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Flectrlc R iulway Review

FORMERLY THE STREET RAILWAY REVIEW

VOLUME XVIII

July 1 to December 31, 1907

THE WILSON COMPANY

160 Harrison Street

Chicago

c ccc c

C 6 «. * 1

.' . 5

GENERAL INDEX.

* 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 Expen.ses, 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

764

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
Co.—

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

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

200203

ELECTRIC RAILWAY REVIEW

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 Hou.se 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

Roadway

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 —

385

Address

495

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^

ELECTRIC RAILWAY REVIEW

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
Co.—

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

ELECTRIC RAILWAY REVIEW

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. Ma.ss.. 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

Federation.
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 Al.si) Ciininiissiuns. Rail-
road.
Commission. Public Utilities, of New

York 11 +31

Commissions. Railroad —

ELECTRIC RAILWAY REVIEV/

Indiana-
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.

•894

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

Line

Connecticut Co., Merlden-MiddietowB
Line

897
921

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

Extension •275

Easton Transit Co., South JBetlileliein

Line

131

800

Personnel 09

D..t..., ^^

Rules

383

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—'

Financial

349

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

vili

ELECTRIC RAILWAY REVIEW

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

Earnings^
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 Hou.ses 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
Co—

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

ELECTRIC RAILWAY REVIEW

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

For.se, 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
Co.—

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

ELECTRIC RAILWAY REVIEW

837
2.U
316
837
80
316

375

235

528
772

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-
way

French, M. J. —

Engineering Convention —

Electric Railway Tracks. Care of

French Point Street Railway, Track and

Roadway

Fresno. Cal.. Track and Roadway 24

Fresno Traction Co.—

Car House 207

Financial IJo

Fuel. U.se 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

Graphite—

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

ELECTRIC RAILWAY REVIEW

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
Co.—

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
Co.—

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

ELECTRIC RAILWAY REVIEW

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
TjOcomotives^
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

Maintenance^

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
Co.—

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

ELECTRIC RAILWAY REVIEW

xili

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
Co.—

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

xlv

ELECTRIC RAILWAY REVIEW

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

386

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 Volta.ge 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"'

Oskaloo.sa 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

Paint-
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

ELECTRIC RAILWAY REVIEW

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-
way-
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. —

Dividends

267

Substations 1^4

Rochester Scottsville & Caledonia Elec-
tric Railroad —

Financial ■ • ■ • 1^6

Track and Roadway 839. J06

Rocliester Syracuse & Eastern Railroad —

Earnings

908

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

xvi

ELECTRIC RAILWAY REVIEW

Record Blanks. Northern Electric Rail-
way •923

Rome. N. Y.. Track and Roadway 52

Roofs. Concrete. Trussit Reinforcement. .•270

Rooke Automatic Register Co 500

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
Co.—

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-
way-
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

ELECTRIC RAILWAY REVIEW

xvU

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

Strikes—

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

Tests-
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

ELECTRIC RAILWAY REVIEW

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

ELECTT^IC RAILWAY REVIEW

xix

805
720

939

Washington (D. C.) Railway & Electric
Co.—

Dividends

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-
way

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

Westinghou.se 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

690

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.—

Financial

176

Freight Service "1

Rolling Stock 1*'

York Railways—
Financial ^"' °*,i

Stations

941

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

Zanesville.
Ziegler. D.

Track and Roadway 174

& Co 1001

PERSONAL

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

Henr>'

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..

803,

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

840

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

266

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

ELECTRIC RAILWAY REVIEW

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

718

... 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

Mu.se. J. C 53

Na.sh. 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

Z
Zihlman. .Andrew H.. 293

ELECTRIC RAILWAY REVIEW

ELECTRIC RAILWAY LEGAL DECISIONS

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

D
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

N
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

ELECTRIC RAILWAY REVIEW

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

Steps-
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

T
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

ADVERTISING LITERATURE

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

240
57

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.

389

Ohio Brass Co

Ohnier Fare Register Co.

6, 452, 807 942
323

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

PUBLISHED EVERY SATDRDAY BY THE WILSON COMPANY, CHICAGO

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

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<'HKAiio: 160 Harrison Street

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Ci.EVEi.A.si), O.: 1529 Williamson Building

Vol. XVIII, No. 1

CHICAGO, JULY 6. 1907

Whole No. 219

TABLE OF CONTENTS.

Kilitiirial:

— 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-
trated)

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

Click

Ocean City Extension of the Atlantic City &• Shore Railroad

(Illustrated)

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

IMuiadelphia Ordinance is a Law

Meeting of Executive Committee of the Manufacturers" .Associa-
tion

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-
way

— Data Sheets on Maintenance and Inspection of Electrical
Eriuipment

— 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
Commission.

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.

Standard
Shop Practice
Discussed.

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

ELECTRIC RAILWAY REVIEW

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,

INDETERMINATE FRANCHISES.

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.

ELECTRIC RAILWAY REVIEW

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.

DISCIPLINE AND CONTENTMENT.

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-
sengers.

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.

CONTACTORS WITH CONTROLLERS.

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.

ELECTRIC RAILWAY REVIEW

Vol. xvii;. No. 1.

SHOPS AND SHOP PRACTICE OF THE LOS ANGELES
RAILWAY.

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
rooms.

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

ELECTRIC RAILWAY REVIEW

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

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.

ELECTRIC RAILWAY REVIEW

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.

ELECTRIC RAILWAY REVIEW

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
l)lant.

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.

ELECTRIC RAILWAY REVIEW

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

Glass.

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.

ELECTRIC RAILWAY REVIEW

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-

ELECTRIC RAILWAY REVIEW

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

'adh'-io-

c-2«:sP

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

ELECTRIC RAILWAY REVIEW

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.

'ii'Oeeft.

r^^

£-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.

THE PUBLIC UTILITIES COMMISSION OF NEW YORK.

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
York.

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-

ELECTRIC RAILWAY REVIEW

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-
lap.

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
quantity.

July 6, 1907

ELECTRIC RAILWAY REVIEW

NEW SHOPS OF THE ILLINOIS TRACTION SYSTEM AT
DECATUR.

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-

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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

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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

ELECTRIC RAILWAY REVIEW

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.

FAILURE OF MUNICIPAL RAILWAY AT WEST SEATTLE,
WASH.*

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
operation.

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

A SUOCGSS

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.

OCEAN CITY EXTENSION OF THE ATLANTIC CITY &
SHORE RAILROAD.

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.

Routes.

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
crossed.

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.

ELECTRIC RAILWAY REVIEW

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.

ELECTRIC RAILWAY REVIEW

Vol. XVIII. Xo. 1.

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

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Ocean City Extension — Connection Between Steel and Wooden Stringers

July 6, 1907.

ELECTRIC RAILWAY REVIEW

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.

Fill.

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.

Bridges.

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

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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.

COMMENTS ON SALE OF POWER."

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.

ELECTRIC RAILWAY REVIEW

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 avera.ge 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.

PHILADELPHIA ORDINANCE IS A LAW.

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
follows:

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
city.

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.

MEETING OF EXECUTIVE COMMITTEE OF THE MANU-
FACTURERS' ASSOCIATION.

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.

ELECTRIC RAILWAY REVIEW

PIPING AND POWER STATION SYSTEMS— XLIV.

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-
ment.

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

£r/rrH

«f5>tfvr-

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
accepted.

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.

ELECTRIC RAILWAY REVIEW

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

RECENT ELECTRIC RAILWAY LEGAL DECISIONS.

nv .1. I.. ROSENBERGEK, LL. B., OF THK <Hn AGO B.\R,

l-iyu.c291 (L 1-5).

Figure 292 (L 3-1).

"^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.

ELECTRIC RAILWAY REVIEW

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-
tions.

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 niu.st 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
dangerous.

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.

ELECTRIC RAILWAY REVIEW

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
$15,000,000.

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
meters.

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
Equipment.

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,
etc.

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,
etc.

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.

ELECTRIC RAILWAY REVIEW

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

FRANCHISES.

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
franchise.

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.

RECENT INCORPORATIONS.

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.

ELECTRIC RAILWAY REVIEW

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.

TRACK AND ROADWAY.

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
finished.

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
$1,000,000.

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.

ELECTRIC RAILWAY REVIEW

told them we would consider it. We expect to build, if pos-
sible, a stub-end terminal, but its location has not been deter-
mined."

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
engineer.

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
engineer.

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

engineer.

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.

POWER HOUSES AND SUBSTATIONS.

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.

ELECTRIC RAILWAY REVIEW

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-
nals.

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.

ELECTRIC RAILWAY REVIEW

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

Obituary.

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.

■js

ELECTRIC RAILWAY REVIEW

Vol. XVIIl. Xo. 1.

Manufactures and Supplies

ROLLING STOCK.

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

SHOPS AND BUILDINGS.

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.

TRADE NOTES.

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-
tects.

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.

ELECTRIC RAILWAY REVIEW

I'A

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
cars.

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.

ADVERTISING LITERATURE.

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.

THE NEW DEPARTURE MANUFACTUR:NG COf^PANY.

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.

ELECTRIC RAILWAY REVIEW

Vol. XVIII. No. 1.

VAN DORN AUTOMATIC COUPLERS.

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 '

-B-

—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-

HIGH-PRESSURE ONE-MAN JACK.

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.

PUBLISHED EVERY SATURDAY BY THE WILSON COMJPANY, CHICAGO

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

TABLE OF CONTENTS.

Editorial:

— 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.

Italian

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-

ELECTRIC RAILWAY REVIEW

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

ACCOUNTING FOR DEPRECIATION AS PRESCRIBED BY
TKE INTERSTATE COMMERCE COMtWISSION.

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
equipment.

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.

ELECTRIC RAILWAY REVIEW

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.

LABOR-SAVING TOOLS IN RAILWAY WORK.

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.

LOSS IN OHIO STEAM RAILWAY TRAFFIC DUE TO
ELECTRIC ROADS.

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.

ELECTRIC RAILWAY REVIEW

Vol. XVIII, No. 2.

NEW YORK AUBURN & LANSING RAILROAD.

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.

ELECTRIC RAILWAY REVIEW

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.

ELECTRIC RAILWAY REVIEW

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
Waterway.

comer of State and Tioga streets, in the very center of the
business district.

Schedules.

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.

Roadbed.

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.

ELECTRIC RAILWAY REVIEW-

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

h-^

W/////////////////////A

practice of sloping the ditch directly from the end of the
ballast.

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.

>^r-

>.\- 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-

ELECTRIC RAILWAY REVIEW

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
Terminal.

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.

ELECTRIC RAILWAY REVIEW

:•,!>

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

^j»/M/>w/iWiunijj^ji^fifff^f^»ttn>\jf^i>>fff/ff/fff/fffrf.

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.
Personnel.
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.

FIRST REPORTS OF CIVIC FEDERATION COMMISSION
ON MUNICIPAL OWNERSHIP.

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
trivial.

Politics In Municipal Plants Here.

Sharp criticism is jiassed by .Mr. Sullivan on the labor
conditions prevailing in municipal plants in this country. He
states:

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

4(1

ELECTRIC RAILWAY REVIEW

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
masses.

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

ELECTRIC RAILWAY REVIEW

POWER PLANT IMPROVEMENTS AT LACONIA, N. H.

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.

Location.

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

ELECTRIC RAILWAY REVIEW

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
shaft.

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

Cord

i^Pu'lei/

■l/O/o/fs

fh//ei/K

Contact

0// y&/7A-

Green lamp Q ^^eyfj^

f/oa/-

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.

ELECTRIC RAILWAY REVIEW

FORM FOR RECORDING INTERLINE WAYBILLS PASSING
JUNCTION STATIONS.

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.

DAILY REPORT OF FREIGHT PASSING.

-STATION.

FOR

.ISO-

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.

WAV BILL

FROM

Kind of Freight

Weight

Freight

Advances

Prepaid

Date No,

Remarks

NOTE:

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.

AGENT

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.

NEW TRACK CONSTRUCTION IN ATLANTIC CITY.

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
joints.

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

ELECTRIC RAILWAY REVIEW

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.

CARS FOR CITY SERVICE.

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
provided.

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
used.

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.

Disadvantages.

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-
ment.

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.

ELECTRIC RAILWAY REVIEW

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 le.ss 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

$266,520
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-
sideration.

WORK OF NEW YORK PUBLIC UTILITIES COMMISSIONS.

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
responsibility.

"Emjiloyes in accepting employment assume its risks."

■id

ELECTRIC RAILWAY REVIEW

Vol. XVIII, No. 2.

PIPING AND POWER STATION SYSTEMS— XLV.

BY W. L. MORRIS, M. E.

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
shown.

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-
able.

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
service.

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

---O

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

ELECTRIC RAILWAY REVIEW

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
condensers.

(To be continued.)

RECENT ELECTRIC RAILWAY LEGAL DECISIONS.

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 Ki.fi.'.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-
panies.

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
franchi.se. 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
streets.

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

ELECTRIC RAILWAY REVIEW

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
void.

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
concerned.

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-
terial.

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.

ELECTRIC RAILWAY REVIEW

41)

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
thereafter.

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
street.

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

ELECTRIC RAILWAY REVIEW

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
streets.

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 hou.se 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
unconstitutional.

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,
$2,503,000.

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
crowded.

July 13, 1907.

ELECTRIC RAILWAY REVIEW

.■)l

Construction News

FRANCHISES.

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
street.

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,
1908.

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.

RECENT INCORPORATIONS.

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,
111.

TRACK AND ROADWAY.

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,
treasurer.

ELECTRIC RAILWAY REVIEW

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-
dent.

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
used.

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,
vice-president.

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.

ELECTRIC RAILWAY REVIEW

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
distance.

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
manager.

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

POWER HOUSES AND SUBSTATIONS

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
Run.

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.
Hubbell.

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
Company.

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

ELECTRIC RAILWAY REVIEW

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
Company.

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
Detroit.

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.

Obituary.

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.

ELECTRIC RAILWAY REVIEW

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,
190.5.

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
cent.

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.

ROLLING STOCK.

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
cars.

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-
pany.

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.

SHOPS AND BUILDINGS.

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

ELECTRIC RAILWAY REVIEW

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.

TRADE NOTES.

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
cupola.

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
engineer.

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
unchanged.

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-
pany.

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
Dakota.

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,-
947.

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

ELECTRIC RAILWAY REVIEW

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
Railway.

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.

ADVERTISING LITERATURE.

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.

REMARKABLE WEARING QUALITIES OF ALLIS-
CHALMERS ENGINES.

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
erected.

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

ELECTRIC RAILWAY REVIEW

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.

A NEW TYPE OF CAB HEATER SWITCH.

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
switch.

THE HOLLAND TROLLEY BASE AND HARP.

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
required.

The type C harp and wheel, designed for interurban lines,

July 13, 1907.

ELECTRIC RAILWAY REVIEW

5!)

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.

THE MODEL AUTOMATIC SMOKELESS FURNACE.

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-

<HI

ELECTRIC RAILWAY REVIEW

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.

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
plant.

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.

Pllfflf!

PUBLISHED EVERY SATURDAY BY THE WILSON COMPANY, CHICAGO

Entered at the PosloflBce, Ctaicago. III., as Second-class Matter.

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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

TABLE OF CONTENTS.

Editorial:

— 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.

Investigation
of New York
Systems.

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

ELECTRIC RAILWAY REVIEW

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
case.

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
design.

THE CAPACITY OF FUTURE GENERATING UNITS.

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.

ELECTRIC RAILWAY REVIEW

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.

THE MILWAUKEE DECISIONS.

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-
pleted.

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-
tion.

ELECTRIC RAILWAY REVIEW

Vol. XVIII, No. 3.

PACIFIC ELECTRIC PASSENGER CARS.

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.

ELECTRIC RAILWAY REVIEW

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-

ELECTRIC RAILWAY REVIEW

Vol. XVni, No. 3.

'.■:t=-3.:;^rli2r.-r££i«j

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.

ELECTRIC RAILWAY REVIEW

torn plate is in tension and the top plate is in compiession.
the equalization of the stresses being made through the end
castings.

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.

REDUCING ACCIDENT RISKS AND COSTS.

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
bridge.

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

ELECTRIC RAILWAY REVIEW

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-
ment.

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
months.

DECISIONS OF WISCONSIN RAILROAD COMMISSION IN
MILWAUKEE SERVICE CASES.

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
point."

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.

ELECTRIC RAILWAY REVIEW

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
extensions.

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
connect.

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

ELECTRIC RAILWAY REVIEW

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.

WALTON CLARK AND OTHERS ON MUNICIPAL OWNER-
SHIP.

TRADEMARK OF THE PITTSBURG & BUTLER.

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.

ELECTRIC RAILWAY REVIEW

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 intere.st 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
know.

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-
servers.

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.

PLAN FOR DISTRIBUTION OF CHICAGO RAILWAYS
COMPANY SECURITIES.

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
foundation.

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

ELECTRIC RAILWAY REVIEW

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

bonds.
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 . . .

bonds.
Series B.

Debentures.

West Chicago Street R. R.
certificates of indebt-
edness

Chicago Passenger Ry. con-
solidated bonds

West Chicago St. R. R. tun-
nel first mtge. bonds..

$ 2.536,800
80 per cent

1,614,000
100 per cent

2,946,400
80 per cent

6,317,000
100 per cent

North Chicago City
stock outstanding

Ry.

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

1,500,000
100 percent

499,800
200 per cent

1,249,200
200 per cent

150,000
35,600

152,575
25 per cent

3,995,625

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
outstanding.

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.

PROPOSED HIGH-SPEED LINES FOR BOSTON AND
VICINITY.

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

3/'-o'0rerM — — -

4'Pe/n/brcea Concrere Slab ^ P/Kh^'ro '-0 '

u,,,,,,,,,, ,1/111 •liJII/ll/l/U//IWiKHIUII/'U'l, mil >>i>>>>>iii,jii ,,,,,n

•§■§

1 1 T7

/feinforceii Concrete Sfru/s &■ O CyoC

— ' — 30-0

7-0"— -

- /3-0'— -i

..I

-r-o" 1

./■^""^^

Plain Co-ncrefe Srm.'i iS'x/2"- S'-O'CroC

1^1

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.

ELECTRIC RAILWAY REVIEW

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
method.

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.

ELECTRIC RAILWAY REVIEW

Vol. XVIII, No. 3.

THE TRANSMISSION PLANT OF THE NIAGARA LOCK-
PORT & ONTARIO POWER COMPANY.*

BY I!.\I,rH D. MERSIInX. CIIIEK ENGI.NEER.

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.

ELECTRIC RAILWAY REVIEW

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-
struction.

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
Side.

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.

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

ELECTRIC RAILWAY REVIEW

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.
Substations.

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

BilHH

^^KLr'^c>'i fS^ ^^^1

Niagara Transmission Plant — A-Frame Disconnecting
Switches.

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
district.

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.

ELECTRIC RAILWAY REVIEW

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
Tower.

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.

SETTLING TANKS FOR BOILER FEEDWATER.

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.

ELECTRIC RAILWAY REVIEW

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-
ciation.

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

ELECTRIC RAILWAY REVIEW

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
upon."

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.

ELECTRIC RAILWAY REVIEW

Vol. XVIII, No. 3.

Construction News

FRANCHISES.

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
counties.

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
coaches.

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-
way.

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
capitalists.

RECENT INCORPORATIONS.

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.

TRACK AND ROADWAY.

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.

ELECTRIC RAILWAY REVIEW

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.
Biggs.

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.?

ELECTRIC RAILWAY REVIEW

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
facilitated.

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
headers.

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
Company.

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
track.

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.

ELECTRIC RAILWAY REVIEW

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'
rails.

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
soon.

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

POWER HOUSES AND SUBSTATIONS.

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,
resigned.

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-
pany.

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-
tary.

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-
spector.

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-

ELECTRIC RAILWAY REVIEW

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-
intendent.

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
manager.

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.

Obituary.

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.

ELECTRIC RAILWAY REVIEW

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
declared.

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
receipts.

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
reserved.

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-
ests.

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-
points."

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.

ELECTRIC RAILWAY REVIEW

Vol. XVIII, No. 3.

Manufactures and Supplies

ROLLING STOCK.

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.

SHOPS AND BUILDINGS.

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
particular.

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.

TRADE NOTES.

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
Company.

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.
Jurv.

July 2(1, 1907.

ELECTRIC RAILWAY REVIEW

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.

HANDLING A STRIKE.

liV I.. E. l)Rf.M.MOM).

ADVERTISING LITERATURE.

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-
dent.

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
comes.

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

ELECTRIC RAILWAY REVIEW

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.

THE ROOKE AUTOMATIC REGISTER
COLLECTOR.

AND FARE

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,^

.tsv:

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-
lected.

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

July 20. 1907.

ELECTRIC RAILWAY REVIEW

«!»

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.

CYPRESS YARDS AT CLAY ROOK, MO.

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 SELF-PROPELLED MOTOR CAR FOR INTERURBANS.

BY E. .r. CIIKI.STIE. PliESIDEXT .\MEHIC.\N MOTOR CAR I.NTERIRM.AN ItAll,-

WAY.

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-
tion.

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.

11(1

ELECTRIC RAILWAY REVIEW

Vol. XVIII, Xo. 3.

MILLER GUY ANCHORS.

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
guys.

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 MILLOY ROLLER-BEARING TROLLEY BASE.

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.

PUBLISHED EVERY SATURDAY BY THE WILSON COMPANY, CHICAGO

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

TABLE OF CONTENTS.

lOilitorial:

— 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.
Bowkei'

HI
91
92
92
92
93
93

100

101
101
101
102
103
104
104

inr,

I'niteil States Court Restrains Passage of 3-Cent Fare Law

Detroit

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

lOS

108
108
108
108
109
109

110
111
111
113
114
114

ll.i
11. -|

lie

117
117
lis
119
119
119
120
120
120

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
Desired.

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

;t2

ELECTRIC RAILWAY REVIEW

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
holder.

WHEN TAXES BECOME CONFISCATION.

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-
erty.

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.

July

1907

ELECTRIC RAILWAY REVIEW

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
question.

SCHOOLROOM SUGGESTIONS.

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."

!)4

ELECTRIC RAILWAY REVIEW

Vol. XVlll. No. 4.

FREIGHT AND MISCELLANEOUS EQUIPMENT OF THE
PACIFIC ELECTRIC RAILWAY.

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.

ELECTRIC RAILWAY REVIEW

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-

^^^1^-

^¥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

ELECTRIC RAILWAY REVIEW

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-
sion.

July 27, 1907.

ELECTRIC RAILWAY REVIEW

CLEVELAND MEETING OF STANDARDIZATION COMMIT-
TEE, AMERICAN STREET AND INTERURBAN
RAILWAY ENGINEERING ASSOCIATION.

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
boxes.

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
villa."

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
Company.

Talioferre Milton and H. B. Gay, Electric Storage Bat-
tery Company.

B. V. Swenson, American Street and Interurban Railway
Association.

Charles A. Clark, International Railway, Buffalo.
Fred G. Simmons, Mil-waukee Electric Railway & Light
Company.

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.

DAMAGE CLAIMANT HELD TO GRAND JURY IN LOUIS-
VILLE, KY.

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
companies.

ELECTRIC RAILWAY REVIEW

Vol. XVIII. No. 4.

REPORT OF CIVIC FEDERATION COMMISSION ON BRIT-
ISH TRAMWAYS.

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.

ELECTRIC RAILWAY REVIEW

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
replied:

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-
siderable.

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
districts.

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."

100

ELECTRIC RAILWAY REVIEW

Vol. XVm, No. 4.

NEW OFFICES AND REPAIR SHOPS AT LIMA, O.

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.

ELECTRIC RAILWAY REVIEW

101

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

TABLE FOR ASCERTAINING SPEEDS.

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
purposes.

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.

AMERICAN STREET AND INTERURBAN RAILWAY AND
ENGINEERING ASSOCIATION CIRCULARS.

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
City.

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

Sec.

M.P.H.

14.0.

....55.9

14.2.

....55.2

14.4.

. . 54 4

14.6.

....53.6

14.x.

....52.8

15.0.

....52.2

15.2.

....51.2

15.4.

50.8

15.6.

....50.2

15.8.

....49.5

16.0.

....48.9

16.2.

....48.3

16.4.

....47.6

16.6.

47.2

16.8.

46.6

17.0.

. . . .46.0

17.2.

. . . .45.5

17.4.

....45.0

17.6.

44.4

17.8.

....44.0

secontis. Poles
(seconds).
Sec. M.P.H.

18.0...

...4.3.5

18.2...

...43.0

18.4...

...42.5

IS. 6. ..

...42.1

18.8...

...41.6

19.0...

...41.2

20.0...

...39.2

21.0...

...37.2

22.0...

...35.8

23.0...

. . .34.1

24.0...

...32.6

"5 0..

31 3

26.0...

...30.0

27.0...

...29.0

28.0...

...28.0

29.0. ..

...27.0

30.0...

...26.0

31.0...

...25.2

32.0...

...24.5

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.

BOOKS OF STANDARDS.

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.,-,

P,r>

St,

. 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.

Kn;

ELECTRIC RAILWAY REVIEW

Vol. XVIII. No. -1.

BOOK TABLE.

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
construction.

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
interpretation.

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.

ELECTRIC RAILWAY REVIEW

lo:;

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
undertaken.

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
operation.

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.

LOS ANGELES RAILWAY EMERGENCY CAR.

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
Doors.

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
stock.

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.

104

ELECTRIC RAILWAY REVIEW

Vol. XVIII, No. 4.

LOS ANGELES RAILWAY SHOP CAR.

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.

ELECTRICAL TESTING DEVICE.

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
circuit.

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
men.

July 27, 1907.

ELECTRIC RAILWAY REVIEW

105

PIPING AND POWER STATION SYSTEMS.— XLVI.

BY W. L. MORRIS, M. K.

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

/Yos£:

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-
ciency^
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
water.

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
service.

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-
ployed.

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

10(1

ELECTRIC RAILWAY REVIEW

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
carried.

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.

RECENT ELECTRIC RAILWAY LEGAL DECISIONS.

nv .1. I.. ROSENBERGER, LL. B., or THE CltKAdO H.\R.

^Blockws B£rnf££/v /r'/9Fr£/fs

Tffuss

Figure 296 (M 1-1).

TfiUSS

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
ascertained.

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.

ELECTRIC RAILWAY REVIEW

107

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.

BONUSES AS SAFEGUARDS AGAINST ACCIDENTS.

IIV HII.l.IAM K. FIOWKKK.

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
department.

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
claims.

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-

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ELECTRIC RAILWAY REVIEW

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

UNITED STATES COURT RESTRAINS PASSAGE OF
3-CENT FARE LAW IN DETROIT.

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
final.

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
visited.

Mr. Arnold commended highly the new Philadelphia con-
struction.

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-
vestment.

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,-
373.02.

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.

ELECTRIC RAILWAY REVIEW

109

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
facts."

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
valid.

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
notes.

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
roads.

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

ELECTRIC RAILWAY REVIEW

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
decision.

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

FRANCHISES.

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.

ELECTRIC RAILWAY REVIEW

111

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.

RECENT INCORPORATIONS.

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
others.

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.

TRACK AND ROADWAY.

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-
sideration.

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

railway.

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-
lotte.

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.

112

ELECTRIC RAILWAY REVIEW

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-
shocton.

Columbus (O.) Railway & Light Company. — The public
service board has passed resolutions notifying this company
to complete the construction of double track on certain
streets.

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
purchased.

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.

ELECTRIC RAILWAY REVIEW

113

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
school.

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.

POWER HOUSES AND SUBSTATIONS

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.

114

ELECTRIC RAILWAY REVIEW

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
Rochester.

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 with $445,669. Prom this
surplus there was deducted $340,500 for a "reconstruction
reserve fund."

Atlantic City & Ocean City Company. — This company,
which owns the stock and bonds of the Atlantic City &
Ocean Railroad, has deposited them as collateral for an
issue of 5 per cent bonds, due on March 1. 1947, of which
$500,000 are authorized to $350,000 outst;inding. The At-
lantic City & Ocean City Railroad is leased for 999 year.s
to the Atlantic City & Shore Railroad for a rental of $19,000
per annum, from which the bond interest will be paid, and
an additional contingent sum equal to 33 1-3 per cent of the
net earnings of the system. This contingent sum, however,
is not to exceed $25,000 per annum, and it will be aii|)licable
to the dividends on the preferred slock of the Atlantic City &
Ocean City Company. The latter company has outstanding
$175,000 i)referred stock and $220,000 common stock, out of
$250,000 preferred authorized, and $350,000 common au-
thorized.

Atlantic City & Shore Railroad, Atlantic City, N. J. — A
traffic agreement has been made between this company and
the West Jersey & Seashore Railroad, whereby the Atlantic
avenue line of the latter company in Atlantic City will be
operated by the Atlantic City & Shore Railroad. This is a
double-track line extending from the inlet, in Atlantic City,
to Longport, 8% miles.

Brooklyn Rapid Transit Company. — The Nassau Electric
Railroad and the Brooklyn Union Elevated Railroad, con-
trolled lines, have filed 10-year mortgages to the Central
Trust Company of New York, trustee, to secure certificates of
indebtedness amounting to $5,000 and $20,000,000 respectively.
The South Brooklyn Railway, another subsidiary company,
has filed a certificate showing an increase of capital stock
from $150,000 to $500,000.

Cincinnati & Columbus Traction Company, Cincinnati, O. —
This company has filed a trust deed to secure an issue of
$200,000 bonds in order to pay existing obligations, and to
meet the cost of improvements and extensions.

Eastern New York Railroad, Ballston Spa, N. Y. — This
company has ap|)lied to the public service commission, second
district, for permission to issue $840,000 bonds, and an equal
amount of stock in order to secure funds for the construction
of extensions. The commission has held a hearing on the
api)lication and another meeting will be held on July 31 to
consider the matter.

Hudson Pelham & Salem Electric Railway, Hudson,
N. H. — The property of this company was sold at foreclosure
on July 19 to the New Hampshire Electric Railways.

Kansas City (Mo.) Railway & Light Company. — At a meet-
ing of the directors of this company Bernard Corrigan was
re-elected president and Samuel McRoberts of Armour & Co.,
Chicago, chairman of the board of directors. W. E. Kirk-
patrick and J. A. Harder were re-elected secretary-treasurer
and auditor, respectively.

Lexington & Interurban Railways, Lexington, Ky. — It is
proposed to consolidate the properties of two subsidiary com-
panies, the Central Kentucky Traction Company and the
Frankport & Ver.sailles Traction Company.

London (Ont.) Street Railway. — The gross revenue of this
company for the six months ended June 30, 1907, was $107.-
432.36, as compared with $91,490.08 for the corresponding
period of last year, an increase of $15,942.28, or 17.42 per cent.

Manchester Corporation Tramways. — The report for the
year ended March 31. 1907, gives the following information:
Total borrowing powers, £1.875,014; borrowing powers exer-
cised, £1,558,668; imexhausted borrowing powers, £316,346:
gross capital expenditilre, £1.725.844; traffic revenue. £712.-
975; other revenue. £6.697; total, £719,673; working ex-
penses, £454,692; balance, £264.980; bank interest, £1,910;
leaving available, £266,891; interest, taxes, etc., £119,852.
The balance was used as follows: Reserve, renewals and de-
preciation account, £87.827; contribution in aid of the rates.

.Inly 27. 1907

ELECTRIC RAILWAY REVIEW

iir,

£55,000; street improvements around infirmary, interest, etc..
£4,211. Other statistics were: Electrical energy — total num-
ber of units used, 2.'j,072,791 ; electrical energy — number of
units used per car-mile, 1.61; working expenses — percentage of
receipts, 63.18; average traffic revenue i)er car-mile, 11.02d;
average traffic revenue per mile of single track (156V4 miles),
£4,556; average total revenue jter car-mile, 11.12d; average
cai'-miles i)er day per car, 100; average woiking expenses per
car-mile, including power cosl. ~.n'ii\.

Muscatine (la.) Light & Traction Company. — Denison &
Farnsworth of Boston. Cleveland and Philadelphia, in offering
for sale a block of bonds of the Citizens' Railway & Light
Company, an underlying company, reijort gross revenue for
the year 1906 at $124,890, and o|)erating e.\penses at $70,085,
leaving available for interest, dividends, etc.. $54,805.

Pittsburg & Allegheny Valley Railway, Leechburg, Pa. —
The Guarantee Title & Trust Company of Cleveland. O.,
lias been appointed receiver upon the application of the Frick
& Lindsay Company. The company has a floating debt
amounting to $273,000. The capital stock of the company is
$1,500,000 and the authorized bond issue is $1,100,000. of which
$118,000 is outstanding.

Pittsburg McKeesport & Greensburg Railway, Greensburg,

Pa. — Control of this company lias been ac(iuii'od liy the West
Penn Railways Company. The combined system will extend
from Masontown in Fayette county through the principal
towns in Westmoreland county to Trafford City, Allegheny
county, making track connection at the latter point with the
Pittsburg Railways Company. At a meeting in Greensburg
on .July 22 the board of directors was reorganized. The
former directors retired with the exception of Lloyd B. Huff
and Richard L. Coulter. Jr. H. L Lynne. Byron Trimble.
.J. H. Purdy and J. B. Van Wagener were elected new directors
representing the West Penn Railways. Mr. Purdy becomes
vice-president and Mr. Van Wagener treasurer. Mr. Huff re-
tains the office of president. The Pittsburg McKeesport &
Greensburg road has $1,030,000 stock outstanding and $1,325,-
01)0 bonds outstanding. The West Penn Company has $4,700,-
000 bonds outstanding; $2,750,000 preferred stock and $3,250.-
000 common stock. The West Penn Railways Company will
control 154 miles of track.

Seattle (Wash.) Electric Company. — N. W. Harris & Co..
Lee. Higginson & Co. and Kstabrook & Co. have purchased
$1,500,000 of 5 per cent consolidated and refunding mortgage
bonds of this company and are offering the bonds for sale at
92%, at which the return is about 5.60 per cent. The bonds
are dated August 1. 1907. and are due on August 1, 1929. They
are convertible at any time prior to August 1. 1912. into the
common stock of the company at *110 per share.

United Railways of the Havana & Regia Warehouses,
Limited. — The shareholders have approved the iiroposition for
increasing the capital stock in order to acquire control of
the Havana Central Railroad.

United Railways of St. Louis. — Gross earnings for the six
months ended June 30 were $5,287,611, as compared with
$4,949.1)30 for the corresponding period of the previous year.
The figures compared as follows:

January 1 to June 30— 1907. 1906. Increase.

Gross earnings $5,287,611 $4,949,630 $337,981

Expenses and taxes 3,526,035 3.120,780 405,255

Net earnings six mos.. $1.761, 576 $1,828,850 *$67,274
Charges 1,386,310 1,390.763 * 4,453

Suri)lus $ 375,266 $ 438,087 *$62,821

•Decrease.

Washington & Cannonsburg Street Railway, Washington,
Pa. — This company, which is controlled by the Philadelphia
Company of Pittsburg, has authorized an issue of $750,000 of
6 per cent bonds, the proceeds to be used for improvements
and extensions.

Manufactures and Supplies

Dividends Declared.

American Light & Traction Company, New York, pre-
ferred, quarterly, 1% per cent; common, quarterly, 1% per
cent.

Chattanooga (Tenn.) Railways Company, preferred,
quarterly. 1 '4 per cent.

Helena (Mont.) Li.ght <Si Railway Company, preferred,
quarterly. 1 Vi per cent.

Twin City Rapid Transit Company. Minneapolis, common,
tpiartei-ly. 1 Vi per cent.

West Penn Railways Company, Pittsburg, preferred.
quarterly. 1 ^4 per cent.

ROLLING STOCK.

Spokane & Inland Empire Railroad, Spokane. Wash., is in

the mai'kel for a sweeper.

Washington Water Power Company, Spokane. Wash., is in
the market for a snow plow.

Toledo Fostoria & Findlay, Fostoria, O., is reported to
have purchased five interurban cars.

Compagnie de Mutuelle Tramways, Brussels. Belgium, has
placed an ordei- with The .1. G. Brill Company for 20 cars.

Pittsburg Railways Company, Pittsburg, Pa., has placed
an order, il is rejiorted. with the St. Louis Car Company for
50 cars.

Lima & Toledo Traction Company. Lima. O.. it is reporteil.
will be in the market soon for a nuuiber of new cars for city
service.

Joplin & Pittsburg Electric Railroad, Joplin. Mo., is re-
jiorted to have placed an oidei' Willi the Jewett Car Comjiany
for 12 cai's.

Illinois Tunnel Company, Chicago. 111., has placed an
order with the Baldwin Locomotive Works for 25 electric
locomotives.

Hanover & York Street Railway, York. Pa., is reported
to have jilaced an order with the Niles Car & Manufacturing
Company for six cars.

Savannah Electric Company, Savannah, Ga.. is building
four 15-bench open trailer cars in its own shops. It is also
equipping its 15-bench open cars with four GESl motors.

Seattle Electric Company, Seattle. Wash., will add to its
car equiiiment dtiring the year 63 four-motor 43-foot cars, four
trail cars of the same size, eight cable cars manufactured in
the coniriany's shops and eight flat cars for freight and con-
struction purposes.

Washington Railway & Electric Company, Washington.
D. C, has ordered 25 closed cars from the St. Louis Car
Company, as reported in the Electric Railway Review of
June 22. They are to be delivered by September 15. 1907.
The specifications call for the following details;

Type of car Metropolitan Length of body 2S ft. 3 in.

Seating capacity 44 Over vestibule. . .39 ft. 6 in.

Weight 30.000 1b. Over all 41 ft. 2 in.

Wheel base 4 ft. 6 in. Width inside 7 ft. 3% in.

Height inside 8 ft. 1% in. Over all 8 ft. 5 in.

Sill to trolley base. 9 ft. 2% in. Body Wood

Height track to trolley Underfranie Wood

base 11 ft. 7% in.

Special Equipment.

Bolsters Cast steel Interior finish Cherry

Brake rigging Peacock Journal bearings Bronze

Couplers Van Dom Journal boxes Malleable

Curtain fixtures Burrowes Motors Westinghouse 93 A

Curtain material. . .Pantasote Paint Valentine

Destination signs Hunter Safety tread Stan wood

Fenders Parnienter Sanders Robinson

Gears and pinions. . . .Nuttall Seats Rattan

Gongs Brill Dedenda Springs

Heating system .Consolidated New Y'ork Car & Truck Co.
Headlights United States Trucks Peckhani

SHOPS AND BUILDINGS.

Camden Interstate Railway, Huntington, W. Va. — This
company is building new car houses which will occupy the
entire square between Eighteenth and .Nineteenth streets and
Washington avenue. Central City. W. Va. The construction
will be of steel and brick, with concrete foundation and floor.
There will be accommodation for 60 cars and also for the
general machine shops, blacksmith shop and winding rooms.

Houghton County Street Railway, Hancock, Mich. — This

company will rebuild the large pavilion at Electric Hark.
which was destroyed by lire last year.

Illinois Traction Company, Champaign, III. — This com-
pany will establish general terminal facilities in St. Louis, Mo.
its iilans include a bridge across the .Mississippi river, a pas-
senger station and freight depot. The estimated cost is about

$5,000,000.

International Railway, Buffalo, N.' Y. — This conii»ny has
just completed a new car house on Broadway, at a cost of

116

ELECTRIC RAILWAY REVIEW

Vol. XVIII, No. 4.

$100,000, and is now enlarging its Hertel avenue car house at
a similar cost.

La Crosse (Wis.) City Railway. — This conipan.v is making
extensive improvements on its car houses, preparator.v to the
reception of new cars.

Rockford & Interurban Railway, Rockford, III. — This com-
pany, it is reported, has had plans prepared for a passenger
station at Janesville, 111., and will ask for bids soon.

TRADE NOTES.

Baldwin Locomotive Works, Philadelphia, has shipped 16
sets of Baldwin trucks to the Interurban Railway & Terminal
Company, Cincinnati, for equipping its old cars.

Southern Steel Company, Gadsden, Ala., is receiving bids
for the construction of a pressed steel car plant to have a
capacity of 35 cars a day and to employ 1,000 men.

F. A. Johann, St. Louis, Mo., dealer in railway equipment
and supplies, who has heretofore been located in the Equitable
building, St. Louis, has moved to 1624 Pierce building.

Magann Air Brake Company, Limited, Detroit, Mich., has
equipped 50 cars of the Toronto (Can.) Railway with its stor-
age air brake system and will equip 100 more for the same
road.

Fuller Railway Electric Signal Company, Atlanta, Ga., has
been incorporated with $500,000 capital stock and privilege
of increasing to $1,000,000. Incorporators: W. R. Fuller,
A. P. Morgan and W: P. Fain.

General Systems Company, Dayton. O., has sold 80 outfits
of its triplicate system of train orders to the Lake Shore Elec-
tric Railway. Cleveland, and 30 to the Indianapolis Crawtords-
ville & Western, Indianapolis, Ind.

American Bridge Company has been awarded the contract
for 2.100 tons of structural steel to be used in the erection
of a new mill for the American Steel & Wire Company, Cleve-
land, O. The contract price is $150,000.

F. BIssell Company, Toledo, O., has found it necessary, on
account of its growing business, to establish a traffic depart-
ment. A. G. H. Jenssen, formerly with the Wabash general
freight offices, has been placed In charge.

W. McConway has been elected a director of the West-
inghouse Electric & Manufacturing Company to fill the
vacancy caused by the death of P. F. Topping. All the other
retiring members of the board of directors were re-elected.

Acme Supply Company, Chicago, manufacturer of the
Acme dia|)hragni, curtains, etc.. which recently removed its
office and works from 100 Lake street to 2745 West Lake
street, has opened a downtown office at 304 Great Northern
building, Chicago.

Berkshire Electric Company, North Adams, Mass., has
been incorporated with a capital stock of $10,000, to do con-
struction and allied work in the building of electric railways.
Incorporators: W. F. Waterman, Boston, Mass., and Joseph
Lyons of North Adams, Mass.

Logan Truck Company, Logansport, Ind.. has been incor-
porated Willi a capital stock of $100,000. The company will
establish a large plant to manufacture and build electric rail-
way trucks. The directors of the company are C. F. Will-
iams. C. B. Holmes and H. R. Adams.

Consolidated Lighting Company, Camden, N. J., has been
Incoriiorated with a capital stock of $100,000 to manufacture
gas and oil machines for the production and supply of light,
heat and power. The incorporators are: William C. Harris,
1926 Girard avenue, Philadelphia; Theodore B. Fryer, Mag-
nolia, N. .!., and Winfield S. Caldwell, Beverly, N. J.

Westlnghouse Electric & Manufacturing Company, Pitts-
burg, Pa., established a new record in its shipping department
during the month of May. During that month the company
shipped no less than 750 carloads of electrical machinery, or
an average of 30 carloads a day, aggregating 10,000 tons and
representing in value about $4,000,000. This exceeds by 110
cars any shipping record for one month that has ever been
made at these works. The high record heretofore was held
by the month of August, 1906, when 640 carloads were shipped.

Rostand Manufacturing Company, Milford, Conn., is now
fully prepared to manufacture the McCarthy hat and bag racks
for trolley cars and passenger coaches. The company's first
order for trolley car trimmings was secured during the past
few weeks and is for 133 new cars for the Consolidated Com-
pany, now being built at the Wason and Stephenson plants.
This company makes a specialty of brass trimmings of every

character and is one of the concerns in New England whose
growth in the four years that it has been in existence is con-
sidered phenomenal.

A. S. Blanchard, who was mentioned in the Electric Rail-
way Review of July 20 as having been appointed assistant
to the president of the Atha Steel Casting Company of New-
ark, N. J., informs us that his position is that of assistant
to the vice-president and not as stated.

Erie Stone Company, Huntington, Ind., an Ohio corpora-
tion, has been admitted to do a general contracting and engi-
neering business in Indiana. The company will establish a
stone crushing plant and will make a specialty of ballasting
electric railroad bed. C. E. McKee is state agent.

John A. Stewart Electric Company, Cincinnati, O., makes a
specialty of second-hand power house equipment and carries,
ready for immediate delivery, a number of large engines, rotary
converter outfits, etc. It has just published a new list of sec-
ond-hand apparatus for electric railway power stations.

Case Manufacturing Company, Columbus, O., manufac-
turer of overhead cranes, has shipped a large hand-power
crane to the Pittsburg Harmony Butler & New Castle Rail-
way. It has a capacity of 20 tons and a span of 45 feet and
will be installed in the traction company's new power house.

American Concrete Coal Company, Richmond, Ind., has
been incorporated, capitalized at $10,000, to manufacture rein-
forced or armored concrete cementitious telegraph, telephone,
electric light and trolley poles. The directors of the company
are William M. Bailey, James S. Brady, Jr., and A. C. Linde-
muth.

Central Inspection Bureau, 17 State street. New York, is
at present inspecting 56 cars for export shipment to South
America, and also a number of cars for Porto Rico, which are
now under construction at the works of The J. G. Brill Com-
pany. It is equipped to furnish competent inspectors for all
classes of equipment.

McCllntlc-Marshall Construction Company, Pittsburg,
Pa., has been awarded the contracts, together with the Riter-
Conley Construction Company, for the construction of new
open-hearth furnaces and mills for the Pittsburg Steel Com-
pany at Monessen, Pa. The company has also been awarded
the contract for 3,000 tons of structural steel for the new
shops of the St. Louis & San Francisco Railroad at Spring-
field, Mo.

Browning Foundry Company, Ravenna, O., recently incor-
porated, has taken over the foundry building and grounds
formerly owned by the American Foundry & Machine Com-
pany and has succeeded V. R. and E. H. Browning in the
operation of the plant. Practically all the product is used by
the Browning Engineering Company, Cleveland. Officers of
the new. company are: President, V. R. Browning; secretary,
E. H. Browning; treasurer, Frank Root.

McGee Switch & Signal Company, Dallas, Tex., whose in-
corporation was noted in the Electric Railway Review of July
13, is contemplating the erection of a large plant. The plans
have not yet been definitely decided upon. The company
wants prices on electric motors and general supplies for rail-
way signal service and also on foundry machinery. W. M.
Jones is president; R. M. McGee, vice-president and manag-
ing engineer; M. N. Chrestman, secretary. The company's
present offices are 314 Slaughter building.

Detroit Graphite Company is the new corporate title of
the Detroit Graphite Manufacturing Company of Detroit, Mich.
P. W. Davis, Jr., has been elected vice-president, and T. R.
Wyles, second vice-president of the company. A. A. Boutell is
president. With the very extensive additions and improve-
ments that have been made to its building and machinery
departments the company is prepared to give even prompter
attention than heretofore to all orders. The great increase
and demand for its light color paints has necessitated the
reservation of one building especially for this department.
The company's factories are located at Detroit, and its mines
are at L'Anse, Mich. It maintains offices in the following
cities: New York, Boston, Chicago, Buffalo, Cleveland, St.
Louis, Atlanta and Kansas City.

Von Schrenk, Fulks & Kammerer, consulting and timber
engineers, have opened offices at Tower Grove and Flad
avenues, St. Louis, for the purpose of establishing a tech-
nical laboratory and consulting office devoted to the prosecu-
tion of investigations for the uses of timber. With this end
in view Herman Von Schrenk, who is well known as the
pathologist in charge of investigations on timber diseases in
the United States department of agriculture, has resigned his
position in the government service. Messrs. Fulks and Kam-
merer, who are associated with him in the new partnership,
were for several years actively connected with the timber-

July 27, 1907.

ELECTRIC RAILWAY REVIEW

117

preserving work of the United States department of agri-
culture, and for the past two years have been conducting
timber-preserving investigations for various railway com-
panies. Mr. Von Schrenk and his associates announce that
they are prepared to carry on investigations and make reports
on all problems dealing with the best method for handling
and utilizing timber. The closer adaptation of the qualities
of any and all kinds of wood to special uses will be looked
into; determinations as to the character and value of various
preservative processes for increasing the length of life of
timbers will be made. The office will be prepared to make
reports on problems dealing with logging methods, the manu-
facture of lumber in its various phases, dry kiln operations,
wood waste utilization, paper pulp industry, the manufacture
of special articles, the seasoning and preservation of timber in
its various forms, such as ties, telephone poles, mine props,
posts, etc., the adaptation of various timbers for building pur-
poses, and problems relating to electric railway track and
bridge construction, in addition to these general problems of
wood utilization, arrangements have been made with a i)romi-
nent firm of consulting forest engineers to handle all problems
dealing with the planting and management of timber lands. It
is the aim of the office to stand ready to advise users of wood
concerning all phases of forest operation and timber utiliza-
tion, to the end that the longest and most efficient service may
be obtained therefrom.

AUTOMATIC ELECTRIC SIGNALS.

BY JOHN .1. HUDDICK, CONSL'LTIKG E.VGINEER UNITED ST.\TES ELEC-
TRIC SION.VI, COMPANY.

ADVERTISING LITERATURE.

Hawley Down Draft Furnace Company, Chicago and New
York. — A 20-page pamphlet, 7 by 10 inches, entitled "The
Down Draft System of Smokeless Combustion," containing a
description of the Hawley apparatus with illustrations of
important installations and the results of tests which have
been made on various plants equipped with the Hawley ap-
paratus.

James F. McGregor, 715 Majestic Building, Detroit, Mich. —
Journal bearings, locomotive castings, journal boxes, car
couplers, car rooting, electric railway material, all kinds of
new and rebuilt cars, new and relaying rails, frogs, switches,
crossings, jacks and waste are handled by Mr. McGregor, who
has recently opened an office at the address as stated above.
A blotter calls attention to his ability to furnish the supplies
indicated.

Reinforced-Concrete Construction Company, 803 Tobin
Building, St. Louis, Mo. — The catalogue issued by this com-
pany contains an impartial and thorough discussion of various
principles and theories of reinforced-concrete desi.gns, and
the advantages thereof. The standard system of this company
consists of straight and bent rods, and hooped stirrups or
shear bars. It is set forth that the great advantages of the
hooped shear bars are to create near the supports of a beam
or girder where the negative moments are maximum, a real
hooping of the concrete in the lower part of the beam, which
increases considerably the resistance of the concrete in com-
pression. The catalogue also contains a large number of Illus-
trations showing buildings completed and under construction
by its standard system of construction.

National Brake & Electric Company, Milwaukee, Wis. —
The "National Air Brake Instruction Book" is the title of a
very comprehensive manual on the construction and mainte-
nance of air brakes which has just been issued by this com-
pany. The book is neatly bound in cloth, contains 140 pages
and is 4% by 7 inches in size. The manual is a very thorough
discussion of the principles upon which air brakes depend
for their successful operation. It also includes a detailed de-
scription of the products of the National Brake & Electric
Company and its concluding section discusses the theory and
design of brake leverages. The information contained in this
latter part is compiled from various sources and should be
found of especial value to those engaged in the design, inspec-
tion and maintenance of rolling stock equipments.

Carbolineum Wood Preserving Company, 349 West Broad-
way, New York. — The company's latest catalogue and special
circular pertaining to the use of its "Avenarius Carbolineum"
wood preservative by electric railways, light and power com-
panies, contain a very complete and clear dissertation regard-
ing this product, accompanied by many testimonials from
present users of "Avenarius Carbolineum." The life of poles,
cross arms, pins, brackets, ties, platforms and understructures,
bridge, trestle and foundation timbers, fence i)osts. guard rails,
insulator blocks and other woodwork, it is claimed, is length-
ened 100 per cent by the use of its product. A long, although
but partial, list of electric railways using the company's prod-
uct is given, as well as a list of engineering companies which
specify its use. Ernest P. Hartman is i)resident of the com-
pany.

We all know that it is quite natural when writing or
speaking on any subject to present only that side, or as much
of it, as is in harmony with our own ideas or interests. It
would be refreshing indeed to those interested to read a
criticism in which all the facts relative to a subject were
brought out without prejudice or favor.

I will endeavor in this article to present a few ideas
relative to signaling electric railways, which I hope will be
unbiased and of interest to its readers. Speaking from the

viewpoint of the novice
this class of signaling
is quite an easy under-
taking, which, theoret-
ically speaking is true,
but in practice is a
most difficult one, and I
fear that effort in this
line has not been given
full credit for the prog-
ress made.

Personally I began
in this art in time to ac-
company it through all
the various changes of
equipment and con-
struction that have
taken place in nearly
the whole history of
electric railroading, and
would say in defense of
all thus engaged that to
plan and adapt a device
that is applicable to all
these changes and modi-
John J. Ruddick. fications is of itself no

mean effort, aside from
the actual reduction of an invention to practical use. A sig-
naling device must not only be safe in every particular and
under all conditions, but sufficiently practical so that it can
be used with a reasonable degree of satisfaction.

It must be constructed on a plan that will anticipate all
manner of line trouble without the least liability of producing
a signal that will endanger traffic. It must not be too ex-
pensive in price, cost of installation or maintenance. All of
these requirements have been given the attention suggested
by an ever-present want, and the large number of signals now
in use, and the great demand for them, speaks plainer than
words for the high practical standard to which this class of
signals has been developed.

The task of signaling electric railways seems to have
been one beset by every natural obstacle and disadvantage as
completely as though it had been so designed. \\Tiile it is
possible to anticipate the difficulties in the construction of
apparatus, they are not eliminated from the art by any means,
and only assimilated in a manner that they will not be a
source of danger.

Therefore, a signal that does not give annoyance in case
of line trouble may be suspected of not being very safe under
dangerous conditions. The first requisite of a signal plant is
good clear lines, without which it can never be operated suc-
cessfully. Nine-tenths of all expenses for supplies and cost
of repairs could be saved if the lines were kept free from
grounds and crosses.

There is an idea prevalent among railway managements
that signals are too expensive to maintain m operation, and
that the convenience and protection afforded does not warrant
such an outlay of capital which, speaking from a standpoint
of direct returns, seems quite true, but since corporations have
largely passed from the speculative stages to that of sub-
stantial money-earning industries, managements have been
quick in taking advantage of any insurance against future
liabilities, as well as immediate convenience.

The cost of maintenance of signals is now being regarded
more in the sense of insurance, and while it is not possible
to reckon on any definite benefit or return, the same can be
said also of fire insurance, yet no prudent man would allow
his property to go without this protection, as it is upon this
basis that we are able to figure definitely on a profit.

While collisions will sometimes happen even where sig-
nals are used, T think I am conservative in saying that the
liabilities are 100 times less than if no protection were used.
In view of the above I am pleased to give a few figures relative
to the cost of equipping, installing and maintaining a plant
which I will select as being in size and amount of apparatus
employed, best qualified to typify the business in general. The
plant referred to is on the Fairmont (\V. Va.)