  car  body  is  in  such  position  that 


company's  engineering  offices  is  shown.  The  buildings  in- 
clude a  general  car  house  and  repair  shop,  with  six  tracks,  two 
of  which  are  over  open  pits,  as  illustrated.  It  will  be  noted 
that  this  building  is  a  timber  structure,  sheathed  and  roofed 


Northern    Electric   Railway — Typical   Substation   Structure. 

the  shaft  of  the  motor-generator  set  takes  a  horizontal  posi- 
tion. It  is  stated  that  this  operation  can  be  performed  in  10 
minutes. 

The  complete  weight  of  a  portable  substation  equipment 
ready  for  operation  is  90,500  pounds.  Some  of  the  details 
making   up   this    total    are   machinery,    42,000   pounds;    trans- 


Northern    Electric    Railway — Interior    of    60,000-Volt    Portable 
Substation. 

with  corrugated  iron.  This  type  of  structure,  which  is  used 
for  the  shop  buildings,  is  found  satisfactory  and  economical 
for  the  mild  climate  of  central  California.  In  the  same  build- 
ing with  the  repair  shops,  and  opening  on  the  repair  floor,  are 
separate  rooms  for  cabinet  work,  electrical  repairs  and  ma- 
chine work.     These  latter  mentioned  departments  are  housed 


Northern     Electric    Railway — Floor    Plan    and    Vertical    Section    of  Substation 

formers,  30,000  pounds;  switchboard  and  electrical  equip- 
ment. 10,000  pounds.  The  portable  substations  are  equipped 
with  automatic  couplers  and  automatic  air  brakes. 


Shops. 

The  main   shops  for  the  through   line  and  branches  are 
located  at  Chico.     A   front   view   of  these   buildings   and   the 


in  one  bay,  the  front  of  which  is  utilized  as  a  substation. 

At  the  rear  of  the  shop  just  described  is  a  similarly  built 
structure  in  which  are  the  painting,  erection  and  mill  depart- 
ments. The  paint  and  erecting  shops  each  have  two  tracks 
and  the  mill  is  well  equipped  for  the  carpenter  work  necessary 
in  the  construction  of  freight  and  passenger  cars. 

The  blacksmith  shop  is  a  separate  building  supplied  with 


June  S.  1907. 


ELECTRIC    RAILWAY    REVIEW 


741 


Northern   Electric  Railway — Shops  and   Engineering  Offices  at  Chico. 


Northern    Electric    Railway— Interior    of    General    Repair    Shops. 


SOUTHERN     ELECTRIC     RAILWAY 


I>  o  J  I  TA.  B  I.  E 


Northern    Electric    Railway— Portable    Substation    with    60,000-Volt  Transformers  and   Motor-Generator  Set. 


742 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  23. 


four  forges,  a  power  hammer,  a  jib  crane  and  a  complete 
equipment  of  smaller  tools  necessary  for  constructing  car 
and  truck  parts  and  special  track  work.  The  shop  yards  and 
buildings  are  protected  against  fire  and  provided  with  a  water 
service  by  a  motor-driven  deep-well  pump  which  discharges 
into  an  elevated  tank  centrally  located. 

Rolling    Stock    Equipment. 

The  passenger  cars,  locomotives  and  miscellaneous  equip- 
ment of  the  Northern   Electric  Railway  are  well  built  after 


bolstered  Hale  &  Kilburn  seats  and  two  toilet  rooms.  The 
car  bodies  are  mounted  on  Baldwin  M.  C.  B.  trucks,  with  steel- 
tired  wheels,  with  a  wheel  base  of  6  feet  10  inches.  The 
motor  equipment  comprises  four  Westinghouse  No.  121  motors 
of  90-horsepower  rated  capacity  each.  Two  of  the  six  cars 
have  General  Electric  type  M  control  and  the  other  four 
cars  have  Westinghouse  electro-pneumatic  control.  Each  car 
complete  weighs  80,500  pounds. 

The  company's  shops  are  now   completing  six  passenger 
and  baggage  equipments  of  a  similar  type,  the  dimensions  for 


\~2'-9£-\-2L2f\ 


—22-3£ 


Northern   Electric  Railway — Details  of  Two  Compartment   Passenger   and   Baggage  Car  for  Train   Operation. 


approved  modern  designs.  Some  of  the  types  of  cars  are 
illustrated  herewith  for  the  purpose  of  showing  the  high 
character  of  this  company's  equipment. 

There  are  now  in  operation  three  combination  three-com- 
partment cars  of  the  type  shown  in  one  of  the  accompanying 
halftones,  and  three  straight  passenger  cars  of  a  similar  type 
of  body  and  trucks.  Each  of  these  cars  is  56  feet  long  over  all, 
9  feet  %  inch  wide  over  sheathing  and  12  feet  1%  inches 
high  from  rail  to  trolley  board.     The  interior  width  is  S  feet 


which  are  shown  in  the  accompanying  engraving  from  a  line 
drawing.  These  new  cars  are  56  feet  over  all,  9  feet  %  inch 
wide  over  all,  9  feet  3  inches  wide  over  steps,  12  feet  2  inches 
high  from  rail  to  roof,  4  feet  from  rail  to  floor,  and  will  weigh 
approximately  40  tons  each.  This  weight  is  apportioned  as 
follows:  Car  body,  21.9  tons;  motors,  7.6  tons;  trucks.  10.5 
tons. 

The  new  cars  will  also  be  mounted  on  Baldwin  No.  200 
trucks    which    will    have    36-inch    Schoen    rolled-steel    wheels 


! 


Pmicsft- 


M    11    if  J"  ill  I    1 


50-0'over  buffer  - 
Northern    Electric    Railway — Steel    Frame    Express    Locomotive. 


9'-0"- 


4  inches.  The  car  bodies  are  strongly  built,  the  floor  struc- 
ture including  two  center  sills,  two  intermediate  sills  and  two 
outside  sills.  The  center  and  intermediate  sills  are  6-inch 
I-beams  weighing  12V4  pounds  per  foot.  The  outside  sills  are 
lS-nniuid  S-inch  I-beams.     Each  car  is  provided  with  plush  up- 


mounted  on  6-inch  axles,  with  5  by  9  inch  journals.  Syming- 
ton journal  boxes  are  used  on  all  the  heavy  equipments  of 
the  company.  These  cars  that  are  now  under  construction 
will  have  motor  equipments  similar  to  those  earlier  described, 
the   gear   ratio   being   2.12.     Train   operation   is   provided    for 


June   S.   1907 


ELECTRIC    RAILWAY     REVIEW 


and  the  cars  are  fitted  with  Westiughouse  automatic  air  brake 
equipments  and  Gould  radial  couplers,  with  coupling  heads 
conforming  to  the  Master  Car  Builders'  standard  contour.  The 
seats  in  the  new  cars  will  be  upholstered  in  pantasote. 

Locomotives  and   Miscellaneous  Equipment. 

The  electric  locomotive,  as  illustrated,  has  the  same  truck 


74:; 

Other-  miscellaneous  equipment  includes  the  following: 
One  construction  locomotive  built  as  a  flat  car,  having  the 
same  motor  and  brake  equipments  as  the  previously  described 
locomotive  and  weighing  about  40  tons;  three  10  by  24  inch 
Baldwin  steam  locomotives,  used  for  construction  purposes; 
one  15-ton  wrecking  car.  as  illustrated,  without  motors;  two 
hundred  40-ton  standard  M.  C.  B.  flat  cars,  built  by  the  Fitz- 


Northern   Electric   Railway— Standard  56-Foot   Passenger  Coach. 


and  motor  equipment  as  the  passenger  cars.  It  is  provided 
with  General  Electric  type  M  control  and  Westinghouse 
schedule  E  T  automatic  air  brakes.  It  weighs  32  tons  and 
is  regularly  operated  in  freight  service. 

Material   has   been   ordered   for   two   steel-frame   express 


Hugh,  Luther  Company;  30  side-dump  ballast  cars;  20  flat 
cars  of  30,000  pounds  capacity  "each,  and  30  box  cars  of  40,000 
pounds  capacity  each.  There  have  also  been  ordered  recently 
100  standard  box  cars  to  be  used  in  freight  service. 

The  equipment  used  in  local  service  in  Chico  and  Marys- 


Northern     Electric     Railway — 32-Ton     Electric     Locomotive. 


locomotives  of  the  type  shown  in  one  of  the  line  drawings. 
The  total  weight  of  these  equipments  will  be  41  tons  each. 
The  locomotives  will  be  provided  with  Baldwin  trucks,  36-inch 
steel-tired  wheels,  M.  C.  B.  automatic  couplers,  Miner  draft 
rigging,  and  Westinghouse  1-1  motors.  Each  car  bodj  is  de- 
signed to  carry  a  weight  ,,f  25  Ions. 


Mil-  Includes  two  California  type  cars,  seating  40  passengers 
and  weighing  24.7  tons  each.  These  cars  are  equipped  with 
lour  Westinghouse  No.  93  motors  and  General  Electric  type  M 
control.  There  are  also  in  similar  service  four  single-truck 
closed  28-foot  cars  and  two  double-truck  13-bench  open  cars, 
equiped   win,   two  G.B.-67  motors. 


Ml 


ELECTRIC     RAILWAY    REVIEW 


Vol.   XVII,   No.   23. 


Traffic    and    Schedules. 

The  freight  and  passenger  rates  for  the  various  services 
offered  by  the  road  are  the  same  as  those  charged  by  the 
competing  Southern  Pacific  Railroad.  Passenger  fares  are 
based  on  a  rate  of  three  cents  per  mile.  Eight  passenger 
trains  are  run  each  way  daily,  which,  with  one  freight  train 
each  way  daily  and  four  construction  trains,  comprise  the 
regular  service  on  the  through  line.  In  Chico,  where  there 
are  eight  miles  of  local  track,  a  15-minute  headway  is  main- 


Northern    Electric    Railway — 15-Ton    Wrecking    Car. 

tained  with  four  cars,  and  in  Marysville  a  similar  headway  is 
maintained  with  two  cars. 

The  passenger  trains  between  Chico  and  Oroville  make 
the  run  of  25  miles  in  50  minutes  and  between  Chico  and 
Marysville.  4S.8  miles,  in  1  hour  and  45  minutes.  The  compet- 
ing steam  line,  which  has  a  route  four  miles  shorter  than  the 
Northern  Electric,  makes  the  run  with  no  stops  in  1  hour  and 
50  minutes.  As  soon  as  the  new  track  of  the  Northern  Elec- 
tric is  more  thoroughly  settled,  the  running  time  between 
Chico  and  Marysville  will  be  cut  to  1  hour  and  15  minutes,  or 
35  minutes  less  than  that  of  the  limited  steam  trains. 

The    freight    traffic    at    present,    having   had    but    a    few 


Northern    Electric    Railway — Method   of   Supporting   Third-Rail    Shoe 
and    Connections. 

months  in  which  to  be  developed,  amounts  to  the  satisfactory 
total  of  from  15  to  20  carloads  a  day.  The  Northern  Electric 
Railway  interchanges  freight  with  the  Butte  County  (steam) 
Railway. 

The  car  mileage  for  an  average  day  in  March  of  this  year 
was  2,010  car-miles,  made  up  as  follows:  Passenger  cars  on 
the  interurban,  967.30:  local  in  Chico,  540.72;  local  in  Marys- 
ville, 124.80;  freight  mileage,  146;  switching,  31.61,  and  con- 
struction, 200.  The  power  used  on  this  same  day  was  13,965 
kilowatt-hours  on  the  interurban  lines  and  1,256  kilowatt-hours 
on  the  city  lines. 

The  dispatching  of  trains  is  handled  by  telegraph  from  a 
dispatching  office  at  Chico.  There  is  also  a  telephone  circuit 
with  instruments  in  the  telegraph  stations,  which  equipment 


can  be  used  in  emergency.  On  an  average  there  are  issued  in 
a  day  45  train  orders  of  the  standard  No.  19  and  No.  31  forms. 
The  Wells  Fargo  Express  Company  maintains  offices  at 
the  electric  railroad  station  and  handles  its  business  with 
messengers  on  the  regular  cars. 

Personnel. 
The  personnel  of  the  Northern  Electric  Railway  Company 
is  as  follows:  President,  Henry  A.  Butters:  vice-president. 
Louis  Sloss:  general  manager,  A.  D.  Schindler:  general  super- 
intendent. E.  A.  Dimmock;  chief  engineer,  C.  S.  Compton; 
electrical  and  mechanical  engineer.  J.  P.  Edwards. 


SECOND    MEETING    OF    CENTRAL    ELECTRIC    ACCOUNT- 
ING CONFERENCE. 


The  Central  Electric  Accounting  Conference  held  its  sec- 
ond meeting  at  the  Claypool  hotel.  Indianapolis,  on  June  1. 
There  were  present  19  officials,  representing  the  following 
companies: 

Columbus  Delaware  &  Marion  Railway  Company;  Dayton 
Covington  &  Piqua  Traction  Company;  Dayton  &  Troy  Elec- 
tric Railway  Company;  Indiana  Columbus  &  Eastern  Traction 
Company;  Indianapolis  &  Cincinnati  Traction  Company;  In- 
dianapolis Traction  &  Terminal  Company;  Indiana  Union  Trac- 
tion Company;  Indianapolis  Columbus  &  Southern  Traction 
Company;  Lima  &  Toledo  Traction  Company;  Scioto  Valley 
Traction  Company;  Terre  Haute  Indianapolis  &  Eastern  Trac- 
tion Company;  Western  Ohio  Railway  Company. 

Together  with  accounting  representatives  of  the  roads 
interested  a  number  of  representatives  of  traffic  departments 
of  the  various  lines  were  present  on  invitation  and  they  dis- 
cussed matters  relating  to  the  handling  of  freight  and  passen- 
ger business. 

Checking    Mileage   Coupons. 

In  addition  to  further  discussion  of  the  plan  of  settle- 
ment of  interline  accounts,  which  was  adopted  at  the  first 
meeting  of  the  conference  at  Dayton,  O..  on  March  2,  several 
other  subjects  were  taken  up.  Among  them  was  the  method 
which  is  followed  in  checking  Central  Electric  Railway  Asso- 
ciation and  other  mileage  coupons.  It  was  found  that  all 
roads  check  coupons  daily,  separating  the  collections  by  lines 
and  making  a  recount  of  all  coupons  at  the  end  of  each  month 
before  forwarding  them  to  the  issuing  lines. 

Recording   Interline  Waybills. 

The  method  of  recording  interline  billing  passing  junction 
stations  was  considered.  The  discussion  developed  the  fact 
that  most  lines  have  a  system  for  recording  interline  way- 
bills passing  junction  stations,  using  a  book  record.  The 
general  opinion  of  those  who  were  present  was  that  it  is 
advisable  to  have  a  report  of  all  interline  waybills  passing 
junction  stations  made  in  triplicate;  a  copy  to  be  forwarded 
to  the  accounting  departments  of  both  the  receiving  and  the 
forwarding  line  and  a  copy  to  be  retained  for  the  agent's 
record.  It  was  decided  to  have  a  form  embodying  this  ar- 
rangement printed  and  it  will  be  adopted  by  a  majority  of  the 
lines  handling  interline  billing. 

The  handling  of  freight  and  express  shipments  from  non- 
agency  points  was  also  discussed.  The  general  practice  of 
the  roads  is  for  conductors  to  make  waybills  for  all  ship- 
ments handled  from  stations  where  no  agents  are  located. 
Some  lines  require  the  conductor  to  make  a  forwarded  report 
covering  all  shipments  handled  and  others  require  such  report 
to  be  made  by  the  next  regular  agent.  In  the  latter  instance 
the  conductor  turns  over  to  the.  agent  a  copy  of  the  waybills 
made.  Other  lines  which  do  not  require  the  conductor  to 
make  waybills  follow  the  practice  of  steam  roads  and  have 
the  waybills  for  such  shipments  made  by  the  next  regular 
agent. 

Freight    Accounts. 

There  was  a  full  discussion  on  the  subject  of  freight 
accounting  forms  and  methods.  It  was  found  that  each  road 
has   different   forms   of  waybills   and   reports,  and  that   while 


June  S.   1907. 


I  L.ECTRIC    RAILWAY     REVIEW 


74.-, 


there  was  a  similarity  in  some  cases  between  the  forms  used 
by  certain  lines,  the  forms  were  entirely  different.  After  the 
consideration  of  this  subject  it  was  the  unanimous  opinion  of 
all  who  were  present  that  it  would  be  advisable  for  roads 
interchanging  business  to  adopt  uniform  waybills  and  account- 
ing forms  as  far  as  practicable,  and  on  motion  of  W.  F.  Forse. 
Jr.,  assistant  treasurer  of  the  Indiana  Union  Traction  Com- 
pany. Anderson,  Ind.,  a  committee  was  appointed  to  obtain 
copies  of  all  freight  accounting  forms  in  use  on  the  different 
roads  and  to  make  a  report  at  the  next  regular  meeting  of 
the  conference  recommending  the  best  forms  to  be  adopted 
for  handling  freight  accounts.     This  committee  is  as  follows: 

R.  A.  Crume.  auditor  Dayton  &  Troy  Electric  Railway  Com- 
pany; Walter  Shxoyer,  acting  auditor  Indiana  Union  Traction 
Company;  H.  A.  Baymiller,  freight  auditor  Toledo  Urban  &. 
Interurban  Railway  Company;  C.  I!.  Baker,  freight  auditor 
Western  Ohio  Railway  Company;  M.  W.  Glover,  auditor  In- 
diana Columbus  &  Eastern  Traction  Company. 

The  hope  was  expressed  that  the  committee  may  be  able 
to  investigate  fully  the  necessities  of  the  different  lines  and 
that  it  will  succeed  in  preparing  forms  which  will  be  accept- 
able and  also  adaptable  to  all  conditions  which  may  arise. 
The  members  of  the  conference  were  requested  to  forward  to 
C.  B.  Baker,  the  secretary,  freight  auditor  of  the  Western 
Ohio  Railway  Company,  Lima.  O..  samples  of  all  freight 
accounting  forms  in  use  on  their  respective  roads,  together 
with  any  suggestions  which  they  desire  to  offer  the  committee 
in  assistance  of  the  work. 

Interline   Freight  and  Ticket  Accounts. 

In  the  discussion  of  the  plan  of  settlement  of  interline 
freight  and  ticket  accounts  adopted  at  the  Dayton  meeting 
the  fact  was  brought  out  that  some  lines  are  unable  to  have 
their  reports  made  and  forwarded  by  the  date  fixed  in  the 
agreement.  The  unanimous  opinion  was  that  it  was  not  ad- 
visable to  extend  the  date,  but  that  all  lines  should  endeavor 
to  conform  to  the  date  and  to  forward  their  interline  freight 
and  ticket  reports  as  soon  after  the  15th  day  of  the  follow- 
ing month  as  possible. 

Interline   Billing,   Ohio   and   Indiana    Roads. 

As  considerable  freight  and  express  is  handled  between 
Indiana  and  Ohio  roads  and  a  definite  understanding  was 
necessary  in  order  that  this  business  might  be  taken  care  of 
properly,  arrangements  were  made  for  interline  billing  be- 
tween the  lines.  The  secretary  was  instructed  to  prepare 
the  details  of  this  interline  agreement  and  to  forward  the 
agreement  to  the  lines  interested.  The  agreement  will  not 
interfere  with  the  agreement  for  interline  billing  which  is 
now  in  effect  between  Ohio  lines.  Up  to  the  present  time 
there  has  been  no  written  agreement  between  the  Indiana 
and  Ohio  loads  for  the  interchange  of  interstate  business. 

Cash    Fare    Register. 

On  the  invitation  of  J.  W.  Moore,  roadmaster  and  chief 
i-iiHiin'i.'i'  of  the  Indianapolis  &  Cincinnati  Traction  Company, 
Rushville,  Ind.,  the  conference  examined  a  working  model  of 
a  cash  fare  register  which  he  has  invented.  The  register 
presented  a  number  of  improvements  and  the  explanation  of 
Mr.  Moore  was  very  interesting  to  all  the  members. 

W.  L.  Egry  of  the  Egry  Autographic  Register  Company 
of  Dayton,  O.,  addressed  the  conference  on  the  subject  of 
billing  and  his  address  indicated  that  he  had  given  the  subject 
much  thought.  This  subject  was  referred  to  a  committee  to 
be  bandied  in  connection  with  the  subject  of  freight  account- 
ing forms  and  methods. 

As  E.  C.  Spring,  president  and  general  manager  of  the 
Dayton  Covington  &  Piqua  Traction  Company,  invited  the 
conference  to  visit  West  Milton,  O.,  and  offered  the  use  of 
the  club  house  at  that  place,  it  was  decided  that  the  next 
meeting  of  the  Conference  will  be  held  at  Dayton,  O..  on 
July    i:;,    10(17,     when    Hie     invitation    of    Mr.     Spring   will    be 

pted. 


PUBLIC  UTILITIES  LAW   IN   NEW  YORK. 


Governor  Hughes  of  New  York  signed  on  June  fi  the  pub- 
lic utilities  bill,  following  its  passage  by  the  legislature  on 
June  5  over  the  veto  of  Mayor  McClellan  of  New  York  City. 
The  main  features  of  the  law  as  it  affects  street  and  inter- 
urban railways  are  given  in  the  following  abstract: 

Two  public  service  districts  are  created,  the  first  includ- 
ing the  counties  of  New  York,  Kings,  Queens  and  Richmond 
and  the  second  all  other  counties  in  New  York  state.  There 
shall  be  one  commission  consisting  of  five  members  for  each 
district.  The  commission  in  the  first  district  shall  have  the 
powers  conferred  upon  the  rapid  transit  commission  in  1891 
and  the  acts  amendatory  thereto.  The  annual  salary  of 
each  member  of  each  commission  shall  be  $15,000,  of  counsel 
to  commissions,  $10,000,  and  of  the  secretary,  $6,000. 

The  governor  may  remove  any  commissioner  for  ineffi- 
ciency, neglect  of  duty  or  misconduct  in  office  upon  not  less 
than  10  days'  notice. 

Every  commissioner  and  every  person  employed  is  for- 
bidden to  solicit,  suggest,  request  or  recommend  directly  or 
indirectly  to  any  common  carrier,  railroad  corporation  or 
street  railroad  corporation  or  to  any  officer,  attorney,  agent 
or  employe  thereof  the  appointment  of  any  person  to  any 
office,  place,  position  or  employment.  Every  such  corporation 
is  forbidden  and  prohibited  to  offer  to  any  commissioner,  to 
counsel,  to  the  secretary  or  to  any  person  employed  by  the 
commission  or  by  counsel  any  office  or  position  or  to  give 
any  free  pass  or  transportation  or  any  reduction  in  fare  to 
which  the  public  generally  is  not  entitled,  or  free  passage 
for  freight  or  property,  or  any  present,  gift  or  gratuity  of  any 
kind.  If  anyone  identified  with  the  commission  violates  any 
provision  of  this  section  he  shall  be  removed  from  office. 

Power   to    Examine. 

If  a  person  subpoenaed  to  appear  before  a  commission  or 
commissioner  fails  to  obey  the  command  without  reasonable 
cause  or  if  a  person  shall  without  reasonable  cause  refuse  to 
be  sworn  or  examined  or  to  answer  a  question  or  to  produce  a 
book  or  papers  when  ordered  to  do  so  or  to  subscribe  and  swear 
to  a  deposition  after  it  has  been  reduced  to  writing,  he  shall  be 
guilty  of  a  misdemeanor  and  may  be  prosecuted  in  any  court 
of  criminal  jurisdiction.  If  a  person  refuses  without  reason- 
able cause  to  answer  "a  legal  pertinent  question"  or  to  pro- 
duce a  book  or  paper  the  commissions  may  apply  to  any 
justice  of  the  supreme  court,  directing  such  person  to  show 
cause  why  he  should  not  be  committed  to  jail. 

No  person  shall  be  excused  from  testifying  or  from  produc- 
ing books  or  papers  upon  the  ground  that  the  testimony  or 
documents  may  contain  incriminating  matter,  but  no  person 
shall  be  prosecuted,  punished  or  subjected  to  any  penalty  for 
or  on  account  of  any  act  concerning  which  he  shall  under 
oath  have  testified  or  produced  documentary  offense;  pro- 
vided, however,  that  no  person  so  testifying  shall  be  exempt 
from  prosecution  for  any  perjury  which  may  be  committed 
in  the  testimony.  Nothing  herein  contained  is  intended  to 
give  any  corporation  immunity  of  any  kind. 

After  orders  have  been  made  by  commissions  application 
may  be  made  for  a  rehearing  and  the  commissions  may 
grant  such  rehearing  in  their  judgment.  An  application  for 
a  rehearing  shall  not  excuse  any  corporation  from  complying 
with  any  order  or  operate  to  postpone  enforcement  thereof 
except  as  the  commissions  may  direct. 

Service    and    Facilities. 

Every  corporation  performing  the  service  of  transporta- 
tion of  passengers,  freight  or  property  shall  furnish  such 
"service  and  facilities  as  shall  be  safe  and  adequate  and  in 
all  respects  just  and  reasonable."  All  charges  made  shall 
be  just  and  reasonable  and  every  unjust  and  unreasonable 
charge  for  any  such  service  is  prohibited. 

Every  common  carrier  shall  file  with  the  commission 
schedules  showing  rates.  Unless  the  commissions  order,  no 
change  shall  be  made  in  any  rate  which  shall  have  been  filed 
and  published  by  a  common  carrier  in  compliance  with  this 
act,  except  after  30  days'  notice.  For  good  cause  the  com- 
missions may  allow  changes  in  rates  without  requiring  this 
notice  and  publication.  Any  common  carrier  shall  not  di- 
rectly or  indirectly  by  any  special  rate,  rebate,  drawback  or 
other  device  or  method  charge  a  greater  or  less  compensation 
tor  any  transportation  service,  except  as  authorized,  than  it 
charges  any  other  person  or  corporation  for  a  like  service. 
There  shall  be  no  undue  or  unreasonable  preference,  advan- 
tage  or    prejudice    to    any    person    or   corporatl >r    to    any 

locality  or  to  any  particular  description  of  traffic.  Schedules 
of  rates  must,  be  filed  and  published  in  accordance  with  the 
act  by  November  1,  1907.  Free  tickets  or  transportation  may 
be  given   under  certain   familiar  conditions. 


74G 


ELECTRIC    RAILWAY    REVIEW 


Vol.   XVII,   Xo.   23. 


A  raUroad  corporation  and  a  street  railroad  corporation 
shall  not  be  required  to  interchange  cars  except  on  such 
terms  as  the  commissions  may  direct. 

Cars  and   Motive   Power. 

It  is  provided  that  railroad  and  street  railroad  corpora- 
tions shall  have  sufficient  cars  and  motive  power  to  meet  all 
requirements  for  the  transportation  of  passengers  and  prop- 
erty which  may  reasonably  be  anticipated  unless  relieved 
therefrom  by  order  of  the  commissions. 

Every  railroad  and  street  railroad  corporation  shall  upon 
demand  issue  either  a  receipt  or  bill  of  lading  for  all  prop- 
erty delivered  for  transportation.  Xo  clause  shall  exempt 
such  corporation   from  liability,   loss  or  damage. 

Examination  and  Reports. 

Each  commission  shall  have  power  to  and  shall  examine 
railroads  and  street  railroads  and  keep  informed  as  to  their 
general  condition,  capitalization,  franchises  and  the  manner 
in  which  their  lines  are  conducted,  not  only  with  respect  to 
the  adequacy,  security  or  accommodation  afforded,  but  also 
with  respect  to  compliance  with  the  law.  Each  commission 
and  commissioner  shall  have  power  to  examine  all  books, 
records,  contracts,  documents  and  papers  of  any  person  or 
corporation  subject  to  its  supervision  and  to  compel  produc- 
tion thereof. 

The  form  of  annual  reports  required  shall  be  prescribed. 
The  commissions  may  also  require  corporations  to  file  monthly 
reports  of  earnings  and  expenses.  The  annual  report,  cover- 
ing the  fiscal  year  ended  June  30,  shall  be  filed  on  or  before 
September  30  of  each  year,  but  this  time  may  be  extended 
for  a  period  not  exceeding  60  days.  Any  corporation  which 
fails  to  file  its  annual  report  within  the  time  set  or  to  make 
monthly  reports,  when  required,  within  30  days  from  the  time 
required,  shall  forfeit  $100  for  each  and  every  day  it  shall 
continue  to  be  in  default.  Xo  other  accounts  except  those 
prescribed  by  the  commissions  shall  be  kept,  save  those 
prescribed  by  or  under  authority  of  the  United  States. 

To  Investigate  Accidents. 

In  its  judgment  each  commission  shall  investigate  the 
cause  of  all  accidents  which  result  in  loss  of  life  or  injury 
to  persons  or  property.  Every  common  carrier,  railroad 
and  street  railroad  corporation  is  required  to  give  immediate 
notice  to  the  commission  of  every  accident  happening  upon 
its  line.  Such  notice  shall  not  be  admitted  as  evidence  or 
used  for  any  purpose  against  such  corporation  in  any  suit 
or  action  for  damages  growing  out  of  the  matter  mentioned. 

Each  commission  may  investigate  or  make  inquiry  as  to 
any  act  or  thing  done  or  permitted  to  be  done  by  any  such 
corporation. 

Fares,   Appliances,    Etc. 

Whenever  either  commision  shall  be  of  the  opinion, 
after  a  hearing,  that  the  rates  or  fares  charged  by  any 
common  carrier  or  railroad  or  street  railroad  corporation  for 
transportation  or  that  the  regulations  or  practices  of  such 
corporation  are  unjust,  unreasonable,  unjustly  discriminatory 
or  unduly  preferable,  the  commission  shall  determine  the 
just  and  reasonable  rates  to  be  thereafter  observed  as  the 
maximum  to  be  charged  for  the  service.  Whenever  the  com- 
missions shall  be  of  the  opinion  that  the  regulations,  prac- 
tices, equipment,  appliances  or  service  of  such  corporations 
are  unjust,  unreasonable,  unsafe,  improper  or  inadequate  the 
commissions  shall  determine  upon  changes  to  be  made. 

The  commissions  shall  have  power  to  require  any  two 
or  more  common  carriers  or  railroad  corporations,  the  lines 
of  which  form  a  continuous  line  of  transportation  or  could 
be  made  to  do  so  by  the  construction  and  maintenance  of  a 
switch  connection,  to  establish  through  routes  and  joint 
rates,  and  in  case  this  is  not  done  the  commission  shall  estab- 
lish joint  rates  and  declare  the  portion  to  which  each  carrier 
or  corporation   shall  be  entitled. 

Improvements  and  Service. 

If  in  the  judgment  of  the  commissions  repairs,  improve- 
ments or  changes  in  the  tracks,  switches,  terminal  facilities 
or  terminals,  motive  power  or  any  other  property  or  device 
used  by  any  common  carrier,  railroad  or  street  railroad  cor- 
poration ought  reasonably  to  be  made  or  additions  should 
be  made  thereto  in  order  to  promote  the  security  or  con- 
venience of  the  public  or  employes,  the  commission  shall, 
after  a  hearing,  make  an  order  directing  such  changes,  and 
every  corporation  is  required  to  make  such  changes. 

If  in  the  judgment  of  the  commissions  any  railroad  or 
street  railroad  corporation  does  not  run  trains  or  cars  enough 
or  operate  motive  power  enough  to  reasonably  accommodate 
the  traffic,  or  does  not  run  its  trains  or  cars  with  sufficient 
frequency  or  at  a  reasonable  or  proper  time  with  regard  to 
safety,  or  does  not  run  trains  or  cars  upon  a  reasonable  time 


schedule  the  commissions  shall  have  power  to  order  an  in- 
crease in  the  number  of  trains,  cars  or  in  motive  power  or  a 
change  of  schedule. 

Franchises   May   Not   be   Capitalized. 

Xo  franchise  or  any  right  under  a  franchise  to  own  or 
operate  a  railroad  or  street  railroad  shall  be  assigned,  trans- 
ferred or  leased,  nor  shall  any  contract  or  agreement  affect- 
ing such  franchise  or  right  be  valid  unless  the  assignment 
or  transfer  shall  have  been  approved  by  the  commission. 
Xo  railroad  corporation  or  street  railroad  corporation  shall 
purchase  or  acquire  any  part  of  the  capital  stock  of  any 
railroad  or  street  railroad  or  other  common  carrier  organized 
under  the  laws  of  the  state  unless  authorised  to  do  so  by  the 
commission;  and  except  where  stock  shall  be  transferred  or 
held  as  collateral  security  only  with  the  consent  of  the  com- 
mission, no  stock  corporation  of  any  description  other  than 
a  railroad  or  street  railroad  corporation  shall  purchase  or 
acquire,  take  or  hold  more  than  10  per  cent  of  the  total  capital 
stock  issued  by  any  railroad  or  street  railroad  corporation 
or  other  common  carrier  organized  under  the  laws  of  the 
state.  Xothing  in  the  law  shall  be  construed  to  prevent  the 
holding  of  stock  heretofore  lawfully  acquired. 

A  common  carrier,  railroad  corporation  or  street  railroad 
corporation  may  issue  stocks,  bonds,  notes  or  other  evidence 
of  indebtedness,  payable  at  periods  of  more  than  12  months 
after  the  date  thereof  when  necessary  for  the  acquisition  of 
property,  the  construction,  completion,  extension  or  improve- 
ment of  facilities,  or  for  the  improvement  or  maintenance  of 
service  or  for  the  discharge  or  lawful  refunding  of  obliga- 
tions, provided  that  there  shall  have  been  secured  from  the 
commission  an  order  authorizing  such  issue  in  a  definite 
manner  and  stating  that  the  capital  to  be  raised  is  reasonably 
required  for  the  purposes  of  the  corporation.  Such  carrier 
or  corporation  may  issue  notes  for  proper  corporate  purposes, 
payable  in  periods  of  not  more  than  12  months,  without  such 
consent,  but  no  such  notes  shall  be  refunded  by  any  issue 
of  stock  or  bonds  or  any  evidence  of  indebtedness  for  more 
than  12  months  without  the  consent  of  the  commission  hav- 
ing jurisdiction. 

The  commissions  shall  have  no  power  to  authorize  the 
capitalization  of  any  franchise  or  the  right  to  own,  operate 
or  enjoy  any  franchise  in  excess  of  the  amount  (exclusive  of 
tax  or  annual  charge)  actually  paid  to  the  state  or  to  a 
political  subdivision  thereof  as  the  consideration  for  the  grant 
of  such  franchise. 

The  capital  stock  of  the  new  corporation  formed  to 
merge  the  property  of  two  or  more  other  corporations  shall 
not  exceed  the  par  value  of  the  capital  stock  of  the  corpora- 
tions involved,  or  such  sum  and  such  additional  sum  as  may 
be  actually  paid  in  cash.  Xo  contract  for  consolidation  or 
lease  shall  be  capitalized  in  the  stock  of  any  corporation  nor 
shall  any  corporation  hereafter  issue  any  bonds  as  a  lien 
upon  any  such  contract.  Any  street  railroad  corporation 
which  shall  violate  any  provision  of  this  act  or  fail  to  comply 
with  any  order  or  requirement  of  the  commission  shall  forfeit 
not  to  exceed  $5,000  for  each  offense. 

It  is  provided  that  the  new  law  shall  go  into  effect  on 
July  1,  1907. 


Correction. 


In  the  Electric  Railway  Review  of  June  1,  page  718,  in 
the  article  on  the  "Railway  Track  of  the  Past  and  Its  Possible 
Development  in  the  Future,"  an  error  is  noted  in  the  titles 
of  Figures  2  and  3.  Figure  2  was  marked  "Design  for 
Rigid  Permanent  Way  by  Gustav  Lindenthal."  It  should 
have  been  "Design  for  Rigid  Permanent  Way  by  J.  W. 
Schaub."  Figure  3  should  have  been  "Railway  Track  in  the 
Future — Design  Proposed  by  J.  W.  Schaub  for  Track  in  the 
East  River  Tubes." 


Traffic  on  the  Chicago  elevated  roads  for  the  month  of 
.May  was  large  in  spite  of  the  unfavorable  weather,  and  in 
every  case  shows  favorable  increases  over  last  year.  The 
South  Side  Elevated  Railroad  set  a  new  high  record  for 
average  daily  passengers  carried  of  109,880,  an  increase  of 
13.09  per  cent  over  1906.  The  opening  of  the  Englewood 
extension  is  principally  responsible  for  the  showing.  The 
average  number  of  passengers  per  day  carried  by  the  Xorth- 
western  Elevated  Railroad  was  94,204,  a  gain  of  15.24  per 
cent,  and  by  the  Metropolitan  West  Side  Elevated  Railway 
151,423,  an  increase  of  10.70  per  cent. 


June  S.   1907. 


ELECTRIC    RAILWAY     REVIEW 


747 


TURBO-GENERATING    PLANT    OF    THE    POTOMAC    ELEC 
TRIC  POWER  COMPANY,  WASHINGTON,  D.  C. 


The  Potomac  Electric  Power  Company.  Washington,  D.  C, 
has  recently  built  a  new  power  house  on  the  outskirts  of 
the  city,  near  Bennings  Road  Bridge.  This  interesting  turbine 
installation,  which  develops  a  kilowatt  for  each  1.52  square 
feet  of  total  floor  area,  was  installed  under  the  direct  super- 
vision of  L  E.  Sinclair,  general  superintendent  of  the  Potomac 
Electric  Power  Company,  and  was  designed  and  built  by 
J.  G.  White  &  Co.  of  New  York,  to  whom  we  are  indebted  for 
illustrations  and   data. 

The  general  arrangement  of  the  Potomac  power   station 


J  ^ 


4  ^ 

ii  ii  ii  ii  ii 


Potomac    Electric    Power    Plant — Exterior    View. 

is  in  many  ways  similar  to  a  large  number  of  the  most  mod- 
ern plants  except  for  a  number  of  improvements  in  the  dis- 
position of  the  auxiliary  machinery.  The  boiler  room,  which 
is  arranged  at  right  angles  to  the  generating  room,  is  164  feet 
long  by  180  feet  wide;  the  turbine  room  is  164  feet  long  by 
45  feet  wide  and  the  switchboard  is  located  in  a  separate 
room  164  feet  long  and  15  feet  wide.  In  the  annex  in  which 
the  switch  compartment  is  located  are  also  the  offices  for  the 
engineer  and  the  employes  of  the  power  house.  The  founda- 
tions rest  on  piles  of  the  Raymond  concrete  construction,  30 
to  40  feet  long.  The  walls  of  the  building  are  made  of 
hollow  concrete  blocks  manufactured  by  the  Lake  Stone 
Company.  Washington,  D.  C.  These,  with  the  exception  of 
the  window  and  door  lintels,  are  of  a  uniform  size,  3  by  1  by 
1  foot.  All  the  wall  and  column  footings  are  made  of  solid 
concrete,  upon  which  is  supported  the  superstructure  of  steel. 

Boiler  Room. 

Provision  has  been  made  in  the  boiler  room  for  24  Bab- 
cock  &  Wilcox  boilers,  but  at  present  only  16  are  in  installed. 
The  boilers  are  arranged  in  batteries  of  two,  in  four  rows, 
forming  two  firing  aisles,  which  are  at  right  angles  to  the 
generating  room.  Four  boilers  provide  steam  for  each  tur- 
bine. Equalizing  headers  are  installed,  insuring  against  shut- 
down in  case  of  accident  to  the  piping  system.  The  boilers  are 
arranged  in  groups  of  eight  to  each  one  of  the  three  12  by  200 
foot  Webber  reinforced-concrete  chimneys,  tour  boilers  hav- 
ing one  breeching  in  common.  Each  breeching  is  provided 
with  an  automatic  damper-regulator. 

The  boilers  are  designed  for  a  working  pressure  of  175 
pounds  per  square  inch.     Each  has  a  total  water-heating  sur- 


foce  of  6,040  square  feet.  They  are  fitted  with  Babcock  & 
Wilcox  superheaters  of  the  2-loop  type,  each  having  a  heating 
surface  of  1,180  square  feet,  and  capable  of  superheating  to  150 
degrees  P.  Roney  stokers  12  feet  6  inches  wide,  having  a  grate 
area  of  111.8  square  feet,  are  installed.  A  Westinghouse  sim- 
ple engine  is  provided  for  operating  the  stokers  of  every 
two  boilers  by  means  of  a  weigh-shaft  extending  across  the 
front  of  both. 

Coal  and  Ash-Handling  Apparatus. 
The  coal  will  be  fed  to  the  stoker  hoppers  by  gravity 
from  steel  coal  bunkers  suspended  from  the  steel  super- 
structure above  the  boilers.  These  bunkers  have  a  capacity 
of  650  tons  each  and  are  filled  by  belt  conveyors  manu- 
factured by  the  McGarlin  Conveyor  &  Belt  Conveyor  Com- 
pany. The  conveyors  have  a  capacity  of  40  tons  per  hour. 
Reinforced  concrete  ash  hoppers  are  installed  in  a  similar 
manner  between  each  end  row  of  boilers  and  the  boiler-room 
walls.  These  will  have  a  capacity  of  approximately  50  cubic 
yards  each. 

Piping    and    Pumps. 

Steel  pipes  and  semi-steel  flanges  and  fittings  have  been 
employed  throughout  the  piping  system.  The  Van  Stone 
flange  which  is  of  the  loose  type  is  standard.  The  leads  from 
all  the  boilers  are  7  inches  in  diameter  and  are  connected 
to  the  main  header  system  by  means  of  flexible  bends  as 
seen  in  the  illustration  of  the  main  piping  system  presented 
herewith.  The  main  steam  header  is  12  and  14  inches  in 
diameter,  depending  on  the  number  of  boilers  which  dis- 
charge their  steam  into  it.  as  is  shown  on  the  high-pressure 
piping  plans. 

An  equalizer  pipe  14  inches  in  diameter  connects  all  the 


Potomac    Electric    Power    Plant — General    View    of    Turbine    Room, 

Showing     Two     of     the     5,000-Kllowatt     Units     with 

Condensing    Auxiliaries. 

batteries  of  boilers.  An  examination  of  the  illustration  will 
show  that  regardless  of  where  a  break  took  place,  under  the 
most  unfavorable  conditions,  not  more  than  three  boilers 
could  be  disabled  at  one  time. 

As  the  steam  in  normal  operation  in  a  superheated  con- 
dition and  a  small  amount  of  water  passing  to  the  turbines 
will  cause  no  serious  difficulty,  it  was  not  deemed  necessary 
to  install  separators  on  the  pipe  line.  To  drain  the  pipes, 
however,  a  drip  system  was  installed  which  is  fitted  with 
four  l^-inch  Squires  steam  traps,  which  are  placed  in  the- 
basement  of  the  boiler  room.  Return  water  from  these  drips 
is  passed  into  the  feedwater  heater. 


748 


ELECTRIC    RAILWAY    REVIEW 


Vol.   XVII.   Xo.   23. 


The  auxiliary  header  is  all  of  6-inch  pipe.  The  main 
auxiliary  header  draws  steam  from  the  14-inch  header  by 
taps  at  three  points,  and  is  provided  with  a  drip  system  and 
two  %-inch  taps.  All  the  auxiliary  piping  as  well  as  the  blow- 
off  and  feed  piping  has  been  placed  in  the  boiler-room  base- 
ment, thus  preventing  the  liability  of  accidents,  and  making 
it  more  accessible  for  repairs.  Loss  of  heat  is  prevented  by 
i  covering  of  85  per  cent  magnesia  which  is  fitted  to  all  the 
live  steam  piping. 

Two  Warren-Webster  open  feedwater  heaters  have  been 


direct-connected  to  a  15-horsepower  General  Electric  three- 
phase  220-volt  induction  motor.  The  discharge  from  the  hot- 
well  is  led  to  the  feedwater  heater.  Laidlaw-Dunn-Gordon  dry- 
vacuum  pumps  12  by  25  by  18  inches,  making  125  revolutions 
per  minute,  are  installed  to  remove  the  air  and  vapor  from 
the  condensers.  The  vacuum  pumps  for  the  2,000-kw.  turbine 
are  10  by  22  by  18  inches,  125  revolutions  per  minute,  and  of 
the  same  type  and  make  as  the  larger  units.  The  step-bear- 
ing pumps  are  9  by  3%  by  10-inch  Worthington  duplex  pumpe, 
and  a  30-gallon  pressure  storage  reservoir  has  been  provided 


Potomac   Electric   Power   Plant — General  Arrangement  of  Turbines,   Piping  and    Boilers. 


installed  designed  to  heat  the  feedwater  from  So  degrees  to 
I'm:,  degrees  F. 

Pumps. 

Two  Epping-Carpenter  horizontal  duplex  feed  pumps  16 
by  10%  by  16  inches  have  been  installed.  These  feed  pumps, 
which  are  controlled  by  Ford  feed  regulators,  discharge  into 
a  6-inch  ring  header  from  which  branches  are  carried  to  each 
boiler. 

The  circulating  pumps  for  the  condensers  of  the  5,000- 
kw.  units  are  24-inch  Worthington  centrifugal  pumps  direct- 
connected  to  a  medium-speed  Harrisburg  engine  with  cylin- 
ders 12  by  14  inches,  making  250  revolutions  per  minute.  A 
16-inch  Worthington  centrifugal  pump  and  Harrisburg  engine 
are  provided  for  each  of  the  condensers  of  the  2,000-kw.  tur- 
bines. 

The  condensation  from  the  condensers  is  handled  by  a 
vertical-shaft.    4-inch,    two-stage    Worthington    turbine    pump 


to  guard  against  failure  of  the  pumps.  Three  are  provided 
at  present,  but  provision  was  made  for  installing  another 
pump  when  the  additional  turbine  units  are  added.  The  house 
pumps  are  7^  by  10  by  10-inch  Epping-Carpenter  steam 
pumps  and  the  two  auxiliary  pumps  are  of  the  same  manufac- 
ture, but  are  only  6  by  4  by  6  inches. 

The  valves  on  all  the  main  lines  are  of  Chapman  manu- 
facture and  the  24-inch  atmospheric  relief  valves  on  the  tur- 
bines  were   furnished   by    Worthington. 

The  feed  pumps,  feedwater  heaters,  steam  traps  and  the 
exciter  units  are  located  in  a  part  of  the  boiler-room  base- 
ment which  is  separated  from  the  remainder  by  a  hollow 
concrete-block  wall. 

Main  Generating  Units. 
The  foundations  for  the  turbines  are  not  built  on  piling 
as  are  the  walls,  owing  to  the  arrangement  of  the  circulating 


June  S,   1907 


ELECTRIC    RAILWAY    REVIEW 


l!i 


water  conduit  which  passes  through  the  turbine  foundations 
and  extends  the  entire  length  of  the  building.  These  conduits, 
which  each  have  a  cross-sectional  area  of  40.5  square  feet, 
are  constructed  of  concrete  in  which  are  embedded  a  large 
number  of  rails,  thus  uniting  all  the  foundations,  preventing 
the  uneven  settlement  of  the  turbines  and  also  distributing 
the  load  over  a  larger  area.     There  will  be  eventually  three 


■■■''.  .  , 

SOt/THW/UJ.  .         ,- 


~ 


valve.  The  atmospheric  relief  pipe  is  taken  out  of  the  con- 
densers instead  of  from  one  of  the  intermediate  stages,  as 
was  the  former  practice  as  exhibited  in  the  turbines  at  the 
Old  Colony  Street  Railway  plant  in  Providence. 

The  generator  room  is  served  by  a  50-ton  traveling 
crane.  There  are  two  General  Electric  exciter  units  direct- 
connected  to  12  by  15  Harrisburg  engines  running  at  250  revolu- 
tions per  minute.  These  are  installed  under  the  boiler  room. 
A  1,600-gallon  Turner  oil  filter  and  storage  tank  has  been 
installed  in  the  boiler-room  basement  for  handling  the  oil 
supply. 

Switchboard   and    Electric   Wiring. 

The  electrical  bay.  as  previously  stated,  is  15  feet  wide 
and  extends  the  entire  length  of  the  generating  room. 
This  annex  is  three  stories  high.  In  the  first  floor,  which  is 
flush  with  the  generating  floor,  are  located  the  manholes  for 
the  generator  leads  and  the  outgoing  cables.  These  are  run 
in  double-duct  tile  conduits  on  the  side  of  the  wall,  whence 
they  lead  by  underground  conduits  to  the  various  substations 
and  to  the  generators.  The  field  rheostats  are  also  located 
in  this  room.  At  one  end  are  located  toilet  and  locker  rooms 
and   shower  baths   for   the   engine-room   employes,   the   toilet. 


Potomac    Electric    Power    Plant — Plan    of    Main    Steam    Piping. 

5,000-kw.  Curtis  turbines  and  two  2,000-kw.  Curtis  turbines. 
but  at  present  only  two  of  the  5,000-kw.  turbines  have  been 
Installed  and   the  two  2,000-kw.  turbines. 

Tin'  turbines  are  of  the  vertical,  base-condenser  type. 
The  generators  are  of  the  standard  4-pole  revolving  field 
turbo  type  designed  for  25-cycle  current  at  ii.600  volts.  The 
speed  of  all  the  generators  is  750  revolutions     per  minute. 

The  cooling  surface  in  the  surface  condensers  is  4  square 
feet  per  kilowatt.  Each  turbine  has  an  atmospheric  exhaust 
21    Inches   In    diameter    fitted    with    an    atmospheric   relief 


Potomac     Electric    Power    Plant — View    from     Monitor    over    Boiler 

Room.    Showing    Coal -Handling    Apparatus    and    Conveyor 

over    Coal    Pockets. 

shower  baths  and  lockers  for  the  firemen  being  located  in  the 
east  end  of  the  boiler-room  basement.  The  ceiling  of  this 
room  is  9  feet  5  inches  and  above  it  is  a  gallery  on  which  are 
located  the  oil  switches  which  control  the  generators  and  out- 
going feeders. 

The  main  generator  switchboard  is  found  on  the  sec- 
ond gallery  directly  above  that  on  which  the  oil  switches  are 
located.  A  division  wall  separates  the  entire  switching  com- 
partment from  the  main  generating  room,  but  is  provided  at 
the  upper  switchboard  gallery  with  large  openings  which 
afford  a  clear  view  of  the  generating-room   floor. 


The  first  attempts  at  turning  the  current  into  the  new 
ctrical  overhead  system  of  the  New  York  New  Haven  & 
Hartford  Railroad  between  Xew  York  and  Stamford.  Conn., 
are  reported  to  have  set  up  induced  currents  which  seriously 
affected  the  transmission  of  messages  on  the  telegraph  and 
telephone  wires  within  50  feet  of  the  track. 

Twenty-four   employes   of   the   Cincinnati   Traction 
pany  who  have  been   voted  by  their  fellow-workers  the  most 
popular  will  be  sent  on  a  sight-seeing  tour  of  the  east 
cities    during   June   at    the    expense   of   the   company.— Third 
Rail. 


7511 


ELECTRIC    RAILWAY    REVIEW 


Vol.   XVII,   Xo.   23. 


PERSONALITY    IN    HANDLING    EMPLOYES.* 


l;v    II.  11.  VKEELAXI).    PRESIDENT    NEW   YORK   CITY    RAILWAY   COMPANY. 

The  New  York  City  Railway  Company  was  employing 
several  thousand  men  when  I  came  to  it,  but  I  found  that  they 
were  constantly  changing.  Practically  the  entire  force  would 
renew  itself  every  two  or  three  years.  There  were  not  50  men 
who  had  been  with  the  company  five  years.  At  that  time,  if 
an  employe  had  committed  a  minor  offense  he  would  be  laid 
off  for  a  couple  of  days.  Xo  account  was  kept  of  the  affair, 
and  as  soon  as  he  was  back  at  work  the  matter  was  forgotten. 
I  heard  repeatedly  of  division  superintendents  discharging  men 
under  them  whom  they  had  never  seen ;  and  the  man  was 
given  no  chance  to  defend  himself. 

It  was  in  1895  that  our  record  system  began  working 
The  improved  conduct  of  the  men  was  wonderful.  The  knowl- 
edge that  facts  concerning  their  ability,  and  their  disposition 
to  make  use  of  this  ability,  were  placed  on  record,  brought  a 
new  interest.  The  men  were  well  aware  that  their  errors 
were  placed  against  them,  but  they  also  knew  that  statements 
relating  to  their  good  conduct  and  efficient  service  had  space 
in  the  record. 

The  most  marked  effect  of  installing  this  system,  an  effect 
which  has  continued  throughout  its  life,  is  in  bringing  out 
the  staying  qualities  of  the  men.  Before  these  personal  rec- 
ords of  the  employes  were  started,  as  I  have  said,  there  were 
not  50  of  them  who  had  been  with  the  company  five  years: 
now  50  per  cent  have  been  in  the  service  that  length  of  time. 
The  gold  bar  on  a  motorman's  or  a  conductor's  sleeve  is  a 
common  sight  today. 

Trials  of  Accused   Employes. 

A  man  would  fight  now  to  keep  his  record  clean;  while 
prior  to  the  installing  of  this  system  the  same  man  would 
have  thought  nothing  of  being  suspended  for  a  few  days. 
Punishment  by  suspension  is  a  final  warning,  occurring  but 
once  before  discharge.  The  general  system  of  suspension  is 
a  thing  of  the  past  among  the  forces  of  the  New  York  City 
Railway  Company. 

If  an  employe  is  accused  of  misconduct  or  neglect  he  is 
brought  up  for  trial.  An  opportunity  is  given  him  to  secure 
all  the  witnesses  possible,  even  if  he  has  to  take  two  or  three 
days  in  finding  them.  When  everything  is  ready,  the  division 
superintendent  tucks  the  volume  of  the  records  containing 
this  man's  service  under  his  arm  and  goes  to  the  "court" 
room  and  holds  the  "trial."  The  division  superintendent  is 
both  judge  and  jury  in  most  cases;  and  as  he  has,  in  all 
probability,  never  seen  nor  heard  of  the  man  on  trial,  there 
is  nothing  to  influence  the  decision  but  the  actual  facts  in 
the  case.  If  the  employe  is  acquitted  he  is  paid  for  all  the 
time  lost  during  the  trial.  Should  he  be  found  negligent  to  a 
certain  extent,  but  not  sufficient  to  cause  his  discharge,  he  is 
fined  only  for  the  time  consumed  by  the  hearing  of  the  trial. 

Sources  of  the  Information. 

The  sources  of  our  information,  it  may  be  said,  are  only 
two:  the  public  in  general  and  our  officials  in  particular — ■ 
rather  a  complete  information  bureau. 

Often  patrons  of  our  lines  will  come  to  me,  or  write  a 
letter,  saying  they  had  been  riding  with  the  same  conductor 
every  week-day  morning  for  a  number  of  months  or  possibly 
for  two  or  three  years.  They  had  noticed  at  various  times 
how  courteous  he  was  and  careful  to  avoid  all  possible  damage 
to  the  company's  property.  First  of  all,  we  would  endeavor 
to  find  out  whether  this  statement  was  above  suspicion  or  if 
the  person  had  been  prompted  to  do  this  by  the  conductor. 
If  it  proved  to  be  genuine,  the  statement  which  had  been 
made,  along  with  the  informant's  name,  would  be  entered 
on  the  employe's  page  to  whom  it  related. 

In  addition  to  this  general  information  there  are  the  com- 
plaints and  commendations  made  by  the  officials  of  the  com- 
pany, as  they  come  in  contact  with  the  employes. 

It  is  the  custom  for  the  superintendent  of  a  division. 
or  his  assistant,  to  see  each  man  personally  in  reference  to 
any  charges  which  may  be  brought,  in  order  to  prevent  the 
employe  from  being  the  victim  of  an  unjust  accusation.  It 
also  does  away  with  any  uncertainty  in  the  employe's  mind 
as  to  how  he  stands  with  the  company.  In  this  way,  so  far 
as  is  possible,  an  effort  is  made  by  the  superintendent  to  keep 
in  personal  touch  with  his  men  and  at  all  times  to  accord 
them  a  hearing. 

Promotion  Dependent  on  Good  Record. 

The  New  York  City  Railway  Company  never  considers 
a  man  for  promotion  until  he  has  been  in  its  employ  for 
five  years.  It  takes  that  long  to  know  a  man.  And  this 
does  not  seem   unreasonable   when   one   considers   the  many 

•Abstract  of  article  in   System. 


iiuls   of  employes  who  are  scattered  over  several  hun- 
dred miles  of  tracks  at  all  hours  of  the  day  and  night. 

Yet  it  is  from  the  eligible  men  that  we  fill  the  higher 
positions,  for  it  is  our  policy  to  take  the  men  from  the  lower 
ranks  and  appoint  them  to  the  openings  in  the  higher  grades 
of  the  service,  in  preference  to  choosing  outsiders  to  fill  such 
vacancies.  Whenever  the  vacancies  occur  the  fact  is  made 
public  on  the  bulletin  board  so  that  candidates  may  have  an 
opportunity  to  file  their  applications.  In  determining  their 
fitness  for  the  position  involved,  their  records  are  very  care- 
fully gone  over.  From  the  list  of  the  apparently  eligible  ones 
those  men  are  chosen  who  seem  to  give  promise  of  most  satis- 
factorily meeting  all  requirements.  These  are  promoted  on 
probation  and  if  they  prove  their  ability  to  perform  the  new 
duties  they  receive  permanent  appointments. 

Records  Open  for  Inspection. 

Another  cause  which  stimulates  the  men  in  their  work 
is  the  fact  that  the  records  are  always  open  for  their  inspec- 
tion. They  can  find  out  at  any  time  just  what  the  company 
knows  about  them;  and  this  in  actual  facts  and  not  general 
impressions.  We  often  have  requests  from  the  police  and 
fire  departments  for  information  relating  to  men  who  have 
applied  to  them  for  appointments.  Applicants  for  police  and 
fire  department  service  are  more  desirable  when  recruited 
from  street  railway  ranks,  for  they  are  as  a  class  very  well 
conditioned  and  disciplined,  and  are  accustomed  to  handling- 
crowds  and  unusual  situations  arising  in  the  busy  streets. 

These  personal  records  are  entered  in  volumes,  approxi- 
mately 11  by  15  inches,  containing  800  pages  each,  closely 
ruled.  These  pages  are  indexed  and  a  page  is  reserved  for 
each  man. 

The  first  entry  is  that  of  the  name,  date  of  birth,  date 
of  appointment,  the  capacity  in  which  he  serves  and  the 
division  to  which  he  is  assigned.  Notations  are  then  made  in 
chronological  order  of  any  facts  which  are  reported  regard- 
ing the  fidelity  with  which  this  employe's  duties  are  per- 
formed; the  violations  of  which  he  may  be  guilty;  the  regu- 
larity and  punctuality  of  his  attendance,  and  complaints  and 
commendations  made  by  the  officials  of  the  company,  or  re- 
ceived from  outside  sources.  There  are  also  recorded  what- 
ever disciplinary  measures  are  adopted  from  time  to  time, 
the  date  of  his  promotion,  or  the  reverse,  and  any  informa- 
tion reaching  us  which  throws  light,  either  directly  or  indi- 
rectly, upon  the  man's  habits,  personal  conduct  and  efficiency. 
In  the  case  of  employes  who  remain  in  the  service  for 
a  number  of  years,  it  is  obvious  that  the  records  become  some- 
what voluminous.  To  facilitate  their  examination  the  use  of 
colored  inks  has  been  adopted  when  making  entries  of  a 
particular  character. 

On  the  first  of  each  month  statements  are  sent  to  me  of 
the  number  of  men  hired  and  discharged.  Those  among  the 
latter  who  have  been  with  the  company  for  more  than  a  year 
will  have  their  records  sent  along  so  that  their  standing  dur- 
ing the  period  of  their  employment  may  be  examined.  This 
presents  another  safeguard  against  a  man  being  removed 
from  his  place  through  any  mistake  or  prejudice.  This  rule 
is  carried  out  regarding  the  entire  15,000  employes. 

This  system  is  now  employed  by  railroads  controlling  90 
per  cent  of  the  trackage  laid  in  this  country.  The  opinion 
is  general  that  it  has  gone  far  to  solve  one  of  the  problems 
which  ever  confronts  the  employer  of  great  numbers  of  men — 
the  ability  to  know  them.  To  me,  the  use  of  this  record  is 
as  great  a  benefit  as  it  is  to  our  men. 


Cement  Insulated  Trolley  Hangers. 

S.  H.  Anderson,  chief  electrician  of  the  Pacific  Electric 
Railway,  Los  Angeles,  Cal.,  has  been  experimenting  with  a 
novel  type  of  insulated  hanger  for  trolley  construction.  The 
variation  from  the  present  type  of  hanger  consists  in  the 
use  of  Portland  cement  as  an  insulating  compound.  The  out- 
side or  shell  of  the  new  type  of  hanger  will  not  differ  from 
the  design  now  generally  adopted.  The  interior  stud,  how- 
ever, which  supports  the  ear  will  be  made  in  a  die  in  the 
form  of  a  spool  with  the  threaded  portion  as  an  extension 
from  the  face  of  one  end.  This  spool-shaped  piece  will  be 
centered  in  the  shell  and  the  interior  of  the  shell  then  be 
filled  with  Portland  cement.  Insulation  will  be  provided  by 
covering  the  stud  with  two  or  three  coats  of  enamel  baked 
on  so  that  it  will  be  unaffected  by  water.  The  cement  which 
will  replace  the  usual  insulating  material  will  therefore  not 
be  called  upon  to  act  as  a  dielectric,  but  only  to  perform  the 
mechanical  duty  of  retaining  the  hanger  bolt  in  the  position 
in  the  center  of  the  shell.  It  is  expected  that  this  method 
of  construction  will  effect  a  saving  in  first  cost. 


June  5,   1907. 


ELECTRIC     RAILWAY    REVIEW 


T."l 


AN   AIR-OPERATED  YARD  CRANE. 


The  air  crane  shown  in  the  accompanying  illustrations 
was  built  in  the  shops  of  the  San  Francisco  Oakland  &  San 
Jose  Railway  (Key  Route),  Oakland.  Cal.  It  has  been  of 
considerable  value  in  handling  material  in  the  general  storage 
yards.  The  line  drawing  will  serve  to  give  the  dimensions 
and  detail  arrangement  of  the  crane.  The  principal  pan  of 
this  useful  tool  comprises  an  air  cylinder  7  inches  in  diameter 
and  6  feet  6  inches  long,  mounted  on  a  boom  so  supported 
that  it  can  swing  around  a  mast  stepped  on  a  platform  4  by  6 
feet,    which    is   in   turn    clamped   to   the   floor   of   a   fiat   car. 


EXTENSION    OF  THE   SOUTHWESTERN    TRACTION 
COMPANY. 


The  Southwestern  Traction  Company  of  London,  Ont., 
which  has  had  a  line  in  operation  between  London  and  St. 
Thomas.  18%  miles,  for  the  past  12  months,  is  now  completing 


Key    Route — Air-Operated    Crane   as    Mounted   on    Flat   Car. 

Fastened  to  the  end  of  the  piston  in  the  air  cylinder  is  a 
20-inch  sheave,  carrying  a  %-inch  wire  cable,  which  passes 
over  the  top  of  a  second  fixed  sheave  at  the  ecd  of  the  long 
boom. 

By  means  of  suitable  tongs  fastened  on  the  free  end  of 
this   wire  cable  and  a   supply  of  air   from   the  motor-driven 


its  extension  from  London  to  Port  Stanley,  29%  miles,  which 
is  expected  to  be  opened  for  traffic  in  July.  An  official  report 
from  C.  P.  Raikes,  chief  engineer,  states  that  grading  is  now- 
completed  and  the  overhead  work,  which  is  partly  of  the 
bracket  type  and  partly  double-pole  span  construction,  is 
finished  as  far  as  Union,  26%  miles.  Sixty-pound  rails  are 
used  throughout.  The  steepest  grade  is  4%  per  cent.  A 
power  house  of  1,000-horsepower  capacity  is  located  at  London, 
and  contains  10,000-volt,  3-phase  generators,  operated  by 
vertical  compound  inclosed  engines,  operating  at  375  revolu- 
tions per  minute.  Three  substations  are  now  under  construc- 
tion.    The  equipment  for  the  substations  and  the  cars  is  fur- 


Key  Route — Air-Operated  Crane  Handling  Track  Material  in  Yards. 


compressor  mounted  on  the  platform,  it  is  possible  to  load 
and  unload  rails  or  other  heavy  supplies  with  comparatively 
little  manual  labor.  Current  tor  the  operation  of  the  air 
compressor  motor  is  obtained  from  the  trolley  through  a  hook- 
stick  connection.  It  is  necesaarj  to  clamp  the  flat  car  to  the 
track  in  some  maimer  in  order  thai  the  heavy  weights  at  the 
end  of  the  boom  may  be  more  steadily  handled  than  would 
be  the  case  n  the  platform  were  tree  to  move. 


nishc id  by  the  Canadian  Westinghouse  Company,  and  the  over- 
head  and  track  equipment  by  the  Canadian  Electric  Traction 
Company. 

The  original  line  lo  St.  Thomas  has  three  steel  bridges 
with  spans  of  60,  120  and  180  feet.  Six  double-truck  cars 
with  a  seating  capacity  of  tl  are  now  operated  on  a  55-minute 
schedule,  with  a  5-minute  layover  at  each  end.  Six  new  cars 
with  a  capacity  of  Vl   passengers  are  now  being  delivered  for 


752 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,   No.   23. 


the  new  line  to  Port  Stanley,  on  which  a  similar  schedule  will 
he  maintained  during  the  summer  months.  During  the  re- 
mainder of  the  year  this  section  will  be  operated  on  a  2-hour 
headway. 

Surveys  are  now  being  made  for  another  extension  from 
Lambeth  to  Delaware,  six  miles,  and  construction  is  to  begin 
In  August. 

P.  G.  Rumball  is  president  and  S.  W.  Mower  general 
manager  of  the  Southwestern  Traction  Company,  with  offices 
in  the  Bank  of  Toronto  chambers,  London,  Ont. 


VALVES   OF    REDUCED    DIMENSIONS. 


Mr.  S.  Z.  de  Ferranti  has  recently  invented  a  stop  valve 
for  steam  and  fluids  at  any  pressure,  which  is  less  than  half 
the  size  and  weight  of  the  ordinary  mushroom  or  straight- 
way valves.  This  valve  has  been  perfected  by  J.  Hopkinson 
&  Co.,  Huddersfleld,  Eng.  It  has  been  demonstrated  by  a 
large  number  of  practical  experiments  that  the  drop  in  pres- 
sure through  a  mushroom  or  gate  valve  of  ordinary  construc- 
tion is  about  three  pounds  greater  than  that  through  the  new 
valve. 

To  demonstrate  this  a  test  was  made  on  a  17  by  34  by  36 
inch  vertical  compound  engine,  piped  to  the  boiler  by  a 
double  pipe  line,  one  branch  of  which  was  fitted  with  a 
screw-down  globe  valve,  and  the  other  with  a  Hopkinson- 
Ferranti  \alve.     It  was  found  that  with  the  mushroom  valve 

closed  and  the  Farranti  valve 
open  the  initial  pressure  in 
the  cylinder  at  full  loading 
under  the  same  conditions 
was  three  pounds  higher  than 
with  the  Ferranti  valve  closed 
and  the  mushroom  valve  open. 
These  results  are  accom- 
plished by  locating  the  valve 
at  the  throat  of  a  Venturi 
tube.  The  principle  made  use  of  is  that  governing  the  flow  of 
steam  through  converging-diverging  nozzles.  It  has  been 
found  that  in  passing  through  the  converging  portion  of  the 
nozzle  the  potential,  or  heat  energy,  in  the  steam  is  converted 


.  ■ 


"S75 


Hopkinson-Ferranti    Valve- 
Arrangement   of   Valves 
During  Test. 


Hopkinson-Ferranti  Valve — Sections  Showing  Construction  of  Valve. 

into  kinetic  energy  and  in  leaving  through  the  diverging 
mouthpiece  the  kinetic  energy  is  again  converted  into  poten- 
tial energy  with  practically  no  loss  of  pressure,  provided  the 
ratio  of  the  pressure  at  the  mouth  to  that  at  the  throat  of 
the  converging  nozzle  is  comparatively  small. 

Attempts  have  been  made  to  use  this  principle  for  valves 
on  large  water  mains,  but  it  was  found  that  the  drop  in 
pressure  caused  by  eddies  and  friction  in  passing  through  a 
common  gate  valve  was  so  great  that  little  of  the  kinetic 
energy  in  the  water  was  returned  to  the  potential  form. 


To  overcome  the  difficulty  arising  from  even  a  slight 
amount  of  roughness  or  unevenness  at  the  throat,  the  new 
valve  is  built  so  that  the  gate  when  raised  to  open  the  valve 
is  replaced  by  a  smooth  continuous  tube.  When  the  valve  is 
full-open  a  perfectly  smooth  passage  is  presented  for  the  flow 
of  steam. 

The  valve  discs  are  so  mounted  that  they  are  free  to 
rotate  and  move.  They  wipe  over  the  seats  each  time  the 
valve  is  moved  and  thus  keep  themselves  free  from  deposit 
and  prevent  the  wearing  of  ridges  in  the  valve  seats. 

An  advantage  presented  by  this  valve  is  that  it  halves 
the  possible  leakage,  since  the  circumference  of  the  valve 
seats  is  only  half  that  of  an  ordinary  valve.  The  reduction 
in  size  also  prevents  warping  under  high  superheat,  and  thus 
further  reduces  the  leakage.  As  the  valve  is  only  half  the 
diameter  of  an  ordinary  valve,  it  has  but  one-fourth  the  area 
and  need  only  be  moved  half  the  distance  of  an  ordinary  iralvc. 
Therefore  the  work  done  in  opening  or  closing  the  valve  is 
but  one-eighth  that  required  for  an  ordinary  valve  of  the 
same  capacity.  Owing  to  the  form  of  the  valve  a  graded 
opening  is  secured  preventing  any  sudden  rush  of  steam. 
This  makes  a  by-pass  valve  unnecessary.  The  steady  flow  of 
steam  through  the  nozzle  of  this  type  of  valve  tends  to  reduce 
considerably  the  vibration  of  steam  pipes.  A  reduced  loss  of 
pressure  on  the  pipe  lines  is  also  secured.  The  reduced  size 
and  weight  makes  the  new  valves  cheaper  to  install  and 
lessens  the  danger  of  valve  chambers  exploding. 

A  further  important  advantage  secured  by  the  use  of 
these  small  valves  is  that  the  flanges  of  the  valves  can  be 
made  small  enough  and  with  a  small  enough  bolt  circle  to 
connect  directly  with  ordinary  pipe  flanges,  thus  avoiding  the 
necessity  of  extra  large  flanges  where  the  pipes  are  attached 
to  valves. 


IMPORTANT    CONSOLIDATION     DESIRED    IN     MASSA- 
CHUSETTS. 


By  petitioning  the  Massachusetts  railroad  commission  for 
permission  to  consolidate,  the  Springfield  Street  Railway  and 
the  Western  Massachusetts  Street  Railway  have  opened  the 
way  to  a  comprehensive  service  in  the  Berkshire  and  Con- 
necticut valley  regions.  The  completion  of  the  western 
Massachusetts  extension  between  Huntington  and  Lee,  a  dis- 
tance of  20  miles,  will  close  the  last  gap  in  a  continuous  line 
of  electric  roads  extending  completely  across  Massachusetts 
from  end  to  end,  making  it  possible  to  travel  from  New  Bed- 
ford, Newburyport  or  Boston  to  Barrington,  Pittsfield  and 
Williamstown.  This  total  distance  of  about  200  miles  repre- 
sents nothing  remarkable  at  present  in  the  way  of  through 
service,  but  the  possibilities  of  a  more  centralized  manage- 
ment suggest  an  important  future  for  through  service  in 
Massachusetts. 

If  the  petition  is  granted,  which  seems  probable  at  this 
writing,  the  New  York  New  Haven  &  Hartford  Railroad 
will  control  electric  roads  extending  throughout  the  western 
and  central  parts  of  the  state  as  far  east  as  Worcester.  There 
can  be  little  doubt  that  the  welding  of  these  local  systems  will 
result  in  generally  improved  physical  conditions  and  enlarged 
through  service.  The  varied  topography  of  the  country 
through  which  the  interurban  lines  are  operated  adds  greatly 
to  their  attractiveness  for  tourist  travel,  and  the  attention 
paid  to  this  class  of  business  in  eastern  Massachusetts  at  the 
present  time  warrants  the  belief  that  through  cars  between 
Boston  and  Pittsfield,  certainly  between  Boston  and  Spring- 
field, will  not  be  delayed  many  years  longer.  Considering  the 
developments  in  the  middle  west,  and  especially  the  distances 
traversed  by  through  cars,  these  eastern  projects  look  some- 
what commonplace;  but.  when  the  nature  of  the  country,  the 
character  of  the  travel,  the  lack  of  motive  power  and  rolling 
stock  standards,  and  the  present  separate  managements  in 
Massachusetts  are  taken  into  account,  the  possible  gains  from 
consolidation   are   seen   to   be  of  great   public   benefit.     Com- 


June  8,   1907. 


ELECTRIC    RAILWAY    REVIEW 


7.-.:; 


petition  with  steam  railroads  flourishes  in  the  relatively  short 
routes  of  eastern  Massachusetts;  how  far  this  will  extend 
westward  is  largely  a  matter  of  physical  limitations  to  high 
schedule  speed. 


TEMPORARY    HOODS    FOR    OPEN    PLATFORMS. 


At  Scranton,  Miss.,  where  the  Pascagoula  Street  Railway 
&  Power  Company's  line  is  located,  there  are  only  a  few  days 


Car     Equipped     with     Temporary     Vestibule. 

during  the  winter  months  that  a  closed  cab  is  desirable. 
Therefore  it  is  not  considered  profitable  to  provide  vestibuled 
cars  for  operation  during  this  short  period.  The  cars  are, 
however,  fitted  with  temporary  vestibules,  as  illustrated. 
These  have  been  found  very  satisfactory.  The  attachment 
consists  of  a  canvas  hood,  fitted  with  windows  at  the  front 
and  sides.  This  is  fastened  to  the  car  by  carriage  buttons. 
A  steel  rod  located  at  the  front  of  the  dash  holds  the  canvas 
away  from  the  controller  and  brake  handles. 


FIESTA  FLOATS  AT   LOS   ANGELES. 

During  April  of  this  year  the  annual  fiesta  parade  took 
place.     In  this  celebration,  fostered  by  the  business  and  com- 


Los    Angeles    Fiesta    Float    Built    on    the    Platform     of    a    4-Wheel 
Motor    Car. 

mercial  interests  of  the  community,  were  a  large  number  of 
especially  attractive  floats  carried  on  single-truck  motor  cars. 
The  accompanying  illustration  of  one  of  these  floats  will  serve 
to  show  how  elaborate  were  the  decorations  for  this  event. 
As  a  substantial  contributor  to  tin-  welfare  of  the  enterprise, 
the  Los  Angeles  Railway  Company  furnished  the  railway 
equipment  and  car  crews.  Each  float,  of  which  there  were  some 
50,  was  built  Upon  the  floor  of  a  single-truck  motor  car,  origi- 
nallv   of  th<-  cross-bench  open   type.     The  decorating  scheme 


used  this  year  included  a  series  of  floats  illustrative  of  the 
various  precious  stones.  A  halftone  engraving  from  a  photo- 
graph of  the  float  representing  the  coral  is  shown. 


A    ONE-MAN    DRUM    CARRIAGE. 


As  a  general  rule  cable  drums  are  moved  about  on  com- 
mon trucks  which  have  no  facilities  for  handling  such  cum- 
bersome and  heavy  objects.  Consequently  the  labor  required 
in  loading  and  unloading  the  drums  from  the  trucks  and 
moving  them  from  place  to  place  is  much  greater  than  it 
should  be  with  a  truck  built  especially  for  this  purpose. 

The  accompanying  illustration  shows  such  a  truck  manu- 
factured by  John  Ruscoe  &  Co.,  Limited,  Manchester,  Eng- 
land. It  is  built  of  steel  and  consists  of  an  inclined  plane 
with  suitable  bearing  blocks  for  the  spindle  of  the  drum 
and  a  small  crane  with  reduction  gearing,  by  means  of  which 
the  supports  can  be  moved  along  the  inclined  plane.  At 
the  rear  of  the  inclined  plane  are  steel  drop  shoes  which 
are  let  down  during  the  process  of  loading  and  unloading,  at 
which  time  the  carriage  stands  on  four  legs,  thus  relieving 
the  horse  of  any  burden.  It  is  stated  that  one  man  can 
easily  load  a  4-ton  drum  on  this  truck  in  four  minutes  and 
unload   it  in   somewhat   less   time. 

The   framework   is   built   to   take   drums   up   to   7    feet   4 


A   One-Man    Drum   Carriage. 

inches  in  diameter  and  3  feet  11  inches  wide.  The  weight  of 
the  truck  in  proportion  to  the  load  which  it  carries  is  very 
much  less  than  that  of  an  ordinary  truck  used  for  this  pur- 
pose, consequently  one  horse  can  easily  pull  a  4-ton  drum 
when  mounted  on  this  carriage.  Thus  by  reducing  the  num- 
ber of  horses  and  men  required  to  load  and  move  cable 
drums  a  saving  of  60  per  cent  on  the  cost  of  trucking  is 
said  to  be  accomplished. 


The  traffic  on  the  suburban  electric  lines  out  of  Phila- 
delphia showed  a  large  increase  last  week  on  account  of  an 
increase  in  suburban  fares  on  the  Philadelphia  &  Reading 
Railway. 


The  Kokomo  Marion  &  Western  Traction  Company  has 
inaugurated  Sunday  excursion  rates  on  its  lines  from  Kokomo 
to  Marion,  Ind.,  and  the  first  Sunday  taxed  the  capacity  of  the 
road  to  the  fullest  extent.  If  the  same  patronage  continues 
through  the  summer,  the  innovation  will  prove  a  good  financial 
undertaking. 


Results  of  tests  of  wooden  poles  for  carrying  overhead 
transmission  wires  were  given  in  a  paper  submitted  recently 
to  the  Institution  of  Electrical  Engineers,  London,  by  C.  J. 
Wade.  The  tests  proved  the  flexibility  and  recuperative 
power  of  wooden  poles  after  severe  deflections  from  the  per 
pendicular,  caused  by  abnormal  stresses. 


754 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,   No.   23. 


BOOK   TABLE. 

The  Engineering  and  Electric  Traction  Pocketbook.  By  Philip 
Dawson.  Fourth  edition.  London,  1906.  Published  by  En- 
gineering, 36  Bedford  street,  Strand,  W.  C,  and  New  York, 
by  John  Wiley  &  Son,  43-45  Bast  Nineteenth  street.  1,053  pp.. 
Illustrated,  4%  by  6%  inches.     Leather.     Price,  $5.00,  net. 

The  subjects  pertaining  to  electric  traction  engineering 
are  very  completely  covered  in  this  excellent  volume,  though 
naturally  the  contents  are  based  more  upon  English  and 
European  practice  than  that  ot  America.  The  book  will,  how- 
ever, be  of  great  value  to  traction  engineers  and  many  in- 
teresting and  educational  ideas  may  be  gathered  from  it. 
This  is  especially  true  of  the  chapters  on  overhead  construc- 
tion, subway  and  track  construction. 

The  first  part  deals  with  materials  of  construction  for 
track  and  roadway,  presenting  many  types  of  construction  illus- 
trating the  best  European  and  American  practice.  Valuable 
tables  relating  to  track  construction,  and  data  for  laying  out 
curves  and  special  track  work  are  presented. 

Chapter  II  deals  with  rail  bonding  and  rail  joints  and 
presents  the  best  types  of  bonds  and  joints  found  in  service. 

Chapter  III  deals  with  the  overhead  distribution  system, 
many  tables  being  presented  for  calculating  feeders,  etc.,  and 
a  large  number  of  cuts  are  used  to  illustrate  the  standard 
types  of  fittings  and  accessories  used  in  overhead  construc- 
tion. Data  are  given  of  strength  and  insulation  tests  of 
strain  and  line  insulators,  which,  no  doubt,  will  be  found  of 
value. 

Besides  presenting  a  vast  number  of  minor  details,  illus- 
trating the  mode  of  constructing  and  erecting  pole  lines  and 
overhead  work,  tables  and  data  pertaining  to  wooden  and 
steel  poles,  giving  the  strength,  weight,  cost  and  standard 
specifications  for  poles,  are  given,  with  notes  on  their  preser- 
vation. American  engineers  will  find  the  material  presented 
on  the  design  of  artistic  trolley  poles  of  especial  interest  and 
value,  as  American  engineers  have  been  rather  lax  in  then- 
attention  to  the  artistic  details  of  overhead  construction. 

Section  2  treats  of  the  power  station.  In  the  first  chapter 
the  thermodynamics  pertaining  to  the  engine  and  boiler  room 
is  given,  with  notes  en  superheated  steam  and  entropy  and 
indicator  diagrams.  The  theory  and  the  design  of  the  steam 
engine  and  the  steam  turbine  are  presented.  Tables  accom- 
pany the  theory  showing  the  steam  consumption  of  engines 
and  turbines  under  varying  conditions  during  tests  and  in 
actual  practice. 

This  section  also  deals  with  the  powerhouse  auxiliary, 
interesting  notes  being  given  on  condensers,  cooling  towers, 
pumps,  etc.  The  design  of  steam  piping  and  piping  auxiliaries 
is  excellently  treated. 

Section  3  includes  chapters  on  the  design,  construction 
and  operation  of  steam  boilers,  considerable  space  being  given 
to  the  design  and  care  of  auxiliaries,  such  as  boiler  settings, 
grates,  safety  valves,  gauge  columns,  valves  and  blowoff  cocks. 
Notes  on  superheaters,  force  draught  systems,  ash  and  coal 
conveyors,  and  details  of  water-softening  plants  are  dealt  with 
in  separate  chapters.  Economizers,  feed-water  heaters,  chim- 
neys, the  results  of  tests  and  data  on  the  practical  operation 
of  representative  boiler  plants  are  presented  with  notes  on 
the  burning  and  properties  of  various  kinds  of  fuels. 

Section  4.  The  theory  of  electric  generators  and  motors 
is  briefly  presented  and  tables  showing  the  values  of  the  units 
of  electricity  are  given.  A  large  number  of  illustrations, 
curve  sheets  and  tables  give  the  details  of  construction  of 
generators  and  motors,  as  well  as  their  characteristic  curves 
under  various  conditions  of  operation.  The  value  of  insulat- 
ing materials  is  given  and  many  valuable  notes  on  the  care 
and  management  of  dynamos,  motors,  motor-generators  and 
rotary  converters.  Particular  attention  has  been  given  to  the 
subject  of  alternating-current  generators,  motors  and  trans- 
mitting apparatus,  many  illustrations  and  diagrams  being  used 
to  show  the  various  connections  used  for  the  polyphase  trans- 
mission system. 

Switchboards  and  electrical  indicating  instruments  form 


the  subject  matter  of  Section  5.  The  design  of  low  and  high 
tension  switchboards  is  very  completely  covered  in  this  sec- 
tion and  the  most  improved  forms  of  high-tension  oil  switch 
for  local  and  remote  control  are  illustrated.  Various  control 
systems  are  described,  as  well  as  electrical  measuring  in- 
struments, synchronizers,  lightning  arresters,  etc. 

A  very  comprehensive  treatment  of  gas  engines,  gas  pro- 
ducers and  accessories  required  in  a  gas  engine  installation  is 
given  in  a  very  thorough  manner  in  Section  6.  As  this  is  the 
first  extended  treatment  of  this  comparatively  recently  in- 
troduced prime  mover  it  will,  no  doubt,  be  of  great  interest 
and  value  to  designing  engineers. 

The  succeeding  chapters  deal  in  a  very  thorough  manner 
with  powerhouse  buildings,  storage  batteries,  surface  and  con- 
duit systems,  rolling  stock  and  motors,  train  resistance,  etc. 
An  especially  valuable  part  of  the  book  is  that  which  treats 
of  the  efficiency,  maintenance  and  depreciation  of  electric 
railways. 

Long-Distance  Electric  Power  Transmission.  By  Rolln.  W.  Hutch- 
inson, Jr.  New  York,  1907.  D.  Van  Nostrand  Company,  -u 
Murray  street.     Cloth,   $3.00. 

High-tension  transmission  lines  are  now  becoming  so 
numerous  that  a  book  treating  of  this  subject  is  particularly 
timely  and  valuable.  As  a  greater  part  of  the  long-distance 
transmission  systems  serve  hydro-electric  installations,  the 
author  has  wisely  included  in  this  volume  the  laws  of  hy- 
draulics dealing  with  the  flow  of  water  and  the  construction 
of  dams,  canals  and  flumes,  besides  introducing  the  theory 
and  operation  of  turbines,  impulse  wheels  and  the  auxiliary 
governing  apparatus.  A  considerable  amount  of  information 
is  given  on  the  proper  gauging  of  streams,  determining  the 
probable  minimum  flow  and  the  designing  of  dams,  flumes, 
etc.  A  large  number  of  cuts  illustrate  the  various  types  of 
flumes,  dams  and  canals  usually  employed,  showing  by  half- 
tone reproduction  from  photographs  of  systems  actually  in- 
stalled many  details,  such  as  devices  for  removing  leaves  and 
twigs  from  flume  lines,  methods  of  overcoming  ice  difficulties 
and  methods  of  constructing  and  anchoring  flume  lines. 
Though  most  of  the  information  given  on  construction,  opera- 
tion and  efficiency  of  water  wheels  and  water  wheel  governors 
is  taken  from  the  catalogues  of  the  various  manufacturers,  it 
is  collected  in  convenient  form,  which  makes  it  of  value  to 
the  busy   engineer. 

Various  types  of  alternating-current  generators  are  shown 
and  described,  including  a  few  curve  sheets  showing  the  effi- 
ciency and  characteristics  of  high-tension  alternating-current 
generators  and  transformers.  The  major  portion  of  the  book 
treats  in  detail  of  high-tension  switchboard  and  pole-line  ap- 
paratus. Special  chapters  are  devoted  to  high-tension  oil  and 
air  brake  switches,  lightning  arresters  and  synchronizing 
instruments.  The  effect  of  the  power  factor  on  the  cost  of 
transmitting  power  and  the  causes  for  low  power  factor  are 
mathematically  discussed,  including  also  calculations  on  the 
most  economical  size  of  transmission  wires  and  the  relation 
of  power  factor  to  the  capacity  and  inductance  of  the  lines. 
This  and  other  portions  of  the  book  require  a  knowledge  of 
the  calculus  and  considerable  knowledge  of  electrical  engi- 
neering is  also  assumed.  Particular  attention  has  been  given 
to  those  details  almost  wholly  neglected  in  previous  works  on 
electrical  transmission,  viz.,  the  practical  features  and  details 
of  constructing  pole  lines.  In  this  portion  of  the  work  calcula- 
tions on  economical  pole-line  construction  are  included,  show- 
ing the  electrical  leakage  with  various  pole  spacings  and  its 
effect  on  the  cost  of  power  transmission.  The  chapters  on 
transformers,  motors  and  rotary  converters  are  much  the  same 
as  those  chapters  in  most  books  on  electrical  engineering. 
The  final  chapters  in  the  book  describe  some  practical  plants 
which  are  in  actual  operation,  giving  details  of  the  archi- 
tectural designs  of  the  buildings,  arrangement  of  the  ma- 
chinery, dams,  etc.,  and  include  a  few  notes  on  the  parallel 
operation  of  plants,  regulation  and  cost  of  electrical  power 
transmission. 


June  S,  1907. 


ELECTRIC    RAILWAY    REVIEW 


PIPING  AND  POWER  STATION  SYSTEMS— XLI  I. 


BY    \V.     1..     MORRIS,    M.    E. 


City   Water  Connections  to   Boiler  Feed   Main — Class   K  5. 

If  the  power  station  has  its  own  water  supply  the  city 
water  supply  should  not  be  connected  with  the  boiler  feed 
main.  The  pressure  carried  on  a  city  main  is  not  sufficient 
for  boiler  feeding.  This  necessitates  joining  the  city  water 
connection  to  the  auxiliary  feed  main.  Here  the  supply  can 
be  used  under  a  low  pressure  without  interfering  with  the 
regular  boiler  feeding.  If  the  plant  is  run  with  city  water 
only  then  this  latter  connection  should  be  used,  since  it 
enables  the  operator  to  wash  or  fill  boilers  without  running 
any  pump. 

Figure  283-(K5 — 1)  shows  an  auxiliary  main  arranged  so 
that  under  ordinary  conditions  it   will  be  supplied  with  city 


C/rr- 


W/rre-*: 


&s*//-£-/sr*py    y^TV/vr 


/^•/■SW 


Figure  283-(K5— 1). 

pressure  as  far  as  the  pumps,  thus  making  this  water  avail- 
able for  wetting  down  ashes,  etc.  When  pump  No.  2  is  sup- 
plying the  auxiliary  main  with  water  under  high  pressure  for 
operating  turbine  tube  cleaners  there  will  be  no  water  at  high 
pressure  available  as  far  as  valve  A.  This,  however,  would 
not  be  a  serious  objection  in  most  boiler  rooms.  To  avoid 
damage  -to  the  low-pressure  city  lines,  if  an  operator  should 
start  the  pump  without  closing  the  valve,  A,  a  check  valve,  B, 
should  be  fitted  in  the  low-pressure  main,  as  shown. 

Feedwater  can  in  an  emergency  be  obtained  by  means 
of  a  fire  hose  if  the  city  fire  plugs  are  properly  located.  The 
use  of  fire  hose  is,  however,  poor  practice,  as  it  is  trouble- 
some to  make  the  connections  and  shows  that  the  city  service 
has  been  overlooked. 

City  Water  to  Pump  Suctions — Class   K  6. 

Plants  which  have  city  water  available  should  have  the 
city  service  connection  of  sufficient  size  to  feed  all  the  boilers. 
All  continuously  operated  plants  should  have  two  separate  feed 
pump  suctions,  whether  there  are  two  different  sources  of 
water  supply  or  only  one.  Plants  having  both  their  own  and 
a  city  water  supply  should  have  the  city  water  delivered 
directly  to  the  pump  suctions,  as  shown  in  Figure  284- 
(K6 — 1).  It  is  not  best  to  deliver  the  water  into  the  suction 
well,  since  it  may  be  found  necessary  to  empty  this  well  for 
making  repairs. 

The  city  connection  may  be  made  quite  small,  possibly 
one-third  the  diameter  of  the  regular  suction  pipe.  Water  is 
delivered  through  the  city  lines  under  pres- 
sure, and  such  lines  are  too  seldom  used  to 
justify  a  reduction  of  pipe  line  losses  by  the 
use  of  a  large  pipe.  If  a  plant  is  operated 
entirely  on  city  water  there  should  be  two 
separate  city  connections,  as  shown  in  Figure 
285-(K  6 — 2).  To  provide  this  arrangement 
it  may  be  necessary  to  use  two  meters.  If  two  taps  are  not 
provided  the  plant  might  be  without  water  if  the  city  main 
to  which  it  was  connected  should  Ik-  shut  off  for  repairs,  or  for 
any  other  cause.  Figure  285  shows  a  power  plant  located  at 
i In-  intersection  of  two  streets  and  connections  made  to  two 
mains  with  two  valves  in  tin-  city  mains  between  the  connec- 
it  there  were  but  one  valve,  either  A  or  B,  then  it 
would  be  necessary  to  conned  with  tin-  cltj  mains  beyond 
another  valve,  as  shown   by   the  dotted   lines  in    Figure  285. 


Fig.  284-(K  6—1). 


This  would  necessitate  the  use  of  another  meter,  also  shown 
dotted.  By  connecting  to  the  mains  in  this  manner  water  is 
obtainable  whenever  it  is  necessary  to  shut  off  the  water  on 
both  sides  of  a  city  valve.  The  use  of  two  meters  permits  a 
more  accessible  piping  layout.  It  also  affords  means  for  re- 
pairing any  part  of  the  main  and  yet  have  one  pump  in  service. 

The  most  satisfactory  piping  layout  is  one  with  two  sepa- 
rate suction  lines  from  the  pump  to  the  water  supply.  A  valve 
should  be  placed  between  these  two  suction  mains  to  separate 
them  whether  water  is  obtained  from  two  city  or  two  private 
sources  of  supply. 

If  the  suctions  are  taken  from  two  private  sources,  such 
as  a  pond  and  its  tributary  stream,  they  should  be  from  two 
points  which  are  as  far  from  each  other  as  possible.  Thus,  if 
the  stream  is  muddy  the  suction  can  be  taken  from  the  pond, 
or,  if  the  pond  should  be  empty,  the  suction  can  be  taken 
from  the  stream.  If  water  is  available  from  only  one  source, 
Such  as  a  small  stream,  which  is  not  continuously  available 


Figure  285- (K6— 2). 


either  because  of  too  little  or  too  much  water,  which  would 
oftentimes  cause  it  to  be  very  muddy,  then  another  reserve 
supply  is  necessary,  either  in  the  form  of  a  pond  or  an  artesian 
well. 

City  Water  to  the  Heater— Class  K  7. 

A  plant  operated  entirely  on  city  water  should  have  a 
connection  to  the  float  controlling-valve  if  an  open  heater  is 
used,  in  which  case  this  would  be  a  regular  service  connec- 
tion. If  the  plant  has  its  own  water  supply  it  will  also  have 
a  low-presure  water  service  and  a  connection  from  this  low- 
pressure  service  to  the  heater.  To  supply  city  water  for  emer- 
gency purposes  it  is  ordinarily  delivered  to  the  low-pressure 
water  mains  which  are  connected  to  the  heater. 

If  these  mains  are  not  properly  laid  out,  necessitating  their 
being  entirely  out  of  service  when  repairs  are  made,  it  will 
be  more  satisfactory  as  regards  reliability  to  connect  the  city 
water  directly  to  the  heater.  This  connection  can  be  a  perma- 
nent pipe  line  or  a  temporary  hose  connection  may  be  em- 
ployed if  a  hose  valve  is  attached  to  the  heater.  If  the  valve 
is  of  the  proper  size  to  fit  fire  hose,  the  water  supply  during 
periods  of  repairs  can  be  taken  from  a  fire  hydrant. 

City  Water  to   Fire  System — Class  K  8. 

The  pressure  carried  on  city  water  mains  is  generally 
low,  about  20  to  30  pounds  per  square  inch,  and  consequently 
when  a  large  number  of  streams  are  taken  from  a  fire  hydrant 
this  pressure  is  almost  entirely  lost  in  overcoming  the  friction 
in  the  pipes.  Power  stations  are  generally  large  and  high 
buildings,  necessitating  the  use  of  high  pressure  on  the  fire 
lines.  If  city  water  only  is  available  for  fire  protection  it 
should  be  connected  to  the  fire  pump  suction,  the  water  at 
such  times  not  passing  through  the  meter.  This  subject  will 
be  taken  up  more  fully  in  "Fire  Protection."  Class  M. 

City  Water  for  Priming  Pumps — Class  K  9. 

Any  water  may  be  used  for  priming  pumps,  as  the  quan- 
tity used  is  so  small  that  its  quality  is  immaterial.  Priming 
water  should   be  taken  from  the  city  mains  only  where  city 


I  56 


ELECTRIC    RAILWAY    REVIEW 


Vul.   XVII,   No.   23. 


water  alone  is  available,  or  in  plants  which  have  no  storage 
tank  to  furnish  water  for  this  service. 

City  Water  to  Hydraulic  Elevators — Class  K  10. 

Water  which  is  suitable  for  boiler  feeding  is  also  suitable 
for  hydraulic  rams,  etc.  It  would  be  necessary  to  remove  any 
loose  sand  from  the  water  for  either  service.  If  the  plant  is 
run  with  city  water  then  the  ram  should  be  of  such  area  that 
the  lowest  city  pressure  would  operate  it.  The  resistance 
of  the  ram  stuffing  box  and  the  loss  of  head  due  to  the 
velocity  of  flow  are  usually  so  great  that  the  theoretical 
pressure  under  the  ram  should  be  twice  that  which  is  actually 
necessary  to  operate  it.  This  subject  will  be  taken  up  more 
fully  in  "Hydraulic  Elevators — Class  O." 

City  Water  to  Engine  Journals — Class  K  11. 

City  water  instead  of  the  regular  station  water  would  be 
used  for  cooling  journals  if  the  latter  supply  were  too  warm 
to  be  effective.     Rather  than  use  city  water  it  would  be  more 
economical  to  use  a  greater  quantity  of  the  station  water.     If 
city  water  has  a  temperature  of  50  degrees 
F.  and  the  station  water  is  15  degrees  warmer 
and   the   discharge   from   the  journals   has   a 
temperature  of  150  degrees  F.,  then  the  city 
water  is  raised  100  degrees,  whereas  the  sta- 
tion water  is  raised  S5  degrees.     This  differ- 
ence in  practically  all  such  cases  is  too  slight 
to  justify  the  use  of  city  water. 

If  city  water  is  used  exclusively  then  it 
should  be  discharged  into  a  drip  main  located 
so  that  the  water  will  drain  into  the  heater. 
Funnels  should  be  fitted  so  that  the  drip  flow  may  be  ob- 
served. If  the  heater  is  located  too  high  to  permit  the  use  of 
a  gravity  discharge,  the  sights  may  be  made  air-tight,  as 
shown  in  Figure  2S6-(K  11 — 1).  permitting  a  back  pressure  on 
the  engine  journals,  sights,  etc.  To  avoid  the  loss  of  the  air 
confined  in  the  glass  body  such  sights  should  be  placed  where 
there  is  the  least  pressure. 

Another  method  of  determining  the  flow  is  to  use  in  addi- 
tion to  the  regulating  valve  a  three-way  valve,  one  discharge 
being  into  the  heater  and  the  other  into  an  open  funnel  con- 
nected to  the  sewer.  To  determine  the  amount  of  water  flow- 
ing the  valve  can  be  turned  to  discharge  into  the  funnel,  and 
again  placed  in  its  normal  position,  thus  turning  the  discharge 
into  the  heater. 

City  Water  to  the  Damper  Regulators — Class  K  12. 

If  no  other  water  constant  pressure  is  available  to  oper- 
ate the  damper  regulators  city  water  may  be  used  for  this 
service.  Especially  is  this  true  if  the  pressure  is  low,  say 
about  30  pounds  to  the  square  inch.  The  use  of  boiler  feed- 
water  or  steam  condensation  is  extremely  objectionable  due 
to  the  destructive  effect  on  the  controller  valves. 

The  working  piston  of  a  regulator  should  be  of  sufficient 
diameter  and  stroke  to  operate  the  dampers  while  under  low 
pressure.  The  work  of  moving  the  damper  must  be  done 
by  one  stroke,  the  return  of  the  damper  being  effected  by  a 
counterweight.  Therefore  the  capacity  of  the  regulator  cylin- 
der must  be  twice  that  necessary  to  move  the  damper  alone. 
If  a  force  of  40  pounds  is  required  to  move  the  damper  when 
in  any  position,  then  the  effective  capacity  of  the  regulator 
cylinder  should  be  80  pounds,  or  twice  this,  which  would  be 
about  150  pounds  pressure  on  the  piston  rod.  If  the  lowest 
pressure  on  the  water  main  from  an  overhead  tank  is  15 
pounds,  the  regulator  would  require  a  piston  about  3% 
inches  in  diameter,  a  much  larger  size  than  the  manufac- 
turers of  regulators  care  to  furnish.  However,  if  constant 
and  satisfactory  service  is  desired  low  pressure  must  be 
used. 

(To  be  continued.) 


RECENT    ELECTRIC    RAILWAY    LEGAL    DECISIONS. 


BY  .1.  L.  ROSENBERG ER,  I.L.  B.,  OF  THE  CHICAGO  BAR. 


Injury  from  Fall   Due  to  Tobacco  on  Station   Stairs. 

Kaplowitz  v.  Interborough  Rapid  Transit  Company.  103 
New  York  Supplement.  721. — The  supreme  court  of  New  York, 
appellate  term,  holds  that  a  judgment  for  the  plaintiff  in 
this  case  should  be  reversed,  and  a  new  trial  ordered,  the 
evidence  showing  that,  although  there  was  much  dirt  upon 
the  stairs,  the  plaintiff  fell  on  a  piece  of  tobacco,  while 
there  was  nothing  to  indicate  that  the  tobacco  had  been 
there  a  sufficient  length  of  time  to  impute  notice  to  the  de- 
fendant. It  says  that  the  case  did  not  come  within  the 
authority  of  Cooley  v.  Trustees  of  N.  Y.  &  B.  Bridge,  46  App. 
Div.  243,  61  N.  Y.  Supp.  1,  as  in  that  case  it  appeared  affirma- 
tively that  "the  occasion  of  the  fall  was  a  pile  of  dirt,  com- 
posed of  earth,  banana  peelings,  cigar  stumps,  etc.,  situated 
on  the  fifth  or  sixth  step  from  the  bottom  of  the  stairs,  and 
about  3  inches  in  depth  and  18  inches  long,"  and  it  also 
appeared  affirmatively  that  the  defendant's  servant  had,  previ- 
ously to  the  accident,  swept  the  dirt  from  step  to  step — an 
inference  being  deducible  therefrom  that  the  said  servant  was 
responsible  for  said  pile  of  dirt  which  caused  the  accident. 


According  to  Power,  at  Columbus,  O..  where  the  water 
is  excessively  hard,  a  water-softening  plant  with  a  capacity 
of  30.000,000  gallons  per  day  is  being  constructed. 


Motorman   Entitled  to   Rely  on  Orders  from  Starter. 

Doe  v  Boston  &  Worcester  Street  Railway  Company,  80 
Northeastern  Reporter,  814. — The  supreme  judicial  court  of 
Massachusetts  says  that  according  to  certain  evidence  a 
motorman  had  been  given  by  the  starter  a  clear  right  of  way 
for  a  certain  run.  Acting  under  this  order  he  went  forward 
and  just  before  a  collision  the  car  passed  around  a  curve  at 
a  speed  estimated  by  the  motorman  and  other  witnesses  as 
from  10  to  40  miles  an  hour.  His  declarations  contained  the 
further  statement  that  he  did  not  see  the  other  car  until 
it  was  in  such  proximity  that  a  collision  was  inevitable.  But 
while  running  rapidly  and,  unable  to  ascertain  if  the  track 
was  clear  until  he  passed  the  radius  of  the  curve,  under  the 
company's  system  of  operating  this  portion  of  its  railway  it 
could  have  been  found  that  this  motorman's  car  had  the  right 
of  way,  and  that  he  had  no  reason  to  apprehend  that  at  the 
same  time  an  eastbound  car  would  be  passing  over  the  track 
at  this  place.  When  employed  at  his  usual  work  and  acting 
under  the  assurance  or  order  of  the  person  charged  by  the 
company  with  the  duty  of  seeing  that  the  track  was  clear 
between  the  points,  the  motorman  had  a  right  to  presume 
that  he  could  safely  proceed.  If  the  track  was  properly  sup- 
posed to  be  clear,  the  jury  could  find  that  the  rate  of  speed 
was  not  excessive,  and  that  his  conduct  while  operating  the 
car  in  the  ordinary  way,  as  he  appeared  to  have  been  doing, 
was  not  careless.  It  plainly  could  not  have  been  ruled  as 
matter  of  law  that  he  was  negligent,  and  this  question  was 
an  issue  of  fact  for  the  jury's  determination. 

Good  Faith  Required  to  Recover  Transfer  Penalty. 
Nicholson  v.  New  York  City  Railway  Company,  103  New 
York  Supplement,  695. — The  supreme  court  of  New  York, 
appellate  division,  first  department,  holds  that,  under  Section 
105  of  the  railroad  law  of  that  state,  which  commands  that 
a  railroad  shall  carry  for  a  single  fare  between  any  two  points 
on  its  road  "any  passenger  desiring  to  make  one  continuous 
trip  between  such  points,"  a  person  in  order  to  maintain  an 
action  to  recover  the  statutory  penalty  of  $50  for  a  refusal 
to  furnish  a  transfer  must  prove  that  he  or  she  became  a  pas- 
senger in  the  first  instance  in  good  faith,  and  for  the  purpose  of 
going  to  some  point  on  the  line  to  which  he  or  she  wished  to 
be  transferred.  It  says  that  it  will  be  noticed  that  only  a  pas- 
senger who  has  been  "aggrieved"  can  maintain  an  action  to 
recover  the  penalty.  The  plaintiff  was  not  "aggrieved."  In- 
deed, she  would  have  been  disappointed,  had  she  received  the 
transfer  demanded,  because  in  that  event  the  purpose  of  her 
taking  the  car  would   have  been   frustrated.     The   object  of 


June  S.   1907 


ELECTRIC    RAILWAY    REVIEW 


the  statute  is  to  promote  the  public  convenience.  It  is  not 
to  put  money  in  an  individual's  pocket,  unless  such  individual 
comes  fairly  within  the  provisions  of  the  statute,  viz.,  a  pas- 
senger in  good  faith  who  has  been  aggrieved  by  the  railroad 
company's  refusal  to  give  a  transfer  to  some  point  on  a 
connecting  line  to  which  he  desires  to  go.  Again,  it  says 
that  the  statute  is  not  only  limited  to  a  passenger,  but  to 
one  who  desires  to  go  to  some  point  on  the  connecting  line. 
The  statute,  therefore,  by  express  provision  precludes  one 
from  suing  for  a  penalty  who  has  no  intent  to  go  to  a  point 
on  the  connecting  line,  but  who  takes  the  car  merely  for  the 
purpose  of  putting  himself  in  a  position  to  bring  an  action. 

Demanding  Second  Fare  Not  Gross  Negligence  nor  Creative  of 
Excessive  Charge. 
Robinson  v.  International  Railway  Company,  103  New 
York  Supplement,  588. — The  supreme  court  of  New  York, 
special  term,  says  that  it  is  provided  by  Section  39  of  the 
railroad  law  of  that  state  that  any  railroad  corporation  which 
shall  ask  or  receive  more  than  the  lawful  rate  of  fare,  unless 
such  overcharge  was  made  through  inadvertence  or  mistake 
not  amounting  to  gross  negligence,  shall  forfeit  $50.  The 
proof  in  this  case  revealed  that  after  the  plaintiff  had  paid 
one  fare  and  the  car  had  proceeded  a  short  distance  the  con- 
ductor came  in  again  and  demanded  his  fare.  It  was  quite 
apparent  that  whatever  the  conductor  did  relative  to  the 
second  fare  was  done  under  the  impression  and  belief  on  his 
part  that  the  first  fare  had  not  been  paid.  The  conductor 
was  simply  mistaken  about  the  first  fare,  and  the  second 
fare  was  demanded  through  inadvertence  or  mistake.  Such 
transaction  did  not  amount  to  gross  negligence.  There  was 
no  proof  whatever  that  the  company  asked  or  demanded  more 
than  5  cents  for  a  single  fare  of  this  plaintiff.  The  proof 
showed  that  what  the  conductor  did  was  to  demand  two 
single  fares  of  5  cents  each,  not  10  cents  for  one  single 
fare.  If  the  condutcor  had  demanded  10  cents  for  a  single 
fare  a  case  would  have  been  made  out  of  an  excessive  charge 
being  made  not  through  inadvertence  or  mistake.  But  the 
second  demand  for  the  5-cent  fare  being  made,  under  the 
mistaken  belief  that  no  prior  fare  had  been  paid  for  the  ride, 
the  provision  of  the  statute  did  not  apply,  and  the  plaintiff's 
remedy  was  to  recover  the  overcharge  and  damages  result- 
ing therefrom,  not  an  action  for  the  statutory  penalty. 


Ejection  of  Passenger  with  Expired  Transfer  Taken  on  Con- 
ductor's Assurance — Rules — Damages. 

Nicholson  v.  Brooklyn  Heights  Railroad  Company,  103 
New  York  Supplement,  310. — The  second  appellate  division 
of  the  supreme  court  of  New  York  says  that  the  jury  were 
at  liberty  to  find  from  the  plaintiff's  evidence  that  he  de- 
manded a  transfer,  which  he  noticed,  upon  receiving  it,  was 
so  punched  that  the  time  limit  indicated  had  already  expired; 
that,  upon  calling  this  fact  to  the  attention  of  the  conductor 
and  demanding  another  transfer,  he  was  assured  that  it  was 
all  right;  that  at  the  intersection  with  the  line  which  he  de- 
sired to  take  he  alighted,  boarded  the  proper  car,  and  ten- 
dered the  conductor  the  transfer;  that  the  conductor  refused 
to  take  it,  demanded  his  fare,  and,  upon  his  refusal  to  pay 
the  fare,  ejected  him  from  the  car. 

It  was  not  disputed  that  the  defendant  was  bound  to 
give  the  plaintiff  a  transfer  entitling  him  to  a  continuous  trip 
for  a  single  fare,  and  that  for  its  refusal  to  do  this  the 
plaintiff  could  have  recovered  the  penalty  of  $50  provided  by 
statute.  He  could  also  recover  any  excess  fare  exacted  of 
him,  but  it  did  not  follow  that  he  could  knowingly  board  a 
car  with  a  ticket,  which,  upon  its  lace,  did  not  entitle  him 
t'i  :i  ride,  and  recover  for  being  ejected  by  a  conductor  who 
acted  strictly  within  his  duties.  The  act  of  the  conductor 
in  ejecting  him  was  not  wrongful  or  unlawful. 

Passengers  must,  know  that  conductors  cannot  dispense 
with  the  rules  of  the  company,  and,  if  they  do  not,  the  law 
charges  them  with  such  knowledge.     The  plaintiff  knew  that 


the  time  indicated  by  the  ticket  within  which  he  could  be 
carried  on  the  line  to  which  he  intended  to  transfer  had  ex- 
pired, and  he  had  no  business  to  act  upon  the  assurance  of 
the  conductor,  or  to  expect  that  the  conductor  on  the  line  to 
which  he  transferred  could  take  his  word  in  direct  contradic- 
tion of  the  ticket.  The  plaintiff's  ejection  from  the  car  was 
not  consequent  upon  the  wrongful  act  of  the  conductor  who 
issued  the  transfer,  but  rather  upon  his  own  disregard  of  the 
defendant's  rules,  to  which  he.  as  well  as  the  conductor,  was 
subject.  As  well  might  the  plaintiff  recover  if  the  conductor 
had  refused  to  issue  any  transfer  at  all. 

The  actual  damage  resulting  from  such  refusal,  as  a  rule, 
would  be  measured  by  the  value  of  the  transfer,  i.  e..  five 
cents.  In  order  to  compel  obedience  to  the  law  requiring 
street  surface  railroads  to  give  a  passenger  a  continuous  trip 
over  connecting  lines  for  a  single  fare,  the  legislature  has 
provided  a  penalty;  but  the  law  does  not  contemplate  that,  in 
addition  to  that,  the  passenger  may  recover  for  indignities  to 
which  he  voluntarily  subjects  himself. 


Company   Not   Liable  for   Loss  of   Hand   Baggage. 

Sperry  v.  Consolidated  Railway  Company  and  another, 
65  Atlantic  Reporter,  962. — The  supreme  court  of  errors  of 
Connecticut  says  that  a  suit  case  belonging  to  the  plaintiff 
was  handed  to  the  conductor  when  she  boarded  a  car.  She 
took  a  cross  seat  near  the  middle  of  the  car,  and  the  con- 
ductor placed  the  suit  case  close  to  the  forward  end  of  the 
rear  side  seat.  Later  there  was  a  change  of  conductors. 
The  new  conductor  was  not  told  to  whom  the  suit  case  be- 
longed. He  saw  an  Italian  sitting  near  it,  and  saw  him  walk 
off  with  it.     The  court  affirms  a  judgment  for  the  defendants. 

To  have  entitled  the  plaintiff  to  a  verdict,  the  court  says, 
it  was  necessary  that  there  should  have  been  sufficient  evi- 
dence before  the  jury  to  justify  them  in  finding  either  that 
the  defendants,  or  one  of  them,  had  accepted  the  baggage 
under  a  contract,  express  or  implied,  to  carry  and  deliver 
it  as  common  carriers,  or  that  its  loss  was  due  to  the  negli- 
gence of  the  defendants,  or  one  of  them. 

It  is  a  matter  of  common  knowledge  that  electric  street 
passenger  cars  are  never  furnished,  either  in  the  manner  in 
which  they  are  constructed  or  in  the  way  in  which  they  are 
operated,  with  facilities  and  means  to  enable  the  companies 
themselves  to  take  into  their  custody  and  control  the  baggage 
of  passengers.  The  well-known  facts  that  there  are  in  such 
cars  no  places  for  the  separate  storage  of  baggage  beyond 
the  control  of  its  owners,  and  that  the  duties  of  the  con- 
ductor and  motorman,  who  are  the  only  agents  of  the  coin 
pany  upon  the  cars,  necessarily  prevent  them  from  taking 
charge  of  baggage,  indicate  that  the  companies  do  not  assume 
control  of  such  baggage  as  passengers  may  bring  with  them 
into  such  cars.  When  the  carrier  does  not  take  full  pos- 
session of  the  baggage,  and  it  remains  under  the  control  of 
the  passenger,  the  former,  in  the  absence  of  special  agree- 
ment, does  not  assume  the  common  carrier's  liability  of  an 
insurer,  but  becomes  responsible  only  when  it  is  shown  that 
the  carrier  has  failed  to  exercise  reasonable  care  to  protect 
from  loss  or  injury  such  baggage  or  property  as  the  passenger 
has  the  right  to  bring  with  him  into  the  car. 

In  the  present  case  the  conductor  was  not  requested  to 
take  the  plaintiff's  suit  case  into  his  charge,  and  the  fact 
that  he  took  it  when  it  was  handed  to  him,  and  placed  it  in 
the  car  within  the  sight  and  control  of  the  plaintiff,  mani- 
festly for  the  purpose  of  assisting  her.  would  not  justify  the 
inference  that  he  assumed  the  custody  of  it. 

Nor  does  the  court  think  that  there  should  have  been 
submitted  to  the  jury  the  question  of  whether  the  defendants 
exercised  reasonable  care  to  prevent  the  loss  of  the  suit  case. 
It  says  that  it  is  true  that  this  is  ordinarily  a  question  of  I'm  t 
for  the  jury;  but,  as  in  this  case  the  evidence  was  clearly 
insufficient  to  sustain  a  verdict  for  the  plaintiff  upon  that 
question,  no  error  was  committed  in  not  submitting  it  to  the 
decision  of  the  jury. 


758 


ELECTRIC    RAILWAY     REVIEW 


Vol.   XVII,   Xo.   23. 


News  of  the  Week 


Electric    Railway   Accidents. 

Seven  persons  were  injured  in  a  derailment  of  a  Fitchburg  & 
Leominster  Street  Railway  car  on  May  30,  near  Fitchburg,  Mass. 
The  cause  is  said  to  have  been  the  spreading  of  rails  on  a  curve. 

A  street  car  of  the  Birmingham  Railway  Light  &  Power  Com- 
pany collided  with  a  train  loaded  with  pots  of  molten  metal  at 
Birmingham,  Ala.,  on  June  5.  The  metal  sei  fire  to  the  car  and 
it    is    reported   that   several   persons   were   badly   burned. 

As  a  result  of  the  rear-end  collision  n»»  the  line  of  the  Cleve- 
land Southwestern  &  Columbus  Railway,  near  Elyria,  O.,  on  May 
30,  in  which  seven  persons  were  killed  and  several  injured,  as 
reported  in  last  week's  issue  of  the  Electric  Railway  Review,  the 
motorman  in  charge  of  the  car  which  caused  the  accident  was  in- 
dicted for  manslaughter  on  June  4  by  a  special  grand  jury.  W.  O. 
Jackson  of  Springfield,  O.,  inspector  of  the  state  railroad  commis- 
sion, is  investigating  the  accident.  It  was  stated  that  the  two  cars 
were  running  closer  together  than  the  rules  permitted  and  that  the 
motorman  of  the  rear  car  was  looking  back  and  did  not  see  that 
the  car  in  front  had  stopped. 

Chicago  Traction   Reorganization. 

G.  W.  Wiekersham  and  L.  C.  Krauthoff,  attorneys  for  the  Chi- 
cago Railways  Company,  have  returned  to  New  York  without 
making  announcement  of  the  plan  of  reorganization.  The  com- 
mittees representing  stockholders  of  the  North  Chicago  City  and 
the  Chicago  West  Division  railroads,  underlying  companies,  want 
to  have  the  reorganization  plan  submitted  to  them  before  it  is 
presented  to  Judge  Grosscup  and  Prof.  John  C.  Gray,  the  arbitrators, 
They  have  also  demanded  that  the  plan  be  submitted  to  them 
before  the  stocks  of  the  roads  included  in  the  Chicago  Union 
Traction  Company  are  deposited  with  the  Chicago  Title  &  Trust 
Company  in  accordance  with  the  terms  of  the  ordinance.  This 
deposit   must   be   made   by   July    26. 

Edward  B.  Burling,  attorney  for  the  committees  representing 
the  majority  of  stock  of  the  North  Chicago  City  and  the  Chicago 
West  Division  railroads,  has  sent  a  letter  to  Messrs.  Krauthoff  and 
Wiekersham  concerning  the  valuation  of  the  properties  of  the 
various  companies.  The  letter  asks  that  certain  assurances  be 
given  regarding  the  safeguarding  of  the  interests  of  stockholders 
in    the   underlying   companies. 

The  Illinois  supreme  court  refused  on  June  '<  to  grant  the 
petition  for  a  rehearing  of  the  Mueller  case. 

Brooklyn    Subway    Authorized. 

The  rapid  transit  commission  on  May  31  voted  to  authorize  the 
construction  of  the  Fourth  avenue  subway  in  Brooklyn.  This 
action  was  made  possible  by  the  presence  of  Alexander  E.  Orr, 
president  of  the  board,  who  arose  from  a  sick  bed  to  make  up  the 
necessary  number  of  votes.  The  route  extends  from  Chrystie  street, 
Manhattan,  across  the  new  Manhattan  bridge,  and  thence  by  sub- 
way through  the  Flatbush  avenue  extension  and  Flatbush  avenue 
to  Fourth  avenue,  and  thence  to  Coney  Island  and  Fort  Hamilton. 
It  will  be  a  4-track  line  to  Fortieth  street,  Brooklyn.  Beyond 
that  two  tracks  will  run  to  Coney  Island  and  two  to  Fort  Hamil- 
ton. The  line  will  connect  with  the  subway  loop  on  the  Manhattan 
side  of  the  river.  A  resolution  was  adopted  requesting  the  board 
of  estimate  to  permit  the  advertising  for  bids  for  construction 
alone,  instead  of  for  construction  and  operation.  It  is  estimated 
that   the   subway   will   cost  about   $23,000,000. 

The  board  of  estimate  held  a  meeting  on  Tuesday  and  com- 
plied with  the  resolution  of  the  commission.  The  commission  can 
now  advertise  for  bids  for  the  construction  of  the  subway.  As  the 
new  public  utilities  law,  which  legislates  the  commission  out  of 
office,  goes  into  effect  on  July  1.  it  is  doubtful  if  contracts  can  be 
let  by  the  present  board,  but  the  plans  will  be  in  such  shape  that 
the  new  commission  may  proceed  at  once. 

Hearing    on    Philadelphia    Ordinance. 

A  hearing  on  the  proposed  Philadelphia  Rapid  Transit  or- 
dinance was  held  before  a  committee  of  councils  on  June  4.  Fran- 
cis Shunk  Brown  and  ex-Judge  Gordon  made  arguments  in  behalf 
of  the  plan  of  settlement.     Mr.  Brown  said  in  part: 

"It  is  unfair  to  compare  Philadelphia  with  any  other  city,  be- 
cause conditions  are  nowhere  near  the  same.  This  city  contains 
L29%  square  miles,  St.  Louis  60,  Cleveland  3-1,  New  York  42  and 
Boston  40  square  miles. 

"Some  of  the  opponents  of  this  ordinance  say  that  there  should 
be  a  provision  of  'no  seat,  no  fare.'  That  is  utterly  absurd,  and 
it  is  also  a  physical  impossibility.  Between  5  and  6:30  o'clock  in 
the  afternoon   there  are  100,000  people  to  be  found   in   the  district 

i aded  by  the  Delaware  river  and  Broad  street,  and  Walnut  and 

Arch  streets.  Of  this  number  85,000  are  surface  car  riders.  The 
Rapid  Transit  company  manages  to  transport  this  number  in  an 
hour  and  half.  It  is  a  greater  number  than  any  standard  steam 
railroad  carries  in  a  day.  To  give  each  of  these  85,000  persons  a 
seat  would  require  2,125  cars,  with  an  individual  capacity  of  40. 
of  these  cars  would  be  36  feet  long.  To  take  care  of  these 
cars  would  require  a  terminal  of  monstrous  size.  Should  such  a 
terminal  be  built  on  Second  street  it  would  reach  from  Vine  to 
Spruce  streets,  a  width  of  3,060  feet,  and  would  contain  154  tracks 
extending  back  to  Front  street. 

"The  Brooklyn  bridge  congestion  in  New  York,  held  up  as  the 
worst  in  the  world,  is  not  as  great  as  the  congestion  in  this  city 
in  the  territory  I  have  named.  New  York  only  carries  56.770  pas- 
sengers between  5  and  6:30  o'clock  in  its  congested  center,  to  85,- 
000   in    Philadelphia.     To    move    this    New    York    crowd    403    surface 


cars  are   used,    which   carry   19,497   passengers,    while    the   elevated 
and  subway,  with  92  cars,  carry  37,273  riders." 

Mr.  Brown  said  that  a  ride  of  25  miles  can  be  secured  in 
Philadelphia  for  4  1-6  cents. 

Labor   Affairs. 

The  United  Railroads  of  San  Francisco  has  now  extended  its 
service  to  all  of  its  lines  that  have  been  reconstructed  since  the 
fire,  and  although  there  have  been  occasional  disturbances  caused 
by  the  strikers,  the  situation  continues  to  improve  each  day.  On 
Friday  of  last  week  the  company  operated  cars  from  6  a.  m.  to  8:30 
p.  m.  Over  200  cars  were  run,  employing  over  600  men.  The  com- 
pany is  now  carrying  over  150,000  passengers  a  day  and  it  is  stated 
that  no  difficulty  is  found  in  securing  non-union  men  to  operate 
the  cars  at  25  cents  an  hour.  Three  of  the  strikers  have  been 
arrested  on  the  charge  of  having  short-circuited  the  trolley  and 
feed  wires  by  throwing  a  chain  over  them. 

The  strike  situation  at  Birmingham,  Ala.,  has  presented  no 
important  developments.  The  company  is  operating  cars  with  non- 
union men  on  all  its  lines  and  there  have  been  no  serious  dis- 
turbances. It  was  announced  at  the  offices  of  the  Birmingham 
Railway  Light  &  Power  Company  recently  that  61  of  the  former 
employes  had  returned  to  work.  The  strikers  have  suggested  arbi- 
tration, but  President  Jemison  of  the  company  refused  to  arbitrate, 
stating  that  the  stockholders  were  supporting  him  and  that  he 
did  not  care  to  employ  union  men.  A  general  sympathetic  strike, 
ordered  by  the  Birmingham  Trades  Council  for  June  3,  failed  to 
meet  with  a  very  ready  response. 

The  car  men  employed  by  the  Shamokin  &  Mt.  Carmel  Transit 
Company,  operating  about  19  miles  of  track  between  Shamokin  and 
Ashland,  Pa.,  went  on  a  strike  on  May  30.  The  service  was  com- 
pletely tied  up.  The  reason  given  by  the  men  is  that  the  manage- 
ment refused  to  allow  the  motormen  to  sit  down  while  at  work. 

Indianapolis    Meeting   of  the   American    Society   of   Mechanical 
Engineers. 

The  American  Society  of  Mechanical  Engineers  held  its  spring 
meeting  in  Indianapolis,  May  29,  30  and  31,  in  the  palm  room  of 
the  Claypool  hotel.  The  attendance  was  the  largest  in  the  history 
of  the  association.  Several  sessions  were  held  each  day  and  ab- 
stracts of  a  number  of  papers  on  technical  subjects  were  read 
and  discussed.  The  subjects  of  the  papers  were:  "Ball  Bearings," 
by  Henry  Hess:  "Air  Cooling  of  Automobile  Engines,"  by  John 
Wilkinson:  "Automobile  Material,"  by  Elwood  Haines  of  Kokomo: 
"Railway  Motor  Cars."  by  B.  D.  Gray  of  the  American  Locomotive 
Company  of  Providence,  R.  I.  At  the  concluding  session,  which 
was  held  at  Purdue  University,  whence  the  members  had  been 
taken  on  an  excursion  by  the  Indianapolis  &  Northwestern  Trac- 
tion Company,  papers  were  read  on  "Superheated  Steam,  or,  in 
Other  Words,  the  Economy  of  Steam  Power,"  by  S.  L.  Kneass  of 
Philadelphia,  H.  H.  Vaughn  of  Montreal  and  Professor  Goss  of 
Purdue  University.  These  papers  were  generally  discussed  and 
proved  of  great  interest  to  the  managers  of  power  houses.  The 
members  of  the  association  visited  the  large  industrial  plants  in 
Indianapolis  and  expressed  themselves  as  highly  pleased  with 
the  manufacturing  enterprise  of  the  middle  west.  Prof.  F.  R. 
Hutton,  dean  of  Columbia  University  of  New  York,  is  president 
of  the  society.  A  commendable  feature  of  the  association  meeting 
was  that  all  papers  presented  before  the  convention  were  read 
by  abstract  and  the  general  discussions  which  followed  were 
made  up  of  illustrations  and  points  in  the  papers  selected  by  the 
members   about   which   to   interrogate   the   writers. 


Pittsburg  &  Butler  to  Handle  Express. — It  is  reported  that  the 
Pittsburg  &  Butler  Street  Railway  will  soon  establish  an  express 
package  service  to  all  points  on  its  new  line  between  Pittsburg 
and    Butler,    Pa. 

American  Society  for  Testing  Materials. — The  tenth  annual 
meeting  of  the  American  Society  for  Testing  Materials  will  be 
held  at  the  Hotel  Chelfonte.  Atlantic  City,  X.  J.,  on  Thursday. 
Friday  and  Saturday.  June  20,  21  and  22. 

New  York  Public  Utilities  Bill  Passed. — The  New  York  senate 
concurred  with  the  house  on  June  5  in  passing  the  public  utilities 
bill  over  the  veto  of  Mayor  McClelan  of  New  York  City,  and 
Governor  Hughes  signed  it  on  June  6.  An  abstract  of  the  bill 
appears   on    another   page    of   this    issue. 

Five-Dollar  Bill  for  Carfare  Unreasonable. — Justice  Ott  of  De- 
troit. Mich.,  has  given  a  decision  that  a  rule  of  the  Detroit  United 
Railway  that  a  conductor  is  not  required  to  change  a  piece  of 
money  larger  than  $2.00,  when  tendered  by  a  passenger  for  carfare, 
is  reasonable.  The  judge  based  his  decision  on  a  ruling  of  the  New 
York  supreme  court,  which  held  that  the  tender  of  a  $5.00  bill  in 
payment  for  carfare   was   not   reasonable. 

Indiana  Lines  Must  Install  Interlocking  Switches. — The  In- 
diana railroad  commissioners  have  decided  that  the  half  interlock- 
ing switches  now  used  by  the  Indiana  interurban  lines  at  crossings 
with  the  steam  lines  are  not  a  sufficient  compliance  with  the  law. 
The  commission  has  notified  the  interurban  companies  that  com- 
plete interlocking  switches  must  be  put  in,  towers  erected  and  a 
man  put  in  charge.  This  decision  will  necessitate  the  expenditure 
on   the  part  of  the  interurban  lines  of  many  thousands  of  dollars. 

Spokane  &  Inland  Extends  Service. — General  Manager  J.  B. 
Ingersoll  of  the  Spokane  &  Inland  Railway,  Spokane,  Wash.,  has 
announced  the  extension  of  service  south  from  Oakesdale  to  Garfield 
and  Palouse,  about  25  miles.  Trains  have  been  operating  for  some 
time  from  Spokane  to  Oakesdale,  and  on  the  branch  from  Spring 
Valley  Junction  to  Rosalia.  For  the  present,  until  the  overhead 
work  is  completed,  trains  will  run  from  Garfield  to  Palouse  by  steam 
power,  although  it  is  probable  that  this  will  be  only  for  about  30 
days.     The  distance   from   Spokane   to  Palouse   is  76   miles  and    the 


June  S.   1907 


ELECTRIC    RAILWAY     REVIEW 


T.V.i 


branch  to  Rosalia  is  five  miles  long.  Three  trains  a  day  will  be  run 
from  Spokane  to  Palouse,  without  stops  between  Spokane  ami 
Spring  Valley  Junction,  the  running  time  being  three  hours.  The 
4"  stations  between  Spokane  and  Rosalia  will  be  served  by  four 
trains  a  day  in  each  direction.  A  handsome  new  station,  similar  to 
ne  at  Oakesdale,  has  been  opened  at  Garfield,  and  a  temporary 
station  has  been  erected  at  Palouse. 


Construction  News 


FRANCHISES. 


Miller  of  the  Chicago- 
Tune  5  filed  a  bond  for 
Theodore  Nenioyer  and 
ts  to  annul  a  contract 
Co-operative  Construc- 
the  road  for  the  stock 
motion  of  the  plaintiffs 
issuing  of  a  restraining 
er    the   bill    of   complaint 


Air    Line   Gives    Bond. — President   A.    C 
Xew    York   Electric   Air   Line   Railroad   on 

>.".. )    before   Judge   Windes    to   indemnify 

other  stockholders  who  have  brought  sui 
between  the  Air  Line  company  and  the 
tion  Company  which  had  agreed  to  build 
issue  of  the  former.  The  court  denied  the 
for  the  appointment  of  a  receiver  and  the 
order  and  ordered  the  defendant  to  answ 
within   20  days. 

United  States  Express  Company  to  Operate  over  Detroit 
United  Railway. — It  is  reported  that  the  United  States  Express 
Company  has  signed  contracts  whereby  it  will  handle  all  the  express 
package  business  over  the  lines  of  the  Detroit  United  Railway,  the 
Detroit  Monroe  &  Toledo  Short  Line  Railway  and  the  Toledo  & 
Western  Railway.  It  is  also  stated  that  the  company  has  pur- 
chased  the  Electric  Package  Express  Company,  operating  between 
Toledo  and  Cleveland  over  the  Lake  Shore  Electric  Railway,  and 
that  it  will  operate  a  through  express  service  between  Detroit, 
Cleveland  and   Toledo.     The  new  deal  becomes  effective  on  July   1. 

Oconomowoc  Line  Opened. — The  new  line  of  the  Milwaukee 
Electric  Railway  &  Light  Company  from  Milwaukee  to  Ocono- 
mowoc, Wis.,  was  opened  for  traffic  on  Monday  of  this  week. 
Owing  to  a  strike  at  the  works  of  the  St.  Louis  Car  Company  only 
one  of  the  10  new  cars  ordered  for  the  line  was  put  into  service. 
This  car  will  for  the  present  be  operated  as  a  shuttle  car  between 
'Waukesha  Beach  and  Oconomowoc.  connecting  with  cars  from 
the  city  every  hour.  When  the  new  cars  arrive  they  will  be  put 
in  service  between  the  Public  Service  building  and  Oconomowoc, 
and  will  make  the  distance  of  38  miles  in  1  hour  and  45  minutes. 
leaving  each  terminal  every  hour  during  the  summer.  The  fare 
is  80  cents  one  way  and  $1.25  round  trip. 

Power  Plant  Wrecked  by  Bursting  Flywheel. — The  power  house 
of  the  Allegheny  Valley  Street  Railway  Company  at  Creighton, 
Pa.,  was  badly  wrecked  on  June  1  by  a  bursting  flywheel  of  an 
engine.  Early  in  the  morning  some  of  the  employes  noticed  that 
the  governor  belt  had  slipped  and  that  the  engine  was  running 
wild.  They  notified  Engineer  Geiger,  who  hastened  to  the  engine 
room  to  shut  off  the  steam.  As  he  was  within  a  few  feet  of  the 
engine  the  flywheel  burst  and  he  was  struck  by  a  section  weighing 
several  tons  and  crushed  to  death.  One  section  of  the  wheel 
crashed  through  the  brick  wall  of  the  building.  The  sides  and  roof 
of  the  building  were  damaged  by  other  pieces  of  the  wheel,  which 
also  broke  pipe  connections.  Service  on  the  lines  to  Tarentum 
was  not  resumed  until  7  o'clock  that  night. 

Governor  Signs  Pennsylvania  Electric  Railway  Bills. — Governor 
Stuart  of  Pennsylvania  on  June  1  signed  the  so-called  Homsher 
bill,  which  gives  to  electric  railway  companies  the  right  of  eminent 
domain,  provided  they  first  secure  the  consent  of  owners  of  51 
per  cent  of  the  property  along  the  proposed  route.  The  bill  was 
opposed  by  the  steam  railroads  and  by  many  property  owners.  It 
is  expected  that  the  new  law  will  give  a  strong  impetus  to  the 
building  of  electric  railroads  throughout  the  state.  The  governor 
has  also  signed  the  Fahey  bill,  amending  the  street  railway  act  of 
1895.  It  provides  that  the  consent  of  the  local  authorities  of  all 
cities,  boroughs  and  townships  of  the  first  class  and  of  the  boards 
of  road  supervisors  of  townships  of  the  second  class  be  obtained 
before  charters  for  new  roads  or  extensions  may  be   secured. 

Coronado  Tent  City. — The  Coronado  Railroad  of  Coronado,  Cal.. 
has  issued  an  attractive  folder  describing  Coronado  Tent  City. 
Which  is  owned  by  the  company.  The  Tent  City,  as  its  name  im- 
plies, is  a  resort  for  campers,  fronting  on  both  the  Pacific  ocean 
and  San  Diego  bay.  It  is  provided  with  furnished  tents  and  palm 
cottages,  which  are  rented  to  guests  at  a  reasonable  rate,  and 
covers  over  two  miles  of  ground,  laid  off  into  streets.  Water  supply 
and  sewerage  systems  are  provided  and  the  resort  contains  nearly 
all  of  the  conveniences  of  a  city,  such  as  restaurants,  stores,  tele- 
phones, etc.  Facilities  are  furnished  for  nearly  every  form  of 
slimmer  amusement,  including  a  large  dancing  pavilion  and  a  con- 
cert band.  The  resort  is  reached  by  the  electric  cars  of  the 
Coronado  Railroad,  which  has  a  line  from  San  Diego,  running 
through   Tent  City.     The  season   lasts  from  June  15   to  September. 

Central  Electric  Railway  Data  Blanks. — W.  F.  Milholland,  sec- 
y  of  the  Central  Electric  Railway  Association,  Traction  Ter- 
minal building,  Indianapolis,  has  recently  mailed  to  each  railway 
In  the  territory  included  by  the  association  a  set  of  blanks  which 
It  ts  especially  desired  to  have  carefully  filled  out  and  returned  to 
the  association  office.  One  of  these  blanks  is  a  lightning  report 
that  has  been  formulated  by  George  Whysall,  general  manager 
of  the   (J,,;  awan     &    Marion    Railway,   Marion,   O.,   chair- 

man of  the  lightning  arrester  committee  of  the  association.  The 
blank  <  :i lis  for  a  very  detailed  report  of  'lie  performance  of  the 
lightning  protective  apparatus  used  on  high-tension  and  trolley  lines 
in  tie-  generatli  Bubstatlon,    The  other  blank  Is    :     igned 

to  furnish  tin'  lightning  arrester  committee  with  general  informal 

pment,  i   i testations,  low-t, 
high-tension   lin  lines,  ovei  head   ground 

traek  and   roiling  stock.     It   is  desired   to  have  these  gent  ral   data 

blanks   lil!  itel      'etary   and 

it  is   hoped    tii-;  nagi  i    will   obi plentiful  supply   of 

the  lightning  repo  toi ty  be  n 

full. 


Anniston,  Ala. — L.  H.  Kaplan  and  associates  have  applied  for 
a  franchise  to  build  an  electric  railway   in   this  city. 

Cleveland,  O. — It  is  stated  that  the  Everett-Moore  interests 
of  this  city  will  ask  for  a  franchise  in  East  Ninth  street,  from 
Prospect  avenue  S.  E.  to  Eagle  avenue  S.  E.,  where  the  depot 
of  the  Electric  Package  is  located.  This  will  afford  track  facili- 
ties in  East  Ninth  street,  which  at  present,  owing  to  the  ex- 
piration of  the  Cleveland  Electric  Railway  franchises,  is  with- 
out such  service. 

Ft.  Worth,  Tex. — The  Northern  Texas  Traction  Company  lias 
been  granted  a  30-day  extension  in  which  to  complete  laying  its 
track  on  Houston  street,  from  Tenth  to  and  along  Front  street. 
This  also   applies   to   the  operation   of   its  cars. 

Hughestown,   Pa. — A  franchise   for  the  use  of  Parsonage  stt 
has   been   granted   to   the   Pittstown    &    Avoca   Street   Railway. 

Indianapolis,  Ind. — The  Terre  Haute  Indianapolis  &  Eastern 
Traction  Company,  which  was  incorporated  last  March  to  take 
over  several  interurban  companies  entering  Indianapolis,  has  made 
formal  application  for  an  individual  franchise  to  operate  its  lines 
in    this    city. 

Knoxville,  Tenn. — S.  D.  Divine,  promoter  of  an  electric  tail- 
way  in  this  city,  has  applied  for  a  franchise  to  build  a,  line  to 
Chickamauga  Park,  Sherman  Heights,  Highland  Park  and  other 
suburbs.  The  petition  calls  for  a  third  track  in  Market  street, 
the  main  thoroughfare  of  Knoxville,  which  it  is  said  will  be 
contested  by  the  Chattanooga  Railways  Company.  A  franchise 
also  was  asked  for  a  line  in  Sixth  street  to  the  top  of  Cameron 
Hill    in    Boynton    Park. 

Laurel,  Miss. — The  Gulf  States  Investment  Company,  which 
operates  the  electric  lighting  plant  of  this  city,  has  applied  for  a 
street    railway    franchise. 

Milwaukee.  Wis. — The  amended  franchise  passed  last  week  by 
the  council,  giving  the  Chicago  &  Milwaukee  Electric  Railroad 
the  right  to  operate  its  cars  on  Wells  street,  east  to  Second  street, 
has  been  vetoed  by  Mayor  Becker  for  the  reason  that  it  gives  the 
company  exclusive  rights  on  Wells  street.  This  is  one  of  the  main 
arteries  by  which  the  downtown  district  is  reached  with  electric- 
cars  and  the  mayor  claims  that  the  wording  of  the  franchise  as 
passed,  with  its  exchange  privileges  with  the  Milwaukee  Electric 
Railway  &  Light  Company  on  Grand  avenue,  whereby  a  loop 
would  be  formed  on  Sixth.  Wells  and  Second  streets  and  Grand 
avenue,  would  admit  of  a  combination  between  the  two  com- 
panies in  an  agreement  to  control  the  street  railway  traffic  of  that 
section.  As  this  would  limit  the  entrance  of  other  competing 
lines  to  this  district,  and,  in  the  opinion  of  the  mayor,  work  to  the 
disadvantage  of  the  best  interests  of  the  city,  he  urges  such  word- 
ing of  the  franchise  as  to  allow  of  no  combination  of  these  interests 
for  the  exclusion  of  outside  competing  lines.  It  is  stated  that  in 
view  of  the  fact  that  the  Chicago  &  Milwaukee  Electric  already  has 
se  ured  under  its  old  franchise  certain  privileges  on  Sixth  street 
and  over  the  Sixth  street  viaduct  which  the  mayor  would  now 
restrict,  and  has  paid  $50,000  to  the  city  toward  the  construction 
of  the  viaduct.  President  Frost  is  unwilling  to  grant  any  additional 
concessions  to  those  already  made  in  the  amended  franchise. 

Montreal.  Que. — The  Montreal  Park  &  Island  Railway  has  been 
granted  permission  by  the  minister  of  railways  to  extend  its  line 
from  Stony  Point  to  Valois.  Que.  D.  McDonald,  manager,  Mont- 
real.   Que. 

Mt.  Clemens,  Mich. — William  T.  Cross  has  asked  for  a  fran- 
chise for  an  electric  or  steam  line  on  Spruce  and  Avery  streets, 
which  will  connect  with  the  new  belt  line  at  the  Detroit  city  limits. 
If  built  the  road  will  be  on  private  right  of  way  south  from  Mt. 
Clemens  to  the  Detroit  limits.  It  is  stated  that  Capt.  James  David- 
son of  Mt.   Clemens  is  interested. 

San  Angelo,  Tex. — Col.  J.  H.  Ransome  of  Hereford,  Tex.,  has 
applied   for  a  street   railway  franchise   in   this   city. 

San  Diego,  Cal. — The  South  Park  &  East  Side  Electric  Railway 
Company,  of  which  E.  Bartlett  Webster  is  the  principal  owner, 
has  been  granted  a  franchise  and  right  of  way  to  run  its  line 
from  the  eastern  boundary  of  the  city  of  San  Diego,  along  El  Cajoit 
avenue,  and   through  La  Mesa  Springs  and  El  Cajon. 

Sheridan.    N.    Y. — The   Buffalo   &    Lake   Erie   Traction   Cm 
has   applied   for   permission   i'>   run   its  line  east  and   west   through 
this    'it.     between    the    main    road    and    the    Pennsylvania     tracks. 
crossing    several    north    and    south    highways.     A    special    meeting 
will  he  called  i t  upon  the  application. 

Spokane.    Wash. — The    Spokane    Traction    Company    has 
application   f"t-  permission   to  lay  a   track  commencing   at   Garland 

avei and    Posl    street,    In    .\i ■oe    Park    addition,    necting    :it 

thai   point   with  its  main  tracks,  ami   from  thence  west  on  Garland 
to   Madison  street  and   north  on   Madison  to  Elgin  avenue. 


RECENT   INCORPORATIONS. 


Columbus  (Miss.)  Light  <£.  Railway  Company. — Incorporated  In 
Mlt  Issippl  i"  build  or  acquire  and  operate  an  electric  light  and 
power   plant    in   Colui i.     Capital   stuck.    $::ini,iiiin.     it mm. 

Will Baldwin,    Walter    Weaver    and    Charles    P.     SherrOd 


TOO 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,   No.   23. 


Lake  Erie  Fremont  &  Southern  Railway. — Incorporated  in  Ohio 
to  build  an  interurban  electric  line  through  Ottawa.  Sandusky  and 
Seneca  counties,  with  a  terminal  at  Tiffin,  O.,  where  it  will  con- 
nect with  other  interurban  lines  extending  into  the  interior  of  the 
state.  The  line  will  serve  as  a  feeder  to  the  Toledo  Port  Cinton  & 
Lakeside  Railway  and  possibly  will  be  merged  with  the  latter  road 
when  completed,  as  the  incorporators  of  the  new  company  are 
closely  identified  with  the  Toledo  Port  Clinton  &  Lakeside  Com- 
pany. Franchises  have  been  secured  for  a  belt  line  at  Fremont 
and  about  $75,000  worth  of  bonds  have  been  subscribed  for  by  the 
people  of  that  city  and  Fostoria.  Work  on  the  belt  line  is  to  be 
commenced  at  once  and  as  soon  as  the  financial  arrangements  have 
been  completed  work  on  the  road  between  Fremont  and  Oak 
Harbor,  where  the  new  line  diverges  from  the  Toledo  Port  Clinton 
&  Lakeside,  will  also  be  started.  The  building  of  this  line,  to- 
gether with  a  proposed  branch  line  to  the  state  rifle  range,  will 
enable  the  Toledo  Port  Clinton  &  Lakeside  to  control  a  consider- 
able amount  of  the  passenger  traffic  from  the  southern  and  central 
portions  of  the  state.  The  headquarters  will  be  at  Toledo.  The 
incorporators  are:  H.  F.  Shunck,  A.  E.  Klauser,  Theodore  Schmitt, 
William  Miller  and  George  W.  Luckey,  Toledo,  O. 

Portland  (Ore.)  Eastern  Railway. — Incorporated  in  Oregon  to 
build  an  electric  railway  from  Portland  to  Mt.  Hood,  Ore.  This 
is  the  corporate  name  for  the  Mt.  Hood  Railway  &  Power  Com- 
pany, which  was  organized  some  time  ago  for  this  purpose,  by 
interests  identical  with  the  new  company.  Capital  stock,  $5,000,- 
000.  Incorporators:  E.  P.  Clark,  Arthur  H.  Fleming.  Los  An- 
geles; Elmer  B.  Colwell,  Robert  T.  Linney  and  C.  W.  Miller, 
Portland.  A  large  portion  of  the  surveys  for  the  route  already 
have  been   made   by   the   former  company. 

Puget  Sound  International  Railway  &  Power  Company. — In- 
corporated in  Maine  to  operate  railways.  Capital  stock,  $500,000. 
Incorporators:  John  E.  Rousmauire,  Alvah  K.  Todd,  Phillip  L. 
Warren,  Joseph  F.  Lovering,  Benjamin  Joy,  Boston.  Mass.;  Charles 
M.  Drummond,  president;  Gertrude  M.  Home,  treasurer;  Josiah 
H.    Drummond,    Wilford    G.    Chapman.    Portland,    Me. 

Springfield  Beardstown  &  Quincy  Railroad.  Quincy,  111. — Incor- 
porated in  Illinois  to  build  an  interurban  line  from  Springfield  to 
Petersburg,  Chandlerville,  Beardstown  and  Quincy.  111.  Capital 
stock,    $25,000. 


TRACK   AND   ROADWAY. 


Alamo,  Tenn. — A  meeting  has  been  called  for  June  22  in  the 
interest  of  a  project  to  build  an  electric  railway  from  Humboldt  to 
Gadsden.  Alamo,  Maury  City,  Friendship,  Stokes,  Eaton,  Brazil, 
Gibson  Wells  and  to  Humboldt  again,   completing  the  circuit. 

Bahia  Tramway  Light  &  Power  Company. — It  is  reported  that 
New  York  interests,  said  to  be  allied  with  the  Havana,  Mexico 
City,  Rio  de  Janeiro  and  other  West  Indian,  Central  and  South 
American  electric  traction  and  lighting  properties,  have  completed 
financial  arrangements  in  Europe  for  the  construction  and  opera- 
tion of  street  railways  in  Bahia,  Brazil.  A  lighting  monopoly  has 
been  taken  over  and  extensive  water  power  rights  have  also  been 
acquired.  The  development  of  the  Bahia  projects  will  entail  an 
expenditure  of  nearly  $10,000,000.  The  company  was  recently  in- 
corporated in  Maine,  with  a  capital  of  $3,500,000.  There  are  also 
authorized  $7,500,000  of  5  per  cent  50-year  first  mortgage  bonds. 
An  issue  of  $3,500,000  of  these  bonds  has  just  been  sold  in  the 
London  and  Brussels  markets.  The  New  Yorkers  interested  in 
the  company  include:  Percival  Farquhar,  William  Lanman  Bull 
and  F.   S.   Pearson. 

Barberton  Doylestown  &  Orrville  Railway. — We  are  advised 
by  the  Cleveland  Engineering  Company  that  the  report  that  that 
company  has  the  contract  for  building  this  line  from  Barberton  to 
Orrville,   O.,   is  incorrect. 

Buffalo  Lockport  &  Rochester  Railway. — This  company  secured 
the  last  of  its  right  of  way  between  Rochester  and  Lockport,  N.  Y.t 
last  week,  when  the  condemnation  proceedings  for  a  strip  of  land 
in   Niagara  county  were  settled. 

Burlington,  la. — A  company  is  being  organized  to  make  surveys 
and  do  the  necessary  preliminary  work  for  an  electric  railway  from 
Burlington  to  Bonaparte  and  West  Point.  la. 

Calgary,  Alberta. — It  is  announced  that  bids  for  the  construc- 
tion of  the  Calgary  Electric  Street  Railway,  to  be  built  by  the 
municipality  at  a  cost  of  $250,000,  will  be  received  soon  after  Au- 
gust  1   next.     W.   F.    Thorold,    city   engineer. 

California  Street  Cable  Railroad,  San  Francisco,  Cal. — This  com- 
pany is  taking  advantage  of  the  strike,  which  has  been  in  progress 
for  the  past  month  in  San  Francisco,  to  make  some  extensive  re- 
pairs and  improvements  to  its  plant  and  tracks.  The  most  impor- 
tant undertaking  is  the  elevation  of  the  track  on  California  street, 
between  Market  and  Sansome  streets,  about  three  feet.  House- 
raising  jacks  have  been  placed  under  the  steel  ribs  which  form  the 
cable  bed,  and  the  whole  body  has  been  raised  while  still  embedded 
in  the  concrete. 

Carlyle  &  St.  Louis  Railroad,  East  St.  Louis,  III. — It  is  reported 
that  this  company  will  soon  let  contracts  for  an  extension  of  the 
East  St.  Louis  &  Suburban  Railroad  from  Carlyle  to  Lebanon,  III., 
23  miles.  Right  of  way  is  now  being  secured  and  surveys  are 
being  made.     Thomas  E.  Ford  of  Carlyle,   president. 

Charlotte,  N.  C. — It  is  announced  that  the  Charlotte  Consoli- 
dated Construction  Company  has  begun  surveys  for  the  proposed 
interurban  electric  line  from  Mt.  Holly  to  Gastonia  in  Gaston 
county,   via  McOdenville  and  Lowell.     W.    L.   Law,   chief  engineer. 

Chicago     Great     Western     Railway.     St.     Paul,     Minn. — We     are 


officially  advised  by  L.  S.  Cass,  third  vice-president,  that  recent 
reports  that  this  company  had  decided  to  electrify  its  line 
between  Rochester  and  Winona,  Minn.,  were  premature.  The  com- 
pany has  been  making  some  estimates,  but  nothing  definite  has 
been   determined. 

Chicago  South  Bend  &  Northern  Indiana  Railway,  South  Bend, 
Ind. — Three  carloads  of  rails  have  been  delivered  at  Michigan  City, 
Ind.,  for  the  construction  of  the  double-track  line  on  Franklin 
street. 

Chicago  Waukegan  &  North  Shore  Railway. — This  company  has 
filed  a  mortgage  in  favor  of  the  Central  Trust  Company  of  Chicago 
for  $1,500,000,  to  secure  a  bond  issue  for  building  the  line  from 
Waukegan,  111.,  to  Kenosha.  Wis. 

Cleveland  &  Indianapolis  Interurban  Railway. — It  is  reported 
that  options  have  been  secured  on  practically  all  the  right  of  way 
for  this  line  from  Norwalk,  O.,  to  Bluffton,  Ind.  C.  F.  Jackson  of 
Norwalk  is  interested. 

Cleveland  (O.)  Electric  Railway. — This  company  has  made  an 
agreement  with  the  Cleveland  Painesville  &  Eastern  Railroad 
whereby  it  uses  about  2%  miles  of  the  latter's  shore  line  tracks, 
starting   at  Collinwood   and   running  west. 

Columbia  &  Walla  Walla  Traction  Company. — H.  U.  Wallace  of 
the  Wallace-Coates  Engineering  Company,  Chicago,  has  been  sent 
to  Dayton,  Wash.,  west  of  Spokane,  by  an  eastern  bonding  company, 
which  has  under  consideration  the  financing  of  the  electric  line 
from  Dayton  to  Wallula,  Wash.,  via  Walla  Walla  and  Milton.  Mr. 
Wallace  made  a  trip  over  the  line  recently  surveyed  for  an  exten- 
sion to  Pennewawa,  on  the  Snake  river,  and  made  an  inspection 
of  the  power  facilities  on  the  upper  Tucannon,  where  there  is  a 
natural  waterfall  of  300  feet,  capable  of  developing  several  thousand 
horsepower,  which  can  be  made  available  at  a  small  cost.  The 
right  of  way  between  Dayton  and  Wallula  has  been  secured.  The 
survey  from  Dayton  to  Pennewawa.  50  miles,  is  taken  to  mean  that 
a  connection  with  the  Spokane  &  Inland  Empire  line  from  Spokane 
to  that  point  is  contemplated.  J.  W.  Morrow  of  Waitsburg  is  gen- 
eral manager. 

Covington  &  Southwestern  Traction  Company.  Covington,  Ind. — 
We  are  officially  advised  by  William  G.  Ruhl.  president,  Chicago, 
111.,  that  this  company's  proposed  line  from  Covington  to  Craw- 
fordsville,  Ind.,  52  miles,  will  be  operated  by  steam  motors.  The 
entire  line  has  been  surveyed  and  grading  has  been  completed 
from  Covington  to  Coal  Creek,  8.S  miles.  Contracts  are  to  be 
let  for  completing  the  road  to  Coal  Creek.  C.  W.  Leinbach,  chief 
engineer. 

Crawfordsville,  Ind. — A  new  interurban  traction  line  has  been 
projected  to  connect  Linden,  New  Richmond,  Attica  and  Indiana 
Mineral  Springs  with  Crawfordsville,  Ind.  The  American  Engineer- 
ing Company  of  Indianapolis  will  survey  the  route  and  the  com- 
pany now  being  organized  is  to  be  incorporated  this  week.  The 
new  line  taps  a  good  farming  community  and  the  towns  and 
cities  to  be  connected  are   thriving  and   prosperous. 

Denver  &  South  Platte  Railway. — H.  W.  Hartman,  Denver, 
Colo.,  writes  that  the  grading  on  this  company's  proposed  electric 
line  from  Denver  to  Roxboro  Park,  20  miles,  was  started  on  May 
20  and  is  now  in  progress  from  Englewood  to  Littleton,  Colo.  The 
type  of  overhead  construction  has  not  been  decided.  Power  will  be 
purchased.  Joseph  Osner  of  Denver  has  the  grading  contract. 
Other  contracts,  excepting  those  for  ties  and  rails,  are  still  to  be 
let.  William  E.  Hughes,  president,  Continental  Trust  Company, 
Denver;  T.  B.  Doan,  vice-president;  T.  J.  Milner,  chief  engineer, 
Majestic  building,  Denver.  The  permanent  trustees  of  the  com- 
pany will  be  chosen  later. 

Dunnville  Wellandport  &  Beamsville  Railway,  St.  Catherines, 
Ont. — This  company  has  been  organized  to  build  a  line  from  Lake 
Erie  to  Lake  Ontario,  about  40  miles. 

Illinois  Traction  Company,  Champaign,  III. — The  Illinois  rail- 
road and  warehouse  commission  has  decided  that  this  company 
must  build  at  its  own  expense  an  overhead  crossing  over  the 
tracks  of  the  Chicago  &  Alton  Railway  at.  lies  Junction,  111., 
on  the  proposed  belt  line  around  the  city  of  Springfield.  The  com- 
mission has  also  decided  in  favor  of  a  grade  crossing  at  Main 
street,  Jacksonville,  111.,  where  the  electric  railway  tracks  will 
cross  those  of  the  Chicago  Burlington  &  Quincy,  Chicago  &  Alton 
and  Chicago  Peoria  &  St.  Louis  railroads.  The  traction  company 
is  to  bear  one-fourth  of  any  extra  expense  that  may  accrue. 

Indianapolis  Newcastle  <£.  Toledo  Electric  Railway,  Newcastle, 
Ind. — This  company  is  reported  to  be  surveying  a  line  from  New- 
castle to  Muncie,   Ind. 

Inland  Power  &  Electric  Company,  Spokane,  Wash. — It  is  re- 
ported that  this  company  will  build  a  power  plant  at  Albeni  Falls 
on  the  Pend  d'Oreille  river,  and  an  electric  railway  from  Spokane 
to  Newport,   Wash.     Fred  Goddard   of  Spokane  is  interested. 

Jackson       (Mich.)      Consolidated      Traction      Company. — B.      F. 

O'Mara,  superintendent,  is  making  preparations  for  several  im- 
provements to  the  lines  in  Jackson  this  summer.  Rails  are  being 
shipped  for  relaying  the  tracks  on  Francis  and  Ganson  streets 
and   Stewart  avenue. 

Knoxville  (Tenn.)  Railway  &  Light  Company. — Within  a  short 
time  this  company  will  double-track  the  Broadway  line  from 
Central  street  to  the  city  limits.  The  Clinch  street  line  is  being 
extended  and  the  Fifth  avenue  line  is  being  double-tracked.  J.  H. 
Drake,   chief  engineer. 

Lake  Erie  &  Youngstown  Railroad,  Youngstown,  O. — Engineers 
are  now  at  work  on  the  surveys  of  this  company's  proposed  60-mile 
line    between    Youngstown    and    Conneaut,    O.     The   line    will    pass 


June  8,  1907 


ELECTRIC    RAILWAY    REVIEW 


roi 


through  Andover,   Kinsman.   Burgh  Hill,   Canfleld   and  Church  Hill. 
George  Todd,   Jr.,   Youngstown.   chief  engineer. 

Lebanon  Highland  &  Mt.  Olive  Railway,  Lebanon,  III. — This 
company  will  build  a  40-mile  electric  line  between  Lebanon  and 
Mt.  Olive,  111.,  with  a  branch  from  Highland  to  Maryville.  Edward 
Lentz  is  interested. 

Lebanon  Valley  Street  Railway. — It  is  stated  that  this  company 
is  planning  a  6-mile  extension  of  its  line  from  Avon  to  Schaeffers- 
town.  Pa.     C.  H.  Smith,  superintendent,  Lebanon.  Pa. 

Lewiston  Augusta  <£.  Waterville  Street  Railway,  Lewiston,  Me. — 
It  is  reported  that  this  company  will  in  the  next  few  weeks  let 
contracts  for  60  miles  of  70-pound  A.  S.  C.  E.  rails,  5.000  ties  and 
1,000  cedar  poles.  The  Fred  S.  &  A.  D.  Gore  Corporation  of  Boston, 
Mass  .  has  the  contract  for  building  the  company's  three  pro- 
posed lines,  from  Auburn  to  Mechanic  Falls,  Me.,  nine  miles; 
from  Sabattus  to  Gardiner,  20  miles;  and  from  Augusta  to  Water- 
ville. 21  miles.     John  R.  Graham  of  Bangor.  Me.,  is  president. 

Litchfield  (Conn.)  &  Torrington  Street  Railway. — Surveys  are 
now  being  made  and  financial  backing  secured  for  this  company's 
proposed  line  between  Torrington  and  Litchfield,  Conn.,  via  Lake 
Bantam,  about  eight  miles.  W.  F.  Dowd.  president,  Litchfield; 
T.   H.   McKenzie,   secretary  and   treasurer,    Southington,    Conn. 

Mattoon  Shelbyville  Pana  &  Hillsboro  Railroad.  Charleston, 
III. — Civil  Engineer  A.  N.  Fisher  and  a  corps  of  assistants  are 
making  a  new  survey  of  this  proposed  line  from  Mattoon  to  Hills- 
boro, 111..  60  miles.  The  new  surrey  parallels  the  Cleveland  Cin- 
cinnati Chicago  &  St.  Louis  Railway  for  most  of  the  way.  It  is 
announced  that  financial  arrangements  have  been  made  for  begin- 
ning construction.     W.   R.   Patton  of  Charleston,   president. 

Minneapolis  Rochester  &  Dubuque  Traction  Company.  Minne- 
apolis, Minn. — The  first  grading  work  on  this  road  was  started 
last  week  about  two  miles  south  of  Minneapolis.  A  35-horsepower 
traction  engine,  a  grader  and  a  large  number  of  teams  are  em- 
ployed. The  road  is  projected  to  extend  from  Minneapolis  to 
Dubuque,  la.,  and  several  franchises  have  been  secured.  Robert 
Baldwin,  chief  engineer. 

Monroe,  Mich. — H.  C.  La  Flamboy  of  Detroit  is  promoting  a 
line  from  Monroe  to  Dundee.  15  miles.  A  franchise  in  Dundee  and 
seven  miles  of  right  of  way  have  been  obtained. 

Nashville  (Tenn.)  Interurban  Railway. — John  A.  Pitts,  counsel 
of  this  company,  which  is  building  a  line  from  Nashville  to  lit 
Pleasant.  Tenn..  60  miles,  has  filed  a  mortgage  to  the  Trust  Com- 
pany of  America  of  New  York,  as  trustee,  to  secure  an  issue  of 
$1,500,000  first  mortgage  30-year  5  per  cent  gold  bonds.  Construc- 
tion work  was  begun  last  week  at  Franklin.  The  Interurban  Com- 
pany of  New  York,  of  which  Patrick  Hirsch  is  president,  has  the 
general  contract  for  building  and  equipping  the  line.  A  subcontract 
for  grading  has  been  let  to  James  B.  -Smith.  H.  H.  Mayberry. 
president,  states  that  contracts  for  the  entire  line  will  be  let  within 
two  weeks.     D.  A.  Proctor,  chief  engineer. 

New  York.  N.  Y. — Sealed  bids  will  be  received  until  June  13 
by  the  New  York  rapid  transit  commission  for  the  construction 
of  the  section  of  Route  No.  9.  the  bridge  subway  loop  in  Delancey 
street,  from  the  Bowery  to  Norfolk  street. 

Niagara  St.  Catharines  <£.  Toronto  Railway.  St.  Catharines. 
Ont. — This  company  has  completed  its  7-mile  extension  between 
Thorold  and  Fonthill  and  is  now  constructing  another  5-mile 
extension  from  Fonthill  to  Welland.  Ont.  E.  F.  Seixas,  general 
manager,    St.    Catharines,    Ont. 

Northern  Electric  Railway.  Chico,  Cal. — This  company  has  com- 
menced laying  rails  south  from  Marysville.  Cal.,  on  its  extension 
toward  Sacramento.  A  short  delay  will  occur  while  the  bridge 
across  the  south  channel  of  the  Yuba  river  is  being  completed, 
but  it  is  believed  that  construction  trains  may  be  run  to  Sacra- 
mento by  August  1. 

Northern  Texas  Traction  Company,  Ft.  Worth,  Tex. — H.  T. 
Edgar,  vice-president  and  general  manager,  is  quoted  as  follows: 
"Reports  that  our  company  will  apply  to  the  city  council  of 
Cleburne  for  a  franchise  to  build  an  interurban  line  into  that  place 
from  Ft.  Worth  are  not  correct.  No  decision  has  been  reached 
as  to  final  action  on  the  matter  of  routes  between  the  two  places. 
Four  different  lines  are  now  under  consideration,  and  not  until 
we  make  a  selection  and  know  where  we  will  want  to  enter 
Cleburne,  will  a  franchise  be  asked  for.  We  do  not  contemplate 
placing  in  operation  a  city  line  at  Cleburne,  and  when  we  ask 
for  permission  to  use  certain  streets  there,  it  will  be  only  for  an 
interurban." 

Omaha  &  Council  Bluffs  Street  Railway,  Omaha,  Neb. — Con- 
struction was  begun  last  week  on  the  extension  from  Thirty-sixth 
and  Ames  avenues  west  to  Fortieth  streets,  and  thence  north  to 
Grand  avenue,   three-fourths   of  a   mile. 

Ottumwa.  la. — It  Is  reported  that  W.  W.  Cummings  of  Ot- 
tumwa  has  been  awarded  a  contract  for  grading  an  interurban 
road   from  Ottumwa   to  Hocking,   la. 

Owingsville.  Ky. — The  Kaufman-Shaw  Construction  Company 
of  Dayton,  O..  proposes  to  build  an  electric  line  from  Salt  Lick  to 
Owingsville.  Ky.,  and  on  to  Carlisle  and  Cincinnati.  It  is  stated 
that  work  will  begin  this  month. 

Pacific  Electric  Railway,  Los  Angeles.  Cal. — This  company  has 
been  granted  permission   to  f   a   viaduct   a-  ross  Los  Angeles 

street,    connecting    with    the    rear    of    the    Huntington    buildii 
Sixth  and  Main  streets,   so  that  the  Long  Beach  and  other  inter- 
urban  cars   running   out   East   Ninth   street    may   enter   the   depot 
from  the  rear  and  upon  the  same  floor  as  at  present. 


Panhandle  Electric  Railway  &  Power  Company. — Thomas  W. 
Payne  of  Detroit.  Mich..  A.  J.  Smith  of  Spokane,  Andrew  Coolin  of 
Priest  River,  Harry  H.  Wallace  and  John  R.  Jones  of  Spokane,  have 
organized  a  company  to  build  an  electric  line  in  the  Priest  Lake 
country,  northeast  of  Spokane.  The  project  will  be  carried  out  by 
eastern  capital.  The  power  will  be  generated  at  a  plant  to  be  con- 
structed below  the  outlet  of  Priest  Lake,  in  the  Priest  river  valley. 
A  flume  is  planned  from  the  lake  to  a  point  down  the  valley  where 
the  greater  power  can  be  obtained.  The  lake  will  be  turned  into  a 
reservoir,  so  that  the  flow  can  be  equalized  throughout  the  year. 
The  line  will  tap  timber  belts  and  mining  districts,  giving  heavy 
tonnage. 

Pittsburg  &.  Westmoreland  Railway,  Pittsburg,  Pa. — It  is  an- 
nounced that  this  company  is  ready  to  let  contracts  for  the  con- 
struction of  a  6-mile  single-track  line.  James  Bryan,  chief  en- 
gineer, Park  building,  Pittsburg,  Pa. 

Pittsburg  (Pa.)  Railways  Company. — It  is  reported  that  the 
directors  have  authorized  the  construction  of  a  line  from  Canons- 
burg  to  Castle  Shannon,  Pa.,   to  cost  $750,000. 

Portland  (Ore.)  Railway  Light  &  Power  Company. — It  is  re- 
ported that  it  has  been  decided  to  build  a  spur  line  from  Gladstone 
Station  to  Gladstone  Park. 

Puebla  Atlixco  &  Metepec  Electric  Railway.  Puebla,  Mex. — 
J.  A.  McNaught.  who  is  promoting  this  electric  line  from  Zocalo 
through  Puebla,  Las  Fabricas.  Santa  Clara.  Coyoacan  and  At 
to  Metepec.  Mex..  about  30  miles,  is  now  completing  his  plans  and 
expects  to  let  contracts  in  a  short  time  for  the  construction  work. 
R  Martinez  Carillo  of  Puebla  is  president  and  Mr.  McNaught  is 
vice-president  and   general  manager. 

San  Antonio  (Tex.)  Traction  Company. — This  company  has  or- 
dered the  rails  for  its  1*4 -mile  loop  line  in  Alamo  Heights  and 
within  the  next  two  weeks  will  let  contracts  for  its  construction. 

St.  Joseph  &  Nodaway  Valley  Railway.  St.  Joseph.  Mo. — It  is 
reported  that  this  company  has  combined  with  the  promoters  of 
the  St.  Joseph  Belt  &  Interurban  Railway  and  will  build  an  inter- 
urban line  from  the  St.  Joseph  city  limits  to  Graham,  40  miles. 
while  the  latter  company  will  build  the  line  inside  the  city.  Sur- 
veys have  been  completed  to  Graham  and  practically  all  the  right 
of  way  has  been  secured  in  Andrew  and  Nodaway  counties.  It  is 
not  yet  announced  when  construction  will  begin.  The  following 
directors    have    been    elected:     I.    R.    Williams    of    Savannah.    Mo. 

D.  L.  Bartlett.  Dr.  John  S.  Logan,  John  Townsend,  David  E 
Heaton.  S.  S.  Brown,  John  A.  Duncan,  Louis  Huggins  and  Lucien 
J.   Eastin  of  St.   Joseph:   C.   W.    Spicer.   Jr..   Fillmore:    and   Thomas 

E.  Fleming.  Graham.  Several  of  these  are  directors  of  the  Belt 
&    Interurban    Company. 

St.  Joseph  (Mo.)  Light  Heat  &  Power  Company. — It  is  re- 
ported that  E.  W.  Clark  &  Co.  of  Philadelphia,  who  control  this 
company,  propose  to  organize  a  new  company  to  build  an  extension 
from  Lake  Contrary  to  Atchison,  17  miles.  The  project  will  require 
an  issue  of  $175,000  of  bonds. 

St.  Joseph  Savannah  &  Northern  Interurban  Railway.  St.  Jo- 
seph, Mo. — An  official  of  this  company  states  that  it  is  proposed 
to  begin  construction  in  about  90  days  on  the  line  from  St.  Joseph 
to  Savannah,  Mo.,  and  that  financial  arrangements  have  been 
made.  It  is  proposed  to  enter  St.  Joseph  over  the  tracks  of  the 
St.  Joseph  Railway  Light  Heat  &  Power  Company.  E.  W.  Clark  & 
Co.  of  Philadelphia,  owners  of  the  St.  Joseph  company,  have  taken 
half  of  the  $300,000  bond  issue  and  local  banks  the  other  half. 

San  Diego  (Cal.)  Electric  Railway. — This  company  proposes  to 
build  about  six  miles  of  extensions  to  its  city  lines  this  year,  be- 
sides some  already  under  construction.  The  National  City  &  Otay 
Railway,  operated  by  this  company,  is  being  converted  from  a 
steam  to  an  electric  line  and  the  overhead  work  is  completed 
between  San  Diego  and  Chula  Yista.  nine  miles. 

Seattle-Tacoma  Interurban  Railway. — Merle  J.  Wightman  of 
Tacoma,  who  holds  franchises  in  both  cities  for  the  line  from  Ta- 
coma  to  Seattle,  has  applied  for  a  permit  to  begin  construction  at 
once  in  Seattle.  Mr.  Wightman  states  that  $2,000,000  of  bonds 
have  -been  disposed  of  in  New  York. 

Springfield  Wilmington  &  Cincinnati  Electric  Railway. — This 
company  has  acquired  the  property  of  the  Springfield  &  Xenia 
Railway  Company.  The  new  company  will  extend  the  line  now 
running  from  Springfield  to  Xenia.  O..  to  Wilmington  and  Cin- 
cinnati, O.,   making  a  total  length  of  160  miles  of  road. 

Steubenville  Mingo  &  Ohio  Valley  Traction  Company.  Steuben- 
ville,  O. — This  company  has  commenced  the  work  of  rebuilding  its 
interurban   line    through   Mingo.    O.     J.    W.    Marsh,    superintendent. 

Texas  Traction  Company.  Dallas,  Tex. — An  official  report  from 
this  company  states  that  about  30  miles  have  been  graded  on  the 
line  from  Sherman  to  Dallas,  63  miles.  The  route  includes  How,. 
Van  Alstyne,  Anna.  Melissa,  McKinney.  Albin  and  Richardson. 
There  are  now  eight  construction  camps  and  grading  is  in  pr>  - 
over  the  entire  route.  At  McKinney,  where  the  power  house  will 
be  located,  a  siding  about  half  a  mile  long  is  being  built  to  facili- 
tate the  handling  of  the  electrical  machinery.  The  dam  for  the 
power  house  is  being  completed  and  ground  has  been  broken  for 
the  building.  The  overhead  construction  will  be  of  the  catenary 
type.  The  Fred  A.  Jones  Company  of  Dallas  has  the  general  con- 
tract. The  equipment  for  the  power  house  and  five  substations 
will  be  furnished  by  the  General  Electric  Company.  J.  F.  Strick- 
land,  president;   F.  A.  Jones,  chief  engineer. 

Toledo  &  Ft.  Wayne  Electric  Railway,  Ft.  Wayne.  Ind. — 
Engineer    David    Spindler    has    started    with    a    corps    of    sun 


762 


ELECTRIC     RAILWAY     REVIEW 


Vol.   XVII,   No.    J 


to    locate    this    company's    proposed    line    from    Bryan,    O.    through 
Hicksville  and  Marysville  to  Ft.   Wayne,   Ind. 

Toronto  &  York  Radial  Railway.  Toronto.  Ont. — The  re  —  -ltly 
completed  extension  of  this  company's  line  from  Newmarket  1 1 
Jackson's  Point,  Ont.,  has  been  formally  opened.  W.  H.  Moore, 
Toronto,   general   manager. 

Toledo  Wabash  &  St.  Louis  Railroad,  Toledo,  O. — This  com- 
pany, recently  incorporated  to  build  an  electric  railway  from 
Toledo,  O.,  to  St.  Louis,  Mo.,  in  four  sections,  yia  Ft.  Wayne. 
Indianapolis  and  Terre  Haute,  has  begun  grading  between  Neapolis 
and  Maumee,  O.,  on  the  first  section,  which  will  extend  from 
Toledo  to  Defiance.  The  Atlantic  Construction  Company  has  the 
contract  and  subcontracts  have  been  let  to  H.  B.  Roch  and  George 
Shoemaker.  The  company  is  also  considering  the  advisability  of 
letting  another  contract  for  the  grading  between  Neapolis  and 
Liberty  Center.  A  contract  for  concrete  work  has  been  let  to 
C.  W.  Ryan  &  Co.,  including  culverts  and  abutments.  C.  D. 
Whitney  of  Toledo,  president. 

Tulsa  (I.  T.)  Street  Railway. — This  company  began  operating 
cars  over  its  new  2-mile  street  railway  line  in  Tulsa  on  May  27, 
C.   H.   Bosler,   president. 

United  Cities  Traction  Company,  Ft.  Smith,  Ark. — It  is  an- 
nounced that  all  of  the  right  of  way  for  the  line  from  Ft.  Smith 
to  Muskogee,  I.  T.,  has  been  secured  and  that  work  will  begin 
at  once.  It  is  stated  that  $100,000  will  be  expended  in  Ft.  Smith, 
Ark.  A  line  is  to  be  built  for  freight  transfer  traffic  from  Ft. 
Smith.  Ark.,  to  Ft.  Smith,  Okla.,  4%  miles.  Contracts  have  been 
let.     Ira  L.  Reeves  of  Muskogee,  president. 

Utica  Southern  Railroad.  Utica,  N.  Y. — The  New  York  rail- 
road commission  has  consented  to  an  issue  of  a  first  mortgage 
for  $7S0,000  for  the  construction  of  the  line  from  Clinton  to  Water- 
ville,   N.   T.,   26  miles.     Frank  H.   Baxter,   chief  engineer. 

Vallejo  (Cal.)  &  Northern  Railroad. — Surveys  are  now  being 
made  near  Woodland.  Cal.,  for  this  company's  proposed  line,  which 

will  connect  Vallejo  with  Cement,  Suisun,  Cordelia,  Winters,  W 1- 

land    and    Sacramento. 

Washington  Railway  &  Power  Company,  Vancouver,  Wash. — 
Ground  was  broken  on  May  30  for  the  construction  of  this  com- 
pany's proposed  street  railway  system  in  Vancouver.  Rails  have 
been  received  for  seven  .  miles  of  road.  Franchises  have  been 
secured  in  the  city  and  county,  and  it  is  proposd  to  build  an 
extensive  system  of  electric  railways  radiating  from  Vancouver, 
including  lines  to  Washougal  a-nd  Proebstel.  Walter  H.  Moore  of 
Portland  is  president  and  Arthur  Langguth  is  secretary  and  has 
immediate    charge    of    the    construction    work. 

Western  New  York  &  Pennsylvania  Traction  Company,  Olean, 
N.  Y. — Rapid  progress  is  being  made  on  the  construction  of  the 
line  between  Olean,  N.  Y.,  and  Bradford,  Pa.,  via  Rock  City,  and 
it  is  expected  that  cars  will  be  running  by  June  10.  W.  R.  Page, 
president,  is  quoted  as  saying  that  the  proposed  line  to  connect 
Bradford,  Pa.,  with  Carrollton,  N.  Y.,  will  be  pushed  forward  to 
completion  as  soon  as  the  line  now  under  construction  from  Olean 
to  Salamanca,  N.  Y.,  via  Allegany,  is  completed.  Mortimer  Silver- 
man,  electrical   engineer. 

Winona  Interurban  Railway,  Winona  Lake,  Ind. — S.  C.  Dickey, 
general  manager,  announces  that  the  Ft.  Wayne  extension  will 
be  built  at  once.  It  was  thought  after  the  recent  defeat  of  sub- 
sidies at  several  township  elections  that  the  project  might  be 
abandoned,  but  the  farmers  have  subscribed  the  desired  amounts 
and  contracts  will  be  let  as  soon  as  specifications  are  prepared. 

Wichita  (Kan.)  Railroad  <£.  Light  Company. — This  company 
has  just  completed   an   extension   to  Wonderland   Park. 


Personal  Mention 


POWER   HOUSES  AND  SUBSTATIONS 


Austin  (Tex.)  Electric  Railway  Company. — This  company  has 
announced  that  it  is  in  the  market  for  a  300  to  350  kilowatt,  500- 
550-volt  direct-current  railway  generator,  direct-connected  to  a 
compound   condensing  engine. 

Detroit  Jackson  &  Chicago  Railway,  Detroit,  Mich. — This  com- 
pany, formerly  the  Detroit  Ypsilanti  Ann  Arbor  &  Jackson  Railway, 
has  made  a  contract  with  the  Commonwealth  Power  Company  to 
furnish  the  power  required  for  operating  its  lines  west.  Sub- 
stations are  now  being  constructed  at  Chelsea  and  Grass  Lake, 
which  will  be  equipped  with  step-down  transformers,  converters 
and  necessary  switchboard  apparatus.  These  changes  will  do  away 
with  the  substations  at  Lima  Center,  Michigan  Center  and  Fran- 
cisco. It  is  expected  that  the  service  will  not  only  be  better,  but 
that  it  will  also  be  more  economical.  The  power  will  be  received 
at  the  substations  from  the  Commonwealth's  power  plant  at  Lyons, 
Mich.,    at   which   point   the    company    has   a    dam. 

Rockland  Thomaston  &  Camden  Street  Railway.  Rockland, 
Me. — This  company  has  announced  that  it  will  make  an  addition 
to  its  plant  by  the  installation  of  a  200  or  300  kilowatt,  2,0S0-volt 
125-cycle  single-phase  generator  and  engine.  The  company  is  in 
the  market  for  either  a  direct-connected  or  belted  unit.  A  switch- 
board and  all  the  accompanying  instruments  complete  will  also  be 
purchased. 

Washington  Water  Power  Company.  Spokane.  Wash. — This 
company    is   building  a   steam    turbine    generating   station    in   which 

'    ::. (-kilowatt    Curtis    turbine    will    be    installed.     It    is    said    the 

turbine  will  be  ready  for  operation  l>y  September,  1907.  The  com- 
pany is  now  operating  two  hydraulic  power  stations,  aggregating 
20,000   horsepower. 


Mr.  E.  F.  I>avis  has  resigned  as  superintendent  of  the  southern 
division   of  the  Brooklyn   Rapid   Transit   Company.    Brooklyn.    N.    Y. 

Mr.  Warren  S.  Hall,  heretofore  general  manager  of  the  Lehigh 
Valley  Transit  Company.  Allentown.  Pa.,  has  been  elected  vice- 
president  of  the  company. 

Mr.  Everett  F.  Kyle,  formerly  superintendent  of  the  Norwalk 
(Conn.)  lines  of  the  Consolidated  Railway  Company,  has  resigned 
to  engage  in  other  business  at  Cuylersville,  N.  Y. 

Mr.  R.  N.  Barrows  has  resigned  as  purchasing  agent  for  the 
Washington  (D.  C.)  Railway  &  Electric  Company,  to  become  sales 
agent  at  Richmond,  Va..  for  the  Atha  Steel  Casting  Company  of 
Newark,   N.  J. 

Mr.  William  K.  Glenn,  who  resigned  recently  as  master 
mechanic  of  the  Tacoma  (Wash.)  Railway  &  Power  Company,  has 
been  appointed  superintendent  of  the  Portland  (Ore.)  Railway 
Light  &  Power  Company. 

Mr.  H.  W.  Mann  has  resigned  as  electrical  engineer  of  the 
Pueblo  &  Suburban  Traction  &  Lighting  Company  of  Pueblo, 
Colo.,  to  take  a  similar  position  with  the  Northern  Colorado  Power 
Company  at  Lafayette,   Colo. 

Mr.  Robert  O'Brien,  heretofore  superintendent  of  the  Claiborne 
street  line  of  the  New  Orleans  Railway  &  Light  Company,  has 
been  appointed  division  superintendent  of  the  company,  with  head- 
quarters in  New  Orleans,  La. 

Mr.  L.  K.  Burge,  whose  appointment  as  general  superintendent 
of   the   Lake    Shore   Electric    Railway   and    all   properties   controlled 
by    that    company    was    announced    on    May    23,    by    letter    from 
General     Manager     F.     J. 
Stout,     while    Mr.    Burge 
was    attending    the   meet- 
ing  of   the   Central    Elec- 
tric   Railway    Association 
at     Indianapolis,     as     re- 
ported    in     the     Electric 
Railway    Review    of    May 
25,   was  born  on   May  13, 
1S74.     at     Lafayette,     Ind. 
He    attended     the    public 
schools  and  completer!  his 
education      at      Stockwell 
College.     In  1S96  he  moved 
to    Toledo,     O.,     and    ac- 
cepted a  position  as  con- 
ductor.     He     worked     as 
conductor    and    motorman 
until    1900,    when   he   was 
appointed     assistant     dis- 
patcher    of     the     Detroit 
Monroe    &    Toledo    Short 
Line      Railway,      Monroe, 
Mich.     Later  in  the  same 
year   he   was    made    chief 
dispatcher     of     the     same 
line  and   also  had   charge 
of     the     electrical     equip- 
ment   in    substations.      In  I—    K.    Burge. 
May,     1903,     he    was    ap- 
pointed   superintendent    of    the    Sandusky    di%ision    of    the    Lake 
Shore  Electric  Railway,   was  later  superintendent  of  the  Norwalk- 
Cleveland   division,   and   superintendent,   and   now   becomes  general 
superintendent    of    the    entire    system,    with    the    right    to    take    up 
direct  with  heads  of  departments  all   transportation  matters.     Mi 
Burge    will    have    his    headquarters    at    Norwalk,    O. 

Mr.  Hugh  Cook,  formerly  assistant  engineer  of  the  Youngstowr. 
&  Ohio  River  Railroad  at  Voungstown,  O..  has  been  appointed  chief 
engineer  and  superintendent  of  construction  of  the  lines  on  Long 
Island,  which  the  Stanley  interests  of  Cleveland  are  building. 

Mr.  T.  F.  Grover.  heretofore  general  manager  of  the  Trinidad 
(Colo.)  Electric  Railroad,  has  been  appointed  manager  of  the  Terre 
Haute,  Ind.,  properties  of  the  Terre  Haute  Indianapolis  &  Eastern 
Traction  Company,  succeeding  Mr.  C.  T.  Mordock.  resigned  to 
accept   another   position. 

Mr.    A.    W.    Q.    Birtwell.    assistant    treasurer    of    the    Hon  - 
(Tex.)    Electric   Company,   has   resign.- 1    to   become  connected   witi. 
the  treasury  department  of  tin-  Nortl  em  Texas  Traction  Company, 
Ft.    Worth,    Tex.     He    will    be    succeeded    by    Mr.    H.    L.    Hardin:., 
heretofore  chief  clerk  in  the  office  of  the  treasurer. 

ilr.  Edward  Gaffney  lias  been  appointed  superintendent  of  the 
eastern  division  of  the  Chicago  South  Bend  &  Northern  Indiana 
Traction  Company,  with  headquarters  at  Elkhart,  Ind.  He  will 
have  supervision  over  the  interurban  line  between  Goshen  and 
Mishawaka  and   over  the  Goshen  and   Elkhart  city  lines. 

Mr.  J.  JI.  Bramlette,  general  superintendent  of  the  Michigan 
United  Railways,  with  headquarters  at  Kalamazoo,  Mich.,  has 
been  appointed  general  manager  of  that  company,  succeeding  Mr. 
J.  R.  Elliott,  vice-president  and  general  manager.  Mr.  Elliott  will 
retain  the  office  of  vice-president.  Mr.  Bramlette  has  been  con- 
nected with  the  Michigan  Unite  1  Railways  since  the  spring  of 
1906,  before  which  date  he  was  general  manager  of  the  Philadelphia 
&    Western    Railroad,    then    under    construction.     Previous    to    that 


June  S.   1907 


ELECTRIC    RAILWAY    REVIEW 


763 


time   he   was   for  10   years  general   manager  of  the  East   St.    Louis 
(111.)  Railway. 

Mr.  Reese  Davis,  for  the  past  three  years  roadmaster  of  the 
.Mexico  City  Electric  Tramways  Company  at  Mexico  City,  has  ac- 
cepted a  similar  position  with  the  Consolidated  Railway  Company's 
local  and  suburban  lines  in  Hartford.  Conn.  Mr.  Davis  was 
formerly  roadmaster  of  the  Connecticut  Railway  &  Lighting  Com- 
pany's  local   lines   in   Bridgeport,    Conn. 

Mr.  Charles  H.  Copley,  formerly  manager  of  the  Bellows  Falls 
&  Saxton's  River  Street  Railway  at  Bellows  Falls,  Vt.,  and  more 
recently  engaged  on  the  construction  work  of  the  new  line  of  the 
Consolidated  Railway  between  Rockville  and  Stafford  Springs, 
Conn.,  has  been  appointed  superintendent  of  this  company's  local 
lines  in   Xorwalk.    succeeding  Mr.   Everett    F.    Kyle,    resigned. 

We  are  officially  advised  that  the  report  in  last  week's  issue 
of  the  Electric  Railway  Review  that  Mr.  C.  E.  Flynn  had  resigned 
as  second  vice-president  and  general  manager  of  the  Conneaut  & 
Erie  Traction  Company.  Erie,  Pa.,  to  be  succeeded  by  Mr.  B.  E. 
Walker,  now  superintendent,  is  incorrect.  Mr.  Flynn,  who  is  a 
director  and  large  stockholder  in  the  company,  is  simply  giving 
up    the    active    management. 

Mr.  W.  X.  Stevens  has  resigned  his  position  as  mechanical 
engineer  of  the  southern  properties  controlled  by  Ford,  Bacon  & 
Davis  of  Xew  York  City,  effective  on  June  1.  Mr.  Stevens  was 
formerly  chief  assistant  mechanical  engineer  of  the  Manhattan 
Railway  and  Interborough  Rapid  Transit  companies  of  Xew  York, 
and  for  a  number  of  years  has  been  engaged  in  the  design  and 
construction  of  power  houses  and  other  buildings  for  electric 
railway    and    lighting    properties. 

Mr.  John  Powers,  who  recently  resigned  as  superintendent  and 
electrical  engineer  of  the  Sterling  Dixon  &  Eastern  Electric  Rail- 
way. Sterling,  111.,  as  reported  in  the  Electric  Railway  Review  of 
May  25,  has  accepted  a  position  with  the  Milwaukee  Electric  Rail- 
way &  Light  Company,  instead  of  going  to  the  Galesburg  Railway 
&  Light  Company,  as  previously  reported.  The  Milwaukee  and  the 
Sterling  companies  are  both  controlled  by  the  same  interests. 
Before  leaving  Sterling  to  take  up  his  new  duties  Mr.  Powers' 
former  associates  on  the  Sterling  Dixon  &  Eastern  presented  him 
with  a  handsome  Masonic  watch  charm  as  a  token  of  their  regard. 

Mr.  W.  H.  Simms,  general  superintendent  of  the  Philadelphia 
&  Western  Railroad,  which  was  recently  opened  for  traffic  from 
Philadelphia  as  far  as  Strafford.  Pa.,  is  an  experienced  steam  rail- 
road operating  man.  He  was  born  near  Bath,  Somersetshire, 
England,  and  attended  private  and  public  schools.  His  railroad 
experience  embraces  that  of  freight  brakeman.  conductor,  fireman, 
engineer,  station  master  and  passenger  trainmaster.  From  188S 
to  1901  he  was  passenger  trainmaster  in  charge  of  the  Philadelphia 
division  of  the  Pennsylvania  Railroad,  and  from  1901  to  1906  was 
head  station  master  at  Philadelphia,  in  charge  of  the  Broad  street 
and  West  Philadelphia  stations  of  the  same  road. 

Mr.  L.  F.  Loree  of  New  York  City,  president  of  the  Dela- 
ware &  Hudson  Company,  was  on  June  1  elected  president  of  the 
United  Traction  Company  of  Albany,  N.  Y.,  and  the  Hudson 
Valley  Railway  of  Glens  Falls.  X.  Y.,  to  succeed  the  late  David 
Willcox.  Both  companies  are  controlled  by  the  Delaware  &  Hud- 
son Company.  Mr.  C.  S.  Sims  of  Albany,  general  manager  of 
the  Delaware  &  Hudson,  was  also  elected  vice-president  of  both 
companies,  succeeding  Mr.  Abel  I.  Culver,  resigned.  Mr.  Loree 
was  born  on  April  23,  1858,  at  Fulton  City.  111.,  and  has  had  a  long 
experience  in  the  engineering  department  of  several  steam  rail- 
roads. From  January  15,  1896,  to  January  1,  1901,  he  was  general 
manager  of  the  Pennsylvania  Lines  West  of  Pittsburg,  and  from 
January  1  to  June  1.  1901,  fourth  vice-president  of  the  same  lines. 
From  June  1,  1901,  to  January  1,  1904,  he  was  president  of  the 
Baltimore  &  Ohio  Railroad,  and  from  January  1  to  October  4, 
1904,  he  was  president  of  the  Rock  Island  Company  of  New  Jersey. 
He  was  elected  to  the  presidency  of  the  Delaware  &  Hudson 
Company  following  the  resignation  of  David  Willcox,  in  April  of 
this  year.  Mr.  Loree  and  Mr.  Sims  have  also  been  elected  directors 
of  the  Schenectady  Railway  Company,  in  place  of  Mr.  Willcox 
and  Mr.  Culver. 

Mr.  R.  C.  Taylor,  superintendent  of  motive  power  of  the 
Indiana  Union  Traction  Company,  Anderson,  Ind.,  has  been  ap- 
pointed chairman  of  the  "Standardization"  committee  of  the 
Central  Electric  Railway  Association,  to  succeed  Mr.  W.  H. 
Evans,  who  has  tendered  his  resignation  because  of  leaving  the 
central  territory  to  become  master  mechanic  of  the  International 
Railway  Company  of  Buffalo,  N.  Y.  Mr.  Taylor  has  been  a  mem- 
Tjer  of  the  committee  and  another  member  will  be  appointed  in  a 
short  time  to  take  his  place.  Mr.  Taylor  has  been  connected  with 
the  Indiana  Union  Traction  Company  as  superintendent  of  motive 
power  since  December  1,  1906,  and  has  since  that  time  been 
prominently  Identified  with  the  committee  work  of  the  Central 
Electric  Railway  Association.  He  Is  also  chairman  of  the  com- 
mittee on  "Lighter  Cars  for  Interurban  Service."  He  has  had  a 
long  and  varied  experience  as  a  mechanical  engineer  and  before 
taking  his  present  position  was  for  three  years  mechanical  engineer 
of  the  Brooklyn  Rapid  Transit  Company  at  Brooklyn,  N.  Y.,  and 
for  four  years  master  mechanic  of  the  Twin  City  Rapid  Transit 
Company  of  Minneapolis,  Minn.  Mr.  Taylor  has  patented  or  applied 
for  patents  on  several  railway  devices,  Including  an  electric  block 
signal  system,  air  brake  apparatus  for  multiple-unit  trains,  brake 
hanger  for  railway  car  trucks,  multiple-unit  control  for  surface 
trie   heating  system   foi  trie   cars  and   combined  elec- 

ni'     and    hot    water   heaters    for    electric    cars.     A    portrait   and    de- 
I  Of  Mr.  Taylor   were  published  In  the  Electric  Rail- 
way Review  of  December,   1906,   page   1011. 


Financial  News 


Capital    Traction    Company,    Washington,    D.    C. — This   company 

has  authorized  the  issue  of  S6.00n.fii f  :,  per  cent  bonds,  of  which 

$4,000,000  will  be  issued  now.     Of  this  amount  $600,000  will  be  used 
to  pay  off  floating  debt  and  $1,080, to   retire  outstanding  bonds. 

Chicago  City  Railway. — The  directors  declared  on  June  1  a 
quarterly  dividend  of  1%  per  cent,  or  a  6  per  cent  annual  basis. 
comparing  with  the  previous  rate  of  9  per  cent  per  annum.  This 
is  in  accordance  with  the  understanding  that  the  company  will  not 
be  able  to  pay  as  much  in  dividends  under  the  new  ordinance. 
The  9  per  cent  rate  was  established  in  1901. 

Cincinnati  Newport  &  Covington  Light  &  Traction  Company. 
Covington,  Ky. — A  meeting  of  stockholders  will  be  held  in  Jersey 
City  on  June  15  to  ratify  the  lease  of  the  property  to  the  Columbia 
Gas  &  Electric  Company. 

Coney  Island  &  Brooklyn  Railroad. — Gross  earnings  for  the 
quarter  ended  March  31  were  $308,487,  as  compared  with  $322,460 
in  1906.  Operating  expenses  were  $287,535,  as  compared  with  $261,- 
833,  leaving  net  earnings  of  $20,952,  as  against  $60,627  in  the  corre- 
sponding quarter  of  last  year.  The  deficit  after  the  payment  of 
fixed  charges  was  $57,145,  as  compared  with  $15,914. 

Eastern  Ohio  Traction  Company,  Cleveland. — Albert  E.  Aiken. 
James  T.  Ross  and  F.  A.  Pease  have  completed  their  appraisal  of 
the  property.  They  value  it,  figured  in  divisions,  at  $1,601,800,  and 
state  that,  operated  as  an  entire  system,  $50,000  should  be  added 
to  the  value  as  figured  in  divisions. 

Gainesville  Whitesboro  &  Sherman  Railway,  Gainesville,  Tex. — 
Mortimer  M.  Elkan  of  Macon,  Ga..  has  instituted  proceedings  in 
the  United  States  circuit  court  at  Sherman.  Tex.,  against  this 
company,  on  the  ground  that  the  coad  is  indebted  to  him  for 
$7,629.78  for  work  done  in  grading. 

Ithaca  (N.  Y.)  Street  Railway. — It  is  announced  that  A.  H. 
Flint  &  Co.  of  New  York  have  purchased  control  of  this  road. 

Jackson  Ann  Arbor  &  Detroit  Electric  Railway  Company. — This 
company,  of  which  control,  it  is  announced,  has  been  purchased 
by  the  Detroit  United  Railway,  has  arranged  to  establish  an  electric 
road  extending  from  Jackson,  Mich.,  to  Detroit,  and  from  Wayne 
to  Northville,  and  has  acquired  the  Detroit  Plymouth  &  Northville 
Railway,  now  in  operation  from  Wayne  to  Plymouth  and  Northville. 
and  also  the  Jackson  &  Ann  Arbor  Railway,  extending  from  Grass 
Lake  to  Dexter,  Mich.,  a  distance  of  20  miles.  The  company  has 
authorized  an  issue  of  $1,500,000  bonds,  of  which  $1,000,000  will  be 
used  to  complete  the  construction  into  Detroit  and  for  other  pur- 
poses, and  $500,000  will  remain  in  the  treasury.  The  company  has 
$1,900,000  capital  stock,  of  which  $400,000  is  6  per  cent  cumulative 
preferred. 

Louisville  &  Eastern  Railroad  Company,  Louisville,  Ky. — This 
company  has  filed  a  trust  deed  to  secure  an  issue  of  $2,000,000  first 
mortgage  5  per  cent  bonds,  due  in  50  years. 

Louisville  (Ky.)  Railway  Company. — This  company  has  author- 
ized an  issue  of  $500,000  of  6  per  cent  notes,  redeemable  at  any- 
time from  1908  to  1910.  The  proceeds  will  be  used  in  purchasing 
new  equipment  and  in  the  construction  of  an  extension  to  Bards- 
town.  Of  the  entire  issue  $300,000  notes  have  been  placed  and  the 
balance  will  not  be  sold  until  the  money  is  needed. 

New  York  New  Haven  &  Hartford  Railroad. — Stockholders  rati- 
fied on  May  31  the  absorption  of  the  property  of  the  Consolidated 
Railway  Company.  Charles  S.  Mellen,  the  president,  said  that  from 
July  1,  1903,  to  May  21,  1907,  there  was  expended  for  capital  im- 
provements, extensions  and  investments  $157,000,000.  Of  this  sum 
$97,750,000  was  invested  in  securities  of  other  companies  and  $37.- 
000,000  was  expended  for  real  estate,  new  equipment,  second,  third 
and  fourth  tracks  and  the  electrification  of  the  New  York  division. 

Ohio  Electric  Railway,  Cincinnati. — The  nominal  $100,000  capital 
of  this  company  will  be  increased  to  $16,000,000,  divided  into  $8,000,- 
000  of  5  per  cent  preferred  stock  and  $S,000,000  common  stock.  It  is 
now  stated  that  this  company  will  acquire  the  Schoepf-McGowan 
properties  in  Ohio  which  are  not  controlled  by  the  Ohio  Traction 
Company. 

Pittsfield  (Mass.)  Electric  Street  Railway. — This  company  has 
filed  a  trust  deed  to  the  Berkshire  Loan  &  Trust  Company  of 
Pittsfield,  as  trustee,  to  secure  an  issue  of  $100,000  bonds. 

Rhode     Island     Company,     Providence. — This    holding    company, 

controlling  the  New  York  New  Haven  &  Hartford  Railroad  electric 

railways  in  Rhode  Island,  will  absorb  the  Providence  &  Burrillville 

Railway.    Woonsocket,    and    the    Columbian    &    Woonsocket 

Street  Railway. 


Dividends   Declared. 


''in'.!-:'.  Citj    Railway,  quarterly,  1%  per  cent. 
Consolidated   Traction  Company.  Newark,  N.  J.,  2  per. cent. 
Rochester  Railway  &  Light  Company,  preferred,  quarterly,   l',i 
per  cent. 

South   Side   Elevated   Railroad   Company,   Chicago,   quarterly,    1 

Twin     City     Rapid     Transit    Company,     Minneapolis,     pre 
quarterly,   1%   per  cent. 


764 


ELECTRIC    RAILWAY    REVIEW 


Vol.   XVII.   Xo.   23. 


Manufactures  and  Supplies 


ROLLING  STOCK. 


Oklahoma  City  Railway,  Oklahoma  City,  Okla.,  expects  to  be 
in  the  market  in  a  short  time  for  a  number  of  cars. 

Birmingham  Railway  Light  &  Power  Company,  Birmingham, 
Ala.,  has  ordered  four  cars  from  the  St.  Louis  Car  Company. 

Ogden  Rapid  Transit  Company,  Ogden.  Utah,  placed  an  order 
some  time  ago  with  the  St.  Louis  Car  Company  for  two  cars,  de- 
livery on  which  will  be  made  this  month. 

Owosso  &  Corunna  Electric  Company,  Owosso,  Mich.,  we  are 
officially  advised,  expects  to  place  orders  for  considerable  new 
equipment   during   the   next   30   to   60   days. 

Washington  Water  Power  Company,  Spokane,  Wash.,  is  re- 
ported to  have  placed  an  order  with  The  J.  G.  Brill  Company  for 
17  semi-convertible  cars,  to  have  a  seating  capacity  of  48  passengers 
each. 

San  Diego  Electric  Railway,  San  Diego,  Cal.,  is  in  the  market 
for  one  combination  parlor  and  observation  car.  Wicker  chairs 
are  preferred  to  fixed  walkover  seats  and  the  car  is  to  be  mounted 
on  interurban  trucks,  equipped  with  4-motor  G67  equipment  and 
air  brakes. 

Mexico  Santa  Fe  &  Perry  Traction  Company,  which  was  re- 
ported in  the  Electric  Railway  Review  of  June  1  as  to  be  in 
the  market  for  rolling  stock  in  about  30  days,  is  asking  prices  on 
six  passenger  cars,  one  party  car,  one  express  car,  one  work  car, 
one  line  car  and  one  electric  locomotive.  The  passenger  cars  will 
be  52  feet  in  length  over  all  and  weigh  from  30  to  32  tons  each. 
S.   L.   Robison,  president  and  general  manager,   Mexico,  Mex. 

Aurora  Elgin  &  Chicago,  as  reported  in  the  Electric  Railway 
Review  of  May  25,  has  placed  an  order  witty  the  Hicks  Locomotive 
&  Car  Works  for  two  passenger  cars.  These  will  have  a  seating 
capacity  of  58  passengers,  will  weigh  SO, 000  pounds  and  have  a 
wheel  base  of  6  feet  6  inches.  The  cars  will  have  a  total  length  of 
52  feet  10^4  inches,  will  be  8  feet  8  inches  in  width  and  will  be 
13  feet  8  inches  in  height  from  track  to  trolley  base.  The  body 
of  the  cars  will  be  of  wood  and  the  underframe  of  steel.  The 
equipment  will  include  Westinghouse  air  brakes,  electric  heating 
and  headlights  and  Hale  &  Kilburn  seats. 

San  Diego  Electric  Railway,  San  Diego,  Cal.,  as  reported  in  the 
Electric  Railway  Review  of  May  18,  expects  to  build  at  its  shops 
during  the  present  year  50  cars  for  interurban  service.  A  number 
of  cars  have  already  been  constructed  and  at  the  present  time 
material  has  been  ordered  for  20  double-truck  open-end  cars  of  the 
California  type.  The  company  has  practically  completed  and  is 
now  reconstructing  for  the  National  City  &  Otay  Railway  six 
large  open-end  motor  cars  of  the  California  type,  51  feet  long  over 
all;  also  a  number  of  trailer  cars.  The  company  is  now  contem- 
plating the  erection  of  10  additional  cars  somewhat  similar  in  type. 

Spokane  &  Inland  Empire  Railroad,  Spokane,  Wash.,  has  just 
received  from  The  J.  G.  Brill  Company  eight  cars  for  use  on  the 
Coeur  d'Alene  &  Spokane  Railway.  Two  of  the  cars  are  combina- 
tion smoking  and  baggage  cars,  with  a  seating  capacity  of  56 
passengers  and  finished  in  mahogany  with  rattan  seats,  two  are 
passenger  coaches,  with  a  seating  capacity  of  66  passengers, 
finished  in  mahogany  with  plush-covered  seats,  and  two  are  ob- 
servation cars,  with  a  seating  capacity  of  75  passengers.  The  cars 
are  57  feet  in  length.  These  will  be  put  into  service  as  two  three- 
car  trains,  each  equipped  with  eight  100-horsepower  motors,  geared 
to  65  miles  an  hour. 

Northern  Electric  Company,  Chico,  Cal.,  is  building  six  passen- 
ger and  baggage  cars  at  its  own  shops  and  has  ordered  material  for 
two  steel-frame  express  locomotives.  The  locomotives  will  weigh 
82,000  pounds  each  and  will  be  equipped  with  Baldwin  trucks.  Miner 
draft  rigging  and  Westinghouse  motors.  The  specifications  for  the 
passenger  and  baggage  cars  are  as  follows: 

Weight    80,000   lb.       Height,  from  rail  to  roof 

Length,   over  all 56  ft.  12    ft.    2    in. 

Width,  over  all  9  ft.  H  in.  From   rail  to  floor 4  ft. 

Over  steps   9  ft.   3  in. 

Special   Equipment. 

Trucks    Baldwin       Couplers   Gould  radial 

Wheels    Schoen        Seat   material    Pantasote 

Journal  boxes   Symington       Seats Hale  &  Kilburn 

Air  brakes    Westinghouse 


SHOPS  AND   BUILDINGS. 


Chicago  (III.)  City  Railway. — This  company  has  purchased  the 
southeast  corner  of  Princeton  avenue  and  Seventy-eighth  street. 
299  by  246  feet,  and  the  southwest  corner,  299  by  254  feet,  as  a 
site  for  proposed  new  car  houses,  adjacent  to  the  company's  pres- 
ent extensive  main   car  storage  houses  and   shops. 

Cincinnati  (O.)  Traction  Company. — This  company  will  soon 
begin  the  construction  of  a  new  car  house  on  Vine  street  and  will 
enlarge  the  present  Vine  street  car  house. 

Evansville  Suburban  &  Newburg  Railway,  Evansville,  Ind. — 
Plans  have  been  prepared  by  Harris  &  Shoppell  for  a  new  station 
to  replace  the  present  office  and  freight  depot  at  Fifth  and  Main 
streets,    Evansville.     The   plans   call    for   a   2-story   building,    to   be 


of  brick  and   stone  construction,   with  ground  dimensions  of  50  by 
69    feet. 

Indianapolis  &  Western  Traction  Company,  Indianapolis,  Ind. — 
The  contractors  expect  to  have  the  new  $8,000  interurban  station 
at  Greencastle,  Ind.,  completed  and  ready  for  use  by  next  week. 
The  station  is  located  on  the  corner  of  Seminary  and  Indiana 
streets,   near  De  Pauw  University. 

Niagara  St.  Catharines  &  Toronto  Railway,  St.  Catharines, 
Ont. — It  is  stated  that  extensions  are  to  be  built  to  this  company's 
car  houses  at  Niagara  Falls,   Ont.,   and  St.   Catharines. 

Rhode  Island  Company,  Providence,  R.  I. — It  is  reported  that 
this  company  has  prepared  plans  for  a  $325,000  fireproof  car  house, 
to  be  erected  on  the  site  of  the  present  South  Providence  car 
house,  which  is  to  be  dismantled.  The  proposed  building  is  to  be 
700  feet  long  on  Thurber's  avenue,  with  frontages  of  168  feet  on 
both   Broad   street  and   Prairie   avenue. 

San  Diego  (Cal.)  Electric  Railway. — This  company  is  now  com- 
pleting an  addition  to  its  power  house  for  a  paint  shop  to  accommo- 
date six  cars. 

Southwest  Missouri  Railroad,  Webb  City,  Mo. — This  company 
has  just  completed  its  new  car  house  in  East  Joplin.  Mo.  This 
is  a  concrete  structure,  64  by  225  feet,  and  is  built  in  the  mission 
style   of   architecture. 

Syracuse  (N.  Y.)  Rapid  Transit  Company. — General  Manager 
C.  Loomis  Allen  is  reported  to  have  staed  that  work  on  the  exten- 
sion through  Park.  Pond  and  Spring  streets  will  be  started  by 
August  1.  Other  work  to  be  undertaken  this  year  includes  the 
extension  of  the  Stolp  avenue  line  and  the  double-tracking  of- the 
South   Salina  street  and  the   Solvay  lines. 

Washington  Baltimore  &  Annapolis  Electric  Railway,  Balti- 
more, Md. — The  contract  for  the  construction  of  the  terminal 
station  at  Baltimore  has  been  awarded  to  J.  Henry  Miller.  The 
building  will  front  78  feet  on  Liberty  street,  100  feet  on  Marion 
street,  and  60  feet  on  Park  avenue,  and  is  estimated  to  cost  about 
$49,000.  The  building  will  contain  two  floors,  besides  a  basement, 
and  will  be  designed  for  three  additonal  floors  if  necessary. 

Worcester  (Mass.)  Consolidated  Street  Railway. — It  is  stated 
that  work  will  be  started  immediately  on  the  new  car  house  near 
the  present  car  house  on  Market  street,  Worcester,  to  cost  $75,000. 
Contracts  have  been  let  to  the  Eastern  Bridge  &  Structural  Iron 
Company  for  the  iron  and  steel  construction  and  to  F.  W.  Mark  for 
the  building  and  equipment.  The  building  will  be  of  brick  and 
steel  construction,   97  by  210  feet,  and  two  stories  high. 


TRADE  NOTES. 


Gould  Coupler  Company  and  Gould  Storage  Battery  Company 
have  moved  their  general  offices  irom  1  West  Thirty-fourth  street 
to  341-347  Fifth  avenue,  New  York. 

Blood  &  Hale,  Boston,  Mass.,  have  been  appointed  New  Eng- 
land representatives  of  the  Western  Electric  Company  of  Chicago. 
They  will  handle  only  generators  of  large  size  for  use  in  railway, 
power  and  lighting  service. 

D.  J.  Carson,  who  has  been  with  the  American  Brake  Shoe  & 
Foundry  Company  for  the  past  two  years,  in  charge  of  the  New 
York  office,  has  been  appointed  manager  of  the  American  Mal- 
leables  Company,   effective  June  1,   1907. 

C.  C.  Chappelle,  who  for  the  last  two  years  has  represented  the 
Westinghouse  Machine  Company  in  Denver,  on  May  1  assumed  the 
position  of  western  sales  manager,  with  general  charge  of  the  com- 
pany's business  in  Chicago  and  all  the  territory  west. 

Dodge  &  Day,  engineers,  Philadelphia,  Pa.,  have  opened  a 
branch  office  in  the  United  States  Realty  building.  Ill  Broadway, 
New  York,  N.  Y.,  in  charge  of  Robert  T.  Dozier,  who  has  for  a 
number  of  years  been  associated  with  electrical  industries. 

Wesco  Supply  Company,  St.  Louis,  Mo.,  has  opened  a  new 
branch  office  at  Birmingham,  Ala.,  in  charge  of  W.  W.  Moore,  who 
is  an  electrical  engineer  and  has  for  several  years  managed  the 
apparatus  department  of  the  company,  with  headquarters  in  St. 
Louis. 

W.  H.  Judson  Company,  Portland,  Ore.,  has  been  incorporated 
with  a  capital  stock  of  $250,000  for  the  purpose  of  manufacturing 
rolling  stock  for  both  steam  and  electric  operation.  The  officers 
are:  W.  H.  Judson.  president:  G.  F.  Martin,  vice-president;  M. 
Wilson,  secretary.  The  company  expects  to  erect  its  own  plant 
and   foundry. 

Northern  Engineering  Works,  Detroit,  Mich.,  has  recently 
shipped  to  the  Denver  &  Rio  Grande  a  second  3 -motor  electric 
traveling,  15-ton  Northern  crane  of  special  construction,  for  use  in 
the  roundhouse  of  that  company.  The  crane  uses  alternating-cur- 
rent equipment,  and  is  designed  to  run  on  an  overhead  track 
having  a  considerable  curve. 

Railway  Safety  Appliance  Company  has  been  incorporated  in 
the  state  of  New  Jersey  with  a  capital  stock  of  $150,000  for  the 
purpose  of  manufacturing  a  safety  appliance  to  prevent  the  spread- 
ing of  rails.  The  incorporators  are:  J.  F.  Rogers  and  J.  R. 
Streeter  of  New  York  City;  E.  T.  Thomas  and  C.  H.  Bowne  of 
Brooklyn,   and  Charles  H.   Haight  of  Jersey  City,   N.   J. 

H.  M.  Byllesby  &  Co.  have  been  retained  as  consulting  en- 
gineers for  the  Sioux  Falls  Light  &  Power  Company  of  Sioux 
Falls.  S.  D.  A  water  power,  with  a  head  of  about  80  feet,  is  to 
be  constructed  on  the  Big  Sioux  river  at  this  point.  They  have 
also    been    retained    as    consulting   and    operating    engineers   for    the 


June  S,   1907. 


ELECTRIC    RAILWAY    REVIEW 


f65 


Flathead  Valley  Water  Power  Company  of  Kalispell.  Mont.  The 
company's  water  power  is  situated  at  Big  Fork,  Mont.,  on  the 
Big  Fork  river,  having  a  head  of  about  105  feet.  This  develop- 
ment is  to  be  added  to  and  the  capacity  of  the  plant  is  to  be 
greatly  increased. 

Manning,  Maxwell  &  Moore,  S5  Liberty  street,  New  York,  have 
prepared  plans  for  the  erection  of  a  storage  warehouse  in  Jersey 
City,  N.  J.,  to  be  two  stories  in  height  and  to  have  ground  dimen- 
sions of  110  by  260  feet.  The  building  will  be  located  opposite  the 
freight  office  of  the  Central  Railroad  of  New  Jersey  and  will  be 
of  brick  and  steel  construction,  with  concrete  floors.  Each  floor 
will  contain  40,000  square  feet  of  space.  The  building  will  be 
equipped  with  a  20-ton  electric  traveling  crane  and  a  hydraulic 
elevator,  designed  especially  for  handling  heavy  machinery  and 
tools.  It  is  the  intention  of  the  company  to  keep  in  hand  a  large 
amount  of  its  products  to  meet  the  demand  for  prompt  shipment. 

Western  Electric  Company  announced  on  April  15  to  their 
southern  customers  that  it  had  installed  at  230  Lee  street,  Atlanta, 
Ga.,  a  complete  stock  of  general  electrical  supplies  and  had  estab- 
lished there  a  supply  organization  for  taking  care  of  its  south- 
eastern trade.  The  company  has  contemplated  doing  this  for 
some  time,  and  the  proximity  of  a  complete  stock  of  Western 
Electric  Company  supplies  will  doubtless  be  gratifying  to  southern 
customers.  The  construction  of  the  new  Atlanta  plant  of  this 
company,  located  on  the  Central  of  Georgia  Railroad,  close  to  the 
city,  has  only  recently  been  completed.  The  building  has  60,000 
square  feet  of  available  floor  space  and  with  sidetracks  and  modern 
interior  equipment  the  plant  is  peculiarly  well  adapted  for  the 
rapid  and  economical  handling  of  the  company's  heavy  stock. 

Power  Specialty  Company,  New  York,  reports  recent  sales  of 
120  Foster  superheaters,  aggregating  42,000  horsepower.  These  su- 
perheaters are  to  be  installed  in  Babcock  &  Wilcox,  Stirling,  Edge 
Moor,  Heine.  Franklin.  Atlas  and  other  boilers,  including  a  number 
of  return  tubular  boilers.  The  above  include  a  large  number  of 
repeat  orders  following  the  successful  operation  for  from  one  to 
five  years  of  initial  installations.  Among  many  others  such  suc- 
cessive orders  have  been  received  from:  Solvay  Process  Company 
(three).  International  Harvester  Company  (three),  James  S.  Kirk 
&  Co.  (two).  Stone  &  Webster  Engineering  Corporation  (six), 
Hartford  Electric  Light  Company  (four),  Philadelphia  Electric 
Company  (three),  Tennessee  Copper  Company  (three),  United 
States  Navy  Department  (nine),  Quincy  Market  Cold  Storage  Com- 
pany (three).  American  Smelters  Company  (three),  Electric  Com- 
pany of  America  (seven). 

H.  W.  Johns-Manville  Company,  New  York,  had  a  large 
and  interesting  exhibit  at  the  convention  of  the  National  Electric 
Light  Association,  which  was  held  in  Washington  this  week. 
Probably  the  most  notable  feature  of  its  exhibition  was  the  "Vic- 
tor" combination  meter,  a  variety  of  forms  of  which  were  shown, 
including  switchboard,  portable  and  automobile  types.  These  in- 
struments possess  the  unique  feature  of  giving  a  simultaneous 
reading  of  volts,  amperes,  watts  and  horsepower  on  one  dial. 
"Victor"  meters  have  been  on  the  market  for  almost  two  years 
and  have  met  with  continued  success.  The  instruments  are  manu- 
factured at  the  new  instrument  plant  of  the  company  in  Brook- 
lyn. X.  Y.,  which  is  one  of  the  best  equipped  of  its  kind  in  the 
country.  Among  other  devices  exhibited  by  this  company  should 
be  mentioned  "Noark"  subway  and  service  boxes  of  one,  two  and 
three  pole  construction,  and  250,  600  and  2,500  volt  capacity.  These 
boxes  are  absolutely  water-tight,  being  designed  and  tested  to 
withstand  a  pressure  of  25  pounds  per  square  inch  without  leak- 
ing, and  are  therefore  suitable  for  the  most  severe  conditions.  A 
complete  line  of  "Noark"  national  standard  fuse  blocks  and 
accessories,  as  well  as  line  material  devices,  also  were  shown. 
The  company  distributed  samples  of  the  well-known  "J-M"  friction 
tape.  Another  feature  worthy  of  mention  is  "Transite"  asbestos 
fireproof  doors  for  high-tension  transformer  and  switch  compart- 
ments. These  doors  are  designed  for  the  protection  of  apparatus 
from  short-circuiting;  also  to  prevent  persons  from  coming  in 
contact  with  the  live  parts.  They  are  made  of  "Transite"  asbestos 
fireproof  lumber,  a  material  which  is  said  to  possess  the  unique 
features  of  being  fireproof  and  at  the  same  time  an  excellent 
insulator. 


ADVERTISING    LITERATURE. 


Templeton,  Kenly  &  Co.,  Chicago. — Simplex  jacks  for  car  and 
track  work  are  briefly  described  and  illustrated  in  a  pamphlet 
which   also   quotes   prices. 

Electric  Service  Supplies  Company,  Philadelphia. — An  elab- 
orate pamphlet  regarding  a  telephone  apparatus  for  railway  use 
has  just  been  issued  by  this  company  and  contains  full  informa- 
tion with  Illustrations  of  the  various  kinds  of  telephone  apparatus 
adapted   to   railways. 

Chase-Shawmut  Company,  Newburyport,  Mass. — This  company 
has  just  issued  circulars  and  miniature  bulletins  covering  the  fol- 
lowing of  its  special  lines:  Shawmut  ground  connection  clamps,  ex- 
tended terminal  fuses,  pocket  test  lamps,  Boston  cable  clips,  red  E 
solder  paste  and-  porcelain  cut-out  blocks. 

Lee,  Higglnson  &  Co.,  Boston. — In  a  bulletin  dated  June  1,  1907, 
this  firm  offers  for  sale  bonds  of  lighting  and  traction  com- 
panies as  follows:  North  American  Company,  Puget  Sound  Power 
Company  (Wash.),  Madison  River  Power  Company  (Mont),  Hous- 
ton Electric  Company  (Tex.),  Butte  Electric  &  Power  Company 
(Mont.),  Dallas  Electric  Corporation  (Tex.)  and  Whatcom  County 
Railway    &    Light    Company    (Wash.). 

Gunn,  Richards  &.  Co.,  43  Wall  Street,  New  York. — The  under- 
lying  principles   in   determining   foundry    costs   are   considered    In   a 


pamphlet  just  issued  by  this  company,  which  is  prepared  to  examine 
establishments  of  this  and  other  sorts,  and  arrange  a  systematic, 
complete  and  coherent  plan  for  finding  costs. 

Newport  News  &  Old  Point  Railway  &  Electric  Company. — This 
company  has  issued  a  very  interesting  and  attractive  folder  which 
contains  maps  and  illustrations  that  will  be  found  especially  useful 
by  those  who  attend  the  Jamestown  exposition.  The  company's 
lines  connect  Newport  News  with  Old  Point  Comfort. 

Allis-Chalmers  Company,  Milwaukee,  Wis. — Bulletin  No.  1058 
describes  the  Winona  Interurban  Railway,  being  a  reprint  from 
November,  1906,  issue  of  the  Electric  Railway  Review.  Bulletin 
No.  1609  contains  the  official  duty  tests  of  pumping  engines  Nos.  1, 
2  and  3  at  Bissell's  Point  pumping  station,  St.  Louis  waterworks, 
together  with  illustrations  of  the  various  standards  of  Allis- 
Chalmers  pumping  engines.  Bulletin  No.  1513  is  descriptive  of 
the  Christensen  portable  air  compressor,  manufactured  by  this 
company. 

Railroad  Supply  Company.  Bedford  Building.  Chicago,  III. — 
Section  No.  1  of  Catalogue  No.  7  has  just  been  issued  by  the  signal 
department  of  this  company.  The  catalogue,  when  its  several  sec- 
tions are  complete,  is  expected  to  show  the  company's  full  line, 
which  includes  materials  and  supplies  for  single  or  double  track 
steam  or  electric  railway  signal  systems  and  devices  to  provide 
protection  for  highway  crossings  and  other  points.  Section  No.  1 
is  devoted  to  crossing  signal  poles,  warning  signs,  vibrating 
bells,  etc. 

Shoemaker  &  Casparis.  Newcomerstown,  O. — This  firm  is  ex- 
clusive sales  agent  for  the  Shoemaker  automatic  elevators  for 
elevating  and  screening  sand  and  gravel.  A  special  machine  for 
loading  run  of  bank  gravel  for  ballasting  without  screening,  which 
is  made  with  3-foot  capacity  buckets,  it  is  stated,  will  load  1,500 
to  2.000  cubic  yards  of  gravel  per  day.  but  five  men  being  re- 
quired for  its  operation.  The  standard  24-inch  bucket  machine 
has  loaded  10  cars,  five  with  santl  and  five  with  gravel,  in  four 
hours,  employing  six  men.  The  construction  of  the  machine  and 
the  screening  device  are  described  in  a  pamphlet. 


THE    NATIONAL    CROSSING    SIGNAL. 


The  essential  requirements  of  a  good  crossing  signal  are  that 
it  shall,  without  fail,  announce  the  approach  of  a  train  under  all 
conditions  of  service.  As  the  factor  of  reliability  in  such  apparatus 
is  an  important  one  considerable  weight  should  be  given  to  any 
crossing  signal  installation  that  has  the  fewest  possible  parts  and 
these  of  substantial  construction.  Such  were  the  fundamental  con- 
ditions   that   were   observed    in    the    design    of    a   new    signal    just 


National  Crossing  Signal — Post,   Lamps,   Bell  and  Sign  as  Furnished 
with    Each     Installation. 

plMi'4-cl    .hi    tne    market    by    the    National    Railway    Signal    it    Manu- 
facturing Company  of  Wheaton.  111. 

The  accompanying  illustrations  will  serve  to  show  the  - 
appearance  and  detail  construction  of  the  new  signal  equipment  as 
it  has  been  Installed,  and  '"inmendably  withstood  the  very  severe 
service  cm  the  Aurora  Elgin  <V  Chicago  Railway.  The  simplicity  of 
the  various  parts  will  be  appreciated.  The  essential  elements  of 
an  Installation  comprise  a  12-inch  gong  and  a  bank  of  Incandi 
lights  mounted  on  a  crossing  signal  post,  as  shown  In  one  of  the 
accompanying  Illustrations;  a  contact-making  device,  also  illus- 
trated, and  a  relay  which  governs  the  making  and  breal 

various  circuits.     The  contact-making  devices  for  both  troll. 

iiii.l-rall  use  are  illustrated.     It  should  be  noted   that  the  making 


"(jli 


ELECTRIC    RAILWAY    REVIEW 


Vol.   XVII,   No.   23. 


and  breaking  of  the  circuits  which  operate  the  signals  are  per- 
formed at  the  contact  device  and  no  arc  takes  place  in  the  relay 
under  any  conditions.  This  feature  makes  the  National  signal 
particularly  well  adapted   for  lines  carrying  high  voltages. 

By  tracing  the  circuits  shown  in  the  diagram  the  principle  of 
the  signal  movements  is  apparent. 

When    a    train    enters    a    block    from    either    direction,    the    bell 


trolley.  This  second  circuit-closing  energizes  the  coils  of  the  relay, 
raises  a  contact-closing  armature,  and  completes  a  holding  circuit 
from  a  permanent  ground  connection  through  the  armature  con- 
tacts, relay  coils,  resistance,  lights,  and  bell  to  the  trolley,  causing 
the  bell  to  continue  ringing  until  the  trolley  wheel  passes  the  next 
contact  at  crossing. 

Third — When   trolley  wheel   bridges   the   contact  at  crossing,    to 


National  Crossing  Cignal — Relay  and  Case  as  Mounted   Near  Contact 

Ma 


National    Crossing    Signal — Di 
Movement,    w 


agram     of 
ith    Trolley 


Circuits    for    Single-Track 
Contacts. 


National    Crossing    Signal — Spring-Supported    Contact    Maker   as 
Installed    on    the    Aurora    Elgin    &    Chicago    Railway. 

silence  the  signal,  the  connection  is  such  as  to  send  an  impulse  of 
same  polarity  as  that  of  grounded  circuit  at  the  relay,  through  a 
conductor  of  practically  no  resistance  as  compared  with  the  relay 
coils  and  relay  resistance.  This  de-energizes  the  relay  coils,  break- 
ing the  connection  to  ground  at  the  relay  while  a  current  is  passing 
through  the  low-resistance  shunt  caused  by  the  car  bridging  the 
crossing  contact.  Thus  any  arcing  at  relay  contact  points  is  ob- 
viated. 

Fourth — Leaving  the  highway  crossing,  the  car  makes  two  final 
contacts  at  the  remote  end  of  the  block.  The  first  (or  inner)  con- 
tact sends  an  impulse  to  the  contact  connected  with  the  armature 
of  the  second  (right-hand)  relay;  thence  through  the  winding  of 
the  coils,  the  resistance,  the  lights,  and  the  bell,  to  the  trolley, 
energizing  the  relay  coils,  raising  the  armature,  and  closing  the 
connection  to  the  permanent  ground.  The  second  (or  outer  one)  of 
the  final  contacts,  bridged  immediately  afterward,  de-energizes  the 
second  relay  just  as  the  first  wTas  de-energized,  letting  the  armature 
drop  and  breaking  the  connection  to  permanent  ground  without  any 
arcing  at  the  relay  contacts. 

The  trolley  contact-maker  has  proved  reliable  and  efficient, 
being  strongly  constructed,   durable,   placing  no  obstruction  in   the 


National    Crossing    Signal — Switching     Device    Attached    to    Trolley   Wire   Without    Cutting. 


begins  ringing,  and  continues  to  ring  until  car  passes  the  highway 
crossing.  This  is  accomplished  as  follows  (see  diagram,  tracing 
diagram  from  left  to  right): 

First — The  trolley  wheel  throws  the  contact  switch,  which 
bridges  an  insulated  contact  at  entrance  to  the  block,  completing 
a  circuit  through  the  bank  of  lamps  and  bell  to  the  trolley. 

Second — The  wheel  immediately  throws  another  contact,  com- 
pleting a  circuit  through  relay  coils,   resistance,   lights  and  bell  to 


path  of  the  trolley  wheel,  and  giving  sure,  positive  contact  at 
high  speeds.  The  rail  contact-maker,  which  is  used  for  third-rail 
lines,  is  strong  and  durable,  being  supported  on  heavy  springs 
which  are  clamped  to  the  base  of  the  running  rail.  The  bell,  a  con- 
tinuous-current vibrator,  is  non-arcing  and  weather-proof.  It  re- 
quires no  delicate  adjustment,  and  is  of  a  type  that  proves  efficient 
on  circuits  of  voltage  as  high  as  500  or  600.  The  relays,  as  has  been 
stated,  are  non-arcing.     They  are  inclosed  in  wood  boxes. 


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New  York:  150  Nassau  Street 


Vol.  XVII,  No.  2-t 


CHICAGO,  JUNE  15,  1907 


Whole  No.  216 


TABLE    OF   CONTENTS. 


Editorial: 

— The  Efficiency  of  Labor   

—Which  Prime  Mover  Shall  It  Be? 

— Conclusions  from  Insulator  Tests 

— Special  Service  for  Factories 

— Economizers  and    Steam  Auxiliaries 

— Contracts   with   Express   Companies 

— Smoke  Preventable  and  Non-Preventable 

The  Philadelphia  &  Western  Railway  (Illustrated) 

The  Value  of  Straight  Air  Brakes.     By  Inspector 

A   Test  of  Insulators   for  an   Exceptional    Service.     By   Sidney 

Sprout  (Illustrated)    

The    New    Steel   Cars   of   the   Hudson    Companies.        By   Hugh 

Hazelton    (Illustrated)    

Annual  Meeting  of  the  New  York  State  Association 

School  of  Railway  Engineering  and  Administration  at  the  Uni- 
versity of  Illinois   

How  the  Cincinnati  Traction  Company  --lids  Its  Employes 

Piping  and  Power  Station   Systems — XLIII.     By  W.   L.   Morris, 

M.  E.   (Illustrated)    

Recent  Electric  Railway  Legal  Decisions.  By  J.  L.  Rosenberger. 
News  of  the  Week: 

— Chicago  Committee  Will  Accept  Reorganization  Plan 


— Increases  of  Wages 791 

767  — Temporary  Receivership  for  Air  i^ine 791 

767  — Report  on  Municipal  Ownership 791 

767  — Strike    Threatened   in   Detroit 791 

768  — Preliminary  Report  of  the  United  States  Geological  Survey  791 

768  — Legislation   effecting    Electric    Railways 791 

769  Construction  News: 

769  — Franchises    793 

770  — Recent   Incorporations    793 

778  — Track  and  Roadway   794 

— Power  Houses   and    Substations    795 

779  Personal  Mention    796 

Manufactures  and  Supplies: 

782  —Rolling   Stock    797 

786  —Shops    and    Buildings    79S 

— Trade  Notes    798 

786  — Advertising   Literature    799 

7S7       Perolin — A  Dustless   Sweeping   Compound    (Illustrated)    799 

An  Improved  Axle   Straightener   (Illustrated) 799 

788       Welded  Rail  Bonds   (Illustrated)    800 

7S9       Automatic    Trolley    Guard    (Illustrated)    800 

Moore  Fare  Register  (Illustrated)    801 

791       Titan   Steel   Motor  Gears    (Illustrated)    802 


The  street 
them.     His 

The 

Efficiency 
of  Labor. 


railway  manager  must  take  things  as  he  finds 
best  hope  of  reducing  the  cost  of  motive  power 
lies  in  making  the  most  of  the  station 
which  he  already  has.  The  elimination  of 
some  of  the  uncertain  and  careless  fea- 
tures which  induce  waste  is  the  duty  of  the 
hour,  no  less  than  a  practical  search  for 
new  types  of  machinery.  To  enumerate  the  weak  spots  of 
power  plant  operation  in  detail  would  transcend  the  limits  of 
these  columns,  but  a  few  suggestions  may  be  included  as  signifi- 
cant. We  need  to  know  more  definitely  how  many  and  what 
sort  of  men  are  required  to  operate  given  capacities  of  gen- 
erating and  auxiliary  machinery.  There  is  no  lack  of  judg- 
ment on  this  question  obtainable  on  the  basis  of  personal 
opinion;  but  who  has  attempted  to  investigate  this  question 
by  striving  to  hold  the  other  factors  constant  which  comprise 
the  cost  for  power,  meanwhile  varying  the  labor?  "Imprac- 
ticable," says  someone  at  once.     Is  it? 


downs,  the  cost  of  repairs  and  the  opinions  of  men  in  the 
power  house  close  to  the  metal,  is  one  of  the  most  enlighten- 
ing things  which  could  be  done  in  cases  where  the  value  of 
a  given  equipment  is  questioned. 


Conclusions 
from  Insulator 
Tests. 


The   power   plant  is   still   in   a  process   of  evolution   and   no 
man  can  tell  when  the  development  curve  of  generating  ma- 
chinery    will     flatten.     The     selection     of 
Which  equipment  appears  to  require  even  broader 

Prime  Mover  knowledge  today  than  previously.     Coming 

Shall  It  Be?  down   to  specific  instances   one   finds  that 

the  range  of  choice  is  limited  by  many 
uncertainties.  The  manufacturing  companies  are  putting 
much  of  their  best  thought  upon  the  turbine  question, 
but  who  is  bold  enough  to  say  that  this  interesting  prime 
mover  is  as  yet  capable  of  eventually  driving  the  reciprocat- 
ing engine  from  the  field  in  general  practice?  The  gas  plant 
is  entering  the  field,  rather  slowly  in  large  sizes,  but 
does  it  not  show  that  these  new  prime  movers  have  yet  to 
win  their  place,  so  to  speak,  when  reciprocating  engines 
continue  to  be  ordered  in  large  plants?  Perhaps  it  is  no  sign 
of  weakness  in  our  knowledge  of  power  plant  economy  that 
we  are  still  somewhat  in  the  dark  as  to  the  clearly  defined 
limits  of  each  type  of  prime  mover,  but  it  is  certain  that  the 
publication  of  operating  results,  including  the  record  of  shut 


Considerable  interest  has  recently  been  shown  in  the  high- 
potential  line  insulator.  Several  new  designs  have  been  pro- 
posed, each  of  which  takes  into  account 
the  desirability  of  having  the  smallest 
possible  amount  of  still  air  space,  combined 
with  the  necessary  creepage  surface.  The 
possible  breakdown  of  insulators  from 
their  creepage  distance  being  shortened  by  an  accumulation 
of  dust  also  is  considered  and  a  shape  is  given  the  material 
so  that  an  ample  proportion  of  the  surface  will  be  washed 
clean  by  rain.  These  several  fundamental  requirements  in 
insulator  design  must  be  recognized  in  planning  insulators 
for  any  high-potential  service.  There  are  still  other  and 
more  severe  conditions  imposed  on  the  insulating  medium 
of  a  high-potential  line  built  parallel  with  or  close  to  a  large 
body  of  water.  Elsewhere  in  this  issue  Sidney  Sprout,  elec- 
trical and  mechanical  engineer  of  the  Ocean  Shore  Railway, 
San  Francisco,  Cal„  describes  in  detail  the  various  seven- 
conditions  which  an  insulator  must  meet  to  be  satisfactory 
for  use  on  the  proposed  transmission  line  of  this  railway  which 
parallels  the  Pacific  coast  for  80  miles  between  San  Fran- 
cisco and  Santa  Cruz,  Cal.  Some  of  the  severe  conditions  to 
be  expected  on  this  33,000-volt  line  and  which  warranted  very 
careful  tests  of  insulators  under  actual  operating  conditions 
were  as  follows:  Salt  fogs,  with  trade  winds  from  the  ocean 
during  the  foggy  season;  spray;  and  dry  seasons  of  from  four 
to  six  months  and  a  proximity  to  a  country  road,  with  the 
attendant  dust.  No  other  transmission  line,  within  the  knowl- 
edge of  the  engineers,  had  been  operated  tinder  similar  condi- 
tions at  more  than  11,000  volts  pressure;  and.  in  fact,  a  line 
parallel  to  the  proposed  route  for  some  miles  had  experienced 
a  considerable  number  of  burnouts  from  insulators  becoming 
coated  with  dust  from  the  highway  and  salt  from  spray  and 
fogs.     The  author  of  the  paper  tested  under  the  most  severe 


768 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  24. 


conditions  many  insulators  of  some  eight  types  of  manu- 
facture. His  conclusions  should  be  considered  as  valuable. 
In  summing  up  the  result  of  his  experiments  he  states  that 
the  most  satisfactory  insulator  is  one  which  has  few  still-air 
spaces  and  exposes  a  large  proportion  of  its  surface  to  the 
action  of  the  wind  and  rain.  A  study  of  the  results  also 
leads  to  the  suggestion  that  a  satisfactory  insulator  for  such 
severe  service  could  be  made  of  several  pieces  of  porcelain 
or  glass,  shaped  something  like  the  present  insulator  tops, 
and  placed  one  below  the  other. 


panies  will  usually  go  to  great  lengths  to  secure  baseball 
traffic  twice  a  week,  but  in  the  industrial  field  is  an  opening 
which  lasts  the  year  through,  and  which  occurs  twice  and 
often  thrice  daily. 


SPECIAL    SERVICE    FOR    FACTORIES. 


It  would  seem  needless  to  point  out  the  value  of  special 
trolley  service  in  connection  with  large  factories  if  it  were 
not  for  the  fact  that  opportunities  of  this  kind  are  sometimes 
overlooked  by  managements  which  are  otherwise  progressive. 
Observation  of  a  recent  case  in  which  a  double-track  trolley 
line  passing  a  plant  employing  some  four  or  five  thousand 
persons  provides  little  if  any  extra  service  at  morning,  noon 
or  night,  suggests  the  importance  of  looking  carefully  into 
industrial  establishments  for  possible  traffic.  In  many  cities 
the  value  of  providing  extra  service  for  factories  is  well 
appreciated,  and  even  in  small  towns  where  the  schedule 
calls  for  a  limited  number  of  cars  during  the  greater  part 
of  the  day,  it  will  often  be  found  that  a  considerable  number 
of  extras  are  operated  for  the  benefit  of  shop  employes. 

One  of  the  advantages  of  this  service  from  the  railway 
company's  standpoint  is  that  the  older  or  off-season  cars  can 
often  be  used  to  handle  the  business.  The  factory  employes 
do  not  demand  the  luxuries  of  equipment  so  much  as  the 
furnishing  of  transportation.  In  the  winter  season,  except  in 
very  cold  weather,  open  cars  can  be  pressed  into  service  for 
these  factory  runs,  depending,  of  course,  upon  the  general 
distribution  of  travel  required,  the  location  of  transfer  points 
and  the  situation  of  the  industrial  plant  with  respect  to 
main  lines  of  transit.  Trailer  car  service  finds  a  special 
field  of  usefulness  in  such  cases.  In  Schenectady  the  local 
railway  company  has  a  special  terminus  at  the  electrical 
works,  and  three  times  a  day  the  road  reaps  the  benefit  of  a 
large  amount  of  extra  travel,  which  would  otherwise  be  lost. 
Special  smoking  cars  are  run  for  the  benefit  of  shop  employes, 
and,  while  but  a  small  percentage  of  the  industrial  army 
which  daily  mobilizes  at  this  immense  plant  is  carried  by 
the  local  railway  company,  the  business  in  itself  is  most 
impressive  in  volume. 

The  provision  of  special  service  for  factories  in  very 
large  cities  is  a  much  more  complicated  problem  than  in  a 
town  where  one  or  two  great  mills  provide  the  bulk  of  the 
employment.  Just  as  in  the  load  curve  of  the  large  station 
the  influence  of  the  fluctuations  of  a  single  line  is  small  in 
proportion  to  the  total  variations,  so  in  the  community  of 
many  industrial  plants  it  is  difficult  to  observe  the  traffic 
influence  of  any  single  establishment  upon  the  schedule  as 
a  whole.  When  these  large  industries  are  widely  scattered, 
and  when  there  is  no  strictly  defined  industrial  residential 
area,  about  the  only  thing  that  can  be  done  is  to  increase 
the  frequency  of  service  past  each  plant  and  fall  back  upon 
the  transfer  points  as  distributing  agencies. 

The  encouragement  of  travel  to  and  from  factories  in 
smaller  cities  is  a  much  more  definite  matter.  Here  is  a 
good  chance  for  co-operation  between  the  street  railway 
mauagement  and  the  factory  executives.  There  ought  not  to 
be  much  difficulty  in  the  way  of  ascertaining  accurately  the 
residence  districts  of  the  bulk  of  the  employes,  and  planning 
a  car  service  which  will  accommodate  the  maximum  number 
of  persons  working  in  a  given  plant.  In  these  large  establish- 
ments many  workers  walk  to  their  homes  or  use  the  bicycle 
at  morning  and  night,  but  the  institution  of  a  frequent  trolley 
service  in  the  rush  hours  enables  many  to  live  in  pleasanter 
districts  than  would  otherwise  be  the  case,  and  encourages 
riding  in  bad  weather  or  in  cases  of  tardiness  from  those  who 
would    ordinarily    depend    upon    their    own    exertions.     Com- 


ECONOMIZERS  AND  STEAM  AUXILIARIES. 


In  the  past  two  or  three  years  a  large  number  of  power 
houses  of  medium  size  have  not  been  equipped  with  econ- 
omizers. The  reasons  for  this  lie  partly  in  the  economizer 
and  partly  in  the  fact  that  some  engineers  believe  nearly  the 
same  economy  can  be  obtained  in  a  non-condensing  plant, 
using  the  exhaust  for  heating  the  feedwater,  or  a  condensing 
plant  in  which  the  auxiliary  exhaust  is  used  for  heating  the 
feedwater,  as  in  one  in  which  condensers  and  economizers 
are  installed. 

These  conclusions  are,  in  part,  supported  by  the  perform- 
ance of  several  English  plants  having  Willans  engines  which 
are  operated  non-condensing.  In  many  stations  the  conden- 
sers and  air  pumps  get  very  little  attention  and  the  econ- 
omizers are  entirely  neglected.  This  neglect  is  the  cause 
of  the  poor  showing  made  by  so  many  plants  fitted  with 
condensers  and  economizers  and  is  the  basis  of  the  prejudice 
existing  in  the  minds  of  so  many  managers  and  designing 
engineers.  A  further  reason  why  economizers  are  sometimes 
omitted  is  that  they  necessitate  a  larger  investment  in  the 
plant  and  take  up  considerable  room.  The  latter  can  be 
overcome  in  most  cases  by  installing  the  economizers  over 
the  boilers  if  sufficient  ground  area  is  not  available,  and  the 
additional  investment  required  should  not  be  an  obstacle  to 
companies  which  have  not  reached  the  limit  of  their  borrow- 
ing capacity;  for,  if  money  can  be  borrowed,  it  is  evident  that 
the  saving  of  10  per  cent  which  economizers  will  yield  on  their 
investment  will  pay  the  interest  on  their  cost  and  leave  a 
good  margin  for  the  operating  company.  To  produce  a  sav- 
ing of  10  per  cent,  however,  the  economizers  must  be  of 
ample  size,  properly  installed,  and  receive  careful  attention, 
for  without  careful  attention  to  the  scraping  mechanism,  an 
economizer  is  useless. 

Most  of  the  failures  of  economizers  and  the  prejudice 
against  them  is  due  to  neglect  alone,  and  such  prejudice 
and  opinions  based  on  these  failures  are  unjust,  not 
only  to  the  makers  of  economizers,  but  to  the  design- 
ing engineers  who  advocated  their  installation.  There 
is  an  important  feature,  however,  which  is  sometimes  over- 
looked in  the  design  of  condensing  plants  in  which  econ- 
omizers are  not  fitted,  because  exhaust  steam  from  auxiliaries 
is  available  for  heating  the  feedwater.  The  arrangement 
which  is  generally  overlooked  is  that  of  passing  the  exhaust 
from  the  auxiliaries  into  the  low-pressure  cylinder  of  a  steam 
engine  or  one  of  the  later  stages  of  a  steam  turbine  and 
using  an  economizer  for  heating  the  feedwater.  The  advan- 
tage of  such  an  arrangement  is  especially  commendable  in 
plants  equipped  with  condensing  steam  turbines.  This  will 
be  clear  when  it  is  remembered  that  steam  will  generate  as 
much  power  in  a  steam  turbine  when  working  between 
atmospheric  pressure  and  the  pressure  in  the  condenser,  as 
it  will  when  working  between  150  pounds  gauge  and  atmos- 
pheric pressure.  The  large  number  of  exhaust  steam  tur- 
bine plants  which  have  been  so  successfully  installed  in  the 
past  two  or  three  years  proves  the  truth  of  these  statements. 
This  arrangement  taken  in  conjunction  with  economizers  will 
show  a  positive  saving  of  at  least  10  to  20  per  cent,  depending 
upon   the  conditions. 

To  illustrate  this  case,  assume  a  power  plant  of  14,000 
kilowatts  capacity,  fitted  with  Curtis  steam  turbines,  water 
tube  boilers,  dry  and  wet  vacuum  pumps,  circulating  pumps, 
mechanical  stokers  and  forced  draft.  All  the  auxiliaries  are 
assumed  to  be  steam  driven. 

Assuming  a  load  factor  50  per  cent,  the  output  of  the  sta- 
tion would  be  about  7,000  kilowatts.  The  steam  consumption 
under  these  conditions  probably  would  be  about  19.5  pounds 


June  15,  190T 


ELECTRIC    RAILWAY    REVIEW 


71  i!) 


per  kilowatt-hour;  hence,  about  135,000  pounds  of  water 
would  have  to  be  evaporated  for  the  main  engine  alone,  or 
say  150,000  pounds  including  the  auxiliaries.  In  this  case 
the  auxiliary  exhaust  would  be  just  sufficient  to  heat  the 
feedwater  from  80  to  205  degrees  F.  Now,  since  a  low-pres- 
sure turbine  can  generate  a  kilowatt-hour  on  50  pounds  of 
exhaust  steam,  the  auxiliary  exhaust  would  be  sufficient  to 
generate  300  kilowatts  in  the  main  units  or,  in  other  words, 
produce  a  saving  of  about  4%  per  cent  in  the  coal  bill.  To 
this  must  be  added  the  saving  due  to  the  economizer  alone, 
which  amounts  to  8  per  cent  of  the  coal  used  if  the  tem- 
perature of  the  flue  gases  is  reduced  from  550  to  300  degrees 
P.  The  combined  saving,  therefore,  would  be  about  12.5  per 
cent. 

As  a  matter  of  fact  the  actual  saving  would  be  some- 
what greater  than  this,  as  the  additional  steam  in  the  low- 
pressure  stages  of  the  turbines  would  materially  increase  their 
economy  on  light  loads  and  thus  further  reduce  the  steam 
consumption.  The  point  which  we  wish  particularly  to  em- 
phasize is  that  some  engineers  probably  consider  that  the 
saving  of  8  per  cent  effected  by  the  economizers  alone  is 
not  sufficient  to  warrant  installing  them  at  the  present  money 
rates;  but,  were  the  plan  here  suggested  followed,  the  saving 
of  12.5  per  cent  might  be  an  inducement  to  make  the  extra 
outlay  for  the  economizers. 


CONTRACTS  WITH  EXPRESS  COMPANIES. 


In  making  contracts  with  express  companies  electric  rail- 
ways must  take  into  consideration  the  fact  that  their  own 
business  of  handling  freight  in  less  than  carload  lots  fre- 
quently competes  with  the  facilities  afforded  by  express  serv- 
ice. Managers  of  electric  railways  are  constantly  on  the  look- 
out for  new  sources  of  revenue,  but  they  cannot  afford  to 
divide  the  income  from  their  own  business  of  hauling  package 
or  other  light  freight.  So  far,  therefore,  as  the  express  busi- 
ness is  valuable,  it  is  of  benefit,  as  it  may  supplement  the 
freight  business  which  has  previously  been  secured. 

Between  the  express  business  as  it  is  conducted  on  con- 
tract with  steam  railways  and  with  electric  railways  there 
is  a  wide  difference.  It  is  a  difference,  however,  which  the 
future  development  of  electric  railways  may  affect  materially. 
Either  for  long  or  short  hauls  on  a  steam  railway  the  delivery 
of  freight  requires  more  time  than  the  delivery  of  express. 
The  value  of  the  express  service  on  steam  railways  lies  in  the 
saving  of  delay  in  delivery,  and  in  the  insurance  which  is 
assumed  where  the  articles  transported  are  of  great  value. 
On  electric  railways,  however,  as  they  are  now  managed  and 
owned,  the  difference  in  time  of  delivery,  owing  to  the  com- 
paratively short  mileage  of  each  company,  is  of  hours,  not 
days.  On  some  roads  this  time  advantage  is  so  short  that  it 
does  not  warrant  introduction  of  the  express  service,  which 
involves  terminal  expense  at  points  where  the  express  com- 
pany maintains  wagons  for  delivery  of  packages.  The  process 
of  evolution  naturally  effects  an  increase  in  the  facilities  of 
individual  roads  through  the  construction  of  extensions,  the 
merger  of  interests  and  the  formation  of  traffic  alliances. 
These  changes  open  the  way  for  improved  freight  service, 
supplemented  by  the  introduction  of  express  service. 

Recollection  of  the  rapid  development  of  freight  business 
on  electric  roads  is  an  indication  of  the  future  possibilities 
of  express  service.  No  long  memory  is  required  to  recall  the 
early  doubts  which  were  expressed  regarding  the  prospects 
of  profitable  freight  business  on  electric  roads.  To  doubt  its 
possibilities  now  would  be  to  deny  the  facts  which  have  proved 
the  importance  of  this  traffic  to  many  interurban  lines.  The 
Inter-Urban  Railway,  Des  Moines,  la.,  according  to  the  state- 
ment of  H.  H.  Polk,  president  and  general  manager,  at  the 
last  meeting  of  the  Iowa  Street  and  Interurban  Railway  Asso- 
fiation,  derives  30  per  cent  of  its  gross  revenue  from  freight 
traffic.  The  express  business  will  probably  eventually  reach 
a  growth   beyond   that  which   is   foreseen   at  this  early  day. 


For  electric  railways  which  conduct  a  freight  business 
or  enter  into  contracts  with  express  companies  it  is  most 
important  that  all  of  the  expenses  which  properly  belong  to 
that  branch  of  the  traffic  be  separated,  so  far  as  possible, 
from  those  that  are  chargeable  to  other  departments.  The 
danger  of  considering  revenue  from  freight  or  express  busi- 
ness as  extra  profit  and  the  unwisdom  of  a  failure  to  allocate 
properly  the  expenses  pertaining  to  such  business  was  recog- 
nized by  P.  P.  Crafts,  general  manager  Iowa  &  Illinois  Rail- 
way, in  his  instructive  address  before  the  Iowa  Street  and 
Interurban  Railway  Association,  Clinton,  la.,  in  April,  this 
year.  As  Mr.  Crafts  properly  stated,  the  failure  to  charge 
the  freight  revenue  with  a  percentage  of  such  expenses  as 
belong  in  part  to  the  freight  business,  and  with  all  other 
expenses  which  are  caused  by  this  traffic,  "deceives  the  mana- 
ger as  well  as  his  stockholders." 

As  the  motive  of  both  freight  and  express  business  is 
profit,  the  proof  that  the  business  is  not  transacted  at  a  loss, 
or  at  undue  expense  in  proportion  to  the  revenue,  is  of  vital 
necessity. 


SMOKE PREVENTABLE  AND  NON-PREVENTABLE. 


From  time  to  time  we  have  published  in  the6e 
columns  discussions  and  editorial  comments  on  smoke 
prevention.  In  such  discussions  the  term  smokeless 
combustion  has  been  used  merely  in  a  relative  sense,  as 
absolutely  smokeless  combustion  can  only  be  obtained  un- 
der certain  conditions  which  are  hopeless  of  attainment  in 
railway  and  lighting  plants.  In  such  plants,  the  load  is  of 
a  fluctuating  character,  varying  at  times  from  practically  no 
load  to  full  load  in  very  short  intervals  of  time,  and  with  the 
exception  of  small  plants  where  it  is  feasible  to  carry  the 
peaks  by  storage  batteries,  the  changes  in  the  demand  for 
power  must  be  met  by  varying  the  number  of  boilers  in 
operation  and  by  checking  or  forcing  the  fires.  The  inevit- 
able result  of  these  conditions  is  a  certain  amount  of  smoke, 
depending  upon  the  suddenness  of  the  changes  of  load. 

The  conditions  necessary  for  smokelessness  are  that  the 
volatile  gases  distilled  from  the  coal  should  be  mixed  with 
sufficient  air  for  complete  combustion,  and  when  mixed, 
raised  to  a  sufficiently  high  temperature  to  ignite  them.  This 
implies  the  coking  method  of  firing,  whether  by  hand  or  by 
mechanical  stoking,  and  it  is  absolutely  impossible  to  fulfill 
these  conditions  where  the  demand  for  steam  fluctuates  rap- 
idly. The  reasons  are  evident,  for  when  the  fires  have  been 
low,  and  a  sudden  demand  for  steam  comes,  the  only  method 
available  to  generate  steam  rapidly  is  to  crowd  in  a  large 
quantity  of  green  coal  and  increase  the  draft.  For  this  pur- 
pose a  coal  containing  large  quantities  of  volatile  matter 
which  is  easily  driven  off  is  absolutely  necessary,  and  as 
under  the  suddenly  changed  conditions,  it  is  impossible  to 
burn  all  the  gases  completely,  some  smoke  will  inevitably 
result.  A  similar  condition  arises  when  it  is  necessary  to 
check  the  fires  suddenly,  as  then  the  decreased  air  supply  is 
no  longer  sufficient  to  completely  burn  all  the  gases  given 
off,  and  again  the  result  is  unpreventable  smoke. 

It  must  be  remembered  that  the  term  unpreventable  is 
applied  only  in  a  relative  sense.  In  the  large  modern  sta- 
tions of  today,  a  sufficiently  great  storage  battery  capacity 
to  provide  for  the  peaks  of  the  load  would  be  out  of  the 
question,  as  are  likewise  large  heat  storage  tanks  and  fly- 
wheels. A  certain  amount  of  unpreventable  smoke  is  there- 
fore a  necessary  evil,  though  the  amount  of  smoke  can  be 
very  materially  reduced  by  proper  management,  and  can 
be  entirely  eliminated  in  plants  having  a  constant  load.  It 
would  therefore  be  far  wiser  and  more  farsighted  if  munici- 
palities would  confine  their  energy  and  aggressive  legisla- 
tion to  preventing  the  needless  and  avoidable  smoke  made 
by  plants  and  factories  having  a  uniform  load  rather  than 
to  interfere  constantly  with  and  among  the  electric  lighting 
and  railway    companies. 


770  ELECTRIC    RAILWAY     REVIEW 

THE   PHILADELPHIA  &  WESTERN    RAILWAY. 


Vol.  XVII,  No.  24. 


The  Philadelphia  &  Western  Railroad  Company  was  in- 
corporated in  1901  with  the  object  of  building  an  electric 
railway  from  the  western  terminus  of  the  Philadelphia  Rapid 
Transit  Company  at  Sixty-third  and  Market  streets,  Phila- 
delphia, to  Parkesburg,  a  distance  of  44  miles.     The  eastern 


Philadelphia  &  Western — Typical  Station  with  Overhead   Footbridge. 

division  of  the  line,  11.8  miles,  from  Sixty-third  and  Market 
streets  to  Strafford,  is  now  completed  and  in  operation. 

Territory   Served. 
The   preliminary  work   in   connection   with   this   involved 
unusual  difficulties  in  the  matter  of  securing  rights  of  way, 
and  the  company  was  obliged  to  invest  over  a  million  dollars 


Philadelphia   &   Western— Track   Layout   at   Bryn    Mawr. 

in  real  estate  not  required  for  railroad  purposes.  All  home- 
steads which  will  be  traversed  between  Philadelphia  and 
Parkesburg  have  been  acquired  and  the  route  located.  Be- 
tween the  city  terminus  and  Strafford,  which  is  a  station  on 
the  main  line  of  the  Pennsylvania  Railroad,  the  Philadelphia 
&  Western  parallels  the  Pennsylvania,  being  from  %  of  a 
mile  to  lYt  miles  south  of  it  for  a  greater  part  of  the  dis- 
tance. This  suburban  territory  heretofore  has  been  served 
by  the  Pennsylvania. 

Within  a  few  miles  of  the  railroad  are  located  the  sum- 


June  15,  1907. 


ELECTRIC    RAILWAY    REVIEW 


771 


mer  homes  of  a  great  many  of  the  wealthiest  families  of 
Philadelphia,  and  the  Philadelphia  &  Western  was  obliged 
to  condemn  rights  of  way  through  a  number  of  these  country 
estates.  The  total  land  acquired  by  the  company  not  needed 
for  strictly  railroad  purposes  is  about  S00  acres,  one  of  the 
largest  tracts  being  that  of  the  Joseph  H.  Childs  and  Joseph 
H.  Childs,  Jr.,  estates  near  St.  Davids,  comprising  150  acres; 
a  tract  purchased  from  the  Villa  Nova  College,  102  acres ;  "and 
the  estate  of  John  Ashhurst.  On  this  last  tract  is  Ellwood 
Hall,  a  house  built  in  16S2,  at  which  Washington  and  La 
Fayette  were  frequently  entertained. 
Personnel. 

The  real  estate  interests  of  the  company  are  handled  by 
the  Homestead  Real  Estate  Company,  the  officers  of  which 
are:  President,  George  J.  Kobusch;  vice-president,  L.  M. 
Downs;  and  secretary  and  treasurer,  Thomas  Newhall.  The 
officers  of  the  Philadelphia  &  Western  Railroad  Company  dur- 
ing construction  were: 


S-J"**iTj®c&:MtS' 


Philadelphia     &     Western — Concrete     Structures     for     Overhead 
Crossings    at    Beechwood     Park    Station. 

President,  George  J.  Kobusch ;  vice-president  and  chief  engi- 
neer. W.  R.  Molinard;  treasurer,  .L.  M.  Downs;  secretary, 
William  Darling.  The  operation  is  in  charge  of  W.  H.  Simms, 
general  superintendent. 

Track  and  Roadway. 
The  ef.stern  division  of  the  road  is  double-tracked  through- 
out and  all  extensions  will  be  made  double-track  when  built. 
It  is  the  intention  eventually  to  have  four  tracks.  Except 
in  a  very  few  instances,  constituting  not  over  1  per  cent  of  the 
total  distance,  the  right  of  way  is  100  feet  wide.  The  line 
being  design  d  for  high-speed  operation,  the  elimination  of  all 
grade    crossings    was     considered    essential    and     bridges    or 


crete.  The  bridge  floors  are  reinforced  with  steel  rods  of 
15,000  pounds  tensile  strength,  the  rods  being  of  round  com- 
mercial high-carbon  steel,  which  was  considered  to  give  a 
larger  factor  of  safety  than  would  be  the  case  with  other 
rods. 

The  maximum  grade  on  the  line  is  2%  per  cent.  The 
sharpest  grade  is  near  the  Ithan  substation.  The  maximum 
curvature  is  5  degrees.  To  come  within  the  limit  of  grade 
development  a  number  of  large  cuts  and  fills  were  necessary. 
The  largest  embankment  is  1.S50  feet  long  and  64  feet  high 


Philadelphia 


Western — Reinforced   33-Foot    Concrete    Arch 
Through    High    Embankment. 


on  a  iyz  to  1  slope.  On  account  of  the  nature  of  the  soil 
it  was  necessary  to  build  retaining  wing  walls  at  the  ends 
of  the  embankment  for  protection  from  sloughing.  At  this 
point  also  it  was  necessary  to  change  the  location  of  the 
highway.  There  is  one  rock  cut  just  west  of  the  power  house 
which  is  600  feet  long  and  40  feet  in  maximum  depth,  involv- 
ing the  removal  of  about  20,000  cubic  yards.  On  the  whole 
line  there  was  required  the  excavation  of  about  one  million 


Philadelphia    &    Western — Track    Layout    at    Bryn    Mawr    Station,   Showing    Long    Cross-Over    Between    Double    Tracks. 


viaducts  were  built  at  32  points  in  the  11.8  miles  of  the 
eastern  division.  One  is  for  a  crossing  with  a  trolley  line, 
one  for  a  crossing  at  the  Philadelphia  Rapid  Transit  Com- 
pany's yards  near  the  terminal  station,  and  the  other  30  are 
mostly  at  highways,  although  there  are  a  few  of  these  which 
are  over  roads  on  the  private  estates  which  are  traversed. 

Of  the  bridges  where  the  railroad  is  carried  over  the 
highway,  there  are  15  of  steel  and  two  of  concrete.  There  are 
1 1  public  highway  bridges  overhead  and  four  overhead  bridges 
tor  private  crossings.  The  railway  bridges  conform  1o  Penn- 
sylvania standard  for  two  consolidation  locomotives  coupled 
with  an  additional  loading  of  5,000  pounds  per  square  foot. 
All   bridges  have  solid  floors  and  the  abutments  are  of  con- 


cubic  yards,  and  the  fill  practically  balances  this  amount. 
The  principal  arch  runs  through  this  till.  One  of  the  larger 
arches  is  at  Cobb's  Creek,  just  west  of  the  power  house. 
These  arches  are  each  30  feet  in  width.  Culverts  are  very 
numerous,  and  these  are  built  entirely  of  reinforced  concrete. 

Farnham  Third   Rail. 

The  working  conductor  adopted  was  the  "Farnham"  pro 
tected  third  rail.  This  rail,  as  shown  in  one  of  the  accom- 
panying illustrations,  is  of  "U"  section,  weighing  4(i  rounds 
per  yard,  and  is  located  In  the  position  shown.  The  center 
of  Hie  bearing  surface,  which  is  at  the  bottom  of  the  third- 
pail    structure,    is    :\y.,    inches   above   the   track   rail    and   27 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  24. 


inches  outside  of  the  track  gauge  line.  This  rail  has  the 
same  head  surface  as  a  75-pound  "T"  rail  and  is  low  in  carbon. 
It  is  calculated  to  have  SOO.OOO  circular-mils  equivalent  cop- 
per conductivity,  and  this  is  thought  to  be  sufficient  for  the 
present  traffic.  In  case  it  is  necessary  to  increase  the  con- 
ductivity of  the  third  rail  the  U-shape  of  the  rail  provides 
space  for  the  introduction  of  a  copper  conductor  which  will 
be  thoroughly  protected  by  the  steel  rail. 

The  running  rails  are  of  85-pound  section  and  the  road- 
way is  entirely  ballasted  with  rock  ballast,  which  the  com- 
pany was  able  to  obtain  from  a  quarry  near  Ithan.  Both 
rails  are  bonded  with  two  400,000-circular-mil  protected  bonds 
at  each  joint.  The  bonds  were  furnished  by  the  Mayer  & 
Englund  department  of  the  Electric  Service  Supplies  Com- 
pany. 

Stations. 

The  stations  upon  the  line  beginning  from  the  union  sta- 
tion which   forms  a  connection   with  the  Market  Street  Ele- 


pany.  At  several  points  on  the  line  the  capacity  of  the  tracks 
has  been  increased  by  the  use  of  an  arrangement  ^hown 
upon  the  plans  of  the  station  for  Bryn  Mawr.  In  this  case 
a  third  track  is  interpolated  for  use  as  a  storage  and  loading 
track.  The  general  arrangement  of  stations  is  clearly  shown 
in   the  accompanying  views   from   photographs,   and   this   ar- 


Philadelphia    &    Western — Sectional    Elevation    and    Plan    of    Power 
Station,    Showing     Disposition    of    Machinery. 


Philadelphia    &    Western — Sectional    Elevation    and    Floor    Plan. 
Showing    Disposition   of   Substation   Apparatus. 


vated  Railway,  are  Beechwood  Park,  Ardmore  Junction,  Ard- 
more,  Haverford,  Bryn  Mawr,  Rosemont,  Garrett  Hill,  Villa 
Nova,  Radnor,  Ithan,  St.  Davids,  Wayne  and  Strafford.  Of 
these  Bryn  Mawr,  Villa  Nova,  Ithan  and  Wayne  are  express 
stations.  The  power  house  is  located  at  Beechwood  Park, 
and  a  substation  at  Ithan.  The  schedule  contemplated  for 
passenger  trains  provides  for  10-minute  intervals  during  the 
time  of  heaviest  traffic  and  for  a  speed  of  23.2  miles  per  hour. 
The  line  will  be  equipped  with  a  block  signal  system  similar 
to  that  adopted  for  the  New  York  Central  electrified  zone, 
which  is  being  installed  by  the  General  Railway  Signal  Com- 


rangement  indicates  the  care  which   has   been   taken   in    the 
avoidance  of  grade  crossings. 

Power  House  and  Substations. 

As  stated,  the  power  house  is  located  at  Beechwood  Park, 
about  three  miles  from  the  Market  street  terminus,  and  the 
rotary  converter  substation  between  Radnor  and  Ithan  is 
about  two  miles  from  the  western  terminus  of  the  eastern 
division. 

The  site  of  the  power  house  is  at  a  level  considerably 
lower  than  the  level  of  the  tracks  and  alongside  the  building 


June  15.  1907. 


ELECTRIC     RAILWAY     REVIEW 


77:; 


is  erected  a  steel  trestle  upon  concrete  columns,  upon  which 
cars  loaded  with  coal  may  be  placed  for  dumping  into  hop- 
pers which  lead  directly  to  the  coal  supply  in  the  boiler 
room. 

The    boiler    equipment    consists    of    five    500-horsepower 
double-drum   Heine  safety   boilers.     It  is   the  intention   to  in- 


General  Electric  125-volt  machines,  direct  connected  to  Curtis 
turbines.  Worthington  surface  condensers  are  provided  for 
the  main  generating  units.  Cochrane  feedwater  heaters, 
Worthington  circulating  pumps  and  Buffalo  Forge  blowers 
also  form  a  part  of  the  equipment.  The  accompanying  plan 
and  section  of  the  power  house  indicate  clearly  the  arrange- 
ment of  the  units  and  their  capacity. 

The  building  is  of  steel  fireproof  construction  with  a  con- 
crete roof.     It  is  provided  with  a  25-ton  overhead  crane  hav- 


J;/V6£DCoi/£f? 


*60QOOO-C.M 

""  CoPP>£/?C/?j3L£ 


Philadelphia   &    Western — Auxiliaries   at    Base   of   Turbines    in 
Power    House. 


Philadelphia    &    Western — Method    of    Attaching    Third-Rail    Cables 
at    Highway   and    Other   Crossings. 


crease  this  number  to  eight,  as  the  completion  of  other  sec- 
tions of  the  road  indicates  the  necessity  therefor.  Connected 
with  these  are  Foster  superheaters  operating  at  200  pounds 
working  pressure  and  designed  to  afford  150  degrees  of  super- 
heat. The  stack  is  of  steel,  160  feet  in  height  and  13  feet  in 
diameter. 

The   operating   equipment   of   the   power   house   includes 


ing  a  span  of  about  3S  feet.  The  accompanying  views  from 
photographs  will  supplement  the  line  drawings  as  to  the 
general  appearance  of  the  power  house  and  its  equipment. 

The  substation  at  Ithan  is  equipped  with  two  500-kilowatt 
General  Electric  rotary  converters  with  transformers  for 
reducing  the  potential  from  19,000  to  435  volts.  This  build- 
ing, as  shown  in  one  of  the  engravings,  is  a  very  neatly 
designed  structure  intended  to  be  in  keeping  with  the  general 
high  character  of  the  architecture  which  prevails  in  the 
vicinity.  It  is  constructed  of  buff  brick  with  white  enamel 
wainscoting.     In  the  basement  is  located  a  heating  plant  and 


Philadelphia  &  Western — Exterior  of  Power  House. 


Philadelphia    &    Western — Sectional    View,    Showing    Third-Rail 
Detail   and    Location. 


two  2,000-kilowatt  Curtis  turbo-alternator  units  generating  at 
2,300  volts.  These  are  of  the  three-phase  25-cycle  type. 
There  is  also  located  at  the  power  house  a  substation 
equipped  with  two  500-kilowatt  General  Electric  rotary  con- 
verter units.  The  transformer  equipment  at  the  main  station 
provides  for  stepping  down  to  435  volts  for  the  rotary  con- 
verters, and  stepping  up  to  19,000  volts,  which  is  the  present 
transmission  potential.  It  is  the  ultimate  intention  to  raise 
this  transmission  potential  to  23,000  volts.     The  exciters  are 


the   station    is   also   provided   with   a   10-ton    traveling   crane 
furnished  by  Maris  Brothers,  Philadelphia. 

Transmission    Line. 

The  transmission  line  is  constructed  in  an  especially  sub- 
stantial manner.  The  poles  are  set  7  feet  in  the  ground 
after  being  thoroughly  tarred  for  a  distance  of  8  feet  from 
the  lower  end,  and  the  hole  is  then  filled  with  a  mass  of 
concrete,  which  is  rounded  up  at  the  top  around  the  pole  with 


774 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  24. 


Philadelphia    &    Western — Typical    Under    Crossing    with    Highway. 


Philadelphia   &   Western — Substation,   Showing   High-Tension   Wire   Entrance  and  Strain  Tower. 


Philadelphia  C  Western— Interior  of  Power  House,  Showing  Curtis  Turbines,   Switchboard   and   Transformers. 


June  15,  1907. 


ELECTRIC    RAILWAY    REVIEW 


t  i.) 


a  view  to  afford  drainage  away  from  the  pole,  and  thus 
materially  increase  its  durability.  The  crossarms  are  4  by  5 
inches  in  section,  bolted  to  the  pole  with  %-inch  bolts  and 
braced  vertically  with  1%  by  %  inch  wrought-iron  braces. 
The  horizontal  braces  are  of  %  by  %  inch  wrought  iron, 
held  to  the  pole  by  %  by  4  inch  lag  screws.  The  upper  arms 
for  the  transmission  line  are  10  feet  in  length  and  the  lower 


shop,  carpenter  shop  and  various  smaller  rooms  which  are 
used  for  a  blacksmith  shop,  winding  room,  storeroom,  line 
tools,  mechanics'  room,  motormen's  and  conductors'  room, 
and  superintendent's  office.  The  building  is  330  feet  9  inches 
from  center  to  center  of  end  walls  and  each  bay  is  54  feet 


Philadelphia    &    Western — Interior    View    of    Rotary    Converter    * 
Substation. 


Philadelphia    &    Western — Detail    Dimensions    of    Pole — Top 
Construction. 


7  feet,  while  still  lower  are  located  arms  for  telephone  and 
signal  wires.  An  interesting  feature  is  found  in  connection 
with  the  protection  afforded  highway  crossings  from  possible 
damage  by  the  high-tension  wires.  On  each  side  of  every 
highway  crossing  two  poles  are  set  in  concrete,  as  previ- 
ously described,  and  the  copper  wire  between  these  double 
sets  of  poles  is  tied  at  every  6  feet  to  a  steel  wire  of  high 


in  width.  The  bays  used  for  the  storage  and  pit  purposes 
are  unobstructed  save  by  a  single  line  of  columns  down  the 
middle,  spaced  15  feet  9  inches  apart.  The  general  construc- 
tion of  the  pits  is  shown  in  one  of  the  accompanying  engrav- 
ings. A  passageway  affords  connection  between  adjacent 
pits.  The  pits  are  entirely  of  concrete,  the  rails  being  sup- 
ported  on    I-beams   which    are    covered    with    concrete.     The 


Jlffci  I 


m 


n  1~m 

■ttm+m 

-frttt-mi 

-htrt+rH 


Philadelphia    &    Western — Details    of    Reinforcement    in    Concrete  Car    House   and   Shops. 


tensile  strength.  The  same  construction  is  employed  at  other 
places  where  it  is  necessary  to  carry  the  high-tension  trans- 
mission lines  over  foreign  wires. 

Car   Houses   and   Shops. 

The  building  devoted  to  car  barns  and  shops  is  located 
a  short  distance  west  of  the  union  station.  The  building  is 
entirely  of  concrete  construction  and  is  subdivided  into  three 
bays,  two  of  which  afford  pit  and  storage  facilities,  while  the 
Other  is  subdivided  Into  a  machine  shop  with  two  pits,  paint 


capacity  of  the  barn  is  24  cars,  which  embraces  the  present 
equipment.  All  cars  are  provided  with  a  bow  trolley  for  use 
when   in   the  barn. 

All  wires  for  lighting  purposes  are  carried  in  pipes  with 
switches  at  convenient  points  for  turning  on  the  current  by 
sections,  and  the  pits  are  lighted  by  incandescent  lamps 
placed  5  feet  apart,  staggered. 

Provision  is  made  for  future  extension  of  the  building. 
The  reinforcing  rods  are  ended  in  a  projection  at  the  ends 
of    the     roof    beams.     This     projection     is    so    built     that    it 


776 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  24. 


Philadelphia    &    Western— Concrete    Car    House    and    Shops. 


Philadelphia     &    Western— Multiple-Unit    Train    of    Two    Cars    as   Operated 


June  15,  1907 


ELECTRIC     RAILWAY    REVIEW 


can  easily  be  broken  to  expose  the  ends  of  the  steel  tie 
rods  to  enable  connection  to  be  made  with  the  rods  which 
will  form  the  reinforcement  of  the  roof  of  the  extension.  All 
partitions  in  the  building  are  of  concrete  and  the  skylights 
are  of  wire  glass.  The  building  is  heated  by  the  "Sturte- 
vant"  system,  guaranteed  to  maintain  an  even  temperature 
of  TO  degrees  under  all  circumstances  of  weather.  The  build- 
ing is  provided  with  a  traveling  crane,  which  is  suspended  on 
concrete  beams  which  have  each  been  tested  to  10  tons,  and 


Philadelphia     &     Western — Construction     Details     of     Inspection 
Pit    Tracks. 

thus  enables  the  picking  up  of  an  entire  car  weighing  42  tons. 
The  machine  and  repair  shops  are  well  equipped  with 
modern  tools,  and  the  comfort  of  employes  is  sought  in 
modern  lavatory  arrangements  and  a  locker  room  containing 
60  lockers. 

Rolling    Stock. 

The  company  has  received  from  the  St.  Louis  Car  Com- 
pany 24   passenger  cars  which  are  examples  of  the  best  con- 


trict.  the  company  has  acquired  near  the  location  of  the 
power  house  a  large  tract  of  land  which  will  be  used  for 
park  purposes  and  is  known  as  Beechwood  Park.  This  is 
divided  into  two  sections,  one  of  which  will  be  inclosed  and 
devoted  wholly  to  amusements  such  as  are  ordinarily  a  part 
of  the  equipment  of  pleasure  resorts  of  this  nature.  The 
attractions  will  be  grouped  around  a  hollow  square,  which  is 
outlined  by  a  board  walk  32  feet  in  width  and  covering  an 
area  of  340  feet  in  length  by  200  feet  in  width.  This  is 
fronted  toward  the  railroad  station  by  an  administration 
building,  an  engraving  from  a  photograph  of  which  is  shown 
herewith.  The  lighting  will  be  made  an  important  feature, 
more  than  1,500  electric  lights  being  used  upon  the  adminis- 
tration building  alone.  Within  the  grounds  the  buildings 
are  profusely  provided  with  incandescent  lamps  and  general 


Philadelphia   &   Western — Floor    Plan   of   Shops   and    Car    House. 

illumination    is    provided    by    arc    lamps    along    the    various 
promenades. 

The  second  section  of  the  park  will  be  for  the  free  use 
of  picnic  parties,  ample  tables  and  seating  facilities  being 
provided.  This  portion  of  the  park  is  heavily  wooded,  a 
grove  which  occupies  it  having  given  its  name  to  the  locality. 
The  amusement  feature  of  the  enterprise  is  operated  by  the 
Beechwood  Park  Amusement  Company,  of  which  E.  E.  Downs 
is     president    and     manager;    Frank    H.    Libbey.     treasurer; 


Philadelphia  &  Western — Entrance  to  Beechwood  Park — Amusement  Resort. 


BtructiOD  in  cars  for  heavy  electric  service.  These  are  51 
feet  3  inches  long  over  all  and  are  equipped  with  four  General 
Electric  75-hoT8epower  motors  and  type-M  multiple  unit  con- 
trol. They  are  thoroughly  lighted  by  14  incandescent  lamps 
on  each  side,  spaced  2  feet  G  inches  apart,  and  each  vestibule 
also  contains  two  incandescent  lamps.  Additional  lighting  is 
provided  by  three  inclosed  arc  lamps  for  each  car 

Beechwood    Park. 

In  addition   to  the  fact  previously  stated  that  the  road   is 
n'li  to  serve  a   large  and  well   populated  suburban  dis- 


Donald   W.  Libbey,  secretary;   and  Horace  S.  Meese,  assistant 
manager.     The  park  was  opened  to  the  public  on  May  30. 

The  Philadelphia  &  Western  Railroad  has  recently  been 
reorganized  in  order  to  permit  the  admission  of  new  interests 
and  to  plan  for  expansion.  In  pursuance  of  this  plan  the 
property  was  Bold  under  foreclosure  on  May  20.  George  J. 
Kobuscb  nl  St.  Louis  disposed  of  the  principal  pari  of  his  hold- 
ings to  a  new  syndicate,  and  the  Philadelphia  &  Western  Rail- 
way was  organized  to  acquire  t lie  property.  The  new  officers 
are:  President,  George  R.  Sheldon;  vice-president.  Thomas 
Newhall;  secretary  and  treasurer,  Davies  Murdoch. 


77S 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  24. 


THE   VALUE  OF  STRAIGHT  AIR   BRAKES. 


BY     INSPECTOR. 


In  the  past  12  or  13  years  the  air  brake  has  come  into 
almost  universal  use  on  electric  cars,  both  interurban  and 
urban.  It  has  practically  superseded  all  other  forms  of  power 
brake. 

The  straight  air  brake  system  comprises  a  motor-driven 
compressor,  supplied  with  current  from  the  trolley  circuit. 
a  reservoir,  brake  cylinder,  an  automatic  governor,  which 
starts  and  stops  the  motor-driven  compressor  at  the  desired 
minimum  and  maximum  pressures,  the  engineer's  operating 
valves,  the  necessary  pressure  gauges,  switches,  fuses,  etc. 

On  double-track  cars  on  city  lines  when  operated  by 
the  handbrakes,  a  schedule  of  S  to  8%  miles  per  hour  was 
once  considered  about  the  best  speed  that  could  be  main- 
tained with  safety.  Since  the  advent  of  air  brakes  many 
roads  have,  after  installing  them,  increased  the  average  speed 
to  from  9%  to  12  miles  per  hour,  with  an  equal  degree  of 
safety,  thereby  effecting  a  great  saving  in  operating  expense. 
The  increased  speed  per  hour  means  fewer  cars,  fewer  total 
car-hours  and  fewer  accidents  due  to  the  motormen  having 
more  perfect  control  of  the  cars  or  trains  they  operate. 
There  should  be  fewer  accidents,  also,  due  to  the  fact  that 
fewer  cars  now  furnish  the  same  service  formerly  requiring 
more  cars. 

Cost  of  Air  Brakes  and   Maintenance. 

Due  to  keen  competition  between  the  several  firms  now 
manufacturing  air  brakes  the  cost  of  the  apparatus  has 
reached  a  figure  which  justifies  their  use  on  cars  which  have 
been  many  years  in  service.  In  other  words,  if  the  car  is  in 
a  condition  to  warrant  the  supposition  that  it  still  has  three 
years  of  service  left  in  it,  it  would  be  a  good  investment  to 
install  air  brakes  on  such  car,  as  the  increased  mileage  that 
could  then  be  made  by  the  car,  with  safety,  would  justify 
the  expenditure.  The  life  of  the  air  brake  apparatus  is  as 
yet  an  unknown  quantity,  the  writer  having  in  mind  several 
roads  on  which  apparatus  has  been  in  service  12  years,  and 
is  still  giving  good  service;  in  fact,  to  date  the  writer  knows 
of  no  air  brake  apparatus  having  been  discarded  due  to 
being   worn   out. 

Regarding  the  care  and  maintenance  of  air  brakes  the 
cost  for  the  first  three  years  is  purely  nominal.  The  cost 
for  repair  parts,  during  this  period,  should  not  exceed  1  per 
cent  of  the  initial  cost  per  year.  During  the  second  period 
of  three  years  the  cost  should  not  exceed  2%  per  cent  of  the 
initial  cost  of  the  apparatus.  The  cost  thereafter  should,  of 
course,  be  somewhat  higher  on  account  of  wear  and  tear,  and 
the  continually  increasing  long  life  of  the  apparatus.  These 
estimates  are  based  on  the  supposition  that  proper  care  be 
given  the  apparatus  from  its  date  of  installation. 

The  motor-driven  air  compressors  of  the  latest  design 
have  few  oiling  places,  the  bearings  being  oiled  by  rings 
carrying  the  oil  up  to  the  bearing  from  an  oil  cellar.  The 
crank-shaft  and  its  bearings  are  usually  lubricated  by  what 
is  commonly  called  the  "splash  system."  Therefore  the  oiling 
of  the  compressor  is  a  matter  of  filling  the  crank  chamber 
and  the  oil  cellars  with  oil  once  in  about  every  30  days.  The 
compressor  should  be  thoroughly  overhauled,  cleaned,  etc., 
at  least  once  in  each  six  months. 

The  engineer's  valves  also  require  attention.  During  the 
last  few  years  the  sliding  type  of  valve  has  come  into  quite 
general  use,  the  advantages  of  this  type  being  that  the  wear 
on  the  valve  tends  to  improve  and  perfect  its  seat.  These 
valves  should  be  lubricated  at  least  every  30  days  and  should 
be  overhauled  at  intervals  "*  four  months,  the  working  parts 
cleaned  with  gasoline  ai.  icated  when  reassembled  with 

lubricating  oil  for  bearing  parts,  except  the  valve  seat, 
for  which  tallow  from  an  ordinary  tallow  candle  is,  to 
the  mind  of  the  writer,  the  best  and  longest  wearing  lubri- 
cant.    The  automatic  governor  also  should  receive  some  atten- 


tion. Where  the  old  type  of  electric  governor  is  used  it 
should  be  kept  free  from  dust  and  dirt,  rust,  etc.,  and  the 
contacts  kept  free  from  scale.  This  should  be  done  at  inter- 
vals of  at  least  every  three  months. 

The  tendency  of  the  times,  however,  seems  to  be  to  use 
a  governor  of  a  mechanical  type.  Its  cost  of  maintenance  is 
said  to  be  lower,  and  it  requires  less  attention,  having  no 
magnet  coils  to  burn  out.  All  its  parts  are  of  a  size  and 
design  affording  long  life  and  a  surety  of  action  not  found  in 
the  automatic  governors  of,  the  electrical  type. 

The  brake  ■  cylinders  require  very  little  attention,  occa- 
sionally requiring  new  leathers  and  oiling  about  once  a  year. 

The  principle  point  in  the  care  of  air  brake  apparatus 
is  oiling,  overhauling  and  cleaning  at  regular  intervals.  If 
these  things  are  done  properly  the  cost  of  keeping  up  the 
apparatus  will  be  found  to  be  very  low. 

On  some  railway  systems  a  book  record  is  kept  of  each 
car,  showing  the  dates  on  which  work  is  done  on  trucks, 
motor  equipment,  air  brakes,  etc.  By  this  method  the  shop 
superintendent  can  tell 'at  a  glance  whether  or  not  the  various 
apparatus  are  receiving  the  care  and  attention  they  require. 
Some  roads  use  a  card  index  system;  others  a  large  form 
which  usually  is  kept  in  a  case  with  a  glass  front  so  that  it 
can  be  referred  to  at  frequent  intervals. 

Air  Brakes  on   Single-Truck  Cars. 

Many  railway  companies  are  now  placing  air  brakes  on 
cars  of  the  single-truck  type.  The  writer  has  in  the  past  few 
years  heard  many  opinions  expressed  by  various  street  rail- 
way officials  as  to  whether  or  not  the  move  is  a  wise  one. 
In  his  judgment,  based  on  10  yeras'  experience  in  the  operat- 
ing department  of  various  street  railway  properties,  cars  of 
the  single-truck  type  having  a  length  of  body  of  20  feet  6 
inches  over  corner  posts  up  to  22  feet  over  corner  posts 
placed  on  any  type  of  truck  and  in  a  condition  to  warrant 
an  estimate  of  five  years  of  service  or  more,  should  be 
equipped  with  air  brakes  for  various  reasons,  viz.,  the  aver- 
age speed  can  be  increased  from  1V2  to  3  miles  per 
hour,  due  to  quicker  stops,  and  to  the  fact  that  brakeshoes 
can  be  so  adjusted  as  to  permit  the  shoe  to  be  well  away 
from  the  wheel  when  the  car  is  running  free.  With  hand- 
brakes shoes  are  usually  adjusted  so  neatly  that  there  is 
more  or  less  friction  when  the  car  is  running  at  any  speed, 
either  slow  or  fast.  The  motorman  being  enabled  to  make 
quick  stops  will  avoid  many  accidents  which,  when  operat- 
ing with  the  handbrake,  he  would  be  unable  to  do. 

Another  point  in  favor  of  the  air  brake  on  all  types  of 
cars  is  the  fact  that  a  company  having  its  cars  so  equipped 
is  less  liable  to  have  juries  give  verdicts  against  it — so-called 
"sympathy"  verdicts.  If  it  can  be  proved  in  open  court  that 
the  company  has  adopted  the  most  improved  type  of  car-con- 
trolling apparatus,  which  we  must  admit  is  a  power  brake, 
the  juries  are  more  likely  to  give  the  company  the  benefit 
of  any  reasonable  doubt  before  assessing  damages. 

Straight  Air  Brakes  on  Trains. 
On  interurban  railways  operating  trains  of  not  to  ex- 
ceed three  cars  the  straight  air  system,  in  the  judgment  of 
the  writer,  is  preferable  to  the  automatic  system  on  account 
of  lower  initial  cost,  the  greater  degree  of  flexibility  and  the 
simplicity  of  the  apparatus  as  a  whole.  On  trains  of  two 
or  three  cars  the  response  of  brakes  when  application  is 
made  is  quick  enough  for  all  general  purposes.  There  is, 
however,  an  element  of  chance  in  the  operation,  as  to  part- 
ing of  trains,  etc.  This  can  be  overcome.  A  type  of  emer- 
gency valve,  similar  in  design  to  the  plain  triple  valve,  which, 
when  installed  in  connection  with  the  straight  air  brake  system, 
takes  care  of  emergency  conditions,  is  now  on  the  market. 
Should  the  reservoir  line  break,  hose  burst  or  train  part 
this  valve  becomes  operative  and  the  brakes  on  each  car 
are  set  to  emergency  automatically.  This  emergency  valve 
can  be  so  installed  as  to  give  the  conductor  on  either  motor 
cars  or  trailer  cars  a  chance  to  stop  the  train  by  installing 


June  15,  1907 


ELECTRIC    RAILWAY    REVIEW 


77!) 


vent  valves  in  each  car  easy  of  access  to  the  conductor.  A 
vent  valve  can  also  be  installed  in  the  cab  in  such  a  manner 
that  when  emergency  arises  the  motorman  may  open  the 
vent  valve  and  secure  a  quick  or  emergency  stop  instead  of 
the  regulation  service  stop.  Therefore  for  interurban  rail- 
way operation  the  straight  air  brake  system  with  the  emer- 
gency feature  added  seems  to  be  the  ideal  method  of  control 
under  stated  conditions,  since  it  accomplishes  requirements 
under  ordinary  service,  and  has  at  the  command  of  the 
operator  a  reserve  force  or  reserve  power  to  be  brought  into 
play  when  the  occasion  demands. 


A   TEST    OF    INSULATORS    FOR    AN    EXCEPTIONAL 
SERVICE. 

BY   SIDNEY    BPBODT,    ELECTRICAL    AND    MECHANICAL    ENGINEER    OCEAN 
SHORE    RAILWAY. 


The  Ocean  Shore  Railway  follows  the  shore  of  the  Pacific 
ocean  for  nearly  80  miles  between  San  Francisco  and  Santa 
Cruz,  Cal.  One  of  the  first  problems  that  presented  itself 
to  the  engineers  making  plans  for  the  electrical  equipment 
of  this  road  was  that  of  determining  the  type  of  insulator 
that  would  give  the  most  satisfactory  service  on  the  33,000- 
volt  transmission  line,  which  it  was  planned  to  use  for  the 
distribution  of  power  to  the  various  substations  from  the 
power  house. 

Exceptional   Conditions. 

The  problem  of  selecting  an  insulator  for  33,000-volt 
operation  would  not,  under  ordinary  circumstances,  be  at  all 
difficult,  but  the  conditions  in  this  particular  case  made  the 
question  one  to  which  it  was  necessary  to  give  a  good  deal 
of  time  and  attention  before  any  definite  conclusion  could  be 


Insulators   for    Exceptional    Service — Testing    Box    and    Transformer 

House. 

reached.  These  conditions  are,  briefly:  (1)  Heavy  salt  fogs 
from  the  ocean.  (2)  Salt  spray  which  is  carried  by  the  wind 
for  considerable  distances,  in  certain  places  where  the  waves 
beat  upon  a  rocky  coast.  (3)  Yearly  dry  seasons  of  from 
four  to  six  months,  during  which  time  the  highways  become 
very  dusty  and  the  insulators  are  not  washed  off.  (4)  The 
proximity  of  the  transmission  line  to  the  county  road  for 
practically  its  whole  length.  (5)  The  trade  winds  blowing 
from  the  ocean  for  months  during  the  dry  foggy  season.  (6) 
The  fact  that  no  line  had  been  operated  under  similar  climatic 


conditions  at  over  11,000  volts.  (7)  An  11,000-volt  line  which 
would  be  paralleled  for  some  14  mites  had  had  a  great  deal 
of  trouble  from  burnouts  caused  by  the  insulators  becoming 
covered  with  a  coating  of  dust  and  salt. 

After  consulting  the  officials  of  the  Big  Creek  Power  Com- 
pany relative  to  their  experience  in  operating  this  latter- 
mentioned  11,000-volt  line,  it  was  decided  to  establish  a  test- 
ing station  at  a  place  called  Yellowbank,  about  10  miles  from 
Santa  Cruz,  where  they  reported  that  they  had  had  a  number 


Insulators    for     Exceptional    Service — Near    View    of    Testing     Box, 
Showing    Insulator   and    Dust    Bag. 

of  burnouts  caused  by  the  insulators  becoming  coated   with 
dust  from  the  highway  and  salt  from  spray  and  fogs. 

Testing   Station. 

The  station  as  illustrated  was  built  at  this  place  in  the 
fall  of  1905,  and  samples  of  different  types  of  insulators  were 
placed  on  the  insulated  crossarms  on  the  pole  outside  of  the 
station.  An  11,000  to  440-220-volt  transformer  was  placed  on 
a  pole  outside  of  the  station,  power  being  supplied  from  one 
leg  of  the  three-phase.  11,000-volt,  60-cycle  transmission  line 
of  the  Big  Creek  Power  Company.  Eight  2  ^-kilowatt,  5,700- 
6,600  to  110-220-volt  transformers  were  placed  inside  of  the 
station  and  connected  as  shown  in  the  diagram,  giving  a  test 
voltage  ranging  from  6,600  to  55,000  volts. 

Plan  of  Testing. 

When  this  station  was  built  the  plan  was  to  test  the 
insulators  on  the  poles  under  the  natural  climatic  conditions, 
but  by  the  time  the  station  was  completed  the  rainy  season 
had  commenced,  so  that  the  station  was  closed  up  and  tests 
suspended  until  the  following  summer.  Meanwhile  the  insu- 
lators were  left  on  the  poles. 

When  the  tests  were  resumed  the  following  summer  It 
had  been  decided  that  instead  of  allowing  the  insulators  to 
stand  for  a  long  enough  time  to  be  coated  with  dust  and  salt, 
under  the  natural  conditions,  it  would  be  more  advisable  to 
test  them  under  artificial  conditions  resembling  the  natural 
conditions  as  closely  as  possible.  For  this  purpose  the  test- 
ing box  shown  in  the  illustrations  was  built  just  outside  of 
the  station.  This  box  was  provided  with  a  hinged  door  in 
the  side.  A  compressed  air  sprayer  was  provided  for  spray- 
ing the  insulator  with  a  finely  divided  salt  spray  closely 
resembling  the  heavy  fogs  which  come  from  the  ocean.  A 
cheese  cloth  bag  of  dust  from  the  highway  shaken  at  the 
windward  end  of  the  testing  box  was  found  to  be  a  very 
efficient  way  of  covering  the  insulators  with  dust.    An  electric 


780 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No.  24. 


fan  was  provided  for  the  purpose  of  blowing  the  dust  and  salt 
spray  on  the  insulators  under  test,  but  it  was  found  that  the 
wind,  blowing  from  practically  the  same  direction  all  of  the 
time,  made  its  use  unnecessary. 

Results  of  Tests. 

Before  beginning  the  actual  tests  on  the  insulators  it 
was  necessary  to  make  several  changes  in  the  arrangement 
of  the  transformer  leads  in  order  to  prevent  cases  of  sparking 
and  abnormal  static  discharges.  The  results  of  the  tests 
in  detail  were  as  follows: 

60,000-Volt    Porcelain    Insulators. 

Three  on  pole  for  eight  months.  Well  coated  with  dust 
and    salt    on    under    surfaces    and    petticoats.     Insulators    in 


Insulators   for    Exceptional    Service — 9    and    16    Inch    Porcelain 
Insulators. 

parallel,   as   shown    in   diagram.     Eight   transformers   thrown 
on  for  10  minutes.     No  effect. 

Connection  to  the  top  of  insulator  from  one  side  of  trans- 
former and  around  the  bottom  of  second  petticoat  from  other 
side.  Then  56,640  volts  was  thrown  on  without  results. 
Wire  was  then  moved  from  bottom  of  second  petticoat  to 
just  under  corrugated  top.     Tested  for  10  minutes.     No  effect. 

60,000-Volt,   Corrugated   Top,    16-Inch    Insulator. 

Insulator  was  put  in  the  testing  box  and  56,600  volts 
thrown  on  with  no  effect.  When  heavy  spray  from  side  of 
box  was  turned  on,  current  arced  over.  Spray  was  turned 
on  the  under  sides  of  the  petticoat  with  transformers  off,  and 


Insulators   for    Exceptional    Service — Glass   and    Porcelain    Insulators 
with    Fog    Bowls. 

then  as  fast  as  they  were  thrown  in,  the  circuit-breakers  came 
out.  Some  dust  was  shaken  on  the  insulator,  and  after  it 
had  dried  off  the  insulator  stood  the  test  all  right.  When 
covered  with  dust,  and  subjected  to  a  test  voltage  of  35,700, 
duration  five  minutes,  and  heavy  fog  from  spray  at  end  of 
box  for  five  minutes  until  water  was  dripping  from  the  petti- 
coats, there  was  no  effect  except  slight  snapping  sound.  A 
heavy  spray  from  side  of  box  caused  current  to  arc  over 
immediately. 

Insulator  manufactured  by  the  Locke  Manufacturing 
Company  was  cleaned  and  put  in  testing  box.  Test  voltage 
of  about  55,000  volts  was  thrown  on;  salt  spray  was  turned 
on  insulator  from  the  side  of  the  box  but  with  no  effect. 
After  turning  spray  under  the  petticoats  and  getting  insulator 
wet  all  over  the  current  arced  over  as  soon  as  thrown  on. 

Foggy  Weather. 

Insulator  very  wet  from  the  fog  of  the  previous  night; 
drops  of  water  were  dripping  from  all  petticoats.  Eight 
transformers  thrown  on  and  a  decided  static  was  both  audible 


and   visible.     Dust   shaken   in   the  box  had   no   effect  on   the 
insulator. 

60,000-Volt,  Smooth  Top,  14-Inch  Insulator. 
Insulator  manufactured  by  the  Thomas  Insulator  Com- 
pany. Had  been  in  the  station  all  winter.  Well  covered 
with  dust  and  also  covered  with  moisture  from  fog.  Was 
put  in  the  testing  box  and  tested  up  to  55,000  volts.  No 
results.  A  thin  wire  was  then  connected  to  the  pin  and 
wrapped  around  the  petticoat  No.  2  at  point  "a"  (section) 
and  55,000  volts  thrown  on.  No  results  aside  from  a  barely 
visible  static  at  joints.  Wire  was  then  moved  up  to  the  point 
"b"  and  tested  with  55,000  volts  without  results  other  than 
an  increase  of  the  static.  The  end  of  the  wire  on  the  top 
of  the  insulator  was  then  brought  in  contact  with  the  top 
of  the  insulator  at  point  "c,"  two  inches  from  the  edge,  and 
the  static  increased  a  good  deal.  It  was  noted  here  that 
visible  static  discharges  jumped  from  the  bottom  of  petti- 
coat No.  3  to  the  wire  around  No.  2.  a  distance  of  1  inch 
instead  of  following  the  7  inches  of  dust-covered  surface 
between  the  two  points.  The  thin  wire  was  next  put  around 
petticoat  No.  3  at  the  point  "d,"  about  one  inch  from  the 
bottom,  and  the  wire  on  top  restored  to  position  "e";  55,000 
volts  were  thrown  on.  Current  arced  over  the  surface  be- 
tween the  points  "e"  and  "d,"  a  distance  of  14  inches. 

Nine-Inch  Top,  35,000-Volt,  Porcelain  Insulators. 

Had  been  on  crossarm  without  disturbing.  Coating  of 
dust  and  salt  accumulated  by  eight  months'  exposure  to  the 
weather.  Put  on  the  insulated  crossarm  in  the  testing  box. 
Pour  transformers  caused  a  heavy  static  discharge  over  the 
insulator.  Not  visible  but  made  evident  by  a  snapping  sound. 
Five  transformers  increased  the  snapping.     Six  transformers. 

«.^ Transformers.  220  fo 0CV Wis- — -3-  (Snitch s.25 flmp.  fuses 

r      .  ,„  „                                 H           £irtuif  Breakers 
(Each  Primary  fused  10.  flmp        u   rfa*jb 1 


Insulators  for   Exceptional   Service — Sketch   Snowing   Test   Rack   and 
Step-Up    Transformer    Connections. 

test  voltage  42,000,  20  minutes.  During  the  first  few  minutes 
static  flashes  were  visible  on  the  surface  of  the  under  petti- 
coat from  the  top  down,  but  these  gradually  disappeared  until 
only  the  snapping  was  heard.  Seven  transformers  were  tried; 
test  voltage,  48,720;  20  minutes.  Decided  flashing  on  under 
side  to  top  petticoat  and  on  top  of  bottom  one  for  first  few 
minutes,  and  then  only  an  occasional  flash.  Eight  trans- 
formers; voltage,  55,200;  30  minutes.  The  current  arced 
over  the  insulator  after  a  few  seconds,  throwing  the  breakers. 
When  thrown  on  again  only  occasional  flashes  were  visible 
for  the  rest  of  the  time. 

Similai  insulator  had  been  inside  of  the  station  for  eight 
months.  Was  well  covered  with  dust.  Seven  transformers: 
4S.300  volts;  20  minutes.  Small  bluish  flashes  near  cemented 
joint  for  first  few  minutes.  Eight  transformers;  55,200  volts: 
15  minutes.  Slight  increase  in  flashing.  At  the  end  of  15 
minutes  salt  spray  was  turned  on  insulator  and  current  arced 
over  at  once. 

Same  insulator;  test  voltage,  56,160;  8  minutes.  Insu- 
lator well  covered  with  dust  before  transformers  were 
thrown  on.  Immediately  current  arced  over  the  insulator  and 
breakers  came  out.  After  putting  the  breakers  in  three  times 
they  stayed  in  for  the  rest  of  the  test,  blue  flashes  around  the 
cemented  joint  being  visible  for  the  first  few  minutes. 

Same  insulator;  test  voltage,  35,700.  Salt  spray  turned 
on  insulator  from  end  of  testing  box.  No  effect.  Heavy 
spray  turned  on  insulator  from  side  of  box.  Current  arced 
over,  throwing  breakers.  Salt  spray  turned  under  the  petti- 
coat.    All  of  the  insulator  wet.     Breakers  would  not  stay  in. 

A  9-inch  insulator  well  covered  with  dust  and  wet  from 
the  fog  was  tested  with  35,000  volts.  Arced  over  immedi- 
ately, but  stood  up  all  right  with  27,000  volts. 

Similar  insulator.  Covered  alternately  with  salt  spray 
and  dust  until  muddy  all  over.  Tested  with  27,000  volts. 
Current  arced  over  immediately,  standing  up  all  right  with 
20,000   volts. 


Juue  15,  1907 


ELECTRIC    RAILWAY     REVIEW 


781 


A  9-inch  insulator  of  the  Locke  Xo.  409  type  was  put 
in  the  testing  box  with  a  special  galvanized  iron  fog  box 
and  spray  and  dust  put  on  it  from  end  of  testing  box.  The 
under  side  of  the  flat  top  was  about  as  free  from  dust  as  the 
under  side  of  its  single  petticoat. 

Fresh   Water  Tests. 

The  9-inch  insulator  was  wet  with  the  moisture  from  the 
fog  of  the  previous  night  on  top  and  on  outside  of  petticoat. 
Under  side  of  top  was  just  a  little  moist  and  under  side  of 
petticoat  was  covered  with  a  very  thin  film  of  moisture, 
barely  noticeable  when  rubbed  off  with  the  finger.  Voltage. 
35.000.  Moisture  of  the  night  before  on  it.  Xo  effect  beyond 
a  faint  static  discharge  near  the  cemented  joint.  A  heavy 
fresh  water  spray  was  turned  on  the  insulator  from  one  side 
and  a  little  above.  After  a  few  seconds  the  current  arced 
over.  With  transformers  on  again,  the  spray  was  turned 
on  from  the  end  of  the  box  and  from  above  at  an  angle  of 
about  45  degrees,  but  the  insulator  stood  up  all  right,  even 
when  the  spray  was  made  so  heavy  that  the  water  ran  off 
of  the  top  in  streams  almost  continuous  to  the  crossarm. 

Kern  Type  Insulator. 

An  insulator  of  the  Kern  type,  manufactured  by  C.  S. 
Knowles,  was  wiped  clean  and  tested  with  55,000  volts,  salt 
spray  being  turned  on  it,  but  it  stood  up  all  right  until  the 
spray  was  turned  under  the  petticoats. 


porcelain'  fog  bowl  insulator  the  moisture  was  heaviest  on 
surface  "3"  (see  illustration)  and  light  on  surfaces  "2."  "4' 
and  "5."  On  the  9-inch  fog  box  insulator  the  under  side 
of  the  top  and  petticoat  showed  very  little  moisture. 

Tested  both  insulators  to  35,000  volts.  No  result.  Middle 
petticoat  then  removed  from  the  porcelain  fog  bowl  insulator. 
No  result. 

About  55,000  volts  were  thrown  on  the  9-inch  fog  box 
insulator.  No  result.  Porcelain  fog  bowl  insulator  arced 
over  at  55,000  volts  when  the  middle  petticoat  was  removed. 
With  all  petticoats  on  there  was  no  effect. 

Nine-inch  insulator  covered  with  a  thin  film  of  moisture 
stood  about  4S.000  volts,  but  arced  over  at  about  55,000  volts. 

Creeping  Distance. 

On  the  surface  of  a  clean,  dry  petticoat  35,000  volts 
formed  an  arc  at  a  distance  of  3.25  inches;  57,000  volts  formed 
an  arc  at  a  distance  of  5.50  inches. 

Conclusions. 

From  careful  observations  of  the  tests,  briefly  outlined, 
the  following  conclusions  were  deduced: 

First:  Under  the  climatic  conditions  as  defined,  any 
insulator  used  for  33,000  volts  or  over,  i.  e.,  any  insulator 
used  within  the  limits  of  size  manufactured  at  present,  would 
have  to  be  cleaned  every  third  or  fourth  year.  It  is  doubtful 
if  even  a  very  considerable  increase  in  size  would  be  of  any 
advantage. 

Second:  The  use  of  the  so-called  "fog  boxes"  would 
afford  a  temporary  relief  on  small  insulators  and  increase  the 


Insulators    for    Exceptional    Service — Three    Types    of    Porcelain  Insulators    Subjected    to     Various    Tests. 


Same  insulator.  Well  covered  with  moisture  from  fog 
of  night  previous.  Test  voltage,  35,000.  Very  heavy  static 
flashes  on  the  surface  of  the  insulator.  Not  heavy  enough  to 
throw  the  circuit-breakers. 

Porcelain   Fog   Bowl    Insulator. 

This  insulator  was  of  special  design,  the  idea  being  to 
make  use  of  the  advantages  obtained  from  the  fog  box  and 
at  the  same  time  by  making  the  fog  box  of  porcelain  and 
supporting  it  on  the  under  petticoat  instead  of  the  crossarm 
to  reduce  the  sparking  distance  required  to  the  fog  box.  The 
several  parts  of  this  insulator  were  not  cemented  together. 
The  insulator  was  wiped  clean  and  mounted  on  a  piece  of 
1-inch  iron  pipe.  Test  voltage  of  35,100  volts  thrown  on. 
After  five  minutes  no  effect.  Salt  spray  turned  on  from  end 
of  box  for  five  minutes.  Water  dripped  from  all  of  the  petti- 
coats. No  effect.  With  the  transformers  off  dust  was  shaken 
on  the  insulator  until  the  moisture  was  dried  off  and  the 
outside  of  the  insulator  was  white  with  dust.  On  raising  up 
the  top  petticoat  its  under  side  was  found  to  be  practically 
free  from  dust.     Test  voltage,   35,000.     No  effect. 

Insulator  again  covered  with  dust.  Test  voltage,  56,600. 
After  five  minutes,  no  effect.  Spray  turned  on  from  end  of 
box.  Very  small  amount  of  spray  caused  the  current  to  arc 
over  through  the  drain  holes  in  the  porcelain  fog  bowl. 

Salt  spray  turned  on  this  insulator  from  the  top  of  the 
box  at  an  angle  of  45  degrees  caused  the  current  to  arc  over 
at  56,000  and  35,000  volts.  Spray  was  turned  on  a  60,000-volt 
insulator,  well  covered  with  dust  from  the  top  of  the  box,  but 
!"  no  effect.  Fog  bowl  wet  from  fog.  Water  dripping  from 
petticoat.  ICight  transformers  thrown  on.  No  effect.  Dust 
shaken  in  box.     No  effect. 

Porcelain   Fog   Bowl  and  9-Inch   Fog   Box  Insulators. 

The  porcelain  fog  bowl  insulator  and  the  9-inch  Insulator 

in    its   galvanized   iron   fog  box   were  left   in   the   testing   box 

night  and  ii<came  well  covered  with  moisture.     On  tin- 


time  between  cleanings.  On  the  larger  insulators,  i.  e.,  insu- 
lators for  over  20,000  volts,  the  fog  boxes  would  not  be  of  any 
advantage  owing  to  the  fact  that  the  distance  between  the 
boxes  and  the  petticoats  of  the  insulator  would  have  to  be 
so  large  that  it  would  afford  no  protection  from  dust  and 
spray.  The  expense  of  fog  boxes  also  would  be  prohibitive 
on  larger  size  insulators. 

Third:  Of  the  three  causes  of  trouble,  namely,  salt  spray, 
dust  and  fog  from  the  ocean,  the  latter  is  of  minor  conse- 
quence, and  any  transmission  line  away  from  the  combined 
influences  of  the  first  two  would  meet  with  comparatively 
little  trouble. 

Fourth:  The  most  satisfactory  insulator  for  the  condi- 
tions stated  above  is  one  having  as  few  "still  air"  spaces  as 
possible,  i.  e.,  an  insulator  exposing  a  large  proportion  of  its 
surface  to  the  action  of  the  wind.  An  insulator  having  as 
flat  a  top  as  practical  to  manufacture  in  the  size  desired.  An 
insulator  having  one  long  petticoat,  or.  if  necessary  to  get 
the  required  surface,  two  long  petticoats,  although  tin-  latter 
has  the  objection  of  providing  a  "still  air"  space  between  the 
two  petticoats,  reached  neither  by  wind  nor  rain  and  difficult 
to  clean. 

Fifth:  The  results  and  conclusions  suggest  the  possi- 
bility of  an  insulator  for  very  high  voltages  being  mad'  up 
of  several  pieces  of  porcelain  or  glass  shaped  something  like 
the  present  insulator  tops  and  placed  one  below  the  other. 

Acknowledgment  is  due  to  W.  G.  Vincent,  Jr..  assistant 

electrical  engineer,  Ocean   Shore  Railway,   tor  assisti 

performing  these  lests. 


7S2 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.   No.   24. 


THE    NEW    STEEL   CARS    OF   THE    HUDSON    COMPANIES. 


BY    HUGH    IIAZELTOX. 


The  plans  of  the  Hudson  Companies,  which  are  build- 
ing a  double  set  of  tunnels  from  Cortlandt  street,  New  York, 
through  Jersey  City  and  Hoboken  to  Christopher  street  and 
thence  by  Sixth  avenue  to  Thirty-fourth  street,  New  York 
(The  Electric  Railway  Review,  November,  1906,  page  893), 
have  been  generally  discussed  in  the  technical  press,  but  little 
has  been  said  about  the  rolling  stock  to  be  used.  In 
designing  the  cars  for  this  service  the  engineers  have  had 
three  requirements  constantly  in  mind: 

First — The  car  must  be  absolutely  fireproof. 

Second — Doors  must  be  arranged  so  that  passengers  may 
enter  and  leave  with  least  delay. 

Third — The  weight  must  be  kept  as  low  as  is  consistent 
with  safety. 

Fireproof   Materials. 

In  order  to  make  the  car  absolutely  fireproof  unusual 
precautions  have  been  taken.  The  entire  car  body  is  made 
of  steel,  including  doors,  roof  and  headlining.  The  floor  is 
made  of  "monolith"  cement,  laid  on  steel,  with  ^-inch  finish 
of  carborundum  cement,  which  is  used  as  a  substitute  for 
maple  strips.  The  seat  cushions  and  backs  are  covered  with 
a  metal  fabric  instead  of  with  rattan.  All  insulated  wires 
are  covered  with  an  asbestos  braid  and  are  placed  in  iron 
conduit   pipes.     The   magnet   coils   of  the   control   equipment 


Hudson    Companies    Cars — Interior    View,    Showing    Seats    and 
Stanchions. 

are  insulated  with  mica  and  asbestos,  in  place  of  the  usual 
covering  of  cotton  tape. 

Arrangement   of   Doors. 

In  order  to  facilitate  rapid  movement  of  passengers,  the 
car  is  designed  as  indicated  in  the  illustration,  with  wide  center 
doors,  side  seats,  and  an  unobstructed  passageway  between 
the  car  platforms  and  the  interior  of  the  car.  This  arrange- 
ment minimizes  the   time  of   station   stops   without   sacrifice 


of  carrying  capacity.  At  the  terminals  the  cars  will  dis- 
charge passengers  on  one  side  to  an  incoming  platform  and 
will  receive  passengers  on  the  opposite  side  from  a  special 
outgoing  platform.  These  provisions  are  particularly  neces- 
sary owing  to  the  density  of  traffic  and  the  close  headway  of 
trains  during  the  rush  hours. 

Reduction    in    Weight. 

In  a  local  service  like  that  of  the  Hudson  Companies 
the  stations  are  from  one-third  to  one-half  mile  apart,  and 
a  large  percentage  of  the  power  for  operating  the  cars  is 
required   for  their  acceleration.     For  this  kind  of  service  it 


■M 

\ 

Hudson   Companies   Cars — End    View   of   Completed   Car. 

is  particularly  desirable  to  minimize  the  weight  of  the  cars 
as  much  as  considerations  of  safety  will  permit.  The  prob- 
lem which  presented  itself  to  the  engineers  of  the  Hudson 
Companies  was  to  design  a  steel  car  with  center  doors  and 
of  the  least  possible  weight. 

The  type  of  construction  used  on  Interborough  subway 
steel  cars  was  at  first  considered,  but  was  not  found  ap- 
plicable on  account  of  the  decision  to  use  center  doors.  The 
unbroken  side  of  the  Interborough  car  below  the  window  sill 
forms  a  plate  girder  about  three  feet  in  depth.  To  introduce 
a  center  door  in  a  car  of  this  type  would  have  made  it  neces- 
sary to  cut  the  girder  in  two,  and  no  satisfactory  way  was 
found  to  frame  around  the  door  without  adding  materially 
to  the  weight. 

The  use  of  drop  frame  girders  at  each  side  of  the  car 
below  the  floor  line  was  also  considered,  but  as  such  girders 
are  limited  in  depth  by  clearance  requirements  to  16  inches 
or  18  inches,  it  would  have  been  necessary  to  make  them  of 
heavy  sections  which  would  have  added  materially  to  the 
weight  of  the  car. 

Truss  Frame. 

The  truss  frame  as  illustrated  herewith  was  finally 
designed  as  the  best  solution  of  the  problem.  This  truss 
frame  is  arranged  in  five  panels,  the  center  door  occupying 
the  middle  panel.     As  the  depth  of  this  truss  is  about  seven 


June  15,  1907. 


ELECTRIC    RAILWAY    REVIEW 


783 


feet,  it  follows  that  its  weight,  for  a  given  strength,  is  much 
less  than  that  of  any  girder  or  truss  construction  which  can 
be  placed  below  the  car  floor.  The  bottom  chord  of  the  truss 
is  a  6-inch  channel  carried  below  the  door  sills  and  extending 
from  end  to  end  of  the  car.  The  top  chord  is  a  similar  chan- 
nel placed  above  the  doors  and  extending  the  length  of  the 
car.  The  vertical  members  of  the  truss  frame  are  8-inch 
channel  posts  spaced  at  uniform  distances,  and  placed  be- 
tween pairs  of  windows.  Below  the  window  sills  these  posts 
are  braced  by  diagonal  members  to  the  bottom  chord.  Above 
the  window  sill  the  posts  are  reinforced  by  angle  irons  and 
plates,  which  arch  over  the  pairs  of  windows  and  are  riveted 
to   the   top   chord.     At   the  center  door  the   top   and  bottom 


timbers,  and  if  the  buffer  timber  of  one  car  is  forced  up 
over  that  of  the  adjacent  car,  it  will  be  stopped  by  the  steel 
castings  before  damage  is  done  to  the  end  of  the  car. 

Side  Sheathing   and   Car   Roof. 

The  sheathing  of  the  ends  and  sides  of  the  car  consists 
of  steel  plates  1/16  inch  thick.  These  plates  are  riveted  to 
the  truss  frame  after  the  latter  is  in  place,  and  none  of  the 
rivets  which  hold  the  truss  frame  together  pass  through  the 
sheathing.  Therefore  the  plates  may  be  removed  for  repairs 
without  disturbing  the  truss  frame. 

The  roof  is  made  of  1/16-inch  steel  plates,  coated  on  both 
sides    with    lead.     The    roof    plates    are   supported    by    angle 


Hudson   Companies   Cars — Underframe,   Showing   Sills,   Connections   and    Reinforcement. 


chords  are  reinforced  by  bulb  angles,  and  similar  bulb  angles 
are  riveted  to  the  bottom  chord  below  the  end  doors  to  fur- 
nish additional  support  for  the  car  platforms.  The  truss 
frame  is  designed  to  carry  the  entire  weight  of  the  car  with 
full  passenger  load  with  a  fiber  stress  not  to  exceed  12,000 
pounds  per  square  inch  in  any  member. 

Underframe. 

The  underframe  of  the  car  is  shown  in  an  accompanying 
engraving.  The  side  sills  are  made  of  the  6-inch  channels 
already  described  as  a  part  of  the  truss  frame.  The  center  sills 
are  6-inch  I-beams,  which  run  from  end  to  end  of  the  car.  The 
needle  beams  are  composed  of  angles  with  truss  rods  and 
turn-buckles.     The   attachment   of  the   needle   beams   to   the 


irons  bent  to  conform  to  the  shape  of  the  roof  and  spaced 
about  14  inches  apart.  The  plates  are  secured  in  place  by 
%-inch  rivets  with  heads  soldered,  and  all  seams  between 
plates  are  lapped  and  soldered. 

Interior   Finish   and    Monolith    Floor. 

The  headlining  and  side  panels  on  the  interior  of  the 
car  are  of  steel  1/32  inch  thick,  and  all  window  guides  and 
post  covers  are  made  of  steel  plates  pressed  to  the  required 
shapes. 

The  floor  is  made  of  "monolith"  cement,  laid  on  gal- 
vanized "Keystone"  iron,  which  securely  holds  the  cement 
down  to  the  metal.  The  top  surface  is  coated  with  a  layer 
of    cement   containing    about    30    per    cent    of    carborundum. 


Hudson   Companies   Cars — Body   Framing,   Showing    Holes  for  Application  of   Sheathing. 


side  sills  is  made  by  means  of  bent  plates,  which  serve  also 
to  Btiffen  the  posts  against  side  pressure. 

End  Sills. 

The  end  sills  in  this  design  have  been  made  unusually 
strong  in  order  to  distribute  the  strains  due  to  impact 
to  the  center  and  side  sills.  Attention  is  called  to  the  shelf 
angle  which  is  secured  to  the  end  sill  for  the  support  of  the 
drawbar.  This  shelf  angle  furnishes  a  stronger  support  than 
the  sector  bar  usually  employed  for  the  purpose. 

To  prevent  the  telescoping  of  car  platforms  in  the  event 
of  a  collision,  two  heavy  steel  castings,  shown  in  the  side  view, 
have  been  riveted  to  the  ends  of  the  center  sills.  These 
castings  extend  about  eight  Inches  above  the  top  of  the  buffer 


This  forms  a  hard  wearing  surface,  and  the  sharp  particles 
of  carborundum    prevent   slipping. 

Seats. 

The  longitudinal  seats  are  provided  with  partitions,  as 
illustrated.  These  partitions  consist  of  steel  plates  which 
extend  from  the  seat  cushion  to  a  height  a  little  above 
the  shoulder  of  a  seated  passenger.  The  top  edge  of  the 
partition  is  finished  with  a  1-inch  pipe  bent  to  a  graceful 
curve.  These  partitions  are  high  enough  to  form  a  support 
to  the  passenger  and  thus  obviate  the  disagreeable  effect 
due  to  the  sudden  starting  and  stopping  of  trains. 

The  Hale  &  Kilburn  Manufacturing  Company,  which  is 
furnishing  the   seat   cushions   and   backs,   has   developed   for 


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ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  24. 


the  Hudson  Companies'  cars  a  metal  fabric  which  is  to  be 
used  as  a  covering  in  place  of  rattan.  The  frames  of  the 
cushions  are  made  of  pressed  steel,  and  the  seats  are,  there- 
fore, fireproof  throughout. 

Vertical   Hand   Rods. 

A  vertical  hand  rod  is  located  at  each  of  the  seat  parti- 
tions; this  rod  extends  from  the  seat  to  the  ceiling  fixture 
which  supports  the  hand  strap  rod.  The  vertical  hand  rods 
furnish)  convenient  supports  for  standing  passengers. 

Sliding    Doors. 

Steel  sliding  doors  are  provided  at  the  sides  of  the  car 
and  in  the  vestibuled  ends.  Each  door  is  supported  on  a 
ball-bearing  hanger  which  runs  on  a  track  above  the  door. 
A  piece  of  rubber  hose  is  attached  to  the  edge  of  the  door  to 
prevent  the  possibility  of  pinching  the  fingers  of  passengers 
when  the  door  closes. 

The  doors  are  being  furnished  by  Hale  &  Kilburn  Manu- 
facturing Company,  and  the  ball-bearing  hangers  by  the  Pitt 
Car  Gate  Company. 

Door-Operating  Mechanism. 

The   doors   are   operated   by   air  cylinders   controlled   by 


tern,  each  car  is  provided  with  four  emergency  lamps,  which 
are  supplied  from  a  60-volt  storage  battery  on  each  car.  In 
case  the  power  goes  off  the  line,  the  emergency  lamps  con- 
tiue  to  be  lighted  from  the  battery. 

Storage    Battery. 

The  storage  battery  consists  of  30  cells  having  a  dis- 
charge rate  of  1%  amperes  for  eight  hours.  The  battery  is 
placed  in  series  with  the  six  circuits  of  five  lamps  each,  and 
the  four  emergency  lamps  are  connected  across  the  terminals 
of  the  battery.  The  four  60-volt  lamps  take  nearly  the  same 
number  of  amperes  as  the  30  lamps  in  the  main  lighting 
system,  so  that  the  battery  normally  "floats"  on  the  line. 
The  storage  batteries  are  furnished  by  the  Gould  Storage 
Battery  Company. 

Destination   Signals. 

The  destination  signals  are  placed  above  the  ceiling  of 
the  vestibule  at  each  end  of  the  car.  Each  signal  consists 
of  a  stationary  lamp  surrounded  by  a  cylinder  containing  four 
segments  of  glass  of  different  colors.  This  cylinder  may  be 
turned  from  the  vestibule  by  the  guard  or  motorman.  The 
lamp  is  accessible  from  the  vestibule  by  means  of  a  hinged 
door  at  the  bottom  of  the  cylinder.     A  fixed  lens  is   placed 


Hudson   Companies  Cars — View   of  One   Side   of  Car,   Showing   How   Sheathing   is   Riveted  to  Framework. 


the  guard.  The  piston  has  a  stroke  of  about  15  inches,  and 
in  order  to  increase  the  movement  to  equal  the  door  travel 
a  rack  and  pinion  is  used.  The  mechanism  is  so  arranged 
that  the  door  moves  up  to  the  end  door  post,  but  does  not 
strike  against  it. 

The  air  cylinders  are  connected  by  pipes  to  air  valves, 
which  are  located  at  the  ends  of  the  car.  The  guard  opens 
and  closes  the  doors  by  operating  these  air  valves.  This 
door-operating  mechanism  is  supplied  by  the  Burdette  & 
Rountree  Manufacturing  Company. 

Door   Signal. 

To  prevent  the  starting  of  the  train  before  all  doors 
are  closed,  it  is  proposed  to  provide  an  electrical  signal  wire 
throughout  the  train,  with  a  bell  or  indicating  lamp  in  the 
motorman's  cab,  and  with  contacts  at  each  door  so  arranged 
that  every  door  must  be  closed  before  the  motorman  receives 
the  signal  to  start. 

Car  Lighting. 

Each  car  is  equipped  with  thirty  10-candlepower  incan- 
descent lamps,  two  of  which  are  placed  above  each  vestibule. 
Switches  are  provided  so  that  the  current  may  be  trans- 
ferred from  the  two  vestibule  lamps,  in  the  end  occupied  by 
the  motorman,  to  the  two  lamps  in  the  destination  signals. 
As  the  cars  are  to  be  operated  exclusively  in  tunnel  service, 
the  30  lamps  will  be  lighted  continuously. 

In  addition  to  the  30  lamps  in  the  regular  lighting  sys- 


in  front  of  each  destination  signal.  The  destination  signals 
were  designed  by  Hudson  Companies  engineers  and  furnished 
by  the  Adams  &  Westlake  Company. 

Drawbars  and  Air  Brakes. 

The  drawbars  are  of  the  radial  type,  designed  for  clear- 
ances with  cars  on  a  90-foot  radius  curve.  The  drawbars  are 
made  of  85-pound  bent  rails  with  Van  Dorn  couplers. 

The  cars  are  equipped  with  Westinghouse  automatic  air 
brakes.  The  type  of  brake  is  designated  as  Schedule  A.  M. 
M.,  which  includes  the  following  features: 

Quick  recharge  of  auxiliary  reservoir. 

Quick  service  application  of  brake. 

Graduated  release  of  brake  cylinder  pressure. 

High-pressure  emergency  application. 

Electro-pneumatic  operation  of  triple  valves. 

This  air  brake  equipment  is  intended  especially  for  the 
class  of  service  required  of  Hudson  Companies  cars,  and  is 
of  the  latest  and  most  improved  design. 

Each  car  is  supplied  with  air  by  a  Westinghouse  D-2-E.G. 
motor-driven  air  compressor,  which  has  a  piston  displace- 
ment of  20  cubic  feet  of  air  per  minute.  In  addition  to  the 
air  brakes,  each  car  has  a  complete  system  of  independent 
hand  brakes. 

Headlights. 

Two  oil  headlights  are  placed  on  the  front  end  of  the  for- 
ward car  in  a  train,  and  two  similar  lanterns  are  placed  at  the 


June  15,  1907 


ELECTRIC    RAILWAY    REVIEW 


rss 


rear  end  of  the  rear  car,  showing  red, 
These  lanterns  are  also  furnished  by 
Company. 

Heaters. 


to  serve  as  "tail"  lights, 
the  Adams  &  Westlake 


The  heaters  are  of  the  panel  type  placed  below  the  seats. 
The  heater  coils  are  arranged  in  two  circuits,  which,  at  600 
volts,  take  7  amperes  and  14  amperes,  respectively.  The 
heaters  are  furnished  by  the  Consolidated  Car  Heating  Com- 
pany. 

Control    Equipment. 

The  latest  type  of  Sprague-General  Electric  multiple-unit 
control  has  been  adopted,  and  a  number  of  improvements 
have  been  made  in  the  materials  used  for  insulation  to  render 
them  fireproof.  For  example,  in  the  contactor  and  reverser 
coils  mica  and  asbestos  have  been  substituted  for  cotton  tape, 
and  all  insulation  in  molded  forms  has  been  made  of  fireproof 
material. 

The  control  equipment  on  each  car  includes  a  current 
limit  relay  which  provides  automatic  acceleration  of  the  train 


Tires,  5V4  inches,  M.  C.  B.  tread. 

Axles,  hammered  steel,  4%  inches  at  center,  5%  inches 
at  wheel  seat. 

The  wheels  are  of  solid  steel,  forged,  and  were  made  by 
the  Standard  Steel  Wheel  Company. 

Motors. 

Each  car  is  equipped  with  two  160-horsepower  motors 
furnished  by  the  General  Electric  Company  and  of  the  type 
known  as  G.  E.  No.  76.  This  motor  has  been  specially  de- 
signed for  the  Hudson  Companies'  service,  but  follows  closely 
the  design  of  the  G.  E.  66,  a  motor  which  has  given  such 
good  service  on  the  Manhattan  Elevated.  In  the  G.  E.  76 
motor  the  armature  speed  has  been  reduced  and  improve- 
ments have  been  made  in  commutation. 

Contact  Shoes. 

The  contact  shoes  are  of  the  hinged  type,  similar  to  those 
used  in  the  subway  cars  of  the  Interborough  Rapid  Transit 
Company.     The  shoe  is  pressed  down  on  the  contact  rail  by 


Hudson    Companies    Cars — Body    with    Sheathing    in    Place. 


with  predetermined  current  in  the  motors.  This  relay,  how- 
ever, does  not  prevent  manual  operation  of  the  master  con- 
troller at  less  than  the  predetermined  current  if  desired. 

The  motor  circuit  is  protected  by  a  copper  ribbon  fuse 
with  magnetic  blowout,  and,  in  addition,  by  a  circuit-breaker 
with  tripping  and  resetting  coil.  The  circuit-breakers  in  all 
of  the  cars  in  the  train  may  be  set  or  tripped  by  means  of  a 
switch  located  in  the  motorman's  cab  of  each  car. 

A  bus  line  cable  is  installed  on  each  car  which  will  con- 
nect the  contact  shoes  of  all  cars  in  the  train.  The  bus  line 
cable  prevents  loss  of  current  when  passing  through  cross- 
overs. 

Trucks. 

The  motor  and  trailer  trucks  are  of  the  M.  C.  B.  type, 
and  were  built  by  the  Baldwin  Locomotive  Works.  The  motor 
trucks  have  the  following  general  dimensions: 

Wheel  base,  6  feet  6  inches. 

Wheel  diameter,  34%  inches. 

Tires,  rolled  steel,  5%  inches,  M.  C.  B.  tread. 

Axles,  hammered  steel,  6  inches  diameter  at  center,  6% 
inches  at  wheel  seat. 

The  wheels  have  cast-steel  spoked  centers  and  rolled 
steel  tires,  held  on  by  double  retaining  rings.  One  wheel  on 
each  axle  has  an  extended  hub,  upon  which  is  shrunk  the 
driving  gear. 

The  general  dimensions  of  the  trailer  truck  are: 

Wheel  base,  5  feet  6  inches. 

Wheel  diameter,  30  inches. 


springs  which  give  a  tension  of  15  pounds. 
Contact-Shoe  Fuses. 
An  inclosed  fuse  protected  by  an  asbestos  lined  wooden 
box  is  located  directly  above  each  contact  shoe.  The  fuse 
base  is  mounted  on  springs  in  order  to  reduce  the  vibration, 
and  thereby  prolong  the  life  of  the  fuse  link.  Each  fuse  is 
designed  to  carry  650  amperes  continuously. 

General    Dimensions. 

Some  of  the  controlling  dimensions  of  the  car  are: 

Length.  38  feet  2%  inches  over  body  posts;  48  feet  over 
buffers. 

Width,  8  feet  10  inches  over  corner  posts. 

Height,  12  feet  rail  to  roof. 

Height  of  drawbar,  29%  inches. 

Truck  centers,  33  feet. 

Truck  wheel  base,  motor  truck,  6  feet  6  inches;  trailer 
truck,  5  feet  6  inches. 

Wheel  diameter,  motor  truck,  34%  inches;  trailer  truck. 
30   inches. 

The  cars  above  described  were  designed  and  built  under 
the  direction  of  L.  B.  Stillwell,  consulting  electrical  engineer, 
and  F.  M.  Brinckerhoff,  who  has  followed  the  details  of  this 
work  and  to  whom  many  of  the  novel  features  are  due. 

Fifty  cars  have  been  ordered  for  the  initial  operation  of 
the  Hudson  Companies  tunnels.  Forty  of  the  car  bodies  are 
being  built  at  Berwick  by  the  American  Car  &  Foundry  Com- 
pany and  10  car  bodies  at  McKees  Kick.;  b;   the  Pre  sed  Steel 


7S6 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  Xo.  24. 


Car  Company.  The  writer  is  indebted  to  the  latter  company 
for  several  of  the  photographs  which  illustrate  this  article. 
The  first  one  of  these  cars  is  at  present  being  equipped 
with  electrical  and  air  brake  apparatus.  The  50  cars  are  to 
be  ready  for  operation  in  September,  and  it  is  expected  that 
the  line  between  Hoboken  and  Sixth  avenue,  Xew  York,  will 
be  opened  for  passengers  a  few  weeks  later. 


SCHOOL  OF   RAILWAY   ENGINEERING  AND  ADMINISTRA- 
TION  AT  THE   UNIVERSITY  OF   ILLINOIS. 


ANNUAL    MEETING    OF   THE    NEW    YORK    STATE    ASSO- 
CIATION. 


J.  H.  Pardee,  secretary,  611  West  One  Hundred  and 
Thirty-seventh  street,  New  York  City,  has  announced  the 
program  of  the  twenty-fifth  annual  convention  of  the  Street 
Railway  Association  of  the  State  of  Xew  York,  which  will  be 
held  at  Hotel  Champlain,  Lake  Champlain.  Xew  York,  on 
June  25  and  26. 

The  first  session  will  be  held  at  10  a.  m.  on  Tuesday, 
June  25,  and  following  the  address  by  the  president  and  the 
reports  of  the  executive  committee,  secretary,  treasurer  and 
committees,  the  following  papers  will  be  read:  "Some  Phases 
of  Electric  Railway  Accounting,"  by  J.  C.  Collins,  secretary 
Rochester  Railway  Company;  and  "Existing  Shop  Practice  in 
Central  Xew  York,"  by  W.  H.  Collins,  general  superintendent 
Fonda  Johnstown  &  Gloversville  Railroad. 

At  the  Wednesday  morning  session  papers  will  be  read 
as  follows:  "Recent  Improvements  in  Motors  and  Control," 
by  G.  H.  Hill,  railway  engineer  General  Electric  Company, 
and  Clarence  Renshaw,  railway  engineer  Westinghouse  Elec- 
tric &  Manufacturing  Company;  "Relation  Between  Mainte- 
nance of  Way  and  Equipment,"  by  W.  R.  W.  Griffin,  superin- 
tendent Rochester  &  Eastern  Rapid  Railway  Company: 
"Power,"  by  S.  B.  Storer,  Xiagara  Lockport  &  Ontario  Power 
Company. 

The  afternoon  session  on  Wednesday  will  be  devoted  to 
unfinished  business  and  the  election  of  officers. 

The  following  entertainments  have  been  arranged: 
Tuesday  afternoon,  excursion  to  the  far-famed  Ausable 
Chasm.  Wednesday  afternoon,  ball  game  between  railway 
and  supply  men.  Many  short  trips  can  be  made  to  points  of 
interest  on  Lake  Champlain. 

Mr.  W.  Caryl  Ely  will  act  as  toastmaster  at  the  banquet, 
which  will  be  held  at  7:30  o'clock  on  Tuesday  evening. 
Banquet  tickets  will  be  provided  for  members,  associate  mem- 
bers, guests  and  the  ladies.  Each  allied  member  will  receive 
one  banquet  ticket.  Extra  banquet  tickets  will  be  sold  at 
$5.00  each. 

Mr.  E.  S.  Fassett,  Albany,  X.  Y.,  chairman  of  the  enter- 
tainment committee,  will  arrange  for  hotel  accommodations 
upon  request. 

Xo  provisions  have  been  made  for  a  general  exhibit  of 
appliances  and  apparatus  by  allied  members,  but  any  exhibit 
will  be  welcomed  and  arrangements  for  space  can  be  made 
directly  with  Hotel  Champlain  or  Mr.  E.  L.  Brown,  manager, 
1354  Broadway,  New  York. 

The  Empire  State  Gas  and  Electric  Association  has  ar- 
ranged for  a  meeting  at  Hotel  Champlain  on  Thursday,  June 
27,  and  has  extended  to  this  association  a  cordial  invitation 
to  attend. 

Arrangements  have  been  made  with  the  Trunk  Line  Asso- 
ciation for  a  special  rate  of  a  fare  and  one-third  on  the 
certificate  plan.  Hotel  Champlain  is  on  the  Delaware  &  Hud- 
son Railroad  and  can  also  be  reached  by  Lake  Champlain 
boats. 

Further  information  will  be  gladly  furnished  by  J.  H. 
Pardee,  secretary,  611  West  One  Hundred  and  Thirty-seventh 
street,  Xew  York. 


An  experimental  railroad  for  testing  signaling  devices, 
materials  used  in  track  construction  and  different  types  of 
motor  cars  for  railroad  use,  has  been  built  by  the  railway 
department  of  the  German  government.  The  road  is  double- 
tracked  and  the  line  is  oval  in  form,  having  a  length  of  5,760 
feet. 


The  University  of  Illinois.  Urbana,  111.,  has  established  a 
School  of  Railway  Engineering  and  Administration  which  will 
afford  specialized  training  in  all  branches  of  steam  and  elec- 
tric railway  work.  The  purposes  of  the  new  school  and  the 
details  of  the  various  courses  to  be  offered  are  fully  described 
in  the  University  Bulletin,  from  which  the  following  extracts 
have  been  taken: 

In  the  employ  of  the  railroads  of  the  country  there  are 
approximately  12.000  persons  who  are  classed  as  officials. 
Of  this  number  a  considerable  proportion  occupy  positions 
whose  powers  and  duties  require  the  possession  of  more  than 
average  ability,  and  such  positions  must  always  prove  at- 
tractive to  ambitious  men. 

Ever  since  such  graduates  have  been  available  the  rail- 
ways have  recruited  many  of  the  men  for  their  engineering 
departments  among  the  graduates  of  technical  schools:  and 
the  success  of  these  men  has  amply  justified  the  procedure 
here  as  in  other  fields  of  industry.  The  rapid  growth  of 
railway  organizations,  with  the  attendant  increase  of  responsi- 
bility resting  upon  those  in  their  service,  has  made  more 
necessary  a  proper  preliminary  training  for  all  branches  of 
this  work:  and  each  year  has  seen  an  increase  in  the  num- 
ber of  men  selected  for  this  service  from  our  engineering 
schools. 

Within  recent  years  there  has  developed  a  tendency — 
now  quite  marked  in  some  railways — occasionally  to  select 
men  for  higher  executive  positions  from  the  departments  of 
maintenance  of  way  and  of  motive  power  instead  of  taking 
them,  as  heretofore,  almost  exclusively  from  the  traffic  and 
operating  departments.  This  tendency  not  only  renders  more 
urgent  the  necessity  of  special  training,  but,  on  the  other 
hand,  makes  more  attractive  the  service  in  the  engineering 
departments. 

There  are  many  reasons  why  similar  specialized  pre- 
liminary training  should  prove  equally  desirable  for  those 
w'ho  expect  to  enter  the  non-technical  departments  of  rail- 
ways, where,  in  the  administrative  positions,  responsibilities 
are  frequently  greater:  and  it  is  probable  that  here,  as  in  the 
engineering  departments,  efficiency  and  the  chances  of  ulti- 
mate success  would  be  furthered  by  such  training.  It  is  only 
recently,  however,  that  there  has  been  available  in  this  coun- 
try any  except  the  most  elementary  and  limited  education 
in  preparation  for  commercial  work,  and  where  courses  of 
commerce  have  been  established  in  our  universities  they 
have  been  usually  arranged  without  reference  to  railway 
work. 

All  these  considerations  point  toward  the  desirability  of 
special  recognition  of  the  needs  of  railways  and  of  prospective 
railway  employes  in  our  educational  institutions.  Accord- 
ingly, there  has  recently  been  established  at  this  university 
a  School  of  Railway  Engineering  and  Administration  whose 
function  it  is  to  co-ordinate  the  various  facilities  of  the  uni- 
versity so  as  to  provide  specialized  training  for  all  branches 
of  railway  service  and  to  otherwise  further  this  work.  In 
developing  this  plan  there  has  been  created  in  the  College  of 
Engineering  a  new  department  of  railway  engineering:  and 
the  department  of  economics  of  the  College  of  Literature  and 
Arts  has  added  to  its  business  courses  one  in  railway  adminis- 
tration. 

It  is  the  purpose  of  this  school  to  provide  courses  of  train- 
ing which  shall  prepare  men  to  become  efficient  workers  in 
the  financial,  traffic  and  operating  departments  as  well  as  in 
the  engineering  departments  of  both  steam  and  electric  rail- 
ways. 

At  present  there  are  offered  the  four  following  courses: 

1.  Course  in  railway  civil  engineering. 

2.  Course  in  railway  electrical  engineering. 

3.  Course  in  railway  mechanical  engineering. 

4.  Course  in  railway  administration. 

The  main  object  of  these  courses  is  to  provide  a  thor- 
ough training  in  theory  and  general  principles  amply  illus- 
trated and  fixed  by  practice.  It  is  recognized  that  this  pre- 
liminary training  can  be  completed  only  in  actual  practice, 
and  that  its  chief  service  must  be  to  develop  the  ability  to 
economically  acquire  information  and  to  accurately  apply  it. 

The  courses  in  railway  civil  engineering  and  railway 
mechanical  engineering  are  intended  primarily  for  those  who 
expect  to  enter  the  service  of  steam  roads  in  the  departments 
of  maintenance  of  way  and  of  motive  power;  while  the  course 
in  railway  electrical  engineering  is  arranged  for  those  who 
will  find  employment  in  electric  railways  or  in  the  service  of 
steam  roads  with  electrified  lines.  Each  course  occupies  four 
years. 

The  course  in  railway  administration  aims  to  prepare 
men   for   service  in  all  departments  of  railway  work,   other 


June  15,  1907 


ELECTRIC    RAILWAY    REVIEW 


than  the  engineering  and  the  legal.  For  these  lines  of  work, 
of  course,  technically  trained  engineers  and  lawyers  are  re- 
quired. The  course  is  four  years  in  length,  and  is  framed 
so  as  to  give  wide  knowledge  and  training  in  the  specific 
matters  which  relate  to  the  organization  and  operation  of  all 
departments  of  railway  administration,  while  at  the  same  time 
giving  the  student  a  liberal  education. 

Railway    Civil    Engineering. 

For  the  work  of  the  course  in  railway  civil  engineering 
there  is  available  all  the  equipment  of  the  department  of 
civil  engineering.  This,  in  addition  to  the  cement  and  the 
road  materials  laboratories,  comprises  a  complete  collection 
of  the  usual  field  instruments.  The  proximity  of  three  steam 
railways  and  of  one  electric  road  provides  opportunities  for 
field  work  and  for  demonstrations  from  practice. 

Railway    Electrical    Engineering. 

In  addition  to  the  well-equipped  electrical  engineering 
department  laboratories,  in  which  railway  engineering 
students  do  their  preliminary  laboratory  work,  the  railway 
department  owns  a  200-horsepower  electric  test  car.  This 
car,  of  the  interurban  type,  was  designed  especially  for  ex- 
perimental work  and  was  built  in  1905.  It  is  equipped  with 
four  50-horsepower  direct-current  motors  and  with  the  West- 
inghouse  multiple  control  system.  The  car  is  supplied  with 
recording  voltmeters,  ammeters  and  wattmeters,  and  with 
auxiliary  measuring  and  recording  devices  by  means  of  which 
there  is  automatically  made  a  graphical  record  of  voltage, 
current,  power,  speed,  acceleration,  time  and  curvature.  The 
possession  of  this  car  renders  possible  a  great  variety  of 
experimental  work. 

By  the  courtesy  of  the  Illinois  Traction  System,  whose 
lines  are  at  present  operated  between  the  cities  of  Danville, 
Urbana,  Champaign,  Decatur,  Bloomington,  Springfield  and  St. 
Louis,  the  department  is  enabled  to  operate  this  car  on  their 
lines  and  obtains  by  their  co-operation  in  other  respects  ex- 
ceptional opportunities  for  giving  instruction,  and  for  investi- 
gating the  technical  problems  of  electric  traction. 

Railway  Mechanical   Engineering. 

Three  railroads  enter  Urbana  and  Champaign,  the  Illinois 
Central,  the  Wabash  and  the  Cleveland  Cincinnati  Chicago 
&  St.  Louis  railways;  the  division  shops  of  the  last  also  being 
situated  here.  With  the  three  railroads  mentioned  the  de- 
partment enjoys  most  cordial  relations,  and  it  can  depend  upon 
continuing  to  receive  from  them  the  same  assistance  and 
co-operation  that  have  hitherto  been  extended. 

Opportunities  for  shop  and  road  tests  have  been  freely 
given  and  throughout  the  year  numerous  locomotive  and  train 
resistance  tests  are  made  both  for  instructional  purposes  and 
for  the  information  of  the  railroads.  To  facilitate  this  work 
there  was  designed  and  built  in  1900  a  dynamometer  car 
which  is  owned  jointly  by  the  university  and  the  Illinois 
Central  Railroad.  This  car  is  equipped  with  all  the  appa- 
ratus necessary  for  carrying  on  train  resistance  experiments 
as  well  as  with  auxiliary  apparatus  used  during  locomotive 
tests.  During  the  seven  years  in  which  it  has  been  in  service 
this  car  has  been  operated  over  the  entire  Illinois  Central 
system,  in  the  establishment  of  tonnage  ratings,  as  well  as  on 
the  lines  of  the  Central  of  New  Jersey,  the  Baltimore  &  Ohio, 
the  Cleveland  Cincinnati  Chicago  &  St.  Louis  and  the  New 
York  Central  railways.  On  this  last  road  it  was  used  in  the 
preliminary  train  resistance  tests  made  to  provide  information 
for  the  electrification  of  the  New  York  City  terminal,  in  which 
connection  it  was  also  used  for  competitive  tests  between 
steam  locomotives  and  electric  motor  cars  at  the  works  of 
the  General  Electric  Company  at  Schenectady,  N.  Y.  In  all 
this  work  the  car  has  been  operated  by  students  of  the  rail- 
way engineering  department. 

The  department  owns  also  a  complete  New  York  air  brake 
equipment  for  engine,  tender  and  five  cars.  In  addition  to 
the  special  apparatus  here  mentioned,  the  students  of  the 
railway  course  have  open  to  them  the  advantages  of  the  me- 
chanical engineering  laboratory  in  which  they  are  given  their 
preliminary  instruction  in  experimental  work. 

Railway   Administration. 

For  the  study  of  railway  administration  there  is  on  hand 
an  excellent  collection  of  books  and  pamphlets  on  railroad 
matters,  both  theoretical  and  practical.  Moreover,  the  list 
of  railroad  journals,  technical,  legal  and  administrative,  taken 
by  the  library  is  very  complete.  These  are  supplemented  with 
the  financial  and  other  reports  of  railroads  and  government 
publications  relating  to  railroads. 

The  department  also  has  at  the  disposal  of  students  for 
practice  various  calculating  machines,  including  one  of  the 
electrical  tabulating  machines  used  in  the  preparation  of  the 
last  census,  which  are  coming  more  and  more  into  use  in 
handling  the  freight  accounts  of  great  railroad  systems. 


HOW    THE   CINCINNATI    TRACTION    COMPANY    AIDS    ITS 
EMPLOYES. 


R.  E.  Lee,  general  superintendent  of  the  Cincinnati  Trac- 
tion Company,  has  furnished  us  with  the  details  of  the  system 
whereby  24  employes  of  the  company  who  are  the  most  popu- 
lar, according  to  the  vote  of  their  fellow-employes,  will  be 
given  a  trip  to  eastern  cities.     The  plan  is  as  follows: 

There  is  an  association  of  the  employes,  known  as  the 
Street  Railway  Employes'  Mutual  Protective  Association.  This 
association  is  not  connected  in  any  way  with  labor  unions. 
It  is  a  very  strong  organization,  having  about  1,800  members, 
consisting  entirely  of  employes  of  the  company.  Each  year 
the  association  gives  an  outing  for  the  purpose  of  raising 
funds  to  be  placed  in  the  sick  relief  fund.  The  proposed  trip 
is  a  popularity  contest  among  the  employes,  the  purpose  of 
which  is  to  increase  the  interest  among  the  members,  thereby 
increasing  the  sale  of  tickets.  There  will  be  sold  this  year 
approximately  90,000  tickets  at  10  cents  each.  The  expenses 
of  the  outing  and  the  trip  to  the  east  for  the  24  successful 
contestants  is  paid  out  of  the  fund  derived  from  the  sale  of 
tickets  for  the  outing. 

The  company  is  not  interested  in  the  matter  except  to 
assist  in  making  the  outing  successful.  The  company,  how- 
ever, aids  the  association  financially,  donating  $700  per  month 
to  its  sick  relief  fund. 

This  association  is  a  splendid  organization,  managed  en- 
tirely by  employes,  no  officer  of  the  company  being  eligible 
to  hold  an  official  position  in  the  association.  It  pays  $800 
death  benefit  and  $7.50  per  week  sick  benefit. 

The  income  of  the  association  is  derived  from  the  payment 
of  $3.00  per  year  dues  and  $1.00  death  assessment  from  each 
member.  The  average  expense  to  each  member  is  about  $9.00 
per  year.  At  this  low  rate  it  is  therefore  necessary  for  the 
association  to  obtain  funds  from  other  sources  to  make  it 
self-sustaining,  hence  the  giving  of  this  annual  outing,  which, 
as  a  rule,  nets  about  $4,000  to  $5,000  per  year.  That,  in  addi- 
tion to  the  assistance  given  by  the  company,  has  placed  the 
association  on  a  very  sound  financial  footing.  At  the  present 
time  there  is  about  $26,000  in  the  treasury. 

It  is  the  idea  of  the  company  that  this  association  is 
mutually  beneficial  to  the  employes  and  the  company. 

The  outing  given  by  the  association  is  usually  the  largest 
outing  held  in  Cincinnati.  It  is  attended  by  about  30,000  to 
35,000  people  each  year. 


Hyde  Park,  Muskogee  Electric  Traction  Company. 


Hyde  Park,  the  amusement  park  owned  by  the  Muskogee 
(I.  T.)  Electric  Traction  Company,  is  situated  on  a  point  of 
land  formed  by  the  junction  of  the  Arkansas,  Grand  and 
Vertergris  rivers,  about  5%  miles  from  Muskogee.  This 
point  was  chosen  for  a  park  site  about  two  years  ago  on 
account  of  its  natural  advantages  for  the  purpose,  and  since 
that  time  the  company  has  established  a  modern  amusement 
resort  that  attracts  an  average  attendance  of  3,000  persons 
a  day,  from  May  to  November. 

The  park  contains  76  acres  of  land,  much  of  which  is 
wooded,  and  the  large  amount  of  water  frontage  offers  excel- 
lent facilities  for  boating  and  bathing.  The  principal  attrac- 
tion of  the  park  is  the  casino,  which  seats  1,600  persons. 
Here  theatrical  entertainments  are  given  throughout  the 
season,  consisting  of  vaudeville  specialties,  alternating  each 
month  with  a  repertoire  company.  Afternoon  and  evening 
performances  are  held.  The  other  amusements  include  a 
skating  rink,  figure  eight,  "shoot  the  chutes,"  and  a  pool  and 
billiard  hall.  Cold  drinks  and  refreshments  are  served.  All 
of  the  concessions  are  leased.  Adjacent  to  the  amusement 
park  is  a  baseball  park  controlled  by  the  company. 

The  company  operates  12  cars  of  the  Narragansett  and 
California  types,  on  a  headway  of  15  minutes  in  summer.  A 
uniform  fare  of  five  cents  is  charged.  Excursions  are  con- 
ducted from  time  to  time  during  the  summer  and  when  special 
attractions   are  offered. 


7SS 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  No.  24. 


PIPING    AND    POWER    STATION    SYSTEMS— XLII  I. 


BY    W.    I..    MORRIS,    M.    E. 


City  Water  to  Pressure  Oil  Tanks — Class   K  13. 

Water  is  frequently  used  to  raise  cylinder  oil  from  its 
storage  tank  through  pipe  lines  into  the  lubricators.  Almost 
any  supply  will  perform  this  duty  satisfactorily.  If  engine  oil 
is  being  put  under  pressure  by  means  of  water  it  is  quite 
essential  that  a  fairly  uniform  pressure  be  maintained.  If 
the  station  has  a  gravity  water  storage  tank,  then  a  more  uni- 
form pressure  is  obtainable  by  connection  to  the  storage  tank 
than  can  be  had  by  using  city  water. 

City  Water  for  Drinking   Purposes — Class   K  14. 

Drinking  water  supply  is  a  service  that  cannot  be  dis- 
pensed with,  and  though  every  other  service  is  supplied  from 
the  station  pumping  system  it  is  generally  necessary  to  use 
the  city  water  for  drinking.  It  may  be  that  the  station  water 
is  cleaner  and,  in  fact,  may  "sparkle,"  but  yet  it  may  have 
properties  which  affect  the  employes  of  the  power  house, 
more  particularly  if  they  are  accustomed  to  city  water.  Con- 
siderable time  would  be  saved  if  a  drinking  place  were 
located  near  the  firemen  and  another  convenient  for  the 
engineers. 

These  pipe  lines  should  be  of  galvanized  iron  carried 
underground  and  exposed  to  the  heat  of  the  building  as  little 
as  possible.  In  all  probability  this  piping  connection  can 
be  installed  without  passing  the  water  through  the  large 
station  meter.  This  will  require  paying  the  regular  water 
rate.  By  making  proper  provision  in  this  regard  but  little 
time  and  water  are  lost  when  an  operator  goes  for  a  drink.  If 
a  pipe  runs  100  feet  or  more  through  a  hot  room  the  station 
employes  are  apt  to  let  the  water  run  for  a  considerable 
time  until  sufficient  cold  water  has  been  wasted  to  cool  the 
hot  pipes.  Drinking  water  is  as  important  in  a  power  plant 
as  the  feedwater  for  the  boilers,  and  should  be  given  the 
fullest  consideration. 

City  Water  to  Other  Buildings — Class   K  15. 

Whether  the  water  for  the  different  shops,  barns,  etc.,  is 
to  be  taken  through  the  power  station  meter  depends  largely 
upon  how  complete  an  accounting  system  is  employed.  Ordi- 
narily it  is  much  more  satisfactory  to  have  a  separate  record 
of  the  water  used  in  the  power  station  and  that  used  in  the 
shops,  and  if  sprinkling  cars  are  operated  possibly  a  separate 
record  also  of  the  water  used  for  this  service.  If  the  city 
water  department  will  not  install  so  many  small  meters  they 
can  be  installed  by  the  consumer  and  placed  in  separate 
buildings.  This  permits  calibrating  them  and  using  them 
as  a  check  on  the  main  meter. 

Artesian  Water  to  Pumps  and  Water  Tanks,  Class  L — 1  and  2. 

The  use  of  artesian  wells  is  not  as  general  as  the  advan- 
tages accompanying  their  use  warrant.  The  question  of 
water  supply  should  be  the  first  to  receive  consideration  in 
deciding  upon  a  'site  for  a  power  station.  The  coaling  facili- 
ties can,  as  a  rule,  be  more  easily  provided  than  a  suitable 
water  supply.  A  surface  water  supply,  such  as  a  creek  or 
stream  which  gives  ample  water  for  9  or  10  months  and  runs 
dry  a  month  or  two,  is  of  little  use  as  a  source  of  water, 
since  it  is  necessary  to  provide  some  other  source  of  supply 
for  the  remaining  portion  of  the  year. 

The  cost  of  raising  water,  say  100  feet,  from  a  driven 
well  is  not  excessive  if  the  pump  is  motor-driven.  In  this 
case  the  pump  discharges  against  a  50-pound  head.  Allowing 
for  friction,  each  theoretical  horsepower  costs  but  approxi- 
mately one-half  cent  per  hour  if  the  plant  is  equipped  with 
compound  condensing  engines.  One  thousand  horsepower  of 
capacity,  assuming  a  steam  consumption  of  20  pounds  of 
steam  per  horsepower  per  hour,  would  require  20,000  pounds 
of  water  per  hour,  or  333  pounds  per  minute.  If  this  is  raised 
100   feet,  the  theoretical  work  done  is  at  a  rate  of  approxi- 


mately 33,300  foot-pounds  per  minute,  or  one  horsepower.  If 
the  efficiency  of  the  pumping  plant  is  50  per  cent  the  actual 
horsepower  delivered  to  the  pumps  will  have  to  be  twice  the 
theoretical,  thus  making  the  cost  of  pumping  the  water  re- 
quired by  1,000-horsepower  plant  for  one  hour  about  one  cent. 
This  is  assuming  that  the  water  is  allowed  to  discharge  into 
a  cooling  pond  in  which  the  loss  by  evaporation  is  equal  to 
the  water  required  for  feeding  the  boiler. 

At  the  cost  just  estimated  for  the  1,000-horsepower  plant 
the  cost  of  pumping  1.000  gallons  of  water  would  be  4.166  mills, 
a  cost  which  is  much  lower  than  that  for  which  any  water- 
works system  can  sell  water.  The  cost  of  repairs  and  depre- 
ciation must  be  added  to  these  figures.  Regarding  the  capac- 
ity of  a  deep-well  pump,  it  should  be  borne  in  mind  that  it 
should  be  at  least  twice  the  normal  load  capacity;  that  is.  if 
333  pounds  of  water  are  required  per  minute,  the  pumps 
should  not  have  a  capacity  of  less  than  666  pounds  per  minute. 
This  additional  capacity  is  required  to  permit  the  storing  of 
water  for  emergency  purposes  or  to  supply  the  plant  while 
repairs  are  being  made.  Motor-driven  pumps  can  have  a 
stroke  of  24  inches,  but  to  have  a  long  life  they  should  not 
make  over  35  strokes  per  minute,  which  would  require  a 
5-inch  water  cylinder  to  supply  the  1,000-horsepower  capacity 
as  stated. 

In  determining  the  size  of  the  deep-well  pumps  required, 
the  capacity  of  the  plant  upon  which  the  capacity  of  the 
pump  is  based  should  not  be  the  average  horsepower  as  de- 
termined from  the  horsepower-hours  daily  output  of  the  plant. 
For,  a  plant  may  have  engines  of  2,000-horsepower  capacity, 
but  develop  only  20,000  horsepower-hours  in  20  hours;  in 
which  case  the  pump  should  have  an  hourly  capacity  suffi- 
cient for  2.000  horsepower,  this  being  twice  the  average  out- 
put. Ordinarily  the  pump  should  have  a  capacity  equal  to 
the  steam  machinery  installed,  and  some  system  of  water 
storage  should  be  provided — one  of  considerable  capacity,  so 
that  if  the  deep-well  pump  should  be  out  of  service  for  two 
or  three  days  no  shortage  of  water  will  be  encountered. 

If  the  condensers  discharge  into  a  cooling  pond  this  pond 
would  be  of  ample  capacity,  since  it  would  ordinarily  have 
10  square  feet  of  cooling  surface  for  each  pound  of  steam 
condensed  per  hour.  A  drop  in  the  water  level  of  one  foot 
would  therefore  furnish  sufficient  water  to  supply  the  plant 
for  62  hours  or  three  days.  This  does  not  include  seepage 
losses,  a  waste  which  must  be  considered  when  determining 
the  capacity  of  pumping  machinery.  If  the  pond  is  built  in 
clay  or  lined  with  clay,  the  seepage  loss  will  be  quite  slight. 
There  are  many  storage  ponds  constructed  on  ground  20  feet 
or  more  above  that  surrounding  them,  which  are  used  to 
store  the  rain  and  melted  snow  which  fills  them  during  the 
early  spring  for  use  during  the  summer  months.  Water 
stands  in  these  ponds  with  but  little  drop  of  level,  this  drop 
being  caused  more  by  evaporation  than  by  seepage. 

It  may  be  desirable  to  put  in  an  overhead  tank  to  supply 
the  low-pressure  mains,  but  this  is  of  no  practical  use  for  a 
reserve  water  supply  for  boiler  feeding  unless  the  plant  is 
exceedingly  small.  For  instance,  a  plant  of  1,000  boiler  horse- 
power would  require  a  tank  of  about  40,000  gallons  capacity 
to  run  10  hours.  Forty  thousand  gallons  is  equivalent  to 
5.000  cubic  feet  or  a  tank  would  be  required  10  by  20  by  25 
feet,  weighing  65  tons  when  filled  with  water.  If  there  is  no 
cooling  or  other  pond  where  water  can  be  stored,  then  a 
cistern  may  be  constructed  in  the  ground,  the  sides  and  bot- 
tom being  finished  with  cement  concrete,  much  the  same  as 
a  cement  floor  or  sidewalk. 

If  water  from  the  city  waterworks  is  available  a  large 
storage  tank  is  not  so  essential,  but  if  in  any  case  a  storage 
tank  must  be  provided  it  should  be  in  connection  with  the 
deep-well  pump,  so  that  the  latter  can  be  discharged  con- 
tinuously for  a  long  period  without  being  compelled  to  work 
in  unison  with  the  other  pumps.  The  deep  well  is  generally 
located  a  considerable  distance  from  the  plant  and  by  using 
storage  tanks  of  five  hours'  capacity  of  the  deep-well  pump,  it 


June  15,  1907 


ELECTRIC    RAILWAY     REVIEW 


789 


will  avoid  starting  or  stopping  the  pump  except  at  long 
intervals.  If  an  induction  motor  is  used,  started  by  a  switch 
in  the  engine  room,  and  the  storage  tank  is  located  where 
it  can  be  seen  from  the  power  house,  a  telltale  must  be  pro- 
vided so  the  operator  can  ascertain  when  the  reservoir  is 
filled.  The  device  shown  in  Figure  287  (L 1-1)  permits  the 
deep  well  and  storage  tank  to  be  located  at  some  distance 
from   power  house.     The  standpipe  in  the  power  station  has 


RECENT    ELECTRIC    RAILWAY    LEGAL    DECISIONS. 


1IY    .1.    I..    ROSENBERGER,    LL.    I!.,    OF   Till:   CHICAGO    BAR. 


House 


tfssrwtrr/J/v. 


H 


Figure    287    (L  1-1). 

a  telltale  attached,  which  can,  if  desired,  be  fitted  with  an 
electric  high  and  low  water  alarm,  brought  into  contact  by 
the  telltale.  The  automatic  high  and  low  water  alarm  should 
require  little  or  no  attention.  This  form  of  telltale  is  the 
most  approved  automatic  indicator,  since  it  has  no  work  to 
do  but  make  and  break  the  bell  circuit,  which  notifies  the 
attendant  to  open  or  close  the  pump  motor  switch.  This 
requires  possibly  one-half  minute  of  the  attendant's  time 
every  five  hours  or  so.  The  connection  from  the  storage 
system  to  the  power  house  should  be  of  ample  size,  say 
twice  the  size  of  the  pump  suction,  in  order  to  insure  the 
water  level  in  the  telltale  being  approximately  the  same  as 
that  in  the  cistern.  As  there  would  be  no  appreciable  pres- 
sure on  it,  such  a  line  of  piping  could,  in  almost  every  case, 
be  constructed  of  sewer  tile.  Tile  pipe  would  not  be  desir- 
able if  the  cistern  water  level  were  above  the  ground  level. 

To  insure  the  telltale  showing  correctly  a  small  pipe, 
say  one  inch,  may  be  laid  in  the  same  trench  with  the  pump 
suction  and  be  used  merely  to  operate  the  telltale,  thus  per- 
mitting the  use  of  a  smaller  metal  suction  pipe.  An  ideal 
power  station  arrangement  is  secured  if  the  storage  cistern 
or  pond  is  built  upon  a  hill  high  enough  so  that  the  water 
from  the  cistern  will  be  under  sufficient  head  to  serve  the 
low-pressure  water  service  in  the  power  house,  shops,  etc. 
The  feed  pumps  taking  this  water  under  pressure  would 
avoid  the  difficulties  caused  by  air,  etc.  The  pressure  cor- 
responding to  an  elevation  of  20  to  25  feet  is  generally  suffi- 
cient for  any  service  other  than  boiler  feeding. 

It  is  quite  immaterial  where  the  storage  tank  is  located. 
If  the  desired  head  is  obtainable  by  placing  the  storage  tank 


SroMee  C^/sr^r/v- 


Figure    288    (L  1-2). 


500  feet  or  perhaps  more  from  the  power  house,  it  would 
be  better  practice  than  to  maintain  a  pump  in  operation 
simply  for  supplying  the  low-pressure  system.  A  power  sta- 
tion which  has  its  storage  cistern  located  on  a  hill  is  shown 
in  Figure  288  (Ll-2). 

(To  be  continued.) 


During  the  present  month  a  hundred  miles  or  more  of 
new  interurban  line  is  expected  to  be  put  in  operation  in 
Indiana.  These  lines  include  a  division  between  Amo  and 
Plainfield  by  the  Indianapolis  &  Danville  Traction  Company, 
a  line  between  Evansville  and  Rockport  by  the  Evansville  & 
Eastern  Traction  Company,  a  line  between  Crawfordsville 
and  Indianapolis  by  the  Indianapolis  Crawfordsville  &  West- 
ern Traction  Company,  and  a  line  between  Henryville  and 
Scottsburg  by  Louisville  &  Southern  Indiana  Traction  Com- 
pany. 


Rights  Acquired  with  Filing  of  Instrument  of  Appropriation. 
Ft.  Wayne  &  Southwestern  Traction  Company  v.  Ft. 
Wayne  &  Wabash  Valley  Traction  Company,  80  Northeastern 
Reporter,  837. — The  supreme  court  of  Indiana  holds  that  the 
instrument  of  appropriation  filed  by  the  plaintiff  with  the 
clerk  of  the  circuit  court  on  March  29,  1901,  was  a  seizure  and 
an  appropriation  of  the  land  therein  described,  and  that  all 
damages  resulting  from  the  taking  and  construction  of  the 
railroad  at  once  accrued  and  vested  in  the  owner,  Aaron 
Dukes  and  wife,  as  a  personal  claim  against  the  plaintiff, 
which  claim  did  not  pass  to  the  Ft.  Wayne  &  Wabash  Valley 
Traction  Company  by  the  deed  of  Dukes  and  wife  on  April  1, 
1907.  And,  the  record  failing  to  disclose  any  assignment  of 
said  claim  by  Dukes  to  the  Ft.  Wayne  &  Wabash  Valley 
Traction  Company,  said  company,  for  want  of  interest  in  the 
subject  matter  of  the  action,  had  no  standing  in  court,  and 
its  exceptions  to  the  report  of  the  appraisers  should  not  have 
been  entertained. 


Track   Repairers   Not  Put  in  Class  of  Their  Own. 

Indianapolis  Street  Railway  Company  v.  Kane,  SO  North- 
eastern Reporter,  841. — The  supreme  court  of  Indiana  says 
that  it  is  unacquainted  with  any  rule  of  negligence  that  puts 
track  repairers  in  a  class  of  their  own.  In  this  case  the  trial 
court  gave  to  the  jury  an  instruction  to  the  effect  following: 
"The  complaint  charges  that  the  plaintiff  was  in  the  employ 
of  the  defendant,  and  when  injured  was  working  as  a  common 
laborer  in  and  about  the  work  of  repairing  and  constructing 
the  defendant's  tracks:  that,  when  a  person  hires  himself  to 
a  railroad  company  to  do  repair  work,  such  person  assumes 
all  those  risks  as  are  ordinarily  incidental  to  that  kind  of 
work,  and  he  cannot  rely  wholly  upon  his  employer  to  make 
the  working  place  safe."  The  instruction  as  given  was  a 
modification  by  the  court  of  one  requested  by  the  company, 
by  inserting  the  word  "wholly"  in  the  last  clause,  so  as  to 
make  the  instruction  state  that  a  servant  employed  to  do 
repair  work  cannot  wholly  rely  upon  his  employer  to  make 
the  place  safe.  The  company  insisted  that  such  a  servant 
cannot  rely  upon  his  employer  at  all  in  this  respect.  But  the 
supreme  court  does  not  think  that  there  was  any  error  in 
making  the  modification  stated.  It  says  that  it  is  the  duty 
of  a  servant  in  any  situation  or  class  of  employment  to 
observe  care,  in  proportion  to  the  apparent  or  known  dangers 
of  the  place,  to  preserve  his  own  safety;  but  it  is  inaccurate 
to  say,  as  requested  by  the  company,  that  one  employed  to  do 
repair  work  can,  under  no  circumstances,  find  any  measure 
of  excuse  in  reliance  upon  the  master  to  keep  the  working 
place  safe.  The  servant  may  certainly  rely  upon  the  master 
not  to  negligently  or  maliciously  invest  the  working  place 
with   new,  unusual  and  unexpected  dangers. 


Liability   Under  Ordinance  as  to   Bridge   Building. 

North  Hraddock  Borough  v.  Monongahela  Street  Railway 
Company,  66  Atlantic  Reporter,  152. — The  supreme  court  of 
Pennsylvania  says  that  the  defendant,  by  the  acceptance  of  a 
borough  ordinance  and  in  consideration  of  the  privileges 
granted,  engaged  to  build  a  new  bridge  and  to  reconstruct 
an  old  one.  The  ordinance  also  stipulated  thai  the  defendant 
should  build  the  approaches  to  the  bridges,  but  did  not  specif- 
ically state  how  or  in  what  manner  these  were  to  be  con- 
structed. Embankments  were  necessary,  and  lliese  were  con- 
structed of  sufficient  height,  supported  laterally  by  concrete 
retaining  walls,  running  back  an  average  of  some  40  feet  from 
the  abutments  of  the  reconstructed  bridge,  with  an  average 
height  of  about  20  feet.  These  walls  were  adequate  so  far  as 
they  extended,  but.  they  did  not  extend  along  the  entire  em- 
bankment. Beyond  where  the  retaining  walls  stopped  the 
required    support    was    obtained    by    enlarging    the    embank- 


790 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  24. 


incur  at  the  base.  This  extended  it  beyond  the  limits  of  the 
street,  and  was  an  encroachment  upon  private  property  at 
the  side.  The  defendant  left  the  work  in  this  condition,  and, 
upon  its  refusal  to  construct  the  retaining  walls  any  further, 
the  borough  proceeded  to  finish  the  work  and  brought  this 
action  to  recover  therefor. 

In  affirming  a  judgment  for  the  plaintiff  the  court  holds 
that  no  other  conclusion  was  warranted  than  that  the  parties 
were  contracting  for  the  kind  of  approaches  that  would  be 
suitable  under  the  improved  conditions  of  the  avenue.  Ade- 
quacy of  surface  could  only  be  secured  in  one  of  two  ways, 
either  by  extending  the  base  of  the  embankment  beyond  the 
limits  of  the  street,  or,  if  the  base  was  to  be  restricted  to  the 
street  limits,  by  building  a  retaining  wall  for  lateral  support. 
While  it  was  true  that  the  plaintiff  had  the  right  to  acquire  by 
condemnation  the  private  property  adjoining  for  purposes  of 
the  bridge,  it  had  not  acquired  it,  had  taken  no  steps  looking 
to  its  acquisition,  and  nothing  in  the  ordinance  gave  reason 
to  suppose  that  such  proceeding  was  contemplated.  Under 
such  circumstances  it  was  idle  to  contend  that  the  embank- 
ment, as  built,  was  full  compliance  with  the  defendant's 
obligation.  It  was  not  denied  that  the  continuation  of  the 
retaining  wall  was  necessary  to  meet  conditions  as  they 
existed.  It  could,  therefore,  be  fairly  and  legitimately  re- 
quired of  the  defendant  under  its  contract. 

Moreover,  the  court  holds  that  it  was  not  correct  to  say 
as  a  matter  of  law  that,  because  at  the  time  the  contract  was 
made  the  avenue  had  no  surface  sewerage  system,  no  obliga- 
tion rested  upon  the  defendant  to  construct  sewer  drops.  This 
contract  was  made  in  contemplation  of  certain  proposed 
changes  in  the  street,  and  it  was  to  be  construed  accord- 
ingly. The  obligation  of  the  defendant  was  to  so  construct 
the  approaches  as  to  meet  the  end  in  view.  The  only  ques- 
tion with  respect  to  the  sewer  drops  was  whether  they  fell 
within  the  common  intent  and  understanding.  In  deciding 
this,  regard  was  to  be  paid  to  the  object  to  be  accomplished 
and  the  method  of  construction.  In  the  state  of  the  evidence 
with  respect  to  the  matter  it  was  a  question  for  the  jury. 

There  was  no  acceptance  of  the  work  by  the  plaintiff; 
and,  if  incomplete  and  unfinished,  nothing  short  of  such 
acceptance  would  constitute  a  waiver. 


Riding  on   Inside   Running   Board   Outside  of   Bar. 

Harding  v.  Philadelphia  Rapid  Transit  Company,  66  At- 
lantic Reporter,  151. — The  supreme  court  of  Pennsylvania 
says  that  the  witnesses  on  the  plaintiff's  side,  who  saw  the 
accident  in  which  he  was  injured,  said  in  general  terms  that 
when  the  two  cars  passed  each  other  the  running  board  of 
the  one  on  which  the  plaintiff  stood  was  crowded  and  several 
men  jumped,  fell  or  were  pushed  or  brushed  off.  A  witness 
for  the  defense  testified  that  as  the  cars  passed,  a  man  on 
the  plaintiff's  car  extended  his  hand,  grasped  the  other  car, 
and  was  thrown  backwards  against  the  men  behind  him,  in- 
cluding the  plaintiff.  This  was  the  most  plausible  account 
that  was  given,  and  apart  from  it  there  was  nothing  to  show 
that  the  plaintiff  on  the  approach  of  the  car  did  not  lose  his 
nerve  and  jump  or  fall  from  the  car. 

Under  the  circumstances  there  was  no  presumption  of 
negligence  on  the  part  of  the  defendant,  but  even  if  it  had 
been  clearly  shown,  it  would  have  been  altogether  immaterial. 
The  plaintiff  was  riding  voluntarily  in  a  place  of  manifest 
danger,  and  in  so  doing  he  assumed  all  the  risks  of  the  situ- 
ation. It  is  settled  law  that  it  is  contributory  negligence 
which  will  bar  recovery  to  stand  on  the  platform,  or  the  run- 
ning board  of  a  car,  when  a  place  can  be  reached  inside.  And 
it  is  equally  clear  that  one  who  takes  a  position  of  manifest 
and  imminent  danger  assumes  the  risk  of  his  position,  whether 
he  could  have  got  a  safer  place  or  not. 

It  was  argued  by  the  plaintiff  that  he  was  not  warned  by 
the  conductor  of  the  danger  of  his  position.  But  the  lowered 
bar  was  sufficient  warning  in  itself.  It  was  noticed  that  the 
running  board  on  that  side  was  a  place  of  danger,  and  that 


passengers  were  not  expeqted,  nor,  so  far  as  the  company 
could  control  the  situation,  permitted,  to  use  it,  even  for  the 
limited  purpose  of  getting  on  or  off  the  car  for  which  the  run- 
ning board  is  intended. 

The  alternative  offered  by  the  plaintiff  of  having  to  wait 
for  another  car,  and  thus  being  late  in  getting  home,  was  no 
justification. 

In  any  other  country  than  this,  the  plaintiff  would  have 
been  forcibly  prevented  from  getting  on  the  car  at  all,  after 
the  number  of  passengers  had  reached  the  limit  of  safety  or 
even  of  convenience. 

To  attempt  the  enforcement  of  such  a  regulation  here 
would  certainly  lead  to  continual  quarrels  and  breaches  of 
the  peace.  A  reasonable  amount  of  concession,  therefore,  to 
the  American's  impatience  of  control  and  confidence  in  his 
own  ability  to  take  care  of  himself  should  not  be  visited  with 
punishment  by  the  infliction  of  penalties  on  the  company  for 
the  passenger's  own  fault. 

It  must  be  definitely  recognized  that  one  who  undertakes 
to  ride  on  the  running  board  outside  of  a  lowered  bar  is  negli- 
gent per  se  (by  the  act  itself),  and  cannot  recover  for  injuries 
incident  to  his  position,  whether  he  could  have  got  a  safer 
position  or  not. 


Open  or  Defective  Car — Floor  Trapdoors  and    Inspection. 

Cameron  vs.  Citizens'  Traction  Company,  65  Atlantic  Re- 
porter, 534. — The  trapdoor  in  the  floor  of  a  car,  used  for  access 
to  the  machinery  beneath,  was  standing  open  when  a  woman 
boarded  the  car.  It  was  unobserved  by  her.  She  proceeded 
toward  a  vacant  seat,  and,  as  the  car  started,  stepped  into 
the  opening,  sustaining  injuries  which  were  made  the  basis 
of  a  claim  for  damages,  judgment  for  which  is  affirmed  by  the 
supreme  court  of  Pennsylvania.  The  court  holds  that  when 
the  company  negligently  left  the  trapdoor  open  while  passen- 
gers were  entering  the  car,  and  after  it  was  in  motion,  it  was 
answerable  for  all  the  consequences  that  ensued  in  the  natu- 
ral course  of  events.  An  unprotected  opening  in  the  floor  was 
dangerous,  whether  the  car  was  at  rest  or  in  motion;  and  it 
was  no  excuse  for  the  company  that  this  danger  was  increased 
by  its  own  act  in  starting  the  car. 

In  another  case,  Jorden  vs.  St.  Louis  &  Meramec  River 
Railroad  Company,  99  Southwestern  Reporter,  492,  the  St. 
Louis  court  of  appeals  holds  that  the  collapse  of  the  floor  of 
a  street  car  beneath  a  passenger  who  is  simply  walking  on  it, 
resulting  in  an  injury,  is  evidence  of  negligence  on  the  doc- 
trine of  res  ipsa  loquitur  (the  matter  speaks  for  itself).  It 
is  a  mishap  of  an  extraordinary  character,  to  an  appliance 
within  the  exclusive  control  of  the  railroad  company,  and  one 
that  is  not  likely  to  happen  in  the  absence  of  negligence  on 
the  part  of  the  company's  employes.  This  court  considers 
this  one  of  the  clearest  cases  imaginable  for  the  application 
of  the  maxim.  The  giving  way  of  the  floor  of  a  car  under 
a  passenger's  ordinary  tread  is  more  cogent  evidence  of  bad 
management  than  the  collision  of  two  cars,  which  is  held  to 
bespeak  negligence. 

Complaint  was  made  in  this  latter  case  of  a  refusal  to 
grant  an  instruction  requested  by  the  defendant  to  this  effect: 
That  if  the  jury  believed  from  the  evidence  that  the  car  was 
inspected  on  the  day  it  was  sent  out  for  business,  and  was 
found  in  a  safe  condition  in  respect  of  the  cover,  then  the 
allegation  regarding  the  negligence  of  the  defendant  in  main- 
taining the  cover  was  not  sustained  by  evidence,  and  the 
verdict  should  be  for  the  defendant.  But  the  court  says  that 
it  would  have  been  error  to  give  that  charge.  It  said  nothing 
about  the  character  of  the  inspection,  but  simply  stated  that, 
if  the  car  was  inspected  and  found  to  be  in  good  condition,  the 
plaintiff  could  not  recover.  Such  a  charge  would  make  any 
inspection,  however  superficial,  conclusive  against  the  defend- 
ant's liability.  It  would  seem  that  an  inspection  which  left 
the  inspector  satisfied  that  the  cover  was  in  good  order  must 
have  been  careless,  for  it  was  nearly  or  quite  certain  that  it 
was  not  in  good  order. 


June  15,  1907 


ELECTRIC    RAILWAY    REVIEW 


91 


News  of  the  Week 


Chicago    Committee    Will    Accept    Reorganization     Plan. 

The  committee  of  stockholders  of  the  North  Chicago  City  Rail- 
way and  the  Chicago  West  Division  Railway,  underlying  companies 
of  the  Chicago  Union  Traction  Company,  has  decided  to  approve 
the  plan  for  distribution  of  the  Chicago  Railways  Company  stock 
which  will  be  decided  upon  by  Judge  P.  S.  Grosscup  and  Prof. 
John  C.  Gray.  This  approval  will  remove  the  obstacle  to  the 
acceptance  of  the  new  ordinance. 

Judge  Grosscup  expressed  his  willingness  to  formulate  the  final 
plan  of  reorganization  independent  of  any  suggestions  that  may  be 
submitted  and  using  the  plan  wnich  will  be  submitted  by  L.  C. 
Krauthoff  and  George  W.  Wickersham,  representing  the  New  York 
interests,  merely  as  a  guide.  John  F.  Bass,  a  member  of  the  pro- 
tective committee,  said  that  the  representatives  of  the  underlying 
stockholders  believed  that  the  ordinances  should  be  accepted  a't 
once. 

Increases  of  Wages. 

The  Nashville  (Tenn.)  Railway  &  Light  Company  has  an- 
nounced a  new  scale  of  wages  for  its  motormen  and  conductors  of 
16  to  20  cents  an  hour,  according  to  the  length  of  service,  in  place 
of  the  present  rate  of  15  to  IS  cents.  The  increase  affects  about  400 
men. 

The  Municipal  Traction  Company  of  Cleveland,  O.,  has  in- 
creased the  pay  of  its  motormen  and  conductors  from  24  to  25 
cents  an  hour. 

The  Worcester  Consolidated  Street  Railway  and  its  employes 
have  reached  an  agreement  on  a  new  wage  scale,  providing  for 
a  minimum  rate  of  20  cents  an  hour,  wTith  an  increase  of  %  cent 
an  hour  every  six  months  for  two  years  and  1  cent  an  hour  at  the 
end  of  the  third,  fourth  and  fifth  years.  Service  stripes  will  be 
given  at  5-year  intervals,  with  a  bonus  of  five  cents  a  day  for  each 
stripe  after  the  first. 

Temporary    Receivership   for   Air    Line. 

The  Chicago-New  York  Electric  Air  Line  Railroad  Company 
was  in  the  hands  of  a  receiver  for  about  nine  hours  last  Sunday, 
June  9.  Judge  Sanborn  of  the  United  States  district  court  at 
Chicago  appointed  George  i? .  Hull  of  Indianapolis  receiver  for  the 
company  late  on  Saturday  night  on  the  petition  of  William  E. 
Webster  and  Andrew  J.  Krel  of  Indianapolis,  representing  36  stock- 
holders of  the  company.  The  petition  set  forth  that  the  officers 
of  the  company  are  financially  irresponsible  for  the  undertaking 
and  that  the  company  plans  to  construct  an  electric  railroad  be- 
tween Chicago  and  New  York  at  a  cost  of  $250,000,000,  whereas,  as 
the  complainants  assert,  such  a  road  would  cost  5750,000,000. 

The  receiver's  bond  was  fixed  at  $40,000  and  a  representative 
took  charge  of  the  company's  offices  in  the  Majestic  building,  Chi- 
cago, at  1  o'clock  Sunday  afternoon.  Attorney  Wood  of  the  com- 
pany declared  the  bond  insufficient  and  appeared  before  Judge 
Kohlsaat  at  9  o'clock  that  evening.  The  judge  ordered  the  receiver 
to  vacate  temporarily  because  of  the  insufficiency  of  the  bond  and 
ordered  a  hearing  for  Monday  morning.  At  the  hearing  it  was 
decided  that  the  federal  courts  in  Illinois  had  no  jurisdiction  in 
the  case  and  the  bill  was  dismissed. 

Report   on    Municipal    Ownership, 

The  full  report  of  the  commission  on  public  ownership  and 
operation  of  the  National  Civic  Federation,  a  work  upon  which  for 
more  than  IS  months  25  expert  accountants,  engineers,  economists 
and  other  specialists  have  been  engaged,  is  now  being  sent  to  press. 
This  report  will  contain  all  of  the  data  gathered  abroad  and  in 
America,  and  upon  which  the  commission  will  have  based  its  con- 
clusions. 

The  investigation  embraced  the  four  leading  public  utilities. 
gas.  water,  electric  lighting  and  power  and  street  railways.  Ex- 
aminations were  made  of  29  private  and  public  plants  in  America 
and  24  in  Great  Britain.  Among  the  American  cities  visited  were 
Cleveland,  Chicago,  Philadelphia,  Wheeling,  Detroit,  Indianapolis, 
Richmond.  Atlanta,  South  Norwalk,  Syracuse,  Allegheny,  New 
Haven  and  Norfolk.  The  inquiry  abroad  included  the  leading  pri- 
vate and  public  undertakings  of  Great  Britain  and  Ireland.  Ex- 
aminations were  made  in  the  following  cities:  Glasgow,  Neweasth  - 
on-Tyne,  London,  Liverpool,  Norwich,  Manchester,  Birmingham, 
Dublin,  Leicester  and  Sheffield. 

The  keenly  analytical  character  of  the  work  of  this  investigation 
only  a  study  of  the  full  report  of  the  commission  can  indicate.  Some 
idea  of  the  scientific  methods  employed  may  be  had  from  the  fact 
that  schedules  of  questions  prepared  by  noted  engineers  and 
economists  were  followed  in  the  case  of  each  plant  and  system 
examined.  These  schedules  disposed  the  questions  under  several 
general  heads,  as  follows:  (a)  Historical  and  general,  (b)  super- 
vision of  municipalities,  (c)  public  supervision  of  private  com- 
panies, (d)  franchises  of  private  companies,  (e)  organization,  (f) 
political  conditions,  >gi  labor,  (h)  character  of  service  and  plant, 
(i)  financial  matters,  (j)  capital  stock  and  bonds,  (k)  assets,  (1)  lia- 
bilities, (m)  receipts,  (n)  expenses,  (o)  profit  and  loss. 

rral  days  w<  ally  devoted  by  the  experts  upon  each 

plant  examined,  and  in  some  cases  weeks  were  consumed. 

The  commission's  full  report  will  appear  in  two  main  divisions. 
The  first  part  Is  intended  lor  popular  reading;  the  second  will  in- 
clude the  reports  of  the  experts,  which  will  be  of  especial  interest 
to  accountants,  engineers,  managers  of  public  utility  corporations, 
city  officials,  members  of  legislative  committees,  and  all  who  are 
Interested  In  municipal  ownership  and  franchisee.  The  second  part 
will  also  show  In  the  case  of  each  American  and  foreign  plant  ex- 
aminer! to  what  extent  the  experts  agreed.     Thus  will  be  provided 


technical  information  of  tiie  correctness  and  impartiality  of  which 
no  question  can  be  raised. 

Advance  orders  may  now  be  sent  to  E.  A.  Moffett,  secretary, 
2S1  Fourth  avenue,  New  York,  N.  Y.  But  a  limited  edition  will  be 
printed,  and  no  copies  will  be  available  after  the  edition  is  ex- 
hausted. The  price  is:  Part  1.  Volume  I  (about  500  pages),  paper, 
$1.00;  cloth,  $2.00.  Part  2,  A'olumes  I  and  II  (about  1,000  pages 
each),  $S.00. 

Strike   Threatened    in    Detroit. 

Several  hundred  of  the  motormen  and  conductors  employed 
by  the  Detroit  United  Railway,  at  a  midnight  meeting  on  Monday 
i  if  this  week  decided  to  refuse  the  offer  of  the  company  for  an 
improvement  in  working  conditions  without  an  increase  in  wages 
and  declared  in  favor  of  a  strike  within  4S  hours  unless  the  com- 
pany agreed  to  arbitrate  a  wage  increase,  with  25  cents  an  hour 
as  a  minimum  and  30  cents  as  a  maximum.  They  are  now  re- 
ceiving   23.    24    and    25    cents    an    hour. 

Since  the  carmen  voted  in  favor  of  a  strike  on  May  27  a 
number  of  conferences  have  been  held  between  F.  W.  Brooks, 
general  manager  of  the  company,  and  International  President  W.  D. 
Mahon  and  other  officers  of  the  union  in  the  effort  to  reach  an 
agreement,  and  the  result  of  the  conferences  was  submitted  to  a 
mass  meeting  of  the  men  on  Monday  night.  The  company  refused 
to  grant  the  demands  of  the  men  for  a  wage  scale  of  28  cents  an 
hour,  with  time  and  a  half  for  overtime,  but  agreed  to  a  number 
of  improvements  in  working  conditions,  especially  in  regard  to 
the  tripper  system.  The  principal  concessions  offered  by  the  com- 
pany were:  No  employe  shall  be  permitted  to  run  a  tripper  more 
than  one  day  in  seven;  no  regular  employe,  compelled  to  run  after 
midnight,  shall  be  required  to  report  until  his  regular  time  on  the 
following  day;  free  transportation  on  the  company's  suburban  and 
interurban  lines;  in  cases  of  men  discharged  all  of  the  evidence  in 
the  case,  including  the  employe's  record,  shall  be  submitted  to  the 
trial  board;  on  swing  runs  employes  shall  receive  a  full  hour's 
pay  for  time  under  an  hour  and  shall  be  paid  for  the  time  spent 
in  waiting  at  the  barns  up  to  20  minutes. 

The  declaration  to  strike  was  made  without  a  formal  vote  by 
the  more  radical  younger  men,  after  a  riotous  meeting,  and  is 
said  to  be  contrary  to  the  wishes  of  the  majority. 

Preliminary   Report  of  the   United   States  Geological   Survey. 

The  United  States  geological  survey  has  just  issued  a  pre- 
liminary report  on  the  work  being  done  by  the  boiler  division 
of  the  fuel-testing  plant  at  St.  Louis,  Mo.  This  department  has 
taken  up  the  scientific  study  of  steam  boiler  performance  and  has 
been  conducting  tests  to  verify  the  theory  of  steam  boilers  de- 
veloped by  Mr.  John  Perry,  a  distinguished  electrical  and  mechan- 
ical engineer  of  England.  As  far  as  the  experiments  have  been 
carried  out  by  this  department  the  conclusions  reached  from  the 
study  of  Mr.  Perry's  theory  have  been  entirely  confirmed.  No 
doubt  the  work  done  by  this  department,  and  results  which  have 
been  obtained  in  the  experiments,  will  in  the  course  of  time  make 
astonishing  changes  in  the  design  of  boilers.     To  quote  the  report: 

"The  nature  of  boiler  efficiency  has  suggested  that  stationary 
boilers  ought  to  be  made  to  do  from  10  to  20  times  as  much  work 
per  unit  of  heating  surface  as  they  do  now.  This  great  increase 
in  capacity  is  to  be  attained  by  subdividing  the  heating  surface 
and  water  streams  more  finely  and  by  allowing  less  restriction  of 
the  water  inside  the  boilers,  and  by  using  high  forced  and  induced 
draft  to  put  a  large  mass  of  gases  through  the  boiler  at  a  very 
high   speed. 

"Mr.  Perry's  theory  and  the  survey's  verification  of  it  will 
result  in  placing  the  steam  boiler  on  a  fairly  secure  mathematical 
basis,  the  same  as  generators  and  motors  are  now  on.  Thus  far  the 
experiments  check  out  the  theory  excellently.  The  theory  and 
results  will  be  embodied  in  a  special  bulletin  to  he  published  in  two 
or  three  months,  to  be  followed  by  later  bulletins  as  the  work 
proceeds." 

Mr.  Walter  T.  Ray,  assistant  engineer,  acting  under  the  super- 
vision of  Prof.  L.  P.  Breckenridge.  engineer  in  charge  of  the  boiler 
division  of  the  United  States  geological  survey  fuel-testing  plant, 
has  been  studying  the  mathematical  theory  of  steam  boilers  ami 
of  heating  absorption,  and  has  somewhat  extended  Mr.  Perry's 
theory.  This  work  is  of  extreme  importance  to  the  engineering 
profession  and  especially  to  electric  railway  and  lighting  plants 
which  depend  for  their  power  primarily  upon  steam  boilers,  and 
it  is  to  be  hoped  that  the  fuel-testing  department  will  receive  the 
hearty  co-operation  and  assistance  of  all  engineers  and  manufac- 
turers who  are  in  a  position  to  render  any  assistance. 

Legislation    Affecting     Electric    Railways. 

Connecticut. — Governor  Woodruff  has  sent  to  the  senate  a  hill 
providing  that  before  a  new  electric  railway  company  shall  lay 
any  tracks  or  an  existing  company  additional  tracks  plans  shall 
be  submitted  to  the  state  railroad  commission  with  a  i 
its  approval,  which  can  be  given  only  after  a  full  hearing  of  the 
parties  concerned.  The  commission  is  to  have  full  authoril 
presi  i  [mits   within    which   land   shall    b 

demnation.     In    a    message    accompanying    the    bill    the    govi 

"Charters    dissimilar    in     structure    have     been     fji  inted 
street    railway    companies   for   a   number   of   sessions.     In    some   of 
them    extremely    wide    powers,    and    even    irrelevant    powers,    have 
been    granted.     It    is    my    opinion    that    a    general    law 
passed   under   which   street    railway   companies   can   construct 
operate    with    ample    powers    and    not    be    dependent    upon    sp< 
grants   of  privilege   from   the   general   assembly." 

New  York. — By  refusing  to  take  it  from  the  railroad  committee 
the  senate  has  practically  killed  the  Wagner  bill,  which  provided 
for  a  5-cent  fare  over  lines  operated  by  one  company,  within  the 
limits  of  a  municipality.  The  special  object  of  the  bill  was  t.. 
prevent  the  Brooklyn  Rapid  Transit  Company  from  charging  two 
i    fares    to    Coney    Island.     Senator    Grady's    motion    to    dls- 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  Xo.  24. 


charge  the  committee  from  further  consideration  of  the  bill  was 
lost  by  a  vote  of  14  to  31.  Some  of  the  adverse  votes  were  based 
on  the  idea  that  the  bill  would  work  a  hardship  on  many  com- 
panies, while  others  held  that  the  situation  should  be  handled 
by  the  public  utilities  commission,  which  is  to  assume  its  duties 
on  July  1.— The  Dowling  loop  bill,  which  provided  for  an  elevated 
loop  connecting  the  Manhattan  terminals  of  the  Brooklyn  and 
Williamsburg  bridges,  was  practically  defeated  on  June  5.  when 
the  assembly  refused  to  concur  in  the  senate  amendments. 

Pennsylvania.— Governor  Stuart  on  June  T  signed  the  Kennedy 
bill  prohibiting  street  railway  companies  from  charging  more  than 
a  5-cent  fare  within  the  limits  of  second-class  cities.  The  law  took 
effect  at  once  and  the  Pittsburg  Railways  Company  immediately 
issued  an  order  to  its  conductors  to  charge  only  five  cents  within 
the  city  limits.  However,  there  was  no  reduction  in  fares  for  pas- 
sengers to  the  outlying  towns,  as  another  fare  was  charged  outside 
of  the  city.  The  principal  effect  of  the  new  law  is  to  reduce  the 
fare  after  12  o'clock  at  night  within  the  city  of  Pittsburg  from 
10    to    5    cents. 


Increased  Fare  in  Lorain,  O. — The  Lorain  Street  Railroad  has 
announced  that  it  will  discontinue  its  present  practice  of  selling 
eight  tickets  for  a  quarter  and  will  hereafter  charge  a  straight 
5-cent  fare. 

Bion  J.  Arnold  on  Chicago  Traction. — In  an  address  to  the 
graduates  of  Armour  Institute  of  Technology,  Chicago,  on  June  13, 
Bion  J.  Arnold  said  that  when  the  reconstruction  of  the  traction 
properties  is  completed  Chicago  will  have  the  best  street  railway 
system  in  existence.  Mr.  Arnold  spoke  of  this  as  the  electrical 
age. 

Limited  Service  from  Hartford  to  Springfield  Proposed. — It  is 
reported  that  the  Consolidated  Railway  Company  of  Xew  Haven, 
Conn.,  is  considering  the  feasibility  of  operating  limited  express 
cars  between  Springfield,  Mass.,  and  Hartford,  Conn.,  cutting  down 
the  running  time  from  1  hour  and  50  minutes  to  1  hour  and  20 
minutes. 

May  Contest  Public  Utilities  Law. — Xew  York  press  dispatches 
quote  a  member  of  the  rapid  transit  commission  as  authority  for 
the  statement  that  suit  will  be  brought  declaring  that  the  public 
utilities  law  is  unconstitutional,  as  the  city  of  Xew  York  has  no 
voice  in  the  appointment  of  the  commission  for  the  first  district, 
but  must  bear  the  expense. 

Milwaukee  Public  Service  Building  Exempt  from  Local  Taxa- 
tion.— The  Wisconsin  state  tax  commission  has  given  an  opinion 
that  the  Public  Service  building  of  the  Milwaukee  Electric  Railway 
&  Light  Company  is  exempt  from  local  assessment  because  it  is 
principally  devoted  to  the  operation  of  the  street  railway  and 
should  therefore  be  taxed  by  the  state. 

Evansville  &  Eastern  Line  Opened. — The  formal  opening  of  the 
extension  of  the  Evansville  &  Eastern  Electric  Railway  to  Rock- 
port.  Ind.,  was  celebrated  on  June  6.  when  a  party  of  city  officials 
and  leading  business  men  made  a  trip  over  the  line  in  special  cars. 
The  company's  line  now  extends  from  Evansville  to  Rockport,  via 
Xewburg,  Yankeetown  and  Hatfield,  21  miles.  W.  H.  McCurdy. 
president. 

Plans  for  Through  Service  Between  Cleveland  and  Detroit. — 
In  regard  to  the  reports  that  the  Lake  Shore  Electric  Railway  and 
the  Detroit  United  Railway  would  soon  institute  a  through  limited 
service  from  Detroit  to  Cleveland  by  way  of  Toledo,  about  ISO 
miles.  President  E.  W.  Moore  of  the  Lake  Shore  Electric  Railway 
writes  that  this  service  has  not  as  yet  been  definitely  arranged, 
although  they  have  the  matter  seriously  in  mind. 

Opening  of  Oneida  Railway. — C.  Loomis  Allen,  vice-president 
and  general  manager  of  this  company,  announces  the  opening  of 
the  Oneida  Railway  between  Utica  and  Syracuse  over  the  electrified 
West  Shore  on  Saturday,  June  15,  1907.  Electric  trains  will  leave 
Utica  at  9:30  a.  m.,  and  will  return  in  time  for  lunch,  which  will 
be  served  in  Utica  upon  arrival.  A  description  of  this  work  was 
published  in  the  Electric  Railway  Review  for  Xovember,   1906. 

Ft.  Dodge  Des  Moines  &  Southern  Line  Opened. — The  first  pas- 
senger car  was  operated  over  the  new  line  of  the  Ft.  Dodge  Des 
Moines  &  Southern  Railway  from  Boone  to  Des  Moines.  la.,  on  June 
S,  carrying  a  party  of  officials  and  business  men.  The  construc- 
tion of  the  line  was  described  in  the  Electric  Railway  Review  of 
May  25.  page  672.  Regular  service  was  started  on  Monday,  June  10, 
and  a  2-hour  service  is  given  between  Des  Moines  and  Boone. 

Worcester  Polytechnic  Institute. — The  week  beginning  on  Sun- 
day, June  9.  was  commencement  week  for  the  Worcester  Poly- 
technic Institute.  The  annual  commencement  lecture  was  by 
Prof.  A.  S.  Richey,  the  subject  being  "The  Electric  Railwav";  this 
was  delivered  on  Tuesday  evening.  On  Thursday  the  commence- 
ment address  was  by  Charles  F.  Scott,  consulting  engineer  West- 
inghouse  Electric  &  Manufacturing  Company,  on  the  subject,  "Some 
Aspects  of  Electrical  Development." 

Indiana  Decision  on  Steam  Road  Crossings. — The  Indiana  su- 
preme court  has  decided  that  the  evidence  of  civil  engineers  to  the 
effect  that  it  is  possible  to  substitute  an  overgrade  or  an  undergrade 
crossing  for  a  grade  crossing  of  an  interurban  railroad  and  a  steam 
railroad  does  not  sufficiently  establish  that  it  is  practicable  to  make 
the  substitution  as  provided  by  Section  5  of  the  law  of  1903.  espe- 
cially where  the  expenses  of  such  a  change  would  be  very  great.  The 
case  was  filed  by  the  Pittsburg  Cincinnati  Chicago"  &  St.  Louis 
Railway  against  the  Indianapolis  Columbus  &  Southern  Traction 
Company  for  the  purpose  of  compelling  the  interurban  company 
to    build    an    overhead    crossing    where    the    interurhan    tracks    and 


those  of  the  steam  line  cross  just  south  of  Indianapolis.  The  lower 
court  held  that  overhead  tracks  at  the  point  named  were  imprac- 
ticable and  gave  judgment,  the  supreme  court  affirming.  The 
decision  is  of  considerable  interest  to  Indiana  interurban  lines. 

Cases  Against  Milwaukee  Company  Dismissed. — Two  cases 
against  President  John  I.  Beggs  of  the  Milwaukee  Electric  Railway 
&  Light  Company  for  violation  of  a  city  ordinance  which  pro- 
hibits leaving  cars  standing  on  the  tracks  at  night  have  been 
dismissed  on  motion  of  the  city  attorney.  It  was  stated  that 
since  Mr.  Beggs  was  arrested  on  April  20  the  company  has  made 
arrangements  for  storing  all  of  its  cars  and  that  there  is  no  object 
in   continuing   the   cases. 

Columbus  Council  Prohibits  T-Rail. — The  Columbus  (O.)  city 
council  on  June  10  passed  an  ordinance  prohibiting  the  use  of  the 
T-rail  by  street  or  interurban  railways  on  improved  streets  in  the 
city,  and  providing  for  the  use  of  grooved  rails  of  weight  and 
pattern  approved  by  the  board  of  public  service.  In  unimproved 
streets  the  T  or  other  form  of  rail  may  be  used,  but  grooved  must 
be  substituted  when  the  streets  are  improved.  This  step  follows 
a  long  controversy  in  regard  to  the  comparative  merits  of  the  two 
forms  of  rail  and  a  vigorous  campaign  for  the  T-rail  made  by 
the  electric  railways. 

Interurban  Railway  Mileage  in  Indiana. — According  to  reports 
made  to  the  Indiana  state  board  of  tax  commissioners  the  inter- 
urban mileage  of  1907,  as  compared  with  that  of  1906,  shows  a 
considerable  development  of  the  interurbans  in  the  state.  Aside 
from  the  increase  in  the  first  main  track  mileage  from  1,334.49  miles 
to  1,545.85  miles,  and  the  increase  in  the  sidetrack  mileage  from 
52.84  miles  in  1906  to  65.17  miles  in  1907,  the  interest  lies  in  the 
increase  in  the  mileage  of  the  second  main  track,  which  indicates 
double-tracking.  In  1906  there  were  only  29.94  miles  reported  to 
the  board  for  assessment,  and  this  year  the  mileage  so  reported 
is  52.77  miles. 

Philadelphia  Ordinance  Approved. — The  joint  committee  on 
street  railways  and  finance  of  the  Philadelphia  councils  has  reported 
favorably  the  new  franchise  plan.  The  principal  changes  in  the 
ordinance  as  submitted  are:  Provision  for  a  proper  adjustment  of 
track  and  equipment  around  the  city  hall  in  case  the  city  or  any 
company  shall  desire  to  build  a  subway  under  Broad  street;  the 
representation  of  the  city  in  the  board  of  directors  has  been 
changed  from  the  president  of  the  board  of  city  trusts  and  public 
education  to  two  representatives,  to  be  selected  by  councils  for 
terms  of  four  years  each.  It  was  thought  this  was  a  better  plan, 
as  citizens  who  might  be  in  closer  touch  with  the  needs  of  the 
city  could   thus   be   secured. 

Joint  Through  Traffic  Agreement. — The  Chicago  South  Bend  & 
Xorthern  Indiana  Railway  Company,  the  Southern  Michigan  Rail- 
way Company  and  the  Winona  Interurban  Railway  Company  have 
agreed  upon  a  schedule  whereby  they  will  be  able  jointly  to 
compete  successfully  for  freight  between  St.  Joseph,  Mich.,  and 
Warsaw,  Ind.,  via  South  Bend.  The  agreement  provides  for  a 
through  service  between  the  points  named.  The  plan  includes  an 
agreement  with  the  Graham  &  Morton  Transportation  Company 
to  handle  passengers  and  freight  traffic  to  and  from  Chicago  across 
Lake  Michigan.  It  is  believed  that  the  arrangement  will  develop 
a  very  popular  excursion  traffic  between  the  points  named  and 
Chicago  by   the  lake   route. 

Company  Responsible  for  Incivility  of  Employe. — Justice  Gil- 
dersleeve  of  the  appellate  term  of  the  Xew  York  supreme  court 
on  June  8  handed  down  a  decision  against  the  Interborough  Rapid 
Transit  Company,  holding  that  it  is  the  duty  of  guards  employed 
on  cars  operated  by  common  carriers  to  accord  courteous  and  re- 
spectful treatment  to  passengers  and  to  protect  them  from  insults 
and  assaults.  The  decision  further  states  that  a  common  carrier 
is  liable  for  damages  to  a  passenger  for  injury  to  his  feelings 
caused  by  incivility  of  its  employes.  The  decision  upholds  a 
verdict  of  a  municipal  court  awarding  *750  damages  to  A.  J. 
Danziger,  who  sued  the  company  on  account  of  rough  treatment 
and   insulting   language   from  a  guard   on   the   elevated   road. 

San  Francisco  Strike  Dying  Out. — The  strike  of  the  carmen 
employed  by  the  United  Railroads  of  San  Francisco,  which  has 
been  in  progress  for  several  weeks,  appears  to  have  almost  come 
to  an  end.  The  company  is  now  operating  all  of  its  lines  and  last 
week  225  cars  were  running.  The  company  on  June  5  discharged 
a  large  number  of  men  who  have  been  working  under  temporary- 
contracts  and  is  replacing  them  wherever  possible  with  residents 
of  San  Francisco.  A  few  acts  of  vandalism  have  been  reported, 
but  there  have  been  no  serious  disturbances  for  two  or  three 
weeks.  President  Calhoun  has  Issued  a  statement  that  the  com- 
pany will  not  recognize  the  existence  of  the  carmen's  union  and 
that  it  will  continue  to  operate  its  cars  with  men  who  voluntarily 
seek  sen-ice  with  the  company.  It  is  stated  that  many  of  the 
strikers   have  returned   to   work. 

Complaint  Against  Rate  of  Fare  in  Lincoln,  Neb. — City  Attor- 
ney Stewart  of  Lincoln,  Xeb.,  has  filed  a  complaint  with  the  state 
railroad  commission  against  the  four  traction  companies  operating 
in  the  city  of  Lincoln,  the  Lincoln  Traction  Company,  the  Omaha 
Lincoln  &  Beatrice  Railway,  the  Citizens'  Railway  and  the  Capital 
Beach  &  Milford  Railway.  The  bill  states  that  the  Citizens'  Rail- 
way charges  five  cents  cash  fare  for  a  ride  within  the  city  and 
sells  six  tickets  for  a  quarter  and  10  tickets  for  a  quarter,  good  for 
school  children,  whereas  the  other  companies  charge  a  straight  5- 
cent  fare,  which  is  declared  unjust  and  unreasonable.  The  com- 
mission is  asked  to  require  the  other  companies  to  establish  the 
rate  of  fare  now  charged  by  the  Citizens'  company  and  also  to 
require  each  of  the  companies  to  issue  transfers  good  on  the  lines 
of  the  other  companies  within  the  city. 


June  15.  1907 


ELECTRIC    RAILWAY    REVIEW 


793 


Construction  News 


FRANCHISES. 


Bay  City.  Mich. — The  Detroit  Bay  City  .V-  Western  Railroad. 
which  proposes  to  build  an  interurban  electric  line  between  Bay 
City  and  Caro.  has  been  granted  a  franchise  to  operate  its  line 
in  this  city.  A  franchise  also  has  been  granted  to  the  Bay  City 
&  Port   Huron   Railroad  to  operate  its  interurban  line  in  Bay  City. 

Chehalis.  Wash. — George  W.  Gregory.  Seattle.  Wash.,  has 
applied  for  a  50-year  franchise  to  build  an  electric  railway  in  this 
city.  The  line  will  commence  at  the  north  end  of  First  street 
and  proceeding  south  on  Main  street  to  Market,  to  West  and  on 
West  to  First  street  again,  will  form  a  loop.  It  is  believed  that 
this  may  be  part  of  an  interurban  system  which  eventually  will 
connect  Chehalis  with  Centralia.  In  connection  with  its  street 
railway  system  the  company  also  will  operate  an  electric  light 
plant  and   water  system. 

Chicago. — The  local  transportation  committee  of  the  city  coun- 
cil on  June  13  approved  most  of  the  provisions  of  an  ordinance 
permitting  the  Chicago  Milwaukee  &  St.  Paul  Railway  to  electrify  a 
line  north  of  Wilson  avenue,  to  be  operated  in  connection  with  the 
Northwestern  Elevated  Railroad.  Amendments  provide  for  a  sta- 
tion at  the  city  limits  and  for  a  5-eent  fare  into  the  city;  also  that 
no  third  rail  shall  be  used  except  on  the  elevated  structure. 

Cloverdale,  Cal. — A  franchise  has  been  applied  for  by  the 
Sonoma  &  Lake  County  Electric  Railway  to  enter  Cloverdale 
with   its  interurban   road.     Construction   is   to  begin   at  once. 

Colorado  Springs,  Colo. — Eugene  B.  Sweeney,  St.  Louis,  Mo., 
is  seeking  a  franchise  to  build  an  electric  interurban  line  between 
Colorado  Springs  and  Denver.  Right  of  way  has  been  secured 
in  Denver  to  the  insersection  of  Colfax  avenue  with  the  Rio 
Grand  tracks.  From  this  point  it  is  stated  the  line  will  proceed 
to  the  heart  of  the  city,  where  its  depot  will  be  located,  over  the 
tracks  of  another  line,  possibly  the  Lakewood  &  Golden.  Mr. 
Sweeney  is  quoted  as  saying  that  his  company  will  expend  about 
$2,000,000  on  the  work,  but  will  not  seek  an  entrance  in  Colorado 
Springs  until  the  line  has  been  built  to  within  25  miles  of  the  city. 
A  fare  of  $1.50  is  promised  by  the  new  company  between  Denver 
and  Colorado  Springs,  as  against  the  present  rate  of  $2.25.  It  also 
promises  to  make  the  run  in  1  hour  and  45  minutes,  as  against  the 
present  2>£-hour  run. 

Corning,  N.  Y. — The  Corning  &  Painted  Post  Street  Railway 
has  applied  for  a  franchise  to  double-track  its  line  through  Corn- 
ing. If  the  franchise  is  granted  the  company  will  slightly  change 
its  present  route  in  order  to  eliminate  the  curve  at  the  ball 
grounds. 

Crookston.  Minn. — It  is  reported  that  W.  A.  Martin  is  inter- 
ested in  a  local  street  railway  system  in  Crookston  and  that 
franchise   privileges   are   now   being   sought. 

Decatur.  III. — The  Decatur  Sullivan  &  Mattoon  Transit  Com- 
pany has  refused  to  accept  the  franchise  recently  granted  by  the 
city  because  of  the  requirement  that  the  company  shall  build  an 
expensive  subway  under  the  Illinois  Central  tracks. 

Dubuque,  la. — A  franchise  has  been  granted  to  the  Eastern 
Iowa  Traction  Company  to  enter  Dubuque  with  its  interurban  line. 
The  terminal  will  be  located  on  Seventh  street. 

Fruitvale.  Cal. — The  Oakland  Traction  Consolidated  Railway 
has  secured  a  franchise  to  build  and  operate  an  electric  railway 
in  this  city.     W.   F.   Kelly,  general  manager,   Oakland.  Cal. 

Ishpeming.  Mich. — The  Marquette  County  Gas  Light  &  Traction 
Company  has  applied  for  an  extension  of  its  street  railway  and 
lighting  franchises  from  July  11,   1921,   to  July  11,   1936. 

Mound  City,  III. — The  Southern  Illinois  Traction  Company, 
Cairo,  111.,  has  been  granted  a  franchise  to  enter  this  city  on 
Fifth  street,  thence  through  Walnut  to  Main  and  up  Main  to 
East  First  street,  where  it  will  turn  west  toward  Mounds.  The 
company  proposes  to  build  a  line  through  the  Southern  Illinois 
coal  belt  from  Murphysboro  to  Johnson  City  by  way  of  Carbon- 
dale  and  Herrin. 

Phoenixville,  Pa. — A  franchise  has  been  granted  to  the  Phila- 
delphia Interurban  Electric  Railway  to  construct  and  operate  an 
interurban  line  in  this  city.  Right  of  way  has  been  secured 
between  Pottstown  and  Phoenixville  and  work  will  be  started 
Immediately.     The  line  must  be  in  operation  inside  of  two  years. 

Puyallup.  Wash. — An  amended  franchise  granting  the  Puget 
Sound  Electric  Railway  permission  to  build  a  trestle  over  the 
Northern  Pacific  tracks  at  Indiana  avenue,  this  city,  was  passed 
by  the  city  council  on  June   5. 

Richmond.  Ind. — The  deadlock  between  the  Terre  Haute  In- 
dianapolis &  Eastern  Traction  Company  and  the  city  authorities  at 
Richmond  continues  without  Immediate  hope  of  a  settlement.  The 
chief  contention  is  over  the  question  of  transfers.  The  franchise 
offered  by  the  city  provides  for  a  general  transfer  system  be- 
tween the  local  and  Interurban  cars  within  the  city  limit.  It 
further  provides  that  the  Interurban  cars  shall  stop  within  the 
city  limits  upon  signal  at  all  crossings  to  receive  and  discharge 
ngers.  The  same  provisions  are  Incorporated  In  a  franchise 
Offered  to  the  Dayton  ft  Western  Traction  Company  now  being 
operated  by  the  Terre  Haute  Indianapolis  &  Eastern  Traction 
Company.    Tie-   officials   of   the   traction   company    state   thai    the 


provisions  are  unreasonable  and  will  never  be  accepted  by  the 
company.  They  ask  that  the  transfer  provision  and  the  stopping 
of  cars  at  crossings  be   eliminated. 

Syracuse,  N.  Y.— The  Syracuse  Rapid  Transit  Railway  has 
applied  for  a  franchise  to  double-track  its  line  in  Burnet  avenue 
to  Eastwood,  which  is  said  to  represent  the  first  step  to  reach 
East  Syracuse.  It  is  stated  that  the  company  also  will  ask  for 
permission  to  build  a  double-track  line  through  Clark  street,  to 
its  present  tracks  in  Manlius  street,  and  to  double-track  Manlius 
street  to  the  end  of  the  present  line.  The  Syracuse  &  Chit- 
tenango  Railway,  which  proposes  to  build  an  electric  line  from 
Syracuse  through  East  Syracuse  to  Chittenango.  N.  Y..  will  apply 
for  a  franchise  to  construct  its  tracks  through  Second  street  in 
East    Syracuse. 

Terre  Haute,  Ind. — Hush  .1  Mid. .wan  of  Indianapolis,  presi- 
dent of  the  Terre  Haute  Indianapolis  &  Eastern  Traction  Com- 
pany, has  reached  an  agreement  with  the  city  officials  in  regard 
to  the  terms  of  a  contract  by  which  the  company  is  to  be  given 
a  new  franchise.  The  company  agrees  to  build  a  modern  and 
commodious  interurban  passenger  station  within  three  years  and 
to  expend  not  less  than  $850,000  during  1907  and  not  less  than 
•!''  Miii  during  1908  for  permanent  improvements  and  equipment. 
The  city  reserves  the  right  to  regulate  the  street  car  schedule 
and  all  interurban  cars  except  limited  cars  shall  stop  upon  signal 
at  least  once  in  every  six  blocks  within  the  city.  The  company 
is  to  relay  its  tracks  on  Wabash  avenue  within  15  months.  The 
fare  will  remain  at  five  cents.  This  contract  must  be  passed  upon 
by  the  city  council  before  the  franchise  becomes  valid.  The  con- 
tract is,  in  effect,  a  modification  of  the  franchise  of  the  Terre 
Haute  Traction  &  Light  Company,  which  was  leased  in  March 
of  this  year  by  the  Terre  Haute  Indianapolis  &  Eastern.  The 
franchise  is   to  expire   in   1952. 


RECENT   INCORPORATIONS. 

Akron  Canton  &  Youngstown  Railroad,  Akron.  O. — Incorporated 
in  Ohio  to  build  and  operate  an  electric  interurban  line  in  Summit. 
Stark,  Portage  and  Mahoning  counties,  with  terminals  at  Akron 
and  Youngstown.  Capital  stock,  $20,000.  Incorporators:  Z.  W. 
Davis,  Isaac  H.  Taylor.  William  Simpson.  H.  B.  Steward  and 
M.    L.    Rackle. 

Centralia  &  Sandoval  Railroad,  Centralia,  III. — Incorporated  in 
Illinois  to  build  an  electric  railway  from  Centralia  to  Sandoval. 
Capital  stock.  $2,500. 

Clarksdale  Covington  &  Collierville  Interurban  Railway.  Mem- 
phis, Tenn. — The  Lake  View  Traction  Company,  which  recently 
was  incorporated  under  the  laws  of  the  state  of  Maine  to  build 
local  street  railways  in  Memphis  and  Clarksdale  with  an  inter- 
urban system  between  these  two  points,  has  been  incorporated 
under  the  laws  of  Tennessee  with  the  above  title.  This  was  done 
for  the  purpose  of  facilitating  the  acquiring  of  right  of  way.  sites 
for  power  houses,  parks,  etc.,  by  condemnation  proceedings  when 
they  cannot  otherwise  be  obtained,  which,  under  the  interurban 
laws  of  the  state  of  Tennessee,  cannot  be  done  by  a  company 
incorporated  under  the  laws  of  another  state.  The  line  will  operate 
in  Memphis  and  Clarksdale  and  afford  connection  with  the  towns 
named  in  the  title.  Capital  stock.  $50,000,  with  the  privilege 
of  increasing  as  necessary.  The  incorporators  are:  R.  F.  Tate, 
Memphis;  W.  A.  Gage,  G.  W.  Agee,  J.  S.  Robinson,  Dudley  S. 
Weaver,  H.  E.  Craft,  W.  E.  Willett.  A.  Walsh.  W.  A.  Percy. 
E.  Manigan.  M.  J.  Roach.  Walter  Goodman.  I.  D.  Block.  L.  Sam- 
bucetti,  R.  B.  Nebhut,  H.  D.  Minor,  C.  F.  Farnsworth  and  W.  C. 
Knight. 

Denver  <£.  Greeley  Railroad,  Greeley,  Colo. — Incorporated  in 
Colorado  to  build  an  interurban  electric  line  from  Greeley  to 
Longmont,  Loveland,  Johnstown,  Hillsborough,  Ft.  Collins,  Wind- 
sor. Severance  and  Eaton,  with  an  extension  later  to  Denver. 
Surveys  for  the  location  of  the  line  will  be  started  at  once.  For 
a  portion  of  the  distance  the  road  will  run  between  the  Colorado 
A:  Southern  on  the  west  and  tne  Union  Pacific  on  the  east, 
traversing  the  St.  Vrain  coal  fields  to  Hillsborough,  with  a  branch 
from  Hillsborough  to  Ft.  Collins  on  the  south  and  west  and  to 
Greeley  on  the  north  and  east.  Capital  stock,  $50,000.  Incorporators: 
John  C.  Mosher,  president;  E.  J.  Decker,  first  vice-president; 
George  M.  Huston,  second  vice-president;  Mayor  Frank  J.  Green, 
H.  H.  Hake.  Greeley.  Colo.;  J.  D.  Houseman.  J.  F.  Church,  John  S. 
Flower,  Max  Strauss.  James  Williams.  H.  G.  Clark,  Denver,  Colo. 
It  is  announced  that  J.  D.  Houseman,  who  has  supervised  the 
building  of  several  interurban  lines  in  St.  Louis  and  the  west, 
will  be  general  manager  of  the  new  company  and  have  direct 
charge  of  its  construction.  It  is  estimated  that  the  road,  when 
completed,    will   cost   about    $1,000,000. 

Open  River  &  Navigation  Company,  Pendleton,  Ore. — Incor- 
porated in  Oregon  to  construct  and  operate  steam  and  electric 
lines  and  power  plants  and  operate  steam  and  sailing  vessels. 
It  rs  state.:  that  most  of  the  route  for  that  portion  of  the  road 
to  be  built  first,  from  Simmons  Landing  to  Holdman  on  the 
Columbia  river.  lf>  miles,  has  been  surveyed  and  nearly  all  the. 
right  of  way  secured.  The  territory  to  be  served  is  in  the  great 
northern  wheat  belt,  and  it  is  estimated  that  20,000  tons  of  wheal 
will  be  made  tributary  to  the  line  by  this  route.  It  is  thought 
that  eventually  the  line  will  be  extended  to  Pendleton,  about  35 
miles.  Capital  stock.  $250,000.  Incorporators:  E.  W.  McComas, 
G.  A.  Hartman  and  C.  E.  Curry,  the  latter  manager  of  the 
Northwestern  Warehouse  Company  at  San  Francisco.  .1-  N.  Teal, 
Portland,  Ore.,   is  attorney  for  the  company. 

Paris  &  Northern  Traction  Company,  Paris,  III. — Incorporated 
in  Illinois  to  build  an  electric  railway  in  Edgar  and  Vermilion  conn- 


794 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  24. 


ties,  from  Paris  to  Ridge  Farm  and  Brocton,  111.  Capital  stock, 
$5,000.  Incorporators:  F.  L.  Kidder,  L.  L.  Caninne,  John  J.  Cum- 
mings,  J.  E.  Parrish,  Paris,  and  George  E.  Fair,  Chrisman,  111. 

Quitman  Valdosta  <£.  Thomasville  Electric  Railway  &  Power 
Company,  Quitman,  Ga. — This  company  has  applied  for  a  charter 
to  build  a  50-mile  interurban  line  from  Valdosta  to  Blue  Springs, 
Quitman  and  Thomasville,  Ga.  Capital  stock,  $30,000.  Incorpo- 
rators: H.  L.  Young,  J.  D.  Wilson,  J.  W.  Oglesby,  Sr.,  R.  C. 
Mcintosh  and  others. 

Swannanoa  Valley  Railway,  Black  Mountain,  N.  C, — Incor- 
porated in  North  Carolina  to  build  an  electric  interurban  rail- 
way from  Asheville  to  Swannanoa  Station,  Black  Mountain  and 
other  points  in  the  Swannanoa  valley.  Incorporators:  F.  T.  Meri- 
wether, Ed  S.  Caldwell,  P.  R.  Moale,  Hugh  L.  Barbee,  J.  M.  Chiles 
and  W.  R.  Whitson. 

Wisconsin  &  Northern  Minnesota  Railway. — Incorporated  in 
Wisconsin  to  build  an  electric  line  from  Superior,  Wis.,  to  Duluth, 
Minn. 

Wisconsin  Midland  Railway. — Incorporated  in  Wisconsin  to 
build  a  2  y, -mile  electric  line  from  Chester  to  Waupun,  Wis.  Cap- 
ital stock,  $30,000.  Incorporators:  Thomas  R.  Mercein,  Charles 
Schley,  Ralph  M.  Friend,  Earle  C.  Juneau,  Milwaukee,  Wis.; 
De   Witt    C.   West,    Beaver   Dam. 

Yankton  Southern  Railway,  Yankton,  S.  D. — Incorporated  in 
Oklahoma  to  build  an  electric  railway  from  Yankton,  S.  D.,  to  a  gulf 
port.  Incorporators:  Fremont  Hill,  Jesse  Lowman,  Thomas  B. 
Paxton,  Alfred  Hill,  John  W.  Warrington,  William  Cooper  Procter, 
Robert  J.  Gamble  of  Cincinnati,  and  William  J.  Faulte  and  Isaac 
Piles  of  Yankton. 


TRACK  AND   ROADWAY. 


Americus  (Ga.)  Street  Railway.— This  company  has  obtained  a 
franchise  in  Americus  and  proposes  to  build  a  4-mile  street  railway 
system,  to  cost  about  $150,000. 

Anderson  (S.  C.)  Traction  Company. — It  is  announced  that  the 
new  interurban  line  from  Anderson  to  Belton,  S.  C,  10  miles,  will 
be  completed  and  put  in  operation  by  July  1.  The  trestle  over 
Broadaway  creek  was  finished  last  week  and  the  final  work  is 
being  done  on  the  construction  of  the  line.     J.  A.  Brock,  president. 

Auburn  &  Northern  Electric  Railroad,  Auburn,  N.  Y.— It  is  an- 
nounced that  this  company  has  plans  about  completed  for  the  ex- 
tension of  its  line  from  Auburn  westward  to  Seneca  Falls  and  that 
work  will  be  started  in  the  near  future.  Its  recently  built  line  to 
Port  Byron  will  be  formally  opened  at  an  early  date. 

Bellingham,  Wash. — It  is  reported  that  C.  D.  Wyman  of  the 
Stone  &  Webster  Engineering  Corporation  is  in  this  vicinity  to 
make  a  final  decision  on  the  route  of  the  Seattle -Bellingham  inter- 
urban line  and  other  lines  radiating  from  Bellingham,  which  this 
company   proposes    to    build.     Several    routes   have    been    surveyed. 

Birmingham     (Ala.)     Railway    Light    &    Power    Company.— The 

stockholders  have  authorized  a  bond  issue  of  $35,000,000,  a  part  of 
the  proceeds  of  which  will  be  used  in  making  extensions  and  im- 
provements. 

Boston  (Mass.)  Elevated  Railway.— President  W.  A.  Bancroft 
has  announced  that  plans  will  be  filed  in  two  or  three  weeks  for 
the  company's  proposed  subway  extension  to  Cambridge.  The 
report  of  Consulting  Engineer  William  B.  Parsons,  recommending 
four  stations,   has  been   received. 

British  Columbia  Electric  Railway,  Vancouver,  B.  C. — This 
company  expects  to  build  during  the  next  two  years  about  60 
miles  of  electric  railway  from  Westminster  to  Chilliwack,  B.  C. 
James   Milne,    general   superintendent. 

Brooklyn  (N.  Y.)  Rapid  Transit  Company. — Two  tracks  of  the 
reconstructed  line  to  Brighton  Beach,  which  was  rebuilt  to 
eliminate  a  number  of  grade  crossings,  were  opened  for  traffic  on 
June  10.  The  work  on  this  line  was  described  in  the  Electric- 
Railway  Review  of  December,  1906,  page  968.  The  cost  of  the  im- 
provements was  about  $2,000,000,  of  which  half  was  borne  by  the 
city.  The  company  also  expended  about  $500,000  for  the  erection 
of  10  new  brick  stations  and  other  improvements.  It  was  an- 
nounced that  the  other  two  tracks  will  be  in  operation  in  about 
two  weeks.  During  the  progress  of  the  reconstruction  the  Brighton 
Beach  trains  have  used  the  tracks  of  the  Long  Island  Railroad. 

Chester  (Pa.)  Traction  Company. — The  contract  for  the  re- 
building of  this  company's  70-foot  span  bridge  at  Waterville  has 
been  let   to  the  Belmont  Iron  Works.    Philadelphia,    Pa. 

Columbus  (Ind.)  Street  Railway  &  Light  Company. — This  com- 
pany has  resumed  the  construction  of  its  extension  to  East  Colum- 
bus, Ind.,  work  upon  which  has  been  held  up  by  an  option  on  the 
property.  It  is  expected  to  complete  the  extension  in  about  a 
month. 

Consolidated  Railway,  New  Haven,  Conn. — It  is  announced  that 
the  proposed  extension  from  Great  Barrington  to  Canaan,  Mass., 
will  be  built  this  year  and  that  a  number  of  bad  curves  between 
Great  Barrington  and  Pittsfield  will  be  eliminated. 

Corning  Keuka  Lake  &  Ontario  Railroad. — Governor  Hughes  of 
New  York  has  signed  a  bill  validating  the  charter  of  this  company, 
which  was  incorporated  in  1905  to  acquire  the  property  and  fran- 
chises of  the  Sodus  Bay  &  Corning  Railroad,  a  steam  road,  which 
completed  its  grade  between  Savona  and  Keuka  and  for  several 
miles  toward  Lake  Ontario. 

Cortland    &    Auburn    Railroad. — The    New    York    railroad    com- 


mission has  granted  this  company  permission  to  issue  a  first 
mortgage  for  $1,000,000.  The  company  proposes  to  build  from 
Cortland  to  Auburn,  N.  Y.  W.  L.  Weber  of  Philadelphia,  chief 
engineer. 

Cleveland  Southwestern  &  Columbus  Railway,  Cleveland,  O. — 
Official  advice  from  this  company  states  that  the  Mansfield  division, 
from  Seville,  O.,  on  the  southern  division,  to  Mansfield,  44.24  miles, 
has  been  surveyed  for  the  entire  distance.  The  line  will  pass 
through  Seville,  Le  Roy,  Wast  Salem,  Oak,  Nankin,  Ashland  and 
Mansfield.  Grading  is  in  progress  from  Mansfield  to  West  Salem 
and  the  overhead  work  from  Mansfield  to  Ashland.  The  Cleveland 
Construction  Company  is  the  principal  contractor.  F.  T.  Pomeroy, 
president;  Roberts  &  Abbott,  chief  engineers,  Cleveland,  O. 

Danville,  Ind. — It  is  reported  that  Philadelphia  capitalists  are 
interested  in  a  project  to  build  an  electric  line  from  Danville  to 
Rockville,  Ind.,  and  that  John  O.  Kain  has  been  engaged  in  pre- 
paring profiles.     Incorporation  papers  are  to  be  filed  in  a  few  days. 

Enid  (Okla.)  Street  Railway. — This  company  has  opened  for 
traffic  a  new  line  between  the  Rock  Island  and  Frisco  depots,  about 
a  mile  long.  Several  miles  of  track  has  been  laid  and  construc- 
tion is  now  in  progress  on  a  line  to  the  park  northwest  of  Enid. 

Hamstead  &  Manchester  Railroad. — It  is  stated  that  an  exten- 
sion to  this  company's  line  from  Reisertown,  Md.,  to  a  connection 
with  an  extension  of  the  Hanover  &  McSherrystown  Railroad  in 
Pennsylvania  is  under  consideration.  If  built  a  through  electric 
line  from  Hanover  to  Baltimore  will  be  afforded. 

Indiana  Columbus  &  Eastern  Traction  Company,  Columbus,  O. — 
It  is  reported  that  the  line  between  Columbus  and  Springfield,  O.,  is 
to  be  reballasted  this  year  and  new  ties  laid.  The  work  of  grading 
the  London  cut-off  is  now  almost  completed  and  the  placing  of 
rails  will  begin  in  a  short  time.  The  cut-off  will  save  five  miles 
between  Columbus  and  Springfield,  and  will  leave  London  off  the 
main  line.  A  car  will  be  run  on  the  spur,  however,  for  the  accom- 
modation of  passengers.  The  tracklaying  of  the  cut-off  and  the 
ballasting  of  the  road  will  be  done  by  John  T.  Adams  of  Columbus, 
who  is  now  engaged  on  a  number  of  contracts  for  the  company. 

Indianapolis  Newcastle  &  Toledo  Electric  Railway,  Newcastle, 
Ind. — It  is  reported  that  this  line  from  Indianapolis  to  Newcastle, 
Ind.,  will  soon  be  ready  for  ballasting.  The  grade  work  is  rapidly 
nearing  completion,  and  the  heaviest  part  of  the  work  will  be 
completed  within  two  weeks.  The  heaviest  part  is  the  fill  west 
of  Newcastle,  across  the  Blue  river  valley,  and  work  on  this  is 
progressing  satisfactorily.  Rails  and  ties  have  been  distributed 
along  the  right  of  way,  and  as  soon  as  the  grade  is  completed 
these  will  be  laid.  Machinery  is  being  placed  in  the  power  house 
and  the  prospects  are  that  cars  will  be  running  by  the  first  of 
November. 

Interstate  Electric  Railway. — Ernest  D.  Martin  of  Kansas  City, 
Mo.,  has  filed  21  right  of  way  contracts  for  land  south  of  St. 
Joseph,  Mo.,  for  the  proposed  line  from  St.  Joseph  to  Kansas 
City,    via    Dearborn    anil    Liberty. 

Lake  Shore  Electric  Railway,  Cleveland,  O. — It  is  reported  that 
nearly  all  the  bridges  on  the  Sandusky-Fremont  branch  are  com- 
pleted, and  between  Erlin  and  Sandusky  there  remains  but  four 
miles  of  track  to  be  completed.  Grading  on  the  Fremont  end  of 
the  line  is  being  hurried  and  it  is  expected  that  cars  will  be 
running  between  Fremont  and   Sandusky  by  July  4. 

Lexington  (Ky.)  &  Interurban  Railways. — It  is  reported  that 
this  company  has  decided  to  construct  its  proposed  road  from 
Lexington  to  Nicholasville,  Ky.,  at  an  early  date.  J.  P.  Pope,  chief 
engineer. 

Louisville  &  Northern  Railway  &  Lighting  Company,  New  Al- 
bany, Ind. — This  company,  which  recently  surveyed  a  line  from 
New  Albany  to  West  Baden  and  French  Lick,  via  Paoli,  again  has 
its  engineers  in  the  field  to  make  the  final  location.  As  soon  as 
this  is  finished  the  company  expects  to  let  contracts  for  the  con- 
struction of  the  line.  It  is  the  intention  of  the  company  to  build 
the  line  in  sections.  The  first  will  be  from  New  Albany  to  Floyd 
Knobs,  five  miles  north,  which  will  be  a  junction  point  for  the 
Paoli  line  and  the  proposed  line  to  Corydon,  which  has  also  been 
surveyed,  both  lines  using  the  same  route  through  the  knobs 
with  a  grade  not  to  exceed  3  per  cent.  The  Paoli  line  will  use 
the  street  railway  which  is  controlled  by  the  Louisville  &  Southern 
Indiana  Traction  Company  to  reach  Louisville,  the  two  companies 
being  closely   allied. 

Macon  Americus  &  Albany  Electric  Railway,  Macon,  Ga. — It  is 
reported  that  the  American  Engineering  Company  of  Indianapolis. 
Ind.,  has  been  awarded  the  contract  for  the  preliminary  engineering 
on  this  road,  which  is  to  connect  the  cities  named  in  the  title. 
G.   H.   Binkley,   chief  engineer. 

Mexico  Santa  Fe  &  Perry  Traction  Company,  Mexico,  Mo- 
ll. D.  Ahlhandt,  treasurer,  writes  that  this  company  will  build 
an  electric  railway  from  Mexico  to  Perry,  Mo.,  25  miles,  via  Molino 
and  Santa  Fe.  Surveys  have  been  completed  and  matters  are 
being  arranged  so  as  to  enable  contracts  for  the  entire  road  to 
be  let  within  30  days.  S.  L.  Robinson  of  Mexico,  president;  C.  O. 
Thon,    Belleville,    111.,    chief   engineer. 

New  Orleans  (La.)  Railway  &  Light  Company.— This  company 
is  making  a  number  of  important  improvements  and  extensions 
to  its  city  lines.  Girder  rails  are  being  laid  on  Carondelet  street, 
the  tracks  on  Broadway  are  being  moved  from  the  side  to  the 
center  of  the  street,  five  blocks  of  new  track  are  to  be  built  on 
Villere  street,  and  the  rails  in  Royal  street  will  be  replaced  by 
girder   rails. 

New  York  Auburn  &   Lansing   Railroad,   Auburn,   N.   Y.-We  are 


June  15,  1907. 


ELECTRIC    RAILWAY     REVIEW 


T'.i: 


advised  that  the  type  of  soldered  bond  to  be  used  on  the  36  miles 
of  third  rail  now  being  built  by  this  company,  from  Auburn  to 
Ithaca,   N.   Y.,   has  not  yet  been  decided. 

Northern  Texas  Traction  Company,  Ft.  Worth,  Tex. — It  is  an- 
nounced that  the  work  <>f  enlarging  and  double-tracking  the  bridge 
over  the  Trinity  river  in  Dallas,  Tex.,  will  be  completed  by  Au- 
gust 1. 

Omaha  &  Council  Bluffs  Street  Railway,  Omaha,  Neb. — Vice- 
President  Gurdon  W.  Wattles  and  General  Manager  W.  A.  Smith 
have  announced  to  the  Commercial  Club  of  Council  Bluffs  that 
the  extension  to  the  Iowa  School  for  the  Deaf  will  be  built  this 
year  and  that  construction  will  probably  begin  within  a  month,  or 
as  soon  as  the  company  finishes  with  the  work  on  the  city  lines 
that  must  be  done  before  the  streets  in  question  can  be  paved 
by  the  city. 

Paris  (III.)  Traction  Company. — It  is  announced  that  this  com- 
pany will  extend  its  lines  to  Champaign.  111.,  as  soon  as  financial 
arrangements  can  be  made.  The  road  will  pass  through  Chrisman, 
about  13  miles  north  of  Paris,  Edgar,  Brocton,  Hume,  Metcalf 
and   Ridge   Farm.     F.    L.    Kidder   is   president. 

Philadelphia  Valley  Forge  &  Suburban  Railroad. — This  road, 
recently  incorporated  in  Pennsylvania,  is  one  of  several  electric 
lines  forming  the  Valley  Forge  System  of  railroads,  which,  when 
completed,  will  be  about  30  miles  long.  The  Philadelphia  Valley 
Forge  &  Suburban  division  will  extend  from  Philadelphia  to  Fair- 
view,  about  six  miles.  Edward  W.  Johnson,  secretary,  writes  that 
this  system  will  be  a  high-speed  third-rail  electric  line,  extending 
from  Philadelphia  to  the  borough  of  Phoenixville.  It  will  pass 
through  the  village  of  Valley  Forge  and  will  be  constructed  entirely 
on  private  right  of  way,  fenced  in  and  without  grade  crossings. 
L.  Knowles  Perot,  president;  Edward  W.  Johnson,  secretary  and 
treasurer.     Principal  office,    2129  Land   Title  building,    Philadelphia. 

Pentwater,  Mich. — A.  Gifford  of  Pentwater  is  president  of  a 
company  which  proposes  to  build  a  line  from  Ludington  to  Grand 
Rapids,  by  way  of  Pentwater.  The  right  of  way  is  being  cleared 
preparatory  to  commencing  construction  work'. 

Portland  &  Northern  Railroad,  Portland,  Me. — William  M. 
Sturges,  general  manager  and  chief  engineer,  Preble  house,  Port- 
land, Me.,  writes  that  surveys  for  this  company's  third-rail  line, 
which  will  extend  from  Portland  to  Bridgeton,  Me.,  40  miles,  are 
completed  from  Portland  to  Raymond,  14  miles.  The  line  will 
start  at  Morrill's  Corners  in  Portland,  and  pass  through  Windham, 
Raymond,  Casco  and  Naples  to  Bridgeton.  Sturges  &  Co.,  Scran- 
ton,  Pa.,  have  the  contracts  for  grading,  etc.  Contracts  for  power 
houses,  cars,  steel  rails,  electrical  equipment,  etc.,  are  to  be  let. 
Howard  Winslow,  president,  Portland;  S.  O.  Hancock,  vice-presi- 
dent, Casco;  H.  L.  Forhan,  treasurer;  L.  Barton,  secretary;  William 
M.  Sturges,  chief  engineer  and  general  manager,  Portland,  Me. 
All  communications  should  be  addressed  to  W.  M.  Sturges  at  Port- 
land. 

Rainier  Electric  Company,  Portland,  Ore. — This  company  has 
been  organized  to  build  an  electric  railway  from  Portland  to 
Rainier,  Ore.  Capital  stock,  $25,000.  Alexander  Sweet,  Carleton 
Lewis  and  W.  C.  Morris  are  interested. 

Rochester  Syracuse  <£.  Eastern  Railroad,  Syracuse,  N.  Y. — The 
New  York  railroad  commission  has  authorized  an  increase  of  the 
common  stock  from  $3,500,000  to  $6,000,000.  which  will  make  the 
total  capital  stock  of  the  company  $8,500,000.  The  company  pro- 
poses to  build  an  electric  railway  from  Rochester  to  Syracuse,  N.  Y. 
The  first  section,  from  Rochester  to  Lyons,  36  miles,  has  been 
in  operation  for  several  months  and  construction  is  now  in  progress 
from  Rochester  to  Port  Byron,   21  miles. 

San  Diego  (Cal.)  Electric  Railway. — A  franchise  has  been 
granted  by  the  city  council  for  the  Point  Loma  line  and  the  com- 
pany is  preparing  to  begin  construction  within  a  few  days.  The 
line,  which  will  be  owned  by  the  Point  Loma  Electric  Railway 
Company,  but  will  be  built  and  operated  by  the  San  Diego  com- 
pany, extends  from  Winder  and  India  streets,  San  Diego,  through 
Roseville,   Carlson   canyon   and   Point  Loma  to  Ocean  Beach. 

San  Franciso,  Cal. — It  is  reported  that  Richard  Hotaling,  W.  M. 
Rank  and  their  associates  have  made  a  deal  with  a  Baltimore  syn- 
dicate by  which  an  electric  railroad  system  Is  to  be  built  in  Marin, 
Sonoma,  Napa  and  Lake  counties,  with  ferryboat  connection  with 
this  city.  The  deal  includes  the  purchase  of  the  Petaluma  & 
Santa  Rosa  Railway.  The  undertaking  involves  an  expenditure  of 
between  $10,000,000  and  $15,000,000.  Hotaling,  Rank  and  their 
associates  already  have  a  terminal  on  Richardson's  bay,  just  across 
from  Sausalito,  and  they  have  made  surveys  from  it  to  San  Rafael, 
thence  to  Novato  and  Napa,  and  thence  to  Lakeport.  The  pro- 
posed road  will  embrace  an  extension  of  the  Petaluma  line  north- 
ward into  the  Healdsburg  &  Cloverdale  country.  Ultimately  it 
will  be  extended  into  Lake  county. 

San  Francisco  Vallejo  &  Napa  Valley  Railway,  Napa,  Cal. — 
It  is  reported  that  900  tons  of  rails  and  other  material  have 
arrived  for  the  construction  of  the  road  from  Napa  to  St.  Helena, 
Cal.,  lv  miles.  The  present  shipment  of  rails  will  be  used  on 
the  section  from  Napa  to  Oakville,  12  miles,  which  has  been 
graded.  This  company  is  a  subsidiary  of  the  Vallejo  Benicia  &. 
Napa  Valley  Railroad,  which  now  has  a  line  in  operation  from 
Vallejo  to  Napa,  17  miles,  organized  to  build  the  extension  to 
St.    Helena.     C.    H.    Wallace,    chief   engineer. 

Sand  Mountain  Electric  Company,  Albertville,  Ala. — John  I. 
Ray,  president  of  the  Albertville  Realty  Company,  writes  that  this 
company  proposes  to  build  an  electric  railway  from  Scottsboro  to 
Gadsden,  Ala.,  55  miles,  via  Gadsden,  Alabama  City,  Attalla,  Fen- 
Ian,    Boaz,    Albertville,    Short   Creek   and   Langston.     Contracts   an 


to   be   lei    I'm]-   power   plant,    .lams,    flumes    and    transmission    lines. 
E.   O.   McCord,   president. 

Southwest  Missouri  Railroad.  Webb  City,  Mo. — The  contract 
for  the  construction  of  the  650-foot  steel-frame  viaduct  which 
this  company  will  build  over  the  junction  of  the  Missouri  Pacific 
and  the  St.  Louis  &  San  Francisco  railroads  for  the  use  of  its 
proposed  interurban  lino,  has  been  lei  to  the  Midland  Bridge  Com- 
pany, Kansas  City,  Mo.  The  structure  will  be  located  about  :•', 
miles  from  Joplin  and  will  rest  upon  concrete  abutments.  A.  h". 
Rogers,   president,  Webb  City,   Mo. 

St.  Helens  Public  Service  Company. — This  company  has  filed 
suit  against  the  state  of  Washington  to  appropriate  a  right  of 
way  for  a  flume  and  dam  on  the  Toutle  river  to  supply  power 
for  its  proposed  electric  line  from  Portland  through  Cowlitz,  Clarke 
and  Skamania  counties.  Dr.  H.  W.  Coe  of  Portland,  Ore.,  is 
reported    as    interested    in    the    company. 

St.  Louis  Terre  Haute  &  Quincy  Traction  Company. — E.  E. 
Barclay  of  Springfield,  111.,  secretary,  and  B.  F.  Darnell  of  St. 
Louis,  Mo.,  right  of  way  man,  were  in  Quincy,  111.,  recently  in  the 
interest  of  the  company  and  expressed  their  intention  of  applying 
soon  for  a  franchise  to  enter  the  city.  The  company  proposes  to 
build  from  Terre  Haute,  Ind.,  to  St.  Louis  and  Hannibal,  Mo.,  but 
the  present  intention  is  to  build  from  Terre  Haute  to  Quincy,  via 
Taylorville,  and  to  extend  the  line  later.  Surveys  are  being  made. 
Charles   H.    Lawrence   is   chief  engineer. 

Texas  Traction  Company,  Dallas,  Tex. — A  contract  has  been 
let  to  the  Southwestern  Bridge  Company  for  the  erection  of  12 
bridges  on  the  line  between  Dallas  and  Sherman,  Tex. 

Topeka  (Kan.)  &  Southwestern  Railway. — This  company  has 
purchased  all  the  property  of  the  Topeka  Eskridge  &  Council 
Grove  Railway,  which  proposed  to  build  from  Topeka  to  Council 
Grove,  Kan.,  and  will  build  the  line.  It  is  proposed  to  use  Strang 
gasoline-electric   motor   cars.     W.    L.    Taylor,    president. 

West  Penn  Railways,  Pittsburg,  Pa. — Construction  work  on  this 
company's  proposed  extension  from  Footedale  to  Brownsville,  Pa., 
9V2  miles,  will  be  started  in  about  two  weeks  and  will  be  ready 
for  laying  the  rails  about  November.  The  Crossan  Construction 
Company,  Philauelphia,  has  a  contract  for  grading  and  masonry 
work. 

Western  Massachusetts  Street  Railway,  Westfield,  Mass. — Sur- 
veys have  been  completed  for  an  extension  from  Huntington  to 
Lee,  Mass.,  to  connect  at  Lee  with  the  Berkshire  Street  Railway. 
H.   C.   Page,   general   manager,    Springfield,    Mass. 

Winona  Interurban  Railway,  Winona  Lake,  Ind. — It  is  stated 
that  the  Warsaw-Peru  extension  is  to  be  completed  by  January  1. 
The  route  includes  Mentone,  Chili,  Gilead  and  Akron,  and  is  44 
miles  long.  The  first  10  miles  out  of  Peru  has  been  in  operation 
for  some  time  and  work  is  to  begin  at  once  at  the  Warsaw  end  on 
the  construction  of  the  remainder.  The  rails,  ties  and  other  ma- 
terial have  been  contracted  for  and  much  of  the  material  is  already 
on  the  ground.  A  double-track  viaduct  80  feet  long  is  to  be  built 
in  Warsaw  and  the  Pennsylvania  tracks  will  be  crossed  overhead 
and  the  New  York  Chicago  &  St.  Louis  tracks  by  a  subway.  The 
final  survey  for  the  line  from  Warsaw  to  Ft.  Wayne  has  been 
started.     S.  C.  Dickey,  general  manager. 

York  County  Traction  Company,  York,  Pa. — Dodge  &  Day,  en- 
gineers and  constructors,  Philadelphia,  have  commenced  work  on 
the  extension  from  York  to  Hanover,  Pa.,  about  20  miles.  A  large 
force  of  men   is   at   work  and   rapid  progress    is   being  made. 


POWER   HOUSES  AND  SUBSTATIONS 

Birmingham  (Ala.)  Railway  Light  &  Power  Company. — It  is 
announced  that  this  company  has  authorized  a  bond  issue  of 
$35,000,000,  a  part  of  the  proceeds  of  which  will  be  used  to  erect 
a  power  house  at  a  cost  of  $1,500,000.  Other  extensive  improve- 
ments will  be  made  to  the  properties  of  this  company. 

British  Columbia  Electric  Railway  Company,  Vancouver, 
B.  C. — It  is  stated  that  this  company  has  recently  let  contracts 
for  the  construction  of  a  tunnel  400  feet  long,  14  by  9  feet  in  area. 
The  tunnel  is  to  be  driven  through  solid  granite.  A  contract  was 
also  let  for  two  64-inch  steel  pipe  lines.  1,200  feet  long,  and  two 
wooden  pipe  lines,  800  feet  long  and  60  inches  in  diameter.  A 
contract  was  let  to  the  Pelton  Water  Wheel  Company  for  a 
10,000-horsepower  impulse  wheel  and  a  contract  was  awarded  to 
the  Canadian  General  Electric  Company  for  one  5,000-kiluwatt 
generator,  three  2,500-kilowatt  step-up  transformers,  2,000  to  20,000 
volts;  three  1,000-kilowatt  step-down  transformers,  20.000  to  2,000 
volts.  Contracts  are  to  be  let  in  about  a  week  for  a  150  by  40 
foot  granite  extension  to  its  power  house  at  Lake  Buntzen,  also 
for  the  erection  of  a  reinforced  concrete  transformer  building, 
75    by    35    feet. 

Freeport  (III.)  Railway  Light  &  Power  Company. — It  has  been 
announced  that  this  company  will  erect  a  new  power  house  and 
improve  its  lighting  and  street   railway  service  in   the  near  future. 

Illinois  Traction  Company,  Champaign,  III. — II  is  announced 
that  this  company  is  about  to  make  extensive  improvements  to 
its  generating  plant  at  Bloomington.  111.,  by  the  addition  of  a  Hum- 
bei  of  boilers  and  the  erection  of  a  new  stack.  It  is  stated  thai 
Stirling    boilers    will    be    installed. 

Terre  Haute  Indianapolis  &  Eastern  Traction  Company. — This 
company  is  installing  a  boiler  and  steam  turbine  in  its  power 
house  at  Spring  Lake,  Ind.  The  latter  is  located  on  the  old 
Indianapolis    &    Eastern    line. 


79G 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  No.  24. 


Personal  Mention 


Mr.  C.  F.  Richardson  has  been  appointed  superintendent  of  the 
Lincoln  (111.)  Railway  &  Light  Company,  to  succeed  Acting  Super- 
intendent Thorp. 

Mr.  Daniel  Franciscus  has  been  appointed  superintendent  of 
the  Carlisle  &  Mt.  Holly  Railway  at  Carlisle,  Pa.,  succeeding  Mr.  C. 
Faller,   resigned. 

Mr.  J.  Jordan,  heretofore  superintendent  and  park  manager  of 
the  Cleveland  Painesville  &  Eastern  Railroad,  Willoughby,  O., 
has  been  appointed   general  manager. 

Mr.  William  McGee  of  Pittsburg,  Pa.,  has  been  elected  presi- 
dent of  the  Cincinnati  Toledo  &  Detroit  Short  Line  Railway  of 
Toledo,  O.,   to  succeed  Mr.  J.  M.  Morgan  of  Toledo,  resigned. 

Mr.  Thomas  Lowry.  president  of  the  Twin  City  Rapid  Transit 
Company  of  Minneapolis,  Minn.,  who  has  been  in  the  southwest 
during   the   winter  and  spring,    has   returned   to   Minneapolis. 

Mr.  J.  M.  Bramlette.  general  superintendent  of  the  Michigan 
United  Railways  Company,  with  headquarters  at  Lansing,  Mich., 
has  been  appointed  general  manager  of  the  company,  as  announced 

in  last  week's  issue  of  the 
Electric  Railway  Review, 
to  succeed  Mr.  James  R. 
Elliott,  who  will,  how- 
ever, retain  his  position 
as  vice-president.  Mr. 
Bramlette  has  had  a  long 
experience  with  electric 
railway  companies  in 
various  capacities.  He 
was  born  in  Louisville, 
Ky.,  October  24,  1S61. 
and  began  his  railway 
career  in  1890  with  the 
Sprague  Electric  Com- 
pany of  St.  Louis  at  the 
time  the  Lindell  Railway 
was  being  electrified.  In 
the  latter  part  of  1890 
he  entered  the  service  of 
Thomson  &  Houston,  who 
were  engaged  in  the  work 
of  electrifying  the  lines 
of  the  Union  Depot  Rail- 
win-  Company,  where  he 
remained  until  February, 
1891,  when  he  accepted 
a  position  with  the  East 
J.    M.    Bramlette.  St.  Louis  Railway  at  East 

St.  Louis.  He  remained 
with  this  company  11  years,  serving  successively  as  master  me- 
chanic, claim  agent  and  assistant  superintendent.  In  1902 
he  was  appointed  general  manager  of  the  St.  Louis  &  Belleville 
Railway  and  the  St.  Louis  Belleville  &  Suburban  Railway,  which 
operated  two  double-track  electric  lines  between  St.  Louis  and 
Belleville.  Early  in  1903  these  roads,  together  with  the  city  lines 
of  the  East  St.  Louis  Electric  Railway,  the  Mississippi  Valley 
Transit  Company  and  the  Collinsville  Caseyville  &  East  St.  Louis 
Electric  Company  were  merged,  and  Mr.  Bramlette  was  appointed 
general  superintendent  of  the  combined  properties,  now  known 
as  the  East  St.  Louis  &  Suburban  Company.  In  May,  1905,  he 
was  appointed  general  manager  of  the  Philadelphia  &  Western 
Railroad  at  Philadelphia,  Pa.,  where  he  remained  one  year,  resign- 
ing in  May,  1906,  to  become  general  superintendent  of  the  Michi- 
gan United  Railways  Company's  extensive  interurban  system,  with 
entire  charge  of  its  city  properties  in  Kalamazoo,  Jackson  and 
Lansing,  and  its  interurban  lines  operating  between  Battle  Creek 
and  Kalamazoo,  Battle  Creek  and  Jackson  and  between  Lansing 
and  St.  Johns — comprising  in  all  about  200  miles  of  track.  Mr. 
Bramlette's  present  appointment  as  general  manager  was  effective 
on  June  1. 

Mr.  Joseph  D.  Crafton  has  been  appointed  superintendent  of 
the  United  Railways  Company  of  St.  Louis,  Mo.,  succeeding  Mr. 
James  F.  Davidson,  resigned.  Mr.  Crafton  has  been  heretofore 
chief  clerk  to  Mr.  Davidson. 

Mr.  R.  L.  Koehler  of  Wilkesbarre.  Pa.,  has  been  appointed 
superintendent  of  the  Northern  Electric  Street  Railway  of  Scranton. 
Pa.,  and  Mr.  J.  C.  Meixell  of  Camden,  N.  J„  has  been  appointed 
superintendent  of  transportation. 

Mr.  George  S.  Binkley,  formerly  chief  engineer  and  construc- 
tion manager  of  the  Monterey  (Mexico)  Railway  Light  &  Power 
Company,  has  been  appointed  manager  of  the  Douglas  Copper 
Company's  mining  properties  at  Sonora,  Mexico. 

Mr.  Samuel  B.  McLenegan,  heretofore  superintendent  of  the 
Los  Angeles  (Cal.)  Interurban  Railway  and  the  Pacific  Electric 
Railway,  has  been  appointed  to  a  similar  position  with  the  Central 
California  Traction   Company,   Stockton,   Cal. 

We  are  officially  advised  by  Mr.  A.  R.  Moore,  president  and 
manager  of  the  Escanaba  (Mich.)  Electric  Street  Railway,  that 
no  successor  has  been  appointed  in  place  of  Mr.  A.  L.  Gillette, 
who  recently  resigned  as  superintendent  and  electrical  engineer  to 
accept  a  similar  position  with  the  Sterling  Dixon  &  Eastern  Elec- 
tric Railway,  Sterling,  111.  The  office  of  superintendent  has  been 
abolished  and   the   office  of  general   inspector  and   storekeeper   has 


been  created,  to  which  position  Mr.  D.  P.  McRae,  formerly  con- 
ductor,   has  been  promoted. 

Mr.  L.  H.  Kiduer,  who  has  heretofore  been  connected  with  the 
Westinghouse  Electric  &  Manufacturing  Company,  has  been  ap- 
pointed superintendent  of  motive  power  of  the  Pittsburg  &  Butler 
Street  Railway  of  Pittsburg,  Pa.,  and  the  Butler  Passenger  Rail- 
way of  Butler,  Pa. 

Mr.  G.  J.  Anderson,  for  the  past  eight  years  assistant  to 
General  Manager  P.  F.  Sullivan  of  the  Massachusetts  Electric 
Companies,  has  resigned  to  become  associated  with  the  Electric- 
Bond  &  Share  Company,  New  York  City.  Mr.  Anderson  will  be 
secretary  to  the  vice-president  of  the   company. 

Mr.  F.  J.  Stout,  general  manager  of  the  Lake  Shore  Electric 
Railway,  Norwalk,  O.,  has  been  appointed  a  member  of  the 
"Standardization"  committee  of  the  Central  Electric  Railway  Asso- 
ciation, in  place  of  Mr.  R.  C.  Taylor,  who  has  been  appointed  chair- 
man,  to  succeed  Mr.   W.   H.   Evans,    resigned. 

Mr.  Samuel  McRoberts,  treasurer  of  Armour  &  Co.,  Chicago, 
has  been  elected  president  of  the  Illinois  Tunnel  Company,  which 
operates  the  Chicago  subway,  to  succeed  Mr.  Albert  G.  Wheeler,  re- 
signed. Mr.  W.  J.  C.  Kenyon.  who  also  represents  Armour  in- 
terests, has  been  elected  general  manager  of  the  company. 

Mr.  George  R.  Sheldon  of  New  York  has  oeen  elected  president 
of  the  Philadelphia  &  Western  Railway  Company,  which  has  been 
formed  as  a  reorganization  of  the  Philadelphia  &.  Western  Rail- 
road. The  other  officers  elected  are:  Vice-president,  Thomas 
Newhall;    secretary   and   treasurer,   Da  vies   Murdoch. 

Mr.  Henry  W.  Frund,  heretofore  for  many  years  manager  and 
director  of  the  Vincennes  (Ind.)  Light  &  Power  Company,  has 
been  appointed  manager  of  the  Salisbury  &  Spencer  Railway  of 
Salisbury,  N.  C.,  in  charge  of  the  electric  railway  between  Salis- 
bury and  Spencer,  and  the  gas  and  electric  properties  in  those 
towns. 

Mr.  J.  H.  Brennand,  superintendent  of  the  Sidney  division  of 
the  New  South  Wales  Government  Tramways.  Sidney,  Australia, 
in  company  with  Mr.  John  Mitchell  of  Auckland,  New  Zealand,  is 
making  an  exhaustive  study  of  the  prominent  electric  railway  sys- 
tems of  the  United  States,  with  especial  regard  to  their  methods 
of  reinforced  concrete  construction. 

Mr.  Wesley  Wentworth,  for  the  past  year  and  a  half  general 
superintendent  of  the  Houston  Electric  Company  at  Houston,  Tex.. 
has  resigned,  effective  at  once,  to  devote  his  attention  to  business 
matters  in  the  east.  Mr.  Uriah  Foss,  whose  title  will  be  superin- 
tendent of  transportation,  has  been  appointed  to  succeed  Mr. 
Wentworth.  Mr.  Foss  formerly  held  a  similar  position  with  the 
Connecticut   Railway  &   Lighting  Company  at  New   Britain.   Conn. 

Mr.  L.  F.  Loree,  whose  portrait  is  presented  herewith,  was 
on  June  1  elected  president  of  the  United  Traction  Company  of 
Albany.  N.  T.,  and  the  Hudson  Valley  Railway  of  Glens  Falls, 
N.  T.,  to  succeed  the  late 
David  Willcox,  as  pre- 
viously reported  in  the 
Electric  Railway  Review. 
Mr.  Loree  was  born  at 
Fulton  City,  111.,  on  April 
23,  1858,  and  entered  rail- 
way service  in  1877  as 
assistant  in  the  engineer- 
ing corps  of  the  Pennsyl- 
vania Railroad.  He  re- 
mained with  the  Pennsyl- 
vania for  two  years  and 
was  for  a  time  connected 
with  the  engineering  de- 
partments of  the  United 
States  army  and  of  the 
Mexican  National  Rail- 
way. He  then  returned 
to  the  Pennsylvania  Rail- 
road and  held  various  po- 
sitions in  the  engineering 
and  operating  depart- 
ments. From  January  15, 
1S96,  to  January  1,  1901, 
he  was  general  manager 
of  the  Pennsylvania  Lines 
West  of  Pittsburg,  and 
from  January  1  to  June  1, 
1901,  fourth  vice-president 

of  the  same  lines.  From  June  1,  1901,  to  January  1,  1904,  he  was 
president  of  the  Baltimore  &  Ohio  Railroad,  and  from  January  1 
to  October  4,  1904,  he  was  president  of  the  Rock  Island  Company 
of  New  Jersey.  He  was  elected  to  the  presidency  of  the  Delaware 
&  Hudson  Company  following  the  resignation  of  David  Willcox, 
in  April  of  this  year.  Mr.  Loree's  headquarters  are  in  New 
Tork    City. 


L.    F.    Loree. 


Obituary. 


Charles  K.  Stearns,  who  has  been  assistant  engineer  in 
the  electrical  department  of  the  Nantasket  branch  of  the  New  York 
New  Haven  &  Hartford  Railroad,  died  recently.  He  was  about  44 
years  of  age  and  was  a  graduate  of  the  Massachusetts  Institute  of 
Technology.  He  also  was  a  member  of  the  American  Institute  of 
Electrical  Engineers  and  of  the  American  Society  of  Mechanical 
Engineers  and  for  some  time  past  has  acted  as  consulting  engineer 
for  a  number  of  street  railways. 


June  15,  1907. 


ELECTRIC     RAILWAY    REVIEW 


791 


Financial  News  Manufactures  and  Supplies 


American  Railways  Company,  Philadelphia. — An  issue  of  $2,500,- 
000  of  5  per  cent  bonds  has  been  sold  to  Bioren  &  Co.,  E.  C.  Miller 
&  Co.  and  Xewburger,  Henderson  &  Loeb  of  Philadelphia.  The 
bonds  are  dated  April  1.  1907,  and  will  mature  on  April  1,  1917. 
but  are  subject  to  call  at  102  at  any  interest  period.  They  are 
secured  by  a  deposit  of  $1,475,000  out  of  a  total  of  $1,500,000  stock 
of  the  Altoona  &  Logan  Valley  Electric  Railway.  Altoona,  Pa.,  and 
$1,975,000  out  of  a  total  of  $2,000,000  stock  of  the  Scranton  (Pa.) 
Railway. 

Birmingham  (Ala.)  Railway  Light  &  Power  Company. — Stock- 
holders authorized  on  June  8  a  bond  issue  of  $35,000,000.  This  issue 
will  be  used  to  refund  outstanding  bonds  and  to  provide  for  ex- 
tensions and  improvements. 

Chicago  Electric  Traction  Company. — A  decree  of  foreclosure 
and  sale  was  entered  in  the  United  States  circuit  court  at  Chicago 
on  June  11.  The  upset  price  is  $300,000.  The  road  operates  30 
miles  of  track  from  Sixty-third  street  and  South  Park  avenue. 
Chicago,  to  Morgan  Park,  Blue  Island,  "West  Harvey  and  Harvey. 
It  has  been  in  the  hands  of  a  receiver  since  June  13,  1900. 

Chicago  Subway  Company. — J.  Ogden  Armour  and  interests 
affiliated  with  him  are  now  in  control  of  this  company.  Samuel 
McRoberts,  treasurer  of  Armour  &  Co.,  has  been  made  president 
of  the  Illinois  Tunnel  Company,  the  operating  company,  succeeding 
Albert  G.  Wheeler.  Mr.  McRoberts  was  also  elected  a  director  to 
succeed  P.  A.  Valentine,  and  Mr.  Armour  was  made  a  member  of 
the  board.  W.  J.  C.  Kenyon,  vice-president  and  general  manager 
of  the  union  stockyards,  Omaha,  was  elected  general  manager  of 
the  tunnel  company.  An  active  campaign  for  development  of  the 
property  will  be  undertaken. 

Metropolitan  Street  Railway,  Kansas  City. — Gross  earnings 
for  the  six  months  ended  May  31  were   $3,943,639. 

Northwestern  Elevated  Railroad,  Chicago. — It  is  expected  that 
a  block  of  first  mortgage  4  per  cent  bonds  will  be  sold  in  order  to 
complete  the  payment  for  construction  of  the  Ravenswood  exten- 
sion. 

Oneida  (N.  Y.)  Railway. — Notice  is  given  that  stockholders  of 
this  company  will  vote  on  June  22  on  a  recommendation  to  increase 
the  capital  stock  from  $15,000  to  $2,000,000.  The  company  has 
electrified  and  will  operate  a  third-rail  line  between  Syracuse  and 
Utica,  N.  T. 

Philadelphia  &  Easton  Railway.  Doylestown,  Pa. — The  property 
of  this  company  was  purchased  at  foreclosure  sale  at  Doylestown 
on  May  31,  for  $100,000,  by  Carroll  R.  Williams  of  Philadelphia,  on 
behalf  of  the  bondholders'  committee. 

Philadelphia  &  Western  Railway. — This  company  has  been  or- 
ganized as  successor  of  the  Philadelphia  &  Western  Railroad,  which 
was  foreclosed  recently.  An  issue  of  $20,000,000  bonds  will  be 
authorized,  of  which  $4,000,000  will  be  outstanding  and  $16,000,000 
will  be  reserved  for  permanent  improvements  and  extensions.  There 
will  be  $600,000  preferred  stock  and  $3,400,000  common  stock.  The 
directors  are:  George  R.  Sheldon.  Randolph  Rodman.  James  H. 
Brewster,  Jr.,  Thomas  Newhall.  William  H.  Sims.  W.  Robinson 
Molinard  and  Joseph  S.  Clark.  The  officers  are:  President.  George 
R.  Sheldon;  vice-president,  Thomas  Newhall;  secretary  and  treas- 
urer, Davies  Murdoch. 

Sheboygan  Heat  Light  &  Traction  Company. — The  property  of 
this  company  has  been  merged  with  the  Milwaukee  Northern 
Railway,  which  is  under  construction. 

Trenton  Lakewood  &  Atlantic  Railway.  Trenton,  N.  J. — John  M. 
Dickinson  was  appointed  receiver  of  this  property  at  Trenton,  N.  J., 
on  June  5,  in  the  suit  instituted  by  Peter  Schlicher. 

Whatcom  County  Railway  &.  Light  Company,  Bellingham, 
Wash. — This  company  has  canceled  the  $300,000  authorized  issue  of 
preferred  stock,  of  which  $220,000  was  outstanding.  The  $750,000 
outstanding  common  stock  remains  unchanged. 

York  County  Traction  Company,  York,  Pa. — This  company  has 
acquired  $1,087,000  of  its  5  per  cent  bonds  out  of  a  total  of  $1,213,000 
outstanding.  The  remaining  $126,000  will  be  called  at  110  and  in- 
terest. It  is  reported  that  the  payment  of  these  bonds  is  pre- 
liminary to  the  organization  of  a  holding  company  and  the  creation 
of  a  new  mortgage. 


ROLLING  STOCK. 


Dividends    Declared. 


Boston  Suburban  Electric  Companies,  preferred,  quarterly,  75 
cents. 

Continental  Passenger  Railway.  Philadelphia,  6  per  cent. 

Interborough-Metropolitan  Company,  preferred,  quarterly.  llt 
cnt. 

Interborough  Rapid  Transit  Company,  quarterly.   2'«   per  cent. 

Lynchburg  (Va.)  Traction  &  Light  Company.  1%  per  cent. 

Manhattan   Railway,   New  York,   quarterly,    1%   per  cent. 

Maryland  Electric  Railways,  Baltimore,   2  per  cent. 

Portland  (Ore.)  Railway  Light  &  Power  Company,  preferred, 
quarterly,  m   per  cent. 

Puget  Sound  Electric  Railway,  Tacoma.  Wash.,  preferred,  3 
per   cent. 

l;..anoke   (Va. >   Railway  &  Electric  Company,  3  per  cent. 

Union    Traction    Company.    Philadelphia.    2V4    per   cent. 

United  Traction  &  Electric  Company.  Providence,  quarterly. 
l'i    per  cent. 


Interstate  Railways  Company,  Philadelphia,  Pa.,  is  reported 
to  be  in  the  market  for  25  double-truck  cars. 

Rio  de  Janeiro  Tramways  Company,  Rio  de  Janeiro.  Brazil. 
S.  A.,  has  placed  an  order  for  one  double-truck  car. 

Wetzel  &  Tyler  Railroad  Company,  New  Martinsville.  W.  Va.. 
is  in  the  market  for  two  second-hand  cars,  ready  for  service. 

British  Columbia  Electric  Railway  Company,  Limited,  Van- 
couver, B.  C,  expects  to  build  15  city  cars.  6  large  interurban 
cars    and    3    shunters. 

Toledo  Port  Clinton  &  Lakeside  Railway,  Toledo,  O..  has 
ordered  Ave  36-foot  flat  cars  of  50,000  pounds  capacity  from  the 
Hicks  Locomotive  &  Car  Works. 

Bayou  Teche  Railway  Company,  New  Orleans,  La.,  under  con- 
struction, is  in  the  market  for  12  to  14  double-truck  cars.  F.  A.  C. 
Perrine,    president,    60  Wall   street.   New   York,    N.    T. 

Texas  Traction  Company,  Dallas.  Tex.,  has  ordered  25  cars 
from  the  St.  Louis  Car  Company,  in  addition  to  the  15  interurban 
cars  reported  in  the  Electric  Railway  Review  of  May  11. 

East  Shore  &  Suburban  Railway,  Richmond.  Cal.,  has  ordered 
two  double-truck  cars  from  the  St.  Louis  Car  Company,  and.  it  is 
reported,  will  be  in  the  market  for  a  few  more  in  the  near  future. 

Cedar  Rapids  &  Iowa  City  Railway  &  Light  Company,  Cedar 
Rapids,  la.,  is  figuring  on  25  stock  cars,  5  box  cars  and  5  fiat  cars. 
These  are  for  steam  railway  service  and  will  be  of  60,000  pounds 
capacity. 

Dimitri  Lichatscheff,  machinery  agent.  Odessa.  Russia,  is 
asking  prices  on  double-truck  cars  for  electric  service.  The  cars 
must  provide  for  first  and  second  class  below  and  for  third  class 
above  and  be  of  the  latest  tj-pe  and  construction. 

Buffalo  &  Lake  Erie  Traction  Company,  Buffalo.  N.  T..  the 
operation  of  which  will  begin  early  in  the  year  of  1908,  has  placed 
an  order  with  the  Cincinnati  Car  Company  for  twenty-five  60-foot 
interurban  passenger  coaches.  Joseph  B.  Mayer  is  president  and 
J.  C.   Calisch  is  general  manager. 

Public  Service  Corporation  of  New  Jersey,  Newark.  N.  J.,  as  re- 
ported in  the  Electric  Railway  Review  of  May  IS.  has  placed  an 
order  with  the  Cincinnati  Car  Company  for  200  large  semi-con- 
vertible double- truck  cars.  The  delivery  of  these  cars  is  to  begin 
on  October  1,  1907,  and  extend  into  the  first  six  months  of  18 

Whatcom  County  Railway  <£.  Light  Company,  Bellingham. 
Wash.,  as  reported  in  the  Electric  Railway  Review  of  June  i.  has 
placed  an  order  with  the  Jewett  Car  Company  for  two  single-truck 
cars  for  June.  1907,  delivery,  and  with  its  own  shops  for  one 
double-truck  express  car  for  August  delivery,  and  one  locomotive 
for  July  delivery.     The  specifications  call  for  the  following  details: 

Passenger    Cars. 


Seating  capacity.. 30  passengers 

Weight   16,000  lb. 

Wheel  base    8  ft.    %    in. 

Length   of  body    19    ft. 

Over  vestibule  ..31  ft.  V£  in- 
Over  all   32  ft.   u  in. 


Width,  inside   6  ft.  9  in. 

Over  all    7  ft.  S  in. 

Height,    track   to    trolley  base 

11   ft.   3  in. 

Body    Wood 

Underframe    Wood 


Express  Car. 


Weight    34.000    lb. 

Wheel  base   4  ft.  6  in. 

Length  of  body    40   ft. 

Over  all    43   ft. 


Width,  inside    7  ft.   S  in. 

Over  all  8  ft.  6  in. 

Body    ' 

Underframe    V 


Locomotive. 


Weight    100,000    lb. 

Wheel  base 4  ft.  6  in. 

Length,  over  all 33  ft. 


Height,    track   to   trollev   base 

12    ft. 

Body   and    underframe. ..  .Wood 


Special    Equipment. 


Brakes — National     Electric    and 

Westinghouse. 

Bolsters   Co.  standard 

Couplers,    express    Brill 

Locomotive    Tower 

Destination  signs,   passenger. . 

Monitor 

Fenders   Co.  standard 

Gears  and  pinions Falk  Co. 

Headlights,  passenger  

Crouse-Hinds 

Express    car    Syracuse 

Utah  Light  &  Railway  Company,  Salt  Lake  City.  Utah,  is  in 
the  market  for  62  double-truck  cars.  In  the  Electric  Railway 
Review  of  March  16  this  company  was  reported  as  contemplating 
the  purchase  of  50  double-truck  cars  for  city  service. 

Mexico  Santa  Fe  &  Perry  Traction  Company,  mentioned  in 
the  Electric  Railway  Review  of  June  8  as  being  in  the  market  for 
new   cars,   should    have   had   Mexico,   Mo.,    for   the   address   of   Mr. 


Hand  brakes.  .Jewett — St.  Louis 
Interior  finish,  passenger.. Cherry 

Motors,    passenger 2  GE-67 

Express    4  GE-67 

Locomotive   4  GE-90 

Paint   Sherwin-Williams 

Sanders    Air 

Trolley  poles  and  attachments 

United    States 

Seats,  passenger...    Longitudinal 
Trucks  Brill 


TitS 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  24. 


S.  L.  Robison,   president  and  general  manager,   instead  of  Mexico, 
Mex. 

Houston  Electric  Company,  Houston,  Tex.,  as  reported  in  the 
Electric  Railway  Review  of  May  18,  has  ordered  10  semi-convertible 
passenger  cars  from  the  St.  Louis  Car  Company  for  October  de- 
livery. The  cars  are  to  measure  28  feet  long,  S  feet  9  inches  wide, 
and  9  feet  6  inches  high,   inside  measurements. 


SHOPS  AND   BUILDINGS. 


British  Columbia  Electric  Railway,  Vancouver,  B.  C. — This 
company  is  building  an  addition,  68  by  400  feet,  to  its  car  house  at 
Vancouver. 

Chicago  South  Bend  &  Northern  Indiana  Railway,  South  Bend, 
Ind. — It  is  reported  that  the  board  of  public  works  of  Michigan 
City,   Ind.,    has  approved  the  plans   for  a  terminal  station. 

Evansville  (Ind.)  &  Eastern  Electric  Railway. — Ground  was 
broken  last  week  for  a  new  car  house  at  Hatfield,  Ind. 

Grand  Rapids  Grand  Haven  &  Muskegon  Railway,  Grand  Rap- 
ids. Mich. — At  a  recent  meeting  of  the  directors  it  was  decided 
to  rebuild  at  once  the  car  sheds  at  Muskegon  that  were  burned 
last    spring. 

Indiana  Columbus  <£.  Eastern  Traction  Company,  Columbus, 
O. — This  company  and  the  Columbus  Delaware  &  Marion  Railway 
of  Columbus,  O.,  have  leased  property  in  the  rear  of  the  present 
interurban  station  on  West  Gay  street,  Columbus,  for  erecting 
additional    freight    station    facilities. 

Pacific  Electric  Railway,  Los  Angeles,  Cal. — It  is  announced 
that  as  soon  as  the  work  of  double-tracking  this  company's  line 
from  Arcadia  to  Monrovia  is  completed,  construction  work  on  its 
proposed  new  waiting  station  at  Monrovia  will  be  started.  The 
building  probably  will  be  ready  for  occupancy  about  November 
1   next. 

Portland  (Ore.)  Railway  Light  <£.  Power  Company. — Architects 
and  engineers  are  now  engaged  in  perfecting  the  plans  for  the  new 
7-story  central  station  and  office  building,  to  be  erected  on  the 
block  bounded  by  First,  Second,  Pine  and  Ash  streets,  and  it  is 
expected  that  the  work  of  tearing  down  the  present  buildings 
occupying  the  site  will  be  started  within  90  days. 

Scranton  (Pa.)  Railway. — President  J.  J.  Sullivan  has  an- 
nounced that  work  will  begin  shortly  on  the  new  car  house  and 
shops  that  are  to  be  built  on  a  site  that  was  secured  some  time 
ago. 

Springfield  (III.)  Consolidated  Railway. — Construction  has  been 
started  on  the  new  car  house  just  south  of  lies  Park,  Springfield, 
and  it  is  expected  to  complete  it  by  fall.  The  building  will  be  of 
brick  and  concrete  construction  and  will  be  216  by  120  feet,  to 
accommodate  45  cars.  The  building  will  be  fireproof,  and  it  is  esti- 
mated will  cost  about   $45,000. 

Warren  (Pa.)  Street  Railway. — This  company  is  reported  to 
have  decided  to  build  a  new  car  house  at  Warren,  to  replace 
the  one  that  was  destroyed  by  fire  last  year. 


TRADE  NOTES. 


Browning  Engineering  Company,  Cleveland,  O.,  has  increased 
its  capital  stock  from   $500,000  to  $S50,000. 

Allis-Chalmers  Company,  Milwaukee,  Wis.,  announces  the  re- 
moval of  its  office  in  Seattle,  Wash.,  to  115  Jackson  street,  where 
G.  W.  Pulver,  district  manager,   is  in  charge. 

Otto  E.  Falch,  Jr.,  who  has  been  chief  engineer  of  the  Pacific 
coast  department  of  the  Otis  Elevator  Company,  has  opened  offices 
at  850-852  Monadnock  building,  San  Francisco,  Cal.,  as  consulting, 
electrical  and  mechanical  engineer. 

Carl  A.  Strom,  formerly  with  the  Bucyrus  Company,  South 
Milwaukee,  Wis.,  has  been  appointed  mechanical  engineer  of 
the  steam  shovel  and  dredge  department  of  the  American  Loco- 
motive  Company,   with   headquarters   at   Richmond,   Va. 

W.  H.  Cowell  has  been  elected  secretary  and  treasurer  of  the 
Wellman-Seaver-Morgan  Company,  Cleveland,  succeeding  A.  D. 
Hatfield,  resigned.  Mr.  Cowell  is  from  Sault  Ste.  Marie,  where  he 
was  formerly  associated  with  W.  M.  Sawyer,  president  of  the 
Wellman-Seaver-Morgan  Company. 

Ridgway  Dynamo  &  Engine  Company,  Ridgway,  Pa.,  has 
reorganized  its  sales  department.  H.  A.  Otterson,  heretofore 
assistant  superintendent,  is  now  sales  manager,  with  R.  C.  Eccles- 
ton  as  assistant.  This  department  will  control  all  the  agencies 
and   advertising  of   the   company. 

Anguera  Lumber  Company,  Chicago,  whose  business  heretofore 
has  been  almost  exclusively  the  furnishing  of  building  material  to 
steam  railways,  is  now  specializing  on  lumber  for  street  railways 
and  interurban  lines.  Tne  company  has  offices  in  Seattle,  Wash., 
Hattiesburg,   Miss.,   and  Poplar  Bluff,   Ind. 

Joseph  Dixon  Crucible  Company,  Jersey  City,  N.  J.,  on  May 
31  held  a  special  meeting  of  its  directors  to  take  action  on  the 
death  of  John  A.  Walker,  vice-president  and  treasurer  of  the  com- 
pany. George  T.  Smith  was  elected  vice-president;  George  E. 
Long,    treasurer;    and   Harry  Dailey   a   director   and   secretary. 

B.  F.  Sturtevant  Company,  Boston,  Mass.,  advises  that  the 
Boston  Elevated  Railway  Company,  Lincoln  power  station,  Bos- 
ton, and  the  Wood  Worsted  Mills,  Lawrence,  Mass.,  have  recently 
placed    repeat    orders    with     them    for    new     metal-to-metal     fuel 


economizers,  a  special  form  having  been  furnished  in  the  case  of 
the  Boston  Elevated  Railway  Company  to  meet  that  company's 
particular  requirements. 

C.  C.  Chappelle,  who  for  the  last  two  years  has  represented  the 
Westinghouse  Machine  Company  in  Denver,  on  May  1  assumed  the 
position  of  western  sales  manager,  with  general  charge  of  the  com- 
pany's business  in  Chicago  and  all  the  territory  west. 

American  Car  &  Foundry  Company,  St.  Louis,  Mo.,  on  June 
12,  it  is  reported,  placed  a  contract  for  the  construction  at  Gary, 
Ind.,  of  the  largest  plant  in  the  United  States  devoted  to  the 
manufacture  of  steel  passenger  and  freight  cars.  It  is  stated  the 
plant  will  occupy  a  site  of  170  acres  and  will  have  a  capacity  of 
125  to  150  cars  a  day. 

Thomas  H.  Simpson  has  been  elected  president  of  the  Michi- 
gan Malleable  Iron  Company,  Detroit,  to  succeed  the  late  William 
C.  McMillan.  Mr.  Simpson,  who  has  been  treasurer  and  general 
manager  of  the  company,  still  retains  the  duties  of  treasurer. 
Philip  H.  McMillan  continues  as  vice-president  and  George  M. 
Black   as   secretary. 

Johnson-Kennedy  Electric  Company,  Cincinnati,  O.,  has  been 
organized  by  Claude  Johnson,  who  has  been  connected  with  the 
Creaghead  Engineering  Company  for  the  past  10  years.  The  new 
company  is  capitalized  at  $10,000  and  has  quarters  at  244  East 
Fifth  street,  where  it  will  conduct  a  general  electric  supply 
business.  J.  M.  Kennedy,  president  and  treasurer;  Claude  John- 
son,   vice-president    and    general    manager. 

Central  Inspection  Bureau,  New  York  City,  maintains  an  or- 
ganization for  consultation,  tests  and  inspection  in  the  matter  of 
railway,  bridge  and  builders'  equipment,  iron,  steel  and  lumber. 
The  general  offices  are  located  at  17  State  street.  New  York,  and 
branch  offices  are  maintained  at  Philadelphia,  Detroit,  Macon,  Ga., 
and  Middletown,  Pa.  The  officers  are:  H.  A.  Clark,  president; 
John  E.  Cobaugh,  vice-president  and  treasurer;  and  T.  C.  Ashen- 
felter,   secretary. 

Arnold  Company,  Chicago,  has  added  to  its  engineering  staff 
J.  E.  Moore,  who  for  the  past  five  years  has  been  electrical  en- 
gineer for  the  city  of  Davenport,  la.  After  graduating  from  Pur- 
due University  Mr.  Moore  became  connected  with  the  Sprague 
Electric  Company,  where  he  was  engaged  in  electric  railway  in- 
stallation and  operation.  Later  he  entered  Princeton  University, 
doing  advanced  work  in  electrical  engineering,  and  in  1S99  received 
the   honorary   degree   of   doctor   of   science. 

Conley  Frog  &  Switch  Company,  Memphis,  Tenn.,  incorporated 
in  March  with  $200,000  capital  stock,  has  purchased  three  acres 
of  land,  on  which  to  erect  a  steel  and  concrete  building,  70  by  200 
feet.  It  will  be  equipped  with  pneumatic  tools  for  the  manufac- 
ture of  crosses,  switches,  switchstands,  rail  braces,  etc.  The  plant 
will  be  operated  by  electricity  and  will  probably  be  completed 
by  August  1.  J.  E.  Conley.  president;  B.  S.  Randle,  vice-presi- 
dent;  Frank  J.   Callahan,   secretary-treasurer. 

R.  E.  Coleman  has  been  appointed  assistant  superintendent  of 
the  American  Brake  Shoe  &  Foundry  Company,  with  jurisdiction 
over  all  its  works.  His  headquarters  will  be  at  Mahwah,  N.  J.  Mr. 
Coleman  has  been  superintendent  of  the  company's  East  Buffalo 
(N.  Y.)  plant.  He  came  to  Buffalo  from  Chicago  about  10  years 
ago  to  take  charge  of  the  Depew  works  of  the  Union  Car  Company 
and  has  been  with  the  American  Brake  Shoe  company  several  years. 
Nathaniel  McAfee  succeeds  Mr.  Coleman  as  superintendent  at  East 
Buffalo. 

Arthur  O.  Einstein,  until  recently  sales  manager  for  the  Chi- 
cago branch  of  the  Manhattan  Electrical  Supply  Company,  has 
opened  an  office  and  storeroom  as  electrical  manufacturers'  agent 
at  103  West  Adams  street,  Chicago,  where  he  will  carry  in  stock 
the  goods  of  manufacturers  represented  by  him.  He  at  present 
represents  the  Trio  Manufacturing  Company  of  Rock  Island,  111., 
which  manufactures  knife  switches  and  inclosed  fuses,  and  other 
lines  will  be  added  by  him  as  fast  as  possible.  Mr.  Einstein  has 
had  12  years'  experience  as  traveling  salesman  through  the  central 
states  and  has  a  large  circle  of  acquaintances. 

Yale  &  Towne  Manufacturing  Company,  New  York  City,  ex- 
hibited at  the  conventions  of  the  Master  Car  Builders'  and  Master 
Mechanics'  associations,  now  being  held  at  Atlantic  City,  the 
following:  Portable  electric  hoists  equipped  with  graduated  speed 
controllers  for  careful  handling  of  material  and  close  adjustment  of 
parts,  when  assembling  or  placing  in  machines;  20-ton  triplex 
chain  block,  enabling  one  man  to  lift  a  20-ton  load;  1-ton  triplex, 
duplex  and  differential  chain  block  in  operation  under  service  con- 
ditions; quick  speed  chain  blocks  for  rapid  handling  of  light  loads; 
overhead  I-beam  trolleys  for  use  with  hand  and  electric  hoists; 
crane  models  and  photographs  of  installations.  The  representa- 
tives of  the  company  in  attendance  at  the  conventions  are:  F.  A. 
Hall,  E.  J.  Ford,  H.  E.  Dickerman,  William  Hazleton,  R.  T.  Hodg- 
kins  and  C.  W.   Beaver. 

Ohio  Brsss  Company,  Mansfield,  O.,  announces  that,  manu- 
facturers of  overhead  line  material  have  recently  made  an  arrange- 
ment with  the  manufacturers  of  bare  copper  wire  to  adopt  a 
standard  cross  section  for  grooved  wire,  which  will  be  known  as 
the  American  standard  grooved  wire.  This  arrangement  is  to 
go  into  effect  in  the  near  future.  The  advantages  of  such  an  ar- 
rangement are  obvious.  Heretofore,  wire  manufacturers  have  all 
held  to  different  shapes  of  cross  section  for  grooved  wires,  making 
it  impossible  for  the  manufacturers  of  line  material  to  design 
standard  types  of  ears  and  clamps  to  exactly  fit  the  various  shapes 
of  grooved  wire.  Under  the  new  regulation  it  will  be  possible 
to  standardize  these  devices  to  fit  accurately  the  American  stand- 
ard grooved  wire.  While  wire  manufacturers  will  be  able  to 
furnish  the  shapes  of  .wire  hitherto  made,   the  American  standard 


June   L5,   1907. 


ELECTRIC    RAILWAY     REVIEW 


7!t!> 


grooved  wire  will  be  furnished  unless  other  sections  are  specifically 
ordered.  The  Ohio  Brass  Company  further  announces  that  it  will 
furnish  clamps  and  ears  designed  for  the  American  standard, 
unless  otherwise  specified. 

Dodge  &  Day,  engineers,  Philadelphia,  ra.,  have  opened  a 
branch  office  in  the  United  States  Realty  building.  Ill  Broadway, 
New  York,  N.  Y..  in  charge  of  Robert  T.  Lozier,  who  has  for  a 
number  of  years  been  associated  with  electrical  industries. 

Wesco  Supply  Company,  St.  Louis,  Mo.,  has  opened  a  new 
branch  office  at  Birmingham,  Ala.,  in  charge  of  W.  W.  Moore,  who 
is  an  electrical  engineer  and  has  for  several  years  managed  the 
apparatus  department  of  the  company,  with  headquarters  in  St 
Louis. 


ADVERTISING    LITERATURE. 


The  Yale  &  Towne  Manufacturing  Company,  9  Murray  Street, 
New  York. — A  novelette  just  issued,  entitled  "The  Ghost  and  the 
Burglar,"   emphasizes   the   efficacy  of   the  renowned   Yale   lock. 

Electric  Service  Supplies  Company,  Philadelphia,  Pa. — A  leaflet 
describes  a  specially  designed  truss  pin,  made  of  malleable  iron, 
japanned  or  galvanized  as  desired,  manufactured  by  this  company 
for   high-tension  and  feeder  work. 

Allis-Chalmers  Company,  Milwaukee,  Wis. — Leaflet  No.  2031  A 
contains  illustrations  of  the  American  Blower  Company's  self- 
oiling  engine,  type  B,  double  cylinder,  direct  connected  to  electric 
generator,   built  by  the   Allis-Chalmers   Company. 

Goldschmidt-Thermit  Company,  New  York. — An  interesting 
pamphlet  has  just  been  made  public  by  this  company  regarding 
fire  brick  molds  for  welding  locomotive  frames  by  the  Thermit 
process  and  contains  much  valuable  data  regarding  welding,  pre- 
senting also  several  excellent  illustrations  from  photographs. 

Green  Fuel  Economizer  Company,  Matteawan,  N.  Y. — This 
company  has  just  issued  a  16-page  pamphlet  discussing  the  philoso- 
phy of  artificial  drying  of  brick  and  tile  and  other  ceramic  prod- 
ucts, in  general  and  specifically,  by  means  of  the  Green  three- 
quarter  housing  bottom  horizontal  discharge  fan.  The  pamphlet 
will    repay   study    by    those    who    are    interested. 

Buckeye  Engine  Company,  Salem,  O. — The  Buckeye  electric 
blue-printing  machine  manufactured  by  this  company  is  the  sub- 
ject of  an  interesting  pamphlet  entitled  "The  A  B  C  of  Blue 
Printing."  The  pamphlet  is  gotten  up  in  a  manner  calculated  to 
hold  the  reader's  attention  throughout  and  contains  a  long,  yet 
partial,  list  of  users  of  the  Buckeye  electric  blue-printing  machine 

Chicago  Pneumatic  Tool  Company,  Chicago,  III. — A  catalogue  of 
Chicago  giant  rock  drills  and  kindred  appliances  has  just  been 
issued  and  is  now  being  mailed.  The  book  gives  a  complete  descrip- 
tion of  the  various  appliances,  which  are  illustrated  by  halftone 
engravings.  A  portion  of  the  catalogue  is  devoted  to  rock  drills 
and  an  interesting  description  of  the  method  of  lubrication  used  in 
the  Chicago  giant  is  also  presented.  Several  pages  are  devoted  to 
Franklin  motor  compressors. 

Knecht  Bros.  Company,  Cincinnati,  O. — A  very  neat  pam- 
phlet has  just  been  received  describing  the  Knecht  friction  sensi- 
tive drill  for  drilling  holes  up  to  9-16  inch.  The  machine  has  a 
number  of  unique  features  and  it  is  claimed  that  "more  holes  for 
less  money"  are  made  than  by  any  other  similar  machine.  The 
pamphlet  describes  the  entire  apparatus  and  equipment  in  detail, 
together  with  specifications.  A  motor  drive  manufactured  by  this 
company  for  running  the  drill,  which  it  is  prepared  to  furnish 
when   required,    is   also   described. 

Union  Electric  Company,  Pittsburg  Terminal  Warehouses,  Third 
and  Carson  Streets,  S.  S.,  Pittsburg,  Pa. — Following  the  merger 
of  this  company  and  the  General  Railway  Supply  Company,  an- 
nouncement of  which  was  contained  in  a  previous  issue,  the  first 
edition  of  the  company's  general  catalogue,  comprising  400  pages, 
makes  its  appearance.  It  is  a  complete  up-to-date  reference  book 
of  standard  electrical  supplies  for  power,  lighting,  telephone,  rail- 
way anu  marine  use,  confining  the  selection  to  the  best  grades  and 
■  iiininating  duplication  wherever  possible.  The  catalogue  is  co- 
piously illustrated  and  contains  full  price  lists  regarding  all  of  the 
electrical  supplies   handled   by   the   company. 

Westinghouse  Machine  Company,  East  Pittsburg,  Pa. — The 
storage  battery  department  of  this  company  has  developed  in  a 
vast  degree  within  recent  years.  From  the  beginning  this  com- 
pany has  been  an  advocate  of  the  pure  lead  plate  formed  by  the 
electrolytic  or  "Plants"  process  for  both  positive  and  negative 
The  Westinghouse  positive  plate  has  shown  from  the  start  a  re- 
markably long  life.  The  early  Westinghouse  negative  exhibited 
the  usual  tendency  toward  shrinkage  in  capacity,  but  after  years 
of  study  and  experimentation  this  fault  has  been  overcome  and 
the  present  negative  plate,  in  addition  to  indefinitely  long  life,  has 
the  very  desirable  function  of  maintaining  its  Initial  and  rated 
capacity  and  is  practically  indestructible  under  normal  conditions 
of  battery  service,  and  even  when  in  use  under  the  most  abusive 
electrical  conditions.  The  Westinghouse  positive  and  negative 
plates  are  made  of  purest  lead,  without  tin,  antimony  or  other 
alloy,  the  grid  having  the  density  of  rolled  lead.  The  active  ma- 
terial is  formed  trom  the  lead  itself  by  the  "Plante"  process  with 
sulphuric  acid  electrolyte.  The  entire  subject  of  the  Westinghouse 
storage  batteries  Is  covered  In  a  most  thorough  manner  In  the 
handsome  pamphlet  Just  Issued  by  this  company,  which  contains 
also  illustrations  of  the  various  types  of  storage  batteries  manu- 
factured by  the  Westinghouse  Machine  Company,  as  also  data  and 
illustrations  regarding  the  Westinghouse  boosters,  regulator- 
switchboard      ind    the    v7estlngh0U8e   portable   batteries. 


I'^HliUMDI'Sri^* 


PEROLIN— A     DUSTLESS     SWEEPING     COMPOUND.* 

Announcement  has  just  been  made  of  recently  completed  ar- 
rangements by  which  the  H.  W.  Johns-Manville  Company,  the 
well-known  asbestos  firm,  with  branches  in  all  the  leading  cities, 
has  acquired  the  exclusive  sales  agency  for  Perolin  throughout 
the  United  States.  Perolin  is  a  remarkable  product  that  is  said 
i"  solve  the  important  problem  of  pre- 
venting the  dust  and  dirt  nuisance  in 
public  buildings,  stores,  factories, 
schools  and  homes. 

In  the  past  various  indifferent  and 
unsatisfactory  methods  have  been  de- 
vised for  this  purpose.  The  most  com- 
mon method  is  to  use  sawdust,  sand  or 
salt  mixed  with  crude  oil  or  kerosene. 
All  of  these  are  ineffective,  most  of 
them  are  highly  combustible,  and.  In- 
stead of  cleaning  the  floors,  leave  them 
in  an  unsatisfactory  condition.  Wet 
sawdust  to  a  certain  extent  allays  the 
dust,  but  it  leaves  the  floor  muddy.  Oily 
compounds  assist  in  laying  dust,  but 
leave  the  floors,  carpets  and  rugs  soiled. 
Oiled  floors  are  condemned  by  the  Fire 
Insurance  Underwriters'  Association  be- 
cause of  the  added  fire  hazard. 

Perolin    is    an    ideal    fireproof    floor 

cleaning    compound    because,    instead    of 

laying  the- dust,   it  absorbs  it.     It  draws 

the  dust  from  cracks  and  crevices  in  the 

floors  and  from  carpets  and  rugs.     It  Is 

a    powerful    disinfectant,    destroying    the    disease    germs    that    are 

common   with  dust;   leaving  the  air  pure  and  wholesome,   and   the 

floor  absolutely  clean. 

Sixty-five  per  cent  of  all  diseases  are  said  to  be  caused  by 
dust  infection.  A  test  was  recently  made  in  one  of  the  Chicago 
hospitals,  to  ascertain  the  number  of  living  germs  floating  in  the 
air,  before  and  after  ordinary  sweeping,  and  then  after  sweeping 
with  Perolin.  Before  sweeping  the  room  it  was  found  that  96 
bacteria  settled  on  a  plate  in  four  minutes.  Immediately  after 
sweeping  a  similar  test  showed  over  3,000  bacteria.  A  test  was 
then  made  by  thoroughly  sweeping  the  room  with  Perolin,  and  only 
45  bacteria  were  found  on  the  plate. 

This  compound  will  not  only  absorb  the  dust  caused  by  sweep- 
ing, but  it  will  also  clean,  brighten  and  preserve  carpets,  rugs  and 
floorings,  and  save  curtains,  tapestries,  pictures  and  furniture  from 
becoming  soiled  and  discolored. 

Perolin  was  invented  over  50  years  ago  by  a  German  chemist. 
It  has  long  been  a  'standard  article  throughout  Germany,  and  its 
success  there  led  to  Its  introduction  into  the  United  States.  This 
success  is  reported  to  have  led  to  a  number  of  imitations,  which, 
however,  lack  the  peculiar  characteristics  of  the  genuine  article. 


Dustless  Sweeping 
Compound. 


AN     IMPROVED    AXLE    STRAIGHTEN  ER. 

Bent  car  axles  and  motor  axles  are  frequent  causes  of  annoy- 
ance and  expense.  Bent  axles  carrying  pinions  demand  immediate 
attention,  as  the  life' of  the  gears  is  not  only  seriously  impaired  by 
running  for  even  a  few  hours  with  a  bent  axle,  but  there  is  also 
great  danger  that  the  motor  shaft  will  be  broken  or  at  least 
seriously  sprung.  Considerable  expense  is  involved  in  renewing 
or   straightening   axles   by   ordinary   means.     Though    they   can    be 


Columbia  Axle  Straightener. 

sir.'iighte I    iii   aii   indifferent    manner   by    home-made  screw-power 

presses,  the  results  are  in  general  very  unsatisfactory,  as  it  is  not 
easily  possible  to  get  a  sufficiently  great  force  to  take  out  a  short 
kink  In  a  heavy  shaft;  and  further,  in  most  cases  considerable  risk 
"i'  permanent  damage  Is  involved  in  straightening  the  shaft. 

Realizing  the  large  field  of  usefulness  for  a  simple  and  efficient 
a  i  straightener  of  moderate  cost,  the  Columbia  Machine  Works 
&  Malleable  Iron  Company,  Atlantic  avenue  and  Chestnut  street, 
Brooklyn,  New  York,  has  Introduced  the  Columbia  axle  straight- 
ener, a  general  view  of  which  is  shown  in  the  accompanying  Illus- 
tration. 

This  axle  straightener  has  incorporated  in  it  many  important 
improvements  over  similar  devices  of  the  past.  Several  unique  and 
i/erj   desirable  features  have  been  used  in  its  construction.    As  win 


800 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  No.  24. 


be  noted,  it  consists  of  ;i  heavy  bedplate  of  double  I-beam  section 
upon  which  are  mounted  two  center  heads  for  holding  and  testing 
the  shaft.  These  center  heads  are  of  unique  design  in  that  they  are 
provided  with  springs  inside  of  them,  which  take  up  the  pressure 
at  the  ends  of  the  shaft  and  thus  avoid  the  necessity  of  removing 
them  from  the  shaft  centers  while  the  axle  is  being  straightened. 
This  point  is  of  great  value,  as  it  often  happens  that  a  mechanic 
operating  an  ordinary  straightener  will  neglect  to  remove  the 
heads,  which,  without  this  spring  arrangement,  means  that  the 
-centers  will  be  bent  or  broken.  The  improvement  will  therefore 
be  appreciated.  Two  blocks  are  mounted  on  top  of  the  bedplate 
so  that  they  can  easily  be  moved  to  any  desired  point  and  serve  as 
the  fulcrums  of  the  shaft  when  straightening  it. 

The  straightening  force  is  applied  by  means  of  a  hydraulii 
plunger  controlled  by  a  small  hand-operated  pump,  which  gives  the 
operator  perfect  control  over  the  force  applied  and  the  distance 
through  which  it  is  applied,  making  it  possible  to  perfectly 
straighten  shafts,  no  matter  how  badly  they  may  be  bent.  An  im- 
provement which  will  also  lie  appreciated  is  the  provision  which 
has  been  made  for  rapidly  moving  the  plunger  back  and  forth 
when  running  free.  For  this  purpose  a  short  lever  is  provided, 
which  works  in  a  rack  on  the  plunger,  permitting  the  height  to  be 
rapidly  adjusted  with  a  minimum  amount  of  manual  labor.  The 
height  can  be  adjusted  for  any  size  axle  or  gear  up  to  2S  inches 
in  diameter.  The  straightening  plunger  and  frame,  when  not  in 
use,  are  supported  on  four  wheels  resting  on  the  lower  flanges  of  the 
bedplate.  This  permits  the  straightening  Jack  to  be  easily  moved 
from'one  end  of  the  bedplate  to  the  other. 


WELDED     RAIL     BONDS. 


In  the  construction  and  maintenance  of  tracks  for  electric  rail- 
ways there  is  hardly  any  subject  of  greater  importance  than  that 
of  the  joining  of  rails  so  that  the  electric  current  may  have  a  free 
and  unobstructed  return  path  to  the  power  house.  The  proper  in- 
stallation of  a  copper  bond,  with  the  necessary  cross  section  to 
satisfactorily  carry  the  return  current  is  the  first  step  toward  the 
economical  transmission  of  power  for  the  operation  of  electric  cars. 

During  the  past  few  years  many  improvements  have  been  made 
in  the  types  of  bonds  that  are  commonly  used  until  now  they  have 
reached  a  stage  of  perfection  which  makes  them  capable  of  with- 
standing the  strains  and  vibrations  to  which  they  may  be  subjected. 
And  yet  many  of  the  bonds  now  in  use  have  proved  short-lived 
because  of  the  failure  to  provide  a  method  for  making  a  proper 
connection  between  the  heads  of  the  bonds  and  the  steel  rails. 
This    connection    should   be   strong   mechanically,    as   well   as   elec- 


Copper    Welded    Rail    Bonds — Power    Car. 

trically.  and  if  this  is  accomplished  the  ideal  condition  for  safe  and 
economical   operation   of   cars  will  be  obtained. 

The  Electric  Railway  Improvement  Company,  6005  Carnegie 
avenue,  Cleveland,  O.,  claims  to  have  succeeded  in  bringing  about 
this  ideal  condition  through  the  use  of  its  electric  brazed  and  its 
copper  welded  bonds.  When  these  bonds  are  installed  properly  the 
temperature  of  both  the  copper  bond  and  the  steel  rail  are  raised 
to  a  point  where  a  perfect  molecular  union,  or  weld,  is  made.  This 
is  done  by  electric  brazing,  whereby  an  alloy  inserted  between  the 
copper  and  the  steel  is  brought  up  to  a  requisite  heat  by  the  em- 
ployment of  current  from  the  trolley  wire,  or  by  the  use  of  molten 
copper.     The  latter  is  known  as  the  "copper  welding"  process. 

The  bonds  furnished  by  this  company  can  be  made  in  any 
desirable  size  and  type  for  use  on  the  flange,  ball  or  web  of  a  rail. 

The  apparatus  used  in  installing  bonds  on  railways  where  cur- 
rent can  be  supplied  consists  of  a  small  car  with  steel  wheels, 
wooden  platform  and  a  canopy  top.  The  equipment  consists  of  a 
15-kilowatt   rotary    converter,    a   step-down    transformer,    switches. 


controller  and  other  essentials  for  safe  and  convenient  operation. 
The  rotary,  provided  with  a  clutch  and  a  chain  drive,  is  used  as  a 
motor  for  the  propulsion  of  the  car.  Bonding  clamps,  used  in  the 
electric  brazing  process,  are  attached  to  either  side  of  the  car  in 
such  a  way  that  they  may  be  brought  quickly  into  position  for 
work.  A  small  melting  furnace  is  provided  at  the  rear  of  the  car 
for  use  in  connecting  cross  bonds.  A  screw  jack  located  under  the 
car  makes  it  possible  to  turn  and  run  the  car  from  the  track 
without   delay. 

In   the    copper-welding    process    two    small    cars    equipped    with 


Copper   Welded    Rail    Bonds — Furnace   Car. 

a  portable  copper-welding  plant  are  provided.  These,  as  shown  in 
the  illustrations  herewith  presented,  are  known  as  the  power  car 
and  the  furnace  car.  The  power  car  carries  a  gasoline  engine,  a 
fan  blower,  which  supplies  the  forced  draft  for  the  furnaces,  and  a 
2-horsepower  motor,  which  supplies  current  for  the  rail  grinder. 
The  engine  is  connected  to  the  car  axle  by  a  clutch 
and  chain  drive  and  is  used  in  propelling  the  car. 
Where  electric  current  is  available  the  gasoline  engine 
can  be  replaced  by  a  motor. 

The  furnace  car  is  equipped  with  six  melting  fur- 
naces, a  sheet  steel  fuel  bin  and  storage  bins  for  bonds, 
molds,  etc.  The  molds  used  in  the  welding  of  bonds 
are  of  a  graphite  mixture  and  vary  in  size,  according 
to  the  section  of  the  bond  and  rail  to  be  used. 

The  Electric  Railway  Improvement  Company  now 
has  a  large  number  of  cars  in  use  in  applying  bonds 
on  new  railways  and  a  number  in  rebonding  city  and 
interurban  lines  that  have  been  in  operation  for  several 
years.  The  cost  of  applying  bonds,  either  by  the  braz- 
ing or  the  welding  process,  is  said  to  be  cheaper  and 
the  bonds  more  durable  than  by  any  other  process 
known.  If  desired  such  cars  can  be  leased  for  a  long 
term  of  years. 


AUTOMATIC    TROLLEY    GUARD. 

One  of  the  most  frequent  causes  for  accidents  at 
crowded  steam  railway  crossings  is  the  stopping  of  a 
car  on  the  railroad  tracks,  owing  to  the  trolley  wheel 
having  jumped  off  the  wire,  while  the  conductor  is 
ahead  giving  the  signal  for  the  motorman  to  proceed. 
Another  source  of  danger,  delay  and  expense  is  caused 
by  the  trolley  jumping  off  when  passing  through  sub- 
ways, resulting  in  broken  poles  and  wdieels.  Various 
schemes  have  been  devised  from  time  to  time  to  ob- 
viate .these  difficulties.  None  of  these  has  been  en- 
tirely successful.  Some  crude  devices  consisted  of 
wire  nets  stretched  above  the  trolley  wire  and  con- 
nected to  it.  These  would  keep  the  current  on  the  car 
when  the  wheel  left  the  wire,  but  did  not  prevent  the 
nheel  from  striking  the  guy  wires  and  possibly  breaking 
the  pole,  or  possibly  losing  the  wheel  after  leaving  the 
guard.  Further,  these  home-made  devices  as  a  rule 
were  not  entirely  reliable,  as  the  wheel  often  missed 
the  protective  netting  and  the  car  consequently  would  be  left 
helpless. 

These  difficulties  have  been  carefully  considered  and  eliminated 
in  the  automatic  trolley  guard,  manufactured  by  the  Automatic 
Trolley  Guard  Company,  391-393  Ellicott  square,  Buffalo,  N.  T. 
This  guard  consists  of  aluminum-coated  steel  sheets,  made  in 
strips  eight  feet  long  and  bent  by  machinery  into  the  form  shown 
in  the  accompanying  engraving.  The  strips  are  rigidly  supported 
by  hangers  placed  every  four  feet.  These  hangers  are  made  of 
galvanized  T-iron,  bent  to  the  proper  shape.  One  side  of  each  is 
cut  and  turned  in  to  support  the  metal  sides  or  strips  which  are 
riveted  to  it.  The  two  sheets  forming  the  guard  project  up  to 
force  the  wheel  on  the  wire,  but  leave  the  top  entirely  open  for 
locomotive  exhaust.  The  trolley  is  rigidly  centered  by  special 
clamps  bolting  to  the  top  of  the  T-iron  hanger,  as  shown. 

The  separate  sections  of  the  guard  are  firmly  fixed  together 
by  overlapping  about  2%  inches  and  passing  rivets  through  the 
sides    and    hanger,    thus    making    the    sections    substantially    one 


June  15,  1907. 


ELECTRIC    RAILWAY     REVIEW 


801 


piece.  This  construction  makes  the  guard  rigid  for  its  entire 
length  and  thus  obviates  any  difficulties  that  might  be  expe- 
rienced from  more  flexible  construction.  The  guard  being  made  of 
solid  metal  affords  constant  contact.  This  eliminates  any  objec- 
tions that  might  be  experienced  with  lighter  construction  through 
the  arcing  severing  the  strands  so  that  they  would  loosen,  thus 
weakening  the  entire  construction,  and  perhaps  becoming  entangled 
with  the  trolley  pole. 

The  unique  and  special  feature  of  this  guard  which,  other 
than  its  strong  construction,  commends  it  to  use  is  the  form  of 
the    protection.     By    refereni  e    to    the    illustration    it    will    be    noted 


•v^C^S^ 


Latest    Design    of    Automatic    Trolley    Guard. 

that  should  the  trolley  wheel  jump  the  wire  it  will  immediately 
make  contact  with  the  guard  sides,  and  by  reason  of  the  form 
of  these  immediately  be  replaced  on  the  wire.  Thus  the  guard 
not  only  at  all  times  maintains  contact  between  the  overhead  wire 
and  wheel,  but  it  also  acts  as  a  retriever  in  reseating  the  wheel 
on  the  wire.  There  are  many  locations  where  these  guards  are 
of  special  advantage,  such  as  railroad  crossings,  curves  and  power 
houses. 


MOORE    FARE    REGISTER. 

A  fare  register  embodying  in  its  design  entirely  new  features 
has  recently  been  patented  by  Otto  N.  Moore,  5650  East  Washing- 
ton street,  Indianapolis,  Ind.  Several  interesting  and  advantageous 
features  were  sought  and  are  said  to  have  been  obtained  in  this 
new  type  of  register. 

New    Principles. 

The  first  and  probably  most  interesting  feature  is  the  new 
mechanical  movement  with  which  cash  fares  up  to  $9.95  can  be 
registered  on  a  single  line.  The  mechanical  motion  for  doing  this 
is  composed  of  four  parts.     As  a  whole  it  is  very  strong  and  does 


Moore  Fare  Register — General   View  of  Register,   Dial  and   Rods. 

not  include  in  its  make-up  any  springs.  A  movement  suitable  for 
a  smaller  register  recording  fares  up  to  $1.00  also  has  been  per- 
fected. This  smaller  size  machine  as  ready  for  use  is  about  10  by 
9%  by  12^4  inches  in  dimensions.  The  larger  size  of  machine  is 
illustrated  by  the  accompanying  engraving.  It  is  worthy  of  note 
that  the  inventor  of  this  new  design  of  recording  movement  has 
been  able  to  perfect  his  product  so  that  it  will  accurately  count 
and  add  fares  of  so  many  denominations.  The  ordinary  single 
register  as  now  used  has  a  capacity  for  registering  only  from  5  to 
60  cents.  Inclusive,  or  12  classifications,  while  the  Moore  register 
is  designed  to  register  199  classifications.  It  should  be  noted  that 
this  machine  not  only  registers  through  this  wide  range,  but  it 
also  totals  any  number  of  cash  fares  between  the  same  limits. 

When   operating   long   road!   or   over   complicated    track   rights 
it  would  seem  that  the  feature  ol   i.rovldlng  for  the  registration  of 


fare  in  199  denominations  would  be  especially  valuable,  since  it 
would  do  away  with  any  necessity  for  the  conductor  carrying  cash 
fare  slips  and  being  called  upon  to  punch  and  issue  them.  The  use 
of  this  register  thus  eliminating  cash  fare  slips,  provides  a  printed 
statement  of  the  total  amount  of  cash  that  a  conductor  must  remit 
to  his  company  at  the  end  of  any  one  period,  and  this  total  is 
obtained,  not  by  a  series  of  computations,  but  by  only  one  sub- 
traction. 

Method  of  Operation. 

Each  conductor  and  inspector  is  provided  with  an  individual 
key,  which,  when  inserted  in  the  register,  unlocks  the  mechanism 
so  that  the  fares  may  be  rung  up.  The  turning  of  the  key 
automatically  sets  the  conductor's  or  inspector's  number  and  the 
key  cannot  be  withdrawn  from  the  register  until  the  printing 
mechanism  has  been  operated.  Thus  it  is  seen  that  the  proper 
individual  is  charged  with  each  operation  of  the  machine.  On  a 
dial  at  the  left  of  the  case  the  train  numbers  are  set,  reading  from 
1   to  999,   inclusive. 

A  very  important  addition  to  the  recording  part  of  this  register 
is  the  provision  for  printing  initials,  by  means  of  which  a  code  may 
be  utilized  so  that  divisions  of  fare  may  be  recorded  in  almost 
any  way  desired — either  at  fare  limits,  in  town  or  by  an  arbitrary 
division  of  mileage.  This  valuable  feature  affords  a  means  for 
obtaining  the  correct  number  of  passengers  and  earnings  originat- 
ing on  any  definite  portion  of  the  run  and  thus  determining  the 
value  of  the   trackage  between  any  stated   limits. 

Each  time  that  a  cash  fare  or  a  ticket  is  rung  up  the  machine 
registers  it  in  the  "total  number  of  fares"  column  as  one  fare. 
Thus  it  is  seen  that  the  total  number  of  passengers  carried  over 
the  route  or  any  portion  thereof  can  be  obtained  by  a  simple  sub- 
traction. A  column  also  is  provided  on  the  record  of  the  register 
showing,  in  a  similar  way,  the  number  of  tickets. 

City    Fares. 

In  the  design  of  this  register  provision  has  been  made  to  ac- 
count for  city  fares  on  interurban  cars  without  the  use  of  a  second 
register,  as  is  quite  commonly  required.  The  city  fare  recording 
section  works  independent  of  the  balance  of  the  register  and  may, 
by  a  simple  operation,  be  interconnected  with  it  so  that  each  time 


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60    329    AA    575    034    832    336    40 

Moore    Fare    Registei — Portion   of    Record    Sheet. 

a  fare  is  registered  one  city  passenger  is  also  registered.  As 
ordinarily  used  the  number  of  passengers  on  an  inbound  car  at  the 
time  of  crossing  city  limits  will  be  rung  up  by  the  conductor  on 
the  city  fare  section.  He  will  then  interconnect  the  city  fare  sec- 
tion with  the  balance  of  the  register,  so  that  each  time  a  fare  is 
received  while  the  car  is  on  the  city  tracks,  the  register  will  add 
the  fare  collected  to  the  cash  column  and  one  passenger  will  be 
added  to  the  "total  number  of  city  fares."  The  register  can  be 
left  thus  interconnected  until  the  city  limits  are  reached  on  the 
outbound  trip.  Then,  by  reversing  the  simple  process,  the  two  parts 
may  be  disconnected  and  the  balance  of  the  trip  made  without 
interfering  with   the  correct  number  of  city  fares. 

Cash    Column. 

An  unlimited  number  of  fares  can  be  rung  up  and  totaled  in  the 
cash  column,  the  minimum  fare  being  five  cents  and  the  maximum 
$9.95.  In  this  feature  the  Moore  register  becomes  especially 
effective.  While  the  scope  of  the  device  is  so  much  broader  than 
the  ordinary  types  of  register  the  clerical  work  necessary  to  obtain 
the  value  of  the  cash  fares  is  reduced  to  a  simple  subtraction. 
This  eliminates  entirely  the  tedious  process  encountered  with  some 
other  types  of  registers. 

Printed   Record. 

The  accompanying  illustration  shows  the  operation  of  the 
register  for  one  round  trip  on  which  it  was  desired  to  determine 
the  earnings  by  divisions.  It  will  be  noted  that  the  line  of  figures 
opposite  AA  were  obtained  at  the  starting  terminal  and  those  at 
CC  at  the  turning  terminal.  The  readings  at  the  division  point 
between  terminals  are  on  the  lines  opposite  BB.  In  obtaining  this 
record  the  conductor,  before  starting,  set  the  letters  AA  and  turned 
the  handle  of  the  printing  mechanism,  making  an  impression 
shown  by  the  bottom  line  of  the  table.  At  the  division  point  he 
set  the  letters  BB  and  again  turned  the  printing  handle,  obtaining 
the  second  line  from  the  bottom.  Had  there  been  more  division 
points  this  latter  operation  would   have  been   repeated  at   will. 

On  the  return  trip  the  conductor  reset  his  train  number  and 
operated  the  register  as  he  did  on  the  outbound  trip,  the  results 
being  shown  In  the  reproduction. 

Inasmuch  as  this  register  deals  in   totals  it  easily  Is  seen  that 


802 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,   Xo.   24. 


by  subtracting  the  quantities  in  the  line  AA  from  those  In  the  line 
BB  there  is  obtained  a  total  for  each  column,  including  as  it  does 
the  total  number  of  fares,  tickets,  city  fares  and  cash.  If  it  is 
desired  to  get  these  totals  for  any  division  or  for  the  entire  run 
of  the  car  they  easily  are  obtained  by  subtracting  the  readings 
opposite  the  key  letters  of  the  first  terminal  from  those  opposite  the 
key  letters  for  another  terminal. 

It  will  be  noted  that  the  total  performance  of  the  car,  as  shown 
in  the  accompanying  record,  was  as  follows:  Conductor  No.  60; 
train  outgoing  No.  329;  returning  No.  320;  total  number  of  fares 
on  round  trip  97,  outgoing  38,  returning  59;  total  number  of  tickets, 
round  trip  44,  outgoing  16,  returning  28;  total  number  of  city 
fares  17,  outgoing  6,  returning  11;  total  cash,  $76.75,  out- 
going $18.20,  returning  $5S.55.  It  should  be  noted  here  that  if  it 
were  not  desired  to  obtain  the  readings  at  division  and  terminal 
points  only  two  lines  of  figures  would  then  appear  on  the  printed 
record  and  from  these,  by  a  simple  subtraction,  the  totals  for  the 
round  trip  would  be  obtained. 

Register    Operation. 

In  operating  the  register  after  it  has  been  set  to  the  desired 
point  on  the  dial,  the  fare  is  rung  up  by  moving  a  handle  attached 
to  a  rod  just  over  the  setting  rod.  When  this  handle  is  pulled  down 
the  register  rings  up  a  cash  fare;  when  the  handle  is  pushed  up  a 
ticket  received  is  recorded.  A  shield  marked  "tickets"  takes  the 
place  of  the  cash  shield.  When  a  ticket  is  being  rung  up  and 
while  the  cash  fare  is  being  set  by  the  conductor  a  "not  registered" 
shield  shows  to  the  passengers  until  after  the  recording  operation 
is  completed. 

There  are  two  hands  on  the  setting  dials.  One  hand  sets  the 
register  from  5  cents  to  95  cents,  inclusive;  the  other  hand  sets 
the  register  from  $1.00  to  $9.00.     Therefore,  in  setting  the  machine 


•TITAN"    STEEL    MOTOR    GEARS. 


Some  recognition  of  the  principle  upon  which  the  deacon  built 
his  "One-Hoss  Shay"  seems  to  have  prevailed  in  the  development  of 
the  "Titan"  steel  motor  gear  manufactured  by  the  Atha  Steel  Cast- 
ing Company,  Newark.  N.  J.  While  the  delay  and  expense  of 
removing  worn-out  gears,  and  consequently  wheels  which  have 
become  well  established  in  their  seat  upon  the  axle,  is  only  an  in- 
i  ident,  it  is,  nevertheless,  an  exceedingly  important  incident  in 
the  maintenance  of  electric  railway  equipment.  The  time  lost  and 
the  expense  entailed  in  pressing  off  wheels  to  replace  gears  and 
the  expense  and  the  labor  involved  in  applying  new  and  removing 
old  gears  was  evidently  an  important  consideration  which  led  to 
the  introduction  of  a  gear  which  should  wear  at  least  as  long  as 
any  car  wheel  is  liable  to  wear.  It  Is  claimed  that  "Titan"  gears 
will  outwear  from  three  to'  five  cut  gears,  that  their  teeth  will 
not  break  out  in  ordinary  usage,  and  that  they  will  not  work  loose 
on  the  axle.  One  railroad  man.  whose  line  is  operated  under  the 
severest  conditions,  and  whose  long  experience  should  make  him 
an  authority  on  such  matters,  states  that  "Titan"  gears  will  give 
from  300,000  to  500.000  miles'  service,  which  is  a  longer  distance 
than  most  car  wheel  manufacturers  are  willing  to  guarantee 
their  wheels  to  run.  The  economy  involved  in  an  operation  of 
this  kind  is  at  once  apparent.  It  is  not  necessary  to  disturb  the 
fit  of  wheels  upon  the  axles,  as  the  gear  can  be  removed  at  a  time 
when  it  is  necessary  to  apply  new  wheels  or  a  new  axle.  The 
operating  department  has.  in  addition  to  the  saving  of  expense  in 
removing  a  worn-out  or  broken  gear  and  applying  a  new  one,  the 
satisfaction  of  keeping  the  car  in  continuous  service  for  a  much 
greater  period. 

The  material  of  which  these  gears  are  made  is  manganese 
steel  of  such   a  hardness  that  it   is   incapable  of  being  worked   by 


•Titan"   Gear  Standard  for  Public 

Service    Corporation    of 

New    Jersey. 


•Titan"     Gear    Tested     on     Public 

Service   Corporation   of   New 

Jersey  Car   No.   1024. 


Worn-Out    Gear,    Ordinary    Cut 
Tooth. 


for  amounts  over  $1.00  it  is  necessary  to  set  both  hands.  The  set- 
ting rod  is  connected  with  these  hands  through  the  medium  of  a 
pin  clutch.  The  setting  rod  has  a  longitudinal  movement  of  about 
one-half  inch.  When  pressed  forward  it  engages  the  "cents"  hand; 
when  pulled  backward  it  engages  the  "dollars"  hand.  In  the  opera- 
tion of  setting  the  hands  to  the  desired  amount  it  is  not  necessary 
to  set  them  in  any  regular  order.  The  dollars  hand  may  be  set  first, 
or  vice  versa.  They  also  may  be  turned  in  either  direction  while 
being  set. 

The  accumulators,  printing  mechanism  and  setting  mechanism 
are  built  in  units;  that  is,  in  a  separate  frame,  and  can  be  removed 
from  the  main  case,  or  the  frame  of  the  register,  be  examined  and 
oiled  and  returned  without  disturbing  any  of  the  mechanism.  Also, 
when  a  machine  once  is  put  together  any  intelligent  workman  will 
be  able  to  keep  it  in  order.  If  through  accident  the  accumulators, 
printing  mechanism  or  setting  mechanism  should  become  damaged. 
the  damaged  parts  could  be  removed  and  other  standard  parts 
inserted,  after  .which  the  machine  would  be  ready  for  use. 

One  of  the  Moore  fare  registers  has  been  operated  about  12,000 
times  and  is  said  to  have  made  no  false  indications  or  shown  appre- 
ciable wear.  This  device  herein  described  is  built  on  thoroughly 
mechanical  principles.  The  parts  are  all  of  standard  design  and 
a  large  per  cent  of  the  gear  wheels  may  be  bought  in  the  open 
market,  so  that  the  problem  of  repairs,  if  necessary,  should  not  be 
a  troublesome  one. 


United    States     Express    Company    Contracts    with     Electric     Lines. 


F.  W.  Brooks,  general  manager  of  the  Detroit  United  Rail- 
way, has  confirmed  the  report,  as  published  in  last  week's  issue 
of  the  Electric  Railway  Review,  that  a  contract  has  been  entered 
into  with  the  United  States  Express  Company  by  the  so-called 
Detroit  United  Lines,  which  comprise  the  interurban  lines  of  the 
Detroit  United  Railway,  the  Rapid  Railway  system,  the  Detroit 
Jackson  &  Chicago  Railway  and  the  Detroit  Monroe  &  Toledo 
Short  Line  Railway,  whereby  the  business  of  the  express  com- 
pany will  be  handled  over  the  lines  named.  In  many  features 
the  contract  is  similar  to  that  generally  made  between  the  steam 
railway  and  the  express  company,  differing  in  the  fact  that  the 
compensation   is   based,    in   the   main,   on    tonnage. 

The  company's  view  of  the  matter  is  that  its  lines  are  avail- 
able for  such  use  as  the  public  may  properly  make  of  them,  and 
in  entering  into  the  contract  above  referred  to  it  has  been  enabled 
to  secure  for  its  patrons  a  service  very  much  desired. 


tool  steel.  All  finished  surfaces,  such  as  the  teeth  and  hub  fit,  are 
accurately  ground  to  templates.  Notwithstanding  the  hardness  of 
the  material,  it  is  said  that  its  toughness  is  so  great  that  test 
pieces  have  been  bent  cold  to  an  angle  of  180  degrees  without 
showing  a  fracture.  In  the  process  of  manufacture  the  gear  is 
cast  solid,  including  the  teeth,  and  a  special  machine  grinds  the 
periphery  of  the  teeth  to  an  accurate  diameter.  Each  tooth 
is  then  ground  at  the  hub  fit  and  faced  both  sides.  A  gray  iron 
or  soft  steel  hub  is  then  inserted  under  a  pressure  of  from  35  to 
45  pounds  per  square  inch.  This  is  then  bored  out  to  the  proper 
size  for  forcing  upon  the  axle.  It  is  unnecessary  to  use  key-ways, 
as  the  gears  are  supposed  to  be  forced  on  with  a  pressure  of  from 
30,000  to  35,000  pounds  per  square  inch,  and  it  is  stated  that  none 
has  ever  come  loose  on  the  axle. 

"Titan"  gears  are  standard  upon  the  lines  of  the  Public 
Service  Corporation  of  New  Jersey,  where  from  400  to  500  of 
them  are  in  use,  and  an  order  for  425  is  now  being  filled  for  the 
Boston  Elevated.  In  addition  to  this  the  company  is  doing  busi- 
ness with  some  40  or  50  roads  throughout  the  country  and  the 
records  of  service  obtained  indicate  that  these  gears  wear  five 
times  as  long  as  ordinary  gears. 


Engineers   Report   on   Safety  of   Battery   Tunnel. 


William  Barclay  Parsons,  consulting  engineer,  and  George  H. 
Pegram,  chief  engineer,  of  the  Rapid  Transit  Subway  Construction 
Company  of  New  York,  have  written  to  President  Shonts  of  the 
Interborough-Metropolitan  Company  that  the  tunnel  from  the  Bat- 
tery to  Joralemon  street,  Brooklyn,  when  completed,  would  be  safe 
and  stable.  On  account  of  the  use  of  piles  under  a  part  of  the 
tunnel  near  the'  Brooklyn  shore,  it  has  been  reported  that  the 
tunnel    was    constructively   weak.     Mr.    Parsons'    letter    said: 

"In  reply  to  your  letter  of  May  29  I  beg  leave  to  advise  you  that, 
in  my  judgment,  when,  the  tunnels  from  South  Ferry  to  Brooklyn  are 
completed,  they  will  be  entirely  safe  for  the  passage  of  trains." 
Mr.  Pegram  wrote:  "The  anonymous  statements  that  have  ap- 
peared lately  in  the  daily  press  questioning  the  strength  and  safety 
of  the  East  river  tunnel  between  the  Battery  and  Brooklyn  are 
calculated  to  induce  an  unwarranted  distrust.  This  work  has  been 
under  the  direction  and  inspection  of  the  engineers  of  the  rapid 
transit  commission  from  the  start,  and  the  answers  that  have  been 
given  to  the  criticisms  would  seem  adequate.  I  desire,  however, 
to  state  that,  in  my  opinion,  the  work,  when  completed  according 
to  the  plans  which  have  been  adopted  from  time  to  time  to  meet 
unexpected  contingencies,  will  be  safe  and  stable  beyond  question." 


Chicago:  160  Harrison  Street 


PUBLISHED  EVERY  SATURDAY  BY  THE  WILSON  COMPANY,  CHICAGO 

Entered  at  the  Postofflce,  Chicago.  111.,  as  Second-class  Matter. 

Subscription  in  advance,  including  special  daily  editions  published  from  time 

to  time  in  places  other  than  Chicago,  postage  free: 

United  States  or  Mexico,  $2: 

Canada,  $3,511:  Postal  Union  Countries.  $5;  Single  Copy,  10  cents. 


Xew  York:  150  Nassau  Street 


Vol.  XVII,  No.  25 


CHICAGO,  JUNE  22,  1907 


Whole  No.  217 


TABLE   OF   CONTENTS. 


Editorial: 

— Railway  Power  for  Pumping 803 

— Advertisements  on   Station   Platforms 803 

— The  Value  of  Long  Cross-Overs 803 

— Public  Utility  Law  in  Wisconsin 804 

— Hints  for  Lowering  Power  Cost 804 

—The  Atlantic  City  Convention 804 

—Profit  in  Freight  Handling 805 

Blast  Furnace  Slag  in  Reinforced  Concrete 805 

Concrete  Shops  for  Seattle  Electric  Railway   (Illustrated) 806 

Xew  Substation  for  the  Schenectady   Railway   Company   (Illus- 
trated)      809 

Ravenswood  Extension  of  the  Northwestern   Elevated   Railroad 

I  Illustrated  I     sl» 

Feeder-Handling  Derrick  at   Los  Angeles   (Illustrated! si:', 

The  Manila  Street  Railways 813 

Electrification  of  West  Shore  Railroad  Between  L'tica  and  Syra- 
cuse  (Illustrated  I    *14 

Late  Information  About  the  Atlantic  City  Convention 816 

The  Supply  Men  at  Atlantic  City  I  Illustrated) 817 

Xew  York  City  Railway's  Eighty-sixth  Street  Car  Barns  Burned 

(Illustrated  >     829 

News   of  the  Week: 

— Traction  Affairs  in   Chicago 830 


—Michigan    United    Railways   to  Handle   United    States    Ex- 
press   Company    Business    

— Advertising  Literature  of  the  Boston  &  Xorthern  and  Old 

Colony    Street    Railways 830 

— Progress  of  Xew  York  Subway  Plans    830 

Construction  Xews: 

— Franchises     831 

— Recent    Incorporations     S31 

— Track  and  Roadway    832 

— Power  Houses   and   Substations    834 

Personal    Mention     834 

Financial  Xews    835 

Manufactures  and  Supplies: 

—Rolling  Stock    836 

— Shops  and  Buildings    836 

— Trade  Xotes    836 

— Advertising  Literature   S37 

Insulating  Material    838 

The  Gilchrist  Improved  Rail  Chair  (Illustrated  > 83S 

The  Ohio  Brass  Company's  New  Catalogue  (Illustrated) 839 

Gasoline  Motor  Cars  for  Passenger  Service.     By  A.    L.   Abbott. 

(Illustrated)    S39 

Expanded  Metal  Cattle  Guards  (Illustrated) S39 

Engine-Type  Generators  for  Direct  Current  (Illustrated) 840 


A  prominent  engineer  has  suggested  the  feasibility  of  improv- 
ing the  load  factor  of  electric  railway  power  plants  by  the  sale 

of  current  for  use  in  pumping  stations.  In- 
Railway  asmuch  as  some  interurban  companies  dur- 

Powerfor  ing  the  past  two  years  have  derived  sub- 

Pumping,  tantial    revenues    and    bettered    their    load 

curves  by  the  sale  of  500-volt  current  to 
farmers  for  lighting  and  power  purposes,  there  would  seem  to 
be  a  possibility  in  this  suggestion  worthy  of  some  considera- 
tion. If,  for  example,  an  interurban  line  has  on  its  route  a 
number  of  small  towns  or  villages,  each  with  its  own  pump- 
ing plant  and  standpipe.  the  conditions  are,  indeed,  favorable 
for  considering  the  sale  of  power.  It  is  suggested  that  instead 
of  the  usual  steam  pump  with  its  irregularly  operated  and 
therefore  inefficient  boiler  plant  and  steam  pump,  there  could 
be  substituted  a  pressure  pump  driven  by  an  electric  motor 
connected  through  a  centrifugal  clutch,  the  clutch  to  be 
thrown  in  during  the  period  of  light  load  at  the  power  station. 
With  a  number  of  such  installations  taking  their  current  from 
the  railway  power  feeders  and  each  pumping  into  an  elevated 
tank  or  a  standpipe  as  ordinarily  used  in  small  city  water 
systems,  the  load  factor  could  be  well  regulated.  The  sale 
of  current  generated  under  such  conditions  could  be  made 
at  a  comparatively  low  cost  to  the  consumer,  and  therefore 
the  advantages  would  be  mutual. 


Advertisements 
on  Station 
Platforms. 


Some  two  years  ago,  recognizing  the  clamor  of  the  popular 
press,  the  Union  Elevated  Railroad,  Chicago,  removed  all  ad- 
vertisements from  its  loop  platforms.  These 
since  have  been  replaced,  but  it  is  to  be 
noted  that  in  their  replacement  care  has 
been  taken  to  provide  the  mounting  of  all 
advertisements  with  a  view  to  uniformity 
and  also,  ii  ii  can  so  be  considered,  with  an  artistic  effect. 
This  experience  and  its  results  were  no  doubt  realized  by 
those   who  had   in  designing  of  station   di 

the  new  Ravenswood  extension  of  the  Northwestern   El< 
Railroad,  which  now  affords  a  much  welcomed  express  service 
for  residents  of  the  northwestern  part  of  the  city  of  Chicago. 


It  is  remarked  that  particular  attention  has  been  given  toward 
facilitating  the  placing  of  advertising  posters  on  station  plat- 
forms of  the  new  structure  without  the  usual  encumbrances, 
such  as  loose  boards  or  insecurely  fastened  pieces  of  sheet 
iron.  To  accomplish  this  commendable  detail  and  refinement 
in  the  construction,  the  platform  railings  were  built  with 
uniform  sheet-iron  panels  about  two  and  a  half  by  three  and 
a  half  feet  in  size.  This  is  a  size  suitable  for  receiving 
standard  advertising  posters.  To  stiffen  these  poster  panels 
an  ornamental  border  of  pressed  steel  surrounds  the  panel. 
Such  details  may  seem  trifling,  but  are  they  not  to  be  con- 
sidered of  value  if,  as  others  have  shown,  they  relieve  a 
railroad  organization  from  being  held  up  for  public  criticism? 
As  one  manager  has  sagely  remarked,  "It  would  be  nice  to 
refuse  advertising  in  our  cars  and  on  our  stations,  and  yet 
get  the  money,  but  we  can't  get  the  money  without  the  adver- 
tising, and  we  need  it." 


Probably  no  electric  railway  in  this  country  operating  under 
similar  conditions  has  had  more  thought  given   to  its  detail 

design   as  regards  operation  than  has  the 
The  Value  Philadelphia     &     Western.     The    construc- 

of  Long  tional   details   of   this  new   road   were   de- 

Cross-Overs,  scribed  and  illustrated  in  the  issue  of  the 

Electric  Railway  Review  for  June  15,  1907, 
page  770.  At  this  time  it  is  desired  to  call  special  attention 
to  the  arrangement  of  tracks  at  waystations.  It  will  be 
remembered  that  the  Philadelphia  &  Western  is  a  double-track 
line  from  terminal  to  terminal.  To  provide  for  additional 
track  space  at  waystations  the  track  centers  are  spread  and 
a  third  track  is  interposed  between  the  east  and  west  bound 
plat  forms  and  for  a  distance  of  about  three  bundled  feet 
either  way  from  their  mid-point.  One  end  of  this  third  track 
connects  with  one  of  the  two  main  tracks  and  the  other  end 
with  the  second  main  track.  This  arrangement  might  bl 
be  described  as  a  long  cross-over  that  passes  close  by  one 
loading  platform.  The  layout  has  obvlou  advantages.  A 
train  maj  comi  from  one  terminal,  unload  Its  passeni 
in  the  usual  way.  run  on  to  the  switch,  where  the  crew  could 


S04 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  25. 


change  ends,  then  run  back  on  the  center  track  to  load  for 
a  return  trip  and  pass  out  to  the  main  track  for  a  return 
trip  to  the  starting  terminal,  and  by  the  nature  of  the 
track  layout  perform  all  these  movements  with  the  least 
possible  shunting.  In  suburban  service  for  a  metropolis  the 
third  track  becomes  of  especial  value,  since  it  is  there  desired 
to  operate  both  locals  and  expresses,  turning  the  locals  at 
various  waystations  and  thus  permitting  the  expresses  to 
handle  in  a  more  economical  and  satisfactory  way  the  traffic 
of  outlying  districts.  These  long  cross-overs  are  also  avail- 
able as  passing  tracks  on  which  to  hold  locals  for  meets  with 
the  superior  expresses  operating  in  the  same  direction.  When 
not  required  for  any  of  these  uses  the  third  track  is  avail- 
able, and  at  a  comparatively  low  first  cost,  for  storage  pur- 
poses. In  fact,  there  are  any  number  of  commendable  fea- 
tures to  substantiate  the  views  of  the  designers  of  this 
roadway,  and  it  is  safe  to  say  that  no  one  will  realize  the 
desirable  features  of  these  long  cross-overs  more  than  the 
superintendent  of  transportation  and  his  dispatchers. 


The  whole  question  of  power  plant  economy  may  well  be- 
considered  as  a  specialty  to  be  studied  constantly  by  an 
expert  on  a  large  system,  for  large  expenses  offer  greater 
opportunities  to  make  conspicuous  savings  than  do  the  smaller 
items  of  secondary  importance. 


While  the  public  utility  bill  which  has  been  passed  by  the 
lower  house  of  the  Wisconsin  legislature  has  no  application  to 
■  electric  railways,  it  is  nevertheless  of  inter- 
Public  est  because  of  the  provision  that  a  fran- 
Utility  Law  chise  which  is  granted  hereafter  shall 
in  Wisconsin.  have  the  effect  of  an  indeterminate  permit, 
subject  to  the  provisions  of  the  act.  The 
acceptance  of  such  a  permit  constitutes  an  agreement  that 
the  municipality  in  which  the  major  part  of  the  public  service 
property  is  situated  may  purchase  such  property,  paying 
therefor  its  then  value  as  determined  by  the  state  railroad 
commission  and  according  to  the  terms  and  conditions  fixed 
by  the  commission.  The  bill  applies  to  corporations  as  well 
as  to  municipalities  which  own  or  operate  telephone,  heat, 
light,  water  or  power  plants  for  public  use.  There  was  no 
need  to  mention  electric  railways  on  account  of  the  provision 
in  the  original  railroad  commission  law  giving  the  commis- 
sion control  over  interurban  lines,  and  because  there  is  now 
a  separate  bill  before  the  legislature,  which,  if  it  becomes  a 
law,  will  vest  power  in  the  commission  respecting  electric 
lines  which  are  situated  wholly  within  the  limits  of  mu- 
nicipalities. 


The  operation  of  machinery  at  inefficient  loads  is  a  very  fre- 
quent defect  in  power  plant  service.     The  problem  in  a  railway 

plant  is  a  matter  of  striving  to  attain  the 
Hints  for  ideal — but  there  is  not  the  least  doubt  of  the 

Lowering  importance  of  knowing  that  the  employes 

Power  Cost.  have  done  their  best.  Old  as  the  load  curve 

is,  it  is  used  far  too  seldom  as  a  daily  method 
of  analysis  in  connection  with  a  log  of  the  engine  and  gen- 
erator duty,  and  in  relation  to  the  banking  of  boilers,  opera- 
tion of  small  feed  pumps  at  times  of  light  output,  and  the 
running  of  large  compound  duplex  outfits  when  the  boilers 
are  forced.  The  carbon  dioxide  recorder  is  not  yet  appre- 
ciated at  its  full  worth,  nor  is  the  value  of  the  thermometer 
in  the  various  piping  sections  sufficiently  recognized.  The 
draft  gauge,  the  revolution  counter  on  the  fan  engine,  and 
even  the  pyrometer  in  the  boiler  furnace  are  slow  in  coming 
into  general  use.  The  saving  in  operating  motor-driven  exciters 
on  generator  voltage  without  transformers  does  not  seem  to 
have  entered  the  minds  of  some  designers,  nor  does  the  im- 
mediate connection  between  a  poorly  insulated  superheated 
steam  pipe  and  the  coal  pile  always  seem  to  be  realized  by 
operating  men.  The  handling  of  coal  between  the  barge  or 
the  car  and  the  boiler  grate  is  many  times  carried  out  in 
inefficient  ways,  and  the  possibilities  and  advantages  of  me- 
chanical conveying  and  stoking  systems  are  none  too  well 
recognized.  The  reduction  of  maintenance  by  making  repairs 
at  the  proper  time  and  by  correct  operating  judgment  in 
routine  service  is  a  point  of  attack  in  too  few  installations. 


THE   ATLANTIC  CITY   CONVENTION. 


The  annual  conventions  of  the  Master  Car  Builders'  and 
American  Railway  Master  Mechanics'  associations  have  been 
held  at  Atlantic  City  during  the  past  two  weeks.  These  con- 
ventions have  a  certain  timely  interest  for  readers  of  the- 
Electric  Railway  Review  because  of  the  fact  that  the  conven- 
tion of  the  American  Street  and  Interurban  Railway  Associa- 
tion and  the  affiliated  associations  is  to  be  held  at  the  same 
place  and  under  practically  identical  conditions  in  October 
of  this  year. 

Atlantic  City  has  been  chosen  as  the  place  for  the  190T 
convention  by  a  joint  committee  representing  the  American 
association  and  the  Manufacturers'  association  after  a  careful 
investigation.  On  account  of  the  natural  attractiveness  of 
America's  premier  seaside  resort  and  because  of  its  excellent 
facilities  for  convention  purposes,  Atlantic  City  has  always 
proved  a  popular  place  for  conventions.  This  characteristic 
and  the  special  arrangements  made  this  year  for  handling 
the  manufacturers'  exhibits — always  a  most  important  feature 
of  a  convention — should  add  to  the  success  of  the  occasion. 

In  choosing  the  convention  city  three  points  must  be  con- 
sidered as  of  the  highest  importance:  there  must  be  adequate 
hotel  accommodations  of  the  first  class,  a  sufficient  space  for 
the  manufacturers'  exhibits  and  suitable  assembly  rooms  in 
which  to  bold  the  meetings  of  the  several  associations. 

Atlantic  City  is  especially  suited  to  fulfill  these  require- 
ments. In  regard  to  hotel  rooms  the  choice  is  almost  un- 
limited, and  there  is  no  fear  of  a  repetition  of  the  somewhat 
crowded  conditions  at  Columbus  last  fall,  practically  the  only 
cause  for  criticism  at  that  convention.  Atlantic  City  can 
easily  provide  at  least  3,000  rooms  in  the  large  hotels  fronting 
on  the  ocean  beach,  with  from  1,200  to  1,500  private  baths, 
besides  an  almost  unlimited  number  of  rooms  in  first-class 
hotels  not  fronting  on  the  beach,  many  of  which  are  provided 
with  private  baths. 

Atlantic  City  is  also  fortunately  situated  in  regard  to 
exhibit  space  for  members  of  the  Manufacturers'  association. 
The  exhibits  will  be  located  on  the  Steel  Pier,  within  a  few 
minutes'  walk  from  the  various  beach  hotels.  Reference  to 
the  illustrations  from  photographs  of  exhibits  at  the  steam 
railway  conventions  just  concluded,  which  are  presented  in 
another  part  of  this  issue,  will  serve  to  show  the  arrangement 
and  general  appearance  of  the  exhibits,  as  it  is  understood  that 
the  same  general  plan  of  handling  the  exhibits  will  be  used 
for  the  October  conventions.  The  plan  of  uniform  booths  has 
been  employed  here  for  the  first  time. 

A  large  convention  hall  with  a  seating  capacity  of  800' 
will  be  provided  on  the  Steel  Pier  for  the  opening  meeting 
of  the  American  association,  and  smaller  meeting  rooms  will 
be  provided  for  the  various  sectional  meetings  of  the  allied 
associations. 

The  Columbus  convention  last  fall,  following  the  reor- 
ganization meeting  at  Philadelphia  in  September,  1905,  was 
unanimously  considered  the  most  successful  in  all  respects 
ever  held  by  the  street  railway  association,  both  from  the  dele- 
gates' and  the  manufacturers'  points  of  view,  and  the  1907 
convention  promises  to  surpass  even  that  successful  meeting. 
An  examination  of  the  attendance  figures  of  the  conventions 
of  the  American  Street  Railway  Association  for  the  past  few 
years  reveals  a  general  increase  which  augurs  well  for  the 
coming  meetings.  The  total  registration  at  Columbus  was 
about  2,400,  as  compared  with  1,958  at  Philadelphia  in  1905, 
1,538  at  St.  Louis  in  1904  and  1,584  at  Detroit  in  1902.  The 
number  of   delegates   from   member   companies,  at  Columbus. 


June  22,  1907 


ELECTRIC    RAILWAY    REVIEW 


805 


was  666,  as  compared  with  482  at  Philadelphia,  456  at  Detroit 
and  498  at  New  York  in  1901.  The  greater  part  of  the  in- 
crease, however,  was  in  the  number  of  representatives  of 
manufacturers — 1,253  at  Columbus,  as  against  939  at  Philadel- 
phia and  796  at  Detroit — although  the  number  of  exhibitors 
fell  from  243  in  1905  to  195  in  1906.  The  electric  railway 
business  is  growing  rapidly  and  the  association,  guided  by 
some  of  the  strongest  men  in  that  business,  is  growing  with 
it.  This  general  increase  in  attendance,  coupled  with  the  fact 
that  Atlantic  City  is  in  itself  by  far  the  most  attractive  of  the 
cities  thus  far  chosen,  indicates  a  most  successful  convention. 


PROFIT  IN  FREIGHT  HANDLING. 


In  the  upbuilding  of  freight  traffic  some  electric  railways 
which  have  terminals  on  the  great  lakes  or  other  bodies  of 
water  which  are  navigated  have  found  it  advantageous  to 
arrange  through  traffic  schedules  with  steamship  lines.  Such 
arrangements  have  been  in  force  for  several  years  between 
the  Goodrich  Transit  Company,  operating  several  steam- 
ship lines  on  Lake  Michigan,  and  the  Grand  Rapids  Grand 
Haven  &  Muskegon  Railway,  and  between  the  Graham  & 
Morton  Transportation  Company  and  the  Grand  Rapids  Hol- 
land &  Chicago  Railway.  These  arrangements  permit  the 
transportation  of  freight  and  passengers  between  Chicago 
and  Grand  Rapids  and  surrounding  points  in  Michigan  on 
through  rates.  Attention  is  called  to  this  subject  again  by 
the  announcement  of  traffic  agreements  between  the  Graham 
&  Morton  company  and  the  Southern  Michigan  Railway,  the 
Chicago  South  Bend  &  Northern  Indiana  Railway  and  the 
Winona  Interurban  Railway.  By  this  latter  arrangement 
traffic  will  be  carried  from  Chicago  to  St.  Joseph,  Mich.,  by 
boat,  and  will  be  transferred  at  that  point  to  the  electric 
line.  With  the  connections  named  the  traffic  can  be  hauled 
as  far  as  Warsaw,  Ind.,  and  also  to  South  Bend  and  other 
good  traffic  centers.  The  advantage  of  this  route  to  pas- 
sengers will  lie  in  an  attractive  interurban  and  boat  ride, 
while  freight  should  be  delivered  with  promptness.  This,  of 
course,  is  interstate  business  and,  under  the  law,  the  freight 
and  passenger  tariffs  must  be  filed  with  the  interstate  com- 
merce  commission. 

The  new  arrangement  which  is  mentioned  in  the  fore- 
going derives  additional  importance  from  the  increasing  mile- 
age and  future  connections  of  some  of  the  electric  railways 
concerned.  The  Winona  Interurban  company  will  soon  have 
in  operation  a  new  division  which  will  connect  at  Peru  with 
the  Indiana  Union  Traction  Company  and  the  Ft.  Wayne 
&  Wabash  Valley  Traction  Company.  With  the  Indiana  Union 
a  direct  route  will  be  afforded  from  South  Bend  to  Indianap- 
olis, shorter  than  any  steam  railway  line  between  those 
places.  The  Winona  company  is  also  building  a  direct  line 
from  Warsaw  to  Ft.  Wayne.  From  the  latter  point  the  Lima 
&  Toledo  Traction  Company  affords  a  through  route  to  Lima, 
and  the  facilities  of  the  two  companies  will  constitute  as 
direct  a  line  from  Warsaw  to  Lima  as  obtained  by  any  exist- 
ing steam  railway.  The  Toledo  &  Chicago  Interurban  Rail- 
way has  under  active  construction  the  Ft.  Wayne-Kendallville 
extension,  which  will  connect  at  Goshen  with  the  Chicago 
South  Bend  &  Northern  Indiana  Railway.  The  completion 
of  these  roads  will  add  to  the  business  of  the  connecting 
lines. 

Contracts  for  handling  freight  on  traffic  agreements 
with  other  lines  are  very  inviting  to  electric  railways  at  this 
time.  Owing  to  the  attacks  on  their  policies  and  rates,  steam 
railways  have  been  hampered  in  borrowing  money  on  reason- 
able interest  terms  and  are  therefore  not  vigorously  prosecut- 
ing improvements  or  enlarging  facilities.  Yet  traffic  is  not 
diminishing,  and  there  is  an  abundance  of  business  for  all 
the  transportation  facilities  offered.  In  view  of  these  traffic 
conditions  and  the  industrial  activity  which  prevails,  the 
introduction  of  freight  service  on  electric  railways  is  wise 
wherever  business  can   be  obtained  in  sufficient  volume  and 


handled  on  a  margin  of  profit  wide  enough  to  leave  no  room 
to  doubt  the  essential  fact  that  it  affords  adequate  income. 

On  this  question  of  determining  the  profitableness  of  the 
service  rendered  each  line  must  make  its  own  decision,  but 
the  problem  is  serious  enough  to  justify  reiteration  of  the 
truth  that  only  complete  analysis  of  the  entire  cost  of 
handling  freight  will  determine  whether  the  business  is  pay- 
ing its  proper  return  or  is  conducted  at  a  loss.  In  order  to 
save  possible  disappointment  in  the  ultimate  results,  such 
an  inquiry  should  be  made  before  a  traffic  agreement  is 
entered  into.  If  a  traffic  agreement  has  been  closed,  the 
terms  on  which  it  is  based  should  receive  the  keenest 
analysis. 

To  the  true  cost  of  freight  service  all  of  the  expenses 
which  pertain  to  the  operation  and  maintenance  of  the  prop- 
erty belong  in  some  degree.  The  actual  cost  in  expenditure 
of  money  for  the  service  rendered,  the  expense  of  conducting 
transportation,  should  first  be  ascertained.  It  is  not  fair  to 
the  property  to  assume  a  profit  because  the  gross  revenue 
from  freight  service  greatly  exceeds  the  cost  of  operating 
the  cars  from  day  to  day.  Other  expenses  which  are  ascer- 
tainable only  by  analysis  may  be  either  excessive  or  so  large 
as  to  destroy  the  margin  of  seeming  profit.  It  is  necessary 
to  allow  for  maintenance  of  equipment  and  of  way  and  struc- 
tures. Allowance  is  essential  for  all  needed  repairs,  as 
well  as  renewals  and  adequate  provisions  for  deprecia- 
tion, and,  if  a  limited  franchise  is  held  at  any  point,  for 
amortization  of  the  investment.  A  fair  proportion  of  general 
expenses  should  be  charged  to  the  freight  business.  It  may 
appear  to  many  that  stress  upon  these  points  is  unnecessary, 
but  there  is  an  understanding  in  some  quarters  that  loose- 
ness in  accounting  for  freight  operations  is  more  common 
than  is  supposed;  and  therefore  attention  is  directed  to  the 
advisability  of  careful  consideration  of  every  detail  of  expense 
which  in  any  way,  however  slight,  can  add  to  the  cost  of 
freight  service.  While  added  labor  and  responsibility  may 
make  some  employes  more  efficient,  others  may  do  the  extra 
work  only  by  sacrificing  the  excellence  of  that  on  which  they 
were  previously  engaged.  The  item  of  terminal  expense,  for 
instance,  is  one  which  may  easily  grow  in  undue  proportion 
to  the  value  of  the  traffic  handled. 

Evolution  in  the  ways  of  doing  business,  combined  with 
the  new  prosperity  of  farmers,  gives  electric  railways  open- 
ings for  freight  handling  which  did  not  exist  a  few  years 
ago.  There  is  every  indication  that  this  freight  traffic  will 
grow  as  it  should,  provided  it  is  so  conducted  as  to  yield  a 
profit,  and  not  to  interfere  with  desirable  passenger  business. 


Blast  Furnace  Slag  in   Reinforced  Concrete. 


Does  blast  furnace  slag  used  in  concrete  have  an  injurious 
effect  on  the  steel  rods  used  as  reinforcement?  In  answering 
this  question,  Sanford  E.  Thompson  says:  "The  only  ingredi- 
ents in  slag  which  might  affect  the  reinforcing  steel  in  con- 
crete are  the  compounds  of  sulphur  which  may  occur  in  it. 
The  amount  of  sulphur  in  slag  is  variable,  but  analyses  show 
that  ordinarily  it  contains  but  a  very  small  percentage,  less, 
in  fact,  than  cinders.  Experiments  by  Professor  Norton 
prove  conclusively  that  sulphur  in  cinders  cannot  affect  the 
steel  if  the  concrete  is  of  ordinary  richness  and  laid  wet,  so 
that  the  mortar  will  coat  the  steel  and  produce  a  dense 
concrete.  We  may  therefore  draw  the  conclusion  that  sulphur 
in  ordinary  slag  will  not  affect  the  steel."— Concrete  Review. 


The  Detroit  United  Railway  Company  has  had  a  substan- 
tial increase  in  its  suburban  freight  and  express  business  dur- 
ing the  past  year,  as  shown  in  a  statement  filed  with  the  city 
treasurer  at  Detroit.  This  shows  that  between  May  1,  1906, 
and  April  30,  1907,  the  company  operated  13,872  cars  over  the 
different  lines  as  follows:  Detroit  United  Railway,  7.260; 
Rapid  Railway,  2,150;  Detroit  Ypsilanti  Ann  Arbor  &  Jackson 
Railway,  2,010;  and  Detroit  Monroe  &  Toledo  Short  Line  Rail- 
way, 2,292.  The  total  for  the  year  previous  was  11,902  and 
for  the  year  prior  to  that  10,282. 


800 


ELECTRIC    RAILWAY     REVIEW 


Vol.  XVII.  No.  25. 


CONCRETE  SHOPS   FOR  SEATTLE   ELECTRIC   RAILWAY.  will  be  noted  that  the  interurban  tracks  of  the  Puget  Sound 

Electric  Railway,  also  a  Stone  &  Webster  property,  as  well 

The   Stone  &   Webster  Engineering  Corporation,   Boston,  as  the  tracks  of  the  Seattle  Electric  Company,  pass  the  new 

Mass..    has    just    completed    the    erection    of    an    interesting  buildings. 

group    of   concrete    shop    buildings    for    the    Seattle    Electric  Machine  Shop. 

Company.     The    new     shops    are    at     Georgetown,     Wash.,    a  The  machine  shop  is   160  by   180   feet  in  floor  area  and 


New  Shops  at  Seattle— General   View  of   Buildings   During  Construction— Store   Room   at   the    Left,    Paint   Shop   at   the   Center,    Erection 

Shop    at    the    Right. 


«-  &<?'<>- — AJJ&'  '/Ja-i 


//v  T£/pts/r'a*/v 7*fsrcsr& 


New    Shops    at    Seattle — Ground    Plan    of    Shop    Yards,    Showing    Arrangement    of    Buildings    Along    Transfer    Table. 


New   Shops  at  Seattle — Exterior  of  Machine  Shop  Showing   General   Type  of   Buildings. 


suburb  of  Seattle.  All  of  the  buildings  are  of  concrete  con- 
struction throughout.  Those  now  built  include  a  machine 
shop,  erection  shop,  paint  shop,  storeroom,  trainmen's  quar- 
ters and  a  car  barn.  The  arrangement  of  these  buildings 
with  reference  to  each  other  and  to  the  transfer  table  which 
serves  them  is   shown  in   an   accompanying  illustration.     It 


includes  in  this  space  an  armature  room  80  by  64  feet.  The 
entire  building  comprises  five  bays  separated  by  the  18-inch 
square  columns  that  support  the  roof.  The  three  center  bays 
are  provided  for  half  their  distance  from  the  front  of  the 
building  with  repair  pits  under  six  tracks.  Each  pit  has  a 
motor-driven  screw-operated  car  hoist.     The  pits  are  also  pro- 


June  22,  1907 


ELECTRIC    RAILWAY    REVIEW 


807 


vided  with  hydraulic  motor-jacks  mounted  on  trucks  running  different  parts  of  this  building  and  the  near-by  erection  and 

on  a  track  built  in  the  floor  of  the  pit.     The  cross-sectional  blacksmith  shops  are  provided  by  an  overhead  Coburn  trolley 

view  through  the  machine  shop  will  serve  to  outline  the  gen-  carrier.     This   economical   method   of  handling  materials   be- 

eral  dimensions  of  the  structure.     The  track  in  the  center  of  tween   shops  and  between   differem    parts  of  one  building  is 

bay  Xo.  J  leads  from  the  transfer  table  in  front,  through  the  also  to  be  used  elsewhere  in  this  shop  layout.     The  supports 


New  Shops  at  Seattle— Cross  Section  Through  Three   Bays  of   Machine  Shop,  Showing  Pit  Tracks  with  Traveling  Car  Hoist  Above. 


New   Shops   at   Seattle— Interior   of   Inspection   Shop,   Showing   Open        New    Shops    at    Seattle— Interior    of    First    Floor    of    Store     Roon 
Pit    with    Rails    Supported    on    Cast-Iron    Yokes.  Showing    Massive    Concrete    Construction. 


5jf&t>*-  •&.*&** /J*- 


■ — ' 


<S  Itrbe*-  •Si.srs  -~-r 


New    Shops    at    Seattle — Section    Through    Stores    Building    and   Inspection    Shop. 

machine  shop,   to  the   blacksmith   shop   in   a  separate   build-  for   the   carriers    are    shown    in    the   sectional    views    of    Hie- 
ing at  the  rear.  shops. 

The   armature   room   is   set   off   from   the   machine   shop  Erection  Shop, 

proper  by  concrete  partition  walls.     Separate  rooms  are  also  The  erection  shop  is  a  building  9fi  feet  by  ISO  feet,  having 

provided  in  the  machine  shop  building  for  the  heating  plant,  a   pattern    gallery    20    feel    wide   across   the   rear  end.    Four 

toolrooms  and  an  office.     Facilities  for  handling  work  between  tracks   from   the   transfer   table   pit  extend   90   feet   into  the- 


vl  IS 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  25. 


front  of  this  building.  One  of  these  tracks  is  provided  with 
a  repair  pit.  An  office  also  is  provided  for  the  foreman  and 
accommodations  are  given  the  workmen  in  the  form  of  locker 
and  toilet  rooms. 

The  f.cors  in  both  the  machine  and  erection  shops  will 
be  of  wood  supported  on  stringers  resting  on  a  4-inch  con- 
crete subfoundation. 

Paint  Shop. 

The  paint  shop  is  a  building  100  by  196  feet,  into  which 
•extend  10  tracks  reaching  to  the  rear  wall  of  the  building. 


sz-a' 


New  Shops  at  Seattle— Cross  Section  Through  Finishing  Department 
and    One    Bay    of    Paint    Shop. 

At  one  end  of  the  building  is  set  off  a  room  32  feet  wide, 
mainly  occupied  for  finishing  work.  In  one  end  of  this  finish- 
ing room  are  found  a  laboratory,  mixing  room,  paint  store- 
room, locker  room  and  lavatory.  A  section  through  two 
bays  of  the  paint  shop  shows  the  arrangement  of  tracks  and 
adjustable  scaffold  for  painters'  use.     There  also  is  shown  in 


for  barnmen  and  trainmen,  an  office  for  the  car  starter  and  a 
stationery  room.  The  storeroom  building  is  320  feet  long  by 
50  feet  wide  and  two 
stories  high.  At  the  front 
end  on  the  first  floor  are 
two  offices  for  the  master 
mechanic  and  two  for  the 
storekeeper.  The  building, 
as  will  be  noted  by  refer- 
ence to  the  engraving  and 
line  drawings,  is  designed 
to  be  fireproof.  The  sec- 
ond floor  panels  were  cal- 
culated for  a  center  load- 
ing of  450  pounds  per 
square  foot.  Each  floor  of 
the  building  is  separated 
into  three  rooms  by  con- 
crete fire  walls  and  all 
the  rooms  on  both  floors 
are  interconnected  by  a 
system  of  overhead  Coburn 
trolley  carriers  of  2,000 
pounds  capacity. 

Heating. 

The  b  u  i  Id  i  n  g  s  are 
heated  with  hot  air,  each 
separate  building  having  a 


New    Shops    at    Seattle — View    of    Incompleted    Interior    of    Machine 

Shop,   Showing   Sunken   Floor  over  Which   Will   Be 

Placed  Repair  Tracks. 

this  section  one  of  the  skylights  with  which  each  of  the  entire 
group  of  shop  'buildings  is  plentifully  supplied. 

Store  Building,  Car  Barn  and  Trainmen's  Quarters. 

The  storehouse,  trainmen's  quarters  and  inspection  barn 
are  built  with  division  walls  in  common  and  arranged  as 
shown  in  an  accompanying  illustration.  The  inspection  and 
■car  barn  is  240  feet  long  by  50  feet  wide  and  has  four  tracks 
extending  through  it,  connecting  at  one  end  with  the  transfer 
table  and  at  the  other  with  direct  leads  to  the  tracks  in  the 
streets.  The  ground  adjacent  to  the  present  car  barn  build- 
ing is  sufficient  to  permit  of  an  addition  that  will  bring  the 
total  storage  capacity  up  to  120  cars. 

The  trainmen's  quarters  comprise  a  general  room  fitted 
with  desk,  tables  and  benches,  a  locker  room,  toilet  rooms 


New     Shops     at    Seattle — Floor     Plan     of     Inspection     Barns,     Stores 
Building     and     Trainmen's     Quarters. 


June  22.  1907. 


ELECTRIC    RAILWAY    REVIEW 


809 


motor-driven  fan.  steam  coils  and  a  system  of  under-the-floor 
air  pipes.  The  steam  for  use  in  heating  is  obtained  from  a 
new  11,000-kilowatt  capacity  turbine  station  that  has  just  been 
erected  near  the  shop  buildings. 


NEW    SUBSTATION    FOR    THE   SCHENECTADY    RAILWAY 
COMPANY. 


The  Schenectady  Railway  Company  is  about  to  replace 
its  frame  substation  at  Karners.  between  Schenectady  and 
Albany.  X.  Y..  with  a  new  fireproof  station  of  stone,  brick 
and  steel  construction.  The  front  portion  of  the  new  build- 
ing will  be  a  waiting  room. 

To  provide  attractive  grounds  the  company  has  pur- 
chased additional  property  and  now  has  a  lot  with  a  frontage 
of  225  feet  and  a  depth  of  150  feet.  The  new  substation  will 
be  placed  in  the  center  of  this  plot  and  a  branch  from  the 


at  Karners.  To  provide  power  in  case  of  a  breakdown  on 
this  line  a  second  10,000-volt  line  supplies  the  Karners  sub- 
station from  the  substation  at  Mechanicsville.  -The  10,000- 
volt  current  will  be  connected  with  the  busbars  in  the 
Karners  station  through  form-H  oil-break  line  switches. 

The  three-phase  alternating  current  delivered  to  this  sys- 
tem has  a  frequency  of  40  cycles.  The  busbar  compartment 
will  be  on  one  side  of  the  building  in  a  brick-inclosed  room 
53  feet  2  inches  long.  The  lightning  arresters  and  connect- 
ing switches  will  be  located  in  a  special  tower  11  feet  6 
inches  wide  by  15  feet  S  inches  long,  separated  from  the 
remainder  of  the  building  by  20-inch  walls.  The  lightning 
arresters  will  be  of  the  General  Electric  type. 

The  step-down  transformers  will  supply  alternating  cur- 
rent at  325  volts  to  the  300-kilowatt  machines,  and  the  rotaries 
will  convert  to  650  volts  direct  current  for  railway  purposes. 
The  switchboard  will  have  14  panels  and  will  be  equipped  with 


Borrow  of  '^/jj 


New   Schenectady   Railway   Substation    at   Karners — Floor   Plan   and   Section. 


main  line  will  be  built  to  pass  through  the  waiting  room 
section.  The  present  frame  substation  building,  which  is  of 
the  Queen  Anne  style  of  architecture,  will  be  moved  to  the 
back  of  the  new  property  and  will  be  leased  to  the  employes 
of  the  company  for  a  home.  It  is  planned  to  lay  the  grounds 
out  in  an  attractive  design  and  to  make  the  Karners  station 
a  feature  of  interest  to  passengers. 

The  new  building  will  be  73  feet  8  inches  long  and  57 
feet  8  inches  wide  with  basement  and  waiting  room  floor 
at  ground  level.  The  rotary  converters  and  transformers 
will  therefore  be  above  on  the  first  floor  level.  The  founda- 
tion walls  of  the  building  will  be  of  stone  20  inches  thick 
to  the  height  of  9  feet  above  the  ground.  The  pilasters  will 
be  of  brick  spaced  12  feet  apart,  center  to  center,  and  will 
rest  on  stone  and  concrete  foundations. 

The  equipment  of  the  substation  will  be  increased  by  the 
addition  of  three  new  rotaries  and  will  consist  of  four  300- 
kilowatt  machines  fed  from  a  bank  of  10,000-volt  air-cooled 
transformers.  The  Schenectady  Railway  Company  secures 
its  power  from  the  General  Electric  Company  through  one  of 
two  duplicate  10,000-volt  high-tension  lines  which  enter  the 
Dock  street  substation  at  Schenectady  through  underground 
•ducts.  From  the  Dock  street  station  the  10,000-volt  line  Is 
continued  underground  within  the  city  limits  and  on  a  high- 
tension    pole   line   beyond    the   city    limits    to   the    substation 


automatic  relays  for  throwing  the  switches  in  the  10,000-volt 
lines  and  with  General  Electric  circuit-breakers  for  the  direct 
current. 

An  accompanying  plan  shows  the  arrangement  of  the 
rotaries.  The  station  will  be  provided  with  air  compressors 
to  supply  air  for  cleaning  and  blowing  out  the  machinery. 
The  station  will  be  equipped  with  a  storage  battery  to  pro- 
vide lighting  in  case  of  a  shut-down  of  the  plant  and  to 
operate  the  remote-control  switches.  The  machinery  will  be 
served  by  a  hand-operated  traveling  crane. 


In  a  paper  by  an  English  author,  on  "Notes  on  the  Ap- 
plication of  Induced  Draft."  reference  was  made  to  one  ease 
in  particular  of  five  boilers  fitted  with  steam  jets,  which 
resulted  in  a  coal  consumption  of  27.3  pounds  of  coal  per 
square  foot  of  grate,  the  evaporation  from  and  at  212  degrees 
being  9.S  pounds  of  water  per  pound  of  coal,  with  a  tempera- 
ture of  the  economizer  water  of  166  degrees.  With  induced 
draft  the  results  obtained  were  as  follows:  Coal  consump- 
tion per  square  foot  of  grate,  25.4  pounds:  evaporation  of 
water,  10.2  pounds  per  pound  of  coal;  and  temperature  of 
economizer  water,  259  degrees.  Taking  measurements  of  the 
electrical  output  of  the  plant,  it  was  found  that,  using  the 
steam  jets,  for  each  unit  generated,  3.6  pounds  of  coal  and 
30  pounds  of  water  were  consumed.  With  induced  draft  the 
results  were  3.1  pounds  of  coal  and  28  pounds  of  water  per 
unit  of  current.  In  this  case  1,800  gallons  of  water  were 
simply  evaporated  for  use  by  the  steam  jets.  The  net  saving 
in  this  case  worked  out  at  14*4  per  cent. 


810 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  25. 


RAVENSWOOD    EXTENSION     OF    THE    NORTHWESTERN 
ELEVATED     RAILROAD. 


On  May  18,  1907,  the  Northwestern  Elevated  Railroad 
Company  began  operating  trains  to  Ravenswood,  one  of  the 
northern  suburbs  of-Chicago.  This  service  was  made  possible 
by   the   completion   of   a   new    elevated   structure   connecting 


pansion  bent  is  provided  between  towers.  The  tracks  of  the 
Chicago  &  Northwestern  Railway  and  also  those  of  the  Chi- 
cago Milwaukee  &  St.  Paul  Railway  are  crossed  on  80-foot 
through  girder  spans,  supporting  the  elevated  tracks  33  feet 
above  those  of  the  steam  roads. 

The  maximum  grade  of  the  tracks  is  iy2  per  cent,  which 


Ravenswood   Extension  of  the   Northwestern    Elevated — Plate  Girder 
Through  Span  over  Chicago  Milwaukee  &  St.   Paul   Railway. 


Ravenswood     Extension    of    the     Northwestern     Elevated — Standard 
Construction   Showing   Longitudinal    Bracing. 


with  the  original  line  at  Clark  and  Roscoe  streets  in  Chicago 
and  extending  west  3%  miles,  to  join  there  a  new  surface  line 
1%  miles  long  terminating  in  Ravenswood.  Both  local  and 
express  service  are  given. 

Details  of  Steelwork. 
The   new   structure   supports   two   tracks   throughout   its 


occurs    at   the    crossing   over    the    Chicago    &    Northwestern 
tracks. 

About  8,800  tons  of  open-hearth  bridge  steel  were  used. 
It  was  specified  that  this  material  should  have  an  ultimate 
tensile  strength  of  28  to  32  tons,  and  an  elastic  limit  of  not 
less  than  16.5  tons  per  square  inch.  The  steel  was  first  given 
a  shop  coat  of  Lowe  Brothers  red  lead  lute  paint  and   then 


Ravenswood     Extension    of    the     Northwestern     Elevated — View    of 
Clark    Street    Junction. 


Ravenswood   Extension   of  the   Northwestern    Elevated — View   Under 
Structure,   Showing   Slight   Obstruction   to    Light   and   Air. 


length  and  is  designed  to  carry  a  third  track,  about  1,500  feet 
long,  for  storing  cars  near  Western  avenue.  The  spans  com- 
prise deck  plate  girders,  40  feet  long,  supported  on  built-up 
columns,  anchored  to  concrete  footings.  The  structure, 
averaging  20  feet  high  to  the  base  of  rail,  is  braced  every 
fourth  span  by  towers  having  longitudinal  crossties.     An  ex- 


a  field  coat  of  the  Northwestern  Elevated  standard  first  coat, 
which  is  a  mixture  of  Prince's  mineral  graphite  and  red  lead 
ground  in  raw  linseed  oil,  the  latter  coat  having  been  applied 
when  the  work  was  in  position. 

Track  Construction. 
The  rails  are  laid  on  ties  of  long-leaf  yellow  pine.     Both 


June  22.  1907 


ELECTRIC    RAILWAY     REVIEW 


81 1 


inner  and  outer  guard  rails  are  provided  for  each  track,  being 
oVz  by  5  inches  and  6  by  8  inches  in  section,  respectively. 
The  rails  used  are  of  standard  80-pound  section,  60  feet  long 
on  tangents  and  30  feet  long  on  curves.  Two  500.000-circular 
mil  bonds  are  used  at  each  joint.  "Continuous"  joints  are 
used  except  on  the  inner  rail  of  curves,  where  sheared  angle 
bars    and    filler    blocks    support    the    joints.     The    rails    are 


to  the  ties   by  bolts   passing   through   the   fishplates  and   tie- 
plates. 

A  special  detail  is  exhibited  in  the  construction  of  the 
special  track  work  at  the  Clark  street  junction.  Since  the 
angle  of  intersection  was  too  small  for  the  usual  type  of  fi    - 


Ravenswood     Extension    of    the    Northwestern     Elevated — Plan    and 
Section    of    Track    on    Tangent    and    Curves. 


Ravenswood     Extension    of    the     Northwestern     Elevated- 
Station    Platform. 


-View     of 


fastened  to  the  ties  by  specially  designed  screw  spikes  with 
cold-rolled  threads.  Details  of  the  standard  track  construction 
on  the  tangents  and  on  curves  are  illustrated  herewith.  As 
will  be  noted,  the  guard  rails  are  fastened  to  the  ties  by 
screw  spikes  and  the  ties  are  secured  to  the  structure  by 
through  hook  bolts. 

Since  much  difficulty  has  been  experienced  with  the  stand- 


-O'^KaiFOPHf 


%t10LLSCORED, 
ro(*k  BOLTS 


the  switches  are  all  provided  with  movable  frogs.  All  the  spe- 
cial track  work  was  furnished  by  the  Morden  Prog  &  Cross- 
ing Works,  Chicago,  111.,  in  accordance  with  designs  furnished 
by  the  company.  The  sharpest  curves  are  400  feet  radius-, 
and  the  maximum  superelevation  of  the  outer  rail  is  4  inches. 

Details  of  Electrical   Work. 

An  interesting  detail  which  is  illustrated  in  one  of  the 
accompanying  drawings  is  the  form  of  insulator  employed 
for  the  third  rail.  This  insulator,  which  was  designed  and 
patented  by  P.  J.  Guernesey  of  the   Northwestern   Elevated, 


KfcFtflOS5SECTJON/WQfL£ 

or 

-.dj.  J"tiflar5SpH03AVDH 


HLhNOFbOTTOMC- 


Ravenswod     Extension    of    the     Northwestern     Elevated — Details    of 
Third-Rail   Insulators. 


Ravenswood    Extension    of    the    Northwestern    Elevated — Details    of 
Guard   Rail   Construction. 


ard  form  of  screw  spike  with  a  square  head,  the  engineers 
of  the  Northwestern  Elevated  have  adopted  a  screw  spike 
of  their  own  design.  Heretofore  the  head  of  a  spike  would 
become  worn,  rendering  it  difficult  to  tighten,  as  the  wrench 
would  slip  around  on  the  head.  To  obviate  this  trouble  the 
head  is  made  oblong  in  shape,  so  thai  Hie  wrench  must  all 
be  put  on  in  one  position.  This  prevents  tin-  head  becoming 
worn. 

A  feature  in  the  construction  of  tin   guard  rails  on  curves, 
which  is  worth;  'if  particular  note,  ,s  the  securing  of  0 1 


combines  simplicity  with  a  low  first  cost.  The  insulator  is 
composed  of  four  malleable  iron  castings  and  a  hard  maple 
pin  thoroughly  boiled  in  paraffin.  The  iron  castings  are  bolted 
together  around  the  insulating  pin  and  the  third  rail  is  bolted 
lo  Hie  top  by  two  hook  bolts  fitted  with  split  pins. 

These  insulators  have  been  found  thoroughly  satisfactory 
are  considerably  cheaper  and  less  liable  to  damage  than  the 
earlier   types   used   for  this   service,     in   tests   made    by   Hie 
engineers  of  Hie  elevated  company,  an  insulator,  after  soaking 
ii    vater  for  24  hours,  withstood  a  potential  ol    1,000  volts. 


812 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  Xo.  25. 


The  third  rail  supported  on  these  insulators  is  o£  stand- 
ard 80-pound  section.  There  are  five  supplementary  feeders, 
each  of  1,300,000  circular  mils,  at  the  beginning  of  the  exten- 
sion. Their  cross  section  is  gradually  reduced  toward  the 
end  of  the  line  to  two  1,500,000-circular  mil  lead-covered 
cables,    which    serve   the   surface   portion   of   the   road.     The 


platforms,  which  are  supported  by  cantilevers,  riveted  to  the 
columns  supporting  the  structure,  are  shown  in  one  of  the 
accompanying  illustrations.  The  cut  also  shows  the  construc- 
tion of  the  awning  roof,  which  is  made  entirely  of  steel.  As 
will  be  seen,  it  is  of  the  cantilever  type,  thus  avoiding  columns 
at    the    front   of   the    platform,    which    might    interfere    with 


Ravenswood    Extension   of   the    Northwestern    Elevated — Plan,    Elevation  and  Section  of  Typical  Station. 


feeders  on  the  elevated  portion  of  the  line  are  bare  cop- 
per, carried  on  clay  insulators  furnished  by  the  Brennan 
Electric  Construction  Company  of  Chicago,  which  firm  fur- 
nished all  the  electrical  supplies  for  the  new  work.  The 
cables  for  the  surface  extension  are  inclosed  in  a  wooden  box, 
as  shown  in  the  drawing  of  the  standard  track  cross  section. 
All  switches  are  operated  by  the  Union  Switch  &  Signal 
Company's    electropneumatic    interlocking    system.     It    is    ar- 


the  loading  and  unloading  of  trains.  An  interesting  feature 
in  the  design  of  the  awning  is  the  backward  slope  of  the  roif 
and  the  placing  of  the  gutter  at  the  rear,  thus  preventing  the 
overflow  and  drip  from  the  gutters  from  falling  on  passengers 
boarding  trains. 

Particular  attention  has  been  given  to  facilitating  the  plac- 
ing of  advertising  posters  on  the  stations  without  encumbering 


■Jors/&£  j.ifl£  ar  /?c#Trasr*t -~^ 


Ravenswood     Extension     of    the     Northwestern     Elevated — Plan     of 
Typical    Station,    Showing    Method    of    Handling    Passengers. 

ranged  so  that  the  brakes  will  be  applied  on  trains  passing 
a  signal  set  against  it. 

Elevated    Stations. 

Special  attention  has  been  given  to  the  design  of  the 
stations  for  the  new  extension  and  a  few  of  the  many  inter- 
esting details  are  illustrated  herewith.  The  length  .of  the 
standard  platform  is  225  feet,  97  feet  of  which  is  covered  by 
an  awning  roof,  as  shown.     The  construction  details  of  the 


Ravenswood     Extension    of    the    Northwestern    Elevated — Details    of 
Construction    of    Station    Platforms. 

the  station  platforms  with  loose  boards  of  various  styles  and 
sizes.  The  railings  of  the  platforms  and  stairways  have  been 
specially  designed  with  uniform  sheet  iron  panels  2  feet  5% 
inches  by  3  feet  7  inches,  having  an  ornamental  pressed  steel 
border  serving  as  a  frame  for  a  standard  size  of  advertising 
poster.  Between  the  advertising  panels  and  posts  are  inserted 
three  cast-iron  posts  and  a  small  ornamented  rosette,  as  shown 
in  the  illustration. 

The   general  arrangement   of  the  stairways   is   shown   in 


June  22,  1907 


ELECTRIC    RAILWAY     REVIEW 


813 


the  plan  and  elevation  of  the  typical  station  presented.  The 
method  of  handling  the  passengers  through  the  station  is 
clearly  shown  by  the  arrows  marked  "in"  and  "out"  on  the 
ground  plan  of  the  typical  station.  As  will  be  seen,  the  outlets 
from  the  station  are  guarded  by  turnstiles  which  prevent 
passengers  from  entering  except  through  the  waiting  room. 


Ravenswood  Extension  of  the  Northwestern   Elevated — Detail  Show- 
ing   Railings   and    Advertising    Boards. 

Outgoing  passengers  wishing  to  enter  the  station  can  do  so 
without  passing  through  the  turnstiles. 


FEEDER-HANDLING    DERRICK    AT    LOS    ANGELES. 


In  stringing  the  feeder  wires  for  two  of  the  more  recently 
built  extensions  of  the  Pacific  Electric  Railway,  Los  Angeles, 
Cal.,   especially   satisfactory   results   were  obtained   by   using 


.7-0 —J  -        7-6" 

Feeder-Handling    Derrick — Details    of    Derrick    and    Guide    Post. 

I  In-  derrick  illustrated  herewith.  As  shown  in  the  halftone 
illustration,  the  wire-handling  equipment  comprises  a  guide 
post,  through  which  the  trolley  wire  is  led  from  reels  mounted 
on  a  flat  car.  There  is  a  second  post  supported  on  three  legs 
at  the  opposite  end  of  the  car.  On  the  top  of  this  post  is  a 
bracket,  which  supports  at  Its  extremity  a  guide  lever,  by 
means  of  which,  as  the  train  is  moved  along,  the  feeder  wire 


can  be  raised  clear  of  the  telephone  wires  on  the  track  side 
of  the  pole. 

This  wire-stringing  equipment  was  cheaply  constructed, 
being  bolted  to  the  floor  of  the  car.  The  pulley  on  the  guide 
post  maintains  the  cable  at  a  proper  height,  so  that  with  the 
aid  of  the  steering  bar  the  stringing  ot  the  bare  wire  in  no 
way  interferes  with  the  operation  of  the  telephone. 

The  economy  obtained  by  the  use  of  this  outfit  will  be 
recognized  when  it  is  stated  that  four  miles  of  600,000-circular 
mil  stranded  cable  was  strung  on  the  arms  in  the  pin  position. 


Feeder-Handling    Derrick, — Placing   600,000-Circular    Mil    Bare    Cable 
on    Pole    Pins    Without    Interference    with    Telephone    Circuit. 

without  interfering  with  the  telephone  cricuit,  in  1  hour  and 
15  minutes. 


THE    MANILA    STREET    RAILWAYS. 


Three  years  before  the  acquisition  of  the  Philippines  by 
the  United  States,  the  tramway  facilities  of  Manila  were 
limited  to  13  miles  of  light  track,  over  which  were  operated 
half  a  dozen  diminutive  horse  cars,  seating  from  8  to  12 
passengers  each.  Today  the  Manila  Electric  Railway  &  Light 
Company  operates  40  miles  of  tracks  in  the  city  and  suburbs, 
over  which  100  cars  run — a  railway  as  thoroughly  modern 
as  any  of  its  size  in  the  United  States. 

The  great  difficulty  experienced  in  Manila  has  been  to 
get  material  both  for  building  the  road  and  cars  that  will 
withstand  the  ravages  of  the  climate,  which  is  exceedingly' 
moist.  After  much  experimenting,  teak  was  found  to  be  the 
only  wood  suited  to  the  purpose,  and  all  the  cars  operated 
by  the  railway  company  are  now  built  entirely  of  this  wood. 
Teak  was  found  to  be  the  only  wood  impervious  to  the  attack 
of  the  white  ant. 

All  metal  parts,  such  as  the  water  ducts,  cables  for  cur- 
tains, etc.,  as  well  as  the  rails  themselves,  have  to  be  treated 
with  a  waterproof  solution.  Special  attention  is  given  to  the 
roof  system  to  have  it  shed  the  water  as  rapidly  as  possible. 
All  the  cars  in  Manila  are  vi  stibuled  and  the  open  cars  are 
provided  with  reinforced  curtains  to  resist  the  high  winds. 

In  adopting  the  convertible  and  semi-convertible  types, 
the  management  at  once  provided  for  the  comfort  and  con- 
venience of  passengers  and  for  their  complete  protection 
against  the  sudden  storms  prevalent  in  Manila.  Several  lots 
of  both  types  have  been  shipped  from  this  country,  the 
last  to  go  forward  being  six  semi-convertibles.  Portable 
screen  partitions,  composed  of  brass  wire  set  in  frames,  are 
provided  for  separating  first  and  second  class  passengers. 
The  interiors  are  entirely  finished  in  teak  except  the  ceilings, 
which  are  made  of  aluminum.  The  seats  are  of  the  push- 
over type  and  are  also  of  teak. — New   York-  Commercial. 


814 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  No.  25. 


ELECTRIFICATION     OF     WEST     SHORE     RAILROAD     BE- 
TWEEN   UTICA  AND  SYRACUSE. 


The  official  opening  of  the  electrified  section  of  the  West 
Shore  Railroad  between  Utica  and  Syracuse.  N.  Y.,  took  place 
on  June  15.  A  description  of  this  construction  appeared  in 
the  Electric  Railway  Review  of  November,   1906,  page  911. 

The  work  of  this  installation  has  been  carried  out  by  the 
Oneida  Railway  Company,  a  corporation  identified  with  the 
so-called  Andrews-Stanley  syndicate,  which  syndicate  in  con- 
junction with  the  Vanderbilt-New  York  Central  interests  owns 
several  electric  traction  properties  in  New  York  state,  includ- 
ing the  Utica  &  Mohawk  Valley  Railway,  the  Syracuse  Rapid 
Transit  Company,  the  Rochester  Railway  &  Light  Company 
and  the  Rochester  &  Eastern  Rapid  Railway,  and  also  in  con- 
junction with  the  Delaware  &  Hudson  Company,  the  trac- 
tion systems  in  the  cities  of  Schenectady  and  Albany. 
The  Oneida  Railway  Company  entered  into  a  contract  with 
the  New  York  Central  under  which  the  former  agreed  to 
lease  the  tracks  of  the  West  Shore  Railroad  between  Utica 
and  Syracuse,  equip  them  for  electric  operation  and  conduct 
the  passenger  business  between  these  two  points. 

The  distance  between  the  two  cities  is  a  little  over  44 
miles.     It  is  proposed   to  give  three  classes  of  service  over 


The  transmission  towers  used  on  the  Oneida  company's 
transmission  line  consist  essentially  of  a  square  latticed  struc- 
ture composed  of  four  angles.  The  distance  between  towers 
is  480  feet. 

The  insulators  are  of  porcelain,  were  supplied  by  R. 
Thomas  Sons  &  Co.  of  Lisbon,  O.,  and  are  placed  at  the 
corners  of  a  7-foot  triangle.  A  No.  0  seven-strand,  hard- 
drawn  copper  cable  is  used  for  each  conductor.  This  cable 
is  strung  on  the  towers  with  a  sag  of  12  feet  for  a  480-foot 
span,  at  32  degrees  F.  This  sag  corresponds  to  a  normal 
tension  of  300  pounds  in  the  cable.  The  use  of  lightning 
arresters  is  confined  to  the  substations  themselves. 

Substations. 

The  four  substations  previously  mentioned  are  of  similar 
design.  They  are  of  brick  with  litholite  trimmings,  concrete 
roof  and  concrete  floors.  They  are  divided  into  two  main 
compartments — at  the  rear  the  high-tension  room  and  in 
front  the  converter  room. 

This  being  one  of  the  first  60,000-volt  installations  in  this 
section  of  the  country,  extreme  care  has  been  taken  to  give 
the  necessary  clearances  on  the  high-tension  side.  The  ar- 
rangement in  general  is  a  typical  General  Electric  layout. 

In   the  converter  room  are  two  units,  consisting  of  one 


West  Shore   Electrification — Map  Showing   Routes  of   New  York  Central  and   West  Shore  Tracks   Between   Syracuse  and   Utica. 


the  West  Shore  tracks  between  Syracuse  and  Utica.  First — 
There  will  be  the  fast  limited  electric  cars  or  trains  which 
will  run  hourly  between  the  two  cities  and  will  make  two 
stops  only,  completing  the  run  in  1  hour  and  28  minutes. 
Twenty-eight  minutes  of  this  time  will  be  taken  on  the  local 
system  at  each  end  and  one  hour  for  the  run  between  the 
two  cities.  Second — There  will  be  the  local  trains  or  cars 
which  are  scheduled  to  make  24  miles  per  hour,  and  which 
will  complete  the  run  in  1  hour  and  5S  minutes.  This  service 
will  be  run  hourly  and  the  cars  will  make  frequent  stops  at 
every  highway  if  necessary.  Third — There  will  be  the  steam 
service. 

Power  Transmission    Lines. 

Power  for  the  operation  of  the  line  is  purchased  from  the 
Hudson  River  Electric  Power  Company,  which  owns  the 
hydraulic  power  plants  at  Spiers  Falls  and  Mechanisville. 
This  company  is  now  extending  its  transmission  line  from 
its  water-power  plants  to  Utica  and  expects  soon  to  be  able 
to  deliver  electric  power  to  those  points  at  60,000  volts. 

At  Clark's  Mills  substation  current  is  taken  by  the  Oneida 
Railway  Company  and  is  conducted  to  the  three  other  sub- 
stations over  its  own  transmission  line.  There  are  four  sub- 
stations. The  distance  between  the  substations  averages 
approximately  10.75  miles.  The  transmission  line  is  carried 
into  each  substation  and  is  there  tapped  to  the  busbars 
through  disconnecting  switches,  then  passes  to  the  next  sub- 
station. 


330-kilowatt,  60,000-370-volt,  oil-cooled  transformer,  Y-con- 
nected  on  the  primary  side  and  delta-connected  on  the  sec- 
ondary side,  and  one  300-kilowatt,  370-volt  alternating-current 
,  and  600-voIt  direct-current  rotary  converter.  Between  the 
transformer  and  the  rotary  stands  the  reactance  which  is 
used  for  starting  the  rotary  converters.  This  is  the  General 
Electric  Company's  latest  method  of  starting  rotary  con- 
verters without  synchronizing. 

The  converter  room  is  provided  with  a  heater  system 
which  is  located  in  the  west  end  of  the  building  in  an  entirely 
separate  room  along  with  the  toilet,  lavatory  conveniences 
and  storage  room  for  supplies.  The  building  is  of  fireproof 
construction  throughout. 

Third    Rail. 

The  third  rail  is  of  the  bull-headed  or  double-headed 
type,  of  the  same  section  as  that  adopted  in  the  New  York 
City  zone  of  the  New  York  Central  Railroad,  and  is  adapted 
for  under-running  contact.  It  was  described  in  detail  in  the 
Electric  Railway  Review  of  November,  1906,  page  911. 

The  insulators  used  for  holding  the  third  rail  in  the 
brackets  were  supplied  by  the  Ohio  Brass  Company  and  are 
of  semi-poicelain.  Two  sizes  are  used,  one  for  holding  the 
rail  at  the  inclines  where  a  shallower  insulating  block  is 
required,  the  other  for  suporting  the  rail  at  other  points.  The 
insulators  were  required  to  pass  severe  tests. 

In  laying  the  third  rail  a  space  of  about  one-fourth  inch 
is  left  at  each  joint  for  expansion   and  contraction.     The  in- 


June  22.  1907 


ELECTRIC    RAILWAY     REVIEW 


815 


clines  are  of  gray  cast  iron  of  the  same  quality  as  that  speci- 
fied for  the  third-rail  brackets  and  are  attached  to  the  third 
rail  by  standard  two-bolt  splice  plates.  The  standard  incline 
used  whenever  the  shoes  have  to  take  the  incline  at  high 
speed  is  7  feet  in  length.  The  inclines  have  a  pitch  of  1  in  44. 
Two  typss  of  protective  covering  are  used,  as  on  the  New- 
York  Central,  viz.,  a  three-part  wooden  covering  which  origi- 
nally was  adopted,  and  a  single-piece  fiber  covering  which 
was  manufactured   by   the   Indurated   Fiber  Company   and   is 


fishplate.  There  is  one  of  these  at  each  joint,  and  each  bond 
is  of  No.  0000  capacity.  The  track  is  cross-bonded  only  at 
special  work.  Both  rails  are  available  for  use  for  the  return 
circuit. 

Connections  to  Third   Rail  and  Third-Rail  Jumpers. 

The  connection  between  the  direct-current  busbars  in 
the  various  substations  and  the  third-rail  system  is  made 
through  several  cables  of  1,000,000-circular  mil  capacity,  car- 


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West    Shore    Electrification — Passenger    Rolling    Stock. 


considered  preferable.  Fiber  covering  is  used  between  New 
York  Hills  and  Clark's  Mills,  and  would  have  been  employed 
throughout  if  a  sufficient  quantity  could  have  been  secured 
in  time  for  use  on  the  entire  installation. 

Third-Rail    Bonds. 

The  majority  of  the  bonds  on  the  third  rail  are  the  John 
A.  Roebling's  Sons  Company's  ribbon  bond.  These  bonds  are 
15  inches  in  length  over  all  and  are  soldered  to  the  rail,  one 
on  each  side  of  the  upper  head,  and  have  a  very  large  contact 


ried  in  iron  ducts  3  inches  in  diameter.  The  cable  is  insu- 
lated with  3/32-inch  rubber  and  is  lead-encased.  The  end  of 
this  duct  at  the  track  is  brought  up  to  2  inches  below  the 
top  of  the  track  rail  or  2.5  inches  above  the  surface  of  the 
tie.  Great  care  is  taken  to  insulate  and  protect  the  cable  at 
the  point  at  which  it  emerges  from  the  duct  by  taping  and 
painting  with  insulating  and  waterproof  paint. 

At  the  substation  end  the  conections  to  the  east  and 
west  bound  tracks  are  carried  to  separate  panels  on  the 
switchboard    so   that   electrically    the    east    and    west    bound 


West  Shore    Electrification — Under-Contact  Third    Rail   as    Installed. 


surface  per  terminal.  There  also  have  been  installed  on  a 
portion  of  this  line  about  3,000  Ohio  Brass  Company's  ribbon 
soldered  bonds  and  about  7,000  American  Steel  &  Wire  Com- 
pany's twin  terminal  bonds.  These  bonds  are  of  500,000- 
circular-mil  capacity  each' and  are  installed  two  per  joint  on 
the  upper  head  of  the  third  rail.  The  wood  cover  is  cut 
away  at  all  joints  so  as  to  allow  the  cover  to  go  over  the 
bond.  The  fiber  cover  has  an  enlarged  section  at  these 
joints  which  allows  for  completely  covering  the  bond. 

Running-Rail   Bonds. 

The   running   rail    is   bonded   with   the   Ohio   Brass   Com- 
pany's  11-inch  compressed   terminal   bond   placed   under  the 


tracks  are  kept  entirely  distinct  except  through  the  busbars. 

Cars. 

As  the  cars  are  to  operate  over  the  city  systems  in  both 
Utica  and  Syracuse,  a  different  type  was  adopted  than  if  they 
were  to  use  the  West  Shore  tracks  exclusively.  The  main 
dimensions  follow:  Length  over  end  panels,  40  feet;  over 
crown  pieces  and  vestibules,  48  feet;  width  over  sills,  includ- 
ing sheathing,  8  feet  4  inches  by  8%  inches;  end  sills,  S  inches 
by  8  inches;  sill  plates,  %  inch  by  15  inches;  thickness  of 
corner  posts,  iy2  inches;  thickness  of  side  posts,  2%  inches 
and  4%  inches;  centers  of  posts,  2  feet  9  inches. 

The  bottom  framing  consists  of  two  intermediate  and  two 


816 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  25. 


center  sills,  composed  of  6-inch  I-beams,  extending  under  the 
vestibules,  with  malleable  iron  caps  and  supports  for  main 
truss  rods;  the  latter  are  1%  inches  in  diameter.  The  in- 
teriors are  of  inlaid  mahogany,  which  includes  the  doors;  the 
ceilings  are  full  Empire  decorated.  The  floor  is  covered  with 
interlocking  elastic  tile,  while  a  rubber  mat  is  furnished  for 
each  vestibule.  Storm  sashes  are  furnished  for  the  side  win- 
dows, which  replace  window  guards  in  winter.  The  cars  are 
equipped  with  24   reversible  and   two  stationary   plush  seats 


r- 

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West   Shore    Electrification — Interior   of   Standard    Passenger   Coach. 

with  high  backs  and  head  rolls.  Bach  car  is  also  fitted  with 
a  toilet  lined  with  "Mettile." 

The  truck  used  is  the  Brill  No.  27  E-2,  with  a  wheel  base 
of  6  feet  6  inches.  The  wheel  diameter  is  37  inches;  the  axle 
diameter  5%  inches  and  6  inches.  The  wheel  tread  is  4 
inches  wide  and  the  depth  of  the  flange  is  1  inch  to  allow 
the  cars  to  operate  over  the  city  systems  in  Utica  and  Syra- 
cuse. 

Each  car  is  equipped  with  four  G.E.  73  motors  with 
Sprague-General  Electric  multiple-unit  control.     Westinghouse 


West  Shore  Electrification — Interior  of  Rotary  Converter  Substation. 

automatic  air  brakes  with  graduated  release  and  Peter  Smith 
hot  water  heaters  are  used. 

Engineering. 
The  installation  of  the  electrical  equipment  of  the  line 
has  been  conducted  by  the  engineering  force  of  the  Oneida 
Railway  Company,  of  which  C.  Loomis  Allen  is  vice-president 
and  general  manager;  W.  J.  Harvie  is  electrical  engineer;  and 
M.  J.  French,  Jr.,  is  engineer  of  maintenance  of  way. 


Preliminary  plans  are  now  being  considered  by  the  North- 
ern Texas  Traction  Company  of  Ft.  Worth.  Tex.,  preparatory 
to  making  arrangements  for  reducing  the  schedule  time  of  the 
limited  cars  from  Ft.  Worth  to  Dallas  to  1  hour  and  15 
minutes,  15  minutes  less  than  the  present  schedule.  The  line 
across  the  Trinity  river  bottom  in  Dallas  is  now  being  double- 
tracked  and  a  number  of  additional  switches  are  to  be 
installed. 


LATE    INFORMATION    ABOUT    THE    ATLANTIC    CITY 
CONVENTION. 

Convention  Bulletin  No.  2,  issued  by  Secretary  Swenson, 
announces  that  the  plans  for  the  1907  convention  to  be  held 
at  Atlantic  City  on  October  14  to  18,  inclusive,  are  progress- 
ing most  satisfactorily.  The  choice  of  meeting  place  has 
been  most  favorably  commented  upon.  Elsewhere  in  this 
issue  is  an  extended  discussion  of  the  convention  facilities 
offered  by  Atlantic  City,  N.  J.  The  bulletin  contains  a  de- 
tailed schedule  of  hotel  rates  for  more  than  75  of  the  leading 
hotels. 

Headquarters  Hotels. 
It  has  been  decided  by  the  official  representatives  of  the 
various  associations  that  each  association  shall  have  its  own 
headquarters  hotel.  It  is  the  desire  that  these  hotels  be 
used  as  general  meeting  places  for  those  interested  in  specific 
lines  of  work. 

The  Marlborough-Blenheim  will  in  general  be  considered 
the  headquarters  hotel  of  the  American  and  Manufacturers' 
associations.  The  Chalfonte  hotel  will,  in  general,  be  con- 
sidered the  headquarters  hotel  for  the  Accountants'  associa- 
tion, and  the  Engineers  and  Claim  Agents  will  have  their 
headquarters  at  the  Dennis  and  the  St.  Charles  respectively. 
Hotel  Reservations. 
Arrangements  for  hotel  reservations  should  be  made  di- 
rectly with  the  hotels.  It  will  aid  greatly  in  avoiding  mis- 
takes if  the  members  when  writing  will  indicate  that  their 
reservations  are  made  in  connection  with  the  convention.  In 
making  reservations,  explicit  statements  should  be  made 
concerning  the  kind  of  room  desired  and  the  dates  of  arrival 
and  departure  from  the  hotel.  The  special  rates  are  made 
with  the  understanding  that  the  charges  of  the  hotel  will  be 
for  the  full  time  of  reservation. 

Programme. 
The  complete  programmes  of  the  various  associations  will 
be    announced    in    a   bulletin    which    will    be    issued    in    July. 
The   morning   of   Monday,   October    14,    will   be    reserved    for 
registration   purposes,  and  the  first  meetings  of  the  conven- 
tion will  be  held  on  the  afternoon  of  that  day.     The  meetings 
of  the  various  associations  will  continue  throughout  the  week, 
closing   on   Friday,    October    IS.     Considerable   attention    has 
been  given  to  the  arrangement  of  the  days  upon   which  the 
various  associations  will  meet.     The  following  general  sched- 
ule of  meeting  days  has  been  decided  upon: 
Monday,  October  14. 
9:30  a.  m. — Registration  and  badges. 

2:00  p.m. — Meeting  of  Engineering  and  Claim  Agents' 
associations. 

Tuesday,  October  15. 
9:30  a.  m. — Meeting    of     Accountants' 
Claim  Agents'   associations. 

2:00  p.  m. — Meeting    of    Accountants', 
Claim  Agents'  associations. 

Wednesday,  October  16. 
9:30  a    m. — Opening  session  of  American  association  and 
joint  meeting  of  affiliated  associations. 

3:00  p.  m. — Meeting  of  Accountants',  Engineering  and 
Claim  Agents'   associations. 

Thursday,  October  17. 
9:30  a.  m. — Meeting  of  American  and  Accountants'  asso- 
ciations. 

Friday,   October   18. 
9:30  a.  m. — Meeting  of  American  association. 
The  opening  session  of  the  American  association,  which 
will  be  a  joint  meeting  with  the  affiliated   associations,   will 
be  held  in  Casino  hall. 

The  usual  arrangements  are  being  made  with  the  various 
passenger  traffic  associations  whereby  those  attending  the 
convention  will  be  enabled  to  obtain  round  trip  tickets  for 
one  and  one-third  fare  upon  the  certificate  plan. 


Engineering   and' 

i 
Engineering    and' 


June  22.  1907. 


ELECTRIC    RAILWAY    REVIEW 


S1- 


THE    SUPPLY    MEN    AT    ATLANTIC    CITY. 

The  annual  conventions  of  the  American  Railway  Master 
Mechanics'  and  the  Master  Car  Builders'  associations,  two 
steam  railway  organizations,  have  just  been  concluded  at 
Atlantic  City.  By  reason  of  the  fact  that  the  annual  con- 
ventions of  the  American  Street  and  Interurban  Railway  Asso- 
ciation and  its  allied  bodies  will  be  held  at  that  place  in 
October  next,  the  readers  of  the  Electric  Railway  Review 
will  be  especially  interested  in  the  arrangements  for  exhibits 
at  Atlantic  City,  which  will  be  made  on  the  same  Steel  Pier 
and  under  practically  the  same  conditions  as  those  which 
prevailed  this  week  during  the  steam  railway  meetings. 

The  interest  which  the  officers  of  the  street  railway  asso- 
ciations take  in  the  meetings  which  have  just  adjourned  is 
indicated  by  the  fact  that  President  John  I.  Beggs  and  Secre- 
tary B.  V.  Swenson  of  the  American   Street  and  Interurban 


and  the  American  Railway  Master  Mechanics'  associations; 
to  arrange  for  and  have  general  charge  of  the  exhibits  made 
by  its  members  before  said  conventions,  and  to  promote 
friendly  relations  between  its  members  and  the  members  of 
said  associations. 

Art.  III. — Membership — Any  corporation,  co-partnership, 
or  individual  engaged  in  the  manufacture  or  sale  of  railway 
material  or  in  the  publication  of  periodicals  in  the  interests 
of  railways  and  manufacturers  of  railway  materials,  may  be- 
come a  member  of  the  association  by  conforming  to  the  pro- 
visions of  its  by-laws. 

Art.  IV. — Amendments — Amendments  may  be  made  to 
this  constitution  at  any  meeting  of  the  association  by  a  two- 
thirds  vote  of  the  members  present  and  voting. 

By-Laws. 
Article  I. — Qualification  of  Members. 
Section  1. — Payment  of  the  sum  of  $25  to  the  treasurer 
of  the  association  (or  such  sum  as  may  be  fixed  by  the  execu- 
tive committee),  by  those  eligible  to  membership  under  Article 
III    of   the   constitution,    shall    qualify    them    and    their   duly 


Atlantic    City    Convention    Facilities — Entrance    to    Steel    Pier. 


Railway  Association  visited  Atlantic  City  during  the  meet- 
ings. Mr.  George  Keegan,  the  secretary  of  the  Manufac- 
turers' Association,  was  also  an  interested  observer  of  the 
methods  employed  in  handling  the  exhibits  and  other  things 
pertaining  to  the  supply  interests. 

The  supply  men  who  attended  the  Master  Mechanics' 
and  Master  Car  Builders'  conventions  have  had  a  very  ex- 
cellent organization  for  a  number  of  years,  but  the  growth 
of  the  exhibits  and  the  increase  in  the  importance  of  the 
conventions  generally,  called  for  a  more  formal  organization. 
Our  readers  will,  therefore,  be  interested  in  the  new  constitu- 
tion and  by-laws  which  were  adopted  at  Atlantic  City  lor  the 
Railway  Supply  Manufacturers'  Association.  The  constitu- 
tion and  by-laws  are  as  follows: 

Constitution. 

Article  I. — Name — This  association  shall  be  called  "The 
Railway  Supply   Manufacturers'   Association. 

Art.  II. — Objects — Its  objects  shall  be:  The  advance- 
ment of  the  in  ol  its  members  as  they  an-  connected 
with     the    annual     conventions    ol'    the     Master    Car     Builders' 


designated  representatives  as  members,  and  entitle  them  to 
all  the  privileges  granted  by  the  executive  committee  as 
regards  exhibit  space  and  entertainment,  •  subject  to  the 
limitations  hereinafter  named. 

Sec.  2. — A  corporation,  firm  or  individual,  upon  payment 
of  the  fee  for  membership  as  prescribed  by  the  executive 
committee,  shall  be  entitled  upon  application  to  receive  one 
badge  or  other  insignia  of  membership  adopted  by  the  execu- 
tive committee. 

Sec  3. — Any  corporation,,  firm  or  individual,  having  paid 
the  membership  fee  and  having  need  of  more  than  one  repre- 
sentatives' badge,  may  secure  additional  badges  upon  pay- 
ment of  $5.00  for  each  additional  badge,  and  the  application 
for  such  badges  shall  designate  the  names  of  their  repre- 
senatives,  by  whom  the  badges  are  to  be  used:  and  it  is  to  be 
expressly  understood  that  no  representatives'  badges  arc  In 
be  issued  to  or  for  any  person  who  is  not  actually  connected 
with  the  concern  holding  the  membership,  and  who  is  not 
actually  in  attendance  upon  the  conventions.  Tin-  executive 
committee  shall  provide  for  the  issuance  of  guests'  badges 
for  ladies,  or  for  other  persons,  who,  in  its  discretion,  may 
be  entitled  thereto,  by  such  regulations  as  it  may  deem 
proper. 

Sec.   4. — All   corporations,   co-partnerships   or   Individuals 


SIS 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  25. 


that  shall  have  paid  the  assessment  of  the  executive  com- 
mittee of  the  supply  men  in  connection  with  the  conventions 
of  the  Master  Car  Builders'  and  the  American  Railway  Master 
Mechanics'  associations  for  1907,  and  all  their  duly  desig- 
nated representatives  who  shall  have  been  enrolled  and 
received  badges  as  such,  shall,  by  virtue  thereof,  be  members 
of  this  association  until  May  1,  1908. 

Sec.  5. — No  application  for  exhibit  space  at  any  conven- 
tion of  the  Master  Car  Builders'  or  American  Railway  Master 
Mechanics'  associations  shall  be  accepted  by  the  executive 
committee  unless  said  application  be  accompanied  by  the  sum 
prescribed  by  the  executive  committee,  thereby  renewing  the 
membership  of  said  applicant  if  he  shall  be  a  member  or 
qualifying  the  applicant  as  a  member  under  the  constitution 
and  by-laws  of  the  association. 

Sec.  6. — All  membership  rights,  unless  renewed,  shall 
expire  on  the  first  day  of  May  subsequent  to  the  conventions 
preceding  or  during  which  the  membership  fee  is  paid. 

Article  II. — Executive  Committee. 

Section  1. — The  government  and  management  of  the 
affairs  of  the  association  shall  be  vested  in  an  executive  com- 
mittee of  12  members,  who  shall  be  chosen  from  among  the 


Sec.  1. — At  the  first  election  to  be  held  after  the  adoption 
of  these  by-laws,  eight  executive  committee  members  shall 
be  chosen,  viz.,  one  from  the  first  district,  three  from  the 
second,  one  from  the  fourth,  two  from  the  fifth  and  one  from 
the  seventh,  who  shall  by  lot  divide  themselves  into  two 
classes,  so  that  four  of  them  shall  serve  two  years  and  four 
three  years.  The  members  of  the  executive  committee  of  the 
supply  men,  as  constituted  at  the  time  of  the  adoption  of 
these  by-laws,  who  have  another  year  to  serve,  shall  com- 
plete the  term  for  which  they  were  chosen.  Thereafter, 
annually,  four  members  shall  be  elected  for  terms  of  three 
years  to  fill  the  places  of  those  whose  terms  have  expired. 
A  member  of  the  executive  committee  who  shall  have  served 
three  years  continuously  shall  be  ineligible  for  further  service 
until  an  interim  of  three  years  shall  have  elapsed. 

Sec.  5. — Vacancies  occurring  in  any  class  of  the  execu- 
tive committee  shall  be  filled  by  a  majority  vote  of  the 
remaining  members  of  the  executive  committee  until  the  next 
annual  meeting  of  the  association,  at  which  time  the  mem- 
bers of  the  association  from  the  district  where  the  vacancy 
shall  have  occurred  shall  fill  such  vacancy  for  the  unexpired 
term. 

Sec.  6. — The  executive  committee  shall  hold  such  meet- 


Atlantic  City  Convention   Facilities — Exhibit  Booths  Along  the   Steel   Pier. 


members  of  the  association  in  the  manner  following,  and  no 
corporation,  co-partnership  or  individual  proprietor  shall  be 
represented  on  the  committee  by  more  than  one  member: 

Sec.  2. — The  United  States  shall  be  divided  into  seven 
representative  districts,  comprising  territory  as  follows,  with 
the  number  of  members  for  each  district  as  designated: 

First  District — New  England   States 1  member 

Second  District — New  York  and  New  Jersey 3  members 

Third  District — Pennsylvania,  Maryland,  Delaware, 

District  of  Columbia,  West  Virginia 2  members 

Fourth  District — Ohio,  Indiana,  Michigan,  Ken- 
tucky,  Tennessee    2  members 

Fifth  District — Illinois,  Wisconsin.  Iowa,  Minne- 
sota     2  members 

Sixth  District — Virginia,  North  Carolina.  South 
Carolina.  Georgia,  Florida,  Alabama,  Missis- 
sippi     1  member 

Seventh  District — States  west  of  Mississippi  river, 
including   Louisiana,   but  excepting  Iowa   and 

Minnesota     1  member 

Sec.  3. — The  executive  committee  members  for  the  sev- 
eral districts  shall  be  chosen  by  the  members  of  the  associa- 
tion residing  in  such  districts,  in  the  manner  prescribed  in 
Section  2,  Article  IV,  of  the  by-laws. 


ings  as  may  be  necessary  to  be  called  by  the  president  or  by 
six  members  of  the  committee,  at  which  meeting  reasonable 
notice  shall  be  given  to  the  members.  The  attendance  of  four 
members  shall  constitute  a  quorum  of  the  committee  at  any 
meeting.  Any  member  of  the  executive  committee  unable  to 
attend  a  meeting  of  the  same  may  appoint  some  other  member 
of  the  association  as  his  proxy,  and  such  proxy  shall  for  such 
meeting  have  all  the  powers  of  the  member  whom  he  repre- 
sents. 

Article  III.— Officers. 

Section  1. — The  officers  of  the  association  shall  be  a 
president,  a  vice-president,  a  secretary  and  a  treasurer,  who, 
with  the  exception  of  the  secretary,  shall  be  chosen  from  the 
members  of  the  executive  committee  who  have  served  at  least 
one  year  as  members  of  said  committee,  at  the  annual  meet- 
ing of  the  association,  by  a  plurality  vote  of  its  members. 
Each  officer  shall  hold  office  for  one  year  from  August  1 
after  his  election,  or  until  his  successor  shall  be  elected  and 
qualified,  except  the  secretary,  who  shall  be  elected  by  the 
executive  committee  and  serve  during  the  pleasure  of  said 
committee. 

Sec.  2. — No  salaries  may  be  paid  to  any  of  the  officers 
except  the  secretary,  who  may.  within  the  discretion  of  the 
executive  committee,  be  paid  a  salary  for  his  services. 


June  22.  1907. 


ELECTRIC    RAILWAY     REVIEW 


81!) 


Sec.  o. — It  shall  be  the  duty  of  the  president  to  preside 
at  all  meetings  of  the  association  and  of  the  executive  com- 
mittee. He  shall  manage  the  business  of  the  association  and 
do  and  perform  all  such  acts  in  the  name  of  the  association 
as  he  may  thereunto  be  authorized  by  the  executive  commit- 
tee, subject  at  all  times  to  the  action  and  control  of  the 
executive  committee. 

Sec.  4. — The  vice-president  shall,  in  absence  of  the  presi- 
dent, act  in  his  stead,  with  the  same  powers  and  subject  to 
the  same  restriction  imposed  upon  the  president. 

Sec.  5. — The  treasurer  shall  have  the  care  and  custody 
of  the  funds,  of  the  association  which  may  come  into  his 
hands,  to  hold  and  dispose  of  same  as  the  executive  commit- 
tee may  direct,  and  give  such  bond  or  security  as  the  execu- 
tive committee  may  deem  proper. 

Sec.  6. — The  secretary  shall  keep  the  minutes  of  the 
proceedings  of  the  association  and  of  the  executive  commit- 
tee; attend  to  such  correspondence  as  shall  be  assigned  to 
him;  have  charge,  under  the  direction  of  the  president  and 
of  the  executive  committee,  of  the  allotment  of  exhibit 
spaces  for  the  conventions,  arid  shall  in  general,  under  the 
direction    of    the    president    and    of    the    executive    commit- 


Sec.  2. — The  executive  committee  shall  by  proclamation, 
to  be  duly  published  in  such  daily  paper  or  papers  as  may  be 
published  in  connection  with  the  conventions  hereinbefore 
mentioned,  and  also  to  be  posted  conspicuously  at  least  two 
days  prior  thereto,  name  the  time  and  places  for  holding  the 
meetings  of  the  members  of  the  association  residing  in  the 
several  districts,  for  the  election  of  members  of  the  executive 
committee.  At  each  of  such  meetings  a  chairman  and  a 
secretary  shall  be  chosen,  who  shall  certify  to  the  associa- 
tion the  person  or  persons  elected  thereat  as  members  of 
the  executive  committee,  and  such  certificate  shall  contain 
the  names  of  the  members  attending  the  meeting.  The  execu- 
tive committee  shall  be  the  final  arbiter  of  any  contests 
affecting  the  election  of  members  of  the  executive  committee. 

Sec.  3. — In  case  the  members  of  the  association  residing 
in  any  district  shall  fail  to  elect  a  member  or  members  of 
the  executive  committee,  then  and  in  that  event  the  executive 
committee  shall  fill  the  vacancy  as  provided  for  in  Section  3, 
Article  II,  of  the  by-laws. 

Article  V. — Order  of  Business. 

Section  1. — The  order  of  business  at  the  annual  meet- 
ing shall  be: 


Atlantic   City   Convention    Facilities— Arcade   on   the   Steel    Pier. 


tee,  perform  all  duties  incident  to  the  office  of  secretary. 
Article  IV. — Meetings. 
Section  1. — The  annual  meeting  of  the  association  shall 
be  held  on  the  Saturday  intervening  between  the  annual 
meetings  of  the  Master  Car  Builders'  and  the  American  Rail- 
way Master  Mechanics'  associations,  in  the  same  city  or 
village  where  said  associations  meet,  at  such  time  and  place 
as  the  executive  committee  may  appoint,  and  of  which  the 
members  shall  have  due  notice.  If  the  dates  of  the  conven- 
tions of  the  Master  Car  Builders'  and  the  American  Railway 
.Master  Mechanics'  associations  should  be  changed  so  as  to 
make  it  impracticable  to  hold  the  annual  meeting  of  this 
association  on  Saturday  as  above  prescribed,  then  a  time 
three  days  after  the  beginning  of  said  conventions  shall  be 
appointed  by  the  executive  committee  for  such  meeting. 
Special  meetings  may  be  called  by  the  executive  committee 
upon  the  petition  of  2.">  or  more  members,  representing  at 
least  2.",  separate  and  distinct  corporations,  co-partnerships  or 
individual  proprietors.  If  such  special  meetings  are  called 
for  any  other  time  than  during  the  conventions  above  named, 
at  least  30  days'  notice  shall  be  given  to  all  members. 
Twenty-five  members,  representing  2.">  different  concerns,  shall 
constitute  a  quorum  for  the  transaction  of  business  at  any 
meeting  of  the  association. 


1.  Reading  of  miuutes  of  preceding  meeting. 

2.  Report  of  executive  committee. 

3.  General  business. 

4.  Reports  from  district  meetings  of  election  of  members 
of  executive  committee. 

5.  Election  of  officers. 

Article  VI. — Amendments. 

These  by-laws  may  be  amended  at  any  meeting  of  the 
association  by  the  affirmative  vote  of  two-thirds  of  the  mem- 
bers present  and  voting. 

The  New  Executive  Committee  and  Officers. 

In  conformity  with  the  provisions  of  its  new  organic  law 
the  Railway  Manufacturers'  Association  elected  officers  as 
follows: 

President — R.  T.  Walbank,  Glidden  Varnish   Companj 

Vice-President — F.  L.  DeArmond,  Protectus  Company. 

Treasurer — George  N.  Riley.  National  Tube  Company. 

These  gentlemen  are  all  members  of  the  executive  com 
mittee,  which  Is  made  up  as  follows: 

Firsl  Dislricl  (New  England  States)— Frank  A.  Morrison 
of  the  Mason  Regulator  Company. 

Second  District  (New  York  and  New  Jersey)     Alexander 


820 


ELECTRIC     RAILWAY    REVIEW 


Vol.  XVII,  Xo.  25. 


Turner  of  the  Galena-Signal  Oil  Company;  A.  L.  Whipple  of 
the  Curtain  Supply  Company;  and  Thomas  Aldcorn  of  the 
Chicago  Pneumatic  Tool  Company. 

Third  District  (Pennsylvania.  Maryland.  District  of  Co- 
lumbia, West  Virginia) — George  X.  Riley  of  the  Xational  Tube 
Company  and  F.  L.  DeArmond  of  the  Protectus  Company. 

Fourth  District  (Ohio,  Indiana,  Michigan.  Kentucky,  Ten- 
nessee)— George  A.  Cooper  of  the  Frost  Railway  Supply  Com- 
pany and  A.  G.  Hollingshead  of  the  Ralston  Steel  Car  Com- 
pany. 

Fifth  District  (Illinois,  Wisconsin,  Iowa,  Minnesota)  — 
R.  T.  Walbank  of  the  Glidden  Varnish  Company  and  W.  H. 
Miner  of  the  W.  H.  Miner  Company. 

Sixth  District  (Virginia.  North  Carolina,  South  Carolina. 
Georgia,  Florida,  Alabama,  Mississippi) — L.  O.  Cameron  of 
the  Pressed  Steel  Car  Company. 

Seventh  District  (states  west  of  Mississippi  river,  in- 
cluding Louisiana,  but  excepting  Iowa  and  Minnesota) — R.  H. 
Weatherly  of  the  Scullin-Gallagher  Iron  &  Steel  Company. 

The  secretary  is  chosen  by  vote  of  the  executive  com- 
mittee, and  Mr.  Bruce  V.  Crandall,  president  of  the  Bruce  V. 
Crandall  Company,  Chicago,  which  publishes  the  American 
Railway  Master  Mechanic,  has  been  elected  to  that  office. 

The  exhibits  were  made  on  a  more  comprehensive  scale 
than  ever  before  and  well-nigh  taxed  the  facilities  of  the  Steel 
Pier.  There  was  some  space,  however,  which  was  not  filled. 
and  the  results  of  the  experience  of  the  last  two  weeks  at 
Atlantic  City  indicate  that  the  exhibits  of  October  next  will 
he  well  provided  for.  A  scheme  of  uniform  booths. '  which 
contributed  much  to  the  attractiveness  of  the  exhibits,  was 
employed  for  the  first  time,  and  these  same  booths  and  the 
same  general  plan  of  handling  the  exhibits  are,  we  understand. 
to  be  used  for  the  October  conventions.  The  views  which  we 
reproduce  herewith  from  photographs  taken  for  the  Electric 
Railway  Review  will  give  a  very  good  general  idea  of  the 
appearance  of  the  exhibits.  Owing  to  the  fact  that  the  awn- 
ings which  are  attached  to  each  booth  were  up  when  these 
pictures  were  taken,  they  do  not  show  clearly  the  details  of  . 
the  exhibits.     They  will,  however,  serve  the  purpose  of  giving 

Igood  idea  of  the  booth  scheme  which  was  described  in  our 
sue  of  April  13,  1907. 

Following  is  a  complete  list  of  the  concerns  which  made 
displays  at  Atlantic  City,  together  with  an  enumeration  of 
what  their  exhibits  contained  and  the  names  of  their  repre- 
sentatives: 

List   of   Exhibitors. 

Acme  Bali-Bearing  Company.  Xew  York  City. — Acme  ball-bear- 
ing jacks.  Represented  by  George  F.  Wasson,  Charles 
C.  Sturtz  and  E.  T.  Sawyer. 

Acme  Supply  Company,  Chicago.  111. — Acme  vestibule  curtain. 
Acme  vestibule  roller,  Acme  vestibule  curtain  shield, 
Acme  car  shade  roller.  Acme  metallic  weather  strip.  Acme 
vestibule  diaphragm.  Represented  by  W.  H.  Schrover, 
R.  E.  Slagle. 

A-dftms  &  Westlake  Company,  Chicago,  111. — Adlake-Xewbold 
car  lighting  system,  lighting  fixtures,  car.  trimmings,  -sig- 
nal lamps.  Represented  by  F.  B.  Jones,  E.  L.  Lang- 
worthy,  A.  S.  Anderson,  R.  M.  Xewbold,  F.  X.  Grigg. 

Addressograph  Company,  Chicago,  111. — Card  index  addresso- 
graph,  a  combined  addressing  machine  and  card  index 
system.     Represented  by  E.  D.  Dorsey. 

Aikman  &  Co.,  C.  M.,  Xew  York. — Samples  of  car  plush  at 
the  Hotel  Dennis.     Represented  by  Richard  Harris. 

American  Balance  Valve  Company,  Jersey  Shore,  Pa. — Ameri- 
can semi-plug  piston  valves  after  two  years'  (night  and 
day)  service  over  ports  without  bridges,  semi-plug  valves 
for  simple  and  compound  engines.  Jack  Wilson  high- 
pressure  slide  valves  for  standard  and  for  low-clearance 
cylinders,  model  of  Walschaert  valve  gear  with  piston 
valves,  model  of  modified  Stevens  valve  gear  with  Jack 
Wilson  internal-admission,  low-clearance,  separately-actu- 
ated valves,  giving  extremely  close  distribution  of  steam. 
Represented  by  J.  T.  Wilson  and  Frank  Trump. 

American  Blower  Company,  Detroit,  Mich. — Blower,  exhaust 
fan,  generator  set,  pressure  blower,  heating  coils,  model 
of  a  moist  air  dry  kiln,  volume  blower  and  motor,  also  a 
5  by  5  inch  engine.  Represented  by  C.  W.  Old  and  R.  B. 
Bedford. 

American  Brake  Company,  Pittsburg,  Pa. — Locomotive  driver 
and  truck  brakes  and  slack  adjusters.  Represented  by 
E.  L.  Adreon.  C.  C.  Higham  and  F.  E.  Schwentler. 

American  Brake  Shoe  &  Foundry  Company,  Mahwah.  X.  J. — 


Steel  back  locomotive  driver  brakeshoes.  steel  back 
flanged  coach  shoes,  steel  back  unflanged  car  shoes,  steel 
back  electric  railway  brakeshoes.  Represented  by  W.  S. 
McGowan,  F.  L.  Gordon,  F.  W.  Sargent,  J.  S.  Thompson. 
H.  S.  Bradfield,  E.  L.  Janes,  E.  J.  Searles,  C.  C.  Higgins, 
L.  R.  Dewev,  E.  B.  Smith,  L.  J.  Hibbard,  Charles  Herron, 

F.  H.  Coolidge,  B.  H.  Grundy,  J.  D.  Gallagher  and  J.  B. 
Terbell. 

American  Car  &  Foundry  Company,  St.  Louis,  Mo. — One  Xew 
York  Central  steel  passenger  coach  designed  for  suburban 
service.  On  exhibit  track.  Represented  by  Scott  H. 
Blewett  and  Messrs.  Sturtevant  and  Duvall. 

American  File  Sharpener  Company,  Xew  York,  X.  Y. — File 
sharpening  machine,  carboflynt  for  sharpening  files. 
Represented  by  A.  H.  Radell  and  M.  G.  Grubb. 

American  Locomotive  Company,  Xew  York. — Booth  on  the 
pier.  Represented  by  W.  H.  Marshall.  H.  F.  Ball,  G.  M. 
Basford,  J.  D.  Sawyer  and  F.  J.  Cole. 

American  Mason  Safety  Tread  Company,  Boston,  Mass. — 
Mason  safety  tread,  steel  base  and  brass  or  delta  metal 
base,  lead  filled,  carborundum  filled,  karbolith  filled,  both 
flat  and  with  nosings,  repair  tread  and  method,  running 
board  of  cars  and  method  of  preventing  slipping,  combina- 
tion of  Mason  safety  tread  and  cork  composition  for  pas- 
sageways, vestibules,  etc.,  worn  safety  treads,  safety  tread 
as  installed  on  wood  and  in  concrete,  anchors  used  for 
holding  tread  in  granolithic  work,  karbolith  flooring  for 
car  and  other  floors  set  on  wood,  concrete  or  steel.  Rep- 
resented by  Henry  C.  King  and  L.  H.  Myrick. 

American  Steel  Foundries,  Chicago,  111. — Steel  truck  on  turn- 
table equipped  with  Simplex  bolster,  Susemihl  side  bear- 
ings, four  Davis  wheels  and  Andrews  cast-steel  side 
frames.  Simplex  brakebeams  and  springs,  T-shaped 
cast-steel  truck  bolster,  I-shaped  bolster.  U-shaped  bolster 
and  box-shaped  bolster,  swayback  body,  bolster  for  furni- 
ture cars,  body  bolster  for  low-hung  sills,  steel  cross- 
heads,  driving  wheel  centers.  Andrews  side  frame,  Janney 
freight  and  tender  couplers,  Kelmont  passenger  coupler. 
Represented  bv  W.  V.  Kelley,  R.  P.  Lamont,  W.  AY.  Butler. 

G.  E.  Slaughter.  D.  T.  Harris,  J.  V.  Bell,  T.  D.  Kelley. 
G.  E.  Murray,  T.  E.  Cook.  W.  F.  Shults,  J.  Stewart  An- 
drews, D.  W.  Coll.  P.  J.  Kalman.  J.  Soule  Smith,  H.  P. 
Shaw,  J.  R.  Stuart,  E.  H.  Bauer,  W.  E.  Fowler,  Jr..  R.  H. 
Ripley.  W.  Ross  Gravener.  F.  B.  Ernst  and  G.  G.  Floyd. 

American  Steam  Gauge  &  Valve  Manufacturing  Company. 
Boston.  Mass. — American  Thompson  improved  indicator. 
American  muffled  pop  safety  valve,  American  locomotive 
steam  gauge,  American  locomotive  duplex  gauge,  Ameri- 
can dead-weight  gauge  tester,  American  locomotive  chime 
whistle  and  several  other  locomotive  appliances.  Repre- 
sented by  R.  B.  Phillips.  Gardner  Comett,  C.  A.  Allen 
and  Horace  Parker. 

American  Water  Softener  Company.  Philadelphia,  Pa. — Model 
of  railwav  water  softening  plant  in  operation.  Repre- 
sented by  A.  S.  Garrett.  G.  S.  Garrett.  W.  H.  P.  Fisher, 
A.  C.  Tomlinson,  George  Bacon  and  A.  C.  Emlen. 

American  Track  Barrow.  Lowell.  Mass. — One-rail  track  tools, 
devices  for  carrying  railway  material  on  one  rail.  Repre- 
sented by  E.  D.  Peirce. 

Anglo-American  Varnish  Company,  The,  Xewark,  X.  J. — 
Samples  and  advertising  matter.  Represented  by  William 
Marshall  and  Franklin  W.  Fort. 

Armstrong  Bros.  Tool  Company.  Chicago,  111. — A  full  line  of 
Armstrong  lathe  and  planer  tool  holders,  Universal  ratchet 
drills,  improved  tool  posts  for  lathes,  boring  bars,  bolt 
drivers  for  lathe  and  planer  jacks.  Represented  by  Paul 
Armstrong  and  John  McBride. 

Atha  Steel  Casting  Company,  The.  Xewark.  X.  J. — One  B.  R. 
&  P.  cast-steel  truck  bolster,  one  D.  &  H.  cast-steel  truck 
bolster,  one  Maine  Central  cast-steel  truck  bolster  and 
cast-steel  body  bolster,  two  "Titan"  steel  motor  gears. 
Represented  by  R.  X.  Barrows,  G.  T.  Paraschos,  C.  W. 
Gennet.  C.  W.  Owston  and  L.  A.  Shepard. 

Baeder.  Adamson  &  Co.,  Philadelphia,  Pa. — Model  of  a  refrig- 
erator car,  showing  the  application  of  insulating  material. 
Represented  by  H.  J.  Bellman  and  M.  J.  Murphy. 

Bald  Manufacturing  Company,  Pittsburg,  Pa. — The  Miller 
quick-acting  monkev  wrench.  Represented  by  William 
Bald. 

Baldwin  Steel  Company,  Xew  York. — Full  line  of  Hudson  high- 
speed tools,  twist  drils,  reamers,  milling  cutters,  etc., 
Hudson  high-speed  steels,  crucible  tool  steel,  lathe  tools. 
Represented  by  C.  F.  Simmons,  J.  A.  Collom,  Edward 
Milnor,  W.  L.  Stone. 

Barnett  Equipment  Company,  Xew  York  and  Xewark,  X.  J. — 
The  Barnett  connector,  automatically  coupling  signal,  air 
and  steam  lines  and  safety  chains  between  cars,  exhibited 
under  service  conditions,  the  Barnett  universal  steam  hose 
coupler,  couples  with  all  sizes  and  makes.     Represented 


June  22.  1907 


ELECTRIC    RAILWAY    REVIEW 


MM 


bv  Stephen  D.  Barnett,  E.  W.  Hine,  E.  E.  Silk,  Robert  A. 
Wolff. 

Beslv  &  Co.,  Charles  H.,  Chicago,  111.— Besly  spiral  disc  grind- 
ers, spiral  grooves,  shear-cut,  Helmet  spiral  paper  and 
cloth  circles,  Helmet  temper  taps,  Helmet  oil,  Helmet 
babbitt.  Helmet  iron  oil  cups,  bonanza  oil  cups,  Helmet 
bronze,  spring,  sheet  and  wire.  Represented  by  Edward. 
P.  Welles  and  Charles  A.  Knill. 

Best  American  Calorific  Company.  W.  X..  New  York.— Oil 
burners  and  oil-burning  furnaces.  Represented  by  R.  G. 
Wells,  W.  X.  Best  and  L.  D.  Douglas. 

Bethlehem  Steel  Company,  South  Bethlehem.  Pa.— Staybolt 
irons,  high-speed  steel,  special  alloy  steels,  drop  forgmgs 
and  heavy  machinery.  Represented  by  W.  C.  Cutler,  J.  C. 
Halliday,  G.  J.  Costello,  R.  D.  Chapman,  J.  S.  Hageman 
and  O.  H.  Reynolds. 

Bettendo--£  Axle  Companv,  Davenport,  la.— Bettendorf  I-beam 
bolster.  Bettendorf  all  cast-steel  truck,  Bettendorf  struc- 
tural steel  underframe  with  cast-steel  and  center  sill 
ends.  Represented  by  W.  P.  Bettendorf.  J.  \V.  Bettendorf. 
G.  X.  Caleb.  J.  H.  Bendixen  and  S.  S.  Shields. 

Bickford  Drill  &  Tool  Company,  Cincinnati.  O—  Xo.  1  stand- 


also  storage  tanks  and  oil  cabinets.     Represented  1>:    <\  A 
Dunkelberg.  W.  T.  Simpson  and  W.  A.  Pitcher. 
Bradford  Car  &  Manufacturing  Company,  Chicago,  111.— Brad- . 
ford   draft    gear,   steel   underframes.   rocker   bottom   cars 
and   steam   and   air   connectors.     Represented    by    H.  C. 
Priebe. 
Bradv  Brass  Company,  Jersey  City.  X.  J.— Cypress  bronze  in 
casting  and  ingot  form,   phosphor  bronze   in  eastin- 
ingot  form,  engine  castings,   brass  castings,  motor 
in^s    babbitt  metals,  trolley  wheels,  journal  bearings  and 
solder    Represented  bv  Daniel  M.  Brady.  Amos  J.  Passrao, 
Henry  J.  Lahey.  Clarence  M.  Mendenhall  and  George  C. 
AIorsG 
Bridgeport  Safetv   Emerv   Wheel  Company,   The,  Bridgeport 
Conn— Eightv-inch  guide  bar  grinder,  motor-driven;    tool 
grinder,     motor-driven;     emery,     corundum     and     carbo- 
alumina  wheels.     Represented  by  D.  T.  Homan. 
Buchs  &  Son,  A.,  Elizabethtown.  Pa.— A  gravity  molding  ma- 
chine.    Represented  by  A.  Buchs,  C.  A.  West. 
Buckeve  Steel  Castings  Company.  Columbus,  O.— Major  steel 
freight  car  coupler,  Buckeye  cast-steel  coupler,  yoke  and 
Buckeve  cast-steel   truck  bolster.     Represented  by  S.   P. 


Atlantic  City  Convention   Facilities— Exhibit  Booths  Along  the  Steel   Pier. 


ard  plain  radial  drill  fitted  with  variable  speed  motor  in 
operation.  Represented  by  H.  M.  Xorris  and  Fred  H. 
Holz,  Jr.  „.   .  , 

Birdsboro  Steel  Foundry  &  Machine  Company.  Birdsboro, 
Pa.— Jackson  belt  lacing,  Wagner  universal  cold  saw. 
Represented  by  W.  C.  Johnson. 

Bliss  Electric  Car  Lighting  Company,  Milwaukee.  Wis.— Three 
types  of  axle  lighting  equipments,  one  with  Bliss  constant 
potential  bucker  regulation,  one  with  Bliss  Xew  York 
Central  constant  potential  booster  regulation,  one  with 
Bliss  Santa  Fe  constant  current  regulation  Various  parts 
Which  go  to  make  up  the  apparatus,  disassembled.  Types 
of  standard  car  lighting  batteries.  Represented  by  \\  .  L. 
John  T.  Dickinson.  F.  Drban,  W.  M.  Lalor,  Robert 
C    Shaal,  L.  Man.  John  Bliss  and  Edwin  H.  Tower. 

Boker  &  Co.,  Hermann,  New  York—  Intra-steel— a  new 

high-speed  steel,  to  be  used  as  a  substitute  for  regular 
carbon  steel,  also  -.Novo  steel,  patent  sections.  Repre- 
sented bv  Ellsworth  Haring. 

Bordo  Companv.  1..  J.,   Philadelphia,  Pa.— Locomotive  bin 

vaiv  itive    gaui  comotive    swing 

joints.  Represented  by  i-  J.  Bordo,  Edwin  A.  Kjiowlton, 
Edward  w.  Hodgkins,  C.  R.  Weaver  and  C.  w.  Allen. 

Bowser   &    Co.,    inc.,   S.   F.,   Ft.    Wayne.    Ind.— Self-measuring 
,|    and    powei     pumps    lor   handling   all    kinds   Ol 


Bush,   J.    C.   Whitridge,   A.   H.   Thomas,   George  Broobey, 
G.  T.  Johnson  and  H.  L.  Winslow. 

Buda  Foundry  &  Manufacturing  Company.  Chicago,  111. — Hand- 
car wheels.  Paulus  track  drills  with  high-speed  Rich  bits. 
Buda  grinders  and  attachments  for  grinding  Rich  and 
twist  bits,  ball-bearing  jacks  up  to  60  tons,  one  25-ton 
locomotive  jack  on  traversing  base,  ratchet  track  jacks. 
car  jacks,  track  lining-up  jacks,  Buda  replacers.  Buda 
pressed  steel  hand-car  wheels.  Represented  by  W.  R. 
Burrows,  R.  D.  Bates,  R.  H.  Hyland.  R.  M.  Smith.  T.  J. 
Stocks. 

Buffalo  Brake  Beam  Company.  New  York.  X.  Y.— Solid  brake- 
beams  for  all  classes  of  equipment,  forged  steel  brake- 
heads,  forged  steel  fulcrums.  forged  steel  wheel  guards, 
forged  steel  chain  clips  and  steel  Lacks  for  brakeshoes. 
Represented  by  S.  A.  Crone,  R.  C.  Fraser,  E.  Strassburger. 
I '    i:    Barrett  and  E.  C.  Farlow. 

Bullard  Machine  Tool  Company,  The,  Bridgeport,  Cons    -The 

36-inch  vertical  turret  lathe  in  operation.     Represented  by 

S    ii    Bullard,  J.  W.  Bray.  Alien  w.  Ransom,  H.  C.  Elliott, 

I    stansbury,  G.  E.  Merryweather,  Charles  G.  Smith 

and  w   .1.  Alles. 

Cambria   Steel  Company,  Johnstown,  Pa.-    One   low 

I    capacity,    Pennsylvania 


822 


ELECTRIC    RAILWAY     REVIEW 


Vol.  XVII.  Xo.  25. 


standard,  hopper  car  on  exhibit  track.  Represented  by 
.Mr.  Sage. 

Camel  Company.  Chicago.  111. — Refrigerator  car  on  tracks. 
Represented  by  J.  M.  Hopkins  and  P.  M.  Elliott. 

Carborundum  Company.  The,  Xiagara  Falls.  X.  Y. — Carborun- 
dum products.  Represented  by  E.  J.  Eames.  \V.  W.  San- 
derson, R.  B.  Fuller.  C.  C.  Schumaker,  Charles  Xicholson 
and  C.  O.  Taylor. 

Cardwell  Manufacturing  Company,  Chicago.  111. — Cardwell  fric- 
tion draft  gear,  Cardwell  rocker  side  bearings.  Repre- 
sented by  W.  G.  Krauser,  C.  H.  Tobias  and  J.  R.  Cardwell. 

Carey  Manufacturing  Company.  The  Philip,  Cincinnati,  O. — 
Carey's  So  per  cent  magnesia  locomotive  lagging,  Carey's 
standard  flexible  cement  roofing,  Carey's  85  per  cent  mag- 
nesia sectional  steam  pipe  covering,  Carey's  all-asbestos 
train  pipe  covering,  asbestos  paper,  millboard  and  pack- 
ings, asbestos-metallic  packing  and  gaskets,  standard 
asbestos-molded  covering,  nonpareil  cork  covering  and 
lagging.  85  per  cent  magnesia  cement,  asbestos  cement, 
asbestos  fibers,  asbestos  cold  water  paints,  magnesia 
roofing  paint,  etc.  Represented  by  George  D.  Crabbs. 
Steve  J.  Bowling.  X.  S.  Kennev.  John  G.  Howlev  and  W.  I. 
Kelly. 

Castle  &  Co.,  A.  M..  Chicago,  111. — Corrugated  side  sheets  for 
locomotive  fireboxes.  Represented  by  W.  A.  Roomse. 
C.  M.  Chamberlin. 

Celfor  Tool  Company,  Successor  to  George  R.  Rich.  Chicago, 
111. — High-speed  twist  and  flat  drills  in  operation.  Repre- 
sented by  Russell  Dale,  W.  F.  Heacock,  William  Brewster. 

Chase  &  Co..  L.  C.  Boston,  Mass. — Chase's  "Goat  Brand" 
mohair  car  plushes  for  car  seats  and  upholstering  pur- 
poses, in  plain  and  frieze  effects.  Represented  by  R.  R. 
Bishop,  Jr. 

Chicago  Car  Heating  Company.  Chicago,  111. — Vapor  system  of 
car  heating,  pressure  system  of  car  heating,  steam  hose 
couplers,  vertical  steam  traps,  horizontal  steam  traps, 
automatic  train  pipe  valves  and  special  devices  for  Baker 
heater.  Represented  by  Egbert  H.  Gold,  E.  A.  Schreiber. 
B.  A.  Keeler  and  F.  F.  Coggin. 

Chicago  Railway  Equipment  Company,  Chicago,  111. — Creco. 
Xational  Hollow.  Diamond,  Kewanee,  Reliance.  Monarch. 
Sterlingworth  and  96  types  of  brakebeams.  Monitor 
bolsters.  Creco  roller  side  bearings  for  steam  and  street 
railways  and  Creco  slack  adjusters.  Represented  by  E.  B. 
Leigh,  F.  T.  De  Long,  A.  J.  Farley,  E.  G.  Buchanan,  Fred 
G.  Ely,  Harry  W.  Frost.  C.  H.  Williams.  Jr.,  E.  F.  Leigh. 
B.  F.  Pilson,  Raymond  H.  Pilson.  H.  W.  Finnell,  C.  P. 
Williams  and  George  A.  Cooper. 

Clark  &  Co.,  A.  C.  Grand  Crossing,  111. — Mechanical  boiler 
cleaner.     Represented  by  J.  C.  Mohr  and  W.  C.  Smith. 

Cleveland  Car  Specialty  Company,  Cleveland.  O. — Pressed 
steel  carlines  for  passenger  and  freight  equipment.  Rep- 
resented by  George  L.  Weiss.  W.  S.  Bidle.  B.  Haskell. 
J.  A.  Costello  and  George  B.  Maltby. 

Chicago  Pneumatic  Tool  Company,  Chicago,  111. — Franklin  air 
compressor.  Boyer  and  Keller  riveting  and  chipping  ham- 
mers. Little  Giant  piston  air  drills  in  several  sizes  with 
plain  and  Corliss  valves,  turbine  air  drills,  Duntley  electric 
drills,  grinders,  blowers,  hoists,  compression  riveter,  mag- 
netic oldman,  drilling  stands,  etc.  Represented  by  W.  O. 
Duntlev,  Thomas  Aldcorn.  W.  P.  Pressinger.  C.  B.  Coates, 
F.  C.  Severin.  G.  A.  Barden.  C.  E.  Walker,  B.  H.  Tripp. 
Charles  Booth  and  Howard  Small. 

Cleveland  Pneumatic  Tool  Company.  The.  Cleveland,  O. — 
Pneumativc  riveting  hammers,  chipping  and  calking  ham- 
mers, stone  and  scaling  hammers,  valve  grinder,  drills, 
reversible  and  non-reversible,  breast  drills,  Bowes'  auto- 
matic air  hose  couplings,  hose  and  holders-on.  Repre- 
sented by  H.  S.  Covey,  W.  J.  Greer,  C.  R.  Ely,  C.  A. 
Mclnturff,  Charles  F.  Palmer  and  Arthur  Scott. 

Cling-Surface  Company.  Buffalo.  X.  Y. — Cling-Surface  for  belts. 
Represented  by  William  D.  Young  and  Charles  F.  Chase. 

Coale  Muffled  Safety  Valve  Company.  Baltimore.  Md. — Stand- 
ard muffled  safety  valves  in  the  exhibit  of  the  Nathan 
Manufacturing  Company.     Represented  by  H.  C.  McCarty. 

i'm,.  Brass  Manufacturing  Company,  The,  Ansonia,  Conn. — 
Extruded  metals  in  great  variety  of  intricate  designs, 
especially  adapted  to  car  and'  railway  construction  and 
ornamentation;  also  for  use  in  electrical  and  other  ap- 
paratus. Represented  by  James  A.  Doughty,  E.  J.  Steele, 
William  W.  Cotter  and  William  H.  Rippere. 

Coe  Manufacturing  Company,  W.  H..  Providence.  R.  I. — Coe's 
gilding  wheels  and  ribbon  leaf.  Coe's  Hiburnish  bronze 
powders,  Coe's  Hiburnish  bronzing  liquid.  Represented 
by  Charles  H.  Bowers. 

Columbia  Xut  &  Bolt  Company,  Bridgeport,  Conn. — Samples  of 
the  Columbia  lock  nuts.     Represented  by  Fred  Atwater. 

Commercial  Acetylene  Company,  The,  New  York,  N.  Y. — 
Acetylene  safety  storage  system  as  applied  to  car  and  signal 
lighting,  locomotive  headlight,  etc..  car  lamps  and  brack- 


ets, signal  lamps,  locomotive  headlights,  tank  cut  open 
showing  asbestos  packing,  tanks  which  went  through  fire 
on  the  Delaware  Lackawanna  &  Western,  railway  ap- 
pliances. Represented  by  W.  P.  Hix,  Roger  J.  Faure, 
Oscar  F.  Ostby  and  C.  X.  Xeilson. 

Commonwealth  Steel  Company.  St.  Louis,  Mo. — Models  of 
transom  draft  gear  for  steel  cars,  transom  draft  gear  for 
wooden  cars.  Davis  counterbalanced  locomotive  driving 
wheel,  tiregraph  machine,  separable  body  bolster  for 
wooden  cars,  separable  body  bolster  for  steel  cars  and 
engine  and  tender  trucks.  Represented  by  Clarence  H. 
Howard,  H.  M.  Pflager.  George  H.  Howard  and  A.  R. 
Thomas. 

Consolidated  Car  Heating  Company.  Xew  York.  X".  Y. — Direct- 
steam  hot-water  and  low-pressure  car  heating  systems, 
steam  couplers,  steam  traps,  steam  valves,  McElroy  auto- 
matic electric  car  lighting  system  and  electric  heaters  and 
switches.  Represented  by  Francis  C.  Green.  Cornell  S. 
Hawley.  James  F.  McElroy,  William  H.  Fulton.  W.  S. 
Hammond.  Jr..  S.  B.  Keys.  C.  C.  Xuckols  and  T.  M.  May. 

Consolidated  Railw-ay  Electric  Lighting  &  Equipment  Com- 
pany. Xew  York.  X.  Y. — Showing  standard  D-type  gen- 
erator and  Kennedy  regulator  and  type  F  generator  and 
A  regulator,  in  operation,  and  several  types  of  storage 
battery,  Kennedy  system  of  axle  lights.  Represented  by 
Patrick  Kennedy,  J.  L.  Watson.  Thomas  L.  Maunt,  Chester 
Terry  and  Barton  H.  Grundy. 

Crocker-Wheeler  Company,  Ampere,  X.  J. — Form  I-F  field- 
weakening  motor  in  operation:  a  large  number  of  photo- 
graphs of  various  lines  of  motors  and  generators,  both 
alternating  and  direct  current.  Represented  by  H.  de  C. 
Hamilton,  Rodman  Gilder,  F.  B.  De  Gress,  H.  J.  Sage. 
L.  S.  Horner.  A.  L.  Doremus.  H.  L.  Patteson,  R.  J. 
Randolph,  Jr. 

Crucible  Steel  Company  of  America.  Pittsburg,  Pa. — All  kinds 
of  tool  steel  forgings,  Rex  "A"  twist  drills  and  bar  steel, 
cold  drawn  drill  rods,  wire  and  strips.  Represented  by 
I.  Basket-field,  M.  R.  Ferguson,  W.  A.  Gowing  and  B.  V. 
Maxwell. 

Curtain  Supply  Company.  Chicago,  111. — Forsyth  roller  tip  Xo. 
S6  fixtures,  Xo.  SS  ring  fixtures.  No.  89  ring  fixtures  with 
projecting  pins.  Keeler  eccentric  fixtures.  Burrowes  No. 
S3  fixtures,  Pantasote  curtain  material.  Crown  curtain 
material  and  Oakette  curtain  material.  Represented  by 
W.  H.  Forsyth.  A.  L.  Whipple  and  R.  F.  Hayes. 

Dahlstrom  Metallic  Door  Company.  Jamestown,  N.  Y. — All- 
steel  door,  interior  steel  car  trim.  Represented  by  O.  C. 
Reinecke.  Charles  Dahlstrom,  W.  H.  E.  Reinecke. 

Damascus  Brake  Beam  Company.  The.  Cleveland.  O. — Damas- 
cus beams  in  both  5  and  6  inch  sections  of  various 
weights,  forged  fulcrums  for  Damascus  beams,  Waycott 
trussed  beams  of  various  weights  for  freight  and  passen- 
ger equipment  and  adjustable  heads  for  Waycott  pas- 
senger beams.  Represented  by  Albert  Waycott  and  Philip 
T.  Handiges. 

Davis  Company.  The  John,  Chicago.  111. — Reducing  valves, 
back-pressure  valves,  pump  regulators,  air  regulators  and 
armored  hose.     Represented  by  George  F.  Hughson. 

Davis  Expansion  Boring  Tool  Company,  St.  Louis,  Mo. — Ex- 
pansion boring  tools.     Represented  by  Mr.  Moberly. 

Davis  Solid  Truss  Brake  Beam  Company,  Wilmington,  Del. — 
Brakebeams  and  brakebeam  testing  machine.  Repre- 
sented by  Nathan  H.  Davis.  Thomas  C.  Davis.  W.  C. 
DuComb.  Jr.,  and  H.  Dohl. 

Dearborn  Drug  &  Chemical  Works,  Chicago.  111. — Water 
purifying  reagents  and  exhibit  of  the  action  of  different 
kinds  of  boiler  waters  on  locomoitve  boiler  tubes.  Repre- 
sented by  Robert  F.  Carr,  George  R.  Carr.  D.  E.  Cain, 
J.  D.  Purcell  and  H.  G.  McConnaughy. 

Detroit  Hoist  &  Machine  Company,  Detroit,  Mich. — See  Pill- 
ing Air  Engine  Company. 

Detroit  Lubricator  Company.  Detroit.  Mich. — Three-feed  sec- 
tional lubricator,  three-feed  Xo.  21  lubricator,  with  new- 
type  gauge  glasses,  a  seven-feed  Xo.  61  lubricator  for 
superheated  steam  locomotives.  Represented  by  A.  B. 
Wetmore,  H.  J.  Lord,  John  Arnold.  A.  D.  Homard. 

Detroit  Seamless  Steel  Tubes  Company.  Detroit.  Mich. — De- 
troit locomotive  flues  and  Detroit  safe  ends.  Represented 
by  T.  H.  Simpson.  T.  N.  Motley,  Frank  H.  Clark  and  R.  B. 
Owen. 

Dickinson.  Paul,  Incorporated,  Chicago,  111. — Photographs  and 
full-sized  models  of  Dickinson  cast-iron  smokejacks,  venti- 
lators and  chimneys.  Represented,  by  A.  J.  Filkins,  E.  W. 
Hodgkins.  W.  A.  Bither  and  J.  A.  Meaden. 

Dill  Machine  Company,  T.  C,  Philadelphia,  Pa. — One  15-inch 
Dill  rapid-production  slotter  in  operation.  Represented  bv 
T.  C.  Dill,  Harry  Taylor  and  Robert  Russell. 

Dixon  Crucible  Company,  Joseph,  Jersey  City,  N.  J. — Dixon's 
silica-graphite  paint,  American  graphite  pencils,  Ticon- 
deroga  flake  graphite  lubricants,  plumbago  crucibles,  pipe- 


June  22.  1907. 


ELECTRIC    RAILWAY     REVIEW 


-". 


joint  compound,  graphite  air-brake  and  triple  valve  grease. 
and  graphite  greases  and  other  graphite  products  for 
railroad  use.  Represented  bv  C.  H.  Spotts.  L.  H.  Snvder. 
J.  J.  Tucker,  H.  A.  Xealley.  W.  A.  Housteu.  A.  C.  Bowles 
and  R.  A.  Brown. 

Dressel  Railway  Lamp  Works.  The.  New  York.  X.  Y. — Loco- 
motive headlights,  engine  signal  lamps  and  train  marker 
lamps.  Represented  by  F.  YV.  Dressel,  Robert  Black. 
F.  W.  Edmunds,  H.  S.  Hoskinson,  J.  M.  Brown.  E.  W. 
Hodgkins. 

Drouve  Company.  The  G..  Bridgeton.  Conn. — Anti-Pluvius  sky- 
light and  Lovell  window-operating  device.  Represented 
by  A.  C.  Bradley. 

Dudgeon.  Richard.  Xew  York.  X.  Y. — Thirty-ton  L'niversal 
jacks  of  the  railroad  type,  plain  type  and  claw  type:  30- 
ton  Universal  railroad  jack  of  the  independent  claw  type. 
40-ton  Universal  railroad  jack.  60-ton  independent  pump 
L'niversal  jack  and  test  pump.  Represented  by  James 
W.  Xelson.  W.  H.  Mathers  and  Frederick  Tenney. 

Duff  Manufacturing  Company.  The,  Pittsburg.  Pa. — Barrett 
track  and  car  jacks.  Duff  ball-bearing  screw  jacks  in  all 
sizes  and  capacities  up  to  75  tons.  Duff  roller-bearing  and 
cone-bearing  screw  jacks.  Barrett  and  Duff  journal  jacks 
and  traversing  jacks.  Represented  by  T.  A.  McGinley. 
George  A.  Edgin  and  P.  F.  Kobbe.  Jr. 

Edwards  Company.  O.  M..  The.  Syracuse.  X.  Y. — Models  illus- 
trating 30  designs  of  Edwards'  window  fixtures  and  1  de- 


water,  and  many  other  interesting  tests.  Represented  bv 
Thomas  H.  Downward  and  S.  F.  Osbourn. 

Farlow  Draft  Gear  Company.  Baltimore.  Md—  Models  of  the 
Farlow  twin-spring  draft  gear  as  applied  to  cars  of  the 
Great  Xorthern  Railway  and  Seaboard  Air  Line,  showing 
the  malleable  iron  draft  sill:  twin  spring  applied  to  chan- 
nel draft  sills  for  wooden  underframe  construction.  Far- 
low  attachments  in  combination  with  the  Westinghouse 
friction  barrel,  twin-spring  gear  applied  to  cast-steel  end 
sills.  Farlow  attachments  in  combination  with  the  Ses- 
sions friction  barrel,  twin-spring  gear  applied  to  channel 
sills  cut  off  from  a  wrecked  car.  Represented  bv  I.  O. 
Wright.  Dwight  F.  Mallory.  Bradley  S.  Johnson.  John  H. 
Farlow.  M.  A.  Garrett  and  C.  M.  Garrett. 

Fibrous  Paint  Company,  Inc..  Philadelphia,  Pa. — Adhesive. 
waterproof  and  flexible  paint.  Represented  by  Frank 
Davis.  H.  S.  McCartnev,  W.  L.  Corson.  Alfred  Voelker. 
B.  F.  Davis. 

Flannery  Bolt  Company,  Pittsburg.  Pa. — Several  sizes  of  Tate 
flexible  staybolts  and  tools  for  applying  them  to  locomo- 
tive boilers.  Represented  by  B.  E.  D.  Stafford,  J.  Rogers 
Flannery.  Harry  A.  Pike.  \Y.  M.  YVilscn  and  Tom  R.  Davis. 

Forsyth  Brothers  Company.  Chicago.  111. — Forsyth  buffing 
mechanism  for  passenger  equipment,  metallic  sash,  draft 
rigging  and  truck-actuated  drawbar  controlling  devices. 
Chaffee  drawbar  centering  devices.  Stucki  radial  drawbar 
centering  devices,  safety  deck  sash  ratchets,  all  metallic 


Atlantic  City  Convention   Facilities — -Exhibit  Booths  Along  the  Steel     Pier. 


signs  of  Edwards'  extension  platform  trap-door  fixtures, 
samples  showing  metal  windows  and  window  sash.  Ed- 
wards' tin  barrel-spring  rollers,  both  pawl  designs  and  the 
Edwards  special  ratchet  design,  with  roller  brackets,  both 
plain  and  worm  gear,  ana  samples  of  hardware  showing 
special  finishes  in  brass  and  bronze.  Represented  by 
Oliver  M.  Edward.  Edward  F.  Chaffee.  Franklyn  M. 
Xicholl.  C.  H.  Rockwell,  C.  L.  Eddy  and  George  G.  Xorris. 

Ehret  Magnesia  Manufacturing  Company,  Philadelphia,  Pa. — 
Samples  of  85  per  cent  magnesia  locomotive  laggings. 
Represented  by  \V.  A.  Macan. 

Electric  Storage  Battery  Company,  Philadelphia.  Pa. — Car 
lighting  cells,  all  kinds  of  single  cells,  types  D.  E  and  F. 
in  glass  jars.  Xew  York  Central  type,  for  electrified  steam 
roads.  Represented  by  E.  L.  Reynolds.  Charles  Blizzard. 
E.  H.  Hunt,  A.  Taylor  and  Robert  Hull. 

Falls  Hollow  Staybolt  Company.  Cuyahoga  Falls.  O. — Samples 
of  hollow  and  solid  staybolt  iron,  manufactured  of  a  blend 
of  imported  Swedish  and  native  high-grade  charcoal  iron 
stock,  samples  of  staybolt  iron  nicked  in  various  ways. 
and  broken  to  indicate  the  superior  quality  and  fibrous 
texture  of  Falls  hollow  and  solid  staybolt  iron,  and  sam- 
ples threaded  and  bent  double  flat  without  fracture.  Rep- 
resented by  ('.  M.  Walsh.  John  Livingstone.  F.  C.  Lippert 
and  W.  H.  Dangel. 

Flexible  Compound  Company.  Inc.,  The,  Philadelphia.  Pa. — 
Flexible  compound,  flexible  black  enamel  Xo.  75  iron  de- 
stroyed in  any  kind  of  acid  asked  for,  without  destroying 
paint  or  film,  all  kinds  of  acids  put  in  tissue  paper  nap- 
kins, water  boiled  in  tissue  paper  napkins  and  china  silk 
bags,  water  in  muslin  bags,  hundred  pounds  to  square 
foot,  hardwood  finishing,  flexible  paints  and  varnishes  on 
silks  and  muslin,  silk   transparent  signs,   painting  under 


weather  stripping  and  Forsyth  patent  car  seat  beaters. 
Represented  bv  George  H.  Forsyth  and  Louis  A.  Gray. 

Foster  Company.  The  Walter  H..  Xew  York.  X".  Y. — Landis 
universal  and  piston  rod  grinders  and  bolt  cutters.  Las- 
siter  staybolt  threading  machine  and  chaser  grinder,  and 
taper  bolt  cutter  heads.  Represented  by  Walter  H.  Fos- 
ter, Frank  H.  Robinson.  B.  D.  Jackson  and  George  R. 
Willis. 

Fox  Machine  Company,  Grand  Rapids.  Mich. — Fox  heavy  pipe 
or  flue  cutter,  Thomes  core  box  machine.  Fox  mitering 
machine.  Fox  milling  machine.  Fox  universal  wood  trim- 
mers. Fox  bench  type  trimmers,  patternmakers'  bench 
with  patent  vise,  and  Fox  adjustable  saw  dado  or  gaining 
heads.  Represented  by  George  Schow  and  S.  O.  Liv- 
ingston. 

France  Packing  Company.  Inc.,  Philadelphia,  Pa. — Metallic 
packing,  grease  cup.  fibrous  packing,  sheet  packing.  Rep- 
resented by  A.  W.  France,  L.  T.  Safford.  J.  K.  Rutherford. 

Franklin  Manufacturing  Company.  Franklin.  Pa. — Reinforced 
corrugated  asbestos  roofing  or  sheathing  asbestos  shingles 
in  assorted  colors,  asbestos  building  lumber,  K.  &  M.  85 
per  cent  magnesia  locomotive  lagging,  magnesia  pipe 
coverings,  asbestos  pipe  coverings,  asbestos  boards,  pa- 
pers, packings  and  textile  goods.  Ambler  asbestos  ring  air 
pump  and  throttle  packings,  asbestos  lumber  smoke  jacks, 
and  asbestos  roofings,  2  and  3  ply.  Represented  by  R.  J. 
Evans.  Wallace  W.  Johnson.  Geor^-  S.  Stuart.  Frederick 
Alford.  L.  B.  Melville,  C.  E.  Wade.  Charles  H.  Stringer 
and  W.  ('.  Walsh. 

Franklin  Railway  Supply  Company,  Franklin.  Pa.— Franklin 
automatic  locomotive  fire  door  and  fire  door  opener. 
Franklin  driving  box  lubricator.  Franklin  flexible  ball 
joint  for  steam,  air  and  oil  connections.  McLaughlin  flex- 


SIM 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  No.  23. 


ible  joint.  McLaughlin  lock  nut  and  Franklin  journal- 
bearing  replacement  jack.  Represented  bv  J.  S.  Coffin,  A. 
G.  Allen.  B.  H.  Haskell,  A.  G.  Elvin,  H.  S.  Hayward.  Jr.. 
B.  A.  Krenz.  J.  Sinkler  and  Paul  Weiler. 

Frost  Railway  Supply  Company.  Detroit. — Harvey  friction 
draft  spring  gear,  Harvey  permanent  stake  pocket.  Rep- 
resented by  Harry  W.  Frost,  George  L.  Harvey.  George  A. 
Cooper. 

Galena-Signal  Oil  Company,  Franklin,  Pa. — Booth  on  the  pier. 
Represented  by  J.  S.  Coffin.  E.  V.  Sedgwick.  Harry  Hillyer, 
J.  A.  Roosevelt,  William  Walsh.  William  Holmes.  E.  W. 
Grieves,  W.  O.  Taylor,  E.  G.  Johnson,  J.  S.  Patterson. 
J.  S.  Seeley  and  Alexander  Turner. 

Garlock  Packing  Company,  The,  Palmyra.  N.  Y. — Fibrous, 
metal  and  asbestos  packing,  hose,  pump  valves  and  all 
other  mechanical  rubber  goods  for  railroad  service.  Rep- 
resented bv  O.  J.  Garlock,  F.  W.  Griffith,  L.  E.  Adam, 
W.  R.  Haggart,  George  L.  McCabe,  F.  A.  Ebert,  E.  H. 
Morrison.  A.  J.  Boiling,  G.  A.  Wismer,  J.  N.  Todd,  E.  C. 
Adams,  J.  F.  Edmonds.  D.  Newhall  and  J.  E.  Johnson. 

Garvin  Machine  Company,  The,  New  York,  N.  Y. — No.  2  Gar- 
vin universal  milling  machine  with  new  design  dividing 
head.  Xo.  22  vertical  milling  machine  with  rotary  table. 
No.  14  vertical  spindle  milling  machine.  Garvin's  latest 
pattern  with  adjustable  rail,  Garvin  die  slotter,  four  sizes 
of  Garvin  straight-line  milling  machine  vises,  No.  2  Gar- 
vin automatic  tapping  machine.  Xo.  14  Garvin  plain  mill- 
ing machine  in  operation,  motor  driven,  column  type  mill- 
ers to  be  provided  with  the  Garvin  solid  top  and  extended 
knee.  Represented  by  George  J.  Thompson  and  Roy  Gar- 
vin. 

General  Electric  Company,  Schenectady,  N.  Y. — Booth  on  pier. 
Represented  by  F.  H.  Gale,  W.  J.  Clark,  J.  G.  Barry,  L.  R. 
Pomeroy,  R.  E.  Moore,  C.  C.  Peirce,  J.  J.  Mahoney,  E.  D. 
Priest.  A.  W.  Jones. 

Gisholt  Machine  Company,  Madison,  Wis. — Photographs  of 
standard  Gisholt  "Big  Bore"  lathe,  Gisholt  combination 
lathe,  a  chucking  and  bar  machine  with  spindle  capacity 
up  to  iy2  inches,  Gisholt  boring  mills  and  universal  tool 
grinder.  Represented  by  Stanley  G.  Hanks,  C.  W.  John- 
son, Ellis  F.  Muther,  J.  E.  Brandt. 

Gold  Car  Heating  &  Lighting  Company,  New  York,  N.  Y. — 
Improved  Gold  systems  of  car  heating  by  means  of  direct 
steam  apparatus,  as  well  as  hot-water  circulating  systems, 
and  a  very  simple  and  commendable  car-lighting  system 
using  acetylene  gas.  improved  steam  couplers,  automatic 
steam  traps,  temperature  regulators,  end  train  pipe  valves, 
locomotive  reducing  valve,  electric  heaters,  and  refriger- 
ator car-heating  apparatus.  Represented  by  Edward  E. 
Gold,  John  E.  Ward.  William  E.  Banks,  W.  H.  Stocks. 
Thomas  Fildes,  J.  M.  Stayman,  J.  O.  Brombaugh.  A.  E. 
Robbins,  Richard  Voges,  E.  B.  Wilson,  George  F.  Ivers. 
F.  E.  Weir  and  F.  A.  Purdy. 

Goldschmidt  Thermit  Company,  Xew  York,  X.  Y.— Thermit  for 
welding,  repairing  and  reheating  molten  iron ;  welded  sec- 
tions of  locomotive  frames,  trolley  rails,  wrought-iron 
pipes,  steel  castings,  etc.;  firebrick  molds  for  welding  loco- 
motive frames,  and  samples  of  nickel  thermit,  manganese, 
chromium,  molybdenum,  manganese-copper,  manganese- 
tin,  manganese-zinc,  ferro-vanadium  and  ferro-titanium. 
Represented  by  A.  M.  Guenther  and  W.  R.  Hulbert. 

Gould  Coupler  Company,  New  York,  N.  Y. — Freight  couplers, 
tender  couplers,  tender  buffers,  steel  platforms,  Crown 
truck  bolsters,  Crown  body  bolsters,  Gould  bolsters,  fric- 
tion draft  gear,  buffers  for  stub-end  cars,  vestibules, 
tandem  draft  gear  and  journal  boxes.  Represented  by 
F.  P.  Huntley,  S.  R.  Fuller,  Jr.,  C.  W.  Gould,  H.  N.  Loomis, 
T.  L.  McKeen  and  W.  F.  Richards. 

Greene,  Tweed  &  Co.,  New  York,  N.  Y—  Palmetto  air  pump 
and  throttle  valve  packings,  Favorite  reversible  ratchet 
wrench  and  Exacto  packing  gauge  and  cutter.  Repre- 
sented bv  H.  S.  Demarest,  F.  E.  Ransley  and  B.  M.  Bulk- 
ley. 

Grip  Nut  Company.  Chicago,  111. — A  full  line  of  square  and 
hexagon  shaped  grip  nuts,  XJ.  S.  standard  threads,  from 
%  inch  to  1%  inches,  and  a  line  of  semi-finished  hexagon 
nuts  for  locomotive  use.  Represented  by  E.  R.  Hibbard, 
J.  W.  Hibbard,  R.  S.  Wickersham  and  T.  F.  DeGarmo. 

Hale  &  Kilburn  Manufacturing  Company.  The.  Philadelphia, 
Pa. — Car  seats  of  all  kinds,  for  steam  railways  and  heavy 
electric  railway  cars.  •Xeverbreak"  pressed  steel  "Walk- 
over" seats,  ail-steel  and  fireproof  upholstered  seats  as 
adopted  for  about  400  steel  coaches  under  construction  at 
the  present  time,  and  reclining  and  revolving  parlor  car 
chairs.  Represented  by  H.  T.  Bigelow,  A.  F.  Old,  B.  F. 
Pilson  and  S.  A.  Walker. 

Hammond  Typewriter  Company,  The.  New  York. — Large  ma- 
chines for  payrolls  and  close  space  machines  for  special 
tabulated  work.  Represented  by  A.  G.  Kupetz.  Miss  L. 
Wright.   Miss   Stephenson. 

Hammett.   H.   G„   Troy,    X.   Y.— Trojan    metallic   packing   for 


piston  rods  and  valve  stems,  triple  valve  business  roller 
and  Sansom  bell-ringers.  Represented  by  H.  G.  Hammett 
and  J.  J.  Leigh  ton. 

Hanlon  Locomotive  Sander  Company.  The,  Winchester, 
Mass. — Locomotive  sandbox  with  Hanlon  sander  attached. 
Represented  by  J.  H.  Hanlon,  W.  J.  Hanlon  and  J.  W. 
Russell.  Jr. 

Hanna  Engineering  Works.  Chicago,  111. — Represented  on  pier 
by  Thomas  W.  Pangborn  Company  of  Xew  York,  show- 
ing a  pneumatic  compression  riveter  in  operation,  electric 
and  air  driven  screening  machines,  a  Xo.  2  sand  blast 
machine.     Represented  by  John  C.  Pangborn. 

Harrington  Son  &  Co..  Edwin,  Philadelphia,  Pa. — Peerless  spur 
gear  hoists,  screw  hoists,  plain  and  geared  travelers,  stay- 
bolt  threading  machine.  Represented  by  W.  J.  Somerset, 
E.  Van  Xote  and  J.  A.  Slaughter. 

Harrison  Dust  Guard  Company,  Toledo,  O. — Harrison  dust 
guard  in  various  sizes.  Harrison  driving  box  lubricators, 
cellar  lubricators,  Harrison  car  journal  lubricators.  Harri- 
son driving  box  cellars  and  Williams-Harrison  journal 
boxes  in  various  sizes.  Represented  by  Lacey  Y.  Will- 
iams and  Frank  B.  Harrison. 

Heath  &  Milligan  Manufacturing  Company,  Chicago,  111. — 
Reception  booth  on  the  pier.  Represented  by  E.  T.  Trigg, 
H.  O.  Quest,  W.  R.  Parker. 

Helwig  Manufacturing  Company,  St.  Paul,  Minn. — Helwig 
pneumatic  staybolt  clippers,  Helwig  reversible  pneumatic 
motors  (end  spindle  drills),  Helwig  portable  pneumatic 
grinders,  Helwig  improved  self-feeding  flue  expanders  and 
Helwig  pneumatic  hammers,  for  chipping,  calking  and 
riveting.     Represented  by  J.  Helwig  and  A.  Helwig. 

Hess-Bright  Manufacturing  Company,  The,  Philadelphia,  Pa. — 
Complete  axle  and  wheels  mounted  on  ball-bearings  as 
used  on  European  railways.     Represented  by  Henry  Hess. 

Hewitt  Electric  Company,  Cooper,  Xew  York. — Lamps  for 
shop  lighting.     Represented  by  M.  B.  Buckman. 

Hicks  Locomotive  &  Car  Works,  Chicago,  111. — Photographs 
and  woods,  one  passenger  coach.  Represented  by  George 
A.  Berry.  Elliott  C.  Smith  and  George  E.  Pratt. 

Hicks  Improved  Engine  Brake  Company,  Atlanta,  Ga. — Two 
engine  equipments  of  air  brakes.     Represented  by  James 

A.  Hicks  and  J.  H.  Bouchard. 

Hitner's  Sons  Company,  Henry,  Phialdelphia.  Pa. — Showing 
the  product  of  the  Kensington  Plate-Washer  Company. 
Represented  by  L.  Lewis. 

Home  Rubber  Company,  The,  Trenton,  X.  J. — X.  B.  O.  sheet 
packings,  steam  hose,  air  pump  packings,  pump  valves. 
Represented  by  A.  R.  Foley,  H.  M.  Royal.  C.  E.  Stokes. 

Homestead  Valve  Manufacturing  Company.  Pittsburg.  Pa. — 
Homestead  valve,  locomotive  blow-off  valve,  straightway 
valve,  3-way  valve  and  4-way  valve.  Represented  by 
P.  L.  Rhodes  and  W.  R.  Schuchman. 

Houghton  &  Co.,  E.  F.,  Philadelphia.  Pa. — Hydro-carbonated 
bone-black  for  case-hardening,  cutting  oils,  cutting  com- 
pound. Vim  cylinder  oils,  cosmolubric  engine  oils,  cosmic 
counter-corrodent,  tempering  oils,  lubricating  greases, 
Marck  railway  steam  trap,  Marck  steam  trap,  Vim  air 
brake  leathers.  Vim  hydraulic  leathers  and  Houghton  oil 
filter.  Represented  by  Fred  C.  Wilson,  A.  Everly  Car- 
penter, 2d,  and  A.  C.  Bass. 

Hunt-Spiller  Manufacturing  Corporation,  South  Boston,  Mass. 
— Cylinder  bushings,  cylinder  packing,  pistons,  piston 
valve  cages,  piston  valve  packing,  eccentrics,  eccentric 
straps,  driving  boxes,  shoes  and  wedges,  crosshead  shoes 
and  superheater  headers.  Represented  by  Walter  B. 
Leach  and  John  G.  Piatt. 

Independent  Pneumatic  Tool  Company,  Chicago,  111. — Thor 
pneumatic  reversible  and  non-reversible  piston  air  drills, 
reaming,  tapping,  fiue-rolling,  and  wood-boring  machines, 
pneumatic  one-piece  long-stroke  riveting  hammers,  pneu- 
matic chipping,  calking  and  beading  hammers,  cose-quarter 
piston  air  drills,  pneumatic  turbine  wood  saw  and  pneu- 
matic hose  couplings  in  operation.     Represented  by  James 

B.  Brady.  W.  O.  Jacquette,  R.  S.  Cooper,  J.  A.  Porter. 
J.  P.  Bourke,  Charles  Parsons,  R.  D.  Hurley,  R.  T.  Scott, 
J.  H.  Davis,  J.  D.  Hurley,  A.  B.  Holmes,  George  A.  Gal- 
linger  and  Campbell  Mathie. 

Indestructible  Fibre  Company,  The,  Xew  York,  X.  Y. — Deco- 
rated panels,  car  headlinings  and  ferryboat  partitions, 
samples  showing  methods  of  applying  decoration  and  sec- 
tion of  wainscoting  in  imitation  tile.  Represented  by 
John  Jolly,  R.  L.  McDuffie.  Jacob  Wendell,  Jr.,  H.  E. 
Olsterreich.  F.  C.  Field.  O.  Ferans. 

Invisible  Roll  Screen  Company,  Brooklyn.  X.  Y. — Invisible  roll 
screens  for  railway  coaches,  dining  cars,  private  cars, 
etc.,  to  screen  against  dust  and  smoke,  invisible  roll 
screens  for  railway  offices,  station  buildings,  dining-rooms, 
etc.,  to  screen  against  flies  and  mosquitos;  exhibit  in 
Hotel  Islesworth.     Represented  by  R.  A.  Bagnell. 

Jenkins  Bros.,  Xew  York,  X.  Y. — A  full  line  of  Jenkins  Bros.' 


June  22.  1S-07. 


ELECTRIC    RAILWAY    REVIEW 


825 


radiator  valves,  automatic  non-return  valve,  regular  and 
extra  heavy  brass  and  iron  body  globe  and  angle  valves, 
sheet  packing,  pump  valves  and  gasket  tubing,  car  heat- 
ing and  air  brake  discs  and  Jenkins  Bros.'  extra  heavy- 
gate  valves.  Represented  by  Arthur  C.  Langtson.  Joseph 
J.  Williams.  Charles  J.  Jackson  and  Charles  W.  Martin.  Jr. 

Johns-Manville  Company.  H.  W.,  New  York.  X.  Y. — Asbesto- 
sponge  felted  sectional  pipe  covering,  fire  felt,  fire  felt 
train  pipe  covering,  SO  per  cent  magnesia  pipe  covering, 
vitribestos  pipe  covering,  vitribestos  smokejacks,  asbestos 
fire  felt  and  S5  per  cent  magnesia  locomotive  lagging, 
asbestos  cement  felting,  S5  per  cent  magnesia  cement,  high 
and  low  pressure,  hot  and  cold  water  pipe  covering.  J-M 
asbestos  roofings,  air  pump  packings,  asbestos  steam 
packings,  asbestos  sheet  packings,  vulcabeston  packings, 
asbesto-metallic  flange  gaskets,  all  kinds  of  fire-resisting 
cements,  electrical  insulating  materials,  Xoark  fuses,  fire 
extinguishers,  refrigerator  and  produce  car  insulating 
material.  Represented  by  H.  O.  Fettinger,  E.  C.  Sawver, 
John  H.  Trent,  W.  F.  Taylor,  E.  M.  Gilmore.  J.  C.  Young- 
love.  C.  E.  Murphv.  J.  W.  Allan,  F.  G.  Corbin  and  J.  E. 
Meek. 

Justice  &  Co..  Philip  S..  Philadelphia,  Pa. — Forty-ton  Reliance 
hydraulic  jacks,  20-ton  Reliance  hydraulic  jacks,  15-ton 
Reliance  hydraulic  car  box  jack,  all  lowered  by  thumb- 
key,  and  Justice  spike  puller.  Represented  by  Philip 
Justice  Mitchell  and  O.  L.  Wright. 

Kalamazoo  Railway  Supply  Company,  Kalamazoo,  Mich. — Root 


Koppel  Company.  Arthur.  Xew  York.— Industrial  railwav  track 
material.     Represented  by  Henry  Robiczek. 

Kinnear  Manufacturing  Company.  The.  Columbus,  O  — 
Wood  slat  rolling  door  for  roundhouses,  steel  slat  rolling 
door  for  shops,  power  houses  and  freight  houses.  Repre- 
sented by  F.  B.  Billheimer  and  F.  C.  Schmidt. 

Landis  Machine  Company.  Waynesboro.  Pa. — One  2-inch 
double-head  bolt-cutting  machine  and '  staybolt  cutter, 
showing  staybolt  machine  without  using  the  lead  screw, 
different  styles  of  dies  for  cutting  special  threads.  Speci- 
men of  staybolt  cut  without  using  a  lead  screw,  showing 
accurate  pitch.  Xumerous  samples  of  work  showing  spe- 
cial threads  and  many  operations  of  interest,  capable  only 
of  being  done  on  the  Landis  die.  Represented  by  J.  G. 
Benedict  and  H.  L.  Fisher. 

Landis  Tool  Company.  Waynesboro,  Pa. — Xo.  16  gap  grinder 
and  Xo.  1%  universal  grinder.  Represented  bv  T.  H. 
King. 

Lang  Company,  G.  R.,  Meadville,  Pa. — T-bolt  heads  for  planers 
and  boring  mills.     Represented  by  George  R.  Lang. 

Latrobe  Steel  &  Coupler  Company.  Philadelphia.  Pa. — Latrobe 
freight  coupler,  Melrose  freight  coupler,  Chicago  freight 
coupler,  Latrobe  Lewis-Seley  engine  coupler.  Goodman 
wrecking  hook  and  cast-steel  drawbar  yoke.  Represented 
by  W.  L.  Jacoby,  Jay  G.  Robinson,  W.  X.  McMunn  and 
E.  O.  Warner. 

Lawrence    Manufacturing   Company,    Philadelphia,    Pa. — Ami- 


MiSSii 


^jg- Ml  ;T!f 


■  ■ 


Atlantic  City  Convention  Facilities — Exhibit  Booths  Along  the  Steel   Pier. 


locomotive  spring  snow  scraper,  Moore  track  drills,  bond- 
ing drills,  with  new  chuck,  flat  drills,  Kalamazoo  veloci- 
pede and  hand-car  wheels  in  three  sizes.  Represented 
by  F.  X.  Root. 

Kansas  City  Railway  Foundry  Company,  Kansas  City.  Kan. — 
Rogers  journal  box,  open  end  box,  wastebox  and  engine 
cellars.  Fisher  grain  door.  Represented  by  A.  F.  Reitz. 
J.  A.  Kennedy. 

Kelly-Arnold  Manufacturing  Company,  Wilkesbarre.  Pa. — 
Automatic  air  and  steam  connector  for  use  on  passenger 
cars,  automatic  air  connector  for  freight  service,  auto- 
matic device  for  detaching  connector  from  draft  coupler, 
flexible  metal  conduits,  auxiliary  connections  for  gum 
hose.  Represented  by  George  F.  Royer,  George  E.  Kelly 
and  John  J.  O'Donnell. 

Kent  &  Co..  Edwin  R..  Chicago.  111. — Tool  steel,  high-speed 
twist  drills,  high-speed  improved  milling  cutters,  high- 
speed improved  flat  drill  chucks.  Represented  bv  Edwin 
R.  Kent.  J.  T.  Stafford.  W.  E.  Xagle. 

Keystone  Lubricating  Company,  Philadelphia,  Pa. — Keystone 
lubricating  grease  in  its  various  densities  and  forms  of 
application  for  various  purposes,  such  as  engine  lubrica- 
tion, for  shafting  purposes  and  general  machine  lubri- 
cation. Represented  by  H.  A.  Buzby,  Charles  A.  Hopper 
and  H.  L.  Carpenter. 

Keystone  Drop  Forge  Works.  Chester,  Pa. — Keystone  connect- 
ing link.  Keystone  safety  shackle  hook,  boiler  jaws,  tank 
lugs,  driving  spring  links  and  keys  and  other  special  loco- 
motive and  car  forgings.  Represented  by  George  H. 
Berlin. 

K.  'one  Xut  Lock  Manufacturing  Company,  Pittsburg,  Pa. — 
Smith  nut  locks.  Represented  by  William  M.  Smith, 
YV.  M.  Simmons. 


waste  grabber  Filion  folding  vestibule  trap.    Represented 
by  V.  O.  Lawrence  and  Xat  P.  Lane. 

Lawrenceville  Bronze  Company.  Pittsburg.  Pa. — Malleable 
bronze  castings,  phosphor  bronze  ingots,  journal  bearings, 
driving  boxes,  and  side  rod  brasses.  Represented  by  Ed- 
ward Kerr,  C.  B.  Ault. 

Livezey,  John  R.,  Philadelphia.  Pa. — Sheet  and  granulated 
cork  for  cold  storage  work  and  refrigerators,  cork  pipe 
covering  for  cold  pipes,  asbestos,  air-cell  coverings,  etc.. 
for  steam  and  exhaust  pipes,  hard  pressed  cork  for  elec- 
trical insulation  and  flooring,  models  of  cold-storage  con- 
struction. Represented  by  John  R.  Livezey  and  Harry  E. 
Souder. 

Locomotive  Stoker  Company.  Chicago.  111. — Strouse  locomotive 
stokers.     Represented  by  C.  A.  Street.  James  Elder. 

Lodge  &  Shipley  Machine  Tool  Company,  The.  Cincinnati,  O. — 
2  1-inch  by  12-foot  patent  head  standard  screw-cutti' 
gine  lathe,  driven  by  10-horsepower  General  Electric  2  to  1 
variable  speed  motor.  450  to  900  R.  P.  M.     Represented 
by  R.  G.  English  and  R.  D.  Betts. 

Lord  Company.  George  W..  Philadelphia.  Pa. — Boiler  com- 
pounds. Represented  by  V.  O.  Lawrence,  J.  E.  Doughty 
and  Nat  P.  Lane. 

Love  Brake  Shoe  Company,  Chicago.  111.— Armbrust  car  and 
driver  brakeshoes  and  driver  brakeheads.  Represented 
bv  C.  W.  Armbrust.  H.  G.  Fuchs.  W.   H.  Colebrook. 

Lucas  &  Co..  John.  Philadelphia.  Pa.— Comical  mirrors,  coach 
colors.  Represented  by  William  C.  McMullin,  E.  W. 
Storey  and  H.  A.  Clark. 

Mason  Regulator  Company,  The.  Boston,  Mass.  Mason  loco- 
moti-  us  valves.   Mason  air  pump   governors,   Ma- 

son pump  pressure  regulators.  Mason  elevator  pump  pres- 
ilators,    .Mason   damper   regulators,    Mason    belt 


826 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  25. 


shifters.  Mason  steam  pump  speed  governors.  Mason 
steam  pump  gravity  tank  regulators,  Mason  by-pass  or 
water  relief  valves  for  power  and  electric  pumps  and 
Mason  steam  pump.  Represented  by  William  B.  Mason 
and  F.  A.  Morrison. 

Massachusetts  Mohair  Plush  Company,  Boston,  Mass. — Car 
seats  covered  with  mohair  plush  in  various  colors  and 
figures,  articles  showing  various  stages  of  manufacture  of 
plush,  samples  of  different  kinds  and  qualities  of  plush, 
photographs  of  plush  mill  in  operation.  Represented  by 
J.  S.  Seabury  and  W.  D.  Sawyer. 

McConway  &  Torley  Company,  The,  Pittsburg,  Pa. — Janney 
"X,"  Kelso  and  Pitt  freight  couplers,  various  designs  of 
passenger  car  and  tender  couplers,  Buhoup  3-stem  passen- 
ger equipment  applied  to  standard  steel  platform,  and 
samples  of  miscellaneous  steel  castings  tor  railroad  work. 
Represented  by  E.  M.  Grove,  William  McConway,  Jr., 
H.  C.  Buhoup,  I.  H.  Milliken,  Stephen  C.  Mason  and  G.  W. 
McCandless. 

Metal  Plated  Car  &  Lumber  Company,  New  York  City. — Brown 
metallic  window  strip.     Represented  by  Garrett  Burgert. 

McCord  &  Co.,  Chicago,  111. — McCord  journal  box,  McCord 
draft  gear,  McCord  spring  dampener,  McKim  gasket,  force 
feed  locomotive  lubricator.  Represented  by  J.  A.  Lamon, 
W.  .J.  Schlacks,  Clive  Runnells,  J.  W.  Cain,  H.  H.  Newsom, 
D.  J.  McOsker,  W.  G.  Dunham,  Morrill  Dunn,  I.  A.  Randel. 

Mcllvain  &  Co.,  J.  Gibson,  Philadelphia,  Pa. — Samples  of  white 
metal,  phosphor  bronze  and  German  silver.  Represented 
by  T.  A.  Dalton,  J.  Gibson  Mcllvain,  Jr. 

Merchant  &  Evans  Company,  Philadelphia,  Pa. — Star  ventilat- 
ors, babbitt  metal.     Represented  by  W.  C.  Thomas. 

Michigan  Lubricator  Company,  Detroit.  Mich. — One  5-feed 
bullseye  locomotive  nickel  lubricator  and  trimmings  for 
same,  one  4-feed  quadruple  nickel  by-pass,  one  triple-feed 
nickel  lubricator,  sectionized  parts  of  the  bullseye  and 
by-pass  bullseye  lubricators,  one  by-pass  triple  lubricator, 
new  type  with  stand,  one  1%-pint  double  bullseye  nickel 
with  round  observation  glass,  one  quart  double  bullseye 
nickel  lubricator  with  oblong  observation  glass,  one  1-pint 
duke  nickel  with  gauge  glass  two  stationary  lubricators, 
one  applied  with  the  automatic  valve,  automatic  valves, 
locomotive  automatic  valves,  new  automatic  drain  stems, 
nickel,  one  angle  nut  steam  chest  plug,  one  nickel-plated 
wrench  for  same.  Represented  by  John  B.  Corliss  and 
W.  E.  Bryant. 

Modoc  Soap  Company,  Philadelphia,  Pa. — Soaps  for  cleaning 
cars,  demonstration  daily  on  the  exhibit  tracks.  Repre- 
sented by  Henry  Roever,  J.  D.  Holtzinger. 

Morgan  &  Wright,  Detroit  Rubber  Works,  Detroit,  Mich. — 
White  steel  sheet  packing,  Morganite  throttle  stem  pack- 
ing, triangle  piston  rod  packing,  air-brake  steam  hose  and 
car-heating  hose,  engine  and  tender  hose,  matting.  Rep- 
resented by  Hudson  Dickerman. 

Moran  Flexible  Steam  Joint  Company,  Louisville,  Ky. — Moran 
flexible  joints  for  steam,  air,  gas  and  liquid,  trolley  con- 
troller.    Represented   by    C.    H.   Jenkins. 

Nathan  Manufacturing  Company,  New  \ork. — Injectors,  lubri- 
cators, boiled  checks,  oil  cups,  steam  fire  extinguishers, 
boiler  tester  and  washer,  feedwater  strainers,  locomotive 
whistles  and  boiler  fittings,  Coale  muffler  and  safety 
valves.  Represented  by  E.  S.  Toothe,  J.  C.  Currie,  J.  E. 
Miner,  Charles  Kearns,  San  ford  Keeler  and  L.  Minetree. 

National  Brake  &  Electric  Company,  Milwaukee,  Wis. — Motor- 
driven  portable  air  compressor  outfit  mounted  on  steel 
frame  truck — in  operation;  also  latest  oil  pneumatic  gov- 
ernor, sectional  motor-driven  compressors,  engineer's 
valve  and  emergency  valve  for  air-brake  equipment.  Rep- 
resented by  J.  T.  Cunningham,  W.  H.  Goble,  F.  E.  Hun- 
tress, W.  M.  Bisel,  C.  N.  Leet,  R.  P.  Tell,  S.  I.  Wailes  and 
Bert  Aikman. 

National  Lock  Washer  Company,  The,  Newark,  N.  J. — Car 
curtains,  curtain  fixtures,  sash  locks,  sash  balances  and 
window  fixtures  operating  on  full  size  models;  also  sam- 
ples of  nut  locks  for  all  sizes  of  bolts.  Represented  by 
F.  B.  Archibald,  W.  C.  Dodd,  Daniel  Hoyt  and  John  B. 
Seymour. 

National  Malleable  Castings  Company,  The,  Cleveland,  O. — 
Tower  and  Climax  couplers  for  freight,  passenger  and  loco- 
motive equipment,  special  exhibit  of  coupler  repair  parts, 
special  exhibit  of  coupler  pivot  pins,  National  safety  car 
door  fasteners.  Represented  by  S.  L.  Smith,  ,1.  V.  Davi- 
son, F.  R.  Angell,  J.  H.  Jaschka,  J.  A.  Slater,  K.  R.  John- 
ston, L.  S.  Wright,  George  V.  Martin,  H.  D.  Hammond, 
C.  L.  Johnston,  M.  C.  Pilson  and  R.  T.  Hatch. 

National  Patent  Holding  Company,  Chicago,  111. — White  bolt- 
less  sectional  piston  head,  Atlas  side  bearing.  Atlas  center 
bearing,  National  boiler  washing  system,  National  case- 
hardening  compound.  Represented  by  W.  White  and 
Frederick  A.  Lester. 

National   Roofing  Company,   Tonawanda,   N.  Y. — National  as- 


phalt roofing.  Represented  by  F.  A.  Fuller,  Morris 
Ayrault. 

National  Tube  Company,  Pittsburg,  Pa. — Carload  of  6-inch  pipe 
loaded  on  a  gondola  car  to  show  the  method  of  service  of 
the  tubular  telescopic  side  stakes.  Represented  by 
George  N.  Riley,  L.  R.  Phillips,  E.  D.  Giberson,  J.  F.  Town- 
send,  J.  G.  Bateman. 

Nernst  Lamp  Company,  Pittsburg,  Pa. — Display  of  Nernst 
lamps.     Represented  by  John  Sorber. 

Newman  Clock  Company,  Chicago,  111. — Watchman's  portable 
clocks.  Represented  by  A.  A.  Newman  and  August 
Nanz,  Jr. 

New  York  Air  Brake  Company,  New  York. — Automatic  air 
and  steam  connector  (Forsyth  patent).  Represented  bv 
W.  T.  Henry,  J.  E.  Forsyth,  C.  P.  Lovell,  H.  F.  Bickei, 
W.  N.  Campbell,  E.  F.  Wentworth  and  William  Owens. 

Norton,  A.  O.,  Inc.,  -Boston,  Mass. — Genuine  Norton  bridge, 
journal  and  car  jacks.  Represented  by  Harry  A.  Norton, 
Joseph  O.  St.  Pierre,  B.  B.  Terrill,  F.  L.  Gormley,  F.  M. 
Twombly,  A.  O.  Norton  and  Charles  G.  Erickson. 

Norton  Company,  Worcester,  Mass. — Alundum  grinding  wheels 
and  specialties,  India  oilstones,  alundum  grain  for  polish- 
ing. Represented  by  George  C.  Montague,  Arthur  C. 
Scott  and  George  A.  Stone. 

Norton  Grinding  Company,  Worcester,  Mass. — One  electrically 
driven  "gap  table"  grinding  machine,  for  railway  work,  in 
operation,  pair  of  steel  car  wheels  revolving  on  their 
journals,  to  show  the  accuracy  with  which  these  are 
ground  by  Norton  wheel-grinding  machine.  Represented 
by  Hiram  Cushworth  and  Hans  Wickstrom. 

Norvell-Shapleigh  Hardware  Company,  St.  Louis,  Mo. — Display 
of  the  company's  special  brand  Diamond  Edge  tools  of  all 
kinds,  including  axes,  hatchets,  saws,  ship  augers,  files, 
also  a  line  of  shovels  and  scoops,  showing  evolution  of 
1 -piece  Conqueror  shovel.     Represented  by  Joe  C.  Reed. 

Ohio  Brass  Company,  The,  Mansfield,  O. — Tomlinson  auto- 
matic radial  car  coupler,  Nichols-Lintern  pneumatic  track 
sander,  Lintern  electric  car  signal  system.  Represented 
by  J.  S.  Hamlin,  F.  A-  Strail,  N.  Shute,  R.  M.  Campbell. 

Oil  Well  Supply  Company,  Pittsburg,  Pa. — Railroad  special 
globe  and  angle  valves.     Represented  by  Joseph  C.  Bruff. 

Ostermann  Manufacturing  Company,  Chicago  111. — The  Oster- 
mann  grain  door.     Represented  by  R.  B.  Kadish. 

Otis  Company,  Spencer,  Chicago,  111. — Tubes  made  by  the 
Tyler  Tube  &  Pipe  Company,  Hutchins  Car  Roofing  Com- 
pany's roofs.  Solid  Steel  Tool  Company's  forgings.  Repre- 
sented by  Spencer  Otis.  William  Baker,  H.  H.  Hart, 
William  Latta,  Jr. 

Pantasote  Company,  The,  New  York. — Samples  of  Pantasote 
in  car  seats  and  curtains.  Represented  by  John  M.  High, 
D.  E.  Bonner. 

Parker  Car  Heating  Company,  Ltd.,  The,  London,  Ont,  Can- 
ada.— Parker  anti-freezing  and  hot  water  system  for  rail- 
way cars.  Represented  by  Thomas  Parker,  J.  M.  McEvoy, 
J.   C.   Duffield  and  C.   S.   Parker,   Jr. 

Pels  &  Co.,  Henry,  68  Broad  Street,  New  York  City. — Johns' 
patent  beam  shears,  Johns'  patent  plate  shears,  Werner's 
hand  power  punch,  Werner's  hand  power  bar  cutter,  roller 
trestles.     Represented  by  Ingo  Maddaus  and  W.  L.  Kerlin. 

Penn  Steel  Casting  &  Machine  Company,  Chester,  Pa. — Loco- 
motive cast-steel  cylinder,  high-pressure  steam  valves. 
Represented  by  W.  S.  Bickley  and  T.  Burd  Zell. 

Perry  Side,  Bearing  Company,  Chicago,  111. — Side  bearings 
after  three  years'  use  under  237,000  pounds,  industrial 
cranes  on  Pennsylvania  Railroad,  passenger  bearings  after 
130,000  miles  on  104,000-pound  body  observation  car,  C.  & 
N.  W.,  also  full  set  of  all  styles  and  types  Perry  bearings. 
Represented  by  H.  M.  Perry,  E.  A.  Laughlin  and  J.  H. 
Sewall. 

Phillips  Laffitte  Company,  The,  Philadelphia,  Pa.— The  Laffitte 
welding  plates,  welding,  tempering  and  brazing  powders. 
Represented  by  J.  J.  H.  Phillips. 

Phillips  Sons  &  Co.,  F.  R.,  Philadelphia,  Pa.— Velos  high- 
speed steel  and  twist  drill  made  by  the  Walter  Spencer 
Company,  Sheffield,  England.  Represented  by  F.  Rees 
Phillips  and  E.  D.  Manley. 

Pilling  Air  Engine  Company,  Detroit,  Mich. — Locomotive  turn- 
table mule,  pneumatic  geared  hoists.  Represented  by  J.  C. 
Pilling. 

Pittsburg  Automatic  Vise  &  Tool  Company,  The,  Pittsburg, 
Pa. — The  Pittsburg  double  swivel  machinists'  vises,  the 
Pittsburg  single  swivel  machinists'  vises,  the  Pittsburg 
double  swivel  pipe  vises,  the  Pittsburg  portable  pipe 
vises,  the  Pittsburg  double  swivel  woodworkers'  vises,  the 
Pittsburg  Ysiad  woodworkers'  vises,  the  Pittsburg  auto- 
mobile and  motor  boat  vises,  the  Pittsburg  jewelers'  vises, 
the  Pittsburg  single  swivel  pipe  attachments,  one  very 
large  vise  weighing  695  pounds  and  having  a  jaw  opening 
of  15  inches.     Represented  by  G.  P.  Blackiston. 

Pittsburg  Equipment  Company,  Pittsburg,  Pa. — One  cast-steel 


Juno  22,  1907. 


ELECTRIC    RAILWAY    REVIEW 


SL'T 


side  frame,  one  cast-steel  column  casting,  one  built-up 
bolster  with  cast-steel  hook  ends,  models  of  cast-steel 
draft  carrier,  three-piece  side  frame  truck  bolster,  roller 
center  plates  and  side  bearings.  Represented  by  O.  S. 
Pulliam  and  H.  V.  Seth. 

Pyle-National  Electric  Headlight  Company,  Chicago,  111. — 
Ladies'  rest  room  in  handsome  booth  on  the  Steel  pier. 
Represented  by  Mark  A.  Ross.  J.  W.  Johnson  and  H.  W. 
Within  gton. 

Ralston  Steel  Car  Company,  The,  Columbus,  O. — Ralston  gon- 
dola dump  car,  Ralston  steel  underframe.  Represented  bv 
J.  S.  Ralston.  J.  D.  Ellison.  A.  G.  Hollingshead,  L.  C. 
Brown,  J.  L.  Connors.  J.  E.  Tesseyman  and  C.  W.  Martin. 

Refined  Iron  &  Steel  Company,  Pittsburg,  Pa. — Staybolt.  en- 
gine bolt,  muck  bar  and  other  irons.  Represented  by 
J.  C.  Denoon.  H.  F.  Gilg,  W.  A.  Stubblebine. 

Republic  Railway  Appliance  Company.  St.  Louis. — Republic 
friction  draft  gear.  Represented  by  C.  S.  Shallenberger, 
H.  T.  Curd. 

Restein  Company.  Clement.  Philadelphia,  Pa. — All  kinds  of 
steam  and  hydraulic  packings  for  locomotive  and  general 
shop  use.     Represented  by  Norman  Miller. 

Riverside  Metal  Company.  Riverside,  N.  J. — Cold  rolled  sheets 
of  white  metal,  phospor  bronze  and  German  silver,  German 
silver  and  phosphor-bronze  wire  and  coil  stock,  phosphor- 
bronze  rope,  phosphor-bronze  and  nickel  castings,  phos- 
phor-bronze tubes.  Represented  by  W.  P.  McGlynn,  H.  W. 
Berroth,  L.  J.  Kane,  W.  K.  McGlynn. 

Rockwell  Engineering  Company,  New  York. — Oil  furnaces  for 


frame  punch,  motor  driven  with  36-inch  throat  and  capac- 
ity to  punch  %-inch  hole  in  %-inch  material,  working 
model  of  Ryerson  flue  cleaning  machine,  capacity  to  clean 
500  boiler  tubes  up  to  24  feet  long  at  one  time,  working 
model  of  Continental  boiler  with  Morison  corrugated  fur- 
naces. Represented  by  Gilbert  II.  Pearsall,  Edward  T. 
Hendee  and  Austin  M.  Mueller. 

Safety  Car  Heating  &  Lighting  Company,  New  York,  X.  Y. — 
Improved  mantle  lamps,  flat  flame  lamps  and  single  mantle 
lamp  of  loo  candlepower,  models  showing  straight  steam 
and  hot  water  heating  systems,  steam  couplers,  traps  and 
valves,  buoy  lantern.  Represented  by  R.  M.  Dixon.  D.  W. 
Pye.  E.  F.  Slocum.  J.  S.  Henry.  YV.  H.  Hosper.  William 
St.  John,  George  E.  Hulse,  W.  L.  Garland,  C.  B.  Adams, 
M.  T.  Elliot.  H.  J.  McMinn.  Lewis  Judge,  YV.  I.  Thompson 
A.  Sebold.  George  H.  Chadwell. 

Schoen  Steel  Wheel  Company.  Pittsburg.  Pa. — Method  of  mak- 
ing the  Schoen  wheel,  showing  steel  slab,  first  and  second 
forging  and  finished  rolled  wheel,  steam  and  electric  wheel 
unmounted,  also  mounted  wheels  on  axle  that  have  been 
in  service.  Represented  by  Charles  T.  Schoen,  M.  R. 
Jackson  and  X.  B.  Trist. 

Schutte  &  Koerting  Company.  Philadelphia,  Pa. — Injectors  and 
injector  regulating  attachment  (also  sectional  injector), 
check  valve,  steam  stop  valve,  gate  valve,  globe  valves 
and  check  valves,  sectional  stop  check  valve,  balanced 
lever  valve,  hand  test  pump,  syphons,  automatic  eductor, 
trip  valve.     Represented  by  S.  C.  Smith. 

Scullin-Gallagher  Iron  &  Steel  Company,  St.  Louis.  Mo. — Booth 


Atlantic  City  Convention   Facilities — Exhibit  Booths  Along  the  Steel    Pier. 


brass  melting,  flue  welding,  rivet  heating,  bolt  heating, 
case-hardening,  forging,  etc.  Represented  by  F.  S.  Garrett 
and  W.  S.  Quigley. 

Roadhouse  Steam  Coupler  Company.  Detroit,  Mich. — Coupler 
for  steam  hose.  Represented  by  W.  L.  Kelley,  A.  L. 
Sellers,  N.  F.  Roadhouse. 

Robinson  Company,  The,  Boston,  Mass. — Robinson  exhaust 
nozzle,  device  for  protecting  air  strainers,  wrecking 
anchor.  Represented  by  Charles  L.  Snow,  Frank  Robin- 
son and  Frederic  Parker. 

Rostand  Manufacturing  Company,  Milford,  Conn. — Baggage 
racks.  Represented  by  Frank  Barbey,  P.  N.  Landine, 
George  H.  Bryant,  W.  B.  McCarlln 

Rutherford  Automatic  Connector  Company,  Chicago,  111. — 
Automatic  connector  for  air,  steam  and  signal  hose  on 
cars  and  engines.  Represented  by  F.  H.  Rutherford  and 
C.  H.  Carman. 

Rubberset  Brush  Company,  The,  Newark,  X.  J. — "Rubberset" 
paint  and  varnish  brushes.  Represented  by  A.  L.  Holtz- 
man  and  T.  B.  Denton. 

Russell.  Burdsall  &  Ward  Bolt  &  Nut  Company,  Port  Chester, 
X.  Y. — Steel  nuts  and  bolts,  special  nuts  for  locomotives. 
all  finished  screw  products.  Represented  by  John  Abel, 
\V.  S.  Comly,  Robert  Cook,  R.  J.  Snyder,  C.  B.  James. 

Ruud  Manufacturing  Company,  Pittsburg,  Pa. — Automatic  gas 
water  heaters.     Represented  by  Charles  F.  Bartlett. 

Ryerson  &  Son,  Joseph  T.,  Chicago,  111. — Lennox  rotary  bevel 
shear  in  operation,  beveling  steel  plates,  angles,  etc.,  up  to 
%  Inch  in  thickness,  motor-driven,  Ryerson  portable  auto- 
matic key  seating  machine  in  operation,  cutting  key-ways 
in  nickel  steel  locomotive  axles,  Cleveland  vertical  solid 


nicely  fitted  up  as  rest  room,  with  chairs,  etc.,  for  the 
convenience  of  visitors.  Represented  by  S.  M.  Dolan. 
Thomas  M.  Gallagher,  P.  J.  Howard,  B.  V.  H.  Johnson. 
G.  B.  Longstreth,  J.  V.  McAdam,  F.  L.  Norton  and  R.  H. 
Weatherly. 

Sectional  Grain  Door  Company,  Indianapolis,  Ind. — Grain  door. 
Represented  by  A.  E.  Dennison. 

Sellers  &  Co.,  William,  Inc..  Philadelphia.  Pa. — Xon-lifting 
injector  and  attachments  operating  under  steam,  lifting 
injectors,  boiler  checks,  locomotive  feedwater  strainer. 
Represented  by  Strickland  L.  Kneass,  John  D.  McClintock 
and  Franklin  Martin. 

Shelby  Steel  Tube  Company.  Pittsburg,  Pa. — Seamless  link 
bushing  material,  seamless  locomotive  flues,  welding  dem- 
onstrations, Shelby  seamless  steel  locomotive  bells.  IT 
in  number,  representing  each  note  in  musical  scale,  sus- 
pended from  Shelby  seamless  tube  tree,  each  bell  being 
electrically  connected  with  keyboard  so  that  musical 
selections  can  be  produced.  Represented  by  H.  S.  White, 
H.  A.  Flagg,  J.  E.  Minetree  and  C.  H.  Wood. 

Sherwin-Williams  Company,  The.  Cleveland,  O. — Locomotive 
finishes,  car  body  system,  steel  coach  finishes  and 
enamels,  varnishes  and  dry  colors,  railway  specialties, 
rattan  seat  enamel,  handcraft  stains,  metal  paints,  Rep- 
resented by  W.  B.  Albright,  E.  M.  Richardson,  Thomas 
Madill.  J.  H.  Bames,  F.  A.  Elmcpiist  and  E.  M.  Williams. 

Simplex  Railway  Appliance  Company,  Chicago,  111. —  (See 
American  Steel  Foundries.) 

Societe  Generalc  des  KYeins  Lipkowski,  Paris,  Prance.  Chap 
sal-Saillot's  long  freight  train  brake.  The  same  brake  is 
used  on  the  Western  Railway  of  France,  and  to  be  tried 


828 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  25. 


on  the  Northeastern  of  England.  Represented  bv  A. 
Saillot. 

S prague  Electric  Company,  New  York  City. — Air  brake  hose. 
signal  line  hose,  car  heating  hose,  pneumatic  tool  hose: 
all  these  covered  with  Sprague  Electric  Company's  flexi- 
ble steel  armor.  Represented  by  Allan  C.  Bakewell,  E.  E. 
Ruete  and  W.  A.  Treat. 

Standard  Coupler  Company,  New  York  City. — Standard  steel 
platform.  Sessions  standard  friction  draft  gear.  Repre- 
sented by  George  A.  Post,  A.  P.  Dennis,  R.  D.  Gallagher, 
Jr.,  E.  H.  Walker,  George  A.  Post,  Jr. 

Standard  Metal  Manufacturing  Company,  Chicago,  111. — Anti- 
friction S.  T.  B.  car  journal  bearings,  anti-friction  metal. 
Represented  by  Donald  C.  Barbee  and  Carl  E.  Tandy. 

Standard  Paint  Company.  The.  New  York,  N.  Y. — Ruberoid 
roofing  for  buildings,  Ruberoid  cab  roofing,  Ruberoid  car 
roofing.  Ruberoid  colored  roofings,  red,  green  and  brown, 
Giant.  Hercules  and  P.  &  B.  insulating  papers,  P.  &  B. 
preservative  paints,  Flexite  metal  preservative  paints. 
Ruberine.  varnishes,  clear  baking,  black  baking,  black  air 
drying,  black  finishing,  core  plate  air  drying,  core  plate 
baking,  P.  &  B.  insulating  tapes.  Represented  by  J.  N. 
Richards,  J.  H.  Thomas,  Charles  Earnshaw,  B.  C.  Beck- 
man,  J.  G.  Satterthwait.  George  Wilms  and  E.  F.  Van  de 
Water. 

St.  Louis  Car  Company,  St.  Louis,  Mo. — Sleeping  car  "Beulah," 
built  for  the  American  Palace  Car  Company.  On  exhibit 
track. 

Standard    Steel    Works,    The.    Philadelphia,    Pa. — Forged    and 


steam  and  electric  service.  Represented  by  T.  H.  Syming- 
ton, E.  H.  Symington.  J.  F.  Symington,  C.  J.  Symington, 
D.  Symington.  W.  W.  Rosser,  Carll  Tucker,  T.  C.  de 
Rosset.  A.  H.  Weston  and  H.  W.  Baldwin. 

Tate.  Jones  &  Co..  Inc..  Pittsburg,  Pa. — Oil  burners  and  oil- 
burning  appliances  for  railroad  shops,  portable  oil  rivet 
furnaces,  oil  pumping  systems,  furnaces  for  all  purposes. 
Represented  by  J.  M.  Tate,  Jr.,  and  R.  G.  Kirkwood. 

Timms,  James  <&  J.  O..  Columbus,  O. — The  "Excel"  automatic 
car  coupler.  Represented  by  James  Timms  and  J.  O. 
Timms. 

Toomey,  John  A..  Chicago,  111. — Folding  car  stake  for  flat 
cars.     Represented  by  John  A.  Toomey. 

Trojan  Car  Coupler  Company,  The,  New  York,  N.  Y. — Junior 
M.  C.  B.  car  coupler.  Represented  by  Charles  Chew 
Mickle,  Harry  D.  Dumont  and  Henry  W.  Wasserbach. 

U.  S.  Metal  &  Manufacturing  Company,  New  York  City. — Per- 
fect pressed  steel  car  replacers,  Nos.  1  and  2,  Victor  cast- 
steel  car  replacers,  Nos.  1,  2,  3  and  4.  Columbia  lock  nuts, 
"Ideal"  drawbar  centering  device,  Western  malleable  iron 
brake  jaws,  "Almetl"  lumber  stake.  Cliff  and  Guibert 
automatic  fire  hose  reel,  "Hoyt"  plush  car  door.  Exhibi- 
tion car  on  exhibition  track  equipped  with  Dunham  hopper 
door  device.  Columbia  lock  nuts.  "Ideal"  drawbar  centering 
device,  Feasible  drop  brake  staff,  "Almetl"  lumber  stake. 
Represented  by  B.  A.  Hegeman.  Jr..  F.  C.  Dunham,  M. 
Jackson  Crispin,  E.  D.  Hillman,  Thomas  Beaghen,  Jr., 
Fred  Atwater  and  John  Varian. 

Universal    Railway    Equipment    Company,    Jackson,    Mich. — 


Atlantic  City  Convention  Facilities — Exhibit  Booths  Along  the  Steel   Pier. 


rolled  steel  wheels  and  steel-tired  wheels.  Represented 
by  E.  S.  Lewis,  H.  DeH.  Bright.  Frank  Carpenter.  Charles 
Riddell,  Oliver  J.  Bamford,  Edward  B.  Halsey,  George  F. 
Jones,  Harry  W.  Sheldon,  William  Penn  Evans. 

Star  Brass  Manufacturing  Company,  Boston,  Mass. — Samples 
of  safety  valves,  whistles,  gauge  testers,  steam  gauges 
and  indicators,  in  the  St.  Charles  hotel.  Represented  by 
G.  H.  Musgrave,  J.  A.  Edgar. 

Stoever  Foundry  &  Manufacturing  Company,  The,  Myerstown, 
Pa. — One-half-inch  automatic  pipe  threading  and  cutting 
off  machine,  capacity  %  inch  to  2  inches,  automatic  power 
pipe  bending  machine,  capacity  1  inch  to  2%  inches.  Rep- 
resented by  Ralph  McCarty.  Ed.  R.  Euston,  A.  A.  Schaefer. 

Storrs  Mica  Company,  Owego,  N.  Y. — Copies  of  Storrs'  calen- 
dar of  railroad  club  and  association  meetings  and  conven- 
tions, advertising  their  mica  headlight  and  caboose  lamp 
chimneys;  register  for  mailing  list  for  quarterly  numbers 
of  this  calendar.  Represented  by  A.  P.  Storrs  and  Charles 
P.  Storrs. 

Stowell  Manufacturing  &  Foundry  Company.  South  Milwau- 
kee, Wis. — Model  of  baggage  car  door  fitted  with  adjust- 
able hangers,  Wilbem  adjustable  warehouse  door  hangers. 
Represented  by  D.  J.  Dalton,  R.  A.  Nourse. 

Summers,  H.  J.,  Chicago,  111. — Automatic  releasing  vestibule 
curtain  hook.     Represented  by  Harry  J.  Summers. 

Symington  Company,  T.  H.,  Baltimore,  Md. — Symington  jour- 
nal boxes  of  various  designs  for  standard  archbar  trucks, 
special  steel  trucks.  M.  C.  B.  passenger  trucks,  M.  C.  B. 
electric  trucks  and  special  electric  trucks,  Baltimore  ball- 
bearing center  and  side  bearings  of  various  designs   for 


"Easy  Lift"  grain  door.  Represented  by  H.  E.  Edwards, 
S.  F.  Randolph. 

Union  Spring  &  Manufacturing  Company.  Pittsburg,  Pa. — 
Locomotive  and  car  springs,  pressed  steel  spring  plates 
and  journal  box  lids.  Represented  by  A.  M.  McCrea, 
L.  G.  Woods.  C.  S.  Foller  and  T.  B.  Arnold. 

Underwood  &  Co.,  H.  B.,  Philadelphia,  Pa. — Portable  boring 
bar  outfit  for  cylinders  12-inch  to  26-inch  diameter,  2-cylin- 
der  steam  or  air  motor  for  driving  the  above,  portable 
rotary  planing  machine  for  flat  valve  seats  on  locomo- 
tives. Represented  by  A.  D.  Pedrick.  C.  O.  Ralph,  F.  E. 
Emery. 

Wagenhorst  &  Co.,  J.  H..  Youngstown.  O. — Electric  blue-print- 
ing machine.     Represented  by  Donald  Parson. 

Walworth  Manufacturing  Company,  Boston,  Mass. — Stillson 
wrench,  Smith  track  drill,  "Neverstick"  blow-off  cock, 
Walworth  pipe  stock  and  die.  Smith  friction  tool,  also 
general  line  of  small  tools.   Represented  by  W.  P.  F.  Aver. 

Washburn  Steel  Castings  &  Coupler  Company.  The.  Minne- 
apolis, Minn. — Car  couplers,  boilers,  car  replacers.  steel 
buffer  beams,  friction  draft  rigging.  Represented  by 
E.  C.  Washburn.  A.  Munch. 

Watson-Stillman  Company.  The.  New  York. — Hydraulic  jacks, 
hydraulic  rail  benders,  hydraulic  crankpin  presses,  hy- 
draulic bar  straighteners,  hydraulic  wheel  presses.  Rep- 
resented by  George  L.  Gillon  and  Edward  A.  Johnson. 

Watters,  J.  H.,  Augusta.  Ga. — Pneumatic  track  sander,  work- 
ing model  in  a  glass  case.     Represented  by  J.  H.  Watters. 

WVlls  Light  Manufacturing  Company,  The.  New  York. — The 
Wells  light  in  three  sizes,  the  Wells  standard  oil  gas  lamp. 


June  22,  1907 


ELECTRIC    RAILWAY     REVIEW 


829 


Wallwork's     patent     universal     electric     lamp     brackets. 
Represented  by  George  H.  E.  Robinson  and  Howard  Mana- 
han. 
Wendell    &    McDuflie,    New    York. — The    Gutelius    ventilating 
smoke  jacket;   made  of  asbestos  board.     Represented  by 

D.  H.  Ferguson. 

West  Distinfecting  Company.  New  York. — Disinfecting  ap- 
pliances, chloro-naptholeum,  disinfectant,  liquid  soap  dis- 
pensers and  liquid  soap,  Taussig  fumigating  lamps,  carbo- 
form  fumigators,  CX  soap  for  the  skin.     Represented  by 

E.  Taussig  and  C.  A.  Ekstromer. 

Western  Railway  Equipment  Company,  St.  Louis,  Mo. — Acme 
brake  slack  adjusters,  Western  sill  and  carline  pockets, 
Western  brake  jaws,  Acme  pipe  clamps,  Hoerr  tandem 
draft  gear,  Linstrom  eccentrics,  Linstrom  syphon  pipes, 
interchangeable  car  doors,  Hoerr  car  doors,  Western 
truck  end  castings,  St.  Louis  flush  car  door,  Missouri 
car  door.  Downing  card  holders.  Economy  slack  adjuster, 
Western  bell  ringer,  car  door  fastenings,  fishhook  tie- 
plates,  brake  jaws ,  tie  dating  nails.  Represented  by 
Louis  A.  Hoerr  and  S.  H.  Campbell. 

Western  Tool  &  Manufacturing  Company,  Springfield,  O. — 
Expanding  mandrels,  adjustable  reamers,  portable  vice 
stands  and  tool  stands,  vises,  tool  holders,  abrasive  polish- 
ing wheels,  scrapers.  Represented  by  E.  V.  Galen  and 
Henry  Morris. 

Western  Tube  Company,  Kewanee,  111. — Kewanee  unions,  Ke- 
wanee  union  specialties,  high  duty  metal  valves,  mal- 
leable, cast  iron  and  brass  fittings,  iron  body  valves  and 
cocks.     Represented  by  N.  J.  Higinbotham. 

Westinghouse  Air  Brake  Company,  Pittsburg,  Pa. — Cross-com- 
pound steam-driven  air  compressor,  self-locking  angle 
cock,  friction  draft  gear.  Represented  by  John  F.  Miller, 
W.  S.  Batholomew,  E.  A.  Craig,  W.  V.  Turner,  R.  H. 
Blackall,  A.  L.  Humphrev,  Joseph  R.  Ellicott,  A.  Johnson, 

F.  T.  Reese,  I.  H.  Brown.  T.  L.  Burton,  H.  S.  Clark,  C.  C. 
Farmer,  F.  V.  Green,  J.  P.  Kellv,  C.  J.  Olmstead,  H.  S. 
Kolseth,  C.  P.  Cass,  W.  G.  Clark,  S.  D.  Hutchins,  F.  M. 
Nellis,  George  Westinghouse,  Jr. 

Westinghouse  Automatic  Air  &  Steam  Coupler  Company,  St. 
Louis,  Mo. — Automatic  air  and  steam  coupler.  Repre- 
sented by  N.  F.  Niederlander  and  R.  E.  Adreon. 

Westinghouse  Electric  &  Manufacturing  Company,  Pittsburg, 
Pa. — Motors,  controllers,  switchboards,  current  measuring 
instruments.  Represented  by  A.  T.  Chamberlain,  J.  R. 
Gordon,  J.  H.  Klinck,  R.  F.  Moon,  D.  D.  Pendleton,  Charles 
Robbins,  F.  H.  Shepard,  C.  F.  Street,  Charles  Stuart, 
Charles  Talbot. 

Westinghouse  Machine  Company.  The,  Pittsburg,  Pa. — Auto- 
matic truck,  storage  batteries.  Represented  by  E.  H. 
Sniffen,  L.  L.  Brinsmade,  L.  H.  Flanders,  Samuel  Hazlett, 
Edgar  Lewis,  D.  C.  Arlington,  D.  G.  Davis,  H.  M.  Hampton. 

Westmoreland  Coal  Company,  Philadelphia,  Pa. — Full-sized  re- 
production of  a  room  in  a  mine,  with  electric  coal  cutter 
actually  in  operation.     Represented  by  H.  C.  Adams  and 

G.  B.  Wood. 

Wheel  Truing  Brake  Shoe  Company,  Detroit,  Mich. — Abrasive 
brakeshoes.     Represented  by  J.  M.  Griffin. 

White  Enamel  Refrigerator  Company,  St.  Paul,  Minn. — Bohn 
syphon  refrigerators.     Represented  by  H.  S.  Parks. 

Wilmarth,  Morman  &  Co.,  Grand  Rapids,  Mich. — New  Yankee 
drill  grinders,  one  electrical  machine  ready  to  operate. 
Represented  by  Charles  E.  Meech. 

Yale  &  Towne  Manufacturing  Company,  The,  New  York. — 
Portable  electric  hoists,  equipped  with  graduated  speed 
controllers  for"  careful  handling  of  material  and  close  ad- 
justment of  parts  when  assembling  or  placing  in  ma- 
chines, 20-ton  triplex  chain  block,  enabling  one  man  to 
lift  a  20-ton  load,  1-ton  triplex,  duplex  and  differential 
chain  blocks  in  operation  under  service  conditions.  Quick 
speed  chain  blocks  for  rapid  handling  of  light  loads,  over- 
head I-beam  trolleys  for  use  with  hand  and  electric  hoists, 
crane  models  and  photographs  of  installations.  Blount 
door  checks,  builders'  hardware,  Yale  cabinet  locks,  Yale 
padlocks.  Represented  by  F.  A.  Hall,  E.  J.  Ford,  H.  E. 
Dickerman.  William  Hazelton,  R.  T.  Hodgkins,  C.  W. 
Beaver,   W.   C.   I'.igelow. 


NEW    YORK    CITY     RAILWAY'S    EIGHTY-SIXTH     STREET 
CAR    BARNS    BURNED. 


The  Kern  River  Power  Station  No.  1,  of  the  Los  Angeles 
Edison  Electric  Company,  has  recently  been  put  in  operation. 
It  is  located  near  the  headwaters  of  the  Kern  river,  in  the 
Sierra  Nevada  range.  The  plant  is  claimed  by  the  builders 
to  be  the  largest  hydro-electric  system  west  of  Niagara  Falls. 
The  water  is  brought  some  12  miles  by  Hume  to  a  pen- 
stock having  a  static  head  of  87  I  Ceet.  Pour  Allis-Chalmers 
Impulse  wheels  of  10,750  horsepower  opera  I  c  under  an  effective 
head  of  865  tee)  al  250  revolutions  per  minute.  Current  is 
transmitted  to  Los  Angeles.  Cal..  117  miles,  at  7a, 1)00  volts. 
The  transmission  cables  are  supported  by  galvanized  iron 
towers. 


The  New  York  City  Railway,  which  lost  by  fire  on  April 
8  its  car  barn  at  One  Hundred  and  Forty-sixth  street,  suffered 
a  similar  misfortune  on  June  16,  when  the  car  barn  at  Madi- 
son avenue  and  Eighty-sixth  street  was  burned.  The  building 
was  a  three-story  brick  structure  of  semi-mill  construction  with 
substantial  brick  walls,  and  was  built  about  thirty  years  ago. 

The  first  floor  was  used  as  a  car  barn  by  the  company 
and  the  second  and  third  floors  were  leased  by  the  New  York 
Transportation  Company,  which  lost  fifty  or  more  automobiles. 
Ordinarily  the  New  York  City  Railway  Company  has  about 
sixty-five  cars  in  this  barn,  but  the  demand  for  rolling  stock 
was  so  great  on  Sunday,  the  day  of  the  fire,  that  only  four 
cars  were  destroyed. 

The  origin  of  the  fire  is  not  known.  An  examination  of 
the   burned   structure   shows   that   the  wooden   timbers   were 


Ruins  of  New  York  City  Railway  Car  Barns. 

heavy,  but  the  floors  were  not  self-releasing  and  when  they 
collapsed  the  side  walls  fell  with  them.  The  offices  of  the 
company  were  located  in  a  partitioned  space  at  the  left  of 
the  car  entrance.  From  this  section  a  passenger  elevator  led 
to  the  floors  above,  while  the  automobiles  of  the  Transporta- 
tion company  were  hoisted  by  means  of  an  elevator  shaft 
about  half  way  between  the  office  and  the  rear  of  the  build- 
ing. It  is  stated  that  the  building  will  be  rebuilt  in  the  near 
future. 


An    Improvement    in    Commutating    Poles. 

A.  E.  L.  Chorlton  aud  H.  Smith,  Manchester,  Bng.,  have 
recently  been  granted  a  patent  on  an  improved  method  of 
constructing  commutating  poles  for  motors  and  generators. 
The  invention  consists  of  separating  the  commutating  poles 
from  the  main  yoke,  thus  establishing  an  independent  mag- 
netic circuit.  This  construction  has  a  number  of  advantages; 
the  commutating  poles  can  be  more  easily  designed  to  give 
the  desired  effect,  can  be  more  easily  controlled,  and  mag- 
netically have  the  advantage  of  not  being  affected  by  changes 
of  the  magnetic  Hux  in  the  main  pole  pieces. 

Another  important  advantage  secured  by  Ibis  Invention 
is  thai  Hi.-  commutating  poles  can  be  added  to  motors  and 
generators    already    in    service,    the    commutating    poles    and 

yoke    being   entirely   independent   of   the   generator  or   n 

proper.  The  yoke  for  the  commutating  poles  is  made  In 
sections  so  that  it  can  be  easily  installed  in  motors  or  gen 
erators  which  are  in  service  without  dismantling  them.  Thi 
commutating  pole  yokes  are  bolted  to  the  pole  pieces  of  th< 
main  Held  magnets. 


830 


ELECTRIC    RAILWAY     REVIEW 


Vol.  XVII,  No.  25. 


News  of  the  Week 


Traction    Affairs   in    Chicago. 

Judge  P.  S.  Grosscup  declares  that  he  has  a  satisfactory  plan 
for  settlement  of  the  differences  between  t lie  New  York  interests 
in  the  Chicago  Union  Traction  Company  and  the  protective  com- 
mittee representing  the  stockholders  of  the  Chicago  West  Division 
Railway  and  the  North  Chicago  City  Railway,  underlying  com- 
panies. The  continued  failure  of  these  interests  to  agree  to  a 
plan  for  leaving  the  distribution  of  the  stock  of  the  new  Chicago 
Railways  Company  to  the  arbitrators  named  in  the  ordinance 
postpones   the   acceptance  of  the   ordinance. 

The  Chicago  City  Railway  Company  has  taken  out  a  permit 
for  the  beginning  of  reconstruction  work  under  the  ordinance. 
Work  has  been  begun  on  the  track  in  Root  street,  between  State 
and    Wallace   streets. 

To  avoid  congestion,  the  Union  Traction  Company  has  abolished 
the  terminus  of  the  Twelfth  street  line  at  State  and  Van  Buren 
streets,  and  hereafter  the  cars  will  run  over  a  loop  terminal  on 
Dearborn  street,  Adams  street,  Fifth  avenue  and  Twelfth  street. 

Michigan      United      Railways     to      Handle     United     States     Express 
Company     Business. 

The  United  States  Express  Company  is  rapidly  extending  its 
service  over  the  electric  railway  lines  and  is  still  seeking  to  make 
new  contracts.  In  the  Electric  Railway  Review  of  June  8  was 
published  the  announcement  of  a  contract  between  the  express 
company  and  the  Detroit  United  Railway.  We  are  now  advised 
by  J.  M.  Bramlette,  general  manager  of  the  Michigan  United  Rail- 
ways Company,  which  operates  the  city  systems  of  Lansing,  Kala- 
mazoo and  Battle  Creek,  and  interurban  lines  between  Lansing  and 
St.  John's  and  Jackson  and  Kalamazoo,  that  this  company  has  also 
entered  into  a  contract  with  the  United  States  Express  Company 
whereby  the  latter  will  operate  over  the  Michigan  United  lines. 
Operation  will  be  started  between  Jackson  and  Kalamazoo  on 
July  1.  The  company  will  run  three  express  trains  a  day  over  this 
75-mile  line,  instead  of  two,  as  at  present.  Mr.  Bramlette  says: 
"I  feel  that  this  arrangement  is  one  of  great  importance  to  our 
company.  It  is  certainly  a  step  in  the  right  direction  and  indicates 
that  interurban  properties  are  daily  becoming  more  serviceable  to 
the    communities   through   which    they   operate." 

A  general  agent  of  the  express  company  has  been  seeking 
during  the  past  week  to  make  a  similar  contract  with  the  Winona 
Interurban  Railway  for  the  express  business  between  Warsaw  and 
Goshen,  Ind.  The  matter  will  be  submitted  to  the  directors  on 
June  20.  It  is  reported  that  the  company  is  seeking  to  make  con- 
tracts  with  other  northern   Indiana   roads. 

Advertising    Literature   of   the    Boston   &    Northern    and    Old    Colony 
Street     Railways. 

The  passenger  department  of  the  Boston  &  Northern  and  Old 
Colony  Street  Railway  companies  has  issued  some  new  literature 
this  year  which  is  very  attractive  and  convenient.  The  feature  of 
the  publications  this  year  is  a  large  four-colored  map  of  eastern 
Massachusetts,  east  of  Worcester,  southern  New  Hampshire  and 
northern  Rhode  Island,  showing  not  only  all  the  trolley  lines  of 
these  companies,  but  all  trolley  lines  in  the  district,  as  well  as  all 
the  parks,  groves  and  other  inland  and  shore  pleasure  resorts. 
The  map  is  a  very  artistic  bit  of  work  and  is  one  of  the  most 
complete  ever  issued  covering  this  district.  This  map  forms  the 
inside  of  both  the  Boston  &  Northern  and  the  Old  Colony  Street 
Railway's  folders,  while  the  rest  of  the  space  is  devoted  to 
schedules  showing  the  routes,  distances,  fares  and  mileage  on  these 
systems.  Everything  is  arranged  in  as  condensed  a  form  as  pos- 
sible, tending  to  put  as  much  helpful  information  for  the  passen- 
gers in  as  little  space  as  is  required.  The  covers  of  the  two  folders 
are  in  colors  and  are  excellent  examples  of  the  printer's  art.  The 
Boston  &  Northern  folder,  entitled  "Trolley  Trips,"  shows  a  cool, 
attractive  view  of  a  rocky  shore  and  a  bay  with  an  island  in  the 
background,  all  on  a  background  of  striking  red.  The  Old  Colony 
folder  cover  is  a  delightfully  typical  little  country  scene  framed 
in  an  attractive  arrangement  of  greenery.  A  glance  at  the  covers 
creates  a  desire  to  seek  the  shore  and  country.  Copies  will  be 
sent  free  upon  application  to  the  passenger  department,  309  Wash- 
ington street,   Boston. 

Legislation    in    Michigan. 

An  amendment  to  the  law  permitting  the  consolidation  of  elec- 
tric light  and  street  railway  companies  was  passed  in  the  house  on 
June  17.  At  present  the  law  provides  that  unanimous  consent  of 
all  the  stockholders  must  be  obtained,  and  the  amendment,  which 
applies  only  to  the  upper  peninsula,  provides  that  the  consents  of 
only  three-fourths  of  the  stockholders  be  required. 

The  Scidmore  railroad  commission  bill,  which  the  house  on 
June  12  substituted  for  the  bill  passed  by  the  senate,  provides  for 
an  interchange  of  freight  between  steam  and  electric  railways,  and 
in  certain  cases  for  the  running  of  freight  cars  through  city  streets. 
The  bill  provides:  "That  in  cases  where  shippers  or  consignees 
of  freight  in  carload  lots  whose  places  of  business  are  not  provided 
with  adequate  steam  railway  facilites,  but  may  be  reached  by 
means  of  interurban,  suburban  or  urban  railroad  of  suitable  gauge, 
they  shall  have  the  right  to  be  supplied  by  any  steam  railroad 
Which  has  a  physical  connection  with  said  interurban,  suburban 
or  urban  railway  with  steam  railway  freight  cars  for  the  ship- 
ment of  their  freight  and  similarly  shall  have  the  right  to  receive 
their  freight  in  steam  railway  cars.  Such  cars  shall  be  turned 
over  by  said  steam  railroad  to  said  Interurban  or  street  railway 
at  the  point  of  junction  for  the  use  of  said  shipper  exclusively 
and  shall  be  hauled  between  said  point   of  junction  and  said  place 


of  business  of  the  shipper  by  said  interurban  or  street  railway 
under  the  same  general  conditions  as  cars  of  the  foreign  roads 
are  now,  or  may  be  after  handled  upon  so-called  belt  lines,  or 
terminal  raflroads."  This  provision  does  not  apply  to  purely  city 
lines  and  the  commission  has  no  power  to  interfere  with  any 
franchise  or  contract  with  the  city. 

Progress   of   New   York   Subway    Plans. 

The  New  York  rapid  transit  commission  on  June  13  decided 
to  authorize,  the  construction  of  a  fourth  track  on  the  Broadway 
subway,  between  Ninety-sixth  and  One  Hundred  and  Third  streets. 
The  cost  of  the  improvement,  which  will  permit  uninterrupted 
traffic  above  Ninety-sixth  street  on  the  easterly  and  westerly 
branches  of  the  subway,  will  be  about  $850,000,  and  it  is  estimated 
that  16  months  will  be  required  for  the  work.  The  Interborough- 
Metropolitan  Company  has  already  stated  its  willingness  to  do  the 
work,  provided  the  expense  shall  be  borne  by  the  city  under  the 
heading  of  "extra  work."  The  amount  is  to  be  added  to  the  gen- 
eral construction  account  which  the  company  must  pay  back  to  the 
city  in  the  next  50  years.  On  the  recommendation  of  Chief  En- 
gineer Rice  it  was  also  resolved  to  install  the  ventilating  system 
on  the  stations  of  the  Broadway  route  north  of  Fifty-seventh 
street.  Only  on  the  stations  south  of  this  point  have  the  plants 
been  established,  and  Mr.  Rice  explained  that  the  result  in  cooling 
the  tunnel  had  been  so  successful  that  it  would  be  advisable  simi- 
larly to  equip  the  northern  part  of  the  Broadway  subway.  He 
estimated  the  cost  at  $280,000.  The  cost  of  the  downtown  plants 
was  $390,000,  so  that  the  city  will  have  to  spend  a  total  of  $670,000 
on  another  extra. 

Bids  were  also  opened  by  the  commission  for  the  construction 
of  the  three  sections  of  the  subway  connecting  the  terminals  of 
the  Brooklyn  and  Williamsburg  bridges  in  Manhattan  for  which 
contracts  had  not  yet  been  let.  The  Bradley  Contracting  Com- 
pany was  the  lowest  bidder  for  all  the  three  sections.  For  that 
on  Center  street,  between  Pearl  and  Park  Row,  the  bid  for  tunnel 
construction  and  pipe  galleries  was  $1,003,828;  for  the  section  on 
Delancey  street,  between  Center  and  the  Bowery,  the  bid  was 
$1,547,342,  and  for  the  third  stretch,  also  on  Delancey  street,  run- 
ning from  the  Bowery  to  Norfolk  street,  the  Bradley  offer  was 
$1,298,436.     The  contracts  were  awarded  to  that  company. 

Comptroller  Metz  and  Commissioner  Hurley  were  able  to  ad- 
vance their  demands  for  the  Fourth  avenue  (Brooklyn)  subway 
another  step.  George  L.  Rives,  counsel  to  the  board,  was  directed 
to  draw  up  the  form  of  contract  and  to  present  it  for  adoption 
to  the  next  meeting  of  the  commission.  In  order  to  lessen  the  cost 
of  construction  of  the  new  route  it  was  decided  by  the  board  that 
the  open  excavation  method  could  be  adopted  except  in  the  parts 
of  the  route  where  the  traffic  was  heavy,  and  that  on  a  portion 
of  the  route  south  of  Flatbush  avenue  the  contractor  should  be 
relieved  of  property  damage  responsibilities.  The  commission  also 
practically  determined  that  there  would  be  no  need  for  pipe  gal- 
leries in  the  subway,  but  ordered  Mr.  Rives  so  to  frame  the  con- 
tract as  to  provide  for  bids  for  and  without  the  galleries.  The  cost 
of  the  subway  has  been  estimated  at  $31,000,000,  but  by  leaving 
out  the  pipe  galleries  there  would  be  a  saving  of  about  $2,000,000. 


Philadelphia  Ordinance  Passed  by  Councils. — The  Philadelphia 
Rapid  Transit  Company  ordinance  was  passed  by  councils  on  June 
20.  after  an  8-hour  session.  The  ordinance  will  restore  the  ability 
of  the  company  to  make  improvements  in  its  property  through  the 
use  of   the   improved   credit   which   it   will   now   have. 

Decatur-Champaign  Line  of  the  Illinois  Traction  System 
Opened. — The  new  line  of  the  Illinois  Traction  Company  from  De- 
catur to  Champaign,  111.,  has  been  recently  opened  for  operation. 
For  the  present  the  running  time  for  the  50  miles  will  be  three 
hours,  as  the  track  is  still  rather  rough  in  places.  Cars  have  been 
running  between  Champaign  and  Monticello  for  several  months. 
This  completes  the  line  from  Danville,  near  the  Illinois-Indiana  state 
line,  to  St.  Louis. 

Pittsburg  &  Butler  Street  Railway. — The  Pittsburg  Trust 
Company,  financial  agent  of  the  Pittsburg  &  Butler  Street  Rail- 
way Company,  has  issued  a  most  attractive  booklet  describing 
and  illustrating  the  company's  new  single-phase  line  from  Pitts- 
burg to  Butler,  Pa.,  38  miles,  which  has  been  recently  opened  for 
traffic.  The  booklet,  which  is  an  especially  fine  example  of  the 
printer's  art,  completely  describes  the  new  road  and  contains  a 
large  number  of  excellent  halftone  illustrations  of  views  along  the 
line  and  of  the  company's  rolling  stock  and  power  house  equipment. 

Street  Railway  Association  of  the  State  of  New  York. — J.  H. 
Pardee,  secretary,  is  sending  out,  together  with  the  pro- 
gramme of  the  annual  meeting  of  the  association,  which  was  pub- 
lished in  last  week's  issue  of  the  Electric  Railway  Review,  a 
pamphlet  issued  by  the  management  of  Hotel  Champlain,  Bluff 
Point,  N.  Y.,  where  the  meeting  will  be  held  on  June  25  and  26, 
The  pamphlet  describes  and  illustrates  with  several  good  halftones 
the  natural  attractions  and  points  of  interest  of  Bluff  Point  and 
vicinity,  and  indicates  that  an  especially  favorable  place  has  been 
chosen  for  the  convention.  A  timetable  of  the  trains  running  to 
Bluff  Point  and  a  circular  in  regard  to  the  special  railroad  rates 
for  the  convention  are  also  inclosed. 

Brooklyn  Bridge  Improvements. — Two  important  contracts  for 
work  designed  to  increase  the  transit  facilities  of  the  Brooklyn 
bridge  will  be  awarded  within  the  next  few  weeks.  Bridge  Com- 
missioner Stevenson  lias  already  started  advertising  one  of  these 
contracts,  which  provides  for  the  widening  of  the  roadways  on 
the  Manhattan  approach  to  the  bridge  structure.  This  improvement 
is  part  of  the  plans  which  the  department  has  made  to  establish 
the  immense  loop  terminal  station  on  the  site  of  the  Staats  Zeitung 
building,  which  is  to  be  used  for  trolley  cars  and  elevated  trains 
alike.  According  to  the  plans  it  is  proposed  to  run  the  trolley 
cars  from  the  roadways  of  the  bridge  into  a  subway  to  reach  the 
system   of  loops   in   the  new    terminal   station.     In   order   to   do    this 


June  22,  1907. 


ELECTRIC    RAILWAY    REVIEW 


831 


and  avoid  cutting  the  masonry  arches,  the  roadways  must  be 
widened  to  the  full  extent  of  the  city's  property,  and  the  tracks 
carried  on  the  outside  of  the  roadways  instead  of  on  the  inside, 
as  at  present.  The  terms  of  the  contract  require  that  the  entire 
improvement    must   be   completed   by   October  1. 

Columbus  Speeches  and  Municipal  Ownership  Report. — The  of- 
fice of  the  secretary  of  the  American  Street  and  Interurban  Rail- 
way Association  has  just  issued  two  pamphlets,  one  containing  the 
addresses  of  the  presidents  of  the  various  associations  as  presented 
at  Columbus  and  the  other  containing  the  report  of  the  committee 
on  "Municipal  Ownership,"  also  presented  at  the  1906  convention. 

Brooklyn  Strike  Ended. — The  strike  of  the  firemen  and  other 
power  house  employes  of  the  Brooklyn  Rapid  Transit  Company 
was  settled  on  June  14,  when  an  agreement  in  regard  to  wages 
was  reached.  The  old  men  are  to  be  taken  back  and  the  union 
is  to  be  recognized.  The  wages  of  the  firemen  are  increased  from 
$2.25  to  $2.40  per  day  and  the  water  tenders  are  to  get  $2.65 
instead  of  $2.50.  Both  classes  of  employes  demanded  an  increase 
of  25  cents  per  day.  The  boiler  men  and  coal  handlers  are  to  get 
$2.00  a  day,  an  increase  of  25  cents. 

Spokane's  Lake  Region. — The  Spokane  &  Inland  Empire  Rail- 
road of  Spokane,  Wash.,  has  issued  an  attractive  pamphlet  with 
the  above  title,  describing  the  many  inland  lake  resorts  reached 
by  the  lines  of  the  Coeur  d'Alene  and  Spokane  division  from 
Spokane.  These  resorts,  of  which  several  excellent  halftone  views 
are  presented,  include  Newman  Lake  and  Liberty  Lake.  Washing- 
ton and  Spirit  Lake,  Fish  Lake,  Hayden  Lake  and  Lake  Coeur 
d'Alene.  Idaho.  These  lakes,  which  are  all  within  a  short  dis- 
tance from  the  city,  are  excellent  places  for  summer  cottages, 
camping,  fishing,   hunting,  boating,  etc. 

Through  Billing,  Chicago  to  Warsaw. — H.  S.  Dickey,  general 
superintendent  of  the  Winona  Interurban  Railway,  Winona  Lake, 
Ind.,  writes  that  this  company  now  has  a  through  billing  arrange- 
ment between  Chicago,  111.,  and  Warsaw,  Ind.,  in  connection  with 
the  Graham  &  Morton  Transportation  Company,  the  Southern 
Michigan  Railway  Company  and  the  Chicago  South  Bend  & 
Northern  Indiana  Railway,  and  is  also  perfecting  arrangements  to 
sell  through  tickets  between  these  points  and  all  intermediate 
points.  Although  this  arrangement  has  only  been  in  effect  for  a 
short  time,  the  business  so  far  has  been  very  encouraging. 

Express  Service  from  Boston  to  Springfield,  Mass. — Plans  for 
the  through  trolley  express  service  from  Springfield  to  Boston 
by  way  of  Worcester  are  being  gradually  developed,  and  announce- 
ment is  made  that  it  will  be  in  operation  about  October  1.  The 
express  cars  will  run  over  the  Springfield  &  Eastern  Street  Railway, 
over  the  Brimfield  extension  and  the  Worcester  &  Southbridge 
Street  Railway  into  Worcester,  whence  they  will  run  over  the  Bos- 
ton &  Worcester  lines.  The  last-named  road  has  had  some  difficulty 
in  securing  rights  to  run  the  cars  into  Boston,  but  it  is  said  that 
what  franchises  have  hitherto  been  refused  will  be  granted  soon. 
The  necessary  equipment  has  been  ordered.  It  is  planned,  if  the 
necessary  Boston  franchises  cannot  be  obtained,  to  run  a  line  of 
automobile  trucks  from  the  Boston  &  Worcester  line's  terminal 
in  Chestnut  hill,  Brookline,   into  Boston's  business  section. 

Electric  Railway  Express  Company  to  be  Reorganized. — Follow- 
ing the  action  of  Circuit  Judge  Reynolds  of  St.  Louis,  Mo.,  on 
June  14,  denying  to  the  minority  stockholders  of  the  Electric 
Railway  Express  Company  of  East  St.  Louis,  111.,  an  injunction 
restraining  the  East  St.  Louis  &  Suburban  Railway  from  letting  to 
the  Illinois  Traction  Company  the  express  privileges  over  the 
Suburban  system  between  East  St.  Louis  and  Belleville,  111.,  and 
other  points,  the  announcement  was  made  that  a  new  company 
would  be  formed  to  conduct  the  express  business.  The  plaintiffs 
claimed  that  the  Electric  Railway  Express  Company  had  the  ex- 
clusive right  to  do  an  express  business  over  the  Suburban  system. 
The  contract  was  declared  forfeited  by  the  Suburban  company  for 
failure  of  the  express  company  to  comply  with  the  terms  of  the 
contract.  The  company  was  recently  placed  in  the  hands  of 
receivers  and  has  ceased   operating. 

Detroit  Strike  Avoided. —The  trainmen  employed  by  the  Detroit 
United  Railway,  who  about  two  weeks  ago  voted  to  strike  unless 
the  company  granted  their  demands  for  28  cents  an  hour  and 
improvement  of  working  conditions,  especially  in  the  tripper 
service,  on  Monday  of  this  week  practically  voted  to  accept  the 
company's  offer.  This  offer,  as  reported  in  last  week's  issue  of  the 
Electric  Railway  Review,  includes  the  concessions  demanded  by 
the  men  as  to  working  conditions  without  increasing  the  wages. 
The  vote  on  Monday  was  as  to  whether  the  entire  contract  between 
the  company  and  its  employes  should  be  submitted  to  arbitration 
and  the  proposition  was  defeated  by  a  large  vote.  The  men  are 
now  working  under  an  agreement  by  which  the  question  of  wages 
Is  not  to  be  reopened  except  by  the  consent  of  both  parties.  The 
vote  not  to  arbitrate  therefore  practically  means  an  acceptance 
of  the   company's  offer. 

Chicago-New  York  Air  Line. — The  Chicago-New  York  Electric  Air 
Line  Railroad,  the  company  which  has  attracted  so  much  attention 
through  advertisements  'if  iis  proposed  10-hour  10-dollar  air  line 
from  Chicago  to  New  York,  on  Saturday,  June  15,  formally  opened 
a  5-mile  spur  line  from  Laporte,  Ind.,  to  its  grading  cam))  on  the 
main  line  at  South  Laporte.  Speeches  were  made  by  officers  of 
the  company,  Mayor  Becker  of  Milwaukee,  Mayor  Darrow  of 
Laporte,    and   others.     Special   trains   at   the   expense   of   the 

were  run  from  New  England  and  from  Minneapolis,  carrying 
I>;uties  of  stockholders  to  Inspect  the  work.  Grading  is  now  nearly 
i-i  ovei  about  20  miles  of  the  main  line  from  South  Laporte 
toward  Chicago,  it  is  reported  that  the  company  has  made  as 
agreement  with  the  Chicago  South  Bend  &  Northern  Indiana  Kail- 
way  for  joint  use  . .r  the  latter's  tracks  In  South  Bend  and  of  the 
Air  Line  company's  tracks  In  Laporte. 


Construction  News 


FRANCHISES. 


Augusta.  Ga. — The  Augusta  &  Columbia  Railway  Company, 
which  proposes  to  build  a  59-mile  interurban  line  from  Aiken.  Ga., 
to  Columbia,  S.  C,  has  petitioned  for  permission  to  lay  a  single- 
track  passenger  and  freight  line  in  Augusta,  from  Thirteenth 
street  to  the  city  wharf.  Terminal  facilities  already  have  been  pur- 
chased and  it  is  stated  that  work  will  be  started  at  once  if  the 
petition  is  acted  upon  favorably.  It  is  estimated  that  the  improve- 
ments will  cost  $250,000.  James  U.  Jackson,  vice-president.  Au- 
gusta,  Ga. 

Carthage,  Mo. — A  franchise  in  this  city  has  been  granted  to 
the  Kansas  City  Springfield  &  Southern  Railway  for  its  line  from 
Springfield  to  Nevada,   Mo. 

Morris,  III. — The  Chicago  Ottawa  &  Peoria  Railway,  recently 
incorporated  to  connect  the  Peoria  lines  of  the  Illinois  Traction 
System  with  those  of  the  Illinois  Valley,  has  been  granted  a  fran- 
chise to  operate  its  line  on  Benton  street  in  Morris.  The  line  must 
be  completed  by  January  1,  1909.  H.  E.  Chubbuck,  general  man- 
ager,  Ottawa,  111. 

Peoria,  III. — The  Peoria  Railway  Company,  through  S.  L.  Nel- 
son, vice-president,  has  submitted  to  the  council  a  proposition  to 
build  a  double-track  interurban  railway  on  Washington  street,  from 
Chestnut  street  to  Western  avenue,  the  city  of  Peoria,  after  its  com- 
pletion, to  have  absolute  ownership,  the  railway  company  retaining 
the  perpetual  right  to  occupy  and  use  same.  By  this  arrangement 
the  city  is  to  maintain  the  tracks  and  may,  at  its  discretion,  lease 
them  to  other  interurban  electric  railways  on  such  terms  as  it 
may  deem  advantageous  to  the  city,  the  revenue  accruing  there- 
from to  go  to  the  city  of  Peoria.  This  improvement  would  require 
about  four  miles  of  additional  track  and  an  expenditure  of  $100,000, 
as  estimated  by  the  company. 

Point  Loma,  Cal. — The  Point  Loma  Electric  Railway  Company 
has  applied  for  an  additional  franchise  to  construct  a  loop  line 
in  Point  Loma,  which  privilege  was  not  embodied  in  the  franchise 
previously  obtained.  The  San  Diego  Electric  Railway  Company 
will   build  and  operate   this  new   line. 

Terre  Haute,  Ind. — The  city  council  has  refused  to  ratify  the 
action  of  the  board  of  public  works  in  accepting  the  contract  in- 
new  franchise  submitted  by  the  Terre  Haute  Indianapolis  &  East- 
ern Traction  Company.  The  reasons  given  by  the  council  are  three 
in  number,  viz.,  the  failure  to  provide  for  universal  transfers  from 
interurban  lines  to  the  city  lines,  and  vice  versa:  the  refusal  to 
stop  interurban  cars  upon  signal  except  once  in  every  six  squares, 
and  the  failure  to  provide  for  a  reasonable  remuneration  to  the 
city  for  such  a  valuable  franchise.  The  traction  company  is  ex- 
periencing a  similar  trouble  in  the  securing  of  a  franchise  in  Rich- 
mond, and  the  business  men  of  botli  cities  are  urging  that  some 
settlement  be  made,  because  the  delay  occasions  them  considerable 
inconvenience  and  is  detrimental   to   business. 

West  Newton,  Pa, — The  Pittsburg  McKeesport  &  Westmoreland 
Street  Railway,  which  proposes  to  build  an  interurban  electric  line 
from  Herminie  to  West  Newton,  with  a  branch  to  Suterville,  has 
secured   a  franchise   to  operate   its  line   in  West  Newton. 


RECENT  INCORPORATIONS. 


Bellebridge  Street  Railway,  Elizabeth,  Pa. — Incorporated  in 
Pennsylvania  to  build  a  4-mile  electric  line  from  Glassport  to 
Elizabeth,  Pa.  Capital  stock,  $24,000.  D.  B.  Neagley,  president, 
Pittsburg,  Pa.  Other  incorporators:  E.  L.  Kern,  J.  K.  Neagley, 
George  McKain  and  N.  F.  Bicking,  all  of  Pittsburg. 

Centralia  &  Sandoval  Railway,  Centralia,  III. — Incorporated  in 
Illinois  to  build  an  electric  railway  from  Centralia  to  Sandoval, 
parallel  to  the  Illinois  Central  Railroad.  Incorporators:  W.  M. 
Warnock,   George  D.   Burroughs  of  Edwardsville,   and  others. 

Crucible  Street  Railway,  West  Elizabeth,  Pa. — Incorporated  in 
Pennsylvania  to  build  an  electric  railway  2%  miles  long,  from 
State  street  in  Clairton  to  First  street  in  West  Elizabeth  and  the 
Allegheny  county  boundary  line.  Capital  stock,  $15,000.  Incorpo- 
rators: D.  B.  Neagley,  president;  E.  L.  Kern,  J.  K.  Neagley, 
George  McKain  and  N.  F.   Bicking,   all  of  Pittsburg,  Pa. 

Electric  &  Hydraulic  Company,  Grand  Junction,  Colo. — Incorpo- 
rated in  Colorado  to  promote  power  developments  and  electric 
railways.  Capital  stock,  $100,000.  Incorporators:  John  Hays 
Hammond,  John  S.  Bartlett,  Irving  ,W.  Bonbright,  Henry  Hine, 
Leonard   E.   Curtis  and   others   of  Colorado   Springs. 

Idaho  &.  Northwestern  Railway,  Coeur  d'Alene,  Idaho. — Incor- 
porated in  Idaho  to  build  an  80-mile  standard-gauge  interurban 
line  with  four  branches,  to  be  operated  by  either  steam  or  elec- 
tricity or  both.  The  line  will  start  from  Coeur  d'Alene  and  end  at 
Clarkia.  Wash.,  by  was  of  Chatcolet.  Capital  stock,  $3,000,000.  In- 
corporators: A.  E.  Gallagher,  W.  J.  Taylor,  Moscow,  Idaho;  Earl 
M.  Rogers,  Coeur  d'Alene;  B.  R.  Lewis,  Fred  B.  Morrill,  Spokane, 
Wash. 

Ithaca-Owego  Traction  Company,  Owego,  N.  Y. — Incorporated 
in  New  York  to  build  an  electric  railway  from  Ithaca  to  Owego,  60 
miles.  Officers:  President,  Sherman  Collins;  vice-president, 
Charles  D.  Nixon;  secretary  and  treasurer,  George  R.  Peck. 

Joplin  &  Pittsburg  Railway,  Joplln.  Mo. — Incorporated  in  Kan- 
sas   and    Missouri    to    build    an    80-mile    Interurban    electric    railway 


83: 


ELECTRIC    RAILWAY     REVIEW 


Vol.  XVII.  No.  25. 


between  Joplin,  Mo.,  and  Pittsburg.  Kan.  Capital  stock,  $5,000,000. 
[neorporators:  H.  W.  Noble.  Detroit,  Mich.;  F.  H.  Fitch,  Pitts- 
burg, Kan.;  D.  L.  Robinson,  Buffalo,  N.  Y.;  C.  G.  Hutchinson, 
T.  K.  Irwin,  Joseph  I.  Heim  and  others.  The  charter  of  the  com- 
pany, notice  for  application  of  which  was  noted  in  our  issue  of 
June  1,  empowers  the  company  to  take  over  the  street  railway 
now  under  construction  in  Joplin,  and  the  Pittsburg  Railway  & 
Light   Company,    operating    from    Columbus    to   Pittsburg,    Kan. 

Ohio  &  Southern  Michigan  Interurban  Railway,  Kalamazoo, 
Mich. — Incorporated  in  Michigan  to  build  an  interurban  line  from 
a  point  in  Ohio  through  Coldwater,  Hillsdale,  Union  City  and 
Athens,  Mich.,  to  Kalamazoo.  Capital  stocft,  $150,000.  The  line 
will  be  financed  by  Toledo  and  Pittsburg  capitalists. 

Penn  Eastern  Railroad. — Incorporated  in  Pennsylvania  to  build 
a  14-mile  electric  line  in  Pike  county.  Capital  stock,  $150,000. 
William  V.   Hilliard.   Milford,   Pa.,   is   president. 

Rockwood  &  Bakersville  Railway. — Incorporated  in  Pennsyl- 
vania to  construct  and  operate  an  interurban  line  between  Rock- 
wood  and  Bakersville,  Somerset  county.  Charles  F.  Hood,  Con- 
nellsville,   Pa.,   is   interested. 


TRACK   AND   ROADWAY. 


Ashland,  Ky. — Thomas  Boggess.  Jr.,  is  vice-president  of  a 
company  that  proposes  to  build  an  electric  railway  connecting  Ash- 
land, South  Ashland,  Oakview,  Pollards,  Russell  and  Greenup,  Ky., 
about  20  miles. 

Aurora  Elgin  &  Chicago  Railway,  Wheaton,  III. — Chief  En- 
gineer Charles  Jones  has  announced  that  the  first  section  of  the 
line  to  Pigeon  Hill,  Aurora,  111.,  will  be  opened  for  traffic  on  July 
4,  and  that  the  entire  line  will  be  operating  by  August  1. 

Bartlesville  (I.  T.)  Interurban  Railway. — This  company,  it  is 
reported,  will  soon  begin  construction  work  on  its  proposed  line 
from  Bartlesville  to  Dewey,  I.  T.  At  a  recent  meeting  it  was  de- 
cided to  purchase  track  material  immediately.  The  following  offi- 
cers have  been  elected:  President,  Joseph  J.  Carl;  vice-president, 
George  B.  Keeler;   treasurer,  W.  A.  Smith. 

Burlington-Bonaparte  Interurban  Railway,  Burlington,  la. — The 
promoters  of  this  proposed  line  to  connect  Burlington  and  Bona- 
parte, la.,  via  West  Point,  have  organized  by  electing  the  following 
officers:  President,  J.  A.  Johnson,  Bonaparte;  first  vice-president, 
John  Blual,  Burlington;  second  vice-president,  T.  L.  Lampe,  West 
Point;  treasurer,  H.  H.  Meeke,  Bonaparte;  secretary,  Edward  E. 
Egan,  Burlington.  It  is  stated  that  capital  has  been  secured  and 
that  construction  will  begin  without  delay. 

Canandaigua  Southern  Electric  Railroad,  Canandaigua,  IN.  Y. — 
This  company,  which  proposes  to  build  an  electric  railway  from 
Canandaigua  to  Atlanta,  N.  Y.,  has  obtained  permission  from  the 
state  board  of  railroad  commissioners  to  issue  a  $2,000,000  mortgage. 
A  6%-mile  extension  from  Atlanta  to  Wayland,  one  21%  miles 
long  from  Atlanta  to  Lake  Salubria,  near  Bath,  N.  Y.,  and  a 
branch  from  Canandaigua  to  Palmyra,  about  14  miles,  also  will 
be  built  after  permission  has  been  obtained  from  the  commis- 
sioners. 

Capital  Circuit  Traction  Company,  Indianapolis,  Ind. — Charles 
E.  Worth,  secretary  of  this  company,  which  proposes  to  build  a 
belt  line  around  Indianapolis,  states  that  he  has  completed  the 
work  of  securing  the  right  of  way.  He  states  that  the  company  is 
considering  operating  the  road  when  completed  with  gasoline 
motors. 

Cassville,  Mo. — S.  M.  Mitchell  of  Cassville  is  reported  to  be 
seeking  a  charter  for  an  electric  railway  from  the  Arkansas- 
Missouri   state   line   to  Eureka  Springs,   Ark. 

Central  Texas  Traction  Company,  Corsicana,  Tex. — Plans  and 
specifications  for  this  company's  proposed  interurban  line,  which 
will  connect  Corsicana  and  Palestine,  Tex.,  are  now  completed  and 
it  is  announced  that  work  on  the  construction  of  the  road  and 
power  plants  will  be  started  as  soon  as  some  of  the  minor  details 
have1  been   arranged. 

Chatham  Wallaceburg  &  Lake  Erie  Electric  Railway,  Chatham, 
Ont. — It  is  reported  that  $40,000  of  bonds  for  the  construction  of 
this  road  from  Chatham  to  Lake  Erie,  via  Wallaceburg,  Blenheim 
and  Dresden,  Ont.,  have  been  subscribed  locally,  and  that  this  sum 
is  sufficient  to  insure  the  construction  of  the  road  by  a  party  of 
American  capitalists.  George  W.  Kipp  of  Towanda,  Pa.,  is  presi- 
dent. 

Chattanooga  (Tenn.)  Railways  Company. — It  is  announced  that 
this  company  will  build  a  new  railroad  from  Chattanooga,  up  Look- 
out mountain  and  to  Lula  lake  and  Minnehaha  falls,  on  the  moun- 
tain. It  is  also  proposed  to  establish  a  140-acre  park  on  the  moun- 
tain, near  these  lakes.  A  new  line  is  also  to  be  built  to  Chicka- 
mauga  park,  which  will  be  much  shorter  than  the  present  one. 

Chicago  &  Western  Indiana  Traction  Company,  Indianapolis, 
Ind. — The  preliminary  survey  for  the  line  between  Lafayette  and 
Greencastle,  Ind.,  57  miles,  has  been  completed.  This  line,  known 
as  the  Educational  Route,  was  originally  intended  to  connect  Chi- 
cago and  Louisville,  passing  through  the  four  college  towns  of 
Lafayette,  Crawfordsville,  Greencastle  and  Bloomington,  but  pres- 
ent plans  contemplate  only  the  construction  of  the  section  which 
has  just  been  surveyed.  W.  L.  Eckhouse  of  the  American  En- 
gineering  Company,    Indianapolis,    is    chief    engineer. 

Chicago  (III.)  City  Railway. — On  June  17  about  200  men  started 
the  work  of  reconstructing  this  company's  tracks  in  accordance 
with  the  provisions  of  the  general  settlement  ordinance.  The  first 
work   to   be   undertaken   is   on    Root   street,    between   Wallace   and 


State  streets,  where  the  tracks  are  being  relaid  with  129-pound 
grooved  rails  of  a  standard  section  approved  by  the  board  of  super- 
vising engineers,  as  described  and  illustrated  in  the  Electric  Rail- 
way Review  of  April  6,  1907,  page  457.  The  directors  have  author- 
ized a  bond  issue  of  $10,000,000,  the  proceeds  of  which  are  to  be 
used  for  the  reconstruction  work.  Of  this  $3,000,000  is  to  be  avail- 
able at  once,  $3,000,000  on  call,  and  $4,000,000  when  the  work 
requires    it. 

Columbus  Urbana  &  Western  Traction  Company,  Columbus,  O. — 
Right  of  way  along  the  Scioto  river  is  now  being  secured  for  this 
company's  proposed  extension  through  Dublin. 

Columbia  &  Walla  Walla  Traction  Company,  Walla  Walla, 
Wash. — It  is  reported  that  the  officers  of  this  company  have  under 
consideration  the  plan  of  extending  the  proposed  line  to  Pasco.  If 
this  is  done  the  line  will  run  from  Pasco  to  Wallula.  thence  to  Walla 
Walla,  to  Dayton  and  up  the  Snake  river  to  Lewiston  or  Charleston, 
with  probably  a  branch  line  to  the  Palouse  country  to  connect  with 
the  Spokane  &  Inland  Empire  system.  J.  W.  Morrow  of  Waitsburg, 
Wash.,   is  general  manager. 

Consolidated  Railway,  Bridgeport,  Conn. — It  is  announced  that 
this  company  will  make  extensive  improvements  to  its  lines  on  the 
Bridgeport  division,  including  the  construction  of  a  large  machine 
and  repair  shop,  the  enlargement  of  its  rolling  stock  equipment  by 
the  purchase  of  a  number  of  up-to-date  cars,  the  extention  of  its 
freight  and  passenger  system  and  other  improvements,  involving 
an  expenditure  of   $75,000. 

Corry  &  Columbus  Street  Railway,  Corry,  Pa. — C.  P.  Northrup, 
president,  is  quoted  as  saying  that  as  soon  as  the  construction  of 
the  line  from  Corry  to  Columbus,  Pa.,  five  miles,  is  completed,  it 
will  be  extended  to  Clymer,  N.  Y.,  and  thence  to  Cutting,  French 
Creek,  Findley's  Lake  and  northeast.  Right  of  way  is  now  being 
secured  for  a  new  line  from  Columbus  to  Ashville,  via  Bear  Lake, 
Panama  and  Blockville.  It  is  expected  that  the  line  to  Columbus 
will  be  completed  by  July  4.  The  new  line  will  connect  at  Ashville 
with  the  line  of  the  Chautauqua  Traction  Company  to  Chautauqua 
lake. 

Denver  Interurban  Railway,  Ft.  Collins,  Colo. — T.  S.  McMurray, 
vice-president  of  this  company,  is  quoted  as  saying  that  work  on 
the  local  street  railway  lines  in  Ft.  Collins  would  be  started  this 
week. 

Des  Moines  Winterset  &  Creston  Electric  Railway,  Des  Moines, 
la. — B.  Schreiner,  chief  engineer,  writes  that  surveys,  estimates, 
plans  and  specifications  have  been  completed  for  this  proposed  line 
from  Des  Moines  to  Winterset  and  Creston,  la.,  and  that  the  propo- 
sition has  been  submitted  to  a  bonding  company.  Construction  is 
to  begin  at  once,   as  soon  as  capital  is   secured. 

Elkins  (W.  Va.)  Electric  Railway. — This  company,  recently  in- 
corporated to  build  an  electric  line  in  Elkins,  and  from  Elkins  to 
Belington,  has  elected  the  following  officers:  President,  J.  C. 
McShadden,  Rockwood,  Pa.;  vice-president  and  general  manager, 
J.  E.  Morgan  of  Elkins;  secretary  and  treasurer,  W.  K.  Taylor  of 
Pittsburg.     Construction  is  to  begin  as  soon  as  material  is  shipped. 

Evansville  Suburban  <£.  Newburg  Railway.  Evansville,  Ind. — 
It  is  reported  that  it  has  been  decided  to  extend  the  line  from 
Booneville  to  Chrisney,  Ind.,  and  that  construction  will  begin  imme- 
diately upon  the  completion  of  the  surveys.  It  is  also  proposed 
to   extend   later   to   Cannelton,   via   Tell   City  and   Troy. 

Fresno  (Cal.)  Traction  Company. — This  company  is  preparing 
to  build  a  new  line  on  M  street,  from  Inyo  to  Pollasky  street.  The 
Recreation  Park  line  is  also  being  double- tracked  and  work  is 
progressing    rapidly.     C.    A.    Jenkins,    superintendent. 

Geary  Street  Park  &  Ocean  Railroad,  San  Francisco,  Cal. — 
It  is  reported  that  the  board  of  supervisors  has  decided  to  proceed 
with  the  reconstruction  of  this  road  and  has  appropriated  $720,000 
to  be  expended  in  converting  the  cable  system  to  an  underground 
conduit   electric   system. 

Indianapolis  Traction  &  Terminal  Company,  Indianapolis,  Ind. — 
In  accordance  with  an  agreement  reached  between  Hugh  J. 
McGowan  and  the  city,  this  company  will  begin  at  once  the  work 
of  double-tracking  its  line  in  West  Michigan  street,  from  Blake 
street  to  the  White   river  bridge. 

Indianapolis  &  Cincinnati  Traction  Company,  Indianapolis, 
Ind. — Charles  L.  Henry,  president,  has  offered  to  build  an  extension 
from  Greensburg  to  Madison,  Ind.,  52.4  miles,  provided  the  residents 
along  the  line  will  subscribe  $300,000  of  the  estimated  cost,  $1,321,- 
967.     The  citizens  are  organizing  to  raise  the  money. 

Indianapolis  &  Western  Traction  Company,  Indianapolis,  Ind. — 
be  started  by  July  1.  The  road  will  be  extended  to  Brazil  to  con- 
nect with  a  line  from  Terre  Haute. 

lola  Electric  Railroad,  lola,  Kan. — It  is  stated  that  this  com- 
pany is  planning  an  extension  of  its  line  to  Wheeler  Heights,  Kan. 

Iowa-Missouri  Traction  &  Power  Company,  Fairfield,  la. — It  is 
reported  that  this  company,  which  proposes  to  build  an  extensive 
system  of  electric  railways  through  eastern  Iowa,  has  now  com- 
pleted surveys  from  Cedar  Rapids  to  Oskaloosa,  via  Marengo,  Genoa 
Bluff.  Millersburg,  Deep  River  and  Montezuma,  with  a  maximum 
grade  of  2  per  cent.  Also  a  large  per  cent  of  the  right  of  way  has 
been  acquired.     J.  W.  Andrews,   chief  engineer. 

Joplin  &  Pittsburg  Street  Railroad,  Joplin,  Mo. — Work  on  the 
electric  railway  in  Joplin  is  progressing  rapidly.  Track  is  now 
being  laid  on  Joplin  street,  between  Fifth  and  Tenth  streets,  and 
material  is  arriving  for  the  work  on  South  Joplin  street.  Surveys 
have    been    completed    for    48    miles    of    lines,    running    from    Joplin 


June  22,  1907 


ELECTRIC    RAILWAY     REVIEW 


833 


to  Webb  City,  Carthage  and  Galena,  and  it  is  proposed  to  build 
about  Id  miles  this  summer.  W.  O.  Hands,  manager  and  engineer. 
Kansas  City  St.  Joseph  &  Excelsior  Springs  Electric  Railway, 
Kansas  City,  Mo.— It  is  reported  that  arrangements  have  been  made 
for  underwriting  the  bonds  required  for  building  the  proposed  line 
from  Kansas  City  to  St.  Joseph  and  Excelsior  Springs,  Mo.,  50  miles 
and  a  bridge  across  the  Missouri  river  at  Kansas  City,  for  which  a 
franchise  was  recently  secured. 

Kansas  City  &  Olathe  Electric  Railroad,  Rosedale,  Kan.— F  P 
Dickson,  president  of  this  company,  which  proposes  to  build  an 
interurban  line  from  Kansas  City,  Mo.,  to  Olathe,  Kan.,  passing 
through  Rosedale.  Bryn  Mawr,  Rosedale  View,  South  Park.  Mer- 
riam,  Shawnee,  Lenexa  and  Lackmans.  writes  that  the  line  has 
been  surveyed  from  Rosedale  to  Olathe,  Kan.,  its  entire  distance  of 
20  miles.  Grading  is  completed  from  Rosedale  to  Lenexa,  11  miles, 
and  3  miles  of  track  has  been  laid  from  Rosedale  to  South  Park 
since  the  first  of  the  year.  Work  on  the  overhead  construction, 
which  is  of  the  bracket  type,  is  now  in  progress  from  Rosedale  to 
Merriam.  a  distance  of  5  miles.  The  equipment  for  the  power 
house  will  consist  of  two  150-horsepower  gas  engines  and  one  500- 
volt  90-kilowatt  compound-wound  multipolar  direct-current  gen- 
erator, with  switchboard  apparatus,  etc.  F.  P.  Dickson,  408  Gumbel 
building,  Kansas  City.  Mo.,  is  president;  D.  B.  Johnson,  vice- 
president;  R.  W.  Hocker,  secretary  and  treasurer.  The  Palmer 
Company.  Dwight  building,  Kansas  City,  has  charge  of  the  en- 
gineering  work. 

Kansas  City-Western  Railway,  Leavenworth,  Kan. — The  first  car 
was  operated  last  week  over  the  Welborn  cut-off,  which  will  save 
about  15  minutes  in  the  running  time  between  Kansas  City  and 
Leavenworth. 

Lafayette  &   Logansport   Traction   Company.   Ft.   Wayne,    Ind. 

It  is  announced  that  the  line  from  Lafayette  to  Logansport.  tod., 
which  was  described  in  the  Electric  Railway  Review  of  May  is! 
page  653.  will  be  opened  for  traffic  about  Julv  15.  A  car  will  be 
operated  over  the  line  on  June  23,  when  a  party  of  officials  will 
make  an  inspection  trip,  but  the  ballasting  has  not  yet  been  eom- 
pleted. 

Lake  View  Traction  Company,  Clarksdale,  Miss.— It  is  an- 
nounced that  construction  work  on  this  company's  line  to  Lake 
View  will  begin  about  September  1.  Its  capital'  stock  has  been 
increased  to  $1,000,000  of  preferred  and  $1,500,000  of  common  stock 
and  the  company  since  its  organization  has  been  steadily  at  work 
acquiring  right  of  way,  real  estate,  franchises,  etc.,  preparatory 
to  beginning  construction  work  in  the  fall.  R.  F.  Tate,  Memphis. 
is  president. 

Marlboro,  Mass. — It  is  stated  that  a  17-mile  interurban  rail- 
way from  Marlboro  to  Waltham  is  being  promoted  by  C.  E.  Stevens 
of    Sudbury,    Mass. 

Meridian  (Miss.)  Light  &  Railway  Company.— It  is  announced 
that  the  Twenty-fourth  avenue  line  in  Meridian  is  to  be  extended 
at  once  to  Poplar  Springs,  three  miles,  and  that  $263,500  is  to  be 
expended  in   improvements. 

Metropolitan  Street  Railway,  Kansas  City,  Mo. — C.  N.  Black, 
general  manager,  has  announced  that  the  material  for  the  exten- 
sion of  the  Prospect  avenue  extension  is  expected  to  arrive  the 
latter  part  of  this  month  and  that  construction  will  begin  about 
July  1.  It  is  expected  that  45  days  will  be  required  to  build  the 
extension. 

Mllford  &  Uxbridge  Street  Railway,  Milford,  Mass. — This  com- 
pany is  reported  to  be  contemplating  the  construction  of  an  elec- 
tric road  connecting  Whitinsville.  East  Douglas  and  Manchaug, 
Mass. 

Milwaukee  Northern  Railway,  Port  Washington.  Wis. — W.  A. 
Comstock,  president,  writes  in  regard  to  tin-  reports  of  a  con- 
solidation of  this  company  with  the  Sheboygan  (Wis.)  Light  Power 
&  Railway  Company  that  there  has  been  no  actual  financial  con- 
solidation of  the  two  companies,  but  consolidated  management  has 
bei  [i  agreed  upon  between  them,  for  mutual  advantages  in  economy 
of  operating  charges,  and  for  mutual  protection.  Ernest  Gonzen- 
bach,   at  present  vice-president,   treasurer  and   general   manager  of 

the  Sheboygan  Light  Power  &  Railway  Company,   I imes  general 

manager  also  of  the  Milwaukee  Northern  Railway.  B.  G.  Broad, 
at  present  auditor  of  the  Comstock-Haigh-Walker  Company,  which 
is  building  the  Milwaukee  Northern,  becomes  auditor  of  the  two 
railway  companies  jointly.  F.  w.  Walker  of  the  Comstock-Haigh- 
Walker  Company  becomes  operating  engineer  for  the  two  railway 
companies.  As  far  as  the  general  officers  are  concerned  the  two 
niies  will  keep  their  identity  as  at  present.  The  agreement 
goes  into  effect  on  July  1.  1907.  The  construction  of  the  Milwaukee 
Northern  is  being  pushed  witli  all  possible  dispatch.  There  have 
been  delays  in  construction,  due  to  very  bad  weather,  in  the  last 
two  months,  and  there  have  been  some  delays  in  receiving  material 
on  ace., mil  of  strikes.  It  is  expected,  however,  to  be  in  operation 
to  Port  Washington,  Wis.,  from  Milwaukee  about  August  1.  At 
inc  time  tli.-  work  is  being  pushed  along  between  Porl  Wash- 
and  Shi  bo;  gan,  and  with  no  untoward  delays  tie    line  should 

In  operation  Into  the  last-named,  city  from  Milwaukee  by 
November  15. 

Mineola  Roslyn  &  Port  Washington  Railroad. — It  is  announced 
that  this  company,  which  proposes  to  build  an  electric  line  from 
Oyster  Ba;  i'>  Flu  bine,  I.,  l..  via  the  points  named  in  its  title, 
has  made  application  to  Increase  its  capital  Btock  from  160,000 
to  (1,260,000,  and  t"  change  n>  name  to  tie-  New  v..ik  &  North 
Trad  ion   I  iompany. 

Minneapolis   Kansas  City  &  Gulf   Electric  Railway,   Minneapolis, 
Minn. — The   Northwestern   Securities   Company    lias   issued    .,    pros 
pectus  for  this  company's  proposed  electric  line  from  Minneapolis, 


v\-    ,'',  "'l'.'1'-11    1,,s   Moines,    la.,    Omaha.    Neb.,    Kansas   City,    Mo 
\\  ichita,    Kan..   Oklahoma  City.   Okla..    Dallas.    Waco.   Houston   and 
Gaheston.    Tex.     The   road    is   to   be   double-tracked   and   to   handle 
both   passengers   and   freight. 

Montgomery    Traction    Company.    West    Point,    Pa.— This    com 
pany,  which  now  operates  an  electric  line  from  Lansdale  to  Norris- 
town,   Pa.,  announces  that  it  will  build  an  extension   from  Norris- 
town  to  Ambler,  with  a  possible  continuation  to  Willow  Grove. 

New  Orleans  (La.)  Railway  &  Light  Company.— President  E.  C. 
f-nn  IL  .as  „alm£uneed  that  the  ™'"Pany  proposes  to  expend  from 
$.00,000  to  $1,000,000  this  year  in  track  construction  and  roadbed  im- 
provements. At  present  the  company  is  reconstructing  its  tracks 
on  Broadway,  from  St.  Charles  avenue  to  Walnut  street,  and  re- 
moving them  from  the  side  to  the  center  of  the  street.  As  soon  as 
this  work  is  completed,  or  in  about  30  days,  the  Villere  street  line 
is  to  be  extended  about  five  blocks.  It  is  also  proposed  to  make  an 
experiment  with  wooden  blocks  for  paving  between  the  tracks  and 
tor  one  foot  on   each  side. 

Northern  Cambria  Street  Railway,  Patton,  Pa.— Work  is  to  be 
started  m  a  few  days  on  an  extension  from  Barnesboro  to  Gar- 
man's  Mills,  Pa.,  three  miles.  Surveys  have  been  completed. 
W.  H.  Denlinger.   president. 

Oregon  Water  Power  &  Railway  Company.  Portland,  Ore.— 
Work  will  be  started  in  a  short  time  in  replacing  the  present  411- 
pound  rails  between  Oregon  City  and  the  Clakamas  river  with 
lO-pound  rails.  This  divison  includes  about  two  miles  of  track 
Other  portions  of  the  track  will  be  rebuilt  this  summer. 

Paris  (III.)  Traction  Company.— F.  L.  Kidder,  president, 
writes  that  3V2  miles  of  track  has  been  laid  this  year  and  put  in 
operation,  from  the  south  city  limits  of  Paris  to  Reservoir  Park 
The  Paris  &  Northern  Traction  Company,  which  has  the  same 
officers,  has  been  incorporated  to  build  from  Paris  to  Ridge  Farm. 
111..  20  miles,  from  Horace  to  Brockton,  12  miles,  and  from  Gar- 
land to  Metcalf.  6  miles.  Surveys  have  been  completed  from  Paris 
to  Chrisman,  14  miles,  and  surveying  is  in  progress  on  the  remain- 
der of  the  distance  to  Ridge  Farm.  Grading  is  to  begin  in  July. 
I.  N.   Doughty  of  Paris  is  chief  engineer. 

Public  Service  Corporation  of  New  Jersey.  Newark.  N.  J. — 
The  new  extension  to  Clementon,  N.  J.,  was  opened  for  traffic  on 
June   15. 

Puget  Sound  International  Railway  &  Power  Company. — C.  D. 
Wyman  of  Boston,  Mass.,  vice-president  of  the  Seattle  Electric 
Company  and  the  Puget  Sound  Electric  Railway,  who  is  also  con- 
nected with  other  properties  of  the  Stone  &  Webster  Engineering 
Corporation  in  the  northwest,  has  announced  that  this  company 
has  been  organized  and  incorporated  in  Maine  for  the  purpose  of 
building  and  operating  an  extensive  system  of  interurban  electric 
lines  in  the  state  of  Washington  and  to  extend  and  improve  the 
lines  in  the  northwest  already  controlled  by  Stone  &  Webster. 
The  cities  which  will  be  served  by  this  system  and  their  approxi- 
mate distances  from  Seattle  are  as  follows:  Aberdeen,  133  miles; 
Blaine,  138  miles;  Bellingham,  97  miles;  Chehalis,  94  miles;  Cen- 
tralia,  94  miles;  Puyallup,  32  miles;  Everett.  4ti  miles.  Negotiations 
for  the  controlling  interest  in  the  street  railway  properties  of 
Everett.  Wash.,  by  Stone  &  Webster  are  now  under  way  and  as 
soon  as  these  have  been  completed  actual  work  will  be  begun 
on  the  construction  of  the  first  division,  whose  objective  will  be 
Bellingham.  Between  30  and  40  miles  have  been  surveyed  south 
of  the  latter  city.  It  is  stated  that  power  for  the  northern  portion 
of  the  system  will  be  obtained  from  the  Noosack  power  plant, 
whose  capacity  will  soon  be  increased  to  care  for  the  additional 
load. 

Pullman  La  Crosse  &  Columbia  River  Railroad. — J.  O.  Staats  of 
La  Crosse,  Wash.,  has  submitted  a  proposition  to  the  people  of 
Whitman  couniy.  Washington,  south  of  Spokane,  to  organize  a  rail- 
road company  and  build  an  electric  line  from  Pullman  to  La  Crosse 
and  Hooper,  42  miles.  It  is  to  connect  at  Pullman  with  the  Oregon 
Railroad  &  Navigation  Company  and  at  Hooper  with  the  new  Port- 
land-Seattle branch  of  the  Northern  Pacific.  The  route  will  be  from 
Pullman  to  Union  Flat,  via  Wilbur  gulch,  thence  crossing  the  flat  to 
Little  Pennewawa  creek,  thence  down  that  creek  and  across  the 
divide  to  Alkali  Flat,  thence  to  La  Crosse,  via  Willow  creek.  Power 
will  be  generated  at  Palouse  Falls,  near  Washtucna,  if  sufficient 
force  can  be  obtained.  If  not,  steam  will  be  used.  The  proposed 
line  will  occupy  almost  the  route  selected  by  the  Northern  Pacific 
several  years  ago  when  it  was  proposed  to  build  a  cut-off  to  connect 
with  the  main  line  near  Pasco,  thus  saving  a  long  haul  to  Marshall 
Junction  and  back  to  Pasco.  The  line  will  be  130  miles  shorter  than 
the  road  now  running  from  Pullman  to  Pasco  via  Marshall  Junction. 

San  Diego  (Cal.)  Electric  Railway. — This  company  is  under 
contract  with  the  Columbian  Realty  Company  to  build  and  operate 
1  car  line  from  University  boulevard,  out  University  avenue. 
through  City  heights,  to  Fairmont  avenue,  and  the  construction 
of  this  line  will  be  commenced  and  rushed  to  completion  and 
operation  as  soon  as  the  grading  of  the  street  lias  been  completed. 
The  line  will  be  completed  within  six  weeks  after  construction  has 
begun,  as  most  of  the  material  is  mm  in  the  city  and  the  re- 
mainder will   have  arrived  before   the  grading    has    been   finished. 

Sand  Point,  Idaho. — Announcement  Is  made  by  \  McDonnell 
that  plans  for  an  electric  railway  to  facilitate  the  transporting 
of  ore  from  the  Weber  mine  to  Lake  view   are  under  slderatlon. 

The   line   will  be   nine   miles  Ioiik. 

Seattle- Everett  Interurban  Railway,  Seattle,  Wash. — Harry  C. 
Todd,  secretary,  writes  that  this  company  has  laid  ".;  miles  of 
track   this  year  from   Lake   Balllnger    to    Mall's   Lake,    Wash.,   and 

rating  four  41-foot  passem-:*  1      01 one  electric  locomotive 

and  25  freight  cars.     An  extension  fr Hall       Laki  tt,  18 


S34 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  25. 


miles,   is  expected   to  be  in  operation  by  January  1.     G.  W.   Chap- 
man, chief  engineer. 

Southern  Illinois  Transit  Company. — McCann  Brothers  of  Her- 
rin,  111.,  who  have  the  contract  for  grading  this  line  from  Murphys- 
boro.  through  Carbondale,  Herrin  and  Johnson  City,  1)1.,  were 
expected  to  begin  work  this  week  between  Carbondale  and  Carter- 
ville.  Another  force  of  men  is  to  be  put  at  work  soon  between 
Carbondale  and  Murphysboro.  The  work  of  securing  a  private 
right  of  way  is  being  pushed.  The  company  is  to  be  reorganized 
under  the  name  of  the  St.  Louis  &  Big  Muddy  Coal  Belt  Railway, 
with   a   capital   stock   of   $600,000. 

Springfield  (III.)  Consolidated  Railway. — Mullville  Brothers  of 
Alton,  III.,  have  been  awarded  the  contract  for  the  construction  of 
this   company's   proposed   extension   to   the  Zoo   park. 

Springfield,  Md. — The  Springfield  State  Hospital  for  the  Insane 
has  let  a  contract  to  David  E.  Evans  of  Baltimore  for  building  an 
electric  railway  line  from  Springfield  to  Sykesville. 

Terre  Haute  Indianapolis  &  Eastern  Traction  Company,  Indian- 
apolis. Ind. — This  company  will  replace  half  a  mile  of  track  in  New- 
castle. Ind..  with  new  6-inch  girder  rails. 

Texas  Traction  Company,  Dallas.  Tex. — The  grading  forces  for 
the  line  from  Sherman  to  Dallas,  T<\..  have  begun  work  in  the  city 
of  Sherman  and  will  complete  the  work  from  the  city  to  the  next 
camp  in  the  vicinity  of  Choctaw  Bayou. 

Toledo  (O.)  Railways  &  Light  Company. — This  company  is  re- 
laying five  miles  of  its  tracks  in  Toledo  with  90-pound  rails,  in 
place  of  the  old  45-pound  rails.  The  work  on  the  Broadway  line  is 
completed  and  work  is  now  in  progress  on  South  and  Adams  streets. 
The  Monroe  and  Western  avenue  lines  will  be  rebuilt  next  and  also 
the  Lower  Summit  line,  when  that  street  is  repaved  this  summer. 
This  line  may  also  be  double-tracked.  L.  E.  Beilstein,  general 
manager. 

Union  Traction  Company  of  Kansas,  Independence,  Kan. — 
Tracklaying  has  been  completed  on  the  line  from  Coffeyville  to 
Independence,  Kan.,  and  President  D.  H.  Siggins  is  quoted  as  say- 
ing that  cars  will  be  operating  over  the  line  by  June  30.  Work 
on  the  park  line  in  Coffeyville  is  expected  to  be  completed  by 
July  15.  The  company  also  proposes  to  build  from  Coffeyville  to 
Parsons   and    from    Coffeyville    to    Cherryvale. 

United  Railways,  Portland,  Ore. — E.  E.  Little,  president  of  the 
Pacific  Railway  &  Navigation  Company,  has  acquired  control  and 
been  elected  president  of  this  company,  which  is  now  building  a 
street  railway  system  in  Portland  and  proposes  to  build  to  Hills- 
boro  and  Forest  Grove.  Work  has  been  started  on  Flanders  street, 
from  Front  to  Twelfth  street. 

Washington  &  Martinsville  Traction  Company. — Thomas  De 
Noon  of  Chicago  and  Chief  Engineer  E.  J.  Wilson  announced  re- 
cently that  construction  on  the  line  from  Washington  to  Martins- 
ville. Ind.,  via  Bloomfield,  will  begin  in  30  days.  Surveys  are 
being  completed  and  grading  is  to  begin  at  the  Washington  end. 

Western  New  York  &  Pennsylvania  Traction  Company,  Olean. 
N.  Y. — The  New  York  railroad  commissioners  have  granted  this 
company  permission  to  issue  $300,000  of  bonds  for  improvements. 

Williamsport  (Pa.)  Passenger  Railway. — E.  H.  Davis,  general 
manager,  writes  that  this  company  expects  to  complete  this  sum- 
mer an  extension  of  about  l1"   miles. 

Winnipeg  (Man.)  Electric  Railway. — This  company  has  written 
to  the  board  of  control  of  Winnipeg  that  it  proposes  to  double- 
track  its  Portage  avenue  line  from  Nella  street  west;  also  the  Belt 
line  and  the  William  avenue  line. 

Wyalusing  Valley  (Pa.)  Railway.— W.  D.  B.  Ainey,  T.  J.  Davis, 
M.  S.  Allen  and  J.  S.  Courtright  have  applied  for  a  charter  to 
build  an  electric  railway  from  Wyalusing  to  Montrose,  Pa. 


Personal  Mention 


POWER   HOUSES  AND  SUBSTATIONS. 


Buffalo  &  Lake  Erie  Traction  Company,  Buffalo,  N.  Y. — This 
company  has  closed  a  contract  with  the  General  Electric  Company 
for  a  new  converter  substation,  which  will  be  built  near  Athol 
Springs,  N.  Y.  It  is  expected  that  the  station  will  be  ready  for 
operation  by  August  15.  The  cost  of  the  new  substation  will  be 
about  $60,000.  This  station  is  being  erected  as  a  result  of  a  con- 
tract just  entered  into  with  the  Ontario  Power  Company  for  elec- 
tric power  for  the  main  line  between  Buffalo  and  Erie.  It  is 
stated  that  within  a  year  power  will  be  available  for  manufacturing 
purposes  and  it  is  predicted  by  President  Joseph  B.  Mayer  that  this 
will  do  much  to  increase  the  development  of  towns  along  this 
line.  The  power  house  at  Fredonia  will  be  abandoned  except  for 
the  manufacture  of  gas. 

Chippewa  Valley  Electric  Railway,  Eau  Claire,  Wis. — It  is  an- 
nounced that-  this  company  has  decided  not  to  renew  its  contract 
with  the  Chippewa  Falls  Power  &  Lighting  Company  for  power 
to  operate  its  cars.  The  company  has  decided  to  operate  its  plant 
at  Menomonie,  and  expects  to  have  sufficient  power  available  to 
sell  for  power  and  lighting  purposes. 

Keokuk  (la.)  Electric  Railway  &  Power  Company. — It  is  an- 
nounced that  this  company  will  spend  about  $10,000  on  improve- 
ments on  its  local  property  this  fall  and  winter.  A  new  400-horse- 
power  generator  will  be  installed  in  its  power  house. 

Memphis  (Tenn.)  Street  Railway  Company. — It  is  announced 
that  this  company  will  install  two  new  units  in  an  addition  to  its 
power  house.  The  addition  will  be  of  brick  of  sufficient  size  to 
accommodate  the  new  units.  Work  will  be  started  in  about  a 
month. 


Mr.  E.  S.  Fassett,  general  manager  of  the  United  Traction  Com- 
pany of  Albany,  N.  Y.,  has  been  elected  a  director  and  a  member 
of  the  executive  committee,  succeeding  Mr.  W.  J.  Mullen. 

Mr.  E.  J.  Bechtel,  heretofore  chief  electrician  of  the  Toledo 
Railways  &  Light  Company.  Toledo,  O.,  has  resigned,  effective 
on  July  1,  to  become  consulting  engineer  for  Hodenpyl,  Walbridge 
&    Co..    New    York    City. 

Mr.  Leonard  A.  Jansen,  superintendent  of  underground  con- 
struction of  the  Milwaukee  Electric  Railway  &  Light  Company, 
has  been  appointed  south  side  commissioner  of  public  works  of 
the  city  of  Milwaukee,  Wis. 

Mr.  Charles  R.  McKay  has  been  appointed  chief  electrician  of 
the  Toledo  Railways  &  Light  Company,  Toledo,  O.,  succeeding 
Mr.  E.  J.  Bechtel.  resigned.  Mr.  McKay  formerly  was  with  the 
General   Electric  Company  at  Cincinnati. 

It  is  officially  announced  that  Mr.  Frank  R.  Henry,  auditor  of 
the  United  Railways  Company  of  St.  Louis,  St.  Louis.  Mo.,  has  been 
elected  second  vice-president  of  the  American  Street  and  Interurban 
Railway  Accountants'  Association,  vice  Mr.  C.  F.  Bryant,  resigned. 

Mr.  Hugh  J.  McGowan  of  Indianapolis.  Ind.,  president  of  the 
Terre  Haute  Indianapolis  &  Eastern  Traction  Company  and  of 
the  Indianapolis  Traction  Terminal  Company,  has  sailed  for 
Europe  to  spend  at  least  three  months,  accompanied  by  his  wife 
and   daughter. 

Mr.  Ernest  Gonzenbach.  vice-president,  treasurer  and  general 
manager  of  the  Sheboygan  (Wis.)  Light  Power  &  Railway  Com- 
pany, has  been  appointed  general  manager  also  of  the  Milwaukee 
Northern  Railway  of  Port  Washington.  Wis.,  which  is  building 
a  line  from  Milwaukee  to  Port  Washington  and  Sheboygan.   Wis. 

Mr.  S.  N.  Ford  of  Mansfield,  O.,  has  been  elected  president  of 
the  Mansfield  Railway  Light  &  Power  Company,  in  place  of  Mr. 
Leopold  Kleybolte  of  Cincinnati.  Mr.  C.  F.  Ackerman  of  Mansfield 
has  been  elected  vice-president,  succeeding  Mr.  A.  S.  Huey  of  Chi- 
cago, and  Mr.  S.  A.  Foltz  of  Mansfield,  general  manager,  has  also 
been  elected  secretary,  to  succeed  Mr.  George  H.  Koehler  of  Chi- 
cago. 

Mr.  M.  Kuroki,  a  professor  in  the  University  of  Japan,  who  has 
been  sent  to  this  country  and  also  to  Germany  to  study  the  elec- 
tric traction  systems,  is  spending  a  few  weeks  in  inspecting  the 
Indiana  lines  and  especially  the  alternating-current  system  and 
power  house  of  the  Indianapolis  &  Cincinnati  Traction  Company  at 
Rushville.  Mr.  Kuroki  is  accompanied  by  Mr.  J.  W.  Meares,  elec- 
trical adviser  for  the  English  government  in  India,  who  is  likewise 
making  an  inspection  of  the  interurbarn  lines  in  Indiana. 

It  is  officially  announced  that  the  new  officers  of  the  Con- 
necticut Company,  formerly  the  Thomaston  Tramway  Company, 
which  will  have  charge  of  operation  of  the  Connecticut  electric 
lines  of  tli<-  New  York  New  Haven  &  Hartford  Railroad  Company, 
are  as  follows:  President.  C.  S.  Mellen;  vice-presidents,  Calvert 
Townley,  H.  M.  Kochersperger  and  E.  H.  McHenry;  assistant  to 
the  president,  H.  A.  Fabian:  general  traffic  manager,  A.  B.  Smith; 
general   manager,   John   K.   Punderford,    all  of  New   Haven,   Conn. 

The  Michigan  United  Railways  Company,  Lansing.  Mich.,  has 
issued  the  following  notice:  "The  appointment  of  Mr.  J.  M.  Bram- 
lette  as  general  manager  of  the  Michigan  United  Railways  Company 
has  been  announced,  to  take  immediate  effect.  Mr.  Bramlette  has 
held  the  position  of  general  superintendent  for  the  company  for 
more  than  a  year  past  and  the  appointment  is  a  well-merited 
recognition  of  his  efficient  services.  His  headquarters  will  con- 
tinue to  be  in  the  city  of  Kalamazoo,  the  western  terminus  of  the 
system.  The  office  of  general  superintendent  has  been  abolished." 
A  portrait  and  biographical  sketch  of  Mr.  Bramlette  were  pub- 
lished in  last  week's  issue  of  the  Electric  Railway  Review. 

The  office  of  Mr.  T.  P.  Shonts,  president  of  the  Interborough-Met- 
ropolitan  Company  of  New  York,  has  been  moved  from  the  Park 
Row  building  to  the  United  States  Realty  building.  115  Broadway, 
seventeenth  floor.  Mr.  H.  M.  Fisher,  secretary,  will  also  have  his 
office  there.  A  reorganization  of  the  legal  department  of  the  compa- 
nies embraced  in  the  Interborough-Metropolitan  Company  system  in 
New  York  has  been  announced  as  having  taken  effect  on  June  1. 
The  department  is  now  organized  as  follows:  Mr.  Paul  D.  Cravath. 
general  counsel  New  York  City  Railway  and  subsidiary  companies. 
Mr.  George  W.  Wickersham,  general  counsel  Interborough  Rapid 
Transit  Company  and  subsidiary  companies.  Mr.  James  L.  Quack- 
enbush,  general  attorney  for  all  companies.  Mr.  A.  A.  Gardner, 
general  solicitor  for  all  companies.  Mr.  Charles  A.  Gardiner,  so- 
licitor for  Manhattan  Railway.  Mr.  Henry  A.  Robinson,  solicitor 
for  the  New  York  City  Railway  and  solicitor  in  charge  of  the 
bureau  of  real  estate  and  taxes  for  the  various  companies  in  the 
system.  Mr.  Van  Vechten  Veeder,  attorney  and  solicitor  for  the 
borough  of  Queens  and  Nassau  county.  Mr.  Ambrose  F.  McCabe, 
attorney  and  solicitor  for  Westchester  county.  Mr.  Quackenbush 
formerly  had  jurisdiction  over  the  surface  lines  only.  Under  his 
new  assignment  he  is  general  attorney  for  all  the  lines.  The  juris- 
diction of  Mr.  Gardner  extended  formerly  over  the  Interborough 
Rapid  Transit  Company  only.  His  new  duties  entail  much  more 
work.  Mr.  Gardiner  has  been  relieved  of  the  legal  work  of  the 
subway  and  will  now  confine  his  attention  to  the  Manhattan  com- 
pany. 


June 


1907 


ELECTRIC    RAILWAY     REVIEW 


S35 


Financial  News 


Boston  Elevated  Railway. — The  Massachusetts  railroad  commis- 
sioners have  approved  the  issue  of  $5,800,000  of  30-year  5  per  cent 
bonds  by  this  company,  to  supply  funds  needed  in  new  construc- 
tion and  equipment,  and  the  purchase  of  real  estate. 

Boston  Suburban  Electric  Companies. — The  shareholders  voted 
on  May  27  to  amend  the  trust  agreement  with  the  object  of  enabling 
the  company  to  consolidate  three  companies  west  of  Newton,  Mass. 
A.  D.  Clafiin,  the  president,  is  quoted  as  saying  that  in  acquiring 
these  roads  the  Boston  Suburban  Electric  Companies  received  about 
$100,000  bonds,  of  which,  together  with  some  real  estate,  it  will 
dispose.  The  three  companies  are  the  Westboro  &  Hopkinton 
Street  Railway.  Hopkinton.  Mass.;  the  South  Middlesex  Street 
Railway.  Framingham,  Mass..  and  the  Natick  &  Cochituate  Street 
Railway.  Natick,  Mass..  which  will  give  a  through  line  from  the 
end  of  the  Worcester  Consolidated  Street  Railway  tracks  in  West- 
boro to  Xewton,  from  whence  the  Boston  Suburban  Companies' 
cars  may  be  run  directly  by  the  Boston  Elevated  Railway  into  the 
Park  street  station  of  the  t.oston  subway. 

Chicago    City    Railway    Company. — An    issue    of    $10,000. "t 1 

hist  mortgage  5  per  cent  20-year  bonds  has  been  authorized,  and 
$6.000. of  the  bonds  have  been  sold  to  the  Harris  Trust  &  Sav- 
ings bank  and  the  First  Trust  &  Savings  bank.  Of  this  $6,000,000 
it    is    announced    that   $4,000,000   will   be   issued   on   July    1.    another 

$1,000,000  on  August  1.  and  the  remaining  $1,000, >n   September 

1.     The    proceeds    of    the    issue    will    be    used    in    rebuilding    1 1 
providing    new   equipment   and   for   the  purchase   of   additional    real 
estate  and  the  erection  of  buildings. 

Consolidated  Railway.  New  Haven,  Conn. — Earnings  of  this 
company  and  controlled  lines  for  the  10  months  ended  Api 
1907.  were  as  follows:  Total  gross  earnings  from  operation,  $4,989 
607;  less  operating  expenses,  $3,181,448;  net  earnings.  $1,808,159;  add 
income  from  other  sources.  SS51.647;  total  income.  $2,659, S06;  deduc- 
tions from  income.  $2,516,578;  net  income.  $143,228.  Against  net 
income  there  was  charged:  Six  months'  dividend  paid  on  Decem- 
ber 31.  1906,  $200,000;  accrued  dividend  for  January  to  April,  1907, 
$100,000:   total.  $300,000. 

Electric  Properties  Company. — This  company  has  issued  a  re- 
port for  the  11  months  ended  April  30,  1907,  as  follows: 

Earnings    $388,248 

Organization,  legal  and  general  expenses   104.744 

N'et    $283,504 

Preferred  dividend    12S.057 

Common  dividend    120,000 

Surplus    $35,447 

At  the  annual  meeting  of  stockholders  the  following  directors, 
whose  terms  expired,  were  re-elected:  H.  Starr  Giddings.  George 
C.  Smith.  Xew  York;  E.  G.  Tillotson,  Cleveland;  Jolin  F.  Wallace, 
New  York:  Theodore  Vorhees,  Philadelphia;  F.  Q.  Brown.  Xew 
York.  The  other  members  of  the  board  are:  Paul  D.  Cravath, 
Xew  York:  John  A.  Spoor,  Chicago;  Moses  Taylor,  Xew  York;  F.  D. 

Underw 1,   Xew  York;  J.  R.  McGinley.   Pittsburg;  E.  H.  Jennings, 

Pittsburg;  Charles  H.  Allen.  X".  W.  Halsey,  Robert  B.  Van  Cort- 
landt,  Xew  York;  George  Westinghouse,  Pittsburg:  C.  Sidney 
Shepard,  Xew  Haven,  and  W.  H.  Bixby,  St.  Louis,  Mo.  Imme- 
diately after  the  adjournment  of  the  stockholders'  meeting  the 
board  of  directors  organized  and  elected  the  following  officers: 
John  F.  Wallace,  president;  George  C.  Smith,  vice-president:  P.  F. 
Thompson,  vice-president;  John  Seager,  secretary:  R.  B.  Keating. 
assistant  secretary,  and  W.  A.   Esselstyn,  treasurer. 

Henderson  (Ky.)  Traction  Company. — This  company,  which  has 
acquired  the  property  of  the  Henderson  City  Railway,  recently 
foreclosed,  has  Hied  a  trust  deed  to  the  Ohio  Valley  Banking  & 
Trust  Company  of  Henderson,  Ky.,  as  trustee,  to  secure  an  issue 
of  $150,000  of  5  per  cent  20-year  gold  bonds.  The  authorized  cap- 
ital stock  is  $150,000.  Henry  P.  Barret  is  president,  J.  Henry 
vice-president,  and  Charles  F.  Dallam  is  secretary  and  treas- 
urer. These  three,  together  with  B.  G.  Witt  of  Henderson,  C.  C. 
Tennis  of  Pittsburg,  and  Charles  A.  Hinsch  and  W.  F.  Boyd  of 
Cincinnati,  comprise  the  board  of  directors.  For  each  $1,000  bond 
of  the  old  company  $500  in  stock  and  $500  in  new  bonds  have 
been   given. 

Illinois  Traction  Company. — Gross  earnings  for  the  four  months 
ended  April  30  were  $1,105,324,   an   Increase  of  $212,939,  or  23.72  pel 

•  •lit   over   the  corresponding  period   of   last   year.     The   increat 
net  earnings  was  $92,909,  an  increase  of  21.29  per  cent. 

Indianapolis  Traction  &  Terminal  Company. — At  the  annual 
me-  tin-r  of  stockholders  on  June  12  the  directors  were  re-elected  as 
follows  llucli  I  MeGowan,  H.  P.  Wasson,  John  J.  Appel  of  In 
.dianapolis;  Arthur  W.  Brady  of  Anderson,  and  W.  Kesley  Schoepf 
of  Cincinnati.  The  directors  re-elected  the  following  officers:  I 
dent.  Hugh  J.  McGowan;  secretary-treasurer,  W.  F.  Mllholland; 
i> residents,  H.  P.  Wasson,  John  J.  Appel,  Robert  I.  Todd, 
E.  B.  Peek  of  Indianapolis,  ami  E.  <;.  Edwards  of  Cincinnati.  Mr. 
Todd   also   Is  general    manager. 

Mansfield    (O.)    Railway   Light  &   Power  Company. — At    the  an- 
nual meeti,  kholders  in  Mansfield  on  June  10  the  following 
dire.'                       elected:     S.    X'.    Ford.    C.     I 
Carpenter  of  Mansfield,  P.  L.  Puller,  C.  L.  Southerden  ami  Th< 
W.    Latham   of   Cleveland  natl.     The 
directors  organizer]   by  electing   the  following  officers:     S.   X.   Ford, 


president;   C.   F.   Ackerman.    vice-president:   Reid  Carpenter,    treas- 
urer, and  S.  A.  Foltz,  secretary. 

Manila    Electric    Railroad    &    Lighting    Corporation. — This   com- 
pany has  issued   its  annual   report   for   the   year   1906.     The  in 
account,  with  a  comparison,  is  as  follows: 
Gross    earnings—  1906.  1905.         Increase. 

Light  and  power    $3S1,120         $328,417         $ 

Railway     513.840  347.316  166.524 

Trucking     15,514  •  32,27:i 

Total     $910,474  $723,526         $186,948 

Operating  expenses — 

Light  and  power   $1S4,321  $16S.45S         $15,863 

Railway    269.361  165,234           104.127 

Trucking    14.167  '22.119 

Total    $467,849         $369,97S         $  97.S71 

Xet   earnings    442.623  HX.M^  89,077 

Other   income    1.122         •     1,122 

Total    net    $442,625         $354,670         $  S7.955 

Interest  on  bonds   233.208  195.109  38,099 

Surplus  for  year    $209,417         $159,561         $  49.S56 

•Decrease. 

The  operation  of  the  railroad  department  was  inaugurated  on 
April  10,  1905.  so  that  the  figures  for  1905  cover  operations  of  the 
railroad    department    for    less    than    nine    months. 

Maryland  Electric  Railways.  Baltimore. — The  declaration  of  a 
semi-annual  dividend  of  2  per  cent  increases  the  annual  rate  to 
I  per  cent.  The  first  dividend,  which  was  paid  in  January,  was 
only    1%    per    cent. 

Meridian  (Miss.)  Light  &  Railway  Company. — Shareholders 
have  approved  an  amendment  to  the  charter  authorizing  an  in- 
crease in  the  capital  stock  from  $1,000,000  to  $2,000,000,  in  order  to 
provide  for  additions  and  extensions. 

Rio  de  Janeiro  Tramway  Light  <&.  Power  Company. — The  annual 
report  for  1906  shows  gross  earnings  of  $5,575,000  and  operating 
expenses  of  $4,010,000,  leaving  net  earnings  of  $1,565,000. 

Rome    (N.    Y.)    City    Street    Railway    Company. — A    meeting    of 
stockholders   will   be    held   on   June   22    to  vote  on  a   proposition   to 
increase  the  capital  stock  from   $150,000   to   $500,000.     The   pro 
will   be   used    for   extensions. 

Toledo  Ann  Arbor  &  Detroit  Railway.  Toledo. — Judge  Lock- 
wood  of  the  circuit  court  at  Toledo  has  taken  under  advisement 
the  motion  to  sell  the  property.  John  O.  Zabel  of  Toledo  pre- 
sented the  motion  for  the  sale  and  argued  the  case  before  the 
court.  Other  interests  opposed  the  sale  on  the  ground  that  their 
claims    were    not    sufficiently    protected. 

Toledo  (O.)  Railways  &  Light  Company. — The  purchase  of  the 
property  of  the  Toledo  Gas  Electric  &  Heating  Company  and  the 
increase  in  the  capital  stock  from  $12,000,000  to  $15,000,000  have 
been  authorized  by  shareholders.  The  Toledo  Railways  &  Light 
Company  guarantees  the  $2,200,000  outstanding  bonds  of  the  gas 
company. 

United  Railways  Investment  Company. — The  directors  have  de- 
cided that  it  would  be  inadvisable  to  take  any  action  on  the  semi- 
annual dividend  on  the  preferred  stock,  which  is  ordinarily  payable 
in  July.  This  decision  w-as  taken  on  account  of  the  existing  labor 
situation  in  San  Francisco,  and  in  order  that  the  Investment  com- 
pany might  be  in  a  position  to  give  the  United  Railroads  of  San 
Francisco    the    fullest    measure    of    support. 

United    Traction    Company.    Albany.    N.    Y. — The  dire 
authorized  the   issue  of  $859,000  additional  first  consolidated   mort- 
gage 4%   per  cent  bonds,    making  a  total  outstanding  of   $2,58! 
The   remainder  of  the  authorized  issue  of  $6,500,000  is   reserve 
retire   prior  liens. 

Uxbridge  &  Blackstone  Street  Railway.  Uxbridge,  Mass. — It  is 
announced  that  the  $80.90"  capital  stock  of  this  company  will  be 
acquired  by  the  Xew  England  Investment  &  Security  Company, 
which  holds  the  Xew  York  Xew  Haven  &  Hartford  Railroad  street 
railway  properties  in  Massachusetts.  The  Uxbridge  &  Blackstone 
company  has  $80,000  first  mortgage  5  per  cent  bonds  outstanding. 
It  operates  10  miles  of  road,  connecting  Woonsocket,  Whitins. 
Whitinsville,    Millville    and    Uxbridge. 

Western  New  York  &  Pennsylvania  Traction  Company,  Olean, 
N.  Y. — Approval  has  been  given  by  the  New  York  railroad  commis- 
sion  to  tie  this   companj    of    I ,000   additional   first  and 

refunding  mortgage  bonds,  making  a  total  outstanding  of  $2,474,000. 

Dividends    Declared. 

American  Cities  Railway  ,fc  Light  Company,  preferred,  quar- 
terly,  l'i  per  cent. 

Bangor  (Me.)  Railway  A  Electric  Company,  quarterly,  1',  pel 
cent. 

unati   Street   Railway,    quarterly,    1%    per 

Indianapolis    Street    Railway,    3    per 

Louisville  (Ky.)  Traction  Company,  comn  quarterly,  l  per 
cent. 

Manl  .*i   Lighting  cenl 

.  r.i  i    Ti.:  i ';   per 

St.  Joseph   Railway  Light  pany,  preferred, 

i  1 1   per  cent 

anion    r  lallway,   Philadelphia,   9fc    per  cent. 

West    Phil  i  y,    '"  per  cent. 


836 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  Xo.  25. 


Manufactures  and  Supplies 


ROLLING  STOCK. 


San  Jose  &  Santa  Clara  Railway,  San  Jose,  Cal.,  has  placed  an 
order  for  12  double-truck  cars. 

Camden  &  Suburban  Railway,  Camden.  N.  J.,  it  is  reported, 
is  in  the  market  for  41  motor  cars. 

Maryland  Electric  Railways,  Annapolis.  Md.,  has  placed  an 
order   for   eight    new    passenger   cars, 

Elkins  Electric  Railway,  Elkins.  W.  Va.,  is  in  the  market  for 
a  number  of  electric   motor  passenger  cars. 

Mt.  Hood  Railway  &  Power  Company,  Portland,  Ore.,  under 
construction,  will  be  in  the  market  for  cars  about  September  1. 

Spokane  &  Inland  Empire  Railroad,  Spokane.  Wash.,  has 
ordered   one  locomotive   from   the   Baldwin   Locomotive   Works. 

Scioto  Valley  Traction  Company.  Columbus,  O.,  has  recently 
purchased  and  is  now  equipping  for  service  four  express  trail  cars. 

Sandusky  Norwalk  &  Mansfield  Electric  Railway.  Xorwalk,  O.. 
it  is  reported,   has  purchased  a  number  of  new  53-foot  cars. 

Pittsburg  Harmony  Butler  &  New  Castle  Railway,  Grafton,  Pa., 
placed  an  order  with  the  St.  Louis  Car  Company  some  time  ago  for 
12  new  cars. 

Whatcom  County  Railway  &  Light  Company,  Bellingham. 
Wash.,  it  is  reported,  expects  to  buy  eight  motor  cars  and  a  few 
trailers    in    the   near   future. 

Williamsport  Passenger  Railway,  Williamsport,  Pa.,  as  reported 
in  the  Electric  Railway  Review  of  April  6,  has  ordered  four  cars 
from  The  J.  G.  Brill  Company. 

Philadelphia  &  Western  Railway,  Philadelphia.  Pa.,  it  is  re- 
ported, has  drawn  up  specifications  for  50  new  cars  and  will  be 
ready   to   award   the   contract    in    the   near   future. 

Worcester  Consolidated  Street  Railway,  Worcester,  Mass.,  has 
placed  an  order  with  The  J.  G.  Brill  Company  for  15  closed  cars 
for  city  service  and   5   closed   cars  for  suburban   use. 

Kansas  City  St.  Joseph  &  Excelsior  Springs  Railway,  we  are 
officially  advised,  has  not  yet  placed  its  order  for  equipment,  but 
will  be  in  the  market  for  new  ears  later  in  the  season.  Ira  G. 
Hedrick,  consulting  engineer.  Keith  &  Perry  building,  Kansas 
City,   Mo. 

Washington  Railway  &  Elsctric  Company,  Washington,  D.  C. 
has  ordered  25  closed  cars.  2S  feet  3  inches  long,  from  the  St.  Louis 
Car  Company.  These  cars  are  to  be  mounted  on  maximum  trac- 
tion trucks,  with,  steel-tired  wheels  and  equipped  with  Westing- 
house    93-A   motors. 

Waterloo  Cedar  Falls  &  Northern  Railway,  Waterloo,  la.,  has 
placed  a  contract  with  the  McGuire-Cummings  Manufacturing 
Company  for  seven  10-bench  open  cars  and  seven  closed  cars. 
The  closed  cars  will  be  20  feet  long  over  body,  31  feet  1  inch  over 
all   and   will   have   5-foot   platforms. 

United  Traction  Company,  Albany,  X.  Y..  has  ordered  25 
double-truck  cars  from  J.  M.  Jones'  Sons.  These  cars  will  have 
28-foot  bodies,  longitudinal  seats,  pneumatically  operated  doors  and 
six-foot  vestibules.  They  will  be  equipped  with  27-G  Brill  trucks, 
GE-80  motors  and  K-28F  controllers. 

Ferrocarril  Electrico  de  Lerdo  a  Torreon,  Gomez  Palacio,  Mex.. 
it  is  reported,  has  placed  an  order  with  The  J.  G.  Brill  Company 
for  six  large  double-truck  cars.  This  is  the  second  order  for  equip- 
ment that  this  road  has  placed  in  the  United  States.  The  first, 
given  about  a  month  ago,  calls  for  10  large  cars. 

Newton  &  Northwestern  Railroad,  Boone.  la.,  has  received  from 
the  Niles  Car  &  Manufacturing  Company  10  passenger  interurban 
cars.  These  cars  are  53  feet  long  and  8  feet  9  inches  wide,  inside 
measurement,  and  have  three  compartments — baggage  and  express, 
smoking  and  passenger.  The  company  has  also  purchased  an  ex- 
press car  of  the  same  length  and  width  from  the  Xiles  Car  & 
Manufacturing  Company. 


SHOPS   AND   BUILDINGS. 


Chippewa  Valley  Electric  Railway,  Eau  Claire,  Wis. — Plans 
have  been  prepared  for  a  new  waiting  station  at  Eau  Claire,  which 
will  be  17.  by  30  feet,  with  cement  floor,  iron  columns  and  metal 
roof.     H.   G.   Lawrence,   superintendent. 

Indiana  Union  Traction  Company,  Anderson,  Ind. — It  is  an- 
nounced that  this  company  will  expend  $15,000  additional  on  the 
large  car  shops  now  under  construction  at  Anderson,  bringing  the 
total  cost   up   to   $140,000. 

Louisville  &  Southern  Indiana  Traction  Company,  New  Albany. 
Ind. — It  is  reported  that  this  company  has  taken  an  option  on  land 
near  Midland,  Ind.,  on  which  to  erect  a  car  house,  gas  house  and 
a   substation. 

United  Railways  &  Electric  Company,  Baltimore,  Md. — The 
Maryland  Electric  Railways  Company,  acting  for  the  United  Com- 
pany, has  let  a  contract  to  J.  Henry  Miller,  for  the  erection  of  a 
large  reinforced  concrete  car  house  on  the  block  bounded  by  Pratt, 
Lombard,    Seventh    and    Eighth    streets.    Highlandtown.    Md.     The 


plans  were  prepared  by  Simonson  &  Pietsch,  architects,  and  the 
estimated  cost  is  $140,000.  Work  is  to  lie  started  immediately,  with 
the    intention   of   completing    the   building   by   fall. 

New  York  (N.  Y.)  City  Railway. — The  car  barns  on  Madison 
avenue,  between  Eighty-fifth  and  Eighty-sixth  streets,  Xew  York 
City,  were  destroyed  by  fire  on  June  16.  The  loss  is  estimated 
at   $200,000. 

Petaluma  &  Santa  Rosa  Railway.  Petaluma,  Cal. — It  is  reported 
that  this  company  contemplates  the  erection  of  a  new  passenger 
station  and  other  improvements,  including  the  enlargement  of  the 
switching   yards. 

Spokane  &  Inland  Empire  Railroad.  Spokane,  Wash.— Three 
new  passenger  stations  are  now  being  erected  at  Liberty  Lake, 
Liberty  Lake  Junction  and  Dalton  Gardens,  Idaho,  on  the  Coeur 
d'Alene  and  Spokane  division.  The  type  of  structure  is  similar 
to  that  used  in  the  new  station  at  Hayden  Lake,  of  the  Swiss 
chalet  style,   with   long  umbrella  sheds. 


TRADE  NOTES. 


General  Electric  Company,  Schenectady.  X.  Y..  has  declared  its 
regular  quarterly  dividend   of  _  per  cent,  payable  on  July  15. 

Beaumont  Iron  Works,  Inc.,  Beaumont,  Tex.,  will  erect  a 
building  there,  50  by  150  feet,  equipped  for  building  and  rebuilding 

cars. 

J.  G.  White  &  Co..  Xew  York,  have  declared  their  regular 
quarterly  dividend  of  1>4  per  cent  on  the  preferred  stock,  payable 
on  July  1. 

American  Nut  &  Bolt  Fastener  Company,  Allegheny,  Pa.,  has 
declared  its  regular  quarterly  dividend  of  5  per  cent  and  5  per  cent 
extra,  both  payable  on  Juni 

Standard  Coupler  Company.  Chicago,  has  declared  a  semi- 
annual dividend  of  2%  per  cent  on  the  common  stock  and  4  per 
cent  on   the  preferred  stock,   payable  on  June  29. 

D.  T.  Williams  Valve  Company.  Cincinnati.  O..  has  opened  an 
eastern  branch  office  at  26  Cortlandt  street,  Xew  York,  in  charge 
of  Charles  K.  Thomas  as  eastern  sales  agent. 

Union  Switch  &  Signal  Company,  Swissvale.  Pa.,  has  declared 
the  regular  quarterly  dividends  of  3  per  cent  on  its  preferred  and 
3  per  cent  on  its  common  stock,  payable  on  July  10. 

Northern  Engineering  Works.  Detroit.  Mich.,  lias  installed  two 
5-ton  3-motor  electric  traveling  Northern  cranes  in  the  new  plant 
of  the  Michigan   Copper   &   Brass   Rolling   Mills,   Detroit. 

Virginia  Passenger  &  Power  Company.  Richmond,  Va.,  has  re- 
cently placed  an  order  for  Allis-Chalmers  turbines  and  Babcock  & 
Wilcox  boilers,  equipped  with  Foster  superheaters  for  175  degrees. 

Pittsburg  Screw  &  Bolt  Company,  Pittsburg.  Pa.,  has  had 
plans  prepared  for  a  4-story  factory  and  office  building,  72  by  100 
feet.  It  will  be  located  at  Twenty-fifth  street  and  Liberty  avenue, 
Pittsburg. 

H.  M.  Byllesby  &  Co.,  Chicago,  have  been  retained  as  con- 
sulting and  supervising  engineers  by  the  Mobile  &  Ohio  for  the 
rehabilitation    and    electrification    of    its    general    repair    shops    at 

Whistler.    Ala. 

Electric  Storage  Battery  Company,  Philadelphia,  Pa.,  has  de- 
clared the  regular  quarterly  dividend  of  1V»  per  cent  on  its  pre- 
ferred and  common  stocks,  payable  on  July  1.  to  stockholders  of 
record   on   June   25. 

Evens  &  Howard  Fire  Brick  Company,  St.  Louis.  Mo.,  em- 
phatically denies  the  rumors  which  associate  this  company  with 
others  in  the  so-called  merger  of  St.  Louis  fire  clay  interests.  The 
company  advises  it  is  not  and  will  not  be  a  party  to  the  merger. 

American  Car  &  Foundry  Company,  St.  Louis.  Mo.,  has  de- 
clared a  regular  quarterly  dividend  of  1  per  cent  on  the  common 
stock  and  X%  per  cent  on  the  preferred  stock,  both  payable  on 
July  1.  This  increases  the  dividend  on  the  common  stock  from 
2   to  4   per  cent   yearly. 

Federal  Railway  Signal  Company.  42  Broadway.  Xew  York, 
will  soon  begin  the  construction  of  a  factory  building  on  upper 
Broadway.  Albany.  X.  Y.  The  building  will  be  350  feet  long  and 
100  feet  wide,  two  stories  high  and  of  fireproof  steel  construction 
and  will  cost  about  $80,000. 

E.  H.  Symington,  western  sales  manager  of  the  T.  H.  Syming- 
ton Company,  who  was  seriously  injured  while  riding  in  Lincoln 
park  on  May  IS,  is  now  rapidly  regaining  his  health.  He  has  re- 
covered consciousness  and  his  strength  to  such  an  extent  that  he 
is  able  to  take  some  recreation. 

R.  L.  Ginsburg  &  Sons,  dealers  in  iron,  steel  and  metals,  an- 
nounce that  on  July  1  this  firm  will  be  succeeded  by  a  corporation 
known  as  the  R.  L.  Ginsburg  Sons'  Company,  with  offices  located 
both  at  Detroit.  Mich.,  and  Buffalo,  X.  Y.,  as  heretofore.  The  new 
corporation  will  take  over  all  the  assets  and  assume  all  the  lia- 
bilities of  the  present   firm. 

Goldschmidt-Thermit  Company,  90  West  street,  Xew  York,  ex- 
hibited at  the  Master  Mechanics'  and  Master  Car  Builders'  conven- 
tions at  Atlantic  City  three  sizes  of  its  new  fire  brick  molds  for 
welding  locomotive  frames.  These  molds  represent  a  great  advance 
in  the  process,  as  they  entirely  do  away  with  the  services  of 
molders  and  pattern  makers,  allowing  the  repairs  to  be  made  in 
the  roundhouse  or  repair  shop.  Daily  demonstrations  of  the  weld- 
ing of  locomotive  frames  were  given  in  connection  with  the  exhibit 


June  22.  1907. 


ELECTRIC    RAILWAY    REVIEW 


837 


and  formed  a  must  important  feature.  Other  exhibits  of  the  com- 
pany were  its  new  wax  patterns,  interesting  samples  of  repair 
work  and  specimens  of  the  rare  metals  free  from  carbon,  such  as 
chromium,    manganesi  copper,    molybdenum,    etc.,    pro- 

duced by  the  Thermit   process  and  supplied  by  the  company. 

Heywood    Brothers    &    Wakefield    Company.    Wakefield,    Mass. 

will  construct  a  $300. factory  at  Gardner,   .Mass.     The  plant  will 

consist  of  a  main  building,  f6  by  4 J.",  feet,  and  an  office  building. 
60  by  60  feet,  each  building  to  be  four  stories  high  and  basement. 
A  contract  has  just  been  awarded  the  American  Bridge  Company 
for  1,500   tons  of  structural  steel. 

Acme  Road  Machinery  Company,  Frankfort.  N.  Y..  manufac- 
turer of  contracting  machinery  and  road  building  supplies,  has 
prepared  plans  for  a  number  of  buildings  to  replace  those  recently 
destroyed  by  fire.  These  will  include  a  main  erecting  and  machine 
shop.  74  by  304  feet;  woodworking  shop,  50  by  100  feet;  foundry. 
60  by  SO  feet;  storage  shed.  34  by  200  feet,  and  another  sto 
shed.   20  by  200  feet. 

General  Fireproofing  Company.  Ynungstown,  O.,  announces  that 
H.  A.  McMore,  engineer,  formerly  with  the  Harlem  Contracting 
Company  of  New  York  City,  has  been  engaged  by  it.  Mr.  McMore 
is  at  present  located  at  the  home  office  and  works  in  Youngs- 
town.  He  will  be  connected  with  the  reinforced  concrete  depart- 
ment and  will  be  particularly  concerned  in  designing  and  estimat- 
ing work  in  which  this   company's   system  is   to  be   installed. 

Electric  Controller  &  Supply  Company,  Cleveland,  O.,  has 
moved  into  a  plant  of  its  own  at  2698  East  Seventy-ninth  street. 
The  company  has  been  occupying  leased  quarters  in  the  plant  of 
the  Wellman-Seaver-Morgan  Company,  but  for  some  time  both 
companies  have  been  cramped  for  room  and  the  change  will  greatly 
facilitate  their  work.  The  new  plant  of  the  Electric  Controller 
Company  is  a  3-story  building.  50  by  200  feet,  with  a  T,  50  by  100 
feet,   and  will  enable  it  to  double  its  output. 

Southwestern  Portland  Cement  Company,  El  Paso,  Tex.,  has 
been  incorporated  with  51,100,000  capital  stock,  to  establish  a 
Portland  cement  plant.  Plans  are  now  being  prepared  and  the 
plant  is  expected  to  have  a  monthly  capacity  of  1.400  barrels. 
C.  Leonard.  Los  Angeles,  Cal.,  president;  Charles  Boyetcher.  Den- 
ver, Colo.,  vice-president;  A.  Courchesne,  vice-president  and  gen- 
eral manager;  Felix  Martinez,  vice-president;  J.  F.  Williams, 
treasurer;  all  of  El  Paso,  Tex.;  O.  J.  Binford,  Los  Angeles,  Cal., 
secretary. 

Stone  &  Webster  Engineering  Corporation,  Boston.  Mass.,  has 
recently  placed  contract  for  new  equipment  for  the  Pawtucket 
Electric  Company,  including  four  520-horsepower  Babcock  &  Wil- 
cox boilers,  equipped  with  Foster  superheaters  for  150  degrees 
superheat.  This  boiler  room  equipment  is  practically  a  duplicate 
of  that  recently  ordered  by  the  Texas  Traction  Company,  of  which 
tbe  Fred  A.  Jones  Company  of  Houston  is  consulting  engineer. 
for  operating  the  Curtis  turbines  in  the  new  power  station  at 
McKinney.    Tex. 

Allis-Chalmers  Company,  Milwaukee,  Wis,,  advises  that  its 
business  continues  to  show  a  steady  gain.  During  the  month  of 
May  this  company  shipped  from  its  works  552  cars  of  machinery, 
which  was  a  gain  of  20  cars  over  the  record  established  for  April. 
In  April  the  aggregate  weight  of  shipments  was  21.6S0.S47  pounds, 
while  for  the  month  of  May  the  figure  had  risen  to  23.772.242  pounds, 
making  a  total  weight  for  the  two  months  of  45,463,089  pounds. 
Cars  bearing  this  enormous  quantity  of  machinery,  if  coupled  in 
one  train,  would  have  covered  a  distance  of  about  eight  miles. 

Allis-Chalmers  Company,  Milwaukee,  during  the  past  two  years 
has  equipped  six  complete  electric  traction  systems,  aggregating 
a  total  of  3is  miles  of  trackage,  of  which  150  miles  are  already 
completed  and  in  daily  operation.  These  include  the  Toledo  Port 
Clinton  &  Lakeside,  Cincinnati  Milford  &  Loveland,  Winona  Inter- 
urban.  Indianapolis  Newcastle  &  Toledo,  Indianapolis  Crawfords- 
ville  &  Western,  and  the  Milwaukee  Northern.  The  equipment  for 
me  latter  toad  will  constitute  the  installation  of  the  largest  gas 
engine  driven  electrical  units  for  traction  purposes  in  America. 

Cutler-Hammer  Manufacturing  Company,  Milwaukee,  Wis.. 
manufacturer  oi  electric  motor  controlling  devices,  announces  the 
purchase  of  the  Wirt  Electric  Company  of  Philadelphia,  Pa.  Tin- 
manufacture  of  the  Wirt  apparatus  will  be  continued,  and  pending 
the  inclusion  in  the  Cutler-Hammer  catalogue  of  the  Wirt  ap- 
paratus, the  current  Wirt  catalogue  will  be  used,  which  may  be 
obtained  from  either  the  Wirt  Electric  Company.  Philadelphia,  or 
the  Cutler-Hammer  Mann  Company,  or  any  of  its  district 

offices.     The  purchase  of  the  V.  pany  will  enable  the  Cutler- 

Hammer  company  to  meet  more  fully  than  ever  before  the  require- 
ments of  the  trade.  For  ars  certain  types  of  Wirt  ap- 
paratus have  enjoyed  an  enviable  reputation.  Particular  attention 
is  called  to  the  very  complete  line  of  Wirt  battery  charging  rheo- 
stats and  field  rheostats,  which  in  1902  were  awarded  the  John 
Scott  medal  on  recommendation  of  the  Franklin  Institute  of  Penn- 
sylvania. Bulletins  covering  these  and  other  lines  of  Wirt  ap- 
paratus will  be  furnished  on  application. 


ADVERTISING    LITERATURE. 


American     Engineering     Company,    Traction     Building,     Indian- 
apolis,  Ind. — A  novel  piece  of  advertising  ■-  the  pamphlet 
Just  issued  by  this  com]            m   the  subject    ol    tbi 
Transportation"    from   the   steam    locomotive   to   ti 
motive.     The    pamphlet    contains    pithy    par..-      p  r/.inz 
the  advisability  of  the  use   of  an   expert   and   sell  al  ■    in 
the  construction  of  traction   properties      TI makes  ex- 
aminations, reports,  valuations  and  surveys  and 
vises   the   construction   "f   railroads,    bridges,   grain   elevators   and 


-trial    and    manufacturing    plants,    and    acts  suiting    en- 

gineer.     Contracts  for  eonstrui  jis  of 

cost -plus-a- fixed-sum. 

General  Electric  Company.  Schenectady.  N.  Y. — The  electrifica- 
tion of  the  West  Jersey  &  Seashore  Railroad  is  covered  at  full 
length  in  this  company's  pamphlet  just  received. 

Lunkenheimer  Company,  Cincinnati,  O.— "Generator  Valvi  - 
the  title  of  a  new  booklet  issued  by  this  company,   which  contains 
detailed   information  regarding  the  various  types  of  Lunkenheimer 
generator    valves    and    accessories,    and    is    replete    with    splendid 
illustrations. 

Lumen  Bearing  Company,  Buffalo.  N.  Y. — The  June  issue  of 
The  Lumenary.  the  monthly  publication  devoted  to  the  interests 
of  this  company,  contains  as  usual  several  pases  of  readable  ; 
and  poetry.  The  metal  report  for  May.  as  well  as  information 
regarding  the  metal  situation  and  data  regarding  babbitt  metals, 
are  also  fully  mentioned. 

General  Fireproofing  Company.  Youngstown,  O. — A  han 
32-page  work,  covering  this  company's  system  of  reinforced  con- 
crete construction,  is  a  valuable  addition  to  literature  on  this  sub- 
ject. The  entire  matter  is  covered  most  exhaustively,  supple- 
mented by  excellent  illustrations  from  photographs  of  construction 
work  at  various  stages  by  the   reinforced   concrete  this 

company. 

Electric  Service  Supplies  Company.  Philadelphia.  Pa. — A  folder 
with  return  postal  card  attached  is  being  sent  to  the  trad. 
ing  the  National  trolley  guard,  for  which  this  company  is  the  sell- 
ing agent.  The  folder  mentions  the  merits  of  the  National  trolley 
guard  and  describes  briefly  the  method  of  construction.  This 
guard  is  now  being  used  by  many  of  the  largest  and  most  promi- 
nent railways  in  the  country. 

Buda  Foundry  &.  Manufacturing  Company.  Chicago. — Bulletin 
Xo.  Ill  describes  in  detail  the  various  railroad  track,  coal  mine, 
depot  and  warehouse,  wagon,  elevator,  portable  and  other  scales 
manufactured  by  this  company,  as  also  its  recording  beams  and 
quick  weighing  devices.  The  pamphlet  is  amply  illustrated  and 
contains  full  price  lists  of  both  scales  anil  repair  parts.  There  is 
also  mention  of  the  large  line  of  other  track  appliances  manufac- 
tured  by   the   company. 

American    Spiral    Pipe    Works,    Chicago. — The    company  - 
catalogue,    comprising    100    pages,    is    the    most    complete    work    of 
this  character  published    regarding   all    kinds   o  and    rolled 

steel  pipe  flanges.  It  is  of  great  interest  to  the  engineering  pro- 
fession, as  it  contains  general  and  detailed  information  covering 
flanges  for  power  work.  The  catalogue  is  replete  with  splendid 
illustrations  from  photographs  and  drawings  and  contains  full 
prices.     The   company  also   manufactures   hydraulic   supplies. 

The  J.  G.  Brill  Company,  Philadelphia,  Pa. — The  June  iss 
Brill's  Magazine  describes  the  additional  equipment  furnished  by 
The  J.  G.  Brill  Company  to  the  Inland  Empire  System  at  Spokane, 
Wash.,  also  additional  grooveless  post  semi-convertible  cars  for  the 
United  Railways  &  Electric  Company  of  Baltimore,  and  a  s- 
lot  of  semi-convertibles  for  the  San  Antonio  (Tex.  »  Traction  Com- 
pany, accompanied  by  splendid  illustrations  of  the  Brill  types  of 
cars  furnished.  An  interesting  article  describing  the  manufacture 
of  Brill  truck  frames  is  also  contained  therein. 

General  Electric  Company.  Schenectady,  N.  Y. — Bulletins  Nos. 
It'.'."..  449S,  4502  and  4511.  issued  by  the  supply  department  of  this 
company,  describe  respectively  the  parts  of  R  controllers.  Thomson 
single-phase  high-torque  induction  wattmeters,  G.  E.  knife-blade 
lever  switches,  type  L  form  D-12.  and  lightning  arresters.  1907 
Bulletin  No.  1503,  issued  by  the  lighting  department, 
describes  CQ  generators  and  balancer  sets,  and  Bulltin  No.  450S, 
issued  by  the  railway  department,  describes  commutating  pole 
railway  motors.  All  of  the  bulletins  contain  excellent  halftone 
Lvings    from    photographs. 

Standard    Varnish     Works,    29    Broadway,     New    York. — A    new 

catalogue    has    just    been    issued    by    this    c pany    in    which    the 

various    insulating    specialties    manufactured    by    it    are    desri 
A  novel  and  convenient  improvement  in  catalogue  work  Introdi 
i      the  Standard  Varnish  Works  is  the  insulator's  index,    by   refer- 

e to   which   it  wrill  be  found  that  the  varnish  or  comp 

suited    tor  various  classes  of  work  is  indicated  under  the  particular 
part   of  electrical  apparatus  it   is  designed  to  Insulate.     Ther< 
also  several  pages  devoted  to  the  latest   method  of  insulation,   viz.. 
by    means   of   drying    and    impregnating    in    vacuum.     The    v., 
n    is    being    rapidly    introduced    into    the    shops    of    the 
manufacturers  and   operators  of  electric  street   ran 

in   this  pany  and    its  si ss   has  meed   that   indi- 

cations  are  that  the  majority  of  the  large  electric  railways  through- 
out    the    country    will    adopt    the    method.     The    company    will    be 
i   p.  forward  a  copy  of  this  to  anyone  interested 

upon  ippllcal  ion. 

American    Sheet   &   Tin    Plate   Company.    Frick    Building.    Pitts- 
burg, Pa. — "From  Underfoot  to  Overhead"  is  the  title  of  the  beau- 
tifully illustrated  brochure  regarding  tin  for  roofing  purposes  mann- 
ed   by    this   company.     The   booklet  describes   the   i 

of   iron  ore  from   its   home   in   mother  earth   to   its  place 

on    the    home   of    man    and    is    designed    to   give    the   architect,    the 

builder,    the   roofer  and   the   property   ownei    an   Idea  of  the    many 

processes  through  which  a  piece  of  ore  mu  "tries 

s  MF  Term    plate.     Statistics   have  been 

uiie  omitted  from  tie-  i,o,,k.  because  of  tin  ol  the  com- 

i    nol   a   study.     Howi 
i    the   lies-  riptloi 
and    beautiful    halftone     ngi  i  hat   a 

clearer   understanding  of  every   process   can    be   had,     Si 


838 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  25. 


regarding  the  construction  of  a  tin  roof  are  made,  accompanied 
by  interesting  tables  for  flat  seam  tin  roofing,  standing  seam  tin 
i  ."ting,  wind  pressures  on  roofs,  approximate  weight  of  materials 
for  roofs,  snow  and  wind  load  and  safe  bearing  loads.  Tables  are 
also  shown  of  standard  gauge  and  weights  for  all  uncoated  sheets 
and  plates  of  iron.  The  company's  other  products  are  Terne 
plates,  galvanized  sheets,  formed  roofing  materials,  metal  siding, 
metal  lath  and  black  sheets.  The  reading  of  the  pamphlet  will 
prove  of  educational  value  to  anyone  interested  in  the  roofing 
subject. 

Garden  City  Sand  Company,  Security  Building.  Chicago. — The 
subject  of  fire  brick  is  treated  exhaustively  in  this  company's  pam- 
phlet, which  contains  illustrations  and  data  regarding  the  standard 
shapes  and  sizes  manufactured  by  it.  as  also  valuable  suggestions  on 
furnace  construction  and  general  fire  brick  requirements  and  speci- 
fications for  water  tube  and  return  tubular  boilers.  The  company 
is  a  large  manufacturer  of  special  shapes  of  fire  brick  and  its  high 
perfection  in  this  regard  has  merited  the  recommendations  of  the 
prominent  manufacturers  of  smokeless  furnace  and  chain  grate 
stokers  of  the  middle  west.  It  is  now  filling  a  40-car  order  of 
special  shapes  for  one  furnace  manufacturer  alone,  and  its  loco- 
motive arch  business  has  been  constantly  on  the  increase.  ■  Sug- 
gestions are  also  made  regarding  the  care  of  fire  brick.  The  com- 
pany's Rosedale  fire  clay  meets  the  demand  of  the  trade  for  a 
selected,  high-class  refractory  clay.  It  also  handles  furnace  sand, 
mined  from  the  well-known  Utica  banks,  and  gannister,  being  a 
material  made  from  silica  rock,  to  which  a  sufficient  quantity  of 
plastic  clay  is  added,  together  with  a  little  water,  to  bond  it. 
When  a  furnace  wall  or  roof  burns  out  in  spots,  by  applying  gan- 
nister to  the  burned-out  portion,  the  lining  is  renewed  and  will 
last  indefinitely.  The  company  also  carries  in  stock  as  nearly 
as  possible  all  special  tile  used  in  baffling  the  numerous  boilers 
which  are  on  the  market.  This  company  is  an  extensive  manu- 
facturer of  and  dealer  in  building  material  and  foundry  supplies, 
and  carries  a  very  complete  line  of  tile  and  cupola  blocks;  and  also 
handles  the  famous  Toch  Brothers  cement  filler  and  floor  paint, 
which  is  oil  and  water  proof,  and  when  applied  to  cement  floors 
in  power  houses  it  prevents  dusting  and  disintegration. 


THE    GILCHRIST    IMPROVED    RAIL    CHAIR. 


INSULATING    MATERIAL. 


From  the  time  Faraday  built  his  first  coil  the  use  of  insulating 
material  has  steadily  increased  and  it  is  natural  that  the  conditions 
to  be  fulfilled  by  insulating  materials  vary  so  widely  that  no  one 
material  can  be  expected  to  serve  the  requirements  of  all  classes  of 
service.  Faraday's  first  coils  were  constructed  of  bare  copper  wire 
oated  with  shellac.  This  served  his  purposes  quite  well,  as  the 
voltages  he  employed  were  low.  The  wires  were  next  coated  with 
silk  or  cotton  thread  in  one  or  more  layers  and  the  coils  made  of 
this  wire  proved  to  have  ample  insulation  for  fairly  high  voltages, 
as  long  as  the  temperature  was  not  allowed  to  rise  too  high  and  it 
was  not  subjected  to  undue  mechanical  strains,  such  as  are  in- 
evitable in  motor  and  generator  work,  and  especially  in  the  arma- 
tures and  field  coils  of  modern  railway  motors. 

With  the  introduction  of  induction  coils,  in  which  very  high 
voltages  were  generated,  Ruhmkorff  experienced  considerable  diffi- 
culty with  his  coils  and  it  was  not  until  Poggendorff  suggested  dip- 
ping the  coils  in  melted  paraffine  that  coils  were  obtained  which 
would  resist  high  voltages  without  a  breakdown.  These  coils  were 
probably  the  first  to  be  insulated  by  the  dipping  process,  which  is 
now  considered  the  most  satisfactory  method  of  insulating  arma- 
ture, field,  transformer  coils,  etc..  since  it  fills  all  the  interstices 
of  the  coil,  not  only  insulating  the  individual  turns  from  each  other," 
but  mechanically  separating  them,  holding  them  in  a  fixed  position 
and  thus  protecting  them  from  injury.  Shellac,  though  it  proved 
itself  to  be  an  efficient  insulator  for  the  conditions  existing  in  the 
pioneer  work  in  electrical  engineering,  is  now  superseded  by  in- 
sulating compounds  having  a  superior  dielectric  strength,  more 
elastic  and  more  suitable  in  many  ways  for  the  conditions  of 
service   to  be   fulfilled    in   modern   electrical   machinery. 

The  Standard  Varnish  Works.  29  Broadway,  New  York  City, 
manufactures  insulating  compounds  of  superior  quality  in  such  a 
wide  variety  that  a  material  exactly  suited  for  any  set  of  condi- 
tions can  be  obtained.  The  advantage  of  having -such  a  large 
variety  of  insulating  materials  available  is  that  the  engineer  and 
master  mechanic  can  select  a  compound  which  exactly  meets  their 
requirements, '  rather  than  select  one  of  three  or  four  insulating 
compounds  intended  to  meet  the  full  range  of  conditions  covered 
by  the  25  different  insulating  materials  manufactured  and  regularly 
carried  in  stock  by  this  company. 

In  addition  to  the  25  stock  insulating  materials,  this  company  is 
prepared  to  manufacture  special  insulating  materials  to  meet  condi- 
tions which  may  not  be  covered  by  its  regular  products.  It  would 
be  difficult  to  conceive  of  any  condition  which  could  not  be  met 
perfectly  by  one  or  more  of  them.  Besides  a  line  of  clear  insulating 
varnishes  which  can  either  be  air  dried  or  baked,  the  company 
manufactures  standard  oil  and  waterproof  varnish  for  core  plate 
insulation,  a  flexible  mica  sticking  varnish,  coil  sticking  varnish, 
light  and  black  finishing  varnishes  and  a  splicing  and  filling-in  com- 
pound. This  company  also  manufactures  a  complete  line  of  im- 
pregnating compounds  which  can  be  used  for  insulating  armature 
and  field   coils,   transfer  coils,   and  for  the  impregnation  of  wood. 

The  Standard  Varnish  Works  advocates  the  vacuum  drying  sys- 
tem of  impregnating  coils.  With  this  process  it  is  unnecessary 
to  subject  the  coils  to  very  high  temperatures.  By  removing  the 
moisture  from  the  cotton  at  a  low  temperature  and  also  removing 
the  air  from  the  interstices  of  the  coils,  it  is  possible  to  completely 
fill  the  latter  and  thus  secure  the  high  insulating  qualities  and 
mechanical  strength  desired.  For  small  companies  not  having  suffi- 
cient work  of  this  class  to  do,  the  Standard  Varnish  Works  will 
dip  the  coils  for  them,  having  at  its  plant  the  latest  and  most  im- 
proved type  of  Passburg  vacuum  drying,  impregnating  and  insulat- 
ing apparatus. 


The  steadily  increasing  traffic  in  cities  has  shown  that  the  old 
forms  of  track  construction  are  not  adequate  to  stand  up  properly 
under  the  traffic  of  the  present  time.  More  substantial  forms  of 
track  construction  have  therefore  been  introduced,  many  of  which 
substitute  concrete  girders  under  the  rails  for  tic-  cross  ties 
formerly  used.  In  most  cases  where  concrete  track  construction 
has  been  properly  installed     it  has  proved  itself  far  superior  to  the 


Gilchrist    Rail   Chair — Showing    Method    of    Holding    Rail. 

old  cross  tie  construction,  but  in  many  cases  difficulty  has  been  ex- 
perienced  in  attaching  the  rails  to  the  concrete  in  such  a  manner  ' 
that  they  might  easily  be  removed  and  new  ones  inserted  without 
also   removing   the   concrete   from  around   the   rails. 

The  need  for  an  efficient,  simple  and  economical  method  of 
attaching  the  rails  to  the  supporting  concrete  girder  is  therefore 
evident,    and    to   meet   this    Edward    A.    Gilchrist.    McKeesport,    Pa.. 


r-+- 


s 


£ 


5 

fo  TapSo/t 


> 


8 


Gilchrist   Rail   Chair — Detail   Dimension  of   Parts. 


has  invented  the  rail  chair  illustrated  herewith.  These  rail  chairs 
are  now  being  manufactured  by  the  T.  H.  Symington  Company, 
Baltimore,  Md.,  and  it  is  stated  that  they  have  been  examined  by 
a  large  number  of  prominent  railway  engineers,  who  have  reported 
favorably  upon  them.  A  number  of  engineers  have  recently  pre- 
pared track  specifications  in  which  they  have  recommended  the  use 
of  Gilchrist  rail  chairs.  An  examination  of  the  illustrations  will 
show  that  the  rail  chair  consists  of  an  I-shaped  casting,  having  a 
base  10V£  inches  wide  and  5  inches  long.  The  upper  head  of  the 
I  has  a  hook-shaped  projection  on  one  side  and  a  lug  on  its  other 
side.  One  side  of  the  rail  base  is  held  down  by  the  hook-shaped 
projection,    and    a    cast-iron    clamping    block    screwed    down    by    a 


June  22.  1907. 


ELECTRIC    RAILWAY     REVIEW 


839 


96-inch  tap  bolt,  which  screws  into  the  lug  previously  mentioned, 
holds  the  other  side  of  the  has.-  of  the  rail  securely  In  position. 
These  rail  chairs  are  embedded  permanently  in  the  concrete  and  it 
is  only  necessary  to  loosen  the  tap  bolts  in  order  to  remove  or  re- 
place rails. 


OHIO     BRASS     COMPANY'S     NEW     CATALOGUE. 


The  seventh  edition  of  the  Ohio  Brass  Company's  catalogue  of 
electric  railway  and  mine  haulage  material  and  supplies  has  just 
made  its  appearance.  The  catalogue  is  SH4  by  6%  inches  in  size, 
is  bound  in  cloth,  and  comprises  582 
pages.  It  is  profusely  illustrated  and 
covers  all  of  the  products  handled  by 
ompany,  showing  also  complete 
price  lists.  The  volume  is  divided  into 
11  — tions.  as  follows:  Section  1,  rigid 
and  flexible  pole  brackets;  Section  2, 
catenary  construction:  Section  3.  trol- 
ley wire  hangers,  pull-overs,  guard- 
wire  insulators,  etc.:  Section  4,  trolley 
ears,  clamps,  splicers,  section  insulat- 
ors, cross-overs,  etc.:  Section  .",.  rail 
bonds,  bonding  tools,  bonding  caps  and 
sleeves,  channel  pins,  etc.;  Section  8. 
materials  for  third-rail  installations; 
Section  7,  car  equipment  specialties 
and  supplies;  Section  S.  construction 
material  and  supplies;  Section  9,  con- 
struction, track  and  line  men's  tools; 
and  Section  10  contains  some  very  use- 
ful tables,  giving  the  comparison  of 
aluminum  and  copper  conductors, 
weights  of  stranded  copper  and  alumi- 
num cables,  weights  of  solid  copper 
and  aluminum  wires,  properties  of  bare 
and  insulated  stranded  copper  cable 
and  solid  copper  wire,  tensile  strength  of  copper  wire,  properties 
of  galvanized  wire  strand,  power  required  for  electric  traction,  tables 
regarding  structural  steel  tubing,  standard  iron  pipe,  standard  and 
extra  heavy  pipe,  copper  equivalent  of  steel  rails,  sag  in  spans, 
following  which  are  indices  to  trade  numbers,  code  words  and 
materials  listed.  The  Ohio  Brass  Company  is  designer,  dealer  in 
and  manufacturer  of  a  complete  and  perfected  line  of  appliances 
used  in  the  construction  and  operation  of  electric  railways,  mine 
haulage  systems,  lighting  and  power  plants.  The  main  office  and 
works  are  located  at  Mansfield,   O. 


Ohio   Brass   Company's 
New   Catalogue. 


GASOLINE    MOTOR    CARS    FOR    PASSENGER    SERVICE. 


BY    A.    L.    ABBOTT. 

The  first  gasoline  motor  car  to  be  put  into  practical  service 
by  the  railroads  was  a  small  velocipede  type  of  car  for  inspection 
work.  This  was  brought  out  a  number  of  years  ago  by  Fairbanks. 
Morse  &  Co.,  Chicago,  111.  It  was  so  successful  that  the  company 
continued  experiments  with  new  types  of  cars  for  various  other 
purposes.  A  few  years  later  this  company  had  perfected  and  put 
into   successful   operation   a   number   of   types   of   cars   to   be   used 


Gasoline    Motor   Car. 

for  section  gang  work,  replacing  the  hand  car,  for  signal  service. 
bridge  inspection,  track  inspection,  transferring  switchmen  in  the 
yard,  trolley  repair  work,  and  for  moving  light  construction  ma- 
terial.    The   latest   product  is   the   present   light   passenger   car. 

The  engine  used  in  all  of  this  company's  cars  is  of  the  hi 

with  individual  cylinder,  liberal  crank  case,  nickel-steel 
crankshaft  and  special  nickel-steel  valves.  They  are  of  the  high- 
compression  type,  four-cycle  and  are  water  jacketed.  The  cooler 
Is  made  up  of  fine  coppei  pipes  with  sufficient  radiating  surface  to 
cool  the  engines  under  all  conditions.  In  fact,  the  entire  i 
equipment  of  these  cars  has  been  especially  designed  for  the  hard 
service  It  Is  to  meet  and  is  as  near  "fool  proof"  as  can  be  built. 

At  Houston,  Tex.,  between  the  terminals  of  the  Houston  elec- 
tric lines  and  with  a  suburban  extension,  laid  out  by  Brook  Smith, 
a  prominent  banker  at  Hi  ng   used  for  passenger 

service  a  Fairbanks-Morse  standard   No.  16  motor  CI 

ned  to  be  operated  at  any  speed  up  to 
The  frame  Is  of  steel  and  securely  riveted.     Tl 

two-cylinder  12-1,01 
tend  to  show  that  sei  :  very 

satlsfie  ; 


Another  location  where  a  similai  ng  used   is  at  Walnut 

Ridge,  Ark.  This  car  runs  between  Hoxie  and  Walnut  Ridge,  a 
distance  of  about  two  miles.  The  track  over  which  this  car  is 
run  was  originally  operated  with  one  bob-tail  street  car  drawn  by 
a  mule.  The  present  owner  of  the  road  purchased  a  No.  16  motor 
car  to  operate  over  the  lines  of  the  Cache  Valley  Railroad,  for 
carrying  mail,  and  ■  incidentally  handling  any  passengers 
might  be  picked  up.  This  is  a  logging  road,  built  through  the 
swamps,  and  high  water  caused  a  suspension  of  operation.  Since 
that  time,  to  keep  the  line  in  operation,  the  motor  car  has  been 
used.  It  is  stated  that  the  motor  ear.  while  in  service  in  March, 
on  the  line  between  Hoxie  and  Walnut  Ridge,  has  carried  600 
passengers  in  one  day.  ami  that  the  average  has  been  300  passen- 
gers per  day  since  the  car  was  put  in  service  on  that  road.  The 
line  over  which  this  car  operates  parallels  the  St.  Louis  Iron  Moun- 
tain <£  Southern  Railroad. 

Another  point  where  a  motor  car  is  doing  good  service  is  at 
Mineral  Wells,  Tex.  Here  they  are  using  a  No.  16  Fairbanks- 
Morse  special  type  C  motor  ear  between  Mineral  Wells  and  Lake- 
Wood  Park.  The  company  is  known  as  Mineral  Wells  &  Lake 
Wood  Park  Street  Railway  Company.  The  track  is  laid  with 
40-pound  steel;  the  grades  are  light  and  the  expense  of  construc- 
tion was  l,,w.  A  few  days  ago  the  secretary  of  the  road  stated  that 
daj  they  collected  578.80  in  cash  fares  at  a  rate  of  15  cents  a 
round  trip.  This  company  has  since  ordered  a  third  car.  The 
length  of  the  track  is  1.5  miles,  but  it  is  the  intention  to  build  a 
nic  railway  around  an  artificial  lake  to  which  the  road  runs. 


EXPANDED    METAL    CATTLE    GUARDS. 


A  light  and  durable  stock  guard,  which,  it  is  stated,  is  prac- 
tically impassable  by  stock  has  recently  been  patented  by  F.  W. 
Stewart  of  the  Climax  Stock  Guard  Company.  The  new  guard,  as 
illustrated  herewith,  is  made  of  expanded  metal  sheets,  IS  inches 
wide    and    2    feet    long.     These    sheets   are    bent    lengthwise    into    a 


New   Type   of    Expanded    Metal    Cattle    Guard. 

trough-shaped  form,    thus  making  each  side   9   inches  wide  and    24 
inches  long. 

These  metal  strips  are  set  over  the  ties  and  extend  4  inches 
above  and  2%  inches  below  the  tops.  The  ballast  between  the  ties 
is  removed  to  a  depth  of  about  6  inches,  which,  with  the  triangle 
over  the  ties,  makes  the  guard  practically  impassable.  The  ties 
may  be  set  any  distance  apart  that  is  desired,  though  a  spacing  of 
20  Inches  center  to  center  is  recommended. 

Should  cattle  try  to  cross  these  guards,  their  legs  woidd  go  into 
the  pit  between  the  ties  and  upon  trying  i"  remove  them  the  down- 
ward projecting  portion  of  the  guard  would  strike  the  animal's  legs 
in  a  tender  part,  which  would  make  it  too  painful  for  the  anitnal 
to   proceed.     There    is.    however,    110   chance    of   an    animal    getting 

hi.  as  there  r-  nothing  i"  prevent  It  from  withdrawing  It 
Small  si,,.  1,  would  certainly  have  serious  troubl  g  over  this 

form  of  guard,  as  the  mesh  1    i"    made    •  •<•■    size  desired  in  order 

ti    pn    ent    theli    1 ling   tl gh  and  still  not  give  them 

"i     plai  e  for  a  1' hold, 

The  expanded  metal  sections,  each  two  feet  long,  arc  attached 

t,,   the   ties  by   means  "i    from  8  to  15  hold    them 

1  ij   in  position.     It  will  be  evident   that  little  1.  quired 

ii.! Mis.    Thej    lea •  •    tl I    1     1    < is pei 

and    '    paii    wll it    neo     Itat  lug   their   1 fhi 

the  advantage  thai   should  a   heavj    object   hanging   one 

■     them    they   would    only    be    1    an.!    1   m    easllj    bi 

ened  ure   not   easily    torn    "in 

Id   tear  before  pplled  ti 

arge    number    of    staples.  olnt     lr    theii 

an  be  packed  1  e  and 

1  hin.-   11 and 

to  ship.     11     1   d   galvanized    metal   or   If   thej    are   given 

paint  1  guards  will  1   tely 
-          l  di 


840 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  Xo.  25. 


ENGINE-TYPE    GENERATORS    FOR    DIRECT    CURRENT. 

In  spite  of  the  increasing  use  of  turbo-generators  for  electric 
railway  work,  there  are  still  so  many  engineers  who  believe  only 
in  "the  steam  turbine  with  a  connecting  rod  on  it"  that  the  Allis- 
Chalmers  Company  has  been  steadily  improving  its  well-known 
and  efficient  direct-current  engine-type  generators,  illustrations  of 
which  are  presented  herewith. 

Field    Frames   and    Poles. 

The  pole  frames  of  these  (type  "I")  generators  are  made  of  a 
soft  gray  cast  iron  of  ample  cross-sectional  area  for  rigidity  and 
for  the  magnetic  requirements.  In  those  types  of  generators  hav- 
ing round  field  coils  the  pole  pieces  are  made  of  cast  steel  bolted 
to  the  inner  periphery  of  the  field  frame.  As  a  rule,  however,  the 
pole  pieces  are  formed  of  steel  punchings  riveted  together  and 
bolted  to  the  frame.  The  shunt  field  coils  are  form-wound  on 
spools  slipped  on  the  pole  pieces  and  held  in  position  by  small 
screw  bolts  passing  through   the  end  of  the   field-magnet  spools. 

A  unique  improvement  in  the  series-Meld  winding  has  been 
introduced  in  the  design  of  these  generators.  As  will  be  seen  from 
examining  one  of  the  detailed  illustrations  presented  herewith  the 
series-held  winding  is  composed  of  laminated  copper  strips  wound 
in  the  form  of  a  continuous  open  spiral  separated  by  insulating 
blocks.  This  permits  a  free  circulation  of  air  through  the  winding, 
thus  keeping  its  temperature  down  and  reducing  its  resistance. 

Armatures. 

The  armatures  of  these  generators.  34  inches  or  less  in  outside 
diameter,  are  made  of  one-piece  punchings  of  mild  steel,  while 
those  of  larger  diameter  are  built  up  of  punched  mild  steel  seg- 
ments dovetailed  to  fit  on  the  spider  with  alternately  overlapping 
joints.  The  inside  of  the  armature  is  of  open  construction  and  a 
large  number  of  radial  ventilating  ducts  are  provided  through  the 
laminations  to  afford  ample  ventilation  and  circulation  of  air 
through  the  armature  and  around  the  field  coils.  The  armature 
coils  are  made  of  rolled  copper  strips,  bent  into  shape  in  such  a 
manner  that  all  the  armature  coils  of  a  given  machine  are  inter- 
changeable and  readily  renewable. 

The  individual  conductors  are  insulated  with  linen  tape  and 
the  several  conductors  that  are  to  be  placed  in  the  same  slot  are 
grouped  together  and  the  slot  insulation  wrapped  around  them. 
The  group  of  conductors  with  the  slot  insulation  surrounding  it 
is  then  placed  in  a  steam-heated  screw  press,  in  which  the  insula- 


the  diameter  for  which  they  are  intended.  After  assembly  the  com- 
mutator segments  are  insulated  from  the  clamping  ring  and  sleeve 
by  mica  insulation  0.1  inch  thick.  In  the  larger  machines  the  necks 
to  which  the  armature  conductors  are  soldered  are  separated  so  as 


Type    K    Generators — Showing    Details    of    Brush    Oscillator. 

to  permit  free  circulation  of  air  about  them.  The  inside  of  the  com- 
mutator is  open  and  permits  free  circulation  of  air  around  it  and 
insures  cool  running  with  a  minimum  possibility  of  warping. 

Brush   Holders   and    Brush-Holder   Rigging. 

The  brush  holders  used  on  the  type   "I"  generators  are  of  the 
standard  Allis-Chalmers  reaction  type,  carried  on  substantial  brush- 


Type    K    Generators — Field    Magnets,    Showing    Construction 
of    Series    Field    Coils. 


Type    K    Generators — Brush    Holders    and    Supporting    Am 


Type     K     Generators — Armature    Core,     Showing     Strong     and     Well 
Ventilated    Construction. 


tion  is  pressed  into  the  shape  necessary  to  fit  the  armature  slot. 
As  the  coils  are  cooled  before  being  taken  from  the  press  the 
insulation  retains  its  shape.  The  coils  are  placed  in  the  armature 
slots,  where  they  are  held  in  position  by  hard  wood  wedges  fitted 
into  grooves  at  the  tops  of  the  slots.  No  band  wires  are  used  on 
the  armature  under  the  poles,  but  steel  wire  bands  serve  to  keep 
the  ends  of  the  coils  in  place. 

The    commutator    segments    are    made    of    hard-drawn    copper 
strip   drawn   to   the   proper   taper   to   actually   fit   a   commutator  of 


holder  arms,  supported  on  an  adjustable  brush-holder  ring.  The 
latter  can  be  turned  to  adjust  the  position  of  the  brushes  by  means 
of  a  hand  wheel.  The  standard  Allis-Chalmers  brush  oscillator 
is  fitted  on  these  machines.  This  device  gives  a  transverse  move- 
ment to  the  brushes  and  prevents  the  commutator  from  being  worn 
in  ridges. 


The  Sioux  City  Traction  Company,  Sioux  City.,  la.,  is  equipping 
about  20  of  its  cars  with  air  brakes. 


Chicago:  160  Harrison  Street 


PUBLISHED  EVERY  SATURDAY  BY  THE  WILSON  COMPANY,  CHICAGO 

Entered  at  the  Postofflce,  Chicago,  111.,  as  Second-class  Matter. 

Subscription  in  advance,  including  special  daily  editions  published  from  time 

to  time  in  places  other  than  Chicago,  postage  free: 

L'nited  States  or  Mexico,  S2; 

Canada,  S3.5U:  Postal  t'nion  Countries,  $5;  Single  Copy,  10  cents. 


New  York:  150  Nassau  Street 


Vol.  XVII,  No.  26 


CHICAGO,  JUNE  29,  1907 


Whole  No.  218 


TABLE    OF    CONTENTS. 


Editorial: 

— New  Haven  Railroad's   Electric   Lines 841 

— Equipment   lor   Clearing    Wrecks   841 

— Gauge  Glasses   or  Ga  ig      Cocks? r 841 

— Repair  Parts  and  Coupler  Standardization 842 

— Competition  with  Steam  Roads 842 

— Taxes  in  Annual  Reports S42 

— Some   Characteristics   of    Steel    Wheels 843 

Georgetown    Power    Station    of    tin.-    Seattle    Elei  trie    Company 

(Illustrated )    S44 

New  York  Street  Railway  Association  (Illustrated) 848 

False  Claim  Against  United   Railways  of   Baltimore   Results   in 

Conviction     S34 

Some   Notes   on    Electric    Railway    Shops    and    Shop   Practice   in 

Central  New  York.     P.y  W.  H.  Collins w 

Electrification  of  Terminal   and   Suburban   Lines 855 

Recent   Improvements   in   Motors   and   Control.     By   G.   H.   Hill 

(Illustrated )     856 

Relation  of  Track  to  Maintenance  of  Equipment.     By  W.  R.  W. 

Griffin   (Illustrated  I    SoS 

Recent    Improvements    in    Motors    and    Control.     By    Clarence 

Renshaw    i  Illustrated »    859 

Electric  Railway  Accounting.     By  J.  C.  Collins 865 

New  Wrecking  Tool  Car  at  Oakland,  Cal.   (Illustrated  i 866 

Employes'  Benefit  Association  in  Montreal 869 

Proposed    Extensions    of    The    Milwaukee    Electric    Railway    & 

Light  Company  (Illustrated  i    871 

Ganz  Steam  Motor  Car  for  the  Erie  (Illustrated  i 871 

Recovery  of  Metals  from  Scrap s7:: 


Handling  a   Circus   Train    (Illustrated) 

The  Wrork  of  the  Chicago  Sanitary  District 

Indiana  Railway  Commission  Gathering  Data  on  Safetj  Appli- 
ances and  Crossings  

Adjusting    Street    Grades    in    Seattle    (Illustrated) 

Chinese  Averse  to  the  Trolley   

News  of  the  Week: 

— Philadelphia  Ordinance  to  be   Reconsidered 

— Legislation  Affecting  Electric   Railways 

— Object  to  Reducing  Fares    

— Right   to   Build   Transmission    Lines 

— Chicago  Arbitrators  to  Hold   Hearing 

Construction   Xews: 

— Franchises    

— Recent   Incorporations    

— Track  and  Roadway    

— Power  Houses  and  Substations 

Personal    Mention     

Financial   News    

Manufacturing  and  Supplies: 

— Rolling  Stock    

— Shops   and    Buildings    

— Trade    Notes     

— Advertising    Literature 

Electric  Locomotives  for  Industrial  Haulage    (Illustrated) 

Malleable   Iron    Tie   Plates    (Illustrated)    

Commutating  Pole  Railway  Motor  (Illustrated  > 

The   Solenoid   Gas   Engine   Governor    (Illustrated) 

Atlantic    City    Convention    Bulletin 


872 

s7:: 

s7:: 
S74 
874 

S75 
875 
S75 
875 
876 

S77 
S77 
878 

SMI 

S80 
881 

SS2 
ss: 
882 
886 
884 
884 
885 
S86 
886 


"The  purpose  of  the  enormous  investments  of  the  New  York 
New  Haven  &  Hartford  Railroad  in  electric  railways  is  dis- 
cussed  in   a   letter   of   Charles    S.    Mellen. 
New  Haven  the  president,  which  is  quoted  in  the  Phila- 

Railroad's  delphia  Xews  Bureau.     An  abstract  of  this 

Electric  Lines.  letter  follows:      "The  thought  of  the  com- 

pany in  acquiring  Massachusetts  trolley 
lines  was  not  to  suppress  competition,  for  we  do  not  believe 
there  is  serious  competition  between  electric  and  steam  sys- 
tems of  traction.  It  is  our  idea  that  all  systems  will  develop 
ultimately  into  the  electric,  and  that  street  railways  will 
supplement  the  trunk  lines.  The  solution  of  the  problem  of 
rapid  transit  will  be  the  use  of  trunk  lines  between  the 
cities  and  of  street  railways  for  collection  and  distribution 
within  the  cities."  This  expresses  the  common  view  as  to 
the  final  effect  of  the  changes  which  the  use  of  electricity 
as  a  motive  power  is  helping  to  bring  about.  The  statement. 
however,  explains  the  far-seeing  motive  of  the  extensive  pur- 
chases of  electric  roads  by  the  New  York  New  Haven  & 
Hartford  Railroad.  It  is  estimated  now  that  this  company 
controls  1.400  miles  of  electric  road  in  various  New  England 
states. 


It  is  regrettable  that  experience  demands  the  use  of 
wrecking   cars   by   interurban   railways.     But.   since   no   road 

can  afford  to  have  its  tracks  blocked 
Equipment  for  more  than  short  spaces  of  time,  it  be- 

for  Clearing  comes   desirable  and   in  most  cases  finau- 

Wrecks.  cially   practicable  to  make  a  considerable 

investment  in  suitable  equipment  for 
quickly  clearing  wrecks.  The  car  of  the  San  Francisco  Oak- 
land &  San  Jose  Railway  described  in  this  issue  is  probabl] 
typical  of  the  latest  development  in  tool-car  practice.  It  is 
provided  with  materials  and  supplies  for  every  emergency, 
and  many  practical  ideas  based  on  the  experience  of  steam 
railways  and  other  electric  railw;  been  incorporated 

in  its  construction  and  equipment.    Attention  Is  called  t< 


very  complete  list  of  materials  as  presented  in  the  descrip- 
tion. The  car  body  is  novel  in  design,  extending  as  it  does 
only  three-fourths  of  the  length  of  the  sills.  The  remaining 
open  platform  carries  a  truck  with  an  adjustable  bolster  that 
can  be  adapted  to  any  height  of  car  body  used  in  and  about 
Oakland.  This  very  complete  equipment,  properly  called  a 
"wrecking  tool  car,"  is  not  provided  with  a  crane  for  lifting 
trucks  or  car  bodies.  It  is  thought  more  desirable  to  have 
the  crane  on  separate  trucks  and  haul  it  as  a  trailer  when 
necessary.  A  crane  for  such  service  necessarily  must  be 
of  such  large  capacity  as  to  be  able  to  handle  with  facility 
the  heaviest  trucks  and  motors:  and,  in  fact,  the  manage- 
ment of  one  interurban  road  is  now  considering  the  purchase 
of  a  derrick  car  that  will  be  powerful  enough  to  lift  an  entire 
car  body  on  or  off  the  track  as  desired.  When  wrecks  occur 
the  question  of  any  reasonable  expense  for  quickly  clearing 
the  line  is  hardly  to  be  considered,  and  therefore  an  original 
investment  for  a  complete  ever-ready  wrecking  outfit  should  be 
considered  good  policy. 


Gauge 
Glasses  or 
Gauge  Cocks? 


There  are  engineers   who   believe  that  boilers  can   be  more 
safely  operated  by  the  use  of  gauge  cocks  than  gauge  glasses. 
There  are  a  number  of  good   reasons   for 
this     opinion:     With     gauge     glasses     the 
water   tenders    will   depend    entirely    upon 
them,  seldom  operating  the  gauge  cocks  to 
make   sure  that   the  apparent   water  level 
indicated  by  the  glass  is  the  actual  level  in  the  boiler.     No 
doubt    many    boiler    explosions   caused     by    low     water,    and 
wrecked  engines  caused  by  high  water,  have  resulted  directlj 
from   a  faulty  indication  of  the  water  level.    Gauge  glasses 
often  become  so  dirty  that  it  is  extremely  difficult  to  ascertain 
the   water   level,    especially   if   they   are  not   properly  Illumi- 
nated.    The  onlj   way  to  impress  upon  the  minds  of  care 
i:      necessity    for   checking   (he    gauge   glass    i 
Ings  bj   the  use  of  the  gauge  cocks    is  to  remove  the  gau 
glasses,     n  thi         gauge  j  la  lie  men  re 


S42 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  Xo.  26. 


will  not  only  give  more  of  their  attention  to  the  water  level. 
but  will  make  sure  that  the  water  column  is  clear  at  both 
top  and  bottom.  This  should  be  done  at  least  once  a  day 
where  the  feedwater  is  good,  and  three  or  four  times  a  day 
if  the  water  is  bad.  The  engineer  in  charge  should  per- 
sonally test  the  water  columns  at  least  once  a  day.  A  further 
reason  for  abandoning  the  ordinary  style  of  gauge  glass  is 
that  they  frequently  break — especially  if  not  cut  the  proper 
length  and  properly  put  in  place.  A  large  number  of  men 
have  been  severely  scalded  by  the  breaking  of  gauge  glasses, 
and,  where  the  gauge  glasses  are  on  a  level  with  a  man's 
eye,  it  has  not  infrequently  happened  that  an  employe  has 
had  an  eye  put  out  by  the  flying  glass.  If  gauge  glasses  are 
to  be  retained,  a  good  kind  to  be  used  is  that  with  a  flat, 
internally  ribbed  glass,  held  in  a  substantial  metal  frame. 
The  optical  properties  of  these  glasses  make  the  portion 
under  water  appear  black,  while  the  portion  above  water 
reflects  light  like  a  crystal,  clearly  defining  the  water  line, 
which  is  easily  distinguished  even  in  poor  light.  Further,  a 
thin  coating  of  oil  or  dirt  does  not  in  the  least  affect  the 
observation  of  the  water  level. 


Twenty  years  ago  the  Master  Car  Builders'  Association,  in 
convention  at  Minneapolis,  first  adopted  a  standard  type  of 

automatic  coupler.  The  report  of  the  corn- 
Repair  Parts  mittee  which  considered  the  subject  con- 
and  Coupler  tained  the  following  conclusion:  "Your 
Standardization.       committee    feels     that     the     status    of    the 

(automatic  coupler)  problem  at  the  present 
time  warrants  it  in  making  the  recommendation  that  this 
association  adopt  as  a  form  of  coupling  the  Janney  type  of 
coupler;  that  the  association  procure  one  of  the  present  make 
of  Janney  coupler,  and  that  all  other  forms  of  couplers  that 
will  automatically  couple  to  and  with  this  coupler  under  all 
conditions  of  service  are  to  be  considered  as  *  *  *  con- 
forming to  the  standard  of  this  association.''  In  accordance 
with  the  method  by  which  the  Master  Car  Builders'  Associa- 
tion votes  upon  all  changes  in  standards,  this  committee 
recommendation  was  referred  to  a  letter-ballot  and  the  M. 
C.  B.  automatic  car  coupler  was  adopted  as  standard  for  the 
railroads  in  the  United  States  and  Canada.  This  year,  at  the 
annual  meeting,  the  president  of  the  Master  Car  Builders' 
Association  called  attention  to  the  increasing  varieties  of 
couplers,  all  of  which  conform  to  M.  C.  B.  standards.  This 
large  number  of  designs  entails  the  tying  up  of  an  enormous 
sum  in  repair  parts  which  must  be  carried  in  stock  by  rail- 
road companies.  The  president  suggested  that  some  restric- 
tion be  placed  on  the  introduction  of  new  couplers  and  that 
a  limit  be  given  the  number  of  couplers  for  which  railroads 
must  carry  repair  parts.  Inasmuch  as  committees  represent- 
ing the  electric  railway  associations  are  actively  engaged  in 
formulating  standards,  it  should  be  well  to  consider  this 
experience  of  the  Master  Car  Builders'  Association  and  adjust 
the  limiting  conditions  of  any  standards  adopted  for  electric 
railway  use,  so  that  the  storekeeping  departments  may  realize 
their  share  of  the  many  values  to  be  expected  from  stand- 
ardization. 


In  the  annual  report  for  1906  of  the  Cincinnati  Lebanon  & 
Xorthern  Railway,  a  steam  road  which  is  controlled  by  the 

Pennsylvania  Company,  it  is  stated  that 
Competition  its  commutation   business  should  show  an 

with  increase   during    1907    because    the   inter- 

Steam  Roads.  urban    railway    which   parallels   the    steam 

railway  made  "an  increase  in  its  rates  on 
December  1,  1906,  which  has  already  diverted  some  business 
to  this  company."  Competition  between  steam  roads  and  inter- 
urban  electric  railways  is  inevitable  and  the  problem  of  the 
interurban  manager  is  to  regulate  his  service  so  that  the 
company  shall  prosper  in  spite  of  lines  which  are  parallel 
or  which   connect   the  same  terminal  points.     Circumstances 


may  render  some  cases  peculiar  in  themselves,  but  under 
ordinary  conditions  it  is  not  advisable  to  lower  fares  or 
rates  if  it  can  be  foreseen  that  they  will  have  to  be  raised 
later.  Public  sanction  to  an  increase  is  usually  difficult 
to  secure.  Time  will  settle  many  problems  of  this  char- 
acter. While  competition  is  certain,  the  electric  railway 
manager  is  favored  by  certain  physical  advantages  which  are 
of  constant,  definite  assistance  in  his  efforts  to  secure  busi- 
ness. On  account  of  the  inroads  made  upon  its  traffic  by 
an  electric  line  the  Chicago  &  Alton  Railroad  tried  the  ex- 
periment two  years  ago  of  operating  trains  more  frequently 
between  certain  places,  and  advertised  that  these  trains 
would  "stop  on  signal  to  engineer  and  on  application  to  con- 
ductor at  all  public  road  crossings  at  which  it  is  safe  to  take 
and  discharge  passengers."  From  the  fact  that  they  were 
soon  discontinued,  it  is  naturally  inferred  that  the  trains  were 
not  profitable.  As  contrasted  with  the  steam  road,  the  inter- 
urban electric  line  can  offer  frequent  and  usually  more  relia- 
ble service  and  it  can  point  to  greater  convenience  and  ad- 
vantage in  terminal  facilities,  as  well  as  to  the  absence 
during  the  ride  of  annoying  smoke  and  cinders.  These  argu- 
ments are  vital. 


TAXES  IN  ANNUAL  REPORTS. 


Although  the  practice  of  deducting  taxes  from  "gross 
income  less  operating  expenses"  is  generally  followed  in 
annual  reports  of  electric  railways,  as  the  recommended  form 
of  report  of  the  American  Street  and  Interurban  Railway 
Accountants'  Association,  some  companies,  for  purposes  of 
their  own,  still  consider  taxes  purely  an   operating  expense. 

In  the  "Question  Box,"  which  was  a  valuable  supplement 
to  the  recent  proceedings  of  the  Southwestern  Electrical  and 
Gas  Association  at  the  San  Antonio,  Tex.,  meeting,  there  was 
published  the  query,  with  answers,  whether  traction  company 
taxes  should  be  included  in  fixed  charges  or  in  operating  ex- 
penses. Out  of  four  answers  which  were  published,  three 
responded  "operating  expenses"  and  the  fourth  favored  the 
inclusion  of  taxes  in  fixed  charges. 

In  its  early  days  the  Street  Railway  Accountants'  Asso- 
ciation considered  this  subject  in  its  various  aspects,  and  the 
division  of  opinion  and  practice  which  prevailed  in  those  years 
is  indicated  by  the  changes  which  were  made.  The  first  draft 
of  a  standard  report,  which  was  presented  to  the  association  in 
1897,  provided  that  taxes  be  classified  as  a  deduction  from 
"gross  income  from  all  sources."  When  the  association  held 
its  next  annual  meeting  the  committee  reported  that  its  mem- 
bers were  "unanimously  of  the  opinion  that  taxes,  being  inci- 
dent to  the  ownership  of  property  and  the  operation  of  the 
road,  are  an  operating  expense."  The  committee  then  found 
"no  logical  reason  why  taxes  should  not  be  treated  as  an 
operating  expense." 

The  1899  report  of  the  committee  recommended,  in 
view  of  the  interstate  commerce  commission  classification 
of  accounts,  the  steam  railway  standard,  and  in  view  of 
the  position  of  the  various  state  railway  commissioners 
throughout  the  country,  considering  taxes  as  a  deduction  from 
income  and  not  an  operating  expense  account,  that  for  the  sake 
of  uniformity  and  co-operation  with  the  state  railway  commis- 
sioners and  the  Association  of  American  Railway  Accounting 
Officers  the  street  railway  classification  be  altered  to  corre- 
spond. 

The  standard  classification  of  accounts  in  annual  reports 
as  now  recommended  provides  that  the  deduction  of  taxes 
from  income  shall  include  all  taxes  on  real  estate  and  personal 
property,  track  taxes,  franchise  taxes,  taxes  upon  capital 
stock,  taxes  upon  gross  earnings,  car  licenses,  and  other 
vehicle  licenses;  excepting,  however,  taxes  on  property  such 
as  real  estate  purchased  or  conducted  as  an  outside  invest- 
ment, the  net  income  from  which  is  credited  to  "miscellaneous 
income."  The  classification  which  embodies  this  provision 
has   been   followed  generally.     It  has   been   adopted  officially 


June  29,  1907. 


ELECTRIC    RAILWAY    REVIEW 


843 


by  the  National  Association  of  Railway  Commissioners  and  it 
was  used  by  the  United  States  government  census  bureau  in 
preparation  of  the  street  railway  statistics  which  were  gath- 
ered in  connection  with  the  1900  census. 

The  operating  accounts  which,  beginning  July  1,  are  to 
be  kept  by  steam  roads  under  the  jurisdiction  of  the  interstate 
commerce  commission  provide  that  the  aggregate  of  revenues 
from  operations  will  produce  total  operating  revenue,  which, 
reduced  by  operating  expenses,  will  leave  net  operating  rev- 
enue. This  phrase  is  substituted  for  the  phrase  income  from 
operation  as  used  heretofore  in  the  form  for  annual  reports. 
From  net  operating  revenue  taxes  are  to  be  deducted  and  the 
balance  will  be  called  operating  income  and  carried  to  the 
income  account. 

Taxes  are  not  governed  by  the  efficiency  or  the  inefficiency 
of  the  management,  nor  are  they  affected  by  the  relative  bond 
and  stock  capitalization  of  a  road.  A  strike  may  reduce  the 
operation  of  a  road  to  a  minimum  and  a  receivership  may 
eliminate  the  necessity  of  meeting  fixed  charges,  but  so  long 
as  the  property  is  not  abandoned  some  taxes  are  neces- 
sary. 

Taxes  are  not  under  the  control  of  the  management,  and 
to  class  the  item  as  an  operating  expense  renders  the  state- 
ment liable  to  misinterpretation.  While  it  is  essential  to 
deduct  the  cost  of  taxation  before  arriving  at  the  amount 
available  for  returns  upon  the  capital  investment,  taxes  should 
properly  be  shown  as  a  separate  item  of  outgo.  The  policy 
of  showing  taxes  definitely  aids  in  forming  a  better  idea  as  to 
the  state  of  the  business. 


SOME  CHARACTERISTICS   OF  STEEL   WHEELS. 


A  remarkably  thorough  series  of  wheel  tests  has  been 
carried  on  during  the  past  two  years  by  George  L.  Fowler. 
This  experimental  work  was  performed  with  a  view  to  estab- 
lishing the  value  of  the  metal  occurring  in  solid  steel  wheels 
as  used  for  passenger  cars.  The  very  interesting  results 
were  presented  to  the  Master  Car  Builders'  Association  by 
the  experimenter  in  a  topical  discussion  entitled  "Solid  Steel 
Wheels  for  Passenger  Cars." 

There  are  two  factors  upon  which  the  use  of  a  wheel 
depends:  safety  and  economy.  Many  records  have  been  pub- 
lished which  show  the  economy  to  be  obtained  by  the  use  of 
steel  wheels  or  tires.  Since  the  economy  factor  depends 
in  a  direct  way  on  the  safety  afforded — a  long-lived  wheel 
having  a  larger  factor  of  safety — the  experiments  mentioned 
were  conducted  with  the  determination  of  the  relative  safety 
of  solid  steel  wheels  as  their  object. 

From  the  railroads  there  were  obtained  samples  of  each 
make  of  steel  tires  or  wheels  that  had  failed  by  what  is 
known  as  "shelling  out."  To  obtain  the  comparative  value 
of  the  metal  of  the  wheels,  tensile  test  pieces  were  cut  from 
three  points  in  the  tread,  and  these  were  tested  in  the  ordinary 
way  for  maximum  strength,  elongation,  elasticity,  contraction 
of  area  and  hardness. 

Little  difference  was  found  in  the  tensile  strength  of  the 
metal  cut  from  the  different  tires.  This  quality  increased 
with  the  quantity  of  carbon  in  the  steel  mixture.  The  lowest 
carbon  of  any  tire  was  found  to  be  about  0157  per  cent, 
the  highest  was  0.7  at  and  the  tensile  strength  varied 

from    113,1 to    124, pounds   per   square   inch.     The   limit 

of  elasticity,  however,  could  not  be  considered  as  varying 
directly  with  the  tensile  strength  of  the  material.  The  elonga- 
tion varied  almost  in  direct  proportion  t"  the  carbon:  it 
ran  from  6.87  er  cent,  the  latter  figure,  of 

course,  being  found  with  the  lowest  percentage  of  car- 
bon. 

Inasmuch  as  relative  elasticity  is  a  quality  upon  which 
le  put  much  credence  when  preparing  designs  tor  any  metal 
Btructure  it  is  interesting  to  learn  thai  solid  steel  wheels  have 
the  highest   percentage  of  elasticity  in  relation  ">  their  ulti- 


mate strength.  The  solid  wheel  was  found  to  have  the  maxi- 
mum degree  of  hardness,  although  to  the  credit  of  the  others 
it  is  stated  that  the  total  range  of  hardness  was  slight,  since 
all  had  been  made  of  steel,  the  narrow  carbon  limits  of 
which  have  been  stated. 

As  a  result  of  these  determinations  the  statement  is  made 
that  as  far  as  laboratory  tests  can  show  the  solid  forged 
wheels  can  be  depended  on  as  far  as  safety  is  concerned. 

Careful  microscopical  examinations  of  all  the  shelled- 
out  wheels  that  were  collected  for  these  tests  showed  that 
slag  was  in  each  instance  the  cause  of  the  shelling  out.  The 
presence  of  slag  exists  from  the  time  a  blank  is  cast.  But 
with  a  careful  inspection  of  the  metal  at  this  early  stage  of 
the  wheel-forging  process  and  a  proper  trimming  of  the  ingot 
there  should  be  obtained  a  mass  of  metal  practically  free 
from  the  damaging  slag  which  might  be  carried  from  the  sur- 
face of  the  mold  to  the  tire  of  the  wheel.  There  is  a  deter- 
minable difference  in  the  finished  product,  depending  upon 
whether  the  blank  is  cast  to  the  form  of  a  wheel  and  then 
given  a  surface  rolling  or  is  cut  as  a  slice  from  an  ingot  and 
then  so  rolled  that  the  entire  shape  is  changed. 

The  experimental  work  showed  that  the  removal  of  metal 
by  grinding,  under  similar  operating  conditions,  is  four  times 
as  fast  with  cast-iron  as  with  steel  wheels.  This  ratio  was 
determined  by  counting  the  number  of  revolutions  of  an 
abrasive  wheel  required  to  shorten  by  a  definite  length 
"pencils"  of  the  two  metals.  The  determination — this  four-to- 
one  ratio — was  checked  by  skidding  a  loaded  axle  that  had 
at  one  end  a  steel  wheel  and  at  the  other  a  cast-iron  wheel 
and  was  loaded  with  24,000  pounds.  When  moved  along  the 
track  at  from  2%  to  3  miles  per  hour  it  was  found  that  the 
metal  removed,  as  accounted  for  by  the  flat  spots,  was  about 
four  times  as  much  for  the  cast-iron  wheel  as  for  the  steel 
wheel.  But,  remarkable  as  it  may  seem  at  first  thought, 
when  the  speed  was  increased  to  about  seventeen  miles  an 
hour,  the  wearing  conditions  were  exactly  reversed.  This 
may  be  accounted  for  by  the  fact  that  the  heat  developed  at 
the  higher  speed  reversed  the  wearing  qualities.  However, 
the  latter  conditions  are  hardly  normal,  since  heavy  braking 
only  occurs  at  the  slow  speeds. 

As  regards  flange  breakages  tests  have  shown  that  the 
strength  of  a  cast-iron  wheel  flange  is  about  90.000  pounds, 
while  in  these  experiments  the  pressure  required  to  break  off, 
toward  the  back,  the  flange  of  a  solid  steel  wheel  was  556,000 
pounds.  In  some  parts  of  the  country  scrap  steel  has  little 
or  no  sale  value:  therefore,  since  careful  experiments  seem 
to  have  shown  the  solid  steel  wheel  to  be  a  strong  com- 
petitor, physically  and  chemically,  of  the  steel-tired  wheel, 
the  first  cost  and  the  value  of  scrap  probably  will  be  the 
determining  factors  in  any  purchase. 


LONDON    FARES   TO    BE    INCREASED. 


London  papers  report  that  an  agreement  has  been  reached 
to  raise  the  fares  on  the  various  London  electric  railway 
systems  from  July  1.  This  decision  is  the  outcome  of  a 
conference  held  between  representatives  of  the  Metropolitan, 
the  Central  London  and  the  Underground  Electric  Railways 
Compun.'.  of  London.  The  Central  London  Company  agrees  to 
abolish  the  uniform  twopenny  fare  and  to  charge  :jd.  as 
a    maximum.      The    .Metropolitan    will    increase    the    fare    he- 

n  Aldgate  and  Hammersmith  from  2d.  to  3d.,  and  other 
proportionately.  Some  months  ago  the  District  Rail- 
way raised  certain  fares.  There  is  a  suggestion  that  the 
motor-bus   companies   may   also  increase   their   fares. 


The    committee   on    local    transportation   of   the   Chicago 
council  inspected  on  June  ^7  the  section  of  the  city  traversed 
by  the  Calumet  Electric  Street   Railwa;    and  the  South   Chi- 
caR»   city    Railway.     Extensions   of   the   lines   and    Impr 
iie  nts  in  the  service  have  been  requested  by  reside! 


S44 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  26. 


GEORGETOWN    POWER    STATION    OF  THE   SEATTLE 
ELECTRIC    COMPANY. 


One  of  the  largest  electric  generating  stations  in  the  state 
of  Washington  will  soon  be  in  operation.  The  new  plant  i6 
that  of  the  Seattle  Electric  Company,  which  is  located  on  the 
Dwarniish  river  at  Georgetown,  a  suburb  of  Seattle.  The  new 
power  house,  which  was  designed  and  built  by  the  Stone  & 


concrete  which  was  used  throughout  the  construction  of  the 
foundations  and  superstructure  consisted  of  a  1-2-4  mixture 
of  Portland  cement,  sand  and  gravel.  This  was  mixed  in 
Ransome  concrete  mixers  and  was  well  tamped  when  in 
position. 

Superstructure. 

The  concrete  in  the  entire  superstructure  is  reinforced  by 


Seattle    Electric    Power    Station — Exterior    of    Power    Station. 


Seattle    Electric    Power    Station — Ash    Hoppers    Under    Boiler    Room. 


Webster  Engineering  Corporation,  Boston,  Mass.,  is  situated 
on  a  large  plot  of  ground  owned  by  the  electric  company,  on 
which  there  have  also  been  constructed  car  barns  and  shops. 
Owing  to  the  character  of  the  soil  upon  which  the  founda- 
tions were  constructed  it  was  necessary  to  drive  piles  to  sup- 


round  mild-steel  bars.  Several  of  the  illustrations  presented 
herewith  show  the  method  of  constructing  the  forms  and  of 
carrying  out  the  work. 

The  exterior  view  of  the  building  gives  an  excellent  idea 
of  the  artistic  effects  which  can  easily  be  obtained  by  the  use 


■ppHPmi 

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wmdJ'  '"■    '  \t- 

'    i      ^r   4  2r ' 

Seattle   Electric   Power  Station — View  of   Engine   Foundation   During 
Construction. 

port  the  turbines  and  boilers.  These  were  set  on  24-inch 
centers.  The  piles  for  the  boiler  room  and  wall  foundations 
were  driven  in  four  rows,  as  shown  in  the  sectional  view  of 
the  boiler  house.  After  being  driven  solid,  they  were  cut 
off  level  with  the  high-water  mark  and  the  earth  excavated 
from  around  the  tops  to  the  depth  of  one  foot  below  high 
water.  The  whole  surface  over  and  around  the  piles  was 
then  covered  with  reinforced  Portland  cement  concrete.     The 


Seattle   Electric   Power  Station — -Coal    Bunkers   During   Construction. 
Showing    Method    of    Constructing    Forms. 

of  reinforced  concrete;    besides  which  a  considerable  saving 
in  cost  of  construction  also  results. 

The  present  building  is  only  a  portion  of  the  proposed 
future  power  plant.  As  will  be  noted  by  reference  to  the 
ground  plan  the  plant  comprises  two  rows  of  boilers  supplying 
two  steam  turbines,  and  their  accompanying  auxiliaries. 
Future  extensions  will  be  made  up  of  additional  bays  similar 
to   the   one   constructed   at   present.     The   advantage   of   this 


June  29.  1907. 


ELECTRIC    RAILWAY     REVIEW 


845 


design  will  be  evident,  as  it  confines  the  boilers  practically 
in  separate  buildings,  thus  localizing  any  accidents  which 
might  occur  to  the  steam  piping  or  boilers  themselves. 

General   Arrangement  of  Plant. 

The  general  arrangement  of  the  boiler  and  engine  rooms 
is  similar  to  that  adopted  for  many  of  the  recent  installations 
of  large  size,  namely,  the  boiler  room  is  at  right  angles  to 
the  turbine  room.  The  boiler  room  end  of  the  building  faces 
the  water  front.  In  the  engine  room  there  are  two  turbines. 
each  with  its  independent  auxiliary  apparatus,  and  there  are 
also  installed  static  and  rotary  transformers. 

Boiler  Room. 

The  boilers  are  arranged  in  two  batteries  of  six  each,  with 
one  central  firing  aisle.  There  are  installed  12  Stirling  verti- 
cal water  tube  boilers  of  4T0  horsepower  each.  The  steam 
from  these  boilers  is  taken  out  of  the  rear  upper  drum  and 
they  are  fed  through  the  center  upper  drum.  The  blow-off  is 
taken  out  of  the  bottom  front  drum.  These  arrangements  will 
be  recognized  as  rather  unusual  for  Stirling  boilers. 

The  boilers  are  fitted  with  plain  grates  and  oil  burners. 
Double  ashpits  are  provided  under  each  furnace.  A  novel 
improvement  has  been  introduced  in  the  design  of  these  ash- 
pits, in  that  the  grate  is  divided  longitudinally  into  two  parts 
by  a  wall  extending  down  to  the  mouth  of  the  ashpit.  This 
divides  the  ashpit  into  two  parts  and  thus  reduces  by  hall 
the  amount  of  cold  air  which  enters  the  furnace  when  the 
ashes  are  being  removed.  An  opening  from  the  ashpit  is 
provided  to  the  rear  of  the  boiler  back  of  the  bridge  wall, 
which  facilitates  cleaning  out  the  back  connections.  Am  pie 
space  has  been  allowed  back  of  the  boilers  to  permit  free 
access  to  the  blow-off  valves  for  operating,  packing  and  repair- 
ing them.     Bridges  with  hand  rails  extend  the  entire  length 


motor-driven  fan  delivering  the  products  of  combustion  Into  a 
self-supporting  steel  stack  of  11  feet  internal  diameter. 
Fuel  Supply. 
Though  it  is  intended  to  use  only  oil  for  fuel  at  present, 
provision  has  been  made  to  change  quickly  to  coal  should  that 


Seattle   Electric  Power  Station — Roof  During  Construction.  Showing 
Reinforcement    and    Cable    Way    for    Handling    Concrete. 

at  any  time  become  necessary  or  desirable.  Ample  coal  stor- 
age bins  have  been  provided  above  the  main  firing  aisle  and 
coal  is  delivered  directly  on  the  boiler  room  floor  through 
chutes.     Coal   is  delivered  into  the  hoppers  by  an  automatic 


Seattle   Electric   Power   Station — View  of   Boiler,   Showing   Facilities 
for   Repairs  and    Inspection. 

over  both  rows  of  boilers  and  greatly  facilitate  the  manipulat- 
ing and  repairing  of  the  various  valves  above  the  boilers  and 
also  facilitate  getting  at  the  main  steam  line  for  repairing 
or  replacing  blown-out  gaskets. 

The  boilers  are  operated   with    induced   draft,   one  large 


Seattle    Electric   Power  Station — Interior  of   Engine   Room,   Showing 
Switchboard    Galleries,    Engineer's    Office    and    Wash    Room. 

self-tipping  belt  conveyor,  ted  by  the  coal  elevator.  The 
ashes  are  removed  from  the  pits  by  cars  on  an  industrial 
railway.  Oil  is  stored  in  one  30,000-gallon  storage  tank  situated 
about  500  feet  from  the  main  power  house  and  in  three 
auxiliary  storage  tanks  each   8   feet  in   diameter   1> 


846 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  No.  26. 


Seattle   Electric   Power   Station — Plan   and   Section   Through   Turbine   Room,   Showing 

Through    Switchboard     Galleries,    Showing     High-Ten: 


Arrangement  of  Auxiliary   Machinery,   and   Section 
ion     Electric     Wiring. 


June  29,  1907. 


ELECTRIC    RAILWAY    REVIEW 


84 1 


long.     The  latter  are  located  outside  the  power  house  at  the 
rear  of  the  boiler  room. 

Piping. 

The  main  steam  line  to  the  turbines  consists  of  a  12-inch 
header  extending  along  the  front  of  each  battery  of  boilers. 
The  two  12-inch  headers  in  each  boiler  room  are  connected  by 
equalizer  pipes,  which  thus  greatly  increase  the  amount  of 
steam  available  in  case  of  a  break  at  any  point  of  the 
steam  lines.  The  steam  auxiliaries  are  furnished  with  steam 
from  two  independent  6-inch  steam  lines  which  draw  steam 
from  the  first  four  boilers  of  each  battery.  These  auxiliary 
headers  are  connected  by  equalizers,  thus  reducing  the  likeli- 
hood of  serious  interruption  of  service.  Two  8-inch  boiler 
feed  mains  extend  the  length  of  the  boiler  room  and  branches 
from  the  feed  mains  deliver  the  water  into  the  central  upper 
drum  of  the  boilers.  The  feed  mains  can  be  connected  to 
either  of  two  feed  pumps.  As  an  additional  precaution 
against    interruption    of   the    feedwater    service,    each    of    the 


Seattle  Electric  Power  Station — Cross  Section  Through  Boiler  Room. 
Showing    Boilers.    Ash    Pits   and    Coal    Pockets. 

two  6-inch  blow-off  mains,  extending  the  length  of  the  boiler 
room,  is  interchangeably  connected  with  the  feed  pumps  and 
has  valves  at  its  discharge  end.  which  thus  permits  using 
the  blow-off  connections  as  auxiliary  boiler  teed  lines. 

Main    Generating    Units. 

The  main   generating  units  consist   of  one   3,000-kilowatl 
and  one  8,000-kilowa  ml  Electric,  Curtis,  revolving  field 

turbo-alternator.  Each  of  these  units  is  served  by  a  Weiss 
jet  condenser  and  is  also  fitted  with  an  atmospheric  exhaust. 
In  addition  to  the  main  generating  units  there  is  installed 
one  T.'-kilowatt  direct-connected  engine-driven  exciter  and  one 
1'J-kilowatt  motor-generator  exciter.  The  local  direct-current 
service  for  the  trolley  system  is  furnished  by  two  500-kilowat( 
motor  generators,  taking  current  through  air  blast  trans 
formers. 

Pumps  and   Heaters. 

One  12-incb  centrifugal  injection   pump  driven  by  a  high- 
d  Porter-Allen  engine,  a  rotative  dry-vacuum  pump  and  a 

-earing  pressure  pump  are  provided   lor  each  "I   i  In-  I 
generating    units.     In    addition    to    these    there    are    installed 
two   duplex,    outside-packed    plunger    Blake    teed    pump 
house  pump  and  fire  pump.     A  motor-driven  centrifugal  pump 
has   also   been    installed    and    is    piped    so   thai    it    can    bi 
nected  on  the  fire  lines  in  case  of  emergenc        The  teedwater 


is    heated   by   the   auxiliary   exhaust    in    two   3,000-horsepower 
open  Cochrane  heaters 

Electric  Installation. 
The  current  is  generated  at  2,300  volts  and  transformed 
in  step-up  transformers  to  a  potential  of  13,200  volts.  The 
generator  leads  pass  through  a  conduit  under  the  engine 
room  floor  to  a  wire  trench  extending  along  the  north  side 
of  the  building.  From  here  they  are  carried  up  along  the 
north  wall  to  13,S00-volt  type  H  oil  switches  through  dis- 
connecting switches  to  the  oil  insulated  current  transformers. 
Alter  passing  through  the  current  transformers  the  current 
passes  through  13,800-volt  type  H  oil  switches  and  out  of 
the  station.  Each  of  the  outgoing  13,200-volt  transmission 
lines  is  connected  to  a  13,800-volt  lightning  arrester  bank. 
The  current  for  the  motor  generators  is  taken  from  the  high- 
tension  transformers  and  passed  through  step-down  trans- 
formers, which  reduce  the  potential  for  the  motors.  The 
direct  current  is  generated  at  600  volts,  and  in  addition  there 
is  also  a  2,300-volt  service  furnished  by  the  plant.  In  addi- 
tion to  the  type  H  oil  switches  there  are  also  the  usual 
high-tension  and  low-tension  switchboards,  potential  trans- 
formers. Tirrell  regulators,  etc. 


INFORMATION    FOR  ACCOUNTANT'S  ASSOCIATION. 


The  American  Street  and  Interurban  Railway  Account- 
ants' Association  has  issued  a  circular  asking  for  the  follow- 
ing information: 

Does  your  company  operate  both  street  railway  and  elec- 
tric light? 

Does  your  company  indirectly,  through  lease  or  stock 
ownership,  control  and  operate  both  street  railway  and  elec- 
tric  light? 

Does  your  company,  through  a  common  ownership  and 
operation,  control  and  operate  both  street  railwav  and  electric 
light? 

Does  jour  company  operate,  either  directly  or  indirectly, 
Mil"  other  public  utilities  than  street  railway  and  electric 
light?     If  so,  what? 

Accompanying  this  request  is  a  letter  from  President 
C.  L.  S.  Tingley,  in  which  he  says  that  at  the  recent  conven- 
tion of  the  National  Electric  Light  Association  at  Washing- 
ton, the  question  of  a  standard  classification  of  accounts  for 
electric  lighting  companies  was  discussed,  and  the  matter 
was  re-referred  to  the  committee  for  further  consideration. 
Mr.   Tingley  adds: 

It  seems  to  me  that  it  would  be  unfortunate  for  the  light- 
ing companies  to  adopt  a  standard  classification  which  would 
differ  in  its  fundamental  principles  from  that  adopted  by 
our  association;  particularly  as  many  companies,  members 
of  our  association,  an-  also  members  of  the  National  Electric 
Light  Association,  and  a  classification  divergent  in  principle 
would  be  apt  to  create  confusion,  particularly  among  the 
smaller  companies  where  the  same  officers  would  be  obliged 
to  deal  with  both  classifications. 

In  order  that  he  may  have  the  neeessno  data  to  inlelli- 
e  mtly  consider  this  matter,  and  bring  it  to  the  attention  of 

the    Accountants'    association     at     the    next    convention,      .Mr. 
Tingley  asks  that  tin'  desired  information  be  sent   promptly. 

in    this    connection    Elmer    M.    White,    secretary    of    the 

ii  iaj ton,  writes  as  follows: 

The  demand  for  blanks  from  companies  that  operate 
both  railway  and  electric  lighting  (and  in  many  cases  gas 
lighting i  properties  is  so  frequent  that  I  will  ask  all  com 
panics  that  opt  rate  these  various  properties  to  semi  me  with 
as  little  delay  as  possible  a  duplicate  collection  of  all  blanks 
used  bj  them.  Our  present  collection  is  not  up  to  dale  and 
is  not   arranged  so  as  to  give  the  best   results  to  the  nieiii1 

These  collections  I  will  arrange  by  companies  in  suitable 

binding,  one  set  to  be  used  at  the  convention  and  the  other 
to    i":"1    to   members. 

This  appeal  is  made  especially  to  the  small  compi 
whether  the.    have  worked  out   a  satisfactory    set   of  blanks 
for  themselves  or  not. 

As  you  will  note  from  Hie  letter  fr President  Tingley, 

the  -  ric   light    classification    win    r Ive 

attentii  n  this  year.    Ii  a   very  sultabl 

up  this  matter  of  forms  as  used  by  the  public  service 


848 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  26. 


NEW    YORK    STREET    RAILWAY    ASSOCIATION. 


The  twenty-fifth  annual  convention  of  the  Street  Railway 
Association  of  the  State  of  New  York  was  opened  at  the 
Hotel  Champlain.  Lake  Champlain,  N.  Y.,  on  Tuesday,  June 
25,  1907.  President  J.  N.  Shannahan  of  the  Washington 
Baltimore  &  Annapolis  Electric  Railway,  called  the  conven- 
tion to  order  at  10:30  on  Monday  morning,  and  following  the 
roll-call  delivered  the  annual  address,  as  follows: 

President's  Address. 

The  selection  of  a  meeting  place  for  the  twenty-fifth 
annual  convention  of  this  association  being  left  with  your 
executive  committee,  it  was  decided  after  a  careful  study  that 
the  Hotel  Champlain  at  Bluff  Point  was  admirably  adapted 
for  the  purpose,  and  the  committee  trust  their  selection  will 
meet  with  the  approval  of  the  gentlemen  present. 

The  year  just  past  has  been  one  containing  many  events 
of  interest  and  great  concern  to  the  electric  railways  of  this 
state.  Among  these  are  the  inauguration  of  electric  service 
on  the  New  York  Central  rail- 
road in  what  is  termed  the 
Electric  Zone,  the  electrifica- 
tion and  inauguration  of  serv- 
ice on  the  West  Shore  Rail- 
road between  Syracuse  and 
Utica  and  on  the  Erie  Rail- 
road from  Rochester  south, 
and  last,  but  not  least,  the  im- 
portant change  in  policy  on 
the  part  of  the  state  of  New 
York  involved  in  the  passage 
of  the  public  utilities  bill. 

The  operation  of  the  elec- 
trified steam  railroads  is  be- 
ing closely  watched,  not  only 
by  the  men  interested  in  elec- 
tric traction  but  also  by 
steam  railroad  men.  An  in- 
teresting feature  of  the  two 
instances  of  steam  electrifica- 
tion spoken  of  above  is  that 
two  entirely  different  types  of 
construction  have  been  used 
— in  one  direct  current  fed 
to  the  motors  through  a  third 
rail  and  in  the  other  alter- 
nating current  through  an 
overhead  trolley.  In  the  latter, 
an  additional  factor  which 
will  be  watched  with  the 
keenest  interest  is  the  high 
voltage — 13,200  volts  being 
used. 

The  passage  by  the  legis- 
lature of  the  public  utilities 
act  has  been  watched  by 
the  electric  railways  with 
the  greatest  concern.  The 
changes  made  in  the  existing 
law  by  this  act  are  of  a  radi- 
cal nature,  and  it  is  a  grave 
question  whether  the  claim 
made  by  those  favoring  the 
bill,  that  the  "good  railroads" 
have  nothing  to  fear  from  its 

operation,  will  be  borne  out  in  fact.  It  was  stated  by  sev- 
eral gentlemen  who  appeared  in  opposition  to  the  bill  at  the 
public  hearing  that  one  effect  would  be  to  stop  the  building 
of  interurban  lines  through  sparsely  settled  territory.  This 
statement  was  not  controverted,  and  should  it  prove  true 
would  cause  a  condition  which  would  not  be  too  quickly  reme- 
died, as  even  at  present  this  state  is  far  behind  in  the  de- 
velopment of  the  rural  districts  by  the  interurban  trolley 
systems. 

That  the  general  prosperity  enjoyed  by  the  business  inter- 
ests of  this  state  has  been  participated  in  by  the  electric 
railways  is  clearly  evidenced  by  the  reports  to  the  state  board 
of  railroad  commissioners,  which  show  the  total  gross  earn- 
ings of  street  railways  for  the  year  ending  June  30,  1906,  to 
have  been  $78,819,304.09,  as  against  $70,730,085.66  for  the  pre- 
ceding year.  The  earnings  per  mile  of  road  were  $36,526.82 
for  year  ending  June  30,  1906,  as  against  $20,579.95  for  steam 
railroads  for  the  same  period,  and  $33,684.20  for  the  electric 
lines  for  the  year  previous.  A  gratifying  feature  of  the  reports 
of  the  electric  lines  is  the  constant  decrease  in  the  percentage 
of  operating  expenses  to  gross  earnings.     In  1897  it  was  60.57, 


T.    W.    Wilson,    President-Elect 


but  it  has  steadily  been  cut  year  by  year  until  in  1906  it  was 
55.19— a  decrease  of  5.38  per  cent.  This  showing  is  the  more 
striking  when  compared  with  the  results  shown  by  the  steam 
railroads  during  the  same  period;  in  1S97  the  operating  cost 
of  these  lines  formed  68.12  per  cent  of  the  gross  earnings  of 
these  companies,  and  in  1906  it  was  69.27  per  cent,  or  an  in- 
crease of  1.15  per  cent  in  the  10  years.  These  figures  undoubt- 
edly give  the  management  of  the  steam  railroads  food  for 
thought,  and  furnish  a  strong  argument  for  the  electrification, 
at  least  of  such  branch  lines  as  may  be  most  readily  changed. 
The  change  in  policy  on  the  part  of  this  association 
adopted  a  year  ago,  in  admitting  associate  and  allied  members, 
has  proved  most  successful.  It  has  proved  wise  to  put  on  a 
definite  footing  the  representatives  of  railway  and  power  com- 
panies outside  of  this  state  and  the  representatives  of  the 
various  supply  companies. 

Your  executive  committee  has  tried  to  devise  a  system  of 
dues  which  would  effect  a  reduction  in  the  dues  now  charged 
and  provide  sufficient  funds  to  meet  the  running  expenses  of 
the  association.  They  have  been  unsuccessful  in  this,  and  in 
their  report  recommend  the  continuance  of  the  present  system. 
The  minutes  of  the  last  annual  meeting  were  approved. 

William  L.  Pattisson  (sec- 
retary and  counsel  Platts- 
burg  Traction  Company)  ex- 
tended the  courtesies  of  that 
line  to  those  in  attendance  at 
the  convention. 

The  reports  of  the  execu- 
tive committee  and  of  the 
secretary  were  read,  the  lat- 
ter showing  26  member  com- 
panies who  are  active  mem- 
bers— a  gain  of  three  during 
the  last  year — nine  associate 
members,  6S  allied  members. 
President  Shannahan — At 
the  quarterly  meeting  held  at 
Albany  in  September,  the  as- 
sociation authorized  the  presi- 
dent to  appoint  a  committee 
on  "Brakes  and  Braking." 
The  committee  was  composed 
of  Messrs.  Stanley,  Fassett, 
Hanf,  Mellen  and  Harvey. 
As  you  doubtless  all  know, 
Mr.  Stanley  went  to  London 
the  first  of  March  to  assume 
charge  of  the  London  Under- 
ground. That  leaves  Mr.  Fas- 
sett  as  the  ranking  member 
of  this  committee.  I  would 
like  to  have  the  report  from 
the  committee. 

The   report    was    to    the 
effect     that     the     committee 
found  it  impossible  to  recom- 
mend a   standard   system   of 
brakes   or  rules   for  braking. 
The  report  of  the  committee  was  accepted  as  read. 
President    Shannahan — We    will    take    up    the    paper    by 
J.   C.   Collins,  secretary  of  the  Rochester  Railway   Company, 
on    "Some    Phases    of    Electric    Railway    Accounting."     (The 
paper  appears   elsewhere.) 

President  Shannahan  called  on  Mr.  Fassett  to  present  the 
report  of  the  standing  committee  on  "Rules." 

Mr.  Fassett — It  seems  to  me  that  it  is  rather  superfluous 
for  the  committee,  which  has  prepared  a  standard  set  of 
rules  which  are  very  generally  adopted  by  the  members  of 
the  association  in  the  different  cities,  to  have  to  come  here 
every  year  and  say  the  same  thing.  The  rules  have  been 
printed,  adopted  and  are  in  use.  There  are,  however,  some 
interurban  and  suburban  rules  which  some  of  the  companies 
rather  objected  to,  and  the  companies  up  through  the  Mohawk 
Valley,  Albany,  Utica,  Syracuse  and  Rochester  are  getting 
up  a  set  of  new  rules  for  interurban  service  which  they  will 


June  29.  1907. 


ELECTRIC    RAILWAY     REVIEW 


849 


put  in  practice.  Whether  the  association  wants  those  rules 
to  be  distributed  among  the  member  companies  for  their  con- 
sideration at  the  next  meeting  is  something  that  the  associa- 
tion itself  will  have  to  decide;  but  so  far  as  the  regular  rules 
are  concerned    there  is  nothing  to   add   to   them   that    I   am 

aware  of. 

.Air.  Allen— As  I  understand  the  matter,  the  subject  of 
rules  has  heretofore  been  referred  to  one  committee,  and  their 
efforts  have  been  expended  in  compiling,  first,  a  book  of  rules 
for  city  operation,  and  a  supplementary  book  for  interurbau 
operation.  I  think  perhaps  a  majority  of  the  city  roads  in  the 
state  are  operating  under  what  is  known  as  the  standard  sys- 
tem of  rules  for  city  operation,  but  I  think  about  every  inter- 
urban  road  in  the  state  is  operating  under  its  own  rules;  and 
if  it  meets  with  the  pleasure  of  the  chairman  of  the  committee, 
as  well  as  the  pleasure  of  the  association,  I  would  suggest 
that  the  committee  be  divided,  that  a  purely  interurbau  com- 
mittee be  appointed  to  formulate  the  rules  for  interurban 
operation,  and  also  have  the  present  committee,  or  a  like 
committee,  continued,  who  shall  review  and  report  from  time 
to  time  any  changes  that  may  be  necessary  in  the  city  rules. 
I  move  that  the  question  of  rules  be  left  to  two  committees, 
consisting  of  a  city  committee  Snd  an  interurbau  committee. 


more  satisfactory,  to  work  on.  If  it  is  agreeable  to  the  lines 
thai  are  formulating  this  new  code  of  interurban  rules  I 
would  suggest  that  Mr.  Allen  see  that  a  sufficient  number 
of  copies  are  provided  the  secretary  so  that  he  can  send  them 
to  the  member  companies. 

I  would  now  like  to  have  a  discussion  of  Mr.  Collins'  paper 
on  the  order  system,  as  he  outlined  it,  in  effect  on  the  Roches- 
ter railway,  and  I  will  call  on  Mr.  Wilson  to  open  the  dis- 
cussion. 

Job    Order   System. 

T.  W.  Wilson— In  the  Buffalo  system  we  have  a  scheme 
in  which  we  use.  not  a  card,  but  a  sheet  12  by  18  inches,  on 
which  the  estimate  is  made.  In  the  right-hand  upper  corner 
there  is  a  place  for  the  job  number,  and  in  the  left-hand  upper 
corner  for  the  approval  of  the  manager  and  president.  About 
four  inches  of  the  bottom  is  left  for  the  records  of  the  auditor 
of  the  amount  of  supplies  and  cost  of  labor,  and  that  is  posted 
from  time  to  time.  When  the  job  is  completed  we  have  a 
very  accurate  tabulation  of  the  total  cost,  both  of  labor  and 
all  kinds  of  material.  That  is  worked  out  in  price  per  foot 
of  single  track,  say,  for  track  work,  or  per  foot  of  special 
work.  I  did  not  understand  whether  that  card  that  was 
spoken  of  was  a  card. 


Members   and    Guests   of   New   York   Association   at    Bluff   Point. 


to  be  appointed  by  the  president— committees  of  three  each. 
(Carried.) 

The  committee  on  "Interurban  Rules"  was  requested  to 
report  at  the  first  quarterly  meeting. 

President  Shannahan— Apropos  of  Mr.  Fassett's  remarks 
to  the  effect  that  he  has  grown  tired  of  reporting  year  after 
year  that  there  are  no  changes  in  the  city  rules.  I  would  like 
to  say  that  for  a  great  many  years  the  American  Railway 
Association,  composed  of  the  steam  railroads,  maintained  a 
similar  committee,  and  from  time  to  time  it  was  found  neces- 
sary, as  the  practice  changed,  to  change  the  rules.  I  presume 
that  that  was  the  reason  why  that  committee,  or  why  this 
committee,  was  maintained  year  after  year. 

It  would  seem  wise,  in  order  to  provide  a  basis  for  dis- 
cussion, that  the  code  of  rules  adopted  by  the  lines  through 
the  .Mohawk  Valley  should  be  sent  to  each  member  company 
in  order  that  they  may  write  the  chairman  of  the  committee 
on  "Intel-urban  Rules"  discussing  that  particular  code  and 
suggesting  changes  which  would  seem  to  them  wise  and  ad- 
visable. That  will  give  your  committee  something  to  work 
on;  they  will  know  in  advance  and  try,  if  possible,  to  meel 
the  conditions  on  the  various  properties,  n  will  facllltati 
procedure,  and  when  you  come  to  the  quarterly  meeting  you 
will   have   something    very    much    more   definite,    very    much 


Mr  Collins— A  card  about  five  inches  long  by  three 
inches  in  width.  The  estimate  made  on  this  is  simply,  when 
approved  by  the  president,  a  minor  job  system. 

Mr.  Wilson— It  occurred  to  me  that  it  would  not  be  large 
enough  for  all  the  various  items. 

Mr.  Collins — We  have  something  similar  to  yours  that 
we  call  "authorizing." 

Mr.  Wilson— We  have  bad  our  plan  in  force  for  about  six 
years.  H  works  very  well.  We  always  have  an  accurate  cost 
lor  everything.  We  pay  especial  attention  to  the  price  per 
foot  and  can  make  a  good  comparison  of  the  different  jobs 
in   that  way. 

Mr.  Allen— I  would  like  to  ask  Mr.  Collins  how  far  he 
carries  the  job  order  system  in  his  maintenance  work.  For 
instance,  shop  practice,  when  you  pull  a  car  in  for  general 
overhauling,  say,  jacking  it,  stripping  it,  taking  the  motors 
apart  and  all  that,  is  it  part  of  the  job  order  system? 

Mr.  Collins— No,  it  is  not.  Outside  of  the  job  order  sys- 
tem there  is  certain  work  that  has  to  be  done  regularly,  that 
m  group  under  Unit  bead,  for  instance,  like  cleaning  car.. 
,,.,„.;  |     o  on.     That  must   l.e  done  as  they  are  pulled  in. 

anil   the  job  oilier  system   is  not  applied   to  that. 

Mr.  All.-,,— Do  you  use  the  Job  order  system  on  anything 
but   reconstruction  or  renewals? 


850 


ELECTRIC    RAILWAY     REVIEW 


Vol.  XVII,  No.  26. 


Mr.    Collins — Everything. 

Mr.  Allen — It  would  seem  to  me  that  a  job  order  system 
thai  would  take  into  account  work  that  is  done  in  repairing 
or  maintaining  the  different  units  of  our  electric  railway  sys- 
tems would  be  quite  cumbersome  and  entail  the  employment 
of  considerable  clerk  hire;  but  it  does  seem  that  large  items, 
such  as  renewals  of  track  or  rebuilding  of  a  car  house,  renewal 
of  ties  or  anything  that  might  be  charged  to  capital  account, 
or  anything  that  might  be  called  extraordinary — that  in  such 
cases  the  job  order  system  would  result  in  furnishing  to  the 
proper  officials  a  detail  of  cost  of  that  work.  But  I  cannot 
see  how  the  adoption  of  the  job  order  system  for  purely 
maintenance  work  would  be  anything  but  cumbersome.  That 
is  the  point  that  is  in  my  mind.  I  would  like  to  hear  from 
some  of  the  other  railroad  members  upon  that. 

H.  M.  Beardsley — We  use  the  same  system,  or  one  simi- 
lar— it  does  not  work  out  exactly  the  same — and  I  do  not  find 
it  cumbersome,  because  it  is  just  as  easy  for  the  storekeeper, 
for  instance,  if  he  gets  a  requisition  for  some  material,  to 
charge  that  material  to  a  job  order  or  a  working  order,  as  we 
call  it,  "No.  201,"  as  to  charge  it  to  "Account  6."  He  has  a 
column  on  his  monthly  report  sheet,  and  it  simply  means  that 
he  must  put  that  amount  of  money  into  one  column  instead  of 
another:  and  if  material  is  bought  outside  it  can  be  charged 
directly  to  the  working  order  just  as  well  as  to  Account  1,  or 
2  or  6.  or  any  other  number.  The  total,  when  the  working 
order  is  completed,  is  simply  transferred  from  Working  Order 
2ol  to  Account  6,  or  from  Working  Order  203  to  Account  7, 
and  so  on.  I  want  to  say  that  those  who  have  not  used  this 
will  find  it  very  beneficial,  as  Mr.  Collins  says,  in  checking  up 
storekeepers  and  so  on.  I  have  had  several  instances  of  that 
sort,  where  material  might  perhaps  have  gotten  away  if  it 
bad  not  been  that  we  were  looking  after  the  working  order 
pretty  closely. 

E.  T.  Peck — The  Schenectady  Railway  Company  has 
practically  adopted  the  Rochester  system.  On  our  jobs,  or 
construction  work,  or  extraordinary  maintenance  charges, 
the  head  of  the  department  from  which  it  originates  makes, 
first,  a  detailed  estimate,  and  that  is  submitted  to  the  general 
manager,  and  if  the  job  is  approved,  instructions  are  then 
given  to  apply  for  a  working  order,  which  the  department 
head  does,  giving  his  estimate  on  this  working  order.  That 
is  sent  to  the  auditing  department  and  the  working  order 
issued,  which  is  again  returned  to  the  general  manager  for 
his  signature.  That  gives  authority  to  go  ahead  with  the 
work.  On  all  maintenance  charges  we  use  the  regular  job 
system  similar  to  the  Rochester  system,  and  it  works  out 
very  well  indeed. 

J.  H.  Pardee — J.  G.  White  &  Co.  have  a  system  of  au- 
thorizations and  cost  analysis  that  is  a  little  bit  different 
from  any  that  I  have  seen  before.  The  principle,  of  course, 
is  the  same.  It  would  not  be  applicable  to  small  jobs  or  jobs 
lasting  only  a  very  short  time,  less  than  a  month;  but  in  re- 
construction and  new  construction,  or  power  house  work, 
construction  of  car  barns,  work  that  would  last  for  a  period 
of  several  months  or  through  a  season,  with  their  operating 
companies,  the  first  of  each  year  there  is  made  up  a  detailed 
statement  of  the  construction  or  reconstruction  for  the  year. 
That  is  divided,  if  there  are  subsidiary  companies,  under  the 
head  of  the  different  companies,  or  any  convenient  division 
of  the  work,  and  the  authorization  is  prepared  for  that  and 
passed  by  the  board  of  directors,  or  approved  by  the  proper 
officers.  Then  on  the  first  of  each  month  we  get  what  is 
called  a  cost  analysis  sheet  which  shows,  for  instance,  on 
property,  the  different  authorizations.  No.  1.  2.  3.  4,  as  the 
case  may  be.  The  first  column  is  the  amount  authorized  to 
be  spent;  the  next  column,  the  money  actually  expended  from 
the  start  of  the  job  up  to  the  first  day  of  the  month;  the 
next  column,  amount  of  obligations.  The  money  has  not 
been  expended  yet  but  contracts  have  been  made  for  the 
material.  The  next  column  is  balance  available;  the  next 
column  is  the  estimate  of  the  cost  to  complete  the  job;   the 


next  column,  either  the  gain  or  the  loss.  If  it  is  a  gain  it  is 
entered  in  black  ink,  and  if  it  is  a  loss  in  the  estimated — 
that  is,  an  estimated  loss,  of  course,  it  is  entered  in  red  ink; 
so  that  the  proper  officers  can  see  at  a  glance  how  that 
particular  job  is  going,  whether  there  is  going  to  be  an  over- 
run on  it  or  whether  they  are  going  to  save  money  on  it. 
The  last  column  shows,  also,  the  percent  completed.  That 
works  out  very  well,  and  at  once  shows,  graphically  almost, 
a  complete  tab  on  the  whole  job  and  on  each  individual 
job. 

The  next  order  of  business  was  a  paper,  "Some  Notes  on 
Electric  Railway  Shops  and  Shop  Practice  in  Central  New 
York."  by  Mr.  W.  H.  Collins,  of  the  F..  J.  &  G. 

It   appears   elsewhere. 

( Vice-president   T.  W.   Wilson  in  the  chair.) 

Vice-President  Wilson — In  order  to  start  the  discussion 
on  this  interesting  question.  I  would  ask  Mr.  Benedict,  of 
Albany,   to  make  a  few  remarks. 

New   York   Shop   Practice. 

Mr.  Benedict — I  do  not  believe  I  have  very  much  to  say 
on  this  question,  further  than  that  I  agree  with  Mr.  Collins 
in  the  statement  in  his  paper*  that  it  is  results  we  are  after. 
Each  man  in  charge  of  the  maintenance  of  properties  has  to 
study  the  conditions  under  which  he  has  to  operate.  What 
would  do  in  one  case  would  not  do  in  another.  One  prop- 
erty is  interurban.  another  city;  one  has  to  do  with  heavy 
equipment  similar  to  that  used  in  steam  railroad  practice; 
another  equipment  is  for  city  work  exclusively  where  it  is 
considerably  lighter,  and  the  tools  used  in  operation  should 
be  adapted  for  the  style  of  equipment.  We  have  to  consider 
also  the  question  of  cost.  In  the  development  of  most  roads 
they  have  passed  through  various  stages  from  that  of  the 
horse  car  to  that  of  the  present  up-to-date  interurban  lines 
The  man  that  has  to  deal  with  those  conditions  cannot  ob- 
tain the  same  results  as  the  man  who  takes  hold  of  a  new 
development,  studies  his  conditions  from  the  beginning  and 
develops  his  maintenance  of  equipment  along  up-to-date  lines. 
On  the  other  hand,  the  man  who  has  charge  of  the  older 
systems  has  to  study  the  conditions  and  find  out  what  class 
of  equipment  it  does  not  pay  to  maintain,  what  class  of 
equipment  he  can  afford  to  throw  out  or  recommend  having 
thrown  out.  and  using  in  its  place  modern  equipment :  and 
when  he  has  decided  as  to  the  style  of  equipment,  then  he 
studies  his  conditions  as  to  shop  practice,  and  when  he  has 
finally  decided  that  he  has  to  adopt  what  in  his  opinion  is  the 
best  method  and  what  I  mean  by  the  best  method  of  main- 
taining equipment  is  the  method  that  is  the  least  expensive 
for  all  concerned. 

Mr.  Neil — Unfortunately  and  very  regrettably  we  do  not 
operate  any  interurban  cars.  The  only  thing  we  find  in  our 
practice  is  that  elaborate  shop  records  are  top-heavy  and 
ineffective.  We  make  no  attempt  to  keep  elaborate  and  de- 
tailed records  of  every  little  thing  that  is  done  about  a  car. 
When  a  car  is  overhauled— I  look  after  that  myself,  and  I 
have  loose  sheets,  and  every  time  a  car  is  overhauled  I  write 
out  a  new  sheet  for  that  car  with  the  principal  repairs  on 
the  car  and  tear  up  the  old  sheet/  We  found  that  worked 
out  very  well  and  resulted  in  considerable  economies.  I  don't 
know  what  you  other  gentlemen  do,  but  we  have  learned  in 
our  small  way  that  the  only  sensible  and  reasonable  way  to 
keep  shop  records  is  to  make  them  just  as  simple  as  pos- 
sible, just  as  direct  as  possible,  and  to  keep  records  only  of 
things  that  we  need.  In  that  way  we  keep  the  records  of 
wheels  and  gears,  controller  bearings,  axle  bearings,  arma- 
ture bearings  and  all  that  sort  of  thing.  We  don't  care  to 
know  what  a  car  did  two  or  three  or  four  or  five  years  ago. 
but  we  do  want  to  know  when  the  last  elaborate  repairs  were 
made  on  a  car;  and  since  we  have  adopted  that  system  out- 
shop  repairs  have  been  very  much  reduced,  because  we  pro- 
ceed  intelligibly. 

.los.   D.   Evans   (.1.   G.   White  &   Co.)— I  am   very  pleased 


June  29,  1907. 


ELECTRIC    RAILWAY     REVIEW 


851 


to  be  called  upon  to  speak  on  this  subject  of  shop  practices 
and  very  much  interested  in  Mr.  Collins'  paper.  I  am  par- 
ticularly interested  in  the  feature  of  the  master  mechanics 
visiting  the  different  shops,  providing  that  when  they  visit 
the  shops  they  tell  the  different  master  mechanics  where 
improvements  can  be  made.  Too  frequently  our  visitors 
come  in  and  say.  "Why.  everything  is  very  nice."  They 
do  not  tell  us  the  things  that  are  wrong.  That  is  the  prin- 
cipal point,  to  have  some  one  come  in  and  tell  us  what  is 
wrong.  Then  we  can  make  the  corrections.  I  rather  think. 
Mr.  President,  it  is  a  very  good  idea  for  the  master  mechanics 
to  visit  one  another,  and  in  my  experience  I  have  found  that 
it  is  quite  as  frequently  as  not  that  we  get  our  best  sir--'  s- 
tions  from  the  master  mechanic  who  is  among  those  most 
poorly  equipped,  who  has  found  it  necessary  to  devise  some 
scheme  to  meet  requirements  which  the  other  man  did  not 
find  necessary. 

I  think,  as  has  been  suggested,  that  the  matter  of  rec- 
ords can  be  carried  to  an  extreme,  and  you  get  a  lot  of  rec- 
ords filed  away  up  stairs  in  some  dusty  loft  that  are  finally 
sold  for  so  much  waste  paper;  but  it  does  occur  to  me  that 
it  is  of  vital  importance  that  the  actual  records  of  the  work 
as  it  progresses  should  be  taken  care  of  and  filed  and  brought 
into  shape  for  ready  reference  and  comparison.  I  am  rather 
more  in  favor  of  a  tabulated  record  showing  a  comparison 
with  the  previous  period  than  the  idea  of  having  a  number 
of  different  sheets,  as  it  frequently  occurs  that  you  lose  track 
of  the  sheets.  A  tabulated  record  rather  brings  the  thing 
before  you  in  more  condensed  and  exact  form. 

In  connection  with  what  has  been  said,  I  think  a  very 
good  suggestion  is  to  arrange  the  different  equipments  at  dif- 
ferent car  stations  or  divisional  points,  with  relation  to  the 
character  of  the  equipment  and  the  style  of  the  cars.  It  very 
much  simplifies  the  matter  of  repairs.  Very  frequently  I  have 
found,  in  my  experience,  that  equipment  had  been  distrib- 
uted rather  promiscuously,  and  that  each  car  station  would 
have  two  or  three  of  one  kind  of  equipment  and  possibly  as 
many  as  five  or  six  different  kinds,  whereas  one  kind  could 
be  distributed  at  one  barn,  and  another  at  another  barn,  and 
in  that  way  the  repairs  could  be  very  much  simplified.  That. 
of  course,  depends  largely  on  the  requirements  of  the  trans- 
portation  department. 

I  am  not  willing  to  agree  with  the  gentleman  who  says 
that  the  conditions  vary  in  different  locations.  We  are  rap- 
idly approaching  a  condition  which  I  think  very  urgently  re- 
quires the  standardization  of  equipment,  and  I  believe  that 
outside  of  localities  where  they  have  excessively  steep  grades 
or  something  of  that  kind  which  requires  emergency  brakes 
and  so  on,  that  the  conditions  to  be  met  in  different  local- 
ities are  very  similar:  and  with  that  in  view  I  think  it  be- 
hooves nearly  all  the  roads  to  prepare  for  the  heavier  equip- 
ment that  has  been  spoken  of. 

Mr.  Cole — I  have  had  a  number  of  properties  that  I  have 
been  out  to  examine  during  the  last  two  years,  in  regard  to 
the  design  and  location  of  car  barns  and  repair  shops,  and  I 
have  found,  as  Mr.  Collins  stated,  that  one  of  the  great 
problems  has  been  with  relation  to  the  class  of  machinery 
that  they  have  in  those  shops.  It  has  been  of  a  nondescript 
character,  a  great  deal  of  it  being  installed  in  the  earlier 
days  of  lighter  motors,  lighter  trucks  and  smaller  cars.  With 
the  growth  that  has  taken  place  in  the  last  ten  years  in  in- 
terurban  extensions,  they  have  done  very  little  in  the  way 
of  equipping  the  shops  to  meet  that  growth,  and  the  con- 
st queues  is  that  it  has  become  difficult  to  make  the  repairs 
on  the  urban  and  the  interurban  cars  in  the  same  shop.  I 
do  not  think  there  is  any  question  but  that  a  shop  design  can 
be  made  today  so  as  to  handle  both  the  urban  and  the  inter- 
urban equipment  at  the  least  cost,  in  the  same  shop,  and 
machinery  can  be  put  in  that  will  do  that  at  the  least  cost, 
instead   of   making   two    repair   shops    and   necessitating   the 


master 'mechanic   losing    time   in   traveling   from   one   to  the 
other  to  look  those  shops  over. 

Another  condition  which  is  found  in  repair  shops  is  that 
there  is  generally  too  much  handling  of  material.  It  is  like 
the  old  style  manufacturers  that  used  to  start  the  manufac- 
tured product  and  before  it  got  to  the  assembling  room  they 
frequently  took  the  material  back  to  the  same  shop  three 
times.  In  the  shops  of  the  new  design  the  manufactured 
article  starts  from  one  shop  and  keeps  going  from  shop  to 
shop  with  absolutely  no  rehandling,  until  it  goes  to  the  as- 
sembling  room.  The  same  conditions  can  be  brought  about 
in  the  design  of  a  car  barn  or  a  repair  shop,  so  that  your  cars 
come  in  over  the  working  pits  where  the  general  repairs  are 
done.  The  machine  shop  should  be  located  alongside,  and 
the  material  should  go  direct  from  the  repaft  pit  to  the  ma- 
chine shop.  Then  should  come  the  blacksmith  shop,  and 
back  of  the  blacksmith  shop  should  be  the  carpenter  shop, 
so  that  the  body  of  the  car  as  it  is  taken  from  the  track  goes 
through  the  machine  and  the  blacksmith  shop  and  is  pushed 
to  the  carpenter  shop,  and  so  on.  In  that  way  the  cat  under. 
goes  absolutely  no  return  movement.  I  think  that  in  all  ac- 
counting of  the  repairs  of  cars,  material  and  labor  and  the 
time  factor  during  the  time  a  car  is  in  the  shop  should  be 
carefully  considered,  and  I  do  not  believe  that  the  labor  fac- 
tors are  given  quite  enough  consideration  in  shops.  For  in- 
stance, most  roads  give  their  cars  a  general  overhauling  twice 
a  year,  as  they  change  from  the  open  to  the  closed  or  vice 
versa;  and  by  adopting  some  method  for  observing  closely 
the  labor  factor  it  gives  you  a  comparison  from  year  to  year. 
About  the  same  amount  of  labor  is  done  on  each  car,  and 
that  should  he  given  fuller  consideration  than  it  has  received 
in  the  shops. 

Mr.  G.  M.  Harvey— In  regard  to  Mr.  Collins'  paper,  I 
think  he  has  hit  the  conditions  in  New  York  very  closely.  It 
appears  to  me  that  one  reason  why  this  nondescript  condition 
exists,  of  which  he  speaks,  is  the  fact  that  most  men  in 
charge  of  equipment  have  to  deal  with  the  immediate  pres- 
ent. They  are,  as  a  rule,  so  busy  with  the  conditions  before 
them  that  they  do  not  have  time  to  consider  the  conditions 
that  may  exist  perhaps  six  months  or  a  year  hence,  and  fre- 
quently in  installing  new  apparatus  we  find  that  the  last 
takes  the  place  of  something  that  was  furnished  just  imme- 
diately before.  I  think  such  things  as  that  are  being  grad- 
ually overcome,  and  I  think  the  reason  for  it  is  largely  the 
result  of  the  meetings  which  have  been  had  at  the  different 
shops  throughout  the  state.  I  think  it  has  given  a  lot  of  the 
master  mechanics  a  chance  to  consider  the  future  layout  of 
their  individual   plants. 

Mr.  .Mays — As  I  was  one  of  the  master  mechanics  that 
attended  some  of  these  meetings,  I  followed  Mr.  Collins  pretty 
closely,  and  I  think  he  covered  most  every  point  that  we  had 
to  present.  I  think  the  meetings  are  a  very  good  thing.  The 
master  mechanics  got  together  and  discussed  things,  saw  how 
the  other  men  did  the  work  and  picked  up  a  lot  of  points.  I 
know  I  picked  up  a  lot  of  points  that  I  had  not  worked  out 
and  that  had  to  be  worked  out.  They  were  brought  up  in 
these  meetings,  and  instead  of  one  man  having  to  do  the 
work,  I  had  the  benefit  of  the  work  of  all  the  rest  of  them. 
In  regard  to  the  shops,  in  central  New  York  we  all  know  the 
roads  are  growing  very  rapidly,  and  every  effort  is  made  to 
get  cars  to  carry  the  people,  and  in  the  meantime  the  shops 
have  been  neglected  Most  all  of  the  shops  that  I  have  vis- 
ited  have  just  been  overcrowded  with  work,  and  consequently 
every  one  has  done  He1  bt  si  he  could.  A  number  of  roads 
are  now  starting  to  build  larger  shops,  and  I  think  in  the 
■  "i  another  year  the  conditions  will  be  better  on  many 
da  in  central  New  York. 

Vice  President    Wilson-  Thet      le  one  thing    f    am    very 
much  interested  in,  and  that  is  as  to  whether  or  not  the  body 
ihould  lie  taken  off  the  trucl  -  ami  work  in  the 


852 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  Xo.  26. 


done  simultaneously  in  both  the  paint  shop  and  the  truck 
shop.  On  a  number  of  different  roads,  particularly  the  large 
ones,  they  have  a  different  practice  in  that  regard.  I  think 
Chicago  jacks  the  car  off  the  trucks  and  sends  the  body  in 
on  a  small  pair  of  pony  trucks  to  the  paint  shop,  the  trucks 
meanwhile  going  into  the  truck  shop.  Has  anybody  here  had 
any  experience  in  that  particular?  If  so.  I  would  like  to  hear 
from   those  who  can  give  the  information. 

Mr.  Allen— I  have  no  ideas  on  the  particular  question 
you  ask.  but  it  strikes  me  that  the  whole  question  of  shop 
practice  upon  electric  railways  is  one  that  has  not  had  proper 
attention.  I  crai  cite  an  instance  of  a  road  in  New  York 
state  that  12  years  ago  had  a  shop  that  was  sufficient  for 
the  proper  maintenance  and  care  of  its  equipment.  In  the 
past  12  years  that  equipment  has  become  obsolete,  though 
it  is  still  in  u?->;  but  the  100  cars  which  had  been  operated 
and  have  been  replaced  by  another  100  cars  are  still  main- 
tained by  the  same  shop  facilities.  Our  sars  are  our  wares: 
they  are  what  we  have  to  offer  the  public,  what  we  are  sell- 
ing. The  condition  of  the  car  is  one  of  the  things  by  which 
the  public  judges  of  our  service,  whether  a  car  is  dirty  and 
unkempt  and  noisy  or  out  of  repair,  whether  its  condition  is 
not  one  that  is  presentable  to  the  eye,  and  the  public  passes 
on  those  questions,  aud  passes  on  them  very  quickly.  As  I 
said  before.  I  do  not  believe  enough  attention  has  been  de- 
voted to  the  question  of  proper  shop  facilities  to  care  for  the 
equipment;  and  that  has  been  made  more  emphatic  to  me  in 
the  past  year  by  these  visits  of  the  master  mechanics  of  the 
different  roads  going  over  the  different  properties.  The 
question  cc-nes  to  me.  given  a  system  of  100  cars,  of  which 
we  will  say  two-thirds  are  for  city  service  and  one-third  for 
suburban  interurban  service,  is  it  possible  to  build  a  shop 
capable  of  extension  in  the  same  ratio  that  we  add  to  the 
number  of  cars,  and  can  our  master  mechanics  at  the  present 
day  agree  upon  a  standard  plan  of  shop  and  a  standard 
method  and  system  of  putting  those  cars  through  the  shop? 
This  is  a  day  of  standards.  We  are  all  trying  to  put  our 
equipment,  our  practice  and  the  whole  electric  railway  busi- 
ness upon  a  standard  basis,  and  while  of  course  I  can  draw  a 
deduction.  I  would  like  to  hear  discussed  by  those  who  are 
responsible  for  the  care  and  maintenance  of  our  equipment 
the  problem  as  to  whether  it  is  possible  to  pursue  standard 
methods  and  to  design  and  construct  standard  shops.  It 
seems  to  me  that  until  we  do  that  we  will  have  as  varied 
costs,  as  varied  conditions  of  equipment  as  ever.  In  one 
city  you  will  see  it  up-to-date,  clean  and  bright,  and  in  the 
next  city  you  will  see  an  equipment  that  will  make  you 
ashamed  of  your  profession.  1  would  like  to  hear  from  some 
of  our  master  mechanics  along  that  direction. 

Mr.  Evans — I  think  the  question  Mr.  Allen  has  asked 
is  one  that  is  open  to  a  solution  that  is  possible,  but  under 
present  conditions  is  not  very  probable,  as  at  the  present 
time,  to  my  mind,  we  are  just  changing  from  the  older  to  the 
heavier  equipment,  and  we  would  have  to  make  provisions 
for  a  few  years  in  advance,  and  it  is  rather  difficult  to  tell 
what  the  requirements  would  be.  It  is  rather  a  risky  thing 
to  assume,  with  motors  of  200-horsepower  capacity  each,  what 
other  equipment  you  are  going  to  need  to  take  care  of  that, 
and  everybody's  track  is  going  to  suffer  very  severely  when 
we  get  those  heavier  equipments. 

With  regard  to  taking  care  of  the  equipment.  I  think  it 
is  very  possible,  and  it  is  a  very  good  plan,  to  so  standardize 
the  trucks,  particularly  on  double-truck  cars,  that  the 
body  can  be  run  in  and  changed  over  to  another  pair  of  trucks 
kept  ready,  and  in  the  meantime  have  the  defective  trucks 
repaired  and  had  ready  for  tin  next  body.  In  that  way  con- 
siderable time  would  be  saved  that  the  car  would  be  out  of 
service.  It  would  be  possible  to  arrange  facilities  whereby 
you  could  jack  up  the  body,  put  it  or.  other  trucks  and  run  it 
through  the  paint  shop  or  the  wood  shop  if  necessary,  and  in 


the  meantime  the  trucks  and  motors  could  be  entirely  over- 
hauled and  put  in  first-class  shape.  That  appears  to  me.  Mr. 
President,  to  be  the  logical  and  more  up-to-date  manner  of 
handling  the  modern  equipment. 

I  just  want  to  say,  though,  in  connection  with  what  has 
been  said  that  very  many  of  these  very  heavy  cars  are  still 
operating  on  very  narrow  tread  wheels  with  very  small 
flanges,  which  of  necessity  is  very  severe  on  the  equipment, 
very  severe  on  the  trucks,  affects  the  motor  frames  and  at 
the  same  time  is  hard  on  the  track  in  general.  It  seems  to 
me  we  ought  to  have  a  wider  flange  to  carry  these  heavy  loads 
and  wider  treads. 

Mr.  Allen — I  just  want  to  pursue  this  question  a  little  bit 
further.  Suppose  a  manager  has  a  good  bunch  of  money  to 
spend,  and  one  of  the  things  he  wants  to  spend  it  for  is  a 
new  shop.  He  is  going  to  rely  to  a  very  large  extent  upon 
his  master  mechanic  for  the  plan  of  that  shop.  The  shop  is 
built.  Is  it  capable  of  extension,  is  it  capable  of  caring  for 
the  equipment  at  the  present  day  or  five  years  from  today? 
It  seems  to  me  that  at  different  times  this  association  has 
appointed  committees:  some  of  them  have  been  productive  of 
good  results:  I  think  our  Committee  on  Standard  Rules  have 
produced  excellent  rules.  Last  year  after  a  heart-to-heart 
discussion  on  braking  a  committee  was  appointed  upon  that 
subject,  and  you  have  heard  the  report  today.  They  have 
reported  that  it  was  not  possible  to  design  and  adopt  a  stand- 
ard system  of  braking.  Xow  I  would  like  to  see  how  our 
master  mechanics  and  some  of  our  managers  look  upon  this 
question  as  to  whether  it  is  possible  to  design  a  standard 
form  of  shop,  that  is  elastic,  capable  of  being  developed  as 
the  needs  of  the  transportation  system  develop  and  demand. 
If  it  is  possible.  1  am  sure  that  there  is  no  way  in  which  the 
electric  railway  system  can  be  more  greatly  benefited  than 
by  having  a  committee  of  this  kind  appointed,  if  it  can  pro- 
duce the  results. 

Mr.  Evans— If  I  understand  Mr.  Allen's  question  cor- 
rectly, it  is  directed  to  such  a  designing  of  shops  as  to  admit 
of  their  being  expanded  in  keeping  with  the  requirements  of 
the  roads.  That,  it  seems  to  me.  would  be  difficult  to  arrive 
at.  as  difficult  as  it  would  be  to  say  how  many  cars  we 
shall  require  in  five  or  ten  or  twenty  years  from  now  on  a 
system  with  which  we  may  be  connected.  To  adapt  a  shop 
to  expansion,  the  general  plan,  according  to  my  idea,  would 
require  a  transfer  table  through  the  center  and  wings  leading 
off  from  it.  with  sufficient  land  to  expand  each  of  those  wings 
as  the  business  required.  There  is  considerable  objection 
from  the  operating  point  of  view  to  a  transfer  table.  I  think 
the  answer  to  Mr.  Allen's  question  would  depend  very  largely 
on  how  much  land  the  company  would  be  willing  to  appro- 
priate. If  they  simply  got  a  square  and  wanted  to  cover  that 
with  shops,  that  would  settle  it  for  all  time  to  come:  and  if 
they  were  willing  to  buy  25  or  30  acres  of  land  and  locate 
where  there  was  plenty  of  chance  for  expansion,  it  doesn't 
seem  to  me  that  it  would  be  difficult  to  lay  out  a  shop  that 
would  take  care  of  almost  anything  you  might  want. 

Mr.  Benedict — It  seems  to  me  in  considering  the  question 
of  design  of  a  shop  you  must  first  consider  what  you  have 
to  repair.  Xow.  until  you  adopt  a  standard  equipment  I  do 
not  see  how  you  can  adopt  a  standard  shop  or  standard  tools 
for  repairs.  It  is  a  question  of  adopting  a  standard  equip- 
ment on  a  system  and  then  designing  your  shop  to  take  care 
of  that  equipment.  If  one  road  has  an  equipment  of  100  h.  p. 
motors,  its  style  of  shop  would  be  somewhat  different  than 
that  of  another  system  which  was  operating  short  lines  with 
single  truck  cars  and  50  h.  p.  motors.  But  the  standardiza- 
tion of  equipment,  it  seems  to  me,  should  be  considered  in 
advance  of  the  standardization  of  shop.  We  look  back  five 
years  and  see  the  changes  that  have  taken  place  in  our  equip- 
ment. It  seems  to  me  that  there  is  no  one  here  that  can 
say  what    the  changes  will   be  in  the  next  five  years  in  the 


June  2i>.  1907. 


ELECTRIC    RAILWAY    REVIEW 


853 


form  of  equipment,  and  therefore  that  it  is  impossible  to  de- 
sign a  shop  today  to  take  care  of  the  equipment  that  will  be 
used   five  years  from  today. 

Mr.  Allen — I  just  want  to  say  that  six  years  ago  I  built 
a  shop  sufficient  to  care  for  the  needs  of  a  given  number  of 
cars.  Now  I  hear,  and  have  heard  for  years,  that  that  shop 
is  not  large  enough  and  is  not  capable  of  expansion.  We 
have  not  changed  the  type  of  our  equipment  in  any  way.  We 
have  an  opportunity  to  build  a  shop.  We  thought  at  first  we 
were  going  to  build  a  shop,  we  will  say,  in  I'tica,  and  would 
design  a  shop  to  take  care  of  the  conditions  as  they  look 
today,  and,  as  we  believed,  capable  of  expansion.  We  changed 
our  mind,  decided  we  would  not  build  in  Utica  but  in  Syra- 
cuse. We  took  the  same  plan  and  simply  put  it  on  a  piece 
of  property  in  Syracuse,  and  the  conditions  have  not  changed 
at  all.  Personally  I  cannot  see  why  a  shop  cannot  he  de- 
signed for  a  given  number  of  cars.  I  will  say  a  100-car  shop. 
200-car  shop,  a  300-car  shop,  that  will  in  one  plant  care 
for  a  given  number  of  cars,  and  construct  a  shop  on  that 
plan.  Now  we  have  something  to  learn  every  day  from  our 
steam  railroad  brethren,  particularly  on  the  question  of  main- 
tenance, and  if  I  am  a  correct  observer  I  think  you  will  find 
the  master  mechanics  of  the  steam  roads  have  a  standard 
plan  of  shop  that  they  construct.  They  certainly  do  have 
standard  designs  for  round  houses  for  housing  locomotives 
and  making  minor  repairs,  and  tearing  down  shops  and 
erecting  shops,  machine  shops,  in  most  of  these  large  rail- 
road centers — they  are  all  pretty  nearly  on  the  same  plat. 
I  have  no  motion  to  make. 

Model    Repair   Shop. 

Mr.  Peck — I  would  like  to  make  a  motion  that  a  com 
mittee  of  three,  composed  of  master  mechanics,  be  asked  to 
report  as  to  the  design  of  a  model  repair  shop  and  report  at 
our  next  meeting.  I  am  rather  surprised  at  our  master  me 
chanics  taking  this  stand,  because  I  am  in  the  same  predica- 
ment Mr.  Allen  is  in.  We  have  very  poor  repair  shops  and 
our  company  is  ready  to  provide  good  ones,  but  what  shall 
they  be,  and  where  are  they  to  be  located?  If  our  master 
mechanics  cannot  help  us  out  I  do  not  know  what  we  are 
going  to  do.  It  seems  to  me  a  general  plan  of  a  shop  can  be 
made  up.  It  may  be  that  in  some  cities  the  land  is  too  valu- 
able, and  that  has  something  to  do  with  it,  of  course.  I  am 
satisfied  that  some  plan  could  be  outlined  for  shop  work. 
however. 

Mr.  Benedict — I  think  it  would  be  rather  an  easy  matter 
to  design  a  model  repair  shop,  but  the  point  under  discus- 
sion, as  I  understand  it,  was  whether  this  model  repair  shop 
would  be  adapted  to  various  roads  throughout  the  country 
It  would  be  a  model  shop  and  it  would  cost  money.  What 
you  have  to  figure  on  is  what  you  have  to  do  with,  how  much 
your  company  is  willing  to  spend.  If  it  is  simply  a  question 
of  designing  a  model  car  shop  and  putting  model  tools  into 
it.  that  is  an  easy  matter;  but  to  design,  as  I  said,  a  shop 
that  is  adaptable  to  all  the  country,  that  is  an  entirely  dif- 
ferent matter. 

Mr.  Peek's  motion  was  carried. 

During  the  afternoon  the  members  of  the  association 
visited  Au  Sable  Chasm  and  the  usual  banquet  was  held  in 
the  evening. 

Wednesday's   Session. 

Wednesday's  session  was  fully  occupied  by  the  reading 
of  papers  in  accordance  with  the  programme.  There  was  no 
discussion.     The  election  of  offlci 

Officers. 

President,    T.    W.    Wilson.    International     Railway    Com 
pany,     Buffalo;     first     vice  -president,    E.    S.    Fassett.     I 
Traction    Company,    Albany;     second    vice-president,    E      I 

Schenectady  Itaii  iany,  Schenectady;  treaai 

H.  M.  Beardsley,  Elmira  Water,  Light  and  Railroad  Compt 
Elmira;    secretary,   J.    M.    Pardee,   .1.   G.   White  &   Co.,    New 
York.    Executive  committee:     C    Loomis  Allen,   Utica  &  Mo 


hawk   Valley;    C.    Gordon    Reel.   Kingston    Consolidated    Rail- 
road. Kingston.  X.  Y.;    \V.  S.  Darbeo.  Albany  &   Hudson:    J    I 
Calisch,  Buffalo  &   Lake  Erie. 

Members   Present. 

Albany— United  Traction  Company:     H.  A.  Benedict,  elec- 
trical  and  mechanical  engineer;    E.  S.  Fassett.  general   man- 
ager;  C.  H.  Armatage.  traffic  manager:   T.  B.  Dixcy.  dii< 
Albany    &    Hudson:      R.    P.    Leavitt,   general   mechanical   and 
electrical  superintendent. 

Buffalo — International  Railway:  T.  W.  Wilson,  general 
manager;  R.  J.  Garwood,  superintendent  of  buildings;  Thomas 
Pumfrey,  civil  engineer;  C.  W.  Clark,  engineer  of  way;  W 
H.  Evans,  master  mechanic;    M.  D.   Lloyd,  purchasing  agent. 

Canandaigua— Rochester  &  Eastern  Rapid  Railway:  \Y 
R.  W.  Griffin,  superintendent;  J.  E.  Holmes,  roadmaster. 

Elmira— Elmira  Water,  Light  &  Railroad  Company:  W. 
W.  Cole,  vice-president  and  general  manager;  H.  M.  Beards- 
It  v.  secretary  and  treasurer. 

Fredonia— Buffalo  &  Lake  Erie  Traction  Company:  E.  II 
Stichel,  general  auditor. 

Glens  Falls — Hudson  Valley  Railroad  Companj  :  A.  J. 
Gies,  auditor;  J.  G.  Phillip.,,  assistant  general  manager:  C.  C 
Dietz.  secretary  to  general  manager. 

Gloversvilie — Fonda  Johnstown  &  Gloversville:  W.  Stew- 
art, assistant  purchasing  agent;  George  A.  Harris,  auditor: 
W.  H.  Collins,  master  mechanic;  J.  X.  Shannahan,  general 
superintendent. 

Kingston — Kingston  Consolidated  Railroad  Company: 
C.  Gordon  Reel,  vice-president  and  general  manager:  G.  B. 
te  Bow,  superintendent ;  A.  M.  Day,  vice-president. 

Peekskill— Peekskill  Lighting  &  Railroad  Company: 
Stuart  Wilder,  vice-president   and  general  manager. 

Plattsburg — Plattsburg  Traction  Company:  E.  X.  San- 
derson, president;  W.  L.  Pattisson.  secretary  and  attornev:  A. 
E.  Reynolds,  manager;   E.  E.  Larkin.  M.  D..  surgeon. 

Rochester — Rochester  Railway  Company:  E.  J.  Wil- 
coxon.  general  superintendent;  J.  C.  Collins,  secretary  and 
auditor;  W.  F.  Feeney,  chief  clerk;  B.  E.  Wilson,  general 
passenger  and  freight  agent;  B.  C.  Amesbury,  division  super- 
intendent; I.  E.  Matthews,  chief  engineer;  F.  P.  Maize,  mas 
ter  mechanic:    W.  C.  Callaghan.  division  superintendent. 

Schenectady — Schenectady  Railway  Company:  E.  F. 
Peck;  general  manager:  Axel  Ekstrom,  director:  B.  Pennoyer. 
engineer  maintenance  of 'way:  Frank  Walsh,  manager  freight 
department;  Frank  J.  Doyle,  master  mechanic;  E.  J.  Ryon. 
superintendent. 

Syracuse — Syracuse  Rapid  Transit  Railway  Company: 
John  E.  Duffy,  superintendent;  J.  M.  Joel,  auditor;  F  M. 
DuBois,  master  mechanic:   W.   P.  Gannon,  attorney. 

Utica— Utica  &  Mohawk  Valley  Railway  Company:  H.  S. 
Williams,  assistant  electrical  engineer;  B.  A.  Frankel,  chief 
treasury  department  :  F.  C.  Dengate.  assistant  engineer  main- 
tenance of  way;  W.  J.  llarvie,  electrical  engineer;  C.  Loomis 
Allen,  vice-president. 

Montreal— Montreal  Street  Railway  Companv:  Nelson 
Graburn. 

Guests. 

J.  M.  Wakeman.  Henry  W.  Blake,  Street  Railway  Jour- 
nal; C.  B.  Fairchild,  Jr.,  Electric  Traction  Weekly;  B.  V. 
Swenson,  secretary  American  Street  and  Interurban  Railway 
Association:  Francis  W.  Lane,  Electric  Railway  Review;  C. 
H.  B.  Chapin,  B.  B.  Xostrand.  Jr.,  Empire  State  Gas  and  Elec- 
tric Association:  O.  M.  Dial],  Thomas  B.  Jones,  H.  D.  Hendee 
Burlington.  Vt.:  W.  W.  Freeman,  Brooklyn:  J.  H.  Pardee] 
J.  G.  White  &  Co.;  Howard  McSherry,  Public  Service  Corpo- 
ration. 

Supply  Houses   Represented. 

Aluminum  Company  of  America.  H.  K.  Spalding.  B.  M.  Polley 
Allison,  Giles  S..  G.  S.  Allison. 

American  Brake  Shoe  &  Foundry  Company.  II.  S.  Bradfield. 
American   Electrical  Works,  Francis   E    Donohoe 
American  Locomotive  Company,   William   Wampler. 
American  Steel  &  Wire  Company,  F.  A.  Keyes,  M.  W.  Floto. 

Altha  Steel  Casting  Company.  C.  W.  Owston,  Jr 
Barbour-Stockwell  Companv.  William  W.  Field. 
Brill  Company,  The.  j.  (;.,  g.  M.  Haskell. 

-]•■    Steel   Company,   F.   C.    Demlng,   T    Guilford    Smith 
F.  C.  Brunke. 
Consolidated  car  Heating  Company,  Cornell  S    Hawley. 
Curtain  supply  Company,  A.  L.  Whippl 

Dixon.   Joseph,   Crucible   Com  pain.   John    A     Condit. 

irds,  1 1.  \i..  Company,  Edward  P.  Chaffee. 
Blecti  l<    Cable  Cotnpan;  ,  F    ii    Co 
Electric  Railway  Review,  John   B.  Bennett. 
Electric    Service   Supplies   Company,    Mayer  it 
Hem     R,  Swarthy,  Jr. 


85 1 


ELECTRIC    RAILWAY     REVIEW 


Vol.  XVII,  No.  26. 


Electric  Service  Supplies  Company,  \V.  V.  Sweeten. 
Electric  Storage  Battery  Company,  A.  H.  Ackerman. 
General   Electric   Company,   G.   H.   Hill.  Albert  V.   Shrimp.  H. 

N.  Ransom.  J.  J.  Regan,  H.  P.  Karnochan,  H.  G.  Grier. 
Goldschmidt-Thermit  Company,  E.  Stutz. 
Gould  Storage  Battery  Company,  H.  N.  Powers. 
Hale  &  Kilbttrn  Manufacturing  Company,  Sheridan  A.  Walker. 
Heywood  Bros.  &  Wakefield  Company,  Bertram  Berry. 
Hildreth  Varnish  Company,  C.  C.  Castle. 
Johns-Manville,  H.  W.,  Company,  E.  E.  Schmid. 
Kalamazoo  Railway  Supply  Company,  Fred  N.  Root. 
Lorain  Steel  Company,  H.  C.  Evans. 
Marshall,  R.  W.,  &  Co.,  R.  W.  Marshall. 
Midvale  Steel  Company.  Thomas  Price,  Cyrus  L.  King. 
National  Car  Wheel  Company,  E.  H.  Chapin. 
National  Carbon  Company,  Arthur  E.  Carrier. 
National  Lock  Washer  Company,  F.  B.  Archibald. 
Niagara  Lockport  &  Ontario  Power  Company,  S.  B.  Storer. 
Ohio  Brass  Company,  N.  M.  Garland.  Nathan  Shute. 
Pennsylvania  Steel  Company,  John  C.  .lay.  J.  B.  Smiley. 
Pratt  &  Lambert,  Jos.  Maycock. 
Pressed  Steel  Car  Company.  \V.  H.  Wilkinson. 
Rail  Joint  Company,  Win.  A.  Chapman,  B.  M.  Barr. 
Railway  Audit  &  Inspection  Company,  H.  N.  Brown. 
Roeblings'  Sons,  John  A.,  Company,  G.  W.  Swan,  H.  L.  Snippy. 
Sherwin-Williams  Company.  F.  A.  Elmquist,  A.  D.  Collins. 
Standard  Steel  Works,  E.  Sidney  Lewis,  Harry  W.  Sheldon. 
Standard  Underground  Cable  Company,  H.  P.  Kimball 
Sterling  Varnish  Company,  W.  V.  Whitfield,  A.  S.  King. 
Taylor  Electric  Truck  Company,  John  Taylor. 
Westinghouse,  Church,  Kerr  &  Co.,  C.  G.  Wilson. 
Westinghouse   Electric   &   Manufacturing   Company,   Clarence 

Renshaw,  J.  N.  DuBarry,  Jr.,  F.  B.  Erwin. 
Westinghouse  Traction  Brake  Company,  J.  R.  Ellicott,  C.  R. 

Ellicott,  F.  V.  Green,  E.  H.  Dewson. 
Wendell  &  McDuffie,  Jacob  Wendell,  Jr. 
Wharton,  Jr.,  William,  &  Co.,  R.  C.  McClay. 

Exhibits. 

The  Taylor  Electric  Truck  Company,  of  Troy,  had  on 
exhibition  one  of  its  new  steel-tired  wheels,  the  company  be- 
ing represented  by  Mr.  John  Taylor. 

The  Westinghouse  Traction  Brake  Company,  of  Pitts- 
burg, showed  an  automatic  car  and  air  coupler  designed  to 
couple  and  uncouple  both  car  and  air  connections  simul- 
taneously. It  is  claimed  to  be  equally  successful  on  cars  of 
varying  heights  and  for  operation  on  sharp  curves  as  well  as 
on  straight  track.  This  coupler  eliminates  all  slack  between 
the  coupler  heads,  thus  permitting  the  handling  of  a  train  of 
several  cars  as  a  single  unit.  This  device  is  being  adopted 
by  some  of  the  prominent  roads  of  the  country.  The  com- 
pany was  represented  by  Col.  J.  R.  Ellicott,  manager  of  the 
New  York  office,  E.  H.  Dewson  and  F.  V.  Green. 

The  Ohio  Brass  Company,  of  Mansfield,  O.,  had  an  ex- 
hibition showing  the  workings  of  the  Levitern  car  signal 
system.  This  system,  by  means  of  an  ingenious  but  simple 
method  of  wiring  and  an  auxiliary  battery  of  dry  cells,  sup- 
plies current  for  one  or  more  rear-end  signal  lights,  one  or 
more  classification  lights,  or  both,  and  does  away  with  the 
only  objection  to  using  current  from  the  trolley  circuit  for 
car  signal  lights.  The  company  was  represented  by  Mr.  N. 
M.  Garland  and  Mr.  N.  Shute,  of  the  New  York  office. 


FALSE    CLAIM    AGAINST    UNITED    RAILWAYS    OF    BALTI- 
MORE   RESULTS    IN    CONVICTION. 


Extensive    European    Electric    Railway    Project. 


It  is  reported  that  American  interests  are  planning  the 
construction  of  a  high-speed  electric  railway  between  Buda- 
pest and  Vienna,  at  a  cost  of  about  $25,000,000.  A  third-rail 
system  controlled  by  the  Detroit  Construction  Company  is  to 
be  used.  Starting  from  an  underground  station  under  the 
Rokus  hospital,  in  Budapest,  the  line  will  cross  the  Danube 
between  Kaposztasmegyer  and  Bekasmegyer,  and  then  pro- 
ceed along  the  right  bank  of  the  Danube,  crossing  that  river 
again  in  a  direct  line  from  Komaron,  and  entering  Austrian 
territory  at  Deveny.  After  leaving  Deveny  the  railway  will 
cross  the  Danube  once  more,  between  Grosz  Entersdorf  and 
Frendenau,  and  will  terminate  at  the  Karlsplatz,  Vienna.  The 
road  will  be  160  miles  long,  and  some  of  the  trains  will  make 
the  run  in  two  hours,  or  in  half  the  time  consumed  by  the 
Hungarian  state  steam  road  now  operating  between  the  Hun- 
garian and  Austrian  capitals. 


On  account  of  the  case  of  John  D.  Robinson,  who  has  been 
sentenced  to  the  Maryland  penitentiary  for  perjury  in  connec- 
tion with  a  suit  for  damages  against  the  United  Railways  & 
Electric  Company,  Baltimore,  has  been  received  from  James  R. 
Pratt,  assistant  general  manager  of  the  company.  The  account 
of  this  interesting  case  follows: 

Basis  of  the  Claim. 

Robinson  claimed  that  on  July  5,  1905,  he  was  injured 
while  a  passenger  on  a  car  of  the  Fairmount  avenue  line  of 
the  United  Railways  &  Electric  Company.  He  stated  that 
the  conductor  called  out  for  the  passengers  to  change  cars, 
and  as  he  arose  to  leave  the  car  it  was  started  suddenly  and 
he  was  thrown  across  the  seat  in  front.  He  claimed  that  a 
hernia  followed  as  a  direct  result  of  the  accident.  The  com- 
pany had  no  report  of  such  an  accident;  in  fact,  when  Robin- 
son first  made  his  claim  he  stated  that  he  was  injured  in  a 
collision  between  two  cars,  and  the  declaration  in  the  suit 
which  he  afterward  filed  alleged  that  the  accident  happened 
in  this  manner.  The  claim  was  not  made  for  this  accident 
until  some  time  after  it  was  alleged  to  have  occurred. 

Robinson  carried  an  accident  insurance  policy  with  the 
Travelers'  Insurance  Company  of  Hartford,  Conn.  He  made 
a  claim  and  subsequently  collected  $2,300  from  this  company 
upon  the  ground  that  he  received  a  hernia  while  a  passenger 
on  a  car  of  the  United  Railways  Company.  The  railway- 
company's  first  knowledge  of  this  case  was  gained  through 
its  chief  surgeon,  who  is  also  surgeon  for  the  insurance  com- 
pany. It  was  his  opinion  that  Robinson's  hernia  was  an  old 
one,  which  was  later  shown  to  be  true. 

Robinson  employed  an  attorney  and  his  claim  was  re- 
fused. He  would  have  been  arrested  promptly  for  attempt- 
ing to  get  money  under  false  pretenses,  but  the  attorney, 
instead  of  asking  for  settlement,  simply  filed  the  claim.  As 
no  crime  is  committed  unless  a  demand  is  made,  the  railway 
company  could  do  nothing  but  await  the  result  of  the  suit, 
which  was  filed  promptly.     The  case  was  tried  in  November, 

1906.  and  resulted  in  a  verdict  for  the  defendant. 

Contradictory    Evidence. 

Robinson  testified  on  the  witness  stand  that  on  the  night 
of  July  9,  1905,  he  was  so  ill  that  his  family  was  assembled 
around  him  expecting  his  death.  He  said  he  was  in  bed  from 
July  9  to  July  19.  He  was  confronted  with  a  letter  which 
he  had  written  the  railway  company  complaining  that  a  con- 
ductor on  the  Carey  street  line  had  refused  to  accept  from 
him  four  transfers  on  the  night  of  July  9,  which  was  the 
night,  he  testified,  that  he  was  lying  at  the  point  of  death. 
It  was  also  brought  out  in  the  testimony  that  on  July  17, 
when,  according  to  his  statement,  he  was  still  in  bed  as  a 
result  of  the  injury  sustained  on  July  5.  he  called  at  the  office 
of  the  company  in  relation  to  a  transfer  dispute. 

The  trial  of  this  case  occupied  some  days,  but  the  jury 
quickly  brought  in  a  verdict  for  the  defendant.  Robinson 
was  immediately  indicted  by  the  grand  jury  on  the  charge 
of  perjury,  and  on  the  additional  charge  of  obtaining  $2,300 
from  the  Travelers'  Insurance  Company  under  false  pre- 
tenses; and,  further,  for  attempting  to  obtain  money  from 
the  United  Railways  &  Electric  Company  under  false  pre- 
tenses. He  was  arrested  on  the  same  day,  but  was  released 
under  $5,000  bail  for  trial  in  the  criminal  court.     On  May  29, 

1907,  he  pleaded  guilty  to  the  indictment  for  perjury,  and  on 
June  4,  1907,  he  was  sentenced  to  one  year  in  the  Maryland 
penitentiary. 

It  was  brought  out  at  the  trial  of  Robinson's  suit  against 
the  United  Railways,  that  he  had  collected  $215  from  the 
Employers'  Liability  Assurance  Company  of  London,  England, 
for  injuries  alleged  to  have  been  sustained  in  Cincinnati  on 
August  8,  1904,  in  falling  down  a  stairway.  At  this  time  he 
alleged  the  same  injury  which  he  claimed  to  have  sustained 
in  the  accident  in  1905. 

Co-operation    Needful. 

This  case  clearly  demonstrates  what  may  be  accom- 
plished by  the  hearty  co-operation  of  steam  railroads,  street 
railways  and  casualty  insurance  companies. 

The  company  and  the  authorities  were  enabled  to  cori- 
vict  Robinson  by  the  assistance  of  The  Alliance  Against 
Accident  Frauds,  an  organization  formed  to  prosecute  per- 
sons who  attempt  by  fraudulent  methods  to  procure  money 
from  the  members. 


June  29,   1907 


ELECTRIC    RAILWAY    REVIEW 


855 


SOME  NOTES  ON   ELECTRIC   RAILWAY  SHOPS  AND  SHOP 
PRACTICE    IN   CENTRAL  NEW  YORK.* 


1!V    \Y.    H.     COLLINS,    GENERAL     SUPERINTENDENT    FONDA     IOIINSTOWN    i 
GLOVERSVILLE   RAILROAD  COMPANY, 


The  topic  for  this  paper  was  suggested  by  the  recent 
inspection  of  shops  by  master  mechanics  of  companies  in 
central  New  York  state.  The  plan  followed  was  for  the  sev- 
eral master  mechanics  to  visit  each  shop  in  turn,  in  a  body, 
and  submit  a  report  in  writing  to  the  general  manager. 

This  inspection  demonstrated  very  forcibly  that  electric 
railway  practice  is  rapidly  changing.  The  buildings,  tools 
and  methods  which  have  been  sufficient  in  the  past  are  inade- 
quate today.  It  was  also  evident  from  the  arrangement  of 
these  shops  that  they  were  not  built  with  a  view  toward  the 
rapid  and  economical  handling  of  work.  They  are  rather  a 
series  of  additions,  and  the  rest  of  the  property  has  out- 
grown  them. 

Machine   Shops. 

The  machine  shops,  whether  in  a  separate  building  or 
located  in  a  portion  of  one  of  the  car  houses,  are  so  cramped 
for  room  that  it  is  impossible  to  locate  the  tools  to  the  best 
advantage.  In  some  cases  the  tools  are  good,  but  in  many 
cases  they  are  inadequate,  being  nearly  worn  out.  Even 
where  there  are  good  tools  they  are  not,  and,  in  a  good  many 
cases  cannot  be.  arranged  for  the  most  economical  working. 
As  instances  of  this  kind,  the  following  might  be  cited:  A 
wheel  press  between  the  pit  and  the  wall  of  the  building  with 
no  room  behind  it,  and  so  close  to  the  pit  that  wheels  have 
to  be  handled  across  it;  a  tire-turning  lathe  at  one  end  of  the 
shop  with  the  wheel  press  at  the  other  end. 

The  blacksmith  shop,  as  a  rule,  is  near  the  machine  shop, 
but  instances  were  found  where  it  is  several  hundred  feet 
distant.  This  shop  usually  has  a  rather  meager  outfit,  con- 
sisting only  of  tools  for  light  work.  Occasionally  a  power 
hammer,  and  in  one  shop  a  punch  and  shears,  as  well  as  a 
spring-tempering  furnace,  are  among  the  tools. 

Paint  and  Carpenter  Shops. 

The  paint  and  carpenter  shops  are  sometimes  located  in 
separate  buildings  at  some  distance  apart.  In  one  place  they 
are  on  opposite  sides  of  the  city.  In  others,  they  are  com- 
bined, much  to  the  detriment  of  the  paint  shop,  as  good  paint- 
ing and  varnishing  cannot  be  accomplished  in  a  dusty 
carpenter  shop.  As  an  instance  of  an  extremely  poor  arrange- 
ment, one  road  has  its  paint,  carpenter  and  overhauling  shops 
all  combined  in  one  room.  A  desirable  feature  which  ap- 
peared to  be  lacking  in  nearly  all  of  the  paint  shops  is  a 
separate  fireproof  room  for  paint  stock. 

Electrical   Work. 

In  the  electrical  shops  is  where  the  greatest  divergence 
in  practice  prevails.  The  practice  ranges  all  the  way  from 
making  repairs  to  fields  and  armatures  only  to  producing 
many  of  the  most  used  electrical  parts.  The  outfit  for  this 
class  of  work  ranges  from  a  banding  machine  and  a  baking 
oven,  situated  in  a  corner  of  the  car  house  called  the  arma- 
ture room,  to  a  shop  fully  equipped  with  the  tools  and  ap- 
paratus for  making  electrical  parts.  It  is  noticeable,  however, 
that  some  of  the  shops  have  discontinued  the  practice  of  mak- 
ing their  own  coils. 

The  storeroom  is  usually  well  stocked,  and  bears  evidence 
of  being  well  looked  after;  but  it  is,  as  a  rule,  inconveniently 
located  with  reference  to  the  shops.  One  road  has  its  store- 
room ideally  located  in  the  center  of  its  shops,  with  windows 
all  around,  thus  giving  easy  access  to  the  different  depart- 
ments. 

Inspection  and  Cleaning. 

There  is  apparently  a  lack  of  uniformity  in  the  methods 
of  inspection,  but  this  is  largely  due  to  local  conditions.  At 
some  places  it  is  possible  to  arrange  for  doing  nearh  all 
of  the  inspection  in  the  daytime,  but  at  other  places  the  con- 
ditions are  reversed,  and  it  is  necessary  to  inspect  cars  at 
night.  The  tendency,  however,  is  toward  a  closer  and  more 
rigid  inspection.  The  writer  believes  that  inspection  pays, 
and  that  the  closer  it  is  the  better  it  pays. 

In  the  matter  of  car  cleaning  there  is  quite  a  difference 
in  practice.  Some  roads  continue  the  old  method  of  wash- 
ing the  exterior  of  cars  with  soap  and  water.  Others  use 
no  water  on  the  outside  of  the  cars  at  all.  but  use  instead 
pared  oil  cleaner,  which  is  applied  in  liquid  form.  I  loth 
methods  are  effective  so  far  as  cleaning  the  cars  is  con- 
cerned, but  there  appears  to  be  considerable  difference  of 
opinion  aa  to  which  is  the  better  method  with  reference  to  the 
:ost  of  cleaning,  preservation  of  varnish,  etc.     It  is  also  the 

•Paper  presented  at  the  annual  meeting  of  the  Street  Rallwaj 
Association  of  the  State  of  New  York,  .Inn  190 


practice  "on  some  roads  to  give  the  interiors  of  cars  a  general 
cleaning,  such  as  mopping  floors,  cleaning  windows  and  will- 
ing the  woodwork  each  day.  while  on  others  it  is  done  but 
once  or  twice  each  week.  At  one  place  there  was  a  vacuum 
cleaning  device  for  taking  care  of  plush  seats,  which  did  very 
effective  work. 

There  is  no  uniform  method  of  keeping  service  records. 
Some  roads  keep  few,  if  any,  accurate  mileage  records.  Others 
keep  only  the  more  important  records,  the  mileage  of  wheels 
and  axles,  the  oil  report,  etc..  while  still  others  keep  the 
mileage  of  each  part.  This  can  be  carried  so  far  that  it  is 
cumbersome,  besides  being  an  item  of  considerable  expense. 
It  seems  to  be  a  good  practice  to  keep  records  of  the  more 
important  parts,  and  occasionally  to  follow  up  some  particular 
part  the  performance  of  which  is  not  satisfactory.  Anything 
beyond  that  appears  to  be  in  the  nature  of  a  luxury. 

Summary. 

To  summarize,  these  repair  shops  are  very  inadequate. 
On  account  of  the  lack  of  suitable  tools  and  sufficient  room 
they  are  not  in  a  condition  to  handle  work  with  the  greatest 
economy. 

In  the  rapid  development  of  these  electric  railway  prop- 
erties, proper  provision  does  not  appear  to  have  been  made 
for  the  upkeep  of  the  equipment.  It  now  seems  that  we  have 
reached  a  point  where  it  is  economically  practicable  to  recon- 
struct our  shops.  While  it  is  true  that  electric  railway  prac- 
tice is  changing,  and  will  continue  to  change,  yet  it  is  suffi- 
ciently stable  so  that  plans  can  be  made  for  providing  suit- 
able buildings  and  tools  to  handle  work  with  the  minimum 
loss  of  time. 

The  harmonious  arrangement  which  prevails  in  large 
manufacturing  plants,  when  the  process  is  continuous  and 
where  there  is  so  little  waste  effort,  is  what  we  should  en- 
deavor to  approximate  in  our  repair  shops.  The  buildings 
should  be  so  arranged  that  the  work  can  be  moved  along  con- 
tinuously through  the  different  shops,  with  the  minimum 
amount  of  handling. 

The  organization  at  these  shops  seemed  to  be  the  redeem- 
ing feature.  There  is  a  sufficient  number  of  foremen,  and  the 
distribution  of  forces  is  the  result  of  careful  planning.  But 
while  each  foreman  is  capable  in  his  own  line,  it  is  seldom 
that  one  is  found  who  is  versatile  enought  to  take  the  position 
of  head  of  the  department.  This  is  the  element  of  weakness 
general  to  the  organizations. 

With  the  advent  of  the  large  interurban  cars,  a  new  ele- 
ment was  projected  into  electric  railway  shop  practice.  These 
cars  are  usually  equipped  with  steel  or  steel-tired  wheels, 
solid  gears,  etc.,  and  range  in  weight  from  25  tons  to  50  tons. 
This  class  ot  equipment  cannot  be  compared  with  the  ordinary 
electric  railway  equipment,  but  would  seem  to  approximate 
more  closely  with  steam  locomotive  practice.  The  writer  be- 
lieves that  the  methods  and  shop  practices  which  will  most 
successfully  cope  with  this  new  problem  in  the  traction  field 
must  be  worked  out  along  the  lines  which  have  proved  so 
advantageous  in  the  operation  of  steam  railroads. 


Electrification  of  Terminal   and  Suburban   Lines. 


A  representative  of  a  large  electric  company  says:  "The 
question  has  often  been  asked:  Why  are  the  railroads  not 
more  aggressive  in  respect  to  the  electrification  of  their 
terminal  and  suburban  lines?  The  principal  reason  is  that 
the  capacity  of  the  manufacturing  establishments  is  not  large 
enough  for  the  railroads  to  generally  adopt  electricity  as  a 
motive  power. 

"It  is  generally  known  that  the  electric  companies  are 
taxed  as  it  is  to  the  utmost  of  their  respective  rapacities, 
and  could  not  contract  to  electrify  even  a  small  percentage 
of  the  country's  railroad  mileage  without  being  forced  to 
shut  off  regular  sources  of  consumption  to  a  large  extent. 
This,  naturally,  would  result  in  disturbing  regular  channels 
of  business. 

•'.Many  railroads  have  the  question  of  electrification  under 
consideration,  and  they  are  watching  the  experiments  of  the 
Vanderbilt  lines  very  closely.  There  is  every  indication  of 
the  practical  success  of  electric  motive  power  on  these  lines, 
which  will  mark  the  beginning  of  a  new  era  in  electricity." — 
Wall  Street  Journal. 


Population  and  Traffic  in   New  York. 

Since  1898   the   population   of  Greater   New   York   has  in- 
creased 2::  per  cent    In   the  same   time  the  streel    railroad 

passenger  traffic  in  New  York  county  has  increased  73  per 
eent.  Since  llion  the  population  of  Manhattan  has  increased 
17  per  cent,  while  the  street  railroad  passenger  traffic  has 
expanded  :,.",  per  cent.  In  these  figures  are  to  be  round  the 
cret  of  the  street  railroad  congestion. 


856 


ELECTRIC    RAILWAY     REVIEW 


Vol.  XVII,  Xo.  20. 


RECENT    IMPROVEMENTS    IN    MOTORS    AND   CONTROL.4 


BY    G.    II.    HILL,     RAILWAY     ENGINEER    GENERAL     ELECTRIC     COMPANY. 


A  review  of  the  development  of  the  electric  railway  dur- 
ing its  20  years  of  history  is  particularly  impressive  on  ac- 
count of  its  marvelous  growth.  While  recognizing  as  a  prime 
factor  in  this  growth  the  universal  demand  for  transportation 
facilities,  a  generous  measure  of  the  success  can  well  be 
credited  to  the  sound  and  sensible  engineering  that  has  domi- 
nated the  art  from  its  inception.  From  the  diverse  and  va- 
rious methods  proposed  a  uniform  system  was  early  settled 
upon,  which  time  and  experience  have  proved  to  be  good  and 
adaptable  to  a  development  far  greater  than  could  have  been 
anticipated.  The  progression  of  application  from  purely 
urban  service  to  interurban  has  marked  the  most  recent  era 
of  development,  and  it  is  toward  this  phase  of  railway  work 
that  a  review  of  recent  progress  is  chiefly  directed.  Inter- 
urban service  primarily  has  required  increased  speed,  larger 
cars,  and  consequently  greater  capacity  in  equipments;  at- 
tendant on  this  are  a  higher  voltage,  greater  mechanical  and 
electrical  strain  and  necessity  for  increased  reliability.  The 
improvements  made  to  meet  interurban  requirements  have 
naturally  influenced  the  existing  apparatus  to  a  considerable 
extent.  A  review  of  each  portion  of  the  car  equipment  will, 
perhaps,  serve  best  to  illustrate  what  the  recent  improve- 
ments are  and  to  indicate  their  relative  value. 

Motor  Design. 

Probably  no  similar  problem  has  presented  more  difficul- 
ties than  railway  motor  design.  Subject  to  exceptional  and 
sudden  electrical  strains,  extreme  ruggedness  is  essential.   Ex- 


Motor    and    Control 


Improvements — GE-204     Motor    with     Commu- 
tating    Poles. 


posed  to  heat  and  cold,  mud  and  dust,  water  and  grease,  its 
surroundings  could  hardly  be  worse,  and  unusual  protection  to 
its  winding  is  required.  Placed  in  a  service  where  great 
refinement  of  attention  is  impossible,  it  must  nevertheless  be_ 
reliable  and  withal  efficient. 

Although  improvements  are  mostly  detailed  in  character, 
they  are  the  results  of  painstaking  study  and  are  of  much 
practical  value.  As  an  example  of  modern  construction  and 
one  of  the  most  popular  of  recent  designs,  may  be  selected  the 
G.  E.  SO  motor  of  40-horsepower  rating,  which  is  of  the  split 
frame  design  found  most  suitable  up  to  75-horsepower  size. 
Above  this  the  box  type  is  usual,  and  of  this  form  the  G.  E.  73 
may  be  taken  as  typical. 

The  improvements  in  motor  construction  which  may  be 
considered  as  recent  may  be  classed  as  follows:  Field  coil 
insulation,  lubrication  of  bearings,  shaft  and  gear  strength, 
gear  case  design,  commutation. 

Field   Coil    Insulation. 

The  modern  coil  is  of  the  "mummy"  type,  heavily  wrapped 
and  made  complete  without  any  outside  retaining  spool.  The 
insulation  as  now  applied,  instead  of  forming  only  an  exterior 
coat,  penetrates  to  the  very  heart  of  the  coil.     This  effect  is 

•Abstract  of  paper  presented  at  the  annual  convention  of  the 
Street  Railway  Association  of  the  State  of  New  York,  Lake  Cham- 
plain,    June   25-26,    1907. 


attained  by  the  vacuum  process,  which  exhausts  all  moisture 
and  air  entrained  in  the  coil  and  replaces  it  with  an  insulating 
compound.  The  treatment  is  not  only  at  a  higher  tempera- 
ture than  formerly,  but  for  a  longer  time.  A  cross  section  of 
a  modern  G.  E.  coil  illustrates  how  thoroughly  this  insulat- 
ing compound  impregnates  the  winding.  In  consequence, 
unless  the  coils  are  "roasted"  by  a  too  severe  load, 
they  are  able  for  many  years  to  resist  the  action  of  the  water 
and  oil  to  which  they  are  bound  to  be  exposed.  The  "mummy" 
coil  is  more  compact  than  a  spool  wound  coil,  is  less  affected 
by  a  gradual  shrinking  of  the  covering,  and  can  be  held  more 
effectively  against  vibration  and  chafing.  Incidentally,  the 
field  coil  terminal  has  been  improved  in  strength  and  insula- 
tion and  is  provided  with  a  shroud  or  guard  to  protect  the 
lead  from  breaking  by  vibration. 

Lubrication  of  Bearings. 

The  change  from  grease  to  oil  lubrication  has  proved  a 
most  practical  advance.  The  use  of  oil,  particularly  in  the 
armature  bearings,  has  greatly  reduced  the  cost  of  inspec- 
tion and  maintenance,  and  has  probably  doubled  the  life  of 
the  bearings,  with  a  corresponding  reduction  of  damage  due  to 
the  armatures  getting  down  on  the  poles.  Conservative  expe- 
rience indicates  a  life  of  50,000  car-miles  for  a  bearing  with 
oil  lubrication.  The  amount  of  oil  required  will  vary  some- 
what with  local  conditions,  but  with  systematic  attention,  one 
gill  of  oil  for  the  commutator  end  bearing  and  one  and  one-half 
gills  for  the  pinion  end  bearing  have  been  found  ample  quan- 
tity for  1,000  car-miles.  The  axle  bearings  may  be  treated 
the  same  as  the  car  journals,  and  three  gills  for  each  10,000 
car-miles  should  ordinarily  be  sufficient. 

Shaft  and  Gear  Strength. 

Improvement  here  is  largely  a  matter  of  quality,  which 
has  been  steadily  raised,  and  now  the  tensile  strength  is  from 
70,000  to  75,000  pounds  per  square  inch.  The  strength  of  shaft 
at  the  pinion  end  has  been  further  increased  by  increasing  the 
diameter  of  the  taper  to  as  near  that  of  the  shaft  as  possible. 

Pinion  material  is  now  readily  procurable  with  a  tensile 
strength  of  85.000  to  100,000  pounds  per  square  inch.  The 
strength  of  cast  gears  is,  of  course,  somewhat  below  this,  but 
for  the  larger  motors  a  solid  gear  or  a  gear  composed  of  a 
forged  rim  shrunk  on  a  cast-steel  center  permits  the. use  of  a 
high  quality  steel  in  the  teeth  and  has  given  excellent  results. 
The  split  gear  is  almost  exclusively  used  on  the  smaller  equip- 
ments on  account  of  its  convenience.  The  four-bolt  design, 
which  has  practically  superseded  the  eight-bolt  design,  permits 
a  more  sturdy  structure  and  a  stronger  bolt.  Experience  indi- 
cates that  the  bolts  in  the  eight-bolt  design  were  frequently 
weakened  by  too  strenuous  efforts  in  tightening  them. 

The  adoption  of  a  gear  case  with  three  points  of  suspen- 
sion instead  of  two  produced  a  most  gratifying  relief  from 
breakage.  Up  to  the  present,  malleable  iron  has  been  found 
the  most  satisfactory  material  for  cases,  but  on  account  of  the 
possible  saving  in  weight  some  experiments  have  been  con- 
ducted with  the  use  of  sheet  steel  riveted.  The  ordinary 
riveted  case,  of  which  there  are  several  on  the  market,  cannot 
be  considered  entirely  successful,  since  with  a  very  few  ex- 
ceptions on  roads  with  unusually  smooth  track  the  vibration 
loosens  the  rivets  and  the  case  rattles  itself  to  pieces.  Appre- 
ciating the  advantages  and  demand  for  a  lighter  case  than  is 
possible  with  malleable  iron,  careful  study  has  been  given  the 
problem,  and  it  is  expected  that  a  construction  now  being 
tried,  in  which  the  rivets  and  seams  are  welded  by  a  special 
process,  will  prove  satisfactory. 

Commutation. 

The  commutator  and  brushes  have  usually  required  more 
care  and  attention  than  all  other  parts  of  the  motor.  The  im- 
portance of  brush  quality  as  affecting  commutator  blackening, 
flashing  and  wear  is  frequently  overlooked.  Unfortunately  the 
quality  of  American-made  brushes  has  not  been  as  high  as  it 
should  be,  and  a  better  understanding  of  what  is  desirable 
would  undoubtedly  create  the  necessary  demand  for  improve- 
ments, particularly  in  the  direction  of  uniformity  of  product. 

The  chief  ingredients  of  carbon  brushes  are  hard  gas 
coke  and  graphitic  carbon,  with  a  suitable  binder  of  pitch  or 
similar  material.  The  coke  supplies  an  abrasive  action  which 
grinds  down  the  mica  and  keeps  the  copper  surface  clean. 
The  soft  graphitic  carbon  is  lubricating  in  nature  and  of  lower 
electrical  resistance  than  the  coke. 

The  proper  proportions  of  these  two  elements  will  vary 
for  different  motors,  depending  upon  the  proportional  amount 
and  quality  of  mica  in  the  commutator,  whether  the  commu- 
tator is  grooved  or  not,  the  speed  of  the  commutator,  the 
thickness  of  brush,  and,  to  a  certain  degree,  upon  the  service 
conditions.  The  fineness  to  which  the  ingredients  are  ground, 
the  thoroughness  with  which  they  are  mixed  and  the  compact- 
ness to  which  they  are  compressed,  that  is,  the  amount  of 
cellular  space  existing,  all  have  a  most  practical  bearing  on 


.June  29,   I!  117. 


ELECTRIC     RAILWAY    REVIEW 


857 


the  quality  and  service  results.  The  most  frequent  cause  of 
chipping  and  breaking  is  the  stratification  of  the  brush,  which 
is  hard  to  avoid  in  the  extruded  or  "squirted"  type  of  product. 
The  reduction  of  expense  of  motor  upkeep  would  in  most  cases 
handsomely  repay  the  attention  necessary  to  procure  brushes 
that  conform  uniformly  to  rigid  specifications,  as  to  hardness. 
specific  gravity,  absence  of  stratification  and  fineness  of 
texture. 

Commutating  Poles. 

There  is  one  recent  departure  in  motor  construction  that 
merits  particular  mention.  This  is  the  addition  to  the  motor 
of  commutating  poles.  Motors  so  constructed  are  superior  in 
commutation  to  the  ordinary  motor,  and  the  limit  of  motor 
capacity  for  any  service  is  no  longer  a  matter  of  com- 
mutation possibilities,  but  of  heating  alone.  Perfect  com- 
mutation with  extreme  overloads,  both  as  to  current  and 
voltage,  is  easily  obtained.  The  commutating  poles  are  small 
in  size  and  are  placed  between  the  exciting  fields,  as  may  be 
seen  in  the  illustration.  They  permit  a  reduction  in  weight 
of  the  exciting  fields  and  a  greater  freedom  of  electrical  de- 
sign without  sensibly  increasing  the  weight  of  the  motor. 
Hriefly.  the  functiou  of  the  commutating  poles  is  to  counteract 


Motor    and    Control     Improvements — GE-80    Motor. 

the  armature  reaction  and  consequent  field  distortion  and 
produce  a  commutating  field  of  constant  strength  and  position 
with  relation  to  the  brushes,  unaffected  by  load  or  speed  of  the 
motor.  Many  incidental  but  valuable  improvements  attend 
this  new  departure,  which  will  undoubtedly  become  a  standard 
construction.  Among  these  are  absence  of  flashing  and 
burning  of  commutator  and  brush  holders,  less  brush  and 
commutator  wear,  absence  of  sparking,  lighter  and  more  easily 
handled  field  coils. 

A  complete  line  of  motors  of  this  type  has  been  designed 
and  several  hundred  have  already  been  sold.  A  more  complete 
discussion  of  the  theory  of  this  interesting  development  will 
shortly  appear  through  appropriate  technical  channels. 

Control. 

The  recent  improvements  in  control  and  equipment  de- 
vices may  be  classed  as  follows:  Cylinder  controller  details. 
contactor  attachment,  rheostat  construction,  car  wiring,  train 
or  type  M  control,  circuit-breakers  and  main  switches,  fuses 
trolleys. 

Cylinder   Controller. 

As  with  the  motors,  the  Improvements  of  Hie  cylinder 
controller  have  been  more  a  matter  of  construction  d> 
than  methods.  The  higher  voltage  usual  in  interurban  lines 
mikI  the  general  increase  in  station  and  feeder  capacity,  mak- 
ing it  possible  10  sustain  very  heavy  short-circuit  arcs,  have 
made  it  necessary  to  remodel  the  controller  to  provide  greater 

Kib  of  blowout,  more  complete  isolation  of  arcs  and  in- 
sulation of  circuits,  and  a  more  rigid  fireproof  construction 

The  K-:if>  controller  may  be  taken  as  representative  of  the 


most  recent  construction.  The  blowout  magnet,  instead  of 
being  a  single  coil  placed  at  some  distance  from  the  arc  points. 
is  composed  of  individual  coils,  each  placed  close  to  the  arc 
which  it  controls.  The  magnetic  lines  cross  the  arc  so  as  to 
blow  it  outward  from  the  contact  tip  into  a  chamber  formed 
between  the  arc  deflectors  and  the  cover,  instead  of  blowing 
it  sidewise  off  the  edge  of  the  finger  and  against  the  arc 
deflector,  as  in  the  older  forms  of  controllers,  such  as  K-6  and 
K-28.  The  effectiveness  of  the  new  arrangement  is  many 
times  greater  than  the  old,  and  as  the  arc  is  ruptured  much 
more  quickly  the  burning  and  blistering  of  the  contacts  are 
much  reduced. 

The  construction  and  shape  of  the  arc  deflectors  are  such 
as  to  separate  the  fingers  and  contacts  more  effectively  than 
in  previous  designs,  and  the  insulation  of  the  frame  and  cover 
is  very  thoroughly  carried  out  with  fireproof  and  non-hydro- 
scopic  material. 

The  cylinder  is  made  up  of  cast  segments  clamped  upon 
an  insulated  hexagonal  shaft  by  means  of  flat  keys  and  set 
screws.  This  construction  is  quite  a  departure  from  the 
molded  type  of  insulation  for  cylinder  castings  which  has  been 
in  use  for  a  long  time.  A  distinct  advantage  is  that  the 
cylinder  may  be  more  easily  repaired  in  case  of  damage  to  one 
of  the  contact  segments.  At  the  same  time,  the  drive  of  the 
segments  is  more  positive  and  a  loosening  of  the  castings  less 
likely  to  occur  from  careless  or  vicious  handling.  If  they 
should  loosen,  they  may  easily  be  tightened  by  the  set  screws. 

Motor    Connections. 

The  connections  of  the  motors  have  also  undergone  some 
changes  of  importance.  Some  of  the  new  type  of  controllers 
are  arranged  with  the  bridge  form  of  transfer  from  series  to 
parallel  connection,  which  avoids  the  opening  of  the  circuit 
of  either  motor  during  the  transition  and  thereby  continues 
the  full  torque  of  both  motors  throughout  acceleration.  For 
very  small  cars  this  refinement  may  not  be  entirely  necessary, 
but  for  the  larger  equipments,  particularly  those  geared  for 
high  speed  and  intended  for  drawing  trail  cars,  the  bridge  form 
of  control  is  very  desirable  in  order  to  avoid  the  unpleasant 
jerk  when  passing  from  series  to  parallel.  In  accomplishing 
this  arrangement  several  extra  control  fingers  are  required 
and  a  division  of  the  rheostats  into  two  blanks  is  necessary. 
The  slight  complication  is  more  than  warranted. 

Another  change  is  that  of  reversing  the  motors  by  revers- 
ing the  field  connections  instead  of  the  armature  connections. 
In  doing  this  the  fields  are  kept  on  the  ground  side  of  the 
motor  as  is  quife  necessary.  The  advantage  lies  in  the  fact 
that  the  reversing  cylinder  is  not  subject  to  the  full  voltage, 
but  has  across  its  contacts  only  the  drop  of  the  field,  which  is 
not  over  20  volts.  This  eliminates  the  burning  of  the  reverser 
contacts,  which  is  apt  to  occur  on  hand  controls  for  four 
motors  when  the  reversing  switch  is  used  in  an  emergency. 

Contactors  with   Controllers. 

The  attention  of  operators  has  been  drawn  to  the  con- 
troller difficulties  very  strongly  on  account  of  the  burnouts, 
with  the  attendant  flashing  and  frightening  of  passengers, 
which  seem  to  occur  more  frequently  than  some  years  ago. 
The  difficulty  has  arisen  on  those  controllers  which  were 
constructed  for  a  500-volt  circuit  and  which  are  now  made 
to  operate  on  a  600  or  650  volt  circuit,  in  order  to  make 
these  controllers  thoroughly  safe  on  the  higher  voltages,  an 
arrangement  has  been  perfected  for  operating  two  contactors, 
of  similar  form  to  those  used  on  train  control,  in  connection 
with  the  cylinder,  so  that  the  contactors  will  make  and  break 
the  motor  circuits  and  thus  take  all  of  the  arcing.  The  at- 
tachment for  doing  this  is  placed  at  the  bottom  of  the  cylinder 
and  consists  of  a  small  contact  which  controls  the  circuit  to 
the  coils  of  the  contactors,  the  contactors  being  placed  under 
the  car.  The  arrangement  has  been  installed  on  several 
roads  and  has  given  such  satisfaction  that  provision  has  been 
made  so  that  all  of  the  old  cylinder  controllers  can  be  fitted 
with  this  attachment.  The  separate,  magnetically  operated 
contactor  is  able  to  handle  high-voltage  and  heavy-current 
arcs  without  difficulty,  and,  in  addition  to  the  duty  above 
described,  may  also  be  used  as  an  overload  circuit-breaker. 
In  this  way  no  motor  current  is  broken  on  the  platform  of  the 
ear,  a  point  which  will  be  appreciated  by  all  operators.  The 
overload  device  consists  of  a  tripping  coil  on  the  contactor, 
which  is  controlled  by  a  small  switch  placed  in  the  vestibule 
convenient  to  the  motorman.  This  small  switch  opens  only 
the  circuit  to  the  coil  of  the  contactor,  which,  of  course, 
barries  only  a  small  amount  of  current,  but  is  tripped  in  case 
ot  overload  by  a  coil  carrying  the  motor  current,  it.  is  closed 
by  Hie  motorman  in  the  same  \\;i\  as  Hie  ordinary  circuit- 
breaker. 

The  use  of  cast  grid  rheostats  is  so  universal  that  no 
comment  upon  them  is  necessary.  The  advantages  of  the 
ea  1  grid  type  over  the  wire  or  ribbon  wound  type  are  better 
insulation,  better  protection  from  moisture,  more  rugged  con 


858 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  26. 


struction,  ability  to  withstand  more  severe  overloads  of  cur- 
rent without  damage,  and  greater  ease  of  repair. 

Trolleys. 

For  city  service  the  standard  US-6  trolley,  with  4%-inch 

el,  has  given  splendid  results,  the  average  life  being  about 
10,000  miles.  For  greater  capacity  of  equipment  and  higher 
speeds,  however,  a  trolley  base  which  will  swivel  more  readily 
is  desirable  and  a  different  construction  of  wheel  is  necessary 
to  secure  a  reasonable  life. 

The  US-13  roller-bearing  trolley  base  has  been  designed  to 
meet  this  demand.  The  base  swivels  on  a  roller  bearing  de- 
signed with  ample  margin  for  the  strain  of  the  pole.  The 
height  of  the  base  when  the  pole  is  retracted  is  five  inches, 
and  its  weight  is  approximately  100  pounds.  Four  sets  of 
bearings  are  provided.  Operating  under  tension  with  a  14- 
foot  pole,  a  pressure  of  35  pounds  at  an  angle  of  45  degrees 
can  be  given  the  trolley  wheel,  which,  it  is  expected,  will  take 
care  of  the  higher  speed  service. 

The  wheel  used  for  high  speeds  is  known  as  the  form  21. 
It  is  5%  inches  in  diameter  and  has  a  bearing  3  inches  long 
with  a  Mrinch  pin.  The  diameter  of  the  pin  is  made  shorter 
than  on  the  form  6,  to  reduce  the  speed  of  the  rubbing  con- 
tact, and  this,  with  the  increased  length  of  bearing,  has  made 
the  new  wheel  very  serviceable  on  equipments  as  large  as 
500  horsepower.  When  operating  at  a  maximum  of  60  miles 
per  hour  under  these  conditions,  it  has  an  average  life  of 
5,000  miles. 

It  should  be  borne  in  mind  in  operating  these  high-speed 
trolleys  that  the  side  spring  for  conducting  the  current  from 
the  wheel  to  the  pole  is  absolutely  essential  to  satisfactory 
life  of  the  wheel,  and  these  springs  must  be  provided  with 
proper  tension  against  the  wheel.  If  this  is  not  done  the 
current  carried  through  the  bearing  will  soon  destroy  it.     The 


RELATION   OF  TRACK  TO   MAINTENANCE  OF   EQUIP- 
MENT.* 


BY    W.   I!.    W.    GRIFFIN,    SUPERINTENDENT    ROCHESTER  A    EASTERN    RAPID 

RAILWAY. 


In  traveling  over  different  interurban  lines,  noting  track 
and  shop  conditions,  the  writer  has  come  to  the  conclusion 
that  track  condition  enters  largely  into  the  cost  of  equipment 
maintenance.  Rough  track,  with  low  joints,  bad  surface  and 
line,  racks  car  bodies  and  trucks,  and  is  hard  on  car  wheels 
as  well  as  dangerous.  It  is  -also  hard  on  motor  armatures 
and  is  continually  tearing  off  motor  cables. 

On  one  road  requiring  about  13  cars  of  heavy  equipment 
to  fill  a  schedule  of  28  miles  an  hour,  a  visit  to  the  shop 
showed  seven  busy  men  in  the  armature  room  and  other  parts 
of  the  shop  similarly  engaged. 

On  a  visit  to  another  road,  the  superintendent  was  seek- 
ing advice  on  maintenance  of  equipment  and  ways  and  means 
of  keeping  up  repairs  sufficient  to  keep  his  cars  on  the  road. 
An  inspection  of  his  track  showed  low  joints  and  track  badly 
out  of  surface  and  line. 

An  analysis  of  two  years'  maintenance  of  track  and  equip- 
ment of  the  Rochester  &  Eastern  Rapid  Railway  makes  a  very 
interesting  study.  In  1905,  the  second  year  of  operating  the 
road,  there  was  spent  on  maintenance  of  track  $175  per  mile 
of  road,  or  $11.20  per  1,000  car-miles,  and  track  was  kept  in 
none  too  good  condition. 

On  maintenance  of  cars  (Acct.  No.  6)  there  was  spent 
$14.52   per  1,000  car-miles. 

On  maintenance  of  electric  equipment  of  car,  $5.20  per 
1.000  car-miles. 

In  1906,  the  third  year,  there  was  spent  on  maintenance 


Track   and    Equipment — Views   of    Poor   Track. 


shape  of  the  fork  is  such  as  to.  prevent  its  being  caught   in 
frogs  and  switches. 

The  pantagraph  form  of  trolley  has  many  commendable 
features  for  catenary  overhead  construction,  which  will  un- 
doubtedly come  into  general  use  on  interurban  roads.  The 
results  so  far  obtained  in  the  use  of  this  form  of  trolley  will 
not  justify  us  in  making  a  complete  recommendation  for  its 
adoption  until  further  developed.  Under  special  conditions 
where  an  ordinary  trolley  is  extremely  inconvenient  its  use  is 
warranted,  but  it  is  believed  that  substantial  improvements 
can  be  made  in  the  pantagraph  type  which  will  make  it  very 
satisfactory,  and  tests  and  experiments  are  now  being  car- 
ried on. 

Single   Phase  and    High   Tension. 

In  this  review  no  reference  has  been  made  to  the  more 
radical  departures  from  standard  practice  which  are  being 
given  much  attention,  i.  e.,  the  use  of  single-phase  and  high- 
tension  direct-current  motors.  The  reasons  for  using  either 
single-phase  or  direct-current  motors  do  not  arise  from  con- 
sideration of  the  equipments,  but  from  the  desirability  of 
reducing  the  cost  of  transmission  and  distribution  of  current 
over  long  distances.  Of  the  two,  the  single-phase  is  the  more 
radical  departure,  and  the  problems  in  the  design  of  the 
single-phase  motor  are  occupying  the  earnest  attention  of  able 
designers.  The  1,200-volt,  direct-current  motor  is  more  di- 
rectly in  line  with  standard  practice,  and  the  use  of  commu- 
tatin'g  poles  has  made  such  a  motor  thoroughly  practicable.  In 
fact,  with  such  a  system  the  problem  of  greatest  importance 
is  the  method  of  distributing  and  collecting  the  current.  The 
discussion  of  these  broader  subjects,  however,  would  lead 
beyond  the  scope  of  the  present  review. 


Petitions  bearing  over  5,000  signatures  are  reported  to 
have  been  forwarded  to  the  officials  of  the  Georgia  Railway 
&  Electric  Company  of  Atlanta,  Ga„  asking  that  smoking  be 
permitted  on  the  street  cars.  It  is  stated  that  the  signatures 
include  those  of  many  prominent  citizens  of  the  city.  Copies 
of  the  petition  were  placed  in  nearly  every  tobacco  store  in 
the  city. 


of  track  $245  per  mile  of  road,  or  $15  per  1,000  car-miles; 
maintenance  of  cars  (Acct.  No.  6),  $10.77  per  1,000  car-miles; 
and  maintenance  of  electric  equipment,  $5.42  per  1,000  car- 
miles. 

Records  for  1906  show  a  large  falling  off  of  general  re- 
pairs to  car  bodies,  trucks,  wheels,  brake  gear  and  brake- 
shoes,  during  the  year  1906  over  1905,  all  of  which  is  directly 
due  to  smoother  track. 

The  figures  regarding  motor  equipment  do  not  show  as 
decided  improvement  except  in  the  item  of  motor  cables.  At 
the  same  time  considering  the  fact  that  the  average  schedule 
speed  was  increased  12  per  cent  in  the  year  1906  over  1905, 
and  also  that  the  electrical  equipment  was  a  year  older,  it  is 
evident  that  the  improved  track  must  have  had  a  great  deal 
to  do  with  keeping  the  electrical  repairs  as  low  as  they  were. 

In  summing  up:  Eliminating  painting  and  damaged  cars, 
in  body  repairs,  since  these  two  items  have  no  relation  to 
track,  the  figures  were: 

Acct.  6.        Acct.  7.        Track 

Per  1,000  car-miles,  1906 $13.59  $5.20  $11.20 

Per  1,000  car-miles,  1906 S.53  5.12  15.00 

Making  a  total  saving  of  $1.01  per  1.000  car-miles. 

From  the  above  figures,  it  seems  that  it  is  good  policy  still 
further  to  increase  the  ratio  of  total  expenditure  on  track 
since  the  track  is  the  real  permanent  part  of  the  railroad,  and 
in  so  doing  not  only  is  a  far  better  permanent  way  built 
up,  but  the  time  of  renewal  of  cars  and  electrical  equipment 
is  greatly  extended. 


Total. 

$29.99 

28.98 


The  enormous  development  of  20  years  in  electric  rail- 
roads, from  eight  miles  of  track  in  1886  to  nearly  33,000  miles 
in  1906,  consisting  of  1,081  railroads  operating  approximately 
77,000  motor  and  other  cars,  with  capital  stock  aggregating 
nearly  $2,000,000,000  and  a  funded  debt  of  over  $1,500,000,000, 
has  been  a  very  prominent  factor  in  the  expansion  or  evolu- 
tion of  certain  lines  of  industrial  manufacture. — Wall  Street 
Journal. 


•Abstract  of  paper  presented  at  the  annual  convention  of  the 
Street  Railway  Association  of  the  State  of  New  York,  Lake  Cham- 
plain.    June   25-26.    1907. 


June  29,  1907. 


ELECTRIC    RAILWAY    REVIEW 


859 


RECENT    IMPROVEMENTS    IN    MOTORS    AND    CONTROL.* 


BY    CLARENCE     RKNSHAW,     RAILWAY    ENGINEER     WESTINGHOUSE     ELEC- 
TRIC A  MANUFACTURING  COMPANY. 


In  dealing  with  the  rather  large  subject  of  recent  im- 
provements in  motors  and  control.  I  have  not  attempted  to 
cover  the  matter  broadly,  but  have  devoted  my  time  to  three 
specific  divisions  with  which  I  am  most  familiar,  namely. 
interpole  motors,  unit-switch  control  and  the  single-phase 
system. 

INTERPOLE  MOTORS. 

Probably  the  most  promising  improvement  in  direct- 
current  railway  motors  for  many  years  is 'the  introduction  of 
the  interpole  motor.  The  commutation  of  high-voltage  cur- 
rent in  railway  motors  has  always  been  a  most  difficult  prob- 
lem for  the  designers  of  such  machinery  to  solve,  and  the  care 
of  commutators  and  brushes  forms  no  small  part  of  the  duties 
of  the  mechanical  and  electrical  force  of  a  railway  company. 
Host  commutator  and  brush  troubles  are  due  either  directly 
or  indirectly  to  sparking,  and  it  is  to  correct  them  by  cor- 
recting their  cause  that  the  interpole  motor  has  been  de- 
signed. 

High    Mica. 

Sparking  on  a  commutator  bites  away  a  small  amount  of 
copper  and  carbon  at  .each  spark,  but  does  not  affect  the 
mica  between  segments.  If  the  sparking  is  continued,  the 
copper  is  soon  eaten  down,  thus  leaving  the  mica  sticking  up. 
This  "high  mica"  in  turn  makes  the  sparking  worse  and 
causes  a  general  roughening  of  the  commutator,  flattening  of 
the  bars,  etc..  with  consequent  rapid  wear  of  the  brushes, 
which  fills  the  motor  with  carbon  and  copper  dust,  and 
sometimes  causes  it  to  flash,  ground,  etc.     Milling  down  the 


Improvements   in    Motors   and    Control — Figure   1 — Magnetic   Flux    in 
Ordinary    Motor. 

mica    below    the   copper   prevents   some   of  this   trouble,    but 
does  not  go  to  the  root  of  the  matter. 

In  service  a  railway  motor  does  not  run  continuously 
with  power  on,  but  the  time  that  it  is  operating  under  load 
is  varied  by  a  certain  amount  of  coasting  and  stopping.  Dur- 
ing this  no-load  running  the  roughening  which  has  been 
caused  by  the  action  of  the  current  is  partly  corrected  by 
the  scouring  and  polishing  effect  of  the  brushes  without  load. 
In  many  cases  the  scouring  action  predominates  so  that  the 
commutators  remain  bright  and  clean  and  take  on  a  good 
polish. 

Action  of  Interpole  Motor. 

The  action  of  the  Interpole  motor  in  preventing  sparking 
and  thus  greatly  reducing  the  wear  on  commutator  and 
brushes  can  best  be  understood  by  the  aid  of  a  few  simple 
diagrams.  In  these  a  multiple-wound  armature  has  been 
shown  for  the  sake  of  simplicity  and  clearness,  although  on 

•Abstract  of  paper  i  I         '    the  annual  convention 

Street  Railway  ol  New  rork,  Lake  CI 

plain,    June    25-28,    1907. 


an   actual   motor   a    two-circuit    winding   would   ordinarily    be 
used. 

In  a  motor  without  interpoles,  as  shown  in  Figure  1, 
there  are  three  sets  of  magnetic  fluxes  produced:  Firs 
lines  "aa"  due  to  the  main  field  coils;  second,  the  lines 
due  to  the  current  in  the  armature  winding  as  a  whole:  and 
third,  the  leakage  "cc"  around  each  of  the  slots,  due  to  the 
current  in  the  conductors  in  that  particular  slot.  The  first 
set  of  lines  may  be  regarded  as  the  useful  lines,  and  the 
second  and  third  as  incidental.  It  is  to  these  last  two  that 
sparking  is  due.  The  coil  "AA,"  which  is  just  about  to  have 
the  current  reversed  in  it,  lies  in  such  a  position  that  it  is 
not  cutting  the  lines  "aa."  and  hence  has  no  voltage  generated 
in  it  from  that  source.  It  is.  however,  cutting  the  lines  "bb," 
so  that  it  has  a  voltage  generated  in  it  by  them.  When  the 
coil  is  short-circuited  by  the  brush,  this  voltage  causes  a 
local  current  to  flow  across  the  face  of  the  brush  in  addition 
to  the  line  current,   which   greatly  increases   the  amount  of 


Improvements  in  Motors  and  Control — Figure  2 — Effect  of  Interpoles 
Without   Coils. 

current  that  the  brush  must  carry.  As  the  coil  passes  under 
the  brush,  also,  from  position  "A"  to  position  "B,"  the  current 
in  the  conductors  in  the  slots  "A"  is  stopped  preparatory 
to  being  reversed,  so  that  the  leakage  lines  "cc"  are  also 
stopped  preparatory  to  being  reversed.  This  causes  an  in- 
ductive voltage  to  be  created  in  the  coil  in  addition  to  the 
voltage  of  rotation  generated  by  the  lines  "bb,"  and  these 
two  voltages  added  together  produce  a  spark  between  com- 
mutator bar  and  brush. 

Construction. 

In  an  interpole  motor  the  interpoles  consist  of  thin  poles. 
each  carrying  a  coil  inserted  into  the  frame  between  t  hi- 
tman field  poles  and  projecting  down  to  the  points  on  the 
armature  at  which  the  sides  of  the  coils  short-circuited  by 
the  brushes  lie.  If  the  interpoles  alone  were  used  without 
any  coil,  as  shown  in  Figure  2.  their  effect  would  be  to  con- 
centrate and  increase  the  lines  "bb,"  due  to  the  armature 
magnetization,  and  also  the  lines  "cc,"  due  to  the  leakage 
arouna  the  slots,  owing  to  the  additional  iron  in  the  path  of 
these  two  sets  of  lines,  and  thus  raise  the  voltage  in  the 
short-circuited  coil,  and  increase  the  sparking. 

With  coils  on  the  interpole  of  a  sufficient  number  of  turns 

to  just  neutralize  the  armature  magnetization,  the  effect  of 
the  lines  "lib"  will  be  eliminated,  as  shown  In  Figure  3,  so 
that  there  will  be  no  voltage  generated  in  the  short-circuited 
coil  by  Its  rotation,  bul  the  lines  "cc,"  due  to  leakage  around 
the  slots,  will  still  remain,  "and  the  Increase  in  these,  dm 
the  presence  of  the  interpole,  would  ordinarily  give  a  suffi- 
ciently high  Inductive  voltage  to  more  than  offset  the  advan- 
tage gained  by  the  neutralization  of  the  rotation  voltage. 

n  however,  a  greater  number  of  turns  be  wound  on  the 
interpoles.  so  that  their  excitation  overbalances  the  armature 
magnetization  instead  of  merely  neutralizing  it   and  sets  u| 

a  in  the  opposite  direction,  as  shown   In   Figure   1,  this 
ilux  ran  be  made  ol  such  a  strength   thai   the  leakag 
around  the  coil,  which  is  being  commutated,  will  also  be  elli 


SCO 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  26. 


nated.  so  that  practically  all  of  the  voltage  in  the  short-cir- 
cuited coil  is  neutralized  and  sparkless  commutation  is  ob- 
tained. Since  the  interpoles  neutralize  the  active  voltage  in 
the  short-circuited  coils,  they  also  eliminate  the  extra  local 
current  in  the  brushes  and  thus  reduce  the  total  current 
in  the  brushes  to  its  minimum  value,  that  is,  to  the 
line  current.  The  elimination  of  sparking  and  of  local  cur- 
rents in  the  brushes  reduces  the  wear  on  the  commutator 
and  prolongs  the  life  of  the  brushes  to  a  remarkable  extent. 

The  interpole  winding  is  connected  permanently  in  series 
with  the  armature  winding,  as  shown  in  Figure  5.  forming  the 
"armature  circuit,"  and  in  reversing  the  direction  of  rotation 
of  the  motor  the  armature  windings  and  interpole  windings 
are  reversed  together  as  a  unit. 

Advantages. 

Aside  from  the  general  reduction  in  wear  of  commutator 
and  brushes,  the  interpole  motor  has  many  incidental  advan- 
tages. A  properly  designed  motor  of  this  type  should  run 
practically  sparklessly  from  a  load  so  light  as  to  give  treble 
the  normal  speed  up  to  loads  as  heavy  as  double  its  ordinary 
one-hour  rating.  It  should  permit  high  voltages  to  be  thrown 
on  it.  either  at  standstill  or  when  running  at  high  speeds,  and 
its  stability  should  be  so  great  that  it  will  commutate  with- 
out appreciable  sparking  rushes  of  current  which  in  the 
ordinary  motor  would  invariably  cause  flashing.  This  great 
freedom  from  sparking  and  flashing  makes  the  interpole  motor 
especially  well  adapted  for  high-voltage  service. 

The  use  of  the  interpole  increases  the  scope  of  the  de- 
signer of  railway  motors  in  many  cases  where  limitations 
of  speed  and  weight  determine  the  design,  and  in  general  it 
permits  of  a  somewhat  lighter  motor.  It  gives  less  advan- 
tage in  small  motors  than  in  large  ones,  as  the  commutating 
conditions  in  such  motors  are  not  so  serious  a  problem. 
However,  its  general  advantages  will  doubtless  extend  its 
use  to  sizes  as  small  as  40  horsepower.  Improving  as  it 
does  those  features  of  the  railway  motor  which  are  uni- 
versally   acknowledged    to   be   in    greatest   need   of   improve- 


tact  fingers  also,  the  drum  requires  considerable  effort  to 
turn  it,  especially  should  the  contacts  become  slightly  rough- 
ened and  cpiick  movements  be  impossible.  Finally,  it  seems 
impracticable  to  design  a  blow-out  which  will  enable  such 
controllers  to  break  the  current  with  certainty  under  all  cir- 
cumstances, and  in  certain  parts  of  the  country  it  is  not  an 
unusual  sight  to  see  a  motorman  nursing  an  interurban  car 
along  the  streets  of  a  city  by  means  of  the  overhead  circuit- 
breaker  and  shooting  out  a  stream  of  fire  every  time  it  is 
necessary  to  cut  off  power.  The  drum-type  controller,  how- 
ever, is  "a  rough-and-ready  piece  of  apparatus,  and  when  out 
of  order  its  faults  can  be  easily  located  and  repaired  by  a 
comparatively  cheap  man  if  only  a  sufficient  stock  of  spare 
parts  is  kept  on  hand. 

The   unit-switch    control   system    was   originally   designed 
with  special  reference  to  the  operation  of  two  or  more  motor 


Improvements    in    Motors    and    Control — Figure    3 — Interpole     Motor 
with    Armature    Magnetization   Just    Neutralized. 

ment,  the  introduction  of  the  interpole  motor  is  an  important 
step  in  electric  railway  development. 

UNIT-SWITCH   CONTROL. 

A  most  important  development  in  control  apparatus  is 
the  perfection  and  standardization  of  unit-switch  control  equip- 
ments for  all  sizes  of  motors.  The  ordinary  drum  type  of 
controllers,  while  in  general  satisfactory  for  small  equip- 
ments, leave  much  to  be  desired  where  it  is  necessary  to 
handle  large  cars  and  powerful  motors.  Such  controllers  of 
large  capacity  must  necessarily  be  heavy  and  bulky  in  order 
to  contain  sufficiently  liberal  contacts  and  blow-out  coils  to 
handle  the  large  currents  which  pass  through  them.  The 
weight  of  such  controllers,  moreover,  must  be  mounted  at 
the  extreme  end  of  an  overhanging  platform  where  it  is  least 
desirable  and  a  large  bunch  of  heavy  cables  must  be  led 
out  there.     On  account  of  the  size  and  pressure  of  the  con- 


improvements   in    Motors   and   Control — Figure  4 — Magnetic   Flux   in 
Interpole   Motor. 

cars  in  a  multiple-unit  train,  and  it  was  at  first  adapted  only 
for  use  in  connection  with  the  larger  sizes  of  motors.  Its  other 
advantages,  however,  in  providing  a  positive  and  reliable  con- 
trol, in  placing  all  main  circuit  contacts  and  heavy  cable  out 
of  the  way  beneath  the  car  and  in  reducing  to  a  minimum  the 
amount  of  high  voltage  and  heavy  current  wiring,  are  now 
rapidly  extending  its  use  to  single-car  operation  and  to  smaller 
sizes  of  equipments. 

Essential   Parts. 

In  the  unit-switch  control  system  the  main  or  power  drum 
of  the  hand  control  is  replaced  by  a  group  of  10  or  12  (accord- 
ing to  the  size  of  the  equipment)  independent  or  "unit" 
switches,  each  provided  with  a  strong  magnetic  blow-out  and 
normally  held  open  by  a  powerful  spring.  Each  switch  is 
closed  when  desired  by  a  suitable  pneumatic  cylinder,  using 
compressed  air  from  the  brake  system.  This  combination  of 
switches  is  called  a  "switch  group."  The  reverse  drum  of  the 
controller  is  replaced  by  a  similar  drum,  except  that  it  is  more 
liberal  in  capacity,  built  in  a  separate  case  and  moved  to 
the  forward  or  reverse  position  by  one  or  the  other  of  two 
cylinders  having  a  common  piston  rod.  This  device  is  called 
a  "reverser."  The  overhead  circuit-breaker  is  replaced  by  a 
"line  switch."  which  is  essentially  the  same  as  one  of  the 
switches  of  the  switch  group,  except  that  it  is  placed  in  a 
case  by  itself  and  is  provided  with  an  automatic  trip,  which 
causes  it  to  open  in  case  of  an  overload  or  short-circuit. 
These  three  pieces  of  apparatus  effect  the  various  necessary 
connections  between  motors,  resistance  and  trolley. 

Forming  an  essential  part  of  the  pneumatic  cylinder  for 
operating  the  switch  group,  line  switch  and  reverser  is  a 
magnet  valve  which  governs  the  admission  or  escape  of  air 
to  or  from  that  cylinder.  These  magnet  valves  are  operated 
by  means  of  a  small  14-volt  storage  battery,  and  their  open- 
ing or  closing  is  regulated  by  means  of  a  "master  controller" 
to  which  their  circuits  are  led.  The  switch  group,  reverser 
and  line  switch  may  thus  be  located  in  any  convenient  posi- 
tion, and  nothing  but  the  master  controller  need  be  located 
on  the  platform,  and  only  the  small  low-voltage  battery  circuits 
need  be  carried  to  it. 


June  29,  1907 


ELECTRIC    RAILWAY    REVIEW 


861 


For  train  operation  the  circuits  from  the  battery  and 
magnets  are  carried  to  "train  line  receptacles"  at  each  end 
of  the  car,  as  well  as  to  the  master  controllers,  and  when 
two  cars  are  coupled  together  the  corresponding  receptacles 
on  each  car  are  then  connected  by  a  multi-point  "jumper," 
so  that  the  circuits  are  continued  from  car  to  car.  When 
several  cars  are  connected  in  this  way  the  movement  of  a 
single  master  controller  closes  simultaneously  the  correspond- 
ing magnet  circuits  on  all  of  the  cars  and  thus  operates  also 
the  corresponding  main  circuit  switches. 

Connected  to  the  piston  rods  which  move  the  various 
switches  are  a  number  of  small  contact  switches  which  open 
or  close  auxiliary  circuits  between  stationary  fingers  arranged 
to  press  on  them.  These  auxiliary  contacts  are  called  "inter- 
locks." and  the  circuits  which  operate  the  magnet  valves  of 
each  of  the  various  switches  are  carried  through  the  interlocks 


Improvements    in    Motors    and    Control — Figure    5 — Method    of    Con- 
necting   Interpole    Windings. 

of  other  switches  in  such  a  way  that  the  switches  cannot  be 
closed  except  in  the  proper  order. 

Acceleration. 
The  unit-switch  control  system,  however,  does  not  con- 
sist merely  in  replacing  the  ordinary  controller  with  a  set  of 
pneumatically  operated  switches,  which  may  be  closed  prop- 
erly or  improperly  entirely  at  the  discretion  of  the  motor- 
man,  but  the  action  of  the  switches  is  regulated  so  as  to  give 
a  uniform  current  through  the  motors  while  operating  on 
the  resistance  steps,  and  to  thus  secure  a  smooth  and  even 
acceleration  of  the  car  and  protect  the  equipment  from  abuse. 
This  is  accomplished  by  means  of  a  "limit  switch."  The  limit 
switch  consists  of  a  coil,  placed  in  series  with  the  motor  cir- 
cuits, which  lifts  an  armature  whenever  the  current  exceeds 
a  predetermined  amount.  To  the  armature  of  this  coil  is 
attached  a  disc  which  closes  a  secondary  circuit  between  two 
contacts  when  the  armature  is  down,  and  opens  this  circuit 
when  the  armature  is  raised.  The  circuits  for  closing  the 
various  switches  of  the  switch  group  are  so  arranged  that 
it  is  not  necessary  to  move  the  master  controller  step  by 
step  to  cause  the  closing  of  the  different  switches,  but  so 
that  by  placing  the  master  controller  in  a  single  definite 
position  and  holding  it  there  the  circuits  to  the  first  switches 
are  Closed,  and  the  closing  of  these  switches  then  automatic- 
ally closes  the  next  ones,  ere  by  means  of  the  interlocks. 
The  circuit  from  the  battery  which  supplies  power  for  this 
automatic  operation  is  led  through  the  secondary  contacts  of 
the  limit  switch,  so  that  as  long  as  the  current  through  the 
motors  does  not  exceed  the  desired  value,  the  different 
switches  will  close  one  after  the  other  almost  instantaneously. 
Should  the  current  through  the  motors  at  any  timi 
tie  desired  amount,  however,  the  armature  of  'he  limit  switch 
will  instantly  rise  and  thus  prevent   ill'-  closing  ni  anj   more 

switches  until  the  Current   lias  fallen  to  the  desired   value 

The  regulation  of  the  current  during  starting  is  thus  taken 
entirely  out  of  tie-  hands  of  the  motorman,  who  simply  ad- 
vances tie-  handle  of  'he  master  controller  to  the  last  notch 
and   holds   it    there,   and    tin-  closing  of  Hie  switches    is   then 


governed  automatically  by  the  limit  switch.  In  order  to  pro- 
vide for  the  handling  of  the  car  under  special  conditii 
however,  the  apparatus  is  so  arranged  that  the  motorman 
may  readily  notch  up  more  slowly  than  would  be  done  by 
the  limit  switch,  or  may  stop  on  any  notch,  and  also  so  that 
by  going  to  some  extra  trouble  (enough  to  prevent  his  doing 
it  unnecessarily  i  he  can  short-circuit  the  limit  switch  and 
notch  up  entirely  independent  of  the  current. 

Master   Controller. 

As  ordinarily  built,  the  master  controller  for  use  with  the 
unit-switch  control  system  contains  three  notches  for  forward 
running  and  three  for  reverse.  If  the  handle  is  moved  to  the 
first  notch  a  slow-speed  resistance  point  is  obtained  which  is 
used  principally  in  shifting  cars.  This  first  notch  is  hence 
called  the  "switching"  position.  If  the  handle  is  moved  to 
the  second  notch,  either  with  or  without  pausing  on  the  first 
one,  the  switches  close  one  after  the  other  until  the  motors 
are  connected  in  series.  The  second  notch  is  therefore  called 
the  "series"  position,  and  is,  of  course,  a  running  point.  If 
the  handle  is  moved  to  the  third  notch,  either  at  once  or  after 
pausing  on  one  or  both  of  the  first  two  notches,  additional 
switches   will    then   close   in   sequence   until   the   motors    are 

Seyi/ence   of  Switches. 


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Schematic    Diagram. 


Improvements     in      Motors     and      Control — Figure     6 — Sequence     of 
Switches  and   Schematic   Diagram  of   Unit-Switch   Control. 

connected,  in  full  multiple.     The  third  notch   is  hence  called 
parallel"  position. 

Transfer  Resistance. 
Figure  6  shows  a  schematic  diagram  ni  the  switches  and 
main  circuii   connections  for  an  equipment   of  four  90-ho 

r  motors,  and  Indicates  the  sequence  in  which  the  various 

switches  close,     in   addition   to  stopping   the  handle  on   any 

one  of  Hie  three  iioiehes.  as  alread]  mentioned,  ami  obtain- 
ing the  switching,  series  or  parallel  connection,  the  motor- 
man  may  so  manipulate  the  master  controller  as  to  hold 

switches  in  any  one  of  the  series  and  paralli  ;  i ions  Indi- 
cated on  He-  diagram,     in  connection  with  the  b 
it  win  be  noied  that  Instead  of  opi                circuit  in  chan 
from  Beriea  to  parallel,  as  is  .lone  in  Hi-  large  drum 
ers,  a   special  resistance  connection   is  used   foi 

in.  win i    den-easing    i he   current     through    the 

ore.    The  use  of  this  com.  Id    th    |erl 


s<;-2 


ELECTRIC    RAILWAY     REVIEW 


Vol.  XVII.   Xo.  26. 


obtained  with  drum-type  controllers  in  passing  from  series  to 
parallel,  and  helps  in  maintaining  a  smooth  and  uniform 
acceleration. 

Storage   Batteries. 

An  interesting  detail  in  connection  with  this  system  of 
control  is  the  method  of  charging  the  small  storage  batteries 
used  for  operating  the  magnet  valves.  Two  batteries  are  car- 
ried on  each  car,  and  these  are  connected  to  the  air-pump 
motor  circuit,  as  shown  in  Figure  7.  The  two  double-throw 
switches  are  always  thrown  either  both  up  or  both  down,  so 


Many  other  details  might  be  mentioned,  but  the  above 
are  sufficient  to  indicate  the  completeness  with  which  every 
feature  of  the  equipment  has  been  worked  out. 

In  providing  for  the  control  of  the  different  sizes  of 
motors  most  commonly  used,  two  sizes  of  switch  groups  are 
employed.  The  construction  of  the  smaller  of  these  is  shown 
by  the  cross  sectional  view  in  Figure  9.  A  similar  view  of 
the  large  switch  group  is  shown  in  Figure  10.  Figure  11  is 
a  photograph  of  the  reverser,  with  its  cover  removed. 

This  form  of  control  possesses  many  advantages,  not  only 
over  the  drum-type  controller,  but  also  over  any  other  type  of 


Fuse 


Contp-Mot.  I     ^ 


D.P.  D.T 


ilnM 


Batteries  . 
Improvements    in    Motors    and    Control — Figure    7 — Connections    for    Charging     Storage     Batteries. 


that  one  battery  is  connected  to  the  control  circuit  while  the 
other  is  being  charged.  Whenever  the  pump  is  running  the 
battery  which  is  being  charged  is  connected  by  the  "battery- 
charging  relay"  to  the  circuit  of  the  pump  motor.  The  resist- 
ance in  series  with  the  pump  motor  is  so  adjusted,  in  connec- 
tion with  the  relative  amount  of  time  that  the  pump  is  running, 
and  that  the  control  circuits  are  closed,  so  that  the  battery 
will  receive  on  the  one  hand  sufficient  current  to  charge  it 


To   control   uppmra/ai 

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multiple  control  now  on  the  market.  One  of  the  most  impor- 
tant of  these  advantages  is  the  powerful  force  which  is  avail- 
able both  for  opening  and  closing  the  switches,  so  that  their 
action  is  most  positive.  In  the  smaller  switch  group,  for 
instance,  a  force  of  approximately  75  pounds  is  available  at 
the  contacts  for  opening  or  closing  them,  and  in  the  larger 
group  this  is  increased  to  over  90  pounds,  so  that  the  chance 
of  these  switches  failing  either  to  open  quickly  or  to  make 
a  good  contact  is  extremely  remote.  To  convince  almost 
anyone  on  this  point,  it  is  usually  only  necessary  to  show  him 
the  switch  group  and  have  him  try  to  prevent  a  switch  from 
either  opening  or  closing. 

This  positive  action,  moreover,  is  obtained  without  mak- 
ing the  apparatus  large  or  heavy.  By  using  compressed  air 
as  a  motive  force,  powerful  action  is  obtained  without  undue 
increase  in  bulk  or  weight.  As  a  concrete  instance  of  this,  it 
may  be  mentioned  that  a  complete  double-end  unit  switch  out- 


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Improvements   in    Motors   and    Control — Figure   8 — Control    Reservoir   and   Air   Piping. 


properly  without,  on  the  other  hand,  receiving  enough  current 
to  make  it  boil  or  gas.  When  this  adjustment  has  once  been 
made,  the  batteries  will  require  little  attention  other  than  the 
reversal  of  the  two  switches  once  each  day. 

Another  detail  of  the  equipment  is  the  air-storage  system. 
A  separate  "control  reservoir"  is  piped  to  the  air-brake  sys- 
tem, as  shown  in  Figure  8,  in  connection  with  a  "governor" 
or  check  valve  and  a  three-way  valve.  Ordinarily  the  three- 
way  valve  is  turned  so  that  the  air  is  drawn  directly  from  the 
brake  system,  but  in  case  of  accident  to  the  compressor  or 
main  reservoir  the  three-way  valve  may  be  turned  90  degrees 
and  the  reserve  supply  of  air  in  the  control  reservoir  is  thus 
available  to  return  the  car  to  the  car  house. 


fit  for  controlling  a  quadruple  equipment  of  Westinghouse  No. 
121  motors  (90  horsepower  each)  weighs  only  approximately 
1.650  pounds,  including  the  switch  group,  reverser,  line  switch, 
master  controller,  control  reservoir  and  all  details  except 
wiring  and  resistance. 

Another  advantage  of  almost  equal  importance  is  the 
use  of  a  low-voltage  battery  for  operating  the  control  circuits 
and  tne  fact  that  the  operation  of  the  control  is  entirely 
independent  of  the  line  voltage.  This  point  is  of  especial  im- 
portance on  interurban  lines  where  wide  fluctuations  in  volt- 
age are  frequently  met  with. 

Although  the  elimination  of  bulky  controllers  and  heavy 
cables  from  the  platforms  and  the  securing  of  control  appara- 


June  2ft,   1907. 


ELECTRIC    RAILWAY    REVIEW 


863 


tus  which  will  positively  open  the  circuit  under  all  conditions 
are  in  themselves  sufficient  reasons  for  the  use  of  unit-switch 
control,  the  ability  to  operate  two  or  more  cars  together  with 
a  single  motorman,  when  required,  is  no  mean  advantage. 
There  are  many  instances  where  trailers  are  now  used,  over- 
loading the  equipment  and  slowing  down  the  schedule  .iust 
at  the  time  when  rapid  car  movement  is  most  needed,  where 
multiple-unit  operation  would  give  superior  service  at  less  ex- 
pense. This  is  becoming  widely  recognized  even  in  the  case 
of  comparatively  small  equipments  for  city  service,  as  may 
be  seen  from  recent  orders  for  20  equipments  of  unit-switch 
control  for  operating  double  60-horsepower  motors  in  New 
Haven.  Conn.,  and  for  so  equipments  for  operating  quadruple 
."..".-horsepower  motors  in  Baltimore,  Md. 

THE  SINGLE-PHASE  SYSTEM. 

.  A  consideration  of  recent  improvements  in  railway  motors 
and  control  would  be  very  incomplete  if  no  mention  were 
made  of  the  single-phase  system,  although  the  essential  econo- 
mies of  single-phase  operation  are  effected  not  by  the  change 
in  motors  or  control,  but  in  the  other  parts  of  the  system.  In 
order  to  obtain  these  economies,  however,  car  equipments 
differing  from  direct-current  equipments  in  certain  particulars 
must  be  used,  and  it  is  proposed  to  mention  briefly  the  essen- 
tial features  of  these. 

Advantages. 

The  single-phase  railway  system  accomplishes  the  same 
results  in  car  movement  that  have  heretofore  been  secured 
by  the  use  of  direct-current  equipments,  but  it  does  this  in 
many  cases  with  less  first  cost,  less  operating  expense,  in- 
creased flexibility  and  greater  simplicity.  These  advantages 
are  obtained  principally  by  a  simplification  of  the  substations 
and  the  omission  of  substation  attendants  and  by  the  elimina- 


by  the  use  of  a  transformer  on  the  car  the  voltage  of  the 
trolley  and  that  of  the  motors  may  have  any  desired  ratio 
As  it  is  entirely  feasible  to  employ  a  voltage  oi  I  I  BOO  (which 
permits  the  distribution  of  a  large  amount  of  power  with 
very  small  current)  on  a  properly  insulated  trolley  wire,  the 
single-phase  system  affords  means  of  operating  even  tin- 
heaviest  cars  or  trains  from  an  ordinary  trolley  wire  of  mod- 
erate section  with  no  additional  feeders. 

Single-Phase   Motor. 

The  one  element  upon  which  the  entire  single-phase  sys- 
tem depends  is  the  single-phase  railway  motor.  This  does  not 
involve  any  particularly  new  or  mysterious  principle,  but  de- 
pends for  its  operation  upon  an   extension  of  the  well-known 


Improvements    in    Motors    and    Control— Figure   9— Cross    Section    of 
Small   Switch   Group. 

tion  of  practically  all  trolley  feeders.  At  the  substations  the 
alternating-current  power  which  is  received  from  the  gen- 
erators  is   merely    reduced   in    voltage   by   single-phase   trans- 

.,-s   and    supplied   at    once    to   the  cars,   instead  of   being 

changed  into  direct  current  by  polyphase  transformers  ana 
rotary  converters.  The  equipment  of  BUCh  a  substation  Is  so 
simple  that,  except  for  an  occasional  inspect  ton.  it  may  be  left 
entirely  without  attendants. 

One   of   the    fundamental    characteristics    oi    alternating 

current  is  the  readiness   with   which   it  can    be   transformed 

'  from  one  voltage  to  another.  Where  alternatlng-currenl  motors 

are  used,  therefore,  it  is  not  necessary  as  will,  direct   curren 

to  supply  power  to  the  cars  at  the  voltage  oi  the  motors,  bul 


Improvements    in    Motors   and    Control— Figure   10— Cross   Section   of 
Large   Switch   Group. 

fact  that  reversing  the  current  at  the  terminals  of  a  series 
direct-current  motor  does  not  reverse  the  direction  of  rotation 
or  interfere  with  the  operation.  This  principle  holds  good  no 
matter  whether  the  current  is  reversed  once  every  hour  or 
once  every  minute.  Since  an  alternating  current  gives  merely 
the  same  general  effect  as  a  very  rapid  and  continuous 
reversal  of  a  direct  current,  it  would  be  only  natural  to 
expect  any  ordinary  direct-current  railway  motor  to  rotate 
if  suitable  alternating  current  were  applied  to  it.  Within 
certain  limitations  this  is  the  case. 
Windings. 

The  single-phase  railway  motor  is  essentially  a  series- 
wound  motor  very  similar  to  the  direct-current  motor.  On 
account  of  the  rapidity  of  the  reversal  of  the  alternating  cur- 
rent however",  a  number  of  new  phenomena  are  introduced, 
and  in  order  to  secure  satisfactory  commercial  operation  I  mm 
the  motor  with  this  current  certain  changes  in  the  design 
of  the  ordinary  railway  motor  must  be  made.  One  of  these 
is  to  make  the  entire  magnetic  circuit  laminated  instead  of 
merely    Hie    pole    pieces,    to    prevent    excessive    losses,    due    to 

ii„.  rapid  reversals  of  the  magnetic  flux.  Another  essential 
I'eal  tire  is  the  "auxiliary"  or  neutralizing  winding  which  is 
wound  in  the  slots  between  the  poles  in  order  to  neutralize 
the  magnetizing  action  of  the  armature  and  hence  its  selr- 
[ndUCtlon.  This  winding  is  connected  in  series  with  the 
armature  in  the  same  way  as  the  Interpole  winding  oi   the 

Interpole  motor.    Instead  of  being  located  on  definite  ei 

the  auxiliary  winding  is  distributed  In  slots  In  the  tacei  oi 
H,,,  main  pole  pieces  so  that  the  neutralization  will  be  mere 

,. ,..  mid  effective.     Unlike  the  interpole  winding,   bow 

Hie  auxiliary   winding   is   not    used   lo   improve  the  com- 
mutation   but  to  improve  the   power  factor  of  the  motor 

Owin     to  limitations  of  design,  the  sipgle-phase  motor  n 


864 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,   No.  26. 


ordinarily  wound  for  a  voltage  of  from  200  to  250  instead  of 
500  or  550,  as  in  the  case  of  direct-current  motors.  The 
larger  currents  which  must  be  handled  on  this  account  neces- 
sitate greater  brush  capacity  than  in  direct-current  motors, 
so  that  four  brush  arms  are  ordinarily  required  with  a  four- 
pole  motor  or  six  with  a  six-pole  motor. 

Performance. 

The  performance  of  the  single-phase  railway  motor  is 
very  similar  to  that  of  a  direct-current  series  motor,  the 
principal  difference  being  that  the  speed  curve  is  steeper. 
The  general  effect  of  this  is  to  cause  a  car  equipped  with 
such  motors  to  run  slower  on  heavy  grades  and  faster  on  the 
level  than  a  car  equipped  with  direct-current  motors  geared 
for  the  same  speed  at  an  intermediate  load. 

The  single-phase  motor  differs  from  the  direct-current 
motor  also  in  that  on  account  of  its  self-induction  it  requires 
the  application  of  a  much  greater  percentage  of  normal 
voltage  in  order  to  send  a  given  proportion  of  full-load  cur- 
rent through  it.  On  this  account,  it  is  not  possible  to  allow 
as  great  a  variation  in  the  voltage  at  the  car  as  is  sometimes 
done  with  direct-current  equipments,  and  to  secure  satisfac- 
tory operation  the  minimum  voltage  should  never  be  less 
than  about  80  per  cent  of  the  normal.  Owing  to  the  small 
currents  used,  however,  this  is  a  matter  that  is  very  easily 
taken  care  of.  For  the  same  general  reason,  the  voltage  on 
the  motor  may  be  varied  in  larger  steps  than  with  direct- 
current  motors,  so  that  fewer  controller  notches  are  neces- 
sary in  order  to  secure  a  smooth  acceleration,  five  notches, 
for  instance,  being  ample  for  a  quadruple  100-horsepower 
equipment.  For  the  same  reason,  also,  the  motors  are  much 
less  likely  to  be  damaged  by  too  rapid  feeding  of  the  con- 
troller, and  hence  automatic  acceleration  is  usually  not 
necessary. 

The  standard  trolley  voltage  for  single-phase  operation  is 


Improvements    in    Motors    and    Control — Figure    11  —  Reverser,    with 
Cover'  Removed. 

6,600,  although  voltages  of  3,300  and  11,000  are  also  employed 
in  some  cases.  In  order  to  collect  current  at  this  voltage 
from  the  trolley  wire,  a  pneumatically  operated  pantagraph 
trolley  has  been  devised  which  can  be  readily  raised  or 
lowered  by  the  motorman  witout  leaving  his  cab.  In  multi- 
ple-unit equipments,  moreover,  the  trolleys  on  the  entire 
train  may  be  simultaneously  controlled  from  any  one  point. 
This  trolley  is  normally  held  against  the  wire  by  means  of  a 
spring,  but  is  lowered  and  automatically  locked  down  by  the 
application  of  compressed  air.  Application  of  the  air  to 
another  point  will  then  unlock  the  trolley  and  allow  it  to  rise. 

To  reduce  the  trolley  voltage  for  use  at  the  motors  an 
oil-insulated,  self-cooling  auto-transformer  is  used.  As  this 
is  ordinarily  the  heaviest  single  piece  of  apparatus  on  the  car, 
it  is  commonly  mounted  in  the  center  in  order  to  simplify  the 
matter  of  balancing. 

As  with  direct-current  motors,  the  speed  of  the  single- 
phase  motor  varies  with  the  voltage  at  its  terminals,  and 
the  motor  is  controlled  in  this  way.  In  order  to  get  a  varia- 
ble voltage  for  this  purpose,  however,  it  is  not  necessary,  as 
in  direct-current  practice,  to  change  the  grouping  of  the 
motors,  or  to  introduce  resistance  into  the  circuit,  but  simply 
to  connect  the  motors  to  different  taps  on  the  auto-trans- 
former. 

Control. 

The  various  connections  between  motors  and  transformer 
may  be  made  either  by  drum-type  controllers  or  by  unit 
switches,  as  with  direct-current  equipments.  On  acount  of 
the  absence  of  any  necessity  for  making  series-parallel  con- 


nections, both  drum-type  controllers  and  unit-switch  groups 
for  single-phase  equipments  are  simpler  than  those  for  direct- 
current  operation.  For  instance,  a  switch  group  for  handling 
four  100-horsepower  direct-current  motors  weighs  approxi- 
mately 760  pounds,  while  one  for  handling  four  single-phase 
motors  of  the  same  capacity  weighs  only  400  pounds.  An 
entire  equipment  of  single-phase  motors,  however,  is  con- 
siderably heavier  than  an  equipment  of  direct-current  motors 
of  the  same  capacity,  so  that  a  car  equipped  with  the  former 
and  carrying  the  same  passenger  load  will  ordinarily  weigh 
from  10  to  15  per  cent  more  than  one  equipped  with  the  latter. 
Switch  groups  for  single-phase  operation  are  controlled  by 
small  storage  batteries  in  the  same  way  as  those  for  use 
with  direct-current  equipments,  but  in  this  case  the  batteries 
are  taken  off  of  the  cars  at  intervals  and  charged  from  a 
suitable  source  of  direct  current  at  the  car  house. 

Alternating-Direct   Current    Operation. 

The  qualities  which  make  the  single-phase  motor  suit- 
able for  operation  on  alternating  current  make  it  also  an 
excellent  direct-current  machine,  and  such  motors  will  oper- 
ate beautifully  on  direct  current  of  the  proper  voltage.  It  is 
often  desirable  to  obtain  the  benefits  of  single-phase  opera- 
tion with  cars  which  for  a  part  of  their  route  must  run  over 
the  same  tracks  and  use  the  same  power  as  direct-current 
cars,  and  by  connecting  two  or  more  single-phase  motors  in 
series  for  such-  operation  they  can  readily  be  arranged  to 
run  from  a  550-volt  trolley  wire,  as  well  as  from  a  6,600  or 
other  high-voltage  one.  Single-phase  motors  run  somewhat 
faster  with  direct  current  of  a  given  voltage  than  with  alter- 
nating, while  where  operation  on  direct  current  is  required 
of  such  motors,  it  is  usually  over  city  streets  or  in  other 
places  where  only  a  moderate  car  speed  is  desired.  On  this 
account  equipments  for  operation  on  both  alternating  and 
direct  current  are  usually  supplied  with  four  motors,  which 
are  permanently  connected  in  two  pairs  of  two  in  series.  These 
pairs  are  run  in  parallel  on  alternating  current  and  in  series 
(so  that  all  four  motors  are  in  series)  on  direct  current.  This 
arrangement  usually  gives  a  speed  on  550  volts  direct  current 
about  two-thirds  or  three-fourths  as  great  as  that  obtained 
when  operating  from  normal  voltage  alternating  current. 
When  running  on  alternating  current,  the  motors  of  such  an 
equipment  are  controlled  in  the  usual  way  by  connecting 
them  to  different  taps  on  the  transformer.  When  running 
on  direct  current  they  are  controlled  by  means  of  a  resist- 
ance in  series. 

Change-Over   Methods. 

Equipments  for  operating  on  both  alternating  and  direct 
currents  are  somewhat  more  complicated  and  expensive  than 
those  for  operating  on  alternating  current  only,  but  they  are 
equally  satisfactory  in  operation,  and  the  majority  of  single- 
phase  equipments  now  in  use  are  arranged  in  this  way.  In 
such  equipments  with  drum-type  controllers,  the  controllers 
are  made  with  two  drums,  and  in  changing  from  alternating 
to  direct  current,  for  instance,  the  controller  handle  is  moved 
from  the  shaft  of  the  alternating-current  drum  to  that  of  the 
direct-current  drum.  In  multiple-control  equipments,  the  cir- 
cuits from  the  master  controller  to  the  various  magnets  are 
carried  through  a  change-over  switch.  This  is  in  the  nature 
of  a  number  of  double-throw  switches  with  the  wires  from 
the  master  controller  connected  to  the  middle  points,  so  that 
with  the  change-over  switch  in  one  position  a  movement  of 
the  master  controller  operates  one  set  of  magnet  circuits  and 
closes  the  proper  switches  for  alternating-current  operation, 
while  with  the  switch  in  the  other  position  the  same  move- 
ment of  the  master  controller  operates  a  different  set  of  cir- 
cuits and  closes  the  proper  switches  for  direct-current  opera- 
tion. This  change-over  switch  is  governed  by  two  relays,  one 
connected  to  the  transformer  and  arranged  to  operate  on 
alternating  current  only,  and  the  other  connected  to  the  direct- 
current  trolley  and  arranged  to  operate  on  direct  current  only. 
With  such  an  equipment,  therefore,  if  alternating  current  is 
supplied  to  the  car.  the  change-over  switch  will  automatically 
set  itself  in  the  alternating-current  position,  or  if  direct  cur- 
rent is  applied  to  the  car,  it  will  set  itself  in  the  direct- 
current  position.  The  movement  of  the  same  master  controller 
in  exactly  the  same  way,  therefore,  closes  an  entirely  different 
set  of  switches,  according  to  the  kind  of  current  that  is  being 
used.  Thus,  in  changing  from  alternating  current  to  direct 
current,  or  vice  versa,  it  is  only  necessary  to  see  that  the 
proper  trolley  is  on  the  wire. 

On  a  basis  of  the  experience  gained  from  15  operating 
roads  in  America  and  several  abroad,  single-phase  equipments 
have  been  standardized  to  a  remarkable  extent,  considering 
the  comparatively  short  time  the  system  has  been  in  use,  and 
the  advantages  of  the  system  have  been  so  thoroughly  recog- 
nized that  at  the  present  time  no  new  railway  line  is  laid  out 
without  carefully  considering  the  advisability  of  using  the 
single-phase  system  on  it. 


June  29.  1907. 


ELECTRIC    RAILWAY    REVIEW 


Slio 


ELECTRIC    RAILWAY    ACCOUNTING.* 


BY    I.     C.    COLLINS,    SECRETARY    AND    AUDITOR,    ROCHESTER    RAILWAY 
COMPANY. 


According  to  the  programme  I  am  to  discuss  "Some 
Phases  of  Electric  Railway  Accounting,"  but  in  considering 
what  I  should  talk  about  it  seemed  to  me  that  you  would  be 
better  pleased  if  I  confine  myself  to  one  of  the  many  topics 
that  interest  the  operating  man.  And  if  I  could  bring  you 
certain  facts  relative  to  the  experience  of  the  Rochester  Rail- 
way Company,  it  would  be  not  only  more  interesting  for  you 
but  more  valuable.  I  shall  therefore  speak  to  you  this  morn- 
ing concerning  the  job-order  system,  which  is.  in  my  opinion. 
the  best  method  to  arrive  at  the  detail  of  costs. 

The  standard  system  of  accounting  makes  no  provision 
for  a  subdivision  of  the  39  operating  accounts  that  go  to 
make  up  the  operating  expenses:  consequently  it  is  left  to 
each  road  to  devise  some  method  that  will  give  to  the . 
officials  the  details  of  cost  in  their  respective  departments, 
and  at  the  same  time  give  to  the  general  manager  or  gen- 
eral superintendent  the  necessary  detail  to  keep  him  in  touch 
with  what  is  going  on.  This  is  especially  true  of  the  track, 
line  and  mechanical  departments. 

In  operating  subsidiary  accounts  the  tendency,  in  my 
opinion,  is  to  go  into  so  much  detail  that  the  system  becomes 
cumbersome,  in  which  event  it  becomes  necessary  to  analyze 
the  detail.  It  is  not  unnecessary  complication  that  each 
road  is  looking  for,  but  the  shortest  and  simplest  method 
that  will  place  the  facts  in  the  possession  of  the  various 
department  heads.  It  seems  to  me  that  the  job-order  system 
of  cost  accounting  affords  the  solution  of  the  problem. 

An   Aid   in    Preparing   Costs. 

This  system  permits  the  separation  of  the  details  of  cost 
of  the  various  operations  to  any  degree  of  fineness  which  may 
be  thought  necessary,  and  is  a  great  aid  in  preparing  costs. 
The  idea  of  preparing  unit  costs  is  daily  becoming  more  pop- 
ular with  our  department  heads,  as  it  is  of  immense  service 
in  the  making  of  new  estimates.  It  is  also  of  great  benefit 
in  making  comparisons,  for  with  this  information  the  man  in 
charge  can  quickly  tell  which  of  his  foremen  is  the  most 
competent. 

For  instance,  in  a  case  of  track  construction  at  two  or 
more  locations,  it  is  very  interesting  to  compare  the  cost  per 
foot  for  track  laying,  cost  per  cubic  yard  for  placing  concrete. 
and  so  on.  By  this  comparison  the  head  of  the  department 
can  base  on  facts  his  opinion  as  to  the  capabilities  of  his 
foremen,  the  facts  being  actual  unit  costs  for  work  done  un- 
der exactly  similar  "ondiiions. 

The  day  has  passed  when  department  heads  are  content 
to  wait  until  the  end  of  the  month  to  know,  in  their  respec- 
tive departments,  what  it  is  costing  to  operate.  For  that  rea- 
son the  job-order  system  must  be  such  that  this  information 
can  be  given  daily.  It  is  obtainable  by  the  system  used  by 
the  Rochester  Railway  Company,  and  as  we  have  received  a 
number  of  inquiries  as  to  how  we  arrive  at  our  detail  of 
costs.  I  thought  a  description  of  our  system  might  be  of  in- 
terest to  the  representatives  of  the  different  companies 
assembled  here. 

Estimate  Card. 

An  estimate  card,  on  which  is  noted  the  cost  in  detail 
of  the  proposed  work  and  the  account  to  be  charged,  is  made 
out  by  the  head  of  the  department  in  which  the  estimate  is 
prepared.  When  the  head  of  any  department  makes  an  esti- 
mate of  the  cost  of  some  particular  work  he  desires  to  do. 
the  knowledge  that  the  actual  cost  will  be  compared  with 
the  estimated  cost,  and  with  work  in  other  departments, 
serves  to  make  him  careful  to  reduce  the  cost  to  the  lowest 
possible  figure  consistenl    with  good  work. 

After  the  estimate  card  has  been  prepared  it  is  transmit- 
ted by  the  department  head  to  the  general  manager,  whose 
signature  carries  with  it  the  authority  to  proceed  with  the 
work,  and  the  approval  of  the  account  to  be  charged.  The 
general   manage  i     through   bis  approval  of  the  estimate  cards. 

is   constantly   in   touch   with   the  work  being  done,   and   the 
actual  cost  to  date. 

i    the    general   manager   tie  card     is    for. 

warded  to  the  auditor,  who  examines  and  verifies  'lie  cha 
and  then  forwards  the  card  to  the  job-order  clerk.     The  cards 
are   numbered   consecutive!}    beginning  with   No.    I.  'be 
issued  in  the  calendar  year. 

As    soon    as    the    job  order    clerk     receives     the     caul,    he 

numbers  the  job  and  places  ibe  card  on  file.     Tie-  number  is 


then  telephoned  to  the  department  making  the  estimate,  as 
well  as  to  the  storekeeper,  and  is  confirmed  as  soon  as  possible 
by  sending  typewritten  copies,  on  which  are  noted  the  num- 
ber of  the  job.  the  account  charged  and  a  description  of  the 
work,  to  the  heads  of  all  departments.  The  foremen  of  the 
different  departments,  when  necessary,  are  advised  of  the 
number,  and  instruct  their  men  to  use  it  on  their  time 
sheets,  except  in  the  track  department.  In  that  department, 
where  we  employ  a  number  of  Italian  laborers,  each  track 
foreman  makes  one  sheet  covering  the  work  of  the  men  in 
his  gang.  These  time  sheets  are  then  sent  to  the  timekeeper, 
who  posts  the  time  and  forwards  the  sheets  to  the  job-order 
clerk.  The  latter,  in  figuring  out  the  costs  of  the  various 
jobs,  also  makes  a  complete  distribution  of  the  payroll  on  a 
distribution  sheet,  the  footings  of  which  are  posted  on  the 
back  of  the  estimate  card. 

Actual    and    Estimated   Cost. 

The  job  number  is  given  on  the  requisition  under  which 
the  material  is  drawn  from  the  storeroom.  These  requisi- 
tions, when  filled,  are  assembled  dailv  by  the  storekeeper, 
and  totals  by  accounts  are  posted  on  his  distribution  sheet. 
From  this  sheet  at  the  end  of  the  month  the  auditor  gets  his 
posting  figure  for  materials  charged  to  the  different  ac- 
counts. These  requisitions  are  sent  daily  to  the  job-order 
clerk,  who  sorts  them  according  to  job  numbers,  figures  the 
cost  of  each  job  to  date,  and  posts  the  cost  to  date  on  the 
back  of  the  estimate  card.  When  the  job  is  completed  the 
actual  cost  in  detail  is  compared  with  the  estimated  cost,  and 
the  head  of  the  department  that  prepared  the  estimate  is 
given  a  copy  of  the  record  for  his  information. 

The  working  out  of  these  estimate  cards  requires  atten- 
tion to  figuring  the  cost  of  the  work,  and  at  the  same  time 
the  fact  that  an  estimate  has  been  made  out,  and  that  the 
estimate  will  be  compared  with  the  actual  cost,  is  an  incen- 
tive to  the  different  heads  to  keep  more  closely  in  touch 
with  the  progress  and  cost  of  work.  This  record  is  con- 
stantly referred  to.  and  has  proved  by  practice  to  be  a  fea- 
ture of  great  value. 

Check   on   Timekeeper   and    Storekeeper. 

The  job-order  system  also  acts  as  a  check  on  the  time- 
Keeper  and  storekeeper,  as  has  been  demonstrated  several 
times  within  our  experience.  We  have  a  system  which  we 
thought  would  not  permit  mistakes  to  be  made  by  the  time- 
keeper, but  since  adopting  the  job-order  system  we  have 
discovered  where  the  timekeeper  has  credited  too  much  time 
to  a  man.  or  the  wrong  rate,  and  the  mistake  has  passed 
unnoticed  until  the  distribution  of  detail  costs  has  been  made 
up.  The  same  is  true  of  the  storekeeper,  so  while  our  real 
object  is  to  make  a  complete  analysis  of  each  account,  we 
are  also  making  a  very  careful  audit  of  both  the  timekeeper 
and  the  storekeeper. 

Another  highly  important  advantage  is  that  the  miscel- 
laneous charge  is  brought  down  to  a  minimum.  This  charge, 
under  other  methods  that  we  have  used,  is  often  of  such 
dimensions  as  to  cause  remark,  but  apparently  it  could  not 
be  lessened:  but  under  the  present  system,  with  the  various 
items  admirably  separated,  the  charge  is  always  so  small 
as  to  be  passed  over  by  the  most  exacting  official  without 
comment.  The  system  also  provides  order  in  procedure. 
Before  it  was  put  into  effect  work  was  done  and  charged  to 
its  proper  account  before  the  exact  amount  involved  was 
known.  The  bad  effects  of  this  plan  are  evident,  and  are 
avoided  by  the  thorough  method  that  is  an  essential  part  of 
the   job-order  system. 

Summary  of  the  Advantages. 
A  summary  of  the  advantages  of  the  system  may  lie  of 
interest.  It  provides  for  a  fine  subdivision  of  the  operating 
accounts,  and  enables  the  general  manager  to  keep  constantly 
iii  touch  with  everything  that  is  going  on.  II  aids  in  prepar- 
ing linii  costs,  and  permits  comparisons  to  determine  the 
relative  efficiency  of  foremen,  it  gives  the  detail  of  the  cost 
of  operation  from  day  to  day,  and  enables  the  general  man 
ager  to  see  al  a  glance  the  variation  from  year  to  year  in 
such  cost.  It  tends  to  increase  carefulness  in  the  preparation 
of  estimates,  and.  through  comparison  of  th<    estimate  with 

the    actual    cost,    assists    the   official    making    il stiniate    i., 

avoid  errors  that   lead  to  estimates  thai   are  too  low  or  too 
high,    it  affords  an  incentive  in  heads  <>f  departments  to 
very  closely  in  touch  with  tie-  progress  of  work,  and  requires 
older  in  procedure,  with  the  additional  advantages  of  reduc- 
tion   of   miscellaneous   dungings    and    a    thorough    check   upon 

the  timekeeper  ami  storekeeper. 


•Papi  'i    it  tie-  annual  meeting  ol   the  Stn 

latton  ■•!"  the  Stat    of  New  S"ork,  Jan.'  2S-26,  fUo: 


It   is  reported  from   London  that   an  a  I   has  been 

reached  by  the  underground  ami  other  electric  railways  for 

an    ad    an©     In    fares   to  lake  effecl    < . r i   July    1. 


866 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  26. 


NEW   WRECKING   TOOL  CAR    AT  OAKLAND,  CAL. 


There  recently  has  been  completed  in  the  Key  Route 
shops  at  Oakland,  Cal.,  a  very  complete  wrecking  tool  car. 
This  equipment  is  similar  to  the  tool  cars  which  were  built 
by  the  Brooklyn  Rapid  Transit  Company  some  two  years  ago 
for  use  on  its  elevated  lines.  The  complement  of  tools  which 
is  carried  on  the  new  car  is  probably  the  most  complete  to 
be  found  outside  of  steam  railroad  practice.  It  is  necessary 
to  carry  a  sufficiently  diversified  equipment  to  provide  for 
accident  work  on  the  city  system  of  the  Oakland  Traction 
Company  and  the  high-speed  interurban  system  of  the  San 
Francisco  Oakland  &  San  Jose  Railway  Company  (Key  Route). 
This  latter  company  has  a  double-tracked  pier  extending  three 
miles  into  the  bay  to  its  ferry  terminal,  and  therefore  life 
preservers  and  tools  for  repairing  the  piers  also  are  necessary 
in  the  car's  equipment. 

The  new  tool  car  comprises  a  30-foot  body,  S  feet  wide 
and  S  feet  high,  mounted  on  a  floor  structure  46  feet  long  over 
buffers.  The  electrical  equipment  comprises  two  G.E.-66 
motors   with    multiple-unit   control.     The   car   is   mounted   on 


interior  and  exterior  lights  on  the  cars  are  wired  with  separate 
circuits.  The  classification  lamps  and  tail  lamps  are  so  wired 
that  they  always  show  red  behind  and  white  in  front  and  on 
the  sides  and  front  end.  To  provide  additional  storage  capac- 
ity for  tools,  boxes,  as  shown  in  the  engraving,  are  built  under 
the  floor  of  the  car.  There  is  a  master  key  for  these  boxes 
which  is  fastened  to  a  large  brass  tag  and  hung  in  a  special 
[dace  inside  the  car.  Whenever  the  car  is  taken  out  in  times 
of  trouble  it  is  the  first  duty  of  the  motorman  to  unlock  all 
these  boxes  and  it  also  is  his  duty  to  see  that  they  are  locked 
again  before  the  car  starts  on  its  return  trip.  The  master 
mechanic  carries  duplicate  keys  for  the  car  doors  and  lockers. 

The  tools  and  all  the  supplies  carried  in  the  car  are 
painted  green  and  red  and  are  also  marked  with  the  number 
of  the  bin  where  they  belong.  A  complete  list  of  the  material 
in  each  bin  or  box  is  posted  on  the  box,  and  it  is  expected 
that  these  materials  and  the  list  shall  agree  at  all  times. 
Swinging  brackets  are  mounted  on  the  door  frames,  so  that 
heavy  tools,  such  as  bridge  jacks,  can  easily  be  lowered  and 
raised  between   the  car  floor  and  the  roadbed. 

As  earlier  stated,  the  tools  and  equipment  of  this  car  are 


Oakland    Wrecking    Cai — View    of    Car,    Showing    Skids    Placed    for   Lowering   Emergency  Trucks. 


high-speed  interurban  trucks  provided  with  a  complete  air 
brake  equipment.  Gould  radial  couplers  and  steel-tired  wheels 
are  used.  From  the  illustrations  it  will  be  noted  that  the 
body  of  the  car  is  shorter  than  the  floor  structure  and  that  a 
platform  at  one  end  3  feet  6  inches  long  is  left  for  convenience 
in  getting  in  and  out  of  the  car.  The  platform  at  the  other  end 
of  the  car  is  12  feet  long  and  provided  with  rails  supporting  a 
truck  which  may  be  lowered  on  portable  skids  to  the  track  on 
which  the  wrecking  car  stands.  An  interesting  detail  is  the 
provision  made  for  varying  the  height  of  the  rigid  bolster  of 
this  spare  truck  to  suit  the  several  wheel  sizes  used  on  dif- 
ferent cars  of  the  system.  The  extra  truck  has  no  springs  and 
the  bolster  is  held  in  the  truck  frame  by  means  of  two  iron 
pins.  These  pins  pass  through  the  plates  of  the  truck  frame 
and  through  the  bolster.  There  are  three  sets  of  holes  pro- 
vided at  varying  heights  in  the  plates,  so  that  by  moving  the 
pins  the  truck  and  bolster  may  be  adapted  for  use  under  cars 
having  30,  33  or  36  inch  wheels.  The  total  weight  of  the  car 
and  equipment  is  70,000  pounds. 

The  interior  of  the  car  below  the  rails  is  painted  a  medium 
green  and  above  the  rails  a  lighter  green  similar  to  the  shades 
used  in  locomotive  cabs.  The  floor  is  oiled  and  the  side 
sheathing  inside  is  beaded  and  placed  horizontally.  The  back 
platform  is  protected  by  a  pipe  railing  with  an  opening  op- 
posite the  door.  All  windows  are  provided  with  heavy  grat- 
ings  and    shutters    which   can    be   bolted   from    within.     The 


especially  complete,  and  it  is  thought  that  a  list  giving  the 
number  of  pieces  and  their  characteristics  will  be  of  interest: 

Equipment  on   Wrecking  Tool   Car. 
Rope   and    Tackle    (Manilla). 


No.  In.  D. 
1         3 


No. 


1% 

1 

1  . 
% 
% 

1% 


Feet 
50. 
300. 
300. 
250. 


Link   in   one    end.     Vulcan   hook   in   other. 

One  double  and   one   triple   block. 

One  double   and   one   triple  block. 

Two   double    blocks. 

850 Two   double    blocks. 

100 

185.... Sling   for   turning   over    cars. 
30.... Link   in  one   end.     Vulcan   hook   in   other. 


Lashings   (Manilla   Rope). 

(Ends   marked.     To   be   neatly   coiled   and   hung   on   hooks.) 
In.  D.      Feet.  No.     In.  D. 


?et. 

No. 

InD. 

Feet. 

20 

2 

1 

20 

30 

<> 

1 

30 

50 

2 

1 

56 

10 

2  %  10  2  a 

2  %  20  2  a 

2  %  30  2  a, 

2  %  10  2  1 

Steel    Hoisting    Cable. 
No.  In.  D.    Feet. 

1        1  60 Link  in  one  end,  1-inch  steel.     Other  end  10  feet 

of   %-inch   chain  with  square  grab   hook. 
1         1  30. . .  .Link  in  one  end.  1-inch  steel.   Vulcan  hook  in  other. 


Slings. 

No 

In.  D. 

Feet. 

No. 

In.  D.  Feet. 

2 

2% 

12.. 

.  .Manilla. 

2 

%         12.. 

.Steel   cable 

1 

1% 

6.. 

.  .Manilla. 

•1 

1               3.. 

.Manilla. 

1 

1% 

12.. 

.  .Manilla. 

2 

1           1.5.. 

.Manilla. 

1 

1 

6. . 

.  .Manilla. 

1 

small  steel 

for  armaturt 

1 

1 

12.  . 

.  .Manilla. 

June  29,  1907. 


ELECTRIC 


No.  Inch.     Feet. 
11  20 


10 


Blocks  (Snatch,   Extra   Heavy,   Iron.) 
2  for  3-in.  rope;    1  for  114-in.  rope;   3  for  1-in.  rope;   2  for  1%-in.  by  16. 

Chain. 

BB . . . . Round   link,    l?i    by    4,    one    end    square, 
grab  hook  on  other. 
BBB. .    .Round  link  and  square  grab  hook  one  end. 
Round  link  and  Vulcan  hook  on  other, 
BBB Round  link  and  Vulcan  hook. 

Car Link  and  114-inch    square  grab  hook. 

BBB Link  and  Vulcan  hook. 

BBB  ....  Link  and  square  grab  hook. 
BBB.... Link  and  Vulcan  hook. 
BBB.... Link  and  Vulcan  hook. 

Log. ..  .Link.    114  by  4  square  grab  hook. 

Log.... Link,  1%  by  4  square  grab  hook. 

Log Link,   Hi  by  4  square  grab  hook. 

BBB Link,  1%  by  4,  Vulcan  hook. 

BBB Link,  1%  by  4,  Vulcan  hook. 

BBB.... Link.   1%  by  4,   square  grab  hook. 
BBB Link,  114  by  4,  square  grab  hook. 

Log ....  Ring  and  square  grab  hook. 

Log.... Ring  and  square  grab  hook. 


5 
16 
20 
15 
10 

5 
16 
10 


10 
15 
20 
16 
10 


vw 

^Y    REVIEW 

12 

3x12 

2 

12 

lx  6 

0 

12 

y2x  « 

1 

12 

lx  6 

1 

12 

%x  •; 

1 

12 

2x  6 

1 

1  lot  assorted   wedges  and   shims. 
14  bundle  cedar  shingles  for  shims. 

Jacks, 

No. 

2  30-ton     Watson     &     Stillman 

crown  and  toe  hydraulic. 
4  15-ton    Barrett. 
2  10-ton    Barrett. 

1  No.  8  Barrett  car  box. 

2  24-inch  screw,  with  bar. 
2  18-inch  screw,  with  bar. 
2  12-inch  screw,  with  bar. 


867 


0 

2x12 

1.5  ■  lak  wedges 

s 

2x12 

L2 

" 

1x12 

L2 

2 

lx  6 

12 

•; 

2x  4 

10 

Etc. 

No. 

2     8-inch  screw,   with  bar. 

1  14-ton  differential  chain  block. 

2  Pearson    replacing    jacks.    24- 

inch. 

2  Pearson  pulling  jacks,   1 

1  Burgess  rail  anchor. 
-  rail    clamps. 


No. 

4  small   Tilden   replacers. 


4  large 
frogs. 


Alexander       wrecking 


Replacers. 

No. 

1  push  pole. 


pieces 
pieces 


slot 
slot 


rail, 

rail, 


LO-foot. 

16-foot. 


Oakland   Wrecking   Car — Plan   and    Elevation   Showing   Arrangement  of  Bins  for  Storage  and  Open   Platform  for  Extra  Trucks. 


2 

% 

5 

Log. 

1 

% 

5 

BBB. 

1 

% 

10 

BBB. 

1 

% 

15 

BBB. 

2 

14 

12 

Log. 

1 

% 

10 

Log. 

1 

% 

10 

Log. 

2 

% 

o 

Log. 

} 

% 

12  50 

•lb.  log . 

Ring  and  square  grab  hook. 
..King  and  Vulcan  hook. 
..Ring  and  Vulcan  hook. 
..Ring  and  Vulcan  hook. 

Complete  with  hooks,  etc. 
..Ring   and   square    grab    hook. 
..Ring  and  Vulcan  hook. 
..Ring   and   square   grab    hook. 
..Complete  with  hooks,  etc. 
(All  hooks  and   rings  per  standard   blueprint.) 
ises  for  each  size  chain. 
2  •old-shuts. 
2  bulge  links. 

1  double  grab  hook  fqr  each  size  chain  and  links. 

2  S-hooks,  2-inch  Iron. 

1  18-inch  link,  3-inch  diameter,  134-inch  iron  stock. 
1  24-inch  link,  3-inch  diameter,  1%-inch  Iron  stock. 
1  30-inch  link,  3-inch  diameter,  114-inch  Iron  stoi  I 

1  3-link  coupling,   114-Inch  stock. 
-'  S-hooks,  1%-lnch  steel. 

2  S-hooks,  l'/i-inch  steel. 
2  S-hooks,  1  -Inch  steel. 
2  S-hooks,     %-inch  steel. 

Blocking 
Feet. 
S  Built  ■  1 1  > 
4    Built    up 
3 
3 


No. 

10 

12 

24 

12 

12 


Inches. 

6x  6 
4x  6 
2x  6 


2  Brooklyn    replacing   frogs. 
2  wrecking  inclines,   3   feel    Ion 

by  S  inches. 
2  wrecking  inclines,    I  feet  Ions 
1  steel  plate,   •"»  by  12  inch  by 

ti  .-I 


(Pine). 

1 

1 

No.     Inches. 

Feet. 

•> 

20 

1 

2 

12           4x  6 

1 

a 

12         10x10 

3   Built  up 

2 

12           5x12 

2   Jack  footings 

1 

10           lx  6 

1  Oak  wedges 

NO. 

I  2S-imli    hand    saw. 

1  28-inch    rip  saw. 

2  1%-ineh   claw   hammers. 
1   12-inch    ratchet    brace,     S 

14,     :,.    %   and   1   inch   hi  Is 
i   i -ineii  hand  auger. 
i     '..    nch   hand   auger 
l  2-in   h   hand   auger. 
i    l  by  6  hickory  mallet. 

Track 
No. 

1  414-inch  railroad  adz. 

2  5-foot  clawbars  with'  heels. 
5-foot  chisel  bar. 
3-fool    chisel  bar. 
5-foot  lining  bars. 
tamping  bars. 
track  chisels, 
mill   brooms. 

I  tail-,       bailee      and      eoiilbllH 

level  hoard. 


L  drawbar    (pipe),    LO-fool 
1  drawbar.    Hal,    .",    foot. 
1   drawbar,    flat,    2-foot. 

1  drawbar,    flat,   1-foot. 

2  largo    coupling   pins. 
4  small   coupling   pins. 

Carpenter    Tools. 
No. 

1  sockel    paring   chisels,    i .    i '  t , 
i  'L.  and  2  Inch. 

2  4-inch  br I    hatchets. 

34,       i  12-inch  draw  knife. 

2  4-inch  axes. 

1    1X-2I    steel   s.inare. 

I  514  'i' ■  lb  cross  ''hi 

saws,  extra  heavy  hand! 


Tools   and 

N- 


Supplies. 


2  12-inch   hack-saw   frame 

24  12-lnch   hai  i    saw   blades, 

i  i  i  fool    i  rack   lever, 

50  pounds     9-16     bj       ■'  ■     I  racl 

Spikes. 

50  i  rack  bolts  tor  70  pound  rail 
!  pairs    angle     platei 

I el    rail 

I     8-pound  sl<  dge, 
i   mi  pound    ledge. 


868 

1  100-foot  chalk  line. 

1  50-foot  linen  tape  line 

2  spike   mauls. 
4  railroad  picks. 
4    D -handle  shovels. 
1  long  handle  shovel. 
1  spade. 
1  cant-hook. 


No. 

Coes   steel-handled   wrenches 
1 8  for  tool  boxes  | 
2     6-inch. 
9     8-inch. 

1  10-inch. 

2  12-inch. 
1  18-inch. 
1  24-inch. 

1  12-inch  Trimo  pipe  wrench. 
1  lS-inch  Trimo  pipe  wrench. 
1  24-inch  Trimo  pipe  wrench. 
1  36-inch  Trimo  pipe  wrench. 
1  large  alligator  pipe  wrench. 
1  lot  special  motor  wrenches. 
1  socket    wrench    for    lag    bolts 

on  pier. 
6  2 '--inch    ball-peen    hammers 

(4  for  tool  boxes). 
1  4U-ineh  snips. 
]    \-inch   capacity   36-inch   bolt 

clipper. 
4  8-inch  pliers. 

Overhead    Tools 

No. 

2  come-alongs. 

1    =4 -inch  block  and   tackle,   150- 
foot  rope. 
1  Clayton   &   Lambert  blow  pot. 
1  soldering  iron. 

1  iron  solder  pot  and  ladle. 

2  pounds  solder. 

2  pairs  rubber  gloves. 

1  bottle  Yeager's  soldering  salts. 

1  portable  telephone. 

1  200-foot  4-0  grooved  trolley. 

1    200-foot  2-0  round  trolley. 

1   2011-foot  5-16-inch  span  wire. 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  No.  26. 


1  14 -pound  sledge. 

1  16-pound  sledge. 

2  12-pound  sledges. 

1  3-foot  4-inch  pinch-bar. 

1  4-foot  pinch-bar. 

1  4-foot  6-inch  pinch-bar. 

1  5-foot  pinch-bar. 

1  5-foot  6-inch  pinch-bar, 

Machinists 

'   Tools. 

No. 

renches 

1     8-inch  gas  pliers. 

1  10-inch  gas  pliers. 

1  14-inch  gas  pliers. 

1  5-inch  screw  driver. 

1  6-inch  screw  driver. 

1  8-inch   screw  driver. 

1  10-inch  screw   driver. 

1  1- 


1  extra  large  screw  driver. 

10  assorted  cold  chisels. 

6  assorted   drift  pins. 

8  assorted   files.    14-inch. 


4™   to  2  Trimo  pipe  cutter, 
set  ii  to  1  Little  Giant  stock 

and  dies. 
6-inch  Prentiss  machine  vise. 
10  by  14  inch  maple  hand  tool 

boxes. 
Post  drill  and  drills,  U,  %.  %. 

"..  54,   %  and  1  inch, 
small  forge. 
small  anvil  and  tools. 


and    Supplies. 

No. 

1  200-foot     4-0      feeder     copper 

•  able. 
4  4-0  splicing  sleeves. 
4  1-0  splicing  sleeves. 
4   2-0  splicing  sleeves. 
6  4-0    clamp    ears,    caps,    cones 

and  hangers. 

0  l-o  ears. 

1  500-foot  No.  6  wire,  insulated. 
1  500-foot  No.  14  wire,  insulated. 
1  30-foot  extension  ladder. 

1  12-foot  ladder. 


Appliances- 
Nii. 

2  6-inch  iron  roller  dollies. 
4  3  "4  by  15  inch  steel  rollers. 
4  1  by  IS  inch  iron  pipe  rollers. 
4  lhi  by  24  inch  iron  pipe  rollers. 
4   2  by  24  inch  iron  pipe  rollers. 
6  2  by  36  inch  iron  pipe  rollers. 
1   wheel  gauge. 
4  3 -foot  steel  gads. 
1  heavy  switch  iron,  5  feet  long. 

1  of  each   kind  switch  key  with 

large  tag. 
4  3-gallon     Stempel    fire 
guishers. 

2  fire  axes. 
::  galvanized      iron     pails 

rope  attached  to  bail, 
malleable  iron  torches. 
torpedoes. 

wall   match  box   and  matches 
white    railway    lanterns, 
red    railway   lanterns. 


■Miscellaneous. 
No. 

2  green   railway   lanterns. 
2  lilue  railway  lanterns. 
4  Dietz   inspector's   lanterns. 
2  white   lantern    globes,    extra. 
2  red    lantern   globes,    extra. 
1  green   lantern  globe,   extra. 
4  red  signal  flags,  with  spike  in 
stick. 


flags  with   spike 
flags   with   spike 


extin- 


with 


Parts    and 


No.     65 


ami 


and 


X... 

1  M.     C.     B.     coupler, 

knuckle. 

2  pins  for  same. 
1  air  hose  and  cock   (brake). 
1  air  hose  and  cock  (signal). 

1  lut  king  pins,   assorted. 

2  hanks   trolley  rope. 
1  trolley     wheel,     spindle 

washer. 
1   16-foot       trolley       pole 

wheel. 
1  ball  heavy  twine. 
1  lot  marlin. 

1  lot   car  fuses,   assorted. 
12  headlight  carbons. 
1  lot    motor    brushes,    assorted. 
6  incandescent        lamps        and 

adapters. 
1  bar   %-inch   round   iron. 
1  bar    %-inch   round    iron. 
1  bar    %-inch   round    iron. 
1  bar     1-inch    round    iron. 
1  bar    I4x4-inch   6-foot  iron. 
1  bar   %x3-inch   6-foot  iron. 
1  bar    J/ixS-inch   6-foot   iron. 
1  bar    Hx2-inch   6-foot    iron. 
■4  rolls  acme  tape. 


2  green    signal 
in    stick. 

2  white    signal 
in  stick. 

4  light  clusters,  32-candlepower, 
on    poles,    waterproof. 

4  extension  lamps  with  water- 
proof cord. 

1  100-foot  No.  1  R.  C.  wire,  with 
pole,  to  carry  current  to  de- 
railed  car. 

1  life  ring  buoy. 

1  log  book. 

Supplies. 

No. 

1  each,    spare    journal    brasses. 

Class   I.    M.    C.    B.    23,    23B, 
20.    Taylor. 

2  large    malleable    iron    squirt- 

cans   (machine  oil). 
2  tallow   pots   (car  oil). 
6  sheets   sandpaper,    coarse. 
6  sheets  sandpaper,  fine. 
6  sheets  emery  cloth,  coarse. 
6  sheets   emery  cloth,   fine. 
10  pounds  cotton  waste   (in   iron 

can    with    lid). 
10  pounds    wool    waste    (in    iron 

can   with   lid). 
10  pounds    clean    rags    (in    iron 

can  with  lid). 
1  1-gallon   can   kerosene. 
1  1-gallon   can   signal  oil. 
1  1-gallon  can  XX  special  oil. 
1  1-gallon      can      Eldorado      or 

other   engine   oil. 
1  1-gallon  can  car  oil. 
1  1-gallon  can  gasoline. 
1  1-gallon   pail,    with   lid,    track 

oil  and  brush. 
1  1-gallon    pail,    with    lid,    gear 

grease  and   paddle. 


gallon    pail,    with    lid, 
grease  and   paddle. 

1  packing  hook. 

1  packing  knife. 


cup 


4  rolls  black   tape. 
12  2-way  connectors. 
l  sponge. 
1  3-gallon   sprinkling  can   filled 

with  sand. 
1  special    truck    with   adjustable   center   and    side    bearings    to    fit 
every  type  of  car  body  on  S.  F.  O.  &  S.  J.  By.  and  O.  T.  Co. 
lines.     Suitable  means  for  loading  and  unloading  same. 
Assortment    of    following:     Lag    screws    and    boat    spikes,    machine 
bolts,    screws,    cotter  keys,    wire   nails    (60.    40,    20,    10,    S),    brake 
pins,  drift  bolts. 

Emergency   Supplies. 


No. 
6  rolls   3-inch   by   S   yards. 

1  bottle    collodion    with    brush. 

Directions  on  all  bottles — 
10  oz.    tincture   arnica. 
4  oz.  paregoric. 

2  oz.  chloroform. 
8  oz.  camphor. 

4  oz.  peppermint. 
4  oz.  aromatic    spirits    of    am- 
monia. 
8  oz.  whisky. 
10  oz.  witch  hazel. 

2  oz.  vaseline. 
10  oz.  liniment    (%    aconite   and 

%   chloroform). 
10  oz.  liniment    (U    aconite.     ]4 
chloroform,  %  sweet  oil). 
10  oz.  carron   oil. 
8  oz.  castor  oil. 
listerine. 
laudanum, 
hartshorne. 
salt, 
sugar. 
1  oz.  powdered  alum. 
1  oz.  iodoform. 
1  oz.   bicarbonate   sodium. 
1  oz.  chloride    mercury    tablets. 
1  framed   copy   of    "Emergency 
Instructions." 


V     nZ. 

4  OZ. 

2  oz. 

5  oz. 
S  oz. 


Nil 
2  canvas   stretchers. 
2  wool     blankets     (wrapped     in 
stout  paper). 

1  rubber    blanket    (wrapped    in 

stout  paper). 

2  small    enamel    bowls. 
2  medicine    glasses. 

1  4-ounce  graduate. 

2  tablespoons. 
2  dessertspoons. 
2  teaspoons. 
1  pair  straight   scissors. 

1  pair   curved    scissors. 
12  assorted    ligatures. 

2  packages   safety  pins. 
1  package  common  pins. 

1  pair   dressing   forceps. 

2  rubber  tourniquets. 
6  small  towels. 
6  first   aid   packages. 

1  roll   iodoform  gauze. 
6  small   rolls   absorbent    cotton. 

2  large    rolls    absorbent    cotton. 

ZO   adhesive 'plaster — 
1  roll   %-inch. 
1  roll    s4-ineh. 
1  roll    1-inch. 
1   roll    2-inch. 

Cotton  gauze   bandages — 
12  rolls   34    by   1   yard. 
6  rolls  2\t>   by  5  yards. 

The  car  contains  a  very  complete  emergency  cabinet.  A 
list  of  the  contents  of  this  cabinet  is  given  later.  A  large 
card  of  instructions,  posted  near  by,  explains  the  uses  of  the 
first  aid  packages  contained  in  the  cabinet.  These  instruc- 
tions follow: 

Emergency    Instructions    and    Contents    of    First    Aid    Package. 

(Original  card,  16  by  13  inches.) 

For  wounds  on  any  part  of  the  body: 

Gauze. — For  large  wounds. 

Cotton. — To  cover  over  on  top  of  gauze. 

Rubber  Band  (Tourniquet). — To  fasten  around  a  limb  or  around 
the  head  to  stop  hemorrhage,   particularly  in  case  of  crushed  limb. 

Adhesive  Plaster. — To  hold  dressings,  but  never  to  be  applied 
to  an  open  wound. 

Cotton  Bandages. — To  be  used  over  first  dressings  where  there 
is  much  bleeding. 

Gauze  Bandages. — To  fasten  splints  in  place  and  to  support 
light  dressings  where  there  is  no  hemorrhage. 

Safety  Pins. — To  fasten  bandages,   etc. 

First. — Don't  give  a  drink  of  whisky. 

Second. — Don't  pour  ice  or  very  cold  water  on  wounds. 

Third. — If  the  person  is  suffering  from  "shock."  that  is.  pale, 
with  pinched  expression  of  face,  drooping  eyelids  and  cold  surface 
of  body,  with  feeble  pulse,  give  spoonfuls  of  hot  tea  or  coffee;  if 
this  cannot  be  had.  teaspoonful  of  whisky  or  some  other  alcoholic 
stimulant,  in  a  tablespoonful  of  hot  water,  every  ten  minutes,  until 
five  or  six  doses  have  been  taken.  Wrap  in  a  warm  blanket  and  put 
hot  water  bottles  or  heated  bricks  about  the  body. 

Fourth. — The  patient  should  be  placed  on  his  back,  with  head 
low.  and  this  position  should  be  continued  in  transporting. 

Fifth.— -"Remove  the  clothing  from  the  wounded  part  by  cutting 
it  away.  Do  not  attempt  to  tear  or  draw  clothing  off.  as  this  may 
further  injure  the  wounded  part.  Always  see  the  wound  and  know 
by  your  eye  just  what  the  nature  of  it  is. 

Sixth. — If  a  limb  is  crushed  or  torn,  apply  over  the  wound  a 
thick  pad  gauze,  then  a  large  covering  or  pad  of  cotton,  fastened 
with  several  turns  of  the  bandages,  handkerchief,  or  an  elastic 
suspender. 

Seventh. — Hemorrhage.  This  follows  shock  and  is  very  rarely 
severe  unless  reaction  takes  place.  Too  much  stimulation  in- 
creases hemorrhage,  and  for  this  reason  it  is  best  to  give  only 
a  little  stimulant,  well  warmed,  and  repeat  the  dose  if  reaction 
is  delayed.  Bleeding  is  of  two  kinds:  First,  arterial,  when  the 
blood  comes  out  bright  and  red  in  spurts;  second,  venous,  when 
the  blood  is  dark  and  flows  in  an  even  stream.  Avoid  trying  to 
stop  bleeding  by  twisting  cords  or  handkerchiefs  around  limbs 
with  sticks.  When  the  wound  is  large  and  blood  comes  out  in 
spurts,  apply  the  rubber  band  tightly  just  above  the  wound,  pre- 
viously raising  the  wounded  member  or  part,  especially  if  it  be  a 
limb.  Be  careful  to  put  the  band  on  uninjured  flesh  (if  the 
limb  be  crushed),  and  about  three  inches  above  the  crushed 
tissues,  else  it  will  slip  down  and  increase  the  hemorrhage.  Be 
careful  to  see  that  the  band  be  firmly  hooked  and  fixed  before 
leaving    it.         Small     wounds,     even     though     the    hemorrhage    be 


June  29.  1907. 


ELECTRIC    RAILWAY    REVIEW 


868 


arterial,  require  only  a  firm  compress  of  the  sublimated  gauze, 
placed  immediately  over  the  wound  and  bandaged  tightly  in 
place  with  one  of  the  muslin  bandages.  It  is  best  after  this  to 
bandage  firmly  from  the  extremity  of  the  hand  or  foot  upward 
to  beyond  the  wound  with  muslin  bandages.  Venous  bleeding, 
which  occurs  when  the  wound  is  shallow  (does  not  go  deeper  than 
the  skin),  as  a  rule,  requires  firm  pressure  over  the  wound  and 
especially  below  it.  If  the  wound  be  quite  small,  put  a  pad  of 
styptic  cotton  into  it  and  over  it  and  bandage  tightly  in  place 
and  then  apply  a  bandage  from  below  upward.  If  only  the  scalp 
is  involved,  it  may  also  be  controlled  by  drawing  a  rubber  band 
around  the  head,  encircling  it  just  above  the  eyebrows.  This  is 
very  painful,  however,  and  unless  the  bleeding  is  severe,  it  may 
be  controlled  by  bringing  the  wounded  or  torn  surface  together 
and  applying  along  the  wound  a  thick  layer  of  styptic  cotton,  and 
over  this  another  layer  of  absorbent  cotton  and  a  tight  muslin 
bandage.  It  is  well  to  pass  the  bandage  under  the  chin  if  the 
wound  be  on  top  of  the  head,  as  this  holds  it  firmer  and  tighter. 

Eighth. — After  hemorrhage  has  been  controlled  apply  gauze 
next  to  the  open  wound  always,  and  never  let  an  open  wound 
remain    uncovered    lunger    than    is    absolutely   necessary    to    control 


Oakland    Wrecking    Car — Interior,    Showing    Very    Complete    Equip- 
ment of  Tools. 

the  hemorrhage;  but.  remember,  a  soiled  or  dirty  covering  is 
worse   than   none  at  all. 

Ninth. — If  a  leg  or  arm  is  broken,  straighten  it  gently  and  lay 
on  a  pillow,  then  tie  the  pillow  up  with  several  strips  of  muslin. 
bandage  or  splints  found  in  the  stretcher.  Laths  or  barrel  staves 
padded  with  some  soft  material  may  he  used  for  this  purpose. 
This  should  be  done  before  the  injured  person  is  moved  any 
■disttu 

Tenth. — Compound  fractures  are  fractures  accompanied  by  a 
wound  of  the  soft  tissues  at  the  point  of  fracture,  so  that  the  bone 
is  exposed  to  the  air.  In  these  cases  treat  hemorrhage  and  the 
wound  according  to  the  foregoing  rules  and  then  apply  the  splints. 
If    tin-    hones    project    beyond    the    skin,     t)  them 

■back  Into  place  by  pulling  the  extremity  in  the  direction  of  the 
displacement  until  the  ends  of  the  fragments  are  quite  free  from 
over-riding.  Remember  to  always  cover  these  wounds  with  the 
■sublimate    gauze    and    bandage. 

Eleventh. —  Burns.     Carefully    remove    the    clothing    by    cutting 

it  off,   if  the  part  be  clothed,  and  apply  Immediately   thr r  four 

thicknesses  of  the  Bublimate  gauze  (dry  or  wet.  in  warm  water 
in  wi.  I    blespoonful  of  bicarbonate  of  s<..Ij   to  the  quart  has 

been   dissolved),     As   a   rule   never  attempt   to   clean    burns    imme- 
diately   after    they    occur,     ''over    the    wounded    part     immediately, 
as  directed   above,    and   leave   the   cleansing   to   the   Burgeon 
ward.      Extensive    burns   are    attended    with    great  I    rule, 

and  require  free  stimulation.  As  hums  are  rarely  followed  by 
hemorrhage,   stimulants   may   be    and   si  yiven   in   consid- 

erable  quantities. 

Twelfth. — position    in    which    a    person    should    be    placed    after 


injury.  Injuries  to  the  lead  require  that  the  head  be  raised 
higher  than  the  level  of  the  body.  In  all  cases,  if  practicable 
lay  the  patient  on  his  back,  with  the  limbs  stretched  out  in  their 
natural  positions;  loosen  the  collar  and  waistbands,  and.  unless 
the  head  be  injured,  remember  to  have  the  head  on  the  - 
level  as  the  body;  do  not  holster  it  up  with  anything. 

Thirteenth. — T,.  place  a  person  on  a  stretcher  to  carry  him 
Three  persons  are  necessary  to  do  this— two  to  act  as  bearers  of 
the  stretcher  and  one  to  attend  to  the  injured  part.  Place  the 
stretcher  at  the  head  of  the  patient  on  a  line  with  the  body, 
the    foot    ot    the    stretcher    being   nearest    the   patient's    head 

r  kneels  on  each  side  of  the  patient  and  joins  hands  under- 
neath his  hips  and  shoulders  with  the  bearer  on  the  opposite  side. 
The  third  man  attends  to  the  wounded  limb,  or  looks  after  any 
bandages  or  splints  that  may  have  been  applied.  The  hearers 
then  rise  to  their  feet,  raising  the  patient  in  a  horizontal  posil 
and,  hy  a  series  of  side  steps,  bring  the  patient  over  the  stretcher. 
He  is  then  lowered  gently  on  it  and  made  as  comfortable  as 
possible.  One  bearer  starts  with  the  left  foot  and  the  other  with 
his  right:   should    they  keep  step   the  stretcher  would   roll   badly. 

In  all  cases  of  accident  notify  the  claim  department  promptly, 
and  also  notify  the  head  of  the  department  in  which  the  accident 
occurs. 

SAX     FRANCISCO     OAKLAND     &     SAX     JOSE     RAILW  vV     and 
OAKLAND   TRACTION   COMPANY. 

J.  Q.  Brown.  Assistant  General  Manager  and  Engineer. 

We  acknowledge  our  indebtedness  for  the  description  of 

this    car    to    its    designer.    J.    Q.     Brown,     assistant   general 

manager  and   engineer  Oakland   Traction   Company   and   San 

Francisco  Oakland  &   San  Jose  Railway. 


EMPLOYES'    BENEFIT   ASSOCIATION    IN    MONTREAL. 

The  fourth  annual  report  of  the  Montreal  Street  Railway 
Mutual  Benefit  Association  has  been  issued.  An  abstract 
of  the  statement  of  Duncan  McDonald,  the  president,  follows: 

The  following  is  a  summary  of  the  relief  work  done  dur- 
ing the  year: 

1906-7. 
Number  of  members  disabled  through  sickness  or  injury.-  72S 

Number  of  visits  made  by  physicians  to  disabled  members.        1,801 
Number   of    consultations    given    by    physicians    to    disabled 

members      7  578 

Number    of    prescriptions    issued 6.43.: 

Amount  paid  for  sickness  and  injury J9.737.00 

Amount  paid    for  medicine 1,804.73 

Amount   paid    for   pensions 30.50 

Amount  paid  for  death  and  burial  insurance £,016.69 

The  membership  of  the  association  now  includes  prac- 
tically all  the  employes  who  are  eligible  for  membership. 

It  will  prove  of  interest  to  the  members  to  know  that 
the  amount  of  $53,911.75  has  been  paid  out  in  benefits,  since 
the  organization  of  the  association,  divided  as  follows: 

For  sickness    and    injury    $27,732.76 

For  medicine     4,483.32 

For  pensions     245.."." 

For  deaths    and    burials    15,8 

For  medical    attendance     5.615.81 

Total     $53,911.75 

Owing  to  the  long  and  very  severe  winter  of  the  past 
year  much  sickness  was  prevalent  among  the  members,  and 
in  consequence  a  very  large  amount  was  paid  out  in  sick 
benefits;  in  fact,  this  item  alone  has  taken  up  practically 
all  the  fees  and  dues  paid  in  by  the  members  during  the 
year. 

The  third  annual  picnic,  under  the  auspices  of  the  asso- 
ciation, was  held  at  Dominion  park  in  August,  and  lasted 
for  a  period  of  seven  days,  and  your  committee  is  pleased 
to  report  that  the  same  proved  successful.  The  picnic 
netted  a  profit  of  $6,381.09. 

Your  "Committee  of  Management"  gratefully  acknowledges 
the  special  Christmas  donation  of  $3,000  received  from  the 
Montreal  Street  Railway  Company,  this  being  in  addition  to 
the  contributions  agreed  to  under  Clauses  21  and  22  of  our 
rules  and  by-laws,  making  the  total  contributions  from  the 
company  $13,397.30.  This  amount,  together  with  the  fees 
and  dues  received  from  the  members,  viz..  $10,891.50,  and 
the  proceeds  of  the  picnic,  and  interest  on  investments  and 
bank  deposits  amounting  to  $7,679.79.  makes  a  total  revenue 
for  the  year  of  $31,968.59,  and  the  expenses  being  $24,555.97, 
leaves   a   surplus  of  $7,412.62. 

The  financial  report  of  Patrick  Dubee,  secretary-treasurer, 
shows  a  total  surplus  at  the  end  of  the  fiscal  year  of  $26,756.42. 
Of  the  total  revenui  for  the  year  of  I  11,968.59,  there  was  paid 
out    $24,555.97,  of   which   $4,797,. 0!  Foi    management    ex- 

penses. 

The    report    contains   a   COPJ    of  the   blank   used   for  giving 

notice  of  disablement  and  application  (or  sickness  or  bodily 
injury    beni 


8711 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  26. 


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Map  of  Operating  and   Proposed   Lines.   Milwaukee  Electric  Railway  &   Light  Company  and  Milwaukee   Light  Heat  &  Traction 


Company. 


June  29,  1907. 


ELECTRIC    RAILWAY    REVIEW 


871 


PROPOSED     EXTENSIONS    OF    THE    MILWAUKEE    ELEC- 
TRIC   RAILWAY    &    LIGHT   COMPANY. 


In  the  Electric  Railway  Review  of  April  27.  1907,  page 
558,  was  presented  a  map  of  the  city  lines  of  the  Milwaukee 
Electric  Railway  &  Light  Company,  showing  lines  in  opera- 
tion and  proposed  extensions,  as  illustrating  the  ideas  of 
John  I.  Beggs.  president,  of  the  new  lines  required  to  com- 
plete an  ideal  city  system.  Through  the  courtesy  of  Fred 
G.  Simmons,  superintendent  of  construction  and  maintenance 


GANZ    STEAM    MOTOR    CAR    FOR    THE    ERIE. 

The  first  Ganz  steam  motor  car  to  be  constructed  and 
given  its  intiai  operating  test  in  this  country  was  delivered 
to  the  Erie  Railroad  at  Dayton,  O.,  on  June  24  by  the  Rail- 
way Auto  Car  Company  of  New  York.  The  car  left  Dayton 
for  a  leisurely  trip  to  Jersey  City  over  the  Erie  Railroad 
under  its  own  steam.  After  reaching  Jersey  City  the  can 
was  placed  in  regular  service  on  one  of  the  suburban  lines 
of  the    Erie,   and   will   be   subjected   to  thorough  tests. 


Ganz    Steam    Motor   Car — General    Appearance    of    Erie    Car. 


of  way,  we  are  now  able  to  present  an  excellent  map  which 
has  just  been  prepared  of  the  entire  system  of  the  Milwaukee 
Electric  Railway  &  Light  Company  and  the  Milwaukee  Light 
Heat  &  Traction  Company,  which  is  controlled  by  the  former 
and  operates  suburban  and  interurban  lines  in  the  vicinity 
of  Milwaukee.  This  map  shows  the  lines  constructed  and 
now  in  operation,  the  lines  surveyed  and  projected,  possible 
future  extensions  not  yet  surveyed  and  connecting  lines 
operated  by  other  companies. 

The  company  has  recently  put  into  operation  13  miles  of 


only  other  Ganz  car  in  actual  service  in  this  country  is  the 
one  in  use  on  the  Florida  East  Coast  Railway.  This  car 
was  imported  from  Europe,  where  a  great  many  of  the  cars 
are  in  use,  giving  satisfactory  service. 

The  Erie  car,  as  may  be  seen  from  the  accompanying 
illustrations,  is  similar  in  appearance  to  the  standard  sub- 
urban passenger  coach  of  the  railroad  company.  The  car 
is  divided  into  four  compartments.  The  motor  compartment 
in  the  forward  end  occupies  six  feet.  Immediately  behind 
this    is   a   similar   space   for   baggage.     Next   is   the   smoking 


Ganz   Steam    Motor   Car — Truck   Carrying    Engine   Cylinders. 


new  track  between  Waukesha  Beach  and  Oconomowoc,  and 
intends  within  the  next  few  days  to  begin  operating  over 
about  11  miles  of  additional  new  track  from  Muskego  Center 
to  Mukwonago.  This  will  be  followed  within  a  very  short 
time  by  the  opening  of  seven  miles  of  new  lines,  still  further 
extending  this  new  line  to  East  Troy.  Work  is  now  in 
progress  on  a  line  from  St.  .Marlins  to  Waterford  and  Burling- 
ton, which  will  probably  be  opened  this  fall,  and  construction 
is  being  rapidly  pushed  on  the  line  between  Oconomowoc 
and  Watertown,  11  miles,  which  is  expected  to  be  in  opi 
Hon  next  spring.  Numerous  other  linee  are  being  • 
pected,   surveyed   and   laid  out. 


compartment  with  12  seats.  The  rest  of  the  car  is  the  gen- 
eral  passenger  compartment  Th(  car  Is  58  feet  long  over 
all  and  has  seats  for  50  passengers.  The  weight  in  wot 
order  is  1.",  tons,  the  use  of  a  wooden  body  making  the  car 
heavier  than  the  all-steel  construction  Ganz  car.  which  is 
being  built  for  the  Chicago  Rock  Island  &  Pacific  Railway, 
and  If  h  36  tons. 

The  car  is  equipped  with  two  compound  Inclosed 

motors  of  60  horsepower  each.     Tl are   mounted  in  the 

forward    truck,    each    driving    one  arougb    gears.     The 

cylinders  are   I"  inches  and  6      I  With  a  5%-inch  stroke. 

The  maximum  tractive  effort  is  :;.700  otors 


872 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII.  No.  26. 


are  arranged  so  that  either  may  be  operated  independently 
of  the  other.  All  the  working  parts  of  the  motors  are  in- 
closed in  water  and  dust  proof  cases  and  run  in  oil.  The 
steam  generator,  which  is  42  inches  in  diameter  and  5  feet 
high,  is  of  120-horsepower  capacity,  with  a  heating  surface 
of   212    square    feet    and    6    square    feet   of   grate   area.     The 


per 


Ganz    Steam    Motor    Car — Interior    of    Cab,    Showing    Boiler. 

steam   pressure  is  270  pounds,  the  steam  being  superheated. 
The  boiler  compartment  also  contains  the  control  levers. 

The  fuel  to  be  used  is  anthracite  coal  or  coke,  and  this 
is  carried,  as  shown  in  one  of  the  accompanying  engravings, 
in  a  bunker  on  the  front  end  of  the  car  which  will  hold 
enough  coal  for  a  continuous  run  of  50  miles.  The  fuel 
consumption   is  not  expected  to  exceed   15   pounds   per  mile. 


of  30  miles  on  level  track  or  at  11  miles  per  hour  on 
cent  grades. 

The  Ganz  principle  for  motor  car  operation  has  been 
described  in  detail  at  various  times  and  was  recently  the 
subject,  of  an  interesting  paper  presented  before  the  New 
York  Railroad  Club  by  Charles  Ducas,  secretary  of  the  Rail- 
way Auto  Car  Company. 


RECOVERY   OF    METALS    FROM    SCRAP. 


A  comparatively  new  industry  has  sprung  up  in  the  refin- 
ing of  non-ferrous  scrap  metal  and  the  present  high  prices 
asked  for  all  metals  of  this  class  has  led  to  unusual  activity 
in  the  scrap  market. 

Brass  and  other  alloy  scrap  is  recovered  by  remelting  in 
crucibles  with  new  metal.  Pine  particles  of  brass,  such  as 
occur  in  ashes,  skimmings  and  sweepings,  are  recovered  by 
a  system  of  washing  and  jigging.  Concentrates  obtained 
from  jigging  processes  are  smelted  in  a  reverberatory  fur- 
nace or  melted  in  crucible  or  oil-burning  furnaces. 

Copper  scrap  is  treated  differently  according  to  the  char- 
acter of  the  material.  The  copper  may  be  in  the  metallic 
state,  as  in  trimmings  from  copper  sheet,  borings,  grindings, 
punchings,  etc.,  or  it  may  exist  in  chemical  combination  with 
some  other  element,  as  in  copper  scale  or  blue  vitriol. 

Metallic  scrap  copper  may  be  melted  in  reverberatory 
furnaces  of  similar  design  to  those  used  in  the  copper  mining 
districts.  The  slag  skimmed  off  consists  of  impurities  origi- 
nally contained  in  the  charge,  and  combinations  of  copper 
with  oxygen  and  the  fire  brick  lining  of  the  furnace.  The 
slag  may  contain  from  30  to  70  per  cent  copper,  which  is 
recovered  by  smelting  in  a  cupola  or  a  small  round  water 
jacketed  blast  furnace. 

Certain  processes  of  manufacture  yield  some  very  dirty 
scrap  mixed  with  grease  and  refuse,  which  appears  almost 
worthless.  If  the  metal  is  present  in  paying  quantities,  how- 
ever, it  can  be  recovered,  no  matter  how  polluted,  by  judi- 
ciously drying,  sorting  and  smelting. — Copper  and  Brass. 


HANDLING    A   CIRCUS   TRAIN. 

The  accompanying  illustration  shows  two  of  the  powerful 
single-phase  locomotives  of  the  Spokane  &  Inland  division 
of  the  Spokane  &  Inland  Empire  Railroad  system,  coupled  to 
a  circus  train.     This  train  comprised  23  cars,  owned  by  the 


Handling   a   Circus  Train   on   the   Inland    Empire   System. 


The  water  tank,  with  a  capacity  of  600  gallons,  is  built  into 
the  underframe  of  the  car.  The  air  brakes  are  of  the  West- 
inghouse  type,  the  air  compressor  being  mounted  on  the 
trailer  truck.  The  lighting  is  by  Commercial  acetylene  gas 
and  the  car  is  heated  by  steam.  The  car  is  designed  to  make 
a  s]>eed  of  40  miles  an  hour  on  level  track  and  15  miles  an 
hour  on  2  per  cent  grades,  and  will  haul  a  trailer  at  a  speed 


Sells-Floto  Circus  Company,  aggregating  2,300  tons,  and  includ- 
ing five  60-foot  Pullman  coaches,  seven  standard  stock  cars 
and  eleven  60-foot  flat  cars.  This  train  was  hauled  for  a 
distance  of  76  miles  over  the  Spokane  &  Inland  division  of 
the  Inland  Empire  system,  from  Palouse  to  Spokane,  Wash., 
where  the  circus  exhibited  on  the  new  grounds  east  of  the 
city,  owned  by  the  electric  railway  company. 


June  29,  1907. 


ELECTRIC    RAILWAY    REVIEW 


si:'. 


THE  WORK   OF  THE  CHICAGO  SANITARY    DISTRICT. 

An  extra  meeting  of  the  Western  Society  of  Engineers 
was  held  in  the  Monadnock  block,  Chicago,  111.,  on  Wednes- 
day, June  26,  1907.  The  speaker  of  the  evening  was  Mr. 
Isham  Randolph,  chief  engineer  of  the  Sanitary  District  of 
Chicago.  The  title  of  his  paper  was  "The  Work  of  the 
Sanitary  District  of  Chicago,  Already  Accomplished  and  Yet 
Contemplated.  South  of  the  Controlling  Works  at  Lockport." 
It  was  read  by  the  author  and  illustrated  by  numerous 
lantern    slides. 

The  Sanitary  District  of  Chicago  now'  includes  an  area 
of  about  350  square  miles,  and  to  dispose  of  the  sewage 
from  this  district  the  flow  of  the  Chicago  river  has  been 
reversed,  a  grant  having  been  obtained  from  the  United 
States  War  Department  to  withdraw  10,000  cubic  feet  of 
water  per  second  from  Lake  Michigan.  A  ship  canal  is  being- 
built  which  will  connect  Lake  Michigan  with  the  gulf  of 
Mexico.  About  14  years  ago  Mr.  Randolph  conceived  the 
idea  of  utilizing  the  power  available  at  Lockport,  111.,  where 
there  is  an  available  fall  of  34  feet,  and  at  Lake  Joliet,  where 
there  is  another  fall  of  34   feet. 

The  construction  of  the  drainage  canal  and  power  house 
at  Joliet  involved  some  extremely  difficult  engineering  prob- 
lems, one  of  the  most  extensive  of  which  is  an  immense  but- 
terfly valve  which  is  now  in  the  course  of  construction  at 
Lockport  to  prevent  a  serious  flood  in  the  Desplaines  valley, 
should  a  break  in  the  embankment  of  the  drainage  canal 
occur.  This  valve  has  a  width  of  184  feet  and  a  height  of 
30  feet,  and  is  supported  at  its  center  on  a  steel  pivot  36 
inches  in  diameter,  and  is  designed  to  resist  a  total  thrust 
of  about  5,000,000  pounds  when  closed.  The  pivot  is  sup- 
ported at  its  upper  end  by  a  steel  bridge  having  a  span  of 
210  feet,  supported  on  two  concrete  piers  in  the  center  of 
the  stream. 

The  method  developed  for  operating  this  gate  is  an 
ingenious  one,  originated  by  Mr.  Randolph.  The  butterfly 
valve  is  turned  through  a  sufficient  angle  by  means  of  an 
electric  motor  until  its  ends  project  into  the  stream.  Near 
each  end  of  the  butterfly  valve  there  are  five  gates  which 
are  operated  electrically.  By  closing  the  gates  in  the  up- 
stream end  of  the  butterfly  valve  and  opening  those  in  the 
downstream  end  the  water  itself  causes  the  valve  to  close 
and  shut  off  the  water.  The  small  gates  which  were  open 
are  then  closed  and  the  only  water  passing  will  be  that  which 
leaks  under  the  main  valve.  To  open  the  butterfly  valve  it 
is  only  necessary  to  open  the  small  gates  on  the  upstream 
end  of  the  valve  and  leave  those  on  the  downstream  end 
closed.  The  pressure  on  the  downstream  end  of  the  valve 
then  being  greater  than  that  on  the  upstream  end  will  cause 
the  gate  to  swing  around  to  its  original  position. 

The  power  house  which  has  been  constructed  at  one 
side  of  the  locks  is  368  feet  long,  69  feet  wide  and  72  feet 
high  from  the  tail-race  to  eaves.  In  it  will  eventually  be 
installed  eight  6,000-horsepower  turbines  direct  connected  to 
4,000-kilowatt  alternating-current  generators  and  three  ex- 
citer units  of  600  horsepower  each.  The  power  house  is  con- 
structed of  hollow  concrete  blocks  made  in  the  shape  of  the 
letter  T.  The  turbines  are  of  the  horizontal  type,  there 
being  six  turbines  on  each  shaft.  The  runners,  guides  and 
gates  of  the  turbines  were  built  by  J.  W.  Jolly.  Holyoke, 
Mass.,  and  the  casings  were  constructed  by  Wellman-Seaver 
Morgan  Company,  Cleveland,  O.  The  shafts  of  these  tur- 
bines, which  are  12  inches  in  diameter  and  7".  feet  long,  are 

built  up  of  three  sections,  the  first  being  i n-hearth  steel, 

the  second  nickel  steel  and  that  nearest  the  generators  nickel 
steel   annealed. 

A  unique  feature  in  the  construction  of  the  turbine  cas- 
ing is  that  the  bearings,  instead  of  being  made  of  lignum 
vitae,  water  lubricated  as  usual,  are  lubricated  by  oil  under 
pressure,  and  tubes  lead  from  the  floor  above  the  wheel-pits 
■down    to   each    bearing,    so   that    they   can    be   examined    and 


watched  while  the  wheel-pits  are  filled  with  water.  The  ad- 
vantages of  this  unique  construction  are  obvious.  The  speed 
of  the  turbines  is  controlled  by  Lombard  mechanical  gov- 
ernors, made  by  the  Holyoke  Machine  Company. 

Crocker-Wheeler  revolving-field  alternators  are  direct  con- 
nected to  the  turbine  shafts.  These  generators  have  40  poles, 
and  the  revolving  field,  which  is  29  feet  in  diameter,  makes 
162%  revolutions  per  minute.  Current  is  generated  at  6,600 
volts. 

The  current  generated  by  this  station  will  be  used  for 
lighting  and  power.  The  Sanitary  District  owns  about  9,000 
acres  of  land  in  the  immediate  vicinity  of  the  power  house 
and  it  is  proposed  to  sell  or  rent  about  5,000  acres  of  this 
land  for  factories  which  will  purchase  power  from  the  Sani- 
tary District.  With  the  completion  of  the  second  power  house 
at  Lake  Joliet,  making  the  total  power  available  about  85,000 
horsepower,  there  should  be  a  rapid  development  of  the  coun- 
try surrounding  Joliet,  which  will  have  a  marked  influence 
on  the  electric  traction  business  in  that  section.  It  is  esti- 
mated that  the  sale  of  power  from  the  power  houses  will  be 
sufficient  to  pay  the  expense  of  building  the  canal  and  power 
houses. 


INDIANA    RAILWAY  COMMISSION   GATHERING   DATA   ON 
SAFETY  APPLIANCES  AND  CROSSINGS. 


The  Indiana  railroad  commission  is  sending  out  to  the 
railway  companies  in  the  state  a  set  of  information  blanks 
inquiring  in  regard  to  interlocking  devices,  block  signals  and 
highway  and  street  crossings,  under  authority  granted  the 
commission  by  the  amended  law  of  1907.  It  is  understood 
that  the  information  gathered  on  these  blanks  will  be  used 
for  reference  in  any  proceedings  in  regard  to  the  use  of  these 
safeguards. 

Most  important,  perhaps,  is  the  information  concerning 
highway  crossings.  The  blank  asks  for  the  number  of  grade 
street  crossings  on  each  line;  number  of  grade  highway  cross- 
ings; number  of  overhead  street  and  highway  crossings;  num- 
ber of  undergrade  street  and  highway  crossings;  and  the 
number  of  all  the  crossings  named  above  protected  by  watch- 
men, gates,  bell  or  otherwise,  or  not  protected  at  all. 

The  interlocking  blank  asks  for  the  number  of  such  de- 
vices in  which  each  road  is  concerned;  the  year  constructed 
or  rebuilt;  whether  mechanical  or  electrical;  name  of  the 
company  operating  them;  average  daily  train  movement:  the 
number  of  laborers  employed;  and  the  total  number  of  their 
hours  of  labor;   also  the  number  of  levers  operated. 

The  block  signal  blank  is  divided  into  three  sections: 
one  concerns  the  lines  now  equipped;  the  second  the  lines 
to  be  equipped,  and  the  third  lines  not  to  be  equipped.  With 
reference  to  the  first  two,  the  information  asked  concerns  the 
date  of  construction  of  the  system,  existing  or  contemplated; 
the  number  of  miles  of  automatic  block;  number  of  miles  of 
manual  telegraph  block;  miles  of  controlled  manual  block 
and  the  total  number  of  miles  of  all  kinds  in  the  state,  actual 
or  contemplated.  In  addition  there  is  space  for  the  railroads 
to  outline  the  expenses  of  construction,  maintenance  and 
operation;  the  questions  asking  for  the  average  cost  per 
mile  tor  the  construction  of  each  kind:  average  cost  a  mile 
for  the  maintenance  of  each  kind,  and  the  average  cost  a  mile 
for  the  operation  of  each  kind. 


The    Detroit    Jackson    &    Chicago    Railwa\,    which    is    con. 
trolled  by  the  Detroit   United  Railway,  has  announced  a  reduc- 
tion in  passenger  rates  of  abonl   15  per  cent.     The  limited  cars 
will   hereafter   make   the   run    between    Detroit   and   Jackson. 
Mich.,  in  2%  hours,  and  there  will  be  no  excess  fare  chaj 
on    ihese  cars.    The    fare   reductions   are   material.     For   in- 
stance,   the    present     fare    from    Jack80n    tO    Detroit    is    $1.20; 
the    new    rate    will     be    $1.00.      The    new     timetable    will     give 
2-hour   service   between   Jackson    and    Detroit    tor   the    present 
which    is   a    less    frequent    service       Bui    us   soon    as    tie     t 
demands  it    new  cars   will   be  Installed. 


874 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII,  No. 


ADJUSTING  STREET  GRADES   IN   SEATTLE. 


Municipal  engineering  work  of  an  especially  interesting 
character  is  now  being  carried  on  in  Seattle.  Wash.  This 
work  comprises  the  readjustment  of  a  large  number  of  street 
grades  and  cutting  down  the  elevation  of  some  hills  more 
i  ban  60  feet.  The  accompanying  halftone  engraving  shows 
the   temporary   trestle-work   necessary   on    several   streets   to 


We  are  indebted  to  him  for  the  interesting  information  here- 
with given. 


CHINESE     AVERSE     TO     THE     TROLLEY. 

A  feeling  of  apprehension  exists  among  the  foreign  resi- 
dents of  Shanghai  that  serious  disturbances  may  follow  the 
opening   of   the   new   electric   street   railway   system   in    July. 


Adjusting   Grades   in   Seattle — Blocking    Up   Track   17   Feet   Prior  to   Raising  Street  Grade. 

permit   the   continued   operation    of   the   cars   of   the   Seattle  For  some  time  the  native  press  has  been  agitated  over  the 

Electric  Railway.     At  the  street   intersection   illustrated   the  installation  of  the  electric  car  lines  and  frequent  articles  of 

grade  of  the   pavement  is   being   raised   17   feet.     There   are  a   highly   inflammatory    character   have   appeared.     A   recent 

sQme  streets  on  which  cable  lines  are  operated  that  are  hav-  article  points  out  the  danger  which  will  result  from  so  many 

jinrikisha    men    being    thrown    out    of    employment    and    em-  jinriksha    men    being    thrown    out    of    employment    and    em- 


Adjusting  Grades  in   Seattle — Permanent  T-Rail  Track  Construction   of  the  Seattle   Electric   Railway. 


more  interesting  problems  in  blocking  up  the  track  to  permit 
of  continued  operation. 

The  accompanying  line  drawing  shows  the  type  of  track 
structure  being  placed  in  the  streets  of  Seattle  that  have  been 
adjusted  to  their  permanent  grades.  A  7-inch  SO-pound  T-rail 
with  high  web  is  used  and  the  7-foot  ties  are  bedded  in  con- 
crete. The  concrete  rests  on  gravel  ballast  drained  with 
4-inch  tile.  M.  Lowd  is  chief  engineer  of  the  Seattle  Electric 
Company,  in  charge  of  maintenance  and  reconstruction  work. 


phasizes  the  probable  loss  to  commerce  because  of  the  in- 
ability of  pedestrians  to  use  the  streets  on  which  the  tram- 
way runs.  After  making  the  statement  that  from  5,000  to 
6,000  persons  have  been  killed  by  the  electric  railways  in 
Tokyo,  the  writer  says: 

"During  a  storm  of  lightning  or  rain  the  electricity  of 
the  cars  and  that  of  the  air  will  unite  and  passengers  on  the 
trams  will  be  unable  to  leave  them,  whatever  efforts  they 
make." 


June  29.  1907 


ELECTRIC     RAILWAY     REVIEW 


S«5 


News  of  the  Week 


Philadelphia    Ordinance   to    be    Reconsidered. 

The  Philadelphia  Rapid  Transit  ordinance  was  passed  by  coun- 
cils on  June  20.  Mayor  Reyburn  was  waited  upon  by  20  members 
of  councils  on  June  24.  who  urged  him  to  have  the  ordinance 
recalled  for  further  consideration  and  amendment,  or  else  to  veto 
it.  It  has  been  decided  to  consider  the  ordinance  on  July  1.  The 
ordinance  as  passed  embodies,  with  some  changes,  the  provisions 
of  the  original  bill,  an  abstract  of  which  was  published  in  the 
Electric  Railway  Review  of  May  11,  1907.  page  815. 

The  right  of  the  Broad  Street  Rapid  Transit  Company.  Phila- 
delphia, to  lay  tracks  in  Broad  street  was  established  by  the 
Pennsylvania  supreme  court  in  a  decision  which  dismissed  an 
action  Drought  by  the  Thirteenth  and  Fifteenth  Streets  Passenger 
Railway  Company,  seeking  to  enjoin  the  defendant  from  becoming 
a   competitor. 

Legislation    Affecting    Electric    Railways. 

Wisconsin. — The    senate    committee    on    transportation    has    re- 

ported  a  new  street  railway  bill  providing  for  indeterminate  fran- 

ises  in  place  of  limited  franchises.     Municipalities  are  given  the 

right  to  purchase  at  a   valuation  determined  by  the  railroad  com- 

sion.  Every  new  franchise  granted  shall  be  indeterminate.  A 
street  railway  operating  under  an  existing  license  may  surrender 
it  and  receive  an  indeterminate  license.  A  company  so  doing  shall 
be  deemed  to  have  consented  to  the  future  purchase  of  its  property 
by  the  municipality  at  the  commission's  valuation  and  terms.  The 
right  of  appeal  to  the  courts  from  the  determination  of  the  com- 
mission is  reserved.  Any  municipality  may  acquire  by  condem  • 
nation  the  property  of  a  street  railway  company  operating  un 
franchise  existing  when    this  act   goes   into  effect. 

Michigan. — The   house   has   defeated   the   Tuttle   bill,    which    re- 
moves many  of  the  provisions  restricting  the  acceptance  of  e'. 
railway  securities  by  state  banks. 

Object   to    Reducing    Fares. 

The  Lincoln  (Neb.)  Traction  Company,  against  which  the 
City  attorney  recently  filed  a  complaint  with  the  state  railroad 
commission  to  compel  it  to  sell  six  tickets  for  25  cents,  has  filed 
its  answer  with  the  commission.  The  company  declares  that  to 
enforce  such  a  demand  would  be  confiscatory  and  that  the  Citizens' 
Street  Railway,  mentioned  in  the  complaint  as  giving  the  lower 
rate,  is  operated  at  a  loss  and  its  officers  have  announced  publicly 
that  it  does  not  intend  to  operate  the  system  at  a  profit,  but  ex- 
pects to  sell  its  road  to  the  city  when  completed.  The  company 
also  states  that  it  is  selling  tickets  now  cheaper  than  90  per  cent 
of  the  roads  in  the  country  covering  a  similar  territory.  The  com- 
pany has  filed  with  the  federal  court  a  dismissal  of  the  injunction 
suit  against  the  city  to  restrain  it  from  lowering  fares,  as  the 
state  commission  now  has  the  power  to  regulate  the  fares  and  the 
injunction    against   the   city   is   to   no   purpose. 

The  Omaha  Lincoln  &  Beatrice  Railway,  which  was  also  in- 
cluded in  the  complaint  to  the  commission,  has  filed  an  answer 
stating  that  it  is  a  railroad  and  not  a  street  railway  and  that  its 
local  business  in  Lincoln  is  only  incidental  to  its  interurban 
business. 

Right    to     Build    Transmission     Lines. 

The  Indiana  supreme  court  decided  in  favor  of  the  Indianapolis 
.&  Cincinnati  Traction  Company  on  June  21  in  the  suit  started  by 
Leonidas  H.  Mull.  The  decision  of  the  lower  court  was 
confirmed.  The  question  involved  is  that  of  the  right 
to  condemn  a  right  of  way  across  -private  property  for  a 
transmission  line  from  a  power  house  to  another  line  leased  and 
operated  by  a  traction  company.  The  question  arose  by  the  con- 
demnation of  a  right  of  way  from  the  power  house  in  Rushville  of 
the  Indianapolis  &  Cincinnati  Traction  Company,  across  the  country 
to  the  road  from  Greensburg  and  Shelbyville  to  Indianapolis,  which 
the  company  operates  under  lease.  The  farmers  objected  to  having 
the  high-voltage  wires  cross  their  fields  and  appealed  to  the  court. 
A  digest  of  the  opinion  follows:  (1)  The  power  conferred  on  inter- 
urban railroads  by  the  acts  of  1902,  page  92.  to  condemn  lands 
for  uses  appurtenant  to  all  roads  "acquired''  by  them  includes 
power  to  condemn  a  right  of  way  for  a  transmission  line  of  poles 
and  wires  appurtenant  to  a  leased  line.  (2)  Said  act  is  constitu- 
tional. (3)  Said  right  of  condemnation  is  not  affected  by  the  fact 
that  the  transmission  line  extends  across  country  from  a  power 
house  on  the  road  leading  east  through  Rushville  to  the  road  lead- 
ing southeast  to  Greensburg.  (4)  This  rule  that  a  lawful  business 
or   structure  is  never  a   nuisance   per  se   applies   to  a    high-voltage 

'ric  line  built  across  a  farm  by  authority  of  law. 

Chicago    Arbitrators    to    Hold    Hearing. 

The  first  public  hearing  of  Judge  P.  S.  Grosscup  and  Prof.  John 
C.  Gray,  the  arbitrators  who  are  to  decide  on  the  distribution  of 
Chicago  Railways  Company  stock  in  the  reorganization  of  the 
ago  Union  Traction  Company  and  its  underlying  roads,  will 
be  held  on  June  30.  The  attorneys  representing  the  New  York 
interests  will  present  a  plan  for  distribution  and  the  prot 
committees  representing  the  stockholders  of  underlying  companies 
will   offer  such   sugi:  -    they   may   desire.     The   decision   of 

■rbitrators,    which    will    be    final,    will    probably    be 
within   three   weeks.    Judge   Grosscup   says    that    the    reject! 
the  ordinance  is  no  longer  a  possibility. 

The   Union   Traction   Company   stocks   will    b.  i    with 

Chicago    Title    and    Trust    Companj     In  with    the 

-ordinance   as   soon   as   the   majority   stock   of   the   underlying  com- 


panies, which  is  -.]e  committees,  is  re: 

In  their  letter  to  shai  :  rot<    tlve  committees  state 

the   underlying   stocks    wi  sited    in    esi 

become  absolute   |  signed  by  Judg 

and  Pi  ray.   shall   be   filed    in   the   - 

"We   hereby   certify   that   a   plan   of   reerganizat  lated 

by  the  authority  of  the   Chicag  pany  has  been  filed 

with   us  and   that  in  our  judgment   said   ; 

all    things    considered,    foi  ttion    of   whatever   fin. ling    may 

be  hereafter  made  by  the  arbitrators  in  the  matter  of  the  issuance 
and   distribution   of   the   securities   of   the 
pany." 

Proposed   Monorail   in   New  Jersey  for   New  York  "Commuters." 

John  H.  Starin,  Charles  Stewart  Smith  and  Woodbury  Langdon. 
members  of  the  New  York  rapid  transit  commission,  which,  under 
the  public  utilities  law,  goes  out  of  existence  on  July  1.  hi 
identified  with  a  project  to  build  a  four-track  monorail  roai 
Jersey  City  and  Newark.  N.  J.  It  is  stated  that  a  company  will 
soon  be  formed  and  that  a  franchise  will  be  applied  for  under 
the  state  franchise  laws  of  New  Jersey,  which  will  do  away  with 
the  delay  of  waiting  for  the  sanction  of  the  municipal  autho 
of  Jersey  City  and  Newark.  It  is  proposed  to  run  trains  at  inter- 
vals of  not  more  than  10  minutes  and  at  a  speed  of  from  • 
100  miles  an  hour,  and  to  charge  a  3-cent  fare  between  Newark 
and  Jersey  City,  eight  miles,  and  a  5-cent  fare  between  Newark 
and  New  York  City.  If  arrangements  cannot  be  made  with  the 
Hudson  Companies'  tunnel  system  to  transfer  passengers  under 
the  Hudson,  it  is  proposed  to  establish  a  ferry  service.  It  is  stated 
that  the  type  of  monorail  to  be  used  is  the  one  now-  being  ex- 
hibited at  Jamestown,  and  which  is  the  invention  of  Howard  H. 
Tunis,  chief  engineer  of  the  American  Monorail  Company.  Balti- 
more, Md.  The  American  monorail,  as  it  is  called,  is  described  as 
a  system  by  which  a  car  47  feet  long  and  6  feet  wide,  and  tapering 
at  each  end.  is  supported  on  two  trucks  of  two  wheels  each, 
flanged  on  each  side  and  running  on  a  single  rail.  The  car  being 
light,  and  its  weight  principally  at  the  bottom,  it  tends  naturally 
to  support  itself  in  an  upright  position,  but  is  held  securely  in 
that  position  by  w-hat  is  called  the  equilibrium  device,  arranged 
on  top  of  the  car.  and  running  between  light  guide  rails.  The 
car    is    equipped   with    eight    motors. 

Use   of    Streets    by    Interurban    Railways    Constitutes    No    Basis   for 
Damage   Claim. 

The  Indiana  supreme  court  on  June  26  gave  an  important 
decision  in  regard  to  the  use  of  city  tracks  by  interurban  rail- 
roads in  the  case  of  Lottie  Armstrong  against  the  Indiana  Union 
Traction  Company,  in  which  the  plaintiff  asked  for  damages  for 
the  operation  of  cars  on  College  avenue  in  Indianapolis.  The  court 
held  that  the  use  of  the  streets  by  interurban  cars  is  no  more  an 
"additional  servitude"  than  their  use  by  city  street  cars,  as  long 
as  they  are  operated  within  the  city  like  street  cars.  But  the 
court  holds  that  whatever  special  damages  they  inflict  on  adjoining 
property  by  fast  running  or  by  the  improper  operation  of  their 
cars  in  other  respects,  must  be  paid.  All  of  the  judges  express  the 
opinion  that  interurban  cars  cannot  be  excluded  from  the  streets 
by  abutting  owners,  the  owners  having  a  right,  at  most,  to  recover 
damages. 

The  decision  was  by  a  majority  only  of  the  five  judges, 
two  of  them  contending  that  the  mere  use  of  the  streets  by  inter- 
urban cars  gives  adjoining  owners  a  right  to  damages  as  in  the 
ease  of  steam  railroads.  The  fact  that  freight  or  express  cars 
are  run  by  the  interurban  railroads  is  discussed  at  length,  but  .is 
held  to  make  no  difference  in  their  right  to  use  the  streets. 

The  decision  of  the  court  is  thus  expressed:  "The  majority 
of  the  court  hold  that  under  the  facts  averred  in  the  complaint  and 
the  law  applicable  thereto,  appellee's  railroad  does  not  constitute 
an  additional  burden  or  servitude  upon  any  of  the  public  streets 
of  the  city  of  Indianapolis:  that  the  complaint  states  a  cause  of 
action  in  favor  of  appellant  only  for  the  recovery  of  the  special 
damages  which  she  has  sustained,  as  shown  by  the  facts  alleged, 
and  for  this  reason  only  it  is  held  by  the  majority  that  the  lower 
court  erred  in  sustaining  the  demurrer  to  her  complaint." 

Rapid   Transit   Affairs   in    New   York. 

It  is  reported  that  the  Interborough  Rapid  Transit  Company  is 
planning  to  replace  much  of  its  rolling  stock  on  the  surface  lines. 
It  is  stated  that  the  type  of  car  has  not  been  adopted,  but  that  the 
Montreal  "pay-as-you-enter"  car  and  the  Minneapolis  gate  are 
being  considered.  The  Montreal  car.  which  was  exhibited  at  the 
Columbus  convention  last  fall,  and  which  was  described  in  the 
Daily  Electric  Railway  Review  at  that  time,  has  an  exceptionally 
platform,  on  which  the  conductor  stands  at  all  times  and  col- 
lects the  fares  as  passengers  enter  the  car.  It  is  estimated  that 
the  company  1"  000  a  year  in  fares  which  the 

miss,  a  loss  which   would  be  eliminated  by  the  use  of  this   t :  : 
The  Minneapolis  cars  are  provided  with  a  rear  platform   - 
which  the  motorman  closes  by  a  lever  when  he  turns  on   I 

The  board  of  estimate  on  June   21  approved   the  appltcal 
the  New  York  City  Interborough  Railway  for  several  alterations  in 
routes   in    the   Bronx.     The   board   also  approved    the   applicatli 
the  Hudson  &  Manhattan  Railroad  for  permission   to  build  a  1 
^    the    third    stories    of    its    new    terminal    bullcUl 
bctw.-en   Church  and   Greenwich   sti 
-I.    Rapid    Transit    ■  v 
usim;  paratlng  t; 

•  i  Central  subw 
a  line  of  railings  about  four  reel  back  fron    I  n    tram,  wil 
oppoe  ids  and   the  middle  01    I 

site  the  mid. lie  are  marked  "entrant  ■ 
are  marked   "exit."    The  fonnei    - 
bar  until  the  alighting  pass  the  trail 

man"    is    In    cl  ach   of    these    sliding    bar- 


876 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,   Xo.  26. 


confusion  resulted  at  first  because  the  passengers  were  not  used 
to  the  plan,  but  it  is  expected  that  it  will  result  in  a  relief  from 
the  congestion. 

After  13  years  of  existence  the  rnpi<]  transit  commission  on 
Thursday  of  this  week  adjourned  sine  ■  1  i •  -  and  on  Monday  the  board 
will  cease  to  exist,  being1  succeeded  by  the  public  utilities  commis- 
sion. 

Engineering    Association     Issues    Bulletin. 

S.  \Y.  Mower,  secretary  of  the  American  Street  and  Interurban 
Railway  Engineering  Association,  under  date  of  June  25,  has  sent 
out  a  circular  letter  to  the  members,  containing  information  regard- 
ing the  meetings  of  the  association  at  the  annual  conyention  of  the 
American  street  and  Interurban  Railway  Association  and  the 
affiliated  associations,  to  be  held  at  Atlantic  City.  N.  J.,  during 
the  week  beginning  October  14  next.  The  meeting  of  the  Engineer- 
ing; association  will  convene  at  2  o'clock  p.  m.,  on  Monday,  October 
14.  and  will  continue  during  Tuesday  morning  and  afternoon.  On 
Wednesday  morning.  October  16,  at  in  o'clock,  the  joint  meeting 
of  all  the  associations  will  be  held,  with  the  closing  session  of  the 
Engineering  association  at  2  o'clock  the  same  afternoon.  The 
headquarters  of  the  association  will  be  at  the  Hotel  Dennis. 

In  the  circular  letter  particular  attention  is  called  to  the 
"question  box,"  which  is  provided  as  a  moans  of  bringing  miscel- 
laneous matters  before  the  convention.  Although  papers  have  been 
assigned  on  several  subjects,  it  is  thought  likely  that  some  matters 
of  particular  individual  interest  may  not  have  been  included.  For 
this  reason,  therefore,  a  blank  on  which  is  printed  a  request  that 
certain  questions  (to  be  named  by  the  recipient)  be  discussed  at  the 
meeting,  is  inclosed  with  each  letter,  the  blank  to  be  filled  out  and 
returned  to  the  secretary  at  London,  Out.  During  the  first  part 
Of  July  these  lists  of  questions  will  be  printed  and  forwarded  to  the 
members  for  answers,  the  questions  and  answers  to  be  printed 
later  and  sent  out  with  the  advance  papers.  It  is  hoped  that  the 
members  to  whom  these  blanks  are  sent  will  give  the  matter  their 
early  attention  and  thus  facilitate  the  work  of  preparing  these  lists. 


Applies  for  Freight  Permit. — The  Allentown  &  Reading  Trac- 
tion Company  of  Allentown,  Pa.,  has  applied  to  the  city  councils 
for  a  permit  to  carry  freight,  under  the  provisions  of  the  Homsher 
law,    passed   by  the  last  legislature. 

Three-Cent  Fare  Bill  in  St.  Louis. — A  bill  has  been  introduced 
in  the  St.  Louis  municipal  assembly  which  provides  that  street 
railways  in  the  city  shall  charge  a  fare  of  three  cents  for  a 
continuous  ride  in  one  direction  for  persons  over  12  years  of  age 
and  two  cents  for  children  between  the  ages  of  3  and  12. 

Winona  Interurban  Will  Handle  Express. — A  contract  for  the 
operation  of  the  United  States  Express  Company  over  the  line  of 
the  Winona  Interurban  Railway  from  Warsaw  to  Goshen.  Ind., 
effective  on  July  1.  has  been  signed  by  both  companies.  Offices 
will  be  opened  in  the  near  future  in  the  principal  cities  and  towns 
along  the  route. 

Electric  Lines  in  Pennsylvania  Must  Report  on  Mileage. — 
Attorney-General  Todd  of  Pennsylvania  has  given  an  opinion  that 
the  recently  approved  law  requiring  railroads  to  file  with  the 
department  of  internal  affairs  a  statement  of  the  length  of  their 
lines,  the  distance  between  termini,  and  the  distance  between 
stations,    applies   to   electric  as   well   as   steam   railways. 

Aurora  Elgin  &  Chicago  Increases  Wages. — The  Aurora  Elgin  & 
Chicago  Railway.  Wheaton,  111.,  has  signed  a  new  wage  contract 
with  the  members  of  the  Brotherhood  of  Interurban  Trainmen 
employed  on  its  lines,  whereby  the  men  will  receive  23  cents  an 
hour  for  the  first  year,  26  cents  for  the  second  year  and  29  cents 
thereafter.  The  old  scale  was  22  cents  for  the  first  year.  25  ee;:ts 
lor  the  second  year*  and  27}£  cents  thereafter. 

Ft.  Wayne  &  Wabash  Valley  Benefit  Association. — An  employes' 
benefit  association  is  being  organized  among  the  employes  of  the 
Ft.  Wayne  &  Wabash  Valley  Traction  Company  of  Ft.  Wayne, 
Ind.  The  members  will  pay  dues  of  50  cents  a  month  and  will 
receive  50  cents  a  day  in  case  of  sickness  or  75  cents  in  case  of 
accident.  Death  benefits  of  $100  will  be  paid.  Officers  are  to  be 
chosen  by  trustees  elected  by  the  members.  Officers  of  the  company 
have  made  donations  to  the  benefit  fund. 

Trolley  Trips  in  and  About  Montreal. — The  Montreal  Street 
Railway  Company  has  issued  a  16-page  folder  entitled  "Trolley 
Trips  in  and  About  Montreal."  which  describes  and  illustrates  with 
halftones  many  of  the  numerous  points  of  interest  which  may  be 
reached  over  the  company's  lines.  Montreal  is  fortunately  situated 
in  this  respect,  for  in  addition  to  many  points  of  historical  im- 
portance there  are  many  picturesque  suburban  places  to  attract  the 
summer  traveler,  including  Mt.  Royal  Park,  Lachine,  Cartierville, 
Sault  au  Recollet,  Bout  de  l'Isle.  The  Bout  de  l'Isle  line  passes 
through  several  quaint  old  French-Canadian  villages.  The  folder 
is  well  arranged  and  gives  concise  information  as  to  schedules. 
rates  of  fare,  connections,  etc.,  with  an  excellent  map  of  the 
company's   system. 

To  Test  Validity  of  Half-Fare  Law.. — The  first  step  to  test  the 
constitutionality  of  the  law  which  provides  that  street  railway 
companies  shall  sell  to  pupils  of  public  and  private  schools  trans- 
portation at  half  the  regular  rate  was  begun  in  Northampton,  Mass., 
on  June  IS.  when  at  the  request  of  Chief  Justice  Aiken  of  the 
superior  court  a  jury  in  that  court,  criminal  session,  rendered  a 
verdict  of  guilty  against  the  Connecticut  Valley  Street  Railway 
Company  of  Greenfield,  Mass.  The  case  will  be  taken  on  appeal  to 
the  supreme  judicial  court.  The  case  reached  the  jury  on  an 
agreed  statement  of  facts  presented  by  District  Attorney  Richard 
\V.  Irwin,  representing  the  commonwealth,  and  Bentley  Warren  of 
Boston,  representing  the  defendant  corporation.  The  company  had 
been  indicted  because  of  the  refusal  of  the  Northampton  agent  of 
the    company    to   sell   transportation    at    reduced    rates   to   Fred   W. 


Chapin  of  Amherst,  a  student  in  the  Northampton  Commercial 
College.  The  defense  is  that  the  Northampton  college  is  not  a 
school  of  the  kind  contemplated  by  the  makers  of  the  law  and  that 
the  section  of  the  law  entitling  students  of  such  schools  to  trans- 
portation   at    reduced    rates    is   unconstitutional. 

Accounting  Committees  Meet  at  Cleveland. — The  committee  on 
standard  classification  of  accounts  of  the  American  Street  and  In- 
terurban Railway  Accountants'  Association  met  at  the  Hollenden 
hotel  in  Cleveland  on  June  25.  to  confer  on  forms  of  accounting  that 
will  conform  with  rulings  of  the  interstate  commerce  commission. 
Conferences  will  follow  until  suitable  forms  are  recommended  to  the 
association  for  general  adoption.  Comptroller  W.  F.  Ham  of  the 
Washington  Railway  &  Electric  Company.  Comptroller  C.  N.  Duffy 
of  the  Milwaukee  Electric  Railway  &  Light  Company.  Auditor  F.  R. 
Henry  of  the  United  Railways  of  St.  Louis  and  Auditor  W.  G. 
McDole  of  the  Cleveland  Electric  Railway  were  present.  A  sub- 
committee on  interurban  accounts,  composed  of  A.  B.  Bierck,  au- 
ditor of  the  Long  Island  Railroad;  W.  H.  Forse.  Jr.,  assistant 
treasurer  of  the  Indiana  Umion  Traction  Company,  and  A.  C.  Henry. 
auditor  of  the  Lake  Shore  Electric  Railway,  was  also  in  session. 

Geary  Street  Railway  Seeks  to  Enjoin  Acquirement  by  City. — 
The  officers  of  the  Geary  Street  Park  &  Ocean  Railroad  of  San 
Francisco,  Cal..  on  June  21  began  an  action  in  the  superior  court 
against  the  board  of  supervisors  for  the  purpose  of  securing  an  in- 
junction restraining  that  body  from  exceeding  the  dollar  limit  in  its 
tax  levy  for  the  coming  fiscal  year  for  the  purpose  of  acquiring 
and  improving  the  Geary  street  system.  It  is  held  by  the  plaintiffs 
that  the  cost  of  acquiring  the  Geary  Street  Railway  cannot  be 
paid  out  of  the  general  fund,  and  attention  is  called  to  the  fact 
that  the  electors  have  twice  refused,  by  their  votes  at  elections, 
to  authorize  a  bond  issue  for  the  purpose.  The  court  is  asked  to 
grant  an  injunction  immediately  restraining  the  board  of  super- 
visors from  making  two  separate  tax  levies  for  the  general  fund, 
or  any  additional  or  special  tax  levy;  from  making  any  tax  levy  in 
excess  of  $1.00  on  every  $100  of  valuation;  from  levying  any  tax 
to  pay  for  a  municipal  street  railway,  and  from  incurring  any 
indebtedness  for  the  purpose.  The  court  is  also  asked  to  declare 
the  appropriation  of  $720,000  for  the  acquirement  of  the  Geary  street 
railway   to  be  null  and   void. 

Seattle  Engineers  Visit  Spokane. — Nine  members  of  the  Seattle 
(Wash.)  branch  of  the  American  Institute  of  Electrical  Engineers 
visited  Spokane  on  June  15  and  16,  to  inspect  the  power  stations 
of  the  Washington  Water  Power  Company  and  especially  the 
Spokane  &  Inland  Empire  Railroad,  which  uses  the  single-phase 
system.  On  June  16  the  party  took  a  trip  to  Waverly  over  the 
Spokane  &  Inland  line  to  visit  the  substation  at  that  point.  At  a 
meeting  on  the  evening  of  June  15  J.  B.  Ingersoll.  general  manager 
of  the  Spokane  &  Inland  Empire  Railroad,  was  to  have  read  a 
paper  on  "Single-Phase  Electric  Railways,"  but  was  unable  to  be 
present.  Mr.  H.  R.  Stevens,  consulting  engineer  for  the  A.  S. 
Downey  Company,  said:  "This  territory  has  taken  the  lead  in  the 
matter  of  electric  lines  and  transmission,  being  far  ahead  of  the 
coast  cities  in  the  extensiveness  of  its  electric  lines  and  equipment. 
The  single-phase  system  of  operating  electric  lines,  as  used  by  the 
Inland  Empire  lines,  has.  we  think,  been  shown  to  be  a  complete 
success."  The  party  included:  C.  E.  Magnusson,  professor  of  elec- 
trical engineering  in  the  University  of  Washington;  W.  S.  Wheeler, 
franchise  inspector  for  the  city  of  Seattle  and  secretary  of  the 
Seattle  branch  of  the  American  Institute  of  Electrical  Engineers; 
G.  W.  Pielver.  general  manager  for  the  Allis-Chalmers  Company  at 
Seattle;  A.  C.  Babson.  general  manager  for  the  General  Electric- 
Company  at  Seattle;  C.  Remsehell,  salesman  for  the  Allis-Chalmers 
Company;  A.  L.  Snyder  and  C.  A.  Sears,  of  the  Seattle  Electric 
Company;  Fred  G.  Simpson,  of  the  Kilvern-Clarke  Company;  and 
H.  R.  Stevens,  consulting  engineer  for  the  A.  S.  Downey  Company 
of  Seattle.  The  trip  to  Spokane  was  made  at  the  close  of  the  an- 
nual convention  of  the  electrical  engineers  of  the  state,  recently 
held  at  Seattle.  Professor  Magnusson  was  chosen  delegate  to  the 
national  convention  of  the  institute,  to  be  held  this  week  at 
Niagara  Falls. 

Interstate  Railways  Company  Plans  to  Carry  Freight. — Unless 
present  plans  fail,  the  Interstate  Railways  Company  of  Philadelphia 
expects  to  begin  hauling  freight  between  Wilmington.  Chester  and 
Philadelphia  in  the  fall.  Much  money,  is  being  expended  upon 
track  repairs,  new  sections  of  roadbed  are  being  put  in  and  in 
various  ways  the  company  is  preparing  for  the  extension  of  its 
business  in  the  delivery  of  milk,  fruit  ami  general  merchandise. 
One  of  the  first  items  of  traffic  to  be  developed  will  be  the  milk 
trade.  The  southwestern  division  of  the  Chester  Traction  Com- 
pany's system  enters  Philadelphia  at  Third  and  Jackson  streets, 
and  traffic  arrangements  will  he  made  with  all  the  lines  of  the 
Philadelphia  Rapid  Transit  Company  between  Second  and  Thir- 
teenth streets,  which  will  make  it  possible  to  deliver  milk  to  any 
point  in  the  city  at  an  early  hour  and  before  the  passenger  traffic 
of  the  day  begins.  It  is  the  intention  of  the  company,  according 
to  A.  G.  Jack,  superintendent,  to  enter  into  active  competition  in 
another  season  for  the  fruit  grown  on  the  northern  section  of  the 
Delaware  peninsula.  The  Wilmington  division  of  the  company's 
system  begins  at  the  Christiana  river,  but  a  branch  line  extends 
to  Delaware  City,  and  it  is  the  intention  to  make  traffic  arrange- 
ments with  the  Delaware  lines,  which  would  enable  the  company 
to  land  fruit  in  the  wholesale  district  of  Philadelphia  in  a  run  of 
not  more  than  three  hours.  Only  a  package  business,  it  is  ex- 
pected, will  be  done  on  the  Chester  and  Darby  division,  the  South- 
western line  to  be  used  for  all  the  through  freight.  It  is  not  ex- 
pected that  a  general  freight  business  between  Philadelphia  and 
Chester  will  be  developed,  as  the  Chester  boats  give  a  rate  that 
makes  competition  unprofitable  for  trolley  oars,  but  the  company 
expects  to  find  a  growing  business  in  freight  carrying  between 
the  suburban  towns  and  between  Philadelphia  and  the  suburban 
sections  through  which  the  trolley  lines  pass. 


June  29,  1907. 


ELECTRIC    RAILWAY    REVIEW 


877 


Construction  News 


FRANCHISES. 


Amityville.  N.  Y. — A  50-year  franchise  has  been  granted  to 
the  Huntington  &  Babylon  Railroad  to  operate  an  electric  line  in 
this  city. 

Bisbee.  Ariz. — The  Warren  Street  Railway  Company  of  this 
city  has  been  granted  a  franchise  to  build  and  operate  an  electric 
line  between  Upper  Tombstone  canyon  and  Warren,  Ariz.  I..  W. 
Powell,   president,    Bisbee,   Ariz. 

Bristol,  Va. — A  30-year  franchise  lias  been  granted  to  the 
Bristol  Street  Railway  to  build  and  operate  an  electric  line  in  this 
city.     Work   is   to   begin   at   once. 

Brooklyn.  N.  Y. — The  Brooklyn  Rapid  Transit  Company  has 
filed  with  the  borough  authorities  plans  for  a  complete  loop  system 
at  the  Brooklyn  Borough  Hall,  in  anticipation  of  the  early  com- 
pletion of  the  East  river  tunnel  and  the  operation  of  trains  direct 
from  the  Bronx  to  the  Borough  Hall  station  in  Brooklyn.  In  this 
nay  it  is  proposed  to  relieve  the  congestion  which  undoubtedly 
would  result  by  the  landing  of  30,000  extra  passengers,  which  it  is 
estimated  will  lie  handled  during  the  morning  and  evening  rush 
hours  after  the  completion  of  the  tunnel,  it  is  stated  that  the 
borough  authorities  will  insist  on  several  modifications  of  the  plans 
before  filing  their  approval. 

Buffalo.  N.  Y. — The  Buffalo  Genesee  &  Rochester  Railway. 
recently  incorporated  with  a  capital  of  $7,500,000,  has  been  granted 
a  certificate  of  necessity  to  construct  a  double-track  electric  line 
from  Depew  to  Rochester,  about  60  miles.  As  now  planned  the 
road  will  connect  with  the  Buffalo  &  Depew  Railway,  where  the 
Genesee  street  line  of  the  International  Railway  enters  Cheek- 
towaga.  The  granting  of  this  franchise  is  the  culmination  of  a 
contest  begun  three  years  ago,  caused  by  the  refusal  of  the  state 
railroad  commission  on  two  different  occasions  to  allow  the 
Buffalo  &  Rochester  Railway  the  right  to  build  its  interurban  line. 
on  the  ground  that  additional  transportation  facilities  were  not 
needed  in  the  district.  Much  of  the  work  of  grading  and  extension, 
which  already  had  been  done,  was  stopped  by  the  action  of  the 
commission;  therefore  the  Buffalo  Genesee  &  Rochester  Railway 
was  incorporatd,  as  noted  in  our  issue  of  June  1,  with  a  slight 
change  in  the  route  as  originally  laid  out  by  the  Buffalo  & 
Rochester.  This  overcame  some  of  the  objections  formerly  made 
by  the  commission  and  it  now  is  believed  that  further  proceedings 
against  the  building  of  the  road  will  be  discontinued.  J.  T. 
Mooney,  general  superintendent  of  the  Buffalo  &  Depew  Railway, 
will  build  the  new  line. 

Chehalis.  Wash. — The  Centralia-Chehalis  Electric  Railway  & 
Power  Company  again  has  applied  for  a  franchise  to  build  its  line 
in  Chehalis  and  from  that  city  to  Centralia.  B.  J.  Weeks.  Tacoma, 
Wash.,  representing  the  company,  is  quoted  as  saying  that  steel 
.sufficient  to  lay  one  mile  of  track  is  on  hand  and  that  enough  for 
six  additional  miles  has  been  promised  in  the  near  future.  If  the 
franchise  is  granted  actual  construction  work  will  be  started  within 
60  days. 

Davenport,  la. — The  city  council  at  its  meeting  on  June  10 
passed  an  ordinance  granting  a  franchise  for  an  entrance  into  the 
city  to  the  Eastern  Iowa  Traction  Company,  which  proposes  to 
build  from  Davenport  to  Maquoketa  and  Dubuque.  la.  Franchises 
over  practically  the  same  routes  were  also  granted  to  C.  G.  Hip- 
well  and  to  a  company  which  proposes  to  build  from  Davenport 
to  Manchester,  la.  Amendments  were  added  to  each  ordinance 
providing  that  the  company  which  first  builds  20  miles  of  track 
outside  of  the  city  shall  have  the  right  to  build  the  city  tracks 
and   the  other  two  may  make   trackage  agreements  with   the  first. 

Dunkirk,    N.    Y. — A    franchise  has  been   secured   by  the   Buffalo 

.v   Lake  Erie  Traction  Company  to  build  its  line  into  this  city  from 

Buffalo,     This  includes  right  of  way  from  the  eastern  boundary  line 

lautauqua    county    at    Irving    into    and    through    the    city    of 

Dunkirk  to  its  western  city  limits. 

Evanston,  III. — A  franchise  granted  to  the  Chicago  Consoli- 
dated   Traction    c pany   recently   by   the    Evanston   city   council, 

giving  the  company  the  right  t<>  extend  its  tracks  two  blocks  from 
Central  street  and  Florence  avenue  to  the  city  limits,  to  connect 
with  a  lire  to  the  Glen  View  golf  links,  was  returned  on  .lone  21 
by  Mayor  .Joseph  E.  Paden  with  his  veto,  because  it  was  passed 
by  the-  council   without  advertising  it  for  10  days  before  passage. 

Gainesville,  Tex. — Tie-  city  council  has  renewed  the  franchise 
granted  some  time  ago  for  tie-  building  of  the  Gainesville  Whites- 
boro  &  Sherman  interurban  Railway.     The  renewal  is  for  on, 

July   1.   1907,  al   which  time  It  is  promised  that  the   line   will 
be  in  operation.     A   bonus  of  (250,000  has  been  subscribed   b 
interests  and  will   l»-   paid   0      1    al    the   1 n  r   timi 

Greenville.   S.   C. —  Franchises   to   operate   electric   lines    In   this 
.  granted  to  the  following  companies:     South  Carolina 
Public    Service   Corporation,    Greenville -Anderson    interurban    Rail 
ad  a  pioposed  line  from  Greenville  to  Willlamston. 

Hot  Springs.  Ark. — II.  McCafferty  of  this  citj    has  applied   for 

a  frai  0  tn  electrii    inn    in   1  tot   Spt  Ings,   troi 

end  of  Spring  street  to  ;i  poinl  two  miles  east  of  tie  city,  where  .1 
hotel  i>  located,  and  where  it  is  proposed  to  build  an  artificial  lain 

announced    thai    surveyors   also   m      al    ■-■ oi 

scenic  railway,  which  it  is  planned  to  have  in  opi  ratii  bj  October 
1  next. 


New  Westminster.  B.  c— The  Burrard  Westminster  .v.-  Boun- 
dary Railway  i-  Navigation  Company,  which  proposes  to  build  an 
electric  railway  from  New  Westminster  to  Seattle,  has  applied  for 
a  franchise. 

Richmond,  Ind. — The  city  council  of  Richmond  at  a  recent 
meeting  voted  against  the  granting  of  a  franchise  to  the  Dayton 
.V-  Western  Traction  Company,  which  is  now  without  right  to 
enter  the  city,  unless  it  provides  for  universal  transfers  between 
its  line  and  the  city  lines,  ami  from  the  city  lines  to  the  inter- 
urban lines  within  the  city  limits.     The  sai lecision  was  reached 

with  regard  to  the  Terre  Haute  Indianapolis  &  Eastern  Traction 
Company,  which  wishes  to  enter  the  city  with  its  freight  ems. 
The  council  also  demanded  the  stoppage  of  cars  at  crossings  upon 
the    proper  signal    living  displayed    within    the   city    limits. 

Seattle,  Wash. — The  Seattle  Electric  Company  has  1» 
a  franchise  for  the  extension  of  its  line  in   East  and   North   Forty- 
ninth  street,  connecting  the  Green   Lake  and   University  lines. 

Southport,    N.    Y. — The    Elmira    Corning    &    Waverly    Rai 
Company  has  secured  a  franchise  to  operate  an  electrii-  line  in   this 
city. 

Toledo,  O. — The  county  commissioners  have  granted  a  25-year 
franchise  to  the  Toledo  Railways  &  Light  Company  for  the  opera- 
tion of  its  line  on  Phillips  avenue,  from  Detroit  avenue  to  the  end 
of  Phillips  avenue.  This  will  replace  the  franchise  for  the  present 
single-track  line,  which  has  been  operated  for  16  years. 

Toledo,  O. — The  Lima  &  Toledo  Traction  Company  has  been 
granted  a  franchise  by  the  county  commissioners  to  cross  eight 
county  roads  on  its  route  through  Lucas  county  to  Toledo.  It  is 
stated  that  a  change  in  the  location  of  a  bridge  over  the  canal 
where  Glendale  avenue  crosses  the  railroad  will  prabably  be  in  I 
for   which   the   company  will   pay   the  county   $400. 

Vancouver,  Wash. — The  Washington  Railway  &  Power  Com- 
pany of  Portland,  Ore.,  has  been  granted  an  additional  franchise, 
through  its  attorney.  Arthur  Langguth,  for  several  streets  in 
Vancouver.  The  company  is  now  pushing  construction  work  as 
rapidly  as  possible  and  has  purchased  nearly  all  the  material  for 
construction. 

Virginia.  Minn. — The  Mesaba  Traction  Company  lias  secured  a 
franchise  to  operate  its  line  in  this  city,  with  IS  months  in  which 
to  have  the  first  mile  of  track  completed  and  in  operation.  F.  B. 
Myers,   Biwabik,   Minn.,   president. 

Waycross,  Ga. — Acceptance  of  the  franchise  recently  granted 
by  the  city  council  to  Burdette  Loomis,  Hartford,  Conn.;  George  W. 
Deen  of  Waycross,  and  F.  H.  Ellmore,  Jacksonville,  Fla.,  has  been 
tiled,  and  it  is  exported  that  work  on  the  surveys  for  the  road,  will 
be  started  soon.  The  franchise  also  included  the  right  to  operate  a 
gas  plant. 


RECENT   INCORPORATIONS. 

Chicago  &  Wisconsin  Traction  Company,  Chicago,  III. — Incorpo- 
rated in  Illinois  to  build  an  electric  railway  in  a  northerly  and 
northwesterly  direction  from  Chicago.  Capital  stock.  $10,000.  In- 
corporators: H.  R.  Yaryan,  Lewis  E.  Starr.  Walter  F.  Wantke, 
Philip  R.  Lynch  and  George  W.  Miller,  all  of  Chicago. 

Danbury  &  New  Milford  Street  Railway. — The  bill  for  tin-  in- 
corporation of  this  16-mile  electric  railroad  lias  been  passed  by  the 
Connecticut  senate.  The  cost  of  construction  is  estimated  at  about 
(30,000  per  mile.  Capital  stock,  $200,000.  which  may  be  raised  to 
$900,000. 

Douglas  &  Coos  Electric  Railroad.  Marshfield,  Ore. — incorpo- 
rated in  Oregon  to  build  an  electric  railroad  from  Roseburg  to 
.Marshfield.  Capital  stock.  $500. 0110.  The  following  temporary  offi- 
cers have  been  elected:  L.  J.  Simpson.  North  Bend,  Ore.,  presi- 
dent; A.  E.  Marsters,  Myrtle  Point,  first  vice-president;  -L.  H. 
Hazard,  Coquille,  second  vice-president;  Henry  Sengstaken,  secre- 
tary;  J.    11.   Flanagan,   Marshtiel.l.    tri-asurer. 

Evansville  (Ind.)  Railways  Company. — Incorporated  in  Indiana 
to   take  over   the   Evansville   &    Eastern    Electric   Railway   and    the 

Evansville  &  Mt.  Vernon  Electrii     Railway.     Capital   stock,   $1, 

{ officers:  W.  L.  S tag.  president:  C.  II-  BatMiii,  vice-]. resi- 
lient and  general  manager;  M.  s.  Sonntag,  treasurer;  F.  W.  Reitz, 
tecretary;  and  W.  11.  McCunly,  chairman  of  the  board  of  di- 
rectors; all  of  Evansville,  ind.  It  is  stated  that  the  Mt.  Vernon 
line  will  l>e  rock  ballasted  and  the  Rockport  line  I  Men. led  to 
Grandview,   Ind. 

Norwich  Colchester  &  Hartford  Traction  Company.  Colchester, 
Conn. — The  railroads  committee  of  the  Connecticul  senate  has  re- 
ported favorably  on  the  bill  authorizing  this  companj  to  operati 
its  lines  in  Norwich,  Bozrah,  Lebanon,  t  'oiciiesi or.  Marlborough 
Glastonbury  and  East  Hartford  and  do  a  lighting  and  power  busi- 
ness m  Colchester.    Capital  stock  maj    be  from  $100,i to  $1,000, 

000.     The  companj    may   issue  bonds  and  1 tgage  Its  franchise, 

Phoenix.  &  Western  Development  Company,  Phoenix,  Ariz. — In- 
corporated    in     Arizona     to     build     and     operate     an     electric     hi 

Phoenix  and  an  ii . i ei . u  i .a . .  railway  from  this  city  to  outlying 
points.     Application  for  franchises  already  hat    been   made.    Capita] 

stock.  $1, ,000.     incorporators;     S.  S.  Scull,  S.  s.  Green,  Lloyi 

Christy,    Lysander    Cassldy,     P nix,    Ariz.;    George    W.    Mlsehe, 

Rochester,  N.  v. 

Southern  Wisconsin   Railway,   Milwaukee.   Wis.— Incorporated   In 
Wisconsin  to  build  and  operate  passeng        md  freight     Ii      rli    lines 
,,,i    1 ni. 1   or  acquire   electric   light       1  1    power   plants.     1 ! 


878 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  26. 


stock,    $l(ii). rncorporators: 

Adams  and  Albi  rl   B    i  lenu. 


Charles    v.    Smith.    William    F. 


TRACK    AND    ROADWAY. 


Abilene,  Tex. — Work  lias  commenced  on  the  street  railway  line 
for  this  city  and  will  be  pushed  rapid]}  to  completion.  The  first 
work  was  begun  at  Park  Heights,  in  southwest  Abilene.  The  Brsl 
shipment    of    ties   is   expected    soon    and    the    road    will    lie    put    in 

operation   about    October    1.     Tine,,   cars    will    at    Brsi    be    used   and 
this  number  will  be  increased  as  the  business  demands  it. 

Alabama   City  Gadsden   &   Attalla   Railway.   Gadsden.   Ala. — It   is 

ported   that   this   company   will  shortly   begin   the   construction  of 

its  Alabama    City    loop,    which    will    rim    south    of    the    plant    of    the 

Southern    Steel    Company.     The    present    Walnut   street    line   will   be 

used   to  get  into  the  city.    - 

Albia  (la.)  Interurban  Railway. — It  is  report.-. 1  that  the  right 
•of  way  for  the  line  from  Albia  to  Hocking,  la.,  has  been  acquired 
and  contracts  have  been  let  for  the  construction  of  the  line.  The 
Engineering  Construction  *  Securities  Company  of  Chicago  has 
the  general  contract,  agreeing  to  have  the  work  completed  by 
November  1.  and  a  subcontract  for  grading  has  been  let  to 
"W.  W.  Cummings  of  Ottumwa,  la.  As  soon  as  work  on  this  line 
is  under  way  surveys  will  be  started  for  an  extension  north  to 
Hiteman   and    Buxton.     Calvin    Manning    of   Albia   is   interested. 

Alton  Jacksonville  &  Peoria  Railway.  Jerseyville,  III. — This  com- 
pany has  begun  the  work  of  stringing  the  trolley  wire  on  its  line 
between  Alton  and  Godfrey  and  it  is  stated  that  service  between 
the  two  points  will  be  inaugurated  within  the  next  few  weeks. 
For  the  present  power  will  be  furnished  by  the  Alton  Granite  & 
St.   Louis  Traction   Company. 

American  Electric  Railroad,  Des  Moines,  la. — This  company, 
which  proposes  to  build  an  electric  railway  from  Muscatine  to 
■Council  Bluffs,  la.,  is  stated  to  have  been  quietly  at  work  for 
several  months  and  to  have  completed  three  surveys  and  secured 
half  the  right  of  way  for  the  first  section  of  the  line,  from  Des 
Moines  to  Greenfield.  It  is  also  stated  that  construction  will  begin 
out  of  Des  Moines  in  Bii  or  S10  days  and  that  practically  all  of  the 
construction  material  and  equipment  has  been  contracted  for.  The 
company  was  incorporated  last  October  with  $20,000  capital  stock 
and  is  said  to  represent  a  large  Chicago  bonding  company.  The 
incorporators  were  J.  D.  Pollard,  C.  F.  Casselman  and  C.  W.  Baker, 
president,  with  offices  in  the  Clapp  building,  Des  Moines.  The 
route  from  Muscatine  to  Council  Bluffs  as  projected  includes 
Muscatine,  Sigourney,  Oskaloosa,  Knoxville,  Des  Moines,  Indianola, 
"Winterset,  Greenfield,  Fonatella,  Griswold  and  Carson.  Indianola  is 
to  be  reached  by  a  branch  from  Spring  Hill,   south  of  Des  Moines. 

Berkshire  Street  Railway.  Pittsfield,  Mass. — It  is  reported  that 
this  company  will  soon  let  contracts  for  an  extension  from  Great 
Barrington  to  Canaan.   Mass. 

Birmingham  (Ala.)  Railway  Light  &  Power  Company. — The 
new  street  railway  line  to  Mountain  Terrace,  the  new  residence  dis- 
trict in  the  Highlands,  southeast  of  Birmingham,  was  opened  for 
traffic  on  Saturday,  June  22. 

Boise,  Idaho. — It  is  announced  that  W.  S.  Kulin  of  Pittsburg, 
Pa.,  is  financing  an  electric  railroad,  to  be  built  from  Twin  Falls 
to  Ely,  Nev.,  and  Boise.  Idaho.  Some  of  the  preliminary  work 
has  been  started  and  part  of  the  material  is  on  the  way.  Power 
to  operate  the  line  will  be  secured  from   Shoshone  Falls. 

Boston  &  Eastern  Electric  Railroad,  Boston,  Mass. — Another 
bearing  before  the  Massachusetts  railroad  commission  was  held  on 
June  19  in  regard  to  the  company's  plans  for  the  line  from  Boston 
to  Lynn,  Mass.,  and  John  H.  Bickford,  chief  engineer,  said  it  was 
planned  to  cross  the  Mystic  river  on  a  pile  bridge  with  steel  draw. 

•Other  bridges  necessary  were  similarly  planned.  No  traffic  arrange- 
ments have  been  made  with  the  Boston  Elevated  Company,  but  the 
plan  was  to  approach  the  Sullivan  square  terminal  by  an  elevated 
structure,  to  which  the  cars  would  rise  by  a  1  per  cent  grade  from 
the  company's  Mystic  river  bridge,  the  new  elevated  being  in  or 
over  Alford  street,  with  station  platforms  parallel  to  that  street  and 

•adjoining  the  present  "L"  terminal. 

Boone  Webster  City  &  Ft.  Dodge  Interurban  Railway,  Boone, 
•  a. — At  a  recent  meeting  of  the  directors  the  following  officers  were 
eleoted:  E.  E.  Hughes,  Boone,  president;  F.  A.  Sackett.  Webster 
City,  first  vice-president;  John  L.  Goeppinger,  Boone,  second  vice- 
president;  J.  H.  Herman,  Boone,  treasurer;  J.  S.  Crooks.  Boone, 
-secretary.  The  company  discussed  plans  for  financing  the  road 
from  Boone  to  Webster  City.  The  probability  is  that  the  line  will 
be  started  this  summer.  Eastern  capitalists  are  said  to  be  in- 
terested. 

Butler  Saxonburg  &  Tarentum  Street  Railway,  Butler,  Pa. — 
It  is  announced  that  this  company  will  apply  on  July  21  for  a 
Pennylvania  charter  to  build  an  electric  railway.  26  miles  long,  to 
connect  the  towns  named  in  the  title.  It  is  stated  that  financial 
arrangements  have  been  made  and  that  the  company  will  be  in 
shape  to  begin  construction  as  soon  as  the  charter  is  obtained. 
Much  of  the  right  of  way  has  been  obtained.  Those  interested 
include  William  McDowell.  E.  C.  and  O.  W.  Rudert  and  James 
Cirigliano   of   Saxonburg. 

Canton  Youngstown  &  Akron  Railway. — Active  work  will  be 
begun  on  this  new  line  within  the  next  30  days,  according  to  the 
latest  statement  of  John  E.  Monnott.  promoter,  who  was  in  Youngs- 
town last  week,  in  the  interests  of  the  new  trolley  project.  "I  can- 
not say  at  what  place  tne  work  will  first  be  started,"  explained  Mr. 
Monnott.  "That  will  be  determined  upon  later,  probablv  this  week. 
Everything  is  looking  good  for  an  early  building  of  the  line."  The 
Collins    Construction    Company,    Chicago,    has   secured    the    contract 


for  the  work,  which  will  be  rushed  along  as  rapidly  as  possible. 
The  new  road  will  require  the  building  of  6"»  miles  of  track  and 
roadbed,  involving  an  expense  of  about  $2,000,000.  The  money  to 
build  the  road  is  already  available.  There  will  be  a  direct  line  from 
Canton  to  Youngstown.  a  direct  line  from  Youngstown  to  Akron, 
and  a  direct  line  from  Akron  to  Canton. 

Central  Pennsylvania  Traction  Company,  Harrisburg,  Pa. — It  is 
reported  that  this  companj  has  made  arrangements  to  extend  its 
line   from   Harrisburg   to  Dauphin,   Pa.,   nine  miles. 

Chicago  Lake  Shore  &  South  Bend  Railway.  South  Bend.  Ind. — 
J.  B.  Hanna.  president,  reports  rapid  progress  on  the  line  from 
South  Bend.  Ind..  to  Kensington,  111.  About  20  miles  of  track  has 
been  laid  out  of  South  Bend  and  work  on  the  grading  and  on  the 
power  house  at  Michigan  City  is  progressing  satisfactorily.  Mr. 
Hanna    sets   February    1   as    the   date   of   beginning   operation. 

Chicago  &  Milwaukee  Electric  Railroad,  Highwood,  III. — The 
Columbia  Construction  Company  of  Milwaukee.  Wis.,  has  received 
a  contract  for  laying  this  company's  double  track  in  the  south  side 
of  Milwaukee  and  will  begin  work  this  week  on  Grove  street.  The 
company   has   until  August  27   to  lay  two  miles  of  track. 

Cincinnati  Dayton  &  Ft.  Wayne  Traction  Company.  Dayton, 
O. — The  directors  have  decided  to  increase  the  capital  stock  from 
$1,000,000  to  $3,000,000  and  it  is  stated  that  construction  will  begin 
at  once.     Dr.  George  of  Dayton  is  president. 

Columbus  (Ga.)  Railroad. — This  company  proposes  to  build 
an  extension  of  its  street  railway  system  on  Twelfth  avenue,  from 
Eighteenth  to  Twenty-ninth  streets,  and  has  requested  the  city 
authorities   to   provide   the  necessary   grades,    etc. 

Denver  &  Greeley  Railroad.  Denver,  Colo. — J.  D.  Houseman 
writes  that  this  company,  recently  incorporated  to  build  a  system 
of  electric  lines  between  Denver  and  Greeley,  Colo.,  is  now  securing 
right  of  way  and  terminals.     Surveys  are  not  completed. 

Denver  &  Interurban  Railroad. — Construction  is  now  in  progress 
on  the  city  lines  in  Ft.  Collins,  Colo.  Grading  was  started  last 
week  on  the  Mountain  avenue  line.  It  is  the  intention  to  com- 
plete this  line  to  Prospect  Park  and  have  the  cars  in  operation  in 
time  for  the  stock  show  the  last  week  in  August. 

Erie  Cambridge  Union  &  Corry  Railway.  Erie,  Pa. — A  meeting  of 
the  stockholders  has  been  called  for  July  S  to  consider  an  increase  in 
the  bonded  indebtedness  in  order  to  complete  the  construction  of  the 
road,  which  was  promoted  by  the  late  Senator  Gibson.  Considerable 
grading  has  been  done,  but  the  progress  of  the  work  was  delayed 
by  Mr.    Gibson's  death. 

Franklin  &  Towamensing  Electric  Railway,  Allentown,  Pa. — 
Surveys  for  the  route  of  this  company's  proposed  nine-mile  electric 
line  between  Slatington  and  Leighton,  Pa.,  have  been  completed  by 
Charles  W.   Grossart,   Allentown,    Pa. 

Gainesville  Whitesboro  &  Sherman  Railway,  Gainesville,  Tex. — 
It  is  reported  that  financial  arrangements  have  been  made  for 
completing  this  road  from  Gainesville  to  Sherman.  Tex.,  on  which 
nine  miles  of  grading  was  done  last  year,  provided  the  franchises 
can  be  renewed.  John  King  of  Gainesville,  vice-president  and 
general  manager. 

Gait  Preston  &  Hespeler  Street  Railway.  Gait,  Ont. — This  com- 
pany is  double-tracking  its  line  between  Gait  and  Preston,   Ont. 

Hanover  &  York  Street  Railway,  York,  Pa. — Rapid  progress 
is  being  made  on  this  extension  of  the  York  County  Traction  Com- 
pany from  Yrork  to  Hanover.  Pa..  20  miles.  Grading  is  in  progress 
at  five  places  and  many  of  the  culverts  and  bridge  abutments  have 
been  completed.  One  of  the  largest  structures  on  the  line  will  be 
the  highway  crossing  at  Eyster's  Mill.  Dodge  &  Day  of  Phila- 
delphia are  the  contractors.  Rails  and  ties  have  been  delivered  at 
several  points. 

Hornell  Bath  &  Lake  Keuka  Railway. — This  company  has  been 
authorized  by  the  New  Y'ork  railroad  commission  to  build  its  pro- 
posed road  from  Hornell  to  Bath.  Hammondsport  and  Branchport, 
X.  Y..  50  miles.  The  company  has  a  capital  stock  of  $1,000,000. 
F.  W.   Hastings  of  Bath  is  interested. 

Illinois  Traction  Company,  Champaign,  III. — A  public  hearing  on 
the  plans  for  the  bridge  across  the  Mississippi  from  Venice,  111.,  to 
St.  Louis,  Mo.,  was  held  last  week  by  Col.  Clinton  B.  Sears  of  the 
United  States  army  engineering  corps.  Representatives  of  different 
civic  associations  and  of  steam  railroads  whose  tracks  are  to  be 
crossed  were  present  and  no  objection  to  the  plans  was  offered. 
They  will  now  be  submitted  to  Secretary  of  W'ar  Taft  for  approval. 
The  plans  were  prepared  by  Ralph  Modjeski  of  Chicago. — Twenty 
carloads  of  steel  rails  have  been  delivered  for  use  on  the  Lincoln- 
Mackinaw  line.  Graders  are  now  at  work  just  east  of  the  Lincoln 
College  grounds.  The  line  is  27.0  miles  long  and  enough  grading 
has  been  completed  so  that  it  is  predicted  that  tracklaying  will 
begin  in  August.  It  is  stated  that  grading  is  also  to  begin  on  the 
Springfield-Jacksonville  line  this  year,  between  Jacksonville  and 
New  Berlin,  where  the  line  has  been  located. 

Indiana  County  Railway. — This  company,  which  is  controlled  by 
the  Jefferson  Traction  Company  of  Punxsutawney,  Pa.,  has  laid 
about  six  miles  of  track,  from  Indiana  to  Ernest  and  Creekside,  Pa. 
Fifteen  miles,  from  Indiana  to  Clymer.  has  been  graded  and  a  line 
from  Indiana  to  Blairsville.   10  miles,   is  to  be  graded  this  summer. 

Indianapolis  Crawfordsville  &  Western  Traction  Company, 
Crawfordsville.  Ind. — E.  P.  Baker,  vice-president,  has  announced 
that  the  tracklaying  on  this  line  from  Indianapolis  to  Crawfords- 
ville. Ind.,  44  miles,  has  been  completed  and  all  of  the  ballasting 
except  about  eight  miles.  The  power  houses  and  substations  are 
practically  completed  and  cars  are  to  be  operating  by  July  4. 


June  29,  1907. 


ELECTRIC    RAILWAY    REVIEW 


879 


Indianapolis  Huntington  Columbia  City  &  Northwestern  Rail- 
way. Syracuse.  Ind. — It  is  reported  that  Benjamin  Raupfer  and 
Thomas  R.  Marshall,  with  Other  stockholders,  propose  to  reorganize 
this  company,  which  is  now  in  receiver's  hands,  and  complete  the 
road.  It  is  stated  that  tin  MHiei,tcdness  of  the  company  is  but 
$1S,000  and  oyer  $100,000  has  been  expended  on  the  road.  It  was 
proposed  to  build  from  Huntington  to  Goshen,  66  miles.  About 
five  miles  of  track  has  been  laid  ami  about  10  miles  additional  has 
been  graded.  Surveys  had  been  completed.  It  was  the  intention  to 
extend  the  line  ultimately  to  Indianapolis.  The  receiver's  sale  will 
be  held  in  August.     Thomas  A.  Bell  of  St.  Louis  is  president. 

Indianapolis  Newcastle  &  Toledo  Electric  Railway,  Newcastle, 
Ind. — It  is  now  announced  that  this  line  will  toe  in  operation  from 
Indianapolis  to  Newcastle.  Ind..  by  September  15.  The  company 
expects  to  ha\"e  the  line  completed  east  to  Muncie  by  the  first 
of  the  year. 

Kenosha  (Wis.)  Electric  Railway. — This  company  has  begun 
the  extension  of  its  lines  within  the  city  and  during  the  nexl  three 
months  about  three   miles  of  new    track   will   be    laid. 

Kentucky  &  Ohio  River  Interurban  Railroad,  Paducah,  Ky. — 
The  directors  met  in  Paducah  last  week  to  consider  plans  for 
building  the  proposed  line  from  Paducah,  Ky.,  to  Cairo,  111.  It  is 
stated  that  the  right  of  way  has  been  secured  and  that  oenstruc- 
tion  contracts  will  be  let  in  a  few  weeks. 

Lafayette  &  Chicago  Electric  Railway,  Lafayette,  Ind. — It  is 
announced  that  work  on  this  proposed  electric  line  will  be  started 
within  two  months.  G.  W.  Infield,  president,  has  announced  that  a 
Chicago  bonding  company  is  ready  to  furnish  75  per  cent  ol  the 
capital    required. 

Lehigh  Valley  Transit  Company,  Allentown,  Pa. — The  direc- 
tors have  decided  to  proceed  with  the  building  of  the  proposed 
bridge  to  connect  Allentown  and  South  Allentown,  Pa.,  which  will 
be  1,820  feet  long  and  will  cost  $350,000. 

Little  Rock  &  Hot  Springs  Electric  Railway,  Little  Rock,  Ark. — 
A  mass  meeting  was  held  at  Little  Rock,  Ark.,  last  week  in  the 
interests  of  the  proposed  electric  line  to  Hot  Springs,  and  $20,000 
was  subscribed.  Committees  were  appointed  to  secure  additional 
subscriptions.     L.  Garrett  is  vice-president  and  general  manager. 

Louisville  New  Albany  &  Southern  Traction  Company,  New 
Albany,  Ind. — It  is  announced  that  this  company,  which  proposes 
to  build  an  electric  railway  from  New  Albany  to  French  Lick, 
Ind.,  will  soon  ask  for  bids  for  the  construction  of  its  line. 

Macon  Americus  &  Albany  Electric  Railway,  Macon,  Ga. — It  is 
reported  that  the  Interurban  Construction  Company  is  preparing  to 
•  let  contracts  about  July  1  for  the  construction  of  this  proposed 
line  from  Macon  to  Americus  and  Albany  and  from  Macon  to  Griffin 
and  Atlanta,  Ga.  Several  bids  have  been  received.  N.  J.  Cruger  of 
Albany,  Ga.,  president. 

Madison  &  Fond  du  Lac  Electric  Railroad,  Madison,  Wis. — This 
company,  incorporated  last  October  to  build  an  electric  third-rail 
line  from  Madison  to  Fond  du  Lac,  Wis.,  is  making  preparations  to 
begin  construction  at  an  early  date.  The  route  includes  Windsor, 
Columbus,  Beaver  Dam  and  Waupun,  with  a  branch  from  Beaver 
Dam  to  Fox  Lake  and  Watertown.  A  power  house  at  Beaver  Dam 
has  been  purchased.  The  company  also  proposes  to  furnish  power 
for  lighting,  and  several  franchises  have  been  secured  for  both 
lighting  and  railway  privileges.  Seventy-pound  rails  will  be  used. 
David  Howard  of  Madison,  president;  F.  A.  Umsted,  chairman  of 
the   board   of  directors. 

Metaline.  Wash. — S.  H.  Anschell  of  Metaline  is  reported  to 
be  interested  in  a  project  to  build  a  railway  from  Colville  to 
Metaline,   40   miles. 

Milwaukee  Northern  Railway,  Port  Washington,  Wis. — The 
Wisconsin  supreme  court  has  decided  in  favor  of  this  company  in 
suits  brought  by  the  Milwaukee  Light  Heat  &  Traction  Company 
to  determine  the  title  to  a  right  of  way  claimed  by  both  companies, 
from  North  Milwaukee  to  the  northern  line  of  Milwaukee  county 
and  beyond.  The  traction  company  claimed  that  it  had  adopted 
the  route  in  question.  The  Milwaukee  Northern  is  now  building 
over  the  right  of  way  on  its  line  from  Milwaukee  to  Port  Wash- 
ington. 

Mt.  Desert  Transit  Company,  Bar  Harbor,  Me. — It  is  stated 
that  construction  contracts  probably  will  be  let  this  fall  for  build- 
ing the  proposed  line  from  Ellsworth  to  Bar  Harbor  arid  South- 
west Harbor,  Me.,  about  4ii  miles.  Surveys  are  now  in  progress. 
John  S.  Kennedy  of  New  York,  N.  Y.,  is  president,  and  W.  E. 
Baker  &  Co.  of  New  York  arc  tin      ngineerB. 

Nashville    (Tern.)    Railway   &    Light   Company. — A    for f   1"" 

men  is  at  work  on  the  grading  for  the  extension  of  lids  company's 
line    on     the    Lebanon     turnpike    beyond    Mt.    Olivet,     its    pi 
terminus.     The  work  of  laying  the  rails  will  be  started   in   tie    near 
future. 

Naugatuck   Valley   Eltctric   Railway. — It  is  announced    thai    lids 
road,    which    has    been    under    ■•■msti action    from    N'augatuck    sooth 
to  Seymour,  Conn.,  by  way  of  Beacon   Fails,   will   b<    In   opei 
some  time  in  July.     T                 is  controlled    I,      ihct'oi ticul    Rail- 
way &  Lighting  Company  and    whci pit  ted    will   afford    through 

service   from   Waterbury   to   Ansonla,    Derby   and    Bridgeport. 

New  York  &  Queens  County  Railway,  Long  Island  City,  N.  Y. — 
This  company  has  made  application    to   th<     board         estimai 

apportionment   foi   permission   to  build  a  line  In   Frai :    

Twenty-second     to    Thirty-first    street,    on    Thirtj    m   I     to 

Broadway  and  on   Broadway  to   Bell  i te    af de   41 

tion  with  the  Belmont  tunnels,  now  under  eon  tructlon, 


Northern    Electric    Railway,   Chico,   Cal.— <  ' s   been 

started   on   the   line  from   Chico  to   Hamilton    City,   Cal. 

Northern    Traction    Company,    Hibbing,    Minn. — Grading    is    wow 

■     ;   between    <  'hisholm    and    I  libbing,    .Mum.,    tor    the    hue 

Which   is   to  connect  Hibbing  with   Blwabik   and   a   number  of  other 
towns  on  the  Mesaba  range.     R.  F.    I  li  rdie,   president. 

Oklahoma  City  El  Reno  &  Southwestern  Interurban  Railway. — 
G.  N.  Martin  of  Chicago,  promoter  of  this  company,  which  proposes 
to  build  an  electric  railway  from  El  Reno  to  Shawnee,  via  Okla- 
homa City,  90  miles,  was  in  Shawnei  last  week  making  arrange- 
ments for  terminal  facilities.  The  line  from  Oklahoma  City  to 
Shawnee  is  to  be  built  first,  according  to  Mr.  Martin,  and  surveys 
are  now  being  made. 

Olean  (N.  Y.)  Street  Railway. — This  company  has  let  to  the 
Groton  Bridge  Company,  Groton,  N.  Y..  a  contract  for  bridge  work 
amounting  to  $40,000. 

Omaha  &  Council  Bluffs  Street  Railway,  Omaha,  Neb. — The 
new  Twenty-fourth  street  line  to  South  Omaha  was  formally  opened 
for  traffic  on  Saturday.  June  22.  Shortage  of  labor  is  seriously 
interfering  with  the  construction  work  in  Omaha.  Work  on  the 
Fortieth  street  line  has  been  stopped  and  all  of  the  men  available 
are  now  working  on  the  extension  of  the  Ames  avenue  line,  from 
Thirty-sixth  street  to  Fortieth  and  Grand  avenue.  As  soon  as  this 
work  is  completed  the  men  will  be  put  to  work  on  Fortieth 
street,  north  of  Dodge,  to  complete  the  eight  blocks  of  line  to 
Cumming  street. 

Pacific  Electric  Railway,  Los  Angeles,  Cal. — Workmen  are  now 
putting  in  a  tower  and  interlocking  switch  at  the  intersection  of  the 
Short  Line  and  the  Southern  Pacific  tracks  at  Oneonta,  Cal..  and  it 
is  announced  that  interlocking  plants  will  be  installed  at  all 
crossings   in    the   suburbs. 

Pasco,  Idaho. — Gustave  Harris  of  Walla  Walla,  Wash.,  has 
applied  for  a  franchise  to  build  a  street  railway  system  in  Pasco. 

Port  Arthur  (Ont.)  Electric  Street  Railway. — The  city  council 
has  decided  to  double-track  the  municipal  electric  street  railway 
system  at  a  cost  of  approximately  $55,000.  Following  are  some  of 
the  materials  required:  Six  hundred  and  twenty  tons  of  56-pound 
rails,  IS  tons  of  spikes,  four  tons  of  bolts,  IS, 480  ties,  14.S6S  pounds 
of  No.  00  trolley  wire,  2S0  trolley  hangers.  300  double  pull-overs, 
1,500   pounds  of  seven-strand  No.  12  wire.     J.   McTeigue   is  clerk. 

Richmond  &.  Chesapeake  Bay  Railway,  Richmond,  Va. — The 
tracklaying  on  this  line  from  Richmond  to  Ashland,  Va.,  15  miles, 
has  been  completed  and  a  party  of  officials  made  an  inspection 
trip  over  the  line  on  a  construction  train  last  week.  Ballasting  is 
now  nearly  completed  and  a  large  number  of  men  are  engaged  in 
erecting  poles  and   stringing   wire. 

Rochester  Scottsville  &  Caledonia  Electric  Railroad. — It  is 
stated  that  this  company  has  applied  for  a  certificate  of  necessity 
to  extend  its  line  from  its  present  terminus  to  Le  Roy,  Stafford  and 
Batavia,  16  miles.  Isaac  W.  Salyerds,  president;  Morton  E.  Lewis. 
secretary. 

Rockford  (III.)  &  Interurban  Railway. — This  company  is  now 
double-tracking  the  Seventh  street  line,  from  Charles  street  to 
.  Second  avenue,  and  will  soon  begin  the  construction  of  a  loop  on 
Seventh  avenue,  from  Railroad  avenue  to  Eighteenth  street,  thence 
to  Kishwaukee  street,  south  to  Harrison  avenue  and  east  to 
Eleventh  street. 

San  Diego  (Cal.)  Electric  Railway. — The  trolley  wire  has  been 
strung  and  work  on  the  laying  of  the  ties  and  rails  of  this  com- 
pany's Adams  street  line  was  started  on  June  17.  The  line  extends 
eastward  from  the  pavilion  on  University  Heights,  through  Uni- 
versity Heights  and  Normal  Heights,  to  the  eastern  boundary  of 
the  latter  subdivision.  W.  Clayton,  vice-president  and  manager, 
San  Diego,  Cal. 

Spokane-Pend  d'Oreille  Rapid  Transit  Company,  Limited,  Spo- 
kane, Wash. — J.  Grier  Long,  treasurer,  has  announced  that  con- 
struction is  to  begin  at  once  on  the  line  from  Spokane  to  Lake 
I 'did  d'Oreille,  Idaho,  42  miles,  the  litigation  which  has  delayed 
Hi.'  work  having  been  settled.  J.  J.  Browne,  one  of  the  promoters, 
has  purchased   for  $35,000  a  terminal  site   on   Squaw   Bay. 

Springfield  Clear  Lake  &  Rochester  Interurban  Railway,  Spring- 
field, III. — Arrangements  are  being  made  lor  financing  the  construc- 
tion of  the  line  from  Springfield  to  Hillshoro.  III.  A  franchise  in 
the  latter  town  has  been  secured  and  it  is  stated  that  construction 
will    begin  at  once.     J.   E.   Melick,   president, 

Susquehanna  Railway  &  Light  Company.  Lancaster,  Pa. — This 
company  mad.'  an  agreement  with  w.  J,  Hayes  &  Co.  of  Phila- 
delphia to  purchase  the  Philadelphia  Coatesville  &  Lancaster  line, 
the  line  between  Coatesville  and  Parkesburg  and  the  partially  con- 
structed line  between  Parkesburg  ami  Christiana,  Pa.  The  ex- 
ecutive committee  has  directed  the  officers  to  improve  the  line  i" 
tween  Parkesburg  and  Coatesville.  and  to  rebuild  and  complet 
line  between  Parkesburg  and  Christiana.  The  hue  between  Christiana 
and  Coatesville  is  lo  hi-  operated  by  the  Conestoga  Traction  Com- 
i    ,■ ction  with  the  Lancastei    a    Eastern  Railway. 

Tacoma  (Wash.)  Railway  &  Power  Company. — Men  are  now  en- 
gaged in  buildin  i    i  largi    loop  at   the  ter I  the  new    \ 

can     Lake    line.      The    L8-acre    trnol     iusid. he    loop    at    the     lakl 

is    to    he    used    as    an    a  nmsnuiiil    park. 

Tampa    (Fla.)    Electric  Company.— Ti  i v   Is   reported   lo 

be  taking  steps   t6  extend   its  line  to  G  Fla. 

Temple,    Tex.— li    Is   stated    tin ring   for    the    line   from. 

pie     tO     Marlln     and     Waco,     Tex.,     i        ail     on     Julj      I.      ■' 

i  lofnnl of  the  pro ei 


880 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  26. 


Tennessee  &  Georgia  Interurban  Railway.  Chattanooga.  Tenn. — 
Surveys  and  estimates  for  this  proposed   9%-mile  road   from   Chat- 

,: -i    through    Rossville    Gap    to    Ft.    Oglethorpe    and    Chicka- 

mauga  parte  are  now  completed,  part  of  the  right  of  way  secured 
and  financial  arrangements  for  its  construction  practically  assured. 
s     W.    Divine,   Dodge,   Ga.,   is  promoting   the   project. 

Texas  Traction  Company.  Dallas.  Tex. — It  is  stated  that  very 
satisfactory  progress  is  being  made  on  the  line  from  Sherman  to 
Dallas,  Tex.  Material  is  being  received  in  large  quantities  and 
the  second  shipment  of  2,000  tons  of  80-pound  rails  is  expected  by 
July  i  from  the  Carnegie  Steel  Company.  Machinery  for  the  power 
at  McKinney  is  now  being  installed,  and  the  power  will  be 
to  be  turned  on  some  time  before  the  track  is  ready  for 
cars.  As  originally  announced.  President  Strickland  believes  the 
road  will  be  ready  to  bring  Christmas  shoppers  to  Dallas.  F.  A. 
Jones,   chief  engineer. 

Thomaston,  Conn. — Work  on  the  roadbed  of  the  new  electric 
line,  which  is  to  be  built  from  Waterbury  to  Thomaston.  Conn.,  is 
progressing  so  satisfactorily  that  it  will  soon  be  ready  for  laying 
the    15    carloads   of   rails   which    have    recently   arrived. 

Torreon.  Mex. — It  is  reported  that  Dr.  J.  W.  Lim  and  others 
of  Torreon  have  secured  from  the  government  the  right  to  build 
and  operate  an  electric  railway  from  Torreon  to  Matamoros. 
Coabuila,  Mex..  about  10  kilometers.  Machinery  has  been  ordered 
from   the  United  States  and  work   is  to  begin  at  an  early  date. 

United  Railways  &  Electric  Company,  Baltimore.  Md. — An- 
nouncement has  been  made  that  this  company  will  make  the  fol- 
lowing extensions  to  its  present  system:  Orangeville  to  Highland- 
town,  by  way  of  Eighth  street;  Lakeside  to  Cockeysville,  on  its 
own  right  of  way:  Towson  to  Timonium.  and  an  extension  of  the 
Wilkins  avenue  line  to  Halethorpe  and  Elkridge.  It  also  has  been 
decided   to  extend  the  St.   Paul   street  line  to   Boland  Park. 

Utica  &  Mohawk  Valley  Railway,  Utica,  N.  Y. — This  company- 
has   tiled   notice  in   the   county   clerk's   office   of   the   following  pro- 

I 1   extensions:     A  second   track,   beginning  on  Whitesboro  street 

at  the  westerly  line  of  the  city  of  Utica,  and  extending  westerly 
along  Whitesboro  street  about  1.546  feet.  A  single-track  line  ex- 
tending from  Deerfield  Corners  westerly  along,  in  and  upon  the 
Marcy  road  to  the  so-called  Seymour  road.  A  single-track  line 
from  Deerfield  Corners  along,  in  and  upon  the  Trenton  road  or 
North  Genesee  street  to  the  reservoir.  A  second  track  extending 
from  Deerfield  Corners  on  North  Genesee  street  southerly  in.  along 
and  upon  North  Genesee  street  to  the  old  channel  of  the  Mohawk 
river. 

Warren  Street  Railway.  Bisbee.  Ariz. — It  is  announced  that  the 
construction  work  on  this  company's  line  between  Upper  Tomb- 
stone canyon  and  Warren  is  to  be  pushed  as  rapidly  as  possible. 
The  rails  have  been  ordered  and  are  expected  within  a  month.  The 
cars,  which  will  be  built  by  the  McGuire-Cummings  Manufactur- 
ing Company  of  Chicago,  have  been  promised  by  August  and  it  is 
expected  that  the  line  will  be  in  operation  by  October  next.  L.  W. 
Powell.    Bisbee,   is  president. 

Western  New  York  &  Pennsylvania  Traction  Company.  Olean, 
N.  Y. — W.  R.  Page,  president,  recently  told  the  board  of  trade  of 
Bradford,  Pa.,  that  this  company  will  construct  a  trolley  line  from 
Eld  red  to  State  Line.  Pa.,  which  would  connect  with  the  Bradford- 
Clean  line,  now  under  construction.  Mr.  Page  also  stated  that  it 
was  the  intention  of  the  company  to  construct  a  line  from  Bradford 
to  Carrollton  to  connect  with  the  Olean  and  Salamanca  lines.  It 
was  proposed,  he  said,  to  rebuild  the  entire  system  in  the  city  of 
ford  on  paved  streets,  us  well  as  rebuild  and  extend  the 
Lewis    Run    line. 


Personal  Mention 


POWER   HOUSES  AND  SUBSTATIONS 


Wagner  Lake  Shore  &  ■  Armour  Railway.  Wagner,  S.  D. — It  is 
announced  that  this  company  has  made  arrangements  to  acquire 
the  electric  light  and  power  plant  at  Wagner,  s.  I'.,  and  to  build 
a  lew  power  house  at  Armour.  S.  D.  It  is  expected  that  about 
$25,000  will  be  spent  feu-  new   electrical  machinery  and  accessories. 

Los  Angeles  (Cal.)  Interurban  Railway. — This  company  has 
begun  work  on  a  substation  for  transforming  high-tension  current 
for  use  on  its  lines.  The  current  is  generated  by  the  Pacific  Light 
&  Power  Company  at  its  plant  at  the  mouth  of  San  Gabriel  canyon. 
Tic  new  transformer  station,  which  is  to  be  located  at  Azusa, 
will  be  a  brick  building,  located  on  the  company's  property  on 
West    Ninth    street. 

Kansas  City-Western  Raiiway. — It  is  announced  that  at  a  meet- 
ing of  the  board  of  directors  of  this  company  it  was  practically 
decided  to  purchase  current  for  the  operation  of  the  cars  from 
the  Metropolitan  Street  Railway  Company,  provided  that  a  long- 
time contract  could  tie  made  ;il  a  lower  rate  than  that  for  which 
the  Kansas  City-Western  can  generate  its  own  power.  It  is  stated 
that     the    Metropolitan     street     Railway    Company     has    agreed     to 

erei  I   a    converter  station   at   a  cost   of  about   (25,1 provided   that 

the    Kansas    City-Western    will    sign    a    long-time    contract. 

Ogden  (Utah)  Rapid  Transit  Company. — This  company  is  in- 
stalling a  motor-generator  set.  having  a  capacity  of  :'.:,n  amperes, 
to  be  used  in  furnishing  power  for  the  operation  01  Its  cars.  It  is 
expected  that  the  motor-generator  set  will  he  ready  for  operation 
in  about  ten  days.  The  current  will  be  furnished  by  the  Utah 
Light  &  Power  Company.  It  is  expected  that  the  installation 
of  this  unit  will  materially  improve  the  service,  as  it  will  avoid 
the  frequent  shutdowns  experienced  when  the  company  operated 
its  own  power  house,  which  will  now  be  held  in  reserve  for  use  only 
in  emergency. 


Mr.  William  J.  Ager  has  resigned  as  superintendent  of  con- 
struction of  the  Spokane  Traction  Company,   Spokane,  Wash. 

Mr.  W.  P.  Brenning  has  been  appointed  assistant  master 
mechanic    of   the    Alton    Granite    *    St.    Louis    Traction    Company. 

Mr.  O.  P.  Sells  has  resigned  as  general  superintendent  of  the 
Mattoon  (111.)  City  Railway,  to  accept  another  position  at  Blooming- 
ton.  111.,  effective  on  July  1. 

Mr.  P.  L.  Downs  and  Mr.  A.  F.  Bentley  of  Temple,  Tex.,  have 
been  elected  first  and  second  vice-president,  respectively,  of  the 
Belton  &  Temple  Traction  Company  of  Temple. 

Mr.  W.  A.  Comstock  of  Alpena,  Mich.,  has  been  elected  presi- 
dent of  the  Milwaukee  Northern  Railway  of  Port  Washington. 
Wis.,    succeeding  Mr.    J.    M.    Saemann,    resigned. 

Mr.  A.  S.  Swank  has  resigned  as  superintendent  of  the  Cin- 
cinnati Northern  Traction  Company  of  Hamilton.  O.,  to  accept  a 
position  with  the  Western  New  York  Construction  Company  of 
Buffalo.   N.   T. 

Mr.  Herman  E.  La  Breeque  has  been  appointed  assistant 
superintendent  of  the  Jersey  Central  Traction  Company  at  Key- 
port,  N.  J.  He  formerly  was  witli  the  Portland  (Ore.)  Railway 
Light  &  Power  Company. 

Mr.  George  Dorn  has  resigned  as  assistant  superintendent  of 
the  Louisville  &  Southern  Indiana  Traction  Company.  New  Albany. 
Ind.,  to  accept  a  position  with  the  Indianapolis  &  Louisville  Trac- 
tion Company. 

Mr.  G.  E.  Peck  has  been  appointed  auditor  and  cashier  of  the 
Mason  City  &  Clear  Lake  Railway.  Mason  City,  la.,  and  the  People's 
Gas  &  Electric  Company.  Mr.  Peck  heretofore  has  been  connected 
with  the  Waterloo  Cedar  Falls  &  Northern  Railway  at  Waterloo,  la. 

Mr.  Frank  W.  Arnold  has  resigned  as  manager  of  the  Oswego 
(N.  Y.i  Traction  Company  to  become  connected  with  the  Ft.  Dodge 
1  'es  Moines  &  Southern  Railway  of  Des  Moines,  la.  The  employes 
of  the  Oswego  Traction  Company  tendered  Mr.  Arnold  a  farewell 
banquet.     Mr.  George  Wright  lias  been  appointed  to  succeed  him. 

Mr.  E.  H.  Richards,  formerly  superintendent  of  the  Newport 
division  of  the  Old  Colony  Street  Railway,  has  resigned  to  accept 
a  similar  position  at  New  Bedford,  Mass.  For  several  years  he  was 
division  superintendent  of  the  Brocton  division  of  the  Old  Colony 
company  and  was,  at  one  time,  manager  of  the  Taunton-Attleboro- 
Providence  line. 

Mr.  L.  C.  Bradley,  whose  resignation  as  superintendent  of  the 
Scioto  Valley  Traction  Company,  to  become  associated  with  J.  G. 
White  *  Co.  of  New  York  City,  was  noted  in  a  previous  issue,  has 
been  appointed  superintendent  of  the  Eastern  Pennsylvania  Rail- 
wax,  one  of  the  properties  controlled  by  the  White  interests.  Mr. 
Bradley's   headquarters   will   be   in   Pottsville,   Pa. 

Mr.  H.  C.  Young,  general  passenger  agent  of  the  Lake  Shore 
Electric  Railway,  has  been  granted  a  three  months'  leave  of  ab- 
sence, effective  on  June  11.  during  which  time  all  traffic  matters 
will  be  looked  after  by  Mr.  A.  C.  Henry,  auditor  of  the  company. 
All  communications,  therefore,  pertaining  to  matters  in  this  depart- 
ment should  be  addressed  to  him  at  Norwalk.  O.  Mr.  John  Miller 
will  act   as   traveling    passenger  agent,    reporting   to   Mr.    Henry. 

We  are  officially  advised  that  Mr.  W.  W.  Street  has  been 
appointed  superintendent  of  transportation  of  the  St.  Louis  & 
Springfield  Railway  and  the  St.  Louis  &  Northeastern  Railway  at 
Staunton,  111.,  succeeding  -Mr.  Thomas  G.  Wood,  who  has  been 
appointed  superintendent  of  the  St.  Louis  Decatur  ■&  Champaign 
Railway,  the  new  line  which  has  just  been  opened  between  De- 
catur and  Champaign.  These  lines  are  all  divisions  of  the  Illinois 
Traction  System. 
I 

Mr.  J.  Jordon,  heretofore  superintendent  of  the  Cleveland 
■  I  'Hie  &  Eastern  and  the  Cleveland  Painesville  &  Ashtabula 
railroads,  Willoughby.  O..  has  been  appointed  general  manager 
of  those  roads,  effective  on  June  1.  as  announced  in  last  week's 
issue  of  the  Electric  Railway  Review.  Mr.  Jordan  entered  railway 
service  in  1SS5.  at  the  age  of  is,  with  the  Grand  Trunk  Railway,  in 
the  locomotive  department,  remaining  there  until  1SSS.  He  was 
then  for  four  years  employed  as  conductor  by  the  Saginaw  Street 
Railway,  Saginaw,  Mich.,  and  held  a  similar  position  with  the 
Citizens'  Street  Railway  of  Detroit  until  1895.  When  the  Detroit 
Railway  began  operating  in  lS'.ij  he  was  appointed  division  superin- 
i  ndent  and  two  years  later,  on  August  12,  1S!'7.  was  made  super- 
intendent of  the  Cleveland  Painesville  &  Eastern  Railroad,  which 
last  year  acquired  the  Cleveland  Painesville  *   Ashtabula  Railroad. 

Mr.  Samuel  B.  MeLenegan.  whose  appointment  as  general  man- 
ager  of  the  Central  California  Traction  Company  was  noted  in 
our  issue  of  June  15.  was  born  on  a  farm  in  Wisconsin  in  1861.  In 
1881  he  obtained  a  position  with  the  L'nited  States  revenue  cutter 
service,  where  he  remained  as  assistant  engineer  for  11  years.  From 
1892  until  the  latter  part  of  1893,  he  was  connected  with  the  Gen- 
eral Electric  Company  at  San  Francisco,  resigning  to  become  super- 
intendent of  the  San  Francisco-San  Mateo  Railway.  After  four 
years  of  service  with  this  company  he  accepted  a  similar  position 
with  the  Oakland  San  Leandro  &  Haywards  Railway,  where  he 
remained  until  1902,  when  he  was  appointed  superintendent  of  the 
Los  Angeles  Inter-Urban  Railway-.  This  position  he  held  until 
June   of   this  year,   when,   as   earlier   noted,    lie   resigned   to  become 


June  29,  1907 


ELECTRIC    RAILWAY    REVIEW 


881 


general  manager  of  the  Central  California  Traction  Company,  which 
is  now  building  a  third-rail  intervrrban  line,  to  be  operate.!  at  1,200 
volts  direct  current  from  Stockton  north  to  Sacramento,  and  south 
to  Modesto.     His  headquarters  will  be  at  Stockton. 

We  are  officially  advised  that  Mr.  Harm  Hans.  n.  general  super- 
intendent of  the  Mexico  Electric  Tramways  Company.  Limited,  of 
Mexico  City.  Mex.,  has  been  appointed  acting  general  manager  of 
the  company  during  the  absence  of  Mr.  R.  < ".  Brown,  general  man- 
ager and  managing  director,  who  is  visiting  the  United  States.  A 
new  position  has  also  been  created,  that  of  freight  superintendent. 
and  Mr.  William  .1.  Everett  has  been  appointed  to  the  office.  More 
attention  is  to  be  paid  to  freight  handling  in  the  future  and  the 
department  is  to  be  put  on  a  better  working  basis.  Mr.  Everett  is 
an  experienced  street  railway  man  and  was  formerly  conne 
with  the  Mexico  city  lines  when  they  were  under  the  management 
of  the  Distrito  Federal  Company.  He  has  been  connected  with 
the  Indianapolis  Street  Railway,  the  Toledo  Railways  &  Light 
pany,  the  Havana  Electric  Railway,  and  more  recently  with 
the  Auburn   i:   Syracuse   Electric  Railroad  of  Syracuse.    X.   Y. 

Mr.  Gus  Muhlhausen,  general  manager  of  the  Evansville 
Suburban  &  Newburg  Railway,  celebrated  the  eighteenth  anni- 
versary of  iris  connection  with  this  road  on  June  in.  by  inviting  a 
party  of  about  twenty  persona]  friends  to  take  a  trolley  ride  to 
Newburg  and  Bonneville.  Ind.  On  the  return  trip  in  the  evening 
a  banquet  was  served  to  the  guests  in  a  large  express  car  tem- 
porarily fitted  up  as  a  dining  hall,  followed  '  speech  making  and 
story  telling.  Mr.  Muhlhausen  was  the  recipient  of  hearty  con- 
gratulations on  his  long  and  successful  connection  with  the  road 
and  all  expressed  their  appreciation  of  the  enjoyable  ride  and  the 
unique  banquet  on  wheels.  Among  those  present  were:  F.  .1. 
Scholz.  W.  B.  McDonald,  I..  C.  Shippard,  C.  A.  Cunningham.  Frank 
Schwegeir.au.  A.  J.  Rutledge,  C.  P.  White,  Dr.  W.  A.  Wheeler. 
Henry  Cook,   Capt.  Lee   Howell  and  others. 


Obituary. 


William  Findlay  Shunk,  well  known  from  his  connection  with 
the  construction  of  the  New  York  elevated  roads,  died  at  his  home 
near  Harrisburg.  Pa.,  on  June  22.  aged  77  years.  He  was  born 
near  Harrisburg  in  1830  and  was  a  graduate  of  Dickinson  College. 
His  first  engineering  work  was  on  the  Pennsylvania  Railroad  in 
1856.  and  from  that  time  on  he  was  engaged  in  engineering  work 
on  various  roads.  In  1^74  lie  was  appointed  engineer  in  charge  of 
the  laying  out  and  building  of  the  elevated  lines  of  New  York  and 
at  the  completion  of  this  work  was  appointed  chief  engineer  of  the 
Manhattan  Elevated  Railway,  the  company  formed  to  take  over  the 
elevated  lines  of  the  west  side.  He  remained  with  this  company 
until  1SN2.  when  he  resigned  to  engage  in  various  engineering  enter- 
prises, the  best  known  of  which  is  his  successful  work  on  the 
Guayaquil  &  Quito  Railroad  over  the  Andes,  said  to  be  the  highest 
railroad  in  the  world.  Since  the  completion  of  this  work  in  1902 
Mr.  Shunk  had  retired  from  active  business.  In  addition  to  the 
recognition  attained  by  his  successful  engineering  work,  he  was 
known  to  technical  journalism  as  the  author  of  a  book  on  railroad 
curves  and    "The    Field    Engineer.1" 


Financial  News 


Atlantic  City  &  Shore  Railroad.  Atlantic  City.  IN.  J. — The  re- 
port that  control  of  this  i  01  is  i  i  by  the  West  Jersey 
ft  Seashore  Railroad  is  erroneous.  In  part  consideration  for  a  grant 
of  trackage  rights,  the  Atlantic  City  ,<.-  Shore  company  has  given  the 
West  Jersey  company  an  option  to  i  iter  1913  a  majority 
of  the  capital   stock  of   the  Atlantic   City  A:    Shore   company,   and    to 

secure   this   option.    51    per   cent    of   tl apital    stock    of    the    Shore 

company  has  bi  rited  with  a  trustee. 

Brooklyn    Rapid    Transit    Company. — At    the   S]  ting    of 

holders  of  oklyn   Union   Elevated    Railroad   on   June   l" 

the  creation  of  the  proposed  mortgage  for  was  appn 

Stockholders    of    the    Nassau    Electric    Railroad    approved    on 
11     the    proposed     mortgage     fo  The     purpose    of    the 

creation    of    these    mortgages    was    stated    in    the    Electric    lie 
Review  of  May   25,    1907,   page  696. 

Chicago  City  Railway. — The  ?:;. ,i ;  5  per  cent    thn 

notes,   due   in    1908,    have   been   called   for   redemption   on   July    1   at 
im   and    interest.     The   (6,1 ,000   bonds   which   were   purchased   by 

the    Harris    Trust    and    Savings    hank    and    the    First    Trust    and 
ings   bank   are   offered    for   sale   at   98   and    Intel 

Connecticut  Railway  &  Lighting  Company. — A  block  of  I  l 
guaranteed  common  stoi  k  is  offered  at  $75  a 
&  Co.     The  propertj    is   i  999  years  from 

to    the    New    York    New    Haven    ft    Hartford    I; 
which,   with  <ash  on  deposit  with  a   trustee,   i-  pay    I 

per-  cent   dividends  on   the  com ■■  Btock  to   mil.  and  aboul 

per  cent  t ; 

Eastern  Ohio  Traction  Company,  Cleveland. — At  tie  receivers' 
sale  on  June  -■  Palls  ft  Garrettsvllle  lire-  was  bought 

by    II.    p.    Mi  i>  152,000,    th 

bidder  tor  the  propertj   as  ■'  whole,  oi   foi  &   Chagrin 

line,    or    the    Cleveland    ft    Eastern    hue,    whl<  "is    to 

ion   ami   Middli                      Cleveland   ft   CI  sub 

0  i, end    Hi'    i'i''  eland  a-    i  ! 


to  a  first  mortgag  On  the  former  the  upset  price  had 

been   fixed    at    $1"6. and    on    the    hitter   at    (50.000.     Th( 

Falls   ft    Garrettsville   division    now    passes    from    the   control   oi 
receiver.     The    other    two    portions    of    the    line    will    remain    under 
his  supervision  until  ul  effort  is  made  to  dispose  of 

Evansville    (Ind.)    Railways   Company. — This   company   has 
incorporated  wit  0  capital  stock,   to  acquire  the  properties 

of  the  Evansville  &  Eastern  Electric  Railway  and  the  Evansvil 
Mt.   Vernon   Electric   Railway-.     The  incorporators  are.     W.    H.    Mc- 
.   W.    M.    Ford,    Fled    W.    Reitz.   C.    H.    Battin,    Edwin   Walker. 
M.  s.  and  W.  L.  Sonntag.     The  office   .  -         rag.  presi- 

dent: C.  H.  Battin.  vice-president  and  general  manager;  M.  S.  Sonn- 
treasurer;    F.    W.    Reitz.    secretary.     William    H.    McCurdy    is 
chairman  of  the  board  of  directors,   which   is  composed  of  the  in- 
corporators. # 

Hot  Springs  (Ark.)  Street  Railroad. — This  company  has  changed 
its  name  to  the  Hot  Springs  Street  Railway-  Company  and  the 
number  of  directors  has  been  reduced  to  four,  as  follows:  Samuel 
W.  Fordyce.  Charles  H.  McKee,  William  C.  Fordyce  and  H.  E. 
Martin. 

Kansas  City    Railway   &   Light   Company. — The   preliminary   in- 
account  for  the  fiscal   y-ear  ended   M 
follows: 

Year  ended  May  31—  1907.  1906. 

is   earnings    I         (5,153,168         (4.449,114 

Operating    expenses    2.909,136  2.596.539  2,23 

Net    earnings    (2,806,203  (2,213,871 

Other    income    i>.44"  9,671  16.5SS 

Total  income    -?2.Sl."..ii43 

Interest  charges,    etc 1,765,870  1.644.524  1,501,862 

Surplus  for  dividends    (1,049,773         -     921,776         J     " 

Preferred    dividends    476,105  476.105  476.1ii:, 

Surplus   (    573.668         $    445.671         5    ! 

At  the  annual  meeting  of  stockholders  in  Jersey  City-  on  June 
21   H.  i.i.  Coughlin  was  elected  a  director  to  succeed  S.  R.  Knott. 

Northern  Ohio  Traction  &  Light  Company.  Akron.  O. — Applica- 
tion has  been  made  to  the  New  Y'ork  stock  exchange  to  list  (7,938,- 
000  capital  stock. 

Pawcatuck  Valley  Street  Railway.  Westerly.  R.  I. — Boston 
papers  state  that  a  reorganization  has  been  effected  by  a  com- 
mittee of  bondholders,  which  is  composed  of  E.  P.  Shaw,  Jr..  of 
the  Boston  ft  Worcester  Street  Railway  and  others.  The  company 
defaulted  in  its  bond  interest  on  November  1.  1306.  A  majority 
of  the  bonds  and  stock  was  held  by  W.  L.  Mauran  and  by  an 
arrangement  with  the  committee  the  outstanding  $100,000  first 
mortgage  and  $40,000  second  mortgage  bonds  were  canceled,  and  a 
new  mortgage  of  $50,000  has  been  placed  upon  the  property  and 
$14,000    contributed    by   the    bondholders. 

Poughkeepsie  City  &  Wappinger  Falls  Electric  Railway.  Pough- 
keepsie.    N.    Y. — The   New    Y'ork    railroad    commission    has   appi 
the    issue    by    this   company    ol  bonds    for   the   purchas 

cars  and  other  equipment. 

Spokane    &    Inland    Empire    Railroad.    Spokane.    Wash. — At    the 

annual   meeting  of  stockholders  on  June   17.    the  directors   were   re- 
ted.     The    directors    re-elected    the    officers,    as    follows:     F.    A. 
.well,  chairman  of  the  board:  Jay  P.  Graves,  president:  F.  Lewis 

Clark,    first    vice-president:    A.    L.    White,    second    vice-president; 

W.  G.  Davidson,  secretary;  H.  B.  Ferris,  treasurer.     The  fore-       _ 
ther    with    Aaron    Kuhn,    W.    G.    Graves    and    Waldo    G.    Paine, 

constitute   the  board    of  dire   tors. 

Tri-City  Railway  &  Light  Company.  Davenport,  la. — The  capital 

stock  will  be  increased  from  (1,500, I  to  (2,500, >.   in  order  to  pro- 
vide for  the  acquisition  of  the  Davenport  ft  Suburban  Railway. 

United   Railways  Company.   St.    Louis. — An   issue  of   • 

two-  I      eellt      Holes     Will     he      made.        Tile     Jif.       eels      Will     be 

Of  6  per  cent  first 
tgi  onds  of  the  Citizens'  Railw  on  July  I.  Tin-  addi- 
tional                eeded  will  be  supplied  fro..:  sury. 

Utica  &  Mohawk  Valley  Railway.  Utica.  N.  Y.— The  New  fork 
railroad  commission  has  given  approval  to  an  increase  in  the  stock 
..f  i  Ins  con]  any  froi  i0  to  (7,500, 

Dividends    Declared. 
Aurora  Elgin  ft  Chicago  Railway,  CI  ferred,  quarterly. 

l'i   i 

Boston    &    Worcester    Bli  ipanles,     B 

t'apitoi    Traction    Company.    Washington,    D     C,    quarterly,    IVi 
■ul. 

i    str.ei    Railway,    I   i 
Johnstown    (Pa.)    Passenger    Railway,    quarterly,    three-fourths 
of  1   per  cent. 

N.-w   (irleans    Railway    .v-    Light    ■  I,    quarterly. 

p,    per   cent. 

i  N    v  i    Railway,   pn 
use  '  N.   v  i   Rai  . 
ut. 

quarter!) . 

Washington  Water  Powi  i  I '  3pol 

per  • cut 

West    End   Street   Railway,   Bosti 


882 


ELECTRIC     RAILWAY     REVIEW 


Vol.  XVII.  No.  26. 


Manufactures  and  Supplies 


ROLLING  STOCK. 


United  Railroads  of  San  Francisco,  San  Francisco,  Cal.,  it  is 
reported,  is  in  the  market  for  50  cars. 

Tampa  &  Sulphur  Springs  Traction  Company,  Tampa,  Fla., 
placed  an  order  a  few  days  ago  for  six  cars. 

Galvestqp- Houston  Electric  Railway,  Houston,  Tex.,  under  con- 
struction, is  in  the  market,  it  is  reported,  for  20  cars. 

Cleveland  Southwestern  &  Columbus  Railway,  Cleveland,  O.,  it 
is  reported,  has  purchased  a  few  large  interurban  passenger  cars. 

Hays  Brothers  Company,  Arkansas  National  Bank  building,  Hot 
Springs,  Ark.,  will  be  in  the  market  for  six  cars  soon.  W.  E. 
Mitchell,   manager.  .^ 

New  York  City  Railway,  New  York.  N.  Y..  lias  ordered  154 
cars  from  The  J.  G.  Brill  Company  and  is  also  asking  figures  on  all- 
steel  cars  for  surface  use. 

Canadian  Development  Company.  El  Rene,  Okla.,  is  in  the 
market  for  a  complete  street  railway  equipment.  Harry  Schafer, 
El  Reno,  Okla.,  manager. 

The  J.  G.  Brill  Company,  Philadelphia,  Pa.,  has  recently  shipped 
25  cars  to  the  Lisbon  (Portugal)  street  railway.  The  Brill  com- 
pany has  supplied   this  road  with  over  200  cars. 

Penn  <£.  Franklin  Street  Railway,  now  under  construction  from 
Wilkinsburg,  Pa.,  to  Pittsburg,  it  is  reported  has  placed  an  order 
with  the  St.   Louis  Car  Company  for  10  closed  cars. 

Willamette  Construction  Company,  which  is  building  the  Oregon 
Electric  Railway,  Portland,  Ore.,  has  placed  an  order  with  the 
American  Locomotive  Company  for  two  electric  locomotives. 

New  Orleans  Railway  &  Light  Company,  New  Orleans,  La., 
which  was  reported  to  be  in  the  market  for  a  number  of  new  cars, 
officially  advises  us  that  it  has  not  yet  definitely  decided  on  the 
matter. 

Utah  Light  &  Railway  Company,  Salt  Lake  City,  Utah,  which 
is  in  the  market  for  62  cars,  as  reported  in  the  Electric  Railway 
Review  of  June  15,  will  place  the  contract  for  these  cars  on 
June  27. 

Washington  Railway  &  Power  Company,  Portland,  Ore.,  which 
is  building  a  street  railway  in  Vancouver,  Wash.,  is  in  the  market, 
we  are  officially  advised,  for  four  passenger  cars  for  city  service, 
equipped  with  standard-gauge  double  trucks  and  good  motors. 

Buffalo  &  Lake  Erie  Traction  Company,  Buffalo.  N.  Y.,  as  re- 
ported in  the  Electric  Railway  Review  of  June  15,  has  placed  an 
order  with  the  Cincinnati  Car  Company  for  25  combination  passen- 
ger and  baggage  cars.  The  specifications  call  for  the  following  de- 
tails: 

Weight    S6.000   lb.       Height,    over    all 13    ft. 

Length    56   ft.    7    in.        Body     Wood 

Width    9   ft.    4   in.       Underframe    Steel 

Special     Equipment. 


Journal  boxes   Symington 

Lighting    system 

Holophane    globes 

Springs    Triple    elliptic 

Trucks    Baldwin 


Brakes    Westinghouse 

Couplers     Tomlinson 

Curtain   material Pantasote 

Curtain  fixtures. Protected  groove 

Heating   system Hot    water 

Draft    rigging Tomlinson 

Birmingham  Railway  Light  &  Power  Company,  Birmingham, 
Ala.,  as  reported  in  the  Electric  Railway  Review  of  June  8.  has 
placed  an  order  for  four  closed  passenger  cars  with  the  St.  Louis 
Car  Company.  Delivery  is  to  be  made  about  September  1.  The 
specifications  call  for  the  following  details: 

Seating  capacity.. 40  passengers       Width,  inside   7  ft.   4  in. 

Weight    45,000    lb.  Over  all   8  ft.  6  in. 


Wheel   base 6   ft.    6    in. 

Length  of  body 29  ft.   7%  in. 

Over  vestibule   ..39  ft.   1%   in. 

Over  all    40   ft.   714    in. 

Special 

Air   brakes    National 

Brakeshoes    M.   C.   B.   type 

Center   bearings 

Symington  ball  bearing 

Couplers   St.  Louis 

Curtain  fixtures. .  .Forsyth  cable 
Curtain  materials   ....Pantasote 

Destination  signs Hunter's 

Fenders    Emery 

Gears   and   pinions 

E.  W.  Bliss  &  Co. 

Journal  boxes  . . .  .M.  C.  B.  type 

Ma  rkers    Lintern 

Motors 4     GE-57 

Paint Olive    green 

Scioto  Valley  Traction  Company,  Columbus,  O.,  which  was  re- 
ported in  the  Electric  Railway  Review  of  June  22  to  have  ordered 
four  express  trail  cars,  officially  advises  us  that  these  are  second- 
hand 50,000-pound  capacity  railroad  box  cars.     They  are  being  over- 


Height,  track  to  trolley  base. 

12   ft.   3   in. 

Body    Wood   and   steel 

Underframe     Steel 

Equipment. 

Safety  tread    Q  &  C 

Sanders    St.    Louis 

Seats     Heywood    Bros. 

^  ide  bearings    Baldwin 

Trucks     Baldwin 

Gongs    Brill   Dedenda 

Hand   brakes    Wheel 

Heating   system Consolidated 

Headlights    

...Combination   Frisco    type 

Interior    finish Mahogany 

Journal  bearings.. M.  C.  B.  type 

Varnish    Hildreth 

Vestibule   Full 


hauled,  repainted  and  equipped  with  Standard  rolled  and.  forged: 
steel  wheels,  Van  Dorn  automatic  couplers  and  standard  Westing- 
house   automatic   air   brakes. 

Elkins  Electric  Railway,  Elkins,  W.  Va..  which  was  reported 
in  the  Electric  Railway  Review  of  June  22  to  be  in  the  market  for 
a  few  electric  motor  passenger  cars,  officially  advises  us  that  it 
will  also  be  in  the  market  for  regular  passenger  and  freight  equip- 
ment in  the  near  future. 

Chicago  City  Railway,  Chicago,  111.,  was  reported  in  the  Elec- 
tric Railway  Review  of  April  13  to  have  placed  an  order  for  300- 
cars  with  The  J.  G.  Brill  Company.  This  order  has  been  divided 
among  the  Brill  plants,  as  follows:  G.  C.  Kuhlman  Car  Company, 
150:  The  J.  G.  Brill  Company,  100,  and  the  American  Car  Com- 
pany,  50. 


SHOPS  AND    BUILDINGS. 


Augusta  &  Columbia  Railway.  Augusta,  Ga. — This  company  has 
purchased  a  site  on  which  it  proposes  to  erect  terminals  to  cost 
about   $250,000. 

Cleveland  Southwestern  &  Columbus  Railway,  Cleveland.  O. — 
It  is  reported  that  this  company  has  purchased  property  at  Welling- 
ton, O.,  on  which  to  build  car  houses  and  a  station.  The  station 
will  consist  of  a  ticket  office  and  waiting,  baggage  and  express 
rooms. 

Consolidated  Railway,  New  Haven,  Conn. — This  company  will 
immediately  start  the  erection  of  a  station  at  Luna  Park  and 
Charter  Oak  Park.  The  plans  call  for  a  platform,  with  a  grano- 
lithic surface,  25  feet  wide  by  125  feet  long.  Over  it  will  be  a  roof 
supported  by  turned  wood  pillars.  It  will  be  built  on  the  company's 
private  property. 

Fresno  (Cal.)  Traction  Company. — This  company  received  bids 
on  June  25  for  the  construction  of  the  car  houses  and  machine  shops 
that  have  been  under  consideration  for  some  time,  as  reported  in 
the  Electric  Railway  Review  of  April  20. 

Lima  &  Toledo  Traction  Company,  Lima,  O. — This  company, 
it  is  reported,  has  made  a  proposition  for  property  in  Toledo,  O., 
on  which  it  will  erect  a  large  passenger  and  freight  station  and 
also  a  car  house. 

Nashville  (Tenn.)  Railway  &  Light  Company. — This  company 
has  appropriated  $10,000  to  remodel  its  transfer  station  building. 
Work  has  been  under  way  for  some  time  and  will  require  four 
months. 

Omaha  &  Council  Bluffs  Street  Railway,  Omaha,  Neb. — This 
company  has  decided  not  to  erect  a  new  car  house  on  the  site  re- 
cently bought  for  that  purpose,  as  reported  in  the  Electric  Railway 
Review  of  May  11.  At  a  meeting  of  the  directors  it  was  decided 
to  sell  the  property  to  the  St.  Joseph  hospital,  which  was  anxious 
to  prevent  the  erection  of  the  car  house  because  of  its  proximity. 

Paris  (III.)  Traction  Company. — This  company  will  build  a  car 
house,  50  by  120  feet,  on  a  lot  donated  by  the  Commercial  Club. 

Pittsburg  Harmony  Butler  &  New  Castle  Street  Railway,  New 
Castle,  Pa. — This  company  has  closed  a  long-time  lease  on  property 
in  Butler,  where  it  will  erect  a  car  house,  30  by  80  feet,  to  accom- 
modate 10  cars.  The  second  story  of  the  building  will  be  devoted 
to  the  offices  of  the  company. 

Rockford  &  Interurban  Railway,  Rockford,  III. — It  is  reported 
that  this  company  will  erect  a  machine  shop  on  First  avenue,  oppo- 
site its  car  houses.  , 

Springfield  (III.)  Consolidated  Street  Railway. — This  company 
has  awarded  the  Culver  Construction  Company  the  contract  for 
erecting  a  car  house  in  Springfield. 

Springfield  (Mass.)  Street  Railway. — The  construction  of  a  mod- 
ern electric  car  house  will  be  started  by  this  company  this  year,  on 
its  property  at  North  Main  and  Hooker  streets.  The  building  will 
have  a  capacity  of  100  cars  and  will  cost  from  $150,000  to  $200,000. 
It  will  be  built  of  brick,  one  story  high,  and  set  well  back  on 
the  property  owned  by  the  company.  In  connection  with  the 
storage  part  of  the  building  there  will  be  repair  shops,  equipped 
with  the  newest  machinery.  Outside  there  will  be  plenty  of  room 
for  a  yard,  with  track  space  for  a  large  number  of  cars. 

Utah  Light  &  Railway  Company,  Salt  Lake  City,  Utah. — Plans 
for  this  company's  new  car  houses  and  repair  shops  have  been 
practically  completed  and  work  on  them  will  commence  earlv  in 
July. 


TRADE  NOTES. 


Westinghouse  Machine  Company,  Pittsburg.  Pa.,  has  declared 
its  regular  quarterly  dividend  of  2^2   per  cent,   payable  on  July    10. 

Manning,  Maxwell  &  Moore,  Incorporated,  New  York,  has 
declared  a  regular  quarterly  dividend  of  1%  per  cent,  payable 
on   July  1. 

Barrett  Manufacturing  Company,  New  York  and  Chicago,  whose 
Chicago  plant  was  burned  recently,  will  rebuild  at  West  Twenty- 
fifth   and   Fuller  streets.    Chicago. 

United  States  Graphite  Company,  Saginaw,  Mich.,  is  success- 
fully exploiting  its  lubricating  graphited  oil.  It  is  based  upon  this 
principle:  Amorphous  graphite,  when  reduced  to  an  impalpably 
fine  powder,  and  when  mixed  with  oil  in  the  proportion  of  about 
one  teaspoonful  to  the  pint  of  oil,  will  remain  in  perfect  suspension 
long    enough    to    feed    through    lubricator    tubes    without    clogging. 


June  29,  1907. 


ELECTRIC    RAILWAY    REVIEW 


<v;: 


Thus  every  drop  of  oil  carries  its  mite  of  graphite  to   the  bearing 
surface. 

Westinghouse  Air  Brake  Company,  Pittsburg,  Pa.,  has  declared 
a  quarterly  dividend  of  2U  per  cent,  and  an  extra  dividend  of  2% 
per    cent,    both    payable    on    July    1". 

E.  D.  Edmonston,  recently  chief  engineer  of  the  American  Con- 
struction Company,  New  Orleans.  La.,  has  joined  the  engineering 
staff  of  W.  S.  Barstow  &  Co.,  .Wvv  York  and  Portland,  Ore. 

Sturtevant  Engineering  Company,  147  Queen  Victoria  street, 
London,  Eng..  European  representative  of  B.  F."  Sturtevant  Com- 
pany, Boston,  Mass.,  has  recently  opened  an  office  at  2  Rue 
Lebeau,    Brussels. 

F.  W.  Rowe  has  been  made  assistant  purchasing  agent  of  the 
General  Electric  Company,  Schenectady,  N.  Y.  Mr.  Rowe  has 
been  purchasing  agent  of  the  Aultman  &  Taylor  Machinery  Com- 
pany, Mansfield,  O, 

W.  W.  Adams  has  been  appointed  manager  of  the  Pittsburg 
and  Buffalo  offices  of  the  Browning  Engineering  Company,  Cleve- 
land. O.  The  Pittsburg  office  is  in  the  House  building  and  the 
Buffalo  office  in  the  Erie  County  Bank  building. 

The  J.  G.  Brill  Company,  Philadelphia,  Pa.,  is  offering,  through 
Edward  B.  Smith  &  Co.,  bankers,  Philadelphia  and  New  York, 
a  $5,000,000  issue  of  its  7  per  cent  cumulative  preferred  stock. 
This  stock  is  offered  at  par  and  accrued  dividends. 

Ridgway  Dynamo  &  Engine  Company,  Ridgway,  Pa.,  manu- 
facturer of  engines  and  dynamos,  has  appointed  Samuel  W.  Hays' 
Sons,  302  Farmers'  Bank  building,  Pittsburg,  Pa.,  as  its  sales 
agents  in  the  Pittsburg  district,  northern  West  Virginia  and  south- 
eastern Ohio. 

Harrington  Signal  Company.  New  York,  N.  Y.,  has  been 
organized  with  $50,000  capital  stock  to  manufacture  railway  ma- 
terials and  devices.  Those  interested  are:  George  W.  Sweeney, 
Victoria  hotel;  Edward  M.  Tierney,  Marlborough  hotel,  and  Samuel 
H.    Harrington,    120    Liberty    street,    all    of    New    York. 

Wallace  Supply  Company,  Chicago,  on  account  of  fire  at  its  old 
address,  IS  West  Washington  street,  has  recently  removed  its  offices 
and  works  to  19  South  Jefferson  street,  where  it  has  installed 
increased  facilities  for  handling  its  double-door  fixtures  and  other 
railway  specialties. 

I.  R.  Nelson  «£.  Co.,  Newark,  N.  J.,  on  account  of  increasing 
business,  have  leased  a  small  factory,  43  Lawrence  street,  Newark, 
where  they  will  handle  their  electrical  repair  work.  They  are 
specialists  in  street  railway  shop  work  and  economical  mainte- 
nance  of   rolling    equipment. 

Lewis  Motor  &  Crane  Company,  Camden,  Me.,  has  been  in- 
corporated with  a  capital  stock  of  $10,000  for  the  purpose  of 
manufacturing  electric  motors,  cranes,  etc.  The  officers  of  the 
company  are:  President,  G.  E.  Allen;  treasurer  and  clerk,  R. 
Robinson,   both  of  Camden,    Me. 

New  York  Air  Brake  Company,  New  York,  re-elected  all  of  its 
retiring  directors  at  the  annual  meeting  of  stockholders.  President 
Starbuck  announced  that  the  company's  business  established  a  new 
record  for  the  month  of  March,  and  that  enough  business  has  been 
booked  to  keep  its  plants  busy  for  six  months. 

Allis-Chalmers  Company,  Milwaukee,  Wis.,  reports  that  during 
the  month  of  May  it  shipped  from  its  works  553  cars  of  machinery — 
a  gain  of  20  cars  over  the  record  established  for  April.  In  April  the 
aggregate  weight  of  shipments  was  21,680,847  pounds,  while  in  May 
the  figure  had  risen  to  23.772,242  pounds,  making  a  total  weight 
for  the  two  months  of  45,463,089  pounds. 

Crocker-Wheeler  Company,  Ampere,  N.  J.,  announces  that  in 
order  to  handle  its  mass  of  business  in  electric  generators  and 
motors  in  southern  Ohio,  the  Cleveland  office  of  the  company  has 
found  it  advisable  to  open  a  sub  office  in  the  Columbus  Savings  & 
Trust  Company  building,  Columbus,  O.,  which  will  be  in  charge 
of  Charles  W.  Cross,  formerly  of  the  Cleveland  office  of  the  com- 
pany. 

National  Railway  Signal  Manufacturing  Company,  Wheaton, 
111.,  announces  the  recent  installation  of  its  positive  block  signal 
on  the  Aurora  division  of  the  Aurora  Elgin  &  Chicago  Railwoy,  and 
the  company  is  also  installing  several  of  its  highway  crossing 
signals  on  the  third-rail  division  of  this  road.  The  Chicago 
&  Milwaukee  Electric  Railroad  Company  has  recently  pli 
an  order  with  it  for  highway  crossing  signals. 

Northern  Engineering  Works,  Detroit,  Mich.,  reports  the  fol- 
lowing recent  shipments  of  cranes  for  power  station  service:  A  :'l- 
ton  capacity  62-inch  span  crane  for  the  Buffalo  &  Susquehanna 
Coal  Mining  Company,  Sagamore,  Pa.;  a  6-ton  capacity  36-inch 
span  crane  for  the  Winchester  &  Washington  City  Railway,  and  a 
5-ton  capacity  36-inch  span  crane  for  the  Watertown  Bit 
Light  Company. 

Rushmore  Dynamo  Works,  Plainfield,  N.  J.,  has  let  contracts 
and   is  breaking  ground   for  a   new    (at  torj    and    powt  The 

main  building,  which  is  to  be  used  exclusively  for  the  manufacture 
of  lighting   apparatus   and    generators,    will   be   50   by   250    fee' 
two   stories   high.     The   offices   and   lens   grinding   department    will 
per  floor,  while  the  lower  floor  will  accommodate  the 
stamping  and  drawing   presses  and  other  machine  tool  equipment. 

Los  Angeles  Switch  &  Signal   Company,  Los  Angeles,   Cal 
been  Incorporated  in  California  with  a  capital  stock  of  $500,000,  to 
manufacture        ectro-fluld-hydraullt     automatic    swltchei        Ircuil 

ag    appliances,    audible    signal    devices    and    other 
railway   appliances.     Its    offices   are    at    315    Union    Trust        Jldlng, 


Los  Angeles,  Cal.     R.   I:    Sumner  is  s 
The    other    incorporators    are:     Dr.    W.    .1.     Bell, 
Roger  S.  Page  and   W.    B.    McVay.     The   company's    factoi      is  ex- 
pected   to    be    in    operation    in    about    thirty    days. 

Elastic  Metallic  Packing  Company,  Camden,  X.  .1.,  has  recently 
been  incorporated  in  the  state  of  New  Jersey  with  a  capital  stock 
of  $30,000,  to  manufacture  packing  lor  engines,  etc.  The  incorpo- 
rators are:  Charles  E.  Paul.  6.".:.  North  Forty-fourth  street,  Phila- 
delphia; Paul  F.  Quinlan.  91  South  '■  owne, 
x.  J.;  James  M.  Meade,  :,4H  Haverford  avenue,  Lansdowne 
N.   J. 

Cowing  Engineering  Company.  Cleveland.  O.,  is  making  rapid 
progress  in  the  erection  of  its  structural  iron  plant  at  Collinwood, 
O.,  which  ■  is  near  Cleveland.  The  plant  will  consist  of  three 
buildings,  100  by  450  feet,  of  brick  and  steel  construction,  and 
will  have  an  annual  capacity  of  100,000  tons.  One  of  the  build 
and    the   template   shop   will   be   completed    by    the    Hrsl    of    Ai 

The  office  building,   two  stories  high,    has   I n   completed,   an 

office  force  is  now  moving  in.  Tie-  Cowing  Engineering  Company  is 
just  finishing  its  work  on  a  building  for  the  Cleveland  hippodrome, 
which  contains   5,300   tons  of  structural   steel. 

Independent  Pneumatic  Tool  Company,  Chicago,  stales  that  its 
business  since  the  first  of  January  has  shown  a  remarkable  in- 
crease over  the  corresponding  period  last  year.  The  company  is 
operating  its  plant  day  and  niglu  in  order  to  meet  the  dem 
for  its  products.  Sufficient  orders  have  been  booked  by  the 
pany  to  keep  the  plant  running  for  several  months,  notwithstand- 
ing the  fact  that  recently  the  manufacturing  facilities  of  the  plant 
were  increased  50  per  cent.  Before  the  end  of  the  present  year 
the  company  expects  to  double  the  present  capacity  of  the  plant. 
While  the  domestic  business  has  shown  the  greater  increase,  a 
large  number  of  orders  for  export  have  also  been  received. 

Blake  Signal  &  Manufacturing  Company,  248  Summer  street, 
Boston.  Mass.,  reports  that  its  tube  flux  is  finding  ready  sales 
among  all  classes  of  consumers.  In  addition  to  quantities  of 
small  orders  from  numerous  telephone  companies,  some  recent 
and  large  orders  have  been  received  from  the  following:  Union 
Switch  '  &  Signal  Company,  Pennsylvania  Steel  Company.  Long 
Island  Railroad,  Boston  &  Maine  Railroad,  Milford  &  Uxbridge 
Street  Railway.  Kny-Scheerer  Company,  Johns-Pratt  Company. 
Electro-Dynamic  Company  and  the  Emerson  Electric  &  Manu- 
facturing Company.  All  of  these  orders  materialized  after  a  trial 
of  samples. 

Miller  Anchor  Company,  Norwalk.  O.,  has  just  received  notice 
that  the  Washington  Baltimore  &  Annapolis  Electric  Railway  will 
use  2,800  of  the  Miller  Safety  anchors  along  its  right  of  way  be- 
tween Baltimore  and  Washington.  About  two  months  age  the 
Roberts  &  Abbott  Company,  Cleveland,  O.,  engineers  in  charge  of 
the    construction    of    this    electric    railway,    made    a    very    thorough 

test  of  four  different  makes  of  anchors  in  the  sand  and  clay  gr I 

along  this  line,  and  after  careful  consideration  of  all  the  anchors 
tested,    decided   to    use    the    Miller   safety    anchor.     Tin     Chicago    & 

Milwaukee    Electric    Railroad    has   just    placed    orders    for    2,0 i 

the  Miller  No.   3  anchors. 

A.    A.    Lane,   engineer,    for   some   years   past    with    the    T 
Wilson  Manufacturing  Company,  Pittsburg.   Pa.,   has  been  engaged 
by    the    General    Fireproofing    Company    as    office    manager    in    the 
reinforced   concrete  department,   at   Youngstown,   O.     Mr.    Lam 
enjoyed    a    wide    experience    in    construction    engineering,     having 
been    in    charge    of    extensive    operations    with    a    number    of    i 
panics,   among  them  being  the  H.   B.   Camp  Company,    Akron.   O., 
and   the   National   Fire  Proofing  Company.     During   his   connection 
with    the    Taylor- Wilson    Company    Mr.    Lane    was    instrumental    in 
the    design    and    supervised    the    construction    of    its    new    plan!    at 
McKees    Rocks,    Pa.,    including    its    reinforced     concrete     ms 
shop. 

Preston  Player  has  opened  an  engineering  office  at  I 
street,  Boston,  Mass.,  with  the  object  of  electric  railway,  light 
and  power  examinations  and  reports.  Mr.  Player  Is  a  grad 
of  Harvard  and  the  Massachusetts  Institute  of  Technology,  with  a 
broad  experience  in  the  operating,  executive  and  analytical  fea- 
tures of  public  service  corporation  work.  Several  years  ago  hi 
was  associated  with  the  Walker  Company  of  Cleveland,  and  later 
he  took  a  course  at  Cornell  University.  Mr.  Player  spent  aboul 
four  years  with  the  Stone  &  Webster  interests  of  Boston,  in- 
cluding the  superintendency  of  the  Brockton  Edison  Company  and 
the  managership  of  the  Blue  Hill  Street  Railway.  For  aboul  two 
years  he  was  associated  will,  Messrs.  Jackson  &  Curtis,  bankers, 
of   New   York   and    Boston. 

Western    Wire    Sales    Company,    ::24    Dearborn    street,    Chicago, 
announces    that    it    has    been    made    western    sales    agent    for    the 
Bay    State    Insulated    Wire    &    Cable    Company.    Hyde    Park,    Mass 
This   company    lias   recently   been   organized   and    has   a    proml 
future.     Besides    having    a    large    capital    and    an    up-to-date 
tory    il     lias    al     its    head    Andrew    J.    Conlin.     who    tor    the    pasl     17 

years  lias  been  associated   with   the  Simplex    ki,    tie    Compan 

ii   superintendent.     -Mr.   Conlin   in   these  d   the 

product  of  this  compan;  t"  its  present  high  standard  until  the 
simplex  wires  ami  cables  are  favorably  known  everywhere,  ami 
his  knowledge  and  vast  experience  will  doubtless  put  the  products 
,,t    this    company    on    the    highest    basis      J.    H.    H.    McNa 

r  ami  general  manager  of  tl  orapany,   who  is  well 

■  in    .\ew   England,   is  ■     the   i"' 

that   sectl it    country.     Among  public  offices  h 

1 1,    maj I   Cambrldgi     Mae  o     I 

oi'    rubber  and    lead   covered    lnsulat<    I    wl 

pany    Is    making    a   specialty    of    railroad    signal    wire,    to    meet 
Ions,   80   per   cent    pure   i  i  libber   Insulati  d  wli 

■ ibles,   Bame-proof  wire...   telephone  wires,  eti 


SS4 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  Xo. 


ELECTRIC     LOCOMOTIVES     FOR     INDUSTRIAL     HAULAGE. 


The  advantages  resulting  from  the  use  of  electric  locomotives 
for  surface  and  industrial  haulage  are  being  generally  recognized. 
This  is  evidenced  by  the  increasing  demand  for  this  class  of  loco- 
motive. The  absence  of  smoke  and  cinders  and  of  coaling  and 
watering  stations,  together  with  the  comparatively  small  amount 
of  attention  required  by  electric  locomotives,  are  only  a  few  rea- 
sons for  the  success  of  this  class  of  motor  in  light  industrial  service. 

The  Baldwin  Locomotive  Works  makes  a  specialty  of  building 
electric  locomotives  for  all  classes  of  surface  haulage,  the  electrical 
equipment  being  furnished  by  the  Westinghouse  Electric  &  Manu- 
facturing Company.  These  engines  are  frequently  required  to 
operate    under   special    conditions,    and    designs    must    be    modified 


Electric    Industrial    Locomotive — Narrow    Gauge. 

accordingly.  The  electric  locomotive  can  readily  be  adapted  to 
operate  on  lines  where  the  clearance  limits  are  restricted,  or  where 
there  are  few  facilities  for  maintaining  the  power. 

The  accompanying  photographs  illustrate  two  Baldwin-Wes:- 
inghouse  locomotives  recently  built  for  industrial  haulage.  The 
locomotive  for  the  Carpenter  Steel  Company  is  of  the  single-end 
mining  type,  with  a  cab  at  the  operating  end.  As  the  track  gauge 
of  this  engine  is  only  two  feet,  the  frames  are  placed  outside  the 
wheels.  The  frames  are  supported  directly  on  the  journal  boxes, 
through  coiled  springs.  Four  sand  boxes  are  provided;  they  ere 
cast  in  one  piece  with  the  frames  and  have  spouts  to  all  the 
wheels.  The  bumpers  are  of  cast  iron,  with  suitable  draw  pockets. 
Hand-brake    equipment    is    provided,    with    brakeshoes    on    all    tin- 


Electric     Industrial     Locomotive — Standard    Gauge. 


wheels.  The  cab  is  substantial  in  construction.  It  has  sliding 
doors  and  drop  windows,  and  is  so  arranged  that  the  motorman 
has  an  unobstructed  view  when  running  in  either  direction.  The 
motor  at  the  front  or  cab  end  of  the  locomotive  is  hung  between 
the  wheels,  while  the  rear  motor  is  outside-hung.  The  equipment 
includes  a  gong  and  two  headlights,  which  are  placed  under  the 
eaves  of  the  cab. 

General    Di 

haulage 

2  ft. 


Service    Surface 

Gauge  

Motors.. Two,    No.    61,    250    volts 

Diameter  of  drivers 24  in. 

Wheel  base  3  ft.  2  in. 

The  locomotive   built  for  the   J 


mensions. 

Journals  ZVt  by  5%  in. 

Width   3  ft.  8  in. 

Height    6  ft. 

Length    9  ft.   7  in. 

Weight   9,500  lb. 

L.    Mott   Company   differs   ma- 


equipped  with  M.  C.  B.  automatic  couplers.  The  wheels  are  of  solid 
rolled  steel,  manufactured  by  the  Standard  Steel  Works.  Hand- 
brake equipment  is  provided,  also  four  sand  boxes,  with  spouts 
for  all  the  wheels.  The  cab  is  of  wood;  it  is  centrally  located, 
thus  leaving  a  platform  at  each  end  of  the  locomotive.  Convenient 
steps  and  handrails  are  provided.  The  motors  are  outside-hung, 
thus  leaving  space  between   the  wheels  for  other  equipment. 

General    Dimensions. 
Service Industrial        Journals   4  by  6  in. 


Gauge    4  ft.   8%  in. 

Motors  ..Two.  No.  131,  220  volts 

Diametr  of  drivers 30  in. 

Wheel  base   5  ft. 


Width    6  ft,  4  in. 

Height   9  ft.  6  in. 

Length  11  ft.  4  in. 

Weight    17.000  lb. 


These  are  but  two  representatives  of  a  large  number  of  Bald- 
win-  Westinghouse  electric  locomotives  recently  constructed  for 
special  service.  Other  designs  have  been  built  and  are  success- 
fully operating  under  the  various  and  difficult  conditions  so  fre- 
quently encountered   in   mine  or  industrial    haulage. 


MALLEABLE  IRON  TIE  PLATES. 


As  the  weight  and  speed  of  interurban  cars  increase  the 
desirability  and  necessity  of  maintaining  the  track  in  true  surface 
and  alignment  are  daily  becoming  of  more  importance.  The  volume 
of  traffic  handled  by  interurban  railways  depends  to  a  great  extent 
upon  the  safety  and  comfort  of  travel.  From  a  financial  standpoint 
the  maintenance  of  track  is  important.  Good  track  also  reduces 
accident  losses.  A  large  proportion  of  the*  total  operating  expenses 
of  a  railway  is  spent  in  maintaining  track  and  roadway,  therefore 
any  improvement  in  the  track  structure  which  can  be  made  at 
moderate  cost  and  will  tend  to  lessen  the  expense  of  maintenance 
should  well  repay  for  the  money  invested  in  it. 

The  cost  of  ties  is  rapidly  increasing  as  the  supply  of  wood 
suitable  for  this  purpose  diminishes  and  any  device  that  will  in- 
crease  the   life   of   the   ties   and   lessen   the   labor  required   to   keep 


Malleable  Iron  Tie  Plates — Top  View  of  Plates  for  Tangents  (Right) 
and   for  Curves    (Left). 

track  in  surface  should  not  be  overlooked.  By  adzing  the  surface 
of  worn-out  ties  under  the  rails  and  inserting  tie  plates  the  cost  of 
new  ties  frequently  can   be  saved. 

Several  years'  experience  has  demonstrated  that  the  malleable 
iron  tie  plate  affords  the  properties  of  an  efficient  track  fastening. 
It  is  effective  in  preventing  the  rail  flanges  from  cutting  into  soft 
wood  ties,  also  oak  ties  and  frog  and  switch  timbers  subjected  to 
the  severest  traffic.  It  is  an  under-support  holding  the  rails  in  a 
perpendicular  position  and  prevents  the  rolling  or  canting,  espe- 
cially on  curves. 

Tie  plates,  properly  settled  in  the  tie  and  spiked,   prevent   the 


terially  in  design  from  the  one  previously  described.  As  this 
locomotive  operates  on  standard-gauge  track,  the  frames  are  con- 
veniently placed  inside  the  wheels.     The  bumpers  are  of  cast  iron, 


Malleable    Iron    Tie    Plates — Under   View,    Showing    Ribs. 


spreading  of  gauge  by  securing  the  help  of  the  inside,  as  well  as 
the  outside  spikes,  because  the  outside  spikes  cannot  be  crowded 
without  drawing   the   inside  spikes  witli   them. 

By  preventing  the  cutting-in  of  ties  the  undulations  of  the 
rails  are  reduced  and  the  creeping  of  track  thereby  minimized. 
The  plates  provide  a  uniform  support  to  the  rail  on  every  tie 
without  reference   to   its  age. 

Because  of  the  rapid  destruction  of  steel  tie  plates,  caused  by 
the  effect  of  corrosion  from  the  action  of  the  atmosphere,  and  also 
from  the  fact  that  in  a  steel  plate  it  has  been  impossible  to  roll 
a  shoulder  and  flange  on  the  plate,  a  number  of  large  railroads 
have  experimented  with  malleable  iron  tie  plates,  with  the  result 
that  a  number  of  the  larger  systems  have  adopted  the  malleable 
iron  plate  as  a  standard.     This  is  because  the  malleable  iron  plates- 


June  29,  1907. 


ELECTRIC    RAILWAY    REVIEW 


S8e 


withstand  the  effects  of  the  weather  conditions  better  than  any 
other  material:  with  malleable  iron  tie  plates  it  is  possible  to 
embody  any  ideas  that  may  occur  to  the  engineer  of  maintenance 
of  way  that  will  better  suit  the  conditions  existing  on  the  various 
divisions  of  the  road;  they  hold  the  rail  perpendicular  to  the  plane 
of  the  tie,  the  wear  is  normal  and  the  excessive  side  head  wear 
and  consequent  wear  on  wheels  due  to  canting  rails  are  avoided;  the 
line,  gauge  and  surface  are  better  preserved,  whereby  the  wear 
on  rolling  stock  is  minimized  and  the  breakage  of  wheels,  axles. 
etc..  is  correspondingly  reduced,  with  fewer  accidents  resulting. 
Because  of  these  reasons  the  Beaver  Dam  Malleable  Iron  Company 
of  Beaver  Dam,  Wis.,  has  designed  and  is  manufacturing  malleable 
iron  tie  plates  of  a  special  design  that  has  unique  advantages. 

In  the  accompanying  illustrations  are  shown  two  types  of 
malleable  iron  tie  plates,  one  of  which  is  designed  for  tangents 
and  curves  of  less  than  3  degrees  and  the  other  for  curves  exceed- 
ing 3  degrees.  The  device  consists  of  a  rectangular  plate  having  a 
shoulder  on  its  upper  surface  to  resist  the  thrust  of  the  rail,  and 
four  triangular  ribs  cast  on  its  under  surface,  which  give  the  ti.- 
plate  great  stiffness  and  prevent  buckling  under  any  loads  to  which 
it  may  be  subjected.  The  ribs  on  the  under  surface  of  the  tie 
plate  are  forced  into  the  tie  along  the  grain  and  materially  resist 
the  tendency  of  the  tie  to  split  when  the  spikes  are  driven.     They 

also  cause  the  spikes  to  have  a  better  grip  in  the  tie,  as  the  w 1  is 

wedged  against  them  in  driving. 

The  tie  plate  illustrated  for  use  on  curves  exceeding  3  degrei  - 
has  an  overhang  of  l'/]fl  inches  on  the  outside  in  excess  of  that 
on  the  inside  of  the  rail.  This  distributes  the  load  more  evenly  and 
tends    to    increase    the    life    of    the    tie.     It    will    be    noted    from    an 


1-r 
i1' 


* 


■^   *j|fjS 


*m 


* 


Malleable    Iron   Tie    Plates — Details   of   Top   and    Bottom. 

examination  of  the  illustration  that  the  plate  at  the  outer  edge  of 
the  rail  is  made  1-16  inch  thicker  than  on  the  inner  edge  of  the 
rail.  This  gives  the  rail  a  cant  toward  the  inside,  which  reduces 
the  tendency  to  tip  under  excessive  speeds  and  insures  a  longer  life. 
These  tie  plates  have  now  been  in  use  for  four  years  or  more 
on  a  large  number  of  roads  and  have  been  found  to  give  entire 
satisfaction  under  the  most  severe  service.  It  is  stated  that  by 
the  use  of  these  tie  plates  the  life  of  cedar  ties  can  be  increased 
to  10  or  12  years  and  upward  and  the  life  of  redwood  ties  can  be 
increased  to  20  years  and   upward. 


INSULATING    MATERIAL— A    CORRECTION. 


On  page  838  of  the  Electric  Railway  Review.  June  22,  1907, 
there  appeared  an  article  on  insulating  material,  in  which  an  error 
occurred. 

The  last  sentence  of  the  article  read:  "For  small  companies 
not  having  sufficient  work  of  this  class  to  do,  the  Standard  Varnish 
Works  will  dip  the  coils  for  them,  having  at  its  plant  the  latest 
and  most  improved  type  of  Passburg  vacuum  drying,  impregnating 
and  insulating  apparatus."  As  this  enterprising  company  has  in- 
stalled the  Passburg  vacuum  apparatus  only  for  demonstrating 
the  vacuum-drying  system,  and  for  experimental  purposes,  the 
sent. -nee  should  have  read:  "The  Standard  Varnish  Works  lias 
installed  the  most  improved  type  of  Passburg  vacuum-drying,  im- 
pregnating and  insulating  apparatus  for  experimental  purposes,  and 
will  be  glad  to  give  a  demonstration  to  those  operators  and  manu- 
facturers of  electrical  apparatus  who  will  submit  coils.  These  will 
be  dried,  impregnated  and  returned  free  of  charge,  with  a  view  t" 
demonstrating  the  high  character  of  this  class  of  work. 


Suits  Against  Air   Line   Dismissed. — Attornes    Wood 

cago-New   York  Electric  Ail    Line    Railroad   appeared    re 

Windes  of  the  circuit  court  at  Chicago  on  June  21  and   ores*  nted  a 
motion  that  the  suits  of  Theodore  Nemo  tockholders 

against  the  company  be  dismissed   for  lack  'if  Jurl 
Air    Line    company    and    the    Co-operative    Constructloi 

torated  undei   th<    La  ■■     i  ■     Ma  In*       Tl nanl 

■  harges   <>(    mlsmi  en ]    agalnsl    the 

allroad  and    the   construct] mpan;    and   applied    foi 

ceivership.     The  suit  <    .       ri     on   ,;      follow- 

ing day. 


COMMUTATING    POLE    RAILWAY    MOTOR. 

Although    commutating   poles   have    been    extensively    us. 

variable  speed   motors,    for  driving   machine    t s.    etc      until   ouite 

recently   little    has   been    done    in    adapting    them    to    railway    work 
The    advantages    of    commutating    poles    in    reducing    sparking 
well    known.     The    commutating    pole    is    an    intermediate    po 
small  dimensions,   placed   between  the  main   Held   magnet  poles  and 
tor   reversing   the   direction   of    the   current   in   the   armature 
■■oils  when  short-circuited   by  the  brushes.     Thus.   by   magneti. 
inducing  a  current  of  proper  direction  in  the  short-circuited 
the  sparking  at   the  commutator,   resulting  from   the  self   Induction 
ot   the  short-circuited   coils,   is  avoided.     Since   the  direction   of   the 
current  in  the  commutating  pole  coils  is  reversed  when  the  current 
in   the   armature   is   reversed,    they   are   equally   effective    when    the 
motor  is  reversed. 

The    General    Electric    Company.    Schenectady,    N.    v..    is    now 


Commutating   Pole   Motor — View  from  Axle  Side. 

manufacturing  a  complete  line  of  commutating  pole  railway 
motors  in  six  sizes,  ranging  from  50  to  200  horsepower,  and  desig- 
nated as  the  GE-202.  GE-204.  GE-205.  GE-206,  GE-207  and  GE-208, 
arranged  in  order  of  size.  These  motors  are  now  built  for  a  standard 
of  600  volts  and  the  insulation  and  design  throughout  are  such  as  to 
allow  an  ample  margin  of  safety  wdien  operating  at  this  voltage. 
Field    Magnet    Frames. 

The  field  magnet   frames  of  these  motors  are  similar  in  design 
to  those  of   the   standard   railway  motors,    with    the   exception    that 
the  commutating  poles  are  inserted  between  the   main  pole  pieces, 
as    shown    in    one    of   the   accompanying    illustrations.     The    ii 
are  made  in  both  the  split  and  box  types. 

The    bearings    of    these    motors    are    brass,    with    a    very    thin 
babbitt    liner,    which    prevents    the   armature    from    rubbing   or 
pole  pieces  should  the  liner  be  melted  out  by  overheating.     These 


Commutating   Pole   Motor — With   Case  Swung   Down. 

bearings  are  all  oiled   by  the  oily  waste  system.    Ample  provision 
is  made  to  prevent  oil  from  gaining   access  into  the  windings. 
Field    and    Armature    Coils. 
The  field  coils  are  of  the  mummified  type.     These  colls,   which 
are   either   wound    with   wire   or   with    copper    strip,    are    insulated 
with  asbestos  and  mica,  and   after  a  coil   has   been   completed   the 
Interstices  are   thoroughly  filled   with   insulating   compound   by   the 
The  armature  is  built  up  of  soft   iron  laminations 
Interspaced    with    air   ducts.    The    armature    colls   are    wound    on 
forms,  with  insulation  between  the  adjacent  turns  of  the  coil,  which 
Is  pressed    Into  shape  in  a  steam   mold.     The   col)   is   then   covered 
with    insulating    material    of    high    quality,    and    as    a    final    pi 
tion,   principally  from  mechanical  Injury,  are  taped  I   with 

an   Insulating   compound.     No  binding  bands  on   the   armature 

ibove  the  inn.,  mis  .if  the 

wires  in*1  : in.-. i  by  means  Independent  "t  the  soldi 

Commutator    and    Brushes. 
The   commutators    of  these   mi  drawn 

coppi  r,    insula!  with     higl  The    cone 

are  built   up  and   pi  essed   bai  team  mold 

used   between  tic    commutatoi    segments  to  per- 


S86 


ELECTRIC    RAILWAY    REVIEW 


Vol.  XVII,  No.  26. 


rait  the  ocmmutator  to  wear  down  evenly  and  prevent  sparking. 
The  brush  holders  on  these  motors  are  two  in  number,  having 
from  two  to  four  carbon  brushes  each,  depending  upon  the  size 
of  the  motor.  The  brushes  slide  in  finished  ways  and  are  pressed 
against  the  commutator  by  independent  fingers,  which  give  a 
practically  uniform  pressure  throughout  the  working  range  of  the 
brushes.  A  pig  tail  shunt  is '  provided  between  the  fingers  and 
the  brush-holder  body  to  prevent  the  current  passing  through 
the  spring  or  pivoting  pins.  The  brush  holders  are  adjustable  to 
allow  for  wear  of  the  commutator,  and  are  securely  clamped  in  the 
proper  position.  They  can  be  readily  removed  through  the  open- 
ing  in   the   frame   over   the   commutator. 

Ventilation  and  Pinions. 
Particular  attention  has  been  given  to  the  ventilation  of  these 
motors.  Free  circulation  of  air  between  the  interior  and  the 
exterior  of  the  motor  can  be  obtained.  The  armatures  are  so 
constructed  that  when  running  a  large  volume  of  air  is  drawn  into 
the  interior  of  the  core  and  expelled  through  ducts  opening  along 
the  exterior.  Good  ventilation  with  the  small  mechanical  and 
electrical  losses  obtained  in  these  motors  keeps  them  cool.  This 
greatly  adds  to  their  service  capacity.  The  gears  fo*r  these  motors 
are  made  of  cast  steel  of  special  quality,  extra  hammered  to  im- 
prove the  quality  of  the  metal.  The  gear  teeth  are  accurately  cut, 
and  the  width  of  face  and  pitch  is  such  as  to  insure  ample  strength. 
The  gear  cases  are  made  of  malleable  iron  and  are  suspended  at 
three  points  from  the  magnet  frame  to  prevent  vibration.  Strength- 
ening ribs  radiate  from  the  supporting  points  to  prevent  the  case 
from   cracking. 

Suspension. 

In  the  box  frame  type  of  motors,  the  front  of  the  frame  is 
provided  with  a  lug  which  rests  on  a  bracket  secured  to  the  truck 
transom.  The  motor  is  prevented  from  rising  by  a  forged  strap 
bolted  over  the  top  of  the  lug.  When  the  truck  is  out  from 
under  the  car,  motors  can  be  mounted  on  or  taken  off  the  truck 
from  above,  no  pit  being  required.  In  the  case  of  the  split  frame 
motors,  lugs  are  cast  on  the  upper  half  of  the  frame,  to  which 
a  suspension  bar  is  bolted.  The  lower  half  of  the  motor  frame 
can  be  swung  down  for  inspection  and  repairs  without  disturbing 
the  rest  of  the  motor. 

Rating. 

The  capacities  of  these  motors  for  continuous  service  are  high, 
owing  to  their  good  electrical  efficiency  and  ventilation.  The 
ratings  of  the  motors  are  based  on  a  temperature  rise  by  ther- 
mometer of  not  more  than  75  degrees  C.  above  the  surrounding 
air  taken  at  25  degrees  C.  after  an  hour's  run  at  rated  load  and 
voltage.  Motors  are  wound  for  operation  at  600  volts  as  standard 
and  have  a  liberal  margin  of  safety  at  this  voltage,  as  good 
commutation  is  a  special  characteristic  of  this  type  of  motor. 


From  the  results  of  actual  tests  it  appears  that  any  regula- 
tion can  be  obtained,  either  slower  with  no  load  than  with  full 
load,  or  constant  speed  with  or  without  load.  The  device  is  simple, 
not  liable  to  get  out  of  order  and  controls  the  speed  of  the  engine 
within    any    predetermined    limits. 


THE     SOLENOID     GAS     ENGINE     GOVERNOR. 

A  new  governor  has  been  perfected  that  is  said  to  absolutely 
control  the  regulation  of  a  gas  engine  automatically,  and  keep 
the  engine  at  the  required  and  a  steady  speed.  The  "solenoid 
governor"  is  a  development  along  new  lines.  Its  ad- 
justment is  such  that  an  engine  controlled  by  this 
governor  will  explode  the  gas  mixture  after  every  in- 
duction stroke,  with  no  load  or  full  load.  The  regu- 
lation is  exact  and  the  governors  can  be  used  on 
large  or  small  gas  or  gas61ine  engines.  The  Solenoid 
governor  was  designed  by  E.  Hubbard,  234  La  Salle 
street,  Chicago. 

With  this  governor  the  inlet  valve  of  the  engine 
is  opened  by  suction.  To  the  inlet  valve  is  attached 
a  piston  wliich  works  in  a  cylinder.  A  check  allows 
the  air  between  cylinder  head  and  piston  to  flow  out 
when  valve  spring  seats  the  valve.  A  needle  valve 
regulates  the  amount  of  air  admitted  to  the  piston 
and  consequently,  the  opening  of  the  admission  valve. 
The  needle  valve  is  the  lower  end  of  a  solenoid 
plunger  suspended  by  an  adjustable  helical  spring. 
This    solenoid  is    wound    with    one    coil    in    parallel 


Atlantic   City   Convention    Bulletin. 


George  B.  Keegan,  secretary  of  the  American  Street  and  Inter- 
urban  Railway  Manufacturers'  Association,  has  issued  a  bulletin 
in  regard  to  the  arrangements  for  exhibits  at  the  Atlantic  City 
convention,  October  14-18.  The  steel  pier,  on  which  the  exhibits 
are  to  be  located,  extends  into  the  ocean  about  1,600  feet.  It  has 
recently  been  widened  and  reinforced  and  under  arrangements 
made  by  the  Manufacturers'  association,  there  will  be  available  on 
the  steel  pier  about  83,000  square  feet  of  exhibit  space,  exclusive  of 
aisles,  which  is  the  largest  area  the  association  ever  had.  Nearly 
60,000  square  feet  will  be  provided  with  the  same  plant  of  inside  and 
outside  booths  installed  for  the  M.  M.  and  M.  C.  B.  conventions  in 
June.  On  account  of  having  made  very  favorable  arrangements,  the 
Manufacturers'  association  announces  that  this  space  provided  with 
booths  can  be  had  for  the  low  rate  of  20  cents  per  square  foot,  this 
charge  being  made  for  the  erection  and  use  of  (booths,  with  no 
charge  for  floor  space. 

The  remaining  space,  on  which  no  booths  are  erected,  will  be 
given  free  of  cost,  but,  of  course,  it  will  be  necessary  for  the 
exhibitors  using  this  space  to  erect  their  own  booths.  There  will 
also  be  track  space  for  track  exhibits  in  close  proximity  to  the 
steel  pier. 

Electric  current,  both  alternating  and  direct,  will  be  available, 
as  well  as  steam  and  compressed  air. 

Atlantic  City  is  easily  accessible  for  the  shipment  of  materials 
and  arrangements  have  been  made  whereby  it  can  be  guaranteed 
that  there  shall  be  no  exorbitant  charges  for  cartage  or  labor, 
skilled  or  unskilled,  and  that  the  regular  rates  prevailing  in  At- 
lantic  City   shall   obtain. 

The  membership  fee  has  again  been  fixed  by  the  executive 
committee  at  $35  for  the  current  year,  and  each  membership  en- 
titles the  member,  without  charge,  to  four  badges,  each  entitling 
holder  and  lady  to  all  the  privileges  of  the  convention  and  to  such 
entertainments   as   may   be   provided. 

The  Marlborough-Blenheim  hotel  will  be  the  headquarters 
hotel    for    the    Manufacturers'    association. 

The  flattering  reports  from  a  large  number  of  the  members 
at  Coiumbus  last  year  as  to  results  obtained  through  the  conven- 
tion prove  conclusively  the  value  of  this  association,  and  with  the 
organization  on  its  present  businesslike  basis  and  the  favorable 
outlook  for  Atlantic  City  the  next  convention  promises  to  surpass 
every   street  railway   convention    ever   held. 

Correspondence  regarding  exhibits  and  applications  for  space 
should  be  addressed  to  Mr.  George  Keegan,  secretary,  13-21  Park 
Row  building,   New  York  City. 


ADVERTISING    LITERATURE. 


Allis-Chalmers  Company,  Milwaukee,  Wis. — Leaflet  No.  4006 
describes  the  Allis-Chalmers  belted  generators,  type  AB  alter- 
nator, which  are  especially  adapted  for  lighting  and  power  plants 
in  small  towns,  factories,  public  and  private  institutions,  office 
buildings,   etc. 

General  Electric  Company,  Schenectady,  N.  Y. — Electrically 
operated  ratchet  driven  rheostat  switches  have  several  advantages 
over  other  remote  control  means  of  operating  rheostats.  In  Bul- 
letin 4510  recently  issued  by  the  transformer  department  of  this 
company,  these  advantages  are  pointed  out,  and  a  description 
is  given  of  a  simple,  compact  and  efficient  form  of  rheostat  switch 
now  being  placed  by   it  on   the   market. 

Drummond's  Detective  Agency,  1  Ann  Street,  New  York  City. — 
A  somewhat  novel  advertising  idea  is  a  couple  of  index  cards  of 
standard  library  size,  which  are  being  sent  by  the  Drummond's 
Detective  Agency  to  corporations  throughout  the  country.  The 
card,  entitled  "Strike-Breakers,"  contains  on  the  face  the  address 
of  this  agency;  on  the  back  information  regarding  the  plan  pursued 
in  strike  breaking,  and  the  cost  and  advantages  thereof.  The  card 
entitled  "Detective  Work"  also  contains  on  the  face  the  name  and 
address  of  the  agency  and  on  the  back  a  statement  regarding  the 
class  of  work  handled  by  it. 

Russell  Car  &  Snow  Plow  Company,  Ridgway,  Pa. — The  com- 
pany's catalogue  just  issued  illustrates  and  describes  the  Russell 
combination  car  and  snow  plow,  as  also  the  several  other  styles 
of  Russell  snow  plows  for  use  on  electric  railways.  Inclosed  with 
the  catalogue  is  a  set  of  four  winter  scenes  showing  snow  condi- 
tions and  the  Russell  railroad  plow  in  action  on  the  Sarles  branch 
of  the  Great  Northern  Railroad  in  January,  1907.  The  scenes  indi- 
cate the  severity  of  the  snow  conditions  and  the  efficiency  of  the 
Russell  plow.  The  company's  plows  for  use  on  electric  railways 
are  designed  on  the  same  general  lines  as  its  steam  railway  snow 
plows  and  it  therefore  feels  justified  in  making  the  claim  that  it 
manufactures  also  the  best  snow-fighting  equipment  on  the  market 
for    the    use    of    electric    railways. 


Application    of    Solenoid    Gas    Engine    Governor. 

■with  generator  field  and  one  in  series.  The  relation  of  the  series 
to  the  parallel  coil  can  be  varied  to  get  a  drop  in  speed  when  load 
goes  off,  to  get  the  same  speed  with  a  change  of  load  or  to  get  a 
rise  in  speed  when  load  goes  off.  or  vice  versa. 


London  Underground  Railway  Completed. — The  last  link  of  the 
late  Charles  T.  Yerkes'  tube  system  of  underground  railroads  for 
London  was  opened  on  June  22.  The  new  line,  which  connects  the 
northern  suburbs  with  the  heart  of  London,  is  eight  miles  long. 
It  was  begun  in  1903,  runs  on  an  average  60  feet  below  the  surface 
and  cost  $25,000,000.  A  party  of  financiers  and  officials  attended 
the  opening  ceremony,  which  was  followed  by  a  luncheon.  The 
public  were  permitted  to  travel  free  during  the  afternoon  and 
evening  and  were  given  souvenirs  of  the  opening  of  the  road. 


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