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Flectrlc R iulway Review 




July 1 to December 31, 1907 


160 Harrison Street 


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* An axterkk indlixUi'x mapa, portraits or other llliiMrationx. f A dagger indicates an editorial. 

A. B. C. Corporation 748 

Abilene Electric Railway. Track and 

Roadway 686 

AOilene Street Railway, Power Plant 292 

Accidents. See Also Claims. 
Accidents — 

Alighting from Cars tlSl 

At Spring Switches t663 

Bonus Principle Safeguard Against 107 

Boston Elevatoil Railway 344 

Central Illinois Traction Co., Near 

Charleston 743 

Chicago City Railway 257 

Denver City Tramway 996 

Instructing Employes How to Avoid. . . . 917 
Interborough Rapid Transit Co., New 

York 79 

Lake Shore Electric Railway, Near 

Genoa 344 

Losses from tSOO 

Manhattan Elevated, New York 110 

Mattoon City Railway, Near Charleston, 

111 t272, 284, t300 

New York Central & Hudson River 

Railroad at Woodlawn 966 

New York City Reports 357, 872, 995 

Omaha & Council Bluffs Street Rail- 
way t879 

Precautions, New Jersey & Hudson 

River Railway t241, 244 

Proper Handling of. Instructions to 
Employes Regarding, Claim Agents' 

Convention 569 

Protection of Cars at Railroad Grade 

Crossings 1554 

Publicity t847 

Quebec Bridge over St. Lawrence 

River 257 

Recent 141, 170, 231, 286, 

68.-!, 714, 742, 770, 799, 835, 871, 934, 965 

Records of t847 

Reducing Risks and Costs 67 

Reports of t554 

Snohomish Valley Railway Office Burned 203 
Accomac Power & Traction Co., Track 

and Roadway 966 

Accounting — 

Aceoimtants* Association — 

Convention 521, 602 

Tentative Classification of Operating 

Expenses t725, 735 

Annual Reports Required in Ohio 975 

Amusement Park Accounts. By F. J. 

Pryor 525 

Auditing Conductors' Collections. By 

William H. Forse, Jr 258 

Car-Mile Results in New York State 

tSlO, 815 

Central Electric Accounting Conference. 78 

Depreciation tl82, t456 

A Factor in Rates t752 

And Maintenance, Accountants' Con- 
vention 602, 647 

Interstate Commerce Commission Sys- 
tem — 

Depreciation Accounts t32 

Electric Railways 

49, t92, 864, 918, +944, 954 

Progress ■|-881, 896 

Milwaukee Electric Railway & Light 

Co., Reserves 340 

Operating, Cla.ssifications. . . .t392 

Recording Interline "Waybills '*43 

Standard Classifle.ation of Accounts and 
Form of Report. Accountants' Con- 
vention 602 

Standard Form of Report t2 

State Railway Commissioners' Conven- 
tion 446 

Time-Keeping Machine 57 

Uniform System for Electric Railways, 

New York State t881, 896, 995 

Ackerman. E. O. — 
Engineering Convention — 

Electric Railway Tracks, Care of. . . 

527. 528 

Acme Road Machinery Co 322 

Acme Supply Co 116 

Adams, H. H. — 

American Convention — 

Address 559 

Engineering Convention— 

Address 487 

.\clams, W. S. — 
Engineering Convention — 

Standardization 528 

Adams & Downs 57 

Adams & Westlake Co 660 

Advertising — 

From Standpoint of the Street Railway 

Company. By A. W. Warnock 621 

Promotion of Traffic t916 

Publicity, Department of. By J. Har- 
vey White, American Convention.. 620 
Signs on Cars, Denver City Tramway 

Co *930 

Twin City Rapid Transit Co.'s Adver- 
tising Exhibit *607 

Aiken, S. C.. Track and Roadway 143 

Air Brakes — 

Allis-Chalmers '608 

Alternating-Current-Dlrect-Current Ap- 
paratus *14S 

Christensen *453 

Westinghoiise .\ML Enuipment 505 

Westinghouse AMM Equipment 631 

Westinghouse SME Equipment 598 

Akron & Youngstown Railway, Incorpo- 
rated 905 

Akron Canton & Youngstown Railway, 

Track and Roadway 143 

Alaska Home Railway, Track and Road- 
way 234. 416 

Alhanv & Hudson Railroad, Track and 

Roadway 416 

Alberger Pump Co.. Centrifugal and Tur- 
bine Pumps '778 

Albia. la,. Track and Roadway 317 

Alhia Electric Light & Power Co. — 

Power Plant 875 

Track and Roadway 873 

Albia Internrban Railwav, Track and 

Roadway SO, 966 

Albion. N. Y.. Track and Rroadway 234 

Algiers Railwav & Light Co., Track and 

Roadway 289 

Allegheny Valley Street Railway — 

Power Plant 174 

Shop Methods 274 

.Allen. C. Loomis — 
American ron\'ention — 

Freight Handling 603, 604 

Allen, John F., Orders 748 

Allen Street Railway, Track and Road- 
way 997 

Allentown. Pa., Track and Roadway 873 

Allentown S; Reading Traction Co. — 

Power Plant 145 

Track and Roadway 837 

Allis-Chalmers Co 

208, 351, 720. 748. 776. 842. 877. 1001 

Air Brakes ». *508 

Annual Report 696. 726 

Christensen Air Brakes '453 

Convention Exhibit 504 

Type OB Pneumatic Governor *661 

Wearing Qualities of Engines for Trac- 
tion Purpo-ses *57 

Alton Jacksonville & Peoria Railway, 

Track and Roadway 289, 345 

Altoona Hollidavsburg & Bedford Springs 

Railway. Track and Roadway Ill 

.Muniinum Company of America 806 

.\marillo Street Railway, Track and 

Roadway 24, 81 

.Ambos-Cudmore Co 942 

Ambridge X- Baden .Street Railway, Track 

and Roadway 905 

.American Aiitomatic Switch Co 691 

A merlcan Blower Co 806, 842 

.American Brake Shoe & Foundry Co... 

56, 476, 909 

Convention Exhibit 543 

.American Bridge Co 116. 691. 720 

American Car & Ft)undry Co 322. 351. 941 

Orders 147. 747. 776 

Refrigerator Cars, Illinois Traction 

System ♦922 

.Vmeiican Car Co. — 

Brill Semi-Convertible Car. Boise & In- 
ternrban Railway *474 

Orders 147. 307. 294 

.American Carbon & Battery Co 476. 635 

American Cities Railway & Light Co.. 

Dividends 388. 1001 

.American Concrete Coal Co 116 

.American Creosoting Co 748 

American District Steam Co., District 

Steam-Heating 475 

American Electric Railway. Track and 

Roadway 264 

American Engineering Co 86. 941 

.American General Engineering Co 208. 420 

.American Institute of Electrical Engi- 
neers 383. 770. 835. 872. 935. 936 

American-La France Fire Engine Co., 

Chemical Engine 


American Light & Traction Co. — 

Dividends il5 

Financial 114. 267 

American Locomotive Co 

28. 208, 351, 388, 452, 691, 776 

Annual Report 295 

Electric Locomotive. Portland Railway 
Light & Power Co •959 

American Mason Safety Tread Co 

477, 627, 628, 660, 662 

American Motor Car Interurban Railway 

Incorporated 23 

Gasoline Motor Cars *89 

Track and Roadway ■ 80 

American Multigraph Sales Co,, Gam- 
meter Multigraph 477, 484, *544 

American Railway & Light Co., Power 

Plant 319, 688. 875 

American Railway & Power Co.. Incor- 
porated 384 

American Railway Tie Co 147 

.American Railways Co. — 

Annual Report 370 

Dividends 238, 841 

Earnings 419, 451. 775, 805, 940 

Financial 27 

Rolling Stock 388 

Shops 268 

Track and Roadway 143 

American Society of Mechanical Engi- 
neers 415, 685, 743. 996 

Annual Meeting 865 

American Steel & Wire Co 627. 776 

American Steel Foundries 806 

American .Steel Tie Corporation 268 

American Stoker Co 268, 295 

American Tie & Timber Co 208 

Americus Railway & Light Co. — 

Incorporated 316 

Power Plant 319, 688 

Track and Roadway 80 

Anacortes Improving & Developing Co,, 

Track and Roadway 772, 997 

Anchors — 

Atlas Guv 'ase 

Miller Guy '90 

Anderson, H. A.. Jurisdiction of the Store- 
keeper 863 

Anderson (S. C.) Traction Co.. Track and 

Roadway 51. 172. 204, 264 

Appalachian interurban Railroad — 

Incorporated 345 

Track and Roadway 873 

Appleeate Static Pick-up for Telegraph 

Relay •435 

Archbold-Brady Co 877 

Architecture, Dewey System of Indexing. 279 
Ardmore Traction Co.. Track and Road- 
way 802. 937 

Argenta Light & Power Co.. Track and 

Roadway 743 

Arkansas Valley Traction Co. — 

Incorporated 204 

Track and Roadway 448 

Arkona, Ont., Track and Roadway 997 

Armature Oven, Oakland Traction Co •334 

Armature Shafts, Devices for Straight- 
ening '828 

Armstrong, Albert H., Comparative Per- 
formance of Steam and Electric 

Locomotives •786 

.Arnold. Bion J., Report on Investigation 
of New York Subwav Congestion.. 

tSSO. 892 

Arnold. T. B.. Supply Co 177. 806 

Asheville & Hendersonville Railroad. 

Track and Roadway 289. 743 

Asheville Rapid Transit Co.. Track and 

Roadway 345 

.\shlanl Light Power & Street Railway 

Co.. Track and Roadway 716 

.Ashtabula Rapid Transit Co.. Financial.. 267 

.Ashville. N. Y.. Track and Roadway 143 

•Asmus. W. G.. Fire Protection for Power 

Plants •ISS 

.\ssociations — 
American Portland Cement Manufact- 
urers 692 

American Railway 965 

Rail Sections 742 

Standard Location of Third Rail •765 

American Street and Interurban Railway — 

Committees. Meetings of 370 

Convention — 
Adams. H. H.. Engineering Asso- 
ciation Work 487. 559 

Bradley. H. C. Claim Agents" 
Association Work 559 




McGraw. James H., Manufactur- 
ers' Association 560 

President John I. Beggs 557 

Tingley, C. L. S., Accountants' 

Association Worlt 559 

Advertising from Street Railway 

Company's Standpoint 621 

Badge Mei 

Bulletins 340, 380 

By-Laws, Amendment 660 

Car Houses. Rules for Construction. 639 
Car Storage and Operating Houses. 

Construction of 652 

Car Wiring 561. 566 

Depreciation and Maintenance. .602. 647 
Design of Railway Structures, In- 
fluence on Economy of Opera- 
tion 'STl 

Election of OfBcers 640 

Electric Traction. Heavy 710 

Executive Committee. Meeting 601 

Fares. Interurban 657 

Fire Insurance, Co-ope ratve t515 

Freight Handling 603. 'eiS. 624 

Insurance 639, 655 

Interurban Fares 657 

Mail, Compensation for Carrying... 

560, 640 

Maintenance and Depreciation. .602, 647 
Motormen and Conductors. Rules.. 602 

Municipal Ownership 639. 654 

Municipal Ownership in Great Brit- 
ain and in United States 640, 641 

National Fire Protection Associa- 
tion and Its Work t.iSS, 575. 590 

Papers, Early Preparation of 1638 

Parks and Amusement Features. . . . 

t559. 615 

Programme 306. 340. 462 

Proposal of Atlantic City Hotel 
Men's Association for Permanent 

Convention Hall 555. 639 

Public Relations 640, 701 

Publicity, Department of 620 

Rails and Rail Joints 524, 52S 

Secretary's Report 559 

Small Roads. Management of.. 648, t694 

Standardization of Equipment 561 

Subjects 560 

T-Rail 640, *64o 

Technically Trained Railway Men 

561, 576, 590, t60n 

Traffic, Promotion of 615 

Treasurer's Report 559 

Future of t781 

Insurance Data Sheet 78 

Municipal Ownership Committee Cir- 
cular 244 

Standard Code of Rules, Committee's 

Circular of Inquiry 101 

American Street and Interurban Rail- 
way Accountants' — 
Convention — 

Address, John I. Beggs 521 

Amusement Park Accounting 525 

Election of Officers 602 

Maintenance and Depreciation. .602. 647 
Mechanical Devices and Other Office 

Appliances 612 

President C. L. S. Tinglev's Address 519 

Programme 306, 340, 462 

Secretary's Report 523 

Standard ria.ssificatlon of Accounts 

and Form of Report 602 

Treasurers' Report 523 

Operating Expenses, Classification... 

398, t725 

Standard Form of Report t2 

American Street and Interurban Rail- 
way Claim Agents' — 

Convention 520 

Accident Work, Instruction of Em- 
ployes t553, 569 

Acting President Bradley's Ad- 
dress .■ t486, 488 

Claim Agent and His Work t515, 533 

Claim Department, Making it Most 

Effective 566 

Committees for 1908 590 

Investigators and Adjusters for the 
Claim Department, Selecting and 

Training 549 

Management of B,id Cases 542 

Policy of the Claim Department to 

the Injured Employe 532 

President Goshorn's Address 590 

Programme 306. 340, 462 

Question Box 531 

American Street and Interurban Rail- 
way Engineering — 

Car Data Sheet 101 

Convention — ■ 
Addresses — 

Adams. H. H 487 

Beggs. .lohn 1 495 

Tingley. C. L. S 496 

Car House Terminals '545, t559 

Cars, Wiring, Adjustment of Re- 
sistance Steps t599 

Control Apparatus 526 

Data Sheets 22 

Election of Officers 591 

Electric Railway Tracks, Care of. . . 

t515, 527, 529 

Gas Engines 578, 591 

Maintenance and Inspection of 

Electrical Equipment t486, 489, 542 

President Adams' Address 487 

Programme 306. 340, 462 

Rail and Rail Matters 528 

Rail Corrugation 528, 535, 650 

Rolling Stock, Maintenance and In- 
spection t486, 489, 542 

Standardization — 

Axles •537 

Brakeshoes t486. *d37 

Of Equipment 528. '537 

Journals. Journal Bearings and 

Journal Boxes '537 

Ralls •537 

Wheel Sections t517, •537 

Tracks. Electric Railway, Care of.. 

tS15, 527. 529 

Treasurer's Report 496 

Turbines — 

Curtis Type 591, •609, 704 

Horizontal Steam •579, 591 

Parsons Type ^563, 591 

Question Box 256 

Standardization — 

Axles tl53, ^157, •335 

Brakeshoes t32S, '335 

Cleveland Meeting of Committee 

97, tl22, 128, tl53, ^157 

Gears •335 

Jouinals •SSa 

New York Meeting of Committee.. 

282. t328. '335 

Wide Treads 1328. '335 

American Street and Interurban Rail- 
way Manufacturers' — 

Annual Meeting 556, 601 

Election of Officers ♦964 

Executive Committee Meeting 18 

Exhibit Arrangements, Atlantic City.^257 
Atlantic City Hotel Men's As.sociation. 
Plan for Permanent Convention 

Hall 555. 639 

Benefit. Illinois Traction System 63 

Canadian Electrical. Montreal Meeting. 307 
Canadian Street Railway. Montreal 

Meeting 307 

Central Electric Accounting Confer- 
ence 78 

Recording Interline Waybills *43 

Central Electric Railway 793, 816 

September Meeting 331, 362 

Catenary Construction 362. •See 

Express 362, 367 

Insurance 362. 363 

Motor.s, 1.200-Volt 362. *368 

Standardization Committee Report.. '364 
Colorado Electric Light Power & Rail- 
way Co 79, 315, 378 

Electric Railway Shop Foremen's 770 

Empire State Gas and Electric. Joint 
Meeting With New York State Rail- 
way Association 404 

Ft. Wayne & Wabash Valley Mutual 

Benefit 383 

Michigan Electrical 79 

Missouri Electrical 835 

National Association of Railway Com- 
missioners 344 

Electric Railway Accounting 446 

National Electric Light 966 

National Fire Protection. Its Work in 

the Electric Railway Field. +573. 573, 590 

Northwestern Electrical 996 

Pennsylvania Street Railway, Organized 996 

Southwestern Electrical and Gas 966 

Street Railway Association of the State 
of New York — 
Joint Meetin|( with Empire State Gas 

and Electric Association 404 

September Meeting 305 

Fares 372, 375 

Interurban Rules 371 

Freight and Express 372, 376. 1393 

Street Railway Y. M. C. A., at Nash- 
ville 936 

Technical Publicity 872 

Trafflic Association Proposed in Cen- 
tral Electric Territory. 816. 865. 896. 926 
Union Internationale de Tramways et 
de Chemins de Fer d'Interet Local, 

Annual Convention 930 

Wisconsin Electric and Interurban Rail- 
way 801 

Atha Steel Casting Co 

86, 476. 627, 748, 776, 971 

Steel Ca.stings for Railway Work •552 

Titan Gears '632 

Athens Electric Railway — 

Dividends 55 

Power Plant 292 

Athol & Orange Street Railway. Car 

House 321 

Atlanta & Carolina Construction Co., 

Track and Roadway 81. 873 

Atlanta & Carolina Railway. Track and 

Roadwav 997 

Atlanta Bolt Co 295 

Atlanta Macon & Griffin Electric Railway, 

Track and Roadway 51 

Atlanta Northern Railway — 

Commutation Tickets 996 

Station 207 

Atlantic Brass Co 748 

Atlantic Citv. N. J.— 

Map ^472 

Plan for Permanent Convention and 

Exhibit Hall 555. 639 

Supply Men's Exhibits '257 

Atlantic City & Ocean City Railroad- 
Automobiles, Transferring on Trail 

Cars •197 

Financial 114 

Track and Roadway 24 

Atlantic City & Shore Railroad- 
Financial 114 

Ocean City Extension •14 

Atlantic City Electric Railway, New 

Track Construction •43. •324 

Atlantic Coast Electric Railroad, Power 

Plant S75 

Atlantic Engineering & Construction Cor- 
poration 350 

Atlantic Northern i>:: Southern Railway, 

Track and Roadway 51, 448, 905 

Atlantic Shore Line Railway — 

Description •214 

Track and Roadway m 

Atlas Anchor Co 239, 629 

New Type of Guy Anchor 296 

Atlas Export & Trading Co 748 

Auburn & Northern Electric Railroad, 

Track and Roadway 81, 997 

Auburn & Syracuse Electric Railroad — 

Boiler Feed water Settling Tanks '77 

Earnings 908 

Track and Roadway 997 

Augusta Railway & Electric Co., Track 

and Roadway 686 

Aurora Elgin & Chicago — 

Branch Routes and Schedules tSSO 

Cars ^782 

Dividends 388 

Earnings 237, 388, 719, 841, 1000 

Financial 689 

Funeral Car Service ^441 

Rolling Stock 350 

Station 350 

Track and Roadway 143, 234, 317 

Aurora Railway, Track and Roadway.... 937 

Austin. Tex.. Track and Roadway 143, 317 

Austin & Lockhart Interurban Railway, 

Incorporated Ill 

Austin Electric Railway. Power Plant... 875 

Automobiles. Transferring on Trail Cars. .•Wt 

Axles — 

Proposed Standard t328 

Standardization, Engineering Associa- 
tion tl53, •157, '335, ^537 

Axles and Fillets t973 


Bacon. Frederic W.. The Accident Prob- 
lem t241. 244 

Baker, William C, Hot Water Heater.. •323 
Bakersfield & Ventura Railway, Track 

and Roadway 81, 204 

Bal Cave Railway. Incorporated 384 

Baldwin Locomotive Works.. 28, 116, 776, 806 

Orders 115, 452, 842 

Ball & Wood Co 877 

Ball Engine Co 806 

Baltimore & Annapolis Short Line Rail- 
road — 

Electrification 352 

Substation 718 

Baltimore Frederick & Hagerstown Elec- 
tric Railway, Track and Roadway 

Ill, 143 

Baltimore Halethorpe & Elkridge Elec- 
tric Railway. Track and Roadway 

81, 172, 837 

Baltimore Terminal Co.. Financial 387 

Bangor (Me.) Railway & Electric Co. — 

Dividends 388 

Freight Service 278 

Shops '154 

Barboursville. Kv.. Track and Roadway. 967 
Barre & Montpelier Traction & Power 

Co., Financial 85, 237 

Barstow. W. S., & Co 176 

Bartlesville Interurban Railway — 

Rolling Stock • ■ 877 

Track and Roadway 204. 416. 71«, 937 

Bath Electric Service. Incorporated 345 

Baton Rouge Electric & Gas Co.. Track 

and Roadway 234 

Bay Counties Electric Railroad, Track 

and Roadway 345 

Bavonet Trolley Harp Co 651 

Bavou Teche Electric Light & Railway 

' Co., Track and Roadway. .686. 716. 802 
Beach Haven Railway. Track and Road- 
way 385 

Bearing Metals. Pyramid »w* 

Beaver Falls. Pa.. Track and Roadway.. 967 
Beaver Valley Traction Co., Track and 


Beggs. John I. — 
Accountants' Convention — 

Address °^^ 

American Convention — 

Address 567 

Cars, Wiring »»J 

Insurance a' " ' ; ' ' ' 

Rules for Motermen and Conductors 

_ ^ 603 

Standardization of Equipment 561 

Technically Trained Railway Men... 589 
Engineering Convention — 




Bellamy Veslette Manufacturing Co 86 

Belleville & Interurban Railway. Incor- 
porated • ■ '*3 

Beloit Traction Co.. Track and Road- 

^ay 24, 204. 31i 

Belton & Temple Traction Co., Track 

and Roadway 234, 686 

Belvidere City Railway, Track and Road- 
way •■■•.•■• * 

Bement. A.. Boiler and Furnace Design^ 


Bennett, H. K.— 

Claim Agents' Convention — 

The Claim Agent and His Work.t515. 533 
Benton & Fairfield Railway, Rolling 

Stock 877 

Benton Harbor-St. Joe Railway & Ligiit 
Co., Accident Risks and Costs Re- 
duced 68 

Berger Manufacturing Co 295 

Berkshire Electric Co 116 

Berkshire Street Railway — 

Car Houses 77G 

Financial- S'tO 

Track and Roadway 24, 51, 143, 744, 997 

Berry Brothers 540 

Bessemer, Ala., Track and Roadway 448 

Bethany Trolle.r Syndicate, Incorporated 716 
Bethlehem & Nazareth Passenger Rail- 
way, power Plant 718 

Bethlehem (Steel Co 239, 690 

Bettendorf Axle Co., Orders 147 

Betton. Use of Sand Blast by Electric 

Kailways *422 

Bibb-'ns, J. R. — 

Fngineering Convention — 

Gas Engines 591 

Horizontal Steam Turbines *579. 591 

Billings, Mont., Track and Roadway . .111, 289 

Bingham Railroad Construction Co 176 

Binghamton Street Railway, Strike 141 

Birmingham & Gulf Railway & Naviga- 
tion Co., Incorporated 384 

Birmingliam Railway Light & Power 

Dividends 27 

Financial 85 

Passenger and Freight Station 690. 747 

Passes Discontinued 262 

Bissell, F., Co 116 

Bitulithic Paving, Warren Bros. Co. 

*324, 632, 635, 843 

Blake Signal & Manufacturing Co 420, 630 

Blake, Henry W. — 
American Convention — 

Technically Trained Railway Men.... 561 
Blank Forms — 
Instruction Blank for Placing Signs on 

Cars •930 

Power Station Report '761 

Rolling Stock *923 

Bliss. E. W., Co 56 

Bliss Electric Car Lighting Co 691 

Bloomington & Normal Railway & Light 

Co., Track and Roadway 289 

Bloomington Pontiac & Joliet Electric 
Railway — 

Rolling Stock 207 

Track and Roadway 448, 686, 772 

Blue Island Car & Equipment Co 239 

Blue Print Machine, Wagenhorst *11S 

Blue ^'alley Railway, Track and Road- 
way 772 

Bluestone Traction Co., Track and Road- 
way 837 

Bluff ton Anclior Co 239 

Boiler Compound, Magic 120 

Boiler Feedwater Tanks, Auburn & Syra- 
cuse Electric Railway *T7 

Boilers — 

Automatic Water Gauge *942 

Continental 633 

Boise it Interurban Railway — 

Cars, Semi-Convertible *474 

Passenger and Freight Station 971 

Rolling Stock 388 

Track and Roadway 

51, 204, 234, 448, 686, 997 

Boise Traction Co., Track and Roadway 345 

Bolsters, Atha Steel »552 

Bonds, Plastic Plug 632 

Book Reviews — 

American Street Railway Investments. 49 
Ashe, Sidney W., Electric Railways 
Theoretically and Practically 

Treated 763 

Cravath, James R., and Harris C. 

Trow, Electric Railways 828 

Fowler, George L.. The Car Wheel 953 

French, Lester G., Steam Turbines... 103 
Gant. L. W., Elements of Electric 

Traction 279 

Goldingham, A. H., The Gas Engine in 

Principle and Practice 953 

Hendricks' Commercial Register for 

Buyers and Sellers 257 

Hiscox, Gardner D., Modern Steam En- 
gineering 102 

Parshall, H. F.. and H. M. Hobart, 

Electric Railway Engineering 102 

• Walker, Sidney F.. Pocket Book of 

Electric Lighting & Heating 82S 

Bossert. W. F., Manufacturing Co 389 

Boston. Mass. — 

Construction Details of Proposed High- 
Speed Lines •72 

Electric ,Suliurban Service. New York 

New Haven <«: Hartford Railroad. .tl52 

Tourist Information Bureau 110 

Track and Roadway 143.448 

Boston & Eastern Electric Railroad — 
Method of Comparing Transportation 

Facilities 893 

Proposed Lines ♦72. 379 

Terminal Plans 737 

Track and Roadway TIO 

Boston & Lockport Block Co 208 

Boston & New York Electric Railroad, 

Proposed Lines 379 

Boston & Northern Street Railway — 

Financial 267 

Freight Privileges Desired 343 

Track and Roadway 345, 772, 967 

Boston & Providence Interurban Electric 
Railroad — 

Proposed Lines 379 

Track and Roadway 111. 937 

Boston & Worcester Electric Companies, 

Annual Report 849 

Boston & Worcester Street Railway — 

Concrete Bridge *133 

Financial 176, 775 

Rolling Stock 176, 294 

Track and Roadway 905 

Boston Elevated Railway — 

Accident in Power Plant. 344 

Adjusting Resistance Steps 728 

Annual Report 759 

Cambridge Subway 22 

Financial 876 

New Generators *25S 

Power Station Progress 793 

Station Changes *738 

Track and Roadway 716, 772 

Train Starting Signals t241 

Boston Lowell & Lawrence Electric Rail- 
road, Proposed Lines *72, 379 

Boston Safety Switch Co 350 

Boston Suburban Electric Companies — 

Dividends 419 

Financial 940 

Boston Waltham & Weston Electric Rail- 
road. Track and Roadway 204, 289 

Bowker. William R. — 

Bonuses as Safeguards Against Acci- 
dents 107 

Pension Funds 134 

Bowling Green Railway, Rolling Stock.. 776 

Bowser. S. F.. & Co 971 

Bozeman. Mont., Track and Roadway... 802 
Bradley. H. C— 

American Convention — 

Address 559 

Claim Agents' Convention — 

Address t486 

Brake Hanger, Non-Chattering '863 

Brakes — 

Compound Magnetic *507 

Electro-Pneumatic. Westinghouse 633 

Fender Tripping Valve *635 

Foundation Gear. By F. Heckler 817 

Hand, Peacock '632 

Inside or Outside tl82 

Non-Skidding t272 

Track. Electro-Mechanical *927 

Tvpe OB Compressor Governor "661 

Westinghouse EL Equipment 473 

Brakeshoes — 

Armbrust 484 

M. C. B. Committee Report. 1907 163 

Standardization. Engineering Associa- 

ciation. tl53, *159, +328, •335. t4S6. *537 
Braking. Correct Percentage of. By 

H. M. Prevost Murphy t809. S2R 

Brantford Street Railway, Track and 

Roadway 802 

Brirlgenort it Danbury Electric Railway. 

Incorporated 23, 81 

Bridges — 

Boston X- Worcester Street Railway .. .'ISS 
Boston Elevated Railway. Between 

Boston an'l Cambridge ^926 

Collapse of Bridge over St. Lawrence 

River at Quebec 257 

Concrete. Lima & Toledo Traction Co..*988 

Illinois Traction Co 49 

Los Angeles. Cal *674 

Pacific Electric Railway ^674 

Drill. The J. G., Co 691. 748. 806. 877 

Cars. Dallas Consolidated Railway ^636 

Narragansett Tvpe Car for Mexico •634 

Orders 27, 115. 147. 

207. 238. 26S. 294. 388. 690, 842, 941, 971 
Pav- As-Ynu-Knter Tvpe Cars, New 

■ York Citv Railway *709 

Semi-Convertible Cars for Danbury ... .^597 
Semi-Convertible Cars. Nashville Rail- 
way & Light Co '354 

Surface Cars, Brooklyn Rapid Transit 

Co 705 

Bristol & Kingsport Railway — 

Incorporated 837 

Track and Roadway 873, 937, 997 

Bristol & Plainville Tramway Co. — 

Power Plant 319 

Track and Roadway 24. 81 

Bristol Belt Line Railway, Rolling Stock 

55. 86 

Bristol Gas * Electric Co., Track and 

Roadway Ill 

British Columbia Electric Railway 898 

Power Plant 450 

Rolling Stock 28 

Track and Roadway . .173. 317. 345. 448. 744 
British Tramways. Civic Federation 

Commisison Report 98 

Brockton & Plymouth Street Railway, 

Earnings 237, 419 

Brookings & Sioux Falls Electric Rail- 
way, Track and Roadway 

. . .". 289, 686, 716, 772 

Brooklyn. N. T.— 

Bridge Congestion T426 

Subwav 22 

I'.ronUlvii Citv Railroad. Dividends 85 

Brooklyn Rapid Transit Co.— 

Annual Report 436 


Brooklyn Bridge Contract 50 

Car House and Shops, Maspetli, N. Y..*894 

Commission Investigation 871 

Financial 114, 237. 349 

Line Service Plant t392, •400 

New Surface Cars ^705 

New York Public Ser\'ice Commission 

Investigation t61, 78, 227, 903 

Rolling Stock 268 

Surface Cars '705 

Taxes, Excessive t92 

Track and Roadway 345, 716 

Track Service Plant t392, '400 

Brooklyn Union Elevated Railroad, 

Financial 176 

Brown, Harold P. — 

Convention Exhibit 420 

Plastic Rail Bond 632 

Browning Engineering Co., Railroad 

Ditcher 'SOS 

Browning Foundry Co 116 

Brownsville Carmicliaels & Waynesburg 

Railway, Track and Roadway 317, 385 

Brownsville Masontown & Smithfield 
Street Railway, Track and Road- 
way 24 

Brunswick & Mlddletown Electric Rail- 
road, 'Track and Roadway 317 

Brushes. Motor t92 

Bryant Zinc Co 690 

Buckeye Engine Co 500 

Bucks Countv Electric Railway, Finan- 
cial 908 

Bucyrus Co 56 

Buena Vista. Colo.. Track and Road- 
way 317. 716 

Buenos Aires. Argentine, S. A., Track 

and Roadway 837 

Buffalo. N. Y., International Railway, 

Pav-as-Tou-Bnter Cars 935 

Buffalo & Lake Erie Traction uo. — 

Rolling Stock '.-. 238, 452 

Track and Roadway 

81, 111, 143, 448. 873. 937. 997 

Buffalo Forge Co 389 

Buffalo Lockport & Rochester Railway — 

Power Plant 206 

Track and Roadway 234.264 

Buffalo Niao-ara & Toronto Railway. 

Track and Roadway 873 

Buffalo Steel Brake Beam Co 322 

Buggy, John A., Special Sand Box ^981 

Burdett, Everett W., Public Control from 

the Corporate Standpoint 406 

Burgrahaw, Traction Co. — 

Incorporated '"'^ 

Track and Roadway 967 

Burlington Traction Co., Rolling Stock.. 720 

Buss Machinery Co 239 

Butler. Pa.. Track and Roadway 686, 716 

Butler * Chlcora Street Railway — 

Incorporated • * 801 

Track and Roadway 448 

Butler Saxonburg & Tarentum Street 
Railway — 

Shops 147 

Track and Roadway 173, 204 

Butte Electric Railway. Track and Road- 
way 111. 143. 148. 802 

Bytton Brothers, Rolling Stock 941 

Cache. Okla.. Track and Roadway 744 

Cairo Electric Traction Co., Power Plant 774 
Cairo Terminal Traction Co., Incor- 
porated 23 

California Gas & Electric Corporation. 

Power Plant '?18 

Caiman. Emil. & Co.. Ohmlac Insulation. 476 
Calumet Electric Street Railway — 

Financial 970 

Rolling Stock 294 

Cambridge. Mass.. Subway 22 

Camden & Suburban Railway. Rolling 

Stock 207. 388 

Camden Interstate Railway — 

Car Houses 11; 

Power Plant 906 

Rolling Stock 8<2 

(^ampion. H. T. — 

.Vmerlcan Convention — 
Influence of Design of Railway Struc- 
tures on Economy of Operation. .. .'571 

Canadian General Electric Co 239 

Canandalgua Southern Electric Railroad. 

Track and Roadway 204. 289. 317 

Canvon Citv .«- Royal Gorge Electric 

Railroad, Track and Roadway 

173. 224, 686, 802. 837. 873 

Canvon Citv Pueblo & La Junta Railway 
& Power Co. — 

Incorporated ■ • • jl 

Track and Roadway 51. 81 

Cape Breton Electric Co. — 

Dividends 719 

Earnings -67 

Rolling Stock 268 

Capital Circuit Traction Co., Track and 

Roadway fj 

Capitol Traction Co.. Dividends 388 

Car Clearance. Chicago "87 

Car Houses. See Also Shops. 
Car House.s — 
Brooklvn Rapid Transit Co.. at Mas- 

peth '894 

Doors. Steel Rolling. W^ilson •598 

Pousrhkeepsle Citv * Wappingers Falls 

Electric Railroad '808 



Rules for Construction, American Con- 
vention 639 

Terminals. Open and Closed, Engineer- 
ing Convention '545, t559 

Wiring 568 

Car Lighting. L.intern System *354 

Car Service. Parlor, Spokane & Inland 

Railroad *977 

Car Wiring. Protecting Cables tl83 

Carbolineum Wood Preserving Co 941 

Carey. Pliilip. Manufacturing Co 147 

Carmiohaels Wavnesburg & Brownsville 
Street Railway. Tracts and Road- 
way 264 

Carnegie Library 239 

Carolina Valley Railway, Track and 

Roadway 173. 967 

Carondelot & Webster Groves Railway. 

Incorporated SOI 

Carpenter, Ellis C. — 
Claim Agents' Convention — 

Selecting and Training of Investiga- 
tors and Adjusters for Claim De- 
partment 549 

Carrizo Springs. Tex., Traclt and Road- 
way 289 

Cars — 

Alighting t879 

Bral<e Hanger. Non-Chattering 'Ses 

Brake Rigging. Correct. By F. Heck- 
ler 817 

Brakes Inside or Outside tlS2 

Center Entrance t723 

City Service. By T. J. Nieholl 44 

Cleaning Compound. Gillette 296 

Construction. Tri-City Railway 'nSft 

Destination Signs, Connecticut Co 871 

Efflciencv of Light 1327 

Fire, for Storage Yards ■i-751, ♦764 

High Steps t425 

Historical. Omaha & Council BlufCs 

Street Railway *165 

Hospital. Milwaukee Electric Railway 

& Light Co 262, t355 

Lintern Signal System *662 

Overhead Collector *281 

Pav-.\s-You-Enter Type t62, t693, t694 

Buffalo 935 

Bv T. J. NichoU 976 

Chicago 1943 

Instructions to Trainmen t780. 795 

.lersey City. N. J 965 

Reasons for Use of t916 

Record Blank.s. Northern Electric Rail- 

. way '923 

Sanding .Apparatus. Liverpool Corpora- 
tion Tramways *678 

Signs On. Denver City Tramway Co •930 

Steel-Panel. Danville 502 

Steel Passenger. Painting 677 

Steps. Adiusting Resistance *728 

Storage Houses. Construction of, Ameri- 
can Convention 652 

Street Car Building in 1904 701 

Tacoma Tvpe t723 

Tests of Wiring tSOO 

Trail Car Operation in Paducah, Ky. . . •221 
Trucks for Electric Motor Service. By 

Franklvn M. NichoU 679 

Wiring. Adjustment of Resistance Con- 
trollers t599 

Wirine Diagram. Single-Phase •952 

Wiring of. American Convention. .. .561, 568 
Cars. Descriptions of — 

Atlantic Shore Line Railway *218 

Aurora Elgin & Chicago Railroad *lS'i 

Brill, for Dallas, Te.K •eSS 

Brill, for Mexico *634 

Chicago & Milwaukee Electric RaiIroad.«178 

Closed Cincinnati Traction Co *808 

Comliination Pas.senger. Indianapolis & 

Louisville 1.200-Volt Railway •854 

Convertible. Pittsburg & Westmoreland 

Railway •829 

Electric Express *618 

Erie Railroad, Rochester Division *433 

Fire, South Side Elevated Railroad 

■!-751. •764 

Ft. Dodge Des Moines & Southern Rail- 
road ^424 

Freight. Pacific Electric Railway ^94 

Funeral Car. Chicago + 425. ^441 

Gasoline, .\urora DeKalb & Rockford 

Railway ^298 

High-Speed. Richmond & Chesapeake 

Bay Railway •670 

Inspection. Gasoline Motor ^749 

Interurban Passenger. Chicago South 

Bend & Northern Indiana Railway. 'SSS 

Los Anceles Railway *10 

Mail. Inland Empire System ^278 

Milwaukee Northern Railway ^889 

Ocean Shore Railway ^126 

Parlor. Spokane & Inland Railroad ^977 

Passenger. Pacific Electric Railway.... ^64 
Pav-As-You-Enter Type — 

Chicago City Railway 

•332, t779, t780. 795 •S59 

New York Cltv Railway '709 

Railway Test ^862 

Refrigerator. Illinois Traction System.. ^922 
Semi-Convertible — 

Boise & Interurban Railway *474 

Brill, for Danburj'. Conn •597 

Easton & Washington Traction Co...^275 

Nashville Railway & Light Co ^354 

Toledo Railways &- Light Co •692 

Shop Utility. Los Angeles Railway ....•104 
Single Truck. Kenosha Electric Rail- 
way •SOS 

Sleeping. Holland Interurban Co 459 

Surface. Brooklyn Rapid Transit Co....^705 

Tacoma Type •733 

Washington Baltimore & Annapolis 

Electric Railway ^438 

Windsor Essex & Lake Shore Rapid 

Railway ^951 

Work Car With Cranes. London ^184 

Wrecking. Los Angelis Railway 'lOS 

Youngstown & Soutliern Railway *822 

Carse Brothers Co 721 

Carthage. Mo.. Track and Roadway . .111, 317 

Case, F. E., Control Apparatus 526 

Case Manufacturing Co 116 

Castings. Journal 691 

Catenary Line Construction. By G. D. 

NicoU '366 

Cedar Rapids. la.. Track and Roadway. . . 802 
Cedar Rapids & Iowa City Railway & 

Light Co.. Power Plant 839 

Cement Show at Chicago 965 

Census. Electric Railways 807 

Central Arkansas Electric Railway, 

Power Plant 718 

Central California Traction Co., Track 

and Roadway 52, 173 

Central Illinois Traction Co., Accident 

Near Charleston 743 

Central Inspection Bureau 

...S6. 116. 239. 691, 720. 748, 806, 877, 909 
Central Kentucky Traction Co. — 

Financial 176 

Line Opened 414 

Track and Roadway 234 

Central Railway. Track and Roadway... 997 

Central Traction Co.. Financial 176 

Central Valley Electric Railway Light & 

Power Co.. Track and Roadway.... 905 
Centralia, Wash., Track and Roadway... 716 
Centralia & Central Cit.v Traction Co., 

Financial 349 

Centralia & Sandoval Railway, Track and 

Roadway 838 

Centr,Tlia Chehalis & Western Railw^ay, 

Track and Roadway 448 

Chambersburg Greencastle & Waynes- 
boro Street Railwa.v, Track and 

Roadway 143. 686. 744. 802 

Charleston, III.. Accident, Central Illinois 

Traction Co 743 

Charleston & Paris Interurban Railway, 

Track and Roadway 686, 772, 838 

Charleston & .Sumnierville Electric Rail- 
way, Track and Roadway 937 

Charle<iton Consolidated Railway Gas & 

Electric Co.. Dividends 55 

Charleston Westfield Marshall & Terre 
Haute Interurban Railroad — 

Incorporated 51 

Track and Roadw-ay 81 

Charlotte Consolidated Construction Co. — 

Interurban Station 86 

Track and Roadway Ill 

Charlotte Electric Railway, Track and 

Roadway 838 

Chase Citv, Va.. Track and Roadway 24 

Chase-Shawmut Co 629 

Stage Pocket •240 

Test Lamp •HO 

Chatham Wallaceburg & Lake Erie Rail- 
way, Track and Roadway 345 

Chattanooga Railways Co. — 

Dividends 113, S76 

Power Plant 745 

Track and Roadway 81 

Chautauciua Traction Co., Track and 

Roadway 52 

Chelan Electric Co., Incorporated 172 

Chester, Pa.. Track and Roadway 

204. 264, 873 

Chicago — 

Board of Supervising Engineers 

343, t356. 376. 785 

Guard Rail for Chicago ^796 

Track Layout ^794 

Car Clearance Problem 287 

Electrical Show 414 

Electrification of Terminals of Steam 

Roads t271. 287 

Elevated Loop Congestion t753. ^760 

Funeral Car Service 1425. ^441 

Metropolitan West Side Elevated Rail- 
way. Cost of Maintenance t329 

Northwestern Elevated Railroad — 

Emr)loj'nient of Trainmen ^981 

Operating Expenses t780 

Rehabilitation, Progress of 992 

South Side Elevated Railroad — 

Fire-Figliting Car t751, ^764 

Reconstruction ^251 

I'nion Loop 203, 231 

Chicago & Interurban Electric Railway. 

Incorporated 204 

Chicago & Joliet Electric Railway — 

Shops 1001 

Track and Roadway 52 

Chicago & Milwaukee Electric Railroad — 

Cars ^178 

Earnings 207. 350. 690, 876, 970 

Track & Roadwav 111. 204. 234, 289, 744 

Chicago & Oak Park Elevated Railroad, 

Track and Roadway 289, 716 

Chicago & Southern Traction Co. — • 

Cliicago-Kankakee Line Opened 835 

Traik and Roadway 52 

Chicago City Railway — 
Cars — 

Pav-As-You-Enter Tvpe 

^332. 7780, 795, 818, t943 

Instructions to Trainmen t780, 795 

Dispatching System 332 

Dividends 388, 908 

Financial 387 

Theft t879 

Track and Ro.adway 143, 448, 744 

Rehabilitation t356, 376, 992 

Track Reconstruction •394 

Tracks. Distance Between tl51 

Chicago Electric Traction Co.. Financial.. 

85, 146 

Chicago Fox Lake & Lake Geneva Rail- 
road — 

Incorporated ■ 743 

Track and Roadway 772 

Chicago General Railway. Financial ..3S7. 419 
Chicago Harvard & Geneva Lake Rail- 
way, Power Plant 418 

Chicago Indianapolis & Terre Kaute Rail- 
road. Track and Roadway 173- 

Chicago Joliet it Central Illinois Railway, 

Incorporated 96$ 

Chicago Lake Shore & South Bend Rail- 
way — 

Construction, Progress of 174 

Power Plant 745 

Track and Roadway 81, 143, 686, 744. &<i7 

Chicago Milwaukee & St. Paul Railway, 

Electrification 22. 202, 263, 399 

Chicago-New York Electric Air Line 
Railway — 

Rolling Stock ■ 207 

Track and Roadway 289, 716 

Chicago Ottawa & Peoria Railway, Track 

and Roadway 143 

Chicago Pneumatic Tool Co 

28. 239. 476. 499, 570. 615, 627, 749 

Chicago Railways Co. — 

Chicago Union Traction Reorganiza- 
tion 22, 

49. tei. 71. 109. 140, 164. 167, 231, 249, 
t299. 312. 413, 447, 683, 714, 770, 81.5, 934 

Financial 876, 908 

Securities t61 

Chicago South Bend & Northern Indiana 
Railway — 
Contract with United States Express 

Co 23 

Shops 720 

Stations 86. 294, 350 

Track and Roadway Ill, 289, 449, 744 

Chicago Subway -•Vrcade & Traction Co., 

Proposed Subway System 22 

Chicago Union Traction Co. — 

Commutator Press •227 

Electrical Testing Device '104 

Financial 719, 970, lOOfr 

Rolling Stock 360 

Track and Roadway 204 

Chihuahtia. Mex.. Track and Roadway . . 346 

Chilean Government. Rolling Stock 207 

Chilton. John — 

Engineering Convention — 

Parsons Type Steam Turbine. .•seS. 591 
Chippewa Valley Construction Co.. Track 

and Roadway 838 

Chippewa Valley Electric Railroad — 

Financial 267 

Power Plant 25, 803 

Rolling Stock 147 

Choctaw Railway & Lighting Co. — 

Car House 113 

Rolling Stock 776. 971 

Christchurch Tramways Co., Rolling 

Stock 147 

Christie. E. J.. Gasoline Motor Car ^89 

Cincinnati & Columbtis Traction Co., 

Financial 114 

Cincinnati Car Co 909 

Chicago South Bend & Northern Indi- 
ana Railway. Passenger Cars •SSS 

Cincinnati Traction Co.. Closed Cars...^808 

Orders 147. 388, 842 

Cincinnati Davton & Ft. Waj-ne Railway. 

Track and Roadway 317, 967 

Cincinnati Electrical Tool Co 420- 

Cincinnati Georgetowm & Portsmouth 

Railroad, Rolling Stock 842 

Cincinnati Newport & Covington Light & 
Traction Co. — 

Dividends 27 

Wages Increased *9 

Cincinnati Northern Traction Co., Track 

and Roadway 317 

Cincinnati Reading & Middletown Rail- 
way. Track and Roadway 716 

Cincinnati Street Railway, Dividends 

388, 970, 1001 

Cincinnati Traction Co. — 

Rolling Stock IJJ 

Track and Roadway 81 

Circuit-Breaker Records, Keeping t724 . 

Citizens' Electric Co. — 

Financial ^"^ 2?3 

Track and Roadway 716 

Citizens' Electric Street Railway. New- 

burvport. Dividends 2i 

Citizens' Railway & Light Co.. FInan- 

cial 349 

Citizens' Traction Co.. Dividends S41 

Citv & Elm Grove Railroad. Financial 349 

City & Suburban Railway. Incorporated.. 289 

City Railway. Davton, O., Dividends 27 

Civic Federation. See National Civic 

Claim Department — 

Accidents. Reports of i564 

Attitude Toward the Injured Employe, 
R. H. Schoenen. Claim Agents' 
Convention 532' 

Claim Agents' Work, H. K. Bennett, 

Claim Agents' Convention 1515. 533 

Investigators and Adjusters, Selecting 
and Training, Ellis C. Carpenter, 

Claim Agents' Convention 54!) 

Making It ElTective, Charles B. Hardin, 

Claim Agents' Convention 566 

Management of Bad Cases, H. P. Vor- 

ies. Claim Agents' Convention 542 

Medical Experts in Personal Injury 

„, , Cases t516 

Claims — 

Damage Claimant Held to Grand .hiry 

in Louisville, Ky 97 

Fraudulent, Rochester Railway t-4L' 

New Law in Massaduisetls -fSSO 

Reducing Percentage of Damage Cost, 

Kansas CiW Railway & Light Co...tl81 

Claremore, I. T., Track and Roadway 204 

Claremont Railway & Lighting Co. — 

Power Plant g75 

Rolling Stock \[[ 38g 

Clark, Walton, Municipal Ownership 

70 foi 190 

Clark. William J.— ■ i . i.i. ij. 

Aiierican Convention — 
Municipal Ownership in Great Britain 

and in United States 640 641 

Cleveland. O. — 

Franchise Controversy 

78, 108. 137, 170, 202', 

231, 262, 286, 309, 414. 683, 714, 742 
770, 709, 835, t847, 871, 903, 934, 965, 995 

Mayoralty Election +759 

Municipal Traction Co., Report of Exl 

pert Accountants 766 

Cleveland & Sharon Electric Railway, 

Fmancial 94(j 

Cleveland Alliance & Mahoning "van'ey 
Railway, Cleveland, Ohio, Track 

and Roadway 24 111 143 

Cleveland Armature Works ' ' 627 

Cranes With Lifting Magnets "*595 

Interpole Magnets for Lifting tsgo 

Cleveland Brooklyn & Elyria Railway 

Track and Roadway ll'i 

■Cleveland Electric Railway — 

Dividends 27, 388 

Fmancial 97 

Rolling Stock ] 359 

Cleveland Frog & Crossing Co '.'.'.'.'.'" 540 

Cleveland Painesville & Eastern Railroad, 

Financial 55 

Cleveland Southwestern * Columbus 
Railway, — 
Power Plant g-j 

Shops ; ; ; sj 

Clima.v Stock Guard Co 605 

Clinton. Ind.. Track and Roadway..!! 838 

Clmton Street Railway. Rolling Stock. 207 

Clio, S. C, Trac'k and Roadwav ' 317 

Clubhouse, Portland • Railway Light & 

Power Co ' 01 « 

Clubs— ■■••• "^'^ 

Engineers', of Philadelphia 23 800 

New England Street Railwav 87'^ 

New York Railroad 316 

Coal Lands. Illinois Traction Syste a 

Purchase ". 79 

Cobbs Car Co ' 691 720 

Coils, Testing Insulating, at Los Angeles »5 

Cole, George F., Trolley Hanger 'iig 

Cologne-Bonn High-Voltage Electric 

Railway *198 

Colonial Sign & Insulating Co !!!!!! 86 

Colorado Springs & Interurban Railway. 

Rolling Stock 776 

Columbia & Walla Walla Traction Co 

Track and Roadwav 234 

Columbia Brake Shoe & Foundry Co. 

459 499 C9A 

Columbia Electric Street Railway Light 
^ , ^- Power Co., Track and Roadway 52 
Columbia Machine & Malleable Iron Co., 

Broom Machine *722 

Columbus, Ga.. Track and Roadway!!!!! 173 
Columbus (Ga.) Electric Co.. Dividends. .1001 
Columbus (Ga.) Railroad — 

Car House 5r, 

Track and Roadway 52 938 

Columbus and.) Street Railway & Light 
Co. — 

Financial 267 

Track and Roadway .'24! 173 

Columbus. O. — 

T-Rail Controversy 50 

Track and Roadway 346 

Columbus Delaware & Marion Railway, 

Track and Roadway 264, 385, 005 

Columbus Magnetic Spring.s & Northern 

Railway, Track and Roadway. .873, 937 

Columbus Malleable Castings Co 720 

Columbus Marion & Bucyrus Railway, 

Track and Roadway 52, 346 

Columbus Newark & Zanesville Electric 

Railway. Dividends 27 419 

Columbus Railway & Light Co. — 

Dividends 55 

Rolling Stock ! . ! 877 

Track and Road way If. 143 

Columbus Railway Co.. Dividends.85. 23,8. 841 
Commission, German, Inspection of 

Single-Phase Railways »404 

Commission, Public Utilities of New 
York. See Ciininiissiuns. Rail- 
Commission. Public Utilities, of New 

York 11 +31 

Commissions. Railroad — 


Annual Reports Reciuired :i44 

Jurisdiction over Street Crossings... 344 
Steam and Electric Roads Must 

Interchange Freight 413 

Massachusetts — 

Proposed Lines out of Boston... 379 

Railway Law. Compilation of 872 

Michigan, Requires Annual Reports... 800 

Minnesota, .lurisdiction Tested 233 

Missouri. .lurisdiction over Electric 

Lines 994 

Nebrasiia, Lincoln Fare Case...!!!!!!! 108 
New York Public Service Commission 

..■15, 109, 139, 171, 263, 743, 871, 935, 965 

Accidents, New York City 995 

Accident Records ■f847 

Accounting System Yet 995 

Brooklyn Bridge Congestion, Investi- 
gation +426 

Brooklyn Rapid Transit Co., Inves- 

ligation S71, 903 

Improvements, Reports Required 830 

Interborough-Metropoliton Investiga- 

196, 22i, T242, 650, 288, 305, 315, 413, 446 
New ^ork City Railway investiga 

Brooklyn Rapid Transit Co. — 
Car House and Shops at Maspeth, 

N. Y. 


Line and Track Service Plant.. '400 

Cars, Street Railway, Built In 1904...! 701 
Chicago Electric Traction Lines. Track 

Reconstruction •394 

Concrete, Inspecting tgin 

Connecticut Co.. Bianford-Stoii v c'le'eK 


Connecticut Co., Merlden-MiddietowB 


Dallas Interurban Electric Railway! !!!«898 
Laston & Washington Traction Co., 

Extension •275 

Easton Transit Co., South JBetlileliein 




Personnel 09 

D..t..., ^^ 



Transportation Service Investigation 

„ ■■■ •. tSl, 139, 343, 382 

1 unnel Investigation ; 170 

Ohio. Annual Reports Required !!! 975 

Wisconsin — 
Decisions Affecting Public Service 

Corporations +843 

Milwauke Service Investigation!!!!! 

tG3, 68, 193 

Commutator Press, Chicago Union Trac- 
tion Co ♦227 

Compagnie de Mutuelle Tramways! RoYn 

ing Stock 115 

Compania Tranvia de Chihuahua, 'Track 

and Roadwav 717 

Compound Magnet Brake Co., Magnetic 

Brake •507 

Concord Maynard & Hudson Street Rail-! 

way, Financial gOo, 876 

Concrete — 

Care in Use of +62 

Construction, Inspecting V.'! fgio 

Elevated Structures, Richmond & 

Chesapeake Bay Railway +664, •666 

Posts. Cost of 679 

Shops, Twin City Rapid "irransit Co. 

7456, *465 

Tests. University of Ui.nuis y66 

Concrete. Reinforced — 

Kansas City Outer Belt & Electric 

Railroad Structures »225 

Roots, Trussit "•270 

Conestoga Traction Co. — 

Car House 452 

Track and Roadway '.'289,' 346', 686 

Coney Island & Brooklyn Railroad — 

Financial g-.Q 

.^Rolling Stock '..'.'.'.'.'.'. '.S06, 842 

Confidence. Business Man's Letter. By 

Ernest W. Heath 914 

Conley Frog & Switch Co 350' 

Conneaut ,>c Erie Traction Co.. Financial 3'>0 
Connecticut Co. — 

Automobile Truck ^779 •794 

Branford-Stony Creek Line ' 897 

Meriden-Middletown Line •921 

Signs, Destination ! ! ! 371 

Track and Roadway 449. 802.' 873 93S 

Connecticut Railway & Lighting Co 

Track and Roadway ' 838 

Connecticut N'alley Street Railwav Co—' 



Substation ...!!!!!!! 718 

Track and Roadway ..!!!!!!' 717 

Connectors. Solderless, Dossert 49-! 

Connette, E. G.— 

Engineering Convention- 
Standardization 598 

Consolidated Car Fender Co 790 

Fender Tripping Valve ! •63-) 

Providence Fender ' 484 

Consolidated Car-Heating Co !!!!! 

_, , •■ 29. 476, 541. 632! 720 

Cab Heater Switch »58 

Electric Heater !'''*''08 

Consolidated Lighting Co .. ! 116 

Consolidated Raihvav Co. (Hartford' 

Conn.) Po-ner Plant '347 

Consolidated Railway Co. (New Haven 
Conn.) — 

Power Plant one 

Rolling Stock 28 

Track and Roadway 52. 81 'il'l'?' 74 1 

Consolidated Railways Light & Power 
Co. — 

Power Plan t 875 

Track and Roadway o'^ 

Consolidated Traction Co., Dividends! !! !l001 
Construction — 
Atlantic City & Shore Railroad, Ocean 

City Extension •14 

.Atlantic City Railway. Track Improve- 
ments •43_ •234 

.\tlantic Shore Line Railway .....' 'Sm 

Bangor Railway & Electric Co •154 

Boston Elevated Railway- 
Cambridge Bridge •926 

Po-wer Plant '"79s 

Indianapolis & Louisville Traction Co 

1200- Volt Railway .gs* 

Lima & Toledo Traction Co.— 

Concrete Bridge near Waterville, 0..^988 

Repair Shops .joy 

Los Angeles Interurban Railway-!- 

Bridges and Culverts •674 

Track and Roadwav •■'45 

Los Angeles Railwav". Shops "•4 

Milwauke Northera Railway "•882 

New York Auburn & Lansing Railroad ^34 
New York Central & Hudson River 
Railroad, Electric Zone, Harmon 

Shops .919 

New York New Haven & Ha'r'tfoi-d! 

Electrification. By E. H. McHenrv. '188 
Northwestern Elevated Railroad, Wil- 
son Avenue Terminus •220 

Ocean Shore Railway .124 

Pacific Electric Railway — 

Bridges and Culverts •$74 

Track and Roadway ' '•245 

Pacific Light & Power Co., Power 

Plant •729 

Pittsburg & Westmoreland Railway! !^829 
Poughkeepsie (iity & Wappingers Falls 

Electric Raolroad. Car House •308 

Progress in Central States tl''2 

Richmond & Chesapeake Bav Railwav. 'oSs 
Spokane & Inland Railway. Shops at 

Spokane •891 

Terre Haute. Ind.. Interurban Irri- 

provements •755 

Terre Haute Traction & Ligli't'cd 

Paris Extension •924 

Through Line St. Louis to Erie !'t327 

Toledo Fostoria & Findlay Railway 

Toledo Extension 405 

Twin City Rapid Transit Co., Sel'by 

Hill Tunnel •358 

Windsor Essex & Lake Shore it'api'd 

Railway +944, .946 

loungstown & Southern Railwav ^822 

Contactors with Controllers '. . . t3 

Continental Passenger Railway, Divi- 
dends 940 

Control Apparatus. Engineering Conven- 

t'on 526 

Controllers — 

Contactors with +3 

Regulator. Durkin .!!.!^423 

Cooper. H. S. — 
American Convention — 

Problem of the Small Electric Road 

„ •••■ 648, t694 

Cooper Heater Co 268. 627. 630, 660 

Plant .60 

Co-operative Realty Selling & Develop- 
ment Co.. Incorporated 837 

Copper Prices ^355 

Corn Belt Traction Co.. Track and Road- 

. wy •, • • - 234, 744. 838 

Corning. John W. — 

Adjusting Controller Resistances ^728 

American Convention — 

Technically Trained Railwav Men 589 

Engineering Convention — 

Control Apparatus 526 

Corporations. Public Control. Bv Everett 

W. Burdett ." 4O6 

Corry & Columbus Street Railway- 
Rolling Stock 747. 842 

Track and Roadwav 744 

Cosper. W. P., Hot Water Heaters 499 

Couplers — 

Automatic, Tomlinson •635 

Automatic. Van Dorn 'SO, •596 

Automatic, Westinghouse 636 

Washburn ^502 

With Radial Connection, McConway & 

Torley .504 

Covington & Wabash Vallev Railway. In- 
corporated 289 

Cowing Engineering Co 295 

Cowlitz Valley Railway & Po'wer Co., 

Track and Roadway 235 

Crafts, P. P. — 
American Convention — 

Freight Handling 603, 604, •SIS 

Crane, with Lifting Magnets. Cleveland 

Armature Works »595 

Crocker- Wheeler Co 452, 594, 628 

Crookston, Minn., Track and Roadway.. 173 
Crossings. Railroad. Protection of Cars..t554 

Crowley. H. J.. Rolling Stock 720 

Curtain Fixtures — 

Cam. National Lock Washer Co 617 

Curtain Supply Co '3\>6 

Curtain Supplv Co 322. 877 »71 

Ring Fixture for Closed Cars .'•598 

Curtis Motor Tnnk Co -^os 



Cutler-Hammer Manufacturing Co 

66. 452, 806 

Dallas Interurban Electric Railway — 

Description *898 

Track and Roadway 173, 346 

Danville Car Co 268, 447, 449, 720, 909 

New Plant '209 

Orders 176, 268, 294, 321, 1001 

Steel-Panel Cars 502 

Danville & Eastern Illinois Railway, 

Track and Roadway 235 

Danville cS: Southeastern Railway, Incor- 
porated 345 

Danville Light Power & Traction Co., 

Track and Roadway 264, 416 

Danville .Street Railway & Light Co., 

Rolling Stock 268 

Dauphin Street Railway, Incorporated... 263 

Davenport, la.. Track and Roadway 

112, 416, 744 

Davenport & Dubuque Railway, Track 

and Roadway 317 

Davenport & Manchester Interurban Rail- 
way, Track and Roadway 264, 289 

Davenport ,& Suburban Railway, Financial 349 

Davis, James C, Cast-Steel Wheel 750 

Dayton &. Troy Electric Railway, Track 

and Roadway 317 

Dayton Covington & Piqua Traction Co., 

Rolling Stock 842 

Dayton Manufacturing Co 541, 662 

Sash Locks '501 

Dayton Pneumatic Tool Co 239 

Dearborn Drug & Chemical Works 591 

Decatur, 111., Shops, Illinois Traction 

System *13 

Decatui-, Tex,, Track and Roadway 346 

Decatur Sullivan & Mattoon Electric 

Railway, Track and Roadway.... 687 
Defiance Hicksville & Ft. Wayne Rail- 
road, Incorporated 51 

Defiance Paulding & Ft. Wayne Railway, 

Track and Roadway 81, 802 

De Hart. H. V.. and W. H. Stafford 749 

De Kalb Svcamore & Interurban Trac- 
tion Co- 
Financial 85 

Power Plant 839, 906 

De Kalb-Sycamore Electric Co.. Track 

and Roadway 143 

Delafield. C. B., High-Tension Insulators. 311 
Delaware t>t Hudson Co. — 

Ballston-Saratoga Line Opened 60 

Power Plant 774 

Delaware Mt. Gilead & Mansfield Rail- 
road. Track and Roadway 289 

Delaware River & Atlantic City Railway, 

Track and Roadway 717 

Denton Interurban Railway & Power 

Plant Co.. Track and Roadwav 

52, 235, 772 

Denver, Colo., Track and Roadway 

24, 317, 938 

Denver & Greelev Railroad, Track and 

Roadway 173, 744 

Denver & Interurban Railroad, Track 

and Roadway 264, 385, 687, 997 

Denver & Northwestern Railroad, Finan- 
cial 776 

Denver & South Platte Railroad, Track 

and Roadway 235, 4 19 

Denver Citv Tramway Co. — 

Accidents 996 

Accident Risks and Costs Reduced 67 

Financial 27, 35 

Instruction Blank for Placing Signs on 

Cars •930 

Des Moines la.. Track and Roadway 264 

Des Moines Citv Railway — 

Eleven-Hour Work Day 232 

Franchise Case 49 

Owl Car Service 724. 936 

Track and Roadway 235, 744 

Des Moines Wlnterset & Creston Electric 

Railway, Track and Roadway 143 

Detroit, Mich.— 

Franchise Ordinance 286 

Three-Cent Fares 108. t299 

Detroit & Adrian Traction Co., Track and 

Roadwav 143. 173 

Detroit Graphite Co 116 

Detroit Hoist & Machine Co 691 

Detroit Steel Products Co 909 

Detroit United Railway — 

Dividend Not Declared t693 

Dividends 27 

Earnings 294, 451, 805, 908 

Financial j76, 689 

Power Plant 718 

Track and Roadway 173 

Devine. J. P., Co 540 

Vacuum Impregnating System 484 

Dickney, John — 

Engineerng Convention — 

Standardization 528 

Dillon, Mont., Track and Roadway 772 

Dillsburg S: Wellshurg Railroad. Incor- 
porated 415 

Dimmock. W. S.— 

American Convention — 

Freight Handling 604 

Discipline — 
Accidents Lessened by Instructions. .. .1553 
Instructing Employes How to Avoid 
Accidents 917 

Lax Danger of t272 

Strictly Enforced Insures Content- 
ment t3 

Dispatching — ■ 

Chicago City Railway 332, 795 

Egry Dispatching Register 633 

Recording Train Movements .".t241 

Telegraph Signal System '843 

Time-Points and .Schedules tl51 

District Heating with Exhaust Steam... 475 
Dividends. Not Declared by Detroit 

United Railway t693 

Dodge & Day 322 

Dominion Dump Car Co., Limited 877 

Uonora & Eldora Street Railway, Track 

and Roadway 289, 772, 874 

Doors. Steel Rolling. Wilson 'SSS 

Dessert & Co 593, 630, 748 

Joints 507 

Solderless Connectors 423 

Dotlian, Ala., Track and Roadway 906 

Drafting, Pacific Electric Railway Sys- 
tem •223 

Dressel Railway Lamp Works 

322, 476. 499, 541. 570 

Drummond Detective Agency, Method of 

Handling Strikes 87 

Duluth, Minn., Track and Roadway 997 

Duluth Street Railway Co. — 

Earning.* 419, 719, 841, 1000 

Ofllce Building 747 

Track and Roadway 143 

Duluth-Superior Traction Co., Dividends 

55, 419 

Dunn-Locke Vacuum Cleaning Co 177 

L>iinn\-iile \\'ellan Iport iSc Bea.nsville 
Electric Railway, Track and Road- 
way 997 

Dunton, M. W., Co 66 

Duyuesne, Ariz.. Track and Roadway.... 874 
Du Quoin Belleville & St. Louis Electric 

Raihvav, Track and Roadway 112 

Durkin Controller Handle Co 777 

Controller Regulator •423 

Earll, Charles R., Trolley Retrievers 721 

Electric Lines. New York New Haven 

& Hartford Railroad t693 

New England Railroads t915 

East Liverpool Traction & Light Co. — 

Rolling Stock 388, 747 

Track and Roadway 264 

East Moline & Campbell's Island Railway, 

Incorporated 142 

East St. Louis & Eastern Railway, In- 
corporated 289 

East St. Louis & Suburban Railway, 

Dividends 27 

East St. Louis Columbia cfe Waterloo 
Electric Railway, Track and Road- 
way 264 

Eastern Cahill Telharmonic Co 842 

Eastern New York Railroad, Financial... 114 
Eastern Pennsylvania Railway, Track 

and Roadway 687, 744 

Easton & South Bethlehem Transit Co., 

Track and Roadway 449 

Easton & Washington Traction Co. — 

Extension *275 

Rolling Stock ' 147 

Easton Consolidated Electric Co.. Divi- 
dends 388 , 

Easton Transit Co. — 

Car Houses 268 

Rolling Stock 268, 294 

South Bethlehem Line ^131 

Eatonton. Ga., Track and Roadway 112 

Eclipse Railway Supply Co 630 

Edgar. Charles L., Municipal Ownership 

70, 132 

Edge Moor Iron Co 147 

Edjnonton Electric Railway — 

Power Plant 25 

Rolling Stock 28 

Track and Roadway 81 

Education and Labor tl51 

Edwards, O. M., Co 322, 351, 630, 806 

Egry Autographic Register Co 477 

Dispatching Register 633 

Egyptian Metal Co., Bearing Metals 504 

Eldorado Springs Tiffin Monegaw Springs 
& Lowry City Railroad, Track and 

Roadwav 838. 938 

Electric Cable Co 806 

Electric Express Co 79 

Electric Locomotives. See Locomotives. 

Electric Package Co 263 

Electric Railway Improvements Co 

57, 420, 500, 540, 628, 749 

Electric Railway Reports t486 

Electric Railways — 

.\ddress by Henry J. Pierce 408 

Census 807 

Connecticut 202 

Effect upon Steam Roads in Ohio t33 

In.spcction by German Commission ^404 

Uniform Accounting System tS81. 896 

Electric Service Supplies Co 660. 941 

Electric Storage Battery Co.., 239 

Electric Traction, Heavy, American Con- 
vention 710 

Electric Traction Supply Co., Trolley 

Hanger '323 

Electrical Engineering Building, Worces- 
ter Polytechnic Institute '280 

Electrical Show, Chicago 414 

Electrical Show, New York.. 78, 177, 315 404 

Electrification — 

Arlberg Tunnel 795 

Baltimore & Annapolis Short Line!! " 362 
Chicago Milwaukee & St. Paul Railway 

_,. , i,- ••■•.•• •, 202, 263, 399 

Chicago Termmals t271 287 

Erie Railroad ii'yj '•428 

New York New Haven & Hartford...'. 

T>--i;-ii-\;\\ 139, tl52, 421 

By B. H. McHenry »i8g 

Southern Pacific Co •281, t'3'9'1' 415 

Spanish Railroad ' 250 

Steam Railways. By W. N. Smith!!!! 936 
Elevator, Car, Hudson & Manhattan 

Tunnels •ggg 

Elgin, III., Track and Roadwav iVs' 346 

Elgin & Belvidere Electric Co., Rolling' 

Stock ... . 321 

Elkader, la.. Track and Roadv.ay! !!!!!! ! 838 
Elkins Light & Power Co. — 

Incorporated 345 

Track and Roadway 418 

Ellendt, J. G.. Co 351 

Elmira Corning & Chemung Railway, 

Track and Roadway 235 

El Oro, Mox., Track and Roadway 967 

El Paso Electric Co. — 

Dividends 27, 1001 

Earnings 876 

Financial 305 

El Paso Electric Railway — 

Power Plant 839 

Track nnd Roadway 112 

El Reno Railway, Incorporated Ill, 172 

Ely, W. Caryl- 
American Convention — 

Cars, Wiring 561 

Elyria Southern Electric Railway- 
Incorporated Ill 

Track and Roadway 143 

Emery Steel Co 339 

Emmons, C. D. — 

.Ainierican Convention — 

Freight Handling 603 

Empire Bridge Co., Plant at Elmira, 

N. Y ^297 

Employes — . 
Benefit .\ssociation. Ft. Wayne & Wa- 
bash Valley 333 

Bonus Principle. By William R. Bow- 

ker 107 

Cleanliness +328 

Deportment tl52 

Discipline and Contentment fS 

Instruction in Accident Work, Claim 

Agents' Convention 569 

Instruction Schools f 93 

International Railway Employes' Asso- 
ciation, Annual Report 864 

Motormen and Conductors, Rules, 

American Convention 602 

Motormen. Selection from Shops.. t243, 244 
Pension Funds. By William R. Bow- 

ker 134 

Trainmen. Northwestern Elevated Rail- 
road. Chicago 'gsi 

Energy Diagram, New. By H. F. 

Schmidt •671 

Engineer Co 90 

Engines — 

Gas. Operating Troubles tl23 

Ridgway •607 

Supporting the Piston Rod t725 

Enid Blackwell & Osage Interurban Trac- 
tion Co. — 

Incorporated 51, 142 

Track and Roadway 449 

Enid Waukomis & Oklahoma City Inter- 
urban Railway, Incorporated 51, 142 

Ensley Street Railway — 

Incorporated 716 

Track and Roadway 204, 290, 385 

Enterprise. Ore, Track and Roadway 906 

Enterprise Transportation Co., Track and 

Roadway 317 

Brie London & Tilsonburg Electric Rail- 
way, Track and Roadway 874 

Erie Railroad — 

Applegate "Static Pickup" •435 

Electrification. Rochester Division 

t427, •428 

Erie Stone Co 116 

Eugene & Eastern Railway, Track and 

Roadway 317, 346, 772 

Eugene Street Railway — 

Car 294 

Track and Roadway 290 

Evans, W. H. — 
American Convention — 

Technically Trained Railway Men 589 

Engineering Convention — 

Standardization 528 

Evans-.\lmirall & Co.. District Heating.. 605 
Evansville. Ind., Track and Roadway. 204. 416 
EvansvIUe & Boonville Traction Co., 

Track and Roadway 143, 416, 744 

Evansville & Eastern Electric Rallwav, 

Track and Roadway 143, 204, 802 

Evansville & Southern Indiana Traction 

Stations 420, 720 

Track and Roadwav 

317, 385, 687, 802, 906, 997 

Evansville Petersburg & VIncennes Rail- 
way, Incorporated 448 

Evansville Princeton & VIncennes Inter- 
urban Rallwav. Track and Road- 
way 24, 81, 264, 3S5 

Evansville Railways Co., Financial 968 


Evansville Stiburl)an i>C- Newburg Rail- 
way — 

Station 2S 

Tracli and Headway 112, 143 

Everett. Wasli,. Tracl< and Roadway 290 

Everett & Clierry Valley Traction Co., 

Incorporated 289 

Excelsior .Springs, Mo., Track and Road- 
way 290 

Excursions. Western Ohio 232 

Exeter Hampton & Amesbury Street 

Railway. Rolling Stock 28 

Expanded Metal & Corrugated Bar Co... 941 
Express Companies — 

Contracts with Electric Lines 

23, 232. 315. 684 

Electric Express Co 79 

Express Service — 
Central Electric Railway Asociation.362, .367 

Electric Package Co 263 

Interurban Railways t665 

Pittsburg & Butler Street Railway 232 

Fairbanks, Morse & Co 29.^ 

Gasoline Motor Inspection Cars '749 

Fairmont. Minn.. Track and Roadway... 744 
Fairmont & Clarksburg Traction Co., 

Rolling Stock 690 

Fairmont & Mannington Railroad, Track 

and Roadway 52, 264, 967 

Fairview, Nev., Track and Roadway 385 

Falls Construction Co., Incorporated 686 

Fares — 

Cost of in Cleveland 104 

Detroit 3-Cent 108, t299 

Increase, When Desirable \9H 

Increasing. By J. L. Richards 928 

Interurban.* American Convention 657 

Interurban. Collection and Registration. 

By B. A. Frankel 372, 375 

Lincoln, Neb 108, 413 

Long Ride for One Fare in New York. . 93 
Massachusetts Commission Investiga- 
tion 905 

Minneapolis Case 231, t242, 362 

Newspaper Tickets at Los Angeles *921 

"No Seat. No Fare" Ordinance in Jer- 
sey City 800. 836, t809, 872 

Ohio Commission Decision Reversed in 

Scioto Valley Traction Case 135 

Pennsylvania Law Upheld 383 

Philadelphia Rapid Transit Co t299 

Pittsburg Railways Co.. Contests Re- 
duction 996 

Six-for-a-Quarter Tickets Discon- 
tinued, Pottsville LTnion Traction 

Co 872 

Three-Cent in Zone System t39l 

Ticket Methods, Los Angeles, Cal •812 

Two-Cent Law in Indiana 140 

Fargo & Moorehead Street Railway, 

Rolling Stock 877 

Farnham Co.. Third Rail •508 

Fay. J. A., & Egan Co 842 

Fayetteville. Ark., Track and Roadway.. 874 
Fayetteville (N. C.) Street Railway & 
Power Co.. Track and Roadway... 

235. 264 

Feedei'S. Determining Size. By Henry 

Docker Jackson *194 

Fell. A. L. C Rail Corrugation 707 

Fenders — 

Are They a Protection? t243 

Los Angeles Controversy 231. 263 

Meyers ^453 

Providence 484 

Tripping Air Valve *635 

Ferrocarril Electrico de Lerdo a Torreon. 

Rolling Stock 28 

Ferroflx Brazing Co 239 

Finleyville. Pa., Track and Roadway.... 347 
Finleyville Southern Street Railway, 

Track and Roadway 416 

Fire-Fighting Car. South Side Elevated 

Railroad. Chicago t751. •764 

Fire Protection — 

American Convention 1553, 575, 590 

Power Plants 'ISB 

Fires. See Also Accidents. 

Fitchburg & Leominster Street Railway, 

Financial 207, 237 

Fltz-Hugh, Luther Co.. Orders 55 

Flagg. Charles E., Parlor Car Service. 

Spokane & Inland Railroad •977 

Flangeless Railway Corporation. Miami.. ^930 
Fonda Johnstown iK: Gloversville Rail- 
road. Annual Report 330 

Forest Citv Railway — 

Dividends 27, 388 

Track and Roadway 687, William H.. Jr.. Auditing Con- 
ductors' Collections on Interurban 

Railways 258 

Ft. Dodge Des Moines & Southern Rail- 
way — 

Financial S.T 

Rolling Stock 268. 321. 388 

Track and Roadway 264. 346, 416, 449 

Ft. Dodge Emmetsburg .<t Spirit Lake 
Railway. Track and Roadway .... 

290, 687, 772, 998 

Ft. Pitt Bridge Works 690 

Ft. .Scott Gas & Electric Co.. Track and 

Roadway SI 

Ft. Smith. Ark.. Track and Roadwav S3S 

Ft. Smith Light & Traction Co.. Power 

Plant 266. 319 

Ft. Wayne i>t South Bend Railway, Track 

and Roadway 4 1 1; 

Ft. Wayne iSt Springfield Rallwa.v, Track 

and Roadway 24, 416, 802 

Ft. Wayne & Wabash Valley Traction 

Earnings 207, 321, 451, 775, 970 

Horizontal Steam Turbines, Spy Run 

Station •579 

Lafayette & Logansport Extension 

Completed 23 

Limited Service 171 

Photographic Contest 170 

Track and Roadway 81, 717 

Ft. Worth. Tex., Track and Roadway.. 

81, 204, 235, 346, 449 

Ft. VVoi-th-Mineral Wells Interurban 

Railway, Track and Roadway 

317,385, 687 

Ft. Worth Weatherford & Mineral Wells 
Interurban Railway, Track and 
Roadway 717, 906 

Fowler. George L., Advantages of Solid 

Forged and Rolled Car Wheels •991 

France Packing Co 500 

Franchises — 

Aberdeen, S. D 685 

Alameda. Cal 288 

Albany. N. Y 837 

Annapolis, Md 51, 80 

Anniston, Ala 80, 110, 233 

Arapaho, Okla 203 

Arkansas City, Ark 51 

Ashland, N. Y 80 

Athens, Ga 937 

Atlanta, Ga 203, 263, 715, 801 

Auburn & Syracuse Electric Railroad . . 715 

Aurora, 111 142, 997 

Babylon, L. 1 447, 837 

Bainbrldge, Ga 685 

Battle Creek, Mich 233 

Bedford, Ind 873 

Bemldji, Minn 263, 415 

Billings, Mont 172, 316, 415 

Bluefleld, W. Va 937 

Boise, Idaho 203 

Brazil, Ind 837 

Brooklyn. N. Y 23, 203, 384 

Buffalo, N. Y 447 

Cambridge. Md 233 

Canyon City, Colo 142 

Cape Elizabeth, Me 23 

Carthage, 111 384 

Centralia, Wash 80, 203 

Chattanooga, Tenn 263 

Chattanooga Railways Companv 142 

Cheyenne. Wyo 203, 384 

Chehalis, Wash 873 

Chicago, III 345, 384, 715 

Chico, Cal 80 

Chicopee, Mass 80 

Chisholm. Minn 233 

Chrisman. Ill 110 

Clarksdale Covington & CoUierville In- 
terurban Railway 447 

Clavton. Mo 447 

Cleveland, 263, 345. 771 

Clinton. Okla 110 

Cobalt. Ont 837 

Columbus, Ind 51 

Colusa, Cal 743 

Corning, N. Y 23 

Crawfordsville, Ind 801 

Crookston. Minn 110 

Cumberland, Md 415 

Dallas. Tex 263. 288, 771 

Danville. Ill 966 

Dauphin. Pa 110 

Dayton. 345 

Decatur, 111. 110 

Defiance. 873, 937 

Des Moines City Railway 49 

Detroit. Mich 286. 345, 801 

De Witt. N. Y 172 

Dothan. Ala 172 

East Alton. Ill 288 

East Moline, III 172, 233 

East St. Louis. Ill 203 

Elkhart. Ind 203 

El Paso. Tex 316 

Elvria. 771 

Essexville. Mich 23 

Evanston. Ill 51 

Evansville. Ind 345 

Eveleth. Minn 384, 801 

Fargo. N. D 142 

Faribault. Minn 837 

Findlav. 345 

Fitzgerald. Ga 263 

Fond du Lac. Wis 873 

Ft. Worth. Tex 142. 172 

Frankton. Ind 837 

Frederick. Md 80 

Garv. Ind 51. 142. 997 

Grand Forks, N. D 288 

Oreelev. Colo 51. 80, 203. 715 

Greencastle. Ind • 142, 203 

Groon Lane. Pa 966 

Hanford. Pal 771 

llavward. Cal 937 

nibbing. Minn 263 

Ilillsboro. Ore 172 

Hillsdale. Mich 233 

Houston. Tex 384, 447, 743 

Humboldt. Tenn 685 

Huntlngburg. Ind 743 

Indeterminate t2 

Indianapolis. Ind 172. 384. 685 

Iowa City, la 801 

llhaca, N. Y 937, 997 

Jaiksonville (Fla.) Electric Co 447 

Jasper. Ind 801 

Joplin, Mo 110, 203 

Kanauga & Gallipolis Traction Co 685 

Lafayette, Ind 447 

La Junta, Colo 142, 233 

Lebanon, Mo 345 

Lima. Ohio 23, 837 

Lincoln. Neb 233 

I.indenhurst, L. 1 743 

Long Beach, Cal 447 

Long lisland City, N. Y 61 

Lorain, O go 

Los Angeles, Cal 233, 288, 743 

Louisville, Ky 288, 685 

Louisville Railway Franchises Attacked 202 

Ludlow, Mass 172 

McKinley, Minn 203 

Macon, Ga 715 

Mansfield, III 447, 685 

Mansfield, 203 

Marinette, Wis 937 

Marysville. Cal 288 

Mayfield, Ky 80 

Memphis, Tenn 110, 316, 345 

Millbum, N. J 203 

Minden, la SS6 

Mineola, L. 1 905 

Moline. Ill no 

Monongahela. Pa 966 

Montgomery Countj-. Ind 415 

Monroeville. 263 

Morris. Ill 415 

Nampa. Idaho 415 

Nashville. Ind 801 

Neapolis. 345 

New Albany. Ind 685 

New Carlisle, Ind 937 

New Orleans, La 142, 743 

New Westminster, B. C 142 

New York. N. Y 51, 233 

Norwich. N. Y 288 

Oakland. Cal 142. 263. 384,"7'l5', 905 

Olympia, Wash 685 

Omaha, Neb go 

Onalaska, Wis 715 

Oshkosh. Wis ] 384 

Oswego. N. Y 384 

Owensboro. Ky 203 

Owosso. Mich." 685, VlV. 837 

Paducah, Ky 142 715 

Paiis, III 172! 837 

Parsons, Kan 233 771 

Pasadena, Cal 142, 233] 685 

Patoka, Ind 316 

Pensacola, Fla 345 

Peoria Railway 142 

Philadelphia Rapid Transit Co.. 50- 
Year 131, t212, 344. 414 

Pittsburg. Pa 447 

Pittsburg Subway Co '. 799 

Pittsfield. Mass 233 997 

Platteville. Colo ' ' 715 

Playa del Rey. Cal '.'.'.'.'.'. 263 

Plymouth, Ind 771 

Port Marion, Pa g73 

Portland, Ore 447. e'So' 715 

Pueblo, Colo 415, 447, 937 

Quincy. Ill 31s 

Racine, Wis 686 

Ravenna, 142 

Redding, Ca! iio.' Vos. 345 

Richmond. Ind 80 447 

Rock Hill. S. C ■.' ■. . ' no 

Rocky Ford, Colo '.'.', 233 

Rosedale, Kan 415 

Saginaw. Mich 44g 

St. Louis. Mo 51, 233 

Salem. Ohio 03^ 288 

Salem. Ore '. . .' 233 

Salisbury. N. C .'. 3I6 

Salt Lake City, Utah 234. 715 905 

Saltillo. Mexico go 

.San .\ngelo, Tex 142 

San Antonio, Tex '" 771 

San Diego, Cal 80, 415 

San Francisco. Cal 203. 288. 873 

.San Mateo. Cal no 

Sand Point. Idaho '. 686 

Say re. N. Y 234 

Seattle Electric Co .'. 686 

Shelbyville. Ky ' 172 

Sherman. Tex , , ] \ 51 

Smithfleld. Pa 373 

South .\mbo.v. N. J 234. 937 

South Bend. Ind 234. 83"! 937 

Southport. N. Y 51 

Springfield. Ill ] 334 

Springfield. 203. 234 

Steubenville. 345 

Strathcona. Alberta '. si 

Streator. Ill 172. 966 

-Subway Franchise Tax 262 

Sullivan. Ind m 

i'umter. S. C 937 

Terre Haute. Ind 23. 51, 80. 716 

Texas Interurban Rallwav 801 

Thermopolis. Wvo 716 

Tiffin. 234 

Tifton, Ga 51. ill 

Toledo. O go. 142. 384 

Tonopah. Nev 23 

Traverse City. Mich 172, 234. 316 

Trov. N. Y 149 

Tulsa. Okla 771 

Union. S. C 172 






Vallejo. Cal "B 

Ventura, Cal *" 

Walla Walla, Wash 316, 937, 997 

Washington, D. C ■ • ■ • 966 

Waterloo, la 142, 234 

Waukegan, 111 VVSX- 

Wavnesburg, Pa »0. 204 

West Chester, Pa 

■Wllkesbarre, Pa , 

Wilmington, Cal '■'>"• 

Windsor, Ont 

Winfield. Kan 

Woodland, Cal •• ■••;••• 

Frankel, B. A.. Collection and Registra- 
tion of Interurban Fares 372, 

Frankfort Delphi & Northern Traction 

Co., Track and Roadway 

Franklin. la.. Track and Roadway 81 

Franklin & Towamensing Street Railway, 

Track and Roadway • • 143 

Franklin Electric Manufacturing Co.. 447, 541 

Incandescent Lamp '390 

Frederick. Md., Track and Roadway 938 

Fredericksburg & Southern Railway. 

Track and Roadway 967, 997 

Freight — 

Boston & Northern Street Railway, 

Seeks Privileges 343 

Delivery Svstems T847 

Handling, P. P. Crafts, American Con- 
vention 603, 'eis 

Indiana Roads Must Interchange 413 

Recording Interline Waybills '43 

Illinois Traction System 960 

Freight and Express Rates — 

Bv C. H. Armatage 372 

Bv Frank Walsh 372, 375, 1393 

Freight Handling— 

American Convention • • • 6^4 

Automobile Truck t779, '794 

Massachusetts Decision T779 

Freight Service — 

Bangor Railway & Electric Co 278 

York County Traction Co 141 

Fremont Street Railway,Track and Road- 

French, M. J. — 

Engineering Convention — 

Electric Railway Tracks. Care of 

French Point Street Railway, Track and 


Fresno. Cal.. Track and Roadway 24 

Fresno Traction Co.— 

Car House 207 

Financial IJo 

Fuel. of Oil in Power Plants t212 

Fuel Tests. St. Louis 936 

Fuller Railway Electric Signal Co 116 

Funeral Car Service in Chicago 1425, •441 

Melting and Refining, Schwartz •180 

Model Smokeless *59 

Oil. Oakland Traction Co *282 

Gaither. W. R.. Time-Keeping Machine.. 57 
Gainesville Whiteshoro & Sherman Rail- 

wav. Track and Roadway 967 

Galena. Kan.. Track and Roadway 112 

Galena Iron Works 806 

Galona-Signal Oil Co 627, 628, 648 

Galveston Electric Co. — 

Dividends 267 

Earnings 237. 419 

Galveston -Houston Electric Co. — 

Earnings 876 

Financial 320 

Track and Roadway 204 

Garford Co 87 

Garliick Packing Co 630 

Garton. W. R., Co 629. 630, 972 

Gary & Eastern Traction Co., Incorpo- 

■ rated Ill, 448 

Garv & Interurban Railway — 

Rolling Stock 909. 1001 

Track* and Roadway 112, 938, 998 

Gas Engines — 

Bv Paul Winsor, Engineering Conven- 

■ tlon 578. .591 

Milwaukee Northern Railway *8S3 

Wisconsin Engine Co 843 

Standardization. Engineering Associa- 
tion '335 

Titan Motor *632 

General Electric Co 

..56. 295, 322, 323. 389. 500. 541. 776. 909 
Electric Locomotive. Portland Railway 

Light & Power Co 'S.'jO 

Electric Switching Locomotive, Bush 

Terminal Co •846 

Exhibit at Atlantic City Conventions.. 

626, '722 

Lamp Factory 692 

General Electrli- Power Co. of California. 

Track and Roadway 52 

General Fireproofing Co 

56. 322. 389. 594. 720 

Trussit Reinforcement for Concrete 

Roofs ^270 

General Railway Signal Co., Plant at 

Rochester. N. T ^911 

General Railway Supply Co 611 

General Systems Co 116 

Generators — _ .. ^„,_ 

New. Boston Elevated Railway *25S 

Rldgway *60" 

Western Electric '503 

Genesee & Orleans Railway, Track and 

Roadway 290 

Geneva Phelps cfe Newark Railroad, Track 

and Roadway 24. 112 

Georgia & Tennessee Interurban Electric 

Railway. Track and Roadway 416 

Georgia-Carolina Railway, Track and 

Roadway 385, 449 

Georgia Railway & Electric Co. — 

Dividends 238 

Extension to Hapeville, Ga ■ 732 

Rolling Stock 176, 238 

Track and Roadway 802 

Wages Advanced 202 

German Commission. Inspection of Single- 
Phase Railways ^404 

Gilbert. A.. & Sons Brass Foundry Co 147 

Gillespie Electric Railway. Incorporated.. 937 
Gillette Chemical Co.. Car-Cleaning Com- 
pound 296 

Glrard Electric Railway, Track and 

Roadway 290 

Glasgow Corporation Tramways, Finan- 
cial 85 

Glass, Scheme for Grinding *9 

Gllck. J. E., Municipal Ownership a Fail- 
ure at West Seattle 14 

Gold Car Heating & Lighting Co. 476, 499, 615 

Electric Car Heaters 505 

Golden-Anderson Valve Specialty Co., 

Automatic Water Gauge ^942 

Goldschmidt Thermit Co 568, 630 

Thermit Steel for Welding •IIO 

Gonden. H. J.. Regulation Versus Munci- 

pal Ownership 670 

Goshen. Ark.. Track and Roadway 967 

Goshorn, H. R. — 
Claim Agents' Convention — 

Address 590 

Goubert Manufacturing Co 28 

Gould Coupler Co 389 

Gould Storage Battery Co 750 

Graham Nut Co 177 

Grain Traffic, Inland Empire System •678 

Grand Central Traction Co., Track and 

Roadway 112. 264. 346. 802, 967 

Grand Forks, N. D.. Track and Roadway. 449 

Grand Rapids. Mich.. Incorporated 345 

Grand Rapids & Battle Creek Interurban 

Railway. Track and Roadway 24 

Grand Rapids & Kalamazoo Valley Trac- 
tion Co.. Track and Roadway 52 

Grand Ranids Electric Railway, Track 

and Roadway 744 

Grand Rapids Hastings & Battle Creek 
Interurban Railway, Track and 

Roadway 6S7 

Grand Rapids Holland & Chicago Rail- 
way. Freight Depot 720 

Grand Rapids Railway — 

Dividends 85. 775. 841 

Rolling Stock 971 

Grand Traverse Railroad. Incorporated.. 413 
Grand Valley Railway. Track and Road- 
way 416 


Pamt a78 

Graphited Wood Grease in Gear Cases. 807 

Lubrication. By H. C. Woodrupp 325 

Grav's Harbor Railway & Light Co.. 

Power Plant 236. 803 

Great Britain — 

Electric Railway Returns t781 

Municipal Ownership 640, 641. t943 

Street Railway Operation, Civic Federa- 
tion Commission Report 98 

Great Falls & Old Dominion Railroad, 

Track and Roadway 6S7 

Green Bav Traction Co., Rolling Stock... 268 

Green Engineering Co 499, 628, 748 

Green Fuel Economizer Co 477 

Fuel Economizers and Mechanical 

Draft ..^551 

Greenfield Bernardston & Northfield 
Street Railway, Track and Road- 
way 24 

Greenlee Brothers & Co 177 

Greensboro Air Brake Co 350 

Greenville. Tex., Track and Roadway 416 

Greenville & Spartanburg Railway, In- 
corporated 172 

Greenville Interurban Railway — 

Incorporated ■„. ■ ■ 17- 

Track and Roadway 90,6. 998 

Grev Bull, Wvo., Track and Roadway 717 

Grip Nut Co 500 

Orothwell. A.. Mogul Insulating Special- 
ties 720 

Gulfport & Mississippi Coast Traction 

Co.. Power Plant 774 

Gullck. Henderson & Co 176 

Hale & Kllbum Manufacturing Co 629 

Hamilton. Ont.. Track and Roadway 938 

Hamilton Radial Electric Railway, Track 

and Roadway 687, 938 

Hamilton Terminal Co., Terminal Build- 
ing at Hamilton *736 

Hanford Electric Railroad, Track and 

Roadway 838 

Hanover & York Street Railway, Rolling 

Stock 115, 176 

Hansel, Charles, & Co 691 

Harbison-Walker Refractories Co 14 1 

Hardin, Charles B. — 

Claim Agents' Convention — 

Accidents. Reports of 554 

Claim Department and What Should 
be Done to Make it Most Effective. 566 
Harper, J. W. — 

Engineering Convention — 

Maintenance and Inspection of Elec- 
trical Equipment 543 

Harrington. D. — 
Anti -Straddling and Safety Device for 

Channel and Split Switches 514 

Safety Switch Device 629 

Harris Pneumatic Tool Co 690 

Hart Steel Co., McKee Tieplate 501 

Hartford & Springfield Street Railway, 

Financial 419 

Hartshorn. Stewart. Co 351 

Hattiesburg Traction Co. — 

Financial 85, 320 

Power Plant 145 

Rolling Stock 147 

Track and Roadway 81 

Havana Central Railroad — 

Financial 27 

Rolling Stock 941 

Havana Electric Railway — 

Dividends 55, 388 

Financial 55 

Hawley Down Draft Furnace Co., 
Schwartz Melting and Refining Fur- 
nace ^180 

Hays Brothers Co.. Rolling Stock 238 

Hazelton, la.. Track and Roadway 112 

Headway, Regulated at Time-Points 1151 

Heaters — 
Cab Switch, Consolidated Car Heating 

Co ; •58 

Car. Gold Type ^505 

Heath & Milligan Manufacturing Co 239 

President Heath's Letter to Salesmen 

on Confidence 914 

Heating — 

Baker Hot Water Heater ^323 

Cab Heater Switch ^58 

District, Evans-Almirall & Co 605 

Electric Heater with Removable Back. 

Consolidated ^208 

Exhaust Steam for District Heating. . . 475 
Heckler. F.. Foundation Brake Gear De- 
sign 817 

Heine Safety Boiler Co 29 

Helena & Butte Electric Railway. Track 

and Roadway 346 

Helena Light & Railway Co. — 

Dividends 115 

Track and Roadway 173 

Helwig Manufacturing Co 748 

Henderson, Ky.. Track and Roadway. 112, 906 

Henderson City Railway, Strike 262 

Herrick, Albert. Analysis of Cost and 
Methods of Electric Railway Main- 
tenance '819 

Hewitt Manufacturing Co 148 

Heywood Brothers & Wakefield Co... 630, 842 
Hicks Locomotive cS: Car Works — 

Car Orders 147 

Cars. -Aurora Elgin ,Sr Chicago Rail- 
road ^782 

High Point. N. C, Track and Roadway. . 

290, 385 

Hlgh-Tension, Wire Entrance •193 

Hippe. G. B.— 

American Convention — 

Freight Handling 604 

Hocking Valley Fire Clay Co 351 

Hodge. M. P.. Trolley Retriever ^150 

Hogeland, Israel. Dustless Journal Box.. •ISO 
Holland. H.. Trolley Supnlies Manufac- 
turing Co.. Trolley Base and Harp. •58 
Holland Palace Car Co.. Interurban Sleep- 
ing Car 459 

Holman, D. F.. Railway Tracklayer Co... 177 

Holmes. E. B.. Trolley Head 626 

Holmes & Allen. Trolley Head •326 

Holvoke Street Railway. Financial 

55. 176, 940 

Hooven-Owens-Rentschler Co 28 

Homellsville & Canesteo Railway. Rolling 

Stock 842 

Hospital Car. Milwaukee Electric Railway 

& Light Co 262 t335 

Hot Springs Railway. Track and Road- 
way 52. 235, 874 

Houghton County Street Railway- 
Dividends • • 321 

Earnings 238, 419, 876 

Pavilion ■ ■ 115 

Power Station 292 

Houston Electric Co. — 

Dividends ■ • • • 85 

Ea rnings 238, 419 

Rolling Stock 147 

Howell Car & Foundry Co 56 

Hudson .S: Manhattan Railroad — 

Track and Roadway 998 

Tunnels. Car Elevator •986 

Hudson Companies. .Shops ■ . 55 

Hudson Pelham & Salem Electric Rail- 
way. Financial 114 

Hueneme Malibu & Port Los Angeles 

Railway. Track and Roadway. .112. Ii3 

Hull Electric Co.. Rolling Stock 8i7 

Huntsville Railway Light & Power Co.— 

Power Plant 292. 347. 688 

Track and Roadway 81 

Hunt, Robert W.. & Co 501 

Hutchinson Interurban Railway. Track 

and Roadway 906 



Idaho & Nevada Southern Railway, Track 

and Roadway 967 

Illinois & Indiana Electric Railroad, 

Track and Roadway 1)98 

Illinois & Northwestern Electric Railway, 

Incorporated 142 

Illinois Central Electric Railway, Rolling 

Stock 452 

Illinois Traction Co. — 

Car Houses 55 

Earnings 747, 1001 

Financial 85 

Mississippi River Bridge Plans 49 

Passenger .Station 295 

Power Plant 292 

Substation 206 

Terminals 115 

Track and Roadway 

52, 81, 173, 235, 264, 346, 416 

Illinois Traction System — 

Cars, Refrigerator •922 

Coal Lands Purchased 79 

Development of Tran.sportation Service 
and Its Effect on St. Louis. Bv B. 

R. Stephens 960 

Growth of t945 

Interurhan Station 176 

Lincoln-Mackinaw Line 965 

Locomotives *984 

Power Plant 83 

Rolling Stock 176, 1001 

Shops at Decatur *13, 207, 238 

Substation 347 

Track and Roadway 

449, 744, 772, 802, 838, 906, 93S, 99S 

Illinois Tunnel Co. — 

Contracts 233 

Rolling Stock 86, 115, 147 

Illinois Valley Railway, Track and Road- 
way 112 

Improved Electric Railway, Incorporated. 966 
Independence & Rush Park Street Rail- 
way 232 

Independence North & South Railroad, 

Incorporated 317 

Independent Pneumatic Tool Co 942 

Indexing, Extension of Dewey System to 

Architecture 279 

Indiana, Development of Electric Rail- 
ways 22, tl22 

Indiana & Michigan Electric Co., Track 

and Roadway 173 

Indiana Columbus & Eastern Traction 

Rolling Stock 38S 

Station 28 

Track and Roadway 

52, 144. 204, 318, 346, 416 

Indiana County Railways — 

Power Plant 206, 747 

Substations 206 

Track and Roadway 235 

Indiana Creosoting Co 295 

Indiana Union Traction Co. — 

Car Houses 776, 1001 

Passenger Station 420, 452 

Rolling Stock 776 

Track and Roadway 112, 385, 417 

Indianapolis & Cairo Traction Co., In- 

porated 997 

Indianapolis & Eastern Traction Co., 

Station 502 

Indianapolis & Louisville Traction Co.' — 

Fin.ancial 689 

Line Opened 770 

Power Plant 774 

Track and Roadway 290 

Twelve-Hundred Volt Railway .. .t848. '852 
Indianapolis & Northwestern Traction 

Co., Passenger Station 747 

Indianapolis & Western Railway. Track 

and Roadway 290 

Indianapolis Columbus * Southern Trac- 
tion Co. — 

Substations 53 

Track and Roadway 81, 144. 235. 385 

Indianapolis Crawfordsville & Western 
Traction Co., Track and Road- 
way 24, 687 

Indianapolis Huntington Columbia City c& 
Northwestern Railway — 

Fin.ancial S76 

Track and Roadway 417, 838 

Indianapolis Logansport & South Bend 

Traction Co., Track and Roadway.. 717 
Indianapolis Newcastle & Toledo Electric 
Railway — 

Financial 805 

Power Plant 174, 386 

Track and Roadway 112, 235, 417, 874 

Indianapolis Street Railway. Dividends.. 040 

Indianapolis Switch & Frog Co 351 

Indianapolis Traction & Terminal Co., 

Terminal Station 55 

Indianapolis Transportation & Transit 
Development Co., Track and Road- 
way 52 

Indicators, Street Car, Mann '150 

Industrial Works 230 

Inland Empire System. See Spokane & 

Inland Empire Railroad. 
Inspection — 

Car, Two-Man +427 

Concrete Construction tSlO 

Electrical Equipment, Engineering Con- 
vention t486, 489, 542 

Inspection Bureau, Robert W. Hunt & Co. 501 

Instruction — 
Employes in Accident Work, Claim 

Agents' Convention 569 

Employes, Regarding Prevention of Ac- 
cidents 917 

Employes' Schools t93 

Insulation, Ohmlac 476 

Insulators — 

High-Tension. By C. E. Delafleld 311 

Porcelain 'GOB 

Strain, Ohio Brass Co •594 

Insurance — 

American Convention 1515, 639, 655 

Central Electric Railway Association.. 

362. 363 

Data Sheet, American Association 78 

Fire Protection, American Convention 

t553, 575, 590 

Sprinkler Systems Reduce Premiums, 

Kansas City Railway & Light Co. . .flSl 
Interborough -Metropolitan Co. — 

Brooklyn Tunnel 315 

Deficit of Surface Lines t242 

Dividend Not Declared t273 

Financial 294, 908 

Public Service Commi.ssion Investiga- 
tion +61, 78, 135, +152, 165, 196, 

227, t242, 250, 288, 305, 315. 413, 446, +455 

Track and Roadway 81 

Validity of Organization 49 

Interborough Rapid Transit Co. — 

Accident 79 

Brooklyn Tunnel 904 

Financial 719 

Special Police for Elevated and Sub- 
way Stations 904 

Track and Roadway 318, 998 

Intermountain Railway, Incorporated . . . 837 

International Congress 930 

International Engineering Co 420 

International Railway (Buffalo) — 

Car Houses 115 

Cars, Pay-As-You-Enter Type 935 

Earnings 805 

Employes' Association, Annual Report. 864 

Financial 267 

Track and Roadway 24, 112, 144, 318 

International Register Co. .. .593. 594, 627, 635 
International Timber & Preserving Co... 594 
Interstate Commerce Commission — 
Accounting System — 

Depreciation Accounts t32 

Electric Railways. . .+92, .864, 918, +944, 954 

Progress t881, 896 

Trolley Lines 49 

Block Signal and Train Control Board.. 89 

Operating Expenses, Classification of. . . 398 

Steam and Electric Railway Statistics.. +.''.91 

Interstate Transfer Railway. Incorporated 204 

Interurhan Construction Co. — 

Incorporated 771 

Track and Roadway 687 

Interurhan Electric Railroad, Incorpo- 
rated 80 

Interurhan Power Co., Incorporated 142 

Inter-Urban Railway (Des Moines, la.) — 

Beaver Park 79 

Track and Roadway 235 

Intei-urimn Railway (Wheeling, W. Va.), 

Incorporated 172 

Interurhan Railway & Terminal Co.. 

Financial 85, 146, 267 

Interurhan Railways. Bv Hugh J. Mc- 

Gowan •858 

Invincible Rail Joint Co 239 

Iowa City. la.. Track and Roadway 204 

Iowa-Missouri Traction & Power Co. — 

Power Plant 803 

Track and Roadway 290 

Iowa State Union Railway, Track and 

Roadway 744 

Ithaca Street Railway, Financial 27 

Ives, H. B., Co 351 

Jacks, Roth *30, •476 

Jackson. D. C. & William B 322 

Jackson, Henry Docker, Determining Size 

of Feeders •194 

Jackson Electric Railwav Light & Power 

Co., Track and Roadway 264 

Jacksonville. Fla.. Track and Roadway.. 

204, 318 

.lacksonville Electric Co. — 

Dividends 85 

Earnings 238, 419. 876 

Financial 1'76 

Power Plant 319, 968 

Track and Roadway 112, 417 

.Teanette, Pa., Track and Roadway 264 

.Teffei'son Union Co.. Unions •972 

Jeffrey Manufacturing Co 86, 80fi 

Jersey City, N. J.— 

"No Seat, No Fare" Ordinance 

782, 800. +809, 836 

Pay-.^s-You-Enter Cars 965 

Jewett Car Co, — 

Cars. Chicago i4: Milwaukee Electric 

Railroad '178 

Orders 115. 238 

Johann. F. A., Railwav Supplies 116 

Jolms. H. W., -Manvllle Co 239, 268, 750 

Catalogue "22 

"Rlectroless" Pipe Covering •296 

Magic Boiler Compound 120 

Victor Combination Meter '722 

Johnson, F. W. — 

Claim Agents' Convention — 
Accidents T,essened by Instructions. .+553 

Instruction of Employes in Accident 

Work 569 

Johnstown Ai Kbensburg Railroad, Track 

and Roadway 173 

Johnstown Ebensburg & Northern Rail- 

wa.v. Track and Roadway 290 

Johnstown Electric Railway, Incorpo- 
rated 873 

Johnstown Passenger Railway — 

Dividends 388, 1001 

Power Plant 450 

Track and Roadway 318 

Joints, Mechanical, Dossert 507 

Joliet, 111., Track and Roadway 81 

Joliet & Southern Traction Co. — 

Financial 387 

Station 207, 238 

Jones & Laughlin Steel Co. ..147, 208, 420, 722 

Jones Positive Nut Lock Co 776 

Joplin & Monett Interurhan Railway, 

Track and Roadway 449 

.loplin .fe Pittsburg Railway — 

Car House 388 

Construction Plans 221 

Rolling Stock 238 

Track and Roadway 449 

Joplin & Pittsburg Street Railroad — 

Rolling Stock 115 

Substations 4lg 

.Tournal Bearings — 
Standardization — 

Engineering Convention •537 

.loumal Boxes — 

Dustless. Hogeland •150 

Standardization — 
Engineering Association Committee — 

Cleveland Meeting +153, 158 

Engineering Convention •oS? 

.loumals — 

Standardization — 

Engineering Association •SSS 

Engineering Convention •537 

.lournals. Technical, Value of +32 

Judson, W. H., Co 177 

Juniata Electric Street Railway, Track 

and Roadway 204 

Justice, Philip S., & Co 508, 550, 594, 627 


Kalamazoo Elkhart & South Bend Rail- 
road, Track and Roadway 112 

Kalamazoo Gull Lake & Northern Rail- 
way, Track and Roadway 24 

Kalamazoo Railway Supply Co 

500, 540, 593. 750 

Kankakee, 111.. Track and Roadwav./ 967 

Kansas City, Mo., Track and Roadway... 318 
Kansas City ,fc Olathe Electric Railwav, 

Track and Roadwav 204. 717 

Kansas City Car Building & Contracting 

Co 389 

Kansas City Lock Nut Co 208 

Kansas City Outer Belt & Electric Rail- 
road, Reinforced Concrete Struc- 
tures ^225 

Kansas City Railway & Light Co. — 

Annual Report 134 

Car Houses 295 

Damage Cost, Reducing tlSl 

Dividends 238, 805 

Earnings 267, 419, 747, 908 

Financial 114 145 

Rolling Stock 238, 268, 690, 720 

Sprinkler Systems Reduce Insurance 

Premiums tl8l 

Kansas City (Kan.) Western Railway, 

Power Plant 83 

Kansas Traction Co., Track and Road- 
way 346 

Kauffman Engineering Co 239 

Kenosha Electric Railway^ 

Rolling Stock 420 

Single-Truck Cars 'SOS 

Track and Roadway 81 

Kent County & Delaware Bav Railwav, 

Ti-ack and Roadwav '. . 318 

Kent Traction Co.. Track and Roadwav. 144 
Keokuk & Columbus Junction Transit 

Incorporated 905 

Track and Roadway 205, 967 

KeufCel & Esser Co 748 

Key-.Seatlng Machine, Ryerson '503 

Kinnear Manufacturing Co 660 

Kittanning & Leechburg Railways (3o. — 

Power Plant 53 

Track and Roadway 318 

Knoxville Railwav & Light Co. — 

Dividends 419, 970. 1001 

Financial 237 

Rolling Stock 207 

Track and Roadway 290. 417 

Kotten, H. G.. Co 749 

Kniesi. August H. — 

Engineering Convention — 

Curtis T.vpe Turbines 591, 'eog. 704 

Kuhlman, G. C, Car Co. — 
Cars — 

Gasoline. Aurora-De Kalb Line •298 

Semi-Convertible, Toledo Railwavs & 

Light Co " "692 

Single-Truck, Kenoslia Electric Rail- 
way •sog 

Orders 147, 238, 294, 747, 842, 877 

I-abor. Eleven-Hour Work Day In Des 

Moines 232 

Labor and Education tl51 


L.aoonia Street Railway. Power Plant... •41 
La Crosse City Railway- 
Car Houses , 116 

Rolling Stock 86. 147 

La Crosse Water Power Co.. Track and 

Roadway 173 

Lake Charles Street Railway — 

Car House 176 

Power Plant 266 

Rolling Stock 176 

Lake Erie &• Youngstown Electric Rail- 
way. Track and Roadway 290 

Lake Shore Electric Railway — 

Accident Near Genoa 344 

Earnings 80.1. 908 

Extension Proposed. Fremont to Tif- 
fin 183 

Wages Advanced 835 

Lake View Traction Co., Track and 

Roadway 874 

Lamps — 

Incandescent. Novi •390 

Test. Chase-Shawmut Co 'lig 

Lancaster Oxford <t Southern Railroad. 

Track and Roadway 318 

LansinK-.Iackson Electric Railway. Track 

and Roadway 144. 173 

Lansing Southern Railroad, Incorporated 384 
Lardner. James F.. Car Building and 

Standard Cars. Tri-City Railway . .•980 
Larimer & Routt County Railway. In- 
corporated 384 

Las Vegas. N. M., Track and Roadway.. 235 
Las Vegas-Mora-Taos Electric Railroad. 

Track and Roadway 838 

Lawrence Cement Co 878 

Lebanon Valley .Street Railway. Track 

and Roadway 346 

Leeds City Tramways of England. Tests 

of Electro-Mechanical Track Brake. •927 
Legal Decisions. Recent Electric Rail- 
way. By J. L. Rosenberger 

20. 47. 106. 138. 168. 201. 230. 260. 411. 
445. 681. 713. 741. 833. 869. 902. 933. 993 
Legal Decisions. See Also Special De- 
partment of Index. 

Lesare. A. E. & T. K 269 

Legare iS.- Legare 322 

Legislation. Wisconsin 50 

Lehigh Valley Transit Co — 

Substations 968 

Track and Roadway 82 

Lembcke. C. & Co 208 

Le Raysville, Pa.. Track and Roadway.. 717 
Leussler. R. A.. Instructing Employes 

How to Avoid Accidents 917 

Lewis Motor & Crane Co 29.") 

Lewiston, Me.. Track and Roadway. .385. 773 
Lewiston & Southeastern Electric Rail- 
way, Track and Roadway 144. 687 

Lewiston Augusta & M''ater\'ille Street 

Railway 175 

Financial 267 

Rolling Stock 350. 388. 971 

Track and Roadway 745. 967 

Lexington & Frankfort Interurban Rail- 
way. Track and Roadway 385 

Lexington & Interurban Railways Co. — 

Earnings 207. 321. 690. 775. 970 

Financial 114 

Power Plant 718 

Lexington Traction Co.. Track and Road- 
way 173 

Lifting. Interpole Magnets •390 

Lightning Arresters. Inspection of tl21 

Lima & Honeoye Electric Light & Rail- 
road Co. — 

Power Plant 803 

Track and Roadwav 802 

Lima & Toledo Traction Co. — 

Concrete Bridge Near Waterville. 0...'iiSS 

Financial 207 

Repair Shops and Offices •lOO 

Rolling Stock 115 

Track and Roadway 205. 717. 802. 874 

Lima Insulator Co 1001 

Lima Southern Railway. Incorporated 716 
Limited Service — 

Ft. Wayne & Wabash Valley Traction 

Co.. Ft. Wa>'ne to Lafayette 171 

Michigan United Railways 905 

Lincoln. Neb. — 

Fares 413 

Track and Road%vay 938. 998 

Lincoln Traction Co.. l)i\idends 27 

Line Ser\Mce Plant. Brooklyn Rapid 

Transit Co t392. '400 

Little Rock & Pine Bluff Traction Co.— 

Power House 266 

Rolling Stock 268 

Track and Roadway 205. 264. 967 

Little Rock Railway & Electric Co. — 

Dividends 55, 970. 1001 

Rolling Stock 147. 176, 747 

Lockeford. Cal., Track and Roadway... 82 
Electric — 

Illinois Traction System ^984 

New York New Haven & Hartford 

Railroad '189 

Pacific Electric Railway •94 

Portland Railway Light & Power 

Co *959 

Switching. Bush Terminal Co •846 

Versus Steam. By Max Toltz 380 

We>tinghoiise 597. ^777 

Steam and Electric. Comparison •786 

Steam Versus Electric. Bv Max Toltz 3S0 

Tests. Pennsylvania Railroad •283 

Lodge & Shipley Machine Tool Co 691 

Logan Truck Co 116 

Logansport At Marion Traction Co., Track 

and Roadway 838, 938 

London. England. Traffic Conditions 903 

London (Ont. ) Street Railway — 

Devices for Starting Pinions and 

Straightening Armature Shafts '828 

Financial 114 

Long Hollow Street Railway, Track and 

Roadway 52 

Long Island. Electrification 194 

Lorain Steel Co 420. 500 

Electric Welder 257 

Lord it Burnham Co 690 

Lord Electric Co 28, 629, 941, 1001 

Lorraine Electric Railway, Track and 

Roadway 82 

Los Angeles. Cal. — 

Franchise Case 233 

Pacific Electric Railway — 

Bridges and Culverts ^674 

Description '245 

Drafting System •223 

Freight and Miscellaneous Equip- 
ment 'SI 

Passenger Equipment '64 

Track and Roadway 205 

Los Angeles & Owens Valley Railroad. 

Track and Roadway 967 

Los Angeles & Redondo Railway — 

Rolling Stock 941 

Track and Roadway 998 

Los Angeles Interurban Railway — 

Bridges and Culverts *674 

Description '245 

Fender Controversy 231.263 

Newspaper Tickets '921 

Ticket Methods •812 

Los Angeles-Pacific Co. — 

Financial 320 

Track and Roadway 235. 687 

Los Angeles Railway — 

Cars •lO 

Shop Utility 104 

Wrecking ^103 

Power S.vstem t300, ^302 

Shops and Shop Practice 12. ^4 

Track and Roadway 773. 802 

Lost and Found Department, Pacific 

Electric Railway tl82 

Louisville & Eastern Railroad — 

Rolling Stock 388, 776 

Station 971 

Louisville & Northern Railway & Light- 
ing Co. — 

Dividends 419 

Rolling Stock 747 

Track and Roadway 112. 144, 717 

Louisville & Southern Indiana Traction 

Co.. Track and Roadway 264. 687 

Louisville Railway — 

Financial 146. 176 

Strike 262. 316. 801. 836. 872 

Louisville Traction Co. — 

Dividends 388 

Financial 970 

Love Brakeshoe Co.. Armbrust Traction 

Brakeshoes 484 

Loyal Railway. Track and Roadway 745 

Lubrication — 

Graphite. United States Graphite Co... 325 
Graphited Wood Grease in Gear Cases. 807 
Ludington -Southern Railway. Track and 

Roadway 205. 318 

Lumen Bearing Co 29, 660 

Ideal Trolley Wheel •120 

Lykens Valley Construction Co.. Track 

and Roadway 417 


Mac.\ndrew-. A. S.. Selecting Motormen 

•from Shops 1243. 244 

McClellan. William- 
American Convention — • 

Influence of Design of Railway Struc- 
tures on Economy of Operation. .. .^571 

McClintic-Marshall Construction Co 

116. 269. 420. 748 

McConway & Torley Co.. M. C. B. Coup- 
ler with Radial Connection •504 

MacDonald Ticket and Ticket Box Co.. 608 

McGee Switch & Signal Co 56. 116 

McGowan. Hugh I.. Interurban Railways S5S 
McGraw. James H. — 
American Convention — 

Address 560 

McGuire-Cummings Manufacturing Co. 

239. 628. 909 

Orders 28. 268. 941 

McHenry. E. H.. Electrification of New 
York New Haven & Hartford Rail- 
road •188 

Macon Railway & Light Co. — 

Dividends 411 

Financial 719 

New Interests Acquire Control t694 

Transfer Station 690. 747 

Madison. Wis.. Track and Roadway 112 

Madison H Fond du Lac Electric Rail- 
road. Track and Roadway 52 

Madison & Gulf Railway. Track and 

Roadway 938 

Madison County Interurban Belt Rail- 
way — 
Incorporated 80 

Track and Roadwa.v 112 

Madison Four Lakes & Chicago Railway. 

Track and Roadway 449 

Magann Air Brake Co 116 

Magnets. Lifting •390 

Mahoning & Snenango Railway &• i^ignt 
Co. — 

Rolling Stock 842 

Track and Roadway 449 

Mall Service — 
Compensation for Carrying Mail, Amer- 
ican Convention 560, 640 

Inland En\pire System •278 

Interurban 935 


Electric Railway, Analysis of Cost and 

Methods. By A. Herrick ^819 

Electrical Equipment, Engineering Con- 
vention 1486, 489, 542 

Overhead Work tT51 

Where Mamtenance Ends and Depre- 
ciation Begins, .\ccountants Con- 
vention 602. 647 

Manchester Corporation Tramways. Fi- 
nancial 114 

Manchester-Davenport Interurban Rail- 
way. Incorporated 204 

Manchester Street Railwa.v. Car House.. 909 
Manchester Traction Light & Power 

Dividends 27. 1001 

Financial ijO 

Track and Roadway 967 

Manhattan Railway. Financial 841. 876 

Manila (P. I.) Electric Railroad & Light- 
ing Co.. Dividends 388 

Manistee. Mich.. Track and Roadway 838 

Manitou. Colo.. Track and Roadway 745 

Manitou Incline Railway. Track and 

Roadway 802 

Mankato Electric Traction Co. — 

Car House 268 

Rolling Stock 1001 

Track and Roadwav 24. 52. 82 

Mann. P. J.. Street Car Indicator 'ISO 

Manning. Maxwell & Moore 971 

Mannington Light & Power Co.. Track 

and Roadway 290 

Mansfield Railway Light & Power Co. — 

Financial 27 

Power Plant 939 

Maps — 

Atlantic City. N. J 472 

Atlantic Shore Line Railway 214 

Dallas. Tex.. Operating and Proposed 

Interurban Lines 898 

Easton & South Bethlehem Transit Co. 131 

Easton & Washington Traction Co 275 

Electric Railways. Price Publishing Co. 389 
Interurban Territory Tributary to Terre 

Haute 755 

Milwaukee Northern Railway 882 

New York Auburn & Lansing 36 

Niagara Lockport & Ontario Power Co., 

Transmission Lines 74 

Pacific Electric Railway 246 

Richmond & Chesapeake Bav Railway, 

Richmond-Ashland Division '. . 666 

Spokane & Inland Emnire Railroad 977 

Marengo Harvard & Lake Geneva Elec- 
tric Railway. Track and Roadway.. 235 

Marietta. O.. Track and Roadway 52. 346 

Marietta-Macland Railway, Track and 

Roadway 802 

Marion & Logansport Traction Co., Track 

and Roadway 264, 874 

Marion Bluft'ton & Eastern Traction Co., 

Rolling Stock 321, 350 

Marion-Bucyrus Railway & Light Co. — 

Car House 268 

Rolling Stock 268 

Marquette. Mich.. Track and Roadway 

173. 265 

Marquette City & Presque Isle Railway, 

Track and Roadway ". . 290 

Marquette County Gas & Electric Co. — 

Power Equipment 347 

Rolling Stock 747, 806 

Track and Roadway 745 

Marquette Negaunee & Ishpeming Inter- 
urban Railway — 

Incorporated 384 

Track and Roadway 417 

Marshall. Mich.. Track and Roadwav 717 

Marshall. R. W.. * Co 351. 776. 941 

Marshalltown. la.. Track and Roadway.. 83S 
Marshalltown Light Power <*t Railwa.v 

Co.. Track and Roadway '. 745 

Maryland Electric Railway — 

Dividends 970 

Financial 970 

Maryland Railway Supply Co 268 

Spike Strut Rail Fastener •475 

Marysville. Cal.. Track and Roadway.... 290 

Massachusetts Chemical Co 420. 499 

Massachusetts Electric Companies — 

Annual Report 897 

Financial 805. 876 

Massillon ,&• Northern Electric Railway. 

Track and Roadway 205 

Massillon Wooster & Mansfield Traction 

Co.. Incorporated 234 

Mathias-Hart Co 691 

Matthews. I. E. — 

Engineering Convention — 

Rail Corrugation 651 

Mattoon City Railway. Accident near 

Charleston. Ill t272. 284. 1300 



Mattoon Shelbyville Pana & Hillsboro 

Railroad. Track and Roadway. .906, 967 
Meade. Norman G., Interpole Railway 

Motors 'gSD 

Meadville Conneaut LaVie & Linesville 
Electric Railway. Tracl< and Road- 
way !)06 

Mechanical Devices, Accountants' Con- 
vention 612 

Medina Batavia & Ontario Railway. 

Track and Roadway 290 

Memphi.s. Tenn. — 

Incorporated 384 

Track and Roadway 838 

Memphis Car Manufacturing Co 176 

Memphis Covington & Northern Rail- 
way — 

Incorporated 716 

Track and Roadway 803 

Memphis Street Railway. Dividends. . .."lii. 419 

Mentzel. H. P.. Shop Management 274 

Mercer. W. V.. Track and Roadway 265 

Meridian. Miss.. Track and Roadway.... 417 
Mei'idian Light & Railway Co. — 

Accident Risks and Costs Reduced 67 

Financial 85 

Meridian Street Railway. Track and 

Roadway 385. 417 

Mershon. Ralph D.. Transmission Plant. 
Niagara Lockport & Ontario Power 

Co •74 

Meti-onolitan Sti-eet Rai!"-*\' (Kansas 

City). Track and Roadway S2 

Metropolitan Street Railway (New 
York) — 

Financial 689. 747. 805 

Receivership 397, 436, t879 

Metropolitan West Side Elevated Rail- 
way (Chicago)^ 

Cost of Maintenance t329 

Dividends 388 

Financial 1000 

Funei'al Car Service •441 

Mexico Santa Fe & Perry Traction Co.. 

Track and Roadway 773 

Meyercord Co 269 

Meyers, Fred J.. Manufacturing Co.. 

Fender •453. 691 

Miami. Fla.. Plangeless Railway Sys- 
tem •930 

Michigan United Railways — 

Car Houses 720 

Limited Service 905 

New Offices 771 

Track and Roadway 82, 290, 773 

Milcontinent Traction Co. — 

Incorporated 172 

Track and Roadway 265, 291, 449 

Middle Georgia Interurban Railway. 

Track and Roadway 82 

Middleburg, Pa.. Track and Roadwav.... 112 
Milford & Uxbridge Street Railwav. 

Rolling Stock 28. S6. 971 

Miller Anchor Co.. Guv Anchors •90 

Millersburg. O.. Track and Roadway .... 346 
Millersburg & Eastern Railroad. Incorpo- 
rated 743 

Millo.v Electric Co. — 

Trolley Rase •90 

Trollev Retriever 179 

Milner & North Side Electric Railway — 

Incorporated SO 

Track and Roadwav 205. 717. 93S 

Milwaukee & Fox River Valley Railwav. 

Tiack and Roadway 687. 773. 998 

Milwaukee Electric Railwav & Light 

Car Houses 941 

Dividends 85 

Financial 85 

Headway in Congested Districts 1664 

Hospital Car : t355 

Reserves 340 

Rolling Stock 941 

Service Investigation t63. 68. 1*93 

Track and Roadway 82. 318. 967 

Wisconsin Commission Decision 193 

Milwaukee Light Heat & Traction Co.. 

Track and Roadwav 24 

Milwaukee Northern Railway — 

Branch Routes and Schedules +880 

Description *882 

Financial 320 

Gas Engines '883 

Rolling Stock 350. 420 

Ticket Methods t915 

Track and Roadway 83. 205. 745, 838 

Milwaukee Western Electric Co.. Track 

and Roadwav 265 

Mineral Wells. Tex.. Track and Road- 
way 205 

Minnesipolis. Minn.. Twin City Rapid 

Transit Co.. Operating Expenses. . .■I-301 
Minneapolis Kansas City & Gulf Electric 

Railway t273 

Incorporated 172 

Track and Roadwav 291 

Minneapolis Rochester i<- Dubu(|ue Trac- 
tion Co.. Track and Roadwav 

144. 265. 291 

Minneapolis St. Paul Rochester & Du- 
bunuc Klectric Traction Co. — 

Incorporated 416 

Track and Roadway 687. 874 

Mississippi Valley Electric Railwav. 

Track and Roadwav 24, 173. 318 

Missoula Mmit.. Track and Roadwav 385 

Missouri Tenncsse" & Georgia Railroad. 

Track and Roadway 24 

Missouri Traction Co.. Track and Road- 
way 417 

Missouri Valley Traction Co. — 

Incorporated 686 

Track and Roadway 745, 938 

Mitchell, S. D.. Track and Roadway 82 

Mitsui & Co.. Rolling Stock ' 909 

Mobile. Ala.. Track and Roadway 82 

Mobile Light & Railroad Co.. Power 

Plant ■ 25 

Model Stoker Co « 420 

Smokeless Furnace *59 

Moline East Moline & Watertown Rail- 
way. Track and Roadway 773 

Monorail S,^'stem. Gyroscopic 277 

Monterey Railwav Light & Power Co. — 

Rolling Stock 776 

Track and Roadway 52 

Montgomery. Ala.. Track and Roadway.. 417 
Montgomery & Chester Electric Railway. 

Track and Roadway 205 

Montgomery County Rapid Transit Co.. 

Track and Roadway 112 

Montreal Street Railwa.v — 

Annual Report " 759, 785 

Dividends 85 

Earnings 238. 388, 841.1001 

Track and Roadway 838 

Moore Fare Register Co 268 

Mordcn Frog & Crossing Works 720 

Morgan Engineering Co 177 

Morris. W. L.. Piping and Power Station 

Systems ♦19, *46, •105. 

•136. ^167. *199. ^228. •259. •285. •314. 
•341. *3S1. 'IIO. •IIS. •OSO. '-ll. ^739. 
•767. ^797. *fi?,n. •see. '899. •931. •963 
Morris County Traction Co.. Track and 

Roadway 773 

Motor Car.s — 
Gasoline — 

Aurora De Kalb & Rockford Rail- 
road *298 

Christie •89 

Inspection «749 

Stover •352. '845 

Union Pacific 263 

Motors. — 

1.200-Volf. By E. H. Anderson *36S 

1.200-Volt. Central Electric Railwav 

Association 362. ^368 

Brushes. Care of 192 

Commutating-Pole. By E. H. Ander- 

.son *368 

Interpole ^989 

Tinning Commutator Segments •1002 

Mt. Desert Transit Co.. Track and Road- 
way 82. 144. 773 

Mt. Hood Railwav & Power Co.. Track 

and Roadway 235. 318. 93S 

Mt. Mansfield tSlectric Railroad. Finan- 
cial 1000 

Mt. Vernon. III.. Track and Roadway.... 838 
Mt. Vernon & Eastern Railroad. Incorpo- 
rated 448 

Multigraph Ganinieter 477. 484. *544 

Municipal Ownership — 

Address by H. .1. Gonden 670 

A Failure at Seattle. By .T. E. Click... 14 

American Association Circular 244 

.American Con\'ention 639. 654 

Great Britain t94.3 

Great Britain and in United States. 
William J. Clark. American Con- 
vention 640. 641 

National Civic Federation Investigation. 

t32. 39. 70. t91, 98. 132 

New York Cit.v Abandons Electric 

Lighting Plant t211 

Municipal Traction Co.. Cleveland, Report 

of Expert Accountants 766 

Munsell. Eugene. & Co 389 

Mui-phy. H. M. Prevost. Correct Per- 
centage of Braking t809. 825 

Murphysboro Electric Railway Light. 
Heat & Power Co.. Incorporated. . . . 

771. 837. 938 

Muscatine. la.. Track and Roadwav 687 

Muscatine Light cfe Traction Co.. Finan- 
cial J15 

Muskegon. Mich.. Track and Roadwav . . . 205 
Muskingum Valley Traction Co.. Track 

and Roadwa>' . . 235 

Muskogee Eleitric Traction Co.. Track 

and Roadway 112 


Napa & Lakeport Railwav. Incorporated. 686 

Nashua Street Railwav. Financial 805 

Nashville. Tenn.. Track and Roadwav.... 173 

Nashville & Columbia Interurban Rail- 
way. Track and Roadway 688 

Nashville Bridge Co 748 

Nashville Int.-rurban Railway — 

Construction Work 958 

Track and Roadwav 211', 318 

Nashville Railway & Light Co, — 

Accident Risks and Costs Reduced GS 

Rolling Stock 1001 

Transfer Station 350 

Nassau Railroad. Financial 176 

National Brake Co. — 

Ben,iamin Steel Tie •421 

Peacock Brake •fi,12 

National Brake & Electric Co 

148. 350. 389. 540 

.\lternatlng-Current-Direct-Current Air 

Brake Apparatus •14** 

National Carbon Co 628 

National Civic Federation. Municinal 

Ownership Investigation 

t32, 39, 70. t91. 98. 132 

National Fire Protection Association and 
Its Work in the Street and Inter- 
urban Railway Field t553, 575, 590 

National Lock Washer Co. — 

Cam Curtain Fixtures 617 

Lock Washer ^32 

Sash Lock 550 

Window Sash Balance 503 

National Machine Tool Builders' Asso- 
ciation '391 

National Malleable Castings Co 208 

Neal. J. H.— 

.American Convention — 

Where Maintenance Ends and Depre- 
ciation Begins 647 

Nernst Lamp Co.. Receivership 741. 

Newcastle. O.. Track and Roadwav 265 

New Castle. Pa.. Track and Roadway ... 938 

New Departure Manufacturing Co 593 

Bells and Liberty Trolley Harps •631 

Liberty Cushion Harp ^483 

Plant •29, ^.505 

Prize Cup ^592 

New Jersey & Hudson River Railwav & 

Ferry Co.. Sand Rails f241. 244 

New Jersey & Pennsylvania Traction Co.. 

Track and Roadway 205. 291 

New Orleans. La.. Track and Roadway.. 

291 773 

New Orleans City Railroad. Dividends...' 85 
New Orleans Railway & Light Co. — 

Dividends 388 

Earnings 267, 747 

Financial 294. 350. 970 

Rolling Stock 176. 350 

Track and Roadway 205, 449 

Transfers 413. 801 

New South Investment Co.. Incorporated. 317 

Newspaper Tickets at Los Angeles '921 

New York. Car-Mile Results in State.. 

tSlO. 815 

New York. N. Y.^ 

Accidents During August. 1907 357 

Electrical Show 315. 404 

Metropolitan Street Railway Receiver- 
ship 397. 436 

Municipal Lighting Plant Abandoned. . .t211 

Pay-As- You-Enter Cars +62 

Subway Franchise Tax 262 

Subway Traffic. Bion J. Arnold's Sug- 
gestions for Facilitating t880. 892 

Subways 233. 987 

Traffic During 1906 +355 

Transporation Service. Commission In- 
vestigation 343. 382 

New York & Berkshire Street Railway. 

Track and Roadwa>* 967 

New York & North Shore Traction Co.. 

Track and Roadway 24 

New York & Queens County Railway — 

Car Houses 207 

Shops 207 

Track and Roadway 205 

New York & Stamford Railway. Track 

and Roadway 838 

New York Air Brake Co 56 

New York Auburn & Lansing Railroad — 

Description ^34 

Financial 85. 237 

Track and Roadway 82 

New York Car & Truck Co 177. 322 

New York Central & Hudson River Rail- 
road — 

Electric Service 965 

Shops at Harmon in Electric Zone....^919 
New York City Interborough Railwav. 

Track and Roadwa.v 235 

New York City Railway — 

Car House. Destroyed by Fire 452 

Cars. Pay-As-You-Enter Type •709 

Commission Investigation 800 

Financial S5. 343. 800. S76. 908. 940, 970 

Improvements Authorized 710 

Office Building and Car House 909 

Receivership +256. 378. 397. 436. +879 

Rolling Stock 238. 720 

Track and Roadway 52 

New York New Haven & Hartford Rail- 
road — 

Annual Report 696 

Electric Railwav Earnings +693 

Electric Railways 421 

Electricallv Operated Lines 139.440 

Electrifiiation. By E. H. McHenrv •ISS 

KlectriHcation. Boston Suburban Lines. + 152 

Financial 55. 320, 775 

Power Plant 266 

New York Public Service Commission. 

See Commissions. Railroad. 
New York Public Utilities Commission, 

See Commissions. Railroad. 
New York Westchester & Boston Rail- 
way. Track and Roadwav 112. 318 

Newton & Boston Street Railway. Fares 

Increased +974 

Newton Street Railway. Rolling Stock 1001 

Newtown (Pa.) Electric Street Railwav. 

Financial , 146. 876 

Niagara Forged Steel Co 420 

Niagara Lockport &• Ontario Power Co., 

Transmission Plant ^74 

Niagara St. Catherines & Toronto Rail- 
way. Track and Roadwav. .31S. 417. 99S 
Nicholl. Franklyn M.. Trucks for Electric 

Motor Service 679 

Nicholl. T. J.— 
Cars for City Service 44 



Pay-As-You-Enter Cars 976 

Niles-Bement-Pond Co 389 

Niles Car & Manufacturing Co 

_ 477, 499. 543, 577. 627. 629, 662 

Cars. Ft. Dodge Des Moines & Southern 

Railroad •4'>4 

Orders 28. 115. 176. 207. 776 

Nipissing Central Electric Railway. Track 

and Roadway 998 

Norfolk & Portsmouth Traction Co., 

Earnings 207. 321. 690. 775. 970 

Norfolk Railway & Light Co.. Dividends. 876 
Norris. H. H.— 
American Convention — 

Technically Trained Railway Men 

561. 576. 590. t600 

North Alabama Traction Co., Track and 

Roadway 318. 449 

North American Co.. Financial 805. 1000 

North Midland Railway. Track and Road- 
way 998 

North Shore Electric Co 56 

Northampton Street Railwa.v, Dividends. 27 
Northern & Southern Railway, Incorpo- 
rated 172 

Northern Construction Co.. Incorporated. 51 
Northern Electric Co. — 

Freight and Passenger Station 7'0 

Rolling Stock 294 

Substation 718 

Northern Electric Railway- 
Incorporated 384 

Record Blanks for Rolling Stock .*92.3 

Rolling Stock 238 

Track and Roadway 52, 144. 173. 205 

Northern Electric Stroet Railway — 

Rolling Stock 268 38S 

Track and Roadway 265 

Northern Electrical Manufacturing Co.. 7'i 

Northern Engineering Works 56 

147. 177. 238. 389. 690, 748, 806. 842' Son 
Nortliern Ohio Traction & Light Co.— 

Dividends 321, 1001 

Earnings 267. 419. 719, 876, 1001 

Financial qon 

Rolling Stock '.'.'.'.'.'.'.'.'.'.'.'." 2S 

Track and Road wav lio ' lis 838 

Northern Texas Electric Co.. Dividends..' 267 
Northern Texas Traction Co.— 

Power Plant . 292. 418. 839 

Track and Roadway 82 144 

Northern Traction Co.. Track and Road- 
way Oac 

Northwestern Elevated Railroad"('ci^i- " ' 
cago) — 
Employment of Trainmen... •981 

Operating Expenses -tyon 

Rolling Stock ■.•5V;. ■ iVf ' 9,4 

Track and Roadway 94 991' 874 

Wilson Avenue Terminus " ' " '»09o 

Northwestern Interurban Railway— "" 

Incorporated 939 743 

Track and Roadway 205.' 3l's'. '417! 688 

Northwestern Pacific Railroad- 

Power Plant 


Rolling Stock n?i 

Substation 07= 

Norton Car ti Foundrv Co sAc 

Norton Grinding Co.."... 147 

Noiwalk. O. Track and Roadw4v'.'.'.'.'.'2'6'5' 838 
Norwich Colchester & Hartford Tractioii 

^. . .V"- Track and Roadwav 346 

Nuttall. R. D.. Co .....'. 660 

Oakdalo & McDonald Street Railway 

Track and Roadway 31<! 

Oakland. Cal.— ''''^ 

Southern Pacific Electrification +391 

Track and Roadwav 144 417 

Oakland Traction Co— 

Armature Oven Co .ooj 

Books of Standards »ifl1 

Oil Furnace at Oakland. Cal'.'.'.'.'.'." " »2S2 
Track and Roadway 3I8 874 938 

n3,''"®o'Z'''''"'?,'^?"<' Retaping Device. ..'•824 
Ocean Shore Railway — 

Description ' ,,,. 

Track and Roadway .' 8' ' 'l'4'4' 938 

Office Appliances. Accountants' 'co'nven- ' 

tion o, ,, 

Opden Rapid Transit Co.— 

Car House -on 

Rolling Stock ; ; : : n'l 

Track and Roadwav S4R 

Ohio *. Southern Michigan interurban 
r>u- ?"i'^'^>'- T^'-^'-^ and Roadway.... S' 
Ohio ft! Southern Traction Co — ' 

Rolling Stock 49,, 

Track and Roadway '.'. VnV ol^ 

Ohio Brass Co 5i"9^q' ^7^ 

All-Wire Rail Bonds ..'.'.'. ' ^ ' ili 

Lintern Car Signal System. ..".■.'. '.'.'•'s's^' '•662 
New Metlind nf Catenary Construction. '179 

Porcflain Insulators tiino 

Strain Insulators .594 

Tomlinson Automatic Car Coupler! •635 
Ohio Electric Railway — 

Financial . ", 267. 318, 747 

Oneratinsr Expenses. Classification 398 

Organization 974 

Power Plant ..'.'. qq. 

Station irn 

Track and Roadwav '. WV qio 

Ohnier Fare Register Co '. g'9s 

Oil Burner for Heatinp Tires •73s 

Oil Furnace. Oakland Traction Co ....'.".' .'•282 

Oil Pumping Equipment. Maspeth Car 
House and Shops. Brooklyn Rapid 

Transit Co •895 

Okanogan Electric Railway, Track and 

Roadway 773 

Oklahoma Central Interurban Railway 
Telephone Telegraph Light i 

Power Co., Incorporated 385 

Oklahoma City, Okla.. Track and Road- 
way 82 

Oklahoma City & Southwestern Traction 

Co.. Incorporated 771 

Oklahoma City Railway- 
Financial 747 

Power Plant 174. 266, 292 

Rolling Stock 268 

Track and Roadwav 773 

Oklahoma Electric Terminal Co., Incor- 
porated 416 

Oklahoma Railway, Incorporated 416 

Old Colony Street Railway — 

Car Houses 207, 238 

Financial 967 

Rolling Stock 1 tk 

Olds. E. W.— 

Engineering Convention — 

Control Apparatus 52$ 

Maintenance and Inspection of Elec- 
trical Equipment 542 

Rail Corrugation 651 

Olney. 111.. Track and Roadwav 745 

Olympian Springs. Ky.. Track and Road- 
way 59 

Omaha & Council Bluffs Street Railway- 

Accidents. Prevention of "...1879 

Car, Historical •les 

Car Houses 997 

Dividends ' 419 

Substation 386 

Track and Roadway 173' 874 

Omaha & Nebraska Central Railway. 

Track and Roadway 449 

Omaha Lincoln & Beatrice Railway, 

Track and Roadway 25 113 

Oneida. N. Y.. Track and Roadway 113 

Oneida Railway, Track and Roadway 318 

Oneonta & Mohawk Valley Rail'road. 

Track and Roadway 113 

Ontario & West Shore Railroad, Track 

and Roadway 935 

Ontario Interurban Railway. Track and 

Roadway 938 

Operating Expenses — 

Classifications of ■)-.392 

Tentative Classifications .'. 956 

Operation — 

Analysis of Cost and Methods of Elec- 
tric Railway Maintenance. By A 

Herrick ". . . .'sig 

At High t848! *852 

At Low Frequency '.t943 

Car-Mile Earning"s and Expenses. New 

„, yqrk State Roads tSlO. 815 

Electrical Apparatus 310 

Examination into Results on Chicago 

Elevated Loop t753. •760 

Headway in Congested Districts t664 

Interurban Line. Relation to the Steam 

Road. By T. Jay Tomlinson 929 

Owl Car Service ^724 

Owl Car Service. Des Moines 936 

Pay-As-You-Enter Cars t693. t694 

♦709. 1779. •859. t9]6. t94.3. 965. 976. 996 

Promoting Purchase of Tickets t915 

Shorter Stops t880 

Signals for Following Section! !!!!!!!! !t'12 

Signs at Danger Points -fOlS 

Small Roads. Management of, American 

Cravention 648, t694 

Stopping Points +300 

Through Routes in Chicago 785 

Trail Car. Paducah Traction Co •'>''l 

Transfer Privileges, Temporary Exten- 
sions t849 

Oquawka. III.. Track and Roadwav!!!!!!! 346 

Oregon. III.. Track and Roadwav.' 745 

Oregon Electric Railway — 

Station .' gg 

Track and Roadway 

113. 205. 385. 417. 449. 839."s'7'4! 93S 

Oregon Interurban Railway, Incorpo- 
rated ; 801 

Track and Roadwav 874 

Organization. Centralized Repair Forces.!t392 

Orlando. Fla.. Tr.ack and Roadwav 717 

Orrville Doylestown & Barberton Electric 

Railway. Track and Roadway 839 

Oshkosh. Wis.. Track and Roadway... 8"' Traction & Light Co.. Power 

Plant 96g 3J9 

Oswego Traction Co.. Track and "Road- 

wa\- g9 

Otselic Trolley Railroad. Track' and Road- 
way JY3 

Ottawa Car Co.. Orders '.'8'4'2' 877 

Overhead Work— 

Catenary Construction. New Method .. .•179 

Cost for Maintenance +751 

Erie Railroad. Rochester Division !!^430 

Feeders. Determining Size. By Henrv 

Docker .lackson " " «194 

For Single-Phase. By G. D. Nicol'l! ! !»366 

Locating Grounds f78i 

Maintenance Cost. Reducing !.!!!t426 

New York New Haven & Hartford 

Railroad •jgg 

Tester for Trolley Wire Supports! !!!!!! 166 
Owensboro Railway Chemical Spraying 

Co ;_ • ■* 5g 

Owingsville. Ky,. Track and Roadway!!!! 688 

Pacific Electric Railway — 

Bridges and Culverts •674 

Description •245 

Drafting Room Methods ! ! ! ! !^223 

Finriing Lost Articles tl82 

Freight and Miscellaneous Equipment. ^94 

Newspaper Tickets ^921 

Passenger Equipment ^64 

Station 321, 388 

Ticket Methods ^812 

Track and Roadway. .113, 144, 773, 839, 968 
Pacific Light & Power Co.. Power Plant 

at Redondo •729 

Pacific Traction Co. — 

Car House 55 

Financial 350 

Incorporated 142 

Track and Roadway 52. 291 

Packing, Journal. Steel-Wool 177 

Paducali Southern Railroad. Track and 

Roadway 291, 968 

Pudacah Traction Co. — 

Track and Roadwav 82 

Trail Car Operation •221 

Electric Railway Use 501 

Graphite. United States Graphite Co. 

422. 878 

Painting, Cars, Steel Passenger 677 

Pantasote Co 239, 541. 630 

Pardee, J. H.— 

American Convention — 

Freight Handling 60S 

Paris. Tex.. Track and Roadway 291 

Parker. George W. — 
American Convention — 

Freight Handling 604 

Parker. Lee H.. Economies in Railway 

Construction 827 

Parker Boiler Co 322 

Parkersburg Marietta & Interurban Rail- 
way, Track and Roadway 25 

Parks — 

Accounting ,525 

American Convention 1559, 615 

Ft. Wayne & Wabash Valley Traction 

Co.. Robinson Park 927 

Interurban Railway of Des Moines.... 79 

Parkside. Cal.. Track and Roadway 773 

Parlor Car Ser\-ice. Spokane & Inland 

Empire Railroad ^977 

Pasadena. Cal.. Track and Roadway.... 874 
Pascagoula. Miss.. Track and Roadway.. 205 
Passes. Birmingham Railway Light & 

Power Co 262 

Paying. Bitulithic. Warren Brothers Co. 

^324. 632. 635. 843 

Pawcatuck Valley Street Railway. Fi- 
nancial 176 

Pawling & Harnischfeger 208 

Pay-As-You-Enter Car Co •859. 877 

Pay-As-You-Enter Cars 

t693. 1694. t779. SIS, •859, t916. t943. 976 

Instructions to Trainmen 1779, 795 

Jersey City. N. J 965 

New York City Railway ^709 

Peck. E. F.— 

American Convention — 

Freight Handling 603 

Peekskill Lighting & Railroad Co.. Divi- 
dends 55 

Pekin Peoria & Bloomington Interurban 

Railway. Track and Roadway 906 

Peninsula Railway — 

Rolling Stock 294 

Track and Roadway 52, 173 

Peninsular Railway. Track and Roadway. 205 
Penn & Franklin Street Railway. Track 

and Roadway 998 

Pennsylvania Railroad — 

Test Locomoti\'es •283 

Tests of Lateral Rail Pressures 830 

Pennsylvania Steel Co.. 477. 503. 552. 577, 628 

Pensacola Electric Co.. Dividends 876 

People's Street Railway, Rolling Stock 

842, 941 

Peoria Railway. Accident Risks and Costs 

Red need 67 

Peoria Streator & Ottawa Railway. 

Track and Roadway 52 

Pension Funds. By William R. Bowker. 134 

Peru. Ind.. Track and Roadway 938 

Petaluma & Santa Rosa Railway — 

Accident Risks and Costs Reduced.... 68 

Track and Roadway 144, 773 

Phase-Changing Station, Spokane & In- 
land Empire Railroad t695. ^697 

Philadelphia & Easton Electric Railway — 

Financial 207 

Power for 195 

Philadelphia & Westchester Traction Co.. 

Track and Roadway 82. 688 

Philadelphia & W^estern Railroad, Fi- 
nancial 940 

Philadelphia City Passenger Railway, 

Dividenrls ] . 55 

Philadelphia Co. (Pittsburg. Pa.). Divi- 
dends 27 

Philadelphia Delaware & Montgomery 

Railroad. Track and Roadwav '. 717 

Philadelphia Rapid Transit Co. — 

Ambulance Chasers 1327. 446 

Annual Report 330 

Committees of Directors 382 

Fare Controversy t299 


Financial 116, 176, 320, 1000 

50- Year Franchise 18, t31, t212, 344, 414 

■ Rolling Stock 207, 238, 909, 941 

Strike Threatened 995 

Track and Roadway 

25, 113, 144, 174, 205, 968, 998 

Transfers 748 

Wage Increase Demanded 872 

Philadelphia Snbway Terminal Railway, 

Incorporated 448 

Phillipsburg, N. J., Track and Road- 
way 318 

Pierce. J., Electric Railway Situation of 

Today 408 

Pine Bluff, Ark., Track and Roadway.113, 205 

Pinions, Devices for Starting *828 

Pipe Covering, "Electroless," Johns- 

Manville Co *296 

Piping, Jefferson Unions '972 

Piping and Power Station Systems. By 

W. L. Morris *i;i, •46, »105, 

»136, *167, *1S9, •228, •259, •285, *314, 
•341, •381, *410, •443, •680. •711, ^739, 
•767, '797, ^830. *866, '899, *931, *963 

Pittsburg, Pa.. Bridge Case 71 

Pittsburg & Allegheny Valley Railway, 

Financial 115 

Pittsburg & Butler Street Railway — 

Express Company Conti'acts 684 

Express Service 232 

Rolling Stock 268, 321 

Station 28 

Track and Roadway 25 

Trade Mark •70 

Pittsburg & Westmoreland Railway — 

Description ^829 

Track and Roadway 205, 745 

Pittsburg Art Glass & Mosaic Decorat- 
ing Co 420 

Pittsburg Automatic Vise & Tool Co. 

239. 410. 691 

Pittsburg Harmony Butler & New Castle 

Street Railway. Power Plant 999 

Pittsburg McKeesport & Greensburg 

Railway. Financial 115 

Pittsb>irg McKeesport & Westmoreland 
Street Railway. Track and Road- 
way 113 

Pittsburg Pole & Forge Co 500, 660, 941 

Pittsburg Railway & Light Co., Finan- 
cial 85 

Pittsburg Railways Co. — 

Contests Fare Reduction 996 

Rolling Stock .115, 147 

Track and Road wav 319, 803 

Pittsburg Subway Co 799 

Plomo Specialty Manufacturing Co 

447, 499, 540 

Poles — 

Concrete 329 

Southeastern Missouri Cypress Co ^89 

Polk, H. H.— 

American Convention — 

Freight Service 603. 604. 624 

Port Arthur. Tex.. Track and Roadway.. 291 
Port Arthur Electric Street Railway. 

Power Plant 968 

Porter Tool & Supply Co 239 

Portland & Northern Railroad, Track 

and Roadway 113 

Portland Eugene & Eastern Railway, 

Incorporated 937 

Portland Gray & Lewiston Railroad — 

Incorporated 142 

Track and Roadway 205 

Portland Railway Light & Power Co. — 

Club House 818 

Dividends 321. 940 

Electric Locomotives ^959 

Rolling Stock 147, 176, 776 

Stations 877 

Track and Roadway 144. 773. 803 

Post. E. L.. & Co 594 

Posts. Concrete. Cost of 679 

Pottstown & Northern Street Railway. 

Track and Roadway 144 

Potts\'ille. Pa.. Track and Roadway 235 

Pottsville I^nion Traction Co.. Six-for-a- 

Quarter Tickets Discontinued 872 

Poughkeepsie City & Wappingers Falls 
Electric Railroad, Car House at 

Poughkeepsie '308 

Power — 

Reducing Demand in Emergency tl22 

Sale and Measurement. By S. B. 

Storer 17 

Power Improvement Co 28 

Power Plants — 

Automatic Devices T357 

Automatic Water Gauge •942 

Boiler and Furnace Design •983 

Boiler Feedwater Tanks. Auburn & 

Syracuse Electric Railway ^77 

Boston Elevated Railway 793 

Choice of Prime Movers tl81 

Connecticut Co.. Meriden-Middletown 

Line 'flai 

Design of. .American Convention '571 

Fire Protection. By W. G. Asmus •18.'; 

Generating ITnlts. Capacity t62 

Keeping Circuit-Breaker Records t724 

Laconia Street Railway *41 

Mechanical Draft Apparatus. Green •.'^51 

New Energy Diagram for Steam *6Tl 

New York New Haven & Hartford 

Railroad at Cos Cob •190 

Ocean Shore Railway *126 

Pacific Light * Power Co. at Redondo.*729 

Report Blank, New Form *761 

Turbines, Horizontal Steam, Engineer- 
ing Convention '579 

Windsor Essex & Lake Shore Rapid 

Railway '947 

Power Specialty Co 208 

Power Station and Piping Systems. By 

W. L. Morris ^19, '46, •lOS, 

•136, *167, ^199, •228, ^259, '285, ^314, 
•341, •381, ^410, ^443, •680, ^711, •739, 
•767, ^797, •830, ♦866, *S90, •931, *963 

Power System, Cologne-Bonn '198 

Power System, Trials of Operating Man. 

By M. A. Saramett 310 

Pratt & Lambert 660 

Presidio & Ferries Railroad. Track and 

Roadway 291 

Pressed Steel Car Co 541, 748, 776 

Orders 207, 238 

Preston Car & Coach Co 776 

Priest, E. D.— 
Engineering Convention — 

Standardization 528 

Priest Rapids Railway, Incorporated Ill 

Princeton Power Co.. Incorporated 234 

Pryor, Frank J., Amusement Park Ac- 
counting 525 

Public Relations t455, t973 

American Convention 640, 701 

Public Service Commission of New York, 

Work of 45 

Public Service Corporation. Wisconsin 

Railroad Commission Decision 1848 

Public Service Corporation of New Jer- 
sey — 

Dividends 27, 419 

Financial 27, 85, 146 

Public Service Street Railway, Financial 237 
Public Utilities Commission of New York. 

See Also Commissions, Railroad. 
Public Utilities Commission of New 

Y^ork 11 

Publications — 
Ft. Wavne & Wabash Valley Traction 

Co. ■ 141 

Illinois Traction System 171 

Inland Empire System 203 

Shreveport Traction Co 171 

Publicity — 

Advertising from Standpoint of the 
Street Railway Company. By A. 

W. Warnock 621 

Department of. J. Harvey White, 

American Convention 620 

Pueblo. Colo., Track and Roadway 

265. 319. 803. 874 

Pueblo & Arkansas Valley Electric Rail- 
Incorporated 966 

Track and Roadway 998 

Puget Sound Electric Railway — 

Cars *733 

Dividends 1001 

Earnings 238. 388 

Puget Sound International Railway, Fi- 
nancial 294 

Pullman Lacrosse & Columbia River 

Railroad. Track and Roadway. .319. 939 
Pumps, Centrifugal and Turbine '778 


Quebec Railway Light & Power Co.. 

Financial 237, 908 

Queen & Co 29 

Question Box, Claim Agents' Associa- 
tion 531 

Question Box Ideals t554 

Quincv. Cal.. Track and Roadway 968 

Quincv. 111.. Track and Roadway 25 

Quincv Interurban Railway. Incorpo- 
rated 24 

Quitman & Blue Springs Street Railway. 

Incorporated 1"2 

Quitman Valdosta & Thomasville Elec- 
tric Railway & Power Co.. Track 
and Roadway 205. 236, 385 

Rail. Guard, for Chicago •.96 

Rail and Rail Matters. Engineering Con- 
vention 528 

Rail Bonds. All-Wire, Ohio Brass Co 536 

Rail Joint Co 541. 660. 909. 971 

Rail Pressures. Lateral. Pennsylvania 

Railroad Tests 830 

Rail Sections, American Railway Associa- 
tion • '742 

Railroad Grade Crossings, Protection of 

Cars t554 

Rails — 
And Joints, American Convention. .524, 528 

Corrugation of t811, t975 

Bv A. L. C. Pell 707 

Bv C. B. Voynow 754 

Engineering Convention 528, 535. 650 

Standardization — 
Engineering Association Committee. 

Cleveland Meeting tl53, •leo 

Engineering Convention •33. 

T-Rail. G. Gordon Reel, .\merlcan Con- 
vention 640. 'MS 

T-Rail in Cities. By H. L. Weber 'SnO 

Rallwav Chemical Sprayer Co 89 

Rolling Stock 14 1 

Railway Efiuipnient Co 7^0 

Rallwav Paint Co 295 

Railway Steel-Spring Co 56, 268, 351, 842 

Railways, Flangeiess System '930 

Raleigh Electric Co. — 

Rolling Stock 350 

Track and Roadway 265, 347, 939 

Ralston, C. A., Second-Hand Railway 

Equipment 420 

Ransome Concrete Co. of California 909 

Rapid Transit Interurban Co., Incorpo- 
rated 801 

Rates, Freight and Express. By Frank 

Walsh 372, 375, t393 

Rates, Freight and Passenger 1637 

Reading Traction Co.. Dividends 1001 

Raymond Concrete Pile Co 720, 842 

Reagan, H. C, High-Tenslon Wire En- 
trance '193 

Reagan Grate Bar Co 295 

Receiverships — 
Metropolitan Street Railway of New 

York 397, 436, t879 

New York City Railway 

t356, 378, 397, 438. t879 

Westinghouse Concerns 1723, 741 

Recording Fare Register Co 594 

Self-Lubricating Trolley Wheel '878 

Records. Rolling Stock Blanks •923 

Red Bud Interurban Railroad, Track and 

Roadway . . . v 939 

Red Lodge, Mont., Track and Road- 
way 319 

Red River Railway. Incorporated 772 

Redlands & Oak Glen Electric Railway. 

Track and Roadway 347 

Redl.ands & Y'ucaipe Electric Railway — 

Rolling Stock 207, 321 

Track and Roadway 25. 265 

Redlands Central Railway — 

Car House 238, 321 

Track and Roadway 113, 265, 417 

Redondo. Cal. — 
Pacific Light & Power Co., Power 

Plant '729 

Track and Roadway 82 

Reed. W. Boardman. — 
Engineering Convention — 

Electric Railway Tracks, Care of 527 

Rail Corrugation 651 

Reel, C. Gordon. American Convention, 

T-Rail 640, •645 

Reese Continuous Rail Co 56 

Registers, Fare. Rooke Automatic *88 

Rendle. Arthur E.. Skylights 806 

Reno Power Light & Water Co.. Track 

and Roadway 839. 8i4 

Rhode Island Co. — 

Car House 55. 238. 268 

Power Plant 745 

Rolling Stock 55 

Richards. J. L.. Desirability of Increas- 

ing Fares 928 

Richey, A. S.,— 

American Convention — 

Technically Trained Railway Men 562 

Richmond & Chesapeake Bay Railway — 

Concrete Elevated Structures 1664, '666 

Description '666 

Richmond & Tottenville Railway, Track 

and Roadway 417, 839 

Richmond Traction Co.. Substation i4d 

Ridgwav Dynamo & Engine Co 420. 500 

Engines and Generators *607 

Riverhead, L. I.. Track and Roadway . . . 113 

Riverside. Cal.. Track and Roadway 773 

Roadway. See Track and Roadway. 
Roberts.' E. P.. Rolling Stock for Wash- 
ington Baltimore & Annapolis Elec- 
tric Railway *438 

Roberts. William. — 

Engineering Convention — _ 

Control Apparatus ■ • . ■ o-o 

Maintenance and Inspection of Elec- 
trical Equipment 542 

Robertson. W. & Co.. Steel-Wool Journal 

T5o plf ]T> CT ...,..,,............■•••••■ !(• 

Robins Conveying Belt Co ■ ■ • ■ ■ ?22 

Rochester. N. H.. Track and Roadway . . 113 
Rochester & Eastern Rapid Railway, 

Financial • • • • 321 

Rochester Corning & Elmira Traction Co.. 

Track and Roadway ..26o, 291. 386. 8i4 
Rochester Railway — ^ 

Claims. Fraudulent ..._■. ■ ■ • • i|*| 

Dividends 26i. 419, 876 

Financial J^j 

Track and Roadway ll» 

Rochester Railway & Light Co. — 



Substations 1^4 

Rochester Scottsville & Caledonia Elec- 
tric Railroad — 

Financial ■ • ■ • 1^6 

Track and Roadway 839. J06 

Rocliester Syracuse & Eastern Railroad — 



Rolling Stock -JS. 55 

Track and Roadway 71i. Sw 

Rockford & Interurban Railway — _ 

Dividends "'• ill 

Passenger Stations JlJ 

Track and Roadway • US 

Rockwood & Bakersfleld Railway. Track 

and Roadway ' i^ 

Rockv Ford. Colo.. Track and Roadway ..• 1.4 
Rogers Southwestern Railway. Track and 

Roadway 417 

Rolling Stock— _ ^ . 

Maintenance and Inspection. Engineer- 

ing Convention t486. 489. 542 



Record Blanks. Northern Electric Rail- 
way •923 

Rome. N. Y.. Track and Roadway 52 

Roofs. Concrete. Trussit Reinforcement. .•270 

Rooke Automatic Register Co 500 

Register and Fare Collector •SS 

RosenberBCr, J. L.. Recent Electric Rail- 

wa.v Decisions 

20. 47. 106. 138. 168. 201, 230. 260. 411. 
445. 6S1. 713. 741. S33. 869. 902. 933. 993 

Rostand Manufacturing Co 116 

Rotary Converter. Vertical ^962 

Route Indication by Colors 1425 

Routes. Branch. Arrangement of Sched- 
ules t880 

Ruddick, John J.. Automatic Electric 

Signals •117 

Russell Car & Snow Plow Co 631. 877 

-Snow Plows for Heavv Service 475 

Russellville. Ark.. Track and Roadway... 347 
Russellville & Ozark Mountain Traction 
Light & Power Co. — 

Incorporated 172 

Track and Roadway 236 

Rutland Railway Light & Power Co., 

Financial 85 

Ryder, M. T..— 

Engineering Convention — 

Electric Railway Tracks. Care of 527 

R.verson. Joseph T., & Son 776. 941 

Continental Boiler •633 

Key-Seating Machine •SOS 


Sacramento & Lake Tahoe Railwav. 

Track and Roadway 291 

Sacramento Electric Gas & Railway Co.. 

Track and Roadway 82. 688 

Saiga & Co 690 

St. Clair Tunnel Co.. Rolling Stock 452 

St. Johns Light & Power Co.. Track and 

Roadway 25. S2. 113. 319 

.St. Joseph & Nodaway Valley Railway. 

Track and Roadway 144 

St. Joseph Excelsior Springs & Lexington 
Railway — 

Incorporated 289 

Track and Roadway 347. 839 

St. Joseph Railwav Light Heat & Power 

Dividends 388. 1001 

Track and Roadway 347. 968 

St. Joseph Valley Railwav. Track and 

Roadway 874 

St. Louis. Mo. — 

Development of Electric Transporta- 
tion Service. By B. R. Stephens... 960 

Track and Roadway 418 

St. Louis & Staunton Railwav. Incorpo- 
rated 772 

St. Louis & Toledo Interurban Railwav. 

Track and Roadway 688 

St. Louis Car Co 239. 499 

Orders 55. 86. 115. 147. 207. 

238. 268, 294. 321. 388. 690. 747. 941. 971 
St. Louis Electrical Terminal Railwav. 

Track and Roadway 839 

St. Louis Lakewood & Grant Park Rail- 
way. Track and Roadway 291 

St. Louis Montesano & Southern Rail- 
Rolling Stock 147 

Track and Roadway 688 

St. Louis Mountain Grove cSr Southern 

Railway. Incorporated 51 

St. Louis Surfacer & Paint Co.. Paint 

for Electric Railwavs 501 

St. Louis Terre Haute & Quincy Traction 
Co. — 

Financial 940 

Track and Roadway 82. 205. 773. 968 

St. Paul. Minn.— 

Selbv Hill Tunnel. Twin City Rapid 

Transit Co 192. 'SSS 

St. Tammany & New Orleans Railroad. 

Track and Roadway 839. 939 

St. Vital. Minn.. Track and Roadway 874 

Salina Street & Interurban Railwav. 

Track and Roadwav " . 968 

Salisburv. N. C. Track and Roadwav 83 

Salt Lake c& Ogden Railway, Track and 

Roadway ]44 

Sammett, M. A.. Trials of the Operating 

Man 310 

Samson Cordage Works 

499, 541. 593, 594, 628 

Samson Steel t'nderframe Co 691 

San Angelo. Tex.. Track and Roadwav... 291 

San Antonio Traction Co.. Substation 803 

Track and Roadway 205. 236. 688 

Wages -Advanced 771 

San Bernardino Valley Interurban Rail- 
road. Track and Roadwav 998 

San Bernardino Valley Traction Co., 

Track and Roadwav 174 

San Diego &• Arizona Railroad. Track and 

Roadway 347 

San Diego Electric Railwav. Track and 

Roadway .347, 773 

San Francisco. Cal. — 

Bribery Case 414. 447. 904 

Track and Roadway 968 

T'nited Railroads — 

Strike nS3. +211 

Track Construction. Recording Prog- 
ress .164 

San Francisco Oakland & San Jose Rail- 
way. Fuel Oil Burner for Heating 
Tires »-m 

San Francisco Vallejo & Napa Valley 

Railway. Track and Roadway 265 

Sand Blast, I'se by Electric Railways. 

By J. M. Betton •422 

Sand Box. Large Capacity ^981 

Sangamon Vallej' Railway — 

Rolling Stock 971 

Track and Roadway 52. 236. 839. 906, 968 

San Joac|\iin Valley Western Railroad, 

Track and Roadwav 291 

.San Jose & Santa Clara Countv Railroad. 

Rolling Stock 86 

Sapulpa, Okla.. Track and Roadwav. . .83. 347 
Sapulpa Interurban Railway. Track and 

Roadway 839 

Saratoga. Wyo.. Track and Roadway.... 717 
Sargent. F. ■«'.. M. C. B. Brakeshoe 

Committee Report. 1907 163 

Sargent Fender Co 147 

Sarnia Street Railway, Track and Road- 
way 688 

Savannah Electric Co. — 

Dividends 294 

Rolling Stock 115 

Track and Roadway 774 

.Schedules. Branch Routes t880 

.Schenectady Railroad. Wages Increased.. 23 
Schmidt. H. F.— 

Hints on Shop Management ...129. 219, 274 

New Energy Diagram for Steam ^671 

Schoen Steel Wheel Co 629. 842, 877 

Schoenen. R. H. — 

Claim Agents' Convention — 

Policy of the Claim Department to 

the Injured Employe 532 

Schoepf Syndicate. Cincinnati. O.. Inter- 
urban Station 86 

Schreiber. A. M. — 

Engineering Convention- 
Electric Railway Tracks, Care of 527 

Schuylkill Railwav. Financial 350 

Schuylkill Valley Traction Co.. Track and 

Roadway 144 

Scioto Valley Electric Co.. Ohio Commis- 
sion Decision Reversed 135 

Scioto Valley Traction Co. — 

Dividends 27 

Financial 146 

Scranton. Miss.. Track and Roadway.... 144 
Scranton (Pa.) Railway. Track and Road- 
way 174 

Seashore Municipal Railwav. Hempstead. 

N. T.. Track and Roadway 52 

Seattle. Wash.. Municipal Ownership a 
Failure at West Seattle. Bv J. E. 

Glick ." 14 

Seattle & Tacoma Short Line. Track and 

Roadway 265. 717. 773. 803 

Seattle Electric Co. — 

Dividends 294 

Financial 115 

Rolling Stock 115. 452. 776 

Seattle - Everett Interurban Railwav. 

Track and Roadway 265. 939 

Seattle Renton & Southern Railway. 

Financial 237 

Seattle-Tacoma Short Line. Incorporated. 686 

Second-Hand Machinery Co 351 

Securities — 

Chicago Railwavs Co 22. 49. 

i-61. 71. 109. 140. 164. 167. 231. 249 
t299. 312. 413. 447. 683. 7i4. 770, 815, 934 

Security Investment Co 721 

Security Register & Manufacturing Co... 473 

Roth Screw Jacks •30, ^476 

Sellers Manufacturing Co.. Tieplate •595 

Selma. .\la.. Track and Roadwav 839 

Selma Street & Suburban Railwav. Track 

and Roadway 144, 319 

Sergeant. C. S. — 

American Convention — 

Technically Trained Railway Men 562 

Engineering Convention — 

Standardization 528 

Service — 

Illinois Traction System 965 

Milwaukee Electric Investigation 

t63. 68. 193 

Owl Car t724 936 

Sharon. Pa.. Track and Roadwav .' 418 

Sharpsburg. Ky.. Track and Roadway 144 

Sheboygan Light Power & Railwav Co.. 

Power Station Report Blank ^761 

Sheffield Co., Track and Roadwa^■". 25 

Sheffield Electric Co.. Track and Road- 
way 688 

Sherwin-Williams Co 177. 660 

Bulletin on Financial Conditions 992 

Convention •750 

Shop Management. Bv H. F. Schmidt.. 

129. 219. 274 

Shop Practice — 
Armature Oven. Oakland Traction Co...^334 

Commutator Press ^227 

Drafting Room Methods, Pacific Elec- 
tric Railwav ^223 

Electrical Testing Device. Chicago 

Union Traction Co •104 

Exchange of Ideas tl 

Fuel Oil Burner for Heating Tires •736 

Labor-saving Tools t33 

Los Angeles Railwav '4 

Oil Furnace. Oakland Traction Co ^282 

Screw Devices for Starting Pinions and 

straightening Armature Shafts •828 

Selecting Motormen from Shops. . .t243. 244 

Standardization tl 

Two-Man Car Inspection t427 

Wire Cleaning and Retaping Device '824 

Shops — 

Bangor Railway & Electric Co '154 

Brooklyn Rapid Transit Co.. Maspeth. .•894 

Centralization t392 

Concrete. Twin City Rapid Transit Co. 

t456. •465 

Illinois Traction System at Decatur •IS 

New York Central & Hudson River 
Railroad at Harmon in Electric 

Zone •gig 

Repair. Lima & Toledo Traction Co 'lOO 

Repair Pits t663 

Spokane & Inland Empire Railroad at 

.Spokane •SOI 

Shore Line Electric Railwav. Track and 

Roadway 291, 347, 774 

Shovels. Steam. Browning Ditcher •506 

Shreveport. La.. Track and Roadwav 774 

Signals — 

Automatic. U. S. Electric Signal Co... •117 

Car. Lintern '...•354. ♦662 

Destination t425 

For Following Section. Atlantic Shore 

Line Railway t212. ^214 

Signs at Danger Points t915 

Starting t241 

Telegraph Signal System •843 

.Signals. Block — 

Compulsor.v in Indiana 240 

Interstate Commerce Commission Block 

.Signal and Train Control Board... 89 

Signs. Destination 871 

Silver City. N. M.. Track and Roadway.. 386 
Simmons. F. G. — 

Engineering Convention — 
Electric Railway Tracks Care of.... 527 

Rail Corrugation 651 

Single Phase — 

Choice of Frequency 1943 

Windsor Essex & Lake Shore Rapid 

Railway 1944. '946 

.Single-Phase Current. Storage Batterv 

with 1695. •697 

Sioux Citv Traction Co. — 

Power Plant 968 

Rolling Stock 388 

Track and Roadway 83 

Sioux Falls. S. D.. Track and Roadway.. 144 
Smith. F. E. — 
-\ccoutants' Convention — 

Mechanical Devices and Other Of- 
fice Appliances 612 

Smith. L. L.— 

Engineering Convention — 

Maintenance and Inspection of Elec- 
trical Equipment 542 

Smith. W. N.. Electrification. Rochester 

Division, Erie Railroad ^428 

Smyrna Kent County & Delaware Bay 
Traction Co. — 

Power Plant 875 

Track and Roadway 874 

.Snohomish Vallev Railwav — 

Office Burned 203 

Track and Roadway 291 

.Snow-Plows. Russell 475 

Socialism. Italian t31 

Sonoma & Lake County Electric Railwav, 

Track and Roadway 265, 291, 874 

Sonora Line Belt Railroad, Incorporated 24 
South Bethlehem ,t .Saucon Street Rail- 
way. Track and Roadway 968 

South Carolina Public Service Corpora- 
tion. Track and Roadway 25 

South Lorain & Eastern Traction Co.. 

Track and Roadway 144 

South Memphis Light & Traction Co., 

Incorporated 204 

South Memphis Traction Co.. Incorpo- 
rated 172 

South Morgantown Traction Co.. Track 

and Roadway 265 

.South Shore Traction Co., Track and 

Roadwav 236, 449 

South Side Elevated Railroad (Chi- 
cago) — 

Dividends 294. 908 

Fire-Fighting Car t751. '764 

Reconstruction *251 

Track and Roadway 144, 319 

Southeastern Missouri Cypress Co., 

Storage Y'ards for Poles '89 

Southern Cambria Railwav, Track and 

Roadwav 236, 265, 839 

Southern Car Co., Orders 350 

Southern Construction Co., Incorporated 111 
Southern Electric Railroad, Track and 

Roadway 236 

Southern Indiana Electric Co 86 

Southern Light & Traction Co., Track 

and Roadwav 347 

.Southern Pacific Co. — 

Electrifi<*ation. Suburban Lines 

281. t391, 415 

Power Plant 145, 386. 418 

Southern Pacific Co. — 

Power Plant Equipment 347 

Track and Roadwav 291 

Southern Saw Mill Co 177 

Southern Steel Co 116 

Southern Wisconsin Light & Traction 

Co.. Track and Roadway 53. 205 

Southern Wisconsin Railway. Track and 

Roadway 291 

Southwest Missouri Electric Railroad — 

Financial 419 

Rolling Stock 268. 877 

Tr.nck and Roadwav 745. 874. 939 



Southwestern Bridge Co 748 

Southwestern Interurban Uailroad, Incor- 
porated 385, 716 

Southwestern Traction Co 238 

Tracli and Roadway '. 174 

Spear & Miller Co 477, 629 

Speed, Toledo Ordinance 232 

Speeds, Table for Ascertaining 101 

Specr Carbon Co 29, .=i41 

Spencer Turbine Cleaner Co 806 

Spike Strut Rail Fastener •175 

Spirit I^ake, la.. Tiack anil Roadway 774 

Spirit Lake KmnietsburK & Ft. Dodge 

Railway, Incorporated Ill 

Spokane * Inland Kmpire Railroad — 

Annual Report 726 

Docks 176 

Grain TrafBc •678 

Inspection by German Commission *404 

Mail Si'rvice •278 

Parlor Car Service *977 

Phase-Changing Station t695. '697 

Repair Shops, Spokane '891 

Rolling Stock 55. 115, 350, 842 

Shops at Spokane *S91 

Track and Roadway .174, 418, 688, 773, 998 
Spokane Cheney & Southern Railway, 

Track and Roadway 386, 449 

Spokane Wallace & Interstate Electric 

Railway, Track and Roadway 53 

Spring Valley, Minn., Track and Road- 
way 998 

Springfield & Northeastern Traction Co,, 

Financial 27, 350 

Springfield & Southeastern Traction Co., 

Track and Roadway 25, 83, 145, 265 

SprlngHeld Belt Line Railway, Track and 

Roadway 236, 292 

Springfield Consolidated Railway — 

Car House 941 

Track and Roadway 25 

Springfield Railway, Rolling Stock 877 

Springfield Railway & Light Co,, Divi- 
dends 388, 1001 

Springfield Mass. Sti-eet Railway — 

Car Houses 295, 350 

Through Service, Springfield to Wor- - 

cester 50 

Track and Roadway 717 

Springfield (Mo.) Traction Co., Track 

and Roadwa.v 113 

Spur Carbon Co 500 

Standard Motor Truck Co 540 

Trucks •605 

Standard Paint Co 630 

Standard Roller Bearing Co 322, 748 

Standard Truck Co 239 

Standard Underground Cable Co 322 

Standard Varnish Works 389 

Standardization t516, t637 

American Convention ,561 

Central Electric Railway Association. .•364 

Electric and Steam Standards t91 

Engineering Association — 

Axles t328. '335 

Brakeshoes t328, *335, 486 

Convention 528, •537 

Cleveland Meeting of Committee.... 

97, tl22, 128, tl53, ^157 

Gears ^335 

Journals ^335 

New York Meeting of Committee.. 

282, t328, •335 

Wheel Sections t517 

Wheel Treads t328, ^335 

Location of Third Rail •765 

Progress Prior to Engineering Conven- 
tion t486 

Shop Practice fl 

Standards, Books of, Oakland Traction 

Co •ini 

Star Brass Works 177, 628 

Staten Island Midland Railroad. Rolling 

Stock 806 

Statcsville Air Line Railway, Track and 

Roadway 145 

Stations and Buildings — 

Attractive Passenger Terminals t723 

Boston Elevated Railway. Station 

Changes •. . .•738 

Car Storage and Operating Houses, 
Construction of, American Conven- 
tion ; 652 

Design of, American Convention *571 

Northwestern Elevated Railroad, Wil- 
son Avenue Terminus *220 

Pacific Electric Railway 245 

Steel Rolling Doors •598 

Terminal Station at Hamilton, Ont •736 

Worcester Polytechnic Institute, Elec- 
trical Engineering Building ^280 

Statistics — 

Car-Mile Earnings and Expenses, New 

York State Roads tSlO, 815 

Steam and Electric Railway t391 

Steam, New Energy Diagram. By H. F. 

Schmidt ^671 

Steam Railways — 

Electrification of Chicago Terminals.. 

t271, 287 

Comparison with Interurban Lines. By 

T. Jay Tomlinson 929 

Ohio Roads Affected by Electric Com- 
petition t33 

Steam and Electric Railway Statistics. 

Interstate Commerce Commission . .1391 

Stebblns, Theodore — 
American Convention — 

Interurban Fares 657 

Steel Car Forge Co 748 

Stephenson, John, Co 388 

Sterling Dixon & Eastern Electric Rail- 
way, Financial 294 

Sterling-Meaker Co 322 

Steubenville iSi East Liverpool Railway 
& Light Co. Track and Roadway.. 

688, 717 

Stewart, John A., Electric Co 116 

Stock Promotion Schemes t273 

Stockton, Cal., Track and Roadway 145 

Stone & Webster Engineering Corpora- 
tion 239, 629 

Boston Elevated Power Stations 793 

Interurban Improvements at Terre 

Haute '755 

.Stonewall Valley Electric Railroad — 

Incorporated 416 

Track and Roadway 717 

Storage Battery in Alternating-Current 
Work, Spokane & Inland Empire 

Railroad tB95, •697 

Storage Houses, Construction of, Ameri- 
can Convention 652 

Storeliouses, Track Layout tl21 

Storekeeper, .Jurisdiction of. By H. A. 

Anderson 863 

Storer, N. W. — 

Engineering Convention — 

(^ontrol Apparatus 526 

Standardization 528 

Storer. S. B., Sale and Measurement of 

Power 17 

Stotts Signal Co 86 

Stover Motor Car Co., Gasoline Motor 

Cars •352, ^845 


BInghamton Street Railway 141 

Henderson City Railway 262 

Louisville Railway 262, 316, 801. 836. 872 

Method of Handling. By E. L. Drum- 

mond 87 

United Railroads of San Francisco.... 

t61, tl83, t211 

Yonkers Railroad Co 743 

Stuart-Howland Co 842 

Sturtevant, B. F.. Co 56, 86 

Shops 389 

Subsidies, Indiana Supreme Court Deci- 
sion 771 

Substations — 

Design of, American Convention ^571 

Los Angeles Railway 1300. »302 

Subways — 

Boston & Eastern ^72 

Brooklyn. N. Y 22 

Buenos Aires 213 

Cambridge. Boston Elevated Railway 22 

' Chicago. Proposed System 22 

New York 233. 987 

Special Police at Stations 904 

Suggestions of Bion .1. Arnold for 

Facilitating Traffic t880, 892 

Operating Cautions 1211, 222 

Suffolk County Traction Co.. Track and 

Roadway 25 

Suffolk Traction Co. — 

Power Plant 748 

Track and Roadway 717. 745 

Sumter. S. C. Track and Roadway 449 

Sunbury & Selinsgrove Electric Rail- 
way. Track and Roadway 449 

.Susquehanna Traction Co. — 

Car House 420 

Power Plant 386 

Sweeping, Broom Machine. Columbia. .. .♦722 
Sweetland, Ralph — 

.iVmerlcan Convention — 

National Fire Protection Association; 
Its Work in the Street and Inter- 
urban Railway Field t553, 575, 590 

Switches, Anti-Straddling Safety Device, 

Harrington ^ 514 

S\-dnev & Glace Bay Railway — 

Car House 238 

Power Plant 236. 939 

Symington. T. H., Co... 475, 500, 615, 628, 629 
Syracuse & Milford Railroad, Track and 

Roadway 25 

Syracuse Lake Shore & Northern Rail- 
road — 

Financial 350 

Track and Roadway 998 

Syracuse Rapid Transit Railway, Divi- 
dends 419 


Tacoma Railway «Sj Power Co. — 

Cars '733 

Track and Roadway 875 

Tampa X- Sulphur Springs Traction Co. — 

Rolling Stock 28 

. Track and Roadway 450 

Tampa Electric Co. — 

Dividends 841 

Financial 841 

Tanks. Settling, for Boiler Feedwater. 
.\uburn & Syracuse Electric Rail- 
way '77 

Taxation — 

Brooklyn Rapid Transit Co t92 

Chicago Street Railways BO 

Georgia 206 

New York Subway Franchise 262 

Taylor Electric Truck Co 630 

Technical Journals, Value of 32 

Technical Literature 389, 691 

Technical Publicity Association 776 

Technically Trained Railway Men, H. H. 

Norris, American Convention 

561, 576. teOO 

Tekamah, Neb., Track and Roadway 875 

Telegraph Signal Co., Telegraph Signal 

System 843 

Telegraph Systems, Applegate Static 

Pick-Up ^435 

Telephones, Inspection of Lines v271 

Tclharmonic Securities Co 842 

Tennessee Construction Co 177 

Tennessee-Georgia Interurban Railway, 

Incorporated 80 

Terminals, Boston & Eastern Electric 

Railroad . . .• 737 

Tcrre Haute, Ind.— 

Interurban Improvements '755 

Track and Roadway 174 

Terre Haute & Merom Traction Co., 

Track and Roadway 25, 999 

Terre Haute & Western Railroad — 

Passenger Station 28 

Track and Roadway 745 

Terre Haute Indianapolis & Eastern 
Traction Co. — • 

Rolling Stock 55 

Stations 147 

Track and Roadway 53, 83. 347. 386, 998 

Terre Haute Traction & Light Co. — 

Dividends 238 

Paris Extension *924, 972 

Rolling Stock 806 

Testing — 

Railways and Railway Equipments.... 821 

Railway Test Car 'SSa 

Concrete. L^niversitv of Illinois 966 

Fuel at St. Louis . .' 936 

Lateral Rail Pressures, Pennsylvania 

Railroad 830 

Track Brake, Electro-Mechanical '927 

Texas Interurban Co., Track and Road- 
way 145 

Texas . Midland Railroad, Track and 

Roadway 83 

Texas Traction Co. — 

Power Plants 25. 175 

Rolling Stock 321 

Substations 418 

Track and Roadway 145. 205. 

236. 265. 292, 319. 347, 839. 875, 939. 99» 
Third Avenue Railroad. New York, Fi- 
nancial 876. 970 

Third Rail — 

Farnham *508 

Standard Location 765 

Thomas &• Neall 720 

Thomas, Theodore, & Co 941 

Tickets — 

Commutation, Atlanta Northern 996 

Los Angeles, Cal.. Methods 'Sia 

Newspaper, at Los Angeles *921 

Promoting Purchase of t915 

Tlirough. Ma.ssachusetts Lines 771 

Use of +809 

Tidewater Development Co., Track and 

Roadway 292. 319. 803 

Tieplates — 

McKee 501 

Sellers '595 

Ties — 

Consumption of, in 1906 969 

Fire-Killed Timber 40 

Steel, Benjamin '421 

Steel, in Chicago '394 

Timber. Fire-Killed, for Railroad Ties. . 40 
Timetables — 

Ft. Wayne &• Wabash Valley 45 

Omission of Maps t2 

Portsmouth Electric Railway 219 

Tingley. C. L. S.— 
Accountants' Convention — 

Address 519 

American Convention — 

Address 559 

Technically Trained Railway Men 590 

Engineering Convention — 

Address 496 

Titusville Electric Traction Co.. Track 

and Roadway 1"4 

Toledo. O.— 

Speed Limit Ordinance 232 

Track and Roadway 939 

Toledo & Chicago Interurban Railw^ay — 
Contract with United States Express 

Co 232 

Track and Roadway 386 

Tolelo * Ft. Wayne Electric Railway. 

Incorporated 142 

Toledo Ann Arbor & Detroit Railroad. 

Financial 207 

Toledo Fostoria & Findlay Railway — 

Substation 968 

Toledo Extension 405 

Track and Roadway 

-53. 115. 145. 207. 319, 688 

Toledo Port Clinton & I-akcsid? Rail- - 

wav. Traqk and Roadway 145 

Toledo Railways & Light Co. — 

Earnings 419. 451. 775, 90S, 1001 

Financial fSO 

Rolling Stock 86, 147 

Track and Roadway 83, il8 


Toledo Urban & Interurban Railway — 

Stations 690 

Track and Roadway 25, 113, 145, 205 

Toltz, Max. Steam Locomotive Versus 

Electric Locomotive 3S0 

Tomlinson, T. Jay. Relation of the In- 
terurban Line to the Steam Road.. 929 
Tool Steel Motor Gear & Pinion Co.. 269, 691 

Topeka Railway, Rolling Stock 294 

Toronto, Ont., Track and Roadwav. .803. 999 
Toronto & York Radial Railwav, Rolling 

Stock 877 

Toronto Niagara & Western Railway, 

Track and Roadway 265 

Toronto Railway — 

Dividends 27, 970 

Rolling Stock 776 

Wages Advanced 109 

Track and Roadway — 

Accidents at Spring Switches t663 

Atlantic City Railway Improvements 

•43, *324 

Bonds, Plastic Plug 632 

Boston Elevated Railway, Cambridge 

Bridge '926 

Car House Terminals, Engineering 

Convention •545, t559 

Chicago City Railway tl51 

Chicago Electric Traction Lines, Re- 
construction •394 

Complete Clearance Curves in Chicago. *794 
Construction. Method of Recording 

Progress *164 

Electric Railway Tracks. Care of. En- 
gineering Convention. t515, 527, 528, 529 

Guard Rail for Chicago »796 

Pacific Electric and Los Angeles In- 
terurban Railways •245 

Pacific Electric Railway, Bridges and 

Culverts. Los Angeles ^674 

Rail Corrugation tSll, 1975 

By S. L. C. Fell 707 

By C. B. Voynow 754 

Engineering Convention 528, 535, 650 

Rail Pressures. Lateral, Pennsylvania 

Railroad Tests 830 

Rails and Joints. American Convention 

524, 528 

Rail Sections, American Railway Asso- 
ciation 742 

Rehabilitation Work in Chicago 992 

Sand Rails on Steep Hills. New Jersey 
cS: Hudson River Railway & Ferry 

Co t24i. 244 

Second-Hand Bridges t847 

Service Plant, Brooklyn Rapid Transit 

Co t392, ^400 

Standard Location of Third Rail '765 

Storehouse Layout tl21 

Spike Strut Rail Fastener. ^475 

T-Rail, C. Gordon Reel, American Con- 
vention 640. *645 

T-Rail in Cities. By H. L. Weber •SSO 

Tieplates, McKee 501 

Weed Burner t751 

Trade Mark. Pittsburg & Butler Street.. ^70 
Traffic — 
Congestion on Chicago Elevated Loop 

t753. ^760 

Grain. Inland Empire Svstem ^678 

Growth in New York, 1906 t355 

,Ioint Agreement with Steam Lines 262 

Passenger. Ohio, Steam Roads Aftected 

by Electric Competition t33 

Promoting Purchase of Tickets t915 

Promotion of 1916 

American Convention 615 

Proposed Traffic Association in Central 

Electric Territory 816, 865. 896, 926 

St. Lovii.s. Mo.. Development of. By 

B. R. Stephens 960 

Subway. New York, Suggestions for 

Facilitating t880, 892 

Trailer."! in Paducah. Kv *221 

Train Starting Signals " 1241 

Trainmen. Northwestern Elevated Rail- 
road •gsi 

Transcontinental Car Co 56 

Transfers — 

New Orleans tTniversal Svstem 413, SOl 

Philadelphia Rapid Transit Co 743 

Temporary Extensions t849 

Transmission Lines — 

Short Cuts tl21 

Wabash River Crossing, Terre Haute.. •756 
Traverse City. Mich., Track and Road- 
way 113, 803 

Trenton &- Atlantic Construction Co 177 

Trenton Street Railway. Track and Road- 
way 83 

Tri-Citv Railwav — 

Car Building •980 

Rolling Stock 452 

Track and Roadway 145 

Tri-City Railway & Light Co., Divi- 
dends 388, 1001 

Trinidad Electric Railroad — 

Power Plant 266 

Rolling Stock 877 

Track and Roadwav 347, 418 

Tri-State Traction Co.. Track and Road- 
way 145 

Trolley. New Sliding Type ^281 

Trolley Bases — 

Holland •SS 

Milloy Roller Bearing '90 

Trolley Grounds. Locating t781 

Trollev Hanger — 
Cole •lig 

Electric Traction Supply Co *323 

Trollev Harps — 

Holland ^58 

Liberty Cushion ^631 

New Departure ^483 

Trolley Head, Holmes & Allen •326 

Trolley Retrievers — 

Hodge ^150 

Milloy "179 

Trolley Supply Co 594 

Trolley Wheels — 

Ideal ^120 

Self-Lubricating ^878 

Troy, Ala.. Track and Roadway 450 

Troy & New England Railway, Finan- 
cial 55 

Trucks — 

Electric Motor Service. By Franklyn 

M. Nicholl 679 

Standard Motor ^605 

Tunnels — 

Belmont, Interborough Rapid Transit 

Co 202 

Brooklyn. N. Y 315 

Hudson & Manhattan, Car Elevator. . .'OSe 

New York River 904 

Twin City Rapid Transit, Selby Hill.. 

192, ^358 

Turbines — 
Curtis Type, Engineering Convention 

591, *609 

Horizontal Steam, J. R. Bibbins, Engi- 
neering Convention •379, 691 

Parsons Type, Engineering Convention 

.: •563, 591 

Test of 341 

Westinghouse-Parsons Type, Economy 

rpgg£ •454 

Turnerised ivietai & Canvas Roofing Co.. 629 
Tuscarawas Traction Co., Track and 

Roadway 803 

Tuscarawas Vallev Transit & Power Co., 

Track and Roadway 875 

Tweedy. Hood & Finlen 776 

Twelve Hundred Volt Operation t848, ^852 

Twin City & Lake .Superior Railway. 

Track and Roadway 25, 450 

Twin City Rapid Transit Co. — 

Advertising Exhibit 471, ^607 

Concrete Shops t456, ^465 

Dividends 115, 294, 690, 940 

Earnings 294, 419, 747, 876 

Low-Fare Case 231, t242, 262 

Operating Expenses tSOl 

Rolling Stock 294 

Selbv Hill Tunnel 192, ^358 

Track and Roadway 113, 906 


Under-Feed Stoker Co. of America 

477, 499, 627 

Underwood. H. B.. & Co 268, 541, 628 

Union Electric Co 611, 629 

Union Street Railway — 

Car Houses 322 

Dividends 775 

Rolling Stock 321, 747 

Union Switch & Signal Co 86, 748 

Union Traction Co. of Kansas — 

Interurban Station 55 

Track and Roadway 53 

Union Traction Co., (Philadelphia), Divi- 
dends 940 

Unions — 

Jefferson 972 

Kewanee ^179 

Union ville, Pa., Track and Roadway 145 

United Electric Co. of New Jersey, Divi- 
dends 27 

United Expanded Bolt Co 269 

United Railroads of San Francisco — 

Financial 85, 146 

Power Plant 906 

Strike t61, tl83. t211 

Track and Roadway 718, 999 

Track Construction, Method of Re- 
cording Progress •164 

United Railways (Portland, Ore.) — 

Power Plant 206 

Track and Roadway 688 

United Railways & Electric Co. (Balti- 
more) — 

Accident Risks and Costs Reduced 67 

Power Plants 25, 968 

Track and Roadway 145, 319 

United Railways Investment Co.. Finan- 
cial 55 

United Railways of St. Louis — 

Dividends 388 

Earnings 267, 350, 690, 841, 970 

Financial 115 

Substation 347 

Track and Roadway 83, 206, 968 

United Railways of the Havana & Regla 

Warehouses. Limited, Financial... 115 

United States Electric Signal Co 630 

Automatic Signals ^117 

United States Graphite Co 878 

Graphite Lubrication 325 

Graphite Paint 422, 878 

Graphited Wood Grease in Gear Cases. 807 

United States Headlight Co 660 

United States Steel Corporation. .208. 748, 806 

United Traction & Electric Co., Divi- 
dends 321, 970 

United Traction Co. — 

Dividends 85, 970. 1001 

Earnings 238 

Financial 451 

Track and Roadway 319, 418, 999 

United Traction Co. of Indiana, Dividends 27 
United Traction Extension Co., Incorpo- 
rated 801 

Universal Portland Cement Co 56 

Utah Light & Railway Co.— 

Car Houses 65 

New Offices 316 

Power Plant 53, 236 

Rolling Stock 55, 86, 238, 268, 690, 720 

Track and Roadway 83, 113, 718, 774, 839 

Utica & Mohawk Valley Railway, i)ivi- 

dcnds 419 

Utica Southern Railroad — 

Rolling Stock 321 

Track and Roadway 206 

Vacuum Impregnating System. J. P. 

Devine Co 484 

Vallejo & Northern Railway, Track and 

Roadway 839 

Vallejo Benicia & Napa Valley Railroad. 

Track and Roadway 83 

Valley Transit Light & Power Co., Incor- 
porated 204 

Van Brunt Street & Erie Basin Railroad 

Rolling Stock 971 

Van Dorn. W. T.. Co., Automatic Coup- 
lers •30, ^596 

Van Dorn Electric & Manufacturing Co.. 28 

Veblen. S. D.. Track and Roadway 906 

Vehicles, Rights on Street Railway 

Tracks 141 

Ventilated Cushion & Spring Co 239, 269 

Vera Cruz Electric Light Power & Trac- 
tion Co., Power Plant 206 

Virginia Citj', Mont.. Track and Road- 
way 319 

Virginia Passenger & Power Co. — 

Power Plant 968 

Substation 968 

Track and Roadway 145 

Visalia Electric Railroad — 

Track and Roadway 145. 968 

Vogel, H. F., Contracting & Railwav 

Supply Co 208 

Von Schrenk. Fulks & Kammerer 116 

Vories, H. P..— 

Claim Agents' Convention — 

Management of Bad Cases 542 

Voynow, C. B. — 

Engineering Con\'ention — 
Rail Corrugation 651, 764 


Waco, Tex., Track and Roadway 83 

Waddell & Mahon 776 

Wagenhorst. J. H., & Co 57, 148, 322, 777 

Blue Print Machine •IIS 

Wages — 
Increases — 

Cincinnati Newport & Covington 

Light & Traction Co 49 

Georgia Railway & Electric- Co 202 

Lake Shore Electric Railway 835 

San Antonio Traction Co 771 

Schnectadv Railwav 23 

Toronto Railwav 109 

Philadelphia Rapid Transit Co 872 

Wagner Lake Shore & Armour Traction 

Co., Track and Roadwav 25, 292 

Walla Walla, Wash., Track and Road- 
way 83 

Walla Walla Valley Traction Co. — 

Rolling Stock 66 

Track and Roadway 113 

Wallace Supply Co 627 

Walnut Grove, Pa., Track and Road- 
way 174 

Walsh. Frank, Freight and Express 

Rates 372, 375, t393 

Wampum & New Castle .Street Railway, 

Track and Roadway 745 

Wapakoneta. O., Track and Roadway.... 450 

Warner & Swasey Co 909 

Warnock. A. W. — 

American Convention — 

Advertising from Standpoint of the 

Street Railway Company 621 

Warren & Jamestown Street Railway, 

Financial 1000 

Warren-Bisbee Railway, Rolling Stock... 268 
Warren Brothers Co., Bitulithlc Pave- 
ment •324. 632, 635, 843 

Warren Electric Railway — • 

Rolling Stock 147 

Track and Roadway 87, 145 

Washburn Co 627 

Washburn Steel Castings & Coupler Co. 806 

M. C. B. Radial Coupler ^502 

Washington & Cannonsburg Street Rail- 
way. Financial 115 

Washington & Elbcrton Construction Co., 

Track and Roadway 968 

Washington Alexandria & Mt. Vernon 

Railway. Track and Roadway 63 

Washington Arlington & Falls Church 

Railway, Financial 419 

Washington Baltimore & Annapolis 
Electric Railway — 

Financial 1000 

Rolling Stock •438 

Track and Roadway 347, 839, 906, 968 

Train Service Inaugurated 206 

Washington Frederick & Gettysburg Rail- 
way, Track and Roadway 319 

Washington-Oregon Traction Co., Incor- 
porated 802 





Washington (D. C.) Railway & Electric 


Rolling Stock 115, 

■WasliinBton Railway & Power Co. (Van- 
couver, B. C), Track and Road- 
way 236, 718, 745 

"Washington Spa Springs & Gretta Elec- 
tric Railway, Track and Road- 

Washington Water Power Co. — 

Dividends 419, 1000 

Stations 86 

Track and Roadway 174 

Washington Westminster & Gettysburg 

Railroad, Track and Roadway .... 174 

Wason Manufacturing Co 2S, 147 

Waterbury, Conn., Track and Roadway.. 206 
Waterbury & Milldale Tramway Co., 

Track and Roadway 

113, 145, 265, 450, 718 

Waterloo, la.. Track and Roadway 113 

Waterloo Cedar Falls & Northern Rail- 
way — 

Car Houses 420, 690, 720 

Rolling Stock 452, 720 

Track and Roadway 745 

Waterloo Pella & Southwestern Railway, 

Incorporated 448 

Waterman Car Wheel & Foundry Co.... 147 

Watson-Stillman Co 748 

Wausau Street Railroad. Track and Road- 
way 386 

Waycross, Ga., Track and Roadway 145 

Waycross Electric Railway, Track and 

Roadway 718 

Waycross Gas & Construction Co., Incor- 
porated 802 

Weatherford. Tex., Track and Roadway.. 774 

Weed Burner + 751 

Welding. Thermit *119 

West Chester & Wilmington Electric 
Railway — 

Incorporated 873 

Track and Roadway 999 

West End Street Railway — 

Dividends 388, 1001 

Financial 876. 940. 1001 

West Farms. Mass., Track and Roadway 418 
West Penn Railways — 

Financial 747 

Track and Roadway 688 

West Seattle. See Seattle. 

Western Electric Co 452, 691, 776, 941 

Black Enameled Wire 353 

Hawthorne Works *634 

Railway Generator *503 

Western Illinois Electric Traction Co. — 

Incorporated 448 

Track and Roadway 418 

Western New York & Pennsylvania Trac- 
tion Co., Track and Roadway . .347, 386 

Western Ohio Railway. Excursions 232 

Western Railways & Light Co., Rolling 

Stock 321 

Western Society of Engineers 

684, 770, 801, 904 

Western Steel Car & Foundry Co 748, 776 

Western Tube Co 

269, 477, 499, 541, 577, 596, 627, 662 

Kewanee Flange Union •179 

Westinghouse Air Brake Co. 208, 351, 941, 971 

EL Equipment 473 

Westinghouse, Church, Kerr & Co 748 

Westinghouse Companies 540 

Exhibit. New York Electrical Show 423 

Westinghouse Electric & Manufacturing 

Co 56, 

87. 116. 147, 177, 295, 351, 452, 721, 1002 

Electric Locomotives *777 

Orders 350, S42 

Receivership t723. 741 

Single-Phase Equipment 597 Machine Co 540, 721, 749 

Westinghouse-Parsons Steam Turbine, 

Economy Test '454 

Westinghouse Traction Brake Co 477 

AML Brake Equipment 505 

AMM Brake Equipment 631 

Automatic Car and Air Couplers 636 

Electro-Pneumatic Brake System 633 

SMB Brake Equipment 598 

West Penn Railways Co — 

Dividends IIG, 719 

Track and Roadway 145 

West Point, Ga, Track and Roadway... 53 
West Shore Traction Co., Incorporated.. 142 
Westchester Traction Co., O-ssining. N. Y., 

Track and Roadway 25 

Western New York & Pennsylvania 

Traction Co., Track and Roadway. 53 

Whall, C. II., & Co 691 

Wharton, William, Jr., & Co 476, 499, 635 

Whatcom County Railway & Light Co — 

Dividends 238 

Earnings 238, 388, 876 

Track and Roadway 53 

Wheel Sections. .Standardization, Engi- 
neering Convention 1517 

Wheel Treads, Standardization, Engi- 
neering Convention *537 

Wheel Truing Brakeshoe Co 630 

Wheeler Condenser & Engineering Co. . . . 877 
Wheeling & Western Railway, Track and 

Roadway 265 

Wheeling Sherrard & Cameron Inter- 
urban Electric Railway, Track and 

Roadway 774 

Wheeling Traction Co — 

Freight Station 776 

Rolling Stock 294 

Wheels — 

Car. Solid Forged and Rolled '991 

Cast-Steel, Davis 750 

Tire Heater •736 

Tread and Flange, Standardization, En- 
gineering Association 

tins, '160, t328, »335 

White. .J. G., & Co 28. 29. 749. 971 

White, J. Harvey — 

American Convention — 

Department of Publicity 620 

Whitman Electric Railroad. Track and 

Roadway 875 

Whitmore Manufacturing Co 540, 593. 748 

Whittier. Cal.. Track and Roadway 319 

Wiederholdt Construction Co 806 

Wile Power Gas Co 909 

Willamette Valley Traction Co., Track 

and Roadway 113 

Willard Storage Battery Co 721 

Williams, D. T.. Valve Co 268 

Williamsport, Md., Track and Roadway. 266 
Wilmington & Edge Moor Railway, Track 

and Roadway 266 

Wilson, George L. — 

Engineering Convention — 

Electric Railway Tracks. Care of. . . . 

t515, 527, 528 

Rail Corrugation 650 

Wilson. James G., Manufacturing Co., 

Steel Rolling Doors •598 

Window Fixtures, Lock Washer. National 632 
Window Glass, Car. Semon Bache & Co. 484 

Window Lock, Dayton *501 

Window Sash Balance. National 503 

Window Sash Lock, National 550 

Windsor Essex & Lake Shore Rapid 
Railway — 

Financial 207 

Rolling Stock 842 

Single-Phase t944, ^946 

Track and Roadway 745 

Winfleld. Kan.. Track and Roadway 236 

Winnebago Traction Co. — 

Financial 55 

Track and Roadway 113 

Winnipeg Electric Railway — 

Financial 176 

Track and Roadway 113, 174, 319 

Winona Interurban Railway — 

Financial 690, 747 

Shops 877 

Winsor, Paul- 
Engineering Convention — 

Gas Engines 578, 591 

Winston-Salem, N. C, Track and Road- 
way 999 

Wire, Black Enameled, Western Elec- 
tric Co 353 

Wire Cleaning and Retaping Device, 

Oakland Traction Co '824 

Wisconsin Blower Co 971 

Wisconsin Engine Co 322, 971, 1002 

Gas Engines 843 

Wood, Charles N., & Co 941 

Wood, Guilford S., Electric Railway 

Supplies 477 

Woodbury & Waterbury Street Railway, 

Track and Roadway 113 

Woodruff, H. C. Graphite Lubrication... 325 
Woodstock Marengo Genoa & Sycamore 
Electric Railway — 

Incorporated jj^ 

Track and Roadway 688 

Wooster & Mansfield Electric Railway, 

Track and Roadway 688, 71S 

Worcester Consolidated Street Railway— 

Financial 876, 940 

Rolling Stock .388, 420 

Through Ser\-ice, Springfield to Worces- 

ter -a; • ■ • *" 

Worcester Polytechnic Institute, Elec- 
trical Engineering Building •280 

Wyckoff Pipe & Creosoting Co 846 

Wvman. C. D. — 
American Convention — . 

Technically Trained Railway Men DbJ 


Yakima Valley Transportation Co.— 

Car Houses 

Track and Roadway • • • • • • ■ ■ 

25, 236. 266, 688. 773, 939 

Yale & Towrie Manufacturing Co 239 

Yazoo Citv. Miss., Track and Roadway. . 875 

Yetman Tvpwriter Transmitter Co 86 295 

Yonkers Riailroad, Strike '« 

York. Pa.. Track and Roadway 906 

York County Traction Co.— 



Freight Service "1 

Rolling Stock 1*' 

York Railways— 
Financial ^"' °*,i 



Youngstown & Lake Erie Railroad, Traclc 

and Roadway 1 '* 

Youngstown & Ohio River Railroad- 
Financial f^J 

Power Plant 450 

Track and Roadway 83, 174, 266, 319 

Youngstown & Southern Railway. '^^- 

scription '^^ 

Youngstown Alliance & Akron Electric 
Railway — 

Incorporated 17- 

Track and Roadway 266 

Youngstown Park & Falls Street Rail- 

way. Track and Roadway 145 

Ziegler. D. 

Track and Roadway 174 

& Co 1001 



Acton, L. R 83 

Adams, George F.... 57 

Adams. J. L 83, 774 

Akarman, John N 662 

Aloop. Thomas 292 

Anderson, A. A 774 

Anderson, F. H 969 

Anderson, J. W 236 

Andress. C. A 969 

Applegate. H 53 

Arnold. Bion .1 

84. 236, 681 

Arnold. Frank 27 

Atwood. T. W 83 


Bailev. T. P 322 

Bailey. R. W 266 

Bancroft. Hugh 875 

Barnes. D. P 266 

Barratt, Richard .... 803 
Barrow. H. C.54, 746, 803 

Bartlett, G. F 840 

Bassett. Edward 22 

Batchelder, Frank B. 386 

Bates, Putnam A 389 

Battin, K. R 175 

Benedict, H. A 

Benjamin, Charles 


Benson, D. L 

Berry. Joseph H 

Beugler, H. M 

Bilbrow, O. R 

Black. Charles N 

348, •387, 418, 

Blanchard, A. S...86, 

Bogardus. M. .1 

Bonner, D. E 

Bowman. A. H 

Bowman. E. M 

Boyd, G. N 

Bradlee, Henry G 

Bradley, J. M 

Rradlev, L. C 

Bramble, B. E 

Brennan, Roy 

Brennan, Thomas J.. 


Brine. G. W 

Brown, B. M 

Brown, F. A 774, 

Brown, F. W 114, 

Brown. .loseph M.... 

Bryant. C. F 

Buechling, E. W 

418 Bueltzingslowen, F.W. 907 

Bugbee. George L 939 

175 Bullock, A. G 939 

776 Bunnell, C. M 295 

86 Burke, J. T 348 

56 Burleigh. John J 939 

875 Burris. J. R 803 

Burrows. Acton 206 

746 Burton. Frank C 450 

116 Bush, T. G 803 

239 C 


969 Cadle, C. L 450 

239 Calkins, Charles W. . 348 

27 Gallery. J. D 206 

386 Cameron. Lewis O... 322 

293 Candee, L. S 939 

907 Carichoff, E. R 322 

320 Carleton, A. B 875 

Carr, Albert 450 

•840 Carsc. David B ^721 

175 Carson. Robert L 689 

146 Caverhill. Walter 266 

803 Ca\-wood. George. 718, 746 

175 Chambers. Herbert J. 177 

322 Chapman. Charles H. 146 

746 Chapman, George F. . 

420 348. 387 

Christie. E. W 147 

Christie, W. K 175 

Church. George H.746, 804 

Clapp, H. W 999 

Clark. C. H 348 

Clark, H. J 27 

Clark, Leverett M 53 

Clark, W. T 295 

Clarke, I. B 146 

Coalgrove. Scott 53 

Coen, F. W 

236, 746, ^841, 907 

Colburn, R. D 803, 840 

Colket, William Walker 


Collier. John J 27 

Collins, D. C. New- 
man 389 

Collins. J. F 175 

Collins, James S 774 

Colver, W. B 969 

Conklin, L. H....175. ^349 

Conollv. B. A 774 

Conover. R. H 266 

Conrad. Willis C Kn 

Converse. C. T 320, 718 

Cook, E. J 114 

Coolidge. C. A 746 

Cory. C. M 840. 841 

Cosgrove. W. L 175 

Cosper. W. P 452. 941 

Cottingham. W. H...'750 

Crafts. P. P ^293, 348 

Crall, J. H 907 

Crawford. John B.875, 907 

Crosbv. Charles V 804 

Crox, John W 774 

Crump. John. Jr 114 

Cunningham, P. J 689 

Cunningham. Robert 

W 689 

Cunningham. T. J... 146 


Danforth. R. E 114 

Darbee. William 

54. 83, 292 

Darrow. E. E 320, 348 

Davidson. H. E 114 

Davles. W. H 718 

Davis. George L. L... 691 

Davis. L. H 689 

Davis. W. H 689 

Davisson. H. E 774 

Decker. Martin S 22 

De Hart. H. V 749 

Delamacer. C. M.266. 776 


de Muralt, C. F 746 

De Pew. H. H 292 

Derr. William L. . .27, 84 
lies Cognets. Louis... 875 

Dewsnup. E. R 2S2 

Dickson. E. J 840. 907 

Dinnen. W. F 83 

Dotv, Maurice F 718 

DnuKlass. William A . 148 

Down. Harry 206 

Downs. .James R 57 

Doyle. J. P 27 

Dozier, D. W 718. 746 

Drovles. Edward .... 41S 

Duck. J. J 907 

Dunlop, W 320 

Durbin. Fletcher 774 

Dusinberre. George B. 57 

Dulton. A. N 999 

Dyer. R. A 236 

Eastman. Albert 293 

Eastv, C. B 774 

Edwards, D. G...41S, 746 

Edwards, N. M 718 

Ellicott. Joseph R...«964 

Elliott. .James R 969 

Emery, J. A. 320, 349, 450 

Ensign. Oryille H.... 774 

Estill, John H 804 

Eustis, John E 22 

Evans, E. A 206, 266 

Evans. Frederick .... 875 

Ei'ans. W. H 53 


Faber, G. F 939 

Felton, S. M 907 

Fetters. D. B 774 

Fields. M. D 418 

Fitch. Fred H..293. ♦348 
Fleming. Harvey B.. 84 

Flynn, C. E •386 

Folds. George R 

293. 386, 804 

Foltz. S. A 875. 907 

Foltz. Sidney E 175 

Foote. H. M 148 

Ford. A. H...27. 54. '320 

Forman, W. E 28 

Forrest, R. L 386 

Forse, William H., 

Jr •26, 27 

Foster. R. C 450 

Foster. W. W 27 

Fox. David 292 

Fo.\. R. E.. Jr 86 

Freeman. M. M 386 

Fries. J. E 452 

Fritsch. Howard C... 84 
Fritts. Charles E.418, 746 

Frv. John H •26. 54 

Fuller. G.C 27 

Gabel. T. R 999 

Gaboury, J. D 266, 803 

Galibert, Paul 266 

Garrett, George 969 

Garton, W. R 1001 

Gavett. Blaine 175 

Gebhart. Henn- 803 

Gennet, G. W.. Jr... 971 

Gentner. O. H.. Jr 29 

Gihbs. B. P 803 

Gibbs. Lucius T 387 

Gibbs. W. A 774 

Gibson. Charles. Jr..^840 

Gillette. A. L 175 

Gilliam. H 83 

Ginsburg. Solomon... 86 

Glenn. Thomas K 175 

Glidden. S. C 175 

Goelz. Nicholas 451 

Goltra. W. W 53 

Goode. Henrv W 26 

Goodrich. Calvin G...»639 
Goodrich, Thomas ... 718 
Goodwin. George .... 27 
Goss. William Free- 
man Mvrick. . .•84. 175 

Gossler. P. G 774 

Gottsohalk, Richard F. 
84, 114 


... 907 

.... 746 

Grant. H. F. . . 
Graston. M. E. 
Graves. C. B.. 
Gray, James K 

236. 875. 907, 939 

Greene, John MacD.. 389 

Griffin. W. R. W 969 

Grisamer, J. H 83 

Gulick. Henrv, Jr 176 

Gunn, Robert T 875 

Guy, W. T 840 


Hale, O. A 175, 348 

Haley. George S 292 

Hall. Gordon W 939 

Hall, W. D 875 

Hall, W. H 939 

Hall. Walter P 999 

Hall, Warren S 

54, 840, 907 

Hallam, Charles 22 

Hamilton, John W... 177 
Hamilton. R. B..146, •175 

Hamlin, J. S 'US 

Handshev, C. F 348 

Hanf, John 236 

Hansen. W. H 748 

Harmer. James T 146 

Harrigan. J. R .' . 939 

Harrington, A. C 450 

Harrington, W. E 

•293, 774 

Harris, R. W 969 

Harrsen, Harro 840 

Hartshorn. .Stewart.. 351 

Haven. William E 746 

Harvie, W. J 689 

Hayden, Clarence P.. 175 

Haves. R. F 877, 971 

Haylow, W. J 146 

Henderson. A. F 1001 

Henderson. J. W 176 

Henderson. John C... 146 

Henkle. R. F 969 

Henry, Frank R ^746 

Herelv. Millard B 718 

Heslet, Charles 907 

Hewitt, F. A. 266, 746, 804 

Hibbard, H. L. 806 

Higgins, H. C 27, 84 

Hildebrandt. H. A 53 

Himmon, W .E 322 

Hine. E. W 875 

Hogarth. J. B 146. 175 

Hoke, W. M 748 

Holderman. L. E..27, 114 

Hollo wav. W. E 147 

Hoist. E. W 236 

Hopkins. Marcellus . . 939 

Hubbell, Charles E... 53 

Huffman, C. J 292, 348 

Hughes, V. R 418 

Huntley. F. P 389 

Hurin, C. C 348 

Hutchinson. James E. 266 


Inwood. Harry 840. 969 

Jackson. Dugald C... 774 

Jackson. James F.S75. 999 

Jackson. J. P 999 

James. Alfred R 266 

James. George P 236 

Jarvis. J. A 114. 907 

Jemison. Robert 

27, 54, 320, 349 

Jenssen. A. G. H 116 

Jennings. William . . . 969 

Joffrion. W. F 803 

Johns, S. W 320. 348 

Johnson, C. W 28 

Johnson, L. D 266 

Johnston. J. P 295 

Jones, J. N 26 

Jones. L. W 147 

Jordan. A. W 774 

Jordan, Arthur W... 999 

Josselyn. Benage S... '26 


Kaercher. H. C 418 

Kellogg, Henrv F 420 

Kelvin, Lord 969 

Kennedy, John S 83 

Kessler, William V.. 969 

Kevs. John F 26, ^54 

Kilbride, M. D 969 

Killeen. G. C 907 

Killingsworth, J. A... 348 

Kimes, J. S 418 

Kineon. J. P 27 

King. Chester H 53 

King, John L 53 

Kirk. Edward B 

27, 84, 175, 266 

Kirkpatrick, J. C 450 

Kltch, C. S 907 

Koch. Theodore F 692 

Kohler. G. A 450 

Kuhn, W. S 386 


Laffin. Richard T.... 746 

Lang. Edmund 776 

Larcev. W. P 236. 266 

Lasher. F. G 774 

Laterman. Edward . . 351 

Laughlin. F. D 208 

Lavenberg. D. H 875 

Lawrence. Wallace . . 292 

Lawson, W. C 177 

Lee. Rav P 1001 

Lee. Robert T 146 

J>ester. J. W 939 

Lincoln. E. B 689 

Lines. C. C 418 

Littell. Harvey M 452 

Littlefield. Elmer H.. 451 

Logan. S. L 718 

Love. William .S. .877. »94I 

Lowd, Mark 236 

Luca.s. Robert 208 

Lunsford. H. H..292. ^348 

Lyall. W. R 842 

Lyon. Lloyd 999 

Lyons. J. B 53 


MacAfee, John Blair. 

875. 907 

McAleer. Charles J.. 803 

McBee. A. E 690 

McCafterv. Thomas . . 840 

McCallum. A. F 26 

McCarroll. William . . 22 
McClellan. Charles F. 236 

McClure. G. W 451 

McConway, W 116 

McCrav. L. H 292 

McI3onald. A. J 939 

McDowell. E. R 840 

McElrov. J. M 27 

McBwen. I. H 386 

McFarland. J. W 87» 

McFetridge. D. W 803 

McGillan. F. L 56 

McGrath. Morris 803 

McKay. C. R ^26. 348 

McKav. Hector W... 175 

McKinney. E. B 804 

McLean. Embury .... 90 

McMillan. J 840 

McMynn. John C 909 

McNamara. John W . . 999 
McPherson, James C. 418 
McQuilpin. Isaac .... 26 

Magee. Louis J 27 

Maltbie. Milo R 22 

Maltbv. F. W 268 

Mann. A. H 418. 689 

Marlow. Charles 

Francis 236 

Martin. John W 939 

Matthews. Frank B.. 969 

Matthews, F. L 208 

Matson. John L..689. 803 

Matsumo. S 840 

Mattis, G. M 907 

Maxwell. Albert 146 

Mellen. C. S 804 

Menden. W. S 

53. 54. 83, 999 

Mershon. Charles E. . 53 

Merwin. B. E 774. 840 

Midglev. Stanley W.. 971 

Miller. John G 177 

Milliken. H 86 

Milne. George G 389 

Mitchell. William E.. 292 

Mitten. Ai-thur G 

146. •175, 907 

Mitten. Thomas E 803 

Monell. J. E 320. 774 

Moore, E. W 806 

Moore. Harry A 206 

Moore. J. E. A 420 

Moore. W^illiam E. . . . 386 

Moorman. W. B 840 

Mordock. Charles T.. 293 
Morehouse, Walter . . 206 

Morine. George B 292 

Morris, Elmer P 476 

Morse, George C 971 

Munroe, Robert J 969 

Mulcahev. Thomas J . 348 

Murlin. O. H 266 

Murphy. John Z 84 

Murphy. Walter A... 236 

Murray. A. C 875 J. C 53 

N L. R 146. 206 

Neal. William L 292 

Neall. N. J 720 

Neff. Stewart S..718. ^804 

Nelson. Alfred B 206 

Nelson. L. R 803 

Nevins. George F.... 746 

Norris. B. W 418 

Norveil. F. D 907 

Nove. E. B 909 

Nuckols. G. Cecil 322 


O'Hara. E 26 

O'Hara. Joseph 

387, 418, 774, 840 

Orth, C. P 450 

Osborne. Thomas Mott 22 

Overton. John E 803 

Owens. W. H 999 


Page. H. C 804 

Pagel. Henry G 83 

Palmer, C. E 146 

Parke, F. K 83 

Parker. Herbert 875 

Parson, John B 689 

Peterson. C. L 83 

Phillipp, C. D 746 

Pierce, George W. . . 292 

Pittis. E. A 720 

Phmkett. Martin. 875, 907 

Polk. Jefferson S ^775 

Pope, E. V 803 

Porter. B. E 718 

Porter. George G.... 114 

Porter, H. Hobart 746 

Porter. J. T -...292. 348 

Powell, Charles S 86 

Powers, Clifford B 236 

Powers. Samuel L.... 418 

Preble. Charles M 53 

Primm, W. L 909 

Printz. Carl J 718 

Prltchard. J. H 450 

Pullium, J. P.. 83, 175, 266 

Purinton, A. J 840 

Ramsey. W. J 293 

Randall, F 27 

Randall. Perry A 83 

Ray, Lee H 175 

Ray, R. R 450 

Reamey. B. T 26 

Reardon. John F.450, 803 

Reed, W. Edgar 777 

Reese, Charles M 909 

Reilly, F. D 146, 175 

Reiter. G. C 452 

Renaud, William H.. 320 

Reynolds. A. E 53 

Rice. Cecil G 206 

Rice. George S 774 

Richards. James L... 418 

Richards. L. R 236 

Richardson. J. W.939. 969 

Rilling. John S 386 

Rising. Charles L. . . . 54 

Roberts. George J 939 

Robinson, Arthur N.. 803 

Rogers. C. L 348 

Rogers, Fred 53 

Rogers, James H 177 

Rohner. Henry 840 

Rolston, William E... 969 

Root, Oren. Jr '451 

Roth. F. W 147 

Rounds, George W... 146 

Royce. Allan H 206 

Ry'an. C. N 999 

Rovster. F. B 450 

Ruddick. John J ^117 

Rushing. D. G 292 

Sague. James B 22 

Sampson, A. J 53 

Sampson. William C. 27 
Sargent. Charles E...1002 
Scarritt. Sanford G..1001 

Schaffer. F. D 175 

Schilling. Otto 320 

Schoepf . W. Kesley . . 746 

Schoonaker. A 177 

Seaman. Henry B.... 774 

Seibert. William 146 

Self ridge. William 1001 

Selig. B. T 27 

Sengel. George. Jr... 746 
Shepard. Arthur B... 28 

Sherman. R. P 999 

Sherman. Robert H.. 840 

Sherrod, C. F 907 

Sherwin, H. A •750 

Shipherd. L. C 236. 266 

Shonts. Theodore P.. 907 

Shroyer. Walter 26 

Shumwav. Thomas B., 

M. D 841 

Shute. Nathan 452 

Siblev, Robert 939 

Slaughter. William E. 450 

Sloan. F. T 971. 999 

Sloat. F. J. J 53 

Smith. Clement C 292 

Smith. Dow S 

53. 54. 83, ^84, 999 

Smith, Julian C 350 

Smith. Peter 806 

Smith, R. R 746, 774 

Smith, Raymond H . . 

54. 83. 146. 292 

Snow. Walter B 452 

Sperrv. Marcv L..146. 206 

Stafford. W. H 749 

Stanley. Albert H 718 

Stanley. Charles H... 320 
Stanley George A. 292. 320 

Stanley, J. J 292 

Stanton. C. S 348 

Stanton. Charles 292 

Starring. Mason B... 387 
Stebblns. Theodore... 804 
Stevens, Fi-ank W 22 

Stevens. R. P.^54. 236. 907 
Stewart. Bayard S... 176 

Stewart. E. J 320 

Stewart. L. H 718 

Stewart. R. G ^841 

Stillwell. L. B 386 

Stone. George 418 

Storer. S. B 175 

Storrs, Lucius S 

146, 804, 939 

Stout, Ferman J 

236, 349. 746, 907 

Stowe, Fred A •387 

Sturgis. B. A 236 

Sturtevant. William 

E 803 

Sturzinger. O. R 348 

Swan, C. B 53, 266 

Swank, A. S 206 

Swertsfager, William. 969 
Symington. E. H.269. 1001 


Talbot, F. H 840 

Talbot, Guy W 

54. •114, 746 

Tarkington, W. B.... 718 

Thomas. E. T 875 

Thomas. F. T 907 

Thomas. Percv H 720 

Thompson. N. A 969 

Thomson, Sir William 969 

Thornton. A. E 175 

Thornton. R. S 803 

Thurston, L. S 56 

Tinglev. C. L. S 746 

Tobin. William H.. Jr. 175 

Townsend. W. S 320 

Tracv. G. B 999 

Tucker. E. F 746 

Tuell. S. B 27 

Turner. Charles F 999 

Turner. J. F 418 

Tvlee. William 292 

Tyree. D. E 83 


Van Andral 418 

Vance. Harry 348 

Van Pelt. William F. 746 

Voth. W. B 348 

Vreeland. H. H 450 


Wallerstedt. H 53 

Warren. H. C 348 

Warwick. Charles B. . 27 

Waters. C, M 803 

Waterson, W. W 907 

Watson. George L.... 56 

Watson. Robert E 907 

• Watson. Wilbur J 269 

Watson. Z. B 999 

Weeks. Benjamin J.. 450 

Welch. J. C 83 

Weld. Fred M 689 

Wells. J. A 320 

Wellsman. Harlan A. 53 

West, David Putnam. 293 

Western. Richard W. 351 

Weston. Charles V... 84 

Wharff. Edward M... 803 
Wharton. William, Jr. 

877. 909 

Whipple. A. L 322, 'm 

Whipple. Fred G 800 

White. A. J 146 

White, Elmer M..S40, 841 
Wilcoxen. E. J... 775. 969 

Wilcoxon. C. L...939, 969 

Wilgus, William J. S3, 840 

Wilhelm, P. H 147 

Wilde. E. S 718 

Willcox. William R... 22 

Williams. D. A 27 

Williams. W. H 718 

Wilson. Charles N 971 

Winchester, B. B 27 

Witt. John P 746 

Wood. C. V 146 

Wood. W. 53 

Woods. A. C 177 

Wright. George L.... 746 

Wright, Karvl 840 

Wright. W. D 206 

Wulkup. G. A 83 

Wvman. Charles Dens- 
more •804 


Young. A. M 349 

Young. C. S 803 

Young. W. D 387 

Young. William G 292 

Tount. J. M 175. 206 

Zihlman. .Andrew H.. 293 




Abutters — 

Cannot Enjoin Track Elevation on 

Opposite Side of Higliway :I33 

Riglit of to Recover for Special Injuries 

from Interurban Railways 741 

Advertising, Publisher of Newspaper 
Cannot Litigate Right of Com- 
pany to Have in Cars 713 

Arbitration, Validity and Operation of 

Agreement for 445 

Assaults, by Police Oftic-ers Eiiiployed at 

Parks, Liability for.../? 993 

Automobiles, Duty to Stop Cars to Give 

Chance to Get Off Tracks 993 


Ball, Injury to Passenger from Foul.... 445 
Ballast, Validity of Contract for Neces- 
sary 902 

Boarding Cars — 

Precautions Required in 902 

When Duty to Give Fair Chance of 

Begins 445 

Brakemen, Duty to Know if Passengers 

are Atempting to Leave Car 106 

Bridges — 
Liability to Steam Roads for Repairs 

on 47 

Must Ask Permission to Meet Changes 

at 20 

Intoxicated Persons Falling from 993 

Bridge Toll, Payments Deductible from 

Franchise Tax 47 

Buildings, Ordinance Atithorizirig Mov- 
ing over Tracks 169 


Cars — 

Duty in Operation of When Repairing 

Tracks 168 

Duty to Wait for Other After Giving 

Up Place Inside 869 

Electric Governed by Different Rules 

Than Trains 869 

Liability for Defective When Purchased 

from Manufacturer 138 

Lurching of 833 

Must Provide for Being Readily Con- 
trolled 713 

Overloading 713 

Passenger Stumbling over Baggage on 

Floor of 833, 834 

Publisher of Newspaper Cannot Liti- 
gate Right of Company to Have 

Advertising in 713 

Risks from Defective Run at Excessive 

Speed Not Assumed 993 

Should Wait for Through 138 

Stopping for Funeral Processions 411 

Using Old, and Burning Out of Fuse... 934 
When Duty to Refuse Admission to.. 682 
Car Dispatchers. Not Fellow Servants of 

Conductors and Motormen 833 

Carriers of Passengers, Care Required of 

Street Car Companies as 230, 260 

Children, Permitting to Sit at End of 

Seat in Open Car 261 

City Cannot Construct Street Railways. 230 
Claims, Purchasing Company Not Liable 

to Holders of 21 

Collisions After Cars are Started With- 
out Warning 993 

Common Carriers of Passengers, Care 

Required of 993 

C'ompanies, Purchasing Not Liable to 

Holders of Claims 21 

Condemnation — 

Approach to Park Subject to 411 

Power to Acquire Rights of Way by.. 834 
Power of by Lessee for Transmission 

Line 741 

Power of Interurban Railwa.vs Incor- 
porated Under General Railroad Act 903 
Railroad Reciuirement Not Applic-able. . 230 

Right of 260 

Statement of Termini in 903 

Sufficient Description for 741 

Conductors — 

Duties of and Rights of Self-Defense. . 994 
Duty of Before Giving Signal to Start. 201 
Dutv to Protect Passengers from Insult 

by 902 

Kmploving Intoxicated, Armed 870 

On Running Board 933 

Permitting Passengers to Ride on Em- 
ployes' Car 994 

Police Power of Nt> Defense 869 

Refusal of to Give Pi-ovided Transfers. 411 
Shooting at Passengei- and Killing Pe- 
destrian 870 

Consolidation, Immaterial to Other Com- 
pany 869 

Contracts — 

Requirements Under with Turnpike 

Company 13S 

Validity of for Necessary Ballast 902 

Controllers. Explosion of Controller Does 

Not Alone Create Liability 833 

Corporations — 

Character of 260 

Things DetermininK Character of 869 

Crossing, Wlien Practicable to Change 

Grade 682 

Damages — 

For Wrongful Ejection of Holder of 

Transfer 106 

In Condemnation for Transmission Line 741 
Debts. Liability of Directors for Under 

Statute 169 

Derailments — 
Caused by Boy Putting Brick on Track 681 
Doctrine as to Liability for Injuries 

Caused by 993 

Injury by to Passenger Sitting Near 

Track 994 

Previous as Evidence 260 

Directors, Liability of Under Statute for 

Debts and Judgments 169 

Doorway, Liability for Injury from Elec- 
trified Plate in 261 


Ejection, of Holder of Transfer 106 

Electric Shock — 

From Electrified Plate in Doorway 261 

Injury from to Painter of Iron Poles.. 833 
Electrical Transmission Line, Power of 

Condemnation by Lessee for 741 

Engines, Use of Dummy in Building 
Street Railway Not Covered by 

Fire Law 993 

Equipment, Care Required in Providing 

and Testing 138 

Evidence — 
Admissibility of as to Racks .for Bag- 
gage 833, 834 

Admissiblity of Opinion as to Lurch- 
ing of Car 833 

As to Customary Speed Admissible 934 

Books Admissible in to Show Incom- 
petency of Motormen 741 

Permitting Passengers to Ride on Em- 
ployes' Car and Previous Derail- 
ments Admissible in 994 

Previous Derailments as 260 

Extensions, Opportunity for to be Con- 
sidered 411 


Fares, Students in Commercial College 

Not Entitled to Special Rates of, . 933 

Fellow Servants — 

Applicability of Statute Relative to 833 

Car Dispatchers Not of Conductors and 

Motormen 833 

Motorman and Laborer Riding in Car 
are 106 

Franchise as to Covering Right to Erect 

Switch Towers 48 

Franchise Tax, Bridge Toll Payments De- 
ductible from 47 

Funeral Cars, Injury to Passengers on 

Run over Another Road 994 

Funeral Processions, Stopping Cars for. 411 

Fuse, Burning Out of in Old Car 934 

Fuse Box Attached to Sill 934 


Gates, Closing of with Passenger At- 
tempting to Leave Car 106 


Income, Construction of Obligation to 

Pay Percentage of Net "so 

Injunction, Abutters are Not Entitled to 
Against Track Elevation on Oppo- 
site Side of Highway 933 

Interurban Railways — 

Condemnation aiid Other Powers of... 903 

Not Additional Burdens on Streets 741 

Not "Street Railroads" 833 

Stopping Places and Platforms 21 

Street Railways Cannot Give Entrance 

to Cities 4X2 

Intoxicated Conductors, Sending Out witli 

Cars 870 

Intoxicated Persons — 

Admitting as Passengers 68'' 

Company Not Liable in Case of Ex- 
pelled Falling from Bridge 993 

Duty to Protect Passengers from 869 

Kicking at Conductor and Hitting Pas- 
senger 682 


Laborers, Injury to Riding in Special 

Cars 106 

Looking and Listening, Requirement of 

Pedestrian as to 107 


Motive Power. Difference in Care Re- 

(luired When Different is Used 139 

Motormen — 

Books as Evidence of Incompetency of. 741 

l>ut,\' and Authorit.v of ". . . . . 20 

Duly of as In Keeping Lookout Ahead. 933 

Duty of as to Pedestrians 107 

Inexperience of Notice of Incompetency 

for Bad Weather ,. 993 

Liability for Omi.ssion by Overworked. 261 
Within Scope of Employment Waving 

to Child 20 

Municipalization of Street Railways, Court 

Not Concerned with 201 

Negligence — 

Criterion as to in Case of Lurching of 

Car 833 

Electric Shock Indicative of 261 

Failure to Hear or See Car Not Always 

Proof of 168 

In Not Providing a Safe Place to Alight 21 
Passenger Riding on Platform Does 

Not Excuse 869 

Notice of Conductors Permitting Pas- 
sengers to Ride on Employes' Car. 994 
Nuisance — 

Transmission of Electricity Not 741 

Curved Rail Connections Cannot be 

Arbitrarily Removed as 902 


Ordinances — 

Agreement for Arbitration as Part of.. 445 
Authorizing Moving Buildings over 

Tracks 169 


Parks, Liability for Assaults by Police 

Officers Employed at 993 

Passengers — 

Assumption of Risks by, as to Places 

of Alighting 21 

Closing of Gate While Attempting to 

Leave Car 106 

Constituted by Signal and Response,,,. 902 

Do Not Assume Risks of Defective Cars 

Run at Excessive Speed 993 

Duty to Protect from Other Passengers 869 

Going on Other Tracks After Alighting 681 

Holding Articles and Not Steadying 
Themselves bv Hands on Entering 
Car 902 

Injury to from Derailment Caused by 

Boy Putting Brick on Track 681 

Injury to from Foul Field 445 

Injury to on Funeral Cars Run over 

Another Road 994 

Intoxicated Person Kicking at Con- 
ductor and Hitting 682 

Liability for Insult to 902 

Limit of Duty and Liability to, on Cars 

Stalled in Snow 870 

May Assume Paltforms and Steps or 
Running Boards to be Reasonably 
Safe '.713 

May Presume That Cars Will Not be 

Negligently Overloaded 713 

Not Knowing Car Has Not Stopped 

Duty to 230 

Persons Waiting to Transfer to Work 

Car are 994 

Riding on Lower Steps 713 

Right of Transfers as Between Long 

and Short Service Cars 445 

Stumbling over Baggage on Floor of 

Car 833, 834 

Passenger Traffic, Construction of Obli- 
gation to Pay Percentage of Net 

Income from 230 

Passes, Liability for Injuries to Users of 48 
Pedestrian — 

Conductor Shooting at Passenger and 

Killing 870 

Rights and Duties Between Cars and.. 107 
Platforms — 

Interurban Stopping Places and 21 

Passengers May Assume to be Reason- 

bly Safe 713 

Reason for Riding on Immaterial 8S9 

Poles, Injury from Shock to Painter of 

Iron S33 

Policemen. Liabilit.v for Injuries to when 

Using Passes 48 

President, Power of to Contract for 

Transportation of Passengers 994 


Races, Conductor F^nforcing Law Requir- 
ing Separation of 902 

Rail Connections, Cun'ed, Cannot be 

Arbitrarily Removed as Nuisance.. 902 
Railroads — 
Condemnation Requirement Not Ap- 
plicable 230 

Right of Crossing 869 

Rails. Care Required when Slippery 713 

Res Ipsa Loquitur, Derailments Come 

Under Doctrine of 993 

Rights of Way. Power to Acquire by 
Condemnation or Purchase and 

Priority of Rights in 834 

Rules — 

-At Barn for Taking Transfer Cars 106 

Non-Compliance with by Overworked 

Motormen -61 


Running Boards — 

Conductors on 933 

Passengers May Assume to be Reason- 

bly Safe 713 


Schools. Pupils of. Entitled to Special 

Rates of Fare 933 

Seats, Permitting Children to Sit at End 

of, in Open Car 261 

Signal. Duty of Conductor Before Giv- 
ing, to Start 201 

Signals. Negligence In Maintaining Night, 

on Center Poles 902 

Snow — 
Care Required when Road Blocked 

with 445 

liimit of Duty and Liability to Pas- 
sengers on Cars Stalled in 870 

Speed — 
Evidence as to Customary Admissible. 934 
Risks from Defective Cars Run at. Not 

Assumed 993 

When Conductors on Running Board.. 933 
Starting Without Warning and Running 

Into Vehicle 993 

Station. Right to Connect Elevated, with 

Store 201 

Statutes — 

Applicability of Fellow Ser\'ants' 833 

Construction of Wisconsin Relative to 

Condemnation 834 

Liability of Directors Under 169 

Power Under, to Acquire Existing 

Roads 445 

Relative to Fares for Pupils in Public 

ano Private Schools Construed.... 933 
Requiring Vestibules Constitutional.... 681 

Tax Liability Under Alabama 869 

Tennessee as to Taxation Construed . . . 933 

Validity of Indiana Condemnation 741 

Steam Roads. Liability to, for Repairs on 

Bridges 47 

Passengers May Assume to be Reason- 
ably Safe 713 

Passengers Riding on Lower 713 

Stopping — 
Duty of to Give Chance to Get Auto- 
mobile Off Tracks 993 

Near Ball Field 445 

Stopping Places, Interurban 21 

Store, Right to Connect Elevated Sta- 
tion with 201 

Streets — 

Degree of Care Owed Travelers on 139 

Liability for Repairs on Bridges as 

Parts of 47 

Rights as to Constructing Switch 

Towers in 48 

Street Railways — 
And Interurban Railways Distinguished 

Between 412 

City Cannot Construct 230 

Court Not Concerned with Municipaliza- 
tion of 201 

System of Not Authorized 903 

Power Under State to Acquire Existing 445 

What are 260 

Superintendents, Power of. to Contract 

for Transportation of Passengers.. 994 
Switch Towers, Rights as to Construct- 
ing in Street 48 

Tax — 

Bridge Toll Payments Deductible from 
Franchise 47 

Traction Company Liable for But One 869 
Taxation — 

Concerning, in Tennessee 933 

Offices and Franchises Exempt from... 681 

Tickets, as Evidence 106 

Time — 

Care Required when Cars are Behind.. 445 

Unpublished Change of Running 168 

Tracks — 

Abutters Cannot Enjoin Elevation of 

on Opposite Side of Highway 933 

Care Required Riding or Walking Along 168 

Cars Leaving 993 

Changing from Double to Single for 

Repairs 168 

Invitation to Cross 902 

Liability from Boy Putting Brick on... 681 
Moving of, to Meet Changes at Bridge. 20 
Ordinance Authorizing Moving Build- 
ings over 169 

Passengers Going on Other, After 

Alighting 681 

Requirement as to. Under Agreement 

with Turnpike Company 138 

Space Outside of, to be Repaired 168 

Traffic, Right to Regulate 138 

Transfers — 
Action for Penalty for Refusal of. 

Barred by Starting New Action... 833 
Conductors Refusing to Give. Provided 411 
Need Not be Asked for in Same Sec- 
ond of Time that Fare is Paid 139 

Place of Taking Cars for 108 

Right to, as Between Long and Short 

Service Cars 445 

Right to. Limited to Direct Routes 412 

Should Wait for Through Cars and Not 
Try to Use 138 


Vehicles. Rights of Drivers of Where 

Cars are Started Without Warnig. 993 
Vestibule Law is Constitutional 681 


Weather, Inexperience of Motorman, No- 
tice of Incompetency for Bad 993 

Wheels, Accident from Looseness of 138 


Adams & Westlake 323 

Advertising Mirrorgraph Co 420 

Allen, John F 971 

AlUs-Chalmers Co 

208. 269, 420, 777, 842, 878. 909, 942, 971 

American Blower Co 296 

American District Steam Co 148 

Anderson Forge iV: Machine Co 777 

Arnold Co 749, 807 

Aurora Specialty Manufacturing Co 323 


Battery Supplies Co 807 

Baumruk Fountain Brush Co 296 

Belden Manufacturing Co 240 

Berger Manufacturing Co 807 

Blake Signal & Manufacturing Co 452 

Boston Gear Works 208 

Brill, The J. G., Co 148, 240, 351, 777 

Brown Hoisting Machinery Co 389 

Bryant Electric Co 148 

C. A. Manufacturing Co 452 

Caldwell, E. R., & Co 389 

Cameron, A. S.. Steam Pump Works.... 208 

Carbolineum Wood Preser\'ing Co 117 

Carey. Philip. Co 972 

Champion Rivet Co 777 

Chasc-Shawmut Co 177. 721. 807 

Chicago Pneumatic Tool Co 240 

Cling-Surface Co 972 

Cook, C. Lee, Manufacturing Co 269 

Cooper Heater Co 240 

Cutler-Hammer Manufacturing Co 240 

Dean Brothers Steam Pump Works 269 

Dean Electric Co 351 

Dixon, Joseph, Crucible Co 942, 1002 

Edwards Manufacturing Co 777 

Electric Service Supplies Co 

177, 269, 323, 452, 807 

Electric Storage Battery Co 721 

Electrical Trades' Directory 842 

Ellwood Ivins Tube Works 807 


Garden City Sand Co 177 

General Electric Co... 57, 87, 177, 269, 351, 

452, 692. 722. 749, 842, 942, 971, 972. 1002 

General Fireproofing Co 296 

General Storage Battery Co 777 

Goheen Manufacturing Co 296,1002 

Golden-Anderson Valve Specialty Co. 323, 942 

Goldschmidt Thermit Co :. 692 

Green Fuel Economizer Co 29, 269 


Harrison Safety Boiler Works 807 

Hawley Down Draft Furnace Co 117 

Heany Fireproof Wire Co 240 

Hicks Locomotive & Car Works 87 

Highland Park College 57 

Indianapolis Switch & Frog Co 972 

Ingersoll-Rand Co 29 

Interstate Engineering Co 87 


Jeffrey Manufacturing Co 777 

Jewell Electrical Instrument Co 240 

Johns, H. W.-Manville Co 

296. 390. 452, 721, 722, 842 

Lagonda Manufacturing Co. 
Lumen Bearing Co 



McCon way & Torley Co 1002 

McGregor. James F 117 

McGuire-CumminKs Manufacturing Co.. 240 
McKenzie. Holland & Westinghouse Power 

& Signal Co 420 

Manufacturing Equipment & Engineer- 
ing Co 89 

Milloy Electric Co 909 

Munsell, Eugene & Co 971 


National Brake & Electric Co 117 

National Electric Lamp Association 29 

Niles-Bement-Pond Co 692 

Northern Engineering Works 807 

Formacone Co. . . 
Fox Machine Co. 



Ohio Brass Co 

Ohnier Fare Register Co. 

6, 452, 807 942 


Pacific Coast Pole Co 208 

Power Specialty Co 240 

Price Publishing Co 240 


Railway Specialty & Supply Co 807 

Reinforced-Concrete Construction Co.... 117 

Ridgway Dynamo & Engine Co 721 

Rockwell Engineering Co 177 


Security Register & Manufacturing Co.. 296 

Simmons. John, Co 807 

Snow, Walter B 721 

Spencer Otis Co 942 

Sprague Electric Co 351, 971 

Stover Motor Car Co '. 351 

Sturtevant, B. P., Co 57 


Teredo-Proof Paint Co 721 

Trolley Supply Co 807 

Tropical American Publishing Co 351 

Trussed Concrete Steel Co 240 


Under-Feed Stoker Co 240,807 

Underwood, H. B., & Co 2«» 

Union Switch & Signal Co 269 

Universal Portland Cement Co 971 


Ventilated Cushion & Spring Co 269 

Vredenburg Co 148 


Watson, John B 942 

Watson-Stillman Co 240, 296, 389 

Webster, Warren & Co 148 

Western F-lectric Co 269,452 

Western Tube Co 878 

Westinghouse Lamp Co 87 

Westinghouse Machine Co 878 

Wheel Truing Brake Shoe Co 177 

Wickes Brothers 269, 351 

Wilder Snow Plow * Manufacturing Co. 177 


Youngstown Car Manufacturing Co 296 


Zelnicker. Walter A., Supply Co 807 

Zug Iron & Steel Co 972 


Entered at the Postofflce, Chicago, 111., as ^econd-clas!^ Matter. 

Subscription in advance, including special daily editions published from time to time in places other than Chicago, postage free: 

I'nitHd States or Mexico. $2: Canada, $3.50: Postal L'nion Countries, $5; Single Copy, iO cents. 

<'HKAiio: 160 Harrison Street 

New York: 150 Nas.'<au Street, O.: 1529 Williamson Building 

Vol. XVIII, No. 1 

CHICAGO, JULY 6. 1907 

Whole No. 219 



— Passing of Rapid Transit Coniniissidii 

— Comparing Ideas on Sliops 

— Standard Sliop Prai-tiue Dist-iissed 

— Standard Form of Report 

— .Supplying Maps witli Timetables 

— Los Angeles Railway Sliops 

— Indeterminate Franehises 

— Discipline and Contentment 

— Contactors with Controllers 

Shops and Shop Practice of the Los Angeles Railway (Illns- 

trated) ., " 

The Public Utilities Commission of New York 

New Sliops of the Illinois Traction System at Decatur (Illus- 

I-'ailure of Municipal Railwa>" at West Seattle, Wash. Uv J. K. 


Ocean City Extension of the Atlantic City &• Shore Railroad 


<'omments on Sale of Power. By S. B. Storer 

IMuiadelphia Ordinance is a Law 

Meeting of Executive Committee of the Manufacturers" .Associa- 

Piping and Power Station Systems — XLIV. By W. L. Morris, 

M. E. (Illustrated) 

Recent Electric Railwa>' Legal Decisions. By .J. L. Rosenlierger. 

News of the Week: 

— Electric Railway Development in Indiana 

— Electritication Plans of the Chicago Milwaukee iii St. Paul. 

— Gigantic Subway Project for Chicago 

— New A'ork Puljlic Utilities Commissions Appointed 

— Boston Elevated Railway Files Plans for Cambridge Sub- 

— Data Sheets on Maintenance and Inspection of Electrical 

— Hearing of Arbitrators in Cliicago 

— Increases of Wages 

(Construction News: 

— Francliises 

— Incorporations 

— Track and Roadway 

— Power Houses and Substations 

Personal Mention 

Financial News 

Manufactures and Supplies: 

—Rolling Stock 

— Shops and Buildings 

— Trade Notes 

— .Advertising Literature 

The New Departure Manufacturing Company (Illustrate:!) 

\'an Dorn .Automatic Couplers (Illustrated) 

High-Pressure One-Alan Jack (Illustrate 1 ) 

Passing of 
Rapid Transit 

No matter how effectively the public utilities commission 
may ever regulate transportation conditions in Greater New 
York, there will be regret at the passing of 
the board of rapid transit commissioners. 
By the provisions of the new law the ex- 
istence of this board was terminated. The 
value of the work of the commission iu 
furthering the construction of tlie subway system is generally 
recognized. Its efforts were discontinued before the task was 
complete, but without the results achieved so far the problem 
of transportation in New York would have been more serious 
than it is today. The rapid transit commissioners have aided 
and encouraged the development of facilities. Their e.xample 
in this respect should ins])ire the new public service commis- 
sioners to enter on their duties with the same motive. 

tJood repair shops are now being erected in larger nuni- 
l)ers than ever before. Each master mechanic has his own 
idea as to how a model shop for the 
Comparing road whose cars are in his charge should 

Ideas on lie built. To some small extent local con- 

Shops, ditions control the general design of new- 

repair shops and the machine equipment 
to be purchased. But is there not a considerable part of the 
repair work in any shop that, no matter of what tyiie the 
rolling stock may be, can be handled more economically if 
those in charge are given the advantages of direct inter- 
change of ideas? In a way the meetings of various electric 
railway associations offer the opportunity for an exchange of 
ideas, but such meetings occur infrequently, once in eight 
weeks, perhaps, being the shortest interval of time between 
the meetings of one body. The technical journals serve to keep 
one who reads them abreast of the times and furnish per- 
manent records of the discussions that take i)lace before the 
various associations. Both attendance at meetings of asso- 
ciations and careful reading of technical journals are excel- 
lent sources of education and should not be neglected by any 
superintendent of rolling stock who does not wish to remain 
in a rut. Yet we desire to call attention to another excel- 
lenl nutans for broadening a master mechanic in his field 

that was suggested at the recent meeting of the New York 
State association. This is that the managements of roads 
authorize those in charge of the maintenance of their rolling 
stock to devote a part of their time to visiting other shops. 
Such inspection tours will, in our estimation, bring direct re- 
turns of much value. The visitor and those whose shops he 
inspects will be given opportunity for an exchange of helpful 
ideas regarding the details of shop practice that are never 
discussed before an association. 

Shop Practice 

Another phase of the standardization problem has been given 
prominence by technical discussion. Wisely recognizing the 
need for advancement in shop methods, the 
members of the New York state associa- 
tion at their annual meeting last week dis- 
cussed the existing condition of repair 
shops and shop practice in their state. 
Two interesting papers dealt with these subjects. They suc- 
cessfully brought forth a valuable discussion. The present 
lack of adequate shopping facilities was recognized and a 
plea was made for uniform shop methods which resulted in 
the appointment of a committee of three master mechanics 
who were instructed to study the situation and report "as 
to the design of a model repair shop." Such a move is direct 
recognition of the need for more seriously attacking the 
standardization problem — standard shop methods can with 
facility be practiced after, and not until, trucks and electrical 
( quipment have been made with uniformity in their control- 
ling diniensipns. That the problem will be solved in the 
electric railway field as it has been in steam railroad practice 
is again and again evidenced by discussions of the subjects 
before such organizations as the American Street and Inter- 
urban Railway Engineering Association. Central Electric Rail- 
way Association and the Street Railway Association of the 
State of New York. Each of these associations now has an 
active committee upon which rests the responsibility of sug- 
gesting for future adoption standards for some parts of roll- 
ing stock equipment. The benefits to be shared after rolling 
stock has been standardized, and shared equally by manu- 
facturer and operator, are loo well known to be enumerated 



Vol. XVIII, No. 1. 

here. We suggest that it Is not now too early for those directly 
interested to begin collecting argiimental data which they can 
use in discussing standardization when it is considered at the 
Atlantic City convention this fall. 

The recent conference at Cleveland of the committee on a 
"Standard Form of Report for Electric Railways" and of the 

committee on "Interurban Accounts" of the 
Standard American Street and Interurban Railway 

Form of Accountants' Association was held pri- 

Report. raarily for the purpose of determining 

what changes, if any, were necessary in 
the present classification to meet the requirements of inter- 
urban railways. The report of the committee on "Interurban 
Accounts," containing a tentative classification of operating 
expense accounts, was discussed thoroughly, with a view- 
to perfecting a classification which is amplified sufficiently to 
meet the requirements of accounting for all interurban rail- 
ways. The expectation is that later meetings will take place, 
with the final result of a new classification which shall be 
recommended to the association. The interstate commerce 
commission, in the classification which steam railways are to 
follow from July 1, states that the accounts are prescribed 
for the use of carriers by rail, exclusive of electric railways. 
Xo announcement has been made concerning the accounting 
of electric interstate roads, but the growing importance of 
all interurban lines makes it advisable to consider the sub- 
ject of a standard form of report at this time. 

With the advent of summer traffic progressive roads are 
doing their utmost on every side to stimulate pleasure rid- 
ing, and hundreds of dollars are being ex- 
Supplying pended each week in important centers of 
Maps with trolley travel to secure patronage. The 
Timetables. folder plays a far-reaching part in this 
work, and upon the completeness of its 
infcrmation depend many fares which may be lost it the 
schedules are unintelligible, the hints to through travelers 
confused, or the statements of the company ambiguous. 
There is still one feature of these folders which needs more 
general attention — the map of the system drawn to a definite 
Ecale. Many folders leave nothing to be desired in this 
rjsfect, but others omit the map altogether, probably be- 
cause of the cost of having a cut made and the time required 
to make the sketch originally. Such a policy certainly indi- 
cates a lack of foresight; the expense of a simple map printed 
en a scale suitable for the use of the public should not be 
weighed for a moment against its value in making the travel 
clearer. Even a single-track road without branches should 
be shown in this way, for there are usually connections of 
importance, either with steamboat lines or other railways. 
which ought to be emphasized. This is one of the small 
points of operation, but it Is of larger consequence than many 
managers appreciate as yet. 

as described, are practiced many advanced methods and in- 
genious "kinks" for reducing time and lowering cost of repair 
work. As a model on which to draw in planning its new 
shops the Los Angeles Railway fortunately had in the same 
city the older and somewhat larger shop establishment of the 
Pacific Electric Railway. The value of a combination of ideas 
has resulted in a new shop layout in which work can be 
handled in a very economical way and at low first cost for 
buildings as compared with many eastern shops. The point 
illustrated is that sound judgment, aided by a free exchange 
of ideas before beginning the construction of a shop, must 
result in a good product. 

It seems proper at this time to direct special attention to 
the article descriptive of the shops and shop practice of the 

Los Angeles Railway, presented in this is- 
Los Angeles sue. The question of adequate shopping 

Railway facilities is now deserving of and receiving 

Shops. proper recognition. At the recent meeting 

of the Street Railway Association of the 
State of New York acknowledgment was made for that state, 
as it could probably be for many others, that the traffic and 
rolling stock of today have far outgrown the existing shop 
accommodations necessary for proper maintenance. Three 
years ago a like condition existed in Los Angeles, but today 
the Los Angeles Railway Company has a shop equipment that, 
as earlier stated, is deserving of special attention by those 
contemplating improved shopping facilities. In these shops, 


In the early stages of street railway development it was 
generally assumed, erroneously, that a limited franchise would 
be renewed at maturity without difficulty, assuring a con- 
tinuance of the relations between the company and the 
municipality. Promoters not only capitalized such franchises, 
but allowed the properties to be conducted for years with- 
out provision for depreciation or the establishment of a fund 
to restore the investment at maturity of the rights conferred. 
The risk of this practice is now fully appreciated; and appre- 
ciation of a danger is necessary to its avoidance. 

The theory of some of the early managers was that a 
railway, if once established, could so .demonstrate its useful- 
ness and value that the plant could be perpetuated without 
serious difficulty. 

Conditions, however, have not developed in accordance 
with this expectation. The relations of companies with the 
general public and the authorities of the cities served have 
been transformed into contests for profitable existence of the 
corporations. Many companies have learned the bitter lesson 
that it is wholly useless to grant concessions with the idea 
that they will appease popular wrath and political dema- 
goguery. The giving of favors and added conveniences simply 
create a demand for more on the part of the element which 
most vociferously assumes to represent the true public opinion 
on this subject. 

While a limited franchise is now assumed by state and 
municipal authorities generally to be the best form of con- 
tract between corporation and municipality, indeterminate 
franchises are evidently to be factors of more importance in 
the future. The indeterminate permit for utility corporations, 
excepting street and interurban railways, is the most im- 
portant feature in the Wisconsin public utility bill. Although 
this bill is framed to apply only to corporations (and munici- 
palities) which own or operate telephone, heat, light, water 
or power plants for public use, a measure has been introduced 
in the legislature jiroviding for indeterminate instead of lim- 
ited franchises for street railways. The provisions of this 
latter bill are similar to those principles which are embodied 
in the public utility law. A street railway would be author- 
ized to surrender its limited franchise and secure an inde- 
terminate permit. By so doing it would accept a provision 
enabling the municipality to buy the property at any time 
at a valuation to be established by the state railroad com- 
mission. The right to a court review is reserved, but the city 
might acquire street railway property by condemnation. 

In states where the indeterminate franchise is to pre- 
vail it seems that in order to preserve the rights of property 
the wide latitude which is allowed in the bill is undesirable. 
Not only for protection to holders of stocks and bonds of the 
companies concerned, but in order to guard the taxpayers of 
the community from mistakes by the municipal government, 
free rein regarding so revolutionary a change as that to 
municipal ownership should be distinctly prohibited. Applica- 
tion of the indeterminate franchise under these unwise con- 
ditions is designed to increase the power of the municipality 
without proper regard for the rights of the corporation. 

The entire administration of a law such as that proposed 

July 6, 1907. 



in Wisconsin lor an indeterminate franchise should be vested 
in no body of lower rank than a state board. To grant such 
power to each community served would create intolerable 
conditions whenever city officials were disposed to harass 
railways. The average city government is incompetent to 
exercise much authority over street railways. Filled with 
the idea of strenuously serving the people, many officials have 
made mistakes in ])ublic office which, when realized, have 
resulted in their repudiation. In the end. the majority of 
people in this country would seriously opi)ose munici|)al own- 
ership of street railways, and woiUd reject any officials who, 
through misguided amI)ition, might foist this costly system 
upon unwilling or indifferent communities. Only when the 
duty of the public to the corporation is recognized as clearly 
as the duty of the corporation to the iniblic could an inde- 
terminate franchise be just and successful. 

To those who study the question it is evident that a 
franchise which is limited too strictly in time is not equitable 
because with a fare of five cents or less it does not allow a 
margin for depreciation, amortization and a fair return on the 
actual cash investment. Supervision by a capable governing 
body under an indeterminate permit would be vastly preferable 
for some comiianies to the distressing conditions under which 
they now worry along. There is no room for choice, for in- 
stance, between a confiscatory 3-cent fare and an able state 
commission, if such a commission could be secured, which 
would obtain facts representing the railway point of view 
before its decisions were made. If indeterminate franchises 
would assure a fair measure of justice and protection to street 
railways they are to be preferred to the disgraceful condi- 
tions prevailing in certain cities, where managers are not 
accorded the fair treatment deserved by honest men in charge 
of an honorable business. The danger of indeterminate fran- 
chises under a state board and the most favorable conditions 
is that the frequent changes of politics might influence its 
comiile.xion and decisions. 


One of the serious operating problems with which the 
management of a large enterprise may be confronted is dis- 
content among the employes. This is especially true of 
electric railways. Pew other fields i)resent so great a 
variety of sources of difficulty in this regard as are to be 
found in electric railway operation. In other industries the 
employes are neither brought into such intimate contact with 
the customers, nor are favorable relations between the em- 
ployes and the iniblic so essential to success. Situations 
exist during rush hours, in times of delay and because of 
the natural tendency of the public to foster a grievance 
against a public service corporation, in each of which the 
platform man should represent the company's side. Resent- 
ment against the service offered by a railway company is often 
transferred to the employes, frequently resulting in heated 
arguments before i)assengers, and complaints being sent to 
the company. Such conditions naturally irritate the employes 
and breed in their minds discontent with their employment 
and the wages it brings. It is but natural for the men to 
feel that additional compensation should be received for the 
abuse to which they are subjected at the hands of the i)as- 

H. H. Vreeland, president of the New York City Rail- 
way Company, very recently discussed these relations iri 
an article entitled "Personality in Handling Employes," repub- 
lished in the Electric Railway Review, ,lune 8, 1907. Accu- 
rate deportment records are kei)l for all employes. This has 
resulted in a condition of more general contentment among 
the men, improved service and the attracting of a better 
class of men to fill vacant positions. The length of time that 
men remain in the service also has been considerably in- 
creased. Though Mr. Vreeland did not make the statement 
in so many words, the inference is drawn that the basis of 

his system is the enforcement of strict and exacting disci- 
Iiline. There is a tendency in some quarters to be entirely too 
lax in the enforcement of discijiline. Possibly strikes are 
feared. To our mind this is a mistaken idea — itrovided, of 
course, that discipline is unfailingly and justly enforced. 
There are two fundamental traits of human nature which 
form the basis of all orderly relations between employer 
and employe. The first of these is the demand for and the 
appreciation of fair treatment; the second is that men either 
want to serve or be served, not both. An employe will be 
contented with his task if he feels that he must obey each 
and every order, and knows that he will always receive fair 
treatment. The best examples of the effect of these princi- 
l)les are found in the army and navy. In spite of even 
despotic rule, in some instances, the men in these ranks are 
almost without exception contented with their life. If one 
knows that his record, good and bad, is systematically kept 
and discii)line is to be strictly enforced, contentment will 
follow fair treatment. 


Hardly any cars are now equipped for interurban service 
that do not have some form of niulti|)le-unit control. Three 
years ago this statement could not have been made, be- 
cause at that time the purchasers of equipment were 
just being convinced of the now well-recognized value 
of under-the-fioor current handling control. Even today there 
are large cars that have platform controllers for handling 
the current fed to quadrujile equipment of 50 or 7.5 
horsepower motors. lUider such conditions the circuit- 
breaker over the motorman's head becomes an espe- 
cially important part of the control system of the car. When 
large cars so equipped run through city streets or into ter- 
minal stations, the old style platform controllers cannot be 
relied uiion to break the circuit from the earlier series posi- 
tions. Therefore in working his way through a busy street 
a motorman with such equii)nient must trip the breaker fre- 
quently or otherwise badly damage his iilatform controller. 
The circuit-breaker was never designed for such frequent 
service and its use as a part of platform control on large 
cars is hardly warranted in the light of the more recent 
adaptation of multiple-unit switch units for this service. 

At the Columbus convention several members of the 
Engineering association commented on the good results that 
had been obtained by using train-control switch units to break 
the heavy current at the first jiositions of the platform con- 
troller. Again the use of contactors in connection with plat- 
form controllers is described by G. H. Hill in his pai)er on 
"Recent Improvements in Motors and Control," presented at 
the annual meeting of the Street Railway Association of the 
State of New York. (Electric Railway Review, June 29, 1907. 
page 856.) The gradual increase in trolley voltage, due to 
resulting economy in distribution, warrants a more general 
adoption of this practice. Controller burnouts and flashings 
occur more frequently as the operating voltage is raised, and 
it is hardly possible that much more advancement can be 
made in the present type of platform controller. For financial 
reasons it is not to be expected that the platform controllers 
now used on large city equipments can be scrapped, but 
their use can be made thoroughly safe on the higher voltages 
by the use of two contactors of similar form to those used 
in train control, in connection with the cylinder, so that the 
contactors will make and bi'eak the motor circuits and thus 
take all the arcing. Such additional switches are placed un- 
der the car lloor and can also be used as circuit-breakers 
if a tripping coil connection to the vestibule is provided. The 
ai)i)licability of such switches will no doubt result in the 
greatest good by permitting the use of higher operating trolley 
voltages on roads that desire to extend their lines without 
incurring the heavy expense attendant on increased substa- 
tion capacity. 


Vol. xvii;. No. 1. 


During the past year the Los Angeles Railwa.v Conii)an.v. 
Los Angeles. Cal., has greatly increased its shop and car house 
facilities. In these improvements are to be found many inter- 
e.sting practices. This article describes in a brief way the 

new structures at Division Xo. :!. It will be noted th:il the 
exterior aijpearance is pleasing. 

At Divisicn .\o. 2 are the main repair shops and a barn 
similar in design to that at Divisicn Xo. 3, except that it is 
one-third larger. An acconii)anying illustration will serve to 
show the general arrangement of the buildings, with the stor- 
age barn at the left and the shop buildings at the right. A 

Los Angeles Railway Shops — Panoramic View of Buildings, Showing Shops on the Right and Car House on the Left. 

new shops and storage buildings of this cmjany and outlines 
many of its more interesting shop methods. 
Division Headquarters. 
There are three division headquarters, each comprising a 
storage barn with facilities for light repairs and also accom- 
modations for the operating department. The headquarters 
for Division Xo. 1 are located near the center of the city; 

second story has been built at one end of the car house. II 
is utilized for division headquarters and employes' recreation 

Shop Buildings. 

As earlier stated, the shop buildings in which the heavy 
repair work for the entire equipment of the Los Angeles Rail- 
way is performed are at Division No. 2 headquarters. With 

Los Angeles Railway Shops — interior of Well-Lighted Repair Shop. 

Division No. 2 has its headquarters at the south edge of the 
city; and Division No. 3 at the north end of the city. The 
buildings for Division No. 1 have been utilized for some time. 
The structures at Division No. 3 are new and comprise a 
storage barn. .")S0 feet long, with l.'i tracks extending its full 
length, and a two-story brick building, in which are the operat- 
ing offices for the transportation department and excellent 
recreation facilities tor the employes of this division. Accom- 
panying engravings illustrate the general appearance of the 

the car house already mentioned the group of building.s fully 
occupies a piece of land one block wide and two blocks long. 
The buildings are all of brick with concrete foimdations. 
Special care was taken in the design to jirovide for abundant 
illumination during the daytime, as will be noted in several 
of the halftone engravings accompanying this article. 

The arrangement of the shop buildings about the transfer 
table is shown in an accomiianying line drawing. It will be 
noted that the various departments are arranged so that work 

.lulv i;, 1907 


can be passed from one to the othf r with the shortest possible 

Other than the Ijuildings shown in the floor plan of the 
shops are a material shed SO by 120 feet, in which the iron 
supply is liept. and a brick oil house located across the street 
from the storeroom. 

Water and Air Supply. 

Near the oil house, which is shown in the foreground of 
the accompanying general view of the buildings, is a pressure 
tank for the shop water supply. This tank has a capacity 
of 24,000 gallons and supplies fire plugs located 90 feet apart 
along the walls of each of the shop buildings. The fire plugs 
are each provided with OO feet of hose, and each shoj) has a 
portable reel on which is wound a section of hose 250 feet 
long provided with a nozzle. Reducers are placed at each 
fire plug so that the hose equipment of the city department 
may be used in times of emergency. This water system is 
supplied from a deep well located under the paint shop and 
served by a motor-driven pump. 

To provide for the general use of air-ojierated tools a 

60 iiounds of air ])ressure. The coil is placed in a curved 
block supported on the work bench directly under the air cylin- 
der, which also has its plunger fitted with a curved block. By 
means of a regulating valve the upper Ijlock may be brought 
down upon the coil with sufficient force to approach the normal 
conditions when the coil is clamped in the field frame. Thus 
any defects in the winding that otherwise might not appear 
can be noted with the testing set. 

Coll-Winding Machines. 

Some Westinghonse 38-H motors are used. These require 
curved coils. Such coils are wound on specially designed 
lathes, which are illustrated in an accompanying engraving. 
It will be noted that these lathes are driven from a jack shaft 
below the floor and each is provided with two coil forms, one 
on either end of its shaft. The speed of the shaft is con- 
trolled by a fcot-brake and a belt-tightening i)ulley. A rope is 
wound around one of the pulleys on the sliaft in such a manner 
that when the driving belt is loosened the shaft is not: per- 
mitted to creep. These machines are utilized for winding both 
field and armature coils. While it proljably takes more time 

Los Angeles Railway Shops — Floor Plan of Repair Shops. 

system of air |i|)ing serves all the shops and taps are also 
made about the shop yards. With a view to reducing the fire 
hazard small lockers have been built just outside the door to 
each shop, and in these is stored a sufficient supply of gasoline 
to last for one or two days. The offices of the master car 
builder and his assistants are located, as shown in the floor 
plan, over the storeroom at one end of the south building. All 
the departments are provided with a system of intercom- 
municating telephones. 

Electrical Repairs. 
The general repair .shop and the electrical repair shop 
are housed in a building !i."i by 2S9 feet in size and are set 
off from each other by a brick wall. The normal schedules 
of the Los Angeles Railway require 320 cars, and it is the 
plan of the shop management to ifispect and overhaul the 
entire electrical equipmeul once each year. 

Testing Field Coils. 
All field coils are ti.-ited with a t'entury field-coil tester. 
which devices are used in the electrical repair shop and at 
division barns. To obtain the operating condition for a coil 
being tested it is placed under pressure in the compression 
device shown in one of the accompanying illustrations. This 
in-ess comprises an air-lnake cyliuiler oi)erating with about 

to wind curved coils to their f.nal shape rather than to curve 
them after winding, nevertheless the practice of winding the 
coils to their final shape is deemed best by this company, 
sincf a proper fit and durability are thus insured. 

Insulating Coils. 

After the coils have been wound they are heated so that 
the moisture disaijpears. and are then dipped in black "Dielec- 
trol" insulating varnish. The immersion takes about 15 
minutes' time, including that required for dripping. The coil 
is then heated in an electric bake oven. The temperature to 
which the coil is subjected is about 150 degrees F. It is next 
allowed to cool and the dipping process repeated. Then the 
coil is ready to be covered. The covering comprises three 
layers of canvas tape dipped in black varnish. It is finished 
with a layer of webbing tape, and ccnii)leted with a coat of 
asphaltum paint. When thus insulated each coil is tagged 
with its date of manufacture and the winder's initials stamped 
on a fiber strip that is held in the webbing. All coils when 
read.T for use are gr.ided as either fair, good or new. 

The dipping lank which is used in insulating the coils is 
built of steel and has two covers — one on the outside and 
hinged, the other en the inside and provided with an oil seal 
to prevent the evaporation of the insulating varnish. 


Vol. XVIII. No. 1. 

Los Angeles Railway Shops — Interior of One of Two Similar Car Storage Barns. 

Los Angeles Railway Shops — Exterior of Inspection and Storage Barn — Division No. 3. 

Los Angeles Railway Shops — General View of Machine End of Carpenter Shop. 

July 6, 1907. 


These extra precautions that have been observed in wind- 
ing and insulating motor coils have, by their results, shown 
the value of careful attention to details. During the past year 
this company has not had a single new or shopped coil break 
down, either from grounding or from moisture. The wire used 
in winding the field coils is the Heany fireproof insulated wire. 
It is stated that this wire is not used for armature coils, be- 
cause the life of an armature has been found to be about 
thi'ee years, and therefore it is not considered, on the score 
of durability, worth the extra expense attendant upon the use 
of a special wire. Armature brealidowns usually occur from 
mechanical strains and their resultant crystallization, and, 
while fireproof insulated wire will assure great freedom from 
electrical breakdowns, it does not increase the mechanical 
life of the copper wire itself. Therefore the special wire 
is used only for field coils. 

The electrical repairs on air compressor motors are made 
in one corner of the electrical rei)air shop. It is the practice 
to overhaul all such motors each six months. The work is in 
charge of first-class mechanics and records of all details are 
kept as descrlljed for car motors. 

General Repair Shop. 
The general repair shoj) is ab(jut 27.^ feet long by 95 feet 
wide and has lU pit tracks in it built on 1.5-foot centers. This 
latter dimension allows an. abundance of room for staging 
between tracks and there is also plenty of room at either 
end of a car placed over the pit to work on the trucks. The 
pits are 4 feet 6 inches deep. Along the outer wall of the 
building is a work bench for making small repairs and at one 
end a portion of the floor space is set apart for making repairs 
to air-brake equipment. An accompanying interior view of 

Los Angeles Railway Shops — General View, Showing Tools in Machine Shop. 

Method of Recording Repairs. 

As a means of recording the repairs that are made to 
armatures the superintendent of the electrical repair depart- 
ment keeps a record book which is ruled with the following 
heads, one page of the book being numbered and set apart 
for each armature: Date, nature of trouble and cause, out 
of car No., out of end No., date placed in, placed in car No., 
placed in end No., miscellaneous. The information for enter- 
ing on the pages of this book is obtained as follows: Each 
armature is known by the builder's number, which is sta:ni)ed 
upon it and which number corresi)onds with the number of 
the page in the record book on which all entries are made. 
The car inspectors make out blank reports for repairs neces- 
sary to each armature, which reports are ruled for information 
similar to that entered in the record book. These reports are 
kept on file in the shop oflnce until the repairs have been com- 
I)leted, when the information on them is entered in the large 
permanent record. 

By means of these records which are submitted to the 
head of the department each day it is possible for him to keep 
in close touch with the details of the work. And, since all 
steps in the work are recorded with the workmen's initials, 
incentive is offered for more careful and I'apid work. 

this shop will show the general arrangement and method for 
handling the work. In this shop all preliminary work is done 
so that no dismantling is retpiired in the other parts of the 

Scrap Yard. 
At the end of the repair shop and between it and the 
blacksmith shop is an open scrap yard Su by 100 feet, in which 
all unused material is classified and stored. 

Blacksmith Shop. 

Reference to the accompanying floor plan will show the 
relative location of the blacksmith, machine and carpenter 
shops which are housed in a U-shaped structure, around one 
end of the transfer table. The blacksmith shop is 88 feet 
by 7.3 feet 7 inches in size and has one track entering it from 
the transfer table. The etiuipment in this shop comprises, 
besides the forges, two 1,100-pound steam hammers, a double 
])unch and shear, eye-bolt machine for making all such bolts 
as arc used in brake-han.gers and by the line department, 
two small bulldozers for making light bends and a steam 
boiler to supply power to the steam hammer. 

The railway company manufactures all its switch tongues 
and all the car trucks that are not purchased with new bodies. 



Vol. XVIII, Xo. 1. 

During the past six months these shops have built 75 trucks 
of the type which is illustrated. 

In one corner of the blacksmith shop is the bearing de- 
partment. It is the policy of this road to wear down the axle 

double-headed axle lathes, double-headed bolt machine, two 31) 
by 30 inch open-side planers, two small planers for special 
work, four drill presses, milling machine, 26-inch and 18-inch 
double-headed shapers, five lathes of various sizes. Universal 

Los Angeles Railway Shops — Varnish-Crying Closet. 

bearings to their smallest safe limit and then; fill them with 
babbitt, anchoring this babbitt to the old bearing by means of 
holes drilled through it. 

Machine Shop. 
The machine shop, an interior view of which is presented, 
is 88 feet by 118 feet 7 inches in floor area and has two tracks The toolmaker is provided with a Hendy lathe. 

Los Angeles Railway Shops — Sand Blast for Frosting Window 


drill, pipe cutters, belt-driven rail saw. wheel-boring mill and 
wheel grinder, together with emery wheels, grindstones, etc. 
One corner of the shop is partitioned off into a room for a 
toolmaker, in which all tools of a portable nature are kept. 

Los Angeles Railway Shops — Power-Operated Lathes for Winding Curved or Straight Coils. 

entering it from the transfer table. The etjuipment of this 
shop includes the following tools: A 15-ton Xiles crane, 100- 
ton Shafer hydraulic wheel press with a special form for 
pressing on or off wheels having solid gears on their axles. 

At the opposite end of the shoii a portion of the floor space 
is set apart for a tin shop. Here are made the gear cases 
for the car equipments. These cases are of galvanized iron 

with wrought-iron reinforcements along the joints and felt 

July 6, 1907. 


washers to exclude dust. Special benches are also provided 
with smaller tools and .jigs for use in repairing fare-recording 
registers. Standardization. 

The mechanical de])artment of the Los Angeles Railway 
is well advanced toward a thorough standardization of car 
parts. The trucks are Iniilt so that parts may be taken from 
any cne to repair any other. The advantage of this practice 
is much apiireciated in the storekeeping dejiartment, since 
there are with standardizalicn Ijul few kinds of supplies re- 
<iuired for the same duty. 

Some few years ago the rolling stock of this company 
reriuired for its maintenance 19 different axles. This number 
has now been reduced to two, and it is stated that there will 
soon be but one axle, standard for all equipment. All axles 
are made of a suitable size for driving axles and are so care- 
fully made with templates that they are interchangeable. A 
new axle is run as a driver for two years and six months 
and then is transferred to be used as an idler. This change 
is timed so that it occurs when a gear is pressed off. All 
axles are made from Jones & Laughlin special cold-rolled steel. 
which is purchased in carload lots already cut and centered 
to a length of 5 feet 7 inches. 

At the east end of the machine shop a special equipment 

Los Angeles Railway Shops — Air-Operated Press for Putting 
Field Coils Under Pressure While Testing. 

is provided tor the construction and erection of the special 
track work used throughout the entire system. 

Carpenter Shop. 

The carpenter shop is SS feet wide by 1M4 feet long, with 
an ell of about one-third the Hoor area, which is used as a 
])attern sho]). 

Five tracks from Ibi transfer table enter the carpenter 
shop. An accominuiying illustration will serve to show (he 
interior appearance of this shop. It will be noted that all the 
tools are driven from counter shafting located beneath the 
lloor. This shaftint; is operated by a motor controlled from 

the carpenter shoj) floor. All the electric wiring is carried 
in iron piping. The machine equipment of the carpenter shop 
includes a planer, band and rip saws, molding, tenon and 
jointer machines, automatic saw grinder and lathes. 

Paint Shop. 
The paint shop is 208 feet 7 inches long and has track 
facilities for holding 3G cars at one time. At one end of this 
shop on a balcony is the varnishing floor and below the bal- 
cony is a paint stock room, as shown on the floor plan. In the 
paint stock room are kept all the paint and varnish supplies. 

Los Angeles Railway Shops — Baskets for Holding Car Fittings 
While Varnish is Drying. 

The mixing is done by two men who handle the supply of 
paint, oils and brushes and deliver them on requisition over 
a counter. In this way the cost of painting each car may 
pasily be determined. 

All varnishing, upholstering and curtain work is done on 
the balcony earlier mentioned. One of the accompanying 
illustrations is a view of one of four drying closets which, it 
will be noted, are provided with adjustable racks and cur- 
tains to keep the freshly varnished parts free from dust. 

Another illustration shows the baskets which are used for 
holding, during varnishing, all the small strips of wood, such 
as window stops, grille rails, poles, etc., for one car. When 
such i)arts for one car are received in the varnish room they 
are all grouped in one of these baskets and kept in it while 
in that shop. For identification the number of the car is 
chalked on the basket. 

The wash track is provided in the SO-foot space between 
the paint and carjtenter shops. It is the practice to wash 
each car every six weeks. 

Grinding Glass. 
It is the practice of this paint shop to utilize all broken 
glass of any size for small window openings. The window 
frames of all cars and the sash are exactly alike in dimen- 
sions and therefore interchangeable. By means of a sand- 



Vol. XVIII, No. 1. 

blast outfit, which is illustrated, old smooth glass ■after hav- 
ing been cut to the proper size is ground so that it may be 
used in such places as the front opening of the deck. Before 
grinding the old glass is cut to fit the largest standard size 
for which it is available. The grinding outfit comprises a 
closed box with an air syphon taking air from the shop sup- 

Ce nt er Line -^ 

form closely to the dimensions of this company's standard 
car, as show-n in an accompanying illustration. This recon- 
struction included the standardization of all parts and the 
changing of the bumpers from square-front angle irons to the 
solid bumper of the angular shape shown in the engraving. 
It will be noted that the car bodies are 9 feet 1 inch 



Rigging mlh l^eshncj house flir Brake 

Cen ferline i. 

ff/^^ing mfh C/?r/s/s/7sen flir Brake ''%D-i7-e" 

Los Angeles Railway Shops — Air-Brake Rigging and Stresses with Westlnghouse and Christensen Equipments. 

Los Angeles Railway Shops — Section, Elevation and Half Floor Plan of Standard Car. 

ply, which forces the clean sand against the smooth glass 
held in a zinc frame, and thus quickly gives it a frosted 
appearance. The glass for destination signs is also ground 
in this way, rendering it rough, so that it will hold the paint 
more permanently. 

Rolling Stock. 
The repair shops have recently rebuilt 48 cars to con- 

high from sills to roof and 39 feet long over bumpers. They 
are of the California type with two open ends and a closed 
center. Each car has two pairs of trucks of the type illus- 
trated herewith, and each of these trucks carries one West- 
lnghouse No. 101-L motor. The brake rigging for the two 
types of air-brake apparatus used is shown in an accompany- 
ing illustration. The supply and brake pipes are run straight 

July G, 1907 



throughout the length of the car with no bends. Wherever 
bends are used in the air pl|)lng they are made with a long 
radius. It is interesting to note that there are only six 
elbows and two keys in the air pijiing of an entire car. 

Los Angeles Railway Shops — Sanitary Wash Basins Supplied 
in Each Shop Department. 



£-J;^ 167- — + i5i'- — f — «f i^i£=^~'^S — \ 

Los Angeles Railway Shops — Plan, End and Side Elevations 
of Standard Motor Truck. 

Each car has two W'eslinsbouse type-M circuit-breaker.'; 
with only one transferable handle. The use of one handle 
avoids any possibility of blundering on the part of the car 
crew, since the niotorman. in transferring from one end of the 
car to tlie other, must necessarily open the breaker at the 

end he is leaving before he can withdraw the handle to carry 
it ahead. 

The electrical control wiring is all carried in an 8 by 10 
inch iiine box covered with wateri)roof paint and strapped to 
the floor. This box extends along under the side seats, as 
shown in the cross section of the car body, and serves to 
protect the wires from the wheel-throw. The controller leads 
are all taken through a metal base to the main leads in the 
cable box below, thus doing away with the usual controller 
connection board, and iiermitting all the joints to be soldered 
and in'orected in the box below. 

The lamps for illuminating the car are grouped in five 
four-lamp cluster.s, wired in series with the headlight, so that 
no extra resistance is required. There is also an extra circuit 
to be used in the event of damage to the headlight circuit. 

This type of car with the equipment described weighs 
complete when ready to run 32,100 pounds, the body weighing 
ia..'iilO ])ounds. 


Discussion Upon Action to be Taken by Public Utilities Asso- 
ciations with Reference to the New Law. 

At a special meeting of the Empire State Gas and Elec- 
tric Association, held at the Hotel Champlain, Bluff Point. 
N. Y., on June 27, immediately following the annual meeting 
of the Street Railway Association of the State of New York, 
held at the same place on the two preceding days, an in- 
structive discussion took jjlace as to action that it may be 
desirable for the various public utilities associations of the 
state to take with reference to the public utilities act passed 
by the state legislature, and which went into effect on July 1. 
The following is an abstract of the discussion: 

Chairman Thaddeus R. Beal (Poughkeepsie) called the 
meeting to order and said: It might be appropriate, for 
the information of some of you gentlemen who were not 
at the last meeting, and who are not members of the asso- 
ciation, to state the reasons for having a special meeting of 
the association at this time and this place. When the public 
utilities bill became an assured fact it was felt that inasmuch 
as the Street Railway association and the gas and electric 
industries, as rejjresented by the Empire State Association. 
were put in pretty much the same class as far as regulation 
was concerned, there might be worked out some scheme of 
co-o|jeration between them. The Street Railway association 
invited our executive committee to attend its convention held 
here during the last two days. I was not here and am not 
familiar with all that was done, but I think there is a i)retty 
general feeling that some scheme of co-operation between 
the two associations might be and ought to be worked out. 

Chairman Beal introduced Mr. J. X. Shannahan, ex-presi- 
dent of the Street Railway Association of the State of Xew 

Mr. Shannahan — When I wrote Mr. Palmer, the president 
of your association, inviting the executive committee of your 
association to be the guests of the Street Railway association 
of this state at its annual meeting just closed at this hotel. I 
hardly could hope that he would call a general meeting of 
your association at this time. Had I had any idea that that 
would be the result. I should have taken the liberty of urging 
upon him that your meeting be called lor the same dates as 
the meeting of the Street Railway association. There are a 
number of questions which might proi)erly come before such 
a meeting. The first one that occurs to me has been in the 
mind of all street railway men in this state since January 1. 
namely, the questions, the changes, which are necessarily 
brought up by the radical and drastic provisions of the new 
luiblic utilities act. which, so far as it relates to the railways, 
steam and electric, changes the entire existing law. As a 
consequence of that act a condition is created which must 
com|)el all ]niblic utility companies to get closely together. It 
creates a comnuinity of interest, and it seems to me that both 
associations should seriously consider a closer relationship. 
That question is a very serious one. Our own association 
hi; been in existence a long time. This has been our twenty- 
fifth annual meeting, and I suppose in the minds of a good 
maiiv of the members, especially the older members, there 
would be grave doubt as- to the wisdom of our giving uj) our 
idoutitv by merging with other public utility companies. On 
the other hand, there would be very many advantages in 
doing so. While 1 am not oflicially connected with the Street 
Railway association — that is. I am not an officer for the en- 



Vol. XVIII, No. 1. 

suing year, and owing to my removal from the state of New 
York I will be obliged to sever my connection with that 
association the first of July — nevertheless. I believe that this 
subject will come before that association at its first quarterly 
meeting, the question of a closer relationship with your body, 
and my impression is that there will be a committee appointed 
to consider that matter, jjossibly inviting co-operation, or 
urging upon you the advisability of the ai)pointnient of a 
similar committee from your association to meet with them. 
I think it is a question which you should seriously consider. 
Would it not be possible to organize an association of all the 
public utility comjianies in this state, somewhat along the 
lines of the American Street and Interurban Railway Asso- 
ciation, with branches? 

Chairman Heal — It seems to me the situation is that the 
state, having for i)urposes of economy and for better ad- 
ministration, and because the industries overlapjied. thought 
it best to combine the street railway and the gas and elec- 
tricity commissions, we had better combine our associations, 
because in our work we could more efficiently administer one 
association and effect economies, because our questions over- 

Arthur Williams (Yonkers Electric Light Company! — 
There has been lately a movement which has met with some 
success to bring the national bodies in touch with one another. 
not in the nature of amalgamation, but to have a ijoint of 
contact in the formation of public policy committees; and 
recently the street railway association and the electric light 
association have ajiiioiuted a committee on two points of con- 
tact, and I understand that other interests are very enthusias- 
tic along the same lines, and that the .gas interests, through 
their association, have either done something already or are 
contemplating it. so as to bring those four .great bodies prac- 
tically together and unite them for work which is of a com- 
mon nature, such as work of publicity, meeting and consider- 
ing adverse and unfair legislation, and considering those 
standards of morality for the conduct of corporations which 
best conform to enlightened public sentiment. Now. whether 
in the state associations the various utility comi)anies could 
be consolidated. I do not know. There are problems that 
are common to all and there are problems that are not 
common to all. but are peculiar to each. Personally it seems 
to me that the plan which the national bodies are contemjjlat- 
ing. that of maintaining their separate identity for the purpose 
of developing and specializin.g their own seimrate fields, and 
then merging on points of common interest, is perhaps the 
best. There is a large amount of work which is of equal im- 
portance to all. 

Public Utilities Law. 

Chairman Beal — It has been suggested that we take up 
a question we are all very much interested in. and that is a 
discussion of the public utilities law. 

W. W. Freeman (Brooklyn Edison Company) — We have 
been operating under a commission for a year or more past. 
I think it is safe to say, without entire satisfaction to all of 
the companies. I think we can start out in connection with 
the present commission with the distinct idea that the dis- 
position of the commission will be restrictive throughout. If 
investigations are to be made as to prices we have got to meet 
the situation that the commission will decide against us on 
every debated question. If applications are made for the issue 
of securities, our applications will be granted only if we are 
within our rights in the law and can enforce those rights in 
the event of refusal. I do not quite share the optimistic 
view in respect to the commission that some hold. My ex- 
perience with the i)resent commission and my expectations 
with the new commission are that we will only get what they 
are required under the law to give us. Now. it seems to me. 
that being the case, we ought to be in a position to point out 
very decidedly, and with a strong front, the inequalities that 
arise through the operation of the law. We asked for amend- 
ments. They were not granted. All of us believe that the 
present law is unnecessarily drastic and that the companies 
should be allowed privileges which they will not enjoy as the 
law stands at present. It has been intimated very strongly 
that the law will, in its operation, indicate amendments that 
should be ado))ted in fairness to the corajjanies. and we have 
been invited, as I take it, to point out certain features of the 
law that can with justice to all concerned be amended by 
later sessions of the legislature to bring into effect what it is 
claimed is desired, simply a proper control of utilities, with 
no unnecessary hardships upon the companies. I think it 
would be very helpful if this association could secure, through 
its members, a complete record of every transaction that goes 
through the commission, and then at the close of the year, or 
such period as will meet the question properly, with all these 
data before us. we would be in a position to go to the legis- 
lature and say: "Such and such is what you claim will be 
the result of the operation of this law. These are the facts, 
these are the disadvantages under whioh we have been 

operating, these are the hardships that we have had to con- 
tend against." and ask for relief that is reasonable, but relief, 
that would be called for in such a way that it could not be 
reasonably resisted. It seems to me that perhajis at the 
present time, in viewing the outlook as we can fairly, that 
is the most we can hope for. If we ask for what we are 
clearly entitled to. what cannot be denied, we are likely to get 
it. If we ask for more we are likely to be trimmed down to 
that point. The best way. perhaps, to avoid the most drastic 
action on the question of rates is to look after our own 
fences in our own communities. That is perhaps the best 
way to avoid action in that re.gard. and keep ourselves thor- 
oughly jjosted on what is done, and prepare ourselves by this 
means to argue for the relief that we ought to get as the 
result of the operation of the law for the first vear. 

J. M. Wakeman — I was very much interested in what .\Ir. 
Freeman said in regard to the various companies reporting 
applications and the action or inaction of the commission. 
It seemed like a very effective way of getting valuable informa- 
tion on the commission and on the restrictions and hardships 
imposed, and there is very decided advantage in the utilities 
associations getting together, I would like to make a su.g- 
gestion, if it meets with the approval of the members here, 
and that is that a public utilities state committee be appointed, 
composed of one or more representatives from each of the New 
York state public utilities associations, such as this one. and 
that those reports be sent to that committee, and that the 
annual rei)ort of the conmiittee be read at the annual meeting 
of each of the associations. In that way the electric light, 
gas and street railway reports would all center in that one 
committee, and that annual report would be of interest to each 
of the state associations when they met the following year, 
to see what had been done during the year. If such a com- 
mittee could be formed it would only mean one or two mem- 
bers from each association attending the meetings of that 
committee, and then making their report to the association. 

Mr. Freeman — What my thought was was to get a Hue 
on the commission as to the time required to act on specific 
applications and how it transacted its business. That would 
have to be obtained, I think, through the records, and then 1 
think that, having a personal interest in each case, that would 
helj) the person reporting to jioint out any features of the 
application or of the action on the application which would 
have a special bearing upon our desire to learn how efficiently 
the commission acted and how fairly it acted along all lines. 
That could only be brought out through the report made by 
the individual company that was particularly in mind when 
making the report, the very points we want to get at. Now. 1 
think the present commission has acted in a manner that has 
been very restrictive and very dilatory in many applications, 
and has only granted a|)i;lications that were of a kind where 
their action could only be one way. after unreasonable and 
inexcusable delays. I think that, now the challenge has prac- 
tically been thrown out to us to show wherein this law is 
operating unfairly and in an unwarranted way. we ought to 
get together all the facts and .get our ammunition in such 
shape that we can utilize it in our interests. I think that the 
basis of the information must be the report of the individual 
companies drawn up in such shape as to give the ver.v matter 
we want to know, and in the most incisive way. 

.Mr, Macdonald — I want to second Mr, Wakeman's sugges- 
tion, and with his iiermission I would amend it so that it would 
be a committee of about six from this association, to confer 
with an equal committee from the street railway association, 
and all the information suggested by Mr. Freeman could be 
obtained by that joint committee. 

Mr. Wakeman — Then I will restate the motion, that this 
meeting refer to the executive committee of this association 
for consideration and action the appointment of a iniblic 
utilities state committee composed of representatives from 
this association, to collect information relative to the action 
of the public utilities conmiission in regard to applications 
made to it during the year, and suggest to the executive com- 
mittee of the Street Railway Association of New York that 
they also appoint such a committee; that those two commit- 
tees shall meet jointly and make a report which shall be 
read by the secretary of each association at the annual meet- 
ing of the associations; that the committee consist of three 
members from each of the associations, the secretary of each 
association being a member ex-officio, the secretaries to 
obtain the information presented to the committee, and the 
secretaries to make a report to the respective associations 
at their annual meetings. 

The motion was carried. 

Coal oil or water, states Copper and Brass, is the best 
lubricant to use in the machine working of aluminum. Water 
is just as good for this purpose as coal oil, if used in sufficient 

July 6, 1907 




The Illinois Traction Company of Champaign, 111., has 
recently purchased 40 acres of land just east of the city limits 
of Decatur, 111., on which to erect a number of new sho|) 
buildings. Through the courtesy of L. E. Fischer, general 
manager, and VV. H. Lienesch, architectural engineer, we are 
able to present several of the latest plans of the new build- 
ings. Decatur is located very nearly in the center of the 
system and the new buildings, which are located on the new 
Decatur-Champaign line, will be used as the main shops, ma- 
chine, paint and carpenter, and all interuiijan cars will be 
repaired here. A branch line will be built to the Decatur- 
Bloomington division, so that cars can be brought to the 
shops from the northern division for repairs without passing 
through the streets of Decatur. The buildings to be erected. 

Decatur Shops, Illinois Traction System — Floor Plan of Car 
House and Repair Shop. 

as shown hi the accompanying layout, include: A main shop, 
252 by 300 feet; permanent storehouse. 125 by 200 feet: lum- 
ber house, 40 by 100 feet; oil house, 40 by 50 feet, and heater 
house, 43 by 60 feet. A temporary steel storehouse, 100 b,,' 
160 feet, with roof and sides of corrugated iron, has already 
been erected, and will be used as a distributing point for 
stores for the entire system until the permanent storehouse 
is completed, when the building will be used as a car house. 
Contracts for the steel work on the other buildings have been 
let to the Decatur Bridge Company. 

We present herewith a plan and sectional views of the 
main repair shops. The part of the building that will be 
erected this year is 156 by 300 feet; the remainder of the 
building will be erected next year. This building will contain 
car storage si)ace, offices, armature and wheel rooms, and 
blacksmith, woodworking, machine, varnish and paint shops, 
arranged as shown in the plan view. The southeast corner 
of the building, containing the offices, will be 67 feet high, 
with two stories. The remainder will be 32 feet higli. The 

sho)) building will be of brick and steel frame construction, 
with concrete floors. The saw-tooth roof will be standai-d 
asbestos roofing manufactured by the H. W. Johns-Manville 
Company. The woodwork under the roof will be treated with 
one coat of white fireiiroof paint, which, in conjunction with 
the white asbestos roofing, is expected to insure perfect light- 

O/t. Mouse /y£'/9r£-iip/fous£r^ 

\^kso- " -fj-^ep- ?!,_,.„ Pmi-^rr Lmc-^ 

Cecatur Shops, Illinois Traction System — General Layout of 
Shops and Yards. 

ing. The steel framework will be painted black and it is 
exi)ected that the contrast between the steel framing and 
the roof framing will give a very pleasing effect. 

There will be 13 tracks entering the building, eight of 
which will be equipped with inspection pits, which have not 
yet been detailed, but which will be designed along entirely 
new lines, so as to make the construction as convenient as 

73 r^-z/^^S^B." 

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Decatur Shops, Illinois Traction System — Sectional Views of 
Repair Shop. 

possible for the workmen. The entire machine shop side of 
the building, that is, the portion including the armature de- 
partment, wheel department, and end of machine shop, will 
be commanded by a 15-ton crane, spanning the 60-foot bay 
and running from office to blacksmith shop wall. This build- 
ing is expected to be completed ready for occupation by fall. 
The 1 ermr.ncnt storehouse, which i- abo to be built this 



Vol. XVIII. No. 1. 

.vear. will be a brick and steel structure of the slow com- 
bustion type. Tlie oil house and heater house will be strictly 
fireproof brick and steel structures, with concrete floors and 
roof. The storage of sand, coke and coal will be taken care 
of in the heater house. The lumber shed will be simply a 
Kieel canopy without sides. These smaller buildinss have 
not yet been designed. 

A part of the 40 acres purchased by the company will be 
set apart for dwelling houses for employes. The company 
will sell the land to its employes on easy terms and will aid 
them in building the houses. By this means it expects to 
obtain a better class of men to work in the shops. 


liV .1. E. (U.IIK. 

In 1904 the residents of West Seattle, Wash., were seized 
with the idea that a street railway system owned and con- 
trolled by the municii)ality w^ould be a great thing. Funds 
were api)ropriated and a contract let for the building of li/4 
miles of track. The contract price was $18,000, but when 
ready for service and equipped with two cars, the line had 
cost 123,000. A power station was erected and filled with 
second-hand machinery. The two cars were single-truck. 
Hammond tyi)e affairs, bought from the scrap pile of the 
United Railroads of San Francisco. 

Although the "system" looked very well on paper, the 
service was poor, repairs had to be nrade continually and 
the people who supplied the money for the experiment looked 
in vain for a reduction of taxes by reason of dividends. 

The officials of West Seattle did their best to keep up 
the illusion that the municipally owned railway was a suc- 
cess, by a system of reports which showed the receipts of 
the road, but not the expenses for repairs. For one entire 
year the "profits" of the road amounted to only 84 cents a 
day. For 1906 the reports showed a slight increase in 
"profits." but the showing on the right side of the ledger was 
not enough to overcome the bills for repair.s. 

It cost the taxpayers of West Seattle $24 a day to oper- 
ate the line and to furnish street lights along the route, but 
even with this small daily outlay the line was not a success. 
There were no "high salaried officers" to be paid, but about 
all of the daily revenue was required to keep the line in 

During the last six months of municipal ow^nership the 
taxpayers became very much dissatisfied with the system. 
A survey showed that in order to be of reasonable service 
the line would have to be entirely rebuilt, as the old cars and 
machinery were really unfit for use. Several public meet- 
ings were held and it was deemed inexpedient to continue 
the experiment further and spend a considerable amount of 
money replacing worn out cars and dynamos. It followed 
that the question of disposing of the system was discussed 
and finally jiut to a vote about the middle of February, 1907. 
The proposition to quit municipal ownership was carried by 
a large majority. 

The Seattle Electric Company, which operates the trac- 
tion lines in Seattle and adjacent territory, bought Uie West 
Seattle "system" and a franchise for $30,000. General satis- 
faction was expressed by the taxpayers when the deal was 
consummated and the town was at last rid of its white 
elephant. For 30 months the people of West Seattle had 
worried along with poor service in hojjes that municipal 
ownershij) would be made to pay, but when they finally 
realized the hopelessness of continuing the struggle they sur- 
rendered gracefully and admitted that the venture was not 


As soon as the West Seattle "system" passed into the 
hands of the Seattle Electric Company, alterations, repairs 
and extensions were made. The town now has a much better 
service than it had before and the patrons of the line are 
getting value for their money spent in fares. 

•Abstract of article in Public Service. 


The Atlantic City & Shore Railroad is a high-speed line 
extending from the Boardwalk at Atlantic City, via Pleasani- 
ville. to Somers Point on Great Egg Harbor bay, from which 
terminus passengers may reach Ocean City by ferry. The 
line makes a detour to avoid the lake and salt marsh region 
which lies between the mainland and the islands on which 
Atlantic City and Ocean City are located. In Atlantic City 
the company operates a 2-mile loop, known as the Central 
Passenger Railway. On this loop a local business is done 
with small city cars, equipped with GE-800, GE-G2 and West- 
inghouse 12A motors. The route terminating at the Steel 
Pier on Virginia avenue is used by the through cars between 
Atlantic City and Somers Point. These cars have seats fop 
•'i2 persons. Each car is equiiiped with four GE-S7 motors of tJO 
horsepower each, and fitted with both trolley poles and third- 
rail contact shoes. The etiuiijment is designed for multiple- 
unit control. 


After leaving the tracks of the Central Passenger Rail- 
way these cars operate over a private right of way to the 
Beach thoroughfare, which is crossed on a drawbridge. A 
viaduct over the steam lines of the Pennsylvania and Read- 


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Ocecn City Extsnsicn — Hydraulic Fill Across Meadows — 
Scale Distorted. 

ing railroads and the West Jersey & Seashore third-rail line 
to Meadows Tower is next crossed. Between Meadows Tower 
and Pleasantville the route is by the third-rail line of the 
West Jersey & Seashore Railroad. From Pleasantville to 
Somers Point the roadbed is a reconstructed single-track steam 
road. This has been double-tracked with 85-pound rails and 
provided with catenary overhead construction. 

An extension of the line is now under construction from 
Somers Point to Ocean City. When this is completed the two 
popular summer resort cities. Atlantic City and Ocean City, 
will be connected by a high-speed route for electric cars. 
At Somers Point the company is now spending $2.50.000 in 
building a park, which will be a strong incentive to travel. 

The new line across Great Egg Harbor is being built 
under the name of the Atlantic City & Ocean City Railroad. 
The distance from Somers Point to the proposed terminal at 
the Pennsylvania station in Ocean City Is two miles. For 
about one and a quarter miles of this distance the rails will 
be laid on trestle work and for three-quarters of a mile on a 
fill of unique construction. The trestle is single-tracked, but 
a 1,000-foot passing siding will be laid on one of the islands 

As shown on the accomi)anying map, the line crosses four 
islands and five channels. The two main channels between 
Somers Point and Island No. 1, and between Ocean City and 
Island No. 4, will be spanned by trestle work and steel draw- 
bridges. In addition to the drawbridges the line will have one 
fixed span in the Rainbow channel. 

Trestle Work. 

Steam railroad standards are being maintained in all of 
the construction work, and the trestle is an example of 
substantial engineering practice for work of this kind. In 

July 6. 1907. 



Ocean City Extension — Deck Girder Drawbridge. 

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Ocean City Extension — Details of Standard Pile Trestles. 

Ocean City Extension — Type of Plate Girder Drawbridge. 

Ocean City Extension — Through Girder Drawbridge, Opened. 



Vol. XVIII. Xo. 1. 


Ocecn City Extension — Map of Extension and Profile Showing Fills and Trestles. 


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Ocean City Extension — Plan and Section Showing Detail Arrangement of Pivot and Rest Piers. 


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Ocean City Extension — Connection Between Steel and Wooden Stringers 

July 6, 1907. 



many places the engineers found solid bottom with a good 
deal of difficulty. The creosoted piles forming the trestle 
bents vary in length from 4.5 to 7(1 feet. Accomiianying en- 
gravings showing the standard trestle bents, which are 14 
feet apart on centers, indicate very clearly the type of con- 
struction adopted. 

The trolley poles, which are of octagonal shape, are bolted 
to the piles and strapped to the cross timbers at every eighth 
bent, as indicated in one of the accompanying engravings. 
It will be noted that a refuge bay is built every 200 feet. 
The trestle work is being built by Armstrong & Latta of 
Philadelphia. The piles for this work, about 2,100 in number, 
constituted one of the largest orders ever supplied by the 
Norfolk (Va.) Creosoting Company. The piles were sunk 
with an ordinary hammer and a steam pile driver. 


The embankment over each of the four islands is made, 
as shown in the engravings, of beach sand pumped from the 
bottom of the harbor by a hydraulic dredge. This embankment 
is 200 and 300 feet wide at the base, the roadbed at grade 
being 50 feet. The hydraulic dredging work is being done 
by N. Risley & Sons. 


As previously mentioned, there will be two steel draw- 
bridges. These will provide two 40-foot and .30-foot channel 

c5ec//'o/7 //iroui/// i. eoter 

^ Top Of her 

Ocean City Extension — Section Through Plate Girder Draw- 
bridge at Pivot. 

openings, respectively, and the length of draw will be 112 feet 
and 92 feet, respectively. The bridges are being built by the 
Penn Bridge Company of Beaver Falls, Pa., and are of heavy 
plate girder construction, swinging on concrete pivot piers 1.5 
feet in diameter, sui)i)orted by wooden piles capped with con- 
crete, as shown in the accompanying engraving. The resting 
base for the concrete portion of the pier is in sand and gravel. 
The only other bridge on the line is one fixed span in Rain- 
bow channel over a 20-foot clear opening. 

Operation Features. 

The new line will be in operation during the present 
season. Current for the extension will be supplied from a 
substation at Somers Point. The present schedule from At- 
lantic City to Somers Point is about 3.5 minutes, and when 
the work is completed the oi)erating department expects to 
carry passengers from the Boardwalk, Atlantic City, to the 
Boardwalk in Ocean City, in about 40 minutes. The opera- 
tion of the line is in charge of S. S. Neff, superintendent, who 
has been prominently identified with engineering and operat- 
ing problems on steam and electric roads for more than 20 
years, and whose experience as superintendent of the I^nion 
Elevated Railroad in Chicago, and as consulting engineer of 
the Boston Elevated Railroad, gives the Atlantic City road a 
resourceful operating official. 

It has for some time been understood that it is the 

ultimate intention to extend the line to Cape May, and it is 
])robable that the construction of the Atlantic City & Ocean 
City Railroad is but the beginning of a comprehensive scheme 
of development for this interesting jiroperty. The construc- 
tion of the extension is in direct charge of R. I. D. Ashbridge. 
chief engineer, with headquarters at Somers Point. The de- 
signing engineers and general contractors were Stem & Sil- 
verman, Inc., Philadelphia. 


liV .s. K. sTOHEli, NIAliAU.V I.OCKPORT .1 O.NT.\B10 I'OWKR CO.M l'.\.NV. 

In a iiai)fr presented before you last year on the "Sale 
and Measurement of Electric Power." the writer outlined a 
system of charging that he believed to be based on equity, 
and which was developed only after a careful study of the 
factors entering into the cost of power at the switchboard and 
of those iiertaining to its wholesale and retail distribution. 
Since that time a more extended oi)|)ortunity has been given 
for its study and adajjtation to varied types of jiower idants, 
at the same time affording opijortunity for criticism by those 
interested in the making of iiower contracts. In general the 
criticism has amounted to unqualified condemnation of the 
contract, as submitted by the Niagara Lockport & Ontario 
Power Company, on its first reading by a iirospective user of 
power: to be followed a little later by the reluctant admission 
that perhaps it was not entirely one-sided after all. Almost 
invariably the final judgment has been a complete approval 
of the system in so far as its intent and results under it are 
concerned, but the statement has frequently been made under 
.just such circumstances that there was much room for im- 
])rovement in the way in which it was expressed in the con- 
tract. This iioint has been well taken and recently a new con- 
tract form has been prepared in which, it is believed, many 
changes for the better have been made along those lines 
without in any way affecting the intent of the contract. 

Recognizing the Load Factor. 

Pi'actically every large power company is today embody- 
ing in some form in its contracts the agreement that the iirice 
at which power is sold shall be dependent on the load factor. 
In a number of such contracts the question of measurement 
of the maximum demand is left entirely open — thus avoiding, 
for the time being, any vexatious disputes about peak loads. 
All this tends to simplifying the contract very greatly, but it 
will be found that the disputes will come sooner or later, and. 
realizing that fact, the writer has taken the ground that all 
disputes or possible misunderstandings should be thoroughly 
settled previous to the execution of any power contract. 

It is to be regretted that many delays in delivery of ap- 
paratus and line material have so far postponed the supply 
of power by the Niagara Lockport & Ontario Power Company 
to its numerous customers that no adequate idea can be given 
at present as to the general working of the system. To the 
few consumers, however, who are now being supplied, it seems 
to be entirely satisfactory. 

Peak Loads. 

As might be expected, considerable difficulty has been 
experienced in getting a meter that will successfully measure 
a 1-minute peak load. But this is only another example of 
the delays incident to the development of new instruments 
under existing manufacturing conditions. Such an instru- 
ment is entirely feasible, and will certainly be on the market 
very shortly, regardless of delay and difficulties experienced 
in the past. 

The question is often asked as to why so short a time as 
one minute should have been selected in the determination of 
maximum demands, but such questions are nearly always 
inompted by the desire of a prospective buyer to get just 
as much for as little as he can. One way of answering the 
question is by asking another one. i. e.. why should so long a 
time have been selected? As a matter of exact justice there 
is no reason why power sold on a maximum demand basis 
should not be charged on the true maximum demand, whether 
it lasted cue second, or an hour, or a day. Where power is 
sold on a kilowatt-hour basis, the consumer might just as well 
ask for an agreement whereby the kilowatt-hour should be 
calculated on the basis of 70 kilowatt-minutes as to ask that 
a maximum demand should not be deemed to have occurred 
unless it had lasted for several minutes. 

Some power com|ianies avoid disputes over duration of 
peak loads in determining the maximum demand by incorpo- 
rating in their contract form an oi)tional use of 1-second 
jieaks. 1-minute. 3-minute or .5-minute peaks, with a different 

•Paper pitsenteil at ttie annual meeting of the Street Railway 
.■Vssofiatloii of the State of New York. June 25-26, 1907. 



Vol. XVIir. No. 1. 

rate per horsepower per year for each case. This use is, 
however, optional only with the power company. This is 
exactly in accordance with a statement made by the writer in 
the discussion following the presentation of papers on power 
matters last year, in answer to a criticism offered at that time, 
that is. a longer period than one minute for the power in order 
that a proper revenue might lie realized by power company. 

It is also noticed that the hi.eihest maximum in the month 
is used in many places, rather than the average of the daily 
maxima, as the amount to be charged for. This also tends 
to simplify matters, but to the writer it does not seem to 
give an accurate or an equitable basis for charging. Of 
course, it may be equalized to a certain extent by the price, 
but it could not be made to apply alike to all classes of con- 
sumers, at a uniform schedule of prices, without working an 
in.iustice to some. 

The better method seems to be to set aside an amount of 
|)ower for each consumer, that may be termed "firm" power or 
"reserved" power, which fairly represents the ordinary daily 
requirements; and to permit demands in excess of this 
amount within specified limits, to be charged for only on the 
days on which they occur. In other words, it is much more 
equitable to charge for the of the daily maximum 
demands for a given month than to make the single extreme 
in the month the basis of such charge. 

In conclusion it may be said that the movement for a 
fair and consistent way in which to supply electricity for all 
kinds of purposes has reached sucli a proportion as to make 
it almost a certainty that within a comparatively short time 
it will be possible for any consumer, no matter what his 
needs, to obtain whatever he may require on such terms as to 
put him on an equality w-ith all other consumers. And such an 
equality can never be obtained by the use of a straight kilo- 
watt-hour charge, but only by the combined use of a kilowatt- 
hour charge and a maximum demand or service charge. 


Mayor Reyburn of Philadelphia signed the new Philadel- 
phia Rapid Transit Company ordinance on July 1. The con- 
tract between the city and the company was also executed, 
so that the ordinance became effective on the same day. At 
the meeting of city councils, William H. Carpenter, president 
of the Union National Rank, and Clarence Wolf of Wolf 
Brothers & Co. were elected to represent the city on the 
board of directors. The mayor also becomes a director. 
Stockholders will hold a special meeting on July IS to ratify 
the contract. The main provisions of the ordinance are as 

Fifty-year profit-sharing contract, dating from July 1, 
1907, between city and comiiany, to supersede and cancel all 
existing contracts, agreements and bonds between them or 
between the city and the snbsidiary companies. 

Company required to establish a sinking fund for retire- 
ment of its capital stock of $3U,(M)0,000 at the end of 50 years. 

Company required within 30 days to call in its unpaid 
capital stock by $.").iiO instalments so that the whole amount 
shall be paid up by December 31, 190S. Whole amount 
thereof to be expended upon completion of present projects 
and further improvements and betterments. 

City May Purchase In 50 Years, 

City reserves right to purchase all of the property, etc., 
of the company, subject to all indebtedness now existing or 
hereafter lawfully created, upon July 1, 19.57, or upon any 
July 1 thereafter, by serving six months' notice, on payment 
of an amount equal to jiar for its capital stock of $30,000,000, 
plus any additional capital stock issued with the consent 
of the city. 

These rights of the city are assignable and may be sold 
at imblic auction to the highest bidder therefor. 

The ordinance entitled "An ordinance to regulate pas- 
senger railways," approved Jul.v 7, 1S.")7, all supplements 
thereto and all other ordinances and parts of ordinances and 
all contracts inconsistent with the contract are repealed, can- 
celed and annulled, but the city retains the right to make 
all rules and regulations relating to tlie operation and man- 
agement of the company's lines necessary for public health 
and safety. 

In lieu of car licenses and iiaving streets, etc., the com- 
pany is required to pay to the city the following fixed annual 
charges in equal monthly instalments: During the first full 
term of 10 years next succeeding the date of contract, $.500,000 
a year: next 10 years, $350,000; third full term of 10 years, 
$000,000 each year; fourth full term of 10 years, $650,000 each 
year; and fifth »ull term of 10 years, $700,000 each year. For 
paving of streets hereafter occuiiied by track extensions the 

company is charged a further fixed amount annually based 
on a scale of a stated sum per square yard according to the 
character of paving. 

Nothing in the contract is to make the city liable for 
any of the debts, obligations or liabilities of the company. 

Broad street subway franchise is canceled. Frankford 
elevated franchise confirmed and time for construction ex- 
tended for three years from Jime 1, 1907. 

Sinking Fund Property of City. 

When the sinking fund reaches $5,000,000 the company 
is required to pay the money to the city treasury, and the 
same is thereujwn to become the absolute property of the 

Company is prohibited from assuming further leases, 
obligations or guarantees, or parting with any of its stocks, 
leaseholds or franchises without consent of the city. 

Councils may determine uiion routes of new surface, 
elevated or subway lines, and it company fails to accept same 
within 90 days the city may offer the franchises to those who 
will undertake them. 

The mayor and two citizens of Philadelphia, to be chosen 
from time to time by councils to serve for four >ears and 
until their successors are elected, without incurring any lia- 
bility as directors, to be directors of the company. 

The city to receive one-half of all dividends paid by the 
company in excess of 6 per cent per annum on the actual 
amount of capital paid into the company's treasury. 

City comptroller to have access to company's books, 
accounts and vouchers to verify its financial statements by 
examination and report the result to councils. 

Company prohibited from further increasing its capital 
stock or funded indebtedness without consent of councils. 

All certificates of stock and leases held by the company 
to be stamped across the face that they are held subject to 
the terms of the contract. 

The company has voluntarily waived its rights to lay 
tracks on Broad street on condition that the privilege shall 
not be granted to any other corporation. 


The report of a meeting of the executive committee of 
the American Street and Interurban Railway Manufacturers' 
Association, held in the Engineering Societies building, New- 
York, on June 28, has been received from George Keegan, 
the secretary. 

The resignation of C. C. Peirce (General Electric Com- 
pany) as chairman of the entertainment committee was ac- 
cepted, and he was made executive committee member in 
charge of entertainment. A. L. Whipple (Curtain Supply 
Company! was appointed chairman of the entertainment com- 
mittee to report to the executive committee through Mr. 
Peirce, executive committeeman in charge of entertainment. 

Mr. Peirce, as chairman of the badge committee, sub- 
mitted a number of designs of badges and one of the badges 
submitted was accepted. The chairman of the badge com- 
mittee was authorized to make the necessary arrangements 
and purchase the required number of badges at a cost not to 
exceed $1,400. 

An informal discussion was had concerning some of the 
difficulties encountered by the suppl.v men at Atlantic Cit.v 
and the contract entered into by this association was read 
and discussed. It was not clear to a number of members 
that the contract was specific enough in reference to the 
control of the exhibits. Inasmuch as some of the exhibitors 
during the last convention were in doubt as to who was in 
control of the exhibits, it was the opinion of the committee 
that there should be a definite understanding to the effect 
that the exhibits were absolutely in the control of the execu- 
tive committee. There was also some contention regarding 
hotel arrangements and a committee was aiipointed with 
instructions to go to Atlantic City and have a definite under- 
standing regarding these various matters. The motion also 
provided that all expenses of this committee were to be borne 
by the association. 

It was decided to change the membership api)lications 
issued hereaiter so 'that on the face of the apjilication blank 
the applicant would have to agree to abide by the constitution 
and by-laws of the Manufacturers' association. 

July C, 1907. 




KY W. I,. MOKRIS, M. E. 

The artesian well is very seldom found within the power 
station, though there is no reason why it should not be, and 
there are many good reasons why it should be in the main 
building, as the cost of the pump house would be dispensed 
with. Further, being in a high-roofed room it would be very 
easy to remove the pump rods from the casing or raise 
the casing itself it necessary. The reason that artesian wells 
are generally located in separate buildings is that designs 
for the power house are completed, decided upon and work 
on the power house started before work on the deej) well is 
undertaken. If a deep well and its drive head are to be 
located in the main building, it is necessary to decide this 
point long before work is started on the buildings in order 
that the well drillers may complete their work and remove 
their drilling derrick before work on the buildings is started. 

In order to avoid having the well interfere with the loca- 
tion of some other machinery, it is absolutely necessary that 
its location be very carefully considered before the well drill- 
ing is started. Such is, however, not the general method of 
doing things. 

In most cases the well is not located and the contract 
is not let until the water is absolutely needed. It is because 
of the order of doing things that the artesian well is located 
outside the power house, not that it is not wanted inside, but 
simply because it would seriously delay the construction work. 
When drilling a well a steam line should be run from the 
power house to the driller's outfit, rather than rely upon 
the small vertical boiler of the latter's apparatus. Much time 
and money can be thus saved by avoiding delays, etc. 

Unless an artesian well has previously been drilled in 
the chosen locality, little information will be obtainable to 
guide in determining what difficulties will be met in drilling 
or what the capacity of the well will be. Drilling for water 
is much the same as drilling for oil. Both quality and quan- 
tity are unknown. An abundance of water may be had at 
one elevation and by going deeper a different kind of water 
and a different quantity may result. Ordinarily the water 
closer to the surface, say at a depth of 50 to 100 feet, would 
contain a large amount of lime or magnesia. Generally the 
best water is obtained after drilling through rock. If satis- 
factory water, but in an insufficient quantity, is obtained 
close to the surface, requiring a very short lift, it is far 
better practice to sink another well a considerable distance 
from the latter, say 1,000 feet or so, and drill the second 
well deeper with the hope of securing a greater quantity. 
The adage, "A bird in the hand is worth two in the bush," 
applies most forcibly when drilling for good water of suffi- 
cient quantity. Thus the second well may not strike the 
same vein as the first and can be run deeper as an experi- 

Two wells are in any case more reliable than one, there 
being a partial su])]ily if one is out of service. If one well is 
to suj)ply all the water it will be necessary to use a larger 
casing pipe, the capacity of which may be so great that the 
surface of the water outside the casing will be 200 or 300 
feet below the surface of the ground, thus making the pump- 
ing costs and the wear on the pumping machinery excessive. 
Much valuable information is obtainable from those who 
have previously drilled wells in a chosen vicinity, and though 
the cost stated by them may be somewhat higher than can 
be obtained from another contractor, the value of previous 
experiences must be taken into consideration. The value of 
a well is wholly dependent upon what can be taken from it. 

In sinking wells, it is found perfectly practicable to use 
outside connected couplings, when casing is driven through 
the loose earth only. When rock is reached the casing is 
allowed to set upon it and the drilled hole is made the size 
of the bore of the easing pipe, no casing being used through 

the rock unless a great dejith is to be reached. In this 
event the casing pipe is reduced in size and is passed through 
the rock, as shown in Figure 289 (Ll-3). The joints in the 
lower casing are made as shown in detail in this figure. 
The purpose of the casing through the rock is to prevent 
loose pieces of rock from falling into the drilled hole. In 
many instances the rock can be drilled, leaving a clean hole 
without the use of the casing. 

Whenever it is possible to place the pumping cylinder in 
the upper or larger casing, this is done, since it pemjits the 
use of a larger cylinder. To be able to reach water of a 
lower elevation and not to be compelled to reduce tbe work- 
ing cylinder to suit the size of the smaller •casing fiipe, the 
pumi) suction with a strainer at its lower end is; carried 
down a full length of the pipe, about twenty feet. There 
is no danger of this strainer striking the bottom of the well, 
since it is invariably sunk considerably deejier than abso- 
lutely necessary, possibly .50 feet or so below the pump cylin- 
der. How much deeper it is sunk than necessary to obtain 




Figure 289 (L 1-3). 

'ucr/aA/ t^i. y£. 

t — /fi>c/r. 

HiDure 2JD (L 1 

water depends upon the performance of the well and the 
judgment of the well driller, whose judgment is generally 

The pump cylinder Is attached to the drop pipe, as shown 
in Figure 290 (L 1-4), the bore of the cylinder being about 
one-fourth inch less than the bore of the drop pipe, to permit 
removal of the pump piston or foot valve. Cup leather i)ack- 
ings are universally used for these pumps. The drop pipe 
does not rest on its lower end, the pipe being fixed at its 
upper end and left hanging free from this upper support. 
Figure 291 (L 1-5) shows a drop pipe supported from the 
pump head. The cap A is removable to facilitate the removal 
of the sucker rod, piston or valves when necessary without 
disturbing the pipe connections. If the drop pipe is to be 
removed it can be done by disconnecting the bearing H and 
the joint C without unscrewing any pipe work. Ordinarily 
the base of the pump head is fixed at the top of its founda- 
tion and the upper portion is arranged to slide back out of 
the way. The use of a drop pipe is the most approved prac- 
tice for the construction of artesian wells and only in emer- 
gency cases should the locked cylinder be used. 

If a well having an abundant supply of water is fitted 
with a pump of insufficient capacity, there are two methods 
of increasing the capacity of the pump. The stroke may be 
increased or the diameter of the i>ump may be increased. 



Vol. XVIII, No. 1. 

The best method is to increase the stroke. A 16-inch stroke 
I)umi) is ordinarily run at 30 strokes per minute or at a 
plunger speed of 4S0 inches per minute, and a pump with a 
36-inch stroke would ordinarily operate at 20 strokes or 720 
inches per minute, a gain in capacity of 50 per cent. If an 
8-inch casing is used a .").7r>-inch cylinder would be used with a 

drop pipe, and if it is of the 

!j locked form about a 7. 25-inch 

I cylinder would be used, giving 

i? V y^ >» rr«^ about 60 per cent increased 

*■ c a p a c i t y . By increasing the 

stroke as well as the diameter 
the capacity of the pump can be 
increased nearly two and one- 
half times. 

There are numerous types 
of locked cylinders which, if 
they become too securely locked, 
would probably have to stay 
whether or not they leaked be- 
tween the cylinder and the cas- 
ing. Such makeshifts may be 
justified in the case of an emergency, but should be avoided 
in designing new woik. The locked cylinder is lowered into 
the casing and locked or packed to the driven casing, no drop 
pipe being used in this case. The cylinder in this case is 
made as large as can be lowered through the driven casing. 

For power station use motor-driven pumps are far su- 
perior to steam-driven pumps, as they are more economical 
to operate and are in many ways less troublesome. 

Artesian Water to Power House — Class L-3. 
If the artesian well water is the only available water 
for the power house, some means should be provided for a 
double supply. This is necessary not only to make repairs 
but to insure water for operation in case some part of the 
system should give out and require being thrown out of 
service. Figure 292 {L3-1) shows a storage cistern and well 


nv .1. I.. ROSENBERGEK, LL. B., OF THK <Hn AGO B.\R, 

l-iyu.c291 (L 1-5). 




Figure 292 (L 3-1). 




connected to opposite ends of the suction main. If it became 
necessary to shut off the main from the well to the pump 
or from the storage cistern to the pump, it could be done 
without interfering with the other sui)ply. 

A relief valve should be placed in the discharge line 
from the deep-well pump without any valve between it and 
the feed pump. This relief valve would ordinarily protect 
the deep-well pump and permit the excess water to return 
to the well when the storage tank is shut oft from the feed 
pump and the latter necessarily takes water from the deep- 
well pump direct. Provided the storage cistern is sufficiently 
elevated to give the desired head, the low-pressure system 
should be piped as shown, so that its service will not be inter- 
rupted if either the pump or tank should be shut off. If the 
storage cistern is at a low elevation so that the feed pumps 
take water by suction, then one of the feed pumps could 
provide the low-pressure water using the auxiliary feed main 
for the low-pressure supply. 

(To be continued.) 

Motorman Within Scope of Employment Waving to Child. 

VVahl V. St. Louis Transit Company, 101 Southwestern 
Reporter, 1. — The supreme court of Missouri, Division No. 2, 
says that, from allegations amounting to a charge that the 
defendant was operating a car in charge of one of Its motor- 
men upon a public street, it followed that it was the impera- 
tive duty of the motorman to so manage and control the said 
car. of whose motive power he was in charge, as to prevent 
said car Irom running over persons in the street, and the 
allegation that, instead of so doing, the motorman negligently 
left his post, and negligently waved to the plaintiff, who was 
a child of tender years, and incapable, by reason of his youth 
and want of discretion, from understanding his danger of 
being struck by said car, so frightened the jilaintiff as to 
cause him to start to run across said track in front of the 
car, was sufficient to show that the act of the motorman was 
within the scope of his employment. The court thinks that 
a motorman engaged in controlling and operating a public 
conveyance on the public streets of the city has authority to 
do all acts reasonably necessary or incidental to the proper 
discharge of his duties as such motorman, among which is his 
duty to so operate his car as not to injure pedestrians or 
children on the public streets who may assume positions of 
danger, and to warn persons away from places of danger, and, 
if he negligently fails to do so. and thereby pedestrians are 
injured by his car, it is the negligent act of his employer. 

Must Ask Permission to Meet Changes at Bridge. 

Chester Darby & Philadelphia Railway Company and 
others v. Darby Borough, 66 Atlantic Reporter, 357. — The 
supreme court of Pennsylvania says that the plaintiffs, as 
owners and lessees, have a charter right to operate an elec- 
tric railway from the city of Chester to Main street in the 
borough of Darby. The road enters the borough on a county 
bridge ovei a creek, and extends east on Chester avenue to 
Main street. Municipal consent to enter the borough was 
obtained in 1894, subject, among other things, to the provision 
of a general ordinance that the company should not "at any 
time take up or remove any of the tracks or rails laid by it, 
except for renewal or repair, without the consent of the 
council first had and obtained." Consent of the county to 
use the bridge was obtained in 1893, and by agreement the 
track was located at the middle of the bridge. 

In 190-1 a new bridge was built by the county, and the 
borough of Darby agreed with it to pay all damages for 
which it might become liable by reason of the construction- 
and of the widening of the approaches. The new bridge is 
wider than the old one was, and the railway track located 
in the middle thereof does not connect with the track on 
Chester avenue, but is 3 feet 6 inches south of it. The eleva- 
tion of the new bridge is six inches greater than that of 
the old one. 

Without having made any application to the borough 
council for consent to change the location of the track on 
Chester avenue, so as to bring it into alignment with the track 
on the bridge, the plaintiffs attempted to make the change 
at night. This attempt was resisted by the borough authori- 
ties and other citizens, and the plaintiffs' workmen were 
forced to abandon it. This bill was then filed to restrain 
the borough, through its officers and agents, from interfering 
with the change of the track. 

The moving of the track of the railway company to make 
a connection with the track on the bridge would have made 
necessary the tearing up of the surface of the street for a 
distance of 80 feet, and the elevation of the street to the 
height of the floor of the bridge. The time and manner of 
doing thi.-i work, as well as the establishment of a new and 

July 6, 1907. 



permanent street grade, were matters under municipal con- 
trol, and permission should have been asked. Until this had 
been asked and refused, the i)laintiffs had no standing to 
apply tor equitable relief. On this ground the decree dis- 
missing the bill is afflrmed. 

It is not to be understood that the court assents to the 
I)roposition that, if municipal consent to move the tracks is 
refused, the plaintiffs are bound hand and foot, and that the 
grant obtained, for which they paid in full by paving the avenue, 
can be made nugatory by the arbitrary withholding of consent, 
or that a consent given can be burdened with conditions that 
impose further pecuniary obliKations for the right to occupy 
the street. While permission to change should he asked, yet 
it should be promptly granted without any burdensome condi- 

Purchasing Company Not Liable to Holders of Claims. 

Hagemann v. Southern Electric Railroad Company, 10(i 
Southwestern Reporter, 1081. — The supreme court of Missouri, 
division No. 2, says that this was a proceeding in equity hav- 
ing for its object the subjection of certain dividends accruing 
on the preferred stock of the United Railways Company to 
the payment of a judgment rendered against the Southern 
Electric Railroad Company. The plaintiff based her right of 
recovery against the United company upon the theory that 
when it acquired the capital stock of the Southern company 
and, thereafter, for a nominal consideration, acquired all the 
franchises, money, choses (rights) in action, and all other 
real, personal and mixed i)roperty of the latter, it thereby 
rendered said company insolvent, and left it with no property 
out of which her execution could be satisfied, and that the 
property so acquired by the United company was the moneyed 
value upon which a part of the increase of its capital stock 
was bottomed; the value of which at the time of the transfer 
was $2,000,000. and that in equity and good conscience it 
should be held liable for the payment of the debts and obliga- 
tions of the Southern company up to the amount of the 
12,000,000 worth of assets received by it. In other words, 
her contention was that the obligations of the Southern com- 
pany should follow its assets as trust funds into the hands of 
the United company. But the fact was that the latter pur- 
chased the franchises, capital stock, money, choses in action, 
and all the other real, personal and mixed property of the 
Southern company in good faith, and paid a sound price there- 
for, namely, $1.50 a share. It did not stand in the same rela- 
tion to the creditors of the Southern company that the stock- 
holders of the latter company did. It had no property or 
money in its possession which it had not paid full value for; 
while, upon the other hand, those stockholders had in their 
hands the $2,000,000, the sum the United company paid them 
for the franchises, stock and i)roperties of the Southern coni- 
IJany. That money was a trust fund for the payment of the 
debts and obligations of the Southern company. 

Furthermore, the Southern company was by statute au- 
thorized to sell, transfer and assign by a vote of a majority 
In interest of the stockholders all its franchises, rights, privi- 
leges and properties to the United company, and the same 
statute empowered the latter company to purchase said prop- 
erties. The deed from the former to the United company 
transferred and conveyed everything that could be transferred 
and assigned under that statute, which included all its fran- 
chises, money, choses in action, and all other real, personal 
and mixed property, for which it paid the stockholders of the 
Southern company the sum of $2,000,000. It could not have 
paid it to anyone else, because no one else owned it. It was 
not owing to the Southern coniiiany because the United com- 
l)any had purchased the company, and a payment made to ii 
would have been no payment at all. N'or could payment have 
been made to the idaintiff and other persons who had similar 
claims against the company, l)ecause that comiiany's liability 
to the plaintiff at that lime had not been established by the 
judgment of the court. So. il necessarily follow ihat 

when the United company, in good faith, for a full and ade- 
quate consideration, purchased the Southern company with all 
its properties, it acquired a good title thereto, free and clear 
of all claims and demands of whatever nature, which were not 
liens on the i)roperty at the time of the sale and transfer, and, 
as the plaintiff's claim was not a lien on the property at that 
time, it must follow that she was not entitled to any relief 
in this case. 

Interurban Stopping Places and Platforms. 

Mctiovern v. Interurban Railway Company. 1 1 1 .North- 
western Reporter, 412. — The sui)reme court of Iowa says that 
while it was not the duty of the defendant operating a car 
which, for the accommodation of passengers, was stopped at 
any highway crossing where they desired to alight, to provide 
a passenger platform at each of such crossings, it was its 
duty to exercise at least reasonable care to enable the plaintiff 
to alight with as little danger as practicable, and if the car 
was stopped and the plaintiff invited to alight, at a place more 
hazardous than that at which the car might conveniently 
have been stopped, then the defendant was negligent. The 
question was properly for the jury. 

A ijassenger on an interurban car, which is stopped for 
him to alight at a highway crossing, may reasonably assume 
that the car has been stopped in a portion of the highway 
where he is invited to alight, unless warned of danger, and is 
not conclusively negligent in accepting the invitation to alight 
at a place which is in fact unsafe. 

The plaintiff did not assume the risk involved in stopping 
the car for her to alight at a more dangerous place than that 
where it usually stopped, for she had no knowledge of the 
added danger due to the defendant's negligence. She had the 
right to assume that the car had not been stopped at a place 
for her to alight, which was not the usual place and was more 

If the plaintiff had known that she had been carried 
beyond the usual place for alighting, she would, no doubt, 
have assumed the risk of such reasonably apparent dangers as 
were involved in alighting at such place, but the same facts 
would constitute contributory negligence. 

As to alleged negligence in not providing a safe place to 
alight, such as a platform or something equivalent to it, there 
could be no assumption of risk by a passenger, for the de- 
fendant owed a duty to such passenger to furnish him a safe 
place for alighting, and the doctrine of assumption of risk 
does not apply to a case w'here the negligent course of conduct 
which it is claimed had been assumed and recognized is con- 
nected with the discharge of a general duty to the public. 

The defendant owed the public duty to the plaintiff to 
furnish her a safe place to alight at her destination fixed in 
the contract of transportation, and was not relieved of that 
duty by knowledge on the part of the plaintiff that it had 
previously been discharging that duty as to herself or other 
passengers, stopping at that destination. That this was so 
must be self-evident, for. were it otherwise, the defendant 
could relieve itself from the consequences of a violation of 
its duty to its passengers by so continuously and notoriously 
violating such duty that the passengers would be charged 
with notice that the duty would not be observed. 

The contract in this casp was to carry the plaintiff to 
"Dailey's." as a specific destination, which was thus indicated 
as a placo where the plaintiff might alight. This contract im- 
plied the duty to furnish the plaintiff a safe place to alight 
at her destination. It was for the jury to say whether, in 
view of the nature of the transportation, the place provided 
was a safe place. It might well be. as argued, that, at high- 
way crossings not designated by the defendant as regular stop- 
ping places, it would not be negligent if it used due care in 
selecting as safe a place as practicable for a passenger to 
alight, althotigh it did not provide any special conveniences 
or appliances for the use of passengers. 



Vol. XVIII, No. 1. 

News of the Week 

Brooklyn Subway Approved. 

The Xew York rapid transit commission at its last meet- 
ing on June 27 apiiroved the i)lans and the form of contract 
for the first six sections of the Fourth avenue subway route 
to Coney Island and Ft. Hamilton, in Brooklyn. Chief Engi- 
neer Rice had the plans and sjjecificatlons for the entire 
route ready, but George L. Rives, counsel to the commission, 
was able to submit the form of contract for six out of the 14 
sections. He was instructed to prepare the remainder. A 
public hearing on the form of contract for the first six sections 
was fixed for July 2.5. The commission also authorized the 
Interborough Rapid Transit Company to construct three addi- 
tional tracks in the subway at Ninety-sixth street. 

Electric Railway Development In Indiana. 

The American Engineering Company of Indianapolis. Ind., 
has just issued its semi-annual interurban map of the central 
states, which again calls attention to the rapid development 
of the electric railways in those states. According to the 
company's figures the number of miles of road placed in opera- 
tion since last January in the state of Indiana is 166, which, 
added to the previous mileage of 1,650, makes a total of 1,S16 
miles. When all the work now under way, 370 miles, shall 
have been completed, the total mileage in Indiana will be 2.186 
miles. The mileage shown in Ohio on the last map was 2,240, 
to which must now be added 6S miles, making 2,308 miles. 
When all the work now under construction shall have been 
completed in the state of Ohio, it will have a total electric 
mileage of 2.400 miles. 

Electrification Plans of the Chicago Milwaukee & St. Paul. 

The Chicago city council on July 1 ])assed the ordi- 
nance granting a 37-year franchise to the Chicago Milwau- 
kee & St. Paul Railway and the Northwestern Elevated Rail- 
road, providing for electrical o|ieration of the former's lines 
w'ithin the city limits and a connection with the latter's ele- 
vated tracks at Wilson avenue by an inclined structure, so 
that the trains may be run into the city and around the 
Union loop. The incline will connect with the surface tracks 
at Ainslie street. The steam road is permitted to lay and 
operate an additional main track. The surface tracks must 
be operated by trolley. Carrying of freight is forbidden. It 
is proposed to ojjerate a fast express service between Chicago 
and Evanston within six months, according to an official 
of the Chicago Milwaukee & St. Paul. The line is to be 
equipped and operated by the Northwesteni com|)any. The 
expense of the electrification is estimated at $960,000. 

Gigantic Subway Project for Chicago. 

Plans for a complete subway system under the streets of 
Chicago were announced at a meeting of the city council on 
July 1, when the Chicago Subway Arcade & Traction Comiiany 
ai)plied for a blanket franchise for an indefinite term for the 
construction and ojieration of a system of subways or arcades 
in any part of the city. William Penn Nixon is president 
of the company and the directors are E. F. Getchell. John M. 
Ewen, D. H. Perkins, S. M. Rowe and S. D. Gookins. The 
company was incorporated in 1894 with a capital stock of 

The company proposes to build a double-deck subway sys- 
tem consisting at the first of three complete north and south 
lines extending from the northern to the southern extremity 
of the city, and three west side lines from the downtown district 
to the western city limits. In the downtown district a system 
of loops is to be provided above the surface of the present 
freight subway system of the Illinois Tunnel Company. The 
main terminal station is to be on the lake front between Ran- 
dolph and Monroe streets. The routing of the subways and 
the fixing of stations is to be determined by a commission 
of seven members, of whom two are to be named by the coun- 
cil committee on local transi)ortation, two by the mayor and 
three by the company. One of the company's three is to be 
chief engineer and president of the commission. 

New York Public Utilities Commissions Appointed. 

Governor Hughes of New York on June 2S announced the 
names of the members of the new public utility commissions, 
under the "public utilities" law which went into effect on July 
1. as follows: For the first district (New York, Kings. Queens 
and Richmond counties) : William R. Willcox of Manhattan. 
chairman; William M'Carroll of Brooklyn. Edward M. Bassett 
of Brookl.\Ti. Milo R. Maltbie of Manhattan, John E. Eustis 
of the Bronx. For the second district (all other counties): 
Frank W. Stevens of Jamestown, chairman, Charles Hallam 

Keep of Buffalo, Thomas Mott Osborne of Auburn, James E. 
Sague of New Hamburg, Martin S. Decker of New Paltz. Both 
commissions were formally appointed and sworn in on July 1. 
The terms for which each member is to serve will not be 
known until the appointments are confirmed by the senate. 
One member of each commission will retire each year, the 
longest term being five years. The salary of each commis- 
sioner is fixed by law at $15,000. 

The main provisions of the public utilities law were pub- 
lished in the Electric Railway Review of June S, page 745. 
In brief, the commissions will have control of all the public 
service corporations in the state except telegraph and tele- 
phone companies. These two commissions, one for New York 
City and the other for the remainder of the state, will super- 
sede the New York rapid transit commission, the state lighting 
commission, the state railroad commission, the state gas 
and electricity commission and the state inspector of gas 

Boston Elevated Railway Files Plans for Cambridge Subway. 

The Boston Elevated Railway last week filed with the 
mayor and city engineer of Boston its plans for the new Cam- 
bridge subway. 

According to the plans submitted subway cars will cross 
from Boston over the Cambridge bridge, will descend an 
incline of 3 degrees to Amherst street and run unler Main 
street as far as Lafayette square. This will bring the pro- 
posed tracks under Massachusetts avenue, where the first sta- 
tion will be situated. This station will be called the Central 
square station. It will be 500 feet long and will have exits 
and entrances on both Essex and Brookline streets. 

Prom the Central square station the tracks will continue 
in a direct line to Harvard square, which will be the passenger 
terminus. A spur line will be built down Eliot street as far 
as Eliot square, where the car barns are situated. 

Cars from Arlington will descend into the subway at 
Kirkland street, cut straight through the Common and run 
around an elongated curve to Harvard square. From there 
the curve will be continued around through Brattle street to 
Brattle square, whence it will run out Mt. Auburn street. On 
the two levels at Harvard square the inbound cars will run 
on a 10-foot lower level than the outward bound. 

The entire structure will be made of reinforced concrete, 
with an average width of 25 feet and an average height of 14 
feet 3 inches. 

Although the present plans contemplate only two subway 
stations, it is expected that this scheme may be enlarged 
before the actual work is commenced. 

Data Sheets on Maintenance and Inspection of Electrical 

The committee on "Maintenance and Inspection of Elec- 
trical Equiiiment" of the American Street and Interurban Rail- 
way Engineering Association has sent out to the general mana- 
gers and engineers data sheets No. 1. No. 2 and No. 3. asking 
for infonnation to be embodied in the report of the committee 
at the Atlantic City convention in October. The committee 
is comiiosed of .John Lindall. chairman : W. D. Wright. E. T. 
Munger and L. L. Smith, and blanks are to be filled out and 
returned to John Lindall. superintendent of motive power and 
machinery, Boston Elevated Railway, 439 Albany street, Bos- 
ton, Mass. 

Data sheet No. 1 asks for detailed information about cars — 
number, weight, type of control apparatus, inspection of wir- 
ing, brakes and other apparatus, types of safety devices used, 

Data sheet No. 2 is devoted to armatures and their parts, 
circuit-breakers and air compressors, and contains 31 questions 
in regard to insulation, tests for short circuits, shaft journals, 
manufacture of field coils, tests of coils, impregnating coils, 

Data sheet No. 3 contains 20 questions in regard to brushes, 
etc., such as characteristics of motor carbon brushes giving 
best service, specifications laid down to manufacturers, tests, 
treatment of brushes, causes of commutator and brush holder 
troubles. This sheet asks for details in regard to frequency 
of lubrication inspection and overhauling of the various parts 
of the car apparatus, rules governing car house men in 
inspection work and method of obtaining car mileage. 

Hearing of Arbitrators in Chicago. 

Judge Grosscup of the United States circuit court and 
Prof. John C. Gray of Harvard University, the arbitrators un- 
der the Chicago Railways Company ordinance, held their first 
hearing on July 1. Edward B. Burling, attorney for the pro- 
tective committees of the North Chicago City Railway and 
the Chicago West Division Railway, tmderlying companies, 
argued that the shares of the Chicago Railways Company 
should be allotted to stockholders of these two companies on 
the basis of present earnings. He urged that the arbitrators 

July 6, 1907. 



lay down a plan which should be followed absolutely without 
regard to financial conditions. 

In response to this plea Judge Grosscup said: "It will 
be our duty to take the i)lan that can be financed best. It 
Is my idea that if we make changes we should first consult 
the men who are to finance the work, the bankers. In con- 
sidering the bankers the arbitrators must not obliterate the 
rights of the parties, but to be practicable any jilan of reor- 
ganization adopted must be capable of being financed." 

Mr. Burling argued that the stockholders of tliese two 
companies should receive under the allotment securities carry- 
ing an income of 30 and 3.5 iier cent, respectively, on the par 
value of the stocks of the north and west side properties, as 
provided at jiresent. 

W. W. Gurley, general counsel for the Union Traction 
company, argued that the leases of the i)roperties of these 
companies were made only on the assumption that the 99-year 
alleged rights were valid and that they were jiractically in- 
validated by the decision of the United States suiireme court. 
Mr. Gurley asserted that the original rights of the underlying 
companies were barren, standing alone. 

The stocks necessary to acceptance of the ordinance have 
been deposited with the Chicago Title & Trust Company. 

Increases of Wages. 

The Schenectady (N. Y.) Railway last wtek announced 
an increase of wages for its .500 motormen and conductors, to 
take effect on July 1. The men on the city divisions will 
receive 20 cents an hour for the first six months, 22 cents 
for the next six months and 24 cents thereafter until promoted 
to an interurban run. The present scale is 20 cents for the 
first year, 201/2 for the second, 21 for the third, 21% for the 
fourth and 22% thereafter. On the interurban divisions the 
new scale i)rovides for a flat rate of 20 cents an hour, instead 
of 22, 22%, 2.:;, 23%, 24 and 25, according to length of service. 

A strike of the motormen and conductors of the Jackson 
(Mich.) Consolidated Traction Company which was threatened 
last week has been averted by a compromise agreement under 
which the men will receive an increase of wages. The agree- 
ment provides for a "closed shop" and a wage scale of 18 cents 
an hour for the first year. 20 cents for the second year and 
22 cents for the third year and thereafter. The former scale 
was from 15 to 20 cents an hour. 

On July 1 a general advance in wages of the motormen 
and conductors employed on the Utica & Mohawk Valley Rail- 
way and allied lines went into effect. The increase affects 
about SOD men on the Utica & Mohawk Valley, the Rome City 
Street Raihvay, the Oneida Railway and the Syracuse Rapid 
Transit Company. At present the crews of the various city 
lines in the system are receiving 18 cents an hour during the 
first six months of their service, 20 cents during the second 
six months and 22% cents thereafter. On and after July 1 
the schedule will be, for the first six months 20 cents an hour, 
for the second six months 22 cents and thereafter 24 cents. 
On the interurban lines, including the electrified West Shore 
between Utica and Syracuse, the Rome, Little Falls and the 
Clinton branches, the wages will be advanced from 25 cents 
an hour to 2fi cents. 

The South Side Elevated Railroad of Chicago last week 
announced an increase of wages for its employes amounting 
to about 5 per cent. 

The Metropolitan West Side Elevated Railway of Chicago 
this week announced an increase of wages, effective on May 1, 
by which motormen will receive as high as 30% cents an 
hour and conductors as high as 24 cents. The other elevated 
roads of Chicago have made similar increases. 

Construction News 


United States Express Company. — The United States Ex- 
press Company has signed a contract to ojierate over the lines 
of the Chicago South Bend & Northern Indiana Railway of 
South Bend, Ind. 

Engineers' Club of Philadelphia. — The Engineers' Club of 
Philadeli)hia has issued its directory for 1907, corrected to 
May 13 inclusive. The directory, which is bound in leather, 
5 by 3 inches, contains lists of the officers and committees 
of the club, past officers and alphabetical list of members: also 
the charter and by-laws of the club. Henry H. Quimby is 
president for the year 1907. 

Lafayette & Logansport Line Opened. — The first car was 
operated over the new- line of the Lafayette & Logansport 
Traction Company, an extension of the Ft. Wayne & Wabash 
Valley Traction Company from Logansport to Lafayette. Ind.. 
on June 28, and regular service was started on July 1. This 
line was described and illustrated in the Electric Railway 
Review of May 18, page (i53. For the present it is necessary 
to transfer at Logansport to go to Ft. Wayne, but on August 1 
limited cars from Lafayette to Ft. Wayne will bo installed. 

Brooklyn, N. Y. — Certificates of railroad extensions aggre- 
gating 22% miles, have been filed at Albany, N. V., by the 
Long Island Railroad. These extensions include the Ocean 
Electric Railway, Far Rockaway, 1.3 miles; Huntington Rail- 
road, Huntington, 15.53 miles; Van Brunt Street & Erie Basin 
Railroad, Brooklyn ; and the Babylon Railroad, Babylon, N. Y., 
5.81 miles. 

Cape Elizabeth, Me. — The Cape Shore Railway Company 
has petitioned the railway commissioners tor i)ermission to 
build an electric line from Cape Cottage to Crescent Beach 
and from South Portland Heights to Cape Elizabeth. The 
commissioners will act on the application at their next 
meeting on July 9. L. M. Leigh ton, president; Charles B. 
Dalton, vice-i)resident: Jabez True, Norman True and Edward 
C. Reynolds are the directors of the company. 

Corning, N. Y. — The Corning & Painted Post Street Rail- 
way Company has applied for a franchise to double-track its 
line through Corning. 

Essexville, IVIich. — A 30-year franchise for the use of the 
streets it now occupies in this village has been granted to the 
Bay City Traction & Electric Company, in consideration of the 
improvements now under way and contemplated by the com- 
pany. This is an extension of the present franchise, which 
has six years to run. 

Lima, O. — The Lima & Toledo Traction Company and the 
interurban lines entering the city, which are controlled by 
the Schoepf interests, have applied for 25-year extensions 
to the present franchises. Permission is also requested to 
build an interurban passenger station in the public square 
at a cost of $5o,000, the syndicate agreeing to pay the city 
an annual rental of ?3,ooo for the privilege. 

Salem, 0. — An ordinance allowing the Salem Street Rail- 
way Company, which is owned by the Youngstown & Ohio 
River Railroad, to build its line over a part of Deiiot street, 
Franklin avenue and Broadway, has been introduced to the 
city council, and will probably be passed, as an agreement 
now has been reached between the Youngstown & Ohio 
River company and those who formerly objected to the com- 
pany's oiierating its lines in lower Broadway under its former 

Terre Haute, Ind. — The Terre Haute & Merom Traction 
Company, which proposes to build a 30-mile interurban road 
between Terre Haute and Merom. Ind., has applied to the 
board of county commissioners for a 50-year franchise over 
the crossings of the public highways and to use the streets 
of the towns through which it will pass. The line is to be on 
private right of wav. Work is to be started not later than 
May 1, 1908. 

Tonopah, Nev. — A franchise tor an electric railway in this 
city has been granted to Key Pittman, Arthur Raycraft, L. R. 
Scott and others. Work is to begin within six months and 
completed within two years. A bend for $2,500 has been fur- 
nished by the grantees. 


American Motor Car Interurban Railway, Marion, la. — 
Incoriiorated in Iowa to build interurban electric lines in 
this and adjoining states. The first line will be built from 
Waterloo through Gilbertville, Brandon. Urbana, Center Point, 
Alburnette. Marion, Mt. Vernon, Lisbon. Mechanicsville and 
Tipton to Muscatine or Daveni)ort. An intersecting line also 
will be built from Independence through Urbana, Vinton. Key- 
stone and Belle Plaine. It is proposed to operate the lines 
by the E. J. Christie system of self-propelled motor cars, 
patents for which have been granted to the inventor. The 
capital stock is $5,000,000. 

Bridgeport & Danbury Electric Railway. — A resolution in- 
corporating this compauN to build an electric railway in Con- 
necticut has been passed by the legislature over the governor's 
veto. The authorized cai)ital stock is limited to $1,500,000. 

Cairo (III.) Terminal Traction Company, — Incorporated in 
Illinois to construct an interurban road from Cairo to the 
north line of Pulaski co\nity, Illinois, with the principal office 
in Cairo. This will be a i)art of the Illinois Traction System 
of interurban lilies operating in Illinois and it is planned 
eventually to extend the new line northward to connect with 
the St. Louis and East St. Louis traction lines. Caiiital stock, 
$5,iHiii. Incorporators: L. E. Fischer, Danville; Daniel Hogan. 



Vol. XVIII, Xo. 1. 

Mound City; \V. "W. Dewey, D. H. Sawver and H. F. Vogel, 
Cairo. 111. 

Quincy Interurban Railway, Quincy, III. — Incorporated in 
Illinois to build an interurban line from Hamilton through 
Quincy to Pearl in Pike county. The road may be operated 
by either steam or electricity, over private right of way. 
Capital stick. |2.").000. Incorporators: Henry F. Dayton. Ezra 
Best. William Wewers. Herman Heidbreder. August R. Dick, 
Frank .1. Ricker. John S. Cruttenden, Leaton Irwin and others, 
all of Quincy. III. 

Sonora (Cal.) Line Belt Railroad. — Incorporated in Cali- 
fornia to build and operate a lailroad about two miles long, to 
be operated by steam, electricity or other motive power. Cap- 
ital stock. $2.5.000. Incorporators: James E. Lennon. Albert 
and Thomas Knowles. 


Amarillo (Tex.) Street Railway. — John K. Shirenian. sec- 
retary, states that construction on the Amarillo street railway 
line is progressing rapidly and should be completed by Sep- 
tember 1. Two and a quarter miles of track have been com- 
pleted out of the seven. 

Atlantic City & Ocean City Railroad, Philadelphia, Pa. — 
This extension of the Atlantic City & Shore Railroad from 
Ocean City to Somers Point. X. J., about two miles, was 
opened for traffic this week. 

Beloit (Wis.) Traction Company. — It is now announced 
that this company's 6-mile street railway system in Beloit will 
not be opened until about September 1. Rails are now being 
laid in the northeastern i)art of the city and part of the trolley 
wire has been strung. Joel B. Dow of Beloit is president. 

Berkshire Street Railway, Pittsfield, Mass. — The exten- 
sion from Xorth Adams. Mass.. to Bennington. Vt.. 16 miles. 
was opened for traffic last week. This line is controlled by 
the Xew YorK Xew Haven & Hartford Railroad, which now 
has a continuous line of electric railway from Great Barring- 
ton, Mass.. to Bennington, Vt., 56 miles, as well as a line 
from Bennington to Hoosick Falls, N. Y. 

Bristol & Plainville Tramway Company, Bristol, Conn. — 
This company has begun work on an extension of its line out 
of Terryville. % mile toward Thomaston. 

Brownsville Masontown & Smithfield Street Railway. — 
We are officially advised that this company, which proposes 
to build an electric railway from Brownsville to Smithfield, 
Pa., 20 miles, now has franchises in Masontown. Smithfield, 
Carmichaels. Waynesburg and Point Marion, and has secured 
most of its i)rivate right of way between those towns. A 
Pennsylvania charter has been secured and the company has 
filed a mortgage for $3,000,000 in Xew York City. The road 
will i)ass through the coke territory. The Westinghouse 
single-phase system will be used, and the equipment will be 
a duplicate of that used on the Pittsburg & Butler Street 
Railway. W. J. Sheldon of McKeesport. Pa., is president, and 
E. L. Schmidt is chief engineer. 

Chase City, Va. — It is reported that plans are being made 
to build an electric railway from Chase City to a point on the 
Tidewater Railway, about IS or 20 miles. 

Cleveland Alliance & Mahoning Valley Railway, Cleve- 
land, O. — Thi.s company will soon close up the lease for the old 
track of the Baltimore & Ohio Railroad between Ravenna and 
Xewton Falls, O.. and financial arrangements have been made 
for beginning work at once. The track and roadbed are to 
be straightened and the road will be put in first-class con- 
dition and electrically equipi)ed. When this work is com- 
pleted the branch from Ravenna to Alliance will probably be 
built. B. .\1. Frink. Salem, O.. is chief engineer. 

Columbus (Ind.) Street Railway & Light Company, — The 
contract for constructing the How Creek bridge has been 
awarded to the Lafayette Bridge & Engineering Comi)any of 
Lafayette, Ind. 

Consolidated Railways Light & Power Company, Wilming- 
ton, N. C. — This company now has about 20i) men at work 
double-tracking the line in several ijarts of the city. The 
double-tracking on Princess street and Carolina place is about 

Denver, Colo. — It is announced that John Brisben Walker, 
owner of the pleasure resort at Morrison. Colo., has secured 
financial backing by eastern capitalists for the construction 
of an electric railway from Denver to Morrison. It is stated 
that the road will be leady for operation next year. 

Evansville Princeton & Vincennes Interurban Railway, 
Princeton, Ind. — It is reported that this company will extend 
its line from Princeton to Patoka. Ind.. work to begin at once. 

Fresno, Cal. — It is stated that H. E. Huntington of Los 
Angeles, Cal.. is contemplating the expenditure of $3,000,000 
for the construction of an electric railroad from Fresno to the 
Yosemite Valley. Surveys have been completed via Crane 
Valley. 96 miles, under the direction of Emil Xewnian. Power 
will be furnished by the San Joaquin Power Company. 

Ft. Wayne & Springfield Railway, Decatur, Ind. — This com- 
pany is pushing w-ork rapidly on the surveying of the extension 
from Decatur, Ind.. to Celina. O.. 29.7 miles, via Pleasant Mills, 
Ind.. and Willshire, Rockford. Tama and Celina, O. President 
W. H. Fledderjohann stated recently that construction on the 
extension would begin before fall. 

Geneva Phelps & Newark Railroad. — This company has 
filed with the Xew York railroad conmiission a notice of its 
intention to build an extension from Phelps to Clifton Springs 
and Manchester. X. Y.. a distance of IS. 700 feet. 

Grand Rapids & Battle Creek Interurban Railway. — Right 
of way is being secured between Hastings and Battle Creek 
for this company's proposed interurban line, the promoters 
having secured practically all concessions from Grand Rapids 
to Hastings. 

Greenfield Bernardston & Northfield Street Railway. — 
This comiiany. which pro])oses to build an electric railway 
connecting the towns named in the title, has secured a part 
of the right of way. The road will be about 13 miles long. 
Charles H. Webster of Xorthfield is president. 

Indianapolis Crawfordsville & Western Traction Company, 
Crawfordsville, Ind. — The first tri]i over this new line, known 
as the "Ben-Hur" route, was made Sunday afternoon, June 30. 
when a car carrying President A. E. Reynolds. Vice-President 
Gli Baker, a number of the directors and the mayor of Craw- 
fordsville and other prominent citizens, ran to Xew Ross, 
a distance of 10 miles, and return on a trip of inspection. 
Two of the cars to be used in the limited service between 
Indianapolis and Crawfordsville have arrived and two more 
are on the way from Xewark, O. 

International Railway, Buffalo, N. Y. — This company will 
erect a steel bridge across the Xew York Central cut. near 
Devil's Hole at Xiagara Falls. 

Kalamazoo Gull Lake & Northern Railway, Kalamazoo, 
Mich. — Work on the laying of this company's track on Rose 
street, between Main and Water streets, has been started. 

Mankato (Minn.) Electric Traction Company. — W. L. 
Hixon states that contracts are to be let at once for building 
about six miles of track in Mankato and vicinity. Work on 
surveys, etc., has been completed and capital has been secured. 

Milwaukee (Wis.) Light Heat & Traction Company, — 

The extension from Muskego Center to Mukwanago, Wis., 11 
miles, was opened for regular traffic this week. A two-hour 
service will be maintained on week days and an hourly service 
on Sundays. 

Missouri Tennessee & Georgia Railroad, Humboldt, Tenn. — 
This company, which recently was reorganized, plans to build 
an electric railway through Crockett countj', touching Gadsden, 
Alamo, Johnson's Grove. Maury City. Crockett Mills, Eaton. 
Brazil and Gibson Wells, forming a belt line beginning and 
ending at Hmnboldt and connecting with the Illinois Central 
Railroad at some point to be determined later. Col. 1. H. 
Dungan. ijresident; C. H. Ferrell, first vice-president: Dr. J. H. 
Thomas, second vice-president; G. D. Ferrell, secretary; O. C. 
Sharp, treasurer. 

Mississippi Valley Electric Railway, Nauvoo, III. — This 
company has filed a mortgage for $l,.'iiii0.000 to the Carnegie 
Trust Company to secure a bond issue to build the proposed 
road from Carthage to Hamilton. Xauvoo and Xiota, 111. It is 
stated that construction will begin this month. 

New York & North Shore Traction Company. — The 
Mineola Roslyn & Port Washington Railroad, which proposes 
to build an electric railway from Oyster Bay to Flushing, 
L. I., has been authorized by the Xew York railroad commis- 
sion to change its title to the Xew York &. Xorth Shore Trac- 
tion Company, and to increase its capital stock from $150,000 
to $1,250,000. It is also authorized to issue a mortgage for 

Northwestern Elevated Railroad, Chicago, III. — Real estate 
men are seeking to induce this comiiany to build a new looi). 
bounded by Wells street and Fifth avenue, Lake street. Dear- 
born street and Chicago avenue. Officers of the road have 
expressed their willingness to consider such an improvement 
if the necessary frontage consents can be obtained. "Some- 
thing must be done to relieve the Union Loop," said President 
Mason B. Starring, when asked about the project. "The real 
estate men who wish an elevated road built in Chicago avenue 
and Dearborn avenue came to us with their project and we 

July 6, 1907. 



told them we would consider it. We expect to build, if pos- 
sible, a stub-end terminal, but its location has not been deter- 

Omalia Lincoln & Beatrice Railway. — It is announced that 
the interests in this company controlled by the late Henry 
Robinson have been taken over by Chicago and Cleveland 
capitalists and that work will be resumed in the near future. 
Rails have been laid from South Omaha to Sarjjy Mills and 
for several miles from the Lincoln end of the route. Upon 
the completion of the Omaha-Lincoln portion of the line work 
on the extension to Beatrice will be started. The road will 
be .'jG miles long and afford an almost direct route to Lincoln. 
It will cost about $2,000,000. Harvey Musser, Akron, C, is 
president. E. C. Hurd, chief engineer, Lincoln, Neb. 

Parkersburg Marietta & Interurban Railway, Parkersburg, 
W. Va. — Construction work on the extension of this comi)any's 
line from Rainbow to Lowell, C, has been started. C. H. Shat- 
tuck, general manager, Parkersburg, W. Va. 

Philadelphia Rapid Transit Company. — A new extension in 
West Philadelphia has been put iti operation this week, which 
will bring Darby into direct connection with the Market street 
elevated road at Fortieth street. The company is also making 
arrangements to construct a double-track line from Cardington 
to Collingdale. A part of the right of way has been secured. 

Pittsburg & Butler Street Railway, Pittsburg, Pa. — It is re- 
ported that this company, which on May 1 opened its road be- 
tween Pittsburg and Butler, Pa., has decided to double-track 
the line, because of the heavy traffic. It is also stated that a 
9-mile extension from Thorn Creek to Saxonburg will be built 
before fall. 

Quincy, III. — Twenty-five of the leading business men 
have organized a stock comjjany, with a capital of $25,000, to 
pay the preliminary expenses of interurban lines to Hamilton. 
111., and south to Pearl, Pike county, which are to be financed 
by local capital. 

Redlands & Yucaipe Electric Railway, Redlands, Cal. — 
This comiiany has authorized the issuance of bonds to the 
amount of $.50,000 for building and equipping its 19 miles of 
electric road from Redlands through the Yucaipe Valley to 
Oak Glen Heights. 

Sheffield Company, Sheffield, Ala. — This company is 
planning an extension of its line in Florence, Ala. .1. B. Mc- 
Clary, general manager. 

South Carolina Public Service Corporation. — It is an- 
nounced that surveys will be resumed about September 1 on 
the line between Charleston and Columbia, S. C, and that 
contracts will probably be let about January 1. Joseph J. 
Timmes of New York, president. 

Springfield & Southeastern Traction Company. — The con- 
tract for the construction of this company's proposed line 
from Pana to Springfield, by way of Taylorville, has been let 
to J. W. Beardsley of Houston, Tex. J. J. Finn, Decatur, 111., 
is i)resident. 

Springfield (III.) Consolidated Railway. — The conti'act for 
the construction of the proposed extension of this company's 
line from the state fair grounds to the "Zoo," has been 
awarded to Mulvihill & Co. of Alton, 111. Although the line 
will be built 1% miles long, owing to the heavy grades, the 
cost of grading alone will be approximately $10,000. The 
entire expenditure for the work is estimated at about $25,000. 

St. Johns Light & Power Company, St. Augustine, Fla. — 
It is reported that this company ex]iects to complete this sum- 
mer an extension from St. Augustine across the bridge to 
Anastasia Island and to South Beach. The rails have arrived 
for this line and tracklaying will be started as soon as the 
work of reinforcing the bridge is completed. J. F. Miller, chief 

Suffolk County Traction Company, Patchogue, N. Y. — The 
state railroad commission has granted this company permis- 
sion to construct an electric railroad 27 miles long between 
Brookhaven and Babylon. N. Y. The capital stock of the 
company is $l,2(Mi,uoo. 

Syracuse & Milford Railroad, Syracuse, Ind. — Over one- 
half of the grading on tills line has been completed and con- 
struction work is being pushed as rapidly as possible. Ties 
and rails tor the laying of seven miles of track are on the 
ground ready for distribution and the engines and a portion 
of the car eciuipment are ex|iected within the next 10 days. 
It is stated that the coni|iany has inirchased a timber tract 
south of Syracuse and will establish h sawmill there to supply 
ties for tracklaying. 

Terre Haute & Merom Traction Company, Terra Haute, 
Ind. — .•\u olllcer statcv; that Ibis rom|iany. lecently incorpo- 
rated, will let contracts within two or three months for build- 
ing Its proposed electric line from Terre Haute. Ind., south 

via Princeton, Middletown, Fairbanks and Graysville, to 
Merom, about 3.5 miles. L. Brown, president; J. Caswell, chief 

Toledo (O.) Urban & Interurban Railway. — A steel bridge, 
costing $22.5011, will be erected Ijy the city of Toledo and the 
company jointly. Charles Kilgour, chief engineer, Findlay, O. 

Twin City & Lake Superior Railway, Minneapolis, Minn. — 

It is stafed that contracts are being let for the construction 
of this line from Minneapolis and St. Paul, .Minn., to Duluth 
and Superior, Wis., 130 miles. Surveys have been completed 
and right of way secured. H. W. Albery of Minneapolis, chief 


Wagner Lake Shore & Armour Railway, Wagner, S. D. — 

This comjjany, which jiroposes to build from Wagner to 
.Mitchell, S. D., 75 miles, has elected the following officers: 
President, John Absher; vice-|)resident. John Sedronsky; sec- 
retary, E. P. Wanzer; treasurer. A. Amundson; auditor. A. H. 
Pease. The right of way has been secured for 20 miles out 
of Wagner. The ijower hfiuse will be located at Armour. 

Westchester Traction Company, Ossining, N. Y. — An order 

issued by Justice Keogh of the New York supreme court on 
June 20 declares the franchise held by this company in Ossin- 
ing to be forfeited, enjoins the company from operating in the 
streets and orders that the rails be removed at once. The 
company has been operating since 1S92, but has run no cars 
for the iiast six months. The Hudson River & Eastern Trac- 
tion Company has a franchise to lay tracks in the village and 
as soon as the old rails are removed the work of ])utting down 
the new road will be begun. The new company proiioses to 
run its line to Pleasantville and Sherman Park, connecting at 
the latter place with the line to White Plains. 

Yakima Valley Transportation Company, North Yakima, 
Wash. — This company has been organized to take over the 
franchises and assets of the Yakima Intervalley Traction Com- 
pany, which proposes to build a system of electric railways 
radiating from North Yakima. A. J. Siilawn has been elected 
liresident, succeeding A. H. Scudder. 


Chippewa Valley Electric Railway, Eau Claire, Wis. — 
Work on the power house being erected by this ccmpany is 
progressing. As previously announced this company is spend- 
ing about $200,000 putting in a new water power development 
plant on the Menomonie river, which will furnish power for 
operating its cars. This comjiany owns water power on the 
Red Cedar river aggregating 10,000 horsepower, and the work 
now in progress at Menomonie is only the beginning of a 
water power development which will ultimately represent 
an investment of more than $500,000. 

Edmonton (Alberta) Electric Railway. — It is announced 
that the contracts for the api>aratus to be installed in the 
power house of this company have been awarded as follows: 
Allis-Chalmers Company, Milwaukee. Wis., gas engines: Power 
& Mining Machinery Company, Milwaukee. Wis., gas pro- 
ducers. The contract for the overhead work and rolling stock 
will not be let until later in the season and the track and 
power house will be built by the city. 

Mobile Light & Railroad Company. — J. H. Wilson, iiresi- 
dent and general manager of this conuiany. has just announced 
that this company will si)end more than $100,000 on improve- 
ments to its power department. Plans and specifications tor 
the alterations and improvements are being made by Sander- 
son & Porter, consulting engineers of New York, the arrange- 
ments having been made by W. A. Haller, in charge of the 
New Orleans office of Sanderson & Porter. The improve- 
ments contemplated include a new steel and concrete boiler 
house, in which will be installed a large condenser and two 
500-horsepower Sterling boilers, equiijped with Roney auto- 
matic stokers and furnaces. 

Texas Traction Company, Dallas. Tex. — It has been an- 
nounced that the contract for the erection of a new power 
house at McKinney will be let in the early part of next week. 

Virginia Passenger & Power Company, Richmond, Va. — 
It is annomiced that this company has recently ordered .-Vllis- 
Chalmers steam turbines and Babcock & Wilcox boilers 
equipped with Foster superheaters. 

United Railways & Electric Company, Baltimore, Md. — It 
is annoimced tliat this coni|iany has Just closed a contract 
with the .McCall's Ferry Power Company for current to operate 
its line. The power company is constructing a large dam 
in the Susquehanna river at McCalls Ferry for the purpose 
of generating electric current for use in all the cities and 
towns within a radius of lOO miles, and it is staled is securing 
some large contracts. 



Vol. XVIII, No. 1. 

Personal Mention 

Mr. John H. Fry, general passensor agent of the Detroit 
United Railway. Detroit. .Mich., has resigned, effective on 
July 1. He became connected with the Detroit City lines in 

1SS4 as manager, retain- 
ing this i)osition until 
his appointment as gen- 
eral superintendent in 
1891. In ISS.^i he re- 
signed to become man- 
ager of the Majestic 
l)uilding. one of the 
largest and most im- 
liortant ofhce structures 
in Detroit. This posi- 
tion he held until 1901. 
when he returned to the 
Detroit United Railway 
as assistant general 
liassenger agent of the 
entire system, including 
its interurban and city 
properties. He was later 
made general passenger 
agent, which position 
he has held until the 
present time. He has 
resigned to resume the 
management of the Ma- 
jestic properties. Mr. 
Fry's successor is Mr. 
John F. Keys, who, although but 28 years of age. has been 
connected with the Detroit United for 12 years, and has re- 
ceived his training under the direct supervision of Mr. Fry. 
He has been special car agent for the company since 190."i. 

Mr. B. T. Reamey has been appointed accountant of the 
Interborough Rapid Transit Company of New York City. 

Mr. A. P. McCallum has been appointed engineer of the 
Hamilton Waterloo & Guelph Railway at Hamilton, Ont. 

Mr. J. N. Jones has been api)ointed division superintendent 
of the Utica & Mohawk Valley Railway at Mohawk, N. Y.. in 
place of Mr, E. O'Hara. 

Mr. C. R. McKay, whose appointment as electrical engi- 
neer and superintendent of lighting of the Toledo (O,) Rail- 
ways & flight Comjjany, was announced in a previous issue, 
was born in North 

John H. Fry. 

Adams, Mass. He re- 
ceived his earlier edu- 
cation at a military 
school and later gradu- 
ated from Johns Hop- 
kins University at 
Baltimore. Md. His 
engineering experience 
has covered a wide 
range of work in both 
the west and the east. 
From 1894 to 1895 he 
was consulting engineer 
for the Ontario & Daly 
Silver Mining Company 
at Salt Lake City, and 
was construction engi- 
neer in 1896 for the 
Pioneer Electric Power 
Company, also of Salt 
Lake City. In 1897 he 
was appointed superin- 
tendent of construction 
of the Sprague Electric 
Elevator Company at 
New York City, remain- 
ing there until his apiiointment in 1899 as chief engineer of 
the S])rague Electric Company. From 1900 until his i)resent 
appointment he was district engineer for the General Electric 
Company for Ohio, Indiana, Kentucky and Tennessee. Mr. 
McKay has executed much of the heavy installation work 
of the principal electric traction and lighting companies in 
the territory covered by his district, including the following: 
Nashville Railway & Light Company, Knoxville Railway & 
Light Company, Toledo Railways & Light Company. Muncie 
Hartford & Ft Wayne Railway, Louisville Railway, Columbus 
Railway & Light Company, Toledo L^rban & Interurban Rail- 

C. R. McKay. 

w-ay, Columbus Newark & Zanesville Electric Railway, Colum- 
bus London & Springfield Railway, Columbus Delaware & 
Marion Railway and the Cincinnati & Columbus Traction Coni- 
jiany. Amon.g these are included several large steam turbine 
Ijlants. Mr. McKay's present appointment was effective on 
July 1. 

Mr. William H. Forse, Jr., heretofore assistant treasurer 
of the Indiana Union Traction Company, Anderson, Ind,, at a 

recent meeting of the 
directors, was elected 
secretary and treasurer 
of the company. Mr. 
Forse. who is a native of 
St. Louis, Mo., was for- 
merly with A. Leschen 
& Sons Wire Rope 
Company of that city. 
Pour years ago he sev- 
ered his connection 
with this firm to take 
a iiosition in the audit- 
ing department of the 
Indiana XTnion Traction 
Company and two years 
later, upon the resigna- 
tion of Mr. Isaac Mc- 
Quiljiin. com])troller of 
this company, succeeded 
him with the title of 
auditor. Last Novem- 
ber he was appointed 
assistant treasurer, be- 
ing succeeded as au- 

William H, Forse, Jr. ^"°'" '^>' ^r. Walter 

Shroyer. His recent 
election as secretary and treasurer of this important inter- 
urban system, comprising Sfi.'i miles of track and connecting 
the i)rincipal cities of Indiana, indicates still further recog- 
nition of his efficient work during the four years of service 
with this company. He is a member of the Central Electric 
Railway Association and of the recently organized Central 
Electric Accounting Conference. He also is a member of the 
American Street and Interurban Railway Association and as 
chairman of the committee on interurban accounts has assisted 
in revising the system of accoiniting now in use on American 
electric railways. Mr. Forse has also been a contributor to 
the Journal of Accounting, System, and other technical jour- 

Mr. Benage S. Josselyn, formerly vice-president and gen- 
eral manager of the Baltimore (Md.) Electric Company, has 
resigned to become president of the Portland (Ore.) Railway 
L|ight & Power Com- 
pany, succeeding the 
late Henry W. Goode, 
who died last April. 
Mr. Josselyn was born 
February 7, 1858, at 
Heyworth. 111., and en- 
tered railway service in 
1873, since which time 
he has had an extensive 
experience in the man- 
agement of steam and 
electric railways, elec- 
tric light and telephone 
enteriirises. On Janu- 
ary 1. 1893. after serv- 
ing in various capacities 
on the different roads 
of the west and middle 
west, he was appointed 
genera! manager of the 
Kansas City Osceola & 
Southern Railway, 
where he remained for 
five years. From Janu- 
ary 1 to April 15. 1899, 
he was general super- 
intendent of the Omaha & St. Louis and Omaha Kansas City 
& Eastern lines, and from February 1, 1900, to September 15, 
1902, manager of the Kentucky & Indiana Bridge & Railroad 
Comininy, which marked the beginning of his connections 
with electric railways. From September 15, 1902, to March 
1, 19o:i, he was general manager of the Hudson Valley Rail- 
way, when he resigned to become general manager of the 
Union Terminal Railway of Sioux City and other electric 
properties owned by the same syndicate. Mr. Josselyn sev- 
ered his connection with these companies about two years 
ago to become assistant to the president of the Maryland 
Telephone Company, two months later being elected vice- 

Benage S. Josselyn. 

July 6, 1907. 



president, and more recently vice-president and general man- 
ager of the Baltimore Electric Company, as earlier stated. 

Mr. E. T. Selig has resigned as manager of the Mt. Vernon 
(0.) Railway & Light Company, to engageJn electric construc- 
tion work. Mr. G. C. Fuller of Cleveland has been appointed 
to succeed him. 

Mr. W. W. Foster of Syracuse, N. Y., has been elected 
treasurer of the Oswego Traction Company, succeeding Mr. 
.J. P. Doyle, resigned. H. .1. Clark of Syracuse has been elected 
secretary, in place of Mr. D. A. Williams, resigned. 

Mr. B. B. Winchester, superintendent of the New York & 
Long Island Traction Company, has been transferred from 
Hempstead, L. 1.. to the Long Island City offices of the com- 
pany. Mr. J. P. Kineon will succeed him at Hempstead. 

Mr. Charles E. Warwick, for the past two years superin- 
tendent of transportation of the Galveston (Tex.) Electric 
Company, has resigned. Mr. F. C. Randall will be acting 
superintendent until a permanent successor is appointed. 

Mr. William H. Forse, Jr., heretofore assistant treasurer 
of the Indiana Union Traction Company, Anderson, Ind.. has 
been elected secretary and treasurer of the company, suc- 
ceeding Mr. William C. Sampson, secretary, and Mr. John J. 
Collier, treasurer. 

It is officially announced that Mr. Frank Arnold, hereto- 
fore manager of the Oswego (N. Y.) Traction Company, has 
been appointed superintendent of the electrical department of 
the Ft. Dodge Des Moines & Southern Railroad, with head- 
quarters at Boone, la. 

It is officially announced that Mr. William L. Derr, who 
has been superintendent of the Chicago & Alton Railroad at 
Bloomington, 111., since February 15 of this year, has been 
appointed general superintendent of the New York City 
Railway, with headquarters at 761 Seventh avenue. New York: 
effective on July 1. 

Mr. Robert Jemison, according to newspaper reports, has 
resigned as president of the Birmingham (Ala.) Railway Light 
& Power Company, to become chairman of the board of 
directors, effective on September 1. He will be succeeded 
by Mr. A. H. Ford of Ford, Bacon & Davis, New York, who 
is now vice-president of the company. 

Mr. J. M. McElroy, general manager of the Manchester 
(England) Corporation Tramways, president of the Municipal 
Tramway Association of Great Britain and prominent in the 
electric railway developments of that country, will make an 
extensive tour of the United States for the purpose of study- 
ing electric railway traction as exemplified here. 

Mr. L. E. Holderman, heretofore superintendent of the 
electrical department of the Eastern W^isconsin Railway &. 
Light Company, has been appointed superintendent of lighting 
of the Terre Haute Indianapolis & Eastern Traction Company 
at Terre Haute, Ind., succeeding Mr. S. B. Tuell, resigned to 
accept a position with Stone & Webster of Boston, Mass. 

Mr. Henry G. Bradlee of Boston, Mass., has become a 
member of the firm of Stone & Webster, 84 State street, Bos- 
ton, effective on June 30. Mr. Bradlee is vice-president of the 
Jacksonville (Fla.) Electric Company, second vice-president of 
the Tampa (Fla.) Electric Company, vice-president of the 
Houghton County Street Railway of Hancock, Mich., and 
liresident of the Cape Breton Electric Company, all controlled 
by Stone & Webster. 

Mr. H. C. Higgins, vice-]iresident and general manager 
of the Sterling Dixon & Eastern Electric Railway and the 
Lee County Lighting Company, Sterling, 111., has resigned 
his position as general manager of the two companies, effect- 
ive at once to accept a similar position with a gas and elec- 
tric company at Gadsden, Ala. Mr. Higgins organized and 
promoted the Sterling Dixon & Eastern road and has been 
general manager for the past four years. He will retain his 
financial interest in both properties, as well as the office of 
vice-president of the electric lines. Mr. Edward B. Kirk, 
general manager of the Winnebago Traction Company, Osh- 
kosh. Wis., has been appointed to succeed Mr. Higgins as 
general manager of the two properties. 

Financial News 


George Goodwin, formerly division superintendent of the 
Brooklyn Rapid Transit Company, died at his home in Brook- 
lyn, N. Y., on June 27, at the age of 52 years. 

Louis J. Magee, a distinguished electrical engineer, died 
in New York on July 3. He is said to have constructed the 
first electric tramway in Europe, was organizer of the Union 
Elektricitaets Gesellschaft and was a writer of ability. 

American Railways Company, Philadelphia. — Gross earn- 
ings of the subsidiary companies for the year ended June 
30, 1907 (June partly estimated), were $2,850,000, of which the 
net income to the American Railways Company was $001, .'j70. 
After the deduction of charges, taxes, and a dividend of 6 
per cent the surplus was $78,527. 

Cleveland Electric Railway. — The directors have declared 
another quarterly dividend of three-fourths of 1 per cent, thus 
continuing the basis of 3 per cent per annum which was estab- 
lished with the dividend for the first quarter of 1907. 

Denver City Tramway Company. — It is reported that D. H. 
Moffat has sold a controlling interest in this company to Mars- 
den J. Perry of Providence, R. I., and others. The report 
states that Mr. Moffat will invest the iiroceeds of this sale in 
the Denver Northwestern & Pacific Railway, which now 
operates 127 miles of road and has an additional 90 miles 
under construction. Mr. Moffat is president of this road. 

Havana Central Railroad. — The plan for sale of the com- 
mon stock and first mortgage 5 per cent bonds to the United 
Railways of the Havana & Regla Warehouses, Ltd., has been 
declared operative, as $5,336,375 of the common stock and 
$5,357,000 of the bonds have been deposited. 

Ithaca (N. Y.) Street Railway. — The New York railroad 
commission has approved the issue by this company of $750,- 
000 bonds. The proceeds will be used to acquire the Ithaca & 
Cayuga Heights Railway and the Cayuga Lake Electric Rail- 
road, and to pay for improvements. 

Mansfield (O.) Railway Light & Power Company. — Direc- 
tors of the Cleveland Southwestern & Columbus Railway Com- 
pany have authorized the purchase of 5,050 shares of com- 
mon stock of the Mansfield company, constituting a controlling 
interest. The Mansfield company has $742,000 first mortgage 
5 per cent bonds and $650,000 common and $350,000 preferred 
stock outstanding. The Citizens' Electric Railway Light & 
Power Company, an underlying company, has $200,000 bonds 
outstanding, for the retirement of which the Mansfield com- 
pany holds an equal amount of its first mortgage bonds. The 
Mansfield company owns 9 miles of track in Mansfield and 12 
miles of interurban road to Shelby, O. 

Public Service Corporation of New Jersey. — The directors 
have declared an initial dividend of 1 per cent on the outstand- 
ing $12,500,000 capital stock. The United Electric Company, 
a subsidiary company, has declared a dividend of 5 per cent. 
The Public Service Corporation owns $19,500,000 of the $20,- 
000,000 of the capital stock of the United Electric Company. 

Springfield & Northeastern Traction Company, Lincoln, 
III. — A trust deed has been filed to the Central Trust Company 
of Chicago, trustee, to secure the issue of $1.5uO,iiou of first 
mortgage 5 per cent bonds, payable on December 1. 1936. 

Dividends Declared. 

Birmingham lAla. I Railway Light & Power Company, pre- 
ferred, 3 per cent. 

Cincinnati Newport & Covington Light & Traction Com- 
pany, Covington, Ky., common, three-fourths of 1 per cent ; 
preferred, quarterly, 1 % per cent. 

Citizens' Electric Street Railway, Newburyport, Mass., 2»^ 
per cent. 

City Railway. Dayton. O.. common, quarterly, 1% per cent: 
preferred, quarterly, IV2 Per cent. 

Cleveland Electric Railway, quarterly, three-fourths of 1 
per cent. 

Columbus Newark & Zanesville Electric Railway, Newark, 
O., preferred, 1% per cent. 

Detroit United Railway, quarterly, 1% per cent. 

El Paso (Tex.) Electric Company, preferred, 3 per cent. 

East St. Louis & Suburban Railway Company, E^ast St. 
Louis, 111., preferred, quarterly. IVi per cent. 

Forest City Railway, Cleveland, quarterly. 1%^ per cent. 

Lincoln (Neb.) Traction Company, preferred, 2h^ per cent. 

.Manchester (N. H.) Traction Light & Power Company. 
quarterly, 1% per cent and 1 per cent extra. 

Northampton (Mass.) Street Railway. 3 per cent. 

Philadelphia Company. Pittsburg, common, quarterly. 1 1^ 
per cent. 

Public Service Corporation of New Jersey, 1 per cent. 

Scioto Valley Traction Company, Columbus. O., preferred, 
quarterly, Hi per cent. 

Toronto (Out.) Railway, quarterly, l^A per cent. 

United Electric Company of New Jersey. 5 per cent. 

Union Traction Company of Indiana, common, three- 
fourths of 1 per cent. 



Vol. XVIIl. Xo. 1. 

Manufactures and Supplies 


Milford & Uxbridge Street Railway, Milt'ord. Mass.. is in 
the market tor two 30-foot closed car bodies. 

Northern Ohio Traction & Light Company, Akron. O.. has 
authorized the purchase of two sprinkling cars. 

Edmonton Electric Railway, Edmonton. Alberta, under 
ronstniction. will be in the market tor rolling stock later in 
the season. 

Tampa & Sulphur Springs Traction Company, Tampa. Fla.. 
as reported in the Electric Railway Review of June 29. has 
placed an order for six cars with the McGuire-Cumniings 
Manufacturing Company, Chicago. 

Exeter Hampton & Amesbury Street Railway, Haverhill. 
Mass.. has placed a contract for seven new cars, two of which 
are being built in the shops of the company at Hampton. X. H. 
These cars will replace the ones lost in the burning of the car 
houses at Hampton, as reported in the Electric Railway Re- 
view of March 9. 

Ferrocarril Electrico de Lerdo a Torreon, Gomez Palacio. 
Mex.. was reported in the Electric Railway Review of June 22 
to have placed an order with The J. G. Brill Company for 
six cars. The company advises us that the contract calls for 
two 35-foot 12-bench open motor cars, two 30-foot closed motor 
cars, all equipped with GE-SO motors, and four 3u-foot SO-bench 
trail cars. Shipment is to be made on or before Xovember 1.',. 

Rochester Syracuse & Eastern Railway, Syracuse. X. Y.. 
has placed an order with the Xiles Car & Manufacturing Com- 
pany, through J. G. White & Co.. Inc.. Xew York, who originally 
built and etpiipped the road, for 1.5 double-truck combination 
passenger and baggage cars and 2 double-truck express cars. 
Delivery is to be made on or about August 1. 1907. The speci- 
fications include the following details: 
Length— Width- 

Over buffers. .. .51 ft. S in. Over side panels. S ft. 4 in. 

Over vestibule. ..50 ft. 4 in. Over all 8 ft. 6V2 in. 

Smoking compartment .. . Height, rail to top trolley 

11 ft. 1/2 in. bridge 12 ft. 3 in. 

Main compartment. . . .26 ft. Motors. . .Four 75-horsepower 

British Columbia Electric Railway, Vancouver. B. C. 
whii^'h was reported in the Electric Railway Review of June 
lij as exiject'ug to build 24 cars, officially advises us that it 
has iilaced a contract for 1.5 city cars, 6 large interurl)an cars, 
1 shunter and 2 freight cars, with its .\ew Westminster shops. 
Delivery is to be made during this year and next. Siieciflca- 
tions call for the following details: 
Weight — Length, bod.v — 

City 34,000 11). City 40 ft. 

Interurban 53,000 lb. Interurban 50 ft. 

Wheel base — Over all, city 43 ft. 

City 4 ft. Height, track to trolley 

Interurban 6 ft.' base 13 ft. 

Width, inside 8 ft. Body Wood 

Over all 8 ft. 8 in. I'nderframe Composite 

Special Equipment. 

Air brakes Christensen " Fenders. . .Company standard 

Brakes, rigging — Hand brakes Sterling 

City Hand Heating system . Consolidated 

Interurban .'....Air Motors General Electric 

Couplers Van Dom Trucks Brill 

Consolidated Railway, New Haven. Conn., has recently 
placed a contract with the Wason Manufacturing Company for 
133 closed cars and 14 snow plows. This order is in addition 
to the one reported in the Electric Railway Review' of March 
9. The cars will be distributed among the company's various 
lines as follows: Consolidated Railway, Xew Haven, 16 
double-truck 30-foot cars: Consolidated Railway. Hartford, 24 
double-truck 30-foot cars and 3 double-truck snow plows; Con- 
necticut Railway & Lighting Company, Bridgeport. U) double- 
truck 30-foot cars and 1 double-truck snow plow: Consoli- 
dated Railway, Xorwich. 1 double-truck 33-foot car and 1 
double-truck snow plow; Derby Stieet Railway, lb double- 
truck 30-foot cars and 3 double-truck snow plows; Connecticut 
Railway & Lighting Comjjany, Xorw^alk. 3 double-truck 30-fool 
cars and 1 double-truck snow plow; Connecticut Railway & 
Lighting Company. .New Britain, 2 double-truck 30-foot cars; 
Connecticut Railway & Lighting Comiiany. Waterbury. eleven 
3(l-foot cars and 2 double-truck snow plows; Consolidated Rail- 
way, Middletown, eight 33-foot cars and 1 double-truck snow- 
plow; Milldale line, 2 double-truck cars and 1 double-truck 

snow plow; Stafford Springs line, four 30-foot cars and 1 
double-truck snow plow; Xew York & Stamford Railway. Port 
Chester, X. Y., twelve 30-foot cars and 1 doul)le-truck snow- 
plow-. Thirty closed cars have been ordered for the Rhode 
Island lines. The specifications call for the following details; 

Trucks. Standard motor truck Registers 

Motors General . . .New Haven Recording 

Electric and VVestinghouse Wheels. . .Schoen rolled steel 

Brakes. .Christensen No. AA4 Trolleys Sterling-Meaker 

Heating system. Consolidated 


Evansville Suburban & Newburg Railway, Evansville, 
Ind. — This company was reported in the Electric Railway Re- 
view- of June S as having had plans prepared for a new sta- 
tion at Evansville. to replace the present office and freight 
depot. M. J. Hoffman was the lowest bidder at $12,122 and 
received the contract. 

Indiana Columbus & Eastern Traction Company, Cincin- 
nati, O. — It is reported in Springfield. O.. that a real estate 
transfer, which put M. C. Gwyn in possession of property in 
that city, was made for the purpose of ultimately turning the 
property over to this company. A new station has been under 
consideration for over a year. 

Pittsburg & Butler Street Railway, Pittsburg, Pa. — This 
company has appropriated $10.ou0 for a station at Etna. 

Terre Haute & Western Railroad, Terre Haute, Ind. — This 
road, which is under construction, has begun the erection of 
a large passenger station and car house at Paris. 111. It will 
be a frame building, somewhat similar in design to the small 
passenger stations of steam railways. The company hopes to 
have it completed by August 1. 


Chicago Pneumatic Tool Company, Chicago, has declared 
a quarterly dividend of 1 per cent, payable on July 25. 

Hooven, Owens, Rentschler Company of Hamilton. O.. an- 
nounces the removal of its office at Atlanta. Ga., to 1510 
Candler building. 

American Locomotive Company, New York, has declared 
a quarterly dividend of 1% per cent on its preferred stock, 
payable on July 22. 

Van Dorn Electric & Manufacturing Company, Cleveland, 
O., succeeds to the business of the Van Dorn-EUiot Electric 
Company. There will be no change in business policy. 

W. E. Forman has been appointed district engineer of 
the Westinghouse Electric & Manufacturing Company at At- 
lanta. Ga. Mr. Forman has been erecting engineer of this 
company at Pittsburg. 

Goubert Manufacturing Company, New- York City, manu- 
facturer of steam separators, has moved its offices to the 
new West Street building. 90 West street, where larger quar- 
ters have lieen engaged. 

C. W. Johnson, for the past three -years general superin- 
tendent of the works of Allis-Chalmers-Bullock, Limited. Mont- 
real, has resigned to become connected with the Westinghouse 
Electric & Manufacturing Company, Pittsburg. 

Lord Electric Company, New York, has recently moved 
its office, factory and construction department to 213 West 
Fortieth street, New York, where it is in better condition to 
take care of the wants of its customers than ever before. 

Power Improvement Company has opened an office at 
201s Fisher building. Chicago, where George B. Foster will 
have his headquarters in the interests of the De Laval steam 
turbines, generating units and centrifugal pumps and the 
Wilkinson mechanical stoker. 

Baldwin Locomotive Works, Philadelphia, Pa., has 
awarded the contract for its new- office building to Roydhouse. 
Arey & Co. of that city. It will be on Spring Garden and 
Broad streets, five stories high. 124 by 53 feet, and the cost 
is estimated at $80.00(1. Wilson. Harris & Richards, archi- 

Arthur B. Shepard, manager of the Cleveland office of the 
General Electric Company, has resigned in order to devote 
more time to his traction interests in Indiana. Mr. Shepard 
has been connected with the General Electric Company 14 
vears — seven in the engineering and commercial dejiartments 
at Schenectady and the balance in charge of the Cleveland 
office. He is president of the Toledo & Chicago Interurban 
Railwav. one of the first single-i)hase roads in the country. 

..July 6, 1907. 



Mr. Shepard will have offices in the Schofield building, Cleve- 
land, and will still act for the General Electric Company in a 
special capacity. 

Heine Safety Boiler Company, St. Louis, Mo., we are 
officially advised, will erect a new plant on Marcus avenue, 
east of Hircher road, at St. Louis, Mo. The cost is estimated 
between $i:00,000 and $3(10,000. Details as to the exact size 
have not yet been determined. 

Speer Carbon Company, St. Marys, Pa., has been exijeri- 
nienting for the ))asf year on a new reinforced carbon brush 
which it is now putting on the market. This brush is meet- 
ing with jihenomenal success. If any consumer is having 
brush trouble, samples of this new carbon brush can be had 
by writing to the company. 

Consolidated Car Heating Company, Albany, X. Y., has 
received the following large contracts for electric heating 
equiiiments: Interborough Rapid Transit Company, 4,400 
heaters for use in 200 cars on Manhattan Elevated division 
and 1,:{00 heaters for use in hO steel cars on subway division; 
Chicago City Railway, 6,000 heaters for use in 300 acres; Con- 
solidated Railway, New Haven, Conn., 1,142 heaters for 103 
•cars; Brooklyn Rajiid Ti'ansit Company, 600 heaters for 100 

J. G. White & Co., Limited, London, Eng., the British 
affiliation of .). G. White & Co.. -i'.i Exchange place. New York, 
have placed an order for about r>,000 tons of steel rails with 
the United States Steel Products Exjiort Company, which 
handles the export business of the United States Steel Cor- 
poration. These rails are to be used in the construction of 
the United Electric Tramways of Montevideo, Uruguay, S. A. 
The system will be .S.'p miles long, and is ex|)ected to lie in 
operation this fall. 

Lumen Bearing Company, Buffalo, N. Y., is erecting a 
two-story building, 12.') by 30 feet, to be used for the storage 
and manufacture of wooden patterns and also as a carpenter 
shoi). The building, which is connected by a passageway 
with the main fomidry, is of fireproof construction, steel and 
concrete only being used, and the windows and door cases 
are made of pressed steel and wire glass. This addition will 
greatly facilitate the handling of the comjiany's out])Ut and 
will provide a storage capacity for 50,000 patterns of the 
ordinary run of brass foundry work. 

Queen & Co., corner Eighth and Arch streets, Philadel- 
phia, are sending to the trade a hanger illustrating their test- 
ing sets. The tests executed by these sets cover the entire 
field, some of the various uses being as follows: Measuring 
resistances, measuring insulation resistances, comi)aring elec- 
tromotive forces, checking up voltmeters, checking up am- 
meters, measuring battery resistance, executing Murray and 
Varley loop test, measuring capacity, measuring self-induction, 
measuring resistances of electrolytes, testing out grounds; 
also many other uses. Queen & Co. will be pleased to send 
one of these testing sets to any one Interested in the line. 

O. H. Centner, Jr., of Philadelphia has become connected 
with the General Fireproofing Company, Youngstown, O., as 
assistant engineer, in charge of estimating and drafting in the 
reinforced concrete deiiartment. His headquarters will be in 
Y'oungstown. Mr. Gentner is well known in the east through 
his connection with important building operations. He has 
been associated with .1. A. Patterson, consulting engineer on 
structural work; with G. W. & W. D. Hewitt and Ballenger & 
Perrot, architects, Philadelphia, on concrete construction and 
structural work, and with the Unit Concrete Steel Frame Com- 
pany, Tucker & Vinton and the Vulcanite Paving Company, in 
charge of reinforced concrete work. In the past nine years 
Mr. Gentner has been connected with the design and construc- 
tion of more than 20O reinforced concrete structures. 


National Electric Lamp Association. — The engineering de- 
partment of the .Xalional Electric Lamj) Association has issued 
the second edition of Bulletins Nos. 1 to G, which bear date 
of ,Ianuary 14, lilOT. .\'o. I describes the objects of the asso- 
t-iation; No. 2 describes the engineering department; No. 3 
is on the Gem metallized ."lO-watt lam|); .\o. 4 is on the Gem 
metallized high candlepower and prismo lamps and units; 
No. .'■) describes the Tantalum lam|) and results of tests; and 
No. 6 describes the Tungsten lamp. 

Ingersoll-Rand Company, 11 Broadway, New York. — 
"Crown" pneumatic hammers are fully described in Bulletin 
No. 2010, comprising 24 pages, 6 by 9 inches, profusely illus- 
trated. 'I'he bulletin covers every detail of construction and 
operation. The design of this hammer is new and the con- 
struction simple. It is claimed to strike a harder, i|uicker 
blow than any other, with 20 to 30 per cent less air and with 
slight cost for reiiairs. It is nuule in five sizes for chipping. 

calking, scaling, fine beading, etc., and in four sizes, long 
stroke, for driving rivets from the smallest up to 1% inches 
diameter.. The bulletin also gives an interesting exhibit of a 
displacement air meter by which the i)erformances of these 
tools have been tested and verified. 

Green Fuel Economizer Company, Matteawan, N. Y. 

Several mechanical draft plants of extraordinary size are de- 
scribed in a booklet recently published by this company, A 
pair of fans sujiplied to the East St. Louis & Suburban Rail- 
way are said to be the largest ever built with overhung wheels, 
the wheels measuring 19 feet 6 inches in diameter by 7 feei 
wide at the tips of the blades and being driven by Corliss 
engines. Photographs are shown of nearly a dozen other 
large jilants as well as drawings and layouts of a number of 
large and interesting installations, including the new Hoboken 
terminal of the Lackawanna Railroad. A portion of the book 
is devoted to the Green fuel economizer, which is often put in 
with mechanical draft fans because they are both beneficial 
under similar ccnditions and comi)lementary in promoting 
fuel economy. The economizer recovers heat from the fine 
gases and at the same time acts as a reservoir for hot water. 
which is available in meeting sudden demands for jjower. It 
often shows its greatest economy when a low grade of fuel 
is burned, since under such circumstances there is usually a 
large surplus of air and a highfr velocity of the products of 
combustion through the boiler jjassages. A greater ijropor- 
tion of heat is therefore carried through the boiler to be 
recovered by the economizer. By adding heating surface the 
economizer increases boiler capacity. The mechanical draft 
outfit makes it possible to utilize an economizer to the fullest 
extent; to burn the cheapest grades of fuel; to handle heavy, 
sudden overloads on the boilers; to get along with fewer 
boilers; to dispense with an expensive chimney; to obtain all 
the draft wanted in all conditions of weather; and to secure 
more thorough combustion; the result of all these factors 
being to use less coal and thereby to save money. Anyone 
owning or operating boiler plants will find valuable informa- 
tion in this booklet. 




Beginning the first of August the product of the New De- 
parture Manufacturing Conii)any will be sold direct from the 
home office and salesrooms at Bristol, Conn. The salesmen of 
the company will travel from Bristol and all orders will be 
received at and invoiced from the factory. .lohn H. Graham 
& Co. of New York, who have successfully marketed New De- 
parture p:oducts for many years, will still look after the sales 
in New York City and export trade. 

By taking over its selling department the com|jan\ ,,iaces 
itself in line with the practice and policy of other large nianu- 
facturin.g enterprises of keeping the sales and manufacturing 
branches closely in touch with each other. 

The salesrooms, now about com|)leted, have been modeled 
on modern lines and every courtesy will be shown those who 

visit the home 
plant. Other exten- 
sions in process of 
construction will 
shortly necessitate 
r.n increase in the 
number of hands 
employed and will 
bring the total 
number of em- 
ployes to 1.000 or 
more. The auto- 
matic depar '.iient 
has been ojierated 
full handed and 
overtime for 
months past, in or- 
der to meet a grow- 
ing demand for the 
New Departure products. 'l"he com|)any recently purchased 
the plant and business of the Liberty Bell Company, and will 
continue the manufacture of the Liberty chime bells in addi- 
tion to the extensive .New Departure line. This company is 
a very large manufacturer in bicycle, automobile, car, fire, 
door. tea. office and call bells. The Liberty trolley har|)s. a 
new and improved device. rai)idly coming into favor with the 
street railway men, will also be manufactured. 

-Mr. I)e Witt Page, secretary of the company, and identi- 
fied with it in an official capacity since its establishment, will 
be at the head of the sales department. The trade has al- 
ready become pleasantly and profitably acquainted with .Mr. 
Page through the advertising de|>artment. over which he has 
so successfully presided for several years. He retains this 
position and will continue to distribute the really helpful 
"selling helps' for which he is reputed. 

Plant of the New Departure Manufactur- 
ing Company. 



Vol. XVIII. No. 1. 


The rapid growth of the electric traction industry points 
to a possible universal interchange of cars on electric rail- 
wa.vs. and hence it is imperative that some standard coupler 
be adopted. 

The conditions to which a coupler for electric cars must 
be adaptable are far more exacting than in the case of steam 
railways. Changes of grade are often more abru]it and 
severe, short cars have a tendency to pitch, short curves must 
be negotiated and these cause severe strains, to which the 
draft gears and couplers are sub.iected. 

It is a well-known fact that it is far more dangerous to 
attempt to couple two cars which will not couple automatic- 
ally than it was to couple two freight cars with the old link- 
and-pin coui)ling. If two couplers on radius bars fail to 
couple serious results are likely to follow, since the bars are 
liable to buckle. The advantages and necessity of selecting 


bar, so that it may strike the side wall and be deflected past 
the roimd pin with which it locks. These couplers will all 
couple within 1-'i2 inch, but the standard coupling distance 
is 1-16 inch. A long life is assured the couplers because of 
the large surfaces over which the wear is distributed. Further, 
each head is provided with two different pin holes. When the 
link is in either head and couples automatically on the other, 
the wear is occasioned by pulling only, and this affects only 
the two holes that make the connection. By placing the link 
in the opposite head the wear is reversed on the head, pin 
and link. This doubles the life of the parts. 

It is suggested that companies using Van Dorn couplers 
keei) the faces well lubricated with a heavy grease. This will 
reduce the wear on the faces, links and pins and will make 
them couple more easily. 

J LZ£ 

J 1 ' 


—19 — 

> 1 

Van Dorn Couplers — Type 11, Standard for 200 Roads. 

a coupler which will work automatically under the most dis- 
advantageous conditions are therefore evident, as is also 
the fact that the draft gear, radius bar and swivel must be 
designed according to the results of long experience, or the 
coui)ler is as useless as a weak link in a strong chain. 

Unless the management of a railway can assure itself that 
the coupler which it selects has been used on a number of 
roads having the most severe service, and that the coupler 
has given perfect satisfaction over a long period of time, it is 
advisable to conduct tests, even at a considerable expense, 
rather than select a coupler simply because it "looks good" on 
the drawings. The tests to which a coupler should be sub- 
jected, and which it must pass without failure, are: Coupling 
cars at about three miles iier hour, cars brought together 
hard and reversed, cars coupled on sharpest turn, train run 
at high speed over track with sudden changes of grade and 
sharp curves. If the coupler works automatically and does 

Van Dorn Couplers — Type 19. Latest 

Type, Embodying Several 

New Features. 

not uncouple on the rebound when cars are brought together 
rapidly, nor uncouple during high-speed tests on rough track, 
and is designed with a large factor of safety with regard to 
strength, it can be adopted as standard without hesitation. 

One of the first men to experiment with and design auto- 
matic couplers was W. T. Van Dorn. He designed his first 
coupler nearly 30 years ago. and has made the design of 
automatic couplers a life study. The accompanying illustra- 
tions show the Van Dorn coujiler of today as manufactured 
by \V. T. Van Dorn Company, 1074-1076 South Paulina street, 
Chicago, 111. ^ 

These couplers have now been adojited as standard on 
such roads as the Manhattan Elevated Railroad, New York 
Subway, Metropolitan West Side Elevated Railroad, Chicago 
Indianapolis & Northwestern Traction Company, etc. 

From an examination of the illustrations it will be seen 
that the most striking characteristics of these couplers are 
the extreme simplicity of their design, the absence of numer- 
ous moving parts and an exceptionally rugged construction 
of all the parts subjected to strains. 

The end, face of the coupling bar, as shown, is designed 
to steer the point of the link entering the mouth of the draw- 


The accompanying engravings illustrate a purely mechan- 
ical, high-pressure, one-man jack, which it is claimed will lift 
a greater load with less effort than hydraulic or other jacks. 

Roth Screw/ Jack. 

This jack has been on the market Cor about two and one- 
half years and is the result of 30 years' experience in making 
jacks. The good will and patents, both foreign and domestic, 
covering the Roth high-pressure one-man jack, as well as 
tools and patterns, have been acquired by the Security Regis- 
ter & Manufacturing Company of New York and St. Louis. 

The Roth jack, it is stated, can be lifted a thousandth part 
of an inch and will stay thus elevated any length of time 
under load, thus indicating the care with which the screw is 
made and fitted. Pre- 
liminary to the making 
of compression tests of 
a' 20-ton Roth screw 
jack at the United 
States Navy Yard, a 
hand test was made of 
the jack's lifting power, 
with the result that one 
man raised 27.34 tons 
with an 8-inch lever and 
41.73 tons with an 18- 
inch lever, while 62% 
tons have been lifted 
with the 20-ton jack 
without straining it. The 
jack has ball bearings 
throughout, the balls 
being of the best grade 
of steel. In the navy 
yard test one ball from 
the bearing was sub- 
jected to 40.410 pounds 
l)ressure and embedded 
itself Vs to 3-16 inch 
dee]) in a lathe without 
injury to the ball. The 
steel used in the screw 
was also tested with 
satisfactory results. The 
advantages claimed for 
this type of jack are 

that it has no pump to get out of order, no liquids to freeze 
or dry up, no stuffing box or valve to leak or require repairs, 
and that it will not let down a load at a critical moment. 
The jack has been quite extensively tested by engineers and 
master mechanics in the comparatively short time it has 
been on the market and has been found well adapted to the 
heavy lifting required on steam and electric railway systems. 

Roth Screw 

Jack — Enlarged View 
of Gear. 


Entered at the Postofflce, Chicago, III., as Second-class Matter. 

Subscription in advance, including special dally editions published from time to time Id places other tbanCbieimu, postage free: 

United States or Mexico. 12: Canada. f3.6lJ: Postal Union Countries, 15: Single Copy, 10 cents. 

Chicago: 160 Harrison Street New York: 150 Nas^sau Street 

Vol. XVIII, No. 2 

CHICAGO, JULY 13, 1907 

Ci.BVEi.A.Ni), O.; 1529 Williauison Building 

Whole No. 22Q 



— Co-operation of City and Cf)mpany 31 

— Rules of Utilities Commission 31 

— Italian Socialism Not a Diversion 31 

— Reading Technical .loiirnals 32 

— Labor and Municipal Ownership 32 

— Accounting for Depreciation as Prescribed by the Inter- 
state Commerce Commission 32 

— Labor-Saving Tools in Railway Work :!3 

— Losses in Oliio Steam Railway Trafflc Due to Electric 

Roads 33 

New York Auburn & Lansing Railroad (Illustrated) 34 

First Reports of Civic Federation Commission on Municipal 

Ownership 39 

Fire-Killed Timber for Railroad Ties 40 

Pow^r Plant Improvements at Laconia. N. H. (Illustrated) 41 

Form for Recording Waybills Passing Junction Stations (Illus- 
trated 43 

New Track Construction in Atlantic City (Illustrated) 43 

Cars for City Service. By T. J. NichoU 44 

Work of New York Public Utilities Commissions 45 

Ft. Wayne & Wal)ash Valley Timetable 45 

Piping and Power Station Systems — XLV. By W. L. Morris, 

M. E. (Illustrated) 415 

Recent Electric Railway Legal Decisions. By J. L. Rosenberger, 

LL. B 47 

News of the Week: 

— American Stieet Railway Investments, 1907 Edition 49 

— Trolley Lines in Steam Railway Accounting 49 

— Chicago Settlement Plan Nearly Ready 49 

— Interborough-Metropolitan Den)uri-er Overruled 40 

— Plans Approved for Illinois Traction Company's Mississippi 

River Bridge 49 

— Appeal from Des Moines Perpetual Franchise Decision.... 41 
Construction News: 

— Franchises 51 

— Recent Incorporations 51 

— Track and Roadway 51 

— Power Houses and Substations 53 

Personal Mention 53 

Financial News 55 

Manufactures and Supplies: 

— Rolling Stock 55 

— Shops and Buildings 55 

— Trade Notes 55 

— Advertising Literature 57 

Remarkable Wearing Qualities of AUis-Chalraers Engines (Illus- 

Irated ) 57 

A New Type of Cab Heater Switch (Illustrated) 58 

The Holland Trolley Base and Harp (Illustrated) 58 

The Model Automatic Smokeless Furnace (Illustrated) 59 

The Cooper Heater Company (Illustrated) 60 

The statement of George H. Earle, Jr., regarding the Phila- 
delphia Rapid Transit Company's new ordinance, points to a 
truth which citizens of many communities 
Co-operation are in danger of forgetting in these times. 

of City and That is. that if a city is to grow the in- 

Company. vestment of capital in transportation facil- 

ities must be invited and encouraged. Mr. 
Earle, a dii'ector of the company, said that neither the cor- 
poration nor the municipality alone could have developed 
Philadelphia, for capitalists will no longer advance money to 
build railways in hostile cities. The success of the Phila- 
delphia plan, he added, depends upon the ''spirit in which 
it is carried out, and the desire of every one to help instead 
of to hurt his neighbors." A street railway which is harassed 
by city officials on franchise relations and besieged by the 
public because it does not furnish adequate service can be 
hampered so seriously by these conditions that it will find 
the raising of capital impossible, except at prohibitive terms. 
The company may thus be unable to provide the facilities 
of which its management freely admits the need. The prob- 
lems involved in franchise relations concern equally the com- 
pany which furnishes the transportation service and the 
residents of the community, and a policy of co-operation is 
not only fair to each side, but it should permit the solution 
of all pi'oblenis involved. 

Rules of procedure, issued by the public utilities commission 
of the first district. New York, carry a step further than the 

letter, though not the spirit, of the law, the 
Rules of intimacy of knowledge and closeness of 

Utilities touch with corporation affairs which are the 

Commission. public desire of the day. If the law is 

regarded as drastic in its provisions for 
regulation, then the rules adopted must be considered a 
refinement of the ideas expressed in the law. If a corpora- 
tion is so unfortunate as to have an accident, whether through 
the blunder of an employe or tampering with track or signals 
l)y criminal meddlers, it must, according to the law, give 
"immediate notice" to the commission: but the rules state 

that such notice shall be given by telephone or telegraph, 
followed by a written communication. When any complaints 
are made the corporation or person complained of must answer 
the order of the commission within a time "to be specified," 
in the language of the law. The rules now name 10 days as 
this limit, although the commission may require a shorter 
time in a particular case; and the answer must specifically 
"admit or deny the material allegations of the petition." If 
rules of procedure are necessary for the protection of the 
public against the corporation, it would seem that some rules 
are just as essential for the protection of the interests em- 
braced in the corporation against irameasured hostility on the 
part of the public. 


Socialism Not 
a Diversion. 

Americans who are indulging in an intellectual flirtation with 
the economic fallacies of public ownership are not to be talcen 
too seriously. Though they may be ready 
to venture a few timid steps in the direc- 
tion of socialism they would scurry to 
cover long before their experiments rivaled 
those of the more adventurous socialists of 
southern Europe. The United States consul at Palermo, in 
the island of Sicily, Italy, in a recent report, tells how that 
city has "municipalized" bread, macaroni and meat, in addi- 
tion to the enterprises which the more hesitating adherents 
of public ownership in America have ventured to designate as 
•public utilities." But, strange to relate, even Palermo is not 
wholly happy. Citizens dare to complain that the municipal 
gas costs $1.36 per 1.000 feet, in addition to a liberal rental 
charge for meters: that it is of "poorer quality" than prior 
to municipalization: and, also, of "a lack of sufficient pressure 
to deliver it properly to the more distant users and an ex- 
cessive pressure on meters near the distributing point." Mu- 
nicipal meat temporarily brought the price down, but "some 
of it spoiled before it could pass into consumption." and as 
"it would present an uninviting appeai-ance consumers ceased 
to call for it." That is, they preferred good meat at com- 
petition prices to bad meat sold at a loss which they would 
eventually have added to their taxes. This growth of "ap- 


Vol. XVII :. \o. 2. 

I arent patenialism" the cr.nsiil atliibutea to tlie lj|gh,cosl of 
living, which he thinks is partl.v a result of world-wide cauoes 
End partly due "to a certain insecurity of society, which 
I revents the circulation of ca|)ital and the development of the 
great resources of the island." This substantially reverses 
American conditions. Here security of property is mildly 
threatened by the growth of socialistic sentiment. It appears 
that in Sicily the socialistic movement is a consequence of an 
earlier condition of insecurity. 

and investigation, of great iniprovenients in the wages and 
hour.s of street railway employes in this country. 

Many companies subscribe to technical journals which treat 
of various branches of their work. These journals are pre- 
served for the benefit of employes, with 
Reading the idea that each man shall read the ar- 

Technlcal tides which relate to his own department. 

Journals. thus broadening his knowledge and mak- 

ing him of greater value. All companies 
do not realize the advantages which may be gained through 
a system which comprises the reading of technical pai)ers 
and directing the special attention of employes to those 
articles which are of distinct value and aid in connection 
with their work. It may be found desirable to have the 
journals to which a company subscribes reviewed regularly 
in order that special articles may not be missed. A brief 
abstract of the contents of papers could be made. From a 
weekly list of important articles the employes could select 
the topics upon which information is desired. A record or 
a card index could be kept of a valuable article, giving the 
title, the name of the author, the name and date of the jour- 
nal, and the abstract as contained in the weekly report. The 
chief engineer of a large engineering corporation states that 
he considers the efficiency of engineers and employes is in- 
creased 2.5 per cent by the proper use of technical journals. 
This company employs a man for the purpose of reviewing 
and indexing the journals subscribed for. 

The facts revealed in the two reports which have thus far 
been issued by the National Civic Federation municipal 
• ownership commission are not favorable to 
Labor and the luiblic ownership and management of 

Municipal utility corporations. The statements that 

Ownership. "there are indications that the tide in 

practical municipalization (in Great Brit- 
ain) has tunied," and that "in America the municipalized 
enterprises visited by our labor investigators have been rich 
mines for significant tacts relating to politics rather than to 
labor," are prominent conclusions in the report of J. W. 
Sullivan of New York, himself a labor leader. That the 
law of Great Britain and the powers and attitude of the 
municipal authorities have made British tramways semi- 
muuicipal undertakings is clearly recognized by Mr. Sulli- 
van. This fact is frequently cited, and is more widely appre- 
ciated than the condition which Mr. Sullivan emphasizes 
when he says that "compared with the remarkable changes 
for the better in wages and hours in the American street 
car industry under companies, the best of the British mu- 
nicipal labor improvements seem hardly more than trivial." 
If municipal ownership brought security-holders losses or 
l)rofits, they might be called the misfortunes or the gains for 
which owners of capital assume investment risks; and, simi- 
larly, it might be said that if mvuiicipal ownership had the 
effect of bettering the conditions or lessening the happiness 
of street railway employes, it would be the inevitable out- 
come of a chance which all who work for others must accept. 
But the foregoing conclusion as to the relative effect of 
private and public ownership upon employes in this country 
and in Great Britain is that of a labor leader, and it should 
have the unprejudiced and thoughtful consideration of all 
who hold the erroneous view that the condition of employes 
would be improved by the revolution of ownership. The 
statement is also a frank admission, based on familiarity 


In his discussion of depreciation before the American 
Street ancf Interurban Railway Accountants' Association at 
the Columbus convention in October, 1906, H. J. Davies, secre- 
tary of the Cleveland Electric Railway, outlined a method of 
providing for depreciation or renewal reserves that would 
preserve the integrity of the capital accounts of an electric 
railway. He said concerning the charges on account of 
maintenance: "The rule should provide that there be charged 
to expense all expenditures for repairs as distinguished from 
renewals, and, in addition, each month, by way of reserve, a 
sum large enough to take care of or provide for the wear of 
the month, this sum to be such a propoi tion or percentage 
of the cost of renewal as the month bears to the probable 
life of the property; so that, when a piece of track or equip- 
ment is entirely worn out and replacement must be made, a 
reserve sufficient to pay for the replacement will appear on 
the books. The reserve and the value of the property ought 
to equal at any time the cost of replacement. It would be 
still more accurate and scientific to charge to maintenance 
expense a certain sum per car-mile run in each month, large 
enough to cover both ordinary maintenance charges and the 
month's proportion of the probable cost of renewals, crediting 
this sum to a "Renewal Reserve' account." 

Xo announcements have been made as to the intention 
of the interstate commerce commission to I'equire electric 
railways which are engaged in interstate business to com- 
ply with the rules which the commission has promulgated 
to govern steam railway acounts. Should the commission de- 
cide that the Hepburn law is applicable to electric railways 
which operate across state lines, these companies will have 
an opportunity to account for depreciation, at least as regards 

The interstate commerce conmiission determined that the 
lilan for setting up formal depreciation accounts should for 
the first year, that is, the fiscal year ending June 30, 1908. 
apply only to equipment accounts, leaving final action concern- 
ing roadway and building accounts to be taken later. The 
scheme as outlined in the "Classification of Operating Expense 
Accounts, Third Revised Issue." which was approved on .lune 3 
last, provides for three accounts for each class of equii)ment 
subject to depreciation, these accounts being designated as 
"Repairs," "Renewals" and "Depreciation," respectively. 

Under "Repairs" there will be charged to operating ex- 
penses all repairs. 

Under "Renewals" will be charged to operating expenses 
the original cost (estimated if not known), record value or 
purchase price of equipment condemned or destroyed less (a) 
amount previously charged for depreciation up to date of 
retirement and (b) scrap value of salvage or the amoinit 
received from the sale of the condemned equipment. 

Under the head of "Depreciation" will be charged one- 
twelfth of — per cent per annum on the original cost (esti- 
mated if not known), record value or purchase price, to pro- 
vide a fund for replacement when retired. 

It was ijointed out by Mr. Neal in his discussion before 
the Accountants' association at Columbus that when a plant 
is built in instalments and renewed from time to time as 
portions become worn out, the result is the depreciation of the 
property to the extent of 45 to 50 per cent. The scheme of 
accounting outlined by the interstate commerce commission, 
however, will not only provide against such dissipation of 
equipment assets in the future, but will gradually restore the 
assets already dissipated, because through the renewals ac- 
count it will be necessary on the abandonment of any piece 
of equiimient to charge to operating expenses the difference 

July 13. 1907. 



between the original cost and the sum of the scrap value and 
such amount as has theretofore been charged for depreciation. 
The first year such a rule is enforced nearly the entire cost 
of equipment retired that year will have to be charged to 
oi)erating exjjenses through renewals. In succeeding years the 
amount charged through renewals will grow less and less, be- 
cause the existing credit in the depreciation reserve on 
account of the given equipment will be larger. In the course 
of a number of years, approximately the average life of the 
equipment, there will have accumulated a sufficient fund in 
the depreciation reserve to meet the condition laid down by 
Mr. Davies (if the diiTerence between cost and cost of replace- 
ment be waived), that is. the reserve at any time plus the 
then value of the jiroperty will equal the cost. 


In a paper recently read before the Southwestern Elec- 
trical and Gas Association, V. W. Berry, master mechanic 
of the Stone & Webster properties in Texas, made a strong 
plea for a more general use of labor-saving machinery in rail- 
way practice. We heartily agree with him, and therefore call 
special attention to some of his arguments. 

The application of labor-saving tools and devices to use 
in car barns, shops and power houses has advanced but little 
until recently, and even now, in many instances, armatures, 
motors, wheels and axles are moved about and lifted by hand 
power, requiring a large amount of labor which could easily 
be dispensed with if suitable cranes, jacks or hoists were 
installed. In the power house the coal and ashes are fre- 
quently handled by manual labor, whereas a considerable 
saving in the operating costs could be obtained by the intro- 
duction of power-driven appliances. Similarly in the car 
shops common lathes are frequently employed for turning 
and boring car wheels. Armature coils and field coils are 
also tediously wound by hand, requiring the exercise of much 
greater care and more labor than would be necessary if a 
coil-winding machine were used. 

These are but a few of the many instances in which 
labor-saving tools might successfully and economically be 
employed. Although a great saving in cost can be shown 
by the introduction, under the proper conditions, of special 
tools, it has happened that through overeagemess to benefit 
from reduced labor expenses, companies have installed a great 
variety of expensive automatic machinery in shops so small 
that the saving in labor resulting from their use was far less 
than the interest on the investment and depreciation of the 
tools. Many such cases have been so loudly heralded that 
they have had a marked detrimental influence toward the 
introduction of automatic and labor-saving machinery. 

While, therefore, it is most earnestly suggested that 
labor-saving appliances be introduced into the shops and 
I)ower houses of street railways, due consideration should be 
given to the class of work to be performed, and the frequency 
with which certain ojierations must be repeated. Thus it is 
evident, as an example, that a small shop repairing but few- 
motors and consequently infrequently requiring special bolts 
or nuts, could not well afford to install an automatic screw 
machine, whereas the same company might well afford to 
install coal and ash handling devices in its iiower house, where 
the handling of coal and ashes is a constant necessity. 

It would be indeed difficult to lay down hard and fast rules 
for guidance in the matter of selecting labor-saving appliances, 
for, as the example given illustrates, their value depends 
almostly solely upon the number of times a given operation 
is repeated No shop is so small but that the use of hydraulic, 
pneumatic or electric hoists and jacks will be found eco- 
nomical. These tools not only save an amoimt equal to their 
original cost, but increase the output a considerable amount. 
Portable lu'eiunatic or electric drills, chipiiing tools, pnemnatic 
riveters, etc., are indispensable in even the smallest shops. 

and in the larger shops portable grinding wheels, drill presses 
and similar tools are equally as indispensable. 

Besides labor-saving machinery which must be bought, 
there are many homemade devices which can be manufac- 
tured in the shop, which will many times repay their original 
cost. With proijer care in the selection, and a little thought 
in designing jigs, special tools, etc., not only can the cost 
of o|)erating the shops and the making of repairs about the 
power house be very much reduced, but there will also be 
a marked imijrovement in the quality and uniformity of work 
which is turned out. 


In order to show the effect of competition from electric 
railways over a period of years, the Railroad Gazette pub- 
lishes statistics of passenger traffic on two steam roads be- 
tween Cleveland and near-by points in Ohio. The statistics 
of the Lake Shore & Michigan Southern Railroad, as pub- 
lished, cover westbound, eastbound and total passengers car- 
ried and the average per month. In the year 1895 that road 
carried 203,014 passengers between Cleveland and Oberlin 
and intermediate points. In 1902 the total was 91,761. and 
in 19U6 it increased to 116,131. Reduced to percentages, these 
figures show that in 1902 there was carried between the 
points mentioned 45.1 per cent of the number of passengers 
hauled in 1895; and that, with the traffic in the four years 
from 1902 to 1906 increased 26.5 per cent, the figures for 
last year showed only 57.2 per cent of the travel which was 
reported in 1895. 

The same railroad carried in 1895 between Cleveland and 
Painesville and intermediate points a total of 199,292 i)assen- 
gers, while in 1902 the number had declined to 28.708. The 
total in 1906 was 41,186 passengers. Expressed in percent- 
ages, these figures show that but 14.4 per cent of the number 
of passengers carried between these points in 1895 was 
hauled in 1902, and that in 1906, while there was an increase 
of 43.4 per cent over the 1902 figures, the total was equal to 
but 20.6 per cent of the traffic 11 years previous. 

The statistics given covering the passenger traffic on 
the New York Chicago & St. Louis Railroad between Cleve- 
land and Lorain in the same three calendar years are pre- 
sented in different form. The number of passengers, the 
total revenue, and the average revenue are shown. From 42,- 
526 passengers in 1895 the business declined to 9,795 in 1902 
and to 7,422 in 1906. The passenger traffic in 1902 was but 23 
per cent of that in 1895, and in 1906 there was a loss, aggre- 
gating 24.2 per cent, from the 1902 figures. The traflic in 
1906 was but 17.4 per cent of the result 11 years previous. 
The revenue derived from this traffic amounted to $25,523 in 
1S95, to $4,379 in 1902, and $3,,S36 in 1906. In percentage the 
revenues of 1902 and 1906 were 17.1 per cent and 15 per cent, 
respectively, of the revenue in 1895. The average revenue 
per passenger varied from 60 cents in 1895 to 44 cents in 
1902, and 54.7 cents in 1906. 

It is therefore clear that the decrease in traffic from 
1895 to 1902 was not arrested by a reduction in rates, which 
made the average revenue per passenger in 1902 but 73.3 per 
cent of that received in 1895: and that the increase in average 
revenue in 1906, making the average received per passenger 
in that year 91.1 per cent of the 1895 average, was accom- 
panied by a further decline in traffic. 

The figures indicate roughly the severe effect of electric 
railway service upon the traffic which was formerly carried 
l)y steam roads between these local points. In the case ot 
the Xew^ York Chicago & St. Louis road, the indicated reduc- 
tion in rates did not restore the lost business. The traffic 
of the wisely located electric interurban road is based on 
inherent favorable conditions and should generally be held 
securely against steam railway competition. 



Vol. XVIII, No. 2. 


A third-rail line, designed with the purpose of doing a 
general freight business in carload and less than carload lots 
as well as for handling passenger traffic, is now under con- 
struction between Auburn and Ithaca, N. Y.. a distance of 
36.3 miles, under the name of the New York Aubuni & Lansing 
Railroad. The road has the advantage of a steam road char- 
ter, which makes it possible for it to carry freight and inter- 

above the lake level, along which ran the branches of the 
Lehigh Valley on either side. When the Lehigh Valley aban- 
doned the line the assumption was that it preferred to handle 
the traffic of this territory on the two valley lines in which 
its own money was invested. 

This method of getting rid of the competing line was 
never satisfactory to the farmers in the central part of the 
plateau, to whom most of the right of way reverted when 
the road was abandoned. For the past 15 years the old 

New York Auburn & Lansing — Twin Arch Bridge — Placing Concrete. 

change carloads with steam roads. The road is located on 
a private right of way, a portion of which from Auburn to 
Freeville, about eight miles from Ithaca, was formerly occu- 
pied by a steam road that was built in 18.-i3. 

• Right of Way, 

In order to secure the steam road originally the farmers 
along the route practically gave the right of way, and the 
cities and towns through which it passed assisted the enter- 

abandoned cuts and fills have been under the protecting care 
of the members of a farmers' association who hoped that 
eventually a new line would be built on the old roadbed, and, 
in fact, a project to reconstruct a line to be known as the 
New York Aubuni & Lansing was under way, but the prospect 
of a new road did not appear to be imminent. The passenger 
stations continued in a state of decay, the signs which once 
warned the driver on the public highway to look out for the 
cars assumed a dejected angle, the elevator which was built 

New York Auburn & Lansing — Deck Girder Bridge and Dam at Woods Mill. 

prise by issuing municipal bonds and turning the proceeds 
over to the company. The road, which was finally known 
as the Ithaca Auburn & Western, was built and operated 
until 1891, when a controlling interest was secured by the 
Lehigh Valley, which had money invested in two branches, 
one on either side of the independent line about six miles 
distant in each case. The line passed through various vicis- 
situdes and was finally abandoned, and its rails were ordered 
torn up by the Lehigh Valley management. 

The old steam line had served a rich farming territory 
on a plateau approximately 12 miles wide and about 400 feet 

at Genoa six months before the road was abandoned became 
a mere dilapidated reminder of misplaced confidence, and 
the roadbed itself at one point sufiEered onslaught from coun- 
try roadmakers, who thought that the shale rock ballast might 
as well serve a useful purpose on the public highways. 

Traffic Conditions. 

This was the somewhat melancholy condition of the 
lihysical property when the holdings of the farmers' associa- 
tion were purchased a year or two ago by interests repre- 
sented by A. H. Flint of the banking firm of A. H. Flint & 

July 13, 1907. 



Co., New York. A careful investigation made it plain to tlie 
promoters of tlie new comjiany tliat a road through this farm- 
ing country could depend upon securing a great deal of 
valuable freight traffic, particularly if proper connections were 
made with the New York Central and Lehigh Valley at 
Auburn and with the Delaware Lackawanna & Western at 
Ithaca. It was learned that the road would be able to serve 
two or three very important manufacturing establishments 
on the outskirts of Auburn, served only by the Lehigh Valley, 

electric line, has conducted its construction work under the 
most unusual conditions with respect to traffic. There never 
has been any doubt that a large freight tonnage would be 
available as soon as the road was in a condition to handle it, 
and, in fact, the demands have been such that the company 
has handled considerable traffic by steam during construction 
and has extended this service as rapidly as a sufficient num- 
ber of ties could be placed under the newly laid track to 
make operation safe. Some of the towns reached are six 

New York Auburn & Lansing — Concrete Arch Culvert and Cattle Pass Before Placing Embankment. 

and would thus be the means of making these industries 
tributary to the New York Central at Auburn and to 
the Lackawanna at Ithaca. These manufacturing establish- 
ments include the Eagle Wagon Works and the Columbian 
Rope Works, the largest rope plant in the United States, the 
tonnage of which is greater than the entire remaining tonnage 
of the Auburn and Ithaca branch of the Lehigh Valley with 
the exception of the coal traffic, and the capacity of which 
is being increased 50 per cent this year. 

It is apparent that this invasion of the Lehigh Valley's 

miles from any railroad and the local dealers are badly in 
need of transportation facilities. Moreover, the farmers for 
six miles beyond the point where track work is in progress 
are holding their last year's hay crop until the rails of the 
new road are laid rather than haul their hay a long distance 
to market. 

The traffic which the line will handle, aside from that 
originating in the manufacturing establishments mentioned, 
will include coal, fertilizer, hay, wool, sugar beets, apples and 
miscellaneous produce. Although construction work is still 

'-^^ar'f'tf^ ytji- 

New York Auburn & Lansing — Concrete Abutments for Bridge over Highway at Venice Center. 

territory would be vigorously contested by that road and there 
was a great deal of legal controversy before the new line 
was able to get into the city of Auburn. In order to gain 
its point the company finally turned aside from the old road- 
bed at the Auburn end and purchased new property at a con- 
siderable expense, by which to secure a connection with the 
New York Central tracks by means of a fiu. 000-yard and a 
10,000-yard fill and a viaduct over the Lehigh Valley tracks, 
thus leaving a certain portion of the old roadbed in control 
of I-ehigh Valley interests. 

The new company, which decided to build a third-rail 

actively in progress, some 20,000 tons of produce are waiting 
to be transported. Since the advent of the road the sugar 
beet industry has taken on a great impetus and more apple 
orchards are being set out. The company roughly estimates 
the freight tonnage which will be available in the immediate 
future to be sufficient to produce gross revenue of $100,000 to 
$125,000 a year. There are already five grain elevators on 
the line and other enterprises are in prospect. 

The possibilities for passenger traffic are quite obvious. 
Auburn, the county seat of Cayuga county, is a city of 45,000 
population, and Ithaca, the county seat of Tompkins county. 



Vol. XVIII. Xo. 2. 

has about 15,000. besides the 1.000 students at Cornell Uni- 
versity located in Ithaca. The company has arranged with 
the Auburn City Railroad in Auburn for a connection with 
the street railway system that will enable the new line to 
reach the heart of the business section, and a similar arrange- 
ment has been made with the street railway system at Ithaca. 
In order to secure the Aubuni connection the company will 

New York Auburn & Lansing — Excavating Through Shale. 

pay the Auburn City Railroad '^Vz cents a passenger and the 
city line will e.\tend its road for a distance of one-fourth 
mile in order to malte the connection and will double-track 
its line for a distance of 1V4 miles to the center of the city 
at South and Genesee streets, where transfer may be made 
to the cars of the Auburn & Syracuse Electric Railway. At 
Ithaca the cars of the new line will be able to reach the 

New York Auburn & Lansing — Concrete Cattle Pass and 

comer of State and Tioga streets, in the very center of the 
business district. 


So far as through passenger traffic is concerned, an ar- 
rangement has been made with the New York Central by 
which tickets will be sold by the agents on the New York 
A\il)urn & Lansing to all i)oints. and vice versa, and it is not 
improbable that a through sleeper will be run from Ithaca 
over the rails of the new line and the New York Central to 

New York City. The comiiany has planned a careful sched- 
ule of passenger trains and fares and limited cars will make 
the run between Auburn and Ithaca, 36.3 miles, in one hour, 
without intermediate stops. The schedule of these cars will 
be arranged to make connections with trains on the New 
York Central. The local trains will make the run in 1 hour 
and 20 minutes, stopping at Ma|)leton, Jlerrifield. Venice Cen- 
ter. Genoa. North Lansing. South Lansing and Esty. at which 
points station agents will be in attendance to sell tickets and 
to receive freight. It is pointed out that the Lehigh Valley 
requires 1 hour and 40 minutes tor the run from Auburn to 
Ithaca over a route seven miles longer. The fare for the 
entire run will be 75 cents one way and $1.25 round trip, 
the distance between terminals being 36.3 miles. 


The maximum grade of the new line will be 2V4 per cent 
and eliminating the first grade out of Ithaca will be 1 per 
cent. The road will have one 4-degree curve, but otherwise 
the maximum curvature will be 2 degrees. 

The largest fill is at the Auburn end and is 1,500 feet 

New York Auburn & Lansing — Map of Route and Connections. 

long and 35 feet deep, passing over two highways and a 
stream by concrete arches. This will be the 60,000-yard fill 
previously mentioned, which is necessary to reach an eleva- 
tion sufficient to carry the line over the tracks of the Lehigh 
Valley to a connection with the New York Central. The 
10,000-yarJ fill will be on the opposite side of the Lehigh 
Valley tracks. A second large fill is at North Lansing, 415 
feet long and 65 feet deep, containing 58.000 cubic yards. 
The stream beneath this fill is carried through a 10-foot con- 
crete arch 170 feet long. New grading will be required for a 
distance of four miles out of Auburn, from which point the 
present profile of the old roadbed is satisfactory for high- 
speed operation. 

No serious blasting work is encountered on any part of 
the road for the reason that nothing but shale rock is met 
with, and this can often be handled by the shovel with very 
little lilasting. On the right of way purchased near Ithaca 
there is some side hill work to be done, the hills being crossed 
by a number of deep gullies which have to be bridged. In 
bridging these gullies, concrete arches are used wherever the 
slope is not too great, otherwise the tracks are carried over 
on 60-foot girders. There are 30 bridges, the most important 

July 13, 1907. 



of which is that over the yard of the Lehigh Valley Railroad. 
As the main highways in the territory traversed by the 
road run parallel with the line, it was not necessary to elimi- 
nate grade crossings. There will be three overhead and one 
under crossing on the line. One piece of concrete work of 
some interest is that of a twin arch over Crane creek at the 
Auburn terminus. This arch is of 15-foot si)an and con- 
structed as shown in one of the accompanying engravings. 
As may be seen, it has a lock joint, and the concrete for 




practice of sloping the ditch directly from the end of the 

Track Work. 

The ties used for the new line will be of chestnut with 
6-inch face, spaced 2 feet apart on centers. To carry the 
third rail 6-inch by 8-inch ties 9 feet 6 inches long will 
be placed every 11 feet. The running rail will be of 70-iX)und 
section, 3.3 feet long, joined by Bonzano joints, which are used 

orc/i /ode comp/e/ea o^/er /•emporory /irm /s /■emoi'et^ 

i- '/rim />oa^ ZOoC. 

[NoCuiimm ^JicmvCa -^^Jcctwn /l-B. 


>SS- a-o'-i-3fimesaeptfiai/i//ofer arc/1 -i. 


>.\- uf'-3"-^ 3 nmes aep/h offn 'Ofer orc/l — — 

' {S£cr/ofl/ /dma/!r/ON ' /i/i/v 

New York Auburn & Lansing — Standard Cattle Pass. 

each arch was set in two sections. The work is constructed 
to a temporary form and then the center section of the arch 
was completed after the temporary form was removed. 

The standard box culverts are of concrete with 9-inch 
walls, surmounted by a 6-inch concrete slab. The cattle 
passes are of concrete of the design shown herewith. 

The old roadbed is chiefly of shale rock and offers a 
very good foundation for tracklaying in its present condition. 
For the new section of the line the company will use gravel 

New York Auburn & Lansing — Method of Placing Form in 
Constructing Concrete Arch. 

extensively by the Pennsylvania Railroad. It is intended that 
the rails shall be joined for electrical purposes by a soldered 
bond, but the type has not yet been selected. The third 
rail is of a special double-head section of soft steel and is 
delivered in 60-foot lengths. As indicated in one of the 
accompanying engravings, the third rail protection and 
bracket is the same as that designed by W. J. Wilgus for the 
New York Central. The use of the 70-pound rail, however, 
has made it necessary to shorten the brackets about 1% 
inches in order to make the equipment interchangeable with 

AA o(^f»)ft (^(n6(^ f^(^ct)6 Ql 

New York Auburn & Lansing— Plan and Elevation of Two- Span Through Truss Bridge over Lehigh Valley Railroad. 

ballast from a gravel bank along the right of way. The use 
of this gravel deposit will remove what is popularly known 
in the region as the old Indian burying ground. Most of the 
sand and gravel used in the concrete work is secured from 
another bank which the company was also able to purchase 
along the right of way, and which yields a quality of gravel 
just suited to the work. The company has a gravel screen- 
ing plant which screeus the sand from the gravel and sepa- 
rates the stones into two sizes. Reference to the engraving 
showing a cross section of the roadbed will indicate that 
the company has secured drainage by the rather unusual 

the Xew York Central equipment if found desirable. 

The cattle guards will be of plain wooden tyiie. and the 
right of way. which is 66 feet wide, is inclosed by an eight- 
wire fence 4.') inches high, having S-foot cedar jiosts of 5 
inches diameter at the toj). This fencing is supplied by the 
American Wire Fencing Company. 

Pole Line. 

The line at present is singlo-track. with sidings at sta- 
tions where agents are located. These sidings have a capac- 
ity for trains of a maxininni length of l.'i cars. It is the ulti- 



Vol. XVIII. Xo. 

mate purpose to double-track the line, and to this end the 
poles for the high-tension transmission line are placed 15 
feet 6 inches from the center line of the single-track and 
22 feet from the center line of the main track at sidings. 
These poles are 35 feet long and of 8 inches diameter at the 
top, and spaced 125 feet apart. They are designed to carry 
ultimately two three-phase circuits, only one of which is 
needed at present. As shown in the accompanying engrav- 
ing, the pole will carry an upper crossarm 9 feet long to 
support four 50,000-volt porcelain insulators, and a lower 

the company has purchased a farm of 86 acres, through 
which runs a stream known as Salmon creek, which drains 
IS square miles of territory, and will thus supply ample water. 
By means of a small dam 4 or 5 feet high, it is possible to 
flood five acres of ground, and a natural reservoir is thus 
provided. The company will have a pond 900 feet long and 
about 400 feet wide, through the center of which a dyke will 
be built. This will compel the cooling water after use to 
make a complete circuit of the pond, thus giving it time to 
cool before reaching the point where it can be used again. 

/.az/Bf^t Sy/itKi^sfS/scw/c^/P 

crossarm 6 feet long to support two 50,000-volt insulators. 
These insulators will be furnished by the Ohio Brass Com- 
pany and placed on high-tension locust pins. It will be noted 
that the pole is surmounted by a galvanized ridge bracket, 
supporting a high-tension pin and insulator, and for present 
purposes this will be used in conjunction with the two upper 
insulators nearest the pole to carry the high-tension line. In 
order to provide against the possibility of a short circuit, the 
brace on one side will be left off until the additional line is 
installed, in which event the insulators on the ridge brackets 
will support a lightning wire which will be grounded at 

6o/^o/7/ze</ fiidge Bracket 

^5000 yo/f /nsu/a/ons 

1 ^^i'5''Cro^sArw ^'/ory 

^'^'i^llii' locus/ P/ns 
}^ 4'y5"Cr06^Arm6'/o/7g 

% "Carr/age So//j 5 "/if/fff / Oo/^on/j^t^ ffo^r 
;4'i'//^"x26"(jo/i'P/i/^ft/ Crass Arm Sroce 

, lOCepperfi/me mres 
Vy^te^ ^33Mji//aA;r<s 

T*-^^ "i/af?(/orx/ locus/ P'/is 
Y/^r^lifCrosiArm /o'li}y 

'^'Corrioffe 8o//^ 'f'/er?^ lOffl^amzeC //osfier 

/^'/^''^26'6ffiyffmie^ Cro6sAr/n Sroce 

li'lag Screrr * 'loria 

Joc/r Sox 
^ye/y /or/i Me 

/y '-6 ~/rom f cf^mg/e />vc/r 

New York Auburn & Lansing — Pole Top Construction. 

intervals. The pole will also support a 10-pin crossarm for 
the telephone wires. The latter will be carried on lighter 
poles along the portion of the route not reached by the 
transmission line. 

Power Station. 
The power station will be located approximately at the 
center of the road at a point two miles north of Genoa, where 

New York Auburn & Lansing — Track Layout at Auburn 

In this way the water may be used over and over again every 
10 hours. 

The generating equipment of the power station will con- 
sist of two SOO-kilowatt Curtis turbines, and the boilers will 
have a capacity of 1,750 horsepower in five units. The boilers 

New York Auburn & Lansing — Details of Under-Running Third 
Rail and Protection. 

will be connected by a single header serving the turbines. 
This header will have a valve in the center so that it can be 
cut in half if anything happens to the header. The pumps 
will be located between the boilers. The station will be 
capable of operation at 50 per cent overload. Worthington 
surface condensers will be used. 

There will be three substations, each equipped with two 

July 13. 1907. 



300-kilowatt rotaries and step-down transformer.i to convert 
the 21,.'500-volt alteraating current to 600 volts direct current 
tor deliveiy to the third rail. One of the substations will be 
located in the power station, and the others will be located, 
one at Mapleton and the other at South Lansing. At these 
points the company will erect a combined building for its 
freight house, substation and railway station, which will be 
of concrete blocks with a tile roof. 

Rolling Stock. 

The equipment which the company now has on the line 
consists of three locomotives and 70 cars, besides two steam 
shovels, one Lidgerwood rapid unloader and two unloading 
jilows. For the passenger service when the line is com- 

Ba^H !o !um note' 

~5-0'~ — . 

Naw York Auburn & Lansing — Standard Roadbed. 

pleted, eight cars have already been ordered of the Kuhlman 
Car Company. These will be double-truck cars, 59 feet long, 
equipped with four 75-horsepower General Electric motors 
and arranged for multiple-unit control. They will have Bald- 
win trucks and will be equipped with contact shoes for the 
third rail, and with trolley poles for city operation. It is 
lilanned to handle freight trains by electric locomotives, but 
until these have been secured the cars will be hauled by 
ordinary motor cars geared to 15 miles per hour. 

All car operations will be handled by a telephone system 
and train orders will be delivered at the six stations where 
station agents are located. Jack boxes will be installed at 


New York Auburn & Lansing — Twin Arch Concrete Skew 
Bridge at Auburn. 

every tenth pole and at sidings to enable car men to plug 
in with a portable set and receive direct orders from a dis- 
patcher in cases of emergency. The telephone system is 
being installed with the company's own line forces, but the 
apparatus has been purchased from the Stroniberg-Carlson 
Manufacturing Company of Rochester, N. Y., and their desk 
instruments and jack boxes, also their new portable set, will 
be used. Instead of each train or car having a set Installed, 
each train crew has its own portable set which they take with 
them when they board the train. 

The company has i)urchased an SS-acre farm near Auburn 
and will use five or six acres of this as a site for a car house 
and shop. The shoj) will be equipped at first with three 
.screw-cutting lathes of different sizes, one wood-turning lathe. 

three drill jiresse.s, one shaper, one milling machine, two 
emery grinders, one band saw and a circular saw. 
The New York Auburn & Lansing is an independent road, 
of which A. H. Flint of Xo. 15 Broad street, New York, is 
president; R. Halladay of the same address, secretary and 
treasurer; Senator B. M. Wilcox of Auburn, vice-president: 
E. C. Aiken, mayor of Auburn, counsel and director; \V. L. 
Fairchild, 15 Broad street. New York, consulting engineer; 
and Herbert A. Clark, chief engineer, in active charge of 
the work. The power station and the third-rail work is in 
charge of M. E. White, while H. E. Boath is the resident 
engineer at Auburn. Stanley Murdock is resident engineer at 
Genoa; and J. W. Wadsworth is assistant on the third rail 
and track construction. We are indebted to Herbert A. Clark 
for courtesies extended in the ijrepar.ition of this article. 


The first reports of the National Civic Federation com- 
mission on public ownership and operation to be made public 
are those relating to labor conditions. The reports on this 
feature of the toi)ic are by J. W. Sullivan, editor of the Cloth- 
ing Trades Bulletin, New York, on the subject "Labor Re- 
port," and by Prof. John R. Commons of Wisconsin Uni- 
versity, on "Labor and Politics." The plan on which the 
commission carried out its investigations in Europe and in 
this country was published in the Electric Railway Review of 
June 15, 1907, page 791. 

Tide of Municipalization Turned. 

Mr. Sullivan says that little attention has been given in 
the report to English people who would introduce municipal 
ownership into fields wherever they might imagine speedy 
remedy for civic abuses or economic betterment for the 
masses could be secured. In speaking of the investigation in 
Great Britain, Mr. Sullivan adds: 

If any of the Utopian schemes of these municipalizers 
had still bid fair to be fulfilled, the facts would have been 
given passing recognition and the hopeful outlook touched 
upon. Rather are there indications that the tide in practical 
municipalization is turned. Where advocates once looked for 
a constant expansion, this has been arrested by disillusion. 
Government ownership of undertakings of electricity and light 
railways covering supra-municipal areas may be called for, 
but there the practical political leaders show a disposition 
to halt. With regard to municipal lodgings, steamboats and 
miscellaneous supplies, there has been reaction. Platform 
demands may be more numerous than ever with extremely 
radical theorists who have the ear of the clamorous among 
the hungry masses, but the recent elections have gone against 
the radical sentiment and ai)pro))riations from councils and 
parliament are commonly expected to cease or follow slowly. 

No street car undertaking in Great Britain has ever been 
a "private" enterprise in the sense in which the word is 
aiiiilied in this country. The 2! years' term of the franchise. 
the veto of coinijany i)etitions by village authorities, the 
enormous cost of parliamentary powers and local assents, and 
various other restrictions non-existent in the United States, 
shackle and im|)overish British tramway company manage- 
ment and consequently forbid an intelligent investigator to 
employ British exami>le to illustrate possibilities in America 
through change from private to municipal ownership. British 
tramways have always been semi-municipal. As by the terms 
of their franchises all English tramway undertakings may be 
taken over by the imniicipalities. directors manage their 
properties with that end in view. Compared with the remark- 
able changes for the better in wages and hours in the Ameri- 
can street car industry under companies, the best of the 
British municipal lal)or imiirovenients seem hardly more than 

Politics In Municipal Plants Here. 

Sharp criticism is jiassed by .Mr. Sullivan on the labor 
conditions prevailing in municipal plants in this country. He 

In America the municiiialized enterprises visited by our 
labor investigators have been rich mines for significant facts 
relating to politics rather than to labor. These facts wxc not 



Vol. XVIll, No. 2. 

usually among those heretofore emphasized by the American 
advocates of municiiial ownership. The testimony as to po- 
litical rottenness, root and branch, in Syracuse, Allegheny and 
Wheeling is conclusive. The municipal plants examined in 
these cities, it is to be remembered, were, selected as models 
by representative municiiializers of the commission. Nor is 
the politico-labor situation in Detroit, Cleveland. Chicago or 
Richmond at all settled as well as might be. In Cleveland 
the present ma.vor in the beginning increased his reform 
forces in the public water department so as to strengthen 
his vote in the primaries. 

Any advantage in wages or hours to be figured out for 
the municipal enterprises investigated in America over the 
I)rivate ones compared with them look much like stale illus- 
trations of the soft berths to be foimd in public employment. 
To what extent the jobs are political for the employes, singly 
or collectively, or a bid for the labor vote is constantly a 
fiuestion. A correct view takes in these points: Syracuse, 
the wages situation politically debauched: Wheeling, the 
same: Allegheny, the same, to an extent that when a differ- 
ence of .50 to KtO per cent iu favor of municipalization is 
soberly computed by one man it makes another laugh: De- 
troit, iirivate and municipal plants but a shade difference: 
Cleveland, nine hours municipal as against ten in the general 
labor market, wages the same: Chicago firemen in the fire 
department do not receive union rates: New Haven, no mu- 
nicipal undertaking: hours, eight public departments, as 
against nine waterworks: Philadelphia, United Gas Improve- 
ment Coni|)any, better wages and hours than any city depart- 
ment, and a reduction from 12-hour shifts under municipal 
operation to eight luider the company, with higher wages. 

Further points to be kept in view: With the comi)anies 
mentioned many times more hands are employed than with 
the munici|ialities: good men have been more certain of 
retaining liieir places: the employes pay no political assess- 
ments and are otherwise politically free: they work under 
better conditions as to comfort and future prospects. Public 
emi)loyes, frequently against their will and under duress 
from officials who may injure them, promote by election con- 
tributions the fortunes of certain men and parties, though at 
heart they may be opposed to both. The executive — mayor, 
councilman or deiiartmeut head — not only in ai)pointing, but 
in promoting or dismissing employes, is exposed to partisan, 
personal, social or other pressure. 

-Even if the reformer in office is genuine, even if the 
scheme he has promises well for the working masses, there 
arises the question of the duration of his official powers and 
those of his successors with similar aims, together with the 
assiduous attention of the public to its own self-protection, 

Mr. Sullivan declares that municii)alization is seen to be 
a project to restrict men in their activities by methods foreign 
to the American genius, while in practice it has tailed to 
make out the case of its advocates as in the least measure 
a step forward in promoting the best interests of the employes 
of the enterprises investigated, or of the occupations most 
closely interwoven with them, or of the nation's broadening 

Effect on Private Companies. 

Professor Commons notes in his report that certain effects 
of the municipal ownership movement in Great Britain on the 
private companies are evident. The Sheffield company, un- 
der the far-seeing management of Sir Frederick Mappin. he 
says, has directed its policy for many years with the distinct 
purpose of meeting the arguments for municipal ownership. 
To avoid agitation it has refrained from going to parliament 
for permission to increase its capital stock. Consequently it 
has distributed its surplus profits in the form of reduced 
prices for gas and betterments to its plant. Most instructive 
of all. he adds, is the attitude of the companies toward their 
employes. With the sentiment of municipal ownership ready 
to explode, the companies cannot afford to risk a strike. 

Expressing views favorable in many respects to muni- 
cipal ownership, Professor Commons finds, however, that the 
proper method of dealing with employes is the most difficult 
and critical problem of municipal ownership, and he favors 
recognition of organized labor as a safeguard against the 
pressure of outside (political) recommendations. He says: 

The appointment, ))romotion and dismissal of employes 
and the wages to be paid offer peculiar opportunities for 
political and personal influence inconsistent with efficiency. 
Our investigations have shown that the strongest safeguard 
for a manager against the pressure of outside recommenda- 

tions is the recognition of organized labor within his depart- 
ment. Wherever we have foimd a class of employes organ- 
ized and dealt with as such through their representatives we 
have found those positions exemi)t from politics. This follows 
from the nature of labor organizations which cannot survive 
if individuals are given preference on political, religious, per- 
sonal or any other grounds than the character of the work 
they do. Even in the politically honeycombed municipal un- 
dertaking at Allegheny, the union of electrical workers 
stopiied the practice of paying assessment by its members 
for political campaigns. 

Professor Commons takes the position that political cor- 
ruption under niuniciijal control is not greater than under 
private ownership. 

Committee of Investigation. 

The committee of investigation of the commission is com- 
posed of the following members: W. D, Mahon. president of 
Amalgamated Association of Street and Electric Railways of 
America: Prof. .lohn R. Commons of the University of Wis- 
consin; ,1. W. Sullivan, editor of Clothing Trades Bulletin, 
and a prominent labor leader: Walton Clark, vice-president 
of the United Gas Improvement Company, Philadelphia: 
Daniel J. Keefe, president of the International Longshoreman. 
Marine and Transport Workers' Association: Walter L, 
Fisher, president of the Municipal Voters' League, Chicago: 
Melville E. Ingalls (chairman), chairman of the Cleveland 
Cincinnati Chicago & St. Louis Railroad: Prof. Prank J. Good- 
now, Columbia University: Dr. Albert Shaw (vice-chairman), 
editor of the Review of Reviews: Edward A. Moffett (secre- 
tary), editor of the Bricklayer and Mason: Edward W. Bemis, 
superintendent of waterworks, Cleveland; Milo R. Maltbie, 
formerly editor of Municipal Affairs, New York; Charles L. 
Edgar, president of the Edison Electric & Illuminating Com- 
pany, Boston; H. B. F. Macfarland, commissioner of the Dis- 
trict of Columbia; W. J. Clark, foreign manager for the Gen- 
eral Electric Company, New York City; Timothy Healy, presi- 
dent International Brotherhood of Stationary Firemen; Dr. 
Talcott Williams, journalist: F. ,1, McNulty, president Inter- 
national Brotherhood of Electrical Workers; Prof. ,Iohn H. 
Gray, Northwestern University: Prof. Frank Parsons, presi- 
dent of the National Public Ownership League; and Albert E. 
Winchester, general superintendent of the electric works of 
the city of South Norwalk, Conn. 

Fire-Killed Timber for Railroad Ties. 

A recent circular of the United States forest service 
states that it is not generally known that trees killed by 
forest fires are used to any large extent, the popular opinion 
being that timber of this character is unfit for use. Dead 
timber is usually associated with unsound and decayed wood. 
In the west, however, there are many large tracts of fire- 
killed timber which, owing to dry climate and high elevations, 
are just as sound 30 years after as the day they were burned. 

One of the important uses made of dead timber is for 
railroad ties. It has been found that the strength of the 
timber has not been impaired by the fire-killing, while the 
durability has been often increased. Where these ties have 
been used along with green timber ties they have shown 
remarkably well. In some cases they have lasted much 
longer than ties of green timber. 

Dead timber is used for this purpose in wholesale quan- 
tities in the Pike's Peak national forest, in Colorado, and in a 
more limited way in some other places. That ties made of 
this material are of known value is proved by the fact that 
the price is the same as for green timber ties. In quite a 
few places these ties have been made as long ago as 15 
years. Where the ties are known there is a strong demand 
for them. One tie contractor had a contract for 75.000 and 
could easily have doubled it had he been able to get out the 
ties. The government, through the forest service, is acting 
for the greatest economy by disposing of this dead tie mate- 
rial before it becomes useless, as every dead tie that is sold 
saves that much green timber to keep up future supply. 

July 13, 1907 




The central station and electric railway service of 
Laconia, N. H., possesses several features of unusual interest. 
Electricity is generated in a combined water-power and oil- 
engine plant located at Lakeport, which is a suburban section 
of Laconia, a reserve steam plant being held at the car shops 
of the street railway in Laconia. The fitting of these services 
into the operating scheme of the plant illustrates how flexible 
a combination of water power and oil engines may be made 
under proper supervision. 


The lighting and power service of this community has 
been given since 1884 by the Laconia Electric Lighting Com- 
pany. This, with the Laconia Street Railway, is now headed 
by H. L. Pierce, president, and E. P. Hadley, treasurer, Leo- 

Laconia Power Improvements — Pow/er Plant at Lakeport. 

minster, Mass.; and L. S. Pierce, Laconia, vice-president, 
general manager and purchasing agent. The superintendent 
of the lighting company is Fred L. Thomas. 

The power plant ordinarily operated by the two com- 
panies is located on a canal which connects Lakes Winnepe- 
saukee and Opeechee, in Lakeport. The entire flow from 
one lake into the other passes through this canal. From dark 
to daylight the electric light company has the right to take 
250 horsepower from the canal. 

Power Station. 

The power house is a brick building with concrete foun- 
dations, about 100 feet in length by 50 feet in width. Orig- 
inally the station was exclusively a water power installation, 
but within the past four years two oil engines have been 
added to its equipment. The hydraulic equipment of the plant 
consists of four Victor turbines of the vertical type, their 
ratings being 125, 75, 75 and 163 horsepower, respectively, 
and their sizes 42, 33, 33 and 48 inches. The normal head 
of water at the wheels is 10 feet, but at times of maximum 
flow it reaches 12 feet. All four wheels are connected by 
bevel gearing to a horizontal shaft mounted in bearings on 
the level of the generator room floor. Four clutches are pro- 
vided, so that this shaft may be cut in sections when desired. 
A jack shaft located in the engine room parallel to the first 
shaft is driven from the latter by two belts, one at each end. 

One section of this jack shaft is equipped with a quill 
and i)ulley, belted to a 22.''i-horsepower 16 by 24 inch three- 
cylinder American Diesel oil engine. Three generators are 
belted to the jack shaft. Two are 125-kilowatt Triumph Elec- 
tric Company's direct-current 600-volt railway generators, the 
third being a 200-kilowatt Stanley two-phase 2,400-volt 60- 
cycle inductor alternator. Another 200-kilowatt alternator of 
the same characteristics is driven from the first shaft directly. 
The last unit in the generating equijiment is the one added 
last fall, which is a 150-kilowatt Stanley revolving-field alter- 

nator, 2.300 volts, two-phase, 60 cycles, direct connected to a 
225-hor.jepower Diesel engine of the three-cylinder type. 

It is doubtless true that, judged from the standards of 
modern direct-connected hydro-electric designs, the earlier 
mechanical features of this plant re|)resent friction losses of 
considerable magnitude, but in enlarging stations of this 
character it is not always a simple or expedient course to 
substitute direct-connected water wheels for belted prime 
movers. Hydraulic alterations are commonly expensive, and 
under some conditions the proper engineering course dictates 
the retention, for at least a considerable period, of the early 
equi|)meiit. The Laconia installation is unusually fiexible for 
a plant of this caiiacity. The first Diesel engine can be used 
either in conjunction with the water wheels or separately in 
carrying the street railway load, and the latter prime movers 
can be used to share the alternating-current load for which 
the direct-connected Diesel engine is solely employed. At 
Ijeriods of low water one or more of the water wheels can be 
cut out, leaving the Diesel engines, which have about 25 per 
cent overload capacity, to carry the bulk of the load. 

The company does not burn crude oil in these engines, 
but uses Valoine gas oil, a special grade, costing about five 
cents per gallon, to avoid, as far as possible, corrosive action 
in the interior of the engines. 

An example of the fuel economy of this station is shown 
by the figures for April 1. On that day the total oil engine 
output was 6,500 horsepower-hours, made up of a 20-hour run 
at an average oil engine load of 250 horsepower, and a three- 
hour run at 500 horsepower. The fuel consumption was 260 
gallons, which reduces to 25 horsepower-hours per gallon of 
oil, making a fuel cost per horsepower-hour of 0.2 cent. Main- 
tenance, labor and other charges are, of course, not included 
in this figure. 

The operation of the station is carried on by four men. 

Laconia Power Improvements — Direct-Connected Diesel 
Engine with Exciter. 

the chief engineer of the plant being G. C. Sanborn. Two of 
the company's linemen are qualified for station operation also. 
The oil supiily for the engines is stored in an under- 
ground tank, 32 feet long by 8 feet in diameter, located be- 
neath the yard at the south of the engine room. Oil is sup- 
plied to the station from this tank through a 1%-inch pipe. 
Each engine is directly furnished with oil from a 21-gallon 
vertical tank, located near it in the corner of the room. Oil 
is forced into these tanks by a hand-operated pump attached 
to each equipment. The usual compressed-air methods of 
forcing fuel oil into the engine cylinders are employed here. 
Two compressors are installed, one an Ingersoll-Sergeant 


Vol. XVIII. Xo. 2. 

machine, belted to the jack shaft, and the later one, a Nor- 
walk Iron Works three-stage machine, direct driven by a 25- 
horsepower 220-volt two-phase Ft. Wayne induction motor. 
The air pressure used is 900 pounds per square inch. Water 
circulation for the engine jackets is provided for by a Deane 
t! by 6 inch single-acting pump, driven by belt from the jack 

Oil Supply Regulation. 

A special arrangement of lamps and contacts has been 
fitted up by Mr. Sanborn to show the condition of the oil 
supply in the small tanks, and also the temperatures of the 
discharged circulating water from the jackets. In gas and 
oil engine plants constant knowledge of these points is essen- 
tial to reliable and eflici«nL-*ervice. One of the illustrations 
shows the arrangtau^nt in diagram form. The height of the 
oil in the small lank is shown by an adjustable float, which 
is nearly balanced by a small weight connected with the float 
by a cord running over two pulleys. When the float sinks 
in the tank the weight is pulled up and a contact made in a 
lamp circuit which lights a 110-voIt green-colored incandescent 
located in a conspicuous place on the engine room ceiling. 
This indication is given when there are left about four gallons 
in the tank, leaving sufficient time for the engineer on duty to 
ininip in more oil. 

The jacket water is discharged from each cylinder in a 
separate pipe. On each of the three i)ipes is a special home- 
made brass and steel thermostat, with double contacts. When 
the temperature of the discharge water reaches about 125 
degrees P. a 110- volt circuit is closed through a red lamp on 
the ceiling, one lamp being planned for each pipe. Below this 
temperature the thermostatic indication is given by white 
lamps. The supply of cooling water can be increased or 
diminished by valves, according to the lamp indications. 

Storage Battery. 

At the main ear house of the company in Laconia are a 
railwav battery installation consisting of 250 cells of the 

Laconia Street Railway — Home-Made Freight Car. 

Electric Storage Battery Company's type Ell in E15 glass 
jars, one hour discharge rate 100 amperes, and a reserve 
steam equipment consisting of two 150-horsepower Manning 
boilers, built for 125 pounds steam pressure, and a Westing- 
house 150-horsepower vertical compound engine, belted to a 
100-kilowatt General Electric 550-volt direct-current generator. 
It is planned to install a 200-kilowatt lighting unit as an 
auxiliary at this point in the near future. When it is neces- 
sary to operate this i)lant car house emiiloyes are placed in 
this service. 

In the Lakeport station therfe are two switchboards, one 

for railway and one for power and lighting service. The rail- 
way board was installed by H. B. Rust & Co. of Providence, 
R. I., in connection with the Diesel engine work. 

The railway load in the summer season reaches an 
average maximum of about 200 kilowatts. The total con- 
nected load on the power plant is about 300 horsepower in 
motors. 12,000 equivalent 16-candlepower lamps, eighty -five 
fi.6-amiiere street arcs and 57 incandescents. The motors are 
all alternating-current outfits, varying from 100 horsepower 
downward in size. The largest single-phase motor allowed on 
the lighting circuit is 5 horsepower. Incandescent rates vary 
from 15 to 10 cents per kilowatt-hour, according to the con- 
sumption; power rates vary from 9 to 3 cents, the latter, of 







0// y&/7A- 

Green lamp Q ^^eyfj^ 


Orcu/at /ncf tito/er 0/sc/>arpe 

Laconia Power Improvements — Diagram of Oil and Water 
Indicating Device. 

Course, applying only to the largest users. The company does 
its own power wiring, but leaves the lighting installation to 
local contractors. 

The company owns five closed cars and six open cars. 
Three of the former and four of the latter are double-trucked 
units. The latest type of car purchased is a semi-convertible. 
45 feet long over all and seating 48 passengers. This is 
equipijed with multiple-unit control and two General Electric 
35-horsepower motors. It was built by the Laconia Car Com- 
pany, and, except for an increase in length of about six feet, 
reju'esents the type of car used at first on the Goffs Falls 
Litchfield & Hudson Street Railway. The open cars are of 
the 13-bench size. The company carries over half a million 
passengers per year and its car mileage is about 150,000. 

Economy in labor is attained on this road by encouraging 
the different employes to be capable of filling more than one 
position. Conductors and molormen are capable of filling 
each other's places, and some of the car crews are good 
mechanics and wiremen. Several of the linemen are familiar 
with the operation of the power house machinery. All around 
efficiency is constantly sought by the manager. 

Twenty and forty minute service is maintained between 
Laconia, Lakeport and The Weirs. 

Express Service. 
An important feature is the company's electric express 
service, which was started in 1906. All classes of freight are 
handled on two round trips daily. The express car is started 
from the center of Laconia at 10 a. m. and 3:40 p. m., con- 
necting with the boats on Lake Winnepesaukee. Anything 
less than 30 pounds in weight is carried at a 10-cent charge, 
and between 50 and 100 pounds the charge is 15 cents. The 
freight car is illustrated. It is a home-made affair, 28 feet 
long and equipped with two 35-horsepower motors. The cab 
was made from an old horse car body, which was cut in two 
and mounted on a flat car frame, the trucks being purchased. 
The schedule speed is 12 miles per hour. 

The management of the Louisville & Southern Indiana 
Traction Company, New Albany, Ind.. has announced that the 
handsome and commodious private i)arlor car recently put in 
service will be rented to private picnic parties to any part 
of the company's system or to be run over connecting lines 
in Indiana. 

July 13, 1907. 




At the meeting of the Central Electric Accounting Con- 
ference at Indianaijolis on June 1 the general opinion was 
expressed, after discussion, that it would be advisable to 
have a report of all interline waybills jtassing junction stations 
made in triplicate, so that one copy could be preserved for 
the agent's record, and a copy could be forwarded to the 
accounting department of the receiving and of the forwarding 
line. The conference decided to have a form printed which 

to a de|ith of 24 inches from the top of the rail, to provide 
a concrete foundation. From the ends of the ties to the curb 
the excavation is 9 inches, which allows sjjace for a 6-inch 
layer of concrete below the paving. It will be noted that the 
concrete is 6 inches thick under the ties and extends up 
between and over the ties to a height sufficient to provide 
a solid bed for the 3-inch layer of bitulithic paving. The ties 
are laid on a 1 Va-inch layer of %-inch stone and are of 7-inch 
by 9-inch section. S feet 6 inches long, and spaced 24% inches 
apart on centers. 

The new track is laid with the Pennsylvania standard 

Form liO 

The Indiana, Columbus and Eastern Traction Co. 

Indiana Union Traction Co. 
Terre Haute, Indianapolis and Eastern Traction Co. 





Junction Agents niUist make this report Daily, in triplicate, for all freight passing on Interline Billing. At Joint Agencies 
send one copy to Auditor of each line. On business to other lines deliver one copy to Foreign Agent; take his receipt on one copy 
and send this to Auditor. On business from other lines, receipt and deliver one copy to Foreign Agent, .'iending one copy to 
Auditor. Retain original in book for station record. 




Kind of Freight 





Date No, 




Agents must be careful to show in remarks column condition of freight when passing their station, and in addition should 
forward O. S. & D. report for all shipments cheeking over, short or damaged. 


Central Electric Accounting Conference Form for Recording Interline Waybills Passing Junction Stations. 

should embody this arrangement. A copy of this form, which 
has been adopted by a majority of the lines in the conference 
handling interline billing, is published herewith. It was re- 
ceived from M. W. Glover, auditor of the Indiana Columbus & 
Eastern Traction Company, Cincinnati. O., and chairman of 
the conference. 


The Atlantic City Electric Railway, which is owned and 
operated by the Pennsylvania Railroad as a street railway 

9-inch girder rail weighing 141 pounds per yard, which is 
replacing the womout 7-inch 86-pound girder rail. Six tie- 
rods are used every rail length of 33 feet, and these are 2% 
by % inches in size, the gauge of the track being 4 feet 8^ 
inches. The rails are laid on tieplates 6 by 11 inches and 
15/32 of an inch in thickness. 

In order to provide against deterioration of the paving 
around the rails, two granite blocks are placed on the outside 
and one granite block on the inside of each rail, and these 
are laid in a cement mortar mixed in the proportion of three 
to one. The track work and concrete foundation is being 

Cross Section of Paving and Tracks at Atlantic City. 

division of the West Jersey & Seashore, is now engaged in 
renewing the track construction in Atlantic avenue, Atlantic 
City, N, J., between Rhode Island avenue and Jackson avenue, 
a distance of 16,000 feet. In addition to providing a sub- 
stantial roadbed for its line, the company has entered into 
an agreement to i)ave the entire street from curb to curb. 

As indicated in the accompanying engraving, showing a 
cross section of the paving and tracks, the center of the 
street, for a width of from 20 to 22 feet, has been excavated 

put in by the railroad company's forces and the foundation 
for the paving both on the street and on the space occupied 
by the track, together with a o-inch surface of bitulithic pav- 
ing, is put in by the Standard Bitulithic Company. The bond- 
ing for the new rails consists of two Xo. 0000 wires at the 

The light iron poles on this line are being replaced 
with heavier poles. These are the National Tube Com|)any's 
6. 7 and S inch poles, 32 feet in length, having extra heavy 



Vol. XVII I. Xo. 2. 

crossarms, consisting of 2Vi-inch tubes 7 feet 6 inches in 
length. These poles and crossarms in addition to the trolley 
wires carry Xo. 0000 feed wires. 


1!Y T. .1. -MllIOI.l,. 

It is almost impossible, to one acquainted with detail, to 
understand why managers of electric railways persist in 
using double-ended cars in city service unless they are 
obliged to do so by local conditions or to wear out old cars. 
It is equally difficult to comprehend the following practices: 
Xon-adoption of the large rear platform, permitting the use 
of unreadable, dirty and poorly located destination signs; not 
relieving the anxiety of some passengers by having destina- 
tion signs that can be seen inside as well as outside of cars; 
abandoning the use of signal lights of different colors, thus 
preventing night patrons from knowing before car gets to 
them whether it is the car they want or not, often causing a 
motomian to stop his car unnecessarily. Also, why are pas- 
sengers allowed to board cars at the front end and to remain 
there, in the way of motorman, smoking, etc.? Why are cars 
not stopped on first crossing of streets and before passing 
around curves? Here are several "whys," the adojition of one 
or all of which would save any company money and add 
greatly to the safety, comfort and convenience of its patrons. 

After examining in detail the cars and methods of opera- 
tion in nearly all of the larger cities of the United States 
and Canada, my conclusions are as follows, which are given 
only as suggestions to those thinking of making changes: 

Arrangement of Cars. 

Use single-ended cars, with motorman's cab in front and 
large platform in rear. 

Exit door only in front; exit and entrance doors at rear; 
direction of travel indicated by iron railing. 

Make cars three inches narrower at roof line than at 
sills, where tracks are close together, to prevent cars from 
striking each other when low point or bad track is being 
passed. For this same reason or to give additional room a 
car can be mounted three inches off center to good advantage. 

The monitor deck and coved sides are relics of omnibus 
days, costly and useless. Straight-sided cars give more room, 
and plain roof gives more air space. Individual ventilators 
of ample size should be provided above each window and at 
car ends. 

It is better that windows be raised to open instead of 
lowered, as the latter prevents proper bracing. This can 
better be arranged with higher sides and plain roof. 

Signals and Signs. 

Destination signs should be on top of car in front, with 
one on either side near back end. Glass or illuminated 
signs are all right if letters are made large and so that they 
will not run together or suffer by reflection. If outside signs 
cannot be so arranged as to be seen inside others should be 

Signal lights, indicating destination of car, should be dis- 
played at night. 

It is a good idea to paint front end of car a different 
color or shade from back end, so that one can tell immediately 
which way car is going. 

Red signal light should always be displayed at night on 
rear end of car in regular place provided. 

Car Fittings. 

All electrical apparatus, switches, brakes, heater, tool box 
and fuel should be carried in cab; also holes should be pro- 
vided in the cab floor over rails so that a motorman can turn 
track switch without leaving his cab. 

Bell cord should always pass along center of car — register 
rods or cords at side — so that passengers may know which 
to pull when wishing car to stop. 

Fenders or life guards should project as little as possible, 
with trips or apparatus guarding wheels. 

Steps should not be over 12 inches high, covered with 
rubber or safety treads, to prevent slipping. 

Grab handles should be placed at both sides of door open- 
ing and other places where passengers are liable to need 
them in getting on or off car. 

Rods or wire screens should always be used on passing 
sides of cars to prevent arms and heads being put outside 
of window. 

Company notices, warnings or instructions to passengers 
should be put in conspicuous places; not in advertising racks. 

Proper pockets should be provided in best location for 
conductors' i)ooks and report blanks. 

Seats should be of rattan, crosswise, cushioned on one 
side of back, not on other, with grab corner handles. If 
possible they should be fixed for use the way the car travels. 
Registers and Fares. 

Registers should be at front end of car, with different 
sounding gongs, it more than one is used. 

Transfers should not be registered if only one register is 

Simplest form of transfer should be used; only punched 
from a certain line with definite time limit. They should be 
dated and issued a. m. and p. m. separately or by coupon. 

Conductors should have their numbers on both sides of 
cap, distinctly large, not on front, so that agents may see 
the numbers, without difficulty. 

Fares should be collected when passing from rear plat- 
form into car and transfers then given. If this is impossible 
conductor should be required to collect fares beginning at 
front end, so that he may see the faces of people and in that 
way identify them, should he be interrupted. 

Advantages of Single-Ended Car. 

The single-ended car has many advantages and few- dis- 
advantages. Some points in each class as they appeal to the 
writer are given herewith: 

Front end of a single-ended car can be finished and fur- 
nished as a cab for the motorman only, thus permitting no 
distraction from passengers. 

Only one instead of two of the following needed: Con- 
troller, sandbox, gong and punch, trolley stand and pole, air 
brake rigging, fender, tool box, handbrake rigging, headlight, 
circuit-breaker, front curtain. 

The wiring of such cars is less complicated and at least 
one switch less is needed. Less liability of short-circuiting. 

Signal lights are placed permanently and not changed. 

Heater in motorman's cab is out of way of passengers and 
can be attended without litter or dirt in car. 

Good kit of tools, coupler, etc., can be kept locked up 
in cab. 

Holes can be made in cab floor, enabling motorman to 
turn switch without leaving his post. 

Electric appliances, brakes, etc.. are where passengers 
cannot meddle with them; also they will not be alarmed 
should circuit-breaker go off or controller bum out. Often 
these are causes of serious trouble and damage. 

Register is always in front where it can be seen by agents 
and passengers, and is located in a place particularly made 
for it. 

Car seats are fixed one way, cushions only on one side 
of back; cheaper and do not get out of order. 

Conductor being at back of car, is near steps and can 
better guard against accident. He is not obliged to crowd 
himself through car to collect tares from passengers getting 
on at the front end, passengers entering only at rear, and he 
is not in the way of passengers. 

More fares are collected, that is, fewer are missed, and 
car is more easily checked up. 

Passengers alight and enter more quickly. Do not get in 
each other's way. 

Smokers being at rear of car. smoke does not annoy ladies 
so much. 

Machinery always running in one direction is less liable 
to get out of order and runs more smoothly. 

One can always tell which w-ay car is going; no danger 
of both headlights being lighted at same time. 

Car is muc'h cheaper to build and keep in repair. 

Car being less valuable, insurance should be less. 

But little time wasted in turning car or holding other cars 
for this reason. 


One only worthy of consideration — this is, that the car 
cannot be run backward safely and rapidly, which may be 
required when a fire or blockade from any cause happens. 
This objection is not considered bad by companies operating 
wholly single-ended cars, viz., Cincinnati, Indianapolis. Detroit 
and Montreal, and also many others. 

There being only one trolley pole, no matter what length 
of car, should it be disabled, your car is "out," but this Is 
just as likely to happen on a single-truck car and can be 
provided for by carrying a reserve trolley pole fitted with 
wheel, etc., imder car, as is often done at present time. 

Cost of constructing Y's or loops and interest on invest- 

Cost of running on Y's or loops without revenue. 

A comparison of the operation with two types of cars, 
single and double ended, on the basis of cost, is interesting. 

July 13, 1907. 



Assume 40 cars making one round trip each every hour, 
18 hours per clay, for 10 years, turning on 300 feet of track at 
each end used for turning only: 

For Single-Ended. 

Forty cars will cost originally $250 each $10,000 

Will cost less to repair by reason of less load, manner of 
building, etc., 14 cent per mile; 40 cars X 18 trips = 720 
trips X 16 miles = 11,520 miles per day; 11,520 miles 

per day X 3,650 days = 42,000,000 miles, at 14 cent 105,120 

B.vtra fares collected by reason of greater advantages, etc., 
say, 2 cents per round trip X 720 trips = $14.40 per 

day X 3,650 days 52,560 

Saved in accidents, by reason of better service and equip- 
ment, say, $1,000 per year 10,000 

Total $177,680 

Five per cent for 10 years 88,840 

Contra Single- Ended. 

Cost of 600 feet of track, at $7.00 per foot $ 4,200 

Operating 720 trips per day. say, SO miles X 3,650 days = 

29,200 miles, at say, 10 cents per mile 20,200 

$ 33,400 
Five per cent tor 10 years 16,700 

$ 50,100 

Saving in 10 years $210,420 

Or $21,643 per year, with better service and passengers 
more comfortable and better taken care of. The above means 
a saving of $540 per car per year, or about $1.50 per day. This 
Is more than one cent per car-mile and should be worth con- 


The New York public utilities commission for the first 
district met on July 2 in the ofBces of the old rapid transit 
commission, which will be used as headquarters for the 
present, and elected Travis H. WTiitney secretary. The an- 
nouncement was made that the offices would be open every 
day in the year from S a. m. to 11 p. m. Chief Engineer 
George S. Rice and the working force of the rapid transit 
commission have been retained by the new board, for the 
present at least. The board was notified that $400,000 re- 
maining to the credit of the old commission was available for 
the use of the new commission. 

The commission has adopted rules of procedure. Ses- 
sions will be held daily at 10:30 a. m. and at 2 p. m. for the 
purpose of receiving and acting upon applications and other 
communications. For matters that require testimony and for 
the purpose of inquiring into accidents special sessions will 
be held. Companies are asked to telegraph or telephone news 
of accidents immediately and to send a fuller report in writing 
afterward. Inspectors will be on duty during office hours, 
ready to go to the scene of accident at once. The secretary 
has been directed to furnish all information upon the technical 
points involved in the preparation of a petition or an answer. 
and any Information contained in the records of the commis- 
sion bearing upon a particular case. When any complaint has 
been received by the commission it will expect a definite 
answer from the corporation affected within 10 days. 

After spending a week in perfecting its organization the 
commission held its first public session on the morning of 
July 8 and took action on several matters. A resolution was 
adopted that all complaints as to fares between points outside 
of the district and points within the district over railroads 
other than street railroads should be referred to the commis- 
sion of the second district. It was then resolved that a com- 
mittee of three be appointed to report as early as possible 
regarding the conditions of travel over the Brooklyn bridge 
and connecting railroads, and to recommend what may be 
done to improve most speedily the service. 

Xe.xt came several very important actions concerning 
common carriers over which the commission has control. All 
the resolutions on this subject were introduced by Commis- 
sioner .Maltbie. The first provides that preliminary to the 
preparation of a uniform system of accounts, records and 
memoranda to be prescribed for the railroads and street 
railroad corporations and other common carriers the commis- 
sion request all common carriers to submit before July 22 
accounts, records and memoranda that are now in use by 
them. Another resolution requested the same data from the 
gas and electric light corporations. The most important of 
those resolutions provides that common carriers subject to 
jurisdiction of this commission be requested to sul)init to the 
commission on or before July 22. 1907, copies of such accounts, 
records and memoranda as are now kei)t by them relating 
to the movement of traffic, and that such corporations and 
common carriers be requested to submit by such linu' a com- 

plete statement showing as of July I. 1907, schedules of cars 
or trains operated by them, which shall include a statement 
showing the exact time when each car or train is scheduled 
to leave the starting i)oint to reach its destination, the seat- 
ing capacity, the routes operated, the number, character and 
seating capacity of ])assenger cars that will be available for 
use on September 1, 1907, and the number, character and 
capacity of passenger cars that were available for use on 
September 1, 1906, and September 1, 1905. Both of these 
resolutions were passed. 

Chairman Willcox then laid before the board the report 
of Chief Engineer Rice as to the work under construction 
and bequeathed mider the law to the new commission by the 
old board. Accoi-ding to Engineer Rice there is about 
$15,000,000 worth of work to be finished on uncompleted con- 
tracts. The report goes into detail as to the present con- 
dition of the Brooklyn subway contract and states that the 
Brooklyn tunnel work should be comjileted late in the spring 
of 1908. Mr. Rice also points out that five contracts have 
been let for the Brooklyn loop lines which will require an 
expenditure of about $10,000,000. He also calls attention to 
the Eleventh avenue situation and relief of the present con- 
gestion in the subway at Ninety-sixth street. 

The commission held its second public meeting on July 9. 
Chairman Willcox announced the appointment of Commis- 
sioners Bassett, McCarroU and Eustis as members of a com- 
mittee to investigate the traffic conditions at the Brooklyn 
bridge, and Commissioners McCarrolI, Bassett and Maltbie to 
report on the Fourth avenue (Brooklyn) subway. 

The most important matter to come before the commis- 
sion was a supplemental report from Chief Engineer Rice, in 
which he advocated the third-tracking of the Second and 
Third avenue elevated railroads, so that something like imme- 
diate relief might be provided for the congested traffic of 
the Bronx from the Harlem river to the Battery. The matter 
of granting this privilege to the Interborough-Metropolitan 
Company had been up many times before the old rapid transit 
commission, and there seemed to be an overwhelming senti- 
ment in favor of it on the part of the residents of the Bronx. 
It was pointed out that it would take years to build new sub- 
ways, even under the most favorable circumstances, and that 
the population of the Bronx was increasing so rapidly that 
something must be done immediately to relieve the congestion. 
The rapid transit commission and the officials of the railroad 
company could not agree on terms and the matter has been 
held up ever since. A commission also received a request 
from the Taxpayers' Alliance of the Bronx, requesting a hear- 
ing on the third-track question. 

It is stated that as a result of the decision of Judge Holt 
of the United States district court in the suit brought by 
Daniel W. Burrows against the Interborough-Metropolitan 
merger, the commission will soon take action to investigate 
the merger on its own account. 

The commission of the second district has decided to 
retain the following employes of the old state railroad com- 
mission: J. D. Shultz, steam railroad inspector: C. R. 
Barnes, inspector of electrical roads: E. F. Van Holsen, in- 
spector of accidents; G. P. Robinson, locomotive and boiler 
inspector: H. A. Suitermeister. superintendent of grade cross- 
ing bureau; and J. E. Brazee, inspector of grade crossings. 

Governor Hughes on July 8 sent to the senate for con- 
firmation the names of the men he appointed on the two 
commissions. In his message he announced for the first 
time the terms they were to serve, as follows; 

First district. Chairman W. R. Willcox, until 1913; William 
McCarrolI, 1912; Edward Bassett, 1911; Milo Rov Maltbie, 
1910; John E. Eustis, 1909. 

Second district. Chairman Frank W. Stevens, until 1913; 
Charles Hallan Keep, 1912; Thomas Mott Osborne, 1911; Mar- 
tin S. Decker, 1910; Frank E. Sague, 1909. 

Ft. Wayne & Wabash Valley Timetable. 

An official copy of timetable No. 6 of the Ft. Wayne & 
Wabash Valley Traction Company. Ft. Wayne. Ind.. has been 
received from John B. Crawford, superintendent of transporta- 
tion. The timetable took effect on July 11. Besides the time 
of trains complete rules for the government and information 
of employes are given, and also some general instructions. 
Among the latter are the following; 

"In case of doubt always take the side of safety. 

"Ignorance of the rules excuses no one. 

"Employes are required to be polite and considerate in 
their intercourse with the public and with one another, remem- 
bering that the reputation and prosperity of the company 
depend not only upon the promptness with which its business 
is conducted, but also upon the manner in which its patrons 
are treated by its employes. 

"To obtain promotion, capacity must be shown for greater 

"Emjiloyes in accepting employment assume its risks." 



Vol. XVIII, No. 2. 



Pump suction lines are essential for continuous opera- 
tion and the plant in no case stiould be made wholly dependent 
upon any one pipe connection for its continuous operation. 
The underground pipes should be of cast iron the same as 
that used for city water pipes. A telltale pipe can be run 
from the storage reservoir to the power station, as shown in 
Figure 292, and also in Figure 2S7, the pipe being laid in the 
same trench as the supply pipe instead of independently, as 

Artesian Water to Other Buildings — Class L4. 

Ordinarily the buildings located near the power plant 
are supplied with water from the low-pressure general service 
main or the fire main if the latter is intended to serve for both 
the general and the fire service. The water for the plumbing 
fixtures in the power house and other buildings when taken 
from the general low-pressure main should not be considered 
to be in any particular class of water supply if there is more 
than one. For instance, the low-pressure system may be sup- 
plied with deep well water today, storage cistern water to- 
morrow and perhaps with city water the next day. 

The distribution of water from its original source should 
be considered only with respect to the systems served and not 
by the apparatus itself. For e.xample. Figure 292 shows a 
system of supplying artesian water to the storage tanks, the 
pumps and the low-pressure main. The services supplied from 
these sources do not belong to the artesian water system, 
but solely to the system which takes artesian water when it 
can get it and other water when artesian water is not obtain- 

If water for general service is taken from a canal or 
creek it may be necessary to run a line from the artesian well 
to the different buildings, especially for drinking water. The 
drinking water system is then a part of the deep well system. 
If an abundant supply of creek water is available there may 
be no need for artesian water except for drinking purposes. 
The reciuirements for drinking water make its supply very 
difficult it deep well water is not required for any other serv- 
ice. But little water is required for drinking and that must 
be cool and "just out of the well." 

About the simplest method of supplying a small amount of 
deep well water for drinking purposes is to place a pulley at 
the outer end of the large motor shaft and use a small slow- 
speed motor to drive the motor shaft, placing, say a 36-inch 
pulley or square-rimmed balance wheel, on the large motor 
shaft and a 3-inch pulley on the small motor, reducing the 
output of the well to about one-twelfth of its regular capacity. 
Ordinarily the small motor would not have to be one-twelfth 
the power of the large motor because the water level would 
be much higher when the well was being pumped slowly 
than when it was being pumped to its full capacity. The 
large motor armature would revolve with the small motor, but 
the loss of power from this cause would not be serious. When 
the full cai)acity of the pump is needed it only would be 
necessary to throw off the belt. If the small motor should 
be run at half the speed of the large motor it would discharge 
but one twenty-fourth the amoimt of water or about two and 
one-halt gallons a minute from an artesian well sufficiently 
large to supply 1,000 boiler horsepower. Pipes supplying 
drinking water should not be placed less than five feet under 
ground, to prevent freezing in winter and to keep them cool 
in summer. These iiipes and fittings should be galvanized 
inside and outside and the least possii)le amount of this piping 
should be exposed to the heat of the boiler room. A small 
discharge at the extreme end of the drinking water line should 
be left open at all times to prevent the water from standing 
in the pipes. 

Artesian Water to Fire Mains — Class L5. 
If a plant is wholly dependent upon artesiaii water for its 

water supply, or if there is a possibility of too small a sup|ily 
of water being obtained from a stream, it will be found neces- 
sary to hold water in storage for use in case of a fire. An 
artesian well may have a capacity of but 60 gallons a minute 
and take 16 hours to fill a storage pond or cistern, yet together 
they may make a reliable water supply for fire protection. 
There are cases where large pumps are not available for fire 
service, and it is safer to elevate water to a high tank, say 125 
feet from the ground, using a deep well pump for this service. 
For power stations a better arrangement is to provide a stor- 
age tank on the ground, of much greater capacity, not less 
than 100,000 gallons, and use a fire pump of large capacity. 
This storage tank may be arranged, as shown in Figure 292, 
and in case of fire both feed pumps could be used for fire 

In this arrangement the pumps installed should be such 
that one is especially suited for fire service, but applicable 
for boiler feeding and the other designed for boiler feeding, 
but suitable for fire service as well. 

Artesian Water to Condensers — Class L6. 

There are difficulties encountered iu the use of most 
artesian well water which appear conspicuously in the boiler. 
The use of such water in the condensers tends to diminish 
these difficulties because the temperature of the water is 
increased and it is delivered to a large pond where the solid 
matter contained in it can settle. If the jet type of condenser 
is to be used, the piping system can be simplified by placing 
the water storage tank, shown in Figure 292, so that its 
extreme high water level will be 12 or 18 inches below the 
top of the hot well, this ordinarily being the basement floor 
line. If an elevated pond were employed to supply the low- 
pressure service, the hot well would likewise have to be 
elevated, which would thus necessitate the use of an unsatis- 
factory construction. 

Ordinarily the reserve feed pump will likewise serve as 
a fire pump, and if the low-pressure service is taken from the 
fire mains the pumps will always be ready for fire service. In 
this installation a double system of suction lines to the feed 





Figure 293 (L6-1). 

pumps must be provided, and also means must be afforded for 
the feed pumps to take water from the hot well and the fire 
pumi) to take its water from the pond, or, better still, from the 
(jeej) well discharge, the latter arrangement being shown in 
Figure 293 (L6-1). In regular operation all the valves shown 
in Figure 293 will be left open and the check valve, a. will 
be closed. This is because the overfiow of the hot well will 
be higher than the surface of the pond (say 12 inches) and. 
besides, the weight of the valve will also tend to close it. 

The pump box from which the suction is taken should 
not be less than four feet deep, making a distance of three feet 
from the pond level to this suction, thus insuring water in the 
suction line and feed pumps at all times. If water does not 
flow to the feed i)ump from the condenser it will flow to it 
through the check valve, a. The deep well water will not 

July 13, 1907 


regularly flow to the feed puni|), but will pass by il, part being 
taken by the fire luinip working on the low-pressure service, 
the remainder going to the circulating iiunip. This will be 
seen by examining Figure 293. By closing the valve, b, either 
halt of the suction system may be shut off. If the deep well 
pump is operated together with the feed pump, the excess 
water will overflow at the pump box. In the latter case the 
condenser would not be in oiieration. It would be possible 
to connect the hot well to the fire pump, but this would not 
be used enough to justify the expense and increased complica- 
tion resulting from these connections. 

Emergency connections should insure reliability, and not 
necessarily the highest economy. The system shown in 
Figure 293 will operate more satisfactorily if some form of 
variable speed drive is provided which will permit running 
the pump at different speeds, not necessarily a great number 
of different speeds, but say two speeds, one corresponding 
to the full capacity of the deep well and the other just suffi- 
cient to supi)ly the low-pressure service with cool water. 
This arrangement will permit more constant operation, and 
if there is an intermediate speed, at which the deep well 
pump can be operated, it will be possible to run on it tor 
long periods, saving time, wear on the pump and giving more 
satisfactory service. A constant speed motor is invariably 
a very unsatisfactory source of power for driving pumping 
machinery, not only in cases similar to that cited, but any 
other pertaining to power station work. When a deep well 
pump is driven by a belt the motor and pumj) can be fitted 
with cone pulleys, thus permitting the operation of the pump 
at a number of different speeds. 

A suggested mechanical arrangement for obtaining two 
speeds is to put one gear en each end of the crank shaft and 
on each end of the pump motor shaft. These should be so 
arranged that one pair of gears will be out of mesh when . 
the others are in mesh. If the gears and pinions are of 
different ratios two speeds will then be available. Two 
speeds can also be obtained by means of alternating-current 
"full-speed and half-speed" motors. 

To obtain drinking water a small centrifugal pump can 
be placed either on the end of the motor shaft or belted from 
it. This is more advisable than to take the drinking water 
from the low-pressure system shown iu Figure 293, as a 
low-pressure line would be constructed of black pipe large 
in size and the water would be warm and there would also 
be danger of pond water getting into the low-pressure serv- 
ice. This pump would take water from the deep-well pump- 
discharge and would maintain a pressure of o or 10 pounds. 
Centrifugal pumps have the advantage that they do not 
require relief valves. The capacity of such a pump need not 
be over 10 gallons per minute and will require less than 
pne-fourth horsepower to drive it. 

If the artesian water is to be used for cooling a surface 
condenser the piping system would be similar to that shown 
for the elevated jet type of condenser illustrated in Figure 
293. The condensation then will flow from the hot well or 
base of the condenser to the vacuum feed pump, as in Figure 
293, but the check valve, a, will be omitted. If an open 
heater is to be installed there must be another pump to 
take water from the hot well and deliver it to the heater: 
in Figure 293 the latter is indicated by d and the pump by c. 
This statement applies e(pially to surface and elevated jet 

(To be continued.) 


i!V .J. I,. HdsKNUKUi;!-;!!, r.i.. i!., nv tuk ( tm v.n n.\j!. 

According to advance statistics of the 1907 edition of 
Moody's Manual. .")41 operating electric traction companies in 
the United Stales report'.O miles of track, with outstand- 
ing capital stock of $737..'.22,000. and $G.'J0.373.OO0 of bonds, a 
total oapitaliziitidu of $1,:!87,S!).',(I0(1, par value. In addition 
lOfi parent or holding companies report 17.174 miles of track, 
with outstaiuling stock of $1.4.-)7,tir)O,0O0, and outstanding bonds 
of |1..'')77.220.000, a total of $3.0;!4,870,000, par value. These 
106 iiarent companies operate or control 4^3 subsidiary com- 

Bridge Toll Payments Deductible from Franchise Tax. 

I'fojjle on the relation of the Nassau Electric liaiload 
Company v. Grout, Comptroller, 103 New York Supplement, 
975. — The supreme court of New York, appellate division, sec- 
ond department, says that the scheme of the statute for the 
taxation of si)ecial franchises (incorporated in the tax law) 
is that they are assessed at their value without any diminu- 
tion for any local public charges thereon, and that such 
charges are to be deducted from the tax when levied. Section 
46 requires that if there has been paid to the city, town or 
village for the tax year, "under any agreement therefor, or 
under any statute requiring the same, any sum based on a 
percentage of gross earnings, or any other income, or any 
license fee, or any sum of money on account of such special granted to or possessed by such person, copart- 
nership, association or corporation, which payment was in the 
nature of a tax," all amounts so paid shall be deducted from 
the tax. It cannot be said that only sums paid as taxes may 
be deducted,' for the statute classifies sums paid under agree- 
ment as taxes — which they may be in a loose sense — and 
directs them to be deducted. The company runs its cars 
across the Brooklyn bridge under an agreement with the city 
requiring it to pay a toll of five cents the round trip for each 
bridge is a special franchise. Inasmuch as the state has 
car. This jiayment is within the meanmg ot me statute, 
provided the company's contract right to such use ot the 
treated it as such and assessed it, it is not open to the city 
comptroller to refuse to make the deduction on the ground 
that it is not. It the tax is to be imposed and collected the 
deduction must be allowed. 

Liability to Steam Railroad Company for Proportion of Re- 
pairs on Bridges as Parts of Streets. 

Northern Central Railway Company v. United Rail- 
ways & Electric Company. 66 Atlantic Reporter, 444. — The 
court of appeals of Maryland says that this action was brought 
to recover a sum claimed to be the defendants proportion 
of the cost of repairs to two bridges forming continuations 
of streets in Baltimore city, which bridges crossed a valley 
in which flowed a stream, on the banks of which, beneath 
said bridges, were located the tracks of the plaintiff railroad 
company. It was sought, primarily, to recover this sum upon 
the strength ot the obligation alleged to be imposed, by the 
condition in the grant of the city, upon the defendant as suc- 
cessor to the rights and obligations of the Baltimore City 
Passenger Railway Company, and of the Baltimore Traction 
Company, of the cost of repairs between the tracks on these 
two bridges, and two feet upon either side thereof, upon the 
legal theory that these bridges were ])arts of the respective 

The court, which reverses a judgment rendered in favor 
of the defendant and orders a new trial, says that it was to 
be observed at the outset that, under a grant from the city 
to the defendant company of the right to lay its tracks in 
the streets ot the city, the defendant company had laid its 
tracks on these bridges connecting portions of said streets, 
and that neither the city nor the plaintiff railroad company 
had ever denied or questioned their right to do so under 
that grant. The grant would have been of no practical value 
to the grantee it it had been obliged to tenuinate its tracks 
at each end of these bridges, and the railway would have 
been of no practical value to the traveling jiublic as a means 
of conveyance nor to the city as a source of revenue for the 
Park tax imposed upon the street railways. To exclude, 
therefore, the right to use these bridges, would be to nullify 
the practical advantages to the public and to both ot the 
direct parties to the contract. Every beneficial interest ot 
the municipality required the words "streets" to include these 



Vol. XVIII, Xo. 

"bridges." aud the beneficial interest of the defendant com- 
pany demanded the same construction. 

The right of the defendant company to maintain its 
tracks upon these two bridges, under ordinances of 1859 and 
1880, was vested, and its liability to the city to keep in repair 
the space occupied by its tracks and two feet on either side 
thereof was fixed, when, under ordinances of 1S6S and 1890, 
respectively, the plaintiff railroad company became liable to 
the city for the construction and maintenance of the bridges 
then erected. The trackage rights of the defendant company 
on these bridges as parts of the streets were not thereby 
divested, nor was its liability to the city for repair of its 
tracks thereon thereby released or extinguished. It continued 
unimpaired, though the city could thereafter, at its pleasure, 
call upon the railroad company to make all the needed repairs, 
or upon the defendant company for the limited repairs tor 
which it was liable, and upon the railroad company for all 
other needful repairs, and. upon performance by the railroad 
company of the primary and continuing duty of the defend- 
ant company to make its limited repairs, the contract of the 
defendant company with the city ought to inure to the benefit 
of the railroad company. 

because the expected benefits are too remote, contingent, and 
uncertain to be so classed; and the pass must, therefore, be 
considered and treated, as it purported to be, a mere gratuity 
or compliment. 

Liabilities to Pass Users, Members of Police Force. 

Marshall v. Nashville Railway & Light Company, 101 
Southwestern Reporter, 419.- — The supreme court of Tennessee 
says that the passenger fatally injured in this case was rid- 
ing on what was designated as a "coupon pass." or "compli- 
mentary coupon pass," "good only if detached when used 
and when presented by the person named on cover." and 
that, "in consideration of the courtesy of this pass book," he 
had agreed to use it subject to certain conditions, one of 
which was, "I understand that I ride upon the cars of the 
company entirely at my own risk of injury or damage." 

The question was raised whether a common carrier may 
absolve itself from liability to a person whom it carries free 
of charge, when the party agrees to such conditions, in consid- 
eration of, or as an incident to, such free carriage: and. if It 
may not absolve itself entirely, to what extent it may lawfully 
relieve itself, and from what degree of negligence. The gen- 
eral result of the cases is that a railroad or street car com- 
pany is not liable for ordinary negligence to a party who is 
a passenger upon the road, riding upon a free pass, or coupon, 
such as was used in the present case. It is said,- however, 
that a contract undertaking to exempt a common carrier from 
injuries caused by his gross or wilful negligence is null and 

This court is of opinion that, in order to render the 
company liable to an individual using and riding on such a 
pass, there must be on the part of the company such negli- 
gence as may be denominated wilful, reckless or wanton, or 
negligence so gross as to amount to wilfulness, recklessness 
or wantonness, and for negligence short of this the company 
is protected by the terms of the pass, which constitute the 
contract of carriage. In such case the company, as to such 
individual, occupies the position of a mandatory, and not that 
of a common carrier, so far as its liability for negligence is 

Again, the court says that a party may use a pass for 
which he does not pay in money, but for which some valuable 
consideration is given. In such case, he is a passenger for 
hire. In this case the party was a member of the police 
force of Nashville, being chief of detectives, and it was said 
that to this class of persons the company, as a rule, issued 
passes, which were based ujion a valuable consideration. In 
other words, this pass was given, like others of its class, to 
encourage and to induce members of the police force to ride 
upon the cars, to be frequently about them, because their 
presence tended to preserve peace and good order for the 
passengers and to protect the interest and operation of the 
road. The court is of opinion that such a motive on the part 
of the road cannot be considered a valuable consideration. 

Constructing Switch Tower in Street — Rights. 

Williams v. Los Angeles Railway Company, 89 Pacific 
Reporter, 330. — The supreme court of California says that 
the plaintiff was the owner of a lot and the building thereon 
situated on the corner of streets at about the business center 
of the city. The company, operating a system of electric 
street railways passing along both of the streets and turning 
each corner of the intersection, erected an iron post or 
pedestal 12 inches in diameter and about 10 feet high, and 
placed thereon a switch tower 4 feet 2 inches wide and 
over 9 feet high above the top of the post. The post was 
situated on the sidewalk of one street some two or three 
feet north of the north line of the other street and about nine 
feet from the walls and windows of the plaintiff's building. 
This tower was to be used as a signal station, and in it was 
to be stationed a man who, by means of electric wires ex- 
tending from the tower to the switches, was to turn the 
switches and by semaphore signals was to direct the run- 
ning of the cars, as was formerly done by a switchman on 
the street. 

Whether the damage and obstruction to the plaintiff's 
easements or rights was so slight as to come within the 
de minimis rule ("the law does not care for or take notice 
of trifles"), or was sufficient to justify an injunction pendente 
lite (during the litigation), was a matter for the determina- 
tion of the court below. 

The granting of the franchise to lay tracks in streets 
and run cars thereon by electricity did not carry the right 
to erect such a structure as this tower in the street, at any 
rate, not unless it was shown that it could not be made of 
practical use if located on private property. The court does 
not mean to say that, even if that were shown, the right 
would be included in the franchise. What it decides is 
that, if it can be placed on either of the four corners, on 
private property, and not in the space dedicated as a street 
and sidewalk and can there be used substantially in the 
same manner, then the city authorities cannot give the right 
to put it in the street, to the detriment of the private rights 
of the plaintiff. The fact that it may cost* a large sum to 
obtain the necessary private property at that point is imma- 

Nevertheless, upon this appeal, this court cannot say 
that the refusal of a temporary injunction until the trial 
of the cause was erroneous. It might be that the court 
below considered it doubtful that there would be any appre- 
ciable damage, or, at all events, as it was not claimed that 
the defendant was insolvent, that the full damages could be 
recovered in an action. The court could allow it in this 
action, under the prayer for general relief, and could, in the 
final judgment, restrain the use of the tower or command its 
removal, unless the damage was paid within a time fixed. 
The defendant would have the right to bring a condemnation 
suit, pay the damages assessed, and thereupon resume the 
use of the tower. This court cannot say that it would have 
been unreasonable in the court below, in view of the cir- 
cumstances, to have considered that the rights of the parties 
could be substantially preserved by reserving the matter 
of an injunction until the trial, in the meantime suffering the 
tower to remain, and allowing the defendant to operate its 
cars therewith. 

The Indianapolis & Louisville Traction Company aud the 
Indianapolis Columbus & Southern Traction Company have 
each leceived two new cars to be put in operation for through 
service on their lines between Indianapolis and Louisville 
as soon as the Seymour division is completed. The Indianaj)- 
olis Columbus & Southern has six more new cars almost com- 
l)Ieted by the Xiles Car & Manufacturing Company, which will 
be shipped within a short time. 

July 13, ia07. 



News of the Week 

Increases of Wages. 

The Cincinnati Newport & Covington Light & Traction 
Company of Covington, Ky.. has announced an increase of 
wages for its conductors and motormen, effective on August 
4. The men will receive 20 cents per hour for the first year 
of service, 21 cents for the next five years, and 23 cents 

The Chicago Union Traction Company has granted its 
employes an increase of wages similar to that recently put 
into effect by the Chicago City Railway. The motormen and 
conductors will receive 23 cents an hour for the first three 
months, 25 cents for the next nine months, and 27 cents 
thereafter. Barn men and other enijiloyes receive about a 
10 per cent increase. 

American Street Railway Investments, 1907 Edition. 

The fourteenth annual edition of American Street Rail- 
way Investments, published by the McGraw Publishing Com- 
pany, New York City, has just been issued. The ijreliminary 
general statistics of this 1907 edition show a total of 63 com- 
panies with gross revenue in 1906 of over $1,000,000 each; of 
44 companies with $500,000 to $1,000,000 each; of 184 com- 
I)anies with $100,000 to $500,000 each; of 100 companies with 
$50,000 to $100,000 each; and of 90 companies with a total of 
$25,000 to $50,000 each. The total number of companies, the 
gross revenues of which are given in these tables, is 481, as 
compared with 437, of which similar figures were published 
in the tables in the previous volume. The book contains 453 
pages, with statistics relating to more than 1,400 operating 
and controlled companies. There are 21 more pages than in 
the edition of 1906, and 44 maps are published, showing routes 
of the systems of 47 separate companies. 

Trolley Lines In Steam Railway Accounting. 

In the system of accounting prescribed by the interstate 
commerce commission from July 1 for steam railways the 
classification of "Outside Operations" provides for the account 
"Trolley Lines." This account covers the "operations of elec- 
tric trolley and other surface roads other than electrically 
operated portions of the line of the carrier reporting, for the 
use of the facilities of which direct charges are made or 
allowances included in through rates." The revenue under 
this account covers "the proceeds of operations of trolley 
lines from freight, passengers, baggage, advertising and mis- 
cellaneous sources, whether derived from direct charges or 
allowances made in through rates." The expense includes 
"the cost of operating and maintaining trolley roads and their 
equipments, etc., including supervision, cost of company's 
electric current used, rents, taxes, etc. In case a station, 
buildin,g or terminal be used for the purposes of both the 
carrier and the surface road, the maintenance of any portion 
thereof not devoted exclusively to the uses of the surface 
road is to be omitted from this account." 

Chicago Settlement Plan Nearly Ready. 

After a conference yesterday -between Judge Grosscup of 
the United States circuit court and W. \V. Gurley, attorney 
for the Chicago Union Traction Company, the plan for dis- 
tribution of the Chicago Railways Company stocks to holders 
of underlying securities, with a slight change, was sent to 
New York. It is expected that it will be returned to Chicago 
on Monday with the approval of the banking interests which 
are to finance the transaction, and that the arrangement can 
then be made public. 

There was sent to the Chicago Title & Trust Company 
yesterday the certificate of Judge Grosscup and Prof. John C. 
Gray, the arbitrators, stating that the plan of reorganization 
has been filed with them and that it provides for the execu- 
tion of the plan for the distribution of securities. This action 
makes the deposit of slocks of the underlying companies with 
the trust company binding, and notice to that effect has there- 
fore been given to the depositors. The amount of stock held 
by the trust company is in excess of the requirement for each 
of the various roads. 

A hearing on the plan will be held by Judge Grosscup on 
July 24. 

At Judge Grosscup's request the city council on July S 
passed an ordinance extending the date for acceptance of the 
Chicago Raihvays Company ordinance from July 26 to Septem- 
ber 14. In his letter to Mayor Pusse urging the extension of 
time. Judge Grosscup stated that the stocks necessary to ac- 
ceptance of the ordinance had been deposited with the Chicago 
Title & Trust Comjiany, but that it was still necessary, before 
the acceptance and the transfer of properties are made, that 
the court shall hear a petition asking that the properties in 

Its hands be turned over to the Chicago Railways Company 
and that such petition be considered and passed upon. Judge 
Grosscup added: 

"In the meantime, realizing that the work of rehabilita- 
tion should go on as rapidly as possible according to the re- 
quirements of the city, the court, through its receivers, will 
do that work as rapidly as it can, and in accordance with 
the requirements of the city." 

Accompanying the communication was a letter from J. M. 
Roach, general manager of the Union Traction company, say- 
ing that should the time for accepting the ordinance be ex- 
tended, rehaltilitation of the street railway properties would 
be begun immediately "and proceed upon such streets as 
would be selected by the city or its re])resentatives and done 
in such manner as would be approved by the city." 

New York reports say that the Union Traction interests 
contemplate raising the funds required for reconstruction by 
issuing $15,000,000 or $20,000,000 "rehabilitation and better- 
ment" 5 per cent bonds. 

Interborough-Metropolltan Demurrer Overruled. 

Judge George C. Holt of the L'nited States circuit court. 
New York, has overruled the demurrer of the Interborough- 
Metropolitan Company to the suit of Daniel W. Burrow-s of 
Chicago, who declared that the transfer of certain stock of 
the Metropolitan Securities Company to the Interborough- 
Metropolltan Company was illegal and in restraint of trade, 
and asked to have it set aside. 

The defendants say there was no creation of a monopoly, 
because by monopoly is meant the exclusion of all others 
from the field. Judge Holt says that while that is the strict 
legal meaning of the term, it has a more common meaning 
.to the effect that a monopoly thus formed may effectually, it 
not legally, prevent all competition, and that the latter is the 
kind of monopoly meant in Section 7 of the stock corporation 
law. The decision says that "on the facts alleged in the bill, 
which the demurrer admits, it is difficult to see how the 
monopoly could be more complete." 

Theodore P. Shonts, president of the Interborough-Metro- 
polltan Com])any, has issued the following statement: 

"Judge Holt's decision is only upon the formal questions 
presented by the company's demurrer. Our counsel are unani- 
mously of the opinion that the validity of the organization 
of this company will be sustained by the appellate courts." 

Plans Approved for Illinois Traction Company's Mississippi 
River Bridge. 

The plans, specifications and location of the new bridge 
across the Mississippi river at St. Louis to be erected within 
the next two years by the St. Louis Electric Bridge Company 
for the Illinois Traction System have been approved by the 
war department. The letting of the contract for the structure 
is all that now remains before actual construction work can 
be begun. The plans were prepared by Ralph Modjeska. con- 
sulting engineer, of Chicago, who designed the company's 
Peoria bridge over the Illinois river. 

The new bridge will be erected about a quarter of a mile 
south of the Merchants' bridge, which it will resemble. It will 
be 2,365 feet long from shore to shore, with three central 
spans, 521, 523 and 521 feet in length, respectively, and two 
smaller spans, each 300 feet in length. "The height of the 
bridge, above low water, will be 75 feet. The bridge will cost 
about $2,500,000. 

As soon as contracts are let for building the bridge 
awards will be made for laying tracks in St. Louis. All the 
improvements, including the bridge and land bought, will 
cost about $5,000,000. The company has acquired the land 
bounded by Twelfth. Thirteenth, Gay and Linden streets, and 
will erect there a passenger station, three stories high, at a 
cost of about $200,000. Another passenger depot will be con- 
structed on the system's land at Ninth, Eleventh, Palm and 
Branch streets. Freight depots, yards and passenger depots 
will be built on the 24 acres of land at the foot of Salisbury 

Appeal from Des Moines Perpetual Franchise Decision. 

City Solicitor Bremner of Des Moines, la., has filed an 
appeal to the United States supreme court from the decision 
of Judge McPherson. rendered on February 19. as reported in 
the Electric Railway Review of March 2, that the franchise 
of the Des Moines City Railway is perpetual. The city takes 
exception to the decision in 50 points, including the following: 

In holding that the ordinance of December 10. 1S66, was 
a valid and subsisting contract between the street railway 
company and the city. 

In holding that the ordinance of December 10. 1866. was 
construed by the city for years as being a perpetual franchise. 

In restraining the city from interfering with the company 
in the free use and enjoyment of any privileges and franchises 
to which it had acquired rights. 

In restraining the city from bringing action in court to 



Vol. XVIII, No. 2. 

determine the respective rights of the cil.v and the coniiiany. 

In enjoining the city from onsting the company from the 

In enjoining the city from bringing suit to test the right 
of the company to operate its street railway in the streets of 
the city. 

In holding that the city had power vested in it to grant a 
perpetual franchise to the street railway company. 

In holding that all the company's street railways were 
operated under the authority of the ordinance of December 
10, 1866. 

Fare Boxes. — At a recent meeting of the St. Thomas 
(Ont.) street railway commissioners the question of provid- 
ing new fare boxes was taken up and favorably discussed. 

Indianapolis & Cincinnati Withdraws from Ticket Agree- 
ment. — The Indianapolis & Cincinnati Traction Company of 
Indianapolis, Ind., has withdrawn from the interchangeable 
coupon ticket agreement, effective on September 1. 

Power House Struck by Lightning. — During an electric 
storm on July C the power of the Toledo & Chicago 
Interurban Railway Company at Kendallville. Ind.. was struck 
by lightning, i)utting the turbine out of commission and de- 
laying traffic for several hours. 

No Round Trip for One Fare. — .Tudge Wheeler of the New 
York supreme court has handed down a decision in the case 
of Hilton versus International Railway Company of Buffalo, 
that the defendant is not obliged to give a passenger a round 
trip for one fare over a loop line where a distinction is made 
between the in and out trips. 

Car Barn Office Robbed. — Two masked robbers entered 
the office of the Chicago General Railway Company in the 
Kedzie avenue car barns. Thirty-first street and Kedzie avenue, 
shortly after I o'clock on .July .o and compelled the night 
receiver, James Driscoll. to stand against a wall while they 
took $4G0 which lay on the desk. 

To Arbitrate Traction Wages. — Lewis E. Carr of Albany, 
N. Y.. counsel for the Delaware & Hudson Company, and 
James D. Landrigan of Troy have been named as the arbi- 
trators to settle to dispute over the question of wages to be 
paid the employes on the Albany and Troy divisions of the 
United Traction Company. The decision of the arbitrators 
is to be final. 

Rights of North Jersey Street Railway Upheld. — The New 
Jersey court of errors and appeals has sustained the right of 
the North Jersey Street Railway to operate in the streets of 
Jersey City. The suit was brought by Mayor Fagan on the 
ground that the company was operating without authority and 
that the act continuing the existence of corporations was 

Case Against Steam Road. — The Chicago & Milwaukee 
Electric Railroad has filed with the interstate commerce com- 
mission its brief and argument in the case against the Illinois 
Central Railroad for through rates. The document reviews 
the evidence and gives a summary of the points which were 
made by the Chicago & Milwaukee company in the hearing 
before the commission. 

Mollne Mayor Stops Cars. — Because the city and the com- 
pany have failed to reach terms on a franchise ordinance. 
Mayor Johnson of East Moline, 111., on July 9 stopped the 
cars of the Moline Rock Island & Eastern Interurban Rail- 
way. The company offered a bonus of |10,000 and an agree- 
ment to build 2.5 miles within five years. The city insisted on 
street lighting along the line and forfeiture of franchise for 
failure to build an extension. 

Ballston-Saratoga Line Opened. — The Delaware & Hudson 
Company's electrified division between Ballston and Saratoga, 
N. Y., which will be operated by the Schenectady Railway as 
a part of a through line from Schenectady, was formerly opened 
for traffic on July 3. A 20-minute summer schedule will be 
maintained between Schenectady and Saratoga, and with the 
limited service to be established later the trip of 22 miles may 
be made, including one stop at Ballston Spa, in 55 minutes. 

Refuses to Remove T-Rails In Columbus. — The Indiana 
Columbus & Eastern Traction Company, through its division 
managers, \V. A. Giblis and J. L. Adams, on July 9 replied by 
letter to the formal demand of the Columbus board of public 
service that grooved rails be laid in the improvements of 
.McDowell street, from Town to Mound streets, and of Mound, 
from Parsons to Kelton avenues. The gist of the rei)ly was 
that the company had been advised by its counsel that under 
the franchises granted it by Columbus, it is not confined to 
the use of the grooved rail in those streets, neither is it 
bound by the ordinance of council. It claims there is no 

grooved rail rolled which is as safe as a T-rail. The company 
offers to reiilace the present T-rail with a deeper and heavier 
T-rail, but in view of the advice given by its counsel, it insists 
on the use of the T-rail. The council recently passed an or- 
dinance requiring the use of grooved rails in improved streets, 
which will now probably be tested in the courts. 

Detroit United Railway Reorganizing Its Service. — Ap- 
proximately 75 new crews will be added to the car service 
of the Detroit United Railway in carrying out the terms of 
the recent agreement reached between the company and the 
employes' association. This is necessitated by the regulation 
of the "tripper" service as agreed upon in the eight confer- 
ences held between the association's committee and General 
Manager Brooks. It means the complete revision of the 
schedule of evry line in the city. The entire new system is 
not yet completed, but as fast as the system is formulated 
for a line it is put into operation. 

Wisconsin Franchise Bill Passed. — The so-called Kelly 
bill, which provides for indeterminate franchises in place of 
limited franchises for street railways has been passed by the 
Wisconsin legislature and sent to the governor. According 
to the provisions of the bill every new street railway fran- 
chise to be granted shall be indeterminate and the city shall 
be given the right to purchase the property at a valuation to 
be determined by the state railroad commission. A company 
operating under a limited franchise may exchange it for an 
indeterminate franchise. The Milwaukee city council has 
asked the governor to veto the bill. 

Chicago Street Railway Assessments Increased. — The 

completed list of the personal property valuations of the 
public service corporations of Chicago, as compiled by the 
board of assessors, shows increases in the assessments of the 
street railway companies. The valuation of the Chicago Union 
Traction Company is placed at $ll.."i."iO,00(i. Last year the 
assessor's figures were $10,925,001), but these were cut to 
$8,384,805 by the board of review. The Chicago City Rail- 
way Company's assessment is $9,850,000. as compared with 
$9,425,000 for last year. The valuation for the Chicago Con- 
solidated Traction Comiianv is the same as last year, 

City Officials Order Company to Stop Running Cars. — In 
a franchise controversy between the city of Peru, 111., and the 
Illinois Valley Railway, City Attorney Scanlan on July 9 
ordered the railway company to cease operating its cars 
through Peru. The city attorney issued these orders under 
instructions from the city council. The trouble grows out of 
a recent decision of the Illinois supreme court which makes 
franchises granted to street railway companies nonassignable 
to railroad corporations. The Illinois Valley Railway entered 
Peru under such conditions and now the city demands that 
the railway company apply for a new franchise, which the 
latter has thus far failed to do. 

Through Cars from Springfield to Worcester. — The first 
cars to run from Springfield to Worcester, Mass., over the new 
14-mile extension of the Springfield Street Railway from Palmer 
to Fiskdale, made the run on July 1. From Fiskdale to Worcester 
the cars use the tracks of the Worcester Consolidated Street 
Railway. An hourly service will be maintained and the fare will 
be SO cents, 30 cents less than the fare on the Boston & 
Albany. Passengers may ride from Springfield to Boston with 
but one change of cars at Worcester for $1.25, 75 cents less 
than the steatn railroad rate. The track on the new extension 
is laid with 80-])ound rails, and has a maximum grade of 3V4 
per cent, although it rarely rises over 1% per cent. There 
are 28 bridges on the line. Ten miles of the new line are on 
private right of way. 

Would Amend Brooklyn Bridge Contract. — The contract 
imder which the Brooklyn Rapid Transit Company operates its 
cars over the Brooklyn bridge will expire on August 23, when 
the board of estimate will fix the terms of a new agreement. 
The original contract for the operation of cars over the bridge 
was made in 1897 and renewed in 1S98. Under the contract 
about to expire the Brooklyn Rapid Transit pays an annual 
rental to the city of $20,306, and in addition 10 cents for 
every elevated car and a percentage of the net receipts, run- 
ning on a sliding scale from 5 per cent on jirofits of from 
$10,000 to $20,000, up to 25 i)er cent on $150,000 or over. In a 
letter just sent to the mayor by the City Club the suggestion 
■ is made that in making a new contract these rates of payment 
be readjusted and that in future no guarantee of the exclusive 
use of the bridge be given to the Brooklyn Rapid Transit. It 
is ijointed out in this communication that the bridge, including 
tracks and termini, is city property and that the city has not 
only relinquished the returns it used to get from the operation 
of its own cars, but probably loses some of the receipts it 
might derive from vehicle traffic were the roadways less 

July 13, 1907. 



Construction News 


Annapolis, Md. — The city council last week granted an 
amended franchise to the Washington Baltimore & Annapolis 
Electric Railway. The company is given the exclusive use of 
its tracks in the city for three years. 

Arkansas City, Ark. — Representatives of an eastern syn- 
dicate are said to have applied for a franchise for an electric 
railway from Arkansas City to Winfield, Ark. 

Columbus, Ind. — The Indianapolis Columbus & Southern 
Traction Company has been granted a franchise on Second 

Evanston, III. — A franchise has been granted to the Chi- 
cago Consolidated Traction Company to extend its tracks 
from the present terminus at Hcnnett and Central streets to 
Reese street, two blocks west, from there connecting with 
the North Shore & Western Railroad, now being built. 

Gary, Ind. — Frank Gavitt last week secured a .50-year fran- 
chise for street railway lines on Broadway, Fifth avenue and 
Eleventh avenue. The franchise provides that cars shall be 
in operation inside of two years, tickets to be sold at the rate 
of eight for 2.5 cents, and 5 per cent of the gross earnings are 
to be paid to the city. 

Greeley, Colo. — E. A. Reacer of the luterurban Construc- 
tion Company of Denver, Colo., has applied for a franchise 
for an. electric railway from Denver to Greeley. 

Long Island City, N. Y. — The board of estimate and ap- 
portionment has granted the Long Island Railroad Company a 
franchise to build two extensions in Queens county. One 
will be known as the Montauk cut-off. It will be a short two- 
track line entirely within Long Island City and after the com- 
pletion of the Pennsylvania tunnel will be used almost en- 
tirely as a freight line. The other extension will be known 
as the Glendale cut-off and will be from two to three miles 
long, connecting the Montauk division and the New York 
Woodhaven & Rockaway Beach lines with the main line at 
Elmhurst, which will be four-track, thus affording a direct 
route for those divisions to the tunnel. 

New York, N. Y. — The first application to the new public 
utilities commission for a franchise was that of F. B. Behr for 
a monorail system from the Atlantic avenue ferry, Brooklyn, 
to Coney Island. 

St. Louis, Mo. — Six months' additional time has been 
granted to the North St. Louis & Suburban Railway for the 
completion of its line. The route is now surveyed from 
North St. Louis to Jennings. 

Sherman, Tex. — The city council has granted a new fran- 
chise to the Gainesville Whitesboro & Sherman Railway, which 
agrees to have its line in operation between Sherman and 
Gainesville in one year. 

Southport, N. Y. — A franchise has been granted to the 
Elmira Corning & Waverly Railroad. 

Strathcona, Alberta. — The Strathcona Radial Railroad has 
applied for a 3U-year franchise for a street railway system in 
this city, agreeing to have cars in operation by November 1, 

Terre Haute, Ind. — The city council last week voted to 
postpone action on the new franchise applied for by the Terre 
Haute Indianapolis & Eastern Traction Company until the re- 
turn of President Hugh J. McGowan of Indianapolis from Eu- 
rope. The company already holds a franchise in the name of 
the Terre Haute Traction & Light Company, but desires a new 
independent franchise, with several additional privileges. 

Tifton, Ga. — A franchise for a street railway has been 
granted to L. P. Thurman, I. W^ Myers, W. W. Banks, O. 
Daniel, .1. E. Cochran, E. F. Bussey and J. J. L. Phillips. 


Canyon City Pueblo & La Junta Railway & Power Company, 
Pueblo, Colo. — lucorporaled in Colorado to build a standard- 
gauge electric railway between the points named in the title. 
Capital stock. $200,000. Incorporators: Charles R. Buckey, 
Thomas J. Stanley, Andrew J. Behymer, Daniel W. Sheldon, 
Perry Behymer, George D. Kendall and Francis James, Pueblo. 

Charleston Westfield Marshall & Terre Haute Interurban 
Railroad, Marshall, III. — Incorporated in Illinois to build an 
electric railway from Charleston, via Westfield. 111., to a point 
where the Indiana state line crosses the national road. Cap- 

ital stock, $5,000. Incorporators: James Dawson, William B. 
Scholfield, Seymour Hurst, Norman Bennett, W'. L. Bigg ;, M. 
L. Briscoe, W. R. Patten, T. M. Berkley and E. T. Pinnell. 

Defiance Hicksville & Ft. Wayne, Railroad. — Incorporated 
in Ohio to build an interurban electric line between Defiance, 
O., and Ft. Wayne, Ind. This is a subsidiary company of the 
Toledo Wabash & St. Louis Railroad, which is to build an 
interurban system in three sections from Toledo, O., to St. 
Louis. Mo., the incorporation of the Defiance Hicksville & Ft. 
Wayne being for the purpose of building the Defiance-Ft. 
Wayne section. Capital stock, $10,000. Incorporators: Clar- 
ence D. Whitney, president; George G. .Metzger, J. P. McAfee 
and S. L. McAfee, all of Toledo, O. 

Enid Blackwell & Osage Interurban Traction Company, 
Enid, Okla. — Incorporated in Oklalioma to build an electric 
niilway 85 miles long, from Enid to Pawhuska. through the 
counties of Garfield, Kay, Noble and Osage. Capital slock. 
$1,000,000. Incorporators: George W. Bear, Frank Bradfield, 
S. I. Hudkins, John R. Clover and Guy S. .Manatt. 

Enid Waukomis & Oklahorra City Interurban Railway, 
Waukomis, Okla. — Incorporated in Oklahoma to build an elec- 
tric railway from Enid, via Waukomis, to Oklahoma City. 100 
miles. Capital stock, $200,000. !ncori)orators: R. N. Brittan, 
|)resident; J. A. Butler, treasurer; Charles Moore, secretary; 
S. F. Scott, A. R. Drew and A. B. Campbell, all of Waukomis; 
and Valentine Johnson of Enid. 

Northern Construction Company, Hartford, Conn. — Incor- 
porated in Connecticut to build electric railways; also dams, 
sluices and other forms of construction work, together with 
engines, boilers and other appliances for use in the generation 
of power. Capital stock, $75,000. Incorporators: G. Richard 
Nichols, W. Evans Smith, Philadelphia, Pa., and Arthur Per- 
kins, Hartford, Conn. 

Ohio Brass Company, Mansfield, O., has been incorporated 
at Jersey City. N. J., with a capital stock of $1,000,000. This 
company has also been incorporated in Illinois with a capital 

of $10,000. 

St. Louis Mountain Grove & Southern Railway, Mountain 
Grove, Mo. — Incorporated in Missouri to l)uild a oO-mile elec- 
tric interurban line from Mountain Grove, Wright county, to 
Brvant Creek, Ozark county. Capital stock, $300,000. Incor- 
porators: J. J. Hedges, J. H. Jarrett, E. L. Richardson, Spring- 
field, Mo.; J. Allhands, St. Louis; and P. M. Johnston. Elmo, 


Anderson (S. C.) Traction Company. — The first passenger 
car was operated over the newly completed line from Ander- 
son to Belton, S. C, a distance of 10 miles, on July 1. The 
power is furnished by the Savannah River Power Company's 
plant at Gregg Shoals. 

Atlantic Northern & Southern Railway, Atlantic, la. — The 
directors last week let a contract for grading on this road 
from Manning to Villisca, la., to Tompkins. Fitzgerald & 
Peterson of Omaha, Neb., specifying that work should begin 
on July 10. J. W. Cuykendall of Atlantic, president. 

Atlanta Macon & Griffin Electric Railway, Atlanta. Ga. — 

At a recent meeting of the directors it was announced that 
the work of construction on the line from Atlanta to Macon, 
Ga., would probably begin in the fall. Engineer Fitzgerald has 
completed his surveys and profiles. W. J. Kincaid of Atlanta 
is president. 

Berkshire Street Railway, Pittsfield, Mass. — This company 
expects to ask for bids this week for the construction of its 
proposed lines from Great Bajrington to Egremont and 
Canaan. Surveys and specifications have been completed. 
Henry Gough, chief engineer. 

Boise (Idaho) & Interurban Railway.— This company's 
line from Boise to Caldwell, Idaho, was completed last week. 
and operation is to begin as soon as the plant of the Swan's 
Falls Power Company, from which power will be purchased, 
is completed. There are two substations, one at Park and 
the other at Middletown. W. E. Pierce, president: F. H. 
Knox, chief engineer. 

Canyon City Pueblo &. La Junta Raihway & Power Cam- 
pany. Pueblo. Colo. — This company, incoriwrated last week 
to build an electric railway from Canyon City, Colo., to the 
Kansas state line, has organized by electing the following 
officers: Alfred E. Bent of Lamar, president; Andrew J. 
Behymer of Elwood, Ind., general manager; George D. Ken- 
dalf of Pueblo, secretary; Charles R. Buckey of La Junta, 
assistant secretary: F. E. Pastorius of Colorado Springs, 


Vol. XVI I [. Xo. 2. 

Central California Traction Company, Stockton, Cal. — 
Work on the line from Stockton to Lodi. Cal.. 14 miles, is 
being delayed pending the arrival of the third-rail insulators. 
but it is announced that the road should be read.v for operation 
by August 1. The line is to be extended ultimately to Sacra- 
mento. S. B. McLenegan, general manager. 

Chautauqua Traction Company, Jamestown, N. Y. — Presi- 
dent A. X. Bioadhead is cpioted as saying that it is the inten- 
tion of the company to double-track its line between Celoron 
and Westfield. X. Y. Work is to be started this summer at 
points near Celoron and Lakewood. although it will not be 
completed until next year. 

Chicago & Joliet Electric Railway, Joliet, III.— Work has 
been started on layin.c; the track from the foot of Bluff street 
up the Western avenue hill. 

Chicago & Southern Traction Company, Chicago, III. — It 
is stated that the line between Chicago and Kankakee. 111., 
will be in complete operation by September 1. Ballasting has 
progressed to a point one mile north of Peot9ne and is pro- 
ceeding at the rate of a mile a day. while grading is in 
progress between Monee and Crete. The overhead trolley 
wire is being stnmg and the machinery at the substation at 
Bradley is being installed. Matthew Slush of Detroit is presi- 

Columbia (S. C.) Electric Street Railway Light & Power 
Company. — Work has been started on the construction of an 
extension connecting with the city system at Bull and Laurel 
streets, and running to Colonial Heights, a new suburban resi- 
dence district north of the city. A shuttle car service will be 
operated when the line is completed. 

Columbus Marion & Bucyrus. Railway, Delaware, O. — Work 
has been resumed on the grading of this extension of the 
Columbus Delaware & Marion Railway, from Marion to Bu- 
cyrus. O., 18 miles. George Whysall, general manager. 

Columbus (Ga.) Railroad. — It is reported that this com- 
pany will build an extension out Twelfth avenue, through 
East Highlands, to Jordan City. 

Consolidated Railway, New Haven, Conn. — It is reported 
that this company has completed its line from Seymour to 
-N'augituck. Conn., which completes the through line from 
Waterbury to Xew Haven. I. K. Punderford. general manager. 

Centon (Tex.) Interurban Railway & Power Plant Com- 
pany.— It is reported that this company has let a contract 
for building four miles of line to Z. Wiggs. 

Fairmont & Mannington Railroad, Fairmont, W. Va. — 
This company has awarded the contract for the construction 
of its 15-mile line between the points named, by way of Bar- 
rackville, Farmington and Downs, to the Blodget Construction 
Company of Wheeling, W. Va. P. H. Bailey, general manager. 
Fairmont, W. Va. 

General Electric Power Company of California, Rochester, 
N. Y. — This company will construct an electric railway from 
San Francisco to Lakeport, Cal., a distance of 130 miles. 
Power is to be developed on the Mokelumne river. Surveys 
have been completed and right of way has been obtained. 
The general contract for construction has been let to Walston 
H. Brown & Bros.. 45 Wall street, Xew York, X. Y. William 
H. Underwood. Rochester, is president; John Bogart. 16 Ex- 
change place, New York, is engineer. 

Grand Rapids & Kalamazoo Valley Traction Company. — 
It is reported that this coiupany has completed grading from 
Kalamazoo north to Otsego, Mich. W. H. T. Patterson of 
Kalaiuazoo is president. 

Hot Springs Railway.— The Hot Springs Street Railroad 
Company has filed amendments to its charter, changing its 
name to the Hot Springs Railway Company, also giving it 
the right to use additional streets in Hot Springs and Garland 
county. H. E. Martin is general manager. 

Illinois Traction Company, Champaign, III. — It is reported 
that this company is considering plans for the construction 
of a line from East St. Louis east through Effingham and 
Vandalia, III., provided the right of way can be secured. 

Indiana Columbus & Eastern Traction Company, Colum- 
bus, O, — The contract for tracklaying and ballasting on the 
Lima-Hellefontaine extension has been awarded to Howard 
Graham of Dayton, O., and J. T. Adams of Hamilton. O. It 
is planned to complete the road by fall. 

Indianapolis Transportation & Transit Development Com- 
pany. — It is reported that this company has been organized 
to build a third-rail electric railroad from Lagrange. Ind.. to 
Battle Creek, Mich., via Angola, Fremont, Coldwater, Union 
City and Tekonsha, and to develop resorts along the line. 

Long Hollow Street Railway, Huntington, Pa. — Application 

for a charter will be made by this company to build an electric 
freight and passenger line from Mt. Union to McVeytown. Pa., 
about 12 miles. It is stated that this will be an extension of 
the Juniata Valley Railway, which will build from Huntington 
to Mt. Union. Incorporators: H. E. Steel, F. Blair Isenberg, 
J. M. Starr, R. W. Jacobs and James S. Woods, all of Hunt- 
ington. Pa. 

Madison & Fond du Lac Electric Railroad, Madison, 
Wis. — David Howard, president. Oak Park, 111., writes that 
this company expects to begin grading on September 1 on its 
electric line from Madison to Fond du Lac. Wis., 68 miles, 
and a branch from Watertown to Fox Lake, Wis., crossing 
the main line at Beaver Dam, where the main power plant will 
be located. The route includes Columbus. Beaver Dam. Lowell, 
Waupun and Juneau. The protected third-rail system will be 

Mankato (Minn.) Electric Traction Company. — This com- 
pany has been organized for the purpose of building a street 
railway in Mankato. It is stated that 300 tons of 60-pound 
steel rails will be available for delivery within a month and 
that work will be commenced as soon as possible after an- 
other meeting has been held to decide upon other details. 
The following officers have been elected: W. L. Hixon, presi- 
dent; Fred Kron, vice-president; W. D. Willard, secretary and 
treasurer; H. E. Hance, superintendent, Mankato, Minn. 

Marietta, O. — Surveys are being made for an electric rail- 
way from Marietta to Bellaire, O. 

Monterey (Mex.) Railway Light & Power Company. — This 
company is rebuilding the two street railway systems which 
it bought a year ago. and is converting them for electric opera- 
tion. A number of new lines and extensions will be built 
and about $2,000,000 will be expended in improvements. 
George S. Binckley. general manager. 

New York City Railway. — The company has announced 
its intention of beginning this week the work of electrifying 
the old Belt Line system in First avenue. 

Northern Electric Railway, Chico, Cal. — It is now stated 
that the line from Marysville south to Sacramento, Cal.. will 
probably be in operation by the middle of September. Xine 
miles of track has been laid south of Marysville. and track- 
laying is progressing at the rate of a mile a day. 

Olympian Springs, Ky. — A meeting was held in this town 
recently to consider plans and raise subscriptions for an elec- 
tric railway to connect Olympian Springs, Sharpsburg. Owings- 
ville and West Liberty, Ky., a distance of about 26 miles. 
Judge C. W. Goodpaster of Owingsville and Judge J. W. Lane 
of Bath are interested. 

Pacific Traction Company, Tacoma, Wash. — The new line 
from Tacoma to American Lake. Wash., has been cornpleted 
and cars were operated over the line last week. B. J. Pelt, 

Peninsula Railway, Barstow, Fla. — The contractors began 
grading last week on the company's proposed line from 
Barstow to Tampa, Fla., 50 miles. A large quantity of rails 
and ties have been delivered and construction is to be rushed. 
The Evers Engineering Company of Cleveland, O., has charge 
of the engineering work. Sixty-pound rails will be laid. 

Peoria Streator & Ottawa Railway. — This company, con- 
trolled by the Illinois Traction System, has made an agree- 
ment with the city of Streator, 111., to build a bridge across the 
Illinois river at that point, costing about ?100,000, of which 
the city will pay $35,000. The plans will be made by Ralph 
Modjeska of Chicago. 

Rome, N. Y, — It is announced that plans for the con- 
struction of an electric line from this city to Oneida, N. Y., 
to be built by the Andrews-Vanderbilt syndicate, which con- 
trols the Utica & Mohawk Valley and the other electric lines 
in central Xew York, are under consideration and that fran- 
chises already have been secured. It is stated that the line if 
built will follow the route laid out for a former proposed road 
known as the Rome & Oneida Railway. C. Loonils Allen, gen- 
eral manager of the Utica & Mohawk Valley Railway, is 
quoted as saying that work on the construction of the line 
will be started as soon as the money market will permit. 

Sangamon Valley Railway, Springfield, III. — L. V. Hall 
has been elected manager of this comi)any, which proposes 
to build an electric railway north from Hillsboro to Rochester, 
111., to connect with the Springfield Clear Lake & Rochester 
Electric Railway. 

Seashore Municipal Railway, Hempstead, N. Y. — This 
company has received permission from the railroad comis- 
sioners to build and operate an electric railway from Hemp- 
stead to East Rockvillc by way of Rockville Center, Nassau 
county, a distance of five miles. Capital stock. $150,000. 

July 13, 1907. 



Southern Wisconsin Light & Traction Company. — This 
company, which recently acquired the Madison & Interurban 
Traction Company, has filed a mortgage with the Merchants' 
Loan & Trust Company to secure an issue of $2,000,000 5 per 
cent bonds for the purpose of building additional lines in 
Dane and Rock counties. F. W. Montgomery of New York 
is president. 

Spokane Wallace & Interstate Electric Railway, Coeur 
d'Alene, Idaho. — Grading on this road, which will connect 
Coeur d'Alene and Wallace, Idaho, by a 51-mile electric line, 
will be started on August 1,") next. For several months past 
surveyors have been at work locating the route, which will 
skirt the east side of Lake Coeur d'Alene to 'Wolf Lodge Hay 
and from there east to the Coeur d'Alene river, which it will 
follow to Wallace. A 4,000-foot tunnel is to be built, which, 
for two miles on each side, will require a grade of 20 per cent. 
Ten per cent or less will be required for the remainder of the 

Terre Haute Indianapolis & Eastern Traction Company, 
Indianapolis, Ind. — The first regular car was operated over the 
new line from Indianapolis to Greencastle on July 3. The 
ballasting between Plainfield and Greencastle is not entirely 
completed. WorK is being pushed on the line from Green- 
castle to Brazil, and it is believed that through cars may be 
operated this year. 

Toledo Fostoria & Findlay Railway, Findlay. O. — Work 
on the extension from Peniberville to Toledo. 17 miles, is 
being pushed steadily and grading has been completed to 
within two miles of Pemberville. F. W. Adams, general 

Union Traction Company of Kansas, Independence, Kan. — 
This comi)any's new line from Independence to Coffeyville, 
Kan., IS miles, has been completed and the first car was 
operated over the line on July 4. It is expected that regular 
service will be installed by July 15. The company has also 
just completed a small city system in Coffeyville, and is build- 
ing a line from Independence to Cherryvale. D. H. Siggins 
is president. 

Washington Alexandria & Mt. Vernon Railway, Washing- 
ton, D. C. — This company has been granted an extension of 
time in which to complete the installation of a standard under- 
ground electric system, in place of the overhead trolley now 
in use. The change was ordered by the war department some 
time ago, the company being required to have the installation 
made by June 30. It now has until December 1, 1907, in which 
to do the work and must give bond for $70,000 for its com- 
pletion by that time. J. Colvin, superintendent, Washington, 
D. C. 

West Point, Ga. — Stone & Webster of Boston, Mass., are 
said to have closed options on the river lands near this town 
for a 30,000-horsepower water power development, to provide 
power for an electric line from Columbus to West Point, for 
which surveys are now being made. 

Western New York & Pennsylvania Traction Company, 
Olean, N. Y. — A contract for the construction of the new line 
between Bradford and Carrollton has been let to James A. 
Hart & Co. of New York. 

Whatcom County Railway & Light Company, Bellingham, 
Wash. — President C. D. Wyman of Boston has announced the 
route for the line which Stone & Webster of Boston, Mass., 
are to build from Bellingham south into Skagit county, by way 
of Mt. Vernon, Sedro-Woolley, Burlington, La Conner, Bow 
and Edison. The right of way has not yet been secured nor 
have the i)lans been completed, but it is announced that con- 
struction work will begin within a short time, and that sur- 
veys will be started immediately, under the direction of 
Engineer S. L. Shuffleton. 

Personal Mention 


Indianapolis Columbus & Southern Traction Company, 
Columbus, Ind. — It is announced that thi.s company has just 
completed a portable substation. 

Kittaning & Leechburg Railways Company, Kittaning, 
Pa. — It is announced that this company will dismantle its 
present i)lant as soon as the new unit which was recently 
ordered, consisting of a fiOO-horsepower gas engine and a 
350-kilowatt generator, is installed in its plant at Garrett's 

Rhode Island Company, Providence, R. I. — It is announced 
that this company will be in the market for two 3,000-kilowatt 
steam tin-bines in the near future. 

Utah Light & Railway Company, Salt Lake City, Utah. — 
No definite information has thus far been received as to the 
date of commencement of work on tlie new power plant, which 
it has been announced that this company will build on the 
banks of the Jordan river. 

Mr. \V. (). Wood, assistant superintendent of the Brook- 
lyn Rapid Transit Company, has resigned to accept service 
with the New York City Railway Company. 

Mr. C. E. Swan, district claim agent of the Northern 
Pacific Railway, at Spokane, Wash., has been appointed to a 
similar position with the Spokane & Inland Empire Railroad 
at Spokane; effective on July 1. 

Mr. Dow S. Smith, for the past five years general superin- 
tendent of the Brooklyn Rai)id Transit Company, has resigned 
and will be succeeded by Mr. W. S. Menden, at present chief 
engineer of the company. 

Mr. A. J. Sampson, for the past two years auditor of 
the Saginaw Valley Traction Company, Saginaw, Mich., has 
been elected secretary and treasurer, succeeding Mr. Charles 
E. Mershon, resigned to engage in business at Duluth, Minn. 

Mr. Fred Rogers, formerly freight and passenger agent 
of the Willmar & Sioux Falls division of the Great Northern 
Railway at Sioux Falls, S. D.. has been appointed traffic man- 
ager of the Walla Walla Valley Traction Companv, Walla 
Walla, Wash. 

The following appointments have been announced by 
the Indianapolis Crawfordsville & Western Traction Com- 
pany: Auditor. W. W. Goltra; master mechanic, H. Apple- 
gate; chief engineer power station, J. C. Muse. A. E. Rey- 
nolds of Crawfordsville is president. 

Mr. H. A. Hildebrandt. who for the past three years has 
been connected with the mechanical and electrical testing de- 
partments of the Brooklyn Rapid Transit Company, has re- 
signed to become superintendent and chief engineer of the 
electric lighting and waterworks at St. Peter, Minn. 

Mr. Charles E. Hubbell. vice-president and general man- 
ager of the Syracuse & Suburban Railroad, Syracuse. N. Y., 
has been elected president of that company, succeeding John 
L. King, deceased. Mr. Chester H. King, son of the late 
John L. King, has been elected vice-president to succeed Jlr. 

Mr. F. J. J. Sloat, general manager of the Cincinnati 
Northern Traction Company at Hamilton. O., has been ap- 
pointed division manager of the Indiana Columbus & Eastern 
Traction Company, with headquarters at Dayton, O. He will 
retain the management of the Cincinnati Northern Traction 

Mr. Leverett M. Clark, heretofore master mechanic of the 
Indianapolis & Northwestern Traction Company at Lebanon, 
ind.. has been appointed master mechanic of the Indianapolis 
Traction & Temiinal Company, succeeding Mr. W. H. Evans, 
who resigned some time ago to accept a similar position with 
the International Railway, Buffalo, N. Y. 

Mr. Charles M. Preble of Ft. Wayne. Ind., has been 
appointed the third inspector of tracks, bridges, trestles, cul- 
verts, tunnels, overhead and underhead structures, engines, 
motor cars, equipments, depot stations, i)latforms, etc., of the 
Indiana steam and electric railroads by the state railroad 
commissioners. These inspectors are required to report the 
result of their investigations every day to the commission. 

Mr. Harlan A. Wellsman has resigned as superintendent 
of motive power of the Camden Interstate Railway of Hunt- 
ington, W. Va., in order to devote his time to the H. Wells- 
man Electrical Company of Ashland, Ky.. in which he has 
been interested for several years. Mr. Wellsman has been 
connected with the Camden Interstate Railway tor several 
years. Mr. Scott Coalgrove, his assistant, has been ap- 
pointed to succeed him. 

Mr. J. E. Lyons, heretofore chief engineer of the Cleve- 
land Painesville & Eastern Railroad power plant at Wil- 
loughby, O., has been promoted to the position of superin- 
tendent of power and cars, effective on July 1. Mr. Lyons 
has been with the Cleveland Painesville & Eastern for 11 
years, and was for five years master mechanic of the East 
Cleveland Railway. He was also for one year with the 
Cleveland City Railway in the same capacity. 

Mr, W. H. Evans, master mechanic International Railway 
Company, Buffalo, .\'. Y., has been appointed chairman of the 
standardization committee of the American Street and Inter- 
urban Railway Engineering Association, in place of Jlr. H. 
Wallerstedt. resigned. Mr. Evans has called a meeting of the 
committee to be held in Cleveland, July 26. 27 and 2S. at 
which time the committee will probably draft the preliminary 



Vol. XVIII. No. 2. 

outline of its report to be presented at the Atlantic Clt.v con- 
vention in the fall. 

Mr. Guy W. Talbot of Portland. Ore., has resigned as 
vice-president and treasurer of the Corvallis & Eastern Rail- 
road to become vice-president and general manager of the 
Oregon Electric Railwa.v of Portland, which is building an 
electric railwa.v from Portland to Salem. Mr. Talbot became 
general manager of the Corvallis & Eastern and the Astoria 
& Columbia River railroads in April, 1906, and later resigned 
from the Astoria & Columbia River and became vice-presi- 
dent of the Corvallis & Eastern. He is 34 years old and has 
been connected in various capacities with the Chicago Bur- 
lington & Quincy Railroad, the Des Moines Northern & 
Western Railway, the Des Moines Union & Terminal Com- 
pany, the Chicago Milwaukee & St. Paul Railway, the Iowa 
Central Railway and the Peoria & Pekin Terminal Railway. 
He resigned as vice-president and general manager of the 
latter company to go to Portland last year. 

It is officially announced that Mr. Robert .Temison has 
resigned as president of the Birmingham (Ala.) Railway Light 
& Power Company, effective on September 1 or I'j. Mr. A. H. 
Ford, formerly superintendent of the New Orleans & Carroll- 
ton Railway, and now president of the American Cities Rail- 
way & Light Company, has been elected to succeed Mr. Jemi- 
son. Mr. Jemison has had a long experience in electric rail- 
way work. In 1S87 he built the East Lake dummy line from 
Birmingham to East Lake. Ala., and in 1SS9 was elected vice- 
president and general manager of the Birmingham Railway & 
Electric Company, operating most of the street railways and 
dummy lines around Birmingham at that time. Upon the 
organization of the Birmingham Railway Light & Power 
Company, which now operates the street railways, electric 
lights and a gas and steam plant in Birmingham, and has held 
that position continuously until the present time. He resigns 
after 20 years of service with the Birmingham street railways, 
feeling that younger men should handle the business. He has 
been requested to become chairman of the board of directors. 

Mr. R. P. Stevens, for the past two years general super- 
intendent of the Auburn & Syracuse Electric Railroad, has 
been elected president of the Lehigh Valley Transit Company, 

AUentown, Pa., which 
operates about 150 
miles of electric rail- 
way from Philadelphia 
to AUentown, Bethelem. 
Nazareth, Slatington 
and points in the Le- 
high Valley, also three 
electric light plants, the 
company being a con- 
solidation, effected in 
1905, of nine companies 
located in the Lehigh 
Valley. Mr. Stevens 
was born in 1876, In 
Eastport, Me., where he 
attended school, and 
later he attended East 
Maine Seminary, Bucks- 
port, Me. He gradu- 
ated from the Univer- 
sity of Maine with the 
degrees of B. M. E. and 
E. E., and took a post- 
graduate course in the 
R, P. Stevens. Massachusetts Institute 

of Technology. He was 
employed for a time by the Electrical Wiring & Supply Com- 
pany, Boston, Mass., and later by the American Bell Telephone 
Comiiany in Boston, on the student's course. He left this 
company to enter the General Electric Company's works to 
prepare for construction work, and afterward built an electric 
light plant for that company in Clifton Forge, Va. While 
with the Automatic Fire Alarm Company of Boston he in- 
vented an automatic fire alarm apparatus and was appointed 
superintendent of the western department, with headquarters 
at Chicago. He went to Everett, Wash., in February. 1900, 
to rehabilitate the system of the Everett Railway & Electric 
Company, and was later aiipointed general superintendent. 
While there he built a new power house and an entire new 
system, built an interurban line and electrified the tracks of 
the Northern Pacific Railway from Everett to Snohomish un- 
der an agreement with the Northem Pacific Railway, the 
steam road operating the freight and the electric company 
the i)assenger and express service. This is said to have been 
the first successful electrification of a steam line where steam 
freight trains were continued in operation in connection with 
the electric service. He left Everett to accept the position 
of general superintendent of the Auburn & Syracuse Electric 

Railroad at Auburn, N. Y.; was later appointed general super- 
intendent of the Auburn & Northern Electric Railroad and 
general manager of the Skaneateles Lake Transportation Com- 
pany, which i)ositions he now holds. Mr. Warren S. Hall will 
continue as vice-president and general manager, and Mr. 
H. C. Barron superintendent of the Lehigh Valley Transit 

Mr. John P. Keys, whose portrait is presented herewith, 
has been appointed general passenger agent of the Detroit 
United Railway, effective on July 1, succeeding Mr. John H. 
Fry, resigned. Mr. Keys 
is 28 years of age and 
is i)robably the young- 
est man holding a simi- 
lar electric railway po- 
sition in the United 
States. He has been 
connected with the De- 
troit United for the 
past 12 years, begin- 
ning his service with 
the company as an of- 
fice boy. and during the 
first five years of this 
period serving con- 
secutively in the audit- 
ing, purchasing and sta- 
tionery departments of 
the road. Seven years 
ago. desiring to fa- 
miliarize himself with 
the operating end of the 
business, he entered 
this department, serv- 
ing for one year as 
night car house fore- j^^n p. Keys. 

man, for two years as ■' 

day car house foreman and for two years as assistant division 
superintendent. The past two years have been spent at the 
main office of the company as special car agent. Mr. Keys' 
jurisdiction will extend over the entire system of the com- 
pany, including its interurban properties extending into the 
interior of the state, among which is the Detroit Monroe To- 
ledo & Short Line, as well as the city and suburban lines of 

Mr. William Darbee has resigned as general manager of 
the Albany & Hudson Railroad, Albany, N. Y., to become 
assistant general manager of the Consolidated Gas Electric 
Light & Power Company of Baltimore, Md.: effective on Sep- 
tember 1. Mr. Darbee was for several years assistant general 
superintendent of the Connecticut Railway & Lighting Com- 
pany at Bridgeport, Conn., resigning that jjosition about a 
year ago to become general manager of the Albany & Hudson 
to succeed Mr. George G. Blakeslee. Mr. R. H. Smith, at 
present general superintendent of the Connecticut Railway & 
Lighting Company at Bridgeport, has been appointed to suc- 
ceed Mr. Darbee. 

Mr. W. S. Menden, chief engineer of the various lines 
comprising the Brooklyn Rapid Transit system, has been ap- 
pointed general superintendent of those lines in charge of 
the transportation department in addition to his present 
duties, effective on July 8, to succeed Mr. D. S. Smith, re- 
signed. Mr. Menden was born at Evansville, 111., 38 years 
ago. He studied at Rose Polytechnic Institute at 'Terre 
Haute, Ind., from which he graduated in 1891 and immediately 
entered the engineering service of the elevated railway sys- 
tem of Chicago. His rise in this work was rapid, and when 
he left Chicago in November, 1905, he was general superin- 
tendent of the Metropolitan West Side Elevated Railway 
Company of that city. He went to Brooklyn and assumed the 
post of chief engineer for the Brooklyn Rapid Transit system 
and has had entire charge of the rebuilding of its entire 
elevated structure, of the construction of the Brighton^ and 
Canarsie lines and of the structural work of the large new 
power houses and substations. In addition to this he has 
planned and built the model yards and car shops at East New 
York and at Thirty-sixth street, and the new surface car 
barns at Ninth avenue and Maspeth. He will remain chief 
engineer as well as general superintendent for the present. 


Charles L. Rising, for the past two years traffic manager 
of the Illinois Tunnel Company, Chicago, died on July 10 at 
his residence, 1241 Judson avenue, Evanston, 111., at the age 
of 66 years. He had been identified in various capacities with 
steam railroads for the past 42 years, entering railway service 
when 22 years old. He formerly was connected with the 
Chicago & Alton, the Wabash, Missouri Pacific and the Chi- 
cago & Milwaukee & St. Paul railroads. 

July lo, rjOT. 


Financial News Manufactures and Supplies 

Citizens' Electric Company, Eureka Springs, Ark. — Ap- 
plication has been filed for a receiver. The comijany operates 
3% miles of track. 

Cleveland Painesville & Eastern Railroad, Willoughby, 
O. — New debenture notes extending for one year, with the 
privilege of extension for another year, have been issued to 
provide for the |500,000 debentures due on July 1. 

Denver City Tramway Company. — It is now stated that 
the stock which was sold by D. H. Moffat comprises part of 
his holdings in the Denver & Northwestern Railway Company, 
which owns all of the stock of the Denver City Tramway Com- 
pany. The purchasers comprise the eastern interests asso- 
ciated with Mr. Moffat, and include, besides Marsden J. Perry, 
Samued M. Colt and Benjamin A. Jackson of Providence. R. I., 
and W. L. Bull and D. C. Clark of New York. Mr. Moffat 
retains a substantial interest in the company. 

Havana (Cuba) Electric Railway. — The quarterly divi- 
dend of 1% per cenl increases the rate to a 6 per cent annual 
basis. Dividends have been paid at the rate of 4 per cent per 
annum since April, 1906. 

Holyoke (Mass.) Street Railway. — Approval has been 
given by the Massachusetts railroad commission to the issue 
of $60,000 capital stock for the acquisition of the stock of the 
Hampshire Street Railway by exchange, share for share. The 
Hampshire road has been controlled bv lease since January 17, 

New York New Haven & Hartford Railroad. — This com- 
pany has absorbed the property of the Torrington & Win- 
chester Street Railway, Winsted, Conn., and the Meriden 
Southington & Compounce Tramway Company, Meriden, 
Conn., subsidiary companies. — The Rhode Island company, a 
subsidiary company of the New Haven, has absorbed the 
Woonsocket (R. I.) Street Railway, the Columbian Street Rail- 
way of Pascoag. R. I., and the Providence & Burrillville Street 
Railway of Woonsocket. These companies have been con- 
trolled heretofore. 

Troy & New England Railway Company, Troy, N. Y. — 
The Delaware & Hudson has acquired the property of this 
company, and the road will be operated as a connection of the 
United Traction Company of Albany. The Troy & New 
England road has been in the hands of a receiver since 
January 10, 1906, following a default in the interest due on 
August 1, 190.5, on the $160,000 first mortgage 5 per cent 
bonds. The authorized stock is $350,000, of which $180,000 
is outstanding. The company owns 10 miles of track, extend- 
ing from Troy to West Sand Lake and Averill Park. 

United Railways Investment Company. — Stockholders will 
vote at Jersey City on July 23 on the issue of $3,000,000 of 6 per 
cent 3-year notes, and on a plan to purchase 10-year notes of 
the United Railroads of San Francisco, a controlled property. 

Winnebago Traction Company, Oshkosh, Wis. — R. H. 
Hackett was appointed receiver on July 6 on motion of the 
Trust Company of America, New York, trustee under the 
first mortgage .5 per cent bonds. The authorized bond issue 
is $1,000,000. of which $966,000 bonds are outstanding. The 
outstanding stock is $650,000. Of the 38 miles of road owned, 
15 miles are in Oshkosh, 15 miles extend to Neenah and 
Menasha, and 8 miles to Omro. The grounds on which the 
trustee petitioned for a receiver were the default 
in the interest due on April 1. 1907. and the inability of the 
company to raise money for needed improvements. 

Dividends Declared. 

Athens (Ga.) Electric Railway, common, 2V^ per cent; 
preferred, 3 per cent. 

Charleston (S. C.) Consolidated Railway Gas & Electric 
Company, l'^ per cent. 

Columbus Railway & Light Company. 1 per cent. 

Duluth-Superior Traction Company, Duluth. Minn., pre- 
ferred, quarterly, 1 per cent. 

Havana (Cuba) Electric Railway, preferred, quarterly. 1 Vi 
per cent. 

Little Rock (Ark.) Railway & Electric Company, common. 
2 per cent; preferred. 3 per cent. 

Memphis Street Railway, preferred, quarterly. I14 per 

Peekskill (N. Y.) Lighting & Railroad Company, quar- 
terly. 1 per cent. 

Philadelphia City Passenger Railway. 1^^ per cent. 

Rockford & Interurban Railway. Rockford, 111., common. 
2 per cent; preferred, qiuuterly. 1 14 per cent. 


Bristol Belt Line Railway, Bristol, Tenn., is in the market 
for two cars. 

Rhode Island Company, Providence. R. I., will purchase 
in the near future thirty 13 and 15 bench open cars. 

Northwestern Elevated Railroad, Chicago, 111., we are 
officially advised, is in the market for 40 trail cars. 

Terre Haute Indianapolis & Eastern Traction Company, 

Indianapolis, Ind., it is reported, has ordered in double-truck 

Walla Walla Valley Traction Company, Walla Walla. 
Wash., will build a freight car of 60.000 pounds capacity at 
its own shops in Walla Walla. 

Spokane & Inland Empire Railroad, Spokane, Wash., has 
placed an order with the Fitz-Hugh, Luther Company. Chicago, 
for fifty 80,000-pound standard box cars and thirty 80,000-pound 
41-foot standard flats. 

Utah Light & Railway Company, Salt Lake City, Utah. 
which was to have placed a contract for 62 cars on June 27, 
as reported in the Electric Railw^ay Review of June 29, is 
reported to have given the order to the St. Louis Car Com- 

Rochester Syracuse & Eastern Railway, Syracuse, X. Y.. 
was erroneously reported in the Electric Railway Review of 
July 6 to have placed an order with the Niles Car & Manu- 
facturing Company for 15 double-truck combination passenger 
and oaggage cars and 2 double-truck express cars. This 
should have read the Buffalo Lockport & Rochester Ry. 


Columbus (Ga.) Railroad. — This company has had plans 
prepared for another car house to be erected on its property 
on Second avenue. The building will be constructed of either 
brick or concrete blocks, two stories high and 48 by 110 feet. 
The second floor will be devoted to the comfort of the com- 
pany's employes. It will contain a reading room, club room. 
shower baths, individual lock'ers and sleeping quarters. Copies 
of the plans have been placed in the hands of contractors 
and they have been invited to bid. 

Hudson Companies, New York, N. Y. — Two commissions 
have been appointed to condemn the lands and buildings 
bounded by Railroad avenue, Warren street. Steuben street 
and Henderson street, required by this company as a site 
for repair shops and a yard for the cars which will run in 
tunnel bores under the Hudson river. 

Illinois Traction Company, Champaign, III. — This com- 
pany is making arrangements to build large car houses in 
Peoria, 111. 

Indianapolis Traction & Terminal Company, Indianapolis, 
Ind. — This company has secured options for the purchase or 
lease of property at the northeast corner of Illinois and 
Ohio streets, Indianapolis. This move places the company in 
complete control of the entire square and paves the way for 
a large addition to the Traction Terminal station. 

Pacific Traction Company, Tacoma, Wash. — Work is 

progressing rapidly on this company's new car house at 
South Sixty-fourth street and Union avenue. South Tacoma. 
and it is expected to be completed in a few days. There will 
be eight tracks running through the building, which is of 
brick construction. 103 by 113 feet, with a car pit under each 
track, making room to inspect all the cars the company will 
use for some time. 

Rhode Island Company, Providence, R. I. — This company, 
as reported in the Electric Railway Review of June 8. will 
build a new car house on Thurber avenue; also one on 
Academy avenue, and the present car house on Social street 
in Woonsocket will be rebuilt. 

Union Traction Company of Kansas, Independence, Kan. — 
This company has leased the old postoflice building and will 
use it as an interurban station. 

Utah Light & Railway Company, Salt Lake City, Utah. — 
The engineers of this company have approved the plans for 
the new car houses, which have been under consideration 
for some time, as reported in the Electric Railway Review of 
June 29. The gilans call for one large building, containing 



Vol. XVIII. No. 2. 

shops, store rooms, machine works and other shop facilities; 
storage tracks to accommodate 144 cars. 4.t feet long, and in- 
spection pits under each track. The office building and men's 
clvib, which is to cost $7r>.000. will be located at the corner of 
Sevfnth East and Fifth South streets. 


New York Air Brake Company, Xew York, has declared a 
quarterl.v dividend of 2 per cent, payable on July 22. 

B. F. Sturtevant Company, Boston, Mass.. has recently 
sold a large equipment of their electric propeller fans for ex- 
port to Yokohama. 

E. W. Bliss Company, Brooklyn. N. Y.. has declared a 
quarterly dividend of 2% per cent on its common stock and 
2 per cent on its preferred stock. 

Transcontinental Car Company, Phoenix. Ariz., has been 
incorporated with a capital stock of $.5,000,000. and in the state 
of Illinois with a capital of $2,500. 

Bucyrus Company, South Milwaukee. Wis., has opened an 
office at 811 Singer building. Broadway and Liberty street, 
Xew York, in charge of James M. Reed. 

McGee Switch & Signal Company, Dallas. Tex., has been 
inc-rporated with a capital stock of $10,000,000 by R. M. 
McGee. M. M. Crestnian and William M. Jones. 

L. S. Thurston has left the construction department of 
the Cincinnati branch of the General Electric Coni|iany, to 
take up commercial engineering in its Xew York office. 

Northern Engineering Works, Detroit. Mich., has sup- 
plied R. Hoe & Co.. Xew York, with three 10-ton electric over- 
head traveling cranes, w-ith a span of .55 feet, and a Xewton 

George L. Watson, formerly assistant chief engineer of 
the Fidelity Construction Company, Detroit, Mich., has opened 
an office in the Baxter building, Philadelphia, as consulting 

Westinghouse Electric & Manufacturing Company, Pitts- 
burg. Pa., has sold to Kuhn. Loeb & Co.. Xew York. $6,000,000 
6 per cent collateral trust notes, dated August 1, 1907, and due 
August 1. 1910. denomination. $1,000. 

Railway Steel-Spring Company, 71 Broadway. Xew York, 
is receiving bids for the erection of a 2-story machine shop 
and store room at St. Louis. Mo. The building is to be 40 
by 136 feet and will cost about $12,000. 

General Electric Company, Schenectady. X. Y., is reported 
to have awarded the contract for the erection of a shop bull- 
ing at Pittsfield. Mass.. 65 by 100 feet, to Beckwith & Pike. 
It is to be of steel and brick construction, 

M. W. Dunton Company, Providence, R. I., has been incor- 
Ijorated with a capital stock of $50,000 to succeed to the busi- 
ness of M. W. Dunton & Co. The new firm will devote its 
entire attention to insulating materials. The management is 

Howell Car & Foundry Company, Trenton. X. J., has been 
incorporated with a capital stock of $100,000, to manufacture 
steam, electric and cable cars, maintain electric lines, etc. 
Incorporators: E. L. Kern, J. K. Xeaglery, X. P. Micking 
and others. 

Universal Portland Cement Company, Chicago and Pitts- 
burg, has let the contract for a concrete office building at 
Universal, Pa., which is to cost $15,000. to A. & S. Wilson 
Company, Pittsburg. MacClure & Spahr, Keystone building, 
Pittsburg, architects. 

H. M. Beugler, who has been superintendent of railways 
for Ford, Bacon & Davis, operating the Xewman properties 
in Houston. Tex.. Memphis, Little Rock. Birmingham, Nash- 
ville and Knoxville. has become connected with Dodge & 
Day, Philadelphia and Xew York. 

Reese Continuous Rail Company, Louisville. Ky.. has been 
formed for the manufacture and sale of a patented device for 
making solid joints in railway tracks. The capital stock is 
$40,000. The incorporators are- John E. Reese, George L. 
Martin, W. T. Blackford and WiUiam Neal. 

F. L. McGillan, recently of th« Valentine-Clark Company. 
Chicago, has become manager of the California Pole & Piling 
Company. 2.5 California street, San Francisco. Hicks-Haupt- 
man Lumber Company and the Charles R. McCormick Com- 
pany are associated with the California Pole & Piling Com- 

General Fireproofing Company, Youngstown. O.. has been 
awarded the contract by the secretary of the interior to fur- 

nish and deliver about 350.000 pounds of steel for the rein- 
forcement of concrete and for structural purposes in connec- 
tion with the Belle Fourche irrigation project in South 

North Shore Electric Company, Beverly, Mass., capital 
stock $25,000, has been incorporated by Alfred J. Paine, 
Maiden; Maynard E. S. Clemson, Wakefield; and Xicho.Ias 
J. Allen, Jr.. Everett. The company will contract for the 
construction and repair of tunnels, electric railways, power 
plants, etc. 

American Brake Shoe & Foundry Company has awarded 
the contract for a new plant at Chattanooga, Tenn. It will 
be constructed of brick, steel and frame, and will consist 
of main foundry building, core room, office building, sand 
sheds, storage bins and shipping platform. The machine 
shop will be 40 by 60 feet and the main foundry building 100 
by 350 feet. 

Cutler-Hammer Company, Milwaukee, has bought the 
Carpeles trunk factory, a 5-story building which adjourns its 
plant. The new acquisition has 70,000 square feet of floor 
space and is being rapidly fitted for use. The company now 
owns a square block of factory buildings in Milwaukee and 
has recently jnirchased another tract of 175 feet frontage 
of St. Paul avenue, which it will hold for future growth. 

Owensboro Railway Chemical Spraying Company, Owens- 
boro, Ky., has filed articles of incorporation. Capital stock is 
$200,000, of which $6,000 has been paid in. E. T. Franks, 
president; R. S. Hughes, first vice-president; W. Q. Adams, 
second vice-president; C. W. Wells, secretary and treasurer; 
J. V. Pearse. general manager. The company proposes to 
market a chemical for spraying railroad tracks that will kill 
all vegetation. 

Westinghouse Electric & Manufacturing Company, in the 
fiscal year ended March 31. 1907. showed net earnings of 
$5,486,712, a gain of $2,106,981 over the figures of the previous 
year. After the payment of all interest charges, provision for 
depreciation, and other allowances, the balance applicable to 
dividends was $2,532,200. or $458,420 above the figures for 
the preceding 12 months. The company also submitted a 
statement for the two mouths ended May 31, 1907, showing 
net earnings of $1,377,765, and, after charges, depreciation, 
etc., a balance of $849,464, applicable to dividends accrued in 
the period. The figures for the year and for the ensuing two 
months are as follows; 

Fiscal Two 

year months 

ended ended 

March May 

31,1907. 31.1907. 

Earnings $5,486,712 $1,377,765 

Monthly average income 457,266 688,882 

Disposition of earnings; 
Interest on convertible sinking fund 

bonds and debenture certificates 827,887 143,983 

Interest and discount 815,266 185.121 

Property and plant depreciated, accounts 

and bills receivable, and other assets 

written off 457,460 47.857 

Adjustment of sundry old accounts not 

relating to current year's business. 

charges to depreciation, development, 

expenditures charged to operation 

and various adjustments for current 

year (net) 853,897 151,339 

Deductions $2,954,512 $ 528,301 

Surplus ■ $2,532,200 $ 849,464 

From this surplus there were 

paid 10 per cent dividends 

on preferred stock $ 399,870 

Ten per cent dividends on 

assenting stock 2,099.685 

2,499,555 *416,592 

Balance $ 32,644 $ 432,871 

♦Divided between preferred, $66,645, and assenting, $349,- 

George Westinghouse. the president, said in his report; 

"Owing to the heavy floods in March, the last month in 
the fiscal year, the coniiiany lost considerable ground, as it 
was unable to make shipments except to a nominal extent. 
Except for this, the showing for the year would have been 
considerably better than was the case. 

"The benefit of the March business was felt in April and 
Mav. Partly owing to this and partly owing to the general 

July 13. 1907 


increase in the volume of Ijusiness, the earnings in April and 
May were record-breakinK. 

"The increase oJ nearly $500,000 in the snri)his available 
for dividends is considerably smaller than normally would 
have been the case, owins' to the fact that, in view of the large 
earnings of the company, the management decided to write 
off sundry old accounts not pertaining to the current year's 
business and to allow more heavily than ever before for gen- 
eral deiireciation and development work. To this extent, 
therefore, the sur])Ius of $2,.5:i2 (lOit does not measure the real 
surplus earnings of the vV'estinghouse comi)any for the late 
year. Rxcept tor the abnormal charges for depreciation and 
sundry accounts it would have been probably $500,000 greater. 

"The results for the two months show a surplus of $432.- 
871 over all interest charges, depreciation, adjustments. 10 i)er 
cent dividends, etc. This is at the rate of nearly $2,000,000 a 
year earned ovei' everything. Heaviei' allowances were made 
for depreciation, etc.. in these two months than ever. 

"Of course, these two months should not be taken as a 
criterion of what will be done in the current fiscal year, be- 
cause they were benefited by the bad weather conditions pre- 
vailing in March. However, .June earnings continue to show 
heavy gains. The quarter just closed is the best the com- 
pany ever had. and the indications are that the current fiscal 
year will be a record-breaker." 

Electric Railway Improvement Company, 6005 Carnegie 
avenue, Cleveland, O.. states that in Ohio and Indiana its 
cars used in installing bonds by copper welding and electric 
brazing may be seen in successful operation in the following 
cities: Cleveland. Dayton. Sandusky and Oberlin O.; Scotts- 
burg. Sellersburg, Memphis, Rockport, Hatfield, Burrows and 
Lafayette, Ind. The comijany has recently obtained a contract 
at Rockford. 111., to install a large number of bonds by the 
brazing process on the lines of the Rockford & Interurban 

George F. Adams and James R. Downs have resigned 
from the Cleveland branch of the Westiughouse Electric & 
Manufacturing Company, and will open oflices in the New- 
England building. Cleveland, under the name of Adams & 
Downs. Both of these gentlemen have been connected wilh 
the Westiughouse company for the past 10 years. 
The new firm will act as selling representatives 
for the Burke Electric Company, handling that 
company's dynamos and motors. 

W. R. Gaither, auditor of the South Chicago 
City Railway, has devised an attachment to the Bur- 
roughs adding machine, manufactured by the Bur- 
roughs Adding Machine Company, Detroit, Mich., 
which is designed for use in keeping the time of 
trainmen. The attachment holds a piece of pai)er 
on which the daily time of each employe is entered. 
The accrued time is brought forward from day to 
day by use of the machine in making the registra- 
tion. Thus at the end of the period during which 
the time is kept, there is a printed record with a 
f'nal total for each employe. Mr. Gaither has used 
his device very successfully. 

J. H. Wagenhorst & Co., Youngstown, O., manu- 
facturers of electric blue-printing machines, report 
the following partial list of sales, seven of which 
are repeat orders; Cleveland Crane & Car Com- 
pany, Wickliffe, O.; Warren Steam Pump Comijany, 
Warren. Mass.; Vulcan Iron Works, Detroit. Mich.; 
A. O. Smith Company, Milwaukee, Wis.; Traylor 
Engineering Company. Xew "i'ork; John S. Cole. 
Charleston. W. Va.; Carnegie Steel Company. 
Youngstown. O.; District pumping station. Washing- 
ton. D. C; Cleveland Painesville & Eastern Railroad 
Company. Willoughby. O.; Eugene Dietzgen Com- 
pany, Chicago, 111.; Pardee Brothers & Co., Lattimer Mine, 
Pa.; Tennessee Coal Iron & Railroad Company, Bessemer, Ala. 

George B. Dusinberre, manager of the Cleveland office of 
the Westinghouse Electric & Manufacturing Company, has 
resigned and will open offices in Cleveland as consulting en- 
gineer, specializing in power and electric railway work. Mr. 
Dusinberre has been with the Westinghouse comiumy 20 years, 
starting in as wireman and holding various positions of trust, 
including that of assistant to the vice-president and manager 
of the railway and lighting dejiartment. Three years ago he 
took charge of the Cleveland district. Mr. Dusinberre holds 
a degree of mechanical en.gineer from Cornell University and 
is a member of the American Institute of Electrical Engineers 
and the Engineers' Society of Western Pennsylvania. He has 
done much consulting en.gineering work for the Westinghouse 
company and has had a prominent part in the development of 
the single-phase system. G. E. Miller, assistant to the man- 
ager of the railway and lighting de|iartment at the home office, 
succeeds Mr. Dusinberre at Cleveland. 


Highland Park College. — The annual announcements fjr 
1907-IH(IK of Highland Park College. Des Moines. la., have 
been published in \o. 3. Vol. III. of "The Eiiionent." This is 
a publication of 32 pages, 6 by 9 inches in size. 

B. F. Sturtevant Company, Boston, Mass. — "Something 
Cooling for a Hot Day" is the title of an attractive 16-page 
folder designated as Bulletin Xo. 90. recently issued by this 
company. It describes various types of electric pro])eller 
fans and illustrates their application. 

General Electric Company, Schenectady, N. Y. — Bulletin 
Xo. 4504 describes the G. E. Tungsten lami> for street serie3 
lighting; Hulletin Xo. 4506 describes the Edison gem filament 
50-watt lamp; Bulletin Xo. 4516 describes MR circuit-breakers, 
and Hulletin Xo. 4517. which sui)ersedes Xo. 4336, describes 
isolated jjlant switchboard iianels with fuses. Supplement to 
Bulletin Xo. 4495 describes the company's new direct-current 
fan motors, type DL. All of the bulletins are copiously illus- 
trated and contain much valuable data. 

Lumen Bearing Company, Buffalo, N. Y. — The new cata- 
logue of this company has just made its a|)pearance. and pre- 
sents a comprehensive statement regarding the standard 
bearing alloys produced by it. the conditions under which 
they work most advantageously, and their limitations as indi- 
cated'by extended experience. The Ideal trolley wheel manu- 
factured by the company is also described, as well as its 
aluminum and copper castings, manganese bronze, ingot 
metal, motor axle bearings, babbitt metals, both "Yankee 
Brand" and "Lotus Linin,g Metal." and the Lumen solder. The 
catalogue is handsomely illustrated and well printed. 


After nine and a half years of service, runnin.g 20 hours 
a day and SO revolutions per minute, Sundays included, a 
recent annual inspection of the engines installed at the power- 
house of the South Side Elevated Railway Coni|)any of Chi- 
cago, indicated that the amount of wear in the 54-inch low- 

Allis-Chalmers Horizontal and Vertical Cross-Compound En- 
gines Used for Traction Purposes. 

pressure cylinders of the 26 and 54 by 48 inch AUis-Chalmers 
cross-compound engines constituting this equipment measured 
to the thickness of one jiaper sidewise and two papers to|> 
and bottom, using paper from O.OIO to 0.011 inch thickness. 

The measurements were taken on the Xo. 2 engine, which 
is one of the four units first installed in the power house. The 
cylinder was opened under the direction of Mr. Hadin, chief 
engineer, for the regular annual inspection. The same steel 
gauge was used which was made when the engines were first 

This record certainly speaks well for the wearing quality 
of the material used in the cylinder castings, and the excellent 
care which the ajiparatus has evidently received. Further- 
more, attention is called to the fact that the original bull 
rings and i)acking rings are still in use in this cylinder. 

It is interesting to note in this connection that current 
has never been put oft" the bus bars at this station since it was 
first put into operation. This station now contains four Allis- 
Chalmers 25 and 54 by 4S inch horizontal cross-compound 
direct-connected engines, two units of the same type, 34 and 



Vol. XVIII, No. 2. 

70 by 54 inch, and two AUis-Chalmers vertical cross-compound 
engines, with c.vlinders 38 and 80 b.v 60 inch stroke. 


The Consolidated Car Heating Compan.v. 42 Broadway, 
New York, has recently designed a single-pole, double-break 
snap switch for controlling the heat in motormeu's cabs, 
which is shown in the accompanying engravings. When heat 
is required the switch is closed by pushing in the lever at 
the side, and the blade is automatically locked in closed posi- 
tion. When heat is not required, the horizontal lever is 

New Type of Cab Heater Switch. 

pushed in. either by hand or by the cab door, disengaging the 
lock and opening the circuit. This lever is placed in the 
line of movement of the cab door and the closing of this 
door over the controller automatically cuts the heat from the 
cab in the event of the motorman neglecting to operate the 


Many of the difficulties experienced in maintaining the 
overhead work of trolley lines are due to the trolley wheel 
leaving the wire and striking the guy wires and hangers. 

the wheel are short and the harp is provided with flanges 
which keep the wheel on the wire, since the wheel does not 
then have a tendency to climb the wire when at an angle to it. 

The accompanying illustrations show the trolley base, 
sfand and harps manufactured liy the H. Holland Trolley Sup- 
plies Manufacturing Company, 19 Michigan street, Cleve- 
land, O. The trolley stand illustrated is mounted on an anti- 
friction turntable, consisting of four roller-bearing wheels re- 
volving between chilled surfaces. The base is so constructed 
that it is weather-proof and self-oiling. The electrical con- 
tact is made within the outer casing, and the wire is brought 
out through the casing, thus protecting the contact between 
the moving and stationary parts from the weather. It is also 
so constructed that, should the pole be turned over in the 
opposite direction, the tension of the si)ring will not be 
changed. The spring and the fulcrum are so designed that the 
tension on the trolley wire remains constant from an angle of 
60 degrees to the horizontal position. 

The rugged construction of the base is easily seen by 
examining the illustration herewith presented. An important 
point to be noted in the construction is the small number of 
parts, all easily accessible for oiling and repairs. It is de- 
signed in such a manner that it presents a neat and sym- 
metrical a))pearance, without any of the usual unsightly pro- 
jections. The tension of the spring is easily adjusted by 
tightenin.g or loosening the nuts on the upper end of the 
frame rods. These are fitted with lock nuts, to prevent them 
from being loosened by the vibration of the car. 

The sleeve in which the pole is held is two feet long, 
which gives the trolley pole ample reinforcement at the point 
where it is most liable to be broken. The base is so con- 
structed that it can be locked down, and an old pole removed 
and a new one inserted in a horizontal position, the evident 
advantages of this feature being that it prevents the pole 
from coming in contact with the overhead wire and permits 
the wheel to be lined up with the overhead work. 

As the trolley base is double-acting, should the pole get 
foul of special work when backing without having turned the 
pole, it will reverse itself, thus preventing damage to the 
pole or overhead construction. 

The advantages of this base, in addition to those men- 
tioned, are that because of the small amount of frictional re- 
sistance in turning, the trolley wheel can freely follow the 
wire, thus preventing damage to the overhead work and ma- 
terially increasing the life of the trolley wheel. One of the 
accompanying illustrations shows the type B Holland trolley 
harp and wheel, which has many advantages in turning the 
wheel, owing to the flanges being stationary and the wheel 
being protected by them. The groove in the wheel prevents 

Holland Anti-Friction Double-Acting Trolley Bas3. 

Holland Trolley Harps. Types B and C. 

In order to permit the trolley pole to follow the contour of 
the wire it is necessary that the trolley base permit the pole 
to swing freely with little friction. 

It is desirable that the trolley base shall be double-acting, 
so that it will turn over of its own accord in case, when back- 
ing into special work, the trolley wheel leaves the wire and 
strikes one of the guys. The trolley wheel is less liable to 
leave the wire on curves and in special work if the flanges of 

the wire from coming in contact with the harp when the car 
is running on a tangent. It is stated that by the use of this 
harp and wheel a considerable saving will obtain because of 
the smaller cost of the wheel and because the wheels average 
from .5,000 to 6.000 miles. If properly inspected the bearing 
will remain good until the wheel is worn out, no bushing being 

The type C harp and wheel, designed for interurban lines, 

July 13, 1907. 



is also shown. The bearing consists of a 1-inch hollow pin, 
made from shallow shafting, with a screwed cap on one end, 
the opposite end having a passage to insert a lubricant, thus 
doing away with removing or replacing screws, and thus ma- 
terially facilitating inspection and lubrication. The current 
collected by these wheels passes through spring contacts, 
pressing on the side of the wheels, thus preventing the current 
from passing through the bearing and causing sparking and 
the rapid destruction of the bearing. 


As the art of steam boiler operation advanced, the need 
for some means of mechanically stoking the furnaces became 


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filiation from the coal and the coke left on the grate. . Finally 
the ashes and clinkers must automatically be removed from 
the fjrebo.x. The ideal mechanical stoker, therefore, includes 
an improved tyi)e of furnace for securing the proper com- 
bustion of the coke and the volatile gases and automatically 
cleaning the fire. To accomplish the latter, the products of 
distillation must be thoroughly mixed with a proper supply 
of warm air, and be maintained at a temperature above that 
of ignition. The hot air should be admitted above the grate 
and a firelirick arch should be provided, which, by its incan- 
descence, will serve to maintain the temperature of the vola- 
tile gases and hot air sufficiently high to insure complete 
combustion. It will be evident, therefore, that a firebrick 
arch above the grate is an essential feature if complete com- 
bustion is desired, since it prevents the flame from coming 

^^^ ^^^/^///}//Ay/)//yZ^^ 


Model Stoker — Cross Section, Showing Construction and 
Method of Operation. 

Model Stoker — Longitudinal Section, Showing Grate Bars and 
Clinker Crusher. 

more desirable and more necessary, owing to the constantly 
increasing size of the boiler, and the increased cost of coal 
and labor. Many years ago the advantages of mechanical 
stoking were realized and many attempts were made to con- 
struct a device for automatically charging the coal into the 
furnace. Even then it was realized that mechanical stoking 
was one of the best methods of preventing smoke and the 
most successful and economical method of burning bituminous 
coal. There resulted from these attempts stokers of every 

in contact with any cooling surfaces that might lower its 
temperature below the ignition point of the gases. 

The requirements of the grate upon which the fuel is 
burned are, that the coal be gradually worked down the bars 
while exposed to the heat of the fire, so that the coal will be 
burned by the coking process in which the volatile gases are 
driven off by the heat and mixed with air. The coke result- 
ing from the process of distillation must be worked down the 
grate and consumed with a proper air supply and finally the 

Model Stoker — Front Elevation, Showing Engine and Operating Mechanism. 

descri))tion, some of which were no more than mechanically 
operated shovels worked by steam engines. 

The original idea of a mechanical stoker was simply a 
machine tor automatically throwing the coal in the furnace. 
With this performance the ideas of those times were fulfilled. 
However, such is no longer the case. It is now well recog- 
nized by all engineers that the operations performed by a 
mechanical stoker must not only include gettin.g the coal 
into the furnace, luit pi-opcrly binning the products of dis- 

remaining clinkers and ashes should be delivered in the ash 
pit for removal by the ordinary method or by some mechan- 
ical device for removing them from the furnace. To main- 
tain a uniform thickness of fire on the grate it is necessary 
that the grate be moved more at its lower than at its upper 
portion. This is because the green coal runs more easily 
than the coal which has been previously burned, and therefore 
contains a certain amount of slag and clinker. 

To be commercially successful and economical the con- 



Vol. XVIII, No. 2. 

Etii;ction throughout must be such that any of the individual 
l.arts of the stoker can easily be removed and renewed with- 
out dismantling any other parts of the stoker. The design 
miitt be such that no i)ortion of the stoker will be exposed 
to the intense heat of the fire. The grate must also be so 
ornstructed that the ,i;rate bars will be self-cleaning and auto- 
matically prevent the slag and clinker from burnin.g onto 
them. Finally, the concluding requirements of a perfect 
mechanical stoker are such that the coal feed, working of the 
grates, and clinker and ash removing devices can be regu- 
lated independently of each other and thereby adapt their 
movements to the requirements of all grades of coal. 

Having carefully considered all the requirements of a per- 
fect mechanical stoker and the chemical requirements which 
must be fulfilled to insure complete and smokeless combus- 
tion, the Model Stoker Company, :;S South Canal street 
Dayton, O., has jierfected a stoker and furnace which, it has 
been stated, meets all the conditions that have been previ- 
ously set forth. A cross section through the Model furnace 
and stoker is shown in one of the accompanying illustrations. 
A careful examination will show that the most minute details 
of it 5 design have been executed with the essential require- 
ments before the minds of its designers. 

It will be noted that the stoker consists of two inclined 
grates composed of moveable and stationary grate bars, 
automatic feeders which charge the coal on the grates and 
a rotary crusher located at the apex of the triangle formed 
by the two grates for grinding up the clinkers and discharg- 
ing them into the ash pit. The movable grate bars are 
pivoted to the stationary grate bars at their upper ends and 
are rocked back and forth by a bar at their lower end. It is 
thus evident that the lower ends of these grate bars are 
moved more than the upper ends. This shearing motion 
effectually prevents clinkers and 
slag from burning onto the bars. 
These grate bars are made of ex- 
ceptional depth and expose such a 
large cooling surface to the enter- 
ing air that their life is extremely 
long. The stationary grate bars 
are supported at their lower end by 
a bearing bar shown in the section. 
The reciprocating motion is 
given to the coal feeder and grate 
rockers by a reciprocating bar ex- 
tending across the front of the fur- 
naces. The levers operating the 
coal feeders and grate rockers are. 
however, arranged so that they can 
independently be adjusted to suit 
the particular kind of coal being 
burned. The rotary motion of the 
clinker crusher is also derived from 
the reciprocating bar by means of a 
ratchet with an adjustable throw, 
thus making regulation of the 
crusher independent of the other 
motions. The reciprocating bar is 
driven by a crank and connecting 
rod. driven by a double set of worm 
gears, which is geared to a ZV2 by .'> 
inch steam engine, developing from 
Vfe to 2 horsepower, depending upon 
the size and number of the furnaces, 

kind of coal and the rate of feed. The power required to operate 
the furnace is very small and thus, besides requiring little 
steam to operate it. it possesses the advantage that, should 
it become necessary, it can readily be operated by hand. The 
exhaust steam from this small engine is discharged through 
si)ecial pipes below the crusher and plays an important part 
in preventing the formation of hard clinkers. 

In the Model furnace, instead of one coal magazine extend- 
ing across the front of the boiler, there are two magazines 
located along the sides. The value of this feature is the 
greatly increased coking capacity of the furnace, which espe- 
cially adapts it to the burning of very rich gas coals, and 
makes it possible to obtain a far greater coking or smoke 
preventing capacity from a given sized furnace. The arrange- 
meut for supplying a liberal quantity of preheated air to the 
volatile gases distilled from the coal will be seen by examin- 
ing the sectional view. The cold air enters the front of the 
furnace, passing through a passage under the coking plate, 
in which it is gradually warmed until it reaches the rear 
of the furnace. At this point it enters the hot air duct above 
the firebrick arch, in which it is heated to a high temperature 
by contact with the hot brick. The hot air is discharged into 
the furnace in finely divided streams at the exact point where 
it is most needed; i. e., at that point where the process of 
distillation is taking place. 

Peep holes are provided in the front of the furnace so 
that the fireman can watch the process of combustion and 

regulate his feeds to suit the demands. Large doors also 
are provided in the front of the furnace. These give ready 
access to the interior and all parts of the furnace should it 
become necessary to enter it tor cleaning or repairs. The 
furnace is so arranged that oil or gas burners can readily be 
installed in it. The change from oil or gas to coal can be 
made in a few minutes without interrupting the service, or oil 
or ,gas may be used in combination with coal. These furnaces 
are adapted to all types and makes of boilers. 


The Cooper Heater Company of Dayton. O., has re- 
cently been incorporated with a capitalization of $100,000. 
The company has just completed the purchase of a large 
plant in North Dayton, formerly occupied by the Craig- 
Reynolds Company, and the work of transformation is now 
under way. The plant acquired consists of two foundries, 
each 60 by 300 feet, a tin shop, one core room, an immense 
wareroom, pattern storeroom, office structure and other acces- 
sories, covering seven acres of ground. It has a railw'ay 
frontage of 816 feet along the main line of the Cincinnati 
Hamilton & Dayton Railroad, and a spur track runs into the 

According to the terms of the purchase The Cooper 
Heater Company secures all the machinery, apparatus and 
equipment of the old works, and in a very short time the 
heater plant will be in full operation with a large force of 
workmen. The machinery and interior equipment were se- 
cured of Barney & Proctor, Cincinnati. 

The company will manufacture exclusively house and 
car hot water and steam heaters, the invention of George D. 

Plant of the Cooper Heater Company. 

Cooper of St. Johns. Mich. For some months experiments 
were carried on with the heating apparatus with evident 
satisfaction, the result being that a number of large contracts 
were secured for the installation of the service. The ap- 
paratus is ingenious in that it occupies but a small space in 
either residence or car. and because of the economy effected 
in the consumption of fuel. On the demonstration that a 
street car can be heated at a cost of 10 to 12^4 cents a day. 
the Citv Railway Company of Dayton recently placed an order 
with The Cooper Heater Company to install its system of hot 
water heating in all of its SI winter cars. The company has 
also received orders from many of the leading traction Imes 
in Ohio. Indiana and Illinois. A full description of the 
Cooper heater for car heating is contained on page o42 of 
the Electric Railway Review of April 20, 1907. 

Besides the manufacture of various sized car heaters and 
residence heaters, the comiiany will also manufacture com- 
plementary parts and do a repair business. 

The officers of the Cooper Heater Company are: Presi- 
dent .1. D. Hunter. New Orleans; first vice-president, George 
D Cooper, St. Johns, Mich.; second vice-president. R. F. Mar- 
tin Crowlev La.; secretar.v-treasurer. Edward Martm. New 
Orleans; general manager, W. L. Blackwell. Dayton. 

A long-distance electrical transmission plant has just been 
completed bv which the city of Bellingham. Wash., is supplied 
with electricitv generated at Nooksack Falls. 42 miles distant. 



Entered at the PosloflBce, Ctaicago. III., as Second-class Matter. 

Subscription in advance, including special dally editions published from time to time in places other than Chicago, postage free: 

L'nited States or Mexico, $2; Canada. $3.5U: Postal Union Countries. $5; Single Copy, 10 cents. 

Chicago: 160 Harrison Street 

New York: 150 Nassau Street 

Cleveland, O.: 1529 William.son Building 

Vol. XVIII, No. 3 

CHICAGO, JULY 20, 1907 

Whole No. 221 



— San Francisco Strike is a Failure 

— Underlying Securities in Chicago 

— Investigation of New York Systems 

— Care in Concrete Construction 

— Pay-as- Yon-Enter Car in New York ...: 

— The Capacity of Future Generating Units 

— The Milwaukee Cases 

Benefit Association for Illinois Traction Employes 

Pacific Electric Passenger Cars (Illustrated) 

Reducing Accident Risks and Costs 

Decisions of Wisconsin Railroad Commission in Milwaukee 

Service Cases 

Walton Clark and Others on Municipal Ownership 

Trademark of Pittsburg & Butler Railway 

Pittsburg Bridge Case 

Plan for Distribution of Chicago Railways Company Securities.. 

Proposed High-Speed Lines for Boston and Vicinity 

The Transmission Plant of the Niagara Lockport & Ontario 
Power Company. By Ralph D. Mershon (Illustrated)... 

Settling Tanks for Boiler Feedwater (Illustrated) 

News of the Week: 

— Electrical Show at New York 


— Central Electric Accounting Conference Meeting 78 

— Low-Fare Road on Euclid Avenue, Cleveland TS 

— Information Regarding Insurance 'iS 

— Commission to Investigate Interborough-Metropolitan and 

Brooklyn Rapid Transit Companies 78 

Construction News: 

— Franchises 80 

— Incorporations 80 

— Track and Roadway 80 

— Power Houses and Substations 83 

Personal Mention S3 

Financial News 8S 

Manufactures and Supplies: 

— Rolling Stock 86 

— Shops and Buildings !>5 

—Trade Notes b6 

— Advertising Literature 87 

Handling a Strike. By L. E. Drummond 8T 

Rooke Automatic Register and Fare Collector (Illustrated) SS 

Cypress Y'ards at Clay Rook, Mo 89 

Self-Propelled Motor Car for Interurbans. By E. J, Christie 89 

Miller Guy Anchors (Illustrated) 90 

The Milloy Roller-Bearing Trolley Base (Illustrated) 90 

San Francisco 
Strike is 
a Failure. 

That the strike against the United Railroads of San Francisco 
has failed means that the company has maintained its organi- 
zation and integrity against severe odds. 
The strike was declared on May 5 and has 
been waged with intense bitterness by the 
strong labor forces of the city. But the 
company has been able to operate an in- 
creasing number of cars and lines and now, more than 10 
weeks from the declaration of the strike, all-night service has 
been resumed on one route, with the expectation that the 
service will be extended to other streets. More than the 
usual difficulties have beset the United Railroads of San Fran- 
cisco from the beginning. Before the present signal failure 
the union employes have always been successful in their 
negotiations, and advances in wages have been conceded 
freely by the company. Everyone will admit that the system 
has been in no position lately to be lavish with its funds. 
Various increases in wages were followed by the destructive 
results of the earthquake, which necessitated the replacement 
of costly property. Wise men would have said that a strike 
which came so soon after developments of so grave a nature 
was foi-edoomed to disaster, and events have justified the 
refusal of the company to grant the demands of the employes 
who struck. 

The scaling down of some of the securities is the feature 
of the plan for distribution of the Chicago Railways Company 

securities to holders of fetocks and bonds 
Underlying of the Chicago Union Traction Comiiany 

Securities and underlying roads. The loss which this 

in Chicago. reorganization places upon underlying 

stockholders is large. Holders of the stock 
of the original Chicago West Division Railway and the North 
(-Chicago City Railway, on which :i.'i and 30 per cent dividends, 
resiiectively, had previously been paid, will receive for each 
1100 share $200 in bonds, yielding S per cent annual income. 
This depreciation is due directly to the court decision declar- 
ing invalid the franchise rights of the companies. The sug- 
gestion of .Judge Grosscup that no par value be given to the 
participiition certificates which are to be based on the capital 

stock of $100,000 is of especial interest. As formulated the 
plan gives these certificates a nominal par value of $23,250,- 
000. It is the presumption that the issue of such certificates, 
based on a percentage interest in earnings applicable to the 
stock instead of on a par value interest, would overcome the 
prevailing public sentiment against the existence of large 
amounts of junior securities. In distributing an interest in 
valuable ore lands to its shareholders the Great Xorthem 
Railroad adopted a similar method of participation certificates 
and the property is held by trustees for the benefit of the 
holders. The plan has many advantages, and the serious 
attention which it has received recently from those who are 
intimately concerned in questions of public relation may be 
accepted as an indication that this method of treating junior 
securities will receive a thorough trial. 

of New York 

Any other procedure than the early investigation of the Inter- 
borough-Metropolitan Company and the Brooklyn Rapid Tran- 
sit Company by the public service commis- 
sion of the first district. New York, could 
scarcely be expected. Public opinion is so 
strongly in favor of investigations, in- 
quiries, regulation, etc., that the commis- 
sion waited only until this week to reach a decision as to the 
course which it should follow regarding these two companies. 
If the planning of labor were identical with its performance 
in an acceptable manner the commission could already ixjint 
to great results: for besides announcing its intention of 
ju-oblng info these systems, it has set the date for a public 
bearing at which suggestions will be received for relieving 
the congestion at Ihe Brooklyn bridge, has taken up the 
Fourth avenue (Brooklyn) subway question, and promises 
to investigate the Coney Island fare dispute. Any one of 
these important problems involves so many serious results 
to the public as well as to the railways that the commission 
should attack them with the earnest desire of rendering 
equal justice to all concerned. The public conception of the 
duty of the commission is founded on the fanatic anti-cor- 
poriilidii radicalism of the day. The commission owes a duty 



Vol. XVIII. No. 3. 

to the corporations just as much as to the public. While 
the commission admits that it has no authority over the 
Broolilyn bridge, approaches and terminals, which are owned 
by the city, it takes the position that it has certain iwwers 
of regulation covering the movement of cars over the bridge. 
If there is to be any inquiry into Brooklj-n bridge traffic condi- 
tions, it should be thorough and should embrace all of the 
causes of congestion. If the authority of the commission and 
of the city conflict, a division of such investigation should 
be arranged, or else the commission and the city should co- 
operate. The court of appeals decided that the JO-cent tare 
to Coney Island was legal under the old law, but did not pass 
upon the constitutional question as to whether a lower rate 
would be confiscatory, or the Question as to the maximum rate 
that could properly be charged under the various chartei's and 
franchises. If the new commission should order a reduction 
these questions will remain to be determined, and there is 
every indication that if some other interest does not first 
raise the question of constitutionality of the public utilities 
law the subject will be brought up in the Coney Island fare 

In view of the increasing use of concrete by electric railway 
companies for shops and other buildings the necessity for rigid 

inspection during construction by those in 
Care in charge should be well understood. Cou- 

Concrete Crete construction work should be in the 

Construction. hands of contractors or engineers who 

■will give as careful attention to small jobs 
as to larger ones. It is improbable that any reputable en- 
gineer would use concrete, a "compressive" material, as if it 
had tensile strength, but some of the collapses of concrete 
structures are attributable to such defects in the engineering 
calculations. Failure to inspect carefully the work during 
construction also seems to be a growing cause for accidents. 
In buildings where carpenters may be at work forms for 
concrete columns offer a convenient resting place for timbers 
that require sawing or planing, and it has been observed 
that a carpenter will walk a considerable distance in order 
to take advantage of such a luxury, with the result that the 
forms become receptacles for shavings, sawdust and small 
blocks, which are likely to remain and become part of the 
columns. Concrete buildings have collapsed from the weak- 
ness of columns due to this carelessness. Another cause of 
failure results from the false economy of removing forms be- 
fore the concrete is thoroughly set and employing them for 
another course above. This overloads the green concrete 
from which the forms have been taken and results dis- 
astrously. Failures due to poor quality of the concrete or 
improper mixing invite attention to another important phase 
of the matter, and further emphasize the necessity of placing 
all concrete work in thoroughly reliable hands. 

The "pay as you enter" car is to have an opportunity for show- 
ing its worth in crowded Manhattan. It is stated that within 

a short time the Interborough-Metropolitan 
Pay-as-You- will place in operation on its Fourth and 

Enter Car Madison avenue surface lines several of 

In New York. these cars with a view to ascertaining their 

value. The principle on which cars of this 
type depend for recognition in city use includes such an 
arrangement of the platforms and doors that a passenger may 
not enter the car body without first having passed directly 
in front of the conductor. The obvious and desired result 
is that no passenger can escape paying his fare. Cars of this 
type were first operated in Montreal, and those who, as a 
matter of technical investigation, have studied their opera- 
tion, highly recommend their use. The rear platform of a 
53-foot single-ended pay-as-you-enter car of the design recom- 
mended by the inventors, is 9 feet 5 inches long, with its floor 
depressed about 7 inches below that of the car body. This 

platform, nearly Id feet long, and affording standing room 
for 30 people, necessitates, with its long overhang, strong knees 
and underbracing. Modem car construction has so advanced 
that no doubt can exist as to the feasibility of using a 10-foot 
platform, but where cars are to be operated on city lines the 
overhang on curves of short radius must be taken into ac- 
count. This feature seems to be the one which is causing 
the most concern regarding the outcome of the trials in 
New York. To our mind the advantages of the pay-as-you- 
enter car will far outweigh this disadvantage that has been 
mentioned. It can safely- be assumed that the continual pres- 
ence of the conductor on the back platform, where both load- 
ing and unloading takes place, will serve to reduce the acci- 
dent factor to such an extent that the disadvantage of the 
long overhang need not be considered. The reason for the 
pay-as-you-enter car ever having been considered as feasible 
is most important. It is generally known that a considerable 
portion of the passengers handled by metropolitan companies 
in the usual type of car ride without paying fares. As the 
new arrangement of platforms and doors in the pay-as-you- 
enter car assures the company that each passenger must in 
entering come in close contact with the conductor, there 
should be little doubt as to the advisability of accepting this 


One of the first questions asked about the details of an 
important new power project is. "What sizes are the generat- 
ing units to be?" The choice of sizes has been so often 
discussed that the problem need not be elaborated in 
these columns at this time, but in view of the development 
in prime movers now in progress it is interesting to consider 
the future tendencies in capacity indicated by present power 
plant conditions. In a general way, of course, the trend of 
designs is toward larger individual capacity in all kinds of 
prime movers, but this set in the direction of larger output 
ability per machine is much more evident in certain lines 
than in others. The requirements of the metropolitan transit 
and lighting systems and the demands of steam railroad 
terminal electrification call for total station capacities in 
kilowatts measured by the scores of thousands, but how far 
the size of units will be increased beyond those at present 
in vogue is something of a problem. On the one hand there 
are not lacking predictions that steam-driven generating units 
of 15.000 or 20,000 kilowatt rating will be in service within a 
very few years, and there is little question that the manu- 
facturers could meet such a specification if given sufficient 
time to prepare the designs, patterns and special tools re- 
quired for such enormous prime movers. On the other side 
of the case, however, are some interesting commercial and 
technical matters which illustrate the difference between 
what is possible and what will pay, and which certainly tend 
to limit the maximum ratings of individual machines. 

A steam engine and generator of 5,000 kilowatts normal 
rating represent an investment of between $150,000 and 
$200,000 on a conservative estimate. Such a machine calls 
for the best operating ability in the station force and re- 
quires the most constant care in daily service against experi- 
mental methods and mistakes in handling. The failure of 
such a unit at a critical time is a calamity in all but the 
largest stations. If these points are forceful with machines 
of this size, they become immensely significant in a machine 
of from 7,500 to 10,000 kilowatt normal rating. The latter 
size of unit approaches an investment of a third of a million 
dollars, and it is scarcely conceivable that a 20,000-kilowatt 
unit could be sold for less than half a million dollars under 
any conditions in sight at the present time. The loads which 
could utilize four or five such units may be present today in 
four or five of the largest cities of this country, but in view 
of the fact that only a small increase in economy can be 
reasonably expected in machines exceeding 7,500 kilowatts 

July 20, 1907. 



in rating, it is a serious question whotiier it will be worth 
while for a long time to come to tie up so much capital in a 
single engine and generator combination, including, of course, 
the steam turbine in the engine class. During the past five 
years there has been a marked flattening of the capacity 
increase curve for generating units. 

Like reasoning applies to the gas engine, though the 
economy of very large units driven by gas power is as yet 
not definitely appreciated in terms of increased size. It is 
probable, however, that the utilization of blast furnace gases 
will open the way toward the construction of at least 10,000- 
kilowatt units in the not distant future. The oil engine is as 
yet almost out of sight behind the motive power horizon, 
from 500 to 750 kilowatts being a very large machine in this 
type. Plenty of room for expansion exists here. In the field 
of hydraulic power a 5,000-kiIowatt turbine is today a standard 
machine, but the prospect of very much larger units does 
not appear definite in the face of existing power transmission 
limitations, both in the water supply and on the high-voltage 
lines. It would be idle to limit the ultimate capacity of any 
type of prime mover, but a conservative point of view is 
worth taking until greater gains in economy than are now 
in sight offset the foregoing disadvantages of very costly and 
high-powered units. 


On the questions of service involved in the complaints 
against the Milwaukee Electric Railway & Light Company 
and its subsidiary, the Milwaukee Light Heat & Traction 
Company, the decisions of the Wisconsin railroad commission, 
of which abstracts are given in another part of this issue, 
are generally favorable to the corporations. A reduction in 
fares between Milwaukee and Wauwatosa, a suburban point, 
which was asked on the ground that existing rates are unrea- 
sonable and discriminatory, was denied; but the question 
of the absolute reasonableness of fares, both on this inter- 
urban line and within the Milwaukee city limits, is deferred 
until the physical valuation of the properties has been com- 

The amount of time and labor spent in the investigations 
is shown by the fact that hearings were held on eight days 
in February and March last, during which nearly 100 wit- 
nesses were examined. The transcript of the testimony taken 
at the hearings covered nearly 2,000 pages, and, besides 
physical valuation of the properties, an audit of the books w-as 
undertaken in order that all information bearing on the im- 
portant questions involved might be secured. 

The chief questions at issue, so far as service within 
the Milwaukee city limits complained of by the municipal 
authorities is concerned, related to the construction of exten- 
sions which President .lohn I. Beggs believes are essential, 
the use of air brajtes or hand brakes, rush-hour service and 
the cleaning of cars. The commission paid Mr. Beggs the 
tribute of wholly approving his i)lans, which were indorsed 
also by Bion J. Arnold, Prof. W. D. Pence and George Weston. 
The latter experts considered the subject on behalf of the 
commission. Construction of these extensions, aggregating 
18 lines, will provide for present and future needs of the 
city and will relieve materially the congestion of traffic on the 
downtown streets. 

Accounts of the testimony which have been published 
from time to time in the Electric Railway Review have shown 
the diversity of the expert judgment which was submitted 
as to the relative need of hand brakes or air brakes on city 
cars. In its decision the commission prescribes the use of 
air brakes or other power brakes on all double-truck cars 
hereafter acquired or constructed, and recommends that they , 
be added to existing cars when practicable. In reaching this 
conclusion the commission was evidently guided not so much 
by the thoiight that this improvement would facilitate the 
movement of tralTic as by the idea that air brakes "do make 

it i)ossible to prevent accidents which it might not be possible 
to avoid with hand brakes." 

As to cleaning cars, the ruling of the commission was 
not inconsistent with the policy of the company as revealed 
at the hearings. The commission believes that the most 
rigid discipline and supervision should be exercised in order 
that the cars may be kept clean. As an elementary principle, 
operating officials of all railways strive to enforce discipline 
in this respect, but it must be recognized that no penalties 
can siiccessfuUy preserve peace and assure constant obedience 
to rules in all cases. An official of the Milwaukee company 
testified at one of the hearings to the familiar fact that large 
numbers of men leave the service because they will not submit 
to the discipline, and that in 1906 of 546 men who were 
employed 356 resigned and 67 were discharged. These few 
figures illustrate the true nature of the problem of discipline 
on street railways. 

In the Wauwatosa service case, the thoughtful considera- 
tion which the commission gave to the subject is testified by 
its conclusion that "the conflict in evidence on crucial points 
is not great." There was slight basis for some of the com- 
plaints against the companies. Disposing of one of these, the 
commission states that "the mental process by which a logical 
conclusion could be reached to the effect that the service is 
inadequate, but if there was a little less headway between 
the Wauwatosa cars and those which preceded them, the 
service would be adequate, would be the result of a refinement 
of reasoning that is better suited to the casuist than to one 
dealing with the practical mundane affairs of life." Thus 
the commission finds that while it might be an improvement 
in the service to start two of the Wauwatosa cars six minutes 
earlier, this change would necessitate the construction of a 
siding; and the commission inclines to the "belief that if the 
service would be adequate after the proposed change was 
made, it is reasonably adequate at the present time." 

If the authority of the commission is admitted, the most 
costly change will result from the equipment of double-truck 
cars with power brakes. The unprejudiced attitude of the 
commission makes its frank and full approval of the compre- 
hensive plans for the Milwaukee street railway system of the 
future of especial value. Instead of bickering over each block 
of track and every route suggested, the commission was con- 
vinced of the wisdom of the plans for expansion and did not 
hesitate to say so. Its broad views on this question are in 
refreshing contrast to the narrow actions of many city authori- 
ties, whose false conception of duty leads them to obstruct the 
fulfillment of plans framed by those who are best able to 
judge of the direction of future growth of population and of 
the routes for transportation to and from congested centers. 

Benefit Associatirn for Illinois Traction Employes. 

At a meeting of delegates from the various com- 
panies forming the Illinois Traction System, held at Spring- 
field, 111., there was organized on July 10 a hospital 
relief association. The object of the organization is to provide 
proper medical treatment for employes during sickness or 
injury and funeral expenses in the event of death. A plan of 
financing was adopted whereby each member will be assessed 
according to the salary received, the scale being as follows: 
Those receiving $100 or over. 75 cents a month: between $50 
and $100, 50 cents; between $40 and $50, 35 cents; less than 
$40, 25 cents. In a statement issued by L. E. Fischer, general 
manager of the Illinois Traction System and president of the 
new association, it is announced that should the funds 
created by the collection of dues prove to be insufficient the 
deficit would be made up by the company. While those In 
the emjiloy of the company at the present time are not re- 
quired to become members of the association, it is believed 
that the obvious benefits to be derived will result in a large 
mombership within a short time. After August 1. on which 
date the organization becomes effective, new employes of the 
system will be requested to become members of the associa- 



Vol. XVIII, No. 3. 


The various types of rolling stock owned and operated by 
the Pacific Electric Railway Company, Los Angeles, Cal., 
afford an illustration of the especially high-class service that 
this railway offers its patrons in Los Angeles and that vicinity. 
The Pacific Electric has more than 525 miles of single tracK 

Illustrations are presented showing the general design 
and some of the details of the standard type of passenger cars 
of this railway system. In the Electric Railway Review for 
May 18, 1907, page 646, illustrations were also presenteJ 
showing a train of 18 of these cars out of an order of 52 
standard passenger equipments that were shipped on their 
own wheels from the plant of the St. Louis Car Company at 

Pacific Electric Rolling Stock — Exterior of Private Car. 

Pacific Electric Rolling Stock — Standard Passenger Coach. 

built as double and four track 
Los Angeles. 

The number and types of 
system are as follows: 

Express 13 

Tower line cars 4 

Material car 1 

Wrecker 1 

Work motors 12 

Electric freight locomotive 1 
Straight passenger with 

motors 249 

Combination smoking and 

passenger with motors. 52 
Combination smoking and 

passenger without motors 11 

roadway in and radiating from 
cars now operated over this 

Combination passenger and 
express 7 

Combination mail and pas- 
senger 4 

Private cars 7 ' 

Flat cars 06 

Box cars 34 

Box cars (building) 25 

Oil cars 8 

Double-truck cabooses.... 2 
Portable substations 2 

St. Louis, Mo., 2,717 miles to the shops of the Pacific Electric 
Railway in Los Angeles, where the electrical and brake equip- 
ments were assembled. Reference to the accompanying line 
illustration will serve to show the general dimensions of this 
very excellent type of car. The length of the car body over 
bumpers is 48 feet: the width over sheathing is 8 feet 10 
inches, and the height from rail to top of roof is 12 feet. 

The underframing of the car comprises two center sills 
and two side sills, each being a 7-inch 15-pound I-beam. The 
center sills extend from bumper to bumper, but on account of 
the steps in the vestibules the side sills are somewhat shorter. 
They are, however, carried by the steps with a bent I-beam of 
similar section. The methods of joining these beams is of 

July 20, 1907. 



particular interest and will be noted by reference to the upper 
left-hand corner of the framing plan of the standard passen- 
ger car. 

The 7-inch I-beams, of which the sills are made, are 

equipment of these cars comprises quadruple sets of GE 76 or 
Westinghouse 112 motors, each of which has a capacity o£ 
about 75 horsepower. The motors are controlled by the West- 
inghouse electro-pneumatic multiple-unit system. The brake 

Pacific Electric Rolling Stock — Three-Car Train as Operated in Regular Service. 

filled with wood and a special platform beam is provided at equipment is the Westinghouse AMM schedule automatic air, 
the ends of the sills. This beam, which is of cast iron, con- adjusted to braise at 120 per cent of the light weight, 
forming to the dimensions shown in one of the illustrations. The trucks are of the St. Louis 'Car Company's type 23B, 

Pacific Electric Rolling Stock — Details of Platform Beams. 

is of a box section at the end which fits the space between with swing bolsters, and the motors are inside hung. An illu~>- 
the two sills. It will be noted that the platform beam is de- tration of the bolster is presented. It consists of two 10-inch 
signed with a contour so that it can be bolted to a snug ri^ 1.5-pound channel irons, with riveted top and bottom plates 

% by 7 inches. The center plates and side bearings are 
bolted through the bolster to facilitate easy removal for 

Pacific Electric Rolling Stock — Interior View of Private Car. 

Pacific Electric Rolling Stock — Alpine Car. 

between the I-beams. It is of such a length that with the repairs. The channel irons which comprise the main mem- 
truss rod fastened at its inside end the forces are so balanced bers of the bolster are separated by end castings, which serve 
over the bolster that there is a tendency with a heavily loaded as spring pockets, and also tie the top and bottom plates U>- 
car to raise the platform rather than lower it. The electrical gether. The proportions of the parts are such that the bot- 



Vol. XVni, No. 3. 


Pacific Electric Rolling Stock — Standard Passenger Coach. 

Pacific Electric Rolling Stock — Plan, Vertical and Cross Sections and Elevation of Alpine Car with Special Underframe. 

July 20, 1907. 


torn plate is in tension and the top plate is in compiession. 
the equalization of the stresses being made through the end 

It has been found by experience that the sand in the 
vicinity of Los Angeles greatly shortens the life of car parts. 
One such part which frequently requires renewal is the chafing 
iron on the bolster. The irons on this design of truck are 
made to be renewed readily, and have the form shown by the 
heavy lines in the accompanying illustration. Steel plate 
% by 7 inches is used for making these chafing irons, the 
work being economically done in a bulldozer. The chafing 
iron is supported at the back by the cast-iron filler and the 
single bolt which secures the filler block also secures the 
chafing iron. This iron may be removed by removing only 
this bolt. The dimensions of the parts of the bolster and 
remainder of the truck are such that no part of the bolste'' 
except the chafing irons touches the truck transom. 

The standard passenger cars, as described, have seats for 
56 passengers and weigh complete 68,800 pounds. The coupler 
details, which comprise a special type of attachment with 
M. C. B. head, as built by Edwin C. Washburn, Minneapolis. 


t- 7 -, -- - -- = =- 

:> ^e>7 

:;: ii"r:~':-:::::iOpEi^B^,^i z 

Pacific Electric Rolling Stock — Passenger Car Bolster. 

Minn., were described and illustrated in the Electric Railway 
Review for May 18, 1907, page 646. 
Alpine Car. 

The Alpine division of the Pacific Electric Railway com- 
prises that portion of the system between Pasadena and the 
top of Mt. Lowe. On account of the severe grades a portion 
of this trip must be made by means of an incline cable rail- 
way, with grades of 58 and 62 per cent for 3.000 feet. From 
the upper end of this cable railway a narrow-gauge trolley 
line negotiates an average grade of 7 per cent for its entire 
length of five miles. At the upper terminus of this line hotel 
accommodations managed by the railway are provided for 
tourists and the trip to the summit of this mountain, about 
1,100 feet higher, can be made by burro. A special type )f 
car has been built for operation over this 5-mile railway, 
which winds along the side of the mountain. 

To provide a car with a center of gravity as low as possible 
the rigid type of roof structure was not used, but in its place, 
as will be noted from the halftone illustration, is a neat canvas 
canopy, supported on a framework of lV4-inch iron pipe, with 
standard fittings. Probably the most radical departure from 
the usual type of car construction is to be noted in the car 
sills. There are but two sills and each of these is a built-un 
girder of the lattice type, about 16 inches deep. The sections 
used in this girder comprise mainly 2 by 3 inch angles. The 
electrical equipment for the Alpine car consists of four GE 800 
25-horsepower direct-current motors, outside hung. Inde- 
pendent air and hand brakes increase the safety of operation. 
The length of the car over all is 32 feet, the width over all, 
9 feet 3 inches, and the seating capacity is 66. The total 
weight of this equipment is 29,300 pounds. 

Work on the Manhattan bridge over the East river in 
New York City has reached the point where erection of the 
superstructure has begun. On June 26 erection was started 
with the setting of tower shoes at the Manhattan tower. 
The Ryan-Parker Construction Company has the contract for 
the superstructure. 

'Ihe Electric Railway Review realizes that the subject 
of accidents and their prevention is an especially important 
one. Those whose duties require familiarity with this subject 
are invited to contribute to its discussion. The following 
communications will indicate that the problem of lessening 
accident risk and reducing the resultant expense is being 
carefully considered by many transportation departments: 

Peoria Railway Company. 

S. L. Nelson, vice-president and general manager Peoria 
Railway Company, Peoria, 111., writes: 

Some time ago we issued a bulletin prohibiting our em- 
ployes from visiting saloons or gambling houses while on 
duty and warning them that if these places were frequented 
at other times they would not be considered desirable persons 
to continue in our employ. That had a very good effect. 
However, a little later we issued another imperative notice 
that any employe wearing a badge or uniform of the com- 
pany who visited a saloon or gambling house, whether on 
duty or not, would immediately be dismissed from the service 
and would not be re-employed. In six months our accidents 
have been reduced in number about 30 per cent and the cost 
more than 50 per cent. 

At the present time all of our cars have single trucks and 
hand brakes, but we will commence within 30 days the opera- 
tion of 15 double-truck cars equipped with air brakes. Our 
track is in first-class condition and our barn inspection 
thorough; the overhead is fair and is now being rebuilt to 
some extent. We contemplate installing an instruction de- 
partment and may introduce a traveling instructor. This has 
not been fully determined. 

The Denver City Tramway Company. 

S. W. Cantrill, superintendent Denver City Tramway Com- 
pany, Denver, Colo., advises as follows: 

Regarding our accident risk and cost I would say that our 
earlier advice to you, concerning instructions given to con- 
ductors and motormen. included about the only new features 
we have adopted along this line (Electric Railway Review, 
February 9, 1907, page 185). We have been constantly adding 
air brakes to our car equipment, which, no doubt, have a 
tendency to lessen accidents. 

We long ago adopted the practice of placing "Slow" signs 
on the span wires, approaching dangerous places along the 
line. This we find very satisfactory. These signs read 
"Slow 2," "4" or "6," according to the necessity. Trainmen 
are instructed that such signs mean to reduce speed to two, 
four or six miles per liour accordingly. 

The United Railways & Electric Company of Baltimore. 

W. C. Ludwig. superintendent transportation United Rail- 
ways & Electric Company of Baltimore, says: 

I would state that we endeavor to keep our rolling equip- 
ment up to the highest standard and in the best of condition, 
as well as our trackage and overhead construction. 

At all dangerous points we have installed red stop and 
green slow semaphore signals, whichever the case necessi- 
tates. We also have these red semaphore signals at the 
entrances of all bridges, viaducts, etc.. and at the draw of any 

At steam railroad crossings we have derailing switches, 
and have also adopted trolley troughs in order to prevent the 
trolley from flying the wire while going over these crossings. 

I might also add that our motormen are put through a 
school of instruction and are also instructed on the car while 
operating through the streets, before they are put in charge 
of a car liy themselves. 

Meridian Light & Railway Company. 

A. B. Paterson, manager Meridian Light & Railway Com- 
pany, Meridian, Miss., writes: 

We have adopted a number of rules, such as having the 



Vol. XVIII, No. 3. 

cars stop before they cross certain streets, on which there 
is a great deal oX travel; we run our cars slowly in the fire 
limits of the city; we try to have our conductors and motor- 
men be very politic with the passengers; and we have re- 
cently put on an inspector for the purpose of getting the 
names of the different people who are continually complain- 
ing. We have him investigate complaints thoroughly, also 
have him run as conductor on the line on which the com- 
plaints originate, to see whether or not the parties have rea- 
son to make complaint. 

We also have adopted an examination paper, which must 
be answered and passed on by the superintendent of the de- 
partment before a man is allowed to take charge of a car 
in regular operation. The examination includes questions on 
the rule book and other important matters in regard to elec- 
tric equipment, etc.. of the cars. 

In case of accidents for which we are to blame, or for 
which there is any doubt, we make liberal settlements. And 
in case of accidents where we think we are not to blame we 
flght to the end. In this way we think we have established 
a very good name in regard to being fair to any person, or 
thing, that is damaged by us. 

Petaluma & Santa Rosa Railway Company. 

E. M. Van Prank, general manager Petaluma & Santa 
Rosa Railway Company, Petaluma, Cal., says: 

Concerning what is being done by various companies 
to lessen accident risk or cost, I beg to advise that this com- 
pany operates some :j1 miles of single-track standard-gauge 
railroad, giving both passenger and freight service, under 
steam railroad rules. 

The track is laid almost wholly on private right of way. 
except through the towns of Santa Rosa, Sebastopol and 
Petaluma. The right of way is well fenced and road cross- 
ings are guarded by cattle guards and provided with cus- 
tomary crossing signs. 

Our policy is to make settlement only where our liability 
is shown. All other claims are contested vigorously. Inspec- 
tion of rolling stock, maintenance of track and overhead are 
carefully attended to, with the result that the sum charged 
to accidents and personal injuries for the last 12 months 
amounts to less than one-tenth of 1 per cent of the gross 
receipts, and there remains pending only one claim of $100, 
which is being contested. 

Nashville Railway & Light Company. 

H. A. Davis, superintendent railway department Nashville 
Railway & Light Company. Xashville, Tenn.: 

There is such a wide difference of opinion on this subject 
that I hardly feel competent to go into the matter without 
giving it thought and study. However, it occurs to me that 
the better disciplined a road is the fewer accidents there 
will be. 

I note that you state that one manager reduced his 
accident risk and cost by making fewer settlements. I do not 
believe it would be possible to know whether this was the 
case or not, as the company might be forced, at the end of 
a lawsuit, four or five years after an accident, to make settle- 

Of course, where the speed is slow there are a great 
many less accidents; local conditions, however, have a great 
deal to do with the number of miles and hours made per day. 
Where the streets are very wide good speed can be main- 
tained, with fewer accidents than in a city where the streets 
are narrow, and even a slow or a moderate speed made. 

Benton Harbor-St. Joe Railway & Light Company. 

H. C. Mason, manager Benton Harbor-St. .loe Railway & 
Light Company. Benton Harbor. Mich., writes as follows: 

In reply to yours asking what we are doing to lessen 
our accidents. The most important thing we are doing is 
reducing our s|)eed on the mainly traveled streets. We are 
constantly cautioning our motormen to be careful and at all 

times keep their car under perfect control when they see any 
children along or near the track, and also in the morning, 
noon and evening, when the streets are crowded with people 
going to and from work. These are the main things we are 
doing to avoid accidents. 

We do not settle any claims where we do not think we 
are liable, unless it is a matter of charity. At the present 
time we have but one damage case on the dockets against us. 
This is the only case we have had in court in the last 15 


The decisions of the Wisconsin railroad commission in 
the cases of the city of Milwaukee against the Milwaukee 
Electric Railway & Light Company and of Charles Gilleit 
against that company and its subsidiary, the Milwaukee Light 
Heat & Traction Company, were rendered on July 12. in 
general the findings were in favor of the company on the 
points decided. 

Findings in City Case. 

in the city case the commission summarized its findings 
as follows: 

First — That the Milwaukee Electric Railway Company 
maintain in the future at least as good, or better, service than 
it maintained during the months of February and March. 190r. 

Second — That all double-truck cars, hereafter acquired or 
constructed by or for the Milwaukee Electric Railway & Light 
Company, shall be equipped with power brakes. 

Third — That every car in the regular service of the Mil- 
waukee Electric Railway & Light Company be thoroughly 
cleaned at least once each day. and that no car be taken out 
of the car barns unless it has been properly cleaned. 

Fourth — That all charges of this complaint not covered 
by the above order, or otherwise disposed of herein, be denied. 

The commission says in its decision that the contentious 
of the city of Milwaukee fall into two broad divisions, namely, 
the complaint regarding rates of fare and the complaint with 
respect to service. By common consent the question of the 
reasonableness of fares was left in abeyance until after the 
valuation of the property, which is in progress now. shall have 
been completed. 

Rush-Hour Service. 

The burden of the testimony offered on behalf of the 
city bore on the service during rush hours. Reviewing the 
sheets for the Eighth street line the committee says it was 
able to discover only three instances of cars carrying 100 
passengers each "and relatively few cars with 70 and moie 
passengers each. It cannot, therefore, be maintained that the 
Eighth street line is suffering from overcrowding to an un- 
reasonable extent." 

The commission goes into detail as to the congestion 
during rush hours at Third street and Grand avenue and. based 
on an opinion which was furnished by George Weston of 
Chicago, who was in the employ of the commission as an ex- 
Ijert, it says that 3.50 cars an hour, the number which officials 
of the company testified was being operated at that intersec- 
tion during such hours, was not the maximum possible. "Bet- 
ter policing and a closer headway," Mr. Weston says, "would 
make it possible to move 67.5 or more cars per hour over that 

Cleaning Cars. 

On the subject of cleaning cars the commission states: 
Xo cars should be permilted to leave the car house ex- 
cept in a perfectly clean condition, and only in the most 
exceptional cases should it become necessary to let a car go 
out during cold weather without a fire. The rule regarding 
cleaning should be absolute. We realize that under extraor- 
dinary circumstances, especially during days of sudden 
changes in temperature, a car may have to be started from 
the car house without a good fire, but this should not be 
necessary often. 

Some testimcny was offered to the effect that the free use 
of water in cleaning cars was damaging to the machinery. In- 
dei)endent advice does not substantiate this assertion. We 

July 20, 1907. 



find that cars are so constructed that water may be use<l 
freely in cleaning them without injury to machinery. 

Air Brakes. 

No single point at issue, the commission says, was con- 
tested more stubbornly than the subject of air brakes. The 
commission says that the import of the testimony was gen- 
erally identical with the deposition of Mr. Weston, who stated 
that "for ordinary scheduled stops there is no question but 
that the hand brake is just as efficient as the air brake," but 
that "where it is necessary to make emergency stops and in 
congested territories particularly, an air brake is superior to 
a hand brake." The commission reaches the following con- 
clusions on this subject: 

Yet there is no escape from the conclusion that air brake.i. 
as a matter of fact, do make it possible to prevent accidents 
which it might not be possible to avoid with hand brake.s. 
And if a single life can be saved through the use of the air 
brake, who will say that it should not be done? Taking into 
careful consideration all the testimony upon the question of 
brakes, we are convinced that the adoption of air brakes is 
in the direction of ju'ogress. We do not believe that the facts 
in this case warrant an order from this commission compelling 
the railway company to equii) all its cars with air brakes, but 
we do believe that it is our duty to prescribe the use of air 
brakes or other power brakes on all double-truck cars which 
may hereafter be constructed or acquired by the companv. 
We also recommend that whenever it is practicable in recon- 
structing cars now in use to add the power brake equipment, 
that it be done. 

The company does not operate its utility cars as a com- 
mon carrier or for other than its own convenience, the com- 
mission finds, and it has the right to transport its materials 
and supplies in that manner. While these cars are being 
operated at night the commission says they should "be 
operated in such a manner as to interfere least with the 
transportation of iiassengers and with the comfort of people 
living near lines over which such are being operated." 

The contention of the company that sending a conductor 
forward to see that the Kinnickinnic avenue crossing is clear 
is much safer than placing a flagman at the crossing is ap- 
proved by the commission. 

Extension Plans Approved. 

Plans for extension which were submitted during che 
hearing by John I. Beggs, president and general manager of 
the company, are unqualifiedly favored by the commission. 
The report says on this subject: 

By far the most important question which developed re- 
lates to the extent of the present street railway trackage and 
the future development of the system. The general manager 
of the railway company testified at great length with respect 
to plans calculated to meet the requirements of the Greater 
Milwaukee of the future. "Looking comprehensively into the 
future." he sketched a great network of street railway lines 
so laid out as to permit of extensions which the growth of 
the city will make necessary and the operation of this larger 
network of railways as a unified system and organic whole. 

Testimony, personal observations and inquiries and con- 
ferences with Prof. W. D. Pence, its engineer, Mr. Weston and 
Bion J. Arnold, chief engineer of the board of supervising en- 
gineers of the Chicago traction companies, all of whom indorse 
its position, lead the commission to indorse the plans of Mr. 
Beggs and to recommend that the city council grant the fran- 
chises which he considers necessary to unify the system. In 
the Klectrie Railway Review of June 29, 1907, page 870, there 
was iniblished a map showing the entire system of the Mil- 
waiikee Electric Railway & Light Company and the Milwaukee 
Light Heat & Traction Company, lines constructed and in 
operation, lines surveyed and projected, and possible futuio 

The commission considers the execution of the plans out- 
lined before it by Mr. Beggs "absolutely necessary in order 
that the citizens of Milwaukee may secure relief from present 
conditions and to give all the citizens of the city adequate 
service in the future." In discussing the desired extensions 
the commission says: 

It does not admit of argument that when a street railway 
company can operate its cars ever several routes in order 

to better serve the public it should do so in preference *o 
running more cars on a closer headway over a street already 
congested. This applies especially to the situation on Grand 
avenue and the ready relief which extensions on Wells and 
Sycamore streets would i)rovide. Again, the present stub-end 
terminal on Wisconsin street, near the Chicago & Northwestern 
Railway depot, should be superseded by loop operation over 
Michigan and Mason streets, with the necessary connections 
to complete the loop with Wisconsin street. The continuance 
of tfte spur to hold extra cars for the accommodation of espe- 
cially large aggregations of people may be desirable on Masoa 
street beyond Marshall, as well as at various other points in 
the city. 

The Wauwatosa Case. 

In the Gillett case, concerning the interurban service from 
Milwaukee to Wauwatosa, the commission orders: 

First — That the number of cars run between Milwaukee 
and Wauwatosa in the future shall not be less than the num- 
ber of cars run during the month of February, 1907, as showr* 
by the timecards and schedules now on file with the commis- 
sion, and that such cars be run substantially as shown in such 
cards or schedules. 

Second — That no greater headway be maintained in the- 
future for the purpose of handling traffic in the city of Mil- 
waukee during the hours of (5:30 to 8:30 a. m. and from ."> 
o'clock to 6:10 ji. m. than is shown by the timecards and 
schedules during the month of February, 1907, hereinbefore 
referred to. 

Third — That no change in the time schedules be made 
except on giving five days' notice, and that sufficient publicity 
be given such notice to afford patrons of the street car lines 
reasonable means of information concerning the nature of 
such change in time before the same becomes effective. 

Fourth — That commutation tickets good for transportation 
between Milw'aukee and Wauwatosa be kept on sale and sold 
by the conductors operating the street railw'ay lines running 
to Wauwatosa, such sale, however, not being required to be 
made east of the single fare limit on said lines. 

Fifth — That cars at the Walnut street terminal in Wauwa- 
tosa shall wait for delayed westbound street cars at least 
three minutes under ordinary conditions and at least five min- 
utes in inclement weather, so as to obviate a reasonable delay 
and hardship to passengers desiring to make the transfer. 

Sixth — That cars on the W'ells street line bound for West 
Allis shall be so operated as to maintain close connections 
with Wauwatosa cars at Fifty-second street, and in the event 
of one car being behind time a wait of three minutes at least 
shall be made for it by the car with which it is intended to 

Relief on the grounds that the existing rates of charge are 
unreasonable and discriminatory is denied. 

In reviewing the evidence in the Wauwatosa case the 
commission finds that "the conflict in evidence on crucial 
points is not great." As far as the Wells street line is con- 
cerned the company is furnishing substantially what the 
petitioner asked. In inclement weather the commission thinks 
that under all the circumstances it would be entirely reason- 
able to require cars at the Walnut street terminal in Wauwn- 
tosa to wait at least five minutes for delayed westbound Wells 
street cars. 

The giving of five days' notice of a change in time 
schedules the commission regards as entirely reasonable, but 
it did not feel disposed to in'escribe any particular method of 
giving notice, as desired by the petitioner. 

Regarding the request that conductors carry commutatioa 
tickets the commission concluded: 

W'e do not understand that there is any particular reason 
why street car conductors should not run on the Wauwatosa 
lines continuously, instead of making an occasional trip ovor 
such lines and spending the rest of their time while in service 
on lines running to other points of the city. It seems to us 
that the conductors could, after the single fare limit is reached 
going west, and before it is reached going east, handle com- 
mutation tickets without confusion and without being over- 
burdened with work. 

Reasonableness and Discrimination in Fares. 

As the commission is having a valuation made of the 
properties the question of the absolute reasonableness of th^ 
rates is left for future consideration, but "the question as to 
whether or not a discrimination is being practiced may ofte.i 
be determined without passing upon the absolute reasonable- 
ness of the rates charged." The commission says: 

Considering only conditions as they exist at the present 



Vol. XVIII, No. 3. 

time it would be difficult to give any good reason why some 
of the points outside of Milwaukee enjoy a single fare rato. 
while Wauwatosa does not. When such zones extend beyond 
the limits of Milwaukee, the outer limits must, perhaps, be 
fixed in a more or less arbitrary manner. Wauwatosa conies 
close to the dividing line, considering the way in which the 
boundary lines are now fixed, with perhaps more reason for 
including it within the single fare limit than for excluding it. 

From the standpoint of unfair competition there is no 
unjust discrimination practiced, if there is any discriminafion 
at all. We mean by this that it the defendants should seek 
to avoid alleged discrimination by shortening the single fare 
limits with which comparison is made, such action would not 
result in any benefit to the people of Wauwatosa. If they are 
paying a reasonable rate they are not suffering any injury 
by reason of the fact that other communities are paying less 
than a reasonable rate. We do not mean that this is a con- 
trolling reason for holding that there is no discrimination in 
the present case, and neither do we wish to be understood as 
holding that it is necessary to determine that a rate is unrea- 
sonably high, before lowering it on the ground that it is dis- 
criminatory. It is our conclusion in the present case that the 
evidence is not sufficiently clear to warrant us in now holding 
that the rate should be lowered because it is discriminatory, in 
view of the fact that the whole question of the absolute rea- 
sonableness of the rates charged by the defendant is comin.u; 
up for consideration as soon as its property is valued and its 
books are audited, and the fact determined as to whether or 
not its rates of charge are unreasonable. 

We are not satisfied that any such discrimination has been 
shown to exist as would warrant us in ordering a reduction 
in rates on that ground alone. The facts and figures will soon 
be available from which we can determine with a reasonable 
degree of accuracy whether or not the luesent rate exacted != 
excessive, and if it is found to be reasonable, we hardly think 
the facts shown in the testimony are sufficient to warrant us 
in making a non-compensatory rate, on the ground that other 
communities similarly situated are enjoying what appears to 
be more favorable rates than Wauwatosa. It is not prac- 
ticable in street car operation to make rates on a mileage basis 
and the ordinances under which the street car lines in the city 
of Milwaukee are being operated recognize this fact and estab- 
lish the zone system. 

While the commission feels "that improvements in the 
service were made in good faith and will be voUmtarily con- 
tinued inasmuch as such improvements were entirely reason- 
able, we think that any possibility of a further hearing should 
be avoided as to matters that have been gone into with great 
detail and at the expense of a great deal of time." 

The commission, in concluding, discusses legal points that 
were brought ui) in the briefs of the companies, in which it 
was said that the "determination of such questions as the test 
of discrimination or excessive discriminatory rates, the e.x- 
pediency of adopting one measure or another are legislative 
questions, and these cannot be delegated." The commission 
presents arguments that it has the power to inquire into such 
matters under the act under which it was created. 



The Pittsburg & Hutler Street Railway has adopted a 
trademark which directs attention to several features of con- 
struction of the road. The design is shown in the accom- 
panying illustration, but 
an attractive arrangement 
of colors adds to its value. 
The extreme outer circle 
is lilack and the next one 
is aluminum. The words, • 
"Pittsburg & Butler 
Street Railway, general 
offices, Pittsburg, Penn- 
sylvania." are aluminum 
on black. The small band 
just inside of this circle 
is of gold. The back- 
ground of the circle con- 
taining the car is of 
aluminum. The car body 
is of green and the roof 
of copper, the windows 
and doors being of ma- 
hogany color. The tri- 
angle is of gold, with 
black letters. The design was made by H. C. Reagan, elec- 
trical engineer, and the colors were selected by H. F. Layton. 
chief engineer of the company. 

A Comprehensive Trademark. 

A critical review of the reports submitted tor the mu- 
nicipal ownership commission of the National Civic Federa- 
tion has been made by a committee of four, as follows: 
M'alton Clark, vice-president of the United Gas Improvement 
Company, Philadelphia; "Charles L. Edgar, president of the 
Edison Electric & Illuminating Company, Boston; Prof. Prank 
Parsons, Boston, president of the National Public Ownei'ship 
League; and Edward W. Bemis, superintendent of the Cleve- 
land. O., waterworks. 

Mr. Edgar and Mr. Clark agree in setting forth numerous 
objections to municipalization, an important one being that 
in several British cities which have tried public ownership, it 
has been found that the organization of municipal workmen 
contsitutes a serious threat against the municipality itself 
and as a result the disfranchisement of city employes is being 
seriously considered in England. 

Proper Auditing. 

A review of the economic operations of municipal and 
private undertakings in Great Britain and the United States 
is given. The reviewers find that it is admitted by the 
advocates of municipalization that the debts of British cities 
have been enormously increased by its operations. "We 
venture to believe," they say, "that the loss to the communi- 
ties the municipal industries of which we have investigated 
from bad management and lack of enterprise, resulting in 
restricted service of modern utilities, is'many times the profit 
these cities claim to have realized from their Rip Van Winkle 
methods of serving the public. They continue: 

It is not worth while to discuss the effect on the finances 
of American cities of the municipal operations of the indus- 
tries that we have here investigated. Properly audited they 
have, with one or two exceptions, lost money, and their plants 
are all inadequate to good service .and have, with the excep- 
tion of the water plants, little more than a scrap value in 
view of the present state of the arts. What effect could 
such poor efforts as we have witnessed have on public wealth 
or public comfort? It cannot fail to be bad. 

Whatever the subjective relation of municipalizers to 
their reform, their objective relation, as we have seen, is 
far from what it once was regarding the commodities and 
services to be municipalized. They have been obliged by the 
logic of events to cut away from much that seemed precious 
to themselves and to many who trained with them. Their 
opi)onents. taking cognizance of the project abandoned, hoped 
that now municipalizers might be pinned down to the con- 
sideration of ascertained facts relating to undertakings which 
their representatives have had an opportunity to visit and to 
developments obvious to all who are interested in the progress 
of the debate on the question. The voluntary movement of 
the municipalizers to this not easily shiftable point would, 
we submit, in itself have been a contribution to the cause 
of truth and a source of gratification to their adversaries. 
But the radical British municipalizer has exhibited the re- 
sources of hope and fancy, if not of logic and consistency. 
While his American comrade is still shouting for municipal 
ownership, he is today, in his latest frame of mind, looking 
expectantly to "municipalization by provinces" — that is, for 
gas, water, tramways and electricity he now wants national 
government, appropriation, ownership and operation. He has 
dropped municipalism and comes out for what he all the time 
had in the background of his thought — socialism. 

In favoring municipal ownership Professor Parsons de- 
clares that in most discussions of the subject too much atten- 
tion is given to the purely financial side of the question. 
"Dollars and cents are not to be neglected," he says, "but life, 
liberty, justice, virtue and intelligence — the whole character 
product and social product of our institutions — are of greater 
moment than their money product." Taking up financial 
results. Professor Parsons gives it as his view that the mu- 
nicipal plants are more economical. 

Municipal operation of public utilities in Great Britain, as 
observed by the committee of experts, is treated in a series 
of reviews by members of the committee. These reviews, 
written by Milo R. Maltbie, Walton Clark, vice-president 
of the United Gas Improvement Company of Philadelphia, and 

July 20, 1907. 



Charles L. Edgar, president of the Edison Electric &. Illumi- 
nating Company of Boston, are divided in opinion as to the 
success of the undertakings as a whole. Mr. Maltbie is a 
member of the public service commission, first district, New 
York. Mr. Maltbie declares that the gas and electric plants 
operated by municipalities generally give a superior service 
at a relatively lower cost, as compared with the privately 
owned companies. This condition he finds to be due prin- 
ci|)ally to the higher rate of and profit and the greater 
amount of liabilities of the private companies. Mr. Maltbie 
says that the power to operate, it necessary or desirable, in 
many instances, has been as effective as actual operation — 
that the mere fact that a city has the power to step in and 
operate an undertaking itself often makes the exercise of 
this power unnecessary. 

Changes, but with Caution. 

Messrs. Edgar and Clark in closing their review sum- 
marize their opinions as follows: 

The efforts of the National Civic Federation have resulted 
in a commission of Americans, whose first interest in this 
investigation, as in all else, is to do what they may to preserve 
and continue the American idea and American institutions, 
believing that the high state of civilization and of prosperity 
in America justify the American idea and the American 
method, and place the burden of proof heavily upon those 
who would say another idea and another method would result 
in improvement in the condition of the people. 

Believing this to be the thought and intent of the mem- 
bership of the commission and of the committee subordinate 
to it. we still believe that there are ills in the American body 
politic that may be remedied or cured. We believe that the 
remedy should be applied and the cure effected without any 
unnecessary departure from the American idea and the Ameri- 
can system. We believe that the framework upon which 
may be built purity of administration and the highest possible 
good of the citizens is in existence with us, and that it is not 
necessary, in the effort to cure the ills from which the body 
politic may be suffering, to destroy that body. We submit 
that, living in a land where i)eace and prosperity are the 
common lot, we must be very cautious of change. This does 
not mean that where abuses are found to exist they should 
not be promptly and mercilessly eradicated, but it does mean 
that changes in system should be undertaken only after con- 
clusive proof that such changes will result in bettering the 
condition of the individual. We had better bear the relatively 
few ills we have than subject ourselves to unknown conditions 
that may bring in their train greater ills of which we do not 

Our investigation has determined with certainty many 
heretofore mooted questions. It indicates the probably cor- 
rect answers to other mooted questions. Where the facts are 
clear and the conclusion evident our task has been to sum- 
marize and indicate. Where there is remaining uncertainty 
as to facts, and conclusions are not evident, we have made 
an effort to determine the probabilities. This has resulted in 
arguments based on such facts as our investigators have 
recorded, and on our own experience as operators and ob- 

We believe no intelligent reader of the voluminous record 
of this commission's work will fail to conclude that it clearly 
proves municipal ownership to be productive of many and 
serious ills, with little or no compensating good. 


Pittsburg Bridge Case. 

Arguments in the case of the Monongahela Bridge Com- 
pany against the Pittsburg Railways Company were heard 
in Pittsburg on .July 12. The city of Pittsburg owns the stock 
of the bridge company and seeks either to prevent the use of 
the main passage of the Smithfield street bridge or to secure 
toll for both sides of the bridge. The Pittsburg Railways 
Comjiany asserts that the leases of the Sycamore Street 
Railway Company give it the right to use the bridge, and that 
ex-Director of Public Works E. M. Bigelow, formerly president 
of the Monongahela Bridge Company, gave permission for 
the use of the bridge. The company also alleges that as this 
right has been recognized for years, and the annual rental du>^ 
from the Sycamore Street Railway Company has been paid 
and accepted, the claims of the bridge company are without 

Judge Grosscup of the United States circuit court made 
public on July 13 the plan for distribution of the securities 
of the Chicago Railways Company to holders of the stocks 
and bonds of the Chicago Union Traction Company and its 
underlying companies. While Judge Grosscup approves the 
general terms of the reorganization as set forth in the plan, 
he raised objections to certain features. Stockholders of the 
original underlying companies will try to have the plan 
amended in their interest. 

To carry out the arrangement there will be two syn- 
dicates. The required funds for the rehabilitation of the 
l)roperty, amounting at present to about $12,000,000, will be 
furnished by one syndicate. Another syndicate will provide 
the money to meet the obligations of the Union Traction 
company and the expenses of reorganization. 

The Chicago Railways Company, according to the plan, 
will issue the following securities: 

Bonds and Debentures. 

First mortgage 2.'j-year r> per cent gold bonds, secured 
by all the properties and franchises of the company, to pro- 
vide funds for rehabilitation specified in Section 7 of the 
ordinance. Amount of issue limited in accordance with the 
terms of the ordinance, but unrestricted as to total amount 
when and as so issued. 

Consolidated (or second) 20-year 4 per cent gold bonds, 
aggregating $.32,800,000; divided in series A, $15,000,000, and 
series B, $17,800,000. Series A bonds have priority over 
series B bonds. The consolidated bonds are secured by 
mortgage on all the property and franchises of the company 
subject to the lien of the first mortgage. 

Twenty-year 4 per cent sinking fund income debentures, 
entitled to the benefit of a sinking fund in an amount designed 
to redeem and discharge principal at or before maturity, 
payable if and when earned and before payment on any sub- 
sequent obligations, $.5,000,000. 

Capital Stock. 

Capital stock, $100,000. Against this stock there will be 
issued participation certificates as follows: Series A. entitled 
to receive net annual income remaining after interest and 
sinking fund on prior obligations to the extent of 8 per cent 
on certificates of the nominal value of $100 each, and to 
priority in both interest and principal pa.vments over series 
B and series C, $12,250,000. Series B, entitled to receive net 
annual income remaining after interest and sinking fund on 
prior obligations to the extent of 8 per cent on certificates of 
the nominal value of $100 each, and to priority in both interest 
and principal payments over series C. $6,000,000. Series C, 
subject to the prior rights of series A and series B, $5,000,000. 

Temporary Obligations. 

To provide for cash requirements and for expenses of 
reorganization, and to prevent the sacrifice of bonds and 
debentures at the present time, it is proposed that the com- 
pany shall issue the following temporary obligations: 

Six per cent promissory notes, payable five years from 
date, with o|ition of redemption on any interest day after 
three years from date, said notes to aggregate $4,500,000, se- 
cured by the following collateral: Consols bonds, series A, 
$6,617,200; consols bonds, series B. $150,000. 

For the purpose of settling with the holders of notes, cer- 
tificates of indebtedness, and other claims not entitled to pay- 
ment in cash in priority to bonds, it is propQsed to issue the 
company's '< per cent notes, payable 10 years after date, in- 
terest payable only if and when earned, after payment of in- 
terest on prior obligations, redeemable at the option of the 
company on any interest day on or after three years from 
date, to an amount not to exceed (referred to in said plan as 
junior collateral and reserve notes) $5,000,000. 

Payment of said notes to be secured by a second lien oa 
the collateral pledged under the $5,t)00.000 three-five-year 
notes above mentioned and by direct lien on the securities not 
otherwise used for sale or exchange. 

The notes last described shall be divided into two series, 
viz., series 1 and series 2. Series 1 shall have priority of lien 
upon collateral and over series 2. and shall be used only fo.- 
allotment by the arbitrators to the extent, if any. deemed by 
them fair and just to the holders of stock of the North Chi- 
cago City Railway Comiiany and the Chicago West Division 
Railway Company, in addition to the allotments to said stocks 
hereinbefore shown. 

The agreements under both series of notes are to provide 



Vol. XVIII, No. 3. 

for the right ot withdrawal of the securities upon deposit of 
agreed amounts to be applied to redemption of the notes. 

Proposed Basis of Exchange. 

The securities are to be issued in exchange for existing 
securities as follows; 

Consolidated Consolidated 

Series A. 
North Chicago City Ry. first 

mortgage bonds $ 500,000 

100 per cent 
North Chicago City Ry. sec- 
ond mortgage bonds... 2,500,000 
100 per cent 
Chicago West Division Ry. 

first mortgage bonds.. 4,012,000 
100 per cent 
JJorth Chicago Street R. R. 

first mortgage bonds.. 634,200 
20 per cent 
North Chicago Street R. R. 
refimding bonds 

West Chicago Street R. R. 

first mortgage bonds.. 736,600 
20 per cent 
West Chicago Street R. R. 

consolidated bonds . . . 

Series B. 


West Chicago Street R. R. 
certificates of indebt- 

Chicago Passenger Ry. con- 
solidated bonds 

West Chicago St. R. R. tun- 
nel first mtge. bonds.. 

$ 2.536,800 
80 per cent 

100 per cent 

80 per cent 

100 per cent 

North Chicago City 
stock outstanding 


Chicago West Division Ry. 
stock outstanding 

Chicago Passenger Ry. stock 

Collateral notes 6,617,200 

Junior collateral and reserve 

298,200 $ 198,800 
60 per cent 40 per cent 

653,000 653,000 

50 per cent 50 per cent 

100 percent 

200 per cent 

200 per cent 


25 per cent 


Totals $15,000,000 $17,800,000 $5,000,000 

Division of the series A stock participation certificates is 
proposed as follows: 

Stock of North Chicago St. R. R., 100 per cent $ 5,920,000 

Stock of West Chicago St. R. R., 62V2 per cent 6,243,125 

Junior collateral and reserve 86,875 

Total $12,250,000 

Series B certificates will be allotted to holders of Chi- 
cago Union Traction preferred stock, of which $12,000,000 is 

Series C certificates will be exchanged for Chicago Union 
Traction common stock, of which $20,000,000 is outstanding. 

Modifications of Judge Grosscup. 

Judge Grosscup gave out a statement in which he said; 

The modifications in the plan, made at the instance of 
Professor Gray and myself, relate only to provisions made for 
the claims of the underlying companies. All other interests 
and all other questions are left open for the hearing set for 
July 24. Although the plan now represents in its general 
outlines my ideas on what the reorganization ought to be, 
there are details that must be modified. 

The plan provides, for instance, for cash on account of 
costs and allowances in the receivership cases, $250,000: and 
for organization, legal and other expenses of reorganization, 
to be paid on demand of the committee or board of directors, 
an unnamed sum out of the $4,000,000 set apart to take up car 
trust certificates, personal injury claims, and like matters 
that are prior liens. This will have to be modified. 

Whatever allowances are made will have to be made by 
the court or Messrs. Bartlett, Dawes, Keep, Hurlburt and 
Sprague, trustees of the new company, who themselves have 
no interest in the allowance. 

The stock of the new company is kept down to $100,000. 
The plan provides for the distribution ot this stock among 
the present stockholders on participation certificates in the 
ratio of their present interests. But in the plan these cer- 
tificates are given a so-called independent nominal value', run- 

ning toward $24,000,000. I see no reason for this, or why any 
nominal value should be given to them now; for it would add 
nothing to their real value. The certificates, in my judgment, 
should indicate the proportion of the capital stock that each 
individual holds, leaving its value to what the future may 
make for it. 


Since the passage by the commonwealth ot Massachu- 
setts of the electric railroad act ot 1906. giving electric rail- 
road companies the right of eminent domain and all duties, 
rights and privileges of railroad corporations subject to the 
supervision of the state railroad commission, the commis- 
sion has held extended hearings concerning four prominent 
electric railroad enterprises, embracing plans for high-speed 
lines out of Boston. These, in the order in which they were 
filed with the commission, are as follows: 

Boston Lowell & Lawrence Electric Railroad Company — 
A proposed line from Boston to Lowell, 22% miles, to be 
later extended to Lawrence. Congressman Butler Ames, orig- 
inator: Westinghouse. Church. Kerr & Co.. consulting en- 
gineers: C. F. Remington of Boston, chief engineer. 

Boston & Eastern Electric Railroad Company — A pro- 
posed line from Boston through Everett. Revere. Lynn, Pea- 
body and Salem to Beverly, 16^^ miles, with a oV^-mile line 

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Concrete Open-Subway — Cross Section. 

from the junction at Peabody to Danvers. and a %-mile line 
from Revere to Revere Beach. John H. Bickford, chief en- 
gineer, Boston. 

Boston & New York Electric Railroad Company — A pro- 
posed high-speed line to extend at first from Boston to Provi- 
dence. R. I. Financed by Leach & Co., New York. J. B. 
Blood, consulting engineer, Boston. 

Boston & Providence Electric Railroad Company — A high- 
speed electric line from Boston to Providence. This enter- 
prise is in charge of the Stone & Webster Engineering Cor- 
poration of Boston. 

The commission has held extended hearings concerning 
these various projects and is now concluding its investigation 
of the Boston & Eastern Electric Railroad Company, with- 
holding its decision regarding all lines until all testimony is 
in, in order to avail itself of any light which may be shed on 
high-speed interurban possibilities for Boston and vicinity by 
any of the engineers connected with these various projects. 

Boston Lowell &. Lawrence. 
The Boston Lowell & Lawrence Electric Railroad Com- 
pany was organized some two years ago by Congressman 
Butler Ames and his associates for the purpose of building 
a high-speed electric railroad between the cities of Lowell 
and Lawrence and Boston. About 60 per cent of the right of 
way has been secured, either by option or direct purchase. 
The line, as surveyed, will be entirely upon a fenced-in right 
of way five rods wide, with the exception of approximately 
1,100 feet at the terminals, where it is proposed to construct 
an elevated structure longitudinally over the public highway 

July 20, 1907. 



in order to reach the terminal stations. The line is 22.75 
miles long. The road is to be double-track its entire distance 
and there is ample provision for four-tracking in case traffic 
warrants. The physical conditions obtaining between the 
two termini make possible the laying out of long tangents 
and it is the purpose of Congressman Ames to test out the 
possibilities of electric motors along speed lines. The en- 
gineers, Westinghouse, Church, Kerr & Co., testified before 
the commissioners that a maximum speed up to 7.5 miles an 
hour was practicable with safety. 

Sixty-two steel and reinforced concrete bridges provide 
for the abolition of grade crossings. Express service be- 
tween Lowell and Boston and accommodation service for the 
intermediate towns and cities will be provided. 

Lowell, with its environs, aggregates 120,000 in popula- 
tion, almost entirely dependent upon Boston for amusement 
and institutions of learning. Lowell, in point of population, 
is the third largest city in Massachusetts. Lawrence, witli 
its environs, exceeds 100,000 in poi)ulation and the com- 
munity of interest with Boston is very strong and well estab- 
lished. The proposed railroad will operate through a great 
deal of territory not at present served by either electric rail- 
ways or steam railroads. 

Current is to be generated from one central power sta- 
tion located midway of the line, with three substations. A 
protected third-rail system will be used and the block system 
will be adopted. It is the purpose to carry light freight and 
a large revenue is expected from this source. 

The undertaking is backed by Congressman Ames, Paul 
Butler, Oakes Ames and Spencer Borden. 

Boston & Eastern. 

In a statement before the state railroad commission John 
H. Bickford declared that the electric railroad act of 1906 
was the result of a popular demand for a method of trans- 
portation different from the steam railroad or street railway, 
and that the law was passed with a full knowledge that the 
state is crossed and recrossed by many lines of steam rail- 
roads and street railways paralleling one another, and of 
necessity to be paralleled by lines built according to the new 

He stated that an improved form of transportation was 
demanded as the result of changed methods of living, in- 
dustry and commerce. The concentration and, at points, 
congestion of industrial pursuits produced a large daily move- 
ment of laborers. Taking Lynn, the third city in New Eng- 
land in the value of its manufactured products, it was shown 
that while the population in 1905 increased 12.4 per cent, 
the number of wage earners employed in Lynn increased in 
that year 31.5 per cent, showing the rapidly increasing num- 
ber of employes who travel a long distance to their work. It 
(vas stated that the community of interest of one municipality 
with another and of all with Boston is increasing rapidly, 
thus adding substantially to the large volume of traffic. More- 
over, the influx of immigrants is producing densely populated 
centers which need rapid transit facilities. 

It was shown that the road would traverse a territory 
more densely populated than any other equal area in New 
England, there being five cities and three towns, exclusive 
of Boston, directly tributary to the lines, and several other 
towns and cities which would contribute more or less to the 
traffic of the road. Salem, Beverly, Peabody and Danvers, 
with their environs, have a combined population of over 80,000, 
at an average distance of' about 17 miles from Boston. Lynn, 
with its environs, has an average population of 90.000, at 
an average distance of about 11 miles from Boston: and Chel- 
sea, Everett and Revere together have a population of 87.000. 
at an average distance of about four miles from Boston. 
The density of the population in this territory in 1905 was 
2,855 per square mile, omitting Boston, Cambridge and Somer- 
ville, while the population density of Massachusetts as a 
whole is 361. 

Mr. Bickford stated that the engineers had gone more 
thoroughly into every phase of the proposed project than 
would generally be warranted before a certificate had been 
secured. This work had included not only the usual pre- 
liminary estimates, but extended to all general engineering 
details. As a result of the various estimates it is the opinion 
of the engineers that the proposed road, when in operation 
four years hence, will relieve a congestion which by that 
time would be unbearable if the road were not built. 

Details of Construction. 

The road will be constructed wholly upon private right 
of way, without grade crossings, and in accordance with steam 
railroad standards. It has not yet been determined whether 
the third-rail or overhead catenary construction will be used, 
but the estimates have been made on the basis of a third-rail 
direct-current system of distribution, with alternating-cur- 
rent transmission, which would require one generating station 
of 8,000 kilowatts and three substations. 

According to the figures of the engineers the maximum 
curvature on the main line will not exceed 2 degrees, except 
at Salem and Lynn central stations, where the curves will be 
4 degrees 10 minutes and 2 degrees 55 minutes, respectively, 
but these will be stopping points for all trains. The maximum 
gradient will be 314 per cent. The specifications call for 
three tunnels aggregating 4,800 lineal feet. The longest tun- 
nel will be 2,500 feet and all the tunnels will be principally 
in rock. 

The only departure from standard practice will be the 
construction, through the center of Lynn, of a semi-subway 
about 6,600 feet long, a cross section of which is shown in 
the accompanying engraving. This will be of concrete con- 
struction and will extend three feet above grade. This will 
consist of 12-inch reinforced concrete retaining walls between 
18-inch pilasters, the latter spaced every eight feet. The bot- 
tom will consist of plain concrete struts, 18 by 12 inches, 
placed eight feet apart on centers. Reinforced concrete struts 
across the top will support a 4-inch reinforced concrete slab. 
Ventilation will be secured by openings above ground between 
the pilasters and these will be protected by gratings. All 
streets crossing this semi-subway will be bridged with steel 
and concrete. The crossings at streets and ways will neces- 
sitate 102 bridges, most of which will be of reinforced con- 
crete, and several steel and concrete viaducts. Railroads 
will be crossed by means of eight steel double-track bridges and 
one steel single-track bridge, one reinforced concrete double- 
track and one reinforced concrete single-track bridge. Bridges 
over waterways will be principally pile structures. The road 
will be ballasted with crushed rock and the track will be 
laid with rails weighing not less than 90 pounds per yard. 
The right of way will be well fenced in and a modern block 
signal system installed. 

Stations have been planned as follows: One at Charles- 
ton, one at Everett, two at Chelsea, three at Revere, six at 
Lynn, two at Danvers, one at Peabody. three at Salem and 
one at Beverly. 

The preliminary train sheet shows the operation of trains 
between Beverly and Boston on a 15-minute headway, every 
other one being an express, stopping only at L>Tin and Salem. 
It is expected that the express will make the run from Beverly 
to Sullivan square, Boston. 16"^ miles, in 21 or 22 minutes. It 
is proposed to establish a local service between Boston and 
Chelsea and Revere on a 15-minute headway. It is intended 
that the rolling stock shall consist of steel cars with quadruple 
motor equipment, and the cars will be run singly or in trains 
as the volume of traffic may require. The cars will be simi- 
lar to the Boston Elevated type, except that they will have 
two side doors, in addition to the doors in the ends of the 
car. In determining the cost of construction typical plans 
have been made and submitted to reliable contractors and 
estimates obtained tor all construction work and equipment. 



Vol. XVIII, No. 3. 



The prospective system of the Niagara Lockport & 
Ontario Power Company is a comprehensive one for the de- 
livery of power in the United States within an economic 
transmission radius of Niagara Falls, and especially for its 
delivery in the northern and western portions of the state of 
New York. The company expects within the next two years 
to he transmitting 60,000 horsepower, and its present right of 
way purchases are with reference to an ultimate transmission 
of 180,000 horsepower. The plans of the company as at 
present laid out contemplate the transmission of this power 
by means of main lines and branch lines herefrom: the con- 
tracts tor power being, wherever possible, made for delivery 
of the power at the main line voltage of 60,000 less line drop. 

The Niagara Lockport & Ontario Power Company is a 
transmission company only; that is, it buys the power to be 
transmitted and has, therefore, no generating plant of its own. 
The power for the transmission is generated in the hydraulic 
power station of the Ontario Power Company, situated on the 
Canadian side of Niagara Falls. The power house generating 
units have a capacity of 7,500 kilowatts each, and deliver 
three-phase, 25-cycle current at 12,000 volts. From the power 
station the current is taken at 12,000 volts to the transform- 
ing and switching station of the Ontario Power Company, 
located on the bluff above the falls. It is stepped up from 

making, as previously mentioned, a maximum transmission of 
160 miles. 

In delivering power in Lockport, in the neighborhood of 
Buffalo, Rochester, Syracuse and at intermediate points, the 
company will have transmission circuits in duplicate, each 
capable of transmitting the full amount of power to be de- 
livered at the several points. 

Steel Cantilevers. 

As previously stated, the power is brought across the 
Niagara river, by means of aerial cables spanning the river, 
and delivery of the power is taken by the transmission com- 
pany at the international boundary line. The cables are 
brought across the river in three spans, utilizing steel towers 
and cantilevers. The steel cantilevers and the river-edge 
towers are all designed to withstand the most extreme condi- 
tions of sleet and wind that will probably ever exist. The 
requisite mechanical strength of the insulation at the points 
where the cables are attached to the steel structures is ob- 
tained by using a sufficient number of line insulators, and the 
proper distribution among these insulators of the forces which 
will come u))on them is effected by means of malleable cast- 
iron caps cemented to the tops of the insulators and to which 
the cables are fastened. 

Poles and Towers. 

With the exception of that portion of the main line on 
the West Shore between Churchville and Syracuse, the main 
line structures are all steel towers, and the standard line span 
is 550 feet. On some portions of the transmission line, how- 
ever, much longer spans are used, the longest at present 

Map Showing Routes of Transmission Lines. 

12,000 volts to 62,500 volts, and at this latter voltage delivered 
to the transmission lines. The transmission lines of the 
Ontario Power Company extend from their transforming sta- 
tion to a point some six miles farther down the Niagara river, 
at which point the lines connect to circuits spanning the 
Niagara river. The Niagara Lockport & Ontario Power Com- 
pany takes delivery of the electric power at the international 
boundary line in the middle of the Niagara river. 

At the present time the Niagara Lockport & Ontario 
Power Company has in its possession a private right of way 
300 feet wide from the .Niagara river to the town of Lock- 
port, about sixteen miles east ; from Lockport east to Morti- 
mer (six miles south of Rochester), a private right of 
way 200 feet wide, a distance of about fifty-seven miles; 
from Mortimer to Fairport a 100-foot private right of 
way a distance of 10 miles; from Fairport to Syracuse a 
private right of way 75 feet wide, a distance of 71 miles. 
From Lockport south, in the direction of Buffalo, the company 
has a private right of way 100 feet wide. In addition to this 
the company has the right to install transmission lines on the 
right of way of the West Shore Railway Company, and has 
acquired the necessary private right of way to get from its 
main private right of way to that of the railway company. 
The locations of the various transmission lines constructed 
and in contemplation are shown on the accompanying ma]). 

The installation which the company has now in operation 
was designea for receiving 30,000 horsepower and is delivering 
this amount, less the line loss. The main transmission con- 
sists of two lines in duplicate. The distance from the Niagara 
river to Syracuse is 154 miles. In addition to this, the trans- 
mission from the transforming station of the Ontario Power 
Company to the Niagara river has a length of about six miles, 

•Abstract of paper read before the American Institute of Elec- 
trical Engineers, Niagara Falls, N. i'.. June 26, 1907. 

installed being 1,253 feet. In some cases these long spans 
had to be provided with towers heavier than the standard, but 
« some cases it was possible to put them up with little, if any, 
modification of the standard tower construction. The main 
line conductors installed so far are all of them of aluminum 
cable, except on a portion of the line between Mortimer and 
Syracuse where, because of the long spans employed, it is 
preferable to use copper. 

The first of the steel towers installed were of the tripod 
type, made of lap-welded pipe: but the later towers, and those 
which in the near future will be installed, are of structural 
shapes and galvanized. The towers are interchangeable; that 
is, the guyed and unguyed towers are exactly similar except 
for the guys and double insulators of the former. Contrary 
to the practice which has heretofore been followed in the 
matter of steel line towers, the towers of this transmission 
line are mounted on foundations of reinforced concrete. These 
foundations are designed to utilize the weight of the earth 
around them in resisting uplift. The towers and their founda- 
tions are capable of withstanding transverse forces which wilt 
be brought upon them when the line cables are covered with 
0.5 inches of ice all around them and the wind blowing trans- 
verse to the line at a velocity of 75 miles an hour. The towers 
have the same strength in all directions. There are at inter- 
vals along the line certain towers guyed both ways in the 
direction of the transmission line, and having double fixtures. 

As stated, on the West Shore right of way it was neces- 
sary to use wooden line structures. The type of construc- 
tion employed is that which has been designated by the 
company as "A-frame construction." By adopting this type 
of construction, in which each structure consists of two poles 
instead of one. it is possible to use twice the length of span 
ttiat would be used in ordinary wooden pole construction, 
and employ, therefore, one-half of the number of insulators. 
The standard length of span of this type of construction is. 

July 20, 1907. 



220 feet. On some portions of the West Shore right of way 
it was necessary to use steel construction, and in such places 
there were installed galvanized lattice steel poles. The span 
on these poles is the same as that on the A-franie con- 

Special Foundations. 

Where the line crossed the Montezuma marsh steel 
tower construction was used. The concrete foundations for 
the steel towers were built by first excavating the swamp 
through the soft mud until the soft marl was reached. On 
the marl was laid a platform of two layers of corduroy, and 
on this platform were built the concrete foundations, the 
weight of which was made sufficient to take care of any 
uplift which will come upon the towers. These foundations 
were installed, some of them, in cold weather and. so far, 
they have shown no settlement. Where this marsh was 
crossed with A-frame construction, it was found in places 
much too expensive to excavate for the proper foundation for 
the A-frames. The A-frames were, therefore, installed by 
laying on top of the ground four line poles in two pairs; the 
poles of one pair being parallel to the line, and the poles 
of the other pair being at right angles to the line. These 
poles were spilied together at the point where they cross, 
and at the point of crossing the A-frame spiked to them; 
the A-frame being further secured to the poles by braces. 
On each end of each pair of poles was spiked a box, built up 
of planking and filled with stone, in order to give sufficient 
weight to take the uplift due to any pull at the top of the 
tower. This structure, while far from beautiful, has, so far, 
proved very satisfactory. 

Lightning Arresters. 

It will be noted that, in one of the illustrations, there 
is shown a horn attached to a cap on the top of the insulator 

Niagara Transmission Plant — Cable Cantilevers, American 

and another horn alongside of it fastened to tlie structure 
and extending some distance above the insulator. This com- 
prises a combined line structure lightning arrester or spark 
gap and lightning rod. It has been decided to make a careful 
trial of this method of protection of the line before resorting 
to a grounded cable; partly because of the great exjiense of 
the grounded cable, and partly because there is no reason 
to think, so far, that it will necessarily afford complete 
protection in every case. For the present these line struc- 
ture lightning arresters will be installed only on the top cable, 
in view of the fact that during the last lightning season, in 
the course of which a number of insulators were broken by 
lightning, more than three-fourths of the insulators so broken 
were top insulators. 


The insulator used on all the main line construction is 
one especially designed by the writer for this plant. It has 
probably the greatest factor of safety as regards flashing, 
etc., of any insulator in practical use today, and is consider- 
ably larger and heavier than any insulator of which corre- 
sponding use has heretofore been made. It consists of three 
shells nesting in each other and cemented together by means 
of neat Portland cement, the whole insulator being cemented 
in a similar manner to a steel pin before attachment to the 
tower. The insulator is clearly shown in one of the illustra- 
tions. The total height of it from the edge of the lower 
petticoat to the top of the head is 19 inches. The diameter 
of the upper petticoat is H.h inches. 

Fuses and Cables. 

Each branch line has in series with it, at the point where 
it is tai)ped off the main line, lio.iiou-volt outdoor fuses to 

cut out the line in case of trouble upon it. The fuses consist 
of lengths of thin cojiper wire IG feet long, run through an 
ordinary small rubber bathroom hose and laid in clips on 
top of a wooden bar, supported at each end and the center 
by line insulators mounted on ]joles. The fuses are parallel 
to each other, in the same horizontal plane, and the distance 
from center to center is about 2.5 feet. These fuses have so 
far proved very satisfactory, but will probably in time be 
replaced with fuses of the expulsion type. 

There are only three sizes of cables used on the main 
transmission line. The largest one is an aluminum cable. 

Niagara Transmission Plant — 60,000-Volt Insulator with Tie 
and Cable Protection. 

consisting of 19 strands, and having a total area of 642,800 
circular mils, being equivalent to 400,000 circular mils cop- 
per. The areas of cross section of the other cables are 
respectively two-thirds and one-third that of the largest one. 
In ordinary straightaway work, the cables lie in the top 
groove of the insulator, and the pull of the cable is taken 
care of by means of two aluminum wire ties around the neck 
of the insulator. One of these ties extends each way along 
the cable. The tie itself consists of a single loop around the 
neck of the insulator, the two ends of the loop being twisted 

Niagara Transimssion Piant — ividKing a Joint. 

around the line cable. The result is that the cable is not 
really fastened to the insulator at all. but simply lies in the 
top groove. The ties do not, therefore, perform any function, 
except when there is a pull on the cable tending to slide 
it' in the direction of its length. The advantage of such a 
tie is twofold. First, the full strength of the tie wire is 
developed, which is not the case if a tie is twisted or ""pig- 
tailed," since, in such case, the tendency is for the tie to cut 
itself in two at the twist; secondly, the tie does not damage 
the soft aluminum cable, as would be the case with most 
of the other ties usually employed. 

In special work there is employed a cable clamp with 
a yoke extending each way on the cable. 

In every ca-e the cable near the insulator is protected 
from possible arcs, so that in the event of an arc there will 



Vol. XVIII, No. 3. 

be a chance for the circuit-breaker at the generating station 
to open before the cable shall have been burned off. This 
protection is acconipMshed in the top groove of the insulator 


Niagara Transmission Plant — A-Frame Construction Showing 
Lightning Arrester. 

by means of sheet aluminum wrapped around the cable at 
this point to a thickness of Vs inch, and is accomplished on 
each side of the head of the insulator to a distance of 12 
inches from the head partly by the turns of the tie wire men- 

Niagara Transmission Plant — Line Structure Lightning Ar- 
rester on Steel Towers. 

tioned above, and partly by an additional serving of tie wire. 
Where, in the case of the use of cable clamps, no tie wire 
is used, its absence is made up for additional serving. 

. The ends of the line cables are connected by means of 
twisted sleeve joints. 

At intervals along the line there are provided discon- 
necting switches for sectioning the line to facilitate testing 
out in case of trouble or cutting out any portion of the line 
which is damaged. There are also iirovided cross-connecting 
switches, enabling the intercounection of different portions 
of the two lines. 

On a considerable portion of the company's right of way 
is a wagon road, for use in patrolling the line and delivering 
materials for construction or repair. At certain points along 
the line there are patrol houses for the storage of material, 
tor taking care of teams and for the comfortable housing 
of the patrolmen. Each house has in it a sleeping-room, 
kitchen and sitting-room. On all of the transmission lines, 
also, tlie company has a private telephone line on a separate 
set of wooden poles. Ta|)s from this line are brought into 
each of the transmission houses, and in addition to this the 
line patrolmen have i)ortable telephones which can be con- 
nected to the telephone line at any point. 

Most of the contracts which the company has for the 
supply of power cover the delivery of the same at the main 
line voltage, so that, so far. the company has installed only 


^^KLr'^c>'i fS^ ^^^1 

Niagara Transmission Plant — A-Frame Disconnecting 

three substations. Stations at Lockport and Gardenville have 
each a normal capacity of 3,000 kilowatts, not including the 
spare apparatus. They are so designed that their capacity 
can be indefinitely increased. The Baldwinsville station has 
a capacity of 750 kilowatts. 

The 60,000-volt busbars at these substations are out of 
doors: in other words, these busbars have been treated 
exactly as if they were part of the transmission line and 
located out of doors in a manner, so far as insulation is 
concerned, similar to the transmission line cables. In con- 
nection with them are disconnecting switches for making 
various combinations of (he apparatus connected to them. 
Of course the disconnecting switches are not intended to 
break the working current. When it is necessary to break 
the circuit under load, it will be accomplished by means of 
the GO,000-volt electrically operated oil switches installed 
in the station which, in the case of the Lockport substation, 
serve also for the control of the two lines to the Buffalo 

Another feature out of the ordinary in connection with 
this station is the lightning arrester equijjment. This equip- 
ment is also out of doors and consists of a number of horn- 
type lightning arresters mounted on wooden poles in much 
the same mauner as such arresters are ordinarily mounted. 

July 20, 1907. 



The installation differs, however, from the ordinary lightning 
arrester installation of this kind in that, instead of there be- 
ing only one pair of horns for each line conductor, there are 
three such pairs. One pair is set for a comparatively low 
striking electromotive force and has in series with it a high 
resistance; the next pair is set for a higher striking electro- 
motive force, and has in series with it a lower resistance; a 
third pair is set tor very high striking electromotive force 
and has in series with it a fuse. 

The theory on which these arresters are installed is that 
for ordinary slight static disturbances in the line the arrester 
having the lower striking electromotive force will discharge. 

Niagara Transmission Plant — Top of Double-Guyed Steel 

and since it has in series with it a comparatively high resist- 
ance, the resultant disturljance to the system due to the 
generated current which follows the discharge will be com- 
paratively slight. A more severe static disturbance (whether 
due to lightning or to any other source) will cause both the 
arrester having the lowest gap and the arrester having the 
next higher gap to discharge simultaneously, thus affording 

lightning season with the protection afforded at the Lockport 
station, the writer believes this method of protection to be 
entirely effective in the matter of i)reventing damage to 
aiiparatus in the substation. Such an installation may, in 
the case of a very severe discharge, such as that due to a 
direct stroke of lightning, mean a temporary shutdow'n of 
the system, or at any rate of the synchronous apparatus 
operating upon it; but it does not necessarily follow that 
this will be the case if expulsion fuses be used on the highest 
gap arrester. Such fuses as have been experimented with 
in connection with this work operated very satisfactorily. 
It may be noted in passing that a lightning arrester equip- 
ment similar to that just described for substations is installed 
also at each point where a branch line is taken off of the 
main line. The other features of this station are very similar 
to those usually found in such an installation. 

There will be installed shortly on the company's system 
two switching stations, one at Mortimer and one at Syracuse. 
The one at Syracuse will be for taking care of the two incom- 
ing 10,000-horse|)ower lines and the outgoing lines to the 
consumers in Syracuse. The one at Mortimer will be for 
taking care of the two incoming 20,000-horsepower lines and 
five outgoing lines. 

The transmission plant has been built in accordance with 
the designs of the writer, acting as chief engineer of the 
Niagara Lockjjort & Ontario Pbwer Company, and has been 
constructed under his supervision and that of his assistant in 
the work, H. L. St. George. The construction work has been 
done by the Iroquois Construction Company of Buffalo, headed 
by General Francis V. Greene, president; the construction 
work itself being directed by F. B. H. Paine, vice-president 
and chief engineer of the construction company, assisted by 
Walter S. Skinner and S. Piek. 


The power house of the Auburn & Syracuse Electric 
Itailway, the high-speed line connecting Auburn and Syracuse, 
X. Y., is located on the Wasco river, about one-fourth mile 
below the Auburn state prison. The company has experi- 
enced a great deal of trouble in its water supply owing to 
the great amount of iirison sewage as well as to the fact 
that the Wasco river runs through a soft sandstone that 
crumbles readily and forms a troublesome deposit in the 
boilers. A recent investigation made by R. P. Stevens, super- 
intendent of the company, revealed the fact that the condi- 
tion of the water supply, as a result of the two factors men- 
tioned, was very much worse than had been realized, and it 
was decided to adopt some measure of relief. 

The overflow from the surface condensers is about 10,000 
gallons a day, and as this water has passed through a screen 
and had the advantage of being heated and cooled, it is 
suitable for boiler use. Mr. Stevens has adopted the plan of 
providing a concrete reservoir for settling out the impurities. 
This reservoir has inside dimensions of 28 feet by 66 feet, 
and consists of a bottom of concrete 8 inches thick with side 
walls 3 .feet thick at the base and 1 foot thick at the top. 

The reservoir is divided into three 20-foot sections by 

Secriof A-B 

Details of Settling Tanks for Boiler Feedwater. 

two discharge paths to earth, the combined resistance and 
inductance of which is considerably lower than that of the 
first path. This will moan a somewhat more severe disturb- 
ing effect on the system due lo the generated current which 
follows. In the case of a very extreme condition, for instance, 
a direct lightning stroke on the line, the three arresters 
would discharge simultaneously the fuse, in the case of the 
arrester with the highest air gap, blowing and interrupting 
the arc ujjon it, the disturbance of the circuit finally ending 
upon the other two arresters. .Judging from experience in 
the case of other plants with a much less elaborate arrange- 
ment than that outlined, and the experience during the last 

transverse partition walls of concrete, 1 foot thick, rising 
to within 1 foot 6 inches of the top of the reservoir. Each 
of these partitions is reinforced with three 60-pound old rails. 
The overflow from Section 1 does not occur until the sedi- 
ment in the water has had opportunity to settle, and by the 
time this process has been repeated iu the second compart- 
ment it is expected that the water will be iu good condition 
for boiler use. It is also planned to connect the station .r.iin 
pipes with the reservoir, so as to secure for boiler use the 
rainfall ou the roof. 



Vol. XVIII. No. 3. 

News of the Week 

Electrical Show at New York. 

Anuouiicement has beeu made of the annual electrical 
show, which will be held in Madison Square Garden. New 
York. September 30 to October 9. inclusive. This exposition 
has for its chief aim the enlargement and upbuilding of the 
electrical trade in all its branches. It will provide a medium 
for the display of new developments and advancements in 
electricity and help to familiarize the public with the count- 
less appliances producing electricity tor the daily use of man- 
kind. The headquarters of the Electrical Show (Inc.) are 
at 116 Nassau street, New York. 

Central Electric Accounting Conference Meeting. 

The third meeting of the Central Electric Accounting 
Conference was held on July 13 at Overlook park. West 
Milton, O., on the Dayton Covington & Piqua Traction Com- 
pany. A special car was furnished by that company for the 
purpose of carrying the members of the conference from 
Dayton to West Milton. E. C. Spring, the general manager 
of the company, tendered the use of the club house at Over- 
look park to the conference and entertained the members in 
his usual lavish style. 

The committee on uniform blanks, which was appointed 
at the Indianapolis meeting, reported that it was unable to 
agree on uniform interline waybills and report blanks, and 
the matter was considered by the conference, with the result 
that it was found to be impossible to secure unanimous action 
by the lines interested. Certain details covering interline 
billing were arranged between the lines which could agree on 
uniform blanks, and it was decided that interline billing 
should be discontinued with those lines which were unwilling 
to change their form of billing. As representatives of the 
traffic departments of all the lines were present, there was a 
lull discussion of the question. 

Mr. Spring addressed the conference on the importance 
of working in harmony with the Central Electric Railway 
Association, and invited the conference to hold its next meet- 
ing at Columbus, O., at the time of the next regular meeting 
of the railway association. The conference, therefore, de- 
cided to hold its next meeting in Columbus on September 25. 

The thanks of the conference were tendered to Mr. Spring 
and to M. M. Smith, auditor of the Dayton Covington & Piqua 
Traction Company, for the courtesies extended. 

Low Fare Road on Euclid Avenue, Cleveland. 

Three judges of the circuit court upheld at Cleveland on 
July 12 the constitutionality of the law requiring consents 
of property owners in the Low Fare Company case. This 
decision barred the company from Central and Quincy av- 
enues. In the decision the court said; "A street railway 
franchise, carved out of the sovereignty of the state, is not a 
thing to be played with, in the courts or out of them. We are 
of the opinion that the municipality was without authority to 
grant the Low Fare Company franchise, with or without con- 
sents. It undertakes to grant to the Low Fare Company not 
only the right to use the tracks of the Forest City Company, 
but to pre-empt the right of way to the exclusion of the Forest 
City Company's tracks. The Forest City Company grant in- 
cluded the right to make traffic arrangements with other 
companies. Its right to sell or assign cannot be violated. 
either by the city or the property owners. An ordinance 
which assumes the contrary is void, as a violation of the 
obligations of contract." 

On the night of July 15 the Low Fare Company con- 
nected its East Fourteenth street line with the Euclid avenue 
line of the Cleveland Electric Railway. Acting under the 
orders of Mayor Johnson, policemen comijelled the Cleveland 
Electric Company cars to use the Prospect avenue route until 
the connection had been made. 

The Cleveland Electric Railway has applied for an in- 
junction to restrain the Low Fare Company from operating 
its cars on Euclid avenue, between the public square and East 
Fourteenth street. In its application the company makes the 
charge that there is a conspiracy between Mayor Johnson 
and the railway companies in which he is interested to use 
the city's power to obtain franchises for individual interest. 
The action of the city and the traction companies is char- 
acterized as an abuse of corporate power of the city, and the 
court is asked to enjoin any and all action authorized by any 
ordinances passed in the entire history of the city's attack 
for the Forest City Railway, the Municipal Traction Company 
or the Low Fare Railway. 

W. B. Colver, president of the Low Fare Company, has 
made a tender to the Cleveland Electric Railway of parts of 
the amount fixed by the council, $63,100, for the joint use of 

the tracks on Euclid avenue. President H. E. Andrews of 
the Cleveland Electric Railway says that he is confident that 
the franchise granting the Low Fare Company joint use of 
the tracks owned by the Cleveland company on Euclid avenue 
is unconstitutional. 

Information Regarding Insurance. 

The committee on insurance of the American Street and 
Interurban Railway Association has addressed its data sheet 
No. 17 to the managers of electric railway properties asking 
for the following information: 

"A — Data covering the years 1901 to 1907, inclusive, 
relative to the cost of fire insurance, showing the amount of 
insurance carried, the amount of premiums paid, the average 
rate per $100 of insurance, the amount of losses sustained 
and the amount recovered from insurance companies. In 
future years the data will be collected annually, so that such 
information will hereafter be available at all times by apply- 
ing to the office of the secretary of the association. 

"B — A standard form for the use of member companies 
in making contracts for insurance. By 'form' we do not mean 
the ordinary printed form of policy, such as the 'standard policy 
of the state of New York,' but a written, typewritten or printed 
description of the particular property insured. In order to 
enable the committee to prepare such a form you are respect- 
fully requested to send to the secretary of the association, 
as soon as possible, copies of the various forms now used by 
your company. All such forms received will be given careful 
consideration by the committee in the preparation of the 
standard form. 

"C — Statistics showing origins of fires, causes of fires in 
various years, physical conditions of the properties at the time 
of fire and at present, whether or not insurance is carried on 
all properties, precautions against fires in the way of pro- 
tective devices and instructions to employes, and the ad- 
vantages and disadvantages incident to the use of auto- 
matic sprinklers." 

To the end that the committee may be in a position to 
render a complete and valuable report covering these various 
questions members are requested to have the data sheet 
submitted with the circular carefully filled out and to return 
it promptly to Bernard V. Swenson, secretary of the asso- 

Commission to Investigate Interborough-Metropolitan and 
Brooklyn Rapid Transit Companies. 

A resolution providing for an investigation of the Inter- 
borough-Metropolitan Company and the Brooklyn Rapid 
Transit Company was passed by the public service commis- 
sion, first district, on July IS. It is intended to consider the 
financial position of the companies, the service, the relations 
with the underlying roads and the question of monopoly. 

The public service commission of the first district. New 
York, will hold a hearing on July 23, at which suggestions 
will be received for the improvement of traffic conditions on 
the Brooklyn bridge. Commissioner Edward Bassett, who 
was one of the committee which investigated the congestion 
at the bridge, announced that there was no need of any testi- 
mony as to the existence of the crush. 

He also wanted to make it clear that the commission 
has no authority over the bridge, which, with its approaches 
and terminals, is city property. 

"The commission," said Mr. Bassett, "has certain powers 
regarding the movement of cars, and may. possibly, act with 
the city authorities in a certain advisory capacity. But there 
is no possible use in extending the scope of the hearing beyond 
matters which are clearly within the commission's powers." 

When the committee investigated the congestion at the 
bridge on July 11 Commissioner John E. Eustis declared that 
more policemen should be delegated to that point to prevent 
accidents, and Mr. Bassett expressed the opinion that greater 
use should be made of the Williamsburg bridge. 

Eight engineers, under the direction of George P. Simpson, 
were stationed at the approaches to the Brooklyn and 
Williamsburg bridges at rush hours for several days to keep 
records of the time of arrival and departure of cars and the 
number of passengers carried. 

Commissioner William McCarroU, .chairman of the com- 
mittee on the Fourth avenue (Brooklyn) subway, reported 
that the forms of contract for five of the 14 sections of this 
route were completed and ready for distribution. The sec- 
tions are as follows: Sackett to Tenth street. Tenth street 
to Twenty-seventh street, Twenty-seventh street to Forty-fit st 
street, Flatbush avenue extension. Nassau to Willoughby 
street, Willoughby street to Ashland place. A hearing on 
this form of contract will be held on July 30, instead of on 
July 25, the date fixed by the old rapid transit board. This 
route will extend from Chrystie street in Manhattan, across 
the Manhattan bridge, now being built, and under Fourth 
avenue and other streets in Brooklyn, with four tracks, to 
Fortieth street and Fourth avenue. From this point a branch 

Jul.v- 20, 1907 



with two tracks is to be run to Ft. Hamilton, and another 
with two tracl(:s to Coney Island. The total cost is estimated 
at $23,000,000. 

A communication was received from Louis Arnold, secre- 
tary of the Atlantic Avenue and Brooklyn Improvement Asso- 
ciation, protesting against the erection of a monorail rail- 
road through Atlantic avenue. 

A letter from Bridge Commissioner Stevenson relating to 
the traffic problems over the East river bridges has been pre- 
sented to the commission. 

In discussing the question of a double fare to Coney 
Island Commissioner Bassett said that the commission has 
the power to deal with the problem. He said: 

"If citizens are legally and legitimately entitled to a trip 
to the island for one fare they should certainly have it. If, on 
the other hand, the one fare rate would work a hardship on 
the road and would not be a fair remuneration, the people 
should know this and learn definitely what they can count 

W. T. Hornaday, director of the zoological garden in 
Bronx park, sent a protest against the proposed terminal 
station at One Hundred and Eighty-second street on the West 
Farms extension of the elevated structure of the subway. The 
station is now at One Hundred and Eightieth street. 

Chief Engineer Rice made a favorable report on the 
request of the Taxpayers' Alliance of the Bronx for either an 
elevator or an escalator at the One Hundred and Seventy- 
seventh street station of the subway. He said the change 
would not cost more than $30,000. 

The Allied Boards of Trade and Taxpayers' Associations 
of Brooklyn sent a letter to the board urging the members ro 
hasten the construction of the subway loops in Manhattan 
and Brooklyn. The letter also asked the commission to give 
early attention to the elevated loops of the Williamsburg and 
Brooklyn bridges. 

Secretary Whitney of the commission has written to the 
New York City Railway, asking about the reported cutting oit 
of the Seventh avenue line service to the Brooklyn bridge 
Oren Root, Jr., general manager of the company, said that 
the service was discontinued because the line had failed to 
relieve the conditions for which it was established. By 
abolishing it, Mr. Root said, the company would be able to 
operate more cars on the Sixth and Amsterdam avenue line 
and on the Twenty-third street crosstown line. 

The Citizens' Union has sent a letter to the commission 
outlining its suggestions as to future subways. 

In compliance with the request of the commission, the 
Long Island Railroad has submitted forms of its accounts, 
and has requested further information as to what is desired. 
Other companies have informed the commission that they will 
forward the data asked for within a few days. 

Chairman Frank W. Stevens of the public service com- 
mission of the second district states that under Section 33 of 
the new public service law, municipalities may obtain free 
transportation for policemen and firemen while on duty. 

Wisconsin Bill Signed. — Governor Davidson of Wisconsin 
has signed the bill providing for indeterminate franchises 
for street railways. 

City Club on Subway Trains. — Experts of the City Club, 
New York, have reported that the subway is not being used to 
its full eai)acity in rush hours. 

Indianapolis Crawfordsville & Western Line Opened. — 
The first cars were operated over this new line between In- 
dianapolis and Crawfordsville. Ind., on July 4 and regular 
service has since been instituted. 

Increase In Fare. — The New Jersey & Pennsylvania Trac- 
tion Company has increased the fare from Trenton to Taylors- 
ville from 10 to 15 cents. Charles M. Bates, the president. 
said that the increase is due to the general advance in the 
cost of operation and maintenance. 

Colorado Light Power and Railway Association. — We are 
advised by J. P. Dostal, secretary and treasurer, that the 
fifth annual convention of the Colorado Light Power and Rail- 
way Association will be held at the Savoy hotel, Denver. 
Colo., on September 18, 19 and 20. 

Michigan Electrical Association to Meet. — The annual con- 
vention of the Michigan Electrical Association will be held 
at Battle Creek. Mich., on August 21. 22 and 23. The head- 
quarters will be at Post Tavern, and the meetings will be 
held in the rooms of the Business Men's Association. 

Accident on the New York Elevated. — By the crashing of 
a southbound train into the rear of a train standing at the 
platform at One Hundred and Fourth street on the Third 
Avenue Elevated Railroad forty persons were seriously in- 
jured, two of whom possibly may die. Both of the trains were 
crowded with passengers, most of whom were Italians return- 

ing home from a celebration. The windows in both trains 
were broken and the framework of the rear car of the stand- 
ing train and the front car of the southbound train were 
badly damaged. 

Asks T-Ralls in Detroit. — The Detroit Tnited Kailway has 
proposed to the city of Detroit that it be permitted to use 
T-rails on Jefferson avenue instead of grooved rails, on condi- 
tion that if the new rails prove unsatisfactory to the public 
after a trial of 30 days the company will take them out. 

Beaver Park. — The Interurban Railway Company of Des 
Moines. la., is building an amusement resort at Beaver Park 
and has let a contract for an artificial lagoon and a dam 120 
feet long by 8 feet high. The lagoon will be four feet deep 
and will extend around a wooded tract comprising about five 
acres. Facilities for boating and bathing will be provided. 

Anti-Pass Law in Texas. — An opinion has been rendered 
by William E. Hawkins, assistant attorney-general of Texas, 
that chartered street railway companies are included in the 
provisions of the anti-pass law which went into effect on 
July 11, but that firemen and policemen are exempt from its 
application in cities where the city government has made 
legal provision for free rides for employes of those classes. 

Parades Not to Stop Toronto Cars. — R. J. Fleming, man- 
ager of the Toronto Railway Company, has issued an order 
notifying motormen and conductors that they must bear in 
mind at all times that cars have the right of way over other 
traffic. If obstruction is offered by any one in connection 
with a parade or procession the employes are instructed to 
secure the name of the person and of witnesses and to make 
a full report to the office. 

Attacks Interborough-Metropolitan Merger. — On July 11 
Attorney-General Jackson obtained from Justice Platzek ia 
the supreme court at New York an order directing the Inter- 
borough-Metropolitan company to show cause why a suit 
should not be brought by the state to vacate the company's 
charter, annul the merger and enjoin the company's officers 
and directors from doing anything that will contribute to the 
maintenance of a monopoly. 

Illinois Traction System Buys Coal Lands. — The proper- 
ties of the Kerens-Donnewald Coal Company at Warden, 111., 
have been purchased in the interest of the Illinois Traction 
Sysytem. The coal company owns 1,200 acres of coal land 
near Edwardsville. The land is crossed by the Illinois Trac- 
tion Company. The traction company will secure its coal 
from this land, and the output of the mine will be increased 
to meet the requirements of the various power plants. 

Proposed Interchangeable Mileage Agreement In Iowa. — It 

is stated that the interurban railway companies of Iowa have 
practically ])erfected an agreement to issue interchangeable 
mileage books good on all electric lines in the state. The 
details of the agreement have not been announced, but it is 
understood that an organization will be conducted similar 
to the Western Passenger Association, which acts as a clear- 
ing house for the interchangeable credential books that have 
been issued for years by western steam roads. Traveling 
men who cover the entire state would thus be enabled to buy 
a mileage book and get a rate of H4 cents per mile over 
electric lines at many points, instead of paying 2 cents on 
the steam roads. 

New Company Takes Over Trolley Express Business in 
Massachusetts. — The new company incorporated two weeks 
ago to take over the express business of the Massachusetts 
electric railways controlled by the New York New Haven & 
Hartford interests, began operation on the Springfield lines 
on July l.j. It is announced that as soon as the business is 
well established on this division, the service later will oe 
extended over the lines in the Worcester and Berkshire dis- 
tricts. The Electric Express Company is the name of the 
hew- company and its officers are practically the same as 
those of the New England Investment & Securities Company. 
which is the holding corporation for the New Haven's Massa- 
chusetts electric lines. 

Court Review of Tax Assessment of Brooklyn Com- 
panies. — .lustlce Platzek of the supreme court of New York 
has issued writs of certiorari directing the state board of tax 
commissioners to show cause on August 2."> why the tax 
assessment against the companies comprising the Brooklyn 
Rapid Transit system should not be reduced. A statement 
to the board of tax commissioners made by Col. T. S. Williams, 
vice-president, was published in the Electric Railway Review 
of March 30. 1907. This statement showed an increase in 
the assessment over last year of $20.90.",. 000. or 54.21) per 
cent. At last year's rate the total burden of taxation would 
be $;!.li32.35i;. or 18.69 per cent of the gross earnings of the 
company. This, as stated by Mr. Williams, would amount t,i 
61.09 of the net earnings, including in expenses only the taxes 
paid and charged. 



Vol. XVIII, No. 3. 

Construction News 


Annapolis, Md. — The Washington Baltimore & Annapolis 
Klectric Railway has agreed to accept the ordinance passed 
l)y the council. 

Anniston, Ala. — An ordinance is now pending before the 
city council granting a franchise to the Anniston & Columbus 
Railway Company for the building and operation of its line 
in and through Anniston. 

Ashland, N. Y.— The Elraira Corning & Waverly Railroa^l 
Company, Waverly. N. Y.. has applied for a franchise to 
operate its interurban line through this village. It is stated 
that with the granting of this permit practically all of the 
necessary franchises have been secured by this company for 
the operation of its line in Steuben, Tioga and Greene 

Centralla, Wash. — The city council has granted a 50-year 
franchise to the Centralia-Chehalis Electric Railway & Power 
Company, which will build a line between Centralla and Che- 
halis. Wash. Work is to be commenced within three months 
and be completed within one year. The acceptance of the 
franchise is contingent upon the action of the Chehalis coim- 
cil, before which a similar franchise is pending. 

Chico, Cal. — The Xorthern Electric Company's recent ap- 
plication for the sale of a franchise to build an extension to 
the present city and suburban lines in Chico, has been received 
by the board of sujjervisors. The franchise will be sold on 
August 10. 

Chlcopee, Mass. — The Springfield Street Railway Com- 
pany has petitioned for permission to double-track Center 
street, in order to facilitate handling the passenger traffic now 
served by a single-track line. 

Frederick, Md. — The Brunswick & Middletown Railway 
Company has been granted a franchise to operate its line 
through this city. The road will be built from Brunswick 
to Middletown. intersecting the Frederick & Middletown line 
at the latter point. 

Greeley, Colo. — ,J. Granger, representing California in- 
terests, has applied to the county commissioners for per- 
mission to build an electric line from Greeley to Denver and 
into the farming country near Estes park. 

Lorain, O. — The South Lorain & Eastern Traction Com- 
pany, recently organized, has applied to the commissioners of 
Lorain county, Ohio, for a franchise for an electric railway 
from the Lorain-Cuyahoga county line to Cleveland, using the 
tracks of the Cleveland Southwestern & Columbus Railway to 
enter the city. The company has already secured a franchise 
in Lorain, conditional upon the consent of the county com- 
missioners. Rev. A. B. Stuber of Avon is president and D. T. 
Miller of Cleveland is secretary. 

Mayfield, Ky. — The Paducah Southern Electric Railroad, 
incorporated last spring to build an electric railroad from 
Paducah to Hickman, Ky., by way of Mayfield and Fulton, 
Ky., and Union, Tenn., has secured a franchise for operating 
its interurban line in Mayfield. A line from Paducah to Cairo, 
111., which will haul freight in connection with its passenger 
trains, is also contemplated. W. A. Martin, president; H. H. 
Loving, secretary, Paducah, Ky. 

Omaha, Neb. — Application has been made by Shimer & 
Chase of this city for a franchise to build an electric railway 
from the end of the West Q street line to Seymour park, which 
this company proposes to develop. The line will be single- 
track with the power house at the west terminal. It is 
planned later to double-track the line and possibly build other 
electric roads into the city. It is announced that preliminary 
work will be started this fall. 

Richmond, Ind. — An ordinance has been introduced in the 
city council attacking the franchise of the Richmond Traction 
Company on the ground that it has not made certain changes 
desired by the city authorities. 

Saltillo, Mexico. — A concession has been granted to Guil- 
lermo Velasco and Rodolfo Garza of Saltillo for the construc- 
tion and operation of an electric street railway in this city. 
Since abolishing the mule-car service several years ago, Sal- 
tillo's passenger traffic has been cared for entirely by public 

San Diego. Cal. — The Point Loma Electric Railway Com- 
pany has secured a franchise for the operation of a loop line 
from Roseville to Ocean Beach. 

Terre Haute, Ind. — The .jO-year franchise recently applied 
for by the Terre Haute & Merom Traction Company to 
operate its interurban line in Vigo county, has been granted 
by the county commissioners. Any motive power excent 
steam may be used. Work must begin by May, 1908, and the 
line must be completed and in operation between Terre Haute 
and the south line of the county not later than January 1, 1909. 

Toledo, O. — The city council committee on railways and 
telegraphs will grant a perpetual franchise to the Lima & 
Toledo Traction Company, which wishes to enter Toledo 
from the south near where its right of way parallels the To- 
ledo St. Louis & Western Railroad, provided it will agree 
not to cross the streets of Toledo at grade. A subcommittee 
will be appointed to draft a new franchise providing for an 
elevated or subway line and stations at South street. Western 
avenue and the boulevard. 

Waynesburg, Pa. — Application for a franchise to. operate 
a line through this city has been made to the town council 
by the Brownsville Carmichael & Waynesburg Street Rail- 

Winfield, Kan. — C. L. Brisner of Harrisburg. Pa., has ap- 
plied for a franchise to operate an electric street railway in 
this city. This will be part of an electric interurban railway 
between Winfield and Arkansas City, which it is understood 
is financed by D. H. Siggins, Warren, Pa., and other eastern 


Interurban Electric Railroad, Reno, Nev. — Incorporated in 
Nevada with a caiiital stock of $100,000. Of this amount 
$7,000 has been subscribed by Walter Wright. Louis Berrun, 
.1. L. Robinson, O. M. Clifford. George W. Perkins. John Guild- 
ing and W. F. Webster. 

Madison County Interurban Belt Railway, Highland, III. — 
Incorporated in Illinois to build an interurban line from 
Staunton, Macoupin county, to New Douglas, south to Grand 
Fork and Highland, west to St. Jacob's, southwesterly to 
Troy, and west to Collinsville, Madison county. Capital 
stock, $25,000. Incorporators: W. P. Wall, John Bardilla, 
John Gehrig, John Wildi and J. L. Rhein. 

Milner & North Side Electric Railway, Milner, Idaho. — 

Incor|)orated in Idaho to build a 50-mile electric line from 
Milner to Jerome, and later to Gooding, Idaho, on the main 
line of the Oregon Short Line. The steel has been contracted 
for and grading is to be begun in about two weeks. The steel 
bridge across the Snake river has arrived and will be placed 
in position a short distance below the traffic bridge. Power 
will be secured from Shoshone Falls. 

Tennessee-Georgia Interurban Railway, Chattanooga, 
Tenn. — Incorporated in Georgia to build an interurban elec- 
tric railway from Rossville to Catoosa Springs, Ga. This will 
be the first step in an important interurban system to con- 
nect Chattanooga with Atlanta. Knoxville, Nashville and 
other cities in this section. Franchises for the operation of 
the line through various streets in Chattanooga have been 
applied for which, if granted, will afford connection witli the 
east and west sides, give a north and south line through the 
city and connect practically every suburb w-ith the city. It 
is stated that a line will be built later to the foot of Mis- 
sionary Ridge, where the proposed Missionary Ridge tunnel 
will be utilized, provided a franchise can be secured from the 
county commissioners. Capital stock, $500,000. Incorporators: 
James C. Bryan, James Jones, Walter E. Biggers. J. T. Robin- 
son, J. W. Clark, W. E. Mann, M. W. Murphy 'of Catoosa 
county; S. W. Divine of Walker county; and W. H. Payne 
of Chattanooga, Tenn. 


Albia Interurban Railway, Albia, la. — J. P. Reese, presi- 
dent of this comijany, writes that surveys have been made 
and that grading is now in progress on its 41/4-mile interurban 
electric line between Albia and Hocking, la. Power for the 
operation of the line will be furnished by the Albia Electric 
Light & Power Company at 500 volts pressure. The Engineer- 
ing Construction & Securities Company, Chicago, 111., is build- 
ing the road. J. P. Reese, president; C. A. Ross, vice-presi- 
dent; Calvin Manning, secretary and treasurer, Albia, la. 

Americas (Ga.) Street Railway. — Philadelphia capitalists 
are reported to have agreed to furnish funds for construction 
of this road, for which a franchise was obtained recently. 

American Motor Car Interurban Railway, Marion, la. — 
This company will use the E. J. Christie system of self- 
propelled motor cars on its proposed interurban line from 
Waterloo to Muscatine, la., as well as on the intersecting 

July 20, 1907. 



line to be built from Independenoe through Urbaua, Vinton 
and Keystone to Belle Plaine, a total of 210 miles. E. J. 
Christie, Marion, la., is pre.sident of the company, which was 
incorporated recently with $.",000,000 caiiital stock. 

Amarillo (Tex.) Street Railway. — This company, as an- 
nounced in a previous issue, will build a 7-mile electric line 
in Amarillo. Sixty-pound rails will be used. The rolling stock 
equipment has been purchased from the Danville (111.) Car 
Company. The General Electric Coniijany will supply all the 
electrical machinery and overhead work. Hamilton-Corliss 
engines and boilers have been ordered. II. C. Xoble. presi- 
dent, Amarillo; S. D. Wharton, vice-president; .lohn K. Shire- 
man, secretary; J. C. Pane, treasurer. \V. R. Hall, Decatur, 
Ala., is the chief engineer. 

Atlanta & Carolina Construction Company, Atlanta, Ga. — 
It is announced that surveys for an electric line to connect 
Atlanta and Augusta, Ga., are now under way and that work 
on the construction of the line will be started on October 1. 
The route as announced by Matthew Mason, engineer in 
charge of the surveys, is as follows: Prom Atlanta through 
Lithonia, Conyers, Monroe, Athens and Washington to Au- 
gusta. The company already has secured a franchise on Con- 
federate avenue, a portion of Boulevard and Glenwood avenue, 
and also on Alabama and Broad streets. It is the intention 
to have the entire line completed within the next two years. 
The company is said to have a capital stock of $5,000,000, a 
large part of which has been subscribed in Atlanta. James 
W. English, Sr., president; Matthew Mason, vice-president 
and general manager; M. Y. Bdgerton, secretary. 

Auburn & Northern Electric Railroad, Syracuse, N. Y. — 
This company is stated to have filed certificates of extension 
of its line, to begin at the intersection of State and West 
Genesee streets, in Auburn, and continue westward to the 
city limits, thence through the towns of Aurelius to the Cayuga 
county line, a distance of approximately nine miles. The road 
is then to cross the Cayuga and Seneca canal and Cayuga lake 
and go westerly to the village of Seneca Falls, a distance of 
2.44 miles. T. H. Mather, chief engineer. 

Bakersfield & Ventura Railway, Bakersfield, Cal. — It is re- 
ported that this company will let contracts for the grading 
and bridges on its proposed extensions early this fall. One 
branch will extend from Bakersfield to Sunset, one from Santi- 
coy south to Hueneme on the coast, and one from Santa Paula 
to Santa Monica and east to Los Angeles, a total of 420 miles. 
H. M. Russell, general manager, Los Angeles, Cal. 

Baltimore Haiethorpe & Elk Ridge Electric Railway. — .\ 
right of way from a connection with the United Railways Sr 
Electric Company of Baltimore to Haiethorpe is reported to 
have been secured. 

Bridgeport & Danbury Electric Railway, Bridgeport, 
Conn. — We are officially advised that this company, recently 
granted a charter by the Connecticut legislature, proposes to 
build an electric railway from Bridgeport to Danbury. Conn.. 
22 miles, via Trumbull, Long Hill, Botsford, Newtown, Sandy 
Hook, Stepney and Bethel. The company's charter also pro- 
vides for an extension to New Milford and allows the company 
to engage in electric lighting. It is proposed to build a high- 
speed road for freight and passenger service. Bridgeport has 
a population of over 100,000, Danbury about 30.000 and the 
territory between about 15,000. President, John T. King, 
Bridgeport; chief engineer, R. M. Sperry, New Haven. 

Bristol & Plainville Tramway Company, Bristol, Conn. — 
Plans for an extension from Terryvillo have been approved 
by the railroad commission. 

Buffalo & Lake Erie Traction Company. — The route of 
this company's line from Silver Creek to Dunkirk, N. Y., has 
been decided upon, and it is stated that work on the con- 
struction of the road will be started at once. Just after 
entering Dunkirk the main line will connect with the belt 
line and thro\igh the city operate its cars over the belt line 
and the Dunkirk & Fredonia lines. It is understood that 
building operations for a continuous electric road from Buf- 
falo to Erie will be begun shortly. 

Canyon City Pueblo & La Junta Railway & Power Com- 
pany, Pueblo. Colo. — The work of making preliminary survevs 
tor this proposed road, the incorporation of which was an- 
nounced in our issue of last week, will be started within the 
next few days. Andrew J. Behymer, general manager, Pueblo. 

Capital Circuit Traction Company.— ^This comi'any. which 
is preparing to commence the construction of a belt trac- 
tion line around Indianajiolis, running through the county 
seats of the seven adjacent counties, announced that it has 
arranged for the financing of the road and that the work of 
grading will begin at once. 

Charleston Westfield Marshall & Terre Haute Interurban 

Railroad, Marshall, III. — We are officially advised that this 
company, recently incorporated to build from Charleston, 111., 
to the Indiana state line, via Westfield. has elected the fol- 
lowing officers: President, W. R. Patten; vice-president, 
James Dawson; secretary, Seymour Hurst; treasurer, W. L. 

Chattanooga Railways Company. — It is reported that a 
new extension may be built to Hill City. 

Chicago Lake Shore & South Bend Electric Railroad. — 
President J. B. Hanna, Peter Meyn of Hammond and other.? 
went over the line between Crown Point and Cedar Lake on an 
inspection tour on July 13. The construction of a road be- 
tween these i)oints seems to be no longer in doubt. Mr. 
Hanna says that $500,000 will be spent in the establishment of 
a pleasure park at Cedar Lake. 

Cincinnati (O.) Traction Company. — This con)pany is plan- 
ning to change the route of its Highland avenue line by laying 
tracks over McGregor avenue, from its present route to Read- 
ing road, and switching from there to the present Avondale 
car route reaching the city. The change is contingent only 
upon the consent of McGregor property owners, members of 
the board of public service having signified their approval. 

Consolidated Railway Company. — Additional double-track 

has been completed at Norwich. Conn. Heavier rails have 
been laid near Taftville, Conn. 

Defiance Paulding & Ft. Wayne Railway. — It is reported 
that this company has been organized to build an electric 
railway from Defiance, O., to Ft. Wayne. Ind., and that it has 
secured an 8-mile section of the old Wabash & Erie canal 
as right of way. A branch is to be built from Tate's Landing 
to Paulding, O. 

Edmonton (Alberta) Electric Railway. — City authorities 
estimate that this municipal road will be completed by Sep- 
tember, 1908 The total cost is estimated at $340,000. 

Evansville Princeton & Vincennes Interurban Railway, 
Princeton, Ind. — The new cut-off at .Maidlow has been finished. 
Grading on the new line from Bauer to Evansville has been 
completed and tracklaying is under way. 

Ft. Scott (Kan.) Gas & Electric Company. — This company 
will build several blocks of additional track south of Fern 
Lake park in oi'der to form a loop for the line to that point. 

Ft. Wayne & Wabash Valley Traction Company. — It has 
been decided to establish an amusement park at Falling 
Springs, a few miles north of Delphi, 

Ft. Worth, Tex.— Gid R. Turner is quoted at Ft. Worth as 
saying that arrangements are being perfected rapidly for con- 
struction of a road from that city to Mineral Wells, Tex. 

Franklin, la. — A meeting was held on July 6 to consider the 
projected electric railway from Columbus Junction to Keokuk, 
and to take steps to have the route pass through Franklin. 
George Vogt was chairman of the meeting. 

Hattiesburg (Miss.) Traction Company. — It is announced 
that cars and poles have been ordered and that five miles of 
road will be in operation within 60 days. 

Huntsville (Ala.) Railway Light & Power Company. — The 
Business Men's Club has requested this company to build an 
extension to the fair grounds. 

Illinois Traction Company, Champaign, III. — L. E. Fischer, 
general manager, writes that there is no truth in the report 
that this company projioses to build an electric railway from 
St. Louis east to Effingham and Vandalia, 111. 

Indianapolis Columbus & Southern Traction Company, 
Columbus, Ind. — Ballasting is under way between Columbus 
and Seymour. About one mile of the distance between these 
two points is still to be graded. 

Interborough-Metropolitan Company, New York. — The elec- 
trification of the First avenue surface line was begun on July 
10. An otlicial statement says: "Work was begun on the 
electrification of the First avenue line from the Harlem river 
to Fifty-ninth street." 

Joliet, III. — A new high-speed electric line connecting 
Joliet with Chicago is a project reported to be under coa- 
sideration by Chicago capitalists and interests identified wiili 
the .loliet Plainfield & Aurora Railroad. Right of way is 
being secured for the continuation of the line from New Lenox 
to Chicago, where it is announced it will enter the liusiness 
district over the tracks of the South Side Elevated Railroad. 
It is said that business interests of Aurora. 111., also are now 
endeavoring to secure entrance of the new line into that city. 

Kenosha (Wis.) Electric Railway. — Suits have been filed 
in the district court against A. C. Frost and the Kenosh i 
Electric Railway by property owners in Kenosha, to stop th.? 



Vol. XVIII, No. 3. 

further extensions of the line in that city. The complaint 
states that the city council had no authority to grant the 
franchise under which the company is making the extensions 
and that the tracks are being laid in such a way as to inter- 
fere with the rights of the property owners. 

Lehigh Valley Transit Company. — It is announced that a 
5-year agreement has been reached l)etween this company and 
the Philadelphia Rapid Transit Company, whereby cars of the 
Lehigh Valley from Allentown and Bethlehem will have their 
terminal at the Philadelphia Rapid Transit station at Chestnut 
Hill, instead of in front of the Wheel Pump hotel, as at present. 
By this arrangement the transfer of passengers will be greatly 

Lockeford, Cal. — The chamber of commerce is urging the 
construction of an electric railway. A public meeting was 
held recently to discuss the project and many citizens of Lodi 
and other near-by places were present. 

Lorraine (Md.) Electric Railway. — This company is build- 
ing a road 1% miles long from a connection with the United 
Railways & Electric Company at Dickeyville to Lorraine 
cemetery. It is controlled by the cemetery interests and 
will be operated by the United company. 

Mankato Electric Traction Company, Mankato, Minn. — We 
are officially advised that the grading on this company's local 
5-mile line in Mankato will be started on July 15. The inter- 
urban extensions will be begim next year. The trolley wire 
will be supported by span construction, and power will be 
purchased. The Knox Engineering Company, Fisher building. 
Chicago, has the contract for the work. W. L. Hixon, Man- 
kato, is president; W. D. Willard, secretary and treasurer. 

Metropolitan Street Railway Company, Kansas City, Mo. — 
The Columbia Construction Company of Milwaukee, Wis., has 
received a contract for the construction of about two miles of 
single track for this company for the extension of the Pros- 
pect avenue line from Thirty-first street to Thirty-ninth street, 
this being one of the series of contracts which this company 
has had from the Metropolitan during the past nine years. 
This spring the company completed the construction of the 
Twelfth street cable line and the reconstruction of the west end 
of the Minnesota avenue cable line, both into electric lines. Al! 
of the track construction of the Metropolitan Street Railway 
is now being built with 100-pound A. S. C. E. rail, in 60-foot 
lengths, as standard, spiked to white oak ties, laid on a foun- 
dation of six inches of crushed rock. Wherever the streets 
are paved the tracks and right of way are also paved with 
the same paving as is used in the street. In the case of 
Prospect avenue the paving foundation consists of 6% inches 
of Portland cement concrete, on top of which is placed 3 inches 
of asphalt, with brick toothing block laid next to the rail as 

Michigan United Railways, Lansing, Micli. — T. W. Atwood 
of the Northern Construction Company, organized to build the 
new line from Lansing to Jackson for the Michigan United 
Railways, is quoted as saying that if satisfactory arrange- 
ments can be made at Mason the road will be built and in 
operation by December 1. 

Middle Georgia Interurban Railway. — It is proposed to 
form this company with $200,000 capital stock in the begin- 
ning to build an electric railway connecting Griffin, Jackson, 
Mansfield, Plovilla and Social Circle, Ga. The following have 
applied for a charter: Charles P. Howe, Milledgevilie; 
William P. Smith, Plovilla: Charles P. Preston, Lawrence W. 
Roberts. Ralph E. Watson. James W. Preston, Charles F. 
Robert, Atlanta; Robert V. Smith, Samuel P. Smith, Plovilla; 
and Stephen J. Smith, Jackson. 

Milwaukee Electric Railway & Light Company. — In the 
decision of the Wisconsin railroad commission it is suggested 
that the Milwaukee city authorities take whatever action may 
be necessary for the immediate execution of the plans for con- 
struction of the new lines recommended by President John I. 
Beggs during the hearings on the Milwaukee service cases in 
February and March last. Mr. Beggs outlined at that time 
the extensions which he considers necessary to complete an 
ideal street railway system in Milwaukee. Eighteen new 
lines are recommended. 

Milwaukee Northern Railway, Port Washington, Wis. — 
W'. A. Comstock. the president, announces that a lease, extend- 
ing for three years if desired, has been secured on a building 
for terminal purposes at Fifth and Wells streets, Milwaukee. 
but that, owing to delays, the road will not be finished to Mil- 
waukee, as expected, by August 1. It is reported that even- 
tually the company may use the Milwaukee terminal of the 
Chicago & Milwaukee Electric Railroad. Practically all of the 
grading south of Port Washington is completed, and work will 
soon be started between Port Washington and Sheboygan. 
Track has been laid from a jioint about two miles north of 

Milwaukee to Grafton, and the equipment of the power house 
at Port Washington is being installed by the AUis-Chalmers 

Mitchell, S. D. — D. B. Miller of this city and others have 
returned from a trip to Marshall, Minn., which was taken for 
the purpose of investigating the territory through which an 
electric railway is planned. 

Mobile, Ala. — An electric road between this city and Pas- 
cagoula. Miss., 40 miles distant, is discussed. The road would 
pass through St. Elmo, Theodore, Grand Bay and Orange 
Grove, and would parallel the Louisville & Nashville Railroad. 
M. J. McDermott, C. D. Willoughby and Sidney Lowenstein of 
Mobile are said to be interested. 

Mt. Desert Transit Company, Bar Harbor, Me. — A contract 
for power tor a term of years has been closed with the Bar 
Harbor & Union River Water Company. The company will 
build an electric railway from Bar Harbor to Ellsworth, with 
a branch to Southwest Harbor, Me. John S. Kennedy of New 
York, president. 

New York Auburn & Lansing Railroad, Auburn, N. Y. — 
H. A. Clarke, chief engineer, writes that eight miles of track 
has been laid this year from Myers to North Lansing, N. Y. 
The road is under construction from Auburn to Ithaca, N. Y., 
and track has been laid as far as North Lansing, leaving 12 
miles, from North Lansing to Ithaca, yet to be laid. The part 
now completed is being operated by steam, but the entire line 
is to be operated later by the third-rail electric system. 

Northern Texas Traction Company, Ft. Worth, Tex. — Pre- 
liminary surveys for the construction of the Ft. Worth-Cle- 
burne interurban line of this company have been completed 
and a large portion of the right of way secured. It is stated 
that as soon as Stone & Webster of Boston, Mass., signify 
approval of the plans for the route work will be started and 
the line completed probably within a year from the time orders 
are received to begin work. 

Ocean Shore Railway. — J. Downey Harvey, president, 
San Francisco, Cal., is quoted as saying that the operation of 
cars will be begun in August. 

Ohio & Southern Michigan Interurban Railway, Kala- 
mazoo, Mich. — It is reported that a franchise has been secured 
in Camden, and that citizens of Frontier, Mich., have been 
asked for a bonus of $4,000 and right of way for a distance of 
12 miles. 

Oklahoma City, Okla. — George Silsby of Saginaw, Mich., Is 
said to have completed plans for financing an electric railway 
between Oklahoma City and Norman, Okla. 

Oshkosh, Wis. — By the purchase of the Winnebago Trac- 
tion Company's Interest in the 14-mile line between Neenah 
and Oshkosh, the Wisconsin Light Heat & Power Company 
has secured a through line from Kaukauna to Oshkosh. It is 
said that $250,000 was paid for the property. 

Oswego (N. Y.) Traction Company. — A petition has been 
filed with the city authorities for approval of some changes in 

Paducah (Ky.) Traction Company, — Construction of the 
new line to Gregory Heights is actively under way. 

Philadelphia & Westchester Traction Company. — The new 

line of this company extending from the union station at 
Sixty-ninth and Market streets to CoUingdale, where connec- 
tion is made with the Darby and Chester division of the Phila- 
delphia Rapid Transit Company, was opened for traffic on 
July 15. Connection also is made at Clifton with the Delaware 
County & Philadelphia Electric Railway for all points between 
Angora and Media. 

Redondo, Cal. — It is stated that H. E. Huntington has se- 
cured I'ight of way through government land and other prop- 
erty between Redondo and San Pedro, which it is believed is 
a preliminary step toward the construction of a coast line 
connecting these two ports and the Crescent Bay district with 
the Wilmington and Alamitos Bay. 

Sacramento (Cal.) Electric Gas & Railway Company. — Re- 
construction of the G street line will be finished soon, and 
work will be begun then on the P street line. Heavier rails 
will be laid. 

St. Johns Light & Power Company, St, Augustine, Fla. — 
Plans for an extension' are under way. 

St. Louis Terre Haute & Quincy Traction Company, Pitts- 
field, III. — Edward Yates, president, writes that a survey from 
Taylorville to Quincy, 111., has been completed and that rapid 
progress is being made in securing franchises and the right 
of way. It is expected that funds for construction will be 
available on or before September 1, 1907. 

July 20, 1907. 



Salisbury, N. C. — It is reported thcat plans are l)eing made 
for an electric railway from Salisbury. N. C, to South River, 
nine miles, and to Buckville and to Pooleeniee, N. C. A park 
Is to be built at South River, and the road is to handle freight 
and passenger traflic. 

Sapulpa, I. T. — The Business Men's T^eague is said to have 
made arrangements with E. C. Reynold.s and others for the 
construction of an electric railway to the oil fields southeast 
of the city. 

Sioux City (la.) Traction Company. — Sixty-pound steel 
rails are being laid on the Riverside line, replacing 4t)-pound' 

Springfield & Southeastern Traction Company. — C. F. Ter- 
hune. chief engineer, is quoted at Decatur, III., as saying that 
grading has been begun. The road is projected from Taylor- 
ville to Springfield. J. D. Beardsley is the contractor. 

Terre Haute Indianapolis & Eastern Traction Company, 
Indianapolis. — Improvements, including a new i)assenger and 
freight station, will be made at Newcastle, Ind. 

Texas Midland Railroad, Terrell, Tex. — It is reported that 
the Texas Midland is considering the installation of a protected 
third rail for the operation of its 125-mile railway. This com- 
pany now has 17 steam locomotives and 397 cars. E. H. R. 
Green, president, general manager and purchasing agent, will 
take charge of the electrification work. 

Toledo Railways & Light Company, Toledo, O. — This com- 
pany will lay double tracks in the center of lower Summit 
street, between Ohio and Michigan streets, some time this 
summer. This will give it practically a double-track line to 
the Casino and result in an improvement in its present sched- 
ules between Toledo and Toledo Beach and Point Place. 

Trenton (N. J.) Street Railway. — This company will build 
a line to Allentown, N. J. P. E. Hurley, general manager, is 
quoted as saying that work will be begun as soon as esti- 
mates for construction and material are received. 

United Railways of St. Louis. — It is reported that a new 
bridge will be built at Kirkwood by this comi)any and the 
Missouri Pacific Railroad jointly. 

Utah Light & Railway Company. — As an experiment, this 
company has laid steel ties for one mile in Salt Lake City. 

Vallejo Benicia & Napa Valley Railroad, Napa, Cal. — h. .1. 
Perry, general manager, is quoted at Vallejo as saying that a 
line will be built to Sacramento. It is reported that this com- 
pany and its subsidiary road, the San Francisco Vallejo & 
Napa Valley Railway, will build one or more steamers to carry 
passengers between Vallejo and San Francisco. 

Waco, Tex. — Dr. T. M. Barnes of Ft. Worth is quoted as 
saying that active steps toward construction of the proposed 
road from Waco to Temple and Marlin will probably be taken 

Walla Walla, Wasli. — It is announced that the directors 
of the Walla Walla County Fair Association will apply for a 
franchise to build an electric railway from some connecting 
point on the city line to the fair grounds. The object is to 
have the line in readiness for the fall fair business. A tem- 
porary organization, with the following officers, has been 
effected: Judge Brents of the superior court, president; A. C. 
Van de Water, secretary; Grant Copeland, vice-president; di- 
rectors, Frank Singleton, Eugene Tausick. Robert H. Johnson. 
Samuel Drumheller. W. A. Ritz and M. Toner. 

Youngstown & Ohio River Railroad. — It is reported that 
grading and tracklaying in Leetonia have been finished. Con- 
struction of the station building has been begun. 

Personal Mention 


Cleveland Southwestern & Columbus Railway Company. — 
This company will spend about $40,000 in the construction of 
a power house, to be located at a point between Lorain and 
Elyria, O. 

Illinois Traction System. Champaign, III. — This company 
began construction of its new power house at Peoria on July 
4, 1907. The Peoria plant will develop about .'>.400 horse- 
power. The installation consists of two 2,000-kilowatt steam 
turbo-generators. A new substation, which is under construc- 
tion at White Heath, will contain a 300-kilowatt electrical in- 
stallation. It is expected that this substation will be com- 
pleted by September 1. 

Kansas City (Kan.) Western Railway Company. — It is an- 
nounced that this company will spend between $:;oo.000 and 
1400,000 for the construction of a new power house, which will 
be located in Kansas City, Walcott or Leavenworth. 

Mr. J. L. Adams, manager of the central district of the 
Indiana Columbus & Eastern Traction Company, has changed 
his headquarters from Dayton to Springfield, O. 

Mr. John F. Pulliam has resigned his position as train- 
master of the Grand Rapids Grand Haven & Muskegon Rail- 
way at Fruitport, Mich., to become connected with an electric 
interurban line in Wisconsin. 

Mr. T. W. Atwood, counsel for the Michigan United Rail- 
ways, has been elected president of the Northern Construc- 
tion Company, an allied corporation, which it is announced 
will complete the Jackson-Lansing division of this railway. 

Mr. Perry A. Randall, Ft. Wayne, Ind., has been elected 
to succeed Mr. G. A. Wulkup as president of the Ft. Wayne & 
South Bend Railway. Mr. J. H. Grisamer of Churubusco. Ind., 
will act as temporary secretary in place of Mr. W. F. Dinnen, 

Mr. William J. Wilgus, vice-president of the New York Cen- 
tral, who has been in charge of the work in the electric zone 
and the terminal improvements at the Grand Central station. 
New York, has resigned, his resignation to take effect on 
October 1. 

Mr. W. S. Mendon has been appointed chief engineer of 
the Brooklyn Rapid Transit system, succeeding Mr. Dow S. 
Smith, who resigned recently. Mr. Menden formerly was 
general superintendent of the Metropolitan West Side 
Elevated Railway of Chicago, resigning in November. IftO.j, 
to become chief engineer of the Brooklyn Rapid Transit Com- 

Mr. John S. Kennedy of Corning was on July 16 appointed 
secretary to the public service commission for the second 
district. Mr. Kennedy was the secretary of the former rail- 
road commission. He is a native of Corning, and served in 
various capacities in the city government until 1S99. when 
he was appointed postmaster of Coming. 

Mr. F. K. Parke, who for some time past has served the 
board of supervising engineers of Chicago as auditor and ex- 
pert accountant, has been appointed secretary of the board. 
Mr. L. R. Acton, formerly western manager for Gunn. Rich- 
ards & Co., public accountants of New York City, will suc- 
ceed Mr. Parke as auditor and will also act as assistant secre- 

Mr. Henry G. Paget, for the past two years superintendent 
of the Sheboygan (Wis.) Light Power & Railway Company's 
local lines in Sheboygan and Plymouth, will, in addition to his 
present duties, act as superintendent of the Milwaukee North- 
ern Railway, with headquarters at Cedarburg. Wis. The ap- 
pointment is effective on August 1.5 under the arrangement for 
consolidated management of these companies effected several 
weeks ago. 

With the approach of the opening of traffic on the elec- 
trical section of the New York division of the New York New 
Haven & Hartford Railroad from Woodlawn. N. Y.. to Stam- 
ford. Conn., announcement is made by Vice-President Henry 
of the following appointments; Mr. H. Gilliam will be elec- 
trical superintendent, with headquarters at Stamford. His 
jurisdiction will extend over the lines, power houses and 
electric locomotives on the New York division. Mr. C. L. 
Peterson will be chief engineer at the power station at Cos 
Cob; Mr. J. C. Welch will have charge of the maintenance of 
electric locomotives, and D. E. Tyree will be electrical in- 

Mr. Raymond H. Smith, general superintendent of the 
Connecticut Railway & Lighting Company. Bridgeport. Conn., 
as announced in the Electric Railway Review of July 13, has 
been appointed general manager of the Albany & Hudson 
Railroad, succeeding Mr. William Darbee, who. on September 
1 will become assistant general manager of the Consolidated 
Gas Electric Light & Power Company of Baltimore. Md. Mr. 
Smith was born in Providence. R. I., in 1S79. In January. 
1S9S. he entered the service of the Waterbury Traction Com- 
pany as clerk and later was transferred to the electric and 
railway departments, where he remained until July. 1901, 
when he was appointed purchasing agent and private secre- 
tary to the general manager, with headquarters at Bridge- 
port. In October. 1902, he became superintendent of trans- 
portation and three years later was appointed superintendent 
of the entire Bridgei)orl division of the Connecticut Railway 
& Lighting Company. During the period of Mr. Smith's 
connection with this company it has undergone several 
changes in name. It formerly Was known as the Waterbury 
Traction Company, which, with the Bridgeport Traction Com- 



Vol. XVIII, No. 3. 

Dow S. Smith. 

pany. was absorbed by the Connecticut Lighting & Power 
Company. This in turn was taken over by the Connecticut 
Railway & Lighting Company, which later was merged into 
the Consolidated Railway Company, and recently has been 
known as the Connecticut Company. In his new position 
as general manager of the Albany & Hudson Railroad, effec- 
tive on August 1, Mr. Smith will have charge of 40 miles of 
interurban third-rail line operating between Hudson and 
Albany, as well as the city lines in Hudson and gas and 
electric lighting plants which furnish lights to eight large 
towns between Albany and Hudson. Mr. Smith recently was 
presented with a diamond stud as a mark of esteem from 
the employes of the road which he is leaving. 

Mr. Dow S. Smith, whose resignation as general super- 
intendent of the Brooklyn Rapid Transit Company was noted 
last week, was bom in .June, ISti", and is a graduate of the 
University of Minne- 
sota. After completing 
the mechanical and en- 
gineering course of 
that university in 18S8, 
he became superintend- 
ent of construction of 
the West Superior Iron 
& Steel Company, and 
in 1893 went to the St. 
Paul City Railway, 
where he held various 
positions until made su- 
perintendent of that 
line, since merged witli 
the Minneapolis city 
lines into the Twin City 
Rapid Transit Com- 
pany. In 1902 he re- 
signed to accept serv- 
ice with the Brooklyn 
Rapid Transit Com- 
pany, and during the 
past five years has been 
the operating head of 
the lines comprising 
that extensive system. 
Mr. Smith, although admittedly having one of the most diffi- 
cult operating problems of its kind in America, has made a 
record that is quite exceptional. Under his operation the cost 
of mileage was very materially reduced, and during this period 
the gross receipts increased in five years from $12,000,000 
to $19,000,000. Under his guidance as president the Brooklyn 
Rapid Transit Employes' Benefit Association has been built 
up until it has now 7,000 members and $40,000 in its treasury. 
Mr. Smith will be succeeded by Mr. W. S. Menden, formeriv 
of Chicago, and for the past two years chief engineer of the 
Brooklyn Rapid Transit system. 

Mr. Howard C. Fritsch has recently resigned as division 
superintendent of the Eastern Pennsylvania Railways Com- 
pany and manager of Manila Grove Park, at Lansford, Pa., 
to engage in the suburban real estate business at Narberth, 
Pa. Mr. Fritsch was assistant superintendent of the Tama- 
qua & Lansford Street Railway at Lansford for two years 
previous to July 1, 1906, when that road was consolidated 
with the Pottsville Union Traction Company and various 
light companies in Schuylkill county by ,1. G. White & Co. of 
New York, under the name of the Eastern Pennsylvania Rail- 
ways Company, and Mr. Fritsch was appointed division super- 

Mr. William L. Derr, superintendent of the Chicago & 
Alton Railroad at Bloomington, 111., has resigned to become 
general su|)erintendent of the New York City Railway, with 
headquarters at 761 Seventh avenue. New York City, effective 
on July 1 as annoimced in the Electric Railway Review of 
July 6, 1907. He was educated in the private and public 
schools of Havre de Grace, Md., and at Polytechnic College at 
Philadelphia, Pa. He entered railway service in 1876 and since 
that time has held the following |)ositions: From 1876 to 1878, 
assistant engineer Susquehanna bridge, Philadelphia Wil- 
mington & Baltimore Railroad: 1878 to 1 880, in maintenance 
of way department Pittsburg Cincinnati & St. Louis Railway; 
1880 to 1883, assistant engineer maintenance of way New York 
& New England Railroad, in charge of relocation of the line 
between Boston and Newburg; 1883 to 1884, roadmaster Woon- 
socket & Valley Falls division, and 1884 to 1886, assistant su- 
perintendent Woonsocket division of this road; 1886, road- 
master Buffalo division New York Lake Erie & Western Rail- 
road, and from 1886 to 1888, roadmaster of its Delaware divi- 
sion; 1888 to 1889, assistant superintendent Susquehanna divi- 
sion; 1889 to 1890, superintendent Jefferson division, and 1890 
to March, 1899, superintendent Delaware division Erie Rail- 
road at Port Jervis, N. Y.; March, 1899, to August. 1901, super- 

intendent Susquehanna division at Elmira, N. Y.; August, 
1901, to May, 1903, superintendent New York division; May, 
1903, to March. 1905, chief engineer of this road; March, 1905, 
to February 15, 1907, superintendent Hartford division New 
York New Haven & Hartford Railroad at Hartford, Conn. On 
February 15, 1907, he was appointed superintendent of the 
Chicago & Alton Railroad at Bloomington, 111., where he has 
remained until the present time. The following heads of de- 
partments will report to Mr. Derr; Superintendent of trans- 
portation, general master mechanic, engineer of maintenance 
of way, superintendent of buildings, superintendent of elec- 
trical car houses and the master mechanic of the One Hun- 
dred and Forty-sixth street shop of the company. Mr. Derr 
will report to Mr. Oren Root, Jr.. vice-president and general 

Mr. John Z. Murphy, chief engineer and electrician of 
the Chicago Union Traction Company, has been appointed a 
member of the board of supervising engineers, in charge of 
the rehabilitation of the Chicago traction pro|)erties. Mr. 
Murphy, who represents the Union Traction company on the 
board, was made chief engineer and electrician of the We;:t 
Chicago Street Railroad in 1889, and when the Union Traction 
company was formed to acquire the west and north side lines 
he was promoted to the position which he now holds. The 
appointment of Mr. Murphy completes the organization of the 
board, the other members of which are Mr. Bion J. Arnold. 
Mr. Harvey B. Fleming and Mr. Charles V. Weston. 

Mr. Edward B. Kirk, who, as announced in the Electric 
Railway Review of July 6, 1907, has been appointed gen- 
eral manager of the Sterling Dixon & Eastern Electric Rail- 
way and the Lee County Lighting Company, with headquar- 
ters at Dixon 111., is a graduate in electrical engineering of 
Purdue LTniversity, class of 1897. For several years he was 
superintendent of the Jacksonville (111. ) Railway, and was later 
electrical engineer and master mechanic of the Grand Rapids 
Grand Haven & Muskegon Railway at Grand Haven, Mich. 
To accept the new position he resigned as vice-president and 
general manager of the Winnebago Traction Company, of 
Oshkosh, Wis. He succeeds Mr. Henry C. Higgins, who 
has resigned to become connected with a gas and electric com- 
pany at Gadsden, Ala., and expects to assume his duties at 
Dixon as soon as his successor on the Winnebago Traction 
Company has been appointed. 

Dr. William Freeman Myrick Goss has resigned as dean 
of the schools of engineering and director of the engineering 
laboratory, Purdue University, Lafayette, Ind., to become dean 
of the college of engi- 
neering. University of 
Illinois, Champaign, 111. 
Dr. Goss was born at 
Barnstable, Mass., on 
October 7, 1859. After 
a course at the Massa- 
chusetts Institute of 
Technology, he went 
to Purdue in the fall of 
1879 and organized the 
department of practical 
mechanics, of which he 
ever since has been the 
head. Dr. Goss is very 
widely known in the 
railway field by reason 
of the extended investi- 
gations of locomotive 
performance which he 
has conducted at the 
Purdue laboratories 
during the last 16 years. 
The principal results of 
Dr. Goss' work on the 
locomotive were pub- 
lished recently in his ■ 

"Locomotive Performance." Other valuable contributions to 
the science of railway mechanical engineering have been 
made through committee reports, discussions and papers, pre- 
sented before the Master Car Builders' and Master Mechanics' 
associations and various railway clubs. More than any other 
man who has been engaged primarily in university educational 
work. Dr. Goss has been identified with the practical affairs 
of railways and is recognized as an authority of the highest 
standing in matters pertaining to the mechanical department. 


R. F. Gottschalk, president of the Columbus (Ind.) Street 
Railway & Light Company, was killed by a live wire on July 
11, in an attempt to splice a broken trolley wire in the street 
near his home. He was about 45 years of age and had been 
president of the street railway company for 15 years. 

Dr. William Freeman Myrick Goss. 

July 20, 1907. 


Financial News 

Barre & Montpelier Traction & Power Company, Barre, 
Vt. — At the annual meeting of stockholders on July 11 the fol- 
lowing directors were elected: F. M. Corry, E. H. Deavitt, 
I. M. Frost and T. J. Deavitt of Montpelier, and H. K. Bush 
and D. M. Miles of Barre. The following officers have been 
elected: President, F. M. Corry; vice-president, H. K. Bush; 
treasurer, clerk and secretary, E. H. Deavitt; general manager, 
I. M. Frost; superintendent, F. H. Andrus. 

Birmingham (Ala.) Railway Light & Power Company. — 
On account of the expense of the strike, the semi-annual divi- 
dent on the common stock was not declared. The previous 
dividend, payable in Januai-y, was 2V2 per cent. The usual 
semi-annual dividend of ", per cent on the preferred stock was 

Chicago Electric Traction Company. — The date set for 
sale of the propertx' under the foreclosure proceedings is 
July 29. 

De Kalb Sycamore & Interurban Traction Company, De 
Kalb, III. — A certificate of an increase in stock from $100,000 
to $1,. 500, 000 has been filed with the secretary of state. 

Fort Dodge Des Moines & Southern Railway, Boone, la. — 
This company has increased its capital stock from .$2,500,000. 
comprising $1,500,000 common stock and $1,000,000 preferred, 
to $6,700,000. of which $1,200,000 is preferred and is outstanding 
and $5,500,000 is common stock, of which $2,000,000 is outstand- 
ing. A first mortgage to secure an issue of $3,500,000 of 5 per cent 
bonds, issuable at $14,000 per mile, of which $2,200,000 bonds are 
outstanding, has been authorized. There have also been is- 
sued $2,800,000 refunding mortgage 5 per cent 30-year bonds, 
issuable at $17,000 per mile. The refunding mortgage bonds 
are limited to $6,500,000, of which $3,500,000 bonds are avail- 
able only upon retirement of the first mortgage bonds of an 
equal amount. The Newton & Northwestern Railroad is con- 
trolled by the Ft. Dodge Des Moines & Southern road through 
the ownership of $2,000,000 common stock, $500,000 preferred 
stock, $600,000 funding mortgage bonds, and over 75 per cent 
of the $2,460,000 first mortgage bonds. A description of this 
property was published in the Electric Railway Review of May 
25, 1907, page 672. 

Glasgow Corporation Tramways. — The annual report for 
the year ended May :n. 1907. gives the following summary 
of results: Single miles of line open for traffic (average 
during year), 1681/2; total borrowing powers, £3,100,000; bor- 
rowing powers exercised, £2,227,352; unexhausted borrowing 
powers, £872,647; capital expenditure, £3,104,060; popula- 
tion served, £1,050,000; traffic revenue, £887,380; total reve- 
nue, £895,841; working expenses, £485,256; interest on capi- 
tal, £63,769; sinking fund, £49,776; net balance, £70,279. 
The net balance was disposed of as follows; Special depre- 
ciation, £45,000; general reserve fund, £25,279. The per- 
centage of working expenses to total receipts was 54.17 per 
cent. The total mileage was 20.350,367, car hours amounted 
to 2,779,720, and there were 224,063,098 passengers carried. 
The average traffic revenue per mile of single track was 
£5,035. and per capita it was 16s., lid. Other statistics were 
as follows: Average total revenue per car mile, 10.565d.; 
average car miles per day per car, 101.20; average car hours 
per day, 7,615.67; average working expenses per car mile 
(including jiower works cost), o.721d.; total amount of sink- 
ing fund, £547,378; amount of sinking fund applied in reduc- 
tion of debt, £547,378; amount of general reserve fund, £42,- 
851 : amount of depreciation and permanent way renewals 
fund. £1.079,252. To the deiireciation and permanent way 
renewals fund there was devoted 18.73 per cent of the total 

Hattiesburg (Miss.) Traction Company. — This company 
has absorl)ed the Hattiesburg Light & Power Company and 
the Hattiesburg Gas Company. The capital stock of the 
enlarged company will be $500,000. 

Illinois Traction Company. — Julius Christensen & Co. of 
Philadelphia are offering for sale a block of the first mortgage 
5 per cent sinking fund bonds of the St. Louis & Springfield 
Railway Company, guaranteed, principal and interest, by the 
Illinois Traction Company. The bonds are a first lien on 60 
miles of road built on i)rivate right of way, at the rate of 
$25,000 a mile, forming iiart of the through line from Spring- 
field, 111., to St. Louis. .Mo. St. Louis & Si)ringfield earnings for 
the year to June :!0. ]rMi7. were as follows: Gross earnings 
$275,107; operating expenses, $160,626; net earnings, $114,481; 
Interest on outstanding bonds, $76,000. 

interurban Railway & Terminal Company, Cincinnati. — It 
is rumored that this company will be combined with the 
Cincinnati & Columbus Traction Company and the Cincinnati 
Georgetown & Portsmouth Railroad. The three companies 
operate a total of about 20S miles of road. 

Meridian (Miss.) Light & Railway Company. — An amend- 
ment to the charter has been filed, jiroviding for an increase 
in the capital stock to $2,000,000. 

Milwaukee Electric Railway & Light Company. — The 
common stock of this conn>any has been increased from $15,- 
000,000 to $20,000,000. The capital stock of the Milwaukee 
Light Heat & Traction Company, the controlled line, has 
lieen increased from $1,000,000 to $30,000,000. 

New York Auburn & Lansing Railroad. — A hearing was 
held on July 16 before the ijublic service commission on the 
application of this company for consent to issue a mortgage 
for $2,000,000. It was explained that the company desired to 
apply one-half of this amount to the refunding of outstanding 
bonds and the proceeds of the balance to the work of double- 
tracking the 37 miles of its road from Auburn to Ithaca, and 
to change the motive power from steam to electricity under 
the third-rail system. The decision of the commission was 

New York City Railway.— An additional $617,000 first con- 
solidated mortgage 4 jier cent bonds of the Third Avenue Rail- 
road Company, a subsidiary road, have been listed on the New 
York stock exchange, making a total of $7,560,000. The $617.- 
000 bonds were issued against an equal amount of the second 
mortgage income bonds of the Forty-second Street Manhattan- 
ville & St. Nicholas Avenue Railway, which have been de- 
posited with the trustee under the consolidated mortgage. 

Pittsburg (Kan.) Railway & Light Company. — Control of 
this ccmpany has been acquired by the Joplin & Pittsburg 
Street Railroad of Joplin, Mo. It is reported that a new 
company may be organized to take over the combined inter- 

Public Service Corporation of New Jersey. — The property 
and franchises of the United Electric Company of New Jersey 
have been leased for 999 years. The lease i)rovides for the 
division of $400,000, estimated to be the surpkis cash assets 
of the United Electric Company, and then a rental of 3 per 
cent for two years, 4 per cent for the next two years and 5 
per cent annually thereafter. The Public Service Corporation 
owns approximately 98 per cent of the United Electric stock, 
and President Thomas N. McCarter of the former corporation 
says that the rentals were agreed upon with special regard 
for the "rights of the 2 per cent of stock of the United Electric 
Company not owned by the Public Service. Every precaution 
was taken to see that all stockholders should share equitably 
in the present surplus and anticipated earnings for years to 
come. The leasing of the United Electric Company to the 
Public Service Corporation will result in great advantage to 
both companies from operating, accounting and jiractical stand- 

Rutland (Vt.) Railway Light & Power Company. — Gross 
earnings for all departments of this company in the fiscal year 
ended June 30, 1907, were $229,392. or $42,130 above the pre- 
vious year. The total expenses were $132,930. an increase of 
$14,710, and the net earnings amounted to $96,462. or $27,420 
above the record for the previous fiscal year. The Rutland 
Railway showed net earnings last vear of $49,997. an increase 
of $9,034. 

United Railroads of San Francisco. — The proceeds of the 
notes which are to be issued by the United Railways Invest- 
ment Company, controlling this company, will be used to pro- 
vide funds for the payment of cars and for other liabilities 
contracted by the United Railroads of San Francisco in recon- 
struction of the property and for other corporate purposes. 

Dividends Declared. 

Brooklyn City Railroad, quarterly, 2"^ per cent. 

Columbus Railway, preferred, quarterly, H4 per cent. 

Grand Rapids (Mich.) Railway, preferred, quarterly, 1% 
per cent. 

Houston (Tex.) Electric Company, preferred, semi-annual, 
3 per cent. 

Jacksonville (Fla.) Electric Company, common and pre- 
ferred, semi-annual, 3 per cent. 

Milwaukee Electric Railway & Light Company, preferred. 
quarterly. 1'/^ per cent. 

Montreal Street Railway, quarterly, 2Vi per cent. 

New Orleans City Railroad, common, annual, three- 
fourths of 1 per cent; preferred, semi-annual, 2Vi per cent. 

United Traction Company. Pittsburg, preferred, semi- 
annual, 2\^ per cent. 



Vol. XVIII, No. 3. 

Manufactures and Supplies 


Milford & Uxbridge Street Railway, Milford, Mass., offi- 
cially denies that it is in the market for two 30-toot closed car 
bodies, as reported. 

La Crosse City Railway, La Crosse, Wis., has ordered 
four double-truck cars from the St. Louis Car Company. De- 
livery is to be made by August 1. 

Illinois Tunnel Company, Chicago, has placed an order 
with the .lettrey Manufacturing Company. Columbus, O., for 
2f> electric locomotives. Delivery is to begin next winter. 

Bristol Belt Line Railway, Bristol, Tenn.-Va.. officially 
advises us that it will be in the market within the next 10 
days for one open and one closed car, 18 to 22 feet long. 

Utah Light & Railway Company, Salt Lake City. Utah, 
which was reported to have placed an order for 62 cars 
with the St. Louis Car Company, officially states that the 
contract has not yet been awarded. 

Toledo Railways & Light Company, Toledo, O., has just 
finished building a large semi-convertible car at its own shops. 
The company, it is reported, is contemplating putting in a 
woodworking i)laut in its Central avenue shops and making 
all its own rolling stock hereafter. 

San Jose & Santa Clara County Railroad, San Jose, Cal., 
which was reported to have ordered 12 cars, in the Electric 
Railway Review of June 22, officially advises us that the 
St. Louis Car Company received the contract. The cars are 
to be semi-convertible pattern, California type, 50 feet long 
over all, 9 feet wide and SVz feet from floor to ceiling. 
They will be mounted on double trucks made by the St. Louis 
Car Company, with 6-foot 4-inch wheel base and 36-inch 
wheels. The cars will be equipped with 4GE motors of 100 
horsepower each. 


Washington Water Power Company, Spokane, Wash. — 
This company has secured property in Cheney, Wash., and is 
making arrangements to build a station, 26 by 89 feet, with 
a freight platfrom 28 feet long. 

Chicago South Bend & Northern Indiana, South Bend, 
Ind. — This company, it is reported, has prepared plans for a 
1-story brick and stone passenger station at Michigan City, 
Ind. It is to be 160 by 2.5 feet, and will cost about $8,000. 

Cleveland Southwestern & Columbus, Cleveland, O. — This 
company's new sho|is at Elyria. O., have been opened for 
operation and the machinery from the old shops installed. 
The new shops cost about ?80,000 and are modern in every 

Schoepf Syndicate, Cincinnati, O. — This company, which 
operates the Lima (O.) city lines and several interurban roads, 
has asked for permission to build a central interurban station 
there in the public square at a cost of $50,000. The city is 
to get an annual rental of $3,000. 

Charlotte Consolidated Construction Company, Charlotte, 
N. C. — Thi.s company has had plans prepared for the erection 
of an office building and interurban station, two stories high 
and basement, 40 by 12.5 feet. It will be of steel and rein- 
forced concrete construction, with front of enameled brick. 

Oregon Electric Railway, Portland, Ore. — This company 
has purchased a triangular piece of the block bounded by 
Front, Water, Jefferson and Columbia streets, and will erect 
on it a 1-story station which will have frontage on three 
sides. Plans have not yet been completed, but are being 
hurried and bids will be asked shortly. The station is to be 
constructed of brick, supported by iron columns. The remain- 
ing portion of the block will be utilized for freight houses. 


Colonial Sign & Insulating Company, Akron, O., reports 
that it is making 10,000 third-rail insulators for the New York 
Central Railroad. 

Charles S. Powell, general agent of the Westinghouse 
Electric & Manufacturing Company, with headquarters in 
New York, has resigned and the office has been abolished. 

New York Car Wheel Company, Buffalo. N. Y., has elected 
Solomon Ginsburg president to succeed the late Joseph H. 

Berry. W. G. Smith has been elected vice-president and 
J. A. Venable secretary and treasurer. 

A. S. Blanchard has been appointed assistant to the presi- 
dent of the Atha Steel Casting Company. Newark, N. J. Mr. 
Banchard was formerly manager of the steel casting depart- 
ment of the Wellman-Seaver-Morgan Company, Cleveland. 

Central Inspection Bureau, 17 State street. New York, 
has just completed the inspection of a number of freight and 
passenger cars for the Pacific & Idaho Northern Railroad at 
the Jeftersonville plant of the American Car & Foundry 

Union Switch & Signal Company, Swissdale. Pa., is pro- 
gressing rapidly on the addition to its works. The grading of 
the site of the new building is completed and the foundations 
are now under way. It is expected that work on the steel 
structural part will be commenced within 10 days. 

Southern Indiana Electric Company, New Albany, Ind., has 
been organized to engage in the manufacture of electrical 
appliances. Capital stock, $5,000. The incorporators are 
Charles D. Knoefel and Frank Beaucond of New Albany; 
Robert S. Donaldson and Philip S. Pogue of Louisville. 

H. Milliken, who is a recent addition to the engineering 
staff of W. S. Barstow & Co., 50 Pine street. New York, has 
gone to the Portland. Ore., office of the company, where he 
will be resident electrical engineer. For two years past Mr. 
Milliken has been connected with the operating department 
of the New York Edison Company. 

American Engineering Company, Indianapolis, Ind., has 
compiled an interesting map of the interurban electric rail- 
ways in Indiana, Ohio and Michigan. The map, which is a 
blueprint 32 inches square, shows the roads in operation and 
under construction to date, and is valuable as a reference 
regarding the electric railways of this section. 

Yetman Typewriter Transmitter Company of New York, 
formed to manufacture typewriters, telegraph transmitters, 
automatic telegraph machines, etc., was incorporated in New 
York on July 12. The capital stock is $1,500,000, one-third of 
which is preferred stock bearing 6 per cent dividends. The 
directors are Samuel Johnston, Charles E. Yetman, William 
L. Williams and Gabriel Morton of New York, and James J. 
Stevenson of Oshkosh. Wis. 

B. F. Sturtevant Company, Boston, Mass.. reports the fol- 
lowing recent sales of electric generating sets: Electric Con- 
struction Company, Richmond, Va. : McCann Ice Plant, Phila- 
delphia, Pa.; Bethlehem Brewing Company, New Bethlehem, 
Pa.; Smith &. Hammond Lumber Steamers; Eberhard Faber 
Pencil Company, Brooklyn. N. Y.; Metric Metal Works. Erie, 
Pa.; Hanover National Bank building. New Y'ork City: Sedalia 
Ice Light & Fuel Company, Sedalia, Mo.; H. J. Kunzig, Phila- 
delphia, Pa.; and board of water supply. New York City. 

R, E, Fox, Jr., has resigned the management of the New 
York office of the Piatt Iron Works Company to become secre- 
tary and manager of the sales department of The Engineer 
Company, 111 Broadway, New York. Mr. Fox is a graduate 
of Cornel! University, and was prominent as manager of the 
southern territory of the Piatt Iron Works, which position 
he held for three years, with headquarters at Atlanta, Ga. 
He is a member of the American Society of Mechanical Engi- 
neers. The Engineer Company manufactures and installs the 
balanced draft system of furnace regulation. 

Stotts Signal Company, Omaha, Neb., has recently ar- 
ranged with the Stroud Machine Works of Omaha to com- 
mence at once the erection of a new plant for the manufacture 
of the Stotts automatic railroad signal, a device operating 
for the protection of trains on both single and double tracks. 
The officers of the company are: A. H. Lindley, Chicago, 
president; T. J. Mahoney, Omaha, viec-president; H. C. Stotts, 
Omaha, secretary-treasurer; E. S. Stotts. Omaha, general man- 
ager; F. H. Liscom, Omaha, superintendent of construction; 
L. O. Dickey, Omaha, chief electrician; R. A. Street, Omaha, 
mechanical engineer. 

Bellamy Vestlette Manufacturing Company of Cleveland, 
O., announces that it has established a plant at Toronto, Ont., 
for manufacturing its well and favorably known conductors' 
vestlettes. Hereafter all Canadian orders will be filled at the 
Toronto office, 265 Younge street. By this arrangement the 
excessive customs duty, which is 70 cents per garment, will 
be avoided, and the company will be able to supply the vest- 
lette to Canadian conductors at the same price paid by em- 
ployes of railroads in the United States. As a result of the 
opening of the new plant it is expected this company's product 
will become as popular in Canada as it is in the States. The 
manufacturing of goods at Toronto will be in charge of A. F. 

July 2(1, 1907. 



Westinghouse Electric & Manufacturing Company, Pitts- 
burg, Pa., is pushing tlie erection of its new 8-story steel 
structure with the utmost vigor. The contractors have given 
an assured guarantee that tlie building will be ready for 
occupancy by August 1. This will provide an additional 
250,000 square feet of floor siiace, to be utilized for the con- 
struction of details and KU|)plies, and should greatly relieve 
the congested conditions which at present exist in most of 
the departments at the East Pittsburg works, where every 
square foot of available space is now occupied. Most of the 
other Westinghouse companies are now making considerable 
additions to their works in order to increase their manu- 
facturing facilities. 

Garford Company of Elyria, O., general agent for the 
Shelby trolley poles, reports that the demands tor its products 
are gradually increasing and that it is enjoying a commend- 
able trade with the leading electric railroads. While the 
merits of such a small part of a car equipment as the trolley 
pole have not usually heretofore been carefully considered by 
the designers of cars it is now stated that because of the 
demonstrated long life of the Shelby pole more attention is 
being given to this small but very essential part. The Shelby 
pole, as is well known, is the only pole made from cold drawn 
seamless steel tubing. Because of its physical composition 
it is strong and durable and will not easily kink, break or get 
out of shape. These poles are made to fit any standard 
harp and base. 


liV I.. E. l)Rf.M.MOM). 


Interstate Engineering Company, Cleveland, O. — Circular 
No. 101, comprising advanced sheets of Bulletin No. S, pre- 
sents a birdseye view of the plant of this company at Bedford, 
O., and views of structures, the steel for which has been fur- 
nished by this company. 

Fox Machine Company, Grand Rapids, Mich. — Catalogue 
No. 70 is devoted to Fox universal trimmers. The publication 
is well printed and describes in detail the important features 
of the machine, many of which have been added since the 
publication of the last catalogue. 

General Electric Company, Schenectady, N. Y. — This com- 
. pany's catalogue of supplies for the year 1907 has just made 
its appearance. It supersedes the 1904 supply catalogue and 
is intended to be used to the exclusion of that catalogue in 
the placing of all supply orders. The catalogue is 8% by 
11 inches, comprises 4.30 pages, and contains a full list of 
General Electric supplies, and is profusely illustrated. An- 
nouncement is made to the effect that Calatogue No. 7601 
contains a complete list of General Electric railway supplies. 

Hicks Locomotive & Car Works. — This company has 
issued a 100-page book, 9V2 by 121/4 inches, which describes 
its plant and product. The book gives a brief account of 
the history of F. M. Hicks & Co. and their successor, the 
Hicks Locomotive & Car Works, and a short description of 
the company's plant at Chicago. The text is short and 
reliance is placed upon the illustrations to convey informa- 
tion as to the resources and products of the company. The 
publication is admirably executed from the typographical 
standpoint, and the large number of halftone engravings from 
photograi)hs gives a comprehensive idea of the work. 

Westinghouse Lamp Company. — The new catalogue of 
Westinghouse incandescent lamps, which has just been issued 
by this company, is the first to appear since the Sawyer- 
Mann Electric Company became the present comiiany. The 
Westinghouse Lamp Company builds incandescent lamps in 
all candle-pow-ers, voltages and efliciencies, and manufactures 
as standard, lamps of the characteristics mentioned in the 
catalogue. All the various styles of lamps are splendidly 
Illustrated and mention and illustration is also made of Edi- 
son, Thompson-Houston and Westinghouse bases and the 
T. H. Edison and Westinghouse-Edison adapters, manufac- 
tured by the company. 

Warren (Ariz.) Electric Railway. — Construction work on 
this company's 4-mile electric line from Warren to Bisbee, 
Ariz., by way of Bakerville and Lowell, is in progress. T^ie 
grading and tracklaying between these points, which were 
commenced last spring, are now completed, and one mile of 
overhead work has been finished between Warren and Haker- 
ville. The power house and substations are under construc- 
tion and work on the car barns will be started on August 1."). 
The bridges are of concrete and timber construction and the 
tracks are laid with SO-pouud rails. The rolling stock equi])- 
meut will consist of 10 cars. Haggott, Girrand, Smith Com- 
pany, Prescott. Ariz., is the principal contractor. E. G 
Minder, chief engineer, Bisbee, Ariz. The headquarters of 
the company are at Warren. L. W. Powell of Bisbee is presi- 

When threatened with a strike the most effective method 
of meeting it is iireparedness. This includes being in touch 
with a professional strike-breaker, arranging with him to have 
under immediate orders the required number of men to run 
the road and making proiier jireparations for a first-class com- 
missary and adequate, sanitary sleeping accommodations. 

The modern strike-breaker is a development, an out- 
growth of the struggle between capital and labor fomented 
by professional labor agitators. In former day;; deteccive 
agencies were called on at infrequent intervals lo furnish 
men as guards to |)rotect workmen who were willing to keep 
their positions. Later to this was added the task of furnish- 
ing men who were skilled workmen, but the infrequency of 
these calls made it unnecessary to compile lists of names of 
available strike-breakers. .Xowadays hardly a week goes by 
that a first-class agency is not called on to help break a 
strike. This has compelled these concerns to keep live lists 
of men in all trades who are willing to undertake work whic'n 
has been given up by men on strike. 

These men are recruited in various ways. An agency 
with a reputation for strike-breaking is constantly besieged 
by applicants for work of this nature, and the men whose 
names are put on the lists keep in touch with the agencies, 
giving their changes of address as they occur. A large card 
index is kept of these names, filed under trades and cities, 
and where a man is qualified in several trades his name is 
indexed under each trade. In addition to this method of get- 
ting names, advertisements frequently are put in daily papers 
for men desirous of open shop work in a particular trade. 
These men are sent for, are questioned and if acceptable 
their names are jiut on the list. 

At considerable cost these lists are kept up to date. The 
name of a man who fails to make good is cut out of the list 
and he can never again receive employment from the pa-- 
ticular agency blacklisting him. There is no end to the 
variety of trades represented in these names and any first- 
class strike-breaking concern has a complete equipment of 
men for kitchen, dining room and sleeping room work. 

A word in this connection will not be amiss. It is a 
truism that "An army travels on its stomach." This applies 
with especial force to strike-breakers. If the kitchen and 
dining room forces are not thoroughly trustworthy, all sorts 
of trouble is likely to come to the men breaking the strike. 
The food may be "doctored": or poorly cooked: it sometimes 
is slowly served until there is open dissatisfaction among the 
strike-breakers: in other words, there is an incipient strike 
among the strike-breakers. The wise manager turns the com- 
missary department over to the professional strike-breaker 
along with the other work of breaking the strike. 

A very serious problem in itself where large numbers of 
men are to be sheltered is the compliance with the sanitary 
law, and managers should familiarize themselves with all 
requirements of this kind. If they do not, they will surely 
find the local authorities after them in the most determined 
manner, and this cannot always be interpreted as sympathy 
with the striking workmen. Tne public health is often the 
first consideration, because an epidemic among a large body 
of men of this class, who are constantly spreading out amon.g 
the inhabitants of the city, is likely to work serious trouble 
to the community at large. 

With sleeping quarters in good sanitary condition and a 
first-class commissary department in .good working order. 
the strike-breakers are brought in. and the experience of the 
professional strike-breaker should be consulted as to how this 
can best be done. Such forces are best handled by repre- 
sentatives of the professional strike-breaker. The representa- 
tives should receive full instructions from the company ani 
should see that such orders are strictly carried out by the 
men. As soon as practicable a schedule of cars to be run 
should be made and the strike-breakers should man the cars, 
and run them. 

It is customary for the representative of the professional 
strike-breaker who is in charge of the barn to keep the time 
of all strike-breakers: that is. he should check up each day 
at the end of the day all of those men who have been ready 
and willing to work if called upon. A representative of the 
company should be present when this checlcing is done. Daily 
time sheets should be made with indelible pencil and should 
be signed by the representative of the company and the repre- 
sentative of the professional strike-breaker. It saves no end 
of confusion and trouble when the time for final settlement 

At the end of each week a check large enough to cover 
the payroll of the strike-breakers should be given to the 
professional strike-breaker, who settles with his men weeklv. 
usually holding back half a week. The reasons are twofold 
first, bookkeeping, and second, for disci|)line. 

A strike may be likened to a state of siege, and when 



Vol. XVIII, No. 3. 

strikebreakers are emplo.ved a contract is carefully drawn 
up with this in view and signed by both parties to it. All the 
conditions of the employment are carefully recited, and the 
pay which is given is not alone for the mere work which is 
done, but it is also for the faithful performance and the con- 
tinuing in the employment so long as the services are de- 
sired. The form of contract which has been used success- 
fully for many years by Drummond's Detective Agency has 
been thoroughly tested in the courts and has been sustained 
bv the supreme court of the state of New York. 

We will pass over the further details of handling the 
strike and come to the time when the comi)any has decided 
that tor its purposes the strike-breakers are no longer needed. 
Herein comes the advantage of having the strike-breakers in 
the employ of the professional strike-breaker. He receives 
his orders to quit, and immediately proceeds to take away tli-B 
men. This leaves the company free to deal with its old men 
should it see fit to do so. It is not hampered by a great body 
of men who have faithfully served it during its time of trouble 
and whom it feels it is under obligations to for future em- 
ploying. Instead, it is in the position of discharging one man 
at the end of his contract. The wear and tear of the con- 
stant strife betw^een defeated strikers working side by side 
with the men who have caused their defeat is avoided, anJ 
only such men as the company desires for its future employes 
need be considered. 



A system of collecting fares and registration in which the 
conductor has nothing to do with the registration or the 
money until the tare is registered is something of a novelty. 
This is, in a word, a description of the Rooke automatic 

>.; jj,.- A,^ 


The Rooke Register — Collecting Fares on a Crowded Car. 

i-egister and fare collector, manufactured by the Rooke Auto- 
matic Register Company of Providence, R. I., and which is 
illustrated in the accompanying engravings. 

The system is based upon the theory that the ideal system 
should provide for perfect freedom in handling collections, 
but should at the same time secure registration of all fares 
independent of the conductor. It should also guarantee the 
turning in of all fares collected and thus absolve the con- 
ductor from any suspicion of dishonesty, not only on the 
part of the company, but on the part of the passenger, and 
in securing this should impose no added or unreasonable duty 
upon either passenger or conductor. 

These points appear to be secured in the system under 
consideration, which is now in use upon the lines of the Rhode 
Island Company of Providence. 

As indicated in the illustrations, the device is simple, con- 
sisting only of a compact registering apparatus through which 
a chute runs from top to bottom. It fits comfortably into the 
hand w'hen in use tor collecting, the lower end of the chute 
resting in the palm of the hand. The passenger deposits his 
fare in the opening at the top. When the tare has entered 
the releasing mechanism is operated by the coin, and at the 
same time the entrance of the coin closes the passage. By 
the same action the lower end of the chute is opened to 
allow the coin to pass into the hand in which the register is 
held. During the same operation the fare is recorded and a 
bell is rung. When the coin has once entered the slot it 
cannot be removed, but must pass through the chute to the 
conductor's hand, while the closing of the entrance to the coin 
passage or chute after the receipt of the coin prevents another 
coin entering until the mechanism is reset by the conductor. 

This act of resetting is simply done by the conductor pressing 
a trigger with his index finger, and this act puts the register 
in position for recording the succeeding fare. At the same 
time it opens the enti'ance ready for the receipt of the next 
tare. The machine is so constructed that it cannot be tam- 
pered with in any manner without detection, a seal being 
attached to the inner mechanism. 

The totalizing register is fastened directly to the mech- 
anism, the figures showing through openings on the side of 
the case, which openings are covered by a heavy crystal. 
The mechanism is interlocked in such a way that the device 
cannot be used without turning the counters, and the con- 
nections are positive in action, not depending upon springs or 
ratchets. The totalizer numbers consecutively u|) to 100,000 

The Rooke Register — Presenting the Register for the Fare. 

and sets back automatically when that figure is reached. The 
totalizing counter is therefore never interfered with, the 
securing of the trip record being accomplished by merely 
recording the last number. 

It is the intention of the system to secure as fully as pos- 
sible the use of nickels in paying fares and to discourage the 
practice on the part of the passenger of requiring the con- 
ductor to make change tor coins or bills of larger denomination. 
It is, however, possible tor a conductor to make change with- 
out difficulty and to make use of both hands in doing so, since 
the register is retained in the hand by means of a ring through 
which the conductor passes his middle finger, and when both 
hands are required the register is allowed to turn upon the 
finger and drop, in much the same manner as the ordinary 
conductor's punch. The 
register may also be 
conveniently used with 
metal tickets which 
many roads use instead 
of paper tickets. The 
register will record the 
receipt of all such tick- 
ets in exactly the same 
manner as described in 
the case of nickels, but 
in addition the manu- 
facturers are prepared 
to supply a register 
with a separate record- 
ing device for metal 
tickets sold at a dis- 
count or of coins of 
other denominations 
than a nickel by a sepa- 
rate recording device 
which will show exactly 
the number of fares col- 

The manufacturer 
claims that by its use 
the entire difficulty at- 
tendant upon the use of 
transfers is obviated. 
Xo actual value at- 
taches to the transfers as such, but they are valuable 
solelv by reason of their connection with cash fares 
for which they were issued, being lost to the company 
when the fare was paid. It the original fare is registered, and 
the company has absolute certainty that this is so, there is 
no further consideration necessary as to the registration of 
transfers except merely as an incidental matter; in other 
words, thev form no part of the actual receipts of the com- 
pany, and a registration of transfers is useful only as deter- 
mining for the company's purposes the extent to which trans- 
fers may be used. For this reason ordinarily under this sys- 
tem transfers will be collected and given without registration. 
The number received may be reported at the end of each trip 
or in anv manner desired. 

In addition to insuring a complete registration of all fares 

The Rooke Register — Conductor's 

Strap and Bracket for Holding 

Register When Not in Use. 

July 20. 1907. 



collected the conii)an.v calls special attention to tiie fact that 
by the luse of this system the annoyance attendant uiron the 
use of the register cord or bar is obviated. In a crowded 
car considerable time is occupied by the conductor reaching 
for the register cord, and the tendency is for him to collect 
as many fares as he can conveniently hold in one hand before 
operating the register. This of itself seems to have a ten- 
dency to defeat one of the purposes for which the register is 
introduced. Besides this, considerable discomfort is occa- 
sioned to passengers in a crowded car by the spasmodic 
jumi)s of a short conductor to reach the register cord, and 
this is a prolific source of ill temper among passengers, owing 
to in,iury to head gear and the general discomfort occasioned. 
Another difficulty which has been experienced with the use 
of the register cord is the fact that passengers frequently 
operate the register when desiring to ring the bell for stOi)- 
ping the car. 

It is said that on account of the simple operation of this 
register the conductor is enabled to make collections in con- 
siderably less time than otherwise would be the case. As 
before stated, he is not required to operate the register cord; 
with the register in hand the extent of his reach is greater 
than it would be otherwise and the demands upon his mental 
powers are greatly lessened. 

It appears to have been demonstrated by the use of the 
register upon the lines of the Rhode Island Company that its 
use has a tendency to induce passengers to exercise more care 
in offering the exact fare instead of the first coin which comes 
to hand. This fact of itself should save the conductor con- 
siderable time, and so fully is the importance of this feature 
recognized that in the cars upon which these I'egisters are 
used the company has posted a notice to passengers request- 
ing them to have the exact fare ready and present nickels only 
for insertion into the automatic collector. It is, of course, 
provided that in cases of necessity the conductor will make 
the required change, returning, however, the full amount to 
the passenger, who then inserts a nickel in the register with- 
out iiassing it through the hands of the conductor. 

About 100 of these registers are in use on the lines of 
the Rhode Island Company and on lines of exceptionally 
heavy service. It is stated that fares to the number of 140 
to 1.50 have been taken on 13-bench cars with aisles and run- 
ning boards filled with passengers, as shown in the accom- 
panying illustration, without difficulty o:i the part of the 
conductor, with little discomfort to the passengers and with- 
out the loss of fares. In the use of the registers conductors 
assigned to regular runs retain the same register during the 
day; in the case of conductors who have light runs and who 
have more than three hours lay-off during the afternoon they 
will turn their registers in at the completion of the noon 
period. Conductors who are assigned to single trips also 
turn in their registers upon the completion of each trip. 

The total weight of the register is 21 ounces. When not 
in use for collecting fares it is suspended from a leather 
bracket carried upon the breast of the conductor, thus giving 
him free use of both hands. This bracket is shown in one of 
the accompanying illustrations. 


Railway Chemical Sprayer Company, Owensboro. Ky., the 
incorporation of which was mentioned in the Electric Railway 
Review of July 13. 1907, page 56, advises that its method of 
spraying chemical for the killing of vegetation along tracks 
comprehends the placing on board an ordinary flat car of 
two large tanks containing several thousand gallons of chemi- 
cals, with sprayer attachments regulated by steam and air 
pumps. The vegetation is sjjrayed with the chemical by this 
means and is killed within 24 hours after the spraying is done. 
The equipment of the first car is nearly completed, and it is 
expected will be in operation on the Illinois Central Railroad 
near Chicago within a week or 10 days. It is estimated that 
50 miles of track can be worked each day by one car. It is 
I)lanned to place the spraying apparatus in use on both electric 
and steam roads. 

Block Signal and Train Control Board. — The block signal 
and train control board, appointed by the interstate commerce 
commission to supervisee and conduct experimental tests of 
block signal systems and apiiliances for the automatic control 
of railway trains, has held its first meeting in Washington. 
The board will call upon all persons having devices or systems 
to be tested to furnish information concerning them at the 
earliest practicable date. A great numy devices have already 
been brought befoi'e the board. Some of these have nothing 
10 do with block signals or automatic control of Iraius. and 
cannot be con.sidered imder the authoi-ity grantc^d by existing 
legislation. Such ini|n-ovenients which cannot be considered 
are, the board announces, car coujjlers, fire extinguishers, 
electric headlights, automatic hose connectors, rail fasteners, 
mail cranes and various types of non-telescoping and other 
safety railway cars. Improved car brakes will be C3nsidered 
in so far as they have to do wilh the autonnitic romrol of 
trains. The next meeting of the board will be on .luly 2J. 

The accompanying halftone engraving is a view of the 
yards of the S-E. Missouri Cyijress Company at Clay Rook, 
Mo. This company makes a specialty of cypress timber and 
also handles fence posts, railroad ties, round or hewn piling 
and round or octagonal teleijhone poles. In the illustration 

Storage Yards for Poles. 

."lO.OOO poles and piles are shown in stock. L. E. Stutsman 
and Theodore Mueller, Campbell, Mo., are the managers of 
the company. 




The utility of a self-propelled motor car for interurbau 
railway use has been fully demonstrated, since it greativ 
reduces the first cost of a road. A railway built for motor car 
operation does not require a power house, substation or trans- 
mission system. Such roads also have a low cost for opera- 

It is thought that many more interurbau companies would 
gladly use motor cars if they were familiar with the highlv 
practicable results of the system. 

A practical motor car is now built to be operated by 
means of a G-cylinder, double-acting gasoline engine, with 
the piston rod directly connected to the crankshaft on the 
wheel axle. This system totally discards the friction clutch 
and the transmission gear. In starting three of the double- 
acting engines are operated with compressed air until the 
other three cylinders take up the speed and have operated 
in the usual manner for two or three turns of the cranked 
axle. Then the compressed air is cut oft and the remaining 
three cylinders join the first three in the usual operations. 
All six cylinders are then operating, but half of them may 
be cut off at the will of the operator, and the remaining three 
may be rendered single-acting by the movement of a lever. 
thus cutting the power to one-half or to one-quarter at any 
time, or the full power may be maintained as desired. 

The compressed air is stored in a tank under the car 
and can be used for the air brakes, as well as for starting 
the car. 

A small gas engine operates the air compressor and a 
small dynamo affords electricity for lighting the car and for 
the ignition device of the engines. 

These engines are built In various sizes, from .')0 up to 
1,000 horsepower, and may be fitted in suitable sizes to any 
car. More than 20 of these engines have been in practical 
daily use for more than two years and their high economy 
has been thoroughly demonstrated. The double-acting engine 
was long regarded as a difficult problem, but now it Ts a 
demonstrated fact, with many |)ractical advantages which 
were not antici|)ated. 

The American Motor Car Interurban Railway Conii)any, 
.Marion, la., will operate its entire system with these motor 
cars. The writer is president of this company. Two large 
factories are now building these engines and soon a third 
one will be producing a -l-cylinder, double-acting engine buill 
after the same design as the engine described above. 

Manuf::cturing Equipment & Engineering Company. 239 
Washington Street. Boston, Mass. — Sanitary and fireproof 
equipment lor (he shop and factory, such as individual wash 
bowls and metal lockers, is the subject of a small pamphlet. 



Vol. XVIII, Xo. 3. 


The tendency for the more thorough construction of trans- 
mission and trolley lines brings about a demand for improve! 
devices that may be used for supporting the wires and guying 
the poles. It is a recognized fact that the guying of overhead 
and transmission lines plays an important part in extending 
their life. Xo matter how strong may be the cable used for 
guying, it cannot fulfill its duty unless its lower end is 
fastened to a substantial anchor. There have been many 
instances where overhead lines have failed for no other reason 
than curtailment in the first expense of placing deadmen and 

The accompanying illustration will serve to show the 
method by which the product of the Miller Anchor Company, 
Xorwalk. O.. is i)laced i)reparatory to its service as a per- 
manent anchor for guying various structures. It will be 
noted that this anchor comprises an elliptical shaped saddle- 
like iron casting pivoted to a wrought-iron eye rod. These 
rods can be of any desired length to allow the anchor to be 
buried at the depth required by various kinds of soil. 

The method of burying the anchors is simple. By means 
of a special auger manufactured by this company, a hole is 
dug at the desired angle necessary to place the anchor rod in 
an approximately direct line with tlie guy that will later 
be fastened to it. This hole is of a diameter sufficiently 
large to permit the insertion of the anchor when folded as 

of these anchors is attributed to the fact that as the anchor 
unfolds it grips solid, undisturbed earth, which has a holding 
])ower much superior to that of earth which has been exc:t- 
vated and retamped. 

These anchors are also of service for anchoring fence 
posts along the right of way. and the larger sizes are fre- 
quently valuable for guying tackle used in clearing wrecks. 


The life of trolley wheels and the wire on which they 
run depends to a considerable extent upon the performance 
of the base and its parts in maintaining the trolley wheel 
against the overhead conductor. The accompanying illustra- 
tion shows the general appearance of a trolley base manufac- 
tured by the Milloy Electric Company. Hucyrus, O. The mov- 
ing parts of this base rest on a double set of roller bearings, 
thus requiring no oil or other lubricant and permitting the 
trolley pole to have that free lateral swinging movement 
which is necessary to allow the wheel to follow the wire on 
curved track. There is no center piece to the base, the device 
centering itself between its tapered roller bearings. The 
bearing surface is 36 inches, thus assuring a long life. Pure 
charcoal malleable iron is the material of which the base is 
made. The design and the stresses in the various parts are 
such that in cjjmbination with the excellent material that is 
used there occur very few instances in which it is necessary 
to make repairs. 

A hook is provided for locking down the yoke. This fea- 
ture is a desirable one that is realized when changing trolley 
poles under a low ceiling, since it saves the time often re- 
quired for taking the cars out of a low barn to permit .of 

Applicaticn of Miller Guy Anchor. 

indicated in position 1, in the illustration. After the device 
has been inserted in the hole the uppermost end is |)ushed 
down by means of a tamping bar until it takes the angle 
shown in position 2. The earth which was bored out of the 
hole is then replaced and tamped, the tamping being more 
heavily done on the side of the anchor which was uppermost 
in position 1. All the dirt dug from the hole, and a little more 
if possible, should be tamped solid without the use of water 
for settling. The reader's attention is called to the relatively 
small amount of labor required in burying one of these 
anchors as compared with the task of digging a trench and 
placing a deadman as frequently made from a railroad tie. 

A test which was recently made on a Xo. 2 Miller anchor 
by Prof. R. G. Dukes of the Case School of Applied Science, 
Cleveland, O., shows conclusively that the holding power of 
these anchors considerably exceeds the strength of the rods 
to which they are attached. In the tests made by Professor 
Dukes the rods attached to the anchors broke, representing a 
force of 19.350 pounds for %-inch rods. In selecting these 
anchors, therefore, it is only necessary to determine the size 
of wrought-iron rod required to safely stand the anticipated 
strain, and it will be found that it anchors are buried in 
accordance with the directions previously given they will be 
amply strong for the work required of them. 

In the case of the anchor rod which broke at 19,350 
pounds, the estimated weight of the earth and its adhesive 
attraction has been calculated to be 65,000 pounds, which 
shows the ample margin of safety. The great holding power 

The Milloy Roller Bearing Trolley Base. 

changing the trolley pole. The connection for the car-feeding 
cable is entirely under cover, so that no water or dust can 
come in contact with it. Cable of any size can be inserted 
in the connection and no tape is required for insulation. The 
area of contact between the moving and stationary parts is 
especially large and the base is so built that it can be used 
with alternating or direct current installations. The height 
of the Milloy base is 5 inches, at which height there is posi- 
tive clearance. Its weight is 118 pounds. 

Probably one of the most important features as regards 
operation is the uniform tension which this base assures in 
the trolley wheel against the wire. It is stated that there is 
just as much tension on a wire 23 feet above the track as 
when the pole is down on the roof of the car, there being no 
variation in the tension between these extreme iiositions. 
This desirable feature should result in obtaining the longest 
life from trolley wheels and bushings, since the uniform 
tension assures freedom from arcing when running under a 
high wire, or at high speeds. 

Embury McLean has bought the interests of Henry B. 
Haigh. president, and .lohn MacCormick. second vice-presi- 
dent of the Engineer Company, Xew York, and has become 
president of the concern. Mr. Haigh and Mr. MacCormick 
have resigned, and the latter will engage indei)endently in 
the manufacture of his stoker, the Engineer Comiiany having 
relinquished its right in his patents. Hereafter the company 
will devote itself exclusively to the installation of "balanced 
draft" in connection with any boiler furnaces, whether hand 
fired or operated with various mechanical stokers. The offi- 
cers of the company at present are: Embury McLean, presi- 
dent: .lohn C. Quinn, vice-president; Xorth McLean, treas- 
urer: and R. E. Fox, secretary and sales manager. 


Entered at the Postofflce, Chicago, III., as Second-class Matter. 

Subscription In advance, including special dally editions published from time to time in places other than Chicago, postage free: 

United States or Mexico. $2; Canada, $3.5U; Postal Union Countries, $5; Single Copy, 10 cents. 

Chicago: 100 Harrison Street New York: 150 Nassau Street 

Ci.EVELAXD, O.: 1529 Williamson Building 

Vol. XVIII, No. 4 

CHICAGO, JULY 27, 1907 

Whole No. 222 



— Electric and Stc-am Standards 

— Good Ser\'ice tlie End Desired 

— Accounting by Interstate Railways 

— Care of Motor Bruslies 

— When Taxes Beco;iie Confiscation 

— Schoolroom Suggestions 

l.,iiiig Ride foi- One Fare in New York 

Freight and Miscellaneous Equipment of the Pacific Electric 

Railway (Illustrated) , 

Cleveland Meeting of Standardization Committee, American 
Street and Interiirban Railwa.v Engineering Association 

Damage Claimant Held to Grand .Jury in LouisviTle, Ky 

Report of Civic Fedei-ation Commission on British Tramways.. 

New Ottices and Repair Shops at Ijima. O. (Illustrated) 

.\merican Street and Interurban Railway and Engineering 

Association Circulai-s 

Taljle for Ascertaining Speeds (Illustrated ) 

Hooks of Standards (Illustrated) 

Book Table 

Los Angeles Railway Emergency Car (Illustrated) 

Los .Ange-les Railwa>' Sliop Car (Illustrated). 

Klectrical Testing l>e\-ice (Illustrated ) 

I'iping and Power Station Systems — XLVI. By W. L. Morris, 

M. K. (Illustrated) 

Recent Electric Railway Legal Decisions. By J. L. Rosen- 

berger. LL. B 

nanuses as Safeguai-ds ,\gainst Accidents. B.v "William R. 








I'niteil States Court Restrains Passage of 3-Cent Fare Law 


News of the Week: 

— Chicago Experts on Eastern Trip 

— Fares on Portland (Ore.) Railway 

— Hearing in Lincoln (Neb.) Case 

— Stock Exchange Acts on Forest City Stock 

— Public Service Commission 

— Hearing on Chicago Plan 

Construction News: 

— Franchises 

— Recent Incorporations 

— Track and Roadway 

— Power Houses and Substations 

Personal Mention 

Financial News 

Manufactures and Supplies; 

— Rolling Stock 

— Shops and Buildings 

— Trade Notes 

— Advertising Literature 

Automatic Electric Signals. By .lohn .1. Roddick 

M'agenhorst Automatic Electric Blue Printer (Illustrated).... 

Shawmut Pocket Test Lamp (Illustrated) 

The Cole Trolley Hanger (Illustrated) 

Thermit .Steel for Repair Welding (Illustrated) 

Magic Boiler Compound 

Ideal Trolley Wheel (Illustrated) 

Directory of Electric Railway Associations 




11. -| 



It should be particularly gratifying to the members of the 
various steam railway associations who have labored for 

many years in the endeavor to secure a 
Electric system of standards which shall be gen- 

and Steam erally api)licable to the steam railways of 

Standards. the United States, to note that their action 

lias been extensively indorsed by commit- 
tees of street and interurban railway men who have similar 
matters under consideration. Sucli action is likewise a good 
indication of the closeness to which tlie conditions of inter- 
urjjan service now apijroach those which have developed 
under the older system of motive power. There are numerous 
instances in which the requirements of practice are almosi 
identical, and it is a happy omen that they are so recognized. 
.Mention has i)reviously been made in these columns of the 
fact that a committee of the American Street and Interurban 
Railway Association in formulating a code of rules for the 
oiieration of high-speed inl^erurban roads found it desirable 
10 confine itself very closely to the rules which have been 
worked out in \ho light of many years' experience by the 
.American Uailway Associalion. At a meeting of a committee 
of. the Engineering association on ■'Standardization," the 
tendency of discussion was in almost all particulars toward 
the ado|ition of the Master Car Builders' Association's prac- 
tice in the matter of wheels and brakeshoes. A meeting of 
a state association representing street and interurban railway 
interests declaimed itself generally in favor of the rail seo- 
lions which have been largely adopted by steam roads, while 
at a more recent meeting of the same association pi-eliminary 
steps were taken toward the adoption, in important particu- 
lars, of standard shoj) layouts along the lines which have been 
more or less completely established in steam railway practice 
as a result of the work of the American Railway Master Me- 
chanics' Association. It is not to be anticii)ated or desired 
lluit the practice of llii' yinmger system of operation should 
be made to conlorni rigidly to the details which have been 
worked out as applicable to the conditions of the older sys- 
tem: but it is plain that the work in one line contains at 
least the germ of the lu-inciples upon which the action of the 
other must ho based. Ity the recognition of this fact at this 

period of development of electric traction systems much "lost 
motion" will be saved and the inevitable gradual drawing 
together of the two systems promoted. 

Good Service 
the End 

The plan of having opponents and exponents of municipal 
ownershii) review the expert reports of the National Civic 
Federation commission is continued in the 
critical summaries, which are now made 
public of the results of the investigation 
of British tramways. The practical view 
of this subject is taken by William J. 
Clark, manager of the foreign department of the General 
Electric Company, who states that the policy of extending 
existing tramways only through densely populated districts, 
where the greatest possible revenue can be secured without 
adequate transportation facilities, must necessarily result in 
low fares; and that if American street railway systems were 
i-educed similarly liy the operation of profitable lines only, on 
which the traffic density is high, and the discontinuance of 
the lines which are unprofitable, the companies uere could 
afford to make lower fares. Mr. Clark shows that the aver- 
age American car carries only a little over one-half as many 
liassengers as the average in the United Kingdom. .-^11-night 
transportation in the larger cities, longer service generally, 
better wages, and shorter headway are other advantages 
afforded by the American lines. In the abstract which has 
been issued of the contribution of Prof. Frank Parsons, on this 
topic, in which the theory of municipal ownership is upheld, 
more is said of the relative condition of former private and 
present municipal tramways in Great Hritain than of the 
comparative benefits of the systems of the present day in 
that country and in the United States. The conclusions of 
Professor Parsons on this important subject recall his com- 
ment in the previous report, in last weeks issue, in which 
he declared that in most discussions of municipal owner- 
ship too much attention is given to the purely financial 
side of the question, and that; while "dollars and cents are 
not to be neglected, life, liberty, justice, virtue and intelli- 
gence — the w'hoie character product and social product of our 



Vol. XVIII, No. 4. 

institutions — are of greater moment than their money prod- 
uct." This is strictly a utilitarian world, where the law of 
survival of the fittest in enterprises involving profit or loss 
is pitiless. While the ideal may not have been attained by 
private capital, it is more nearly approached in private own- 
ership than under public ownership. What really concerns 
the people in great cities, however, is the character of the 
service rendered, and past examples and present weakling 
experiments under public officials undoubtedly prove that bet- 
ter facilities are afforded through private investment. 

In response to a letter from the Indiana railway commission 
Prof. Henry C. Adams, in charge of statistics and accounts for 

the interstate commerce commission, has 
Accounting indicated the attitude of the federal authorl- 

by Interstate lies toward the accounting systems of elec- 

Rallways. trie railways engaged in interstate business. 

During trips which Professor Adams is mak- 
ing about the country this subject, among others, is being 
discussed with members of various state railway commissions. 
Action, however, has practically been deferred on account of 
the work and time involved in formulating accounting systems 
for steam railways and express companies. A beginning was 
made in the direction of uniform accounts for steam and elec- 
tric railways, but this plan was abandoned. The question 
affecting electric railways was brought before the interstate 
commerce commission because the desirability of having the 
state and national forms of reports as nearly alike as possible 
was suggested to the Indiana commission by representatives 
of various interurban railways. While it is clear that eventu- 
ally the national authorities will prescribe a system of account- 
ing for interstate electric railways, no action is imminent. 

A properly designed railway motor should run sparklessly 
from a load so light as to give treble the normal speed up to a 

load of double the one-hour rating. These 
Care of conditions may seem severe, but are said 

Motor to be fully met in the new types of railway 

Brushes. motors that have auxiliary commutator 

poles interposed between the main field 
coils. It may safely be stated that the most frequent source 
of trouble with railway motors not having interpoles is found 
at the commutator, the duties of the brush requiring that it 
shall short-circuit the coil directly under it, as the direction 
of current through the coil is being reversed. This necessi- 
tates the brush being of a definite width for commutator bars 
of a certain thickness and it also requires that the brush itself 
offer some internal resistance during the short-circuiting 
process. These duties when added to the mechanical ones 
which a brush must meet, call for especial care in the choice 
of materials and the proportioning of the shape of the brush. 
The severe service which a brush must meet also demands 
careful inspection. It is expected that the adoption of the 
commutating interpoles will greatly relieve the brush troubles 
now experienced, but as comparatively few motors of this type 
are yet in actual service it probably will be of interest to con- 
sider the carbon brush as it is now used, since a large number 
of motor troubles make their presence known at the brush 
holder. Weak fields, open or short circuited armature coils, 
wrongly spaced brush holders, commutators worn elliptical or 
worn down in the middle, all tend to produce sparking at the 
brushes, and yet the fault cannot always be correctly attrib- 
uted to the brush. However, among the troubles for which 
the brush itself is directly responsible may be mentioned im- 
proper fitting to the commutator surface, binding in the holder 
and weak spring tension. If a brush is not properly fitted 
to the contour of the commutator when it is first installed it 
is quite probable that it will start burning, and no matter how 
long it is run will not be worn down to a good smooth surface. 
When brushes fit the holder too tightly they are prevented 
from following any irregularities that may exist in the com- 

mutator surface; and sparking, with its attendant burning, 
results. Too light a tension on the brush spring causes chat- 
tering and its consequent sparking. In this connection might 
be mentioned the most frequent cause of brush troubles. A 
brush may be carefully fitted so that it will move freely in 
the holder, yet it will be found after a few trips that the 
carbon binds in the holder. This binding as the brush be- 
comes heated in operation results from the boiling-out of the 
paraffin with which the brush may be saturated, the boiling- 
out being caused by the expansion of the paraffin as it be- 
comes heated. On reaching the cooler parts of the holder or 
brush the paraffin hardens and tends to make the brush bind 
in the holder. In one instance where this trouble occurred 
the use of a brush one sixty-fourth inch less in thickness and 
the choice of a carbon in which there was less paraffin greatly 
reduced the commutator troubles. It is thus seen that especial 
care is warranted in the choice of the materials which com- 
pose the brush and in the careful fitting of the brush to the 


The writs directing the New York state tax commis- 
sioners to show cause why the assessments against the 
Brooklyn Rapid Transit system should not be reduced as 
illegal and excessive are the inevitable results of continuous 
increases in enormous tax burdens. The plain alternative 
which the company faces is that of contest to the final courts 
or of implied consent to the virtual confiscation of the prop- 

In this question the public record of the company is with- 
out fault of omission or commission. It desires to make a 
"proper contribution to the support of government." The 
practice of the company "is not to resist the payment of any 
tax which is lawful and not excessive and unequal." Follow- 
ing these statements T. S. Williams, vice-president of the 
company, adds the significant fact that "with one exception 
we have not contested any tax during the last 12 years where 
the courts have not fully sustained our position in whole or 
in part." 

The intolerable state of affairs which makes an appeal to 
the courts imperative for preservation of the property is best 
shown by the figures submitted by the company. These fig- 
ures were presented to the New York state tax commission, 
as stated in the Electric Railway Review of March 30, 1907, 
but as the appeal to that body was ineffectual, they are now 
submitted to the court. The total assessments for special 
franchises of the companies constituting the system amount 
for this year to ?59,436,000, an increase of 54.26 per cent over 
the previous year. The net surplus of the company, Mr. 
Williams says, increased last year but 4.45 per cent over the 
previous year. The extent of the preceding increases in spe- 
cial franchise assessments is also stated by Mr. Williams. 
The 1906 assessment was 30.35 per cent over that for 1905, 
which was 15.55 per cent above that for 1904. Since the first 
assessment made in 1900 by the commission named under the 
new franchise tax law by Theodore Roosevelt, as governor of 
New York state, the increase in assessments has been steady, 
making the figure for last year 149 per cent greater than the 
total for the first year. By paying all taxes and accumulated 
penalties the company complied with the provisions of the law 
as soon as its validity was established. But since 1904 the 
large increases have compelled it to resist payment except on 
the value of tangible property. 

In 1907 the total direct assessment, state and local, 
against the properties of the system is $163,410,355, rep- 
resenting, at the tax rate for last year, a tax of $2,512,744. 
Large as this total is, it does not represent nearly the sum 
of the tribute levied against the company, which must pay 
also state taxes on gross revenues and on the right to exist 
as a corporation, local taxes on revenues and cars, and license 
fees for carrying passengers over two bridges in New York. 





Add to these the cost of city inspectors, of new paving, the 
expense of carrying policemen and firemen free, the pro- 
portional expense of maintaining the public service commis- 
sion, and "many other impositions," and the aggregate of all 
would be, if computed at not more than the amounts actually 
paid last year in each instance, $1,119,612, malting, with the 
direct taxes stated in the foregoing, a total of $3,632,356. 

The burden thus heavily laid on the company is equivalent 
to 18.69 per cent of the gross revenue from all sources in the 
calendar year 1906, and 61.09 of the net revenue, after deduct- 
ing taxes paid and charged, not those assessed, and excluding 
charges for capital expenditures. This total, at the 1906 tax 
rate, represents property of a total value of $236,000,000, or 
$97,000,000 above the par value of the outstanding bonds and 
stocks of the companies which comprise the system. These 
companies, as Mr. Williams adds, represent "54 years of rail- 
road financing, failures, reorganizations and reconstructions." 

From the standpoint of law or public policy no assess- 
ments of this disproportionate size are just or right. They are 
obviously a peril to the company, and the claim for reduc- 
tions has therefore a basis which no unprejudiced mind can 


As noted in these columns from time to time many of the 
larger railway properties have established schools for the 
instruction of employes. It is to be regretted, however, that 
some of these schools are not so broad in their application 
as they should be, giving little or no instruction to any em- 
ployes other than motormen. It is of the utmost importance 
that great care be exercised in the selection of instructors 
and in the choice of the location and furnishings for a school. 

The schoolroom not infrequently is located in some out- 
of-the-way corner in a car barn, having poor sanitary features 
and not affording the clean, comfortable surroundings that 
should exist in a place of instruction. In the schoolroom men 
are expected to learn all that they should know about their 
duties — how to be clean, genteel, honest and careful, so that 
they may deal with the public like gentlemen, looking after 
the interests of the company they represent. It is a question 
if schools of this kind obtain the results desired unles.s the 
suggestions here made are followed. A somewhat critical 
examination of many of the schools for instructing electric 
trainmen probably would result in the careful consideration 
of these arguments. 

It would be well to have at least two clean, well lighted, 
heated and ventilated rooms centrally located not far from 
the general offices of the company, and, if possible, built in 
a structure especially designed for the purpose. The rooms, 
if two are used, should be connecting and the possibilities of 
future enlargement be considered. The room to be used for 
instructing motormen would probably be best equipped if it 
were fitted with a number of controllers without casings, 
circuit-breakers, fuses, gongs, hand and air brake sets, each 
piece of apparatus being on a raised platform surrounding 
the center of the room, with suitable partitions to assure 
individuality in the work, even though several students were 
under the care of one instructor. Several companies find it 
advisable to set up skeleton cars mounted on regular trucks 
with motors and complete control systems placed where 
all the students can see them. In connection with the wiring 
for a control system there are a number of incandescent 
lamps arranged to show the steps in the resistance and the 
effect of the controller movements upon the armatures and 
fields, and also to indicate the current generated by the 
motors when running with the trolley disconnected. In some 
instances fans are used near the lamps, the rotation of *i.e 
fans closely resembling the movement of the armatures. 

It also has been found useful to install one of each kind 
of controller used by a railway, this control installation in- 

cluding actual electric connections with switches, etc., so that 
an instructor may give a thorough demonstration. 

The instructor's stand in the center of the room should 
be a raised platform on which are mounted a set of switches 
and signal bells so that he may be able to cut off the power, 
trip the circuit-breakers and give the usual signals that a 
motorman will receive in actual operation. The value of 
teaching a student the proper course to pursue when the 
power is cut off or the circuit-breaker opens, is obvious. In 
this way the student receives a knowledge before going on 
the road that gives him when in actual service more time for 
the cultivation of his nerve sense. In fact, in this schoolroom 
should be given all the practical instruction regarding the 
operation of a car; and, when concluding the course, the men 
should be well examined. 

It is thought advisable to provide a second room. The 
essential equipment of this room would include a raised plat- 
form, blackboard, desk, chair and writing material for the 
instructor, and also tables, chairs and writing materials for 
the conductors and a signal bell and air whistle equipment. 
The purpose of this room would be to give instruction in 
writing, arithmetic, deportment and the manipulation of the 
signals so far as might be needed; also the company's rules, 
the explanation of the proper use and value of tickets and 
transfers, how to fill out reports, how to act under various 
circumstances, and, in fact, all of the details that might be 
necessary in teaching a conductor how to operate a public 
service car. 

The length of time that a student should spend in the 
instruction department should be ample, having in mind that 
sometimes a seemingly stupid man will eventually make a 
most careful and steady trainman. On the other hand, a 
man who is quick to learn, with a good character well investi- 
gated, should not be kept back, but should be placed in actual 
service just as soon as the chief instructor certifies that he 
is sufficiently qualified. 

The regulations governing the employment of instructors 
and to whom they should report, as well as many other mat- 
ters of discipline, vary so greatly on different roads that this 
subject has not been considered; but it is suggested that 
inasmuch as most well-managed companies have employment 
departments, the selection and control of all these matters 
may be left to that organization. The thought to be empha- 
sized in this discussion of schools for trainmen is that too 
much stress cannot be laid on the perfection of the employ- 
ment and instruction department of an electric road. 

Long Ride for One Fare in New York. 

T. P. Shonts, president of the Interborough-Metropolitan 
Company, New York, has given out some statistics collecte'l 
by the American Street and Interurban Railway Association, 
which show that a longer ride can be secured on surface lines 
in New York for five cents than on roads in any other city of 
the country. Mr. Shonts pointed out that by boarding a car at 
the Battery and using all of the transfer privileges, a ride 
could be secured to Kingsbridge, a distance of 37% miles, for 
a single fare. 

In Philadelphia a ride of over 26 miles can be secured for 
one fare. The average for the 10 principal cities of the coun- 
try is a little over 19 miles. Mr. Shonts said: 

■The figures for all of the cities show that the length of 
the ride, both by the lengthening of direct lines and the 
extension of the transfer system, has steadily increased. With 
this there has been a considerable increase in the cost of 
operation, but the cost of the ride remains the same. In 
other words, the statistics show that one gets more for a 
nickel now on the street railways of the country than evor 
before, and that a street car ride is the one necessity of life 
that does not show an increased cost in keeping with the in- 
creased cost of its production and maintenance." 



Vol. XVlll. No. 4. 


The more interesting features of the passenger rolling 
stock eqiiipnient operated by the Pacific Electric Railway, Los 
Angeles, Cal., were described and illustrated in the Electric 
Railway Review tor July 20, 1907, page 64. The present arti- 
cle, which is a descrii)tion of the freight etiuipment and mis- 
cellaneous rolling stock, will serve to show how well this .52.-i- 

The car fraiiiins is of the ordinary M. C. H. box car type. 
This car body is mounted on standard (i-foot rigid-bolster 
trucks, having plate-tyi)e bolsters, with cast-iron web fillers. 
The electrical equipment comprises four VVestinghouse No. 
112. 7.")-horsepower motors, with two master controllers and 
electro-pneumatic multiple-unit control. There are two brake 
equipments, one of the Westinghouse AMP automatic schedule 
for freight train operation and the other Westinghouse SWA 
straight-air schedule. These cars weigh complete 64,000 

Pacific Electric Rolling Stock — Details of Express Locomotive with Elevated Cabs. 

mile system is prepared to handle its large freight traffic. pounds and have a caiiacity for SO.OOO i)ounds loading. They 
This company's rolling stock, other than the passenger equip- are fitted with M. C. B. couplers and Miner draft rigging, 
ment. includes lo express locomotives, 4 tower line cars. 1 Freight Locomotive. 

material car. 1 wrecker, 12 work motors. 1 electric freight The traffic of the interurban lines of the Pacific Electric 

Pacific Electric Rolling Stock — Express Locomotive with Elevated Cabs. 

locomotive, 96 flat cars, .34 box cars and 2.'. now building. S oil 
oars. 2 double-truck cabooses and 2 portable substations. 

Express Car with Elevated Cabs. 

Accompanying illustrations show the general appear- 
ance and some of the construction details of a type of exi)ress 
car with elevated cabs that has been developed in the Pacific 
Electric shops. It will be noted that this car has the ordinary 
express car body and that the luotorman's cab is placed at 
such an elevation that he can look over the to|is of any train 
that this motor car may be pulling. The floor of the cab is 
raised about 3 feet 4 inches above the general floor level. 
End doors permit the loading of long material. 

includes the handling of long trains of freight cars over the 
same lines that are used by the high-speed passenger equip- 
ments. For use in this freight handling the locomotive, hs 
illustrated herewith, was designed and built. 

It will be noted from the illustration that this unit is M 
feet long, 8 feet 6 inches wide and 12 feet high. The under- 
framing consists of four sills, each being a 12-inch :!l.i5-i)ound 
I-beam. These sills are continuous throughout the length of 
tUxS frame. They are tied together by riveted joints with 
I-beams of similar section. The cab of the locomotive and 
the body are of steel plate, perforated at the ends to permit 
ventilation, which is needed for the resistances of the elec- 
trical control apparatus that is carried inside the car body. 

July 27, IflOT. 


Jiy reference to the photograph and halftone illustration it 
will be noted that hand rails are provided on either side of a 
runway leading over the top of the locomotive body. 

Accompanying line drawings illustrate the general con- 

Pacific Electric Rolling Stock — Freight Locomotive. 

trical eipiipment comprises four Westinghouse 86A, 200-horse- 
power direct-current motors, with a gear ratio of 65 to 17. 
The axles conform to IM. C. H. standards and have .5Vi by 10 
inch journals. The wheels are 3G inches iu diameter, with 
steel tires. The control equipment is of the Sprague-General 
Electric multiple-unit, with type C-18 master control. West- 
inghouse automatic air brakes, with a motor-driven com- 
pressor, are i)rovide(l of a suitable capacity for handling 
trains of freight cars. The M. C. H. couplers are connected 
to the center sills by Miner twin draft rigging. 

While this locomotive weighs 102,800 pounds and has four 
200-horsepower motors, it is designed to permit of the body 
being loaded, and thereby increased tractive power ob- 
tained, without necessitating a change in the electrical eqnii)- 
ment. The present loading is made by placing concrete in 
the floor between the car sills. 

Tower Car. 
An accompanying illustration reproduced from line draw- 
ings will serve to show the general construction of the body of 
a car used for trolley wire, emergency and construction pur- 
poses. This car body conforms in shaije to that of the or- 
dinary express car. It has, however, two openings in the 
roof, in which are mounted adjustable towers or platforms. 
It is proi)osed to raise and lower these towers with air cylin- 


^¥5^ — ^-y- — ^'^^ 

Pacific Electric Rolling Stock — Freight Locomotive, 830 Horsepov^er. 

structiou of ihc undiTfnuniM.i; and liuck.s. 'fhere are two 
trucks, each of the swing bolster type. The bolsters con- 
tain the only wood, with the exception of the interior finish, 
that is used iu tlie cousli iK'tion of the looonuitive. The ele:^- 

ders. Another small opening in the car roof between th? 
two towers is fitted with roller guides, so that when it is 
desired to string trolley wire a reel can be mounted inside of 
the car body and the copper wire payed out through the hole 



Vol. XVIII, Xo. 4. 

in the roof and over the rear tower to the pole line. In this and one emergency tower wagon of the automobile type, 

■way the to\^■er car will serve as its own locomotive. The which was described and illustrated in the Electric Railway 

space in the interior of the car is so large that two reels ot Review for May 2.5. 1907. page 689. 

trolley wire can be carried, and, as described, this wire can 

Miscellaneous Equipment. 

Illustrations are presented herewith of some of the mis- 
cellaneous equipment, all of which was given in the list at 

Pacific Electric Rolling Stock — Standard Box Car, 

Pacific Electric Rolling Stock — Oil Tank Car. 

-7-sf ^ 

Pacific Electric Rolling Stock — Line Car. 

Pacific Electric Rolling Stock — Standard Flat Car. 

be strung while the current is in it. Current can then be 
taken off the reel for the puri)ose of moving the car. 

Along the sides of the interior of the car shelves are pro- 
vided for carrying tools and small materials. By reference to 
the illustration it will be noted that there are doors at both 
ends of the car, in the end sheathing near the bumper, thus 
permitting poles to be carried for use in emergency line con- 
struction. The electrical equipment comprises four Westing- 
house 38B 50-horsepower motors, with a high gear ratio, so 
that the car may be able to get to the location ot any line 
trouble with the least possible delay. Westinghouse straight 
air brakes are used. The complete equipment weighs 28 tons. 
The company also has five trolley wagons drawn by horses. 

the beginning of this article. The box, flat and tank cars, 
as shown, conform to M. C. B. standards and are not equipped 
with motors. The parlor cars, one of which is illustrated, 
have the same body and motor equipment that is used tor 
the standard passenger equipments, but are more elaborately 
furnished inside. The policy ot the Pacific Electric Railway 
is to adopt the highest available types of rolling stock and to 
maintain these in a very thorough manner. 

Following a loss ot travel in consequence of increased 
competition from electric railways, the Philadelphia & Read- 
ing has taken oft a number of passenger trains between Phila- 
delphia and Chestnut Hill; also some from the Glenside divi- 

July 27, 1907. 




A meeting of the "Standardization" committee of the 
American Street and Interurban Railway Engineering Associa- 
tion was held at the Hollenden hotel, Cleveland, O., on Friday 
and Saturday of this week. The sessions were open and a 
large attendance of representatives of manufacturers indicated 
how closely they are following the subject of standardization. 
The various subjects were considered as follows: 

1. Standard axles, journals, journal bearings and journal 

2. Standard brakeshoes, brakeshoe heads and keys. 

3. Standard section of tread and flange of wheels. 

4. Discussion of standard rail section and special work 
as directly affecting the wheel tread and flanges. 

The meeting was called to order by Chairman W. H. 
Evans, master mechanic of the International Railway Com- 
pany, Buffalo, N. Y. Mr. Evans was recently appointed chair- 
man of the committee, as announced in the Electric Railway 
Review of July 13, 1907. The minutes of the May meeting 
were approved. 

H. H. Adams, superintendent of shops of the United Rail- 
ways &, Electric Company, Baltimore, Md., president of the 
Engineering association, outlined the work which was accom- 
plished at an informal meeting at Atlantic City. A programme 
of the work before the committee was outlined and the resig- 
nation of H. Wallerstedt as chairman was accepted. 

Mr. Evans then stated that the purpose of the Cleveland 
meeting was to formulate the report for the fall convention. 
The subject of axles was considered first, the discussion being 
based upon the report of the "Standardization" committee of 
the Central Electric Railway Association. This report was 
published in the Electric Railway Review of May 25, 1907, 
page 675. The axle design designated as A (see Electric Rail- 
way Review of May 25, page 677) was considered desirable 
for motors up to 50 horsepower. This axle is 4% inches in 
diameter at the center, 75 inches long center to center of 
journals, 83% inches long over all, with journals 3% by 7 
inches, wheel fits 5 7/16 by TY2 inches and a gear fit 5% by 6% 
inches. The comparatively large gear fit, it is believed, will 
prevent fractures. 

At the afternoon session journals, journal bearings, brake- 
shoes and heads and keys were freely discussed. The pro- 
ceedings included the discussion of the center-to-center dis- 
tance between the brake heads. F. W. Sargent and J. F. 
Thompson of the American Brake Shoe & Foundry Company 
exhibited special blue prints and full-size shoes to illustrate 
their suggestion regarding a standard shoe that would be 
interchangeable with Master Car Builders' shoes. 

Through the courtesy of the supply men in Cleveland 
those who attended the meeting were entertaind on a special 
car ride with a "shirt sleeve" dinner at White's "two minute 

The proceedings of the Saturday session will be reported 
in a later issue. 

At this meeting the subject of standard rail sections and 
special track work will be taken up in connection with the 
subject of wheel treads, particularly with reference to the 
effect of rail sections and special work upon the wheel tread 
and flange. Mr. Evans announced that the committee having 
this matter in hand would have the assistance of representa- 
tives of the wheel manufacturers, including P. H. Griffin, 
chairman of the wheel manufacturers' committee, who would 
submit their recommendations, with blue prints and such in- 
formation as was available. Representatives of various rail 
and frog manufacturers will also be present; also Fred G. 
Simmons, chairman of the "Way" committee of the Engineer- 
ing association, with Charles A. Clark, International Railway 
Company of Buffalo; Julian Griggs, Scioto Valley Traction 
Company, and E. O. Ackerman, Columbus Railway & Light 
Company, members of this committee. 

A partial list of those present follows: 

H. H. Adams, United Railways & Electric Company, Balti- 
more, Md. 

W. H. Evans, International Railway Company, Buffalo, 
N. Y. 

C. B. Fairchild, Jr., Electric Traction Weekly. 

H. W. Blake, Street Railway Journal. 

L. E. Gould, Electric Railway Review, 

F. W. Sargent and J. F. Thompson, American Brake Shoe 
& Foundry Company. 

E. S. Lewis, Standard Steel Works. 

Julian Griggs, Scioto Valley Traction Company. 

E. O. Ackerman, Columbus Railway & Light Company. 

Victor Angerer, William Wharton, Jr.. & Co., Incorporated. 

William C. Cuntz, Pennsylvania Steel Company. 

Gilbert S. Vickey, Pennsylvania Steel Company. 

N. B. Trist. Schoen Steel Wheel Company. 

G. B. Dusinberre, formerly with Westinghouse Electric & 
Manufacturing Company. 

H. J. Kenfield, Electric Traction Weekly. 

N. W. Storer, Westinghouse Electric & Manufacturing 

Talioferre Milton and H. B. Gay, Electric Storage Bat- 
tery Company. 

B. V. Swenson, American Street and Interurban Railway 

Charles A. Clark, International Railway, Buffalo. 
Fred G. Simmons, Mil-waukee Electric Railway & Light 

E. D. Priest, General Electric Company. 

S. D. Hutchins, Westinghouse Air Brake Company. 

A. H. Weston, The T. H. Symington Company. 

Walter S. Adams, The J. G. Brill Company. 

R. C. Taylor, Indiana Union Traction Company. 

E. B. Entwisle, Lorain Steel Company. 

Randolph Glitz, Sherwin-Williams Company. 

C. N. Leet, National Brake & Electric Company. 
Fred N. Root, Kalamazoo Railway Supply Company. 


We have received an account of the case of A. W. James, 
who has been held to the grand jury in Louisville, Ky., on 
the evidence gathered by public authorities of that city, and 
by the Louisville Railway Company and the Louisville & 
Southern Indiana Traction Company, New Albany, Ind. J. T. 
Funk, general superintendent of the former company, and 
F. E. Cole, superintendent of the latter company, have fur- 
nished us with the particulars of the case. 

Mr. Funk says that on June 5 James fell down in one of 
the Louisville Railway cars. He was visited two days after 
this by a representative of the company, who settled the 
claim for $25. A friend of James' who was with him at the 
time afterward notified the manager of a private detective 
agency, Jacob H. Haager. who is now chief of police of Louis- 
ville, that James had previously told him that he intended to 
fall and wanted him for a witness. Some time before this a 
younger brother of James' had climbed a wire and claimed 
to have received a shock. The father of James at one time 
placed a vehicle on the track in front of a car and refused 
to move until after a quarrel with the motorman and con- 
ductor, one of whom pushed him away with the brush end 
of a broom. In this case it was claimed that a switch iron 
had been used and that an assault had been made, and a 
damage suit is now pending for alleged injury. 

The report on the case which we have received from 
Mr. Cole states that on June 21, 1907, Mrs. A. W. James 
tripped over the lattice in the bottom of one of the interurban 
cars of the Louisville & Southern Indiana Traction Company 
in Louisville. After apparently being unconscious for 15 
minutes she was taken to her home by her husband in a 
carriage. Permission to the company's physician to examine 
Mrs. James was refused by her husband. Investigation dis- 
closed the cases against the Louisville Railway Company. 

James was arrested in Louisville on the charge of obtain- 
ing money under false pretenses. He was tried in the police 
court and on July IS was held to the grand jury, which con- 
venes in October. The case will be pushed vigorously by the 



Vol. XVIII. No. 4. 


Additional reports which have been made public by the 
National Civic Federation municipal ownership commission 
relate to the operation of street railways in Great Britain 
by private cori)orations and municipalities. The e.vpert re- 
ports on this subject were written by engineers who spent 
several months in the cities in which street railway condi- 
tions were investigated. With the engineers on their trips 
were William J. Clark of New York, general manager of the 
foreign department of the General Electric Company, and 
Prof. Frank Parsons of Roston. Mr. Clark as an opponent of 
municipalization and Professor Parsons as an advocate of 
public ownershiji and operation have reviewed the reports of 
the engineers. 

Mr, Clark compares the tramways of Great Britain with 
the private enterprises of the United States, to the advantage 
of the latter. He declares that the American systems under 
private ownership are far more progressive than those of 
England, Scotland and Ireland; that they give far better 
suburban service, that cars are less crowded and that lines 
are being extended with far greater rapidity. This he at- 
tributes to the easier restrictions in the United States than 
in Great nritain. where private traction enterprises are given 
franchises only on almost prohibitive terms. The difference 
of fare in the two countries, Mr. Clark says, is more than 
offset by the greater number of free transfers given by the 
American systems. He says that while on the face of reports 
it would appear that municipal operation of lines in some 
of the cities of Great Britain had been a success, as a matter 
of fact just the opposite is true. He says also that the 
private companies in the United Kinsdom give a superior 
service as compared with the municipally operated lines. 

Mr. Clark says that no American street railroads were 
investigated by the commission and the only tramways di- 
rectly investigated in Great Britain were those owned by 
the municipalities of Manchester, Liverpool, Glasgow and 
the London county council and by the follow-ing private com- 
panies: London United Tramways, Dublin United Tramways 
and the .Norwich Electric Tramways. 

Private Capital Creates Extensive Systems. 

Attention is called by Mr. Clark to the fact that the 
entire development of street railways in the LTnited States 
has been accomplished by private enterprise and that this 
has permitted the construction of extensive systems serving 
entire communities and linking them together without regard 
to municipal boundary lines. On the other hand, since 1894, 
at least, municipally controlled traction systems have been 
confined, to a great extent, within the narrow limits of their 
respective municipalities. Mr. Clark presents a statistical 
statement of the facilities afforded to the urban inhabitants 
of Great Britain as compared with the United States. In 
1902 the town and city population to each mile of tramway 
track was 12,476. while in the United States there was a 
mile of track to each 1,516 of town and city population. In 
Great Britain there was one car for each 3,760 of population, 
while in the United States there was one car to 574 city 
residents. Thus the urban residents of the United States had 
six and one-half times the cars which were available for the 
British urban population. The British systems carried 1.394.- 
452,983 passengers and the American .t, 521, 509, 521, and of 
these 1,062,403,392, or practically 90 per cent of the entire 
British total, were transported on transfers. 

In replying to the charge that the traction cars in the 
United States are overcrowded, Mr. Clark declares that these 
figures show that the American car averages only 93,585 
passengers per year, as against 182,463 in the United Kingdom. 
While the resident of Great Britain paid an average of 2.26 
cents against an average of 3.76 cents in the United States. 
Mr. Clark i)oints out that the former's facilities for travel 
were from 12 to 15 per cent of those enjoyed by the American 

passenger. In 1902 there were two British cities of more 
than 100,000 population, seven with populations of from 50,000 
to 100,000, and 39 with from 25,000 to 5(1,000 inhabitants 
without street railways, but in the United States there was 
no city of more than 25,00(i i)eople without traction service. 
From 1S90 to 1902 the length of tramway line (not track! 
in the United Kingdom increased 5:;() miles, or from 948 to 
1,484 miles, while in the United States in the same period 
there was an increase of 10,755 miles, or from 5,783 to 16,538 
miles. This great extension of service in the United States 
resulted in a decrease in the number of passengers carried 
per mile of line. Mr. Clark says on this subject: 

Extensions in Congested Districts Only. 

These features clearly demonstrate that the British iralicy 
has been to electrify and tiot greatly to extend existing tram- 
ways, except through densely populated districts, which 
means obtaining the greatest possible revenue without afford- 
ing adequate transijortation facilities, whereas in the United 
States private enteriirise has constructed lines which afford 
imblic facilities, but which in many instances do not bring 
an adeipiate return. 

It is well to note in this connection that the policy pursued 
in the United Kingdom must necessarily result in low rates 
of fares. If, in such cities as New York. Philadel|)hia. Chi- 
cago and St. Louis we were to cut down the miles of track 
to correspond to the conditions prevailing in such cities as 
London, Glasgow. Manchester and Liverpool, we would find 
that there would be only about 21 iier cent of the present 
track, and, furthermore, that this comparatively small and 
inadequate trackage would be, for the most part, confined to 
densely i)opulated districts. If American street lailway sys- 
tems were cut down as indicated, the fares could be very 
materially reduced. The permissible letigth of ride would 
be materially reduced and the comi)any would be operating 
the most profitable lines only, while those which are at 
present run with little profit, and in some cases even at a 
loss, would not be embarrassing and handicaiii'ing the com- 
pany as they are today. 

Mr. Clark estimates that the British municipalities and 
local governments have a total of possible financial benefits 
from tramway operations of about $8,679,176, but that Ameri- 
can traction enterprises and their stockholders pay a total 
of $43,054,433, constituting a government revenue more than 
$34,000,000 a year greater than the return in Great Britain. 

Mr. Clark discusses what he calls the inaccuracies of 
British municipal accounting. According to the parliamentary 
report on tramways for 1906 the allowance for depreciation on 
the municipally owned tramways of the Linited Kingdom was 
1.83 per cent. Mr. Clark states that every practical man 
realizes that at least 5 per cent should be allowed for depre- 
ciation, and if this had been done it would have meant a 
reduction of $5,565,963 in the $8,679,176 shown as the returns 
to the local and municipal governments of the United King- 
dom from tramways, leaving net only $3,113,213. Evidence 
that serious risks exist from municipal enterprises is found 
in the fact that 40 British cities, according to the parlia- 
mentary return for 1906, show a direct loss from operation of 
tramways, or an actual deficit when proper sinking fund pay- 
ments and reserve for depreciation are considered. 

The British municipalities, Mr. Clark says, omit from 
the capital account of their tramways large sums which 
should be charged thereto and cause these expenditures to 
be "unjustly carried into the general accotmts of the cities." 
At a meeting of the London county council on October 16, 
1906, it was ascertained that $5,200,000 had been expended 
on account of tramways but that only $1,850,000 had been 
charged to the tramway cai)ital account. .VIr. Clark adds: 

At the discussion following this expose Captain Swinton, 
a prominent member, brought out the fact that, since the 
council had entered the tramway field, the expenses of the 
general office had amounted to about $6,000,000, of which only 
$40,000 had been charged to the tramway accounts, and stated 
that, in his opinion, on this feature alone, the councils tram- 
way undertaking owed the people of London at least $2,50(1.- 
000. This is a larger sum than has been shown as the net 
earnings of the properties even by the juggled accounts of 
the London county council. It is almost needless to remark 
that if. in all of the accounts of the municipal tramways of 
the United Kingdom, their operatin.g expenses have been 

July 27, 1907. 



hivored as greatly at the expense of general funds as has been 
shown to be the practice of the Loudon conimon council, then 
all their boasts of economical operation must disappear and 
deficits appear in place of apparent profits from operation. 

Service and Labor. 

.'\merican street railways, Mr. Clark says, are operated 
on the average IS hours per day, with all-night service in 
the larger cities, while in Great Britain the average is 15 
hours and there is no all-night service, lietter service gen- 
erally is given by the British private companies than l)y the 
municipalities. The average headway between cars on the 
municipal lines, on a 24-hour basis, was H.I minutes, while 
on the company Hues it was but 6.3 minutes. 

A comparison of wages per hour paid by the municipal 
traction systems and by certain companies in New YorK 
state is made by Mr. Clark, showing a range of from 7.2 
to l."i cents per hour for conductors and from 8.4 to 15 cents 
per hour for motormen in Great Britain against 20 to 25 
cents per hour for these conductors and motormen in the 
state of New York. "So it is seen," Mr. Clark continues, 
"that American street railways pay practically double the 
salaries and wages that are paid in the United Kingdom. In 
the state of New York a decrease of wages to the British 
standard would reduce the operating expenses of local trans- 
portation lines about $14,000,000 per annum, equivalent to 
about 38 per cent of their gross receipts." 

Mr. Clark says that few Americans realize the obstacles 
which British private companies meet in attempting to obtain 
franchise rights. The fact that the consent of local authori- 
ties is recpiired is used by the local authorities to force the 
companies to make excessive payments, and even when a 
franchise is obtained, it is tor a brief term of years, scarcely 
long enough to warrant the heavy expenditures required for 
modem electric railway construction. Against this the mu- 
nicipalities, at comparatively slight expense, obtain their 
parliamentary rights to perpetual and monopolistic franchises., 
A city which desires a franchise for itself or which opposes 
a private company has at its command a more powerful 
political influence than any that exists in the United States. 
This influence is obtained through an Association of Mu- 
nicipalities, which is dominated by the town clerks of the 
various cities. When a town clerk makes a request of a 
member of the house of commons, "the usual result is not 
unlike what occurs in America when a political boss makes 
a similar request of some public official whose election he 
has made possible." 

Reasons for Municipalization. 

Professor Parsons, in directing attention to the increase 
in municipal operation in Great Britain from 1894 to 1906, 
says that the principal reasons for the municipalization of 
British tramways have been poor service by the companies; 
their ill-treatment of employes; their refusal to assent to the 
adoption of electric traction, extension to suburban districts 
and other vital improvements; the constant difficulty experi- 
enced by the cities, amounting to practical impossibility of 
securing a reasonable regard to the public interest, or even 
the fulfilment of acttial contracts; the growing belief on 
the part of the public that the streets and all monopoly 
uses of them are public property which should not be handed 
over to private parties, and the desire that the profits of the 
ulidertaking should inure to the benefit of the public. 

When the commission was in London, Professor Parsons 
adds, a visit was paid to Sir Clifton Robinson, president of 
the London United Tramway. Mr. Ingalls. chairnum of the 
commission, asked: "Why was it the companies did not 
develoi) electric traction and give the people a thoroughly 
good service? M'e understand that the service under the 
old companies was very bad; why was it?" Sir Clifton 

It was ignorance more than anything else; they init in 
some nejihew or relative or friend of an owner to be manager 
or director — men wliii knew unthiug of ti-iinsportaiion. They 

paid all their profits in dividends. kei)t nothing for renewals 
or reserve, did not think ahead or foresee that the cities 
might take over the plant: and then when it came near to the 
end of the 21-year terms and there was a prospect that the 
cities would buy, the comiianies did not pay any dividends 
at all in many cases, so that when the term was up almost 
the whole community was down on the companies, and all 
the cities had to do was to shake the tree and the rotten 
fruit fell into their mouths. 

Next to the wish to obtain a better service at lower fares. 
Professor Parsons says, the predominant motive in the mu- 
nici|)alization of British tramways has been the desire to 
improve the condition of labor. Under the companies men 
worked from 11 to 14 hours a day for seven days, while the 
cities have made the hours from 9 to 10 per day, with one 
day's rest in seven. Increases in wages were made also, 
amounting to 50 per cent in Liverpool, from 4.3 to 63 per cent 
in Manchester and to 42 per cent in London. Notwithstand- 
ing these benefits to labor the reductions in fares were con- 

In British cities a penny (two cents). Professor Parsons 
says, is the fare the mass of the people pay. All the cities 
have a 1-cent fare for short distances, from one-half to three- 
quarters of a mile, except Liverpool, but none of the private 
companies has a lower fare than two cents for the ordinary 
passenger traflSc. For the municipalities as a group the 
average distance for two cents is about 2.2 miles, against 1.6 
miles for the comjianies as a group. It is found also that 
the people like the graded plan of charging fares according to 
the distance traveled. 

The speed of British cars is low as compared with Ameri- 
can systems, but the speed. limits are fixed by the board of 
trade. The narrow streets, together with British caution and 
regard for safety. Professor Parsons states, make it impossi- 
ble for the street cars to equal the American speed. Thus 
the tramway lines, public and private, are not to blame, he 
thinks, for the fact that they are not allowed to exceed 8 
miles an hour in city streets, or from 12 to 16 miles in country 

W. L. Fisher and Professor Goodnow. 

Walter L. Fisher of Chicago, a member of the com- 
mission, has furnished a review of the municipal ownership 
situation, in which he says: 

It is in the regulation of public utility corporations that 
American municipalities have, as a rule, been most conspicu- 
ously unsuccessful. The attempt to control and regulate 
street railways, gas, electric light and telephone companies 
has, on the whole, been unsuccessful because of the powerful 
special interests which have either controlled or strongly 
influenced the governing partisan power in the community. 

Prof. Frank J. Goodnow of Columbia L^niversity. New 
York, concludes that the government of British cities is far 
more favorable to the success of municipal ownership than is 
the government of cities in this country. It is his opinion 
that the government of American cities is too complex and 
that there is too much politics. He believes that a consider- 
able change must be made in the conditions of city govern- 
ments in America before the municipal ownership policy can 
be successfully api)lied in this country. 

Vice-President Byrnes of the New York New Haven & 
Hartford Railroad is quoted as follows: "Boston will have 
an electric suburlnm service over the New Haven as soon 
as it is physically and mechanically possible. To that end 
we are abolishing grade crossings faster than required by 
the state. This i)rocess must be completed over the area to 
be electrified before the new motive power is installed, for 
the overlu':id wiring is too expensive to be put up twice at 
any i)oint. .Meohanically, also, we must first be sure that 
the New York experiment is on the right lines for heavy 
traction, if si)eed is to be increased, undoubtedly it can be 
accomi)lished electrically with less discomfort to the passen- 
ger. Kach electric locomotive can haul imder the severest 
conditions a 20U-ton train running 26 miles an hour, with 
stops averaging about two miles apart. This average allows 
for maximum speed of \'y miles. On through service one 
locomotive c;in haul a 2,irt-ton train. For heavier service two 
locomotives can be operated tandem." 



Vol. XVm, No. 4. 


The Lima & Toledo Traction Company has recently com- 
pleted a building at the comer of North Main street and Grand 
avenue, Lima, O., which is designed to furnish ample office 
and shop room for the present needs of the company. The 
operating offices of the company, which controls the Lima 
city railway and the railways radiating from Lima to Ft. 

third floor, which is in the form of a cupola, 12 feet wide 
by 27 feet long, is occupied as a train dispatcher's office. 
On both the first and the second floors a room 14 by 43 feet 

New Shops at Lima — Interior of Bay, Showing Pit Tracks. 

Wayne, Ind., Defiance and Leipsic, O., are located here. About 
50 electric cars operated on the various divisions are repaired 
at the Lima shops. 

The plat of ground occupied by the building and the 
car storage tracks is 221 feet wide by 305 feet long. The 
office building, which occupies a floor space 27 and 33 feet 

New Shops at Lima — Floor Plan. 

is provided with lockers, toilets, etc., for the use of train- 
men. The offices are finished in pine and the walls and ceil- 
ing are plastered. The floors are laid with maple. Double 
stairs lead from the main entrance to the offices on the 
second floor. 

The shop and car house section of the building is 117 

New Shops at Lima— Office, Car House and Shops, Showing First Car Built in Shops. 

by 76 feet, is located at the northeast comer of the plat of 
ground. This section of the building is 39.5 feet high and 
has a tile roof. 

The main office rooms on the first floor of the building 
are designed for the use of the operating superintendent and 
the cashier; the offices on the second floor are planned for the 
general manager and the engineers and their clerks, and the 

by 244 feet in floor area and is one story high. The build- 
ing is divided into three bays, each 39 feet wide, by longi- 
tudinal brick walls. The first bay is subdivided Into a paint 
shop 69 feet long, a carpenter shop 69 feet long, an armature 
room 15 feet long and a machine shop. Each one of these 
rooms is equipped with the tools, overhead cranes and air 
hoists necessary for caring for the car equipments. At the 

July 27, 1907. 



rear of the machine shop is a truck pit 57 feet long, elevated 
8 Inches above the floor. Trucks are brought to this pit 
from the rear of the main pit room by a motor-driven transfer 
table. The blacksmith shop is located in the southeast cor- 
ner of the main shop. 

The second bay has concrete floors and concrete pits. 
Three tracks enter this bay. Under each of two of the tracks 
is a pit 218 feet long and under the third is a 143-foot pit. 
A 75-foot floor si)ace at the front of the latter pit is laid 
with a sloping concrete floor for car washing. The company 
generally uses a car cleaner on its cars, and seldom, except 


New Shops at Lima — Second Story of Office. 

in preparing a car for painting, uses water on its car bodies. 
The third bay of the bam is used exclusively for car storage 

There are 12 main tracks leading from Grand avenue 
into the company's property. Four of these tracks serve 
for open storage, three each enter the car storage and car 
inspection buildings, and two enter the paint shop. All 
tracks are given a slope of 0.5 per cent toward the street. 

The walls of the building are of brick construction and 
the roof of the barn is built of concrete reinforced with 
Ransome bars and expanded metal. The building is heated 
by steam. There are 2.227 feet of radiation in the barns. 


Standard Code of Rules. 
The committee on standard code of rules of the American 
Street and Interurban Railway Association has issued a letter 
under date of ,Iuly 20, accompanied by Data Sheet No. IS. 
Information is requested as to what extent the rules sub- 
mitted in the report to the convention of 1906 have been 
adopted. It not adopted, the reasons and suggestions are re- 
quested that may assist in preparation of the 1907 report. 
General managers are asked to send an early reply to B. V. 
Swenson, secretary of the American Street and Interurban 
Railway Association, 29 West Thirty-ninth street. New York 

Storage Car House Designs. 

The executive committee of the American Street and In- 
terurban Railway Engineering Association desires to have 
presented at the next convention a report upon car houses, 
to consist of a compilation of plans and a synopsis of specifica- 
tions of some of the more recent types. 

In a circular letter, the general managers and engineers 
are requested to send plans, photographs and descriptions of 
car houses. They particularly want plans or photographs of 
front elevation, plans showing arrangement of tracks and pit 
room, cross sections showing construction of walls, roof and 
pits, detail drawings of features of interest, copy of specifica- 
tions or description of material used in construction. This 
material should be sent to any one of the members of the com- 
mittee as follows: Fred N. Bushnell, Stone & Webster En- 
gineering Corporation, 15 Exchange place, Boston; N. W. Gra- 
burn, master mechanic Montreal Street Railway. .Montreal. 
Canada; R. C. Taylor, superintendent motive power Indiana 
Union Traction Company. Anderson. Ind. 

It is interesting and sometimes quite useful for members 
of the various operating departments of an electric railway 
to know the exact speeds at which cars operate over various 
parts of a route. It is also quite a simple matter to calculate 
for any given conditions a table from which the speed in 
miles per hour can be found after timing the car for any 

Table for Ascertaining Speeds. 


Time to 
Miles per hour 
Sec. M.P.H. 

10.0 78.4 

10.2 76.8 

10.4 75..') 

10.6 74.0 

10.8 7:;. 7 

11.0 71.3 

11.2 70.0 

11.4 68.7 

11.6 67.6 

11.8 66.4 

12.0 65..'5 

12.2 64.2 

12.4 63.2 

12.6 62.2 

12.8 61.2 

13.0 60.2 

13.2 59.3 

13.4 JSJ, 

13.6 57.6 

13.8 56.8 

n 10 rioles in 
= 784 -^ Time 








. . 54 4 


























. . . .46.0 


. . . .45.5 







secontis. Poles 
Sec. M.P.H. 







IS. 6. .. 













. . .34.1 



"5 0.. 

31 3 







29.0. .. 








115 feet apart. 

Sec. M.P.H. 

33.0 23.7 

34.0 23.0 

35.0 22.3 

36.0 21.7 

37.0 21.2 

38.0 20.6 

39.0 20.0 

40.0 19.6 

41.0 19.1 

42.0 18.7 

43.0 18.2 

44.0 17.8 

45.0 17.4 

46.0 IV.O 

47.0 16.7 

48.0 16.4 

49.0 16.0 

50.0 15.7 

51.0 15.4 

known distance. The table shown herewith, it will be noted, 
indicates the miles per hour for straight track when the time 
required to run 10 pole-lengths is noted. The spacing of poles 
on the line for which this table was devised is 115 feet apart. 
It will be noted that with poles thus spaced the speed in 
miles per hour may be obtained by dividing 784 by the time 
in seconds required to run 10 pole-lengths. 


The accompanying illustration is a reproduction of the 
information shown on a page from one of the books of stand- 
ards ke'.:t b • the engineering department of the Oakland CCal.) 

nT^ett r 

Oenifr^ak Transit C.,-, 



. 6.^. 

Reproduction of Page from Book of Standards. 

Traction Company. Each page of this book is a blueprint 
sheet 11 by 8% inches in size, arranged to be bound in a loose- 
leaf binder. Similar books are made for each of the follow- 
ing subjects, of which various designs occur: Pinions, brake- 
shoes, gears, commutators, tires and wheels, axles, wiring 
diagrams and similar details required from time to time by 
the mechanical department. 



Vol. XVIII. No. -1. 


Electric Railway Engineering. By H. F. Parshall, M. Inst. C. E., 
and H. M. Hobart, -M. 1. E. E., New York, 1907. U. Van 
Nostrand Company, 23 Murray Street. Cloth. 474 pj).. 437 
illustrations. 123 tables. 7Vfe by 11 in. Price, $10. 

The book on the design of motors and generators by 
Harshall and Hobart is no doubt so well known to many of 
our readers that it is sufficient to say that their latest work, 
Electric Railway HIngineering. is equally complete and filled 
with valuable information resulting from their wide exjierience 
in electrical and railway engineering. 

The resistance of trains, the force required to accelerate 
a train and the df termination of the corresponding character- 
istics of railway niotors are among the most important prob- 
lems to be solved in the design of successful electric railways. 
The most complete and satisfactory method of solving these 
jiroblems is by the use of speed-time curves. A considerable 
portion of Electric Railway Engineering is devoted to these 
subjects. Here are shown the methods of applying speed- 
time and speed-distance-time curves to the calculation of the 
horsei)ower of the motors and the starting torque required 
to obtain any predetermined rate of acceleration. A large 
number of hypothetical jiroblems are solved, illustrating the 
practical application of speed-time curves. Infonnation on 
the characteristics of railway motors and their curves and 
advice heljiful in the selection of motors is given. This in- 
formation is drawn from the wide experience and observation 
of the authors. Many convenient and simple rules are given 
to guide the engineer, such as their well-known rule that an 
acceleration of one mile per hour per second requires a force 
of 100 pounds per ton. 

The second part of the work treats of the electric i)ower 
house, and in it are given not only valuable infonnation on the 
method of predetermining the capacity of the generating plant 
required, suggestions on the selection of boilers, engines and 
generators, liut also hints on the proper design of the plant 
and information for calculating the size of condensers and 
feed pumps, air pumi)s, cooling towers, etc. The operation 
and management and cost of generating power are ably dis- 
cussed and a large number of tables are presented showing 
the comparative costs of generating electricity and the thermal 
efficiency of a number of representative plants. Cross sec- 
tions, plans and elevations of typical power stations in Europe 
and America are presented which show the arrangement of 
machinery, the designs of the buildings and the methods of 

The chapters on substations and high-tension transmission 
are unusually complete, photographs and plans of ty))ical sub- 
stations, rotary converters, motor-generators, transformers, 
etc., being shown to illustrate the standard methods of con- 
struction. The chapter on high-tension transmission systems 
contains valuable information on methods of estimating the 
cost of high-tension transmission cables, and curves are pre- 
sented showing the insulating qualities of various dielectric 
materials and tlie effect of the transmission voltage ujion the 
cost of high-tension cables. This information is as complete 
as it is unusual. Data and formnlfe for calculating the per- 
missible current density corresponding to a given temperature 
rise are given, and duct systems and the results of tests on 
such installations are given to assist the engineer in designing 
duct systems and determining the size of the cables required. 
The chapters on the distributing system include informa- 
tion on overhead and third-rail systems, tables and curves 
showing the effect of carbon and manganese on the con- 
ductivity of contact rails, tyi)ical cross sections of contact 
rails in common use and the various methods employed for 
installing overhead and contact rail systems. The catenary 
overhead system is described and its advantages set forth 
and illustrations of the most important installations of this 
nature are given. Rail bonds are described and thoroughly 
discussed and tables are given showing the results of con- 
ductivity tests and the cost of installation. 

Locomotives and motor carriages and their electrical 
equipments are described in an exhaustive manner, though 
most of the attention on this subject has been given to the 
larger and heavier type of railway equipments such as would 
be employed in the electrification of steam railways. The 
C.eneral Electric, New York Cential and Baltimore & Ohio 
locomotives, the Siemens & Halske Berlin-Zossen motor cars 
and other similar locomotives are illustrated and described in 
detail. The results of a large number of tests on locomotives 
are given and comparisons are drawn between high and low 
voltage, direct-current, single-phase and polyphase railway 
motors. The remaining portion of the book is devoted to 
trucks, brake rigging, etc. Standard types of trucks, journal 
boxes, car wheels and axles are given, showing typical con- 
structions used in both E\irope and America. 

Modern Steam Engineering. By Gardner D. Hiscox, M. E., 
and Newton Hiurison. E. E. Norman W. Henley Publish- 
ing Company. Cloth, 400 illustrations. Price. $3.00. 

This \oIume is written especially for the practicing engi- 
neer and those wishing to pass examinations for higher posi- 
tions. With this object in view the author has incorporated 
many problems which are worked out in full and a series of 
questions and answers selected from those given by the board 
of licensing examiners of steam engineers. 

Following a brief historical introduction the author has 
presented the elements of steam engineering, including the 
properties of air, steam and anmionia. The greater part of 
the volume is. however, devoted to descriptions of standard 
apparatus found in the boiler and engine rooms, including 
mechanical stokers, mechanical draught, liquid-fuel burnerB, 
details of construction and operation of the various boilers 
and engines, etc. The theory of the various elements form- 
ing a complete power plant is given as far as practicable with- 
out the use of higher mathematics and the relation and ap- 
plication of the theory to practice is excellently presented. 
The author has in a few instances become slightly involved 
through attempting to treat by simple arithmetic mathematical 
problems requiring the use of the calculus. Considerable 
apace is devoted to the indicator, indicator cards and their 

The author has in one chapter given a mass of data and 
formulse on the design of steam engines and the proportion- 
ing of the various parts of steam engines, atid it is unfortu- 
nate, since many of the formulje for determining a given 
engine proportion lead to widely different results, that he has 
not introduced notes to guide those not well versed on the 
subject of engine design. One of the most complete chapters 
in the book deals with the Corliss engine, the types and opera- 
tion of the various forms of valve gear, as well as their 
adjustment and setting. Numerous cuts are presented to illus- 
trate the difference between the long-range and short-range 
cutoff and the reason why it is necessary, generally, to employ 
two eccentrics for long-range cutoff engines. A chapter on 
the steam turbine is included, but gives little more than 
the elements of construction and operation presented in the 
catalogues of the various manufacturers. 

The average engineer is seldom versed in the operation 
of ammonia and other refrigerating machines or caring for 
elevators of various types, therefore information on these 
subjects which he may have obtained by reading is of espe- 
cial value to him, as he is likely to be called upon at any time 
to take charge of such machinery. This treatment will be 
much appreciated by the practicing engineer, as these sub- 
jects generally receive very little attention in text books. 
Though, as stated by the author as not being complete or 
presenting many of the details which might be desirable, 
they will be found most interesting and instructive. A chap- 
ter on the cost of operation and power economy has been 
introduced and suggestions for the operation and maintenance 
of steam plants are also given. The electrical section of the 
book contains the theory of the electric generator and motoi 

July 27, 1907. 



presented in a very simiUe manner. .Many illustrations and 
diagrams are used to show the various electrical connections 
and tyjies of switchboard instruments. Chapters on the elec- 
tric light and storage battery are also included. 

Steam Turbines. By Lester G. French. S. li. Hrattlel)oro. Vt. 

1907. Illustrated. Cloth. Price, $3.00. 

Within the past few years such a large number of books 
on steam turbines have been published that it would seem 
as if very little new material could be presented. As, however, 
most of the books which have been published on steam tur- 
bines have attempted to give the design and theory, rather 
than a statement of the general i)rinciples upon which the 
design of steam turbines is based, and as none of the works 
previously published have contained any information of use 
to the actual operating engineer, the little book by Mr. French 
should sujjply a much needed want. As the author states 
in his preface: "No attempt has been made in writing the 
book to present the complete theory of steam turbines, nor 
is it intended to enable one to design steam turbines." The 
general principles involved in the construction and designs 
of successful steam turbines are, however, excellently pre- 
sented, and chapters including notes on the operation and 
care of steam turbines and steam turbine condensing appa- 
ratus are given, which should make it a book of great value 
to all operating engineers, consulting engineers and managers 
of power plants. 

The first chapter contains the elementary principles of 
operation of steam turbines and explains the use and con- 
struction of velocity diagrams which are so essential to the 
clear understanding of the principles involved. The essential 
features of steam turbines are then treated, showing the 
development of the Parsons, Rateau, Curtis and De Laval 
turbines. The following chapter is a review of early turbine 
patents in which the basic patents of importance in the 
development of the successful steam turbines of today are 
given, with discussions of the value, feasibility and faults in 
the designs as presented in the original patents. In this 
chapter the author has included ''A Word with Inventors," 
in which he exposes a few of the fallacies involved in the 
greater part of all the patents relating to steam turbines 
which are applied for, and also shows by mathematical de- 
duction why the momentum turbines, in which an attempt 
is made to reduce the velocity of the jet by causing it to put 
some other fluid in motion, are worthless. The author's ad- 
vice to would-be inventors is to thoroughly grasp the theory 
of steam turbines, the flow and action of steam in turbine 
nozzles and blading, and to thoroughly familiarize themselves 
with patents which have been issued, before an attempt to 
Invent and i)atent turbines or improvements to turbines is 

The next few chapters treat in detail of the De Laval. 
Riedler-Stumpf, Rateau, Richards, Zoelly, Kerr, Levin, 
Holzworth. Curtis. Parsons, Crocker, Sulzer and Lindmark 
turbines. The details of the construction of various turbines 
are given with criticisms by the author of the designs of the 
various jiarts and principles upon which they operate, though 
the illustrations are for the most part reproduced or taken 
from patent drawings, catalogues and from illustrated articles 
which have appeared in various engineering journals. The 
Rateau accumulator is illustrated and explained and calcula- 
tions for an accumulator are given, as are also the results 
of tests of Rateau turbines and accumulators. 

A large number of tests on the various makes of steam 
turbines are given as well as comi)arative tests with steam 
engines operating under the same conditions. These tests 
include curves showing the effect of superheat and the degree 
of vacuum upon the efficiency of the turbine. While some 
of the tests are the usual shop tests carried out by the manu- 
facturers, the results of a large number of tests are pre- 
sented, giving the steam consumption of turbines in actual 

Experiments on the flow of steam are treated in a few 
short chapters and many interesting results are given. On'; 
of the chapters includes a short discussion of the properties 
of steam, introducing the temjierature-entropy diagram and 
its application to the calculations involved in the design of 
steam turbines. The formulae for the adiabatic flow of steam 
neglecting losses are given and numerous examples are 
worked out to show the methods of using the formulae. A 
chapter is given on velocity diagrams and the experiments 
made by Mr. Kneass on the pressures exerted by steam jets 
and the frictional losses in turbine buckets. 

A chajjter (n balancing bodies rotating at high speeds 
is given, but it contains little which is of i)ractical value. The 
final chapters in the book treat of the commercial aspect 
of the steam turbine, its care and management, condensing 
apparatus for high vacuums, and the status of the marine 
steam turbine. Those chajiters touching on the care and 
management of steam turbines and condensing apparatus for 
high vacuums form the most vaulable part of the book and 
would alone well repay any engineer for purchasing it. The 
literary treatment of the book and the care with which the 
illustrations have been prepared siiow the years of experience 
which Mr. French has had as editor of Machinery, and make 
the volume not only one of interest, but one of great value 
to engineers. 


The car shown in the accompanying engraving has re- 
cently been completed in the Los Angeles Railway shops and 
will be used for emergency purposes. In the design of this 
equipment, E. L. Stephens, master car builder, has included 
several unique details. 

It will be noted that along the side of the car are three 
openings which are closed by double swinging doors. There 

Los Angeles Railway — Emergency Car with Side and End 

are also similar doors at the ends of the car. The interior 
of the car has a double floor in the middle portion, so that a 
large amount of additional storage space is obtained. Side 
doors afford an easy method of access to the interior of the 
car, thus rendering the space between the two floors readily 
available for use in storing tools. The doors through the ends 
of the car permit a pole or long timber to be carried througii 
the city streets and otherwise handled with facility. This car 
has the trucks and electrical eq\iipment which are standard 
for the Los Angeles Railway Company's passenger rolling 

it is reiiorted that the suburban lines about Melbourne. 
Australia, will be electrified, for which purpose the govern- 
ment is prepared to spend $1.1.000,000. The system to be 
adopted is now under discussion. 



Vol. XVIII, No. 4. 


We present herewith an illustration of a locomotive 
or shop car used by the Los Angeles Railway Company at its 
shops in Los Angeles, Cal., which is equipped to provide for 
handling unassembled parts between the various shops, and 
has been found to be especially valuable. It will be noted 
that this car is provided with a jib crane with a chain block 

tached the leads used in testing the electrical apparatus. 

In testing a given piece of electrical apparatus the slides 
are adjusted on the busbar and on the resistance wire until, 
when the connection is made at H, the flow of the current 
from the battery through a perfect specimen of the apparatus 
to be tested and through the resistance wire and the field is 
equal, and the needle at A remains in its normal position. If 
the circuit being tested at E is open, the current will be 

Los Angeles Railway Shops — Shop Utility Car with Jib Crane for Handling Heavy Pieces. 

mounted on its boom. Thus armatures or similar parts can 
quickly be lifted from the floor of the shop to the platform of 
the transfer car. This car also Is found to be useful as a yard 
locomotive in shifting other equipments. 


A novel device for testing the insulation and for locating 
open circuits in motors is in use at the Racine avenue car 
bams of the Chicago Union Traction Company. 

The component parts of the testing apparatus, a sketch 
of which is herewith reproduced, consist of a small battery. 

3^ 1 1 y-SoVArry 
Diagram of Electrical Testing Device. 

B. a galvanometer. A, an 18-inch copper busbar, C, an 
IS-inch German silver resistance wire, D, a contact key, H, 
and two testing leads, F and G. The ends of the gal- 
vanometer coil are connected to the busbar, C, and to the 
resistance wire, D, by adjustable clamps. The positive and 
negative poles of the battery are connected respectively to 
a contact key, H. and a binding post, X, the latter being 
direct connected to the busbar and the resistance wire. To 
the tree ends of the resistance wire and the busbar are at- 

torced to take its course entirely through the resistance wire 
to the point, O, thence through the field to the busbar, thence 
back to the battery. In this case the needle of the gal- 
vanometer is deflected. 

If the object at E has a short circuit less current will 
flow through the resistance than through the busbar and the 
galvanometer coil. In the latter case the needle is deflected 
in the direction opposite to that in the case of the open 

The device has been in use several months and has 
proved very efficient, often showing short circuits not dis- 
closed by other testing methods used. 

The Cost of Street Car Fares. 

The amount received from passengers by the Cleveland 
Electric Railway Company during 1905 was 3.58 cents, on the 
basis of dividing the earnings by the number of passengers 
carried, Including those riding on transfers. If the operating 
expenses averaged 60 per cent of the present rate of fare, anil 
the rate of fare for the year 1905 was 4.7 cents, it is evident 
that, in order to pay operating expenses where the service 
is of the same character and kind as was given by the railway 
company in 1905, the company must collect a fare of 2. 82 
cents in order to cover the bare cost of operating, the fare of 
2.82 cents being 60 per cent of 4.7 cents. 

During the year 1905 the railway company paid interest 
on bonds and floating debt in the sum of $445,793.26. In order 
to pay this on the basis of carrying 110,000,000 passengers, 
the fare would have to be increased 0.45 cent, making the 
fare 3.27 cents to cover operating expenses and interest 
charges. — Report of the Street Railway Franchise Committee 
of the Cleveland (O.) Chamber of Commerce. 

The United Railroads of San Francisco has given out fig- 
ures regarding its recent strike showing that 1,460 platform 
men are now at work on the cars. The total number of men 
who struck was 1,600, and 171 of these have returned to their 
places, leaving 1,429 still out. New recruits have been se- 
cured to take the places of most of the men who struck and 
there were available on July 17 only 140 places for platform 

July 27, 1907. 





Air Lift for Artesian Water.— Class L 7. 

An air outfit consists of an air compressor, a pipe for 
conveying the air to the bottom of the well and a device for 
atomizing the water by air and forcing the water upward, to- 
gether with the air used for atomizing. The water is raised 
in the same manner as a hat or piece of paper is by a high 
wind, the ability of the air to support or carry the water in 
reality depending simply upon the skin friction of the air on 
the exposed surfaces of the finely divided water. By reducing 
the size of a globule of water by one-half, its area becomes 
one-fourth the original, but its weight only one-eighth of what 
it was previously. It is therefore evident that, the smaller 
each particle of water is, the greater will be its frictional 
resistance in proportion to its weight. Consequently, with 
finely divided water in an air lift a smaller volume of air of 
lower velocity is required to create a lifting friction greater 
than the weight of the particles of water. 

The air lift can be constructed in many different forms, 
but the principle of any design depends upon the high fric- 
tional resistance of the air on the surfaces of the particles of 


water. The heavier the particles of 
water may be, the greater will be the 
air velocity required to give the neces- 
sary lifting power. Hence, the capacity 
of the air compressor serving the lift 
will depend upon how effectively the 
atomizer operates. Further, as the 
skin friction of air increases approxi- 
mately as the square of the velocity, 
the higher the velocity of the air re- 
quired the greater will be the frictional 
losses in the pipe; and for this reason 
few air lifts show even a fair effi- 
Lr Obviously, the size of the air di.s- 

; charge or water lift pipe must be 

y made sufficiently small to secure the 

velocity necessary to support the 
water. An air compressor having a 
capacity of 30 cubic feet of free air per minute would give a 
velocity of 5,000 feet per minute if the air were discharged 
at atmospheric pressure through a 1-inch lift pipe, or a 
velocity of 2,500 feet per minute if the air is at a pressure 
of 15 pounds per square inch. 

There are two different methods of delivering air to a 
■well. It may be discharged through the drop pipe or it may 
te discharged through the annular space surrounding this 
pipe. Figure 294 (L7-1) shows the air discharge taken from 
the large drop pipe. This generally is the better construc- 
tion, since it enables the use of a small pipe through which 
to discharge the water and a large cross section to furnish 
the air to the lower end of this pipe. By using the drop pipe 
for the discharge a clear straight bore is obtained, thus main- 
taining more uniform conditions during the discharge of the 

It is necessary to overcome the resistance of the piping 
and the ejector, it 15 pounds air pressure is to be carried, tne 
distance, b, in Figure 294 should be made not less than 35 
feet, since the air pressure in the casing will lower the water 
level by that amount. The level, c, is the working level of 
the water with the pressure removed. This will be some- 
what lower while the water is being pumped than while it is 
standing at rest. The distance, a, may be small or it may be 
found better if the ejector is dropped below the standin-i 
water level. By using a hose connection at the upper end 
of the drop pipe, and making the distance, a, a few inches, 
b, about 35 feet, and d, the length of a pipe, the best posi- 
tion for the ejector is readily ascertained while the com- 
pressor is in operation. This can be done by moving the 
drop pipe up and down until the most satisfactory results 
are obtained. The most efficient pressure at which to operate 
the lift can then be easily determined. 

The ejector shown in Figure 294 is one commonly used 
for draining cisterns, etc., and to further reduce the fric- 
tional resistance of the air flowing into it holes may be 
drilled in it. To obtain the best results from air lifts, the 
ejector should be ordered from a firm which makes a specialty 
of such devices, and in ordering, the exact use to which it is 
to be put should be stated, as the application of the ejector 
for this service is different from that for which ejectors 
are commonly employed. The air in this case enters around 
the nozzle instead of passing through the nozzle, as in regular 

If air is available in the plant for water lifting and a 
special compressor is not needed for this service the air lift 
presents some very desirable features, the most important 
of which is that there is no mechanism whatever in the well, 
and, further, it is possible to handle very large quantities of 
water with it. These advantages, however, are not ordi- 
narily sufficient to warrant the installation of an air com- 
pressor especially for this work, because a higher efficiency 
is obtainable if the common form of deep-well pump is em- 

Artesian Water for High Buildings. — Class L 8. 

In large hotels and office buildings there is ordinarily a 
large enough quantity of water used to make it profitable to 
sink a well. Buildings of this class are especially well 

Figure 295 (L8-1). 

adapted to artesian well work, because they have high open 
elevator shafts which permit of raising pump rods and drop 
pipes. With an elevator in the shaft no other apparatus Is 
necessary to lift the parts out of the well. Figure 295 (L8-1) 
shows such a well with the driving machinery set to one 
side of the well. In this case it would be better to sink a 
false casing, say 20 feet long and of large diameter, to secure 
the soil under the elevator shaft footings. The regular well 
casing should be driven inside of the false casing after the 



Vol. XVllI. Xo. 4. 

latter has been sunk. The end of the walking beam can ho 
formed in the shape of a Y. with a cross-head pin passing 
through the upper section of the pump-rod head. The re- 
moval of this pin and stuffing-box cap only are required to 
draw out the sucker rod. 

Fire-Service Mains. — Class M 1. 

There are two distinctly different systems of fire protec- 
tion, one being an installation conforming to the rules of the 
fire insurance underwriters, so that no difficulty will l)e ex- 
perienced in collecting insurance, and the other an arrange- 
ment especially adapted to putting out fires which might 
start in the particular building considered, no attention being 
paid to the underwriters' rules. Which of the two systems i;; 
to be installed depends upon whether insurance is to be 

A power station contains a large amount of valuable 
machinery and invariably the building walls and floors are 
built of masonry. The root is usually constructed of steel 
trusses covered with a wooden sheathing. Unforttuiately 
there is no other material that is so well suited for power- 
station roofs as wood. Considerable moisture is found in a 
steam plant, because of the ability of heated air to carry it. 
The moment the warm saturated air strikes the cold surface 
of the roof the vapor condenses on its surface. The roof 
material that is best suited for power stations is one that is 
the poorest conductor of heat. It must be such that it can 
be walked on and have sufficient strength to carry the roof 
load between purlins and its under surface must remain 
intact, though it be continually wet. 

These are extreme requirements, and are met satis- 
factorily by wood, except for the painted under surface, 
which becomes discolored in time because of the constant 
exposure to heat and moisture. Corrugated iron roofs are 
the most unsatisfactory, owing to their high thermal cou- 

wimiiittiununumiiu i. uiiimi(iii<iiii<iii<ii<ii(/,ii(i(ii((iiiiiiiiiiimimi mn. 


nv .1. I.. ROSENBERGER, LL. B., or THE CltKAdO H.\R. 

^Blockws B£rnf££/v /r'/9Fr£/fs 


Figure 296 (M 1-1). 


ductivity, and other roofs, such as concrete, tile and slate. 
are better than iron only to the extent that they are not such 
good conductors of heat. If the dripping type of roof cover- 
ing had small drip gutters attached to it to conduct the dri'i 
to some common drain which would carry it to the sewer, 
it is possible that no difficulty would be experienced. It 
would then be necessary, however, to keep the drips off the 
machinery, more particularly the electrical apparatus. la 
plants which have driijjnng roofs it is necessary to place water 
sheds over the electrical machinery and other parts which are 
easily damaged by water. 

Masonry roofs are more expensive than wooden roofs, 
both on account of their greater cost per square foot and 
because of the fact that the roof trusses must be made heavier 
in order to carry the increased load. There are various 
modifications of wooden roof coverings that are extremely 
slow burning, if not strictly fireproof. One of the best forms 
of the latter is shown in Figure 296 (M 1-1). The roof sheath- 
ing and rafters are both of wood jirotected on the under side 
by a light corrugated iron ceiling nailed to the rafters. The 
blocking between the rafters over the trusses is to shut off 
communication from one bay to another to prevent the circu- 
lation of air and to prevent fire from spreading. The less 
the air circulates the less heat it conducts. 

It is reported that the United States Express Company will 
surrender its contract on the Lake Erie & Western Railroad 
on August 1, and will make a contract with the Ft. Wayne & 
Wabash Valley Traction Company to handle express between 
Ft. Wayne and Lafayette. 

Injury to Laborer Riding in Special Car. 
Kilduff V. Boston Elevated Railway Company, }>1 North- 
eastern Reporter, 191. — The supreme judicial court of Massa- 
chusetts holds that where a laborer employed in the construc- 
tion of tracks not open to the public at the end of his day's 
work took a special car in which only the laborers who were 
working on that particular job were allowed to ride, which was 
furnished for the mutual accommodation of the company 
and the laborers, he paying no fare, the relation between him 
and the company was that of master and servant, not that 
of carrier and' passenger, so that negligence of the motonnan 
causing a collision with a cart was that of a fellow servant, 
and no damages could be recovered for injuries therefrom. 

Closing Gate witli Passenger Attempting to Leave Car. 
MclJarry v. Boston Elevated Railway Company. ST Xorth- 
easlern Reporter, 194. — The supreme judicial court of Massa- 
chusetts says that it thinks there was evidence in this case 
of due care on the part of the plaintiff and of negligence 
on the part of the brakeman. It was the brakeman's duty 
to know whether passengers were attempting to leave the 
car when he closed the gate and to govern himself accord- 
ingly. It could not be ruled as matter of law that the plain- 
tiff was not in the exercise of due care if while moving 
rapidly to alight from the car she ran into the gate without 
observing it or the brakeman. The jury might properly find 
that she had a right to assume that the platform of the car 
would be unobstructed and that those managing the car would 
exercise proper care in rendering it safe for her to alight, 
and it was for the jury to say whether xmder the circum- 
stances she exercised due care or not. 

Place of Taking Transfer Cars — Tickets as Evidence — Rules at 
Barn — Damages for Ejection. 

De Board v. Camden Interstate Railway Company, 57 
Southeastern Reporter, 279. — The supreme court of appeals of 
West Virginia holds that a street railway ticket or transfer 
check, in the hands of a purchaser thereof for use on the car 
lines of the company issuing it, constitutes the complete evi- 
dence of the contract between the purchaser and the company, 
and the privileges evidenced by its terms are not subject to 
limitation by a mere rule of the company, knowledge of which 
the purchaser did not have, and could not conveniently have 

In this case the plaintiff, having a transfer, started for a 
car which he saw standing some distance away. Before he 
arrived the car moved on, and he walked on after it until 
another car came down, which he boarded, and handed the 
conductor the transfer. He was informed by the conductor 
that the transfer was not good for a passage on the car be- 
cause it was tendered below a place known as "Johnson's Lane." 
On the face of the transfer but one limitation appeared, 
namely, that it should be used within one hour after the issu- 
ance thereof. It did not disclose any such limitation as to the 
place at which it must be used as was enforced by the con- 
ductor. But it appeared from the testimony of a witness for 
the defendant that there was a rule forbidding its acceptance 
below Johnson's Lane, posted, among others, in the defendant 
company's barn, to which the public was not admitted. There 
was no evidence tending in the slightest degree to show that 
the plaintiff had any knowledge of any limitation upon the 
right which the transfer on its face gave him. The court 
holds that, under these circumstances, the rule mentioned 
constituted no part of the contract. 

According to all the authorities, the court says, a i)aper 
so handed to the plaintiff, without any explanation, or any 
knowledge on his part of any limitation, constituted the con- 
tract between him and the company. Unlike steam railroads, 
street railways do not have a certain fare for passage be- 

July 27, 1907. 



tween given points. Tlie natiiie oT llicir l)iisiness is such as 
to compel thera, tor the most part, to charge a certain fare for 
a passage without reference to the distance; this, at least, 
was the method of the defendant comiiany. The paper, on 
Its face, therefore, entitled the i)laintift to carriage, and 
knowledge of a secret limitation embodied in some rule 
which he had never seen could not be imputed to him. 

Ejection of the holder of such ticket or transfer, by a 
conductor or other officer, from a car of the company l)y 
which it was issued, contrary to the terms thereof, and 
refusal to carry him, on his failure and refusal to pay an 
additional fare, is actionable, and the measure of damages is 
such sum as the jury believe the i)laintiff entitU^d to recover, 
pi-ovided the amounfbe not so large or small that the action 
of the jury in awarding it must 'be attributed to passion, 
partiality, corruption, prejudice or some mistaken view of 
the case. 



Rights and Duties Between Cars and Pedestrians. 

Saylor v. Union Traction Company, SI Northeastern Re- 
porter, 94. — The appellate court of Indiana, Division No. 1, 
says that the rights of a street i-ailway and pedestrians to a 
street are equal. Neither has a superior right over the other, 
except to the extent that since a street car runs on a track, 
and cannot turn out of the way. and by its momentum is more 
difficult for it to stop than a foot passenger, it is the duty 
of a pedestrian to turn out or stop to avoid a collision. But 
the duty to observe and use all reasonable precaution to avoid 
a collision rests upon the street car company the same as it 
does upon the foot passenger. Neither must interfere with 
the passage of the other to any greater extent than the neces- 
sity of the case requires. And the pedestrian has the right to 
presume that a street car in a populous city in passing a much 
frequented crossing will exercise due care and caution with 
reference to the time and place and surrounding conditions. 
And the care and caution that are required of the pedestrian 
at a particular crossing can only be properly measured by 
taking into consideration that the care he has a right to expect 
will be exercised by those managing a street car along the 
street he is about to cross. Whether he has a right to expect 
the cars will be going at a slow rate of speed, that they may 
be under control, that they would give the proper signals of 
alarm to warn him of their approach, all should be considered 
in determining what is reasonably required of him in making 
such crossing. 

To affirm as an absolute rule of law that a person when 
about to cross a street railway track in a populous city, at a 
much frequented crossing, must listen and look up and down 
the track before attempting to cross is. under the modem 
decisions of this state, and a number of other states, too strict. 
A man under such conditions must use his senses of observa- 
tion with due care, but to what extent or in what manner to 
constitute such dite care must be governed by all of the facts 
and conditions surrounding him at the time. Mere inattention 
or mental abstraction will not excuse the exercise of ordinary 
care, and such care requires that a man shall be reasonably 
observant of his condition and surroundings. 

Where a motorman of an electric car. running at a high 
rate of speed in a populous part of a city, sees an old man 
140 feet away, crossing the street diagonally, with his back 
towards the approaching car. his vision turned away there- 
from, with cars on another track passing in front of him. and 
with nothing to indicate to the motorman that he is aware of 
the approaching danger, it is no time to indulge in presmnp- 
tions. It at once becomes the duty of the driver of the car 
to exercise all the reasonable care and watchfulness that 
under the conditions prudence demands. He must put into 
motion every reasonable means at his command to wani the 
pedestrian, and, if necessary, put his car under control until 
he has good reason to believe the pedestrian is aware of his 
approach, and should stop, if possible and necessary to avoid 
a collision. 

A financial drain, with which electric railways have to 
contend, is that i-esulting from claims for damages when 
accidents occur. In addition to the compensation |)aynienfs 
there are heavy legal expenses and the cost of the claim 

The excessive and exorbitant demands for compensation 
that are frequently made on the slightest pretext are well 
known to street railway officials generally, and there is not 
the slightest doubt that many thousands of dollars have been 
given as compensation that never should have been paid. No 
enterprise of any magnitude is entirely inimime from such 

Reasoning that prevention is better than cure, the ques- 
tion forcibly suggests itself: "Can the circumstances which 
lead to compensation claims be prevented?" If there were 
no accidents there could be no legitimate claims for com- 
pensation, and that suggests the prevention of accidents. It 
-is, of course, too much to expect that they can be entirely 
eliminated, for, in the practical every-day conditions of life, 
many unforeseen circumstances may arise to cause accidents 
of more or less serious moment. 

Offering a Bonus. 

In the writer's opinion there is not the least doubt that 
accidents can be reduced in number, and the logical means 
of bringing this about is by offering financial inducements to 
motormen and others in the form of a "bonus" payment. 

In some instances enterprising and broad-minded street 
railway managers are adopting some bonus system for their 
employe's. This is for the financial benefit of all concerned. 
The great advantages of a bonus system are: It indirectly 
gives to the employe a financial interest in the undertaking 
by which he shares some of the profits. He is working for 
more than his week's wages, and has an object beyond finish- 
ing the vvfork as quickly and lightly as possible and waiting 
for pay day to arrive. The system fosters a personal interest 
in the success of the undertaking and promotes harmonious 
working between employer and employe. It tends to mitigate 
certain elements of dissatisfaction, based on either imaginary 
or real grievances, and induces more efficient work, which 
increases the stability of the undertaking. 

For these reasons the writer has always been an advo- 
cate of some form of bonus for motormen and conductors. 
One of my ideas is to give a yearly bonus at Christmas or 
New Year's day in the form of double pay to all motormen 
who each year perform their duties satisfactorily without 
accidents of any kind due to their fault, and to give a similar 
bonus to conductors who perform their duties satisfactorily 
and against whom no legitimate complaints are made. 

The financial advantages result from the fact that cue 
single car accident of a serious nature might very readily 
cost for claims, legal expenses, etc., many thousands of dollars, 
whereas by distributing several hundreds or thousands of 
dollars among the motormen to encourage them to exercise 
care to prevent accidents, such undesirable consequences and 
financial liabilities may be minimized to an appreciable extent. 
The majority of accidents happen thixjugh the neglect to exer- 
cise due care, although some are due to defective apparatus. 
It is safe to say that any company will receive good retunis 
from the money distributed in bonus i>ayments. 
Bases of Bonus Payments. 

There are other bases on which bonus payments may be 
made. Some of the conditions which the writer considers 
applicable for motormen are: (I) Prevention of accidents. 
1 2) Payment on a sliding scale for low consumption of power. 
t:i) Payment in case the life of the uniforms is extended 
and they are kept in good condition beyond a certain speci- 
fied length of time. For conductors the following conditions 
could be applied: (1) Freedom from complaints. (2) A per- 



Vol. XVIII, No. 4. 

centage on the fares collected over and above a certain mini- 
mum average receipt per car mile or per day aggregated 
throughout 3. 6 or 12 months. (3) Payment for a good record 
in the care of uniforms. 

The bonus payments for conditions 1 and 2 could con- 
veniently be made quarterly or half-yearly, and for condi- 
tion 3 could be made say 6 or 12 months after the pre- 
scribed length of time had elapsed. A suggested basis of 
payment for condition 1 for motormen and conductors would 
be the payment of a quarterly bonus of say $5.00 to $10.00 
or half-yearly payments pro rata, and for condition 3 
say $3.00 to $5.00 for extending the life of the uniform 12 
months. For condition 2 no hard and fast rules could be 
suggested to meet every case, for many circumstances in 
various localities are widely divergent. In the case of the 
motormen this would be determined by the cost of power, and 
for the conductors it would be determined by apportioning the 
receipts above a certain well-defined minimum on a suitable 
percentage scale. 

Railway bookkeeping is somewhat increased by these 
schemes, but the advantages are not to be lightly cast aside, 
and no obstacle should be allowed to stand in the way of 
their adoption. In the event of a "strike" all claims are 
forfeited. The bonus principle is practical and commercial. 

News of the Week 


The Guaranty Trust Company of New York, as trustee 
under the deed securing the first consolidated mortgage 4^ 
per cent bonds of the Detroit United Railway, secured an 
order from Judge Swan in the United States circuit court on 
July 23 restraining the mayor, aldermen and corporation 
counsel of Detroit from taking any steps in the enactment 
of the so-called Hally ordinance. This ordinance was de- 
signed to force 3-cent fares on some of the lines, a larger 
tax rate than is now paid, paving between the tracks and 
other hardships. It was also provided that franchises should 
be revocable and that the action of the council should be 

The bill says that the effect of the ordinance would be 
to produce a belief in the minds of the citizens generally 
that the entire 13 routes of the company were affected by 
the new measure. Assuming that passengers would be guided 
by this impression and refuse to pay fares of more than 
three cents, the bill states that "such refusal made by a 
great body of citizens acting under an honest although a mis- 
taken belief, will create a condition of affairs which cannot 
be overcome by any means at the command" of the company 
and that it would place the railway in a state of duress 
and coercion. 

In 1906 the net earnings of the railways in the system, 
including those outside of the city, after making allowance 
for depreciation, were, the bill says, about $1,779,409, or about 
$4,875 per day. The interest on underlying bonds having 
priority over the consolidated mortgage bonds amounts to 
$443,340 a year or more than $1,214 a day. The interest on 
the consolidated mortgage bonds is $511,519 or $1,400 a day. 
The net effect of the ordinance would therefore be to impair 
the revenues to such an extent that the company would not 
only be unable to pay dividends, but would be unable to meet 
the interest on the consolidated mortgage bonds. The ordi- 
nance would also compel the company to pay $100,000 more 
annually in taxes. 

The bill says that the question of franchise relations is 
not one that can be taken care of by legislative enactment, 
that the right of the city is limited to granting or refusing 
a franchise and that franchises must be a matter of agree- 
ment between a company and the city. 

Judge Swan has made permanent the injunction restrain- 
ing the enforcement of the service ordinance. A temporary 
injunction was granted on April 24, as reported in the Electric 
Railway Review of April 27, 1907, page 560. 

Chicago Experts on Eastern Trip. 

Bion J. Arnold, Charles V. Weston and H. B. Fleming, 
members of the board of supervising engineers, Chicago trac- 
tion companies, and George Weston, assistant chief engineer, 
have returned from an eastern trip. They visited the plant 
of the Pennsylvania Steel Company at Steelton, Pa., and the 
plants of William Wharton, Jr., & Co. and The J. G. Brill 
Company at Philadelphia. The latter company is building 300 
cars for the Chicago City Railway Company. The Phila- 
delphia Rapid Transit Company's tunnel and elevated lines 
were also inspected. Before the party returned New York was 

Mr. Arnold commended highly the new Philadelphia con- 

Fares on Portland (Ore.) Railway. 

F. I. Fuller, vice-president of the Portland (Ore.) Railway 
Light & Power Company, has sent a letter to the Oregon rail- 
road commission regarding the agitation for a 5-cent fare 
between Portland and Milwaukie. Mr. Fuller says: 

"On the whole Oregon city division, the charges from the 
center of the city to points outside the city limits are under 
two cents per mile, which, to those who are familiar with the 
cost of transporting passengers either by steam or electric 
railway in thinly populated districts, cannot be considered 
an exorbitant charge. The Southern Pacific, a parallel line, 
as we understand it, charges 25 cents, about 4 cents a mile, 
between Portland and Milwaukie. and runs only a few trains 
a day, while the city of Milwaukie, under the lines operated 
by this company, enjoys the service of a car every 15 minutes 
at rates from two-fifths to about one-fourth those offered by a 
competing line." 

Hearing in Lincoln (Neb.) Case. 

The Nebraska railroad commission has heard evidence 
in the application of the city of Lincoln to compel the Lin- 
coln Traction Company to sell six fares for 25 cents and to 
make special rates of 10 fares for 25 cents for school children. 

C. S. Allen, representing the company, reviewed the his- 
tory of the street railway system. He referred to the receiver- 
ship of the old Lincoln Street Railway from 1S94 to 1897 and 
the sale of the property in 1898 to the organizers of the pres- 
ent company. Mr. Allen said that while it was true, as 
charged by the city, that the property had been purchased 
for a nominal consideration of $60,500, the price was merely 
nominal and did not signify anything. He declared that the 
property was purchased on behalf of a syndicate of eastern 
stockholders and bondholders of the old company, and that 
it represented an original investment of nearly $2,500,000. 
After the purchase Mr. Allen said new stock was issued of the 
face value of $1,035,000. Mr. Allen conceded that the present 
plant could be replaced for a smaller sum than the total in- 
vestment, but he said that the rates should not be based on a 
replacement value, and cited the decision of the federal 
court in Milwaukee to show that a corporation is entitled to 
earn dividends on the full amount invested, regardless of 
whether the property has diminished in value. Mr. Allen also 
declared that during the entire period of the company's opera- 
tion it had earned not to exceed 2 per cent on the total in- 

F. H. Brooks, general superintendent, said that 86 cars, 
costing from $400 to $4,000 each, had been purchased by the 
company, and that the entire outlay for cars had been $151,000. 

Stock Exchange Acts on Forest City Stock. 

The Cleveland stock exchange has ordered the stock of 
the Forest City Railway Company to be removed from the 
listed department. Hereafter this stock will be admitted to 
quotation in the unlisted department only. For three months 
the stock exchange authorities have tried to secure a satis- 
factory statement from the Forest City company In accord- 
ance with the agreement which is required of all companies 
when stock is listed to furnish such statements. 

As a result of the negotiations the company submitted one 
statement of money expended on construction and equipment, 
which reached a total of $939,985.98, of which $24,705.84 was 
spent for consents, $44,719.26 for legal services, and $6,051.88 
for injunctions. In interest there has been expended $16,- 

In a petition filed in court the Cleveland Electric Railway 
calls the Low Fare road in East Fourteenth street, between 
Euclid avenue and Sumner avenue. S. E., a public nuisance. 
Referring to Mayor Johnson, the petition adds: 

"To benefit pecuniarily said Tom L. Johnson, he in per- 

July 27, 1907. 



son, and the officers and em[)loyes of the city, under the di- 
rection of the city council, for the pretended purpose of learn- 
ing whether the people in Central and Quincy avenues desired 
a street railroad upon said streets, have been using the 
services, time and property of the city of Cleveland, and its 
property, in an attempt to secure from the owners of real 
estate fronting upon said streets consents muring to the 
benefit of the Low Fare Company. 

"For this purpose squads of the uniformed police of the 
city and salaried employes of the city have been detailed to 
call over and over again upon such owners of property to 
seek, by persuasion, by threats and by untrue declarations 
that the papers they were solicited to sign would not affect 
revocations or consents heretofore given to this plaintiff, 
to obtain from such property owners consents inuring to the 
benefit of the Low Fare Railway Company." 

Three ordinances giving the Low Fare Railway franchises 
on separate parts of the Central-Quincy avenue routes were 
introduced in the Cleveland city council on July 23. 

Public Service Comn^ission. 

In referring to the proposed investigation of the Brooklyn 
Rapid Transit and the Interborough-Metropolitan companies. 
Chairman Willcox of the public service commission, first dis- 
trict. New York, outlined the motive of the inquiry, as follows; 

"It will undoubtedly be the duty of this board, at some 
time in the future, after proper hearings, to issue specific 
orders to increase the adequacy of the service now performed 
by these companies, but to enable the commission to take up 
these special lines of inquiry, and to afford hearings prepara- 
tory to the issuing of orders, I regard it as absolutely neces- 
sary that this general investigation be now made in aid of 
the performance by this board of practically all the duties 
which are imposed upon it by the rapid transit law, as well 
as by the public service commissions law in respect of rail- 
roads. I think that this investigation should be welcomed by 
the railway corporations as offering them an opportunity to 
disclose the facts, just as I am sure it will be welcomed by 
the public, which, as well as this commission, should know the 

Theodore P. Shouts, president of Interborough-Metropoli- 
tan Company, said regarding the inquiry: "We will give 
the commission all the information wanted, and all the 
assistance we can. We only ask that the commission study 
both sides of the question, for there are two sides to it. We 
will meet them in a spirit of co-operation. When I came to 
New York I said that that would be my policy, and I am more 
than ever convinced that only through co-operation can New 
York's transportation problem be solved. I believe that with 
real co-operation the work of the commission can be very 
helpful to the public and to us." 

Edwin W. Winter, president of the Brooklyn Rapid Tran- 
sit Company, said: "We shall welcome any sort of an investi- 
gation, and the commission will be aided in every way. We 
have no fear of being investigated, but on the contrary, we 
expect that an investigation will probably result in some im- 
provements in the service, which is what we are all seeking." 

The appointment of William M. Ivins as special counsel 
for the public service commission, first district, to investigate 
the Interborough-Metropolitan Company and the Brooklyn 
Rapid Transit Company has been announced. Mr. Ivins was 
the republican candidate in the last mayoralty election at 
New York City. 

Abel E. Blackmar has been appointed regular counsel for 
the public service commission, first district. 

Chairman Willcox has anounced the appointment of Will- 
ian J. Norton as first assistant secretary and of J. O. Haniraitt 
as second assistant secretary, and the retention of Thomas D. 
Hoxsey as secretary to the bureau of gas and electricity. 

The public service commission of the second district has 
created a division of traffic with Frank Barry of Watertown 
as chief, and a division of tariffs with Walter E. Griggs of 
Jamestown as chief. 

A communication was received from W. W. Niles, chair- 
man of the committee on city streets of the Automobile Club, 
regarding the arrangement of trolley poles on Jerome avenue, 
opposite the entrance to Woodlawn cemetery. Mr. Niles said 
that while perhaps there was little or no danger in the day- 
time, the poles in the middle of the road at the bend are 
invisible from a short distance at night. At the suggestion 
of Commissioner Eustis it was determined to inform the rail- 
road authorities of the letter, so that steps might be taken 
to remedy the situation. 

Commissioner Bassett has submitted a letter received 
from City Comptroller Metz, inclosing a copy of an opinion 
from the corporation council that the public utilities law is 

The Continuous Transit & Securities Company has made 
an application to the commission for permission to install a 

moving platform in a subway under Broadway, from Four- 
teenth to Forty-second streets. 

The City Club has sent to the public service commission, 
first district, a report criticizing the Interborough-Metropolitan 
and the Brooklyn Rapid Transit companies for their service, 
and urging that a thorough investigation into all conditions 
causing congestion be made. 

Commissioner Eustis of the New York public service com- 
mission, first district, is investigating the accident on the 
Third avenue elevated road, in which a number of Italians 
were injured. 

Hearing on Chicago Plan. 

The first hearing on the proposed plan for distribution 
of the Chicago Railways Company securities to stockholders 
and bondholders of the Chicago Union Traction Company and 
underlying roads was held on July 24 by Judge P. S. Grosscup 
of the United States circuit court, and Prof. John C. Gray of 
Harvard University. Representatives of the bondholders ar- 
gued against a reduction in par values of the securities or of 
the income. Representatives of all the companies and of 
various independent owners of stocks and bonds were present. 

In opening the hearing Judge Grosscup said that while 
the primary purpose was to consider objections against the 
proposed ijlan of reorganization, he would hear anything 
which the interested parties might desire to say against the 
transfer of the property from the receivers of the Chicago 
Union Traction Company to the new Chicago Railways Com- 
pany. The objections will be heard first and afterwards the 
arbitrators will listen to. replies from those who favor the 
plan as published. After that closing statements will be 
received from those representing both sides. 

Henry Crawford questioned the right of the arbitrators 
to act. . Judge Grosscup stated that the arbitrators did not act 
as having the power to compel the enforcement of their de- 
cisions, but as agents of the city of Chicago. 

At the second hearing, on July 25, George W. Wicker- 
sham, attorney for the New York interests in the Union 
Traction Conii)any, answered the objections to the plan and 
pointed out that • the securities must be scaled. He sug- 
gested a voting trust for five years. Xoble B. Judah, repre- 
senting the Northern Trust Company, which holds bonds as 
trustee, suggested that the trust extend for 20 years. The 
arbitrators will consider this suggestion. 

Formal answers to the amended and supplemental bill 
of complaint of the Guaranty Trust Company of New York 
against the West Chicago Street Railroad, the North Chicago 
Street Railroad and the Chicago Union Traction companies 
have been filed in the United States circuit court by the 
American Trust and Savings Bank and Foreman Brothers' 
Banking Company. They protest against any plan of reor- 
ganization of the traction companies which does not provide 
for the payment in cash of all receivers' certificates and 

Electric Railway Mail Service. — A regular United States 
mail service will be established on the Winona Interurban 
Railway between Warsaw and Goshen. 

Increase In Wages. — The Toronto Railway has granted 
its employes an increase in wages of two cents an hour. Under 
the new scale motormen and conductors will receive 20 cents 
an hour for the first year, 22 cents the second year, and 23% 
cents the third year. 

Reduction in Charter Applications. — The new law- in Penn- 
sylvania, according to reports from Harrisburg, has caused a 
decided reduction in the applications for charters for electric 
railways. The consent of municipal and township authorities 
must now be secured before a new line can be chartered or 
an old road extended. 

Philadelphia Ordinance Approved. — At a special meeting 
of stockholders of the Philadelphia Rapid Transit Company on 
July 18 the action of the officers and directors in ratifying the 
agreement with the city was approved. The by-laws of the 
company were changed to provide for the admission of three 
members to the board of directors on behalf of the city. 

Prize for Photographs. — John B. Crawford, superintendent 
of transportation of the Ft. Wayne & Wabash Valley Traction 
Company. Ft. Wayne, Ind., has announced that a prize of 
$100 will be offered soon for the best 12 photographs of views 
along the lines of the company. Three judges will be selected 
among prominent citizens in towns reached by the company's 

Wage Difference Settled. — Differences between the Spring- 
field (Mo.) Traction Company and its employes have been 
settled. The terms offered by the company were accepted. 
The employes are to have wages raised one cent an hour, and 
will receive passes tor themselves and their families over all 



Vol. XVIII, No. 4. 

lines of the system. The company agrees not to discrimi- 
nate against union members in the employment of new men. 
Outside the business sections motormen are to be allowed 
to use stools on the front platform of the cars. The com- 
pany agrees to meet and confer with the men on any differ- 
ence that may arise regarding wages. The agreement is to 
be binding for one year. 

Cost of Subways in New York. — liefore leaving for his 
vacation Mayor McClellan of New York said that the Lirooklyn 
(Fourth avenue) subway and the bridge loop subway systems 
would be pushed forward rapidly, although the city had not 
sufficient money for many other needed improvements. He 
said that the Hrooklyn (Fourth avenue) subway would cost 
about $2.i.()00.0iK) and the subway looj) about $12,000,000. 

Answer of Pittsburg Subway Company. — The Pittsbui'g 
Subway Company has filed with the Pittsburg city clerk an 
answer to the recpiest of the council for information. The 
amount of stock held by the various stockholders is as fol- 
lows: H. F. Raker, 49.'j shares; F. T. F. Lovejoy, .501 shares; 
E. K. Morse. 1 share; M. M. Garland, 1 share; H. M. William- 
son, 1 share: C. E. Andel. 1 share. H. F. Haker holds his 
stock for himself and for E. K. Morse, M. M. Garland and 
A. O. Fording. The amount paid in cash on the subscriptious 
is $17,447.51, the company says. 

Employes' Payments In Mobile Discontinued. — The Mobile 
(Ala.) I-ight & Railroad Company has made a (tayment to 
emi)loyes under the i)lan announced last year. These divi- 
dends for the first half of the current year vary from $45 to 
smaller sums. It was announced, however, in connection with 
the payment of these amounts that as the company has never 
liaid dividends to stockholders, and as it now has to consider 
excessive tax laws passed by the last legislature, the dividends 
to employes will be discontinued. Under the new law the tax 
on the franchises of the company will amount to $44,000. 

Motorman Charged with Wreck. — Paul Kelley, who was 
the motorman of a train wrecked on the Manhattan Elevated 
Railroad. New York, on September 11, 1905. has been taken 
to New York after his recent arrest in San Francisco on the 
charge of having caused the accident. Kelley charges the 
wreck to the switchman. At police headquarters in New Y'ork 
Kelley said that he remembered that his car passed the switch 
safely, and that the next car left the tracks, pulling the others 
with it. The only way that he could explain the accident was 
that the coupling between the first and second cars broke 
and allowed the car to fall into the street. Kelley said his 
car had white signals in front, showing the switchmen that it 
was a Ninth avenue car, and therefore he thought there was 
no excuse for the accident. He pleaded not guilty. 

Proposed Change in Plans of Boston Elevated Extension. — 
Announcement is made of a iiroposed change in the plans for 
constniction of the Boston Elevated Railway Company's ex- 
tension from the Noi'th station to Lechmere scpiare in Cam- 
bridge. The change was suggested by the company's advisory 
architect and involves covering the steel structure as originally 
planned with a layer of concrete. This would give a solid floor 
and undoubtedly would result in reducing the noise, as well 
as add considerably to the attractive appearance of the struc- 
ture. The approval of the directors of the comi)any has been 
secured and George A. Kimball, chief engineer of elevated 
construction of the Boston Elevated, is now preparing plans 
covering this imjjrovement, which will mean an additional cost 
of ai)proximately $100,000. The plans later will be submitted 
for the approval of the Charles River Basin commi-sion, the 
mayor of Boston and also the Boston & Maine Railroad, the 
yards of which will be crossed with a concrete structure. The 
state railroad commission has authority to make the final 

Tourist Information Bureau Established In Boston. — An in- 
formation bureau, to be conducted on lines similar to bureaus 
maintained in New York City, Philadelphia, Washington, Balti- 
more and other large cities of the east and south, has been 
opened in I?oston, where information i-egarding electric and 
steam roads, steamship lines, hotels, seashore and country 
resorts, etc., will be furnished tourists on application. The 
bureau, which will be under the management of Thomas P. 
Patrick and Robert H. Derrah. who have had considerable ex- 
perience in the passenger traffic business of electric and steam 
railways, will be known as the United States Tourist Bureau. 
Mr. Derrah was for 10 years connected with the West End 
Railway, and more recently with the Boston & Northern and 
Old Colony Street railways as passenger agent, while Mr. 
Patrick has been for the past 1.5 years traveling passenger 
agent for the Southern Pacific and other roads which conduct 
tourist e-xcursion parties to the Pacific coast. The office of 
the bureau is in the Old Corner Bookstore building. Wash- 
ington and School streets, where tom-ists are welcome. 

Construction News 


Anniston. Ala. — A franchise has been granted to the An- 
nistou .& Columbus Railway for a right of way through and 
across the streets and alleys of Anniston. The road will enter 
from the south from Oxford, between the two branches of the 
Southern Railway, to Eleventh street, west on Eleventh street 
to the plant of the United States Cast Iron Pipe & Foundry 
Company, with a si)ur track to the Woodstock furnaces. Work 
must be started within one year and completed within three 
years. W. H. Weatherly is president. Anniston. Ala. 

Chrlsman, III. — A 20-year franchise has been granted to 
the Paris Northern Traction Company to enter this place with 
its inttrurban line on McKinley avenue, following Illinois 
street to the limits. This road recently was incorijorated lo 
build an electric railway in Edgar and Vermilion counties from 
Paris to Ridge Farm and Brocton. 1. N. Doughty, Paris, Ill- 
chief engineer. 

Clinton, Okla. — A 50-year franchise for an electric rail- 
way has been granted by the city council to Herman Smith. 
Charles Goodwin and M. L. Holcomb. 

Crookston, Minn. — The ordinance granting to W. A. Muren 
and others the right to build an electric railway in Crookston 
is now under consideration. 

Dauphin, Pa. — The Central Pennsylvania Traction Com- 
pany has secured from the borough officials permission to 
use three of the streets of Dauphin for its ]U'oposed branch 
line, which is to follow the towpath of the abandoned Penn- 
sylvania canal from a point where the line turns to the pres- 
ent terminus at Rockville. and to extend through the first 
arch of the Rockville bridge. It is stated that as soon as 
right of way has been granted by property owners work on 
the new line will be started. Frank B. Musser. president. 
12 South Second street, Harrisburg. 

Decatur, III. — The franchise of the Decatur Sullivan Ai 
Mattoon Transit Conijiany, granted some months ago by the 
city council, has expired by limitation, and the company now 
has petitioned for permission to enter Decatur by way of 
Wood street. By the terms of the original franchise entrance 
was to be had by way of Prairie street, but as this entailed 
the building by the interurban compan\ of an expensive sub- 
way under the tracks of the Illinois Central Railroad, il 
refused to accept the franchise. 

Joplin, Mo. — The Joplin & Pittsburg Street Railroad has 
filed its written acceptance of the amended franchise granted 
by the city council. Work on the construction of the inter- 
urban railway from Joplin to Pittsburg will be begun soon. 

Memphis, Tenn. — The Clarksdale Covington & CoUier- 
ville Interurban Railway Conii)any has ai)plied for a 30-year 
franchise to construct and oijerate its line through this city. 
The road recently was incorporated as a subsidiary of the 
Lake View Traction Company for (he purpose of acquiring 
right of way, sites for power houses, etc.. for its interurban 
line connecting the towns named in the title, and later may 
be merged with the Lake View Traction (^ompany. 

Moline, III. — An ordinance was presented to the Moline 
city council on .luly 16 for a franchise for the Moline Rock 
Island & Eastern Railroad. This c6mi)any had secured an 
injunction restraining the city of Rock Island from interfer- 
ing with the passage of the cars. As the ordinance, however, 
was passed by the council it is presumed that a settlement of 
the difficulty will be reached, although the mayor expresses 
dissatisfaction with the terms of the grant. Under the orig- 
inal ordinance it was provided that if the company should 
not have in oi)eration within five years a line to Geneseo Ihi- 
term of the franchise should be reduced from 50 to 20 years, 
and the comi)any should pay the city $10,000. Under the or- 
dinance as passed the company gives a bond of $10,00(1 to 
have the line in operation within five years. 

Redding, Cal. — Formal apiilication for a franchise to build 
a double-track street railway in this city has been made by 
L. F. Evans, the line presumably being a part of the Reddiug 
& Eureka Railway. 

Rock Hill, S. C. — A i)erpetual franchise has been applied 
for by the South Carolina Public Service Corporations to con- 
struct and operate its interurban line through Rock Hill. A 
special committee was appointed to act to investigate the 
matter and determine if a special election would be necessar.v 
to act on the petition. 

San Mateo, Cal. — Peter Thorsen and .1. .lohns. residents 

July 27. 1907. 



of San Mateo, have asked for a franchise to con.stnicl an 
electric railway in this city. 

Sullivan, Ind. — The county commissioners have granted a 
franchise to the Terre Haute & Merom Traction Company for 
the operation of its line through Fairbanks. Staffordshire, 
Graysville. Merom and Merom .Junction, actual construction 
work to be started not later than February. 19U.S. Much of the 
right of way has been secured and it is stated that work pos- 
sibly may be started this fall. 

TIfton, Ga. — A franchise for the construction and opera- 
tion of an electric railway in this city has been granted by 
the city council to L. P. Thurnian. I. \V. Myers. \V. W. Hanks. 
O. Daniel, J. B. Cochran. E. F. Bussey and .1. .1. L. Phillips. 
The line must be in o|)oration within 1.") months. 


Austin & Lockhart Interurban Railway, Austin, Tex. — 
Incorporated in Texas to build an interurban line between the 
points named. Ri.ght of way is being secured and it is stated 
that a large tract of land will be donated to the company for 
a park. Cajiital stock. .$400,000. Incori>orators: Thomas 
Moore. Elizabeth, .\. J.; Kphraim Miller. White Plains, N. Y ; 
Henry N. McKay, Hemijstead. L. I. 

El Reno (Okla.) Railw/ay. — Incorporated in Oklahoma to 
liuild an interurban line Ho miles westward from Oklahoma 
City, via El Reno, to Gaiy. The motive power may be either 
steam or . electric. Capital stock, $100,000. Incorporators: 
.1. W. Maney, Oklahoma City; John Schaefer, Henry Schaefer, 
H. K. Schaefer. Herman Dittmer, El Reno, Okla. 

Elyria Southern Railway Company, Cleveland, O. — Incor- 
porated in Ohio with $loo.uo0 capital stock by \V. E. Elliot, F. 
W, Cari)enter. W. E. Aloses, J. M. Starr and F. L. Sargent, to 
construct and operate an electric railway between Elyria and 
West Salem, O. 

Gary & Eastern Traction Company, New Chicago, Ind. — 
Incorporated in Indiana with a capital stock of $2.5,000. Abra- 
ham Fifer, John Trier and Gustav Lucas, directors. 

Priest Rapids Railway Company. — Incorporated in Wash- 
ington with $1,000.0011 cajiital stock to build an electric rail- 
way, particularly in Douglas county and from Wenatchee. 
Chelan county, in a southerly and southeasterly direction 
through the counties of Chelan, Kittitas, Yakima and Benton, 
to some point on the Northern Pacific Railway. The length 
of the proposed road is 135 miles. W. R. Rust of Tacoma, 
Wash., is president. 

Southern Construction Company, Paducah, Ky. — Incorpo- 
rated in Kentucky for the ptirpose of building the Paducah 
Southern Electric Railroad, the first link of which will be 
constructed between Paducah and Mayfield. Franchises have 
been secured for the operation of the line in Mayfield and the 
approaches to the city. Capital stock, $10,000. Incorporators: 
B. H. Scott, H. H. Loving, John Harth, George Rush and 

Spirit Lake Emmetsburg & Ft. Dodge Railway. — Incoriio- 
rated in Iowa to build an electric railway from Spirit Lake to 
Ft. Dodge, by way of Okoboji. Emmetsburg. Mallard. Poca- 
hontas, Lizard and Clare. Capital stock, $20,000. The oflicers 
of the company are: Vice-president, M. H. Miller of Detroit. 
Mich.; secretary. P. 0. Refsell; treasurer, D. A. Johnson; 
directors, E. A. Morling. John Menzies. W. I. Branagan. H. M 
Miller. J. H. Allen. Will D. McEwen, John Daily and William 
Walsh. The last fom- live in Pocahontas county, Iowa. 


Altoona Hollidaysburg & Bedford Springs Railway, Al- 
toona. Pa. — The iiernuiuent survey for the route of this road 
between Altoona and Xewry. Pa., has been made and sur- 
veyors are now at work on the line from Beryl to Hollidays- 
burg, by way of Dell Delight jtark. The contracts for the 
construction will be let in sections of two miles each, in order 
to carry out the i)lan of having the road in operation by 
October next. The building of the road, which has been 
hampered by the unwillingness of property holders to allow 
the company to acrpiire land for its right of way. will now be 
pushed as I'apidly as possible under the recently enacted law 
of Pennsylvania, giving electric railways the right of eminent 
domain in that state. Power to operate the new line will be 
lurnished by the Juniata Hydro-Electric Comiiany at Peters- 
burg. Over one-half of the tower transmission line of the 
railway comjiany. which will come into Altoona by way of 
Sinking Valley, has boon built. H. C. Givin. chief engineer, 
Altoona, Pa. 

Atlantic Shore Line Railway, Kennebunk, Me. — This new 
road, extending from York beach to Kennebunk. has been 

opened for travel. The road is lfi% miles long and is 
equipped for handling freight. The officers are: E. .M. Good- 
all of Sanford, president; Louis B. Goodall of Sanford. treas- 
urer; F. J. Allen of Sanford. secretary and attorney; W. G. 
Meloon of Kittery, general manager. 

Baltimore Frederick & Hagerstown Electric Railway. — Im- 
jiortant extensions of this comjjany are said to be under con- 

Boston & Providence Interurban Electric Railroad. — This 
company is being organized to build a standard-gauge elec- 
tric line '.',:', miles long, between Boston. .Mass.. and Seekonk, 
R. I., iiassing through Hyde Park. Dedhani. Westwood. Nor- 
wood, ('anion. Sharon, Foxboro. Mansfield and Attleboro. The 
terminals will be near the New Y'ork New Haven & Hartford's 
railroad station at Forest Hills, Mass.. and at Seekonk. R. I. 
Russell Robb. Concord; H. Heustis Newton. Everett: Frederic 
E. Snow. Boston; Frederick S. Pratt and James L. Richards, 
Newton. Mass., are interested. 

Billings, Mont. — Yeger Brothers are asking for a special 
election to vote on their recpiest for a franchise for a street 


Bristol Gas & Electric Company, Bristol, Tenn. — This com- 
pany, which recently was granted a 30-year franchise to build 
and operate an electric street railway in Bristol. Va., is making 
rapid [irogress on the work and it is stated that the line will 
be in operation some time late in the summer or early fall. 
The first shijiment of steel rails is on the way. the switch 
east of the union passenger station has been completed and a 
new bridge across Beaver creek, on Washington street, has 
been built, over which the cars of the company will operate 
instead of using the city bridge. The present terminus of the 
line will be at a point on Moore street, opposite the Virginia 
institute. When the present section is finished the line will 
be extended into the addition of the Bristol Home Company. 

Buffalo & Lake Erie Traction Company. — Franchises have 
been granted by Dunkirk and Sheridan. The L. E. Myers 
Company of Chicago, which has the contract for construction, 
is working now between Dunkirk and Silver Creek. 

Butte (Mont.) Electric Railway. — Grading for an exten- 
sion of the Centerville line, three-fourths of a mile, has been 
finished and the extension will be completed soon. The com- 
pany has double-tracked a large part of Park and Granite 
streets and also extended the double tracks on Excelsior ave- 
nue and in Walkerville. 

Carthage, Mo. — At a meeting of the Commercial Club on 
July 18 the construction of an electric railway to Alba. Neck 
City and Purcell was discussed. W. J. Knepp of Kansas City 
IH'oposes to build the road it residents of Carthage will raise 
$10,000 for a bonus and subscribe tor $100,000 bonds. The 
club decided to raise $1,000 for the purpose of making a 
survey, and the following committee was appointed by Presi- 
dent S. B. Griswold to secure this money: A. F. Lewis. J. A. 
.Mitchell, W. K. Caffee. A. Ramsey, G. A. Rose. J. F. Purcell 
and C. B. Gammon. 

Charlotte Consolidated Construction Company, Charlotte, 
N. C. — It is rei)orted that rapid progress is being made on the 
electric railway which this company is building from Char- 
lotte to the Catawba river. 12 miles. Grading has been com- 
pleted as far as Chadwick Mills, three miles, and the contract 
has been awarded to J. W. Hass for the construction of four 
large reinforced concrete bridges, which will cost about $15.- 
000. A park is to be built at Lakewood. The company is also 
making surveys for several other lines radiating from Char- 

Chicago & Milwaukee Electric Railroad. — It is reported 

that this road will build a branch to South Milwaukee from the 
.Milwaukee line now luuier construction. 

Chicago South Bend & Northern Indiana Railway, Ssuth 
Bend. Ind. — Announcement is made that this company and the 
city of South Bend have entered into an agreement whereby 
the Winona Interurban Railway and other interurban lines 
may enter the city over the tracks of this company by paying 
21,^ cents for each passenger carried over its lines within the 
city limits. The com))any agrees to lay tracks to the limits 
whenever so ordered by the board of public works and to 
I)rovide a suitable waiting station in the central part of the 
city for the use of jiassengers on interurban cars using the 
comiiany's tracks. 

Cleveland Alliance & Mahoning Valley Railway. — I \\ 
Holcomb of Cleveland is quoted as stating that arrangements 
for financing the property have been finished and that con- 
tracts will soon be made for the electrification of the old 
Baltimore & Ohio road between Ravenna and .\ewton Falls, 
and for construction of the new line from Newton Falls to 
Warrtn. The proposed line will be SO miles long. 



Vol. XVIII, No. 4. 

Cleveland Brooklyn & Elyria Railway. — E. W. Denison of 
Cleveland is reported to have made a survey for this proposed 
road. The road is projected from Cleveland to Zanesville by 
way of Barberton, Doylestown. Orrville, Millersburg and Co- 

Columbus (O.) Railway & Light Company. — The public 
service board has passed resolutions notifying this company 
to complete the construction of double track on certain 

Davenport, la. — The question of preliminary surveys for 
the proposed electric railway to Manchester. la., was dis- 
cussed at a recent meeting. Among those interested are 
George R. Baker. Henry VoUmer and T. P. Halligan of Daven- 
port and .1. A. Voorhees of Monticello. 

Du Quoin Belleville & St. Louis Electric Railway. — Sur- 
veys for this road are now being made. 

Eatonton, Ga. — The board of trade has decided to aid in 
the construction of either an electric or a steam railway to 
Madison. Ga. 

El Paso (Tex.) Electric Railway. — A double track will be 
laid on the boulevard by this company as soon as possible. 

Evansville Suburban & Newburg Railway, Evansville, 
Ind. — It is reported that this road may be extended from its 
present Boonville terminus to Petersburg by way of Linnville 
and Winslow, opening up a fertile farming section in Pike and 
Warren counties. 

Galena, Kan. — The Spring River Boating & Amusement 
Company will build a gasoline motor line from Galena to the 
new park on Spring river. 

Gary & Interurban Railway, Gary, Ind. — This company 
will be incorporated in Indiana with $400,000 capital stock, 
for the purpose of building an electric line connecting Gary 
with Hammond. Tolleston, East Chicago and Whiting. The 
directors are: F. N. Garet, J. A. Garet, C. B. Manbeck, M. N. 
Castleman and W. E. Schrage. 

Geneva Phelps & Newark Railroad. — As announced pre- 
viously in the Electric Railway Review a 3-mile extension of 
this road from Phelps to Clifton Springs and Manchester is 
planned and surveyors are now at work locating the route. 
It Is reported that the franchise granted to this company 
about a year ago for the purpose of building and operating 
an electric line has been sold to J. G. White & Co., and that 
with the acquisition of the franchise by the White interests 
the work on the line from Geneva to Newark by way of 
Phelps will be started as soon as the Rochester Syracuse & 
Eastern Railway, which J. G. White & Co. is building, is com- 
pleted to Clyde. 

Grand Central Traction Company, Indianapolis, Ind. — 
Fifty or more Brown county farmers have given rights of way 
to this company upon which to build a line from Indianapolis 
to Vincennes, through the county by way of Nashville. They 
have also raised $10,000 to be used in aid of the construction 
of the road through the county. 

Hazleton, la. — Capitalists of this city are said to be pre- 
paring to build an interurban line to Oelwein. According to 
press dispatches gasoline motor cars are favored. 

Henderson, Ky. — An electric railway is projected from 
Henderson through Cairo, Poole. Dixon, Lisman and Provi- 
dence to Dawson Springs, Ky. 

Hueneme Malibu & Port Los Angeles Railway, Los An- 
geles, Cal. — A contract for the construction of five miles of 
road is reported to have been let to W. K. Peasley. 

Illinois Valley Railway, La Salle, III. — This company will 
apply for another franchise at Peru, 111., and will construct a 
new bridge at that point. 

Indiana Union Traction Company, Anderson, Ind. — Ground 
for a new right of way for nearly half a mile east and west 
of a bridge near Anderson, over the White river, has been 

Indianapolis Newcastle & Toledo Electric Railway, In- 
dianapolis, Ind. — This company has just completed the large 
fill across the Blue River valley over which its line will 
operate to Richmond. This fill was over a mile long and 
has taken a force of several hundred men over a year to 
build. It is stated that the line will be in operation late in 
the fall. D. M. Parry, president, Indianapolis, Ind. 

International Railway, Buffalo. — This company has applied 
to the appellate court for permission to lay double tracks on 
Elmwood avenue. Three commissioners have been appointed 
to investigate the matter and they will hold their first hearing 
on .luly 29. Work on the Franklin street line of this com- 

pany has been started. New tracks will be laid and will 
relieve much of the present congestion on lower Main street. 
The work of replacing the old rails worn out of shape by the 
heavy cars on that line is now under way in Rhode Island 
street and from Niagara square to Carolina street and beyond. 
At the request of the council the overhead system in some 
of the streets is being changed from center pole to span con- 
struction. In Tonawanda street and South Park avenue new 
140-pound rails laid in concrete will replace the present tracks 
before fall. The cost of these improvements will be about 
$400,000, besides other lesser improvements which come under 
the regular operating expenses of the road. 

Jacksonville (Fla.) Electric Company. — Heavier rails are 
being laid on the East Bay street line. 

Kalamazoo Elkhart & South Bend Railroad. — A meeting to 
consider this proposed road was held in Three Rivers. Mich., 
on July 17. M. H. Bumphrey was chairman. The meeting was 
called to order by George E. Miller and a committee of seven 
was appointed to ascertain what could be done to aid in the 
construction of the road. 

Louisville & Northern Railway & Lighting Company, New 
Albany, Ind. — Martin J. InsuU, general manager of this com- 
pany, has stated that definite arrangements have been made 
whereby its cars operating over the Kentucky & Indiana 
bridge between New Albany and Louisville will be enabled 
to reach the heart of Louisville instead of leaving passengers 
at the river front as heretofore. The new terminus will be 
the depot of the company on Third street, between Walnut 
and Green. As soon as new equipment has been secured and 
the necessary changes made in the old. the cars will use the 
following route: After crossing the bridge they will operate 
over Thirty-first street from High to Bank street, then over 
the tracks of the Louisville Railway on Bank street, east to 
Nineteenth, out Nineteenth to .lefferson to Third and south on 
Third street to the depot between Green and Walnut streets, 
used jointly by the Louisville & Northern and the Louisville 
& Southern Indiana Traction Company. It is stated that new 
trucks to conform to the gauge of the street railway tracks 
will be placed on the cars. It is expected that the cars will 
operate over the new route within the next few months. 

Madison County Interurban Railway. — The directors met 
in Edwardsville, 111., on .luly IS to consider plans for the 
construction of a road from Staunton to a point near Collins- 
ville. Among those who attended the meeting were the fol- 
lowing: William P. Wall, John Faulstich and D. G. William- 
son, Staunton; John Gehrig and Joseph F. Long, New Douglas; 
John Bardill. Grantfork; John Wildi and Eugene Schott, 
Highland; Rufus Pike and L. J. Rhein, St. Jacob; W. W. 
Jarvis, Troy. The capital stock of the company is $2.5,000. 

Madison, Wis. — It is announced that Daniel D. Ely of New 
York City is interested in a proposed interurban electric rail- 
way, to be built between Madison and Janesville, Wis., at a 
cost of about $900,000. Entrance to Madison will be secured 
over the tracks of the Madison City Railway and if built the 
line will be in operation within a year. It is stated that prac- 
tically all of the capital has been subscribed. 

Middleburg, Pa. — A survey has been made for the pro- 
posed electric railway from Middleburg to Lewisburg. The 
road will pass through Selinsgrove. Sunbury and Winfield. 

Montgomery County Rapid Transit Company, Norristown, 
Pa. — This company's Trooper-Souderton extension from 
Trooper to Centre Point, about seven miles, was formally 
opened on July 22. 

Muskogee (Okla.) Electric Traction Company. — Residents 
of the northwestern part of Muskogee are reported to have 
agreed to give a bonus of $i5,000 to this company if certain 
extensions are built. 

New York Westchester & Boston Railway, New York. — 
This company has applied to the supreme court. New York, 
for permission to condemn lands for the right of way from 
Port Morris to Port Chester, by way of New Rochelle, with 
branches to White Plains and Ft. Schuyler. These proceed- 
ings are opposed by Arabella and Henry E. Huntington, who 
own property along the route, which the company's experts 
value at $36,036. The Huntingtons declare that the company 
is not a properly incorporated domestic corporation, and that 
it does not hold any valid franchises. Justice Dayton signed 
an order referring the case to Charles P. Brown, who is to 
report whether the land should be condemned or whether the 
railway company's franchises have lapsed. 

Northern Ohio Traction & Light Company, Akron, O. — It 
is announced that this company will spend approximately 
$400,000 in the straightening of its line, involving a new grade 
throughout and the improvement of the roadbed, which will 

July 27, 1907. 



result in a considerable reduction in the running time between 
Akron and Cleveland. Some of the right of way has been 
I)urchased and the remainder is being negotiated for between 
Cuyahoga Falls and Cleveland. Actual work on these im- 
provements, however, is not contemplated before next spring. 

Omaha Lincoln & Beatrice Railway, Lincoln, Neb. — E. C. 
Hurd, chief engineer, writes that this company has completed 
and is operating six miles of its proposed line from Lincoln to 
Omaha, Neb., 56 miles. The remainder of the line, which in- 
cludes Bethany Heights, Waverley, Greenwood, Ashland, 
Springfield, Papillion and Sarpy City, is now under construc- 
tion. The line will be on a private right of way. The over- 
head construction is of the single-pole bracket type. Harvey 
Musser, Akron, O., is president. 

Oneida, N. Y. — It is reported on official authority that an 
electric railway will be built from Rome to Oneida, by the 
Andrews-Vanderbilt syndicate. 

Oneonta & Mohawk Valley Railroad, Oneonta, N. Y. — A 
cut-off is being constructed across Mud Lake near Richfield 
Springs, N. Y. 

Oregon Electric Railway, Portland, Ore. — As soon as the 
two remaining spans of the bridge over the Willamette rivt;r 
at Wilsonville have been placed work on the unfinished 19- 
mile section of this company's line beyond Wilsonville will be 
started. It is believed that by August 15 work trains may be 
operated over the structure. 

Pacific Electric Railway, Los Angeles, Gal. — It is reported 
that work on a proposed line to San Diego, Cal., will be started 
in the near future by this company. This system already has 
a line reaching the eastern limits of Orange county and it is 
announced that contracts have been let for a line between San 
Diego and Del Mar, leaving about one-half of the entire dis- 
tance between San Diego and Los Angeles to be constructed. 
The line to San Diego as planned will practically parallel the 
Atchison Topeka & Santa Fe Railway. 

Philadelphia Rapid Transit Company. — In spite of delays 
from various causes, part of which have been caused by the non- 
delivery of construction materials, satisfactory progress has 
been made on the Market street subway, from Fifteenth street 
to the Delaware river, and President John B. Parsons is 
quoted as saying that by July, 1908, trains will be operated 
through it. The 7-foot sewer has been completed in Market 
street as far west from the river as Twelfth street on the south 
side and to Tenth street on the north side, and the sewer con- 
struction near the city hall probably will be finished by next 
October. The contractors announce that tracks will be laid 
in a very short time in that portion of the subway encircling 
the city hall. The roof of the subway between Front and 
Second streets and the steel supports for its continuation have 
been completed as far west as Third street and it is stated 
that the wall and floor between Third and Fourth streets will 
be concreted by the end of this week. The concrete founda- 
tions for the superstructure of the elevated road on the Arch 
street incline, from Front street to Delaware avenue, are 
being laid. 

Pine Bluff, Ark. — A project for the construction of an 
electric railway to Little Rock is under way. Among those 
who are interested are J. A. Holmes and Dillard H. Saunders. 
A preliminary survey will be made soon, it is reported. 

Pittsburg McKeesport & Westmoreland Street Railway. — 
Work on the construction of this line from Irwin to West New- 
ton is progressing. A franchise has been secured in New 
Haven for the operation of the line through the streets of 
that village and an extension from West Newton to Donora 
and other Monongahela river points will be built next summer. 

Portland & Northern Railroad, Portland, Me. — This com- 
pany, which is building an electric railway from Portland to 
Bridgeton, Me., has increased its capital stock from $160,000 
to $1,000,000. William M. Sturges, chief engineer and general 
manager, Portland, Me. 

Redlands Central Railway, Redlands, Cal. — Rails and ties 
have arrived in Redlands for the construction of this line. 
As soon as the line is completed in Redlands the company ex- 
pects to build to Riverside. 

Riverhead, L. I. — A trust deed securing an issue of $200,- 
000 bonds on the property of the Suffolk Syndicate Company 
has been filed. John R. Wells, New York City, is president 
of the syndicate, and it is reported that the filing of the 
mortgage is preliminary to the construction of an electric 
railway from Patchogue west. 

Rochester, N. H. — Business men in this section say it is 
likely that work will soon begin on the construction of the 
cross-country electric line between this city and Concord. 
The charter was obtained in 1S9.'?, and has been amended and 
extended from time to time since. The route surveyed passes 

through Barrington, Northwood, Epsom and Chichester, with 
already constructed lines running from Dover and this city. 

Rochester (N. Y.) Railway Company. — Application has 
been made to the town board of Greece for approval of a plan 
to lay double tracks in the Ridge Road. 

Rockford & Interurban Railway Company. — This company 
has purchased Yost's park on Rock river. 

St. Johns Light & Power Company, St. Augustine, Fla. — 
We are officially advised that during the summer this com- 
pany will extend its line from St. Augustine to South Beach, 
Fla., five miles. Grading has been completed and the over- 
head work is now in progress. Thomas R. Osmond, general 
manager. St. Augustine. 

Springfield (Mo.) Traction Company. — The Monroe street 

line will be extended to the grounds of the new state normal 

Toledo Urban & Interurban Railway, Toledo, O. — It is 
reported that an extension will be built from Findlay to 
Larue, via Kenton, and that a traffic arrangement will be 
made with the Columbus Urbana & Western Electric Railway 
of Columbus and the Columbus Magnetic Springs & Northern 
Railway of Delaware, affording a through line from Toledo to 
Columbus. Under this arrangement the Toledo Urban & In- 
terurban road would connect with the Columbus Magnetic 
Springs & Northern at Larue. The latter road connects with 
the Columbus Urbana & Western at Magnetic Springs. 

Traverse City, Mich. — N. B. Debrin and Charles A. De- 
neen of Chicago and others desire to build an electric rail- 
way, including eight miles of track, in this city, and also an 
interurban road from Traverse City to Petoskey. 

Twin City Rapid Transit Company, Minneapolis. — The 

Selby avenue tunnel, it is now estimated, will be completed 
and ready for operation by August 10. 

Utah Light & Railway Company, Salt Lake City, Utah. — 

After a conference between representatives ot the company 
and the joint council committees ou street and municipal 
laws an agreement was reached which will enable the com- 
pany to continue without delay the reconstruction work which 
is planned at a total expense of about $3,000,000. 

Walla Walla Valley Traction Company, Walla Walla, 
Wash. — It is reported that this company has leased for two 
months Meador park, on the Walla Walla river, and will 
make some improvements. 

Waterbury & Milldale Tramway Company. — A meeting of 
those who are interested in the construction ot this road will 
be held shortly to complete the organization. A representa- 
tive of Sanderson & Porter of New York has been investigat- 
ing the territory. 

Waterloo, la. — The following citizens are agitating the 
construction of a new- electric railway: M. B. Locke, J. E. 
Sedgwick. F. F. McElhinney. Thomas Cascaden, Jr., J. D. 
Easton, E. L. Johnson. Louis Frank. C. O. Lamson. C. L. 
Kingsley, J. K. Joder, O. J. FuUerton. W. J. French. P. J. 
Martin, J. M. Graham. Roy Cushman. S. L. "Vale, S. J. Hall, 
R. N. Cowin, G. A. Doerfler. J. A. Dunham. 

Willamette Valley Traction Company, — Construction work 
on this company's street railway line in Eugene, Ore., was 
begun on July 15 and it is stated that that portion between 
the Southern Pacific depot and the University of Oregon will 
be completed and in operation by fall. The line eventually 
will be built to Springfield. 

Winnebago Traction Company, Oshkosh, Wis. — R. H. 

Hackett. receiver, writes that there is no truth in the reported 
purchase by the Wisconsin Traction Light Heat & Power 
Comi)any of the 14-mile interurban line of the Winnebago 
Traction Company between Neenah and Oshkosh. 

Winnipeg Electric Street Railway. — The company has 
agreed to make several extensions in accordance with an 
ordinance passed by the city council seven weeks ago. Some 
of the extensions, however, the company will not agree to 
make at present. 

Woodbury & Waterbury Street Railway. — John Fagans' 
Sons of Meriden. Conn., have received the contract for build- 
ing four miles of the electric road which is under construction 
between Waterbury and Woodbury, Conn. 


Choctaw Railway & Lighting Company. McAlester, I. T. — 
On July 18 the power house of this company at McAlester was 
wrecked by a flywheel accident. The power house root was 
torn off and several cars in the adjacent car house were dam- 
aged. The damage is estimated at $1.=>,000. 



Vol. XVIII, No. 4. 

Personal Mention 

Financial News 

.\Ir. .John Crunip. .)r.. heretofore vice-president and super- 
intendent of the Coluniljiis (Ind.) Street Railway & Liglit 
("onipany. has been elected president to succeed the late 
Richard F. Gottschalk, whose death was announced last week. 

Mr. F. W. Brown has been api)ointed general passengi^r 
agent of the Michigan United Railways, with headquarteis 
at Battle Creek, Mich. Mr. Brown was, until recently, with 
the Pere Marquette and the .Michigan Central railways at 
Lansing. Mich. 

Mr. L. E. Holdernian. formerly su|)erintendenl of the elec- 
trical department of the Eastern Wisconsin Railway & Light 
Company at Fond du Lac, Wis., has accepted a similar posi- 
tion with the Terre Haute Indianapolis & Eastern Traction 
Company, Terre Haute, Ind. 

Mr. J. A. Jarvis has been appointed assistant superin- 
tendent of the Peoria-Bloouiington branch of the Illinois 
Traction System, with headquarters at Peoria, 111., reporting 
to H. E. Davidson, superintendent, at Bloomington. Mr. Jai- 
vis formerly was master mechanic of the Joliet Plainfield & 
Aurora Railroad. 

Mr. Guy W. Talbot, whose resignation as vice-president 
of the Corvallis & Eastern Railroad, to accept a similar posi- 
tion with the Oregon Electric Railway, Portland, Ore., was 
announced in the Eler- 
tric Railway Review for 
July 13, was born Au- 
gust 12, 1873, at Centre- 
ville, Mich. He is a 
graduate of the public 
schools of Des Moines, 
la., and of the Collei;e 
of Emporia at Emporia, 
Kan. He entered rail- 
way .service in 1S91 as 
a messenger boy for 
the Chicago Burlington 
& Quincy Railroad at 
Des Moines, remaining 
with this road in va- 
rious capacities until 
1895, when he was ap- 
pointed traveling freight 
and passenger agent of 
the Des Moines North- 
ern & Western Railway 
at Des Moines. He also 
served in this capacity 
with the Chicago Mil- 
waukee & St. Paul and 
the Iowa Central Rail- 
way. On November 1, 1900, he became traffic manager of the 
Peoria & Pekln Terminal Railway at Peoria, III., holding this 
jiosition until January, 1904, when he was made general man- 
ager of the same road. Mr. Talbot was appointed general 
manager of the Corvallis & Eastern and the Astoria & Colum- 
bia River railroads in April, 1906, later resigning from the 
Astoria & Columbia River to become vice-president of the 
Corvallis & Eastern. The Oregon Electric Railway, of which 
he is now vice-president, is under construction between Port- 
land and Salem, Ore., and will form, when completed, with its 
.")3 miles of main and feeder lines, one of the important inter- 
urban systems of Oregon. 

Mr. George G. Porter, recently superintendent of shops of 
the Metropolitan District Railway, London, England, has re- 
signed his position and is now temporarily located in Chicago. 
Mr. Porter has been in England since 1893 and has been con- 
nected with the London Underground Electric Railway since 
1904, first as chief inspector of car construction and more 
recently as superintendent of its Metropolitan District division. 
During his stay in England he also completed a course in 
electrical engineering at Chelsea Technical Institute. 

Mr. E. J. Cook, heretofore chief engineer of power of the 
Cleveland Electric Railway, Cleveland. O., has been ai)i)ointed 
general manager of the Rochester Railway Company to suc- 
ceed Mr. R. E. Danforth, whose resignation to become general 
manager of the street railway department of the Public 
Service Corporation of New Jersey was announced in the 
Electric Railway Review for March 30. Annoimcenient is 
made that for the present Mr. Cook will not go to Rochester, 
but will direct the management of the Rochester Railway from 
the Cleveland office through the general suiierintendent at 

Guy W. Talbot. 

American Light & Traction Company, New York. — In addi- 
tion to the usual dividend on the preferred stock of this hold- 
ing company a quarterly dividend of 1% per cent has been 
declared on the common stock, increasing the rate from .') per 
cent to l> per cent per annum. Gross earnings from subsidiary 
companies in the six months ended June 30, 1907, were $1,028,- 
866, as compared with $953,115 in the corresiionding period of 
the previous year. The surplus after payment of the divi- 
dends was $507,700, as compared wit